SHIPBUILDING CYCLOPEDIA
A REFERENCE BOOK
COVERING
DEFINITIONS OF SHIPBUILDING TERMS, BASIC DESIGN, HULL
SPECIFICATIONS, PLANNING AND ESTIMATING, SHIP's
RIGGING AND CARGO HANDLING GEAR, TABLES OF
DISPLACEMENT OF COMMODITIES, ARRANGE.
• MENT AND WORKING DRAWINGS OF
MODERN WESSELS p
AND A
COMPOSITE CATALOG OF MARINE EQUIPMENT
F. B. WEBSTER, Editor
J. L. BATES, Associate Editor S. M. PHILLIPS, Associate Editor
A. H. HAAG, Consulting Editor
PUBLISHED BY
SIMMONS-BOARDMAN PUBLISHING COMPANY
Woolworth Bldg., New York, U. S. A.
Transportation Bldg., Chicago, Ill. Citizens Bldg., Cleveland, Ohio
First National Bank Bldg., Cincinnati, Ohio Home Life Bldg., Washington, D. C.
34 Victoria St., Westminster S. W. 1, London, England
Copyright 1920
SIM Mons-BoARDMAN PUBLISHING CoMPANY
New York, N. Y., U. S. A.
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Ca •ºr. Engin. Library
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4,7235 | --ST
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Foreword
As the title indicates, this volume is designed to present the
basic reference requirements of the shipbuilding industry. It has
been published because a comprehensive collection of design data,
arrangement and working drawing and catalogs is not only difficult
and exceedingly expensive to accumulate, but when obtained
demands much time and attention if the data is to be systematically
arranged and maintained in such a way that it can be referred to
easily and quickly.
Much of the design data included in this treatise have never
before been published in such a simple form—in a form that can be
quickly and readily used in the practical designing of ships. As
an illustration, the longitudinal coefficient, curve of Sectional area,
load waterline, stability and horsepower for a merchant vessel can
now be readily approximated by reference to the charts covering
these features. It is important to note in this connection that this
method of design has been successfully used for the last ten years
by the Bureau of Construction and Repair, Navy Department.
Another valuable and unique feature of the Cyclopedia is the
fact that it includes the only published collection of arrangement
and working drawings of American ships, fully dimensioned and
accompanied by bills of material. These drawings are excellent
types of the latest designs and many are susceptible of more or
less standardization—a matter of vital importance to economical
Construction.
The Catalog Section also contains a large amount of valuable
information regarding ship and shipyard equipment, every effort
having been made to keep this section as definitely informative as
possible.
The editors take this opportunity to express their most hearty
appreciation for the advice and suggestions which have been made
by Mr. S. B. Crosby, naval architect, Newburgh Shipyards;
Mr. A. B. Raymond, naval architect, New York City; and Mr. E. L.
Stewart, naval architect, San Francisco, Cal.
New York, April 6, 1920.
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ſº
General Contents
Definitions and Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I-150
Basic Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151-240
Hull Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241-275
Planning and Estimating . . . . . .: ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277-316
Ship's Rigging and Cargo Handling Gear • * * * * * * * * * * * * * * * * * * * * * * * * * * * 317–352
Table of Ünit Displacement of Commodities . . . . . . . . . . . . . . . . . . . . . . . . . . . 353–368
Midship Sections and General Arrangement Plans . . . . . . . . . . . . . . . . . . . . 370–468
Strength Calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 469
Lines . . . . . . . . . . . . . . . . . . . . . ... e. e. e. e. e. e. e s a e e s e s e s • * * * * * * * * * * * * * * * * * * e e e s e 470-475
Blocking and Staging, Plate XXXII, Opposite . . . . . . . . . . . . . . . . . . . . . . . 476
Keel and Longitudinals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 476–477
Shell Expansions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 478-479
Floors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , , , , , , , e. e. e s e e º 'º e < * * * * * * * * * * * 480–483
Inner Bottom, Plates XXXV, XXXVI, Opposite . . . . . . . . . . . . . . . . . . . . . . 484
Stern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 485
Chain Locker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 486
Framing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * * * * * * 487–498
Stern Frame . . . . . . . . . . . . . . . . . . . . . . . . “. . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * 499
Spectacle Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 500
Stringers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 501
Bulkheads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 502–519
Girders and Pillars, 'Plate XXXVIII, Opposite . . . . . . . . . . . . . . . . . . . . . . . . 520
Decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 521-528
Hawse Pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 529
Stern Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 530-531
Foundations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 532–544
Bitts and Mooring Pipes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54.5
Chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 546
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 547
Shafting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 548–550
W. T. Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 551-555
Raised W. T. Manhole . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 556–557
Hatches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . e = * * * * * * * * * * * * * * * 558–563
Skylight Lifting Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * 564–567
Accommodation Ladder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 568-570
Ladders and Stairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 571-573
Gratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 574-575
Fixed Lights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 576
Rudder s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * 577-578
Deck Houses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 579-587
Joiner Work and Furniture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 588-596
Masts and Spars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 597-599
Piping Plans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600-659
Tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 660-668
Uptakes and Smoke Stack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 669-672
Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ". . . . . . 673–678
Flectrical Installations, Plates LII to LX, Opposite 678 and . . . . . . . . . . . 679
Voice Tubes and Call Bells. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 680
Engine Telegraphs, Direction Indicators and Revolution Counter Opp.: 680
Ash Hoist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 678 and 681
Engineer's Workshop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 682
Engineer's Storeroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 683
Refrigerating Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 684-687
Boat Stowage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 688-689
Stabilizer Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 690
Standard Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 691
Catalog Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 692-1107
Alphabetical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1108
Trade Name Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1109–1110
Directory of Products . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1111
Note.—Complete index is given with definitions, page 1 to 150.
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A Dictionary of .
Aback. The condition of a sailing ship when the pres-
sure of the wind on the sails has a tendency to
drive it astern.
Abaft. Towards the stern; aft, relative to.
Abandon. To leave, to forsake. Usually descriptive of
the act of leaving a ship when it is no longer safe
or seaworthy.
Abeam. At right angles to the vessel's longitudinal
axis and in her plane of flotation.
Aboard. On or in a ship.
About. A ship is said to come about when in beating
to windward it changes its course allowing the
wind to bear on the opposite side of the sails. To
change from the starboard to the port tack or
the reverse.
Aboveboard. Above deck as distinguished from in the
hold or below decks.
Abreast. Over against; opposite. See also ABEAM.
Access Hole. A hole cut through a portion of a ves-
Sel's structure in order to permit ingress to or
egress from a given space or compartment.
Accommodation Ladder. See LADDER, Accom MoDATION.
Accountants. Those who keep records or accounts;
bookkeepers.
Page 1107.
Accumulator, Hydraulic.
water under pressure.
Accumulator, Pneumatic.
air under pressure.
Acetylene. A gas produced by the action of water
upon calcium chloride. This gas combined with
oxygen burns with a very hot flame.
Acetylene Gas Compressor. See CoMPREssoR, ACETY-
LENE GAs.
Acid Open Hearth Steel. See STEEL AND IRoN.
Acidity, Boiler. A term used when the feed water in
a boiler is acid.
Admiralty Coefficient. See CoEFFICIENT, ADMIRALTY.
Admiralty Metal. Described under Metals.
Admiralty Pump. See PUMP, ADMIRALTY.
Adrift. Afloat without effective means of propulsion
or control.
Adze. A carpenter's tool having its blade set at right
angles with a long curved handle and used for
trimming ship timbers. The act of trimming the
timbers with this tool is called “dubbing.”
Aft. In the direction of or toward the stern.
After Collision Bulkhead. See BULKHEAD, AFTER PEAk.
After Deck. See DECK, AFTER.
After Peak. A compartment immediately forward of
the stern post. Generally situated entirely below
the load waterline.
After Peak Bulkhead. See BULKHEAD, AFTER PEAK.
After Perpendicular. A line perpendicular to the base
line, intersecting the after edge of the stern post at
the designed waterline.
A tank designed to store
A tank designed to store
American naval practice locates the after perpendicu-
lar at the point of intersection of the designer's water-
line and the stern contour.
Aground. The situation of a ship in which its bottom
touches or rests on the ground; stranded.
Ahead. Forward; in front of.
Air-break Switch. See Switch, AIR-BREAK.
Air Casing, Stack. A ring-shaped plate coaming sur-
rounding the stack and fitted at the upper deck, just
below the umbrella. Its purpose is to protect the
deck structure from heat and to help yentilate the
fire room - --
Air Compressor. An auxiliary designed to furnish air
under pressure for pneumatic tools, cleaning purposes.
etc.
A form of compressor in common use is the single
stage type. This type has two cast iron cylinders, one
steam, the other air, each double acting. The steam
cylinder is located vertically over the air cylinder,
both pistons being on the same rod. Thus, air is
compressed and delivered on both the upward and
downward stroke of the piston.
Pages 442, 443, 779, 783, 786, 787.
Air Courses. A wood ship term applied to air spaces
running fore and aft in the sides or bottom of a
vessel to provide for a circulation of air to prevent
decay in the timbers.
Air Ejector. A steam ejector connected to the con-
denser dry suction for the purpose of discharging the
air and vapor into the atmosphere. A condensate pump
handles the condensed steam.
Pages 934, 1024, 1042.
Air Hammer. An air-driven tool arranged to deliver
rapid longitudinal impulses against one end of a
steel pin. It is contained in a cylindrical shaped
casing about three inches in diameter and two feet
long with a pistol grip at the opposite end from
the pin. Various shaped tools can be fitted on the
outer end of the pin to perform such operations as
heading up rivets or calking and chipping.
Pages 780, 784, 788, 790.
Holding on Hammer. A tool to hold against
the head of a rivet while it is being driven. Its
head is fitted on a piston which is cushioned in a
cylinder filled with compressed air.
Pages 781, 782, 784, 788.
Air Pipes. Pipes leading from tanks to the open air
as vents or to provide a supply or escape of air when
pumping out or filling the tanks.
Air Port. See Port, AIR.
Air Propellers or Beeswing Fans. A fan usually con-
sisting of from two to four blades operated by an
electric motor, the blades being so shaped that the
air leaves the fan at right angles to its plane of
rotation. - • .
Air Pump. See PUMP, Air.
Air
AIR
CYCLOPEDIA ANC
SHIPBUILDING
Air Pump, Dry Vacuum. See PUMP, AIR, DRY VACUUM.
Air Pump, Dual. See PUMP, AIR, DUAL.
Air Resistance. See RESISTANCE, AIR.
Air Tight Door. See Door, AIR TIGHT.
Air Trunk or Conduit. The passage forming the main
air supply to a fan or exhaust from a fan.
Air Valve. See VALVE, AIR.
Air and Circulating Pump. See PUMP, AIR AND CIRCU-
LATING.
Alarm Valve. See VALVE, ALARM.
A-lee. Away from the wind. A sailing ship which
constantly requires the helm to be moved to the
side of the vessel away from the direction from
which the wind is coming in order to keep his
course is said to carry a-lee helm.
Alkalinity, Boiler. A term used when the feed water
in a boiler is alkaline and has the power of neutraliz-
ing acids.
All Hands. Every person on board a ship.
Alligator Shear. See SHEAR, ALLIGATOR.
Alloy Steels. See STEEL AND IRON.
Aloft. In the tops or upper rigging; on the yards;
above the decks.
Alongside. Parallel and in close proximity to. Used
frequently relative to a ship lying parallel and
close to another ship or a pier.
Alow. Low in or on; below.
Alternating Current. An electric current in which the
instantaneous values of current at any point in the
circuit vary from zero to a positive maximum value,
back to zero; then to a negative maximum value and
back to zero. When plotted it consists of half waves
of equal area in successive opposite direction from
the zero line.
Aluminum Paint. See PAINT.
Amidships. In the vicinity of the middle portion of
a vessel as distinguished from her ends. The term
is used to convey the idea of general locality but
not that of definite extent.
Ammeter. An instrument for measuring the electric
current flowing in a circuit. The scale of the meter
is calibrated to read in amperes.
Ammonia. A volatile alkali, a transparent, pungent gas
that can be easily liquified by pressure. It is used
extensively as a refrigerating medium for cold storage
systems aboard ship.
Ammonia Joint. On account of the penetrating nature
of ammonia, great care should be taken with the joints
in a refrigerating system where that alkali is used.
The joints should be made of wrought iron or steel,
the connections should be soldered after they are
screwed in place. Lead gaskets should be placed be-
tween flanges and lead or white metal packing used
for the valve stems.
Ampere. The practical unit of electric current. It
represents that value of current which will cause the
electrolytic deposition of silver at the rate of 0.001118
gm. per second.
Analysis of Flue Gas.
GAs.
Anchor. A heavy iron or cast steel implement attached
to a vessel by a rope or chain cable. When the anchor
is thrown overboard it lays hold of the ground and
holds the vessel in its place. The earlier anchors
were made of wood, with one arm and later with two.
Stones were attached to give weight to sink and to
increase holding power.
An iron anchor, having a wood stock, followed the
See BoILER, ANALYSIS OF FLUE
wood anchor.
metal anchor.
The solid or old-fashioned anchor consists of the
shank, the ring (shackle or Jew's harp), the arms,
and the stock.
The shank is the main body of the anchor, having
the ring bolted to one end and the arms welded to
the other, the crown being the heavy end of the shank
from which the arms branch out. The stock is the
beam attached to the shank opposite the arms.
Various patent anchors exist, most of which are
stockless and have their arms pivoted upon the shank
and the palms in the plane of the arms.
Pages 868, 869, 871, 872, 873, 970.
This in turn was replaced by an all-
ſk- |
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4-2
9
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4. 8
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3
Stockless Anchor Common Anchor
1 Anchor Shackle.
1 Anchor Shackle. 2 Anchor Stock.
3 Nut of Anchor Stock,
2 Shank of Anchor 4 Shank of Anchor.
3 Anchor Flukes. 5 Crown of Anchor.
6 Arms of Anchor.
4 Crown of Anchor. 7 Anchor Flukes.
5 Anchor Bills. 8 Anchor Bills.
Anchors, Bowers. The principal anchors carried by a
vessel. They are so named because they are carried
on the bows. In earlier times they were of different
weights, the larger being known as the best bower
and the smaller as the small bower. These anchors
are now usually the same size.
Anchors, Chains and Hawsers. For method of selec-
tion and tables, see under EQUIPMENT.
Pages 872, 874, 875, 880, 881, 882, 970.
Anchor Deck. See DECK, ANCHOR.
Anchor Handling Gear. The windlass and gear installed
aboard ship, for letting go, taking in and handling the
anchor.
Page 529.
Anchor, Kedge. A term applied to a light anchor used
for warping or kedging.
Anchor Lights. See LIGHTs, ANCHOR.
Anchor, Mooring. A term applied to a second or extra
anchor used for holding a ship at her mooring.
Anchor, Mushroom. An especial type of anchor having
a bowl-shaped crown into the center of which the
shank is welded. The upper end of the shank is fitted
for the reception of shackle pin as in anchors of the
ordinary type. The mushroom anchor has been much
used on submarines. It has great holding power in
soft bottoms.
Anchor, Sea. A device constructed of spars and canvas
in the form of a parachute, to which is bent a hawser
3.*
:
r.

ANC
ASS
SHIPBUILDING CYCLOPEDIA
or cable. It is put overboard in a heavy sea for the
purpose of keeping a vessel head-on to the sea and
to enable her to ride out a gale.
Also termed a driving anchor or drag.
Anchor, Stream. An anchor used for anchoring in a
narrow roadway or channel to prevent the stern
swinging with the tide. The weight of this anchor
is equal to about one-fourth that of the bower anchor.
Anchorage. A suitable place for a ship to lie at anchor.
Harbor dues for anchoring in a port.
Angle. An abbreviation for angle iron or angle bar.
Angle Bar. A rolled shape, generally of mild steel,
having a cross section shaped like the legs of a right
angle. -
In ship work it is used for frames, bulkhead stiffen-
ers, attachment of one plate or shape to another, etc.
The size is denoted by dimensions of cross section
and weight per running foot.
Angle Bar Frame. See FRAME, ANGLE BAR.
Angle Bars, Frane. See FRAME ANGLE BARs.
Angle Clip. A term applied to a short piece of angle
bar used for attachment.
Angle Iron. See ANGLE BAR.
Angle Valve. See VALVE, ANGLE.
Angle Furnace. See FURNACE, BAR.
Anglesmiths. Workmen who forge steel shapes such
as angle or channel bar into the various parts of
the ship's hull and fittings such as watertight staples
and collars, door frames, etc.
Anneal. To soften metal by heating and slowly cool-
ing. In annealing cast iron the carbon is burned
out, near the surface, leaving the outer surface
tough and strong while the interior is hard.
Annunciator. An electrical device for giving an audible
and visible signal.
Page 1064.
Annunciator Wire. See ELECTRIC WIRE AND CABLE,
Anti-Corrosive Paint. See PAINT.
Anti-Fouling Paint. See PAINT.
Antimony. Described under Metals.
Anvil. An iron or steel block used as a table on which
metals are worked or forged. Where an iron block
is used the working face is generally made of steel.
It is usual to provide a hole about 1%" Square for
holding working tools such as hardies, fuller blocks,
etc. Anvils are used in a shipyard by blacksmiths,
anglesmiths and flange turners.
Apeak. In a vertical direction or nearly so. The
anchor is “apeak” when the cable has been hauled
into a nearly vertical line and the vessel is then
“hove apeak.” A yard when raised by one end,
until nearly vertical is “apeak.”
Aperture. The space provided between the propeller
and stern post for the propeller.
Appendages. Such items as shaftings, struts, bossings,
docking and bilge keels, propellers, rudder and any
other feature, extraneous to the hull and generally
immersed.
Apprentice. A learner or student of a trade.
Apron. A reinforcing timber bolted to the after side
of the stem.
Page 474, Plate XXV.
Apron Plate. See PLATE, APRON.
Arc, Electric. The luminous vapor of great brilliancy
and high temperature between the tips of two elec-
trodes.
Arc, Lamp. See LAMP, ARC.
Arch Piece of Stern Frame. The curved portion of
the frame over the screw aperture, joining the
propeller and stern posts.
Arching. Occasionally used as descriptive of the same
phenomenon as the term “hogging.” º
Architect, Naval. See NAVAL ARCHITECT.
Ardency. That property of a ship by virtue of which
she tends to throw her head up into the wind.
Ships having this characteristic must be held on
their course by keeping the helm a-weather. The
reason for this tendency is found in the resultant
lateral resistance of the vessel being before or
ahead of her resultant wind pressure.
Area of Sections. The area of any cross section of the
immersed part of a vessel, the cross section being
taken at right angles to the centerline of the vessel.
Armature. The armature of a generator or motor is
that part of the machine containing the winding in
which the electromotive force is generated. For di-
rect-current machines, it is usually revolving, while
for alternating-current machinery it is usually sta-
tionary.
The two essential parts of all generators and motors
are the field magnet, which produces the necessary
magnetic flux, and the armature on which the con-
ductors are arranged.
Asbestos. Principally a silicate of magnesia combined
with water. It is used in varying forms where re-
sistance to combustion is necessary.
A fireproof composition used for insulation, packing,
and lagging. See INSULATION.
Ash Chute. A portable iron trough by means of which
ashes are discharged overboard clear of the vessel's
side.
Ash Ejector. An apparatus for utilizing the discharge
water from a pump to convey ashes from the fire-
room up and out through the vessel's side above the
water-line.
It consists of a metal pipe or chute leading over-
board above the water-line. At the lower end in the
fire-room a hopper is located, and into this the dis-
charge from the pump is led. With the hopper closed
and discharge valve opened the stream from the pump
will pass with high velocity. The cover may then be
removed and ashes dumped into the hopper from
which they will be rapidly conveyed overboard by the
Water.
Pages 392, 400, 1002, 1003, 1038, Plate XII.
Ash Expeller. An apparatus for the discharge of ashes
from the fire-room below the water level. This type
is of value in the case of war vessels when it is
desirable to make an opening through the side armor.
In this apparatus the ashes are placed in the hopper,
from which they pass through a quick-acting valve
to an intermediate chamber. An air blast or hy-
draulic jet expels them from this chamber.
Ash Hoist. Gear for the removal of ashes from the
fire-room. It consists of a bucket, usually traveling
in guides, a winch for hoisting same to weather deck,
and sometimes a trolley track to ship's side.
Pages 678, 681, 787, 851, Plates XIV, XLVII,
XLVIII. .
Ash Pit, Boiler. See BoILER ASH PIT.
Ashore. Aground (when said of a ship); on shore or
land as opposed to aboard or afloat.
Asphalt Solution. See PAINT.
Assemble. To collect and place in the proper positions,
the various members or fabricated parts entering
into construction.
3
AST
BAR
SHIPBUILDING CYCLOPEDIA
Astern. Signifying position, in the rear of or abaft
the stern; as regards motion, the opposite of go-
ing ahead; backwards.
Astracal. A small molding placed on the front of one
of a pair of doors near the inside edge to cover the
joint where the two doors come together when closed.
Asynchronous Generator. See GENERATOR, ASYN-
CHRONOU.S.
Athwart, Athwartship. In a transverse direction; from
side to side at right angles to the fore and aft
centerline of a vessel.
Auditors. Individuals who check up accounts and cer-
tify as to their accuracy.
-- Page 1107. -
Augmentor, Vacuum. An apparatus consisting of a
steam ejector and a small condenser with suitable
connections and designed to diminish the condenser
pressure and enhance the vacuum. A steam jet is
installed in an air suction pipe leading from the top
of the main air pump suction or from an independent
connection to the condenser. The air and vapor en-
trained are delivered to a small condenser in which
the pressure is higher. Circulating water for the
augmentor condenser is taken from a by-pass on the
circulating pump discharge to the condenser, or from
a connection to the front head of the main condenser.
The ejector steam and the vapor drawn from the
main condenser are densified in the augmentor and a
water seal is interposed between the augmentor Suc-
tion and the air pump to prevent the air and vapor
from escaping back to the main condenser.
Automatic Reclosing Battery Charging Switch. See
SWITCH, AUTom ATIC RECLos ING BATTERY CHARGING.
Automatic Reclosing Circuit Breaker. See CIRCUIT
BREAKER, AUTOMATIC RECLOSING.
Auto-Transformer. A transformer in which a part of
the primary winding is used as a secondary winding,
or conversely. Sometimes called a Compensator and
used for starting alternating current motors,
Auxiliary Circulating Pump. See PUMP, AUxILIARY
CIRCULATING.
Auxiliary Feed Pump. See PUMP, AUxILIARY FEED.
Auxiliary Foundations. See Foundation, AUxILIARY.
Auxiliary Machinery. As its name implies, it includes
all machinery except the boilers and engines constitut-
ing the propelling machinery proper, and the deck ma-
chinery.
Under this heading are included such items as Air
Pumps, Ash Ejectors, Blowers, Bilge Pumps, Circu-
lating Pumps, Condensers, Distillers, Evaporators,
Fans, Feed Heaters, Feed Pumps, Filters, Injectors,
Lubricating Oil Pumps, Oil Pumps, Sanitary Pumps,
Transfer Pumps, Water Pumps, etc.
Avast. A command to cease pulling on a rope. Stop,
Ce2S e. -
Avast-heaving. A term used on shipboard as a com-
mand to stop pulling in the anchor chain.
Awning. A canvas canopy spread over a vessel's decks
bridges, etc., for protection against rain and sun.
Awning Deck. See DECK, Aw NING.
Awning Deck Sheerstrake. The strake of outside plat-
ing adjacent to the awning deck.
Awning Deck Stringer. See STRINGER, Aw NING DEck.
Awning Deck Stringer Bar. See STRINGER, BAR.
Axis, Neutral. -
Azimuth Circle. A graded ring attached to a compass
and fitted with vanes, screws and other apparatus.
See NEUTRAL Axis.
It is used in taking the bearings of the sun, stars
and terrestrial objects. &
Page 1093. ' '
B
Back-Board. A portable back support nicely designed
and fitted on the after side of the stern thwart in a
small motor or row boat.
Backbone. A term applied to the keel of a ship and
Sometimes to the center vertical keelson.
Backing. Making speed or having motion astern.
Back-Firing. See GAs ENGINE, BACK-FIRING.
Back Hand Rope. See RoPE, BACK HAND.
Backstays. Stays which extend from all mast levels,
except the lower, to the ship's side some distance
abaft the mast. They serve as additional supports
to prevent the mast from going forward and at the
same time contribute to the lateral support, thereby
assisting the shrouds.
Baffle Plate, Boiler. See BoILER BAFFLE PLATE.
Baffle Plate, Condenser. See CoNDENSER, BAFFLE PLATE.
Balanced Rudder. See RUDDER, BALANCED.
Bale Measure. A term used where the capacity of a
cargo hold is measured to the inside of the frames or
cargo battens.
Ballast. Any weight carried solely for the purpose of
making the vessel more sea-worthy. Ballast may
be either portable or fixed, depending upon the
condition of the ship. Permanent ballast in the
form of sand, concrete, scrap or pig iron is usually ,
fitted to overcome an inherent defect in stability
or trim due to faulty design or changed character
of service. Portable ballast, usually in the form of
water pumped into or out of bottom, peak or wing
ballast tanks, is utilized to overcome a temporary
defect in stability or trim due to faulty loading,
damage, etc.
Ballast Port. See Port, BALLAST.
Ballast Pump. See PUMP, BALLAST.
Ballast Tank. See TANK, BALLAST.
Ballast, Water. Sea water confined to double bottom
tanks, peak tanks or other designated compart-
ments for use in obtaining satisfactory draft, trim
or stability. In the days of the sailing vessel this
object was attained by the use of solid ballast such
as sand, gravel, rock, etc.
Ballasted Condition. A condition in which it becomes
necessary to fill all or part of the ballast tanks in
order to secure proper immersion, stability, and steer-
ing qualities. This condition may be the result of
the consumption of fuel, stores, and water; or the
absence of part or all of the designed amount of cargo.
Ball Joint. See FLExIBLE Joi NT.
Balsa. A name used in South America to designate
rafts made of light wood. Page 822.
Baluster. Small upright pillar or column supporting
the hand rail around a staircase.
Band Saw Filing Machine. See SAw, BAND, SETTING
AND FILING MACHINE.
Band Saw Setting and Filing Machine. See SAw, BAND,
SETTING AND FILING MACHINE.
Banjo Frame. A device for handling the propeller of
an auxiliary screw steamer.
Bank. An elevation in the sea's bottom which, if of
sufficient height, forms a shoal.
Bar, Boring. See BoRING BAR.
Bar Furnace. See FURNACE, BAR.
Bar Iron. Rolled bars having various forms of cross
section.
, BAR SHIPBUILDING CYOLOPEDIA BEA
Bar Keel. See KEEL, BAR. trolyte. The electrolyte usually consists of sal-
Bar Stringer. See STRINGER, BAR. - ammoniac and zinc choloride, and the top of the cell
Barbettes. Cylindrical structures built up of armor is sealed. * . ... ' - -
plates extending from the protected deek of a war
vessel to the lower side of the turret shelf plate.
They form protective enclosures in which are lo-
cated: the turret stools, shell stowage flats and
ammunition hoisting gear for the turrets.
Bare Poles. The condition of a sailing ship with no
sails hoisted. “Not a rag set.”
Barge. A craft of full body and heavy construction
designed for the carriage of cargo but having no
machinery for self propulsion.
Pages 463 to 466.
Bark. A vessel having three masts, fore, main and
mizzen. The two forward are square rigged and
the after or mizzen is fore-and-aft rigged.
Barkentine. A vessel having three masts, fore, main
and mizzen. The fore mast is square rigged and
the main and mizzen fore-and-aft rigged.
Barnacles. A cirriped crustacean which adheres in
clusters to the under water portion of vessels, piles,
piers, etc. -
Bars, Boiler Grate. See BoILER GRATE BARs.
Basic Carbonate. See PAINT. -
Basic Open Hearth Steel. See STEEL AND IRON.
Basic Sulphate. See PAINT. :
Basin. A natural or artificial berthing place in which
ships may safely float at any stage of the tide.
Basin Dry Dock. See DRY Dock, GRAVING.
Bath Brick. A calcareous or siliceous earth prepara-
tion compressed into bricks and used for cleaning
bright-work; so named for having first been made
near Bath. *
Batten (noun). A thin strip of wood, usually tapered,
used in laying down lines. A strip of wood or
steel used in securing tarpaulins in place. (Verb)
To secure by means of battens, as to “batten down
a hatch.” -
Battening Down. Making the hatches watertight by
means of tarpaulins firmly secured to the hatch
coamings with battens, wedges, etc.
Battens, Cargo. A term applied to the planks that are
fitted to the inside of the frames in a hold to keep
the cargo away from the shell plating. These bat-
tens are not necessary in concrete ships, as the
sides do not sweat.
Battens, Hatch. See HATCH BATTENS.
Battens, Sheering. Long strips of wood which are
clamped to the frames of a ship to locate the
edges of the strakes of the shell plating in relation
to the sheer of the ship's deck.
Battery, Electric Primary. The apparatus for trans-
forming chemical energy into electric energy is known
as a primary cell. Two or more of these cells con-
nected together form a primary battery, although the
term “battery” is frequently applied to the single cell
as well. There are two general types of primary bat-
teries, wet and dry.
Wet batteries consist of two different metals or one
metal and a carbon electrode immersed in a chemical
solution contained in a glass or porcelain jar.
The dry cell or dry battery is the type most com-
monly used in marine work. The negative pole is a
hollow zinc cylinder and serves as a container. The
positive pole is a carbon rod. The rod is surrounded
by a deplorazing agent which is separated from the
zinc by some absorbent material saturated with elec-
Battery, Electric Storage.
The dry cell is more convenient, is portable, requires
less space, and is cheaper than the wet cell, but has
the disadvantage of deteriorating whether used or not,
and it cannot be recharged. . . . . . .
Secondary or storage bat-
teries are devices which transform chemical into elec-
trical energy and the energy of which can be restored
by passing an electric current through the battery
from some outside source. During the process of
restoring or charging the battery the electrical energy
is transformed into chemical energy.
Page 1080. * . . . . -
Battle Cruiser. A naval vessel of the first class having
great speed, carrying guns of the largest size and
range and having good protection against gun fire
and torpedo attack, She must be so designed as
to be capable of keeping the sea in all weathers
and have a maximum radius of action. Ships of
this class are intended to sink an enemy and under
some circumstances to lie in the main line of battle.
Battleship. A naval vessel of the first class carrying
maximum armament and protection; both against
gun fire and torpedo attack, and having good
speed. She must be so designed as to be capable
of keeping the sea in all weather and must have
a large radius of action. Ships of this class are
intended to lie in the regular line of battle and
bear the brunt of the fighting. . . . .
Bead. A reinforcing ridge on a pipe or tube.
Beam. The extreme width of a ship. A transverse,
horizontal member supporting a deck or flat.
Pages 165, 166, 167, 175, 176, 183 to 186, 193 to 199.
Beam Angle Bar. An angle bar used in the construc-
tion of a deck beam or an angle bar composing a
deck beam. - . .
Beam, Awning, Anchor, Main, Lower, Shade, Shelter,
etc. The deck beams are given the name of the
deck that they support. . . . '
Beam Bracket. See BRACKET, BEAM. :
Beam, Cant. A term applied to any of the beams sup-
porting the deck plating or planking in the over-
hanging portion of the stern of a vessel. These
learns radiate in fan shaped formation from the
transom bean to the cant frames.
Pages 496, 497.
Beam Carlines. A term applied to beams either of
timber or steel running fore and aft or diagonally
between deck beams.
Beam Clamp. A device for attaching to the lower
flange of a deck beam for hooking on a purchase,
lead block, etc. It is made of metal in two parts,
one of which has a sharp bend and hooks over the
flange, the other, a straight flat piece, fits against
the back of the web of the beam, the two parts
being securely bolted together. In the lower end
is a worked eye extending through both parts into
which a ring is usually fitted. t
Beam, Deck—Molding of. Its vertical dimension,
Beam, Deck—Siding of. Its horizontal dimension.
Beam, Hold. A term applied to any one of a tier of
athwartship beams spanning the hold from frame
to frame, and upon which no deck is fitted.
Beam, Intermediate. A term applied to a beam that is
fitted in between, and running parallel to, the reg-
ularly spaced deck beams. -
BEA
BEN
SHIPBUILDING CYOLOPEDIA
Beam Knees. A block of wood having a natural angu-
lar shape or a block cut to a bracket shape and
used for connecting the deck beams to the frames
in a wooden vessel.
Also applied to the ends of steel deck beams
that are split, having one portion turned down and
a piece of plate fitted between the split portion,
forming a bracket end.
Pages 440, 445, 447.
Beam, Main. A term applied to the deck beam fitted
at the point of maximum breadth of the vessel.
Beam Mold. See Mold, BEAM.
Beam, Molded. The width over the widest portion
of the ship measured to the outside of the frame angle
or channel but inside the plating.
Extreme: the greatest width outside the plating,
armor or any part of the hull proper. Sometimes,
but not always, taken over guards or fenders.
Beam, Panting. A term applied to an athwartship
beam fitted in the bow or stern of a vessel, to pant-
ing stringers or to the under side of decks, for the
purpose of preventing in and out motion of the
sides of the vessel.
Beam, Transom. A strong deck beam situated in the
after end of a vessel directly over the stern post,
and connected at each end to the transom frame.
The cant beams which support the deck plating
in the overhang of the stern radiate from it.
Page 497.
Beam and Structural Shape Bender.
BENDING.
Beams, Deck. A term applied to any of the main
beams upon which the plating or planking of a
deck is supported. These beams usually run
athwartship from side to side of a vessel and are
fastened to the frames. In the way of hatch open-
ings they run from the side to the opening and
are bracketed or clipped to the casing or coamin
as the case may be. g
In fore and aft framing the beams run longi-
tudinally and are bracketed to the bulkheads and
also supported by heavy transverse web or belt
beams.
Pages 370 to 466, 487 to 497, 522 to 527.
XXXIX, XL, XLI, XLII.
Bear-a-hand. A command to give assistance at what-
ever is being done. Same as “Lend-a-hand.”
Bearding. A term applied to the line of intersection
of the plating and stem or stern post.
Bearers. A term applied to foundations and particu-
larly to those having vertical web plates as their
principal members. Also the vertical web plates
of foundations are called bearers.
Bearing. The ship's bearing is the direction of her
course as indicated by the compass. The bearing of
an object from the ship is the direction of the ob-
ject expressed in points of the compass from the
ship's course, one point equalling 11°-15'.
Bearing, Rudder. See RUDDER BEARING.
Bearings, Roller. See RolleR BEARINGs.
Bearings, Spring. See SPRING BEARINGs.
Beat to Windward. To work up against the wind by
means of a series of tacks.
Becalmed. (Applied only to sailing vessels.) That
condition in which there is insufficient wind to give
steerage way even though all sail is set.
Becket. A small grommet used for various purposes,
as for reefing a sail with toggles; the extension of
See Press,
Plates
the cheek straps of a block together with the bolt
and thimble or eye bolt to which is secured the
standing part of the fall.
Bed Plate. A structure, consisting of a series of
transverse girders connecting fore-and-aft members
or girders. It is usually made of cast iron or steel,
the girders having box or L-shaped sections. It may
be either cast in one piece or built up of several cast-
ings bolted together.
The bed plate is fitted for the support of the feet
of the engine columns, as well as to provide for the
support of the crank shaft bearings. Further, it as-
sists in the distribution of the engine weight and
stresses to the ship structure to which it is attached
by holding down bolts.
Bees. Strips of wood or iron fastened to each side
of the bowsprit.
Beetle. A heavy long-handled wood mallet with metal
hoops, sometimes called a reaming beetle or haws-
ing beetle, used by calkers for striking a reaming
or horsing iron.
Before. Toward the stem or in front of the vessel.
Belay. To secure a rope or line about a cleat or be-
laying pin by winding it back and forth in the
manner of the figure eight.
Belaying Pin. A small iron or tough wood pin con-
sisting of a head, shoulder and shank. The pin,
being securely fitted in a rail, is used for belaying
the hauling parts of light running gear, signal
halyards, etc. &
Page 350.
Bell Crank. A bent lever used to alter the direction
of application of a force.
Bell Mouth. A term applied to an expanded, trumpet-
shaped fitting, used on the ends of voice tubes, etc.
Bell, Ship's. A bell and clapper of the usual shape
used aboard ship as a means of denoting the time at
regular intervals by day and by night; viz., 12 o'clock,
midday or midnight, 8 bells; 12.30, 1 bell; 1 o'clock,
2 bells; 1.30, 3 bells; 2 o'clock, 4 bells; 2.30, 5 bells;
3 o'clock, 6 bells; 3.30, 7 bells; 4 o'clock, 8 bells; 4.30,
1 bell; 5 o'clock, 2 bells; 5.30, 3 bells; 6 o'clock, 4
bells; 6.30, 5 bells; 7 o'clock, 6 bells; 7.30, 7 bells; 8
o'clock, 8 bells; 8.30, 1 bell; 9 o'clock, 2 bells; 9.30
3 bells; 10 o'clock, 4 bells; 10.30, 5 bells; 11 o'clock,
6 bells; 11.30, 7 bells.
Ship's bells are also used as a signal when anchored
in a fog and as an alarm in emergencies.
Below. Underneath the surface of the water.
neath a deck or decks.
Bend. The act of securing one thing to another; as,
an anchor to a cable; a sail to a yard, one line to
another, or to a buoy, boat, etc.
Bend. A term applied to a pipe that is bent through
an angle of from 45° to 180°.
Bend, Return. A U-shaped pipe fitting for the purpose
of connecting the ends of two parallel pipes, thus
providing for a return flow.
Bender, Portable Frame. See FRAME BENDER, PortABLE.
Bending Machine, Portable Hand. See HAND BENDING
MACHINE, PortABLE.
Bending Moment. Any beam, girder or structure sub-
ject to bending is acted upon by a “bending mo-
ment.” The bending moment at any point in the
structure is the sum of the products of the force
acting to produce bending and the perpendicular dis-
tances from the lines of action of the forces to the
point under consideration.
Under-
BEN
BIN
SHIPBUILDING CYOLOPEDIA
Bending Press. See PRESS, BENDING.
Bending Rolls. See Rolls, BENDING,
Bending Rollers. Men who operate rolls which put a
permanent set in sheets and plates when cold, in
order that they may conform to the required shape.
Bending Shackle. The heavy shackle which connects
the chain cable to the ring or shackle attached to
the shank of an anchor.
Bending Slab or Block. A cast iron slab usually about
five feet square, perforated with holes 2" square ar-
ranged in a manner similar to a checker board. The
slab is generally about 2" thick except around the
edges where it is about 8" deep. The floor in front
of the furnace in the plate and angle shop is made up
of a number of these slabs raised to the level of the
furnace door. Such work as furnacing plates and
bending and beveling is done on these slabs, the holes
being used for setting pins around which to bend
frames and providing a means for dogging down the
work and any forms used.
Bending and Forming Machine. See PREss, FoRGING.
Bending and Straightening Machine. See PRESS,
BENDING.
Berth. A term applied to a bed or a place to sleep.
Berths, as a rule, are permanently built into the struc-
ture of the staterooms or compartments. They are
constructed singly and also in tiers of two or three,
one above the other. When single, drawers for stow-
ing clothing are often built-in underneath. Tiers of
berths constructed of pipe are commonly installed in
the crew space.
Pages 589, 590, 1100.
The term berth is also used to designate a state-
room or cabin, and also to specify a position; for
example, he has the berth of captain.
Still another use of the term is to designate the
place where a ship is docked or tied up.
Bessemer Steel. See STEEL AND IRoN.
Between Decks. The space between any two, not
necessarily adjacent, decks. Frequently expressed
as “”Tween decks.”
Betwixt Wind and Water. At or near the water line
at which a ship is floating.
Bevel Board. See BoARD, BEVEL.
Bevel, Closed. A term applied where one flange of a
bar is bent into an acute angle with the other
flange.
Bevel Gear. A gear designed to transmit power from
one shaft to another with which it makes a definite
angle. When the shafts are at right angles to each
other, the gears are called miters.
Bevel Lines. See LINEs, Bevel.
Bevel, Open. A term applied where one flange of a bar
is bent out to an obtuse angle with the other flange.
In the bow and stern the frames are given an
open bevel so that the inner flange will connect
to the transverse beams without making it difficult
to rivet the outer flange to the shell.
Bevel-Faced Hammer. A hammer used in riveting
having its face set at an angle.
Bevel-Faced Holding on Hammer. A large hammer
with its face sloped. It is held against the head
of a rivet while it is being driven.
Beveling Machine. A machine used for beveling steel
angles and other shapes. A set of steel discs is op-
erated by an electric motor and set to any desired
angle by a mechanism attached to a threaded shaft
operated at one end by a hand wheel. The bars are
Bilge Water.
heated in a bar furnace and run through the beveling
machine while hot.
Page 742.
Bibb. The bent outlet of a cock.
Bight (of a rope). A loop or bend in a rope, though,
strictly considered, any part between the two ends
may be termed the bight. -
Bilge. (Noun.) The rounded portion of a vessel's
shell which connects the bottom with the sides.
(Verb.) To open a vessel's lower body to the sea.
Bilge and Ballast System. A system of piping gener-
ally located in the hold of a vessel and connected to
pumps. This system is used for pumping overboard
accumulations of water in holds and compartments,
and also for filling ballast and peak tanks.
Pages 600 to 605. Plate XLIII.
Bilge Discharge Pipe. A pipe on the discharge side
of a bilge pump for discharging water pumped from
the bilges or bottom of the vessel overboard.
Bilge Ejector. An apparatus designed for the expulsion
of the water accumulated in a vessel's bilges.
Bilge Injection. The suction from the bilges to the
main circulating pumps which permits discharging
bilge water overboard or through the condensers in
case of a leak of sea water into the bilge.
Bilge Injection Water. The water pumped from the
bilges by the main circulating pumps.
Bilge Inlet. The suction side of a bilge pump or cir-
culating pump which can be used for pumping
water from the bilges.
Bilge Keel. See KEEL, BILGE.
Bilge Keelson. See KEELSoN, BILGE.
Bilge Pump. See PUMP, BILGE.
Bilge Strake. See STRAKE, BILGE.
Bilge Stringer. See STRINGER, BILGE.
Bilge Suction Pipe. See PIPE, BILGE SUCTION.
Drainage water which accumulates either
in the bottom or bilge.
Bilge and Fire Pump. See PUMP, FIRE AND BILGE.
Bilgeways. The timbers or part of the launching ways
directly under the bilge of a ship.
Bill-board. The inclined anchor bed fitted at the in-
tersection of the forward weather deck and shell.
On some ships a tripping device is fitted on the
bill-board so that by turning a rod the anchor will
slide off into the water.
Bind. To secure the end of a rope against unlaying
by taking turns of twine or small-stuff around it. The
term is synonymous with whip.
Binnacle. A stand or case for housing a compass so
that it may be conveniently consulted. Binnacles
differ in shape and size, according to where used and
the size of compass to be accommodated.
A binnacle for a ship's navigating compass consists
essentially of a pedestal at whose upper end is a bowl-
shaped receptacle having a sliding hood-like cover.
This receptacle accommodates the gimbals supporting
the compass.
Compensating binnacles are provided with brackets
or arms on either side, starboard and port, for support-
ing and securing the iron cylinders or spheres used
to counteract the quadrantal error due to the earth's
magnetization of the vessel.
This type of binnacle is usually placed immediately
in front of the steering wheel, having its vertical axis
in the vertical plane of the fore-and-aft center-line of
the vessel.
Pages 1085, 1091, 1092, 1093.
BIN
BLO
SHIPBUILDING CYCLOPEDIA
Binoculars, Marine. A form of telescope designed, for
the use of both eyes at the same time.
Page 1085.
Bismuth. Described under Metals.
Bitter-end. The extreme inboard end of a chain cable
which is secured in the chain locker.
Bitts. A term applied to short metal or wood columns
extending up from a base plate attached to a deck
or bulwark rail, timbers produced through and a short
distance above a deck, or columns fitted to a windlass
for the purpose of securing and belaying ropes, haw-
sers, cables, etc. Also called bollards.
Page 545.
Bitts, Mooring. A term applied to the bitts to which
the mooring lines are attached.
Page 545.
Bitts, Towing. A term applied to the bitts fitted on
the deck of a vessel for the purpose of belaying or
fastening the towing hawsers.
Pages 545, 859.
Bitumastic. A black tar-like composition largely of
bitumen or asphalt and containing such other ingre-
dients as rosin, Portland cement, slaked lime, petrole-
um, etc.
lt is sold under various trade names in the form
of a solution, an enamel, and a cement, the exact
composition being kept more or less a secret by the
manufacturers. All three forms adhere well to steel
when properly applied and are practically impervious
to water. The solution is applied cold with a brush
and is used as a priming coat for either the enamel
or cement. The enamel is applied hot, after the so-
lution is nearly dry or set, by being poured, where
practicable, or otherwise spread over the surface,
forming a fairly elastic surface after hardening and
cooling. - -
The cement is also applied hot, but being more dif-
ficult to apply than the enamel is used generally only
on horizontal surfaces. The solution and enamel or
cement is used as a protective coating in ballast and
trimming tanks, chain lockers, reserve feed and fresh-
water tanks, coal bunkers, engine and boiler founda-
tions, shaft alleys, and below floor plates in vessels
and as a damp-proof... coating on the walls of cold
Storage Spaces.
Page 804.
Bituminous Solution. See PAINT. . -
Black Balls. A vessel which from any accident is not
under command shall carry by day in a vertical line,
one over the other, not less than six feet apart, where
they can best be seen two black balls or shapes, each
two feet in diameter. A vessel employed in laying
or picking up a telegraph cable shall carry in the day-
time, in a vertical line, one over the other, not less
than six feet apart, where they can best be seen,
three shapes, not iess than two feet in diameter, of
which the highest and lowest shall be globular in
shape and red in color and the middle one diamond
in shape and white in color.
These balls are to be taken by other vessels as
signals that the vessel showing them is not under
command and cannot therefore get out of the way.
They are not signals of distress.
For corresponding light signals, see LIGHTS, SPECIAL.
A steam vessel proceeding under sail only, but hav-
ing her funnel up, shall carry, in daytime, forward,
where it can best be seen, one black ball or shape,
two feet in diameter.
Blacksmiths. Workmen engaged in heavy forging,
pressing, stamping, case hardening, annealing, tem-
pering, tool dressing, etc.
Blade Friction. See TURBINE, BLADE Friction.
Blades, Turbine. s
Bleeder. A term applied to a cock fitted to a pipe line
for the purpose of drawing off condensation.
Bleeders. A term applied to plugs screwed into the
bottom of a ship to provide for drainage of the
compartments when the vessel is in dry dock.
Blind Pulley. A circular block of hard wood with
rounded edges perforated by several holes having
grooves running from them to one side of the
block. One of these blocks is secured to an end
of a part of the standing rigging, as a shroud, and
another to some part of the ship, they are then con-
nected to one another by a lashing passing through
the holes. These wooden blocks are conn monly
called dead eyes.
Blinker Signals. An electrical appliance used for
signaling by the Morse code, consisting of two lan-
terms and two controllers. The lanterns are secured
at the ends of the signal yard, while one controller is
located on either side of the bridge.
Block. A device used in applying power to move heavy
weights by means of tension in a cable. It con-
sists of a frame made of wood or metal containing
one or more pulleys or sheaves, set side by side
and turning on the same axis. If more than one
sheave is fitted, the sheaves are separated by di-
visions of the same outline as the sides or cheeks
of the block. In referring to blocks the words
single, double or triple are prefixed to tell the num-
ber of sheayes they carry in their frames. The
position a block occupies in the tackle of which it
is a part determines what its fitting should be, that
is, whether or not it should have affixed eyes, hooks
or beckets.
The block on the stationary end of the tackle
has on its end a hook or an eye by which it is
fastened. The becket is a fitting on one end of a
block to which is secured one end of the tackle
rope or “fall,” and may be either on the stationary
or movable block.
Blocks derive their names from the purposes
for which they are used, the places which they
occupy or from distinctive features of their form
or construction. - - . *
Pages 351, 842, 844, 871.
Block and Block; Two Blocks; Chock-a-block. The
name given the condition of a tackle when the two
blocks have been drawn together so that no more
power can be derived from them.
Block, Cheek. A block made with one of the sides or
cheeks formed so that it can be secured to a spar.
Block, Clump. A short, thick, single block with a large
swallow.
Block Coefficient. See CoEFFICIENT, BLOCK.
Block, Fiddle. A block with two sheaves of different
diameters, placed one above the other.
Block Fittings. Swivel, loose, stiff, side or sister hooks,
regular or upset shackles, swivel jaws or eyes, stiff
eyes, links, etc., mounted on various blocks to adapt
the block for purposes required.
Page 843.
Block, Jewel. The block fastened to a yard to take the
studding sail halyards.
See TURBINE BLADES.
BLO
BoI
SHIPBUILDING CYOLOPEDIA
Block, Snatch. A single block with a hook having one
end of the frame arranged so that it can be hinged
up to allow the bight of a rope to be placed on the
sheave, doing away with the inconvenience of passing
one end of the rope through the swallow. Snatch
blocks are used to lead ropes around obstructions
which prevent straight leads to a winch or a capstan.
Pages 843, 844.
Block Stopper. A short piece of rope attached to a
stationary block and used to temporarily secure
the running part of a fall.
Block, Swivel. A block having a swivel attachment to
its supporting hook or shackle, thus allowing it to
revolve. gº
Page 351.
Blocks, Bilge. Short heavy pieces of timber similar
to the keel blocks. They are placed at intervals on
both sides of the keel as supports for the bottom of
a ship both when building and in dry dock.
Blocks, Gin. Sometimes called Gins. Single blocks
with a metal frame having a sheave of large diameter
for ease in overhauling and used where the operation
of hoisting by a single part is to be performed many
times in succession as in hoisting cargo.
Page 843.
Blocks, Keel. Short heavy timbers about twelve inches
square in section, placed one above the other, up to a
height of about five or six feet, and used to support
the keel of a vessel when building and when in dry
dock. They are placed under keel from bow to stern
and are spaced a sufficient distance apart to allow
access to the work.
Plate XXXII.
Blocks, Secret. Single blocks with the sheave com-
pletely enclosed by the frame. Two holes are left on
one end for the rope to pass in, around the sheave
and out again They are used to prevent the fouling
of any rigging with which they come in contact.
Blocks, Sister. Two single blocks joined together at
their ends by a swivel.
Blow, Bottom. See BoILER BLow, Bottom.
Blow, Surface.
Blowers. Mechanical devices used for artificial air sup-
ply to machinery or other enclosed spaces and
forced draft. -
The centrifugal type is in almost universal use at
the present time. It consists of a series of vanes
mounted on radial arms supported on a central re-
volving shaft. Air is taken in at the center and dis-
charged by centrifugal force from the blade tips.
Blowers are driven by reciprocating or turbine steam
engines or electric motors. •
In the location of blower and design of supply leads,
great care must be taken as to economical use of
space and the securing of a satisfactory point of in-
take. -
Pages 391, 393, 399, 425, 952, 953, 970, 1008, 1009,
1011, 1015, 1016, 1017, 1018, 1053, 1055.
Plates XII, XIV, XLVII, XLVIII.
Blow-off Valve, Blow-through Valve. See VALve,
BLow-off.
Blue Light. See LIGHT, BLUE. -
Blue Peter. A blue flag having a white square in its
center hoisted as a signal that the ship is ready
to begin her voyage. -
Board, Bevel. A wooden board upon which is drawn
the bevels applying to some part of the ship's struc-
See BoILER BLow, SURFACE.
Body Plan.
ture such as the frames, and given to the workmen
in the yard for ready reference where a paper plan
or sketch would not stand rough usage.
Boarding. The act of going on board a ship.
Boat Deck. See DECK, BoAT. -
Boat Deck Stringer. See STRINGER, BoAT DECK.
Boat Deck Stringer Bar. See STRINGER, BoAT DECK.
Boat Hook. A metal fitting in the form of one or
more hooks and a prong, attached to the end of a
pole. They are used for catching, holding and steady-
ing small boats. * *
Page 823.
Boat Stowage. The provisions made aboard a ship for
stowing and launching life boats. . . . . . .
Pages 688, 689.
Boat Tanks. Air tight compartments in ship's small
boats to provide buoyancy when a boat is filled with
Water. - - - .
Boatswain (Bo's'n). One of the lower officers on ship-
board who has immediate charge of the deck force,
deck gear, boats, rigging, cordage, etc.
Boatswain's Call. A small silver whistle or pipe used
by a boatswain or his mates to stimmon men to
their stations and direct them in their duties.
Boatswain's Chair. A piece of plank forming a seat
hung in two straps on which a man may be hoisted
aloft or lowered over the ship's side. - º
Bobstay Piece. A term applied to the forward project-
ing edge timber of the stem directly below the bow-
sprit. J. : . . . . . . . ~ * >
Page 599. - 1 r *
Bobstays. The chains or ropes attached underneath
the outer end of a bowsprit and led to the stem
to prevent the bowsprit from jumping. Frequently
two or three bobstays are fitted; when three, they
are designated as inner, middle, and cap bobstays;
when two, as inner and cap bobstays. * r *
Page 599. 4 . . . . -
Body, After. That portion of a ship's body aft of the
midship section.
A plan consisting of a pair of half trans-
verse elevations or end views of a ship, both having
a common vertical middle line, so that the right hand
side represents the ship as seen from ahead, and the
left hand side as seen from astern. On the body
plan appear the forms of the various cross sections,
the curvature of the rail and deck lines at the side,
and the projections as straight lines of the water-
lines, bow and buttock lines, and the diagonal lines.
Pages 470, 471. Plate XXX.
Body-post. See PRoPELLER-Post, STERN Post. -
Boiler. Any vessel, container or receptacle that is
capable of generating steam by the internal or
external application of heat. There are two general
classes of boilers, i. e., fire tube and water tube.
Pages 966, 968, 971, 972, 973, 974, 975, 976, 978.
Boiler Acidity. A term used when the feed water is
acid. - •
Boiler, Air Required. The amount of air that should
be supplied to a furnace may be calculated from a
flue gas analysis and the weight of carbon remaining
in the ashes. •
Boiler Alkalinity. A term used when the feed water is
alkaline and has the power of neutralizing acids.
Boiler, Analysis of Flue Gas. A determination of the
quality of the gases passing up the stack for the pur-
pose of ascertaining how complete the combustion of
the fuel is. - w -
BoI
BOI
SHIPBUILDING CYCLOPEDIA
Boiler Ash Pit. The space underneath the grate bars in
a furnace which has the double function of receiv-
ing ashes and providing air space for combustion
of the fuel. -
Boiler Baffle Plate. A plate perforated with small holes
and used in the top drums of water tube boilers to
separate the steam from the water. Plates in fire
tube boilers to induce the circulation of water in
the proper direction are also called baffle plates.
Boiler Bearers. See BoILER FoundaTION.
Boiler Blow, Bottom. A valve located near the bottom
of the boiler for the purpose of blowing off the mud,
sediment or dense water. Also sometimes used for
emptying a boiler when examination and cleaning are
required. The better practice for emptying, however,
is to let the boiler cool down and either draw or
pump the water out.
Boiler Blow, Surface. A valve with pipe connections
to the interior of the boiler and overboard, used for
the purpose of blowing off the scum and grease that
collect on the surface of the water.
Boiler Bracing. The stay rods, stay bolts and stay tubes
used in supporting the flat surfaces in a boiler. A
cylindrical surface requires no bracing for internal
pressure, but ring stiffeners, ribs or corrugations are
necessary for external pressure.
Boiler Bracket. A bracket connected to both the boiler
and ship structure.
Boiler Capacity. The highest number of boiler horse
power that can be generated in a boiler. The rated
horse power is commonly based on 10 square feet of
heating surface per horse power.
Boiler Chocks. Brackets to prevent fore and aft motion
of the boiler.
Boiler Circulation. The continuous circulation of water
established in a boiler, with a view to increasing its
efficiency, durability and safety. Proper circulation
adds to the ability of the water to take up heat, re-
duces the tendency toward violent boiling which causes
excessive priming, and prevents in a large measure the
formation of deposits on the heating surfaces. It also
adds to the durability and safety of the boiler by
keeping all parts at a nearly uniform temperature,
thereby reducing the liability of unequal strains due
to expansion and contraction.
Page 1018.
Boiler Combustion Chamber. A chamber or space ad-
jacent to the furnace in a boiler designed for the pur-
pose of completing the combustion of the gases from
the fuel.
Boiler Compounds. Substances, generally having a
soda or tannic content, that are injected into the
boiler with the feed water or through a soda cock.
These compounds should be used to prevent Scaling.
rather than to break it up after it has already oc-
curred. Care should be taken to suit the compound
to the water used rather than to use the compound
as a cure all.
Boiler Corrosion. Destruction of the steel parts due
to the oxidizing properties of the feed water. It may
result from galvanic action, the presence of air or
acidity of the water.
Boiler Covering. See INSULATION.
Boiler Crown Sheet. The plate over the furnace in a
Locomotive type or the plate over the combustion
- chamber in a Scotch type of boiler.
Boiler, Donkey. A small boiler placed aboard ship
for operating auxiliary and deck machinery, heating
plant, etc., when the fires are drawn from the main
boilers.
Boiler Door, Ash Pit. A single plate door fitted over
the ash pit and serving as a damper.
Boiler Door Frame. See BoILER FURNACE FRONT.
Boiler Door, Furnace. A door consisting of a steel
plate with a cast iron inner plate perforated with
small holes and so fitted that there is an air space
between the two plates. In addition to the hinges and
opening bar the door usually has a peephole which is
large enough to allow a bar to be used for stirring
up the fire.
Boiler Drum. A rectangular or cylindrical container
into which headers are connected or nests of pipes
expanded. They provide space for steam, and in most
cases for sufficient water to prevent foaming when
steam is separating from the water.
Boiler Drum Head. A circular plate flanged for con-
nection to the sides of the drum and pressed to a
convex shape. It is used to close the end of the
drum. -
Boiler Dry Pipe. A pipe running along the top of the
steam space in which slots are cut in the top or sides
for the purpose of admitting only dry steam to the
line. One end of the pipe has a blank ending and the
other end is connected to the steam outlet. Drainage
holes are drilled along the bottom of the pipe.
Boiler Economizers. See BoILER FEED WATER HEATER.
Boiler Efficiency. This depends principally on having .
sufficient area and proper arrangement of the grate
and heating surfaces combined with sufficient com-
bustion space to insure complete combustion of the
gases before they enter the stack. Good draft and
circulation of water, and clean heating surfaces are
also important items that are necessary to obtain the
greatest efficiency.
Boiler Electrolysis. See BoILER GALVANIC ACTION.
Boiler Evaporation. A measure of the amount of water
evaporated per pound of coal or per square foot of
heating surface per hour.
Boiler Feed Check Valve.
FEED.
Boiler Feed Pipe, Internal. A pipe with a blank end
and perforated with numerous small holes through
which feed water is delivered to the boiler.
Boiler Feed Water. The feed water should be as free
from the carbonates and sulphates of lime and mag-
nesia as possible. Hard or salt water should never be
used except in an emergency. Due to the fact that
water loses its solubility at high temperatures these
substances are deposited in the form of scale upon the
heating surfaces. g
Boiler Feed Water Heater. A container used for heat-
ing the feed water before it is injected or pumped into
the boiler. The feed water may be heated by passing
it through tubes around which the exhaust steam, or
in some cases live steam, circulates, or by allowing
the water to circulate around tubes through which
exhaust or live steam passes. Other types which are
frequently called economizers utilize the heat from
the waste flue gases.
The advantages of a feed water heater are as fol-
lows, viz.: They utilize heat that would otherwise be
wasted. They increase the steam capacity by shorten-
ing the time necessary to bring the water up to steam-
ing temperature. They also prevent strains in the
boiler due to the introduction of cold water, and they
See VALve, CHECK, BoILER
10
BOI
BOI
SHIPBUILDING CYOLOPEDIA
retain a large portion of the scale that would other-
wise be deposited in the boiler.
Pages 391, 400, 401, 425, 656, 657, 658, 659, 885, 996.
Plates XII, XIV, XLVII, XLVIII.
Boiler, Fire Tube. If the hot gases from the furnace
or combustion chamber are led to the uptake
through tubes around which water circulates the
boiler is of the fire tube type. Fire tube boilers
have the advantage over the water tube boilers in
the following points, viz.: Less damage is done
when it becomes necessary to use salt water. Not
so much attention need be given to the regulation
of the supply of feed water. Less trouble with the
tubular elements. Better adapted for handling by
firemen who are transient or below the average
in intelligence. Not so sensitive.
Boiler Firing. No general rule for firing can be given.
as the desirable thickness of the fire and methods
used depend on the quality of the fuel, draft and nu-
merous other conditions With bituminous coal there
are two common methods, called spreading and coking.
In the spreading method the coal is thrown evenly
in a thin layer over one furnace at a time. This
method requires frequent firing. In the coking method
the coal is thrown in the forward end of the furnace,
allowed to coke and then spread out over the entire
furnace. The ashes are sometimes removed by pulling
the good coal from the back of the furnace, then dump-
ing the ashes in the back end. The good coal in the
forward end is then pushed back and the ashes in the
forward end dumped.
Steam jets may be used in the ash pit to soften the
clinkers.
Boiler Flue. A large tube used to convey hot gases
through a boiler.
Boiler Flue Gas. The gases passing up the stack. See
BoILER, ANALYSIS OF FLUE GAs.
Boiler, Flue Type. In this type the furnace is below
one end of the boiler. The flames and hot gases
pass along the sides and underneath the shell and
return through flues inside the boiler to the uptake.
Boiler, Flue and Return Tube Type. This type has a
rectangular-shaped furnace located in the front. The
flames and hot gases pass through a flue or flues to
a combustion chamber in the back and return through
Small tubes to the uptake which is located at the front
end, -
Boiler Foaming. When there is a scum or suspension
of particles on the surface of the water in a boiler,
the steam has difficulty in freeing itself and foaming
occurs. This condition may be due to the presence
of organic matter or excess of boiler compounds used
for treating the water.
Boiler Forced Draft. An artificial means for increasing
the rate of combustion in a boiler by creating an ex-
cess of pressure under the fuel or a suction above it
and at the same time provide for the proper supply
of air to the grates as required by the rate of com-
bustion desired. Blowers and fans are used to accom-
plish these results.
Page 970, 1008, 1009, 1015, 1016, 1018, 1053.
Boiler Foundation. The structure upon which the
boiler is secured. It generally consists of girders built
up from plates and shapes and securely fastened to
the boiler and riveted to the ship structure. With
a cylindrical boiler the athwartship girders are often
called saddles.
Page 533.
Boiler Front. The front head of a fire tube boiler.
Water tube boilers generally have an ornamental
front which is fitted to the forward supporting frame.
Large doors for access to the front headers and the
frames for fire and ashpit doors are fitted to it.
Boiler Fuel. The most common solid fuels are anthra-
cite and bituminous coal, although peat, lignite, wood
and many kinds of refuse are used. The liquid fuels
are generally crude oil or petroleum.
Boiler Fuel Consumption. The rate of fuel burned ex-
pressed in pounds per square foot of grate surface,
heating surface, or J. H. P. per hour.
Boiler Funnel. See SMokE STACK.
Boiler Furnace Front. A steel plate attached to the
front of the furnace which serves as a door frame
and as a support for a cast iron protection plate on
the fire side. The cast iron plate is perforated with
a large number of small holes to prevent it from
burning, and has an air space between it and the
front plate.
Boiler Gage, Steam. An instrument which indicates
the difference between the steam pressure in a boiler
and the pressure of the atmosphere. r
Boiler Gage, Water. A gage containing a glass tube,
about 12" to 15" long, in which the water level in the
boiler is indicated.
Metal fittings, containing stop valves, ball non-return
valves, or a combination of both, are attached to the
ends of the glass tube, and these in turn are attached
to small metal pipes, the upper one of which should
be connected to the steam space of the boiler near the
top and the lower one to the water space near the
bottom. A drain cock is also provided at the bottom
for blowing out the glass.
On large boilers the gage glass is attached to a
large pipe which is direct connected to the steam and
water spaces. This prevents fluctuations in the water
level in the glass.
The glass tubes used in water gages are usually
about 5% to 3% inches in diameter and about 9% inch
thick. They are frequently broken, and, therefore, as
an added precaution, tell-tale or gage cocks are pro-
vided. Where the glass is connected to the water
and steam spaces direct these cocks are attached to
the boiler, but in large boilers where the glass is at-
tached to a pipe column, the tell-tale cocks are at-
tached to this pipe covering the range of the glass
reading.
Boiler Galvanic Action. To prevent galvanic action in
a boiler, zinc plates are installed. They should have
as good metallic connection with the steel as possible.
In addition to preventing electrolysis, they take up
oxygen more readily than steel, thus preventing cor-
rosion.
Boiler Girder. A plate girder usually consisting of two
plates about 5%" to 34" thick, connected together by
rivets passing through thimbles or short pieces of pipe
and used to support the top of the combustion cham-
ber in a fire tube boiler. The stay bolts forming the
connection between the girder and the crown sheet
pass between the plates making up the girder and are
fitted with nuts and retaining washers at the top.
Boiler Grate Surface. The area of the grate.
Boiler, Gunboat Type. This boiler is somewhat similar
to the Scotch boiler, having a furnace and com-
bustion chamber, but instead of the hot gases re-
turning to the front end they continue through
tubes to the rear end of the boiler where the up-
11
BOI
BOI
SHIPBUILDING CYCLOPEDIA
take is situated. This gives a smaller diameter
but longer boiler and is suitable where low head
9 room is desired.
Boiler, Hand-Hole. A small clliptical hole in a boiler
fitted with a cover on the inside which is held in place
by a clamp or strong back on the outside. The pur-
pose of hand holes is to provide access for cleaning.
Boiler Hatch. See HATCH, BoILER.
Boiler Heads. Plates used to close the ends of the
boiler shell in fire tube boilers. They are usually
flanged around the edge for connection to the shell.
Boiler Heating Surface. The area of the surfaces of the
boiler that is subject to the heating action of the
flames and hot gases. In fire tube boilers there should
be from 2 to 5 square feet of heating surface for each
I. H. P. required.
Boiler, High Pressure. A boiler designed for working
pressures greater than 150 lbs.
Boiler Horse Power. One boiler horse power is con-
ventionally taken as being equal to an evaporation of
345 lbs. of water per hour from and at 212° Fahren-
heit. As the efficiency of a boiler depends on many
things, it follows that the accuracy of its capacity can
only be determined by a boiler test.
Boiler Incrustation. See SCALE.
Boiler Lagging. See INSULATION.
Boiler, Leg Type. See BOILER FLUE AND RETURN TUBE.
Boiler, Locomotive Type. In this type there is a rec.
tangular furnace in the front with fire tubes lead-
ing to the back end and uptake. In way of the
firebox the sides are flat and the top flat or
rounded. The remainder of the boiler is cylindrical.
Boiler, Low-Pressure. A boiler designed for working
pressures of 50 lbs. or less.
Boilermakers. Workmen engaged in the construction
and erection of the component parts of boilers,
condensers, and uptakes.
Boiler Manhole. A hole in a boiler or drum large
enough to allow a man to enter for the purpose of
examining and cleaning out the interior. Specially
designed covers are made for manholes with bolt and
dog fastenings.
Boiler Manhole Ring. A reinforced ring of metal fitted
around the manhole to provide local stiffness.
Boiler, Medium-Pressure. A boiler designed for work-
ing pressures from 50 to 150 lbs.
Boiler Mud Drum. Either a cylindrical or rectangular
container, located at the bottom of the boiler as re-
mote as possible from the fire, for the purpose of
catching impurities deposited from the water. It is
provided with access holes for cleaning out.
Boiler Pitting. Corrosion of isolated spots in a boiler.
Boiler Priming. The amount of moisture suspended in
the steam generated.
Boiler Room. Used to designate a compartment in a
ship or building in which one or more boilers are
installed.
Boiler Room Bulkhead. See BULK HEAD, Boller Room.
Boiler Room Casing. See CASING, BoILER Room.
Boiler Saddle. See BoILER Fou NDATION.
Boiler, Safety Valve. See VALVE, SAFETY.
Boiler, Scotch. This type consists of a cylindrical shell
with internal circular furnaces which are generally
corrugated to enable them to withstand external
pressure. Grate bars subdivide the furnaces into
two parts, the upper part for the fire and gases
and the lower part for the ash pit. The hot gases
pass to a combustion chamber in the back of the
Boiler Stays.
Boiler Tube Cleaners.
Boiler Tube Expander.
boiler and from there return through tubes to the
front end and uptake. The water should be kept
to a level above the top of the tubes and com-
bustion chamber and occupies all the space not
taken up by the furnaces, combustion chamber,
tubes, stay rods, stay bolts and steam space. Large
Scotch boilers have as many as four furnaces. These
boilers are sometimes made double ended in which
case they may be a common or two combustion
chambers. For advantages, SEE BOILER, FIRE TUBE.
Pages 386, 387, 392, 393, 400, 401, 425, 653, 655, 657.
Plate XII.
Boiler Seating. See BoILER Foundation.
Boiler Shell. The outside plating of the boiler with
the exception of the end plates.
Boiler Space. A term applied to the compartment or
compartments in which the boilers are installed.
Boiler Stack. See SMokE STAcK.
Steel rods or tubes used to brace flat
plate surfaces in fire tube boilers.
Boiler Stop Valve. See VALVE, STOP, BoII.ER.
Boiler, Sub-Division. A term applied to the manner in
which the interior of a iroiler is sub-divided by parti-
tions for the purpose of separating the fire and hot
gases from the water. The circulation of the water
and the heating efficiency depend largely on the man-
ner in which this is done.
Boiler Throat Sheet. A plate connecting the cylindrical
and flat sided portion in the locomotive type of boiler.
Contrivances used for remov-
ing the scale and soot from boiler tubes.
In fire tube boilers the scale on the outside of the
tubes is generally removed by scaling tools or chisels
and scrapers. .
The scale on the inside of the tubes in water tube
boilers is removed by wire brushes or by revolving
scrapers or cutter heads attached to a small air or
water driven turbine.
Pages 975, 998, 1000. - -
Boiler Tubes. Their use is described under water tube
and fire tube boilers. Seamless drawn steel is the best
material.
Page 982, 983.
A tool used to expand the
tubes into the tube sheets, and also to bead over the
ends.
Boiler Tube Sheets. The plates in a fire tube boiler
into which the ends of the fire tubes or flues are ex-
panded. The front tube sheet is usually that part
of the boiler head which supports the forward end
of the tubes and the back tube sheet is usually the
plate forming the front end of the combustion cham-
ber.
Boiler Wagon Top. A form of flat sides and rounded
top in the way of a fire box or front end of some
types of boilers.
Boiler Water Bottom. The space underneath the fur-
nace occupied by water in an internally fired boiler.
Boiler Water Column. See BoILER GAGE, WATER.
Boiler Water Leg. The space occupied by water around
the sides of a furnace in a boiler of the locomotive
type and around the sides and back of a combustion
chamber in a Scotch boiler.
Boiler, Water Tube. If the flames and hot gases act
on the outside of tubes through which water cir-
culates the boiler is of the water tube type. In
connection with the tubes horizontal drums are in-
stalled at the top and bottom. The feed water
12
BOL
BOI,
SHIPBUILDING CYCLOPEDIA
generally enters the top drum or drums and flows
down through tubes to the lower drum or drums.
It then returns through tubes about which the hot
gases pass to the upper drum, where steam sepa-
rates. The water level may be below the upper
drum or at about half its depth. When the water
level is below the top drum the tubes are called
dry and when the water level is above the entrance
of the tubes into the drum they are called wet,
The tubes may be straight, curved, or bent, but in
any case the fire grate is situated below so that the
flames and hot gases may pass through them in
rising. Surrounding the furnace, tubes and part
or the whole of the drums, a casing is fitted to pre-
vent radiation. The water tubes have the advantage
over the fire tubes in the following points, viz.: The
weight of the boiler and the contained water is less.
Steam may be generated more quickly. The danger
from bad explosions is less. Less trouble from the
ship's structure in installation and in renewing worn
or defective portions. High pressures are more easily
provided for.
Pages 966, 968, 971, 972, 973, 974, 975, 976, 978.
Plates XIV, XLVII, XLVIII.
IBollards. A term applied to short metal columns ex-
tending up from a base plate which is attached to a
wharf or dock and used for securing the lines from a
ship. Also, applied to timber posts extending above
the level of a wharf for the same purpose.
The bitts on a ship are frequently called bollards
Bolster. A term applied to a piece of timber used as a
support. A temporary foundation.
Bolt. A rod, usually of iron or steel, used as a fasten-
ing. With a few exceptions, such as drift bolts, a
head or shoulder is made on one end and a screw
thread is cut on the other.
Pages 774, 798, 800.
Bolt, Carriage. Bolt with round head and square neck
used on miscellaneous work.
Bolt, Clinched. A term applied to a bolt having one
or both ends hammered over, after it is in place.
Bolt Cutter. A machine used to cut threads on bolts
or rods. The work is held in a vise mounted on a
carriage which travels along the bed of the machine
while the die-head holding the cutting die revolves
around the work. Bolt cutters are made with single
or multiple head. - r
Bolt, Deck. A flat head bolt with square neck (plain
or slotted head), used principally for securing deck
planking through deck beams and plating.
Bolt, Eye. A rod of metal with one end having the
shape of a torus or doughnut, and the other end hav-
ing a screw thread cut on it or left smooth for rivet-
ing over. They are made with and without shoulders
at the eye end.
Bolt Forcer. A machine designed to force in or start
“driving fit” bolts such as those used in shaft coup-
lings, etc.
Common types of bolt forcer consist of a hydraulic
cylinder and ram to which are attached side plates
shaped in the form of a hook.
Page 748. ,'
Bolt Hanger. A bolt cut with machine thread at one
end and with lag screw thread at the other end,
used on miscellaneous work.
Bolt Heading Machine. A machine used for upsetting
bar stock to form bolt heads. Upsetting and heading
machines are divided into two general classes, stop-
motion and continuous-motion headers. The stop-
motion headers have the greatest range and are pri.
marily used for heading bolts, but are also used for
all kinds of upset forgings. The continuous-motion
headers are used only for heading rivets, carriage
bolts, and short lengths of hexagon and square-head
machine bolts; they produce these parts at a much
faster rate than is possible with a stop-motion header,
but their range of work is limited.
Pages 752, 753.
Bolt, Holding Down. Also called tie rod. A rod of
metal with a head on one end and a machine thread
on the other, or a thread on both ends.
They are usually used in the sides of deck houses,
where they extend through the sill, up the sides be-
tween the ceiling and outside planking and through
the top plates. Their purpose is to hold the deck
house to the ship's structure and prevent it from be-
ing carried away. Also applied to bolts used in se-
curing machinery to their foundations.
Bolt, Lock. See Lock BoLTS.
Bolt Pointer. A machine used for rounding or point-
ing the ends of bolts preparatory to cutting the thread.
Its operation is similar to that of a bolt cutter.
Bolt, Rail. A bolt threaded at both ends.
Used principally in fastening the ends of wood rails
or planks together.
Bolt, Ring. An eyebolt having a ring worked through
the eye. Ring bolts are made with lag screw ends
for attachment to wood, with plain ends for riveting,
and with ends fitted with a screw thread for nuts.
They are also made with and without shoulders at
the eye end.
Bolt Rope. See RoPE, Bolt.
Bolt, Stay. See STAY Bolts.
Bolt, Stemson. A term applied to a bolt used to fasten
a stemson to a stem or Stern post. -
Bolts, Stove. A small bolt with either a flat or round
countersunk head and used for miscellaneous light
work.
Bolt, Stud. A bolt threaded on both ends, one end of
which is screwed into a hole drilled and tapped in
the work for it.
It is generally used where there is not sufficient
access to use through bolts and where it is not practi.
cable or possible to drill through the work.
Bolt, Through. A metal rod used as a fastening, with
heads upset at both ends, after it is fitted in place.
Also applied to bolts passing through the work as a
distinction from stud bolts.
Bolt and Nut. A metallic pin threaded over , a portion
or all of its length and having one end upset or forged
to form a head. The nut is a piece of metal drilled
and threaded to fit and travel along the helical threads
on the bolt by turning or revolving.
Pages 774, 798, 800.
Bolt and Nut Machines. Machines designed to forge
and thread bolts and nuts are known as bolt cutter,
bolt forging or bolt header, bolt pointer, nut tapper,
etc. Page 752.
Bolted Plate. See PLATE, Bolted—PoRTABLE OR DETACH-
ABLE,
Bolter Up. A workman who fastens the steel work in
place with bolts, preparatory to and in order to
facilitate its permanent fastening or riveting up.
Bolting Up. Securing parts of a structure in proper
position by means of bolts and nuts preparatory
to riveting.
13
BON
BOW
SHIPBUILDING CYCLOPEDIA
Bone in Her Mouth. An expression used in speaking
of a ship making considerable speed. It refers
particularly to the foam on the bow wave.
Bonjean Curves. Curves of areas of transverse sec-
tions and curves of moments of the same above the
base line.
Bonnet, A term applied to a valve cover. In most
valves the bonnet is designed to enclose and guide the
valve stem.
Booby Hatch. See HATCH, BooBY.
Boom. A term applied to a spar used in handling
cargo, or as the lower piece of a fore-and-aft sail.
Pages 320, 332, 333, 338, 340, 341, 813.
Boom Chock. See CHock, Boom.
Boom Crutch. A term applied to a structure built up
from a deck to support a boom when it is not in use.
Pages 321, 335, 336.
Boom Mountings. All metal bands, collars and other
gear secured to a boom to connect it to a mast or
for attaching ropes to the boom.
Pages 321, 332, 333, 335, 336, 337, 338, 340, 341, 843.
Boom Stowage. Provision for stowing the booms when
not in use and consisting essentially of boom crutches
or chocks.
Pages 321, 335, 336, 346.
Boom Table. An outrigger attached to the mast or a
structure built up around a mast from the deck to sup-
port the heel bearings for booms. Boom tables are
necessary to provide proper working clearances when
a number of booms are installed on one mast.
Pages 320, 343.
Booster Pump. See PUMP, TRANSFER.
Boot-Topping Paint. See PAINT.
Borer, Vertical. See VERTICAL BORER.
Boring Bar. A portable, heavy duty tool used for bor-
ing and facing where true alignment is of prime
importance. These tools usually consist of a heavy
shaft which is passed through the part to be bored
and supported by bearings which are adjusted to the
proper alignment. A cutter head which holds the
cutting tools is fitted to slide along the shaft on a
feather and the travel or feed of the cutter head is
regulated by a feed-screw recessed into the shaft. The
shaft is rotated by mechanical means and the feed is
regulated by hand or automatically depending on the
type of tool.
Boring bars are used in a shipyard for boring, re
boring, facing or grooving rudder post gudgeons,
stern tube bearings, cylinders, turbine engine casings,
etc.
Pages 766 to 768.
Boring Machine. Boring machines may be divided into
two general classes, vertical and horizontal. The
standard designs of these machines are not intended
exclusively for boring, as the name indicates, and
very often boring constitutes a small part of the
work. For instance, vertical boring machines are very
generally used for turning cylindrical, flat and taper-
ing surfaces, whereas many machines of the hori-
zontal type may be used for drilling, milling and flange
facing. Because of this fact, the names vertical, bor-
ing and turning machines, and horizontal boring,
drilling and milling machines, are frequetly applied to
these two classes of machine tools.
Pages 715, 722, 726, 731, 732, 733.
Boring Machine, Radial Wood. See DRILLING MACHINE.
Boring Machine, Rod. A two-spindle drilling and bor-
ing machine, specially designed for drilling and boring
holes which must have centers an exact distance
apart.
Boring Mill, Horizontal. See BoRING MACHINE.
Boring Mill, Vertical. See BoRING MACHINE.
Bosom Piece. A short piece of angle bar used as a butt
strap or connecting piece. Unlike the heel piece,
its flange projects in the same direction as the bars
it connects and it is fitted in the bosom or be-
tween the flanges of the bars it joins.
Boss Barrel. A term applied to the plating around the
boss and stern tubes.
Boss Frame. See FRAME, Boss.
Boss Plate. See PLATE, Boss.
Boss, Propeller. See PROPELLER Boss.
Boss, Propeller-Post. That portion of the propeller
post that is swelled out to receive the stern tube.
Bottom. That portion of a vessel's shell between the
keel and the lower turn of the bilge. In Bottomry
used with reference to the ship as a whole.
Bottom, Outer. A term applied to the bottom shell
plating in a double bottom ship.
Bottom Strake. See STRAKE, Bottom.
Bottomry. The business of leasing or mortgaging
ships.
Bound. Confined, Destined.
Outward Bound. Bound for the sea.
Homeward Bound. Bound for the vessel’s home
port.
Tide Bound. Unable to progress because of ad-
verse tide.
Wind Bound. Unable to make progress because of
adverse winds.
Bow. The sides of a vessel at and for some distance
abaft the stem, designated as the right hand, or
starboard bow, and the left hand, or port bow.
Bow Chock. See CHock, Bow.
Bow Chock Plate. A plate fitted for the purpose of
taking a bow chock. This plate is fitted near the
stem and above the forecastle deck.
Bow, Clipper. A long, curved overhanging bow, such
as was characteristic of the fast wooden sailing
ships built in the United States during the middle
of the nineteenth century.
Bow Grace. A term applied to the fenders suspended
over the bow of a ship as protection against ice.
Bow Ornament. A figurehead or ornament fitted on
the bow or bobstay piece.
Bow Plate. See PLATE, Bow.
Bow Plating. A term applied to the shell plating in
the bow of a vessel.
Bow Port. See Port, Bow.
Bow Rope. A rope leading from a vessel's bow to
another vessel or to a wharf for the purpose of
hauling her ahead or securing her. Also known
as “bow-line” or “bow-fast.”
Bow Wave. The wave thrown up at the bow of a
vessel as she plows through the water.
Bower Anchors. See ANCHOR, Bowers.
Bowlines. Ropes connected by bridles to the leeches
of square sails and leading forward for use in haul-
ing the weather leech well forward in order to hold
the wind when sailing close-hauled. When sailing
in this manner a vessel is said to be on a bowline,
that is, close to the wind.
Bowsprit. A spar projecting forward over the bow
for the purpose of holding the lower ends of the
head sails.
Pages, 599, 813.
14.
BOW
BRO
SHIPBUILDING CYCLOPEDIA
Bowsprit Cap. An iron band fitted on the forward end
of the bowsprit.
Box Keelson. See KEElson, Box.
Boxing the Compass. The enumeration, in regular se-
quence, of the points and fractional points of the
mariners' compass.
Box, Starting. See STARTING Box.
Brace. A rope attached to the yard arm. By means of
this rope the position of the yard arm may be
altered in a horizontal plane. This operation is
known as trimming sail.
Bracing, Boiler. See BoILER BRACING.
Bracket, Boiler. See BoILER BRACKET.
Bracket, Frame. A bracket connecting the side frame
to the margin plate of a double bottom.
Pages 370 to 466, 487 to 497, 522 to 527.
Bracket, Plate. A plate, usually of triangular shape,
provided for the purpose of rigidly connecting
structural members.
Brackets, Beam. A term applied to small steel plates,
usually of triangular shape, used to fasten the deck
beams to the frames at the side of a vessel. Also
used to fasten deck half beams to fore and aft
bulkheads, casings or coamings.
Pages 370 to 466, 487 to 497, 522 to 527.
Brake, Solenoid. See SoleNoid BRAKE.
Brails. Ropes rove through blocks fastened to a spar
and attached to the leech of the sail. The over-
hauling of these ropes gathers the sail up against
the spar.
Braze. The joining of certain metals by the use of
a hard solder.
Brazed. A term applied to a joint made with a solder
of copper and zinc. When making the joint a flux
of borax is generally used and the parts are brought
to a red heat.
Breadth, by American Bureau of Shipping Rules. The
breadth is the greatest molded breadth taken over the
frames, in feet
Breadth (extreme). The maximum breadth measure
over plating or planking, including beading or
fenders.
Breadth, Molded. The greatest breadth of a vessel,
measured from the heel of frame on one side to
the heel of frame on the other side.
Breadth, Register. The breadth of the broadest part
on the outside of the vessel shall be accounted the
vessel's breadth of beam, and should be taken either
by plumb lines let full so as to touch the sides of the
vessel or by other practical means.
Breaker. A wave breaking violently over or against a
reef, rock, etc., lying at or below the surface of
the water; a small water cask. In the U. S. Navy
casks of eight gallons or less capacity are known
as breakers.
Break in. To produce a deformation in the plating at
a seam by driving the calking edge down too hard.
Break of Poop or Forecastle. The point at which the
partial decks known as the poop and forecastle are
discontinued.
Breakwater. A term applied to plates or timbers fitted
on a forward weather deck to form a V-shaped
shield against water that is shipped over the bow.
Breast. Rounded bows are sometimes called the breast
of a vessel. To breast the sea is to meet the waves
bows on. -
Breast Hook. See Hook, BREAST.
Breeches Buoy. A life saving contrivance for rescuing
persons from a wreck. It consists of a ring buoy
fitted with a canvas trunk similar to the upper
part of a pair of breeches.
Bridge. A high transverse platform, often forming the
top of a bridge house, extending from side to side
of the ship, and from which a good view of the
weather deck may be had. An enclosed space
called the pilot house is erected on the bridge in
which are installed the navigating instruments,
such as the compass and binacle, the control for
the steering apparatus and the signals to the en-
gine room. While the pilot house is generally ex-
tended to include a chartroom and sometimes
staterooms, a clear passageway should be left
around it. As the operation of the ship is directed
from the bridge or flying bridge above it, there
should also be clear open passage from one side
of the vessel to the other.
Bridge, Connecting. A narrow walkway fitted between
the poop and bridge decks or between the bridge
and forecastle decks. This walkway is common
on oil tankers on account of the slippery condition
of the upper deck and is particularly desirable
where bulwarks are not fitted.
Bridge Deck. See DECK, BRIDGE.
Bridge Deck Stringer. See StriNGER, BRIDGE DEck.
Bridge Deck Stringer Bar. See STRINGER, BAR.
Bridge Gunwale. See GUN walE, BRIDGE.
Bridge House. A term applied to an erection or super-
structure fitted about amidship on the upper deck
of a ship. The officers' quarters, staterooms and
accommodations are usually located in the bridge
house.
Bridge House, Closed in. A bridge house having bulk-
heads at both the forward and after ends.
Bridge House Frame. See FRAME, BRIDGE House.
Bridge House, Open. A bridge house having the for-
ward and after ends open.
Bridge, Long. See BRIDGE, CoNNECTING,
walkway between deck houses.
Bridge, Navigating or Flying. The uppermost platform
erected at the level of the top of pilot house. It
generally consists of a narrow walkway supported
by stanchions, running from one side of the ship to
the other and the space over the top of the pilot
house. A duplicate set of navigating instruments
and controls for the steering gear and engine room
signals are installed on the flying bridge so that the
ship may be navigated in good weather from this
platform. Awnings erected on stanchions and
weather clothes fitted to the railing give protection
against sun and wind.
Page 581.
Bridge Piece. See ARCH PIECE.
Bridge, Pilot. See BRIDGE, NAVIGATING or FLYING.
Bridge Sheerstrake. The strake of outside plating ad-
jacent to the bridge deck.
Bridge Warping. A platform erected at the after end
of a vessel for the use of the navigating officers
when docking.
Brig. A vessel having two masts, fore and main. Both
of these are square rigged but the main mast has in
addition a gaff main sail.
Brigantine. A vessel having two masts, fore and main.
The foremast is square and the main mast fore-and-
aft rigged.
Broach. To suddenly veer into the wind laying the
sails aback, thus exposing the vessel to danger of
A fore and aft
15
g
BRO
BUL.
SHIPBUILDING CYCLOPEDIA
capsizing; said usually of a vessel running with the
wind quartering.
Broken Backed. Said of a vessel when, owing to in-
sufficient longitudinal strength, grounding, or other
accident, her sheer is reduced or lost, thereby pro-
ducing a drooping effect at both ends. (See
HOGGED.)
Brow. A small curved angle or flanged plate fitted
on the outside of the shell of a ship over an air port
to prevent water running down the ship's side from
entering the open port. •
Bronze. Described under Metals.
Bucket, Pump. See PUMP BUCKET.
Bucket Valve, Pump. See PUMP BUCKET VALVE.
Bucklers. Generally, though not exclusively, applied
to devices designed to close chain pipes, hawse pipes,
and turret gun port openings.
Built-in Furniture. See FURNITURE, BUILT-IN.
Built-up Frame. Described under FRAME.
Bulb Angle Bar. An angle bar having a bulb or swell
worked along the edge of one flange.
In ship work it is used for frame bars, light bulk-
head stiffeners and deck beams.
The size is denoted by dimensions of cross section
and weight per running foot.
Bulb Angle Frame. See FRAME, BULB ANGLE.
Bulb Plate. A narrow plate, generally of mild steel,
rolled with a bulb or swell along one of its edges.
In ship work it is used for bilge keels, hatch coam-
ings, built-up beams, etc.
Bulb, Tee. A rolled shape, generally of mild steel,
having a cross section shaped like the letter T, with
a bulb formed along the outer edge of the web.
In ship work it is used for bulkhead stiffeners, deck
beams, etc.
The size is denoted by dimensions of cross section
and weight per running foot.
Bulk Cargo. Cargo made up of commodities such as
oil, coal, water, grains, etc.
Bulkhead. A term applied to any of the partition walls
used for subdividing the interior of a ship into the
various compartments. The main partition walls
also serve as strength members of the ship's struc-
ture and as a protection against water passing from
one compartment to another.
Pages 437, 488, 493, 497, 502 to 514, 516 to 519, 521,
579, 580, 581, 591.
The American Bureau of Shipping requires that
all vessels should have complete transverse bulk-
heads which extend continuously to the Strength
Deck and are so spaced that no compartment is more
than 100 feet long; where this is impracticable the
transverse strength and stiffness of the hull is to be
as effectively maintained by means of partial bulk-
heads. The Scantlings and arrangements of strength
bulkheads are to be based upon the requirements for
watertight bulkheads.
The American Bureau of Shipping requires that
collision bulkheads are to be fitted in all Vessels;
they are to be placed at a distance which is not less
than .05 length abaft the stem; this distance is to
be measured on the load line. These bulkheads are
to extend to the weather deck in flush deck Vessels
and to the Freeboard Deck in Vessels having par-
tial superstructures.
The scantlings and arrangements are to be as re-
quired for deep tank bulkheads having a head of
water to the top of the bulkhead. The stiffeners are
to be at least 25 per cent stronger than is required.
for other bulkheads; the thickness of the plating is to
be as required for 6 inches more spacing than is
adopted.
The American Bureau of Shipping requires that.
after peak bulkheads are to be fitted in all Steamers;
they are to be arranged to shut off shaft tubes from
the rest of the Vessel, in a watertight compartment;
they should extend to the Strength Deck or efficient
partial bulkheads are to be fitted to that height. The
scantlings and arrangements of the watertight bulk-
head are to be as required for deep tank bulkheads.
having a head of water to the load line; they are to
be specially strengthened and stiffened in way of
shaft tubes. In Sailing Vessels, which have sea connec-
tions to after pumps, similar arrangements are to
be made so that the after pumps may be shut off
from the rest of the Ship in a watertight compart-
ment.
The American Bureau of Shipping requires that
machinery spaces are to be enclosed by bulkheads.
which are watertight to the Freeboard Deck. Where.
the machinery space is in the midship body and its
length exceeds .15 length in associaticm with a free-
board which is less than .15 draft, the bulkheads.
should extend to a superstructure deck or an inter-
mediate bulkhead should be fitted; where the length.
of the machinery space exceeds 2 length in associa-
tion with a freeboard less than 25 draft and in cases
where the proportions are intermediate, the bulk-
heads should extend to a superstructure deck or an
intermediate bulkhead should be fitted. Where the
machinery space is in the after body and its length
exceeds .15 length in association with a freeboard
which is less than 2 draft, the bulkhead at the fore
end of the space should extend to a superstructure.
deck or an intermediate bulkhead should be fitted.
The American Bureau of Shipping requires that
cargo Spaces in Vessels 285 feet long and above,
should be subdivided by a watertight bulkhead between.
the collision bulkhead and the fore end of a midship.
machinery space; two watertight bulkheads should
be fitted between the collision bulkhead and an after
machinery space; the forward bulkhead in each case
should not be more than 25 length abaft the stem.
In Vessels 335 feet long and above, a watertight
bulkhead should be fitted between the after peak and
the after end of a nidship machinery space about
.25 length forward of the after post; three water-
tight bulkheads should be fitted between the collision
bulkhead and an after machinery space. Where the
freeboard is less than .15 draft in Vessels 335 feet
long, .2 draft in Vessels 435 feet long and above,
and where the ratios are proportionally intermediate
in Vessels between 335 and 435 feet length, the cargo
Space bulkheads should extend to a superstructure
deck, or an additional bulkhead should be fitted in
the fore body and after body respectively. In Ves-
Sels which have less sheer than the ordinary frec-
board standard sheer, the arrangement of the bulk-
heads should be adjusted to provide not less ef-
fective subdivision than is obtained under the above
requirements.
Bulkhead, After Peak. A term applied to the first
transverse bulkhead forward of the stern post.
This bulkhead forms the forward boundary of the
after peak tank and should be made watertight.
Page 510.
BUL
BUL
SHIPBUILDING CYCLOPEDIA
Bulkhead Bounding Bar. A bar used for the purpose
of connecting the edges of a bulkhead to the tank
top, shell, decks, or to another bulkhead. Angle
bars are generally used for this purpose as both
flanges are easily caulked.
Bulkhead, Boiler Room. A term applied to a bulkhead
bounding the boiler space.
Bulkhead, Cargo Hold. A term applied to a bulkhead
bounding a cargo hold.
Bulkhead, Center Line. A fore and aft or longitudinal
bulkhead erected on the center line or in the same
plane as the keel. Also a reference line scrived on
a transverse bulkhead to indicate the center of
the ship.
Bulkhead, Coal Bunker. A term applied to a coal
bunker partition wall. These bulkheads, when
they serve no other purpose than enclosing coal
bunkers, need not be made watertight.
Bulkhead Coaming. See CoAMING, BULKIIRAD.
Bulkhead, Collision. The fore most transverse water-
tight partition in a ship that extends from the bot-
tom of the hold to the freeboard deck. The prin-
cipal object of this bulkhead is to keep the water
out of the forward hold in case of a collision or
damage to the bow.
Page 510.
Bulkhead, Corrugated. A bulkhead made from plates
of corrugated metal or by flat plates alternately
attached to the opposite flanges of the bulkhead
stiffeners. Corrugated metal bulkheads are used
around staterooms and quarters. Corrugated cargo
hold bulkheads are generally constructed of flat plates
alternately attached to opposite flanges of the
Stiffeners, but they are weak in compression.
Bulkhead, Deck. The uppermost continuous deck to
which all transverse watertight bulkheads are car-
ried. The term is used in connection with the method
of subdividing merchant ships described in the Re-
port of the Committee appointed by the president of
the British Board of Trade.
Bulkhead, Engine Room. A term applied to a bulk-
head bounding the machinery space.
Bulkhead, Fireproof. The International Convention
for the Safety of Life at Sea defines a fireproof
bulkhead as one capable of resisting, intact, for one
hour, a fire having a temperature of about 1,500
degrees Fahrenheit. The Bulkhead Committee de-
cided that steel watertight bulkheads, not lined
with inflammable material, may be regarded as
fire resisting. Fireproof bulkheads should be fitted
above the cargo holds at intervals not exceeding
131 feet.
Bulkhead, Fore Peak. The bulkhead nearest the stem,
which forms the after boundary of the fore peak
tank. When this bulkhead is extended from the
bottom of the ship to the weather deck it is also
called the collision bulkhead.
Page 510.
Bulkhead Frame. See BULKHEAD Bou NDING BAR.
Bulkhead Liners. See LINERs, BULKHEAD.
Bulkhead, Longitudinal. A partition wall of planking
or plating running in a fore and aft direction. Oil
tankers are required to have at least one fore and
aft bulkhead in the cargo oil space. Fore and aft
bulkheads are very common on warships.
Pages 511, 512, 521, 579, 580, 581. -
Bulkhead, Oil Tight. A partition of planking reinforced
where necessary with stiffening bars and capable
of preventing the flow of oil under pressure from
one compartment to another. The riveting must
be closer spaced than in watertight work and
special care must be taken with the calking.
Bulkhead, Partial. A term applied to a bulkhead that
only extends to a portion of the way across a com-
partment. They are generally erected as strength
members of the structure.
Bulkhead Plate. This term may be applied to any
plate in any strake of bulkhead plating.
Bulkhead, Poop. The wall erected at the forward end
of the poop running between the upper and poop
decks.
Bulkhead, Recess. A bulkhead bounding a compart-
ment that is recessed off from a main compartment.
This is frequently done at the after end of the
machinery space to accommodate the thrust block.
Page 507.
Bulkhead, Screen. A term applied to a light non-water-
tight bulkhead fitted between the engine and boiler
rooms. This bulkhead is fitted to keep the dust
and heat out of the engine room, and is often con-
structed around the after ends of the boilers.
Page 511.
Bulkhead Stiffeners. A term applied to the beams or
girders attached to a bulkhead for the purpose of
supporting it under pressure and holding it in
shape. These stiffening beams are usually spaced
from about two to four feet apart and are attached
to the shell, tank top and decks by brackets or lugs.
Vertical stiffeners are most common on bulk-
heads, but horizontal stiffeners or a combination
of both may be used.
Bulkhead Stringer. A term sometimes applied to hori-
zontal bulkhead stiffeners. A horizontal girder
running across and riveted to a bulkhead for stif-
fening purposes. The stringer is connected at the
ends by a gusset bracket to the side stringers or
shell.
Bulkhead, Structural. A partition wall that is designed
to perform the work of a strength member of the
ship's structure. Most all of the main water tight
bulkheads are strength members.
Bulkhead Stuffing Box.
Bulkhead, Temporary. Any partition wall erected to
temporarily divide a compartment or for the pur-
pose of keeping out water until a permanent bulk-
head is repaired or installed.
Bulkhead, Transverse. A partition wall of planking
or plating running in an athwartship direction
across a portion or the whole breadth of a ship.
The principal function of transverse bulkheads is
to divide the ship into a series of watertight com-
partments so that any rupture of the shell will
not cause the loss of the vessel.
The best practice is to fit transverse bulkheads
near enough together so that the admission of the
sea to any two adjacent compartments will still
leave the ship enough reserve buoyancy to float.
Transverse bulkheads also serve as efficient
strength members and are important in preserving
the transverse shape of a vessel.
These bulkheads also serve the purpose of sub-
dividing the cargo space and quarters into com-
partments of desirable length.
Pages 233 to 236, 437, 488, 493, 497, 502 to 513, 516
to 519, 521, 579, 580, 581, 591. -
See STUFFING Box, BULKHEAD.
17
BUL
Blſ O
SHIPBUILDING CYOLOPEDIA
Bulkhead, Trunk. A term applied to the casings or
partition that forms an enclosure running from
deck to deck and surrounding hatch openings.
Pages 493, 515. -
Bulkhead, Wash. A non-watertight divisional bulk-
head usually erected on the center line of deep
tanks and peak tanks. The peak tanks are gen-
erally narrow at the bottom and the wash bulk-
heads installed in them need not be constructed
but a few feet down from the tank top. They
should be strongly built to withstand the flow of
liquid caused by the motion of the ship.
Bulkhead, Watertight. A partition of planking or
plating reinforced where necessary with stiffening
bars and capable of preventing the flow of water
under pressure from one compartment to another
To do this all seams, butts or connections of the
plating or planking must be efficiently calked and
the strength of the structure must be sufficient to
stand up under pressure.
Bulkhead, Wire Mesh. A partition built up of wire
mesh panels.
Page 514.
Bulldozer. A machine for bending heavy steel or
wrought iron bars, plates, etc. Its operation is simi.
lar to that of a vertical press except that it has hori-
zontal or inclined ways on which the cross head or
ram travels. There are two general types of bull-
dozers, electric and hydraulic.
The hydraulic type is generally used in a shipyard
for bending frames, etc. This work is done cold and
the table of the machine is arranged so that the ram
travels across the centre, the rest of the table being
perforated with holes into which pins are set. By
setting the pins close to the ram or farther away the
bend can be made sharp or easy as desired.
Page 749.
Bull Ring. See FolloweR PLATE, JUNK RING, etc.
Bull Riveting. See RIVETING, BULL.
Bulletin Board. A board installed in a convenient
location on board ship upon which are posted vari-
ous bills, such as fire, collision, abandon ship, coal-
ing, messing, etc., general and special orders, no-
tices, etc. The simpler form consists of boards
glued together, cut to the proper size, and sur-
rounded by a molding, while the more modern and
elaborate ones are constructed of either wood or
metal in the form of a shallow locker having a
hinged glass front fitted with a lock and metal
guards to protect the glass front.
Bull's Eye. An annular piece of hard wood with a
large hole for a bowline or other rope to pass
through and a score or groove around it for slicing
into a strap. It is frequently termed a lizard;
the name of a lantern, particularly its lens; the
center of a target.
I3ulwark. A term applied to the strake of shell plating
or the . side planking above a weather deck. It
helps to keep the deck dry and also serves as a
guard against losing deck cargo or men overboard.
Where bulwarks are fitted it is customary to pro-
vide openings in them which are called freeing
ports, to allow the water that breaks over to clear
itself. Bulwarks interfere with the rapid handling
of cargo as care must always be taken to hoist
everything clear of its top.
The American Bureau of Shipping Rules re-
quire that bulwarks are to be of ample strength
in proportion to their height and efficiently stiffened
at the upper edge; bulwark plating on Freeboard
Decks is not to be less than .25" in thickness; it is
to be supported by efficient stays not more than 6
feet apart in steamers, nor more than 5 feet in sail-
ing vessels. The bulwark stays should be bulb or
flanged plates riveted to angle stiffeners extending
from the sheerstrake to the rail and attached to the
stringer plate by large clips having at least four rivets
through the stringer plates; where round spur stan-
chions are used there are to be at least two rivets in
the spur attachment to the bulwark stiffener; the deck
palm should be fastened by at least four 7%" bolts
tapped into the stringer plate and secured by grum-
metted nuts; the holes for stanchion palms are to be
drilled after the stanchions are fitted in place.
Bulwark Frames. See FRAMEs, BULwARK.
Bulwark Plate. Any plate used in a bulwark strake of
plating.
Bulwark Port.
ING.
Bulwark Stanchions. See STANCHIons, BULwARK.
Bumboat. A boat employed in carrying supplies for
sale to vessels, the term being a corruption from
bombard, the vessel in which beer was formerly
carried to soldiers on duty.
Bumped. A term applied to a convex head on the end
of a water tank or boiler.
Bung Starter. A heavy bat or stave used for strik-
ing casks or barrels on either side of the bung
in order to start or loosen the bung.
Bunk. A built-in berth or bed. . The term is usually
applied to a berth in the sailor's or steerage quarters.
Bunker Frame. See BULKHEAD Bounding BAR.
Bunker, Hold. See Hold, BUNKER.
Bunker, Side. See SIDE BUNKER.
Bunker, Thwartship. See THwARTSHIP BUNKER.
Bunkers. Stowage spaces for either oil or coal fuel.
Bunkers, Coal. The spaces or compartments of a
ship in which is stowed the coal used as fuel for
the boilers.
Buntlines. Ropes toggled to the foot of square sails
some distance from the center for use in hauling
the foot of the sail up to the yard for conveni-
ence in furling. They reeve through blocks at
the masthead and thence down to the deck for-
- ward of the sail.
Buoy. A term applied to a floating object that is
moored or anchored so that it remains at one place.
Buoys are used for marking the place on the water
where a ship is sunk, where reefs are below, where
the edges of the channel are or to provide means
for mooring a ship at a desired position.
Buoy, Life. See LIFE BUOY.
Buoy, Life Ring. See LIFE RING BUOY.
Buoy Rope. See RoPE, BUoy.
Buoy Mooring. A term applied to a floating object that
is anchored in a harbor or roadstead for the purpose
of providing a mooring for a vessel. These buoys
are commonly made in the shape of rectangular steel
tanks having a heavy ring fitted on the top.
Buoyancy. The supporting effort exerted by a liquid
(usually water) upon the surface of a body, wholly
or partially immersed in it.
Buoyancy Reserve. The floating or buoyancy power
of that part of a vessel's hull which is above the
load water-line.
See Port, BULwARK, CLEARING or FREE-
ſ
:
18
BUO
CAM
SHIPBUILDING CYOLOPEDIA
Buoyancy, Working. The buoyancy acting at any
given time to support a vessel in her floating condi-
tion. The term is used in contrast to reserve buoy-
ancy, a portion of which becomes working buoyancy
in the event of increased load or of damage resulting
in the admission of water to the hull below the water-
line.
Burden. A vessel's carrying capacity expressed in long
tonS. -
Burgee. A triangular or swallow-tailed flag used as
a distinguishing pennant by yachts and mer-
chant vessels. In some cases it bears the name
of the vessel, in others the initials or some device
of the company or firm owning or operating the
vessel.
Burners. Men who operate gas torches which sever or
trim material by burning it away or which heat the
edges of a joint so they flow together and unite to
form one piece.
Burners, Boiler Oil. See OIL BURNERs.
Burring Machine. A machine designed
burrs from hot pressed nuts.
Burton. A tackle used for various purposes, as for
hoisting a topsail aloft, supporting a yard, etc. A top-
burton is hooked to a topmast pendant and used for
setting up rigging, for securing lower yards when
rigged for handling weights, and for any other pur-
pose requiring a tackle placed aloft. It is usually
rove as a luff, with a fall of sufficient length to be
led out on deck when the lower block is at the deck.
The fall of the main top-burton is the longest piece
of running rigging on a vessel. -
Bus Bar. An electrical conductor. A metal bar of low
electrical resistance commonly used on the rear of
power switchboards for carrying current between
electrical apparatus.
Bushelled Steel. Described under Steel and Iron.
Bushelled Steel Bars. Described under Steel and Iron.
Bushelling. Described under Steel and Iron.
Bushing, Stern Tube. See STERN TUBE BUSHING.
Butt Joint. See Joint, BUTT.
Butt Plate. See PLATE, BUTT.
Butted Frames. See FRAMEs, BUTTED.
Butterfly Valve. See VALVE, BUTTERFLY.
Buttocks. The traces formed by the intersections of
longitudinal vertical planes parallel to the central
longitudinal vertical plane of the ship, with the for-
ward and after surface of the ship's hull. These
traces when occurring in the forebody are called bow
lines, and when in the afterbody, buttock lines. How-
ever, the term buttocks is often used to denote both
bow and buttock lines.
Pages 470, 471, 473; Plates XXX, XXXI.
Butts, Shift of. A term applied to the arrangement
of the butt joints in plating. These joints in shell
plating should be so shifted that the adjacent strakes
of plating have their butts at least two frame spaces
apart. Also the butts in any frame space for
the complete number of strakes should be made
as few as possible, say every six or seven strakes.
Butt Straps. A term applied to a strip of plate serv-
ing as a connecting strap between the butted
ends of plating. The strap connections at the sides
are called seam straps.
Butted Frames. See FRAMEs, BUTTED.
Buttock. The rounded portion of the lower stern.
This term is also applied to fore and aft sections
on the line plan.
to ren OVC
By-Pass Valve. See VALVE, By-Pass.
By the Board. Overboard, over the side, off the decks
and into the water.
C
Cabin. The interior of a deck house, usually the space
set aside for the use of officers and passengers.
Cabinet, Metallic or Wood. A piece of furniture used
for holding clothing and other objects. When made
of metal it is generally finished off to resemble wood.
Cable. See RoPE DEFINITIONS.
Cable-Laid Rope. See ROPE, CABLE-LAID.
Cable Length. A rough measure of distance equal to
about six hundred feet.
Cable Molding. A molding often used in decorating a
vessel's stern. It is carved to simulate the appear-
ance of a rope.
Cables, Electric. See ELECTRIC WIRES AND CABLES.
Cadmium. Described under Metals.
Caisson. A watertight structure used for raising sunken
vessels by means of compressed air.
Calibre. A term applied to the inside diameter of a
cylinder, tube or pipe.
Calipers. A gauge having two arms of equal length
operating on a hinged joint, and used to measure
and transfer dimensions, without the use of figures,
on machine or wood work.
Calked Deck. See DECK, CALKED.
Calkers. (Steel.) Workmen who secure the water-
and oil-tightness of joints in steel ships by swag-
ing the metal into the openings between plates or
other parts. (This work is generally done with suit-
able tools driven by compressed air.)
(Wood.) Workmen who open the seams between
the planks and drive in oakum or cotton to make
them watertight.
Calking. To make watertight by swaging the sight
edges or shapes or plates riveted in place. In wood
work to make watertight by filling the seams with
oakum,
Pages 781, 784, 788, 790.
Calking Box. A calker’s kit box.
Calking Iron. A tool used for driving oakum into
Sea III.S.
Calking Hammer, Pneumatic. A light machine oper-
ated by compressed air, in which a calking tool with:
its shank having a sliding fit in the bore of the ma-
chine is given very rapid, short and powerful strokes.
Pages 781, 784, 788, 790.
Calking Mallet. A wooden mallet used for striking the
calking tool when calking a wooden vessel.
Calking Pitch. See GLUE, MARINE,
Calling Systems, Code. See CoDE CALLING SYSTEMs.
Calorimeter. An instrument used to determine the
moisture content of steam.
Cam. A surface made up of a series or combination of
inclined planes to which rotary motion is imparted by
means of the shaft on which carried.
The cam action may take place either in a plane
perpendicular to the shaft axis or in a plane parallel
thereto.
Cams are generally constructed of hard steel to in-
sure good wearing qualities.
Cam Shaft. A shaft designed to carry and actuate
Caſſi S. -
Camber. Round of Beam. The weather decks of ships:
are rounded up or arched in an athwartship direc-
tion for the purpose of draining any water that may
19
CAM
CAR
SHIPBUILDING CYOLOPEDIA
fall on them to the sides of the ship where it can
be led overboard through scuppers.
This arching or rounding up is called the camber
or round of beam and is expressed in inches in con-
nection with the greatest molded breadth of
the ship in feet, thus “the main deck has a camber
of 10” in 40'-0".”
It is measured at the center line of ship at the
greatest molded breadth and is the distance from
the chord to the top of the arch.
The amount of camber is a varying quantity.
The Rules of American Bureau of Shipping give
the camber as two one hundredths of the molded
breadth, while those of Lloyd’s Register say the
camber should be about one-quarter of an inch per
foot of length of beam.
The camber for the shorter beams is similar to
that of the longest and is found by applying the
length of the shorter to that of the camber curve
of the longest with their center line spots coincid-
ing, that is, one half of the shorter is on each side
of the center of the longest. When so applied the
<nds of the shorter are a certain distance above
the chord of the arch and this tends to lift the
line of the deck at side at the ends of the ship a
distance equal to the camber. This explains why
a cambered deck with no sheer along its center line
will have sheer at the sides. .
The camber may be laid off as the arc of a
circle or as part of a parabola.
The following are given as examples of each
method :
‘C ~<=- º: - - - D
- - - - - --> -----------___
ſt-----jº-º- T-----------
| T - – lº. IT---- - -
f T ~ - - Tºe T -- – --
l | - ~ s * -- - -
I j -- st “- -
| ! | I - - -
i | f
A |- ! | B
1. To lay off a circular camber.
Let AB represent the half beam, and AC the
camber; complete the rectangle ABCD; divide
AB and BD into the same number of equal parts;
draw straight lines from C to the points of division
on BD; from the points of division of AB draw
lines perpendicular to the lines from C; the points
of intersection on the lines from C will be points
on the desired curve.
2. To lay off a parabolic camber.
*º---
* = Tº “ -- *
* * ==
- -- ~~ * * =
~ -— —-
---
B
Draw AB equal to the half breadth and AD equal
to the camber; complete the rectangle ABCD; di-
vide AB, DC and BC into the same number of
equal parts; from D draw straight lines to the
points of division on BC; join the points of division
of AB and DC; then a curve drawn through the
points of intersection as shown will be the desired
Curve.
Camel. A float used for helping vessels over sand bars
and the like. The process of usage is as follows:
the camel is flooded and sunk alongside the vessel
to be raised. In its sunken position it is secured to
the vessel, after which the water is pumped from
the camel, thus supplying additional buoyancy.
which raises the vessel.
Candle-power. The practical unit of the luminous in-
tensity of sources of light. The unit of Candle Power
is derived from the standard maintained by the Bureau
of Standards at Washington, D. C.
Cant. A term in general use by shipwrights signifying
an inclination of an object from a perpendicular;
to turn anything so that it does not stand perpen-
dicularly or square to a given object.
Cant Beam. See BEAM, CANT.
Cant Body. That portion of a vessel’s-body either
forward or aft in which the planes”6f the frames
are not at right angles to the center -line of the
ship.
Cant Frames. See FRAMES, CANT.
Cant Hook. A lever fitted with a hook, used for turn-
ing or slewing heavy articles, especially timbers.
The lower end of the lever is sometimes shod with
pointed metal.
Canvas Covered Deck. See DEck, CANVAs CoverED.
Canvas Preservatives. See PAINT.
Cap Screw. See SCREw, CAP.
Capacity. The measure of power to receive or con-
tain or the measure of ability to exert power. Il-
lustrations: A hold of five hundred tons “capacity.”
A crane of ten tons “capacity.”
Capacity, Boiler. See BoILER CAPACITY.
Capacity, Current Carrying, of Wires.
CARRYING CAPACITIES of WIREs.
Capacity, Electrostatic. The capacity of a condenser
is the quantity of electric charge, measured in cou-
lombs, that it will hold per volt pressure. The unit:
of capacity is the Farad.
Capacity Plan. A plan of a vessel outlining the spaces
available for cargo and containing capacity lists for
such spaces and a gage showing deadweight capacities
for the vessel at varying drafts and displacements.
Pages 406, 407, 408, 414, 415, 441.
Capping or Nosing. A term applied to a molding used
in covering over the joints in joiner work.
Capstan Bar. A hard wood or steel bar tised in turn-
ing a capstan by hand.
Capstan, Electric. See CAPSTAN, STEAM. A power
driven capstan in which the electric motor replaces
the Steam engine. The motor may be connected di-
rectly or by means of reduction gearing to the capstan
shaft.
Pages 851, 854, 959.
Capstan Foundation. A term applied to a seating pre-
pared for a capstan. This seating is usually con-
structed by reinforcing the deck with a thicker or
extra plate with bars worked between the deck
beams beneath.
Capstan, Steam. A vertical drum or barrel operated
by a steam engine and used for handling heavy anchor
chains, heavy hawsers, etc.
The engine is usually non-reversing and transmits
its power to the capstan shaft through a worm and
worm whee!. The drum is fitted with pawls to pre-
vent overhauling under the strain of the hawser or
chain when the power is shut off. The engine may be
disconnected and the capstan operated by hand through
the medium of capstan bars.
Pages 391, 854, 855, 862, 863.
Carbon Black. See PAINT.
See CURRENT


Carbon Tool Steel.
Carbureter.
See Steel. AND IRON.
See GAS ENGINE, CARBURETER.
20
CAR
CAT
SHIPBUILDING CYCLOPEDIA
Careen. To incline from the upright either by the
elements or mechanically for the purpose of mak-
ing repairs. . - -
Cargo. Merchandise or goods accepted for transporta-
tion by ship.
Cargo, Deck. See DECK, CARGo.
Cargo Hatch. See HATCH, CARGo.
Cargo Hoist. See WINCH.
Cargo Hold Bulkhead. See BULKHEAD, CARGo Hold.
Cargo Mat. A mat, usually square in form, used to
protect the deck covering, locally, when taking
stores, ammunition, etc., on board. In its construc-
tion, manila rope is generally used. The strands
being unlaid are hung over a jackstay on either
side, carried around, tied, and tucked to conform
to the contour of the mat. The surface then is
thrummed to produce a cushioning effect.
Cargo Net. A square net made in various sizes of
manila rope or chain and used in conjunction with
the vessel's hoisting appliances such as davits, boat
cranes, etc., together with the necessary tackles,
in hoisting stores, ammunition, etc., aboard ship.
The outer edges of rope nets are formed by a con-
tinuous jackstay around the net with a bight or
sling formed at each corner by seizing the two
parts together. The meshes are made by crossing
two sets of ropes at right angles to each other and
to the jackstay, the ends stuck through the jack-
stay, a round turn taken and spliced into its own
part. At the crossings one rope is pulled through
the other under one strand and alternately hitched
to right and left.
Pages 825, 879.
Cargo Port. See Port, CARGo.
Cargo Reflector.
Carlines. A term applied to short fore and aft beams
running under the deck beams or intercostal be-
tween them.
Carlines, Beam. See BEAM CARLINEs.
See REFLECTOR, CARGO.
Carlines, Hatch. See HATCH CARLINEs.
Carpenter (Ship). A woodworker who does the heav-
ier and rougher wood work. In steel shipbuilding
he sets the keel blocks and ribbands, builds stages,
places the launching ways and packing.
Carrier, Rudder. See RUDDER CARRIER.
Carrying Dog. A tool with its end so shaped that it
can be slipped over the edge of a plate or shape
to facilitate its handling.
Casemate Armor. An armored bulkhead or belt fitted
on a naval vessel. It may be pierced by gun ports.
Ordinarily this armor is of less thickness than the
main side belt and is fitted above the latter.
Casing, Boiler Room. The partition or walls enclosing
the space above the boiler room in the way of the
boiler hatch. This casing should form a trunk of
sufficient size to allow the installation and removal
of the boilers, and also, when the boilers are in
position, to accommodate the smoke stack and
ventilator cowls that lead to the boiler room.
Doors are fitted in the casing at the deck levels
which give access to gratings and ladders leading
down into the boiler room.
The top of the casing should project well above
the weather deck where there is no superstructure
and should be carried up through the superstruc-
ture where one is erected.
Page 515. •
Casing, Deck Piping. Covering plates built over ex-
posed deck piping for protection. * *
Pages 638 to 642. ... . . . . . . . . . . . . . .
Casing, Engine Room. The partitions or walls enclos-
ing the space above the engine room in the way of
the engine room skylight and hatchway. The cas-
ing forms a trunk suitable for access, light and ven-
tilation. At the top of the casing a skylight with
hinged covers is fitted through which the heat from
the engine room escapes. Doors are fitted in the
casing at the deck levels which give access to grat-
ings and ladders leading down into the engine
room. - -
Care should be taken that the engine room cas-
ing encloses a space sufficiently large to provide
for installing the engines and for lifting the cylin-
der covers where reciprocating engines are used.
Portable strong beams are fitted in the casing trunk
to compensate for the opening and for convenience
in lifting covers, etc. ; ; ; ;
The top of the casing should project well above
the weather deck where there is no superstructure
and should be carried up through the superstruc-
ture where one is erected. -
Page 515.
Casing, Turbine. See TURBINE, CYLINDER or CASING.
Cast Iron. Described under Steel and Iron. }
Cast Steel Wire Rope. See RoPE, CAST STEEL Wire.
Casting Bow.
s
2
)
See Stemſ.
Casting, Stern. See STERN FRAME. t
Castings. Metal frames, gears, housings, etc., made
by pouring molten metal into forms and allowing to
cool. Stems, stern frames, struts, stern tubes, bitts,
chocks, turbine casings, cylinders, gear wheels, etc.,
are some of the castings common in ship work.
Pages 823, 890, 873.
Castors, Plate. A plate castor is essentially a wheel
mounted in such a manner on a post, about two
feet high, that it is free to turn on its own axis or
around the axis of the post. On a series or bed of
such plate castors, ship plates in the course of
construction can be easily rolled and handled by
a small number of men during the shearing, punch-
ing and forming operations.
Plates may be handled with these castors with-
out the use of overhead cranes, thus materially re-
ducing the labor required. The use of plate cas-
tors as a means of handling steel plates has been
customary in large steel mills for the past twenty-
five years, but they have only been recently applied
to shipyard use.
To perform its function properly, the head of a
plate castor must turn very easily in the direction
the plate is moving and the wheel must operate
with a minimum of effort. For this reason the
head and wheel of plate castors are mounted on
small but strong roller bearings.
They are economical and if properly constructed
are a material aid in reducing the labor necessary
for manipulation of ship plates of all sizes.
Page 739.
Cat Davit. See DAVIT, CAT.
Cat Head. A term applied to a short beam or support
projecting over the sides of a vessel at the bow for the
purpose of taking the cat tackle.
Cat Hook. A term applied to a hook used in picking
up an anchor after it is brought to the surface.
21
CAT
CEN
SHIPBUILDING CYOLOPEDIA
Cat Tackle. A tackle used in raising an anchor from
the surface of the water or from under the hawse pipe.
Cavil. A large piece of timber fastened to the forward
or after bitts about midway between the base and top
forming a cleat. *
Cavitation. The breaking down of the continuous
stream lines flowing through a propeller. Cavita-
tion takes place at high speed due to the inability
of the water to flow into the wheel as rapidly as it
is forced astern.
Ceilers or Plankers. Wood workers, carpenters who
fit the planking on the inside and outside of the
frames of a wooden vessel.
Ceiling. A term applied to the planking with which
the inside of a vessel is sheathed. Also applied to
the sheet metal or wood sheathing in quarters and
Storer OOIn S.
Ceiling, Floor. Planking fitted on top of the floors or
double bottom in the cargo holds.
The American Bureau of Shipping requires that
close ceiling in vessels with single bottoms is to be
fitted on the floors and up to the upper turn of bilge;
the ceiling should not be less than 2" thick in ves-
sels under 200 feet length, 2%" from 200 to 250 feet,
nor 2%" in vessels of greater length. The ceiling
is to be laid in hatches on the flat floors, or other
convenient arrangements are to be made for easy re-
moval when required for cleaning, painting and in-
spection of the bottom. In vessels with double bot-
toms, close ceiling is to be laid from the margin plate
to the upper part of bilge, so arranged as to be readily
removed for inspection of limbers; ceiling is to be laid
under all hatchways or the thickness of the plating is
to be increased .10" in thickness. Ceiling on top of
double bottom plating is to be laid on top of 1%."
battens, for drainage purposes, or is to be bedded in
a substantial body of mixed tar and cement or other
suitable covering.
In vessels regularly engaged in trades where the
cargo is handled by grabs, steam shovels, and similar
mechanical appliances, it is recommended that flush
tank top plating be adopted throughout the cargo
spaces; that the plating be increased .20" in thick.
ness; that the least thickness be .50" in association
with 24-inch frame spacing and 74" with 36-inch frame
spacing; intermediate minima should be adopted for
intermediate spacings.
Ceiling Hold. A term applied to thick strakes of plank-
ing fastened to the inside flanges or edges of the
framing in the cargo holds.
Cementing. The American Bureau of Shipping re-
quires that the bottom, including the lower turn of
bilge, is to be protected with Portland cement or
other approved material, efficiently covering the plates,
frames and rivet heads. Portland cement is to be
mixed with sharp, fresh water sand or other satis-
factory substance, in the proportion of about one
part of cement to two of sand; free exposure to the
air should be provided while setting; the thickness at
edges is not to be less than three-quarters of an inch.
Cement washing inside of tanks may be adopted
instead of painting, if the owners approve; in which
case at least two coats are to be given to all the
material inside the tank; the first coat is to be moder-
ately thin and applied carefully, so as to thoroughly
cover every part.
The top plating of tanks, where ceiled, is to be
covered with Stockholm tar put on hot, and well
sprinkled with cement powder.
Center Board. A heavy slab of wood or metal fitted
in a vertical slot on the center line of a sailing
boat. It can be raised or lowered and when low-
ered it projects below the keel keeping the boat
from slipping to leeward.
Center Line Bulkhead. See BULKHEAD, CENTER LINE."
Center of Buoyancy. The geometric center of gravity
of the immersed volume of the displacement or of
the displaced water.
It is determined solely by the shape of the un-
derwater body of the ship and has nothing to do
with the center of gravity of the ship.
Center of Buoyancy, Longitudinal. The location longi-
tudinally of the center of buoyancy is usually stated
as a distance either forward or aft of the middle
perpendicular.
Center of Buoyancy, Vertical. The distance in a ver-
tical direction of the center of buoyancy measured
from a given reference line, frequently the bottom
of the vessel's keel, though sometimes the plane
of the designed water line.
Center of Effort. Term generally used in connection
with sails, meaning the center of the application of
wind pressure against the sail area. Ordinarily no
allowance is made for variation in wind pressure
over the sail and the center of effort is assumed to
be the center of gravity of the sail area.
Center of Floatation. That point about which a vessel
rotates when slightly inclined in any direction from
her free position of equilibrium by the action of an
external force without change in her displacement.
The center of floatation is coincident with the center
of gravity of the water plane of the vessel in her
initial condition.
Center of Gravity. The point at which the combined
weight of all the individual items going to make up
a vessel's total weight may be considered as con-
centrated.
Pages 161, 162.
Center of Gravity, Longitudinal. The location of the
center of gravity as regards its longitudinal posi-
tion, usually stated as a distance either forward
or aft of the midship frame or the middle perpen-
dicular.
Center of Gravity, Vertical. The location of the
center of gravity as regards its vertical position, usually
stated as a distance above the base line or bottom of
keel.
Center of Lateral Resistance. That point through
which a single force could act producing an effect
equal to the total lateral resistance of the vessel.
The center of lateral resistance is ordinarily as-
sumed to be coincident with the center of gravity
of the central immersed longitudinal plane.
Center of Pressure. That point in a sail or an im-
mersed plane surface at which the resultant of the
combined pressure forces act. The center of pres-
sure on a sail is the point at which the resultant
of the wind pressure acts and the center of pres-
sure on a rudder is a point at which the resultant
of the water pressure acts.
Centering Machine. A machine designed to drill and
ream centre of work for a lathe or grinder.
Central Lateral Plane. The immersed longitudinal
vertical middle plane of a vessel.
22
CEN
CHE
SHIPBUILDING CYCLOPEDIA
Centrifugal Pump. See PUMP, CENTRIFUGAL.
Chafe. To destroy or wear away by rubbing or
abrasive action.
Chafing Plate. A plate worked around the lower edges
of hatch beams or carlines to prevent wear on the
hoisting ropes. Also applied to plates fitted on
the forecastle deck under the anchor chains.
Chain. See EQUIPMENT.
Chain, Cast Steel. The American Bureau of Shipping
permits the use of cast steel stud link chain when made
in accordance with the specifications given in their
rules.
Page 882.
Chain, Close Link. Sometimes known as short link
chain. Chain in which the links are so short relative
to their width that studs cannot be fitted.
Pages 350, 876, 877, 880.
Chain Compressor. A forging fitted below the upper
deck and pinned at one end to the deck casting at the
head of the chain pipe or to the ship's structure near
by. At the other end of the shank an eye is worked
for the attachment of a tackle. The controller is so
located that the application of force by tackle or other
means at the eye controls or stops entirely the passage
of the chain by forcing it against the chain pipe.
Chain Controller. A device located on deck between
the windlass and the hawsepipe in line with the anchor
chain. The compressor consists of a heavy cast or
forged bed shaped to receive a link of the anchor
chain and a lever so arranged as to force the chain
into the bed at the will of the operator.
This device is termed a chain compressor in the
merchant service.
Chain Hoist. A differential block and chain fall oper-
ated by an endless chain. Chain hoists are used for
raising heavy weights about a shop and weights like
cylinder heads, auxiliaries, etc., aboard ship.
Page 797.
Chain Lockers. Spaces or compartments intended for
stowage of the anchor chains. They are usually lo-
cated in the fore hold directly underneath the wind-
lass with chain pipes connecting them to the anchor
deck under the wildcats.
Page 486.
Chain Pipe. A pipe generally of cast iron, though
sometimes of wrought iron or mild steel, leading from
the upper deck bolster to the chain locker for the pur-
pose of handling the anchor chain. At its lower end
it is fitted with a half round or so shaped as to pre-
vent the chafe of the chain when running out.
Chain pipes are usually set at an angle to the vertical
in order to minimize the noise made by the chain
swinging against the chain pipe with the vessel's roll.
Chain, Stud Link. Chain in which each link has a short
distance piece (known as a stud) worked at its mid-
length at right angles with its major axis. This is
done in order to maintain the link shape.
Pages 872, 874, 875, 880, 881, 882.
Chain Stopper. A device used to secure the chain cable
when riding at anchor, thereby relieving the strain on
the windlass and for securing an anchor in the hous-
ing position in the hawse pipe.
Stoppers differ widely in construction. For the
smaller cables they are of rope, usually hemp, with a
stopper knot or an iron toggle in the outer end and a
lanyard for lashing to the cable. For larger cables
wire rope is used in lieu of hemp, while for the largest
cables the stoppers are of heavy chain fitted with slip
hooks and turnbuckles for adjusting and for equalizing
the strain when more than one stopper is attached to
a cable.
According to its use a chain stopper is termed a
“riding stopper” or a “housing stopper.” The inner
... end of the stopper is attached to a deck pad by means
of a shackle or lashing.
Pages 691, 859.
Chain Tierers. The men who stow the chain cables as
they are paid down into the chain locker. The
chains are arranged regularly in symmetrical long
flakes in a fore and aft direction. The tierers use
chain-hooks and hook-ropes and in some cases
tackles in performing their work. Some cables
are too heavy to be handled by tierers and are
stowed in deep and narrow lockers, where the chain
is allowed to assume any position as it is paid
down.
Chamfer. To bevel.
Channel Bar. A rolled shape, generally of mild steel,
having a cross section shaped like that of an I-beam
from which both flanges on the same side of the web
have been cut even with that face of the web.
In ship work it is used for frames, deck beams,
bulkhead stiffeners, etc.
The size denoted by dimensions of cross-section
and weight per running foot.
Channel Bar, or Channel Frame.
BAR.
Charlie Noble. The hood of the galley smoke pipe,
sometimes used to mean the entire smoke pipe
including the hood.
Page 582.
Chart. In general, a map showing the contour of
coasts, the location of shoals, rocks, soundings, etc.
There are many charts which do not fall strictly
within the above definition, such as
Charts of the Inclination,
Great circle charts,
Heliographic charts,
Physical charts.
Selenographic charts.
Variation charts.
Chart House. A house on or near the bridge, provided
with stowage for navigation charts and facilities
for their use.
Pages 585, 586.
Chasers. A term sometimes applied to assistants to
the yard or shop superintendent. Their functions
are to see that the work is promptly started, that
the proper sequence of the steps involved is taken,
and that the work is not interrupted. Also called
Runners. See PROGRESSMAN.
Check Line. An auxiliary line used only for checking
dimensions. de
Check Pin. A pin designed for securing the crank
pin against turning. It is usually of steel and fitted
into the crank web.
Check Ring. A protective ring. Usually fitted to pre-
vent the working loose of another part.
Check Rope. See RoPE, CHECK.
Check Valve. See VALVE, CHECK.
Checks. A term applied to cracks or openings in the
grain of wood caused by shrinkage of the material
in the process of drying. The checks are not con-
tinuous and vary in depth from about one sixteenth
of an inch to the entire thickness of the wood.
Cheek Block. See BLock, CHEEK.
See FRAME, CHANNEL
23
. CHE
CLE
SHIPBUILDING CYOLOPEDIA
Cheeks of a Block. The outer sides of the frame.
China Wood Oil. See PAINT.
Chine. The line formed by the intersection of side and
bottom in ships having straight or slightly curved
frames.
Plate XXX.
Chinese Blue. See PAINT.
Chinsing. The inserting of oakum or cotton between
plank edges of boats.
Chipper. A workman who cuts or trims away the edges
of plates, shapes, castings or forgings, either by
hand or by pneumatic tools.
Chipping may be necessary in order to secure a
good calking edge or for fitting or finishing purposes.
Chipping Hammer, Pneumatic. A light machine oper-
ated by compressed air, in which a chipping tool with
its shank having a sliding fit in the bore of the ma-
chinc is given very rapid, short and powerful strokes.
Pages 781, 784, 788, 790.
Chisel Mortising Machine. See Mortising MACHINE.
Chock. A term applied to oval shaped castings, either
open or closed on top, and fitted with or without
rollers, through which hawsers and lines are passed.
Also applied to blocks of wood used as connecting
or reinforcing pieces, to blocks of wood used as fill-
ing pieces, and to supports for life boats.
Pages 546, 688, 689.
Chock, Boiler. See Boiler CHock.
Chock, Boom. A block of wood shaped to receive a
boom and used as a rest when the boom is stowed
and not in use.
Pages 335, 337.
Chock, Bow. A wedge shaped piece of timber used as
an abutment for the bowsprit.
Chock, Closed. A term applied to oval shaped castings,
through which hawsers or lines are passed, having
no opening in the top.
Chock, Open. A term applied to an oval shaped cast-
ing used for passing hawsers or lines through and
having the top open.
Chock, Roller. A term applied to an oval shaped cast-
ing fitted with one or more rollers and used for the
purpose of passing hawsers and lines through.
Chock, Rolling. See KEEL, BILGE.
Chocks, Filling. Timber filling in the triangular space
between the bobstay piece, the gammoning piece
and the stem.
Chrome Green. See PAINt.
Chrome-Nickel Steel. See STEEL AND IRON.
Chromium Oxide. See PAINT.
Chronometer, Marine. A timepiece mounted on gim-
bals in a glass-covered case to keep it horizontal and
to preserve it from vibration, dust, drafts, and fluc-
tuations of temperature. The mechanism is of a
superior construction, having adjustments and com-
pensations for temperature. While generally designed
to run 56 hours, it is wound daily at a stated hour
and is not regulated.
The instrument is set as accurately as possible
and its accuracy observed in an observatory. A cer-
tificate of rating is issued, showing its rate of gain
or loss and this cumulative error must be considered
when observing the time.
Page 1005. - - -
Chuck, Tapping. A tool attached to a lathe or drill
press to secure or hold the shanks of drills.
Chuck and Collet Equipment. Tool holding equipment
used on drill presses, lathes, screw machines, etc., for
adapting the machines to various size tools.
Page 698.
Circuit Breaker. An electric switch equipped with a
carbon break and a trip for opening.
Page 950.
Circuit Breaker, Automatic. A circuit breaker, de-
signed for automatically opening an electric circuit
when a predetermined abnormal condition exists in
the circuit in which the circuit breaker is connected.
Circuit Breaker, Automatic Reclosing. A circuit breaker
which will autchmatically open the circuit in which it
is connected when a predetermined abnormal condi-
tion exists in that circuit and which will close the
circuit automatically when the condition ceases to
exist.
Page 1075.
Circular Saw. See SAw, CIRCULAR.
Circulating Pump, Auxiliary. See PUMP, AUXILIARY
CIRCULATING.
Circulating Pump, Distiller.
CULATING.
Circulating Pump, Main. See PUMP, MAIN CIRCULATING.
Circulating and Air Pump. See PUMP, AIR AND CIR-
CULATING.
Circulation, Boiler. See BoILER CIRCULATION.
Clack. A simple form of check consisting of a flap.
suspended vertically or nearly vertically from
hinges at top. Purpose to limit flow of liquids to
one direction only. r
Clack Box. The casing enclosing the clack, the whole
forming a clack valve. Box usually a casting simi-
lar to other valves.
Clack door. Cover providing access to
clack box.
Clamp. A device for holding two or more pieces of
material together. It is generally operated by hand-
Clamp. A metal fitting used to grip and hold wire
ropes. Two or more may be used to connect two
ropes in lieu of a short splice or in turning in
an eye. º
Clamp, Deck Beam. A wood ship term applied to the
fore and aft timber fastened to the frames and rein–
forcing the shelves which support the deck beams.
Pages 440, 445, 447.
Clamp, Rudder. A term applied to the timbers that are
fitted on both sides of the rudder and after portion of
the stern to keep the rudder in a fore and aft position
during the launching.
Clapper. See TUMBLER.
Clasp Hook. Two hooks or one hook in two parts
each forming a mousing for the other, and suspended
from the same link or eye; or a pair of hooks whose
jaws overlap and are held in place by a sliding ring.
Also known as clip hook. See SISTER Hooks.
Classification. Certification by a classification society
as to the character of construction and outfitting of
the vessel classed.
Classification Society. An institution that supervises
the construction of vessels throughout under estab-
lished rules, tests all materials for Hulls, Machinery
and Boilers; Proof tests all Anchors and Anchor
Chains and issues Certificates of Classification which
are a builder's receipt, and owner's guarantee, an
underwriter's authority and a shipper's business guide.
Claw Off, Claw. To work a vessel off a lee shore to
windward; especially when the performance is at-
tended with great difficulty. w
Cleaners, Boiler Tube. See BoILER TUBE CLEANFRs.
See PUMP, Distiller CIR-
interior of
24
CLE
COC
SHIPBUILDING CYOLOPEDIA
Clearance. The distance between the face of the piston,
at the end of the stroke, and the inner face of the
cylinder head, also the volume between the face of
the valve and the face of the piston, the latter being
at the end of the stroke, plus the volume of the steam
port to the valve seat. It is frequently expressed as
the percentage which the above volume makes of the
volume swept by the piston.
Clearance is allowed in order to avoid the possi-
bility of knocking the head off in case of the accumu-
lation of water in the cylinder.
The clearance volume must be filled with steam at
each stroke before the piston can be moved. This
steam is not effective for work before expansion be-
gins. A great portion of the loss due to this cause
may be made up by cushioning the piston which con-
sists of compressing the exhaust steam before the end
of the stroke is reached. Cushioning assists in gradu-
ally stopping the piston, in restoring the temperature
of the sides of the cylinder, which tend to cool during
exhaust, and in producing uniformity in the tangen-
tial effort on the crank pins especially in high speed
engines.
Clear Hawse. A vessel is said to have a “clear hawse”
if when moored her cables lead off to the anchors
on their respective sides clear of each other, i. e.,
without a cross in the hawse.
Clear Hawse Pendant. A strong pendant used in clear-
ing hawse, consisting, usually, of a wire rope tailed
with about six fathoms of chain and fitted with a
pelican hook for connecting to the chain cable.
Clearing Port. See Port, BULwARK, CLEARING or FREEING.
Cleat, or Cavil. A wood or a metal fitting having two
projecting arms or horns to which a sheet, halyard
or other rope is belayed. The deck, side plating, a
stanchion, or other convenient structure serves as a
support for securing the cleat. The term cavil is
sometimes applied to a cleat of extra size and strength.
Page 335.
Clew. Either lower corner of a square and the lower
after corner of a fore and aft sail; the nettles of light
line woven into a sword mat at each end of a ham-
mock by which it is suspended; the ring, heart,
spectacle, or other shaped iron worked into the corner
of a sail; to haul, by means of the clew garnets and
clew lines, a sail up to the yard for furling; also to
force a yard down by hauling on the clew lines.
Clinch. The end of a rope half-hitched around the
standing part and stopped; to spread or rivet the
point of a pin or bolt upon a plate or ring to prevent
it from pulling out.
Clinch Ring. An oval shaped, heavy ring similar to a
washer used under the heads of bolt and spikes where
they pass through wood.
Page 823.
Clinching Plate. A small piece of plate used in the
mold loft for backing up the nails or tacks used to
hold a wood template together. After mailing the
pieces of a template together it is turned over and the
connections placed over the plate, while clinching the
points of the tacks.
Clinker Built. See PLATING, CLINKER SYSTEM.
Clipper Bow. See Bow, CLIPPER.
Clips. Short lengths of bars, generally angles, used to
attach and connect the various members of the ship
Structure.
Clock, Time Stamping. See TIME STAMPING CLock.
Club-Foot. A fore foot in which displacement or vol-
ume is placed near the keel and close to the forward
perpendicular. Its use results in forward sections
with a marked tumble home at and below the load
water line. It results further in very full forward
endings for the lower water lines and a relatively fine
entrance for the load water lines. A club foot may
be used with advantage in vessels designed for speed
length ratios below 1.1 particularly where such vessels
have good draft.
Clump Block. See BLOCK, CLUMP.
Clutch. A device designed to permit connecting and
disconnecting two adjacent lengths of shafting in as
expeditious a manner as possible.
Clutches may be of various types depending upon
the method of operation employed. Some of the prin-
cipal types are as follows: mechanical, frictional, pres-
sure and magnetic.
Coal Bunker. See BUNKER, CoAL.
Coal Bunker Bulkhead. See RULKHEAD, CoAL BUNKER.
Coal Bunkers. The spaces allotted for stowage of coal
for ships' use.
Coal Forge. A forge in which coal is used as fuel.
FoRGE.
Coal Passer. A member of a ship's boiler room force
who removes the coal from the bunkers and supplies
it to the firemen or stokers.
Coaling Hatch. See HATCH, CoALING.
Coaling Port. See Port, CoALING.
Coaming, Bulkhead. A term applied to a strake of
plating running across the top and bottom of tween
deck, poop, bridge and forecastle bulkheads. The
coamings are usually made thicker than the remaining
plating and serve the function of top and bottom
Supports.
Coaming, Hatch. A frame bounding a hatch for the
purpose of stiffening the edges of the opening and
forming the support for the covers. In a steel ship
it generally consists of a strake of strong vertical
plating completely bounding the edges of a deck open-
ing. In wood ships this coaming consists of heavy
timber forming a frame around a hatch.
Coaming, House. A term applied to the narrow vertical
plates bounding the top and bottom of a deck house.
These plates are made somewhat thicker than the
side plating and form a frame for the base and top
of the house. Also applied to the heavy timber form-
ing the foundation of a wood deck house.
Coaming, Man Hole. A frame worked around a man
hole for the purpose of stiffening the edges of the
opening and providing a support for the cover.
Coaming, Skylight. See SKYLIGHT, CoAMING.
See
Cock. A valve which is opened or closed by giving
a disc or tapered plug a quarter turn. When a plug is
used it is slotted to correspond with the ports in the
valve.
Pages 1035, 1037.
Cock, Air. A cock for the control of air entry or
escape from pump, condenser, etc.
Page 1035.
Cock, Ash. Cocks for supplying water to the fire room
for use in cooling hot ashes, etc.
Cock, Drain. A small cock fitted to cylinders, steam
jackets and other chambers so that any water which
may collect can be drained away.
Cock, Feed. A cock for the control of the feed water
flow. -
Cock, Pet. A small cock used to test the working of
bilge, feed and other similar pumps, and to indicate,
25
COC
CYCLOPEDIA COL
SHIPBUILDING
in lieu of a gage-glass, the height of water or other
liquid in a tank or other container. Also used for
draining cylinders.
Cockpit. Originally this term applied to a compart-
ment below the gun deck of men of war, devoted
during battle to the surgeon and his assistants. Ap-
plied to small boats, it refers to a sunken place or
pit for the accommodation of the crew.
Cocks, Test. Small cocks either attached to the boiler
shell or to a separate mounting for the purpose of
indicating the water level within the boiler.
Test cocks are usually three or four in number.
The lowest is usually located several inches above
the highest heating surface in the boiler and the high-
est well into the upper part of the steam space.
Code Calling Systems. Code calling systems are used
in large shipbuilding plants for the purpose of keep-
ing executives in touch with one another as well as
for locating any important man quickly in whatever
part of the plant he may be.
Page 1087.
A code calling system consists of a master station con-
taining the code sending instruments—located usually
near the switchboard operator—and a system of elec-
tric signals which are controlled by the master sta-
tion. The signals are scattered through the shipyard
so that when they are sounded they are heard every-
where. Each man likely to be called is assigned a
code number. When a man is wanted, if his code
number happens to be 22, for instance, the code send-
ing instrument is set so as to sound all the signals
twice in rapid succession and, after a short pause,
twice again. No matter where the man is he hears
his signal and calls up the switchboard operator to
find out what is wanted of him.
The signals that are distributed throughout the
plant are varied according to the noise conditions.
For noisy departments horns and gongs are used,
while for quiet offices soft toned bells, buzzers or
lights are effective.
The large area covered by a shipbuilding plant of
even moderate size makes a code calling system of
great assistance in carrying along the production
smoothly and without delays.
Coefficient. A ratio between certain characteristics of
a vessel which serves as a means of comparing that
vessel with others. See particular coefficient desired.
Coefficient, Admiralty. A coefficient used in power
estimating. The Admiralty coefficient is the cube root
of the square of the displacement in tons times the
square of the speed in knots divided by the indicated
or shaft horse power. The valve of the Admiralty
coefficient is practically identical for similar ships at
corresponding speeds.
Coefficient, Block. The ratio of the immersed volume
of a ship to the product of the waterline length
a the breadth at waterline aſ the draft to the top of
the keel.
Coefficient, Cylindrical. Same as prismatic coefficient.
The ratio of the immersed volume of a vessel to the
volume of a circumscribed cylinder. The cylinder
may be circumscribed about the midship section with a
length equal to the length of the vessel, in which case
the longitudinal cylindrical coefficient results; or it
may be circumscribed about the load waterline with
a length equal to the draft of the vessel, in which
case the Vertical Cylindrical Coefficient results. The
former is sometimes called the longitudinal coefficient
and the latter the vertical coefficient. In case merely
the term cylindrical coefficient is used without quali-
fication invariably the longitudinal coefficient is re-
ferred to.
Coefficient, Displacement Length. The ratio of a ves-
sel's displacement, in tons, to 1/100 of its waterline
length in feet cubed. It is expressed thus:
L\3
100
It is a criterion of the amount of displacement upon
a given length. Similar ships have the same value
for this expression.
Pages 155, 157, 158, 159.
Coefficient of Fineness. The ratio of the area of a
curve to the area of its circumscribed parallelogram.
The coefficient of fineness is sometimes used in rela-
tion to a solid, in which case it is the ratio of the
volume of the solid to the volume of a circumscribed
rectilinear parallelopiped.
Coefficient, Longitudinal. The ratio of the immersed
volume of a ship to the product of its waterline length
and immersed area of midship section. Also called
Prismatic Coefficient.
Pages 167, 168, 200, 201, 224.
Coefficient, Midship Section. The ratio of the im-
mersed area of the midship section to the area of a
rectangle having sides equal respectively to the water-
line breadth and draft at the midship section.
Pages 160, 161.
Coefficient, Prismatic. See CoEFFICIENT, LoNGITUDINAL.
Coefficient, Propulsive. The ratio, between the Ef-
fective Horsepower and the Indicated Horsepower
or Shaft Horsepower at any given speed:
E.H.P. E.H.P.
—— OT
I.H.P. S.H.P.
Coefficient, Waterplane. The ratio which the area of
a waterplane bears to its circumscribing rectangle.
Coffee Urn. A large receptacle used for boiling coffee.
Cofferdams. Void or empty spaces separating two or
more compartments for the purposes of insulation, or
to prevent the liquid contents of one compartment
from entering another in the event of the failure of
the walls of one to retain their tightness. .
Coil. A term applied to a nest of piping. It may be
composed of several pipes connected at the ends by
headers or return bands, or it may consist of a con-
tinuous pipe which has been given a number of turns.
Coir Rope. See RoPE, CoIR.
Coke Forge.
See FoRGE.
Cold Saw. See SAW, CoLD.
Collar. As applied to machinery and machinery parts.
A section of increased diameter in the form of a ring.
As applied to ship structure, a piece of plate or a
shape fitted round an opening for the passage of a
continuous member through a bulkhead or floor plate
to secure tightness against dust, water, air, etc.
Collar. See CollAR, ANGLE.
Applied to pieces of light plating formed to make
a close fit around any beam at the point where it
pierces a deck or bulkhead. Plate collars are used
to obtain semi-watertightness, weather tightness and
for finish. -
Collar, Angle. Also called a staple. A term applied
to a piece of angle bar that is forged or bent to
form a close fit around a structural member at the
D ––
A forge in which coke is used as fuel.
26
COL
COM
SHIPBUILDING CYOLOPEDIA
point where it passes through a deck or bulkhead. An
angle collar is a fitting that can be efficiently caulked
and should be used where watertightness is necessary.
Collier. A vessel designed for the carriage of coal. It
may or may not be fitted with especial appliances for
coal handling.
Pages 430 to 437; Plates XX, XXI, XXII.
Collision Bulkhead. See BULKHEAD, CoLLISION.
Collision Mat. A large mat used to close an aperture
in a vessel's side resulting from collision. The mat is
constructed of a double thickness of cotton canvas
quilted together, body roped, and thrummed on one
side with hemp thrums. Hogging and distance lines
used in placing and securing the mat in position are
fitted to cringles worked in each corner. The
thrummed side of the mat is placed in contact with
the skin of the ship.
Columns. See PILLARs.
Columns, Engine. See ENGINE Colum NS.
Combination Punch and Shear. See PUNCH AND SHEAR,
CoMBINATION.
Combination Vise. See VISE, CoMBINATION.
Combustion Chamber. See BoILER CoMBUSTION CHAMBER.
Common Iron. Described under Steel and Iron.
Commutator. A copper cylinder composed of insulated
segments mounted on the shaft of an electric motor
or generator. The insulated segments are connected
to the armature coils and are so arranged as to
change the connections of the armature coils with the
carbon brushes as the armature rotates.
Companion or Companion Way. A hatch or opening
in a flat, deck or house top to provide access; princi-
pally for the personnel.
Page 558.
Compass. The American Bureau of Shipping requires
that each vessel is to have at least one steering com-
pass for each steering gear, and one standard azimuth
compass placed so as to command the horizon under
all ordinary conditions of weather. All compasses to
have complete fittings, and are to be properly adjusted.
Compass, Gyroscopic. The gyroscopic compass is en-
tirely different from the magnetic compass. The
earth's magnetism has nothing to do with its indi-
cation of the meridian. The north seeking prop-
erties of the gyro-compass are derived from the
peculiar properties of rotating bodies which in the
case of the gyroscopic compass are electrically
driven gyroscopic wheels. Any rapidly rotating
body tends to place its axis parallel with that of
the earth, which is, of course, North and South.
We must modify the above statement by adding
that any rapidly rotating body to do this must be
supported so that it will have a freedom of motion
in different directions. Such a device is known as
a gyroscope.
The gyroscopic compass may have one or more
gyroscopes. The most modern type has two gyro-
Scopes of equal size so arranged that when the
ship is rolling, they will neutralize each other's
tendency for error.
The directive force of a gyroscope, while 100
times more powerful than that of the magnetic
needle, is still further amplified by an auxiliary
electric motor, which is sufficiently powerful to
operate the compass card in azimuth.
Repeater compasses, installed wherever desired
about the ship, are operated by the master com-
pass containing the gyroscopes by a simple elec-
tric follow-up system. The master compass is
usually located at about the rolling axis of the ship
in a protected place.
The complete gyroscopic compass equipment con-
sists of master compass, repeaters, control panel, and
storage battery.
The motor generator is used to transform the ship's
electric current into that suitable for the operation of
the compass and the repeaters.
The storage battery is for emergency use only and
will store sufficient energy to operate the master com-
pass for several hours in case of the failure of the
ship's supply.
The gyroscopic compass is standard in all the navies
of the world. It is fast being introduced in the mer-
chant marine service, and has already been adapted by
the Cunard Line on some ten of their vessels. It is
also in use on the Royal Mail, the Lloyd Sebauda and
the Canadian Pacific steamers.
The following characteristics of the gyroscopic com-
pass are of interest:
1. The gyroscopic compass is not affected by mag-
netism from any source. It points to the True
North Pole and not the magnetic North Pole,
which is some 800 miles distant from the True
North Pole.
2. The reading of the gyroscopic compass is not
approximate but is absolutely and immediately
correct. It requires no correction for variation
or local magnetic conditions. A navigator does
not have to make calculations to correct his
COU! TS6. -
3. It is never necessary to swing ship to obtain the
proper reading on a gyro-compass.
4. Hammering or riveting upon the ship, or moving
through magnetic fields will have no effect upon
the gyroscopic compass.
5. The gyroscopic compass is not affected by any
cargo. Iron ore has no more disconcerting effect
than a cargo of cotton.
6. The gyroscopic compass is not affected by tem-
perature changes.
7. There is no heeling error of a gyroscopic com-
pass, neither is there any lag in indicating a
change in course. It is possible to steer a straight
line.
8. The gyroscopic compass indicates a failure to
function properly by ringing a bell.
Page 1094.
Compass, Magnetic. The compass is the most im-
portant instrument of navigation in use on board ship,
the path of a ship through the waters depending
upon the efficient working and use of this instru-
ment.
There are two kinds of compasses, the Dry Card
Compass and the Liquid Compass.
The Dry Compass consists essentially of a number
of magnetic needles suspended parallel to each other
and fastened to the rim of a circular disc that has a
paper cover upon which are marked the points of the
compass and the degrees. This card rests upon a pivot
centered in the compass bowl, which in its turn is
suspended by gimbals in the binnacle or stand, the
latter having means of lighting the card at night and
for the adjustment of compass errors due to the mag-
netism of the ship.
In the Liquid Compass, the bowl is filled with al-
cohol and water, or oil. The needles are sealed in
27
COM
CON
SHIPBUILDING CYOLOPEDIA
parallel tubes and form a framework which connects
the central boss with the outer rim, the whole rest-
ing upon a pivot in the compass bowl. Upon the
rim are printed the points and degrees.
As regards the relative uses of these compasses,
it may be said that the dry compass is the standard
in the world’s Merchant Marine, while the liquid
compass is the standard in Navies, because of its
freedom of vibration from the shock of gunfire, etc.
The compass has been used for purposes of naviga-
tion since the third or fourth century, and the points
of the compass were a natural development of sub-
division of the card and have been in use since the
fourteenth century. Capt. Flinders, R.N., was the
first to investigate the laws of the deviation of the
compass, and was the first to introduce the method
of swinging ships for obtaining the deviation, in 1814.
The construction of iron vessels and the conse-
quent errors of the compass caused investigation, and
in 1838-39 Sir George B. Airy, then Astronomer Royal
for Great Britain, at the instigation of the Admiralty,
conducted a series of experiments for “the purpose
of discovering a correction for the deviation of the
compass produced by the iron in the ship.” The
result of this investigation was immediately given to
the world, and the principles then discovered form
the basis of our compass knowledge of to-day.
To the late Lord Kelvin, navigators the world over
are indebted for his untiring work in the interests of
practical navigation, and through his researches we
have accurate knowledge of how a compass, its bin-
nacle and accessories should be made, based upon
scientific and mathematical formulae, and compasses
so made are “Standard” for that instrument.
Lord Kelvin laid down two fundamental principles:
1. In order that a compass may be capable of ad-
justment so as to be correct on all courses at any
one part of the world, it is essential to use short
needles.
2. In order that the compass so adjusted may be
correct on all courses at all parts of the world, it is
essential that the magnetic strength of the needle be
small.
An efficient compass, therefore, embodies within
itself the principles of construction as laid down by
the late Lord Kelvin, and also means to carry out
fully the principles of adjustment laid down by Sir
George B. Airy, the whole being an instrument of
rugged construction made to withstand the vibrations
and shocks incidental to the movements of a ship, and,
at the same time, so constructed as to keep from the
delicate parts of the instrument the effects of these
movements. As an accessory to the compass, means
must be supplied for the taking of Azimuth or bear-
ings of celestial and terrestrial objects. This is gen-
erally accomplished by means of a sight vane ac-
curately centered on the compass and free to move in
any direction. With this instrument, it should be pos-
sible to obtain an accurate bearing even though the
vessel is yawning for several degrees each side of her
COllr Se.
The magnetic compass, when once installed and ad-
justed, is the only instrument used in the equipment
of a vessel whose proper working does not depend
upon human agencies and which will perform its
proper functions for years without human aid.
Pages 1091, 1092, 1093.
Compass, Radio. An apparatus designed to determine
the direction from which a radio wave is sent and
the location of the station sending the wave.
It consists of a coil of wire wound around a frame
which is mounted on a vertical shaft. A dial graduated
like a compass into 360 degress is aftached to the
bottom of the shaft which with the aid of an indicator
fixed in the north and south direction gives the di-
rection in which the axis of the coil is pointing.
Two wires lead from the coil to a sound receiver
worn by the operator who turns the shaft by a hand
wheel. -
It is found that a radio wave will set up the great-
est noise when the axis of the coil is at right angles
to the wave and that all noise will cease when the
axis is parallel to the direction of the wave.
As it is easier to determine when the noise ceases
than to decide when it is loudest, the axis of the coil
is brought to point in the direction from which the
radio message is sent. Two stations are necessary to
determine the location of a ship and the operator
from one must telegraph the direction the message is
coming from to his station to the other who can pro-
ceed to solve the triangle and send a message to the
ship giving its location. A radio compass installed
on a vessel will enable the operator to determine the
direction from which a message is coming. He will,
however, have to estimate the distance from the mag-
nitude of the sound.
See AUTo-TRANSFORMER.
Compounds, Boiler. See BoILER Compounds. y
Compounding of Stresses. The superimposing, one
upon another, of the various stresses acting upon a
member. In compounding stresses the directions in
which the various components act must be considered.
Compressor, Acetylene Gas. A pump, usually horizon-
tal acting, used to charge storage tanks with acetylene
gas under pressure.
Page 779.
Compressor, Air. See AIR CoMPREssoR.
Compressor, Oxygen. A pump used to charge storage
tanks with oxygen under pressure.
Page 779.
Condensate Pump. See PUMP, CoNDENSATE.
Condenser. A chamber of rectangular or cylindrical
shape whose function is to convert the exhaust steam
from the engine, turbines, and auxiliary machinery into
Water. -
Pages 425, 885, 907, 933, 1024.
Condenser Air Cock. An air cock is usually installed
on the front or back head to allow any accumulation
of air to escape.
Condenser, Augmentor. A supplementary condenser
installed between the main condenser and air pump.
It is used in connection with a steam ejector to densify
the air vapor and ejector steam and to increase the
pressure in the air pump suction.
Condenser, Auxiliary. A condenser for the auxiliary
machinery such as pumps, refrigerating machine,
turbo generator engines, winches, steering engines,
windlasses, etc.
Page XIV.
Condenser Auxiliary Feed Connection. A short pipe
line including a valve for the purpose of taking cir-
culating water from the front head to the steam
chamber. As the circulating water is usually salt, it
should be used only in emergencies.
Condenser Back Head. A water chamber on the back
end of the condenser. When the front head has one
Compensator.
28
CON
CON
SHIPBUILDING CYOLOPEDIA
dividing wall there is none in the back head. Where
there are two or more dividing walls in the front
head there is always one less in the back head. Where
there is an odd number of dividing walls for the front
head the discharge chest for the circulating water is
on that head. Where there is an even number of
dividing walls in the front head the discharge chest
must be in the back head. Bosses for inspection and
hand holes should be fitted on the back head for such
compartment therein.
Condenser Baffle Plate. Also called Diaphragm Plate.
A thin plate fitted in the way of the exhaust steam
inlet and perforated with numerous holes, the object
being to fill the whole condenser with steam and to
protect the tubes nearest the inlet.
Condenser Boiling Out Connection. A connection for
the admission for live steam to the condensing cham-
ber. See CoNDENSER SoDA Cock.
Condenser Cover Plate. A plate for covering the hand
and inspection holes.
Condenser Diaphragm Plate.
PLATE.
Condenser Doors and Hand Holes. Openings for in-
spection which are closed by cover plates.
Condenser Dry Suction. A pad or flange for con-
nection to an air and vapor pump or to an air and
vapor ejector. It is located on the side of a con-
denser and above the wet suction.
Condenser End Plate. A liner plate to which the tube
sheets, front and back heads are attached.
Condenser Exhaust Nozzle. A casting, boss, or fitting
attached to the shell of the condenser for the purpose
of making a connection to the steam exhaust line from
the engines or their auxiliaries.
Condenser Ferrule. See ConDENSER TUBE FERRULE.
Condenser Foundation. A term applied to the founda-
tion supporting the condenser. There are usually two
supports, one for the main and one for the auxiliary
condenser.
Page 543. -
Condenser Front Head. The chamber that receives
the circulating water. It has one or more dividing
walls causing the water to pass back and forth through
the condenser tubes. Bosses for two or more hand
and inspection holes should be fitted on this head. The
front head is generally a casting.
Condenser Hanger. A hanging support for a condenser.
Most commonly used to support the auxiliary con-
denser.
Condenser, Jet. A chamber usually of cone shape in
which the steam and cold condensing water are mixed.
The condensing water, upon entering the condenser,
is forced to pass thrugh a plate perforated with a large
number of small holes. This forces the water into
small jets and causes a more intimate mixture with
the steam. This type is practicable only on fresh
water or where a fresh supply of feed water is easily
obtained. A better vacuum is obtained with the sur-
face condenser. .
Condenser, Keel. Pipes near the keel on the outside
of the hull used for condensing steam. It is necessary
that these pipes should be of a material that will not
set up electrolysis with the shell, struts, stern frame
and propeller.
Condenser, Main. A condenser for the main engines.
Condenser, Rotary. A synchronous motor or converter
with over excited fields. This type of condenser is
used when large capacity effect is desired.
See ConDENSER BAFFLE
Condenser Saddle Plate. See CoNDENSER Foun DATION.
The saddle plates are connected to the outside shell
of the condenser forming its support.
Condenser Shell. The outside wall of the condenser
chamber. When the condenser is part of the engine
frame the shell is generally rectangular in shape and
made of cast steel or cast iron. When independent
of the engine the shell is generally cylindrical, oval,
or heart shaped and made of sheet steel or sheet brass.
Condenser Soda Cock. A connection for admitting
soda or potash dissolved in water into the condenser.
The object is to remove grease and dirt from the
outside of the tubes. This is accomplished by boiling
out this mixture with live steam.
Condenser, Static. A pair of electric conductors slightly
separated by a dielectric. Two types of Electric Con-
densers are the flat type and the Leyden Jar. The
Flat Type Condenser consists of tinfoil conductors
separated by thin flat dielectric sheets (usually of
Mica). The Leyden Jar consists of a glass jar,
coated within and without two-thirds of its height
with tinfoil, and a metallic rod protruding through
the stopper of the jar and connected to the inner
coat of tinfoil by means of a small chain.
Condenser Stay Rods. Steel rods running parallel to
the tubes in the condenser chamber and serving the
purpose of staying the flat tube sheets.
Condenser Suction Pads. Pads to provide connection
for pumping the air and condenser steam from the
condenser.
Condenser Supporting Plates.
REST PLATES.
Condenser, Surface. A chamber in which steam is
condensed by contact with the outside surface of a
large number of thin brass tubes through which cold
water is circulated. This produces a condensate of
exhaust steam without the addition of any circulating
water which is usually salt. -
Condenser Tubes. The numerous small tubes closely
fitted in a surface condenser. Thin brass tubes from
about 5%" to 34" outside diameter which run through
the condenser chamber between tube sheets. The cir-
culating water passes through them and the exhaust
steam condenses on their outside surfaces.
Page 1025.
Condenser Tube Ferrule. A cylindrical brass fitting
used to secure the tubes in the tube sheets, threaded
on the outside to fit the counterbore in the tube sheet
and bored on the inner end to make a sliding fit over
the condenser tubes. The outer end of the ferrule is
tapered down so that its inside diameter is about the
same as the inside diameter of the tubes. A slot is
cut in the outer end for the purpose of screwing the
ferrule down on packing which is placed between the
bottom of the counterbore in tube sheet and the inside
end of the ferrule. This method allows the tube or
ferrule to be readily renewed.
Page 1025.
Condenser Tube Plate. See ConDENSER TUBE SHEET.
Condenser Tube Rest Plates. Also called Supporting
Plates. These plates serve the purpose of intermediate
supports for the condenser tubes between the tube
sheets.
Condenser Tube Sheet. A brass plate into which ends
of condenser tubes are fastened. These sheets, one at
each end of the condenser, serve as end boundaries
for the steam space and supports for the tubes. They
are made of brass and counterbored for a brass ferrule.
See ConneNSER TUBE
29
CON
COU
SHIPBUILDING CYOLOPEDIA
Condenser Vacuum Gauge. A tube graduated in inches
of mercury for obtaining the absolute back pressure
in the condenser.
Condenser Vanes. Thin sheet steel plates placed among
the condenser tubes and running between tube sheets.
The object is to secure as near a uniform distribution
of the steam to the tubes as possible.
Condenser Water Chest. A casting fitted to the front
head of the condenser to which the discharge line from
the circulating pump is attached.
Condenser Water Inlet. The circulating water inlet on
the front head. See CoNDENSER WATER CHEST.
Condenser Water Outlet. A boss, chest or fitting on
the front or back head of the condenser, as the case
may be, for connection to the overboard discharge line.
Condenser Wet Suction. A pad or flange for con-
nection to a condensate pump or to a combined air
and water pump. It is located in the lowest part of
the condenser.
Condenser Zincs. Zinc plates fitted in the front and
back head to offset galvanic action. They should have
good metallic contact.
Conduit. Wrought iron pipe, fibre pipe, tile or other
hollow products specially prepared to accommodate
and protect electric wire and cable.
Conduit Box. A metal box so designed that one or
more conduits may be connected to it and so arranged
as to make the electric wire or cable in the conduit
easily accessible. A conduit box for marine work is
usually made water tight.
Pages 1064, 1071.
Conduit Pipe. A pipe enclosing and protecting electric
wiring.
Condulet. A conduit fittings so arranged as to allow
the wires or cables in the conduit to be connected,
pulled through, or brought out of a conduit in ac-
cordance with the Underwriters' Rules.
Pages 1064, 1071.
Connecting Bridge. See BRIDGE, CoNNECTING.
Connecting Rod. That part of the reciprocating en-
gine by means of which the reciprocating straight line
motion of the piston is transformed into the rotary
motion of the crank.
It consists essentially of a metal rod having a head
forged at its upper and a foot at its lower end for the
purpose of taking the cross head and crank pins re-
spectively. The openings in these end forgings are
fitted with brasses and caps.
Marine connecting rods generally increase in area
of cross section from top to bottom, the section being
sometimes circular and sometimes flattened in the
plane vertical to the shaft line.
Connecting Rod, Gas Engine. See GAS ENGINE Con-
NECTING Rod.
Conning Towers. Protective structures built up of
armor plates and having various shapes and sizes.
They are designed for the protection of the command-
ing officers of war vessels during naval actions. They
are so located and designed as to command the best
possible unobstructed view, while at the same time
affording satisfactory protection.
Continuous Floors. See FLOORs, CoNTINUous.
Contline (of a rope). The sunken space or groove
following the lay of the rope between the strands.
Contracting Ship-fitter. A ship-fitter who takes a con-
tract to lay out the material for some structural fea-
ture of the ship, as a keel, a deck, or the shell plating,
and to set it up on the ship ready for riveting.
Controller, Motor. Controllers for electric motors in-
clude such apparatus as starting rheostats, speed
regulating or controlling rheostats and such devices as
compensator or auto-transformer types of motor
starting apparatus, which are used for alternating
current motors. There are also special types of
switches, such as float and tank switches, magnetically-
operated switches, star-delta switches used with
Squirrel-cage induction motors, and various other
styles used for controlling the motor. Automatically
operated motor starters, regulators and controllers are
also included under this heading. A motor of very
small power can be started without the need of a
starting rheostat, but for most motors used aboard
ship and in the shipyard, starting or regulating de-
vices of some kind are required.
Converter, Synchronous. See SYNCHRONoUs ConverteR.
Cooler, Gas Engine. See GAS ENGINE CoolER.
Cooler Pump. See PUMP, CoolER.
Coping Machine. A machine designed to cut away the
flanges and corners of beams.
Copper. Described under Metals.
Copper Sheathing. See SHEATHED.
Coppers. Galley steam kettles. These always used to
be made of copper, hence the name.
Coppersmith. A workman who fashions or fabricates
the various fittings or parts, which are made from
copper piping, tubing or sheets.
Cordage. A comprehensive term for all ropes of what-
ever size or kind on board a ship.
Pages 825, 826, 839.
Core Oven. See Oven, Core.
Cork Paint. See PAINT.
Corn Oil. See PAINT.
Cornice. An interior or exterior projection fitted along
the upper edge of a deck house to form an ornamental
appearance.
Corresponding Speeds. Speeds which bear the same re-
lation to each other as that of the square roots of the
linear dimensions of the ships involved. The fore-
going presupposes the existence of similarity between
the ships so that the wave formations resulting are
similar.
Corrosion. Described under Steel and Iron.
Corrugated Bulkheads. See BULKHEADs, CoRRUGATED.
Corrugated Furnace. See FURNACE, CoRRUGATED.
Cotton Rope. See RoPE, Cotton.
Cotton Seed Oil. See PAINT.
Coulomb. The practical unit of quantity of electricity.
It represents the quantity of electricity that passes
through the cross section of a conductor per second,
when the current strength is 1 ampere. It is also
equal to the quantity of electricity contained in a con-
denser with a capacity of one farad, when the same
is subject to an electric motive force of one volt.
Counter. That part of a ship's after body extending
aft from the after perpendicular (usually above the
water line).
Counterbore. A tool used for enlarging a hole without
changing its relative position; also a term applied
where a hole is rebored to a larger diameter for part
of its length. e
Counter Electromotive Force. The induced electro-
motive force in the armature circuit of an electric
motor which tends to cause the current to flow in the
opposite direction to the current in the line.
Countersink. A term applied to the operation of cut-
ting the sides of a drilled or punched hole into the
30
COU
CRA
SHIPBUILDING CYOLOPEDIA
shape of a frustrum of a cone. This shape provides a
shoulder for a rivet or a bolt and allows a flush sur-
face to be maintained. Also applied to the tool doing
the work. -
Countersinkers. Men who operate hand or power tools
which taper or countersink holes in material.
Countersinking Machine. A drilling machine becomes
a countersinking machine when a countersink is used
instead of a drill. See DRILLING MACHINE.
Countersinking Machine, Portable. A portable pneu-
matic drilling machine becomes a countersinking ma-
chine when a countersink is used instead of a drill.
A small truck built in the form of a box and
weighted with pig or scrap metal. Small wheels are
fitted to one end and a pneumatic machine with a
countersink attached to the other end. Handles are
fitted to the machine end. By raising the handles the
truck may be rolled along plates laid on the floor.
The machine is started and run continuously from
beginning operation until a job is finished, the holes
being countersunk by rolling the truck into position
and lowering the handles until the desired depth of
countersink is reached.
Countersinking Machine, Radial.
CHINE, RADIAL.
Countersunk. A term applied where the end of a hole
is chamfered off, the usual slope being 45°.
Counter Timbers. See TIMBERs, CountER.
Coupling. A device intended for securing together ad-
joining ends of piping, shafting, etc.
A flange coupling, used for line shafting, consists
of an enlargement of the shaft end in the form of a
disc or flange, the two flanges which terminate the
adjoining shaft sections being securely attached to each
other by body bound bolts.
A socket coupling, used in twin screw vessels for
the section of line shaft just inboard of shaft tube
stuffing box, consists of a tapered end on the forward
end of the outward section inserted in a socket worked
in the after end of the inboard section, both being
Secured to each other by a key and locking ring.
A flexible coupling, used sometimes with reciprocat-
ing engines, is similar to the flange coupling except
that the face of one flange is given the shape of a
spherical segment, centered on the face of the other
by a ball and socket joint, and secured to the other
flange by bolts, the nuts of which bear on springs so
as to take up lost motion.
Piping is joined by flange couplings similar to those
described above and by threaded sleeves.
Page 549.
Coupling Bolts. Bolts intended for use with couplings.
Their form varies with the type of coupling from the
body bound bolt secured with nut and pin in a rigid
flange coupling to the tap bolt of the socket coupling
or the bolt and nut of the flexible coupling.
Page 549.
Coupling Bolt Forcer.
Coupling, Pipe. A wrought iron sleeve, having an in-
side thread used to make a joint between two pipes.
Where it is not desirable to disturb the position of
the pipes in making the joint, unions should be used.
Coupling, Rudder. See RUDDER Coupling.
Course. The path over which a vessel proceeds. Some
courses used habitually are known by name. This
applies especially, to measured mile courses, where
trial trips are conducted and to racing courses. In
See DRILLING MA-
See BoLT FORCER.
the open sea the course is designated by the point of
the compass toward which the vessel is headed.
Cover, Boat. A piece of canvas used as a cover for a
small boat when it is not in use.
Cover, Hatch. See HATCH Cover.
Covering Board. A term applied to the plank fitted
horizontally on top of frames and waterway board at
the weather decks of wood ships.
Covering, Deck. See DECK CoverING, DECKING.
Cowl.
Coxswain. A petty officer or sailor, who steers or has
charge of a small boat.
Crab Winch. See WINCH, CRAB.
Cradle. The structure of wood or wood and steel with
its lashings that is built between the top of the sliding
ways and the shell of a ship. The part adjacent to the
shell is carefully fitted in order to distribute evenly
the stresses due to launching.
Cradle, Launching. A timber frame work built up to
support and partly incase a vessel when it is launched.
Craft. A vessel of any type.
Crane. A machine used for hoisting and moving pieces
of material or portions of structures or machines that
are too heavy to be handled by hand or that are heavy
enough to make handling by hand uneconomical.
Pages 738, 791, 793 to 796, 855.
Crane, Bridge. An overhead type of crane usually in-
stalled in shop buildings. This type generally con-
sists of one or more girders mounted on trucks with
wheels which run along tracks supported by the
columns of the building. A carriage containing or
supporting the hoisting apparatus is designed to travel
across the beam providing in this manner for lateral
motion.
Bridge cranes designed for small loads are often
operated by hand while those designed for the heavier
loads are generally operated by electric motors.
Electrically operated cranes are generally operated
from a cab attached to the girders.
Pages 791, 794.
Crane, Bucket Handling. A crane designed to operate
a bucket for excavating or handling coal, mud, etc.
Page 793.
Crane, Gantry. An elevated structure designed to
travel along rails on the ground level and provided
with a hoisting gear.
Page 794.
Crane, Jib. A boom or arm fitted to swing in sockets
attached to a wall or column. The boom in this type
of crane is generally fixed in a vertical direction but
free to move horizontally. -
Page 795.
Crane, Locomotive.
mounted upon it.
Page 794.
Crane, Magnet Handling. A crane designed to carry
and operate a large electro magnet for lifting and
transporting metal scrap, Small or large castings, parts,
etc., susceptible to magnetic influence.
Crane, Pillar. A swinging boom or arm supported by
a pillar or post. Usually no vertical motion is pro-
vided for in this type of crane.
Crane, Post, See CRANE PILLAR.
See VENTILATORS, BELL-MoUTHED OR CowL.
A self-propelling car with a crane
Crane, Traveling. See CRANE, LOCOMOTIVE, and CRANE,
BRIDGE.
Crane, Wall. See CRANE, JIB.
31
CRA
CRU'
SHIPBUILDING CYOLOPEDIA
Cranemen. Men who operate overhead cranes handling
material in the yard or shop.
Crank Arm or Web. That portion of the crank or
crank shaft which connects the crank pin and crank
axle. It forms the lever by means of which the force
exerted on the crank pin by the connecting rod is
transmitted to and utilized in turning the shaft in its
bearings.
In engines of more than one cyliner the angles
which the several crank arms make with each other are
matters of careful consideration in order to make pos-
sible the obtaining of the most uniform torque possible
throughout the entire revolution of the shaft.
Crank Axle. The cylindrical portion or portion of the
the crank or crank shaft by means of which all the
members of the rotating system of the engine are car-
ried and held in place.
Crank Pin. The cylindrical member, forming part of
the crank, to which the foot of the connecting rod at-
taches and which receives the direct effort of the
connecting rod. Its design receives the most thorough
consideration because of the character and severity
of the strains to which it is subjected.
Crank Shaft. That portion of a reciprocating engine
in which rotary as distinguished from rectilinear mo-
tion first appears. The term is applied to the portion
of the shaft which (depending upon the number of
cylinders) is composed of one or more cranks rigidly
attached to one another and arranged to work about a
common axis viz.: that of the propeller shaft.
Crank shafting may be either built up or forged.
Built up crank shafts are composed of a series of
crank pins, crank axles, and crank webs formed sepa-
rately and shrunk and keyed together. This type is
common in merchant practice where might is not of
first importance. It lends itself readily to fabrication
and repair. *
Forged crank shafting is cut and machined from a
single forging. It effects a saving in weight over the
built-up type and is becoming more popular. It is at
the present time universally used in naval practice
and in high grade work outside naval practice.
Crank Shaper. See SHAPER, CRANK.
Crank or Tender. That quality by which a vessel
assumes large angles of heel as a result of the action
of comparatively small forces. It is the result of a
small metacentric height.
Cribbing. Foundations of heavy blocks and timbers
for supporting a vessel during the period of construc-
tion.
Cringles. Iron thimbles or grommets worked into or
attached to the edge, head, leech, or clew of a sail for
making fast the bowline, bridles, earrings, sheets, etc.
Critical Docking Draft. That draft at which a vessel
loses her initial stability when being docked. When
the draft of a vessel in process of docking or undock-
ing is less than the critical docking draft either bilge
blocks or shores must be in place to prevent the devel-
opmcnt of a list.
Critical Speed. Same as Squatting Speed.
Cross. A pipe fitting composed of four branches, so
constructed that one pair is on one axis and the other
pair is on another axis, the axes being at right angles.
Cross Beams, Hatch. A term applied to the portable
athwartship beams in a hatch that support the fore and
afters which in turn support the hatch covers. Also
applied where these beams support the hatch covers
directly without fore and afters, in which case the
hatch covers must run fore and aft.
Pages 379, 412, 418, 422, 559, 560, 561.
Cross Curves of Stability. A series of curves of right-
ing arm plotted to a base of displacement, each curve
being drawn for a given degree of heel. In preparing
such a series of curves it is customary to assume for
all displacements an axis or point of reference at a
fixed distance above the vessel's base, and to compute
the values of righting arm from this axis.
The ordinary curve of statical stability corresponding
to any loading may be derived by correcting the right-
ing arms as taken from the cross curves for the var-
ious angles of heel at the proper displacement by an
amount equal in each case to the difference between
the correct height of the center of gravity and the
height of the axis or base assumed for the cross curves
multiplied by the sine of the angle of the cross curve.
Cross-Cut Shaw. See SAw, CRoss-CUT.
Crosshead. That part of a reciprocating engine which
attaches directly to the outer end of the piston rod
and acts at once as the connection between piston and
connecting rod and as a guide to the former to keep
it in line with the axis of the cylinder in spite of the
transverse component set up by the connecting rod due
to its angular position.
The crosshead of the usual marine type consists
essentially of a body into which the piston rod is set
and secured by a nut. From this body extend pins to
take the jaws of the connecting rod and at right
angles to these pins (termed crosshead pins) extend
arms to carry the slides for the maintenance of proper
alignment.
There are several types of crossheads, but they are
all as above described in principle. -
Crosshead Guide Bars. Parallel, fixed members be-
tween which the crosshead works, it being held to a
straight line reciprocating motion by means of the
crosshead guides or slippers bearing against the guide
bars.
These members are made of cast iron carefully
finished.
Crosshead Nut. A nut intended to secure the piston
rod against turning in or out of the cross head.
Crossjack. The lowest yard carried on the mizzen mast
of a vessel. Sometimes used with reference to the sail
carried by this yard.
Cross-Over. A pipefitting or a pipe, having a double
offset which is used to allow one pipe to pass over
another.
Cross-Trees. A term applied to athwartship pieces
fitted over the trees on a mast. They serve as a
foundation for a platform at the top of a mast or as a
support for outriggers.
Crown. Term sometimes used denoting the round up
or camber of a deck. The crown of an anchor is
located where the arms are welded to the shank.
Crown Sheet, Boiler. See BoILER CRowN. SHEET.
Crows Nest. A lookout station attached to or near the
head of a mast.
Pages 320, 343.
Crucible Steel. See STEEL AND IRON.
Cruiser. A vessel designed to keep at sea for extended
periods. Such scantlings are fixed and type of ma-
chinery selected as will insure exceptional seaworthi-
ness. A war vessel in which the protection against
gun fire is more or less sacrificed for speed or long
radius of movement.
32
CRU
DAV
SHIPBUILDING CYOLOPEDIA
Cruising Turbine. See TURBINE, CRUISING.
Crutch. A term applied to a support for a boom. Also
applied to the jaw of a boom or gaff.
Cuddy. A galley structure on deck; a small cabin.
Current, Alternating. See ALTERNATING CURRENT.
Current, Direct. See DIRECT CURRENT.
Curve of Areas of Midship Section. A curve indicating
the area of midship section below any waterline under
consideration.
Curve of Areas of Water Plane. A curve indicating
the area of water plane corresponding to any draft.
Curve of Center of Gravity of Water Plane. A curve
indicating the longitudinal position of the center of
gravity of the ship's water plane for any and all drafts.
Curve of Displacement, Fresh. Same as CURVE of DIS-
PLACEMENT, SALT WATER; excepting that the ship is
considered as floating in fresh water of thirty-six
cubic feet per ton.
Curve of Displacement, Salt. A curve which indicates
for any draft the corresponding displacement of the
vessel, the ship being considered as floating at designed
trim in salt water of thirty-five cubic feet per ton.
Page 228.
Curve of Longitudinal Center of Buoyancy. A curve
so plotted as to show the variation in value of the dis-
tance of the vessel's center of buoyancy from a given
reference line (generally the half length) measured in
a fore-and-aft direction and corresponding to varia-
tions in draft and displacement.
Curve of Longitudinal Metacenter. A curve so plotted
as to show the variation in value of the longitudinal
metacentric radius or of the height of the longitudinal
metacenter above base corresponding to variations in
draft and displacement. -
Curve of Moment to Alter Trim. A curve which
indicates the approximate moment in foot tons which
at any draft is required to alter the trim of the vessel
by one inch.
Curve of Sectional Areas. A curve, plotted from a
straight base line, representing the length of the ship,
the ordinates of which represent to scale the areas of
the vessel's immersed cross sections at corresponding
points. The area under this curve represents to scale
the volume of the displacement. The center of gravity
of this area represents the longitudinal center of
buoyancy of the displacement.
Pages 169, 170, 177, 178, 187, 188, 224.
Curve of Tons per Inch of Immersion. A curve indi-
cating for any draft the number of tons of additional
load which would be required to immerse the vessel
one additional inch.
Curve of Transverse Metacenter. A curve so plotted
as to show the variation in value of the transverse
metacentric radius or of the height of the transverse
metacenter above base corresponding to variations in
draft and displacement.
Curve of Vertical Center of Buoyancy. A curve so
- plotted as to show the variation in value of the dis-
tance of the vessel's center of buoyancy measured
vertically above or below a horizontal reference line
(generally the molded base or the plane of flotation)
and corresponding to variations in draft and displace-
ment.
Cutter. A boat carried by war vessels.
In the United States Navy, these boats are of
robust construction, seaworthy, and used for purposes
of general utility.
Cutters or Burners. Workmen who operate gas cutting
tools to sever, trim or cut away surplus metal.
Cutwater. A timber bolted to the forward side of the
stem in wood ships. The forward edge of the stem in
steel vessels is also called the cut-water.
Cylinder. That portion of the reciprocating engine in
which the steam acts to force the piston from one end
to the other and vice-versa. The name is derived
from its internal shape inasmuch as its exterior is
complicated by various attachments and additions. The
cylinder is made of the highest grade of cast iron, the
interior being carefully bored to a smooth cylindrical
shape for the passage of the piston.
With the barrel of the cylinder are usually cast the
lower head, valve casings, chests, ports, passages, etc.,
also the lugs for the attachment of the columns, braces,
etc. The upper head or cover is cast separately and
attached to the barrel by means of studs and nuts.
The lower cover is fitted with a stuffing box and gland
to permit the free passage of the piston rod but to
prevent the escape of steam. The interior faces of the
piston covers are so shaped as to conform closely to
the contour of the piston faces in order to cut down
the volume of clearance as much as practicable. Fre-
quently the inner surface of the cylinder barrel is
formed by a liner cast of fine grained extra hard iron.
It is then possible to replace the liner in case of exces-
sive wear. Such a liner also forms one side of the
jacket space in case the cylinder is to be steam
jacketed. In case steam jacketing is contemplated all
joints must be carefully made in order to avoid steam
leaks.
In the ordinary triple expansion engine with three
cylinders, the cylinders are known as high pressure,
intermediate and low pressure respectively.
Cylinder, Gas Engine. See GAs ENGINE CYLINDER.
Cylindrical Coefficient. See CoEFFICIENT, CYLINDRICAL.
D
Davit. A crane used to lower and raise lifeboats and
sometimes anchors. The rotary, or most common type,
consists of a vertical pillar, round in section, with the
upper portion bent in a fair curve and having suf-
ficient out-reach to clear the side of the ship plus
clearance. Each lifeboat has two davits, one near its
bow and one near its stern; and they both rotate, lift-
ing the boat from its stowage position on the deck,
and swinging it clear of the side. This type of davit
is usually stepped in a socket attached to the side of
the vessel or on the first deck below the boat deck
near the side. At the boat deck level it is held in place
by a keeper or bearing. Page 689.
The rules of the American Bureau of Shipping
state that boats' davits should not be less in diam-
eter than given by the following formula, when
they are required to carry the boat, its equipment
and a sufficient number of men to launch it,
d = WL X B X D (H -- 4R)
144
diameter of davit in inches.
length of boat in feet.
breadth of boat in feet.
depth of boat in feet.
height of davit in feet above point of support.
R = outreach of davit in feet.
When it is required that the davits shall carry the
d
L
B
D
H
:
33
DAV
CYCLOPEDIA DEA
SHIPBUILDING
boat, its full load of passengers and equipment, the
divisor should be 86 for iron and 104 for solid ingot
steel davits having a tensile strength of from 58,240
to 71,680 lbs. per sq. in.
Lloyd's rules state that in the case of boats and
davits of ordinary proportions, the diameter d of
the davit in inches must be obtained by using the fol-
lowing formula:
d = ML & Ex D (H+ is
C
where L, B and D are the length, breadth and depth,
respectively, of the lifeboat. H is the height of the
davit above the keeper, and S is the spread or out-
reach of the davit, each of these dimensions being in
feet.
The value of the constant C is to be as follows:
1. When the davit is to be of wrought iron and
of sufficient strength to carry the boat and its equip-
ment and a sufficient number of men to launch it, the
value of C is to be 144.
2. When the davit referred to in (1) is to be of
wrought ingot steel of from 28 to 32 tons per square
inch tensile strength, the value of C is to be 174.
3. When the davit is to be of wrought iron and of
sufficient strength safely to lower the boat fully
equipped and carrying the maximum number of per-
sons for which it is intended, the value of C is to
be 82.
4. When the davit referred to in (3) is to be of
wrought ingot steel of from 28 to 32 tons per square
inch tensile strength, the value of C is to be 99.
When the weight of the boat and its complement is
known, the diameter can be calculated by the follow-
ing formula:
f = My + P
I TA
where
M = the bending moment, caused by the weight
suspended from the davit head, in inch lbs.
y = the radius of the davit in inches.
I = the moment of inertia of the section of the
davit in inches X square inches.
f = the allowable working stress in lbs. per square
inch.
P = the downward component of the weight sus-
pended from the davit head that is parallel to the cen-
ter line of the straight portion of the davit.
A = the area of the section of the davit in square
inches.
6- Angle of //ee/
//= Ax Z + Jºx//- Wr/?
Two questions that require consideration are the
heel of the ship to be taken, and the proportion of the
total weight of the life boat including equipment and
complement that comes on one davit. The Naviga-
tion Laws specify that “the davits shall be of such
strength that the boats can be lowered with their full
complement of persons and equipment, the vessel being
assumed to have a list of 15°.”
It is often the case that one end of a life boat is
dropped ahead of the other, which causes an unequal
distribution of the weight on the davits and also a fac-
tor of impact. In addition to this, the inertia of the
life boat caused by the termination of a roll of the
ship in one direction adds to the strain on the davits.
It is, therefore, advisable to allow at least three quar-
ters of the weight of the life boat, equipment and com-
plement as coming on one davit.
Rotary davits are also made of rolled H section,
and when so made they should have a sectional modu-
lus equivalent to the round section.
Davit Bearing. See DAVIT KEEPER.
Davit, Cat. A davit used in raising an anchor from the
surface of the water or from under the hawse pipe.
Davit Cleat. This cleat is used for fastening the end
of the boat falls. It is generally seized or lashed to
the davit.
Davit Fairleader. An eye fitting seized or lashed to
the davit and used to lead the end of the boat falls
from the fixed block to the cleat.
Davit, Fish. A davit used in pulling an anchor on
board from under the cathead.
Davit Head. This term applies to the swelled part of
the top of the davit to which the boat falls are at-
tached. This attachment is usually done with an eye
bolt but sometimes with a yoke and bolt.
Davit Keeper. A ring-shaped fitting whose function is
to hold the davit in position and also to serve as a
side bearing.
Page 689.
Davit, Mechanical. Mechanical davits are those that
are forced outboard by a mechanism.
Pages 819, 822.
Davit Pivot Disc. A circular piece of hardened stee?
with one side flat and the other side having a convex
conical surface. It is set in the bore of the davit
socket to form a pivot bearing for the foot of the
davit.
Page 689.
Davit Socket. The fitting into which the foot of the
davit is set. When used with a keeper or bearing it
is a small casting a few inches in height. It is not
uncommon to combine both keeper and socket in one
piece which requires a much higher casting with a
broader base.
Page 689.
Davit Spreader. A spectacle-shaped fitting, fastened,
to the davit head for the purpose of attaching the
end of the guy rope leading to the deck and the end
of the span rope between davits.
Page 689.
Dead Center, Dead Point. Those points during the
stroke of a reciprocating engine at which the line of
action of the connecting rod and the axis of the crank
shaft lie in the same plane.
Dead Eye. A solid oblate or flat circular piece of hard
wood having three holes for reeving a lanyard in
setting up the standing rigging. Where this method
of setting up is employed, the lower dead eye is
attached to the chain plate, the upper one to the shroud
or stay, the lanyard is then rove through the two dead
eyes forming a three-fold purchase.

34
DEA SHIPBUILDING CYOLOPEDIA DEC
Dead Flat. The midship portion of a vessel through-
out the length of which a constant shape of cross
section is maintained.
Dead Light. A term applied to a port lid or cover. A
metal shutter fitted to protect the glass in a fixed or
port light. •
Dead Load, Nautical. A term used meaning the weight
of cargo and stores carried by a vessel. A load
steadily applied, as the weight of merchandise stored
in a warehouse. In computing stresses in any structure
the weight of the structure itself, if not moving, is a
dead load.
Dead Plate. A flange at the lower edge of the furnace
front or a plate which supports the forward end of
the grate in a boiler.
Deadrise. The angle which the straight portion of the
bottom floor of the midship section makes with the
base line. It is expressed by the number of inches
rise above the base line in the half beam of the vessel.
Deadweight. The total weight of cargo, fuel, stores
and water which a ship can carry when at her designed
draft. The term is frequently used as descriptive of
the vessel's size. It must not be confused with the
volume or cubic capacity of stowage space. See also
“Useful Load.” Deadweight is usually expressed in
long tons.
Pages 155, 156.
Deadweight, Cargo Factor. A constant which if multi-
plied by the registered tonnage will give as a result the
approximate deadweight cargo which the vessel can
carry. The factor or multiplier to be used is, accord-
ing to rule, 1.5.
Deadweight Efficiency. The ratio of the deadweight
to the designed displacement.
Deadwood, After. Timbers built up between the keel
and keelson in the vicinity of the stern post.
Plate XXV.
Deadwood, Fore or Stem. Reinforcing timbers placed
back of the joint of the stem and keel.
Plate XXV.
Dead-works. All parts of a vessel extending above
the load water line.
Deck. A deck in a ship corresponds to the floor in a
building. It is the plating, planking, or reinforced
concrete covering or any tier of beams above the inner
bottom, forming a floor, either in the hull or super-
structure of a ship.
Pages 496, 521 to 527.
Plates XXXIX, XL, XLI, XLII.
The American Bureau of Shipping requires that
Weather Decks are to be thoroughly calked and
watertight; decks below the weather deck, which are
not protected by watertight superstructures, are also
to be calked and watertight; other laid decks which
are not watertight will be entered in the Record Book
as “n. c.” (not calked).
Testing.—Watertight decks are to be subjected to
hose-testing after all fittings are fastened in position;
the pressure of water in the hose is not to be less than
30 pounds per square inch. Gutter waterways are to
be tested by flooding or hose testing before any ce-
ment is laid. In passenger spaces the requirement as
to hose-testing of decks may be modified.
It is recommended that the weather portion of all
Strength Decks be plated throughout the midship half
length and the plating gradually tapered from thence
to the stringer plates; in Vessels of and over 250 feet
length this recommendation becomes a requirement.
In Vessels of and over 300 feet length the Strength
Deck is to be plated throughout the midship three-
quarters length, and the plating gradually tapered
from thence to the stringer plates; in Vessels of and
over 400 feet length at least one deck is to be com-
pletely plated. The portion of deck forming the crown
of the machinery space is to be plated in all Vessels.
The area of deck material on each side of the open-
ings within the midship half length, is not to be less
than given in the Bureau's tables for the respective
decks; the areas in way of openings outside the mid-
ship half length are to be proportional to the midship
area and the area of the stringer plate at the ends,
i.e., at three-quarters length the required area is half
the sum of the midship and end areas.
Frames are not to extend through the stringer plates
of weather decks. Where frames pass through water-
tight decks below the weather deck, a continuous
stringer angle is to be fitted along the inner edge of
the frames; the spaces between the stringer an-
gle and the shell plating are to be filled with close
fitting chocks of wood or plate secured in posi-
tion and covered with a good body of cement, or are
to be made watertight by other equally effective means.
Butts of stringer plates, stringer angles and adjoin-
ing shell plates are not to be less than two frame
spaces clear of one another. Butts of inner stringer
angles are to be strapped by efficient angle or plate
back pieces, not by bosom pieces.
Wood Decks, where watertight, are to have planks
of good quality, thoroughly seasoned, free from rot,
sap, and shakes, and reasonably free from knots; satis-
factory evidence must be produced to the Surveyors
that the planks have been cut and stacked for a suf-
ficient time, or that they have been properly seasoned
by approved artificial means. White pine and teak
planks may be 6 inches wide; yellow, Oregon, and
kauri pine planks are not to be more than 5 inches
wide; Oregon pine planks are to be laid with the grain
vertical. Thwartship planks are to be laid at hatch-
way and other coamings on weather decks to protect
the plank ends from contact with metal; margin planks,
to which stanchions, etc., are bolted, should be teak;
those in Sailing Ships are to be teak or greenheart.
Deck planks are to be laid directly on top of beams and
bedded home on plates to the exclusion of padding;
the average thickness of pine weather decks is to be
such that individual planks shall not be less than 2%
inches thick, and of teak decks that individual planks
shall not be less than 2 inches thick. Fastenings are to
be made with galvanized bolts and nuts at each beam
where beams are fitted to alternate frames and no steel
deck is laid; where planks are laid on tie plates or steel
plating the fastenings are to be arranged at the beams
and between the beams in such fashion as to secure
rigidity in the plates; the bolts are to have white
leaded grommets under the heads, and are to be cov-
ered with turned dowels bedded in white lead or other
suitable substance; % inch bolts may be used in pine
planks up to 3% inches and in teak planks up to 2%
inches thick; planks of greater thickness are to be
fastened with 5% inch bolts; planks up to 6 inches in
width may have single fastening, broader planks are to
be double-fastened. Butts are to be arranged so that
there are at least three planks between any two butts
in the same beam space; reverse clips or plates are to
be fitted on unplated beams within the midship half
length to take the butts of planks in weather decks.
Deck End Plates are to be fitted at ends of all deck
35
DEC
DEC
SHIPBUILDING CYOLOPEDIA
openings of sufficient width to provide for the efficient
fastening of the deck ends; in way of transverse bulk-
heads the beams are to be plated over and the deck
specially supported and stiffened as may be required
to provide rigid support to the bulkhead.
Tie-plates are to be fitted under the coamings of
deck houses and alongside all openings in wood decks,
of sufficient breadth and thickness to withstand the
pressure of the deck calking; these tie plates are also
to provide good foundation for the deck houses and
effective resistance to lateral movement in way of the
deck openings; in the latter case the thickness of the
tie-plates at hatchways and other large openings should
not be less than that of the stringer plates and the
widths not less than one-tenth of the length of the
opening; the tie-plates are to extend two or three
frame spaces beyond the opening where its length ex-
ceeds 13.5. Tie-plates are to be fitted under wood
decks at each line of stanchions, they are to be of
not less thickness than the stringer plates, and to have
a width not less than .025 of the molded breadth.
Diagonal Tie-plates are to be fitted on the wedging
deck of Sailing Vessels, in way of each mast; in Sail-
ing Vessels over 200 feet length they are to be fitted
over four-fifths of the length of the Freeboard Deck;
diagonals are to cross one another at an angle of 90°;
they are to have thicknesses not less than those of the
stringer plates and breadths not less than 025;
of the modeled breadth; they are to be well bolted to
the deck planks and their connections are to be so
arranged that only one thickness of plate requires to
be scored out of the deck planking.
Mast Partner plates on the wedging deck are to be
in width not less than two and a-half times the diam-
eter of the mast and in thickness not less than re-
quired for the Strength Deck stringer plate amidships;
they are to be at least four frame spaces in length and
are to be fitted with mast coamings as required by
the following paragraph :
Mast Openings on weather and wedging decks are
to have coamings formed of bulb plate and angle, or a
bulb angle riveted to mast partners or plating; the
height of the coamings is to be one-third the diameter
of the mast or 9 inches whichever is the less. In all
cases where beams are cut, efficient carlings are to be
fitted.
Waterway Angles are to be of sufficient depth and
thickness to effectively withstand the pressure of the
deck calking; the waterways are to be watertight
and tested by flooding or hose-testing before any
cement is laid.
Coaming Angles are to stand at least half an inch
above a laid wood deck; where thick coaming plates
are not fitted at the base of houses, casings, etc., the
coaming angles on weather decks are to be at least
40” thick and are to stand 6 inches above the top of
the deck.
Compensation at openings, in addition to fulfilling
the preceding requirements, is to provide against local
stresses by means of doublings, long overlaps, or in-
creased thickness of plating at the corners of all large
openings in Rule decks, as may be required. In
way of the machinery space special attention is to
be paid to the maintenance of lateral stiffness by
means of through beams and plating and the pro-
vision of thoroughly effective deck support; these
arrangements are to be submitted and approved in
the initial stages of construction; no departure from
the approved arrangements is to be made without
having been submitted and accepted as equally ef-
fective. Where the continuity of decks is broken
every precaution is to be taken to maintain uniformity
of stress; where Strength Decks are at different levels,
the deck material at each level is to be effectively over-
lapped and thoroughly tied together by diaphragms,
webs, brackets, etc., to the satisfaction of the Com-
mittee. Where quarter decks abut upon bridge decks
and the change in level is comparatively small, it is
recommended that the Quarter Deck be gradually
raised at the fore end to the level of the Bridge Deck
so as to form a continuous deck. Where the Free-
board and Bridge Decks are the respective Strength
Decks, the Freeboard Strength Deck material is to ex-
tend well into the bridge, and such strong webs,
diaphragms, or other satisfactory arrangements are
to be provided as will compensate for the discontinuity
in the hull girder; special support which extends ef-
fectively to the bottom of the Ship is to be provided
below the lower Strength Deck, in the form of stanch-
ions, fore and aft diaphragms, and partial or com-
plete bulkheads.
Deck, After. A term applied to a deck aft of the
midship portion of a vessel.
Deck, Anchor. A term applied to the top of a small
forecastle that is principally used for storage of
anchors or for supporting anchor handling devices.
Deck, Awning. A term applied to a deck fitted from
bow to stern on a light superstructure. The space
below it is completely closed in and may be used for
passengers or for the stowage of small or light cargo.
Deck Beam. See BEAM, DECK.
Deck Beam Clamp. See CLAMP, DECK BEAM.
Deck, Boat. A superstructure deck provided for the
stowage of the life boats and also generally used for
staterooms or quarters.
Page 521.
Deck Bolts. The bolts that are used in fastening plank-
ing to the deck beams.
Page 528.
Deck, Bridge. A term applied to the deck forming the
top of a bridge house, or partial superstructure. See
BRIDGE.
Page 522.
Deck, Bulkhead. The uppermost continuous deck to
which all the main transverse watertight bulkheads
are carried. This deck should be watertight in order
to prevent any compartment that is open to the sea
from flooding the one adjacent to it.
Deck, Calked. A term applied to a steel deck having
the edges of such plating and bars as are necessary
to secure watertightness calked.
It is applied to a wood deck when the seams be-
tween the planking are filled with cotton or oakum
and payed with marine glue. Where planking is laid
over a steel deck it is advisable to calk the planking
only because any leaks in the wood covering would
be held by the steel deck causing the wood to rot.
Deck, Canvas Covered. To secure water tightness
wood decks that are not calked and also wood decks
within the quarters are often covered with canvas.
After the canvas is laid it is given a coat of paint.
Deck Cargo. A term applied to a cargo carried on
deck. Lumber or barrels are commonly carried on
deck, but in any case the stability of the ship and the
liability of having the cargo washed overboard should
be given serious consideration.
36
DEC
DEC
SHIPBUILDING CYCLOPEDIA
Deck Covering, Decking. Various compositions and
materials have been used for covering decks. The
light upper weather decks are commonly covered with
canvas and then given a coat of paint.
The heavy steel weather decks, when not planked
over, are often covered with a composition which
serves as a protection to the steel and makes a better
surface for working.
The decks in the living quarters are usually cov-
ered with linoleum or some composition with the
object of protecting the steel and of providing a sur-
face that is easily kept clean and sanitary. In addi-
tion to the above some of the compositions are in-
sulating and fireproof as well as elastic and neat ap-
pearing.
The American Bureau of Shipping requires that
Deck Compositions may be laid on Steel decks which
are not exposed to weather, excessive moisture or heat,
provided the material is not destructive to steel or
is effectively insulated from the steel by a non-cor-
rosive protective covering, which is proof against at-
tack by chlorides. Samples taken from the composition
by the Surveyors, while it is being laid, are to be sub-
ject to independent analysis at the cost of the manu-
facturers. The steel plating is to be thoroughly cleaned
with alkaline solution before the composition is laid.
Large areas of deck are to be divided by cabin sills,
angles, etc., or holdfasts are to be fitted not more
than 3 feet apart. The steel plating under such com-
positions is not to have less thickness than required
for unsheathed decks by the Bureau tables.
Pages 808, 809, 810, 811.
Deck Dowels or Plugs. Cylindrical plugs used to cover
the heads of the bolts fastening the deck planking.
Page 528.
Deck Cable. See ELECTRIC WIRE AND CABLE. *
Deck Drain. A fitting attached to the deck in wash-
rooms, shower spaces, etc., to which the drain pipes
are connected. Page 611.
Deck Erection. A term applied to a forecastle, bridge
poop or deck house erected on the upper deck.
Deck Fitting. A fitting attached to a deck where a
pipe line penetrates and the water tightness of the deck
is to be maintained.
Pages 611, 1055.
Deck, Flush. A term applied to a deck having no poop,
bridge or forecastle erection that extends from side to
side of the vessel.
Deck, Forecastle. A term applied to a deck worked
from the stem aft over a forecastle erection.
Deck, Freeboard. The deck to which the classification
societies require the vessel's freeboard to be measured.
Usually the upper strength deck.
Deck Girder. See GIRDER, DECK.
Deck, Harbor. A term applied to the side deck lying
close to the water line in a turret deck vessel. It is
formed by the reverse curve of the plating lying
between the trunk and sides of the vessel.
Deck Heights. The vertical distance between the
molded lines of two adjacent decks.
Deck Hook. See Hook, Deck.
Deck House. A term applied to a partial super-
structure that does not extend from side to side of a
vessel like a bridge, poop or forecastle.
Pages 521, 579, 580, 581, 583, 584.
Deck, Hurricane or Promenade. A term applied to an
upper superstructure deck on passenger ships.
Deck Line. A line drawn through the intersection of
the molded line of the deck beams and the molded
line of the frames. Approximately the intersection of
the lower surface of the deck stringer plate with the
inner surface of the shell plating.
Deck, Lower. A term applied to lowest deck in two
and three deck vessels, and in the next to lowest in
vessels having four or more decks.
Deck Machinery. A term applied to capstans, wind-
lasses, winches and miscellaneous machinery located
on the decks of a ship.
Deck, Main. A term applied to the principal deck.
It is usually the one next below a complete top or
upper deck.
Deck, Orlop. A term applied to the lowest deck
in a ship having four or more decks.
Deck Paint. See PAINT.
Deck Pillar. See PILLAR, DECK.
Deck Planer, Portable. See PLANER, Wood PortABLE.
Deck Planks or Planking. A term applied to the wood
sheathing or covering on a deck. Oregon, yellow
pine or teak are used for this purpose. The seams
between the planking should be thoroughly calked.
Page 528.
Deck Plates. Watertight hand or manhole plates
usually let in flush with the deck for access to coal
bunkers, operating rods, etc.
Deck Plate, Sounding Tube. A fitting attached to a
deck and forming the terminal for a sounding tube. A
screw plug is provided and is removed when sounding
the inner bottom tanks.
Pages 611, 1002.
Deck, Platform. A term applied to a partial deck fitted
in the hold of a ship.
Deck Plating. A term applied to the steel plating
covering a deck.
Pages 496, 521 to 525.
Plates XXXIX, XL, XLII.
Deck Plug. A wood plug set in over the head of a
deck bolt and cut flush with the surface of the plank-
ing.
Page 528.
Deck, Poop. A term applied to a deck worked from
the stern forward over a poop erection.
Page 496.
Deck, Promenade. An upper superstructure deck on
a passenger ship designed as a promenade for the pas-
sengers.
Deck, Quarter. A term applied to the after portion
of a weather deck. In a warship that portion allotted
to the use of the officers.
Deck, Raised Quarter. Term applied to the after por-
tion of a weather or upper deck that is raised a few
feet above the forward portion.
Deck Scuppers, Upper. Scuppers for draining water
from the upper deck, gutters or waterways.
Deck, Shade. A very light deck fitted from bow to
stern to provide protection against the weather.
The sides below this deck are fitted with openings.
Deck, Shelter. A deck similar to an awning deck, but
built on a very light superstructure.
Deck, Spar. A term applied to a deck fitted from bow
to stern on a superstructure having heavier scantlings
than those under an awning deck.
Deck, Steel. A deck constructed of steel plating on
steel deck beams.
Deck Stringer. See STRINGER, DECK.
Deck Stringer Bar. See STRINGER, BAR.
37
DEC
DIA
SHIPBUILDING CYOLOPEDIA
Deck, Tongue and Groove. A deck covered with thin
machined planks and generally used on the upper light
decks of vessels.
Tongue and groove decks are usually covered with
canvas after which a coat of paint is applied.
Deck, Tonnage. The tonnage deck in vessels having
three or more decks to the hull is the second deck
from the keel, and in all other cases it is the upper
deck of the hull.
If the second deck from the keel consists of severa'
partial decks extending with breaks from stem to stern,
the line of that course of decks must be taken as the
tonnage deck; and if the partial decks are at different
heights, the line of the lowest will be taken as the
tonnage deck and the head room above such line under
the higher will be measured.
Deck, Trunk. A term applied to the top of a fore and
aft trunk erected on the upper deck.
Deck, Turret. A term applied to the top of a trunk
formed by curving in the sides of a vessel to form a
side deck close to the water line and then curving the
side deck up to form the sides of the trunk. In this
way the plating makes a reverse curve from the sides
of the ship to the top of the trunk.
Deck, Turtle. A term applied to a weather deck that is
rounded over so that it has a shape similar to the back
of a turtle. It is used on ships of the whaleback type
and on the forecastle decks of torpedo boats.
Deck, "Tween. A term applicable to any deck below
the upper deck. Also the space between decks.
Deck, Upper. Generally applied to the uppermost con-
tinuous weather deck. Where this is an awning, shade
or shelter deck, these terms should apply and the deck
next below may be called the main or upper deck.
Plate XXXIX.
Deck, Weather. A term applied to the upper, awning,
shade or shelter deck or to the uppermost continuous
deck exclusive of forecastle bridge and poop that is
exposed to the weather.
Deck, Wood. A term applied where a deck is con-
structed of wood planking. Also applied to the wood
sheathing on a steel deck. Teak, Oregon or yellow
pine are most commonly used for wood decks.
Deep Floor. See FLOOR, DEEP.
Deep Frame. See FRAME, DEEP.
Deep Tank. A tank extending from the bottom of a ves-
sel or from the top of the inner bottom up to or higher
than the lower deck. Deep tanks are commonly fitted
either forward or abaft the machinery space in cargo
vessels. They are fitted with hatches, so that they
may be used for cargo when loaded as well as for
ballast water when light.
Deep Water Line. The water line at which a vessel
floats when carrying the maximum allowable load.
Delivery Valve. See VALVE, DELIVERY.
Depth by American Bureau of Shipping Rules. The
depth is the molded depth in feet, measured at the
middle of the Vessel's length on the estimated sum-
mer load line, from the top of the keel to the top of
the deck beams at side from which the freeboard is
estimated. In cases where watertight bulkheads are
carried to a deck above the Freeboard Deck and it is
desired to have them recorded in the Register as ef-
fective, D is to be taken to the Bulkhead Deck.
Depth of Hold. The vertical distance between the top
of floor at center or double bottom at side and the
top of main deck beam at the vessel's center line
amidships.
Depth by Lloyd's Rules. The depth at the middle of
length from the top of keel to the top of beam at side
of uppermost continuous deck, except in awning or
shelter deck vessels, where it may be taken to the deck
next below the awning or shelter deck, provided the
height of 'tween decks does not exceed 8 feet. When
the height of 'tween decks exceeds 8 feet the depth is
to be taken from the top of keel to a point 8 feet below
the awning or shelter deck.
Depth Molded. The vertical distance from top of
beam of uppermost strength deck at side of vessel
amidship to top of keel.
Page 160.
Depth Recorder. A device invented by Sir Wm.
Thompson, consisting of a composition cylinder con-
taining a piston upon which the water acts against a
spring. The distance the spring is compressed is re-
corded by a marker on the piston stem. As the re-
corder is brought to the surface, the piston returns
to its original position but the marker remains at the
point to which it was pushed, thereby indicating the
depth to which the recorder was lowered.
Depth, Register. The register depth should be taken
from the underside of the tonnage deck plank, mid-
ship, to the ceiling in the hold, average thickness, at
the side of the keelson, in a direction perpendicular
to the keel, which may be done by a square placed
upon the upper side of the keelson.
If the vessel has a third deck, then the height from
the top of the tonnage deck plank to the under side.
of the upper deck plank shall be accounted as the
height under the spar deck.
Derrick. An apparatus designed to hoist heavy weights.
The general design of a derrick is similar to that of a
post crane except that the boom is hinged at the heel
which allows it to be set at any angle with the post.
The post of a derrick usually rotates with the boom.
Page 855.
Derrick, on a Ship. A spar or a boom, one end of
which is stepped in a pivot bearing on the lower por-
tion of a vertical post erected on the deck of a ship
or on a pedestal fitted to the deck at the foot of the
vertical post. A hinged connection fitted to the pivot
bearing allows the boom to be inclined at any angle
with the post while the pivot permits it to be re-
volved.
The derrick is fitted with ropes, guys and tackles
and is used for transferring cargo from and into the
holds. Unlike most derricks on land the derrick post
itself does not revolve.
Pages 319 to 352.
Designing Engineers.
Destroyer. A naval vessel of small displacement and
maximum speed having a battery of light rapid-fire
guns and heavy deck torpedo tubes. These vessels
have a moderate steaming radius and are intended for
the protection of capital ships and for convoy and
Scouting duty.
See ENGINEERs, DESIGNING.
Destroyer Leader. A war vessel of the destroyer type
but larger. Her greater size makes it possible to pro-
vide more comfort for the personnel, a slightly heavier
battery, slightly more speed, and a considerably greater
cruising radius than is possible in a destroyer.
Devils Claw. See CHAIN STOPPER.
Diagonal Plates. A term applied to plates fitted di-
38
DIA
DON
SHIPBUILDING CYCLOPEDIA
agonally across the deck beams to tie them together.
Wood planking is fitted above them.
Diaper Plate. See Horses Hoe PLATE.
Diaphragm, Turbine. See TURBINE DIAPHRAGM.
Die. A tool, having several cutting edges, used for
cutting threads. In drop forging work a template tool
used to stamp out a piece of work in one operation.
Pages 698, 735, 773.
Die Sinkers. Workmen who make the tools by means
of which the drop forging machines stamp the articles
from the heated material.
Diesel Engine. See ENGINE, DIESEL.
Dipping. The vertical oscillation of a ship resulting
from rolling or pitching. A very low position of the
vessel's center of gravity or marked changes of the
vessel's form in the vicinity of the water-line or a
combination of both tend to accentuate dipping.
Direct Acting Pump. See PUMP. DIRECT ACTING.
Direct Current. An electric current which flows in one
direction.
Direct Driven Pump. See PUMP, DIRECT DRIVEN.
Disc Sander. See SANDER.
Disc Cutter. A large thin metal circular saw without
teeth which revolves at extremely high speed and is
used to cut pieces of metal.
Dish Heaters. A warming closet or oven heated by a
steam coil for use in heating dishes to prevent the
food being rapidly cooled by coming in contact with
the dish.
Dished. A term applied to the end of a cylinder or
drum when it is concave.
Dismantle. To remove the sails, ropes, blocks and
other gear that would become damaged by exposure
if left without care.
Displacement. The amount or quantity of water dis-
placed by a floating vessel. It exactly equals the
weight of the vessel itself with whatever is on board
at the time at which the displacement is recorded.
Displacement may be expressed either in cubic feet
or tons; a cubic foot of sea water weighs 64 pounds
and one of fresh water 62.5 pounds, consequently one
ton is equal to 35 cubic feet of sea water of 35.9 cubic
feet of fresh water.
The designed displacement of a vessel is her dis-
placement when floating at her designed draft. In
merchant vessels this is generally taken with full cargo,
fuel, stores and water on board. In the case of naval
vessels it corresponds to the vessel complete with full
supply of ammunition, and two-thirds full supply of
fuel, stores and water.
Page 155.
Displacement Length Coefficient.
DISPLACEMENT LENGTH.
Displacement, Volume of. The volume of water dis-
placed by a vessel. In the English system of units the
volume of displacement is given in cubic feet and
equals thirty-five times the displacement in salt water
or thirty-six times the displacement in fresh water.
Distiller. A chamber in which steam vapor from an
evaporator is condensed, forming fresh water for
drinking and other purposes. It consists essentially of
a chamber into which the steam vapor enters and is
condensed by a pipe coil through which cold sea water
circulates.
Plate XII.
Distiller Foundation. A term applied to the seating
supporting a distiller.
Distiller Pump. See PUMP, DISTILLER.
See CoEFFICIENT,
Distortion. Deformation from the natural or original
shape of an object.
Ditty Box. A small box fitted with a hinged lid and
lock, used by the crew on war vessels to hold thread,
needles, combs, brushes, etc. -
Dock. A basin for the reception of vessels. Wet docks
are utilized for the loading and unloading of ships.
Dry docks are utilized for the construction or repair
of ships.
Docking Draft, Critical. See CRITICAL DockING DRAFt.
Docking Keel. See KEEL, DoCKING.
Docking Plug. See BLEEDERs.
Dockyard. A yard or plant where ships are con-
structed or repaired.
Dog. A short metal rod or bar fashioned to form a
clamp or clip and used for holding watertight doors,
manholes, or pieces of work in place.
On watertight doors, it is usually a U shaped fitting
composed of two main pieces, one of which is bent to
form a right angle, having a handle on one end, the
other end being passed through a gland in the door
and having a screw thread cut on the end to which
the second piece in the shape of a handle is attached.
The complete dog provides a handle on each side of
the door which when turned works over a wedge on
the door frame and compresses a rubber gasket fitted
to the door against the toe of the flange of the door
frame.
On manhole and hatch covers giving access to com-
partments in the ship's structure, the dogs usually con-
sist of drop forged fittings riveted to the coven. U
shaped openings in the dogs project over the edge
of the cover a sufficient distance to allow drop bolts
hinged to the manhole or hatch frame to be swung
up into the openings and tightened by nuts.
On manholes in boilers and tanks the dog consists
of a strong back fashioned to the shape of an arc
of a circle and spanning the manhole. A stay bolt
passing through the manhole door and through a
boss in the center of the dog allows the door to be
tightened.
On the floor where the ship's framing is curved
to shape, the dog consists of a piece of steel rod bent
to somewhat less than a right angle. One leg of the
dog is put through a hole in the bending floor and
the other end on the frame or piece of work to be
bent. A few blows of the hammer near the apex of
the angle of the dog is sufficient to clamp the work to
the floor.
For holding blocking together, the dog consists of
a rod or bar of iron having its ends bent at right
angles and pointed. In use the pointed ends are driven
into the blocks to be held. Page 814.
Dog, Shore or Dagger. A brace placed in such a po-
sition that it holds the sliding ways from slipping until
all the necessary shores and keel blocks are removed,
when it is itself removed allowing the ship to slide
down the ways.
Dolly Bar. A steel bar used to hold the heads of rivets
while the points are being clinched. A dolly bar is
used where the space is not sufficient to use a hold-
ing on hammer conveniently.
Dolphin. A term applied to several piles that are bound
together, situated either at the corner of a pier or
out in the stream and used for docking and warping
vessels. Also applied to single piles and bollards on
piers that are used for docking and warping.
Donkey Boiler. See BoILER, DON KEY.
39
DON
DOU
SHIPBUILDING CYCLOPEDIA
Donkey Pump. See PUMP, Don KEY.

Door. A swinging, sliding or removable part providing
entrance or access to Staterooms or compartments,
Pages 814, 816.
The American Bureau of Shipping requires that
Watertight Doors are to be of ample strength for the
water pressure to which they may be subjected; they
are to be carefully fitted and should be tested at the
Maker's works; the doors are to be designed so that
they are not likely to be prevented from closing prop-
erly by lodgments of dirt or pressure from coal. The
closing gear is to be accessible in all cases and work-
able from the bulkhead deck; the lead of shafting
should be direct, if possible, and the screw should
work in a gun-metal nut; there should be an index
at the operating position to show whether the door
is open or closed, and clearly marked with directions
for closing the door. Where stiffeners are cut in way
of watertight doors in the lower part of a bulkhead,
the opening is to be suitably framed and bracketed so
as to maintain the full strength of the bulkhead; a
tapered web plate or buttress, stiffened on the edge,
is to be fitted at each side of the door, from the base
of the bulkhead to well above the door opening. Where
stiffeners are not cut in way of 'tween deck doors,
but the spacing of the stiffeners has been increased,
the strength and stiffness provided at the sides of the
doorway are to be such as to provide not less effi-
ciency than the unpierced bulkhead, without taking the
door frames into consideration.
Door, Air Tight. A door so constructed that when
closed air cannot pass through. They are fitted in ait
locks and where air ejection of water is desired.
Door, Boiler Ash Pit. See BoILER Door, Ash PIT.
Door, Boiler Furnace.
Door, Cargo. A door, usually composed of two or
more parts, fitted in the side or an upper bulkhead of
a vessel for the purpose of providing access through
which cargo may be trucked.
Pages 552, 553.
Door, Dutch. A term applied to a door built in two
independent sections, one above the other, so that
the upper half may be open while the lower half is
closed. These doors are commonly used for access
to galleys.
Door Frame. A frame enclosing a doorway. It is
generally composed of a horizontal piece at the top
called a header, a horizontal piece at the bottom called
a sill, the vertical sides called stiles and a piece which
extends around the inside of the frame for the door
to close against called the stop bead.
Door Gangway. A door fitted in the side of a vessel
to provide access for a gangway.
Door, Horizontal or Vertical, Sliding. A door so con-
structed and operated that it can be slid, horizontally
into position in the case of horizontal doors and ver-
tically into position in the case of vertical doors. Such
doors are usually watertight and so fitted with shaft-
ing and bevel gears or other means that they can be
closed from the weather or upper deck.
Pages 554, 555.
Door, Joiner. A light door fitted for access to state-
rooms and quarters where watertightness is not re-
quired. These doors are made of wood, light metal
plating and also of light metal plating on wood frames.
Metal joiner doors are extensively used.
Pages 591, 816.
See BoILER Door, FURNACE.
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joiner door.
aboard ship.
Page 816
Door, Non-Watertight. A term applied to a door that
is not constructed to prevent water under pressure
from passing through.
A term applied to a hollow metal
They are fitted in the living quarters
Door, Screen. A wooden door frame over which single
or double wire mesh is stretched.
Door, Slat or Blind. A door composed of a frame
fitted with slats or blinds. They are fitted in con-
junction with joiner doors to state rooms and also in-
dependently to some compartments.
Page 585
Door, Watertight. A door so constructed that when
closed it will prevent water under pressure from pass-
ing through.
A common type consists of a steel plate, around the
edges of which a frame of angle bar is fitted, having
a strip of rubber attached to the flange that is parallel
to the door plate. The strip of rubber is compressed
against the toe of the flange of an angle iron door
frame by dogs or clamps.
Pages 551, 552, 553, 814.
Door, Weathertight. A term applied to outside doors
on the upper decks which are designed to keep out
the rain and spray.
Double Acting Pump. See PUMP, Double Acting.
Double Bottom. A term applied to the space between
the inner and outer skins of a vessel. Also applied to
indicate that a ship has a complete inner or extra
envelope of watertight plating. A double bottom is
usually fitted in large ships extending from bilge to
bilge and nearly the whole length fore and aft.
According to the American Bureau of Shipping,
Double Bottoms should be fitted all fore and aft
in Vessels of ordinary design having lengths of
300 feet and above; it is recommended that the
inner bottom be arranged to protect the bilge as much
as possible, and that it be extended to the sides of
the Vessel forward of the midship three-fifths length.
The scantlings and arrangements of double bottoms
are not to be less than required by the Bureau's rules
and tables. Details of the construction of all double
bottoms, including proposed arrangements for the
scarphing of keelsons, etc., at the ends of partial
double bottoms, are to be clearly shown on the plans
40
DOU
SHIPBUILDING CYOLOPEDIA DOU
submitted for approval. The sub-division of double
bottoms should coincide approximately with that of
the holds; where the depth of the double bottom ex-
ceeds 36 inches, the tank end floors are to be stiffened
with angles 3 feet apart; the thickness of the divi-
sion plate is not to be less than required for tank
bulkhead plating and the sizes of stiffeners are to be
in accordance with the requirements for tank bulk-
head stiffeners. Where their distance from the Free-
board Deck or Bulkhead Deck exceeds 35 feet the
boundary anglers are to be double-riveted.
Center Girders are to have the thicknesses and
the depths required by the Bureau's tables. They are
to extend as far forward and aft as practicable and
are to overlap the fore end of propeller frame forg-
ings; the plates and top angles may be fitted inter-
costally between floors abaft the midship three-quar-
ters length. The bottom angles are to be fitted in ac-
cordance with the rules for flat plate keels, the ex-
tent of the top angles is to be governed by the same
conditions with the exception that they need not be
doubled forward of the midship half length in Vessels
under 350 feet length. Manholes should be cut for access
to each frame space outside the midship three-quarters
length; they may be cut in alternate frame spaces
elsewhere in ships under 300 feet in length, provided
the depth of the hole does not exceed one-third of
the depth of the center girder; in Vessels of 300
feet length and above, necessary manholes within the
midship three-quarters length are to be specially ap-
proved and compensated.
Intercostal Girders are to be fitted on each side
where the distance from the center girder to the
middle of the margin plate exceeds 15 feet or the
Vessel's breadth exceeds 34 feet; where the spac-
ing between girders exceeds 15 feet, or the Vessel's
breadth exceeds 64 feet, two intercostal girders are
to be fitted on each side. Forward of the midship
half length intercostal girders are to be spaced not
more than 7 feet apart, and forward of the mid-
ship three-fifths length lines of half intercostals, effi-
ciently connected to the floors, are to be fitted be-
tween the full intercostals and extended as far for-
ward as possible; the shell clips in Vessels over 300
feet length are to be of the sizes required for fore-
end frames. Intercostal girders are to be fitted in
the neighborhood of the main lines of bolting for
the machinery and thrust block, in such number and
positions as will insure effective distribution of weight
and sufficient rigidity of structure. Plans showing
the proposed arrangements in relation to the bolting
plan of the engine seat are to be submitted for ap-
proval. Double angles or single angles of equal effi-
ciency are to be fitted on the upper edges of all in-
tercostals under the engines and thrust block, and
also to the shell in cases where the engines are of
high power. Connecting angles are not to be less than
required by the Bureau's table or by the sizes of the
rivets which are used; flanged connections may be
used on one edge (except in the machinery space
and on the shell plating forward of the midship half
length) where the circumstances appear to the Bu-
reau's Committee to justify its adoption, upon the case
being specially submitted.
Where the engines are placed aft or the Vessel
is of very full form forward, the strength of the
structure forward of the midship half length is to be
further re-inforced, to the satisfaction of the Bureau's
Committee.
The engine bed plate and thrust block should be
fastened direct to the tank top; the top plating in
way of same is not to be less than .75" thick and is
to be increased according to the size and power of
the engines; the double bottom is to be efficiently
stiffened under the thrust block, to the approval of
the Bureau's Committee. Holding down bolts for
the main engines are to pass through angle flanges
or are to be kept as close to the angle bars as pos-
sible; if they pass through the flanges of the bars,
the flanges are to be of sufficient breadth to take the
nutS.
The American Bureau of Shipping states that in
view of the rapid corrosion which may occur in ma-
terial which is in close proximity to the boilers, it is
important to have a clear space of at least 18 inches
between the top of tank and the lowest part of
boiler; when the clear space is necessarily less than
18 inches, the thickness of the tank top plating be-
low the boilers is to be increased beyond the tabular
requirements, to the approval of their Committee.
The distance between the boilers and tank top is to
be stated on the plans submitted for approval.
Air pipes are not to be less than 2 inches in di-
ameter, they are to be fitted at each corner of each
tank, or on each side of the center girder if the top
is packed; in the case of small compartments at the
ends of the Vessel, the number of pipes may be modi-
fied; the total area of the pipes should always be
greater than that of the supplying pipes. Arrange-
ments are to be made to permit of the air getting
freely to the pipes while the tanks are being filled,
by means of air holes in plates and shortening the
liners on upper edge of floors, or other efficient
method. Air pipes which are not accessible at all
times are to extend to the Freeboard Deck or the
Bulkhead Deck.
Wells.-Efficient arrangements are to be made for
draining water which may gather above the inner
bottom, and it is recommended that, with the ex-
ception of the after tunnel well, any wells which may
be provided for this purpose should not extend down-
wards for more than half the depth of the double
bottom. A thick steel plate is to be securely fixed
below each sounding pipe for the rod to strike upon.
Testing.—Before the Vessel is launched, and be-
fore the cement is laid at the tank ends or outside
the margin angle, double bottoms are to be tested
with a head of water up to the Freeboard Deck, the
Bulkhead Deck or the overflow from the air pipes,
whichever is highest. Where engines are bolted di-
rect to tank tops, the tanks in way of same are to be
finally tested after the engines are fixed in place.
Double Bottom Cellular. A term applied where the
double bottom is divided into numerous rectangular
compartments by the floors and longitudinals.
Double Bottom Plating. See PLATING, Double Bottom.
Double End Punch. See PUNCH, Double END.
Double Ported Slide Valve. A type of slide valve in
which the ports are so arranged that for a given
movement of valve twice the area of steam port is
uncovered as would be the case in a simple slide
valve of ordinary type.
Double Riveting. See RIVETING, Double.
Double Spindle Lathe. See LATHE, Double SPINDLE.
Double Whip. A rope rove through two single blocks,
41
IDOU
CYCLOPEDIA DRI
SHIPBUILDING
having the standing part made fast to a fixed object
near the upper block or to the block itself.
Doubling Plate. See PLATE, Doubling.
Doubling Shell. See SHELL, Doubling.
Doubling Strake. See STRAKE, Doubling.
Douse. To cover suddenly with a liquid; to lower
quickly as a sail; to extinguish suddenly.
Dowel, Butt. A cylindrical pin used in making end
joints in timbers. A hole of the same diameter as the
dowel is bored in the end of each timber and the pin
is inserted in one timber and then the joint made by
forcing it into the other.
Dowels, Joint. Rectangular blocks inserted in grooves
cut in the sides of a pair of frames or timbers for the
purpose of making them work together.
Downton Pump. See PUMP, Downton.
Draft, Draught (of a vessel). The depth of a vessel
below the waterline measured vertically to the lowest
part of the hull, propellers or other reference points.
Page 160.
Draft Marks. The numbers which are placed at the
bow and stern of a vessel to indicate how much water
she draws. These numbers should be as near the stem
and stern as possible and should be six inches high
and spaced twelve inches apart vertically.
Draft, Mean. The mean of the drafts measured at the
bow and the stern, or in the case of vessels with
straight keels the draft measured at the middle of the
waterline length.
Draftsmen. Men engaged in the preparation of the
general and detail plans from which are built the
ship's hull, machinery, fitting, etc.
Drag. See ANCHOR, SEA.
Drag. The designed excess in draft aft over that for-
ward.
Drain Hole Plug. See BLEEDER.
Drainage System. Piping located in the hold of a
vessel and connected to drainage pumps for pump-
ing overboard accumulations of water in the various
compartments, hold, inner bottoms, etc.
Pages 600 to 605.
Plate XLIII.
Drawing Room Equipment. The equipment necessary
to a drafting room to permit the engineers and drafts-
men to carry on work such as making calculations,
pencil drawings, tracings, blueprints, etc., for designs
undertaken. It consists of drawing tables and benches,
slide rules, calculating machines, plan filing cabinets,
drawing instruments, scales, triangles, curves, splines,
blueprinting and photostat machines and miscellaneous
supplies such as drawing paper, tracing cloth, blueprint
paper, pencil ink, erasers, etc.
Pages 694 to 696.
Dredge or Dredger. A vessel usually having a scow-
shaped hull and equipped with especial machinery for
use in deepening the channels of rivers, harbors, etc.
Pages 1045, 1104, 1105.
Dredging Pump. See PUMP DREDGING.
Dresser, Galley. See GALLEY DRESSER.
Driers. See PAINT.
Drift. In erecting the structure of a ship it is often
found that the rivet holes in the pieces to be connected
are not concentric and the distance that they are out
of line is called the drift. Where the drift is slight
it can be corrected by reaming, but in many cases it is
necessary to drive tapered pins far enough through the
holes to bring them in line.
Drift Angle. The angle formed by the tangent to the
vessel's path in turning and the fore-and-aft center-
line of the vessel. Inasmuch as a ship's bow in turn-
ing tends to swing in toward the center of her turn-
ing circle, the propelling force delivered is along a
line oblique to that of the vessel's motion. This is
one of the reasons for a ship's loss of speed during
the act of turning.
Drift Pin. A conical shaped pin gradually tapered from
blunt point to a diameter a little larger than the rivet
holes in which it is to be used. The point is inserted
in rivet holes that are not fair, and the other end is
hammered until the holes are forced into line.
Drill. A cylindrical shaped tool with cutting facets on
one end.
Drill Drift. A wrench for releasing a drill from its
Socket.
Drill Frame Hoist. A machine designed for operating
the drill frames used in submarine drilling.
Drill Press. See DRILLING MACHINE.
Drill, Sensitive. A machine for drilling small holes.
When small drills are used in a machine any undue
pressure in feeding the drill will cause it to break.
For this reason the pressure necessary for feeding
must be plainly perceptible at the hand lever or other
feeding device and sensitiveness in this respect is
attained by making the parts light and easy to move
or operate.
Drilling Machine. A machine designed for the purpose
of drilling holes in metal, wood, fiber, etc.
Pages 723, 724, 726, 728, 730, 733, 738, 782, 785, 789,
1064.
Drilling Machine, Electric. A portable drilling ma-
chine driven by an electric motor and used for the
same purpose as a pneumatic drilling machine.
Pages 728, 782, 1064.
Drilling Machine, Heavy Duty. A drilling machine
especially adapted to rapid drilling. This type of
machine was developed to drive high speed drills to
the limit of their capacity.
Pages 723, 726.
Drilling Machine, Multiple Spindle. A drilling machine
which is built in both vertical and horizontal designs,
with which a number of holes may be drilled simul-
taneously. Some drilling machines equipped with
multiple spindles are known as gang drills.
Page 723.
Drilling Machine, Pneumatic. Pneumatic drilling ma-
chines, or air drills, or pneumatic drills, as commonly
called, are usually portable drilling machines driven
by an air motor of the reciprocating piston type,
which is contained within the casing of the machine.
They are not only used for drilling, but for reaming,
tapping, grinding, wood boring and countersinking.
Pages 782, 785, 789. -
Drilling Machine, Radial. A drilling machine with a
vertical spindle which is carried by an arm that may
be swiveled about a vertical column. The distin-
guishing feature of this machine is the radial adjust-
ment of the arm about the column, which adjustment,
in conjunction with the traversing motion of the drill
spindle head along the arm, makes it possible readily
to locate the drill in any position within the range of
the machine.
Pages 724, 733. -
Drilling Machine, Upright. The most common form
of drilling machine. The general design of the ma-
chine is vertical and the drill spindle is in a vertical
position.
42
DRI
CYCLOPEDIA DYN
SHIPBUILDING
Drive, Electric. See ELECTRIC DRIVE.
Drop Forgers.
machines.
Drop Forging Machine. See ForgiNG MACHINE, DROP.
Drop Strake. See STRAKE, DROP.
Drum, Wildcat. See WILDCAT. t
Dry Dock, Floating. A hollow floating structure of
L or U shaped cross section, so designed that it may
be submerged, that a vessel may be floated into it, and
that it may then raise the vessel and itself so that the
deck of the dock and consequently the bottom of the
vessel is above the level of the water.
The bottom of a floating dry dock consists of one or
more pontoons or rectangular shaped vessels with
high wing structures erected on one or both sides
according to whether the section is to be L or U
shaped. The deck of the pontoon is fitted with station-
ary keel blocks and movable bilge blocks which can
be pulled under a vessel from the top of the wing
structure. Pumps are fitted in the wings by which
the dock can be quickly submerged or raised.
Floating dry docks are used for repairing and paint-
ing the under water portions of vessels and for dock-
ing a damaged vessel. They are usually made up
of several pontoons connected by more or less flexible
joints and by the continuous wing structure. A pon-
toon may be detached at any time and docked on the
remaining pontoons, thus making the dock self-repair-
ing. On account of the unequal distribution of weight,
fore and aft, in a ship, the pontoons in way of the
middle portion of the ship should be given more buoy-
ancy or lifting power than the end pontoons by regu-
lating the amount of water pumped out of each pon-
toon. If this is not done the stresses set up in the
longitudinal members of the ship's structure are much
larger than in an excavated dock. Floating dry docks
recently designed, having truss girders in the wing
structures should also reduce the stress in the docked
ship to an amount well within the stresses allowed for
in the vessel's design. Floating dry docks are much
cheaper to construct than excavated docks, and they
possess a further advantage in that they may be moved
or towed to a desirable location.
Pages 1104, 1105, 1106.
Dry Dock, Graving. A basin excavated at a waterway
and connected thereto by gates or a caisson which
may be opened to let a vessel in or out and then closed
and the water pumped out. The dock is fitted with
stationary keel blocks and movable bilge blocks, which
usually are fitted on rack tracks, allowing them to be
oulled under a vessel before the water is pumped out.
Graving docks are more common in Nevy Yards, as
they are more expensive to construct than floating
docks. On the other hand, when once made, they are
practically permanent and they supply a more rigid
foundation for supporting a ship than the floating
dock.
The gate of a graving dock is usually a caisson or
a complete vessel in itself, the cross section of which
is generally elliptical in shape and having a strong
rectangular shaped keel and end posts which bear
against the bottom sill and side ledges at the entrance
of the dry dock, The caisson is designed so that it
may be submerged at the entrance of the dock until
it rests against the sill, and it is also equipped with
power and pumps so that it may raise itself.
When a ship is to be docked, sluice valves in the
Workmen who operate drop forging
caisson are opened until the water in the dock reaches
the same level as the water outside. The valves are
then closed and the caisson pumped out and swung to
one side, allowing a vessel to enter the dock. The
caisson is then swung back to close the entrance and
submerged, completely separating the basin from the
waterway. After the vessel is lined up over the keel
blocks the water is pumped out of the dry dock.
Graving docks are constructed by making a large
excavation, driving pile or building concrete founda-
tions in the bottom and by constructing wood, concrete
or stone retaining walls around the sides. The sides
are usually built in the form of steps.
Pages 1104, 1105, 1106.
Dry Dock, Railway. A railway dock consists of tracks
built on an incline on a strong foundation and extend-
ing from a sufficient distance in shore, to allow a vessel
of the maximum size that it is built for to be docked,
to a sufficiet distance under water to allow the same
vessel to enter the cradle. The cradle running on the
tracks may be of wood or steel fitted with keel and
bilge blocks and sufficiently weighted to keep it on
the track when in the water. A hoisting engine with
a winding drum or wild cat is fitted at the in shore
end of the railway which operates the cradle by a
cable or chain.
These docks are less expensive than either the float-
ing or graving docks, and are extensively used for
docking ships of moderate size. The older types of
marine railways had their cradles designed so that a
vessel, in entering the dock, grounded on the forefoot
and pivoted as the cradle came out of the water to a
position in which the vessel's keel was approximately
parallel to the tracks. A later and better design has
been developed in which the cradle is designed so that
the whole vessel grounds at the same time, and which
allows a ship to be pulled up on the shore on an even
or approximately horizontal keel. Railway docks are
usually designed for hauling a vessel up the tracks bow
first, but side-haul docks have also been built.
Pages 1104, 1105, 1106.
Drying Oven. See Oven, DRYING.
Dub. To smooth down; as to dub a spar or timber
with an adze.
Ductility. That property of a material which permits
of its being drawn out into a thread or wire.
Dug-out.
a log.
Dump Scow. A flat bottom craft used for transport-
ing rubbish, etc. No machinery is installed for its
propulsion.
Dumping Boards. A term applied to the planks fitted
on the top of the inner bottom underneath the hatch
openings. These planks take the wear of the cargo
when loading and protect the inner bottom plating.
Dunnage. Loose wood or waste material placed in
the hold of a vessel for the protection of the cargo
from dampness. Also used as descriptive of a sailor's
kit or personal belongings.
Duplex Pump. See PUMP, DUPLEx.
Dutch Door.
Dutchman. A piece of wood or steel fitted into an
opening to cover up poor joints or the crevices caused
by poor workmanship.
Dynamo. See GENERATOR, ELECTRIC.
A term applied to a boat fashioned out of
See Door, DUTCH.
43
ECC
ELE
SHIPBUILDING CYCLOPEDIA
E
Eccentric. A form of crank in which a circular disc
set eccentrically upon a shaft forms at once the crank
web and crank pin.
Eccentrics are usually made of cast steel or iron
and if large are lightened to save weight. They are
made in two parts connected by tap bolts and keyed
to the crank shaft.
Eccentrics are utilized to convert circular to recti.
linear motion. The rectilinear travel is usually short
relative to the diameter of the crank shaft so the
ordinary form of crank is impracticable.
Eccentric Rod. A rod attached to the eccentric strap
and designed to drive valves where the travel is less
than half that of the piston.
Eccentric Strap. A metal ring fitted round the eccen-
tric disc. It is made in halves and bolted together,
provision being made to attach the eccentric rod
unless same is cast as part of the strap. The eccen-
tric strap is generally made of cast steel or brass.
Economizers, Boiler. See BoILER FEED WATER HEATER.
Eddy-making Resistance. See RESISTANCE, EDDY-MAKING.
Edge, Sight. That edge of a strake of shell plating
which laps outside another strake and is, therefore, in
plain sight.
Effective Horsepower. See HoRSEPower, EFFECTIVE.
Effective Length. This term ordinarily indicates the
mean length of that portion of the hull below the
waterline. The length of a vessel has an important
influence upon her resistance. In general, frictional
resistance increases with increase in length and resi-
duary or wave-making resistance decreases with in-
crease in length. Certain formulae involving the
vessel's length are used for determination of the fric-
tional resistance. These formulae generally produce
more accurate results if the mean length of vessel
below the waterline is used, and for that reason the
foregoing definition in general holds true.
In dealing, however, with residuary resistance, a
vessel may be so formed as to produce a system of
waves similar to the wave system of a vessel of greater
length but of ordinary shape, and running at the same
speed as the vessel under consideration.
In such a case the vessel might be considered to
have an augmented length effective for wave making.
This augmented length is termed the effective length
in speaking of the residuary resistance, but owing to
the practical difficulties in the way of estimating any
exact or even reasonably approximate value of such
an equivalent length, no effort is made toward the
formulation of any rule.
Efficiency, Propeller. See PROPELLER EFFICIENCY.
Efficiency, Turbine. See TURBINE EFFICIENCY.
Ejector, Ash. See Ash EJECTOR.
Ejector, Bilge. See BILGE EJECTOR.
Electric Arc. See ARC, ELECTRIC.
Electric Battery. See BATTERY, ELECTRIC PRIMARY, and
BATTERY, ELECTRIC StoRAGE.
Electric Condenser. See ConDENSER, STATIC ELECTRIC,
and CoNDENSER, ROTARY.
Electric Drive. A term applied where a ship is pro-
pelled by an electric motor or motors, which receive
their power from generators that are operated by
turbines, steam engines, or interval combustion engines.
The electric drive with turbo generators has been in-
stalled on four ships classified by Lloyd's during the
year 1918-19, and on a few ships built by the United
States Navy.
In the Navy, tests have been made on three similar
ships, the Jupiter, fitted with an electric drive; the
Neptune, fitted with geared turbines, and the Cyclops,
fitted with triple expansion reciprocating engines, and
the results of these tests showed that the Jupiter, with
the electric drive, gave an economy in steam per shaft
horse-power 20 per cent better than the Neptune and
26 per cent better than the Cyclops.
Among the advantages claimed for the electric
drive are, a saving in first cost, economy in steam
consumption, a more reliable source of power in which
it is claimed that if the main generating set is out of
commission the auxiliary power may be used, a flexible
and synchronous speed control which prevents pro-
peller racing and the privilege of placing the motor
aft, while the generating set is amidships, thus saving
considerable length of propeller shafting and increas-
ing the available cargo space.
Pages 934, 935, 936, 941, 942, 943.
Electric Fan. A small cast iron pedestal supporting an
electric motor which operates a small fan. Electric
fans are used in staterooms and quarters to circulate
the air and keep them from becoming stuffy.
Page 952.
Electric Furnace. See FURNACE, ELECTRIC.
Electric Gag Control. A mechanism attached to a
punching machine for locating the plates as desired
and for placing the punch over a center punch mark
of the plate.
Electric Generator. See GENERATOR, ELECTRIC.
Electric Hoist. See Hoist, ELECTRIC.
Electric Light Fixtures, Watertight. Electric light
fixtures so arranged that the electrical connections of
the circuit are protected by watertight casings.
Pages 947, 1070, 1072, 1073.
Electric Locomotives. A self-propelled vehicle running
on rails for the purpose of hauling cars, power for
which is developed by motors on its locomotive which
are mechanically connected to the driving axles. The
electric power for driving the motor is usually de-
veloped in a power house remote from the locomotive
and is connected by a trolley, pantagraph or shoe from
an overhead wire or third rail. In the case of “gas
electric” and “oil-electric" locomotives the electric
power for driving the motor is derived from a gas or
oil engine driving a generator mounted on the locomo-
tive.
Page 954.
Electric Meter. See METER, ELECTRIC.
Electric Motor. See MotoR, ELECTRIC.
Electric Propulsion. See ELECTRIC DRIVE.
Electric Range. A galley cook stove in which the heat
is generated by electricity.
Electric Rivet Heater. A machine in which rivets are
heated by an electric current. These macchines con-
sist of a specially designed transformer with one or
more openings in the secondary winding. The rivet
or rivets to be heated are inserted in these openings.
Placing the rivets in the openings complete the sec-
ondary circuit and the rivets are heated by the current
passing through them.
Pages 760, 761, 958.
Electric Steel. See STEEL AND IRON.
Electric Telemotor. See TELEMOTOR, ELECTRIC.
Electric Welding. See WELDING, ELECTRIC.
44
ELE
SHIPBUILDING CYOLOPEDIA ELE
Electric, Whistle Control.
Electric Watertight Plug. See PLUG, WATERTIGHT
ELECTRIC.
See WHISTLE ContROL,
ELECTRIC.
Electric Wire and Cable. Wire used for conducting
electric currents is made from copper, copper alloys,
aluminum, iron and steel. Annealed or soft-drawn
copper wire has a conductivity higher than any other
wire used commercially and is used almost exclusively
for all low voltage power requirements. Its con-
ductivity is assumed to be 100 per cent. Hard-drawn
copper and aluminum are used for power lines on poles
or towers, and iron wire is used commonly on telephone
pole lines. Phosphor-bronze wire is generally adopted
for wireless aerials. Hard-drawn copper wire has a
conductivity of about 97 per cent; hard-drawn alu-
minum wire 61 per cent; and iron and steel wire from
8 to 16 per cent. Copper alloy and copper-clad steel
wire is used in cases in which it is desirable to sacri-
fice some conductance for mechanical strength.
Cable
A number of strands of wire twisted or woven to-
gether constitute what is known as a cable. The term
cable also applies to a number of conductors insulated
from each other and contained in the same covering.
Insulated electric wire and cable are classified in
two general ways, (1) depending upon the kind of
insulators or covering used, and (2) depending upon
the use for which the wire or cable is designed.
Insulation and Protection
The following materials are used as insulation for
electric wires and cables: cotton, rubber, silk, paper,
asbestos, enamel, varnished cloth and asphaltic and
resinous impregnating compounds. Most of these ma-
terials are used singly or in combination. Cotton
braid or tape and braid form the protective covering
for weatherproof and rubber covered wire and a lead
sheathing is often used to make a cable water and
moisture proof. Steel tape, twisted wire and woven
wire coverings are often used to protect cables from
mechanical injury. These coverings are used both
with and without lead sheathing.
Uses
With respect to the use for which wires and cables
are designed they may be classified as annunciator
wire, magnet wire, office wire, portable lamp cord,
reinforced portable lamp cord, brewery cord, light and
power cable, underground cable, submarine cable, deck
cable, ignition wires and cables, etc. Pages 951, 1066,
1067, 1068, 1069.
Blectrical Installations. The following Rules for the
Installation of Electrical Equipment on board Vessels
have been suggested by the Marine Committee of the
American Institute of Electrical Engineers, and have
been adopted by the Committee of the American
Bureau of Shipping.
Pages 679, 680, 1064, 1065, 1070, 1071, 1072, 1073,
1074.
Plates LII to LX.
(1) General—All apparatus and appliances such as
generators, motors, wires, switches, circuit breakers,
cut-outs, etc., shall strictly conform in every respect
to the Standardization Rules of the American Institute
of Electrical Engineers and the National Electric Code
and such special rules under Marine Construction Re-
quirements contained herein.
No wood must be used for any purpose in any part
of the installation.
The two-wire or three-wire complete metallic system
of distribution is approved. The single wire system
of distribution is disapproved.
In vessels carrying petroleum or any substance giv-
ing off an explosive gas no permanent conductors
must be installed in any compartment liable to con-
tain such fumes. Portable lamps of approved gas-
tight construction may be temporarily used in pump
room but the portable wire must be armored and the
attachment made outside the pump room. All the
metallic rigging of such vessels must be carefully and
effectively grounded to the metal hult.
Generators, or storage batteries, required for
emergency lighting and power must be located as far
above the load water line as possible. Storage bat-
teries must be properly ventilated and regularly
inspected.
(2) Distribution.—All main and distribution
switchboards must be made of approved non-com-
bustible, non-absorptive, insulating material. Distribu-
tion panels must be totally enclosed in metal cabinets.
Every circuit leading from a switchboard or distribu-
tion panel must be protected by an approved auto-
matic circuit, opening device and switch.
Distribution panels must not be located in inac-
cessible places or such compartments as bunkers,
storerooms, cargo holds, or compartments allotted
alternately to passengers, live stock and cargo. They
must be so located that the load on one cut-out shall
not exceed 660 watts except in the case of motors,
searchlights, diving lamps, and electric heating devices.
The method of distribution for cargo spaces must
be such that each freight compartment is separately
controlled outside the compartment so that the elec-
trical current shall be cut off when the vessel is under
Way.
(3) Installation of Wires.—All electrical conduc-
tors must be protected by one of the following
methods: - -
(a) Armored with metal bands, with or without
lead.
(b) Armored with metallic basket-weave braid,
with or without lead. - $º
(c) Plain braided wires enclosed by iron casing.
(d) Drawn into metal conduits—either rigid or
flexible.
(e) Placed in metal molding.
No splices or joints in wires are permitted. Con-
nections must be made by means of approved connec-
tion blocks mounted in metal boxes. These appli-
ances must not be located in coal bunkers or other
inaccessible places.
Wherever the conductors, protected by flexible metal
conduits, metal molding, or armored metallic bands
or braid, are exposed to severe mechanical injury,
they must have an additional metallic protection.
(4) Generators and Motors.—Generators and
motors must be located so as to avoid proximity to
steam, water, or other piping, or to be properly pro-
tected from damage coincident thereto. -
Name plates must be provided on this apparatus
giving the maker's name, rating in revolutions per
minute, volts, amperes and kilowatts or kilovolt am-
peres. The type whether shunt, series, or compound-
wound must also be stated.
If the motor starting box does not completely break
the motor circuit a switch breaking all poles must be
installed between the feeder and the starting box.
45
ELE
SHIPBUILDING CYOLOPEDIA ELL
Hand rails must be provided around generators,
and similar protection given open type motors if
employed.
(5) Switchboards.-Main switchboards and dis-
tribution switchboards where exposed to mechanical
injury and moisture, must be properly protected.
Such switchboards must be accessible from all sides.
For the control of the generator or generators a
main switch, circuit breaker and ammeter must be
provided for each machine. One voltmeter arranged
with switch so that it may read the voltage of all
generators and one set of ground detector lamps
must be provided. (Separate voltmeters for each
generator will be allowed.)
Hand rails with hickory or other approved insulated
top must be provided in front of switchboards.
The signal lights must be controlled by an approved
telltale board located in pilot house which will indi-
cate a burned-out lamp. Each side of all signal cir-
cuits must be brought to this board and fused at this
point. The feeder for this board must be continuous
from the main switchboard and must not supply any
other circuits in the vessel.
Distribution panels located in places not exposed to
the weather may be enclosed in non-watertight metal
cases. Distribution panels located on the weather deck
or places exposed to the weather must be enclosed in
watertight metal cases.
(6) INSTALLATION OF WIRES.—All conductors
larger than No. 14 B. & S. gauge must be stranded.
Except for fixture wiring and signaling systems no
single conductor smaller than No. 14 B. & S. gauge
shall be employed. No. 16 B. & S. gauge wire may be
used for fixture and signaling wire, but in signaling
systems energized by over 25 volts the insulation must
comply with the requirements for the voltage em-
ployed. Bell wires must not be run in conjunction
with light or power wire.
All conductors must be led through metallic stuffing
tubes when passing through watertight bulkheads, and
through all decks. Stuffing tubes through decks must
extend to a height of 18 inches above the surface of
the deck.
In conduit construction the conductors must not be
“pulled in” until all the mechanical work on a given
section has been completed. Pull boxes must be in-
stalled at sufficient intervals to permit pulling in the
conductor without injurious strain. Pull boxes to be
of watertight construction and allow an opening in
the box at least ten times the diameter of the con-
ductor contained therein.
In armored cable installations, all cable liable to be
exposed to weather or moisture must be lead-covered,
or otherwise specially protected. They must be care-
fully “laid” with no short or sharp bends and secured
with screwed clips spaced not more than 14 inches
apart. Where cables pass through beams, decks, bulk-
heads, or any part of the metal structure not requir-
ing a stuffing tube the hole through which they pass
must be bushed with lead or other material that will
not permit chafing or corrosion to take place. No
lead-covered, steel-armored cable over one and one-
half inch outside diameter to be employed.
Twin conductors up to 60,000 circular mills may be
used for all types of installation.
Portable conductors must be made of two or more
stranded conductors not less than No. 14 B. & S.
gauge laid together and provided with an approved
insulation and covering.
On vessels carrying radio telegraph apparatus, all
permanent wiring in the radio room and above the
top metal deck must be magnetically shielded. Any
protection placed around the antennae leads to prevent
ready access to same must be of metal, permanently
and effectively grounded.
The insulation resistance of the completed wiring
installation must conform to the requirements of the
NATIONAL ELECTRIC Cope.
The size of all wiring and cable conductors must be
in accordance with the following Table of safe
CapaCities :
Size of Wire Size of Wire
No. of or Strands Capacity No. of or Strands Capacity
Wires or B. S. S. in Wires or B. & S. in
Strands Gauge Amperes Strands Gauge Amperes
1 () tº a 19 17 60
18 3 19 16 70
l 17 tº e 37 18 S5
l 16 6 37 17 | UQ
1 15 * @ 61 18 120
I 14 12 61 17 145
I 12 17 61 16 170
7 19 21 61 15 200
7 18 25 61 I 4 235
7 17 30 91 15 270
7 16 35 91 14 320
7 15 40 127 15 340
19 18 50
(7) SUGGESTIONS.—Great care should be exercised
in running electric leads in the vicinity of the mag-
netic compasses. If the leads carry large currents, in
excess of 100 amperes, they should be crossed.
It is strongly recommended that all metal work
above the top metal deck, including metal rigging for
all masts and funnels, be permanently and effectively
grounded. All short exposed flexible leads, such as
those to searchlights and running lights, should be
provided with a metallic shield well grounded to the
hull of the vessel.
It is recommended that a switch be placed in the
ground detector circuit on the main switchboard so
that this ground connection may be broken when it is
desired to test out the various circuits in the vessel.
It is strongly urged that a complete test of the in-
sulation of the entire electrical equipment be made at
least every six months and copy of report forwarded
to the American Bureau of Shipping.
Electricians. Workmen who set up the electric plant
and its auxiliaries with their fittings, such as wiring,
switchboards, control panels, etc.
Electrolysis, Boiler. See BoILER, GALVANIC ACTION.
Electrolyte. A solution or composition of fused salt in
which electrical energy is generated by means of
chemical action or in which chemical reaction oc-
curs due to the passing of an electric current through
it. The solutions in wet primary batteries and storage
batteries, and the fused salts in dry batteries are called
electrolytes.
Electromagnet. A magnet in which the magnetic field
is produced by an electric current passing through a
coil of wire wound upon a soft iron core.
Electromotive Force. That force which tends to cause
an electric current to flow in a circuit. See Volt.
Ell. A sleeve fitting, internally threaded, having two
openings, the centerlines of which are usually at
right angles. It is used to make an angle connec-
tion between two pipes.
The angle of the ell is usually stated if other than
90°.
46
ELL - SHIPBUILDING CYOLOPEDIA ENG
*---
Ell, Branch. An elbow with a branch back outlet fixed
in line with one of the main openings.
Embossing Press. See PREss, EMBossING.
End-For-End. To have the wrong end foremost.
To place the opposite end where the other end was
originally.
End Plate, Stern Tube. See STERN TUBE END PLATE.
Engine. The American Bureau of Shipping's rules for
Engines are as follows:
Forgings.-Shafts, piston rods, connecting rods, and
other important working parts of the machinery, are
to be forged from selected scrap iron, rolled iron
bars or a sound steel ingot in accordance with the
requirements of the following paragraphs. Other
material, such as nickel, steel, etc., will be accepted
after compliance with such special tests as may be
imposed.
Steel Forgings for machinery are to be forged from
the lower two-thirds of ordinary ingots made by the
Open Hearth process; the material is to be tested,
and the sectional area of the body of the forging,
when it leaves the hammer, should not exceed one-
fifth, and no part of the forging should be more than
two-thirds the area of the original ingot. Forgings
are to be properly annealed in an annealing furnace,
and must be free from defect. The tensile strength
of the forgings is not to exceed 78,400 lbs. per square
inch, without special sanction; the elongations are to
vary from 30 per cent., at 60,000 lbs. to 22 per cent.
with 78,400 lbs. tensile strength, measured on test
specimens of which the gauge length is not less than
3% times their diameter; specimens 1" by 34", with
edges rounded to 1/16" radius, must stand being bent
cold to 180 degrees without fracture over a radius
of 94" for material under 72,000 lbs. tensile strength,
and 3%" between 72,000 and 78,400 lbs. tensile strength.
The test specimens are to be cut lengthwise from a
part of the forging which is not of less sectional area
than the body of the forging, and they are not to be
detached until they have been stamped by the Sur-
veyors, and until the forging has been annealed. One
tension and one bend test are to be taken from each
forging, except in the case of forgings over 7,000
lbs. weight and of all propeller shafts, where tests
will be required from each end of the forging. Where
a number of small forgings are made from one in-
got, tests representing each end of the ingot will be
sufficient. All ingot steel forgings are to be legibly
marked in such a way that they can be traced to the
heat from which the material has been made, and
those which have satisfactorily passed the feduire-
ments are to be clearly stamped A. B. and with the
identification marks furnished by the Surveyor.
All important forgings are to be subjected to ex-
amination during the process of manufacture, when
machined or in the case of shafts when rough turned,
and when finished.
Iron Forgings.--—The test specimens are to be taken
from the body of the forging; the material is to be
in tensile strength between the limits of 44,000 and
54,000 lbs. per square inch, and to show an elonga-
tion of 20 per cent. and a gauge length correspond-
ing to 3% diameters of the test specimen. Speci-
mens, 1 inch square, are to stand being bent cold to
90 degrees over a radius of 1%" without fracture.
All important forgings are to be subjected to ex-
amination during the process of manufacture, when
machined or in the case of shafts when rough turned,
and when finished.
Shafting.—The least diameters of shafts for recip-
rocating engines may be found from the following
formula, except where the distance between main
bearings is unusual, when they will receive special
consideration:
* /P.L.S.
D = — X C
B
Where D=Diameter of shaft, in inches.
=Absolute pressure, i. e., boiler pressure +
15 lbs.
=Stroke of engine, in inches.
L=Diameter of low pressure cylinder, in inches.
==Values as given in Table B.
C=1.0 for crank and thrust shafts.
C=.95 for intermediate shafts.
C=Values given in Table C for propeller shafts.
(3) The least diameter of shafts for direct coupled
and geared turbine engines may be obtained from
the following formula :
* / Ex65
R
Where D=Diameter of intermediate shafts, in inches.
P=Shaft Horse Power.
R=Revolutions per minute.
C=1 for intermediate shafts.
C=1.05 D for thrust shafts between collars.
C=1.1 D for propeller shafts.
With geared turbines where the revolutions per min-
ute of the propeller are comparatively low, the value
of C for the propeller shaft is not to be less than 1.1
nor than the values of C given in Table C, substitut-
ing diameter of intermediate shafting for diameter of
crank shaft in obtaining the ratio of propeller to
shaft.
Thrust and propeller shafts may be gradually ta-
pered off to the diameter of the intermediate shaft-
ing.
Hollow shafting may have the central hole equal
in diameter to one-third of the diameter required by
the formulae for intermediate shafts, without any in-
crease in external diameter over that required for
solid shafts.
The webs of built crank shafts are to be keyed
as well as shrunk on to the shaft, and the diameter
of the shaft is to be increased in way of the web
to make up the loss of sectional area at the key way;
efficient dowel pins should be fitted in the crank pin.
It is recommended that liners on propeller shafts
be fitted in one length, that the inboard ends of the
liners be tapered, and that the space between the
after end and the propeller boss be made watertight.
Shafts and other important forgings are to be sub-
jected to examination during the progress of manu-
facture, when rough turned and when finished.
General Construction.—When the engine bed plate
or thrust block is fastened direct to the tank, the top
plating in way of same is not to be less than .75"
thick and is to be increased according to the size and
power of the engines; the double bottom is to be
47
ENG SHIPBUILDING CYOLOPEDIA ENG
TA B L E B
L* º E Triple L* º Triple Quadruple
Hi Expansion, Thº; at II? Txpansion, Tº: at r; at
Two º at 120° H Two º at 120° 90°
Ratio 3 99.10 Ratio 54 14305 15180
* 34 10160 * 54 14770 15690
* 34 10410 * 53 15235 16200.
* 3: 10660 * 6 15700 16710
* 34 10910 * 64 16630 17730
* 3; 11160 a 7 17560 18630
* 3: 11410 * 74 18410 19530
* 34 11660 * 8 19260 20430 22660
* 4 11910 * 84 20110 21330 23660
* 4; 12160 * 9 20960 22200 24660
* 4+ 12410 * 94 21750 23070 25660
* 4; 12660 * 10 22540 23940 26580
* 44 12910 13650 * 10} 23330 248.10 27500
* 4; 13375 14160 * 11 24.120 25660 28420
* 5 13840 14670 * 113 24900 26500 29340
* 12 25680 27340 30260
Intermediate ratios are to have intermediate values of B.
TA B L E C
Bººt RATIO of DIAMETER of PROPELLER To DIAMETER of CRANK SHAFT.
of Wessel at #
Molded Depth |3 |4 15 I6 I7 |8
•60 F00 1.01 1-02 1-03 1-04 1-05
•62 1.01 1-02 1.03 1-04 1-05 1-06
•64 1-02 1-03 1-04 1-05 1-06 1-07
•66 1-03 1-04 1-05 1-06 1-07 1-08
•68 1-04 1-05 1-06 1-07 1-08 1-09
•70 1-05 1-06 1-07 1-08 1-09 1-10
.72 1-06 1-07 1-08 1-09 1-10 1-11
•74 1-07 1:08 1.09 1-10 1-11 1-12
-76 1:08 1-09 I-10 1-11 1-12 1-13
‘78 1-09 1:10 1:11 I-12 I-13 1-14
•80 1-10 1-11 1-12 1-13 1:14, 1-15


AMERICAN BUREAU OF SHIPPING RULES
efficiently stiffened under the thrust block, to the
approval of the Bureau's Committee. The holes for
the holding down bolts are to be tapped through the
plate and the bolts properly screwed in, and fitted
with locks nuts underneath. The holding down bolts
are to pass through the angle flanges or are to be kept
as close to angle bars as possible; if they pass
through bars, the flanges of the bars are to be of
sufficient breadth to take the nuts.
Two bilge and two boiler feed pumps are to be
fitted on the main engines in Vessels of 180 feet
length and upwards, and are to be so arranged that
one of either set may be examined while the other
is at work, or equivalent independent pumping ar-
rangements are to be provided; in Vessels of less
than 180 feet length one bilge and one feed pump,
or equivalent independent pumps, are to be provided
each bilge pump must be adapted to draw from any
compartment of the Vessel. All feed pumps worked
by the main engines are to be fitted with spring-
loaded relief valves.
The design and arrangement of pumps, valve chests,
cocks, suction and delivery pipes, and sea connections
are to be such as to prevent water being run into the
Vessel accidentally. The bilge and ballast pipe lines
must be entirely separate and valves so arranged that
no pumps can be connected to both lines at the same
time.
All sea connections, cocks and valves are to be
placed, if practicable, above the level of the stokehold
and engine room platforms, and so as to be easily
worked from those platforms. Main and auxiliary
inlet valve chests which would have long necks if
fastened directly to the shell plating, should be at-
48
ENG SHIPBUILDING CYCLOPEDIA ENG
e
tached to wrought steel boxes built on to the shell Engine, Beam. A reciprocating engine in which one
plating so as to obviate the long neck. Sea cocks and
valves which are fitted direct onto the hull plating are
to be secured with tap bolts, or with bolts having
countersink heads tapped through the plating and
fitted with nuts inside.
It is recommended that discharge outlets be placed
above the deep load line; the valves are to be fitted
in an accessible position on the Vessel's side.
Boiler blow-off pipes are to have cocks or valves on
the hull plating fitted with spigots extending through
the plating, and plate flanges round same on the
inside.
A general service pump, adapted to draw from the
sea and hot well, to supply the boilers with water
through separate auxiliary feed pipes and check
valves, to deliver water on deck and to draw from
each compartment, is to be fitted in all cases.
The ballast pump should have a branch discharge
connected to the main injection pipe at or near the
condenser, with a suitable valve. For circulating the
water in the boilers, it is recommended that a connec-
tion be made to the auilxiary feed or donkey feed
pump, each pump being fitted for boiler purposes only.
All pipes extended through bunkers, or other com-
partments beyond the machinery space, must be well
protected with strong casings.
Testing.—Castings for high pressure cylinders of
reciprocating engines are to be tested to 1.5W.
Castings for cylinders of Turbine Engines are to be
tested under hydraulic pressure after having been
rough bored to the following requirements:
H. P. cylinders, admission end, are to be tested to
1.33W.
H. P. cylinders, exhaust end, are to be tested to W.
I. P. cylinders are to be tested to 1.5V.
L. P. cylinders, admission end, are to be tested to
1.5V.
L. P. cylinders, exhaust end, are to be tested to 30
lbs. per square inch.
Where W = Working pressure of Bailers.
V = Pressure to which cylinder safety valves
are to be adjusted. .
Main and auxiliary steam stop valves are to be
tested to twice the working pressure.
Evaporators and high pressure feed heaters are to
be satisfactorily tested by hydraulic pressure before
leaving the works of the manufacturer. Feed water
filters between the pumps and the boilers are to be
tested to 2.4 times the working pressure.
Spare Gear.—The following articles of spare gear
are to be supplied to all Vessels built to the require-
ments of the American Bureau :
2 Connecting rod top-end bolts.
2 Connecting rod bottom-end bolts.
2 Main-bearing bolts.
1 Set of coupling bolts.
1 Set of feed, and bilge pump valves.
1 Set of piston springs, if common springs are used.
1 Safety valve spring of each size fitted, but not
fewer than 1 spare spring for each 6 safety valves
fitted.
% Set of fire bars for each boiler.
A number of bolts, nuts, and studs, of assorted
sizes, including at least 6 cylinder cover bolts or
studs, and 6 valve chest cover bolts or studs.
Bar and plate iron in various sizes. - te
end of a heavy beam centrally pivoted is actuated by
a link led from the cross head. The other end of
the beam transmits motion to the crank shaft by
means of a connecting rod.
This type of engine was at one time standard for
lake and river side wheel steamers.
Engine Columns. The vertical or nearly vertical mem-
bers designed to carry the weight of the cylinders and
to support the guide bars or surfaces for the cross
heads.
They may be of cast iron, cast steel or forged steel.
Modern practice favors cast inverted Y columns at
the back and cylindrical forged columns at the front
of the engine.
Both cast and forged columns are made with
flanges at upper and lower extremities for attachment
to cylinders and bed plate respectively.
In order to resist transverse and longitudinal rack-
ing strains diagonal bracing rods are, fitted.
Engine, Diesel. Diesel engines are internal combustion
engines working on the Diesel principle, i. e., the fuel
is injected by means of compressed air and is entered
gradually into the cylinder and combusted during a
part of the stroke without explosion, the ignition being
obtained by the heat created by the high compression
of the air in the cylinder.
The compression pressure runs between 400 and 600
pounds per square inch. In the injection nozzle the
fuel is mixed with air, this air having a pressure as
high as 650 to 850 pounds, which is necessary for intro-
ducing the fuel into the cylinder against the high com-
pression pressure. The fuel is brought to the injection
nozzle by means of a pump.
Compressed air is employed for starting, and no
pre-heating of the engine is necessary.
The air for the fuel injection is obtained from a com-
pressor driven by the engine, whereas the starting air
is generally taken from an auxiliary air compressor.
Most Diesel engines are four cycle, but two-cycle
engines have also been designed, these obtaining the
scavenging air from a separate scavenging air com-
pressor driven from the engine.
The gradual injection and burning of the fuel makes
the combustion gases act with an even pressure during
a comparatively long period of the stroke in the same
way as the steam in an expansion steam engine.
The fuel consumption for the larger sizes is .40 to
.42 pounds per B.H.P. an hour.
Pages 442, 443, 444, 889, 900, 901, 902, 903, 906, 907,
908, 909, 910, 911, 936.
The American Bureau of Shipping rules for the
installation of Internal Combustion Engines are as
follows: The engine room is to be thoroughly ven-
tilated and so arranged as to prevent the accumulation
of inflammable gases. Satisfactory provision is to be
made for the interception of any overflow of fuel from
the engines. The fuel tank for the daily supply is to
be kept well away from the donkey boiler, the funnel,
and the exhaust pipes. Where fuel of a lower flash
point than 150 deg. Fahr. is used, donkey boilers must
be placed in an efficiently ventilated compartment
separate from the engine room and fuel tanks.
Propeller engines are to be fitted with a governor,
or other satisfactory arrangement, to prevent racing
49
ENG
SHIPBUILDING CYCLOPEDIA ENG
of the engines. Engines above 300 B. H. P. should
be reversible.
Cylinders must be water-cooled and the water-jack-
ets provided with test and drain cocks. An escape
valve should be fitted on or near each cylinder head,
in order to give warning should the pressure in the
cylinder become excessive.
Main engine cylinder heads, cylinders not fitted
with liners, and cylinders for air compressors for
starting and fuel injection purposes, are to be tested
by hydraulic pressure to twice their working pressure.
Cylinder water jackets are to be tested to 50 lbs. per
square inch.
The engine bedplate is to be well ribbed and strongly
constructed, and the columns are to be carefully de-
signed to withstand the tension stresses. When the
engines are of the enclosed type, portable doors are
to be fitted for the inspection of the cranks, bearings,
etc., the crank cases to be provided with efficient
means of ventilation. The engine room platforms are
to be supported on metal framework, not on wood.
Compressed air reservoirs are to have sufficient
capacity to ensure ample maneuvering power for the
main engines. The material for cylindrical Air Hold-
ers constructed of riveted steel plates is to be of the
quality and subject to the tests specified in Section
40 of the Rules for Boiler Shell Plates, American
Bureau of Shipping. The thickness of the plates is to
be governed by the formulae for cylindrical boiler
shells.
Plans showing details of riveting, etc., are to be sub-
mitted for approval.
Seamless and Welded Holders are to be made from
steel of the best Mild Open Hearth Quality having
a tensile strength of not less than 51,520 lbs. per square
inch and showing an elongation of at least 25 per
cent. on a gage length of 8 inches.
Air compressors should not draw air from the crank
cases of the engines. The air is to be efficiently cooled
after each compression stage and should have a final
temperature not exceeding 20 degrees Fahrenheit
above that of the cooling water before being allowed
to enter the compressed air reservoirs. The com-
pressors are to be fitted with safety valves, pressure
gages, and satisfactory arrangements for preventing
the entrance of dirt and the delivery of oily air. The
cooler coils are to be readily accessible for cleaning
and removal.
Auxiliary compressors are to be fitted for use when
the main engines are being maneuvered, and when the
air compressor on the main engines is not available;
they should not be of less power than half that of the
compressors for one set of main engines. Arrange-
ments should be made to provide water circulation
from an independent pump in the event of a break-
down in the circulating pump.
When Vessels are intended to navigate shallow
waters, two inlet valves for water circulation should
be fitted, one on the ship's bottom and the other above
the turn of the bilge. There should be in all cases
an efficient strainer between the inlet valves and the
circulating pumps, so designed and arranged that it
may be cleaned and overhauled while the engines are
working. Where there is no sight discharge from the
cylinder jackets, a test cock or other means must be
provided to enable the Engineer to satisfy himself
that there is a continuous flow of water through each
jacket.
The fuel oil tanks are to be of sufficient strength to
withstand the stresses due to the tanks being partly
full when at sea; they are to be arranged so that leak-
age or drips will drain into wells having separate
pumps; satisfactory ventilating arrangements are to be
provided; and diaphragms of strong meshed wire gauze
are to be fitted to all air pipes. The flash point of fuel
oil carried in uninsulated tanks is not to be below 150
deg. Fahr., and such tanks are to be tested with a head
of water at least 18 feet higher than that to which
they are subject in practice. Where oil of a lower
flash point is used, the tanks and connections are to be
tested to at least 15 lbs. per square inch, and the tanks
in sea-going Vessels are to be separated from the en-
gine room and cargo spaces by coffer dams. Where
the fuel oil is carried in the double bottom, an ample
reserve is to be carried in a tank fitted separate from
the double bottom, easily accessible for cleaning, etc.,
and fitted with internal coils for warming the oil when
necessary. Fuel tanks which are worked under pres-
sure are to be fitted with safety valves loaded to 5 per
cent. above the working pressure, which discharge
overboard or to the atmosphere above deck through
wire gauze diaphragms.
Filters for the fuel oil are to have bolted covers.
Escape valves are to discharge into pipes leading back
to the tank or to the atmosphere above deck; in the
latter case the upper ends of the pipes are to be turned
down and fitted with wire gauze diaphragms.
All fuel and compressed air pipes are to be made of
steel or annealed seamless copper; metal to metal joints
are recommended where the pressure exceeds 400 lbs.
per square inch. Exhaust pipes which pass through
wood decks or close to combustible material must be
effectively insulated. If the exhaust pipe is led over-
board near the water line, it must be so arranged that
water will not syphon back to the engine.
All silencers are to be constructed so that they can
be readily opened up for cleaning and inspection.
Oil cooling tanks for forced lubrication are to be
fitted with cooling coils connected to the water cir-
culating system. The oil pumps are to be fitted with
pressure gauges, and should be so designed that they
cannot become air locked. The oil well is to be so ar-
ranged as to minimize the risk of drawing air when
the vessel is in a sea way.
All electric ignition leads must be well insulated and
protected from mechanical injury. The leads should be
kept remote from petrol pipes, and should not be placed
where they may come in contact with oil. Commuta-
tors must be enclosed, and sparking coils must not be
placed where they are exposed to explosive vapors.
Exposed spark gaps are not to be fitted. Where lamps
are used for igniton or for vaporizing the fuel for
paraffin and heavy oil engines, they should be fixed on
a suitable bracket and the flame enclosed when in use.
Spare gear in accordance with the following list is
to be supplied, and stowed where readily accessible:
2 Main bearing bolts and nuts.
2 Connecting rod bottom end bolts and nuts.
2 Connecting rod top end bolts and nuts.
1 Set bolts or studs for cylinder covers.
Packing rings for pistons and trunks of main en-
gines and of each auxiliary internal combustion engine.
Piston rings for each stage of main and auxiliary
air compressors, and for scavenging air pumps.
Fuel and air admission valves and exhaust valves,
50
ENG
ENG
SHIPBUILDING CYOLOPEDIA
with seats and springs, for main engines and for each
auxiliary internal combustion engine.
Suction and delivery valves and seats for main and
auxiliary air compressors, scavenging air pumps, oil
fuel, water circulating, and lubricating oil pumps.
Springs of each size.
Assorted bolts, nuts, studs, bar and plate iron.
Engine Foundation. A term applied to the girders and
brackets supporting an engine. They should be built
rigid enough to assimilate the vibration of the engine
and to efficiently distribute its weight to the structure
of the ship. Practical points to be given consideration
in designing an engine foundation are as follows:
(a) The height of the foundation should be such
that efficient head room is available above the engine
for removal of the cylinder covers.
(b) Particular care should be taken to keep the
rivets in the top plates and flanges clear of the hold-
ing down bolts and also that sufficient space is allowed
for installing these bolts when the bed plate is in
place.
(c) Care should also be taken that sufficient access
is provided for riveting all connections.
Where the engine sets directly on the tank top, the
plating in the vicinity must be increased in thickness
and heavier, and extra floors and longitudinals fitted in
the double bottom.
Pages 534, 535.
The American Bureau of Shipping requires that
in vessels with single bottoms the engines are to
be seated directly upon thick plating laid upon
deep floors, of ample strength for the size and
power of the engines; intercostal plates of the full
depth of the floors are to be fitted under the main
lines of bolting, and efficient connections are to be
made to the ordinary floors, keelsons, and sides of ves-
Sels. In vessels with double bottoms the engines
should be bolted direct to the top of the double bot-
tom structure and in accordance with the Bureau's
requirements. The weight of engines and boilers is
to be effectively distributed by means of longitudinal
and transverse girders, which are to be shown on the
plan of engine seating submitted for approval.
In twin screw steamers and others of high power
it will be necessary to make additions to the strength
of structure and rivet attachments which are propor-
tional to the weight and power of the machinery.
Engine Hatch. See HATCH, ENGINE.
Engine, Hot Bulb. Hot bulb engines, or more cor-
rectly, surface ignition engines, are two-cycle internal
combustion engines where the vaporizing of the fuel
and the ignition of the charge is obtained by bringing
the charge in contact with a hot surface.
The heat of this surface is maintained by the explo-
sions. In some hot bulb engines the temperature of
the hot surface is kept constant by the injection of
fresh water and in others by injecting compressed air
in the top of the cylinders, which prevents the surface
from being overheated. The amount of water or air
can be regulated in accordance with the load on the
engine. Before the engine can be started the neces-
sary heat for vaporizing and ignition is mostly obtained
by means of a torch or other heating device, which is
cut out when the engine has been started.
The compression is generally below 150 pounds, and
the pressure from the explosions below 320 pounds
per square inch. On account of the comparatively low
compression and accordingly low temperature of the
explosions, the cylinders, pistons and cylinder heads
are not exposed to excessive strains, and consequently
there is little risk that these parts will crack.
The fuel is injected into the combustion chamber by
means of a pump through a nozzle, and when passing
through the nozzle it is in some engines mixed with
compressed air which breaks up the fuel and con-
tributes to a complete combustion. The fuel consump-
tion for the larger sizes is about .55 pounds per B.H.P.
an hour, and low grades of fuel oil can be used.
The weight per B.H.P. varies considerably, but the
average could be put at 160 pounds for the larger
sizes.
Pages 904, 905, 906, 907, 908, 909, 910.
Engine, Inclined. A reciprocating engine in which the
cylinders are located at an angle and below the crank
shaft.
This type is successfully used on lake and river
SteamerS. -
Engine, Internal Combustion. See GAs ENGINE, EN-
GINE, DIESEL ENGINE, HoT BULB.
Engine Lathe. See LATHE, ENGINE.
Engine, Main. The engine or engines forming the
propelling installation as distinguished from auxiliary
engines.
Engine, Marine. An engine designed for the propulsion
of ships.
The principal types of marine engine to-day are:
The steam turbine. º
The steam reciprocating engine.
The electric motor.
The internal combustion engine.
Engine, Non-Condensing. An engine from the cylin-
der of which the exhaust steam passes directly into the
atmosphere.
Engine, Oscillating. A reciprocating engine in which
the cylinders are located directly below the crank shaft
and are swung on trunnions.
In this type the piston rod is connected directly to
the crank pin so that the connecting rod and cross
head are eliminated.
This type is successfully used for side wheel paddle
SteamerS.
Engine, Reciprocating. An engine designed to convert
the pressure of live steam into work. This is accom-
plished by means of the backward and forward motion
of a piston from end to end of a cylinder as the
result of steam being alternately admitted to each
end of the cylinder and the expanded steam ex-
hausted from the other end. The straight line motion
of the piston is communicated to the piston rod to
which it is directly attached and is then transformed
into rotary or circular motion by means of suitable
mechanism.
Until recently this type of engine was in nearly
universal use as the prime mover, driving either the
screw propeller or paddle wheels, in all marine pro-
pelling installations.
At the present time it has one distinct advantage
over its most important rival, the steam turbine, in
that it may be operated through the greater part of
its designed power range without a serious loss in
economy. -
The reciprocating engine is well adapted to low
and moderate powers and speeds and to either small
51
ENG
EQU
SHIPBUILDING CYOLOPEDIA
or large variations in the power and speeds ordinarily
used.
Although there have been in the past several varia-
tions, such as the inclined or diagonal, the general
present day practice for the marine engines is “ver-
tical inverted.” This term is descriptive of the
cylinder position and indicates the facts that the
cylinders are placed with their axis in the vertical
plane and at a height such that connecting rods,
cranks, shafts, etc., are located below them.
When the connecting rod and crankshaft lie on the
opposite side of the crosshead from the cylinder the
engine is termed direct acting.
In modern practice the steam is passed through a
succession of cylinders of increasing size. Such en-
gines are termed multiple expansion engines.
From the standpoint of the expansion of steam,
engines are termed, compound, triple, or quadruple ex-
pansion according as the expansion occurs succes-
sively in two cylinders or two steps, three cylinders
or three steps, or four cylinders or four steps.
Engines are condensing or non-condensing depend-
ing on whether the steam from the cylinder is ex-
hausted into a condenser or into the open air.
The variety of mechanical movements employed
gives additional designations to reciprocating engines.
lt is not intended to deal with this feature here.
Pages 388, 393, 400, 401, 653, 655, 657, 883, 912, 913,
914, 915, 916, 917, 918, 919, 970, 1045.
Plate XII.
Engine Room Bulkhead. See BULKHEAD, ENGINE Room.
Engine Room Casing. See CASING, ENGINE Room.
Engine Room Control Valve.
CoNTROL.
See VALVE, ENGINE-Room
Engine, Turning. A small steam engine or an electric
motor arranged to turn the main engines over very
slowly for purposes of repair, adjustment, etc.
Engineers, Designing. Those engineers, civil, me-
chanical or naval, who are responsible for the basic
features of a design and the general methods by which
its details are developed.
Page 1107.
Engineers, Operating. Engineers in charge of plant
or machinery and responsible for its condition and
operation.
Engraving Machine. A machine designed to cut or
carve, in sunken patterns, the letters and figures on
name plates, label plates, etc. The incision is often
filled with black sealing wax to make the engraving
clear and distinct.
Ensign. A flag indicative of a vessel's nationality. It
is hoisted at the stern.
Page 1102.
Ensign Staff. A term applied to a flag pole erected at
the stern of a vessel.
Entrance. The forward under water portion of a vessel
at and near the bow.
Entrance, Angle of. The angle formed by the center
line of a ship and the tangent to the designed water-
line at the forward perpendicular.
Equilibrium, Neutral. The state of equilibrium in which
a vessel inclined from its original position of rest by
an external force tends to maintain the inclined posi-
tion assumed after that force has ceased to act.
Equilibrium, Stable. The state of equilibrium in which
a vessel inclined from its original position of rest by
an external force tends to return to its original posi-
tion after that force has ceased to act.
Equilibrium, Unstable. The state of equilibrium in
which a vessel inclined from its original position of
rest by an external force tends to depart farther from
the inclined position assumed.
Equipment. The American Bureau of Shipping re-
quires that all vessels shall have a complete equip-
ment of anchors, chains and hawsers in accordance
with the following tables:
The numbers, weights and sizes of the anchors,
chains and hawsers are to be regulated by the ton-
nage for equipment, as obtained from the following
formulae:
L X B X D X C
Tonnage under upper deck =
100
Where L = Length of Vessel.
B = Breadth of Vessel.
D = Depth of Vessel.
= Co-efficient of displacement taken at 8
of the molded depth, with .75 as a
maximum.
For Vessels without sheer, the molded depth to be
used for the under deck tonnage may be reduced by
an amount corresponding to half the standard sheer,
the latter being at the rate of 1 inch per 10 feet of
the Vessel's length, plus 10 inches.
1 × b X d X.75
Addition for superstructures =
150
Where 1 = length of superstructure.
b = breadth at upper deck amidships.
d = mean height of 'tween decks, beam to
beam.
For houses and superstructures on top of super-
structures the divisor is to be 200 instead of 150, and
b is to equal the mean breadth of the house or super-
structure.
Anchor stocks are to be in weight equal to one-
fourth that of the anchor. Stockless anchors may be
adopted, subject to the Committee's approval and the
addition of one-fourth to the weights given in the
Table 3; the weight of the head is not to be less than
three-fifths of the total weight of the anchor.
In Vessels classed for Coastwise and West Indies,
or other limited service subject to the Committee's
approval, the spare bower anchor may be omitted.
Cables which are intended to form part of the
equipment are not to be used as check chains when
the Vessel is launched.
Equipment Number or Numeral. A key number used
by the Classification Societies in their rules for deter-
mining the number and sizes of anchors, cables,
hawsers, etc. These numbers, together with the cor-
responding equipment necessary are tabulated in the
rules, and are really identification numbers, indicating
the general size of the vessel as well as the proper
equipment.
Equivalent Girder. A diagrammatic representation of
the disposition of that material in a cross section
which contributes to the longitudinal strength of a
vessel. Such a diagram visualizes, at once, the manner
in which the material is disposed relative to the
neutral axis. When any of the members have not the
same strength in tension and compression or when
52
TABLE 20 • TABLE 20 || 3
See Continuation See Continuation c
ANCHORS, CABLES AND HAWSERS FOR STEAM VESSELS ANCHORS, CABLES AND HAWSERS FOR STEAM VESSELS
EQUIPMENT ToNs|| Tons | Toss || Toys | Tons ToNs | Tons | Tons | Tons|| Tons | Tons ! Tons | Tons EQUIPMENT Toss Toss | Toss | Toss | Toss || Toss | Toss || Toss | Toss Toss | Tons
TONNAGE 90 || 130 || ||70 || 2 || 0 || 260 || 320 | 380 || 450 | 520 | 600 || 690 800 || 920 TONNAGE 1070 || |2|0 |400 1640 1920 2220 2550 2920 || 33 || 0 || 3740 42|0
2 BOWERS 2 BOWERS
Weight Exclusive of Stock 392 || 448 || 532 616 || 700 812 952 1092 || 1260 || |428 | 1624 | 1820 | 2016 Weight Exclusive of Stock 2240 || 2520 | 2772 || 3052 3304 || 3556 || 3780 | 4088 4480 || 4872 5264
Test in Lbs.............. 13300 14280 | 15960 17500 : 19040 || 21210 23800 26390 |29400 32550 35980 || 394.10 || 42560 Test in Lbs . . . . . . . . . 46480 50960 || 54950 | 59500 63280 | 67060 | 70420 || 74000 80080 | 85680 || 90720
CD ſº SPARE Bower CD ſº spare power e
ſº Weight Exclusive of Stock 784 || 924 | |064 | 1204 || |400 | 1540 || ||708 Dr. Weight Exclusive of Stock 1904 2156 2352 2604 || 2800 3024 || 3220 3472 3808 4144 4480
2 Test in Lbs... . . . . . . . . . . . . . . . . 20720 |23240 |25900|28350 | 32060 | 34510 || 37450 # Test in Lbs. . . . . . 40880 || 45010 || 48440 52220 55440 59080 | 62020 65800 70840 || 75000 |80080
G | 1 ºn G | 1 jº e
2. Weight Exclusive of Stock 112 || |40 196 || 252 || 308 || 364 || 420 || 476 560 | 644 || 728 || 784 || 868 2 Weight Exclusive of Stock 980 | 1064 | | 1.48 1260 | 1344 1428 1484 || 1568 1680 1792 1932
< | Test in Lbs.... . . . . 7800 8.190 9450 10640 11760 | 12810 13790 14840 16520 17990 | 19600 20720 22190 < | Test in Lbs. 24360 25900 | 273.70 || 29.400 31080 32550 | 33530 || 35000 || 36960 | 38920 41300
1 KEDGE 1 KEDGE Cſ)
Weight Exclusive of Stock 56 56 84 | 12 || 140 | 168 || 196 || 224 || 252 280 || 308 || 336 || 364 Weight Exclusive of Stockſ 392 448 476 504 532 560 588 6|| 8 672 728 784 EE
Test in Lbs.... . 6400 6400 || 7100 7800 || 81.90 | 8820 9450 10080 10640|| 1 1200 || 1 1760 | 12320 | 12810 Test in Lbs. . . 13300 14280 || 14840 15400 | 15960 | 16520 | 17010 || 17500 | 18480 | 19600 20720 }=!
Hº
Numeral in Record Book as a Numeral in Record Book as a tº
Means of Equipment Identif- || || 12 || || 3 || || 4 || || 5 || || 6 || ||7 || |8 || 19 || 20 || 2 || || 22 || 23 Means of Equipment Identifi- 24 25 26 27 28 29 30 3 # 32 33 34
cation, cation. e-
}=4
STUD CHAIN STUD CHAIN H
Lil Length in Fathoms. . . . . . 120 | 120 | 135 | 150 | 165 | 165 | 180 | 195 || 195 210 || 210 || 210 || 210 Lil Length in Fathoms. . . . . . 2|0 240 || 240 || 240 || 240 || 240 240 270 270 || 270 270 t
—l Diameter. . . . . . . . . . . . . ." "As" | **/[s' |**Ás"|**/s” 15/16"| 1" | I "As" | 12A s” 13/1s"| 1.4/s" || 15/8" | 16/1s” 17/1s" —l Diameter..... . . . . . . . . . 18/16” 1946" | 119/16" | 11 1/16" | | 12/16" | | 13/16" 114/16" | | 15/16" 2" | 21/16" | 24/is" P
CD g * OO gº
<ſ Proof Test. . . . . . . . . . . . . . 19040|22680 |26600|30800 35392 |40320 |45472 |50960|56840| 63000 || 69440 || 76120 | 83.160 <ſ Proof Test 90720 | 98336 || 106400 || 1 14800 | 123480 | 132440 141680 | 151200 | 161280 171360 182000 q)
CD | Break Test. . . . . .28560 |33880 |39872 || 46200 || 53088 || 60480 | 68096 || 76440 85.120. 94360 |104160|114240/124600 C) Break Teat. . . . 131488 || 137536 || 148960 | 160720 172760 | 185360 | 198240 | 21 1680 |225792 || 239904 || 254800
Weight per 15 Fathoms | 405 || 480 570 || 655 755 800 970 1085 1215 1345 1485 | 1625 1775 Weight per 15 Fathoms 1935 | 2090 2235 | 2410 || 2590 | 2785 || 2975 || 3175 || 3355 || 35.70 || 3785 e-)
g|LENGTH in FATHoMs || 45 45 45 45 45 45 60 | 80 80 60 80 80 || 75 g| LENGTH IN FATHoms 75 75 75 75 75 75 75 90 90 90 90 :
| | STD cºin - iſsiºn chan H
#| Diameter . . . *Ás' | *Ás' | *Ás' |"As"|1%s". "As"|"As"|*As"|"As"|1-A," "As"|"As"| 1sAs: #| Diameter .. 15/16" | 15% s” I" !" | 1 1/8" | | "As" | 12/16" | 1246" | 13/16" | 13/16" | 1%is" O
tºº ©º
zg| Proof Test ..... . . . . . . . . 10080 12600 12600 15680 | 15680 19040 19040 22680 26600|26600 30800 || 30800 || 35392 2 g| Proof Test 35392 || 35392 || 40320 | 40320 || 45472 45472 50960 | 50960 || 56840 || 56840 || 56840 º
# Break Test. . . . . .|15120 | 18816|18816|23500|23500|28560;28560|33880 |39872|39872 |46200 46200 53088 # Break Test 53088 || 53088 || 60480 || 60480 | 68096 | 68096 || 76440 || 76440 || 85120 | 85.120 | 85.120 E
o:| Weight per 15 Fathoms. 240 300 || 300 || 365 365 | 405 || 405 || 480 570 570 655 655 755 co: weight per 15 Fathoms 755 || 755 800 800 || 970 || 970 || 1085 || 1085 | 1215 | 1215 | 1215 :
>5 sHoRT LINK CHAIN 55 sHoRT LINK CHAIN *
jã Diameter . . . . . . . *Ás" | "As"|1%s"| "As"|11/s' | **As"|12A6"|13As" ||14As"|14As"| 1s/s' | 1.5/s' | 1." jã Diameter . . . . . . |* 1 * | "As" | | |/| 6’ | 12/16" | 12/16" | I*A 6" | 13/16" | 1.4/16" | 1%g" | | "Ale"
... " ©
º:#| Proof Test. . . . . 8400 | 10360} 10360 | 12600 12600 15210 | 15210 17696 |20440 20440 |23520 |23520 |26880 º:#| Proof Test . . . . . . . . 26880 || 26880 || 30240 || 30240 || 33880 || 33880 || 37856 || 37856 || 42000 || 42000 || 42000
He ºf e ſº-
to: Break Test... ... ... 16800|20720/20, 20 |25200 25200|30240|30240|35392 |40880|40880 47040 |47040|53760 5: Break Test . . . . . . 53760 53760 | 60480 || 60480 67760 67760 || 75712 || 75712 | 84000 | 84000 | 84000
# Weight per 15 Fathoms...| 325 390 390 || 445 445 525 525 620 710 || 710 815 || 815 925 #| weight per 15 Fathoms...| 925 925 | 1035 | 1035 | 1165 | 1165 1300 || 1300 || 1435 || 1435 | 1435
É STEEL wire | 3| STEEL wine
erence. . . . . . . . . . . | | 7/8" | 2" 2" 2%" | 2%" | 2%" | 2%" | 2%" | 3" 3" | 31%" | 31/4" | 3%" É Circumference. . . . . 3%" 3%" | 3%" | 3%" | 33%" | 334” 4” 4” 41/4" | 4!/4" | 4%.”
2.É LENGTH in FATHoms 60 80 60 60 75 75 75 75 75 76 90 90 90 • # LENGTH IN FATHOMS 90 90 |05 |05 105 |05 ! 05 |20 |20 | 20 |20
= } Hemp-Circumference....] 5% 6 6% | 6% 7 7% | 7% 8 8 8% 8% 9 9 =} Hemp—Circumference. . . . |0 | 0 ſ0% 10% | | | || |2 |2 |3 |3 13%
e- uivalent Steel Wire— - =1 uivalent Steel Wire—
# *| Circumference..........| 2 || 2% |.2% 2% |. 2% | 2% 2% 2% 2% 2% 2% 3, 3 = * , rcumference ...] 3% 3% 3% 3% | 3% 3% 4 4. 4% 4% 4%
Break Test. . . . . . . . . (18800 21200 |24000 |24000 |26700 29500 | 29500 | 32700 32700139200 39.200 42700 |42700 #| Break Test 50100 50100 58200 || 58.200 | 66700 | 66700 76100 || 76100 || 96100 96100 96100
Hawsers-90 Fathoms Each. . . . . . . 1G3}| G4 1G4 || @4} | 1Q.5 || @53 || @5} | 1Q8 lig6}| 1Q6, IGeil 1983. IG)7 Hawsers—90 Fathoms Each | @7% 2G,6% 2(3.6% 2G.6% 26.6% 2G,6% 2G)7 2G)7 2G97 2G97 2(37%
Warps—90 Fathoms Each. . . . . . . . . * * * * * , º, e º a $ 8 ºr º e e …l. .. w e º 'º & s p & s & I e g º º a |tº e º e is 1(3)4}| IC35 | 105 || || @5% Warps—90 Fathoms Each IQ6 205 |265 |2G5 |2G.5% |265% 266 266 || 2G6 236 |22.6%
Add 25% to Table welghts for STOCKLESS ANCHORS.. Add 25% to Table weights for STOCKLESS ANCHORS O
AMERICAN BUREAU OF SHIPPING RULES c


§
§
§
TABLE 20
* Concluded
ANCHORS, CABLES AND HAWSERS FOR STEAM VESSELS
EQUIPMENT ToNs Toss || Toss Toss || Toss || Toss || Toss || Tons | Toss Tons Toss
TONNAGE 13100 || |4200 | 15300 | 16500 17700 | 19000 20400|21800|23300!24800/26500
2 BOWERS
Weight Exclusive of Stock; I 1284 1 1844 || ||2460 13076 || 13720 || |4392 15120 | 15848 || 16548 || || 7248 17976
Test in Lbs - - - - a tº e º e s m - - - 151270 1554.70 || 160000 1647.10 160 100 173300 177040 182490 | 186865 190960|194600
CD ſi spañE Bowen - -
Dr. Weight Exclusive of Stock 9604 |0.080 | |0.584 || || ||6 || | 1676 12236 || 12852 || |3440 || || 4084 14672 ||5288
# Test in Lbs.... . . . . . . . . . . 137480 || 141680 || 146020 | 150010 | 154210 | 1584 10 163030 167440 171465 175140 178990
O | STREAM -
2 Weight Exclusive of Stock 4032 4256 4480 || 4732 || 4956 5208 || 5460 5684 || 5964 6244 || 6496
<[ Test in Lbs. . . . . . . . . . . . . . 74200 77280 80080 83580 86870 90020 93.170 95970 99.400 || 102690 105840
1 KEDGE -
Weight Exclusive of Stock 1708 1792 1904 1988 2072 2| 84 2296 || 2380 2492 2604 || 27|8
- Test in Lbs. . . . . . . . . . . . . . 37450 3S920 | 40880 || 42240 43540 || 45500 : 47.460 || 48860 || 50540 || 52220 53970
Numeral in Record Book as a
C Means of Equipment identifi- 46 || 47 || 48 49 || 50 || 5 || || 52 53 54 55 56
cation.
STUD CHAIN
Lil Length in Fathoms. . . . . . . 330 330 330 330 3S0 330 330 330 330 330 330
—l Diameter... . . . . . . . . . . . . . 214/16" | 215/16" 3" 31/48" | 33/16" | 33/16" 34/16" | 35As" || 3°/16" | 37/8" | 38/16"
º Proof Test. . . . . . . . . . . . . . . 30S224 317408 || 326592 || 335552 344400 || 353248 || 361984 || 370496 378840 || 386960 |395.136
C) Break Test. . . . . . . . . . . . . . 431480 || 444360 || 457.184 || 469728 || 48.2160 494480 506688 || 518560 530320 541632 |55.3056
Weight per 15 Fathoms. . . . 7015 7330 76.50 7980 8320 S660 00:10 9360 97.25 10005 || 10475
# LENGTH IN FATHOMS |05 |20 | 20 |20 | 20 | 20 | 20 | 20 |20 | 20 |20
*| stud chain
g| Diameter… 19/is" | I 19/16" | 119Ag" | | | "As" 11 As" || 12/1s" | 112/16" | 11 3/1s" || 113A's" || 14As” 11%s"
2 5 Proof Test. . . . . . . . . . . . . . . 98.336 - || 106400 106400 || 1 14800 || 1 14800 | 123480 | 123480 || 132440 || 132440 141680 ||141680
# Break Test. . . . . . . . . . . . . . 137536 || 148960 148960 | 160720 | 160720 | 172760 | 172760 | 185360 185360 | 198240 (198240
>
CD : Weight per 15 Fathoms...| 2000 2235 2235 2410 2410 2590 - 2590 2785 2785 2975 2975
>5ſ short Link chain
i §: Diameter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
©
Cº. ; Proof Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
H. :
&O = Break Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
# Weight per 15 Fathoms...]. . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
É STEEL WIRE
& Circumference. . . . . . . . . . . . 5%” 5%” 5%” 6" 6” 61/4" | 6%" | 6%" | 6%" | 6%" | 6%.”
• # LENGTH |N FATHOMS |40 |40 |40 |40 |50 |50 |50 ! 50 150 150 150
# #| Hemp-Circumference......]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
= 'ºl Equivalent Steel Wire-—Cir-l -
= Łs cumference. . . . . . . . . . . . . 7 7% 7% 7% 7% 73% 8 8% 8% 8% 8%
Tºl Break Test............... 232700 | 249800 |249.800 |267200 |267200 |285300' 303900 327000i447200 |347200 367300
Hawsers—90 Fathoms Each. . . . . . . 3G8% 3(38% 3G8% 3G,9 3G,9 |3(6.9% 3(a,9% |3(39% 3(3) 10 || 3(3) 10 || 36) iO
Warps—90 Fathoms Each.... . . . . . 3(37% 3(37% 3G 7% 3(38 3G.8 3(3.8% 3(38% 368% | 3G9 3G9 |3(39
See Continuation
ANCHORS, CABLES AND HAWSERS FOR STEAM VESSELS
EQUIPMENT Toxs Tons | Tons | Tons Tons | Tons | Tons 'Ton's || Tons | Tons Tons
TONNAGE 4720 5260 5850 6480 7140 || 7850 8600 9440 | 10300|| 1200 (12100
2 BOWERS
Weight Exclusive of Stock 5656 6132 6580 || 7084 || 7532 8038 || 8512 9072 | 9604 || 101.92 || 10696
Test in Lbs..... . . . . . . . . . 95620 | 101290 | 106680 | 112280 | 117040 | 122360 | 127120 | 132160 | 137480 142520 146860
CD ſº spare power
Cº. Weight Exclusive of Stock 4816 5208 5600 6020 6384 6832 || 7224 7728 || 8 |76 || 8852 9072
# Test in Lbs.... . . . . . . . . . . 84840 || 90020 94920 | 99960 104440 1094.80 || 113680 | 119280 | 123760 | 128450 |132160
O || 1 ºn.
Weight Exclusive of Stock 2072 2212 2380 2548 || 2716 || 2884 || 3080 || 3248 || 3444 || 3640 || 3836
: Test in Lbs. . . . . . . . . . . . . . 43540 45900 || 48.860 51380 || 53970 56910 || 59920 62440 || 65380 | 68320 71260
1 KEDGE
Weight Exclusive of Stock 840 924 980 |0.64 | |48 |232 |288 1372 |456 |540 || |624
Test in Lbs... . . . . . . . . . . . 21700 23240 24360 || 25900 27370 28840 || 29960 || 31570 33040 || 34510 || 35980
Numeral in Record Book as a
Means of Equipment identifi-| 35 36 37 38 39 40 4| 42 43 44 45
cation.
STUD CHAIN
lil Length in Fathoms. . . . . . . . 270 270 270 300 300 300 300 300 300 300 330
—l Diameter. . . . . . . . . . . . . . . . 2%s" 2%g" | 2%s" 2% s” 27As" || 2%s" 2% s” 21.0/ke"|21 1A s” 212A6" (21346"
º Proof Test. . . . . . . . . . . . . . . 192920 | 204120 215600 |227360 |239456 252000 | 201408 270816 |280224 289632 |298816
O Break Test. . . . . . . . . . . . . . 269920 285600 || 301840 || 318304 || 335160 |352800 || 365960 379120 3922.80 |405440 |418320
Weight per 15 Fathoms...} 4015 4245 4485 || 4725 || 4760 5265 5535 5815 6105 || 6405 || 6705
* | LENGTH IN FATHOMS 90 90 90 90 90 ! 05 |05 |05 |05 |05 105
§ STUD CHAIN sº - º
É iameter.... . . . . . . . . . . . . 1%s" J%g" | I*/is" | | */[s" 1%g" | 1%g" | 1748" | 17/16" 1%s" 1°/ie" || 9As"
z: Proof Test....... . . . . . . . . . 63000 63000 69440 69440 || 76120 | 76120 83.160 83.160 90720 | 90720 98336
# Break Test. . . . . . . . . . . . . . 94360 | 94360 104160 | 104160 114240 | 114240 | 124600 124600 || 131488 131488 |137536
*: Weight per 15 Fathoms...} 1345 1345 1485 1485 1625 1625 1775 1775 1935 1935 | 2090
>5 | SHORT LINK CHAIN º
jã Diameter. . . . . . . . . . . . . . . . | */16 1%g" | I*Ag" | 1%s" l’As’ 17A s” | 18As." | | "As" . . . . . . . . . . . . . . . . . . . . .
©
ſº ; Proof Test. . . . . . . . . . . . . . . 46200 46200 || 50680 || 50680 55440 || 55440 || 60480 | 60480 . . . . . . . . . . . . . . . . . . . . . .
% : Break Test......... . . . . . . 92400 | 92400 | 101360 || 101360 110880 110880 120960|| 120960|. . . . . . . . . . . . . . . . . . . . .
#| weight per 15 Fathoms...| 1585 || 1585 || 1735 | 1735 | 1895 | 1895 2050 2050 |.....................
É stEEL wire
Circumference....... . . . . . . 4%." 4%." 4%." 4%." 5" 5* 5/4" 51/4" 5%." 5%." 5%."
•F LENGTH |N FATHOMS |20 120 |30 130 |30 130 |30 | 30 |40 |40 |40
##| Hemp-circumference.... 13% 14 || 14 | 15 | is is 16 |7 || 17 l. . . . . . . . . . . . .
= 'ºl Equivalent Steel Wire—
ă * ircumference. . . . . . . . . 4% 5 5% 5!/. 5% 6 6 6% 6% 6% 6%
!- > → Break Test. . . . . . . . . . . . . . 107000 118720 131000 || 143600 157000 170900 170900 185500 |200700 (200700 |216400
hawsers—ºo Fathom Each....... 2G7% 2G8 2(38 2(38% 2G.8% 2(38% 2(38% 2(98% 2G9 |2(69%. 3G)8%
|wwn-w Fathoms Each.........|26.6% 2G97 207 |2(37% 2G7% 2(g)7% 2(3)7% |2(67% 2(38 |2(38%. 33.7%
Add 25%
to Table weights for STOCKLESS ANCHORS
Add 25% to Table weights for STOCKLESS ANCHORS
AMERICAN BUREAU OF SHIPPING RULES

§
§
TABLE 21
See Continuation
ANCHORS, CABLES AND HAWSERS FOR SAILING VESSELS
TABLE 21
Concluded
ANCHORS, CABLES AND HAWSERS FOR SAILING vessels
EQUIPMENT Tons! Tonal Tons. To Ns|Tons. To Ns|| Tons; Tons Tons! Tons. To NS | Tons | Tons | Tons | Tons | Tons EQUIPMENT Tons Tons | Tons | Tons | Tons | Tons | Tons | Tons Tons Tons | Tons | Tons | Tons | Tons
TONNAGE 60 | 80 || || 0 || 140 | 1.70 |200|240 280 i 330 || 380 || 430 500 || 580 670 760 | 830 TONNAGE I020 l 190|| 1360 | 1560 1780 2020 2280 |2600 2940 || 3300 3700 || 4100 |4500 4900
2 BOWERS - 2 Bowens , . -
weight Exclusive of Stock 392 || 448 || 532 616 || 700 812 |952 1092] 1280 1428 1624 1820 | 2016 || 2240 || 2520 2772 Weight Exclusive of Stock 3052 || 3304 || 3556 || 3780 | 4088 || 4480 || 4872 || 5264 5656 6132 || 6580 || 7084 || 7532 8038
Test in Lbs... . . . . . . . . . . . ii.330014280.1506017500190.4021210'2380028390.2940932550 35980 || 394.10 || 42560 || 46480 50960|54050 Test in Lbs.............. 59500|63280|67000|70420/74900|80080/85680/90720/95620.101290.106680.112280117040 122360
Q ſº span=Bowen (12 FT, SPARE Bower, . -
ſº | Weight Exclusive of Stock!.....}.. tº s º s e º s : * * * * * | * * * * r * * * * * s 784 || 924 || 1964 | [204 || |400 || |540 || 1708 || |904 || 2156 || 2:352 DC | Weight Exclusive of Stock; 2604 || 2800 $024 || 3220 || 3472 || 3808 || 4144 || 4480 || 4818 5208 || 5600 || 8020 8384 || 8832
£ - Test in Lbe... . . . . . . . . . . . • a s - I e º e < * | * * * * * * * * * * * : * * * * * I • * * * * 20720/23240|25900|28350 32060 34510 37450 40880 45010 48440 O Test in Lbs..... e - 6 e e g g º e 52220 55440 59080 62020 65.800 70840 75600 80080 84840 90020 94920 99960 104440 109.480
C ºf ; 1 STREAM . . ' -
2 Weight Exclusive of Stock (12 139 196 || 252 || 308 || 364 420 486 | 660 | 844 || 728 784 888 980 1064 1148 Weight Exclusive of Stock 1280 || 1344 1428 1484 || 1588 1880 1792 | 1832 2072 2212 || 2380 2548 2716 || 2884
< || Tº" in Pºº..…: 7800 | 8100 9450 |10640 1 1760. 12810|13790|14840; 16520, 17990, 19600 || 20720 22190 24360 25900 27370 : Test in Lbs.............. 29400|31080 32550|33530|35000|36900|38920|41300|43540|45990|48860|51380|53970) 56910
1 KEDGE * * ſ - t KEDGE . -
Weight Exclusive of Stock J;6 || 56 | 84 112 || |40 || 148 *|*|*||aw sº | * | * | * | * | * Weight Exclusive of Stock 504 || 532 560 588 616 || 672 | 728 || 784 | 840 924 980 || 1064 || 1148 || 1232
Test in Lbs... . . . . . . . . . . . 6400 6400|7|100 7800|8190|8820 | 9450 10080|10640.11200 11760 | 12320|| 12810|13300|| 14280 || 14840 Test in Lbs..... . . . . . . . . . 15400||15960 16520 17010 || 17500 18480| 19600|20720 |21700; 23240 24360|25900|27370 28840
Numeral in Record Book as a Numeral in Record Book as a - º " .
º —º- àtions -
STUD CHAIN STUD CHAIN -"
u length in Fathem....... tº tº tº tº 135 | 135 | 150 | 165 || |65 | [80 180 | 195 || |95 || 2 || 0 || 2 || 0 || 210 tu length in Fathom...... $210 || 210 240 240 240 240 240 240 270 270 270. 270 || 270 270
inmeter. . . . . . . . . . . . . . . . 1 1/4"|12/a"|13/a"|14/2"|15/a"| |* | 11 Ae"|| 2/4"|| 3/a"|| 4/4s"| || 5/, a " | | 6/a" | | 7Aa" tº/a" | | 9/, a” || 10A s” - ty ſº º º ſº I gº tº w W
ă Diameter * As A. As As *As | As /\s Wie As Wis t %g ! As t Wié | /is Ms —l Diameter. . . . . . . . . . . . . . . . 111/16 11?As | 13As 11 */6 115As 2 21/16" 22Ae" 23/46" 2%g" 2%g" 2%s" 27Ag" 2%s"
• * * * * * * * is a sº a s 1904022680:26600!3080035392.40320|45472|50960|56840'63000. 64 36 || 0 - •
: | Pºtte‘. 266: - 5 694.40 || 76120 | 83.160 |97020 | 98336 || 06400 º Proof Test. . . . . . . . . . . . . . . 114800/123480.132440/141680.151200.161280.171360.182000/192920204120215600227360'239456,252000
• * * * * * * * tº a 4 s 285.60'3388039872146200|53 - 96||76440.85 120,94360|| 240|124600||131 | - :
O || Break Test.. - 246 04160 l 14 *| | S prºte.............. 167020172760185300||1982401211680225792239904254800/269920285600|301840318304,335160.352800
Weight per 15 Fathoms...} 405 || 480 570 || 655 755 | 800 | 970 | 1085 1215 1345 || 1485 | 1625 | 1775 | 1935 | 2000. 2235 º 2 -
L elg º ; 4. 45 || 45 J 45 || 45 || 4 A-h. 60 # 80 || 8 Weight per 15 Fathoms...] 2410 |2590 2785 2975 : 3175 || 3355 3570 || 3785 4015 || 4245 4485 4725 4760 | 5265
º! LENGTH | M 5 45 45 5 || 45 || 60 60 0 || 60
# H | -- # LENGTH IN FATHOMs 75 75 75 75 75 || 75 75 75 90 90 90 go || 90 Too
STUD CHAIN s - - -
É| "Sºmetº... • * * * * * * * * */ts" | "As" ; 948" |10/8"|19As"|11/\s"|11/16"|12/8"|13/16"|13/16"| 1%s" || 1 %s" || 1%s" 1946” 15/8" | I" stup chain - aſ
É É Diameter................ !" | "As" l'As' 1%s"|1%s"|1%s"|1%;"| 1%s"|1%s"| 1%s 1%;"| 1%;"| 1%;"| 1%."
Eg| Proof Test............... 10080 12600||12600||15680,15680, 19040 1904022680 2660026600) 30800 30800 || 35392 || 35392 || 35392 || 40320 2 Proof Test 40320 || 45472 45472 50960 5684 - 0.
- - tº- OOI lest. . . . . . . . . . . . . . . 50960|56840 56840 56840 | 68000 63000
: #| Breaktet.… 15120, 18816, 18816:23560235602856028560338803987239872 46200 || 46200 53088 53088 || 53088 60480 Fºl bºx tº 60480 | 68096 68096 76440 || 764 : 694,06040|76120.78120
- - Teak IeSt. . . . . . . . . . . . . . - 4. 40 || 85120 85120 851 104180|104160
Öº Weight per 15 Fathoms...| 240 300 || 300 || 365 || 365 | 405 || 405 || 480 570 570 655 655 | 755 755 755 800 II: e 20|94360 94360 114240|114240
=# SHORT LINK CHAIN Cºl Weight per 15 Fathoms...] 800 | 970 970 1085 1085 | 1215 1215 1215 1345 || 1345 1485 1485 | 1625 | 1625
*g Diameter...... * * * * * * * * * * %s"|19Ag"? 9A6"|11/16"|11/is"|12A6"|12/8"|12/16"|14As"|14/is' 15/8" | 15Ae" || |" !" l" || 11/16" >5 SHoRT LINK chain | 1 2 2 3.
º ter. . . . . . . . . . . . . . . . - º º * ! I 3A..." | 14A." | 1.44 – 5 14/.4 º º
##| Pºtte‘............... soohoºliosºdizºolºodsizdiszoºspoud,04023320|23320|28ssol.26ssolºssolaoso | |iš| “ As' 1%s"|1%s"|1%s"|1%s"|1%s"|1%s" 1%;" 1%;"| 1%;"| 1%;"| 1%, 1748" | 1%."
23| Breaktet 16800.20720.20720/2520025200,30240,30240 40880}40880. 47040 || 47040 53760 | 53760 53760 | 60480 É: Proof Test... . . . . . . . . . . . . 30240|33880|33880|37856||37856|42000|42000|42000|46200 |46200 |50680 50680|55440|55440
* - - - - - - - * = • * * * vu ºvº is ~E viºus vy a Avº-º-y vºl. Tº vº-yº. Fvy t &c --
: 2 - O - - - - -
#| weight per 15 Fathoms...|325|| 390 |390 || 445 |445 || 525 || 525 | 620 || 710 || 710 || 815 || 815 925 | 923 || 925 || 1035 o: Break Test....…...... ºoºººoºººººrizºna|8000|8000|8000|92400|200|oisºloissºluossºluosso
9 | STEEL WIRE #| Weight per 15 Fathoms...| 1035 | 1165 1165 | 1300||1300 || 1435 | 1435 | 1435 | 1585 1585 1735 | 1735 | 1895 | 1895
É Circumference..... . . . . . . . 1%" | 2" | 2" |2%" |2%" | 2%" | 2%" | 2%" | 3" | 3" | 3%" | 3%" | 3%" | 3%" | 3%" | 3%" É STEEL WIRE
- 1A.º 3/, 7 y g r p º º º gy
ag|LENGTH in FATHoms so so so so so so so is 75 | is is is 78 is 90 wo 9"....… *%" | *%" | *%" | * | * | *%" | 4%" | 4%" | 4%" | 4%" | 4%’|4%" | 5 || 5’
##| Hemp—Circumference.....] 5% 5% 5% | 6 || 8% | 8% 6% | 7 || 7% 7% 7% | 8 || 8 || 8% | 8% | 9 2 E LENGTH in FATHoMs 90 90 90 || 105 || 105 || 105 || 105 || 105 || 120 | 120 Tizo Tizo Tºo Tº
= 5:5 ivalent Steel Wire—Cir- - ſº -
#: Bººlwº'1 2 || 2 || 2 |2%|2%|2%|2% |2% 2% |2% 2% 2% | 2% 2% 2% | 3 || |=#| Hºjº: " | " | " |*|1%|." | 1 || 2 || 2 || 2 | is is 13% isy,
*T* Break Test............... 1880018800 issodal?002.00024000/2000287029500.29500|29500|32700/327001392080200|42700 | |= 3 Circumference......... 3 || 3% 3% 3% 3%' '3% | 3% || 4 || 4 || 4 || 4% 4% 4% 4%
0- -
Hawsers—90 Fathoms Each... e is tº is ſ (33} | @3} I @3% | @4 | @4 | @4 | @4} I (35 I @5} | @5} | @5} | @6 1 (36% | @6} 1 (36% | @6} Break Test tº e º 'º - © tº º tº a s is s a 42700 50100 50100 58.200 58.200 66700 66700 76100 76100 76100 85700 96.100 96100 107000
Warpe-90 Fathoms. Each.........].....].....]. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .l. ... . . . . . . . . . . . . . . . . . . . . . . . 1 @4} || @5 || || @5 Hawsers—90 Fathoms Each....... 167 || @7%206:%206:%208%|296%|2(38%. 267 || 237 297 297 || 297 297%;297%
Add 25% to Table welghts for STOCKLESS ANCHORS Warps—90 Fathoms Each......... 16%|168 (265 295 295 295%265%. 266 268 228 228 298 |228%228%
AMERICAN BUREAU OF SHIPPING RULES
Add 25% to Table welghts for STOCKLESS ANCHORS

§
§
§
See Continuation - Concluded
ANCHORS, CABLES ANPºś ºpR STEAM TRAWLER: ANCHORS, CABLES ANRº: RS FOR SAILING TRAWLERS
EQUIPMENT TonslTons|Tons|Tons|TonslTons Tons Tons Tons(Tons|Tons(Tons|Tows tons Tons EQUIPMENT ToNs|ToNs|ToNs|ToNs|Tons. To Ns|ToNs|ToNs|ToNs|ToNs|Tons! Tons|Tons|ToNs|Tons
TONNAGE 70 90 || 10 || 130 150 I70 | 190|210 |235|250 |290 320 |350 |380 415 TONNAGE 50 60 70 80 || 95 || || 0 || ||25 || |40 || |55 170 185 |200|220 |240 260
2 BoweRs. . . 2 Bowens
? Weight Exclusive of Stock 384 || 392 || 420 448 || 476 || 604 || 5S2 560 | 88s cle | 844 672 || 700 | 728 756 £ Weight Exclusive of Stock 364 392 || 420 448 476 504 532 560 588 616 644 672 700 | 728 756
O Test in Lbs....... • - - - - - 12810|13300 mºlele. 1840013960/16520,17010 º 17000 18480/19040|19600|20160 O Test in Lbs... . . . • * * * * * * 128101.3300||13790,14280.1484015400||15960|16520,17010, 17500|17990|18480; 19040, 19600|20160
O 1 STREAM, , - - * C) || 1 STREAM
2 Weight Exclusive of Stock; 196 || 196 || 224 224 || 252 || 252 280 || 280 || 308 || 308 || 336 || 336 || 364 || 364 || 392 2 Weight Exclusive of Stock | 196 || 196 224 224 252 252 280 280 308 308 || 336 336 || 364 364 392
< Test in Ibs.............] 9450l.9450/10080/10080 wd-dºw 11200hrº50 º 12810|12810|13300 <[ Test in Lbs... . . . . . . . . . . 9450 9450 100SO 100S0, 10640,106401 1200 1 1200.11760'1 1760. 12320,12320,12810, 12S10, 13300
STUD CHAIN CABLE - - STUD CHAIN CABLE
Length in Fathoms.......| 60 | 60 60 60 || 75 75 90 90 80 || 105 || 105 ſ 105 || 120 | 120 | 120 Length in Fathoms....... 60 | 60 60 60 60 60 60 | 60 | 75 75 75 90 90 90 105
Sc | Diameter... . . . . . . . . . . . . **Ás'ſ "Asſisãº'll'Asſi"Asſis/isſils/s' l" || 1" || Ag"|11/16"|13As"||*As"||*Ae'ſ "As" Sº I Diameter... . . . . . . . . . . . . 12/16"|13/16"|13/16"|14/16"|14/is";15/16"|15/16" | " | I" || 1/16"|| 1/16"|12/16"|12/16"|13/16"|13/16"
- 2 >
- | Proof Test..............|226802060026600|308003080035392,35392.40320|403204547245472,50960|50960|56840.56840 —il Proof Test..... . . . . . . . . . 22680.2660026600.3080030S0035392:35392.40320'40320,45472.45472,50960|50000,56840,56840
- - Hº-
(ſ) § Break Test..............|338803987239872,46200.46200|53088 º 604806.809668096/76440.76440.85120.85120 (ſ) 5 Break Test... . . . . . . . . . . . 33880,3987239872.46200.46200,53088530SS'604806048068000'68096.76440.76440'S5'120'S5120
ld ; Weight per 15 Fathoms...| 480 || 570 || 570 || 655 655 || 755 || 755 | 800 | 800" 970 970 1085| 1085| 1215||1215 Lil ; Weight per 15 Fathoms. 480 570 570 || 655 || 655 || 755 755 | 800 || 800 || 970 | 970 1085| 10S5 | 1215) 1215
:: *|- | - : tº -
Dºl G CD O
<ſ SHORT LINK CHAIN t <[ SHORT LINK CHAIN
C) # Length in Fathome....... 60 80 || 60 60 75 || 75 || 90 90 90 | 105 || 105 || 105 || 120 | 120 | 120 C) # Length in Fathoms....... 60 | 60 60 | 60 60 60 60 | 60 | 75 | 75 75 90 90 90 | 105
; Diameter... . . . . . . . . . . . . **Ás"|1%;"|1%s"it"As"|1%g' !" | | * !"As"|11/16" 1*Ag” 12/16" 13/16" 13As"||*As"||4/16" ; Diameter... . . . . . . . . . . . . 13/16"|14/16"|14/16"|15/16"|15/16" 1* !" I 1/16"|| 1/16"|| */6"|12/16"|13/16"||3/is"|| 4/16"|14/16"
B Proof Test..............|17696 . 235202352026880 2688030240 30240,33880.3388037856,37856,4200042000 g Proof Test.... . . . . . . . . . . 17696.20440 20440.235202352026S80.268SO 30240.30240.33SS0'338SO 37856,37856'4200042000
Hºs Hº-
* | Break Test... . . . . . . . . . . . º 40880 . 53760 . 67760|75712|7571284.000184000 C/D Break Test... • : - - - - - - - - - 35392;4088040SS04704047040537605376060480604S067760.67760|75712,7571284.000184000
Weight per 15 Fathoms...| 620 710 || 710 || 815 | 815 || 925 | 925 | 1035 | 1035||1165 1165||1300||1300|| 1435 | 1435 Weight per 15 Fathoms. | 620 | 710 710 | 815 815 | 925 | 925 | 1035 | 1035 | 1165 1165||1300||1300|| 1435 | 1435
- ARP3 HAwsERS AND warps
º º *::::...... 60 | 60 60 | 60 | 60 60 | 60 | 60 | 60 || 60 60 60 || 60 | 60 || 60 Length of Each in Fathoms...... 60 | 60 | 60 60 60 60 | 60 60 | 60 | 60 60 | 60 | 60 | 60 | 60
Hawser Circumference—Hemp... 5 5 5 5 5% 5% 5% 5% | 6 6 6 6 || 6% | 6% 6% Hawser Circumference—Hemp... 5 5 5 5 5 5 5 5 5% 5% 5% 5% 5% | 6 6
Steel....... . . . . . . . . . . . . . . . . ...| 1% | | *4 || 1% tº || 2 || 2 || 2 || 2 || 2% 2% 2% 2% 2% 2% 2% Steel....... e s = e s a e e s s e º º ... ... 1% | 1% 1% 1% 1% 1% 1% 134 || 2 || 2 || 2 || 2 || 2 || 2% 2%
Warp Circumference-Hemp ....! 3 3 3 3 3. 3. 3% 3% | 3% 4 4. 4. 4% | 4% 4% Warp Circumference—Hemp 0 - e. e. 3 3 3 3 3 3 3 3 3 3 3 3/2 3% 3% 4
Steel........ . . . . . . . . . . . . . tº e º 'º s | | | | I t 1% 1% 1% 1% l'A l'A 1% - lº, 1% Steel • a s e s e s - © w w tº e is a s m e a tº e e s s is e | I | | | | | l | | | ! /4 | A ! /4 | A.

Add 25% to Table weights for STOCKLESS ANCHORS Add 25% to Table weights for STOCKLESS ANCHORS
AMERICAN BUREAU OF SHIPPING RULES

§
ERE
FAC
SHIPBUILDING CYOLOPEDIA
regarded as contributing to one and not the other, or
when allowance is made for rivet holes in tension but
not in compression; then two separate girders must
be considered, one for hogging and one for sagging.
Erectors. Workmen who put together and secure fab-
ricated parts to form the structure or machine.
Escape Valve. See VALVE, EscAPE.
Euphroe. A wood block or slat or metal fitting per-
forated to allow the awning crowfoot halyards to pass.
Evaporator. An auxiliary for supplying fresh water
to make up the loss in boiler feed water. Steam leaks
in pipe joints and stuffing boxes may occur. The
whistle may be used or the exhaust opened or in some
other manner losses of boiler feed water take place.
These losses are appreciable and the evaporator must
supply the “make up” feed in order to avoid the use
of salt water.
A typical evaporator consists of a chamber into
which boiler steam is passed in coils or nests of tub-
ing. Salt water is admitted into the chamber and is
converted into steam which passes over to the con-
denser or low pressure receiver. The water found in
the coils by the loss of heat is returned to the feed.
Pages 425, 885, 970, 996, 1024.
Plates XIV, XLVII, XLVIII.
Evaporator Feed Pump. See PUMP, EvaporATOR FEED.
Evaporator Foundation. A term applied to a founda-
tion supporting an evaporator.
Page 538.
Even Keel. That condition in which a ship floats at
her designed draft both forward and aft, or in which
her keel line is parallel to its designed position.
Exhaust Fan. A type of fan outfit used to remove
dust and smoke from shop buildings ashore. The
usual method of construction for fans of this type
consists of a metal ring with arms supporting an elec-
tric motor, the shaft of which is centered on the ring.
The fan is mounted on the motor shaft and is made
the full diameter of the ring less a small clearance at
the tips of the blades.
Page 952.
Exhauster, Planing Mill. A system of piping leading
k from a chamber outside the building and terminating
in funnels or hoppers directly over the knives of the
machines in the mill. A suction is induced in the sys-
tem by a large fan and by this means the shavings
from work passing through the machines are drawn
off and deposited in the collection chamber. The
chamber usually has a trap at the bottom for empty-
ing and is elevated sufficiently to allow a cart used
for carrying the shavings away to pass beneath.
Expander, Boiler Tube. See BoILER TUBE ExPANDER.
Xpander, Tube. See TUBE ExPANDER.
Expansion Hatch. See HATCH, ExPANsion.
Expansion Joint. A term applied to a joint which per-
mits linear movement to take up the expansion and
contraction due to changes in temperature.
Pages 623, 624, 625.
Plate XLVI.
Xpansion Tanks. A term applied to the trunkways
below the cargo hatches in an oil tanker that are
provided for the purpose of allowing the cargo oil to
expand.
Xpansion Trunk. A trunk extending above a hold for
the stowage of liquid cargo. The surface of the cargo
liquid is kept well up in the trunk, thus allowing for
expansion of the liquid without danger of excessive
Strain coming on the hull, and allowing for contrac-
tion without undue increase in free surface with its
accompanying effect upon stability.
Extenders. See PAINT.
Extreme Breadth. See BREADTH (Extreme).
Eye. A hole through the head of a needle, pin, bolt,
etc., or a loop forming a hole or opening through which
Something is intended to pass, such as a hook, pin,
shaft or rope. Familiar examples are an eye at the
end of a tie bar in a bridge truss, an eye at the end
of a rope as the parts of shrouds and stays that pass
over a masthead.
A “worked eye” is one having its edge rounded off
like a ring, while a “shackle eye” is drilled straight
through, permitting an inserted bolt or pin to bear
along its entire length.
Eye Bolt. A bolt having either a head looped to form
a worked eye or a solid head with a hole drilled
through it forming a shackle eye. Its use is similar
to that of a pad eye.
Eyes. The forward end of the space below the upper
decks of a ship which lies next abaft the stem, where
the sides approach very near to each other.
The hawse pipes are usually run down through the
eyes of a ship.
Fabricate. To shape, assemble and secure in place the
component parts in order to form a complete whole.
To manufacture.
Fabricated Ship. A ship that is constructed by assem-
bling plates and shapes that have been laid out and
formed, without the aid of templates taken from the
work during the process of construction. One advan-
tage of this method of construction is that the ma-
terial may be laid out at the steel mills and shipped
to the yards ready for erection.
In cargo vessels having a constant section or parallel
middle body of considerable extent, a good practice is
to fabricate the middle portion and then to build the
bow and stern in the regular way. In vessels having
a warped surface throughout, it would appear that a
large number of vessels would have to be built to the
same lines in order to gain any advantage.
A ship of simplified form, the body plan of which
is made up of straight lines and arcs of circles, is
the most favorable type for the fabricated system.
Face Mask. A mask worn by men in a foundry while
pouring molten metal and by welders while making
welds with acetylene gas or electric welding apparatus
to protect their eyes from the glare and their faces
from sparks or flying particles of molten metal.
Page 763. e
Face Plate. A plate fitted perpendicular to the web
and fastened to the flanges at one edge of a frame,
stiffener or girder to compensate for the continuous
plating attached to the flanges at the other edge.
Factor of Safety. A design factor such that where
multiplied by the allowed working stress for a given
material it will give a product equivalent to the ulti-
mate strength of that material. The foregoing defines
“factor of safety” as ordinarily used. Strictly speak-
ing and especially for elastic materials this definition
applies only to the “nominal factor of safety.” The
real factor of safety for design work involving elastic
materials is that factor which if multiplied by the al-
lowed working stress will be equal to the stress re-
quired to strain the material to its elastic limit.
If the nominal factor of safety is used in any case,
the real factor of safety for the case in hand is
57
FAG
FID
SHIPBUILDING CYOLOPEDIA
smaller in proportion as the elastic limit of the ma-
terial is lower than the ultimate strength.
For design in such materials as wood, cast iron in
compression, and the like, the distinction between
nominal and real factor of safety is non-existent.
Faggoting. Described under STEEL AND IRON.
Fair Curves. Curves which do not in any portions of
their entire lengths show changes of direction such
as to mark those portions as out of harmony in any
respect with the curves as a whole or with the other
portions of the curves.
Fairleads. A term applied to fittings that are used to
change or preserve the direction of a rope or chain so
that it is delivered fairly to a sheave or drum.
Large fairleads in the shape of a drum on a vertical
shaft are used to deliver a hawser coming through a
chock or mooring pipe to a gypsy on a winch or wind-
lass.
Fairleads are also used with the steering leads in
which case they may be fittings with small sheaves or
annular rings. With steering leads the fairleaders are
generally more for preserving than changing the line
of the ropes.
Fair Line. A term applied to a curved line when it
is smooth and without bumps or abrupt breaks in direc-
tion. A sweet line. -
Fair or Fair Up. To so draw the lines of a vessel that
the defined surfaces will show no irregularities
throughout their entire extent.
To line up the frames to their proper position.
Fair Ship. To keep the ship properly placed on the
berth during the building period.
Fairwater. A term applied to plating fitted in the shape
of a frustrum of a cone, around the ends of shaft
tubes and struts to prevent an abrupt change in the
stream lines.
Also applied to any casting or plating fitted to the
hull for the purpose of preserving a smooth flow of
water.
Fake. To lay a rope or chain down in long bights
side by side or in coils in regular order so that it will
run out clear or can be easily and rapidly paid out.
Also one complete circle of a coil of rope.
Pall. By common usage the entire length of rope used
in a tackle, though a strict adherence to the term
would limit its application to the end to which the
power is applied. The end secured to the block is
called the standing part, the opposite end, the hauling
part.
False Keel. See KEEL, FALSE.
False Sternpost. See STERNPost, FALSE OR INNER.
Fan Electric. See ELECTRic FAN.
Fan Exhaust. See ExHAUST FAN.
Fan, Induction. See BLower.
Tantail. The stern overhang in vessels which have
round or elliptical after endings to uppermost decks
and which extend well abaft the after perpendicular.
Pages 496, 497.
Farad. The unit of electrostatic capacity. It repre-
sents the capacity of a conductor that requires 1
coulomb of electricity to charge it to the potential of
1 volt.
Fascia. A strip of wood used in covering over open-
ings in joiner work.
Fast. A rope or chain used to moor a boat to the
wharf. It is designated in accordance with the end of
the boat with which it is used as bow-fast or stern-
fast.
Fasteners. Men who drive the iron bolts that fasten
the parts of a wooden vessel together.
Fastenings. A term applied to bolts, nails, rivets, tree-
nails, etc.
Fastenings, Through. A term applied to a fastening
that is driven completely through the pieces to be
connected.
Fathom. A unit of length used in measuring cordage,
depths, etc. The length varies in different countries,
being six feet in Great Britain and the United States.
This is roughly obtained by extending both arms.
Faucet. A term applied to a valve or cock used to
control the flow of a liquid.
Fay. To unite closely two planks or plates so as to
bring the surfaces into intimate contact.
Feed Pipe, Boiler, Internal. See BoILER FEED PIPE,
INTERNAL.
Feed Pump, Auxiliary. See PUMP, AUxILIARY FEED.
Feed Pump, Evaporator. See PUMP, EvaPORATOR FEED.
Feed Pump, Main. See PUMP, MAIN FEED.
Feed Water, Boiler. See BoILER FEED WATER.
Feed Water Heater, Boiler. See BoILER FEED WATER
HEATER.
Feed Water Heater Foundation. A term applied to the
seating supporting the feed water heater.
Page 537.
Felloes. The pieces of wood composing the rim of a
steering wheel.
Fend Off. To prevent a ship or boat from coming
violently in contact with a pier, another ship, or
Structure.
Fender. This term is applied to various devices
fastened to or hung over the sides of a vessel for the
purpose of preventing rubbing or chafing. A common
type consists of a timber running fore and aft along
the side of a vessel above the waterline. On the outer
or wearing side of the timber a strip of iron bark or a
piece of flat bar iron may be attached.
The fender may be held in position by angle bars
attached to the outside plating or planking and having
a space between them equal to the width of the fender.
The fender itself may be bolted to the ship.
A wood spar, a bundle of rope, or cork form covered
with a half-hitching of sennit used to fend a vessel off
from a pier or to prevent damage by a too forcible
contact when coming alongside another vessel.
Ferrule, Condenser Tube. See ConDENSERTUBE FERRULE.
Ferry. A craft used regularly for the transport of
cargo or passengers back and forth across a narrow
body of water or river.
Such a craft may vary in type from a small high
speed yacht to a large, heavy scow used in the car-
riage of fully loaded freight cars.
Fid. A wood or metal bar used to support the weight
of a topmast or top-gallant mast when in position,
being passed through a hole or mortise at its heel and
resting on the trestle trees or other support; a hard-
wood tapering pin or tool, used by riggers and sail-
makers to open the Strands of a rope, eye, grommet,
etc. A “hand fid” is rounded at the ends. A “stand-
ing or cringle fid” is larger than a hand fid and has
a flat base.
Page 345.
Fidded Topmast. See TopMAST, FIDDED.
Fiddle Block. See BLock, FIDDLE.
58.
FID
FLE
SHIPBUILDING CYOLOPEDIA
Fidley. A term applied to the top of a boiler casing.
Through it pass the smoke stack and boiler room venti-
lators. The top around the stack and cowls is fitted
with gratings made of bar steel with metal covers that
can be closed when the weather is very bad.
Fidley Gratings. A term applied to gratings made of
bar steel and fitted over the top of the boiler hatch.
Page 574.
Fife Rail; Pin Rail. A term applied to a rail worked
around a mast and fitted with holes for belaying pins
for securing the running gear.
Figure Head. An ornament, usually the figure of a
woman, placed on the foremost edge of the stem
just below the bowsprit.
Filler Piece.
Fillets. A term applied to the metal filling in the
bosom or corners where abrupt changes in direction
occur in the parts of a casting or forging.
See LINER.
Filling Transoms. See TRANsoms, FILLING.
Filter, Feed Water, An apparatus designed for the
removal of oil from boiler feed water.
It consists of a suitable connection and a container
in which is placed the filtering material. This ma-
terial may be gravel, sand, or broken stone, etc., or it
may be cloth, sponge or similar material.
Water may be led through the apparatus by gravity
or forced through under pressure. In the latter case
provision must be made for relief from excessive
pressure should a stoppage in the filter occur.
Pages 425, 664, 1007.
Plates XIV, XLVII, XLVIII.
Fire and Bilge Pump. See PUMP, FIRE AND BILGE.
Fire Boat. A vessel of about the type and size of a
large tug, but fitted with all available fire fighting
apparatus. -
Firemen. Members of a ship's boiler room force who
are responsible for the care of the fires under the
boilers.
Fire Tube Boiler. See BoILER, FIRE TUBE.
Fireproof Bulkhead. See BULKHEAD, FIREPROOF.
Fireproof Flooring. See Flooring, FIREPROof, and also
GRATINGs.
Fish Boom. See DAVIT, FISH.
Fish Hook. A large hook attached to a stout cable
and used on some vessels to take the anchor on board.
Also applied to a hook attached to a line and used
for the purpose of catching fish.
Fish Pendant. A stout piece of rope or cable having
a thimble on one end and a fish hook on the other.
Fish Tackle. A tackle used in pulling an anchor on
board from under the cat head.
Fish Tackle Pendant. A rope one end of which is
attached to the foremast and the other end to the fish
tackle.
Fittings, Pipe. A term applied to the connections and
outlets, with the exception of valves and couplings,
that are attached to pipes.
Fixed Light. A thick glass, usually circular in shape,
fitted in a frame fixed in an opening in a ship's side,
deck house or bulkhead. The fixed light is not pro-
vided with hinges and serves only to provide access .
for light. -
Plate 576.
Fixtures, Watertight Electric Light.
LIGHT FIXTURES, WATERTIGHT.
Flags. Emblems or symbols made of cloth, bunting
or silk. They are used to denote the country or com-
See ELECTRIC
pany to which a vessel belongs, and also for various
signals.
Page 1103.
Flags, Signal. Flags used in signaling. These flags
symbolize the letters of the alphabet according to code.
It is thus possible for one vessel to communicate with
another or with a shore station.
Page 1103.
Flam. A term often used to express the same mean-
ing as flare, but more properly used to denote the
maximum curl or roll given to the flare at the upper
part, just below the weather deck.
Flange. The turned edge of shape or girder which
acts to resist a bending movement. A casting or forg-
ing which may be attached to a pipe forming a flange
or projecting rim suitable for bolting the pipe secure.
Some pipe flanges are worked as an integral part of
the pipe. -
Flange, Blank. Applied to a flange fitting that is
complete with the exception of the bolt holes. Also
applied to a flat plate or flange that is used to close
the end of a pipe.
Flanged Plate. See PLATE, FLANGED.
Flanging Machine. A machine designed for flanging
plate work. See Rolls, Bending, and Flanging Ma-
chine, Hydraulic.
Flanging Machine, Hydraulic. A machine designed to
bend or flange long or short plates.
It often consists of a heavy cast iron or steel beam
actuated in a vertical direction by a number of hy-
draulic rams. The hydraulic cylinders are supported
over the work table by four heavy columns which
also serve as guides for the beam.
Flanging Press. See PREss, FLANGING.
Flare. The spreading out from the central vertical
plane of the forebody of a ship with increasing rapidity
as the section rises from the waterline to the rail.
Flare-up Light. See LIGHT, FLARE-UP.
Flashlight Signal, Electric. The electric flashlight
signal is used in conjunction with the electric whistle
control. It consists of a cluster of electric lights made
into any design and mounted on the masthead above
the pilot house and electrically connected to the circuit
that operates the whistle control. When the whistle
switch is closed in the pilot house to blow the whistle,
current is also supplied to the flashlight lamps on the
masthead, lightiz.g. them in time with the signal given
by the whistle. This gives to the eye the same signal
that the whistle gives to the ear.
Often in heavy winds the whistle signal can not be
heard but the escaping steam carries the message to
the eye. The employment of the flashlight sends this
same message at night when the steam can not be seen.
This combination has been approved as a safety
device by the Supervising Inspectors at Washington.
Flat. A term applied to a partial deck built without
any camber.
Page 494.
Flat of Bottom. That portion of a ship's bottom with-
out rise or having a rise without curvature or nearly so.
Flat Plate Keel. See KEEL, FLAT PLATE. -
Flat Rope. See RoPE, FLAT.
Flexible Joint. A pipe joint so constructed that the
pipes it connects can turn or bend without leaking.
They are usually constructed on the ball and socket
principle.
59
FLO
FOR
SHIPBUILDING CYOLOPEDIA
Flexible joints in shafting are usually called uni-
versal joints. Page 1050.
Floating Dry Dock. See DRY Dock, FLOATING.
Floating Power. The sum of the utilized buoyancy
and the reserve buoyancy of a vessel. Utilized buoy-
ancy is the buoyancy required to counteract the
vessel's weight. It is exerted by that portion of the
vessel's hull which is below her water-line.
Flood Light. This term is given to a light so arranged
as to give a diffused light over a large area. It is
directly opposite in purpose to the spot light which
is designed to give an intense light over a small area.
By an arrangement of reflectors a non-glare light has
been perfected, making it possible to work facing the
light without eye strain or confusion. For work on
deck, in holds, and for loading and unloading this
type of lamp has been found very useful.
Page 947.
Floodable Length. The length of vessel which may be
flooded without sinking her below her safety or mar-
gin line. The value of the floodable length for a
given vessel varies from point to point throughout her
length due to change in form. Similarly at a given
point it varies from time to time, depending upon
the permeability of the cargo or condition of loading.
Floor. A plate placed vertically in the bottom of a
ship usually on every frame and running athwartship
from bilge to bilge. The inside flanges or webs of
the frame bars are riveted to the lower edges of the
floors and the reverse frames are riveted to the top.
The floors are generally cut in the way of the vertical
center keelson, to which they are attached by angle
clips on each side. In the way of the longitudinals
they are sometimes continuous and sometimes inter-
costal, but, in any event, the longitudinals and floors
are securely clipped together, forming a strong, box
girder-like structure. In wood ships, the lowest frame
timber or the one crossing the keel is called the floor.
Pages 480 to 483.
Floor Clips. Angle clips used to connect the longi-
tudinals and brackets to the floor.
Floor, Continuous. A floor extending in one length
from bilge to bilge and also applied to those extending
in one length from center line to bilge.
Floor, Deep. A term applied to any of the floors in the
fore and after ends of vessels. Due to the converg-
ing sides of ships in the bow and stern, the floors
become much deeper than in the main body.
Floor Head. A wooden ship term for the end of a
floor timber.
Floor Head Chock. A piece shaped to form a scarph
joint between the floor and futtock in a wooden ship.
Floor, Intercostal. A floor composed of a range of
plates fitted between longitudinals and securely clipped
to them.
Floor, Long and Short Arm. A wooden ship term ap-
plied where the floor arms are alternately long and
short on both sides of the keel.
Floor, Main. The floor placed at the extreme beam.
Floor, Midship. The floor fitted at the midship section
or at a point half-way between perpendiculars.
Floor Plates. See FLOORS. Also used to designate the
plates used in the construction of floors.
Floor, Transom. The floor or vertical plate extending
athwartship across the top of the stern post and at-
tached thereto. On account of the overhanging nature
of the stern this plate is made of extra thickness.
Forecastle Deck Stringer Bar.
Plates attached to the arch and propeller post of the
stern frame are also called transoms.
Page 497.
Flooring, Fireproof. A flooring consisting of a fire-
proof compound laid on a deck. See also GRATINGs.
Flooring, Metallic. This type of flooring consists of
light metal plates either smooth, checkered, or having
a ridged upper surface. They are principally used for
working floors in the boiler and machinery spaces. See
also GRATINGs.
Flooring, Stokehold. A flooring of checkered plating
or grating is usually fitted in the fire room a small dis-
tance above the inner bottom plating.
Flooring, Ventilating. See GRATINGs.
Flow Meter. An instrument for measuring the total
flow of steam, water, oil, air or gas through pipes or
closed conduits.
Page 950.
Flush Deck. See DECK, FLUSH.
Flush-deck Vessel. A vessel constructed with an upper
deck extending throughout her entire length without
a break or an erection, such as forecastle, poop, or
similar structure.
Flush System. See PLATING, FLUSH SYSTEM.
Flushing Pump. See PUMP, SANITARY.
Fly. The length of a flag; that portion of a flag farth-
est away from the supporting spar or halyard.
Flying Bridge. See BRIDGE, NAVIGATING.
Flying Jib Boom. See JIB Boom, FLYING.
Flying Jib Boom Stay. A stay rur ning from the for-
ward end of the flying jib boom to the martingale.
Foaming, Boiler. See BoILER FoAMING.
Forced Draft, Boiler. See BoILER FORCED DRAFT.
Force Pump. See PUMP, FoRCE.
Forcing Press. See PREss, FoRCING.
Fore. A term used in indicating portions or that part
of a ship at or adjacent to the bow.
Applied to that portion of the ship lying between the
midship section and stem as fore body. Also to por-
tions or parts of the ship lying between the midship
section and stem as fore hold and foremast.
Fore Deadwood. See DEADwood, FoRE.
Fore Deck. See DECK, FoRE.
Fore Peak. The extreme forward end of the vessel
below decks. The forward trimming tank.
Fore Peak Bulkhead. See BULKHEAD, FORE PEAK.
Fore and Aft. Parallel to the ship's centerline.
Fore-and-aft Ribbands. See RIBBANDs, FoRE-AND-AFT.
Fore and Afters. A term applied to the portable beams
running fore and aft in a hatchway which support the
covers and in turn are supported by athwartship cross
beams. This term is also applied to sailing vessels
having a schooner rig.
Forebody. That portion of the ship's body forward
of the midship section. -
Forecastle. A short structure at the forward end of a
vessel formed by carrying up the ship's shell plating
a deck height above the level of her uppermost comi-
plete deck and fitting a deck over the length of this
structure. The after end of the forecastle may or may
not be closed by a transverse bulkhead.
The name given to the crew's quarters on a mer-
chant ship when they are in the fore part of the vessel.
Forecastle Deck. See DECK, FoRECASTLE. -
Forecastle Deck Stringer. See STRINGER, FoRECASTLE
DECK.
See STRINGER, BAR.
59A
FOR
FRA
SHIPBUILDING CYOLOPEDIA
Forecastle Frame. See FRAME, FORECASTLE.
Forecastle Gunwale. See GUN waLE, FORECASTLE,
Forecastle Sheerstrake. The strake of outside plating
adjacent to the forecastle deck.
Forefoot. A term designating the approximate inter-
section of the curved portion of the stem with the
keel. That point in the forward end of the keel about
which the boat pivots in an endwise launching.
Forelock. A wood or metal pin securing a shackle
pin or bolt in place. Wood forelocks are usually
coated with white lead before being driven home,
while steel ones are tinned or galvanized. Forelocks
are principally used in connecting shackles for chain
cables.
Foreman, General, on Ship. A boss or overseer who
has charge of all the workmen working either on
the hull or installing the propelling and auxiliary
machinery.
Forestay. A stay extending from the head of the fore
mast, fore top mast, fore top-gallantmast, etc., to the
deck, bowsprit, jib-boom, or flying jib-boom. It pre-
vents the foremast from falling backward under the
tension of the shrouds, backstays, etc.
Forge. A basin or receptacle, holding burning fuel for
heating small iron or steel bars and other metal parts.
Forges are usually provided with a means of forced
draft to intensify the heat. The term forge is used
to designate the process of forging.
Forge, Rivet. See FURNACE, RIVET.
Forging. A piece of metal, hammered, bent or pressed
to shape while hot.
Pages 892, 893, 894, 895, 896, 897, 898.
Forging Ahead. Moving forward at a rapid rate of
speed.
Forging Machine. A machine for shaping metal by
hammering or pressing it into dies while hot.
Page 752.
Forging Machine, Drop. A type of power hammer in
which dies are fitted and the hot metal shaped by be-
ing forced into the dies with a succession of sharp,
heavy blows from the hammer.
Forging Press. A type of power machine in which
dies are fitted and the hot metal shaped by being
forced into the dies by a steady pressure. Forging
presses are generally of the hydraulic type.
Page 751.
Forging Press, Steam Hydraulic. See ForgiNG MACHINE.
Forming. Roughing out, shaping timbers or structural
shapes for fabrication.
Forward. In the direction of the stem.
Forward Part. The portion of the vessel in the vicinity
of the stem, the bows.
Forward Perpendicular. A line perpendicular to the
base line and intersecting the forward side of the stem
at the designed waterline. -
Forward Perpendicular, Area at. The area of the cross
section at the forward perpendicular when the vessel
has a projection below the designed waterline, such
as a ram or bulbous section; the bulbous section being
introduced to secure the advantage of increased length
without increasing the waterline length.
When a vessel is not fitted with an actual ram she
may be given a vertical area at the forward perpen-
dicular by snubbing the lines of the forefoot sharply
into the stem from slightly abaft thereof.
Forward Quarter. Those portions of the vessel's sides
immediately abaft the stem.
Foul. A term applied to the underwater portion of the
outside of a vessel's shell when it is more or less
covered with barnacles, grass or foreign matter. It
has been found that even an oily film over the vessel's
bottom will retard the speed and that barnacles or
grass will reduce a vessel's propulsive efficiency to a
large extent.
Found. “All found”—complete as to fittings, outfit
and equipment. “Well found”—all fittings, outfit and
equipment of good quality and in good condition.
Foundation, Boiler. See Boiler Found.ATION.
Foundation, Distiller. See DISTILLER Foundatiox.
Foundation, Engine. See ENGINE Found ATION.
Foundation, Evaporator. See EvaporatoR Found ATION.
Foundation, Refrigerating Machine. See REFRIGERATING
MACHINE Found ATION.
Foundation, Steering Engine.
Found ATION.
Foundation, Winch. See WINCH FoundaTION.
Foundation, Windlass. See WINDLAss Found ATION.
Foundations, Auxiliary. A term applied to seatings
constructed of wood, steel or a combination of both
for the purpose of providing foundations for Con-
densers, Distillers, Evaporators, Pumps or any of the
auxiliary machinery in the engine or boiler room.
These foundations may be built up from the tank
top, bracketed to the bulkheads or hung from beams.
Pages 536 to 544.
See SteeRING ENGINE
Founder. To sink as the result of the entrance of
water.
Foundrymen. Workmen engaged in the manufacture
of metal fittings or parts by casting.
They are responsible for the preparation of molds,
usually in sand, from the patterns furnished; for the
proper mixing and melting of the metals required and
for the pouring and cleaning of the castings.
Frame. A term generally used to designate one of the
transverse ribs that make up the skeleton of a ship.
Where the structure is built up of a relatively small
number of strong transverse webs or belt frames and
a relatively large number of smaller fore and aft bars,
the fore and aft bars are called the frames.
The frames act as stiffeners, holding the outside
plating in shape and maintaining the transverse form
of the ship.
The frames in wood ships are spaced very closely
together and sometimes they are adjacent to each
other. The usual spacing in steel ships is between
20 and 32 inches, although wider spacing is used,
particularly on war ships.
Three types of frames are in general use; the
built up frame consisting of two bars riveted together;
the solid frame consisting of a bulb angle, channel or
Z bar; and the web frame composed of a web plate
with bars riveted to each edge. Web frames are
widely spaced with either built up or solid frames
between them.
On account of the converging sides of a ship at
the bow and stern, the flanges of frames are toed
toward the midship section. This allows an open bevel
or obtuse angle between the flanges of the frames
in the bow and stern.
Theoretically, the ship would be stronger with the
flanges of the frames at right angles to the shell but,
practically, this would be difficult to accomplish due
to the winding nature of the shell. Another disad-
60
FRA
FRA
SHIPBUILDING CYOLOPEDIA
vantage would be the difficulty in connecting athwart-
ship members to the shell.
Pages 370 to 468, 485, 487 to 491, 493 to 498.
Frame, Angle Bar. A frame composed of an angle bar.
Frame Angle Bars. The angle bars which compose or
are a part of a frame.
Frame Bender. See BULLDozer.
Frame Bender, Portable. A machine designed for
bending steel shapes to required curvatures. It often
consists of a hydraulic ram mounted on wheels for
moving over the bending slabs and a pin arrangement
for preventing motion while in use.
Frame Bracket. See BRACKET, FRAME.
Frane, Boss. A frame that is bent to fit around the
boss in the way of a stern tube or shaft.
Frame, Bridge House. A frame supporting the outside
planking or plating of a bridge house.
Frame, Built-up. Described under Frame.
Frame, Bulb Angle. A solid frame composed of a
bulb angle.
Frame, Bulkhead. See BULKHEAD BOUNDING BAR.
Frame, Bulwark. A frame projecting above the upper
deck for the purpose of supporting the bulwark. See
also STANCHIONs, BULwaRK.
Frame, Butted. A term applied where the ends of the
frames butt together as over the keel. In this case,
which occurs with a bar or wood keel, a heel piece
about 3 feet long with its flange reversed is required.
The heel piece serves to make a continuous member
out of a starboard and port frame and furnishes
additional attachment to the shell plating.
Frame, Cant. A term applied to any of the frames in
the overhanging portion of the stern of a ship. They
abut on the transom frame to which they are con-
nected by brackets and radiate out to form the skeleton
of the overhanging stern. The spacing of these frames
at the knuckle line should be about the same as the
frame spacing amidships.
Also a term applied to the frames in the bow and
stern that are not set up at right angles to the keel.
Pages 474, 475, 496, 497.
Frame, Channel Bar. A solid frame composed of a
channel bar.
Frame, Deep. A web frame or a frame whose athwart-
ship dimension is over the general amount.
Frame, Forecastle. A frame supporting the shell plat-
ing in the way of the forecastle.
Frame, Intermediate. A term applied to a frame in
the double bottom, to which floor plates are not
attached and where the floors are fitted to alternate
frames.
Frane, Lapped. Where a joint in a frame is made
by lapping the ends. This is done by reversing the
flange of one member.
Frame Liner, Straight. A strip of plate or bar steel,
the width of the faying flange of the frame inserted
between the frame and the outside strake of an
in-an-out system of shell plating. º
Frame Liner, Tapered. A strip of plate or bar steel
the width of the faying flange of the frame and
tapering from the thickness of the outside plating
down to a line. This liner is inserted between the
frame and the outside plating at every seam of a
clinker system.
Frame Liners. See LINERS, FRAME.
Frame, Longitudinal. A term applied to any of the
frames that run fore and aft.
Frame, Main. The frame installed at the point of ex-
treme breadth.
Frame, Midship. The frame installed half way between
perpendiculars or at the midship section.
Frame, Poop or Poop House. A frame supporting the
shell plating in the way of the poop. A frame sup-
porting the outside planking or plating of a poop
house.
Frame, Reverse. A bar riveted to the upper edge of
a floor plate or the web or inner flange of a frame.
The fore and aft flanges of reverse bars when riveted
to frames are toed in the opposite direction to the
flange of the frame. One advantage of using frames
and reverse frames over solid frames is that the
reversed frame may be stopped at or a little above
the bilge where the design will permit. A common
design is to run all reverse frames in the bow and
stern to the upper, forecastle or poop deck as the
case may be and to run the alternate reverse frames
to the upper deck in the main body.
Frame, Rudder. See RUDDER FRAME.
Frame, Side. A term applied to a frame extending
from the bilge to the upper deck.
Frame, Solid. Described under frame.
Frame Spacing. The distance between heel and heel
of consecutive frames. The classification societies re-
quire that the distance between frames shall not
exceed a certain amount usually between 20 and 32
inches.
Frame Squad. A crew of workmen who assemble and
erect the frames of a ship.
Frame, Stern. See STERN FRAME.
Frame, Transom. A term applied to the frame or the
frame and floor plate extending athwartship across
the stern post and fastened thereto. This frame acts
as a foundation or support for the structure of the
overhanging stern in a vessel.
Frames attached to the arch and propeller post of a
stern frame are also called transoms.
Page 497.
Frame, Transverse. A term applied to a frame that
runs athwartship.
Frame, Tunnel. A term applied to one of the frames
supporting the plating of shaft and access tunnels.
When the tunnel has a rounded top the frame may be
made in one piece bent round at the top. The spacing
of the frames should coincide with the main trans-
verse frames of the ship.
Page 507.
Frame, Web. A built up member consisting of a web
plate to the edges of which single or double bars are
riveted. They are placed several frame spaces apart
with smaller frames in between. They extend from
the tank top to the deck and between decks where
extra strength is required. Where a web frame sys-
tem is installed the intermediate frames may be
smaller than for the ordinary framed ship. The web
frame on account of its great depth is very stiff and it
backs up the intermediate frames through intercostal
girders running fore-and-aft between web frames.
Pages 488, 489, 491. -
Frame, Web, Angle Bars. Angle bars riveted to the in-
ner edge of the web plate of a web frame.
Frame, Web, Angle Clips. Clips used for attaching the
web frames to tank top, decks, stringers, etc.
61
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SHIPBUILDING CYCLOPEDIA
Frame, Wing. A term applied to one of the side frames
in a ship.
Frame, Z Bar. A solid frame composed of a Z bar.
Framing, Paddle Box. The framing upon which the
semi-circular compartments for housing the paddle
wheels is constructed.
Framing Plan. A diagrammatic plan showing the dis-
tribution and type of construction of the members
making up the vessels framing. Plate XXXVII.
Freeboard. The distance from the waterline to the top
of the weather deck at side.
Sometimes used with reference to the entire out of
water portion of a vessel's side.
Pages 231, 232. -
Freeboard Deck. See DEck, FREEBOARD,
Freeing Port. See Port, BULwARK, CLEARING OR FREE-
ING,
Freighter. A vessel designed for the safe and econom-
ical transportation of merchandise from port to port
Large cargo capacity, economy of operation, good
sea-going qualities, reliability of machinery, strength
of hull, and efficient cargo handling facilities are es-
sential characteristics.
Pages 370 to 419, 1104, 1105.
Plates V to XVI.
Frequency of an Electric Circuit. The number of
cycles the electromotive force, or current, passes
through in one second. When an alternating electro-
motive force, or current, has passed through a com-
plete set of positive and negative values, starting from
any value and again returning to that value, in the
same direction, it has completed what is called a cycle.
Fresh Water Pump. See PUMP, Fresh WATER.
Friction Drum. A drum used to control the speed of
the windlass shaft when paying out. Friction drums
are used on winches to throw the power on or off the
hoisting drum shaft.
Friction Saw. A rapidly revolving soft steel disc, the
edge of which is slightly nicked by a special chisel.
Frictional Resistance. See RESISTANCE, FRICTIONAL.
Fuel, Boiler. See BoILER FUEL.
Fuel Oil Burning System. The fuel oil burning system
includes everything necessary to an oil burning in-
stallation including the fuel oil tanks, oil pump, air
compressor heater, piping, burners, etc.
Pages 988 to 995, 1014, 1015.
Fuel Oil Heater. An auxiliary used in connection with
an oil burning installation to heat the fuel oil and
make it volatile. It usually consists of a chamber in
which a steam coil is fitted. The oil is admitted to
the chamber and heated by live steam passing through
the coil after which it is carried by a pipe line to the
burners.
Pages 990, 996.
Fuel Oil Heater Foundation. A term applied to the
seating supporting the fuel oil heater. Page 541.
Fuel Oil Service Pump. See PUMP, FUEL OIL SERVICE.
Full Ended. When the extremities of the waterlines
in the vicinity of the load line are strongly convex
to the surrounding water and the ends of the sectional
area curve are full indicating that the displacement
is carried well forward and aft towards the ends of
the vessel.
Fuller. A tool used in hand forging to smooth rough
surfaces or to make offsets.
Funnel, Boiler. See SMokE STAck.
Furnace. A built up chamber in which fuel is burned
to produce intense heat. Furnaces are used to heat
plates, shapes, etc., to permit their being hammered or
bent to a ship's form.
A space or receptacle built in a boiler in which the
combustion of the fuel takes place.
Furnace, Angle. See FURNACE, BAR.
Furnace, Bar. A furnace used for heating shapes form-
ing the frames, etc., in order to shape and bevel them
to the required form. These furnaces are generally
of small width and great length.
Furnace, Corrugated. A cylindrical type of furnace
used in fire tube boilers, the shell of which is corru-
gated to resist external pressure.
Furnace Door, Boiler. See BoILER Door, FURNACE.
Furnace, Electric. A furnace in which the heat is fur-
nished by an electric arc, or by the current going
through the furnace charge or a special resistor, as in
the resistance furnace, or by the current flowing
through the secondary of a special transformer as in
the induction furnace.
Page 958.
Furnace Front. See BoILER FURNACE FRONT.
Furnace, Hardening or Tempering. A furnace using
solid fuel such as coal, coke, etc., and containing a
cast iron or clay plate or receptacle in which the pieces
to be hardened or tempered may be heated. The heat
is reflected from the grate to the plate by an arch.
Steel is also hardened by use of a liquid bath, con-
sisting of lead, mercury, common salt and other
compositions in a furnace similar to a Tempering Pot
Furnace.
Furnace Men. Workmen who heat and bend plates and
shapes to the required forms. They also bend and
bevel frame bars and fashion boss plates.
furnace, Oil. A furnace in which oil fuel is used for
producing the required heat.
Furnace, Plate. A furnace used for heating plates
which require working into special forms, such as
boss plates. These furnaces generally are wide and
only about half as long as an angle furnace.
Furnace, Rivet. A small basin or receptacle, holding
burning fuel for heating rivets.
Rivet furnaces are usually provided with a means
of forced draft and the basins are generally supported
in light metal stands fitted with handles for moving
from place to place.
Coke and oil are the fuels most commonly used.
Furnace, Tempering Pot. A furnace containing a re-
ceptacle which holds a bath for drawing temper in
steel. A commonly used bath consists of lead and
tin in varying proportions, boiling linseed oil or lead
heated to the melting point by coal, oil, gas or other
fuel. The composition of the bath depends upon the
temper required.
Furnaced Plate. See PLATE, FURNACED.
Furniture. The furniture aboard a ship may be divided
into two groups, built-in and portable.
Built-in furniture consists of berths, seats, lockers,
side boards, etc., that are an integral part of the joiner
work of the ship.
Portable furniture consists of arm chests, bedsteads,
benches, boxes, bureaus, chairs, chests, chiffoniers,
desks, file boxes, lockers, sofas, swinging berths, tables,
toilet racks, wash basin stands, wardrobes, etc.
Benches include seats for the crew and steerage pas-
sengers, work benches for carpenter, engineer or
mechanics. Boxes include ice boxes, and lockers in-
clude provision lockers, chronometer lockers, etc.
Pages 583, 584, 588, 589, 590, 592, 593, 594, 595, 596.
61A
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SHIPBUILDING CYCLOPEDIA
Furrings. Strips of wood secured to the frames or
studding for the purpose of securing an even surface
to attach sheathing or ceiling.
Fuse. A short piece of metal, in the form of a wire,
rod or strip, forming part of an electric circuit to
protect electrical apparatus or electric wiring from
excessive current. For a given circuit, a fuse is used
of such metal and conductivity that it will melt and
thus open the circuit as soon as the limit of current
carrying capacity of the circuit is reached. Fuses are
generally placed in boxes, tubes or other receptacles,
to prevent the vaporized metal flying out on surround-
ing objects.
Fuse Box. A fireproof receptacle, enclosing a fuse or
fuses, with suitable contacts or clips for readily at-
taching them.
Fusible Plug. A plug of soft metal fitted near the dan-
gerous low water level in fire tube boilers, its purpose
being to melt out when the water level drops too low
and allow the escaping steam to extinguish the fires.
Fusible plugs generally consist of a bronze casing
with a hole filled with pure tin.
In externally heated cylindrical boilers with flues,
fusible plugs are located in the top of the upper flue
and in the shell of the boiler immediately below the
fire line.
Scotch boilers and boilers having a combustion
chamber are provided with plugs located in the crown
sheet of the combustion chamber.
Page 1101.
Futtock Double. A piece of timber forming two fut-
tocks in one length.
Futtocks. The pieces of timber of which a frame in a
wood ship is composed. Starting at the keel they are
called the first futtocks, 2nd futtocks, 3rd futtocks,
and so on.
Pages 440, 445, 447.
G
Gadget. A slang term applied to various fittings. It
is generally used where a proper name for the fitting
is hard to decide upon or not remembered.
Gaff. A spar to which the top of a main, mizzen or
similar sail is attached. It usually has a jaw fitted
at one end to clasp the mast. -
Page 813.
Gage. An instrument used in determining the pres-
sure in a boiler, that is, the pressure above the at-
mosphere.
A glass or pipe column, the latter fitted with gage
cocks, used to determine the amount of liquid in a
boiler or tank. See BoILER GAGE, WATER.
An instrument for measuring dimensions, number
of threads, etc. A standard length, thickness or num-
ber of threads.
Page 1005, 1006, 1035, 1088.
Gage. An instrument or standard of measure used on
fine machine work, etc. Some of the most common
gages are the micrometer, plug and ring gage, snap
gage, thickness gage, limit gage, drill gage, thread
gage, wire gage, etc.
Page 734.
Gage Cock. A small cock fitted to a boiler or tank
for the purpose of determining whether the liquid
within is up to the level that it is fitted at.
Pages 965, 1035.
Gage, Draft. An installation comprising a glass tube,
graduated to scale and a small pipe, in communica-
tion with the sea. It indicates, in approximate units,
the draft of the vessel.
Page 1088.
Gage Glass. A glass tube forming a part of a gage
used to determine the amount of liquid in a boiler or
tank. See gage.
Page 1031.
Gage, Jacket. A gage mounted on the steam jacket
of a cylinder for the purpose of determining the pres-
sure therein.
Gage Pipe. A small pipe connecting the steam or
water gage to a boiler.
Galley. The space on shipboard where the food is
prepared ; a ship's kitchen.
Page 582.
Galley Dresser. A cook's work table located in the
galley. It is usually a built-in structure of metal or
wood on which the cook prepares the food, having
shelves and lockers fitted underneath for stowing mis-
cellaneous cooking utensils.
Page 582.
Galley Equipment. Equipment necessary to a ship
galley for cooking, baking, warming, etc. Included in
this equipment are ranges, steam tables, coffee and hot
water urns, vegetable cookers, kettles, etc.
Pages 1095, 1096, 1097, 1098, 1099.
Galley Force Pump. A hand pump used in the galley
for drawing fresh water from the tanks below.
Page 1055.
Galley Smoke Pipe or Funnel. A smoke pipe fitted
to the galley range. It is constructed of sheet iron
and lead up through the deck above or through the
galley skylight to the open air.
Page 582.
Galvanizing. The process of coating one metal with
another, ordinarily applied to the coating of a metal
(usually iron or steel) with zinc. The chief purpose
of galvanizing is to prevent corrosion. The methods
of galvanizing commonly used are:
(a) Dipping the object to be galvanized in molten
zinc.
(b) Placing the object in an electrolytic bath.
(c) The sherardizing process.
The dipping process, often called hot galvanzing,
consists of submerging the object in a bath of molten
zinc, the thickness of the coating depending upon the
temperature of the bath and the nature of the object.
Electro-galvanizing, or wet galvanizing, may be ac-
complished by using an aqueous solution of zinc sul-
phate, zinc acetate or zinc chloride, the anodes being
of zinc. The thickness of the zinc coating depends
upon the density of the current (which may be from
4.5 to 20 amperes per square foot of cathode surface),
the strength of the bath, and the time.
Sherardizing may be described briefly as follows:
The object or objects to be coated are placed in a
container in contact with zinc dust, and the container
is then heated for several hours at a temperature in
the vicinity of 600 degrees F., the position being
changed at intervals in order to allow the zinc dust
to come in contact with all exposed parts of the work.
Page 958.
Gammoning Piece. A timber on top of the filling
chocks between the bobstay-piece and stem. An iron
band, or lashing used to assist in securing the bow-
sprit to the stem.
Gangboard, Gangplank. A term applied to boards or a
62
GAN
GAS
SHIPBUILDING CYOLOPEDIA
movable platform used in transferring passengers or
cargo from vessel to wharf or dock or vice-versa.
Pages 569, 570.
Gangway. A term applied to a place of exit from a
vessel. Gangways are fitted in the shape of ports,
which may be closed, in the sides of a vessel and in
the shape of movable portions of bulwarks or railing
on the weather decks.
The American Bureau of Shipping requires that
gangways and other openings in bulwarks are to be
kept well away from the breaks of superstructures, and
the thin plating is to be doubled in way of mooring
pipes.
Gangway Port. See Port, GANGwAY.
Gantline, Girtline. A rope reeving through a single
block aloft and used for hoisting or lowering rigging,
etc.
Gantry Crane. See CRANE, GANTRY.
Gap Lathe. See LATHE, GAP.
Garboard Plate. See PLATE, GARBOARD.
Garboard Strake. See STRAKE, GARBOARD.
Garland. A strap lashed to a mast by which it is
hoisted on board and placed in position.
Gas Cutting. A method of cutting metal by a gas torch
through which a stream of gas and oxygen is united,
making a flame of high temperature. The method
consists of heating the spot to be cut and then pro-
jecting a stream of oxygen which causes the metal
to burn away.
Gas Engine. An engine in which the power is de-
veloped in the cylinders themselves by means of the
combustion of gas, thus eliminating the boilers and
piping of the steam engine with the added weight and
heat losses involved.
At the present time this type of engine is fitted only
in small craft up to about one hundred feet length
On account of excessive fuel consumption in large
installation.
These engines are divided into two great classes,
viz: two and four cycle engines.
In the two cycle engine a power impulse is given
once every revolution while in the four cycle engine it
occurs once every two revolutions.
The two cycle engine is used for small and medium
sized boats as tenders, launches, etc., for river, lake,
and harbor work where small powers and short runs
are the rule and where fuel economy is not of the
greatest importance.
The four cycle engine possesses the advantages of
reliability and economy as compared with the two
cycle engine and monopolizes the marine gas engine
field with the exception above noted.
The American Bureau of Shipping rules for the
installation of Internal Combustion Engines are given
under Engine, Diesel.
Page 909.
Gas Engine, Back-firing. An explosion which takes
place in the passage outside of and either to or from
the cylinder. It may be the result of any of a num-
ber of causes among which are: Improperly timed
ignition, poor mixture, a faulty admission valve, a
loose valve cam, etc.
Gas Engine, Blowing. The leakage of gas past the
piston rings on the compression stroke due to the loss
of the oil film between piston rings and cylinder wall.
Gas Engine, Carbureter. A device designed to saturate
air or gas with volatilized hydro-carbon.
An efficient carbureter must be capable of adjust-
ment as to the proportion of fuel and air obtained and
it must be compact and simple in construction.
Gas Engine, Carburetion. The method or act of charg-
ing to saturation air or gas with volatilized hydro-
carbon.
In order to obtain complete combustion each charge
of fuel must be supplied with an amount of oxygen
suited to its particular need. Excessive air supply
lowers temperature, retards flame propagation, and
hampers ignition. Inadequate air supply, causes car-
bon deposits and incomplete combustion.
Gas Engine, Carburetion, Spray. Carburetion in which
gasoline is introduced into the mixing chamber of the
carbureter through a needle valve. It enters into this
chamber in the form of a fine spray and as the result
of the suction created by the passing air, the air in
turn being drawn through the mixing chamber because
of the vacuum in the cylinder created by the suction
stroke of the piston.
Gas Engine Charge. The amount of mixture required
to fill the cylinder.
Gas Engine Clearance. The space in the cylinder
which is occupied by the mixture when at its maximum
compression, i. e. when the piston is at its extreme
position in the compression stroke. -
Gas Engine Compression. The forcing of the mixture
in the engine cylinder into a small space before igni-
tion. Compression results in a more intimate inter-
mingling of the air and fuel and in an increase of the
temperature of the mixture. Under these conditions
the burning of the mixture takes place with more cer-
tainty than would be the case at a lower temperature
and pressure.
Gas Engine Connecting Rod. In internal combustion
engines (with the exception of large stationary in-
stallations) the rod which connects the wrist pin (in
the piston) with the crank. Thus the piston motion
is transmitted to the crank by the connecting rod
without the assistance of a piston rod.
Connecting rods are of steel having rectangular
cross sections in large and I cross sections in marine
and light engines.
Gas Engine Cooler. A device designed to lower the
temperature of the circulating fresh water. The ap-
paratus consists of copper tubes through which the
hot water from the engine jacket passes and around
which the cool water from the sea circulates.
This apparatus is used in connection with large in-
ternal combustion engines where parts might be se-
riously injured by galvanic action were sea water used.
Gas Engine Cooling System. A method of artificially
lowering the temperature of the cylinder or other
engine parts. This is rendered necessary on account
of the great heat developed within the cylinder by the
combustion of the mixture.
There are two methods of cooling:
ing; 2nd, air cooling.
In the first method, water is admitted to the lower
part of the jacket and drawn off near the top, the
action of the heat causing the circulation. Where a
more positive and rapid circulation is required a pump
is placed in the supply line.
In the second or air system, cooling is accomplished
by radiation from ribs cast on the outside of the
cylinder. To facilitate this action a fan is installed to
increase the air circulation. The size of cylinder to
which this system may be successfully applied is
limited.
1st, water cool-
63
GAS
GAS
SHIPBUILDING CYOLOPEDIA
In addition to the cooling of the cylinder water is
used in large installations to cool both piston and
exhaust valves.
Gas Engine Counter Shaft or Cam Shaft. A shaft run-
ning the length of a multi-cylinder engine parallel to
the main shaft and geared thereto. It actuates the
valves and sometimes the pumps and other devices.
It is of small diameter but made of high grade mate-
rial. When the admission and exhaust valves are on
the same side of the cylinders one countershaft is
fitted; when on opposite sides two are used.
Gas Engine Crank Chamber. The chamber formed be-
low the cylinders of a two cycle engine by the walls
of the crank case.
Gas Engine Crank Chamber Explosion. An explosion
taking place in the crank chamber of a two cycle en-
gine. It is due to incomplete combustion resulting
from too thin a mixture or a delayed spark.
Gas Engine Cylinder. A casting in which is formed
a cylindrical chamber intended for the explosion of
the mixture and the travel of the piston. It is made
of close grained, gray cast iron of great hardness.
Two or more cylinders may be cast as one piece
or each cylinder may be cast as a separate unit.
Cylinders may be either water or air cooled. In
the former case a water jacket is cast with the cylinder
or otherwise provided. In the latter thin ribs are
cast on the outer surface of the cylinder in order to
increase the heat radiating surface. Both, jacket and
ribs are practically confined to the upper part of the
cylinder, viz: the compression space where the heat
is greatest.
Gas Engine, Double Acting. An engine in which suc-
cessive explosions takes place on alternate sides of the
piston.
In general, only the large slow speed heavy duty
engines are of this type.
Gas Engine Dual Ignition. An ignition system in which
the current may be supplied either from battery or
magneto or from both as desired.
Gas Engine Efficiency. The ratio of the heat trans-
formed into useful or mechanical work to the total
heat supplied the engine.
Gas Engine Fly Wheel. A heavy wheel keyed to the
crank shaft at the forward end of the engine. It is
constructed with a thin web and a relatively heavy
rim in order to secure as large an inertia effect as
possible. By this means the effect of the periodic im-
pulses of the internal combustion engine upon the
speed of rotation is modified. The smaller the number
of cylinders the greater will have to be the relative
size of fly wheel.
Gas Engine Fuel System. The train or succession of
numbers by means of which the fuel is conducted
from the source of supply to the cylinder and carried
away therefrom in the form of exhaust gas.
In general, this system consists of fuel tank, supply
line, strainer, carbureter, exhaust line and muffler.
Gas Engine Ignition. The firing of the explosive
mixture in the cylinder of the engine.
Gas Engine Ignition, Hammer Break. A method of
make and break ignition in which the contacts are
brought together suddenly and separated.
Gas Engine Ignition, Make and Break. An ignition
system in which contact in the electrical circuit is
mechanically made and broken within the cylinder.
The break causes a spark to pass between the con-
tactS.
Gas Engine, Knocking. The sound accompanying or
resulting from improper adjustment of engine parts,
too rich a mixture, too open a throttle or carbon
deposits in the cylinder.
Gas Engine Long Stroke Motor. A motor in which
the length of stroke is materially in excess of the
diameter of cylinder bore. The line of demarcation
between long and short stroke motors is usually drawn
at a value of stroke to cylinder diameter ratio of
1%.
Gas Engine Lubrication System. The system by means
of which lubricating oil is supplied to the various
working parts of the engine.
The intense heat in the cylinder and the high piston
speed of internal combustion engines require the con-
stant presence of an oil film between piston and cylin-
der wall. Oil for this purpose is provided either by
the splash or mechanical feed system. In the former,
a closed crank case with an oil bath in its lower por-
tion is provided. The crank dips into this bath at
each revolution causing the oil to be thrown onto
cylinder walls, bearing, etc. Mechanical feed may
be of various types, in principle consisting usually of
a lubricator or small oil reservoir connecting with the
engine by means of a duct. This duct supplies the pis-
ton or cylinder wall. Only special grades of oil should
be used for the above purpose.
The lubrication of the working parts aside from the
foregoing presents no problems essentially different
from those of all other high speed mechanisms.
Gas Engine Misfiring. The failure to fire or explode
the charge. This may be either continuous or inter-
mittent.
Continuous misfiring is generally due to faulty igni-
tion. Broken wires, foul spark plugs, bad contacts,
etc., are among its causes.
Intermittent misfiring may be due to leaky valves,
poor compression, weak battery, poor mixture, etc.
Gas Engine Mixture. The intermingled fuel and air
when ready for introduction into the cylinder.
Gas Engine Mixture, Lean. A mixture in which too
small an amount of fuel is present.
Gas Engine Mixture, Rich. A mixture in which too
large an amount of fuel is present.
Gas Engine Muffler. A part of the exhaust system of
an internal combustion engine designed to modify or
control the noise of the exhaust into the atmosphere.
It is essentially an increase in the area of the exhaust
line near its end so that the exhaust gases reach the
atmosphere at reduced speed and pressure.
Gas Engine Overheating. The rise in temperature of
the engine or its parts due to the improper function-
ing of auxiliary systems such as cooling or lubrica-
tion or to improper adjustment of bearings, etc.
Gas Engine Piston. The cylindrical part upon which
the explosion of the mixture acts directly and to
which it imparts linear motion. On account of the
sudden impulses experienced in this type of engine
and in order to simplify guiding, packing, etc., in
single acting engines, the piston is made cylindrical,
rather than disc shaped, having an axial length from
1% to 15% times its diameter. This great relative
length obviates the necessity of a piston rod. The
piston is fitted with packing rings working in grooves
and usually three or four in number. Frequently
the wrist pin is permanently secured in and to the
piston.
63A
GAS
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SHIPBUILDING CYOLOPEDIA
In slow heavy duty engines of the double acting
type a piston more nearly approaching that of the
steam engine type and having a piston rod, guides,
etc., may be used.
Gas Engine Push Rod. A rod carried in guides fast-
ened to the engine casting and used for the trans-
mission of motion to the valve stem. It is actuated
by the cam carried on the countershaft.
Gas Engine Scavenging. The act or process of ejecting
the burned gases from a cylinder prior to or simul-
taneously with the entrance of a new charge.
Gas Engine, Single Acting. An engine in which the
explosion takes place on but one and the same side
of the piston.
All the small, high speed engines are of this type.
Gas Engine Spark, Jump. A system of ignition in
which a current of high potential is caused to jump
from one to another of the spark plug terminals. The
closing of the circuit causes the jump of the spark.
The spark plug is located in the cylinder head so that
by proper timing, ignition may take place when the
mixture is highly compressed.
Gas Engine Spark, Wiping. A method of make and
break ignition in which the contacts are made to
brush together.
Gas Engine Three-Point Suspension. The system of
carrying the crank shaft in which three main bearings
are used.
Gas Engine Timing. The fixing or regulation of the
point in the stroke at which ignition takes place.
Gas Welding. See WELDING, GAs.
Gaskets. Packing materials, by which air, water, oil
or Steam tightness is secured in such places as on
doors, hatches, steam cylinders, manhole covers, or in
valves, between the flanges of pipes, etc. Such ma-
terials as rubber, canvas, asbestos, paper, sheet lead
and copper, etc., are extensively used.
Ropes or plaited stuff used to confine furled sails
to their yards or booms. Harbor Gaskets are usually
of plaited stuff named according to their position as
yard-arm, quarter and bunt gaskets. A Sea Gasket,
also termed a Furling Line, is a long rope passed
around both the yard and sail when a neat appear-
ance is not so much desired as security. Page 103.
Gasoline Engine. See GAs ENGINE.
Gate Shear. See SHEAR, GATE.
Gate Valve. See VALVE, GATE.
Gear. A comprehensive term in general use on ship-
board signifying the total of all implements, apparatus,
mechanism, machinery, etc., appertaining to and em-
ployed in the performance of any given operation.
For instance the brooms, brushes, buckets, dust pans,
mops, etc., constitute the “cleaning gear”; the rudder,
steering engine or motors, shafting, gears, drums, etc.,
the “steering gear”; etc.
Gear Cutter, Automatic. A machine designed to cut
Spur and bevel gears and worm-wheels. These ma-
chines are generally automatic, all the operations re-
quired in gear cutting being performed by the ma-
chine itself except the placing of the wheels in posi-
tion and setting the machine for the proper depth and
length of cut.
Geared Door. See Door, HoRIzoNTAL or VERTICAL, SLID-
ING.
Geared Shaper. See SHAPER, GEARED.
Gearing. A term applied to wheels provided with teeth
that mesh, engage, or gear with similar teeth on other
wheels in such a manner that motion given one wheel
will be imparted to the other.
Pages 890, 937.
General Arrangement Plans. The plans showing the
various quarters, spaces and compartments into which
a ship is usually divided. For general arrangement
plans of various types of vessels see pages 370 to 468.
General Service, Pump. See PUMP, GENERAL SERVICE.
Generator, Asynchronous. A commutator type of alter-
nating current generator which does not operate at
synchronous speed.
Generator, Compound. A direct current generator in
which the field consists of both series and shunt field
coils.
Generator, Electric. A machine which transforms me-
chanical energy into electrical energy.
Lloyd's Rules suggest that great care should be
taken that generators, motors and electric leads on
board ship are not located in such a place that they
will influence the compasses.
Pages 391, 393, 399, 400, 401, 425, 442, 443, 444, 656
to 659, 934, 936, 937, 938, 944, 945, 953, 1010, 1041, 1056,
1057, 1058, 1059, 1060, 1061, 1062.
Plates XII, XIV, XLVII, XLVIII.
Generator, Engine Driven. An electric generator
driven by a gas or steam engine of the reciprocating
type.
Pages 938, 944, 945, 1010, 1056 to 1061.
Generator, Series. A direct current generator in which
the field winding is connected in series with the
armature winding, thus allowing the full armature
current to go through the field coil. This is an al-
most obsolete type of generator.
Generator, Shunt. A direct current generator in which
the field coil is shunted across the armature, thus
allowing only a small portion of the armature cur-
rent to pass through the field coil. The voltage of
a shunt generator is very nearly constant, with a
slight decrease in voltage as the load increases.
Generator, Synchronous. An alternating current gen-
erator the speed of which bears a certain fixed rela-
tion to the frequency of the circuit.
Generator, Turbine Driven. See TURBO-GENERATOR.
German Silver. Described under Metals.
Gib. A metal fitting that holds a member in place or
presses two members together.
Gig. A pulling or row boat of fine model and good
length used principally, for the convenience of the
shipmaster in the performance of his duties between
the ship and the shore.
Gilders. Decorators in gilt or gold leaf.
Gilguy. A designation for a makeshift contrivance on
board ship; also a term applied by sailors to anything
whose name is unknown to them. , - .
Gimbals. A device by which a ship's compass, chro-
nometer, etc., are suspended in a constant horizontal
position irrespective of the rolling and pitching of the
vessel. It consists of two concentric brass hoops or
rings whose diameters are pivoted at right angles to
each other on knife-edge bearings.
Gin Blocks. See BLocks, GIN.
Girder. On ships this term is generally applied to
continuous beams running in a fore and aft direction
under the decks. They are used in connection with
stanchions for the purpose of supporting the decks
and binding the deck beams together. -
This term is sometimes used to designate the longi-
tudinal in the double bottom. Page 494.
64
GIR
GRA
SHIPBUILDING CYOLOPEDIA
Girder, Boiler. See BoILER GIRDER.
Girder, Deck. A term applied to a continuous beam
running in a fore and aft direction under, and attached
to, the deck beams. Also applied to a continuous
range of intercostal plates and bars running fore and
aft between deck beams. In deciding the height be-
tween decks the depth of the girders should be con-
sidered so that sufficient head room will be provided
for.
Page 520.
Plate XXXVIII.
Girder Equivalent. See EQUIVALENT, GIRDER.
Girder, Intercostal. A term applied to a range of short
plates fitted between and attached to continuous struc-
tural members.
Girder, Longitudinal. See LoNGITUDINAL GIRDER.
Girder, Ship's (Strength). That portion of a ship's
hull structure which is composed of continuous, longi-
tudinal members, whose material, location and con-
nection to other portions of the structure are such
that they efficiently resist the forces which tend to
produce hogging or sagging. The principal members
falling within the above definition are longitudinal
framing, shell plating, inner bottom plating, longitud-
inal bulkheads and decks.
Girders, Side. See STRINGER, SIDE.
Girder, Wing. See MARGIN PLATE.
Girdle. Extra planking fitted over the wales in a
wooden ship.
Girtband. Sometimes termed bellyband. A strip of
canvas worked across the middle portion of a sail to
provide additional strength.
Girth. The distance measured en any frame line from the
intersection of the upper deck with the side around
the body of the vessel to the corresponding point on
the opposite side.
Gland, Stern Tube.
Globe Valve. See VALVE, GloBE.
Glue, Marine. A preparation of pine, coal tar or
asphaltum pitch used to fill the crevices between the
planks of a wood deck to prevent water and dirt from
leaking through.
Pages 804, 807.
Goggles, Safety. See SAFETY Goggles.
Gold. Described under Metals.
Gooseneck. A fitting used to attach and support a
cargo boom. See PACIFIC IRON.
A short piece of pipe, used as a ventilator, one end
of which is given a 180° bend and the other end
attached to a deck over an opening equal to the
diameter of the pipe. Also applied to pipes and fit-
tings in which a large bend or curve is worked.
Pages 336, 337.
Gouge. A tool with a half round cutting edge used to
cut grooves.
Governing. The process of controlling automatically
the speed of the engine under varying loads.
In internal combustion engines this is a more diffi-
cult matter than in steam engines because of the
difference in character between the two power me-
diums involved.
Governing may be done by any of several systems
through the medium of mechanical governors such as
the fly ball, inertia, etc.
Among the systems employed may be mentioned, the
hit and miss; the throttling of the exhaust; the
throttling of the mixture; the varying of the quality
of the mixture, etc.
See STERN TUBE GLAND.
Governor. An apparatus or mechanism designed to
eliminate great increases in engine speed due to pro-
peller emergency.
There are various types of governors for marine
engines. None is entirely satisfactory because of
tardy operation.
Modern practice favors a form of governor which
depends upon change of engine speed for its impulse.
Governor, Pump. A pressure controlling valve for gov-
erning pumps for fresh or salt water, oil, ammonia,
air, etc.
Page 1043.
Grab Stand. A piece of apparatus designed to hold a
drilling machine when in operation.
Grade Line. An established reference line from which
measurements are taken to any point.
Grain. A term applied to the texture or fibres of wood.
Grain Measure. A term used where the capacity of a
cargo hold is measured to the shell of the vessel in-
stead of to the inside of the frames or cargo battens.
Grain, Straight. A term applied where the grain runs
parallel or nearly so to the face of the board.
Grain, Vertical or Edge. A term applied where the
grain of the wood is near or at right angles to the
face of the board.
Granny Knot. See KNot, GRANNY.
Grapnel. An implement having four prongs or hooks
radiating from a common shank, fitted with a ring in
the end of the latter and used as an anchor for small
boats, for the purpose of recovering objects dropped
overboard, for securing one vessel to another in board-
ing, or to make fast a towline to a burning vessel,
hooking on to lines, etc. Also known as Grappling
Iron.
Grapnel Line. A line bent to a grapnel, sometimes
tailed with a length of chain next to the grapnel in
order that it may not be burned away in towing a
burning vessel or severed by the crew in boarding a
hostile vessel.
Grappling Irons. See GRAPNEL.
Grate, Fire Grate. A type of cast iron grating made
up of heavy portable cast iron bars and bearers in-
stalled in the furnace. It is used to support the burn-
ing fuel.
Grate Bars. These bars support the fire in a boiler
furnace and are usually made of cast iron. The bars
are generally rectangular in cross section with the
long side vertical and somewhat deeper in the center
than at the ends. Lugs are cast on the sides to pro-
vide an air space between bars about equal to their
thickness and they are commonly cast in pairs. A
shallow groove running along the top of each bar will
aid in keeping down the adhesion of clinkers.
The grate bars are usually fitted in two lengths set
to slope slightly toward the rear of the furnace and
are supported in the front and rear by the furnace
structure and in the center by a bearing bar.
Grate Bearer. A support for boiler grate bars, usually
made of cast iron.
Grate Surface, Boiler. See BoILER GRATE SURFACE.
Grated Hatch. See HATCH, GRATED. -
Grating, Fantail. A lattice work, made of wood, fitted
at the after end of tug-boats. It is built about
eighteen inches above the deck and extends forward
for a distance of about twelve feet. This grating
forms a good drainage platform for stowing hawsers
and towing gear when they are not in use.
Grating, Wood. A lattice work consisting of two sys-
65
GRA
GUN
SHIPBUILDING CYOLOPEDIA
tems of wood bars running at right angles to each
other. One system is usually mortised into the other
to form a flush surface.
Gratings are used as drainage platforms on the
bridges, bath rooms, cold storage spaces, etc. They
are generally made up in sections in sizes convenient
for handling. wº
Simple gratings are also often made by se-
curing a number of small square strips of wood
together with bolts or rivets, small blocks being in-
Serted between the strips in way of the rivets to act
as Separators.
Page 812.
Gratings, Flooring, Hatchway, Walkway, Ladder Steps.
A structure of metal bars so arranged as to give a
support or footing over an opening, while, still provid-
ing spaces between the members for the passage of
light and the circulation of air. For large openings
it is usually built up in panels of comparatively small
size grouped on a supporting frame. For small open-
ings it may be made in one section of the proper size.
The most common applications for gratings in marine
construction are for covering fair-weather and boiler
hatches, floors for oil fired boiler rooms, walkways,
and galleries in the engine and boiler rooms, ladder
steps, etc.
One of the oldest forms of grating consists of
metal bars set on edge, punched or drilled at intervals,
and strung on rods with short spacers of pipe placed
intercostally between bars to maintain the opening.
Another form of grating consists of a frame of flat
bars set on edge with holes punched or drilled at
short intervals in two opposite sides to receive the
ends of square or round rods or flat bars set on edge.
The ends of any of these types of closely spaced cross
bars are turned down to form a shoulder and to fit
the holes in the frame bars. The holes in the frame
bars are usually countersunk on the outer side, allow-
ing the ends of the grating rods or bars to be riveted
up to a flush surface.
A light and strong type of grating consists of alter-
nate straight and corrugated or reticuline bars set
on edge and solidly riveted together. To construct
this grating the corrugated or reticuline bars are
pressed to shape, after which they and the straight
bars are carefully punched to templates, then as-
sembled in alignment, and a heavy rivet formed in
each hole. This grating possesses excellent non-
slipping qualities and is also suitable for trucking.
Pages 574, 575, 977.
Gratings, Fidley. See FIDLEY GRATINGs.
Gratings, Hatch. Gratings usually constructed of wood,
fitted over hatch openings. They are particularly
desirable where hatch covers are removed or opened.
Gratings, Skylight. See SKYLIGHT GRATINGs.
Graving Dock. See DRY Dock, GRAVING.
Graving Pieces. Small pieces of wood fitted into the
deck where the surface has been injured or decayed,
and where it is not deemed feasible or practicable to
renew the entire piece.
Grease Cup. A receptacle designed to hold grease and
used where a positive feed is required for lubricating
machinery. -
Grease, Launching. See LAUNCHING GREASE.
Greaser. A member of a ship's boiler room force who
cleans out the bilges and boiler flues and performs
other work of the lower grade.
Gridiron. Heavy sleepers or timbers fastened to the
tops of piling at or near the bottom of a river or har-
bor where there is a tide. Boats or scows are placed
on the gridiron at high tide so that work may be
done on their sides or bottom at low tide. Scows are
also placed on gridirons so that they will remain at
the level while they are being loaded or unloaded.
Grill Work. An ornamental lattice work.
Grinder. See GRINDING MACHINE.
Grinder, Band Saw. A machine in which an abrasive
wheel is used for sharpening the teeth of a band saw.
Grinding Machine. A machine employing an abrasive
wheel for any kind of grinding, such as sharpening
or forming tools, truing machine centers, finishing
machine surfaces, etc. Grinding machines are gen-
erally electric motor or belt driven, but pneumatic
machines are built in both the portable and bench
types.
Pages 728, 734.
Grinders. Men who remove excess material by means
of an emery wheel.
Grindstone. An abrasive wheel generally used for
sharpening wood working tools.
Gripe. A curved piece of timber joining the forward
end of the keel and the lower end of the cutwater.
Gripe, Release. Fittings and chain assembled together
for holding purposes which can be easily parted at a
moment’s notice.
Page 688.
Gripes, Boat. An arrangement for holding small boats
securely in their stowage chocks. They are made up
of lashings or chains fitted on one end with a turn-
buckle or pelican hook and a shackle for attachment
to a pad eye on the deck and on the other end with a
flat bar hook for attachment to the gunwale of the
boat.
Page 688.
Grommet. A ring of fibre usually soaked in red lead
or some other packing material and used under the
heads of bolts and nuts to preserve tightness. Also
applied to washers or eyelets of metal.
Gross Tonnage. See Ton NAGE, GRoss.
Ground Tackle. A general term for all anchors, cables,
buoys, ropes, purchases, etc., used in the operation
of mooring and unmooring a ship.
Gudgeons, Rudder. Lugs cast or forged on the stern
post for the purpose of hanging and hinging the
rudder. They are bored to form a bearing for the
rudden pintles and are usually bushed with a lignum
vitae or white metal bearing surface.
Guess Warp. A hawser carried out in a small boat and
bent to a distant fixed object in order to warp the
vessel toward it.
The name originated from the necessity of having
to judge the distance by the eye.
Gun, Life Saving. See LINE THRow ING GUN.
Gun Tackle. A purchase consisting of two single
blocks and a length of rope.
Gunboat. A war vessel designed principally for use
on a foreign station. Its principal characteristics are
moderate displacement, moderate speed, good cruising
radius, moderate draft, light battery, comfort for the
personnel, and robust construction. -
Gunwale. A term applied to the line where an upper
deck stringer intersects the shell.
Gunwale Bar. A term applied to the bar cons: “cting a
stringer plate on a weather deck to the sheer strake.
Gunwale, Bridge. The line where the bridge deck
stringer intersects the shell.
65A
GUN
HAN
SHIPBUILDING CYOLOPEDIA
Gunwale, Forecastle. The intersection of the fore-
castle deck stringer with the shell.
Gunwale, Poop. The line where the poop deck stringer
intersects the shell.
Gunwale, Quarter Deck. The line where the quarter
deck intersects the shell.
Gunwale, Rounded. A term applied where the shell
and frames are rounded into a deck.
Gunwale Stringer. See STRINGER, GUNwale.
Gusset; Gusset Plate. A term applied to a horizontal
bracket. It is used as additional attachment for strong
hold beams to stringers, the bottom of side frames, to
the tank top, etc.
Guys. Wire or hemp ropes or chains to support booms,
davits, etc., laterally. They may consist of single lines
or purchases, leading from the davit head or boom
end to the deck. In the case of single lines they are
either lashed to eyes or rings or else fitted with turn-
buckles and hooked or shackled to deck connections.
Guys are employed in pairs. Where a span is fitted
between two booms or davits one pair only is required
for the two. Guys to booms that carry sails are some-
times known as backropes.
Gypsy. A small auxiliary drum usually fitted on one or
both ends of a winch or windlass. The usual method
of hauling in or slacking off on ropes with the aid
of a gypsy is to take a couple of turns with the bight
of the rope around the drum, and to take in or pay
out the slack of the free end.
Gyroscope. Strictly, any rotating mass. Usually a
wheel so constructed as to demonstrate or utilize
gyroscopic action. By gyroscopic action of a spin-
||||||||I, o TIll||
Wheel not running. Wheel running.
|||||||Ico) III]]||
||||||Icon ||
Add weight to end of shaft.
Weight added.
Effect of weight:
Wheel turns about hori-
zontal axis.
Effect of weight:
Continuous slow “Preces-
sion” about vertical axis.
ning mass is meant its strong resistance to forces
tending to change the plane of its rotation, and a
second action known as precession. Precession is the
motion of a spinning body under the action of forces
tending to change its plane of rotation. Precessional
motion occurs slowly about an axis perpendicular to
the applied force. The illustration will make this
clear.
Page 1094.
Gyroscopic Compass. See CoMPAss, GYRoscopic.
Gyroscopic Stabilizer. See STABILIZER, GYRoscoPIC.
H
Hack Saw. See SAw, HACK.
Half Breadth Plan. See LINES, PLAN.
Half Hitch. A hitch formed in the end of a rope by
passing the end around the standing part and then
bringing it up through the bight.
Halyards. Light lines used in hoisting signals, flags,
etc. Also applied to the ropes by which gaffs, sails
or yards are hoisted.
Hambroline. A cord of three yarns, approximately
the same size and yardage as Roundline. It is used
for serving, worming, etc., but is of an opposite twist
from Roundline.
Hammer, Calking. A hammer used in the hand calk-
ing of plates, shapes, etc.
Hammer, Plying. A type of hand riveting hammer.
Hammer, Pneumatic. The pneumatic hammer is a
combination of a cylinder, a reciprocating piston or
plunger, a valve for automatically controlling the
movements of the plunger, and a throttle valve for
regulating the flow of air to the hammer from the
supply pipe. Pneumatic hammers are made in a
variety of designs, some being intended especially
for riveting, and others for such operations as chip-
ping, calking, or Scaling.
Hammer, Power Forging. A machine which, by means
of a crank or eccentric, by steam or by compressed
air against a piston in a cylinder, imparts a vertical
motion to a hammer or ram die. Such hammers are
made with single frame or double frame, and are
known as Motor Driven, Belt Driven, Pneumatic,
Steam, and Steam Hydraulic.
In the Helve Type the arm or helve moves through
an arc, the hammer or die striking the work when
near a horizontal position.
Pages 735, 747, 750.
Hammer, Set. A hammer used in bringing a shape or
frame bar to its final shape on the bending slab.
Hammer, Riveting. See RiveTING HAMMER.
Hammer Runners. Men who operate power hammers
that make large forgings. *
Hammock. A rectangular canvas article suspended
from hooks attached to the vessel's deck beams or
other structure. It is used for berthing seamen
aboard ship. Of late years it has been Superseded to
some extent by fixed berths of various types.
Hammock. A term applied to a swinging canvas bed
principally used on war ships. The hammocks are
hung from hooks attached to deck beams and are taken
down and stowed away during the day time.
Hammock Berthing. A term applied to compartments
used for storage of hammocks.
Hammock Cloths. The canvas covering fitted for the
protection of the hammocks.
Hamper, Top Hamper. Articles of outfit, especially
spars, rigging, etc., above the deck. While ordinarily
indispensable, they are in certain emergencies both a
source of danger and an inconvenience.
Hand Bending Machine, Portable. A light type of

















66
HAN SHIPBUILDING CYCLOPEDIA HAT
bending press mounted on small wheels for moving
about a yard or shop.
Hand Glue Press. A form in which a wood frame or
object to be glued together is held or compressed
until the glue is hard and set.
Hand Pump. See PUMP, HAND.
Hand Spike. A round bar or lever of hard wood which
is placed horizontally in the head of a capstan to push
against in order to revolve the capstan. A lever for
moving heavy weights.
Hand Wheels. Wheels for operating machinery, valves,
doors, etc., by hand.
Page 608.
Handy Man. A workman who performs a variety of
work pertaining to several trades in which the amount
of work belonging to any of the trades does not war-
rant the assigning of individual tradesmen to do it.
Hank. A ring of rope, wood, or iron that slides on
a stay and to which the luff of a staysail is seized.
Harbor Deck. See DECK, HARBOR.
Hard Steel. See STEEL AND IRON.
Harness. A term, now practically obsolete, for the
furniture of a vessel. -
Harness Cask. A large tub used to contain the salted
provisions intended for immediate consumption.
Harpoon. A long shanked, barb-pointed spear or
javelin used to strike whales or other large fish.
Hatch. The American Bureau of Shipping requires
* that all openings in decks or complete tiers of beams
are to be framed so as to provide efficient support
and attachment to the ends of the half beams by
means of tie plates and efficient fore and aft carlings
or coamings.
Cargo and other Hatchways on the exposed or
weather portions of the Freeboard Deck and of such
exposed portions of the decks of superstructures as
are situated forward of the midship half length, are
to have coaming plates not less than 24 inches in
height; they are to extend to the bottom of the
beams and are to be riveted to them and to the hatch-
way end beams. Coamings on other parts of the
weather decks of superstructures may be 18 inches
high. The connection to the deck, tie or 'thwartship
plates is to be made with an agle bar of not less
thickness than the coaming plates and having solid
welded corners; where a wood deck is laid, the ver-
tical flange of this bar is to stand half an inch above
the wood deck and is to be flush riveted. The thick-
ness of coaming plates is not to be less than 34" in
Vessels not exceeding 100 feet in length, and not less
than .44" in Vessels of 200 feet length and above; the
thickness for Vessels of intermediate lengths may be
obtained by interpolation. Where hatchways exceed
10 feet in length and the coamings are required to be
24 inches high, the coamings are to be stiffened by
bulb angles or their equivalent, placed about 10 inches
below the top of the coaming; the depth of the bulb
angle is not to be less than 4 inches in Vessels not
exceeding 100 feet in length, and not less than 7
inches in Vessels 200 feet length and above; the depths
for intermediate lengths may be obtained by interpo-
lation; the hatch cleats are to be riveted to the bulb
angle. Coamings which are more than 30 inches and
not more than 36 inches in height are to have efficient
brackets or stays from the horizontal bulb angle to
• the deck, not more than 10 feet apart; where the
height exceeds 36 inches the framing and supports
must provide equivalent strength and stiffness. Hatch-
way coamings are to be of sufficient strength to act as
efficient deck girders between the points of support.
Heavy convex or patent moldings are to be fitted on
the upper edges of the coamings, and the lower edges
are to be flanged or provided with other suitable pro-
tection.
Hatch beams and fore and afters are to be so spaced
that the unsupported length of the hatch covers does
not exceed 4 feet 6 inches in hatchways which re-
quire to have 24-inch coamings under par. 2, nor 5
feet 6 inches in those for which 18-inch coamings' are
permitted. The arrangement of the supports is not
to be less effective than required in this and follow-
ing paragraphs; the proposed arrangements for all
hatchways are in all cases to be submitted for ap-
proval. Wood hatch covers are to be solid and not
less than 2%” thick; the hatch rests are to be at least
2%" wide, and where necessary are to be beveled so
as to provide solid bearing surface of not less than
that amount. Cleats are to be efficient and spaced
not more than 24 inches center to center from end
cleats placed not more than 6 inches from the hatch-
way corners. Satisfactory battening arrangements
are to be provided for all weather deck hatchways.
Beams without fore and afters are to be of the
sizes given in Table A where 24-inch coamings are
required and are to be so spaced that the unsupported
length of hatch cover does not exceed 4 feet 6 inches.
They may be of the sizes given in Table B where
18-inch coamings are permitted, and may be so spaced
that the unsupported length of hatch cover does not
exceed 5 feet 6 inches. Beams with fore and afters
are not to be spaced more than 10 feet centers; the
sizes of beams and fore and afters are to be as re-
quired by Table A where 24-inch coamings are re-
quired by par. 2, and as required by Table B where
18-inch coamings are permitted. The top angle
mountings are not to be recessed to form bearers for
the fore and afters but are to be fitted in a fair line
across the beam.
Angle mountings on the upper edges of beams and
steel fore and afters are to extend to the extreme
ends in all cases and the ends of the web plates are
to be flushed up on each side by doubling plates;
having the same thickness as the angle bars and at
least 7 inches wide. Steel fore and afters are to have
bearing pieces of heavy angle bars on their lower
edges, in way of each hatch beam which they cross.
Wood fore and afters are to be made of well sea-
soned timber, free from rot, sap and shakes; they are
to have steel shoes at least 7" x .5” at each end, and
plate bearing pieces at least 9" x 5” in way of each
hatch beam which they cross.
All carriers for beams and fore and afters are to be
steel and are to be fitted as close to the sides and
throat of the hatch beams and fore and afters as is
practicable. The bearing surface is not to be less than
3 inches and carriers made of angle bars are not to be
less than .50" thick. The carriers for beams are in all
cases to overlap the hatchway coaming angle. All
carriers are to be solid or are to have not less than
two 7%-inch rivets under the bearing surface. Where
fore and afters extend across hatch beams, efficient
clips are to be fitted on top of the beams to keep them
in position.
Cargo, coaling and other such openings in the Free-
67
TA B L E A
TA B L E B
BEAMS WITHOUT FORE AND AFTERS
BEAMS WITH FORE AND AFTERS
Breadth BEAMS WITHOUT FORE AND AFTERS BEAMS WITH FORE AND AFTERS
of Angle Spacing Center to Center Spacing Center to Center
Hatch- Mountings
way 4' 0” 5' 0” 6' 0" 8' 0" I0' 0”
1 O’ 3 X3 X-40 9X-46 B.P. 10X.50 B.P. - 11 x 30 P. 12×32 P. 14X-34 P.
12’ 3 X3 X-40 11 x.50 * 12X-50 * 12X-32 * 14X-34 * 17X-36 *
I 4' 3 X3 X-42 12X.50 * 12X-32 P 14X-34 * 17X-36 " 20X-38 “
16’ 3}×3 X-42 12X-32 P. 14X-34 * 16X-36 * 19X-38 ° 22X-38 “
1 3’ 4 X3 X-44 14X-34 * 16X-36 * 18X-36 * 21 × .38 * 25X-40 *
20° 4 X3 X-44 15X-34 * 18X-36 " 20X-38 " 24X-40 * 28X-42 *
22' 4}X3 X-46 16X-36 " 19X-36 " 22X-38 “ 26X-42 * 30 X-44 *
24' 5 x3}×46 17X-36 " 20X-38 “ 23X-40 * 28X-42 * 32X.44 *
26'. 5}X3}X-48 18X-36 * 21X-38 * 24X-40 * 29 ×-42 * 34X-46 “
28’ 6 x33x-50 19X-38 “ 22X-38 * 25X-40 * 31X-44 * 36X-48 *
30’ 6 x3} x-52 20x-38 ° 23x40 * 26X-42 * 32X.44 * 38X-48 *
BULB PLATE BULB ANGLE
Lºfth CENTER FORE AND AFTERS $IDE FORE AND AFTERS
: Māºr Spacing Center to Center Spacing Center to Center
After 3' 0" 4' 0” 5' 0" 3' 0” 4' 0" 5' 0"
(3’ 2}X2}X-36 6X-36 6}X:38 7X-38 6X3 X-36 6}X3}X-38 7x33x-38
8' | 24x2}x-38 7x42 8 X-44 9X-44 7x3}X-42 8 X3 X 44 9×34 × 44
1 O’ 2}X2}X-40 8X-50 9}X-50 11 X.50 8x33x-50 9}X3}X-50 11 X3}×50
W00D W000
Length CENTER FORE AND AFTERS SIDE FORE AND AFTERS
º Spacing Center to Center Spacing Center to Center
Nii, 3' 0” 4' 0” 5' 0” 3' 0” 4' 0” 5' 0"
D. E. D. B. D. B. D. B. D. B. D. B.
6’ 5} 7 6 7 6} 7 5} 5} 6 6 6} 6
3' 6} 7 7% 7 8 7 6} 6} 74 7 8 7
1 O’ 8 7 8} 8 9 9 8 7 8} 8 9 9
Sizes are §§ in inches. Sizes for intermediate lengths and spacing may be obtained by interpolation.
B.P. = Bulb Plate. P = Plate. D = Depth. B = Breadth. -
Depths for hatch beams are at middle of length and measured from top mounting to lower edge. Depths for fore and afters are
measured from under side of hatch covers to lower edge. -
W. plates are specified, two angles of the size given for mountings are to be fitted at the upper and lower part of the beam
respectively. -
Where bulb plates are specified, two angles of the size given for mountings are to be fitted at the upper part of the beam or fore
and after.
Where bulb angles are specified, one angle of the size given for mountings is to be fitted at the upper part of the section.
AMERICAN BUREAU
;
and
Depths for hatch beams are at middle of length and measured from top mounting to lower edge. Depths for fore and afters are
measured from under side of hatch covers to lower
º plates are specified, two angles of the size given for mountings are to be fitted at the upper and lower part of the beam
respectively.
Where bulb plates are specified, two angles of the size given for mountings are to be fitted at the upper part of the beam or fore
OF SHIPPING RULES
edge.
Breadth
of Angle Spacing Center to Center Spacing Center to Center
Hatch- Mountings
way 4' 0" 5' 0” 6' 0” 8' 0” 10' 0”
1 O’ 3 X3 X-40 8 x 40 B.P. 9 X-44 B.P. 9} x-46 B.P. 10} x.50 B.P. 114x52 B.P.
12' 3 X3 X-40 9 X-44 * 10 ×-50 * 11 X.50 * 11 × .30 P 13 X-34 P.
4' 3 X3 X-42 10 × .50 * 113 x.50 * 11 X:30 P. 13 X-32 * 15 X-34 *
I 3' 3}×3 X-42 11 × .30 P. 11 X-30 P. 12 X-32 * 15 X-34 * 17 X-36 “
| 3' 4 X3 X-44 11 X-30 * 12 X-32 * 14 x34. º 17 × .36 ° 19 × .38 "
20' 4 ×3 X-44 12 X-32 * 13 X-34 ° 16 X-36 * 19 X-38 ° 21 X-38 *
22' 4}X3 X-46 12}x-32 * 14 X-34 “ 17 X-36 * 20 × .38 * 23 X-40 *
24' 5 X3}×46 13 X-34 * 144 × 34 * 18 X-36 ° 21 X-38' " 25 X-40 *
26' 5}X3} X-48 13}x-34 * 15 X-34 ° 19 X-38 “ 22 X-38 * 26 X-42 *
28’ 6 ×3}×50 14 X-34 * 16 X-36 “ 20 X-38 “ 23 X-40 * 27. X-42 *
30.’ 6 ×3} X-52 15 X-34 * 17 X-26 “ 21 X-38 ° 24 × 40 * 28 X-42 *
BULB PLATE BULB ANGLE
Lºfth CENTER FORE AND AFTERS $IDE FORE AND AFTER3.
º M . gS Spacing Center to Center Spacing Center to Center
After 3° 0” 4' 0” 5' 0” 3° 0” 4' 0” 5' 0”
(3’ 2} X2: X-36 5X-34 5}X-34 6 X-36 5X3X-34 5}×3 ×34 6 x3 X-36
$’ 2}×24 X-38 6X-38 7 X-40 74x42 6X3X-38 7 X3 X 40 74x3}X-42
10’ 24x24 x 40 7X-44 8 X-46 9 x.50 7X3X-44 8 X34 X-46 9 X3}X-50
W000 W00D
Length CENTER FORE AND AFTERS $IDE FORE AND AFTERS
º Spacing Center to Center Spacing Center to Center
Nº. 3' 0” 4' 0” 5' 0” 3° 0” 4' 0” 5' 0”
D. B. D. B. D. B. D. B. D. B. D. B.
(3’ s 5 7 5} 7 6 7 5 5 5} 5 6 5
8’ 6 7 6} 7 7 7 6 5 6% 6 7 6
1 O’ 7 7 74 7 8 7 7 6 74 7 8 7
Sizes are given in inches. Sizes for intermediate lengths and spacing may be obtained by interpolation.
B.P. = Bulb Plate. late. D = Depth. B = Breadth. .
ter.
Where bulb angles are specified, one angle of the size given for mountings is to be fitted at the upper part of the section,
:


§
HAT
HAT
SHIPBUILDING CYOLOPEDIA
board Deck, where protected by erections which are
not fully enclosed, are to have coamings at least 9
inches in height and are to have covers, beams, and
arrangements for battening down as effective as those
required for cargo hatchways which may have 18-
inch coamings under par. 2. Flush bunker scuttles of
the bayonet type may be fitted in spaces which are
always accessible.
Cargo openings in decks below the Freeboard Deck
or within fully enclosed superstructures are to be
framed with carlings and beams of sufficient strength;
hatch beams and fore and afters may be of the sizes
given in Table A where the height of 'tween decks
does not exceed 8 feet; where the ’tween deck height
is greater, the sizes are to be suitably increased.
Mast Openings on- weather and wedging decks are
to have coamings formed of bulb plate and angle, or
a bulb angle riveted to mast partners or plating; the
height of the coamings is to be one-third the diameter
of the mast or 9 inches whichever is the less. In all
cases where beams are cut, efficient carlings are to be
fitted.
Engine and Boiler Openings in the Freeboard Deck
are to be protected by superstructures and enclosed by
efficient steel or iron trunk casings, extending to at
least 6 feet above the superstructure deck. The plat-
ing is to be from 20" to .38" thick, efficiently stiffened
with angles or tee bars about 24 inches apart with 20"
plating, gradually increasing to about 48 inches pitch
with .38" plating ; the stiffeners are to be fitted in
line with the beams, and are to be of the sizes given
in the Bureau's bulkhead tables.
Coamings at least .44" thick and 15 inches high, are
to be fitted round casings on the exposed or weather
portions of superstructure decks and within super-
Structures which are not fully enclosed. Doors in such
exposed casings are to be of iron or steel, capable of
being closed and fastened from either side of the
casing, and the door sills are to be at least 15 inches
above the deck. The upper part of casings is to be
efficiently tied by beams and plating, and the base of
the casings is to be efficiently supported by stanchions,
etc. In small Vessels and in special cases the above
requirements may be modified on submission of de-
tailed plans. Where it is impossible to protect ma-
chinery casings by superstructures or houses on the
Freeboard Deck, the proposed arrangements are to be
specially submitted, and are to provide ample strength
and protection to the openings. Machinery openings
in all decks are to be kept as small as practicable; as
many plated through beams as possible are to be
fitted at each deck. Strong steel casings are to be
fitted round all deck openings in way of coal, cargo,
and passenger spaces. Special care is to be taken to
adapt the arrangements of casings, through beams, and
pillars in the machinery space to the necessity for
providing sufficient rigidity to the hull structure.
Engine room skylights are to be. of substantial make
of wood, iron or steel and properly secured; all fidley
gratings and other openings on top of casings, are to
have efficient covers, and hatchways are to have satis-
factory battening arrangements.
Permanent Companion Ways in exposed positions
on weather decks are to be covered by strong steel
hoods, riveted to tie plates or deck plating.
Hatch or Hatchway. An opening in a deck through
which cargo may be handled, machinery or boilers
installed or removed, and access obtained to the decks
and holds below.
Page 817.
Hatch, After. A term applied to the deck openings
aft of the midship portion of a vessel.
Hatch Bar. A term applied to flat bars used for se-
curing and locking hatch covers.
Hatch Battens. A term applied to the flat bars used
to fasten and make tight the edges of the tarpaulins
that are placed over hatches. The batten and edge
of the tarpaulin are wedged tightly in closely spaced
cleats.
Hatch Beams. A term applied to the portable beams
fitted to the coamings for the purpose of supporting
the hatch covers. The ends of these beams receive
hard usage in shipping and unshipping and should be
reinforced at these points by doubling strips.
Pages 379, 412, 418, 422, 559, 560, 561.
Hatch, Boiler. A hatch fitted over the boiler room
through which the smoke stack passes. Iron grating is
usually fitted around the stack for ventilation but steel
covers that can be closed in heavy weather should also
be fitted. This hatch should be made large enough to
provide for the installation or removal of the boilers.
Hatch, Booby. An access hatch leading from a weather
deck to the quarters. A small companion readily
removable in one piece. A wooden hood-like cover-
ing, for a hatch, fitted with a sliding top.
Hatch, Cargo. A term applied to the deck openings
leading to the cargo holds.
Pages 559, 560, 561, 562, 563.
Hatch Carlings. Fore and aft girders running under
the coamings at the sides of hatches to which the
partial or half deck beams are attached.
Hatch Carrier. A term applied to the supports attached
to the hatch coamings which take the ends of fore and
afters and cross beams.
Pages 379, 412, 418, 422, 559, 560, 561.
Hatch, Ceiling. An opening in the hold ceiling fitted
with a cover that can be removed when the cargo is
taken out. The object of these hatches is to provide
access to the sides and bottom for cleaning and
repairs.
Hatch Cleats. A term applied to the clips attached
to the outside of the hatch coamings for the purpose of
holding the hatch battens and edges of the tarpaulin
COV CIS.
Hatch, Coaling. An opening in the deck provided for
the purpose of filling the coal bunkers. A trunk or
casing is fitted from the upper opening to the top of
the coal bunker.
Page 558.
Hatch Coaming. See CoAMING, HATCH.
Hatch Covers. Covers for closing up the top of hatch-
ways, usually made of wood planks and in sections
that can be handled by the crew. When made of wood
one or more tarpaulins are stretched over them to keep
out the rain and sea.
Watertight covers made of steel plates are also in
use, but they are more or less in the way when the
cargo is being handled.
Hatch, Crank. A term applied to the hatch over the
engines in a paddle wheel steamer.
Hatch End Beam. A term applied to the deck beam
at the fore or after end of a hatchway. Where the
hatchway does not stop at a deck beam an end beam
may be fitted under the coaming or the coaming may
be produced down to form an end beam.
68
HAT
HEA
SHIPBUILDING CYCLOPEDIA
Hatch, Engine. A hatch fitted over the engine room.
It is usually provided with a skylight having hinged
covers that can be operated from below. The hatch
should be made large enough to provide for the in-
stallation or removal of the engine.
Hatch, Expansion. A term applied to hatches with
high coamings fitted on oil tankers for the purpose of
allowing space for expansion of the oil.
Hatch, Fore. A term applied to the deck openings for-
ward of the midship portion of a vessel.
Hatch, Grated. A term applied where the top of the
hatch is fitted with a wood or steel grating.
Hatch Gratings. See GRATINGs, HATCH.
Hatch, Main. A term applied to one of the principal
cargo hatches.
Hatch Rests. A term applied to the shelf fitted at the
top of coamings for the purpose of supporting the
edges of the hatch covers.
Pages 418,558, 559, 560, 561.
Hatch Strong Back. A portable beam fitted in a hatch-
way for the purpose of lifting heavy weights as a
beam fitted over the engine in the engine hatch for
lifting cylinder covers, etc. The portable hatch beams
fitted to the coamings to provide supports for the
hatch covers are sometimes called strongbacks.
Hatch, Upper, Main, Lower, etc., Deck. An opening
for access or cargo handling in any deck is usually
given the name of the deck on which it is situated as
Upper Deck Hatch.
Hatch, Watertight. A term applied where the hatch
is fitted with a steel watertight cover. The bearing
edges of the cover are fitted with strips of rubber
which are compressed down on to the coaming by dogs.
Pages 558, 559.
Hatch, Wood. A term applied where the side framing
of the hatch is made of wood.
Hatchway Gratings. See GRATINGs.
Hatchway Trunk. A term applied where the space be-
tween a lower and the hatch or hatches above it are
enclosed by a casing.
Hawse Bag. See JACKASS.
Hawse Pipes. Tubes leading the anchor chain from
the deck on which the windlass is located down and
forward through the vessel's bow plating.
Hawse pipes are generally of cast iron or cast steel.
They are of heavy scantling and sometimes made in
two or more parts to facilitate construction. At the
upper and lower ends they terminate in bolsters of
sufficient radius to prevent the nipping or undue
abrasive action of the chain.
The American Bureau of Shipping specifies that
Hawse. Pipes are to be of ample size and strength ;
they are to have full round flanges and the easiest
possible lead, in order to minimize the nip on the
cables; they are to be secured to thick or double
plating by rivets spaced not more than 7 diameters;
when in- position they are to be thoroughly tested for
watertightness by means of a hose, in which the
water pressure should not be less than 30 lbs. per
square inch. Hawse pipes for stockless anchors are
to provide ample clearances; the anchors are to be
shipped and unshipped so that the Surveyor may be
satisfied that there is no risk of the anchor jamming
in the hawse pipe. .
- Page 529.
• Hawse Timbers. A term applied to the vertical frame
timbers in the bow of a wood ship in the way of a
hawse hole or pipe.
Hawser. A large rope, either fibre or wire, used for
warping, towing, mooring, etc.
Hawser, Port. See Port HAwsER.
Hawser Reel. A heavy reel for the stowage of hawsers
when not in use. In its simplest form it consists of a
cylindrical body on which the hawser is wound. At
each end a disc shaped guard is fitted to keep the
hawser in place. Hawser reels are sometimes mounted
on frames and fitted with friction brakes with which
to control the paying out of the rope.
Hawser Rope. See RoPE, HAwsER.
Head of the Bowsprit. The forward end.
Head of Keel. See ForeFoot.
Head of a Ship. The fore end formerly fitted up for
the accommodation of the crew. A vessel is trimmed
by the head when drawing more water forward and
less aft than contemplated in her design.
Head-Board. A piece of timber connecting the end of
the bob-stay with the top of the stem.
Head Sails. The sails forward of the foremast. These
are triangular fore and aft sails termed in general
jibs and stay sails.
Heads. The upper portions of wood frames.
used to designate seamen's toilets.
Header. A box or pipe, usually of rectangular cross
section and having either a straight or sinuous form,
into which the ends of the tubes in water tube boilers
are expanded. A pipe or casting into which several
smaller pipes are lead.
Also the top piece of a door frame or window
Also
frame.
Header, Window Frame. The horizontal piece at the
top.
Headledge. A term applied to the forward or after
end coaming of a hatch. This term is more frequently
used in connection with wood coamings.
Heat Insulation. See INSULATION, HEAT.
Heater, Boiler Feed Water. See BoILER FEED WATER
HEATER.
Heater, Fuel Oil. See FUEL OIL HEATER.
Heater, Rivet. See RIVET HEATER.
Heating System. A system of piping and radiators or
pipe coils designed for heating the enclosed spaces and
quarters of a vessel during cold weather. Steam is
usually used to supply the warmth but hot water in-
stallations have been made in special cases.
Pages 612, 613.
Heater or Heater Boy. A boy who operates forges to
heat rivets for the riveters.
Heating Surface, Boiler. See BoILER HEATING SURFACE.
Heating Tongs. Long handled tongs used by rivet
heaters to place rivets in the forge and withdraw them
when heated for driving,
Heave. To haul; to cast or hurl; as, to heave the lead,
to heave a line. The alternate rising and falling of a
vessel in a seaway.
Heave-handsomely. A command to proceed slowly and
carefully when pulling in the anchor chain.
Heave-round. A term used on shipboard as a command
to start pulling in the anchor chain.
Heaver. A wood bar used as a lever; a sailmakers’
tool consisting of a fluted tapering metal pin fitted with
a handle at right angles to the pin similarly to an
auger.
Heave-To. To bring a sailing ship into such a position
that the wind produces no headway.
69
HEA
HOO
SHIPBUILDING CYOLOPEDIA
To stop the engines of a ship and lie without head-
way.
Heaving Line. A small line bent to a hawser, the loose
end thrown ashore and caught for the purpose of haul-
ing one end of the hawser to the wharf for making
fast.
Heaving the Lead. Taking soundings with a lead and
line.
Heavy Duty Drill. See DRILLING MACHINE.
Heavy Oil Engines. See ENGINE, DIESEL AND Hot
BULB.
Heel. The inclination of a ship to one side, caused by
wind or wave action.
Heel Knee. A bar bent to a right angle or V-shape
for the purpose of securely connecting the bottom of
the stern post to the keel.
Heel of a Keel. The extreme after end of the keel.
Heel Piece. A bar about three feet long serving as a
connecting piece for the ends of frames, whose ends
butt together. The flange of the heel bar is reversed
from those of the frames it connects.
Heeling. Hauling a vessel over on her side for cleaning
and painting; careening; causing a vessel to list to
one side by shifting weights on board for the purpose
of ascertaining her center of gravity.
Helm. A term applied to the tiller, wheel or steering
gear, and also to the rudder. It indicates the control
of the maneuvering or steering gear as in the term
“Port the helm,” and again the position of the rudder
in the expression “Lee helm.”
Helm Port. A term applied to the hole in the counter
of a vessel through which the rudder stock passes.
Helpers. Men who assist skilled workmen in any trade.
In most trades they are merely assistants performing
the heavier work requiring no particular skill and
continue as such, but in some trades they are ex-
pected to learn the trade.
Helve Hammer. See HAMMER, Power ForgiNG.
Hemp. Rope. See RoPE, HEMP.
High Speed Steel. See STEEL AND IRON.
Hinge. A fitting used to join doors, covers or parts
to partitions or other parts and so constructed that
the door or movable part 1s free to swing or turn on
the fitting. Also called butts.
Hitch. A term applied to a variety of methods of
bending a line to a post, spar, or ring so that it may
be readily detached.
Hogged. Permanently deformed by the action of hog-
ging forces.
Hogging. A distortion of a vessel's form in which the
bow and stern drop below their normal position rela-
tive to the midship portion of the vessel. Structural
weakness, grounding, or improper loading may result
in this condition.
Hoist. To raise or elevate by man power or by the
employment of mechanical appliances such as cranes,
derricks, shear legs, tackles, differential blocks, etc.;
any device employed for lifting weights.
Hoist, Electric. Any type of device in which the
power for raising weights is furnished by an electric
In Otor.
Hoist, Marine Railway. A winch or windlass located at
the head of the tracks for taking in or letting go
the rope or chain used for raising or submerging the
cradle.
Hoist, Steam. Any type of device in which the power
for raising weights is furnished by a steam engine.
Hoisting Crew. Men who have the care of getting on
board ship and securing in their proper places any
heavy weights requiring the use of shear legs, cranes
or other hoisting or moving gear.
Hoisting Engine. A term applied to a winch or any
power machine used in hoisting cargo, sails, ashes, etc.
Hold Beam. See BEAM, Hold.
Hold Beam Stringer. See STRINGER, Hold BEAM.
Hold Bunker. A bunker or that part of a bunker below
the lower deck. That part of the hold space which
may be at times used for stowage of coal for ship's
11S62.
Hold Pillar. See PILLAR, HOLD.
Hold Stringer. See STRINGER, Hold.
Holder-On. See AIR Hold1 NG ON HAMMER.
Holders-On, or Backers-Up. Workmen who place the
rivets in the holes and press against the heads a heavy
hammer or dolly-bar while the riveters are hammering
up the points.
Holding Ground. An anchorage where an anchor will
bite into the bottom so as to prevent it from dragging.
Holds. Spaces or compartments between the lower-
most decks and the bottom of the ship, or top of the
inner bottom if one is fitted. The spaces below decks
allotted for the Stowage of cargo.
Holes, Drain. Holes in bulkheads, floors or other ob-
structions to provide clear flow of liquid to the pump
suctions.
Holidays. Portions of a ship's surface which through
inadvertence have been missed in the application of
paint or other protective coating.
Hollow Ended. When the extremities of the waterlines
in the neighborhood of the designed load line are
concave to the surrounding water, and when the sec-
tional area curve at the ends is fine indicating rela-
tively small displacement in these locations.
Hollow Keel. See KEEL, HOLLow.
Hollows of Resistance. See RESISTANCE, Hollows of.
Holystone. A soft sandstone used in scrubbing wood
decks. The origin of the name is probably due to the
kneeling posture of the men while using the stone, or
else to the fact that they were formerly most fre-
quently used on Sunday; to clean a deck by the appli-
cation of a holy-stone.
Home. Close up; snugly in place.
The port from which a vessel hails.
Hood. A shelter over a companion way, scuttle, etc.
It is generally built of canvas spread over an iron
frame. It may also be constructed of light metal
plating.
Page 558.
Hood Stick. An arrangement designed for holding a
drilling machine to be used in light drilling.
Hoods. A term applied to those plates placed at the
extreme forward or after end of a ship.
Hook, Breast. A triangular shaped plate fitted between
decks or deck stringers in the bow for the purpose of
rigidly fastening the stem and fore-hoods of outside
plating and the ends of side stringers firmly together.
In wood ships a piece of iron bent in a V shape and
fitted horizontally in the bow between decks to hold
the bow planking in place.
Page 501.
The American Bureau of Shipping requires that
Breast Hooks are to be fitted at the ends of all
stringers and between stringers where required; they
are to be fitted over hawse pipes and the structure
69A
HOO
HYD
SHIPBUILDING CYCLOPEDIA
thoroughly stiffened and tied in this neighborhood to
the satisfaction of the Surveyors.
Hook, Deck. A triangular plate fitted at the extreme
ends of decks or deck stringers to hold the ends of the
decks, the fore-hood plating and stem rigidly together.
In wood ships a steamed timber or knee piece fitted
at the extreme ends of the decks for the purpose of
binding the bow timbers together.
Hook, Fore, See Hook, DECK AND BREAST.
Hook, Pelican. See PELICAN Hook.
Hookers On. Men who place the necessary slings on
material to be transported by a crane and assist the
crane operator as to the proper disposition of the
material.
Hooks. Triangular pieces of plate fitted in the ex-
treme ends of vessels for the purpose of tying the ends
of stringers and keeping the outside plating in place.
Horizontal Acetylene Compressor. A horizontal act-
ing pump for charging tanks with acetylene gas under
preSSure.
Horizontal Punch. See PUNCH, HoRIzoNTAL.
Horn, Timber. See TIMBER, HoRN.
Horning. Setting the frames of a vessel square to the
keel after the proper inclination to the vertical due to
the declivity of the keel has been given.
Horsepower. The unit of power is a “horse-power,”
which is taken as “33,000 ft. lbs. of work performed
in one minute” or its equivalent.
Horsepower, Boiler. See BoILER HoRSEPower.
Horsepower, Effective. The actual power available
for propulsion which is equivalent to the indicated
or shaft horsepower less all losses due to friction of
machinery, line shafting, stern bearings, etc.
Pages 202, 203, 205, 206 to 226.
Horsepower, Indicated. A term applied to the horse-
power actually developed in the cylinder or cylinders
of an engine. The result of the following formula
gives the I.H.P. for one cylinder. Where there are
two or more cylinders the sum of the results obtained
by applying the formula to each cylinder gives the
I.H.F.
PLAN
I.H.P. = —
33,000
P = mean effective pressure acting on the piston
in pounds per square inch. This may be obtained
from an indicator card taken while the engine is run-
ning or from a theoretical card plotted from calcula-
tions.
L = length of stroke in feet.
A = area of the piston in square inches.
N = number of strokes per minute.
Where refinement is desired the formula should be
independently applied to each side of the piston, making
allowance on one side for the area of the piston rod.
Horsepower, Shaft or Brake. A term applied to the
power of turbines where it is not possible to use an
indicator. It is measured from the shaft by an instru-
ment called a torsion meter, and corresponds to brake
horsepower.
Horseshoe Plate. A small light plate fitted on the
counter around the rudder stock for the purpose of
preventing water from backing up into the rudder
trunk. When fitted in one piece it has the shape of a
horseshoe, but it is frequently made in two pieces to
completely surround the stock and at the same time
permit its removal.
Horsing. A term applied to the operation of driving
oakum into the seams between planks.
Horsing Iron. A wide chisel-shaped tool with a wedge-
shaped edge fitted with a long handle. It is placed
in a seam which has been calked with oakum and
struck with a heavy mallet to drive the oakum down
so another thread can be driven or the seam payed
with pitch or marine glue.
Hose. A term applied to more or less flexible tubing
used to convey water, oil, compressed air, etc.
Hose Couplings. Fittings made in various forms for
connecting lengths of hose together.
Hose Nozzles. A tapered pipe having a screw thread
cut on the large end for attachment to the end of a
hose line.
Hot Bulb Engine. See ENGINE, Hot BULB.
Hot Well. A receptacle for the water condensed from
Steam.
Hot Press Nut Machine. See NUT MACHINE, Hot PRESS.
Hound Band. A term applied to a band fitted around
the upper portion of a mast to provide attachment
for the shrouds.
Page 345.
Hound, Mast. See MAst Hou ND.
Houseline. A tarred hemp, three-stranded, left-handed,
small rope, somewhat larger than marline. It is used
for both seizing and service.
Page 825.
Housing. A term applied to an inclosure partially or
wholly worked around fittings or equipment. Applied
to masts it is that portion below the weather deck
and to topmasts, that portion overlapping the mast
below.
Hulk. The body of an old, wrecked, or dismantled
vessel unfit for sea service, but sometimes used for
other purposes, as a coal depot, prison, etc.
Hull. The framework of a vessel, together with all
decks, deck houses, the inside and outside plating or
planking, but exclusive of masts, yards, rigging and all
outfit or equipment.
Humps. Portions of curves of resistance or power
where, due to disadvantageous wave formation, the re-
siduary resistance is increased relative to that of the
adjacent portions of the curves.
Humps are of relatively little importance until speed
length ratios of 1.00 are exceeded.
Admiral Taylor, in “Speed and Power of Ships,”
page 79, writes:
“It might seem at first sight very important to adopt
such length for a desired speed as to be sure of landing
in a hollow rather than on a hump, but, though this
point should always be considered, in comparatively
few cases is it a matter of serious practical importance.
In most cases it is desirable to adopt proportions and
form such that the humps and hollows up to the speed
attained are not prominent, so there is no material
saving to be had by landing in a hollow rather than
on a hump.”
Hurricane or Promenade Deck. See DECK, HURRICANE .
OR PROMENADE.
Hydrant. An outlet in a pipe line suitable for a hose
attachment.
Hydraulic Accumulator. See AccumulatoR, HYDRAULIc.
Hydraulic Flanging Machine.
HYDRAULIC.
See FLANGING MACHINE,
Hydraulic Pressure Pump. HYDRAULIC
PRESSURE.
See PUMP,
70
HYD
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SHIPBUILDING CYOLOPEDIA
Hydraulic Jack. See JACK, HYDRAULIC.
Hydraulic Riveting. See RIVETING, HYDRAULIc.
Hydrokineter. A device installed near the bottom of
a boiler to provide forced circulation of the water
when raising steam.
Hydrometer. An instrument for
density of the water in a boiler.
Hydrostatic Pressure. See PREssure, HYDRosTATIC.
I
I-Beam. A rolled shape, generally of mild steel, hav-
ing a cross section shaped like the letter I.
In ship work it is used for bulkhead stiffeners,
girders, etc.
The size is denoted by dimensions of cross section
and weight per running foot.
Ice Lining. A term applied to doubling plates fitted
on the bow of vessels at the waterline for the purpose
of protection against ice.
Ignition. See GAS ENGINE IGNITION.
Ignition Wires. See ELECTRIC WIRE AND CABLE.
Impedance. The apparent resistance in ohms of an
alternating current circuit, i. e., it is that quantity
which, when multiplied with the total current in am-
peres, will give the impressed e. m. f. in volts. It
is a term applied to alternating current circuits and
is due to resistance and inductance, to capacity and
resistance or to all three.
Impulse Reaction, Turbine.
REACTION.
Impulse Turbine. See TURBINE MULTIPLE STAGE, IM-
PULSE; TURBINE SINGLE STAGE, IMPULSE.
In and Out System. See PLATING, IN AND OUT SystEM.
Inboard. Towards the center; within the vessel's shell
and below the weather decks.
Inboard Profile. A plan representing a longitudinal
section through the center of the vessel, showing
heights of decks, locations of transverse bulkheads,
assignment of various spaces and all machinery, fit-
tings, etc., located on the center or between the center
and shell on the port side.
Pages 370 to 468.
Incandescent Lamp. See LAMP, INCANDESCENT.
Inclining Weights. Known weights placed on board
a vessel for use in obtaining a slight list when per-
forming an inclining experiment.
Increaser. See REDUCER.
Independent Piece. A timber bolted to the forward
part of the stem above the water line.
Indian Red. See PAINT.
Indicated Horsepower. See HoRSEPower, INDICATED.
Indicator. An instrument designed to measure and
record the variation in the cylinder pressure of steam
engines, pumps, etc., throughout the entire length of
stroke.
Indicator Card. A diagram showing the variation in
pressure in steam cylinders or pumps throughout the
entire stroke. This diagram is made upon cards or
paper by the indicator pencil.
Indicator Cock. A cock located in the indicator pipe
line for the purpose of controlling the supply of
steam to the indicator.
Indicator, Direction and Revolution. A device fitted
on the bridge and designed to show immediately the
actual engine movement, direction, and speed so as to
minimize the serious results possible from a misunder-
standing of orders.
Pages 1005, 1081, 1083, 1086. Plate LXI.
determining the
See TURBINE, IMPULSE
Indicator Pipe. A small pipe connection with the ends
of a steam cylinder fitted for the purpose of supply-
ing steam to an indicator.
Inductance. The property of an electric circuit, which
results in an electro-motive force being induced in
it due to a change in the valve of the current it is car-
rying, is called its self-inductance, and the process
is called self-induction.
When two conductors or circuits are so related
that a change of current in one results in an electro-
motive force being induced in the other, they are
said to have a mutual inductance and the process is
called mutual induction.
Induction Coil. An electrical device consisting of a
primary and secondary coil on a soft iron core. The
most common form of induction coil consists of a
primary coil of a few turns of coarse wire wound
on the core and connected to a voltaic cell through
a vibrator and a secondary coil of a large number
of turns of fine wire wound upon the primary coil
and carefully insulated from it.
Induction Fan. See BLoweR.
Inertia, Moment of. See MoMENT OF INERTIA.
Initial Condition. The datum condition from which
the variations characteristic of any other condition are
measured, or with which they are compared.
Initial Stability. The stability of a vessel in the up-
right position or at small angles of inclination. It
is usually expressed by the metacentric height.
Page 230.
Injection Pump. See PUMP INJECTION.
Injector. An apparatus or fitting designed to force
feed water into a boiler against the ordinary boiler
pressure. The injector does not take the place of
the boiler feed pump but is additional thereto.
In principle the injector is an instrument for the
mixture of live steam at high velocity with a stream
of cold water. This results in the condensation of
the steam and the imparting of great velocity to the
water. The pressure thus built up is sufficient to open
the check valve and force water into the boiler by
overcoming the boiler pressure.
As constructed in practice, the injector has almost
perfect efficiency as a boiler feeder. The only heat
loss involved being due to radiation from the in-
jector itself and its connections.
Many varieties of injectors are in use but all are
based on the above principles.
Pages 656, 657, 658, 659, 996.
Inner Bottom. A term applied to the inner skin or
tank top plating. The plating over the double bottom.
Inner Bottom Plate. A term applied to any of the
plates in the tank top. *
Inner Bottom Plating. See TANK Top PLATING.
Inner Keel. See KEEL, INNER.
Inner Post. A reinforcing timber bolted to the
forward side of the stern post.
Inner Skin. See SKIN, INNER.
Inner Stern Post. See STERN. Post, FALSE OR INNER.
Inside Strake. See STRAKE, INSIDE.
Inspectors. Men who examine and test the structure
or machinery in order to ascertain if it meets the
contract requirements.
Insulation, Electric. A poor conductor of electricity,
i. e., rubber, fibre, mica, marble, slate, etc.
Insulation, Heat and Cold. Several considerations
enter into the proper insulation of pipes and boilers
for sea service, which are not always considered of
71
INS
ISO.
SHIPBUILDING CYCLOPEDIA
equal importance for installation ashore. The subject
naturally divides itself into two heads: covering for
the high pressure main and auxiliary steam pipes and
boilers, and covering for plumbing, service pipes, etc.
In selecting the former class of covering, we have
not only to consider the relative heat saving efficiency
of the material, but also its weight per foot and its
ability to resist hard usage, constant vibration, the
pounding of heavy seas, steam and water leakage and
even possible submersion.
The effect of a properly efficient pipe and boiler
insulation is first to save coal or other fuels. By doing
so it not only saves the labor of the firing squad but
also materially increases the cruising radius of the ship
and permits the use of smaller bunkers. A second but
equally important result is to secure an ample supply
of hot, dry steam to the engine at all times. Every
engineer knows the discomfort, loss of time, and the
potential danger of a water logged steam supply, espe-
cially in the turbine engine room. In order to secure
the greatest possible amount of energy per pound of
fuel, the insulating material must have the highest
efficiency.
The most important characteristic of a good insula.
tion is its capacity to resist the factors of heat. Time
has definitely established the fact that “dead air” is a
non-conductor of heat and, therefore, the more dead
air that is held enmeshed in a sector of the insulation,
the greater is its heat saving value. Magnesia and
sileceous minerals are the best non-conductors of heat,
as these materials are made up of millions of micro-
scopic air cells, each of which forms a “dead end” from
which heat can not escape. In case of flooding of the
engine room by stranding, collision or other accidents,
an insulation is desirable that will withstand prolonged
immersion without being destroyed.
For boilers and main steam headers, the covering is
usually applied in flat blocks or slightly curved seg-
ments, but for all pipes up to ten inches in diameter
it is generally supplied in sectional form, each section
consisting of two halves for easy application, the in-
ternal diameters of which are equal to the size of the
pipe it is to cover. For exposed deck pipes to steam
winches, windlasses, capstans, etc., it is customary to
add another covering of waterproofing or other ma-
terial which is cemented at the laps and wound with
heavy wire. A casing is also added wherever needed
to protect the insulation from injury. For heating
systems, the usual course is to apply one of the
asbestos coverings which are made in sections similar
to those explained above.
In covering the cold water piping, hair felt has
proved itself an economical protection against salt
water, sweating, the heat of the weather, or the in-
ternal heat of the ship itself. In other words, it helps
to keep cold in by keeping heat out. A familiar
instance of this is where ice water is piped to the
various points of a ship for drinking. On the other
hand, this material is an efficient protection against
the zero temperatures of our North Atlantic winters,
and for that reason is largely used as a protection
against freezing. Sweating of cold pipes is another
unpleasant eventuality which can only be controlled by
proper covering. It is caused by a condensation of the
warm, always humid sea air on the colder surface of
the pipes. Hair felt is also largely used for refrigera-
tion pipes where it is usually applied in layers or
plies, each about one inch thick, and varying in num-
ber according to the service demanded. The outside.
is usually given a double covering of roofing as a pro-
tection against dampness.
Another material which also has considerable value
for the protection of refrigeration pipes is cork, finely
ground and molded into sections to fit the pipe. This
material, however, is not so well fitted for marine
work on account of its tendency to disintegrate under
the combined influence of moisture and continued
vibrations.
Pages 684, 685, 822, 984, 985, 986, 987.
Insulator, Electric. A support for electric wires or
cables made of good insulating material.
Pages 1078, 1079.
Intercommunicating Telephone. A telephone set used
as one station in an intercommunicating telephone
system. See Intercommunicating Telephone System.
Pages 1065, 1087.
Intercommunicating Telephone System. Two or more
telephone sets so arranged as to enable the calling
party to signal the party desired and to complete the
talking circuit between the calling party's phone and
any phone in the intercommunicating system by push-
ing a “Push Button” and without the assistance of
a switchboard operator or any mechanical or elec-
trical switching mechanism.
Intercostal. Occurring between ribs, frames, etc. The
term is broadly applied, where two members of a ship.
intersects, to the one that is cut.
A girder composed of short members running be-
tween and attached to continuous members.
Intercostal Floor. See FLOORs, INTERCOSTAL.
Intercostal Girders.
Intercostal, Keelson.
See GIRDERs, INTERCOSTAL.
See KEELSoN, INTERCOSTAL.
Intercostal Plates. See PLATES, INTERCOSTAL.
Intercostal Stringer. See STRINGER, INTERCOSTAL.
Interference. See RADIO.
Interior Communication. Electrical, mechanical or
voice tube systems installed aboard a vessel to provide
means of communication between the important sta-
tions like the bridge, engine and boiler rooms, and
also inter-communication between the officers’ state-
rooms, etc.
Pages 1081, 1082, 1083.
Interior Communication Men. Workmen who install
the apparatus which provides communication from one
part of the ship to another, as hand and electrical
signal devices and telephones.
Intermediate Beam. See BEAM, INTERMEDIATE.
Intermediate Frame. See FRAME, INTERMEDIATE.
Internal Combustion Engine. See GAS ENGINE : ENGINE
DIESEL; ENGINE, HoT BULB.
Inter-Phone. See INTERCOMMUNICATING TELEPHONE.
Iridium. Described under METALs.
Iron. Described under STEEL AND IRoN.
Iron Wire Rope. See RoPE, IRoN WIRE.
Isherwood System. A system of ship's framing pat-
ented by Isherwood. This system contemplates
closely-spaced, light longitudinal frames supported
on widespread, transverse members of comparatively
great strength.
Isochronous Oscillation. Swinging or rolling back and
forth, each swing or oscillation occupying the same
time as every other one.
71A
JAC SHIPBUILDING CYOLOPEDIA JOU
J Jib-Boom, Flying. A spar placed on top and projecting
Jack. A machine for raising or moving heavy weights. forward of the jib-boom for the purpose of holding the
It commonly consists of one or more screws, turned
by a lever or ratchet and working in a case, which
rests upon the floor or ground.
A term having a variety of dissimilar meanings,
as: a fiag corresponding to the union of the national
ensign; a popular name for a sailor; a term prefixed
or compounded with other words in naming various
fittings, as jackstay, jackrod, etc.
Pages 748, 769, 770, 771.
Jack, Hydraulic. A machine for raising or moving
heavy weights in which the power is exerted by means
of the pressure of some liquid acting against a piston
or plunger.
Pages 748, 770.
Jack Rod. A term applied to a pipe or a rod to which
the cqges of awnings or weather cloths are secured.
Jack, Sand. A rectangular cast iron box filled with
sand and having a side outlet near the bottom which
can be closed with a plug. The box is filled with sand
to about one inch from the top on which a block is
placed as a support for keel blocks or cribbing. They
are placed under the cribbing and keel blocks so that
when a vessel is ready for launching it may be lowered
on to the cradle by removing the side outlet plugs in
the jacks allowing the sand to run out.
Jack, Screw. A device in which the screw is used to
Overcome great resistances, lift heavy weights, etc.
It consists of a cast cylindrical body, internally
threaded, with a broad base worked at one end. A
large screw turned by a bar or lever and carrying on
its outer end a flat palm works into the threaded body.
Pages 748, 769, 770, 771.
Jackass. A conical shaped canvas bag stuffed with
oakum and fitted with a lanyard at apex and base,
used for closing the hawse pipes around the chains
to prevent shipping water through the pipes; also
called a hawse bag.
Jackstaff. A term applied to a flag pole erected in the
bow of a vessel.
Jackstay. A rope, rod or pipe rove through eyebolts
fitted on a yard or mast for the purpose of attaching
sails to the yard or mast. The term is also applied
to the outer or boundary rope of a netting or awning.
Jacob's Ladder. A ladder having either wire or fiber
rope sides with wood or metal rungs attached at
regular intervals. One end is usually fitted with sister
hooks or shackles for hooking on. Ladders having
chain sides are meeting with popular favor at the
present time. These ladders are very flexible and can
easily be lowered over the side of a vessel or down
into her hold.
Page 812.
Jaw, Boom or Gaff. The semi-circular end fitted to a
boom or gaff for the purpose of making a loose at-
tachment to the mast.
Jet Condenser. See CoNDENSER, JET.
Jetsam. Goods or cargo thrown overboard from a ves-
sel in order to lighten her when in danger of sinking.
Jewel Block. See Block, JEwel.
Jew's-Harp. The odd shaped shackle fitted directly to
the shank of the old-fashioned anchor.
Jib. A triangular sail bent to a foremast stay.
Jib-Boom. A spar placed on top and projecting for-
ward of the bowsprit for the purpose of holding the
end of the outer jib. s
end of the flying jib.
Jib-Boom Stay. A stay running from the forward end
of the jib-boom to the martingale.
Jib Crane. See CRANE, JIB.
Jig Saw. See SAw, JIG.
Jigger. A term usually applied to the after mast in a
ship having four or more masts.
Jiggers. Light tackles generally rove as luffs used
for miscellaneous work on deck. They are also
termed watch tackles and in some cases handy-billy
tackles.
Job Clerks. Men who keep account of the material
and labor necessary to complete any job.
Job Orders. Numbers assigned to various jobs per-
formed in a shipyard in order to keep account of the
cost involved for the work done.
Page 279.
Joggled. A term applied where a frame or plate is
offset in the way of a lapped joint. The object of the
joggle is to dispense with the necessity of fitting a
liner.
Joggled Frame. A frame in which offsets are worked
in the way of the laps of the shell plating. By jog-
gling or offsetting the frames at a lap both plates fit
Snug against the frame.
Joggling Machine. A machine in which two short
power driven rolls are used for joggling, or crimp-
ing, or offsetting plates. The rolls are offset in such
a way that a plate is joggled, or crimped by passing
through the machine. These machines are generally
operated by an electric motor.
Joggling Press, Hydraulic. See PRESS, HYDRAULIC Jog-
GLING.
Joiner Door. See Door, Jon NER.
Joiner Plans. Arrangement plans of quarters and liv-
ing spaces showing the location and arrangement of
vessel's furniture, toilet articles, etc.
Page 592 to 596.
Joiners. Wood workers who make and set up all the
wood work requiring considerable skill such as panels,
doors, sashes, built in furniture, etc.
Joint, Butt. A term applied where a connection be-
tween two pieces of material is made by bringing
their ends or edges together and by fastening the
same by a strip or strap that overlaps both pieces.
Holes for bolts or rivets are drilled or punched in
the straps and pieces to be connected.
Butt connections can also be made by welding, both
with and without straps.
Joint, Lapped. A term applied where a connection be-
tween two pieces of material is made by overlapping
the end or edge of one over the end or edge of the
other and by fastening the same by bolts, rivets or
welding.
Joint, Strapped. See Joint, BUTT.
Jointer. A type of wood planing machine used for
planing the edges of lumber. The table and cutters
are usually similar to a planer and a vertical fence
is provided for use as a guide while dressing the edge
of a plank or other piece of work.
Jolly Boat. A pulling boat of small size.
Journal. That portion of a shaft or other revolving
member which transmits weight directly to and is
in immediate contact with the bearing in which it
turn S.
72
JOU
KEE
SHIPBUILDING CYOLOPEDIA
Journeyman. Originally a workman who had com-
pleted his service as an apprentice. It was early
practice to bind out apprentices for a term of years.
Upon completion of apprenticeship, the workman was
given a certificate testifying to his qualifications in his
craft, and he could then journey where he would and
ply his trade. Hence the name journeyman, meaning
a workman skilled in his craft or trade.
Jump. To make a flush joint between two planks or
plates of iron or other metal. To join by a butt weld
in smith work.
Jury Mast. See MAST, JURY.
Jury Rudder. A term applied to any temporary or
makeshift appliance that is used to steer a boat when
the regular rudder is out of commission.
K
Kayak. A term applied to a canoe made out of seal
skin. These crafts are used by the Eskimocs.
Keel. A center line strength member running fore and
aft along the bottom of a ship and often referred
to as the back bone. In wood ships, it is composed
of as long pieces of timber as can be obtained, which
are scarphed together at their ends. In steel vessels
it is composed either of long bars Scarphed at their
ends or by flat plates connected together by butt
Straps.
Pages 476, 477.
Keel, Bar. A keel projecting below the bottom of a
vessel consisting of an iron or steel bar. The gar-
board strakes of shell plating are flanged down and
riveted to it. These bars are obtained in as long
lengths as possible and their joints are scarphed. The
proper size may be obtained from the rules of the
Classification Societies.
According to the American Bureau of Ship-
ping Rules, Bar Keels are to be of the sizes given in
their table forged in long lengths from unmixed scrap
iron or scrap steel scarphed or welded together, or
they may be rolled from “Open Hearth” steel ingots.
The length of keel scarphs is not to be less than three
times the Table depth of keel bar; the scarphs are
to be planed and calked; rivet holes in thin ends
of scarphs and holes for tack rivets are to be drilled
after the bars are fair on the blocks.
Pages 450, 451.
Keel, Bilge. A fin fitted on the bottom of a ship at the
turn of the bilge to reduce rolling. It commonly
consists of a plate running fore and aft and attached
to the shell plating by angle bars.
It materially helps in steadying a ship and does not
add much to the resistance to propulsion.
Keel Blocks. See BLOCKs, KEEL.
Keel Condenser. See CoNDENSER, KEEL.
Keel, Docking. In dry docking, the weight of a ship
is carried almost entirely on the keel and bilge blocks.
The keel and keelson provide the means of distribut-
ing the pressure on the center line and docking keels
composed of doubling strips of plate or built up gird-
ers are sometimes fitted on the bottom at a distance
from the center line corresponding to the best position
for the bilge blocks. The docking keels are fitted in
a fore and aft direction, generally parallel or nearly
so to the keel. In vessels having a flat bottom doubl-
ing strips of plate are used, but where there is a dead
rise this keel is composed of plates and shapes built
down so that its bottom is on the same level as the
bottom of the keel. The number and length of these
keels varies with the shape and size of the vessel.
Keel, False. An additional piece bolted on to the main
keel and serving the purpose of a renewable rubbing
strip or fender.
Keel, Flat Plate. A plate of extra thickness riveted
to the bottom angles of the keelson. The flat plate
keel has been substituted for the bar keel in most steel
ships because it saves draft and is sufficient for dock-
ing purposes.
Grounding on a rocky or uneven bottom is a rare
occurrence, and when this does happen a bar keel is
usually not strong enough to prevent disaster. Where
extra strength is required the flat plate keel consists
of two plates riveted together and having their butts
Staggered. -
Pages 370 to 466, 476, 477.
According to the American Bureau of Shipping
Rules, Flat Plate Keels are to be of the sizes
given in their table, fitted in association with
center girders, attached to the keel plate by angles
of the sizes given in the Table; the angles are to
be double throughout the engine space and forward of
the midship half length; they may be single else-
where in Vessels under 380 feet length; in Vessels
of 380 feet length and above they are to be double
throughout the engine space, the midship half length
and the forward quarter length; in Vessels 500 feet
length and above they are to be double all fore and
aft; they are to be double in each case where the
center girder forms a watertight or oiltight division.
Plate keels are recommended to be fitted as outside
strakes and so arranged as to provide a perfectly flat
surface for docking. The keel plates are to overlap
the stem and stern frame for a sufficient distance to
enable a proper connection to be made and are to
overlap the plates on the heel of stern frame and
stem for at least one fram space; the heel plates are
to be of the same thickness as the keel plate at ends.
Keel, Hollow. A hollow box-shaped keel made up of
plates and shapes. On a submarine this type of keel
makes a good grounding rest.
Keel, Inner. The inner plate of a double flat plate keel.
Keel, Lower. A piece of timber placed between the
main and false keels on wood ships.
Keel, Outer. The outer plate of a double flat plate keel.
Keel Piece. That portion of the stern frame forward
of the propeller post in single screw vessels and for-
ward of the stern post in sailing and twin screw ves-
sels. Its function is to make a rigid connection with
the keel.
Keel-Plate. A plate used to connect the wood keel
to the steel framing in a composite ship. Also applied
to any single plate composing the keel.
Keel Rabbet. A groove on each side of the keel into
which the edges of planking or plating are fitted.
Keel Rivet. See RIVET, KEEL.
Keel Rope. A rope used to clear the limber holes and
inaccessible spaces in the bottom of a ship of waste
matter.
Keel, Safety. A term applied where extra plates of
thick plating are fitted over the garboard strake ad-
jacent to the keel.
Keel, Side Bar. Either a bar on each side of which
vertical plates are riveted or several vertical plates
riveted together, the combined thickness equalling
the required bar keel. The garboard strakes are
flanged down and riveted to it.
73
KEE
LAB
SHIPBUILDING CYOLOPEDIA
Keelson.
in the bottom of a steel ship whether on the center
lines, to one side or at the bilge. In wood ships the
keelson consists of a strong timber running along the
top of the transverse frames parallel to and directly
above the keel. It is fastened to the frames and keel
with through bolts. Of course, with this method of
fastening the keel and keelson work as two beams,
while in a steel ship the center keelson combines the
keel and rider plates, together with the connecting
angles, into a deep girder.
Pages 476, 477.
Keelson Angle Bar. This term applies to the con-
tinuous fore and aft bars at the top and bottom of
the keelson. The angles connecting floor plates and
brackets to the keelson are generally called clips.
Keelson, Bilge. A fore and aft girder placed at the
lower turn of the bilge.
Keelson, Box. A keelson made up like a box girder
with two vertical plates.
Keelson Bracket. A bracket usually a triangular-shaped
plate connecting the keelson and shell plating between
frames.
Keelson Casing. A wood ship term applied to the
wood box fitted around the keelson to provided a
means for keeping it salted.
Keelson, Intercostal. A keelson made up of a range of
plates fitted intercostally between floors and attached
to the floors, shell and tank top by angle bars or
shapes.
Keelson, Rider. A piece of timber placed on top of
the main keelson in wood ships. g
A term applied to the keelson when it runs along
the top of the floors in steel ships.
Keelson, Side. A term applied to the fore and aft gird-
ers running along the bottom of the ship parallel, or
nearly so, to the keel.
Keelsons, Sister. Pieces of timber placed alongside of
the main keelson in wood ships.
Keelson, Vertical Center. The lower middle line girder,
which in conjunction with a flat plate keel on the
bottom and a rider plate on top, forms the principal
fore and aft strength member in the bottom of a ship.
In addition to its importance as a “back bone” or
longitudinal strength member, it serves to distribute
and equalize the pressure on the transverse frames
and bottom of the ship when grounding or docking
occurs. In steel ships this keelson usually consists
of a vertical plate with two angles running along the
top and two along the bottom.
The girder, however, may be made up of various
combinations of plates and shapes. This member
should continue as far forward and aft as possible.
Pages 476, 477.
Keeper, Davit. See DAVIT KEEPER.
Keeper, Rudder. See RUDDER KEEPER.
Kentledge. Pig iron used either as temporary weight
for inclining a vessel or as permanent ballast.
Kerſ. A term applied in joiner work to a slit or cut
made by a saw. Kerfs are made at the junction of
timbers where the joints require adjusting Also
applied to the channel burned out by a cutting torch.
Kerosene Engine. See Gas ENGINE.
Keying Rings. Lead washers used to secure shackle
pin forelocks. The forelock has a recess near the
end into which the ring is upset by a special tool. In
A term applied to the fore and aft girders
unshackling, the keying ring is sheared off when the
forelock is backed out.
Keyseater. A machine designed especially for cutting
keyseats of keyways in shafts, the hubs of pulleys,
gearS, etc.
Page 720.
Keyway Cutter. See KEYSEATER.
Kid. A small wood tub, as a mess kid, spit kid, etc.
Kilowatt. The practical unit of electrical power. It is
1,000 times greater than the watt.
Kingston Valve. See VALVE, KINGSTON.
King Post; Sampson Post. A strong vertical post used
to support a derrick boom.
Pages 320, 342.
Kink. An abrupt bend or short curl or loop in a rope
or cable frequently occasioned by excessive lay or
twist.
Knee. A block of wood having a natural angular shape
or a block cut to a bracket shape and used for the
purpose of fastening and strengthening corners of
deck openings, intersections of timbers, and support-
ing deck beams.
Pages 440, 445, 447. Plate XXV.
Knees, Beam. See BEAM KNEEs.
Knight-Head. The forward vertical timbers adjacent
to the stem post.
Page 474.
Knot. A unit of speed equalling one nautical mile per
hour; a division of the log line which serves to meas-
ure a vessel’s rate of speed ; a term applied to a
connection made with a piece of cordage to another
piece or to another object.
Knot, Granny. A knot in which the first crossing is
reversed from that in a square knot. This knot is
insecure, difficult to open when jammed, and is held
in contempt by seamen.
Knot, Mathew Walker. A single and a double knot
named from the originator. It is made by hitching
each of the three strands, in the direction of the lay
in such a manner, that the rope can be laid up and
continued beyond the knot. The knot is in the form
of a transverse collar around the rope and is used
on the end of dead eye lanyards.
Knot, Square. A knot in which the ends protrude on -
the same side of the loop with the standing parts.
Sometimes called a “flat knot” and also known as
a “reef knot” from its employment in tying reef
points. This knot has the advantage of not slipping
and is easily untied; however, it does not answer well
for uniting ropes of very different sizes since the parts
would slip unless stopped down.
Knuckle. An abrupt change in direction of the plating,
frames, keel, deck or other structure of a vessel. The
term is most frequently used with reference to the
line at the apex of the angle dividing the upper from
the lower part of the stern or counter of elliptical
or round stern vessels.
L
Label Plates, Name Plates. Small plates usually made
of brass and embossed or engraved with the name,
number, etc., of rooms, compartment, frames, valves
and equipment on a vessel, and attached to or located
near the article to which it refers. Pages 604, 625.
Laborers. Men who do all the heavy or rough work
not requiring knowledge of any trade.
Lace Piece. A piece of timber joining the bobstay
piece and cutwater.
73A
LAC
LAT
SHIPBUILDING CYCLOPEDIA
Lacing. A cord or rope used to lash the head of a
sail to a gaff, the leech of a staysail to a stay, or a
bonnet to a sail; to secure sections of awnings or sails
to each other and to replace reef points in a gaff sail.
Eyelet holes or grommets are placed near the edge of
the awning or sail through which the lacing is rove.
Ladder. A framework consisting of two parallel sides
connected by bars or steps which are spaced at in-
tervals suitable for ascending or descending.
On shipboard the term ladder is also applied to
staircases and to other contrivances used in ascend-
ing or descending to or from a higher or lower level
Pages 571, 572, 573.
Ladder, Accommodation. A term applied to a staircase
suspended over the side of a vessel from a gangway
to a point near the water, to provide an easy means
of access from a small boat to the deck of a vessel.
Pages 568, 569, 570.
Ladder, Bridge. A ladder providing access to a bridge
Ladder, Companion. A staircase fitted as access from
a deck to the quarters.
Ladder, Jacob’s. See JACOB's LADDER.
Ladder, Mast. A ladder attached to a mast to provide
means for going aloft.
Pages 320, 332, 342.
Ladder, Pillar. A term applied to a ladder formed by
fitting rungs extending out from a pillar or stanchion.
They are commonly used as a means of securing
access to cargo holds.
Ladder, Poop. A term applied to a ladder leading
from the Upper l)eck to the Poop Deck.
Ladder, Sea. A term applied to rungs riveted to the
side of a vessel to form a ladder from the weather
deck to the water.
Lag Screw. See SCREw.
Lagging. A term applied to the insulating material
that is fitted on the outside of boilers, piping, etc.
See Insulation.
Lamp, Arc. An electric lamp in which the light is
produced by an electric arc drawn between two elec-
trodes. The arc lamp is arranged to separate the
electrodes automatically when the current begins to
flow and to feed them toward each other as they burn
away at the tip.
Lamp Black. See PAINT.
Lamp Cord. See ELECTRIC WIRE AND CABLE.
Lamp, Incandescent. An electric lamp in which the
light is produced by the electric current heating to
incandescence a filament which is enclosed in a glass
chamber from which the air has been exhausted as
completely as is practicable or which is filled with
Some inert gas such as nitrogen.
Lamp, Pilot. A lamp mounted on or near a switch-
board for giving the operator a signal when a cir-
cuit breaker opens, a fuse blows, the voltage in a
circuit becomes zero, or that conditions in some cir-
cuit have changed.
Lamp, Smoking. A small lamp kept lighted during
smoking hours on board naval vessels to furnish
lights for the smokers.
It is under the charge of the Chief Master-at-arms.
Land Boards. A term applied to planks used near the
hatches for the purpose of receiving the cargo and
protecting the deck.
Landing, Landing Edge. That portion of the edge or
end of a plate over which another plate laps.
Landing Place. Any quay, pier or wharf affording
facilities to vessels for the discharge of passengers
Or Cargo.
Lanyard. A length of rope or cord used in numerous
dissimilar ways, i. e., as a fall rove through the dead
eyes in setting up the shrouds or other standing rig-
ging; as a knife-lanyard to prevent a knife falling
from aloft. In this case it consists of a small cord
attached to the ring in the end of the knife, the other
end being worn around the neck; a port lanyard is
a light line used to haul a port into the closed posi-
tion or to support it when open. The term is also
applied to the rope handle of a bucket. The present
tendency seems to limit the application of the term
to any line having a loose end the other being at-
tached to any object for the purpose of either near
or remote control.
Lanyards. A short piece of rope rove through dead
eves, connecting shrouds to side of vessel.
Lap. A term applied to the distance that one piece
is laid over another in making a lap joint.
Lap. The distance which the valve edge on the steam
side extends over the port, the piston being at mid-
position.
Lapped Frame. See FRAME, LAPPED.
Lapped Joint. See Joint, LAPPED.
Lapstrake. A term applied to boats built on the clinker
system in which the strakes overlap each other. The
top strake always laps on the outside of the strake
beneath.
Lap-Weld. A term applied to a pipe or tube which is
constructed by welding a longitudinal scarphed Seam.
Lateral Resistance. See RESISTANCE, LATERAL.
Lathe. A machine used for producing various machine
and tool parts and which is adapted to a great many
operations, such as turning circular work, boring
holes, cutting screw threads and for many other
classes of work, the extent and variety of which de-
pend upon the type of lathe and its auxiliary equip-
In Cnt.
Pages 700, 701, 702, 703, 716, 717, 718, 731.
Lathe, Double Spindle. A type of lathe having two
working spindles arranged so that one gives a larger
swing than the other.
Lathe, Engine. The most common type of lathe. The
term “engine” as used in this connection, simply
means a machine, and it serves to designate that par-
ticular class of lathe which is used by machinists for
general work, and which may be considered as the
standard type. In ordinary shop usage the word
“lathe” is commonly used to indicate a lathe of this
class.
Pages 717, 718, 731.
Lathe, Gap. A lathe designed with a gap or space in
front of the head stock to allow a larger swing for
face-plate work.
Lathe, Screw Cutting Engine. See SCREw MACHINE.
Lathe, Speed. A simple lathe having no carriage or at-
tachments operated by mechanical means.
Lathe, Turret. A lathe equipped with a turret which is
mounted upon a carriage and contains the tools which
are successively brought into the working position
by indexing or rotating the turret. In many in-
stances, all the tools required can be held in the
turret, although it is often necessary to use other
tools, held on a cross-slide for cutting off the finished
part, facing a radial surface, knurling or for some
other operation.
Pages 700, 701, 702, 703, 716, 731.
74
LAT
LEA
SHIPBUILDING CYOLOPEDIA
Lathe, Vertical Turret. A turret lathe having its turret
on a vertical axis. See LATHE TURRET.
Pages 705, 706, 707, 708, 709, 710, 711.
Lathe, Woodworkers. A lathe used for turning wood
Spindles, columns, etc. These machines are generally
provided with a tool support shaped like a tee and
the workman rests the cutting tool on this support
and feeds it to its cut by hand.
Launch. A term applied to a small power or motor
boat. See Launching.
Launching. A term applied to the operation of sliding
a vessel into the water. There are two methods by
which this operation may be accomplished, one of
which is called end launching and the other side
launching.
End launching is used when it is desired to slide
a vessel into the water stern first and where the ves-
sel is built at an angle, usually 90°, to the water front.
A track of two heavy timbers, about one third of the
vessel’s beam in width, is constructed on the ground
or foundation prepared for it, running under the ship
and for a distance out under the water. Sliding tim-
bers or ways are then placed on the track under the
vessel and temporarily fastened to it. Upon these tim-
bers a cradle is built up to support the vessel to be
launched. The vessel may then be raised from the
Stocks by wedging up the cradle, which operation
transfers the weight of the ship to the cradle and
allows the keel and building blocks to be removed.
As the ways are laid at an inclination, usually from
%" to 5%" to the foot, and launching grease placed
between them, the force of gravity is sufficient to
launch the vessel when the sliding timbers are re-
leased.
Side launching is used when it is desired to slide a
vessel into the water sideways, or where the vessel
is built parallel to the water's edge. This method is
popular on the Great Lakes and where the size of the
waterway is restricted. Ground ways are built at in-
tervals under the ship and out above the water to a
depth sufficient to receive the vessel. No sliding ways
are necessary as the cradle may be built up directly
on the ground ways. The cradle is then wedged up
as in end launching, the blocking removed, and the
ship allowed to slide off the ends of the ground ways
into the water. Launching grease is used as in end
launching and the inclination of the ways is steeper.
Launching Grease. A lubricant applied to the sliding
and ground ways in launching a vessel. In addition
to the grease so designated, tallow, Stearine, etc., are
also used either mixed in various proportions or else
applied unmixed in layers to the ways.
Page 801.
Launching Tallow. Tallow used as a lubricant for the
sliding and ground ways when launchting a vessel.
Law of Comparison. Otherwise known as Froude's
Law. For similar ships running at speeds in the
ratio of the square roots of their linear dimensions,
the resistances are in the ratio of the cubes of the
linear dimensions. The speeds as above noted are
called corresponding speeds.
Lay (of a Rope). A term used to designate both the
amount of twist put into a rope and its direction. The
amount of twist is usually expressed as sailmakers
lay, bolt rope, soft-laid, regular lay, hard-laid, or other
Special lays as required for a particular use. In gen-
eral, the softer the lay the greater the strength, but
the less the resistance to wear. Wearing quality is
sacrificed to facility in handling in soft-laid rope and
strength to utility in hard-laid rope. The direction
of twist is designated as right-hand and left-hand, or
as right-laid and left-laid.
Lay, Rope. See RoPE LAY.
Layers Out. Workmen who indicate on the material
the operations necessary to fabricate it.
Laying Off. Work performed by shipfitters nearly
identical with “laying out.”
Laying Out. Placing the necessary instructions on
plates and shapes for shearing planing, punching,
bending. flanging, beveling, rolling, etc., from tem-
plates made in the mold loft or taken from the ship.
Lazaret. The space above the after peak between
decks, used as a store-room for provisions in some
merchant vessels.
Lazy Guy. A name given to a light rope or tackle by
which a boom is prevented from Swinging around.
Lead. A term sometimes used synonymously with the
term “trim.”
Lead. An apparatus used for determining the depth
of water under a vessel. It is generally made of
lead of nearly prismatic shape tapering slightly to
the upper end through which is made a hole for
bending a strap to which a marked line is attached.
Four classes of leads are in use, viz.: boat-leads,
weighing from 3 to 5 pounds for use in running lines
in shoal water; hand-leads weighing from 7 to 14
pounds and from 6 to 10 inches long; coasting-leads
weighing from 25 to 50 pounds and about 18 inches
long; and deep-sea leads weighing from 75 to 120
pounds and about 2 feet long. The coasting and
deep-sea leads have the lower ends cup-shaped. This
cavity is filled with tallow before being cast, known
as “arming the lead.” To this tallow a specimen
of the bottom sticks when the lead strikes, which
is examined and compared with the description on
the charts. t
Pages 1085, 1092, 1093.
Lead. Described under METALs.
Lead. The width of the admission steam or exhaust
port opening at the beginning of the stroke.
Lead Line. A fine line marked in fathoms or feet to
which the lead is attached and from which the depth
of water is read off. Lead lines vary in length
depending upon the service and size of lead used
with them. In general, a hand-lead line is about
30 fathoms long and is used for depth of 25 fathoms
or less; that for a coasting-lead 120 fathoms long
for use in depths of 25 to 100 fathoms; while that
for the deep-sea lead about 300 fathoms long for
use in depths over 100 fathoms. The United States
Navy has manufactured for its use lead line of the
following lengths, circumferences and materials:
Boat-lead lines, 5% inch, cotton twine, braided, 25-
fathoms: ship's-lead lines, 34 inch, flax twine, braided,
33% fathoms; costing-lead lines, 1 inch, flax twine,
braided, 100 fathoms; and deep-sea lead lines, 1%
inch. American hemp, 150 fathoms.
Leading Edge. Referring to a propeller blade, the edge
which cuts the water when the screw is revolving in
the ahead direction.
Referring to rudders or strut arms, the edges toward
the stem.
Leak. Any orifice or other opening in a vessel's struc-
ture which permits water or other fluid to enter or to
eScape.
75
LED
LIF
SHIPBUILDING CYCLOPEDIA
The egress or ingress of water or other fluid from
or into a container or compartment.
Ledge. A strip along the front of a shelf or table to
prevent articles from rolling off.
Ledge Bars. See HATCH REST.
Leech. A term applied to the side edges of a square
sail or to the fore and aft edges of a fore and aft sail.
Lee Side. The opposite side to that which is exposed
to the wind; the opposite of windward side. ©
Leeway. The amount of a vessel's deviation from her
steered course due to action of wind and tide.
Left-Laid Rope. See RoPE, LEFT-LAID.
Left Rudder. A term recently adopted in the Navy
which is applied to the operation of moving the rud-
der to port and consequently turning the bow of the
ship to the left.
Length. By American Bureau of Shipping Rules. The
length is the distance in feet on the estimated sum-
mer load line, from the fore side of the stem to the
after side of the rudder post; where there is no
rudder post the length is to be measured to the center
of rudder stock.
Page 155, 205, 224.
Length by Lloyd's Rules. The length from the fore
part of the stem to the after part of the stern post
on the range of the upper deck beams, except in awn-
ing or shelter deck vessels, in which cases the length
is to be measured on the range of the deck beams
next below the awning or shelter deck.
Length on Waterline. The length from the fore side
of the stem to the after side of the sternpost or stern
contour measured at the designed waterline.
Length Over All. The total length over all, i. e., the
length measured from the foremost to the aftermost
points of a vessel's hull.
Length, Register. The length from the fore part of the
outer plating or planking on the side of the stem to
the after part of the main sternpost of screw steam-
ers, i. e., the one to which the rudder is attached,
and to the after part of the rudderpost of all other
vessels measured on top of the tonnage deck.
The register length of scows and barges with a
square bow and stern sloping up from the bottom to
the deck and with neither stem, sternpost nor rudder.
post is to be taken on the deck from the extreme
point of the hull at the bow to the extreme point of
the hull at the stern, i. e., the overall length of the
hull is to be considered the register length of such
vessels.
Lengthening (of a Ship). The act of increasing a
vessel's length by inserting a section amidships. The
vessel is placed in a dry dock or on a marine railway,
then the longitudinal members are cut through in a
staggered direction at about amidships, the two result-
ing parts separated the desired distance, and the inter-
vening space fitted up with frames, stringers, plating,
etc., so as to unite the forward and after portions in
a new and longer hull.
Letterers. Painters who label compartments, tanks,
etC.
Levee. An embankment constructed along a river to
prevent overflow.
Lever, Beveling. A lever with a jaw at one end used
to bend the flanges of angles or channels to a given
inclination with the other flange or web. This tool
is most commonly used at the bending slabs.
Life Buoy, Ring. A ring made of solid cork or equiva-
lent buoyant material having an outside diameter of
not less than thirty inches and an inside diameter of
not less than seventeen inches. The number of buoys
a vessel should carry depends on her length. They
should not be permanently fastened to a vessel, but
should be so placed as to be readily accessible in case
of emergency. One of the buoys on each side of the
vessel should have a life line attached of at least
fifteen fathoms in length. A number of these ring
buoys depending on the length of the ship, should
have self igniting attachments consisting of a cylinder
containing calcium carbide and calcium phosphate,
which is so provided with a plug attached to a lanyard
or other device that when the buoy is dropped suffi-
cient water will enter the cylinder to produce a bright
light.
Life ring buoys are also placed on wharves and
along water fronts, and as on a ship they are thrown
to persons in the water for the purpose of sustaining
them until they can be reached. The luminous buoys
are for use at night.
Life Preserver, Life Jacket. A wide belt of good cork
blocks, or other suitable buoyant material, made to
wrap around the body under the armpits, and having
shoulder straps so fitted that the device may be put
on like a vest. The object of a life preserver is to
keep a person from sinking in case a vessel has to be
abandoned. One life preserver should be carried for
every person on board and in the case of passenger
vessels, there should be added thereto a number of
life preservers suitable for children equal at least to
ten per cent of the total number of persons carried.
Life Raft. A frame work enclosing two or more air
cylinders, to provide sufficient buoyancy to support the
number of people it is designed to carry. Each air
cylinder should have not less than three watertight
compartments.
Page 822, 1101.
The Navigation Laws specify the following condi-
tions for a life raft:
First : It should be reversible and fitted with bul-
warks of wood, canvas or other suitable material on
both sides. These bulwarks may be collapsible and
shall not be less than 4 inches high.
Second : It should be of such size, strength, and
weight that it can be handled without mechanical
- appliances, and, if necessary, be thrown from the
vessel’s deck.
Third : It should have not less than three cubic
feet of air cases or equivalent buoyancy for each
person whom it can accommodate.
Fourth : It should have a deck area of not less than
four square feet for each person whom it can accom-
modate, and the platform should be not less than six
inches above the water level when the raft is loaded.
Fifth : The air tanks or equivalent buoyancy should
be placed as near as possible to the sides of the raft.
Rafts shall never be allowed a greater number of
persons than for which there is a proper seating capa-
city without interfering with the use of oars. At
least one-half of the number of life rafts on all steam
vessels shall each have a capacity exceeding fifteen
persons. -
Tule and all other types of life rafts shall meet the
requirements herein specified. -
Lifeboat. A small boat carried on davits or on one
of the upper decks of a vessel where it can be easily
lowered into the water in case of an emergency.
75A
LIF
LIG
SHIPBUILDING CYOLOPEDIA
Every lifeboat should be of sufficient strength to enable
it to be safely lowered into the water when loaded
with its full complement of persons and equipment.
The Navigation Laws prescribe definite rules as to
the number and size of the lifeboats a vessel is re-
quired to carry and also other details of construction
that must be observed. •
A lifeboat should be fitted with watertight com-
partments, air cases, or with layers of cork or equiva-
lent material.
The term is also applied to small boats used at
lifesaving stations for removing persons from ship-
wrecks.
Lifeboat Falls Controller. A type of winch installed
aboard ships for controlling the falls when lowering or
hoisting lifeboats.
Page 821.
Lifeboat, Metallic. A lifeboat having its shell con-
structed of light metal plates. The keel, stem, stern-
post and gunwales should be of oak or other suitable
wood.
Pages 818, 822.
Lifeboat, Motor. A lifeboat with an internal combus-
tion type of engine substantially and permanently in-
stalled inside the boat. All ocean steam vessels of
more than 2,500 gross tons carrying passengers, whose
route at any point lies more than 200 miles offshore,
should carry at least one motor propelled lifeboat.
Lift. The act of constructing a template of any part
of a ship thereby transferring the required size, form
and other necessary details to the material to be
worked into the fabricated object.
Lifting Gear, Engine. Gear designed for the purpose
of lifting cylinder covers, crank shafts, and other
heavy engine weights. It consists of tackles, screws,
etc.
Lifting Gear, Turbine. See TURBINE LIFTING GEAR.
Lifts. Ropes supporting the yards at the yard arms
being led through blocks or fairleaders at the mast
head and thence to the deck or the top.
Light, Anchor. A vessel under one hundred and
fifty feet in length when at anchor shall carry forward,
where it can best be seen, but at a height not exceed-
ing twenty feet above the hull, a white light, in a
lantern so constructed as to show a clear, uniform
and unbroken light visible all around the horizon at
a distance of at least one mile.
A vessel of one hundred and fifty feet or upwards
in length, when at anchor, shall carry in the forward
part of the vessel, at a height or not less than twenty
and not exceeding forty feet above the hull, one such
light, and at or near the stern of the vessel, and at
such a height that it shall be not less than fifteen feet
lower than the forward light, another such light.
The length of a vessel shall be deemed to be the
length appearing in her certificate of registry.
A vessel aground in or near a fair-way shall carry
the above light or lights, and in addition it shall
carry, at the same height as the mast head light, where
they can best be seen, and if a steam vessel in lieu of
that light, two red lights, in a vertical line one over
the other, not less than six feet apart, and of such a
character as to be visible all around the horizon at a
distance of at least two miles.
Minor changes in the above rules are made for
vessels plying inland waters and the Great Lakes.
Page 1074.
Light, Blue. A light used for signalling purposes and
which is obtained by igniting a mixture.
Light Cable. See ELECTRIC WIRE AND CABLE.
Light Cruiser. A naval vessel of moderate displace-
ment carrying a battery of guns of medium size, light
protection and having high speed.
These vessels are intended for scouting, blockade,
and convoy work.
Light, Flare-Up. Every vessel may, if neeessary in
order to attract attention, in addition to her regular
lights, show a flare-up light as a distress signal.
Pilot vessels when engaged on their station on pilot-
age duty shall not show the lights required for other
vessels, but shall carry a white light at the mast head,
visible all around the horizon, and shall also exhibit
a flare-up light or lights at short intervals, which shall
never exceed fifteen minutes.
Sailing vessels engaged in trawling shall, on the ap-
proach of or to other vessels, show where it can best
be seen a white flare-up light or torch in sufficient time
to prevent collision. Fishing vessels and boats may
at any time use a flare-up light, as well as the regular
lights, and they may also use working lights.
A vessel which is being overtaken by another shall
show from her stern to such last mentioned vessel a
white light or flare-up light.
Light, Flood. See FLood LIGHT.
Light, Masthead. Masthead lights on seagoing ves-
sels should be installed as follows:
A light on or in front of the foremast of steam ves-
sels, or if a vessel without a foremast, then in the fore
part of the vessel, at a height above the hull of not
less than twenty feet, and if the breadth of the vessel
exceeds twenty feet, then at a height above the hull
of not less than such a breadth, so, however, that the
light need not be carried at a height greater than forty
feet above the hull, a bright white light, so constructed
as to show an unbroken light over an arc of the hori-
zon of twenty points of the compass, so fixed as to
throw the light ten points on each side of the vessel,
namely; from directly ahead to two points abaft the
beam on either side and of such a character as to be
visible at a distance of at least five miles.
Sailing vessels do not carry masthead lights.
In the fore part of steam vessels of less than forty
tons or in front of the funnel, where it can best be
seen, and at a height above the gunwale of not less
than nine feet, a bright white light as described above
and of such a character as to be visible at a distance
of at least two miles.
Small steamboats, such as are carried by seagoing
vessels, may carry the white light at a less height than
nine feet above the gunwale, but it shall be carried
above the side lights. -
Rowing boats, whether under oars or sail, shall have
ready at hand a lantern showing a white light which
shall be temporarily exhibited in sufficient time to pre-
vent collision.
Pilot vessels when engaged on their station on pilot-
age duty shall not show the lights required for other
vessels, but shall carry a white light at the masthead
visible all around the horizon. A pilot vessel of such
a class as to be obliged to go alongside of a vessel to
put a pilot on board may show the white light instead
of carrying it at the masthead.
Pilot vessels, when not engaged on their station of:
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SHIPBUILDING CYCLOPEDIA LIG:
pilotage duty, shall carry masthead lights similar to
those of other vessels of their tonnage.
A steam pilot vessel, when engaged on her station
on pilotage duty and in waters of the United States,
shall, in addition to the lights required for all pilot
boats, carry at a distance of eight feet below her white
masthead a red light, visible all around the horizon
and of such a character as to be visible on a dark night
with a clear atmosphere at a distance of at least two
miles. She should carry this red light whether at
anchor or not.
Open fishing boats, by which it is to be understood
boats not protected from the entry of sea water by
means of a continuous deck, when engaged in any fish-
ing at night, with outlying tackle extending not more
than one hundred and fifty feet horizontally from the
boat into the sea way, shall carry one all-around white
light, but where the outlying tackle extends more than
one hundred and fifty feet horizontally from the boat
into the sea way they shall carry one all-around white
light, and in addition, on approaching or being ap-
proached by other vessels, shall show a second white
light at least three feet below the first light and at a
horizontal distance of at least five feet away from it in
the direction in which the outlying tackle is attached.
Fishing vessels, with the exception of open boats,
when fishing with drift nets, shall, so long as the nets
are wholly or partly in the water, carry two white
lights where they can best be seen. Such lights shall
be placed so that the vertical distance between them
shall be not less than six feet and not more than fifteen
feet, and so that the horizontal distance between them
measured in a line with the keel, shall not be less than
five feet and not more than ten feet. The lower of
these two lights shall be in the direction of the nets,
and both of them shall be of such a character as to
show all around the horizon, and to be visible at a
distance of not less than three miles. Within the
Mediterranean Sea and in the seas bordering the coasts
of Japan and Korea, sailing fishing vessels of less than
twenty gross tons shall not be obliged to carry the
lower of these two lights. Should they, however, not
carry it, they shall show in the same position (in the
direction of the net, gear or fishing lines) a white
light, visible at a distance of not less than one sea
mile, on the approach of or to other vessels.
Fishing vessels, with the exception of open boats
when line fishing with their lines out and attached to
or hauling their lines, and when not at anchor or sta-
tionary as a result of her gear getting fast to a rock,
shall carry the same lights as vessels fishing with drift
nets. When shooting lines or fishing with towing lines,
they shall carry the lights prescribed for a regular
steam or sailing vessel, as the case may be.
Steam trawling vessels shall carry in the same posi-
tion as the mast head light described in the first part
of this article, a tri-colored lantern so constructed and
fixed as to show a white light from directly ahead to
two points on each bow, and a green light and a red
light over an arc of the horizon from two points on
each bow to two points abaft the beam on the star-
board and port sides, respectively; and not less than
six or more than twelve feet below the tri-colored
lantern a white light in a lantern, so constructed as
to show a clear, uniform, and unbroken light all
around the horizon.
Sailing vessels, engaged in trawling, shall carry a
white light in a lantern, so constructed as to show a
clear, uniform and unbroken light all around the hori-
zon, and shall also, on the approach of or to other
vessels, show where it can best be seen a white flare-up.
light or torch in sufficient time to prevent collision.
The lights mentioned above on trawling vessels shall
be visible at a distance of at least two miles.
Oyster dredges and other vessels fishing with dredge
net shall carry and show the same lights as trawlers.
Every fishing vessel or boat under one hundred and
fifty feet in length, when at anchor, shall exhibit a
white light visible all around the horizon at a distance
of at least one mile.
Every fishing vessel of one hundred and fifty feet
and upward, when at anchor, shall exhibit a white light
visible all around the horizon for a distance of at least
one mile, and shall exhibit another such light at or
near the stern, and at such a height that it shall not
be less than fifteen feet lower than the forward light.
Should any such vessel, whether under or over, one
hundred and fifty feet in length, be attached to a net
or other fishing gear, she shall on approach of other
vessels show an additional white light at least three
feet below the anchor light, and at a horizontal dis-
tance of at least five feet away from it in the direction
of the net or gear.
Fishing vessels or boats that are stationary as a re-
sult of their gear getting fast to a rock or other ob-
struction shall show the lights prescribed for a vessel
at anchor.
Motor boats under twenty-six feet in length shall
carry a white light aft to show all around the horizon.
Motor boats from twenty-six to sixty-five feet, in-
clusive, in length shall show a bright white light in the
fore part of the vessel as near the stem as practicable,
so constructed as to show an unbroken light over an
arc of the horizon of twenty points of the compass so
fixed as to throw the light ten points on each side of
the vessel, namely, from directly ahead to two points
abaft the beam on either side, and a white light aft to
show all around the horizon.
Minor changes in the above rules are made for ves-
sels plying inland waters and the Great Lakes.
Lights, Range. A seagoing steam vessel when under
way may carry an additional white light similar in con-
struction to the masthead light. These two lights
shall be so placed in line with the keel that one shall
be at least fifteen feet higher than the other, and in
such a position with reference to each other that the
lower light shall be forward of the upper one. The
vertical distance between these lights shall be less than
the horizontal distance.
Minor changes are made in the above rules for ves-
sels plying inland waters and the Great Lakes.
Lights, Side. Side lights on seagoing vessels should
be installed as follows:
On the starboard side a green light so constructed
as to show an unbroken light over an arc of the hori-
zon of ten points of the compass, so fixed as to throw
the light from directly ahead to two points abaft the
beam on the starboard side, and of such a character as
to be visible at a distance of at least two miles.
On the port side a red light so constructed as to
show an unbroken light over an arc of the horizon of
ten points of the compass, so fixed as to throw the light
from directly ahead to two points abaft the beam on
77
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SHIPBUILDING CYOLOPEDIA LIG
**=—
the port side, and of such a character as to be visible
at a distance of at least two miles.
The said green and red side lights shall be fitted
with inboard screens projecting at least three feet for-
ward from the light, so as to prevent these lights from .
being seen across the bow.
Whenever, as in the case of small vessels under way
during bad weather, the green and red side lights can
not be fixed, these lights shall be kept at hand, lighted
and ready for use; and shall, on the approach of or
to other vessels, be exhibited on their respective sides
in sufficient time to prevent collision, in such manner
as to make them most visible, and so that the green
light shall not be seen on the port side nor the red
light on the starboard side, nor, if practicable, more
than two points abaft the beam on their respective
sides. To make the use of these portable lights more
certain and easy the lanterns containing them shall be
painted outside with the color of the light they respect-
ively contain, and shall be provided with proper
SCI’een S.
Steam vessels of less than forty tons shall carry green
and red side lights as described in the first part of this
article, and of such a character as to be visible at a
distance of at least one mile, or a combined lantern
showing a green light and a red light from directly
ahead to two points abaft the beam on their respective
sides. Such lanterns shall be carried not less than
three feet below the white light. Vessels under oars
or sails of less than twenty tons shall have ready at
hand a lantern with a green glass on one side and a
red glass on the other, which, on the approach of or to
other vessels, shall be exhibited in sufficient time to
prevent collision, so that the green light shall not be
seen on the port side nor the red light on the starboard
side. Pilot vessels when engaged at their station on
pilotage duty shall not show their side lights. How-
ever, on the near approach of or to other vessels they
shall have their side lights lighted, ready for use, and
shall flash or show them at short intervals, to indicate
the direction in which they are heading, but the green
light shall not be shown on the port side, nor the red
light on the starboard side.
A pilot vessel of such a class as to be obliged to go
alongside of a vessel to put a pilot on board may, in-
stead of the colored lights above mentioned, have at
hand, ready for use, a lantern with green glass on the
one side and red glass on the other, to be used as
prescribed above.
Pilot vessels when not engaged on their station on
pilotage duty shall carry side lights similar to those of
other vessels of similar tonnage.
A steam pilot vessel, when engaged on her station
on pilotage duty and in waters of the United States,
and not at anchor, shall carry the side lights required
by vessels when under way, but when at anchor the
side lights should not show.
Motor boats less than twenty-six feet in length shall
carry a combined lantern in the fore part of the vessel
and lower than the white light aft showing green to
Starboard and red to port, so fixed as to throw the
light from directly ahead to two points abaft the beam
On their respective sides.
Motor boats from twenty-six to sixty-five feet in-
clusive in length shall show on the starboard side a
green light so constructed as to show an unbroken
light over an arc of the horizon of ten points of the
compass, so fixed as to throw the light from directly
ahead to two points abaft the beam on the starboard
side. On the port side a red light so constructed as
to show an unbroken light over an arc of the horizon
of ten points of the compass, so fixed as to throw the
light from directly ahead to two points abaft the beam
on the port side.
Minor changes in the above rules are made for ves-
sels plying inland waters and the Great Lakes.
Page 1074.
Lights, Special. A vessel which from any accident is
not under command shall carry at the same height as
the masthead light, where they can best be seen, and
if a steam vessel in lieu of that light, two red lights,
in a vertical line one over the other, not less than six
feet apart, and of such character as to be visible all
around the horizon at a distance of at least two miles.
A vessel employed in laying or picking up a tele-
graph cable shall carry in the same position as the mast
head light, and if a machinery propelled vessel, in lieu
of that light, three lights in a vertical line one over
the other, not less than six feet apart. The highest
and lowest of these lights shall be red, and the middle
light shall be white, and they shall be of such a char-
acter as to be visible all around the horizon, at a dis-
tance of at least two miles.
The vessels showing these lights when not making
way through the water, shall not carry the side lights,
but when making way shall carry them.
These lights are to be taken by other vessels as
signals that the vessel showing them is not under com-
mand and can not therefore get out of the way. They
are not to be taken as signals of distress.
For corresponding daylight signals see Black Balls.
Lights, Stern. A seagoing steam vessel which is
being overtaken by another shall show from her stern
to such last mentioned vessel a white light or a flare-up
light.
The white light required to be shown by this article
may be fixed and carried in a lantern, but in such case
the lantern shall be so constructed, fitted, and screened
that it shall throw an unbroken light over an arc of
the horizon of twelve points of the compass, namely,
for six points from directly aft on each side of the
vessel, so as to be visible at a distance of at least one
mile. Such light shall be carried as near as practicable
on the same level as the side lights.
Minor changes in the above rules are made for ves-
sels plying inland waters and the Great Lakes.
Lights, Towing. A seagoing steam vessel when tow-
ing another vessel shall, in addition to her side lights,
carry two bright white lights in a vertical line one
over the other, not less than six feet apart, and when
towing more than one vessel shall carry an additional
white light above or below such light, if the length of
the tow measuring from the stern of the towing vessel
to the stern of the last vessel towed exceeds six
hundred feet. Each of these lights shall be of the
same construction and character, and shall be carried
in the same position as the masthead light, excepting
the additional light, which may be carried at a height
of not less than fourteen feet above the hull.
Such machinery propelled vessels may carry a small
white light abaft the funnel or aftermast for the vessel
towed to steer by, but such light shall not be visible
forward of the beam.
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Minor changes are made in the above rules for ves-
sels plying inland waters and the Great Lakes.
Lights, Visible. A term applied to lights that can be
seen on a dark night in a clear atmosphere.
Light Waterline. The line to which a vessel sub-
merges when she is light, i.e., without cargo, or ballast
in the case of merchant vessels, and without comple-
ment, stores, fuel, ammunition, feed water, etc., in the
case of war vessels.
Light and Air Space. Space required for the admis-
sion of light and air to the engine room, machinery or
other similar spaces so situated as to render the direct
admission of light by other means difficult or impos-
sible.
Lightening. The act of discharging cargo in order
to lessen the draft.
Lightening Hole. A hole cut out of any structural
member, as in the web, where very little loss of
strength will occur. These holes reduce the weight
and in many cases serve as access holes. This condi-
tion is particularly true in floor plates and longitudinals
in a double bottom. -
Lighter. A full bodied, heavily built craft, usually
not self-propelled, used in bringing merchandise or
cargo alongside or in transferring same from a vessel.
Page 467.
Lightning Switch. See Switch, LIGHTNING.
Lignum Vitae. A wood of very hard and oily nature.
It is used in strips or blocks as a bearing surface for
the propeller shaft in stern tubes.
Limber-Boards. Removable boards serving as covers
for water-courses. -
Limber Chain. A chain used to work back and forth
through the limber holes to keep the same from becom-
ing choked up.
Limber Hole. A hole or slot in a frame or plate for
the purpose of preventing water from collecting. Most
frequently found in floor plates just above the frames
and near the center line of the ship.
Limber Strake. See STRAKE, LIMBER.
Linchpin. A metal pin passing through a shaft or
axle to hold in position a pulley, wheel, etc. Linchpin
and forelock are terms used synonymously by many,
though a forelock is the more narrow application of
the term.
Line. A general term for a rope of any size used for
various purposes; small cords such as log line, lead
line and small stuff as marline, ratline, houseline, etc.
Line Throwing Gun. A small gun used for shooting
lines from wrecked vessels to the shore or another
vessel or vice-versa.
Page 820.
Liner. A piece of metal used for the purpose of filling
up a space between a bar and a plate, between two
plates.
Liner, Atlantic. A merchant vessel engaged in regular
Transatlantic service, usually having high speed, com-
fortable passenger accommodations, moderate freight
capacity, and large size.
The term probably originated with the first efforts
to place in service ships which should maintain a
regular schedule across the Atlantic Ocean.
Page 1104.
Liner, Bulkhead. A short or diamond shaped plate
fitted between the outer flanges of bulkhead bounding
bars and the outer strakes of shell plating. On ac-
count of watertightness the rivet spacing in bounding
bars is closer than in the frames and the bulkhead
liner is a compensating plate to make up this deficiency.
Liners, Frane. Small strips of plate, of the same width
as the frame flange, inserted between the frame and a
shell plate to give contact between the two, where
owing to the method of fitting the plate it would not
otherwise bear against the frame.
Liner, Frame, Straight. See FRAME LINER, STRAIGHT.
Liner, Frame, Tapered. See FRAME LINER, TAPERED.
Liners, Tapered. A term applied to pieces of plate
that are hammered into a wedge shape and used as
filler pieces between plating and framing in the way
of lap joints.
Lines, Bevel. A representation by means of lines of
the inclinations which one set of surfaces make with
others or with a datum line.
Lines (on a Drawing). Among the principal lines on
a drawing are the following:
Base Line: A horizontal fore and aft reference line
for vertical measurements. This line is perpendicular
to the vertical center line. -
A horizontal transverse reference line for vertical
measurements. This line is perpendicular to both the
vertical center line and the fore and aft base line.
Buttock Lines: Vertical lines parallel to the vertical
center line on the body plan; horizontal lines parallel
to the fore and aft center line on the half breadth
plan; and curved lines on the sheer plan.
Center Line: A horizontal fore and aft reference
line for athwartship measurements dividing the ship
into two symmetrical halves. This line lies in the
vertical plane passing through the base line.
A vertical reference line in the center of the body
plan, midship section or other section. This line is
perpendicular to the base line. The projection of a
vertical. fore and aft plane embracing this line appears
on the half breadth plan as a fore and aft line dividing
the vessel into halves.
Diagonals: Diagonal lines extending from the
vertical center line to the frame lines on the body plan
and curved lines on the half breadth and sheer plans.
Frame Lines: Curved lines showing the contour of
the frames on body plan; straight vertical lines on the
half breadth plan; and straight vertical lines on the
sheer plan.
Water Lines: Horizontal lines parallel to the hori-
zontal transverse base line on the body plan; curved
lines on the half breadth plan ; and horizontal lines
parallel to the horizontal fore and aft base line on the
sheer plan.
Lines (on a ship). Usually chalk lines whose posi-
tion may be permanently fixed by center punching;
also wires or cords for temporary use.
Lines (Plan). A drawing showing a vessel's form,
projected on three planes perpendicular to each other.
Conceiving the surface of the vessel cut by planes par-
allel to each of these three reference planes, the inter-
sections of these with the vessel's form will be curved
lines which may be projected on the three reference
planes. The projection of any particular intersection
will appear as straight lines on two of the reference
planes and as a curved line on the third. Lines of
decks with a sheer are curved on all three planes. The
lines plan comprises these three plans:
A. Sheer or Profile Plan. A drawing or view show-
ing the projections on the vertical fore and aft refer-
ence plane of the intersections of planes parallel to
and at varying distances from the reference plane with
the vessel's form. These intersections are known as
78
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SHIPBUILDING CYOLOPEDIA
Bow and BUTTOCK LINES, or simply BUTTOCKs, and are
curved lines. The bilge diagonal is a curved line when
appearing on this plan. The water LINEs and CROSS
SECTIONS appear as straight lines.
B. Half Breadth Plan. A drawing or view showing
the projections on the horizontal, fore and aft refer-
ence plane of the intersections. of planes parallel to
and at varying distances from the reference plane with
the vessel's form. These intersections are known as
WATER LINEs and are curved. The BUTTOCKs and CROSS
SECTIONS appear as straight lines.
C. Body Plan. A drawing or view showing the pro-
jections on the vertical transverse reference plane of
the intersections of planes parallel to and at varying
distances from the reference plane with the vessel's
form. These intersections are known as CROSS SEC-
TIONs and are curved. The water LINES, BUTTOCKS and
BILGE DIAGONALS appear as straight lines. The cross
sections forward of the midship section are usually
shown on the right of the plan, those aft of the midship
section to the left. -
Pages 204, 205, 227, 228, 470, 471, 472, 473, 474, 475.
Plates XXX, XXXI.
Linesman. A mold loftsman who is expert on laying
down ship's lines and developing work therefrom.
Lining Up. The process of adjusting the various mov-
ing parts of an engine so as to insure their func-
tioning in exactly the desired manner both from
the standpoint of individual action and from that of
the engine as a whole.
For detailed comment relative to the methods em-
ployed, see “Practical Marine Engineering,” 7th Edi-
tion, by Admiral Dyson, pages 716 to 721 inclusive.
Link. A machine member designed to receive and
transmit power from one part of an engine to another.
Link Brasses. Brasses fitted in the bearings at the
ends of a link.
Link Motion. Synonymous with a portion of the re-
versing mechanism or gear and referring to that part
of the apparatus which is composed of eccentrics,
eccentric rods, links, and slide valve rod.
Link, Stephenson. See STEPHENson LINK.
Linoleum Cement. See PAINT.
Linseed Oil. See PAINT.
List. The deviation of a vessel from the upright posi-
tion, due to bilging, shifting of cargo, or other cause.
Live Load. A load suddenly applied, a moving load.
Examples of live load are wind pressure, a weight
being lifted by a crane, a train moving over a bridge.
Lizard. A rope having a thimble, bull's eye, or block
spliced into the end. It is used as a leader.
Load Line. The line on the “lines plan” of a ship rep-
resenting the intersection of the ship’s form with the
plane of the water's surface when the vessel is floating
with her designed load on board. Also applied to the
actual intersection of the surface of the water with a
vessel's side.
Pages 171, 172, 179, 180, 189, 190, 224.
Load Waterplane. The waterplane at which the vesse
floats when in fully loaded condition. *
This is essentially a merchant ship term and has
no meaning in American naval practice.
Lock Bolts. Bolts or studs used to hold in place a
ring, band, bearing, etc.
Lock Chamber. The space or compartment contained
between the gates at each end of a lock.
Locker. An enclosed space or small closet used for
Stowing articles.
Loftsmen. Workmen who lay down the ship's lines
full size on the mold loft floor and make templates
or molds for the various parts or details of the vessel's
Stru Cture.
Log. An apparatus either for ascertaining the momen-
tary speed of a vessel in knots or the distance she
has traveled in a given time.
The old-fashioned chip-log, now rarely used, con-
sists of a flat piece of wood, triangular or sector-
shaped and weighted with lead so that it will float
upright, attached to a length of fine line. The line
is divided into divisions and tenths having the same
ratio to a nautical mile that 28 seconds has to an
hour. This type of log gives fairly satisfactory results.
for speeds up to 10 or 12 knots. -
The ground log consists of the common log line
having a hand-lead substituted for the log-chip.
When the log is hove the lead lies on the ground
without dragging and thus gives the speed over the
ground.
The speed of modern steamers is ascertained by
patent logs of which there are many types.
With very few exceptions, these consist of a
“rotator” similar in principle to the propeller of a
ship, which is towed through the water and made to
rotate with a velocity varying with the speed. This
motion as transmitted by a cord to a dial or several
dials through a series of gears thus registering the
distance corresponding to the revolutions of the ro-
tator and is one of the distance not of speed. In a
“taff rail” log the registering mechanism is on the
taffrail, a long line connecting it to the rotator; in
the “harpoon” log the registering mechanism is
towed astern with the rotator and is hauled in for
reading. Page 1091.
Log Line. The line connecting a log-chip or harpoon
log to the vessel or between the rotator and the
registering mechanism of a taffrail log.
The United States Navy has manufactured for its
use log lines as follows: For chip-logs, 34 inch Amer-
ican hemp, 100 fathoms length; for taff rail logs, 34.
inch circumference, cotton twine, braided, in 33%,
662/3, and 100 fathoms length.
Loll. The action of a ship having small metacentric
height, by virtue of which she heels sufficiently to
bring her vertical center of gravity over the center
of buoyancy. This term is really descriptive of the
action of many crank ships.
Long Splice. A splice made without an increase in
the rope's diameter. It is required in a rope that must
reeve through a block. The strands are first unlaid
for a considerable distance, the end of the ropes then
brought together, the strands interlaced, the ends of
each subdivided and a part of them tucked over and
under the full strands, and the remaining unused
- partial strands trimmed off.
Longboat, Launch. A large pulling boat of full lines
and square stern intended for general utility.
Longitudinal. A general term meaning fore and aft,
as longitudinal bulkhead, longitudinal strength, etc.
A fore and aft girder in the bottom of a ship or a
side keelson.
Longitudinal Bulkhead. See BULKHEAD, LoNGITUDINAL.
Longitudinal Coefficient. See CoEFFICIENT, LONGITU-
DIN AL.
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SHIPBUILDING CYOLOPEDIA
Longitudinal Framed Ship.
FRAMED.
Longitudinal Frames. See TRAMES, LONGITUDINAL.
Longitudinal Girder. A term applied to the fore and
aft girders in the bottom of a ship. These girders
are usually made up from plates and shapes and are
sometimes intercostal and sometimes continuous.
Where the plates are cut at the floors, either or both,
the top and bottom bars may be made continuous by
notching out the floor plates in their way and cutting
the floor bars.
Longitudinal Number or Numeral. A key number used
by Classification Societies in their rules for determin-
ing the scantlings of the fore and aft members and
the plating. These numbers with the corresponding
Scantlings are tabulated in the rules and are the
results of experience and comparison. The numbers
are arrived at in different ways by the various Classi-
fication Societies but they are always identification
numbers indicating the general size of the vessel as
well as the proper scantlings of the structural members.
Longitudinal Stresses. Stresses which act lengthwise
of a girder or beam. Similarly for a ship, stresses
acting parallel to the center line.
Page 469. Plate XXIX.
Longitudinal Subdivision. The subdivision of a ship
resulting from the fitting of longitudinal or fore and
aft bulkheads.
Lost Buoyancy. In case of damage to a vessel caus-
ing flooding of a compartment or compartments, the
amount by which the reserve buoyancy of the vessel is
decreased by such flooding is termed the lost buoy-
ancy. In computing the lost buoyancy for any given
case, cognizance is taken of the permeability of any
cargo in the compartments flooded and only the net
loss of buoyancy is taken, credit being given for the
inherent buoyancy of the cargo.
See SHIP, LoNGITUDINAL
Loud Speaking Telephone. See TELEPHONE, Loud
SPEAKING.
Louver. An opening partially closed with slats, which
are fitted diagonally so that they overlap, shutting
out the view but allowing the free passage of air.
They are frequently constructed in the sides of sky-
lights and fidleys.
Lower Deck. See DECK, LoweR.
Lower Deck Stringer. See STRINGER, Lower DECK.
Lower Deck Stringer Bar. See STRINGER, BAR.
Lower Keel. See KEEL, Lower.
Lower Rigging. The shrouds, stays, etc., supporting
the lower masts including the running rigging for
working their yards and sails.
Lubber’s Point. A vertical mark on the inside rim of
the card chamber of a compass which is held in
coincidence with the point of the compass card indicat-
ing the desired course to be steered. The installation
of the binnacle is such, that with proper adjustment
of this mark, the center of the compass card, and the
fore and aft center line of the vessel lie in a vertical
plane.
Lubrication. Lubrication is effected in various ways;
by means of such devices as grease cups, compression
cups, wipers and oil cans; by means of manifolds or
reservoirs and piping through which the oil flows by
gravity to the desired spot; by means of a pump and
piping through which the oil is forced to the part to
be lubricated. -
Pages 708, 709, 963, 964, 965.
Lubricating Oil Cooler. See OIL CoolER, LUBRICATING.
Lubricating Oil Pump. See PUMP, LUBRICATING OIL.
Lubricating System, Gas Engine. See GAS ENGINE
LUBRICATING SYSTEM.
Lucky Bag. A locker on board a naval ship provided
as a receptacle for such articles belonging to the crew
as are found out of place. The owners of the articles
can regain possession of them only by bidding them
in at auctions.
Luff Tackle. A purchase consisting of a length of rope,
a fixed double and a movable single block.
Lug Piece. A short piece of angle bar used to attach
keelsons, girders, stringers, etc., to other structural
members.
Lug-Rig. The arrangement of sails peculiar to an
English and French type of boats known as luggers
which have one, two or three masts with quadri-
lateral or four cornered fore and aft sails bent to a
hoisting yard.
Lug-sail. A sail used in small craft. It is triangular
in shape.
Lugger. A vessel having from one to three masts
rigged with quadrilateral fore-and-aft sails bent to
yards. - -
Lumber, Green. Lumber having about the same mois-
ture content as when cut from live timber.
Lumber, Kiln Dried. Lumber which has been dried
by artificial heat.
Lumber, Seasoned. Lumber is seasoned when it has
reached a moisture content that is equal to the aver-
age condition of the atmosphere without being ex-
posed to artificial heat.
Page 813.
Lumper.
An unskilled laborer about a shipyard.
M -
Machine Beveling. The operation of bending the
flanges of shapes to given inclinations by machinery.
Machine Screw. See SCREw.
Machinery Arrangement. The term “machinery ar-
rangement” applies to the layout of the main pro-
pelling unit and its auxiliaries.
Pages 390, 391, 392, 393, 398, 399, 400, 401, 425, 442,
443, 444.
Plates XII, XIV.
Machinery, Auxiliary. See AUxILIARY MACHINERY.
Machinery, Deck. See DECK MACHINERY.
Machinery Steel. See STEEL AND IRoN.
Machinists (Inside). Mechanics who operate drills,
lathes, boring mills, shapers, etc., in the shop. They
prepare the parts of machinery for assembling.
Machinists (Outside). Mechanics who assemble on
shipboard the propelling machinery and auxiliaries.
On naval vessels they assemble the turret rotating
machinery.
Macomb Strainer. See STRAINER, MACOMB.
Magazine. Spaces or compartments devoted to the
stowing of ammunition.
Magnesium. Described under METALs.
Magnet Wire.
Magnetic Field. The space surrounding a magnetized
body through which the magnetic force acts.
Magnetism. The property possessed by certain bodies
to attract and repel each other according to deter-
minate laws. .
Main Body. The hull exclusive of all deck erections,
spars, stacks, etc.; the naked hull. -
See ELECTRIC WIRE AND CABLE.
79A
MAI
MAR
SHIPBUILDING CYOLOPEDIA
Main Check Valve. See VALVE, MAIN CHECK.
Main Circulating Pump. See PUMP, MAIN CIRCULATING.
Main Deck. See DECK, MAIN.
Main Deck Sheerstrake. The strake of outside plating
adjacent to the main deck.
Main Deck Stringer. See STRINGER, MAIN DECK.
Main Deck Stringer Bar. See STRINGER, BAR.
Main Drain. The principal drainage main usually ap-
plied only to the pipes arranged for pumping out the
machinery spaces.
Main Feed Pump. See PUMP, MAIN FEED.
Main Floor. See Floor, MAIN.
Main Frame. See FRAME, MAIN.
Main Hatch. See HATCH, MAIN.
Main Hold. The largest cargo hold.
Main Piece, Rudder. See RUDDER, MAIN PIECE.
Main Truck. See TRUCK.
Mainsail. The principal sail carried by the main mast.
In a square rigged vessel it is suspended from the
main yard. In a fore-and-aft rigged vessel it is spread
on the main gaff and boom.
Male and Female. A term applied to two engaging
pieces, one of which is raised and the other recessed.
Malleable Iron. Described under STEEL AND IRON.
Malleability. That quality of a material by virtue of
which it may be satisfactorily worked under the ham-
mer or by means of rolls.
Maneuvering Valve. See VALVE MANEUVERING.
Manganese. Described under METALs.
Manger Plate. A term applied to a plate forming part
of a breakwater. They are installed on forward
weather decks for the purpose of throwing off the
water that is shipped over the bow.
Mangle Rolls. See Rolls, MANGLE.
Man of War. A vessel designed for fighting purposes.
Generally applied to naval vessels of the first class.
The term is not so commonly used now as formerly.
Manhole. A round or oval hole cut in floors, tank tops,
decks, tanks, boilers, etc., for the purpose of providing
a CCC.SS.
Pages 556, 557.
Manhole Coaming. See CoAMING, MANHoLE.
Manhole Cover. A cover or lid used to close a man-
hole opening. Manhole covers may be air, water,
steam or oil tight. The simplest type consists of a
plate and gasket fastened by bolts but for easy access
and tightness a hinged cover on a raised frame is
more desirable.
- Page 817. - -
Manhole Ring, Boiler. See BoileR MANHoLE RING.
Manholes, Boiler. See BoILER MANHoLEs. -
Manifold. A casting or chest containing several valves.
Suction or discharge pipes from or to the various
compartments, tanks and pumps are lead to it, making
it possible for several pumps to draw from or deliver
to a given place through one pipe line.
Page 884. -
Manila. The prepared fiber obtained from the stalk of
the wild banana. The principal supply comes from the
Philippine Archipelago. It is light and flexible, and
does not readily deteriorate, so that when made into
cordage it does not require tarring.
Manila Rope. See Rope, MANILA.
Margin Bracket. See FRAME BRACKET.
Margin Line. A line drawn parallel to the bulkhead
deck at side lines and 76 millimeters (equivalent to 3
'inches) below the upper surface of that deck. The
term is used in connection with the method of sub-
dividing merchant ships described in the Report of
the Committee appointed by the president of the
British Board of Trade.
Margin Plank. A term applied to a plank forming the
boundary of the deck planking.
Margin Plate. The plate forming the sides of the inner
bottom tank. This plate is usually fitted normal to
the shell to which it is attached by a continuous angle
bar and has its top edge flanged over to make a seam
lap connection to the inner bottom plating. The side
frames are usually attached to this plate by large
brackets.
Pages 370 to 430, 484. Plate XXXVI.
Marine Compass. See CoMPAss, MARINE.
Marine Engine. See ENGINE, MARINE; ENGINE, RECIP-
ROCATING, TURBINE, ELECTRIC DRIVE ; ENGINE, DIESEL;
ENGINE, HoT BULB, Etc.
Marine Glue. See GLUE, MARINE.
Marine Hardware. A general term usually applied to
spikes, nails, screws, clinch rings, boat hooks, row
locks, pipe fittings, hinges, locks, door knobs, draw
pulls, etc.
Page 823.
Marine Railway. See DRY Dock, RAILwAY.
Marine Railway Hoist. See Hoist, MARINE RAILwAY.
Marker. A short piece of brass pipe which is dipped
in white lead and pushed through a mold to mark the
location of a rivet hole on the material.
Marker, Double Arm. A device consisting of two
wooden arms or battens rigidly fastened together at
one end in such a manner that they are parallel. Both
arms are drilled with holes directly opposite each
other. #.
This device is used when it becomes necessary to
transfer the location of a rivet hole from one side of
a plate or shape to the other. -
Marline. A double-threaded, left-handed tarred cord,
made from a good grade of American hemp. In gen-
eral use on shipboard for purposes similar to other
“small stuff.” Made in the following grades:
Marline, Common. . . . . . . . . . . . . . 222 feet to the pound,
Marline, Medium. . . . . . . . . . . . . . 360 feet to the pound,
- Marline, Yacht. . . . . . . . . . . . . . . . 520 feet to the pound.
Marline. A tarred hemp, two-stranded, left-handed,
small stuff, about 9% inch in diameter, used for neat
seizings and fine service. Untarred marline is used for
making Sennit.
Marline Clad Wire Rope.
CLAD.
Marline Hitch. A half hitch in which the hauling part
comes out underneath the standing part. Used by
riggers in marling down parcelling before serving and
for lashing hammocks.
Marline Spike. A tapering pointed metal implement
used by riggers and sailmakers to open the strands
of rope in splicing and as a lever in marling and
seizing. In general, a marline spike is the same as a
fid except that the former is metal while the latter is
wood, although a marline spike may have a wood
handle. .
Marling. To hitch marline, spun-yarn, etc., around
, the parcelling on a rope to keep it in place while the
serving is being done. -
Marry. To join two ropes end to end in such a manner
that the joint will run through a block; also to place
two ropes alongside of each other so that both may
be hauled on simultaneously. . .
See RoPE, WIRE, MARLINE
80
MAR
MET
SHIPBUILDING CYOLOPEDIA
Martingale or Martingale Boom. A spar erected per-
pendicular to the forward end of the bowsprit as a
strut for the jib-boom and flying jib-boom stays.
Martingale Guys. Stays running from the martingale
to each side of the bow.
Martingale Stay. See JIB-Boom STAY.
Mast. A long pole of steel or wood, usually circular
in section, one or more of which are erected vertically
on the center line of a ship. The mast may be in one
piece or it may be a series of pieces banded together
to form one continuous pole.
The masts were originally erected for the sails but
they are now used more as supports for the rigging,
cargo handling gear and wireless.
Pages 319, 320, 332, 338, 342, 344, 345, 597, 598, 813.
Mast Cap. A band worked around two sections of a
mast at the level of the top of the lower section and
serving as a support for the upper section. Also ap-
plied to the band around a topmast to which the stays
are attached.
Page 345.
Mast Cheeks. A term applied to brackets of metal or
wood fitted over on each side of a mast underneath
the crosstrees or a mast platform.
Mast-Coat. A canvas covering fitted around and lashed
or nailed to a wood mast just above the upper end of
the mast wedge and also secured at the deck to pre-
vent leakage around the mast.
Mast Collar. A piece of wood or a shape, usually an
angle iron, that is formed into a ring and fitted around
the mast hole in a deck.
Mast Fittings. Bands, caps, pads, etc., fitted to a
mast of supporting topmasts, heels of booms, etc.,
and to which the shrouds, blocks, etc., are secured.
Pages 320, 321, 332, 335, 338, 344, 345.
Mast, Fore. The mast that is farthest forward in all
- vessels having two or more masts.
Mast, Heel of. A term applied to the lowest portion
of a mast. --
Mast Holes. A term applied to the holes in a deck
through which the mast passes.
Mast Hounds. The upper portion of a mast at which
the outrigger or trestle trees are fitted. Also applied
in vessels without outriggers to that portion at which
the hound band for attaching the shrouds is fitted.
Mast, Jury. A term applied to any mast temporarily
erected to take the place of one that is carried away.
Also applied to a temporary mast erected in a new
vessel.
Mast Ladder. See LADDER, MAST.
Mast, Lower. A term applied to the lowest part of a
mast made up of two or more poles.
Mast, Main. The principal mast in a vessel.
generally the second mast from the bow.
Mast, Mizzen. A term applied to the third mast in a
vessel.
Mast Partner. A term applied to wood planking or
steel plating worked around the mast hole in a deck
to form a side support for a mast.
Mast Rope. See RoPE, MAST.
Mast, Royal Topgallant. The third section above the
lower mast. Its use is confined to square riggers.
Mast Step. A term applied to the foundation on which
a mast is erected.
Mast Table. A structure built up around a mast as a
support for the cargo boom pivots.
Mast, Top. A term applied to the portion next above
It is
the lower mast in a mast made up of two or more
poles. Where the mast consists of two poles it is
the upper pole.
Pages 597, 598.
Mast, Topgallant. That topmost portion of a mast
made up of three poles. The pole next above the
topmast.
Mast Trunk. A term applied to a well constructed in
a vessel into which a mast may be lowered.
Mast Wedges. A term applied to the wood wedges
driven around a mast where it pierces the deck in
order to hold it in place.
Masthead. The upper portion of a mast above the
hounds.
Pages 597, 598.
Masthead Light. See LIGHT, MASTHEAD.
Mathematical Lines. Lines of a ship the offsets of
which have been developed by mathematical means,
i. e., by the use of formulae, coefficients, etc., rather
than by the eye at the dictation only of judgment and
experience.
Mathematical Wave. A wave whose contour follows
some definite mathematical law. The best known
mathematical wave is the Trochoidal wave.
Matthew Walker Knot. See KNot, MATTHEw WALKER.
Mean Effective Pressure. The total area of the in-
dicator card divided by the length of stroke.
Mean Sinkage. The change in a vessel's mean draft
which occurs as the result of an increase in her dis-
placement.
Measurement. The ascertaining of the tonnage of a
part or the whole of a vessel either from the plans
or from measurements made on the ship according to
certain definite rules.
Measurement, New. The measurement of tonnage ac-
cording to the revised ruling which established 100
cubic feet as the space equivalent of one ton of cargo.
The old rule was based upon 40 cubic feet per ton.
Pages 232, 233.
Measurement, Old. The measurement of a vessel's in-
ternal capacity or tonnage was formerly based upon
40 cubic feet as the space equivalent of one ton of
cargo. This unit was superseded by that now in use,
viz.: 100 cubic feet per ton.
Mechanical Davit. See DAVIT, MECHANICAL.
Mechanical Ventilation. See VENTILATION, MECHANICAL.
Mechanical Work. The product of a force by the dis-
tance through which it operates. In the English sys-
tem of measurements the unit of mechanical work is
the foot pound. It is equal to the work required to
raise a mass of one pound a distance of one foot
against the action of the force of gravity.
Medium Steel. See STEEL AND IRoN.
Menhaden Oil. See PAINT.
Merchant Bar. Described under STEEL AND IRON.
Mercury. Described under METALs.
Messenger Chain. A term applied to a chain used in
transmitting motion from one machine to another. A
chain used in driving a windlass from a winch.
Messenger Wheels. A term applied to wheels that are
fitted to two machines for the purpose of allowing
one machine to drive the other by means of a mes-
senger chain or rope.
They are more commonly used in driving a wind-
lass from a winch.
Metacenter, Longitudinal. The metacenter correspond-
ing to longitudinal inclination.
81.
MET - SHIPBUILDING CYCLOPEDIA MET
Metacenter, Transverse. The point of intersection of
the vertical through the center of buoyancy of a ship
in the position of equilibrium with the vertical
through the new center of buoyancy when the ship is
slightly heeled. The displacement is the same in both
the inclined and vertical positions referred to.
Pages 175, 176, 183, 184, 185, 186, 193 to 199.
2Meracerrer
Warer 4-44 ſe t
Ship uprighrº, Warſer Z/
& *Z//76.
º Ship incºrrea,
Cerrer of Gravity *** *** = -2 = , - - - - - - - - - ****
Center of Buoyancº-> * *S
Shio vergº y --Georer or 8voyancy
Shºp incſ/nea'
Metacentric Diagram. A curve indicating the height
of metacenter (generally above base) for all drafts to
which the vessel may be loaded.
Metacentric Height. The distance between the center
of gravity and the metacenter.
It is termed transverse or longitudinal as the trans-
verse or longitudinal metacenter is used.
Pages 163, 164.
Metacentric Involute. The locus of the centers of
curvature of that curve which is described by the cen-
ter of buoyancy of a vessel as she is continuously in-
clined from the upright through all angles of heel.
Metacentric Stability. Initial stability, stability at
small angles, which is correctly indicated by the
metacentric height.
Metals. Pages 890, 1025.
Antifriction Metal
One of the best known bearing metals for general
use has the following chemical analysis: copper, 3 per
cent. to 4% per cent, tin 88 per cent. to 89% per
cent., and antimony 7 per cent. to 8 per cent. When
the above metal is used in bearings of small gasoline
motors, the antimony content should be increased at
least 2 per cent.
Antimony
A metal of bluish-white color. It is brittle and of
crystalline or laminated structure. Its specific gravity
is 6.7 to 6.8 and melting point 842°F. It burns in
the open air with a bluish-white flame. Antimony
expands on cooling and thus when alloyed with other
metals reduces the shrinking of castings.
It is used as a hardening agency in various alloys
which usually contain a high percentage of lead.
Among them may be mentioned “type-metal” and
“anti-friction” metals under various names. “Brit-
tannia metal” contains 10 parts of antimony to 90 of
tin. One per cent. of antimony added to lead in-
creases the hardness of the alloy without materially
affecting its other properties.
Brass
Admiralty Metal is a brass to which at least 1 per
cent. of tin has been added. It is light yellow in
color. It cannot be worked hot except within nar-
row limits of temperature and for that reason is
generally drawn cold from the casting form to the
finished product. It resists the corrosive action of
Sea Water.
The chemical properties of Admiralty metal are
at least 70 per cent. copper, 1 per cent. tin, not over
0.06 per cent. iron, not over 0.075 per cent, lead and
the remainder zinc.
The main use of admiralty metal is in the manu-
facture of condenser tubes.
Commercial Brass Castings contain from 20 per
cent. to 40 per cent. zinc. The straight alloy of cop-
per and zinc with the zinc content below 35 per cent.
is soft and ductile and drags severely under the tool.
The addition of a small percentage of tin hardens it
and the addition of lead improved the machining qual-
ities, causing the chips to break. It is used for the
manufacture of oil cups, name and number plates and
castings where strength is not required.
Chemical properties of commercial cast brass are
usually at least 62 per cent. of copper, at least 30
per cent. of zinc, not over 34 per cent. iron and from
1% per cent. to 3 per cent. of lead.
A brass in extensive use for the manufacture of
pipe fittings has the following chemical properties:
copper, 77 per cent. to 80 per cent., zinc, 13 per cent
to 19 per cent., tin at least 4 per cent., iron not over
0.2 per cent. and lead about 3 per cent. The above
composition produces a strong fitting, is easy to work
in the foundry and although hard and tough, it
machines readily, enabling the cutting of true sharp
threads.
Page 890.
Commercial Rolled Brass is used for the manu-
facture of brass sheets for liners, trim, etc., brass pipe,
hand rails, distributing oil tubes and water pipes,
It is also used in the manufacture of brass rod where
strength and incorrodibility are not required. It is
furnished in the following tempers : “hard,” “half
hard,” “soft,” and “spring.”
Chemical Properties are similar to the cast brass:
copper, 59 per cent. to 68 per cent, tin, not over
1% per cent, zinc, 32 per cent. to 41 per cent, lead
about 3 per cent, and iron not over 0.2 per cent.
Muntz Metal is used in making castings and is
rolled into bars, shapes and plates. It is employed in
the manufacture of bolts and nuts; it is rolled into
plates and used for sheathing ship's bottoms and drawn
into tubes for condensers, oil coolers, etc.
Mechanical Properties. In the purchase of Muntz
Metal castings, the mechanical requirements are not
usually specified. The mechanical properties of rolled
Muntz Metal should "be at least 45,000 pounds tensile
strength per sq. in., 25,000 pounds yield point and 25
per cent. elongation in 2 inches.
Chemical Properties should be: copper, 59 per
cent. to 62 per cent., zinc, 38 per cent. to 41 per cent,
lead not over 0.6 per cent and iron not over 0.20
per cent.
Naval Brass Castings are employed for making
hatch-frames, hatch-cover frames, door frames, scuttle-
frames, fittings for mess tables and benches, skylights
and chest hinges and fittings; rail and ladder
stanchions, brackets, clips, fittings for canopy frames,
brass valves and fittings of ventilation systems (except
working parts), belaying pins, tarpaulin hooks, brass-
pipe flanges, valve hand-wheels, handrail fittings, orna-
mental and miscellaneous castings and valves in water
chests of condensers, etc., aboard ship.
Mechanical Properties are: tensile strength, at
least 25,000 lbs. per sq. in., and an elongation in 2
inches of at least 15 per cent.
Chemical Properties. The chemical properties





81A
MET
SHIPBUILDING CYCLOPEDIA MET
should be : copper, 60 per cent. to 65 per cent., tin
% per cent. to 1% per cent., zinc remainder, iron not
over 9% per cent, lead not over 1 per cent. and
aluminum not over 9% per cent. The analysis aimed
at is copper, 62 per cent., tin, 1 per cent. and zinc,
37 per cent.
Rolled Naval Brass resists corrosion by salt
water. It is employed in the manufacture of bolts,
studs, nuts, turnbuckles, rolled rounds, pump rods,
tube sheets, supporting plates, shafts for valves in
water heads and especially for propeller-blade bolts,
air pump and condenser bolts and parts requiring
strength and incorrodibility. If properly heat treated,
the material is suitable for use in automatic or screw
machines. It is supplied in rods, shapes, plates and
tubing.
Mechanical Properties of rods should be : tensile
strength at least 54,000 to 60,000 pounds per sq. in.,
yield point, at least 25,000 to 27,000 pounds per sq.
in., elongation at least 35 per cent. to 40 per cent. in
2 inches, and the ability to withstand bending without
cracking through 120° about a radius equal to the
thickness of the bar. Rods 9% inch and less in diameter
or thickness should equal the greater values stated
above. The mechanical properties of shapes should
be: tensile strength at least 58,000 pounds per sq. in.,
yield point equal to at least 40 per cent. of the tensile,
an elongation in 2 inches of at least 30 per cent. and
the ability to withstand without cracking a bending
test about a rod the radius of which is equal to the
thickness of the specimen. The mechanical properties
of plates should be: tensile strength at least 56,000
pounds per sq. in., yield point at least 25,000 pounds
per Sq. in., elongation in 2 inches at least 30 per cent.,
and the ability to withstand bending through 120°
without cracking about a radius equal to the thickness
of the plate. The mechanical properties of tubes are
slightly lower than the above values.
Chemical Properties are: copper, 59 per cent. to 63
per cent., tin, / per cent to 1% per cent., zinc re-
mainder, iron not over 0.06 per cent. and lead not
over 0.2 per cent.
Brazing Metal
Brazing Metal is used in the manufacture of flanges
for copper pipe and other fittings that are to be brazed.
This is not to be confused with Brazing Spelter which
has a chemical analysis of about 50 per cent. zinc and
50 per cent. copper, or a brass which is often employed
for brazing brass, copper, iron or steel and has a com-
position of about 80 per cent. copper and 20 per cent.
zinc.
Chemical analysis of brazing metal is : copper 84
per cent. to 86 per cent., zinc 14 per cent. to 16 per cent.,
iron not over 0.06 per cent, and lead not over 0.3 per
Cellt.
Bronze
The bronzes are alloys consisting mainly of copper
and tin. It is to be regretted that manufacturers often
employ the terms Bronze and Brass indiscriminately.
The terms brass (which consists mainly of copper and
zinc) and bronze (which consists mainly of copper
and tin) should be used in accordance with their
firmly established English language meanings.
Page 890.
Aluminum Bronze is employed in the manufac-
ture of castings such as struts, rudder frames, pro-
peller-blades, worm wheels, gears, etc., in fact, in all
castings that require strength and must resist corro-
sion. In the manufacture of aluminum bronze cast-
ings, titanium is usually used as a deoxidizer, and
to insure solid castings.
Mechanical Properties of castings are: tensile
strength at least 65,000 pounds per sq. in., yield point,
at least 35,000 pounds per sq. in., and at least 20
per cent. elongation in 2 inches.
Rolled aluminum bronze may be used for valve
stems, propeller-blade bolts, air pump and condenser
bolts, etc., and for all purposes requiring great
strength. It possesses good bearing qualities and
resists corrosion.
Mechanical Properties are: tensile strength of rods
and bars at least 72,000 pounds to 80,000 pounds per
sq. in., yield point, at least 35,000 pounds to 40,000
pounds per sq. in., depending upon the thickness of
the bars, the smaller bars giving the higher values.
The elongation in 2 inches should be at least 30 per
cent. Shapes and plates have similar mechanical
properties.
The Chemical Properties should be: copper 85 per
cent. to 87 per cent., iron 2% per cent. to 4% per
cent., tin not over 9% per cent., aluminum 7 per cent.
to 9 per cent., other impurities combined not to exceed
0.1 per cent.
Gun Metal is a bronze that was used for the
manufacture of ordnance before steel became available.
It is now employed extensively in valve bodies, gear
wheels, bronze sleeves for propeller shafts, large bear-
ings, pump manifolds, bolts and nuts, and in fact all
miscellaneous composition castings where strength is
required. Gun metal cannot be worked hot except
within such narrow limits of temperature as to render
the process impractical.
Mechanical Properties of Gun Metal should be as
follows: It should have a tensile strength of at least
30,000 lbs. per sq. in., a yield point of at least 15,000
lbs. per sq. in., and an elongation in 2 inches of not
less than 15 per cent.
Chemical Properties of Gun Metal should be copper,
87 per cent. to 89 per cent., tin 9 per cent. to 11 per
cent., zinc 1 per cent. to 3 per cent., iron should not
exceed 0.06 per cent. and lead content should not be
over 0.2 per cent. The desired analysis is copper
88 per cent., tin 10 per cent., and zinc 2 per cent. The
zinc has little effect upon the mechanical properties and
is added as a deoxidizer. -
Journal Bronze is often specified for use in mov-
ing parts subject to considerable wear. It is harder
than Gun Metal and is generally used in the smaller
bearings. It is also employed for bushings, slippers,
guide gibs and in reciprocating engines in valve cross-
head bottom brasses, link block gibs and suspension
link brasses.
Mechanical Properties are usually not specified ex-
cept that the fracture shall show a close grained,
uniform metal. -
Chemical Properties are: copper 82 per cent. to 84
per cent., tin 12% per cent, to 14% per cent., zinc
2% per cent. to 4% per cent., not over 0.10 per cent.
iron and not over.1.0 per cent. of lead. The composi-
tion aimed at is copper 83 per cent, tin 13% per cent.
and zinc 3% per cent. -.; , .
Manganese Bronze (Cast) is used in manufac-
ture of propeller blades, propeller hubs, engine
82
MET
SHIPBUILDING CYOLOPEDIA - MET
*= —
framing, and for all casting where great strength is
required.
Mechanical Properties are: tensile strength at least
65,000 pounds per sq. in., and elongation at least 20
per cent. in 2 inches.
Chemical Properties. The chemical properties of
manganese bronze castings are: copper, 55 per cent.
to 62 per cent., zinc, 38 per cent. to 42 per cent., tin
not over 1% per cent., manganese not over 3% per
cent., aluminum not over 1% per cent, iron not over
2.0 per cent., and lead not over 0.2 per cent.
Page 890.
Manganese Bronze (Rolled) is used in the man-
ufacture of rolled round rods requiring great strength,
where subject to the corrosion of salt water, valve
stems, propeller-blade bolts, air pump and condenser
bolts, etc. -
Mechanical Properties are: tensile strength at least
72,000 pounds per sq. in., yield point at least 36,000
pounds per sq. in., and elongation in 2 inches of at
least 30 per cent.
Chemical Properties differ from those of cast man-
ganese bronze and are: copper, 57 per cent. to 60
per cent., tin 94 per cent. to 1% per cent., zinc 37
per cent. to 40 per cent., iron 0.8 per cent. to 2.0 per
cent., lead not over 0.2 per cent. and manganese not
over 0.3 per cent.
Phosphor Bronze (Cast) is used in the manu-
facture of fittings that are exposed to the action of
salt water; gears, driving and main nuts of steering
gears and parts where strength, good bearing qualities
and incorrodibility are requisites.
Mechanical Properties: The mechanical properties
of cast phosphor bronze should be as follows: It
should have a tensile strength of at least 30,000 lbs.
per sq. in. and an elongation in 2 inches of not less
than 15 per cent.
Chemical Properties of cast phosphor bronze should
be: copper 85 per cent, to 90 per cent., tin 6 per cent.
to 11 per cent, zinc 0.9 per cent, iron not over 0.1
per cent., lead not over 1.0 per cent, and phosphorus
not over 0.5 per cent.
Phosphor Bronze (Rolled or Drawn) is em-
ployed in the manufacture of bolts and nuts, pump
rods, valves, valve stems, valve discs, electric contacts,
Springs and objects exposed to salt water.
Mechanical Properties of rolled or drawn phosphor
7 per cent., zinc remainder, iron not over .06 per cent.,
and lead not over 1.0 per cent.
Vanadium Bronze, like Manganese Bronze, is a
misnomer, since it is not a bronze but a brass to
which vanadium has been added as a deoxidizer. It
is suitable for use in the manufacture of castings sub-
jected to severe stresses and the corroding action of
salt water. -
Mechanical Properties are: tensile strength at least
55,000 pounds per sq. in., yield point at least 22,500
pounds per sq. in., and an elongation of at least 25
per cent. in 2 inches.
Chemical Properties should be: copper at least 61.0
per cent, tin, vanadium, lead, bismuth, aluminum, and
nickel combined not over 1 per cent. and zinc from
37 per cent. to 39 per cent.
Bismuth
The metal has a light reddish color and is so brittle
that it can readily be pulverized. Specific Gravity 9.8,
melting point 510° F. and boiling point 2300° F. It
is slightly repelled by the electro magnet.
It is used only in alloys, usually for the purpose
of obtaining a low melting point although it has a
hardening effect on lead.
“Wood's Metal” 50 per cent, bismuth, 25 per cent.
lead, 12.5 per cent. tin, and 12.5 per cent cadmium,
with a melting point of 149° F. is the best known of
the Bismuth alloys. Other alloys can be produced
to obtain any desired fusing point. Such alloys may
be used in connection with electric fire alarms, open-
ing a circuit when melting, or for allowing automatic
fire sprinklers to open at the proper temperature.
Cadmium
A lustrous bluish-white metal. Its melting point is
500° F., specific gravity 8.6 to 8.7 and boiling point
680° F. It is used in combination with lead, tin, and
bismuth to form alloys when a low fusing point is
desired.
Copper
A metal readily distinguished by its peculiar reddish
color. It is very ductile and malleable and second to
iron in tenacity and in commercial importance.
Properties: Tensile strength and ductility vary with
the size of the specimen and method of working; the
following values should be readily obtainable :
Tensile Strengtl
* lbs. per. e
bronze should be as follows: It should have a tensile Hard d W d º; dº ssº"...";
- e e 3. It I a W Il ire .04” dia. . . . . . . . . . . . . g g % in 60 inches
strength of at least 50,000 lbs. per sq. in. (spring tem- #. ... W. .304". . . . . . . . . . . §§ #% in 60 ;:
w de in 2 Hard drawn Wire .229" dia. . . . . . . . . . . . 59, .79% in 10 inches
per 90,000 lbs. per sq. in.), and an elongation in 2 #4 ºf Wii: ; ;….: 49,000 3.75% in 10 inches
inches of 12 per cent. to 25 per cent. Rods or bars 1.00" dia. . . . . . . . . . . . . . . . 45,000 12% in 2 inches
re sº - Rods or Bars 2.00” dia. . . . . . . . . . . . . . . . 40.000 15% in 2 inches
Chemical Properties should be: copper at least 94 Sheets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35,000 18% in 2 inches
Annealed sheets, or rods. . . . . . . . . . . . . . 30,000 25% in 2 inches
per cent., tin at least 3.5 per cent., zinc not over 0.30
per cent., iron not over 0.1 per cent., lead not over
0.2 per cent, phosphorus 05 per cent, to 0.5 per
CCInt.
Valve Bronze is used extensively in the manu-
facture of all sizes of low pressure valve bodies and
high pressure valve bodies under 4 inches in diameter.
It is easier to produce sound castings with this mix-
ture than with Gun Metal. This is probably due to
the higher zinc content. Mechanical properties of
Valve Bronze are usually not specified when ordering
inasmuch as Gun Metal is used where great strength
is required. Chemical properties of Valve Bronze
should be: copper at least 87 per cent., tin at least
Its specific gravity is 8.81 to 8.95. Its melting point
is 1930° F. Its heat conductivity is 73.6 per cent. that
of silver and superior to other metals, being 6.1 times
that of iron. Its electrical conductivity is equal to
silver and superior to other metals, being 6.1 times
that of iron. On account of its high ductility, sheet
copper can readily be worked while cold into com-
plicated shapes by means of the hammer; hammering
tends to harden the metal and finally cause it to crack
but annealing at a low temperature restores the
original ductility. Castings of pure copper are usually
imperfect; 1 per cent. of boron suboxide flux added
to the molten copper gives a fair casting. Copper
83
MET
SHIPBUILDING CYOLOPEDIA MET
castings are rarely used except for purposes where
high electrical conductivity is required.
Copper resists the corrosive action of the elements
although it is attacked by ammonia and to some extent
by the more common acids.
Grades: Ingot copper, for reworking, is furnished
in the three grades noted below. The grade of
wrought copper is not usually specified; it should
contain as much as 99.5 per cent. pure copper. An
electrical conductivity of 98 per cent. is frequently
specified for annealed copper, which is so readily
attained in commercial products that the test is seldom
made.
“Lake Copper” ingots are produced only from the
high grade ores of northern Michigan, U. S. A.
They generally command a slightly higher price than
“electrolitic” ingots but show no superiority in chem-
ical analysis or other properties, the preference appar-
ently being due to prejudice. Either grade should
contain 99.9 per cent. pure copper.
“Electrolitic Copper” ingots are made from ingots
refined by the electrolitic process and have the same
appearance and properties as “Lake Copper.”
“Casting Copper” ingots are of lower grade and
may be made in whole or in part from copper scrap.
They should contain at least 99 per cent. pure copper.
A still lower sub-grade “Secondary Casting Copper”
made from inferior scrap should contain at least 98
per cent. pure copper. -
Copper Alloys
Copper is the principal constituent of the various
grades of brass and bronze and enters to a greater
or less extent in the various alloys used for bearings.
It is alloyed in varying proportions with gold and
silver to increase the hardness of the resultant alloys.
Uses: In addition to the use of copper in the
alloys noted above, wrought copper is extensively used
for electrical purposes on account of its high electrical
conductivity, for tubes in feed water heaters and
similar purposes where high heat conductivity is
desired, and for pipes and sheathing where consider-
able ductility or resistance to the corrosive action of
the elements is desired. The Alloys (brass and
bronze) possess greater strength than copper alone,
and are more easily machined, which renders them
superior to copper for many purposes.
Cupro Nickel or Benedict Nickel
Cupro Nickel or Benedict Nickel is employed in the
manufacture of tubes for condensers, distillers and
feed-water heaters. The addition of a small per-
centage of manganese facilitates the proper working
of the alloy in ingots and under rolls.
Chemical Properties desired are: Copper 85 per
cent., and nickel 15 per cent.
Gold
Gold has a reddish yellow color. Its Specific
Gravity is 19.34. Its melting point is 1915° F. The
1.
average thickness of gold leaf is of an inch,
280000
—100 square feet to the Troy ounce. Gold is hard-
ened by alloying with silver and copper. Gold coins
are about 90 per cent. pure, the remainder being
copper with a little silver. The amount of gold in
alloys is stated in “karats” by jewelers and others,
24 karat being 100 per cent. gold, 22 K =91.7 per
cent., 20 K = 83.3 per cent., 18 K = 75 per cent., 14 K
= 58.3 per cent., etc.
Iridium
A rare metal with white luster resembling steel.
It is very hard and brittle. Its specific gravity is
22.38, iridium being heavier than gold or platinum.
It is extremely infusible and almost absolutely in-
oxidizable. It is used for points on gold pens and
in other places where the above properties are desirable
and the expense not prohibitive.
Lead
A metal of bluish-gray color and dull metallic lus-
ter. Its color turns to dull gray on exposure to air.
Properties: Tensile strength ; rolled or cast, 1,780
lbs. per sq. in., hard wire 3,130 lbs. per sq. in., soft
wire 2,420 lbs. per sq. in. Specific gravity 11.25 to
11.40. Melting point 625° F. Resists the action of
most acids and the ordinary corrosive effects of air
and moisture, but is readily attacked by alkalies. Has
a tendency, increasing with an increase in tempera-
ture, to flow under slight pressure continuously ap-
plied and therefore must be rigidly supported to re-
tain its shape.
Grades: Commercial lead is supplied in No. 1 and No.
2 grades. The former should contain 99.5 per cent.
of pure lead;...the latter 97.5 per cent, Grade. No. 2
should be used only for weights and similar pur-
p0SeS. -
Lead Alloys
Lead is alloyed with tin in various proportions to
form common solder, “half and half” being a stand-
ard commercial brand suitable for general use. The
alloying of lead with a small percentage of anti-
mony, makes the hardness of the alloy considerably
greater than that of the lead alone, without materially
affecting the other properties. Lead is alloyed in var-
ious proportions with a number of other metals to
form “bearing metals”; as it possesses valuable anti-
friction properties but is far too soft to be used alone.
From 1 per cent. to 10 per cent. of lead is frequently
added to brass or bronze, making the material easier
to work with machine tools and less likely to leak
under hydrostatic pressure; it has in all cases a tend-
ency to weaken the alloy to which it is added although
with less than 2 per cent. of lead there is but slight
weakening of the alloy and a material increase in
ease of its machining.
Uses: In alloys, as noted above; in the form of
sheets and pipe, lead is extensively used for handling
acids as protection against acid fumes. A lead sheath-
ing is frequently used on insulated wires and cables
as a protection against the action of moisture and
acids. Lead pipe is convenient for use for ordinary
plumbing purposes on account of ease in manipula-
tion but on account of its mechanical weakness, it is
inferior to iron pipe.
Magnesium
A silver white metal. It is malleable and ductile.
Its specific gravity is 1.69 to 1.75, about two-thirds
that of aluminum. Its melting point is 1,200° F. It
burns in air with intense white light. It is used
in the form of ribbon or powder for flashlights and
signals. It is used as an alloy with aluminum, the
use of 5% of magnesium having a hardening and
83A
MET
SHIPBUILDING CYOLOPEDIA MET
strengthening effect on the alloy equal to 10 per cent.
of copper.
Manganese
ls never used in its pure form, but usually to form
an alloy with iron, called “speigeleisen” when less
than 25 per cent. manganese is present and “ferro-
manganese” when containing a larger quantity. It
is used in the manufacture of steel for removing
oxygen from the metal. Both of the above alloys
have a very brilliant crystalline fracture.
Mercury
A silver-white metal. It is a liquid at ordinary
temperature, but freezes at — 39° F., and boils at 680°
F. Its specific gravity is 13.58. It is not affected by
the atmosphere at ordinary temperatures but oxi-
dizes when near its boiling point. It is tarnished by
sulphur fumes and by dust, but may be cleaned by
straining through cloth or chamois skin. It readily
amalgamates with gold, tin, lead, zinc, and to a less
extent copper and most of the other metals except
iron and platinum, causing it to tarnish and lose its
perfect fluidity. Glass containing a considerable
amount of lead will affect mercury if left in contact
with it for a long period.
Monel Metal
Monel metal is a natural alloy of nickel and cop-
per. The ore from Ontario, Canada, when smelted
produces an alloy consisting of about 65 per cent.
nickel, 1.5 per cent, iron and the remainder copper.
Monel metal is silver-white in color, machines sim-
ilar to medium steel, will take a high polish and like
nickel is not affected by dry air. It also resists the
corrosive effects of fresh or salt water and acid
fumes. Its specific gravity is about 8.87. It is em-
ployed for valve seats, plumbers fittings, propellers,
propeller blades, pump liners, valve stems and valve
bodies when great strength is required.
Mechanical Properties: The mechanical properties
of cast Monel metal are a tensile strength of at least
65,000 lbs. per sq. in., a yield point of at least 32,500
lbs. per sq. in., and an elongation in 2 inches of at
least 25 per cent. The mechanical properties of
rolled monel metal bars are a tensile strength of at
least 75,000 lbs. per sq. in., a yield point of at least
40,000 lbs. per sq. in. and an elongation in 2 inches
of at least 30 per cent. The mechanical properties
of monel metal sheets and plates are slightly lower
than those above stated for bars.
Nickel
A metal with a white luster, strongly resembling
silver in appearance and not tarnishing under or-
dinary atmospheric conditions.
Properties: Commercial nickel should have a ten-
sile strength of approximately 70,000 lbs. per sq. in. ;
for annealed bars an elongation in 2 inches of 40
per cent.; for castings a tensile strength of 40,000
lbs. per sq. in., an elongation of 18 per cent. and an
elastic limit of about 3% the tensile strength. Melting
point 3,000° F. Specific gravity 8.27 to 8.93. Is
attracted by a magnet, but less strongly than iron
and can retain magnetism. It can be used in cast-
ings or rolled into sheets or rods. It can be welded
either on itself or on iron.
Nickel is unaffected by alkalies and but slightly
affected by the action of the elements; being superior
in this respect to any other commercial material of
equal strength.
Grades: Commercial nickel is likely to contain a
considerable percentage of impurities which may af-
fect its physical, properties.
Commercially pure nickel, giving the tensile strength
and elongation quoted above, showed the following
analysis, which should not be exceeded in impurities
for ordinary use:
98.13 per cent. Nickel; 1.15 per cent. Cobalt; ,043
per cent. Iron; .08 per cent. Silicon; .11 per cent.
Magnesium.
Nickel Alloys
Nickel is a very important constituent of many
alloys, in most cases having a tendency to impart
ductility, strength and toughness to the alloy
“Nickel Steel” and “Chrome-Nickel Steel” (See
Steel) are of the greatest commercial importance.
“Monel Metal” (See separate article) strongly re-
sembles pure nickel in its characteristics.
“German Silver” contains from 18 per cent, to 25
per cent. nickel, 20 per cent. to 30 per cent. zinc, and
the remainder copper and somewhat resembles silver,
in appearance. It has high electrical resistance, and
considerable strength and clasticity, all of these qual-
ities varying with the composition, which as noted
above is rather variable. The desirability of the alloy
for most purposes depends upon the amount of nickel
which it contains. It is used in the manufacture of
instruments of various kinds and as a “resistance
metal” in electrical work.
“Resistance Metals” include a number of alloys of
nickel with copper, iron, chromium, or manganese.
They are used for electrical purposes and are generally
superior to German Silver for such use. “Nicrome”
or “Nickel-Chromium Alloy” is used principally on
the resistance element of electrical heating appara-
tus; it possesses high resistance and will stand long
and repeated heating to a white heat without oxida-
tion or other changes in its characteristics.
Uses: In addition to its use in alloys, and for
nickel plating, by the electrolitic process; pure nickel
is used to a considerable extent where ability to
stand high temperature and corrosion, combined with
great strength is desired. Among these uses are
valve stems, seats, and discs for use with high pres-
sure superheated steam; and keys and bolts in loca-
tions where some other metals have failed.
Platinum
A whitish steel-gray metal. Its specific gravity
is 21.15. Its melting point is 3,200° F. When pure,
platinum is as soft as copper but forms a very hard
alloy with iridium which is used for standard weights,
for chemical alloys and for gun-vents. Platinum has
a cubical coefficient of expansion with heat of .0027
which is less than that of the common metals and
practically the same as that of glass; for this reason
it is used when it is necessary to maintain an air-
tight joint by fusing glass about a metal, as in the
connecting wires for incandescent lamps. On ac-
count of its ability to withstand heat and the cor-
rosive action of most chemicals, it is used in lab-
oratories for crucibles and similar purposes.
Silver
The whitest metal. Its specific gravity is 11.1
Its melting point is 1,750° F. Silver is malleable
and ductile, and superior to all other metals as a
84
MET SHIPBUILDING CYOLOPEDIA MET
conductor of heat, and equal to copper as a con- Grade Gräfte Grage
ductor of electricity. Silver alloys with other metals Per- Per- Per-
but is used commercially only for ornamental pur- Zinc, minimum . . . . . . . . . . . . . . . . ; ; ; ; ,
poses. Cadmium, maximum . . . . . . . . . . . . .05 .50 .75
g Iron, maximum . . . . . . . . . . . . . . . 03 .03 .08
Tin gº #". • . . . . . . . . .d lead. 07 .20 1.00
e º g gº g UIIIl O admium, 1ſon an ead,
A metal of silvery white luster with slightly bluish max. . . . . . . . . ... . . . . . . . . . . . . . . . .10 .50 1.50
tinge. It is malleable but possesses little strength of §ºsimº....: Nº. §: #:
ductility.
Properties: Tensile Strength about 3,500 lbs. per Grade A should be used for the manufacture of
sq. in. for cast tin; 5,000 lbs. per sq. in. for wire.
Melting point 442° F. Specific gravity 7.29. Tin
may be rolled or hammered into thin sheets while
cold but it is brittle while hot.
Resists the chemical action of the elements and of
weak organic acids to a high degree.
Grades: Commercial tin is generally designated
by the name of the location of the mine from which
it is produced. “Banco” tin is generally considered
the highest grade, with “Straits” tin second. The
best quality of ingot tin should show at least 99.75
per cent. pure tin, should be free from zinc and cad-
mium, . and contain not over .10 per cent. of Lead,
Antimony, Arsenic, Copper or Sulphur. Second grade
tin should contain 98 per cent. of pure metal and
be free from zinc or cadmium.
Tin Alloys
Tin is alloyed with copper and zinc to form various
grades of bronze and brass and with lead to form
solder; and with various metals to form “Babbitt''
or bearing metals. Its addition to an alloy has gen-
erally a hardening effect on the alloy, which is its
principal value for these uses.
Uses: In addition to its use in alloys, tin is used
for fusible plugs in steam boilers and, to a limited
extent, for tubes and cooking utensils where a high
degree of resistance to corrosion is desired. The
term “block tin” as distinguished from “tin plate”
is used to denote an article made of pure tin.
“Tin plate” is thin sheet steel or iron with a coat-
ing of tin applied by a process similar to hot gal-
vanizing. . It is used for making “tin” cans and sim-
ilar purposes. It offers higher resistance to corro-
sion and the coating is less likely to crack, than with
the galvanized (zinc coaxed) plate. Tin plate is
packed in boxes containing 112 sheets 14” x 20" in
size; 5 pounds of tin are required to coat the total
surface of these plates.
“Terne plate” carries 20 pounds of an alloy of 3 parts
lead to 1 part tin to the same surface, and is used
principally for roofing.
Zinc
A metal of bluish-white color that tarnishes and
whitens slightly on exposure to the air.
Properties: Tensile strength of cast zinc 5,000 to
14,000 lbs. per sq. in. rolled sheets 27,000 to 36,000
lbs. per sq. in. Melting point 780° F. Specific gravity
7.14. Boiling point 1.700° F. Vapor burns in the
air with a bluish-white flame forming white clouds
of zinc oxide. -
Zinc is but slightly affected by the action of air
and moisture but is attacked readily by acids or
alkalies. . -
Grades: Zinc or “Spelter” in the form of small
flat slabs or ingots may be obtained in three grades
which should have the following chemical compo-
sitions:
cartridge cases and manganese “bronze” and other high
grade alloys. Grade B is suitable for general use
and Grade C for galvanizing. Sheet zinc should con-
tain at least 98.5 per cent. zinc and not more than
.08 per cent. iron.
“Secondary Spelter” is made from the dross of
galvanizing and other impure zinc and may contain
as high as 5 per cent. of iron and 3 per cent. of
lead.
Zinc Alloys
Zinc is used principally for the manufacture of
brass, bronze, and bearing metals; for which purpose
it is alloyed with copper, tin or other metals. On
account of its volatility there is always a loss of
weight during the hot galvanizing process and in
melting brass or bronze.
Uses: Aside from its use in alloys, zinc is used
principally for galvanizing iron or steel, as described
under galvanizing. The practice of suspending slabs
of zinc in steam boilers to prevent corrosion of the
boiler through electrolitic action has been found to
be of but little value.
Table Showing the Order of
Malleability Ductility Tenacity Infusibility
Gold Platinum Nickel Platinum
Silver Silver Iron Nickel
Aluminum Iron Copper Iron
Copper Nickel Aluminum Copper
Tin Copper Platinum Gold
Lead Gold Silver Silver
Zinc Aluminum Zinc Aluminum
Platinum Zinc Gold Zinc
Iron Tin Tin Lead
Nickel Lead Lead Till
Metal Furniture. Berths, cabinets, lockers, etc., made
of light metal. They are often decorated and finished
so that they resemble wood.
Page 817.
Metal Polishers. Men who put the required finish or
polish on parts of machines, fittings, etc., by means
of a power-operated wheel turned at high speed and
known as a buffer.
Metal Specialties. Includes such items as the end
strips for linoleum and matting, moldings, tubes,
special shapes, etc.
Page 817.
Metallic Cabinet. See CABINET.
Metallic Flooring. See Flooring, METALLIC, and also
GRATINGs.
Metallic Paint.
Metallic Zinc. See PAINT.
Meter, Electric. A measuring instrument for determin-
ing the magnitude or relation of the quantities in an
electric circuit. Electrical measuring instruments may
be classified in several different ways:
1. With regard to their construction and manner
of use, into laboratory, portable, and switchboard
See PAINT.
85
MIC
MOL
SHIPBUILDING CYOLOPEDIA
types. 2. With regard to quantity measured, into
ammeters, voltmeters, wattmeters, etc. 3. With re-
gard to principle of operations, into electromagnetic,
electrostatic, electrothermal and electrochemical. 4.
With regard to field of use, into direct current, alter-
nating current and universal. 5. With regard to
manner of showing result, into indicating, recording
and integrating.
Indicating instruments show the value of a quantity
directly at the time of measurement. Recording in-
Struments, sometimes called “curve-drawing” or
“graphic,” give a curve or similar record of the varia-
tion of the quantity with time. Integrating instru-
ments take into account the element of time as well as
the electrical quantity. The “watt-hour” meters used
by electric lighting and power companies upon the con-
Sumer's premises are examples of this type. They are
usually called “meters,” the term “instrument” being
applied more specifically to indicating and recording
instruments.
Microfarad. The practical unit of electrical capacity.
It is the millionth part of the farad.
Middle Body. That portion of the ship adjacent to
the midship section.
When it has a uniform cross section throughout, its
length its water-lines being parallel to the center-line,
it is called the parallel middle body.
Middle Line. Sometimes used in lieu of center line,
particularly with reference to bulkheads, floors or other
transverse members of the vessel.
Midship Deep Tank. A compartment located near the
middle length of a vessel used for carrying liquid
cargo, fuel or water ballast, and having bulkheads
and flats for its sides and top, as distinguished from
a double bottom tank having the inner bottom for its
upper limit.
Midship Floor. See Floor, MidsHIP.
Midship Frame. See FRAME, MIDs HIP.
Midship Section. The vertical transverse section lo-
cated at the mid-point between the forward and after
perpendiculars. Usually this is the largest section of
the ship in area.
Pages 370 to 468.
Midship Section Coefficient. See CoEFFICIENT, MIDSHIP
SECTION.
Midships. Same as Amidships.
Mild Steel. See STEEL AND IRoN.
Mile, Nautical. See NAUTICAL MILE.
Mill Men. Men who work in a saw mill operating wood
working machines.
Milling Cutter. A tool usually of cylindrical form, but
also shaped to meet requirements, having teeth or
edges for cutting. Milling cutters are mounted on
an arbor or have an integral shank for holding them
in a machine.
Milling Machine. A machine in which the tool or
cutter rotates and the work is fed automatically in
the required direction. The cutter has a number of
teeth or cutting edges which successively mill away
the metal as the cutter rotates.
Pages 699, 722, 733, 734, 765.
Milling Machine, Key Seating. A machine designed
for milling keyways.
Keyways located in shafts, etc., where the ends
are not open, are generally milled.
Milling Machine, Universal. A milling machine, the
work table and feeds of which are specially arranged
Mold Loft.
for doing all classes of plane, circular, helical, index
or other milling. Page 699. -
Milling Machine, Vertical. A milling machine designed
with a vertical spindle for holding the cutter.
Page 699.
Mitre Gear. A bevel gear wheel, the sides of which
are beveled to an angle of 45°. .
Mitred. The operation of making a joint between two
timbers, that lie at right angles to each other, by
cutting the ends of each to an angle of 45°.
Mixture. See GAs ENGINE, MIxture.
Mold. To draw out to full size the lines of a vessel
or part of its structure; a pattern or form built up to
show the contour or shape of anything.
Mold, Beam. A pattern showing the curvature, com-
monly called camber, of the beams for a deck.
A space used for laying down the lines
of a vessel to actual size and making templates there-
from for the structural work entering into a hull.
The second floor of a large building is usually used
as a mold loft, the floor being cleared and planed
true. A vessel's lines are drawn in and faired on
the floor, the body lines being scrieved in to insure
their being preserved until the structural work is
completed. Practically all the templates for shaping
and laying out the structural work in a ship are
made in the mold loft from the lines on the floor.
Upon the completion of the mold loft work on a
vessel the floor is planed clean before laying down the
next ship.
On account of the desirability of having the mold
loft as level as possible and to prevent warping it gen-
erally consists of two layers of planking laid diag-
onally and opposite. This method prevents the floor
from warping, provides a top facing that may be
renewed after being planed thin and on account of the
seams running diagonally there is less likelihood of
the lines laid down following a seam in the floor.
Mold, Skeleton. A template or pattern, made up of
open framework instead of solid, to show the outline
of some part.
Molded Breadth. The ship's maximum breadth meas-
ured to the outside or heel of frame bar and occurring
generally, though not always, at the midship section.
Molded Depth. The vertical distance from the base
line to the molded line of main deck at side measured
at the midship section.
Molder. See MoLDING MACHINE.
Molding. Ornamental strip either of wood or metal
used for finishing purposes.
Molding, Knuckle. A batten or strip of wood or steel
usually cut to a half round cross-section and used to
cover the knuckle line.
Molding Machine. A machine for making wood mold-
ing. The knives are usually attached to a cutter head
carried on a horizontal spindle which is supported
over the work table. Rolls and springs are provided
for feeding the work to the machine and holding it
in place during the operation.
Molding Machine, Variety. A wood working machine
designed to cut moldings on the edges of the work.
The cutting tools or knives for this type of ma-
chine are carried on a vertical spindle projecting
through the work table and the work rests on the
upper surface of the table and is fed to the cutters
by hand. - -
Molding. of a Floor. Its depth.
85A
MOL
MOO
SHIPBUILDING CYCLOPEDIA
Molding of a Frame. The measurement of the athwart-
ship flange or web of a frame.
Molding of a Keel. Its depth, or dimension perpen-
dicular to the bottom line.
Molding of a Keelson. Its depth.
Molding of a Stem. Its depth or dimension fore and
aft.
Molding of a Sternpost. Its depth or dimension fore
and aft.
Moment. The moment of an elementary mass about
a plane is the product of the mass times its algebraic
distance from that plane. The algebraic distance is
plus when on one side and minus when on the other
side of the reference plane. The moment of a body
about a plane is the algebraic sum of the moments of
the elements of mass constituting that body. If the
body is of infinitesimal thickness, the reference plane
becomes a line, which line is termed the axis of mo-
mentS.
If now the mass of elementary thickness be assumed
of uniform density throughout, the conditions for con-
sidering geometrical moments of plane areas are ful-
filled. Geometrical moments of plane areas are meas-
ured in units of area times units of length, no account
whatsoever being taken of mass. Likewise, the
geometrical moment of a volume is measured in
units of volume times linear units, the volume being
considered of uniform density, but no definite value
being assumed.
The moment of any body or volume about a plane or
of any area about an axis is numerically equal to the
product of the mass of the body or of the volume or
area times the algebraic distance of the reference plane
(or line) from the center of gravity of the body (vol-
ume or area).
The moment of a force about any point is the
product of the force times the distance of its line of
action from the point. The moment of a force is
measured in units of weight times units of distance as
foot tons or foot pounds.
Moment of Inertia. The moment of inertia of an ele-
mentary mass about a plane or an axis is the product
of the elementary mass times the square of its distance
from the reference plane or axis.
The moment of inertia of a body about a plane or
an axis is the sum of the moments of inertia of all its
elements of mass about the reference plane or axis.
The moment of inertia of a body about an axis is
ordinarily termed its polar moment of inertia. If the
body is of an indefinitely small and uniform thickness
and is of uniform density, the conditions are fulfilled
for considering the geometrical moment of inertia of a
plane area. Under these conditions the reference plane
becomes a line termed the axis, and in the case of the
polar moment of inertia the axis becomes a point.
Geometrical moments of inertia of plane areas are
measured in units of area times linear units squared.
In a similar manner geometrical moments of inertia
of volumes are measured in units of volume times
linear units squared.
The moment of inertia of any body (volume or area)
about a plane (or axis) is equal to the mass of the
body (or volume or area) times the square of the
distance between the reference plane (or axis) and
a parallel plane (or axis) through the center of gravity
of the body (volume or area) plus the moment of
inertia of the body (volume or area) about the parallel
plane (or axis) through its center of gravity.
Moment of Inertia of Section. The sum of the prod-
ucts formed by the multiplication of the mass of every
particle of a material system by the square of its dis-
tance from a straight line known as the axis.
Moment to Alter Trim. The moment, i. e., the weight
times the distance which it is moved which is required
to effect a change in the trim of a vessel of one inch;
usually expressed the formula:
W X GM
w x d =
12 X L
foot-tons.
where
w = the weight moved in tons
d = the distance in feet
W = the displacement in tons
GM = the longitudinal metacentric height in feet
L = length in feet
Monel Metal. Described under Metals.
Monitors. A type of war vessel intended principally
for work against shore batteries and fortifications. Its
principal characteristics are moderate displacement,
low speed, very low freeboard, heavy main battery
guns, and good cruising radius. The modern type of
heavy gun emplacement known as the turret was first
used on vessels of this type.
Monkey Forecastle. A small forecastle. The enclosed
space is generally used for the accommodation of
anchor handling appliances and the deck proper for the
stowage of the anchors themselves.
Monkey Tail. A term applied to a curved bar fitted
to the upper, after end of a rudder and used as an
attachment for the rudder pendants.
Monorail Hoist. A type of hoisting gear, usually elec-
tric, designed to travel along a single overhead track.
Pages 791, 959.
Mooring. A term applied to the operation of anchor-
ing a vessel in a harbor, securing her to a mooring
buoy or to a wharf or dock by means of chains or
ropes.
Mooring. To make a vessel fast to a buoy, quay or
wharf or by anchoring. Technically, a vessel is moored
when she has two anchors down at a suitable distance
apart with such a length of chain on each that she is
held with her bow approximately stationary on a line
between them, although allowing the stern of the vessel
to swing with the tide and wind.
Mooring Anchor. See ANCHOR, MooRING.
Mooring Bitts or Bollards. See BITTs, MooRING.
Mooring Buoy. See BUoy, MooRING.
Mooring Machine. A term applied to a machine that is
similar in construction to a winch and which is used
for the purpose of docking and warping vessels. Auto-
matic control of the tension in the mooring lines to
take care of the change in trim, draft, and the tides
are obtained in some makes of these machines.
Page 845.
Mooring Pipe. A round or oval casting or frame in-
serted in the apron plate or bulwark plating of a ship
through which the mooring chains, hawsers or warps
are passed.
Page 545.
Mooring Staple. A single or double ring shaped fitting
attached to the shell of a ship for the purpose of se-
curing mooring lines.
Mooring Swivel. A device generally used by men-of-
86
MOO
NAV
SHIPBUILDING CYCLOPEDIA
war in mooring to prevent a foul hawse. The cables
are disconnected and shackled to the swivel just for-
ward of the stem. When the ship swings the swivel
turns and the cable is kept clear. The swivel is similar
to the usual form, but larger and heavier, and is fitted
at either end with two links and shackles for attaching
to the cables. tº
Moorings. Heavy chains permanently anchored in a
harbor to which vessels may ride. To these are
attached buoys having chains of the proper length and
strength to haul the fast on board through the hawse
pipes.
Mortising Machine. A wood working machine in which
an auger and a chisel are worked automatically in
performing the operations necessary to produce the
square or rectangular mortise usually employed in
wood work.
Motor Boat. Any vessel propelled by an internal com-
bustion engine. According to the rules to prevent col-
lisions in the navigation laws, all vessels under sixty-
five feet in length, propelled by machinery, except tug
boats and tow boats propelled by steam, are to be con-
sidered as motor boats.
The term is usually applied to small boats propelled
by internal combustion engines.
Motor, Compound. A direct current motor which has
both a shunt and series field coil.
Motor Controller.
Motor, Electric. A machine which transforms electrical
energy into mechanical energy.
Lloyd's Rules suggest that great care should be
taken that generators, motors and electric leads on
board ship are not located in such a place that they
will influence the compasses.
Pages 909, 938, 955, 956, 1065.
Motor Generator Set. A combination consisting of an
electric motor and generator on the same shaft.
Page 954,
Motor, Main. The large motor direct connected to the
line shafting in a vessel fitted for electric drive.
Page 934.
Motor, Series. A direct current or alternating current
motor in which the field coil is connected in series
with the armature winding, thus allowing the arma-
ture current to flow through the series field. The
high starting torque and the variable speed of the
direct current motor make it specially suitable for
cranes and traction purposes.
Motor Ship. A ship driven by 'some form of internal
combustion motor. ... * *
In its broad sense the term may be considered to
include small vessels driven by gas or gasoline en-
gines. It is generally applied, however, to slow cargo
vessels having lengths up to five hundred feet and
driven by oil engines. For this service oil engine in-
stallations have the following advantages over steam
or electrical machinery: .
The elimination of boilers, stoke holds, and coal
bunkers with a resultant increase in cargo space.
Greatly decreased consumption of fuel.
Decrease in the size of operating force with result-
tant saving in wages.
Reduction in machinery space temperatures with re-
Sulting increase in comfort and efficiency of operating
force. " . . . . .
During recent years this type of ship has increased
See ContRoller, Motor.
in popularity largely on account of the successful op-
eration of ships already in service.
Pages 438, 439, 440, 441, 442, 443, 444, 1104, 1105.
Plate XXIII.
Motor, Shunt. A direct current motor in which the
field coil is shunted across the armature winding.
The speed of a shunt motor is practically constant
from no load to full load.
Motor, Synchronous. An alternating current motor,
the speed of which bears a certain fixed relation to
the frequency of the circuit independent of the load
on the motor. Such a motor must be brought up to
synchronous speed by external means or by a special
winding before the field winding is energized.
Mouillage. A French term applied to a vessel’s berth
in a harbor.
Mouse a Hook. To pass several turns of wire or small
stuff around the point and back of a hook to prevent
its unhooking in lowering or canting.
Mousing. The small stuff or wire used to mouse a
hook.
Movable Propeller Blades. Propeller blades cast sep-
arate from the boss and attached thereto by bolts.
These bolts are sometimes worked in such a manner
as to permit of a slight adjustment of the pitch of the
blade. . .
Muck Bar. Described under Steel and Iron.
Mud Drum, Boiler. See BoILER MUD DRUM. *I
Mudhole. A handhole in the mud drum of boilers to
provide access for cleaning purposes. -
Muffler. See GAs ENGINE, MUFFLER. . -
Mullion. A member running parallel with the stiles
on a panel door used to receive the inner edges of the
panels where two or more panels are used.
Multiple Drill. See DRILLING MACHINE.
Multiple Punch. See PUNCH, MULTIPLE.
Mult-au-matic. An automatic machine designed for
boring, facing, turning or threading operations either
singly or in combination. i. t
Page 712, 713. -
Mushroom Anchor. See ANCHOR, Mushroom.
Mushroom Ventilator. A ventilator shaped like a
mushroom, and designed so that the air will be drawn
up under the overhanging umbrella of the mushroom
and thence into openings into the vertical pipe leading
down into the vessel. The object of the mushroom is
to permit access of , air but prevent access of water.
Page 673, 1053. " ; -
N
Natural Ventilation. See VENTILATION, NATURAL.
Nautical Mile. A distance approximately equal to
6,080 feet, or exactly one-sixtieth of a degree on the
equator. -
Naval Architect. Primarily, one responsible for the
design and alteration of ships or for the investigation
and carrying out of important projects in connection
there with.
Frequently he is charged with responsibility for the
maintenance of vessels in service, for valuation pro-
ceedings, for the construction of new vessels, etc.,
though these duties do not fall strictly within his
province. -
The Naval Architect is responsible for the strength,
stability, speed, trim and weight of the vessel in hand.
It is, therefore, necessary that he should have an ade-
87
NAV
SHIPBUILDING CYCLOPEDIA
OIL
quate knowledge of the principal items entering into
the vessel such as machinery, cargo, fittings, etc., al-
though he is concerned with the details of hull, fittings,
etc., only.
Naval Constructor. Primarily, one responsible for the
building and maintenance of ships or for the investi-
gation and carrying out of important projects in con-
nection there with.
He is sometimes charged with responsibility for the
design of new vessels and for the alteration of those
already in service. This is true in the United States
naval organization. -
The Naval Constructor is responsible for the proper
interpretation of plans and specifications, for the fabri-
cation of the vessel's structure, installation of fittings,
and testing of parts, systems and equipment in ac-
cordance with the specifications and the best practice
both as to general intent and as to detail.
Navigating Bridge. See BRIDGE, NAVIGATING.
Navigating or Flying Bridge. See BRIDGE, NAVIGATING.
Needle Valve. -
.Net Tonnage. See ToNNAGE, NET.
See VALVE, NEEDLE.
Netting. Nets made of either fiber or wire rope and
used as a covering for hawse pipes, chock openings,
etc., as landings in cage masts, and under spars in lieu
of foot-ropes.
Neutral Axis. Consider the cross section of a beam,
j girder, or ship which is stressed by bending. The ex-
treme fibers on one side are in compression while the
extreme fibers on the other side are in tension. At
some axis between them exists neither tension nor
compression. This is termed the neutral axis for the
section. The neutral axis passes through the center
of gravity of the section.
Neutral Equilibrium. See EQUILIBRIUM, NEUTRAL.
Newel Post. An ornamental upright pillar about which
winding stairs are formed.
Nibbing Plank. See PLANK, MARGIN.
Nickel. Described under Metals.
Nickel Steel. See STEEL AND IRoN.
Nicrome, Nickel-Chromium. Described under Metals.
Nigger Head. See GYPsy or WINCH HEAD.
Nipple. A piece of pipe, having an outside thread at
both ends, used for making pipe connections. Close
nipples are those that are threaded throughout. Short
nipples are those having a small amount of unthreaded
surface between the threaded ends.
Shoulder nipples are those having a shoulder be-
tween the two pipe threads.
Sub-nipples are those having different threads on
the ends.
Long nipples are those having a length of from 4
to 12 inches. &
Reducing or swaged nipples are those having one
end smaller in diameter than the other.
Non-Condensing Engine. See ENGINE, NoN-ConDENSING.
Non-return Valve. See VALVE, NoN-RETURN.
Nosing. The molding or part of the tread of a stair-
- case which projects over the riser.
Nozzle, Boiler. A fitting with a finished face and fitted
with stud bolts for the attachment of a pipe line to a
boiler. -
Nozzle, Turbine. See TURBINE Nozzle.
Numbers or Numerals, Longitudinal, Transverse or
Equipment. See LongitudinAL, TRANSvFRSE or
EQUIPMENT NUMBER.
. Nut Machine, Hot Press.
Nut of Propeller Shaft.
Nut Facing Machine. A machine designed to auto-
matically face and machine finish nuts.
A machine designed to auto-
matically heat and forge nuts from bar stock.
A nut attached to the after
end of a propeller shaft to prevent the propeller from
backing off.
Nut Tapper. A machine similar in design and opera-
tion to a drilling machine, provided with tools for
tapping the thread in nuts. Such machines are made
with single or multiple spindle.
O
Oakum. A substance made from soft vegetable fibre
such as hemp and jute impregnated with pine tar. It
is principally used for caulking the planking on wood
decks of steel vessels and for caulking all the planking
on wood ships where watertightness is desired. It is
also used for caulking around pipes.
Pages 825, 827. -
Oakum Spinners. Men who take the bulk oakum from
the bales and roll or spin it into a loose or soft rope,
called a thread, of the proper size to allow it to be
driven into the seams between the planks.
Office Wire. See ELECTRIC WIRE AND CABLE.
Offing. That distance out from shore which permits
the proper maneuvering of a vessel without danger of
her taking the ground or of encountering other
obstacles to her freedom of movement.
Offset. A term used by draftsmen and loftsmen for
ordinate to ship's curves. See Joggle, for its meaning
in structural work.
Ohm. A practical unit of electrical resistance. It rep-
resents the resistance of a column of pure mercury
106.3 cm. long, of uniform cross section and weighing
14,4521 gm. at 0° C.
Ohm's Law. The current in a direct current circuit
is proportional to the e. m. f. and inversely propor-
tional to the electrical resistance (i.e., the current is
equal to the voltage divided by the resistance).
Oil Burner. A device for vaporizing or atomizing oil
so that it burns like a gas. There are three general
types. The spray burner atomizes the oil by steam
or compressed air. The vapor burner converts the oil
into vapor before passing it into the furnace. The
mechanical burner atomizes the oil by high pressure
and by passing it through a small orifice.
Pages 988, 996. -
Oil Cooler, Lubricating. A device on the order of a
condenser, except that the cylinder is installed with its
axis vertical. Numerous brass tubes, through which
cold water circulates, pass between the top and bottom
tube sheets and the oil is cooled by coming in contact
with their cold surfaces. Baffles are generally in-
stalled compelling the oil to pass back and forth
among the cold tubes in travelling from the top to the
bottom.
Page 997. e
Oil, Creosote. An oil obtained by the redistillation of
crude tar which, in turn, is derived as a distillate in
the destructive distillation of wood.
Oil Forge. A forge in which oil is used as fuel. See
Forge.
Oil, Fuel. A heavy mineral oil used extensively in
place of coal for firing the boilers.
The advantages of oil fuel are as follows, viz:
87A
OIL
OXY
SHIPBUILDING CYCLOPEDIA
(a) Oil requires less bunker space than coal for a
given steaming radius.
(b) It can be carried in the double bottom and other
places where neither coal nor cargo can be stored.
(c) Bunkering can be effected with greater dispatch
and can be carried on in darkness or bad weather.
(d) The space usually given to coal can be occupied
by freight-paying cargo.
(e) It is not attended with dirt and other discom-
forts incident to coal bunkering.
(f) Labor and machinery are not required for
handling ashes.
(g) Oil fuel eliminates stoking, thus reducing the
size of the fireroom crew.
(h) It possesses greater thermal efficiency than coal
and reduces fuel costs.
(i) Uniform steam pressure is easily maintained,
thus insuring a steady rate of speed and reducing the
deterioration of furnaces and boilers resulting from
uneven temperatures. *
Oil Furnace. See FURNACE, OIL.
Oil, Hard Wood. Oil obtained from the tar of a hard-
wood by redistillation.
Oil, Pine. An oil, lighter than water, obtained by dis-
tillation from the crude resins and turpentine gathered
from the pine tree.
Oil Piping. See PIPING, OIL.
Oil, Pump. See PUMP, OIL.
Oil, Resin. An oil obtained from resin by redistillation
at high temperatures.
Oil Service Tank. In a lubricating oil system the tank
from which the oil feed pipes lead in supplying the
various journals, etc. In a fuel oil system the tank or
tanks from which oil is drawn direct to the burners.
Oil Tight Bulkhead. See BULKHEAD, OIL TIGHT.
Oiltight. Having the property of resisting the pas-
sage of oil. In shipwork this is accomplished by pack-
ing or calking after careful riveting of the joints.
Oilers. Members of a ship's engine room force who
attend to the lubrication of all parts of the engines.
Oiltight Bulkhead. See BULKHEAD, OILTIGHT.
Old Man. A piece of heavy bar iron bent to the form
of a “Z.” One leg of the “Z” is bolted to the material
that is to be drilled, and the drill top placed under the
other leg and adjusted so the “old man” holds the drill
against the material.
On Board. Aboard; in or on a ship, but having a dif-
ferent significance from “on deck” in that “on board”
applies to any location in or on the ship. as any of its
parts, while the term “on deck” is generally limited to
a location on the weather deck.
Deck. On the weather deck; frequently used to
imply “on duty.”
Open Bridge House.
weather at each end.
Open Hearth Steel. See STEEL AND IRoN.
Operating Engineers. See ENGINEERs, OPERATING.
Operating Gear, Turbine. See TURBINE OPERATING GEAR.
Ore Carrier. A vessel designed to carry ore in bulk
and similar in construction to a collier. See Coli.IER.
Orlop Beam Stringer. See STRINGER, ORLop BEAM.
Orlop Deck. See DEck, ORLoP.
Orlop Deck Stringer. See STRINGER, ORLoP DEck.
Orlop Deck Stringer Bar. See STRINGER, BAR.
Orlop Stringer. See STRINGER, ORLop. -
Oscillating Engine. . See ENGINE, OsCILLATING.
Oscillation. The roll of a ship from the extreme
On
A bridge house open to the
angular position on one end to the corresponding posi-
tion on the opposite side.
Oscillation, Arc of. The total angle swept through by
a ship in one oscillation. &
Oscillation, Period of. The time occupied by a ship
in performing one complete oscillation.
Pages 162, 163.
Outboard. Away from the center toward the outside;
without the hull.
Outboard Delivery Pipe. See PIPE, OUTBOARD DELIVERY
Outboard Profile. A plan representing the longitudinal
exterior of a vessel showing the starboard side of the
shell, all deck erections, masts, yards, rigging, rails, etc.
Pages 370 to 468. -
Outer Bearing. A term applied to the bearing on the
sponson supporting the outer end of the paddle wheel-
shaft. - -
Outer Keel. See KEEL, OUTER.
Outer Skin. See SKIN, OUTER. -
Outlet Cock. A cock or valve with a circular channel
through the valve stem arranged so that a clear open-
ing is obtained by 90 degrees rotation, located so as to
drain any receptacle.
Outermost Fibre. In calculating the strength of ves-
sels, that part of the vessel's strength girder which is
farthest away from the neutral axis of the strength
section.
Outrigger. A term applied to a small racing boat
having the oarlocks located on framework extending
beyond the sides.
Outriggers. A term applied to bars bolted to the outer
ends of the cross-trees on each side of a mast for the
purpose of spreading the stays to the topmasts.
Also applied to the upper mast tables which form a
support for the topping lifts operating the cargo booms.
Pages 320, 343.
Outside Plating. See SHELL PLATING.
Outside Strake. See Strake, OUTsIDE.
Oven, Bake. A commissary appliance used on board
ship for baking bread, pastries, etc. The oven proper
consists of one or more chambers externally heated,
electrically or by burning coal or fuel oil.
Pages 1095, 1096, 1098, 1099.
Oven, Core. An oven in which cores used in foundry
work are baked to insure their holding their form
while pouring the molten metal. -
Oven, Drying. An enclosure or room in which green
timber is seasoned by the application of dry heat for
a given period of time.
Overflow Pipe. A pipe fitted on a tank or compartment
to permit excess liquid to escape, thus preventing
undue pressure on the tank. -
Overhang. That portion of a vessel's bow or stern
which projects beyond a perpendicular at the water-
line. -
Overhaul. To repair or to put in proper condition as
to overhaul a tackle. t
Where two vessels are going in the same direction
and where one vessel is ahead of the other, the vessel
behind is said to be overhauling the vessel in the lead
when it is closing up the distance between the two by
going at a faster speed. -
Oxide of Iron. See PAINT.
Oxter Plate. See PLATE, OxTER.
Oxygen Compressor. See CoMPRESSOR, Ox YoeN.
Oxy-Hydrogen Torch. An apparatus through which
oxy-hydrogen gas flows and is ignited to burn away or
weld metal.
88
PAC - SHIPBUILDING CYCLOPEDIA PAI
P -
Pacific Iron. A fitting consisting of a Y-shaped piece
hinged to a bearing pin. The inner end of a cargo
boom is secured between the prongs of the Y and
the bearing pin is passed through a pad eye on the
mast, an eye on a mast ring or inserted through a
hole in a pedestal. The cargo boom can be raised
or lowered by means of the hinge and rotated by
means of the pin. Also called Gooseneck.
Pages 336, 337.
Packers. Men who fit lamp wicking, tarred felt or
other material between parts of the structure to insure
water or oil tightness.
Packet Bunkers. A ready service bunker of small di-
mensions.
Packing, Gland. Packing for use in a stuffing box and
against which the gland is forced.
* Packing material varies in character according to its
use.
Pages 1030, 1031.
Packing, Metallic. Metal rings fitted in cylinders,
cylinder stuffiing boxes, etc., also bronze or white metal
segments assembled in the form of an internal and
external cone, fitting into each other and held in place
by springs, thus floating them on the rod, to eliminate
friction.
Page 1030.
Pad Eye. A fitting having an eye integral with a plate
or base in order to distribute the strain over a greater
area and to provide ample means of securing. The
pad may have either a “worked” or a “shackle” eye or
more than one of either or both. The principal uses
of such a fitting is that it affords means for attaching
rigging, stoppers, blocks, and other movable or port-
able objects. Pad eyes are also known as lug pads,
the two terms being practically synonymous.
Paddle Beams. Athwartship supporting girder at each
end of the paddle box.
Paddle Box. A semicircular structure, placed at the
stern or one on each side of a vessel, for the purpose
of housing the paddle wheel.
Paddle Box Annex. A continuation of the paddle box
structure faired into the sides of the ship and generally
used for staterooms, toilets, etc.
Paddle Box Cabin. Staterooms or other living quarters
built into the prolongation of a paddle box.
Paddle Box Stays. Inclined struts running from the
planking or plating of a vessel to the sponson and spur
beams supporting a paddle box structure.
Paddle Wheel. A large wheel consisting of two or
more sets of arms and rims with radial boards or
floats attached to the outer ends of the arms and run-
ning between the rims. The floats may be fixed in
position, or feathered so that they enter and leave the
water at the most efficient angles.
Paddle Wheel, Feathered. A paddle wheel having
floats that are controlled by a mechanism so that they
enter and leave the water at the proper angle.
Paint. A viscous or plastic mixture of solids and liquid
applied in thin coats for protection or decoration or
both. Paint may be defined as a close union of solids
or pigments and liquids or binder.
Pages 802, 803, 804, 805, 806, 807.
The American Bureau of Shipping requires that
all steel or iron work should receive at least two coats
of good oil paint, and no outside steel work, such as
shell plating, etc., should be painted until shortly be-
fore the vessel is launched, in order that the removal
of the mill oxide or scale may be assisted by a full
exposure to the weather, during the construction of
the vessel. All faying surfaces throughout the struc-
ture of the vessel are to be well coated with red lead,
or other approved composition.
Aluminum Paint
Consists of a mixture of finely divided aluminum
powder and a special vehicle containing hard varnish
resin, raw linseed oil and turpentine. This paint has
very good heat resisting properties and when applied
to iron and subjected to a dull red heat is only
slightly affected.
Anti-Corrosive Ship's Bottom Paint
This paint is generally made of metallic zinc, zinc
oxide, shellac, alcohol, pine tar and turpentine and
is designed to insulate the metal in the anti-fouling
coat from the steel plating, preventing corrosion and
pitting. Anti-corrosive and anti-fouling ship's bottom
paints differ radically from oil paints in that the
vehicle portion consists of shellac, alcohol, and pine
tar solution. This produces a very rapid drying
paint which can be submerged a few hours after ap-
plication.
Anti-corrosive ship's bottom paint is designed to
prevent corrosion from electrolysis. This coat does
not offer resistance to the flow of electric current
but contains a metal which is electropositive to iron.
Electrolysis decomposes this metal and deposits it
on the steel hull. Insulation or protection from elec-
trolysis is not obtained by paint which offers resist-
ance to the flow of electric current since abrasion
and movement of the plates will prevent the main-
tenance of a continuous film necessary to prevent the
passage of current. A number of proprietary paints
are on the market and are reported as giving satis-
factory service, Anti-corrosive paint also provides
a solid base for the anti-fouling paint.
Anti-Fouling Ship's Bottom Paint
This paint is intended to prevent marine growth
from adhering to the underwater surface of the hull.
This is effected by the presence of a poisonous com-
pound in the film, usually mercuric oxide, copper
oxide, copper cyanide, etc. An efficient anti-fouling
paint is so designed that it will exfoliate, thereby
presenting new surfaces at regular intervals. In this
class falls the so-called copper paint for wooden
hulls. This paint usually contains a substantial per-
centage of copper oxide ground in a special vehicle.
Asphalt Solution
Is a viscous asphaltic solution in mineral spirits
or turpentine substitute and is applied to metal sur-
faces as a priming coat for the bituminous cements
and enamels. The enamel is solid and is applied hot,
ranging in thickness from 1/16" to 1/4". Asphaltic
compounds are specially prepared to resist fairly high
temperatures without running or sagging, and low
temperatures without being unduly brittle. Asphaltic
enamels made of a properly balanced mixture of as-
phalts or tars having various melting points and other
specific characteristics, admixed with rosin, Portland
cement and mineral spirits produce compositions
which have been found to give excellent service.
Bituminous compositions are usually applied to places
difficult of access upon completion of new construc-
tion and to bulkhead surfaces, shaft alleys, coal
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SHIPBUILDING CYCLOPEDIA PAI
bunkers, storage lockers, trimming tanks, drainage
tanks, gravity tanks, reserve feed water and ships'
fresh water tanks.
In the application of all bituminous mixtures or
compositions, great care should be taken to obtain
a clean dry surface. The bituminous or asphaltic
solution is applied with a brush and when nearly
dry a coat of the enamel or cement is applied hot.
The cement is usually applied to horizontal surfaces
and spread on to a minimum thickness of 34"; the
enamel applied to vertical surfaces is usually 1/16"
or 3%" in thickness.
Boottopping Paint
Boottopping paint is generally a mixture of zinc
oxide, lamp black and a special varnish. This paint
is applied at the waterline of steel vessels, and will
last for several months, whereas an ordinary oil paint
would be washed off or destroyed in a few days by
the alternate action of the water and the air. The
special varnish used in the preparation of boottop-
ping paint requires careful consideration and should
be tested for its suitability in the manufacture of
this type of paint. Tung oil varnishes are very water
resistant but have a tendency to thicken up or “liver”
when mixed or ground in zinc oxide.
Canvas Preservatives
White and tinted—is usually a mixture of crude
paraffine, paraffine oil, turpentine substitute and kero-
Sene; if a tinted preservative, is desired a quantity of
zinc oxide and sufficient tinting material to produce
the desired color is, added. This type of preservative
can, be applied by painting with a brush, spraying
with an air gun or by dipping the fabric.
Cork Paint
Known also as under cork, consists of varnish, a
Small quantity of linseed oil and drier and a good
grade of whiting. This mixture is painted on the
surface to be corked and allowed to become tacky.
Ground cork of fairly large grain is blown or pressed
on and the paint allowed to set hard. Cork paint
is usually applied to interior surfaces in living quar-
ters, store rooms, etc., which become chilled by the
conduction through the metal, and sweating occurs
due to the extremes in temperature; over the cork
the usual interior finishing paint is applied.
Deck Paint
This type of paint is usually prepared with spar
varnish, turpentine drier and coloring pigment, which
dries rapidly forming a hard water resisting coating.
Linoleum Cement
Is usually a mixture of shellac, crude rubber, whit-
ing, alcohol and gasoline and in some respects is
similar to certain brands of marine glue on the mar-
ket. This cement is used to bind the linoleum to
the deck or other surfaces without the use of fasten-
ing appliances. It is of such a character that it al-
lows the linoleum to spread without buckling or
injury.
Metallic Oxide of Iron Paints
Are dark in color, usually red or brown, and when
properly prepared are extremely durable. Red lead
or zinc chromate or both of these pigments when
added to an iron oxide base produces an excellent
metal preservative paint which will give service equal
to red lead. In connection with the application of
paints intended for use as metal preservatives, it will
readily be seen that an ordinary paint giving good
protective service on wood will not be satisfactory
to iron and steel, since the characters of the two
surfaces are entirely different, steel presenting a rela-
tively smooth, non-porous surface which makes it
necessary for the excess oil or other vehicle to harden
by oxidation or evaporation, whereas wood, having
many pores, absorbs the excess oil which amalga-
mates with the fibers of the wood forming an in-
separable bond. In this connection it is recommended
that skilled labor be employed for the application of
paint, and especially paint intended or designed for
metal surfaces. Many failures of paint can be traced
to careless handling or improper application,
Priming Paint
Red lead, free from coarse vitrified particles mixed
with pure linseed oil makes the best priming coat
for iron and steel. Consumers are cautioned, how-
ever, not to purchase or use red lead paste which
has been ground sufficiently long enough to over oxi-
dize the oil. When pure dry red lead (containing
a substantial amount of litharge as a natural con-
stituent) is mixed with pure raw linseed oil within
18 hours before application it can be applied to iron
and steel without the addition of a thinner or drier.
This practice is not recommended, however, since
the drying conditions usually encountered in marine
painting are not very favorable and the addition of
a thinnner and drier will enable the operator to apply
a thin uniform coat which will dry rapidly, forming
a very tenacious, hard, elastic weather resisting film.
Rust resisting or preservative coatings , are usually
dark in color, since the white pigments (basic car-
bonate, basic sulphate white lead and zinc oxide)
have certain physical and chemical characteristics
which make them unsatisfactory for priming paints
for iron and steel. -
Smoke Stack Paint
Smoke Stack Paint is usually made of zinc oxide,
white lead, litharge and Damar varnish thinned with
kerosene and a substantial amount of dryer added.
This paint is very resistant to high temperatures. An-
other type of smoke stack paint is made as follows:
white lead, silica, litharge, boiled linseed oil and
mineral spirits. This mixture is tinted to the desired
shade and applied in the usual manner.
Spar Varnish
It is pale in color, very rapid drying, water resist-
ant, elastic and durable; it is used to coat the “bright
work” of ships and due to its rapid drying qualities
it is frequently used on repair work. This varnish
brushed on a surface spread out to a very thin film.
which accounts for its rapid drying properties. It
is somewhat deficient in durabality, however, owing
to the thinness of the film.
Pigment
The solid portion of paint usually white lead, red
lead, oxide of zinc, oxide of iron, Van Dyke brown,
Venetian red, Indian red, vermilion, Prussian and
Chinese blue, ultramarine blue, blacks and lakes. In
addition to the above mentioned pigments, the fol-
lowing Extenders are used: Barytes, silica, Asbestine,
aluminum silicate, calcium carbonate, etc.
Extenders have specific value and are used to re-
89A
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SHIPBUILDING CYOLOPEDIA PAI
duce the spreading power and increase the thickness
of the paint film.
Pigments—Color
Color pigments are used for tinting the base pig-
ment and are usually as follows:
(a) Natural Earth Colors: Ochers, siennas, umbers,
metallic brown, Indian red and mineral blacks.
(b) Chemical colors: Prussian and Chinese blue,
lead chromate, chrome green, ultramarine blue,
vermilion, etc.
(c) Carbon blacks made by carbonizing animal and
vegetable substances.
Basic Carbonate—White Lead -
Corroded white lead was first commercially pro-
duced in the United States about 100 years ago. This
pigment is manufactured by two principal processes,
known as the Dutch process, or stack method, and
the chamber process, or quick method. The Dutch
process probably produces about 75 per cent. of the
corroded white lead used in the United States. Briefly
described, this method is as follows:
A series of clay pots surrounded with tan bark
and containing dilute acetic acid (vinegar) are filled
with discs of metallic lead. Carbonic acid from the
fermenting tan bark acts on the lead, converting it
into hydrated carbonate of lead. This process re-
quires about 90 days. In the Chamber process the
dilute acetic acid acts on the finely divided metallic
lead in the presence of carbon dioxide gas, producing
a white pigment similar in every respect to the Dutch
process white lead. This process requires from one
to two weeks.
Basic Sulphate—White Lead
Sublimed white lead or basic sulphate white lead
is obtained from Galena, a lead sulphide ore. The
mined ore is roasted and the fumes given off com-
bine with the oxygen of the air and form a white
powder. Basic sulphate white lead, a product of
sublimation, exceeds the basic carbonate in fineness.
It is considcred by some to be superior to basic car-
bonate white lead in that it is relatively non-poisonous
and resists the darkening action of sulphur gas to a
great extent.
Zinc Oxide
This pigment has been commercially used as a
paint pigment for a short time. It has, however, as-
sumed a very important position in the paint indus-
try and is a pigment of exceptional merit. Paints
containing zinc oxide in appreciable quantities dry
with a hard enamel-like surface, which is highly im-
pervious to water. It is therefore very desirable in
the manufacture of marine paints. In the manufac-
ture of zinc oxide, the mineral is first mixed with
powdered coal and spread on a bed of glowing coal.
Air is blown through the charge volatilizing the zinc
in the ore. This vapor is carried into the upper part
of the furnace and converted into oxide of zinc by
contact with the atmosphere. This oxide is drawn
through cooling pipes, being finally deposited as an
extremely fine powder in fabric bags.
Red Lead
This pigment is prepared by heating litharge to
approximately 700 degrees Fahr. in contact with the
air. It then takes up more oxygen and turns red.
The composition of red lead varies from 65 per cent.
(Pb,O.) to practically pure red lead, little or no
litharge being present. The latter type is more ex-
pensive to make and is therefore sold at a higher
price. Red lead is used extensively for the protection
of metal and is usually applied as a priming coat.
Venetian Red
A brick colored pigment in which the ferric oxide
content varies from 20 per cent. to 40 per cent., the
balance being calcium sulphate, also used in the manu-
facture of metal paints.
Indian Red
An earth pigment analyzing from 75 per cent to
90 per cent. (Fe2O3), the remainder being silica. Indian
red when mixed with pure raw linseed oil and drier
produces an excellent paint and tinting pigment.
Vermilion
A precipitated dye on a lithol barium or orange
mineral base used for striping and tinting purposes,
being one of the so-called permanent reds.
Sienna
This is a natural earth pigment, which contains as
high as 70% ferric oxide, the remainder being silicate
of aluminum, or clay. The best grades are obtained
from Italy, and are used largely for tinting purposes
and in the making of stains.
Unber
This is a natural earth pigment very much darker
than sienna. This pigment is obtainable in commer-
cial quantities in the United States, but the best grade
comes from the Isle of Cyprus. It is used for tinting
and staining purposes.
Ultramarine Blue
Ultramarine blue in its natural state (lapis-lazuli.)
is found in Tibet, Prussia, China and in the Andes of
South America. It is usually found in the form of
pebbles. This natural pigment is not used in the paint
industry on account of its harsh granular texture.
Artificial ultramarine blue is a chemical color and has
great tinting power, is soft in texture and relatively
Opaque.
Prussian or Chinese Blue
This is a dark blue pigment which is a ferro-cyanide
of iron and is prepared by chemical precipitation.
This blue cannot be used in the tinting of white lead
paints successfully. When Prussian blue is used for
tinting white lead paints, it is acted upon and a chemi-
cal change in its composition takes place.
Chrome Green
This color is a mixture of Prussian blue and Chrome
Yellow (lead chromate) and unless chemically pure
is found mixed with an inert base such as barytes.
Chrome green contains Prussian blue which under-
goes a chemical change when used for tinting white
lead paints. Salt atmosphere attacks chrome green
and bleaches it.
Chromium Oxide
This is a permanent green but is seldom used in the
manufacture of commercial paints. It is used in
special marine and railway paints and is unaffected by
salt atmosphere or the white lead pigments. It is used
on vessels in repainting the receptacle on which the
port light rests.
90
PAI SHIPBUILDING CYOLOPEDIA PAI
Lamp Black Raw Boiled
Lamp black is the condensed smoke of petroleum I. e (Max. (Min.) (Max.) (Min.)
oils and is considered one of the most permanent odine number . . . . 190 174 tº e G 178
Acid number . . . . . . 6 . . . . . . . 10 . . . . . . .
blacks used. e g
Saponification No... 192 189 198 185
Carbon Black - Unsaponifiable matter 1.5 . . . . . . . 1.5 . . . . . .
Carbon black is similar to lamp black in that it is Specific G r a v i t y
intensely black in color. Its staining power is very 15/15 tº e º e 8 & 9 tº g g tº e .937 ,932 .945 .937
great and due to its extreme fineness fairly large Refractive Index. . . . . 14085 1.479 1,488 1,479
almounts of pigment have a tendency to separate from
the paint and rise to the top of the liquid thereby
making it difficult to incorporate and produce a uni-
form tint.
Metallic Zinc
Metallic zinc used in the paint industry is in finely
divided form and is used in the manufacture of anti-
corrosive ship's bottom paint.
Shellac
Shellac is the exudation deposited by a lac bug; it is
soluble in alcohol and when cut in this solvent in
the proportion of 2% lbs. of gum shellac to one gal-
lon of alcohol a good working shellac varnish is pro-
duced. Shellac varnish is applied to furniture, and
to cover decks where the application of paint or var-
nish is not practical on account of the length of time
required in drying. The use of shellac on woodwork
exposed to the water is not recommended since the
heat of the sun's rays will soften shellac and form
blisters. -
Vehicle
The spreading medium or liquid portion of a paint
which combines or holds in close union the solids
or pigment portion. Linseed Oil is usually used as a
base to which is added turpentine mineral spirits (or
turpentine substitute) and a liquid drier.
Linseed Oil
Linseed Oil is obtained from the flaxseed, which
grows in practically all parts of the world. It is of
interest to know, however, that oil extracted from the
flaxseed from the various sources varies greatly in
quality. South American flaxseed produces a slow
drying oil which forms a relatively soft film; North
American flaxseed yields a higher percentage of oil,
which dries more rapidly, forming a very tough, elas-
tic, hard film. Oil obtained from India flaxseed varies
in its drying properties, but is more desirable than
South American oil and is generally preferred to
North American oil for varnish making, since it re-
sists discoloration on prolonged heating. At the
present time there is no substitute which will entirely
replace linseed oil, although quite a number of prepara-
tions are sold for this purpose. Some of these sub-
stitutes can be used as extenders of linseed oil. Since
the durability of paint depends largely upon the ve-
hicle it is very important to select the best materials
obtainable as this will prove to be economical.
Boiled Linseed Oil is obtained by heating pure
raw linseed oil to over 180 degrees C. with oxides of
lead and manganese until combination of the metals
is obtained. Boiled linseed oil manufactured as in-
dicated above dries rapidly, forming a hard, glossy-
film highly impervious to water and very durable.
The following tests are of value in determining the
purity of raw and boiled linseed oil.
Kettle Boiled Linseed Oil is not easily obtained
since it is necessary to use well-settled, perfectly
clear raw oil free from foots and suspended matter.
This type of boiled oil has been largely replaced by
the so-called “bung hole” boiled oil, which consists of
a small mixture of raw linseed oil and dryer. Other
oils occasionally used in the manufacture of paint
are :
Soya Bean Oil
This oil is obtained from the soya bean which is
readily cultivated in all parts of the United States.
It is a semi-drying oil but when treated with dryers
it dries rapidly. When mixed with linseed oil in the
proper proportion it has been found to give excellent
service.
Cotton Seed Oil
This oil has a very limited use in the manufacture
of paint.
Corn Oil
This oil is very slow drying and is used principally
in the making of paste colors.
Sunflower Seed Oil
This oil is very pale in color, dries rapidly and is
occasionally used in the manufacture of very pale, high
grade varnishes. It is more extensively used in the
preparation of artists' colors.
Menhaden Oil
This is a fish oil of light amber color and is ob-
tained by steaming and pressing “pogey” fish which
are caught in large quantities off the Atlantic Coast.
Menhaden oil possesses good drying properties and is
used to a large extent in the manufacture of low.
grade paints.
China Wood Oil
This oil is of light amber color and is obtained from
the tung nut. The raw oil has a peculiar, character-
istic odor, is very viscous and dries rapidly, producing
a fairly hard film with a frosted opaque surface. Heat
treated tung oil dries rapidly, forming a clear, hard
transparent film and is used as the base for a large
number of waterproof varnishes.
Perilla Oil
This oil is obtained from the small, round seed of a
plant growing extensively in China and Japan. The
oil is amber coſored, possesses a very pleasant odor
and its drying qualities are equal to linseed oil.
Poppy Seed Oil
This oil is considered next in quality to linseed,
being used for grinding artists' colors and for special
zinc oxide pastes. Poppy seed oil obtained from the
ripe seed is very light in color, spreads freely and
dries rapidly, and is said to resist darkening to a
greater extent than linseed oil.
91
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SHIPBUILDING CYCLOPEDIA
Turpentine
Turpentine is obtained from the pine tree by direct
or steam distillation of the sap collected from the
growing tree. Wood turpentine is produced by steam
distillation of finely cut or macerated pine wood. The
lower grades of wood turpentine have an objectionable,
sharp odor and are not desirable in the manufacture
of interior paints. Turpentine has a high oxidizing
value which causes the rapid drying of paints and
varnishes. Turpentine is used to reduce the consis-
tency of the oil paint so as to allow it to be spread
in thin fine coats.
Petroleum Spirits (Turpentine Substitute)
Petroleum spirits are produced from Pennsylvania
or Texas crude oil. High boiling petroleum spirits
have a wide use in the manufacture of paint and var-
nish and are interchangeable with, and can be used
in the same manner and for the same purposes as
turpentine.
Driers
In most cases the drying effect of the pigment is not
sufficient and liquid dryers are added to accelerate the
drying. The most commonly used dryers are com-
posed of lead, manganese and cobalt or a mixture of
these metals combined with pure linseed oil and a
hydrocarbon solvent.
Paint Gun. A pneumatic tool with which paint can be
sprayed by compressed air over the surface to be
coated.
Page 764.
Paint Sprayer. A device for the application of paint
by means of an air blast.
Page 764. -
Painter. A length of rope secured at the bow of a
small boat for use in towing or for making it fast. It
is sometimes termed a bow-fast.
Painters. Inside workmen who mix paint, also those
who paint, varnish and polish joiner work in the shop.
Outside, workmen who apply the paint aboard ship.
Pall, Pawl. A term applied to a short piece of metal
hinged to engage in a revolving mechanism for the
purpose of preventing recoil. Usually fitted to capstans,
winches and windlasses.
Palm. The fluke, or more exactly, the flat inner face
of the fluke, of an anchor; a sailmaker's protector for
the hand used when sewing canvas. It consists of a
strong canvas or leather strap to which is secured a
flat metal disc thimble to drive the needle through the
canvas; a flat surface at the extremity of a strut or
stanchion for attachment to plating, beam or other
structural member.
Panel. The part of a door or bulkhead, the edges of
which are inserted in the stiles and rails.
Panel, Flush. A panel, the surface of which is flush
with the surface of the stiles and rails.
Panel, Molded. A panel which is set in and the stiles
and rails projecting beyond the surface.
Panel, Raised. A panel, the surface of which projects
above the surface of the stiles and rails.
Panel Raiser. A wood working machine designed to
dress down the edges of the work so as to leave a
raised panel. -
The general design of this machine is similar to a
molding machine, the principal difference being a wider
table on account of the greater width of work.
Panting. The in and out vibrations of the frames and
plating. Most noticeable in the bow and stern.
Panting Beams. See BEAMs, PANTING.
Panting Stringer. See STRINGER, PANTING.
Parallel Middle Body. That portion of a vessel’s body
throughout the extent of which the cross sections re-
tain the same area and shape as the midship section.
Parbuckle. An improvised purchase used in hoisting
and lowering casks or other cylindrical objects where
a tackle or crane is not available.
The middle of a rope is secured above the object to
be hoisted or lowered, the two ends passed over and
under it and then brought back again. Hauling on
the two ends raises or lowers the object as desired.
This method is extensively used in handling shells
in the turrets of men-of-war. The shells being stowed
upright, base downward, on the turret floor are easily
parbuckled horizontally in the bight of a single rope.
Parcelling. Narrow widths of canvas which when
tarred are wound around ropes, following the lay and
overlapping in order to shed water.
The parcelling is applied after worming preparatory
to serving.
Parent Form. A ship's form from which a series of
forms are derived by the systematic variation of cer-
tain characteristic features.
Parrel. A rope or metal collar attached to a band on
either side of a yard near its middle and encircling
the mast. By this means the yard is attached to the
mast though allowed a vertical movement.
Part Double Bottom. Descriptive of a vessel which is
fitted with a double bottom extending throughout a
portion of her length only.
Partial Bulkhead. See BULKHEAD, PARTIAL.
Parting Strip, Window Frame. The narrow strip
fastened to the inside of the stiles for the purpose of
dividing the paths of the outer and inner sashes or
blinds.
Partner, Mast. See MAST PARTNER.
Partner Plate, Rudder. A term applied to plates fitted
around the rudder stock where it pierces a deck.
Passers. Usually boys who receive the heated rivets
from the heaters and deliver them to the holders-on.
Passing Tongs. Long handled tongs used by rivet
passers to handle the heated rivets. &
Pattern Makers. Workmen who fashion the wood
forms or patterns for the use of the foundrymen in
setting up molds. *
Inside pattern makers prepare those patterns which
can be made from plans such as machinery parts,
Outside pattern makers prepare patterns for those
castings which are to be fitted to the hull such as stems,
stern posts, and hawse pipes.
Pattern Makers' Lathe. See LATHE, Woodworkers’.
Paulin. See TARPAULIN.
Pawl. A small part or member of a mechanism used
to prevent overhauling. Pawls engaging ratchet
wheels are fitted on windlasses, capstans, etc.
Paying. A term applied to the operation of filling
the seams between planks, after the calking has been
inserted, with pitch, marine glue, etc. Also applied to
the operation of slackening away on rope or chain.
Peak. A term applied to the outer and upper end of a
gaff. -
Peak, Fore or After. The space at the extreme bow
or stern below the decks.
Peak, Purchase. A tackle applied to the peak halyards
to haul them taut and straighten the leech of the sail.
Peak Tank. A tank or tank space built into or formed
91A
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SHIPBUILDING CYOLOPEDIA
in the extreme forward or after lower portion of a
vessel's hull.
Pelican Hook. A type of quick releasing hook used at
the lower end of shrouds, boat gripes, etc.
Page 349.
Pelorus. A navigational instrument similar to a bin-
nacle and mariner's compass but without a magnetic
needle. The instrument is used for taking bearings,
especially when the object to be sighted is not visible
from the ship's compass. Also known as a Dumb
Compass.
Päge 1093.
Pendant. A length of rope usually having a thimble
or block spliced into the lower end for hooking on a
tackle, and when suspended from a masthead, yard, or
gaff, is known as a mast head pendant, brace pendant,
etc. See also Clear Hawse Pendant.
Pendants, Rudder. See RUDDER PENDANTs.
Perfect Fluid. A theoretical fluid without viscosity or
surface tension and incapable of internal friction or of
friction against any object.
Perilla Oil. See PAINT. <s
Period of Roll. The time occupied in performing one
double oscillation.
Pages 162, 163.
Permeability. The percentage of a given space which
can be occupied by water. The value of this factor
is of great importance in all considerations of the ef-
fect of damage upon floatability and stability.
Pages 233 to 236.
Permissible Length. That length of a vessel which
may be flooded without causing her to sink below the
margin line. º
Pages 233 to 236.
Perpendicular, After. See AFTER PERPENDICULAR.
Perpendicular, Forward. See Forward PERPENDICULAR.
Pet Cock. See Cock, PET.
Petroleum Spirits. See PAINT.
Photostat. A machine for making photographic repro-
ductions of tracings, blueprints, etc. The reproduction
may be to the same, a greater or a smaller scale. The
term is also applied to the photographic reductions
made on these machines.
Pages 695, 696.
Picklers.
bath in order to remove the mill scale preparatory to
laying out and working the material into the ship. .
ier. A structure of iron, wood, or concrete, resting
on piles built out into the water for use as a landing
place for vessels, pleasure resorts, etc.
Pig Iron. Iron cast in the form of a rough oblong or
bar. See STEEL and IRON.
Pigment. See PAINT.
ilaster. An ornamental column or false stanchion on
a light bulkhead. It usually extends out from the
º bulkhead for a distance of about one half its diameter.
ile. A pole or post generally of wood, though some-
times of metal or concrete, driven into the earth along
the bank or in the bed of a body of water for the
support or protection of bridges, piers, etc.
Pillar. A post constructed of wood or steel and used
as an intermediate support for girders and deck beams.
Also used as reinforcement under decks in the way of
guns and heavy foundations, thus helping to distribute
the load to the lower structural members.
Where a ship is fitted with one or more rows of
pillars supporting the deck beams it relieves the sides
Men who put steel plates through an acid
- Pilot House.
of the vessel and the brackets at the ends of the
beams of considerable stress. Also the size of the
deck beams can be materially reduced on account of
the shortened span.
In addition to the above, pillars serve to tie the
bottom and top of a ship together and are an efficient
aid against deformation of the bottom and sides.
Pillars may be constructed from tubes, pipes, solid
round bars, channel bars riveted back to back, four
angle bars riveted together, or of various built up
sections. Their size depends on whether they are
closely or widely spaced, their height, and the weight
to be carried. In figuring the weight to be carried
loads attached to the under side of the deck as in ships
carrying beef should be considered.
Closely spaced pillars give a more even distribution
of the load but are more or less in the way when
stowing the cargo. On the other hand they prevent,
to a certain extent, the shifting of cargo, and are
useful when erected on the center line in grain carriers
or where shifting boards are used.
Page 520.
Pillar, Built-up. A term applied to a column that is
constructed by riveting plates and shapes together.
Pillar Crane. See CRANE, PILLAR.
Pillar, Deck. A term applied to a pillar supporting a
deck. It is usually given the name of the deck that
it supports, as Upper or Main Deck Pillar.
Pillar Head. A term applied to the upper end of a
pillar.
Pillar Heel.
pillar.
Pillar, Hold. A column fitted in the hold of a ship
for the purpose of supporting the lowermost deck.
They are generally much longer and of greater sec-
tional area than the pillars fitted between decks.
Pillar, Middle Line. A term applied to a column
erected on the center line of the ship.
Pillar, Movable. A term applied to a portable pillar
that can be easily shifted.
Pillar, Pipe. A term applied to a column constructed
of piping or tubing.
Pillar, Portable. A term applied where the pillars
are removable. A disadvantage of this type of pillar
in a hold is, that if it is taken out while the cargo is
being stowed, that it is difficult to get back in the
proper position.
Pillar, Quarter. A term applied to a column fitted
from about one third to about one half the distance
from the center line to the side of a vessel and to
columns in the way of the sides of hatches.
Pillar Socket. A receptacle, usually a casting, for tak-
ing the end of a pillar. A common type consists of a
hollow cylindrical piece set up on and connected to a
flat base piece by triangular shaped webs.
Pillow. A block of timber used as a rest piece for the
lower end of a mast or the inner end of a bowsprit.
Pilot Bridge. See BRIDGE, NAVIGATING OR FLYING.
A house designed for navigational pur-
poses. It is usually located forward of the midship
section and so constructed as to command an unob-
structed view in all directions except directly aft along
the center line of the vessel where the smoke stack
usually interferes.
Pilot Lamp. See LAMP, PILOT.
Pin, Marking. A short piece of pipe of approximately
the same diameter as the rivet holes in a template.
A term applied to the lower end of a
92
PIN
PIP.
SHIPBUILDING.' CYCLOPEDIA
The pin is dipped in whiting and then thrust through
the holes in the template to mark their location on a
plate or shape.
Pintle, Heel. A term applied to the lower pintle.
Pintle, Locking. A term applied to a pintle having a
head turned on the bottom end to prevent the rudder
from unshipping.
It is well to place this pintle at the top so that the
rudder may be unshipped without dry docking, by trim-
ming the vessel by the bow. -
Pintles. A term applied to the pins or bolts which
hinge the rudder to the gudgeons on the stern post.
These pins are cylindrical in shape in the way of the
gudgeons up to the rudder lug. Through the rudder.
lug they are given a conical taper and above the lug
a thread is cut for a nut. The taper provides a
shoulder which, by tightening on the nut, firmly fixes
the pintle to the rudder lug.
It is to be noted that the weight of the rudder should
be carried by the rudder stock to a bearing above, and
that the pintles should serve as a hinge and as a
bearing only for the side pressure of the water. The
pintles are often fitted with a brass sleeve in the way
of the gudgeon which is provided with a white metal
bearing surface. The upper pintle sometimes has a
head turned on the bottom for the purpose of prevent-
ing the rudder from moving upward and unshipping
itself.
Page 577.
Pipe, Air. See AIR PIPES.
Pipe, Auxiliary Steam. A steam pipe leading from the
steam down to auxiliary engines.
Pipe Berths. See BERTH.
Pipe Bending Machine. A machine designed for bend-
ing pipe or conduit. Pipe bending machines are sim-
ilar to bending presses except that special dies are
used to suit the size of pipe being bent.
Pages 749, 765.
Pipe, Bilge Suction. A pipe leading from the well.
which collects bilge water, to the bilge pump.
Pipe Coverers. Workmen who fit the insulating ma-
terial on pipes. They also fit insulating material wher-
ever necessary, as on boilers and engines.
Pipe Covering. See INSULATION.
Pipe Cutting Machine. A machine designed for cutting
pipe. - -
Pipe Cutting and Threading Machine. A combination
machine designed for both cutting and threading pipe.
Pipe Cutting Tool. A tool consisting of a small cut-
ting disc working in a jaw and a spindle which is
turned by hand. The cutter is rotated by hand and
the disc fed forward by turning a handle on the end
of the spindle.
Page 773.
Pipe, Double Extra Heavy; Double Extra Strong. A
term applied to very thick pipe.
Pipe Down. The signal on board a naval ship for the
crew to sling their hammocks preparatory to retiring
for the night. Used as a slang phrase, meaning to stop
some annoying act. g
Pipe, Exhaust. Piping designed to carry exhaust steam
from the main engines and various auxiliaries to the
condenser or overboard. The materials used for ex-
haust piping and the advantages and disadvantages of
each are the same as for steam piping. -
Pipe, Extra Heavy; Extra Strong. A term applied to
a pipe having a thickness greater than standard but
less than double extra strong pipe. . . . .
Pipe Fitters. Workmen who fit and install the steam,
fresh and salt water mains and drainage pipes on ship-
board.
Pipe Fittings.
Page, 823.
Pipe, Jacket Steam. A pipe by which steam is led from
the main steam pipe to a steam jacket.
Pipe, Main Exhaust. The principal steam lead from
the engine to the atmosphere or condenser.
Pipe, Main Feed. A pipe by which water supplied by
the feed pump is led from the hot well to the boilers.
Pipe, Oil Lubricating. A small oil supply pipe leading
from a lubricator to some working part.
Pipe, Outboard Delivery. A term applied to the pipe
leading from the outboard delivery valve to the shell
or sea chest. .
Pipe, Sea Injection. A term applied to the pipe/lead-
ing from the sea chest to the outboard valve controlling
the intake of water,
Pipe, Smoke. See SMokE STAck. -
Pipe, Standard. A term applied to a pipe having a
thickness equal to the standard adopted by the
. . Wrought Pipe makers.
Pipe, Steam Escape or Waste. A pipe attached to and
leading nearly to the top of the smoke stack from the
upper deck. The steam from the safety valve is led
into this pipe and escapes through it into the atmos-
phere. ... ºr
Pipe Stocks and Dies. See DIE.
Pipe, Suction. A pipe connected to the suction side of
a pump and led to the compartment to be pumped.
Pipe Threading Machine. A machine for cutting thread
on pipe. There are two general types of pipe thread-
ing machines. The most common type is so arranged
that the pipe is revolved while the thread is cut by
stationary dies; with the other type, the pipe is held
stationary while the die head is revolved.
Page 773. - -
Pipe Vise. See VISE, HINGED PIPE.
Pipes, Scupper. See Scupper PIPEs. -
Piping. The American Bureau of Shipping requires
. . that the minimum thickness for steel pipes which have
to be bent, or to have screwed ends, is to be 3/16 of
an inch. 4
The thicknesses of steam and feed pipes are to be in
accordance with the following formulae:
See under particular fitting desired.
DXW -
T = —-H 1/16 for brazed copper pipes.
6,000
DXW -
T = — + 1/32 for solid-drawn copper pipes.
6,000
DXW.
T = + 96 for welded iron and steel pipes.
10,000
DXW -
T – + % for solid drawn steel pipes.
12,000
Where T = Thickness of pipe, in inches.
D = Internal diameter of pipe, in inchcs.
W = Working pressure, in lbs., per square
inch for steam pipes. - -
W = Boiler pressure, in lbs. per square inch
- × 1.2 for feed pipes.
Pipes having screwed flanges are to be screwed with
93
PIP
PIV
SHIPBUILDING CYOLOPEDIA
vanishing threads and the thread is not to extend be-
yond the back of the flange collar.
Main steam pipes are to have efficient provision for
expansion and are to be so arranged that water can-
not lodge in any part of them, or, if this be imprac-
ticable, so that they can be properly drained.
Auxiliary steam pipes which exceed 4 inches in
diameter, and all main and refrigerator machine steam
pipes, are to be tested by hydraulic pressure, in the
presence of the Surveyor, to at least twice the work-
ing pressure; boiler feed pipes are to be subjected to a
hydraulic pressure at least 20 per cent. greater than
is required for steam pipes.
- Page 1039. - -
Piping, Oil. Systems of piping for loading, discharg-
ing, supplying, transferring, etc., fuel, cargo and lubri-
cating oil.
Pages 442, 443, 444, 614 to 626.
S Plate XLVI.
Piping, Steam. Piping designed to carry live steam
from the boilers to the main engines and to the va-
rious steam driven auxiliaries.
The principal materials now in use for steam piping
are steel, wrought iron and copper.
Wrought iron and steel possess the advantages of
great tensile strength, and durability in service, but are
heavy and subject to corrosion. -
Copper possesses the advantages of ductility and
freedom from corrosion, but it is expensive, of rela-
tively low tensile strength, and likely to deteriorate in
service. - - - -
Pages 612, 613, 627 to 637, 643 to 649, 651 to 657.
Plates XLVII, XLVIII, XLIX, L. .
***
*
Piping System. Any system of pipes such as bilge
. . and ballast, steam and exhaust, water, sanitary, steam
heating and cargo and fuel oil systems that is installed
aboard a ship for conveying water, oil, steam, etc.
Pages 390, 391, 392, 393, 398, 399, 400, 401.
Plates XII.
Piping, Water. Systems of piping installed aboard ship
for supplying, draining and transferring fresh and salt
water. The sanitary, bilge and ballast, fire, condenser
. . circulating and feed water systems, etc., come under
this head. * * *
Pages 600 to 605, 610, 611, 643, 644, 645, 646, 647, 649,
650, 651, 654, 655, 658, 659. -
Plates XLIII, XLIV, XLIX, L.
Piragua. A term applied to a large canoe-shaped boat
used by the Indians. Made by hollowing out a log.
Piston. The movable part upon which the steam in
the cylinder exerts its pressure to produce rectilinear
motion in alternate directions. It consists in general
of a central disc with a heavy circumferential portion
for the reception of the piston rings and a central
bcss to take the shouldered end of the piston rod.
There are numerous forms of piston, each depend-
ing upon the working coniitions contemplated. The
requirements to be met may, however, be broadly
stated as follows: (1) Strength sufficient to support
the load due to the steam pressure and hold the end
of the piston rod rigidly; (2) Type such as to permit
easy passage up and down the cylinder without steam
leakage and sufficiently robust to insure against
failure under ordinary working conditions; (3) With
round circumference sufficient to prevent undue wear
on the walls of the cylinder barrel.
Piston, Gas Engine. See Gas ENGINE Piston.
Piston or Packing Rings. Rings fitted into annular
channels in the cylindrical surface of the piston and
designed to secure steam tightness between piston and
cylinder barrel. They are turned from cast iron to a
diameter somewhat in excess of the cylinder bore. A
piece of sufficient length to permit their entrance into
the cylinder bore is cut out. This gives the rings a
tendency to spring out against the cylinder barrel.
Piston rings in marine engine practice are generally
two in number and the cuts referred to above are
placed at different points on the circumference so as to
prevent the direct passage of steam through the open-
ings. In addition a tongue piece is attached to the
ring so as to overlap the cut.
In large cylinders it is customary to back the piston
rings internally by heavy steel springs.
The corners of piston rings are chamfered to pre-
vent damage to the cylinder walls. - -
In order to prevent actual contact between the
piston circumference and the cylinder wall the piston
is turned somewhat smaller than the bore of the
cylinder. *
A follower plate, sometimes known as a junk ring,
is fitted to the piston by means of bolts working into
nuts so that the springs may be easily examined and
replaced as necessary. -
Modern practice favors the conical form of piston
on account of the saving of weight effected by reason
of the strength of this shape.
Piston Rod. That member which, being at one end
securely attached to the piston, transmits the motion
of the piston to the other moving parts of the engine.
The piston rod projects through the cylinder stuffing
box and terminates at its lower end in the cross head.
It is a cylindrical rod designed to meet the following
general requirements: Sufficient strength and stiffness
to take the load imposed by the piston, this load being
alternately compressive and tensile. Properly shaped
to take the piston and crossheads at its ends; Uniform
shape or size throughout in order to preserve steam
tightness at the stuffing box. - -
Piston Valve. See VALve, Piston.
Pitch. A term applied to the distance a propeller
will advance during one revolution, the distance be-
tween centers of the teeth of a gear wheel, the spacing
of rivets, etc.
Pitch Chain. See SPROCKET CHAIN.
Pitch, Coal Tar. The residue obtained from the re-
distillation of coal tar.
Pitch, Hard Wood. The residue obtained by the redis-
tillation of a hard wood tar. -
Pitch, Pine. The black or dark-colored viscous residue
from the distillation of resin oil or the residue after
distilling the oils from crude pine tar.
Pitch Pockets. A pitch pocket is an accumulation of
pitch occurring between the annular growth at any
place in the timber.
Pitch, Propeller. See Propeller, Pitch.
Pitch of Rivets. See RIVET SPACING.
Pitching. The alternate rising and falling motion of
a vessel's bow in a nearly vertical plane as she meets
the crests and troughs of the waves.
Pitting. The rapid corrosion of iron and steel in cer-
tain spots, thereby producing small indentations.
Pitting, Boiler. See BoILER PITTING. .
Pivoting Point. That point during the progress of a
vessel's launch at which the moment of buoyancy about
93A
PLA
PLA.
SHIPBUILDING CYCLOPEDIA
-*
the fore poppets becomes equal to the moment of the
vessel's weight. At this point the stern begins to lift
the vessel pivoting about the fore poppet.
Plain-laid Rope. See RoPE, PLAIN-LAID.
Plan Lines. See LINES, PLAN. * *
Plane of Flotation. The water plane at which a vessel
is floating.
Planer. A machine used principally for the production
of flat or plane surfaces on metals. Shapers and
slotting machines are included in the general definition
for planers but a planer is usually considered as a
machine in which the platen slides back and forth
on the bed in V-shaped grooves or ways which cause
it to move in a straight line. While the reciprocating
movement takes place, the work, which is clamped
to the platen, is planed by one or more tools held
in position by clamps attached to the tool blocks.
Each tool remains stationary while cutting, and, when
the platen is near the end of the return stroke, the
tool head and tool feed sufficiently for taking a new
Cut. *
Pages 714, 737.
Planer, Closed Slide. See PLANER.
Planer Hands. Men who operate planing machines.
Planer, Open Side. A planer which has one side open
to allow for planing work that is too wide to go in
an ordinary planer. -
In this machine an overhanging arm, which takes
the place of the usual cross rail, is carried by a single
upright or housing.
Planer, Plate Edge. A machine used to plane the edges
º of plates. This type of planer is so designed that the
tool moves against the work, the work being held
by hydraulic, pneumatic or screw clamps.
Pages 738, 741.
Planer Traveling Head. A plane in which the works
remain stationary, the cutter travelling back and forth.
Page 721. *
Planer, Wood. A machine designed to dress or plane
wood. The table of the machine is divided and a
rotating shaft, carrying the knives or cutters, is
carried between the two halves of the table. The
portion of the table on the side from which the work
is fed is adjustable for regulating the depth of cut
while the other portion is fixed in a plane tangent to
the cutting edge of the knives. Rollers are usually
provided for regulating the size of the finished work
and holding the work securely in position to insure
a smooth true surface. . . . . -
Planer, Wood. Portable. A wood planing machine,
power operated, used for dressing down wood decks.
Usually built in the form of an inverted planer
carried on four small wheels and fittted with handles
for rolling along a deck. The knives are adjustable
in a vertical direction for varying the depth of the
cut. These machines usually are built with knives
, about 18" long. . . . . -
Portable wood planing machines are also used for
smoothing and fairing up the bottom of wood ves-
sels. This style is usually, about the size of a car-
penter's smoothing plane and the knives are generally
operated by a small electric motor. tº
Planing Mill Exhauster. See ExHAUSTER, PLANING Mill.
Plank, Margin or Nibbing. The extreme outer plank
of a wood deck generally fitted just inboard of the
* waterways and sometimes notched out to receive the
ends of the deck planks. Also placed around the out-
Plate, Face. See FACE Park.
Plate, Oxter.
side of coaming of hatches, and around manhole
frames where wood decks are fitted.
Planking. A term applied to wood decks and to the
outside planking in wood or composite ships.
Planking, Bottom. A term applied to the outside plank-
ing between the garboard plank and the side planking.
Planks, Parting. The centerline planks of the deck
near the bow.
Planksheer. A term applied to the plank fitted hori-
zontally on top of the sheerstrake in wooden vessels. It
generally has a rounded edge on the outboard side
projecting a little beyond the planking and giving a
finished appearance to the vessel.
Plastering Trowel. A flat diamond-shaped trowel used
to handle plaster or cement. -
Plate. Steel or other metal rolled or cast into form
such that it has in general a constant thickness which
is small relative to its length and breadth.
In ship work mild steel plates cut to proper form
are used for the shell, decks and bulkheads.
Plate is generally referred to by thickness only
(either pounds per square foot or fraction of an inch).
Plate, Apron. A plate fitted in continuation of the
shell plating above the forecastle sheerstrake at the
stem. These plates are sometimes fitted, one on each
side of the stem, and serve as a foundation for the
bow mooring pipes. -
Plate, Bolted, Portable or Detachable. A plate fitted
to a deck, tank top or bulkhead with bolts permitting
its removal. These plates are used for the purpose of
preserving water-tightness and at the same time pro-
viding for occasional access.
Plate, Boss. A term applied to the plate fitted around
the boss of a propeller post or around the curved
frames in way of stern tubes. These plates usually
require furnacing and are thicker than the adjoining
plating.
Plate, Bow. Any shell plate fitted in the bow of a
ship.
Plate Bracket. See BRACKET, PLATE.
Plate, Butt. A plate used for end connections between
the ends of planking on a composite ship.
Plate Castors. See Castors, PLATE. .
Plate, Doubling. A term applied where an extra plate
is fitted over the regular plating either for extra
strength or to compensate for openings in the struc-
ture.
re; -
Plate, Flanged. A term applied where one or more
edges of a plate are bent over to more or less of an
angle. It also applies where an aperture is made in a
plate with its edges stiffened by bending them at right
angles to the plate. -
Plate Furnace. See FURNAcE, PLATE. *
Plate, Furnaced. A plate that requires heating in
order to mold it into shape. The most common types
are the oxter and boss, plates. . The work is done by
making a template or bed to the shape required, then
heating the plate and quickly pulling it on to the
template or bed, where it is hammered into shape.
Plate, Garboard. Any plate in a garboard strake.
See STRAKE, GARBOARD. -
Plate Keel. See KEEL, FLAT PLATE.
Plate, Margin. See MARGIN PLATÉ. f
The plate that is riveted to the stern
frame immediately below or on the transom. On
account of the shape of the ship at this point it usually
94
PLA SHIPBUILDING CYOLOPEDIA - PLA
requires furnacing and molding into shape. The oxter
plate is given extra thickness to compensate for the
stretching and heating necessary in bringing it to shape.
Plate, Rider. See RIDER PLATE.
Plate Scarphing Machine. A machine for scarphing
or tapering the corner of a plate. Shell plates are
often scarphed where a seam crosses a butt lap to
reduce the thickness of metal that the rivets penetrate
and make a better job for water-tightness.
Plate, Sheerstrake. A plate forming part of a sheer-
strake.
Plate, Stealer. A term applied to a plate taking the
end of a drop strake or a plate combining two strakes
into one. Stealer plates occur at the bow and stern,
where the narrowing girth compels a reduction in the
number of strakes.
Plate Straightener. A workman who removes from
sheet metal any kinks, bumps or bulges so they will
present a smooth even surface.
Plate, Stringer. See STRINGER PLATE.
Plate, Swash. See Swash PLATE.
Plate, Tuck. A flat plate riveted to the arch piece and
stern post of a stern frame, and having its forward
edge flanged out to take the stern plating. It is advan-
tageous when the propeller aperture is low, making
the sides of the ship above the arch piece approxi-
mately flat.
Plate, Web. A wide girder plate as in a web frame
or hatch beam. Angle bars are usually fitted on each
edge.
Plate, wood. The horizontal timbers which are fitted
above the studding and which run parallel with the
sill forming a part of the framing of a deck house.
Platen. A work bench or table the upper surface of
which lies in a true plane, -
Plates, Intercostal. The plates in an intercostal mem-
ber. Where the plates are cut and attached to each
continuous structural member that lies in their path.
The continuous members are usually at or nearly at
right angles to the intercostal members, and in order
to pass each other one or the other of the girders must
be composed of a range of short plates attached by
angle bars or other means to the continuous members.
Platform, Deck. See Deck, PLATFoRM. - .
Plating, Clinker System. Where the edges of outside
... plating form lap joints so that one edge of a plate is
inside while the other is outside. In this case tapered
frame liners are used. -
Plating, Flush System. Where the edges of the out-
side plating form butt joints so that a flush surface is
formed. The connections between plates are made by
seam straps and butt straps. -
*lating, In and Out System. Where the edges of the
- outside plating form lap joints so that both edges of
the plates are alternately inside and outside. In order
to do this, the frames have to be joggled in the way
of the outside strakes or, frame liners of the thickness
of the plating have to be fitted between the frames and
outside strakes. -
Plating, Rounded Gunwale. Plates bent to fit a
rounded gunwale and connecting the side and deck
plating.
Plating, Shell. The plating forming the outer skin
of a vessel. In addition to keeping the water out of
the hold, it contributes largely to the strength of the
vessel. . -
Pages 478,479. Plates XXXIII, XXXIV.
The American Bureau of Shipping requires that all
the thickness of shell plating shall be in accordance
with their rules and tables.
The American Bureau of Shipping requires that
butts are to be arranged so as to provide the best pos-
sible shift; and in no case is there to be less than two
frame spaces between butts in adjoining strakes
within the midship three-fourths length. The width
of plates having a length of 14 feet should not exceed
52 inches, the maxima for longer plates may be taken
at the rate of 1.5 inches addition to the 52-inch width
for each addition of 1 foot to 14 feet length; the
length is to be taken between butts or centers of end-
laps. Plates situated between the extreme ends of the
Vessel are to be at least six frame spaces in length.
Breaks in Vessels having partial superstructures are
to be specially strengthened in order to avoid local in-
creases in stress at the breaks. The sheerstrake,
stringer plate and topside strake at the lower level are
to be extended well into the superstructure and local
doubling plates fitted if necessary; the sheerstrake and
topside strake at the higher level are to be increased
in thickness at the break; they are to extend well be-
yond the superstructure in such fashion as to provide
a long and gradual taper from Strength Deck to
Strength Deck; the - upper Strength Deck stringer
plate and gunwale angle are to extend well beyond the
superstructure, following the line of the taper in the
topside plating and being gradually tapered into it;
the seam riveting in the neighborhood is to be based
upon the requirements for butt riveting at ends.
Gangways, large freeing ports, and other openings in
bulwarks are to be kept well clear of breaks and any
holes which must unavoidably be cut in topside plat-
ing which forms part of a bulwark are to be circular
or oval in form. , sº
Gunwale Angles are to be of the thickness of the
Strength Deck stringer plates and are to have flanges
of not less width than given in Table 15, American
Bureau of Shipping Rules; at the ends of detached
superstructures the size of the flanges of Strength
Deck gunwale angles, is to be increased or the angle
doubled where necessary so that rivet area may be
proportional to that required for seam riveting in
this neighborhood. Butts of gunwale angles are not to
be covered by bosom pieces but compensating angles
are to be fitted below the stringer plate; similar com-
pensation is to be provided where scuppers are cut in
the gunwale angle. *
Boss Plates and heel plates on stern frames and
stern posts, are not to be less in thickness than given
in Table 2, American Bureau of Shipping Rules for
ends of plate keels; the after hood plating on stern
frames is not to be less than the Table thickness for
side plating amidship; the plating of spectacle bossing,
clear of the actual boss plates, is to be at least 10 per
cent. thicker than is permitted for shell plates at ends.
Compensation is to be made where necessary for
holes in shell plates where the effective sectional area.
is less than 80 per cent. of the solid plate. Holes for
inlet and discharge valves are to have rounded cor-
ners; where the valve chests of suitable form are
made of steel, further compensation may not be re-
quired. Openings in the shell plating for coal ports,
gangways, etc., are to have well rounded corners;
local provision is to be made to avoid changes in
stress and to maintain the longitudinal and transverse
*-g
95.
PLA
POR
SHIPBUILDING CYOLOPEDIA
strength of the hull unimpaired; details of the pro-
posed arrangements are to be submitted for approval.
Moldings on shell and Superstructure side plating
are to be solid and are to be made thoroughly water-
tight. -
Plating, Side. See SIDE PLATING.
Plating Stern. The shell or outside plating covering
the stern frames. -
Plating, Tank Top. The plating forming the top of
the double bottom. It is fitted to the tops of the floor
plates, longitudinals and center keelson, and makes a
complete inner skin extending over the bottom and
sometimes up the sides of a vessel.
Pages 384, 385, 484. Plates XXXV, XXXVI.
Platinum. Described under Metals.
Plimsoll Mark. A mark stencilled in and painted on
the side of a vessel designating the depth to which
the ship may be loaded. Lord Plimsoll originated
the idea of so marking vessels.
Page 232.
Plough Steel Rope. See RoPE, PLough STEEL
Plug, Fusible. See FUSIBLE PLUG.
Plug, Watertight Electric. An electric device for con-
necting an extension circuit with the main circuit and
so arranged that the connection is watertight.
Page 1071.
Plugs, Drain Hole. Plugs sometimes of wood but
usually of special design with screwed ends for clos-
ing drains from tanks and other compartments.
Plumber Block, See SPRING BEARINGs.
Plumbers. Workmen who install the water closets,
urinals, baths, lavatories and other sanitary fixtures
and their connections to the mains installed by the
pipe fitters.
Pneumatic Accumulator.
MATIC.
Pneumatic Calking Tools. See Tools, PNEUMATIC CALK-
ING.
Pneumatic Drill. See DRILLING MACHINE.
Pneumatic Hammer. See HAMMER, PNEUMATIC.
Pneumatic Hoist. A hoist actuated by compressed air.
A direct hoist may consist of a cylinder in which a
piston travels up and down lifting the weight by means
of a piston rod. A compact and more powerful type
consists of cylinders actuating the hoist through gears.
Steam can be used as well as air.
Pages 783, 787.
Pneumatic Power Hammer. See HAMMER.
Pneumatic Riveter. See RiveTING MACHINE, and RIVET-
ING HAMMER, PNEU MATIC.
Pointing Trowel. A flat light trowel used by brick-
layers to place the mortar or cement.
Pole Mast. A term applied where the lower and top-
mast is in one piece. -
Pontoon. A scow-shaped boat used in connection with
engineering and military operations for the trans-
portation of men and equipment or for the construc-
tion of bridges, etc. -
The term is sometimes applied to cylindrical air-
tight floats and ordinary scows used in salvage op-
erations.
Pentoon. A large boat of especial design generally
used in connection with military operations for the
support of temporary bridges.
Poop Bulkhead. See BULKHEAD, Poop.
Poop Deck. See DEck, Poop.
Pöop Deck Stringer. See STRINGER, Poop DEck.
Poop Deck Stringer Bar. See STRINGER, BAR.
See ACCUMULATOR, PNEU-
Poop Gunwale. See GUN walE, Poop.
Poop Sheerstrake. The strake of outside plating ad-
jacent to the poop deck.
Poop or Poop House Frame. See FRAME, Poop or Poop
House.
Pooped. A term descriptive of a vessel which has
shipped a wave over the stern.
Poppy Seed Oil. See PAINT.
Port. An opening in the plating or planking of a
vessel for the purpose of providing access for passen-
gers, loading and discharging cargo, taking on coal,
discharging ashes and water, etc.
Port, Air. An opening in the side or deck house of
a vessel, usually round in shape, and fitted with a
hinged frame in which a thick glass light is secured.
The purpose of the air port is to provide light and
ventilation to the interior. See also FIXED LIGHTS.
Pages 1055, 1103. -
Port, Ballast. An opening in the side of a vessel
provided for the purpose of loading and unloading
ballast. A watertight cover or door should be pro-
vided. -
Port, Bar. A strongback fitted on the inside of a
port to hold the cover or door in position.
Port, Bow. An opening cut in the bow plating or
planking to provide means of loading long timbers,
piles, rails, etc. This opening must have a water-
tight cover as it is constantly under the pressure of
head seas. - -
Port, Bulwark. The American Bureau of Shipping re-
quires that freeing ports of ample area are to be pro-
vided in all bulwarks enclosing wells; it is recom-
mended that open rail gangways be adopted as a means
of rapidly freeing the wells from large bodies of water,
and that the freeing area should be about 5 per cent.
of the bulwark area, taking 5 feet as the greatest
height that need be considered. It is also recommended
that freeing ports be made not more than 9 inches
deep and left uncovered by doors; they should be
cut immediately above the gunwale angle and have
rounded ends. If doors are fitted they are to have
strong hinges with brass pins; there should be no
fittings for keeping the doors closed; large ports are to
be protected by strong bars not more than 9 inches
apart. -
Port, Bulwark, Clearing or Freeing. A rectangular
or oval opening in the bulwark just above the deck.
These ports are necessary when seas break over the
deck so that the ship can clear itself quickly. As
these openings are about the size of a manhole, rods
or bars are generally fitted across them. Flap doors
are sometimes fitted on the outside hinging outboard.
Port, Cargo. An opening in the side plating or plank-
ing provided with a watertight cover or door and
used for loading and unloading cargo.
Port, Coaling. An opening in the side of a vessel
provided with a watertight cover used for loading
coal aboard a vessel.
Port Flap or Lid. A cover or door hinged over a port
so that it can only open outboard.
Port Frame. A term applied to the bars fitted around
the edges of a port to compensate for the aperture
and to hold the opening in shape.
Port, Gangway. An opening in the side plating,
planking or bulwark for the purpose of providing
access through which people may board or leave the
ship or through which cargo may be handled.
95A
POR
PRO
SHIPBUILDING CYCLOPEDIA
Port, Hawser. An opening in the bulwark through
which a hawser may be passed.
Port Lid. A cover hinged on the inboard side of an
air port. It can be closed when the glass in the air
port is broken or in danger of being broken.
Port, Raft. See Port, Bow or STERN.
Port Side. That side of a vessel to the left hand
when looking from the stern toward the bow.
Port Sills.
Port, Stern. An opening in the stern plating or plank-
ing to provide means of loading long timbers, piles,
rails, etc. This opening must have a watertight
COver.
Port the Helm. A term originally applied to the
operation of putting the tiller over to the left or port
side, causing the rudder and ship to turn to the right
or starboard. The operation of turning a steering
wheel to port may cause the vessel to turn to either
the right or left according to whether the leads are
open or crossed or otherwise mechanically arranged.
Different localities and countries and also different
branches of the marine in the same locality have their
own rules as to whether the ship turns with or against
the wheel. Thus an order to port the helm on a vessel
plying the inland waters or harbors or on the ship of
a foreign country might be interpreted in the opposite
direction from the same orders issued on board our
deep sea and naval vessels.
Portable Countersinking Machine.
ING MACHINE, PortABLE.
Portable Hand Bending Machine.
MACHINE, PortABLE.
Portable Pillars. See PILLARs, PortABLE.
Portable Scarphing Machine. A scarphing machine
designed to permit its being moved around to suit
the work instead of requiring the work to be brought
to the machine.
Post Crane. See CRANE, PILLAR.
Post, Propeller.
Post, Stern.
Power Cable.
Power Factor. The ratio of the electric power in
Watts to the apparent power in volt amperes in an
alternating current circuit.
Power Forging Hammer. See HAMMER, PoweR FORGING.
The horizontal members of a port frame.
See CountERSIN K-
See HAND BENDING
See PROPELLER Post.
See Stern Post.
See ELECTRIC WIRE AND CABLE.
Precession. See GyroscoPE.
Press. A machine designed to exert pressure on a
given area for purposes such as drawing, embossing,
trimming, punching, forging, etc.
Press, Bending. A vertical press with two supports
located below and equi-distant each side of a pressing
head. Used for bending or straightening bars, shafts,
pipes, etc. -
Horizontal types of bending presses are also used.
See BULLDozer.
Press, Cold. See BULLDozer.
Press, Embossing. A machine designed to produce
raised figures or letters on name plates, label plates,
etc.
Press, Flanging. A press for flanging plate metal. The
flanging may be done hot or cold.
Page 751.
Press, Forcing. A press designed to force one part
into another. A valve seat press is a press of that
type.
Page 749.
Press, Forging. See ForgiNG MACHI.E.
Press, Hydraulic Joggling. A hydraulic machine de-
signed for joggling, or crimping, or offsetting struc-
tural shapes. Forms or dies are set in the machine
and a shape is pressed into the desired offset by a
T3 III.
It is possible to joggle plates in a press but this
is not desirable because the machine can only joggle
a small portion at a time, necessitating the joggling
of a plate edge in bites. Plates are usually joggled
in a joggling machine. See JOGGLING MACHINE.
Press, Inclinable. A press designed to be used in a
vertical or inclined position.
Pressure Gage Glass. The glass forming a cover over
the face of a pressure gage.
Pressure, Hydrostatic. Pressure induced by a liquid.
Usually hydrostatic pressure is due to and in direct
proportion to the difference in elevation between the
free surface of the liquid and the point at which the
pressure is indicated, the difference in atmospheric
pressure at the two points being neglected. The dif-
ference in atmospheric pressure may, however, be ap-
preciable, especially in cases of enclosed vessels in
which the pressure may be increased by mechanical
means. Hydrostatic pressure may be measured in
pounds per square foot, but is also often measured in
“feet” or “inches of water” or “inches of mercury,”
in which cases a pressure is signified equal to the pres-
sure induced by a column of water (or mercury)
of the stated height. One foot head of water is
equivalent to 62.4 pounds per square foot or 43 pounds
per square inch.
Preventer. A supernumerary member, such as a stay,
shroud, or any rope, chain, etc., whose only function
is to assist or be substituted for another when under
unusual stress or when damaged or lost.
Preventer Bolts. Bolts used to secure the preventer
plates.
Preventer Plates. Metal plates secured to the lower
ends of the chain plates in large sailing vessels to as-
sist in taking the stress. -
Preventer Stay, or Preventer Backstay. An additional
stay so secured as to be easily slacked away to allow
a boom to swing around. Usually attached to the
deck on or near the center line. *
Pricker. A cone shaped tool used to make holes in
canvas or to spread eyelet holes for working.
Primary Battery. See BATTERY, ELECTRIC PRIMARY.
Priming, Boiler. See BoILER PRIMING.
Priming Paint. See PAINT.
Prismatic Coefficient. See CoEFFICIENt, LongitudINAL.
Profile Plan. See LINES PLAN.
Progressman. A man assigned to follow up work in
a shipyard and make reports concerning the progress
of the same.
Pages 279, 285, 290.
Progressive Rupture. A rupture or break which starts.
at the point of maximum unit stress and then spreads
with the recurrence of the strain. Progressive rupture
may occur in such members as plates which are
stressed to rupture at one point only. When failure.
96
PRO
PRO
SHIPBUILDING CYOLOPEDIA
occurs at this point the total stress is then perforce
concentrated over a smaller area of cross section
which naturally increases the unit stress resulting.
Progressive Speed Trials. A series of speed trials
over a measured course, successive trials being run at
varying speeds. For each run the time is recorded,
and this, with suitable data (revolutions, horse power,
etc.) obtained regarding the machinery, makes possible
the relating of the horse power required to the speed
obtained. Generally complete data relative to machin-
ery performance is obtained and recorded for use in
the form of curves.
Promenade Deck. See DECK, ProMENADE.
Promenade Deck Stringer.
DECK.
Promenade Deck Stringer Bar. See STRINGER, BAR.
Pro-Metacenter. A term used by some authors to
designate a point on the metacentric involute directly
above the center of buoyancy for any inclined position
of the vessel.
Proof Strain. The test load applied to anchors, chain
or other parts, fittings or structure to demonstrate
proper design and construction and satisfactory mate-
rial.
Proof Strength. The proof strength of a material,
part or structure is the strength which it has been
proved by tests to possess. The term is often used
in referring to chain cable, wire rope and the like.
Propeller. A propulsive device consisting of a boss
or hub carrying radial blades, from two to four in
number, the rear or driving faces of which form
portions of an approximately helical surface, the axis
of which is the center-line of the propeller shaft.
The propeller is ordinarily located at the after end
of the propeller shaft. The rotary motion imparted
to this shaft by the engine turns the propeller, thereby
exerting a rearward thrust upon the water which re-
acts to force the ship ahead.
The selection of proper characteristics, such as
diameter, revolutions, pitch, etc., the accurate deter-
mination of blade thickness, shape, etc., and the great
care in construction and finish are essential to the
securing of the best results from the propeller in
service.
Pages 547, 883, 884, 886, 887, 888.
Propeller Aperture. See APERTURE.
Propeller Blade, Back of. The forward side of the pro-
peller blade.
Propeller Blade, Developed Area of. The actual area
of the surface of the blade.
Propeller Blade, Projected Area of. The area enclosed
by the trace on an athwartship plane of the perpen-
diculars drawn from the edge of the propeller blade.
Propeller Blade, Rake. The sloping aft from a posi-
tion at right angles to the axis of propeller shaft of
the propeller blades.
This practice results in better clearances between
hull and propeller.
Radial blades, however, are simpler of construc-
tion, have less surface friction, and are stiffer.
Propeller Blade, Root of. That portion of the blade
closest to the hub or boss. It is made relatively very
thick in order to provide for the bending moment
of the entire blade. -
Propeller Blade Tip. The outermost portion of the
See STRINGER, PROMENADE
propeller blade.
avoid eddies.
Propeller Blade Tip Clearance. Generally the shortest
distance between the skin of a vessel and the circle
swept by the propeller tips.
Recent practice favors the provision of liberal tip
clearances, wherever possible, in the interest of pro-
peller efficiency and reduction of hull vibration. Al-
lowable lengths of strut arms and reasonable shaft
angle tend to limit the extent to which this can be
carried. - -
Propeller Blades, Screw. The radial arms, attached to
the propeller hub, the faces of which form portions
of an approximately helical surface the axis of which
coincides with that of the propeller shaft.
Blades are either cast in one piece with the hub or
cast separately and designed to be attached to the
hub with bolts. In this latter case provision is usually
made for a slight adjustment in pitch by means of the
shape of the bolt holes.
Propeller Boss. The central portion of the screw pro-
peller which carries the blades and forms the medium
of attachment to the propeller shaft.
It is taper bored for the reception of the propeller
shaft and slotted for the key. When properly placed
upon the shaft it is forced home and secured in its
final position by means of the propeller lock nut.
Propeller Cavitation. That condition of screw per-
formance in which increase of torque fails to produce
a corresponding or reasonable increase in thrust.
The cause or causes of this phenomenon are not
clearly understood. Among the factors intimately con-
nected with it may be mentioned: the character of
the vessel's after body, amount of tip clearance, the
projected area ratio of the screw, thrust deduction,
effective thrust, blade speed through the water, and
shape of blade section.
For discussion of this subject in detail see:
“Screw Propellers for Hydraulic and Aerial Pro-
pulsion,” by Admiral C. W. Dyson, Edition 1918, pages
130 to 145. -
“Speed and Power of Ships,” by Admiral D. W.
Taylor, Edition 1910, pages 182 to 195.
“Ship Form, Resistance, and Screw Propulsion,” by
G. S. Baker, Edition 1915, pages 216 to 220.
Propeller Diameter. The diameter of the circle tangent
to the tips of the propeller blades.
Propeller Disc Area. The area of the circle swept by
the blade tips of a propeller.
Propeller Driving Face or Face. The after face of the
propeller blade; that face which acts directly upon the
water when driving the vessel ahead.
Propeller Efficiency. The ratio of the thrust horse
power delivered by the propeller to the shaft horse
power as delivered by the engine to the propeller.
Propeller Following Edge. The after edge of a pro-
peller blade.
Propeller Frame. See Stern FRAME.
Propeller Guard. A frame work fitted somewhat below
the deck line of narrow, high speed vessels with large
screws and so designed as to overhang or house the
projecting propeller tips. Propeller guards are gen-
erally built up of pipe or structural shapes.
Propeller Leading Edge. The forward edge of a pro-
peller blade.
In propellers of very high speed it is very impor-
tant that the leading edge approach mathematical
It is made very thin in order to
97
PRO
PUL
SHIPBUILDING CYCLOPEDIA
sharpness as nearly as possible in order to avoid the
setting up of great pressures.
Propeller Pitch, Nominal. The distance (measured
parallel to the axis of rotation) between similar posi-
tions of a point on the driving face of a propeller
blade in successive revolutions. When the driving
face of a propeller blade lies entirely in a true helical
surface the blade is said to have uniform pitch. When
the pitch at the following edge is greater than that
at the leading edge, the blade is said to have axially
increasing pitch. When the pitch near the tip is
greater than that near the hub the blade is said to
have radially increasing pitch.
Propeller Pitch, Virtual. The pitch of a theoretically
perfect blade of no thickness which would act as does
the actual blade.
The pitch of the back of a propeller blade varies
greatly from that of the face of the blade. Inas-
much as the back exercises a material influence upon
propeller performance, correct conclusions are im-
possible unless proper allowance is made therefor.
The virtual pitch as above defined meets this require-
ment. -
Propeller Post. The forward post of a stern frame
on vessels having a center line propeller. It provides
a support for the stern tube and propeller shaft as
well as a joining frame for the converging sides of
the ship at the stern.
Propeller Racing. The sudden increase in the number
of revolutions made by the engine when the propeller
blades or paddle wheels are lifted clear of the water,
or nearly so, due to the roll or pitch of the ship.
Propeller Shaft. - That length of shafting in a screw
steamship which carries the propeller. It is the after-
most piece of shafting and at its outermost end is
coned, slotted and threaded for the attachment and
proper securing of the propeller itself.
This piece of shafting is carried directly by the
propeller strut or stern bearing and is made slightly
larger than the line shafting as a precaution against
corrosion and shock. It is generally encased in a
brass sleeve to provide proper bearing surface and to
protect the shaft from corrosion.
Pages 548, 549. -
Propeller Slip Angle. The angle between plane of blade
face and its direction of motion.
Slip angles met in practice are very small. In or—
dinary propellers with nominal slips of 15 to 20 per
cent the slip angle is from 2% to 5 degrees only ac-
cording to Admiral D. W. Taylor.
Propeller Slip, Apparent. The value of the fraction
Propeller speed—speed of ship
Propeller speed
Propeller Slip or Slip Ration; Apparent True Slip. The
ratio of speed of slip to speed of propeller or, ex-
pressed in the form of a fraction,
Propeller speed—speed of propeller advance
Propeller speed
If the effective or real pitch of the propeller were
that of the propeller face this fraction would repre-
sent the real slip of the propeller.
This fraction is generally termed the slip and ex-
pressed as a percentage. It is more accurately desig-
nated slip ratio or slip fraction.
The fact that revolving propellers do not advance
through the water a distance equal to this pitch for
each revolution, as would be the case with a screw
turning in a solid nut, but under given conditions ad-
vance a constant proportion of the pitch, makes the
recognition and consideration of slip importance in all
problems of propeller design.
In practice most propellers show maximum efficiency
at slips between 15 and 20 percent.
Propeller Speed Ratio. The speed of advance divided
by the speed of propeller. *
Propeller Sweeping Up. The process of preparing
molds for the casting of a screw propeller in the
foundry. It ordinarily consists of the generation of
a helical surface by the revolution of a horizontal
straight edge, called a sweep, about a central vertical
column to which the sweep is so attached as to permit
of vertical motion. At its outer end the sweep fol-
lows the helical edge of a guide board erected at the
proper radial distance from the central column. The
foregoing applies to propellers having a vertical gene-
ratrix. For those having an inclined generatrix, the
straight edge is set at an angle other than 90° to the
central column.
Screws with a vertical generatrix are to be perferred
on several accounts where there are ample clearances
between blade tips or edges and hull, struts, etc., and
are in general used except for single screw vessels.
Propeller Thrust. The effort delivered by a propeller
in pushing a vessel ahead.
The power resulting from the propeller effort is
termed thrust horse power. It is equal to the actual
thrust in pounds multiplied by the distance in feet
moved by the ship per minute divided by 33,000.
Propeller Thrust, Deduction. The actual thrust of the
propeller minus the tow rope resistance of the ship
or the net thrust of the propeller.
In driving a ship ahead the screw exerts a suction
upon the afterbody of the ship, thereby virtually in-
creasing its resistance over what it would be without
the screw. The wake created by the ship's hull in
moving through the water affects the action of the
screw favorably. These two factors work against and
partially offset each other.
Propeller Tip Speed. The speed in feet per minute
swept by the propeller tips generally used as that
corresponding to the maximum designed revolutions
of the machinery.
Propulsive Coefficient. See Coefficient, Propulsive.
Propulsive Efficiency. The ratio of effective to in-
dicated (or shaft) horse power. Admiral Dyson in
“Screw Propellers for Hydraulic and Aerial Propul-
sion,” Edition of 1918, page 18, states that the ratio
of shaft to indicated horse power may be taken as 92.
Many factors such as hull form, appendange resist-
ance, propeller tip clearance, shaft angle, etc., affect
the value of the propulsive efficiency.
Protection Plate. A term applied to the plate fitted
in the way of the hawse pipe for protection against
blows from the flukes of the anchor.
Prussian Blue. See PAINT.
Puddening, Pudding. Pads constructed of old rope,
canvas, oakum, etc., in any desired shape and used on
rigging to prevent chafing or on the stem of a boat
to lessen the force of a shock.
Puddling. Described under Steel and Iron.
Pulley or Sheave. See SHEAve.
Pulsometer. An apparatus for pumping water con-
sisting of chambers in pairs, wherein steam is con-
97A.
PUM
PUM.
SHIPBUILDING CYCLOPEDIA
densed, making a vacuum in alternate chambers. The
water drawn into a chamber is forced out by the ad-
mission of steam under pressure.
Pump. A machine actuated by hand or power for
raising and transferring fluids or gases and for induc-
ing a vacuum. Pumps on shipboard are used for so
many purposes that they will be individually described
under their separate headings.
Pages 865, 885, 921, 1012, 1024, 1038, 1040,1041, 1044,
1047, 1048, 1049.
Pump, Admiralty. A direct acting simplex or duplex
pump with the piston and plunger on a vertical rod.
In this type of pump the valves for the admission and
discharge of water are easily examined and removed.
Pump, Air.
of reducing the back pressure in the low pressure cyl-
inders or turbines and also for removing the con-
densed steam and vapor from the condenser. These
pumps are driven either by a connection with a cross-
head (usually the low pressure) on the main engine
or by an independent engine. They are also made
single and double acting. The single acting, direct
driven type is the most common. As the vacuum in
the condenser with the above described pump is de-
pendent on the temperature of the hot well and as
water will absorb only about 1/20 of its volume of
air, dry vacuum pumps, augmentors, rotary and air
ejector systems are being installed where a high
vacuum is desired. See various headings.
Pages 391, 399, 656 to 659, 1038.
Pump, Air and Circulating, Auxiliary. This pump is
composed of three cylinders: a steam cylinder for
power, a water cylinder for circulating water through
the auxiliary condenser, and a water cylinder for ex-
tracting the condensed steam in the auxiliary con-
denser and delivering it to the feed tank. This pump
is an extravagant user of steam.
Plates XIV, XLVII, XLVIII.
Pump, Air, Bucket Valves. Non-return valves placed
in the moving bucket of the air pump and providing
communication for the air, water and vapor from the
suction to the discharge end of the pump cylinder,
Pump, Air, Discharge Valves.
VALves.
See PUMP, AIR, HEAD
Pump, Air, Dry Vacuum. A pump for discharging
the air and vapor from a condenser into the atmos-
phere. The suction from this pump is located as high
as possible on the suction line to the condensate pump
or to a dry suction pad on the condenser. These
pumps may be operated at a high speed, and they also
g keep a uniform head of water to the condensate pump.
Pump, Air, Dual. A combined wet and dry pump.
A wet cylinder takes care of the condensate, and a
dry air cylinder, which has an independent cooling
system, densifies the air and vapor. This keeps the
temperature of the hot well close to the temperature
of the vacuum. -
Pump, Air Ejector. A steam ejector connected to the
condenser dry suction for the purpose of discharging
the air and vapor into the atmosphere. A condensate
pump handles the condensed steam.
Page 1042. Plate XIV.
Pump, Air, Foot Valves. Air foot valve. Non-return
valves placed at the suction end of the cylinder.
‘Pump, Air, Head Valves. Non-return valves placed
in the discharge end of the air pump cylinder for the
The main air pump is for the purpose
purpose of delivering the condensate to the hot well
and allowing the air and vapor to escape.
Pump, Air, Suction Valves.
VALVES.
See PUMP, AIR, Foot
Pump, Auxiliary Circulating. A pump to force water
through the tubes of the auxiliary condenser. It is
often combined with the auxiliary air pump. These
pumps deliver to the main feed line only.
Pump, Auxiliary Feed. A pump with the following
suctions: From the main feed tank, the reserve feed
tank, the sea, the bilge, and from the bottom of the
condenser. It can deliver to the boilers, the reserve
feed tank or overboard. On account of the number
of leads to and from this pump great care should be
taken that fresh water is not pumped overboard, Salt
or bilge water pumped into the boilers, unless it is
an emergency and so intended, or that the pump is
used at all for boiler feed after pumping the bilge
tinless it has been thoroughly washed by a salt water
circulation.
Pump, Ballast. A pump used for filling and emptying:
the ballast tanks. It has by-passes so that it can work
the bilges and fire system either alone or in conjunc-
tion with the other pumps.
Pages 391, 393, 399, 401, 1038.
XLVII, XLVIII.
Pump, Bilge. A pump used aboard ship to remove
accumulations of water in the vessel's bottom tanks,
hold and other compartments and discharge it over-
board.
Pages 865, 1038, 1048.
Pump, Bilge and Fire. See PUMP, FIRE AND BILGE.
Pump Booster. See PUMP, TRANSFER.
Pump Bucket. This term is sometimes used synony-
mously with the plunger. More correctly it is the
cylindrical piston in vertical single acting pumps where
the water is lifted from the bottom to the top of the
cylinder. The term bucket should be used only when
both top and bottom sides of piston come into opera-
tion in the performance of the function of the pump.
Where one side of the piston only comes into opera-
tion, the term plunger should be used. .
Pump Bucket Valve. A non-return valve placed in
the moving bucket of a pump. See AIR PUMP BUCKET
VALVE. .
Pump, Centrifugal. This pump consists of a shaft to
which vanes are attached and which rotates in a cir-
cular shape casing. Water enters the casing near the
center or rotating shaft and moves outward along the
vanes by centrifugal force. There is a discharge pipe
at the circumference of the casing through which the
water escapes. The pump may require priming to
start it and is more efficient with low heads.
Pages 885,921, 970, 1012, 1024, 1040, 1041, 1044.
Pump, Condensate. The function of this pump is to
deliver condensate to the hot well or feed tank.
Pages 425, 934, 1041, 1044. Plates XIV, XLVII,
XLVIII.
Pump, Direct Acting. A pump in which the piston
and plunger are on the same rod but that does not
require a fly wheel to carry it over the dead points.
Pump, Direct Driven. A pump whose plunger is actu-
ated from the main engine.
Pump Discharge Head. The distance from the pump up
to the point of delivery including frictional resistance.
Pump, Distiller. A pump used for transferring the
distillate to the culinary and supply tanks.
Plates XII, XIV,
98
PUM
PUM
tºº "SHIPBUILDING'''CYCLOPEDIA
Pump, Distiller Circulating. A pump for forcing cir-
culating water through the distiller tubes to condense
the vapor into water. It should have a by-pass to
the flushing system.
Pump, Donkey. This pump has the same suction and
discharge leads that the bilge pump has, and in addi-
tion is usually connected to the donkey boiler. Thus
it can work when the main boilers are cold.
Page 425. -
Pump, Double Acting. A pump that delivers on each
stroke and from both ends of the cylinder.
Pump, Downton. A hand pump that is also a force
pump. It is worked by cranks on each side of the
pump chamber or if placed on a lower deck the cranks
may work through shafting and gears. It is arranged
to draw from all compartments and from the Sea and
discharges overboard and to the fire main.
Pump, Dredging. A heavily built pump of the cen-
trifugal type used on dredges and sand Suckers for re-
moving sand, gravel, etc., from the bottom of rivers
and harbors when building or deepening channels.
Page 1045.
Pump, Duplex. A pair of pumps so placed that the
piston rod of one pump actuates the valve of the other.
Page 885.
Pump, Evaporator Feed. This pump supplies the evap-
orator with salt water for vaporization.
Page 425, 885. Plates XIV, XLVII, XLVIII.
Pump, Fire and Bilge. A pump used for keeping the
bilges free of water, washing decks and for putting out
fires. It has a sea suction and an overboard delivery
of its own. It is more or less constantly in operation,
keeping the bilges free of water and when used for
washing decks should be cleaned by pumping salt
water overboard. This pump has a suction to the
bilge, drains, and inner bottom.
Pages 391, 393, 399, 400, 401, 656 to 659, 425, 1038.
Plates XII, XIV, XLVII, XLVIII.
Pump, Flushing. See PUMP, SANITARY.
Pump, Force. One that in addition to lifting the water
also forces it out through piping to a point of delivery.
Pump Foundation. A term applied to a foundation
supporting a pump and given the name of the pump as
Ballast Pump Foundation, Feed Pump Foundation,
Ctc.
Pump, Fresh Water. This pump delivers fresh water
from the culinary or supply tanks to a gravity tank,
which is also called the daily supply tank. The gravity
tank feeds the fresh water supply lines to the quarters,
galleys, pantries, lavatories, etc.
Page 425. Plate XIV, XLVII, XLVIII.
Pump, Fuel Oil Service. A pump for feeding the oil
burner in a boiler.
Page 991. Plate XIV.
Pump, General Service. A term applied to the main
fire and bilge pump.
Pages 885, 1040, 1049.
Pump Governor. See GoverNor, PUMP.
Pump, Hand. A pump worked by hand. They are
located in the upper decks and consequently have a
high suction and are difficult to operate by hand. The
amount of water that they will handle is so small that
these pumps are not of much use in ships of any size.
Page 1048. -
Pump, Handy Billy. A portable hand pump.
Pump, Hydraulic Pressure. A pump designed to de-
* ºr * - ---
liver against a heavy pressure. The pump and its
parts must be extra heavy and strong.
Page 749.
Pump, Independent. A pump with its own engine. The
piston and plunger are usually on the same rod, the
valve gear being actuated from the crosshead.
Pump, Lift. A pump that lifts only and does not dis-
charge against a head.
Pump, Lubricating Oil. The function of this pump is
to force lubricating oil to the shaft and engine bear-
ings and crossheads.
Pages 442, 443, 964, 965. Plate XIV.
Pump, Main Circulating. The function of this pump is
to take water in large quantities from the sea, force it
through the main condenser tubes and then overboard.
On account of the low head to be overcome and the
large capacity required, it is usually of the centrifugal
type. In addition to a suction line, sea injection valve,
delivery line, and overboard discharge valve, it has a
by-pass to the bilge which may at any time be used in
pumping water overboard either directly or through
the condenser. As a centrifugal pump will handle
ashes and such refuse as are liable to collect in the
bottom of a ship, it becomes of great value when a
large quantity of water is admitted to the ship through
the hatches or by accident.
Pages 442, 443, 656 to 659, 885, 921, 1012, 1024, 1041,
1044. Plate XIV.
Pump, Main Feed. The function of this pump is to
keep the water at the proper level in the boilers. It
takes fresh water either from the main or reserve
feed tanks. Some types are driven from a connection
to the main engine and others have independent en-
gines. The number and location of these pumps de-
pends on the size of the ship and the design.
Pages 391, 399, 401, 425, 656 to 659, 1038, 1040.
Plates XII, XIV, XLVII, XLVIII.
Pump, Oil. Oil pumps on shipboard are used for feed-
ing the lubricating system, feeding oil burners on
boilers, transferring fuel oil from one tank to another
and to the settling tanks, and for handling cargo oil.
These pumps are specially designed for oil service.
Pages 443, 624, 625, 656 to 659, 1037, 1046, 1047.
Pump, Oil Service. A pump for the circulation of
lubricating oil.
Pump, Plunger. A solid or hollow cylindrical piston
that moves back and forth or up and down in the
water cylinder of a pump. The plunger retains its full
diameter when it passes through a stuffing box.
Pump, Reciprocating. A pump composed of one or
more cylinders in which a piston or bucket moves
back and forth or up and down. The power is obtained
from steam cylinders and depends on the area of the
piston and the steam pressure.
Page 1040.
Pump Rose Box. See PUMP Strain ER.
Pump, Rotary. This pump discharges through the
action of a rotating cam or plunger and does not rely
on centrifugal force.
Pump, Rotary Air. One form of rotary pump consists
of a water wheel which throws thin films of spray into
a discharge pipe in which a stream ejector is installed.
It removes air and vapor only while a condensate
pump handles the condensed steam.
Pump, Sanitary. The function of this pump is to sup-
- ply salt water to the flushing system and for baths. It
may deliver directly but commonly discharges into a
99
PUM
PUM
SHIPBUILDING CYOLOPEDIA
&
gravity tank, the overflow of which is carried to the
water closets and troughs. It also supplies a tank in
which a steam coil is installed for the purpose of
providing for hot sea water baths.
Pages 391, 399, 401, 425, 442, 444, 656 to 659. Plates
XII, XIV, XLVII, XLVIII.
Pump, Single Acting. A pump that delivers from one
end of the cylinder only and on alternate strokes.
Pump Strainer. A galvanized iron box with the sides
perforated by small holes, the combined area of which
equals at least twice the area of the suction pipe. The
object is to prevent refuse from clogging the pumps.
Page 606, 962.
Pump Strum. See PUMP STRAINER.
Pump Suctions. In the midship and dead flat sections
of a ship and where there is not a sharp 1 ise in the
floor or bottom three suctions are required, one at the
keel and one on each side to make sure of clearing the
ship when she has taken a heavy list. In the ends of
the ship and where there is a sharp dead rise only one
suction need be installed near the keel.
Pump, Transfer. An oil pump used for transferring
oil from one tank to another and from the oil tanks to
the settling tanks.
Page 885, 1046. Plates XIV, XLVII, XLVIII.
Pump, Water Service. A pump for circulating cooling
water through shaft bearings, crosshead, slides, etc.
The delivery should also by-pass to the fire main and
to the distiller.
Pump Wells. A tank formed either independently or
by the structural members of the ship in which the
pump strainer on the end of a suction line is installed.
The hot well may be an independent tank and is used
to collect the condensate water. Other wells are usual
depressions in the inner bottom and into which the
bilge water drains.
Pumping. The American Bureau of Shipping requires
that all Steamers are to be provided with efficient
steam pumping plant, having the suctions and means
for drainage so arranged that any water which may
enter any compartment of the Ship and any water-
tight section of a compartment can be pumped through
at least one suction when the Vessel is on even keel
and upright, or has a list of five degrees. Satisfactory
means are to be provided for draining the tops of
tanks in order to comply with this requirement.
All pipes from the pumps which are required for
draining cargo or machinery spaces should be entirely
distinct from pipes which may be used for filling or
emptying spaces where water is carried; the arrange-
ment of valves, etc., should be such as to prevent
water passing from the sea and from such water spaces
into the cargo and machinery spaces, or from one
compartment to another. If a suction pipe from the
engine room is led to the fore peak, a screw-down
stop-valve capable of being operated from above the
bulkhead deck, is to be fitted on the suction inside the
forepeak.
Bilge Suctions.—The diameter of bilge suction pipes
in inches should not be less than
|LX (B+D) º:
— +1 for main line suctions to the
2,500 pumps;
| l ×(B+D)
| + 1 for branch suctions to cargo
^ 1,500 and machinery spaces,
Where L = Length of Vessel in feet.
B = Breadth of Vessel in feet.
D = Molded depth to bulkhead deck, and
l = length of compartment in feet.
Main suction pipes should not be less than 2%" bore
and branch suction pipes should not be less than 2"
bore, and need not be more than 4" bore.
Ballast Suctions are to be of the sizes given in the
following table:
INSIDE DIAMETERs of SUCTION PIPES
Diameter
CAPACITY OF TANK. of
Suction.
Inches.
Under 20 tons. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2%
20 tons and under 40 tons. . . . . . . . . . . 234
40 tons and under 60 tons. . . . . . . . . . . 3
60 tons and under 85 tons. . . . . . . . . . . 3%
85 tons and under 120 tons. . . . . . . . . . . 3%
120 tons and under 190 tons. . . . . . . . . . . 4
190 tons and under 270 tons. . . . . . . . . . . 4%
270 tons and under 365 tons. . . . . . . . . . . 5
365 tons and under 480 tons. . . . . . . . . . . 5%
480 tons and under 625 tons. . . . . . . . . . . 6
625 tons and under 800 tons. . . . . . . . . . . 6%
800 tons and under 1,000 tons. . . . . . . . . . . 7
1,000 tons and under 1,300 tons. . . . . . . . . . . 7%
The main suction line to the pumps is not to be of
less diameter than is required for the largest tank;
where it is necessary to fit branches in tanks in order
to comply with par. 1, the total area of the suctions
should be increased.
The Main and Donkey Pumps are to draw from all
compartments, and in addition, the donkey is to have a
separate bilge suction in the engine room. The pumps
are to be of sufficient capacity to give a speed of water
through the pipes of not less than 400 feet per minute,
under ordinary working.
Main circulating pumps should have direct suction
connections to the lowest drainage level in the ma-
chinery space. The diameter of these connections
should be at least twice the diameter of the engine
room main suction line.
Distribution Boxes, cocks, and valves are to be in
positions which are accessible at all times under ordi-
nary circumstances.
Bilge and Ballast Suction Pipes are to be efficiently
secured, and straps are to be fitted at the middle of the
length of each range of pipes to prevent fore and aft
movement. Efficient expansion joints are to be fitted,
and where the connections at the ends of each range
of pipes are made with lead bends, the radii of the
bends and the distance between the centers of the
radii should each be equal to 3 diameters, and the
length of the bend to 8 diameters of the pipe.
Roses and Boxes are to be easily accessible for ex-
amination and cleaning. The bilge suctions in ma-
chinery spaces and tunnel wells should be led from
easily accessible mud boxes placed wherever practicable
above the level of the working floor, and should have
straight tail pipes to the bilges. The suction ends in
other spaces should be enclosed in strum boxes having
perforations whose combined area is not less than
three times that of the suction pipe, and so constructed
that they can be cleared without breaking the joints
of the suction pipe.
Sounding Pipes are to be fitted to each compart-
99A
PUM
CYCLOPEDIA QUA
SHIPBUILDING
ment and ballast tank, with a thick doubling plate
securely fixed under each pipe, for the rod to strike
upon. These pipes are to be fitted, without bends, di-
recently into the compartment intended to be sounded,
and are to extend to the Bulkhead Deck or to a posi-
tion which is always accessible; if in accessible posi-
tions below the Bulkhead Deck they are to be fitted
with non-detachable screw caps.
Air Pipes, not less than 2 inches in diameter, are to
be fitted at each corner of each ballast tank; this re-
quirement may be modified in the case of small tanks
and increased for large tanks; the total area of the
pipes should always be greater than that of the supply .
pipes and in the case of deep tanks should be at least
twice that of the supply pipes. Efficient arrangements
must be made to permit of the air getting freely to
the pipes while the tanks are being filled. Where the
tank top is peaked, cambered, or has sheer, air pipes
are to be fitted at the highest position.
Air, sounding and suction pipes are to be effectively
protected against the risk of damage from cargo,
coal, etc.
Pumping
The American Bureau of Shipping requires that
Vessels are to be provided with efficient hand pumps
or power pumps, operated from the Bulkhead Deck
or the highest convenient level which is always ac-
cessible. The pumps are to be arranged to drain each
cargo compartment and the fore peak; the position
of the suctions should be such that each compartment
can be properly drained when the Vessel is on even
keel and upright, or has a list of 5 degrees.
Hand pumps to the fore peak may be of the lever
type, with pump chambers which need not exceed 4”
diameter; other spaces are to be drained by pumps
of the rotary type; in small Vessels lever pumps may
be adopted in cases where the diameter of suction
pipes by the following formula is less than 2."
The diameter of suction pipes should not be less
than
| lx (B+D)
|— + 1.
V 1,500
Where l = length of compartment.
B = the molded breadth.
D = the depth.
No suction pipe should be less than 2" nor need it be
more than 4" bore.
The chambers of plunger pumps should be copper,
and the distance from the suction to the pump bucket
when at the top of the stroke is not to exceed 26 feet.
The efficiency of the pumps is to be tested upon the
completion of the Vessel.
Pumps to peak ballast tank tops are to draw from
suitable drain boxes or “hats” in the top plating.
All service pumps are to have efficient sea cocks
on the side of the Vessel, worked from the Freeboard
Deck or Bulkhead Deck if that be higher.
Sounding pipes are to be fitted to each compart-
ment; the pipes are to be straight and are to have a
direct lead; they are to extend to the Bulkhead Deck
or to a position which is always accessible; if in ac-
cessible positions below the Bulkhead Deck they are
to be provided with non-detachable screw caps. A
thick steel plate is to be securely fixed below each
sounding pipe for the rod to strike upon.
All pump chambers, tail pipes, sounding pipes, and
rods are to be protected by substantial casings, so
fitted that they can be conveniently removed when
necessary for purposes of examination.
Sufficient limber holes are to be cut to permit a free
flow of water to the suctions without unduly weaken-
ing the plates.
Punch. See PUNCHING MACHINE.
Punch and Shear, Combination. A double ended ma-
chine designed for punching at one end and shearing
at the other. Each end is controlled independently
and may be operated simultaneously on two pieces of:
work. -
Pages 736, 743.
Punch, Double End. A double ended punching ma-
chine, designed for punching holes in metal plates
or shapes at both ends. The punches at each end are
controlled independently and may be operated simul-
taneously on two pieces of work.
Punch, Horizontal. A punching machine in which the
punch moves in a horizontal direction. This type is
generally used for punching holes in shapes such as
angles, zee bars, etc.
Pages 741, 745. --
Punch, Multiple. A punching machine designed for
punching more than one hole in a single operation.
See PUNCHING MACHINE.
Pages 742, 743, 745. -
Punch, Vertical. A punching machine in which the
punch moves in a vertical direction. This type of
punch is generally used for punching holes in plates.
Pages 740, 743, 744, 745, 746.
Punching Machine. A machine used for punching rivet
and bolt holes in metal plates, angles, I-beams, chan-
nels, etc. Some punching machines are designed to
punch holes exclusively; whereas other machines are
adapted to either punching or shearing by simply at-
taching suitable tools.
Some types of punching machines are designed
to be power driven while others are hand operated.
These machines are also designed for punching one
or more holes in a single operation, according to
the type.
Pages 736, 740, 741, 742, 743, 744, 745.
Punt. A heavily built boat of rectangular shape used
by workmen employed in painting, cleaning or repair-
ing a ship's topsides when in sheltered waters.
Purchase. Any mechanical advantage which increases
the power applied.
Purser. A ship's officer who has charge of provision
accounts, is head of the steward's department, handles
mail, etc.
Putty, Rust. A putty made from the cast iron filings
or borings and sal ammoniac, used as a luting between
the flanges of iron pipe, etc.
Pyrometer. An instrument for measuring the tem-
peratures of the hot gases and steam in a boiler.
Q
Quadrant. A casting, forging or built up frame in the
shape of a sector of a circle attached to the rudder
stock and through which the steering gear leads turn
the rudder.
The hub of the quadrant is bored and keyed to fit
the rudder stock. It may be in two pieces clamped
together by bolts or in one piece, in which case it
must be slipped down over the end of the stock.
The rim of the quadrant is provided with two
100
QUA
RAD
SHIPBUILDING CYOLOPEDIA
grooves to take the steering chains or ropes and it
should be designed with sufficient length of arc So
that the leads are tangential to the rim at all angles
of the rudder.
Quadrant. A reflecting hand navigating instrument
constructed on the same principle as the sextant, but
with a shorter limb, measuring angles up to 90 de-
grees only.
If named on the same principle as the sextant, it
would be called an octant, and this name has been
given to the metal-framed instruments manufactured
in recent years. Quadrants have, generally, a wooden
frame with an inlaid ivory limb and were formerly
very much larger than the present quadrants or octants.
A part of the reversing gear on a reciprocating
marine engine.
A fourth part of a circle or its circumference.
Quadruple Riveting. See RiveTING, QUADRUPLE.
Quarter. The part of a yard just outside the slings;
the upper part of a vessel's sides near the stern; por-
tions of a vessel's sides about midway between the
stem and the middle and between the middle and the
Stern.
Quarters. Living spaces for passengers or personnel.
It includes state rooms, dining saloons, mess rooms,
lounging places, passages connected with the fore-
going, etc.; individual stations for personnel for fire
or boat drill, etc.
Quarter Deck. See DECK, QUARTER.
Quarter Deck Sheerstrake. The strake of outside plat-
ing adjacent to the quarter deck.
Quarter Deck Stringer. See Strenger, QUARTER DECK.
Quarter Deck Stringer Bar. See STRINGER, BAR.
Quarter Iron. A metal ring or hoop fitted on the yard
arm at the quarter through which a studding Sail
traverses and is held down at its inner end when
rigged out. ->
Quarter Master. An under officer of a ship's crew who
steers the ship and has charge of the navigating in-
StrumentS.
Quarter Pillar. See PILLAR, QUARTER.
Quarterman. An under foreman. A term generally
restricted to the navy yards.
Quay. An artificial wall or bank usually of stone, made
toward the sea at the side of a harbor or river for
convenience in loading and unloading vessels.
Quicken. To lessen the radius of a curve or make it
sharper; to snub ; e. g. to quicken a waterline is to
make its curvature more pronounced.
R
Rabbet. A groove in the stem, keel or stern frame
into which the edges of planking or plating are fitted.
Racing. See PROPELLER RACING.
Racking. Spun yarn or other small stuff used to bind
two ropes together.
Racking. The tendency to deformation in built up
structures or shapes which results from the action of
racking stresses. In a ship the transverse racking
tendencies are of more importance than the longi-
tudinal. This is due both to the character of the
structure and to the nature of the stresses to which
the structure is usually exposed. -
The line of demarcation between racking and shear-
ing is somewhat indefinite. As ordinarily used, how-
ever, racking implies the deformation of a section or
structure as a whole, so that one set of diagonals in
the plane of action is shortened, while those at right
angles thereto are elongated. Shearing, on the other
hand, implies the sliding of one part of a section or
structure past or relative to the adjacent part.
Racking Stresses. Stresses which tend to produce
racking strains. See RACKING.
Racks, Rifle or Pistol. See RIFLE AND PISTOL RAcks.
Radial Countersinking Machine. See DRILLING MA-
CHINE, RADIAL.
Radial Drill. See DRILLING MACHINE.
Radial Wood Boring Machine. See DRILLING MACHINE.
Radiator. A pipe coil or casting designed to radiate
heat from a steam or hot water pipe line.
Pages 612, 613.
Radio. All radio stations are required to have a license
and can be used only by licensed operators.
The Department of Commerce, Bureau of Naviga-
tion, Radio Service, Washington, D. C., has jurisdic-
tion over Radio Communication and “Regulations Gov-
erning Radio Operators and the Use of Radio Ap-
paratus on Ships and on Land,” may be obtained on
application to the department.
Certain vessels are required by law to be equipped
with radio apparatus, a 1d there are three classifica-
tions for ship stations. Ship owners or naval archi-
tects should consult the regulations to ascertain the
requirements for any particular vessel.
Radio is the transmission of intelligence by means
of electromagnetic waves. Briefly, the apparatus con-
sists of a transmitter, receiver and antenna (“aerial”
consisting of an elevated system of wires). The same
antenna is usually used for both sending and receiving.
The transmitter is a device for causing high frequency
alternating currents (oscillations) to flow up and down
the antenna. These oscillations cause a disturbance
in the surrounding ether somewhat similar to those
caused on the surface of a sheet of still water into
which a stone is dropped. When these waves impinge
on an antenna which is being used for reception, it is
set into oscillation (as a cork would bob, floating on
the surface of the sheet of water). The receiver
translates these oscillations into an audible sound in
a pair of head telephone receivers,
Pages 1076, 1077.
Wave Length. The wave length depends on the
frequency of these antenna oscillations (in radio from
10,000 to 1,000,000 per second). The fewer oscilla-
tions per second, the longer the wave. This may again
be compared to water waves. A great many ripples
two feet from crest to crest will break on the beach
in the same interval in which two combers 100 feet
from crest to crest will break. Wave length is usually
measured in meters, 600 meters being at present the
standard merchant ship wave length.
Tuning. Tuning consists of adjusting a trans-
mitter to emit a desired wave length, or a receiver to
respond best to a desired wave length.
Interference. When two or more stations are
sending on the same or nearly the same wave length,
in a receiver “tuned” for one, the operator will hear
the several simultaneously, making the desired station
difficult to pick out. -
Static. Atmospheric disturbances sometimes
directly traceable to thunderstorms, which produce loud
crackling and hissing noises in the receiver, sometimes
loud enough to prohibit communication by “drowning
out” the desired signal. Static occurs more frequently
in summer than in winter and is usually more intense
in the tropics than in the temperate zones.
101
RAD
SHIPBUILDING CYOLOPEDIA RAD
Transmitters. There are two major types of
radio transmitters—Group and Continuous Wave.
The Group transmitters include all the various types
of spark set (500 cycle, Quenched, Impact, Impulse,
Shock, Rotary-synchronous, Rotary-non-synchronous,
Plain Spark and Buzzer Sets).
The Continuous Wave apparatus (Undamped Wave)
includes the Arc, Tube (Pliotron and other bulbs)
and High-frequency Alternator.
The fundamental difference between these two types
of apparatus is that the Group transmitter sends out
energy in groups of waves—the groups occurring at
a frequency of, say, 1,000 a second, so as to produce
an audible note. This frequency is often that of the
alternator used to generate the alternating current,
which is stepped up to a higher potential by a trans-
former and is used to produce the spark. Hence the
terms “500 cycle quenched set,” “240 cycle synchronous
set,” etc.
The Continuous Wave Set, throughout the time that
the key is depressed, sends out its energy in an un-
interrupted train of waves which has no note of its
own. In this case the note is usually produced at the
receiver, either by “chopping” the waves into audible
groups by making and breaking some part of the cir-
cuit periodically, or by combining a local vibration of
slightly different frequency with the incoming wave
so as to produce “beats” at an audible rate.
The various types of Group transmitter or Spark
set have almost invariably a common feature; namely,
two circuits—one in which the spark takes place, and
the other the antenna circuit, from which the waves
are radiated. Alternating current is used (hence the
necessity of a motor generator on shipboard where
direct current only is supplied), and, through a trans-
former which raises the potential, it charges a con-
denser in the spark gap circuit or “Primary” to a
sufficiently high value to cause a spark to jump across
the gap. The primary circuit during the sparking in
the gap transfers its energy to the “secondary” or
antenna circuit. The method in which this transfer
occurs differentiates the spark transmitter into various
types. In the plain open spark gap and its variations,
the rotary-non-synchronous and the rotary-synchro-
nous, the current of the spark consist of a long series
of alternately increasing and diminishing oscillations.
This gap circuit is electromagnetically coupled to
the antenna circuit. The energy is first increasing in
the antenna circuit and decreasing in the gap circuit,
then vice versa. The two are coupled together and
oscillate together. This has the disadvantage that
there is a great deal of energy used up in the resist-
ance of the spark gap and its circuit. It is as if two
pendulums, A (the Primary or gap circuit) and B
(the Secondary or antenna circuit) were connected
together by a string. We make B swing by swinging
A. We are only interested in making B swing as long
and hard as possible with the least possible application
of energy to A. It stands to reason that if they are
tied together, B has to overcome both its friction and
the friction of A.
The “Quenched Spark” to a great extent overconnes
this difficulty. Owing to the design of the gap (a
series of slightly separated flat plates) the spark is
cooled rapidly, and after a few oscillations ceases,
leaving the secondary circuit to oscillate freely by
itself. It is as if in our pendulum experiment we give
A two or three vigorous swings and then cut the
string connecting it with B, leaving B to swing alone.
The “Impact” (“Impulse” or “Shock”) transmitter
carries this one step further—to the limit, in fact. The
spark is not an oscillation at all, but a one-directional
discharge, during which most of the energy, in the gap
circuit is transferred to the antenna. It is almost as
if the A pendulum was removed and the B pendulum
struck a blow with a hammer.
There is, in practice, little difference in the ef-
ficiency of the last two methods. The advantage
claimed for the Impact type is that the two circuits
do not at any time oscillate together and therefore do
not have to be carefully tuned together, thus simplify-
ing the adjustment of the apparatus. Certain trans-
mitters of this type use a great many small sparks to
produce each group of waves, instead of one large
discharge. This may, in a sense, be likened to a 12-
cylinder engine compared to a single cylinder of the
same power. The maximum strain on any part is less.
The various types of continuous wave apparatus may
be described briefly as follows:
Page 1076.
The Arc consists of a large electric arc supplied
by a 500 volt DC generator. Its poles are also con-
nected to the antenna and ground. The current in-
stead of flowing across the arc in the usual manner
alternately flows up into the antenna and then down
through the arc, keeping the antenna in a constant
state of oscillation. To function properly the arc must
be water-cooled and one of the poles rotated. It must
be in an airtight chamber into which alcohol is dripped
and in a strong magnetic field. The arc is at present
only used in the larger powers of 15 KW or more,
principally on naval ship and shore stations.
e The Tube. Set which still might be said to be
in the experimental stage consists of one or more
exhausted glass bulbs, resembling incandescent lights,
but containing two elements in addition to the fila-
ment called the plate and grid. When connected in
one of several ways, continuous oscillations are pro-
duced.
The High Frequency Alternator is now used only
in the largest powers. It consists of a special design
of alternator with such a large number of poles, and
run at such high speed that continuous oscillations are
generated at a high enough frequency (30,000 cycles
per second, or more) to use directly in the antenna.
The “Frequency Changer” is a variation of this latter
method in which a fairly high frequency is generated
(say, 10,000 cycles), and doubled or quadrupled by
means of a special series of transformers having a
direct current winding in addition to the usual wind-
ings.
At present only “group transmitters” are used to
any extent on merchant ships; and most merchant
ships are not provided with any means of “chopping”
or producing local oscillations for beats, so are not in
any way equipped for reception of continuous waves.
It is thought by many that continuous waves eventually
will be universally used, but there are many problems
in this connection still unsolved.
For instance, if “chopping” is used (which is an
extremely inefficient method, as half the time when
the circuit is open no energy is being received), all
signals will have exactly the same frequency and
quality of note, so that an interfering signal will
sound exactly like the desired signal.
If beat reception is used, the notes may be different,
but the quality is always the same. Two “spark” sets
may have exactly the same number of groups per
second ; i. e., the same tone—but may differ enough in
101A
RAD
RAI
SHIPBUILDING CYCLOPEDIA
quality so that the desired one may be picked out in
the same manner that a given note on a violin may be
told from the same note on a flute; so that the spark
set may be said to have three variables which may be
used in eliminating interference, namely, note, quality
of note and wave length, while the continuous wave
set has but note and wave length.
Radio Compass. See CoMPAss, RADIo.
Radio Room. A room used for sending and receiving
wireless messages. It should be as sound-proof as
possible, with a closely-fitted door, so that noises will
not confuse the operator.
Page 1077.
Radio Telephone. The radio telephone is yet in its
infancy. At present it has in general a short range
and is somewhat complicated. It consists briefly of a
continuous wave set, in which the strength of the
oscillations is modified by the voice in a manner simi-
lar to that in which the direct current is modified in
an ordinary telephone line. It would seem on first
thought that the telephone would possess the marked
advantage of not requiring the services of a skilled
telegrapher. It must be remembered, however, that
unless all ship and shore stations with which it is
desired to hold communication are likewise equipped
they will answer by telegraph in the International
Morse, which will require a telegrapher to translate.
The telephone is also somewhat more subject to in-
terference if several stations are working simultane-
ously in one wave length. It is a well-known fact
that a telegrapher can pick out his sounder and copy
it through the noise of a dozen others, but it would
be more than difficult to understand a telephone con-
versation with one person if a dozen others were talk-
ing on the same line. This fault will undoubtedly be
eliminated eventually by further progress in the art.
Receivers. The receiver consists of an antenna
circuit capable of being tuned to any desired wave
length within certain limits, called in this case the
Primary; and an electromagnetically coupled circuit,
the Secondary, containing one of the various forms
of Detector, a device whose purpose is to convert the
high frequency oscillations induced in it from the
antenna into a form of current which will cause a
sound in the telephone receivers worn by the operator.
The oscillating currents in this circuit reverse direc-
tion so rapidly that they cannot affect the diaphragm
of the telephone receiver—it cannot follow sufficiently
fast, and even if it could, the sound produced would
be of a pitch far too high to affect the human ear.
This difficulty is overcome by the Detector, which is
invariably some form of rectifier—a device which al-
lows current to flow easily through it in one direction,
but offers a high resistance in the other, causing the
current to flow through the telephones instead. This
results in a quantity of small impulses being given
the diaphragm in one direction which is in effect one
large impulse, so that each group of oscillations pro-
duces one pulse in the telephones. If there are 1,000
groups per second, a 500 cycle note is heard.
There are only two forms of detector in common
use today; the Crystal Detector, consisting of one of
several crystalline materials having the property of
conducting, practically in one direction only, held in
some kind of clamp; and the Audion (“Three Ele-
ment Vacuum Tube”), consisting of an exhausted
glass bulb containing a hot filament and two other
electrodes. The current is carried in minute charges
thrown off from the incandescent filament, and they
flow in one direction only. The Crystal Detector is
exceedingly simple, requiring no auxiliary apparatus.
The Audion is somewhat more sensitive, but requires
a rheostat to control the filament current, and two
storage batteries. The Audion may be made to oscil:
late in a manner similar to the Tube Transmitter, so
as to receive continuous waves by the production of
beats. With a Crystal it is necessary to use some
form of Chopper (or “Tikker”).
The Wave Meter is simply a circuit capable of be-
ing tuned to any wave length within a certain range,
and its adjusting handle and scale calibrated to read
directly in wave length. Some indicating device is
usually included, so that if placed near a transmitter
that is in operation and adjusted to maximum re-
sponse, the wave length of the transmitter may be,
read from the scale directly, or by means of a curve.
Radius of Gyration. If M be the mass of a system.
such as a ship, and K be such a quantity that MK is
the moment of inertia about a given straight line; K
is called the “Radius of Gyration” of the system about
that line.
Page 163.
Raft. A quantity of timber, lumber, etc., secured to-
gether by means of ropes, chains or rods in order to
permit of its being floated by water to its destination.
Raft Body. That horizontal slice or zone of the huli
of a first-class naval vessel which is located at and
immediately above the vessel's designed load water-
line. In United States Naval practice the top of this
zone or slice is formed by the protective deck and its
bottom by the splinter deck. Its sides and ends are
protected by means of the main side and transverse
arm or belt, respectively. The space within that por-
tion is closely subdivided by heavy watertight bulk-
heads. The principal object in the above construction
is the maintenance of the ship's stability and floatability
even when damaged.
Raft, Life. See LIFE RAFT.
Raft Port. See PORT, Bow OR STERN.
Rail. Channel bars, shapes or flat pieces of wood fitted
at the top of bulwark plating or at the top of rail
stanchions. Also applied to the tiers of guard rods
running between the top rail and the deck.
Rail, Brest. The top rail running athwartship on a
bridge, the after end of a forecastle deck or the fore
end of the poop deck.
Rail, Hand. A term applied to a rail fitted along the
side of a ladder or a companionway. -
Rail, Main. The top rail running along the top of the
bulwark or rail stanchions on the upper or weather
deck.
Rail, Poop. A term applied to the rail around the top
of the bulwark or rail stanchions on the poop deck.
Rail Stanchions. Steel or wood stanchions that serve
as fence posts for the guard railing or ropes enclosing
the decks, bridge, forecastle, etc., of a vessel. They
are spaced at approximately equal distances and are
fitted permanently or removable as the requirements
demand.
Rail, Topgallant or Monkey. The rail running along
the top of a topgallant or upper extension of the
bulwark. -
Railway, Marine. See DRY Dock, RAILway.
Raised Quarter Deck. See DECK, RAISED QUARTER.
Raising Iron. A tool used by calkers to remove dirt
from a seam preparatory to calking.
102
RAK
REE
SHIPBUILDING CYOLOPEDIA
Rake. A term applied to the inclination from the
vertical of a mast, smoke stack, stem post, etc. For
example, in a vessel with two masts and a smoke
stack lying between them, the foremast may be given
a rake of one-half of an inch to the foot aft; the
smoke stack five-eighths of an inch to the foot aft,
and the main mast a rake of three-quarters of an
inch to the foot aft. It is claimed that by giving the
stack and main mast the increased rake, mentioned
above, that the masts and stack will appear parallel
at a distance. If the stem is not given a rake forward
it will appear to the eye to slant backward.
Rally. Men uniting in driving wedges when launching
a vessel.
Ram. A forward, strongly constructed, underwater
projection of the stem post. They were until recently
fitted on most warships. On account of the severity
of the stresses set up by the shocks of a collision
and also on account of the fact that action between
warships is generally conducted at long range, the
ram as a means of offence is becoming less used.
The bulbous shape, although not projecting forward,
is still retained at the bottom of the stern post on
American warships.
A name given to a vessel that is designed for the
purpose of sinking vessels by head on collision or for
ice breaking.
Range, Galley. The stove, situated in the galley, which
is used to cook the meals. The heat may be generated
by coal, fuel oil or electricity.
Pages 1095, 1096, 1098.
Range Lights. See LIGHTs, RANGE.
Ratchet Drill. A hand tool in which a drill is rotated
by a lever and ratchet.
Page 772.
Ratchet Socket Wrench. See WRENCH, RATCHET SocKET.
Ratchet Stud Driver. A hand tool by which studs may
be set or removed by a lever and ratchet.
Page 772.
Ratchet Wheel. A term applied to a wheel fitted to a
revolving mechanism, having sharp angular teeth for
the purpose of engaging a pawl and thus preventing
recoil. -
They are usually fitted on capstans, winches, and
windlasses.
Rate. The class in which a vessel is placed. In the
merchant service rating is based upon the character
of material and the construction. In the naval service
the displacement, number of guns, protection, speed,
etc., are the determining factors,
The process of determining the error of a ship's
chronometer relative to true time.
Ratline Stuff. A right handed, three stranded small
stuff of usually four to eight threads to the strand
making “12–thread,” “15-thread,” etc., ratline stuff.
Ratlines.
shrouds parallel to the waterline. These serve the
purpose of latter rungs for the crew in ascending or
descending.
Pages 825, 826.
Rave Hook. A thin hood shaped tool used by calkers
to remove old oakum threads from seams.
Reamer. A term applied to a rotary cutter used in
enlarging punched and drilled ‘holes.
Reamers. Workmen who operate a tool, usually power
driven, so shaped as to enlarge holes already punched
or drilled. Where the holes are unfair they cut away
Short lengths of ratline stuff secured to the
the overlapping material so bolts or rivets may be
inserted. -
Reaming. A term applied to the operation of enlarg—
ing a punched or drilled hole by a rotary cutter called
a reamer. This operation is particularly necessary
where the corresponding rivet holes in parts of the
structure to be connected are not fair. Due to the
curvature of a ship and the stretching necessary in
bringing the plates and shapes into position many of
the rivet holes overlap each other.
Recess Bulkhead. See BULKHEAD, RECEss.
Recess, Tunnel. See TUNNEL RECESS.
Reciprocating Engine. See ENGINE, RECIPRocATING.
Reciprocating Pump. See PUMP, RECIPROCATING.
Reclosing Battery Charging Switch. See Switch, AUTo-
MATIC RECLOSING BATTERY CHARGING.
Reclosing Circuit Breaker. See CIRCUIT BREAKER, AU-
ToMATIC RECLos NG.
Rectifier, Mercury Vapor. An electrical device for
changing alternating current to direct current.
Red Lead. See PAINT.
Red Leaders. Painters who paint faying surfaces with
red lead paint before they are placed together. Also
painters who apply the coats of red lead paint to the
structure while it is being erected in order to protect
it from the weather. -
Reducer. A pipe coupling having one end larger in
diameter than the other. They are either fitted with
inside threads or with flanges.
Reducing Valve. See VALVE, REDUCING. -
Reducticn Gearing. Generally applied to gearing de-
signed for use with marine steam turbines. When so
fitted its purpose is to step down from the turbine
speed to a speed suitable for the ship's propellers,
In order to develop proper efficiency the rotor of
the steam turbine must turn at a high number of revo-
lutions. On the other hand, the screw propeller
driving a vessel develops reasonable efficiency only
when operating at a relatively low number of revolu-
tions per minute.
The above conditions for efficiency can be realized
only by the introduction of some form of reduction
gearing.
The principal forms of reduction
. Hydraulic, Electrical, and Mechanical.
As commonly used, the term reduction gearing more
often designates the mechanical type than either of
the other two.
In this type one or more pinions on the turbine
shafting engage a gear wheel or wheels on the pro-
peller shafting, thereby transmitting the power of the
turbines to the propeller shafting.
Very high efficiency may be expected from this type,
provided care is excrcised in the design and cutting
of the pinion and gear teeth and in proper alignment
and lubrication.
Pages 921, 931, 932, 960, 961. Plate XIV.
Reef. To reduce sail spread or area by rolling or foldſ-
ing that portion adjacent to a yard or boom and mak-
ing it fast thereto In square sails this reduction is
made in the head, while in fore-and-aft sails it is done
in the foot.
Reef Points. Short lengths of cordage fitted at equal
distances apart on the reef bands of sails for tying up
the sail in reefing.
Sometimes referred to as nettles. -
Reef Tackles. Tackles used for hauling the leeches of
square sails up to the yards and out in reefing. The
gearing are:
103
REE SHIPBUILDING CYOLOPEDIA REF
upper blocks are secured under the ends of the yard-
arms, the lower blocks to the reef tackle cringles on
the leech ropes of the sails at the upper ends of the
reef tackle patches. The falls are led to the deck
and when hauled on, the upper part of the leeches are
slacked for passing the earrings and rousing the
cringles to the yards.
Reel, Hawser. See HAwsER REEL.
Reeled Riveting. See RiveTING, STAGGERED.
Reem. To open the seams of the planking by means of
a reaming iron that the oakum may be more readily
driven in.
Reeming Iron. A chisel shaped tool used by calkers
to open up seams so that threads of oakum may be
driven into them.
Reeving. The act of passing a rope or chain through
an aperture as a rope through a block, dead-eye, bull's
eye, etc., or a lacing through an eyelet.
Refined Bar Iron. Described under STEEL AND IRoN.
Reflector, Cargo. A reflector for electric lights suitable
for illumin-iting cargo holds.
Pages 947, 1074.
Refrigerating Machine Foundation. A term applied to
a seating prepared for a refrigerating machine. This
seating may be built up from the deck or the deck
may be reinforced by thicker or extra plates and
shapes.
Refrigeration. The American Bureau of Shipping re-
quires that the machine room is to be efficiently ven-
tilated and drained; it is to be effectively separated
from the insulated spaces by watertight plating.
The insulation of the containing walls and floors and
all metal which might otherwise come in contact with
the cargo is to be complete and the insulating material
in thoroughly efficient condition. Full particulars of
the nature and construction of the insulation are to be
reported to the Bureau's Committee and approved.
All pipes, trunks, etc., in insulated spaces are to be
well placed, secured and protected from risk of dam-
age from cargo. All bilge suction, sounding and air
pipes which pass through insulated spaces are to be
properly insulated, and bilge suctions from the engine
room are to be fitted with non-return valves.
All thermometer tube flanges and covers are to be of
brass and arranged so that water cannot enter and
freeze in the tubes. g
Sluice valves should not be fitted in bulkheads of
insulated spaces, and if fitted are to have brass non-
return valves and are to be accessible at all times.
Provision is to be made for the ready examination
of the bilges, rose boxes, etc., and it is recommended
that the bottoms, sides and coamings of all hatches
and limbers be varnished.
Cargo battens are to be fastened to the sides and
bottom of all insulated cargo spaces before shipping
the cargo to be refrigerated. The battens on the bot-
tom are to be at least 2" by 2”, and those on the sides
by 2" by 1%", while their spacing is to be about 12".
The refrigerating machinery is to be of approved
construction and of sufficient power to maintain the
required temperature in the cargo spaces when in
tropical climates and with the machines running 18
hours per day. Duplex or duplicate machines are to
be fitted where the refrigerated spaces have a greater
capacity than 70,000 cubic feet. Upon completion the
machinery is to be tested under working conditions,
the time and fall of temperature being noted. After
the spaces are considered to be properly refrigerated
the machinery should be stopped for at least two hours,
or two and a half hours with a brine installation, and
a note taken of the rise in temperature at the end of
the period of stoppage.
Spare gear is to be supplied in accordance with the
following list, and is to be stowed where readily ac-
cessible. Where two sections or compartments are
each cooled by machines of the same pattern only one
set of spare gear will be required. Where two ma-
chines are fitted, each being capable of keeping the
whole of the refrigerated spaces at the required tem-
perature in tropical climates, when running 18 hours
per day, no spare parts will be required, provided all
similar parts are interchangeable.
Pages 684, 685, 686, 687, 1026, 1027, 1028, 1029. Plate
XIV.
(a) Where one Single Dry Air Machine is fitted :
1 Crank-shaft, complete, with eccentric sheaves, or 1
half shaft where interchangeable.
Cover of each pattern for steam and air cylinders.
Piston, complete, of each pattern for steam and
air cylinders. -
Piston rod of each pattern, with nuts, for steam
and air cylinders.
1 Eccentric strap and rod, complete, of each pattern.
1 Slide valve spindle and nuts of each pattern.
Main and cut-off valves for each steam cylinder.
Valve face, with pins, of each pattern, for steam and
air cylinders.
Air pump bucket and rod, complete.
Circulating pump bucket and rod, complete.
Pair main-bearing bushes, complete.
Main-bearing bolts.
Set of piston rod and connecting rod bolts and
bushes.
Full set of valves and seats for air compressor.
1 Set inlet and outlet valves for air expansion cylin-
der.
1 Set of valves for air, circulating, and feed pumps.
1 Sct of escape valve springs.
40 of cach—Suction, delivery, and buffer springs.
6 Tubes and 24 ferrules for condenser.
6 Tubes for cooler.
1 of each kind of pressure gage.
A supply of assorted bolts, nuts, studs, packings,
joint rings, compressor rings, and leathers.
(b) Where one Duplex or two Single Dry Air
Machines are fitted :
1 Cover of each pattern for air compression and
expansion cylinders.
1 Piston, complete, of each pattern for air com-
pression and expansion cylinders.
Piston rod of each pattern, with nuts, for steam
and air cylinders.
Slide valve and valve face, with pins, for H.P.
steam cylinder.
1 Set of piston rings, etc., for each steam cylinder.
1 Slide valve spindle and nuts of each pattern.
% Set inlet and outlet valves and seats for air com-
pressors. -
% Set inlet and outlet valves for air expansion cylin-
der.
1 Valve face, with pins, for air expansion cylinder.
1 Eccentric strap of each pattern.
1 Air pump bucket and rod, complete. ſº
1 Circulating pump bucket and rod, complete.
1 Set of piston rod and connecting rod bolts and
bushes.
|
1
.
1
1
1
103A
REF
SHIPBUILDING CYCLOPEDIA REF
2 Main-bearing bolts.
1 Set of valves for air, circulating, and feed pumps.
1 Set of escape valve springs.
30 of each—Suction, delivery, and buffer springs.
6 Tubes and 24 ferrules for condenser.
6 Tubes for cooler.
1 of each kind of pressure gage.
A supply of assorted bolts, nuts, studs, packings, joint
rings, compressor rings, and leathers. -
(c) Where one Single Ammonia or Carbonic-
Anhydride Compression Machine is fitted :
1 Crank shaft, complete, with eccentric sheaves, or 1
half shaft where interchangeable.
Cover of each pattern for compressors.
Piston and rod with nuts, complete, of each pat-
tern, for steam cylinders and compressors.
Slide valve spindle and nuts of each pattern.
Pair main-bearing bushes, complete.
Main-bearing bolts.
Set of piston rod and connecting rod bolts and
bushes.
Eccentric strap and rod, complete, of each pattern.
ain and cut-off valves and valve face, with pins,
for steam cylinder.
Brine pump bucket and rod.
Air pump bucket and rod.
Circulating pump bucket and rod.
Compressor gland and packing, complete.
Set compressor suction and delivery valves, with
Springs and boxes, complete.
Set of valves for air, circulating, and feed pumps.
Set of valves and springs for brine pump.
Crank shaft for fan engine.
Piston rod, complete, for fan engine.
Set of top and bottom end bushes and bolts for
fan engine.
Set piston rings for fan engine.
of each pattern of Ammonia or CO2 valve and cock
flange and fittings.
Blocks for making all leather packing.
6 Tubes and 24 ferrules for condenser.
1 of each kind of pressure gauge.
Assorted lengths and bends of piping, together with
flanges, couplings, and screwing appliances.
A supply of assorted bolts, nuts, studs, packings,
joint rings, compressor rings, and leathers.
(d) Where one Duplex or two Single Ammonia
or Carbonic-Anhydride Compression Machines are
fitted :
1 Piston rod with nuts, complete, of each pattern.
for steam cylinders and compressors.
Slide valve and valve face, with pins, for H.P.
steam cylinder.
Slide valve spindle and nuts of each pattern.
Main-bearing bolts. *
1 Sct of piston rod and connecting rod bolts and
bushes.
Set of piston rings, etc., for each steam cylinder
and for fan engine.
Set of piston rings or packing for each size of
compressor. *
Eccentric strap of each pattern.
Air pump bucket and rod.
Circulating pump bucket and rod.
Brine pump bucket and rod.
. Compressor gland and packing, complete.
Compressor suction and 1 delivery valve with
springs and box, complete.
:
s:
:
1}1
1
1 Set of valves for air, circulating, and feed pumps.
Set of valves and springs for brine pumps.
Crank shaft for fan engine. .
Piston rod, complete, for fan engine.
Set of top and bottom end bolts and bushes for
fan engine.
1 of each pattern of Ammonia or CO2 valve and
cock, flange, and fittings.
13locks for making all leather packing.
6 Tubes and 24 ferrules for condenser.
1 of each kind of pressure gage.
Assorted lengths and bends of piping, together with
flanges, couplings, and screwing appliances.
A supply of assorted bolts, nuts, studs, packings,
joint rings, compressor rings, and leathers.
Brine and water circulating pumps should be in
duplicate, or there should be independent connec-
tions to auxiliary pumps. Spare piston rings,
pump valves and rods, for independent pumps,
should be carried.
:
When the air, circulating, and feed pumps are all
worked by one independent engine and there are no
independent connections to the main engine pumps, the
following additional spare gear is to be carried.
1 Piston rod, complete, of each pattern.
1 Set piston rings of each pattern for steam cylin-
ders.
1 Eccentric strap and rod of each pattern.
1 Slide valve spindle, complete, of each pattern.
1 Set connecting rod and crosshead bolts and nuts.
A sufficient supply of spare liquid and calcium chlo-
ride is to be carried to ensure an ample margin for any
leakage in the refrigerating plant during the voyage.
All brine regulating valves are to be fitted outside the
insulated spaces so as to be accessible without enter-
ing these spaces.
Before the Certificate of Survey is issued all the
insulation is to be carefully examined and tested for
dryness and fullness and all test holes subsequently
closed. All limbers and hatches are to be removed, the
limbers cleared, and the suctions, sluices and sounding
pipes examined. All hatches, trunks, thermometer
tubes, ventilator coamings, and deck connections are to
be examined, and water-tight doors to be worked.
Where brine may escape to the bilges, the cement is to
be examined at each survey.
It is recommended that the machinery be examined
and tested at a home port, before the cargo is fully
discharged, but in all cases all parts of the relrigerat-
ing machinery, pumps, steam and water pipes, con-
densers, coolers, coils and connections, brine pipes and
tanks are to be opened out and examined, and the con-
densers, coolers, coils and brine pipes tested if con-
sidered necessary; in the case of condensers containing
iron or steel coils, the coils are to be withdrawn from
the casing and tested at intervals of not more than four
years; corroded parts should be tinned or otherwise
made good; the coils are to be scraped, cleaned and
painted with good anti-corrosive paint. The machin-
ery is to be afterwards tested under working condi-
tions.
A further survey is to be made at the port of ship-
ment of the cargo to be refrigerated, in order to as-
certain that the dunnage battens are in good order,
that the insulation has not sustained damage since the
home port survey, and also to test the refrigerating
machinery under working conditions, the temperature
in the holds being noted.
At ports where the services of a Surveyor to the
104
REF
RIG
SHIPBUILDING CYOLOPEDIA
Society are not available, a report of survey by a
reliable, practical Surveyor will be accepted by the
Committee, or if such a Surveyor is not available,
they will accept a report of survey made by two com-
petent Engineers of the Vessel.
Refrigerator Coils. A series of pipes surrounding the
sides of a refrigerating box for maintaining a low
temperature.
Pages 686, 687.
Register Breadth. See BREADTH, REGISTER.
Register Depth. See DEPTH, REGISTER.
Register Length. See LENGTH, REGISTER.
Regulator Valve. See VALVE, REGULATOR.
Relay. An electrical device which will perform a cer-
tain operation in one electric circuit when a certain .
predetermined condition exists in another.
Releasing Gear. This gear is composed of specially
constructed hooks attached to the davit heads and rods,
chains or fittings installed in lifeboats. By the use of
this gear both ends of a lifeboat may be released or
picked up quickly and simultaneously.
Page 820.
Relief Valve. See VALVE, RELIEF.
Relieving Tackles. Tackles used for emergency steer-
ing in case of accident to the steering gear or to as-
sist the gear in heavy weather. The tackles are se-
cured to the head of the tiller or to the cross head, the
opposite ends being made fast to any convenient struc-
ture as a bulkhead or deck.
Render. To pass through an aperture freely, as a
rope through the swallow or mortise of a block.
Reserve Buoyancy. The difference between the amount
a vessel would displace if she were watertight and
totally submerged, and the amount she actually does
displace at her designed draft.
Resistance, Air. That part of a ship's total resistance
to motion which is due to the above water portion of
the vessel moving through the air.
Resistance, Bare Hull. The sum of the frictional and
residual resistances of a vessel's hull to which no ap-
pendages such as bilge or docking keels, struts, spec-
tacle frames, rudders, etc., have been fitted.
Resistance, Center of Lateral. That point through
which a signal force could act producing an effect equal
to the total lateral resistance of the vessel. The center
of lateral resistance is ordinarily assumed to be co-
incident with the center of gravity of the central
inumersed longitudinal plane.
Resistance, Eddy-Making. Resistance due to the for-
mation of eddies at the stern, usually resulting from
the abrupt termination of the after ends of waterlines,
from the action of propellers and rudder, and from
the addition to the hull of projections such as struts,
docking keels, etc.
Resistance, Electrical. A property of materials which
opposes the free flow of an electric current through
them, but does in no way tend to cause a current
in the opposite direction to that in which the electric
current actually moves.
Resistance, Frictional. The resistance due to the fric-
tion of the water upon the surface of the ship and the
ship's appendages.
Resistance, Hollows of. Portions of the curves of
resistance, plotted on a speed base, which show a sag-
ging tendency as compared with the other portions of
the curves.
For the sake of economy in power and fuel it is
desirable that the designed speed of a ship be such as
Resistance, Tow Rope.
to correspond to the hollows rather than the humps of
the resistance curves.
Resistance, Lateral. The resistance which a vessel
offers to a lateral motion of translation through the
water. The lateral resistance of a vessel is of especial
moment in sailing ships, and it is for the purpose of
increasing the lateral resistance that keels and center-
boards are sometimes fitted.
Resistance, Residuary. The total resistance less the
resistance due to skin friction, is termed the residuary
resistance.
Resistance, Skin. The frictional resistance existing be-
tween the shell or skin of a ship and the water through
which she is progressing.
The total resistance overcome
in towing a ship or model. It equals the sum of the
frictional resistance, eddy making and wave making.
Retaining Strip, Stern Tube. See STERN TUBE RETAIN-
ING STRIP. -
Reverse Frame. See FRAME REVERSE.
Reversing. The act of turning completely about.
with reference to either motion or position.
Reversing Shaft. A threaded shaft actuated by the
reversing wheel and forming part of the reversing
gear.
Teversing Wheel. A hand operated wheel by means of
which the reverse gear is controlled. It is located in
front of an engine and easily reached from the starting
platform.
Revolution Counter. A device arranged to register
automatically and sum up engine revolutions. In prin-
ciple, this is accomplished by the transmission at each
revolution of the movement of a suitable engine part
to an ordinary counter built up of a series of num-
bered and properly engaging discs.
Pages 1005, 1083, 1086. Plate LXI.
Rheostat. An electrical device consisting of several
resistances of different values arranged so that they
may be cut in or out of an electric circuit.
Ribband. A painted stripe or molding around a vessel's
side. Applied for decorative purposes.
Ribbands, Fore-and-Aft. Pieces of timber arranged
longitudinally around the building site outlining the
form of the ship at different levels and having the
frame stations marked on them. When a frame is
erected it bears against the ribbands which hold it
in its correct athwartship position and by setting it to
the ribband frame station marks it assumes its proper
fore and aft position.
Ribs. A term applied to the transverse frames of a
boat or the skeleton.
Ride. To float in a bouyant manner while being towed
or lying at anchor.
Rider. A plate or girder fixed to the inner side of the
framing at the center line for extra strength.
Rider Keelson. See KEELSoN, RIDER,
Rider Plate. A continuous flat plate attached to the
top of the vertical center keelson, to the top of the
floors, or both.
Ridge Rope. See RoPE, RIDGE.
Rifle and Pistol Racks. A wood or metal case with
racks for holding rifles and pistols.
Rig. As applied to a vessel, the method according to
which spars and sails are designed and fitted. Rigs
of all kinds fall into one of two classes, viz.: square
or fore-and-aft.
Rigger. A workman who makes up the standing and
running rigging from cordage and fittings and fits
Used
105
RIG s • SHIPBUILDING CYOLOPEDIA RIV
*-
same on shipboard. During the construction of a
ship riggers have charge of the hoisting in place of
such heavy parts as the stem stern post, boilers, en-
gines, masts and spars.
Rigging. A term used collectively for all the ropes
and chains employed to support and work the masts,
yards, booms and sails of a vessel.
Pages 317 to 352, 597, 598.
Rigging Screws. See SCREws, RIGGING.
Rigging, Steel Wire. The standing rigging in prac-
tically its entirety as well as a large part of the run-
ning rigging on modern vessels. The use of hemp
cordage for rigging purposes is now nearly obsolete.
Right Rudder. A term recently adopted in the Navy
which is applied to the operation of moving the rudder
to starboard and consequently turning the bow of the
ship to the right.
Righting Arm, Maximum. The maximum length of the
righting arm attained by any given vessel with a given
loading when heeled from the upright throughout her
entire range of stability.
Righting Lever or Arm. The perpendicular distance
between two vertical lines, one through the center of
gravity and one through the center of buoyancy, the
ship being inclined from the vertical. If the relative .
positions of the center of gravity and center of buoy-
ancy are such as to produce a righting couple, the
lever is positive and is a true righting lever. If, how-
ever, the couple produced tends to overturn the ves-
sel, this righting lever becomes negative and is then
more properly termed an upsetting lever. The dis-
placement of the vessel multiplied by the righting
lever equals the righting moment. At small angles
of inclination, the righting arm is equal to the meta-
centric height multiplied by the sine of the angle of
inclination.
Righting Moment. The product of the displacement
and length of the righting arm. The displacement
being expressed in tons, and the righting arm in feet,
the righting moment is therefore given in foot-tons.
Right-laid Rope. See RoPE, RIGHT-LAID.
Rimer. See REAMER.
Riming. See REAMING.
Ring Bolt. See Bolt, RING.
Rip Saw. See SAw, RIP.
Rise of Floor. See DEADRISE.
Riser. The upright board of a stair.
River Steamer. A steam driven vessel designed for
Service on inland waters. Vessels of this type usually
carry both passengers and cargo.
For use on deep rivers, sounds, etc., large vessels
of moderate draft, good hull free board, lofty super-
structures, and either paddle or screw propulsion are
present practice.
River Steamer, Shallow Draft. For shallow rivers
the shallow draft type with small hull freeboard, lofty
Superstructures, and either stern wheel or tunnel
Screw is used.
Pages 458, 459, 460, 461, 462, 969. Plates XXVII,
XXVIII.
Rivet. A pin used for connecting two or more pieces
of material by the meanis of passing it through a hole
drilled or punched for the purpose and hammering
down one or both ends. Rivets should be made from
high grade iron or mild steel, except that in cases
where high tensile steel parts are to be connected
high tensile steel rivets are generally used. Copper
rivets are used for various minor purposes. In the
shell plating, decking, bulkheads and the framing of
a ship, as well as in the boilers, the joints must be
very firm and in most cases watertight; therefore, for
this reason, and because of the fact that rivets 3%"
diameter or over can be more efficiently worked while
hot, it is the practice to heat rivets before passing
them through the holes and to hammer the points
down before the rivet cools. The contraction of the
rivet due to cooling will aid very materially in pro-
ducing the firm joint desired.
(Types of rivets in general use)
Pan Head Pan Head Button Head Button Head
Cone Neck Cone Neck
Hºjº
C’s’k Flat C’s’k Raised Tap Rivet
Head Head

Fºllº
C’s’k Point
Liverpool. Hammered Snap Point
Point Point
Countersunk heads should be used where flush sur-
faces are required and where rivet head calking may
be necessary. Countersunk raised heads may be used
where a flush surface is not required, but where calk-
ing may be necessary.
Pan and button heads may be used in all other
cases. The button head is considered better appear-
ing where finish is required.
Straight necked rivets should be used where the
holes are drilled and cone neck rivets where the holes
are punched.
Countersunk points should be used for flush sur-
faces and for rivet point calking. Care should be
taken that the points are not hammered down below
the surface of the bar or plate. The points should
have a very slight convex surface. Snap points and
button or pan heads may be used where it is not
necessary to have a flush surface. They are some-
times used in strength members to avoid loss of ma-
terial in the rivet holes due to countersinking.
Hammered points are used largely on internal work
where it is not necessary to have a flush surface. For
hand riveting they are the easiest to clinch, and when
of the proper length their points require no chipping.
105A
RIV
SHIPBUILDING CYCLOPEDIA RIV
Liverpool points are used in light plating which is
not subject to a high head of water where a connection
stronger than the countersunk point is desired.
Tap or screwed rivets are used to connect plates
to the stern post boss and in general either plates of
shapes to heavy forgings or castings where a through
rivet is either impossible or not practical. As shown
in the sketch, the tap rivet has a square pin on the
countersunk head which is used for screwing up and
is cut or burned off when the rivet is in place. They
should be avoided as a connection to a thin steel plate
because of the small grip obtainable in the thread.
In ordering rivets the length given should be ex-
clusive of the heads in all cases except countersunk
rivets and taps, in which case the length given should
be to the top of the countersink. Allow the thickness
of the plates to be connected and where there are
more than two thicknesses allow %" extra for each
additional thickness. With countersunk rivets allow
the diameter of the rivet for the point; for hammered
points allow %" to 5%", for snap points allow %"
more than the diameter of the rivet, and for Liver-
pool points about 76".
Pages 778, 798.
The size and spacing from center to center of
rivets as required by the American Bureau of Ship-
ping are given in the following tables; the sizes
given are the diameters of the finished rivet as it
leaves the manufacturer.
The riveting of butts and seams need not exceed that
required for the table thickness of plate, in cases where
thickness has been increased solely on account of the
frame spacing being greater than the table spacing.
Where adjoining plates differ in thickness, the riveting
of end connections is governed by the larger thickness;
in seams it may bc governed by the smaller thickness;
in boundary angles it should be governed by the lesser
thickness, whethcr in plate or bar.
Holes in two-ply work are to be punched from the
faying surfaces; “hurr” and other projections are to be
carefully removed from all faying surfaces; the holes
in three-ply and four-ply work are to be fair; any
unfair holes are to be reamed out after the work is
screwed up; they are to be re-countersunk and the size
of the rivets suitably increased.
Countersinks are to have the face diameter given in
the following tables; the countersink is to extend
through the plate where the thickness is under .60"
and through at least 90 per cent. of the thickness where
it is .60" or more.
Holes in liners are not to be larger than those in
the plates or bars. Lining pieces under outside strakes
of plating are to be of iron or steel in one length, and
are to have breadths not less than 3% times the diam-
eter of the connecting rivets. Tapered liners in water-
tight landings, in way of end laps, are to be long
enough to take three holes (or pairs of holes) beyond
the plate end. -
Work is to be thoroughly screwed up before riveting
is commenced, with a sufficient number of service bolts
to ensure close fitting; unfair holes are to be reamed
fair, not cut; riveted work must be so closely plied
up that an ordinary testing knife cannot be inserted
between surfaces; rivet points are to be full in the
finish.
Calking in watertight work must be thorough—
light or superficial calking will not be accepted; the
score or crease in butts is to be of ample width and
well set in.
Bar Keels, Stems and Stern Posts are to have rivets
of sufficient diameter to ensure sound workmanship;
34" rivets may be used where the total rivet length is
under 3% inches, 7%" where under 5 inches, 1" where
under 6 inches, 1%" where under 8 inches, and 1%."
where under 10 inches; rivets of such proportions are
to be turned and fitted; where the length is too great
to permit of sound work, efficient tap rivets are to be
used. The spacing of rivets at the calking edge is
not to exceed 4% diameters with rivets 9%" larger,
nor 4 diameters with rivets #4" larger than is re-
quired by the following tables for the thickness of
plating attached to them; the spacing of the inner line
of rivets in stems, stern posts, and propeller posts
above the boss may be 5% diameters in the first and
6 diameters in the second case. The spacing of the
inner line of rivets in propeller posts below the boss
is not to exceed 4% diameters; in vessels above
300 feet additional rivets are to be fitted around the
heel of the post; in vessels above 350 feet length
three rows of rivets are to be fitted up to the boss.
Care is to be taken to space the rivets to suit the
position of shell seam riveting. Holes for tacking
rivets and in thin ends of scarphs are to be drilled
after forgings are faired in position ; the scarphs are
to be plained and calked. Holes in forgings are to
be drillcd with twist drills.
Rudder Arms are to have rivets of not less size
than required for the rudder plate; they are to be
reeled at the inncr end and spaced 6 diameters in
each row ; they are to be gradually closed up until
the spacing at the outer end does not exceed 4
diameters in each row. The rivets are to have large,
carefully fitted countersink heads and large hammered
points.
Plate Keels are recommended to be fitted as out-
side strakes and made flush all fore and aft by fitting
the end-laps so that they do not come below the
underside of the plate, or by fitting inside butt straps.
End connections on plates under .60" thickness may
be double riveted; on plates .60" and under .80" they
are to be treble riveted, and on plates .80" in thick-
ness and above they are to be quadruple riveted;
the spacing of rivets in each row is to be 3% diam-
eters in each case. In cases where straps are used
and there is insufficient space between the frames to
take a quadruple riveted strap, doubling plates of the
thickness of the shell plate are to be fitted for the
whole length of the frame space between seam and
bottom angle, and a treble riveted strap fitted on top ;
the top strap may be fitted in two pieces from outer
edge of seam to bosom of center girder bottom angle.
No rivets are to be put in until every hole in the con-
nection has been reamed or drilled fair.
Center Girder Plates are to have overlapped end
connections with the riveting required - for midship
plates but the spacing permitted for girder butts. The
bottom angles are to have rivets 5 diameters apart;
the top angles may have rivets spaced 7 diameters,
except under engines, where they are to be 5% diam-
eters apart. Where single angles are fitted in place
of double angles, the above spacing is to apply to
each row in the top flange, but the spacing in each
row in the vertical flange may be 8 and 6 diameters
respectively. Single riveted angles connecting floor
106
TABLE 16
See Continuation
TABLE 16
See Continuation
R | V E T | N G
BREADTHS OF SEAMS, END-LAPS AND BUTT 8TRAPS
B UTT st R A Ps
BREADTHS AND SIZES ARE GIVEN IN INCHES sizes ARE given in INCHEs
#
Thickness 0F PLATE.-----....... • 18-34 •36-48 •50-68 -70-88 -90–1-12 1-14-1-26 I-28-1:38 Thicknesses Thicknesses Thicknesses
Double Straps Double Straps Double Straps
[.5 3, 7 I 1. 3 e - s -
$12E OF RIVET------..............gº-ºº: 5 Z, 5 1 1; 1; 1; Plate | Single Plate | Single Plate | Single
Strap Strap Strap
cºr. Counter- cººr. Counter- cº- Counter-
sunk sunk sunk sunk sunk sunk
| Breadths of
Single-riveted Seams............... 2} 24 3 3} 4
g 18 - 18 • 58 •72 •34 •40 • 98 I-22 •58 •64
Zig-zag-riveted Seams.-......... 34 3? 4; 5 5i 64 • 20 •20 • 30 •74 •36 •42 1 * 00 1-26 -60 -66
* 22 •22 • 62 •76 •36 •42 1 * O2 1.28 •60 •66
Double-riveted Seams.............. 3# 4} 5} 6 6? 74 84 * 24 •24 • 34 -80 •38 '44 || || “.04 || 1:30 -82 •68
• 26 •26 *66 -82 •40 •46 1 * 06 1.32 •64 •70
Double-liveted End-laps— 4| 5} 6} 7 • 28.3 •28 * (38 •86 •40 •46 1 * OS 1-36 •64 -70
* 30 30 l..................l................. • 70 •88 •42 •48 1 - 1 O 1-38 '66 •72
Treble-riveted End-laps.......... 64 74 8? 10 114 12} 14 • 32 •34 • 72 •90 •42 -48 || || " I 2 | 1.40 -66 •72
*34 •38 • 74 ‘92 •44 •50 1 * T 4 I'42 •68. -74
Quadruple-riveted End-laps... 9? 11; 13 14? 16} 18 •36 •40 • 76 •96 •46 •52 1 - I (3 I-46 •70 •76
• 38 •44 • 78 -98 •46 -52 I 1 & 1-48 •70 -76
Quintuple-riveted End-laps.... 16} 18} 20} 23 • 40 •46 • 80 || 1:00 •48 •54 || 1 ° 20 1:50 -72 -78
° 42 •48 • 82 1.02 •48 •54 1 - 22 1-52 •72 •78
Double-riveted Butt Strapa. 8 94 11; 13 ° 44 -52 * 84 I-06 •50 •56 1 ° 24 1-56 •74 -80
• 46 '54 '86 1-08 -52 -58 1 * 26 1.58 •76 •82
Treblé-riveted Butt Straps.--. 14} 16} 19 21% • 48 •58 * 88 1-10 •52 -58 1 - 28 1-60 •76 •82
• CO •60 •30 -36 •eo || 1:12 - '54 -60 || 1:30 | 1-62 78 •84
Quadruple-riveted Butt Straps 18? 22 25 28 31} 34% • U.52 •62 '30 •36 • 92 1-16 -54 -60 I 32 1.66 •78 •84
* 54 •66 -32 •38 ‘94 1-18 •56 -62 | 34 I-68 •80 •86
Quintuple-riveted Butt Straps 31 35 39 43 • U.56 -68 -32 •38 • 96 1-20 •58 •64 1 °36 1-70 -82 •88
AMERICAN BUREAU OF SHIPPING RULES
:


s
TABLE 16
TABLE 16
:
Concluded
See Continuation R | V E T | N G
R | V E T | N G $PACING AND $2.ÉS ARE GIVEN IN INCHES
SPACING AND SIZES ARE GIVEN IN INCHES
THICKNESS OF PLATEl............ . hººz. a-ºn alsº .40-42 |.44-48 |-50–52|-54-58|-60-64 '66-'68 THICKNESS OF PLATE___....... . .70-74 || 76-80 || '82-'84 |-86-'88 || '90-'98 || 1:00-1-06 || 1:00-1-12 || 1:14-1-25 |1-28-130
$125 OF RIVET ---...........* ---------- s s 5 5 3. 3 3. 1 Z 7 7 $12E OF RIVET.---....................... l l l 1. 3.
8 8 8 8 4. Z; 4. 3 § 3 8 1 1 1 1 1; § 3. 1H 1:
Diameter of Countersink Face..., | 1 1. 1'. 1}{ 1% 141% 1% 1% 191% 1% Diameter of Countersink Face.... 1% 1%, 1%, 1% 1%, 1%, 1% 1%, 2%
Oiltight Seams and Batts; Spacing || 2 | . 2 2} 2} 2? 2? 2? 3} 3} 3} 3} olight 8eams and Butts; Spacing 3? 3? 3} 3? 4} 4} 44 4. 5}
Tank and Girder Butts; Water- Tank and Girder Butts; Water-
tight Seams; Engine and Thrust tight Seams; Englne and Thrust
seat Plates; Spacing......... 2} 2} 2? 2} 3} 3} 3] 4 4 4 4 Seat Plates; Spacing. . . . . . . . . . 4} 4} 4} 4} 5} 5} 5} 6 6}
Sheerstrake, Topslde Strake and I 9 Sheerstrake, Topside Strake and
Strength Deck; Riveting in Butts Single | Double|Double Double | Double | Treble | Treble Treble Treble | Quad'le | Quad'le strength 3, #...hº. Quad'le Quad'le Quin'ple Quin’ple Quin'ple Quin’ple Quin’ple Quin'ple Quin'plé.
Sheerstrake, Topside Strake and sheerstrake, topside strake and -
strºkamidships:Spac: , || 2 | . 2 3 3 3 4 4 and 3 || 4 || 4 and 3 strength ºesºamidship.sp.
ing in Butts... . . . . . . . . . . . . . . . 2} tº } } ing in Butts * * * * * * * * * * * * * is a tº a w 4} || 4} and 3% 4} 4} and 34 5} 5% and 4} |5} and 4} | 6 and 5 |6% and 5}
Shell and Other Plates Amidships;4 y
Riveting in Butts . . . . . . . . . . . Single Doubleſ Double | Double Double Double | Treble Treble Treble Treble Quad le *::::::::::::: amºn, Quad'le Quad'le Quad'le Quad'le Quad'le Quad'le Quad'le Quad'le Quad'le
Shell and Other Plates Amidships; -
- + l l 3 3 4 4. 4 and 3 4 Shell and other Plates Amldships;
!-à Spacing in Butts. . . . . . . . . . . . . 2} | 2} || 2 || 2: 3. Spacing in Butts. . . . . . . . . "| 4, 4} |4} and 3}|4} and 3% 5} |5} and 4} | 5% and 4} || 6 and 5 6% and 5}
O | Butts at Ends, and Seams at Breaks -
º" single | Single | Single | Double | Double Double | Double | Treble | Treble | Treble | Treble Butts at Ends, and Seams at Breaks
S of Superstructure; Riveting . . . . Single | Single | Single e of Superstructure; Riveting.... I Treble | Treble | Treble | Treble Treble Treble | Treble | Treble | Treble
Ends, and Seams at Break
"º"| 2 || 2 || 2 || 2 || 8 3 3 4 4 4 4 Butts at Ends, and Searns at Breaká
4. of Superstructurg; Spacing.. . . 4. 4 4. 4 4} 4} 4} 4? 5}
Masts, Keel *ngles; Floor Con- |
necting Angles; Edges of Double Masts, Keel Angles; Floor Con-
º gº *:::::: shº! Clips tº; jºº: #.
. In Peaks; acing in Zig-zag g Plates; Bräckets; She hº
Seams and in º Seams. 3} 3} 3} 3} 3? 3} 3? 4; 4 4; 4 i In ...; S ;. Zig-zag
Seams and i t Seams. 5 5 5 5
Frames to Shell in After Peak; on in Butts an ſ 5|| 5| 5: 6} 7
Fiat of Floor Forward in Deep Fratnes to Shell in After Peak; on
Hººk iſ: ſº lººº;
jºš. S.; 3) | 3 || 3 || 3 || 4 || 4 || 4 || 4 || 4 || 4 | * ɺlºiſ;
sº º; Beams º, |Wº: Auxiliary Seating, etc.; Spacing 5} 5} 5} 5} 6}
rames; Frames to Shell Where Shell Clips; Beams on Alternate
Spacing Exceeds 27 Inches; Fº *:
* - - - - " 3 4 4. 4 5 5} 5} 5} Frames; Frames to Shell Where
Spacing.. . . . . . . . . . . . . . . . . . . . . 3? 3} 3? 3. } # } } §ºating Exceeds 27 Inches;
Fº º *::::::: Spacing... . . . . . . . . . . . . . . . . . . . 6 6 6 6 64
83 &nºrs, an roſer
º :'Spacing.... 4 4 4} 4} 5} 5} 5} 6} 6} 6} 6; Frames; Beams, Keeisons, Bulk-
Work Generally; Spacing } } 2 re * head, Stiffeners, and Glrder
Casing Stifteners, etc.; Spacing. . 5 5 5 5 6 6 6 t 7 7 d Work Generally; Spacing.. . . . . 7 7 7 7 8
Increases in thickness on account of frame spacing need not be cºnsidºd º.ºnnº" with butt riveting requirements. For detailed Casing Stiffeners, etc.; Spacing 8
requirements as to riveting of butts and seams of plating, etc., see Soction 23 Where, two º: are given for butt riveting, the wider –A–
Rivets in butts of plates of different thicknesses are to be of the diameter
ies to the cdge riveting and the narrower to other rows. - -
applies g g may be as required for the thinner platc; in boundary angles thry should be as required for
uired ſor the thicker plate; in ..". º
the thinner material, whether in plate or bºy. - - • . * - • s • -
a j-inch rivets may be used in plates of these thicknesses in association with suitable modifications in spacing.
Increases in thickness on account of frame spacing need not be considered in connection with butt riveting
detailed requirements as to riveting of butts and seams of plating, etc., see Section 23. ere two spacings are given for butt riveting,
the wider applies to the edge riveting and the narrower to other rows. Rivets in butts of plates of different §: are to be of
the diameter º for the thicker plate; in seams they may be as required for the thinn:r plate; in boundary angles they should be
as required for the thinner material, whether in plate or bar
uirements. For
...;
AMERICAN BUREAU OF SHIPPING RULES
:


RIV
SHIPBUILDING CYCLOPEDIA RIV
plates are fo have rivets spaced 5 diameters; double
riveted angles are to have rivets spaced 7 diameters
in each row in Vessels under 55 feet breadth; they
are to be 5 diameters in Vessels of 55 feet breadth
and above.
Keelsons.—Center keelson horizontal plates are to
be riveted as required for their thickness and for
girder butts; the spacing of rivets in the top angles
is not to exceed 7 diameters; the spacing of rivets in
the reverse angle and clip forming the floor connec-
tion with continuous center girder plates is not to
exceed 5 diameters. In keelson angles the spacing
of rivets is not to exceed 7 diameters. Keelson and
side stringer angles are to be attached to reverse
angles or clips by two rivets in each flange; side
stringer intercostals are to be attached to the face
angle by rivets spaced not more than 6 diameters.
The spacing of rivets in shell clips is not to exceed
6 diameters, and where double riveting is required
this spacing applies to each row.
Frames and Reverse Angles.—Rivets connecting
frames to shell plating are not to be spaced more
than 7 diameters; where the frame spacing exceeds 27
inches they are not to be spaced more than 6 diam-
eters; where double riveting is required these spacings
apply to each row ; they are not to be spaced more
than 5% diameters in the after peak, in deep tanks,
and from the keel to well above the load line for .15
of length at fore end. Rivets connecting reverse
angles to frames, frames and reverse angles to Iloors,
and plating to reverse angles are not to be spaced
more than 7 diameters; in way of the thrust block
and engine seating of high powered reciprocating ma-
chinery, the spacing is to be 5% diameters. Rivet
holes in frames, in way of shell seams, are to be
drilled or “beared” after the frames are faired in
position. The rivet holes at the round of bilge are
not to be punched until after the frames are turned.
Floors with single bottoms, which are not attached
to center girders, are to have butt riveting as required
for midship plates with rivets spaced as required for
girder butts.
Double Bottoms.-Find-laps of center strakes may
be single riveted in Vessels under 200 feet length; in
Vessels of 200 feet length and above the end-laps
within the midship half lengths are to be riveted as
required for midship plates, and those at ends as
permitted for plates at extreme ends; end-laps of
margin plates may be single riveted in Vessels under
250 feet length; they are to be double riveted in
Vessels 250 feet and under 350 feet length; in Ves-
sels of 350 feet length and above the end-laps within
the midship half length are to be riveted as required
for midship plates, and those at ends as permitted
for plates at extreme ends; end-laps of plating be-
tween center strake and margin plate may be single
riveted in Vessels under 300 feet length ; in Vessels
300 feet and under 350 feet length the end-laps within
the midship half length are to be double riveted, and
those at ends may be single riveted; in Vessels 350
feet length and above the end-laps within the mid-
ship half length are to be riveted as required for mid-
ship plates; those at ends may be double riveted
where treble riveting is required amidships; they may
be treble to double where quadruple riveting is re-
quired amidships. The spacing of rivets in all end
connections in tank top plating may be as required for
watertight seams. The seams of center strakes are to
be double riveted within the midship half length in
Vessels of 300 feet length and above; they are to be
double riveted forward of the half length, where the
breadth at the outside of frame at the level of the
tank top exceeds 45 feet. The riveting requirements
for end connections are not affected by additions to
the table thicknesses on account of frame spacing.
The rivets in angle connections to margin plate are
not to be spaced more than 5 diameters, nor than
required by Table 8 of the American Bureau of
Shipping rules; those in the vertical connections of
intercostal girders are to be spaced not more than
7 diameters, and those in horizontal connections are
to be spaced 6 diameters. The attachment of tank
top plating to reverse angles and intercostals is not
to exceed 5% diameters in the engine space; the at-
tachment of engine and thrust seat plates is not to
exceed 4% diameters; the attachment to reverse
angles elsewhere is not to exceed 7 diameters.
Attachments.-The rivets in beam knees, brackets
and overlaps on brackets are not to be spaced more
than 5 diameters with single and chain riveting, nor
more than 7 diameters in each row with zig-zag
riveting.
Panting Arrangements.-In the after peak and for
.15 of length at the fore end from the keel to well
above the load line, the spacing of rivets in connec-
tions of shell plating to frames and stringers is not
to exceed 5% diameters; shell clips in peaks are to
have rivets spaced not more than 5 diameters.
Shell Plating.——Seams of shell plating may be single
riveted in Vessels under 225 feet length; seams at
ends may be single riveted in Vessels under 300 feet
length; the foregoing is subject to the requirement
that the seams on the flat of floor forward of the mid-
ship half length are to be double riveted in Vessels
above 150 feet length and in all sea-going Vessels
which have the machinery at the after end. Seams
of superstructures may be single riveted, except at
breaks, and within the midship half length of Vessels
over 450 feet length; the seams of superstructures at
breaks are to be riveted as required by the following
tables; shell plating in other cases than specified above,
is to have double riveted seams. The spacing of rivets
in seams is to be as required for watertight seams,
except in the neighborhood of the quarter length, at
about the neutral axis of the section, in Vessels of
450 feet length and above, where the spacing is to be
as required for oiltight seams. Two rivets are to be
fitted in the frame at the seams in way of propeller
bossing, joggled shell plates, and joggled frames; two
rivets are to be fitted in all shell seams in Vessels
over 450 feet length. End connections in sheer-
strakes and topside strakes within the midship half
length, are to be as specified in the following tables;
from the midship half length to the three-quarters
length they may be as specified for other midship
plates; beyond the midship three-quarters length they
may be as permitted at ends. End connections of the
remaining shell plates within the midship two-thirds
length and at the fore end up to the light load line,
are to be as required for plates amidships; beyond
these limits they may be as permitted for connections
at ends; these arrangements are subject to such local
additions at breaks, heel of stern frame, openings, etc.,
as may be required.
Machinery Space, Tunnels, Etc.—The rivets con-
necting the seat plates for engines and thrust bearings
to the substructure, is not to exceed 4% diameters;
108
RIV
SHIPBUILDING CYOLOPEDIA
RIV
the spacing used throughout the substructure of en-
gine and auxiliary seating should not exceed 5%
diameters. The riveting of tunnel plating and bars is
to be in accordance with the requirements for water-
tight bulkheads. Machinery casings which are not
exposed to weather, and are not intended to be water-
tight, may have 6 diameters spacing for rivets in
scams and end connections, except in the butts of
coaming and other plating essential to girder ef-
ficiency; in these cases the riveting is to be as re-
quired for midship girder plates; the spacing of rivets
connecting stiffeners to plating is not to exceed 8
diameters; the spacing of rivets connecting coaming
angles to deck plating is not to exceed 5 diameters.
Machinery casings which are exposed to weather are
to be riveted in accordance with the requirements for
watertight bulkheads. The spacing of rivets in con-
nections of bunker plating should not exceed 6 diam-
etcrs, nor should it exceed 8 diameters in stiffeners.
Masts and Spars.—Masts and bowsprits in Sailing
Vessels may have single riveted seams where angle
stiffeners are fitted throughout their length ; they are
to be double riveted where no stiffeners are fitted;
masts in Steamers, topmasts and yards in Sailing Ves-
sels, may have single riveted seams. End connections
in masts from below the wedging up to the cap are
to be treble riveted ; those in topmasts for Sailing
Vessels are to be treble riveted ; in yards they may
be double riveted. Straps are to be fitted outside
where plates are butted.
Doubling Plates are to be single riveted at edges.
with rivets spaced not more than 5 diameters; the
rivets in the body of the plate are to be sufficiently
close to bring the plate surfaces well home to their
work and should be put in before the edge rivets.
The edge rivets in long overlaps at corners of
openings are to be spaced as required for water-
tight seams; the rivets in the body of the overlap
are to be spaced from 7 to 9 diameters.
Rivet Cutter. A tool similar to a pneumatic riveting
hammer used for cutting and punching out rivets.
Page 790.
Rivet Forge. See FURN ACE, RIVET.
Rivet, Furnace. See FURNACE, Rivet.
Rivet Heading Machine. See BoI.T H EADING MACHINE.
Rivet Heater. One who heats the rivets. This work
is generally done by one or two boys with a portable
forge. They should be careful to place the rivets in
the fire shank down so that the heads will not be-
come too plastic when thrown or passed to the holder
on. Care should also be taken not to burn the rivets
or to leave them in the fire too long. See FURN ACE
JRIVET.
Rivet Holes. A term applied to the holes that are
punched or drilled in plates, shapes, forgings and cast-
ings for rivet connections.
Rivet, Keel. A term applied to a rivet used in attach-
ing the keel to the garboard strake.
Rivet Set. A calking tool for use around a rivet.
Rivet Spacing. A term applied to the distance between
the centers in a row of rivets. This distance usually
consists of a multiple of the rivet diameter and it
depends on whether oil tightness, water tightness or
strength is to be the governing requirement.
Rivet Squad. A squad for hand riveting consists of
two riveters, one holder on and one or more rivet
heaters. For pneumatic riveting it consists of one
riveter, one holder on and generally two rivet heaters.
Riveter, Hydraulic. Usually a large C-shaped cast steel
frame with a hydraulic ram fitted at the open end
which carries the rivet set. See Riveting Machine.
Page 751.
Riveters. Workmen who drive rivets by hammering
the points into the required shape either by means of
hand or power tools.
Riveters usually work in gangs, a gang including
one or two riveters, a holder on, a heater, and per-
haps one or more passers.
Riveters should be responsible for the fairness of
the surfaces riveted and should see that there are no
lateral bends, bumps or irregularities in the plating,
because when once riveted the structure is permanent
They should also see that the surfaces are rigidly and
firmly united when they perform the operation of
swaging down the points of the rivets. A sufficient
number of hand riveters have always been hard to
obtain and as hand riveters generally work in pairs,
each striking alternate blows, it has become the gen-
eral practice in America to use the pneumatic rivet
hammer as much as possible, for this tool requires
but one man to operate.
Riveting. The art of fastening two pieces of material
together by rivets.
Riveting, Bull. A term applied where rivets are driven
by power machines, usually air or hydraulic.
Riveting, Chain. A term applied to two or more rows
of rivets that have their centers opposite each other.
A line drawn perpendicular to the edge of the plate
through the center of a rivet in one row will also
pass through the centers of the corresponding rivets
in the other rows.
Riveting, Double. A term applied when a connection
is made with two rows of rivets. In butt joints there
are two rows in each piece connected.
Riveting Hammer, Hand. Either a long double headed
hammer of medium diameter with flat faces or having
a long head and a narrow peen.
Riveting Hammer, Pneumatic. A light machine oper-
ated by compressed air, in which a rivet set with its
shank having a sliding fit in the bore is given very
rapid, short and powerful strokes. This type of ham-
mer has had the antagonism and opposition of the
hand riveters to contend against, but as its use in
America has become very general in spite of this,
there can be no question of its economic advantage.
One man operates this tool in place of two with hand
hammers and it has the further advantage of handling
rivets better in places that are not easily accessible.
See HAMMER, PNEUMATIC.
Pages 780, 781, 782, 784, 788, 790.
Riveting, Hydraulic. A term applied where the rivets
are driven by a machine actuated by hydraulic pres-
S11 re.
Riveting Machine. A machine designed for upsetting
and forming rivet points. This may be done by com-
pression, by a succession of rapid blows, by rapid
blows accompanied by rotary motion of the rivet set
or by combined compressive and rolling or spinning
action. Riveting machines used in a shipyard are
usually of the pneumatic or hydraulic type.
Riveting, Quadruple. A term applied when a con-
nection is made with four rows of rivets. In quad-
ruple riveted butt joints there are four rows in each
piece connected.
Riveting, Reeled. See Riveti NG, STAGGERED.
109
RIV
ROP
SHIPBUILDING CYOLOPEDIA
Riveting, Single. A term applied where a connection
is made with one row of rivets. In butt joints there
is one row in each piece connected.
Riveting, Staggered. A term applied to two or more
rows of rivets where the centers of the rivets in one
row are one-half the pitch or spacing ahead of the
other row. &
Riveting, Three-ply. A term applied where three thick-
nesses of material are connected by one rivet.
Riveting, Treble. A term applied when a connection
is made with three rows of rivets. In treble riveted
butt joints there are three rows in each piece con-
nected.
Riveting, Zig Zag. See RiveTING, STAGGERED.
Rivets, Row of. A term applied to a continuous line
of rivets whether vertical, diagonal or horizontal.
The spacing of the rivets from center to center de-
pends upon the nature of the connection.
Roasting Ovens. The heated chambers constituting the
interior portion of a ship's range.
Rock Shaft. See SHAFT, WEIGH.
Roller Bearings. The inherent principle of the roller
bearing is the substitution of a true rolling motion
for the sliding friction of plain bearings. The low
coefficient of friction for rolling contact as compared
with sliding contact is utilized in such a practical
way that the power consumed in overcoming friction
is reduced by from 60% to 75%.
Flexible roller bearings are wound helically from
flat strip steel into a hollow, cylindrical roller, which,
because of its flexible construction, can adapt itself
to slight irregularities in either the journal or the
housing without causing excessive pressure or per-
manent deformation. The hollow center of the roller
serves as a reservoir for the lubricant which is distrib-
uted through the helical slots over all the bearing
surfaces.
Roller bearings are extensively used on all type of
machinery and can be applied in practically every
place where a wheel or shaft turns. They minimize
friction, give a smoother and easier operating ma-
chine, eliminate sticking bearings, hot boxes and bear-
ing replacements, insure positive and care free opera-
tion, greatly reduce maintenance costs, and are ca-
pable of years of satisfactory service with no appre-
ciable wear. They are the logical bearing for cranes,
hoists, plate castors, and all shipbuilding equipment
where a durable, dependable, easy running bearing
should be used.
Page 792.
Rolling. The oscillating motion of a vessel from side
to side due to ground swell, heavy sea, or other
Call SeS.
Rolling Chock. A term applied to a bilge keel.
Rolls, Bending. A machine in which power driven
steel rolls are used to give curvature to plates. Three
rolls are provided and two are adjustable allowing
the arc to which a plate may be rolled to be varied
within wide limits. A slot is usually cut in the for-
ward roll to allow the rolls being used for flanging
plate brackets, etc.
Pages 736, 744.
Rolls, Hand Power. A small machine designed to give
curvature to light metal plates. This type is operated
by hand, a large wheel with wood spokes being usually
provided for this purpose.
Rolls, Mangle. A machine in which power driven steel
rolls are used to straighten plates. In this machine
there is an upper and lower series of rolls, The upper
rolls are adjustable to allow for straightening plates
of varying thicknesses. The adjusting mechanism of
the upper rolls is arranged so that a plane tangent to
the upper rolls is at all times parallel to a planc tan-
gent to the lower rolls.
Roofing. A term applied to waterproof materials used
in covering roofs.
Page 807.
Rope. The product resulting from twisting a fibrous
material, such as manila, hemp, flax, cotton, coir, etc.,
into yarns or threads, which in turn are twisted into
strands and several of these laid up together. Fiber
rope is designated as to size by its circumference.
Wire rope is made of iron, steel, or bronze wires
twisted together like yarns to form strands, which in
turn are laid up to form a rope. Wire rope is desig-
nated as to size both by its diameter and its circum-
ference.
Pages 323 to 333, 824, 825, 826, 829, 830, 831, 832,
833, 836, 838, 839, 840, 841, 870.
Rope, Back Hand. A rope in which the fibers are
twisted up left handed, the yarn right handed, and
the strands left handed.
Rope, Bolt. A rope used around the boundaries of
sails, awnings, canvas, tarpaulins, etc. It is made
from selected yarns of the best quality of hemp cord-
age, which are rather loosely laid up and tarred.
Page 824.
Rope, Buoy. The rope by which a buoy is attached
to its anchor. It should be of sufficient strength to
lift the anchor should a vessel be obliged to slip her
cable or the cable part.
Rope, Cable-Laid. A term that was formerly cyclu-
sively applied to a rope consisting of nine strands,
being made by laying three plain ropes together left-
handed ; but now used to denote three, sometimes
four, plain laid three-stranded ropes twisted together
in the opposite direction to the twists in the several
ropes. Also known as hawser laid and (Cater laid
rol)e. s
Rope, Cast Steel Wire. A rope made from cast steel
wires. It is used for standing rigging and derrick
guys and when so used should be galvanized.
Pages 323, 326, 327, 328, 829, 831, 838, 841, 870.
Rope, Check. A term applied to a rope used in check-
ing the way of vessel when docking or warping. A
hawser having one end fastened to a dock and the
other end turned around a bitt so that it may be slack-
ened or held taut.
Rope, Coir. Rope made from the fibrous husks of the
cocoanut having about one-fourth the strength of
manila rope. It is sufficiently buoyant to float upon
the surface of the water, but is disagreeable to handle.
Rope, Cotton. A rope of small diameter made from
cotton fibers and used for sheets and halyards on
yachts and sail boats.
Rope, Flat. A rope having its strands braided instead
of twisted up.
Rope, Hawser. A term applied to warping and towing
lines.
Pages 825, 836. x.
Rope Heart. When a fiber rope has a heart it consists
of a small pliable rope whose diameter is about one-
third that of the strands. In a wire rope the heart
may consist of a tarred hemp rope where pliability
is the chief consideration and a wire heart where
strength is more important.
109A
ROP
ROP
SHIPBUILDING CYOLOPEDIA
Rope, Hemp. A rope made from fibers of the hemp
plant. As in manila rope the fibers are made into
yarn, the yarn into strands, and three or more strands
twisted up to form a rope.
Hemp rope where exposed to the weather requires
tarring as it otherwise decays rapidly. Hemp rope is
used principally for bolt ropes and standing rigging.
Page 824.
Rope, Hide. A rope made from strips of uncured hide
and principally used as wheel rope.
Rope, Iron Wire. A rope made of iron wires. It has
less strength but is more pliable than steel rope of
the same make up.
Pages 323, 329, 838, 841, 870.
Rope Knots. See KNOTs.
Rope Lay. The direction in which it is twisted up.
Rope, Left-Laid. Rope in which the strands are twisted
together in the same direction as that of the hands
of a clock.
Rope, Manila. A rope made from fibers of manila
which are obtained from the wild banana plant grow-
ing in the Philippines. The fibers are made into yarn,
the yarn into strands and three or more strands
twisted up to form a rope. Manila rope is usually
made up of three strands up to 3" circumference and
above that diameter four strands with a heart center.
This rope is more desirable than hemp for hawsers
and running gear because it is lighter and more pli-
able and does not require tarring for preservation.
Manila rope is stronger than tarred hemp rope but
a little weaker than white rope.
Pages 323, 331, 824, 826, 839.
Rope Marline. See RoPE SPUN YARN.
Rope, Mast. A heavy rope used in hoisting or striking
down a topmast, topgallant mast, etc.
Rope, Parcelling. This operation consists of wrapping
straps of canvas around the rope with the upper
edges overlapping similar to shingles. For wire rope
the strips should be coated with red lead and linseed
oil and for fiber rope they should be tarred. The rope
is usually wormed if parcelled.
Rope, Plain-Laid. A term that was formerly exclu-
sively applied to the three-stranded right-handed rope,
but is now applied commercially to three, four or six
stranded rope laid up in the contrary direction to the
, twist in the strands.
Rope, Plow Steel. A rope made from plow steel wires.
It is very strong and durable, and is used for run-
ning gear. When working over sheaves it should not
be galvanized.
Pages 323, 324, 325, 326, 829, 838, 841.
Rope, Ridge. A rope running through the eyes at the
heads of the awning stanchions to which the edge of
an awning is hauled out and stopped. The term is
sometimes applied to the center rope of an awning, but
“backbone” seems to be a more satisfactory term for
1t.
Rope, Right-Laid. Rope in which the strands are
twisted together in the opposite direction to the mo-
tion of the hands of a clock.
Rope Seizing. A method of making a joint between
two ropes by binding with marline or spun yarn.
There are three kinds of seizing, viz.: Round seizing
where two layers of marline are used; flat seizing
where one layer of marline is used; throat seizing
where the parts of the rope or ropes cross
Page 825.
Rope Serving. Consists of wrapping a complete layer
of marline or cord around a rope to protect it against
chafing. The rope is usually wormed or wormed and
parcelled before serving.
Rope, Shroud-laid. A rope made by laying up four
strands around a core or heart in a right handed
direction.
Rope, Sisal (a substitute for manila). The fiber for
Sisal rope is procured from a plant grown in Yucatan.
Mexico and Key West, Fla. Its tensile strength is
not more than three-quarters that of Manila fiber.
Unlike Manila, Sisal is stiff and harsh, and deterio-
rates rapidly when exposed to the elements.
Rope Splicing. A method of making a rope joint which
is accomplished by braiding the strands. A splice in
wire rope is from 10 to 15 per cent. weaker than
the rope.
Page 828.
Rope, Spun Yarn. Hemp fiber loosely twisted and
tarred. Also called Marline and Hambroline.
Page 825.
Rope, Stern. A rope leading from the stern of a vessel
to a wharf or buoy for mooring. Also known as
“stern line” or “stern fast.”
Rope Strand. This is composed of rope yarns twisted
up and usually in a left handed direction.
Rope, Tapered. A rope having a relatively large diam-
eter where strength is required and tapering down
to a smaller diameter where more pliability is desir-
able.
Rope, Tiller. A term applied to the ropes actuating
a tiller. A very desirable type is made up of small
bronze wires which is quite pliable.
Pages 832, 833, 836.
Rope, Tow. A hawser of either fiber or wire by which
a vessel is towed or tows another.
Rope, Twice-Laid. Rope made from old yarns laid up
a second time.
Rope Walk. A place where rope is manufactured by
the less modern machine methods. A long walking
space is required for the workmen in their back and
forth motion in the operation of spinning, hence the
11211116°. r
Rope, White. A term applied to untarred hemp rope.
It is used for log and lead lines. The white rope is
stronger than manila.
Rope, Wire. A rope made up of wires twisted up into
strands and strands twisted up into rope. The strands
are usually twisted up around a heart of hemp or
wire. Particular care should be taken with wire rope
to prevent kinking. It should never be pulled out
from a coil as fiber rope but should be unwound from
an axis or the coil should be rolled along like a wheel.
The larger the number of wires per strand or the
larger the number of strands per rope, the greater the
flexibility obtained. In ordering wire rope care
should be taken to give the largest diameter or that
of the circumscribing circle.
Pages 323 to 330, 828, 829, 830, 831, 832, 833, 836,
838, 839, 840, 841, 870.
Rope Wire Fittings. See the respective headings for
clips, clamps, sockets, thimbles, etc.
Pages 834, 835, 837, 870.
Rope, Wire, Marline Clad. A wire rope in which each
strand is served with tarred marline before being
twisted about the core.
Pages 832, 839, 840.
Rope, Wire, Steel Clad. A wire rope in which each
strand is served with flat steel wire before being
twisted about the core.
Page 832.
110
ROP SHIPBUILDING CYCLOPEDIA - Rud
Rope Worming. Filling in the valleys between the
strands of a rope with marline. The marline should
run with the lay of the rope.
Rope Yarn. This consists of fibers of manila or hemp
which are usually twisted up in a right handed di-
rection.
Rose Box. See PUMP STRAINER. .
Rose Box, Strum or Strainer. See STRUM Box.
Rose Lashing. A lashing made by alternately passing
the parts over and under the object lashed, then
finishing by turning the end around the crossing point.
Also known as Rose Seizing.
Rose Seizing. See Rose LASHING.
Roses. Perforated metal plates, fitted over the outside
of injection sea cocks in order to prevent the entrance
of weeds or other foreign substances to the ship's
piping system or pumps.
A perforated nozzle for delivering water in a fine
jet.
Rosin, Wood. A solid substance exuded from various
trees, or left as a residue from the distillation of
turpentine.
Rot. A term applied to wood that has become soft
or discolored.
Rotary Air Pump. See PUMP, RotARY.
Rotary Converter. A rotary electrical machine for
transforming alternating current to direct current or
vice versa. Also called Synchronous Converter.
Rotary Pump. See PUMP, RotARY.
Rotary Shear. See SHEAR, RotARY.
Rotor, Turbine. See TURBINE RotoR.
Round In. To haul in a rope rapidly.
Round Stern. The Stern of a ship whose decks ter-
minate aft in semi-circular or elliptical shape.
Rounded Gunwale. See GUNwalE, Rounded.
Roundline. A three-stranded, right-handed, tarred
hemp, small stuff used for seizings, service, etc.
Rouse. To overhaul rapidly as a rope or cable. To
“rouse out” the crew to get them on deck quickly.
Row Locks. U-shaped fittings with shank or socket
attachments to the gunwale of a boat. They are used
as a fulcrum for oars in rowing, sculling and steering.
Page 823.
Royal. A light square sail set next above a topgallant
sail.
Rubbing Strip. A plate riveted to the bottom of a keel,
to afford protection in docking and grounding. Also
a strip fastened to the outside of a fender or to the
shell plating where contact is likely to occur.
Rudder. A device used in steering or maneuvring a
vessel. The most common type consists of a flat slab
of metal or wood, hinged at the forward end to the
stern or rudder post and rounded at the after end
to make a fair ending to the lines of the vessel.
When made of metal it may either be built up from
plates, shapes and castings, with or without wood
filling or it may be a casting.
The rudder is attached to a vertical shaft called the
rudder stock, by which it is actuated or turned.
Pages 231, 577, 899.
The American Bureau of Shipping requires that
rudder stocks above the top pintle are to be as
short as possible and are to have diameters not less
than given by the formula:
S – 26 WTR.A.V.”
Where S = diameter of upper stock in inches.
R = distance in feet from center line of pin-
tles to center of gravity of immersed
rudder area; the area to be measured
between center line of pintles and back
edge of rudder.
A = rudder area below the load line in
Square feet, measured between center
line of pintles and back edge of rud-
der.
V = maximum sea speed of vessel in knots
per hour.
The least speed to be used with the formula is 8
knots in vessels of 100 feet length; 9 knots at 150 feet;
10 knots at 200 feet; 11 knots at lengths of 250 feet
length and above; in vessels of intermediate lengths,
intermediate minima are to be taken. The formula
may be modified to .25WR.A.V. where the sea speeds
of steamers are two of more knots greater than the
above minima; intermediate co-efficients may be used
for smaller additions to the minima. Where the cen-
ter of the lower stock is abaft that of the upper
stock, the latter is to be suitably increased in area
where the material passes from one center to the
other. The lower stock is to be of the full diameter
at the top arm, but the diameter may be gradually
reduced below the top arm until it is .75S at the heel.
The stock is to be swelled in way of each rudder arm
to such a diameter as will permit the arm keyways to
be cut clear of the stock, but the increase in diameter
is not to be less than .5"; the swells are to extend
at least 1.5 inches above and below each arm (except
on the lower side of bottom arm) and are to be
gradually tapered from thence to the stock.
Rudder Arms are to be shrunk and keyed on to the
lower stock; those for 5-inch rudder stocks are to be
spaced not more than 50 inches, center to center;
those on 15-inch stocks may be spaced 75 inches; in-
termediate spacings are to be used for stocks having.
intermediate diameters. The arms are not to be less
in size in way of the rivet hole nearest the stock than
is given by the following formulae:
M = .001 a.r. V*
Breadth in inches = 1.5 VM. –– C.
Thickness in inches = .9 VM.
Where a = mean breadth in feet of segment sup-
ported by arm (measured from back
of stock to back edge of rudder)
multiplied by spacing of arms in feet.
r = distance in inches of center of gravity
of a. abaft first rivet hole in arm.
V = speed as specified above.
C = 1 with 34” rivets, 1.1 with 7%", 1.2 with
1", 1.3 with 1%", and 1.4 with 1%."
rivets.
The depth of the pintle boss is not to be less than
.7S., the breadth of the outer end of the arm is to be
sufficient to take chain riveting where practicable;
the rivet holes at the inner end of the arm are to be
reeled and spaced six diameters in each row; the
pitch is to be gradually reduced until the holes at
the outer end are spaced four diameters in each row.
Pintles are to be fitted in each rudder arm, and
in cases where the arm spacing accords with the
preceding paragraph, their diameter is to equal .5S,
they are to extend for the full depth of the gudgeons,
except in the bottom gudgeon, where the length may
equal .5S if bearing rings are fitted under the bottom
arm; the top pintle is to be placed as high as possible.
Pinties are to be fitted as taper bolts in the pintle
boss; there is to be no shoulder on the pin; the
111
RÚjº
SHIPBUILDING CYCLOPEDIA RUD
taper should not be greater than 1 in 12, and the
nuts are to be fitted with efficient locking pins. Where
pintles of 3% inches diameter and upwards are re-
quired and are protected by gun metal sheathing
shrunk on to the pintle, the diameter .5S may be
measured over the sheathing.
Rudder Couplings between upper and lower stocks
are to be supported by an ample body of metal worked
out from the rudder stock, and are to have flanges of
not less thickness than 25S; if keyways are cut in
couplings the thickness is to be increased by the depth
of the keyway; the material outside the bolt holes is
not to be less than two-thirds of the diameter of the
bolt; there should be at least six bolts in each coupling,
and the united area in square inches of the bolts
should not be less than given in the following
formulae :
Horizontal Couplings.
.3S" + r = Bolt area.
r = mean distance in inches of the bolt
centers from the center of the sys-
tem of bolts.
Vertical Couplings.
.33S = Bolt area at bottom of thread.
Scarphed Couplings.
.4S* = Rolt area at bottom of thread.
2.5S = Length of scarp.h.
1.75S = Width of scarph at top where there are
two bolts in end.
2.5S = \\ idth of scarph at bottom.
.13S = Thickness of scarph tips.
The nuts on coupling bolts are to be of standard
proportions, and are to be efficiently locked in posi-
tion after having been screwed up.
Rudder plates are recommended to be fitted clear
of the rudder stock so that all surfaces may be kept
clean and painted ; the thickness of the plate, in asso-
ciation with the spacing of arms required above, is not
to be less than given in the following table :
Stock 3 4 5 6 7 8 9 10 11 12 13 14 15
Plate 68 .72 .76 .8 .84 88.92 .961.00 104 1.08 1.12 1.16
(Sizes are given in Inches.)
Intermediate thicknesses may be obtained by inter-
polation ; where the sea speed exceeds 15 knots the
thickness is to be increased ; the rate of increase is to
be 04" per knot,
Rudder Stops. Strong and efficient stops are to be
fitted on deck; steam steering cngines are to be pro-
vided with satisfactory arrangements for stopping the
engine before the stops are reached.
Bearing Rings arc to be fitted under the rudder arms,
or carriers, as may be required to distribute the rudder
weight.
Balanced Rudders. The size above the neck bearing
of stocks for balanced rudders is not to be less than
obtained from the formula for unbalanced rudders
where R and A are measured between the center
line of stock and back edge of rudder. The limitations
and modifications in terms of sea speed specified under
rudder stocks will apply to upper and lower stocks of
balanced rudders.
The size of the lower stock for balanced rudders
which have efficient neck and bottom bearings is to be
obtained from the formula:
S, - .26 W R.A.V.”
Where S = diameter of lower stock in inches.
*...*- ºm-º-º-º- -
A = area in square feet of the rudder surface
below the load line.
a = vertical distance in feet from the neck
bearing to the center of gravity of
the immersed rudder surface.
b = horizontal distance in feet from center
of lower stock to the center of
gravity of the immersed rudder sur-
face.
V = maximum sea speed of vessel in knots
per hour.
The lower stock is to be the full diameter for at
least two-thirds of the distance from the neck to the
bottom bearing; the diameter may be gradually re-
duced below this point until it is .75S, in the bottom
bearing; the stock is to extend into the bottom bear-
ing for a distance not less than .7S,. One-half of the
neck bearing is to be a solid part of the stern post
and the length of the bearing is not to be less than
1.5S, ; the area at the bottom of the thread of the
bolts for the cover is not to be less than .33S. The
bearings are to be bushed with metal and satisfactory
arrangements are to be made at each bearing to take
the weight of the rudder.
The size of the lower stock for balanced rudders
which have no bottom bearing is to be obtained from
the formula:
S, H .26 W R.A.V.”
Where R = a + Va”-F bº
and S, A, V, a and b have the values given in the
preceding paragraph.
The lower stock is to be of the full diameter to the
underside of the top rudder arm ; the diameter may
be gradually reduced below this point until it is .33S,
at the heel. The length of the neck bearing is to be
at least 1.5S, the bearing is to be bushed with metal
and satisfactory arrangements are to be made to take
the weight of the rudder.
Rudder Area. The area of the effective rudder blade.
Usually referred to as a percentage of the area of the
1mmersed middle line or lateral plane of the ship.
Rudder Arms. A term applied to the frames or arms
projecting or radiating from the vertical main piece
for the purpose of supporting and stiffening the rºd-
der plating.
Page 577.
Rudder, Auxiliary. A term applied to bow rudders.
They are fitted to ferry and sometimes paddle-wheel
boats.
Rudder, Balanced. A rudder having the forward or
leading edge of the whole or a portion of the rudder
far enough forward of the center line of the rudder
stock to bring the center of pressure of the water on
the rudder at the maximum helm angle on or near
the centerline of the rudder stock.
With a balanced rudder the torque is reduced to
a minimum so that the power of the steering engine
may be reduced. The size of the stock, however, will
depend largely on the bending stresses.
Rudder, Bearing. A fitting usually constructed in two
parts which are bolted together around the rudder
stock. The upper portion of the bearing is usually
fitted with an annular groove and a flat ring floating
in oil upon which the rudder carrier turns.
The middle portion, which is usually lined with
white metal, forms a side bearing for the rudder
stock and the bottom portion, which is conſposed of
111A:
RUD
RUL
SHIPBUILDING CYOLOPEDIA
a wide flange, provides for altachment to the top of
the rudder trunk or a deck.
Page 578.
Rudder, Bow Piece. A term applied to the curved
frame forming the after edge of a rudder.
Rudder Brace. See GUDGEONs.
Rudder Bushings. A term applied to brass or metal
sleeves fitted around the pintles.
Pages 577, 891.
Rudder Carrier. A fitting usually constructed in two
parts which are bolted together around the rudder
Stock and which forms a means of transferring the
weight of the rudder to the rudder bearing.
The upper portion of the carrier consists of a sleeve
that forms a close fit around the stock which is
usually turned to a larger diameter at the top and
bottom of the carrier sleeve to form shoulders.
The upper shoulder aids in transferring the weight
of the rudder through the carrier to the bearing and
the lower shoulder prevents the stock from slipping
up through the carrier. Set screws or a key and key-
way are usually fitted to insure that the carrier turns
with the stock.
The lower portion of the carrier consists of a flange
having a flat bearing surface that works on an an-
nular ring floating in oil in a groove on the top of
the rudder bearing.
Page 578.
Rudder, Cast Steel. A term applied to a rudder having
the plate and framework of cast steel. It may be
made in one piece or in two or more pieces bolted
together.
Rudder Coupling. A term applied to the flanges or
palms fitted to the lower end of the rudder stock and
to the top of the main piece to provide a means of
efficient connection.
Pages 577, 578.
Rudder, Double Plate. A rudder constructed by two
planes of plating tapering in section from the width
of the main piece in the way of the rudder stock
down to the width of a bar at the edges. The space
between the two plates is usually filled with wood.
Rudder, Flat Plate. A term applied to a rudder con-
Structed by one plane of steel plating. The plating
is supported and stiffened by arms projecting from a
vertical main piece. The rudder arms may all be on
the same side of the plate or alternating on one side
and then on the other.
Page 577.
Rudder Frame. A term applied to a vertical or main
piece and the arms that project from it, forming the
frame work of a rudder.
Budder Gudgeons. See GUDGEoNs, RUDDER.
Rudder Head. The upper end of the main piece to
which the rudder stock is attached. The head consists.
of a flange or thick palm to which a flange or palm
on the lower end of the rudder stock is bolted.
Page 577.
Rudder Heel. A term applied to the lowermost por-
tion of the main piece of a rudder.
Page 577.
Rudder, Jury. See JURY RUDDER.
Rudder Keeper. A term applied to wedge shaped pieces
of metal that are fitted between and prevent, the nuts
on the coupling bolts from working loose.
Page 578.
Rudder Lugs. A term applied to the projection, cast
or fitted to the forward edge of the rudder frame
for the purpose of taking the pintles.
Rudder, Main Piece. The vertical or main frame of the
rudder to which the rudder arms are attached.
Page 577.
Rudder Pendants. A term applied to a pair of chains
or ropes attached by a shackle to a hole bored through
the upper after end of a rudder frame or to a monkey
tail for the purpose of providing a temporary steer-
ing gear. The tipper ends of the pendants are usually
attached to pads fitted to the shell.
Rudder Pintles. See PINTLEs, RUDDER.
Rudder Scores. A term applied to the portions of the
forward edge of a rudder that are cut out between
pintles. This scoring allows the rudder to be un-
shipped readily.
Rudder, Side Plate.
Rudder Stays. See RUDDER ARMs.
Rudder Stock. A vertical shaft having a rudder at-
tached to its lower end and having a yoke, quadrant
or tilier fitted to its upper portion by which it may
be turned.
lm addition to the function of turning, the stock
should take the weight of the rudder through a car-
rier attached to the stock which works on a bearing
fitted at the top of the rudder trunk or on a plat-
form or deck.
The rudder stock should be designed to withstand
the torque, and bending stress coming on the rudder
at the maximum helm angle and the maximum speed
of thc ship.
Pages 578, 893, 896, S98.
Rudder Stock Stuffing Box.
Stock.
Rudder Stops. A term applied to ſittings attached to
the structure of the ship or to shoulders on the stern
post which have the function of limiting the swing
of the rudder to an angle of about 35 degrees.
Rudder, Telltale. See TELLTALE RUDDER.
Rudder Trunk or Tube. A term applied to a casing
fitted around the rudder stock and extending from the
counter to a platform or deck. Its purpose is to
prevent water from entering the hull, and for this
reason a stuffing box is fitted at its upper end.
Rudder, Underhung. A rudder that is not hinged or
stepped on the stern post but supported entirely by
the rudder stock.
In this form of rudder the bending stress on the
Stock at maximum speed is generally quite large and
becomes the most important factor in calculating the
size of the stock.
Rules of the Road. Regulations for preventing col-
lisions and for promoting safety to navigation.
These include the following:
1. The International Rules established by agreement
between maritime nations governing navigation on the
high seas and in all waters connected there with
navigable by sea-going vessels.
2. The Inland Rules enacted by Congress governing
the navigation of the inland waters of the United
States.
3. The Pilot Rules for United States Inland Waters,
supplementing the Inland Rules.
These Rules are established by the Board of Super-
vising Inspectors of Steam Vessels under authority
of the United States Inland Rules.
4. Local Regulations for the navigation of various
harbors, rivers, and other inland waters, of countries
See RUDDER, Double PLATE.
See STUFFING Box, RUDDER
112
RUN
SAF
SHIPBUILDING CYOLOPEDIA
other than the United States. These Rules are gener-
ally made locally for each port.
In general, the local rules do not modify the Inter-
national Rules in the more important particulars, but
frequently emphasize many minor requirements.
Run. The under water portion of a vessel aft of the
midship section or dead flat.
Runner. A length of rope made fast at one end and
rove through a single movable block, i. e. a single
whip reversed.
Running Rigging. Ropes which are hauled upon at
times in order to handle and adjust sails, yards, etc.,
such as sheets, clewlines, halyards, downhauls, out-
hauls, reef-tackles, etc.
S
Saddle. A block of wood, hollowed out to receive the
inner end of a jib-boom.
Safety Goggles. Spectacles specially designed to pro-
tect the eyes of workmen against dust, flying pieces
of metal or excessive iight.
Chippers, calkers, riveters and welders should be
required to wear them.
Pages 762, 763.
Safety Keel. See KEEL, SAFETY.
Safety Rules. An innovation which has met with con-
siderable favor in a number of shipyards during the
past two or three years is the adoption and enforce-
ment of fixed rules relative to safety and sanitation.
Precautions and measures have been taken for safe-
guarding the workers, and responsible persons charged
with the administration of this work.
The principal idea embodied in this work is that by
a proper system of education regarding the dangers
of their work and the advantages of modern sanitary
methods, the co-operation of the personnel will be
readily forthcoming, with the result that a higher
state of efficiency will prevail throughout the plant
which will be of mutual benefit to the employes and
the company, the employes benefiting by the pre-
cautions taken to safeguard their health and eliminate
avoidable accidents and the company by the increased
production and reduction in accident compensation
COStS.
During the war the Newark Bay Shipyard of the
Submarine Boat Corporation made a notable record,
not only for the tremendous amount of work turned
out but also for the extremely low percentage of
accidents per number of men employed. The following
Rules and Regulations in force at the Newark Bay
Shipyard are therefore published through the kind
permission of the Submarine Boat Corporation.
Organization of Safety, Sanitation and Service Board
The Submarine Boat Corporation desires to make the
work of every employe as safe and healthful as possible,
and to bring this about the Safety Organization has been
created to co-operate with its employes in the advancement
and in the improvement of sanitary and working con-
ditions. To assist in accident prevention and to secure
the ideas and co-operation of all employes safety commit-
tees are to be formed.
Until such time as additional departments are created
there will be eleven departmental committees, comprised
of the following departments:
PLANT Con STRUCTION .
MECHANICAL AND ELECTRICAL INSTALLATION AND
MAINTENANCE
HULL Construction
TRANSPORTATION
YARD SUPERINTENDENCE
FABRICATING DEPARTMENT
PASSENGER TRANSPORTATION
CoMMISSARY DEPARTMENT
FIRE DEPARTMENT
MILITARY DEPARTMENT
PolicE DEPARTMENT
PURCHASING DEPARTMENT
TIMEKEEPER'S DEPARTMENT
The superintendent of each of these departments will
quarterly appoint a committee, for the ensuing quarter, con-
sisting of three or more, the total number to be an odd
number, which departmental committee shall include at
least one foreman. The majority of such committee shall
choose its own chairman and the chairmen of all the de-
partmental committees shall quarterly choose four of their
number to serve on the Safety, Sanitation and Service
Board for the ensuing quarter. Each department commit-
tee may at its discretion and with the approval of its
superintendent organize such sub-committees as its work
may make desirable.
The Safety, Sanitation and Service Board shall consist
of the—
CHIEF PHYSICIAN
CoMMISSIONER OF LABOR
SAFETY ENGINEER
CHIEF ENGINEER
GENERAL MANAGER's Assistant
SUPERVIsor of WELFARE (HoNorARY MEMBER)
Four ELECTED MEMBERS
It shall quarterly choose one of its members to act as
chairman for the ensuing quarter.
The Safety, Sanitation and Service Board will have
general charge of and supervision over safety work. It
will receive and pass upon all safety recommendations
received from the departmental superintendents.
It will devise and promulgate standards for safeguard-
ing, sanitation, working conditions and such other matters
as may be referred to it.
It will formulate rules for safe operation of machinery
and will promulgate same through the Safety Organiza-
tion.
Periodic inspection of the plant and of working and
sanitary conditions will be made and written reports of
such inspections submitted to department superintendents,
who will, after review, or action on any or all items, cause
reports to be delivered to the Safety, Sanitation and Ser-
vice Board.
It will arrange for investigators to determine immedi-
ately the causes of accidents. These investigators must be
rendered every assistance by all employes to the end that
the facts may be developed in each case and any attempt
on the part of any employe to mislead the investigators
will result in his dismissal.
Regular meetings will be held. The date of such meet-
ings will be determined.
Safety bulletin boards will be erected in all departments
and employes are instructed to read the bulletins and
notices placed thereon. The subject is to be changed at
frequent intervals and departmental safety committee men
will find much material in these bulletins for discussion
at their meetings. -
The Safety, Sanitation and Service Board will at once
proceed to formulate and adopt rules for its procedure
which will insure the placing of definite responsibility for
l 13
'SAF
SAF
SHIPBUILDING CYOLOPEDIA
activities of its own initiative directly on one of its mem-
bers or upon a person or persons selected by it. It will
also arrange to have reports of accidents investigated and
inspection reports received from Safety Engineers inspect-
ing the plant passed directly to the superintendent of the
department concerned so as to avoid delaying of the trans-
mission of the facts until after the meeting of the Safety,
Sanitation and Service Board.
It is to be the duty of every employe to report to a
member of the Safety Committee of his department or to
any Safety Engineer all unsanitary and unsafe conditions
or practices. Such reports will be investigated by the
Departmental Safety Committee and if substantiated the
Departmental Committee will submit their recommenda-
tions to the superintendent of the department affected, who
will either issue the necessary safety requisitions to cor-
rect such conditions or refer the matter to the Safety, Sani-
tation and Service Board. All recommendations shall be
submitted in writing and filed with the record of action
taken.
Instructions to Superintendents to Be Carefully Read
by Every Superintendent
The Submarine Boat Corporation desires to make the
work of every one of its employes as safe as possible. To
achieve this object, the management will hold each super-
intendent responsible for every preventable accident occur-
ring in his department, and expects each superintendent
to likewise hold responsible his foremen. The failure of
a foreman to take necessary steps to prevent an accident
will not relieve a superintendent, or vice versa.
To prevent accidents it is therefore the duty of each
Superintendent to exact from his foremen a strict com-
pliance with the rules and instructions formulated for their
guidance. By personal investigation he should assure him-
Self that this is being done. Accident reports should prove
a great help in determining whether any particular fore-
man is doing his part or not. These reports must be re-
turned to the Safety, Sanitation and Service Board as soon
as possible, and must have noted thereon the remedial or
disciplinary action which was taken.
Superintendents must report all fires on proper form to
the Safety, Sanitation and Service Board as soon after
a fire as possible.
Success or lack of success in prosecuting our work
safely depends largely upon close attention to every safety
rule and co-operation between superintendents, foremen
and the employes in their respective departments, and
accident records will bear an important place in the annual
review of our work.
Instructions to Foremen
The Submarine Boat Corporation desires to make the
work of every one of its employes as safe as possible.
To achieve this object the management has created a
Safety, Sanitation and Service Board. This board will be
given every possible assistance to the end that each em-
ploye may go safely about his work. Each superintendent
will be held strictly accountable for every preventable acci-
dent occurring to employes in his department, and the
Superintendent shall hold each foreman likewise responsi-
ble, nor will the negligence of one excuse the other. The
following instructions have been prepared so that each
foreman may know exactly what the management expects
of him. To the degree that a foreman complies with the
spirit of these instructions, to that degree will he enter
into the spirit of the organization, and to that degree he
will become a valuable man to the company.
The first duty of the foreman in the prevention of
accidents is to inspect his department for the purpose of
locating and eliminating dangerous conditions. A daily
inspection must be made with four objects mainly in view:
1. To see that all workmen in this department are
complying with these rules.
2. That they are not doing their work in an awkward
or unsafe way.
3. That only tools and machinery in good condition are
being used.
4. That no guards or safety signs have been removed
without having been replaced. That passages and aisles
are free from materials; that proper clearances have been
maintained, and that clean and neat conditions prevail.
Next in importance is the proper instruction and han-
dling of the men. A new man should be carefully sized
up and if he seems to be a slow-thinking, heavy-footed
man, he should not be placed on work requiring a quick-
thinking, nimble man. If no one in the department can
talk with the new man, he should be transferred to a
department where some one can talk his language or an
interpreter called. If there is work which it is reasonable
to suppose he can be taught to do, the foreman must per-
sonally instruct the man in his duties and in the dangers
of the work and before leaving the new man to do his
work unassisted he must make sure that the work is
understood.
Such thorough instruction not only has the effect of
lessening the chance of injury, which is much greater for
an inexperienced man, but it also makes the new man
more efficient from the beginning, and where the new man
uses machinery, proper instruction avoids a great deal of
wear and tear. If the new man is to work with other and
more experienced men, one of these men should be ap-
pointed to act as monitor to the new man until such a time
as he becomes thoroughly experienced. At this time he
must be given a rule book, and he must be familiar with
rules pertaining to his work within seven days, to be
determined by an examination given by the foreman.
If his work is of a nature that requires the use of
goggles, he must be given them as soon as he commences
work. Adjustable goggles are kept in stock, which can
easily be fitted to any man. Foremen are held strictly
responsible for the enforcement of the rule that all men
in their charge who should wear goggles are provided
with the right style, properly adjusted. The new man
should be made to understand that he must wear them if
he expects to continue in the employ of the company. By
insisting on this at the start, when the man is anxious to
comply with instructions, a great deal of friction is avoided.
He should also be impressed at this time with the extreme
necessity of reporting to the Emergency Hospital to have
even the slightest injury properly cared for.
Where an employe is found disobeying rules or taking
chances which endanger him or other workmen, he must
be so dealt with as to make certain that the offense will
not be repeated. Employes who unwittingly are doing
their work in an awkward or unsafe way should be in-
structed until they do it in the right way. Tools with
broken handles, mushroom heads, etc., must not be allowed
to remain in use, but must be replaced. Guards, railings,
safety signs, etc., removed by others and not replaced must
be put in their proper place, and the fact they were not
properly replaced, with the names of the offenders, if it
is possible to secure them, reported to the superintendent
at once. Floors that are clean, with material orderly piled
and aisles kept clean speak loudly of an efficient foreman,
113A
SAF
SAF
SHIPBUILDING CYOLOPEDIA
and are as important in the prevention of accidents as
proper covering for gears. Night foremen should look out
for places that are poorly lighted and attend to their proper
lighting, as conditions which may be safe in daylight may
be dangerous at night, especially for new men. Night fore-
men should also keep a close watch on all their men, as
it frequently happens that men go to sleep in extremely
dangerous out-of-the-way places so they will not be caught.
As time goes by and it is possible to fairly judge the
man, foremen should ask themselves whether a man is
really doing the kind of work that he should. If not, try
to place him at work where he will be able to do better.
If he has been injured frequently, put him on the least
dangerous work possible, and if on this work he still meets
with accidents return him to the employment office. Re-
turn slip must give full information both as to the man's
qualifications and deficiencies. This, however, should never
be done until every effort has been made to develop him
into an efficient and safe workman. Some foremen, the
poorest ones as a rule, return men for little or no reason,
lf a new man does not perform his duties correctly he
should not be returned but should be very carefully in-
structed again and given a chance to adjust himself to
Summary dismissal will not be tolerated by
this company.
his work.
Each foreman is expected to use patience and care in
instructing new men ; a well-trained man is what the man.
agement looks to the foreman for. Cursing, striking, abuse
or mistreatment of employcs, new or old, will be most
severely dealt with. While the company expects an honest
day's work from each man, it does not expect this to be
secured by means of bullying. An employe who will not
willingly do his work should be cautioned in a firm, honest
way that loating or disobedicnce can only result in dis-
missal, and then if he is indifferent he should be returned
to the employment office with full information as above
outlined. In case of serious infraction of the rules he may
he discharged.
A careful watch should be kept to see that no man starts
to work if intoxicated, or if he becomes intoxicated while
at work he should be sent home. Efforts shall be made to
ascertain the reason why men are off. This will be under-
taken by a designated person or persons. If it develops
that a man frequently lays off as the result of a debauch
on the previous night, such a man should be warned that
he will be the first to go in case work becomes slack, and
even when workmen are scarce, such a man should not be
retained, as he cannot be an efficient or safe man excepting
for part of the time. Another man to avoid is one who
in his personal habits is Slovenly, for he will also be
slovenly in his work. Employes who are subject to epi.
lepsy or fainting spells, which render them more or less
unconscious, must not be retained in any department, but
must be sent to the Chief Physician for examination and
taken back only on his recomendation. Employes who
come to work ill, or are taken ill while at work, should
be sent to the hospital for treatment. If the Chief Phys.
ician discovers no sign of illness and it is evident that
the man is shamming he will be discharged. They must,
however, never be allowed to continue working contrary
to Chief Physician's recommendation, as lowered vitality
with a constant lowering of mental and physical effi.
ciency tends to the hazard of serious or fatal accidents
Of equal importance is the laying out of work so that if
will not be necessary for a man to work more than a single
shift or at the most a double shift. Triple shifts should
never be worked, as this is not only deleterious to the
employe's health, but is a fruitful source of accidents and
a cause for lowered efficiency for several days following
until the system has recuperated.
Foremen must never allow personal feelings to enter
into their work. Work must be apportioned without favor-
itism, excepting such as is fully merited for faithful ser-
vice. If an employe makes a complaint, the foreman must
see that the grievance, if justified, is adjudicated; if the
grievance is imaginary, he must explain to the man just
why his complaint is unfounded. Foremen must never
argue with their men. If trouble develops, a policeman
must be called to remove from the plant the obnoxious
person, and his superintendent notified of the fact.
Foremen who demand, borrow, or accept money or
presents from men in their charge will be dismissed from
the service.
In dealing with men of his own or other departments.
or the heads of other departments, a foreman must studi-
ously avoid friction. If impossible to adjust differences.
recourse must be had to his superintendent, who will see
that the affair is properly taken care of. The spirit of
co-operation, the esprit-de-corps, is so vital to the success
of the organization that foremen found guilty of unjustly
criticizing other employes, and particularly other foremen,
will be discharged. This does not mean that well-founded,
honest criticisms cannot be made, but it does mean that
they must be made to the proper authority, and in the
proper spirit only.
If workmen from another department are doing repair
or other work in your department, see that it is done
safely and right, for you are responsible for conditions in
your department. Be sure in doing work of any kind that
guards that have been removed are replaced, and that pits,
etc., are properly guarded. Note the operation of steam
cranes and engines in your department, and if they are
not being operated safely, notify your superior.
Should one of your men be injured, see that he goes to
the hospital for treatment, and that you get back a properly
made out hospital slip. If necessary, send a man along to
accompany him, or have the ambulance come for him. To
avoid unnecessary delay, foremen must familiarize them-
selves with the location of stretchers and ambulance sta-
tions in their vicinity.
Foremen must never permit an employe who has been
injured to return to work unless he has a release slip
properly signed by the Chief Physician and Claim Agent.
Release slips are in two different colors, blue and white.
White slips are given to employes when they are able to
do their regular work. Blue slips are given to employes
who are not as yet able to perform their regular work,
but who are able to do light work. Foremen must pay
especial attention to employes who have blue slips and
must place them on some suitable light work until such
a time as they are given a white check.
If the foreman is of the opinion that an employe who
has been released for light work is again able to do his
regular work, he should send him to the Chief Physician,
who will have him examined, and if the employe is found
able to do his regular work, he will be given a white slip,
and can then be put on his regular work by the foreman
All release slips, either blue or white, must be returned
to the Claim Agent as soon as the employe is placed at
work. º • s .
Make it your business to discuss the accident with other
foremen and see if you cannot think out some way of
preventing a similar accident from occurring.
The management in conclusion desires to impress on all
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foremen the necessity of complying as fully as possil ic
with these instructions, and that the measure of success
achieved will be given the consideration its importance de-
serves in making the annual review of a foreman's work.
General Rules
These instructions and rules apply to and govern all
departments of Submarine Boat Corporation, at its Newark
Branch Shipyard:
RULE 1. Superintendents and foremen must be conver-
Sant with all rules applicable to the work under their con-
trol. It is their duty to see that all employes in their
charge are instructed regarding same and that the INSTRUC-
TIONS ARE THOROUGHLY UNDERSTOOD. Foremen must sec
that the rules are strictly complied with.
RULE 2. Heads of departments and employes must be
courteous to each other at all times. Co-operation be-
tween departments is absolutely essential.
RULE 3. This company will not tolerate on the part of
its foremen, or others in authority, the demanding, bor-
rowing or acceptance of money or presents from men in
their charge.
RULE 4. Printed or written regulations will, from time
to time, be posted in various parts of the works, and all
employes must read and abide by these notices.
RULE 5. Employes are warned not to look around or
engage in conversation while at work, as this is the cause
of many injuries. “Keep your eyes on your work, and
your fingers on your hand.”
RULE 6. Employes who feel ill before coming to work
should remain at home, and on the first day of absence
have some one notify the service department. Employes
taken ill at work should report to their foreman, who will
send them to the Chief Physician. Anyone shamming ill-
ness will be discharged.
RULE 7. Employes must report at the hospital immedi-
ately after sustaining injury, even though the injury be
slight, as neglect to do this may result in death from
infection. Workmen must not remove foreign bodies from
their own eyes, nor permit anyone else to do so except the
nurses or doctors at the hospital.
RULE 8. Employes are required to preserve and mark
for identification any material, tools or pieces of machin-
ery involved in an accident.
RULE 9. Employes must not disregard warning signs,
as to do so is to deliberately invite injury.
RULE 10. Employes are forbidden to take short cuts
Over dangerous places.
RULE 11. "Employes whose work requires them to enter
other departments must familiarize themselves with the
rules and dangers of those departments. Foremen will be
held responsible for compliance with this rule.
RULE 12. Employes are warned not to deface, mark,
mar or destroy any buildings, machinery, bulletin boards
or other equipment, under penalty of dismissal and prose-
cution.
RULE 13. Employes found fighting or fooling will be
disciplined. Employes injured while so engaged will be
refused free medical or surgical aid. • .
RULE 14. In construction or repairs, the surrounding
premises shall be kept clean and orderly. Boards with
nails sticking up in them must not be left lying around
and all material of whatever nature and wherever located
must be piled safely and orderly in places designated by
foremen.
RULE 15. Whenever employes see a nail protruding up-
ward, they should bend the nail down flat and not merely
turn the board or timber so the nail point will be point
down.
RULE 16. Employes are forbidden to rest or lean against
any railings.
RULE 17. All employes are directed to report to Depart-
ment of Safety Commission or to Safety Engineer the
negligence or failure to properly furnish, maintain, con-
struct, guard, repair, inspect, or protect any of the ways,
works, plants, machinery, appliances, tools, or area-ways
in any way connected with or in any way used in the
business of this company.
RULE 18. Tools or material must not be left on or
between tracks.
RULE 19. Do not violate rules regarding smoking.
RULE 20. Employes must never fool with compressed
air. Never turn compressed air on anyone, nor on your-
self. It may enter the body and cause serious injury or
death. Even though it does not enter the body, the sudden
cooling caused by the air coming in contact with the body
may result fatally.
RULE 21. Employes engaged in grinding, chipping,
“busting” rivets or bolts, or other work where there is
danger of chips entering the eye must wear goggles. Fail-
ure to do so will result in suspension or dismissal. Screens
must be used to protect others from flying chips, etc.
RULE 22. Employes engaged in babbitting or pouring
lead must wear goggles or babbitting masks.
RULE 23. Employes should never stand on the head of
a barrel to reach a higher object. If a barrel must be
used, place a board across the top.
RULE 24. Employes when using a jack must remove
the handle if the work is suspended or discontinued, as
there is danger of something slipping and causing the
handle to fly out and injure someone. -
RULE 25. All persons not authorized by the Chief
Electrician are forbidden to work on any electrical appa-
ratus, because of the danger of injury and the fire hazard.
All employes whose duty does not require them to do so
are warned against touching wires of any kind, as it may
result in death. Before doing any work where there is
danger of coming in contact with any electric wires, notify
your foreman, who will call the electrician, who will send
an experienced man to advise concerning the work. Do
not try to fix electric lights, but call your foreman, as
sometimes lamp globes explode, causing serious accidents.
RULE 26. If loose or hanging wires are found, notify
your foreman, who will call the electrician.
RULE 27. When it is necessary for employes to work
above other employes, those working underneath must be
notified. When it is necessary for employes to work under-
neath other employes those overhead must be notified.
Whenever employes are working overhead, they must place
a sign on the ground reading “Caution—workmen above.”
RULE 28. Exercise care in placing ladders. There is
danger of all, except fixed ladders, slipping; have someone
hold them for you. All portable ladders must be provided
with safety shoes or spiked ends.
RULE 29. Do not go up or down a ladder without the
free use of both hands. If material has to be handled,
lise a rope.
RULE 30. When working on high elevations from which
they are liable to fall, or when working on smokestacks or
scaffolding supported by tackle, employes shall, when prac-
ticable, wear safety lines and belts.
RULE 31. Material must never be piled within four feet
eight inches (4' 8") from the outside of standard gage
rails. . . . .
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RULE 32. Employes are forbidden to go into other de-
partments than their own except on company business,
and when it is necessary to do so in going to and from
work.
RULE 33. Employes are forbidden to walk upon or along
the various railroads or gantry tracks or trestles, unless
having work to do thereon. Employes are forbidden to
cross tracks except at regular crossings, and must first
look and listen for approaching cars or other moving
machinery. Where a full view cannot be had of tracks
in both directions, employes must always act on the assump-
tion that nearby cars, engines or machinery are apt to be
suddenly moved, and they should not cross any tracks
within sixteen (16) feet from the end of an engine, cars
or machinery.
RULE 34. Employes are warned of the danger from
the arc used in electric welding. This work will be done
inside of screens and employes are positively prohibited
entering same or even looking in, as a short exposure of
the eyes to the arc may cause total blindness.
RULE 35. Employes are forbidden to go into engine,
power or pump houses, or electric motor rooms unless
their duties take them there.
RULE 36. Workmen must not carry a burning match,
torch or lantern when entering or working in an oil house,
or any pit which might be oily or covered with grease.
RULE 37. No employe is permitted to enter a sewer,
duct or pit for cleaning or repairing purposes, without first
notifying the foreman in charge of his intentions to do so.
An employe must be stationed at the opening through
which he enters, and must not leave until the employe
returns to the outside.
RULE 38. Garbage cans are provided and must be used
for scraps of lunch, waste material, etc.
RULE 39. Employes must not loaf in toilets, wash or
locker rooms.
RULE 40. Employes found wasting the supplies fur-
nished in toilet, wash or other rooms, or who are found
in the act of defacing or destroying equipment, will be
discharged.
RULE 41. Employes must not spit on the floors of
workshops, as this is a menace to health.
RULE 42. In case of fire, until the fire alarm system
is installed, call work's central, and tell her where the
fire is located, and notify the nearest fire company. When
the new fire system is installed, go to the nearest fire
alarm box and turn in an alarm.
RULE 43. Order and cleanliness are important from
a fire prevention standpoint. Many fires are caused by
untidy conditions. Foremen must inspect the premises of
the department under their charge daily to see that empty
boxes, barrels, trash, litter, garbage, waste and scrap ma-
terials of all kinds have not accumulated, but have been
properly disposed of. Watch the corners and dark out-
of-the-way places and keep them clean.
RULE 44. EMPLOYES ARE FORBIDDEN to USE ANY of THE
FIRE FIGHTING APPARATUS OR EQUIPMENT OF THIS COMPANY
FoR ANY OTHER PURPOSE THAN THAT OF FIGHTING FIRE,
WITHOUT THE CONSENT OF THE FIRE CHIEF.
RULE 45. When it is necessary to use a fire extin-
guisher of any design, direct the stream at the face of
the flame, where it will do most good.
RULE 46. Employes are strictly forbidden to place any
obstruction within fifteen (15) feet of fire plugs, hose
houses or hose boxes, or enter any hose or exit house
except on business.
RULE 47. Crane operators and foremen of the various
departments wherein pyrene or soda and acid extin-
guishers are located, shall be held responsible for the
preservation and recharging of the same. When recharg—
ing is necessary, arrange with your foreman with the Fire
Department to have it attended to immediately.
RULE 48. Sand boxes and scoops are provided in oil
houses, paint storage, and other places where they are
needed. Employes are warned that such sand is to be
used for fire fighting only.
RULE 49. Chief of the Fire Department will be held
responsible for the working condition of the various hy-
drants and fire fighting equipment within the plant.
RULE 50. The Fire Chief must be notified at once of
any condition that constitutes a fire hazard, or that would
interfere with fire fighting.
RULE 51. Employes are cautioned not to use celluloid
eye shield cap visors, collars, etc. This material is very
inflammable and is likely to ignite from sparks or intense
heat, and cause serious injury.
RULE 52. Do not allow waste, rags, old clothes, etc.,
to accumulate in corners or lockers. Spontaneous com-
bustion often results from such a condition.
RULE,53. Stove pipes must not run through floors or
partitions, unless protected so they will not touch wood.
RULE 54. Ashes must never be dumped into any but a
metal receptacle. Do not dump ashes against frame
buildings or near any wooden construction, and see that
receptacles do not stand closer than three feet to any
inflammable material.
RULE 55. Only metal lamp shades are permitted to be
used. Paper or cardboard shades are a dangerous fire
hazard. Flexible cords for lamps must not be tied to
iron rods or nails, nor allowed to come into contact with
water or oil.
RULE 56. Whenever an employe is directed to work
in close or dangerous proximity to any track used for the
passage of cars, engines, locomotives, cranes, or other
moving machinery, the employe in charge of such work
must, before the work is commenced, TAKE ALL NECESSARY
PRECAUTIONS for the safety of the men under him. When
possible he shall notify the operators of such machinery,
and it shall be the duty of the operator to exercise due
care in the handling of the machinery under his control.
This, however, does not relieve any workman from ex-
ercising the utmost vigilance to prevent injury to himself
or others. If it is absolutely necessary for the safe con-
duct of the work, the man in charge of the work being
done shall see to it that such machinery is not operated,
or shall place one or more men to act as watchmen, whose
duty it shall be to warn of approaching danger.
RULE 57. Cranemen are positively prohibited from mov-
ing cranes with chains swinging full length, or while
hookmen or others are in a position which leaves them
open to injury. sº
RULE 58. All employes are positively prohibited from
riding on any lift being handled by a crane, excepting for
inspection purposes.
RULE 59. Do not take hold of crane cable above
sheave block, as your fingers may be drawn into the
block. Watch hooks as they are being hoisted so they
may not catch on anything.
RULE 60. All chains and cables must be regularly in-
spected, and records kept of such inspection (and anneal-
ing) as there is always danger of the metal in chains
crystallizing and strands in cable becoming frayed, caus-
ing serious accidents. Where chains or cables are found
defective, they must be replaced.
RULE 61. Tying knots in chains is positively prohibited.
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RULE 62. Whenever possible chainmen or hookers must
walk ahead of load carried by crane, and see that em-
ployes on the floor get out of the way before load passes
over them. Never walk under a load.
RULE 63. If employes engaged in making a lift notice
a kink in chain, lift must be lowered and chain
straightened.
RULE 64. Cranemen must before starting sound a warm-
ing and employes must keep from under loads being car-
ried by electric or other cranes.
RULE 65. In using hoisting apparatus employes are
forbidden to make a hoist before the load is securely
made fast and properly balanced.
RULE 66. Tag lines must be used where unwieldy loads
are lifted with a crane.
RULE 67. Employes are positively forbidden to do any
work on machinery, pipe lines of any description, wires
or electrical apparatus before opening switch and attach-
ing safety lock and chain where power is turned on.
RULE 68. Operators of cranes must obey signals from
one person only. If signals are given by more than one
person, disregard all signals and wait until proper signal
is given by person in charge or the one designated to
give signals.
RULE 69. At all shears where short pieces of material
have to be cut, tongs must be provided and used to hold
short length pieces in cutting.
RULE 70. Because of the danger incident to hoisting
material by means of line shafting, it is forbidden that
any hoisting be done in this manner. All hoisting must
be done with block and tackle, chain blocks, or with reg-
ular hoisting machinery.
RULE 71. Millwrights, sailors and riggers will be held
responsible for all loose material overhead, such as boards,
bolts, nuts, tools, etc.
RULE 72. Operators of cranes or machinery are warned
not to attempt to make repairs to the machinery. Call
your foreman or crane repairman, who will instruct you
what to do.
RULE 73. All employes must know that all tools, ma-
terial, etc., which they are to use in their work, are in
proper condition; if not, repair them or report to the
proper person and have them repaired before using. Do
not use unsafe tools as they are dangerous both to your-
Self and fellow workers.
RULE 74. Before lighting furnaces heated by oil, see
that the draft dampers are open and the oil valves closed
tight, so that there will be no accumulation of gas in
the furnace. Then place lighted material in the furnace
and turn on the oil. NEveR turn on the oil until lighted
material has been placed in the furnace.
RULE 75. Employes are forbidden to load or unload
cars on any truck until they protect either or both ends,
as the circumstances require, with blue flags or lanterns.
No one, excepting the foreman or someone authorized
by him, shall remove the blue flags or lanterns, nor shall
train crews place cars in such a way as to obstruct blue
flags or light. If necessary to do so, the foreman must
be notified so that he can change the position of the
flags or light. -
RULE 76. Blue flags or lights must be removed after
they have served their purpose, so as not to unnecessarily
delay trainmen.
RULE 77. Before a switch is made, the foreman order-
ing the switch must assure himself that all men on the
cars ordered switched are warned. This warning is in
addition to the warning usually given by the train crews.
RULE 78. When an employe is required to do work
of any description on a power line, pipe line or ma-
chinery, and finds a safety chain and lock on the control
apparatus, he shall place his own safety lock and chain
on the control apparatus also, and in the event of his
completing his own work first, must not disturb the other
safety lock and chain.
RULE 79. Employes are positively prohibited from re-
moving a safety lock and chain other than their own,
from a valve, switch, or other appliance that governs
light, power, gas, oil, water, steam or pipe lines of any
description.
RULE 80. Employes are forbidden to remove or disturb
any covering or guard except for purpose of oiling, in-
specting or repairing machinery, and if removed, must
be replaced and securely fastened as soon as work has
been completed. Any employe violating this rule will
be subject to dismissal.
RULE 81. All gears, bolts, shafting and machinery
must be properly protected at all times. When necessary
to remove safeguards for any purpose, those who do so
must see that they are replaced and properly fastened
before leaving the job. Foremen will be held personally
responsible for this.
RULE 82. Millwrights are responsible that all safety
guards are maintained and kept in their proper places.
RULE 83. Employes are forbidden to set in motion
any machinery without first assuring themselves by per-
sonal investigation that there are no employes in a posi-
tion to be injured. Employes must not operate valves
or close switches controlling electric current without first
assuring themselves that there are no employes in a posi-
tion to be injured. Any employe violating this rule is
subject to discharge.
RULE 84. When an employe removes the cover from
any opening in the floor, ground, valve pit or sewer, he
must take such steps as are necessary to guard that open-
ing so that no one will be endangered thereby.
RULE 85. Employes working around machinery should
avoid wearing ragged sleeves, loose coats, flowing ties or
loose jumpers, as they may get caught in the machinery.
Many fatal accidents have been caused in this way.
RULE 86. Employes are strictly forbidden to ride on
any part of a steam crane unless engaged in operating
same. Employes are especially warned of the danger of
riding on the car body of the steam crane, as this has
resulted in many fatal accidents. Riggers are permitted
to do so when especially authorized by their foreman.
Any others found doing so will be discharged.
RULE 87. Employes other than those whose work re-
quires them to do so are strictly forbidden to ride on
cars or engines.
RULE 88. Cars standing on inclined tracks must have
their brakes tightly set, and a chuck block must also be
placed on the track to keep the cars from running away.
RULE 89. Employes who have occasion to move cars
with pinch bars, must be instructed by their foreman in
the safe and right way, and provided with the proper tools.
Employes must not block any crossing or roadway when
moving cars by means of bars, cranes, or by any other
method.
Employes are forbidden to drop cars against standing
cars, unless they have previously made investigation to see
that this will not endanger some one working in, on,
under or behind the standing cars.
RULE 90. Never crawl under a car to get in the shade
or out of the rain, or for any other purpose, unless your
duties require you to do so, and do not do so then unless
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you know the car is properly protected by flags, a flag-
man or lanterns.
RULE 91. Employes are strictly forbidden to climb over
or crawl under cars.
RULE 92. Employes engaged in loading must not allow
material to project over the sides of the car, nor must
it be so piled that there is a possibility of its falling off in
transit. The weight of the load must be properly dis-
tributed, and large pieces braced to prevent shifting.
RULE 93. If in doubt as to the meaning of any rule,
apply to Safety, Sanitation and Service Board or to your
foreman for an explanation.
RULE 94. Vigilance and watchfulness insure safety.
Employes must not trust to the care exercised by another
where their own safety is involved. When in doubt, take
the safe course, always.
Rules and Regulations for the Operation of Electric
Cranes
RULE 1. The purpose of these rules is the prevention
of accidents. If the enforcement of a rule appears to be
impractical or fails to provide proper protection, bring
the subject immediately to the attention of some one in
authority. The paramount duty of every employe is to
avoid and prevent accidents.
RULE 2. Cranes must not be operated except by reg-
ularly authorized operators and only men who are sober,
trustworthy and careful will be retained as crane operators.
RULE 3. Each man authorized to operate cranes must
have been instructed and must be of proven ability, and
must, of course, be able to read and write the English
language.
RULE 4. Each operator must handle loads as directed
by the signal man, but if the signal man's directions are
such, in your opinion, as will cause an accident, make
sure before carrying out instructions that an accident
will not occur.
RULE 5. Recognize signals only from the regular signal
man, or his designated substitute. Do not recognize sig-
nals from any other person, and do not move a load with-
out receiving the proper signal, and if you are in doubt,
stop and make sure as to what should be done.
RULE 6. Do not move your crane if any one is trying
to ride on the hook or on the load.
RULE 7. Do not move your crane when repairmen or
inspectors are on it, unless they signal you to do so and
you are sure they are in safe places.
RULE 8. After repairs have been made, make sure be-
fore moving your crane that all safety guards have been
replaced and that no tools, bolts or other materials have
been left on the crane.
RULE 9. Ring your gong frequently when carrying
loads to or beyond a point where men are working, being
especially careful before swinging a load to see that no
person is in danger.
RULE 10. When hooking onto a load, place the hook
directly over it so that it will not swing or drag. Do
not make side pulls.
RULE 11. Do not drag sling chains. After the load has
been taken off lower the hook so that the sling can be
hooked up. Long slings are the cause of many accidents,
and foremen should see that the hookers use short slings
only and that these are properly hooked up.
RULE 12. When lowering a load be sure no one is
under it or in a position to get hurt. Lower slowly and
keep the load under control.
RULE 13. Overhoisting will result in either your dis-
charge or suspension. The excuse that your controller
authorized to visit the same.
stuck will not be accepted. Keep your controllers in
good condition and they will not stick. Pull the main
switch if anything goes wrong. Do not lower the boom
into a load block. It is as dangerous as overhoisting.
RULE 14. The operator should not reverse a motor until
it has come to a full stop, except to avoid accidents.
RULE 15. When handling a heavy load, test your
brakes by throwing the controller to the “off” position,
after having hoisted a few inches. If the brakes do not
hold, get rid of the load by checking the lowering speed
with the controller, using only the first or second notch.
Do not use the controller to hold the load. Send for
your foreman and do not make another lift until the
trouble is corrected.
RULE 16. Do not bump another crane with your crane.
| f you must move another crane do not do so until you
have made sure that no one is on it and then move it
very slowly.
RULE 17. Do not shift cars or drag material with your
crane, unless blocks are rigged up so that you can do it
with your hoist. Exceptions to this rule will be made if
ordered by the Superintendent. In turning crane, see that
other cranes are in the clear.
RULE 18. Loose material must not be left on your
crane.
RULE 19. Allow no person in your cage, unless he be
Any violator of this rule
will be discharged.
RULE 20. Remain in your cage for duty until your
relief appears or you are excused by your foreman. Do
not read or become otherwise distracted while on duty.
RULE 21. Never leave your cage without opening the
main switch. When you go out of your cage open also
the safety switch and make sure controllers are in the
“off” position before closing main switch.
RULE 22. If you cannot come out to work at the reg-
ular time, send word to your foreman.
RULE 23. If you are taken sick or get hurt while on
duty, send word to your foreman, who will send you
relief.
RULE 24. Never remove a safety flag from an open
switch unless you have placed it there yourself. Report
to your foreman for instructions.
RULE 25. Report to your foreman any repairs which
are necded. Help the repair men on all repair work on
your crane unless ordered to operate another crane by
your foreman.
RULE 26. It is your duty to inspect your crane every
turn and keep it in good condition, clean and well oiled.
Keep all bolts tight and keep controller fingers and seg-
ments and brakes in adjustment. Use enough oil, but do
not waste it.
RULE 27. Open the main switch when repairing or ad-
justing controller. asº
RULE 28. Put controllers to the “off” position and open
the main switch if power goes off.
RULE 29. Do not “plug,” as this will burn out the con-
troller or motor or otherwise damage the crane. Start
your motors slowly by moving the controller handle a
notch at a time. Take up slack hoist rope or chains slowly.
RULE 30. Do not use switches for cigar lighters.
RULE 31. Inflammable material of every description,
such as rags, waste, oil, papers and clothes, must be kept
out of cages. -
RULE 32. Fire extinguishers are to be kept in each
crane cage. Report when they have been used so that
they will be refilled.
117
SAF
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SHIPBUILDING CYOLOPEDIA
RULE 33. Do not throw anything at men on the floor.
Report any one who throws anything at you.
RULE 34. When going onto or off your crane, use the
ladder or stairway which has been provided.
RULE 35. Articles too large to go into your pockets
should be lifted to or lowered from your crane by a
hand line.
Safety Steps. Special non-slipping arrangements for
the steps of ladders or stairs. When in the form of
a surface attachment to existing steps, they are called
safety treads. The most modern practice, however,
incorporates the non-slipping feature in the step itself.
One form of safety step consists of grating, set on
edge and solidly riveted together so that it is ready
to be attached to the frame of the ladder or stair.
Page 977.
Safety Treads. See TREADs, SAFETY.
Safety Valve Box. The protective casing sometimes
used to cover the safety valve and to prevent its being
injured.
Safety Valves. See VAlves, SAFETY.
Sag, Sagging. The drooping or tendency to droop of
the midship portion of a vessel relative to the ends.
Sagged. Permanently deformed by the action of sag-
ging forces.
Sail. An article made of canvas and rope designed to
be spread on spars in such a manner as to utilize the
power of the wind in driving a vessel.
Sails are of two general classes: square and fore-
and-aft.
Square sails are suspended from yards.
sails are spread on booms and gaffs or bent to stays.
Page 1102.
Plates XXIV, XXVI.
Sail Needle.
sailmakers.
Sail Plan. A plan drawn to show the number, arrange-
ment and dimensions of the sails for a sailing vessel.
Plate XXVI. e
Sailing Vessel. See VEssEL, SAILING.
Sailmakers. Workmen who work the canvas, rope and
fittings up into sails, awnings, tarpaulins, weather
cloths, covers, etc.
Sampson Post, King Post. A strong vertical post used
to support a derrick boom.
Pages 320, 342.
Sand Jack. See JACK, SAND.
Sand Sucker. A scow, or hull of other form, on which
is installed a large, power operated pumping outfit of
the centrifugal type, arranged to take water from the
bottom of the channel or river bed by means of a long
pipe or tube and to discharge cither through a pipe
line, generally carried on floats, to any convenient point
in the vicinity or into holds provided in the vessel’s
own hull.
Up to 10 or 15% of the volume of liquid thus
handled may be solid matter, sand, gravel, etc. An im-
mense amount of material is thus handled.
Sometimes a rotary knife is fitted at the lower end
of the intake pipe in order to accelerate the breaking
down of the earth formations requiring removal.
- Page 1045, 1104, 1105.
Sander. A machine designed to automatically sand-
Daper and finish the surface of woodwork.
These machines are built in a number of different
designs but the general features of all consist in a
power operated drum or a disc covered with sand-
paper. Often for securing true plane surfaces a drum
Fore-and-aft
A strong needle with a large eye used by
projects through a slot in the work table, the upper
edge being about tangent to the top of the table.
Sanitary Fixtures. Plumbing installations such as
toilets, bath tubs, showers, lavatories, toilet cases,
waste jars, supply pitchers, carafe, water heaters, etc.
Pages 1054, 1055.
Sanitary Pump. See PUMP, SANITARY.
Sanitary System. A system of piping supplying and
draining the plumbing fixtures aboard a ship such as
lavatories, showers, to ilets, sinks, etc.
Page 61C, 611.
Plate XI, IV.
Sanitary Tank. See TANK, SANITARY. -
Sash, Window. A frame for holding the glass. It is
generally composed of a horizontal piece at the top,
cailed the top rail, a horizontal piece at the bottom,
called the bottom rail or, where beveled in an upper
sash, a check rail, the sides called stiles, and pieces
dividing the sash into separate lights called mullions
or bars.
Saturated Steam. See STEAM, SATURATED.
Saw, Band. A machine designed for carrying an end-
less saw. It usually consists of a frame carrying two
wheels upon which the band saw, or steel ribbon with
teeth cut in one edge, is mounted. A small tension is
put on the saw to hold it in place and make it func-
tion properly.
The saw passes through a slot in the table of the
machine and is operated at high velocity by power
applied to the shaft carrying the lower wheel.
Saw, Band, Setting and Filing Machine. A machine
designed to sharpen the teeth of a band saw by filing
and to give them the proper set, the operations usually
being performed automatically.
Saw, Circular. A machine designed for sawing timber
to dimensions. Usually consists of a circular saw
mounted in a fixed table. The table is generally of
steel and is slotted or grooved to take fences or metal
upright pieces which are used to gage the work.
Saw, Cold. A cutting off machine which utilizes a re-
volving saw for severing the material.
Saw, Cross-Cut. A hand or power operated saw de-
signed for cutting timber across the grain. The teeth
of a cross-cut saw are designed to cut through the
fibres on each side before they are removed from the
body of the wood.
Saw Filers. Men who sharpen saws, of either the band
or circular type, in a carpenter or joiner shop. They
may also sharpen the hand saws of the carpenters or
joiners.
Saw, Hand Hack. A close-toothed saw blade held in
a light metal frame and used for cutting metal.
Saw, Jig. A machine designed for sawing fine wood
work such as scroll, curved work, etc.
In these machines a very narrow Stecl saw blade is
passed through the work table and is given a rapid up
and down moticn by being gripped in a crosshead at
the lower end, the crosshead being attached by means
of a connecting rod to a crank through which the
power is furnished for operating the machine.
The upper end of the saw blade is gripped in a
block which travels on a guide and to which a spring
device is attached for maintaining the necessary ten-
sion in the saw blade.
Saw, Power Hack. A machine for driving a hack saw
with power. The mechanism provides means for
reciprocating the hack saw by power, for the cutting
off of metal bar stock, pipe, etc. The type in general
117A
SAW
SCR
SHIPBUILDING CYOLOPEDIA
use has a crank and connecting rod for operating the
hack saw frame. Means are provided for holding the
saw in contact with the work on the cutting stroke,
and lifting it from the work, so as to prevent it
from dragging in the cut, on the return stroke.
Saw, Rip. A hand or power operated saw designed
for cutting timber parallel to the grains. The teeth
of a rip saw are designed to cut through the fibres
at their ends before they are removed from the body
of the wood. -
Saw, Scroll. A machine designed for sawing scroll or
curved wood work. See SAW, JIG.
Saw, Swing. A machine for cutting timber usually con-
sisting of a circular saw carried at the end of a
frame, the frame being pivoted overhead. The power
for operating the saw is furnished by a belt over pul-
leys. A bench or work table is located below the saw
and work may be cut by swinging the saw past it.
Sawyers. Men who operate the power driven band,
cross cut or circular saws in the wood working de-
partments, or who operate the power driven circular
saws that cut steel plates and shapes.
Scale. A more or less hard adherent crust which forms
on boiler heating surfaces by the depositing of impur-
ities from the feed water. The salts of lime and mag-
nesia are usually responsible for such incrustation.
Scaling Hammer. A hammer used by cleaners to re-
move the rust scales from iron or steel plates and
shapes.
Scantlings. A term applied to the dimensions of the
frames, girders, plating, etc., that go into a ship's
structure. The various classification societies publish
rules from which these dimensions may be obtained
and as these rules are the results of continued ob-
servation of ships' structures they give the most re-
liable information from a practical standpoint that can
be obtained. The forces acting on a ship at sea can-
not be accurately determined, hence calculations made
to determine the size of a member of a ship's struc-
ture should be compared with similar calculations on
existing practice where possible.
Page 229.
Scarph. A connection made between two pieces by
tapering their ends so that they will mortise together
in a joint of the same breadth and depth as the pieces
connected. It is used on keels, stem and stern frames,
etc. Also used to designate the tapering of the corner
of a plate where a joint occurs.
Scavenging, Gas Engine. See GAS ENGINE SCAvex GING.
'Scending. The oscillations of a ship in the fore and
aft direction. Synonymous with the term “pitching.”
Schooner. A sailing vessel with two or more masts
rigged fore and aft.
Pages 445, 446, 447.
Plates XXIV, XXV. XXVI.
Scotch Boiler. See BoILER, Scotch.
Scotchman. A piece of wood, hide or metal fitting
seized to a shroud or other rigging to prevent chafing
by the running gear, etc.
Scout. A war vessel of small size, displacing from
three to five thousand tons, carrying a battery of from
five to eight guns of moderate size and several torpedo
tubes, having a large cruising radius and a maximum
speed in excess of twenty-five knots. Such vessels
may or may not carry light side armor, but they are
designed for keeping the sea under all conditions of
weather.
Scratch Awl or Scriber. A small rod of cast steel with
hardened sharp points used for marking lines on the
surface of metal.
Screen Bulkhead. See BULKHEAD, SCREEN.
Screen, Clear View. A mechanical means of keeping
lookout windows clear and transparent and prevent
them from becoming fogged in heavy weather.
Page 1084.
Screw. A cylinder surrounded by a spiral ridge or
groove, every part of which forms an equal angle
with the axis of the cylinder, so that if developed on
a plane surface it would be an inclined plane. It is
considered as one of the mechanical powers. When
used alone the term commonly means a wood screw,
having a slotted head and gimlet point, for driving in
with a screwdriver. Machine Screws are similar, ex-
cept that they have no gimlet point and have a metal
screw thread. They are used for uniting metallic
parts. All ordinary forms of bolts have screw threads
cut on them, but are not commonly called screws. A
special form of wood screw is a lag screw, which is
a large size screw with a head like a bolt, so that
it may be inserted with a wrench instead of a screw-
driver.
Pages 727, 778.
Screw, Cap. A metal screw with a machine thread
having a bolt head or a head with a socket recess.
Page 727.
Screw Cutting Engine Lathe.
TING ENGINE.
Screw Jack. See JACK, SCREw.
Screw Machine. A turret lathe designed for turning
Small screws, pins, etc., from steel rods or bar stock,
commonly known as a screw machine or a turret
screw machine. The term wire-fed is used to indicate
a design for automatically feeding the stock through
the spindle. A machine not having this stock feeding
mechanism is designated as a plain screw machine.
Pages 700, 701, 702, 703, 716.
Screw Machine, Automatic. A machine which controls
all the movements of the cutting tool and is equipped
with work-feeding mechanisms so that, when one part
is finished, other duplicate parts may be produced
automatically. A machine designed to perform cer-
tain operations, but not equipped with duplicating
mechanisms may be classed as semi-automatic.
Pages 700, 701, 702, 703, 716.
Screw, Packing. A tool designed for the removal of
worn packing.
Screw Propeller.
Screw-Post.
Screw-Race.
Screw, Shaft.
Screws,
See LATHE, SCREw CUT-
See PROPELLER.
See PROPELLER-Post.
See APERTURE.
See PROPELLER SHAFT.
Rigging. Implements possessing the me-
chanical advantage of the screw used at the lower
ends of shrouds and stays in lieu of dead eyes and
lanyards.
Pages 334, 347. .
Scrive Board. A portable platform made of soft,
clear, planed lumber on which a full sized body plan
of a ship is drawn, the lines being cut into the surface
of the wood in small “U” shaped grooves by means
of a scriving knife, to prevent them from being ob-
literated. The scrive board is set up in some con-
venient spot and used as a ready reference for the
shapes of frames, floors, etc., or to take dimensions
from.
Scroll Saw. See SAw, ScRoll.
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SHIPBUILDING CYOLOPEDIA
Sculling. The propelling of a boat by means of a single.
oar over the stern.
Scupper Holes. Drain holes cut through the gunwale
or deck stringer angle bar and adjoining shell plate
to allow water to drain directly from the gutter or
waterway overboard. Where from strength consid-
erations the holes cannot be cut in angle bar and plat-
ing, the usual scupper pipe is fitted, leading down
through decks and the ship's side.
Scupper pipes. The pipes leading from the scupper to
the fitting in the ship's side, for carrying accumula-
tions of water from the deck overboard.
Scuppers. Drains from decks to carry off accumula-
tions of rain water or sea water. The scuppers are
placed in the gutters or waterways on open decks and
in corners of enclosed decks, and connect to pipes
leading overlooard.
The flap valve at the bottom of the scupper pipe is
also often called a scupper.
Page 609. -
The American Bureau of Shipping requires that
scuppers of sufficient number and size are to be fitted
in all watertight decks; they are to be so placed
as to provide thoroughly effective drainage; those in
freeboard decks and decks above are to lead over-
board, except under fully enclosed superstructures,
where they may be led to the bilges. Scuppers from
partially enclosed superstructures are to be fitted with
storm valves. Scuppers and sanitary discharges from
fully enclosed superstructures, or from decks below
the Freeboard Deck, which are led overboard, are to
be fitted with efficient, accessible means for preventing
water from passing inboard, in addition to a non-return
valve at the ship's side.
Scuttle. A small opening, usually circular in shape, and
generally fitted in decks to provide access as a man-
hole or for stowing fuel, water and small stores. A
cover or lid is fitted so that the scuttle may be closed
when not in use.
Also applied to the operation of opening a sea valve
or otherwise allowing the sea to enter a ship for the
purpose of sinking her.
Scuttle Butt. The designation for a container of the
daily supply ºf drinking water for the use of the
crew. The scuttle butt formerly consisted of a simple
wood cask standing on end, having a hole in its upper
head or bilge. The more modern one is constructed of
metal, well insulated and fitted with a sanitary drink-
ing fountain. On large vessels provided with a re-
frigerating plant the scuttle butt is usually fitted with
cooling coils connected to the refrigerating system.
Sea Anchor. See ANCHOR, SEA.
Sea Chest. A term applied to a casting fitted to the
shell of a vessel for the purpose of supplying water
from the sea to the condenser and pumps, and also
for discharging water from the ship to the sea. Chests
on suction lines should be fitted with strainers or
gratings and when these gratings cannot be removed
while the ship is in the water, a steam pipe should
be led to the chest for the purpose of blowing out
refuse.
It is desirable to have as few sea chests as possible,
and with the exception of the main injection and dis-
charge to the condenser, two or more leads may op-
erate from one chest.
Page 626.
Sea Cock, Sea Connection. A sea valve secured to the
bottom of the vessel for use in flooding the ballast
tanks, supplying water to the fire pumps and sanitary
pumps and other purposes. While these sea valves
are sometimes called sea cocks, the ordinary type of
valve is always used.
Sea Injection Pipe. See PIPE, SEA INJECTION.
Sea Painter. A long line led from a point well forward
on a vessel outboard of the rail and awning stanchions
to a lifeboat and bent to the inboard side of the for-
ward thwart in such a manner that it may be quickly
cast off. Hauling on the painter or when a strain is
otherwise brought on it sheers the bow of the life-
boat away from the vessel.
Sea Room. The distance separating a vessel from the
nearest point at which she could take the ground or
meet other obstruction to navigation.
Sea Valve. See VALVE, SEA.
Seam. A term applied to an edge joint whether flush
or lapped. Also applied to the slight crevice between
the ends or edges of butt joints.
Seam Straps. A term applied to a narrow strip of plate
serving as a connecting strap between the butted
edges of plating. The strap connections at the ends
are called butt straps.
Searchlight. A powerful electric lamp placed at the
focus of a mirror, which projects the light in a beam
of parallel rays. The apparatus consists essentially of
a base and turntable fitted with arms carrying trun-
nion bearings, in which is mounted the barrel or drum
containing the mirror and lamp with its operating
mechanism. The drum may be elevated and depressed
and turned in azimuth by means of handles at the
back, or by either mechanical or electrical distant con-
trol gear. e
Of the various types of searchlights now in use, the
principal differences consists in the type of lamp used
and in the lamp control mechanism.
The open carbon arc, or some modification of it, is
used in all high-power searchlights, although the incan-
descent lamp may be used to advantage in smaller ones
for signalling purposes.
Pages 946, 947, 1094.
Searchlight, High Intensity. A searchlight of great
brilliance distinguished from the ordinary type in
being provided with carbons and lamp mechanism of
special design, the positive carbon being cored, said
core material being comprised of metallic salts which
volatilize, becoming highly luminous when subjected to
the temperature of an electric arc. The incandescent
gas produced is held within the arc crater by the im-
pinging of a flame from the negative carbon. The
intrinsic brilliancy of a high intensity, arc is equal to
that of the sun at its zenith on a clear day.
Page 1094.
Seating, Boiler. See BoILER Found ATION.
Secret Blocks. See BLOCKs, SECRET.
Section. A drawing showing the internal arrangement
of a ship as it would appear if cut by a plane, usually
longitudinally or transversely.
Section, Midship. See MIDSHIP SECTION.
Sectional Area, Curve of. A curve, plotted from a
straight base line, representing the length of the ship,
the ordinates of which represent to scale the areas of
the vessel's immersed cross sections at corresponding
points. The area under this curve represents to scale
the volume of the displacement. The center of gravity
of this area represents the longitudinal center of
buoyancy of the displacement.
Pages 169, 170, 177, 178, 187, 188, 224.
119
SEI
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SHIPBUILDING CYOLOPEDIA
Seize. To secure one rope to another, two or more
parts of the same rope together, or a fitting of any
kind to a rope or other object by binding with any
small stuff.
Seizing. A binding made of seizing stuff securing two
ropes or two parts of the same rope together. Seiz-
ings are named according to their location and use,
as throat or eye seizings, round seizing, flat seizing,
etc. Several different ways of passing the seizings
and making the finish are in general use for each of
the above kinds. Seizings are also used to secure
Scotchmen to rigging, cleats, davits, etc.
Seizing Stuff. A tarred hemp, right-handed, three-
stranded small stuff of two, three or four threads to
the strand.
line or roundline, being made by machinery and fin-
ished similar to the larger sized ropes. Seizing stuff
is also made in galvanized annealed steel wire, six
wires around a wire center, varying from 1/16 inch
to 94 inch diameter.
Self Opening Die Heads. A die head used on automatic
screw machines and twists.
Page 698.
Semi-Diesel Engine.
Hot Bulb Engine.
Sennit. A braided cordage made from rope yarns, spun
yarns, and untarred marline plaited by hand in a num-
ber of patterns. Common or flat sennit is a plain
plaiting of five or seven strands; French senmit is more
open than the flat sennit, but similarly made of a
greater number of Strands; round sennit and square
sºmnit take their names from their form, both con-
sisting of an even number of strands. The former
is plaited around a center or heart, while the latter
is without a heart.
Sensitive Drill. See DRILL, SENSITIVE.
Sentinel Valve. See VALVE, ALARM.
Separator. A device for removing water from steam.
There are many varieties. That based on the centri-
fugal action developed by whirling or repeatedly chang-
A term sometimes applied to a
ing the direction of steam is typical of such devices.
when fitted outside the boiler.
In certain types of water tube boilers, perforated
plates are fitted in the upper drum. The steam on its
way to the steam pipe is subjected to a straining
action by these plates.
Separator, Steam. A mechanism designed to extract
the moisture and impurities from saturated steam. It
is fitted on the stcam line between the boiler and the
engine.
Plate XII.
Series Motor. See MotoR, SERIES.
Serve (to serve a rope). To wrap any small stuff
tightly around a rope which has been previously
wormed and parcelled. Very small ropes are not
wormed.
Service. The covering of small stuff applied to a rope
as a protection against the weather.
Serving Stuff. The various materials used in serving
ropes, such as spun yarn, rope yarn, marline, house
line, and round line. Where great neatness is not
essential spun yarn is generally used, while marline,
house line, and round line are used for neater work,
they being laid up more smoothly and of a Superior
quality material.
Metal mold or template for use on the bending
slab.
Sometimes designated as “permanent set.”
Set.
Set. The
It is heavier and stronger than house- .
permanent deformation resulting from the stressing of
an elastic material beyond its elastic limit.
Set Iron. A flat bar of soft iron used in transferring
the shape of the frame from the scrieve board to the
bending slab.
Set Screws. A machine screw with either a slotted or
square head used for the purpose of holding a part in
place.
Page 727.
Set Up. To tighten the nut on a bolt or stud; to bring
the shrouds of a mast to a uniform or proper tension
by adjusting the rigging screws or lanyards through
the dead eyes.
Settling Tanks. Oil tanks used for separating entrained
water from the oil. The oil is allowed to stand for
a time or until the water has settled at the bottoni,
when the laſter is drained or pumped off.
Pages 666, 667.
Plates XIV, XLVII, XLVIII.
Sewing Machine. A machine designed to provide a me-
chanical means of sewing with a needle and thread.
Used in a Shipyard in canvas work, upholstery, etc.
Sextant. A hand navigating instrument for measuring,
by reflection, the angle subtended at the eye by two
distant objects by a single observation. It is the most
convenient and accurate instrument yet devised for
use where the obscrver has a very unstable support, as
on board ship, and is very generally used by navi-
gators and surveyors for determining the attitude of
celestial bodies and the angular distance between them
as well as the horizontal angular distance between
terrestrial objects. It consists of a rigid frame having
a handle, a horizon glass, silvered on its lower half, but
clear on its upper half, and a telescope pointing into
this mirror, all rigidly attached to the frame. Another
mirror, known as the “index glass,” is rigidly attached
to a movable arm, which carries vernier reading on a
graduated limb. A ray of light coming from a distant
object strikes the index glass and is reflected to the
mirrored part of the horizon glass and thence through
the telescope, while a ray coming through the upper
half of the horizon glass passes directly into the tele-
scope, each of which set of rays forms a perfect image.
The observation consists in bringing the two images
into exact coincidence by means of the movable arm
when the angle subtended by the two objects is then
read off the limb.
The name is derived from the fact that the limb of
the instrument includes but an arc of 60 degrees of a
circle, but owing to double reflection, angles up to
120 degrees may be measured with it. The scale is
graduated to 120 degrees in a length of 60 degrees. A
different form of instrument, known as the prismatic
sextant, measures angles up to 180 degrees.
Shackle. A U-shaped link whose end is closed by a
removalble pin or bolt. Shackles are used principally
to connect the shots of chain cables, blocks to davit
heads and other places where severe stress is brought
on the block, rigging to mast bands and deck con-
nections, etc.
Pages 334, 335, 348, 350, 870, 878.
Shackle Bolt. A bolt that passes through both eyes of
a shackle and completes the link. The bolt may be
secured by a pin through each end, or a pin through
one end and through the eye, or by having one end
and one eye threaded, or one end headed and a pin
through the other.
Shackle Bolt Pin. A metal, or rarely, a wood pin, used
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CYCLOPEDIA SHE
SHIPBUILDING
to secure a shackle bolt. The pin generally has a split
end, the two parts being slightly separated to prevent
its starting, and is frequently termed a split pin.
Shade Deck. See DECK, SHADE.
Shade Deck Stringer. See STRINGER, SHADE DECK.
Shade Deck Stringer Bar. See STRINGER BAR.
Shade-Deck Vessel. A vessel constructed with a con-
tinuous upper deck of light scantlings and fitted with
openings in the sides between the main and upper
decks. -
Shaft Angle. The angle which a propeller shaft makes
with the line of intersection between the designed
water plane and the longitudinal center plane of the
ship. In many cases the horizontal shaft angle is
ignored and only the angle which the shaft makes with
the designed water plane is considered. This may be
slightly less than the true shaft angle.
Shaft, Crank. See CRANK SHAFT.
Shaft Horsepower. See HoRSEPower, SHAFT.
Shaft, Propeller or Tail. See PROPELLER SHAFT.
Shaft Stools. A term applied to the seatings to which
the plumber-blocks or line shaft bearings are attached.
In addition to supporting the weight of the shafting
they have to resist any side bending tendency due to
the vibrations or thrust on the shaft. The over-
turning force is not nearly so serious as in the thrust
block.
Page 548.
Shaft Straightener. See PREss, BENDING.
Shaft Strut. A term applied to a bracket supporting
the after end of the propeller shaft and the pro-
peller in twin or multiple screwed vessels having pro-
peller shafts fitted off from the center line. It usually
consists of a boss, fitted with a bushing to form a
bearing for the shaft, connected to the side of the
ship by two arms of pear-shaped section. The in-
board ends of the arms are fitted with palms for at-
tachment to the shell.
In designing the arms of a shaft strut, care should
be taken that their major axes are kept in the stream
lines and that they are of sufficient cross section for
strength. Shaft struts should be erected at a frame
and the shell should be reinforced with thicker or
doubling plates in the way of the palms.
Page 231.
Shaft, Thrust. See THRUST SHAFT.
Shaft Tunnel. See TUNNEL, SHAFT.
Shaft Tunnel, Shaft Alley. A watertight passage hous-
ing the propeller shafting from the engine room to
the bulkhead at which the stern tube commences. It
provides access to the shafting and its bearings and
also prevents any damage to the same from the cargo
in the spaces through which it passes.
Page 507.
Shaft, Weigh. A shaft running parallel to the crank-
shaft, used for the purpose of controlling the valve
gears on a reciprocating engine. It is carried in bear-
ings attached to the upper portion of the columns of
the engine, and is fitted with one arm for the bridle
rods to each link and one arm for connection to the
reversing gear. The arms connected to the link
bridle rods are slotted with a block working on a
hand screw gear which permits independent adjustment
of each link.
Shafting. Cylindrical rod or tubing used, in general,
for the transmission of rotary motion from the source
of power, the engine, to the propelling device, the pro-
peller, or paddle wheel. -
High grade machinery shafting and other cylindrical
members are manufactured hollow. This is done in
order to obtain the requisite strength on a minimum
weight and to avoid the possibility of development of
serious cracks or other imperfections which are likely
to start in the central part of the shaft.
Pages 548, 549, 892, 896, 898.
Shakes. Splits or checks in timbers which usually
cause a separation of the wood between annular rings.
Ring Shake. An opening between the annular rings.
Through Shake. A shake which extends between
two faces of a timber.
Shallow Draft River Steamer.
SHALLOW DRAFT.
Shank Painter. A rope or chain passed around the
shank and flukes of an anchor confining it to the bill-
board.
Shaper. A machine for planing small parts in which
the work table is stationary, the cutting tool being held
by a tool post on a moving ram which travels over
the work.
Pages 720, 734.
Shaper, Crank. In this type of shaper a crank motion
is used to drive the rann.
Shaper, Double Head. A type of shaper designed with
two rams or heads. These machines also have two
tables and may be used for planing large pieces of
work and for work involving planing two surfaces
Some distance apart.
Shaper, Geared. In this type of shaper a rack and pin-
ion are used to drive the ram with a slow cutting
stroke, a quick return being effected by shifting an
open and crossed belt arrangement.
Shapes. Bars of rolled mild steel or of extruded non-
ferrous metals, having certain forms of cross section
throughout their entire length. The forms of cross
section given are such as to lend to strength and
rigidity in fabrication.
Shear. See SHEARING MACHINE.
Shear, Alligator. A type of shearing machine operated
on the principle of a pair of scissors.
The upper part is a heavy cast steel lever supported
by a pivot near its center on a stationary base. Shear
blades are attached to the base and one end of the
lever to form the cutting jaws and the lever is operated
by a link connecting the other end to a crank in the
driving mechanism. These machines are usually used
for shearing flat bars, universal rolled plates, etc.
Page 745.
Shear, Angle. A machine specially designed for cutting
- off angle bars.
Page 744.
Shear, Gate. A machine for cutting and trimming long
sheets or plates. These machines are often designed
for making cuts of from two to ten feet in length in
one operation, the thickness of plate varying from
1-16" to 17%", depending upon the capacity of the ma-
See RIVER STEAMER,
chine.
Pages 741, 745.
Shear Legs. An apparatus rigged up for raising and
moving heavy weights where a crane or derrick is not
available. Usually consists of two or more spars or
timbers erected in the form of an A-frame with the
lower ends spread out and the upper ends fastened
together, from which the lifting tackles are suspended.
Shear, Rotary. A type of shearing machine in which a
plate is cut or sheared by revolving steel discs.
Page 746.
120
SHE
SHI
SHIPBUILDING CYCLOPEDIA
Shearing. The removing of excess material from the
edges of plates or shapes by means of shears.
Shearing Machine. A machine used for splitting or
trimming steel plates and for cutting off bars or struc-
tural shapes.
Shearing machines are made both in hand and power
operated types, and in many cases these machines are
also adapted for punching operations by replacing the
shear blades with one or more punches and dies.
There are also combination designs having a punch
at one end and a shear at the other.
Pages 736, 740, 741, 743, 744, 745, 746.
Sheathed, Sheathing. A term applied to the wood
planking fitted over a steel deck, to the planking fitted
over the underwater portion of a steel shell, and to
the copper plating with which the bottom of a wood .
vessel or a steel vessel sheathed with wood is covered.
To sheath a steel vessel with copper it is neces-
sary, on account of galvanic action, to first cover the
steel plating with wood.
Copper sheathing will keep the vessel's bottom clean
as long as it lasts, as no germs or life can remain
attached to it. It is, however, very difficult to keep
the water from seeping in between the copper and
plating in steel vessels, and outside of warships it is
seldom resorted to. Copper sheathing of wood ves-
sels is more common, and is particularly necessary in
tropical waters. Wood sheathing over steel decks
should be thick enough to be efficiently calked and
the deck plating beneath should not be calked.
Sheave. A wood or metal disc having a groove around
its cylindrical surface to allow a rope or chain to run
over it without slipping off.
Wood sheaves are usually made of lignum vitae and
bushed with metal rollers.
A dead sheave is one that does not revolve.
Pages 340, 871.
Sheave Holes. A term applied to apertures cut through
a mast, boom, or spar in which sheaves are installed.
Sheepshank. A method of quickly but temporarily
shortening a rope. It is made by laying two long
bights side by side and half hitching each part over
the end of the near bight.
Sheer. The longitudinal curve of a vessel's rails, deck,
etc., the usual reference being to the ship's side; how-
ever, in the case of a deck having a camber, its cen-
terline may also have a sheer.
The amount by which the height of the weather
deck at the after or forward perpendicular exceeds
that at the mid perpendicular.
Mean sheer is the average of the sheers forward
and aft as just defined.
Sheer. The deformation of a solid body equivalent to
a sliding of each of the parallel infinitely thin laminae
that may be considered to form it upon that next
below it, in the same direction and by the same in-
finitesimal amount.
Sheer Line. The longitudinal curve of the rail or
decks, which shows the variation in height above
water or freeboard, throughout the vessel's entire
length.
Sheer Mold. A molding placed flush with the top and
along the outside edge of a wood deck.
Sheer Off. To steer clear of or keep away from some
danger or object.
Sheer Pole, Sheer Batten. A term applied to a steel or
iron rod fitted, fore and aft, along the lower portion
of the shrouds to hold them in place.
Sheerstrake. The strake of shell plating that runs
along the level of the main or upper decks. Plates
running along the level of lower decks are not called
sheerstrakes.
Sheerstrakes, on account of their distance from the
neutral axis of the ship, are important strength mem-
bers, and when adjacent to a strength deck they are
made thicker than the side plating.
The sheerstrake in wood ships is the strake of out-
side or shell planking that runs along the sides of
the main or upper decks.
Sheerstrake Plate.
Sheet. A rope or chain used to haul the clew of a sail
out toward the yard arm or downward toward the
deck and aft.
Sheets take their names from the sails they extend,
as “fore sheet,” “main-staysail sheet,” “mizzen-topgal-
lar t staysail sheet,” etc.
Sheet Metal Workers. Workmen who fashion and
fabricate such articles as lockers, drip pans, ventila-
tion ducts, etc. These are usually made from light
sheet metal; that is, metal the thickness of which is
given in gages rather than in pounds per square foot.
Shelf. A wood ship term applied to the fore and aft
timber that is fastened to the frames to form a sup-
port for the ends of the deck beams.
Pages 445, 447.
Shelf, Hold Beam, Main, Upper Deck, Etc. A fore
and aft timber running under and supporting the ends
of the various tiers of beams.
Shell Doublings. A term applied to extra plates fitted
over the portions of the shell plating requiring ad-
ditional strength. Also fitted as compensating plates
in the way of ports or apertures.
Shell Landings. A term applied to that portion of the
edges of shell plating occupied by the laps.
Shell Liners. See FRAME LINERs.
Shell Lugs. Short pieces of angle bar fitted to the shell
plating between frames for the purpose of attaching
stringer plates to the shell plating.
Shell Plating. See PLATING, SHELL.
Shell-Room. Spaces or compartments devoted to the
stowing of projectiles.
Shellac. See PAINT.
Shelter Deck. See DECK, SHELTER.
Shelter Deck Sheerstrake. The strake of outside plat-
ing adjacent to the shelter deck.
Shelter Deck Stringer. See StriNGER, SHELTER DECK.
Shelter Deck Stringer Bar. See BAR, STRINGER.
Shifting Beam. A term applied to a portable beam
fitted in a hatchway for the purpose of supporting the
hatch covers. The ends of the beams are fitted in
slotted carriers attached to the inside of the hatch-
way coamings.
Shifting Boards. A portable bulkhead generally con-
structed of wood planking and fitted fore and aft in
cargo holds when carrying grain or any cargo that
might shift when the vessel is rolling.
Shifting Valve. See VALVE, SHIFTING.
Shim. A piece of metal or wood placed under the bed-
plate or base of a machine or fitting for the purpose
of truing it up. Also applied to pieces placed in
slack spaces behind or under frames, plates or planks
to preserve a fair surface.
Page 920.
Ship. A vessel having three or more masts. In a
three-masted ship the masts are fore, main and mizzen,
and all are square rigged. In a four-masted ship the
See PLATE, SHEERSTRAKE.
$ 3 & 4
121
SHI
CYCLOPEDIA sis
SHIPBUILDING
aftermost mast is called the jigger. It may be either
Square of fore-and-aft rigged.
Ship Chandler. An individual or firm handling provis-
ions, outfit, or other commodities for a ship's use.
Ship, Longitudinal Framed. A ship constructed of
widely spaced, deep or belt frames which support a
relatively large number of small fore and aft frames.
This system, although patented, is generally used in
oil tankers and is frequently found in other types of
ships.
Ship Plate Bender. See FLANGING MACHINE, HYDRAULIc.
Ship, Transverse Framed. A ship consisting of a large
number of relatively small, closely spaced, athwart-
ship frames, reinforced in the bottom by vertical floor
plates and working in conjunction with widely spaced,
fore and aft, deep girders, such as the keel, longi-
tudinals, and side stringers.
This is the usual type of vessel.
Shipfitter. A mechanic who lays out the shape, loca-
tion of rivet holes, or openings, and bevels upon hull
plates and shapes by means of templates or dimensions
from the ship or from data obtained from plans or
mold loft, in order that such plates and shapes may
be satisfactorily fitted into their proper places in the
ship's structure. *
Shipfitter, Contracting. See ContRACTING SHIPFITTER.
Shipshape. A nautical term used to signify that a
whole vessel or the portion under discussion is neat
in appearance and in good order.
Shipwright. A nearly obsolete term applied in wood
shipbuilding where but a small amount of mold loft
work was necessary to the men who set the frames,
kept the form fair, and performed such work as would
not lie within the province of a carpenter.
Shoes. See KEEL, FALSE.
Sholes. Small pieces of timber or plank placed under
the heels of shores, etc.
Shore, Spur. A brace placed with one end resting on
the side of a ship to keep it at a desired distance
from the side of dock or dry dock.
Shores. Pieces of timber placed in a vertical or in-
clined position to support some part of a ship, or
the ship itself, during construction.
Shores, Bilge. Short heavy timbers used in addition
to the bilge blocks as supports for a vessel at or near
turn of the bilge.
Short Splice. A splice made where the rope is not
required to render through a block and where an
increased diameter is not objectionable as in straps,
lings, pendants, etc.
Less length of rope is required than when a long
splice is made, which is sometimes the paramount con-
sideration. The strands are first unlaid for a short
distance, the ends of the ropes brought together, the
strands intellaced and tucked through the lay of the
other rope.
Shoveling Boards. Boards placed in the bottom of coal
- bunkers forming a level surface.
Shroud. A principal member of the standing rigging,
consisting of hemp or wire ropes which extend from
or near a mast head to a vessel's side or to the rim
of a top to afford lateral support for the mast. For-
merly, shrouds were made of shroud-laid tarred hemp
rope having eyes seized in at the upper end and passed
over the mast head, the lower ends being fitted either
with a dead eye connected by lanyards to a dead eye
attached to the chain plates or with rigging thimbles
for receiving the upper ends of the rigging screws.
Wire rope shrouds as now fitted have thimbles spliced
in and seized at both ends, the upper ends for taking
shackles connecting to the mast head; the lower, for
attaching to rigging screws fitted with a turnbuckle.
When of hemp, shrouds are wormed, parceled, and
served at the ends around the eyes only, but when of
wire they are red leaded, wormed, parceled, again red
leaded and served the entire length. Shrouds take
their names from the masts they support, as “fore
shrouds,” “main shrouds,” “mizzen topmast shrouds,”
Ctc.
Pages 332, 333, 338, 343. $97, 598.
Shroud-laid Rope. See RoPE, SHROUD-LAID.
Shroud Ring, Turbine. See TURBINE SHROUD RING.
Shunt Motor. See MotoR, SHUNT.
Sick Bay. A name applied to the space on board ship
where the members of the crew or passengers are
given medical treatment. As generally used, the term
covers all rooms or compartments assigned for treat-
ment of the sick, such as the dispensary, operating
room, contagious ward, etc.
Side Bar Keel.
Side Bunker. A bunker located in a vessel's wings
usually in way of the boiler rooms. Bunkers of this
type are common on coal burning vessels largely be-
cause of the facilities thus afforded for feeding coal
into the fire rooms.
Side Frame.
Side Girders.
Side Keelson. See KEEI.son, SIDE.
Side Lights. See LIGHTS, SIDE.
Side Plating. A term applied to the plating above the
bilge in the main body of a vessel. Also to the sides
of deck houses, erections, etc.
Side Scuttle. A term applied to an opening in the side
of a ship provided for the discharge of garbage, etc.
Side Stringer. See STRINGER, SIDE.
Siding of a Frame. The fore and aft dimension of a
frame.
Siding of a Keel. Its width.
Siding of a Stem. Its athwartship dimension.
Siding of a Sternpost. Its athwartship dimension.
Sienna. See PAINT.
Signal Equipment, Electric.
Sill.
See KEEL, SIDE BAR.
See FRAME, SIDE.
See StriNGER, SIDE.
See Cope CALLING SYSTEMI.
The foundation timber of a deck house, on which
the framing is erected. Also called Coaming.
Sill, Dry Dock. The stone, concrete or timber ledge
at the bottom of the entrance of a graving dock
against which the gates or caisson abuts when closed.
Sill, Window Frame. The horizontal piece at the
bottom.
Silver. Described under Metals.
Single Acting Pump. See PUMP, SINGLE ACTING.
Single Riveting. See RIVETING, SINGLE.
Single Whip. A rope rove through a single fixed block.
Siren, Steam. A form of whistle in which the sound
is produced by the action of steam in passing through
corresponding openings in two concentric and op-
positely revolving discs or cylinders. The pitch and
intensity are raised and increased respectively with
the speed of rotation. The steam is permitted to es-
cape through a funnel shaped opening or trumpet so
as to increase the volume of sound as much as possible.
Sister Blocks. See Blocks, SISTER.
Sister Hooks. Hooks made in halves and set on eyes
121A
SIS
SLU
SHIPBUILDING CYCLOPEDIA
facing each other in such a manner that they may be
made to function as a link. -
Page 347.
Sister Keelson. See KEELson, SIDE.
Skeg. The after end of the keel. It forms a support
for the sternpost and sometimes projects sufficiently to
form a step for the rudder post.
Skeleton Mold. See Mold, SKELEToN.
Skeleton of a Vessel. The transverse and longitudinal
members comprising the framework of the shell and
decks.
Skew Inclination. The inclination resulting from the
simultaneous action of both transverse and longitudinal
forces. --
Skiff. A lightly built pulling boat.
The term is sometimes loosely used as applying to
pulling boats in general.
Skin. This term is usually applied to the outside plank-
ing or plating forming the watertight envelope over
the framework. It is also applied to the inner bottom
plating where it is called the inner skin.
Skin, Inner. A term applied to the inner bottom plat-
ing. This usually extends only across the bottom, but
sometimes is carried up the sides.
Page 484.
Plates XXXV, XXXVI.
Skin, Outer. A term applied to the outside plating,
shell or planking of a ship.
Pages 478, 479.
Plates XXXIII, XXXIV.
Skin Resistance.
Skylight. A built up frame of metal or wood having
glass lights fitted in the top and installed over a deck
opening for the purpose of furnishing light and, where
the top covers are hinged, ventilation to the Spaces
below. -
Skylight Coaming. The vertical sides of a skylight
frame whether of steel or wood.
Skylight Cover. The top of a skylight, having glass
lights fitted in it and often hinged and operated from
bclow. Brass rods are generally fitted over the glass
for protection. --
Skylight Gratings. A term applied to the gratings pro-
tecting the glass lights in a skylight cover. They are
usually constructed of brass rods. -
Skylight Lifting Gear. A gear composed of rods,
pinions, worms or gears, levers and hand wheel for
opening and shutting a skylight cover from below.
This gear should be designed to operate easily and to
support the cover firmly when open.
Pages 564 to 567, 815.
Slab, Bending. See BENDING SLAB.
Slabs or Blocks, Bending. Square or rectangular iron
castings of adequate strength, fitted with numerous
regularly spaced holes for the reception of dogs or
other holding devices. A number of these units are
fitted side by side, their upper surfaces uniting to
form a continuous floor of sufficient area. Upon this
floor heated shapes such as frame bars are bent to the
required contour and then fastened by means of dogs
placed in the holes until a permanent set has been
assumed.
Slack. The opposite of taut, not fully extended as
applied to a rope; to slack off means to ease up, or
lessen the degree of tautness; as applied to water,
that state of the tide when it has ceased running and
See RESISTANCE, SKIN.
appears stationary just before it turns, either at high
or low water.
Slack Away, To. To pay out a rope or cable by care-
fully releasing the tension while still retaining control.
Slackness. The contrary of ardency, being that property
of a ship by virtue of which she tends to throw her
head away from the wind. Ships possessing this char-
acteristic must be held on their course by keeping the
helm a-lee. The reason for this tendency is found in
the resultant lateral resistance of the vessel being
behind or abaft of her resultant wind pressure.
Sleepers. Timbers placed upon the ground or on top
of piling for supporting the cribbing, keel and bilge
blocks.
Sleeve. A casing, usually of brass, fitted over line or
other shafting for protection against wear or corro-
Sion.
Page 891.
Slew. To yaw from side to side while at anchor or
being towed. -
Sling. A length of chain or rope employed in handling
weights with a crane or davit. A cask or barrel sling
usually consists of a length of rope having the two
ends spliced together; the chains or ropes attached at
the bow and stern of a small boat to which is hooked
the tackle when it is hoisted or lowered; the chain
or rope extending from a mast head to the center of a
yard forming a support for same.
Pages 335, 878, 880.
Slip. The difference between the pitch of a propeller
or the mean circumference of a paddle wheel and the
advance of same through the water corresponding to
one revolution. An inclined launching berth.
Slipways or Berths. The space in a shipyard where a
foundation for launching ways and keel blocks exists
and which is occupied by a ship while under construc-
tion. The term berth also designates the space a sluip
occupies at a pier or at an anchorage.
Sloop. A vessel having one mast and fitted with fore-
and-aft sails.
Sloop-Rig. A single masted fore and aft rigged vessel.
Distinguished from a cutter principally by her broad,
shoal hull with its accompanying center board.
Slop Chute. A chute hung over the ship's side or built
into the ship with discharge through the ship's side,
for discharging garbage overboard.
Slotter. See SLOTTING MACHINE.
Slotting Machine. A machine which operates on the
same general principles as a shaper, except that the
ram which carries the planing tool moves in a vertical
direction at right angles to the work table.
Page 734.
Slotting Machine, Crank. In this type of slotting ma-
chine, a crank motion is used to drive the ram.
Page 734.
Sluice. An opening in the lower part of a bulkhead
fitted with a sliding watertight gate or door having
an operating rod extending to the upper deck or decks.
These openings are advantageous in center line bulk-
heads, as in case of damage to one side of the ship
the water may be quickly admitted to the other side
before the ship is dangerously listed. -
Sluice Cock. Either a cock or valve attached directly
to a bulkhead to permit flow of liquid from one com-
partment directly into another. A cock differs from
a valve in that the liquid flows through a channel
bored through the tapered plug forming the cock and
122
SLU
SPA
SHIPBUILDING CYOLOPEDIA
in no case is it necessary to turn the handle more
than a quarter turn to open it fully.
Sluice Valve. See VAlve, SLUICE.
Sluice Valve Rod, Sluice Valve Spindle. The operating
rod by which the sluice valve, usually located at the
bottom of a compartment, can be opened or closed
from a deck above. e
Slush. Grease obtained from the meat boiled in the
coppers and used as a lubricant and for slushing the
spars after scraping.
Smoke Box. The casing attached to the end of a
boiler to which the uptake is connected.
Smoke Box Door. A door attached to the smoke box
to provide access for inspecting and cleaning the tubes.
Smoke Sail. A piece of canvas hoisted close to the
galley smokepipe to carry the smoke from the deck
during a head wind or hoisted at the foremast to
prevent soiling the mast. &
Smoke Stack. A metal chimney or passage through
which the smoke and gases are led from the uptakes
to the open air.
Page 672.
Smoke Stack Cover. A canvas cover used to close the
top of the smoke stack when the fires are drawn for
any length of time such as during a repair period.
Smoke Stack Paint. See PAINT.
Snap Switch. An electrical device for opening and
closing a circuit by turning an insulated, button. A
snap switch for marine work is usually arranged so
that the electrical connections are protected by a water-
tight cover. -
Snatch Block. See Block, SNATCH. -
Snubbing. The checking of a vessel's headway by
means of an anchor and short cable. The checking
of a line or cable from running out by taking a turn
about a cleat, bitts, or similar fitting. Also drawing
the waterlines or diagonals of a vessel in suddenly
at their ends. -
Socket, Davit. See DAvit Socket.
Socket Wrench, Ratchet. See WRENCH, RATCHET
Socket.
Soda Cock. See CoNDENser SoDA Cock.
Sole-Piece of Stern Frame. The lower fore and aft
piece of a stern frame connecting the propeller and
stern posts. . * - -
Page 499.
Sole Plate. A term applied to the top plate of a founda-
tion to which the base of a machine or piece of
equipment is bolted.
Solenoid Brake. A brake in which the friction ma-
terial is directly controlled by electric magnets. These
brakes are made in three forms as follows: the shoe
type, the band type, and the disc type. Disc type
brakes are usually set by a spring and released by the
pull of the magnet, while the shoe type and band type
brakes for ordinary applications are set by the weight
of the magnet core and released by the pull of the
magnet. -
Page 956.
Solid Frame. Described under frame.
Soot Blower. A cleaning gear designed to clean the
fire surfaces of steam boilers and remove the soot.
These results are accomplished by means of steam
jets. . . . . -
Pages 998, 999, 1000, 1001.
Sounding. Measuring the depth of water or other
liquid. * -
Sounding Line. The fine piano wire or wire rope used
with a sounding machine. A log line.
Sounding Machine. A machine which has almost
wholly superseded the antiquated and clumsy deep-
sea lead, being designed to ascertain, accurately and
quickly, the depth of water at rather high speeds, say
up to 16 or 17 knots, in depths not exceeding 100
fathoms.
Of the various machines in use in the past and at
the present, that designed by Lord Kelvin, formerly Sir
Wm. Thompson, is the best known and most gen-
erally used. It consists essentially of a frame carrying
a wheel or drum on which is wound about 300 fathoms
of fine steel piano wire. The drum is controlled by a
brake which allows the wire to be paid out or stopped.
Attached to the end of the wire is a metal cylinder
whose lower end is perforated and the upper end
closed by a cap and a heavy sinker having a hollow at
the bottom to receive the usual “arming” of tallow
to bring up a specimen of the bottom. -
The metal cylinder carries a glass tube closed at one
end about two feet long coated on the inside with a
compound of silver which changes color upon actual
contact with sea water. .
The tube is placed in the cylinder with the open
end down. The pressure of the water varying with
the head compresses the air with which the tube was
'filled and the water rising in the tube discolors the
coating of the tube. The extent of this discolora-
tion compared to properly graduated scale shows the
depth, in fathoms, to which the tube has been
lowered.
To obviate the inconvenience and expense connected
with glass tubes, a depth recorder is often used in lieu
of them.
A special type of machine is fitted with an electrical
motor for reeling in the wire after a sounding has
been made.
Pages 1085, 1092.
Sounding Pipes. See TUBEs, Sou NDING.
Sounding Rod. A light metal rod, graduated as desired,
for lowering into a sounding tube to determine the
depth of liquid in a compartment or tank.
Sounding Tube Deck Plate. See DECK PLATE, Sound-
ING TUBE.
Sounding Tubes. See TUBEs, Sounding.
Soya Bean Oil. See PAINT.
Spacing of Frames. See FRAMEs, SPACING.
Span. A rope whose ends are both made fast some
distance apart, the bight having attached to it a top-
ping-lift, tackle, etc. A line connecting two davit
heads so that when one davit is turned the other
- follows. - s
Spanish Windlass. A makeshift purchase consisting of
a rope, a post or roller and a lever. One end of the
rope is attached to the object to be moved, a turn
is taken around the post and the Cther end secured
to a fixed object. The lever is then inserted in the
bight of the rope at the post and by turning it around
a considerable strain is produced.
Spanker. Sometimes termed the driver. The fore-and-
aft sail carried on the mizzen mast of a three masted
vessel. - - -
Spanner. A form of open head wrench for use with
special fittings whose character is such as to preclude
the use of the ordinary type of wrench.
Spar. A term applied to a pole serving as a mast, boom,
123
SPA
SQU
SHIPBUILDING CYOLOPEDIA
gaff, yard, bowsprit, etc. Spars are made of both
steel and wood.
Page 813.
Spar Deck. See DECK, SPAR.
Spar Deck Sheerstrake. The strake of outside plating
adjacent to the spar deck.
Spar Deck Stringer. See STRINGER, SPAR DEck.
Spar Deck Stringer Bar. See BAR, STRINGER.
Spar-Decked Vessel. A merchant vessel constructed
with a complete deck above the main deck and hav-
ing scantlings above the main deck heavier than
those of an awning deck vessel but lighter than those
in a full three decked vessel.
Spar Varnish. See PAINT.
Spare Bunker. A bunker for reserve coal.
Spark. See GAS ENGINE SPARK.
Special Lights. See LIGHTS, SPECIAL.
Spectacle Frame. A single casting containing the bear-
- ings for and supporting the ends of the propeller
shafts in a twin screw vessel. The frame consists
of arms of pear-shaped section extending outboard
from each side of the center line of the ship to
bosses taking the bearings of the propeller shafts.
These arms are usually inclined downward from the
center line at an angle of about 30 degrees from the
horizontal. The shell plating is worked outboard to
enclose the shafts and is attached at the after end
to the bosses and arms of the spectacle frame.
They are used on steam yachts and large mer-
chant vessels in place of shaft struts or brackets.
Pages 231, 500.
Speed Lathe. See LATHE, SPEED.
Speed Length Ratio. The ratio of the speed in knots
to the square root of the waterline length in feet.
V
It is expressed thus:
VLT
Similar ships at corresponding speeds have the same
value for this expression.
Pages 155, 157.
Speeds, Corresponding. See CoRRESPONDING SPEEDS.
Spelter. Described under Metals.
Spent Condition. The condition of a vessel when all
consumable provisions, stores, fuel and fresh water
are exhausted.
Spikes. A stout metal pin headed on one end and
pointed on the other. Spikes are used for securing
heavy timbers together. Spikes are generally made of
square bar with diamond, button or nail type of head
and of round bar with countersunk head.
Page 800, 833.
Spirketting. A wood ship term applied to the first
strake of inside planking or ceiling above a water-
way.
Spirketting-Plate. A vertical side stringer plate at-
tached to the inside of the frames at a lower deck or
tier of hold beams.
Splice. A method of uniting two ropes by first unlay-
ing, then interweaving and tucking the strands. See
Long Splice, Short Splice, etc.
Sponson Beam. The outer fore and aft girder support-
ing the paddle wheel box and holding the outer bear-
ing of the paddle wheel shaft.
Sponsons. Fore and aft beams supporting the paddle
box structure.
Spot Face. The finishing off of the surface around a
hole.
Sprayhood. A canvas hood which may be designed in
several different shapes, used aboard a boat to prevent
the spray from coming on deck or into an enclosure
Spread. The distance measured transversely to a ves-
sel's longitudinal axis.
Spring. The deviation from a straight line or the
amount of curvature of a sheer line, deck line, ol
beam.
Spring Bearing Foundation. A structural steel founda-
tion built up of lightened plates and angles and sur-
mounted by a heavy base plate to which the holding
down bolts of the lower bearing piece are attached
Pages 548, 549.
Spring Bearings. Bearings designed to take the weight
of the propeller shaft. If bearings and shaft are prop-
erly in line and adjusted, the shaft weight is the only
load to which the bearings are subjected. Such bear-
ings quite commonly consist of a lower bearing piece
of brass, iron or steel, lined with white metal, and a
cap for the protection of the bearing surface and the
support of lubricating apparatus.
Page 550.
Spring Line. A hawser run out from any part of a
vessel to a point on shore, as a dock, to prevent he
going ahead or astern. In the first instance, the
line extends from well forward to a point on shore
abreast the stern; in the latter, the operation is re.
versed. Spring lines are also used to turn or spring
a vessel around a wharf or dock.
Spring Stay. A horizontal stay between two lowel
mast heads, derrick posts, etc.
Sprit. A small spar designed to raise the peak of a
sail having neither boom nor gaff. The upper end o
the spar bears against a becket and its lower end it
stepped against and near the foot of the mast.
Page 813.
Sprit Sail. A boatsail carried by a sprit. Originally i
was spread under the bow sprit of seagoing vessel.
from the sprit sail yard.
Sprocket Chain. A chain designed to transmit motior
from one sprocket to another.
This type of transmission is used in connection
with certain types of steering gear and in ammunition
hoisting gear.
Spun Yarn. A rough two, three or four-yarn, left
handed, small stuff, made from long tow or old rop
yarns loosely twisted together. It is extensively used
on shipboard for the coarser seizings, service, etc.
Differs from Marline, Houseline and Roundline in
that no additional twist is given. Spun yarn is use
more extensively on shipboard than any other variet
of “small stuff,” being convenient for seizing an
serving, where great neatness is not required. It i
left handed of two, three or four strands.
Spun Yarn Rope. See ‘RoPE, SPUN YARN. -
Spur Beam. A beam running diagonally or fairing int
the sides of a ship from the end of a sponson beam
Used on paddle wheel boats.
Square Knot. See KNOT, SQUARE.
Square Stern. The stern of a ship whose decks ter
minate aft in rectangular form. Generally the ster
contour is a straight line approximately perpendicula
to the surface of the water.
Squatting. The increase in trim by the stern assume
by a vessel when running at high speed over that ex
isting when she is at rest.
Squatting Speed. That speed at which a vessel change
123A
SQU
STE
SHIPBUILDING CYCLOPEDIA
trim by the stern because of the large bow wave.
Squatting speeds occur in the neighborhood of
V.
— = 1.1 to 1.2 where V = the speed in knots.
VLT
Also sometimes called the critical speed.
Squeegee. A wood block or hoe shaped implement fitted
with a handle and a narrow rubber blade secured by
screws projecting from the lower edge. The imple-
ment is used for removing water from the decks, glass
and other smooth surfaces. Also a strap with toggles
in the end used to confine a studding sail while being
Set.
Stability. The tendency which a vessel has to return
to the upright when inclined away from that position.
Page 230.
Stability, Dynamical. The amount of mechanical work
necessary to heel a ship to an angle from the up-
right position. It is usually expressed in foot-tons.
Stability in Damaged Condition. The stability which
remains after the flooding of one or more compart-
ments with consequent loss of displacement and pos-
sible change in character or area of waterplane.
Pages 233 to 236.
Stability, Initial. The resistance offered by a ship to
inclination from the upright and measured by the
metacentric height.
Stability, Range of. The number of degrees through
which a vessel lists before her curve of righting arms
becomes 0.
Stability, Statical. The effort which a ship makes when
held steadily in an inclined position to return to her
natural upright position of equilibrium.
Stabilizer, Gyroscopic. A device for utilizing the gyro.
scopic properties of a rotating wheel to prevent a ves-
sel from rolling. The wave forces tending to cause
roll are exactly counterbalanced by the gyroscopic
forces. Rotation of the wheel is by electrical motor
and the gyroscopic stabilizing forces are controlled
in direction and amount by other electric devices. The
stabilizer is usually installed in or near the engine
room, but it may be located elsewhere on the ship.
Pages 690, 1094.
Stable Equilibrium. See EQUILIBRIUM, STABLE.
Stack, Smoke. See SMokE STACK.
Stage. A floor or platform of planks supporting work-
men during the construction or while cleaning and
painting either the inside or the outside of a vessel.
Stage Builder. A carpenter who erects platforms or
stages in and about a ship on which the workmen
stand to perform conveniently the necessary opera-
tions incidental to the construction of the ship.
Staggered Riveting. See RIVETING, STAGGERED.
Staging. Upright supports fastened together with
horizontal and diagonal braces to which common
boards are secured to form a platform.
Staging is necessary to provide access to the work
both in construction and repair.
Plate XXXII.
Stairs. A built-in staircase aboard a ship.
Pages 573, 585.
Stanchion Bulwark. A post or stanchion supporting
a bulwark. The stanchions or stays are often made of
plating having the inboard edge flanged or of channel
bar, the stay making a slight angle with the bulwark
plating and being clipped to the top of the bulwark
and the deck.
Stanchion, Hold. See PILLAR, Hold.
Stanchion, Middle Line. See PILLAR, MIDDLE LINE.
Stanchion, Quarter. See PILLAR, QUARTER.
Stanchions. Short columns or supports for decks,
handrails, etc. Stanchions are made of pipe, steel
shapes or rods according to the location and purpose
they serve.
Page 575.
Stand By. A preparatory command intended to con-
vey to some one the meaning that he is to be ready
to execute promptly a command soon to follow. For
one ship to remain in the vicinity of another in order
to render whatever assistance may be necessary.
Standing Rigging. Rigging that is permanently se-
cured and is not hauled upon such as shrouds, stays,
bob-stays, martingales, mast pendants, etc.
Staple. See CoLLAR, ANGLE. -
Starboard Side. That side of a vessel to the right hand
when looking from the stern toward the bow.
Starboard the Helm. See Port THE HELM. A term
originally applied to the operation of putting the
tiller over to right or starboard side causing the
rudder and ship to turn to the left or port.
Different countries and different branches of the
marine have their own rules as to whether this order
means to turn the ship to the right or left.
Stateroom. A private room or cabin for the accommo-
dation of passengers or officers.
Static. See RADIo.
Staunch. A maritime term signifying that a vessel is
strong, sound, seaworthy.
Stay Bolt. A bolt used for bracing flat surfaces in a
fire tube boiler.
Stay Rods, Condenser. See ConDENSER STAY Rods.
Stays. The ropes, whether hemp or wire, that support
the lower masts, topmasts, top-gallant masts, etc.,
in a fore and aft direction. They extend from the
heads of the masts they support to the next lower
mast head of the adjacent forward mast except the
lower mast stays which extend to the deck. Any
rope used as a tension member, as an awning
stanchion stay, a canopy frame stay, etc.; a bar, pipe,
or plate used as a support against racking, bending,
etC.
Stays, Boiler. See BoILER STAYs.
Steady. The quality by virtue of which a ship experi-
ences little natural tendency to depart from the up-
right position when subjected to the action of the
waves in a sea-way. It results from a moderate meta-
centric height.
Stealer Plate. See PLATE, STEALER.
Steam Engine Generator Set. A combination consist-
ing of a reciprocating engine and an electric generator
on the same shaft. Such sets are used for power and
lighting in shipyards as well as on board ships.
Lloyd's Rules suggest that great care should be
taken that generators, motors or electric leads on
board ship are not located in such a place that they
will influence the compasses.
Steam Fitter. A pipe fitter that fits and installs the
main and auxiliary steam and exhaust piping on
shipboard.
Steam Gage. See BoILER GAGE, STEAM.
Steam Hammer. See HAMMER, Power ForgiNG.
Steam Hoist. See Horst, Steam. -
Steam Hydraulic Hammer. See HAMMER, PoweR Forg-
ING,
124
STE SHIPBUILDING CYCLOPEDIA STE
Steam Jacket. A chamber surrounding the cylinder
barrel of a reciprocating engine. To this chamber fresh
steam is admitted for the purpose of keeping the
body of the cylinder as nearly as may be at a uniform
temperature. Such an arrangement is effective in
avoiding the injurious effects of the cooling action of
the exhaust steam on the cylinder walls. In modern
high class engines the heads or covers are jacketed
as well as the barrel.
Steam, Mixed. The intermingling of saturated with
superheated steam.
Steam Ports. The passages from the steam chest to
the cylinder through which the steam enters and those
from the cylinder to the outer air or condenser for
the escape of exhaust steam. - -
| Such passages are made as short as possible so that
the clearance volume is not unduly increased, but they
must be of sufficiently great area so that the pressure
of incoming steam is not unduly decreased or ex-
... cessive back pressure developed in outgoing steam.
Steam Reducing Valve. See VALVE, REDUCING STEAM.
Steam, Saturated. Steam containing as much water as
it is possible for it to absorb. When steam separates
from the water in which it is generated, it is saturated
and has the same pressure and temperature as the
water. If in addition to the saturation, it contains
water in suspension, it is called wet steam.
Steam, Superheated. Dry steam having a higher tem-
perature than saturated steam at the same pressure.
, Superheated steam is produced by adding heat to
saturated steam that has been removed from con-
tact with the water from which it was generated.
Steam Trap. An apparatus used to collect the water
of condensation in steam cylinders and piping and
- to discharge it automatically” either to the boiler,
feed tank, condenser or hot well, without wasting
... steam. º
' ' There are two classes of steam traps:–Return and
non-return. . . . .
. Non-return Traps may be divided into five types,
depending upon their principle of operation, viz.:-
Float, bucket, bowl, differential, expansion.
Return Traps are mostly of the tilting type and
use live steam to return the condensation directly
back to the boiler, whereas the non-return traps
return the condensed steam into some receiver. From
here it is pumped back to the boiler. -
The Float Trap consists of a cast iron receiver of
special design in which is placed a ball float which
operates the valve that permits the condensation to
be removed from the trap. When this trap is empty
the discharge valve is closed, then, as the condensa-
tion flows in, the ball float rises and opens the dis-
, charge valve. The condensation is then blown out
valve is opened. The steam pressure acting on the
surface of the water in the trap expels the water
from the bucket through the discharge valve. As
soon as all the water has been removed from the
bucket, the bucket rises and closes the valve and the
cycle is repeated. This trap acts intermittently.
The Bowl Trap is made up of three principal parts:—
The bowl, counterweight, and valve. The condensed
steam flows into the bowl, through a special type of
valve, and the condensation is counter balanced by a
weight. As the water flows in, the bowl sinks and the
discharge valve opens and rids the trap of its water
by the force of the steam as in the other traps.
The Differential Trap is quite an elaborate trap and
is used very little today. In this trap there are two
columns of water acting on opposite sides of a dia-
phragm which operates the discharge valve. When
the height of the condensation becomes greater in one
column than in the other, the discharge valve is opened
and the condensation is removed. The columns of
water are again equalized and the cycle is repeated.
This is a continuous, non-return type of trap.
Expansion Traps depend for their operation either
on the action of metal, a saturated vapor or a liquid.
Metal expansion traps are not used largely at the
present time, but saturated vapor and liquid expansion
traps are finding a great demand both in stationary and
marine work.
These expansion traps are very simple, economical,
efficient and inexpensive. The operating, feature of the
modern type of expansion trap is either a diaphragm
containing a volatile fluid such as ethyl alcohol which
becomes a gas when heated or a corrugated tube
operated by the expansion of a heavy hydro-carbon oil.
In the liquid expansion type, when the steam comes in
contact with this corrugated tube or diaphragm, the
liquid is expanded and this causes the discharge valve
to be closed. As soon as the fluid has cooled, the dis-
charge valve opens and so allows the condensation to
be removed from the line by the force of the steam
acting upon the condensation. When the condensation
has been removed the discharge valve closes and the
cycle is repeated.
The saturated vapor type of trap is suitable for
pressures up to fifteen pounds, but the liquid expan-
sion trap can be used for any given pressure from
0 to 200 pounds and is suitable for the draining of
cargo winches and deck machinery. As it is always
open except when steam is in the line, it will not
freeze or permit the freezing of the line.
Pages 1006, 1019, 1020, 1021.
Steam Vessel. See VEssel, STEAM.
of the trap by the force of the steam acting on the Steel Deck. See DECK, STEEL.
surface of the “water in the trap. As soon as the Steel and Iron. Steel is primarily an alloy of iron and
proper level of the water in the trap has been ob-
tained the valve closes and the cycle. is repeated.
Generally these traps act continuously.
The Bucket Trap consists of a cast iron shell, in
which is placed a cast iron bucket similar in shape
to the shell but smaller, to which is fastened the dis-
charge valve. The condensed steam flows into this
trap and causes the bucket to float and at the same
time the discharge valve is closed. When the water
gets high enough in this trap, it flows into the bucket
and so causes the bucket to sink and the discharge
carbon, the carbon content ranging from a trace to
nearly two per cent. It is capable of being cast into
ingots or molds of various shapes. Sulphur and
phosphorus are generally present as impurities while
silicon and manganese are added for definite reasons.
Classes—Steel may be classified with relation to the
common method of manufacture employed such as
crucible, open-hearth, Bessemer, Electric, . etc., or
by the use for which it is suitable such as machinery
or tool steel. . . . . . . . . . . . . . . . . . .
Page 704.
125
STE
SHIPBUILDING CYCLOPEDIA stE
Machinery Steel
Machinery Steel is often classified as mild, medium
or hard; also applied to alloy steel such as nickel,
vanadium, chrome-nickel, and chrome-vanadium and
zirconium steel.
Mild Steel
Mild Steel is soft, having a carbon content of not
over 0.02 per cent and it will not harden when sud-
denly cooled by quenching. -
Purpose: Mild Steel is used in the manufacture of
chain; it is rolled into sheets and strips for flanging,
cupping and drawing, galvanizing and corrugating;
it is rolled into rods for rivets and bolts; it is used
for electric welding, and also for crucible stock.
Mechanical Properties: The mechanical properties
of chain steel are as follows: It should have a tensile
strength of from 48,000 to 58,000 lbs. per sq. in., a
yield point of about one-half that of the tensile
strength, with an elongation in 8 inches equal to a
percentage of 1,500,000, and a reduction of area equal
Ts-
to about 50 per cent.
The mechanical properties of the flat black, gal-
vanized and corrugated galvanized sheet steel should
be such as to permit bending flat upon itself without
fracture.
The mechanical properties of slabs, blooms, billets
or bars for reforging should be, as follows: a mini-
mum tensile strength of 48,000 lbs. per sq. in., and a
yield point of at least 24,000 lbs. per sq. in. with an
elongation of at least 32 per cent.
Chemical properties: The chemical properties of
mild steel should be not over 0.02 per cent carbon,
0.04 per cent phosphorus, 0.04 per cent sulphur and
the manganese content from 0.30 per cent to 0.50 per
Cent.
Medium Steel
Medium Steel is harder and stronger than mild steel
and will appreciably harden when suddenly cooled by
Quenching. - -
Purpose: Medium steel is used in miscellaneous
castings and forgings such as engine and machinery
forgings, deck plates, floor plates, boiler plates, struc-
tural steel shapes, rods for rivets, bolts and nuts, etc.
For castings such as stern frames, rudder frames, high
pressure steam piping and fittings, engine bed plates,
etc. -
Mechanical Properties: The mechanical properties
of medium steel when used in forgings are as follows:
It should have a tensile strength of from 60,000 to
80,000 lbs. per sq. in., a yield point of from 30,000 to
45,000 lbs. per sq. in., an elongation in two inches of
from 22% to 30%, and a reduction in area of about
40%. The test specimen should bend cold through
180° about a diameter of 1-inch, without cracking on
the outside of the bent portion—the bending specimen
being 1"x}%".
When used in structural steel for ships the tensile
strength should be from 58,000 to 68,000 pounds per
sq. in., having a yield point of 9% the tensile strength
and an elongation in 8 inches equal to a percentage of
1,500,000. For material 34" in thickness or under it
T.S.
should bend through 180°, around a pin equal to thick-
ness of the specimen, for material over 34" to and in-
cluding 1%" in thickness, through 180° around a pin
equal 1% times the thickness of the specimen;
When used in boiler or hull plates the mechanical
properties should be approximately as follows: 58,000
to 75,000 bs. per sq. in. tensile strength, yield point %
the tensile strength, elongation 22% to 25% in 8 inches
and the ability to stand without eracking a bending test
through 180° about an inner diameter equal to the
thickness of the plate. -
When rolled into bars for rivets, bolts and nuts,
the tensile strength should be at least 58,000 lbs. per
sq. in., the yield point 30,000 lbs. per sq. in; and the
elongation 28% in 8 inches. & º
Medium steel castings should have a tensite strength
of not less than 60,000 lbs. per sq. in., a yield point of
not less than 45% of the tensile strength, an elongation
in 2 inches of at least 22%, a reduction of area of at
least 30% and the ability to stand without cracking a
bending test through 120° about an inner diameter of
1 inch. When cold rolled or cold drawn the tensile
strength should be at least 70,000 lbs. per sq. in. and
the yield point 70% of the tensile strength. Chemical
Properties expressed in percentages. *
- Carbon Phosphorus Sulphur
- Max. . Max. Max.
Forgings . . . . . . . . . . . . . . .40-60 .04 .045
Boiler Plates . . . . . . . . . . ,035 .035
Hull . . . . . . . . . . . . . . . . . . . .05 .05.
Hull Rivets . . . . . . . . . . . . .04 .04
Boiler Rive.s . . . . . . . . .04 ,035
Castings . . . . . . . . . . . . . . . .06 .06
Cold rolled rods. . . . . . . . .06 .06
Structural steel shapes. . - .04 .05
Hard Steel
Hard steel is steel harder than medium steel and
thus less ductile. It fatigues more quickly under re-
peated stresses.
Purpose: Hard steel is used in forgings for ma-
chinery and engines; it is rolled into plates and rods
and employed in the manufacture of steel castings.
Mechanical Properties: The mechanical properties
of hard steel when used in forgings are as follows:
It should have a minimum tensile strength of 80,000
lbs. per sq. in., a minimum yield point of 50,000 lbs. per
sq. in., a minimum elongation in 2 inches of 25%
a reduction of area of 45%, and the ability to stand
without cracking, a bending test through 180° about
an inner diameter of 1 inch. -
When rolled into plates, it should have a minimum
tensile strength of 80,000 lbs. per sq. in., a minimum
elongation of 8 inches of 20%, and the ability to
stand without cracking, a cold bending test through
180° about an inner diameter about twice the thick-
ness of the plate.
When employed in eastings, it should have a mini-
mum tensile strength of 80,000 lbs. per sq. in., a yield
point of 45% of the tensile strength, a minimum
elongation in 2 inches of 17% and the ability to
stand without cracking, a cold bending test through
90° about an inner diameter of 1 inch.
Alloy Steels
Nickel Steel usually contains about 3% nickel, the
the addition of which causes greater toughness thus
increasing the percentage of elongation.
Purpose: Nickel steel is employed in the manufac-
ture of forgings for shafts and shafting, connecting
rods, guns, etc., and in steel castings where great
125A
STE
SHIPBUILDING CYOLOPEDIA STE
strength and ductility are required. Chemical prop-
erties except for the addition of nickel are similar
to mild steel. -
Chrome-Nickel is a nickel steel to which about 1%
of chromium is added as a hardening agent.
Purpose: Chrome-Nickel Steel is employed where
hardness and toughness are required such as in crank
shafts, gears, armor plate, etc.
Mechanical Properties: It resists repeated shocks
and stresses. Chrome—nickel forgings should have
a minimum tensile strength of at least 105,000 lbs. per
sq. in., a minimum yield point of 80,000 lbs. per sq. in.,
an elongation in 2 inches of 20%, a reduction of area
of 50% and the ability to stand without cracking a
bending test through 180° about an inned diameter of
1 inch.
Chemical Properties: Carbon contents should not be
over .50%, sulphur not over .04% and phosphorus not
over .04%.
Vanadium Steel is usually medium steel to which
vanadium has been added. Vanadium acts as a scaven-
ger and the resulting steel, although showing but a
trace of vanadium in its chemical analysis, is both
stronger and more ductile, especially if heat treated.
Zirconium Steel is usually medium steel to which
Zirconium is added. The addition of Zirconium in-
creases the tensile strength, yield point, and percent-
age of elongation, thus producing a steel more shock-
resisting and of higher ballistic proof.
Tool Steel
Tool Steel is generally divided into two types, name-
ly : Carbon tool steel and high speed or alloy tool
steels.
Page 704.
Carbon Tool Steel relies primarily upon its carbon
content as its hardening agent.
Purpose: Carbon tool steel is used for the manu-
facture of hand tools such as chisels, hammers, hatch-
ets, drills, etc. It is also used for machine tools such
as twist drills, lathe cutting tools, etc., where high
speeds are not employed, in the manufacture of a large
assortment of instruments, and in fact where mate-
rial of great hardness and strength is required.
High Speed or Alloy Tool Steels rely upon other
elements than carbon as their hardening agents.
These elements are Tungsten, Chromium, Molybde-
num, Cobalt, etc. Tungsten is by far the most com-
mon element employed and it is usually added to the
amount of from 8% to 35%, depending upon the use
to which the steel is to be put. For general purposes
18% Tungsten has been found most satisfactory.
Purpose: Tungsten tool steel is employed in the
manufacture of high speed twist drills and other metal
cutting tools and will retain a cutting edge at high
temperatures. Chromium is usually alloyed with Va-
nadium and produces a tool steel exceedingly tough
and that hardens readily. The chromium content
has much the same effect as carbon. This steel is
used in the manufacture of the finer tools and cutlery
such as razors, etc. Molybdenum and cobalt are often
employed in producing steel for the manufacture of
lathe cutting tools.
Page 704.
Process Definitions
Crucible Steel is manufactured by the crucible
process, which consists of charging crucibles made of
ſhigh refractory materials, with known ingredients
and submitting them to a temperature sufficiently high
to melt all of the charge. This temperature is then
held until the charge becomes homogeneous, after
which the several crucible charges are usually poured
into a ladle and from that poured into ingot molds or
molds of special patterns, producing steel castings. All
grades of machinery steel may be made by the crucible
process as well as all grades of tool steel.
Open Hearth Steel is produced in a furnace known
as an open hearth. The open hearth furnace is a
reverberatory, regenerative furnace, and is usually
heated by producer or natural gas. The gas and air
pass through a series of heated checker work which
raises the temperature of the gas and air before they
enter the combustion chamber in which the metal is
charged. Open Hearth furnaces are of two types, de-
pending upon the lining of the bottom. All grades
of machinery steel are made by the Open Hearth
Process and also the cheaper grade of tool steel.
Acid Open Hearth Steel is produced in an open
hearth furnace, the bottom of which is lined with
ganister or silica brick. The sulphur and phosphorus
content of the charge is not appreciably changed by
the acid open hearth process.
Basic Open Hearth Steel is produced in an open
Hearth furnace, the bottom of which is lined with
magnesite brick. Generally a layer or two of chrome
brick is placed between the magnesite lining and the
silica brick sides to prevent chemical action. Both
the sulphur and phosphorus content of the charge may
be appreciably reduced-by-this process, the amount of
reduction being dependent upon the temperature and
the length of time employed for the melt.
Bessemer Steel is produced by the Bessemer proc-
ess, which consists of a large receptacle usually lined
with ganister, the bottom of which is provided with
holes through which air is forced. The charge con-
sists of molten pig iron direct from the blast furnace
and the effect of the current of air passing through
the molten metal is to burn out the carbon until only
the required content is remaining. Only certain
grades of machinery steel are made by this process.
Tropenas Steel is produced in a furnace similar to
the Bessemer except the blast of air enters through the
side of the converter and thus passes over the charge
instead of through the charge. Tropenas steel is em-
ployed extensively in the production of steel castings.
Electric Steel is produced in a modified open
hearth furnace; it is not provided with checker work
and is heated by means of an electric current. On
account of the absence of gases which contain sulphur,
which the steel absorbs at high temperature, and on
account of the ease with which the temperature may
be regulated in the better designs, a superior grade of
steel may be produced by this process. All grades of
machinery and tool steel are produced by the Electric
Furnace Process.
Iron
Iron rarely occurs in the free state. It is obtained
by the reduction of its ores. Iron usually occurs as
oxides called Magnetite, Hematite, Gothite, etc. The
iron ore is reduced in the blast furnace and the
product obtained is called pig iron.
Pig Iron as produced in the blast furnace con-
tains 2% to 4%% of carbon together with varying
percentages of Silicon, Sulphur, Phosphorus and
Manganese. The carbon exists partly in solution,
126
STE
SHIPBUILDING CYOLOPEDIA STE
called hardening carbon, and partly in the graphitic
State.
Cast Iron is usually remelted pig iron and is di-
vided into two classes namely, grey and white.
Page 704.
Grey Cast Iron contains about one per cent. of
combined carbon, the remainder being graphitic or
combined. Grey Cast Iron is used in the manufacture
of iron castings of all sizes and descriptions where no
further heat treatment is employed, such as motor
frames, engine frames, machine tool frames and beds,
steam and gas engines, cylinders and valve chests,
cylinder liners and piping, etc.
Mechanical Properties: The mechanical properties of
grey cast iron are as follows: It should have a mini-
mum tensile strength of 20,000 lbs. per sq. in. A test
bar one inch square, loaded at the middle and resting
on supports one foot apart should not break under a
transverse load of less than 2,200 lbs. The hardness of
grey iron is controlled by the silicon and manganese
COntentS.
White Cast Iron is exceedingly hard, practically
all the carbon content existing in the combined form.
It is used where great hardness is desired and where a
shock resisting material is not required. White cast
iron is often heat treated in such a manner as to
change its combined carbon to graphitic carbon. This
process is called malleabilizing.
Malleable Iron Castings are produced by submit-
ting white cast iron castings properly packed to a high
temperature for a long period of time. Often these
castings are packed in a carbon absorbing material
such as mill scale, producing white heart malleable
castings.
Purpose: Malleable iron is employed in the manu-
facture of pipe fittings and miscellaneous small cast-
ings subjected to shock but where great strength is not
required.
Mechanical Properties: The mechanical properties
of malleable iron are as follows: It should have a
tensile strength of at least 36,000 lbs. per sq. in., an
elongation in 2 inches of at least 3% and a test bar
one inch square, loaded at the middle and resting on
supports one foot apart, should not break under a
transverse load of less than 3,000 lbs. The deflection
of this bar should not be less than % inch before
rupture occurs.
Chemical Properties: The chemical properties of
malleable iron should be not over .08% sulphur and
not over 0.225% phosphorus.
Wrought Iron is nearly pure iron, containing less
than .03% carbon. It is produced by reducing the
carbon content of pig iron by burning out, as in puddle
iron, or by employing burning charcoal, as in the
sinking process, the latter producing charcoal iron. The
various processes of manufacture of wrought iron are
often referred to as follows:
(a) Puddling, (b) bushelling, (c) faggoting, (d)
bushelled steel, (e) muck bar, (f) common iron, (g)
merchant bar iron, (h) refined bar iron, (i) double
refined iron, and (j) bushelled steel bars.
(a) Puddling is the operation of boiling pig iron
in a reverberating furnace, thus oxidizing and remov-
ing most of the silicon, carbon, manganese and phos-
phorus. The process is continued until the charge be-
comes a pasty mass when it is removed and rolled
through squeezing rolls and finally rolled into “muck
bar.”
(b) Bushelling is similar to the above process ex-
cept that the charge consists of scrap iron and steel
instead of pig iron. The resulting product is inferior
and is called “merchant bar.”
(c) Faggoting is the process of forming a box of
muck bar and filling the same with small pieces of
scrap iron and steel, then heating to a welding tem-
perature and rolling into bars.
(d) Bushelled steel is a process similar to puddling
except that the charge is made up entirely of small
steel scrap. The product is similar to that produced
by bushelling.
(e) Muck Bar (See Puddling).
(f) Common iron is produced by re-rolling steel
and iron scrap together.
(g) Merchant Bar (See Bushelling).
(h) Refined Bar Iron is produced from first class
muck bars piled or from muck bars and wrought iron
SCrap.
(i) Double Refined Iron is produced from piled
Refined Iron Bars box piled or slab piled. -
(j) Bushelled Steel Bars (See Bushelled Steel).
The bars are unfinished.
Purpose: Wrought Iron is used for the manufacture
of chain, bolts and nuts and in the manufacture of
various articles where great toughness and dependa-
bility are required.
Mechanical Properties. Wrought iron is extremely
ductile, soft and shock resistive. Due to its method of
manufacture it contains slag in streaks and when
broken it has a fibrous appearance. The tensile
strength should be at least 45,000 lbs. per sq. in., yield
point at least 9% of the tensile strength, an elongation
in 8 inches at least 25% with a reduction of area of
at least 40%, and the ability to stand without cracking,
a cold bending test through 180° about a diameter
equal to the thickness of the rods or flats. An addi-
tional test known as the nick test is usually applied.
This consists in nicking the bar approximately 20%
of its thickness, and bending it back through 180°. It
must then show a long, clean, silky fibre, free from
slag or dirt, or any coarse crystalline spots.
Corrosion of Iron and Steel
There are three popular theories upon which cor-
rosion is based, namely:
(a) The Carbonic Acid theory.
(b) The Hydrogen Peroxide theory.
(c) The Electrolytic theory.
(a) These supporting the carbonic acid theory
claim corrosion of iron and steel due to the presence
in the air or water of carbonic acid, which attacks the
iron, forming iron carbonate (Fe COs), liberating hy-
drogen, which in turn combines with oxygen. The
formula proposed is similar to the following:
2 Fe -- 20O, -ī- 2H2O = 2Fe COs -- 4H.
4 H + 2FeCOs -- 30 = Fe,O′ + 2CO, + 2H.O.
It may be noted that CO, ion as soon as liberated as
indicated in the last equation again attacks the iron
and the rusting continues.
(b) The Hydrogen Peroxide theory is based on the
belief that iron and water react to form ferrous oxide
and hydrogen dioxide; these then unite and form
ferric hydroxide; hydrogen peroxide is left which
again attacks the pure iron and ferric hydroxide is
again formed.
(c) The electrolytic theory is the most widely ac-
cepted and is considered due to the galvanic action,
127
STE
STE
SHIPBUILDING CYCLOPEDIA
caused by the impurities existing in all steel and iron
as well as parts of the mass being under internal
stresses. In the case of iron particularly free from
impurities the above is true on account of the tendency
of metals to pass into solution in the ionic form.
When metal passes into solution it assumes a positive
charge of electricity and leaves the remaining metal
negatively charged. Hydrogen ions then leave the
..solution, in order to maintain electrostatic equilibrium,
and charge the metal positively; this leaves the solu-
tion negatively charged. The result of this action is
an electrolytic current which is carried from one point
on the iron to the solution by the iron ions and from
the solution to the iron by the hydrogen ions.
As soon as the iron enters the solution it is attacked
by the free oxygen and iron oxide is formed. It is
claimed that an impurity will give rise to a positive
annulus if it is negative to the iron surrounding it
and cause the iron to go into solution, Iron or steel
corrode more rapidly in damp air than when immersed
in pure water.
Many experiments have been conducted in the at-
tempt to establish the relative merits of wrought iron
and steel with respect to their susceptibility to cor-
rosion. The latest results indicate that a steel of good
quality resists corrosion better than wrought iron. The
popular belief is that wrought iron resists corrosion
better than steel and is probably based on the fact that
wrought iron of good quality was produced before
steel of a like quality. Cold worked steel rusts more
quickly than annealed steel. Hardened steel resists
rust better than untreated steel.
Steel Clad Wire Rope.
Steep Tub. A wood or galvanized iron receptacle for
steeping salted provisions and vegetables in water
previous to cooking.
SEE RoPE, WIRE, STEEL CLAD
Steerage. The least desirable portions of a vessel as
to accommodations for passengers and occupied by
those paying the very lowest fare.
Steerage-Way. A term applied when a vessel has suffi-
cient motion to maneuver by the aid of her rudder.
Steering Chain or Ropes. A term applied to the chains
or ropes transmitting motion from the steering wheel
or engine to the rudder stock.
Steering Column. A pedestal, usually a casting, sup-
porting the steering wheel; and, where shafting is
used for steering control, the brass mitre gears at-
tached to the steering wheel and leads. An indicator
is usually fitted on top of the column to show the
angle of the rudder.
Steering Engine. A steam, electric or hydraulic power
machine used for turning the rudder and having its
valves or operating gear actuated by leads from the
pilot house.
Page 851, 861, 862, 863.
Steering Engine, Chain Drum. A term applied to a
cylindrical drum on the steering engine having spiral
grooves to take the steering chain.
Page 851
Steering Engine Foundation. A term applied to a seat-
ing prepared for a steering engine. This seating may
be built up from the deck or the deck may be rein-
forced by thicker or extra plates and shapes.
Page 532.
Steering Gear. A term applied to the steering wheels,
leads, steering engine and fittings by which the rudder
is turned.
Pages 851, 865, 866, 1084.
The American Bureau of Shipping requires that
all Vessels are to be provided with efficient steer-
ing gear operating a tiller or quadrant on rudder,
and efficient relieving tackle. It is strongly recom-
mended that the after steering gear be under
cover in all Ocean-going Vessels. Where steam gears
are used there must also be entirely independent ar-
rangements for steering by hand or other power,
efficient brakes or other satisfactory means for steady-
ing the rudder in the event of a break-down neces-
sitating a change of gear, and satisfactory arrange-
ments for stopping the gear before the rudder stops
take effect. The radius of the tiller or quadrant
should not be less than 7 times the diameter of the
rudder stock, the depth of boss and breadth of the
arm should be equal to the diameter of the stock, and
the thickness of the arm should not be less than half
its breadth; in quadrants having two arms these may
each be 85 per cent. of the breadth and thickness re-
spectively required for a single arm, with three arms
they may be each 77 per cent. and with four arms 70
per cent. of the single arm. The diameter of the
steering chains with the above radius of quadrant
should be at least .145, and the rods .175 of the di-
ameter of the rudder stock. Leading block sheaves
should be of large size, say twice the diameter
of the rudder stock, with pins about three times the
area of the steering chains; these blocks should be
placed so as to provide as fair a lead to the quadrant
as possible, to the avoidance of sharp angles. All
steering chains to be of special quality and tested in
accordance with the Bureau's rules.
Steering Leads. A term applied to the shafting, ropes
or chains transmitting motion from the steering wheel
to the rudder stock.
Steering Wheel. A term applied to a wheel in which
the spokes are continued through the rim for a dis-
tance sufficient to provide a good grasp for the hands
and which is used for actuating the steering engine or
the rudder through its leads. Where there are rope
leads a drum is fitted to the hub of the wheel upon
which the ends of the steering rope are wound and
when the leads consist of shafting, gears transmit the
motion from the axis of the wheel.
In vessels that are not provided with a steering en-
gine, this wheel usually has a diameter of about five
or six feet to provide leverage which is supplemented
by gears or purchases in the steering leads.
Large wheels, sometimes single, but usually two or
more in tandem are also fitted as an auxiliary hand
steering gear at or near the steering engine and some-
times on the deck above it.
Where steering engines are used the steering wheels
in the pilot house and on the navigating bridge are
usually of small diameter and may be of wood or
metal. As their function is limited to operating the
steering engine no great leverage is required.
Pages 865, 1084.
Steeromotor. The steeromotor is a complete applica-
tion of electricity to the handling of the rudder. The
steam steering engine is not employed. The use of the
steeromotor is particularly adaptable to boats having
electric generators and for the motor ship where it is
undesirable to maintain a high pressure steam boiler
127A
STE
STE
SHIPBUILDING CYCLOPEDIA
for the sole purpose of operating steam steering gear.
The operation of the steeromotor is almost exactly
that of the electric telemotor except that the motor
employed is of sufficient size to take the place of the
steam steering engine. The advantage in the use of the
steeromotor is to simplify by eliminating the steam
steering engine, to eliminate a long line of steam pipe
with its consequent condensation, to obtain instant and
absolutely accurate response and where storage bat-
teries are employed on the boat to make it possible to
steer the vessel when its motive power is not in
Operation.
The steeromotor is directly connected by gears to
the screw gear of the vessel rudder. A movement
of the controller handle in the pilot house to either
port or starboard completes one of a number of elec-
trical circuits and closing a relay in the engine room.
The closing of this relay completes another circuit
from the main generator of the boat to the motor of
the steeromotor through a five step accelerator. A
follow-up is connected to the motor through a train of
gears and as the motor turns the follow-up moves until
a position is reached that corresponds to the position
of the controller in the pilot house. When this posi-
tion is reached the circuit from the controller to the
follow-up is opened and releases the relay which opens
the main circuit to the motor and also applies a
dynamic brake bringing the steeromotor to rest imme-
diately and positively at the desired point.
The follow-up performs automatically the operation
of opening or closing the relays that control the move-
ment of the steeromotor to port or starboard. No re-
versing switch is required in the wheel house, and over-
travels and limit controls are incorporated in the
follow up. An overload relay with alarm signal is
provided to give notice if a short-circuit or other ac-
cident should open the main circuit. No rudder in-
dicator is used with the steeromotor as the position of
the controller handle is always a positive indication
of the relative position of the rudder.
Pages 867, 1084.
Stem, Stem Post. The bow frame forming the apex of
the triangular intersection of the forward sides of a
ship. It is rigidly connected at the lower end to the
keel. In wood ships the main piece of the bow frame
is called the stem.
Page 485.
Stem Cap. A small plate on top of a stempost.
Stem Deadwood. See DEADwood, STEM.
Stem Piece. A filling piece fitted between the stem and
knight heads. .
Stem Plate. A plate fitted inside the stem on composite
ships for strength and fastening purposes.
Stemson. A knee shaped piece joining the forward end
of the keelson to the apron.
Stephenson Link. Also Drag Link. A mechanism de-
signed to assist in reversing a reciprocating engine by
means of regulating the distribution of the steam in
the cylinder.
In consists essentially of a curved slotted link of
radius equal to the length of the eccentric rods and
to the ends of which these attach. In the link slot a
carefully fitted block works. To this block, the end
of the valve rod attaches. The manipulation of the
link position by means of the reversing rod determines
the relative influence of the two eccentrics upon the
travel and position of the steam valve.
Step, Mast. See MAST STEP.
Steps. See TREADS AND TREADs, SAFETY.
Steps, Safety. See SAFETY STEPs.
Stern. The after end of a vessel; the farthest distant
part from the bow. •
Stern Frane. A heavy casting or forging for the pur-
pose of supporting the rudder and the propeller shaft
in single screw vessels. It also serves as a frame for
rigidly connecting the converging sides of the ship at
the stern.
Pages 499, 897, 899.
The American Bureau of Shipping states that
Stern Posts and Stern Frames may be forged
from unmixed scrap iron or scrap steel; they may be
steel castings or welded ingot steel forgings which
comply with the following requirements. Plans of
stern posts and stern frames are to be submitted to
the Bureau for approval.
Welded Steel Forgings may be made from especially
Soft Open Hearth Ingot Steel; such forgings are to
have a tensile strength between the limits of 49,000
and 56,000 lbs. and the elongations are not to be less
than 35 per cent. at 49,000 lbs. nor 32 per cent. at
56,000 lbs.
Steel Castings.--Where steel castings are intended
to be used instead of forgings, every care is to be
taken to avoid abrupt changes in sectional area; each
casting must be thoroughly annealed and subjected to
percussive and hammering tests, as well as tests for
tensile strength and ductility. The castings are to be
made by the “Open Hearth” process, and are to be
accurately molded and free from defects. The mate-
rial is to have a tensile strength of not less than
58,000 lbs. and not exceeding 78,400 lbs. per square
inch, with a corresponding elongation varying from 20
per cent. with 58,000 lbs. to 15 per cent. with 78,400
lbs., measured on test specimens of which the length
between the gage points is not less than 3% times
the diameter and the sectional area not less than %
square inch.
The specimens for testing must have formed part
of the actual casting submitted for approval, sub-
jected to similar and simultaneous annealing, and are
not to be detached from the casting until after the
annealing is completed nor until they have been
stamped by the Surveyor. The piece for ductility test
should not be less than 1" by 34", with edges rounded
to a radius of 1/16", and must stand being bent cold
through an angle of 120°, over a radius of 1", without
any appearance of fracture. g
Castings of stern frames, posts, single plate rudder
frames, brackets and quadrants, are to be raised to a
height of 6 to 10 feet, according to the character and
form of the castings, and dropped bodily on to a
hard surface, holes being prepared to receive bosses
or similar projections. When large stern frames are
cast in one piece, they may be dropped through an
angle of 45 degrees instead of being lifted bodily.
Castings of a complex design may, at the discretion
of the Surveyor, be exempted from the drop test, and
where the material is thin the limits of elongation
may be reduced by 5 per cent. All castings are to be
slung clear of the ground, and well hammered all
over with a heavy sledge hammer to test the soundness
of the material. All steel castings which have satis-
factorily passed the requirements are to be clearly
o 128
STE
STO
SHIPBUILDING CYOLOPEDIA
stamped A. B. and with the identification marks fur-
nished by the Surveyor.
In the event of any casting proving unsatisfactory
or defective in the course of preparation or fitting
in the ship, such casting shall be rejected irrespective
of any previous certificate of satisfactory testing.
Stern Light. See LIGHT, STERN.
Stern Molding. A term applied to the half rounds, bat-
tens or ornamental work fitted around the stern of a
vessel.
Stern Pipe. A round or oval casting or frame inserted
in the bulwark plating at the stern of a vessel through
which mooring hawsers or warps are passed.
Stern Plating. See PLATING, StęRN.
Stern Port. See Port, STERN.
Stern Post. The main vertical post in a stern frame
upon which the rudder is hung.
Stern Post, False or Inner. A piece of reinforcing tim-
ber bolted to the stern post.
Stern Post Plate. A plate fitted on the inside of the
stern post in composite ships for strength and fastening
purposes.
Stern Rope. See RoPE, STERN.
Stern Sheets. The seat in the after part of a boat be-
tween the thwart and the coxswain's box.
Stern Timbers. See TIMBERs, STERN.
Stern Tube. The bearing supporting the propeller
shaft where it emerges from the ship. It consists of a
hollow cast iron or steel cylinder fitted with brass
bushings, which in turn are lined with a lignum vitae
or white metal bearing surfaces upon which the pro-
peller shaft enclosed in a brass sleeve rotates.
In single screw vessels the stern post is bossed out
and bored to take the stern tube which projects far
enough aft of the post to take a large flat nut. The
forward end of the stern tube is connected by a flange
to the after peak bulkhead, which in conjunction with
a stuffing box fitted around the shaft, makes a water-
tight joint at this point.
Water can enter the stern tube from the after end
through grooves in the lignum vitae or white metal
bearings and has been found to be a suitable lubricant
when it is not mixed with sand or mud.
The stern tube in single screw vessels takes the
heavy weight of the propeller and must also withstand
the side thrust caused when blades are broken off or
come out of water. In twin screw vessels there is
generally a strut or bracket aft of the tube to support
the screw.
In twin screw vessels the stern tubes are supported
by the side framing and a bulkhead worked at the for-
ward end of the tube. On account of the angle they
make with the shell plating the tubes are generally
longer than in single screw vessels.
Pages 530, 531.
Stern Tube Bearing. A common bearing surface for
stern tubes consists of lignum vitae blocks or strips.
Water gains access to the stern tube through the
grooves in the bearing and on account of the hard oily
nature of lignum vitae it forms a satisfactory lubricant.
Where the water is sandy or muddy a bearing sur-
face of white metal will be found more satisfactory.
Pages 530, 531.
Stern Tube Bushing. A hollow brass cylinder with an
outside diameter equal to the inside diameter of the
stern tube. There are usually two bushings, one of
which is inserted in the after end and the other in the
forward end of the stern tube. A flange is cast on
one end of the after bushing which shoulders up
against the outboard end of the stern tube and is
fastened to it by tap bolts. The forward bushing has
no flange but is feather keyed to the stern tube to
keep it from turning with the shaft. The inboard end
of the forward bushing serves as a shoulder for the
packing in the stuffing box.
Pages 530, 531, 891.
Stern Tube End Plate. A flat ring having its inside
diameter about an inch less than the inside diameter
of the after bushing. It is tap bolted to the flange of
the after bushing and serves the purpose of holding
the lignum vitae bearing strips from slipping out.
Pages 530, 531. -
Stern Tube Gland. A term applied to a short hollow
cylindrical casting having a flange on one end and
used for compressing the packing in the stuffing box.
The compression is obtained by stud bolts inserted in
the forward end of the stern tube and passing through
holes bored in the flange of the gland. The gland on
a stern tube is usually made in halves so that it can
be removed easily.
Pages 530, 531.
Stern Tube Retaining Strip. A strip of metal of trape-
zoidal wedge shaped section, riveted or screwed to the
inner surface of a stern tube bushing for the purpose
of holding the lignum vitae bearing strips from falling
out.
Pages 530, 531.
Stern Tube Ring Nut. A term applied to a large flat
nut that is screwed onto the after end of the stern
tube which projects a short distance aft of the stern
post. The stern tube is shouldered at the forward end
of the post so that when the ring nut is tightened up
the tube can not move forward or aft.
Page 530.
Stern Tube Stuffing Box. A term applied to the recep-
tacle for packing around the propeller shaft in the
forward end of the stern tube.
Pages 530, 531.
Stern Wheel. A paddle wheel located at the vessel's
stern and used for her propulsion.
Stern Wheel Steamer. A steam vessel driven by a
paddle wheel located at the stern. -
Sternson. A knee connecting the after end of the keel-
son with the stern post. Used in wood ships.
Stiff, Stiffness. The tendency of a vessel to remain in
the upright position or a measure of the rapidity with
which she returns to this position when inclined by any
external force. The degree of stiffness is directly
affected by the value of the vessel's metacentric height.
Stiffeners, Bulkhead. See BULKHEAD STIFFENERs.
Stiles, Window Frame. The vertical sides of the frame.
Stirrups. Short ropes suspended from the jackstay on
a yard, having eyes spliced into the lower ends through
which the foot rope reeves.
Stock, Rudder. See RUDDER STOCK.
Stocks. A term applied to the keel, blocks, bilge blocks,
and timbers upon which a vessel is constructed.
Stokehold. That portion of the ship’s boiler room from
which the fires are fed and cleaned.
Stokehold Ventilator. A ventilator supplying air to the
stokehold or fire room. If forced draft is supplied on
the closed stokehold system the ventilator supplies
air to the forced draft blowers, the quantity of air
being that required for combustion in the boilers.
129
STO
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SHIPBUILDING CYOLOPEDIA
Stoker. An automatic gear for feeding coal to the
fires in a boiler.
The overfeed type consists of grates inclined toward
the rear of the furnace. Coal is fed through hoppers
on the front end of the furnace and is worked back
by an up and down motion of the grates.
The underfeed type is fed from underneath on to
horizontal or inclined grates and the green coal is in
this way placed below the coked and burning fuel.
The traveling grate type consists of short sections
made into an endless grate and running over sprockets
placed at the front and rear ends of the furnace.
Although called automatic they require expert at-
tention and unless the coal and ashes are also auto-
matically handled in their transit to the hoppers and
from the ash pit respectively, the economy of their
use on ship board is somewhat doubtful.
Also a term applied to a fireman.
Stokers. Members of a ship's boiler room force who
attend to the fires in the boiler furnaces.
Stool, Pipe. A term applied to small castings or fit-
tings supporting piping. The small castings support-
ing the deck piping to capstans, winches and windlass
are examples.
Stools, Shaft. See SHAFT Stools.
Stop Bead. A thin and narrow piece of wood fitted
around a door or window frame for the purpose of
holding them in place when they are closed.
Stop Valve. See VALVE, STOP.
Stop Water. A wood plug driven through a scarph
joint to stop water from leaking into the ship. The
term is also applied to pieces of canvas soaked in oils,
red lead, etc., placed between the faying surfaces of
plates and shapes where water or oil is apt to work
its way through.
Stopper Chain. See CHAIN Stopper.
Stops, Rudder. See RUDDER STops.
Storage Battery. See BATTERY, ELECTRIC Storage.
Store Rooms. Any space or compartment in which are
stowed the stores and supplies that are used aboard
the ship.
Page 683.
Storm Valve. See VALVE, STORM.
Stow. To pack away, to lash in place, or to otherwise
secure in position for a sea voyage.
Stowage. The proper distribution and securing of
cargo in a vessel so as to avoid damage to either cargo
or vessel by the shifting of cargo or by the undesirable
conditions of trim and stability resulting from such a
shift.
Stowage, Boat. See BoAT StowAGE.
Straightening Rolls. See Rolls, MANGLE.
Strain. The measure of the alteration of form which
a solid body undergoes when under the influence of a
given stress.
Strainer, Fuel Oil. A strainer located in the pipe line
to the oil pump to prevent refuse from reaching and
clogging the pump.
Pages 962, 989. .
Strainer, Macomb. A type of strainer located in a pipe
line near a pump to prevent refuse from reaching
and clogging the pump.
Page 607.
Strainer, Strum. A strainer fitted on a strum box
where box and strainer are separate fittings. The
strainer usually consists of a perforated plate or
sometimes a bell-shaped casting with projecting lugs
to permit flow of water under the edge of the bell.
Page 606.
Strake. A term applied to a continuous row or range
of plates. The strakes of shell plating are usually
lettered, starting with A at the bottom row.
Strake, Bilge. A term applied to a strake of outside
plating running in the way of the bilge.
Strake, Bottom. Any strake of plating on the bottom
of a ship that lays between the garboard and bilge
strakes. -
Strake, Doubling. A term applied to a strake made up
of two thicknesses of plates. Also to the extra range
of plates fitted in conjunction with the regular strake.
The sheer strake and topside plate are often doubled
amidship for extra strength.
Strake, Drop. A term applied to a strake that is ter-
minated before it reaches the bow or stern. The
number of strakes dropped depends on the reduction
of girth between the midship section and the ends.
Strake, Garboard. The strake of shell plating adjacent
to the keel. This row of plates act in conjunction
with the keel and are made heavier than the other
bottom plates.
Strake, Inner. A term applied to the inner strake of
an in and out system of shell plating. The strakes
adjacent to the molded frame line.
Strake, Limber. A term applied to the inside strake
nearest the keelson in wood ships. *
Strake, Outside. A term applied to the outer strake of
an in and out system of shell plating. The strakes
which lap on the inner strakes and which are the
thickness of the plating outside of the molded frame
line.
Strake, Topside. The strake next below the upper or
strength deck sheerstrake. The second range of shell
plating down from the upper of strength deck.
Strand (of a Rope). An element of a rope; consisting
in a fiber rope, of a number of rope yarns twisted to-
gether while in a wire rope a primary assemblage of
wires.
Strap, Butt. See BUTT STRAPs.
Strap, Seam. See SEAM STRAPs.
Strapped Joint. See Joint, BUTT.
Straps, Seam. See SEAM STRAPs.
Straw Boss. A workman who, while working at his
trade, directs the work of other tradesmen of the
same kind. He usually receives slightly higher pay
than the men whose work he directs.
Stream Anchor. See ANCHOR, STREAM.
Stream Forms. Regular shapes conforming to the lines
of flow of a liquid. ; : .
Stream Lines. The paths followed by particles of
water as they pass over the immersed surface of a
body moving through the water.
Strength Girder. See GIRDER, STRENGTH.
Strength Member. Any plate or scantling which con-
tributes to the strength of the vessel. Some members
may be strength members when considering longitu-
dinal strength but not when considering transverse or
vice-versa. .
Stress. The intensity of the force which tends to alter
the form of a solid body; also the equal and opposite
resistance offered by the body to the change of form.
Stresses, Longitudinal. See Longitudin Al Stresses. -
Stresses, Pounding. Stresses induced in a vessel as she
rides among waves by the beating of the water
against her bottom. Pounding stresses are of special
moment in flat bottom vessels of shallow draft.
129A
STR
STU
SHIPBUILDING CYCLOPEDIA
Stringer. A term applied to a fore and aft girder run-
ning along the side of a ship and also to the outboard
strake of plating on any deck. There are three sets
of fore and aft girders in the framing of a ship, viz.:
Longitudinals or keelsons, which are the approxi-
mately vertical strength members in the bottom;
Stringers, which are the approximately horizontal
strength members on the sides; and Girders, which
are the approximately vertical members under the
decks. The word stringer is sometimes used to apply
to all three groups but it should only be used for the
side girders. Also applied to the side pieces of a
ladder or stair case into which the treads and risers
. . . are fastened.
Stringer Angle Bar.
connecting a deck stringer plate to the outside plating
or bulwark. They are usually made up of short
lengths running between frames. A continuous angle
bar connecting the inner flange of the frames to the
stringer plate is sometimes called a stringer bar.
Stringer, Awning Deck. A term applied to the out-
board strake of plating on the awning deck.
Stringer, Bar. A continuous fore and aft strength
member made up of angle bars or shapes attached
to the inside flanges of the frames. Also applied to
the angle bar connecting a stringer plate to the shell
or frames in which case the name of the stringer is
Stringer, Bilge.
girder running along the turn of the bilge.
Stringer, Boat Deck. A term applied to thre: eutboard
strake of the plating on the boat deck. -
Stringer, Bridge Deck. A term applied to the outboard
strake of plating on the bridge deck.
Stringer, Bulkhead. See BULKHEAD STRINGER.
Stringer, Deck. A term applied to the outboard strake
of plating on any deck. - -
Stringer, Forecastle Deck. A term applied to the out-
board strake of plating on the forecastle deck.
Stringer, Gunwale. A term applied to the stringer
worked along the sides of a weather deck.
Stringer, Hold. Any stringer, plate or bar, fitted along
the sides of a ship between the tank top and the lower
decks. . . • f : - - .
Stringer, Hold Beam. A fore and aft plate-attached to
the top flanges of hold beams at the sides of a vessel
and to the shell and frames. - -
Stringer, Intercostal. A stringer made up of plates cut
to fit between frames. Each plate is attached to the
frames and shell plating by short angle or bar clips.
The plates are usually made deep enough to allow a
continuous bar to be attached to the inner edge and
to the inner edge of the frames. . . -
Stringer, Lower Deck. A term applied to the outboard
strake of plating on the lower deck. -- -
Stringer, Main Deck. A term applied to the outboard
strake or strakes of plating on the main deck,
Stringer, Orlop. A term applied to a stringer fitted
about half way between the tank top and lower deck
in vessels having deep holds. The plates are wider
than those composing ordinary stringers and are sur-
ported by brackets attached to the frames. They
should extend as far fore and aft as possible.
Stringer, Orlop Beam. A fore and aft plate attached
to the top flanges, of the orlop beams at the sides of
a ship, and to the shell and frames. Applicable to a
A term applied to the angle bar
deep hold vessel with beams fitted between the lower
deck and tank top. - - - -
Stringer, Orlop Deck. A term applied to the outboard
strake of plating on the orlop deck. - - -
Stringer, Panting. . A fore and aft plate, angle, or built
up girder fitted in between the side stringers in the
bow and stern. Its purpose is to reduce the in and
out vibrations or panting of the frames and plating.
Pages 498, 501. -
The American Bureau of Shipping requires that
Panting Beams and Stringer Plates are to be fitted
abaft the fore peak and forward of the after peak, of
such number and in such positions as are required to
meet the effects of sheer and flatness of form. The
frames between panting beams are to be efficiently
connected to the panting stringer plate. The pro-
posed arrangements at the ends of the Vessel are to
be submitted for approval.
Stringer Plates. A term applied to the outboard plates
on any deck or to the plates attached to the top flanges
of any tier of beams at the sides of a vessel.
Stringer, Poop Deck. A term applied to the outboard
strake of plating on the poop deck.
Stringer, Promenade Deck. A term applied to the out-
board strake of plating. on the Promenade Deck.
Stringer, Quarter Deck. A term applied to the out-
board strake of plating on the quarter deck.
Stringer, Shade Deck. A term applied to the outboard
strake of plating on the shade deck.
Stringer, Shelter Deck. A term applied to the outboard
strake of plating on the shelter deck.
Stringer, Side. A term applied to a fore and aft girder
supporting the side plating and located between the
bilge and lower deck. The stringer may be intercostal
and attached directly to the shell plating, or it may be
continuous and attached to the inner flanges of the
frames.
Page 501.
Stringer, Spar Deck. A term applied to the outboard
strake or strakes of plating on the spar deck.
Stringer, Trunk Deck. A term applied to the outboard
strake or strakes of plating on the trunk deck.
Stringer, Turret Deck. A term applied to the outboard
strake or strakes of plating on the turret deck.
Stringer, Upper Deck. . A term applied to the outboard
strake or strakes of deck plating on the upper deck.
Stroke. The distance travelled by the piston in moving
from its extreme position at one end to its extreme
position at the other.
Structural Bulkhead. See BULKHEAD, STRUCTURAL.
Strum. See PUMP STRAINER. -
Strum Box. The enlarged terminal on the suction end
of a pipe and forming a strainer which prevents the
entrance of material liable to choke the pipe. Also
called Rose Box.
Page 606.
Strut, Shaft. See SHAFT STRUT.
Stud Link Chain. See CHAIN, STUD LINK.
Studding. The vertical timbers or framing of a deck
house, fitted between the sill and the plate.
Stuffing Box. A fitting designed to permit the free
passage or revolution of a rod or pipe while con-
trolling or preventing the passage of steam, water,
etc. -
Stuffing boxes generally consist of :
1. The Stuffing Box proper, a sleeve whose internal
130
STU
swi
SHIPBUILDING CYCLOPEDIA
diameter is greater than the shaft or rod which passes
through it. - zº
2. The gland, a sleeve of such an internal diameter
and thickness as to fit closely around the rod or shaft
and at the same time pass easily into the stuffing box.
3. The packing, a filling material for the space be-
tween gland, stuffing box, and shaft. The packing
may be compressed as desired by forcing the gland
home.
4. Bolts, units, etc., with which to control the posi-
tion of the gland. o
Page 1073. *
Stuffing Box, Bulkhead. A fitting attached to a bulk-
head where it is desired to pass a rod, pipe or shaft
through without destroying the steam, air, or water-
tightness of the bulkhead. Q
A hole of the proper size is bored through the
fitting and a receptacle for packing concentric with it
is bored part way through. The packing is held in
place by a gland.
Pages 550, 624, 1073.
Stuffing Box, Deck. A fitting similar to a bulkhead
stuffing box and attached to a deck where it is desired
to pass a rod, pipe or shaft through without destroying
the steam, air or water-tightness of the deck.
Pages 625, 691.
Stuffing Box Recess. See TUNNEL RECEss.
Stuffing Box, Rudder Stock. A stuffing box fitted where
the rudder stock pierces a flat or deck. According to
where it is located, its purpose may be either to pre-
vent the sea from coming up into the vessel or water
on deck from coming down.
(* Page 578,
Stuffing Box, Stern Tube. See STERN TUBE STUFFING
Box.
Submarine. Beneath the surface of the sea.
A vessel capable of service below as well as on the
surface of the water.
Submarine Cable. See ELECTRIC WIRE AND CABLE.
Suction Head. The distance the pump has to lift the
fluid to the suction cylinder plus the frictional resist-
ance. For high lifts and relatively small quantities
the reciprocating pump is desirable, while for low
heads and large quantities of fluid the centrifugal
pump is better.
Hand pump suctions may be dispensed with if
there are separate boiler rooms, or if there is a
donkey boiler installed above the upper deck and there
are also pumps in separate compartments with con-
nections to both main and donkey boilers. On a
large ship hand pumps are not of much use.
Suction Pipe. See PIPE, SUCTION.
Suction, Pump. See PUMP SUCTION.
Suctions, Ballast Tank. Pipes and valves connecting
the ballast tanks with the pumps for emptying the
ballast tanks of water.
Pages 600 to 605.
Plate XLII.
Summer Load Line. The waterline to which a vessel
is allowed to load when going to sea in the summer
time. -
Sunflower Seed Oil. See PAINT.
Sunk Forecastle. A forecastle, the deck of which is
raised only a partial deck height above the level of
the upper or weather deck.
Sunk Poop. A poop, the deck of which is raised only
- Switch, Knife.
a partial deck height above the level of the upper or
weather deck.
Superheated Steam. See STEAM, SUPERHEATED.
Superheater. A device fitted to steam boilers and in-
tended to extract from the gases of combustion heat
which would otherwise escape. Admiral Dyson, page
161 of “Practical Marine Engineering,” Seventh Edi-
tion, writes: “Roughly speaking, for every 10 de-
grees F. rise in temperature of the steam above that
temperature corresponding to its dry or saturated
condition, the gain in efficieney is one per cent.”
For cylindrical boiſers of the Szetch and similar
types the superheater is generally formed of a drum
built into the uptake. The hot boiler gases, pass.
through tubes in this drum and the steam from the
boiler is brought into contact with these heated tubes.
In water tube boilers the superheater consists of
additional steam coits located within the boiler casing
in the path of the gases through the tube nests,
Pages 966, 976, 979, 980, 981.
Superstructure. A structure built above the uppermost
complete deck, a pilot house, bridge, galley house, etc.
Surface Condenser. See CoNDENser, SURFACE:
Surfacer. A type of wood planing machine.
Swab. A mop made of cotton rope or twine secured
to a handle and used for cleaning decks; an oppro-
brious term applied to a worthless or useless person
on board ship.
Swallow. The space or opening through which a rope
passes between the rim of the sheave and the frame
of the block. -
A term applied to an oval or round opening in a
chock or mooring ring.
Swamp. To become covered or filled with water.
Swash Plate. A term applied to a vertical plate fitted
either athwartship or fore and aft in a tank for the
purpose of retarding the flow of the liquid therein.
Swash plates are especially necessary in fuel oil
tanks and water tanks that are apt to be only partially
full as the unrestricted flow of the liquid against the
sides of the tanks would be severe.
Sweet Line. A term applied to a curved line when it is
smooth and without humps or abrupt breaks. A fair
line. -
Swifter. The forward shroud on either side of a mast,
a length of rope used to keep the capstan bars in
their places or passed from bar to bar around the ends
in order to distribute the stresses.
Swing Saw. See SAw, Sw1NG.
Swinging Ship. An operation for determining the local
magnetic deviation of the ship's compass and making
the proper adjustment. The ship's head is successively
brought to each point of the compass and the bearing
of a well defined distant object observed.
Switch, Air-Break. An electric switch, the contacts of
... which make and break contact in the air as contrasted
with an oil break switch in which the contacts make
and break under oil.
Switch, Automatic Reclosing Battery Charging. A
switch used in the charging circuit of a storage battery
which prevents the battery from discharging back into
the source of supply by automatically opening the cir-
cuit when the charging voltage drops too low to main-
tain the charging current, and which will reclose auto-
matically when circuit conditions return to normal.
Pages 1064, 1075.
A device with one or more hinged
131
SWI
TAP
SHIPBUILDING CYOLOPEDIA
copper blades equipped with a handle and so arranged
as to open or close an electric circuit.
Page 950.
Switch, Lightning. A switch used to disconnect Radio
equipment from the antenna to protect the equipment
from being damaged by lightning.
Switch Oil. An electric switch, the contacts of which
are submerged in oil. Such switches are commonly
used on high voltage alternating current circuits.
Switch, Watertight Snap. See SNAP Switch.
Switchboard, Power. One or more panels made of
some insulating material such as slate or marble,
equipped with apparatus for controlling electrical
machinery or circuits.
Pages 936, 939, 948, 949, 950.
Swivel. A special link constructed in two parts which
revolve on each other. It is used to prevent fouling
due to turns in chains, etc.
Swivel Block. See BLock SwiveL.
Symbols. Conventional characters or marks indicating
certain operations to be performed or observed.
Synchronous Converter. An electrical rotary machine
having one armature and with the windings so ar-
ranged that it operates on alternating current and de-
livers direct current, or vice-versa. Sometimes called
a rotary converter.
Page 953.
Synchronous Generator. See GENERATOR, SYNCHRONoUs.
Synchronous Motor. See MotoR, SYNCHRONous.
T
Tabling. The broad hem worked along the borders of
a sail, awning or other canvas work.
Tack, to tack. So to change the course of a sailing
vessel by coming about as to take the wind from over
the opposite bow to that over which the wind pre-
viously came. When the wind is coming over the port
bow the vessel is said to be on the port tack, and when
it comes over the starboard bow she is on the star-
board tack.
Tackle. Any combination of ropes and blocks that
multiplies power. A single whip usually called a tackle,
though erroneously so classed, gives no increase of
power but simply a change in direction of the power
applied. .
Tackles, Relieving. A term applied to a pair of tackles,
generally stowed in the vicinity of the rudder quadrant
or spare tiller. The tackle usually consists of a fixed
double or multiple block with a hook or shackle for
attachment to the structure and a movable block for
attachment to the tiller. Manila rope is usually rove
through the blocks. \
In case of an accident to the steering gear, the re-
lieving tackles are attached to the spare tiller or
quadrant. These tackles may be worked by a capstan,
a drum or gypsy or by hand.
- Tactical Diameter. The horizontal distance from the
original course to the position where a ship has turned
through 16 points of the compass.
Taff Rail. A term applied to the rail around the top
of the bulwark or rail stanchions on the after end of
the weather deck, be it upper, main, raised, quarter or
poop.
Tail or Guide Rod. An extended portion of rod work-
ing in a bearing as a guide for parts in motion.
Tail Plate.
Tail Shaft.
Tallow, Launching. See LAUNCHING TALLow.
Tank, Ballast. A space or compartment which may be
filled with water to add weight when it is necessary
to produce a change in trim or in the stability of the
ship.
See HoRSEs Hoe PLATE.
See PROPELLER SHAFT.
Tank Foundation. A term applied to the seating sup-
porting a tank and given the name of the tank which
it supports, as Oil Filter Tank Foundation.
Page 663.
Tank, Peak. All classification societies require that
transverse bulkheads be built near each end of a
ship to prevent water from flowing into the larger
compartments should the ends of the ship become
damaged. The observation of this rule leaves narrow
“V” shaped compartments in which no cargo is stored,
but they may be filled with water to alter the longitu-
dinal inclination of the ship.
Tank, Sanitary. A tank arranged to receive the dis-
charge from the various sanitary or plumbing fixtures
located below or close to the water line and which
cannot drain overboard by gravity. Contents of sani-
tary tanks are pumped overboard.
Page 668.
Tank Testers. Men from the calking and chipping
gangs who test tanks or compartments for leaks and
who perform such work as the tests indicate to be
necessary in order to insure water or oil tightness.
Tank Top Plating. See PLATING, TANK Top.
Tank Trimming. A space or compartment at the end
of a ship which is filled with water in order to pro-
duce an alteration in the longitudinal inclination of
the ship.
Tank Vessel. A vessel designed for the carriage of oil
in bulk and fitted with especially constructed tanks for
this purpose. The term is applied to both sail and
power driven ships.
Pages 420 to 429, 1104, 1105.
Plates XVII to XIX.
Tanks. Compartments for liquids or gases. They may
be formed by the ship's structure as double bottom
tanks, peak tanks, deep tanks, etc., or may be inde-
pendent of ship’s structure and installed on special
supports. f
Pages 660 to 668.
Tanks, Gunwale or Topside. Compartments near the
gunwale, or the top of the sides of a ship, used as
water ballast tanks.
Tanks, Settling. See SETTLING TANKs.
Tanks, Wing. See WING TANKs.
Tap. A tool with interrupted threads for cutting in-
ternal screw threads as in a nut, etc., consisting of a
conical hardened steel screw grooved longitudinally to
form a cutting edge.
Collapsible types of this tool are also made.
132
TAP SHIPBUILDING CYOLOPEDIA TEL
The act of cutting internal screw threads by means a perfect follow-up system to insure positive and ac-
of a tap. curate control of the steam steering engine.
To strike with a gentle blow. The electric telemotor is the application of elec-
Page 698. The
Taper Sockets. A sleeve used for holding the shank
of small drills.
Tapered Liners. See LINERs, TAPERED.
Tapered Rope. See RoPE, TAPERED.
Tar, Hard Wood. A tar obtained from the destructive
distillation of a hard wood.
Tar, Pine, Kiln and Retort. A dark, oily liquid ob-
tained by slowly burning resinous pine wood in a
kiln or by its destructive distillation in a retort.
It is used as a paint and a preservative for cord-
age, etc.
Tarpaulin. A term applied to a pliable canvas hatch
cover. One or more tarpaulins are stretched over the
wooden hatch covers and the edges are held in place
by battens wedged into cleats on the hatch coaming.
Also applied to pieces of canvas used as a shelter
for workmen or as a cover for deck equipment.
Taut. The condition of a rope wire or chain when
under sufficient tension to cause it to assume a straight
line, or to prevent sagging to any appreciable amount.
Tee Bar. A rolled shape, generally of mild steel, hav-
ing a cross section shaped like the letter T.
In ship work it is used for bulkhead stiffeners,
bracket and floor clips, etc.
The size is denoted by dimensions of cross section
and weight per running foot.
Tee, Branch. A tee with side or branch outlets.
Tee, Bull Head. A term applied to a tee in which the
outlet is larger than the entrance.
Telegraph. An apparatus, either mechanical or elec-
trical, for transmitting orders from a ship's bridge
to the engine room, steering gear room, or else-
where, or between firerooms, and from engine room
to firerooms.
The transmitting apparatus, operated by the sender,
is termed the transmitter, and the receiving apparatus,
the indicator. A gong is usually fitted in order to
call attention to the movement of the indicator.
Pages 1081, 1082, 1083.
Plate LXI.
Telemotor. A device for operating the valves of the
steering engine from the pilot house either by fluid
pressure or by electricity.
When fluid pressure is utilized, two leads of pipe
are necessary so that the fluid may move aft in one
pipe and forward in the other, or vice-versa. The
movement is provided for by a small pump or ram
actuated by the steering wheel.
Page 866.
Telemotor, Electric. The function of a telemotor,
either electric or other, is to control from the pilot
house, the movement of the valve of the steam steer-
ing engine which turns the rudder. On small boats
where the distance from the wheel house to the steam
steering engine is short, satisfactory results have been
obtained by the use of wire rope or shafting and
gears to control the engine valve. On large boats the
mechanical difficulties are multiplied and the physical
exertion required, considerable and objectionable.
The essential of all telemotors is that they have
tricity to the control of the steering engine.
telemotor is located near the steam engine and con-
nected to the valve of the engine by mechanical arms
or links. The controller is located in the pilot house
and may be either a horizontally moving lever
mounted upon a standard or a small wheel. The
movement of the controller completes a circuit to a
relay panel which is located near the engine. Com-
pleting one of these circuits from the controller
causes one of two relays to close which in turn com-
pletes a circuit from the main generators of the ship
to the motor of the telemotor. This motor is con-
nected, through a suitable train of gears, to a cross-
head which in turn is mechanically connected to the
valve arm of the steam steering engine. Also con-
nected to the motor through gears is the electrical
follow-up. The starting of the motor moves the
cross-head and engine valve starting the engine. This
also moves the follow-up which whole movement con-
tinues until a position is reached by the follow-up cor-
responding to the position of the controller in the
wheel house. At this point the circuit is automatically
broken releasing the relay and opening the circuit to
the motor. This stops the movement of the steam
steering engine and consequently the rudder stops at
the desired point.
No reversing switch is required in the pilot house
as the follow-up is automatic and prevents overtravel
and also has automatic limit control, making its opera-
tion very positive and accurate. Where batteries are
employed on the boat an automatic switch changes
from generator to batteries as required. The electric
telemotor is becoming very popular on account of its
simplicity, accuracy and reliability. No rudder indi-
cator is required with this telemotor as the position
of the controller handle at all times indicates the
position of the rudder.
Page 866.
Telephone, Intercommunicating.
CATING TELEPHONE.
Telephone, Loud Speaking. The performance of the
loud speaking telephone on battleships and merchant
vessels in the past three years has shown it to be
the quickest, safest and most reliable means of com-
munication yet developed for use on ships.
The loud speaking telephone transmits a message so
loudly and clearly that it can be heard at a distance
from the instrument without the use of an ear re-
ceiver. The person talking merely brings his lips
to within a few inches of an opening in the housing
containing the transmitter and the receiver and touches
a key.
This housing is made of heavy, non-corrosive metal
and is waterproof. It need not be opened and the
instrument is always ready for instant service. At
the same time the sensitive parts of the instrument
are protected from accidental injury and from the
damp sea air which quickly ruins the ordinary tele-
phone.
The loud speaking telephone does not pick up ship
noises and is always heard distinctly—even in the
noisiest engine room. It does not destroy the water-
tight integrity of the bulkheads as does the voice
tube. It is more convenient, more sanitary, and far
See INTERCOMMUNI-
133
TEL
SHIPBUILDING CYOLOPEDIA
THR
more efficient than either the voice tube or the ordi-
nary marine telephone.
Page 1087.
Telephone, Radio. See RADIo TELEPHoNE.
Telescope. An optical instrument intended for the
use of one eye only and designed to enlarge and
clarify the images of distance objects. It consists
essentially of a tube having a large converging lens
that forms the optical image of the object observed
and a small lens or combination of lenses which
magnify the image.
Tell Tale. An indicating device employed on auto-
matic machinery or in a specific operation which
gives audible or visual indication, or both, as to the
exact time a specific function is begun or completed.
Telltale, Rudder. A term applied to an instrument that
indicates the angle of the rudder with the center line
of the ship. It is generally fitted in front of the steer-
ing wheel.
Tempering Drawing Plate.
or TEMPERING.
Tempering Furnace. See FURNACE, HARDENING or
TEMPERING AND FURNACE, TEMPERING Pot.
Tempering Plate. See FURNAcE, HARDENING or TEMPER-
ING.
Template. A mold or pattern made to the exact size
of a piece of work that is to be laid out or formed
and on which such information as the position of rivet
holes, size of laps, etc., is indicated.
The most common types of template used in ship
work are made out of paper or thin boards.
Template, Pattern. A wood frame, a paper or card-
board outline of a part of a ship showing the shape
of the part, location of holes, and giving by means of
notes made thereupon dimensions and information
as to the fabrication of the part.
Templates, Transferring. Patterns made from the mold
loft lines or from some part of the ship by means of
which an outline and form of a part is retained and
conveyed to wherever needed.
Temporary Bulkhead See BULKHEAD, TEMPORARY.
Tender. A small boat, usually power driven, used for
purposes of general utility by the personnel of a large
vessel.
A vessel of moderate size fitted with repair facilities,
reserve stores of provisions, fuel, water, etc., for the
use of a number of smaller naval vessels, such as
destroyers or submarines.
Tenoning Machine. A power operated machine which
usually has a hand feed and cuts a tenon on pieces
of timber by means of knives carried in short revolv-
ing cutter heads.
Tensile Strength. The measure of a material’s ability
to withstand a tensile or pulling stress without rup-
ture. Tensile strength of a material is usually meas-
ured in pounds or tons per square inch of cross section.
Test Head. The head of water corresponding to the
pressure prescribed as a test for bulkheads, tanks, com-
partments, etc. Test heads are prescribed to insure
satisfactory water or oil tightness and also as tests of
strength.
Thermometer. An instrument for measuring the de-
gree of heat or temperature.
Page 1090. -
Thermotank. A box or tank containing steam coils
through which air for ventilation is heated in passing.
Page 1013.
See FURNACE, HARDENING
Thimble. An iron ring, oval or heart shaped fitting
whose outer surface is concave in order that it may
be held in place when worked into the corner of a
sail as a cringle or in the bight of a rope. It serves
as a lining to prevent the chafe of a hook, shackle,
pin, etc.
Pages 349, 870.
Tholes; Thole Pins. A term applied to the pins of
wood or metal that are fitted snugly into holes in the
gunwale of a pulling boat for the purpose of forming
a rowlock for the oars.
Thread. The spiral part of a screw.
Thread, Common. A standard machine thread as dis-
tinguished from a pipe thread.
Threading Machine. A machine used for cutting screw
threads. This would apply to a lathe, bolt cutter, pipe
threading machine, etc.
Threading Machine, Bolt. See BoLT CUTTER.
Three-Ply Riveting. See RiveTING, THREE-PLY.
Throat. A term applied to that part of a boom or a
gaff lying immediately behind the jaw.
Throat Sheet, Boiler. See BoILER THROAT SHEET.
Throttle Valve. See VALVE, THROTTLE.
Throttle Valve Lever. A lever used to operate the
throttle valve.
Through Fastening. See FASTENING THROUGH.
Thrums. Short pieces of rope yarns used in making
mats, being sewed by their bights to the canvas or
cloth. Thrums are made by cutting old and worn out
gear into lengths and unlaying the strands.
Thrust. The net reaction of a propeller or wheel tend-
ing to force the vessel through the water. For a model
propeller the thrust is generally measured in pounds,
but for full sized vessels it is oftentimes reduced to
pounds per ton of displacement.
Thrust Bearing. A bearing designed primarily to take
the propeller thrust from the shaft and transfer it to
the structure of the ship. It is constructed with a
series of rings and channels for the reception of the
collars of the thrust shaft. The rear faces of the
thrust bearing rings and the forward faces of the
thrust shaft rings bear on one another when the
screw is turning ahead. The opposite takes place in
backing. The faces of the bearing channels are
usually of white metal so as to provide steel on white
metal wearing surfaces. At the forward and after
ends of the thrust bearing casing spring bearings of
the usual type are fitted to carry the weight of the
thrust shaft. Special methods of lubricating and
cooling are provided.
The horse shoe collar bearing is a development
based on the simpler type above described. It con- .
sists of a series of horse shoe collars carried on side
shafts. These side shafts transmit the thrust from the
horse shoe collars to the bearing casing and finally
to the ship. This arrangement permits of the ad-
justment or replacement of an individual collar. The
collars are usually of cast steel, brass or bronze with
bearing surfaces of white metal. Lubrication and
cooling are provided in a manner similar to that of
the ordinary thrust bearing.
More recently a highly efficient thrust bearing has
been developed which involves the use of pivoted shoes
for the purpose of preserving the oil film.
Thrust bearings are generally, though not always,
placed in the engine room immediately aft the main
engine bed plate.
134
THR
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SHIPBUILDING CYOLOPEDIA
Thrust Block. The American Bureau of Shipping re-
quires that Thrust Stools are to be of ample size and
strength in proportion to the power transmitted to
the thrust bearing; they are to extend well beyond
the thrust block and are to be stiffened and supported
by extra intercostals, double reverse angles, etc. All
shaft stools are to be of ample strength and stiffness,
in proportion to the weight of shaft and height of
stool. Details of the proposed construction of thrust
and shaft stools are to be submitted to the Bureau
for approval.
Thrust Block Foundation. A term applied to the seat-
ing to which the thrust block is attached. As the
whole push or pull exerted on the ship by the pro-
peller is taken through the thrust block it is necessary
to construct a strong foundation that will distribute the
pressure to the hull of the ship without undue local
strain. This foundation should be built as high up to
the center line of the shaft as possible to decrease the
overturning moment on the bolts holding the thrust
block in place.
Page 536.
Thrust Horse Power.
Thrust, Propeller.
Thrust Recess. A small compartment off the main
engine room designed to contain and give access to
the thrust shaft and block.
Thrust Shaft. That length of shafting which is fitted
for the purpose of transferring the thrust of the
propeller to the thrust bearing. This is effected by
means of circular collars or rings worked on the
thrust shaft.
Thwarts. Boards extending across a row boat just
below the gunwale to stiffen the boat and to pro-
vide seats.
"Thwartship Bunker. A bunker having its largest di-
mension in a transverse direction. It is frequently a
fore hold compartment located immediately forward
of the boiler spaces. Such a bunker is sometimes used
as a reserve bunker or it may be used for cargo.
Tides. The alternate rise and fall, averaging twice in
24 hours and 51 minutes, of the level of the ocean
and the accompanying inflow and outflow of rivers,
bays, channels, etc. Corresponding high and low tides,
therefore, occur 51 minutes later each day. The cause
of tides is the combined result of the mutual attrac-
tion of the earth, moon and sun for each other. When
the sun and moon are in conjunction or in opposition,
that is, both on the same side or on opposite sides of
the earth, their tide producing effects conspire to
produce the SPRING tides. These occur at the time of
and for two or three days after the full and new moon.
When the moon and sun form a right angle or the
moon is in quadrature, the crest of the solar tide
occurs in the trough of the lunar tide or vice-versa,
and the NEAp tides result. These occur after the first
and third quarter of the moon.
The semi-diurnal variations of the tide are HIGH
TIDE, when the tide ceases to rise and before it begins
to recede; EBB TIDE, the falling tide; Low TIDE, when
the tide ceases falling and before it begins to rise;
Flood Tide, the rising tide. . . .
Tie Plates. A term applied to long narrow plates used
for the purpose of tying deck beams together where
there is no steel deck plating.
Tiller. A heavy bar or lever having one end bored
to fit on the rudder stock and having the other end
See PROPELLER THRUST.
See PROPELLER THRUst.
fitted for connection to steering leads or relieving
tackle.
The function of the tiller is to turn the rudder, but
as on most ships this is accomplished by a steering
engine through a quadrant or yoke, the tiller is only
a spare fitting to be used with the relieving tackles
when there is a breakdown in the steering engine.
Page 577.
Tiller Rope. See RoPE, TILLER.
Tilt Hammer. A hammer, the head of which mounted
on the end of a lever delivers its blow under the
action of gravity generally augmented by the spring
of the lever itself. The hammer is raised periodi-
cally to position by means of a cam.
Timber, Horn. The center line frame in the stern of
a wooden ship, extending aft from the stern post.
Plate XXV.
Timber Sizer. A machine used for the conversion of
logs into timber. Usually a huge band saw mounted
alongside a heavy track along which a carriage is
designed to travel. A log is secured to the carriage
and is sawed to size as the carriage moves past the
S3 W.
A heavy type of planer used in mills to dress down
large timbers.
Timbers, Counter. The inclined frames projecting aft
from the wing transom and forming the counter.
(Wooden ship.)
Timbers, Ship's. A general term referring to the in-
dividual sticks or members of which a wood vessel's
frame work is composed. -
Timbers, Stern. The aft upper stern frames in a
wooden ship corresponding to the cant frames in a
steel ship.
Time Stamping Clock. A stamping device carrying a
a time piece, so connected that the manipulation of
the stamp registers date, hour and minute.
Page 697.
Timenoguy. A rope stretched between two points to
prevent gear from fouling or chafing.
Tin. Described under Metals.
Tin Knocker. A workman who fabricates articles from
thin sheet metal.
Tip Clearance. The clearance or distance between the
circumference of the tip circle of a propeller and the
hull of the vessel.
To Overhaul a Tackle. To separate the blocks of a
tackle thus giving a greater drift to the moving blocks.
Toggle Pin. A pin, usually having an eye worked on
the head, and having a point so constructed, that a
portion of it may turn on a pivot pin, forming a tee
shaped locking device to keep the pin in place.
Pages 691, 815.
Tomahawk. A riveting hammer with a long heavy head
used in driving large rivets.
Tongue and Groove. A term applied to a plank one
of the edges of which is cut away to form a tongue
and the other recessed to form a groove. The tongue
on one plank is matched with the groove on the other.
Tongue and Groove Deck. See DEck, Tongue AND
Groove.
Tonnage Deck. See DEck, Ton NAGE.
Tonnage, Gross. The entire internal cubic capacity of
a vessel expressed in tons of one hundred cubic
feet each. The peculiarities of design and construc-
tion of the various types of vessel and their parts
necessitate certain explanatory rulings in connection
135°
TON
TRA
SHIPBUILDING CYCLOPEDIA
with the above. J'or these, see “Navigation Laws of
the United States,” Chapter on Measurement.
Tonnage, Gross Registered. The gross tonnage as
entered on the register or other official certificate of
the tonnage of the vessel.
Tonnage, Net. The internal cubic capacity of a vessel
which remains after the capacities of certain specified
spaces have been deducted from the gross tonnage.
These deductible spaces include principally crew's
quarters, working spaces and machinery compart-
ments. See “Navigation Laws of the United States,”
Chapter on Measurement.
Tonnage, Net Registered. The net tonnage as entered
on the register or other official certificate of the ton-
nage of a vessel.
Tons Per Inch of Immersion. The number of tons of
additional weight required to immerse a vessel one
additional inch of draft. The approximate tons per
inch of immersion at any draft for salt water is equal
to the area of the waterplane in square feet divided
by 420.
Tool Grinders. Men who shape and sharpen the cut-
ting tools for the several machines by grinding.
Tool Re-manufactured. Tools which have been re-
conditioned. They are sometimes reground to a
smaller size and again they are restored to their
original size.
Page 729.
Tool Steel. See STEEL AND IRON.
Tools, Calking. Hand operated tools used in calk-
ing either wood or metal.
Tools, Pneumatic Calking. Tools used for metal
calking in which the power is supplied by compressed
air.
Top Timbers. A term applied to upper portions of
frames in wood ships.
Topgallant Mast. See MAST, TopGALLANT.
Topmast. See MAST, Top.
Topmast, Fidded. A term applied to a topmast that
laps over the upper portion of the lower mast. This
form of topmast is supported at its lower end by a
bar, called a fid, which passes through a slot in the
topmast and also a slot in a pair of brackets which
are attached to the lower mast. A band is worked
around both masts at the level of the top of the
lower mast.
Withdrawal of the fid allows the topmast to be
lowered.
Page 345.
Topmast Stay. Stay secured to topmast near upper
end, set up with turnbuckles located near stem on
deck. Sometimes both forestay and topmast stay
are sectired to the same pad on deck near stem.
Topping Lift. A rope or chain extending from the
head of a boom or gaff to a mast or to the vessel's
structure for the purpose of supporting the weight and
permitting the boom or gaff end to be raised or
lowered.
Pages 332, 338.
Topping Lift Tackle. Tackle between the boom and
masthead used for lowering and raising boom.
Topside. That portion of the side of the hull which
is above the designed waterline.
Topside Planking. The outside planking on a wooden
ship lying above the water line.
Topside Plating. A term applied to the shell plating
above the waterline.
Topside Strake. See Strake, TOPSIDE.
Torpedo. A steel plug, sometimes of spherical shape,
designed for use in expanding a lead lining tube
against its outer jacket of steel or iron pipe. To
accomplish this the torpedo is forced through the
lead tubing from end to end.
Torpedo Boat. A type of war vessel now practically
obsolete. Its principal characteristics are high speed,
light construction, small displacement, and a main bat-
tery of torpedo tubes. The type was intended for use
in the attacking of capital ships by means of the tor-
pedo. The advent of the destroyers together with the
increasing demands for greater seaworthiness and per-
sonal comfort has ended the building of vessels of this
type.
Torque. The moment of a system of forces that
causes rotation.
Tow Rope. See RoPE, Tow.
Tow Rope Resistance. See RESISTANCE, Tow RoPE.
Towboat. See TUG. *
Towing Lights. See LIGHTs, Towing.
Towing Machine. A machine that automatically, ac-
cording to the strain on the rope, reels in or out a
towing hawser. They act as shock absorbers prevent-
ing sudden tension and danger of parting. Their drums
are designed to reel up and stow the hawser.
Page 854. -
Towing Winch. See Towing MACHINE.
Trailing Lines. Light lines fastened to the handles of
oars and secured to the boat inboard. They are used
for trailing the oars alongside when the crew is not
pulling.
Transfer Pump. See PUMP, TRANSFER.
Transformer, Electric. A stationary electric machine
consisting of primary and secondary coils, insulated
from each other, wound on a laminated iron core.
They are usually designed to transform a high voltage
to a low one or conversely to transform a low voltage
to a high one.
Page 954.
Transmitter. See RADIO.
Transom Beam. See BEAM, TRANsoM.
Transom Floor. See FLooR, TRANSOM.
Transom Frame. See FRAME, TRANSOM.
Transom, Wing. An athwartship timber attached to
the top of the stern post. (Wood ship.)
Transoms, Filling. Athwartship timbers attached to
the forward side of a stern post.
Transport. A vessel intended for the carriage of
troops, equipment, ordnance, military or naval stores,
etc. The carriage aboard ship of passengers or
. . merchandise. . . . . . .
Transverse. At right angles to the ship's fore and
after center line. * ... } f :
Transverse Bulkhead. See BULKHEAD, TRANSVERSE.
Transverse Frames. See FRAME, TRANSVERSE.
Transverse Number or Numeral. A key number used
by classification societies in their rules for determin-
ing the scantlings of the frames and transverse mem-
bers. These numbers with the corresponding scant-
lings are tabulated in the rules and are the results of
experience and comparison. The numbers are arrived
at in different ways by the various classification so-
cieties, but they are always identification numbers in-
dicating the general size of the vessel as well as the
proper scantlings of the structural members.
Transverse Stability. The tendency of a ship to return
136
TRA
TUN
SHIPBUILDING CYCLOPEDIA
to the upright or initial position when inclined trans-
. versely by an impressed force. -
Transverse Stresses. Stresses acting at right angles
to the centerline of a vessel or, if referring to a beam
or girder, acting at right angles to the length.
Transverse Subdivision. The subdivision of a ship
resulting from the fitting of transverse or athwartship
bulkheads.
Trap, Steam. See STEAM TRAP.
Trawler. A vessel designed for fishing and fitted for
handling sweeping nets. Vessels of this type are of
robust construction, have considerable sheer, great
draft aft, good maneuvering qualities and large fish
holds.
Tread. The length of a vessel's keel.
Treads. The steps or horizontal portions of a ladder
or staircase upon which the foot is placed.
Treads, Safety. A special non-slipping metal tread
fitted to the deck at the foot of ladders and stairways.
They are also often fitted to the upper surface of the
steps of ladders and stairs. When the steps them-
selves are safety treads they are called safety steps.
Page 977.
Treble Purchase.
blocks are used. -
Treble Riveting. See RiveTING, TREBLE.
Tree Nail Turners. Men who operate wood cutting
machines which make tree nails.
Tree Nails (Trunnels). A cylindrical wooden pin used
to secure the planks of a wooden ship to the frames.
After the tree nail is firmly driven into place and cut
off flush with the planking its head is expanded by
means of a small wedge.
Trestle-Trees. A term applied to fore and aft pieces,
whether of wood or steel, that are fitted at the hounds
of a mast for the purpose of supporting the cross-
trees or platform at the top of a mast.
Trim. The longitudinal deviation of a vessel from her
designed waterline at a given draft. When expressed
in feet and inches it is equal to the sum of the dis-
tances that points on the waterline at the bow and
stern are above or below the designed waterline at the
mean draft at which the vessel is floating. The varia-
tion in a vertical direction of the fore and aft extremi-
ties of the actual position of a vessel's plane of floata-
tion from its designed position.
Trim by Head. That condition of trim in which a
vessel inclines forward so that her actual plane of
flotation is not coincident with or parallel to her
designed plane of flotation.
Trim by Stern. That condition of trim in which a ves-
sel inclines aft so that her actual plane of flotation
is not coincident with or parallel to her designed plane
of flotation.
Trimming Tank. See TANK, TRIMMING.
Trochoidal Wave. A wave, the contour of which is the
curve traced out by a point on a radius of a circle,
which latter is rolled on the underside of a given line.
This is the wave contour which is usually adopted for
use in connection with calculations of bending mo-
ment for a vessel among waves. -
Tropenas Steel. See STEEL AND IRoN.
Trough Tool. A smoothing tool for use on structural
shapes.
Truck. The pedestal or ball at the extreme top of the
topmast or topgallantmast.
A purchase in which two treble
Trundle Head. The circular portion of the capstan
head designed to take the ends of the capstan bars
for turning.
Trunk. A vertical or inclined shaft formed by bulkheads
or casings extending one or more deck heights, around
openings in the decks, through which access can be cb-
tained, cargo stores, etc., handled or ventilation pro-
vided without disturbing or interfering with the con-
tents or arrangements of the adjoining spaces.
Trunk Bulkhead. See BULKHEAD, TRUNK.
Trunk Cabin. A cabin which extends but a partial
deck height above the upper or weather deck.
Trunk Deck. See DECK, TRUNK.
Trunk Deck Stringer. See STRINGER, TRUNK DECK.
Trunk Deck Stringer Bar. See BAR, STRINGER.
Trunk Deck Vessel. A vessel having a long continuous
opening or hatch in the weather deck. The longitudinal
coamings of this hatch are carried up about a deck
height above the weather deck and connected at their
upper edges by a flat or deck.
Trunk Hatchway. See HATCH way, TRUNK.
Trunk, Ventilating. Trunks through which air is led
for supplying fans and blowers, or through which
heated air is allowed to escape.
Pages 674, 675, 676, 678.
Plate LI.
Truss. An iron band around a lower mast having a
pivot attachment to the center of a lower yard, thus
forming the center of motion for bracing the yard
around and at the same time holding it in position at
the mast; to brail up a sail.
Tub. A short cask or half barrel. Also an opprobrious
or contemptuous term applied to a vessel to signify
that it is out of date or faulty in design.
Tube Cleaners, Boiler. See BoILER TUBE CLEANERs.
Tube Expander. A tool used to expand the end of
tubes into the sheets or headers of boilers, and into
flanges, etc.
Tube Sheet, Condenser.
Tube Sheets. See BoILER TUBE SHEETs.
Tubes, Boiler. See BoILER TUBEs.
Tubes, Condenser. See ConDENSER TUBEs.
Tubes, Sounding. Small pipes leading vertically up
from a tank and arranged with the lower end opening
into the tank so that the liquid rises in the pipe so
its height can be measured by lowering a sounding
rod into the pipe.
Pages 600 to 603.
Plate XLIII.
Tuck Plate. See PLATE, TUCK.
Tug; Tugboat. A vessel, equipped with heavy duty
engines and machinery, used for towing miscellaneous
types of floating craft.
Tug or Towboat. A small, handy, power-driven vessel
fitted with slow-turning powerful machinery, espe-
cially designed for towing.
Pages 448 to 468.
Tumble Home. The decreasing of a vessel's beam
above the waterline as it approaches the rail. (The
opposite of flare.)
Tumbler. An attachment to the jaws of a gaff to pre-
vent the chafing of the mast.
Tuning. See RADIO.
Tunnel Frannes. See FRAMEs, TUNNEL.
Tunnel Plating. The plating composing the structure
of a tunnel.
Page 507.
See ConDENSER, TUBE SHEET.
137
TUN
.* - ---->
HIPBUILDING CYCLOPEDIA TUR
Tunnel Recess. The enlarged end of a shaft tunnel.
At the forward end this enlargement is termed the
thrust recess and at the after end the stuffing box
reCeSS.
Page 507.
Tunnel, Shaft. (Shaft alley.) A long narrow compart-
ment running from the propelling machinery to the
stern tube and containing the line shafting and its
bearings. Fitted in order to provide access to the
shaft and shaft bearings as well as to protect the
shafting from the cargo in the after holds.
Page 507.
Turbine. A machine in which the kinetic energy of the
the steam is transformed into direct rotary motion.
A reciprocating engine produces work by the rela-
tively slow overcoming of resistance by the pressure
of the steam up to the cut off and by the hyperbolic
expansion of the steam up to the release while a tur-
bine does its work through the impulse reaction of
steam or steam jets at high velocity on rotary vanes.
There are many arrangements of turbine depending
on the speed of the vessel, the maneuvering qualities
required, the number of propellers and so forth. For
a triple screw ship of ordinary size a common arrange-
ment consists of three ahead and two astern tur-
bines with one H. P. turbine on the center shaft and
one L. P. turbine on each wing shaft. The backing
turbines are arranged either within the casings of
the L. P. turbines or on the same shaft. A combina-
tion arrangement for a triple screw steamer consists
of two triple expansion reciprocating engines one on
each wing shaft with a low pressure turbine on the
center shaft. The steam in this case passes through
the reciprocating engines and from there to the low
pressure turbine, the pressure of the steam upon
entrance to the turbine being somewhat less than the
atmosphere. For low speed cargo ships it has been
found very advantageous to utilize reduction gears so
that the efficient high speed of the turbines may be
reduced through pinion and gear wheels to the desir-
able low number of revolutions for the propeller.
In this case a high pressure turbine on one side and a
low pressure turbine on the other side of the engine
room may work together on one shaft. In addition
to the above is a method called the Electric Drive in
which the turbines operate generators which in turn
drive the propeller shafting through motors. In this
way differences in speed and backing may be handled
at the motor and the same turbine used for both
backing and going ahead.
Turbines have the following advantages over recip-
rocating engines:
1. A lower center of gravity and less weight. It is
noted, however. that the floor space is about the same.
2. A minimum of vibration and freedom from the
danger due to the inertia of the reciprocating parts
which of course increases rapidly with the size and
speed of a reciprocating engine.
3. The turbine allows more direct action of the
steam from the boiler, is not seriously affected by
excess moisture in the steam, nor is the feed water
polluted by cylinder oil carried over by the steam.
4. The turbine is less apt to break down due to the
absence of pistons, slide valves, connecting rods, etc.,
inclosure of working parts and lack of vibration.
5. For high speeds in particular the steam con-
sumption is less.
Lloyd's rules require that in single screw vessels fitted
with steam turbine engines, arrangement shall be made
so that steam can be led direct to the low pressure
turbine and that either the high pressure or low pres-
sure turbine can exhaust direct to the condenser.
Also that two astern turbines be fitted. -
Pages 889, 921, 922, 926. 927, 928, 929, 930, 941, 953,
970, 1012, 1041, 1062.
Plates XIV, XLVII, XLVIII.
Lloyd's rules require in vessels with steam tur-
bine installations that the following spare gear
shall be carried on the ship, viz.: -
2 bolts and nuts (or studs and nuts) for each size of
rotor bearing. g
2 bolts and nuts (or studs and nuts) main gear
wheel bearing.
2 bolts and nuts (or studs and nuts) pinion bear-
ing.
1 set of coupling bolts of each size used.
One-twentieth of total number of bolts and nuts (or
studs and nuts) for each gear case joint.
One-twentieth of total number for each turbine cas-
ing joint,
2 thermometers for oil circulation system.
l set of bearing brushes for one gear wheel shaft.
1 set of bearing brushes for rotor.
1 set of bearing brushes for pinion shafts.
One-half set of packing rings or segments for each
gland of rotor shafts so fitted and half the
number of springs fitted.
2 ordinary thrust horse shoes (or thrust rings) for
main thrust block, or sufficient pads for one
face of Mitchell type of main thrust block.
Turbine thrust and adjusting brushes with rings.
complete, or one set of pads of Mitchell type
for one turbine of each size fitted.
l set of liners for adjusting block of different thick-
116°SSCS.
1 set of feed pump valves.
1 set of bilge pump valves.
1 set of valves for lubricating oil pump.
1 bucket and rod for lubricating oil pump.
1 escape valve spring of each size fitted.
A quantity of assorted bolts, studs and nuts.
Bars and plates of iron or mild steel.
In addition to the foregoing, the following articles
are recommended by Lloyd's to be carried
with a view to expedite repairs and lessen
delay in distant ports, viz.:
1 propeller of each hand, or one set of blades of
each hand.
1 propeller shaft.
Lignum vitac lining for one stern bush.
Sufficient material for one gland and one dummy
ring of each' size where labyrinth packing is
used.
1 air pump rod, bucket and valves.
1 circulating pump rod, bucket and valves, or imé.
peller and shaft. -
2 dozen boiler tubes.
5 per cent of the number of condenser tubes and
packing glands for same.
10 per cent of the tubes for oil cooler and packing
glands for same. wº
1 set of boiler feed check valves.
Turbine Annulus Area. The net area available for
steam flow through the blade rings of a turbine.
Turbine Blades. The vanes either on rotor or casing
138
TUR
SHIPBUILDING CYOLOPEDIA TUR
which are subject to and directly effect the travel
of the steam through the turbine.
The dimensions, shape of cross section, and
spacing largely determine the turbine efficiency.
For the casing or guide blades the principal
stresses are bending due to the impulse of the
Steam.
For the rotor blades the centrifugal force due
to high speeds of rotation results in a tensile stress
also.
Blades are set in grooves worked in casing or
rotor and are accurately spaced by means of calk-
ing or packing pieces. The sides of the grooves
and ends of the blades are usually serrated or given
some other special shape suited to better holding
the blading in place.
Once set in the proper groove, the blades and
packing pieces are, after calking and lining up, wire
laced and silver soldered.
Turbine Blade Friction. The friction produced by the
flow of steam across the turbine blades. This
friction is much increased by the presence of water
in the steam. It is accordingly advantageous to
make the surfaces of all blading as smooth as may
be and to use superheated steam.
Turbine, Compound Impulse Reaction. A turbine in
which the principal expansion of the steam occurs
in the vanes. The steam velocity is moderate but
for good efficiency the peripheral speed of the rotor
must be about three-quarters that of the steam
speed. Owing to the low rotor speeds used, this
type is especially suited to ship propulsion.
Turbine, Cruising. A turbine designed for use at rela-
tively low speeds as compared with the vessel's
maximum. They are designed and fitted to give
reasonable economy under cruising conditions.
They may be installed either as separate units or
be built within the same casing as the high pressure
turbine. When fitted independently they are placed
on the low pressure turbine shaft.
Turbine Cylinder or Casing. The outer and stationary
portion of the turbine. For purposes of construc-
tion and access it is made in two portions, the
upper and lower half respectively. In large units
each part may itself be made up of two or more
parts. -
Turbine casings are generally made of cast iron
of various designs as to ribbing and thickness of
material.
Essentially the turbine casing consists of a series
of cylinders of differing internal diameters, these
several diameters corresponding to changes in
stage. The diameter is least at the inlet end and
increases in order to accommodate the increased
volume of the steam resulting from its expansion
during its passage through the turbine.
Special care is exercised in testing and steaming
the casing preparatory to finishing in order to per-
mit distortion under actual operating conditions.
Nozzles for steam inlet and exhaust are fitted in
suitable locations.
Suitable palms with webs and ribs attaching to
the casing are cast with the casing and afford
means of transmitting the casing weight to the
structure of the ship. Provision for longitudinal
expansion when heated is made by fitting large
bolt . holes for the forward feet while the after
feet are securely bolted.
Turbine Diaphragm. A division member or plate
which separates two adjacent turbine stages from
each other. It consists of a wrought or cast steel
division plate riveted at its outer edge to a cast
steel rim and at its center to a hub through which
the rotor shaft passes. The rim dovetails into the
turbine cylinder. The hub is provided with close
fitting grooved packing to reduce steam leakage.
Turbine Effective Blade Height. The clear distance
between the inner face of shroud ring and the top
of foundation ring.
Turbine Efficiency. The ratio of theoretical to actual
steam consumption in turbines.
The principal turbine losses are those due to
steam friction, both against itself and against the
blades; exhaust steam velocity; leakage over blade
tips at glands, etc.; mechanical friction; radiation.
The above losses total almost 40 per cent.
Hence the average efficiency to be anticipated in
practice may be taken as slightly in excess of 60
per cent.
Turbine Foundation. See ENGINE Foundation.
Turbine Guide Blades. Fixed or stationary blades
carried on the casing of an impulse-reaction type
of turbine. These blades receive the steam from
the moving blades and while changing its direction
of flow also increase its velocity.
Turbine Lifting Gear. Gear designed for lifting the
upper casing of the turbine for examination, erec-
tion, repairs, etc. When ready for use guides are
provided so as to insure movement without damage
to blading. The gear proper consists of a motor
acting through a system of worms and worm
wheels.
Turbine Moving Blades. Blades carried by the rotor
and therefore having motion relative to the fixed
blades carried by the casing. These blades, or
blades having the same function, are fitted in
both the impulse and impulse-reaction types of
turbine. They receive the steam directly from the
nozzles or guide blades and by changing its direc-
tion of flow are able to transmit a rotative effort to
the turbine shaft.
Turbine, Multiple Stage Impulse. A turbine in which
the expansion of the steam takes place in sets of
nozzles and from which the steam impinges on
vanes set on several revolving discs. Only a limited
pressure drop is allowed for each set of nozzles.
This keeps down the velocity of exit steam from
same and thus reduces blade velocity. . Several
rows of moving blades are fitted on each wheel
and the steam speed falls from row to row. It is
accordingly possible to use a much lower peripheral
disc speed in the single stage impulse type. Hence
turbines of this class are successfully, used for main
propulsive units in marine installations.
Turbine Nozzle. A device for supplying steam in the
proper amount and direction to the rotating buck-
ets of the turbine. -
The number and size of nozzles are directly de-
pendent upon the horse power desired.
In the first stage, nozzles occupy only a part of
the turbine circumference, but in the last stages
the entire circumference is taken up.
Nozzles are made in segmental castings of suit-
able size and shape for the location desired.
Turbine Operating Gear. A mechanism for turning the
rotor over for repair or examination. It consists.
139.
TUR
TWE
SHIPBUILDING CYOLOPEDIA
of worm wheels on the turbine shafts. These worm
wheels are actuated by removable worms and shafts
operated by turning engines or other means.
Turbine Reduction Gearing. See REDUCTION GEARING.
Turbine Rotor. The rotating part of the steam tur-
bine. It is built up of the following principal parts:
a cylinder or drum ; wheels; shafting; dummy
piston.
In the construction of the rotor, balance and
rigidity are of the first importance in order to in-
sure absence of vibration and accuracy of clear-
31 II CC.
The cylinder or drum is worked out of the solid
ingot. In large installations two drums may be
used, an additional wheel being fitted at the junc-
ture of the drums.
Great care is required in handling and boring the
drum to avoid distortion due to concentrations of
pressure.
Wheels may be of various forms and are either
cast or forged. Steel forgings are the best prac-
tice at the present time.
The shafting is suitably turned and the wheels
are shrunk thereon. Pins are fitted to guard
against the motion of wheel on shaft.
The cylinder or drum is then shrunk on to the
wheels and secured thereto by riveted screws fitted
with means to prevent backing off.
The grooves for the reception of the moving
blades are worked in the outer surface of the drum.
Journals are provided on shafting and the entire
weight of the rotor thus transmitted to the main
bearings.
A dummy piston is placed at the steam end of
the rotor. It consists of a series of collars formed
on the rotor extension and rings attached to
dummy casing and fitted with small clearance cor-
responding to the collars. Steam leakage is pre-
vented by the wire drawing action of this con-
trivance.
Turbine Shroud Ring. A ring designed to take the ends
of turbine blading, so as to maintain alignment and
protect against the action of centrifugal forces.
Turbine, Single Stage Impulse. A turbine in which
the expansion of the steam takes place within a
set of nozzles and from which the steam issues in
jets of high velocity impinging upon vanes set
securely upon a revolving disc. The jet velocity of
this type has between 2,500 and 4,000 feet per sec-
ond. The peripheral disc speed is always consider-
ably less than half the jet velocity. Owing to the
high speed of this type it is not suited to use for
the main drive of an ordinary sea-going vessel. It
is, however, much used for driving dynamos on
shipboard.
Turbo-Electrical Ship Propulsion. See ELECTRIC DRIVE.
Turbo Generators. A combination consisting of a
steam turbine and an electric generator generally on
the same shaft. The current furnished by the genera-
tor is used for lighting the ship and sometimes for
motors on the auxiliary machinery and machines in
the engineer’s work shop.
Lloyd's rules suggest that great care should be taken
that the generators, motors or electric leads are not
located in such a place that they will influence the
compasses.
Pages 934, 936, 937, 953, 1010, 1041, 1062.
Turn. To cause a rope or chain to encircle a spar,
pin or bitt one or more times, also to pass the bight
of a rope over a bitt or cleat. The act is generally
referred to as taking or catching a turn.
Turn In. To retire for the night.
Turn Turtle. To capsize or to founder. To turn com-
pletely over.
Turnbuckle. A device for connecting two parts of a
bar, rod or rope together with an adjustable tension.
It consists of an internally threaded link turning on
screws at each end threaded in opposite directions or
one end may have a swivel and the other a screw.
The link is operated by means of a wrench or a lever.
Frequently the link is constructed with a hole through
the center for applying a marline spike as a lever.
Pages 334, 347, 870.
Turning Circle. The approximate circle described by
a vessel in turning when the helm is hard over.
Turning Engine. See ENGINE, TURNING.
Turning Gear. An arrangement or device for turning
the main engine by power other than its own.
In large installations a turning engine, either
steam or electric, is used to actuate a large worm
wheel carried on the main shaft.
In smaller engines the worm wheel may be
operated by hand lever or by jack. -
In very small engines the wheel may be operated
by a pinch bar and toothed gear wheel.
Turning Gear Wheel. A large worm wheel mounted
on the main shaft in power and the larger hand-
operated turning gears. In the smaller hand-
operated gears, a toothed wheel mounted on the
main shaft and arranged for operation by means of
a pinch bar.
Turpentine, Wood. The resinous juice of pine or fir
trees used in mixing paints, varnishes, etc. See PAINT.
Turret Armor. Armor fitted to the turret structure for
the protection of the gun and ammunition handling
mechanism.
Turret Deck. See DECK, TURRET.
Turret Deck Stringer. See STRINGER, TURRET DECK.
Turret Deck Stringer Bar. See BAR, STRINGER.
Turret Deck Vessel. A merchant vessel constructed
with a side having an abrupt round over or tumble
home at about the level of the main deck from which
point the sides are carried up in a reverse curve to
the narrow deck termed the turret deck.
Turret Lathe. See LATHE, TURRET.
Turret Ship. A war vessel in which the main battery
guns are mounted in structures (generally protected
with armor) carried on rollers and capable of rota-
tion.
Turrets. Structures designed for the mounting and
handling of the guns and accessories (usually main
battery guns) of a war vessel. Turrets are con-
structed so as to revolve about a vertical axis usually
by means of electrical or hydraulic machinery.
Turtle-Back. Usually applied to the weather or fore-
castle deck forward as, in naval practice, to protective
decks in the vicinity of the water line when of ex-
cessive camber or sharply sloped or curved down at
side. - e
Turtle Deck, Turtle-Back. See DECK, TURTLE.
*Tween Deck. See DEck, "TweeN.
'Tween Decks. A term applied to the space between
any continuous decks.
"Tween Deck Tonnage. The enclosed space between
decks expressed in tons of one hundred cubic feet.
140
TWI
VAL
SHIPBUILDING CYCLOPEDIA
Twice-Laid Rope.
Twine. Small cotton or flax cord or thread used by
sail-makers in working on canvas.
Twofold Purchase.
blocks are used.
See RoPE, Twice-LAID.
A purchase in which two double
|U
Ultramarine Blue. See PAINT.
Umber. See PAINT.
Umbrella. A metal shield in the form of a frustrum of
a cone, riveted to the outer casing of the smoke
stack over the air casing to keep out the weather.
Page 672.
Under-Deck Tonnage. The enclosed volume of a ves-
sel below the tonnage deck expressed in tons of one
hundred cubic feet. Pages 232, 233.
Under Way. A vessel is under way according to the
navigating laws, “when she is not at anchor, made
fast to the shore or aground.”
Generally speaking, it means that she is proceeding
on a course.
Underhung Rudder. See RUDDER, UNDERHUNG.
Union. A fitting used to connect pipes, particularly
where it is not desirable to disturb the position of
the pipes as must be done with a coupling. They
are usually made of malleable iron or brass.
Unions less than 2 inches in diameter usually have
screw connections and those above that size flange
connections.
Union Jack. A small flag flown from a jack staff for-
ward. It is set Sundays and when dressing ship.
The design embodies that of the upper inner corner
of the national ensign. In the United States the
design is stars on a blue field. In Great Britain
the design is composed of the crosses of St. George,
St. Andrew and St. Steven, on a blue field.
Page 1102.
Universal Joint. A joint designed to transmit torsional
effort from a given length of shafting to another
independent of alignment. .
Unship. To remove anything from its accustomed or
Stowage place; to take apart.
Unstable Equilibrium. See EQUILIBRIUM, UNSTABLE.
Upper Deck. See DECK, UPPER.
Upper Deck Sheerstrake. The strake of outside plat-
ing adjacent to the upper deck.
Upper Deck Stringer. See STRINGER, UPPER DECK.
Upper Deck Stringer Bar. See BAR, STRINGER.
Upper Works. Superstructures or deck erections lo-
cated on or above the weather deck. Sometimes used
with reference to a vessel's entire above water struc-
ture.
Upright Drill. See DRILLING MACHINE.
Upsetting Lever. See RIGHTING Lever or ARM.
Upsetting Machine. A machine designed for increasing
the diameter or size of the ends of bar stock or pipe
for a desired distance as in the case of boiler stay
rods and tubes.
Upsetting Moment. The product of the displacement
and the upsetting lever. The displacement is usu-
ally expressed in tons, and the lever in feet and
the upsetting couple stated in foot-tons.
Uptake. A sheet metal conduit connecting the boiler
smoke box with the base of the smoke stack. It
conveys the smoke and hot gases from the boiler
to the stack and should be made double thickness
with an air space between to prevent radiation.
Swinging dampers for controlling the fires are
fitted in the uptake.
Pages 670, 671.
Useful Load. That portion of a vessel's designed dis-
placement which is devoted more or less definitely
to the particular object for which the vessel is in-
tended.
In merchant vessels it includes cargo, fuel, stores
and water, both potable and reserve feed.
In naval vessels it includes protection proper,
battery, ammunition, fuel, stores and water, both
potable and reserve feed.
When reference is made to merchant vessels the
term is synonymous with “dead weight.” Like this
latter term, it relates exclusively to weight, not
volume. Pages 155, 156.
V
Valve. A mechanical contrivance used for controlling
or shutting off the passage of air, steam, water, etc.,
into or out of a boiler, cylinder, tank, compartment,
or through a pipe line. Pages 390 to 392, 600 to 605,
608, 610, 612 to 621, 624, 625, 627, 632, 634, 646 to 659.
686, 687, 884, 1007, 1032, 1033, 1034, 1035, 1036, 1037.
Plates XII, XLIII, XLIV, XLVI, XLVII, XLVIII,
XLIX, L.
Valve, Air. Any valve on a compressed air line. Also
used in reference to the control mechanism on front
of a boiler for regulating the supply of forced
draft to the boilers.
Valve, Alarm. Any valve which automatically gives an
alarm. Sometimes it it used in a fuel tank to indi-
cate when the tank is full and consists of a float
valve with electric contacts. Also used as a small
safety valve on a boiler, where it is set to open at
a pressure of 5 or 10 lbs. below the regular safety
valves, thus giving warning of the approach of the
maximum allowable pressure. -
Valve, Angle. A valve with a spherical shaped body
having a screwed or flanged inlet at the bottom
and a screwed or flanged outlet at the side.
A circular valve, fitting snugly on a circular seat,
is actuated by a valve stem or rod having a screw
thread cut on it which engages in a thread cut in
the bonnet or cover. The valve stem is turned by
means of a hand wheel. Pages 1032, 1034, 1035, 1036.
Valve, Balanced Whistle. See WHISTLE VALVE, BAL-
ANCED,
Valve, Blow-Off. A valve for discharging the contents
of a boiler, evaporator or other container. Valves
are used to discharge from the surface of the water
in the boiler and also from the bottom. Page 1033.
Valve, Brass Mounted. A term applied to a valve
where such parts as the disc and ring, stem, seat
and bonnet are made of brass.
Valve, Butterfly. A valve in which a disc revolves on
a diametrical axis similar to a damper. Also ap-
plied to a valve in which two semi-discs are hinged
on a diametrical axis so that they both open and
close similar in manner to the wings of a butterfly.
Valve, By-Pass. A small valve used on a larger valve
for the purpose of by-passing the pressure from one
side to the other of the larger valve so that it will
open easily.
Valve, Check. A valve so arranged as to permit flow
in one direction only. Usually it consists of a valve
disc carried from a hinged support and hanging at
an angle of about 45°, or it may be of the ordinary
141
VAL
VAL
SHIPBUILDING CYOLOPEDIA
type of valve without valve stem and fitted with a
spring to insure rapidity of closing. See also Non-
Return Valve. Pages 1032, 1034, 1035.
Valve, Check, Boiler Feed. A screw down, non-return
valve, installed in the pipe lines between the main
and auxiliary feed pump and the boilers. Its ob-
ject is to prevent the water in the boiler from back-
ing up through the feed lines between strokes or
when the pump has stopped or broken down.
Valve, Cross. A term applied to a valve fitted on a
by-pass between two lines of piping, thus providing
communication between them. It is usually an
angle valve with two side outlets. Page 1032.
Valve, Delivery. Usually refers to the main outboard
delivery valve controlling the discharge of water
from the condenser to the sea.
Valve, Engine-Room Control. The main stop valve
on the steam line to the main engines controlling
the supply of steam to the engines and located in
the engine room.
Valve, Escape. A valve on a steam engine or boiler
intended for the relief of excessive pressure and for
the escape of steam.
Valve, Flap or Storm. A simple form of check valve
at the bottom of a scupper pipe which permits water
to discharge from the scupper overboard but pre-
vents sea water from backing up the pipe. Page 609.
Valve Gate. A valve with an inlet on one side and an
outlet directly opposite on the other side. The
gate consists of a nearly flat tapered disc which
slides in a groove that is perpendicular to the pas-
sage through the valve.
When open the gate is drawn up into a slot in the
bonnet of the valve leaving the passage clear. The
valve stem is threaded and is worked by a hand
wheel.
The distance from face to face of the inlet and
outlet flanges or connections is much less than in
a globe valve. Pages 1033, 1034.
Valve, Globe. A valve with a spherical shaped body
having a screwed or flanged side inlet and outlet.
A circular valve fitting snugly on a circular seat, is
actuated by a valve stem or rod having a screw
thread cut on it which engages in a thread cut in
the bonnet or cover. The valve stem is turned by
means of a hand wheel.
Globe valves are strong, compact, and tight.
When fitted, care should be taken to set them so
that they will close against the pressure, otherwise
they can not be opened if the valve stem is broken
or becomes detached. Pages 1032, 1036.
Valve, Kingston. A sea valve so arranged that the
pressure of the sea forces the valve on its seat or
closes it, thus differing from most valves which are
so arranged that the pressure is in the direction of
opening of the valve.
Valve, Main Check. Check valves located in the feed
water discharge pipes at or near the boiler.
Valve, Maneuvering. A term applied to valves used to
vary the speed in turbines.
Page 997. - -
Valve, Needle. A valve which controls the flow of a
- gas or liquid by a long tapered point, permitting
extra fine adjustments of the flow.
Valve, Non-Return. A type of check valve with a
swinging valve disc. See also CHECK VALVE.
‘Valve, Outboard Delivery. See SEA CHEST.
Valve, Pet. A small valve used in the regulation of
pump action by means of regulation of an air
supply.
Valve, Piston. A steam valve consisting essentially of
two pistons, one to each port, connected by a rod
or spindle. The steam enters round the outer
edges of the pistons and exhausts past the inner
edges or vice versa. The steam ports and pas-
sages are cast in the cylindrical chamber in which
the piston valves move. Thus the piston valve is
perfectly balanced in so far as the Steam pressure
is concerned and the frictional load induced by the
excess steam pressure on the back of the ordinary
slide valve is eliminated, there remaining only such
frictional resistance as is necessary to obtain tight-
ness against steam leaks.
Valve, Poppet.
Valve Quadrant. That portion of the reversing gear
on a steam engine to which the ends of the eccentric
rods are attached and which is curved to the arc of a
circle.
Valve, Radiator. A valve controlling the flow of hot
water or steam to a radiator. It is usually an angle
valve. Page 963.
Valve, Reducing. It is located in the steam supply line
in order to reduce the pressure of the steam sup-
plied to auxiliaries. Such reductions are made in
the interest of production economy and steadiness
of operation. Pages 997, 1022.
Valve, Reducing Steam. A self-acting valve so ar-
ranged by means of diaphragms and springs that
the steam pressure will be reduced after passing
through the valve.
Valve, Regulator. A valve so constructed that it will
deliver a liquid or a gas at a given pressure. Pages
1019, 1021, 1022, 1043.
Valve, Relief. A valve designed to open automatically
at a desired pressure. They are installed on the
cylinders of reciprocating engines and sometimes
on the valve casings. Pages 1007, 1023, 1037.
Valves, Safety. Valves arranged to open at any pre-
determined pressure and, by permitting the escape
of vapor, gas or other medium, to prevent ex-
plosion or damage to the boiler, tank or other
container. Pages 1004, 1005, 1007. .
Valve, Sea. A valve located at or near the outside
plating of a vessel to supply sea water to the fire
pumps and for flooding the ballast tanks, etc.,
also for discharging water overboard from bilge
pumps, ballast pumps, condenser circulating pumps,
boiler blows, etc. Page 608. -
Valve, Sea Suction. See SEA CHEst.
Valve, Sentinel. See VAlve, ALARM. - -
Valve, Shifting. A small sized valve placed on con-
densers, pipes or, in general, other low pressure
parts to allow the escape of air trapped in pockets,
the valve closing automatically to prevent inflow
from the atmosphere.
Valve, Slide. A device intended to regulate the admis-
sion of steam to and its exhaust from the cylinder
of a reciprocating engine. For this purpose it is
given a straight line reciprocating motion bearing
a definite relation to that of the piston itself. This
relation is such that the steam ports in opposite
ends of the cylinder are alternately uncovered so
that the steam is admitted first to one side of the
piston and then to the other at the proper points
in its stroke, the exhaust taking place regularly
See VALVE, THROTTLE.
142
VAL
VEN
SHIPBUILDING CYOLOPEDIA
meanwhile. The operation of the engine then be-
comes continuous. -
For purposes of economy in practice the supply
of steam must be cut off early and expanded during
the remainder of the stroke. Also the exhaust
should be closed before the end of the stroke in
order to obtain cushioning and steam must be ad-
mitted just before the end of the stroke. The pro-
vision of lap and lead assists in accomplishing the
foregoing. . .
Valve, Sluice. A valve secured to a bulkhead usually
without any connecting pipes, for use in allowing
water to flow to and from adjoining compartments.
Valve Stem. The rod connecting the valve with its
means of motion, in the case of a steam engine with
the eccentric and rod, and in the case of a water
valve with the handwheel.
Valve Stem Guide Bracket. The bracket forming a guide
support for the outboard end of the valve-stem, some
distance away from the valve chest, and intended to
keep the valve stem in straight line motion.
Valve-Stem Stuffing Box. The box on the end of a
valve, through which the valve-stem travels, contain-
ing the packing, which prevents the escape of a gas
or fluid under pressure from the valve. The stuf-
fing box generally consists of an enlargement in
the valve for the reception of the packing and a
gland for pressing the same into place against the
rod.
Valves, Stop. Generally considered as the valves es-
pecially fitted to cut off the supply of steam from
the boilers to the engines. Also designated to dis-
tinguish from check valve, stop check valve, stop
check lift valve, etc. : Stop valves are fitted in pipe
lines where it is desired to permit flow or to shut
off the flow, the check valve being intended to per-
mit flow in one direction only, the stop check act-
ing as a stop valve in shutting off flow and also a
check, but limiting the flow at all times to one
direction, while the stop check lift serves as a stop
valve, may act as a check valve, and may, if desired,
permit flow in both directions.
Valve, Stop, Boiler. A valve installed on the line con-
necting each boiler with the main steam line.
By this valve any boiler may be cut off com-
pletely or the steam from it regulated.
Valve, Storm. A simple form of check valve or flap
valve on the end of a pipe discharging through the
ship’s side above the waterline to prevent the sea
from backing into the pipe.
Valve, Throttle. A valve designed to control the sup-
ply of steam to the engine when stopping and start-
ing.
It is fitted in the main steam pipe near its point
of connection to the high pressure valve chest.
The principal requirements to be met are rapidity
of operation and minimum obstruction to the flow
of steam when open. -
Any one of several types of valve may be used,
depending on the size and type of engine involved.
The gridiron valve is a type of unbalanced valve
Sometimes used as a throttle. This is a slide valve
in which a large area of opening for the passage
of steam may be obtained by means of a relatively
small movement of the valve.
This valve operates with excessive friction.
The butterfly type of balanced valve is frequently
used as a throttle. In one form it consists of an
oval disc swung on a spindle across the pipe to an
oblique position. In another form it is a circular
disc slightly smaller than the internal diameter of
the pipe intended to swing square across the pipe
when in operation. Both these types swing into a posi-
tion in line with the pipe axis when not in opera-
tion. ©
The double beat poppet valve is a type of bal-
anced valve frequently employed as a throttle. It
consists of two discs of nearly the same area car-
ried on and operated by a common spindle. Steam
is admitted so that the loads on the two valves are
opposite in direction.
This type of valve is easily operated but is sub-
ject to steam leaks. -
A disc valve with a balance piston carried on the
same spindle is a common type.
In large installations the throttle is frequently
power operated by means of an auxiliary cylinder.
Valve or Steam Chest, sometimes termed Valve Box.
The casting in which steam passages and ports
are formed and through which the rod which
actuates the valve works. It is provided with
covers for access and inspection, is fitted with a
stuffing box through which works the valve rod
and with openings for the attachment of the main
steam pipe from the boiler as well as for the ex-
haust steam pipe to the open air or condenser.
Valves, Under-water. Valves such as sea valves which
can only be repaired or replaced while the ship is in
dry dock.
Valves and Cocks, Sluice. Sluice valves and cocks may
only be fitted on watertight bulkheads under condi-
tions where they are at all times accessible for ex-
amination; the control rods are to be workable from
the bulkhead deck, and are to be provided with an
index to show whether the valve or cock is open or
shut, the control rods are to be properly protected from
injury, and their weight is not to be supported by the
valve or cock. No sluice valve or cock is to be fitted
on a collision bulkhead.
Vanadium Steel. See Steel AND IRON.
Vane. A fly made of bunting and carried at the truck,
which being free to rotate on a spindle, indicates the
direction of the wind. -
Vangs. Ropes secured, generally one on each side, to
the outer end of a cargo boom, the lower ends
being fastened to tackles secured to the deck. The
vangs are used for guiding and swinging the boom
and for holding it in a desired position, as over a
cargo hatch. The term is also applied to ropes se-
cured to the after end of a gaff and led to each
side of a vessel in order to steady the gaff when the
sail is not set. Page 333.
Variety Molder. See MoldING MACHINE, VARIETY.
Varnish. See PAINT. -
Veer-Chain. A command to allow the anchor chain to
run Oldt. - y
Veering. Changing direction, used in referring to the
wind and also to the course of a vessel.
Vehicle. See PAINT. •
Veneer Press. A press designed to hold or clamp a
thin layer of high class or expensive wood on a back-
ing of inferior grades of wood until the glue uniting
the two is hard and set. w
Veneering. The art of facing inferior grades of soft
wood with a thin layer of more expensive hard wood.
Venetian Red. See PAINT.
143
VEN
VOI
SHIPBUILDING CYCLOPEDIA
Ventilating Flooring. See GRATINGs.
Ventilating Trunk. See TRUNK, VENTILATING.
Ventilating System. A system consisting of light metal
pipes, blowers, special intakes, etc., for supply fresh air
to and removing foul air from the various compart-
ments in a vessel.
Ventilation. The process of providing fresh air to the
various spaces and replacing foul or heated air by
fresh air. Pages 673 to 678, 1051, 1052, 1053. Plate
LI.
The American Bureau of Shipping states all holds,
'tween decks, and bunkers are required to have two
ventilators placed as nearly as possible at the ends of
each compartment; and a ventilator must be led into
peaks, tunnels, or other compartments where gas is
likely to accumulate. Mechanical means of ventilation
will be accepted, provided the arrangements are ap-
proved by the Committee.
Ventilators on the weather portions of Freeboard
Decks and on Forecastle Decks are to have coann-
ings 36 inches high; those on the weather portions
of Bridge Houses and Poops may be 30 inches high.
The thickness of the coamings is not to be less than
.30” in vessels not exceeding 100 feet length, and
.40” in vessels 200 feet length and above; the thick-
ness for vessels of intermediate lengths may be
obtained by interpolation. The coaming angles
are to be .10" thicker than the plates and secured to
deck plating of sufficient thickness and properly
stiffened, by rivets spaced not more than 4 di-
ameters center to center. If coamings are more
than 36 inches high and are not supported by ad-
jacent structures, they are to have additional
strength and riveting. Ventilator cowls are to fit
closely over the coamings and are to have at least
15 inches of housing. Ventilator coamings are to
be provided with strong plugs and canvas covers
or efficient metal covers which can be rapidly and
effectively secured in place.
Ventilation, Funnel. The expanding or bell mouth end
of a ventilation pipe which is supplied with air from
a mechanical system. Its object is to reduce the
velocity of air entering the space.
Ventilation, Mechanical. Ventilation supplied by fans
or blowers and sometimes by compressed air, the fans
being operated by electric motors, steam engines or
other mechanical means. The ventilation in this case
is forced or induced by the fan through a pipe or pipes
to one or more compartments whereas natural ventila-
tiou would require a separate pipe and cowl for each
compartment.
Ventilation, Natural. Ventilation depending on the
wind blowing into the cowls and down the ventilators,
and also on the natural tendency of heated air to rise
and escape through the pipes and trunks provided.
Pages 673 to 678. Plate LI.
Ventilation, “Thermotank” System. A ventilation sys-
tem in which the air is heated by passing over or
around tubes through which steam or hot water is
circulated. The box or tank containing the steam
coils is called the thermo tank.
Ventilator, Mushroom. See MUSHRoom VENTILATOR.
Ventilator Turning Gear. Simple form of rack and
pinion with handwheel and shafting arranged so that
the ventilator of the cowl type located on an open
deck can be turned so as to face the wind if a supply
ventilator, and away from the wind if an exhaust
ventilator. Pages 677, 1052.
Ventilators, Bell-Mouthed or Cowl. Terminals on
open decks in the form of a 90 degree elbow with en-
larged or bell shaped openings, so formed as to obta.n
an increase of air supply when facing the wind and
to increase the velocity of air down the ventilation
pipe. Pages 673, 1052. w
Ventilators, Goose-Neck or Swan-Neck. Terminals
consisting of a 180 degree bend used only on ends
of exhaust pipes and so shaped as to make the clogging
of the outlet difficult. Page 675. • ?
Vermilion. See PAINT.
Vertical Borer. A vertical spindle drilling machine
used for drilling holes in wood.
Vertical Center Keelson. See
CENTER.
Vertical Punch. See PUNCH, VERTICAL.
Vessel. A craft designed to float on and pass from
place to place over the water. The term usually
refers to types larger than boats.
Vessel, Sailing. A vessel propelled by sails. Where
there is an auxiliary power plant she is only a sailing
vessel as far as the navigating laws are concerned
when the machinery is not in operation or when she
is not under steam.
Vessel, Steam. A vessel propelled by steam power.
According to the rules to prevent collisions in the
navigation laws, “all vessels over sixty-five feet in
length propelled by machinery and tugboats and tow-
boats of any length propelled by steam are considered
steam vessels. If both machinery and sails are in-
stalled, she is considered a sailing vessel only when not
under steam.
Virtual Center of Gravity. The point at which the
weight of a liquid with a free surface may be consid-
ered to be concentrated when taking account of its
effect upon the initial stability of a vessel.
The virtual center of gravity of a free liquid is in a
vertical line directly above the actual center of gravity
and the distance between the actual and virtual cen-
ters of gravity equals the moment of inertia of the
free surface divided by the volume of the liquid.
Vise, Combination. A type of vise designed for se-
curely holding work of irregular form while filing, etc.
Vise, Hinged Pipe. A type of vise especially designed
for use on pipe works. It is usually mounted on a
work bench or table and the frame is made in two
parts hinged on one side and locked with a toggle
pin on the other. The upper jaw is operated in a
vertical direction by a threaded spindle passing
through the upper frame. The jaws are made in a
diamond shape to give a better grip on the pipe. Page
773.
Visible Lights. See LIGHTs, VISIBLE.
Visor. A small inclined awning supported by a pipe
frame running around the pilot house of a steamer,
over the windows, to exclude the glare of the sun or
prevent rain from coming in over the tops of the
window sashes.
Voice Tube. A tube designed for the carriage of the
human voice from one part of or station in the ship
to another.
In its simplest form the voice tube system in-
cludes a speaking connection between the pilot
house and engine room only. In large war ves-
sels the system becomes very complicated.
Voice tubes are generally made up to about four
KEELSON, VERTICAL
144
VOL
WAT
SHIPBUILDING CYOLOPEDIA
inches in diameter and fitted with appropriate
speaking and listening terminals.
Pages 679, 680.
Plates LII to LX.
Volt. The practical unit of electromotive force. It
represents that pressure which produces a current of
ampere in a resistance of 1 ohm.
Voltage Regulators. An instrument usually mounted
on a switchboard for the purpose of keeping the volt-
age at a predetermined value.
Page 954.
Voltmeter. An instrument for measuring the differ-
ence in potential between two points in a circuit.
W
Wake. The disturbed water left behind a moving ves-
sel. When dealing with propellers and propeller de-
sign a special significance attaches, which may be
explained as follows. When a ship moves through
the water a forward motion is imparted to the parti-
cles of water lying close to the hull of the vessel.
This forward motion of the water close to the hull
increases in intensity as it approaches the stern of
the vessel so that the propeller actually revolves in
water which has a decided motion in the forward di-
rection. This forward moving water has a marked
influence upon the efficiency of the propeller and for
convenience is referred to as the “Wake.”
Wake. The water at and immediately abaft a vessel's
stern which follows the vessel with differing ve-
locities at various points as she moves ahead.
The wake is due to several causes, among which
are: the effect of the natural stream line flow round
a vessel's after body; the increase in thickness and
velocity of a vessel's frictional belt as the stern
is approached; with very full lines the actual for-
ward drag of the water behind the stern; and, un-
der certain conditions, the vessel's own wave
action.
For information in greater detail see:
“Speed and Power of Ships,” by Admiral D. W.
Taylor, and
“Ship Form, Resistance and Screw Propulsion,”
by G. S. Baker.
ake Gain. The increase in the effective thrust of a
propeller, for a given power delivered thereto, on
account of the forward motion of the water form-
ing the wake behind a vessel's hull. The wake gain
is only realized to its full extent when the water
enters the propeller disc in unbroken lines of flow
closely parallel to the propeller shaft and when the
clearance between blade tips and hull and blade tips
and surface of water is ample.
Wales. The side planking on a wood ship lying be-
tween the bottom and topside planking.
Walk Way. See BRIDGE, CoNNECTING.
Wall Crane. See CRANE, JIB. -
Wane. Bark or lack of wood from any cause on edges
of lumber.
ardroom. A room or space on shipboard set aside
for use of the officers for social purposes and also
used as their mess or dining room.
Wardroom Country. All the space on a deck devoted
to the quarters of the wardroom officers.
arp. A light hawser or tow rope; to move a vessel
along by means of lines or warps secured to some
fixed object; the lengthwise threads in woven material
so called from the operation of assembling and ar-
ranging the threads known as warping. Page 825.
Warping. A term applied to the operation of moving
a vessel from one place to another about a dock or
harbor by means of hawsers. The operation of chang-
ing a vessel's berth when it is not performed by tugs
or its own propelling machinery.
Warping Winch. See WINCH, WARPING.
Wash Bulkhead. See BULKHEAD, WASH.
Wash Plates. Plates fitted fore and aft between floors
for the purpose of checking the flow of bilge water
when the vessel is rolling.
Wash Port. See Port, BULwARK, CLEARING or FREEING.
Watches. Nautical divisions of time usually four hours
each for standing watch or being on deck ready for
duty. The first watch extends from 8 p. m. to mid-
night, the mid watch from midnight to 4 a. m., the
morning watch from 4 a. m. to 8 a. m., the forenoon
watch from 8 a. m. to noon, the afternoon watch from
noon to 4 p. m. ; the watch from 4 p. m. to 8 p. m. is
usually divided into two equal parts known as the
first and second “dog watches”; division, usually one-
half, of the officers and crew who together attend
to the working of a vessel during the same watch.
These are designated as the starboard and port
watches, each of which is alternately on duty.
Water Ballast. See BALLAST, WATER.
Water Ballast Tank. A tank in which sea water for
ballast is confined.
Water-courses. A term applied to limber holes and to
gutters in the lower portions of compartments between
limber holes.
Water Gage, Boiler. See Borler GAGE, WATER.
Water Light. An apparatus for automatically lighting
a ring life buoy, life boat, or raft when in the water.
The light, which is self-igniting and non-poisonous,
consists of a cylindrical copper receptacle filled with
calcium carbide and calcium phosphide. A plug fitting
into the cylinder is automatically withdrawn when cast-
ing the buoy overboard, water is admitted to the
chemical compound, thereby producing in about one
minute a brilliant flame lasting an hour or longer.
Waterline (Light). See LIGHT WATERLINE.
Waterline (Loaded). The waterline to which a vessel
sinks when fully loaded.
Water-logged. So saturated or filled with water as to
be unmanageable.
Waterplane. A plane coincident with or parallel to
the surface of the water and limited by the line of
its intersection with the vessel's hull.
Waterplane Area. The area of the waterplane at which
the ship floats.
Waterplane, Coefficient. See CoEFFICIENT, WATERLINE.
Water Pump. See PUMP, WATER.
Water Service Pump. See PUMP, WATER SERVICE.
Water Tenders. Members of a ship's boiler room force
who are responsible for the proper supply of water
to the boilers.
Watertight Bulkhead. See BULKHEAD, WATERTIGHT.
Watertight Conduit Box. See CoNDUIT Box.
Watertight Compartment. A space or compartment
within a ship having its top, bottom and sides con-
structed in such a manner as to prevent leakage.
Watertight Door. See Door, WATERTIGHT.
Watertight Electric Light Fixtures. See ELECTRIC
LIGHT FIxTURES, WATERTIGHT.
Watertight Hatch. See HATCH, WATERTIGHT.
Watertight Plug, Electric. See PLUG, WATERTIGHT Elec-
TRIC.
Watertight Snap Switch. See SNAP Switch.
145
WAT
WEL.
SHIPBUILDING CYCLOPEDIA
Water Tube Boiler. See Boiler, WATER TUBE.
Waterway. On wood ships the margin plank running
aiong the edges of the decks adjacent to the inside
faces of the frames. This timber is always thicker
than the regular deck planking. On steel ships with
planked decks the gutter formed along the sides of a
deck by the waterway and stringer angle bars.
Waterway Bar. A term applied to an angle bar at-
tached to a deck stringer plate forming the inboard
boundary of a waterway and serving as an abutment
for the wood deck planking.
Watt. The unit of electrical power. It is the amount
of power given by 1 ampere under a pressure of 1
volt. One watt equals 000134 horsepower.
Wattmeter. An instrument for measuring electrical
power.
Wave Length. See RAdio.
Wave Profile. In the case of the bow wave which for
a given speed and ship assumes a fairly constant size,
shape and position relative to the ship's length, it is
the wave outline against the ship's side.
For the purposes of the strength calculation a deep
sea wave is assumed and its profile considered as
conforming closely to a mathematical law.
Ways. A term applied to the tracks and sliding tim-
bers used in launching a vessel. Also applied in a
general sense to the building slip or space upon which
a vessel is constructed.
Ways, Ground. The stationary timbers or tracks laid
upon the ground or foundation cribbing upon which
the sliding timbers or ways, supporting a vessel to be
launched, travel.
Ways, Launching. Two sets of long heavy timbers
arranged longitudinally under the bottom of a ship
with one set on each side, and sloping towards the
water. Each set is composed of two separate mem-
bers with the adjoining surfaces well lubricated with
oil and tallow. The lower members are called the
ground ways and remain stationary while the upper
members are called the sliding ways and support the
weight of the ship upon the removal of the shores
and keel blocks and slide overboard with the ship at
its launching. -
Ways, Sliding. Timbers supporting a vessel to be
launched which slide with the vessel along the sta-
tionary track or ground ways.
Weather Bow. That side of the bow toward the wind.
Weather Brace. A brace leading to that side of a ves-
sel from which the wind comes. The opposite of the
lee brace.
Weather Deck. See DECK, WEATHER.
Weather Quarter. That quarter of a vessel toward
the wind.
Web. That portion of a beam or girder between, the
flanges which acts to hold the flanges in place and to
resist the internal sheer stresses of the girder.
Web Frame. See FRAME, WEB.
Web Frame Angle Bars. . See FRAME, WEB, ANGLE BARs.
Web Frame Angle Clips. See FRAME, WEB, ANGLE
CLIPS.
Web Plate. See PLATE, WEB.
Wedge of Emersion. Consider the waterplane of a
vessel floating upright as a plane fixed in its relation
to the vessel. Term this the U plane. Incline the
vessel to an angle from the upright. In the process
of inclination the U plane forms two wedges with the
surface of the water. The wedge which is above the
surface of the water with the ship in the inclined
position is called the wedge of emersion, while the
wedge below the surface of the water is the wedge
of immersion.
Wedge of Immersion. See WEDGE of EMERSION. -
Wedges. Wood or metal pieces shaped in the form of
a V, used for driving up or for separating work.
They are used in launching to raise a vessel up and
on to the cradle from the keel blocks. -
Weeping. The very slow issuance of water through
the seams of a ship's structure or from a containing
vessel in insufficient quantity to produce a stream.
Weigh. To take the weight of the anchor on the
chain; to hoist the anchor.
Welders. Workmen making joints by means of gas
or electricity. -
Welding. The art of joining or uniting two pieces of
iron, steel or other metal together into one piece.
Welding iron and steel by heating the parts to
be united to a plastic state and putting them to-
gether and hammering the joint has been practised
for centuries. -
Recently, gas, electricity and “Thermit” have come
into extensive use for wedding in shipwork, as
machines and appliances have been devised where-
by the work can be done with the parts to be
welded in place on the structure.
The importance of welding, both in construc-
tion and repair work, was recognized by the Gov-
ernment during the war and a committee was ap-
pointed to study and promote its application. The
, repairs made to the damaged machinery of the
interned German liners were accomplished by
autogenous welding with a great saving of time
and expense.
Welding, Autogenous. The process of fusing and
uniting metals by the application of intense heat,
without compression or hammering. Steel, cast
iron, copper, brass, bronze and aluminum can be
united by autogenous welding.
Welding, Electric. A term applied to the art of weld-
ing by the use of the electric current. Two general
methods of electric welding are now in use, one
of which is accomplished by resistance and the
other by the arc. -
Resistance welding may be subdivided into three
groups, butt, spot, and seam. In this method the
pieces to be united are clamped together in the
final position desired and a current passed through
the joint until the metal becomes plastic. Pressure
is then applied to bring the surfaces to be united
into close contact and also to exclude the oxides.
Arc welding may be subdivided into two groups,
carbon and metallic arc welding. With the carbon
electrode, an arc is struck at the joint to be welded,
which supplies the heat and the end of a rod of
metal is placed in the arc supplying the material
for the weld.
In the metallic arc method, an arc is struck at
the joint to be welded, which not only supplies the
heat but also projects, from a globule that forms
on the end of the metal electrode, the minute par-
ticles of metal that make up the material of the
weld. -
Metallic arc welding is performed with either a
bare metal electrode or by a metal electrode coated
with a flux. Either alternating or direct” current
may be used.
In castings and where the metal has little chance
146:
WEL
WEL
SHIPBUILDING CYOLOPEDIA
*=–
to expand, preheating of the pieces to be welded
is desirable. Pages 757, 759, 939, 957.
Lloyd's have the following tentative regulations
for electric arc welding:
General
The following Provisional Rules have been
adopted as a tentative measure for the classifica-
tion in Lloyd's Register Book of vessels electrically
welded, subject to the notations “Experimental”
for electric arc welding:
The approval of the Society will be given to any
system of welding which complies with these Regu-
lations and consideration will be given to any al-
ternative constructional arrangements which may
be submitted for approval.
System of Welding and Workmanship
The system of welding proposed to be used must
be approved and must comply with the regula-
tions and tests laid down by Lloyd’s Committee.
The process of manufacture of the electrodes
must be such as to ensure reliability and uniform-
ity in the finished article. -
Specimens of the finished electrodes, together
with specifications of the nature of the electrodes,
; , must be supplied to the Committee for purposes of
record. º * . . . . . . .
The Society’s Surveyors shall have access to the
works where the electrodes are manufactured, and
will investigate, from time to time as may be nec-
essary, the process of manufacture to ensure that
the electrodes are identical with the approved
. . specimens. . . . . - -
Alterations from the process approved for the
manufacture of electrodes shall not be made with-
out the consent of the Committee. -
The regulations for the voltage and amperage
to be used with each size of electrode, and for the
size of electrode to be employed with different
thicknesses of material to be joined, are to be ap-
proved by the Committee.
* The Committee must be satisfied that the operat-
ofs engaged are specially trained, and are experi-
enced and efficient in the use of the welding system
proposed to be employed. -
Efficient supervisors of proved ability must be
provided, and the proportion of supervisors to
t welders must be submitted for approval.
. . .
Details of Construction
The details of construction of the vessel and of
the welds are to be submitted for approval.
Before welding, the surfaces to be joined must
be fitted close to each other and the methods to
be adopted for this purpose are to be approved.
All butt and edge connections are to be lapped
or strapped. . ... - s
With lapped connections the breadths of over-
laps of butts and seams and the profiles of the
welds are to be in accordance with the following
table :
40 and under. . . . . . . . . . . . . . . . . . . 2% 28
60 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2% .38
-.80 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234 .48
100 . . . . . . . . . . . . . . . . . . . . . . . .3 .50
Intermediate values may be obtained by direct
interpolation, and for thicknesses below 40 the
throat thickness is to be about 70 per cent. of the
“... thickness of the plate.
- ‘A’ “full weld” extends from the edge of a plate
* . . . . . . . . . • * 147
for a distance equal to the thickness of plate to be
attached, and the minimum measurement from the
inner edge of plate to the surface of weld is the
throat thickness given in the table above.
A “light closing weld” is a single run of light
welding worked continuously along the edge of the
plate. Such a weld may, however, be interrupted
where it crosses the connection of another member
of the structure. -
An “intermittent or tack weld” has short lengths
of weld which are spaced three times the length of
the weld from centre to centre of each short length
of weld. Such tack welding may vary in amount
of weld between a “full weld” and a “light closing
weld.”
The general character of welds is to be in accord-
ance with the following table: &
Inside Outside
ſº edge. edge.
(a) Butts of shell, deck and inner bottom plating. . }
(b) Butts of longitudinal girders and hatch coamings F F
..(c) Edges of shell, deck and inner bottom plating. . } L
(d) Butts and edges of bulkhead plating . . . . . . . . F
Toe. Heel
(e) Frames to shell, reverse frames to frames and
- OOTS • . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(f) Beams to decks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(g) Longitudinal continuous angles. . . . . . . . . . . . . . T L
(h) Side girders, bars to shell, intercostal plates,
floors and inner bottom. . . . . . . . . . . . . . . . . . . .
(i) Bulkhead stiffeners
F = full weld, I. = light weld, and T = tack weld.
All bars required to be watertight are to have
continuous welding on both flanges with tack weld-
ing at heel of bar. -
The welded connections of beam, frame and
other brackets are to be submitted for special con-
sideration. e - *
The Committee may require, when considered
necessary, additional attachment beyond that speci-
fied above, and the welding of all other parts is to
be to their approval, , - -
Welding, Gas. A method of welding in which the heat
is supplied by a torch through which a stream of
gas and oxygen are united producing a flame of
high temperature.
The torch is applied to the joint to be welded and
the end of a metal rod is placed in the flame to
supply the welding material. Acetylene gas is most
commonly used for this purpose. -
. In castings and in work where the metal has little
. . . chance of expansion preheating of the pieces to be
... welded is desirable. Pages 754, 755, 756.
Welding Machine. A term commonly applied to the
generator, motor generator set or transformer which
comprise the principal part of an electric welding out-
fit. In the case of a spot welding machine, the term
is generally used to include the complete outfit.
Pages 757, 759, 939, 957. -
Welding Outfit. The apparatus used in making welds.
| Such equipment may vary greatly, depending upon the
- welding process employed. Pages 754, 755, 756.
..Welding Rods. A red of metal either with or without
* a flux coating, used to supply the material in making d
weld. Page 758, 890. . . . . .
Well. The space between the first bulkhead of a long
poop deck or deck house and a forecastle bulkhead.
& S 4 & 9 º' tº e º ºs e º is a dº º ſº. 6 e º e g º e ºl
• Well-Deck Vessel. A merchant vessel having a sunken
... deck fitted between the forecastle and a long poop or
continuous bridge house or raised quarter deck.
Well-Hole. A companionway or staircase enclosed on
three sides. . . . •
Wells. See PUMP WELLs. .
, , - ſº
3 .
WET
WIN
SHIPBUILDING CYOLOPEDIA
Wet Dock, Wet Slip. Wet docks are basins into which
vessels are admitted at high tide through gates which
when closed retain the water at a constant level, not
being affected by change in tides without. A wet slip
is an opening between two wharves or piers where dock
trials are usually conducted and the final fitting out is
done.
Wetted Surface. The area of the immersed surface of
the hull. It may or may not include the wetted
surfaces of the appendages.
Whaler. A vessel designed for or used in the whale
trade.
Wharf. A structure built on the shore of a harbor,
river, canal or the like and extending out into deep
water so that vessels may lie close alongside to re-
ceive or discharge cargo or passengers.
Wheel Port. See APERATURE.
Wheel, Steering. See SteeRING WHEEL.
Wheelhouse. A shelter built over the steering wheel.
The term is generally used relative to the house in
which a hand steering wheel is located.
Whelp, Chain. A term applied to wood drums on a
windlass having iron strips attached to them to grip
the anchor chain and prevent wear on the drums.
Whip. The term whip is loosely applied to any tackle
used for hoisting light weights and serves to designate
the use to which a tackle is put rather than the method
of reeving the tackle. The “single whip” or the “double
whip” is the usual reference when using the term, but
hatch whips, mast whips, etc., are often rove as luff
tackles or as two fold purchases. A single whip gives
no increase in power but simply a change in direction
of the power applied.
Whip-Upon-Whip. One whip arranged to haul on the
fall of another.
Whipping. Turns of twine or small stuff wound around
the end of a rope to prevent it from unlaying.
Whistle. A steam or air whistle should be fitted on the
forward side of the smoke stack for signaling. Pages
1006, 1035, 1037.
Whistle Control, Electric. To eliminate the danger of
breakage to the whistle rope and to reduce the physical
labor required to blow the whistle frequently in fog,
the electric control has been developed. It consists of
a controlling switch located in the pilot house and on
the bridge and electrically connected to a relay located
in the engine room. The closing of the control switch
in the pilot house causes the relay to close which com-
pletes a circuit through a solenoid located just below
the whistle valve. The pull of this solenoid operates
the whistle valve. Page 1086.
Whistle Pull. A cord or rope of small diameter extend-
ing from the whistle to the pilot house and used to
operate the same.
Whistle Valve, Balanced. To overcome the strong pull
required to open the simple type of whistle valve
against high pressure the balanced valve was devel-
oped. The principle involved is usually the same in
different designs. The pull on the valve lever opens a
small port which allows the full pressure of steam to
pass to the atmospheric side of the valve or an ex-
tension of the main valve. This balances the pressure
of the boiler side and makes the complete opening of
the valve very easy. It is principally employed where
the electric control is used.
White Lead. See PAINT.
White Rope. See RoPE, WHITE.
Wildcat. A special type of drum whose faces are so
formed as to fit the links of a chain of given size. . .
Winch. A hoisting or pulling machine fitted with a
horizontal single or double drum. A small drum is
generally fitted on one or both ends of the shaft sup-
porting the hoisting drum. These small drums are
called gypsies, niggers, or winch heads. The hoisting
drums are either fitted with a friction brake or are
directly keyed to the shaft. The driving power is
usually steam or electricity but hand power is also
used. A winch is used principally for the purpose of
handling, hoisting and lowering cargo from a dock or
lighter to the hold of a ship and vice versa. It is also
used to top the booms, take up on lines in miscellaneous
work aboard ship, in warping a ship into dock and in
some cases for working windlasses and pumps by
messenger chain. Pages 322, 333, 845, 846, 847, 848,
849, 850, 852, 854, 856, 857, 858, 859, 860, 862, 863, 864,
884, 959. -
Winch, Crab. A term applied to a small winch.
Winch Foundations. In the first place the deck itself
in the way of a winch should be sufficiently strength-
ened and stiffened by stanchions, heavier deck beams
or both. In case the deck is not plated it is desirable
that plating of the approximate size of the base of the
winch should be fitted not only to reduce vibration but
also to take the holding down bolts. It is recommended
that this plating be placed both on the top and bottom
of the deck beams and firmly connected to them, with
wood filling between the plates. With thin deck plating
a doubling plate under the winch should be fitted.
While it has been the custom in some yards, particu-
larly on the Pacific Coast, to place a wood sole on the
deck under a winch, this practice is objectionable be-
cause of the difficulty of keeping the wood from rot-
ting. It is better to set the winch on the deck or on
channel bar bearers and in case of a wood deck to fit a
bounding bar around the winch to form an abutment
for the planking. Pages 532,536.
Winch Head. A small auxiliary drum usually fitted on
one or both ends of a winch. The method of operating
a winch head is to take a couple of turns with the
bight of a rope around the drum and to take in or
pay out the slack of the free end.
The winch head is used for topping booms, handling
whips, warping, etc.
Wind-catchers. Special devices, such as wind sails, air
port at scoops, etc., placed facing the wind so as to
create a draft of air into the space desired.
Winder. A tool used on the bending slab to handle
heated shapes.
Windlass. The American Bureau of Shipping requires
that the windlass must be of good substantial make,
suitable for the size of cable required by the Equip-
ment Table. See EQUIPMENT. Care is to be taken to
insure a fair lead for the chain from the windlass to
the hawse pipes. The windlass is to be well bolted
down to a substantial bed; and deck beams below the
windlass must be of extra strength, and additionally
supported.
Windlass, Electric. See WINDLAss, STEAM. A power
driven windlass in which the electric motor re-
places the steam engine. The motor may be con-
nected directly or by means of reduction gearing
to the windlass mechanism.
Pages 850, 859.
Windlass Foundation. A term applied to a seating
prepared for a windlass foundation. This seating
may be built up from the deck or the deck may be
reinforced by thicker or extra plates and shapes. Ir
148
WIN
ZIR
SHIPBUILDING CYCLOPEDIA
addition pillars or bulkheads fitted under the deck
help to carry the weight down to the main structural
members.
Windlass, Spanish. See SPANISH WINDLAss.
Windlass, Steam. An apparatus in which horizontal
drums or gypsies and wildcats are operated by
means of a steam engine for the purpose of han-
dling heavy anchor chains, hawsers, etc.
The engines are usually of the simple reversible
type, the cylinders being variously disposed and
actuating worm shafts which in turn operate the
gypsy and wildcat shaft through the worm wheels.
Pages 853, 859, 862, 863.
Window Frame Sill. See SILL, WINDow FRAME.
Window Sash. See SASH, WINDow.
Window Sash, Frame, etc. See SASH, FRAME, STILE,
HEADER, etc.
Windsail. A cylindrical canvas apparatus distended by
hoops and used to admit air to the lower portions of
a vessel. It consists of a head having two large flaps
or wings extended by bowlines. These wings catch
the air and direct it into an aperture in the sail. A
barrel or tail led through hatches conveys the air below
decks. In some cases the head is entirely open and is
fitted with four flaps avoiding the necessity of con-
stantly trimming the sail with the shift of the wind or
the swing of the vessel.
Wing Frames. See FRAMEs, WING.
Wing Girder. See GIRDER, WING.
Wing Tanks. Tanks located outboard and usually just
under the weather deck. They are sometimes formed
by fitting a longitudinal bulkhead between the two
uppermost decks and sometimes by working a diagonal,
longitudinal flat between the ship's side and the weather
deck.
Wing, Winging. A term used to designate structural
members, sails and objects on a ship that are placed
at a considerable distance off the centerline.
Winging Weights. The moving of weights (already
on board a ship) from the middle line towards the
sides. This increases the moment of inertia and
tends to lengthen the period of roll of the ship.
Winter Load Line. The waterline to which a vessel
is allowed to load when going to sea in the winter time.
Wire and Cables, Electric. See ELECTRIC WIRE and CABLEs.
Wire Mesh Bulkhead. See BULKHEAD, WIRE MESH.
Wire Rope. See RoPE, WIRE.
Wire Rope Fittings. See RoPE FITTINGs, WIRE.
Wireless. See RADIo.
Wireless House. A small house or enclosure usually
built on the uppermost deck to house the wireless
equipment and operators. Page 587.
Wood Deck. See Deck, Wood.
Wood Hatch. See HATCH, Wood.
Wood Grating. See GRATING, Wood.
Working. A term in current use having a variety of
applications; as, “working fit,” having sufficient clear-
ance to facilitate ease of motion; “working load,” the
normal load under which a structure or machine is
designed to operate; “working material,” material that
contributes to the strength of a structure; “working
part,” a movable part in a machine; “working loose,”
the loosening of a rivet, nut, screw, etc., under strain,
vibration, etc.
Worm, Worm Shaft. A threaded shaft designed to en-
gage the teeth of a wheel lying in the plane of the
shaft axis. This type of gear is used for the trans-
mission of heavy loads at low speeds.
Worming. Filling the contlines of a rope with tarred
small stuff preparatory to serving. This operation
gives the rope a smoother surface and at the same time
aids in excluding moisture from the interior of the
rope.
Work Shop. A small space fitted out with machines
and tools in which the crew may do general repair
work. An engineer's and a carpenter's workshop are
generally considered necessary on large vessels.
Page 682.
Wrench. A hand tool used to exert a twisting strain.
such as setting up bolts, nuts, piping and fittings.
Pages 772, 775, 776.
Wrench, Ratchet Socket. A wrench designed to oper-
ate in confined spaces. It usually consists of a spindle
with a socket at one end which fits over the bolt head
or nut and a screw feed on the other end. The
spindle is rotated by power supplied through a lever
and pawl and ratchet arrangement.
Pages 772, 775.
Wrinkling. Slight corrugations or ridges and furrows
due to the action of compressive forces.
Wrought Iron. Described under Steel and Iron.
Wyper. That shaft designed to operate the valve lifter
arms on a beam engine.
Y tº:
Yard. A term applied to a spar attached at its middle
portion to a mast and running athwartship across a
vessel as a support for a square sail.
Page 813.
Yard-arm. A term applied to the outer end of a yard.
Yardage. A term applied to the length per unit of
weight of ropes and small-stuff.
Yaw. The act of sheering suddenly and uncertainly
from a vessel's course. It may be caused by poor steer-
ing, by the condition of the sea, or by the charac-
teristics of the vessel's underbody or by any combina-
tion of the foregoing.
Yield Point. The maximum tensile stress which may
be impressed upon a material without straining
same beyond the elastic limit. When a material is
stressed beyond its yield point permanent set oc-
curs and when the stress is removed the material
fails to regain its original form.
Yoke. A frame or bar having its center portion bored
and keyed or otherwise constructed for attachment
to the rudder stock. The connecting rods from the
steering engine or the leads from the steering gear are
connected to each end of the yoke for the purpose of
turning the rudder.
Page 578.
Yoke Lanyards. Line attached at the extremities of the
yoke and extending to the stern sheets for use in
steering a small boat.
Z
Zee Bar. A rolled shape, generally of mild steel, hav-
ing a cross section shaped like the letter Z.
In ship work it is used for frames and bulkhead
stiffeners.
The size is denoted by dimensions of cross sec-
tions and weight per running foot.
Z Bar Frame. See FRAME, Z BAR.
Zee Frame. See FRAME, Z Bar.
Zig Zag Riveting. See RIVETING, STAGGERED.
Zinc. Described under Metals. *
Zinc Oxide. See PAINT. -
Zirconium Steel. See STEEL AND IRoN.
149
BASIC DESIGN
A TREATISE AND METHOD of PROCEDURE
FOR DETERMINING
THE DISPLACEMENT, PRINCIPAL DIMENSIONS, COEFFICIENTS,
FORM, WEIGHTS, INITIAL STABILITY, STRENGTH AND POWER
OF
MOD ERN WESSELS
BY
JAMES L. BATES
IN CHARGE OF BASIC DESIGN AT THE BUREAU OF CONSTRUCTION AND REPAIR,
NAVY DEPARTMENT, WASHINGTON, D. C.
SPECIALLY PREPARED
FOR
THE SHIPBUILDING CYCLOPEDIA
tillllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllſ|||||||||||||||||||||||||||||||||||||||||||||||||||||Iillllll
Foreword
A number of years spent in the basic design of ships of various
classes has impressed the author with some of the difficulties
involved, as well as with the opportunity offered by this line of
investigation for greater usefulness. The present work has been
undertaken in an effort to describe methods which have proved of
value in such investigations.
While it is recognized that no one method of analysis is ap-
plicable in its entirety to all problems, it has been found that most
problems arising in the early stages of ship design have in common
certain basic considerations. The attempt is hereinafter made to
discuss in a general way these basic considerations and to show the
relation of each to the problem of design. An order of procedure is
also suggested, partly because it has been found of very general
application and partly because it affords a reasonable sequence in
which to treat the several steps involved.
Treating the subject thus has necessitated partial discussion of
the same item at several different places in the work. This is in ac-
cord with the principle underlying most investigations of this char-
acter; namely, a series of steps or approximations, each approach-
ing more and more nearly to the accurate solution of the problem
in hand.
The writer desires to express his appreciation of the able
assistance rendered by the following gentlemen:
Mr. J. W. Clary, Bureau of Construction and Repair, Navy
Department, Washington, D. C.; examination and comment upon
subject matter and method of presentation.
Mr. L. F. Hewins, Experimental Model Basin, Navy Yard,
Washington, D. C.; examination and criticism of certain portions
relative to resistance and powering.
Mr. F. M. Hiatt, Bureau of Construction and Repair, Navy
Department, Washington, D. C.; preparation of the material rela-
tive to metacentric beam charts and investigation relative to the
power curves of merchant vessels. .
Mr. E. H. Monroe, Bureau of Construction and Repair, Navy
Department, Washington, D. C.; preparation of the material rela-
tive to freeboard and tonnage.
Lieut. R. E. Brown, Construction Corps, U. S. N., Off. Super-
intending Constructor, New York Shipbuilding Corporation, Cam-
den, N. J.; preparation of the material relative to flóOdable length
and damaged stability.
JAMES L. BATES.
||||||||IIIlllllllllllllllllllllllllllillllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllſ
ſ:
r
!
a pºse Basic Design for Modern, Wessels
INTRODUCTION
Bº." of THE NUMERoUs considerATIONS involved, it
must be recognized that there can be no royal road
to the successful design of ships. In other words, in
order to become a good designer one must design and
must learn through experience those methods which are
most satisfactory for the particular class of work in hand.
Much information of a general, and some of a very
definite and valuable character is available, but a great
portion of it exists in fragmentary form. The difficulty
involved in any attempt to bring together these various
items of information and at the same time so to relate
them as to form a logical and easily comprehended system,
is recognized. It is hoped, nevertheless, that a recital of
the steps and methods found of value in the actual work
may be of assistance both to those already carrying the
burden of design and to those beginning the study of the
subject.
It is felt, further, that there exists a general tendency
to economize time through the early stages of design—
namely, during that period in which type, dimensions,
coefficients, etc., are fixed—in order to undertake promptly
the work of general arrangement, scantlings, etc. It is
hoped that the information given herewith will prove of
value in the preliminary stages, so that it may be possible
to pass over them more promptly and with reasonable
assurance that the basis laid down will prove satisfactory
as the design develops.
In order to realize the results referred to above it will
be necessary to deal to a certain extent in generalities,
both on account of the breadth of the field and because of
the comparatively wide variations in practice. Whenever
possible, however, a general statement will be followed
by concrete examples in order that the information may
be made as definite as possible.
With the foregoing in mind it will be readily apparent
that satisfactory results can be anticipated only when the
Suggestions made and the information furnished are util-
ized with a clear conception of the values and limitations
inherent in any such general method when applied to a
given case.
Importance of Systematic Records
N BEGINNING THE DISCUSSION in detail of basic design,
I. seems desirable to touch briefly upon design data.
The accurate and systematic recording of information
relative to design already completed is of especial im-
portance. If such information be supplemented by reliable
reports of performance in actual service its value is greatly
increased. It is largely by means of the careful keeping
and intelligent study of such records that real progress is
assured. It is considered hardly practicable to outline a
system which would be of sufficiently general application
to be of real value; in fact, the system which may be
adopted for recording information is of secondary import-
ance, provided that some definite system is adopted and
Conscientiously followed. &
Basic Design Segregated into Six Divisions
Tº STEPS INVOLVED IN BASIC DESIGN are here for con-
venience segregated into six principal divisions or
§roups. These are noted below in their usual order and
mºms
are later followed by a more detailed discussion of the
considerations involved and their relationships to the
design.
The steps covered by the first division have for their
object the adoption, tentatively, of displacement and length
in order to obtain a basis for carrying out the investiga-
tions which follow and which depend directly upon the
size of the vessel.
The steps included in the second division relate prin-
cipally to the vessel's vertical dimensions, having in view
the location of the vertical position of her center of
gravity.
The steps covered by the third division have for their
object the selection of the beam in order that a proper
metacentric height may be realized and a reasonable period
of roll in service assured
The considerations dealt with in the first three divisions
are of a tentative nature, and have place in design in
order to form a basis for the investigations folowing.
On the assumption that the work done up to this point
has resulted satisfactorily, the determination of the most
efficient length is the next step and is covered in the
fourth division.
The principal steps in the fifth division relate to form
and weight, the object in view being the preparation of
the vessel's body plan and the obtaining of her principal
characteristics, including dimensions, coefficients, strength,
Scantlings, weights, stability, and power.
The sixth division covers a process of refinement, and
includes such subjects as freeboard, tonnage, damaged
stability, etc., which, while of secondary importance when
compared with the considerations previously referred to,
can not be ignored if satisfactory results are anticipated,
Classes of Ships
EFORE TAKING UP THE DETAILED ConSIDERATION of the
divisions above referred to, it is necessary to recog-
nize the existence of two principal classes of ships as
determined by the general purpose for which they are
intended. They are:
(a) The merchant vessel, or profit earner.
(b) The various types of naval vessel, and pleasure craft.
There is another class, miscellaneous, including barges,
tugs, car ferries, dredges, ice breakers, etc. The design
of such vessels, though governed by the same fundamental
considerations as all other types, involves experience of
an especial nature. This discussion, therefore, while appli-
cable in some particulars, is not intended to bear upon
vessels of these types.
While the treatment of the first class is of primary
importance in so far as the present discussion is con-
cerned, there are certain features which can best be
treated by reference to ships of the second class. Further,
it has been possible to obtain valuable information in
connection with the tests, and observations of the charac-
teristics and performances of naval vessels of various
classes, which while not available to any such extent for
merchant vessels, applies with certain modifications to them.
It is therefore intended to include the second class in
the present discussion, in so far as such a course will aid
in a satisfactory presentation of the subject.
The following is an outline of the items given especial
153
BASIC DESIGN
consideration in this discussion. They are listed in their
proper order under the six divisions referred to above.
FIRST DIVISION.—DISPLACEMENT AND
LENGTH
1. Requirements or characteristics.
2. Cost.
3. Type.
4. Displacement.
5. Length.
6. Useful load.
7. Speed length ratio.
8. Displacement length coefficient.
SECOND DIVISION.—DEPTH
1. Draft.
2. Depth.
3. Midship section coefficient and area.
4. Vertical position of center of gravity.
THIRD DIVISION.—BEAM
1. Period of roll.
2. Radius of gyration.
3. Metacentric height.
4. Transverse metacenter.
5. Beam.
6. Metacenter beam charts.
7. Longitudinal coefficient.
8. Approximate power.
FOURTH DIVISION.—OPTIMUM LENGTH
1. Trial ships and their selection.
2. Approximate power.
3. Strength.
4. Fuel.
5. Weights.
6. Curve of margins.
7. Costs.
FIFTH DIVISION.—FORM AND WEIGHT
1. Body plan.
2. Preliminary displacement and other curves.
3. Strength calculation.
4. Inertia of section and selection of scantlings.
5. Careful estimates of weights, stability and power.
6. Appendages.
SIXTH DIVISION.—CHECKING AND
RECAPITULATION
1. Freeboard.
2. Tonnage.
3. Floodable length.
4. Damaged stability.
5. Checking.
6. History of design.
7. Practical example.
FIRST DIVISION
Requirements or Characteristics
VER EMPHASIS OF SOME ONE REQUIREMENT has frequently
resulted in the embodiment of objectionable features
in many ships actually built and in service. The most
successful ship will be that which most satisfactorily
embodies the greatest proportion of the requirements im-
posed. Inasmuch as any ship involves a multitude of
different considerations and partially antagonistic require-
ments, it is only practicable to give unbiased attention
to the ship as a whole, with an accurate knowledge of all
the requirements and of the importance of each require-
ment relative to that of all the others. In view of the
foregoing, it will be apparent that before beginning any
design a clear statement of all the requirements to be met
is essential.
Cost
Tº QUESTION of Cost in some one of its various forms
may come up in such a manner as to require con-
sideration at the time of deciding upon the characteristics.
Such a condition may easily change the whole problem of
design by placing limitations upon certain ãº
In the present discussion it is assumed that such a con-
dition does not exist, and that the consideration of §§
may be taken up àº." other possibilities of the desiboº
have been investigatéd. N
Type
Fº DESCRIPTION AND SKETCHEs of various types of vessel
commonly met in both commercial and naval service,
reference is suggested to The Design and Construction of
Ships, by Sir John Harvard Biles, pages 51 to 81 inclusive.
Reference to The Naval Constructor, by G. Simpson,
pages 133 to 135 inclusive, will result in further in-
formation relative to merchant types.
In so far as steam merchant vessels are concerned,
the main differences between the various types referred
to consist in the character and size of deck structures
and erections and the number, character, and disposition
of the decks. -
The choice of type will depend almost entirely upon
the trade for which the vessel is to be designed, there
peing various conditions to which the different types re-
ferred to are especially adapted.
Location of the Machinery
H E FORE AN in AFT LOCATION OF THE MACHINERY is a very
T important subject. Generally the machinery is placed
either amidships or aft. In certain classes of service
the conditions are such as to leave the designer no choice
between the two locations. On the Great Lakes machinery
aft is almost universal. For colliers and oil tankers in-
tended mainly for Atlantic service the machinery is at
the present time generally located aft. Such a location
should, however, be adopted only after a careful study
of conditions.
The following advantages may be claimed for machinery
thus located :
(a) A practically constant immersion of the propeller
under nearly all conditions of loading.
(b) A decrease in machinery weight due to shorter pro-
peller shafting, short shaft alley, and less bulkheading.
(c) Simplification of the problems connected with align-
ment and support of propeller shafting.
(d) In the case of oil tankers the necessity of fitting but
one pump room.
(e) Loading facilities.
The following advantages may be claimed for machinery
located amidships:
(a) Decreased bending moment in hogging condition,
particularly light. -
(b) Obviation of the necessity of carrying large quan-
154
BASIC DESIGN
tities of ballast in the forward portion of the vessel when
at sea without cargo. -
(c) Decreased variation of trim under various conditions
of loading.
(d) More satisfactory behavior of the ship in a seaway,
due to the symmetrical arrangement of weights. This
results in much more satisfactory steering qualities, partic-
ularly in light condition.
Displacement
Tº SMALLEST DISPLACEMENT on which a vessel satis-
factorily meets the requirements for which she is
designed should, in general, be that selected. Other things
being equal, small displacement means small dimensions,
reasonable coefficients, small machinery plant, low fuel
consumption, low running expenses, and small cost.
While the general trend is constantly toward a larger
vessel, because of increased carrying efficiency, greater
possible safety, higher sustained sea speed, etc.—docking
facilities, channel depths, and cargo handling appliances
at terminals, do at present and will probably continue to
exercise a restraining effect upon this increase in size.
The above statement is true, both of merchant and naval
vessels, but it is not at all contradictory to the state-
ment previously made, that the smallest displacement on
which a vessel can satisfactorily meet the requirements
for which she is designed should be that adopted.
There appears to be no method of arriving at the exact
displacement of a proposed vessel without the investiga-
tion in detail of the conditions laid down for the indi-
vidual case. The most nearly satisfactory methods are
the following:
1. The useful load or dead weight coefficient.
2. The synthetic.
3. Normand's formula.
The first method is of especial value in connection with
Cargo carrying ships, wherein the dead weight can be
closely approximated at an early stage of the design and
where the percentage of dead weight to deep load dis-
placement is rather accurately fixed, being for moderate
sized cargo carriers having speeds of from 10 to 11 knots
in the neighborhood of 7. For further information see
“Useful Load.”
The synthetic method lends itself most satisfactorily
to estimates for vessels which are very dissimilar to
ships previously constructed or which are the first of a
class, and consists in making a series of weight allow-
Onces for the various main divisions entering into dis-
placement, concerning which fairly accurate information
may be available, and taking their summation as the
tentative displacement.
Normand's formula is used only where a type ship
with weight data is available. This method consists
essentially in estimating the weight effects of changes
from a type ship and multiplying the algebraic sum of
such effects by a constant, in order to obtain the increase
(or decrease) in displacement as compared with the type.
This constant has the values shown in Table 1 for several
typical classes of ships:
Table 1–Constants for Normand’s Formula
Merchant vessels—general cargo type. . . . . . . . . . . . . . . . 1.30 to 1.35
Tankers and colliers. . . . . . . . . . . . . . . . • . . . . . . . . . . . . . . . 1.30 to 1.40
Intermediate and fast liners. . . . . . . . . . . . . . . . . . . . . . . . } .50 to 2.00
Battleships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.70 to 1.80
Fast yachts and destroyers . . . . . . . . . . . . . . . . . . . . . . . . 2.40 to 2.50
Note.—For merchant vessels the displacement is in all cases the
deep load. For naval vessels and fast yachts the displacement is
º: corresponding to a load of two-thirds stores, reserve feed and
uel.
Whenever a good vessel exists, the data for which are
available, it will be found that time will be saved and
results improved by adopting same as a basis for the
new design. Either of the other methods may, however,
be satisfactorily used for purposes of checking.
Length
HIS DIMENSION frequently is fixed in the characteristics
laid down for the design, and the limit set by the
result of a number of different considerations. When,
however, no such limit exists, it is generally possible to
select a tentative length which will be satisfactory for
the purposes of preliminary investigation. This length
should be so fixed as to obtain reasonable dimensions,
coefficients and capacity.
There are two coefficients, or ratios, which should re-
ceive careful consideration at this point. These coeffi-
cients are, the speed length ratio and the displacement
*
G V .
length coefficient. The speed length ratio, Vi. is the speed
*4
constant for ships of similar form. The displacement
L 3
length coefficient, A -(+) is the displacement constant
100
for ships of similar form. The length selected should be
such as will give reasonable values to each of these co-
efficients, the type of ship being given due consideration.
When the designer has sufficiently investigated the rela-
tionship which should exist between suitable values of
speed length ratio and displacement length coefficient for
ships of the type and size contemplated, he will have
little difficulty in selecting a reasonable length at this point,
and the more elaborate investigation referred to under
Division 4 may be abbreviated or entirely eliminated.
For assistance in making this selection Table 2 is
given. It should be noted, however, that the range of
values is so wide as to make more detailed investigation
desirable when such an expenditure of time is possible.
Table 2—Speed Length Ratio and Displacement Length
Coefficient
A
e V L \ 3
Displacement in — mºm
Type. Tons. V 1. ( ...)
Cargo vessels . . . . . . . . . . . . 5,000 to 20,000 .45 to .65 140 to 250
Iºast cargo or cargo passen-
Ser . . . . . . . . . . . . . . . . . . . 10,000 to 40,000 .65 to .80 100 to 170
Battleships . . . . . . . . . . . . . . 20,000 to 40,000 .85 to .93 140 to 155
Fast passenger ships. . . . . . 15,000 to 60,000 .80 to 1.05 65 to 115
13attle cruisers. . . . . . . . . . . . 20,000 to 40,000 1.00 to 1.20 55 to 75
Light cruisers and scouts. . 2,500 to 7,000 1.20 to 1.50 40 to 50
Destroyers and fast yachts. up to 2,500 1.70 to 2.20 39 to 45
Useful Load
U. LoAD is that portion of a vessel's designed dis-
placement which is devoted more or less definitcly to
the object for which the vessel is intended.
In merchant vessels it includes cargo, fuel, stores, and
water—both potable and reserve feed.
In naval vessels it includes protection proper, battery,
ammunition, fuel, stores, and water—both potable and
reserve feed.
The principal factor affecting the value of a vessel's
useful load is speed. Great speed necessitates the assign-
ment of a large portion of the displacement to machinery;
hence, great speed means small useful load. Further,
great speed places a limit upon the amount of displace-
ment which may be adopted for a vessel of given type and
length, and forces the selection of a form of hull which
155
BASIC DESIGN
is conducive to easy driving. A short, full ship is eco-
nomical of hull weight and a long, fine vessel is expensive.
The range of values generally realized in practice will
be seen by reference to Fig. 1, in which useful load in-
cludes cargo, stores, fresh water, complement, reserve
feed water, fuel, battery, battery foundations, ammunition,
and protective material serving no other purpose than that
of protection.
Moreover, if such saving is to be accomplished at the ex-
pense of greatly increased hull weight it is evident that for
slow speed cargo vessels, on account of the very small
percentage of displacement allotted to machinery weights
in comparison to hull weights the saving might be entirely
canceled or possibly turned into a loss. s
As previously explained, one of the first steps in the de-
sign of a ship is an approximation to the displacement upon
|OO
90
"80 r—
USE/FU/L / OAD OR 9AA D WE/6/+/7
7O
_T
MACH//VEA’Y
5O
40
L1-
HULL |AWD KWORFO
WF/6/7/S
2O
Q5 06 O7 08
O9 10 l. l.2 1.3
1.4 |.5 lo 17 1.8 W.9 2.0 2.] 22
Speed Length Rotto /T
Fig. 1.-Percentages of Useful Load or Deadweight, Machinery and Hull, Plotted upon Speed Length Ratio
Hull includes besides the hull proper, fittings, equipment
outfit, and designer's margin.
Machinery includes propelling machinery proper and
related items, the weight being taken wet for convenience.
The results of analyses of numerous ships of varying
types and sizes are plotted in Fig. 1. There may be
considerable variation from the values shown, due to
different causes, particularly perhaps to widely differing
types of ships occurring in practically the same range of
speed length ratio; for instance, tugs and fast Atlantic
liners. Such variations do not, however, affect the truth
of the general principles laid down above and illustrated
by the figure. It will be noted that the value of the use-
ful load decreases from about 70 per cent in vessels of
the slowest types to 22 per cent or below in vessels of ex-
treme speed; also that the hull group is subject to rela-
tively less variation than either useful load or machinery,
and that machinery in slow vessels, judged from the weight
standpoint only, forms an almost negligible percentage.
The question of the size of machinery installation re-
quired, the fuel consumption permissible, the first cost of
hull and machinery, etc., must receive careful consider-
ation. In such consideration a proper conception of the
relative values of the several items making up the above
percentage curves is essential. Thus, while as a general
principle the use of the smallest possible power plant is
desirable from both the standpoint of economy of oper-
ation and first cost, the saving to be anticipated by such
means is far greater in high than in low speed vessels.
which the conditions laid down can be met. The value
of the ratio of useful load to load displacement follows cer-
tain general laws in practice, depending principally upon
5
5
*
53
5|
47
4|
16 |8 20 27 24 20 28
Speed Length Ratio Yºr
Fig. 2.-Percentages of Useful Load Plotted on Dis-
placement Length Coefficient and Speed
Length Ratio
the type, speed, and size of the ship contemplated. These
characteristics being known it is possible to approximate
very closely the displacement required at an early stage of

156
BASIC DESIGN
the design. Data arranged as shown in Fig. 2 and later
figures are useful for this purpose.
The curves in Fig. 2 are largely based on modern de-
stroyer practice and apply particularly to ships of from 500
to 1,500 tons designed displacement. For fast yachts of
similar speeds one might obtain slightly larger values of
useful load than those shown, provided careful attention
were paid to the design and construction in all details.
It will be noted that the highest values of useful load
correspond in general to values of displacement length co-
efficient lying between 44 and 47. In order to obtain the
length of hull necessary for the accommodation of ma-
chinery, fuel, stores, personnel, etc., it will frequently be
found necessary to decrease the above values slightly. In
the vicinity of speed length ratios of 1.8 to 2.2 (where
most of the modern destroyers lie), values of displace-
ment length coefficient as low as 38 may be used without
material loss in efficiency. The usual range is from 39 to
45.
It is not possible to fix the values of useful load for the
various other classes of vessel so definitely as for de-
stroyers and fast yachts. Some of the reasons for this are
as follows:
In the case of nearly all naval vessels, with the excep-
tions of destroyers and gunboats, portions of the deck pro-
tection, longitudinal bulkhead protection, and sometimes
side belt protection, form integral parts of the vessel's
girder strength. It then becomes a difficult task to differ-
entiate between ballistic and strength material.
In the case of both naval and merchant vessels the
actual size and amount of displacement placed on a given
length make the accurate assignment of values to the per-
centage of useful load difficult.
With the above statements in mind, however, the figures
quoted in Table 3 may be used:
Table 3–Good Practice Values for the Ratio of Useful
Load to Displacement
V Useful load
Type. Displacement
in Tons. VLT Displacement.
Cargo vessels . . . . . . . . . . . 5,000 to 20,000 .45 to .65 .66 to .73
Fast cargo or cargo pas-
Sell &Cr . . . . . . . . . . . . . . . . . 10,000 to 40,000 .65 to .80 .55 to .70
Battleships . . . . . . . . . . . . . 20,000 to 40,000 .85 to .93 .53 to .59
Fast passenger ships. . . . . 15,000 to 60,000 .80 to 1.05 .28 to .35
Battle cruisers . . . . . . . . . . 20,000 to 40,000 1.00 to 1.20 .40 to .45
Light cruisers and scouts. 2,500 to 7,000 1.20 to 1.50 .31 to .37
Destroyers and fast yachts. up to 2,500 1.70 to 2.20 .22 to .32
Speed Length Ratio
T is IMPORTANT TO SELECT such A LENGTH as will be suit-
I able to the type of ship, the speed desired, and the dis-
placement required. This point has been touched upon in
connection with the selection of tentative length.
The length criterion, from the speed standpoint, is the
speed length ratio or the speed divided by the square root
of the length:- For similar ships ; driven at corresponding
speeds its value is constant independent of size. Durand
defines “corresponding speeds” as follows: “Geometrical
similarity for the two systems being assumed, correspond-
ing speeds are those which will produce similar stream
line or similar wave configurations.”
It follows from the foregoing that ships of a given type,
intended for the same service, and fitted with appropriate
machinery for that service, may be expected to have values
of speed length ratio lying within a fairly definite range.
If in the process of design a length be adopted such as
to throw the value of this ratio outside the usual range
an abnormal ship will result and unless special and suf-
ficient reasons therefor exist unsatisfactory performance
in service may be anticipated. For example, — = 2
VLT
is good practice for destroyers having light, fast running
machinery, hulls of special design, and limited displace-
ment. Such a value would be out of the question for a
battle cruiser with machinery weighing two and a half
times as much per horsepower and carrying heavy armor
and armament, even though the actual speeds of the two
vessels be nearly the same.
Table 4 represents present-day practice, the values given
being based upon a study of several hundred merchant and
naval vessels:
Table 4–Values of Speed Length Ratio for Various
Classes of Ships
Usual Extreme
Values Values
V - V
Type of Ship. of ---- of ——
VL VTL
Cargo vessels . . . . . . . . . . . . . . . . . . . . . . . . .52 to .58 .45 to .65
Fast cargo or passenger vessels. . . . . . . . . .7 to .75 .65 to .80
Battleships . . . . . . . . . . . . . . . . . . . . . . . . . . . .88 to .90. .85 to .93
Fast passenger vessels. . . . . . . . . . . . . . . . . .85 to .95 .80 to 1.05
Battle cruisers . . . . . . . . . . . . . . . . . . . . . . . 1. 10 1.00 to 1.20
Light cruisers and scouts. . . . . . . . . . . . . . 1.30 1.20 to 1.50
Destroyers and fast yachts. . . . . . . . . . . . . 1.90 to 2.05 1.70 to 2.20
Displacement Length Coefficient
HE DISPLACEMENT LENGTH coefficient is the ratio of a
T vessel's displacement, in tons, to 1/100 of its length
in feet cubed. It is essentially a criterion of the amount
of displacement placed upon a given length.
“When it comes to size we need a variable which does
not change for similar models whatever the displacement.
Since the displacement varies as the cube of linear dimen-
sions, such a quantity would be Displacement -- (any
quantity proportional to the cube of linear dimensions).
As length is much more important in connection with re-
sistance than beam or draft, a suitable quantity would
A
be This would usually be a very small fraction,
Lº
however, and it is desirable to use a function which in
practical cases assumes numerical values convenient for
consideration and comparison. Such a function is
L 3
A -- (i. ) called the displacement-length ratio or
displacement-length coefficient. It is the displacement in
tons of a vessel similar to the one under consideration and
100 feet long.”—Taylor's “Speed and Power of Ships.”
The values assigned to this coefficient in practice vary
widely with differing types and sizes of vessel.
The lowest values, from 30 to 45 or 50 are associated
with very fast yachts and destroyers in which power and
speed are primary considerations.
The highest values are for tugs and gunboats, both types
being short, deep vessels having speed length ratios of
about 1. In these cases this coefficient may be from 250
to 300 or even more.
Small cargo vessels of full body have rather high values
of this coefficient, lying between 200 and 250.
Battleships and large freight carriers of fair speed have
values of 120 to 160.
Battle cruisers, large fast battleships, and liners of the
largest size, are limited in draft by the depth of harbor
channels and entrances to dry docks. This places a limit
157
BASIC DESIGN
on beam, on account of the necessity of avoiding exces-
sive values of metacentric height, and forces the designer
to obtain the required displacement by increased length.
If in addition it is necessary to make high speed, the ac-
tual size of the machinery installation which is obtainable
may force still greater length and finer lines.
It results from the foregoing that vessels of great dis-
placement and high speed (though not necessarily high
speed length ratio) have relatively low values of the dis-
placement length coefficient. These values for such ves-
sels at present in service lie between 70 and 100.
The values of the displacement length coefficient given
above for the various classes of vessels are based upon the
results of a careful investigation covering some fifty to
seventy-five actual vessels for which accurate weights,
power, characteristics, etc., were available. These vessels
were made the basis for studies in which length and speed
were maintained constant while displacement, beam, draft
and depth were varied throughout a considerable range.
The original relationship between these variants was modi-
fied only in so far as was necessary in order to obtain a
reasonable ship. The weights were then carefully esti-
mated for five vessels of a series and the resulting dis-
placement and useful load noted. By plotting the value
of the per cent of useful load on a base of displacement
length coefficient it was then possible to find the most effi-
cient vessel of the series from this standpoint. Fig. 3
shows the result of such an analysis of a modern de-
stroyer.
It will be noted that values of displacement length ratio
|00
90
80
70
(30
50
20 30 40 50 30, L 3 70
Displacement Length Coefficient - 4 +(58)
Fig. 3.-Variation in Percentage of Useful Load, Ma-
chinery and Hull, with Displacement Length
Coefficient, for a Typical Destroyer
which in this study give the most efficient ship lie between
35 and 60. In practice the smallest length which will ac-
commodate the machinery, personnel, magazines, etc., is
generally selected in order to obtain a small turning circle
and minimize the bending strains.
Fig. 4 represents the results of a similar analysis of a
large naval collier. The differences between the value and
variation of the displacement length coefficient in the case
of the destroyer and the collier are of interest :
(a) The range of practical values of this coefficient in
the case of the destroyer is distinctly limited, as above
noted. In the case of the collier an indefinite increase
up to a value of 200 results in a continuous increase in
the value of the percentage of useful load.
(b) In the case of the destroyer the relative weight of
the hull group decreases with the increase of the displace-
ment length coefficient, while the machinery group weight
relatively increases. In the case of the collier the relative
weight of both hull and machinery groups decreases slowly
with the increase of the value of the displacement length
coefficient.
In view of the foregoing we can not fix the limiting
value for cargo vessels as we can for destroyers so as
to give a maximum useful load efficiency. The length of
this particular vessel, however, was made such that it
gave a value of displacement length coefficient of 146.
|00
$0
iQ
80 90 100 110 120 30 |40 50 JQ 180 190
Displacement Length Coefficient = 4+(150°
Fig. 4.—Variation in Percentage of Useful Load, Ma-
chinery and Hull, with Displacement Length
Coefficient, for a Typical Collier
Inasmuch as the beam, draft, and coefficients of the actual
ship were made as large as possible considering chan-
nel depths to be encountered in the ports of call contem-
plated, it was not considered advisable to shorten the ship
further, but rather to accept this value of the displace-
ment length ratio, 146, as representing about the best
which could be expected in the case of a ship of this type
and size.
The greatest value of this coefficient for purposes of
basic design lies in its usefulness in the selection of di-
mensions. Given a knowledge of the displacement neces-
sary and of the values of this coefficient which are appro-
priate for ships of certain sizes, types, and speed length
ratio, it is possible at once to approximate the most de-
sirable length very closely for those vessels in which speed
and manoeuvering ability are the governing factors. Fig. 5
showing lines of constant displacement plotted upon speed
length ratio and displacement length coefficient, represents
good practice. The curves are not, however, applicable to
heavily protected naval vessels, such as battleships, which
on account of the great weights carried in high positions
and the large value of the transverse radius of gyration
due to the winging of weights, may be given very great
beam without obtaining an excessive metacentric height.










158
BASIC DESIGN
Fig. 5–Curves of Constant Displacement
plotted upon
Displacement Length Coefficient and Speed Length Ratio
|--
Lo
G
C C C co
tºo to Q Cº. - LO
Displacement Length coefficient A+(#)*

159
BASIC DESIGN
Thus relatively high values of displacement length co-
efficient may be satisfactorily used.
For a tabular statement of reasonable values of this
coefficient for various classes of ship, see data under
“Length.”
Fig. 5 is furnished more on account of its value as illus-
trating the general law of variation for this coefficient
than on account of the accuracy of the results shown. But
the results are sufficiently close to those obtained in prac-
tice to warrant more than passing attention.
SECOND DIVISION
Draft
T MAY BE LAID Dow N As A GENERAL RULE that the greatest
draft which it is possible to use gives the best result
from the standpoint of all-round efficiency.
Among the principal reasons for this fact may be men-
tioned the following:
(a) Great draft is relatively inexpensive from the
weight standpoint as compared with great length or beam.
(b) It tends toward an increase in the depth of the
strength girder, which in turn makes for a lowering of
the longitudinal stresses, in the ship's structure.
(c) Maximum draft means maximum beam and (other
things being equal) reasonable coefficients of form and
reasonable values of dead weight efficiency, or useful load.
In spite of the foregoing, in designing ships for gen-
eral service it is important to bear in mind the fact that
the ports to which vessels drawing upwards of 25 or 26
feet in deep load condition have ready access are rela-
tively limited in number when compared with those which
are open to ships drawing several feet less.
Depth
HE VALUE Assign ED To this DIMENSION will depend
T upon the draft selected and upon the freeboard re-
quired. This latter feature—viz., freeboard—will vary with
length, character of sheer, type of deck erections, etc., in
addition to the draft.
The rules of the Classification Society with which the
projected vessel is to be classed will, in general, require
scantlings such as to insure a section which will be satis-
factory from the standpoint of girder strength. The ratio
of length to depth proposed for the new ship may be
compared, however, with similar ratios for ships in com-
mission or with the provisions of classification societies,
in order to avoid the possibility of adopting abnormal
values. For the same reason the ratio of beam to depth
should be examined in comparison with values adopted in
practice.
In the case of ships designed to meet extreme conditions
for which there is no type ship available, a rough strength
approximation is highly desirable. For the purposes of
such a calculation the bending moment may be derived by
A X L
M = y
C
in which A = displacement, L = length, and C is a con-
stant the value of which depends primarily upon the longi-
. tudinal distribution of weights and buoyancy. Values of
C for merchant vessels given in Table 5 will be found
useful in this calculation:
means of the well-known formula,
Table 5—Constants for Longitudinal Strength Formula
Value of C.
Type. -—º-—y
Hogging. Sagging.
Cargo vessels . . . . . . . . . . . . . . . . . . . . . 25–29 18— 28
Passenger cargo vessels . . . . . . . . . . . . 22–29 40– 50
Battleships . . . . . . . . . . . . . . . . . . . . . . . . 30–35 55—100
Large, fast passenger ships. . . . . . . . 24–28 30— 35
Battle cruisers . . . . . . . . . . . . . . . . . . . . 27–33 40– 55
Scouts . . . . . . . . . . . . . . . . . . . . . . . . . . . 25–35 40— 50
*Destroyers . . . . . . . . . . . . . . . . . . . . . . . 22—28 16— 24
**Destroyers . . . . . . . . . . . . . . . . . . . . . . . . 19—25 23 — 31
*Coal burners, fuel stowed amidships.
**Oil burners, fuel stowed in deep tanks at ends of machinery
Spaces.
In order to further simplify this approximation to the
vessel’s strength it is possible to base the inertia of sec-
tion upon the material in the principal strength decks and
bottoms, only allowing for the effect of side plating and
vertical members by means of a percentage. This is not
advocated in general, as it introduces an additional ele-
ment of uncertainty.
|Reference is also suggested to a paper by W. S. Abell
entitled “Some Questions in Connection with the Work
of the Load Line Committee.” This paper was read be-
fore the Institution of Naval Architects April 12, 1916.
Both the paper itself and the discussions thereof are con-
sidered of value to those interested in the strength of mer-
chant ships.
Midship Section Coefficient and Area
HE BLOCK coefficient divided by the midship section
coefficient is the prismatic coefficient. Inasmuch as
the longitudinal distribution of the displacement of a ship
is quite largely dependent upon the area of its greatest
or midship section, it is apparent that the fixing of the
area of the midship section is of considerable import-
3 ITCe.
If it were practicable to design from the standpoint of
the lowest possible resistance to driving, only the largest
areas of midship section would be desirable for slow ships.
This statement is supported by the findings of both Ad-
miral D. W. Taylor and G. S. Baker. Limitations to draft
and consideration of stability usually affect the area
given.
For large vessels the above limitations make necessary
the use of very high values of midship section coefficient,
in order to obtain the lowest possible longitudinal co-
efficient. For oil tankers and slow cargo vessels generally,
.96 to .98 represent common values, although the figure
is sometimes as high as 99, and in the case of so-called
simplified form vessels with no radius at the bilge and no
rise of floor, a value of 1.0 has been successfully
used. *.
In extreme cases it is possible to use a value of mid-
ship section coefficient slightly greater than unity where
it is essential to obtain large area without excessive meta-
centric height. For small vessels of low displacement, in
order to provide satisfactory seagoing qualities and to
make possible the holding of the head of the ship up
against wind and waves, it is customary to give as great
a draft as practicable and to use considerable rise of floor
associated with slack bilges. This has resulted, in de-
stroyer practice, in using values of midship section co-
efficient as low as .65. -
The values given in Table 6 are used in good practice
for the different types of vessel enumerated:
160
BASIC DESIGN
Table 6—Midship Section Coefficients
Oil tankers and cargo carriers. . . . . . . . . . . . . . . . . . . . .96 to .99
Fast cargo or cargo passenger. . . . . . . . . . . . . . . . . . . . . . .94 to .98
Rattleships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98 to .99
Fast passenger vessels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95 to .97
Battle cruisers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95 to 1.03
Light cruisers and scouts . . . . . . . . . . . . . . . . . . . . . . . . . .90 to .95
Destroyers and fast yachts. . . . . . . . . . . . . . . . . . . . . . . . .65 to .90
Admiral Taylor, in “The Speed and Power of Ships,”
gives data which indicate that between values of beam to
draft ratio running from 2.6 to about 3.4, values of midship
section coefficient lying between 8 and .95 may be ex-
pected to give most satisfactory results from the stand-
point of wetted surface. This in itself would appear to
indicate that values much in excess of 95 could not be
satisfactorily used for slow cargo vessels in which the
frictional resistance may amount to from 80 to 85 per cent
of the total resistance, except that practice seems to indi-
cate that adoption of the greater coefficient referred to
above, with the resulting increase in cargo capacity and
decrease in longitudinal coefficient is of more value than
the relatively small saving in frictional horsepower to be
expected from the use of a smaller midship section co-
efficient.
In the case of vessels in which the provision and loca-
tion of longitudinal strength members is of great impor-
tance, a flat-floored midship section is of considerable ad-
vantage, inasmuch as it makes possible the location of the
shell plating and longitundials at a maximum distance be-
low the vessel's neutral axis.
Mr. Baker states that great care must be exercised in
the design of sections where the parallel middle body is
worked into the entrance and run, in order to avoid the
formation of eddies.
For vessels of the slow cargo type Mr. Baker gives a
formula and diagram for determining the optimum value
of midship section area for low wave making, the dis-
placement and speed being given. See “Engineering,”
March 7, 1919, page 307.
For further information in this connection, reference
is suggested to “Speed and Power of Ships” (D. W. Tay-
lor), pages 95, 97, and 104; and “Ship Form Resistance
and Screw Propulsion” (G. S. Baker), sections 43, 44, 45,
47, 49 and 51. -
For vessels of high speed length ratio it is not prac-
ticable to adopt high values of midship section coefficient.
Some of the reasons for this are the following:
Relatively full ended forms, high longitudinal coefficients,
and therefore low midship section coefficients, are desir-
able from the driving standpoint.
Considerable draft and rise of floor, especially forward,
are advantageous for light, fast vessels intended to oper-
ate in a seaway, in order to avoid pounding, and from
the standpoints of girder strength and behavior in a sea-
way. Admiral Taylor in “Speed and Power of Ships,” page
96, writes, “For vessels of usual types and of speeds in
knots no greater than twice the square root of the length
in feet, the naval architect may vary widely midship sec-
tion fullness without material beneficial or prejudicial
effect upon speed”; also, “It should be most carefully borne
in mind that the above applies to the shape and coefficient
of a midship section of a given area, not to the area of
the section.”
For slow speed vessels the middle body or midship
portion is placed somewhat forward relative to M.P. re-
sulting in a ratio of run to entrance of about 1.1 to 1.2.
The principal reasons for this difference in length between
the fore and after body are to be found in the fact that
the tendency to produce eddies along the after body is
materially reduced by the use of the finer lines, and as a
result the efficiency of the propeller is increased. For fur-
ther information in detail it is suggested that reference
be made to G. S. Baker’s “Ship Form Resistance and
Screw Propulsion,” page 93, and Naval Constructor Mc-
Entee’s paper read before the Society of Naval Architects
and Marine Engineers in November, 1918.
For fast vessels the location of the area of greatest sec-
tion is not very clearly defined, excellent results having
been obtained by locating this section at a very consider-
able distance aft of the mid-perpendicular and practically
as good results being obtained with the section located at
the mid-perpendicular. In the case of extremely high-
speed vessels having values of the speed length ratio in
excess of 2, it is customary to immerse the transom deeply
so that a positive area of considerable size is obtained at
the after perpendicular. It would appear that this results
in increasing the vessel's effective length without the addi-
tion of increased wetted surface, so that while the section
of maximum area is located considerably aft of the mid
point of the vessel's actual length, it is not generally
placed aft of the mid point of the virtual or effective
length which the ship would have were it not for the
terminating of the form at the transom.
Vertical Position of the Center of Gravity
N VIEW OF THE IMPORTANCE OF THE METACENTRIC HEIGHT,
the necessity for obtaining an accurate idea of the ver-
tical position of the center of gravity at an early stage
of the design will be appreciated. In so far as the geo-
metrical features of the vessel are concerned, the prin-
cipal items affecting the vertical position of the center of
gravity are:
Depth of hull, rise of floor, type of sheer line, type of
keel contour.
From the standpoint of the location of weight the prin-
cipal items to be considered are, the position of the ma-
chinery, the position of heavy decks and superstructures;
in naval vessels, the position of guns, ammunition, armor,
etc.; in merchant vessels, the location of cargo; and in
all vessels the location of fuel, reserve feed, etc. In con-
nection with this latter item especial attention is invited
to the necessity of making proper allowance for the effect
of free surface in case water or fuel oil is carried in wide,
shallow tanks. It has been found in practice that where
the depth of a tank is approximately equal to its width
in the athwartship direction, the effect of free surface is
practically negligible unless the particular problem in hand
makes necessary a very small metacentric height, in which
case careful, detailed estimates are necessary.
A careful study of numerous vessels of varying types
and classes has been made, and the results shown in Table
7. The values given are in nearly all cases based on care-
fully conducted inclining experiments for several vessels
of a given class or type. For vessels of the merchant type
the loading to which the figures given correspond is what
is ordinarily termed deep load; namely, with full cargo,
fuel, stores, etc.; for strictly naval vessels a trial loading
corresponding to full ammunition and two-thirds full sup-
ply of fuel, stores and water is used.
For the naval vessels just referred to the height of the
c. g. in full load condition varies but slightly (probably not
161
BASIC DESIGN
-º-º
Table 7—For Estimating Vertical Position of Center of Gravity
Ratio of V. C. G. Above Base to Depth
of Ship to Strength Deck.
A-
Approx. . /− ~\
value of Light Condition. Designed Condition.
mid. Sec. /– A N 2––’-> Structure Above Strength Deck
Type. coeff. Average. Range. Average. Range. Sheer Line.
Colliers . . . . . . . . . . . . . . . . . . . . . . . . . .97 .70 .67-.72 .58 .56-.60 l'orecastle and poop.
Oil tankers . . . . . . . . . . . . . . . . . . . . . . .97 .63 .62-.65 .51 .50-.53 Forecastle and poop.
General cargo . . . . . . . . . . . . . . . . . . . .96 .64- .62-.68 :56, --- .54-.58 I'orecastle, bridge house and poop.
Cargo passenger . . . . . . . . . . . . . . . . . .96 .68 .66-70 .61 .58-.64 Various.
Naval auxiliaries and tenders. . . . . . .90 .63 .59-.67 .55 .51-.57 Various.
.73 .72-.74 .67 .66-.68 I'lush deck.
Modern battleships . . . . . . . . . . . . . . . .98 {# .72-.75 .68 .67-.70 Forecastle.
.745 .73-.76 .72 .70-74 Upper deck half length.
Past passenger ships. . . . . . . . . . . . . . .95 * * * tº º is e º 'º .57 .55-.60 Superstructure amidships.
ſ .65-.67 .625 .61-.64 .58 .565-.60 Forecastle V4 length.
Modern destroyers . . . . . . . . . . . . . . g i .75 .615 .605-.635 .57 .56-.59 Forecastle 94 length.
.75 .64 .63-.65 595 .59-.60 Flush deck.
I’ower driven yachts. . . . . . . . . . . . . . .80-.90 . . . . . . . . . .58 .56-60 . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sce also data given by Simpson in “The Naval Constructor.”
more than 2%) from its position in the designed or trial
condition.
In the design of a vessel it should be borne in mind
that she may go to sea, or at any rate be at sea, under a
variety of conditions of loading. A cargo vessel, for ex-
ample, upon nearing the end of a voyage may have very
little fuel on board, or it may be necessary to go from port
to port practically light. If the fuel or the cargo be so
located in the vessel that either is quite a distance from
the center of gravity of the ship light, a marked variation
in the value of the metacentric height of the vessel may be
anticipated. Somewhat similar variations will occur in
all ships. It is accordingly customary to estimate the value
of the metacentric height for several conditions of load-
ing. Among the conditions most commonly used are the
following:
(a) Ship light with no cargo, stores, fuel, water or coal
on board.
(b) Ship completely loaded with full supply of cargo,
stores, fuel and water on board.
(c) Conditions intermediate between (a) and (b), as
may be considered desirable. --
It is desirable in order to obtain a satisfactory value of
the metacentric height in all conditions, to design a ves-
sel so that the vertical position of center of gravity will
be maintained throughout the various conditions of load-
ing at an approximately constant distance below the cor-
responding position of the transverse metacenter. It is not
always possible to attain such a result. This is especially
the case in full cargo vessels subject to great variations
in draft. The height of metacenter at the lower drafts
in such vessels is usually very great, and it is only by
filling all .top-side ballast tanks or by adopting other sim-
ilar means of raising the effective center of gravity of the
vessel that it is possible to obtain a small enough value
of metacentric height to give a ship reasonable seagoing
characteristics. Reference to the metacentric charts will
illustrate this point further. It will be noted that in the
case of vessels having a beam to draft ratio of from 2 to
3, the height of the metacenter above base is approximately
constant. When, however, the value of this ratio ma-
terially exceeds 3, the height of the metacenter increases
very rapidly. Inasmuch as a 20,000-ton cargo carrier hav-
ing a beam of 65 feet might at some times be at sea with
a draft of 16 feet, thus giving a ratio of beam to draft
of something over 4; it will readily be recognized that the
difficulty of reducing her metacentric height to a reasonable
figure will under such circumstances be considerable.
As has been referred to elsewhere, it is very undesirable
from a seagoing standpoint to design a vessel with a cen-
ter of gravity materially above the load waterline. An
extreme case of such a design may be instanced: This
vessel had a height of center of gravity above the water-
line equal to about half her draft. She had a reasonable
metacentric height in all conditions, it being practically
constant until deep load was reached, where it increased
considerably over its value in the lighter conditions. The
range of stability and righting arm were fairly satisfactory
in all conditions excepting the light load, in which case
a very small righting arm and a comparatively small range
were realized. In a seaway, however, this boat was no-
tably uneasy and disconcerting in its behavior. It is be-
lieved that this was the result of a center of gravity so
high that the lines of action of waves meeting the vessel
fell in nearly all instances well below it, thus in every
case having a marked tendency to displace the vessel from
her perpendicular position in spite of the fact that her
moderate metacentric height and relatively large radius of
gyration should have made a comfortable and satisfactory
sea boat.
In connection with the subject discussed in the preceding
paragraph, attention is invited to the fact that in nearly all
ships, regardless of type, the center of gravity lies within
a moderate distance of the vessel's waterline, so that it is
not often that the difficulties just described are experienced.
THIRD DIVISION
Period of Roll "
HIPS HAVE Two PRINCIPAI. KINDs of oscillation, termed
S respectively, rolling and pitching. (Heaving is some-
times mentioned in this connection, but is relatively un-
important.) Rolling is applied to motion in the trans-
verse direction, and pitching to motion longitudinally. The
more important of these two kinds of oscillation is roll-
ing, because upon this characteristic depends the comfort
of the personnel, the safety of the ship in a sea, and the
character of the transverse strains which she experiences.
Moreover, the arc through which a vessel may be ex-
pected to roll is greatly in excess of the arc through which
she may be expected to pitch. In the case of naval ves-
sels the good or bad qualities of the vessel as a gun plat-
form are largely dependent upon her period of roll.
If the time in seconds of a single unresisted oscillation
be denoted by T, the metacentric height in feet by GM,
and the radius of gyration in feet about a longitudinal
axis through the center of gravity in feet by K, then the
162
BASIC DESIGN
law governing their relationship may be expressed in the
form,
T = *V K
GM
This expression may be used in arriving at a still-water
period of oscillation for a proposed vessel. Knowing the
period which it is desired to obtain, it is customary at
an early stage in the vessel's design to so associate the
values of metacentric height, beam and under-water form
as to give a satisfactory value for the period of roll. In
making this approximation it is not customary to calculate
the value of the radius of gyration, but to use a value
based upon vessels of known characteristics and perform-
ance. The expression referred to above assumes unre-
sisted rolling. For actual vessels under ordinary condi-
tions of service the period will not be materially affected
by resistances, such as bilge keels, docking keels, plate
edges, etc.
The resistances experienced are of three different char-
acteristics; namely, wave-making, frictional, and positive.
The wave-making is due to the change of form in the
vicinity of the vessel's water-line. The frictional is due
to the passage of the vessel's skin through the water, and
the positive is due to the direct opposition of plane sur-
face such as bilge and docking keels, shaft bossing, dead-
wood, etc. All these resistances combine to decrease the
amplitude of roll, but do not have a material effect upon
the period.
Forced rolling among waves may, however, result in
very different periods from those obtained in still-water
conditions.
In the design of a vessel it is seldom possible for the
naval architect to exercise control over the location of
the principal items of weight, in so far as the relationship
to the longitudinal axis through the vessel's center of grav-
ity is concerned. The location of such weights is largely
determined by the vessel's general type; thus, in the case
of a battleship we have an exaggerated instance of the
winging of weights on account of the location of the main
armor belt placed at the vessel's extreme beam, the placing
of turrets, main battery guns, barbettes, conning tower, etc.,
at great heights, and the carriage of fuel or reserve feed
water in the vessel’s wings. In the case of a destroyer or
the ordinary merchant vessel, such a winging of weights is
not practicable.
It results, accordingly, that the principal means by which
a designer may regulate the period of roll is by the
changing of the value of the metacentric height. An in-
crease in the radius of gyration or a decrease in the meta-
centric height will result in an increased period of roll,
while decreases in the radius of gyration or increases in
the metacentric height will tend to decrease the period of
roll. The table (see radius of gyration), which is based
upon numerous reports for actual ships, indicates satis-
factory values for the period of roll.
Radius of Gyration
O” OF THE Two FACTORs vitally affecting the period of
roll is the radius of gyration. Its value is so largely
dependent upon the type and beam of the ship as to be
practically beyond the control of the designer. Neverthe-
less, the winging of weights wherever possible is of assist-
ance in increasing its value and so increasing the period
of roll. -
While, as above stated, the value of the radius of gyra-
tion is not readily controllable, a fairly definite knowledge
of its probable value for various types and sizes of ship
is possible, and is of considerable importance.
Table 8 has been prepared in order to show the rela-
tionships existing between the several factors affecting the
periods of roll of representative types and sizes of ship:
Table 8—Factors Affecting the Period of Roll
Radius Approx.
of Value *Period
- Gyra- G.M. of
Type Displacement, Beam, Draft, tion, Designed Roll,
ton S. feet. feet. feet. Coºlition. Secs.
eet.
Tankers, colli-
ers, and mis-
cellaneous car-
go vessels. .. 5,000-20,000 40- 65 19-28 13-25 2.0-3.0 10-14
Naval auxilia-
ries . . . . . . . 5,000-12,000 40- 60 20-26 13–23 2.5-3.5 9-12
Modern battle-
ships . . . . . . 20,000-40,000 85-105 25-33 28-37 4.5-7.0 13-16
Fast passenger
vessels . . . . 15,000-60,000 60-100 25-40 20-38 2.0-4.0 15-18
Destroyers 500- 2,500 25- 37 7-12 9-13 2.0-2.5 7- 9
Yachts, power
drive in 75- 1,000 15- 30 4-11 5-10 1.5-2.0 4.5-8
*This is a double oscillation and is equal to 2T as used in the
ſormula for unresisted rolling.
Metacentric Height
HE CHARACTER OF A vessEL's METACENTRIC HEIGHT de-
T termines into which of the following conditions of
equilibrium she falls:
(a) Negative metacentric height, when the vertical cen-
ter of gravity is above the metacenter, results in unstable
equilibrium. The ship will heel until the lines of action
of gravity and buoyancy coincide, when stable equilibrium
is established; or failing this, will continue to heel until
capsizing takes place.
(b) Zero metacentric height, when the vertical center
of gravity is coincident with the metacenter, results in
neutral equilibrium. In this condition the ship tends to
remain in the position occupied until moved therefrom by
an external force.
(c) Positive metacentric height, when the vertical cen-
ter of gravity is below the metacenter, results in stable
equilibrium. The ship will then tend to return to its ver-
tical position whenever forced therefrom by the action of
, some external force.
Theoretically a ship should be so designed that her
metacentric height remains at approximately a constant
value independent of loading. This is frequently not pos-
sible. A cargo vessel of ordinary design will usually have
a position of metacenter at her lower drafts such as to
entail an excessive metacentric height, except where bal-
last can be carried at a great height as in topside tanks.
This is due to the fact that the value of the inertia of
water plane does not decrease materially at lower drafts
for vessels of the cargo type, while the displacement be-
comes relatively very small.
On the contrary, a war vessel frequently will have a
relatively small metacentric height when light, but an
entirely satisfactory one when partially or fully loaded.
This difference is partially explained by the different pro-
portions adopted for the war vessel, her beam to draft
ratio being usually in excess of 3 as compared with 2 to
2% in the cargo vessel. This change in proportions throws
the war vessel on to that part of the curve of metacenters
where large variations in draft produce slight changes in
the height of the metacenter. Further, the difference in
draft between the light and deep load is much less in the
war than in the cargo vessel, because so large a portion
of the useful load of the war vessel is made up of pro-
tection, guns, etc., which are fixed. Thus the change in
163
BASIC DESIGN
draft between light and deep load may be 15 to 20 feet
for the cargo vessel as against 6 or 7 for a battleship of
similar displacement.
* Allowance for the Addition of Top Weights
N ConSIDERING THE VALUE to be assigned to the meta-
centric height at an early stage in the design, the
decrease to be anticipated during design development and
later must be allowed for.
During the development of the design and subsequent
to the fixing of the dimensions, numerous additions of
features not originally contemplated frequently take place.
These additions usually result in increased top weight,
raising the center of gravity of the vessel and decreasing
the metacentric height. -
During the service of a ship weights are seldom added
to her underbody or bottom. But the life of the vessel is
largely lived on her upper decks and bridges, and the
need for additional weight of various kinds frequently de-
velops in this vicinity. Accordingly the greater part of
the weights added during the vessel's life are high weights
and, as pointed out in the preceding paragraph, such ad-
ditions tend to raise the center of gravity while in most
cases decreasing the height of metacenter due to increased
displacement. This tendency is not so marked in mer-
chant as in naval practice. In naval practice, as the result
of changes during the vessel's design and building, from
.3 ft. to .5 ft, of metacentric height is frequently lost.
During a period of ten or a dozen years of actual service
a half foot more may be lost, so that a decrease of 12
inches from the designed metacentric height of the vessel
is sometimes experienced, even where great attention is
paid both to details of design and construction.
Due consideration being given to possibilities such as
the foregoing, a value of metacentric height such that a
satisfactory period of roll may be assured is to be selected.
The realizing of a proper value for this feature is per-
haps the most important single consideration in the basic
design of any ship. In its selection, both the actual size
and type of vessel have considerable weight. Thus a
40,000-ton battleship with its great radius of gyration (due
to its great beam and winging of weights) may be satis-
factorily given nearly twice the metacentric height of a
40,000-ton merchant passenger ship.
The foregoing assumes normal conditions of service. In
the event of damage, particularly severe and sudden dam-
age such as to permit an inrush of water in large quanti-
ties, a small metacentric height may prove insufficient to
safeguard a vessel during its initial heel. After this stage
is safely passed and the ship assumes a state of equilibrium
under the new conditions it will frequently be found that
the resulting metacentric height is as great or greater than
that which existed in the undamaged condition.
The considerations involved in a study of damaged
stability are touched upon more in detail elsewhere. It is
only necessary at this point to emphasize the importance
of fixing the value of the metacentric height so as to meet
the requirements of the ship when damaged as well as
when intact.
For reasonable values of the metacentric height for
various types and sizes of ship, see table given under
“Radius of Gyration.”
Transverse Metacenter
Tº Dista NCE between the center of gravity and the
transverse metacenter of a vessel—namely, the meta-
centric height——exercises a most important influence upon
the vessel's behavior when among waves. It is, therefore,
essential that the position of the metacenter be known as
accurately and at as early a stage in the design as is
practicable.
It is, of course, possible to obtain the desired height of
metacenter by the adoption of any one of several com-
binations of water-line, beam and block coefficient. The
type of ship contemplated will, however, in most cases, re-
strict the shape of water-line and value of coefficients
within comparatively narrow limits. While this statement
is in general true, there frequently arise problems in de-
sign which render necessary a departure from values
which under ordinary circumstances would be considered
good practice. For example, the adoption of a full ended
water-line for a vessel which is to carry very heavy end
weights would be advisable on account of the deep pitch
which might be expected when a vessel with very fine ends
is running into a head sea. Such a consideration is some-
times lost sight of in the desire for forms of low
resistance.
Good practice has also fixed with a fair degree of cer-
tainty desirable values of sectional coefficients for given
types of load water plane and curves of sectional area. As
referred to in the previous paragraph, it is possible to vary
such coefficients through quite a wide range. Such vari-
ations, however, may have a noticeable effect, both upon
the vessel's driving qualities and her behavior in a seaway.
Very full U-shaped sections forward, giving high sectional
coefficients associated with fine angles of entrance, in some
cases decrease resistance markedly but they tend to produce
a wet ship. As a further example, broad water-lines aft
with high values of the sectional coefficient are generally
conducive to low resistance at high speeds, but may re-
sult in pounding and bad steering unless great care is ex-
ercised in the design.
It has accordingly been found advantageous to adopt
a system of standard curves of sectional areas and load
water planes, associated with suitable values of longi-
tudinal coefficient. Functions for such curves may be
found herein under the proper headings. They are based
upon the area of the midship section or upon the maximum
half breadth, as the case may be, so that, these features
being fixed, it is possible to read off suitable values for
areas of sections or water plane half breadths. While it
is not suggested that sectional area curves and load water-
lines, which would in certain cases be superior to the
standard curves submitted, can not be laid down, never-
theless the standard curves have been prepared as a result
of much investigation and comparison of actual per-
formances. They represent good practice and may wisely
be adopted without material change, unless accurate in-
formation of especial application to the case in hand is
available.
Whether or not these curves are adopted in toto for the
final design, they form an excellent basis for the pre-
liminary body plan and for investigations of the com-
parative weight, power, strength, etc., of alternative
designs.
The particular value of the proposed curves of sectional
area consists in the accurate basis which they provide for
promptly laying down sectional area curves of a desired
displacement and reasonable shape and at the same time
giving a known value of the longitudinal coefficient.
The curves of load water-lines are furnished with two
objects in view. They afford a means of laying down at
once a fair load water-line of known area which repre-
sents good practice as to shape and is associated with a
reascnable value of the longitudinal coefficient. Their
164
BASIC DESIGN
greatest value, however, is found in the basis they provide
for the derivation of metacenter, beam and midship sec-
tion coefficient curves shown on the metacentric charts
following. These metacenter beam curves make it possible
to select the proper beam at once without referring to
formulae or calculations based upon a type ship. This is
especially important when it becomes necessary to design
ships of widely varying types or when questions of sta-
bility involve changes in the location of weights on ships
in process of design. They are also of value for estimat-
ing purposes in connection with completed ships, where
the usual displacement sheet with metacentric curves is
not available.
In order to render the curves as flexible as possible the
II]
values of the relation, l x — and of the factor k, have
p
been entered on each of the sheets so that the basis for
the sheet itself is immediately known.
Accuracy of Metacenter Beam Charts
HERE THE STANDARD water-LINEs are closely adhered
W to the metacentric beam curves may be expected
to give results which are accurate within less than one per
cent, or almost as close as can be expected from the best
detailed calculations. These results are much more ac-
curate than the estimated height of the ship's center of
gravity at even an advanced stage of the vessel's design.
The curve sheets have been prepared in such a way as
to apply to the three classes of ship; namely, those de-
signed for low speed, those designed for moderate speed,
and those intended for high speed. In the case of the
low and moderate speed charts, which include vessels of
all types with the exception of destroyers, torpedo boats
and fast yachts, the ordinary ship-shape form with V or
U sections has been assumed and the curve of sectional
area so drawn as to be O at A.P. and F.P. These curves
are divided into two sets; one for ships of lower speeds
having parallel middle body, the length of middle body
used being such as is sanctioned by good practice and by
the investigations of Admiral Taylor and Mr. Baker; the
other for ships of moderate speeds has been given no par-
allel middle body. In the case of the charts for the high
speed vessels a certain amount of area has been given at
AP. It is recognized that this area may be obtained either by
a very wide water-line and small immersion of transom, or
by a comparatively narrow water-line associated with a
V-shaped transom and deep immersion. The type of
water-line selected, as well as the type of sectional area
curve, are considered to be in accordance with good prac-
tice and are, in fact, based upon models which have shown
good results under test.
Beam
Tº PRINCIPAL INFLUENCE which a vessel's beam exerts
is upon her resistance and stability. The resistance is
largely influenced through the value of the area of the mid-
ship section, which affects directly the value of the longi-
tudinal coefficient. It is a common error to associate high
resistance with vessels having great beam. That this is an
erroneous idea has been frequently proven by model tests
made for various classes of ships and at various model
basins. The value of the beam to draft ratio may be varied
through quite a wide range without materially affecting the
resistance of a vessel. It will, in fact, be found advan-
tageous from the standpoint of driving to use as large a
beam as is practicable, consistent with satisfactory sta-
bility qualities, in order to obtain the fine ends so necessary
in slow and moderate speed vessels.
The beam is the principal factor by which a vessel's
height of metacenter, and therefore her behavior among
waves, is regulated. It is practicable to vary the beam
and the water plane coefficient through a limited range
and hold the height of metacenter constant, but for an
ordinary type of vessel in which a given height of meta-
center is desirable, the appropriate beam is fixed by prac-
tice within comparatively definite limits.
In determining the metacentric height desirable for
a given type of ship the relationship of a vessel's free-
board to her beam should receive consideration, it being
noted that the range of stability is more directly in-
fluenced by the freeboard given to a vessel than by the
beam. For example, a monitor having a metacentric
height of 12 or 13 feet, a beam of 50 feet, and very small
freeboard, may have a maximum righting arm of 3 or 4
feet, but a range of no more than 50° or 60°, whereas a
vessel of similar beam and but 2 or 3 feet metacentric
height, but having a freeboard of 15 or 20 feet, may have
a maximum righting arm of about 3 feet and a range of
80° to 90°.
Metacenter Beam Charts
HE PROBLEM of determining the most desirable dimen-
sions and coefficients for a proposed ship to meet any
given set of conditions is made difficult because a change
in one characteristic generally calls for changes in others.
For example, the required speed being given, a change in
length requires a change in power plant, which in turn
requires a change in the amount of fuel to be carried. The
weight of hull also is affected. At the same time the load
water-line is changed and this may affect the metacentric
height, which would call for a change in beam, etc. The
problem is generally solved by the trial and error method,
but any system which can be introduced whereby one or
more characteristics are made independent of the others
tends to simplify the solution. -
It is generally recognized that with other characteristics
given, the beam is determined by the height of metacenter
required. The method here proposed and the charts which
are appended enable the designer to choose in the pre-
liminary stage of design that beam which in connection
with the draft and midship section coefficient selected will
give exactly the height of metacenter desired. The length
and longitudinal coefficient adopted (the displacement
being constant) will have no effect upon the height of
metacenter so long as this system is followed. The charts
also enable one to determine the effect which contemplated
changes in midship section coefficient or beam will have
upon the metacenter.
In the following demonstration,
= Length of ship on L. W. I.
I
B = Beam amidship on L. W. L.
H Mean draft.
! = Longitudinal coefficient.
m = Midship section coefficient.
p = Water plane cocfficient.
I = Moment of inertia of L. W. L.
p = Radius of gyration of L. W. L.
W = Area of L. W. L.
V = Volume of displacement.
K = A factor hereafter described as the “Moment of Inertia
Factor.”
M = Height of metacenter above base.
CB = Height of center of buoyancy above base.
BM = Distance from c. b. to the metacenter.
165
BASIC DESIGN
By Norn-and's formula,
1 H V
CB = [I — — (; +. ) * * * * * * * * g = g g g a m = g is a º ºs º e º is (1)
3 2 WV
and by common consent
I
BM = — . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2,
I --- 1 H V
Then M = — -- H -— — (+.) * * * * * * * * * * * * * * * * * * * * * * * * * (3)
V 3 2 W
but I = 0°W = pºpLB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (4)
V = lniſ-BH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (5)
and W = pl. B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (6)
whence by substitution and simplification (3) becomes,
p p 1 5H lm
M = — —
lml H 6 3p
Now p, the radius of gyration, is a linear quantity, and
for a given water plane may be expressed as VK B. If,
then, the given water plane be expanded either in breadth
only or in both breadth and length, the new beam be-
coming B, then the radius of gyration of the expanded
plane is VK B. In other words, VK is constaint for a type
plane regardless of the size to which it may be expanded.
In equation (7), therefore, substitute KB" for p” and
we get,
Kp Bº 5H lm
— — — — —
lm, H. 6 3p
M1 = H . . . . (8)
This is the general equation upon which the Metacen-
tric Beam Charts are based. The first term of the second
I
member comes from the expression —, and is absolutely
V
accurate mathematically. The last two terms come from
the Normand formula, and the accuracy of the equation
therefore depends upon the accuracy of the Normand
formula. To determine the degree of accuracy to be ex-
pected from this formula, some sixty-four ships of all
sizes and types were investigated. The centers of buoy-
ancy of these ships were computed by formula and the re-
sults compared with the results from detailed calculations.
The average error for the Normand formula was found
to be slightly under seven one-thousandths of a foot,
amounting to six one-hundredths of one per cent. Indi-
vidual errors were in most cases less than one-tenth of a
foot, but in a few cases ran as high as two-tenths. One
ship showed an error of forty-five one-hundredths of a
foot, about three and one-half per cent, but for the same
ship this error if applied to the height of metacenter above
base would have amounted to only one and four-tenths per
cent. This ship was, however, of eccentric design, with
a beam to draft ratio of over three. The results of this
study warrant the statement that for ships of ordinary de-
sign equation (8) will be found to be true, with an error
of rarely more than one-half of one per cent.
Values of the inertia factor K were then investigated.
Figure No. 6 shows the results of this study. Ships of
many types, sizes and speeds were investigated. Each
circle in the figure indicates the values of K and p for
some particular ship. The figure indicates that for at
least most ships designed in accordance with present-day
practice, the water planes have values of K lying between
the limits .0833 p and (.0833p + .006).
The significance of the value of K may here be noted.
Planes with pointed ends and hollow entrance and runs
with pronounced shoulders have high values of K, while
planes fine amidship with U-shaped ends or with round or
broad sterns have low values of K.
If a means is to be found for the ready evaluation of
equation (8), K must be a known quantity. For this pur-
pose certain standard water planes were established. The
values of K for the standard water planes chosen are in-
dicated in the figure.
For these standard water planes, then, a certain definite
value of K is associated with any value of water plane
coefficient chosen as suitable for a design in hand. If now
p can be made a function of the longitudinal coefficient l,
then one choice will determine all three, l, K and p. The
possibilities in this direction have been investigated. One
l
writer states that — should equal 9. The present investi-
p -
gation, however, indicates that this is in accordance with
good practice only over a limited range of l. Fig. No. 7
indicates the findings of this study, each circle again indi-
cating a ship. Apparently the naval architect is here given
considerable latitude for the exercise of his own judgment.
It may be well to note the peculiarities of some of these
ships lying somewhat outside the belt of general practice.
39, 40, and 41 are destroyers with fine water-lines; 5 and
64 are high-speed ships with broad sterns; 31, 33 and 55
are monitors. The standard water-lines here established
are associated with longitudinal coefficients as indicated.
IHaving thus associated the standard water-lines with
certain longitudinal coefficients, it becomes necessary, or
at least seems desirable, similarly to establish standard
series of sectional area curves, such that the two will
work harmoniously together. This has been done.
We now return to equation (8)—
Kp \ I Bº 5H l
M = ( – ) — — — — — — — . — ) in H
l in H 6 3í)
It may now be noted that so long as the standard planes
and curves are adhered to, the bracketed portions of the
equation are immediately fixed as soon as the longitudinal
coefficient is chosen. This in itself simplifies the treat-
ment of the equation, but it is further simplified by the
fact that the standard water planes were intentionally so
selected and so related to the longitudinal coefficients as
to keep M constant for all values of l throughout each
series. That is to say, if certain values of beam, draft
and midship-section coefficient are chosen the height of
metacenter will be fixed and will be the same for any value
of longitudinal coefficient if the standard water plane asso-
ciated with that l is adhered to. Putting it another way,
the standard water-lines were so drawn as to make the
height of metacenter independent of the length of ship.
Charts Furnished for High, Medium and Slow Speed
Vessels
ETACENTER-BEAM CHARTs have accordingly been pre-
M pared for each of three standard series. One series is
for fast vessels with broad sterns, one series for ships of in-
termediate speed with longitudinal coefficients varying from
.54 to .68 without parallel middle body. The third series
covers slower ships with parallel middle body, and vary-
ing in longitudinal coefficient from .635 to .78. Each series
is accompanied by several sheets, a sheet corresponding
to a given midship section coefficient. On each sheet will
be found a series of curves, a curve corresponding to a
given beam.
To use the charts, select the series suitable to the type
of ship under consideration and enter the proper sheet as
determined by the midship section coefficient chosen. For
any given draft and for any desired height of metacenter
above base (the base line being taken at the under side
of flat plate keel amidship), the proper beam may be se-
166
BASIC DESIGN
lected at the intersection of the ordinate from the desired
M and the abscissa from the given H.
It will be found that for ships designed in close adher-
ence to the standard curves, the charts will give results
which are accurate within one per cent except for ex-
treme ratios of beam to draft, where the error may be
slightly greater for ships toward the extremities of the
series. Moderate deviation from the standard planes will
not materially affect the result.
0.075
0.070
0.005
0.000
0.055
005
%.
0.65
O70
0.75
cient.” A low value for the longitudinal coefficient indi-
cates a fine ended vessel with a relatively large area of
midship section, while a high value indicates a full ended
ship with a relatively small area of midship section. It is,
of course, possible to obtain quite a variation in the shape
of the curve of sectional areas without any alteration in
the area of the midship or greatest section, while at the
same time maintaining displacement and length constant.
A discussion of this would entail comment on parallel
0.80 0.85 090
Scale for Water Plane Coefficient "p"
Fig. 6.-Chart Showing Relationship Between Water Plane Coefficient and Inertia
Factor for Standard Series and for Various Ships
For ships in no wise based upon the standard curves, the
charts are still of value. Each sheet is a graphic solution
Kp
of equation (8) for certain values of (...)
lm
lm
and (...) . For any ship K can be estimated from
3p
figure No. 6, and with 1, m and p known, the above ex-
pressions can be calculated. The corresponding chart can
then be entered in the usual manner. By interpolation
between charts a close aproximation can be made to the
height of M for any ship of ordinary design.
Longitudinal Coefficient
His coefficIENT is indicative of the longitudinal dis-
tribution of a ship's displacement, and therefore is
termed with especial propriety the “longitudinal coeffi-
middle body, angles of entrance, etc., and other features
bordering more on details of form than is here justified.
The value of the longitudinal coefficient has a very im-
portant effect upon resistance at all speeds. Its influence
is most important perhaps at the higher speeds, where
wave-making is more prominent. At low speeds the fric-
tional resistance, which is affected but slightly by varia-
tion in the value of the longitudinal coefficient, displace-
ment and length being constant, constitutes from 75 to 85
per cent of the total resistance. At moderate speeds the
wave-making or residual resistance assumes importance
and hence the ends, which at these speeds are largely re-
sponsible for wave making, should be fine. At high speeds,
however, where the residual resistance may constitute 50
per cent or more of the total resistance, the whole fore-
body of the ship is engaged in wave making and a smaller
midship section, with relatively full ends, is advantageous.

167
BASIC DESIGN
This should not be carried to an extreme, however, the
maximum value which may wisely be given to fast ships
being about 65 or .66. (Ships having speed length ratios
in excess of 2.25 or 2.50 are not considered in this dis-
cussion.)
Experiments carried out by such investigators as Tay-
lor, Sadler, Froude, and Baker, indicate very definitely
the best values of this coefficient from the driving stand-
point only. In the design of vessels for actual service,
however, it is necessary to take into consideration factors
other than those making for satisfactory driving qualities.
The other factors involved are more or less antagonistic
0.75
0.70
0.
Ø
5
0.
Ø0
055
0.65 OTO
Scole for Waterplane Coefficient "P"
and must be assigned proper relative importance in order
that the resulting design may constitute a satisfactory
compromise. For example, a 400-foot cargo vessel will
have a machinery installation, the weight of which may
be about 4 or 5 per cent of the load displacement of the
ship. Such a vessel in accordance with present practice
will have a longitudinal coefficient of about .78. Stability
and channel depths will have dictated the vessel's beam
and draft while its midship section will be as full as prac-
ticable for obvious reasons. If it were desired now to
decrease the above value of the longitudinal coefficient
by 10 per cent other conditions remaining unchanged,
O.75
O70
0.05
000
0.75 0.80 5:950
Fig. 7-Chart Showing Relationship Between Longitudinal and Water Plane Coefficients
for Standard Series and for Various Ships

168
BASIC DESIGN
oo
F-
c
É
;
Fig. 8—Functions for Sectional Area Curves
for
Slow Speed Vessels
cº, C oC) Q
r- r- co Qs>
co co C c
Scale for Longitudinal Coefficient "t"
Fore Body
§
§

169
BASIC DESIGN
9–Functions for Sectional Area Curves
'10ſ.
H
for
Slow Speed Vessels
60
Ko è u \; \ou o \ + 0 → S J.O suo!+ oun 4 u Oj, el O'O S
#7'O)
LO
9′O
GO
ÇO
----| 790
Scale for Longitudinal Coefficient "{"
7LO
8ĽO
After Body

170
BASIC DESIGN
oC)
I-
C
:
§
Fig. 10–Functions for Load Water Lines
for
Slow Speed Vessels
O/ WLS
cºu C CO Q
O C O C
Scale for Longitudinal Coefficient "t.
Fore Body
§
§5g3s
§
3$
§
3


171
BASIC DESIGN
É
É
§
Fig. 11—Functions for Load Water Lines
for
Slow Speed Vessels
O/ WLS
CNJ C co Q
r— F- ce US,
c c
O
Scale for Longitudinal Coefficient "C"
After Body
§
// WLS
§
Co

172
;ii5.;
;
0.78
0.70
0.74
O.
T
2
0.
T
0
0.08
000
004
0.62
O.I 0.2 0.3 , 0.4 0.5 0.0 O.7 0.8 0.9 |.0
scale for Functions of Section a A reo Coefficient
-- * x
To Derive Sectional Area Coefficient Multiply Function by Midship Section Coefficient “m
i##
3.

S;
BASIC DESIGN
0.78
0.76
Fig. 13—Functions for Sectional Coefficient Curves
for
Slow Speed Vessels
(N）CDCoÇO
șt►r-©\S?
OQ：>OQ：>C
Scał z for Lorigitudinal Co2fficient "{
After Body
0.64
062
Scola for Functions of SQctional Arza Coo f ficizin+
To WYerive Sectional Area Coefficient Multiply Function by Midship Section Coefficient “m”

174
BASIC DESIGN
Fig. 14–Metacenter Beam Chart
for
Slow Speed Vessels
– I
–
I
O O
LC) ou Lo
ro ou
Droft to Bottom of Flo, + Plo. He Keel
;3
Sº
Lo
For Midship Section Coefficient = 0.94
Notes.—For any given draft and for any desired height of metacenter above the base line, the proper
beam may be selected at the intersection of the ordinate from the desired M and the abscissa from the
- draft. -
given C1ra ** = 008065 – " - 0.2838
lm 3p
#

175
BASIC DESIGN
Fig. 15—Metacenter Beam Chart
for
Slow Speed Vessels
§
§
c
up O
Lº)
C uſ)
ro ou - -
Drd fit to Bottom of F | O't P \o t e Ke G |
For Midship Section Coefficient = 0.98
Notes.—For any given draft and for any desired height of metacenter above the base line, the proper
beam may be selected at the intersection of the ordinate from the desired M and the abscissa from the
given draft. k lm
1
— = 0.07737 — — 0.2955
lm 3p
3g
i
up
2

176
BASIC DESIGN
()68
000
0.64
Fig. 16—Functions for Sectional Area Curves
for
Medium Speed Vessels
c>oO
{ÈeºLn
oC»o
Scale for Longitudinal coefficien+"{"
Fore Body
0.50
0.54
Scole for functions of Sectional Area

177
BASIC DESIGN
CO
co
C
Fig. 17—Functions for Sectional Area Curves
for
Medium Speed Vessels
C-1 O OO So
CSP CS Lo LO
c C C O
Scale for Longitudinal Coeffic ent "t"
After Body
§

BASIC DESIGN
Fig. 18—Functions for Load Water Lines
Scole ºf
-
CN.
QS
C
O
for
Medium Speed Vessels
c) OO Q
cS Lſº Lſ)
c Co c
r Longitudinal Coefficient"&"
Fore Body
§

179
BASIC DESIGN
§
US)
Q
c
§
Fig. 19—Functions for Load Water Lines
for
Medium Speed Vessels
C. oC) Q
co LO Lo
co c c
c
Scale for Longitudinal Coefficien: "*"
&
After Body
§

180
BASIC DESIGN
Fig. 20–Functions for Sectional Coefficient Curves
for
Medium Speed Vessels
„ur, quoſogJoop uoņ33S dyqspIJN Kq uoņoun. I ÁIdņIn JN ſuºſogJºo O eoſ V leuo!30°S º^{dº CI 9JL
quæſº į „J-a op dauy I cuoſ į 2 es ſo ºu C44 ºu ^-} -104 ºſoºS
O'!6090LOØ090ț7′O9. OZOl'O
790
99 ()
99’0
090
ZØ ()
790
ØØ O
990
Scale for Longitudinal Coefficient "&"
Fore Body

*
181
BASIC DESIGN
0.68
0.06
Fig. 21—Functions for Sectional Coefficient Curves
for
Medium Speed Vessels
<+çNJooO<SP
CS»«S»<s>LOLO
c»C><>C»O
Scale for Longitudinal Coefficient "{"
After Body
0.54
Scole for Functions of Sectional Areo Coefficient
"Wo Wexive Secºona" Nrea Coetúcient N\va\\\\\\y \ºwncușov) \oy Núðskºv Section Coetúcient “w”

182
BASIC DESIGN
Fig. 22–Metacenter Beam Chart
for
Medium Speed Vessels
$3g§33§3§
to
9
Lſ) O Lſ) C Lſ) co
No to (\) cº- - Lo
$
Dro fit to B of + on of Fl cat Plot e Keel
For Midship Section Coefficient = 0.86
Notes–For any given draft and for any desired height of metacentºr, above the base line, the proper beam
may be selected at the intersection of the ordinate from the desired M and the abscissa from the given draft.
lm
kp
— = 0.0834 — = 0.2491
lm 3p -

183
BASIC DESIGN
Fig. 23—Metacenter Beam Chart
for
Medium Speed Vessels
O LO c urb
Cºu - -
D -o-fi +o Bo Hom of Flot P o te Keel
For Midship Section Coefficient = 0.90
Notes—For any given draft and for any desired height of metacenter above the base line, the proper beam
may be selected at the intersection of the ordinate from the desired M and the abscissa from the given draft.
§:
g
ro
g
— = 0.07965 — = 0.2607
1m 3p
to33§33.§3#3
2

184
BASIC DESIGN
Fig. 24–Metacenter Beam Chart
for
Medium Speed Vessels
#3
C to O O
No cºl CJ uſ) - to
Draft to Bottom of Flot Plate Keel
§
For Midship Section Coefficient = 0.94
Notes—For any given draft and for any desired height of metacenter above the base line, the proper beam
may be selected at the intersection of the ordinate from the desired M and the abscissa from the given draft.
kp 1m
— = 0.0763 — — 0.2725
lm 3p
to333g§º3É
C


185
BASIC DESIGN
Fig. 25–Metacenter Beam Chart
for
Medium Speed Vessels
C LO C
ro cºl (NJ
D -o fit to Bo ++ on of Flot. Plo + e Kee)
§
g
Lo
Sº
Lſ)
For Midship Section Coefficient = 0.98
Notes–For any given draft and for any desired height of metacenter above the base line, the proper beam
may be selected at the intersection of the ordinate from the desired M and the abscissa from the given draft.
kp 1m
— = 0.0732 — = 0.2840
lm 3p

186
BASIC DESIGN
26–Functions for Sectional Area Curves
'Ig.
for
High Speed Vessels
o → ū \/ [ſou o 14. O → S J-o suo! 4-2 u n-, uo-j- 2 | O C S
9′O9 O†»’Oº’O
990
CO
Lo
C
7
OØO
290
#790
Scale for Longitudinal Coefficient "l
Fore Body

-
BASIC DESIGN
Fig. 27—Functions for Sectional Area Curves
for
igh Speed Vessels
()'ſ
ſoº-u.\!
L’0
\ ou OA4-S e S 3-o su oſ 4 ou n - uoj- el o OS
#O
9 Q
2. O
9GC
990
090
290
†790
990
- -
Scale for Longitudinal Coefficient "l"
After Body

188
BASIC DESIGN
Fig. 28—Functions for Load Water Lines
for
High Speed Vessels
: O/ by ZS
Jº <!- CN-1 C
VQ Jº Q. Q LO
O C C C c
Scole for Longitudinal Coefficient “U”
Fore Body
§
c
§
;

189
BASIC DESIGN
Fig. 29–Functions for Load Water Lines
for
High Speed Vessels
-- // By Z S
£/ P.Z.'s
<+ (N-1 c)
Q US Q
O C C
cale for Longitudinal Coefficient "l"
After Body
§
§
--------
--------
ggS
5
g
º
3.
3
Š
3

190
#g
000
O(34
O(32
O60
O58
O5(3
O. l
O.2 0.3 O.4 O.5 O.6 O7 0.8
Scole for Functions of Sectionol Area Coefficient
To Derive Sectional Area Coefficient Multiply Function by Midship Section Coefficient
- -
111
x -
0.9
s
|
§

3
i;
;
º:
0.06
0.00
0.58
O.5@
O. 1 02 0.3 0.4 0.5 Q.6 0.7 0.8 O.9 V.O
Scole for Functions of Sectiono \ Areo, Coefficient
"Vo V) exive Secuſſowa) Nrea Coe Wicient N\\\\\\\\\y W \\\cuion \by Mięswiv Section Coetúcie wt “w”
_
i#
5
;ii;
i

§
BASIC DESIGN
Fig. 32—Metacenter Beam Chart
for
High Speed Vessels
lo O lſ)
(V-1 (\l -
S.
Lſ)
O
Lſ) O
* ro No
Dro-F#- +o Bo'++orm of Flot Plote Keel
For Midship Section Coefficient = 0.68
Notes—For any given draft and for any desired height of metacenter above the base line, the proper beam
may be selected at the intersection of the ordinate from the desired M and the abscissa from the given draft.
kp lm
— = 0.1112 — = 0.1860
lm 3p

193
BASIC DESIGN
C
ºf-
Fig. 33–Metacenter Beam Chart
for
High Speed Vessels
3
o
LQ
LO C LO
(N-1 (\-l -
º
Droſºft to Bottom of Flot Plate Keel
For Midship Section Coefficient = 0.72
Notes—For any given draft and for any desired height of metacenter above the base line, the proper beam
may be selected at the intersection of the ordinate from the desired M and the abscissa from the given draft.
kp - lm
— = 0.1050 — = 0.1970
lm 3p

194
1BASIC DESIGN
Fig. 31–Metacenter Beam Chart
for
iłigh Speed Vessels
O LO C LQ O Lſ)
to (N-l CN-1 - -
Droſºft +o Bo'++om of Flat Plate hºeel
§
3
For Midship Section Coefficient = 0.76
Notes—For any given draft and for any desired height of metacenter above the base line, the proper beam
may be selected at the intersection of the ordinate from the desired M and the abscissa from the given draft.
kp lm
— = 0.0996 — = 0.2080
lm 3p

195
BASIC DESIGN
Fig. 35–Metacenter Beam Chart
for
High Speed Vessels
O Lſ) O LO O Lſ)
ro ou CMJ - -
3.
#3
Draft +o Bottom of Flott Plcite Keel
For Midship Section Coefficient = 0.80
Notes—For any given draft and for any desired height of metacenter above the base line, the proper beam
may be selected at the intersection of the ordinate from the desired M and the abscissa from the given draft.
kp lm
— = 0.0946 — = 0.218.7
lm 3p

196
BASIC DESIGN
Fig. 36–Metacenter Beam Chart
for
High Speed Vessels
O Lſ) O lſ) O Lſ)
ro CN-l CN-l - -
Drofit to Bottom of Flot. Plotte Keel
Sº
§
For Midship Section Coefficient = 0.84
Notes–For any given draft and for any desired height of metacenter above the base line, the proper beam
may be selected at the intersection of the ordinate from the desired M and the abscissa from the given draft
— = 0.09005 — = 0.2295
lm 3p
§
§
º
3{§§
Sº

197
BASIC DESIGN
Fig. 37—Metacenter Beam Chart
for
High Speed Vessels
g
C - Lſ) O Lſ) -- C Lſ)
ro Q\l (\l - -
§
Drof-H +o Bo'++orn of F loſt Plotte Kcel
For Midship Section Coefficient = 0.88
Notes—For any given draft and for any desired height of metacenter above the base line, the proper beam
may be selected at the intersection of the ordinate from the desired M and the abscissa from the given draft.
kp lm
— = 0.086 — = 0.2408
lm 3p
;

198
BASIC DESIGN
O
*
Fig. 38–Metacenter Beam Chart
for
High Speed Vessels
O LC) O lſ) C Lſ)
tºo CN-1 (\l - -
Draft +o Bottom of Flot. Plote hºc el
Ég
For Midship Section Coefficient = 0.92
Notes–For any given draft and for any desired height of metacenter above the base line, the proper beam
may be selected at the intersection of the ordinate from the desired M and the abscissa from the given draft.
kp lm
— = 0.08225 — = 0.2515
lm 3p

199
BASIC DESIGN
à
Fig. 39–Curves Showing
Variation of Longitudinal Coefficient
Plotted on Speed Length Ratio
O O
c c
É
r-
:
VO
Long it u d in a Coefficient “l”
<r
C

200
BASIC DESIGN
in the interest of easier driving it would be necessary to
add about 44 feet to the vessel’s original length. Such
a large increase in length would involve increases in hull
weight and first cost which might easily outweigh the
saving in size and cost of machinery installation plus any
saving in fuel consumption which might be realized by
the change. If, however, it were possible to increase the
beam without obtaining too stiff a ship the reduction in
longitudinal coefficient would be obtained without so great
an increase in length. Under these conditions such a de-
crease in this coefficient might be desirable. In the case
of a high-speed vessel of the destroyer type, however, the
power demands are so great as to merit and receive first
consideration.
It is worthy of note, however, that the appropriate
values of longitudinal coefficient for this class of ship,
viz., destroyers, are such as conduce to both easy driving,
at the speeds contemplated, and lightness of hull in much
greater degree than is the case with vessels of the type
designed for somewhat lower speeds.
Longitudinal Coefficient Chart
Two curves are shown on Fig. 39. One curve shows
optimum values for the longitudinal coefficient for vary-
ing values of the speed length ratio. This curve is based
upon Taylor's investigations (the dotted line). The other
curve (solid line) indicates values sanctioned by good
practice. This curve is based upon a careful study of a
large number of ships. The values actually used for
some of these vessels are shown in the figure by small
circles.
Inasmuch as the value assigned to the longitudinal co-
efficient is of such importance as affecting driving char-
acteristics and as this coefficient is intimately connected
with the length adopted it has been considered desirable
to show on the sheet just described the localities in which
“humps” in resistance curves occur. These localities are
indicated by the shaded portions and correspond roughly
V
to values of —— == .75 to .85, 1 to 1.10 and 1.30 to 1.70.
VLT
For comments on the importance of these humps see quo-
tation from Admiral Taylor under definition of “humps.”
In fixing the values for low speed vessels having speed
length ratios of 45 to .70, special weight has been given
to coefficients selected for cargo vessels recently designed
by competent naval architects and to published comment
from authoritative sources. For vessels of higher speed
a large number of studies have been made. These studies
have, in each case, included careful estimates of weight,
power, strength, and stability for four or five ships, all
designed to meet the same requirements, but varying in
length and longitudinal coefficient. The studies have cov-
ered thoroughly the values corresponding to speed length
ratios from 8 to .95, from 1.15 to 1.3, from 1.4 to 1.6 and
from 1.7 to 2.1. Moreover, the characteristics of many
vessels in service whose coefficients lie within the limits
noted have been examined and given proper weight in
connection with the above studies. It will, therefore, be
apparent that the location of the curve has been logically
determined for all ordinary cases.
In comparing the two curves it will be noted that though
widely separated at lower speeds, they approach each other
closely at speed length ratios greater than 1.2. This is
in general accord with statements previously made rela-
tive to merchant ships and vessels of the destroyer type.
It is held by some designers that for slow cargo vessels
saving in first cost might
the value of the longitudinal coefficient can be indefinitely
increased, thus obtaining augmented cargo capacity. This
might seem warranted in view of the results just cited.
Careful investigation based on actual records of perform-
ance indicates that as between two vessels closely similar
in other respects, an excessively full ship will lose suf- .
ficient time during an average season on account of the
retarding effect of head seas to more than offset the
smaller cargo capacity of a somewhat finer vessel. This,
taken together with the fact that resistance increases
rapidly for values of longitudinal coefficient above 8 even
in slow vessels, indicates that from .78 to 8 is about the
maximum value which may satisfactorily be assigned to
the longitudinal coefficient for seagoing vessels.
The values given in Table 9 have been found satis-
factory for the classes of ship enumerated and agree
closely with Fig. 39.
Table 9–Variation of Longitudinal Coefficient with
Speed Length Ratio for Various Types of Ships
V
ſº-º-º-º-º- Longitudinal
Class. V 'L Coefficient.
Slow cargo vessels. . . . . . . . . . . . . . . . . . .45 to .55 .78 to .80
Past cargo vessels. . . . . . . . . . . tº g g + p e º e .55 to .65 .745 to .78
Passcnger cargo vessels. . . . . . . . . . . . . . . .65 to .80 .68 to .745 .
134ttleships . . . . . . . . . . . . . . . . . . . . . . . . . . .S5 to .93 .625 to .66
Fast passenger vessels. . . . . . . . . . . . . . . . .80 to 1.05 .60 to .68
I}attle cruisers . . . . . . . . . . . . . . . . . . . . . . 3.00 to 1.20 .56 to .61
Scouts and light cruisers. . . . . . . . . . . . . 1.20 to 1.50 .59 to .62
i>estroyers and fast yachts. . . . . . . . . . . . 1.70 to 2.20 .63 to .645
While the values assigned represent general practice,
it is entirely possible that circumstances governing in an
individual case may render other values highly desirable.
In the case of long vessels of large displacement and
relatively slow speed, slightly higher values than those
suggested may be used with satisfactory results.
In the case of vessels of great size and very great speed,
such as modern battle cruisers or a 30-knot Atlantic liner,
it might be necessary on account of the enormous power
required and the space necessary for the machinery in-
stallation to adopt a value of the coefficient which would
be lower and therefore somewhat more favorable to the
driving qualities than those shown. Such a change would
of course involve increased length and hull weight, but
would reduce machinery weights and fuel consumption.
In the case of light, high-speed vessels, should there be
a restriction placed upon fuel consumption at a speed ma-
terially lower than the maximum speed, it would be de-
sirable to reduce the value of the longitudinal coefficient
indicated.
The coefficients suggested for higher speed vessels have
been largely determined, in view of the smallest possible
displacement and the most satisfactory maneuvering quali-
ties. In case first cost should be of vital importance on
account of the high price per ton of machinery as com-
pared with the price per ton of hull, it would be neces-
sary to favor the driving qualities more than has been
done in the tables shown. This would result in longer
and heavier hulls and somewhat increased displacement.
The machinery installation would be of decreased power,
however, and in view of the fact that machinery costs
several times as much per ton as does hull, a noticeable
be expected. Moreover, if
maneuvering ability were not especially important the
added length of hull with the resulting increase in space
for stores, quarters, etc., might be considered advan-
tageOuS.
201
RASIC DESIGN
Approximate Power
Methods
I” CASE Til E RESULTS OF MODEI. EXPERI MENTS upon vessels
of closely similar form and coefficients are available
the designer will naturally base his power approximations
directly upon them, making such allowances or corrections
as his judgment dictates.
Frequently, however, such data as the above are not read-
ily available. Then it is necessary to resort to such pub-
lished information as best meets the conditions obtaining.
Taylor's Series
Tur PUBLICATION of Admiral D. W. Taylor's “Speed
and Power of Ships” makes it possible to estimate
with facility and considerable accuracy the power required
for a given ship, without reference to model results for
a similar vessel.
Value and Limitations of Taylor's Standard Series
Twº CURVES PUBLISHED IN THIS BOOK have been found
of especial value for ships in which wave-making
forms a relatively large proportion of the total resistance.
This would naturally be the case, inasmuch as the forms
upon which Admiral Taylor's work is based were forms
applicable particularly to intermediate and higher specd
types rather than to the slow, full cargo vessel.
Furthermore, Admiral Taylor's contour curves for
residuary resistance are not carried below values of speed
length ratio of 6. Hence, wherever it is necessary to deal
with slower vessels by means of Admiral Taylor's data,
extrapolation must be resorted to. This introduces the
possibility of error. Nevertheless, on account of the ad-
vantages which this method of studying and comparing
the effects of changes in form and coefficients offers, it
has been adopted as the basis for the following work.
The foregoing should receive due weight when consider-
ing any comparisons between model tank results and the
results of Admiral Taylor's standard series when applied
to slow cargo carriers.
Wave Making the Resistance Criterion
NASM UCH AS THE WETTED SURFACE is directly responsible
for the amount of skin friction encountered in any
ship, and inasmuch, further, as this portion of the resist-
ance makes up as much as 75 or 80 per cent of the total
resistance for slow full vessels, it will be apparent that
the amount of wetted surface must receive attention in all
power studies relating to vessels of the cargo-carrying
type. It should be noted, however, that it is possible to
vary the form of the vessel quite widely without materi-
ally affecting the area of wetted surface, and therefore the
value of the frictional resistance. This being the case, for
purposes of comparing one form with another the wave-
making resistance even in the case of full cargo vessels
becomes the principal criterion. For this reason, and for
reasons referred to later, the data published by Admiral
Taylor have not been strictly followed in the curves here
proposed for approximating the power of slow merchant
vessels.
Table 10 shows the relative values of the two principal
resistance components found in practice for several princi-
pal classes of ship varying widely in size and in speed:
Table 10–Principal Resistance Components
a-Percentage oſ----,
Frictional Residual
Type. Resistance. Resistance.
Destroyer . . . . . . . . . . . . . . . . . . . . 41 59
Scout . . . . . . . . . . . . . . . . . . . . . . . . 50 5()
13attle Cruiser . . . . . . . . . . . . . . . . . 59 41
I}attleship . . . . . . . . . . . . . . . . . . . . . 03 37
Troop Transport . . . . . . . . . . . . . . (39 31
I'leet Oiler . . . . . . . . . . . . . . . . . . . 7() 30
Cargo Vessel . . . . . . . . . . . . . . . . 75 25
The ſigures in Table 10 correspond to the designed maxi-
mum speeds in each case.
Range Covered by Taylor's Standard Series
A". TAYLOR'S CURVEs were based upon experiments
made with a model of conventional shape, with mod-
erate U-shaped sections forward, and the usual V-shaped
sections aft. They covered a range of speed length ratic
l)etween .6 and 2.0 and a range of displacement length co-
efficient between 30 and 160. Parallel middle body, for
the reasons referred to above, is not contemplated, nor
is a large amount of displacement for a given length. The
curves, therefore, as has been previously pointed out, apply
particularly to ships of medium and high speeds. For
these ships, provided reasonable coefficients and fair forms
are selected, the average error is very small, especially
for the upper ranges of speed. This fact is well illustrated
by Fig. 40, showing the results of model basin experi-
ments compared with the estimated values as derived from
Taylor's standard curves.
Comparison of Typical Forms of Underbody with
the Standard Series
Cº. B REPRESENTS A HIGH-SPEED VESSEL of the de-
stroyer type, with an underbody form similar in gen-
eral to the parent form used for Taylor's standard series.
It will be noted that the line of actual performance does
not depart at any point far from the standard, excepting
at the lowest speeds.
Curve C represents a destroyer type having, as in case
R, a straight keel parallel to the surface of the water for
about 80 per cent of the vessel's length, but having sec-
tions which gradually flatten as the stern is reached. This
type has positive area at the after perpendicular equal to
approximately 4 per cent of the midship section area. The
buttock lines of this type are easy and flat, having a
tendency to droop rather than to increase their inclination
at the extreme stern. It will be noted that this type shows
a noticeable saving over the standard series throughout
most of its length. This is probably due to the great effect-
ive length which is obtained by the considerable immersion
of transom without the addition of wetted surface.
Curve D represents a fast transport type, having an
ordinary ship-shape form but no parallel middle body.
Curve E. represents a fast cargo vessel. This, like
curve D, tends to depart from Taylor's series, at the
lower speeds.
It should be noted here that the difference between
model experiments and the standard series occurring
above a speed length ratio of .6 is relatively small and
becomes serious only below this point in a range reached
by extrapolation from Taylor's series. -
It is believed that one of the principal reasons for this
deviation lies in the fact that the parallel middle body—
in the case of E about 40 per cent of the vessel's length—
202
BASIC DESIGN
Fig. 40–Curves of Performance
- of
Typical Vessels as Compared with the Standard Series
<!- ou O cºu -: Q9 oo sº cº- <r
-
PQ ro 2n + Saving
sº
co
§
3
*
93
>
º
O
+-
CŞ
CC
s: c
+-
O)
C
o
—l
§
S. S
Cº-
UD
o

203
BASIC DESIGN
Fig. 41—Body Plans
of
Typical Vessels
L.W.L.
4 & 5



B. Ll NE
BASIC DESIGN
has the effect of lowering the virtual longitudinal co-
efficient by permitting much finer ends than would be
possible without its use.
Model D, however, has no parallel middle body, and
yet gives a curve closely similar to that of E. Hence
the above suggested explanation certainly does not cover
all cases.
Typical Body Plans
Is ORDER TO MAKE THE FOREGOING as definite as practicable,
the body plan upon which Taylor's standard series is
based is shown in Fig. 41 in comparison with body plans
for Curves B, C, D, and E, Fig. 40.
Table 11 shows some of the characteristics of the models
themselves.
Table 11—Characteristics of Models
B C D E
Length, W. L. in ft. . . . . . . . . 300 360 460 455
Beam, W. L. in ft. . . . . . . . . . . 30.3 37.7 60.8 56
Draft, mean in ft. . . . . . . . . . . 9.25 11.3 19.6 26.2
Longitudinal coefficient . . . . . .618 .628 .659 .784
Midship section coefficient. . . .68 .80 .952 .974
Displacement length coef-
ficient . . . . . . . . . . . . . . . . . . . . 37.5 47.1 101 154
Reason for Above Comparison
Tur Above DEPARTUREs of the curves derived by model
basin experiment from those obtained directly and
indirectly from Taylor's standard series may be considered
typical of the several forms of underbody shown. The
forms selected are not forms of maximum driving ef-
ficiency, but have been selected rather as averages for the
type, indicating the results which should be obtained with
models of good form and proper coefficients in comparison
with the estimates based upon Taylor's series. This com-
parison is introduced in order that it may be possible for
the designer to obtain as definite a knowledge as possible
as to the performance of several common different types
of ships compared with Taylor's standard series.
Power Curves
W HILE It is ALways DESIRABLE to plot a complete curve
of effective horsepower as accurately as may be
for any new design, and while Admiral Taylor's work af-
fords as satisfactory a basis as can be expected, or in most
cases desired—particularly when supplemented by correc-
tions of performance such as shown above—for purposes
of quick approximation during the early stages of a design
it is frequently desirable to compare the relative merits of
several schemes differing in dimensions, coefficients or
other characteristics. There have accordingly been devel-
oped from Taylor's standard series curves of constant
power plotted on speed and length which are applicable
to vessels of moderate and high speed. These are shown
on Figs. 42 to 69 inclusive, where each sheet corresponds
to a given value of longitudinal coefficient and displace-
ment length coefficient. These curves make possible the
ascertaining of the power for a given form in a most
expeditious manner and almost to the same degree of
accuracy as that of which Taylor's standard series is
capable. Small variations in coefficients may be allowed
for by direct proportion. A further correction may be in-
troduced, if desired, by reference to the performance
curves given above.
Importance of Driving Efficiency
HE LENGTH AND DISPLACEMENT of merchant vessels, par-
ticularly of cargo carriers, are dependent rather more
upon cargo handling facilities and trade requirements than
upon driving characteristics. It should not, however, be
understood that driving characteristics are to be ignored
in the case of cargo-carrying steamers. In fact, recently
more and more emphasis has been placed upon the neces-
sity of reducing the power required and thereby effecting
as great a possible saving in fuel as is practicable. Hence
it is necessary that as good a form as practicable, consist-
ent with the carrying of an adequate amount of cargo,
should be provided.
Power Curves for Slow Merchant Vessels
Is ORDER To FURNISH DESIGNERS of slow merchant vessels
with facilities similar to those above described for
vessels of greater speed, considerable study has been made
of the works of Messrs. Baker, Sadler, Semple, Kemp, and
others. Based on this study, the sheets of power curves for
cargo carriers have been prepared, Figs. Nos. 42 to 45 in-
clusive. These curves, like the curves of similar type
(Figs. 46 to 59 inclusive provided for vessels of greater
speed) should not be expected to take the place of esti-
mates based upon the results of a similar type ship. They
do, however, represent good practice and provide a good
basis for comparing one proposed ship with another.
Fourth Division
Trial Ships and Their Selection
U" To THIS PoſNT the discussion has dealt with general
considerations and has assumed the tentative selec-
tion of a ship of such displacement and length as to
generally meet the requirements laid down.
Investigation of Length
HE object of THE STEPS IN THIS Division is to investi-
gate the subject of length and to select that length
which is most efficient for the purposes in view. The de-
ciding factor in this analysis may be any one or any
combination of the following features: Displacement,
longitudinal coefficient, fuel economy, size or type of ma-
chinery installation, cost. It may also involve other con-
siderations than these. In any event, however, both dis-
placement and longitudinal coefficient will figure promi-
nently in the investigation—the former principally because
of the cost of material and the possibility of carrying the
designed load, and the latter because of the size and cost
of machinery installation and the consumption of fuel.
Outline of Procedure
Iº. THEN, A displaceMENT suitable for the requirements
in hand be selected (presumably this will be that ten-
tatively determined upon at an earlier stage unless sub-
sequent work has shown it to be unsatisfactory), and the
beam, draft, depth, and midship section coefficient already
fixed be maintained constant, we may vary both length
and longitudinal coefficient through a suitable range with-
out changing the value of the metacentric height selected.
The effect of this variation upon the weights is then noted
and serves as the medium by which the study of costs, size
of machinery installation, fuel consumption, etc., referred
to above, is made. In practice the above investigation of
displacement and longitudinal coefficient is carried out in
the manner described below.
205
BASIC DESIGN
Fig. 42—Curves of Effective Horsepower
for
Cargo Ships
to H
15
|4
13
V)
-H.
O
C
×
.9
to 12
o
c)
O-
Uſ)
| |
IO
9
350 375 400 4725 450 4T 5 5OO 525 550
Lzngth o-f Ship on L.W.L.
Midship Section Coefficient – ().90
Prismatic Coefficient = 0.74
Displacement Length Coefficient = 150.

206
BASIC DESIGN
Fig. 43–Curves of Effective Horsepower
for
Cargo Ships
13
12
350 375 400 4.25 450 475 5OO 525 550
Longth of ship on L.W. L.
Midship Section Coefficient = 0.96
Prismatic Coefficient 0.74
Displacement Length Coefficient = 180.
–

207
BASIC DESIGN
|3
Fig. 44–Curves of Effective Horsepower
for
Cargo Ships
350 375 4OO 425 450 475 500 57.5 550
Length of Ship on L.W.L.
Midship Section Coefficient – 0.96
Prismatic Coefficient – 0.78
Displacement Length Coefficient = 150.
v)
-HT
O
C
×
C
-CŞ
c)
c)
C-
Uſ)

208
BASIC DESIGN
Fig. 45–Curves of Effective Horsepower
for
Cargo Ships
lø 10
15 15
l4 14
13 13
l? | 2
lſ | |
| Q |O
9 9
350 375 400 4?5 450 475 500 525 550
Long+h O-F Ship on L.W. L.
Midship Section Coefficient = 0.96
Prismatic Coefficient = 0.78
Displacement Length Coefficient = 180.

209
BASIC DESIGN
i
:
Fig. 46–Curves of Effective Horsepower
for
Battleships
550 ØOO 650 TOO 750 8OO 350
Length of Vessel on L. W. L.
Midship Section Coefficient – 0.98
Prismatic Coefficient – 0.60
Displacement Length Coefficient = 120.
i
;

210
BASIC DESIGN
i
;
Fig. 47–Curves of Effective Horsepower
for
Battleships
---
| | ||
550 (300 050 700 750 800 850
Length of Vessel on L. W. L.
Midship Section Coefficient – 0.98
Prismatic Coefficient = 0.00
Displacement Length Coefficient = 140.
i
i

211
BASIC DESIGN
Fig. 48–Curves of Effective Horsepower
for
Battleships
550 (300 (350 TOO 750 800 850
Length of Vessel on L. W. L.
Midship Section Coefficient – 0.98
Prismatic Coefficient = 0.65
Displacement Length Coefficient = 120.

212
BASIC DESIGN
Fig. 49–Curves of Effective Horsepower
for
Battleships
30
2
5
2
O
550 Ø00 (350 TOO T 50 800 850
Length of Vessel on L. W. L.
Midship Section Coefficient – 0.98
Prismatic Coefficient = 0.65
Displacement Length Coefficient = 140.

213
BASIC DESIGN
i
:
5OO
Fig. 50–Curves of Effective Horse Power
for
Large Fast Ships of Atlantic Liner or Battle Cruiser Type
(300 TOO 300 900 |OOO 1100
Length of Vessel on L. W. L.
Midship Section Coefficient – 0.90 to 0.99
Prismatic Coefficient 0.58
Displacement Length Coefficient = 60.
F
i
V.
ſh

214
BASIC DESIGN
40
Fig. 51–Curves of Effective Horsepower
for
Large Fast Ships of Atlantic Liner or Battle Cruiser Type
+40
35
30 30
25 - 25
20 2O
500 000 700 800 900 1000 | 100
Length of Vessel on L. W. L.
Midship Section Coefficient – 0.90 to 0.99
Prismatic Coefficient – 0.58
Displacement Length Coefficient = 70.

215
BASIC DESIGN
40
:
;
500
Fig. 52–Curves of Effective Horsepower
for -
Large Fast Ships of Atlantic Liner or Battle Cruiser Type
Ø00 TOO 800 900 1000 ||000
Length of Vessel on L. W. L.
Midship Section Coefficient – 0.90 to 0.99
Prismatic Coefficient – 0.58
Displacement Length Coefficient = 80.
:
;

216
BASIC DESIGN
|
Fig. 53–Curves of Effective Horsepower
for
Large Fast Ships of Atlantic Liner or Battle Cruiser Type
40
35
3
O
25
500 600 TOO 3OO 900 |OOO |IOO
Length of Vessel on L. W. L.
Midship Section Coefficient = 0.90 to 0.99
Prismatic Coefficient = 0.62
Displacement Length Coefficient = 60.
i
;

217
BASIC DESIGN
500
Fig. 54–Curves of Effective Horsepower
for
Large Fast Ships of Atlantic Liner or Battle Cruiser Type
000 TOO 800 900 |000
Length of Vessel on L. W. L.
Midship Section Coefficient – 0.90 to 0.99
Prismatic Coefficient = 0.62
Displacement Length Coefficient = 70.

218
BASIC DESIGN
i
;
40
500
Fig. 55–Curves of Effective Horsepower
for
Large Fast Ships of Atlantic Liner or Battle Cruiser Type
25
20
GOO TOO 2^O - 900 |OOO
Length of Vessel on L. W. L.
Midship Section Coefficient = 0.90 to 0.99
Prismatic Coefficient = 0.62
Displacement Length Coefficient – 80.
i
:

219
BASIC DESIGN
i
:
Fig. 56—Curves of Effective Horsepower
for
Scout and Light Cruiser Types
350 400 450 500 550 GOO (350
Length of Vessel on L. W. L.
Midship Section Coefficient about 0.93
Prismatic Coefficient = 0.64
Displacement Length Coefficient = 40.

220
BASIC DESIGN
Fig. 57–Curves of Effective Horsepower
for
Scout and Light Cruiser Types
350 400 450 5OO 550 000 Ø50
Length of Vessel on L. W. L.
Midship Section Coefficient about 0.93
Prismatic Coefficient = 0.64
Displacement Length Coefficient = 47.

221
BASIC DESIGN
:
;
Fig. 58–Curves of Effective Horsepower
for
Destroyers and Fast Yachts
3
5
3
O
25
|OO 150 200 250 300 350 400
Length of Vessel on L. W. L.
Midship Section Coefficient = 0.75 to 0.83
Prismatic Coefficient = 0.62 to 0.66
Displacement Length Coefficient = 40.

222
BASIC DESIGN
i
;
|OO
Fig. 59–Curves of Effective Horsepower
for
Destroyers and Fast Yachts
15O 200 25O 300 350 4.00
Length of Vessel on L. W. L.
Midship Section Coefficient = 0.75 to 0.83
Prismatic Coefficient = 0.62 to 0.66
Displacement Length Coefficient = 45.
:
;

223
BASIC DESIGN
Length Required for Accommodation of Ship's Vitals
AKE A CAREFUL STUDY of the actual length required to
M accommodate the vitals of the ship; namely, boiler,
machinery, fuel, cargo, pumping and other spaces, as well
as the length required at the ends of the vessel to ac-
commodate storerooms, steering gear, peak tanks, etc.
In warship design the same principle applies, although
the spaces required are different and special study will
be necessary in order to fix the length needed to accom-
modate magazines, handling rooms, auxiliary machinery
spaces, oil stowage, etc.
Proper Value for Longitudinal Coefficient
EARING IN MIND THE FOREGOING, the curves shown in
Fig. No. 39 relative to the variation of the longitudi-
mal coefficient, with different values of the speed length
ratio, should be consulted before finally selecting what
appears to be the most desirable range of water-line
length.
Extremes of Length
N ORDER To cover A LENGTH RANGE sufficiently great to
I bring out the desired contrast between the various
lengths of ships it will frequently be found necessary to
give consideration to lengths which are impracticable
for the ship in hand; the shortest of the vessels selected
requiring more power than could possibly be accommo-
dated and running into objectionably large values of
both displacement, length, and longitudinal coefficient,
while the longest of the vessels would be too fine ended
and difficult to maneuver. Such trial vessels when used
are to be considered merely as hypothetical ships and
utilized for the purpose of determining the direction of
the curves of weight rather than considered as possible
of adoption.
The above points should receive careful attention before
adopting the basic or mean length in order that the figure
Hinally decided upon may prove a satisfactory basis for
the steps described below.
Range of Length to Be Covered by Trial Ships
AVING SELECTED A MEAN LENGTH which may be con-
H sidered good practice from the various standpoints
involved, it is advisable to cover a range of length both
above and below as large as possible without making too
great a change in the size of machinery installation and
the number of boilers required. The reason for this is
that with a considerable change in the length to be as-
signed to the accommodation of machinery, a correspond-
ing change in the length devoted to cargo, in the case of
merchant vessels, or to the length of citadel in war ves-
sels, is necessary. This will be found to complicate the
estimates of weight, strength, etc., and can usually be
avoided if sufficient care is exercised.
If, however, there appear to be particular reasons for
covering a range of length such as to involve considerable
variations in the size of machinery plant, there need be
no hesitancy, although the curve of margins—to be re-
ferred to later—may show certain jogs or abrupt changes
in value where the number of boiler rooms or length of
machinery space is changed.
Five Trial Ships
HE ABOVE POINTs having been considered, five different
lengths which satisfactorily cover the range de-
sired are selected and the necessary calculations referred
to below, made for each of the five vessels, especial atten-
tion being paid to the effect of length variation and of
variation in the coefficients.
Value of Standard Curves of Sectional Area and Load
Water Plane
N CARRYING OUT THESE INVESTIGATIONs the standard
I water-lines and sectional area curves will be found of
especial value, inasmuch as they will indicate very accu-
rately the effect of the length variation upon the areas
of decks, bulkheads, etc.
In the cases of all vessels, providing time is available,
greater accuracy will be obtained by actually laying out
the water-lines for each of the trial ships. It will then
be possible to obtain a good estimate of the area of the
heavy protective decks, the shapes of platforms, the loca-
tions of machinery and gun positions, and the lengths
and shapes of holds, peak tanks, etc., all of which will
be found of much value in connection with the subsequent
calculations.
Approximate Power
Method of Derivation
OR PURPOSES OF COMPARISON the weight of the machin-
F ery may be proportioned to the power required at
maximum speed, due allowance being made for any
minor differences such as length of shafting, number of
machinery compartments, etc. The maximum power cor-
responding to designed speed may be based in most cases
directly upon the standards included herein with very
satisfactory results. If desired, the correction due to the
departure of the type of body contemplated from that
assumed in the standard may be taken into consideration.
This is not considered essential, however, inasmuch as
this particular part of the investigation is intended for
comparative purposes only.
In case data more directly applicable to the case in
hand are available they should, of course, be used, always
assuming that they are of such a nature as to indicate accu-
rately the effect of the differences in length and coeffi-
cients in the trial vessels.
The following notes apply particularly to this part
of the investigation, and though they cover to some ex-
tent material which has previously been touched upon,
are inserted here for convenience.
Effect of Length on Power
HE EFFECT of LENGTH on THE HORSEPower is very
appreciable, especially where ships of high speed
length ratio are involved. This is because in high speed
vessels the residual resistance forms a very considerable
portion of the total resistance of the ship. Hence, when
length is increased and this type of resistance as a result
decreased, a considerable saving in power is effected, in
spite of the fact that ircreased length nearly always in-
volves increased wetted surface and therefore increased
frictional resistance. In the case of vessels having a low
value of speed length ratio, where the frictional resistance
amounts to a high percentage of the total resistance, an
increase of length may sometimes mean an increase in the
total horsepower required. .
Because of the foregoing, the following results may be
anticipated in dealing with the trial ships:
For slow vessels, such as battleships, naval auxiliaries,
and most merchant vessels, the longer of the five trial
224
BASIC DESIGN
ships will generally show the lowest power at top speed
(that speed which governs the weight of machinery instal-
lation). In the case of the lower speed war-vessels, because
the frictional resistance forms so large a portion of the
total resistance, the horsepower required at the usual
cruising speed will frequently be found to increase as the
length of the trial vessels increases. This feature, par-
ticularly in the case of vessels required to have a large
Steaming radius, will to a certain extent offset the advant-
age due to increased length referred to above.
This condition will not ordinarily obtain in the case of
merchant vessels because of their relatively high cruising
or service speed as compared with their maximum speed.
For high speed vessels, such as fast yachts, destroyers,
Scouts, etc., even when the designed cruising speed is
Small compared with the designed maximum speed, it will
generally be found that the power at cruising speed de-
creases with increased length. However, the longitudinal
coefficients most desirable for high speed length ratios
(those above 1.07) lie in the neighborhood of 64, while
for speed length ratios below 1.5 the optimum value of
longitudinal coefficient from the driving standpoint drops
off very rapidly and in fixing the dimensions and coeffi-
cients for vessels of this type this feature should receive
due consideration.
The Power of Large Ships at Low Speed
T WILL BE FOUND that the actual power required to drive
I large ships at very low speeds is somewhat difficult of
accurate calculation, inasmuch as the data available do
not generally contemplate speed length ratios much below
.5. The power curves published by Admiral Taylor do
not go below a speed length ratio of 6. However, the
data given by this author for obtaining frictional resist-
ance are carried down to a speed length ratio of .3, so that
it is possible to plot a curve of frictional horsepower for
extremely low speeds. The total horsepower at these low
Speeds can then be obtained, either by producing the curve
of total effective horsepower to the necessary point, being
governed in its direction and general character largely by
the curve of frictional horsepower just described, or by
increasing the frictional horsepower at the speed required
by a percentage based upon results as shown by previous
ships.
The curves provided herein for ships of the slow cargo
type will be found valuable for this purpose. They do not,
however, reach the very lowest speeds and they do not
apply to vessels of fine form.
When comparing the powers of several different ships
by means of these curves (plates 42 to 45, inclusive) the
following procedure is suggested:
Take a basic power figure from the sheet which most nearly
applies to a representative ship of the series as regarding
values of longitudinal and displacement length coefficients.
Then correct this figure for the differences of coefficient and
length involved by the vessels of the series by the use of
IL.”
P = P, \ a –— — — b
VI, l, Lº
Wherein P, H the power read from the sheet, L, is the
length of the ship for which the power is read, and l, is
the value of the longitudinal coefficient of the ship; P, L,
and l are the same characteristics for the ship in question.
The values of a and b are to be taken from the Table 12
for vessels of the cargo carrying type.
the following formula:
VT
Table 12—Constants for Power Formula
w (l b
VL
.4
.815 .185
.45 .770 .230
.50 .728 .272
.55 .689 .311
.60 ,653 .347
.65 .620 .380
.70 .590 .410
If the necessary information is available, it is possible
to derive the effective horsepower at low speeds by pro-
portioning it directly upon the power required for a sim-
ilar type ship in the ratio of the wetted surfaces involved.
This latter method is recommended wherever it is pos-
sible to use it, for checking purposes, as it is considered
that it provides one of the best methods of comparing the
power required by different vessels at very low speeds.
Strength
Scantlings to be Suited to Length
ARTIAL CoMMENT UPON THIs subject has been made
P under “Depth” (see Second Division). It is only
necessary to add at this point that in fixing the scantlings
for the five trial ships under consideration ample provision
should be made for the increases necessary in the longer
vessels, in order to insure proper strength to meet the
greater bending moments to be anticipated.
Various Types of Vessel Involved
oR MERCHANT VESSELS the provisions of the Classifica-
F tion Societies will be sufficient, unless the changes in
length and power contemplated are such as to involve a
marked change in the amount or location of the heavy
weights. For war vessels special strength approximations
will frequently be required. In this latter class of ship
the large machinery installations, the great concentration
of weights in connection with turret installations or gun
positions, and the large amounts of fuel and protective
material carried, complicate the question further.
Effect of Form and Distribution of Weight
HE DIFFERENCE IN FORM, both underbody and upper-
body, resultant upon changes of length and longitud-
inal coefficient exercises a noticeable effect upon the bend-
ing moments involved. This point is here mentioned only
in order to place the designer upon his guard. The
amount and character of such changes of form, while at
times of great importance, are difficult to anticipate.
Moreover, their effect as illustrated by instances occurring
in the design of actual vessels, is generally so intimately
associated with the effect of the distribution of the heavy
weights as to make it very difficult to draw satisfactory
conclusions and to properly describe the same if reached.
Hence it is considered that an effort to discuss these fea-
tures in general terms would be entirely out of place.
Fuel
No attempt will here be made to give values for fuel con-
sumption, as this is essentially a matter of marine engineer-
ing. Further, the numerous types of machinery, the par-
ticular advantages and disadvantages of which for the case
in hand are matters for detailed consideration, also have
a direct influence. . Without careful consideration of these
points, any data furnished would lose much of their value,
and such consideration is possible only when all the re-
quirements of the individual case are in hand.
225
BASIC DESIGN
Service Speed of Merchant Vessels
s PREVIOUSLY NOTED under the subject of power, mer-
A chant vessels usually steam at a speed closely
approaching the maximum for which they are designed.
Hence the fuel required for a given radius may be gen-
erally based directly on the maximum horsepower required,
due allowance being made for the consumption of the
various auxiliaries in use while in port.
Cruising Speed of War Vessels
AR vessels usually cruise at speeds less than half
W their designed maximum. Hence the fuel required
for the designed radius is based upon the power required
at cruising speed, due allowance being made for the con-
sumption of the various auxiliaries in use while in port.
Service as Contrasted with Trial Conditions
POINT WORTHY of ConsiderATION, and applying alike to
A all classes of ships, is the necessity for providing an
ample supply of fuel in order to meet service as contrasted
with trial conditions. During service a ship's bottom will
be always more or less foul. The resistance may be in-
creased indefinitely by this condition. Then, too, a suc-
cession of head winds and heavy seas during the voyage
will greatly increase the resistance experienced. On ac-
count of the foregoing, one authority advocates a margin
of 25 per cent over the fuel required according to trial trip
results as providing a proper allowance.
Weights
N NAVAL ARCHITECTURE, more than in most other branches
I of engineering, an accurate knowledge of all weights in-
volved is essential. The common methods of approximat-
ing to the trial displacement have already been referred
to, as also the importance of properly recording and filing
data obtained from previous ships. However, many cases
arise in which the information available does not closely
apply, and yet it is important to obtain an accurate knowl-
edge of weights at an early stage in the design. It is
generally possible to accomplish this for the principal
weight divisions, as the following will illustrate.
Weight Divisions
NDER THE HEADING “USEFUL LoAD,” certain weight
divisions have been mentioned. These are tabulated
in Table 13 as they would occur in the case both of a mer-
chant and a war vessel, and the percentage of the designed
displacement which each item covers is indicated. (The
figures shown are taken from the recorded weights of
vessels actually in service.) -
Table 13—Relative Importance of Principal Weight
Divisions of Merchant Vessels
Percentage of
Item Displacement.
Cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52.0
Stores, fresh water, complement. . . . . . . . . . . .7
Reserve feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.4
Hull proper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26.4
Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.8
. Equipment and outfit. . . . . . . . . . . . . . . . . . . . . . 1.0
Designer's margin . . . . . . . . . . . . . . . . . . . . . . . . . .7
Propelling machinery . . . . . . . . . . . . . . . . . . . . . . 4.3
War Vessels
Percentage of
Item. Displacement.
Protective material . . . . . . . . . . . . . . . . . . . . . . . . 36.9
Stores, fresh water . . . . . . . . . . . . . . . . . . . . . . . 1.5
Complement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Reserve feed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2
Battery and foundations . . . . . . . . . . . . . . . . . . . 9.3
Ammunition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.0
Hull proper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26.0
Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.0
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4
Outfit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Designer's margin . . . . . . . . . . . . . . . . . . . . . . . . . .3
Propelling machinery . . . . . . . . . . . . . . . . . . . . . 7.4
The More Important Divisions Susceptible of
Accurate Estimate
N EXAMINATION OF THE PERCENTAGE given above will
A emphasize the following fact, which is considered to
be particularly important. Cargo, fuel, propelling ma-
chinery, and hull weight proper, constitute 94 per cent of
the total displacement in the case of a merchant ship. Pro-
tective material, fuel, armament, hull proper, and ma-
chinery constitute nearly 91 per cent of the total displace-
ment in the case of the war vessel. Of all these items
(hull proper excepted) making up so large a percentage of
the vessel's displacement, it is possible to estimate the
weight accurately and quickly at this stage of the design.
In order, then, to obtain a proper weight estimate it is
necessary only to calculate in detail the weight of the
above items, such as fuel, protective material, etc.; to
allow by means of a percentage based on recorded data
for the minor items of fittings, outfit, stores, etc.; and to
provide some satisfactory method of estimating hull weight
proper.
Methods of Estimating
EveRAL METHODS of accomplishing this last object are
S now in use.
One consists in arranging the available data in units
such as weight per square foot (plating, framing, etc.,
included) for decks, bulkheads, etc., and applying these
units to the superficial area required in order to obtain the
weights of decks, bulkheads, shell, etc.
Another reduces the various weight group allowances to
the form of curves, from which can be read the inform-
ation desired for each group, these results being subse-
quently combined to obtain the desired total.
Still another method plots bare hull weight on a basis
of the cubic number or numeral of the Classification
Society, allowance being made for minor differences in
type. \
A fourth method provides for the estimating of a weight
per linear foot of continuous hull structure, and multiplying
this weight by the length times a factor based upon exper-
1611Ce.
That method which lends itself most effectively to
obtaining accurate results with the minimum expenditure
of time and effort, and affords meanwhile the best basis
for estimates of material and cost, should be the one
selected. The designer will of necessity determine which
of the above-mentioned, or other similar methods, best
suit the conditions under which he works.
226
BASIC DESIGN
Curve of Margins
H”. OBTAINED THE WEIGHTs of the various divisions
going to make up the designed displacement of the
trial ships as above proposed, there should be made for
each a weight summation, exclusive of margin. The dif-
ference between the sum thus obtained and the designed
displacement tentatively selected, is to be assigned to the
margin.
A curve showing the variation of the amount of margin
available, plotted upon the length of the trial ships
involved, will determine the most efficient ship, judged
from the weight standpoint only.
The Margin Curve a Basis for Selecting the Most
Efficient Length
N ExAMINATION OF THE MARGIN CURVE will usually
A show that for a considerable variation in length
there is very little variation in the amount of margin avail-
able. Hence the latitude allowed the Jesigner in selecting
his length is considerable, when judged from the weight
standpoint only. This being the case, it will usually be
found advisable to give consideration to other character-
istics. In the case of war vessels, good maneuvering
power is of particular value. This characteristic in the
case of both slow and high speed vessels would make for a
short ship.
In the case of merchant vessels—fast yachts and vessels
of special type being excepted—the question of maneuver-
ing is of relatively less importance.
In the case of both merchant and war vessels of large
size, docking facilities and minimum draft (somewhat
antagonistic considerations—the one making for a short
ship and the other for a longer ship) are of importance.
In the case of merchant ships, cargo handling facilities
at terminals must be considered.
The above are instanced, not as covering the entire
range of important considerations, but as exemplifying
Some of the considerations which must be given weight in
connection with the use of the curve of margins.
Costs
His subject has been briefly referred to before. It is
not a proper one for detailed consideration here,
because it is so important and involves so many features
foreign to the considerations of design proper as to merit
individual and special treatment. However, inasmuch as
the question of cost invariably has an important bearing
upon the subject of design, and as the information neces-
sary to a complete consideration of the subject of costs
is available at this point in the design, it is here referred to.
Several' articles of interest and importance have
appeared in the technical press within the last few years
and should be consulted by any one confronted with the
problem of costs. Among the most important of these are
the following:
A paper by G. S. Baker, O.B.E., and J. L. Kemp, of
the William Froude National Experiment Tank, read be-
fore the Institution of Engineers and Shipbuilders in Scot-
land, February 18, 1919.
A paper by Mr. J. Hamilton, “Transactions of the Insti-
tution of Naval Architects,” Vol. 24, page 256. .
A paper by E. Saxton White, “Transactions, Northeast
Coast Institution of Engineers and Shipbuilders,” Vol. 28,
page 29.
A paper by Mr. John Anderson, “Transactions of the
Institution of Naval Architects,” Vol. LX, page 23.
FIFTH DIVISION
Body Plan
ITH THE FINAL SELECTION OF LENGTH, as arrived at in
W the previous division, the principal characteristics
of the vessel's form are fixed. In order to obtain a satis-
factory basis for the remaining investigations, as well as
to put into concrete form the conclusions already reached,
a preliminary body plan is required. Further, such a body
plan forms an excellent basis for the development of the
final body plan. (The plan contemplated is referred to
as preliminary only in the sense that it is not finally faired
and is not intended to be completed in the detail necessary
for a working drawing.)
Mathematical Lines
N THE DEVELOPING of THIS PLAN, mathematical lines in the
I strict meaning of the term are only recommended in
case a series of experiments are contemplated. In this
event such a method as described by Admiral Taylor in
a paper entitled “Calculations for Ships' Forms and the
Light Thrown by Model Experiments Upon Resistance,
Propulsion and Rolling of Ships,” presented at a meeting
of the International Engineering Congress, 1915, in San
Francisco, is of great value, inasmuch as it provides for
the logical and accurate variation of any of the several
coefficients or characteristics involved in passing from one
form to another. It moreover insures that the variations
made shall not result in the derivation of individual forms
which bear improper relationships to the group as a whole.
For the development, however, of an individual body plan,
the method is somewhat complicated and requires careful
study and considerable experience in order to make its
use with facility and assurance possible.
Use of Standard Curves of Sectional Area and Load
Water Line Recommended
HE USE of the curves of sectional areas and water-
T lines here shown, as a basis or a point of departure
in the preparation of the body plan, is recommended. The
relationship between these two systems of curves has been
carefully examined, particularly those portions at the ends
of the vessel and at the fore and aft terminations of the
parallel middle body, so as to insure their satisfactory
working together in the determination of ship form. Their
use assures the obtaining of an accurate displacement and
satisfactory initial stability. The designer may depart to
quite an extent from these curves if he so desires, with-
out materially affecting the characteristics of the ship.
To assist in the prompt execution of the work, systems
of offsets for diagonals may be used which will prove of
considerable value in case they are properly derived. No
effort has been made to provide such systems in connection
with this work, inasmuch as it is believed that the indi-
vidual will prefer to develop the sections of the under-
body in accordance with his own experience and judgment.
The following points are mentioned—not as being essen-
tial to the development of the preliminary body plan, but
as throwing light upon some of the minor features in
volved and which do not always receive proper considera-
tion until the design has attained a state of completion such
that their consideration and incorporation would involve
increased work and loss of time.
Upper Body Forward
HE CHARACTER of the upper body forward is very im-
portant from the standpoint of the behavior of the
ship in a seaway. Generally speaking, a fairly full entrance
227
BASIC DESIGN
and sections well flared from the water-line up, are of value
in obtaining a dry ship. This is particularly true in case
the principal weights are placed relatively near the ends
of the vessel.
There has recently been advocated, particularly in the
case of high speed vessels, the use of vertical top sides,
without flare, and some form of weather deck forward
which would assist in spilling the seas. Actual experi-
ment has seemed to vindicate the claims made, but it is
considered doubtful whether it would give satisfactory
results even in this respect unless associated with a rela-
tively flat floor.
Upper Body Aft
HE TYPE of STERN adopted will, in general, limit the
designer very closely in the development of the after-
body above water. In general, no form should be adopted
which is likely to result in excessive pounding; neither
should a form which provides inadequate reserve buoy-
ancy be selected, as this latter will be unsatisfactory in a
following sea.
Forefoot
DEEP FOREFOOT, associated with a pronounced U section
A or bulb, is generally advantageous from the stand-
point of resistance, excepting in the case of light draft,
high speed vessels subject to considerable trim by the
stern when traveling at maximum speed. A deep forefoot,
moreover, may result in a dirty ship in a seaway, and one
which, under some circumstances, will be difficult to steer.
Underbody Aft
ROAD WATER-LINES AFT, with straight buttocks and sec-
B tions tending toward flatness, are conducive to low
resistance and small turning circles, but particularly when
associated with full upper bodies, are likely to produce
yawing in a following sea.
Keel
HEREVER PRACTICABLE a straight keel should be used
W throughout the greater portion of the vessel's length
in order to simplify docking. Recent model experiments
indicate that such a type of keel may be used without detri-
ment to a vessel's efficiency from the driving standpoint.
Cross Sections
xcEPTING in so far as they affect the shape of the load
water-line and the curve of sectional areas, the forms
of the immersed cross sections are negligible from the
standpoint of driving.
Shaft Angle
T IS NECESSARY to emphasize the necessity of a properly
designed propeller, so located as to be efficient under
ordinary working conditions. In the actual design of the
underbody, particularly where more than one screw is
used, the question of proper shaft angle is sometimes over-
looked. Inasmuch as a small variation in the angle
of shafting relative to the direction of the stream lines
exercises a relatively large influence upon the efficiency of
the propeller, every effort should be made to design the
underbody of all high speed vessels so as to permit the
shaft to be so placed as to make a small angle with the
stream lines approaching the propeller.
Entrance and Run
I” THE CASE of slow speed vessels of full form, a short
entrance and a relatively long run are usually adopted
in order to reduce eddy-making resistance to a minimum
and to insure as satisfactory a flow of water as possible
to the propellers.
Preliminary Displacement and Other Curves
S SOON AS THE BODY PLAN has reached a proper state
A of completion, curves of displacement, center of
buoyancy, metacenter, etc., should be prepared. In lay-
ing out such curves it is generally desirable to calculate
values for each curve corresponding to at least three sep-
arate drafts, the drafts being so selected as to cover the
range likely to be used in practice.
Curves of displacement, center of buoyancy—both ver-
tical and longitudinal, transverse metacenter, moment to
alter trim, and tons per inch immersion, will be found
useful.
In plotting the longitudinal position of the center of buoy-
ancy, due allowance should be made for the effect of the
appendages, inasmuch as these will usually pull the center
of buoyancy noticeably aft of its bare hull position, and
if allowance for this change is not made the designed
trim of the vessel may be quite seriously affected.
Strength Calculations
I' TIME for the usual longitudinal strength calculation
is available, it should in every case be made in order
to avoid possible error and to obtain reliable information
for future reference. In making such calculations it
should be borne in mind, however, that the results have
only relative and not absolute value, and that this relative
value exists only so long as the proper basis for the
calculation is maintained. Professor William Hovgaard,
in “Structural Design of Warships,” page 30, writes as
follows:
“If the longitudinal strength calculation is carried
out with good judgment on sound assumptions con
sistently applied, it affords a valuable means of com -
parison between a new design and existing ships
of similar type. The calculated stresses dépend, how-
ever, so much on the underlying assumptions, which
are probably not the same in any two navies, that
data from different sources can rarely be directly
compared.” -
No attempt is here made to cover the detailed methods
to be followed in making calculations of this character;
reference to writers such as Professor J. H. Biles being
recommended for such information. The following ob-
servations, however, are made in order to direct attention
to certain points which should be given consideration at
this stage of the work.
Point of Maximum Stress in Slow, Full Vessels
HE MAXIMUM BENDING MoMENT generally occurs near
T admidships and does not vary greatly for some dis-
tance on each side of the maximum. It results, accord-
ingly, that for the ordinary merchant vessel the consid-
eration of the maximum stresses may be confined almost
entirely to that portion of the structure in the vicinity
of the midship section.
Points of Maximum Stress in Fast, Fine Vessels
or FAst vessels OF FINE LINES, particularly if con-
F structed with full midship sections, special consid-
eration should be given to the conditions obtaining in the
vicinity of the quarter points. The reason for this as
applied to the forward quarter point is to be found in
the concentration of stresses likely to occur due to the
combination of statical and dynamic forces when the
vessel is driven at high speed into a heavy sea. The
228
BASIC DESIGN
depth of section at this point is as great as, if not some-
what greater than that of the midship section, and the
sectional coefficient generally quite large, so that the ma-
terial of the strength section may be expected to act
efficiently even though the beam is usually considerably
reduced as compared to that amidship. At the after quar-
ter point the rise of floor is generally quite marked, so
that the material in the lower portion of the vessel's
strength girder works with relatively low efficiency. If it
should so happen that a strength deck be dropped in this
vicinity, the bending moments, although small compared
with those amidships, may easily be large enough to pro-
duce stresses greater than those experienced amidship
unless the scantling of the vessel in this vicinity be suffi-
ciently increased over the midship scantlings to counter-
act this tendency. It is recommended when dealing
with vessels of this class that strength sections be pre-
pared and stresses figured at various stations throughout
the vessel's entire length in order to obviate the possi-
bility of any particular section experiencing excessive
Strains.
Standard Wave for Strength Calculations
In THE CONSIDERATION of very long vessels the question
frequently arises as to the proper length and propor-
tion of wave to be used. Most of the prominent writers
on this subject have agreed upon a wave having a length
equal to that of the vessel and a height, measured from
trough to crest, of one-twentieth of the length of the wave,
the shape of the wave being trochoidal. As stated above,
the results of the strength calculations as made have only
relative value. This being the case, it appears impracti-
cable to interpret the results of calculations for new ves-
sels made upon any basis other than those which have
been used for ships previously designed, actually built and
put into service.
Professor J. H. Biles, in “The Design and Construction
of Ships,” Vol. I., page 318, states that the average waves
corresponding to what sailors call a high sea are 348 feet
long and 16% feet high, and for a very high sea 485 feet
long and 25% feet high. There have been, according to
other authorities, waves of considerably greater length
reported, but in general with increase of length the ratio
of height to length decreases. It accordingly is fair to
assume that a ship having a length greatly in excess of 500
feet is unlikely to meet waves of the standard dimensions
and proportions described above. The most logical
method of carrying out strength calculations for such
ships appears to be to use the standard wave, but to
accept stresses considerably in excess of those which would
be allowable for shorter ships—that is, for ships which
could be expected to meet in actual service waves of size
and proportions corresponding to the theoretical wave.
The decision reached by the designers of the “Mauretania”
and sanctioned by Lloyd's Register, to allow a stress of
approximately ten tons in this vessel—the standard wave
being assumed—bears out the above statement.
Effect of Inclination
HE EFFECT of MoDERATE INCLINATIONS upon the size of
bending moment may be ignored, inasmuch as in
vessels of ordinary proportions the maximum stresses
when figured in the inclined position seldom exceed the
corresponding stresses in the upright position by more
than a small percentage, while for large war vessels hav-
ing great beam relative to depth such stresses are almost
always less.
Differences in pressure in wave hollows and crests make
for a decrease in both hogging and sagging bending mo-
ments. This decrease is generally small, being rarely in
excess of ten per cent. For the purpose of this calculation
it may safely be ignored.
Inertia of Section and Determination of
Scantlings
Effective Longitudinal Members
HILE FOR ORDINARY MERCHANT VESSELS the provisions
W of the Classification Societies definitely fix the
thickness and location of the principal strength members,
many cases arisc where additional attention may be given
these members with beneficial results. The following com-
ment made by Professor Hovgaard in “Structural Design
of Warships,” page 22, should be given careful considera-
tion in this connection:
“In the calculaiion of the moment of inertia should be
included all effective longitudinal structural members that
pass through the section and which are continuous for a
considerable part of the length of the ship—generally at
least one-half this length, but the determination of what
members ought to be considered as “cffective” is a point
which calls for special mention. It is perhaps the most
difficult question in the strength calculation, and that on
which opinions are most at variance.”
Intercostal Members
HE PROPRIETY of considering longitudinal members
which are cut at, and bracketed to, transverse bulk-
heads as portions of the vessel's longitudinal strength
girder, is a case in point, it being questionable whether
the riveted connections at the points of discontinuity war-
rant the assumption that these members are as effective
in tension as the shell or deck plating at an equal distance
from the neutral axis.
Distribution of Material
UoTING from “The Design and Construction of Ships,”
by Professor J. H. Biles, page 260, Vol. I.-‘A
girder that approaches ideal conditions for resisting bend-
ing-moment stresses would be one in which as little ma-
terial as possible were put in the webs, and as much as
possible of the material distributed equally at the top
and bottom; but in such a girder the shearing stress at
the neutral axis might be large, and, unless the web of
the girder were well stiffened, it might collapse if too
thin. It is innportant to note that the area of the longi-
tudinal parts above the strength deck, not intended to
resist longitudinal stresses, should be left out of the cal-
culation.”
Support of Longitudinal Members
ROFESSOR HovgAARD lays great emphasis upon the proper
P support of that portion of the plating which is to
be subjected to great strains, both tension and compres-
sion, his contention being that only such plating as is
qualified, either by reason of great thickness or by close
proximity to a supporting member, can logically be in-
cluded in the strength section. For further information
in this respect, see his “Structural Design of Warships,”
pages 24 to 30, inclusive.
Weights
Reason for Estimate
Fº PURPOSES OF RECORD, as well as to form a basis for
changes or for further investigation, estimates of
weight should be made at this point. The detail develop-
229
BASIC DESIGN
ment of the design may later render these estimates
slightly inaccurate, but frequently they will represent the
ship with fair accuracy as actually constructed.
Character of Estimate
HE weight ESTIMATE should be in sufficient detail to
assure accuracy within a small per cent. This is most
readily accomplished by separately estimating the weights
of many small groups, particularly in the case of a large
weight division such as hull, which is composed of numer-
ous small items well distributed in both the fore-and-aft
and vertical directions. This is because in making a large
number of approximations the errors made in the cases
of the individual groups tend to offset each other, so that
while the group allowances may not be particularly accu-
rate, the summation of these allowances is almost always
so. The same reasoning applies to the allowances for
vertical and longitudinal moments.
In weight estimating of the type under discussion it is
the structural and fittings groups which present the great-
est difficulty. As previously noted, the fittings account for
but a small amount of the total weight of the ship and
may safely be cared for by a percentage allowance. For
the large structural groups making up the hull the use of
weights previously estimated for a type ship is advocated
as the basis for the derivation of weights for a proposed
vessel. Due allowance being made for changes in scant-
ling and for the differences in dimensions, coefficients,
etc., between the ships, the weights for the new ship may
be derived from those of the old by direct proportion
based on the ratio of the corresponding dimensions. Used
with care and judgment, this method is capable of pro-
ducing very accurate results.
When time is limited, the large concentrated weights
should receive first and greatest attention, because these
weights exercise a very important influence upon the posi-
tion of the center of gravity of the ship as a whole.
Groups accounting for but a small weight, particularly if
the component parts are well distributed over the ship,
as in the case of air-ports, doors, hatches, etc., may wisely
be allowed for on a percentage basis.
Necessity for Margin
URING THE DETAILED DEVELOPMENT of a design the ad-
D dition of weight which could not be definitely fore-
seen in the preliminary stages is almost certain. Hence
provision (usually termed “margin”) must be made for
this contingency in the weight allowances. Some de-
signers make a practice of concealing such weight allow-
ance in the various groups throughout the ship. Under
Some circumstances this may be excusable, but it is not
considered good practice. It will in the end give equally
good results, and promote confidence in the calculations
themselves, if a reasonable margin be provided under its
proper name and its existence and purpose be recog-
nized.
Allowable Margin
HE DESIRABLE AMOUNT of MARGIN is dependent pri-
T marily upon the character of the design and, to a
lesser extent, on the attitude of those who later develop
it in its details. One and a half to two per cent of the
designed displacement is considered a fair allowance. If,
however, the type of ship under consideration is unfamiliar
and the characteristics subject to modification and ampli-
fication during design, three or four per cent might per-
haps not be too low.
The actual size of the ship is also a factor. A margin
of 30 tons in a 1200-ton yacht (2% per cent of the dis-
placement) might cause little comment. Two and a half
per cent in a 40,000-ton battle ship or liner (1,100 tons)
might easily meet with protest, the actual weight, in spite
of the percentage involved, seeming very large.
Margin for Merchant Ships
T FIRST SIGHT the foregoing might not seem to apply
with particular force in the case of merchant ship
design. For instance, in dealing with cargo carriers it
would seem a simple matter to reduce the designed use-
ful load or dead-weight capacity if the weight of the hull
structure or machinery over-ran the preliminary allow-
ance. This is merely a practical way of handling the
proposition in case such a condition actually arises. As
a matter of fact, several inches of draft are generally
allowed between the maximum allowable draft, or Plim-
soll mark, and the draft at which a vessel is intended
to carry her designed load. -
Before leaving the question of margin it should be
recognized that, although the effect produced by too great
an allowance of margin is less unpleasant than when too
little has been allowed, from a technical standpoint one
error is as serious as the other.
Stability
Character of Investigation
F GOOD JUDGMENT is used in fixing the proportions of
the ship, the question of proper stability need not at this
point be carried beyond the final calculation of the value
of the metacentric height for the several conditions of
loading. If, however, the design in hand involves certain
features which mark it as an exception to the general
type of vessel, curves of statical stability should be de-
rived before going further.
Free Surface
T IS PERHAPS UNNECESSARY to mention the effect of free
I oil or water upon the value of the metacentric height.
This subject has been given careful attention in recent
years. It is only mentioned here in order to invite atten-
tion to the fact that if properly handled this characteristic
of free liquid may be turned to the advantage of the de-
signer, the important consideration being that its presence
be recognized and definitely allowed for.
Power
URVES of EFFECTIVE HORSEPower covering the requisite
C range of speed and plotted for the several displace-
ments desired, should be prepared. If the results of actual
model basin experiments are available these are to be
preferred; if this is not the case, curves based upon any
method which satisfactorily takes account of all the factors
involved will serve the purpose.
Appendages
HE DESIGN of THE MACHINERY is based upon the power
T to be delivered by the propeller. The power usually
obtained from the model basin is the so-called “bare hull”
effective horsepower. In order to obtain the data re-
quired for the propeller design with this as a basis, the
character and effect of appendages should be known as
accurately as may be. This information is somewhat
difficult to furnish, inasmuch as the field has not been
completely covered by experiment and the data quoted by
different authorities is somewhat at variance.
The following excerpts will, however, give an idea of
the attitude of the foremost authorities on this subject.
230
BASIC DESIGN
Rudders for Single Screw Cargo Vessels
Fº SINGLE SCREW MERCHANT SHIPs fitted with rudder
and small shaft bossings only, Admiral Taylor in
“Speed and Power of Ships,” page 123, writes: “For
such a vessel the appendage resistance would seldom be
as much as 4 or 5 per cent of the bare hull resistance.”
Relative to the same subject, Mr. Baker in “Ship Form
Resistance and Screw Propulsion,” pages 125 and 126,
writes: “The resistance of an ordinary unbalanced rºld-
der, if properly tapered at its after-edge so that no eddy-
making takes place, can be estimated from its total area,
regarding the resistance as being solely due to skin fric-
tion.” He states further: “For many forms this resist-
ance may be neglected, as the rudder area is small and
the forward velocity of the wake water is very consider-
able. This is particularly the case in vessels with very
full after-lines, as incipient eddy-making is very probably
present near the rudder post.”
Struts for Twin Screw Cargo Vessels
Fº Twin screw MERCHANT SHIPs fitted with struts of
the usual type, Admiral Taylor, on page 124 of the
publication previously referred to, gives a formula for
figuring strut resistance. This formula takes especial ac-
Count of the shape of the cross section used.
On page 124 of Mr. Baker's work referred to above, he
gives a formula based on the wetted surface of the struts,
it being assumed that the fore edge will be of the usual
blunt shape and the after edge given a taper of not greater
than 15 degrees so as to avoid eddy-making due to form.
He assumes further, that the plane of the strut arm is
placed in the line of flow of the stream lines. He con-
cludes: “On an average this (the resistance of struts)
amounts to 2 per cent of the whole resistance of a slow-
running twin screw ship.”
Spectacle Frames or Shaft Bossing
I' IS QUITE CUSTOMARY in merchant practice to fit spec-
tacle frames or shaft bossing instead of struts. Ad-
miral Taylor states that these appendages, if well formed,
offer less resistance than thick struts with the bare shafts,
but that in many instances wide, reasonably thin stru's
would offer less resistance than shaft bosses.
Mr. Baker, writing of shaft bossing, emphasizes the
necessity of locating the webs of same at a proper angle
relative to the horizontal. On page '25 of his “Ship Form,
Resistance and Screw Propulsion,” he writes in part:
“It seems better in the present state of our knowledge to
work, even with outward turning propellers, webs inclined
at an angle of at least 22% degrees, but not exceeding 45
degrees.” On this same page Baker states that with the
angle of the boss web at from 22%” to 45° to the hori-
zontal, the per cent increase over the bare hull resistance
due to this cause is from 2.6 to 4.
Bilge Keels
OR THE SLOW MERCHANT TYPE OF VESSEL there remains
but one other important form of appendage resist-
ance, namely, bilge keels. This form of appendage, if
properly placed, that is, with the plane following the line
of flow of the water over the ship's hull, will increase the
bare hull resistance only by an amount equal to the added
skin friction. This statement is based upon the conclu-
sions reached by several authorities. Perhaps the most
satisfactory work has been done by Prof. C. H. Peabody.
In a paper read before the American Society of Naval
Architects and Marine Engineers, December, 1913, he
writes: “As a conservative conclusion from the results
obtained, the author suggests that, for a speed length ratio
of .7 or less the resistance of normal bilge keels may be
computed from friction only. At larger speed length
ratios the resistance of bilge keels may be half again as
much as that computed from friction only.”
Appendage Resistance and Propeller Design
DMIRAL DYSON, in “Screw Propellers for Hydraulic
A and Aerial Propulsion,” pages 26 to 30, inclusive,
discusses the whole question of appendage resistance in
the light of its direct bearing upon propeller design as
treated in that work. In this connection he gives figures
relative to the appendage resistance of docking keels on
heavy war vessels as well as similar figures for strut,
shaft, and scoop resistance in light high-speed vessels.
Propulsive Coefficient
N ORDER to arrive at a figure for shaft or indicated horse-
I power it is necessary to know what value of propul-
sive coefficient may be reasonably anticipated in a given
case. This value is, however, dependent to such a great
extent upon the after-body characteristics of the indi-
vidual vessel that any attempt to here define the range
covered in practice is believed inadvisable. Propeller tip
clearance and shaft angle, location and character of strut
arms or shaft bossing, the lines of the after-body as affect-
ing the character of the wake, all considerations bearing
upon hull efficiency, are factors which together with en-
gine efficiency and screw efficiency in open water, directly
affect the value of the propulsive coefficient.
SIXTH DIVISION
Freeboard
Origin of Freeboard Regulation
UE TO THE TENDENCY of some owners to overload their
D vessels for obvious reasons, it was found necessary
to pass laws, based upon wide experience, limiting such
loading. The most notable of these laws are those of
Great Britain, issued as “Instructions to Surveyors” by
the British Board of Trade, which instructions establish
what is known as the Plimsoll Mark, or deep load line.
(Named for Mr. Samuel Plimsoll, who was active in hav-
ing legislation passed in 1875 for the purpose of preventing
overloading of vessels.) These laws apply generally to
cargo-carrying vessels, since in passenger vessels over-
loading is more or less controlled by limited accommoda-
tions and may be also controlled by limiting the number
of passengers to be carried.
Object of Rules
HE OBJECT of the freeboard rules is to protect the per-
sonnel of the ship and also the insurance companies
by establishing a safe load line beyond which it would be
considered dangerous to load.
Freeboard Defined
B’ “FREEBOARD” is meant the height of the side of the
vessel above the load water-line, at the mid-length,
to the top of the deck plate or plank, at the inside of the
waterway, projected on to the side plating. This repre-
sents in standard flush deck vessels without deck erec-
tions—i. e., vessels of a given depth to length ratio—a
certain percentage of the displacement, which remains un-
submerged, thus providing the reserve of buoyancy con-
sidered necessary for safety. This percentage varies with
the size of the vessel.
231
BASIC DESIGN
Factors Affecting Freeboard
HE FREEBOARDs of various types of vessels vary also in
T accordance with the strength of the vessel as a
girder; as, for instance, a full scantling vessel with the
main or weather deck forming the main upper strength
member could sail with a smaller freeboard measured
below the weather deck than could the spar decked type
of vessel whose main upper strength member is usually
the deck below the weather deck.
The question of beam does not bear directly in the
determination of freeboard except in deducing the coeffi-
cient of fineness hereinafter described, it being understood
that the beam of a vessel should bear such relation to the
other dimensions as to provide a sufficient metacentric
height to insure seaworthiness in all reasonable conditions
of loading.
Basis for Freeboard Values
HE VALUES of FREEBOARD are based primarily on per-
T centages of displacement, and tables have been de-
veloped for standard vessels of various types in which the
freeboards are expressed for convenience in linear dimen-
S1 Oil S.
The Coefficient of Fineness
HESE FREEBOARDs vary within comparatively small limits
for vessels of relative fullness of form, the fuller
vessels being assigned greater freeboards than those of
finer lines having similar depths and lengths, thus adher-
ing to the theory of percentage of displacement of reserve
buoyancy. The relative fullness of form is derived by
- dividing the under deck tonnage (i. e., the internal volume
of the hull to the top of floors and inside of frames be-
low the upper deck) in cubic feet by the product of the
length, breadth and depth of hold to top of floors. This
result is called the “coefficient of fineness” and, although
not the exact ratio of the actual hull lines to the envelop-
in parallelogram, it produces a correct index to the ves-
sel's relative fullness of form. As any deviation from
standard depth of floor or frame would affect the coeffi-
cient, correction must be made for such variations as deep
double bottoms or ballast tanks not ordinarily included
in the under deck tonnage. From the “coefficient of fine-
ness” thus found, the corresponding basic freeboard is
assigned, although the freeboard is increased or decreased,
as the case may be, by any deviation from the standard
proportions of a flush deck vessel.
Variation from the Standard
N CASEs where vessels are of greater or lesser length
than standard, for a given depth the freeboard is in-
creased or diminished respectively. Deviations from stand-
ard sheer or camber produce corrections to compensate
therefor, as does also extra thickness of deck plating.
Correction for Closed-in Deck Erections
HE LARGEST and most important correction to the basic
freeboard is that for closed-in seaworthy deck erec-
tions. This correction is based upon percentage of length
covered upon which reduction in freeboard is permitted
until, at a maximum, when the entire deck is covered, it
becomes a spar decked vessel and is figured as such, the
freeboard being measured below the spar deck at side.
The basic freeboard thus corrected represents the winter
load line and a reduction is permitted for summer sailing
with a further reduction for fine season in the Indian
Ocean, while additional freeboard below the winter line
is required for winter sailing in the North Atlantic for
vessels under 330 feet length.
Plimsoll Mark
Tº PLIMSOLL mark or center of disc is placed amidship
at the summer deep load line with the other marks
above or below the center of disc, as the case may be.
Work of the Committee on Load Line
N 1916 the Report of the Committee appointed by the
Board of Trade to advise on the load lines of mer-
chant ships was published. These reports aim to revise
and improve the present freeboard rules and recommend
that efforts be made to have them adopted internationally
through an international conference on load lines, which
up to this time has been impracticable due to the dis-
turbed condition of international affairs. The report re-
duces the freeboards slightly, but dwells pointedly on ques-
tions of strength and watertightness above decks.
The freeboard of passenger vessels was thoroughly in-
vestigated by an international congress which met in
London subsequently to the sinking of the S. S. Titanic
through collision with an iceberg in 1912.
The result of the findings of this congress was to point
out the necessity for complete watertight divisions ex-
tending above the waterline at frequent intervals to a
complete watertight deck, in order to preserve the water-
tightness of compartments adjacent to those which might
be bilged, the bulkheads to be so placed as to permit of a
sufficient reserve of buoyancy, even though the vessel
might be materially out of trim due to injury, and to per-
mit only the injured compartments to be flooded. The
recommendations of this congress on safety of ships, al-
though of undoubted value from a standpoint of safety
and being thoroughly practicable, have unfortunately not
been adopted by some of the larger nations as a part of
their maritime law. This failure may be due, to some
extent, to the fact that in compliance with the structural
requirements the cost of construction is increased.
References: Instruction to Surveyors—Load Line. Ed.
1909, issued by British Board of Trade, Marine Depart-
nent.
Report of Committee appointed by the British Board
of Trade to Advise on the Load Lines of Merchant Ships.
1916.
Tonnage
N THE DESIGN OF A vessel for use in commerce, whether
for the carrying of cargo, passengers, or both, the ques-
tion of the application of tonnage laws arises and must be
given careful consideration.
Tonnage is an important feature which affects the earn-
ing power of a vessel on account of forming the basis
upon which dues and tolls are charged.
Not of Importance in the Design of Naval Auxiliaries
HEN PREPARING DESIGN's for naval auxiliaries, little
thought is given these matters, the reason being at
once apparent, since an attempt to Secure the minimum
tonnage upon which dues and tolls are paid, would un-
doubtedly act in many cases to impair the efficiency of
the vessel in its particular use and duties. Unlike other
uses of the term “ton,” which ordinarily express weight—
as, for instance, the displacement ton or deadweight ton—
the ton, as applied in tonnage admeasurement, represents
capacity or volume and is expressed in units of 100 cubic
feet each.
232
BASIC DESIGN
Methods of Admeasurement
HERE ARE VARIOUS METHODS of admeasuring vessels; i.e.,
under the National Statutes of the several countries
and the special rules under which vessels are measured
for passage through the Suez and Panama canals, re-
Spectively. Although there are marked differences in
these several rules, they are all based primarily upon the
Moorsom system of admeasurement, which was advocated
by an Englishman of that name and, after protracted de-
bate in maritime circles, was finally adopted as the basis
for the British system of measuring vessels.
The Object of Tonnage Measurement
I” MEASURING THE TONNAGE OF A vessel, it is the aim to
ascertain and express the relative earning power there-
of. The register tonnages of the United States and Great
Britain, which are very nearly similar, are arrived at
about as follows:
Under Deck Tonnage
Fº THE UNDER DECK volu ME is computed from the top
of floors or double bottom (which is exempted) and
the inside of ordinary frames (not deep frames) to the
under side of the tonnage deck, which is, in vessels hav-
ing two or more decks, the second complete deck from
below. This figure is known as the under deck tonnage.
Ballast tanks other than double bottoms, which are not
available for cargo stores or fuel, are exempted by the
United States rules.
'Tween Deck Tonnage
EXT THE volum E of the space between the tonnage
deck and weather or uppermost complete deck is
computed to the inside of frames, this figure being known
as the ’tween deck tonnage. After which the volume of
enclosures above the weather deck is computed, certain
exemptions being allowed for passenger spaces in the
upper tier, galleys, latrines, fidleys, wheelhouses, open deck
houses, etc.
Gross Tonnage
Tº Above FIGURES, when added together, produce what
is known as the “Gross Tonnage,” but it is clear
that this figure does not represent the earning capacity
of the vessel, since no consideration has been given to
the volume of space occupied by machinery, fuel, crew,
navigational instruments, or necessary ship's stores. The
volume of these latter spaces depend to a great extent
upon the speed and length of voyage for which the vessel
is designed and under which conditions it is expected to
operate most efficiently and economically.
Deductions
I' THEREFORE BECOMES NECESSARY, in order to express the
true earning capacity or ability to carry cargo, to de-
duct such spaces as are not adapted to the carrying of
cargo. The deductible spaces first to be considered are
those other than for propelling machinery and fuel, which
deductions apply in all cases, both of sailing vessels and
those otherwise propelled. Such spaces, in order to be-
come deductible, must first have formed part of the gross
tonnage. The spaces forming such miscellaneous deduc-
tions comprise those occupied as berthing spaces by offi-
cers and crew, galleys, bakeries, latrines, washrooms, engi-
neer's office, wireless rooms, hospital spaces, dispensaries,
master's quarters, and spaces for steering gear, anchor
gear, chain lockers, lamp-room, boatswain's stores, chart
stowage, donkey engine, sail-room, etc., provided they
sº
were not previously exempted. Subsequently the deduc-
tions for propelling power are ascertained, being based on
the proportion that the sum of the actual volumes of the
engine-room and other spaces assigned to propelling ma-
chinery, bears to the gross tonnage of the vessel.
Deductions for Machinery Spaces
N ORDER TO PROVIDE the necessary deduction for fuel spaces
(in screw steamers), a total deduction of 32 per cent
of the gross tonnage is permitted for propelling power,
provided the actual volume of the propelling machinery
spaces lies between 13 and 20 per cent of the gross figure.
When the volume of the actual machinery is less than
13 or more than 20 per cent the total volume of these
spaces, plus 75 per cent thereof for fuel, is permitted as
the deduction. In the case of paddle vessels, the allow-
ances are slightly different from those applied to screw
SteamerS.
Net Tonnage
HE DEDUCTION from the gross figure of the volumes of
the miscellaneous spaces above enumerated and the
propelling power allowance produces what is known as the
“Net Register Tonnage,” upon which dues and tolls are
collected during the life and operation of the vessel.
Suez Rules
DMEASUREMENT in accordance with the Suez rules pro-
duces a net tonnage usually in excess of that resulting
from admeasurement under the statutes. This is due
to the fact that miscellaneous deductions are limited to 5
per cent gross, and propelling power deductions to 50 per
cent gross, while exemptions are at the same time less lib-
eral than those permitted under national certificates.
Panama Rules
HE PANAMA RULES are somewhat more liberal than the
Suez rules; however, it is not to be considered un-
likely that some revision of the Suez rules may appear
when international affairs become sufficiently stabilized to
warrant adjustment to suit new conditions.
It will be observed from the facts presented that it is
sometimes possible to make a considerable saving in net
tonnage by laying out machinery spaces, ballast tanks, etc.,
so as to obtain the most advantageous deductions, particu-
larly when the machinery spaces are close to 13 per cent
of the gross. It is accordingly advantageous to make
approximate tonnage calculations before the plans are
completed. tº
References:
Measurement of Vessels, 3d Ed., Jan. 3, 1919. Bureau
of Navigation Dept. Commerce.
Instructions Relating to the Measurement of Ships, 1913,
issued by the Board of Trade—British.
Rules for the Measurement of Vessels for the Panama
Canal.—Proclamation of the President of the United States,
Aug. 24, 1912.
Suez Maritime Canal.—Universal Company Rules of
Navigation, Jan. 1913, Ed.
Watertight Subdivision of Ships and Stability of
Ships in the Damaged Condition
Value of Transverse Subdivision
T AN EARLY PERIOD in the design of a ship it is desir-
A able to know at what points transverse watertight
bulkheads must be placed in order to give the degree of
safety desired. Until the number of these watertight bulk.
233
BASIC DESIGN
heads and the approximate positions in which they must
be placed are known the preliminary general arrangement
plans of the vessel cannot be satisfactorily made.
At all times waterlight transverse bulkheads properly
spaced protect a ship against sinking in case of collisions
with other vessels or of running upon rocks. In time of
war they afford the same protection against sinking due
to damage by torpedoes, mines, or gunfire. The recent
war has shown that, when a belligerent needs ocean
transportation to reach the field of operations, practically
its entire merchant marine will be utilized for the trans-
portation of troops and supplies. Every merchant vessel,
therefore, should be regarded as a possible member of a
nation's fighting forces. With this possible war-time duty
in mind, the designer of a ship should provide in his de-
sign for as many transverse watertight bulkheads as will
neither unduly increase the first cost of the vessel nor
interfere with its economical operation as a cargo or pas-
senger carrier in time, of peace.
General Methods for Locating Transverse Bulkheads
HE PROPER SPACING of watertight transverse bulkheads
results from a study of the effect of flooding on both
trim, or longitudinal stability, and on metacentric height
or transverse stability; but since, if bulkheads are properly
spaced according to the requirements of longitudinal trim,
they usually come within the requirements of transverse
stability, it is found best to locate them entirely from
the standpoint of longitudinal trim and then determine
the greatest loss of transverse metacentric height which
can occur due to flooding any of the resulting compart-
ments. If the loss of metacentric height is found to
render the ship unstable the length of the compartment
in question may be shortened.
Rules for the Safety of Life at Sea
HE RULES FOR SUBDIVISION formulated by the “Inter-
I national Conference on Safety of Life at Sea,” which
met in London in November, 1913, are without doubt the
best which have been devised up to the present time, as
most careful consideration was given to the requirements
of the vessel from a commercial standpoint, as well as
from the standpoint of safety.
These rules are published in the “International Con-
vention for the Safety of Life at Sea,” which unfortu-
nately has not been ratified by all the countries repre-
sented at the conference. They provide for a “bulkhead
deck,” which is the uppermost continuous deck to which
all transverse watertight bulkheads are carried, and a
margin line which is drawn parallel to and 3 inches be-
low the upper surface of the bulkhead deck at side. They
also established the floodable length at any point of the
vessel. This is the maximum percentage of the length
of the vessel (having its center at the point in question),
which can be flooded under the definite assumptions set
forth in the convention without the vessel being sub-
merged beyond the margin line. The bulkheads are then
placed to subdivide the floodable length in accordance with
factors of subdivision given in the convention, which vary
with the length and service of the vessel. A vessel is
commonly referred to as a one, two or three compart-
ment ship in accordance with the number of transverse
subdivisions of the floodable length.
Flooding Curves
HE BEST METHoD for quickly determining locations of
the transverse bulkheads according to the above re-
quirements is to use “Flooding Curves”; that is, curves
plotted on the length of the vessel as a base, with flood-
able lengths as ordinates.
A method for constructing flooding curves is given by
Sir John Harvard Biles in “The Design and Construc-
tion of Ships,” Volume I, and various other methods have
been proposed.
The least laborious method, however, for constructing
these curves, and, in fact, the only method which can be
used when the lines of the ship are not yet made, and
only the principal dimensions, displacement, and general
shape of the outboard profile are known, is that recom-
mended by “The Committee Appointed by the President
of the Board of Trade (British) to Consider and Report
on the Subdivision of Merchant Ships” (hereinafter called
the “Bulkhead Committee”), in its first report (dated No-
vember 3, 1914). This method makes use of a set of con-
tour curves which were made from a series of flooding
curves accurately worked out for a family of ship forms
of the ordinary merchant type. For other ship forms of
the usual seagoing merchant type, the curves are suf-
ficiently accurate for purposes of preliminary design
Later, after the lines of the ship and its general arrange-
ment plans are completed, more accurate floodable lengths
may be calculated and the subdivision as determined from
the preliminary curves may be checked and modified to
take care of the difference in form between the standard
ship and the ship in question, according to rules given by
the Bulkhead Committee in its report. The final modified
curves may be considered almost identical with those
which would be obtained by laboriously working out
floodable lengths by exact stability methods.
The quantities needed for use with the Bulkhead Com-
mittee's contour curves are the following;
(a) Block coefficient, which is the volume of displace-
ment to molded lines divided by the product of length,
times breadth, times draft.
(b) Freeboard ratio, which is the freeboard to the low-
est point of the margin line divided by draft amidships to
top of keel.
(c) Sheer ratio, forward and aft. The sheer ratio at
any point is the difference between the height of the bulk-
head deck at side at the point in question and at the lowest
point of sheer, divided by the draft amidships to top of keel.
These quantities are all known or can be decided upon
before any lines or other drawings are made for the ship.
While the rules and methods proposed by the Bulkhead
Committee will be satisfactory for ordinary commercial
carriers in time of peace, more exact investigations of
the effect of extensive damage should be made for vessels
to be used as transports or for other special purposes in
time of war, and subdivisions provided as may be neces-
Sary.
Effect of Flooding on Transverse Stability
Formula for Loss of Metacentric Height
HEN A COMPARTMENT is flooded a serious loss of
W transverse metacentric height is likely to result.
In considering this question it is proposed first to develop
and study the equation used for obtaining the loss of
metacentric height due to flooding. t
The following symbols will be used in developing this
equation.
WL, Intact waterplane at which vessel floats before
- damage.
WLa Waterplane at which vessel floats after damage.
d Draft before damage.
234
BASIC DESIGN
V, Displacement volume to WL, before damage.
KM, Height of metacenter above base before damage.
KB, Height of center of buoyancy above base before
damage.
B.M., Metacentric radius before damage.
A, Area of WL, before damage.
I, Transverse moment of inertia of WL.
KM, Height of metacenter above base after damage.
KB, Height of center of buoyancy above base after
damage.
B.M., Metacentric radius after damage.
Ad Area of WL, not including area of lost por-
tion.
Ia Transverse moment of inertia of WL2, not in-
cluding transverse moment of inertia of the
lost portion.
V, . Displacement volume after damage.
I. Transverse moment of inertia of WL, intact,
that is, including the transverse moment of
inertia of the lost portion.
zy Gross volume of flooded compartment up to
WLi.
kb Height above base of center of gravity of net
volume flooded up to WLi.
(l Gross arca of lost portion of water plane.
i Gross transverse moment of inertia of lost por-
tion of water plane.
bv I’olume permeability of flooded compartment up
to WL1.
pa Area permeability of lost portion of water plane.
pi Transverse inertia permeability of lost portion
of water plane.
M.M., Distance of metacenter after damage below
metacenter before damage.
B,B, Distance of center of buoyancy after damage
above center of buoyancy before damage.
S Sinkage, or increased draft, due to damage.
The equation is developed as follows:
KM1 = KB, H– B, MI (1)
I, -
= KB, + (2)
V,
K.M. – KB, + B.M., (3)
1d
= KB, + (4)
V2
But V, - V, (5)
since the weight, i. e., displacement, of the ship does not
change when it sinks deeper into the water. The buoy-
ancy of the flooded portion is lost and must be replaced
by that of a layer equal in thickness to the sinkage of
the ship and spread over the intact portion of the water
plane. Hence:
Ia
KM2 = KB. -- (6)
V,
I.
But Id = I2 — pii (7)
(I. —p ii)
Hence, KMA = KB, + — (8)
V,
M.M. = KM, - KM, -
(I, -— pii)
) (9)
I.
(kitº. )–( KB, H– —
- V, V.
I. (I2 – pii)
= KB, - KB, + —— — - (10)
V. V.
KB, - KB2 = —B1.B (11)
(I, - 12 + pit)
V.
(I, - Ia) pii
= — B.B., + ——— -- (13)
V. V,
(I. * 1. ) pri
V. V,
Equation (14) is the formula which gives the change
in metacentric height. If it gives a positive result there
is a loss of metacentric height, and if the result is nega-
tive there is a gain in metacentric height.
Although in the ordinary ship WL, is a little greater
in area than WL1, for all practical purposes their areas
may be considered equal, since the difference in area is
well within the probable error made in estimating the
permeability of the lost portion of the water plane. Then
Ad =4. *=s. Paa (15)
The sinkage, caused by the damage, is then
pyv
S = — º
A, &- paa (16)
For practical purposes the center of gravity of the layer
of transferred buoyancy may be considered at a point
one-half the sinkage above WL.
Then S
KB2- (lº', XKB1)–(p,v)(kb)+ (ºxa- —) ) (17)
2
V,
Then the use of the center of buoyancy is
B,B, - KB, 4-mºn KB, –
S
(VAXKB,)—(p,v)(kb)+ (ºx (d+ —) ) —KB,
2
l', (18)
or, as it may be more simply expressed by the principles
of moments,
S.
V,XB, B2–p,w X ( d — kb --— ) (19) .
2
J.
B, B2=pyv X ( d — kb —— — ) (20)
2
V.
B,B, is always positive, that is, the center of buoyancy
always rises, since kb must always be less than d.
Since the rise of center of buoyancy due to damage is
frequently greater than the reduction of metacentric ra-
dius the metacentric height of the vessel is often greater
after damage than before. The temporary list due to
the sudden inrush of water may, however, cause the flood-
ing of compartments other than those immediately af-
fected by the damage and this possibility should also be
investigated.
After having located the transverse bulkheads accord-
ing to the rules of the Bulkhead Committee the loss of
metacentric height should be investigated by means of
235
BASIC DESIGN
the formula derived in the foregoing for the vessel light
as well as loaded and in ballast. If any dangerous stabil-
ity condition is found to exist the size of the compart-
ment can be modified as necessary.
Watertight Decks
wATERTIGHT DECK located in a compartment below
the level of the waterline of the vessel after dam-
age may increase or decrease the safety of the ship.
If damage occurs below the deck and not above, the deck
goes below the damaged waterline of the ship. There-
fore, none of the water plane is lost and there is a gain
in metacentric height. If damage occurred above the
deck a loss of stability might result.
It therefore may be stated that a watertight deck below
the waterline at which the ship will float after damage
may be an element of danger, and careful investigation
should be made before utilizing it to supplant any por-
tion of the transverse bulkhead system of subdivision,
but that it tends to increase the safety of the ship if it
is in addition to the subdivision which would be used if
the watertight deck were not fitted.
Longitudinal Bulkheads
ONGITUDINAL SUBDivision is likely to be a source of
danger in case of damage, due to the list which would
be caused by unsymmetrical flooding. If it is neces-
sary or advisable to fit such bulkheads this feature should
be investigated. The Bulkhead Committee rules provide
that “* * * if watertight longitudinal bulkheads or
inner skins are fitted, it should be proved that the margin
line will not be brought under water when any space
bounded by transverse watertight partitions between the
outer skin and the inner skin, or longitudinal bulkhead
on one side, is flooded for a length equal to the floodable
length of the vessel in that region as determined for trans-
verse subdivision only.”
Special Requirements
HE FOREGOING considers the subdivision of ships from
a theoretical standpoint only. The requirements for
location of collision, after peak and other bulkheads
as laid down by the laws of the country in which the ves-
scl is registered and by the classification rules to which
the vessel is to be built, must of course be observed.
Checking
T would At FIRST THOUGHT seem unnecessary to make
I and comment on this subject. It has been, however,
the effort to make the present discussion as practical
as possible. Accordingly, as the results of the investiga-
tion herein described are to serve as the basis for the
detail work of development their accuracy is of the first
importance. Further, the work of checking, provided the
results are taiyulated in a clear and logical manner, should
not be in any sense a laborious operation. It should con-
sist primarily of comparing the requirements laid down
with the results realized, and secondarily of examining
these results in the light of results attained in previous
designs, and accounting in a satisfactory manner for any
differences discovered. Such a check carried out with
conscientiousness and good judgment will serve to dis-
cover the majority of inaccuracies likely to occur.
History of Design
w DESIGNS are undertaken and carried to a satisfactory
conclusion in which some new problems of a more
or less important nature have not been encountered
and solved. In order to make such material available for
future use it is essential that it should be made a matter
of careful record. Frequently it is impossible to cover it
satisfactorily upon an ordinary standard form. For this
reason it is considered desirable to prepare a history in
such form as to provide for detailed descriptions of such
special investigations, with the reasons therefor, in addi-
tion to the usual tabular statement of results. Such com-
plete records are always of value as reference material
in connection with future designs and frequently serve
to clear up obscure points arising in connection with the
vessel's performance in service.
Example of Ship Design
HE FOLLOwing ILLUSTRATION of the manner of carrying
out the steps herein described is taken largely from
the records covering the actual basic design of a
vessel now in service.
FIRST DIVISION
Displacement and Length Requirements Laid Down for
an Oil Tanker
Capacity, 7500 tons cargo oil, plus 750 tons of miscella-
neollS Cargo.
Two-deck steel vessel having forecastle, bridges and poop.
Fitted with double bottom under machinery and in special
cargo holds.
Ballast tanks suitable for steaming in light condition.
Maximum draft not to exceed 28 feet.
Machinery located aft as far as possible.
Boilers oil burning.
Engines, twin screw, reciprocating.
Maintained sea speed, 14 knots.
Endurance, 8000 miles at 10 knots, carrying full amount
of cargo oil.
Cost limited to a given figure.
Miscellaneous requirements as to capacity and character
of spare hold spaces, etc.
Cost
IGUREs AvAILABLE indicated that from 14,000 to 14,500
F'. displacement was about the largest size ship
of the desired type which could be built within the limit
of expenditure.
Type
HE CHARACTERISTICs above referred to settled the type
very definitely. The ship was to have two decks,
forecastle, bridge, and poop ; ballast tanks so lo-
cated as to reduce the GM when at sea without cargo; ma-
chinery located aft; twin screws; boilers oil burning.
{ Displacement
Tº vessEL was required to carry cargo oil
amounting to . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,500 tons
and a miscellaneous cargo of . . . . . . . . . . . . . . . . . . 750 tons
There was allowed for reserve feed water, Y
stores, complement, spare gear, and miscel- 150 tons
laneous small items . . . . . . . . . . . . . . . . . . . . . . . -
There was allowed for bunker fuel. . . . . . . . . . . 800 tons
There was allowed for margin. . . . . . . . . . . . . . 250 tons
Total assumed deal weight. . . . . . . . . . . . . . . . . . 9,450 tons
236
BASIC DESIGN
The ratio of dead weight to displacement to be antici-
pated in a vessel of this type having relatively high speed
was between .63 and 67. (See Fig. No. 1.)
= .63 = 15,000
= .64 | = 14,775
For this ratio = 65 % displacement J = 14,550
= .66 | = 14,325
= .67 |= 14,100
It was decided to accept 14,500 tons as the tentative dis-
placement.
Length
N SELECTING A TENTATIVE LENGTH it was recognized that
this vessel lay almost on the line between what have
been termed in the preceding discussion “cargo vessels”
and “fast cargo vessels.” The ranges of displacement
length coefficient and speed length coefficient considered
were as follows:
A
7TL N a
- Length. V (i.
Displacement. in feet L 100
ſ 527. . . . . . . . . . . .61. . . . . . . . . . . 99
| 493. . . . . . . . . . . .63. . . . . . . . . . . 121
14,500 463. . . . . . . . . . . .65. . . . . . . . . . . 146
436. . . . . . . . . . . 67. . . . . . . . . . . 175
411. . . . . . . . . . . 69. . . . . . . . . . . 209
Evidently from the table given under “Length,” First
Division, the proper ranges for this ship are
V = .63 to .67
a-wee-e
VL
A
L §
( w)
A length of 455 feet was selected. This gave
V = .656
VL
A
L §
( º
In the case of the actual vessel the investigation of
length ended at this point, as the above values of the speed
length ratio and displacement length coefficient were con-
sidered sufficiently satisfactory to warrant the omission
of further investigation. In order, however, to illustrate
the methods followed and some of the uses to which the
results may be put, all the required steps will be carried
through in the usual manner.
= 121 to 175
and
= 154
SECOND DIVISION
Draft
LTHOUGH THE LIMIT of DRAFT had been set by the char-
A acteristics at 28 feet and in spite of the fact that in
general the greatest draft practicable is the most desir-
able (as emphasized under this heading in the second
division) it was decided in this case to design for a mean
draft of 26 feet. This was done both to provide a margin,
within the limit set, for trim due to variations in loading
and to avoid 1mposing too low a limit upon the number of
harbors, docks, etc., to which she could have access.
Depth
HE DEPTH tentatively fixed was 35.8 feet. This gave
a length to depth ratio of 12.7, well within the limits
of the Classification Societies relative to excessive pro-
portions.
Midship Section Coefficient
RACTICE permits little variation in this coefficient for
this type of ship, and fortunately the high values used
are at the same time conducive to easy driving, great
cargo-carrying capacity and simple construction. In this
case the value selected was 98.
Vertical Position of the Center of Gravity
ATIos of height of center of gravity to midship depth
R are quoted in the Second Division under this head-
ing. For light condition this averages .63 and for full
load .51, giving about 22 feet and 17.8 feet, respectively,
for the depth contemplated, These figures were not avail-
able at the time this design was undertaken and the height
of center of gravity assumed for full load was 19.5 feet
above the bottom of keel. This was intentionally made
liberal in order to provide for the effect of free surface
in oil tanks and to provide against the effect of weights
added later during design. It was the intention to control
the stability when light by the ballast tanks previously
referred to.
THIRD DIVISION
Period of Roll and Metacentric Height
ITTLE INFORMATION relative to the behavior of vessels
L of this type in a seaway was available at the time of
this design. Practically none relative to the values of
radius of gyration realized on such vessels was obtainable.
It was hoped, however, that a metacentric height of 3.5
feet, the ship being fully loaded, would give a reasonable
period of roll. The desired height of metacenter was
accordingly fixed at 23 feet.
Beam
IG. 15 gives a height of metacenter of 23.3 ft. for a
beam of 56 feet, and a draft of 26 feet. This gave a
prospective metacentric height of 3.8 feet, which seemed
entirely reasonable at this stage of the design.
Longitudinal Coefficient
T was NECEssary for the tentative dimensions selected
to satisfy one more requirement; viz., that of a reason-
able value of the longitudinal coefficient. Reference to
Fig. 39 will show that for the value of speed length
ratio selected,—viz., .656,-the preferred value of longi-
tudinal coefficient is just under .75, though higher values
are entirely justified by practice.
The selections made in this case gave a value of longi-
tudinal coefficient of about .781. This figure should be
especially noted, as further reference will be made to it.
Power
HE Power REQUIRED to drive the above vessel at a speed
of 14 knots was estimated as 3,000 effective horse-
power, bare hull. See Fig. 44 corrected for difference
in value of displacement length coefficient.
*
2
37
BASIC DESIGN
FOURTH DIVISION
Trial Ships
HECK weighT FIGURES showed the tentative displace-
ment, 14,500 tons, to be satisfactory. With this dis-
placement in view the following figures will serve as the
basis for our length investigation and the coefficients listed
will result,
Length in feet. . . . 425 440 455 470 485
Beam in feet. . . . . 56'
Draft in feet. . . . . . 26'
Depth in feet. . . . . 35.8'
Midship section
Coefficient. . . . . . .98
Longitudinal Co-
efficient ... . . . . . . .837 .808 .781 .757 .733
A
— . . . . . . . . 189 170 154 140 127
(...)
100
Length
tº e º & º º a tº e a 11.87 12.28 12.71 13.13 13.54
Depth -
The power of the five ships at a speed of 14 knots is ob-
tained as follows:
Fig. 44 gives 3,000 E. H. P. for a 455 foot ship with
a longitudinal coefficient of .78 and a displacement length
coefficient of 150 at a speed of 14 knots, that is for a
a —— —H b —
speed length ratio of .655.
) the
\/LT 1,L*
values of a and b for the above speed length ratio may
be taken as .623 and .377 respectively.
Solving in the case of the 425 foot ship we have
:= 3300
The powers for the other ships at 14 knots and for
all the trial ships at 10 knots are similarly obtained
Based on the above dimensions and coefficients the fol-
lowing data relative to weight, power, fuel requirements,
etc., results:
|VICT 1 L,”
In the formula P = P1
Length in feet. . . . . . 425 440 455 470 485
E. H. P. (bare hull)
at 14 knots. . . . . . . 3,300 3,130 3,000 2,893 2,806
E. H. P. (bare hull)
at 10 knots. . . . . . . 957 932 910 895 882
Weight of machinery
at 5 E. H. P. per
ton . . . . . . . . . . . . . . 660 626 600 579 561
Weight of reserve
feed, complement,
Spare gear, Stores,
etc. . . . . . . . . . . . . . . 150 150 150 150 150
Bunker fuel
2.5 lbs. per E. H. P.
per hour for ra-
dius of 8000 miles
at 10 knots. . . . . . . 887 864 844 830 818
Weight of hull,
fittings, equip -
ment, etc. . . . . . . . 3965 4120 4300 4490 4700
Total weight ... . . . 5662 5760 5894 6049 6229
Remainder for car-
go and margin... 8838 8740 8606 8451 8271
Required cargo ... . 8250
The curves (Fig. No. 60) showing the variation of
the weights with length are typical of the results for this
class of vessel. The curve of margins it will be noted
shows a value of 588 tons for the short ship, which grad-
ually decreases to almost nothing in the long ship.
At the time of the design of the ship the first cost of
machinery per ton was about 3% times that of hull, fit-
tings, etc. Estimating costs in this ratio for the trial
ships and allowing the machinery of the 455-ft. ship a
value of unity, we obtain the following comparative figures:
Length . . . . . . . . . . 425 ft. 440 ft. 455 ft. 470 ft. 485 ft.
Machinery . . . . . . . 1.10 1.05 1.00 .96 .93
Hull . . . . . . . . . . . . 1.89 1.96 2.05 2.14 2.24
Hull & machinery 2.99 3.01 3.05 3.10 3.17
The fuel consumption at cruising speed, however, is in
the case of the long ship about 8% less than in the case
of the short ship. This saving of the long ship over the
short, full ship would be increased in rough weather. It
would be further increased if, as is usually the case, the
cruising speed were fixed at a value more nearly approach-
ing the maximum.
We have accordingly the following results:
The short, full ship provides the maximum dead weight
cargo capacity.
The short ships represent the minimum first cost.
The longer ships, 470 and 480 feet, represent the lowest
fuel consumption, judged only on performance when un-
der way.
These considerations are not the only ones involved, nor
are they individually complete as above noted. They are
only instanced as illustrative of the methods pursued and
the broad basis established for such further investigations
as may be required in any given case.
In this particular case the adoption of the short ves-
sel on account of her greater dead weight capacity is
considered inadvisable in the light of unfavorable experi-
ences with seagoing vessels of very full underbody when
attempting to make prompt passages under adverse weather
conditions.
Further, the adoption of the short ship because of lower
first cost only is considered inadvisable. The difference in
first cost between this ship and the 470-ft. ship is only
about 3% to 4%. A small saving in fuel consumption by
the long over the shorter vessel would in a few years
probably more than offset this small difference in first cost.
There are, however, other elements which could not be
ignored in an actual case, but which are not considered in
detail here as they do not serve to emphasize a point of
particular value in this discussion. These elements are
in part fuel consumption in port, relation of length of ship
to cargo handling facilities in ports of call, maneuvering
ability, size of crew, etc.
Although the 'problem may be presented in many differ-
ent forms covering the entire range from the slow cargo
vessel to a high speed destroyer, the same principles
which underly the method illustrated herein may be ap-
plied in the investigation of these or other elements in
their relation to the length of ships. Thus, curves may
be plotted showing the variation in value of the longi-
tudinal coefficient, the displacement, the cost of operation,
the power required, etc., with change in length. It is then
necessary to assign to each factor its proper weight rela-
tive to the others involved and to ascertain the cum-
ulative effect of all in order to arrive at the desired figure.
238
BASIC DESIGN
14500
4000
12000
.
10000
8000
0000
4000
2000
470
430
Fig. 60–Curves Showing
Variation of Weight with Length
440 450, 400
Length of ship in Fe2+
470
480
|4500
14000
12000
10000
8000
|
(3000
4000
2000

239
BASIC DESIGN
But one more point needs emphasis in connection with
the selection of the optimum length. This is the com-
paratively narrow range to which the above study re-
stricts the choice of the designer. In the present case it is
believed that any length between 450 feet and 465 feet
could be used with satisfactory results, but that a selection
lying much outside these limits would be open to more or
less serious objection.
FIFTH DIVISION
R*. has previously been made to the variation in
the height of the center of gravity in the actual
ship from that assumed in the original calculation.
The results of inclining experiments carefully conducted
and worked up show that the values of GM obtained are
from 4.00 ft. to 4.5 ft., the vessel being fully loaded. These
values are unquestionably larger than are required and
might be expected to produce an uncomfortable ship. No
complaints have been received on this account, however.
It is accordingly believed that if a redesign were con-
templated the old beam, 56 feet, could be accepted. The
draft might be increased to 26.5 feet in order to assist
in reducing the value of the longitudinal coefficient, which
is considered somewhat too high for the best results under
average conditions of sea. The length might be made 460
feet on this account as well as in order to obtain a slight
advantage in fuel consumption.
The dimensions and coefficients suggested then would
be:
Displacement = 14,500 tons, Length = 460 feet, Beam
= 56 feet, Draft = 26.5 feet, Midship section coefficient =
.985, Displacement length coefficient = 149, Longitudinal
coefficient = .755, and Speed length ratio =.653.
The offsets for the curves of sectional area and for
the load water line may be obtained from Figs. Nos. 8,
9, 10 and 11, respectively. These provide for a reasonable
amount of parallel middle body for the type of ship con-
templated.
A comparison of the principal characteristics for the ship
as built and for the ship with the alterations proposed
above follows:
Ship as Ship as
Item. Built. Proposed.
Length, feet . . . . . . . . . . . . . . . . . . 455 460
Beam, feet . . . . . . . . . . . . . . . . . . . 56 56
Draft, feet . . . . . . . . . . . . . . . . . . . 26 26.5
Depth, feet . . . . . . . . . . . . . . . . . . 35.8 35.8
Displacement, tons . . . . . . . . . . . 14,500 14,500
Midship section coefficient . . . . .98 .985
Longitudinal coefficient . . . . . . ,781 .755
Displ. length coefficient. . . . . . . . 154 149
Length - depth . . . . . . . . . . . . . 12.72 12.85
E. H. P. bare hull, 14 knots. . . . 3,000 2,940
E. H. P. bare hull, 10 knots..... 910 906
Weight of machinery, tons. . . . 600 588
Weight of reserve feed, comple-
ment, Stores, etc. . . . . . . . . . . 150 150
Bunker fuel, tons . . . . . . . . . . . . . 844 808
Weight of hull, hull fittings,
equipment, etc. . . . . . . . . . . . . . 4,300 4,350
Ship without cargo . . . . . . . . . . 5,894 5,896
Cargo . . . . . . . . . . . . . . . . . . . . . . . 8,250 8,250
Margin . . . . . . . . . . . . . . . . . . . . . . 356 354
Vertical center of gravity . . . . 19.0 19.0
Height of transverse meta-
Center . . . . . . . . . . . . . . . . . . . . . . 23.3 23.3
Value metacentric height . . . . . 4.3 4.3
As an instance of the effect of variation in draft upon
a design attention is invited to the fact that both the
above ships are somewhat longer than the best practice
would sanction for ships of the type. The principal rea-
son for this is probably the limitation of the draft to 26
feet. Had 27.5 feet been adopted and the freeboard been
increased correspondingly it would have been possible to
use a beam of 57 feet without increasing the metacentric
height. This would then have permitted a length of 435
feet, giving a longitudinal coefficient of .754 and a dis-
placement length coefficient of 176.
240
HULL SPECIFICATIONS
AN INDEX AND SKELETON
FOR
GROUPING ITEMS, PREPARING SHIP ESTIMATES, AND
WRITING THE DETAIL HULL SPECIFICATIONS
OF
MODERN WESSELS
t|tillllllllllllllllllllllllllllllllllllllllllllllſ|||||||||||||||||||
H
|
Sl
Foreword
This Section is primarily designed to furnish a
guide for the preparation of Detail Hull Specifica-
tions. The Specifications are divided into twenty-six
distinctive groups, each group representing a particu-
lar portion of the work, such as structure, fittings,
operating systems, equipment, Outfit, stores, etc.
These groups are then subdivided in a manner that
will cover every item that might possibly be consid-
ered in the Detail Hull Specifications.
A complete Index precedes the Specifications,
which will facilitate reference to any and every item
coming under this head.
This Section will also be found invaluable in pre-
paring estimates for bids on proposed vessels, in pre-
paring lists of job orders for carrying out the work,
for ordering material and equipment, and for provid-
ing a basis for weight estimates.
F. B. WEBSTER.
Illilillllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllll
||||||||||||||||||

Index to Items for Ship Estimates and Specifications
Access and Compartment Plans—Gr-1-B-3
Accommodation Ladder, Davit - and Fittings—Gr-3-A-11
& 12
Accommodation Ladder—Gr-3-A-10
Adze—Gr-26-A-13
Aerial Wireless Antenna—Gr-21-B-1
Air Ducts—Gr-5-A-3
Air Ducts and Fittings—Gr-5-A-3, 4 & 5
Air Ports and Fittings—Gr-3-A-6
Air Tight Doors—Gr-3-A-8
Air and Sounding Pipes—Gr-13-D-12
Air Valves, Heating System—Gr-12-A-6
Alley, Shaft, Structural—Gr-2-A-27
Almanac, Nautical—Gr-20-A-37
Ammeters—Gr-21-A-9
Ammonia Tanks—Gr-11-B-2
Anchors, Bower, Sheet, Stream, Stern and Kedge—Gr-
16-A-22
Anchor Buoys—Gr-16-A-40
Anchor Chain or Cables—Gr-16-A-21
Anchor Chain Wearing Plates—Gr-16-A-39
Anchor Crane or Davit—Gr-16-A-8
Anchor Crane or Davit Rigging—Gr-16-A-10
Anchor Falls—Gr-16-A-11 & 12
Anchor Gear—Gr-16-A
Anchor Gear Tripping—Gr-16-A-13, 23 & 33
Anchor Lights, Electric—Gr-21-A-21
Anchor Lights, if Oil—Gr-20-A-4
Anchor Stoppers—Gr-16-A-26, 37 & 38
Anchors, Stowage—Gr-16-A-27
Aneroid Barometer-—Gr-20-A-25
Annunciator Covers—Gr-7-B
Annunciators—Gr-22-A-5
Antenna, Wireless, Fittings for—Gr-21–B-1
Apple Corer—Gr-25-E-3
Arrangement of Decks, etc., General—Gr-1-B-3
Arrow Lock Tiling—Gr-23-A-6
Artificial Ventilation—Gr-5–A–13 & 14
Asbestolith—Gr-23-A-3
Ash Chutes, Built-in-Gr-3-A-38
Ash Chutes, Portable—Gr-3-A-38
Ash Gratings, Wood—Gr-8-J-1
Asphaltunn—Gr-23-A-4
Augers—Gr-26-A-9
Automatic Valves, Ventilation—Gł5-A-12
Auxiliary Drains—Gr-13–C
Auxiliary Machinery Foundations, Structural—Gr-2-A-10
Auxiliary Machinery, Testing—Gr-1-C-11
Awning Frames—Gr-7-C-3
Awning Ridegpole—Gr-7-C-6
Awning Ridge Rope—Gr-7-C-7
Awning Ropes—Gr-7-C
Awning Stanchions and Rails—Gr-7-C-3
Awning Stays—Gr-7–C-3 & 8
Awning and Weather Cloth Jack Rods—Gr-7-C-8
Awnings—Gr-7-C-1
Awnings, Boat—Gr-19-A-15
Axe for Carpenter—Gr-26-A-14
Axe, Large—Gr-25-A-25
Axes, Fire—Gr-13-B-9
Axes, Fire, Stowage—Gr-1-B-3
Bake Ovens—Gr-25-A-1
Bakery, Arrangement—Gr-1-B-3
Bakery, Coal Box—Gr-25-A-7
Bakery, Deck Covering—Gr-22-A-2
Bakery, Metal Fittings—Gr-9-J
Bakery, Outfit—Gr-25-A
Baking Tins—Gr-25-A-10
Ballast, Manifolds—Gr-13-D-1
Ballast, Pumping System—Gr-13-D
Ballast System, Fittings—Gr-13-D
Ballast System, Valves—Gr-13-D-8
Balustrades—Gr-8-H-5
Bands, Mast and Boom—Gr-6-A-12
Bar, Keel—Gr-2-A-1
Bar, Plumbing Fixtures and Piping—Gr-13-A
Bar or Counter—Gr-9–G-1
Bar or Counter Fixtures—Gr-9-G
Bars, Bulkhead Bounding—Gr-2-A-12
Bars, Capstan (with Capstan)—Gr-17-A
Bars, Tarpaulin—Gr-4-A
Barber Chairs—Gr-9–L-1
Barber Shop, Arrangement—Gr-1-B-3
Barber Shop, Outfit—Gr–9–L
Barber Shop, Plumbing Fixtures and Piping—Gr-13-A
Barometers—Gr-20-A-25 tº
Bases for Toilets—Gr-13-A-14
Baskets, Dishwashing—Gr-25-A
Basket, Frying—Gr-25-A-75
Basket, Ladle—Gr-25-A-74
Basket Strainers, Drainage—Gr-13-C
Bath Heaters—Gr-13-A-10
Bath Seats—Gr-13-A
Bath Tubs—Gr-13-A-9
Bath Tubs, Piping and Fittings—Gr-13-A
Bathroom—Gr-9-N
Bathroom Mirrors—Gr-9-N
Bathroom, Plumbing Fixtures and Piping—Gr-13-A
Battens, Bridge—Gr-8-J
Battens, Cargo—Gr-8-I-13
Battens, Hatch—Gr-4-A-8
Battery for Call Bells—Gr-22-A-17
Beading, Hatch Coaming—Gr-4-A-1
Beading, Shell—Gr-2-A-14
Beam Brackets—Gr-2-A-6
Beam, Camber—Gr-2-A-6
Beam Clamp—Gr-2-A-6
Beam Knees—Gr-2-A-6
Beams, Deck—Gr-2-A-6
Beams, Deck, Stanchions, under, when Built of Plate and
Shapes—Gr-2-B-5
Beams, Deck, Stanchions, under, when Built of Rolled
Plate or Forged—Gr-2–B
Beams, Hatch, Strong, Cargo and Coal—Gr-4-A-2
Beams, Hatch, Strong, O. T. and W. T.-Gr-4-B-2
Beams, Strong in Engine and Boiler Space—Gr-2-A-18
Bearer, Rudder—Gr-18-A-10
Bearings for Anchor Cranes—Gr-16-A-9
Bearings for Boat Cranes—Gr-19-A-5
Bearings for Carrying Rudder—Gr-18-A-10
Bedding—Gr-25-F
Bedsteads—Gr-9-A-1
Beef Press—Gr-25-A-68
Belaying Pins—Gr-6-A-15
Bell, Dinner—Gr-25-B-22
Bell Hanger—Gr-20-A-18
243
INDEX To HULL SPECIFICATIONS
Bell Mouth Terminals—Gr-5-A-9
Bell Pulls—Gr-22-A-13
Bell, Table—Gr-25-B-21
Bells, Cail—Gr-22-A-4
Bells, Ships—Gr-20-A-18
Belts, Life—Gr-20-A-2
Belts, Life, Stowage of Gr-20-A-2 s
Benches, Mess, Portable or Detachable—Gr-9-D-5
Benches, Work Built-in, Metal—Gr,3-A-40
Benches, Work Built-in, Wood—Gr-9-0
Benches, Work Portable Metal—Gr-9-0
Berth Deck, Structural Work—Gr-2-A-15
Berth Frames, Metal—Gr-9-D-2
Berth Hangers, Metal—Gr-9-D-3
Berth Springs—Gr-9
Berth with Drawers—Gr-9
Berths, Metal, Built-in-Gr-9
Berths, Pipe—Gr-9-C-3
Berths, Wood, Built-in-Gr-9
Berthing, Hammock, Pipe—Gr-9-D-3
Berthing and Messing Plan—Gr-1-B-3
Bilge Brackets—Gr-2-A-5
Bilge, Drainage System—Gr-1-D-3
Bilge Keels, Wood and Metal—Gr-2-A-2
Bilge Keelson—Gr-2-A-7
Bilge Pump, Hand—Gr-13-C-12
Bilge Wells, Castings—Gr-2-A-30
Bilge Wells, Structural—Gr-2-A-30
Bill of Fare Frame—Gr-25-A-81
Billboards—Gr-2-A-31
Binnacle Boxes and Lamps—Gr-20-A-11
Binnacle Covers—Gr-7-B-2
Binnacles—Gr-20-A-11
Binoculars—Gr-20-A-23
Biscuit Forcer–Gr-25-E-2
Biscuit Tubes—Gr-25-E-1
Bitts, Carpenter—Gr-26–A-10
Bitts, Mooring and Towing—Gr-3-A-1
Bitts, Riding—Gr-3-A-1
Bitumastic—Gr-23-A-4
Bituminous Enamel and Cement—Gr-23
Black Balls—Gr-20-A-8
Blankets—Gr-25-F-2
Bleeder Plugs—Gr-13–C–24
Blinds and Sash, Window—Gr-8-G
Blocking, Keel—Gr-1-C
Blocking, Shoring and Ribbanding—Gr-1-C-7
Blocks, Accommodation Ladder—Gr-3-A-12
Blocks, Anchor Davit Falls—Gr-16-A-11
Blocks, Boat Falls—Gr-19-A-12
Blocks, Brace & Lead—Gr-6-B-22
Blocks, Meat—Gr-9-K-1
Blocks, Rigging—Gr-6-B-21
Blocks, Snatch—Gr-26-B-6
Blocks, Spare—Gr-26-B-4 -
Blower Foundations—Gr-5-A-22
Blower Motors—Gr-5-A-23
Blowers, Ventilation—Gr-5-A-13-&-14
Board, Bulletin—Gr-3-A-41
Board, Drain—Gr-9-J-3
Boards, Grain—Gr-8-1-7
Boards, Name—Gr-3-A-18
Boards, Shifting—Gr-8-I-7
Boat, Anchors and Chain—Gr-19-A
Boat, Awnings and Canopies—Gr-19-A-15
Boat, Beams and Skids—Gr-19-A-9
Boat Booms—Gr-19-A-18
Boat Chocks, Cradles and Gripes—Gr-19-A-3
Boat Clothes and Tarpaulins—Gr-19-A-11
Boat Compasses—Gr-20-A-1
Boat Crane, Foundations—Gr-19-A-16
Boat Crane, Machinery, Including Installing on Ship on
Boat Crane—Gr-19-A-17
Boat Crane, Structure, Including Putting on Board Ship
—Gr-19-A-5
Boat Davit, Guys—Gr-19-A-8
Boat Davits—Gr-19-A-5
Boat Falls—Gr-19-A-13
Boat Gripes—Gr-19-A-10
Boat Guys—Gr-19-A-8
Boat Outfits—Gr-19-A-1
Boat Skids—Gr-19-A-9
Boat Slings—Gr-19-A
Boat Stoppers—Gr-19-A-19
Boat, Stowage—Gr-1-B-3 & Gr-19
Boat Tarpaulins—Gr-19-A-11
Boats—Gr-19
Boatswain Chairs—Gr-26-B-25
Boatswain Stores—Gr-26-B
Boatswain Stores, Outfit—Gr-26-B
Boatswain Stores, Plan—Gr-1-B-3
Body Plan—Gr-1-B-3
Boiler Casing—Gr-2-A-22
Boiler Casing, Insulation, Metal—Gr-2-A-21
Boiler Casing, Insulation, Non-Metal—Gr-3-A-42
Boiler, Coffee—Gr-25-A-19
Boiler, Copper—Gr-25-A-6
Boiler Foundation—Gr-2-A-10
Boilers, Galv–Gr-25-A-12
Boiler Hatch, Fidley Gratings at Weather Deck—Gr-2-A-22
Bollards—Gr-3-A-1
Bolts, Service—Gr-2-G-2
Bonds—Gr-1-A-4
Booby Hatches—Gr-4-C
Booby Hatch, Coamings—Gr-4-C-1
Booby Hatches, Metal—Gr-4-C
Books, Library—Gr-25-G-20
Bookcases, Non-Portable, Metal—Gr-9
Bookcases, Non-Portable, Wood—Gr-9
Bookcases, Portable Metal—Gr-9
Bookcases, Portable Wood—Gr-9
Boom Bands—Gr-6-A-12
Boom Crutches—Gr-6-A-29
Boom Irons—Gr-6-A-26
Boom Pendant—Gr-6-B
Boom Rigging—Gr-6-B
Booms, Boat—Gr-19-A-18
Booms, Cargo—Gr-6-A-2
Booms, Coaling—Gr-6-A-2
Booms, Hatch—Gr-6 |
Booms, Portable, Stowage of—Gr-1-B-3 & Gr-6
Booms, Propeller—Gr-6
Booms, Table—Gr-6-A-29
Boot Black Stand—Gr-9-H
Bottle Racks, Metal—Gr-9
Bottle Racks, Wood—Gr-9
Boulion Mugs—Gr-25-D-18
Bounding Angles for Minor Divisional Bulkheads—Gr-
2-A-12
Bounding Angles for Structural Bulkheads—Gr-2-A-12
Bow Ornaments—Gr-3-A-20
Bow Ornament and Fastenings—Gr-3-A-20
Bow Sprit—Gr-6-A-5
Bower Anchors—Gr-16-A-22
Bower Chain—Gr-16-A-21 !
Bowls, Finger—Gr-25-D-35 - . . . .
244
INDEX TO HULL
SPECIFICATIONS
Bowls, Gravy and Ladles—Gr-25-D-21
Bowls, Sauce and Ladles—Gr-25-D-20
Bowls, Sugar—Gr-25-D-22
Box, Bread—Gr-25-E-29
Box, Coal, Galley, Metal, Built-in-Gr-3-A-39
Box, Coal, Galley, Portable—Gr-25-A-7
Box, Lamp—Gr-20
Box, Stern Light—Gr-3-A-51
Boxes, Ditty—Gr-9-D-12
Boxes, Hose—Gr-13-B-6
Boxes, Mess—Gr-25-A-28
Boxes, Running Light—Gr-3-A-51
Boxes, Side Light—Gr-3-A-14
Boxes, Spit—Gr-9-D-13
Boxes, Steam—Gr-9-J-9
Boxing, Air and Sounding Pipes in Cargo Space, Wood—
Gr-8-I-12
Boxing, Air and Sounding Pipes in Cargo Space, Steel—
Gr-13-D-12
Brace Blocks—Gr-6-A-24
Brace, Carpenter—Gr-26-A-11
Braces—Gr-6-B-17
Braces, Bridge—Gr-3-A-24
Bracing, Deck Houses—Gr-8-D-4
Brackets, Beam—Gr-2-A-6
Brackets, Bilge—Gr-2-A-5
Brackets, Bulkhead—Gr-2-A-12
Brackets, Shaft—Gr-2-C-7
Branding Irons—Gr-26-B-31
Brass Sills and Kick Plates—Gr-3-A-43
Bread Baskets—Gr-25-B-6
Bread Graters—Gr-25-A-94
Bread Rasp—Gr-25-E-1
Bread Room, Arrangement—Gr-1-D-3
Breakers—Gr-26-C-6
Breakwaters on Decks, Structure—Gr-2-A-32
Breast Hooks—Gr-2-A-19
Brick Floors in Toilet and Galley—Gr-23-A-8
Bricks—Gr-23-A-8
Bridal Chamber—Gr-9-A
Bridge Boxes—Gr-20-A-35
Bridge Deck Planking, Caulked—Gr-8-A
Bridges and Flying Bridges, Caulked Decking—Gr-8-A
Bridges and Flying Bridges, Joiner Decking—Gr-8-B
Bridges and Flying Bridges, Metal Work Structure—Gr-
2-A-29
Bridges, Fore and Aft, Hand Rails and Stanchions—Gr-7-C
Bridges, Fore and Aft, Structural Steel—Gr-2-A-29
Bridges, Fore and Aft, Wood—Gr-8-J
Brine Pump-Gr-11-B-13
Brine Pump, Seatings—Gr-11-B-14
Brine Tanks—Gr-11-B-2
Brooms, Common—Gr-25-B-10
Brush, Chimney—Gr-25-A-48
Brush, Fire—Gr-25-A-47
Brush, Flue—Gr-25-A-62
Brushes, Black Lead–Gr-25-A-59
Brushes, Blacking—Gr-25-B-13
Brushes, Hand Scrubbing—Gr-25-B-14
Brushes, Marking—Gr-2–G-5
Brushes, Sweeping—Gr-25-A-60
Bucket, Stock—Gr-25-A-70
Buckets, Deck—Gr-26-C
Buckets, Draw—Gr-26-C-2
Buckets, Fire—Gr-13-B-10
Buckets, Slop—Gr-9
Buckets, Tar—Gr-26-C-8
Bucklers, Chain Pipe—Gr-16-A-19
Bucklers, Hawse Pipe—Gr-16-A-16
Buckwheat Jug—Gr-25-E-6
Buffers, Spring Steering Gear—Gr-18-A-5
Buffets—Gr-9-E-5
Builder's Name Plate—Gr-3-A-44
Builders, Trial—Gr-1-E
Built-in Dressers, Wooden—Gr-9
Built-in Ice Boxes, Wooden—Gr-11-A
Bulkhead Angles—Gr-2-A-12
Bulkhead Brackets—Gr-2-A-12
Bulkhead Flanges—Gr-13-A-31
Bulkhead Liners—Gr-2-A-12
Bulkhead Stiffeners—Gr-2-A-12
Bulkhead Stuffing Boxes—Gr-13-C-5
Bulkhead Stuffing Boxes, Deck Machinery—Gr-17-A-10
Bulkheads, Light Metal including Corrugated, Pilaster &
Wire Mesh—Gr-2-A-20
Bulkheads, Longitudinal—Gr-2-A-11
Bulkheads, Sanitary—Gr-2-A-20
Bulkheads, Sheet Steel—Gr-2-A-20
Bulkheads, Structural—Gr-2-A-11
Bulkheads, Tongue and Groove—Gr-8-C
Bulkheads, Transverse—Gr-2-A-11
Bulkheads, Wood, Carpenter—Gr-8-C
Bulkheads, Wood, Joiner, Panelled—Gr-8-C
Bulkheads, Wood, Joiner, Plain—Gr-8-C
Bulletin Boards—Gr-3–A–41
Bulwark Plating—Gr-2-A-14
Bulwarks Braces, if Forgings or Castings—Gr-2-A
Bulwarks, Braces if Structural—Gr-2-A
Bulwarks, Wood, Carpenter—Gr-8–L
Bulwarks, Wood, Joiner—Gr-8-L
Bumpkins—Gr-6-A-19
Bunkers, Coal, Ventilation, Artificial—Gr-5-A
Bunkers, Coal, Ventilation, Natural—Gr-5-A
Bunkers, Coal, Wood Ceiling—Gr-8-1
Bunting and Flags—Gr-20-A-13
Buntlines—Gr-6-B-18
Buoy, Life—Gr-20-A-3
Buoy, Life, Stowage of Gr-1-B-3
Buoys, Anchor—Gr-16-A-40
Bureaus, Stateroom, Portable—Gr-9
Bushings for Gudgeons—Gr-2-C-3
Butcher Shop—Gr-9-K
Butcher Shop, Arrangement—Gr-1–B-3
Butt, Scuttle—Gr-11-B-16
Butter Coolers—Gr-25–C–43
Butterfly Valves, Ventilation—Gr-5-A-11
Cabin Furniture, Portable—Gr-9
Cable Chain Stoppers—Gr-16-A-19
Cable, Shackle for Attaching to Hull—Gr-16-A-24
Cables, Anchor—Gr-16-A-21
Cables, Electric—Gr-21-A-30
Cake Baskets—Gr-25-C-35
Cake Hoops—Gr-25-E-7
Calculations for Scientific Work—Gr-1-B-1
Call Bells—Gr-22-A-4
Camber, Beam—Gr-2-A-15
Can Opener—Gr-25-A-67
Candle Boxes—Gr-25-B-2
Candlesticks, Brass—Gr-25-B-5
Cannisters, Coffee—Gr-25-B-3
Cannisters, Tea—Gr-25-B-4
Canopies—Gr-4–F
Canopies, Boat—Gr-19-A-15
Canopy, Canvas Covers—Gr-4-F-6
Canopy, Fittings—Gr-4–F
Canopy Frames—Gr-4-F-1
245
INDEX TO HULL
SPECIFICATIONS
Cant Frames—Gr-2-A-4
Canvas—Gr-7
Canvas, Covers for Skylights—Gr-4-E
Canvas, Deck Covering—Gr-7-D
Canvas for Auxiliaries—Gr-7-B
Canvas, Hatch Covers—Gr-4-A-11
Canvas, Hatch Covers, Fastening for—Gr-4
Canvas, Weather Screens—Gr-7-C-11
Capstan—Gr-17-A-2
Capstan Bars, included with Capstan—Gr-17-A-2
Capstan Covers—Gr-7-B-4
Capstan Foundations—Gr-17-A
Capstan, Hand–Gr-17-A-21
Capstan, Windlass—Gr-16–A-1
Care of Ship until Delivered—Gr-1-C-3
Cargo Battens—Gr-8-I-13
Cargo Booms—Gr-6-A-2
Cargo Clusters, Electric—Gr-21-A-33
Cargo Falls—Gr-6-B-24
Cargo Gear, Derrick Post—Gr-6-A-3 & 6
Cargo Gear, Forgings and Mountings—Gr-6-A
Cargo, Handling Gear, Falls—Gr-6-B-15
Cargo Hatch, Coamings—Gr-4-A-1
Cargo Oil System—Gr-15-A
Cargo Ports, including Fittings—Gr-2-A-33
Cargo Winches—Gr-17-A-1
Carlines, Deck Houses—Gr-8-D-5
Carpenter Shop, Joiner Work, Plain Sheathing and Bulk-
heads—Gr-8
Carpenter Stores, Outfit—Gr-26-A
Carpets—Gr-10-A-1
Carrier, Rudder—Gr-18-A-10
Carvers—Gr-25-C-4
Casings, Engine and Boiler—Gr-2-A-22
Casings, Fan—Gr-5-A-20
Cask, Flour—Gr-25-A-40
Casks, Harness—Gr-26-C-7
Castings, Mast and Spar—Gr-6-A
Castings on Rudder—Gr-18
Cat Head Cleats and Fairleads—Gr-16-A-31
Cat Head, Sheaves—Gr-16-A-30
Cat Head, Tripping Gear—Gr-16-A-33
Cat Heads—Gr-16-A-29 -
Cattle Stalls, Metal Work—Gr-3-A-45
Cattle Stalls, Wood—Gr-8-M
Caulked Deck, Wood—Gr-8-A
Caulking Cotton or Oakum—Gr-8-A-5
Caulking Irons—Gr-26-A-4
Caulking Mallet—Gr-26-A-3
Ceilings in Coal Bunker, Wood—Gr-8-I
Ceilings in Holds, Wood—Gr-8-I
Ceilings, Metal, with Asbestos or Other Non-Conducting
Material on It—Gr-2-A-34
Ceilings on Shaft Alley, Wood—Gr-8-I
Ceilings, Steel or Bare Metal—Gr-2-A-34
Cement, Ballast—Gr-23
Cement, Bitumastic—Gr-23-A-4
Cement, Deck Covering—Gr-23-A-1
Cement, for Linoleum—Gr-23-A-5
Cement, Portland—Gr-23
Cementing Hull—Gr-23-A-1
Center Keelson—Gr-2-A-7
Chain Cables, Ground Tackle—Gr-16-A-21
Chain Hooks—Gr-26–B–13
Chain, Interior Communication—Gr-22-A-8
Chain Locker, Fittings—Gr-16
Chain Locker, Structure—Gr-2-A-35
Chain Locker, Wood—Gr-8-I
Chain Pipe Cover—Gr-16–A-18
Chain Pipes—Gr-16-A-17
Chain Plates—Gr-6-A-7
Chain Slings—Gr-26-B-14
Chain Stopper, Foundation—Gr-16-A-26
Chain Stoppers—Gr-16-A-19
Chairs, Camp, Desk, Dining, Etc.—Gr-9
Chalk—Gr-2–G-3
Chambers—Gr-25-D-29
Chart and Pilot House, Steel—Gr-2-A-25
Chart and Pilot House, Wood—Gr-8-D
Chart and Pilot House, Wood, Panel Work—Gr-8-E
Charts—Gr-20-14 &
Chart Weights—Gr-20-A-5
Cheese Scoops—Gr-25-C-44
Chiffoniers—Gr-9
Chimney Brush—Gr-25-A-48
Chinaware—Gr-25-D
Chisels, Cold—Gr-26-A-5
Chisels, Wood—Gr-26-A-6
Chocks—Gr-3-A-2
Chocks, Boat—Gr-19-A-3
Chocks, Boiler—Gr-2-A-10
Chocks, Stern—Gr-3-A-2
Chocks and Cleats, Warping—Gr-3-A-2 & 3
Choppers, Poultry—Gr-25-A-101
Chopping Block—Gr-9-K-1
Chronometer—Gr-20-A-6
Chutes, Ash—Gr-3-A-38
Chutes, Coaling, Trunk, not Portable—Gr-2-A-36
Chutes, Portable, Coal—Gr-3-A-22
Chutes, Garbage—Gr-3-A-38
Clack or Non-Return Valves—Gr-13-C-16
Classification Society Fees—Gr-1-A-5
Claws, Devils—Gr-16-A-20
Cleaning and Sweeping—Gr-1-C-4
Cleats and Eyes for Anchor Gear—Gr-16-A-31
Cleats for Boat Gear—Gr-19-A-7
Cleats for Cargo and Coal Gear—Gr-6-A-13
Cleats for Handling Ship—Gr-3-A-3
Cleats, Hatch—Gr-4-A-8
Cleats for Rigging—Gr-6-A-13
Cleaver—Gr-25-A-42
Clench Bolt, Chain Locker–Gr-16-A-24
Clewlines—Gr-6-B-19
Clews—Gr-6-B-7
Clinometers—Gr-20-A-7
Clocks—Gr-20-A-26
Clocks, Pilot House & Galley—Gr-20-A-26
Clothes Lockers, Dirty, Metal, Portable—Gr-2-A-37
Cloths, Boat—Gr-19-A-11
Cloths, Weather—Gr-7–C-11
Clusters, Cargo, Electric—Gr-21-A-33
Coal Bags—Gr-7-C-13
Coal Box, Metal Galley Built into Ship—Gr-3-A-39
Coal Box, Galley, Wood—Gr-25-A-7
Coal Box, Galley, Wood–Gr-25-A-7
Coal Bunker Bulkheads—Gr-2-A-11
Coal Bunker Bulkhead Doors—Gr-3-A-7
Coal Chutes, Structural Metal—Gr-2-A-36
Coal Chutes, Portable—Gr-3-A-22
Coal Hatch, Coamings—Gr-4-A-1
Coal Hods for Galley—Gr-25
Coal Trunks—Gr-2-A-36
Coaling Booms—Gr-6
Coaling Davits—Gr-6
Coaling Derricks, Portable—Gr-6
Coaling Slings—Gr-6-B-30
246
INDEX TO HULL
SPECIFICATIONS
Coaling Screens—Gr-7-C-12
Coaling Scuttles—Gr-3-A-15
Coamings, Cargo & Coal Hatches—Gr-4-A-1
Coamings, Companion and Booby Hatches—Gr-4-C-1
Coamings for Hatches, Steel O. T. & W. T.-Gr–4–B–1
Coamings for Hatches, Wood—Gr-4
Coamings, Skylights, Steel—Gr-4-E-1
Coamings, Skylights, Wood—Gr-4-D-1
Coamings, Wood, for Deck Houses—Gr-8-D-1
Coats, Mast—Gr-6-A-33
Cocoa Mats—Gr-10
Coffee Boiler—Gr-25-A-19
Coffee Cannisters—Gr-25-B-3
Coffee Mills—Gr-25-A-27
Coffee Mugs—Gr-25-D-13
Coffee Pots—Gr-25-C-9
Coffee Urns—Gr-25-A-4
Cofferdams, Metal—Gr-2-A-11
Coils, Pipe, Refrigeration—Gr-11-B-3
Cold Storage Room–Gr-11-A
Collander—Gr-25-A-35
Collision Mats—Gr-2-D-7
Communication, Interior—Gr-22
Companion Hatch, Coamings—Gr-4-C-1
Companion Hatch, Doors—Gr-4-C-2
Companion Hatches, Metal Covers—Gr-4-C
Companion Ladders, Metal—Gr-4-C
Companion Ladders, Wood—Gr-8-H
Compartments and Access Plans—Gr-1-B-3
Compass, Boat—Gr-20-A-1
Compasses—Gr-20-A-10
Concrete—Gr-23-A-1
Conduit, Electric—Gr-21-A-26
Connections, Sea, Drainage, Firemain and Plooding—Gr-
13–C–25
Connections, Sea, Main Circulating—Gr-3-A-46
Control, Telemotor—Gr-18-A-23
Cooker, Steam—Gr-25-A-5
Cooking Utensils—Gr-25-A
Cooks’ Pails, Galv.—Gr-25-A-51
Cooperage—Gr-26-C
Coopers' Stores—Gr-26-C -
Copper Boiler and Steamer—Gr-25-A-6
Copper Tea Kettles—Gr-25-A-33
Cork Insulation, excluding Refrigeration—Gr-8-I-14
Cork Insulation, Refrigerating Spaces—Gr-11-A
Cork Paint—Gr-24-A-5
Cork Screws—Gr-25-B-11
Cork Screws—Gr-25–C–36
Cork Tiling—Gr-23-A-7
Cornice, Deck Houses—Gr-8-E-4
Counter Castings, Stern—Gr-2-C
Counter or Bar—Gr-9-G-1
Counter or Bar Fixtures—Gr-9-G
Cover, Boat—Gr-19-A-11
Covers, Binnacle—Gr-7-B-2
Covers, Canopy Canvas-Gr-4-F-6
Covers, Capstan—Gr-7-B-4
Covers, Deck Machinery—Gr-7-13
Covers, Hatch, Metal—Gr-4-B-3
Covers, Hatch, Wooden—Gr-4-A & B-3
Covers, Hawser Reel—Gr-7-B-8
Covers, Linen for Upholstering—Gr-10-A-9
Covers, 'Log Rail—Gr-7-B-7
Covers, Mast——Gr-7-B-10
Covers, Mattresses and Pillows—Gr-25–F
Covers, Rope Reel—Gr-7-B-9
Covers, Sail–Gr-7-B-1
Covers, Searchlight—Gr-7-B-15
Covers, Skylight—Gr-4-D-2
Covers, Smoke Stack—Gr-7–B-11
Covers, Steering Wheel—Gr-7–B–13
Covers, Telegraph—Gr-7-B-3
Covers, Ventilator—Gr-7-B-12
Covers, Windlass—Gr-7-B-6
Covers, Winch–Gr-7–B-5
Covers & Top, Fidley—Gr-4-G
Covering, Deck—Gr-23-A
Cowls, Ventilation—Gr-5-A-1
Crane, Anchor—Gr-16-A-8
Crane, Boat, Machinery—Gr-19-A-17
Crane, Hatch—Gr-6-A
Crate Hooks—Gr-26-B-15
Crayons—Gr-2–G-3
Cream Ewers—Gr-25-C-27
Creosoting, included with Item Treated—Gr-24-A-6
Crew’s Lockers, Metal, Built-in-Gr-9-D-3
Crew’s Lockers, Portable—Gr-9-D-3
Crew’s Lockers, Wood Built in—Gr-9-D-3
Crew's Quarters—Gr-9-D
Crockery and Chinaware—Gr-25-D
Crosshead, Steering Gear—Gr-18-A-8
Crossjack—Gr-7-A-7
Crow Bars—Gr-26-B-12
Crows' Nest—Gr-6-A-37
Cruet Stands—Gr-25-C-15
Crutches for Booms—Gr-6-A-29
Cup Hooks—Gr-9-J-5
Cups, Egg—Gr-25-D-34
Cups and Saucers, After Dinner—Gr-25-D-11
Cups and Saucers, Black Coffee—Gr-25-D-16
Cups and Saucers, Breakfast—Gr-25-D-10
Cups and Saucers, Tea—Gr-25-D-12
Curtains and Fittings in Quarters—Gr-10-A-6
Cushions—Gr-10-A
Cutlery—Gr-25-C
Cutters, Vegetable—Gr-25-A-87
Dampers, Ventilation, Artificial—Gr-5
Dampers, Ventilation, Natural—Gr-5
Davits, Accommodation Ladder—Gr-3-A-11
Davits, Anchor—Gr-16-A-8
Davits, Boat—Gr-19-A-4
Davits, Hatch—Gr-4-A-13
Davits, Hatch, Stowage of Gr-1-B-3
Davits, Oil Hose—Gr-3-A-28
Day Signals—Gr-20
|Dead Eyes—Gr-6-A-10
Dead Lights, Deck Lights and Air Ports—Gr-3-A-6
Decanters—Gr-25-D-28 -
Decanters, Oil Glass—Gr-25-D-43
Decanters, Vinegar Glass—Gr-25-D-42
Decorative Castings and Mouldings—Gr-8-E-5
Deck Beams—Gr-2-A-6
Deck Buckets—Gr-26-C
Deck Cleats—Gr-3-A-3
Deck Covering—Gr-23-A
Deck Covering, Canvas-Gr-7-D
Deck Drains—Gr-13-C
Deck Flanges, Plumbing---Gr-13-A-31
Deck Flanges, Hawse Pipe—Gr-16-A-15
Deck Hose, Wash—Gr-13-A-35
Deck House Doors, Steel—Gr-3-A-7 & 8
Deck House, Sheathing—Gr-8-E
Deck Houses, Framing—Gr-8-D
Deck Houses, Steel—Gr-2-A-25
Deck Houses, Wood, Panel Work—Gr-8-li
247
INDEX TO HULL
SPECIFICATIONS
Deck Houses, Wood, Plain Sheathing and Bulkheads—Gr-
8-C & D
Deck Ladders, Metal—Gr-3-A-9
Deck Lights—Gr-3-A-6
Deck Machinery—Gr-17-A
Deck Planking, Caulked—Gr-8-A
Deck Plating—Gr-2-A-15
Deck Pumps, Hand–Gr-13-C-12
Deck Scuppers—Gr-13-C-26
Deck Scuttles—Gr-3-A-15
Deck Stanchions to Beams, when Built of Plates and
Shapes—Gr-2-B
Deck Stanchions to Beams, when of Pipe Rolled Plate
or Forging—Gr-2-B
Deck Stringers—Gr-2-A-16
Deck Stuffing Box, Windlass—Gr-16-A-4
Deck Stuffing Boxes, Deck Machinery—Gr-17-A-10
Deck Stuffing Boxes, Steering Gear—Gr-18-A-20
Deck Tackle—Gr-26-B
Deck Treads, Non-Slipping Metal—Gr-3-A-47
Deck Treads, Wood—Gr-8-H
Deck Wearing Strake for Anchor Chain—Gr-16-A-39
Deck Winches—Gr-17-A-1
Decks, Metal, Structural—Gr-2-A-15
Decks, Tongue & Groove—Gr-8-B
Decks, Wood Caulked—Gr-8-A
Decks, Wood, Joiner—Gr-8-B
Deflecting Blocks, Steering Gear—Gr-18-A-14
Delivery—Gr-1-F
Dental Office, Arrangement—Gr-1-B-3
Dental Outfit—Gr-9-M-9
Derricks, Portable, Coaling—Gr-6-A-3
Derricks, Portable, Other than Coaling—Gr-6-A-3
Description—Gr-1-A-2 f
Desks, Built-in, Metal in Living Spaces—Gr-9
Desks, Built-in, Metal in Storerooms—Gr-9
Desks, Built in, Wood—Gr-9
Desks, Portable, Metal—Gr-9
Desks, Portable, Wood—Gr-9
Detectors, Ground—Gr-21-A-13
Deviation Cards—Gr-20-A-34
Devil's Claws—Gr-16-A-20
Dials, Interior Communication—Gr-22-A-10
Dimensions—Gr-1-A-1
Dining Saloon—Gr-9-E
Dining Tables, Wood or Metal—Gr-9
Dippers—Gr-25 -A-64
Discharge Nozzles, Drainage—Gr-13-C-17
Discharge Pipe, Plumbing—Gr-13-A-29
Dish Covers—Gr-25-C-31
Dish Racks—Gr-9-J-5
Dishes, Butter—Gr-25-C-37
Dishes, Center Fruit—Gr-25-D-32
Dishes, Center Salad—Gr-25-D-33
Dishes, Cheese—Gr-25-D-31
Dishes, Ice Cream—Gr-25-D-17
Dishes, Olive—Gr-25-D-36
Dishes, Pickle—Gr-25-D-30
Dishes, Vegetable—Gr-25-D-14
Disks, Gudgeon—Gr-2-C-5
Displacement Sheets, Preparation of—Gr-1-13-1
Distributing Panel and Fittings—Gr-21
l)itty Boxes—Gr-9-D-12
Ditty Box Racks—Gr-9-D-12
Divisional Bulkheads, Corrugated or Panelled Metal—Gr-
2-A-20 -
Dock Trials—Gr-1-E 4
Docking Keels, Steel—Gr-2-A-2
Docking Keels, Wood—Gr-2-A-2
Docking Plan—Gr-1-B-3
Docking Plugs—Gr-13-C-24
Dollies—Gr-3-A-4
Dome Skylights—Gr-4-D & E
Doors, Airtight—Gr-3-A-8
Doors, Cargo Port—Gr-2-A-33
Doors, Companion Hatch—Gr-4-C-2
Doors, Fixed Lights in—Gr-3-A-6
Doors, Metal, Joiner Screen or Wire Mesh—Gr-8-F
Doors, Non-Watertight, Metal, Hinged or Sliding net in-
cluding Joiner Doors—Gr-3-A-8
Doors, Operating Gear for—Gr-3-A-48
Doors, Power, Watertight—Gr-3-A-7
Doors, Screen—Gr-8-F-10
Doors, Water tight, Sliding or Hinged—Gr-3-A-7
Doors, Wire Mesh—Gr-8-F-11
Doors, Wood—Gr-8-F
Doubling, Shell—Gr-2-A-14
Doublings at all Deck Erections—Gr-2-A-28
Dough Mixer—Gr-25-A
Downhawls—Gr-6–B–20
Draft Figures—Gr-3-A-37
Draft Marks, External—Gr-3-A-37 !
Draft Marks, Internal—Gr-3-A-37
Drag Anchors—Gr-16-A-22 #4
Drags, Sea—Gr-20-A-21
Drain Board—Gr-9-J-3
Drain Pipes from Living Quarters—Gr-13-C-6
Drains from Plumbing Fixtures—Gr-13
Drainage, Bilge, Main and Auxiliary—Gr-1-B-3 & Gr-13-C
Drainage Hand Pumps—Gr-13–C-12 -
Drainage Piping and Fittings—Gr-13-C
Drainage System—Gr-13–C
Drainage Valves—Gr-13-C-8
Drawers, Pantry and Galley—Gr-9-J-4
Drawing Instruments—Gr-20-A-15
Drawings & Calculations—Gr-1 B-1
Dredger, Flour—Gr-25-A-53
Dredgers, Pepper—Gr-25-A-91
Dresser, Pantry and Galley—Gr-9-J-8 g
Drinking Fountains—Gr-13-A-24 l
Dry Docking—Gr-1-C-2
Ducts, Ventilation, not a Structural Part of Ship, Arti-
ficial—Gr-5
Ducts, Ventilation, not a Structural Part of Ship, Natural
—Gr-5
Ducts, Ventilation, Structural Part of Ship—Gr-2-A
Dumb Waiters—Gr-3-A-47 -
Dumb Waiters, Installation—Gr-1-B-3
Dumping Boards in Coal Bunkers—Gr-8-I-15
Dust Guards, Ventilation Fans—Gr-5
Dust Pans—Gr-25-A-57
Egg Pan–Gr-25-A-43
Egg Slicer—Gr-25-A-97
Flectric Light, Plant—Gr-21
Elevator Guides—Gr-17-A-12
Elevator Sheaves—Gr-17-A-12
Elevator Wire Rope—Gr-17-A-14
Flevators, Freight—Gr-17-A-4
Elevators, Passenger—Gr-17-A-5
Fmergency Steering Gear—Gr-18-A-9
End Strips, Brass, for Linoleum Deck Covering—Gr-23-A-5
Engine Casing—Gr-2-A-22
Fngine Casing, Insulation—Gr-2-A-21
Engine Foundations—Gr-2-A-10
Fngine Hatch, Canopy Frame—Gr-4-F
Engine, Steering—Gr-18-A-17
248
INDEX TO HULL
SPECIFICATIONS
Engine Telegraph—Gr-22-A-6
Engine, Towing—Gr-17-A-3
Engines for Generators—Gr-21-A-1
Ensign Staff Socket—Gr-6-A-38
Ensign and Jackstaffs—Gr-6-A-38
Exhaust Valves, Heating System—Gr-9-A-8
Expansion Joints, Ballast System—Gr-13-D-4
Expansion Trunks for Oil Carriers—Gr-2-A-24
Experiment, Inclining—Gr-1-B-4
Extension Tables—Gr-9
Extinguishers, Fire, Portable—Gr-13-B-8
Extinguishers, Fire, Portable, Stowage of Gf°-1-13-3
Extinguishers, Stationary, Fire—Gr-13-B-8
Eye Brows—Gr-3-A-36 &
Eyes, Dead—Gr-6-A-10
Eyes, Pad—Gr-6-A-14
Faired Lines—Gr-1-B-3
Fairlead for Log Line—Gr-3-A-26
Fairleads, Steering Gear—Gr-18-A-4
Fairleaders, Deck—Gr-3-A-5
Falls, Accommodation Ladder—Gr-3-A-12.
Falls, Anchor Davit—Gr-16-A-12
Falls, Boat–Gr-19-A-13
Falls, Cargo—Gr-6-B-24
Fan Casing—Gr-5-A-20
Fan Foundation—Gr-5-A-22
Fans, Ventilating, Portable—Gr-5-A-13
Fans, Ventilation, Stationary—Gr-5-A-14
Fans, Ventilation, Stationary, Casings for—Gr-5
Fasteners, Sash—Gr-8-G-9
Fastenings for Tarpaulin and Canvas Hatch Covers—Gr-
4-A & B
Faucets—Gr-13-A-27
Faying Surfaces of 1 lull, Treatment—Gr-2-A-14
Feather Pillows—Gr-25
Fees for Classification—Gr-1-A-5
Felt between Sheathing—Gr-8-A-7
Fenders, Cork or Rope—Gr-2-D
Fenders, Structural, Angles, or other Shapes for, Riv-
eted to Outside Plating—Gr-2-D
Fenders, Structural Wearing Plates on Wood—Gr-2-D
Fenders, Wood, Portable—Gr-2-D
Fidley Cover and Top—Gr-4-G
Fife Rail—Gr-6-A-31
Figures, Draft—Gr-3-A-37
File Cases, Fixed Wood—Gr-9
File Cases, Portable, Wood or Metal—Gr-9
Filling Pipes, Fresh Water Tanks—Gr-13-D-6
Filling Pipes, Liquid Cargo—Gr-15
Filter, Water—Gr-25-B-16
Final Trial—Gr-1-E
Finger Bowls—Gr-25-C-39
Fire Axes—Gr-13-B-9
Fire Brush—Gr-25-A-47
Fire Buckets—Gr-13-B-10
Fire Extinguishers, Portable—Gr-13-B-8
Fire Extinguishers, Stationary—Gr-13-B-8
Fire Hose—Gr-13-B-7
Fire Hose Racks—Gr-13-13-6
Fire Main–Gr-13-B-1
Fire Pump, Hand and Deck—Gr-13-13-11
Fire System—Gr-13-B
l'ire System, Fittings—Gr-13-B-4
Fireroom Hatch Casings, Structural—Gr-2-A-22
Fireroom Ventilation Trunks, not Built-in-Gr-5-A-2
Pireroom Ventilatien Trunks, Structural Built-in-Gr-2-A
Fish Slicer—Gr-25-A-98
Fittings, Out-Board—Gr-3-A
Fixed Bookcases, Metal—Gr-9
Fixed Bookcases, Wood—Gr-9
Fixed Desks, Metal in Living Spaces—Gr-9
Fixed Desks, Metal in Storerooms—Gr-9
Fixed Desks, Wood—Gr-9
Fixed Lights—Gr-2-A-6
Fixed Lockers, Wood—Gr-9
Fixtures, Electric—Gr-21-A-25
Flag Lockers, Metal—Gr-9
Flag Lockers, Wood—Gr-9 4. t
Flagpole, Steps and Sockets—Gr-6-A-38
Flagpoles—Gr-6-A-38
I’lags—Gr-20-A-13
Flags and Bunting—Gr-20-A-13
Flanges, Deck and Bulkhead—Gr-13-A-31
Flashing, Joiner Work—Gr-8-D
Flat Plate Keel—Gr-2-A-1
Flats, Shoveling, Metal in Coal Bunkers—Gr-2-A-15
Flats, Shoveling, Wood in Coal Bunker—Gr-8-I
Flats and Floors, Linoleum, or Other Covering not Wood
Gr-23-A-5
Flats and Floors, Structural Metal Work—Gr-2-A-15
Flats and Floors, Wood, Caulked—Gr-8-A
Flats and Floors, Wood Gratings on—Gr-8-B-5
Flexible Tubing, Interior Communication—Gr-22-A-3
Flood Valves—Gr-13-D-17
Floors, Bunker, Wood—Gr-8-I
Floors, Hardwood—Gr-8-B
Floors and Inner Bottom–Gr-2-A-5 & 9
Flour Casks—Gr-25-A-40
I'lour Dredger—Gr-25-A-53
Flour Scoops—Gr-25-A-58
Flue Brush—Gr-25-A-62
Flush Tanks, Copper—Gr-13-A
Flush Valves—Gr-13-A-13
Flushing System, Sanitary—Gr-1-B-3 & Gr-13-A
Flying Bridge, Metal Structure—Gr-2-A-29
Flying Bridge, Wood, Carpenter—Gr-8-J-l
Flying Bridge, Wood, Joiner—Gr-8
Flying Jib-Gr-7-A-1
Fog Horn—Gr-20-A-19
Folding Lavatories—Gr-9-A-9 & Gr-9-B-8
Fore, Main, Mizzen, Lower Topsails—Gr-7-A-8
Foremast, Metal—Gr-6-A-1
Foremast, Wood—Gr-6-A-l
Fore Sail—Gr-7-A-5
Fore Stay Sail—Gr-7-A-4
Forging, Rudder—Gr-18-A-11
Forks, Black Handle—Gr-25-A-24
Forks, Dessert—Gr-25-C-11
Forks, Dinner—Gr-25-C-10
Forks, Fish–Gr-25-C-23
Forks, Large Cooks—Gr-25-A-30 \
l'orks, Pickle–Gr-25-C-19
Forks, Salad—Gr-25-C-45
Forks, Toasting—Gr-25-A-32 *
Foundations, Boiler and Engine, Structural—Gr-2-A-10
Foundations, Blower and Motor—Gr-5-A-22
Foundations, Deck Machinery, Wood—Gr-8-F-12
Foundations for all Auxiliary Machinery, Structural—Gr-
2-A-10
Roundations for all Auxiliary Machinery, Wood—Gr-8-
F-12
Poundations for lºans—Gr-5-A-22
Foundations, Miscellaneous—Gr-17-A-24 & 16-A
Fountains, Drinking—Gr-13-A-24
Frame, Bill of Fare—Gr-25-A-81
Frame, Spectacle—Gr-2-C-6 Aº
249
*
INDEX TO HULL
SPECIFICATIONS
Frame, Stern—Gr-2-C-1
Frames, Canopy—Gr-4-F-1
Frames, Hull, Structural—Gr-2-A-4
Frames, Web–Gr-2-A-17
Praming, Longitudinal—Gr-2-A-4 -
Framing, Superstructure (Deck Houses)—Gr-2-A-4
Framing, Transverse—Gr-2-A-4
l’reeing Ports—Gr-2-A-14
Fresh Water Tanks—Gr-13-A-3
Fresh and Salt Water System—Gr-1-B-3 & Gr-13
Frieze, Deck Houses—Gr-8-E-3
Fuel Oil Filling Pipes—Gr-15
Fuel Oil Transfer System—Gr-1-B-3 & Gr-15
Runnel Guys—Gr-6-B-25
Funnels, Copper—Gr-26-A-27
Funnels, Water—Gr-26-A-26
Furniture, Built-in, Wood—Gr-9
Furniture, Portable, Wood & Metal—Gr-9
Fuses, Mounted—Gr-18-A-24
Gaff Topsail—Gr-7-A-21
Gaffs, Wood—Gr-6
Galley, Arrangements—Gr-1-B-3 & Gr25-A
Galley Coal Box, Metal, Built-in-Gr-3-A-39
Galley Coal Box, Portable—-Gr-25-A-7
Galley Lockers and Drawers—Gr-8-J-4
Galley and Pantry Furniture—Gr-9-J
Galley Outfit—Gr-25-A
Galley Pump-Gr-13-A
Galley Range—Gr-25-A-1
Galley Sink–Gr-13-A
Galley Skylight, Metal—Gr-4-E
Galley Skylight, Wood—Gr-4-D
Galley Smokepipe—Gr-3-A-17
Galley Utensils—Gr-25-A
Galvanizing—Gr-2-E-4
Gangplanks—Gr-8-A-10
Gangway Boards—Gr-8-A-10
Gangway Ports through Structural Hull with Fittings—
Gr-2-A-33
Garbage Chute, Built-in-Gr-3-A-38
Garbage Chute, Portable—Gr-3-A-38
Gaskets, Plumbing—Gr-13
Gaskets for Air Ducts—Gr-5-A-5
Gaskets for O. T. & W. T. Hatches—Gr-4-B-8
Gear, Anchor Tripping—Gr-16-A-23
General Arrangement Plans—Gr-1-B-3
Generators, Electric—Gr-21-A-1
Gilding—Gr-24-A-3
Girders—Gr-2-A-26
Girders, Hull Structural—Gr-2-A-26
Glass, Marine—Gr-20
Glass, Sheet, Plate, Ground or Art—Gr-8-G-2
Glass, Sky Light—Gr-4-D-3
Glass and Sash Skylights—Gr-4-D-3
Glasses, Celery—Gr-25-D-44
Glasses, Champagne—Gr-25-D-27
Glasses, Night—Gr-20-A-24
Glasses, Soda—Gr-25-D-45
Glasses, Wine—Gr-25-D-26
Glassware—Gr-25-D
Glazing, Windows, etc.—Gr-8-G
Glue, Marine—Gr-8-A-6
Gong, Interior Communication—Gr-22-A-11
Gooseneck, Boom—Gr-6-A-25
Gooseneck, Ventilation—Gr-5-A-28
Grab Boards—Gr-8-I-7
Grab Rails—Gr-3-A-34
Grab Rails, Toilet, Bath and Urinal—Gr-13-A-26
Grab and Hand Rails, Companion Hatch—Gr-4-C-6
Grain Boards—Gr-8-17
Grater—Gr-25-A-36
Grater, Nutmeg—Gr-25-E-20
Graters, Bread—Gr-25-A-94
Gratings, in Chain Lockers—Gr-8-K-1
Gratings, in Store Rooms, Wood—Gr-8-K-1
Gravity Tanks, Copper—Gr-13
Gravity Tanks, Steel—Gr-13
Gridirons—Gr-25-A-22
Grill Tins—Gr-25-A-78
Grindstone “and Trough—Gr-26-A-2
Gripes, Boat—Gr-19-A-10
Grommets and Plugs, Deck Planking—Gr-8-A-4
Ground Detectors—Gr-21-A-13
Ground Tackle—Gr-16
Guards, Propeller—Gr-2-D
Guard Rails at Anchor Bed—Gr-16
Guard Rails and Canopy Frames at Companion way—Gr-
4-F
Gudgeon Bushings—Gr-2-C-3
Gudgeon Disks—Gr-2-C-5
Guys, Anchor Crane—Gr-16-A-10
Guys, Funnel—Gr-6-B-25
Gypsies—Gr-17
Gyro, Master and Repeater Compasses—Gr-20-A-10
Hair Mattresses—Gr-25-F-6
Hair Pillows—Gr-25-F-5
Half Round for Hatch Cover Handles—Gr-4-A-4
Halyards—Gr-6-B-14
Hammers, Hand—Gr-26-A-16
Hammers, Riveting—Gr-26-A-17
Hammers, Sledge—Gr-26-A-18
Hand Capstan—Gr-17-A-21
Hand Cuffs—Gr-26-B-30
Hand Fire Pump—Gr-13–B–11
Hand Gear for Operating Hatches—Gr-4
Hand Rail around Hatches—Gr-7-C
Hand Rails, Awnings, Stanchion and Canopy Frames—Gr-
7-C
Hand Steering Gear—Gr-18
Hand and Grab Rails, Companion Hatch—Gr-4-C-6
Hangers for Ventilating Ducts—Gr-5-A-7
Hanks, Jib—Gr-6-B
Hatch Battens, Cleats & Wedges—Gr-4-A-8
Hatch, Booby, Metal—Gr-4–C
Hatch, Booby, Wood—Gr-4-C
Hatch Brows, Metal—Gr-4
Hatch Brows, Wood—Gr-4
Hatch, Canopy Frames—Gr-4–F
Hatch Casings, Engine, Boiler and Fireroom—Gr2-A-22
Hatch Coamings, Cargo and Coal—Gr-4-A-1
Hatch Coamings, O. T. & W. T.-Gr-4-B-1
Hatch Coamings, Wood joiner—Gr-4-C
Hatch Covers, Canvas-Gr-4-A-11
Hatch Covers, Steel, and Fittings, Including Handling or
Operating Gear, if Any—Gr-4-B-3
Hatch Covers, Wood—Gr-4-A-3
Hatch Cranes—Gr-6
Hatch Fittings—Gr-4-A & B
Hatch Handrail—Gr-7–C
Hatch Shelter Tents—Gr-7–B–14
Hatch Trunks—Gr-2-A-23
Hatches, Fastenings for Canvas Covers to—Gr-4
Hatches, Flush Watertight—Gr-4
Hatches, Raised, Watertight—Gr-4-B
Hatches, Skylights, etc.—Gr-4
Hatches, Strongbacks, Steel—Gr-4-A & B
250
INDEX TO HULL
SPECIFICATIONS
Hatches, Strongbacks, Wood—Gr-4-A
Hawse Pipes—Gr-16-A-14
Hawse Pipe Bucklers—Gr-16-A-16
Hawse Pipe Deck Flanges—Gr-16-A-15
Hawser Reels—Gr-3-A-23
Hawser Reel Cover—Gr-7-B-8
Hawsers—Gr-6-B-26 *
Hearts—Gr-6-A-10
Heaters, Bath—Gr-13-A-10
Heaters, Steam for Plumbing Fixtures—Gr-13-A-36
Heating System—Gr-12 & Gr-1-B-3
Heaving Lines—Gr-6-B-27 & 26–B–45
Hinged Berth, Metal—Gr-9-D
Hinged Doors, Metal, Non-Watertight—Gr-3-A-8
Hinged Doors, Watertight—Gr-3-A-7
Hinged Lights—Gr-3-A-6
Hinges for Companion Hatch Doors—Gr-4-C-3
Hinges for Doors—Gr-8-F-3
Hinges for O. T. and W. T. Hatches—Gr-4-B-4
Hinges for Skylight—Gr-4-D-6
Hoisters or Deck Winches—Gr-17
Hold Battens—Gr-8-I
Hold Beams—Gr-2-A-6
Hold Ceiling—Gr-8-I
Hold Ladders, Metal—Gr-3-A-9
Hold Ladders, Wood, Portable—Gr-3-A-9
Hold Stringers—Gr-2-A-13
Holding Down Rods & Washers, Deck Houses—Gr-8-D-6
Hooks, Breast—Gr-2-A-19
Hooks, Cargo—Gr-6-A
Hooks, Case—Gr-26–B-18
Hooks, Chain—Gr-26-B
Hooks for Storm Cloths—Gr-7-C
Hooks, Grip—Gr-26-B-17
Hooks, Meat—Gr-9-K-3
Hooks, Pelican—Gr-6-A-28
Hooks, Releasing, Boat Gear—Gr-19-A-14
Hooks, Rigging—Gr-6-A-28
Hoops, Mast—Gr-6-A-17
Hoppers, Slop, Plumbing—Gr-13
Horn, Fog—Gr-20-A-19
Hose Boxes or Racks, Fire—Gr-13-B-6
Hose, Cargo Oil–Gr-15 -
Hose, Connections for Filling Ship's Tanks—Gr-13-D
Hose Connections for Liquid Cargo System—Gr-15
Hose Davits, Oil—Gr-15
Hose, Deck and Fire—Gr-13 A & B
Hose, Metallic, Cargo Oil–Gr-15-A-4
Hose Nozzles, Spanners and Reducers—Gr-13
Hose Racks, Fire—Gr-13–B-6
Hose Racks and Fastenings—Gr-13
Hose Reels—Gr-13
Hose Washers—Gr-13
Hospital—Gr-9-M
Hospital Spaces, Arrangement—Gr-1-B-3
House, Chart and Pilot, Steel—Gr-2-A-25
House, Chart and Pilot, Wood, Joiner Deck, Plain Sheath-
ing and Bulkheads—Gr-8
House, Chart and Pilot, Wood, Panel Work—Gr-8
House, Deck, of Metal—Gr-2-A-25
House, Deck, of Wood, Joiner Deck, Plain Sheathing and
Bulkheads—Gr-8
House, Deck, of Wood, Panel Work—Gr-8
House Line—Gr-6-B-11
Hull, Drawings—Gr1-B-3
Hydrants—Gr-13–B-3
Ice Box Lining, Lead or Galvanized Iron—Gr-11-A
Ice Machine—Gr-11-B-1
lce Machine, Fittings—Gr-11-B
Ice Making Tank—Gr-11–B–15
Ice Picks—Gr-25-A-102
Inclining Experiment—Gr-1-B-4
Inner Bottom, Flooding and Draining—Gr-1-B-3 & Gr-13-C
Inner Bottom, Framing, Longitudinal—Gr-2-A-7
Inner Bottom, Framing, Transverse—Gr-2-A-4
Inner Bottom, Plating—Gr-2-A-9
Inspection—Gr-1-A-6
Instrument, Case and Stand, Operating Room—Gr-9-M-4
Instruments, Drawing—Gr-20-A-15
Instruments, Navigating, Chronometer, Etc.—Gr-20
Insulation for Refrigerating Spaces—Gr-11-A
Insulation, Non-Metallic—Gr-3-A-42
Insulation, Sheet Steel in Boiler & Engine Casing—Gr-2–
A-21
Insulation, Wood—Gr-8-I-14
Insulators, Electric—Gr-21-A-35
Insurance—Gr-1-A-3
Interior Communication—Gr-22
Irons, Boom—Gr-6-A-26
lsolation Ward, Arrangement—Gr-1-B-3
Jack Rods for Fittings on Curtains in Quarters—Gr-10
Jack Rods and Fittings for Awnings—Gr-7-C
Jack Staff and Fittings—Gr-6-A-38
Jack Stays, Rigging—Gr-6-A-16
Jacob's Ladders—Gr-3-A-49
Jardinieres—Gr-25–D–47
Jelly Bag—Gr-25-A-79
Jib, Flying—Gr-7-A-1
Jib, Inner—Gr-7-A-3
Jib, Outer—Gr-7-A-2
Jingles—Gr-22-A-12
Joiner Bulkheads, Metal—Gr-2-A-20
Joiner Bulkheads, Wood, Panel Work—Gr-8
Joiner Bulkheads, Wood, Plain—Gr-8-C
Joiner Decks, Plain Sheathing and Bulkhead—Gr-8
Joiner Glazing—Gr-8-G-2
Joiner Hardware—Gr-8
Joiner Plans, Berthing and Messing—Gr-1-B-3
Joiner Work in Quarters, Wood, Portable not Including
Furniture—Gr-8
Joiner Work in Store Rooms, Wood—Gr-8
Joiner Work, Painting—Gr-24-A
Joiner Work, Varnishing—Gr-24-A
Jugs—Gr-25-A-103
Jugs, Cream—Gr-25-D-39
Jugs, Syrup—Gr-25-D-38
Junction Boxes, Electric—Gr-21-A-27
Kedge Anchor—Gr-16-A-22
Keel Bar—Gr-2-A-1
Keel, Bilge, Metal—Gr-2-A-2
Keel, Bilge, Wood—Gr-2-A-2
Keel, Docking, Metal—Gr-2-A-2
Keel, Flat Plate—Gr-2-A-1
Reel, Vertical Plate—Gr-2-A-1
Keelson, Angles and Clips—Gr-2-A-8
Keelson, Center Side & Bilge—Gr-2-A-7
Kettles, Copper, Steaming—Gr-25-A-9
Kettles, Fish—Gr-25-A-66
Kettles, Tea—Gr-25-A-26
Kettles, Tea, Copper—Gr-25-A-33
Kick Plates and Brass Sills—Gr-3-A-43
King Posts, Steel—Gr-6-A-6
King Posts, Wood—Gr-6-A-6
Knees Beam—Gr-2-A-6
Knife, Dough—Gr-25-E-9
Knife, Provision—Gr-25-A-46
251
iMDEX TO HULL SPECIFICATIONS
Knives, Black Handle—Gr-25-A-23
INnives, Bread—Gr-25-C-6
Knives, Butter—Gr-25-C-29
Knives, Dessert—Gr-25-C-3
Rnives, Dinner—Gr-25-C-2
Knives, Fish—Gr-25-C-22
Knives, French, Butcher, Etc.—Gr-25-A-80
Knives, Fruit—Gr-25-C-8
Knives, Large Cooks—Gr-25-A-31
Ladder Trunks—Gr-2-A-23
Ladders, Accommodation—Gr-3-A-10
Ladders, Boarding—Gr-3-A-9
Ladders, Companion, Metal—Gr-4-C
Ladders, Companion, Wood—Gr-4-C
Ladders, Hold, Metal—Gr-3-A-9
Ladders, Jacob's—Gr-3-A-49
Ladders, Movable—Gr-3-A-9
Ladders on Masts—Gr-6-B
Ladders, Pilot—Gr-26-B-26
Ladders, Rope—Gr-6-B-29
Ladders, Screens—Gr-3-A-33
Ladders, Side Davit for—Gr-3-A-11
Ladle, Basket—Gr-25-A-74
Ladles, Iron—Gr-25-A-29
Ladles, Soup—Gr-25-B-30
Lamp Room, Metal—Gr-1-B-3
Lamps for Quarters—Gr-9
Lamps, Electric—Gr-21-A-22
Lamps, Side Screens and Fittings for, of Metal—Gr-3-
A-21
Lamps, Side Screens and Fittings for, of Wood—Gr-3-
A-21
Lashing, Anchor—Gr-16-A
Lashings, Boat—Gr-19
Launches, Sail and Steam—Gr-19
Launching Diagram—Gr-1-B-3 ł
Laundry, Arrangement—Gr-1-B-3
Laundry, Miscellaneous Fittings, Metal—Gr-9-P-2
Laundry, Piping and Pipe Fittings—Gr-13-A
Laundry, Washing Machinery and Accessories—Gr-9-P
Laundry, Wood Fittings in—Gr-9-P
Lavatories—Gr-13-A-22
Lavatories, Folding—Gr-9-A-9 & Gr-9-B-8
Lead and Line—Gr-20-A-20
Leads, Wire, Rope, Rod or Chains, Steering Gear—Gr-18-
A-3
Leadsman's Platforms—Gr-3-A-13
Leadsman's Stool—Gr-3-A-13
Lemon Squeezers—Gr-25-A-104
Letters, Metal—Gr-3-A-18 & 19
Lettering (Painted)—Gr-24
Lettering and Numbering Hatches & Covers—Gr-4-A-7
Levers for Boat Cranes, Stowage of Gr-l-B-3
Levers for Watertight Doors, Stowage of Gr-l-B-3
Levers for Windlass, Stowage of—Gr-l-B-3
Library Books—Gr-25-G-20
Life Belts—Gr-20-A-2
Life Boats, Merchant Work—Gr-19-A-1
Life Buoys, Rubber and Cork—Gr-20-A-3 |
Life Lines—Gr-20-A-2 *
Life Preservers—Gr-20-A-2
Life Preservers, Racks for—Gr-9
Life Rafts—Gr-19-A-2
Lifters, Stove—Gr-25-A-49
Lifting Gear for Wood Skylights—Gr-4-D
Lifting Gear for Steel Skylights—Gr-4-E-4 f
Lifts, Chain and Wire Rope—Gr-6-B-15 |
Lifts, Sash—Gr-8-G-8
Light Box, Stern—Gr-3-A-50
Light Boxes, Running—Gr-3-A-51
Light Boxes, Side—Gr-3-A-14
Lights—Companion Hatch—Gr-4-C-5
Lights, Deck—Gr-3-A-6
Lights, Fixed in Doors and Casings—Gr-3-A-6
Lights, Hinged—Gr-3-A-6
Lights, Masthead, Running, Riding, Towing, Side and
Anchor if Oil—Gr-20-A-4
Lights, Running, Anchor, Signal, Masthead, etc., if Elec-
tric—Gr-20-A-21
Lights, Temporary—Gr-1-C-6
Lignum Vitae—Gr-2-C-4
Line, Lead—Gr-20-A-20
Linen—Gr-25-F-1
Linen, Table—Gr-25-F
Lines, Clothes—Gr-25-G-22
Lines, Faired—Gr-1-B-3
Lines, Heaving—Gr-26-B-45
Lines, Rigging—Gr-6-B
Lining for Icehouse, Lead or Galv. Ircn—Gr-11-A
Links—Gr-6-A-9
Linoleum—Gr-23-A-5
Living Spaces, Ceiling in, Metal—Gr-2-A-34
Living Spaces, Joiner Work in, Ordinary Wood Sheath-
ing and Bulkheads—Gr-8-E
Living Spaces, Joiner Work in Wood Panelling—Gr-8-E
Locks, Air—Gr-8
Locks for Doors—Gr-8-F-2
Lockers, Chaim, Fittings, Connected to–Gr-2-A-35
Lockers, Chain, Structure—Gr-2-A-35
Lockers, Chain, Woodwork in—Gr-8
Lockers, Flag, Metal—Gr-8
Lockers, Flag, Wood—Gr-8
Lockers, Metal or Wire Mesh Built-in Living Spaces—Gr-9
Lockers, Metal or Wire Mesh, Portable—Gr-9
Lockers, Metal or Wire Mesh, Built-in-Storerooms—Gr-9
Lockers, Music—Gr-9–F–2
Lockers, Pantry and Galley—Gr-9-J-4
Lockers, Vegetable—Gr-8
Lockers, Wood, Non-Portable—Gr-9
Lockers, Wood, Portable—Gr-9
Locking Bars for Hatches—Gr-4
Loft Work—Gr-1-B-2
Log and Line—Gr-20-A-16
Log Books—Gr-20-A-32
Log Boom—Gr-6
Log Glasses—Gr-20-A-30
Log Line, Fairlead—Gr-3-A-26
Log Line, Reel—Gr-3-A-25
Log Lines, Navigating Instruments—Gr-20-A-15
Log, Patent—Gr-20-A-16
Log Rail, Cover—Gr-7-B-7
Log Slates—Gr-20-A-31
Longitudinal Bulkheads, Structural—Gr-2-A-1 1
Longitudinal Structural Framing—Gr-2-A-4, 7 &
Louvres—Gr-5-A-10
Lower Topsails—Gr-7-A-8
Lyle Gun—Gr-20-A-22
McComb Strainers—Gr-13-D-2
Main Sail—Gr-7-A-6 -
Mallet—Gr-26-A-15
Manholes—Gr-3-A-16
Manholes, Covers—Gr-3-A-16
Manifolds, Ballast—Gr-13-D-1
Manifolds, Drainage—Gr-13–C-1
Manifolds, Fire System—Gr-13-B-3
Manila Rope and Hawsers—Gr-6-B
252
1NDEX TO HULL SPECIFICATIONS
—º.
Margin Plank, Carpenter—Gr-8-A
Margin Plates and Angles—Gr-2-A-9
Marine Glasses—Gr-20
Marine Glue—Gr-8-A-6
Marks, Draft—Gr-3-A-37
Marking Brushes—Gr-2-G-5
Marking Pots—Gr-2–G-5
Marlin Spikes—Gr-26-B-11
Marline—Gr-6-B-9
Martingale—Gr-6-A-21
Masher, Potato—Gr-25-A-16
Mast Coats—Gr-6-A-33
Mast Covers—Gr-7-B-10
Mast Hoops—Gr-6-A-17
Mast Shrouds and Stays—Gr-6-B-1 & 2
Mast Steps—Gr-6-A-40
Mast Tables—Gr-6-A-36
Mast Wedges—Gr-6-A-34
Mast and Spar Forgings—Gr-6-A
Masts, Steel and Wood—Gr-6-A-1
Master Compass, Gyro–Gr-20-A-10
Masthead Lights, Electric—Gr-21-A-21
Masthead Light, if Oil–Gr-20-A-4
Material, Specifications—Gr-1-A-6
Material, Weighing—Gr-1-C-10
Mats, Collision—Gr-2-D-7
Mats for Dishes—Gr-25-B-24
Mats, Rubber—Gr-23-A-9
. Mats and Matting—Gr-23-A-9
Mattresses, Hair—Gr-25-17-6
Mattresses, Wire—Gr-9
Meat Blocks—Gr-9-K-1
Meat Hooks—Gr-9-K-3
Meat Hooks, Refrigerating Room–Gr-11-A-12
Meat Mincer—Gr-25-A-54
Meat Saw—Gr-25-A-13
Medicine Chests—Gr-9-M-5
Medicine Locker–Gr-9-M-5
Megaphone—Gr-20-A-29
Mess Kits—Gr-25-A-28
Mess Lockers, Wire or Metal, Portable—Gr-9
Mess Tables and Benches—Gr-9
Messing and Berthing Plans—Gr-1-B-3
Metallic Oil Hose—Gr-15-A-4
Meters, Volt—Gr-21-A-8
Midship and Type Section—Gr-1-B-3
Mirrors in Bathrooms—Gr-9-N
Mirrors in Staterooms—Gr-9-C
Mirrors, Ornamental—Gr-9-F
Mixer, Dough—Gr-25-E-48
Mizzen Sails—Gr-7-A-8
Model, Experiment—Gr-1–B-5
Model, Finished—Gr-1-B-5
Model, Plate Line—Gr-1–B-5
Mold Loft Work—Gr-1-B-2
Moldings, Electric—Gr-21
Moldings & Capping, Electric—Gr-21-A-28
Moldings and Decorative Castings—Gr-8-E-5
Molds, Casserole—Gr-25-E-15
Molds, Jelly—Gr-25-E-16
Molds, Pudding—Gr-25-E-17
Mooring Bitts—Gr-3-A-1
Mooring Chocks—Gr-3-A-2
Mooring Lines—Gr-6-B-28
Mooring Pipes—Gr-3-A-2
Mops—Gr-26-B-20
Mosaic Tiling—Gr-23-A-2
Motors for Blowers—Gr-5-A-23
Mouth Pieces, Interior Communication—Gr-22-A-2
Mush Whisks—Gr-25-A-85
Mushroom Vents—Gr-5-A-29
Music Lockers and Racks—Gr-9–F-2
Musical Instruments—Gr-9-P-1
Nails or Spikes for Sheathing—Gr-8-A-8
Name Boards—Gr-3-A-18
Name Letters—Gr-3-A-18
Name Plates, Builders—Gr-3-A-44
Napkins—Gr-25-E-9
Nautical Almanac—Gr-20-A-37
Nautical Instruments—Gr-20
Navigating Bridge, Wood—Gr-8-J-2
Navigating or Flying Bridges, Structural Steel—Gr-2-A-29
Needles, Sewing—Gr-26-B-37
Needles, Trussing—Gr-25-A-95
Nests, Crow's—Gr-6-A-37
Netting, Rail—Gr-7–C–10
Newell Posts, Stairways—Gr-8-H-4
Night Glasses—Gr-20-A-24
Nippers, Rigging—Gr-6-A-35
Non-Slipping Treads—Gr-3-A-47
Non-Watertight Hatches—Gr-4
Non-Watertight Metal Doors not Joiner—Gr-3-A-8
Nozzles, Discharge, Drainage—Gr-13-C-17
Nozzles and Fittings for Hose—Gr-13
Number Plates—Gr-3-A-19
Nut Crackers—Gr-25-C-16
Nut Picks—Gr-25-C-17
Oakum for Caulking—Gr-8-A-5
Oars and Rowlocks—Gr-19
Official Trial Trip—Gr-1-E-1
Offsets, Lifting and Other Dimensions in Loft—Gr-1-B-2
Oil Fuel Transfer Piping—Gr-15-A
Oil Hose Davits—Gr-3-A-28
Oil Hose Metallic—Gr-15-A-4
Oil Piping—Gr-15-A
Oil Pumps, Cargo—Gr-15-A-l
Oil Room, Plan—Gr-1-B-3
Oil System, Cargo—Gr-15-A
Oil System, Fittings—Gr-15-A
Oil System, Valves—Gr-15-A-8
Oil Tanks, Relay—Gr-15-A
Oil Tight Hatch Coamings—Gr-4-B-1
Oilskin Lockers, Non-Portable Metal or Wire Mesh—Gr-9
Oilskin Lockers, Portable Metal or Wire Mesh—Gr-9
Operating Gear, Ballast Valves—Gr-13-D-11
Operating Gear, Drainage Valves—Gr-13-C-11
Operating Gear for Doors—Gr-3-A-48
Operating Gear on Hatch Covers—Gr-4
Operating Gear, Steel Skylights—Gr-4-E-4
Operating Gear, Valve, Liquid, Cargo System Drainage—
Gr-15
Operating Gear, Ventilation Cowls—Gr-5-A-1
Operating Gear, Wood Skylight—Gr-4-D
Operating Room, Arrangements—Gr-1-B-3
Operating Table, Hospital—Gr-9-M-2
Ornaments, Bow and Stern—Gr-3-A-20
Outboard Fittings, Plan—Gr-1-B-3
Outfit, Bakery and Galley—Gr-25
Outfit, Boatswain—Gr-26-B
Outfit, Carpenter—Gr-26-A
Outfit, Laundry—Gr-9-P
Outfit, Mess—Gr-25
Outfit, Nautical—Gr-20
Outfit, Navigating—Gr-20
Outfit, Pantry—Gr-25
Outfit, Printing—Gr-25-G
253
INDEX TO HULL
SPECIFICATIONS
Outfit, Stewards—Gr-25
Outriggers—Gr-6-A-20
Outside Plating—Gr-2-A-14
Oven, Bake, Complete—Gr-25
Packing, Cork, Sawdust, Charcoal or Other Material—
Gr-11-A
Pad Eyes for Rigging—Gr-6-A-14
Pads for Blocks, Anchor Handling—Gr-16
Pads for Devil's Claws—Gr-16
Pads for Funnel Guys—Gr-6
Pails, Cooks, Galv.—Gr-25-A-51
Paint and Polishing—Gr-24 *
Paint for Faying Surfaces for Hull—Gr-24-A-1
Paint Room, Arr'g't.—Gr-1-B-3
Paint Room, Oil Tanks and Fittings for—Gr-24-A-7
Painter's Falls—Gr-26-B-23
Painter's Planks—Gr-26-B-24
Painting, Canvas Decks—Gr-24
Painting, Carpenter Decks, Woodwork—Gr-24
Painting, Cork—Gr-24-A-5
Painting, Deck Fittings—Gr-24
Painting, Hull—Gr-24
Painting Joiner Work—Gr-24
Pan, Egg—Gr-25-A-43
Panels, Deck Houses—Gr-8-E-2
Panels, Electric—Gr-21
Pans, Dust—Gr-25-A-57
Pans, Fish—Gr-25-A-37
Pans, Galley—Gr-25-A
Pans, Iron—Gr-25-A-44
Pans, Omelette—Gr-25-A-72
Pans, Pie—Gr-25-A-82
Pans, Pudding—Gr-25-A-55
Pans, Sauce—Gr-25-A-8
Pans, Steel or Iron under Deck Machinery—Gr-17
Pans, Stew—Gr-25-A-39
Panting Stringers—Gr-2-A-19
Panting Stringers and Beams—Gr-2-A-19
Pantry, Arrangements—Gr-1-B-3
Pantry, Lockers and Drawers—Gr-8-J-4
Pantry, Plumbing in—Gr-13-A
Pantry, Pump-Gr-13-A
Pantry, Sink—Gr-13-A-23
Pantry and Galley Furniture—Gr-9-J
Pantry and Galley, Outfit—Gr-25
Parallel Ruler—Gr-20-A-38
Parrels—Gr-6-A-22
Partitions, Urinal—Gr-13-A-17
Partners, Mast, Angle Bars or Shapes—Gr-6
Partners, Mast, Wood Wedging—Gr-6
Passenger Accommodations—Gr-9-I
Paste Roller—Gr-25-A-56
Peak Flats and Beams—Gr-2-A-6 & 15
Pelorus and Stand—Gr-20-A-12
Pepper Boxes—Gr-25-A-52
Pepper Boxes—Gr-25-C-20
Piano—Gr-9–F-1
Picks, Ice—Gr-25-A-102
Pickling—Gr-2-E
Pie Pans—Gr-25-A-82
Pilasters, Deck Houses—Gr-8-E-2
Pillars, Bar Steel or Cast Iron—Gr-2-B-3
Pillars, Deck, Pipe, Forgings, or of Rolled Plates—Gr-
2-B
Pillars, Deck, Structural or Built of Plates and Shapes—
Gr-2-B
Pillow Covers, Linen—Gr-25-F-4
Pillows, Feather and Hair—Gr-25-F-5
Pilot House, Metal, Steel—Gr-2-A
Pilot House, Visor Frames—Gr-8–G–19
Pilot House, Windows, Sliding—Gr-8-G
Pilot House, Wood, Joiner Decking, Plain Sheathing and
Bulkheads—Gr-8-D-8
Pilot House, Wood, Panel Work—Gr-8-E
Pilot Lights, Electric—Gr-21-A-11
Pin Rail—Gr-6-A-15
Pins, Belaying—Gr-6-A-15
Pins, Rolling—Gr-25-E-25
Pintles, Rudder—Gr-18-A-12
Pipe Berths—Gr-9
Pipe Coils, Refrigeration—Gr-11-B-3
Pipe, Drainage—Gr-13-C
Pipe, Galley, Smoke—Gr-3-A-17
Pipe, Metal Guards—Gr-13
Pipe Pillars—Gr-2–B-1
Pipe Pillars, Forgings—Gr-2-B-2
Pipes, Air, from Double Bottom–Gr-13-D
Pipes, Chain—Gr-16-A-17
Pipes, Discharge Plumbing—Gr-13-A
Pipes, Filling for Liquid Cargo—Gr-15
Pipes, Filling, to Water Tanks—Gr-13-A
Pipes, Firemain—Gr-13–B
Pipes, Fresh Water System—Gr-13-A
Pipes, Hawse—Gr-16-A-14
Pipes, Mooring—Gr-3-A-2
Pipes, Smothering, Fire—Gr-13-B-2
Pipes, Soil—Gr-13-A-29
Pipes, Sounding—Gr-13-D
Pipes, Voice—Gr-22-A-1
Piping for Electric Machinery—Gr-21-A-2
Piping to Deck Machinery—Gr-17-A-6
Piping, Oil Cargo—Gr-15
Pitch, Marine Glue and Putty—Gr-8-A-6
Pitch Pot and Ladle—Gr-26-A-1
Pitchers, Milk—Gr-25-D-23
Pitcher, Water—Gr-25-C-18
Planes—-Gr-26-A-12
Plans, Finished—Gr-1-B-3
Plans, General—Gr-1-B-3
Plans, Type—Gr-l-B-3
Plans, Standard—Gr-1-B-3
Planking, Deck—Gr-8-A
Plate Carriers—Gr-25-A-93
Plate Racks—Gr-9-J-6
Plates, Bread—Gr-25-D-5
Plates, Chain—Gr-6-A-7
Plates, Dessert—Gr-25-D-2
Plates, Dinner—Gr-25-D-1
Plates, Fruit—Gr-25-D-6
Plates, Name, for Hatches, Doors, Deck Fittings, Etc.—
Gr-3-A-19
Plates, Oval Fish—Gr-25-D-8
Plates, Oval Meat—Gr-25-D-7
Plates, Small Butter—Gr-25-D-9
Plates, Soup—Gr-25-D-3
Plates, Tea—Gr-25–D–4
Plates, Wood for Deck Houses—Gr-8-D-2
Plating, Decks and Flats—Gr-2-A-15
Plating, Shell—Gr-2-A-14
Platforms, Classed as Bridges—Gr-8-J-1
Platform Decks, Metal—Gr-2-A-15
Platform Decks, Wood, Caulked—Gr-8-A
Platform Decks, Wood, not Caulked—Gr-8
Platform, Leadsman—Gr-3-A-13
Platforms, Sounding—Gr-8
Plugs, Deck Planking—Gr-8-A-4
254
Plugs, Docking—Gr-13-C-24
Plumbing—Gr-13
Pocket Drains for Windows—Gr-8-G-4
Pockets, Glass or Lead for Windows—Gr-8-G-3
Pokers—Gr-25-A-21
Poles, Sheer—Gr-6
Poles, Signal, Flag or Steering—Gr-6-A-38
Polishing—Gr-24-A-2
Porcelain and Metal Washstands—Gr-9
Port Doors—Gr-2-A-33
Ports, Air—Gr-3-A-6
Ports, Cargo—Gr-2-A-33
Ports—Freeing—Gr-2-A-14
Ports, Strongback—Gr-2-A-33
Portable Bridges, Wooden—Gr-8-J
Portable Coaling Chutes—Gr-3-A-22
Portable Davits, Hatch—Gr-4-A-13
Portable Furniture, Metal—Gr-9
Portable Furniture, Wood—Gr-9
Portable Gratings, Wood—Gr-8-K-1
Portable Ventilating Sets—Gr-5-A-13
Portables, Electric—Gr-21-A-32
Portland Cement—Gr-23-A-1
Post, Derrick—Gr-6-A-3
Post, King—Gr-6-A-6
Post, Samson—Gr-6-A-6
Post, Stern—Fr-2–C-1
Potato Peeler—Gr-25–A-108
Pot, Stock—Gr-25-A-71 -
Pots, Cast Iron Oblong—Gr-25-A-61
Pots, Coffee—Gr-25-C-9
Pots, Marking—Gr-2-G-5
Pots, Mustard—Gr-25-D-41
Pots, Tea—Gr-25-C-7
Poultry Choppers—Gr-25-A-101
Power Doors, W. T.-Gr-3-A-7
Preliminary Trials—Gr-1-E
Preservers, Life—Gr-20-A-2
Printing Office, Arrangement—Gr-1-13-3
Printing Outfit—Gr-25-G-21
Propeller Booms—Gr-6
Propeller Hoist Pads—Gr-2-A-14
Propeller Shaft Struts—Gr-2-C-7
Provision Knife—Gr-25-A-46
Pudding Pans—Gr-25-A-55
Pulleys, Sash—Gr-8-G-5
Pulpit, Portable—Gr-9
Pump, Brine—Gr-11-B-13 *
Pump, Brine, Seatings—Gr-11-B-14
Pump, Hand, Fire—Gr-13–B-11
Pump, Salt Water—Gr-25-A-17
Pumps, Deck—Gr-13
Pumps, Hand Fire—Gr-13-13
Pumps, Handy Billy—Gr-13
Pumps, Motor Driven, Drainage—Gr-13-C
Pumps, Motor Driven, Sanitary and
Gr-13-A
Pumps, Oil, Cargo—Gr-15-A-1
Pumps, Portable, Electric Drainage—Gr-13–C
Punts—Gr-19
Putty for Packing Faying Surfaces—Gr-2-G-6
Putty for Windows—Gr-8-C-17
Quadrant, Rudder—Gr-18-A-7
Quadrants, Skylight Lifting Gear—Gr-4-D-5
Quarter Blocks, Steering Gear—Gr-18-A-15
Quarters, Divisional Bulkhead in Light Metal—Gr-2-A-20
Quarters, Divisional Bulkheads in Wood Plain–Gr-8-C
Quarters. Furniture, Portable—Gr-9
Fresh Water—
Quarters, Joiner Work in, Metal Furniture—Gr-9
Quarters, Joiner Work in Panel Work—Gr-8-E
Quarters, Joiner Work in, Plain Sheathing and Bulkheads
Gr-8-C -
Quarters, Plumbing in-Gr-13-A
Racks, Dish, in Pantry, Metal—Gr-9-J-6
Racks, Dish in Pantry, Wood—Gr-9-J-6
Racks, Ditty Box—Gr-9-D-12
Racks, Hose with Fastening—Gr-13-B-6
Racks, in Refrigerating Rooms—Gr-1 1-A
Racks, Instrument, in Operating Room–Gr-9-M
Racks, Life Preserver—Gr-9
Racks, Storeroom, Metal—Gr-9-Q-2
Racks, Toilet—Gr-9
Racks, Towel—Gr-9
Radiators—Gr-12-A-2
Radio Antenna, Fittings for—Gr-21-B
Radio House—Gr-2-A-25
Rafts, Life—Gr-19-A-2
Rail, Fife—Gr-6-A-31
Rail l’ittings—Gr-7-C-5
Rail, Rods, Pipe and Wire Rope—Gr-7
Rail and Awning Stanchions, Metal—Gr-7-C
Rail and Awning Stanchions, Wood—Gr-7-C
Rails, Grab–Gr-3-A-34
Rails, Guard, at Anchor Bed—Gr-7–C
Rails, Guard, at Hatches—Gr-7-C *.
Rails, Hand around or on Deck House Roof–Gr-7-C
Rails, Hand, Bridge Deck and Bridges—Gr-7-C
Rails, Fland, Companion Hatches—Gr-7-C
Rails, Hand to Side Ladder—Gr-7-C
Rails, Netting—Gr-7–C-10
Rails, Pin—Gr-6-A-15
Raised Hatches, Watertight—Gr-4-13
Rake—Gr-25-H-45
Range, Galley—Gr-25-A-1
Ranges, Electric Galley—Gr-25-A-1
Ratline—Gr-26-B-44
Ratlines, Metal or Rope—Gr-6-B-3
Receptacles, Electric—Gr-21-A-23
Red Lead for Faying Surfaces—Gr-2–G-6
Reducing Valves, Heating System—Gr-12-A-1
Reel for Log Line—Gr-3-A-25
Reels, Hawser—Gr-3-A-23
Refrigerating Machine—Gr-11-B-1
Refrigerating Machine, l’ittings—Gr-11-B
Refrigerating Room, Interior Lining, Lead—Gr-11-A
Refrigerating Room, Interior Lining, Enameled Metal or
Substitute for Same—Gr-11-A
Refrigerator Room, Joiner Work, Including Doors—Gr-
11-A
Refrigerator Room, Non-Conducting—Gr-11-A
Refrigerators, Portable—Gr-9-J-1
Releasing Hooks, Boat Gear—Gr-19-A-14
Relief Valve, Heating System—Gr-12-A-18
Relieving Tiller—Gr-18-A-9
Repeater Compass, Gyro–Gr-20-A-10
Resistance and Power Calculations—Gr-1-13-1
Rests, Boom, Steel & Wood—Gr-6-A-29
Reverse Frames—Gr-2-A-4
Rheostat, Searchlight—Gr-20-A-20
Rheostats—Gr-21–B–12
Ribbanding, Shoring and Blocking—Gr-1-C-7
Ridgepole, Stanchions—Gr-7–C-3
Ridgepoles, Awning—Gr-7-C-6
Ridge Ropes for Awnings—Gr-7-C-6
Riding Bitts—Gr-3-A-1
Riding Lights, Electric—Gr-21-A-21
2
55
INDEX TO HULL
SPECIFICATIONS
Riding Lights, if oil—Gr-20-A-4
Rigging, Running—Gr-6-B
Rigging Screws or Turnbuckles—Gr-6-B
Rigging, Standing—Gr-6-B
Ring Bolt, Chain Locker—Gr-16-A-24
Ring Bolts, Hatch—Gr-4-A & B
Ring Buoy—Gr-20-A-3
Rings, Life—Gr-20-A-3
Risers for Stairways—Gr-8-H-1
Rivets—Gr-2–F
Rockets—Gr-20-A-36
Rods, Grab–Gr-7-C
Rods, Holding Down for Deck Houses—Gr-8-D-6
Rods, Jack for Curtains and Quarters—Gr-10-A
Rods, Jack for Awnings and Weather Cloths—Gr-7–C
Rods, Sounding—Gr-13-D
Rope Ladders—Gr-6-B-29
Rope Reel, Covers—Gr-7-B-9
Rope Reels—Gr-3-A-23
Rope, Steering Gear—Gr-18-A
Ropes, Awning—Gr-7-C
Ropes, Rigging, Wire and Manila–Gr-6-B
Roundline—Gr-6-R-10
Royal Sails—Gr-7-A-12
Rubbermats—Gr-23-A-9
Rubber Sheets for Cattle Boats—Gr-4-.A-12
Rubber Tiling—Gr-23-A-2
Ruby Lamp—Gr-20-A-9
Rudder—Gr-18-A-11
l{udder Bearer—Gr-18-A-10
Rudder, Head, Yoke—Gr-18-.\-8
Rudder Indicators, Mechanical–Gr-18-A
Rudder Pintles—Gr-18-A-12
Rudder Quadrant—Gr-18-A-7
Rudder Stock—Gr-18-A-11
Rudder Stuffing Box—Gr-18-A-20
Rudder Trunk—Gr-2-A-37
Rugs and Curtains—Gr-10-A-2
Running Light Boxes—Gr-3-A-51
Running Lights, Electric—Gr-21-A-21
Running Lights, if Oil—Gr-20-A-4
Running Rigging—Gr-6-B
Saddle Backs, Wood—Gr-3-A-22
Saddles, Boiler—Gr-2-A-10
Safe—Gr-9-A-10
Sail Covers—Gr-7-B-1
Sail, Main–Gr-7-A-6
Sail, Slide Tracks—Gr-6-A-39
Sails—Gr-7-A
Sails, Boat—Gr-7-A
Sails, Crossjack—Gr-7-A-7
Sails, Fore—Gr-7-A-5
Sails, Gaff Topsail—Gr-7-A-21
Sails, Lower Topgallant—Gr-7-A-10
Sails, Lower Topsails—Gr-7-A-8
Sails, Royals—Gr-7-A-12
Sails, Skysails—Gr-7-A-13
Sails, Spanker—Gr-7-A-20
Sails, Studding—Gr-7-A-22
Sails, Trysail—Gr-7-A-23
Sails, Upper Topgallant—Gr-7-A-11
Sails, Upper Topsails—Gr-7-A-9
Salt Box—Gr-25-A-76
Salt-Cellars—Gr-25-C-21
Salt Water System—Gr-13-A
Saloon, Dining—Gr-9-E
. Samsom Posts—Gr-6-A-6
Sand in Cement—Gr-23-A
Sanitary Bulkheads—Gr-13-A -
Sanitary Piping and Fittings—Gr-13-A
Sanitary System—Gr-13-A
Sanitary Tanks—Gr-13-A-l
Sanitary Tank, Seatings—Gr-13-A-2
Sash Adjusters—Gr-8-G-14
Sash Cord or Chain—Gr-8-G-6
Sash Fasteners—Gr-8-G-9
Sash Lifts—Gr-8-G-8
Sash Pulleys or Springs—Gr-S-G-5
Sash Pulls with Handles—Gr-8-G-15
Sash Rollers—Gr-8-G-12
Sash, Skylight—Gr-4-D-3
Sash Springs—Gr-8-G-5
Sash Stops—Gr-8-G-11
Sash Weights, Iron or Lead—Gr-8-G-7
Sash and Blinds, Joiner—Gr-8-G
Sauce Pans—Gr-25-A-8
Saws, Cross Cut—Gr-26-A-S
Saws, Hand–Gr-25-A-7
Saws, Meat—Gr-25-A-13
Scales—Gr-25-E-26
Scales with Scoops—Gr-25-B-23
Scientific Work, Calculations—Gr-1-B-1
Scoops, Air Port—Gr-3-A-6
Scoops, I'lour—Gr-25-A-58
Scoops, Vegetable—Gr-25-A-88
Scrapers, File and Triangular—Gr-26-13-22
Screen Doors—Gr-8-F-10
Screens, Coaling—Gr-7-C-12
Screens, Doors and Window—Gr-8-1 & G
Screens, Ladder—Gr-3-A-33
Screens, Metal to Coal Bunker Doors—Gr-8-F-10
Screens, Side Light—Gr-3-A-21
Screens, Sklight—Gr-4-D-7
Screens, Window—Gr-8-G-10
Screw Drivers-—Gr-26-A-19
Scrubbers, Deck—Gr-26-B-8
Scrubbers, Paint—Gr-26-B-29
Scupper Plugs, Wood—Gr-13-C-26
Scuppers and Drains—Gr-13-C-26
Scuttle Butts, Metal—Gr-11-B-16
Scuttles, Coaling—Gr-3-A-15
Scuttles, Deck—Gr-3-A-15
Sea Anchor—Gr-16-A-22
Sea Connections—Gr-3-A-46
Sea Connections, Plumbing—Gr-13-C-25
Sea Steps—Gr-3-A-32
Sea Trials—Gr-1-E
Seams, Treatment—Gr-2-A-14
Searchlight—Gr-21-A-19
Searchlight, Covers—Gr-7–B–15
Searchlight, Rheostat—Gr-20-A-20
Searchlight, Stowage—Gr-1-B-3
Seats, Deck—Gr-9
Seats, Transom, Metal—Gr-9
Seats, Transom, Wood—Gr-9
Seizing Wire—Gr-6-B-12
Service Bolts—Gr-2–G-2
Serving Table—Gr-9-J-2
Settees, Portable—Gr-9
Sewing Needles—Gr-26-B-37
Sewing Palms—Gr-26-B-36
Sextants—Gr-20-A-4
Shackles—Gr-6-A-8
Shackles, Anchor—Gr-16-A
Shackles, Chain Locker–Gr-16-A-24
Shades—Gr-10-A-8
256
INDEX TO HULL
SPECIFICATIONS
Shaft Alley, Ceiling Wood—Gr-8-H-1
Shaft Alley, Structure—Gr-2-A-27
Shaft Struts—Gr-2-C-7
Shaft Tubes—Gr-2-C-9
Shafting, Steering Gear—Gr-18-A
Sheathing, Bare Metal, in Quarters—Gr-2-A-34
Sheathing, Cork, Behind Metal Sheathing—Gr-2-A-42
Sheathing, Insulating Material, Millboard on Bulkheads—
Gr-8–I
Sheathing, Radio Rooms—Gr-8-E
Sheathing, Refrigerator Spaces—Gr-11-A
Sheathing, Wood Ceiling in Coal Bunkers—Gr-8-I
Sheathing, Wood Ceiling in Holds—Gr-8-I
Sheathing, Wood Ceiling in Staterooms Plain—Gr-8-E
Sheathing, Wood, in Chart Houses and Deck House and
Quarters, Panel Work—Gr-8-E
Sheathing, Wood, in Chart Houses and Other Deck
Houses and Quarters, Plain—Gr-8-E
Sheaves for Sliding Doors—Gr-8-F-8
Sheaves for Steering Gear—Gr-18-A-16
Sheaves, Spare—Gr-26-B-5
Sheer Poles—Gr-6-B-4
Sheet Traveler—Gr-6-A-32
Sheeting—Gr-6-B-8
Sheets—Gr-6–B–16
Sheets, Bed—Gr-25-F-1
Shelf Covering in Galley and Pantry—Gr-25
Shell Beading—Gr-2-A-14
Shell Plating—Gr-2-A-14
Shell, Ports in—Gr-2-A-33
Shelter Tents for Hatches—Gr-7-B-14
Shelving in Storerooms, Metal—Gr-9-Q-2
Shifting Boards—Gr-8-I-7
Ship's Awnings—Gr-7-C-1
Ship's Bell–Gr-20-A-18
Ship's Name, Letters for—Gr-3-A-18
Ship's, Name and House I’lag Engraved on Each Article
—Gr-25-C-1
Shoring—Gr-1-C-7
Shovels, Ballast—Gr-26-B-21
Shovels for Galley—Gr-25-A-20
Shoveling Flats, Wood, in Coal Bunkers—Gr-8-l
Showers—Gr-13-A-11
Shrouds, Mast—Gr-6-B-1
Shutters, Airtight, Ventilation—Gr-5
Sick Bay, Arrangements—Gr-1-B-3
Sick Bay, Piping and Fittings to Bath—Gr-13-A
Side Boards, Built in, Metal—Gr-9-E-5
Side Boards, Puilt in, Wood—Gr-9-E-5
Side Boards, Portable, Wood or Metal—Gr-9-E-5
Side Fenders, Metal—Gr-2-D
Side Fenders, Wood–Gr-2-D
Side House, Bulkheads, Steel—Gr-2-A-25
Side Keelsons—Gr-2-A-7
Side Ladders—Gr-3-A-10
Side Ladders, Davits and Fittings—Gr-3-A-10
Side Light Boxes—Gr-3-A-14
Side Light Screens—Gr-3-A-21
Side Lights, Electric—Gr-21-A-21
Side Lights, if Oil—Gr-20-A-4
Side Stringers—Gr-2-A-16
Signal and Steering Poles—Gr-18
Sills and Kick Plates—Gr-3-A-43
Silverware—Gr-25-C
Sinks—Gr-13-A-23
Skewers—Gr-25-A-50
Skids, Boat–Gr-19-A-9
Skylight Coaming above Fixed Trunk—Gr-4-D & E-1
Skylight Coamings—Gr-4-D & E-1
Skylight Fittings—Gr-4-D & E
Skylight Lifts, Metal—Gr-4-E
Skylight Lifts, Wood—Gr-4-D
Skylight, Metal Hatch Covers—Gr-4-E-2
Skylight, Metal including Operating Gear—Gr-4-E
Skylight Operating Gear—Gr-4-D & E
Skylight, Sash and Glass—Gr-4-D-3
Skylight, Screens, Included with Skylight—Gr-4-D-7 &
4-E-9
Skylight Trunks, not Including Skylight Coaming—Gr-2
A-23
Skylights, Wood—Gr-4-E
Skysails—Gr-7-A-13
Slide Tracks—Gr- 6-A-39
Sliding Doors, Watertight—Gr-3-A-7
Slings, Coaling—Gr-6-B-30
Slings for Hoisting Boats and Rafts—Gr-19-A
Sluice Gates, Drainage—Gr-13-C-3
Smoke Pipe, Galley—Gr-3-A-17
Smoke Stack Covers—Gr-7-B-11
Smoke Stack Guys—Gr-6-B-25
Smoke Stack Guy Pads—Gr-6-B
Smoking Room–Gr-9-F
Smothering Pipes—Gr-13-B-2
Soap Dishes—Gr-13-A-23
Soapstone—Gr-2–G-3
Social Hall—Gr-9-F
Sockets, Anchor Davit—Gr-16-A-9
Sockets for Boat Davits—Gr-19-A-5
Sockets for Canopy Iºrames—Gr-4-F-2
Sockets, Jack Staff and Ensign Staff—Gr-6-A-38
Sofas, Cushions for—Gr-10
Sofas, Portable, Wood and Metal—Gr-9
Sofas, Transoms, Buit in, Metal—Gr-9
Sofas, Transoms, Built in, Wood—Gr-9
Soil Pipes—Gr-13-A-29
Sounding Machine—Gr-20-A-33
Sounding Platform—Gr-3-A-13
Sounding Rod—Gr-13-D
Sounding and Air Pipes—Gr-13-D-12
Soup Ladles—Gr-25-A-11
Soup Tureens and Ladle—Gr-25-C-30
Spanker—Gr-7-A-20
Spar Ceiling—Gr-8-I-1
Spar Forgings and Castings—Gr-6-A
Sparring, Boat Skids—Gr-19-A-9
Sparring in Holds and Between Decks—Gr-8-I
Spars, Booms and Yards, Metal and Wood—Gr-6-A
Spare Tiller—Gr-18-A-9
Spare Tiller, Stowage for—Gr-1-B-3
Speaking Tubes—Gr-22-A-1
Specifications, Material—Gr-1-A-7
Spectacle Frames—Gr-2-C-6
Speed Trial, Official—Gr-1-E-1
Speed Trial, Preliminary—Gr-1-E-1
Spikes for Sheathing—Gr-8-A-8
Spoons, Dessert–Gr-25-C-14
Spoons, Gravy—Gr-25-A-34
Spoons, Iron and Wood—Gr-25-A-99
Spoons, Mustard—Gr-25-C-33
Spoons, Salt—Gr-25-C-32
Spoons, Table—Gr-25-C-12
Spoons, Tea—Gr-25-C-13
Spoons, Waiters—Gr-25-C-34
Spreads, Bed—Gr-25-F-3
Spreaders for Running Lights—Gr-6-A
Springs, Bed—Gr-9
257
INDEX TO HULL
SPECIFICATIONS
Spring Buffers, Steering Gear—Gr-18-A-5
Squeezers, Lemon—Gr-25-A-104
Staffs, Ensign and Jack, Metal and Wood—Gr-6-A-38
Staging, Keelblocks, Etc.—-Gr-1-C-8
Stair Nosings and Treads, Metal on Wood Ladders—
Gr-8-1 |
Stair Treads, Rubber—Gr-8-} |
Stairways, Wood—Gr-8-H
Stanchions, Awning—Gr-7-C-3
Stanchions, Deck, if Built up of Plates and Shapes—
Gr-2-B-4
Stanchions, Deck, if Forgings, Pipe or Rolled Plate—
Gr-2-B-1
Stanchions, Rail—Gr-7-C-3
Stanchions, Ridge Pole, Ridge Rope—Gr-7-C-3
Stanchions, Wood, for Deck Houses—Gr-8-D-8
Stands, Fire Nozzles—Gr-13-13-12
Stands, Leadsman's—Gr-3-A-13
Stands, Pelorus—Gr-20-A-12
Stands, Steering—Gr-18-A
Standing Rigging—Gr-6-B
Stanwood Ladder Treads—Gr-8-H-2
Staples, Mooring—Gr-3-A
Staterooms, Furniture, Metal. Built in—Gr-9-C
Staterooms, Furniture, Portable—Gr-9-C
Staterooms, Joiner Work, Panelwork—Gr-8-E
Staterooms, Joiner Work, Wood, Plain Sheathing and
Bulkheads—Gr-8-E
Stays, Awning—Gr-7-C
Stays and Shrouds—Gr-6-B-1 & 2
Staysail, Fore—Gr-7-A-4
Staysail, Main–Gr-7-A-14
Staysail, Main Topgallant—Gr-7-A-16
Staysail, Main Topmast—Gr-7-A-15
Staysail, Mizzen—Gr-7-A-17
Staysail, Mizzen Topgallant—Gr-7-A-19
Staysail, Mizzen Topmast—Gr-7-A-18
Steam Cooker—Gr-25-A-5
Steam Cutters—Gr-19
Steam Heaters, Plumbing l’ixtures—Gr-13-A-37
Steam Heating—Gr-12-A
Steam Heating System—Gr-1-13-3 and Gr-12
Steam Steering lºngines—Gr-18-A-17
Steam Tables—Gr-25-A-2
Steam Trap, Heating System—Gr-12-A-19
Steam Valves, Heating System—Gr-12-A-7
Steamer, Copper—Gr-25-A-6
Steamer, Potato—Gr-25-A-15
Steaniers, Galv.—Gr-25-A-12
Steel—Gr-25-A-38
Steel Ceiling—Gr-2-A-34
Steerage Quarters—Gr-9-I
Steering Engines–Gr-18-A-17
Steering Gear and Connections, Complete—Gr-18-A
Steering Leads, Wire Ropc, Rod or Chain—Gr-18-A-3
Steering Telemotors, Telltales and Indicator—Gr-18- A -23
& 24
Steering Wheels—Gr-18-A-1
Steering Wheel Covers—Gr-7-B-13
Steering Wheel Stand—Gr-18-A-2
Stem, Castings and Forgings—Gr-2-A-3
Stem Chock—Gr-3-A-2
Stenciling—Gr-24-A-4
Stepping Masts—Gr-6-A-40
Steps, Flagpole–Gr-6-A-38
Steps, Sea—Gr-3-A-32
• Stern Anchor—Gr-16-A-22
Stern Chock—Gr-3-A-2
IFrame—Gr-2-C-1
Light Box—Gr-3-A-50
Stern Post, Castings and Forgings—Gr-2-C-1
Stern Tubes—Gr-2-C-9
Stew Pans—Gr-25-A-39
Steward's Outfit—Gr-25
Stiffeners, Bulkhead—Gr-2-A-12
Stock, Rudder—Gr-18-A-11
Stops, Sail–Gr-6
Stoppers, Boat—Gr-19-A-19
Stoppers, Chain—Gr-16-A-19
Storerooms, Arrangements—Gr-1-B-3
Storerooms, Fittings in, Including Lockers and Shelving,
Built in—Gr-9-Q
Stores, Boatswain and Carpenter Outfit—Gr-26-B
Stores, Carpenter—Gr-26-A
Stove, Galley—Gr-25-A-1
Stove Lifters—Gr-25-A-49
Stowage, Anchors, Spare—Gr-1-B-3 & Gr-16
Stowage, Awning Ridge Stanchions—Gr-1-B-3 & Gr-7-C
Stowage, Boats—Gr-1-B-3 & Gr-19
Stowage, Chain Pipe Bucklers—Gr-1-B-3 & Gr-16
Stowage, Coaling Derricks—Gr-1-B-3 & Gr-6
Stowage, Crew’s Mess Tables—Gr-1-B-3 & Gr-9
Stowage, Dynamo Spare Parts—Gr-1-B-3 & Gr-21
Stowage, for Handy Billy Pump Handles—Gr-1-B-3 &
Gr-13
Stowage, for Hatch Davits—Gr-1-B-3 & Gr-4
Stowage, for Leadsman's Platform—Gr-1-B-3
Stowage, for Life Belts—Gr-1-B-3 & Gr-20
Stowage, for Life Buoys—Gr-1-B-3 & Gr-20
Stowage, for Side Ladder Platform—Gr-1-B-3 & Gr-3-A-11
Stowage, for Steering Engine Spares—Gr-1-B-3 & Gr-18
Stowage of Ventilation Cowls—Gr-l-B-3 & Gr-5
Stowage, Spare Armatures—Gr-1-B-3 & Gr-21
Strainer Boxes, Drainage—Gr-13-C-2
Strainer, White Gravy—Gr-25-A-77
Strainers, McComb––Gr-13-D-2
Strainers, Oil System—Gr-15-A-11
Stringers, Deck—Gr-2-A-16
Stringers, Panting—Gr-2-A-19
Stringers, Side, Hold and 'Tween Decks—Gr-2-A-13
Stringers, Waterway and Face Angles—Gr-2-A-16
Strong Backs for Boats—Gr-19-A
Strong Backs for Cargo Ports—Gr-2-A-33
Strong Backs for Hatches, Steel—Gr-4-13-2
Strong Backs for Hatches, Wood—Gr-4-A & 13-2
Strong Beams, Cargo and Coal Hatches—Gr-4-A-2
Strong Beams in Engine and Boiler Space—Gr-2-A-18
Strong Beams, O. T. and W. T. Hatches—Gr-4-B-2
Structural—Gr-2-A
Struts, Shaft—Gr-2-C-7
Studs, Deck Houses—Gr-8-D-3
Studding Sail—Gr-7-A-22
Stuffing Pox, Deck Windlass—Gr-16-A-4
Stern
Stern
Stuffing Boxes, Bulkhead—Gr-13-C-5
Stuffing Boxes, JDeck Machinery—Gr-17-A-10
Stuffing Boxes for Rudder—Gr-18-A-26
Stuffing Boxes, Heating System—Gr-12-A-11
Stuffing Boxes, Oil System—Gr-15-A-7
Stuffing Tubes, for Piping—Gr-13
Submarine Signal—Gr-20-A-17
Suction Hose—Gr-13
Suction Pipe, Hoist Gear—Gr-13
Sugar Basins—Gr-25-C-25
Sugar Boxes—Gr-25-B-1
Sugar Siſters—Gr-25-C-41
Sugar Tongs—Gr-25-C-26
258
INDEX TO HULL SPECIFICATIONS
Superstructure Framing, l)eck Erections—Gr-2-A
Supervision—Gr-1-D
Supports and Covers for Deck Steam Pipes—Gr-17-A
Surgical Outlit—Gr-9-M
Sweeping Brushes–Gr-25-A-60
Sweeping and Cleaning—Gr-1-C-4
Swinging Boat Booms—Gr-19
Switch Board, Electric—Gr-21-A-6
Switches, Electric—Gr-21-A-10
Switches, Fused—Gr-21-A-18
Swivels—Gr-6-A-27
Syrup Jugs—Gr-25-C-40
Table Cloths—Gr-25–F-8
Table, Operating, Hospital—Gr-9-M-2
Table Racks—Gr-9-E-2
Tables, Boom—Gr-6-A-41
Tables, Cook's, Stowage for—Gr-1-B-3
Tables, Dining—Gr-9
Tables, Mast—Gr-6-A-36
Tables, Mess—Gr-9
Tables, Mess, Hanger for Stowing—Gr-9
Tables, Serving—Gr-9-J-2
Tables, Steam—Gr-25-A-2
Tackle, Luff—Gr-26-B-3
Tackle, Relieving—Gr-26-B-2
Tackle, Watch—Gr-26-B-1
Tackles, Ground—Gr-16
Tacks—Gr-2–G-4
Tacks, Rope—Gr-6-B-23'
Tank Top—Gr-2-A-9
Tanks, Fresh Water—Gr-13-A-3
Tanks, Fresh Water, Seatings—Gr-13-A-4
Tanks, Sanitary—Gr-13-A-l
Tanks, Sanitary, Seatings—Gr-13-A-2
Tanks, Water, Forming Part of Structure—Gr-2-A
Tanks, Water, Independent—Gr-13-A
Tar Paper or Felt Between Sheathing—Gr-8-A-7
Tarpaulin Bars—Gr-4-A-8
Tarpaulin Covers—Gr-4-A-11
Tarpaulin Covers, Fastenings for–Gr-4-A
Tea Kettles—Gr-25-A-26
Tea Kettles, Copper—Gr-25-A-33
Tea Pots—Gr-25-C-7
Telegraph Covers—Gr-7-B-3
Telegraph, Steering—Gr-18-A-25
Telegraphs and Indicators, Interior Communication, Me-
chanical or Electrical—Gr-22-A-6
Telemotor Piping for Steering Gear—Gr-18-A
Telemotors for Steering Gear—Gr-18-A-23
Telephone—Gr-22-A-18
Telescope—Gr-20-A-27
Telltale, Rudder—Gr-18-A-25
Templet, Wood—Gr-2–G-1
Terminals, Bell Mouth—Gr-5-A-9
Testing, Auxiliaries—Gr-1-C-11
Testing, Oiltight—Gr-1-C-9
Testing, Watertight—Gr-1-C-9
Thermometers—Gr-20-A-28
Thimbles—Gr-6-B-6
Tiling—Gr-23-A-2
Tiling, Arrow Lock—Gr-23-A-6
Tiling, Cork—Gr-23-A-7
Tiling, Mosaic—Gr-23-A-2
Tiling, Rubber—Gr-23-A-2
Tiller—Gr-18-A-9
Tin Opener—Gr-25-A-67
Tins, Bread—Gr-25-E-29
Tins, Corn Bread—Gr-25-F-8
Tins, I’rench Roll—Gr-25-E-30
Tins, Hot Pot—Gr-25-A-92
Tins, Open, Tart—Gr-25-E-31
Tins, Patty—Gr-25-E-32
Tins, Rice Pudding—Gr-25-E-33
Tins, Roll—Gr-25-E-34
Tins, Stove—Gr-25-A-84
Tinware, Mess Outfits—Gr-25
Toast Racks—Gr-25-C-24
Toasting Forks—Gr-25-A-32
Toilet Bases—Gr-13-A-14
Toilet Cases—Gr-9
Toilet Racks—Gr-9
Toilet Set, Folding—Gr-9
Toilets—Gr-13-A-12
Tongs, Asparagus—Gr-25-C-38
Tongs for Galley—-Gr-25
Tongs, Sardine—Gr-25-C-42
Tongs, Steak—Gr-25-A-83
Tongs, Sugar—-Gr-25-C-26
Tongue and Groove Decking—Gr-8-B-1
Tools, Blacksmith—Gr-26-A
Tools, Carpenter—Gr-26-A
Topgallant Sails—Gr-7-A-10 & 11
Topmast Bands—Gr-6-A
Topmast, Wood and Metal—Gr-6-A-1
Tops of Deck Houses, Caulked–Gr-8-A
Tops of Deck Houses, Wood—Gr-8-B
Topsails, Lower—Gr-7-A-8
Topsails, Upper—Gr-7-A-9
Tormentors—Gr-25-A-14
Tow Lines—Gr-6–B-31
Towel Rack—Gr-9
Towel Racks, in Staterooms—Gr-9
Towel Racks, in Toilet Spaces—Gr-9-N-2
Towels, Lavatory—Gr-25-F-11
Towels, Officers—Gr-25-F-11
Towels, Pantry—Gr-25–F–11
Towels, Passenger—Gr-25-F-11
Towing Bitts—Gr-3-A-1
Towing Chocks—Gr-3-A-2
Towing Lights, Electric—Gr-21-A-21
Towing Lights, if Oil—Gr-20-A-4
Towing Machine—Gr-17-A-3
Track for Sliding Doors—Gr-8-F-9
Tracks, for Sail Slides—Gr-6-A-39
Transmission Gear, Steering Apparatus—Gr-18-A
Transom—Gr-9
Transverse Bulkheads—Gr-2-A-11
Transverse Framing—Gr-2-A-4
Tracks, Slide—Gr-6-A-39
Trap, Steam Heating System—Gr-12-A-19
Traps, Lead or Brass—Gr-13-A-30
Traps, Mouse and Rat—Gr-25-A-26
Traps, Urinal—Gr-13-A-16
Traveler Sheet—Gr-6-A-32
Trays, Bread—Gr-25-B-12
Treads, Companion Hatch—Gr-4-C-4
Treads, Non-Slipping, Ladders—Gr-8-H-2
Treatment of Material—Gr-2–F
Trial Calculations—Gr-1–B-1
Trial, Official—Gr-1-E-1
Trials, Dock—Gr-1-E-1
Trials, Preliminary—Gr-1-E-1
Tripping Gears for Anchors—Gr-16-A-23
Trucks, Masthead—Gr-6-A-18
Trunk, Rudder—Gr-2-A-37
Trunks, Coal—Gr-2-A-36
259
INDEX TO HULL SPECIFICATIONS
Trunks, Expansion for Oil Carriers—Gr-2-A-24
Trunks, for Hatches, Skylights and Ladders 'Tween Decks
—Gr-2-A-23
Trunks, Oil—Gr-15-A
Trunks, Skylight—Gr-2-A-23
Trunks, Ventilation—Gr-5-A-2
Trunks and Casings for Steam Pipes, Built in—Gr-2-A-23
Trysail—Gr-7-A-23
Tub, Bath—Gr-13-A-9
Tubes, Flexible—Gr-22-A-3
Tubes, Shaft—Gr-2-C-9
Tubes, Sounding—Gr-13-D-12
Tubes, Stern—Gr-2-C-9
Tubes, Voice—Gr-22-A-1
Tumblers—Gr-25-D-25 *
Tumblers, Bed Room—Gr-25-D-46
Tunnel, Shaft—Gr-2-A-27
Turbo Generators—Gr-20-A-1
Turnbuckles, Jack and Awning Stays—Gr-6-C
Turnbuckles, Standing Rigging—Gr-6-A-11
Turning Gear, Ventilators—Gr-5-A-1 l
'Tween Deck Stringers—Gr-2-A-13
Twine, Cotton—Gr-26-B-40
Twine, Hemp—Gr-26-B-41
Upholstery—Gr-10-A
Uptakes, Boiler, Casings to—Gr-2-A-22
Urinal Partitions—Gr-13-A-17
Urinal Traps—Gr-13–A-16 -
Urinals, Fixture Itself—Gr-13-A-15
Urinals, Marble or Slate Slabs Belonging to—Gr-13-A-17
Urinals, Plumbing Work Connected with—Gr-13-A
Urns, Coffee—Gr-25-A-4
Urns, Hot Water—Gr-25-A-3
Utensils, Galley—Gr-25
Utensils, Pantry—Gr-25
Valve, Operating Gear—Gr-13
Valve, Operating Gear Ballast—Gr-13-D-11
Valve, Reducing, Steam Heating—Gr-12-A-1
Valve, Relief, Steam Heating—Gr-12-A-18
Valves, Automatic, Ventilation—Gr-5-A-12
Valves, Ballast System—Gr-13-D-8
Valves, Butterfly, Ventilation—Gr-5-A-11
Valves, Clack—Gr-13–C-16
Valves, Deck Machinery—Gr-17-A-7
Valves, Drainage—Gr-13-C-8
Valves, Exhaust, Heating System—Gr-12-A-8
Valves, Flood—Gr-13-D-17
Valves, Flush—Gr-13–A-13
Valves, Hydrants and Manifolds—Gr-13-B-3
Valves, Oil System—Gr-15-A-8
Valves, Sanitary System—Gr-13-A-22
Valves, Steam, Heating System—Gr-12-A-7
Valves, Windlass—Gr-16-A-3
Varnishing—Gr-25
Vegetable Cutters—Gr-25-A-87
Vegetable Scoops—Gr-25-A-88
Ventilation, Arrangement—Gr-1-B-3 & Gr-5
Ventilation Cowls and Shutters, Including Operating Gear
—Gr-5
Ventilation Ducts, Artificial, not Structural—Gr-5-A-3
Ventilation Ducts, Natural, not Structural—Gr-5-A-3
Ventilation Fans, Motors and Thermometers—Gr-5
Ventilation Fittings—Gr-5-A-19
Ventilation Systems, Motors and Fans—Gr-5
Ventilation Trunks, Built in—Gr-5-A-2
Ventilator Covers—Gr-7-B-12
Vent Trunks—Gr-5-A-2
* Vents, Mushroom—Gr-5-A-29
Vertical Keel—Gr-2-A-1
Visors—Gr-8-G-19
Visor Frames—Gr-8–G-19
Voice Tubes—Gr-22-A-1
Volt Meters—Gr-21-A-8
Waiters, Dumb–Gr-3-A-47
Waiters, Large—Gr-25-B-7
Waiters, Small—Gr-25-B-8
Wardrobe, Built in, Metal—Gr-9
Wardrobe, Built in, Wood—Gr-9
Wardrobes, Portable, Wood or Metal—Gr-9
Wardroom Furniture, Built-in, Metal—Gr-9
Wardroom Furniture, Biult-in, Wood—Gr-9
Wardroom Furniture, Portable—Gr-9
Warping Bitts and Chocks—Gr-3-A-1 & 2
Warping Capstan—Gr-17-A-21
Warping Winches—Gr-17-A
Warps and Hawsers—Gr-6-B-26
Wash Basins, Galv.—Gr-25-B-9
Wash Bowls—Gr-13-A
Wash Deck Hose and Gear—Gr-13-A-B
Wash Stands—Gr-9
Washing Machines, Laundry—Gr-9-P-1
Washrooms, Petty Officer's, Crew and Firemen, Plumbing
Fixtures and Piping—Gr-13-A
Watchmen—Gr-1-C-5
Water Cans—Gr-25-A-63
Waterclosets—Gr-13-A
Watercoolers—Gr-13-A
Water System, Fresh—Gr-13-A
Water Tanks, Built in—Gr-13-A
Water Tanks, Copper—Gr-13-A
Water Tanks, Independent, Steel—Gr-13-A
Watertight Doors, Hinged—Gr-3-A-7
Watertight Doors, Power—Gr-3-A-7
Watertight Doors, Sliding—Gr-3-A-7
Watertight Hatches—Gr-4-B
Watertight Hatches, Flush—Gr-4-A & B
Watertight Hatches, Raised—Gr-4-A & B
Watertight Manholes—Gr-3-A-16
Watertight Scuttles—Gr-3-A-15
Waterway Angles—Gr-2-A-16
Weather Cloths—Gr-7-C-2
Wearing Strakes for Anchor Chains—Gr-16-A-40
Web Beams—Gr-2-A-6
Web Frames—Gr-2-A-17
Wedges for Masts—Gr-6-A-34
Wedges, Hatch—Gr-4-A-8
Weights, Estimate of Hull, from Plans—Gr-1-B-1
Weights, Sash—Gr-8-G-7
Weighing Material—Gr-1-C-10
Wells, Bilge—Gr-2-A-30
Wheel Covers, Canvas-Gr-7-B-13
Wheel Houses, Steel—Gr-2-A-25
Wheel Houses, Wood, Joiner Decking, Plain Sheathing
and Bulkheads—Gr-8-D
Wheel Houses, Wood, Panelwork—Gr-8-E
Wheel, Steering—Gr-18-A-1
Winch Covers—Gr-7-B-5
Winch Foundation—Gr-17-A
Winch, Hand–Gr-17-A-22
Winches, not Including Towing—Gr-17-A
Winches, Towing—Gr-17-A
Wind Sails—Gr-5-A-26
Wind Scoops—-Gr-5-A
Windlass—Gr-17-A-1
Windlass Cover—Gr-7-B-6
Windlass Foundation—Gr-16-A-25
260
INDEX TO HULL SPECIFICATIONS
*-
Windlass Piping—Gr-16-A-2
Windlass Valves—Gr-16-A-3
Window Pockets--Gr-8-G
Window Screens—Gr-8-G-10
Windows, Wood—Gr-8-G
Wings and Windsails for Cowls—Gr-5-A-25 & 26
Wire, Electric—Gr-21-A-31 .
Wire Hawsers and Towlines—Gr-6-B
Wire, Interior Communication—Gr-22-A-7
Wire Mattresses—Gr-9
Wire Mesh Doors—Gr-8-F-11
Wire Rope Reels—Gr-3-A-23
Wire Rope Rigging—Gr-6-B
Wire Seizing—Gr-6-B-12
Wireless Telegraph, Antenna, Fittings for—Gr-21-B
Wiring, Electric—Gr-21-A
Wiring Tunnels—Gr-21-A
Woodwork—Gr-8
Work Benches, Metal, Built in—Gr-3-A-40
Work Benches, Portable—Gr-9-O
Work Benches, Wood, Built-in-Gr-9-O
Workshop Arrangements—Gr-1-B-3
Wrenches, Air Port—Gr-26-A-22
Wrenches, Cargo Port—Gr-26-A-24
Wrenches, Monkey—Gr-26-A-21
Wrenches, Spanner—Gr-26-A-20
Wrenches, W. T. Door or Hatch—Gr-26-A-23
Yards, Metal—Gr-6-A-4
Yards, Wood—Gr-6-A-4
Yarn, Spun—Gr-26-B-42
Yoke, Rudder Head—Gr-18-A-7
Zinc Protection on Rudder—Gr-18-A-27
Zinc Protection on Sternpost, Struts and Stern Tube—
Gr-2–C-10
Zinc Sheathing or Lining, Refrigeration Space—Gr-11-A-9
261
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II
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IV
V
VI
VII
VIII
IX
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XI
XII
XIII
XIV
XV
XVI
XVII
XVIII
XIX
XX
XXI
XXII
XXIII
XXIV
XXV
XXVI
Groups for Ship Estimates and
Hull Specifications
Group Page No.
Incidental . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
Steel Hull . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263
Hull Fittings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 263 and 264
Hatches, Skylights, etc. . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264 and 265
Masts and Rigging. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
Canvas Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . .265 and 266
Woodwork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266 and 267
Furniture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267 and 268
Upholstery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
Refrigerating Plant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
Steam Heating. . . . . . . . . . . . . . . . . . . . . . . . . . . . 268 and 269
Plumbing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
Bilge and I3allast (incl. in 13) . . . . . . . . . . . . . . . . . . . . . . 269
Oil Piping (Tank Ships Only). . . . . . . . . . . . . . . 269 and 270
Anchor Gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
Deck Machinery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
Steering Gear. . . . . . . . . . . . . . . . . . . . . . . . s s a s e º 'º e º e s e e 270
Boats and Boat Gear. . . . . . . . . . . . . . . . . . . . . . . 270 and 271
Equipment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271
Electric Light Plant and Wireless. . . . . . . . . . . . . . . . . . 271
Interior Communication. . . . . . . . . . . . . . . . . . . . . . . . . . . 271
Cement, Tiling, Linoleum, etc. . . . . . . . . . . . . . . . . . . . . . 271
Painting and Polishing. . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
Steward's Outfit. . . . . . . . . . . . . . . . . . . ‘. . . .272, 273 and 274
Stores, Carpenter, Boatswain and Cooper. . . .274 and 275
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15
16
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18
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20
21
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23
Hull Specifications
GROUP I
Incidentals A
Dimensions *-
Description
Insurance Premium
Surety Bond on Contract
Classification Fees
Inspection & Tests of Material
Specifications
Drawings & Calculations, Hull & Machinery
Mold Loft Work
Drawings Furnished to Owners
Inclining Fixperiment
Model
B
Launching
Dry Docking Incl. Towage to & From Dry 1)ock
Care of Ship at Wharf & Mooring Same
Sweeping & Cleaning
Watchmen -
Install & Maintain Temporary Lights C
Blocking, Shoring, & Ribbanding
Staging
Testing all Water and Oil Tight Compartments
Weighing Material
Testing Auxiliaries
Supervision (to include salaries of foremen whose
time is charged against the vessel).
Dock and Sea Trials
Delivery I)
GROUP II—STEEL HULL
Structural
Keels, Flat, Bar & Vertical
Keels, Docking & Bilge
Stem, Cast Steel or Bar
Frames & Reverse Frames
Floors & Bilge Brackets E
Beams, Knees or Brackets
Keelsons, Center, Bilge & Side
Keelsons, Angles & Clips
Tanktop Plating & Margins, Liners
Boiler, Engine & Auxiliary Seatings
Long't. & Trans. Bhds. F
Bounding & Stiffr. Angles, Brackets & Liners for
Bhds.
Hold & 'Tween Deck Stringers (Clips to Same).
Shell Plating, Straps, Doublings & Liners
Decks & Flats, Plating, Liners & Straps
Stringers, Waterway & Face Angles
Web Frames, Plates & Shapes
Strong Beams in Engine & Boiler Spaces
Panting Stringers & Breast Hooks
Sheet Steel Bhds. in Living Quarters
Sheet Steel Insulation in Boiler & Eng. Casings
Engine & Boiler Casings A
Trunks for Hatches, Skylights & Ladders Between
Decks .
Fxpansion Trunks for Oil Carriers
25
26
27
28
29
3()
31
32
33
34
35
36
37
:
:
1
:
;
4
Structural–Continued
Steel Deck Houses
Girders
Shaft Alley
Doublings at all Deck Erections
Bridges (Steel)
13ilge Wells
Billiooards
Breakwaters on 1)eck
Cargo Ports
Steel Ceiling
Chain Locker
Coal Trunks
Rudder Trunk
Pillars, Hold or "Tween Deck
Pipe
Forgings or Pipe Pillars
Bar Steel or Iron Pillars
Pillars, Built Up
Stern Frame and Struts
Stern Frame, Forged Iron or Steel
Stern Frame, Cast Steel
Brass Bushings for Gudgeons
Lignum Vitae
Discs for Lower Gudgeons
Spectacle Frame, Forged or Cast
Struts or Shaft Brackets
Steel Covering around Propeller Well
Stern Tubes
Zincs
Guards and Fenders
Plates or Shapes
Pitch or Cement Filling
Wood Filling
Pine or Hardwood Guards
Steel Chafing Strips
Fastening for Wood Guard
Collision Mats
Pickling Plates and Shapes
Muriatic Acid
Lime
Wire Brushes & Scrapers
Galvanizing
Miscellaneous Treatment of Material
Steel Rivets
Sundries
Templet Wood
Service Bolts
Soapstone, Chalk, Crayons
Tacks
Marking Pots, Paint, Marking Brushes
Red Lead, Putty, Etc.
GROUP III
Hull Fittings
Bitts, Incl. Woodleds & Fastening
Chocks, Incl. Woodbeds & Fastening
Cleats, Incl. Woodbeds & Fastening
Dollies, Incl. Woodbeds & Fastening
263
HULL SPECIFICATIONS
Hull Fittings—Continued
5 Fairleads, Incl. Woodbeds & Fastening B
6 Airports, in Hull & Deck Houses—Deck Lights—
Fixed Lights
7 Steel Doors, W. T.
8 Steel Doors, Non W. T. & A. T.
9 Ladders, Steel or Wood
10 Accommodation Ladder & Platforms
11 Accommodation Ladder Davits, Sockets
12 Accommodation Ladder Block & Falls
13 Leadsman's Stool & Rittings
14 Side Light Boxes
15 Deck Scuttles
16 Manholes, Frames & Covers
17 Galley Smoke Pipe
18 Name Boards, Names Bow & Stern
19 Name Plates, Berth & Chair Numbers
20 Bow & Stern Ornaments C
21 Sidelight Screens
22 Coal Chutes, Portable
23 Hawser & Rope Reels
24 Bridge Supports & Braces
25 Reel for Log Line
26 Fairlead for Log Line on Taff rail
28 Hose Davits, Oil |)
29 Hose Davits, Sockets
30 Hose Davits, Eyes & Pads ,
31 Hose Davits, Blocks & Falls
32 Sea Steps
33 Canvas Screens for Ladders
34 Grab Rails and Fittings
35 Sundry Pad Eyes, Ringbolts, etc.
36 Eye Brows over Airports, Doors, etc.
37 Draft Figures E
38 Ash Chutes, Garbage Chute
39 Galley Coal Box, Metal Built in
40 Benches, Work, Metal
41 Bulletin Boards
42 Insulation, Non-Metallic
43 Brass Sills and Kick Plates
44 Builder's Name Plate
45 Cattle Stalls, Metal Work
46 Sea Connections
47 Dumb Waiters
48 Operating Gear for Doors F
49 Jacob's Ladders
50 Light Box, Stern
51 Light Boxes, Running
GROUP Iv–HATCHES, SKYLIGHTs, Etc.
Hatches, Cargo and Coal
Coamings, Steel or Wood & Fastening
Strong Beams, Steel or Wood & Fastening
Hatch Covers, Wood G
Half Round for Cover Handles
Screws for Securing Same
Round Bar for Edge Bolting Covers
Lettering & Numbering
Battens, Cleats & Wedges A
Ring Bolts
Cleats or Fairleads
Tarpaulins
Rubber Sheets for Cattle Boats
Hatch Davits
:
:
tº
*
:
:
Hatches, O. T. or W. T.
Coamings
Strong Beams
Covers
Hinges
Hinge Pins, Bronze
Swing Bolts & Dogs
Gasket Strips & Screws
Gasket, Rubber, Hemp, Asbestos, Fibre or Canvas
Ring Bolts
Hasps, Eye
Padlocks
Air Pipe or Cock
Wire Gauze for Same
Device for Holding Cover Open
Companion and Booby Hatches
Coamings, Sides, Ends & Top Wood or Steel Fast.
Doors, Wood or Steel
Hinges, Locks, Hooks, Hasps
Treads
Lights, Fixed, Hinged or Sliding
Grab and Hand Rails
Skylights, Wood
Coamings
Covers
Sash & Glass
Protecting Rods & Frame
Quadrants
Hinges
Screens
Skylights, Steel
Coamings
Covers
Lights, Fixed or Hinged
Operating Gear Complete
Hinges
Stanchions for Keeping Covers in Position
Sockets for Stanchions
Clips & Toggle Pins for Same
Screens
Canopies
Frames, Brass, W. Iron or Pipe
Sockets for Same
Toggle or Taper Pins
Solder or Spelter
Pipe Fittings
Canvas Covers
Twine & Thread
Rawhide or Leather
Grommets
Beeswax
Rope or Cordage
Fidley Top and Cover
Top and Cover, Fidley
GROUP V
Ventilation
Cowls, Incl. Turning Gear
Vent Trunks
Air Ducts
Air Ducts, Flanges
Air Ducts, Gaskets
Bolts & Nuts
264
HULL SPECIFICATIONS
A 7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
Ventilation—Continued
Hangers for Ducts
Elbows
Bell Mouth Terminals
Louvres
Butterfly Valves
Automatic Valves
Ventilating Fans, Portable
Blower Engine & Stationary Fans
Steam & Exhaust Piping
Valves for Same
Flanges & Fittings
Bolts, Hangers & Packing
Pipe Covering
Fan Casing
Rivets
Wood & Steel Seatings
Motors for Blowers
Conduit
Wiring
Windsails
Wings Canvas, for Cowls
Goosenecks
Mushroom Vents
GROUP VI—MASTS AND RIGGING
Masts and Fittings
Masts, Steel or Wood
Booms, Steel or Wood
Derricks, Steel or Wood
Yards, Steel or Wood
Bowsprit, Steel or Wood
Samson or King Posts
Chain Plates
Shackles
Links
Hearts or Dead Eyes
Turnbuckles
Bands
Cleats
Pad Eyes
Belaying Pins, Pin Rails, Wood or Steel
Jack Stays
Mast Hoops
Trucks
Bumpkins
Outriggers
Martingale
Parrels
Fairleads for Braces through Bulwarks
Brace Block Supporters on Rail
Goosenecks
Boom Irons
Swivels
Hooks
Boom Rests
Stowage for Spare Booms or Yards
Fife Rail
Sheet Traveler
Mast Coats
Mast Wedging
Nippers for Lines on Main Rail
Mast Tables
Crows Nests
Ensign & Jack Staffs & Sockets
Slide Tracks
l
1
23
Masts and Fittings—Continued
Mast Steps
Rigging
Shrouds
Stays
Ratlines, Wood, Pipe, Steel or Rope
Sheerpoles
Brass Caps for Shrouds & Stays
Thimbles
Clews
Sheeting
Marline
Roundline
House Line
Seizing Wire
Paint
Halyards
Lifts, Chain & Wire Rope
Sheets
Braces
Buntlines
Clew Lines
Downhauls
Blocks
Brace & Lead Blocks for Braces & Sheets
Tacks, (Rope) for Jibs & Stay Sails
Cargo Falls
Funnel Guys
Hawsers
Heaving Lines
Mooring Lines
Rope Ladders
Coaling Slings
Tow Lines
GROUP VII-CANVAS WORK
Sails
Flying Jib
Outer Jib
Inner Jib
Fore Stay Sail
Fore Sail
Main Sail
Crossjack
Fore, Main & Mizzen, Lower Topsails
Fore, Main & Mizzen, Upper Topsails
Fore, Main & Mizzen, Lower Topgallant Sails
Fore, Main & Mizzen, Upper Topgallant Sails
Fore, Main & Mizzen, Royals
Fore, Main & Mizzen, Skysails
Main Staysail
Main Topmast Staysail
Main Topgallant Staysail
Mizzen Staysail
Mizzen Topmast Staysail
Mizzen Topgallant Staysail
Spanker -
Gaff Topsail
Studding Sail
Trysail
Covers
Sail Covers
Binnacles
Telegraph
Capstan
HULL SPECIFICATIONS
I} 5
:
::
:
Covers—Continued
Winch
Windlass
Log Rail
| lawser Reel
Rope Reel
Mast
Smoke Stack
Ventilator
Steering Wheel
Shelter Tents for l latches
Searchlight
Awnings, Etc.
.\wnings
Weather Cloths
Awning Stanchions, Braces & Rails
Awning Stanchions & Sockets
Awning Stanchions & Rail lºittings
A wining Ridges
A wining Ridge Ropes
.\ wining Jack Stays
Awning Jack Stay Flycs
.\ wining Rails, Wire or Rope Netting
Canvas Weather Screws
Coaling Screens
Coal Bags
Canvas Covering for l)ecks
GROUP VIII—wooDwork
Decks, Caulked
Pine, Cedar or Teak
Pine or Cedar Sheathing on Same
l)eck Bolts & Nuts
Grommels & Plugs
Oakum or Caulking Cottom
Pitch, Marine Glue, Putty -
Tar Paper, or Felt, Betw. Sheathing
Nails or Spikes for Sheathing
Tar or Pitch Betw. Sheathing
Gang Planks
Decks, T. and G.
Cedar or Pine T. & G.
Canvas & Felt
Nails
Galv, or Copper Tacks
Bulkheads, T. and G.
T. & G. Single or Double Thickness
Pine Sills, Plates & Studs
Tar Paper
Nails, 13rads, etc.
Houses, Main Framing
Coamings
Plates
Studs
Bracing
Carlines
Holding Down Rods & Washers
Bolts & Nuts for Scarphs
Wood Stanchions, Plain & Ornamental
Knees or Brackets, Plain & Ornamental
Steel Knees or Brackets
Nails
Carving, “Certified to Accommodate,” etc.
F.
(,
16
H
l
:
11
Houses, Sheathing. Inside and Outside
T. & G. or Shiplap
Panels & Pilasters
Frieze
Cornice
Moldings & Decorative Castings
Glue, Wedging & Fastening
Doors, Wood
l)oors, i linged, Swing, Sliding or Slat
locks
| linges
I looks & Stops
Checks
Treads, Wood, Brass Lead, Universal or Mason
Screws, Escutcheon Pins
Sheaves for Sliding Doors
Track for Sliding I)oors
Screen l)oors
|Doors, Wire Mesh
Wood l’oundations
Windows and Blinds
Sash, Pine or Hardwood
Glass Sheet, Plate, Ground or Art
Pockets, Canvas or Lead
Drains from Pockets
Sash Pulleys or Springs
Sash Cord or Chain
Sash Weights, Iron or Lead
Sash Lifts
Sash l'asteners
Window Screens
Sash Stops
Sash Rollers
Sash Centering Pins for Dome Ventilation Sash
Sash Adjusters for l)ome Ventilation, Sash
Sash Pulls with Handles, Dome Ventilating Sash
Sash Rack for Ventilating Blinds
Putty or Molding for Glass
Glazing Points
Visor Pilot House
Stairways, Wood
Strings, Treads, Risers, Pine or Hardwood
Treads, Lead, Brass, Rubber, Galv. Iron, etc.
Screws & Escutcheon Pins
Newel Posts
Balustrades
Handrails, Brass or liardwood
Handrails, 13 rackets
Bolts & Nuts
Nails
Glue & Wedging
Canvas Lining
Ceiling, Hold-Bunker, Chain Locker
Spar Ceiling
Spar Ceiling, Clips & Bolts
Close Ceiling
Bar Steel Edge l'astening for Limbers
Half Round for Handles for Limbers
Screws or Bolts for Same
Shifting Boards in Holds
Clips or Bolts for Same
Chain Lockers if Wood
Fastening for Same
Boring for Pipes, Valve Stems, etc.
266
HULL SPECIFICATIONS
A
Ceiling, Hold-Bunker, Chain Locker–Continued
A 12
13
14
15
:
l
Air Boxes and Sounding Pipes, Wood C 13
Cargo Battens 14
Insulation
Dumping Boards
|) 1
Bridges; Wood 2
Flying Bridge 3
Navigating Bridge 4
Fore and Aft Bridges Y
Forward Bridge ()
After Bridge .
Gratings 9
Bulwarks, Wood |
Cattle Stalls, Wood 12
13
GROUP IX—FURNITURE
Captain's or Owner's Staterooms & Bridal Chamber E i
Berth with 1)rawers, or 13edstead, Single or Double 2
Wire Mattress 3
Transom with Drawers 4
Chair 5
Desk 6
Table 7
Toilet Rack with Mirror S
Washstand, if Wood
l'olding Lavatory or Toilet Set *
| 1
Safe 2
Wardrobe 3
Towel Rack º
Coat & Hat Hooks *
Folding Head Board Rack .
Life Preserver Rack gmy
Lamps—Oil /
Chief Engineer, First Officer and Purser lº, 1
Berth with l)rawers or Pullman 2
Mattress, Wire 3
Transom with 10rawers 4
Chair or Stool in
Desk 6
Toilet Rack & Mirror
Washstand, if Wood G |
Folding Lavatory or Toilet Se: o
Wardrobe or Clothes Locker 3
Towel Rack 4
Head Board Rack 5
Coat & Hat Hooks 6
Safe 7
Lamps—Oil 8
Life Preserver Rack 9
Staterooms 1()
Berths with Drawers !
Berths, Plain 13
Berths, Pipe 14
Wire Mattresses 15
Transoms with Drawers or Plai:; 16
Toilet Rack & Mirror
Washstand, if Wood
Clothes Lockers, Wood or Metal | | 1
Folding Lavatory or Toilet Set 2
Towel Rack 3
Head Board Rack 4
Coat & Hat I ſooks 5
Staterooms—Continued
Life Preserver Racks
Lamps—Oil
Crew's Quarters
l}erths, Plain
Berths, Metal, Single or Stands
Lockers, Mctal, Wire or Wood
Mess Tables
Benches
Washstands, if Wood.
Coat & Hat 1 looks
Life Preserver Racks
Dish Racks & Lockers
Mirrors
Lamps—Oil
l)itty Boxcs & Racks
Spit Boxes
Dining Saloon
Table
Talbie Racks
Chairs
Serving Table
Side Board
Coat & I lat I looks
Mirrors
Lamps—Oil
Social Hall
Musical Instruments
Music lockers & Racks
Transoms
Tables
Chairs
Mirrors
Lamps, Oil
Smoking Room
Transoms
Tables
Chairs
Mirrors
Cuspidors
Lamps, Oil
Bar Room
Bar or Counter
Iłack Door
Mirror
Lockers Under 13ack liar
Shelving & Lockers Under 13ar
Drain Board for Sink
Brass l’oot Rail
Towel iſ olders
Marble Base or Front
Coat & Hat looks
Roller Curtain or l'olding Lattice
Grill Work
Sign Board
Rubber Mats
Wood Gratings
Lamps, Oil
Boot Black Stand
Stand
|Drawers Under Stand
Prass or lead Treads
| land Rail
Chairs
267
HULL SPECIFICATIONS
:
1
:
:
7
1
l
Boot Black Stand—Continued
Hooks for Brushes
Foot Rests
Mirror
Drawer Locks
Lamp, Oil
Passenger Accommodations
Wood Berths
Metal Berths, Single or Standees
Wood Standees
Toilet Racks & Mirrors
Folding Lavatory
Folding Head Board Racks
Stools or Chairs
Ladder to Top Berth
Transoms
Wash Stand, if Wood
Steerage Qtrs., Mess Tables
Steerage Qtr.s., Mess Racks (Table)
Steerage Qtrs., Benches
Steerage Qtrs., Dish Lockers
Life Preserver Racks
Lamps, Oil
Pantry & Galley
Refrigerator, Portable
Serving Table
Drain Board
Lockers & Drawers
Cup Hooks
Plate & Dish Racks
Racks for Urns
Dressers with Drawers or Lockers
Butcher Shop
Meat Block
Bench or Work Table
Meat Hooks
Rods for Meat Hooks
Barber Shop
Chairs, Barber & Ordinary
Mirrors
Dresser
Lockers
Coat & Hat Hooks
Waste Basket
Lamps, Oil
Hospital
Berths or Beds
Operating Table
Dressing Table
Instrument Case
Medicine Locker
Shelving
Bottle Racks
Chairs
Dental Outfit
Bath Room
Mirror
Towel Racks
Work Benches
Laundry
Washing Machines
Fittings
1
}
:
Store Rooms
Racks
Shelves
Lockers
GROUP X
Upholstery
Carpets
Rugs
Transoms Seats & Backs
Chair Seats & Backs
Linoleum, except for Deck Covering
Curtains, Berths, Port & Door
Curtain Rods & Fixtures -
Shades, Car Type
Covers for Upholstery
Wood Frames for Upholstery
GROUP XI—REFRIGERATING PLANT
Cold Storage Chambers
Sills, Plates, Studs
Tongue & Groove
Tar Paper
Sheet or Granulated Cork
Mineral Wool
Saw Dust or Charcoal
Mastic Covering
Sheet Lead
Sheet Zinc
Galv. Iron
Drain Pipes
Meat Hooks
Hangers
Pastening
Door Hardware
Cold Storage Machinery
Refrigerating Machine
Brine or Ammonia Tanks
Pipe Coils
Hangers for Coils
Valves
Flanges
Bolts & Nuts
Gaskets
Pipe Covering
Pipe Fittings
Steam & Exhaust Piping
Tank Seatings, Wood or Steel
Brine Pumps *
Pump Seatings
Ice Making Tank
Scuttle Butt
GROUP XII
Steam Heating
Reducing Valve
Radiators, Cast Iron
Radiators, Pipe
Guards, Brass or Grill
Tops, Marble or. Slate
HULL SPECIFICATIONS
Steam Heating—Continued
Air Valves B 10
Steam Valves 1 h
Exhaust Valves 12
Asbestos Backs
Pipe Covering
Deck or Bhd. Stuffing Boxes, Pipe C 1
Pipes, Steam & Exhaust 2
Fittings 3.
Hangers 4
Flanges 5
Bolts & Nuts 6
Gaskets 7
Relief Valve 8
Steam Trap 9
10
11
GROUP XIII—PLUMBING 12
13
Sanitary System
14
Sanitary Tanks 15
Sanitary Tanks, Seatings 16
Fresh Water Tanks 17
Fresh Water Tanks, Seatings 18
Filling, Suction, Air & Overflow Piping 19
Fittings for Same 20
Flanges, Deck & Bhd. Stuffing Boxes 21
Hangers, Gaskets, Bolts & Nuts 22
Bath Tubs 23
Bath Heaters 24
Showers 25
Toilets 26
Flush Valves
Bases for Toilets, C. I.
Urinals 1)
Urinal Traps
Marble Partitions for Urinals & Toilets
Brass or N. P. Top Rail for Same
Corner Connections for Same
Legs
Lead Lining for Floors or Bhds.
Lavatories
Sinks
Drinking Fountains
Cups, Chained
Grab Rails, Toilet, Bath & Urinals
Faucets
Soap Dishes, Sponge Holders, etc.
Soil Pipes
Traps, Lead or Brass
Dk. & Bhd. Flanges
Valves
Piping to Basins, Baths, Toilets, Urinals
Fittings
Deck Hose
Steam Heaters for Plumbing Fixtures
Steam Heaters
|
.
:
A
Fire System
Fire Mains
Smothering Pipes
Valves, Hydrants and Manifolds
Flanges & Fittings
Hangers, Bolts, Nuts & Gaskets
Hose Boxes on a Rack
Hose Fire
Fire Extinguishers
Fire Axes
.
Fire System—Continued
Fire Brackets
Hand Fire Pump
Stands for Fire Nozzles
Drainage, Bilge & Scuppers
Manifolds
Strainer Boxes
Sluice Gates
Sluice Gate Stems & Deck Plates
Bulkhead Flanges & Stuffing Boxes
Piping
Fittings
Valves
Gaskets
Hangers, Bolts & Nuts
Valve Operating Gear
Hand Pumps
Lead or Galv. Pipe for Scuppers.
Deck Fittings & Gratings
Clean Out Plugs
Clack or Non. Ret. Valves
Discharge Nozzles or Lips
Special Fittings for Scuppers
Flanges & Fittings
Hangers, Bolts, Nuts
Galv. or Copper Tacks, for Lead Scuppers
Gaskets -
White or Red Lead
Bleeder Plugs
Sea Connection
Scuppers
Ballast System
Manifold
Strainers, McComb
Bhd. Flanges or Stuffing Boxes
Expansion Joints
Nozzles, Tank Top
Piping
Flanges & Fittings
Valves
Hangers, Bolts, Nuts
Gaskets
Valve Operating Gear
Air & Sounding Pipes
A. & S. Pipes, Deck Plates & Fittings
A. & S. Pipes, Flanges & Fittings
A. & S. Pipes, Hangers, Bolts, Nuts.
A. & S. Pipes, Gaskets
Flood Valves
GROUP XV
Oil Piping (Tank Ships Only)
Oil
Steam & Exhaust Pipe to Pumps
Oil Pipe
Metallic Hose
Metallic Hose Rack
Metallic Hose Couplings
Stuffing Boxes, Deck or Bhd.
Valves
Flanges
Fittings
Strainers
269
HULL SPECIFICATIONS
A 12
13
14
15
16
gº
l
/
1S
19
20
21
22
* *
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
Oil Piping (Tank Ships Only)—Continued
Special Pittings A 12
Hangers & Saddles 13
13olts & Nuts 14
Gaskets 15
Covering for Steam Pipes 16
17
18
GROUP XVI .
Anchor Gear 21.
Windlass 22
Piping 23
Valves
Deck Stuffing Boxes
Hangers
13olts & Nuts
Gaskets
Anchor Crane .A. 1
Anchor Crane Sockets & Bearings 2
.\nchor Crane Guys 3
Anchor Crane Blocks 4
Anchor Crane I'alls 5
Anchor Crane Trip Hook Ó
1 lawse Pipes 7
Hawse Pipe Deck l’langes - S
1 lawse Pipe Bucklers 9
Chain Pipes 1()
Chain Pipe Covers 11
Chain Stoppers 12
l)evil's Claws 13
Anchor Chains or Cable 14
Anchors 15
Tripping Gear © 16
Ring Bolts & Shackles in Chain Locker 17
Wood Bed for Windlass 18
Wood Bed for Chain Stoppers (or Steel) 19
Wood Bed, Anchor Stowage (or Steel) 20
Bolts & Nuts 21
Cat I leads 22
Sheaves for Same 23
Cleats & l’airleads on Same 24
Shank Painter 25
Tripping Gear on Cat Head 26
Pilling Under l)eck for Cat Head 27
l'illing Under Deck for Windlass
Plates & Shapes under l)eck for Windlass
Filling under Deck for Stoppers
Plates, etc., under Deck for Stoppers
Anchor Chain Wearing Plates
Anchor Buoys A !
3
GROUP XVII 4
Deck Machinery .
Cargo Winches 7
Capstains . S
Towing Machine 9
lºreight Elevators 10
Passenger Elevators 11
Piping, Steam & Exhaust 12
Valves 13
l’langes & l’ittings 14
Hallgers 15
Stuffing Boxes, Deck & Bhd. 16
Pipe Covering 17
Deck Machinery—Continued
Elevator Sheaves
Elevator Guides
Elevator Wire Rope
Bolts & Nuts
Wood Beds
Filling under Deck
Plates & Shapes under 1)eck
Plates & Shapes, Steel Seatings
Rivets & Tap Bolts
Capstan Hand
Winches Hand
Winch & Capstan Foundations
GROUP XVIII
Steering Gear
Steering Wheel
Steering Stand
Leads, Wire, Rope, Rod or Chain
Fairleads for Same
Spring Buffers
Beds or Supports for Same
Quadrant or Yoke
Crosshead
Tiller, Relieving & Tackle
Rudder Bearer
Rudder & Stock
Pintles
Sleeves for l’intles
l)eflecting 1310cks
Quarter Blocks
Sheaves & Fairleads
Steering Engine
Shafting for Control Valve
Universal Joint Couplings
Deck or Bhd. Stuffing Boxes
Gears
Hangers & Bearings for Shafting
Telemotor
Telltale
Steering Telegraph
Stuffing Boxes Rudder
Zincs
GROUP XIX
Boats, Boat Gear, Etc.
13oats with Outfit
Rafts with Outfit
Chocks
I)avits
|Davit Sockets & 13earings
Davit Span Lugs
Cleats
Guys & Spans
Skids & Platforms
Gripes
Covers, Ridge Poles, Spreaders
Blocks
Falls
l{eleasing looks
A wining & Canopies
Boat Crane l’oundations
I}oat Crane Machinery
270
HULL SPECIFICATIONS
A 18
19
1
:2
Boats, Boat Gear, Etc.—Continued
Boat Booms
Stoppers
GROUP XX
Equipment
Boat Compass
Life Lines & Preservers
Life Rings
Sextants
Chart Weights
Chronometer
Clinometer
Black Balls
Ruby Lamps
Compass, Standard, Compensating, Liquid, or Card
Binnacle, Standard, Compensating or Wood
Pelorus & Stand
Flags
Charts
Instruments, Drawing
Ship Log and Line
Submarine Signal
Ship's Bell, Bracket
Fog Horn
Hand Lead Line
Sea Drags
Lyle Gun Line
Binoculars
Night Glasses
Aneroid Barometers
Clocks
Telescope
Thermometers
Megaphone
Log Glasses
Log Slates
Log Books
Sounding Machine
Deviation Cards
Bridge Boxes
Powder & Rocket Boxes
Nautical Almanac
Parallel Ruler
Lights, Masthead, Running, Riding, Towing, Side,
Anchor (If Oil) (If Electric See Group 21)
GROUP XXI
Electric Light Plant
Generators & Engines
Steam & Exhaust Piping
Valves & Fittings
Bolts, Nuts, Hangers & Gaskets
Wood Beds for Generators
Marble or Slate for Switch Board
Angle Steel Frame
Volt Meters
Ammeters
Switches
Pilot Lights
Rheostats
Ground Detectors
Marble or Slate for Distributing Panel
A 15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
Electric Light Plant—Continued
Hardwood Case for Distributing Panel
Glass, Hardware for Distributing Panel
Slate Lining for Distributing Panel Case
Fused Switches
Search Light
Search Light Rheostat
Lights, Running, Anchor, Signal, Masthead, etc.
(if Elec.)
Lamps
Receptacles
Mounted Fuses
Fixtures
Conduit
Junction Boxes
Molding & Capping
Screws for Same
Cable
Wire
Portables
Cargo Clusters
Drain Pans under Generators
Insulators, Porcelain, Rubber
Name Plates
Wireless Telegraph
GROUP XXII
Interior Communication
Voice Pipes, Brass Tubing
Mouth Pieces
Flexible Tubing
Call Bells
Annunciators
Engine Telegraphs
Wire
Chain
Fairleads
Dials in Eng. Room
Gong
Jingles
Bell Pulls
Return from Gong to Pilot House (Brass Tubing)
Wiring for Call Bells
Conduit or Molding for Same
Battery for Call Bells
Telephones
Messenger to Poop & Foc's'l. from Bridge
GROUP XXIII
Cement, Tiling, Linoleum, Etc.
Cement or Concrete
Double Bottom
Bilges
Peaks
Deck Chocks
Floor Covering
Tiling
Asbestolith
Bitumastic
Linoleum & End Strips
Arrow Lock Tiling
Cork Tiling
Bricks
Mats & Matting
271
HULL SPECIFICATIONS
.
GROUP XXIV
Paint and Polishing
Painting
Polishing
Gilding
Stenciling all Articles of Outfit & Fauipment
Cork Paint
Creosoting
Oil Tanks & Fittings
GROUP XXV-STEWARD’S OUTFIT
Galley and Cook's
Range with Racks
Steam Tables
Hot Water Urns
Coffee Urns
Steam Cooker
Copper Boiler & Steamer
Coal Box
Sauce Pans
Large Iron Kettles
Baking Tins
Soup Ladles
Galv. Boilers & Steamers
Meat Saw
Tormentors
Potato Steamer
Potato Masher
Salt Water Pump
Coir Mats
Coffee Boiler
Shovels, Large & Small
Pokers
Gridirons
Knives, Black Handle
Forks, Black Handle
Axe, Large
Tea Kettles
Coffee Mills
Mess Kits
Iron Ladles
Forks, Large Cook's
Knives, Large Cook's
Toasting Forks
Copper Tea Kettles
Gravy Spoons
Collander
Grater
Fish Pans, Tin
Steel
Stew Pans
Flour Cask
Sea Pie, 8 Gal., Oval
Cleaver
Egg Pan
Iron Pan
Rake
Provision Knife
Fire Brush
Chimney Brushes
Stove Lifters
Sets of Skewers
Cook's Pails, Galv.
Pepper Box
Flour Dredger
Meat Mincer.
A 55
56
57
58
59
60
61
62
63
65
67
68
69
70
71
72
73
74
75
76
77
78
79
81
82
83
85
87
88
89
91
92
93
95
96
97
98
99
100
101
102
103
104
105
107
108
Galley and Cook's—Continued
Pudding Pans
Paste Roller
Dust Pans
Flour Scoops
Black Lead Brushes
Sweeping Brushes
Oblong Cast Iron Pots
I'lue Brush
Water Cans
Dippers
Sauce Pans
Fish Kettles
Tin Opener
Beef Press
Pea Soup Masher
Stock Bucket
Stock Pot
Omelette Pans
Glaze Pot & Brush
Basket Ladle
Frying Basket
Salt Box
White Gravy Strainer
Grill Tins
Jelly Bag
Knives, French, Butcher, Mincing, Oyster, Potato,
& Palette
Bill of Fare Frame
Pie Pans
Steak Tongs
Stove Tins
Mush Whisks
Cutlet Bat
Vegetable Cutters
Vegetable Scoops
Brawn Molds
Tongue Press
Pepper Dredgers
Hot Pot Tins
Plate Carriers
Bread Graters
Trussing Needles
Larding
Egg Slicer
Fish Slicer
Spoons, Iron & Wood
Butter Spades
Poultry Choppers
Ice Picks
Jugs
Lemon Squeezers
Slop Receivers
Milk Cans
Steam Egg Boiler
Potato Peeler
\
Cabin Stores
Sugar Boxes
Candle Boxes
Coffee Cannisters
Tea Cannisters
Candlesticks Brass
Bread Baskets
Large Waiters
Small Waiters
Wash Basins, Galv.
Corn Brooms
272
HULL SPECIFICATIONS
B 11
12
13
14
15
16
17
18
19
21
22
23
24
25
26
27
28
29
31
32
33
Cabin Stores—Continued
Cork Screws
Bread Trays
Blacking Brushes
Hand Scrubbing Brushes
Dust Pans
Water Filter
Medicine Chest
Brushes, Small
Revolver & Case
Cartridges
Spring Table Bell. *
Dinner Bell
Set of Scales with Scoops
Mats for Dishes
Can Openers
Mouse & Rat Traps
Water Cans
Slop Buckets
Funnels
Set of Tin Measures
Steel Yard, to Weigh up to —— lbs.
Smoothing Iron Set
Platform Scales with Scoops, to Weigh up to —
lbs.
Cutlery and Plated Ware
Ship's Name & House Flag Engraved on Each
Article
Dinner Knives
Dessert Knives
Carvers
Steels
Bread Knives
Tea Pots
Fruit Knives
Coffee Pots
Dinner Forks
Dessert Forks
Table Spoons
Tea Spoons
Dessert Spoons
Cruet Stands
Nut Crackers
Nut Picks
Water Pitchers
Pickle Forks
Pepper Boxes
Salt Cellars
Fish Knives
Fish Forks
Toast Racks
Sugar Basins
Sugar Tongs
Cream Ewers
Salt Spoons
Butter Knives
Soup Tureens & Ladles
Dish Covers
Salt Spoons
Mustard Spoons
Waiters
Cake Baskets
Cork Screws
Butter Dishes
Asparagus Tongs
Finger Bowls
Syrup Jugs
C 41
E
42
43
44
45
|
*
1
2
Cutlery and Plated Ware—Continued
Sugar Sifters
Sardine Tongs
Butter Coolers
Cheese Scoops
Salad Forks & Spoons (Wood)
Crockery and Glass
Dinner Plates
Dessert Plates
Soup Plates
Tea Plates
Bread Plates
Fruit Plates
Oval Meat Plates
Oval Fish Plates
Small Butter Plates
Breakfast Cups & Saucers
After Dinner Cups & Saucers
Tea Cups & Saucers
Coffee Mugs
Oval Cover Vegetable Dishes
Butter Dishes
Black Coffee Cups & Saucers
Ice Cream Dishes
Bouillon Mugs
Water Pitchers, Large & Small
Sauce Bowls & Ladles
Gravy Bowls & Ladles
Sugar Bowls
Milk Pitchers
Salt Cellars—Glass
Tumblers
Wine Glasses
Champagne Glasses
Decanters
Chambers
Pickle Dishes
Cheese Dishes .
Center Fruit Dishes
Center Salad Dishes
Egg Cups
Finger Bowls
Olive Dishes
Center Flower Stand
Syrup Jugs, Glass.
Cream Jugs
Pepper Bottles
Mustard Pots
Vinegar Glass Decanters
Oil Glass Decanters
Celery Glasses
Soda Glasses
Bed Room Tumblers
Jardinieres
Bakery Outfit
Biscuit Tubes
Biscuit Forcer
Apple Corer
Bread Rasp
Galv. Bucket
Buckwheat Jug
Cake Hoops
Corn Bread Tins
Dough Knife
Scraper
Sugar Dredger
Flour Dredger
273
HULL SPECIFICATIONS
E 13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
39
40
41
42
43
44
45
47
48
F
G
Bakery Outfit—Continued
Flour Scoops
Tin Opener
Casserole Molds
Jelly Molds
Pudding Molds
Muffin Rings
Bread Grater
Nutmeg Grater
Barm Can
Palette Knife
Cutlet Paste Cutters
Paste Brushes
Rolling Pins
Scales V4 oz. to 14 lbs.
Flour Sieve
Spice Boxes
Bread Tins
French Roll Tins
Open Tart Tins
Patty Tins
Rice Pudding Tins
Roll Tins
Sandwich Bread Tins with Lids
Sponge Cake Frames
Water Can
Egg Whisks
Icing Pipes
Icing Bags
Enamel Whisking Bowl
Patent Egg Whisk
Egg Basket
Suet Machine
Bread Knife
Bread Sheets
Bread Prover, Galv., Say abt.
Copper Steam Pipe
Dough Mixer
6' x 2"—-5” with
Linen, Bedding, Etc.
Sheets, 2 pairs per berth
Blankets, 1 pair per berth
Bed Spreads, One per Berth
Pillow Cases, Two per Pillow
Pillows, Two per Berth
Mattresses, One per Berth
Mattresses, Covers One per Berth
Table Cloths, Three per Table
Napkins
Glass Clöths
Towels, Pantry
Towels, Passenger, Four per Passenger
Towels, Officers, Four per Officer
Towels, Lavatory
General Stores
Spring Balance
Scales & Weights
Handy Billy
Brooms
Brushes, Bannister
Brushes & Dustpans
Show Brushes
Buckets
Mops
Cuspidors
Dinner Bell
G 12
13
14
15
16
17
18
19
21
22
:
General Stores–Continued
Cork Screws
Knife Board
Table Gong
Deck Chairs
Wicker Chairs
Blotting Pads
Bibles, etc.
Chess Men
Library Books
Printing Press
Clothes Lines
GROUP XXVI—STORES
Carpenter's Stores
Pitch Pot & Ladle
Grindstone & Trough
Mallet, Caulking
Caulking Irons
Cold Chisels
Wood Chisels {
Hand Saw
Cross Cut Saw
Augers
Bitts
Brace
Planes
Adze
Axe
Mallet
Hammers, Hand
Hammers, Riveting
Sledge
Screw Drivers
Wrenches, Spanner
Wrenches, Monkey
Wrenches, Air Port
Wrenches, W. T. Door or Hatch
Wrenches, Cargo Port
Tin Oil Feeders
Water Funnels
Copper Funnels
Hand Pump, Tin or Galv. Iron
Spare Hatch Wedges
Spare Capstan Bars & Rack
Propeller Notice Boards
Smoking Notice Boards .
No Admittance Notice Boards
Passengers Not Allowed Abaft This, Notice Board
Passengers Not Allowed on Bridge, Notice Board
Steerage Passenger, Notice Boards
Instructions for Adjusting Life Preservers
Rail Straightener
Sounding Rods
Flexible Sounding Rods
Gimlets
Oil Stone
Pump Hook, Jointed
Chain Punches
Ring Spanners for Bunker Plates
Ring Spanners for Sounding Plugs
Boatswain's Stores
Tackle, Watch
Tackle, Relieving
Tackle, Luff
Spare Blocks, Assorted
274
HULL SPECIFICATIONS
1
.
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
31
Boatswain's Stores—Continued
Spare Sheaves for Blocks
Snatch Blocks
Cargo Gins
Deck Scrubbers *
Wood Fenders with Lanyards
Cork Fenders with Lanyards
Marline Spikes
Crow Bars
Chain Hooks
Chain Slings
Hair Crate Hooks
Screw Shackles
Pairs of Grip Hooks
Pairs of Case Hooks
Coir Brooms & Handles
Mops
Ballast Shovels
Scrapers, File & Triangular
Painter's Falls
Painter's Planks
Boatswain's Chairs
Pilot Ladder
Bath Bricks
Hand Spikes
Paint Scrubbers
Hand Cuffs
Branding Irons
B 32
33
34
35
36
37
38
39
40
41
42
43
45
46
47
Boatswain's Stores–Continued
Paint Brushes, Assorted
Paint Pots
Squeegees
Scraping Box Tins
Sewing Palms
Sewing Needles
Beam Clamps
White Wash Brushes
Cotton Twine
Hemp Seaming Twine
Hemp Spun Yarn
Seizing Wire
Ratline
Heaving Lines
Set of Tin Measures
Wheel Barrows
Cooper's Stores
Steep Tubs
Draw Buckets
Oak Water Funnels
Boat Breakers
Water Pails
Oval Breakers
Harness Casks
Tar Buckets
275
PLANNING AND ESTIMATING
A TREATISE
DESCRIBING AND ILLUSTRATING
PLANT MANAGEMENT, ESTIMATING, JOB ORDERS,
ORDERING MATERIAL AND RECORDING DATA
AS APPLIED TO
A
MODERN SHIPYARD
TOGETHER WITH
YARD AND SHOP LAYOUTS OF EXISTING SHIPYARDS
AND LISTS OF THE EQUIPMENT CONTAINED IN EACH
BY
STEPHEN M. PHILLIPS
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||Illillllllllllllllllllllllllllllllllllllllllllilllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllliſillſ||||||| |||||}||}||||||||||||||||||||}||||||||||||||||||||||||||||||||||||||||||||||||||||||||
#!
Foreword
This section is intended for the use of all persons interested in the super-
vision of work in a modern shipyard.
The greatest problem of the shipbuilder today is that of building ships
economically and the future of a great many yards is absolutely dependent
upon the manner in which this problem is solved.
During the war the greatest pressure was brought to bear on the ship-
builders to produce tremendous quantities of tonnage in the shortest possible
time. Ships were vitally necessary for the successful carrying on of the war
and time was of paramount importance, the cost involved being a secondary
consideration. Great progress has been made in plant management and many
short cuts have been found for quicker production of ships. Today marks
the period of the greatest development in shipbuilding in the history of this
country. With the coming of peace the cost of production once more becomes
a determining factor and competition has become sharper. Efficiency is the
watchword of the day. This means a demand for greater alertness, aggres-
siveness and capacity on the part of the shipbuilder.
Under these conditions the scientific management of the shipyard plant,
with a view of securing the greatest possible production as a means of reduc-
ing the cost, will be looked to as the best means for accomplishing the desired
results.
There are four important factors in the operation of a shipyard upon
which the output is dependent. They are the System under which it is
operated, the Personnel, the Plant Layout and the Equipment with which it
is outfitted.
A systematic method of doing business, desirable in any enterprise, is
absolutely essential in a shipyard where it is necessary to coordinate the
activities of so many distinctively different branches of endeavor. Under a
good system the work in a yard is handled economically and completed with
dispatch, each operation being performed in its natural sequence without
confusion or delay after which it is passed on to make way for that following.
The quality of the work done depends to a great extent upon the skill and
experience of the persons doing it. A force of skilled and experienced artisans
is essential to a shipyard because it is competent to carry out orders intelli-
gently, perform the various operations more accurately and in less time than
the unskilled, thereby producing a higher grade of work in greater quantity,
two very important considerations.
An efficient plant layout is a point worthy of much thought. A plant
correctly laid out can produce large volumes of work in a systematic manner
with a minimum amount of handling and a great saving of time and money
may be accomplished by an efficient arrangement.
Plant equipment is the final factor which enters into the making of an
efficient shipyard. Good equipment is an advantage which no yard can over-
look. It is the equipment which determines, in a large measure, the output of
the plant. There are two important points to be considered when purchasing
equipment. They are the quality of the machine and the amount of work
which can be turned out with it. Equipment satisfactorily meeting these two
requirements will go a long way toward producing the results desired in the
operation of the yard and money invested in this way is bound to bring the
greatest returns.
In the following pages is described a system for effectively supervising
and following up the work passing through a modern shipyard. Such ques.
tions as estimating, job orders, ordering material and routing work are dis-
cussed in detail, and in addition there are included detail yard and shop lay-
outs of some of the best shipyards in the United States accompanied by
complete lists of the equipment contained in each.
S. M. PHILLIPS.
mummimimilmmilliºl||||||||||||||Willlllllllllllllllllllllllllllllllllllllllllllllllllll
7|
ill
Planning and Estimating
INTRODUCTION
Twº MANAGEM ENT OF THE INDUSTRIAL ORGANIZATION
of a shipyard is a question that has been much de-
bated in past years and to which considerable attention
will be given in the future, as on the proper determina-
tion of this question alone will depend the success or
failure of a good many yards.
Every yard must have some kind of system for carry-
ing out its work, but the system that secures the maximum
production at the minimum cost will determine the most
successful yard.
It is gradually being recognized that a system with a
central office, charged with the administration of all af-
fairs in the plant appertaining to production, is best suited
to a shipyard.
This central office may be called “The Planning and
Estimating Section or Division,” as its functions consist
in preparing estimates and planning the work on a ship
in sufficient detail to carry it to completion with intelli-
gence and without delay.
In order to prepare an estimate for the construction
of a vessel it is necessary that reliable data concerning
the cost and quantity of production in the yard be readily
available. As these data are only secured through proper
planning, this subject will be treated first and the methods
of compiling data for estimating considered next.
Personnel
Twº PLAN NING AND ESTIM ATING SECTION is the nucleus
of the whole industrial organization. Its personnel
should include a Planning Superintendent who is re-
Sponsible for the entire production of the plant, an As-
sistant for hull work, and an Assistant for machinery
work, experienced hull and machinery men for planners,
experienced material men for preparing requisitions, ma-
terial stubs, etc., typists, clerks and messengers, all as
required by the volume of work passing through the of
fice; a Chief Progressman who must be a good all-around
ship man and a progressman, for each shop, as well as
two outside progressmen, one for hulls and one for
machinery.
Why a force of this kind is necessary and the methods
by which they work will become apparent as the article
proceeds.
Job Orders
A”. THAT THE YARD HAS SUCCESSFULLY BID and been
awarded a contract to build a freighter.
The first thing requiring attention in connection with
this contract is the preparation of a set of job orders to
provide for the allocation of charges to certain specific
groups. The reason for this is to secure information re-
garding the cost of the various parts of the vessel for
estimating on future work and comparison with similar
data for other vessels.
The Skeleton Specifications outlined on pages 241 to 275
may be adopted as a standard form for the preparation
of job orders as they are applicable to any vessel.
In these specifications the work necessary to the proper
completion of a vessel has been divided into twenty-six
distinctive groups and each group has been sub-divided,
first into alphabetical sub-divisions of principal portions
or systems of the vessel included in that group, and Sec
ond into the items which go to make up that particular
portion or system.
Job orders are assigned to the items, but in such a way
that the integrity of the alphabetical sub-division and the
group is maintained.
It will be noted that job orders are not required for
every item listed in the skeleton specifications. This, it
must be remembered, is only a guide. The vessel in ques-
tion will undoubtedly not contain every item listed in
these specifications, and then again there are some items
essential to the specifications which are not operations in
the yard and other items which require special mention
in the specifications but will be absorbed or taken with
something else in the job orders.
An instance of the first case is the “Social Hall.” While
a “Social Hall” (Group 9-F) is a necessary adjunct to a
passenger vessel, it would not be considered for a freighter.
“Dimensions” (Group 1-A-1) is an example of the
second case. It is readily apparent that “Dimensions” is
strictly a specifications requirement.
The third case may be illustrated by “Nails” (Group
8-B-3). It is sometimes desirable to state the nature of
the fastenings in T and G decks in the specifications, but
when the work is being done in the yard the nails are
included in the material lists for the deck in question and
charged against the job order for laying the deck.
The detail specifications for the vessel to be built are
therefore studied, and job orders assigned to the items in
the skeleton specifications which are required by the de-
tail specifications. The majority of these items will be
apparent without consulting the detail specifications, but
where any doubt exists the detail specifications should
be referred to.
A job order is a number composed of several terms
grouped together in such a manner as to identify a cer-
tain portion of work performed on a contract. The cost
of all labor and material necessary to the completion of
the portion of the work in question is charged against the
job order assigned plus a given percentage of the labor
cost to cover what are known as indirect charges. The
indirect charges include the costs of administration, cleri-
cal, storehouse, power plant, handling material around the
yard, depreciation of shop equipment, etc., and as all these
enter to a greater or lesser degree in each job done by
the productive force, a percentage basis is worked out
whereby each job bears its share of this cost in propor-
tion to the cost of labor involved.
To allow the cost of any portion of the work on a
vessel to be compared with the cost of a similar portion
on another vessel of the same type, the job orders must
be similar. Hence a “Skeleton Specifications,” such as
that found in the preceding section is invaluable as a
standard form upon which to base the preparation of a
job order schedule for work to be performed upon a
given contract.
In all shipyards it is the custom for identification pur-
poses to assign contract numbers to all work done in the
yard. The first step, therefore, in preparing a list of job
orders is to determine the contract number. For illustra-
tion purposes assume this to be 241.
The contract number having been assigned, the job
orders are made up as follows:
279
PLANNING AND ESTIMATING
Let the first term represent the group number, the sec-
ond term the alphabetical sub-division of that group, the
third term the particular item in the alphabetical sub-
division, and place all these over the contract number.
1 – B – 2
— — Mold Loft Work, would be the job
241
order assigned for all work necessary to be done in the
mold loft for the vessel whose contract number was 241.
2 – A – 27
In like manner — — Shaft Alley, would be
241
the job order for performing all work in connection with
the shaft alley except riveting.
The riveting for the entire vessel would be charged to
2 – F – 1
job order —
241
Some items in the specifications will be purchased by
the shipyard, but job orders are assigned to these items the
same as the others and the purchasing price charged
against the job order similar to the “material” charges
made against other job orders.
As soon as notice is received that a contract has been
awarded, a contract number is assigned and job orders
are issued to the drafting rooms to cover the drafting
work for the vessel and to the mold loft for laying down
lines and making templates. This is done in advance of
the completion of the job order schedule in order to get
a start on the plans, with a view to ordering the structural
material necessary at the earliest possible date, and to get
the lines laid down in the loft and a start on the template
work so that the work of laying off, etc., can begin imme-
diately upon receipt of the material from the mills.
Thus
– Steel Rivets.
Ordering Material
IMULTANEously witH THE PREPARATION of a schedule
S of job orders by the planning section, the preparation
of structural material schedules is undertaken by the draft-
ing room.
The preparation of material schedules is a most im-
portant and difficult problem and there are several salient
points in this connection.
To start with, it is necessary to order material as early
as possible so that by the time the detail plans are made
and issued to the yard the material necessary to proceed
with the work will have been delivered from the mills. It
generally takes at least ninety days from the receipt of
material orders for the steel mills to begin making de-
liveries so that it becomes at once apparent that the great-
est speed possible is desired in getting the orders off.
The material, however, must be ordered to sizes that
will work into the vessel with the smallest amount of
waste and in order to determine these sizes it is necessary
to make plans for the various portions of the ship. These
plans or what may be called skeleton drawings are made
as simple as possible, all information not essential to the
ordering of material being omitted and single lines being
used to represent stiffeners, etc., wherever possible. Such
information as location and size of butts and seams, weight
and size of plates, size and length of stiffeners, bounding
angles, clips, etc., is necessarily included. Figure I shows
a skeleton drawing for a water tight bulkhead from which
the material may be listed.
These skeleton drawings should be carefully numbered
and kept as they may be used later for the finished detail
plan by adding the further information necessary for the
yard to do the work.
Upon the completion of the skeleton drawing it is sent
$)
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Fig. 1–Rough Pencil Drawing for Determining Material Required





280
PLANNING AND ESTIMATING
to the checker who checks the material as shown and
lists it on the material schedules. The material schedules
are then checked and if found correct are ready for send-
ing to the mills.
Every advantage should be taken of duplications wher-
ever possible. For instance, in the parallel middle por-
tion of a cargo ship there will probably be one or more
bulkheads which will be similar. One plan may be used
for ordering the material for all of these. The floors,
frames, webs, etc., will probably be similar for a certain
number of frames and these may be ordered from a type
plan. All these tend to reduce the work necessary for
ordering material and consequently the time.
The material is divided and ordered on two forms, one
for plates and one for shapes.
Figures 2 and 3 represent typical schedules of material
and the material listed in that required for the bulkhead
in Figure 1.
Distinctive marks are assigned to the plates and shapes
entering into the hull and these marks are put on the
finished plan and are listed on the material schedules.
The mills are required to mark the material in accordance
with the marks on the schedules and in this way the iden-
tity of a piece of material is never lost. This method has
proved very satisfactory for shipbuilding, as each piece of
material is ordered to fit in a certain place and the mark-
ings insure it being located in the place intended without
confusion or loss of time.
It will be noted that the dimensions of the various plates
and the length of the shapes as given on the material
schedules are greater than those given on the skeleton
drawings. This is due to the fact that it is usual to make
an allowance of 3%" on the width and 1" to 3" on the
length when ordering plates and 1" to 3" on the length
when ordering shapes. n
Attention is invited to the fact that two different shapes
are included on the schedule for shapes shown in l’igure
3. In actual practice this is considered bad form and is
never done. Separate schedules should be made up for
different shapes such as angles, bulb angles, channels, tees,
etc., and the sheets numbered in such a way that lists of
a certain shape are contained on a number of consecutive
sheets. This rule was not followed when listing the above
material on account of the small amount of channels listed
and also in view of the fact that the principal purpose of
the figure is to show the form used and the manner in
which the material is listed.
Plates of irregular form are called sketch plates and
except in the case of a straight taper for the entire length
of the plate on one or both sides, are represented on the
material schedules by a sketch showing the shape required
with the necessary dimensions for cutting it. Plate BHD.
108–1 is a sketch plate. A tapered plate is designated by
giving the two widths in the proper column and stating
"taper one (or both) sides” in the remarks column.
Skeleton drawings can be made for use in ordering
material for the entire vessel except the shell and in
Some cases the inner bottom where this extends up the
sides of a vessel to a deck as has been done in some of
the modern passenger vessels. The shell plating, and
inner bottom, if necessary, is lined out on a half model
of the vessel, and the sizes of the plates lifted from this.
The rivets are ordered for the entire vessel in rods on
a schedule for shapes where a yard is equipped for making
its own rivets, or on a schedule similar to Figure 4 where
they have to be purchased, the quantities being estimated
from the skeleton drawings and an allowance of about
10 per cent. being added to allow for bad rivets (rivets
not driven properly, necessitating cutting out and redriv-
ing) and burnt rivets.
Upon the completion of the schedules of material they
should be sent to the planning section for transmission to
the mills.
The preparation of the material schedules for the struc-
tural material requires the making of drawings as hereto-
fore mentioned and therefore can naturally be handled to
better advantage by the drafting room, but this is not the
case with anything else and all other material should be
taken care of by the planning section.
Having disposed of the material for the structure of
the vessel, the planning section proceeds through the skele-
ton specifications noting the various items to be purchased,
such as stem, stern frame, spectacle frame, struts and other
large castings or forgings (if the yard is not equipped for
making them), piping and tubing for stanchions, bilge and
ballast, sanitary, steam and other piping systems, auxiliary
machinery, pumps, lumber for blocking and staging, decks,
etc., anchors and chain, boats and handling gear, rigging,
articles of furniture, equipment, etc., preparing orders for
securing such of this material as can be ordered right off
and making note of that necessary to be delayed pending
the development of plans, in order to provide same in
ample time for making the installations aboard ship when
that particular portion of the work is reached.
In this connection special attention should be given to
the ordering of heavy castings such as the stern frame,
spectacle frame, struts, stem, etc. There is almost invari-
ably a considerable amount of delay in getting these cast-
ings, especially when purchased outside, and for this rea-
son the necessary plans should be made and the castings
ordered as soon as possible after the completion of the
schedules for structural material.
The work accomplished by the planning section in pre-
paring the orders for material is performed subject to the
approval of the Naval Architect, as he, representing the
engineering divisions of the yard, determines the specifi-
cation requirements of the material and equipment going
into the ship.
The actual placing and handling of orders is assigned
to the purchasing agent and is also subject to the approval
of the Naval Architect.
Material received in the yard before it is required for
working into the vessel is placed in store until such time
as it is needed, when it is stubbed out to the craft using it.
This is the ideal state which all yards strive to reach,
i.e., to have the material in the storehouse when the work
is ready to be undertaken.
Planning
HE Job ORDER SCHEDULE BEING COMPLETED and as much
as possible of the material ordered, the next step
is the planning of the work through the shops and the
routing of material in order to derive the best results
from the yard forces and equipment.
To accomplish the best results it would be well to es-
tablish a standard form that could be applied to any ves-
sel, listing the sequence of the various units entering into
the vessel and then planning the work in such a manner
that the units will be undertaken in the proper order.
Such a form would be as follows:
Keel (Vertical and Flat)
Stem
Stern Frame
Bottom Plating (Plating to Turn of Bilge)
Floors and Keelsons
281
PLANNING AND ESTIMATING

|--------------------- 8%" –––––––––––––––––––––.>
PR NTS ISSUED SHEET NO. —x
TO WHOM I DATE INO HULL NO. 24 | REQUISITION NO. |
SHIPBUILDING CO. TMATERTAL |
NEW YORK, N.Y. º |
SCH EDULE OF PLATES a-z-z-z & |
NAAD E 3.Nf ce---A-z-i- |
CHECKED BY DATE © |
3-y
A PPP OV E D |
N AVA L ARCHITECT
M A P K No. of DIMENSIONs | WEIGHT IN POUNDS
*Hººlº, Inc., hººks
- W. T. BHD 108 |
B HD-10-8-1 || 2 || To | SKETCHI 19.) | 707 || 14-14-
K- +-A-?" -#- 371-3 |
A i. |
s ( NO |
§e B, HD, IO8-| —#
| § - |
| Nſ) |
| | |
Y —Y-
--|--- Ss ----->
BHD-108-7 || 1 ||14-4"|44% X41%| |0.0|| ||07 || | |02 |TAPEKONE SIVE
• 3 || | ||25+ 10"|44%X47#| |0.0|| |047 | \(,47 || 1 || W f
ſ a 4 || 7 ||4–7"|63 K 65 || || 4 || 1088 || Z 7%| W }) \) T
ſº * 5 || | |29–3|| 72+ || 4 || ZZZ0| 2220 |
lº | 6 || | ||7-9" | 72+ || || 4 || 150 || |50] |
ſ'ſ * 7 || 1 |17| 9 || 624 || ||73 || ||34 || $4
u 8 || | ||26'-3"| 62% | 11.8 || ||75|| ||75|| |
9 || | |24'-3"| 40% 17.8 || 1304. I304
|| | 10 | 17'-8"| 4.6% 17.8 313 378 |
n n || | | |72-9"| 6 || 4 || ||.5 | 1340| 1340
| | 17 | | | | 3'-9" (, | + || || 5 || | |04 || | |04. |
w_n 12 || | ||2-10" (, | + || ||.5 | T 55| T55 i
!! a 14 || 1 ||7-9"|50x54 || |02 || 57] 5T || TAPE*R ONE SYDE: |
* || |B | | | 18- |0|50x0% | |02 || 95.5 953 w it w
| n \(o || | 771-10' 30 x 6, 2 | |07 || 1097 100T \\ |W ſ |
" . , 17 | | | ||+?"| 32 || 2041 013 || 0 |3| SHE-- BKYS
|
T4TAL | 21,005
|
|
|
|
|
|
—%
Fig. 2.--Typical Schedule for Ordering Plates
282
PLANNING AND ESTIMATING
Fig. 3.—Typical Schedule for Ordering Shapes
* -- ––––––––––––– — — — — — — — 8/4" --— — — — — — — — — — — — — — — — — — ->
"PRINTST5EUE5 SHEET NO. ITF
Towhow.TDATETNo. HULL N0. 241_ REQUISITION NO. |
SHIPBUILDING CO. MATER1Ai-
— NEW YORK, N.Y. * ~2.< |
*— S C H EDU LE OF SHAPES cº-º-e £3. |
*- NMA DE BY J.
*--— CHECKED BY DATE - mº - « »
*--—— A PP R O V E D . ~%
*--— NAVAL ARCH ITECT |
NO. OF D IM E N S I O N S W El GHT IN POUNDS |
—" A R K shAPilºs Hº ºrslīlī; |GRoss R E M A R KS
^--— W.T. B.H.D. 108
thD-100- 1 || 4 || 1 || 33-4"| 5 × 5 || 7 | B40. 540| B'DRY ANGLE |
| " " ? | 4 || 1 |23'-9"| 5 × 5 || 10.7 || 335| 770| || M & 30SOM PCs
| | | 3 || 4 || 7 ||3|- W 5 × 5 | |0,1] 307| 614 m |
| " . A Z | | || 23–10] 2 × 2 | 835 | 198| 198| It m
S Z | | ||25–1"| 3 x 2 | 8.3| 2 |5|| 7 || 5 || | |
" || 0 || 4 || | | 27'-0"| 3 X 3 || 33| 274 Z24 m lſ |
a n T | Z | | | |3'-5"| 3 x 3 || 3.?] 153| || 53| a | |
n u & | Z || 7 || 9–7"| 3%. K3# | 9.8. 94| |88 || a !
4 9| Z || 7 || 3–3"| 3%. Kºź | 9.8| 35] 170| w_ |
u |0| A. | | | 20-A º X 2 || 83 || 2 |9| ZI 9|_i. Ül |
_* * || || Z | | | 22}-T"| 3 × 3 || 33| 190| 196B'DRY ANG+ = !
"_w_12 || Z | | | 29–3"| 5 × 2 | 9.8 281| 287|Yo CUT-STIFF K.
–– iſ 13 4- 3 | 91-A) 5 X 2, 9.3 189 50T \\ | W T
n_1, 14 || Z | 6 || 10'-0"| 5 × 3 || 9 & 180|| 558 W I W |
| " u 15| A || 3 | 18-All 5 × 2 | 93] 180| 540 ( , , |
| " n |0| A || 4 || |8-0|| 2%%%: | 9.8 lT0| 704 m n CLIPS |
- " " |T| 4 || 3 ||5-0" (, ; G |12|| 796|| 388 n " " |
– " " [8] At | 19 ||3–0|| 178%33% |31 || 589|ll, 19 \| STIFFENERs |
—" " 19| P: || 2 | 20-1||113.3%x3%|32 || 684|1,368 Y |
T--- —H·-T- |
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~ |
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T- |
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283
PLANNING AND ESTIMATING
8%"-----— — — — — — — — — — — — — — -** *=º sº.
* = *= *= <= * = ** = ** = summa = -s arms am me.
PR 1 NTS | SSU ED SH E ET NO.
WHOM E | DATE | NO. HULL N O. REQUISITION
SH | PBU LD 1 N G CO. MATER 1 AL
NEW YO R K , N.Y. ſº
<-2,
S C H E D U LE OF R IV ETS ~e?…~~ %
M A D E BY
CHECKED BY DATE
A PP ROV E O
NAVAL ARCH ! TECT
TYP E O F O | A M ETER L E N GT H NUM BER of
H E A D 1 N \ N. C. H. ES | N 1 tº C H ES LBS. REQUIRED R E M A. R. KS
Fig. 4.—Typical Schedule for Ordering Rivets

284
PLANNING AND ESTIMATING
Tank Top
Side Framing
Stringers
Side Plating
Bulkheads
Girders and Pillars
Decks
Hawse Pipes
Stern Tubes
Struts
Guards and Fenders
Bilge and Docking Keels
Sea Connections .
Foundations
Hatches, Manholes, Doors, Skylights and Scuttles
Ladders
Air Ports
Rudder
Deck Erections
Rail and Awning Stanchions
Launching -
Masts and Rigging
Ceiling
Auxiliaries
Steering Gear
Bilge and Ballast Systems
Oil Piping
Plumbing
Heating System
Electric Lighting
Interior Communication
Ventilation
Refrigerating Plant
Painting
Furniture
Storerooms
Deck Covering
Boats and Boat Gear
Outfit
Canvas Work
Upholstery
Equipment
Stores
While the above form is a guide to the sequence in
which the structure of the vessel will be erected, and
while the work must be ready for fabrication or installa-
tion in that order, it must be kept in mind that there are
many different shops in the yard and that these shops
should be started on the particular work for which they
are adapted as soon as possible, whether the work they
turn out is immediately needed or not. An example of
this kind would be as follows:
The doors, hatches and manholes might not be needed
for some time, but as soon as the plans become available
for this unit the work on the fittings may be proceeded
with, thereby providing work for the blacksmith, pattern,
foundry, machine and galvanizing shops. The completed
fittings may then be turned into store in the plate and
angle shops and as soon as a portion of the force in that
shop becomes available, the plate and angle work can be
undertaken, after which the completed unit is turned into
general store until such time as it is required for instal-
lation aboard ship.
It has been stated in the preceding article that skeleton
drawings were essential to the ordering of material. It is
quite evident that in order to make these drawings a line
plan must have been first developed from which to de-
termine the form of the vessel for which the material was
to be ordered.
One of the duties of the planning section is to keep in
touch with drafting work so that as soon as the line plan
for a new vessel is completed in the drafting room, prints
may be issued to the mold loft, in order that the lines may
be faired on the mold loft floor and templates made for
the first units listed in the building form, so that when
the material arrives from the mills the yard is prepared
to immediately work it into the ship.
There are, therefore, three important duties relating to
the preliminary.work on a new vessel that the planning
section should keep in mind, as they will apply to any
vessel to be built. They are as follows:
Issue job order for drafting work.
Issue job order for mold loft work.
Order material.
These three duties, having been properly attended to,
the work embodied in each unit listed on the building
form is planned as soon as the yard drawings are com-
pleted by the drafting room. The auxiliary job orders
are then ready for issuing to the yard and this is done as
soon as the material necessary for carrying out the work
becomes available.
From this point on is where a system is required more
than any other place in the plant organization. The prob-
lem of carrying out the work in such a way as to keep
all of the shops producing the maximum, co-ordinating the
activities of the various shops with a view to avoiding
confusion and at the same time following each particular
job through each shop watching out that it keeps moving,
that only proper charges are made against it and that it is
closed out when the work is completed, is one of the
hardest that a shipbuilder has to solve.
The following has been developed with a view to sup-
plying a system that will be simple and that will apply to
any kind or type of job with a minimum of paper work.
A planner is assigned to plan a certain job. He ana-
lyzes the work to be done, separating it into the various
operations necessary to complete it. These operations are
written on a standard form and issued to the shops which
are to perform them.
The work of the planning section is then taken up by
the progressmen in the shops. This consists in seeing
that the material necessary for the shop to proceed with
the work is on hand, that the job is assigned and that the
work is pushed to completion so far as his shop is con-
cerned, keeping in constant touch with the progress of the
work and reporting any interferences that occur to the
Chief Progressman.
In illustration of how this system works out in prac-
tice the following jobs are a fair example:
2— A — 11
Job order — — — Structural Bulkheads.
241
(Covering the cost of all work in connection with the
structural bulkheads for the vessel whose contract number
is 241, except riveting.)
13 — C – 1
Job order ——— — Bilge and Ballast System.
241
(Covering the cost of all work in connection with the
bilge and ballast system for the vessel whose contract
number is 241.)
Assume that blueprints of W. T. Bulkhead No. 108
(Figure 5) and the Independent Bilge Pump Suction
Manifold (Figure 6) have been received by the planning
285
PLANNING AND ESTIMATING
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3°//arge-
W.T. BULKHEAD #108 LOOKING FORWARD
Rive:TING SCHEDULE
A.OFI SPACING
DESCRIPTION LAP ºverſiºſ IIT REMARKS
- | 50//eaz Azºe Zap_ 24"|3.37 EZZ T2%
| " " " Ż"|34"|4% |3%
* Awſ/ " |2%"|3%"|4% |2%
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" " " | |3%"| 7 ||3% |753%/9/*
Backet C/2s ſo She// || 7%"| 5 |4%
-- -> -- ºw-heavy %;"|4% |2%
Fig. 5–Plan No. 1051–W. T. Bulkhead No. 108. Typical Working Plan as Issued to Yard
section from the drafting room. Figure No. 5 is the same
bulkhead for which the material orders were prepared
in the preceding article and the skeleton drawing shown
in Figure 1 has been completed for issue to the yard as
shown in Figure 5.
The planning superintendent receives the drawings and
assigns one of his men to plan the work embodied on each.
Upon receiving a drawing and instructions from the plan-
ning superintendent, the planner analyzes the job and plans
it, writing out the instructions to the yard forces which
are necessary for carrying out the work. These instruc-
tions are written in such a manner that each operation
will be a unit by itself. The operations are then typed on
the standard planning form. Serial numbers are given
to the operations on the rough copy and these are placed
after the third term of the numerator in the job orders
as listed on the standard form. Sometimes the work
shown on a drawing is only a part of a large system. In
these cases the serial numbers of the operations are con-
tinued from the portions of the system which have been
previously planned. Such a case is shown by the plan of
work for the Independent Bilge Pump Suction Manifold.
A required number of these plans of work are made and
they are then cut up and the operation instructions or
auxiliary job orders are issued to the yard. Usually
about six copies will be required and if the standard
forms are made of thin, tough paper, as they should be,
it will be an easy matter to make five good carbon copies,
thus providing a sufficient number of copies in one opera-
tion.
The carrying out of the above is very simple, as is
demonstrated by the plans of work shown in Figures 7, 8,
9 and 10.
The rough plans of work having been written out by
the planner as shown in Figures 7 and 8, they are given
to a typist for copying on the standard form. Six copies
















286
PLANNING AND ESTIMATING
8-53'2/a. Sºva's on
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| DETAIL OF 3/2"
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* C --- § ić] Tº
§ 3.3, {{**** { *śs=={R -x-x// ... Nº sº ź yº
§ s n SS- º- zº º
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§ { #4% A* \, ( ://gº ". *\}} : º betanoº" *... . . .
§ A\| A \º 5/8 tº \riº" ºf NAME PLATES £-35%, pa--
§ SS -- $33. |N.W..Jºžňs
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§ s - º º: - - - - - º *… - Ž - > - § { X -
§ 5. - -- rº-ſº" / L-1-1- -
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§ º – #4%re: > || - Sef screw mus:
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A - #4;3– s \ +–7. face. Sea#anay from |
Rºss ***.-- Rº (T. - s wa/ of manifo/a/ I |
* . . Sº Q 2S3 º *-45° |
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*e. \º: SECTION ON A-B-C
2 2.
O O O 4-/e".72/07/ea Aſ2/e
on 7/)2A)?ch Circ/e
MATERIAL FOR ONE MANIFOLD
§: No. Pc. No.
A O. Pcs. Name Material No. Pcs. Name Material
; 1 Manifold Body Cast Iron 11 3 WA" Pointed Set Screw Steel
2 2 Bonnet Cast Iron 12 1 Stop Valve Spindle Cast. Mang. Bronze
3 2 Yoke Cast Iron 13 1 Check Valve Spindle Cast. Mang. Bronze
1 Stope Valve Disc Red Brass 14 4 34” Standard Nuts Brass
4 1 Check Valve Disc Red Brass 15 2 %" Standard Nuts Wr’t Iron
§ 2 Valve Seat Red Brass 16 16 5%" Standard Nuts Wr’t Iron
7 2 Valve Gland Yellow Brass 17 1 Name Plate 1/16" Sheet Brass
2 6" Handwheel Cast Iron 18 1 Name Plate 1/16" Sheet Brass
§ § 5%" Yoke Studs Steel 19 1 3/16" Dia. Split Pin Brass
10 § 5%" Bonnet Studs Steel 20 1 %" Pointed Set Screw Steel
4 / " Gland Studs Steel
Fig. 6-Plan No. 1411—Independent Bilge Pump Suction Manifold. Typical Working Plan as
Issued to Yard
































287
PLANNING AND ESTIMATING
DATE /3/4. ROUGH PLAN OF WORK J.0.2 = A-Z
2 <!-/
Jze, ezºva & 3.46.4.224 – vy 7, 44.4 °zee
OpER- GNIZANC
AT I O N | SHO P OF | NSTRUCT | ONS
º FOR E M A N
NO
zº. sº
Fig. 7–Rough Plan of Work for Bulkhead No. 108

288
PLANNING AND ESTIMATING
DATE /4/22 ROUGH PLAN OF WORK J.O. *:::=%
a-24 ×32&_& - g /~% ºczºv
O PER- OGNIZANC
AT 1 ON | SHO p OF | NST RUCTIONS
NO. FOREM AN
/3 ºzzº, co-
Fig. 8-Rough Plan of work for Independent Bilge Pump Suction Manifold


289
PLANNING AND ESTIMATING
K
1/3/20
DATE Auxiliary JoB order No. # = Asiru - A |
W. T. Bhd. 108 - Shape and Bevel
Bounding angles as per templates furnished by mold
loft .
Shipfitter
POR EMAN
DATE iſ 2/39 *—“sirº–4
AUXIL ARY JOB ORDER NO.
W. T. Bhd. lò8 º Lay Off
Bounding angles, stiffeners, bilge angles and clips
as per templates furnished by mold loft.
Fosemanshipfitter Plate & Angle SHop
Dare M8/20 AuxiliaRY Joe ORDER No.3—“sirº—º.* > *: ll - 3
W. T. Bhd. 108 - Lay Off
18 plates and 8 brackets as per templates furnished
by mold loft.
Foreman Shºpfºtº Field SHop
co
- 2 – A – LL - 4
Dare 1/2/30 Auxiliary JoB order No. 2
W. T. Bhd. 108 - Punch and Shear
Plates, bound ing angles, stiff eners, bilge angles,
clips and brackets; flange brackets. Send to way
#4.
For EMAN Shipfitter Plate & Angle SHop
Dare 1/3/20 – AuxiliaRY Joe ORDER No.4–4–5;}=*
W. T. Bhd. 108 - Bolt Up
in accordance with plan #105l.
Forenaar Shipfitter Field SHoP
2 - A - il - 6
DAre l/8/29 Auxiliarx Joe order Noš—“grº-3
W. T. Bhd. 108 - Calk
and make water-tight •
Foaemas Shipper and calker Ship SHop º
*=== ſº - —Y.
Fig. 9–Finished Plan of Work for Bulkhead No. 108
of each are required to allow for distributing the auxiliary
job orders as follows. One for the Planning Section files,
one for the Superintendent in charge of the work, one for
the Chief Progressman, two for the Craft Foreman (one
being retained in the foreman's office and the other given
to the man in direct charge of that portion of the work),
and one to the Shop Progressman. Figures 9 and 10
show the standard forms as they appear upon leaving the
typist.
The copies of the standard forms are now cut along the
heavy lines between the auxiliary job orders, the auxilia-
ries intended for each foreman being clipped together and
dispatched to his office via the planning section messen-
gers who make hourly trips to and from the yard. There
are three copies of each standard form which should not
be cut up. These three are the copies to the Superintend-
ent in charge of the work, the Chief Progressman, and
the copy for the Planning Section files. It is obvious that
these copies should be kept intact as they will be used
by persons interested in the job as a whole rather than in
an operation.
Immediately upon the receipt of the auxiliary job orders
the shop progressman notes whether the necessary material
is on hand and whether the work to be done in his shop
may be undertaken immediately or must be delayed pend-
ing the completion of preceding operations in other shops.
If the work may be undertaken immediately, he confers
with the man who is to supervise the work in the shop
regarding his ability to make a start and issues the neces-
sary material where a start is possible.
He then follows the progress of the work through his


1/2/2
DATE /2/20 AUX|Ll ARY JOB ORDER NO. *—“sirº–3.
Bilge Pump Suction Manifold
Make or draw from store patterns for castings
listed in bill of material on plan #14ll.
Send to foundry.
Fore MAN Pattermaker. Pattern shop
13 - C - 1 - 52
DATE */ē/80 AUXILIARY Joe ORDER No. 2
Bilge Pump Suction Manifold -
Cast Portions of bilge manifold listed in bill
of material on plan #14ll (10 castings). Send
patterns to pattern storehouse; tag castings and
send to machine shop.
Fore MAN – Molder Foundry S.Hop
- C - l - 33
Auxiliary Joe oader No.”—“sirº–º
Bilge Pump Suction Manifold -
DATE l/ 2/ 2O
Machine castings delivered from foundry (10 cast-
ings) and manufacture additional parts listed in
bill of material on plan #14ll. Assemble, tag, and
send to outfitting storehouse, taking receipt there-
ſor.
Fore MAN Machinist Machine Shop Shop
Fig. 10–Finished Plan of Work for Independent Bilge
Pump Suction Manifold
2
90
PLANNING AND ESTIMATING
shop, reporting any irregularities to the Chief Progress-
man, and seeing that it is accomplished without loss of
time and passed on in accordance with the instructions
contained on the auxiliary job order; also that the auxil-
iary job order is closed out upon the completion of the
work called for.
The material for each job should be on hand before or
about the time that an auxiliary job order reaches the
shop. Where such is not the case, the Planning Section
should be immediately notified so that the delay can be
investigated and deliveries expedited.
This brings up the subject of routing material, a dis-
cussion of which follows.
Routing Material
HERE ARE Two GENERAL CLASSES OF MATERIAL used in a
shipyard, i.e., material ordered and used for a defi-
nite purpose, and material ordered and used as stock.
It is obvious that a successful shipyard cannot antici-
pate its needs for any specific material, as rush jobs in
the way of alterations and repairs are constantly springing
up for which the material must be on hand. For this
reason many yards carry a stock supply of general shapes,
plates, fittings, bolts and nuts, rivets, lumber, etc., that
enter into the construction of a vessel. There are many
advantages in having a good supply of stock material and
where such is the case the planning section in preparing
orders for material such as fittings, goes over the stock
list with a view to securing this material from general
N1 AT E R AL SH EET
WO R D IN G OF J O B O R D BR
M|AUY. QUA T E R
U. REQU
N. O. NO. NO. T TY | UN | T SHOP | FROM ST O Wº E
stock. Where the needed material is found in stock it is
reserved on the proper job order and new material or-
dered to replace it. Hence any delays in deliveries are
transferred to the general stock and the work on a specific
job order can proceed. This is often the case and many
times a job is proceeded with and finished before the re-
placement material arrives.
With the exception of hull plates and shapes and heavy
castings or forgings, the material upon being received in
the yard is inspected and then stored in material store-
houses until such time as it is needed.
Plates and shapes are usually stowed in the open to
allow the mill scale to rust off by the time it is needed for
fabrication.
The plate and angle racks should be in the vicinity
of the plate and angle shop, and as soon as the material
is received and inspected it should be placed in the racks
and signed over to the progressman in this shop, who will
issue it to the yard when the work for which it was
ordered is undertaken.
It is therefore not necessary for the planning section
to prepare material sheets for material such as plates or
shapes as the progressman of the plate and angle shop
has already received these.
Where the material necessary is in the storehouse or
is to be drawn from stock, however, it is necessary to pre-
pare a material sheet, listing the material necessary to
carry on the work. Copies of these material sheets are
made as follows: one for the material section, one for
JOB 0 RDER NO.
PLAN N E R DATE
NAME OF Finish ED REM ARYS
~Y
Fig. 11—Material sheet


291
PLANNING AND ESTIMATING
the progressman of each shop that material will be de-
livered to and one for the Chief. Progressman.
The material clerks, upon receipt of the material sheets,
make out duplicate stubs for the material under the vari-
ous storehouse divisions, forward one stub to the store-
house, filing remaining stub and material sheet in the
planning section files. The storehouse men, upon receipt
of the stubs, deliver the material called for to shops listed
on the stubs. When the material is delivered to the shop
intended, the progressman of that shop receives it and
signs the stub which is returned to the storehouse for
filing. The storehouse man, upon receiving the stub
signed by the progressman, enters that material in his
books as having been delivered and makes proper charges
for it against the auxiliary job order listed on the stub.
The forms used in connection with the issue of material
from the storehouse are shown in Figures 11 and 12.
6"---— — — — — — — — —-
--->
N/1 ATER AL STU B
to Ar ºf
TO :-
STO RE NA A N
3 U 1 \, D M N G, N. O. P LOO Q.
O E LIVER Nº. ºf E R A. L T STE O BE LOW TO PLACES
DESIG N AT E O , ºf A KE RECEl PT . A N D ENTE P C H A R G E S
PO Q S A M E A G A N ST JOG O R O ER NO.
M AT = R \ ^ - C. LERY
DEL!VEQ TO
Nºt A T G R A U.
A BOV E M AT E R A L R E CEV E D
SHOP
5 H Op
SHOP
Stº O ſº
Fig. 12–Material Stub
Estimating
T HAS BEEN SAID that a man becomes a master workman
I when he is able to prepare reliable estimates.
Ability to estimate is acquired only by long experience
supplemented with reliable data collected from work
actually performed. These data in order to be of any value
must be properly segregated and compiled in such a man-
ner that the information relative to the cost of principal
portions of a ship's structure, the various heavy castings
and forgings, piping systems, joiner work, decking, etc.,
will be readily available for use in assisting the prepara-
tion of estimates for contemplated work. The “Skeleton
Specification” preceding this section furnishes an excellent
form for listing this information and as the job orders are
prepared from this same form the work involved becomes
a matter of summing the charges made against the aux-
iliary job orders and listing them on a blank form of the
specifications.
In listing the cost data on the specification form the cost
is entered in several ways. The total cost is always de-
sirable and in addition the cost per pound or unit. Where
the cost per pound is used, the weight also is necessary
and full information can conveniently be listed as follows:
Group II
A 1 — Keels, flat and vertical — lbs.- total cost.
— cost per lb.
This method of recording the weight of principal por-
tions of a vessel is also an advantage in that it provides
a fund of valuable information, which is readily available,
for use in preparing the weight estimates for new designs.
In the case of units, the total cost and unit cost are listed.
There are some portions of the work for which it is not
feasible to attempt a reduction to unit cost or cost per
pound. Estimates for these portions are generally pre-
pared by skilled estimators who work up the cost for each
specific case to suit the proposed installation. The total
cost, for purposes of comparison, is all that it is necessary
to list in cases of this kind. The steam heating, or plumb-
ing system, is a job of this nature.

The following gives an outline of the principal divisions
for the hull and the basis on which the cost may be
listed :
Division Basis on Which the Cost
May Be Listed
Main structure such as hull, Cost per pound
tank top, framing, decks,
bulkheads, etc.
Heavy castings and forgings Cost per pound
Hull fittings, hatches and
skylights
Ventilator cowls, mushroom
tops, and turning gear
Ventilation system (blow-
ers, trunks and ducts)
Ventilation trunks (straight
trunks from cowls)
Masts, booms, derricks, etc.
Rigging
Canvas work
Wood decks and ceiling
Wood deck houses, etc.
Furniture
Upholstery
Refrigerating, steam heat-
ing, plumbing, and oil pip-
ing systems, anchor gear,
deck machinery and steer-
ing gear.
Boats or rafts and outfit
Chocks, davits, etc.
Boat cranes
Equipment
Cost per unit
Cost per unit
Total cost for purposes of
comparison
Cost per foot in length for
various diameters
Cost per pound for steel
Cost per unit for wood
Total cost for purposes of
comparison
Cost per square yard
Cost per square foot or yard
Total cost for purposes of
comparison
Cost per unit
Cost per unit except in case
of carpet, which can be
taken as cost per square
yard
Total cost of each for pur-
poses of comparison
Total cost of each size boat
or raft and outfit
Total cost of handling and
stowing arrangement for
each size boat or raft
Total cost of boat cranes
of different capacities
Cost per unit
292
PLANNING AND ESTIMATING
Electric light plant and in-
terior communication
Cement, tiling, linoleum,
etc., and painting
Galley and cook's outfit
Cabin stores
Cutlery and plated ware
Crockery and glass
Bakery outfit
Linen, bedding, etc.
General stores
Carpenter's stores
Boatswain's stores
Cooper's stores
Total cost for comparison
Cost per square foot or
yard
Total cost for comparison
Total cost for comparison
Total cost for comparison
Total cost for comparison
Total cost for comparison
Total cost for comparison
Total cost for comparison
Total cost for comparison
Total cost for comparison
Total cost for comparison
A special file is kept for filing these forms and in this
manner a fund of information is always available for use
in preparing estimates of cost for new designs. This file
should be divided so that the cost data for vessels of a
similar nature and within certain limits of size are kept
together, thus insuring the most efficient use of the data
on hand. The reason for separating these data by types
and sizes of vessels may be made clearer by the following
example. Suppose there are being built, side by side, a
car float and large cargo vessel. On the bottom of the
car float we could pick out a plate, say 30'—0" x 66" x 10#,
and we could probably find a plate on the bottom of the
cargo vessel that might be 30'—0" x 66" x 20%. These
plates are both 30–0” long by 66" wide, but one is twice
the weight of the other. The cost of laying off, punching
and shearing these plates will be about the same for each
one. Were this cost to be divided by the weight of each
plate, it is readily seen that the cost per pound of laying
off, punching and shearing for the car float would be twice
that for the cargo vessel. Hence it is at once apparent
that the cost per pound for this work gathered from data
on building the car float would be entirely inapplicable
for use in estimating on the cargo vessel and vice versa.
Were another car float to be estimated the information
relative to the previous one would be very desirable and
the same would apply to the cargo vessel. It is necessary,
therefore, to carefully divide the files in the manner enum-
erated above, as this method insures the most reliable
results.
The method of estimating a vessel's structure on a cost
per pound basis has often been severely criticised and
methods advanced to replace it which were based on cost
per square foot for laying off plates, cost per running foot
for laying off angles, shearing plates, chipping and calking
and planing; cost per 100 holes for punching, reaming,
drilling, and tapping; cost per 100 rivets for riveting.
This method is an ideal method for securing data from
which to determine rates for piece work and it should be
noted that the method of planning the work through the
yard is such that it is possible to secure it whenever de-
sired by merely stating on the auxiliary job order that the
total nun:ber of square feet of plates laid off, or the lineal
feet of angle laid off, plates planed, number of holes
punched or drilled, etc., is to be stated on the auxiliary
iob order when the job is closed out. This makes the
progressman responsible for furnishing the information
desired and the cost can be easily worked out from the
total labor cost charged against that operation.
The old method is just as reliable if properly segregated
and filed, however, and permits the completion of an esti-
mate on new work in much less time and with a great
deal less work.
A specification form used for listing data in accordance
with the foregoing will insure reliable information con-
cerning the cost of performing work in the yard and if in
addition to this the market conditions, affecting the cost
of the many things that are purchased outside, are kept
constantly in touch with the preparation of estimates be-
comes more of a fact than a guess.
Plant Layout
HE BENEFIT's DERIVED FROM AN EFFICIENT SYSTEM of plan-
ning and routing work will be very much greater if
the idea of maximum output with the least handling has
been followed in a shipyard plant layout.
Plant layout, therefore, is a factor in the shipbuilding
industry which is of vast importance at any time and at
the present time in particular. It is a subject which should
be studied very closely where a new yard is to be built or
where a reorganization or rearrangement of an existing
yard is contemplated as any efforts expended in this direc-
tion will be more than compensated for in the increased
production and economy resulting therefrom.
At the present time there are many shipyards which
have been built during the war and as most of these yards
will undertake to stay in the business, it appears certain
that the shipbuilding world is approaching a period of
competition keener than any ever before experienced, and
it will be during this period that plant layout will count
as never before.
The ideal condition is reached in a plant layout when
the material is received in the yard and passes constantly
forward from the storehouse through the various shops
necessary for preparing it for installation and thence to
the ways, repair dock or wherever its ultimate destination
may be. The arrangement should be such that the work
is constantly moving ahead, the shops being arranged in
the sequence of the work they do and the machines in each
shop also arranged so that work received at the rear end
of a shop will pass through in the sequence of the opera-
tions to be performed, reaching the front end in a state
of completion so far as that shop is concerned.
Thus the work goes ever forward, never doubling back,
thereby insuring the greatest output with the least amount
of handling and effecting economies not thought possible
until demonstrated by actual results. It is not always
practical nor possible to reach the ideal condition in plant
layout, but the subject is worthy of earnest consideration
and careful study.
Conclusion
HERE ARE, THEREFORE, THREE IMPORTANT FACTORS enter-
T ing into a shipyard which make for its successful
operation in a business which must be run on a strictly
competitive basis. They are as follows:
First:—An efficient and practical system for co-ordinat-
ing the activities of a large body of men engaged in practi-
cally every branch of modern engineering.
Second —The organization of a force of artisans skilled
in the diverse activities necessary to the building of a
modern vessel.
Third —The
plant.
Each of these factors is dependent upon the other in
so many ways that a yard that does not embody the three
of them is working at a disadvantage to another yard
which does.
It is evident that a force of skilled mechanics is absc
lutely essential to any yard.
scientific arrangement of the shipyard
293
PLANNING AND ESTIMATING
Without an efficient system, however, the work of these
mechanics is bound to be more or less aimlessly per-
formed, and in this way there is a great deal of energy
wasted which directly affects the shipbuilding company in
the way of increased cost of production and loss of time
due to improper co-ordination.
The third factor is essential to the other two in that it
eliminates lost motion in the organization working in con-
formity to the system adopted.
In connection with the shipyard plant there is another
salient point which is of great importance. This is the
equipment used throughout the plant. A yard may have
an exceptionally fine organization operating under a most
efficient system in a plant ideally laid out, but if the tools
furnished to work with are defective the results are bound
to be unsatisfactory. A first-class man cannot be ex-
pected to turn out first-class work on an antiquated and
-*mº
poorly-built machine. It is, therefore, in the best interest
of the yard to equip its plant with the highest grade of
machinery and tools of every description, proper attention
being given not only to the quality of the machines, but
also to the quantity of work they are capable of turning
out. The initial cost may be greater, but false economy
in this respect has cost the shipbuilders many thousands
of dollars, much loss of time, and general regrets.
Therefore the system, organization, and plant must be
maintained in the highest state of efficiency if shipbuilding
is to prove as profitable an undertaking as any other en-
gineering venture.
The following pages show some typical yard and shop
layouts of successful shipbuilding and repair yards in the
United States, and accompanying them is a complete list
of the equipment embodied in each.
294
PLANNING AND ESTIMATING
1001
1002
1003
1004
1005
1006
1007
1008
1009
1010
1011
1012
1013
1014
1015
1016
1017
1018
1019
1020
1021
1022
1023
1024
1025
1026
1027
1028
1029
1030
1031
1032
1033
1034
1035
1036
1037
1038
1039
LIST OF EQUIPMENT—LOWER PLANT
The Baltimore Dry Docks and Shipbuilding Co.
Blacksmith Shop
Steam Hammer
Oil Combustion Furnace
Steam Hammer
Oil Combustion Furnace
Steam Hammer
Steam Hammer
Emery Grinder
Blower
Blower
Shear
Copper Shop
Drill Press
Emery Grinder
Hand Punch
Hand Shear
Hand Power Rolls
Central Tool Room
Lathe
Tzvist Drill Grinder
Emery Grinder
Power Hack Saw
Knife Grinder
Power Motor
Lathe
Tool Grinder
Pattern Shop
Embossing Machine
Embossing Machine
Embossing Machine
Power Motor
Planer
Sander
Sander
Cross Cut and Rip Saw
Band Sazw
Disc Sander
Band Sazw
Band Saw Setting and I’iling Machine
Band Saw Filing Machine
Pattern Makers’ Lathe
Pattern Makers’ Lathe
Pattern Makers’ Lathe
1040
1041
1042
1043
1044
1045
1046
1047
1048
1049
1050
1051
1052
1053
1054
1055
1056
1057
1058
1059
1060
1061
1062
1063
1064
1065
1066
1067
1068
1069
1070
1071
1072
1073
1074
1075
1076
1077
1078
1079
Pipe Shop
Pipe Cutting and Threading Machine
Pipe Cutting and Threading Machine
Pipe Cutting and Threading Machine
Machine Shop
Pipe Cutting and Threading Machine
Hand Power Coil Bender
10-H.P. Power Motor
Lathe
Lathe
Lathe
Milling Machine
Crank Shaper
Lathe
Emery Grinder
Lathe
Lathe
Milling Machine
Power Motor
Lathe
Lathe
Drill Press
Lathe
Flat Turret Lathe
Flat Turret Lathe
Flat Turret Lathc
Lathe
Lathe
Lathe
Lathe
Crank Shapcr
Crank Shaper
Lathe
Poºver Motor
Poºver Motor
Lathe
Lathe
Keyseating Machine
Radial Press
Planer
Power Hack Saw
Drill Press
(Continued on neart page)
No Layout of Yard Shown for Lower Plant
295
PLANNING AND ESTIMATING
1080
1081
1082
1083
1084
1085
1086
1087
1088
1089 .
1090
1091
1092
1093
1094
1095
1096
1097
1098
1099
1100
1101
1102
1103
1104
1105
1106
1107
1108
1109
1110
1111
1112
1113
1114
1115
1116
1117
1118
LIST OF EQUIPMENT—LOWER PLANT—Continued
The Baltimore Dry Docks and Shipbuilding Co.
Machine Shop—Continued
Ccntering Machine
Horizontal Boring Mill
Radial Press
Encry Grinders
Radial Press
Planer
Horicontal Boring Mill
Bolt Cutter
Bolt Cutter
Turret Lathe
Drill Press
Tool Grinder
Lathe
Electric Hoist
Bench Drill
Pozºic r Hack Saw
Lathe
Drill Press
Drill Press
Lathc
Lathe
Vertical Turret Lathe
Vertical Boring Mill
Power Motor
Planner
Radial Press
Radial Press
Vcrtical Boring Mill
Brass Foundry
Melting Furnace
Melting Furnace
M citing F turnace
Core Oz'cil
Blozzer
Melting Furnace
Melting Furnace
Melting Furnace
Melting Furnace
Punch Shed
Double Angle Shear
Radial Press
1119
1120
1121
1122
1123
1124
1125
1126
1127
1128
1129
1130
1131
1132
1133
1134
1135
1136
1137
1138
1139
1140
1141
1142
1143
1144
1145
1 146
1147
1148
1149
1150
1151
1 152
Punch Shed—Continued
Punch
Shear
Punch
Bending and Straighter:ing Rolls
Punch and Shear
Double End Punch
Radial Drill
Edge Planc
Bridge Cranc
Mold Loft
Band Saw
Joiner Shop
Emery Grinder
Molder
Hand Glue Press
Band Saw
Tenoning Machine
Chisel Mortising Machine
Surfacer
Rip Sato
Jig Saw
Hand Joiner
Variety Molder
Grindstone
Pozºver Motor
Carpenter Shop
Planer
Band Saw
Ship Shed
Radial Drill
Punch
Bolt Cutter
Shear
Bolt Cutter
Power Motor
Punch
Punch
Shear
(Continued on next page)
No Layout of Yard Shown for Lower Plant
296
PLANNING AND ESTIMATING
1153
1154
1155
1156
1157
1158
1159
1160
1161
1162
1163
1164
1165
1166
1167
1168
1169
1170
1171
1172
1173
1174
1175
1176
1177
11.78
1179
1180
1181
1182
1183
1184
1185
1186
1187
1188
LIST OF EQUIPMENT—LOWER PLANT—Continued
The Baltimore Dry Docks and Shipbuilding Co.
Ship Shed—Continued
Horizontal Punch
Bending Machine
Emery Grinder
Grinding Machine
Edge Planer
Blower
Planing Mill Exhauster
Angle and Plate Furnace Building
Furnace
Furnace
Compressor Building
Air Compressor
Drill Press
Dry Dock Pump House
Pump
Pump
Pump
Compressor Building
Air Compressor
Air Compressor
Fuel Oil Pump
Fuel Oil Pump
Blower
Air Compressor
Transformer Building
Panel Board')
Pamel Board second Floor
Panel Board)
Transformers
Transformers - First Floor
Transformers.
Transformers
Transformers - First Floor
Transformers
Boiler Room
Steam Boiler
Steam Boiler
Steam Boiler
Water Heater
Automatic Damper
Steam Pump
Steam Pump
1189
1190
1.191
1.192
1193
1194
1195
1196
1197
1198
1199
1201
1200
1202
1203
1204
1205
1206
1207
1208
1209
1210
1211
1212
1213
1214
1215
1216
1217
1218
1219
1220
1221
1222
1223
1224
1225
1226
1227
1228
1229
Power House
Switch Board
Generator
Generator
Pump
Pump
Lathe
Awr Compressor
Air Compressor
Air Compressor
Steam Pump
Portable Emery Grinder
Dry Dock Gate
Centrifugal Pump
General Plant
Quadruple Geared Electric Hoist
Locomotive Crane
Locomotive Crane
Locomotive Crane
Locomotive Crane
Locomotive Crane
Locomotive Crane
Locomotive Crane
Locomotive Crane
Locomotive Crane
Horizontal Punch
Coke Crusher
Gasoline Pump
Concrete Miarer
Double Cylinder Steam Hoist
3+2+3 Pump
64'8" Double Cylinder Hoisting Engine
Portable Air Čompressor
Pipe machine
Steam Tug Solicitor No. 1
Gasoline Tug Solicitor No. 2
Gasoline Tug (Eva Lillian)
Gasoline Tug (Locust Point)
Gasoline Tug (Louisa)
Coal Scow
Coal Scow
Coal Scow
Scozw
Scozo
No Layout of Yard Shown for Lower Plant
297
PLANNING AND ESTIMATING
:
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
30
31
32
33.
LIST OF EQUIPMENT—UPPER PLANT
The Baltimore Dry Docks and Shipbuilding Co.
Building No. 1
Electric Grinder
Punch
Power Motor
Shear
Punch
Punch
Bolt Cutter
Countersinking Machine
Angle Shear
Horizontal Punch
Drill Press
Bending and Straightening Machine
Power Motor
Building No. 1, 2nd Floor—Mold Loft
Band Saw
Pozver Motor
Building No. 2
Lathe
Crank Shaper
Edge Planer
Electric Hammer
Blower
Bending Rolls
Building No. 3-Marine Railway Building
Marine Railway Hoist
Building No. 4.—Marine Railway Building
Steam Boiler and Engine
Building No. 7—Boiler House
Steam Boiler
Steam Boiler
Building No. 8 '
Steam Engine
Molder
Rip Saw
Timber Sizer
Jig Saw
Band Saw
Universal Saw
Grind Stone
Building No. 8—2nd Floor
Band Saw Filing Machine
Band Saw Stretching Machine
36
37
38
39
41
42
43
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
61
62
63
64
Building No. 8—2nd Floor—Continued
Band Saw Grinder
Emery Grinder
Planing Mill Earhauster
Blower
Building No. 9
Band Re-Saw
Building No. 10
Steam Boiler
Steam Boiler
Steam Boiler
Water Heater
Pump
Air Compressor
Air Compressor
Centrifugal Pump
Centrifugal Pump
Centrifugal Pump
Centrifugal Pump
3+2+3 Duplear Steam Pump
Building No. 11
Air Compressor
Air Compressor
Pump
Building No. 15
Emery Grinder
Building No. 16
- Lathe
Building No. 18
Pipe Cutting and Threading Machine
Building No. 23
Steam Hoisting Engine
Building No. 27—Drydock Gate
Centrifugal Pump -
Building No. 26
Electric Hoist
Emery Grinder
General Plant
Steam Hoist
Pump
For Layout of Yard See Opposite Page
298
CROSS ST.
.
9
[-]
.
DRY DOCK
__-T
sWITCHEQARD
* †
PIER
PIER3
w
*34 portable pump
BUILDINGS
!-FABRICATING, MOULD LOFT & OFFICE BLD6.
E-PLATE FURNACE,ROLLING&BENDING BLDG.
3-SMALLMARINE RAILWAY Power House
4-LARGE MARINE RAILWAYPOWER HOUSE
V_ 5-CARPENTERS, JOINERS, STOREROOM&RIVETSHED
6-GOVERNMENT OFFICE BLDG.
7-5AW MILL BOILER HOUSE
\ 8-5AW MILL
9-RE-SAW BLDG.
IO-DRY DOCK BOILER8. PUMP HOUSE
Il-AIRCOMPRESSOR&FIRE PUMP House
I?-PAINT SHOP8. OIL PUMPSHED
I3-FRAMESTORAGE
|4-TRANSFORMER HOUSE
|5-YARD FOREMAN 8-TOOL ROOM
I6-MACHINE SHOP
17-RIGGERS SHOP
I8-PIPE SHOP
19-TOILET BUILDING
2O-TOILET BUILDING
2I-SHAVING WAULT
22-RECEIVING CLERK.TIME CHECKERS
8t GATE WATCHMEN
23-DRY DOCK STEAM WINCH BLD6.
: 24-DOCK MASTERS BLDG.
25-storage BLDG.
20-ELECT HOIST 8: TOOL
GRINDER HOUSE
27-DRY DOCK GATE
28-HOSPITAL
LAYOUT OF YARD–UPPER PLANT
The Baltimore Dry Docks and Shipbuilding Co.
Baltimore, Md.
For List of Equipment See Opposite Page
-
PIER 4
~
**






















º
'PLANNING AND ESTIMATING
LIST OF EQUIPMENT—SOUTH PLANT
The Baltimore Dry Docks and Shipbuilding Co.
Building No. 1–General Office - Building No. 4.—Mezzanine Floor—Tool Making Depart.
2001 Blue Print Washing and Drying Machine ment—Continued
* * 2046 Electric Grinder
2002 Blue Print Machine
2003 Low Pressure Boilers 2047 Cooling Tank
2004 Vacuum Cleaning Pump Building No. 4—1st Floor—Tool Repair Department
2005 ! acuum Pump for Heating System 2048 Knife Grinder
2006 Charging Panel 2049 Twist Drill Grindcr
2050 Grinder
Building No. 4–1st Floor—Fabricating Shop
2051 Gate Shear
2052 Angle Shear
2053 Electric Hammer
2054 Furnace -
2055 Pneumatic Power Hammer
2056 Beveling Machine
2057 Hydraulic Bending Machine
2058 Horizontal Bending Machine
2059 Drill Press
2060 Straightening Rolls
2061 Double End Punch
Building No. 3—Heating Plant
2007 Circulating Pump
2008 Circulating Pump
2009 Centrifugal Pump
2010 Feed Pump
2011 Water Heater
2012 Feed Pump
2013 Feed Pump
2014 High Pressure Water Tube Boilers
2015 High Pressure Water Tube Boilers
Building No. 4—2nd Floor—Mold Loft
2016 Radial Wood Boring Machine 2062 Double End Punch
2017 Band Saw 2063 Double End. Punch
2018 Planer 2064 Double End Punch
2019 Rip Saw 2065 Double End Punch
2020. Joiner 2066 Punch
2021 Band Saw 2067 Punch
2022 Radial Wood Boring Machine 2068 Bar and Angle Furnace
2023 Electric Hoist - 2069 Bar and Angle Furnace
2070 Plate Furnace
Building No. 4—Mezzanine Floor—Tool Making Department 2071 Blozver
2024 Power Hack Saw 2072 Electric Hoist
2025 Flat Turret Lathe 2073 Hydraulic Ram
2026 Tool Grinder 2074 Hydraulic Joggling Machine
2027 Tool Grinder 2075 Horizontal Punch e
2028 Milling Machine 2076 Bending Rolls
2029 Lathe 2077 Edge Planer
2030 Lathe 2078 Shear *
2031 Lathe 2079 Countersinking Machine
2032 Tool Grinder 2080 Shear
2033 Drill Press 2081 Countersinking Machine
2034 Drill Press 2082 Radial Press
2035 Crank Shaper 2083 Edge Planer -
2036 Lathe 2084 Punch
2037 Milling Machine - 2085 Punch
2038 Milling Machine 2086 Punch
2039 Emery Grinder 2087 Horizontal Punch
2040 Electric Furnace - 2088 Portable Countersinking Machine
2041 Electric Furnace 2089 Drill Press
2042 Electric Furnace 2090 Combination Oil and Gas Combustion Furnace
2043 Tempering Plate 2091 Pneumatic Riveter
2044 Tempering Pot Furnace 2092 Combination Oil and Gas Combustion Furnace
2045 Tempering Drawing Plate (Continued on neart page)
For Layout of Yard See Plate I Opposite Page 302
300
PLANNING AND ESTIMATING
2093
2094
2095
2096
2097
2098
2099
2100
2101
2102
2103
2104
2105
2106
2107
2108
2109
2110
2111
2112
2113
2114
2115
2116
2117
2118
2119
2120
2121
2122
2123
2124
2125
2126
2127
2128
21:29
2130
2131
2132
2133
2134
2135
2136
2137
2138
2139
2140
2141
2142
LIST OF EQUIPMENT—SOUTH PLANT—Continued
Building No. 4—1st Floor—Fabricating Shop—Continued
Pneumatic Riveter
Emery Grinder
Portable Scarphing Machine
Bolt Cutter
Plate Scarphing Machine
Bending Rolls
Jib Crane
Bridge Crane
Bridge Crane
Monorail
Electric Traveling Hoist
Electric Traveling Hoist
Electric Traveling Hoist
Electric Traveling Hoist
Electric Traveling Hoist
Monorail Hoist
Electric Traveling Hoist
Bridge Crane
Bridge Crane
Portable Countersinking Machine
Building No. 5—Boiler Shop
Blower
Hydraulic Jib Crane
Electric Hoisting Winch
Hydraulic Jib Crane
Hydraulic Flanging Machine
Hydraulic Jib Crane
Hydraulic Jib Crane
Plate Vise or Clamping Machine
Hydraulic Jib Crane
Hydraulic Jib Crane
Pneumatic Hammers
Hydraulic Riveter
Horizontal Multiple Drill
Hydraulic Riveter
Shear
Hydraulic Jib Crane
Punch
Radial Drill
Edge Planer
Radial Press
Bending Rolls
Emery Grinder
Punch
Bolt Cutter
Punch
Drill Press
Punch and Shear
Shear
Emery Grinder
Welding Machine
Building No. 5—Boiler Shop—Continued
2143 Gate Shear
2144 Drill Press
2145 Drill Press
2146 Rotary Shear
2147 Power Bending and Brake
2148 Bridge Crane
2149 Bridge Crane
2150 Bridge Crane
2151 Portable Hand Bending Machine
2152 Portable Bending Rolls
Building No. 6—Joiner Shop
2153 Molder
2154 Band Saw
2155 Chisel Mortiser
2156 Jointer
2157 Planter
2158 Tenoning Machine
2159 Lathe
2160 Molder
2161 Variety Bench Saw
2162 Scroll Saw
2163 Panel Raiser
2164 Band Saw
2165 Hand Clamping Machine
2166 Elevator
2166-A Electric Hoist
Building No. 6—Carpenter Shop
2167 Swing Saw
2168 Jointer
2169 Vertical Borer
2170 Band Saw
2171 Grind Stone
2172 Grind Stone
2.173 Planer
2174 Band Sazo
2175 Surfacer
2176 Rip Saw
2176A Portable Hand Power Shear
Building No. 6—Pipe Shop
Flanging Machine
Pipe Cutting Machine
Pipe Cutting Machine
Pipe Cutting Machine
Pipe Cutting Machine
Pipe Cutting Machine
Pipe Cutting Machine
Pipe Cutting Machine
Pipe Cutting Machine
Elezafor
7
i
(Continued on neart page)
For Layout of Yard See Plate I Opposite Page 302
301
PLANNING AND ESTIMATING
LIST OF EQUIPMENT—SOUTH PLANT—Continued
Building No. 6—Machine Shop
Lathc
Arbor Press
Drill Press
Einery Grindcr
Drill Press
Crank Shaper
Crank Shaper
Vertical Turret Lathe
Flat Turret Lathe
Flat Turref La the
Pozcº'r Hack Saw
Bolt Cutter
Slotter
Radial I) rill
Lathc
Emery Grindcr
Engraving Machine
Drill Press
Drill Pross
Building No. 7—Power House
Air Compressor
Air Compressor
Air Compressor
Hydraulic Pump
A Hydraulic Accumulator
Air Compressor
Oil Pump
Oil Pump
Oil Pump
Rotary Contcrier
Rotary Converter
..] Iain Plant Switchboard
Rotary Converter
Transformer
Transformer
Transformer
Transformer
Transformer
Transformer
Transformer
Transformer
Transform cr
Transformer
Transformer
Transformer
Transformer
Transformer
Transformer
Transformer
Transformer
Transformer
Transformer
Transform cr
Transformer
/
*
2239
2240
2241
2241A
Building No. 10—Employees’ Entrance—Time Checkers
2242
2243
2244
224.5
2246
2247
2248
2249
2250
2251
2252
2253
2254
2255
2256
2257
2258
2259
2260
2261
2262
2263
2264
2265
2266
2267
2268
2269
2270
2270A
2300
2301
2302
2303
2304
2305
2306
2307
2308
2309
2310
2311
2312
2313
2314
2315
2316
2317
2318
2319
Building No. 8—Riggers
Sewing Machine
Elevator
Building No. 8—Electric Shop
Lathe
Electric Grinder
Low Pressure Steam Boiler
Building No. 20–Acetylene Gas Plant
Horizontal Acetylene Compressor
Building No. 26
Punch and Shear
Emery Grinder
Building No. 27—Sub-Punch Shed
Punch and Shear
General Plant
Locomotive
Crane Locomotive
Crane Locomotive
Crane Locomotive
Crane Locomotive
Crane Locomotive
Coke Crusher
Bolt Cutter
Bolt Cutter
Shear
Bending Rolls
Paper Baling Press
Tozver Crane
Tower Crane
Tower Crane
Tower Crane
Tower Crane
Tower Crane
One Leg Gantry Crane
Tower Crane
Stiff Leg Derrick
Vertical Steam Boilers
Launching Triggers
Concrete Mircr
Portable Deck Planer
Hand Push Car
Hand Push Car
Hand Push Car
Hand Push Car
Hand Push Car
Hand Push Car
Hand Push Car
Hand Push Car
Hand Push Car
Hand Push Car
Hand Push Car
Hand Push Car
Hand Push Car
Hand Push Car
11 and Push Car
Eight Wheel Flat Car
Eight I Wheel Flat Car
Eight || heel 1 lat Car
Eight Wheel Flat Car
Eight Wheel Flat Car
For Layout of Yard See Plate I Opposite This Page
302
FORT Mg HENRY
:
- - - - - - - - - - - - 2007. 2n. - w - - - - - - - - -
| D - 37 47 224-la a º: # tºok 17 - PROPERTY LINE 2031->3030(2029.10%-2021.1040...foºl
D2OO3 -IG 3, |a-2008 \-2015 ------- 9 -35; TāTºº-º-º-º-2047
J 3 35 | | ºnal Fºllºwash,•2045
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| — T- 22 2256 |-GENERAL OFFICE 26-SUB PUNCH SHED NO.1 |
= | ]46 2-STORE HOUSE 27-5UB PUNCH SHED NO.2
|| º 3-HEATING PLANT 28-YARD LABOR TOOL HOUSE
office | "99. zoºſºoge 145 4-FABRICATING SHOP 29-CRANEMAN'S OFFICE
TEMPLET RACK STORAGE | 1. 2O48 5-BOILER SHOP 30-SUB LUNCH ROOM
sitti stoºst’ -- -- --- -- - -- -- G-CARPENTERS, JOINERS,PIPE, 3|- WATCH MAN HOUSE
2097 MACHINE 8: OUTFITTERS SHOP 32-WATCHMAN HOUSE
2OTG- ...” • 7-POWER HOUSE 33-WATCHMAN HOUSE D 2023
21050 2090 2259 2260 8-RIGGERS 34-WATCHMAN HOUSE
2001 Q H 9-ELECTRIC SHOP & OFFICE 35-WATCHMAN HOUSE
2104G 2102 IO-EMPLOYEESENTRANCE,TIME CHECKERS 36-WATCHMAN HOUSE \
2105 Q 2095D I I- RESTAURANT 37-STOREHOUSE SHED §
2077 * 12- TOILET 58-PORTABLE SUB TOOL STATION >{ -
2002 2IOG Q 2094D -- --āzāā--- --- -- -- -- 15-TOILET 39-LIFE BOAT SHED tgº 202? § §
21079 14- TOILET 40-5UB STORAGE STATION C. § -0
- D 2108 2078 2265 23 22.5% 15- TOILET 41-STORAGE BUILDING Q rº
U 16-PAINT SHOP 42-SHEET METAL STORAGE SHED >] 120
2003 IT-SCHOOL 43-LOCOMOTIVE ENGINEERS SHED NMOULD LOFT R \;
G 2109 2261 2268. 18-HOSPITAL 44-5TORAGE YARD OFFICE 2ND FLOOR OF § 3
2! I 2 J H 19-STOCKYARD OFFICE 45-LUNCH ROOM TOILET NO. 4. c
2247 ||ross 4. 2244-ſa alczas 20-ACETYLENE GENERATOR HOUSE 40-SUB PIPE SHOP V º
21 Oo 26 2I-FIREMAN'S OFFICE 47-ELECTRIC STORAGE SHED W w
[I] I9 - -- -- -- -- - -- 22- SUB-TOOL STATION
[]2030 20930 25-SUB-TOOL STATION
I - Jºoss Q 4-SUB-TOOL STATION G 2017
[J205 2O92 2
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\
JJ 2000 []20.82 2091
2059- G - 2203 2364 |
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V-IV-Tº-Tº-Tº-Tº-T-I 2O75 208
N 2301 2303 2305 H.-E.-Hi-H HIH [] U2084 o 2208 -- -- -- -- -- -- -- -- 2018 a
2O88 a o 2269
Q 205T 2O85
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2074
2226, 2225,2223,222.
I 2III &ºzo • 225T G.2270A 3183 .218? ,2177 ,219, 2190 2181A, 22.87
2228 ITNTT, - —— Cl - TºlsáN_." T U-7 - T
:::: Šº ; % 2% [].” D 2120 2148|| ||2149 2142- J. 2173D 272 º H – *E* earne * ſº **** zzošA º B |
2314 2315 §§§ %, %203 D D 2174 [] CARPENTER SHOP |U \= [12179 gº - 2188 L-L- w
####| || 34%/2008 2207 220g ?!39 2132 2135, 2137, Cl H–2ſ65. T Erlö0 | ** MACHINE SHOP
z:33H2.É jº-tzia 22:15 2125 2128 [] [] 2134-, *, 2132, /2139s 2141, 2175 [] 2ſ69 | 6 |[] *- Czle! []2194 2199-, . 2204
2:34:2.É. tr Tºłęzio 7 D U - Yºu Tá \ ſ fºL 2ITø- 2.108C 21T6A | HPIPE SHOP 29s-E 2299||, tzol :
2235P 2"|^2231 | H [] 22114 ||2150 C-1 233- D D **t -- O | | - z19e-E. F. [3' || C J ºrić93
º #:# *2214 ºff. -- 2127 2129 2131 5 - 2147 25-44. ºise tºo - ſ---a-2167 i | TTT-#2186 24. J T *F-H22O2 A. l
— — — ——º Cºl Cºl. Gº Cº-> 22O3A -> 2115 - & Sºlfé I 24—º- * A w
2009’ \ zotl’| 3:35 ºz Tzzlı & Q?ite Jºlto B G 2123-E J | Tij H- -#| ||30 2266 21.98-’ 2197 °2205 \
2070 - - gº , I rº, La B 2122-- |:145 2140+-l
[. T Uſi 2 l [T O Ll- ºri 5 a ſil'EP = #, | 2^ 2239 zice--HDZise STCZſóő ... L–J H-T- \
20 |4. 2767' 21ſt Tzite-’ zizi’ [−JL-T-HT2:45 ſº - 2ão 2157 -, -º JOINER____ | | |
* \! tº sho? warnish Room L-L-L- w
| S33. 43 13 8 Fizzº-fg U azlęz D. | |
—t- - h z A 22To - - - | –) 1542- . **** alº SECGND Floor No.2 STORE ROOM |
* - PROPERTY LINE LITSTI - V- __ dº - - |-J gu "KJ2158 | - - - - - - - - - -
29 L– 28 | | | w | 4| *155*T* . . .133 21¢5-a r--.
B. 8. O. R. R. ||44 _^ 32 I H - ––– Pºº-ºº----——i—i--——————— — — — — ——
- 42 40E 39
- - LAYOUT OF YARD SOUTH PLANT
The Baltimore Dry Docks and Shipbuilding Co.
, , , Baltimore, Md.


















o PLATE I
:
OUTSIDE EQUIPMENT LIST
Description Size
Sheer Legs. . . . . . . . . . . . . . . . . . . 100 Tons
Oil and Water Tanks.........
Oil Tank..................... 9,000 Gal.
Elect. Locomotive....... - - - - - -
Oil Tanks . . . . . . . . . . . . . . . . . . . . 3–9,000 Gal.
Stiff Leg Derrick............. 5 Tons
CRANE LIST
Type Operation No.
Locomotive. . . . . . . . . . Steam . . . . . . . . . . 2
Locomotive.......... Steam . . . . . . . . . . 1
Locomotive. . . . . . . . . . Steam.......... 1
tº-
Ş
c, ºb ş is ‘s
§ S ; $ $
S. S. Ś s. s.
§ 5 § 5 tº
&
:
|
|
i
;
i
i
;
ſ
|
º
CRANE LIST-Continued
Type Operation
Locomotive. . . . . . . . . . Steam... . . . . . . . .
Locomotive. . . . . . . . . . Steam. . . . . . . . . . .
Locomotive. . . . . . . . . . Steam. . . . . . . . . . .
Locomotive. . . . . . . . . . Steam. . . . . . . . . . .
Locomotive. . . . . . . . . . Steam. . . . . . . . . . .
Locomotive . . . . . . . . . . Steam... . . . . . . . .
Tower. . . . . . . . . . . . . . . Electric. . . . . . . . .
Tower. . . . . . . . . . . . . . . Electric. . . . . . . . .
Tower. . . . . . . . . . . . . . . Steam... . . . . . . . .
Tower. . . . . . . . . . . . . . . Electric. . . . . . . . .
Tower. . . . . . . . . . . . . . . Steam... . . . . . . . .
Tower. . . . . . . . . . . . . . . Steam... . . . . . . . .
S
i
Key No Type Operation No.
231 Hammerhead... . . . . . . Electric. . . . . . . . . 1
232 Single Leg Gantry. ... Electric. . . . . . . . . 1
233 Single Leg Gantry.... Electric. . . . . . . . . 1
234 Bridge. . . . . . . . . . . . . . . Electric. . . . . . . . . 1
235 Single Leg Gantry. ... Electric. . . . . . . . . 1
236-237 Single Leg Gantry.... Electric. . . . . . . . . 2
238 Bridge. . . . . . . . . . . . . . . Electric. . . . . . . . . 1
239 Bridge. . . . . . . . . . . . . . . Electric. . . . . . . . . 1
240-241 Bridge. . . . . . . . . . . . . . . Electric. . . . . . . . . 2
242-243 Single Leg Gantry. ... Electric. . . . . . . . . 2
244 Bridge. . . . . . . . . . . . . . . Hand. . . . . . . . . . . 1
245–246 Bridge............... Electric... . . . . . . 2
A= Aºver Jock Q=Ga/wa/7/zºg Sºop
B= Boſſ",9/ock R=/Mac//7e Shoo
C = Office S=&o/erºoo
D = 72//e/ T=Carpenter Shoo /3///oor
E-5%. Carpenzerº:/ºze.7%22 Joſner Shoo 277A/oo-
F - AEver 5forage U- Soooºy Æeparºzzer”
G-AEgºng Quarters V=Abwer/ſouse
H = Air Woo/Aroo/77
CRANE LIST-Continued
W=#ec/a/ming Jºoooººoreroom
J = Az// Shop & Warehouse X-/umber.Shea'
K= Cooper 3.
L=0/ff/fers Shoo
M=Confro///ot/se & Sforehowse
N=A/ec/~c Shoo
O= Boſſer/ſoºse
P=Sø/// Shoo
Y=Service 50%/y
Z= Gafe //ouses
AA-Marine ſepar//en/
BB = APes/av/ra/7/
CC*/abſ/cafngºoo Wo/
//o/a/Zof 27.7//oo-
DD=/ower/ſowse //o 2
EE-fabricating Shoo/62
/
%2
----------------------------
------- -
*A/ec/r/c///we
LAYOUT OF YARI)
Sparrow's Point Plant—Bethlehem Shipbuilding Corporation
_*











§
Key
:
7–8
10
11
POWER HOUSE NO. 1–EQUIPMENT LIST
POWER HOUSE NO. 1–EQUIPMENT LIST Continued
No. Description Size Key No. Description - Size
Artesian Well . . . . . . . . . . 85–0" Deep 12 Artesian Well . . . . . . . . . . 1877–0" Deep
Heating Return Pump... 5–6"x10" 13 Artesian Well . . . . . . . . . . 287–0" Deep
Feed Water Heater...... 35" x11’—0" 14 Stack - - - - - - - - - - - - - - - - - -
Boiler Feed Pump - - - - - - 12"x8"x24" ; : |. - - - - - - - - - - - - - - - - - - 150 H. P.
Service Pump . . . . . . . . . . 18%"x8%”x10" 3 * º, . . . . . . . . . . . . . . . . . . r 22) Hºl.
- ºr L-or---º-º- and Pipe . . . . . . . . . . . . . 12"–0"x42'—0
Boiler Feed Pump. . . . . . . 12"x8"x24" 22–23 Oil Storic fami......... 10'-0"x10'-0"
Fire Pump . . . . . . . . . . . . . 8"x10"x12" 24 Pump . . . . . . . . . . . . . . . . . . 6"x4"x6"
Tank Pump . . . . . . . . . . . . 12"x7"x12" 25 Pump . . . . . . . . . . . . . . . . . . 4%”x3"x4"
Water Filter . . . . . . . . . . . . 6’—8"x9'—9" 26 Pump . . . . . . . . . . . . . . . . . . 6" x10"x12"
Duplea: Pump . . . . . . . . . . 12"x7"x12" 27 Blower . . . . . . . . . . . . . . . . .
F-ºo----->
Power Fngineers gºceXT
-
R
Gy” LID o 12 o 13
POWER HOUSE NO. 1–EQUIPMENT LIST_Continued
Key No. Description Size
28 Hyd. Pump . . . . . . . . . . . . . 18"x28"x4%”x18"
29 Drinking Water Pump... 10"x7"x12"
30 Hyd. Pump . . . . . . . . . . . . . 19"x30"x473"x24"
31 Hyd. Accumulator . . . . . 1800:
32 Water Storage Tank. . . . 42" x 16’—0"
33 Air Compressor. . . . . . . . . 700 Cu. Ft. P.M.
34 Duplea Pump . . . . . . . . . . . 14"x22"x24"
35–36 Air Compressor. . . . . . . . . 30" Stroke
37 Air Receiver . . . . . . . . . . . Cap. 550 Cu. Ft.
38 Water Storage Tank..... 6’—0"x17’—0"
Ş
§ 38 ---- - - - - - - - - - - - - --
O/3%sfe- Y || || RI | |
N !--- Fil- ICH <--—3240°–––––––––>
4
| 5 | |
| º 15 || | |0 |7 || || ||8 |9 || || 20 |
Garage i
| |- |
WAREHOUSE. - s'
| || || 34 KG) * S.
Ş 30 27 | 0/ Sforage Room || $
§ 30 IIII *| || *H24 |
£5 || 23 22 |
| | Work Bench LE:-29 Coa/ Sforage Coal Sforage Jº |
Y | I I LTTI I Lºº ºl - TI TI I I Y.
Hº-------------------— — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — /3240" –––––––––––––––––––––––––––––––––––––––––––––––––––––>
R.R. TRACK
| Leve/ Incline |
PLATFORM FOR
LOADING ASHES INTO CARS.
POWER HOUSE NO. 1
Sparrow's Point Plant—Bethlehem Shipbuilding Corporation



§
CARPENTER SHOP EQUIPMENT LIST
CARPENTER SHOP EQUIPMENT—Continued
Size
50" Dia.
CARPENTER SHOP EQUIPMENT—Continued
Key No. Description Size
25 Grindstone . . . . . . . . . . . . . . . . . . 3' 6" Dia.
26 Saw Grinder. . . . . . . . . . . . . . . . . .
27 Work Bench. . . . . . . . . . . . . . . . . .
28 Work Bench. . . . . . . . . . . . . . . . . .
29 Work Bench. . . . . . . . . . . . . . . . . .
30 Steam Engine. . . . . . . . . . . . . . . . 175 H.P.
ELECTRICAL SHOP EQUIPMENT LIST
Key No. Description Size
1 Drill Press. . . . . . . . . . . . . . . . . . . 18" Table
2 Lathe... . . . . . . . . . . . . . . . . . . . . . . 12"
3 Electric Motor. . . . . . . . . . . . . . . . 7% H.P
I CL I T I I I I
Ary//7 Ary//7 Ory A7/7 Ary/?/
Comparſmen? Compartmen? což%, coºr
|al Dry ||House
T I ITI I I I I
|||O O O
72//ef
Lumber Shed
i 1
72O/ | -
- & P.| office
H
——
HL
14
Cl Q J Q J ſ
I6 -
– H
J J J Q D Q ſ
20 I8
r1406kers-Ar, [T] -
Key No. Description Size Key No. Description
1 Rack for Mouldings. . . . . . . . . . 13 Moulding Machine . . . . . . . . . . .
2 Rack for Mouldings. . . . . . . . . . 14 Planer. . . . . . . . . . . . . . . . . . . . . . . .
3 Rack for Mouldings. . . . . . . . . . 15 Rip Saw. . . . . . . . . . . . . . . . . . . . . .
4 Engine for Blower. . . . . . . . . . . . 5" Stroke 16 Blower Fan . . . . . . . . . . . . . . . . . . .
5 Blower Fan. . . . . . . . . . . . . . . . . . 7’—4" Dia. 17 Planer. . . . . . . . . . . . . . . . . . . . . . . .
6 Work Bench. . . . . . . . . . . . . . . . . 18 Lumber Truck . . . . . . . . . . . . . . . .
7 Boring Machine . . . . . . . . . . . . . . 19 Band Saw. . . . . . . . . . . . . . . . . . . .
8 Moulding Machine . . . . . . . . . . . 20 Lumber Truck . . . . . . . . . . . . . . . .
9 Joiner. . . . . . . . . . . . . . . . . . . . . . . . 21 Mortising Machine . . . . . . . . . . . .
10 Boring Machine. . . . . . . . . . . . . . 22 Cutter and Grinder. . . . . . . . . . .
11 Swing Saw. . . . . . . . . . . . . . . . . . 23 Planer . . . . . . . . . . . . . . . . . . . . . . .
12 Tennoning Machine. . . . . . . . . 24 Saw Filer. . . . . . . . . . . . . . . . . . . . .
º ------------- –3,5'-0"------------ + ----------------------------------------------------------------- 2/72
- Work Assembling Space
Store Room 1–
| * Meſa/) |
- 2 -
-
|
- - | |
º Light Well
*I ITI - - -
|
Oakum Room -/ockers
(Meſa/ Zºea)
| :-Cabine? L9 J
- * - 7
$ [-. , , | Cabinef.”
SS /7c//7e Aſafe/, //7
{3 - fºg |
* /24 º
; H *** Ayacoſ,
Q J - - - - - —ſ
*J- H Q J ſ'ſ zºº, o
! – | 2 - Nº. (Nll||||||| | ooºorage
| L -] \ [TS/IT S > - 7.
Electricol Repoin. Sh Office s' "I Š
| || rico º "..., § § - § Stock Room L]Desk
- N. S. S -
Y_ I *H-r TI *—1–3–1–1– 27–
R
CARPENTER AND ELECTRICAL REPAIR SHOP
Sparrow’s Point Plant—Bethlehem Shipbuilding Corporation
|||||||||||






Key No.
1–2
3–4
5
6–7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
BOILER SHOP-EQUIPMENT LIST
Description
Coal Forge. . . . . . . . . . . . . . . . .
Bending Slabs. . . . . . . . . . . . . .
Vertical Plate Rolls. . . . . . . . ... •
Oil Furnace. . . . . . . . . . . . . . . .
Portable Hyd. Riveter. . . . . . .
Bending Rolls. . . . . . . . . . . . . .
Auvil. . . . . . . . . . . . . . . . . . . . . . .
Radial Countersinking Mach.
Radial Drill. . . . . . . . . . . . . . . .
Radial Drill. . . . . . . . . . . . . . . .
Oil Pump . . . . . . . . . . . . . . . . . .
Pressure Oil Tank . . . . . . . . . .
Double Grinder. . . . . . . . . . . . .
Double Angle Shear. . . . . . . .
Oil Furnace. . . . . . . . . . . . . . . .
Oil Furnace. . . . . . . . . . . . . . . . .
Size
5'-0"x5'—0”
134" Plate
1 Burner
15%” Rivets
8" Dia. x 8"–0”
15'—0” Rad.
44” Rad.
6’—0" Rad.
5%" Plate
4’–6” Rad.
2” Hole
12"–0" Rad.
1%" Hole
3.47.oz. Per D"
16’—0" Stroke
Dia. Work 12"
Shear 3%"
75 H. P.
2'-8" x7’—0”
4” X4” X % fy
1 Burner
7 Burners
BOILER SHOP–EQUIPMENT LIST-Continued
Key No.
30
31–32
33–34
35
36
37
38
39
40
41
42–44
45
46–48
49
50
51
52–53
54
55
56
58
59
60
61
62
63
Description Size
Hydraulic Riveter. . . . . . . . . . . 15%" Rivets
Coal Forges. . . . . . . . . . . . . . . .
Bending Slabs. . . . . . . . . . . . . .
Hydraulic Press. . . . . . . . . . . . 120 Ton
Shear. . . . . . . . . . . . . . . . . . . . . . 1J 6” Plate
Flanging Clamp. . . . . . . . . . . . . 12–9" Long
Hot Punch. . . . . . . . . . . . . . . . . 15/16” Hole
Comb. Punch and Shear. . . . 15%" I)ia. Bolts
Motor. . . . . . . . . . . . . . . . . . . . . . 50 H.P.
Boiler Shell Drill. . . . . . . . . . . 18" Dil. Boiler
Coal Forges. . . . . . . . . . . . . . . .
Anvil. . . . . . . . . . . . . . . . . . . . . . .
Bending Slabs. . . . . . . . . . . . . .
Steam Hammer. . . . . . . . . . . . . 250: 300:
Rivet and Bolt Machine . . . . . 1%."
Rivet and Bolt Machine . . . . . 2”
Oil Furnaces. . . . . . . . . . . . . . . . 2 Burners
Rivet Rumbler. . . . . . . . . . . . . .
Platform Scale. . . . . . . . . . . . . .
Steel Pressure Blower. . . . . . 3.47oz. Per D."
Grinder. . . . . . . . . . . . . . . . . . . . .
Bolt Cutler. . . . . . . . . . . . . . . . . 1” to 2%"
Threading Machine. . . . . . . . . 2”
Turret Lathe. . . . . . . . . . . . . . . 2”
Engine Lathe. . . . . . . . . . . . . . . 16" Swing
Drill 1’ress. . . . . . . . . . . . . . . . . 12" D. Plate
See Opposite Page for Layout of Shop
BOILER SHOP–EQUIPMENT LIST-Continued
Key No.
64
65
66
67
68
69
70
Key No.
200–201
202-204
205–206
207
208
209
210
211
212–213
214
215
216
219
220
221
Description
Power Hack Saw: . . . . . . . .
Machine Lathe. . . . . . . . . . .
Double Grinder. . . . . . . . . .
- - -
- - -
- * *
- - -
Windlass for Lifting Doors. . .
Air Tank . . . . . . . . . * * * 40 s s -
- - -
BOILER SHOP. CRANE LIST
Type Operation
Bridge. . . . . . . . . . . . . . . . . . .
Bridge. . . . . . . . . . . . . . . . . . . Hand. . . .
Jib. . . . . . . . . . . . . . . . . . . . . . Hand. . . .
Jib. . . . . . . . . . . . . . . . . . . . . .
Jib. . . . . . . . . . . . . . . . . . . . . .
Jib. . . . . . . . . . . . . . . . . . . . . .
Jib. . . . . . . . . . . . . . . . . . . . . .
Jib. . . . . . . . . . . . . . . . . . . . . . Hand. . . .
Jib. . . . . . . . . . . . . . . . . . . . . H and . . . .
Jib. . . . . . . . . . . . . . . . . . . . . .
Jib. . . . . . . . . . . . . . . . . . . . . .
Jib. . . . . . . . . . . . . . . . . . . . . . Hand. . . .
Jib. . . . . . . . . . . . . . . . . . . . . . Hand. . . .
Bridge. . . . . . . . . . . . . . . . . . . Electrical
Bridge. . . . . . . . . . . . . . . . . . Electrical
Bridge. . . . . . . . . . . . . . . . . . . Electrical
Size
6” Stroke
20” Szving
w e º 'º - e = s.
* * * * * * * *
* * * * * * * *
* * * * * * * e
e & e º e º e e
• * * * * * * *
§
F = ºr ------------------------------330'0"------------- - -oº-o-º-º- + zºo’. ==
A l
Office
§ Templet Shop
& "Wºw Gauge 7 ack ſo Sfockyara"
-L I T T --- –F - -I -- - T + - - | =: -- L- - -
- 18 24
| * | 203 | º El. |
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| Warrow Gauge Zack - ~|N
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G | rala Il U7 Q [] C In Q C
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- | Gººzac, - Stå Gage APA’7ack
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60, |lism - On – IX T r
[*- J - tº JU U LITATUTSE’ U C H [] Uſ O
#- L|35 | Lºu Tºgg 48 HH -
- _2
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K. 66 G 62 53 2 - - º
65 *alsº §l. º 451 \, , , , 35
52 50 3 & 37 -
- - - . º º - _l - - - I- —r- I F: I- *- - I
BOILER SHOP
Sparrow’s Point Plant—Bethlehem Shipbuilding Corporation
See Opposite Page for List of Equipment



§
Key No.
M
3
4–5
64–65
MAIN FLOOR EQUIPMENT LIST
Description
Fan Heating System. . . . .
Test Pump. . . . . . . . . . . . . .
Racks . . . . . . . . . . . . . . . . . .
Work Benches . . . . . . . . .
Sensitive Drill Presses. .
Laying Out Table . . . . . .
Drill Press . . . . . . . . . . . . .
Work Bench . . . . . . . . . . .
Freight Elevator . . . . . . .
Tool Grinder . . . . . . . . . . .
Erecting Platens . . . . . . .
Hydraulic Press . . . . . . . .
Emery Grinder . . . . . . . . .
Grindstone
Shaper
Revolving Tool Table...
Platen
Screw Cutting Eng. Lathe
Radial Drill . . . . . . . . . . . .
Turret Lathc . . . . . . . . . . .
Engine Lathcs . . . . . . . . . .
Engine Lathes . . . . . . . . . .
Engine Lathes . . . . . . . . . .
Engine Lathes
Screw C'ting Eng. Lathes.
Revolving Tool Table...
Table
Storage Bins . . . . . . . . . . .
Fuse Panel . . . . . . . . . . . . .
Arbor Preºs
Screw C'ting Eng. Lathe.
Engine Lathe . . . . . . . . . . .
Engine Lathcs. . . . . . . . . . .
Engine Lathes. . . . . . . . . .
Screw Cutting Eng. Lathes
• * g º e º 'º a tº e º 'º º
• * * * * * * * * * * * * * * * *
& e º 'º 4 e º e º e º 'º a tº e º 'º
• * * * * * * * *
• e e º e s ∈ s • * * * * * * * * *
e e º 'º ºf a tº a º 'º e.
Panel
Fan Heating System . . . .
Stock Rack . . . . . . . . . . . .
Revolving Tool Tables. .
Turret Lathes . . . . . . . . . .
• * * * * * * * * * * * * * * * * *
Size
24”
4 Tom
3–15'x36'
96”—400 To ſt
24” Dia. 4" Face
16”
33"x27’—0”
5'-0" Rad.
2"x24"
20” x 10"—6”
20"x14"–0"
21”x14"–0”
21”x18' 0"
30”x12'—0”
30"x17’—6”
30”x19'—6”
21”x14"–0”
19”x10'. 0”
16" x 10' 0"
19"x 12' 0"
2%"x24"
MAIN FLOOR-EQUIPMENT LIST-Continued
Key No.
68
69–70
71–72
73
74–75
76
77
78
79
80
81
82
83
84
85-86
S7
88
89
90
91
92
93
94
95
96–107
108
109
110
111
112
113
114
115
11()
117–118
110
120
121
122
123
Description
Engine Lathe . . . . . . . . . . .
Engine Lathes. . . . . . . . . .
Screw Cutting Lathes. .
Screw Cutting Lathe....
Lathes . . . . . . . . . . . . . . . . .
Screw Cutting Lathe . . .
Screw Cutting Lathe . . . . .
Engine Lathe . . . . . . . . . .
Turret Lathe . . . . . . . . . . .
Rack . . . . . . . . . . . . . . . . . . .
Hack Saw . . . . . . . . . . . . . .
Centering Lathe . . . . . . . .
Speed Lathc
Engine Lathe
Plate 11
Platen
Fuse Pan cl . . . . . . . . . . . . .
Plaſter
* * * * * * * * * * *
e e s e º e º 'º e s
• * * * * * * * * * c e s e º tº e s
• * * * * * * * * * * * * * * * *
Key Seater . . . . . . . . . . . . .
Boring and Turning Mill.
Card Rack . . . . . . . . . . . . .
Shaper . . . . . . . . . . . . . . . . .
Revolving Tool Tables. . .
Rack . . . . . . . . . . . . . . . . . . .
Racks . . . . . . . . . . . . . . . . . .
Storage Rack . . . . . . . . . . .
Double-Head Shaper ...
Shaper . . . . . . . . . . . . . . . . .
Planer
• * * * * * * * * * e e s m e º e
• e s s = e º e º e s e º e º e e
I'lúm cr
Crank Shapers. . . . . . . . . .
Plan cr
Planer . . . . . . . . . . . . . . . . .
| ertical Slotter . . . . . . . .
Crank Slotting ..] I ach. . . .
Crank Slotting Mach . . . .
• s 6 & 5 º' tº º ºs e º e s - - - tº
Size
21" x12"—0”
19"x12'—0”
20”x17’—0”
24” x18' 0"
16”x8"–0”
20”x12"—{}”
22” x12'—0”
20” x 12' 0"
26" x 10' 0"
36"
5"x2"–8"
12” x6' 0"
19"x8" ()”
10' 0"X5’- 0”
13’—2” x 26"—2'
16'x16'x40'
48" Stroke
25'__0”
26" Stroke
26” Stroke
24” Stroke
48"x48”x14"—0”
24"x24"x8"—0”
6%”
(0"x6()” x 15' 9"
24” Stroke
3()”x30”x12' 0"
36" x 36" x 12' 0"
12” Stroke
12" Stroke
15" Stroke
MAIN FLOOR-EQUIPMENT LIST-Continued
Key No.
124
125
126
127
128
129
130
131
132
133
134
J35
136
137
138
139
140–141
157
158
159
160
161
162
163
164
165
166
Description
Crank Slotting Mach . . . .
Horic. Boring & Fac'g
Mach. . . . . . . . . . . . . . . . .
Shaper . . . . . . . . . . . . . . . . .
Planer . . . . . . . . . . . . . . . . . .
Radius Table . . . . . . . . . . .
lº’et Tool Grinder . . . . . .
Single Head Bolt Cutter.
Single Head Bolt Cutter.
Single Head Bolt Cutter.
Radial Drill . . . . . . . . . . . .
Radial Drill . . . . . . . . . . . .
Lathe . . . . . . . . . . . . . . . . . .
Radial Drill . . . . . . . . . . . .
Radial Drill . . . . . . . . . . . .
Drill Press . . . . . . . . . . . . .
Dry Tool Grinder . . . . . . .
Radial Drills. . . . . . . . . . .
Drill Press . . . . . . . . . . . . .
IDrill Press . . . . . . . . . . . . .
| ert. Milling 11ach . . . . . .
Upright Drill Press . . . . . .
Heavy Duty Eng. Lathe..
Revolving Tool Table . . .
Jºngine Lathe . . . . . . . . . . .
Engine Lathe . . . . . . . . . . .
Wert. Boring Mill. . . . . . .
Side Head Boring Mill. .
Wert. Bor. & Turn Mills
Boring & Turning Mill..
H’ork Bench . . . . . . . . . . .
Tables . . . . . . . . . . . . . . . . .
Univ. Turret Scr. Cutting
Mach. . . . . . . . . . . . . . . .
Univ. Turret Scr. Cutting
Mach. . . . . . . . . . . . . . . .
Univ. Turret Scr. Cutting
Mach. . . . . . . . . . . . . . . .
Transformer . . . . . . . . . . . .
l’ert. Boring Mach . . . . . .
Reaming Lathe . . . . . . . . .
l/ork Bench . . . . . . . . . . .
l’ert. Boring Mill. . . . . . .
Erecting Platen . . . . . . . . .
PP'ork Bench . . . . . . . . . . .
Size
24” Stroke
24” Stroke
36" x 36" x 9’— 6”
4”
4”
2”
5'-0 ºp
5’—0”
54"x36’—0”
8'—0 FF
7’—0”
36" Dia. WK.
5'_0”
24”
36”
40” x20”
24”
60"x62'—0”
48”x50' 0"
48"x21’—6”
36”x44”
62”
72 Fº
1%”x10"
3%"x29”
2%"x29”
10' ()”
20"x5' 0"
36”
15' 0"x108' 0"
(Continued on nevt page)
§
MAIN FLOOR-EQUIPMENT LIST-Continued
MAIN FLOOR-EQUIPMENT LIST_Continued
MAIN FLOOR CRANE LIST-Continued
hº, No.
Key No. Description Size Key No. Description Size Type Operation No.
167 Horig. Boring Mill...... 5'-0" 179 Double Dry Grinder 405 Jib . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . . ;
168 Horig. Boring Mill - - - - - - 5'-0" 180 Wise Bench : . . . . . . . . . . . t 406 Jib - - - - - - - - - - - - - - - - - - - - - Hand - - - - - - - - - - - 2
169–170 Platen .................. . Wet Tool Grinder....... 25 tº 407-408 Jib . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . .
% Dry Grinder . . . . . . . . . ... 82 Back Geared Shaper. . . . . 25" Stroke 409 Jib . . . . . . . . . . . . . . . . . . . . . #| - - - - - - - - - - - |
Swing Grinder . . . . . . . . . - 410 Jib . . . . . . . . . . . . . . . . . . . . . (1710 . . . . . . . . . . .
173 Grinder&Polishing Mach. MAIN FLOOR-CRANE List 411 Jib . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . . 1
174 Grinder . . . . . . . . . . . . . . . . Key No. Type Operation No. 412 jib . . . . . . . . . . . . . . . . . . . . . Hand... . . . . . . . . . 1
175 Bench . . . . . . . . . . . . . . . . . . 400–401 Davit . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . . 2 413 Bridge . . . . . . . . . . . . . . . . . Electric. . . . . . . . . 1
176 Safety Emery Grinder... 402 Jib . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . . 1 414 Bridge . . . . . . . . . . . . . . . . . Electric. . . . . . . . . 1
177 Strap Polishing Mach.. 403 Jib . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . . 1 415 Bridge . . . . . . . . . . . . . . . . . Electric. . . . . . . . . 1
178 Drying Owen. . . . . . . . . . . 404 Jib . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . . 1 416 Bridge . . . . . . . . . . . . . . . . . Electric. . . . . . . . . 1
- H- *: + º- + + º: +H== H-H-i-Haº-H + H #| ||
||| / o Æench 180 "Bench [28–1–23–1–20–1–3D Czz J C 33 JL34 J 35 p
H \ * / º 400N 10- Aesk-- ** 19 20 2. 36 || 3L J – 35 J C39 J L40 J C4I / 42 J C43
# _2^ 12 ||415 - - 44_Cabine?…Y. a7 89
l, E - ſna-2° ºl ſºl —, I it: 5–48—l —al- ++-
* || || gº s 4x4ers′ [6] } g = *# .* ET || |
T -Hy *9)-L-j, | { Tool Room Water Cooſe, 65 64
#", ſº * / y, | j },..., || –a–lºgHHHHºF -
*h, *H =# (-H 4 Tº TTC, \ T. | T T +" *g +25++26 1-Pºº-º-º: Eärl-H-HH- £408 H |
..I. w MT w In Nº. lº I I TI *In J* l- º +y= | *Locker ls: 5; T HHHH
3 - (Zocºe 80 T - 85 o || ||
| | | || gº"T----|--
|| Arcavarez and Zoaraea over - - 88 | 90 |
l 17 | f/0.5/, wº, f/oor | - 9| f |
- : H Đ H
| 8 || s: ||.
| 415 N.
—ll 414 Cabineſ, s
C 146 || |...} \} ==
- - D147 || º \ ^l, oz ºf H
h- - - - 125 15
2\ 165 - | 148 || || | ...] T' C |
o \ |Soare for ƺng crazºaffs eſcº- Cab/7ef-
- I M. * 156]]] 149 | 152 -
*o/cºne’s ob =º \ 142 138 <-4|| 126 I
| *, *, *, *, ºr it. #F# *I' + | + Llr 409 F57- ||
---T__ T CJ C -T- |45 -
# H 40 | 95
CJ103 RTRTR, Tºrri, R. Frn H 129 |
* __i_i_i_i i ru ri". - 416 - +++
"...º. ITS L|| ſia-P2 – | | | | | | | –J 97 96
Jºrm --> |T| || 70 º & | Brass Room 3. º cº 9, sº ||
| He ſº- | | j 69 | 37 & | H. | | | bj Tj Liz || :
G Zockey-s-> S - |2| II |12
Dº " i "* 4 + —i-i- Ha - 160 –– 1—H H– i *H +- Blººd +-I | Y
k----------------------------------------------------------232-o'-- - ------------------------------ - - --------- -
MACHINE SHOP_MAIN FLOOR
Sparrow’s Point Plant—Bethlehem Shipbuilding Corporation










§
GALLERY_EQUIPMENT LIST
GALLERY-EQUIPMENT LIST-Continued
GALLERY-EQUIPMENT LIST –Continued
Key No. Description Size Key No. Description Size Key No. Description Size
183—202 |Work Benches ......... 266 Wet Tool Grinder . . . . . . 294 High Speed Press. . . . . . .
203–212 Work Tables ........... 267 Double Grinder . . . . . . . . . - 295 Univ. Monitor Lathe.. 14”
213–218 Vise Benches ........... 268 Drill Press . . . . . . . . . . . . . 26” 296–297 Univ. Monitor Lathe . . . 18"
219–221 Laying Out Tables...... 269 Drill Press ... . . . . . . . . . . 224, 298–299 Univ. Monitor Lathe.... 20.
222–223 Valve Testing Tables.... 270 Drill Press ... . . . . . . . . . . 20, 300 Upright Drill Press...... 24
224 Chipping Table. . . . . . . . . . 271-272 Sensitive Drill . . . . . . . . . 301 Univ. Grinder ..........
225–226 Revolving Tool Tables.. 273 Arbor Press ... . . . . . . . . . 302 Univ. Grinder . . . . . . . . .
227—239 Tool Racks ............ 274 Plain Milling Machine. . . 303 Twist Drill Grinder.....
240-244 Stock Racks ........... 275–276 Milling Machine . . . . . . . . 14, 304 Grinder . . . . . . . . . . . . . . . .
245 Hyd. Valve Seat Press.. % Ton 277 Plain Milling Machine. . . 305 Drill Grinder . . . . . . . . . . . ºr--ºr M ºr
246 Radial Drill ............ 5'-0" Rad. 278 Univ. Milling Machine... 306 Lathe . . . . . . . . . . . . . . . . . . 14:2-4,
247 Drill Press - - - - - - - - - - - - - 36" 279 Screw Cutting Lathe... 15"x6"—0'’ 307 Lathe - - - - - - - - - - - - - - - - - 16 x26
248 Key Seat Milling Mach.. 280–281 Engine Lathe . . . . . . . . . . . 187.8 0, 308 Tool Grinder . . . . . . . . . . .
249 Key Seater ............. 282 Scr. Cutting Lathe...... 18"x8 0, 309 Cast Iron Facing Block.
250 Nut Facing Machine.... 283 Engine Lathe . . . . . . . . . . . 217,6_0', 311 Stock Rack . . . . . . . . . . . .
251 Semi-Univ. Radial Drill. 5'-0" Rad. 284 Scr. Cutting Lathe... . . . 16,4' 2, 312 Cutter & Toºl Grinder.
252 Drill Press ............. 32" 285 Crank Shaper . . . . . . . . . . 20, stroke 313 Sensitive Drill Press.... -- -
253–254 Engine Lathe ........... 19"x5"—0” 286 Auto. Spur Gear Cutter.. 314 Centering Machine . . . . . 6"—2 Spindle
255–257 Engine Lathe . . . . . . . . . . . 21"x7–6" 287 Auto. Bevel Gear Cutter. 315 Power Hack Saw .......
258-259 Engine Lathe . . . . . . . . . . . 17"x4"–0" 288 Scr. Cutting Lathe...... 16.8; 0, 316 Dry Tool Grinder ......
260 Screw Cut. Eng. Lathe.. 24" x14"–0' 289 Scr. Cutting Lathe...... 16" x12'—0"
261-262 Screw Cut. Eng. Lathe.. 16"x8"–0" 290 Scr. Cutting Lathe...... 20"x10'—0" GALLERY-CRANE LIST
263 Screw Cut. Eng. Lathe.. 18"x15' 0" 291 Shaper . . . . . . . . . . . . . . . . . 16" Stroke Key No. Type Operation No.
264 Boring Mill . . . . . . . . . . . . 34"x42" 292 Drill Press ............. 24" 417 Jib ..................... Hand. . . . . . . . . . . 1
265 Side Head Boring Mill.. 36" x44” 293 Univ. Grinder . . . . . . . . . . 418 Bridge . . . . . . . . . . . . . . . . . Electric......... 1
K---------------------- --------------- --- - 432-62"----------------- - ----------------------------------- --
- EE - - I + - - º R + - TI - - - —t - +: + - FT-Himmº- - +-T—Hi-H ºn-all
5*}sº # TFF F. H EST 253 H zo...? *] Tº Tºº GE == **, *, + *... s.
Heat Duct 219 185 246 A 25: . 2 Lºis I Jºzia] L2[5] --- 2. 217 315° 34] —l * + =?," 193 Aeo, pocz." 71
Ll E 200] [20I) 208 J is zool 220 Aſaſſing; -] = ºt- O226 º' 'TT' | R2, ...!? Joºf.
H 253 , .254 ... 255 , 256 , § - Too/APack—s 7. 273 242 L|| ||285 “23” commers' 5% HRH Hºes
E &T 25? –1 =1–1 - º- - —- -" ſº ! [195 Jºid 287
186 248LJ 257 - 258, 259 * coºl ſºaſº Rºilo..., zzo…". 278 286 287 238
—, ±] [-] -- ^ 2,252/7, 3-, * - º 312 837
|-l - - 235 9 O’K///-3 26, 27.3%;"| Tºtt H== His 30| Cl
205 33 ºf Hai-Hºi Hā → o –210 zza" al., & ThºtºjLFT THE TE *HéH so. 30% ºf
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MACHINE SHOP-GALLERY
Sparrow’s Point Plant—Bethlehem Shipbuilding Corporation
















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Alameda Yard of Union Iron Works Bethlehem Shipbuilding Corporation





















































PLATE II
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Alameda Yard of Union Iron Works Bethlehem Shipbuilding Corporation















PLATE III
_…_-+-+-+---+---- →→→ → → → →→→→→→→→=• <=======
BLACKSMITH SHOP EQUIPMENT LIST
BLACKSMITH SHOP-EQUIPMENT LIST-Continued
BLACKSMITH SHOP-EQUIPMENT LIST-Continued
Key No. Description Size Key No. Description Size Key No. Description Size
1 Steam Hammer ........ 1100: 16 Emery Grinder . . . . . . . . . #2 98 Air Piping . . . . . . . . . . . . . .
2 Trimming Press ........ 17 Steam Hammer . . . . . . . . 600: 99-100 Water Tank . . . . . . . . . . . .
3 Steam Hammer ........ 1000: 18 Shearing Machine . . . . . . 101 Oil Tank . . . . . . . . . . . . . . .
4 Trimming Press ........ 60" Stroke 19 Shearing Machine . . . . . . 5" Dia.
5 Steam Hammer ........ 3000: 20 Air Hyd. Press ... . . . . . . 20 T. BLACKSMITH SHOP-CRANE LIST
6 Steam Hammer -------- 2000: 21–22 Air Elec. Hammer . . . . . . 250: Key No. Type Operation No.
7 Trimming Press ........ 23 Steam Hammer . . . . . . . . . 999; 200-202 Jib ..................... Hand. . . . . . . . . . . 3
8 Air Elec. Hammer....... 800: 24 Air Elec. Hammer. . . . . . 350: 203 Jib . . . . . . . . . . . . . . . . . . . . . Hand........... 1
9 Steam Hammer ......... 2500: 25 Air Elec. Hammer . . . . . . 500: 204 Jib . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . . l
10 Forging Machine ....... 4” 26–36 Oil Furnaces . . . . . . . . . . . 1 Burner 205–206 Jib . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . . 2
11 Forging Machine . . . . . . . 2%" 37 Oil Furnace. . . . . . . . . . . . . 2 Burners 207 Jib . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . . 1
12 Hot Saw & Burring Mach. 38–42 Oil Furnaces . . . . . . . . . . . 1 Burner 208 Jib . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . . 1
13 Steam Hammer ......... 1100: 43 to 66 Oil Forges . . . . . . . . . . . . . 1 Burner 209 Jib . . . . . . . . . . . . . . . . . . . . . No Hoist . . . . . . 1
14 Centrifugal Air Com- 67 to 92 Anvils ... . . . . . . . . . . . . . . . 300: 210–212 Jib . . . . . . . . . . . . . . . . . . . . . No Hoist . . . . . . 3
pressor . . . . . . . . . . . . . . . 8800 Cu. Ft. 93 to 96 Tool Rack . . . . . . . . . . . . . . 213 Jib . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . . 1
15 Steam Hyd. Forging Press 500 T. 97 Boiler Blow-Off Pit. . . . . 214 Bridge . . . . . . . . . . . . . . . . . . Electric......... 1
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BLACKSMITH SHOP
Sparrow’s Point Plant—Bethlehem Shipbuilding Corporation





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FABRICATING SHOP No. 1–EQUIPMENT LIST
Key No. Description Size
1 Bending Blocks. . . . . . . . . . 5'x5'
3 Bending Blocks.. . . . . . . . . .
4 Bending Blocks.. . . . . . . . . .
5 Oil Furnace. . . . . . . . . . . . . . 72” x11’—0”x9'—0”
6 Winch . . . . . . . . . . . . . ......
7 Hyd. Bending Press......
8 Oil Furnace. . . . . . . . . . 65'—2"x6"—4%"x4"–9%.”
9 Oil Furnace..............
10 Air-Elect. Hammer. . . . . . . 350:
11 Pert, Punch and Shear. . .
12 Oil Forge. . . . . . . . . . . . . . . .
13–14 Coke Forges. . . . . . . . . . . . .
15 Platen . . . . . . . . . . . . . . . . . . . 10'—0”x 16’—0”
16 Auto, Feed Friction Saw. .
17 Metal Bin. . . . . . . . . . . . . . . .
18 Radial Countersink Drill. 15–3” Rad.
19 Horizontal Punch.........
20 Coping Machine. . . . . . . . . .
21 Vertical Punch. . . . . . . . . . . 48" Throat
22 Single Vertical Punch. . . . 48" Throat
23 Horizontal Punch.........
24 Service Panel.............
25 Planer . . . . . . . . . . . . . . . . . . .
26–27 Radial Countersink Drill.. 15"—3" Rad.
28 Electric Winch. . . . . . . . . . . 1% Tons
29 Pianer . . . . . . . . . . . . . . . . . . .
30-31 “Dº Head shapers....... 26". Stroke
FABRICATING SHOP NO. 1–EQUIPMENT LIST-
Continued
Key No. Description
32 Single Vertical Punch
33 Rotary Shear. . . . . . . . . . . . .
34 Large Rolls. . . . . . . . . . . . . .
35 Hyd. Manhole Punch. . . . .
36 Double Vert. Punch. . . . . .
37 Double Vert. Punch. . . . . . .
38 Grinder . . . . . . . . . . . . . . . . . .
39 Elevator . . . . . . . . . . . . . . . . .
40 Single Vertical Punch . . . .
41 Electric Winch. . . . . . . . . . .
42 Double Vertical Punch. . . .
43 Double Vertical Punch. . . .
44 S’gle Vert. Shear & Punch
45 Mangle Rolls tº e º 'º º ºs e g º º ſº ſº º
46 Gate Shears. . . . . . . . . . . . . .
47 Comb. Punch and Shcar. .
48 Single Vertical Punch....
49 Radial Drill. . . . . . . . . . . . . .
50 Single Vertical Punch.....
51 Single Vertical Punch.....
52 Horizontal Punch.........
53 Single Vertical Punch....
54 Single Vertical Punch. . . .
55 Platen . . . . . . . . * - - - - - - - - - -
56 Angle Shears. . . . . . . . . . ...
57 Single Vertical Punch.....
58 Hydraulic Press. . . . . . . . . .
Size
54”
Throat
34” Plate
60”
33”
54”
33”
54”
60”
40”
48”
Throat
Throaf
Throat
Throat
Throat
Throat
10’–0 py
Throat
Throat
5'-0" Rad.
5’—0”x5'—0”
48” Throat
FABRICATING SHOP NO. 1–EQUIPMENT LIST-
Continued
Key No. Description Size
59 Grinder . . . . . . . . . . . . . . . . .
60–61 Grinders . . . . . . . . . . . . . . . .
62 Cold Press. . . . . . . . . . . . . . .
63 Multiple Drill. . . . . . . . . . . . .
64 Radial Drill. . . . . . . . . . . . . .
65 Angle Shears. . . . . . . . . . . . .
66 Platen . . . . . . . . . . . . . . . . . . . 5'—0”x10'—0”
67 Electric IP inch . . . . . . . . . . . 1% Tons
68 Platen . . . . . . . . . . . . . . . . . . 5’—0”x5'—0”
69–70 Coke Forges. . . . . . . . . . . . .
71 Oil Furnace. . . . . . . . . . . . . .
72 Air-Electric Hammer. . . . .
73 Beveling Machine. . . . . . . . .
74 Furnace . . . . . . . . . . . . . . . . . n
75 Electric Hoist. . . . . . . . . . . . 1% Tons
76–81 Oil Burning Forges. . . . . . .
100 Blower . . . . . . . . . . . . . . . . . .
101 Blower . . . . . . . . . . . . . . . . . . 6150 F.A.P.M.
102 Oil Furnace. . . . . . . . . . . . . . 2' 9"x5'—5"
FABRICATING SHOP NO. 1–CRANE LIST
Key No. Type Operation No.
200–212 Jib. . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . 13
213 Jib. . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . 1
214–215 Jib. . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . .
216–217 Jib. . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . .
(Continued on neart page)
É
FABRICATING SHOP NO. 1–CRANE LIST MOLD LOFT-EQUIPMENT LIST MOLD LOFT-EQUIPMENT LIST--Continued
Continued
Key No. Type Operation No. Key No. Description Key No. Description
218–219 Jib. . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . 2 82 Switchboard Panel 88 Band Saw
220–224 Jib...................... Hand. . . . . . . . . . 5 83 Band Saw 89 Grindstone
225–226 Jib. . . . . . . . . . . . . . . . . . . . . . Hand. . . . . . . . . . 2 84 Planer 90 Blower
- - 91 Li
227–229 Bridge. . . . . . . . . . . . . . . . . . . Electric........ 3 85 Radial Drill 92–93 º Table
- (1ble
o ido - - - - -
230–232 Bridge. . . . . . . . . . . . . . . . . . . Electric........ 3 86 Circular Saw 94–95 Portable Racks
233 Wall. . . . . . . . . . . . . . . . . . . . Electric........ 1 87 Radial Drill 96-99 Work Benches
--------------------------------------------------------------------------------------------- 676-0°---------------------------------------------------------------------------------------------------------------------------
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FABRICATING SHOP NO. 1 AND MOLD LOFT
Sparrow's Point Plant—Bethlehem Shipbuilding Corporation





PLATE AND ANGLE SHOP-EQUIPMENT LIST
Key No.
1
2e1
Description
e s s tº a º º te e º tº tº a tº is tº º &
Grinder . . . . . . . . . . . . . . . .
Power Hack Saw. . . . . . . .
Drill Press . . . . . . . . . . . . .
Lathe . . . . . . . . . . . . . . . . . .
Shaper . . . . . . . . . . . . . . . . .
Grinder . . . . . . . . . . . . . . . .
Hyd. Accumulator . . . . . .
Triplex Pump . . . . . . . . . .
Steam Pump. . . . . . . . . . . .
Bender . . . . . . . . . . . . . . . . .
Radial Countersink .....
Radial Drill . . . . . . . . . . . .
Radial Drill ............
Horizontal Drill. . . . . . . .
Punch and Shear . . . . . . .
Angle Shear . . . . . . . . . . .
Hor. Bending Press . . . .
Angle Shear . . . . . . . . . . .
Punch
© e o O e º 'o e º e º 'º e a e º 'o
Size
30” Throat
30” Throat
20” Throat
20” Throat
12"
18" D. Face Plate
16" Stroke
2—20" D. Wheels
16' Swing
4’ Swing
4’ Swing
24” Throat .
12” Throat
24” Throat
24” Throat
6” Angles
PLATE AND ANGLE SHOP-EQUIPMENT LIST-
Key No.
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
Continued
Description Size
Cold Press ... . . . . . . . . . . 10" Channels
Hyd. Joggler . . . . . . . . . . . . 250 Tons (Vert.)
Oil Furnace . . . . . . . . . . . .
Angle Planer . . . . . . . . . . 6” Angles
Spot Welder . . . . . . . . . . . .
Bending Blocks . . . . . . . .
Winch ..................
Angle Furnace. . . . . . . . . .
Pump . . . . . . . . . . . . . . . . . .
Blower . . . . . . . . . . . . . . . . .
Angle Beveler . . . . . . . . . . 8" Channels
Bending Blocks . . . . . . . . .
Punch . . . . . . . . . . . . . . . . . . 18” Throat
Punch . . . . . . . . . . . . . . . . . 18” Throat
Winch . . . . . . . . . . . . . . . . . .
Punch . . . . . . . . . . . . . . . . . . 1” Holes in 5%” Plates
Horizontal Punch . . . . . . .
Punch . . . . . . . . . • . . . . . . ... 1" Holes in 34" Plates
Punch .................. 34"Holes in 3%"|Plates
Friction Saw . . . . . . . . . . . 54” Dia.
Switchboard . . . . . . 2 * * * * *
Radial Countersink . . . . . 13' Swing
Pneumatic Riveter . . . . . . 36” Throat
Pneumatic Riveter . . . . . . 36" Throat
Bending Blocks . . . . . . . . .
Plate Furnace . . . . . . . . . .
PLATE AND ANGLE SHOP-EQUIPMENT LIST-
Continued
Key No. Description
53 Bending Blocks . . . . . . . .
54 Forge . . . . . . . . . . . . . . . . . .
55 Winch ..... . . . . . . . . . . . . .
56 Punch . . . . . . . . . . . . . . . . . .
57 Punch . . . . . . . . . . . . . . . . . .
58 Punch . . . . . . . . . . . . . . . . . .
59 Radial Drill. . . . . . . . . . . . .
60 Radial Drill. . . . . . . . . . . . .
61 Gate Shear . . . . . . . . . . . .
62 Punch . . . . . . . . . . . . . . . . . .
63 Punch . . . . . . . . . . . . . . . . . .
64 Punch . . . . . . . . . . . . . . . . . .
65 Hyd. Manhole Punch....
66 Hyd. Keel Bender . . . . . .
67 Bending Rolls . . . . . . . . . .
68–69–70 Rollers . . . . . . . . . . . . . . . .
71 Punch . . . . . . . . . . . . . . . . . .
72 Punch . . . . . . . . . . . . . . . . . .
73 Punch . . . . . . . . . . . . . . . . . .
74 Punch . . . . . . . . . . . . . . . . . .
75 Punch . . . . . . . . . . . . . . . . .
76 Punch . . . . . . . . . . . . . . . . . .
77 Shear . . . . . . . . . . . . . . . . . .
78 Shear . . . . . . . . . . . . . . . . . .
79-80-81 Rollers ................
(Continued on neart page)
Size
48” Throat
48” Throat
48” Throat
7' Swing
7' Szwing
34” Plate
36” Throat
36” Throat
24” Throat
250 Tons
500 Tons
Top Roll 20" D.
36” Throat
36” Throat
36” Throat.
36” Throat
36”
36”
36”
36”
Throat
Throat
Throat
Throat
#
PLATE AND ANGLE SHOP-EQUIPMENT LIST-
Continued
Key No. Description Size
82 Punch .................. 30" Throat
83 Punch .................. 30" Throat
84 Shear . . . . . . . . . . . . . . . . . . 24" Throat
85 Rotary Shear . . . . . . . . . . . 48" Throat
86 Punch . . . . . . . . . . . . . . . . . .
87 Punch . . . . . . . . . . . . . . . . . .
88 Bending Rolls . . . . . . . . . . Rolls 12" D.
89–90–91 Rollers . . . . . . . . . . . . . . .
92 Punch .................. 48" Throat
93 Punch . . . . . . . . . . . . . . . . . . 48" Throat
- --
PLATE AND ANGLE SHOP-EQUIPMENT LIST-
Continued
Key No. Description Size
94 Punch . . . . . . . . . . . . . . . . . .
95 Emery Grinder . . . . . . . . .
96 Drill Grinder . . . . . . . . . . .
97 Shear . . . . . . . . . . . . . . . . . . - 24" Blade
98 Plate Planers . . . . . . . . . . . 45' Plate
99 Plate Planers . . . . . . . . . . . 45' Plate
100 Plate Planers. . . . . . . . . . . 22' Plate
101 Radial Countersink . . . . . . 16' Swing
102 Radial Countersink . . . . . . 16' Swing
103 Radial Countersink...... 16' Swing
19
== -j-"H
-----
~~~~~~
- ---
------------------ 33 Aays @20.6°-676'-6"-----------------
-------------- ------ Overa/ O/7e.75/27 = 76.9/-(2′--------------------
PLATE AND ANGLE SHOP
Fore River Plant—Bethlehem Shipbuilding Corporation
PLATE AND ANGLE SHOP-EQUIPMENT LIST-
Continued
Key No. Description Size
104 Radial Countersink..... 16' Swing
105 Scarphing Machine. . . . . . 16' Plates
106 Scarphing Machine...... 9' Plates
PLATE AND ANGLE SHOP-CRANE LIST
Key No. Type Operation No.
201–206 15 Ton–Bridge. . . . . . . . . . Electric . . . . . . . . . . 6
207–210 5 Ton–Wall... . . . . . . . . . . Electric . . . . . . . . . . 4
211 Bridge . . . . . . . . . . . . . . . . . Hand . . . . . . . . . . . . 1
212–242 3 and 5 Ton-Jib........ Electric . . . . . . . . . . 31
*----
--|->|22-3-2/.
----- --------- >



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GALVANIZING SHOP-EQUIPMENT LIST
Key No. Description Size
1 Heating Oven. . . . . . . . . . . . 24"x20"
2 Heating Oven . . . . . . . . . . . 5'_9"x13'-9"
I6 | 3 Hot Water Tank . . . . . . 3’—0"x6"—9"x2'—6"
| 4 Hot Water Tank......... 2'—4"x4"–0"x2"–9"
20? 5 Hot Water Tank . . . . . . . . . 3'-0"x9'—9"x2"–8”
| 6 Acid Tank . . . . . . . . . . . . . . . . 3' 1" x11’—8"x29”
i 7–15 Acid Tanks. . . . . . . . . . . . . . 2–2" Dia.
º l 16 Pickling Tank . . . . . . . . . . . 5' 4"x6"—4"x3'—0”
| GALVANIZING SHOP-CRANE LIST
Key No. Type Operation No.
200 Monorail . . . . . . . . . . . . . . . Hand. . . . . . . . . . . 1
GALVANIZING SHOP - 201 Monorail . . . . . . . . . . . . . . . . . . . . . 1
Sparrow’s Point Plant—Bethlehem Shipbuilding Corporation 202 Monorail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

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LAYOUT OF YARD
Newburgh Shipyards, Newburgh, N. Y.





















































PLATE IV
SHIPS RIGGING AND CARGO
HANDLING GEAR
A TREAT ISE
DESCRIBING AND ILLUSTRATING
MASTS, DERRICK POSTS, BOOMS AND THEIR FITTINGS
BOOM TABLES AND OUTRIGGERS, ROPE, BLOCKS AND WINCHES
BY
ALFRED H. HAAG
CHIEF CONSTRUCTOR EMERGENCY FLEET CORPORATION
SPECIALLY PREPARED
FOR
THE SHIPBUILDING CYOLOPEDIA
#|Illllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllillllllllllllllllllllllllllllllllllllllſ||||||||||I||||||||||||||||||||||||||||||||||||||Illlllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllll
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Foreword
In the following treatment of ship's rigging and cargo handling
gear requirements, only those methods are dwelt upon which,
through continued application and resultant satisfaction, have
come to be adopted as standard. So many deviations in detail
have found their way into modern practice, that, for practical
reasons, no attempt has been made to classify them all.
For the sake of added efficiency and unanimity, it is believed
that a standardization of practice, even as to details, based upon
the best results produced under given conditions, should be
adopted. For where a diversity of opinions on the part of ship-
builders finds expression in the working plans, a great amount of
time is often lost and unnecessary expense incurred which would
be obviated through the adoption of standard fittings. The value
of uniformity in this connection will be readily appreciated in con-
sidering the subject of our proposed Merchant Marine. Contracts
will necessarily be let out to many yards, and, therefore, a system
of centralization and standardizing of materials would seem to be
both logical and urgent from the standpoint of efficiency and
economy.
The subjects hereunder treated are dealt with in their natural
sequence, and, as before stated, only those items are covered which
have stood the test of efficiency, economy and durability.
In eliminating the many items of doubtful utility, and laying
stress upon the essential, vital points, it is hoped that some benefit
will accrue particularly to the novice, on whose visualization and
discernment the future of the shipbuilding industry will largely
depend. e
Reverting again to the Merchant Marine, the most economic
program consistent with good practice must be inaugurated if we
are to compete favorably with our foreign rivals, and maintain the
prestige upon the high seas to which we are entitled by virtue of
our natural resources and geographical location. Thus, economy
in construction is a vitally essential factor, the primary requisite,
and it has been the writer’s aim in the presentation of this subject
to dispense with the more burdensome and costly equipment in
every case where the adoption of more economical fittings have
been justified through long usage and satisfactory results.
A. H. HAAG.
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!'.
Jºliº.
Ship's Rigging and Cargo Handling Gear
INTRODUCTORY
Tº: HANDLING OF CARGO aboard ship is a subject which
is often given too little attention. The length of a
ship's stay in port depends largely upon the loading and
unloading facilities; and, therefore, no effort should be
spared in designing equipment to operate most effectively.
There are three distinct classes of cargo vessels, each
of which requires loading and unloading facilities to
suit its particular needs. Ships carrying fixed or definite
cargoes, as the products of a particular trade, can with
comparative ease provide for the installation of suitable
and efficient cargo handling gear. Ships carrying bulk
cargo, such as oil, ore, coal, grain, etc., require special
machinery for each kind of material, much of which is
installed on the wharves, although in some instances it
is part of the vessel's equipment. Ships, known as
“tramps,” carrying miscellaneous cargoes, require handling
gear that is more difficult to establish because of the va-
rious uses to which it is subjected. In addition to the above
methods, cargo is sometimes handled by trucks through
ports in the ship's sides or over gang planks from the
decks, as in the case of harbor and river steamers, and
sometimes freight and passenger vessels.
In the following pages the various kinds of fittings,
booms, masts, ropes, blocks and equipment in general are
described, with a view to assisting those engaged in the
preparation and development of plans for cargo handling
equipment. The writer has made a study of this subject
for many years, and has endeavored to place at the dis-
posal of those interested, methods which have been accepted
as standard, after time and practice have justified their
adoption by the shipbuilding industry.
Standardized Equipment
URING THE PERIOD when our shipbuilding activities were
limited to a comparatively few yards, little or no
economic pressure was brought to bear in the interests of
standardized equipment. However, with the rapid rise
and expansion of the shipbuilding industry in this country,
it has become imperative that if we are to compete on
anything like an equal basis with foreign markets, economic
necessity demands that equipment, particularly as regards
cargo handling gear, and deck fittings in general, must
be standardized in so far as practicable and consistent
with safety and efficiency, thus reducing to the lowest pos-
sible minimum the cost of installation and upkeep.
One of the most important factors in determining the
commercial value of a vessel is the facility and speed
with which its equipment will permit of the loading and
discharge of its cargo. To this end, therefore, it is
essential that complete harmony and co-operation be estab-
lished among all the shipyards of the country, to the ex-
clusion of individual preferment, selfish interest and in-
tercompetitive efforts, towards the realization and estab-
lishment of a common standard of equipment.
In the presentation of the following pages, limited though
they are in the treatise of the vitally important subject
which they embody, it is the intention and hope of the
writer that full cognizance will be taken of cargo handling
equipment as a very potent factor in the economic opera-
tion of all vessels, and that we should, therefore, avail
ourselves of the most expeditious means of loading and
discharging cargo, so as not to lose while in port the
advantage gained in transportation.
Masts
Asts are constructed in various ways:—the two strake
M in and out type, with angle bar stiffeners; the two
strake, one strake within the other, with angle bar stiffen-
ers; the two strake flush type, with Tee-bar seam straps
and angle bar stiffeners; the three strake flush type, with
Tee-bar seam straps; and the three strake in and out
type, with angle bar stiffeners. A typical mast plating
plan, together with sections of the various types of masts,
is illustrated on page 342. -
There is a growing tendency to dispense with angle bar
stiffeners, compensating therefor by increasing the thick-
ness of plating. The diameter of a mast, thickness of
plating, straps, doublers, riveting, etc., should conform to
the rules of the Classification Societies.
For determining the length of a mast, a good rule to
follow is to take the distance above the deck at which the
boom is stepped (whether stepped on a derrick table or
directly to the mast; this distance usually being about
8 feet 6 inches) plus the length of the boom, at which
point the hounds are located, plus about three feet above
the hounds to the top of the mast. In determining the
length of a mast in this manner a good lead for the
topping lift is arrived at.
The maximum diameter of a mast is usually carried
up just above the point of the mast at which the boom is
stepped; and in the case of where a derrick or boom
table is fitted around the mast, to a point just above the
derrick table. From this point it is then carried in a
fair curve to the top of the mast.
Method of Laying Out the Curvature of a Mast
METHoD for obtaining the curvature of a mast as
A shown on page 350 is as follows: Through the base
line draw a center line perpendicular to the base. At
the intersection of the base and center line strike an arc of
a circle representing the maximum diameter of the mast, on
a scale of at least three inches to the foot, preferably full
size. Intersect the arc at a distance out from the center line
representing the diameter at the top of the mast. The
distance between the base line and the line representing
the diameter at the top of the mast, then, represents the
vertical distance for which the mast is curved. Make a
scale to fit this length. The diameter at the butts of the
plating, or any diameter along the curved portion, can
then be laid off, and accurately determined. Sometimes
the portion of the mast below decks is tapered toward the
heel. However, this practice has been almost entirely
abandoned, and the mast is usually made parallel whether
carried one or two decks below. A bulb angle should be
riveted to the deck in the way of mast openings to
provide a backing for the wedging.
During the war a great many vessels had hinged masts.
One of the most common types is illustrated on page 344.
This was done in order to obtain low visibility. This type
of mast, however, was found very impracticable, owing to
the loss of time in raising and lowering the same and dis-
319
SHIPS RIGGING AND CARGO HANDLING GEAR
connecting the rigging, together with the numerous fittings
and equipment required. It is now almost entirely dis-
pensed with.
Raking of Masts
T IS cox SIDERED desirable to set the masts plumb on a
I cargo carrier for the following reasons: it dispenses with
offsetting the derrick table, it eliminates considerable bevel-
ling of angles, particularly those in way of the mast open-
ings at the decks, and it allows one to go aloft on the mast
with more safety and ease. Masts on passenger vessels
are raked more for appearance than anything else, the
usual practice is to rake the fore mast about 3%" to the
foot, the smoke stack about 7/16" to the foot and the
mainmast about 3%" to the foot.
Mast Ladders
OR GOING ALOFT on a mast, the most economical practice
F is to fit an iron ladder riveted to the mast by angle
bar clips, as illustrated on page 342. The practice of fitting
ladder rungs directly to the mast is no longer in favor,
it having proved very costly, owing to the number of
rivets required, and the amount of work expended on
the rungs themselves. Preference is given by some oper-
ators to the fitting of ratlines on the shrouds. However,
the fitting of a ladder is considered the best practice
aboard a cargo carrier.
Derrick Posts or King Posts
ERRick Posts, sometimes called “King Posts,” are built
D up either of plating, as shown on page 342, or con-
structed of pipe. In many cases they are constructed
similar to a mast, usually of the two plate in and out
Strake construction, as illustrated on page 342. In many
instances the derrick post is also utilized as a ventilator,
in which case the mushroom type of ventilator is generally
used, although sometimes a cowl is fitted. Sometimes a
slide is fitted in the post, so as to regulate the ventilation
below decks. A detail of this slide is illustrated on page
342.
Topmasts (Wood and Steel)
opMASTs are ordinarily constructed of wood, chiefly of
T spruce. Sometimes, however, they are made of steel.
There are three types of topmasts: the fixed, the housing
and the telescoping, all of which are illustrated on page 345.
On vessels navigating rivers where low bridges are en-
countered, either the housing or the telescoping topmasts
are fitted. However, the fixed topmast is by far the most
desirable in all other instances.
In determining the height of a topmast the requirements
of the wireless antenna should not be lost sight of. Each
end of the antenna is supplied with a safety link, designed
to break when undue stress is placed on the antenna, such
as a violent movement of the mast due to an explosion,
or the mast vibrating excessively due to its being sub-
jected to a heavy strain in the handling of cargo, or when
the vessel is at sea in a heavy blow. Should the safety
link give way, approximately five feet is added to the
length of the antenna, causing the same to drop fifteen
or twenty feet. Therefore, the height of the topmast
should be designed so that the antenna clears the top of
the smokestack by at least twenty feet. Topmasts, al-
though sometimes curved, are usually made with a straight
taper.
Crow’s Nest
~ N A GREAT MANY VESSELS crow's nests are fitted on
the foremast. There are numerous ways of con-
structing a crow's nest. One of the most economical and
satisfactory types is illustrated on page 343. The height
of a crow's nest varies from 3 feet 6 inches to 4 feet 6
inches. The crow's nest is either located below the mast-
head light or above the hounds, depending on the height
of the mast.
Derrick or Boom Tables
HERE THE SPACE between hatches permits, a derrick
table is built around the mast. However, a derrick
table is only necessary where more than two booms are
required on each side of the mast, or where it is desired
to set winches parallel to the center line of the ship.
Where there are more than two booms on each side of
a mast a derrick table is provided. The width of a
derrick table is determined by the number of booms re-
quired. In cases where an exceptionally wide table is
fitted it is supported by stanchions, and sometimes plated
over and used as a deck locker for blocks, ropes, etc.
Tables of ordinary size are usually bracketed to the mast,
as illustrated on page 343.
Upper Tables or Outriggers
HEN DERRICK TABLEs are fitted around the mast at the
deck, it is necessary to provide an upper table or
outrigger to which the topping lift pad-eyes are connected.
The pad-eyes for topping lift blocks should be located di-
rectly above the boom pivots on the derrick table. Some-
times the upper table is so constructed as to provide con-
nections for the shrouds and headstays in addition to the
topping lifts. This type of table is illustrated on page 338.
Booms (Wood and Steel)
OOMs up to a capacity of about ten tons are usually
B made of wood, chiefly of Oregon pine, although occa-
sionally they are made of steel. Booms above fifteen tons
capacity are practically all constructed of steel, probably
the most common being of pipe construction. The plate
and channel type is also a good construction. Expensive
forged bands can be dispensed with, by replacing them
with pad-eyes. Various types of steel booms are illus-
trated on page 341.
Mast Fittings
wide DiverGENCE of opinions among shipbuilders has
A resulted in the production of a large variety of
mast fittings. The shrouds and stays in some instances
are connected to the mast by looping them around the
mast, as indicated on page 343. At other times they are
shackled to a band at the hounds, or to an individual pad
riveted on the mast.
Probably the most economical way to secure the shrouds
and headstays is obtained by riveting double clips to
the mast, with a liner in between the clips to get
the proper bearing, as shown on page 332, the advantage
being that the clips can be riveted to the mast while the
mast is under construction, thus obviating delays which
might be occasioned through not having forgings and cast-
ings ready.
Likewise, means for riveting the topping lift pad-eyes
are provided by riveting double angles to the mast, while
the mast is under construction, as shown on page 332.
Where no derrick table is provided, the boom supports or
pivot bearings are secured to angles riveted to the mast
in a similar manner, as illustrated on page 333.
320
SHIP”S RIGGING AND CARGO HANDLING GEAR
It will readily be seen that by providing suitable means
for making connections to the mast as described above, that
the mast can be entirely completed and the fittings applied
afterwards. Also when replacing any of the fittings at a
later date access may always be had for making a suitable
riveted connection, which otherwise would necessitate taps.
When an upper table is provided, the topping lift pad-
eyes are riveted to the table. Provision is also made for
connecting the main shrouds and headstays to brackets, as
illustrated on page 338.
Topmast Fittings
opMAST FITTINGs usually consist of a band to which
the wireless antenna is attached. This band is also
provided with a lug for securing the gantline block. Some-
times an additional band is added as a connection for
the signal halyard, the other end of which is secured to
the smokestack. It was formerly customary to fit a spring
stay between the foremast and the mainmast, but due to its
close proximity to the wireless antenna, affecting the
proper functioning of the same, its use has been almost
entirely discontinued.
Boom Fittings
OOM FITTINGs on a circular wood boom consist of
B a goose-neck fitted at the heel or foot of the boom,
with an eye-bolt near the goose-neck for securing the
block bail. At the upper end of the boom there are fitted
one, two or three bands. When there is more than one
band, the bands are spaced from six to seven feet apart.
The outer band is usually fitted so that it shoulders on a
reinforcing band, as illustrated on page 333. The inner
bands are made in halves, and bear against half rounds
secured to the boom, as shown on page 333. The number
of bands required for a boom is determined by the class
of cargo carried, the operating company usually specifying
the number required.
The pivot bearing is sometimes designed with a connec-
tion for the lead block, as illustrated on page 336. In the
case of the boom being stepped on a table, a pad-eye with a
link is riveted to the table to which to shackle the lead
block, as illustrated on page 343. In the case of a heavy
lift boom a pad-eye is provided on deck for the lead block,
as illustrated on page 338.
The fittings for the heavy lift boom, as illustrated on
page 338, consist of a goose-neck, sometimes called a “Pa-
cific Iron” at the lower end. At the upper end there are
either bands or pad-eyes, depending upon the construction
of the boom, to which are connected the vangs, topping lift
and hoisting blocks. A heavy lift boom is usually stepped
on a pedestal riveted to the deck.
Boom Stowage (Wood and Steel)
S”. ARRANGEMENTS for light lift booms are illustrated
on page 337. Where the booms are of such length that
they extend over the top of the poop, bridge or forecastle
decks, the chock is bolted directly to the deck, or some-
times to a clip riveted to the bounding angle. When they
clear the deck erections, a boom rest is provided to which
the boom chock is secured, as illustrated on page 337. Boom
rests are usually located between the hatches, and at a
height which will make the boom stow parallel with the
sheer of the ship.
Heavy lift steel booms are sometimes lashed in chocks
on deck; other times they are stowed vertically against
the mast, as illustrated on page 346.
Rigging Fittings on Deck
HE MAIN SHROUDS are set up with turnbuckles con-
nected to a chain plate, which is riveted to the sheer
strake, or sometimes to the deck close to the sheer strake.
When preventer stays are used, chain plates should be
fitted to the sheer strake in a similar manner. The back-
stay is fitted with a turnbuckle secured, like the shrouds,
to the sheer strake. The headstays are set up with turn-
buckles secured sometimes by shackling them direct to the
stem bar, the stem bar being carried up sufficiently far for
this purpose. At other times they are connected to a
pad-eye so designed as to take both the topmast stay and
fore-stay. Otherwise they are connected independently to
individual pad-eyes located on deck close to the stem bar.
In addition to the chain plates, the other deck fittings
consist of pad-eyes for securing the vang or guy tackles to
the deck, with cleats near by for belaying them, both of
which should always be located clear of the hatches, near
the side of the vessel. Sometimes they are located on top
of the bulwark channel. There should also be provided
lashing ring pads along the bulwark and along the hatch
coamings for lashing deck loads. For the topping lift pur-
chase a pad-eye is provided on the deck, so located that the
lead from the topping lift block at the mast will clear the
obstructions on the mast. Close to this pad-eye there is pro-
vided a cleat for belaying the topping lift. Sometimes a
cleat is riveted to the mast, at other times to the mast table,
as conditions may warrant, for belaying the topping lift. If
no manila purchase is provided, the topping lift is brought
down to a snatch block at the deck, and a deck hook is
provided under which the rope is passed before it is
belayed on the cleat. A detail of deck hook is illustrated
on page 337.
Rigging Fittings Attached to Ropes
O” THIMBLES are used when the strain on the rope is
not excessive. Particulars of this type are given on
page 349, fig. 11. The opening in the thimble provides a
means for securing the shackle link, hook, or other con-
nection. For splicing wire rope around thimbles where
heavy stresses are encountered, a solid cast iron thimble is
used, for which particulars are given on page 349, fig. 9.
There is sometimes substituted in lieu of the open and cast
iron thimble a wire rope socket, either closed or open. This
type of connection, when properly made, is found far su-
perior to a rope spliced around a thimble. Tests have
shown that the splice will pull out when tested to 65 per
cent of the strength of the rope, while in the case of a wire
rope socket connection, properly made, tests have demon-
strated the rope to break, while the connection remained
intact.
There are various types of turnbuckles in use. That
known as the pipe or sleeve turnbuckle is considered one
of the best for ship use. Particulars are given on page
347, figs. 1 and 2. The threads are protected from ex-
posure to the elements, and a very neat appearance is ef-
fected. The open type of turnbuckle is sometimes used
aboard ship. However, it is more adaptable for use ashore.
For ropes that are required to be made portable, a
pelican hook is fitted to the turnbuckle. Pelican hooks
are illustrated on page 349, fig. 12.
Rigging fittings usually consist of steel forgings, al-
though when good steel castings are procurable they are
frequently substituted.
321
SHIP”S RIGGING AND CARGO HANDLING GEAR
Ship's Blocks (Wood and Steel)
He various KINDs of block connections are illustrated
T on page 351. Each manufacturer apparently has his
own idea concerning the particular design as well as the
strength of the connection. It is, therefore, necessary to
design fittings to which blocks are connected to suit the
particular design of block ordered. It is also important
in designing fittings to make allowances to provide for
sufficient clearances. Should it be necessary to replace a
block with another make, the shackle of which might be
somewhat larger, it is best accomplished by providing a
fitting with a link welded in.
Of the block fittings illustrated on page 351, the most
common are the blocks fitted with shackles. The use of
blocks fitted with hooks should be restricted, particularly
for work aloft. The tendency has been to use blocks fitted
with shackles rather than with hooks, for although a little
more time is required there is an added insurance against
accidents.
Ordinarily there are two kinds of wood blocks used
aboard ship, viz., the block with round shell and the wide
mortised block, the shell of which is cross-bolted or riv-
eted. Wide mortised blocks are used where greater
strength is required, also permitting the use of a larger
rope for the same diameter sheave. All steel parts on
wood blocks should be well galvanized.
Winches, Location of
HERE ARE VARIOUS TYPES of winch ES used in handling
T cargo aboard ship. One of the most common types
used is the single gear and single drum with one winch-head
on the outboard side. When there is sufficient deck space
winches fitted with two winch-heads are used, as there are
some classes of cargo where a number of whips can be
operated from one hatch, and both the hoisting drum and
each of the winch-heads can be brought into use to good
advantage.
Winches that are used for heavy loads and warping
winches which are subjected to severe strains are generally
compound geared.
The location of the winches is a matter which should
be freely discussed by the shipbuilder, ship operator,
ship master and the winch manufacturer. An arrange-
ment of winches which has been found very practicable
for certain classes of cargo and which has been extensively
adopted where two booms are fitted on each side of a mast,
is to locate the winches close together in an athwartship
direction but with sufficient space between them to allow
their operation by either one man to a winch or by one
man to two winches.
In connection with the above it is noted that in some
ports the labor organizations do not permit one man to
for the purpose.
course, is reversed when loading the vessel.
operate more than one winch, but where possible it is
desirable that one man should control both winches, which
may be accomplished by extending the levers and brakes
It is also advisable to provide sufficient
clearance for a one-man passage between the hatch coam-
ings and the winches. This arrangement usually brings
the winches within the line of the outside of the hatches
and allows an unbroken space for loading deck cargo.
One winch is usually required for each boom, but where
a heavy lift boom is used, the hoisting drums of two
winches are brought into play except where the ship is
fitted with double drum winches. One winch is used for
the topping lift and the other for the hoisting rope.
The majority of ships built in this country are fitted
with two booms of about five tons capacity on the for-
ward and after side of each mast. In some cases the
larger ships have one boom of from twenty-five to thirty-
five ton capacity in addition to the five-ton booms. When
handling cargo with five-ton booms, one boom is usually
guyed down over the center of the hatch, the other being
guyed down over the side of the vessel so that the cargo
whip or hoist will clear the vessel's side from eight feet to
twelve feet, depending upon the class of cargo handled.
In handling loads up to about three tons a single whip
is used on each boom. These whips are brought together
at the lower end and made fast by connecting them to a
ring or shackle on which is secured a cargo hook, barrel
hooks, bale hooks, net or any other device for the par-
ticular kind of cargo to be handled. When discharging
cargo a load is lifted from the hold of the vessel by the
whip from the boom over the hatch and after it is clear
of the hatch coaming it is swung outboard by hauling in
with the whip from the outboard boom and slacking away
on the whip from the inboard boom. This operation, of
This system
for handling cargo is considered a very efficient one for
certain classes of cargo. It is, however, advantageous
some times to work the whips independently. In this case
the load is lifted from the vessel’s hold and then hauled
outboard by a line made fast to the load as the whip is
slacked away. For the heavier loads, from three to five
tons, it is usually necessary to substitute a three-part tackle
in place of the single whip. -
For the booms of twenty-five to thirty-five tons capac-
ity a tubular or channel and plate boom is used which is
stepped on deck. An eight-part fall for hoisting is ordi-
narily fitted; also an eight-part topping lift. When lifting
a load out of the hold the heavy boom is guyed down
securely over the center of the hatch. The load is then
hoisted until high enough to clear the hatch coaming and
the bulwark. The load is then swung outboard by slack-
ing away on one vang purchase and hauling in on the other
with the aid of the winch head.
322
SHIP'S RIGGING AND CARGO HANDLING GEAR
Table 1–Construction of
Various Types of Wire Rope
6 STRAND's
with Hemp Centers
6 STRANDS
7 WIREs PER STRAND 12 W. REs PER STRAND
6 STRAN Ds
8 STRAN Ds
|9 WIRES PER STRAND 19 WIRES FER STRAND
6 STRAND's
37 WREs PER STRAND 6| WIRES PER STRAND
2-D
2-
OOC
6 STRAN Ds
A.
|-
L–
THE RIGHT VVAY
HOvy TO MEASURE
\/VI RE: ROPE.
É
THE VVRONG VVAY








323
SHIP”S RIGGING AND CARGO HANDLING GEAR
*
ROPE PARTICULARS
Table 2—Plow Steel Transmission,
Haulage or Standing Rope
6-5 rºards— 7Wars rot-ESrizanos-I HEMP Core:
- - -> 2.
- * . * * - Dwa.of 5HEAVE
pººr R : º: in Tons of *::::::: *...*
scue |ºlicies accºor woole, runs jº
i % 4% ! 6.4. 8 2. 3.55
| 3% 4% 14.4- 72 3
| \, 4. | 2 60 2,45 22–24.
| Wº 3%. 9.4 47 2 2O-22
| 3 7.6 38 |.58 | 8–2O
% 2% 6.2 3 | 1.2O || || 6- 18
34 2% 4.6 23 .89 || || 4 - |6
% 2% J.6 | 8 .75
$8 2 3.2 | 6 .62 12-ſ 4-
%6 |% 24. | 2 .5 O
yº. |%. - 2 | O .39 |O-|2
% 1% 1.4. 7 .5O
3% | 6 1.2 59 .22
% | -88 4.4- ..] 5
%2. % .68 34- ..] 2%
Table 4—Standard Plow Steel
Hoisting Rope
Table 3—Extra Strong Plow Steel Transmission,
Haulage or Standing Rope


6-5 rºarios —19 W. Res to THE 5THANO – | HerºnP CoRE
4.
Darterer | Circut-- PROPERworkazoºxºnergiº Apoorwegim º:
|N FERENCE | ING, LOAD in in Totºs of | PER Foom' PRACTICE
| No HE5 | in NoHEs ſköröof 2000LE: 2OOOLee * N LO3. in incHES
2% 8% 55 275 * |.95
2% 7% 46 229 9.85
2% 7% 37 | 86 8
2 6% 28, 140 65
|’6 5% 25 | 27 3,55
|34 5% 22 | | 2 4.85
|% 5 |S 94. 4.15
| *, 4%. | 6 8? 3.55
|% 4% | 4. 72 3
| 4 4. | 2 58 245 22–24.
1% J%. 9.4. AT/ 2 2O-22
f J 7.6 38 L58 | 18-20
% 2%. 5.8 29 |.2O | 6- | 8
3% 2% 4.6 23 .89 |4-| 6
38 2 3. ( 5.5 .62 | 2-[4-
*6 194 24 | 2.3 .5O
%2 |% 2 | O .39 |O-12
Zie 1%. Ł6 8 .3O
36 |% l. 15 5.75 ,22
316 | .76 3.85 ..! 5
% %. .33 2.65 ... O
6- 5-TEArºrae - 7 Vigº Es ºro-n-E 5TRANo – | Her-1P Corre
DIAMETER CiRCUM- |Proper | º:
| Nº. FERENCE | Nes Loap in N Toss of Per Foor pºcnce
| Nches | IN INches Tons 2000Le: 2OOOLee. IN Les. N luches
| W. 4% | 8 90 355
| 36 4% | 6 79 3
| W: 4. | 3 67 2.45 22–24.
| 6 3%. | O 52 2 2O-22
| 3 8.4 4-2 1.58 18-20
% 2% 6.6 33 I. 2 O | 6- 18
% 2% S 25 as "Ta-ſe
% 2% 4- 2O .75
58 2 J.5 | 7% .62 | 2–|4.
%6 [*4 2.6 | 35 .5 O
% { % 2.2 | | .39 |O – 12
76 | X4 L5 7%. .J O
3% | 8 |.3 6%. .22
Table 5—Extra Strong Plow Steel
Hoisting Rope
6-5 rºarcs—19WIREs To m-ESrPANo-- I HER-1P CoRE
5
DIAMETER | CIRCUI-1- |PROPERWork/APROxfºrwarº WEIGHT *::::
|N FERENCE | NG LOAD IN IN TON5 OF | PER Fooſ. Pºecinct
| NCHES IN INCHES | Wonsof 2000LES 2000 Les. IN LP5, in Inches
2% 8% 63 315 | |.95
2% 7% 53 265 9.85
2% 7% 42 Z | O 8
2 6% 33 | 66 6.30
178 5% JO | 50 5,55
|34. 5% 27 |33 4.85
|% 5 22 | | O 4.15
1% 4% 70 98 J.55
13% 4% | 7 84. 3
|% 4- | 4- 69 2:45 22- 24.
1% 5% | | | 56 2 2O-22
J 9 45 |.58 || || 8 - 2 O
7% 2% 7 35 1.2O |6-18
34 2%. 5.3 26.3 .89 || || 4 - 16
% 2 3.8 |S .62 | 2-|4.
% 134 2.9 | 4.5 .50
% 1% 24 | 2.] .39 |O-[2
* 1% H.9 S4. .30
% |% |.55 6.75 .22
% | .9 4.50 .15
% 34 .63 J.I.5 . 1 O


324
SHIP”S RIGGING AND CARGO HANDLING GEAR
ROPE PARTICULARS
Table 6—Special Flexible Plow
Steel Hoisting Rope
©-5TRAND5–37Wires To THe tomºANo– | HEtapCoRE
DIAMETER | Circuta- PROPERWork/APrax5mºngHApproxweight *::::::::
IN FERENCE |ING LoAD IN | IN Tons of | PER Foot PºACnce
! No HE 5 | in INCHEs ſon50-2000ted 2000 Les. 1N LE×5. 1N | NCHES
2% 8% 53 265 | |.95
2% 7% 45 2 || 4- 985
2%. 7% J5 | 75 8.
2 6% 26 | JO 6.3O
|% 5%. 23.8 | | 9 5,55
|%. 5% 22 | O8 4-85
|% 5 | 8 9C) 4.15
|% 4%. | 6 8O J.55
|% 4'4 | 4- 68 J.
|% 4- | | 5.5 245 / 22-24
| a 3% S 44 2. 2O-22
| J 7 J5 1.58 18–2O
% 2% 5 27 |.2O | 16- | 8
94. 2%. 4- 2 | .89 | 4 - | 6
% 2 J | 4. .62 | 2–|4-
% |% 2.3 | ſ. 5 .5O
%. ! } 1.85 9.25 .39 || |O-12
'e |%. 1.4. 7.2 .3O
38 | V8 !. 5. .22
Table 8—Extra Special Flexible
Hoisting Rope
6-5TRANcs – 61 WIRE5 ro THE STRANo — I HErap Core.
PLOUGH 5TEEL
8
| Daraete R Circuta- PROPERWorkWaxo~5rrensn'Artºoxwelsiºr
1N FERENCE | NG LOAD in INTonus of PER foot | RENTARKs,
lNCHES IN INCHE5 Tonsor?000LE6] 2000 Les | N 1-55.
3% | O% 7O 3.5 O | 6,60 Uſ)
J 9% 62 310 || 14.20 g :
2% 8% 53 265 .95 #g #
2% 7% 4,3 2 |4. gas * ,
2% 7% 35 | 75 gool : ;
2 6% TX6 | 3C) 6.5C)
ExTRA STEoNG Plough ºreet-
J% | O%. 74. 37O | 6,60 uſ)
J 9% 65 325 | 1.4.20 || 3 ||
2% 8% 56 278 TTL95 . . ;
2% 7% 45 225 assi : é g
2% 7% 37 | 84. abol : ;
2 6% 27 | 57 * &
6.30
~&
Table 7—Special Flexible, Extra Strong
Plow Steel Hoisting Rope
G-5TRAND5–37WIPE5 To n+E STRAND– | HERAP CoRE


DIANTETER CIR curºn- ProPERWORKAPaxxâxing. Accºokwe Gºm g
|N FERENct ING, LOAD IN IN Tons of | PER Foot
|Nc HEs in INCHEs Tonsor?OOOLed 2000L65. JN LE55 .
2%. 8% 55 2 78 | 1.95
2% 7% 45 225 9.85
2% 7% 37 | 84. 8
2 6% 27 | 57 6.30
1% 5%. 25 | 25 5,55
134 5% 23 | | Jº 4,85
1% 5 | 9 95 4.15
1% 4% | 7 84 J.55
1% 4% 14- 7 | 3
1% 4. | | 58 2.45 22–24.
1% J% 9.2 46 2 2O-22
| J Z4. 37 |.58 | 18-2O
% 2% 5.8 29 1.2O | | 6- || 8
% 2% 4.6 23 .89 || |4 - || 6
$6 2 J.2 | 6 .62 | 2 - |4.
9.e. 1% 2.5 | 2.50 .5O
% |% |.9 9.75 .39 IO-12
Že 1% 1.5 7.50; .30
39 | }6 l, O6 5.3O .22
Table 9––Extra Flexible Plow Steel
Hoisting Rope

8-5 rºarcs -19W REs To THE 5TRAND – | HEMP CoRE
Datteres | Circut-- |Properwork/AaroºnersmaanxWEgmº"?”
|N FERENCE | INGLoAD IN | INToNs of | PER Foot *:::::::
INCHEs IN INCHEs Tonsofloooled 2000Les IN 1-55 | is Næs
| ". 4% | 4.8 74 J. S
|3% 4% | 2.8 || 64. 2.70
I'4 4. | O,4- 52 2,2O 22 – 24-
| 6 3% 8.6 45 |.8 O 2C- 22
| J 6.6 33 |.42 | 8 – 20
% 2%. J.2 26 !.O8 | 6- . 8
% 2% 4. 2O .8O || |4-16
% 2 2.8 | 4. .56 | 2-[4-
9/e |%. 2.32 || | 1,6 .45
% |% 1.74. 8.7 .55 | O— 12
% |% |.38 690 .27
% |% i.O2 5. 2 .2O
5/6 | .67 3,55 . I J
% %. .45 2.25 .OS


325
SHIP'S REGGING AND CARGO HANDLING GEAR
ROPE PARTICULARS
Table 10—Extra Flexible, Extra Strong
Plow Steel Hoisting Rope
8-5TRAND5–19WiREs ToTHESTRAND – | HErº1pCORE
ſo
DIAMETER CIRCUM- PROPERWoRKAPProÓrengt/APaºweight 2.
| N FERENCE | Nea LOAD IN | NTons of PER Foot PRACTicz
trucHEs | IN INCHEs Töröofºople: 2OOOLes. in LES. in ltucha's
|% 4% | 6 8O J.19
|% 4% | 3 68 2.7O
|% 4. | | 56 2.2O 22–24-
|% 3% S.2 46 |.8O | 20-22
| 3 Z2 J6 !.42 | 8 – 2 O
% 2% 56 28 |.O8 16- 18
% 2% 4.4 22 .8O | 4 - || 6
% 2 3 | 5 .56 | 2 – 14-
%6 |34 24. | 2 45
% 1% I.S) S.5 .35 |O-|2
Table 12—Standard Crucible Cast Steel
Hoisting Rope
Table 11—Crucible Cast Steel Transmission,
Haulage or Standing Rope
(3-5 rºarios — 7 via Es To ‘n-E STRANc — I HENA PCoRE

|ſ
DAMETER | Circury- PaopeaWork/APProºmawahapºo.WEIGHT º:
| N FERence lºaloap ºn NToss or | Perfoor |".
INCHE5 | IN INcHEs Tons of 2000LE 2000Les 1N Les. IN INCHEs
|%. 4% | 2.6 65 J.55
|3% 4% | O.6 55 Ö.
| MA. 4. S.2 4-6 2.45 22–24.
| 6 3% 74. 37 2. 2O-22
| & 6.2 3 | 1.58 |8–2O
% 2% 4.8 24- 1, 2 O | 16 – 18
%. 2% 3.7 | 8.6 .89 #4–16
% 2% 3. I | 5.4. .75
% 2. 2.6 | 3 .62 | 2-4.
% |%. 2. | O .5O
% | } |.5 77 .39 |O-12
% | 4. i. I 5.5 .3C)
33 | 6 .92 4.6 .22
% | .7O 3.5 ..] 5
932 % .5O 2.5 ... 2%

Table 13—Extra Strong Crucible Cast Steel

Transmission, Haulage or Standing Rope

G-STRAND5–19 VW, REs To THE STRAND – | HErº1p Corre
Ola of 5HFAve.
* 3: Fººtºriº
!Ncries | IN INcHEs ſons of 2000Lee 2000Les. IN Leº. IN INCHES
2% 8% 4.2.2 2 || | |.95
2% 7% 354- | 70 985
2% 7% 26.6 | 33 8
2 6% 21.2 | O6 6.30
|% 5% | 19 S6 5,55
|%. 5% | 7 85 4-85
|% J 14.4 72 4.15
|% 4% | 2.8 64- J.55
|% 4% | 1.2 56 3
1% 4 : S.4 A7 245 22-24-
| 8 3% Z6 38, 2 2O-22
| 3 6 JO 1.58 18–2O
% 2%. 4.6 23 !.2O || || 6- 18
%. 2% J.5 | 75 .89 || |4-16
% 2 2.5 | 2.5 .62 || || 2 - 14.
% |% 2 | O .50
% |% |.68 8.4. .39 IO-12
% 1% l. 30 6.5 .35O
38 | 6 .96 4.8 .22
% | .62 3. ..!.5
% %. .44 2.2. ... O
6-5 rºtatios -7VVisºrs Torrie STRAND- | HEMP Core:
DAMETER CIRCUM- ~~~~~ º:
|N FERENCE ||Nal oao IN INToN5 of | PER Foot PRACTIce
INCHEs IN INCHE5 ſortsofºooole's 2000 LB6. IN LBS. in INCHE5
| 4 4% 14.6 73 3.55
1% 4% | 2.6 63 3
| }. 4. | O.8 54 2.45 22–24
| }s 3% 8.6 43 2 2O-22
| 3 7 J5 1.58 |8-20
% 2%. 5.6 28 |.2 O 16–18
34. 2%. 4.2 2 | .89 |4-16
% 2% J.J. | 6.7 .75
% 2 2.9 | 4.5 .62 |2–14.
%6 1%. 2.2 | | .5O
%. 1%. !.8 8.85 J9 |O-12
% | }. 1.25 6.25 JO
38 | 8 |.O5 5.25 .22
%6 | .79 3.95 ..! 5
952 % .59 2.95 ... 2%
326
SHIP'S RIGGING AND CARGO HANDLING GEAR
ROPE PARTICULARS
Table 14–Standard Extra Strong Crucible Table 15—Special Flexible Crucible
Cast Steel Hoisting Rope Cast Steel Hoisting Rope
6-5 rRAND5–19 Wires To THESTRANU- | Herºp Cone. 6-5TRANDs—37WIREs to THESTRAND- | HEMP CoRE
DaMETER |Circulº- *w-kº-º-º: DArtETER CIRCUN-1- |ProperwbRKAPrºox5.RENGTHApowo-WEKºſſ º
IN FERENCE ING LoAD IN IN Tone of PER foot Tº...ºnce !N FERENCE |ING LOAD IN | IN TON5 of | PER foot- º:
INCHEs | IN INCHEs ſonso:2000Led 2000Les |N Lê5. IN INCHES |Nch iEs | IN INchEs ſon50f2OOOLed 2000 LP5. 1N LE55. 1N INCHES
2% 8% 48.6 243 | l.95 2% 8% 4.O 2OO | |S5
2% 7% 4 O 2OO S85 | 2% 7% J2 | 60 S.85
2% 7% 32 | 6 O 8 2% 7% 25 | 25 8
2. 6% 24.6 | 25 6.5 2. 6% 2 | | O 5 6.30
1% 5% 22.4 | | 2 5,55 1% 5% | 8.8 94. 5.55
| 134. 5% |S.8 S9 4.85 |%. 5% | 7 84. 485
|% J | 6.6 85 4.15 |% 5 | 4. 7| 4, 5
|% 4% | 4.6 73 J.55 |%. 4% | 2 | 65 J.55
|% 4% | 2.8 64. 3 [38 4% | | 55 3
1% 4. | O.6 53 245 22-24. |%. 4. S 4-5 245 22–24.
1% 3% 8.6 4.5 2 2O-22 | 6 3% 7 J4- 2 20-22
| J 6.80 34. 1.58 18-2O | 3 6 29 1.58 |8–2O
% 2% 5.2O 26 L20 | 16-18 % 2% 5 23 (.2O l6–18
94. 2% 4.04 2O2 .89 || |4 – 16 %. 2% 3.5 | 7.5 .89 | 4 - || 6
% 2 2.8 O |4 .62 || || 2 - 14- % 2 2.2 } |.2 .62 2-14
% [34. 2.24 | | | 2 | .50 9.6 |% |.9 9.5 .50
% }% |.84. S.2 J9 || |O – 12 % |% 1.45 Z25 .39 IO-12
% 1%. [.45 Z25 | .3O 7% I'4 1. 5.5 .3o
3% 1% |.06 530 .22 % |% .84 4.2 .22
% | .7O J.50 ..] 5
%. 94. .49 2.43 ... O


Table 17–Special Flexible, Extra Strong
Crucible Cast Steel Hoisting Rope
Table 16—Extra Special
Ø-5TRANcs–57 WIREs To THE 5TRAND-1 HErap Core

Flexible Hoisting Rope
D.A. of 5HEAve.
DIAMETER CIRCUI-1- |PROFERWoRKAPrºxºnerºo.WEIGHTitº.
3-5-reatuca – 6|WIREs To THE 5TRAND - I HEMP CoRE !N FERENcE litic, LoAD IN | INTons of | PER Foot PRACTICE
INCHEs | IN INCHEs ſons of2Ooolcº 2000 Les. IN LOS. | N (NCHE5
Crucel E CAst 5TEEL
2% 8% 4.7 2335 | I.S5
DIAMETER Circut-1 |Płroper:WoRK/APFRox5m FNGTHAPPROxWEIGHT | Ž
|N FERENCE | Inc, LOAD in in Tons of º: REMARKs 2% 7% 37 | 87 S85
INcHEs in linches Tonso 2000Leół 20ooles | N. L55. 2% 7% 3O | 50 8
3% | O% 56 28O | | 6.60 2 6%. 25 | | 7 6.5O
2% 8% 4 O 2OO | |.95 ; . |34 5% |S S5 485
2% 7% 32 . | 60 235 | # 3 g 1% 5 | 6 79 4, 5 —-mºssº
2% 7% 25 | | 25 addi 3 & | M. 4% | 1.4 7| J.55
0. %
2 6% 2 | | O5 6.5C) & 1% 4%. | 2 6 | J
| º-s,
ExTRA 5TRONG CRUCiel E CAst 5TEEL |% . 4. | O 5O 2.45 22–24.
. % -
3% | O% 6,5 J | 5 | 6.6O 1% 3% 8 J9 2 2O–22
J 9% 55 275 | 4.2O o 3 | % 6.4 S2 1.58 |8-2O
2% 8% 47 235 II.35 % § % 2% 5 25 |.2O || || 6- 18
2% 7% 37 | 87 9.85 | # gé %. 2% J.8 | S .89 || |4-16
g Vſ
2% 7% JO | 5O adol & % 2 2.5 | 2.6 .62 || ||2-[4-
2 6% 23 | | 7 ago | * f % I34. 2.] | O.5 .50
4 |% 1.65 8.25] .39 |O-|2
* | 6 .95 4.65 | .22


327
SHIP”S RIGGING AND CARGO HANDLING GEAR
ROPE PARTICULARS
Table 18—Extra Flexible Crucible
Cast Steel Hoisting Rope
85 rRAMoe –19 wires to n+e snRANo - I HEMPCoRE
Ts
DIAt 1ETER | Circuta- |ProperWorkWearaśniershi/Approºfelehr|DAor 5HEave
|N FERENCE ||NaLoAD in INTons of | Per Foor |Baseponstip
INCHE5 | N INCHEs Tonsorzoooled 2000LE5. in L55. .
| } 4% | 1.6 58 J. S.
|% 4% | O.2 5| 2.7C)
| 4 4. 8.4 4-2 2.2O 22–24
| 8 3%. 6.8 J 4 1.80 | 20–22
| 3 5.2 26 }.42 |8-2O
% 2% 4. 2O Los | 16–18
3% 2% JiO6 15.3 .8O |4-6
3% 2 2.18 | O.9 .56 |2-14.
% 1% | L74. 8.7 .45
% | ? |.46 73 .35 |O-12
%6 |%. |.14. 5.7 .27
% | 6 .84. 4.2 .2O
% | .55 2.75 . I 3
% 34 .36 |.8O .O9
Table 20–Galvanized Crucible Cast Steel
Yacht Rigging or Guy Rope
6° 5'rºANoe —7WIREs to THE 5TRAND — I HERAP Core
2O
DAMETER |CAR cut-- Croft ANILAAarox5RRGMAaxoWelsHr
1N FERENCE |RoPEOFEqual in Tons of PER Foor | RErvarks
|NCHES IN INCHES | STRENGTH | 2000 Les IN LE×5.
| A 4. | 5 42 2.45
3. % &
| "16 J%. | 2 38 2.2 |
ſ % &
| 8 J% | | J4. 2 g
|% 3% | O J | 1.77 ;
| J S 28 1.58 * Š
% 2% 8% 22 |- 2 O : ;
% 2% 8 | 9 Los | # ,
%. 2% 7 | 6.8 as 3 ;
% 2 6 | |.7 .62 | g §
%g 1% 5% 9 .5o :
! % 3. XI C.
% | X2 4%. 7 .39 § 3
15 —º lº-
%2 138 4% 6 .34 º
Že 1%. 4%. 5 -3C
% |% 3%. 4.2 .22
% | J J.2 ..! 5
Table 19—Extra Flexible, Extra Strong
Crucible Cast Steel Hoisting Rope
65TRANoe—19 wºrs. To THE &rraNo - Her-1P Core


I9
DIAMETER | CIRCUr-t- |PºoperWork-Atwoº APrºodweight|DAoPSheave
- WN FERENCE | Na Load IN | IN Tone or | PER Foot | BasepowSºap
|NcHEs IN INCHEs Tonsor?000Lee 2000les. !N Lö5. º:
| } 4% |J 66 J. 9 -
| 9% 4% | | 57 2.7 O
| 4 4. S.4- A7 2.2O 22–24
| 6 3%. 76 38 |.8 O 20-22
| 3 5. 297 1.42 |8-2O
% 2%. 4.6 23 I.O.8 16- || 8
% 2% 3.5 | 7.6 -80 14-16
56 2 2.5 | 2.4 .56 | 2-14.
9e |%. 2 | O.] A-5
__% |% 1.6 8 .355 i O-I 2
%6 1% l.26 6.350 .27
% 1% - 93 4.66 .2O
%6 | .6 | J.O.5 ... 3
% %. 40 2O2 .O.9
Table 21—Flexible Galvanized Crucible
Cast Steel Yacht Rope


6-5TRANDs— Sº WIR£5 To The STRAND – | HEt-1P CoRE
DuAMETER | CiRCUN-1- J.I. Fº
|N FERENCE | RoPE of Equal INTons of PER foot PRAcnct
|NCHES IN INCHES | STRENGTH | 2000LE.5. IN LP5 | in ltic HEs
| 4: 4. | 3 42 245 22-24
ſº 3%. | 2 J8 2.2 |
| 6 J% | | J4 2 2O-22
| M6 3% | O J | 1.77
| J S 28 1.58 18–2O
% 2% 8% 22 |.2O I6 - 18
%e 2% 8 | S 1.03
34 2% 7 | 6.8 .89 || 14-16
58 2 6 | 1.7 .62 | 2 – 14-
9% 1% 5%. 9 .5 O
% |%. 4%. 7 .39 || |O– 12
%2 1% 4% 6 . 34.
% |%. 4%. S .3 O
36 | 8 3% 4.2 .22
%6 | 3 J.2 ..! 5
328
SHIP'S RIGGING AND CARGO HANDLING GEAR
ROPE PARTICULARS
23
* e wº tº DIAR-1Ere R | C1R cut-1- C1Rof MANILA Aaxokºrens}{APaº'EIGHT -
Table 22—Galvanized Iron and Crucible JN FERENCE |RoPEof Equal IN Tons of PER Foot |REMARKs
Cast Steel Running Rope | Nc HES in NCHEs | STRENGTH | 2000 Les IN LE55.
(94. 5%. | | 4.2 485
6-5TRAND5–12 WIRE5 To THE STRAND —7HEMP CORE5 Ji t
DAMETER | Circum- APPRoxWeight ºr. IN 3. |$8 5 | O 35 4,15
| N. FERENCE | PER foon wº P % % I
| NCHEs IN INCHES IN LBS. IRoN CASTSTEEL in ſº: | W. 4%. S', 3O J.55 §
I’s 4% 9 28 J.24 g
1% 3% |. 8 | O. 22.5 |33 4%. 8% 26 J 5
| J |.05 8.7 | 9.5 | 18-2O | 4. 4. 8 23 2,45 £
% 2%. .8O 6.9 | 5.5 || || 6-18 ſhe 3% 7%. | 9 22 | §
I ſ (ſ)
% 2% .68 6 | 3.5 | 6 J% 6%. | 8 2 ; :
34. 2% .59 5.] | |.5 || |4 - || 6 | he J%. 6 16, L77 | * É
u
% 2 42 3.6 8 |2– 14- | J 5%. |4. |.58 g º
% 194 .33 2.8 6.5 % 2% 5% | I.] Izo T : ;
% |% .26 2.2 5 |O- 12. % 2% 5 9.4 |.O3 º .
3. | %
% 1% .2O 1.7 J.9 s : #. 78 39 . Ä
2 5.7 .62 u!
38 1% .14. l. 3 2.85 9. 9. 3. $ §
% | ... O .82 1.98 [6 | 94– j%. 4.46 .5O X
% | }. J 3.39 .59 3
%e | 4 2% 2.35 .JO J;
38 |% 2% |.95 .22
5% | 2 .42 ©
Table 24—Standard Iron |6. | | 5
Hoisting Rone 93.2 % |% |.2O ..] 25
6-5 rºarto5–19"wires To THESTRANo— | HEMP Core %2 % |%. .79 .O63
- -- 3. }% |% 6 | O4-
.orºi ve ke 2 ſº o
Dartereº | CIRCUrº- |Properwork/APPRoºrkers'AprºxWEIGHT º:
IN Fenetice lite Load N | N Tons of PER foor ºnce
|Ncries in Inches |\onsor?000Urd 2000LE5. IN 1-55. in INCHES
Table 25—Iron Transmission, Haulage
2% 8% 22.2 | | | | 1.95 OI’ Standing Rope
2% 7% | 8.4. 92 S85
2% 7% 14.4- 72 8 6–5TRANos — 7 Viºles Tom-º: 5twearic – l Hert-up Coºr
2 6% | | 55 6.350 D C Pao-ere
lArtſBTER lºcut-1. ProceRWorkWexx5menen/APavée ºr
|% 5%. | O 5O 5,55 |N FERENCE | INs Load IN | IN Tons of PER Foor *::::::::
[*4 5% 8,8 44. 4,85 |NcHEs | IN INCHEs ſlotso;2000LEs 2000Les. In LP5. in INCHEs
| 36 5 Z6 38 4, 5 | }, 4% 6.4. 32 3.55
|% 4% 6.6 33 J.55 | 38 44 5.6 28 J
|% 4% 56 28 3 | $4 4. 4,6 23 2.45 22–24.
| 4 4. 4.56 22.8 245 22–24. | Wº J%. J.8 | S 2 2O-22
|% 3% J.72 | 8.6 2 2O-22 | 3 3 | 5 1.58 | 18-2O
| 35 29O | 4.5 L58 | 8–2O 78 2%. 2.4 | 2 !. 2 O 16 - || 8
% 2%. 2.36 | |.8 !.2O l6- 18 34 2%. 1.7 8.8 .89 || |4- || 6
% 2% |.7O 8.5 .89 14-16 '% 2% !.5 7.3 .75
$6 2. 1.2O 6. .62 | 2-14. % 2 1.2 6 .62 12–14.
% 1% .94. 4.7 .50 9% 1%. .S6 4.5 .5O
% 1% .78 3.9 .39 |O- 2. % 1% .74- J.7 .39 |O- |2
% 1% ..58 2.9 .3O % 1% .52 2,6 .30
36 |% 48 2.4- .22 $6 |% .44. 2.2 .22
#6 | .35O 1.5 . I 5 % | .34 1.7 ..] 5
% %. .22 !. •l O $s. % .24- |.2 .12%
Table 23–Galvanized Iron Ship’s
Rigging or Guy Rope
6 STRANDS-70R12 WRESTOTHE 5TRAND – HEMPCORE




329
SHIP”S RIGGING AND CARGO HANDLING GEAR
ROPE PARTICULARS
Table 26–Served Plow Steel
Wire Hoisting Rope
5-5TRANDS – 19 Wires To THE 5TPAND – I HENTP CoRE

ſ+—
sāHONJ NI 30|13，4glº'sº ſº
！ ||
Rdiſis no ºsvg% || $&w | s |
p）} Havaſs=oviq | - || ~ ~ ~ | ~ ¡ ¿
QL)*| |
ºg|ºse T N || $ $ $ $ | } | }
(ſ)§loo3 853|| ~ | ~ | ~ ~•
“;„. Į LH913A XO8ddyſ -
Q }}ºsgºi ooo 2| so o N S
p=）+=łO SNOL N | | _ | 4 «$ „Š N ）
± 40 à ſuº N38 Lc.xoaday| °^ ' º ~ ~ſ.
3G-ź№ ~~） •-- - - - - - - - *- - - - - -→ — — — <-» ----- «+ → -+=-（=）
§ § §| ºg gººgº|$ $ $ $ $ $
Qº? I SNO L Ni ovoT|| 5 | 4 '…, N — , S
ºtt №.#ĐNi>{2}OM 23 doad·
�• №，* ———•—— — -r——•——————
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ruſº į №wo | -\N : . No ſºº
�ģĐNiagas 85 Layſ & | & | & | & | & | &
5 || ºwn2.812 ºxoſºddy| 1
tº|×2 xo}}
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- 5
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LOs3H3N Ì N tNyºo | *（\\+|u\o j-\N: |f（\&O
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s+2NÍ NI BOLLºvaſ，ș | Ş | Ş | g | S | *º.
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s ºſs ſº gaeg§ | Ş | ≤ |s| > | & | | S.
aawºſłç ſoºviq(N
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+993 ººd| ≤ || 4 | -5 | -5 | & | & | − | − | −
LH913 Mºxoſºddy
ºsgºi oooz• | ► | S | 8 | R | & | &
ºº ºººl. N' | < | 4 || ~ | ~ || s | N | wo | ss | eo | wº | & | & | & | \， | ºff || N.
kuºngxugºxoxaay| = | sſ | wo | ~ | ° | * | ſn | Ğ | N | — | — | —
ºsgºi ooo2 ºſo$ | Ş | Ş | Ş | S | Ş | 8 | Ş º ! R || ?
•������• ſ«s�ș
ĐNDwaom aadox） || ~ | ~ | ~ | ~ | ~|
3Nrnarvi） HJ.I/M|
wº | \，+|×o |~x~ |-Xºo | * | ► | ►►0 | -\， |-\ºo º ºſº | eº | —A*«№ I - AN
onlaðasægu fy | G | & | & | & | & | & | & | & | & | & | & | & | & | N | — | —
*Pºmo&19 *x0æddy{
* INH_L\^^
§§nyſſ?| „|“ſº•\+|w|<>|—ºſº | ~£o [-\！|-*º×o |r^\+|<\S\|\s*o | e\$3||-^^－
(f\，→* --~）;→<！--***••••■
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ºnlaxasºsºo，！
sº HoNſ;«^\+|<0 | -AN | ºſo | +\<t|-\ºnço [a,\+|\s*o isºſº |-\n| |n\s? |«Nº įvຠ|<\+
zra LawVIO

Table 29—Served, Extra Strong Cast Steel
Table 28–Served Crucible Cast Steel
Wire Hoisting Rope
Wire Hoisting Rope
5-5TRANDs- 15 Wires To THE 5TPAND – ) HEN-1P Core
SaH2NĮ NI BOLLõvae
|ą d¡Hç No dasvg
Q\!
3.avgHç ſoºviq
22-24.
| 8-2O
| Go- ) 8
| 4 - || @
| 2 - $4.
| O- 12
sQN nO + N ;
-I-O-O-ſ &#32;
LHºlz/Mºxo&day
4.88
| 9
3. 60
OG
2. Jº2
2. O7 | 20–22
|
|
. 66
. 22)
| 2
. 8 O
. GO
. 49
.4 O
.36
.26
. 2)
ºsgºi oooz
HO SNO IL N (
HuÐN3auç'x0x4dy
99
83
73
64.
53
4-3
34.
26,
|4
7.25
J5. 3 O
3. 50
2.43
* Sg7 ooo2 ºſo
sNo L N i Gyon
PNIX&q^M ~3doxa
13). 8
| @. 6
j4 . (6
13
.0%
6. 8 O
5.20
2.80
2.24.
. 84.
! .45
. O6
0.70
O.4°)
8N (Txiv） H LIAM
ĐNtaelaç ºlau gy
ºwn2.812 ·xoa ddy
-\s+
5%
^\s+
2#
| }.
BN IT&VLJ H_LIAM
ĐNIA?!3G 83 Lgy
213 lakºviq （xowdøy
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N\，0
ø\s+
PNIAM3c 380339
83 13!： VIG]
s3H2N I N ( [
14
| #
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NÇO
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«{{Q
s+H2NĮ NI 301-12v8&
3 diHç No 03svg
3^vāHç Ho （YK)
22-24-
2O-22
18–2 O
| 6- 18
| 4 - || @
|2- || 4.
| O- 12.
ºsg" | N |
_LO O-3 ?ład
L}{913M） xoºddy
4.38
19
3.60
3. O6
2.52
2. O7
|
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. 80
. GO
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.4 O
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ºsgºi ooo2
•JO SNO I N I
H_L9N38 19 xoºddſ/
35
72
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5 (3
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23
17. 5
| 2.5
| O. O
8.4.
(3.5
4. &
2.2
ºsgºi oooz -JO
SNOL NI OVOT
ĐNDI?!OM 8330&&
17.O
|4.4.
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©. OO
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3.5 O
2.5 O
2.OO
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| .3C
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3NIT?ſyſ J H LI/MA
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erſº
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wſo
.5-5 reANDs- 19 Wires To THE 5TRAND – I HEMP Coee


9NIA：EÇ 38043.g
sal-10 Nį Ni
2，3-Lāl-J\/IC]
| #
| 6
N\o
f^\s*
wºſo
-\N
330
SHIP”S RIGGING AND CARGO HANDLING GEAR
ROPE PARTICULARS
Table 30—Common Lay, Three Strand
Manila Rope
Approximate Gross Weight and Strength
APPROXINTArt: JO
** A..... º.º. º'ºwer
52.É INCR DAN-ETER 5TRENGTH | RoPE in PER foor
CUPTFERENCE NEW MANILA. ONE RUNo|| In Pounas
FEET Pounds RoPE
a.º. Tº-Tº-TzTTE
Gº TAT 2750 50 | 620 55-0 |.018
9ñdſ ºr 62o 50 || 1000 36-4. Lo27
ºdºlº Eso 50 1275 27-0 || 037
gº 8 ºzoo 50 1600 24-0 || 04
Wan. 7, 200 65 1750 | 18-6"| 054
BE I & Izoo 75 2100 ||6–0|ocs
TV, 4, Tizoo 90 2400 i 3-4"| 075.
BA, I 3. 1200 || ||25 || 3150 9-7"| 104.
2 . Tº 1200 60 | 4000 || 7-6 133
2%. , || 3 | | 200 198 || 4700 || 6-1" | 165
2%, ºf 1200 || 234 || 5900 || 5 || || 1957
2%. Tº 200 270 7000 || 4-5"| 225
J " || | | 200 324 || 8000 i 3-6 T 270
3A. Tº T260 T373 T3500 T3-2T 3.15.
3% n | | W3. | 2 OO 432 || |O500 2'-9" | .360
3%, TA. Tſzó0 || 504 || 2500 || 2–5 || 420
A 15, 200 576 || 4000 || 2–1 | .480
Table 32—Tensile Strength of Manila
and Wire Rope Compared
Approximate Breaking Stress in Tons of 2000 Lbs.
==
Wire TRANstatsson RoPE.ONE HEMPCORE50RRouto
DARTETER ED BY 51x51 RANc6 of 5Even 5TRAND's EACH. Average
|N - QUALITY
incHES lrzoN cº-e tºº §º:* º A
STEEL |CAsrSTEEL ROPE
Tons TONS TONs TONS TONS
2% 26
2% 2 |
2% | 7
2 i | J%.
º, T. | |
|% 9%.
| V, 32 63 75 82 8
|% 28 53 65 72 7
| A. 23 46 54. 60 6
| 6 | 9 57 45 4.7 J
| | 5 3 | 35 J8 4.
% | 2 24. 28 J | 3
% 88 | 8.6 2 | 25 2%
% 6 | 5 | 4: 5 | 6 | 9,
96 4.8 | O | | | 2 1%
%. 37 77 8.85 | O |
Že 2.6 5.5 6.25 7 34
3% 2.2 4, 6 5.25 59 %
% [.7 J.5 3.95 4.4. 93
%2 1.2 2.5 2.95 J.4. %o
%. %.
Table 31—Common Lay, Three Strand
Manila Rope
Approximate Gross Weight and Strength


ſ
APPROx|MATE 3 :
*** Aerº º'ºw-wear
52E INCir DAMETER - 5TRENGTH |ROPE IN |PER foot
CUMFERENCE & NEWMANILA |ONERUND|IN RUNDS
FEET Pounds |RoPE
4% in ſº N. 12 00 646 || 6000 || I'-0" .540
4% 1%. 1200 || 720 17500 || 1-e-I.goo
4%" | 1%. 1200 || 800 19500 || 7-a-Taay
| 5 || Tº 200 || 900 21500 || F-4 Izso
5% I*4. | 1200 || || 080 25500 || "-1. [.9oo
6 2 " | 1200 | | 296 || 30000 || || ||108
6% 2%. | 2 OO | 5 || 2 || 34OOO 9%"| 126
| 7 || 2%. || ||200 | | 764 || 38000 || 6 ||47
7%, 2%, 200 | 20 | 6 || 43500 || 7 ||ca
| 8 || 2%. 1200 2304 || 49000 || @%Ti22
8%, 2ā, 1200 2590 55000 54.2.1a
e | 3 | | 1200 | 29 5 61000 || 5 |2.4s
s', a 3%. 2 oo || 3240 67000 || 4%|2.2c
to 3% 1200 || 3600 | 73000 || 4 |300
I 3% | 12 oo' | 4320 | 84000 || 3 || |3.co.
| 2 || 4 12oo I 5 184 25000 || 2: 4.32
| 3 || 4%" | 1200 || 6048 ||06000 || 2 #, 5.04
| 4. 4% | 1200 || 7050 ||15700 || 2 g|5.88
| 5 5 ti | 2 OO 8 OG4 | 1242 OO ! ##" | 6.72"
Table 33—Tensile Strength of Manila
and Wire Rope Compared
Approximate Breaking Stress in Tons of 2000 Lbs.
WiFE HolsTING RoPE. ONE HEMPCORESURROUND 33
Daraeres | ED BY Six STRAND's of NINETEEN WIREs EACH. Ave:RAGE
lºss CRucleLE |ExtRASTRON& Plough .
* gº ºil & |";
TONS Tons TONS TONS TONS
2%. | | | 7 || | 24.3 275 26
2% 92 | 70 2O O 229 2 |
2% 72 | 33 | 6 O | 86 | 7
2 55 | O6 || || 2 3 140° 1.3%
|34 44 85 S9 | 12 | |
1% J8 72 83 S4. 9%
1% 33 64. 73 82 8
B8 28 56 64. 72 7
|% 228 47 53 58 &
|% | 8.6 J8 4 J 4.7 5
| 14.5 3O J4. 38 4-
% | |.8 25 26 29 J
34. 8.5 | 7.5 2O.2 23 2%.
% 6 | 2.5 | 4. | 5.5 1%
% 4.7 | O | | .2 | 2.35 |%
% 3.9 8.4 S. 2 | O |
% 2.9 6, 5 725 8 %.
% 24. 4.8 5.3O 5.75 %
% |.5 J. | J.5O 3.8 %
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331
SHIP”S RIGGING AND CARGO HANDLING GEAR
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332
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For Elevations, See Opposite Page. For Details, See Pages 334, 335, 336, 337.


























SHIP’S RIGGING AND CARGO HANDLING GEAR
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DETAILS OF 5.TON CARGO HANDLING GEAR
For Arrangement Plans, See Pages 332, 333





















334
SHIP”S RIGGING AND CARGO HANDLING GEAR
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DETAILS OF 5-TON CARGO HANDLING GEAR
For Arrangement Plans. See Pages 332, 333



































335
SHIP’s RIGGING AND
CARGO HANDLING GEAR
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DETAILS OF 5-TON CARGO HANDLING GEAR
For Arrangement Plans, See Pages 332, 333
















336
SHIP”S RIGGING AND CARGO HANDLING GEAR
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SHIP”S RIGGING AND
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340
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341
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Augs Moy Æe
We/a/eaſ (2/7. |Z | | A V.
Z
|% |
COLLAR & CANVAS COAT |
|
wº- 3" - | % | - / | , S |
Tº ºf / - |% % S
|
S
| SS -- | \,
7; A
& w Zwös - 4 ſº W | % º |
/"Djo. Bore ITTF Wºl. \o | % | |
- |||}º --- º 44 Y
o, , ||||r(Y| ^ A ºff:
-- - 3" |L \ Å || | * 34: , ,
Cº.) NF `s 3T-- - '(,” Rs NY. | | | % -> // º
; | \t - / Boº Stoo | | &# X23 x .4575
4 × \ *C) | | |
s Y – i > 3" |-
, || || |--T/72 ar . . .” || ||
* - - l > / rt
| , o is ſ (3) A 3 Fivefs
V |-1 — // // // - º,
A ſ I 6% ºx/Pože /74, 23 "Sof
//ee/Syrop 5/?ope fo Suff
DETA|L OF HEEL
OF TOPMAST.
tºol === -
§ == / "Do. A//7 Dr/Ve/7 F//
* - - i. Ž"Ajo. Sp/// A/7.
gºoſ & /YA/f
Wºosºlipº. Wºº &
O |RE – TELESCOPIC TOPMAST
LESS MAST LOWERING GEAR
HOUSING, TELESCOPIC AND FIXED TYPES OF TOPMAST
















SHIP'S RIGGING AND CARGO HANDLING GEAR
30737 Aoo/77
- ºr , " #
34 x 34 x///’05/ O
k –––76 C/ear Mosſ ºffings— — — — — — —-
H
|| - l I
|
|
|
|
|
| |
| |
i
| Mos/
|
|
| 1 ! |
i
30 707 Aoo/77
I
- k– – 70 Swif- – +––7o Sayff— — — —-
NS I Y ſ SS
- - - - --— — —
TITTºlſº ſº ITT.
7- Ślººk º' > --H-F
| - - - - - - - -
| W |
| | ºf
5" / | 5
→4/ |é fx Strong | -
| |
|
.C. N/ |
SS * |TTT.ſº
§ 3 İ º *
$5 Y—S | W <–Y-
S. º A " >
~ - - - - /03 - - - - - -
ARRANGEMENT OF FITTINGS FOR VERTICAL STOWAGE
OF STEEL BOOMS AGAINST A MAST






346
SHIP’S RIGGING AND CARGO HANDLING GEAR
Fig. 1–Pipe or Sleeve Turnbuckles Fig. 2—Pipe or Sleeve Turnbuckles
- for for
Cast Steel Wire Ropes Plow Steel Wire Rope
— T-—- -——T
-B-" -— B
(Sºft
C | R_C U M f LRL LN1 C
Lurrir. 2 2% -2%. 2%-3"
!,
s/a Tsz
_13/4 14%
3% 4.
1674
%
3%
Fig. 3–Sister Hooks
for Fig. 4.—Cargo Hooks
Steel Wire and Manila Rope Wro't Iron or Cast Steel
w plor. I rlo M. or ..., CAs, T STE-E-L-
A
T- T
circumciscus, DAM of DAM of DAM of Diana of Inside dua of EYE LENGTH overall - 1–
fº clasp wire |EYE wine Hook WRIROPETWANTATWIREFORTRANTR - - H
ºver sort "c TWTA TE" | "D" | "D" | ET | E. -
#| || | | | | | | | | | | | | * *
3." L" -- - -- -- -- | | " 5 * 13 * --
# 15 à § #" | 3 || H. #"| 2% 3#
7- -- -- -- -- -- -- ---
§ 13 # | 3 | # | | | 3 || || || 3 || 3% -
| | | | # #" | # Iš" | 3 | Iſé || 3: 4;a
5' 2" | # #" | # IH. I" | 13" | 4 || 43 |
--- --- - -- -- -- -- - -- 1–
|- 2%. 3 #" | #" | 13" | He Ifá 48 43
- -- -- - -- -- -- -- --
|# # # #" | Iſè I* | | # 4ís 5%
3" -- -- -- -- -- -- -- - 1 -
[3] 23: 3 § à lf," | | # || || || 43 5%
2"| 3 TT #" | # 13" | |#" | | 3 || 5 || 6
5 2
H 4. 16
2: 3: Tºº 13 * | L' # 13 -- 3 * | *-7 "
| * * | | | # # lié || || || 2 || 65 6*
& 3; H TâTH T2 THT 2 7. I 7.
3-I - -- -- -- -- --- ---
|*|| 4 || 3 || | #. # ſé || 2 || 8 || 84
al" 1 * -l 13 -- … " -
| 3 || 4 || 3 || 8 || 3 || 3 || 2 || 2 | e 9









347
SHIPS RIGGING AND
CARGO HANDLING GEAR
Fig. 5–Anchor Shackles
WITH acLT & NUT
- - -
witH screw pin
WITH 5Moor H for GED
PIN
D|A|B)|C|L|ſ
%| | ||
GHJKLMNOPQſ. Sºº
3/2 |! .o.º.
% º % -
º - - o
.3225
%
.75 ||8000
I.)
|.52
3.55
5.08
35
989
13.38
15
g| 19
24.
Fig. 7–Pad Eyes or Chain Plates
H
-
-
Fig. 6—Chain Shackles
A -
T I
~-A-Low H-ad
witH' bolt & Nur
O-
>H.A. --- w nu
T
N
p
corrºr-5 Rz FD-C --D- -
WITH 5Moorh Forld-D Pºw
O
Yırh 5Cr-Lw. Pln
J|K|L|M
1/, I 3/
- I - -
NOID
-
S
1.5
5|A|cle |f|G|H
Žižížížíž;...If [īāī
ſº
Fig. 8–Pad Eyes and Links
wgt.
.o.º.
12.5
.2d2.
312
.53
(39
l.o.A.
1.43
2.19
4.
6.4
for PLOW 5TEEL r 16Gi NG for CA 5T ºr tº L. r. GGING
Li w t or inT tristic Tio N or ri LLET 6 ea-- -
|--
-
H
-
{
For PLow STE_*-L RoPEls
or M. ol-
For CAstr 5TLE-L Popts

















348
SHIP'S REGGING
AND CARGO HANDLING GEAR
Fig. 9–Cast Iron Thimbles
for
Wire Rope
FOR PLOW 5T E.E.L. W. R. E. g.o PE
"... [A |6|CID|E|f|G|H|J|K
2%-3"|2%|1%|1%|% |3%|5%|3|TZTEZEZ
*%-3%|2%|%|3|4|3%|<4|1%|}|3|X.
3%-4"|2%|2%|1%|%|4%|7%|2%|}|B4|%
44.4%| 3 |2%|2%|%|4%|7%|24|BAIBAIZá
E4%-5 |3%|2%|2% 8%|2%|A|}|5%
1%
1%
2%
2%
2%
%
3% %|5%
FOR- CAST 5TELE L WIRE, ROPE.
*..."|A ||6 |c |D|E|f|G
| 24" ||%|%|% |A| 2 |3%|T3
2" |U} ||}|V|6||3% 3%|1%
2%. 2%||34 ||%||%|% 4%|1%| | | |
2%. 3"|2%|1%|1%|A|3%|5%|}|V|Bºž
2%|1%|}|A|3%|&||}|}|}|W.
2%||}|1%|%|4%|7%|2%|}||%
34.3%
3%. 4.'
Fig. 11—Wro’t Steel Thimbles
for
Wire Rope
3%
3%
4%
— gi-----
º: wor-ToweRaul Nside Rºckness peer- -
sº... scºre TNGRTWERTIENETWETF cºnscèse
*** **** s A B | C D E | F
| 3 || | # | If | 3 | # # #| || 8
| 3 || 3 || 3 || || || 3 || 5 || 3 ||
II IT & T 25 || 3 || || #| || ||
18, # # 2% iſ 18 || 3 | #
| | | | | | | #. | 2% 18 ſº | | | | | *
| IAE is 3 # 25 13 || 3 || || | | | ||
| 2 || || || 3 ||34 || 2 || 25 || 3 || 3 ||3:
| 2: 2-TET 3 ||33 || 23 2: tº # IT
2ä & 2 a 2H 2B 13 || 3 || #
| 3 || 23 2; T aft || 3 || 2% 13 || 3 | }.
|33 || 3 ||25 | is 55 || 3 || 3% 5 || 3 ||3:
4 || 3 || 3 || s= | 3% 3% 2% 4 3
º, is iſ sº is . . . .
|4} 4; 3% tº 63 || 48 || 48 || 2: | * | #
S; 43.44. H 7; 43 || 4 || 23' || 3 || 5
Fig. 10—Wro’t Steel Thimbles
for
Manila Rope
- wi DTH Outsid E. INsicº Twickness DEPTH wict H
º: OF SCORE I Dia Dia gº: OF SCoRE ſº.
RoPE S a B C D E.
-- -- 3. " -- | " " --
|| | | | | | | | | | | | ||
--- -- 7 * 7- --t-t- --
ſå # 8 || 6 # # #
T#TT-F-I-Iſ-H-I-T-I-à-
13. I6 | - 64- # >
T-II- Tº --- T f -E-T- -ā-HE- - - s “
| : 2 18 § # 3% Ts
-- -- T-TT-I-T-I-T-I-s—
ſ: É ſis Ts # # à
2 # |A | # 3. § §
2#32% 㺠13." is # #" #
3" | # || 2 || 3 | # | | | ||
-- -T-I- -T-3-1-5-HT-
33 lis 2+ If | f | #. 18
T-2 In IT-3- -H- -- -
_* | * | *š ſº * Iſſ,
4. |2. 2% lis 3% § ſé
- 4. - -T-3-I- - 3 - - tº- 7 w- --
* | * | * : * | * # | #
4#343 tº 3% 28 3. #" 13."
- - - H --- - -
- –– - —l | ––
tº "Me
2"
At A&
%.
L
37.
4."
%.
FC R_
* | A B | C D
-->
4."
"..5
to"
P L O W, STE. f. L. R.O. P. E.
F |G|H | |
9." I
it"|4% | 1
4.
1%
I
K |L
l'ºl 4W:





349
SHIP'S RIGGING AND CARGO HANDLING GEAR
Fig. 13—Standard End Link
and Narrow Shackle
A Te TclTDTET FIG |H| J. K. L. M no P
ZTV.T.T.3%TEXTX.TH.TX. Tº Tàix. 23.2%
|-o-º-º-º-º-º-Tººt-s-at-a-at-a-t-pºrt t-ºrt it-a-Hºyºt-Et-T—
*I*T2%|3}|2%T3, TP. IX. ITATI’s IX. 2%. 2%T
[* TW. Tzº 44; 3TT II. A 2"|1313. 3% 3 -
%.T3, T2%|4%T3%TTTº a T2 TT&T 3.3%T3..."
%Tºe 2% sº 3% tº ſº. 4 || 3× 2% he 4"|3%
Lºs e T2%. 5%|3}|Pei ſã žº 24, 263.4%. 3%
Žs H. 3%. 5%T4%T1%TI's 5.2%T2%TV.T.4%|4%T56 3%."
ſº. TV's 3%. 6'14%|1%||W& 5, 2%|2%TV4'T5"|4%' 56° 3%
ſº II’s Isºle; 4% ºf 2%. 33' 3"|2% aſ sºlaºſ ºf 3%
#:H. . . . . . . . . . ; ; H.E.
1's TIA-48 %|1%"|23. Ze 3%. 3%. 5%.T 6"T5%T3a T4%
Pig II*g|4% 7AT5%||34 |2% #2'ſ 3%T345. Tez.T.s: T3, T4%
|IATI’s 4%. 8%. 5% ºf 2% is 3×3% ºſé, sº a 14%
Bel Ag|4%. 8%. 5% lºgſ 2%. Vº
Vºl 3%. 3% Mºlsº 64 × 4%
3. * *ś.
2%. Vºl 4'T3%T5...T.Zººſe?. Tře"T5%
[B&II*I's 8%. 64 2.
1%"|1%. 5% e e2! 2"
Tº II’s 5%ie's exel 24.3% Mel 4%, 4 || 36||7%T7 IAT5%
Iºel I's 5%. 5%, 7%. 24.3%. 36.4%|4|33 || 8 |7%TAET5%
1% ºf sº ſo; 7%| 2%|3%| 36|| 5.2% % 8%, 7%. Tº Te'º
Tºlº e IIok 73.2%T3%. 6 5 4%|33 |&#17#TTT6%
| P:II* g --
| 6% iſºl & Izº. 3% *:::::::H.H.I.8TTT6%
13.1%. 6% tº 8%. 23.3%. M.I.5% STAe Sã 8&III6%
tº 3.6% ſº gº 2:3: Assº. 51%-13% & ſºlº
l'ºel 2% .. º &|2:3% Wºlsº sº I Zºiséſ 8:13.6%
Fig. 15—Method of Obtaining
Curvature of Mast
M1 kJ DIA Or. MAST.
|
X-la.
ºr
H.
32
c <!
33;
- Qz
g;
:
ul
*:::
º
H. H.
#3
-q I
#3;
- «
52:
iº
:::
º
- M A X. DIA ME-T E.R. . of . MAST. -
D1 A. G. R.A. M. To be. MA D F ok. FULL SI Z.E. scALE
Fig. 14—Standard Crane Chain
A E C D º tº .#
%" | 73" | |}e *322 875 3360 670
%e TIME IT'. I & |- so 4o ooo
%" | |A| | |34" | *%a. 1.7 72eo T 14so
Že 1% 2% 1%2" | 2. looeo zozo
ZTTº T2% TT932T 25 || 342d 2sso
%e TT3" | 2% | Tº 32 issoo 33eo
%" | 2% 3" | | *%. 412s 2072d 4 14-O
%e"| 2% 3% 1%2 s. 252OO SO4·O
%" | 2% 3%. Tº seſs 3ozao Tsoso
%é 2%e 3% 2%: 6.7 3528o 7ooo
% Tzā'TAT 273.T. B. Taogao TsIso
%e 3%é 4% 2%: e. 47O4·O 94 i O
| 3%T4% Tzº to 7 || 537eo Toſso
1%;"| 2%. 4%" || 2 ºz ºf 2 soaso 2 oo
1%" | 3%" | 5% - 2%. 12.5 6332d Taeso
1%e 3%" | 5%e 3%; 37 76 | 6 O 1523O
14"|4%"|s a 3% is aaooo Tzood
1%é 4% 6% 3%; 16.5 ele4 o is 4oo
1%" | 4%é 6%" | 3%" | 18.4 loſseo 2030.o
ſ?ſe 4%" | 6%g 3%. 19.7 io97eo 21soo
12" | 5" || 7" || 2:23: 2.7 T-12O56O || 242CO
Fig. 16–Belaying Pin and
º Kºº Tº THz-
-- ſº -—º-
Sheer Poles
- 4 - ---
– 5 ALL on shitz Pol-e ES
L. trºº
º .
DLTA 1 L of etLAYING PLN
L -
~~
LENGTH & NuMºtt of Roles To suit
5 racing a number or erroups
GE3 =3
— ºr -
- - I
H (=DH (Hº-H-
|
DºrA L of TYPE. A. 5 Hitt R. Polt
t *::: .**
Fºrwºrn
LENGTH & Number of Holts. To surf srading & wurte Lt.
FOR PLow 5T Et L. v. GGIMG
% of pistance -
s--oud-
or arriouds
D-TA L of TYPE. e. 5 H trir. Polt
l
for cast 57ttl tug Gi Ne
R.C.U.M. FER.E.
E.
l,

















SHIP'S RIGGING AND CARGO HANDLING GEAR
TYPEs of BLock CoNNECTIONS
REGULAR
SHACKLE
REVERSE UPSET SVVIVE L SWIVE L EYE
SHACKLE JAW NMADE ROUND OR OVAL
| ſ
LOO SE LOOSE SVVIVEL STI FF
FRONT HOOK HOOK SWIVE L HOOK
LOOSE . ST] FF S | DE
S|DE HOOK FRONT HOOK SISTER HOOK




351
SHIPS RIGGING AND CARGO HANDLING GEAR
s/
Nº) W. - E A L f : HOOK
W. l. H C G 5 H E A D H COk.5
2.
-H+– w. I. coma Bi N AT to N
P A R.P.E.L. H. OC k'.S.
*2+2
W. I. CA 5f HOOK.
From%
TO | "DIA
from "Toi"
W. I. C. A N : H OO K.5
—-24-
W. I. R.A.! L . HOOk! .
W. J. B. A. R.R.E.L. Hook,
HOOKS FOR HANDLING WARIOUS KINDS OF CARGO











352
Table of Unit Displacement of Commodities
Compiled by
The Bureau of Standards
Foreword:
With the large demand made upon the transportation and shipping facilities of this country in
the recent times, the need for such a classification as is given in the following pages became urgent as
a basis for making estimates as to the most efficient utilization of the existing facilities. Requests
on the Bureau of Standards to supply these data were made by military agencies and others, and ac-
cordingly their compilation was undertaken.
These data were compiled from information furnished by leading shippers who appreciate the
fact that there is considerable variation in the densities of commodities and their manner of prepara-
tion for shipment. The Bureau has not attempted to check the information in many cases, owing to
the great amount of labor involved and the extreme pressure of other necessary work.
As the cubic space rather than the weight is the determining factor in the average cargo, that
is not carried in bulk, these tables will be found invaluable for estimating the amount of merchandise
a ship will carry and also for planning the most efficient stowage.
Table of Unit Displacement of Commodities Table of Unit Displacement of Commodities–Continued

Commodity º: §: . *::::::: How packed for shipment Commodity º: §::::: sº How packed for shipment
|
Pounds | Cubic feet | Cubic feet Aluminum-Continued. | Pounds | Cubic teet cubic teet
Abrasit................. . . . . . . . . 90 22 24 || Wooden casks, 32 inches high, 19 Carbidc. . . . . . . - - - - - - - - - - - - - 70 29 32 Casks, 42 inches long, 24 inches,
inches diameter. | diameter.
Abrasive paper: Chloride. . . . . . . . . . . . . . . . . . 81 25 28 Carboys.
Alundum cloth...... . . . . . . . 58 35 39 || Rolls, 28 by 9 inches; 50 pounds per Coiled.... . . . . . . . . . . . . . . . . ! 32 62 70
480 sheets; 60 pounds per 50-yard Dross. . . . . . . . . . . . . . . . . . . . . . . 66 30 34
- roll. Foil. FO 29 32
Alundum paper............ 72 28 31 || Rolls, 25 by 7 inches; 45 pounds per Ingots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Each, weight 25 pounds or over.
480 sheets; 35 pounds per 50-yard Interleaved.... . . . . . . . . . . . . . 60 33 37
roll. Mats or matting . . . . . . - - - - - - 167 | 2 | ! 4 | Each. 9–13 inches wide.
Carborundum paper....... 65 31 35 | Rolls, bundles, boxes. Phosphate. See Wavelitte | i
Corundum paper... . . . . . . . . 65 31 35 Do. Of e. |
Emery cloth......... . . . . . . . 35 57 64 || Rolls, 19 by 9 inches; 25 pounds per Plain..... . . . . . . . . . . . . . . . . . 70 29 | 32
º 50-yard roli; 32 pounds per 480 Sulphate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Barrels, 424 pounds; bags, 202
sheets. | pounds.
Emery paper............... 45 44 50 || Rolls, 25 by 7 inches; 25 pounds pe. Wire. See Wire. |
50-yard roll; 20 pounds per 480 Alundurn cloth and paper. See |
sheets. Abrasive paper. |
Flint paper. . . . . . . . . . . . . . . . . 65 31 35 | Rolls, bundles, boxes. Alundum refuse.... . . . . . . . . . . . | 20 17 19
Sandpaper............ . . . . 65 31 35 Do, Amber. . . . . . . . . . . . . . . . . . . . . . . . . … … Cases, 150-250 pounds.
Absorbent cotton.......... . . . . . 6–9 216-250 242-280 l Baies. Ammonia, anhydrous.... . . . . . . . 60 33 37 Iron cylinders.
Accroides gum.............................'............!----------.. Bags and cases, 100 to 200 pounds. Phosphate. . . . . . . . . . . . . . . . . 60 33 37 Barrels, kegs.
Acetanilid...................... 23 87 97 || Sugar barrels; containers, 25-50 Annoniacal liquor . . . . . . . . . . . . 07 30 33 Tank cars.
pounds. Ammonium, bromide. . . . . . . . . . 77 26 29 |
Acetic acid, commercial (70 per 67 12-gallon carboys. Nitrate....... . . . . . . . . . . . . . 39 51 57 Boxes, 20 by 133 by 11; inches.
cent acid). Aniline: :
Pure----................... 56 40 Do, Dyes.................. . . . . . 79 29 32 Tins, cans, kegs, barrels.
Acid phosphate. See Phosphate Oil. . . . . . . . . . . . . . . . . . . . . . . . . 64 32 35 Iron drums, 1100–1600 dpouns.
acid. Salts. . . . . . . . . . . . . . - - - - - - - - 45 45 50 wooden casks.
Adding machines. See Corn- Animal charcoal. See Bone-
puting machines. black.
Adhesive paste. See Paste. Animi...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cases, 150-250 pounds.
Adres... . . . . . . . . . . . . . . . . . . . . . . .l............!------------|---------. . . 1 dozen to a case, 40 to 50 pounds. Annato seed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bags, 190 pounds net.
Air humidifiers, baker’s...... . 56 35 40 | Crates, 17 by 64 by 21 inches. Anodes. See Nickel anodes. |
Alcohol.------.................. 58 33 39 || Barrels. Antifreezing compound. . . . . . . . 4 I 49 55 Cans.
Algorabills. See Tanning ex- 28–32 || 50-gallon barrels. Antimony:
tract. 35 | Kegs, barrels. Metal.-----------. . . . . . . . . 232 8. 0. 9.7 | Boxes, 163 by 10% by 11 inches.
Alizarine colurs...... . . . . . . . . . . 71-79 25-23 25 | Cans, boxes, sacks, 120 pounds. Oxide... . . . . . . . . . . . . . . . . . . 40– 65 || 30– 50 35-56 || Barrels; kegs; casks.
Allzarine dyes. . . . . . . . . . . . . . . . . 65 31 Regulus: I
Allspice. . . . . . . . . . . . . . . . . . . . . . . . 18 I 11 Chinese... . . . . . . . . . . . . . 160 12 14 Cases of slabs of 40 pounds each,
Almonds, shelled, unsalted, 35 57 64 cases, weight 250 pounds.
and unsweetened. English--- . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cases of cakes iO by 10 by 2 inches;
Unsbelled..... . . . . . . . . . . . . . 17 116 130 cases, weight 700 pounds.
Aloes, gum. . . . . . . . . . . . . . . . . . . .'............!. . . . . . . . . . . .l............ Cases; kegs; barrels, 150-500 Hungarian and other . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Casks, 300-1200 pounds.
pounds. European.
Alumina ore. See Bauxite. Anvil tools. See Machine shop
Aluminum: equipment. |
Acetate of . . . . . . . . . . . . . . . . . . 70 31 34 || Barrels, kegs. Apricot kernels. . . . . . . . . . . . . . . . . 42 48 53 : Sacks.
Bisulphite... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .l............ Hardwood barrels, 550-$70 pounds, Aqua ammonia. See Ammonia.
Bronze powder............. 35 57 64 l Cans in boxes. Arabic gum. See also Gun - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bags: cases; barrels 350 pounds.
Blanks in the following pages indicate that data are not available. arabic |
Corrections and additional data addressed to Bureau of Standards Arch supports and arch-support 16 :25 140 1 dozen in carton; 1 gross in box 23.5
will be appreciated. insoles. l bw 18% by 8 inches.
- ~).
353
SHIP”S RIGGING AND CARGO HANDLING GEAR
Table of Unit Displacement of Commodities—Continued
i
Weight
Commodity per cubic
foot
Areca nuts. See Betel nuts. |
Army kitchen equipment: ſ Pounds
Army kitchens. . . . . . . . . . . . . ------.
Army range No. 1 . . . . . . . . . . i 26
Army range No. 2 . . . . . . . . . . | 32
McClary’s ficló kitchen, 7
used by Canadian troops.
Pintsch portable gas cooker. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Arrowroot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .". . . . . . . . . . . .
Artgun. . . . . . . . . . . . . . . . . . . . . . . 60
Artificial leather. See Leather.
Asafetida gun . . . . . . . . . . . . . . . . . 41
Asbestos . . . . . . . . . . . . . . . . . . . . . . . 35
Building, felt paper. . . . . . . . . 49
Not bituminized . . . . . . . 85
Cloth. . . . . . . . . . . . . . . . . . . . . . . 37
Crude... . . . . . . . . . . . . . . . . . . . 50
Doors. . . . . . . . . . . . . . . . . . . . . . 55
Fiber. . . . . . . . . . . . . . . . . . . . . . 22- 33
Filler blocks for acetylene- 18
gas cylinders.
Gaskets. See Gaskets.
Lumber... . . . . . . . . . . . . . . . . . 125-130
Millboard. . . . . . . . . . . . . . . . . . 45- 85
Ordinary pipe or boller cov- 35
ering.
Packing. See Packing.
Rooting. . . . . . . . . . . . . . . . . . . . 50- 55
Corrugated. . . . . . . . . . . . . 22–100
Refuse. . . . . . . . . . . . . . . . . . . . . 42– 56
Sand. . . . . . . . . . . . . . . . . . . . . . 56– 65
Scrap. . . . . . . . . . . . . . . . . . . . . . 24- 85
Table covers or pads.... . . . . 30– 45
Tubes.... . . . . . . . . . . . . . . . . . 40–45
Woven and wire fabrics. . . . 32
Yan. . . . . . . . . . . . . . . . . . . . . . . 50
Asphaltum. See Oil: Road
oils.
Assayers furnaces. . . . . . . . . . . . . 16
Atomizer or nebulizer. . . . . . . . . . 16
awnings or covers for wagons:
Made of canvas or cotton 8
duck.
Tarpaulin tents......... . . . 20
Axes, without bandies... . . . . . . . 196
With handles.............. 44
Arie grease--------------. . . . . . 54
Axles:
Car axles............. . . . . . . 129-193
Carriage and wagon. . . . . . . . 60- 75
Locomotive................. 450
Backbands..................... 15
Padded.................... 15
Bag tasteners, wire............. 60- 80
Bag holders.................... 20
Bagging................-------- 40
Bags, golf club................. 12
Baking pans................... 23
Baking powder....... .......... 36-40
Balls:
Fire-clay, heat-radiating.... 45
Steel crusher............... 480
Steel polishing........ . . . . . 300
Balsam-fir tips................. 18- 20
Bamboo flber.................. 20
Barbed wire...... & sº a s s a s s = • * * * 65
18Arium:
Aluminate. ................ 46
Chlorate............... * * g s , 80
Chloride................... 80–90
Sulphide................... 40– 50
Barrel carts. . . . . . . . . . . . . . . . . . . . 25–35
Space per
short ton
Cublic feet
36— 40
20- 91
35- 48
31- 36
24- 83
44– 67
44– 50
63
124
124
10-16
27-33
4.4
133
133
25–33
100
50
167
87
50- 56
100–112
31
|
Space per
long ton !
|
Cubic feet
8s
70
320
26
6!
41
67–100
125
17- 18
25- 50
6
4
40- 45
22–102
40– 54
34- 40
26- 94
50- 75
13
28
0
11
2
I
1
5
4
12- 17
5
149
14
28– 37
I 12
5
9
6
186
97
56- 62
:
112–124
1 12
34
Baseball bases, bats, and
masks. See Sporting goods.
43
25
22- 25
40– 50
57- 80
How packed for shipment
50 by 50 inches, weight 2,120 pounds;
weight of kitchen and supplies,
2,920 pounds.
Crates.
Do.
Trunk furnished by Commissary
Department, inside dimensions
251 by 17, by 17; inches.
Flour barrels.
Strong rectangular boxes.
Cases, 50–450 pounds.
Rolls. -
Rolls, wrapped with burlap on the
ends.
Rolls.
Cases.
Bags, 102 pounds.
Boxes; crates, 350 pounds.
Cases; crates,
Crates, 25.5 by 25.5 by 37.5–44.5
inches.
Crates; rolls wrapped and burlap
ends 33 by 14 inches.
Crates.
Bags, 100–125 pounds; bales, 458
pounds.
Heavy pasteboard boxes packed in
strong wooden boxes.
Spools or cones of 1 pound packed
in wooden boxes.
Compressed-alr tank; bottles; tub-
25- 28
45- 56
64- 90
łng.
25 to shipping bundle, 2.5 by 2.5 by
4 feet, wrapped with paper and
tied with cord.
Shipped knocked down with tuitings
tied in bundles.
i dozen in a case 11 by 15by 6 inches.
1 dozen in a box 30 by 7 by 9 inches.
Barrels; kegs; boxes; pails; 28-gage
iron cans.
Boxes for export, 7 feet by 1 foot 8
inches by 8 inches. Sizes vary
from 5 feet to 7 feet 6 inches
length, and 3 to 7 inches diameter.
Loose and uncrated. 2.5–4 inches by
3.5–5.5 by 54-68 inches.
diameter by 72 inches long.
Paper-lined bags.
Bundles, 28 by 18 by 24 inches.
Rolls, 32 by 20 by 20 inches, wrapped
with burlap.
Tin cans, bored, 12 by 7 by 8 inches
or 16 by 10 by 9 inches; flour bar-
rels, sugar barrels, larger barrels.
4.5-16 inches in diameter.
Boxes, 15 or 18 inches by 10 by 10
inches.
Bushel bags.
Bales, 2.5 by 2.5 inches by 4 or 5.5
feet long.
On wooden reels, 16 inches diam-
eter by 134 inches high; on steel
reels, 18 linches diameter by 13.5
inches high.
Barrels, 300 pounds; kegs. 75
pounds.
Barrels, 23 inches high, 17 inches
diameter.
Containers bloiding 3 cubic feet.
Wooden barrels, 400–500 pounds.
Knocked down.
Shipped loose; average, 10 inches
Table of Unit Displacement of Commodities—Continuid

Weight
Cornmodity re, ºple §. *:::::: How packed for shipment
|
-
Baseballs. See Sporting goods. Pounds | cubic feet | cubic teet
Baskets, berry. . . . . . . . . . . . . . . . . . 7 286 320
Battens, building................ 32 63 70 | Crates, 6–10 feet long.
Batteries, dynamite. . . . . . . . . . . . 30 67 78
Battery jars, rubber. . . . . . . . . . . . ; 11 - 13, 147-182 166-235
Hattery plates or frames, burnt- 57 35 40
out.
Battery wells............... . . . . 4 500 '550 || 3 sizes: 8 feet 8 inches by 4 feet 10
inches, 6 feet 8 inches by 4 feet 10
inches, and 3 feet by 4 feet 10
inches. -
Battery zincs. See Zinc.
Bauxite. See Halloysite.
Bauxite-ore concentrates..... . . . 55 - 58 35. 36 39-41 || Loose or in bags.
Bay rum. . . . . . . . . . . . . . . . . . . . . . . 36 55 62 | Barrels, 24 inches diameter, 34
inches high.
Bean and pea thrashers. . . . . . . . 6. 3- 8.4 24- 30 27- 33
Beans, castor............ - * * * * * * 37 54 61 | Bags, 165 pounds.
Bedsteads, iron. . . . . . . . . . . . . . . . 5 – 8 250–400 280–448 || Knocked down, 75–80 pounds to the
bed.
Bee-comb foundation........... 16 125 140
Beef extract, solid. . . . . . . . . . . . . . 67 30 33 | Case of 12 l-ounce tins; case of 2
50-pound tins.
Beer----------...------------.. 83 24 27 | Hogsheads; barrels; , , , \, t
barrels.
Beeswax....................... 14 143 160 Shipped raw in all shapes and sizes
wrapped in gunny sacks; also in
boxes 19 by 16.5 by 20 inches and
19 by 84 by 20 inches.
Beet sugar. See Sugar.
Benches, folding............... 48 42 47 | Shipped 2 in a bundle, 7 by 24 by 10
inches.
Benroln------------------------|............l............l............ Cases, 75–200 pounds.
Benzoinated lard. . . . . . . . . . . . . . . 42 47 53 In 1, 5, 10, 25, and 50 pound tins.
boxed and crated.
Berths, galvanized, for ships, 15 133 149 || 2 in a bundle, 70 by 24 by 6inches.
camps, or barracks. See
Cots.
Rerths or bunks, steel. . . . . . . . . . 21 95 107 || Wired in packages; each package
contains 2 springs.
Betel or areca nuts.............l............l............!............ Sugar barrels, 300–350 pounds.
Bicycles.------------........... 5 - 9 222-380 249–422
Blackboard crayon, See Crayon.
Blanchers for beans and peas...| 6 – 84 240-333 264–373
Blangas 4. «» Bl 25 28 || Steel cylinders, 8.5 by 43 inches:
contains 20 pounds liquified gas.
Block salt. See Salt.
Boat knees....... • - - - - - - - - - - - - - 63 32 36 || Loose; require 0.8 cubic foot.
Boat parts—steel-launch hulls...] 5 - 12 167-400 186–448 || Knocked down.
Boilers, range. . . . . . . . . . . . . . . . . . 92 22 24
Bolts, railroad track..... . . . . . . . ...........'............!............ Kegs, 200 pounds.
Bone black............... 65 - 75 27- 31 30- 34 Bags or barrels-
Bone blanks................... 40 - 43 ,7- 50 52-56
Bone grease. . . . . . . . . . . . . . . . . . . $6 36 40
Bookbinders, loose-leaf. . . . . . . . . 17 120 135
Po. . . . . . . . . . . . . . . . . . . . . . . . 46 44 49
Bookcases:
Filing cabinet. . . . . . . . . . . . . . 10 200 224
Sectional. - - - - - - - - - - - - . . . . . . 7.5 267 299 || Crates. Crate consisting of 1-9 inch
section, 1-11 inch section, and 1-
13 inch section, 372 by 27 by 29.5
inches; crate containing 1 sec-
tion with glass removed, 34 by 14
by 19 inches.
Bottles, paper:
Half pint. . . . . . . . . . . . . . . . . . 4. 4 455 509 | Boxes.
Pint.... . . . . . . . . . . . . . . . . . . . 3. 7 540 606 Do.
Quart. . . . . . . . . . . . . . . . . . . . . 3. 5 57.1 630 Po.
Bowkerosa. See Sugar clarifier.|
Bows, wagon or carriage. See
Wagon bows.
Box cars, standard.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | 36 feet long, 8 feet 6 inches wide, &
feet high.
Box straps or strapping, fiber 50 40 45 Bundles, 50 inclues long. 5 inches
board for fruit boxes, etc. diameter.
Bores, bail, butter, fig, grease, 6- 7 286–333 320-376 :
or spice.
Boxing gloves. See Sporting
goods.
Brake blocks... . . . . . . . . . . . . . . . . 20 100 1, 2
Brake lining. . . . . . . . . . . . . . . . . . . 75 27 30
Brass washers. See Washers.
Briar-root blocks. . . . . . . . . . . . . . . 25 80 90 Bags, 9 gross each; weight, 180
pounds.
Briar wood, crude...... . . . . . . . . 20 100 112 | Bags, 10 cubic feet.
Brick: :
Graphite. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .". . . . . . . . . . . . Boxes, 100 and 450 pounds: kegs,
200 pounds; barrels, 500 pounds.
Insulating. . . . . . . . . . . . . . . . . . 29 69 77 | Barrels, boxes, crates, laid loose is
straw.
Pouring. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shipped loose; weight, about 60
pounds each.
Brimstone........-------. . . . . . 47 43 48 || Cases, 36 by 22 by 16 inches.
Briquets:
Carbon, cylindrical, 2} by 43 47 52 : Sacks.
2% inches.
Charcoal. . . . . . . . . . . . . . . . . . . 31 65 72 1 dozen in box, weight 95 pounds;
2 dozen in box, weight 175 pounds.
Coal. . . . . . . . . . . . . . . . . . . . . . . 49–53 38–41 42– 46
Lignite.--------. . . . . . . . . . . . 50 40 45
Britannia metal... . . . . . . . . . . . . 130 15 17 | Boxes; barrels.
Bromide mining salts. . . . . . . . . . 98. 20 23 || 50-gallon barrels; iron-bound
boxes, 13.5 by 15 by 22 inches.
Biwuze powder. . . . . . . . . . . . . . . . . 70–75 27- 29 30-32 | Boxes; wooden drums.
Broom-corn heads. . . . . . . . . . . . . 10–12 167–200 187-224 | Fiber-board cartons, 12-18 pounds.
SHIP”S RIGGING AND CARGO HANDLING GEAR
Table of Unit Displacement of Commodifies—Continued
Spac
pace per
long ton
Cubic feet
66
51
97–107
* * * * * * * * * * * *
32
204
224
8
20
43
28
a ſº º º e º ºs e < * > *
61- 77
75
373
90-112
86-112
224
39
33
80
103
7
5
75-280
19– 35
8
3
132
13
2
11
8
How packed for shipment
|
|
Commodity ... tº:
Buggy bodies. See Vehicle
bodies.
Burlap: Pounds | Cubic feet
Bituminized (gunny bag- 34
gins).
For cornpressed bales.... . . . 44 45
Saturated with asphalt...... 21- 23 87-95
Butcher's blocks...............l............'............
Butter.......................... 50 40
Butter color.................... 43– 46 43– 46
Butts. See Hinges.
Cable, insulated copper wire-. 60 33
Steel-covered, electric. . . . . . 70 29
Cabinets, dental............... 11 132
Cable terminal boxes........... 10 200
Cadmium:
Metallic------------. . . . . . . 275 7
Sulphide... . . . . . . . . . . . . . . . . 200 10
Do. . . . . . . . . . . . . . . . . . . . . 65 31
Calcimine or kalsomine........ 110 18
Calcium:
Acetate. See Lime acetate.
Carbide... . . . . . . . . . . . . . . . . . . 52 38
Nitrate. . . . . . . . . . . . . . . . . . . . . 80 25
Calves' stomachs. See Ren-
nets.
Camp chairs, iron or steel, fold- 21 95
Wooden, folding........... 20 |, 100
Camphor, coal tar, for house- |............]............
hold purposes.
Gum......-----------------!............l.----------.
Canned goods. See Appendix
No. 1.
Can stock: Ends, bottoms, and 51 39
tops for cans.
Candles: Paraffin, wax, or 29- 37 54- 69
stearic acid.
Canoes......................... 3.5 572
Cant hooks..................... 30 66.
Canteens, aluminum, Army... 11 172
Canvas benches, foldinz........ 6 333
Capstan bars................... 20– 25 50-100
Car axles. See Axles.
Car heaters, clectric........ & sº e a 20- 26 77–100
Car seats and parts............. 10 200
Carbon:
Bisulphide................. 75 27
Clinkers or gas retort. . . . . . . 58 35
Flour.............. . . . . . . . . . 10 200
Tetrachloride............... 90 22
Carbolineum................... 69 29
Carborundum paper. See
Abrasive paper.
Carded, hand, cotton or wool... 28 71
Carpenter's chisels. See Ma-
chine-shop files and rasps.
Carpet lining................... 22 91
Carriage axles. See Axles.
Carriage poles. See Wagon
poles.
Carriage springs. See Wagon
springs.
Cartridge cases................. 30 67
Carving knives. See Machine-
shop files and rasps.
Casings, house-heating furnace. 8- 30 67–250
Cassava flour................... 25 80
Cassia. See Cinnamon.
Cast-iron radiators. See Radi-
ators.
Casters for furniture............ 64-120 17- 31
Dastor beans. See Beans.
Castor pomace. See Pörnace.
Caterpillar tractors:
55 horsepower.............. 27 74
75 horsepower.............. 17 118
120 horsepower......... tº a º ºr 17 | 18
Caterpillar trailer............... 19 105
Cayenne pepper. See pepper.
Cell pads, for insane............ 8- 12 I67–250
Cell pitch. See Sulehite liquor.
Cellulose T. 8 l 250 k-
} Rolls, 400 square feet.
Compressed bales, 40 by 40 by 24
inches.
| Rolis, 32 inches long, 10 inches di-
unleter, or 36 inches long, 15
| inches diameter.
60 pounds per square foot top surface.
Cases, six i-gallon cans; drums,
50–100 gallons.
Reels, varying sizes; weight pack-
age, 600 pſ unds average.
Reels.
Boxes, 24 by 42 by 72 inches.
Small bundles in boxes.
Barrels, 300–400 pounds.
10 bags, 5 kilos each, in paper-lined
wooden box; tin cans crated, 20
by 12 by 36 inches.
Tin cans, 1, 5, 10, 25–48 pounds.
Drum, 22 inches high, 123 inches
diameter.
Casks, 240 pounds.
Barrels, 500 pounds; boxes, 100
pounds; kegs, 75 pounds.
Barrels and cases, 100 pounds.
Nested in fiber or wooden boxes,
18 by 12 by 9 inches.
Cases, 7.5 by 8.5 by 16.5 inches to
14.5 by 12 by 18.75 inches.
Nested.
Bundles, 3 dozen, 4.5 feet long.
Each wrapped in paper, then
packed in wooden boxes.
Bundles of 2; weight, 50 pounds.
Crates, 50 by 12 by 12 inches to 122
by 15 by 15 inches; 16 bars in a
box.
Boxes or crates, knocked down.
Tank cars, drums of 60, 112-123
pounds. º
Boxes; bags; barrels.
Bags, 175–200 pounds;
250–300 pounds.
5 or 10 gallon cans.
Drums, 30-50 gallons,
barrels,
Bundles of 100, used in packing 12%
pounds blasting powder.
Bags, average weight 150 pounds.
Cases; boxes; barrels.
Single package, 14 feet 5 inches by
6 feet 9 inches by 7 feet 8 inches;
Holt Mfg. Co.
Single package, 20 feet 11 inches by
9 feet 2 inches by 9 feet 5 inches;
Holt Mfg. Co.
Single package, 22 feet 1 inch by 9
feet 6 inches by 9 feet 5 inches;
Holt Mfg. Co.
Single package, 12 feet 11 inches by
9 feet 9 inches by 5 feet 9 inches;
Holt Mfg. Co.
188-280
280
|.
Table of Unit Displacement of Commodities—Continued
Commodity *::::: §: . i. How packed for shipment
Cernent: Pounds i Cubic feet | Cubic ſcet
Furnace.......... . . . . . . . . . . 42-130 15- 48 17- 53 || Barrels; half barrels; kegs; cans.
Hydraulic. See Puzzolan
cement.
Keene.............. . . . . . . . 50 40 45 100-pound jute bags.
Linoleum. . . . . . . . . . . . . . . . . . 54 37 41 || Cakes, 36 by 20 by 3.5 inches; bags
of 2 cakes; cans.
Magnesia.................. 20 100 112 | Bags, 3.5 cubic feet.
Metallic.... . . . . . . . . . . . . . . . . 50-100 20– 40 22- 45 | Barrels; kegs; steel cans.
Paving............ . . . . . . . . . 75 27 30 || 30-gallon barrels.
Pipe fitting. . . . . . . . . . . . . . . . . 45 44 50 | Kegs; cases.
Do-- . . . . . . . . . . . . . . . . . . . 50 40 45 | Tin cans, crated.
Do. . . . . . . . . . . . . . . . . . . . . 70 29 32 350-pound barrels; 100-pound sacks.
Do. . . . . . . . . . . . . . . . . . . . . 77 25 29 Tin cans; kegs; barrels
Portland........... . . . . . . . . 62 32 36 || Barrels; bags.
Puzzolan. . . . . . . . . . . . . . . . . . . 80 25 28
Roofing (dry and liquid). . . . 75 27 30 Barrels; half barrels; kegs; tin
Carls,
Rubber.................... 32- 56 36- 63 40- 70 Barrels; cans packed in wooden
boxes.
Cement in cans................ 36 56 62
cement blocks. . . . . . . . . . . . . . . . . 80 25 28 || Sizes from 4 by 6 by 12 inches to
8 by 8 by 24 inchcs.
Chains. See Sprocket chains.
Chairs:
Dental..................... 23 87 97 Knocked down usually.
Folding....... * * * * * * * * * * * * * 13 154 172 | Bundles, 38; by 16; by 10% inches.
Frames of iron or steel...... 35 57 64 || Knocked down.
Invalid or rolling. . . . . . . . . . . 12 167 187 | Knocked down flat.
School, with desk attached. 6.4 331 371
Stenographer or typewriter.. io 200 224 Packages, 17 by 17 by 18 inches.
Surgical operating.......... 86 23 26 Crated and partially knocked down,
26 by 57 by 33 inches.
Charcoal....................... 16 125 140 Bags, 50–80 pounds; barrels, 100
putinds.
Charcoal, animal. See Bone
black. .
Charging boxes, open-hearth 35-50 40– 57 45–64 Average size, 8 by 2 by 2) feet.
furnaces.
Cheesecloth or gauze........... 9–11 182-222 204–249 | Boxes; bales.
Cheese color. . . . . . . . . . . . . . . . . . . 50-55 36- 40 41-45 Drums, 50–100 gallons.
Chest of red gum wood......... 12 167 187 | Cornpletely knocked down.
Chicle gum. . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * = e & e º e s = e s = e s ] a s e e s s = e < * * * Bags, 150-200 pounds.
Chicle paste... . . . . . . . . . . . . . . . . . 90 22 25 | Barrels, 54-gallon; one-half bar-
rels; tubs, 110 pounds.
Chrome:
Liquor------. . . . . . . . . . . . . . . . 75 27 30 | Tank cars; steel drums, 50-100
gallon.
Paste. . . . . . . . . . . . . . . . . . . . . . 45 44 50 | Barrels, 532 pounds.
Yellow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - . . . . . . . . * . . . . . . . Sugar barrels, 500–600 pounds.
Chucca..... . . . . . . . . . . . . . . . . . . . . 46 43 49 || Cases, 19 by 17 by 15 inches.
Chucca gum. . . . . . . . . . . . . . . . ...l............!. . . . . . . . . . . . . . . . . . . . . ...| Cases, 150–200 pounds.
Chulas. . . . . . . . . . . . . . . . . . . . . . . . . 35 57 | 6}
Churns, metal..... . . . . . . . . * * * * * 11 i82 204
Chutes, coal-delivery. . . . . . . . . . . 10– 30 65–200 75-224
Cigar boxes, empty............. 7.6 263 295
Cinnamon or cassia. . . . . . . . . . . . 10- 36 56–200 62-224 whole or ground in tin, glass, or
paper packages, packed in wooden
or fiber boxes.
Clam julce..................... 40 50 56 | Packages, 15 by 11 by 10 inches.
Clams, malted....... . . . . . . . . . . 28 71 80 | Barrels; drums, 170 pounds; bot-
tles, packed in wooden boxes.
Clamshells..................... 30– 40 50- 66 56- 75 | Bulk.
Clay, China or German.........l............!............l............ Casks, 1,200 pounds.
Cleaners, street car track....... 20 100 112 || 190 pounds each.
Clinker hooks, iron or steel..... 25 80 90
Clips. See Paper fasteners.
Cloth, asbestos. See Asbestos
cloth.
Clothesline..................... 23 87 97 | Barrels; boxes.
Wire....................... 23 87 97 | Reels; coils in boxes; bundles:
barrels.
Clothing bagº, ſolding wardrobe. 10- 15 133–200 149-224 || Wooden cases.
Kraft or sulphite paper......]............l............l............ Bundle of 250; weight, 38 pounds.
Cloves and clove stems......... 20 100 112 || Ground, in boxes; unground, in
bags and bales.
Coal hods. ..................... 3- 7 286-666 320-747 || 1 single, 12 by 12 by 12 inches;
nested in packages, 16 by 12 by 24
inches.
Coal hoppers. . . . . . . . . . . . . . . . . . . 5- 9 222–400 249-448
Coal-saving compounds......... B5 24 26 || Barrels, 45-gallon; sacks, 100
pounds.
Coal separators, spiral.......... 30- 40 50- 66 56-75 || Knocked down, crated, 38—60 inches
diameter, 11–16 feet long, 700-1500
pounds.
Coal-tar canºphor. See Carn-
phor.
Cobalt, linoleate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ....... Barrels, 400 pounds.
Metallic. . . . . . . . . . . . . . . . . . . . 80 25 26 | Barrels; kegs: boxes; small quan-
tity in bars and ingots.
Cocoa. . . . . . . . . * e = * * * * * * * * * s = * * * 26 77 86 || In bulk; barrels; cases and crates
of tins (crate of 100 pounds cocoa
in tins, 18 by 21 by 20 inches).
Butter.... . . . . . . . . . . . . . . . . . . 25 80 90 | Cases, 24 by 18 by 18 inches; bales,
45 by 19 by 11.5 inches.
Cocoanut. See also Copra.
Cocoa nuts. . . . . . . . . . . . . . . . . . . . . . . . . . . . .l............!............ Bags, 100 nuts; weight, 150 pounds.
Crushed or grated. . . . . . . . . . 42 48 53 || In cans, boxed, 173 by 173 by 9
inches.
Desiccated................. 34 59 66 Barrels, 29 inches high, 22 inches
diameter; boxes, 157 pounds;
packages, 173 by 12% by 93 inches
Oil cake...... . . . . . . . . . . . . . . 27 74 83 || Bags.
Olcin. See Oleine.
Stearin. See Stearine.
5
SHIP”S RIGGING AND CARGO HANDLING GEAR
Table of Unit Displacement of Commodities–Continued Table of Unit Displacement of Commodities–Continued
Weight
Commodity “,ºple §§. *:::::: How packed for shiyment
Pounds | Cubic feet | Cubic feet
Coſſee beans, roasted.... . . . . . . . 15- 31 65–133 72–149 Bags, 25–100 pounds; cases, 10–100
pounds; tin cans crated; drums;
barrels. -
Coffins, glass... . . . : - - - - - - - - - - - , 50 40 45 | Boxes.
Sheet-iron, cloth-covered . . . 10 200 224 Average weight, 280 pounds, when
packed.
Coir yarn... . . . . . . . . . . . . . . . . . . . . 9– 33 61-222 68–249 Bales, 18 by 24 by 42 inches and 3
by 2 by 2 feet; ballots in rope form,
12 pounds each.
Colanut. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Barrels, 310–315 pounds.
Collar blocks. . . . . . . . . . . . . . - - - - - 48 42 47 Each, 24 by 6 by 4 inches.
Collar pads. See Sweat pads.
Collodion... . . . . . . . . . . . . . . . . . . . . 49 41 45 48-gallon barrels.
Compensators, electrical. . . . . . . . 40 50 56
Computing machines, adding 22- 27 74- 91 83–102 Wooden boxes, 11 by 11} by 16#
machincs. inches to 23 by 23 by 16 inches.
Adding and listing machines. 22 91 102 Packages, 100–200 pounds.
Conch shells. . . . . . . . . . . . . * * * * * * : * * * * * * * * - * * * r * * * * * * * * * * * - a w a + r * * * * * * * Barrels, 170 pounds.
-Concrete distributing chutes.... 2.5 800 896 10 by 9 inches by 10 feet.
Concrete forms and molds. . . . . . 35 57 64 Knocked down, usually.
Concretc hardener. See Pow- -
dered iron.
Concrete surface hardener. . . . . . 100 20 22
Conduit fittings, complete. . . . . . . 69 29 32
Iron or steel parts. . . . . . . . . . . 70 29 32
Conduits, fiber. . . . . . . . . . . . . . . . . 7 286 320
Iron or steel . . . . . . . . . . . . . . . . 50 40 45
Cones, stove or furnace . . . . . . . . . 27 74 83 4% inches high, 5% inches dia:ueter.
Congo gun... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .----------------- Cases, 150-250 pounds.
Congoleum... . . . . . . . . . . . . . . . . . . 30 66 75 Cases, varying size; pieces wrapped
around a fiber-board tube.
Contact block, electrical . . . . . . . . 160 I 2 14
Containers for flour and meat...i............l........................ Carload lots: Darrels, 8.66 per cent;
cotton sacks, 773 per cent; paper
sacks, 13.59 per cent. Less than
carloan lots: Barels, none; cot.
ton sacks, 99% per cent: paper
sacks, 0.5 per cent.
Controllers, electric. . . . . . . . . . . . 26 77 86
Copal gun. . . . . . . . . . . . . . . . . . . . .". ----------------------------------- Cases and bags, 150-250 pounds.
Copper: |
Bullion (98 per cent copper). 535 3.7 4 Slabs of 325–375 pounds.
Concentrates (15 per cent 128 16 18 Sacks, 108 pounds.
gradle).
Concóntrates (50 per cent 157 13 14 Sacks, 133 pounds.
grade).
Matte (30-50 per cent cop- 350 6 6.4 | Sacks.
per).
Nitrate.......... . . . . . . . . . . . 90 22 25 Carboys.
Ore. . . . . . . . . . . . . . . . . . . . . . . . 150 13 15. Density varies according to assay.
Oxide. . . . . . . . . . . . . . . . . . . . . . 120 17 19 Barrels and in bulk.
Sulpixate. . . . . . . . . . . . . . . . . . . 60 33 37 Barrels,
Tacks. See Tacks.
_ Washers. See Washers.
Copperas, sulphate of iron...... 92 22 24 || Carboys and barrels.
Copra. . . . . . . . . . . . . . . . . . . . . . . . . . 22 91 102 | Bags, 150 pounds.
Coquina shell . . . . . . . . . . . . . . * * * * | * * * * * * * * * * * * , a s a e = * = = • * * * : * s s a s m a. a = = y = Barrels. 250 pounds.
Corncribs, wood and iron coni- 9 222 249
bined.
Wooden... . . . . . . . . . . . . . . . . 11 182 204
Corn oil... . . . . . . . . . . . . . . . ...... 30 66 75 i 4 dozen 54-ounce bottles in fiber-
board compartment containers.
Corn-oil cake. . . . . . . . . . . . . . . . . . 58 34 39 Sacks, 224 pounds.
Ground . . . . . . . . . . . . m & m & º & º ºs 60 33 37 | Bags, 100 pounds.
Corn sirup, 1:1 ircd.............. 74 27 30 || Rarrels; half barrels; kegs; tin
cans, boxed, 15% by 11? by 101
inches to 22; by 174 by 6% inches.
Unmixed................... 76 26 29 | Barrels; half barrels; kegs; stee!
drums.
Corri syrup products:
Jains-------. . . . . . . . . . . . . . . . 59 3$ 38 Glasses, boxed; wooden or tin pails
or kits.
Jellics. . . . . . . . . . . . . . . . . . . . . 50 40 45
Mass. . . . . . . . . . . . . . . . . . . . . . 93 21 24 || Barrels, 343 inches high, 25; inches
diameter.
Preserves. . . . . . . . . . . . . . . . . 59 34 38 || Glasses, boxed: wooden or tin pails
or kits.
Cornstalk fiber-. . . . . . . . . . . . . ...!............!............l............ Bales, 110 pounds; about size of
Sinall hay bales.
Cornstarch. Sec Starch.
Sugar. See Sugar.
Corset stays or steels. . . . . . . . . . . 100 20 22
Corundum paper. Sce Abra-
Słve paper.
Cots:
Canvas..................... 6- 8 250-333 280–373 || Bundle3.cots, 39 by 29 by 12; inches;
bundle 4 cots, 75 by 29 by 8 inches.
J"------------------------............!............'............ 2 by 6 feet to 2 feet 6 inchcs by 6 feet
6 inches; weight 60-80 pounds.
Steel, ſolding . . . . . . . . . . . . . . | Q 222 249 Bundle 1 cot, 74 by 39 by 3 inches.
Woven-wise... . . . . . . . . . . . . . | 6 333 373 || Bundle 2 cots, 72 by 30 by 3.5
inches.
Cotter pin;3: ; :
i', by 1 ucu. . . . . . . . . . . . . . . . : 55 36 41 || 1 box, containing 79 000. 19 by 10} by
27 inclues.
I', by i ! inclues . . . . . . . . . . . . . . 80 25 28 || 1 box, containiug 20 000, 19 by 104 by
b | 27 inches.
* by 4% inches.............. 59 34 | 38 || 1 keg. containing 1000 ($ by 43
inches).
! by 5, inclies. . . . . . . . . . . . . . 59 34 38 1 keg containing 500 (; b.
inches), 17 by 17 by 26 inches.
Colton cloth, asphalftiºn coated . . * * * * * * : * * * * * * * * * * * * * * - - - - - * * * * * * = s. s , . Burlapped bales; rolls in boxes, 403
g i pounds,
Cotton ruop yarn. Sec Mop | |
yard. l
* Jute bass, boxcs, and kegs. Tradiag unit, too pounds.
Weight
Annaline; Cutch (catechu);
Gambler; Indigo paste;
Liquid pulp dye; Sulphur
black.
Commodity re,sºle #: . sº How packed for shipment
Pounds | Cubic feet | Cubic feet
Cotton seed, green. . . . . . . . . . . . 30 66 75
Well dried................. 27 74 83
Cotton seed:
Cake.---------------------- 60 33 37 Slabs, 14 by 30 by 0.75 inches; bags.
Hull ashes. . . . . . . . . . . . . . . . . 40 50 56
Hull fiber, bleached.... . . . . 20-23 87-100 97-112 | Bales, 14 by 18 by 24 inches.
Meal.--------------------. 38 57 59 | Bags, 100 pounds.
Solteners.----------...-----------------........--------........ Barrels; kegs; cases, 10-65 gallons.
Unbleached................ 34 59 66 Bales, 16 by 16 by 20 inches.
Cracker pans................... 65 31 34 || Wired flat in boxes.
Crates, cracker can.............!---.....................l............ Bundles of 10, folded flat, 34 by iº
* - | inches.
Poultry crates or coops...... 5 400 448
Crayon: - -
Bleckboard................ 63–75 27- 32 || 30-36 | 20–25 gross, average case 9 by 12 by
* 28 inches.
Lunuoer.............----... 27 74 83 Package, 13 by 13 by 12.5 inches.
War----------------------- 28–30 66- 71 75-80 | Cases, 1-20 cubic teet.
Crepe paper................---- - º. 3 274 307 || Crates, 40 by 25 by 21% inches.
Cresol. See Cresylic acid.
Cresylic acid. -------...--...... 58 . 34 49
Crucibles: -
Clay----------------------- • * - * * * * * * * * * * * * * * * * * * * * * | * * * * * * * * * * ~ * Casks of 700; weight, 500 pounds.
Muffles. . . . . . . . . . . . . .--------------. . . . . . . . . . . . . . . . . . . . . . . . . . . . Casks of 20; weight, 600 pounds.
Scoriners-----...-----------|----------..l... . . . . . . ...!------------ Barrels of 1000; weight, 300 pounds.,
Crusher balls. . . . . . . . .---------|---------...l............I. . . . . . . . . . . . 5-inch diameter ball; welght, 185
pounds.
fºr irſtehººl 9–15 133-222 149-249 Wrapped in heavy fiber paper; tied
in bundles of 1 dozen pairs; bun-
dles 54 by 12 by 12 inches. 25
pairs and over wrapped and then
crated, crates 54 by 22 by 18
inches.
Cupboards..................... 3-10 200–666 224–747 || Knocked down flat, except drawers.
Cupro-nickel: -
Blanks.- . . . . . . . . . . . . . . . . . . . 167 12 13 || Unfinished shapes.
Plate or sheet.............. 149 13 15 •
Rod.------------------...-- 180 11 12
Scrap. . . . . . . . . . . . . . . . . . .--. 38 53 59 | Bales; machine-pressed bundu-
Currycombs--.................. 19-30 66-105 75–118 Boxes, I dozen; cases of 6–24 dozen;
24-dozen case requires 9 cubic
feet.
Cuspidors, dental.............. 8 250 280
Cutch (catechu)................ 47-56 36- 43 . 40– 48 Hardwood box, wrapped in burlap.
Extract. . . . .----------------------------|------------|------------ Bales, 112 pounds.
Cut-outs, electrical appliance... 80 25 28 -
Cyanimid-----------------..... 40–50 40- 50 45–56 || Bags, 150–170 pounds.
Cylinders, automobile, Inotor- 55 36 41
cycle.
Damar gum....... -----------. . Cases, 150–250 pounds.
Dasheen.------------------. . . . 48 42 47 | Sold by the bushel.
Date-nut butter................ 40 50 56 Cases. 33 pounds. ,
Dates....----...-------...--... 26 76 86 || In small boxes and cartons in rºses,
30–140 pounds.
Degras, moellon. See Oil, Sod
oll.
Degras or wool grease.......... 38 53 59 | Barrels, 450 pounds.
*Dental cabinets. See Cabinets.
bental chairs. See Chairs. º
Dental plaster. . . . . . . . . . . . . . . . . . 57-62 32– 35 35-39 Barrels, 280-300 pounds; jute sacks,
100 pounds; paper sacks, 80
pounds; cans, 2-10-20 pounds.
Desiccated eggs. See Eggs.
Deaks, birch, mahogany, oak ... 42 48 53
Office, flat-top.... . . . . . . . . . . 8, 7 230 257 || Crated, 30 cubic feet.
Roll-top. . . . . . . . . . . . . . . . . . . . 8 250 280 | Crated with top removed from base,
45 cubic feet.
Pertrºn . . . . . . . .----------------|-----...----|------...-...ſ............ Sugar barrels, weight 300 pounds;
p loags, 220–280 pounds.
Dichlorbenzol............ . . . . . . 77 26 29 || Iron drums, 50–110 gallons.
Dictaphone shaving machine 11 182 203 || Package, 31 by 18 by 13 inches.
(motor separate). - -
Dish-washing machines........ 6–12 167–333 187–373
Ditch digger-----... . . . . . . . . . . . 40 50 56 24 by 24 inches by 14 fee?
Divi-divipods .................. 16–17 118-125 132–140
Door hasps. See Hasps.
Doormats, oilcloth or imitation.. 84 24 27 | Crate of 100; 5% by 19, by 17% inches.
Door springs. See Springs.
Doors, asbestos. See Asbestos
doors.
Dough kneaders or mixers..... 10 200 224
Dragon's blood. . . . . . .--------...- = * * * * * * * * * * * | * * * * * * * * * * * * * * * * * * * * * * * * * Cases, 100 pounds.
Draintile heads. . . . . . . . . . . . - - - - 50 40 - 45 Weight, 270 pounds.
Dry-battery shells. ... ----...... 12-24 83-167 93-187
Dry cells. Spent or worn-out... 45 44 50
Duck: .
Awning strips, width 31 '... ------...}............'........... . 73 ounces per linear yard; bales,.
inches. 20 pieces, 50 yards to plece.
Narrow, width 6-20 inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... ...] Rolls, 100 yards; bales, 4–5 rolls.
Number, width 26-144 |........... . . . . .........|............ Rolls, 100 yards.
inches.
Sail, width 22 inches. . . . . . . . . . . . . . . . . . . . . . * = * * * * * * * : * * * * * * * * * * * = 7-19 ounces per linear yard; bales,
2?ieces, 100 yards to piece.
U. S. Army, width 28.5 |..........,--|- - - - - - - - - - - - - - - - - - - - - - - - 7-15 ounces per linear yard; bales,
inches. 400 pounds.
IXump-wagon bodies. See
Wagons.
Dump wagons. See Wagons.
Dye, liquid pulp. . . . . . . . . . . . . . . . 70 29 32 || Wooden barrels, 325–350 pounds.
Dyestuffs. See Alizarine; *
356
SHIP'S REGGING AND CARGO HANDLING GEAR
Table of Unit Displacement of Commodities—Continued Table of Unit Displacement of Commodities—Continued
* - *
Weight | s Weight
s pace per | Space per Space per Space per *
Commodity peºple short ton long ton * How packed for shipment Connmodity. perºple short ton long ton How packed for shipment
Pounds | Cubic feet | Cubic feet Folding chairs. See Chairs P -
s g ounds | Cubic feet | Cubic feet
Dynamite. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . In . º: º: : Fonugreek sced meal........... 4 44 50 | Bags; barrels, 200 pounds.
packing directions see Interstate Focó-preserving compounds.... 8- 50 | 40–250 45- 280 || Cans, boxed; bulk in boxes of
Commerce Regulations for the |
T rtati f Explosi f crates; barrels.
ti . of Explosives, sec- Fossil flour..................... 24 83 93 || Bags, 100 pounds.
e Oil tº Foundry flour. See Flour. :
Eggs: a Frankincense. See Olibankin .
Alburnen..... . . . . . . . . . . . . . . 45 44 50 | Soldered, tin-lined, heavy wooden, guill i
iron-strapped cases. t Fresn fruits. See Appendix w
Desiccated. . . . . . . . . . . . . . . . . 33- 47 43- 63 48- 70 | Sugar barrels; 50-pound tin-lined No. 3
e * square boxes; tin cans bored. Frozen eggs. See. Eggs.
Frozen, for bakers' use. . . . . 50- 75 27- 40 30- 45 'i. 15-pound cans, wrapped in Fruit-lar rings.................. 20- 30 66–100 75-112 || Fiber-board boxes, 14 by 20 by 12
eavy paper and boxed. t inclies, 14 by 1.4 b
- p 4 by 20 inches, 21 by
Yolks. . . . . . . . . . . . . . . . . . . . . . . . . .........'............l..... ------- *: * cases, 34.5 | 13 by 10 inches, 14 by 18 by 10
y 18 by 19 ©5, - inches, and 19 by 2. * e
* i o y 25 by 10 inches;
Electric Appliances. See!Man- 50 gross in box, 36 by 20 by 15
thfacturer's yearbooks, c. g., inches.
Western Electric Year Book, Fruit pectin.................... 47 43 48 || 5-gallon square tins; 2 tins in
1918. - | wooden case, 22.5 by 11 by 15.5
Electric cable. See Cable; inches.
Telephone cable. Fur, hatters’................... 30 66 75 || 3–5 pound bags; cases, 60–80 bags;
Electrolytic cells. . . . . . . . . . . . . . . . 23 87 97 s package, 33 by 40.5 by 51.5 inches;
Elevator, plungers. . . . . . . . . . . . . . 42- 50 |0– 48 45- 53 bales, 100-300 pounds,
Elevators, grain, portable. . . . . . . 11 182 204 Furnace casings or jackets, 25- 85 24- 80 26–90 || Knocked down.
Pitml. . . . . . . . . . . . . . . . . . . . . . . . . . ..........'............l............ Cases, 150–200 pounds. iron or steel, asbestos lined j
Elliptical springs. See Wagon Furnace cement. . . . . . . . . . . . . . . . 42–130 15- 48 17– 53 Barrels; half barrels; kegs; cans.
springs. Furnaces:
Emery paper. See Abrasive Assayers' clay. . . . . . . . . . . . . . 16 125 140 | Weight, 260 pounds gross.
paper. Charcoal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | Average weight, 20 pounds; 10
Emery wheels. See Machine- i Inches high, 12 inches wide.
shop equipment. Metal, melting, on wheels. . 12- 30 66–167 75-187
Engine and gear parts, auto- 6- 40 50- 333 36-374 |sizes, 15 by 13 by 7 inches to $4 by Plumbers' or tinners'. . . . . . 13 }54 172
mobile. 62 by 12 inches. Soldering. . . . . . . . . . . . . . . . . . 18 1 11 124 Corrugated strawboard case, 13 by
Epsom salts................................'............l............ Barrels, 300 pounds net; kegs, 130 13 by 17 inches; wooden crate, 9
pounds net; wooden drums, 100 by 12 by 26 inches.
pounds net; bags, 300 pounds net, Fuse wire. . . . . . . . . . . . . . . . . . . . . . 150 13 15 On spools packed in tin containers
Ethyl acetate................... 60 33 37 Iron drums, 50-100 gallon. packed in boxes.
Fanning-mill seed cleaners..... 2- 7 289-1000 320-1 120 Fustic, extract of... . . . . . . . . . . . . .'............!. . . . . . . . . . . . . . . . . . . . . . . . Barrels, 550 pounds.
Farm wagons. See Wagons. “G” gum. . . . . . . . . . . . . . . . . . . . . . 35- 40 50–57 | 56-64 Barrels, 200 pounds net; kegs, 100
Fasteners, wire-tag......... * * * 20– 40 50- 100 56- 112 || 1000 in carton; weight, 23 pounds; pounds net.
100 cartons in a case; barrels; Galvanizing solution... . . . . . . . . . 9 222 23)
kegs. - Gambier. . . . . . . . . . . . . . . . . . . . . . .". . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressed in bales, 230 pounds; small
Featherbone or quill fiber....... 20 100 112 | Buddles, 1-2 pounds packed in cubes, 1 inch, packed in boxes,
boxes, 28 by 28 by 28 inches. 2-300 pounds.
Feeders and grinders..... . . . . . . 6 333 373 Gamboge........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cases, 100 pounds.
Felt, haur, for glass polishing.... 30– 35 57- 66 64-, 75 Garbage cans.................. 6- 8 250–333 | 280-373 | 16-gallon, 15 inches diameter, 26
Fenales........................ 36 56 62 - inches high; 24-gallon, 18 inches
Fence stretchers................ 17- 25 80– 118 90- 132 diameter, 26 inches high: 32-gal-
Fennel seed. . . . . . . . . . . . . . . . . . . . 20 100 112 lon, 21 inches diameter, 32 inches
Fertilizers: i - . high.
Black. . . . . . . . . . . . . . . . . . . . . . 9 222 249 | Barrels; burlap or canvas - -4. Garment hangers.............. 38 53 59
Double manure. . . . . . . . . . . . 80 25 28 Gas burners, incandescent. . . . . 10– 15 133-200 149–224
Kainit....... . . . . . . . . . . . . . . . 85 24 26 Gas drips, hydrocarbon......... 52 38 43
Manure....... . . . . . . . . . . . . 85 24 26 Gas globes. . . . . . . . . . . . . . . gº gº ſº * 4- 7 286-500 320–560
Sylvinit.---............... * 85 24 26 Gas mantles and parts: i
Fiber. See Asbestos fiber; Fabric. .................... 12 167 187 Paper boxes packed in wooden
Bamboo fiber; Cornstalk cases, 24 by 24 by 24 inches; 6000
fiber; Featherbone or quill - or 7000 packed in a case.
fiber; Grass fiber; Manila Gas or lamp mantles....... 9 222 249 Double-faced corrugated boxes, 21
fiber; Palm-leaf mattress . by 21 by 18 inches; case, 1000 in-
flber. - verted mantles, 34 by 25; by 22
Field coil. See also Armature 90 22 25 inches; case, 1000 upright man-
Coils. I ties, 38 by 25; by 19 inches.
Figs.......................... . . 26 77 86 || Mats or hampers; skeleton crates Rings...................... IS 110 | 124 Cardboard boxes packed in wooden
of small boxes, 350–550 pounds; cases, 19 by 20% by 20; inches.
bags, 28–60 pounds; baskets, Wires...................... 32- 45 || 44– 63 50–70 Tied in bundlés, shipped in barrels
jars, cartons, 35-100 pounds. 22 inches diameter, 28 inches
Film. See Moving-picture films. high.
Filter paper.................................l..... e 4 & s s ºr * | * * * * * * * * * * * * Tin-lined boxes, 4 by 3 by 3 feet; Gas-purifying compounds....... 33– 35 57- 61 64- 68 Iron drums; wooden boxes, 3 by 3
5 cases, weight, 1056 poundn. by 3 feet; casks, 30 inches diame-
Fine tools. See Machine-shop ter, 42 inches high; sugar barrels.
equipment. Gas-purifying compounds for 45– 50 40– 44 45- 50
Fire-alarm boxes............... 50 40 45 acetylene gas.
Fireplaces, sheet iron or steel, 7 286 320 Gaskets:
nested. For manhole and handhole 75 27 30 Pasteboard boxes packed in crates
Not nested....... . . . . . . . . . . 3 666 747 plates on boilers. Or Cºlºses,
Fish balls...................... 40– 50 40- 50 45–56 || Caris; 150 cans to a case. Boxes, For steam-engine packing.. 60 33 37 | Boxes; cases; fiber packages.
- * For steam-fitting work...... 29 69 77 | Cases.
25 by 19 ay 14 inches; tın cans, & f
boxed, 12 by 24 by 24 inches, Gasoline-pressure tanks. . . . . . . . 8- 10 * 200-250 224–280
Fish glue. See Isinglass. g Gatto gum (Ghatti).... . . . . . . . . . 28 71 80 Bags, 112 pounds.
Fish neal.............. . . . . . . . . 40 50 56 Gauze. Sce Cheesecloth.
Fish roe, herring........ . . . . . . . 20 100 112 || Cases, 15 by 11% by 92 inches. Gelatin: |
Flax straw.............. . . . . . . . . 8 250 280 Bakes, 20 by 21 by 46 inches. Broken pieces. . . . . . . . . . . . . . 10 200 224 || Package, 3% by 5 by 10 inches.
Flint. See Silex silicia. Flake or sheet. . . . . . . . . . . . . . 17- 25 80-117 t 90-132 casks, 265–315 pounds; kegs, 61
Flint paper. See Abrasive pa- | pounds.
per. Ground. . . . . . . . . . . . . . . . . . . . 34- 38 53- 59 59- 67 | Barrels, 276–335 pounds.
Filntstone Of silex linings * * * * * * * 170 12 - 13 Do. . . . . . . . . . . . . . . . . . . . . 26 77 ! 86 Kegs, 91 pounds.
Flint stone pebbles............. 160 12 14 Do. . . . . . . . . . . . . . . . . . . . . 24 83 93 Boxes, 35 pounds.
Floats for glass melting tanks... 125 16 18 || 10-15 feet long. Sheets. . . . . . . . . . . . . . . . . . . . . 33– 42 48–61 53- 97
Floor arches, stucco or paper.... 18 111 || 125 Shredded. . . . . . . . . . . . . . . . . . 15 133 149 || Casks, 185-215 pounds; barrels,
Flour econtainers. See Con- - G ilver i 100-150 pounds; keys, 36 pounds.
tainers for flour. errman-silver ingots. . . . . . * * * * * 215 9.3 10
Flour: Ginger, ground... . . . . . . . . . . . . . . 20 100 112 | Boxes; drums. t
Foundry.... . . . . . . . . . . . . . . . .l............l............!............ Bags, 140–150 pounds. . : tº a s: * an . - 75 27 30 | Bags, 250–500 pounds.
Potato..... . . . . . . . . . . . . . . . . . 41 49 55 º: ...” gº
Wheat . . . . . . . . . . . . . . . . . 47 43 48 Bags. *:::::: Cº. . . . . . . . . . . * 29 32 180 pounds each.
.....Do. . . . . . . . . . . . . . . . 37 54 60 Barrels, - lass-flattening stones. . . . . . . . . 154 13 15 Dimensions, 48 by 69 by 5 inches to
Wood. See Wood flour. Gl bl See G 84 by 100 by 5 inches.
Fly nets for horses, cotton yarn.. 12 170 187 3. g0 ". * oblets. n
Fly swatters. . . . . . . . . . . . . . . . . . 2 24 83 93 12 in box; 12 boxes in carton, 12 by $3Ware, fish globes. . . . . . . . . 9- 14 || 143-222 160-24
Towel rods................. 25 80 90
• 9 by 7.3 inches. Glazier lead. See Lead
Folding benches. See Benches.| & 3. er º & it! ee Leº Cl, 15 133 149 d bundl arto
- g * - loves and Inittens............. 1 Cº. Or Cººk
a Standard cºg cratc holds 3o dozcn. Sides, tops, bottoms of ºr incli vencer from whitewood or cotton, # º, º ood ". fiber
wood; ends and centers I', inch; length of sides 25 by 12.5 inches; tops and bottonus 26 by 123 inches; ends packe wooden boxes,
and ccuters 11% by 12' 4 inches: 4 cleats used. 1134 by 1: £ inches; thic eness tº inch. containers, or cases, average 36 by
40 by 40 inches,

5
7
SHIP'S REGGING AND CARGO HANDLING GEAR
Table of Unit Displacement of Commodities—Continued
Commodity º: §: *::::: How packed for shipment
Glue: Pounds | Cubic feet | Cubic feet
Pry. . . . . . . . . . . . . . . . . . . . . . . . 2 74 83 || Bags; barrels.
Flake form............. $3- 50 40- 60 45- 68 ; Bags, 150 pounds; barrels, 350–500
pounds.
Powdered.............. 38 53 59 : Bags, 100 pounds.
Fish glue....... * * * * * * * * * * * * 78 26 29 | Barrels; kegs; cans; bottles.
Liquid or jelly.............. 50- 55 36-40 41-45 Jelly glue in cakes aernisolid,
8 inches square, 3 ſect long.
Gluten ſeed.................... 40 50 56
Gluten meal................... 39 51 57
Glycerin. ...................... 60 33 37 Cans packed in boxes, 50 pounds.
Goblets................. * * * * * * * * * * * * e tº e = * * * * : * * * * * * * * * * * * * * * * * * * * * * * * * Barrels, 100–135 pounds.
Grain baggers.............. * * * * 9 222 249
Grain elevators................. 11 182 204
Granulated lead. See Lead.
Graphite brick. See Brick.
Graphite or plumbago stoppers.. 68 29 33 Tight hardwood, 55-gallon barrels.
Graphotype..................... 57 35 39 | Boxes, 21 by 23 by 25 inches; crates,
25.5 by 36 by 50 inches.
Grass fiber..................... 20 100 112 | Parcels, 5 pounds each, then corn-
pressed.
Grating, air-duct............... 15- 25 80-133 90-149
Griddle holders, asbestos...... 16 125 140 || Cases; crates; boxes.
Griddles, asbestos............. 17 118 132 | Cases.
Griddles, soapstone............ 53- 80 25- 38 28— 42 1 dozen griddles 8 by 16 inches,
case 20.5 by 12 by 10.5 inches;
1 dozen griddles 9 by 18 inches,
case 20.5 by 11 by 14.5 inches;
1 dozen griddles 14 by 14 inches,
case 14.5 by 14.5 by 14.5 inches.
Grinding wheels, caroorundum 140 14 16 Stout boxes; barrels; kegs, packed
with sawdust.
Corundum or emery........ 150 13 15 Do.
Grits......................... tº ºs 37 54 61 Sacks; bags.
Brewers’................... 40 50 56 | Burlap bags, 100 pounds.
Reflned.................... : 52 38 43 || Rags, 100–140 pounds.
Gronmets..................... | 51 39 44 | Boxes; barrels.
Guayule resin grease (Maia- 60 33 37 || Oil barrels.
gum). -
Gulac gum.....................'............'............l............ Barrels arid cases, 100–450 pounds.
Gum arabic.................... 32– 35 57- 63 64–70 | Bales, 35 by 25 by 14 inches and
larger.
Gun-barrel tubes.............. 66- 85 24- 30 26- 34 || 100–120 in box, 133 by 14% by 40
; inches.
Gun barrels:
Autoguns.................. 25 80 90 || 10 in case, 36.5 by 15 by 16 inches.
Autorifies No. 1 ............ 35 57 64 || 10 in case, 25.5 by 16.5 by 13.5 inchcs.
High-power rifles.......... 36 56 62 10 in case, 30 by 154 by 10} inches.
Pump guns................ 30 67 75 10 in case, 34 by 16 by 12.5 inches.
Single-sliot rifle No. 4...... 33 60 68 || 10 in case, 25.5 by 15 by 10 inches.
Single-shot rifle No. 6... . . . 40 50 56 || 10 in case, 23 by 13 by 8 inches.
Gun butt plates, initation rub- 10- 15 133-2CO 149-224
ber.
Gun wads, felt................. 14– 19 105-143 118-160
Gutta-percha................... 75 27 30 | Bottles; jugs; cases.
Gypsum. See also Silesian 85 ‘24 26
white.
Hair, cattle................. * * * * 5- 7 286–400 320-448 || Wooden boxes, 48.5 by 27.5 by 30
inches; some lin strawboard
boxes.
Haircloth:
Cannel's-hair press......... 45 44 50 Rolls, 15 inches wide, 4–44 feet
diameter, wrapped in burlap.
Crinoline.-----............. 22 91 102 || Cases, 46 by 29 by 27 inches.
For coat fronts........... * * * 20 100 112 || Bales, 24 by 12 by 6 inches.
Haircloth clippings..... * * * * s s as a 17- 26 77–118 86–132 | Bags; comprossed bales, 500-700
pounds.
Hair, human, waste............ 40– 50 40– 50 45–56 || Bales, 45 by 24 by 18 inches.
Halloysite..... * = * * * * & © e º ºs º ºs s = < * 100 20 22
Harne sticks................... 32 63 70 | Sacks, 16 pounds.
Hammers:
Blacksmiths' hand......... 47 43 48 || 3 dozen in box; 6 dozen in case,
33.5 by 20.5 by 13 inches.
Carpenters’ claw. . . . . . . . . . . 50 40 45 | Case, 23 by 16 by 11 inches.
Cast-iron shingling......... 50 40 45 Do.
Riveting................... 50 40 45 Do.
Setting......... . . . . . . . . . . . . 5ſ) 40 45 Do.
Hammocks, couch............. 9 222 249 | Each folded flat, baled in burlap
6 by 30 by 72 inches
Handles:
Bamboo..... & g + 4 + s = w is º º a s s a 12 167 187 42 inches long.
Browu, with metal brown |. 6.5 303 345 || Crate, 44.5 by 24 by 4.5 inches.
holder. -
Sadiron.................... 39 51 57
Wire handles and bails.... 90 22 25
Wooden broom............. 25-30 67- 80 75- 90
Hand planes. See Machine-
shop files and rasps.
Hand trucks, four-wheeled.... 29 69 77 | Body, knocked down, in package,
120 by 40 by 20 inches. Wheels
in separate crate.
Two-wheeled.............. e tº º .....| Body, knocked down, package 6 by
72 by 36 inches or 8 by 19 by 35
inches. Wheels in separate
package, 36 inches diameter.
Handsaws. See Machine -
shop files and rasps.
Hard salts. See Sylvinit
tſartsalz. .................. . . . . 85 24 26 Bags, 200 pounds.
Rasps and hooks combined..... 60- 70 29– 33 32-37 || 3 dozen in paper cartons, packed in
cases, 21 by 13.5 by 12.5 inches,
Hat bodies:
Buckram............. . . . . . . 11 182 204 || Bags.
Felt............. . . . . . . . . . . . 21 95 107 Do.
Straw.........-----. . . . . . . . 6- 8 250-333 280–373 || Burlapped bales, 10-12 in box.
Hats and £aps..... e e e º e s = e s s sº º & 10- 13 154–200 172–224 | Crates: barrels
Table of Unit Displacement of Commodities—Continued


Iron nitrate. See Copperas, ni-
trata of iron.
Commodity 2.º: §: . sº How packed for shipment
Founds | Cubic feet | Cubic feet
* * ~ *-*. - a 31- 40 50– 65 50- 72 2 dozen in case, weight 90 pounds;
4 dozen in case, weight 140.
pounds; 6 dozen in case, weight
18C-200 pounds.
Hatters’ fur. See Fur.
Beadlights:
Acetylene, sheet steel body. It) 200 224
Electric, for locomotives, 7 286 320
sheet-iron body.
For street cars, cast- 20- 29 69-100 77–112
iron body.
For street cars, sheet- 16- 25 80-125 90-140
iron body.
Incaridescent, cast-iron 25 80 90
body.
Oil, sheet steel............. 10 200 224
Heaters:
Feed water with metering 40- 50 40– 50 45-56
attachments. * * *
Locomotive superheaters.... 30 67 75 Knocized down, weight 750–1250
pounds.
Water, gasoline or oil....... 15 133 149 2 parts, 1 crate, 233 by 20 by 113
inches; 1 box, 2s; by 16; by 13i
inches.
Hemp yarn. See Yasn.
Hinges: -
Brass automobile........... 110–190 10- 20 12- 20 Package, 1.07-1.6 cubic feet.
Cou, Duon brass butts. . . . . . . 50-730 3- 40 3- 45 Package, 0.5-2.38 cubic feet; bar-
rels.
Composition continuous.... . 264–300 7- 8 7- 8.5 Package, 0.23–0.26 cubic feet.
For hanging doors, screens, 154 33 15 Paper cartons, packed in box, 213 by
Ctc. 13; by 9 inches.
Hockey sticks. See Sporting
goods.
Hoists, chain................... 47 43 48 Box, 17 by 27 by 36 inches.
Hay press.................. 48 42 47
Hornogenizers, for dairy plants. . 38 53 59 3 feet 6 inches by 5 feet 5 inches by
* 3 feet.
Honey, comb................... S5 36 41 Case of 24 frames, 44 by 4} by 12
inches.
Strained. . . . . . . . . . . . . . . . . . .". . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Two 5-gallon cans to the case;
weight, 140 pounds.
Hoods or canopies for stoves.... 4 500 550
Hooks and tyes, dressmaking.. 19 105 I 18 |
Hopper gates................... 45 44 50
Horntips. ...................... 73 27 31 Bags, 225 pounds.
Horse blankets, shoddy........ 26 77 86
Horse collars................... 9- 10 200-222 || 224-249 Bales of 1 dozen, oval shape, aver-
age size, 20 by 24 by 48 inches.
Hose couplings, brass.......... 26 77 86 Package, 14 by 14 by 10 inches.
Hot-water bottles, metal........ 14 143 160 #
Hot-water radiators. (See
... Radiators. * *
House-moving trucks.......... 31 65 72 Knocked down; complete outfit;
weight, 500-1700 pounds.
Hydraulic cement. See Ce-
ment, Puzzolan. º
Bydrochloric acid....... . Carboys, 180 B., 125 pounds net;.
208 pounds gross; 200 - B., 128
pounds net, 211 pounds gross;
220 B., 131 pounds net, 214 pounds.
r g gross.
Hydrofluosilic acid............. 84 24 27 | Barrels; tank cars.
Hydrol.................... - e s e = 76 26 29 | Barrels, 333 inches high, 253 inches
diameter.
Ice-cream can linings.......... 28 71 80
Incinerators, garbage:
For consuming matter by 34 59 66 Crated, 4 feet high, 2 feet diameter.
coal fire.
McCall's, adopted by U. S. 22 87 97
Army. -
Square, large size.......... 8 250 255 ; Crated, 30 incbes square, 5 feet
* high.
Small size...... tº sº º q = a a 17 117 132 | Crated, 18 inches equare, 4 feet
* high.
Indigo pastes, synthetic.............. • e e s e = * * * e < * * * * * * * * * * * * * * * * * * * * * Barrels, 500 pounds.
In}ectors. . . . . . . . . . . . . . . . . . . . . . . 40 50 56 | Boxes,
Inkstands, earthenware...: ..... 43 47 52 * *
Insecticides:
Fly and germ killer......... 35- 60 33-57 37- 64 || 5-gallen cans, jacketed; 1 dozen
gallon tins, boxed, 22 by 17 by 12
inches.
Lead arsenate............. . 47 43 48 Barrels; wooden pails, crated;
glass of ston.cware in fiber cases.
Lesd arsenate, naste. . . . . . . 135 15 17
Lime and sulphur conſibi- 35- 46 43- 57 49- 64 Barrels; fiber or verieer drums;
nation. cans; glass and stonewaue cori-
tainers.
Sheep dip....... . . . . . . . . . . . . 41 49 55 5-gallon cans heavily crated, i2 by
* 9 by 14 inches.
Insulating compounds.......... 30-100 20– 67 22- 75 Casks; barrels.
Insulating material, hemp fiber. 12 167 187
Insulators, joint. . . . . . . . . . . . . . . . 75 27 30 | Boxes.
Invalids' bed rests............. 15 133 149 || 3 dozen in crate, 9 by 28.5 by 30
- inches.
Invalids” or wheeled chairs, 5- 8 250- 400 | 280- 448 Folded.
folded. - &
Knocked down. . . . . . . . . . . . . 12 164 186 Knocked down flat.
Iron acetatc. . . . . . . . . . . . . . . . . . . . 81 25 28 | Barrels, 43–48 gallons.
Iron chloride, dry....... . . . . . . . . 62 32 36 Barrels; jars; bottles. -
Liquid. . . . . . . . . . . . . . . . . . . . . 55- 88 23- 36 25- 41 || Carboys; demijohns; bottles,
Iron-cleaning compound........ 53 . 38 42
358
SHIP”S RIGGING AND CARGO HANDLING GEAR
*
:
Table of Unit Displacement of Commodities—Continued Table of Unit Displacement of Commodities—Continued
s m & sº * * * * * * * * *
Space per
long ton
Cubic feet
48
112
19 - 26
83
112–124
32- 41
I
4
9
83
Commodity º: §: .
..foot -
|Pounds | Cubic feet
Licorice root, spent............. 47 43
Lightning arrester, electric..... . 20 100
Lignin liquor (called also Sul- 77 26
phite pitch, Giutrin, Spruce
extract, and Lignosite).
Line....----------------.... . . . 32 63
Acetate (acetate of calciump) *
Nitrate. See Calcium ni-
trate.
Nitrogen........ .9 s = s = s = e < * = 60 33
Limestone, ground............. 85-115 17- 24
Lincrustfi............. * g º ºs & sº s = s. s. 28 72
Lining, crinkled paper or fiber.. 27 74
Shoddy.-----............... 18- 20 100-111
Linoleum cement............... 54- 70 29– 37
Linseed cake................... 60 33
Linseed-oil soap. See Soap.
Litharge----.................... 200 10
Litters. See also Stretchers.... 11 182
Loading coil. See Telephone
transfornler.
Locks. See Machine - shop
equipment..
Locomotive axles. See Axles. -
Logwood extract................. 15 133
Machine guns.................. 27 74
Machine-shop equipment: *
Anvil tools.................. 240 8
Carpenters' thisels......... 80 25
Carving knives............. 16- 20 100–125
Eckery whecis.... . . . . . . . . . . 90 22
Files and rasps. . . . . . . . . . . . . 100 20
Fine tools. . . . . . . . . . . . . . . . . . 30- 50 40- 67
Hand planes............... 55 36
Handsaws. . . . . . . . . . . . . . . . . 25 80
Hatchets................... 35 | * 57
Locks.. ................... 80–100 20– 25
Pocket knlves... . . . . . . . . . . . . 90 22
Rasps...................... 30 67
Rules...................... 75 27
Try squares................ 55 36
Magnesia cement.............. 20 100
Magnesium:
Chloride...... * * = e tº s a a dº º is a tº 26 77
Ingots.................. e e º e 8- 10 200–250
Powder.................... 6 333
Malted clams. See Clams.
Malted milk. See Milk,
malted.
Manganese:
Chloride. --................ 60– 62 32- 33
Linoleate.-----............. ‘...........l............
Oxide, black............... 120 17
Resinate................... 12 160
Mangers, feed boxes, or troughs, 70 29
cast iron.
Sheet iron.................. 7 286
Mangrove bark. See Tanning
extract.
Manila fiber................... 30 67
Manila gum. . . . . . . . . . . . . . . . ...!............'............
Mantles. See Gas mantles.
Manure salts. See Sylvinit.
Maple sugar. See Sugar.
Marbles, Stecl................. 107 19
Marine lights, ior life buoys.. 25- 30 7- 80
Mariola gun................... a s s & sº tº sº ºn e s a s e º is tº a s sº a tº º ºr a
Mastic.---------...............'.... * * * * * * * * * * * * * * * * * * * * =
Match blocks. . . . . . . . . . . . . . . . . . 22 91
Mattocks....................... 36-50 40- 56
Mattress, wire, woven or linked.........................
Mazam........................ 16 I 25
Meal:
Corncob.................... 18 111
Gluten. See Gluten meal.
Peanut. See Peanut meal.
Meal containers. See Contain- ||
ers for flour and meal.
Meal cutters................... 23 87
Mercury. . . . . . . . . . . . . . . . . .-----------------|-------. . . . .
Metal-purifying compounds....; 115 17



Weight ° -
Commodity per: §: sº | How packed for shipment
Pounds | Cubic feet | Cubic feet
Iron, powdered, concrete hard- 164-200 10- 12 : 11- 14 Bags, 50-100 pounds; kegs; barrels;
©Ilºf. casks.
Ironite-......... ----------. 164 12 | 14 Bags, 100 pounds.
Ironing boards................. 21 95 107 || 1 dozen in 2 packages; also flat in
bundles of 2, 15 by 6.5 by 58.5
inches.
Ironing table........... * * * * * * * * 25 80 90 || Knocked down.
Ironite. See Iron, powdered. wº
isinglass....................... 24 83 93 Case, 19 by 19 by 39 inches; half
case, 19 by 19 by 26 inches.
Jall cots. See Cots.
Juniper berries, dried. "..]. - - - - - - - - - - - Sacks, 125 pounds.
Jute bags and waste............ 15 133 149 | Bags or bales, machine pressed.
Kalnit......................... 85 24 26 || Bags, 200 pounds.
Kapok fiber.................... 2- 13 154-1000 172–1120 Compressed bags, 5 feet 6 inches by
3 feet by 2 leet 6 inches.’
Compressed bales, single, 2 by
2 by 2 feet; double, 2 by 2.5 by 4
feet; triple, 2 by 3 by 4 feet. -
Karaya gum.................... 31 65 72 Sugar barrels; boxes, 20 by 14 by 12
inches and 15 by 11 by 9 inches.
Keene cement................. 50 40 45 Jute bags, 100 pounds.
**k, standard, mail............l............!............l............ 16 by 12 by 11 inches; tare, 8 pounds.
*ino gum......................l............!............l............ Cases, 100–200 pounds.
*ola nuts..............................................l............ Barrels, similar to sugar barrels,
300–315 pounds.
*owrie sum...............................l............l............ Bags and cases, 150–300 pounds.
Lac gums. See Shellac.
lac refuse................... "* - I - - - - - - - - - - - - | * * * * * * - - - - - - | * * * * * * * * * * * * Bags, 164 pounds net.
lactic acid..................... 30 67 75 Barrels, 52 gallons.
Lamp guards, nested........... 25– 30 67- 80 75- 90 Nested.
Not nested................. 7- 10 200– 286 224- 320
Lamp mantles. See Gas man-
tles.
Lamp sockets, torelectric lamps. 34 59 66
Lamps......................... 18 111 124
Lamps, automobile. See Au-
tomobile. -
*nolin........................ 45 44 50 | Packed in tins, 140 pounds per “se.
+anum......................... 45 44 50 | Do.
Lap links or rings.............. 150–250 8- 13 9- 15 || Barrels; boxes.
Lard, benzolnated. See Ben-
zoinated lard.
Lard oil. See Oil; Tallow.
lasts or last stands........ sº e s 5 is 60- 80 25- 33 28- 37
*athing-....................... 34 59 66
Lathing, cellular........... '• * * * 15 133 149
Tarred paper, wire inter- 20 100 112
Woven, -
Laundry blue, dry powdd or 50 40 45
Crystals.
Laundry starch. See Starch.
Lead:
Bars----------------------- 228 9 10 | Boxes, 15 by 73 by 6% inches; kegs,
21.5 inch staves by 12 inches di-
ameter. *
Dust...... * * * * * * * > e º 'º dº s = * * * 40 50 56
Glaziers.... . . On reels, various sizes, boxed.
Granulated................ 400 5 5.6 | Bags, 25–50–100 pounds.
'Ingot................. * * * * * * | * * = * * g s sº *s e ...] Wired in bundles, 100 pounds.
Sheet----------------------|-------.....'............'............ Rolls, slatted; boxes.
Wool........ * * * * * * * * tº gº sº. 4, & 6 º' 93-111 18- 22 20– 24 || Bags, 12 by 12 by 6 inches; reels,
12.5 inches diameter, 15 inches
high.
Lead arsenate. See Insecticide.
lead bars. See Lead.
Lead concentrates.............. 275 7 8
Lead-covered telephone cable.
See Telephone cable.
Lead linoleate Barrels, 400 pounds.
lead pipe...................... - 47 43 48 || Barrels, 300 pounds.
Do...................... tº as is 35- 65 31. 57 34- 64 || Box, 6 by 6 by 96 inches to 18 hw 36
g by 36 inches.
Po.------------......... ge s e 66-92 22- 30 24- 34 || Crates, 6 by 28 by 28 inches to 7 vy 18
by 120 inches.
120-----------------------------------..l............l............ Casks, 39 by 144 inches, weight 1875
pounds, to 40 by 42 inches, welght
1100–1200 pounds, -
TMn * Reelſ, 29 by 30 inches, welght 1200
pounds, to 21 by 31 inches, weight
585 pounds.
Po.----------------------------................................ Coils in straw, 7 by 32 inches,
weight 200 pounds, to 40 by 40
inches, weight 240 pounds.
# e º ºs º 'º - e º e g º º ºs e º e s tº ºp e e s a s 65 31 34 || Wire covered.
lead sulphate.................. 118 17 19 || Wooden barrels; steel kegs; pails;
drums.
lead wire...................... 63-170 12- 42 13- 47 On reels, 11 by 10 inches to 20 by 24
inches.
Do............ e sº º e º ºs e e e º te e = 143 14 16 Barrels, 36 by 24 inches.
Po-----------...----------- 84–224 9- 24 10-27 || On epools, crated, 9 by 9 by 9 inches
. to 16 by 16 by 18 inches,
Lead wool. See Lead.
Leads, printers'. See Printers'
leads. º,
Leather:
Artificial................... 67 75 Cases, 55 by 16 by 15 inches; bales
not over 60 inches long.
Board............. & sº tº e g g g g s 36 $6 62 | Slat bundles, 50 pounds each.
Stain....................... 75 27 30 || Barrels, 50-gallon.
Sottened.................... 67 30 33 5-gallon tin cans with a wooden
jacket.
tenses, lighthouse............. 14 143 160 | Boxes, 45-60-70-85 cubic feet.
Levels, railroad track........... 18 111 124 | Boxed.
Library paste. See Paste.
How packed for shipment
9
28
112-140
224–280
373
* * * * * * * * * * * *
* * * * * * * * * * * =
* * * * * w = = w & = -
* * * * * * * * * * * *
Used for fuel purposes.
5-gallon carboy, 13 by 15 by 31
inches; 10-gallon caculy, 19 by 21
by 35 inches; 15-gallon carboy, 20
by 21.5 by 40 inches.
Barrels, holding 5 bushels.
Sacks, 140 pounds.
Tank cars; druins; barrels; pick-
nges 100-1000 pounds.
Barrels, 417 pounds; burlap bags,
100–200 pounds; paper bags, 100
pounds.
Bundles, 10 inches diameter, 21
inches long, wrapped in heavy
paper, cads reinforced.
Wood and fiber-board cases, 7
sizes, 7 by 11 by 40 inches to 22 by
40 by 21.5 inches.
Exclusively in machine-pressed
bales, 42 by 32 by 28 inches.
Cakes, 36 by 20 by 3.5 inches; bags,
2 cakes; 5-gs lion cans, crated,
147 by 10} by 10% inches.
Bags, 300 pounds.
Barrels, 500–800 pounds.
Litters detached and crated or
boxed, 24 by 27 by 75 inches; car-
riage frame, crated, 28 by 28 by 65
inches.
Cotton bags, paper iined; boxes of
solid extract, 20-150 pounds; bar-
rels of liquid extract, 510 pounds.
Wooden cases, 16 by 24 by 12inched.
Bags, 3.5 cubic feet.
Bottles, 5-pound, 1-pound, and
smaller; jars, 25–37.5 pounds.
Boxes, 100 pounds. '
Cans, 10 pounds.
Barrels, average 70 pounds.
Barrels, 400 pounds.
Sacks, bags, 200 pounds; imported
in 1000-pound barrels.
Harrels, 180 pounds.
Bags, 150–200 pounds.
Barrels; kegs; burlap bags;
boxes.
Cases, 100–200 pounds.
Cases, 31 by 25.5 by 22 inches.
1 dozen in box, 32 by 13 by 10 inches;
2 dozen in box, 3.2 cubic feet.
Barrels, 300–500 pounds.
Bags, 100 pounds.
Require 10.6 cubic feet each.
Steel flasks, 90 pounds.
Loose; kegs, 100 pounds; barres,
700 pounds.
359
SHIP'S REGGING AND CARGO HANDLING GEAR
Table of Unit Displacement of Commodities—Continued
Commodity º: § ... *::::: How packed for shipmen:
Metal shingles. See Shingles. | Pounds | Cubic feet | Cubic feet
Metallic cement. . . . . . . . . . . . . . . 100 20 Heavy tin cans, sealed and boxed in
heavy wire-bound cases; weight
full case, 400 pounds.
Do. . . . . . . . . . . . . . . . . . . . . . . . . 50- 80 25- 40 28–45 || Wooden barrels; kegs; steel cans.
Meter tanks: --
14-gage. . . . . . . . . . . . . . . . . . . . . 10 200 224
16-gage. . . . . . . . . . . . . . . . . . . . . 14 143 160
20-gage. . . . . . . . . . . . . . . . . . . . . 36 56 62
Cast. . . . . . . . . . . . . . . . . . . . . . . 48- 64 31– 42 35-47
Methyl acetate . . . . . . . . . . . . . . . . . 59 34 38 Iron drums, 50–100 gallons.
Milk, malted. . . . . . . . . . . . . . . . . . 30- 55 36— 67 41-75 Steel drums, 29.5 inches high, 21
inches diameter; glass containers
packed in excelsior in sugar bar-
rels.
Powdercq. ... . . . . . . . . . . . . . . 47 43 48 || Oiled paper-lined barrels, 200
pounds; tin-lined wooden boxes,
59 pounds; cases of 24 1-pound
cans, 12 5-pound cans, and 6 10-
pound cans.
Milking machines. . . . . . . . . . . . . 10- 15 133-200 149–224
Millboard, asbestos. See As-
bestos millboard.
Milling machinery:
Bolting and scalping reels...| 7- 15 133–286 149–320
Bolting and scalping sieves. . 50 40 45 || Knocked down.
Do. . . . . . . . . . . . . . . . . . . . . 5- 20 100–400 112–448 Set up.
Brau duster, upright. . . . . . . 4– 19 105–500 118-560
Bran dusters, horizontai. . . . 14- 28 71-143 80–160
Corn degerminators. . . . . . . . 35- 85 24- 57 26- 64
Corn shellers and cleaners, 5- 12 R67-400 187–448
combined.
Feed-brake governors. . . . . : 20- 30 67–100 75–112
Flour aging or bleaching 14– 17 118-143 132–160
machine agitators.
Flour, feed, or meal feeders 4– 15 286-500 320–560
and mixers.
Flour and meal packers. . . . 8– 29 69–250 77-280
Genn separators. . . . . . . . . . . 7.5 * 267 . 299
Heaters, steamers, and 15- 40 50-133 56-149
temperers.
Meal coolers. . . . . . . . . . . . . . . g 4.5 444 498
Meal driers. . . . . . . . . . . . . . . . 20– 30 67-100 75–112
Oat and rice clippers. . . . . . . 6- 8 250-333 280-373 ſ
Rice hullers................ 15- 25 80-133 90-149
Rice hullers and polishers 15- 25 80-133 90–149
combined.
Rice pollshers.............. 15- 20 100-133 112–149 Knocked down.
Po. . . . . . . . . . . . . . . . . . . . . 9 222 249 Set up.
Mimeograph ink............... 55 36 41 || Tin cans, 43 by 3; by 2% inches.
Mitteus. See Gloves. -
Moellon degras. See Oil; Sod
oti.
Mobair in grease. . . . . . . . . . . . . . . 8-10 | 200-250 224-280 | Bales and sacks, isopounds.
Molasses...... . . . . . . . . . . . . . . . . . 53- 88 23– 38 25— 42 Tin cans, boxed; barrels; half bar-
rels; kegs; tank cars.
Molasses carbon resldue. . . . . . . . . . . . . . . . . . .'........................ Bags, 200 pounds.
Monazite sand . . . . . . . . . . . . . . . . . 125 16 18 Canvas sacks, 100 pounds.
Monel-metal ingots..... . . . . . . . 558 3. 6 4 Vary from 100-1600 pounds,
Monel-metal wire. . . . . . . . - e. e. g. g. 6. 554 3, 6 4. Barrels; colls.
Monochlorbenzol. . . . . . . . . . . . . . 35 57 64 Iron drums, 50–110 gallons.
Mop yarn, cotton. . . . . . . . . . . . . . . 14- 20 100–143 112–160 In skeins and on tubes pressed in
- bales, wrapped in paper, and cow-
ered with burlap. 48 by 30 by 24
inches; skeins, 34 by 38 by 28
inches; tubes, 29 by 24 by 14
inches.
Mordant....................... 30 67 75
Mosaics. . . . . . . . . . . . . . . . . . . . . . . ... ------------------...."-----------. 10 pounds per square foot.
Mother-of-pearl shell. See
Pearl shells and also Sea
shells.
Motorcycle:
Cylinders. See Cylinders.
Mud guards. . . . . . . . . . . . . . 36- 43 47- 56 52- 52 Crates, 36 by 382 by 8% inches to
38 by 33 by 9% inches.
Package carriers. . . . . . . . . . . 9 222 249 Crates, 52 by 65 by 51 inches.
Motorcycle side cars.. . . . . . . . . . . 5. 6- 7.3 || 274–357 30?–400 Crates; 44 by 36 by 31 inches to
62 by 32 by 31 inches.
Motorcycles.............."... • - - - - 6- 17 118–333 132-373 Dimension crates, 83 by 36 by 12.
- inches to 100 by 43 by 25 inches.
Moving picture:
Booths. . . . . . . . . . . . . . . . . . . . . 36 - 40 50- 56. 56– 62 Knocked down.
Films. . . . . . . . . . . . . . . . . . . . . . T-24 83–118 93-132 | Average wooden case, 20 by 10 by 20
- inches, s
Reels----.................. 25- 87 23- 80 26- 90
Mussei shells......... e is s e º a s = = 100 20 22
Mustard bran.................. 33 61 68 2–4 bushel bags. .
Mustard cake........... . . . . . . . 60 33 37 3-bushel bags; burlap bags, 200
pounds
Myrobalan. See Tanning ex-
tract.
Myrrh gun. . . . . . . . . . . .-----...}. . . . . . . . . . . . . . . . . . . .---------------. Cases, 100–200 pounds.
Nall keg, standard. . . . . . . . . . . . .]............!... ---------|------------ Dimensions: 16 by 12 by 11 inches
- tare weight, 8 pounds,
Nall pullers.................... 75 27. 30
Nails, tree...................... 59 34 38
Zinc shoe.................. 128–143 14- 16 16- 18 Boxes, 15 by 12 by 8 inches.
Naphtha and toluol and xylol....: 67–70 29- 30 32-33
Nickel:
Anodes..................... 200 10 11 Barrels: boxes, different sizes,
Crude... . . . . . . . . . . . . . . . . . . . 384 5.2 5.8 || Slabs, 6 by 15 by 2 inches.
. Shot----. . . . . . . . . . . . . . . . . . . . 283-313 6.4- 7.1 || 7.2- 7.9 || Kegs, 100-1000 pounds.
Nitrate-soda-sulphur mixture... 50 40 45
Table of Unit Displacement of Commodities—Continued;
T-
Weight
Commodity - j. ;: *::::::: How packed for shipment
Pounds | Cubic feet Cubic feet
Nitric acid................. - - - - - - - - - - - - - - - - - || - - - - - - - - - - - - - - - - - - - - - - - 36° B., 226 pounds; 38° B., 228
pounds; 40° B., 230 pounds; 42°
B., 232 pounds; 44° B., 234
pounds.
Nitro and cellulose... . . . . . . . . . . 30 67 75 Zinc-lined wooden coutainers, 30
| by 16 by 40 inches.
Nitroxylene, liquid.... . . . . . . . . . . - 66 30 34 Iron drums, 32 inches diameter, 4.1
inches long.
Nut meats, sweetened and 23 87 98 || Corrugated cartons; boxes; barrels.
sulted pecans.
Nutgails....... * * * * * * * * * * * * * * * * * 28– 62 32- 72 36-80 || Packages, 4–9 cubic feet.
Oars, boat, long................ 22 91 102 || 6 cubic feet.
Short.... . . . . . . . . . . . . . . . . . . . 25 80 90 12 cubic ſeet.
Oil:
Albasol...... . . . . . . . . . . . . . 75 27 30 50-gallon barrels.
Amber...------. . . . . . . . . . . . 50 40 46 | In tanks or tank cars.
Anise seed. . . . . . . . . . . . . . . . . - 62 32 36 Do.
Battery........... . . . . . . . . . . 56 T26 40 || Barrels; glasses, boxed.
Camphor. . . . . . . . . . . . . . . . . . | 57 35 39 || In tanks or tank cars.
Castor............ - * * * * * - * * * | 61 33 37 || 2–5 gallon caus, 10 by 20 by 15
inches; 4–5 gallon cans, 21 by 21
by 16 inches.
Coal-tar. . . . . . . . . . . . . . . . . . . . 62 32 36 Metal cans in boxes; barrels.
Coconut... . . . . . . . . . . . . . . . . . i 58 35 39 || In tanks or tank cars.
Cod-liver... . . . . . . . . . . . . . . . . 56 36 40 |2-5 gallon can cases; 30-gallon tin-
i lined barrels.
Cooking......... . . . . . . . . . . . 56 35 40
Corn, refined... . . . . . . . . . . . . 30– 68 29– 67 33– 75 || 5-10 gallon containers; fiber-board
containers of 48–5.5 ounce bottles.
Solidified . . . . . . . . . . . . . . | 60 33 37 | Barrels, 333 inches high, 25% inches
- * diameter.
Cotton-seed, liquid . . . . . . . . . l 58 35 39 In tanks or tank cars; barrels.
Solidified . . . . . . . . . . - - - - 55 36 41 Bags; barrels.
Creosote...... . . . . . . . . . . . . . 64 31 35 | Flat-top cans, :, 1, 2, 3, 4, 5, 6, 8, or
| º 10 gallon.
Fish... . . . . . . . . . . . . . . . . . . . . . 56 36 40
Harness.... . . . . . . . . . . . . . . . . i 56 36 40 || 52-gallon barrels.
Japan. . . . . . . . . . . . . . . . . . . . . 57–69 | 29– 35 32-39 52-gallon barrels; cans; tank cars.
I.avender. . . . . . . . . . . . . . . . . . I 55 36 41 In tanks or tank cars.
Lemon. . . . . . . . . . . . . . . . . . . . . . 49 41 46
Linseed. . . . . . . . . . . . . . . . . . . . . 59 | 34 38 Barrels; tanks; tank cars.
Miscellaneous refined:
Burning.... . . . . . . . . . . . . 50 40 45 || Cases 2–5 gallon cans, in nailed or
wire-bound yellow or white pine
boxes and in guin boxes.
Gasoline and naphtha. 46 44 49
Lubricating. . . . . . . . . . . . 55 36 41
Muctard sced. . . . . . . . . . . . . . 55 36 41 || Barrels, 3.5 feet high, 3 ſect Jiame-
ter, and larger 60-gallon barrels.
Mystic. See Rosin.
Neat's-foot................. 55 36 4 :
Oleo. . . . . . . . . . . . . ...----... 55 36 4 :
Olive-------...---------... 57 35 39 Tanks; tank cars.
Paint. See Oil, regal
paint
Palm. ----. . . . . . . . . .------- 57 35 39 || Tanks; tank cars; hogsheads, 40
inches diameter and 45 inches
diameter.
Peanut. . . . . . . . . . . . . . . -----. 56 36 40 Quart, half-gallon, gallon, and 5-
gallon tins; small, medium, and
large bottles.
Pine. . . . . . . . . . . . . . . . . . . . . . . 54 38 42 || 50-gallon barrels; tank cars.
Pine tar. . . . . . . . . . . . . . . . . . . . 62 32 36 Do.
Rapeseed. -- . . . . . . . . . . . . . . . 40-57 35- 50 || 39-56 || Barrels, 35 inches long, 26 inches
diameter. For sanctuary pur-
'poses, in 5-gallon tin cans, boxed,
and cases of 2 dozen 24-ounce
Cººls.
Red. . . . . . . . . . . . . . . . . . . . . . . . 55 36 41 | Tank cars; barrels, 450 pounds;
balf barrels.
Refined. See Miscella- e
ous refined.
Regal paint. . . . . . . . . . . . . . . . 61 33 37 || 50-gallon barrels.
Resin. . . . . . . . . . . . . . . . . . . . . . 60 33 37 Tanks; tank cars
Road. . . . . . . . . . . . . . . . . . . . . . . 54 38 41 ||
Sesame. . . . . . . . . . . . . . . . . . . . 32–46 44- 63 49– 70 || Glass bottles, cased.
Sod. See Moellon degras.
Soya bean. . . . . . . . . . . . . . . . . . 55 36 41
Spirtine or spiritine. . . . . . . . . 69 29 32 Barrels.
Tallow . . . . . . . . . . . . . . . . . . . . . 55 36 41 : Tierces, 462 pounds; barrels, 440
pounds.
Turpentine... . . . . . . . . . . . . . . 60 33 37 | Tanks; tank cars.
Valerian. . . . . . . . . . . . . . . . . . . 55 36 41 Do.
Wood tar. See Creosote. !
Wool and wax paraffin. . . . . . 49– 55 36-41 41 - 46
Oil barrels:
13-gage inetal barrels... . . . . . . . . . . . . . . . . ….............. Weight over 100 pounds each.
16–18 gage metal barrels... . * * * * * * * * * * * * • * * * * * * * * * * * * * * * * * * * * * * * , | Weight over 78 pounds each.
Wooden barrels. . . . . . . . . . . . . . . . . . . . . . . . '............'............ | Weight over 72 pounds each.
Oil cake, peanut . . . . . . . . . . . . . . . 45- 56 36- 44 40– 50 | Bags.
Oilstones. See Whetstones.
Oil strainers. . . . . . . . . . . . . . . . . . . 79 25 29
Oil-wagon tanks. See Wagons. º
Oiled clothing. . . . . . . . . . . . . . . ... ". . . . . . . . . . . ... • * * * * * * * * * = - - - - - - w w = * * * * * Long coats or slickers, 1 dozen to a
case, 11 by 17 by 31 inches; jack-
ets and pants, 24-50 garments, ll
| by 17 by 31 inches; hats, 25 dozen
: to a case, l l by 17 by 31 inches;
; 20 horse covers or 50 jackets of
- pants, case, 15 by 30 by 30 inches-
Oilers, ſcºoe, cast iron.......... 40 50 56
Sheet iron... . . . . . . . . . . . . . . . 8 250 280
SHIP'S RIGGING AND CARGO HANDLING GEAR
Table of Unit Displacement of Commodities—Continued Table of Unit Displacement of Commodities–Continued
{ -
Commodity º: §§§ *::::: How packed for shipment Commodity º: | §:::::: | i. How packed for stipment
i | |
Pounds , Cubic fect Cubic feet Paving blocks: Pounds Cubic feet Cubic feet
Olein . . . . . . . . . . . . . . . . . . . . . . . . . . 60 33 37 | Cans, in 100-pound cases; barrcls, Asphalt. . . . . . . . . . . . . . . . - - - - 150 ! 3 15
26 inches diameter, 33 inches Furnace slag. . . . . . . . . . . . . . . 1 TÜ 12 ! 3
| high; drums, 24 inches diameter, Iron slag (scoria). . . . . . . . . . . 170 12 13 Uniform standard-size blocks, 8 by
I 33.5 inches high. 3.5 by 4 inches.
Oleomargarine. . . . . . . . . . . . . . . . . 32- 45 44- 61. 50- 70 | Bulk, in tubs, 14 by 16 by 16 inches; Paving cement. . . . . . . . . . . . . . . . . 75 27 30 Barrels, 30-gallon.
in tierces, 25 by 25 by 34 inches; in Paving expansion joints. . . . . . . . 67 30 33 Boxes; bundles; crates.
cartons, in boxes, 15 by 11 by 8.5 Paving paper.............. . . . . . . . . . . . . . . . . .'; . ........ - - - - - - - - - - - - - Cylindrical bundles, 30 inches long,
inches; in bricks, in boxes, 16 by 8 inches diameter.
14 by 6 inches; in rolls, in boxes, Peanut:
16 by 14 by 8.5 inches; in cans, as Chaft from kernel. . . . . . . . . . 20 100 112 Pressed in bags.
“boxes, 12 by 21 by 22 inches. in Diggers. . . . . . . . . . . . . . . . . . . . 15 133 149 || Total weight, 5.75 pounds.
Olibanum gun. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bags and cases, 100-200 pounds. Heatts of germ. . . . . . . . . . . . . 20 100 1 12 2 &
Onions... . . . . . . . . . . . . . . . . . . . . . . 32- 36 56- 63 62-70 | Bushel baskets; crates; bags. Kernels.................... | 40 | 50 56 *...* pounds; barrels, 225
Onyx, unfinished.... . . . . . . . . . . . I 67-180 11- 12 12– 13 | In rough blocks of 3 ton to 10 tons, Meal........ . . . . . . . . . . . . . . 45 - 56 36 - 4.4 40– 50 º º pounds.
- - received from the quarry. Pearl shells, Australian. . . . . . . . | 38 53 59 Cases, 18 by 18 by 43 inches.
Operating chairs. See Chairs. Mother-of-yearl . . . . . . . . . . . . | - - - - - - - - - - - - - - - - - - - - - - - - . . . . . . . . . . . . . Barrels, casks, cases, and sacks,
Ore milling and srnetting na- : 100-300 poutids.
chinery: Peavies. . . . . . . . . . . . . . . - - - - - - - - 31 65 72 | Crates; bundles.
Accumulators. . . . . . . . . . . . . . 35 56 64 | Set up; exported knocked down. Pectin...... . . . . . . . . . . . . . . . . . . | 47 43 48 Metal cans; brºes.
Agitators. . . . . . . . . . . . . . . . . . . 30- 40 50- 67 56– 75 Pencils...... . . . . . . . . . . . . . . . . . - 18- 54 || 37-1 l l 42- 1
Amalgam safes.. . . . . . . . . . . . 20 100 112 Pencil slats. . . . . . . . . . . . . . . . . . . . 13 154 17.2 Wooden cases, 30 by 36 by 25 inches.
Amalgamating barrels. . . . . . 39 50 57 || 86 cubic feet per barrel. Pepper................ . . . . . . . . 28 71 80 ( ; round in bores or barrels; wbule
Bin gates. . . . . . . . . . . . . . . . . . 55 36 41 in bags, 130 pounds.
Caces...................... 8 250 280 Set up; knocked down for export. Cayenne. . . . . . . . . . . . . . . . . . . 18 | 1 || 124 Ground in boxes or barrels; whole
Chlorination barrels..... . . . 75 26 30 in bags, 130 pounds.
Classifiers. . . . . . . . . . . . . . . . . 50 40 45 Percolators................ . . . . 10 200 224
Clean-up barrels. . . . . . . . . . . 39 50 57 86 cubic feet per barres. IPhosphate, acid. . . . . . . . . . . . . . . . 33 61 68 Bags, 167 pounds; bulk.
Concentrating tables..... . . . 22 90 102 || Knocked down. Rock. . . . . . . . . . . . . . . . . . . . . . 33 61 | 68
Concentrator table or van- 12- 40 50–164 56-186 Phosphor tin. . . . . . . . . . . . . . . . . . . 458-600 3- 4.4 3, 7– 4. 9 notes: casks; barrels.
ning machine frames, - Phosphoric acid. . . . . . . . . . . . . . . . 70- 80 25-29 28- 3: Casks, 540-560 pounds.
iron, steel, or wood. Photonegatives . . . . . . . . . . . . . . . . . 150 13 . 15
* * * * * * * Photoprinting cabinets, electric. 12 | 67 187
converſets (copper mate 31 63 72 Pig-toe nails. . . . . . . . . . . . . . . . . . . 23-25 | 80- 87 90– 97 | Bags, 100-200 pounds.
into blister copper). Pike poles..... * * * * * * * * * * * - - - - - - 20 100 112 Bundles, 3 or 6, usually 6; package
Grizzlies. . . . . . . . . . . . . . ..... 60 33 37 of 6 is 4 by 6 inches by 14 ſeet.
Landing dogs. . . . . . . . . . . . . 12 17 19 Knocked dow Piles, sheet-steel, See Shcet : .
Mine hoists, complete 60-100 20– 33 22- 37 pile castings.
(drums, gears, cables, Pillows, shoddy. . . . . . . . . . . . . . . 6- 10 200-333 224- 373 18 by 26 inches, coin pressed to 4
etc.). - thickness.
Ore driers. . . . . . . . . . . . . . . . . 45 44 50 Pine tar. See Tar.
Ore roasting or smelting 30- 35 56- 67 64- 75 Knocked dow. Pins:
Hufnsces. | e Channel................... 200 10 : 1
Ore S.11nglers.............. t 25- 50 40- 80 45- 90 Common. . . . . . . . . . . . . . . . . . I 40 50 56 3; cubic ſect per case.
Orc separators. . . . . . . . . . . . . - 37-100 20– 54 22- 60 Safety. See Safety pins.
Ore sizers. . . . . . . . . . . . . . . .' 1) 200 224 Pintsch gas drips. See Gas
Ore skips (heavy buckets). . 3ſ) 67 75 drip8. i
Pans, agitator, amalgamat- | 23– 50 40– 87 45- 97 Pipe, cast-iron, ºcean-linea. 40 50 - 56 Barrels, sº pounds.
ing, clean up, or settler. Pipe-fitting cement............. | 45-140 || 14- 44 16- 50 Barrels, 350 pounds; .* 100
Pots, ladle, settling, or slag. . 35 57 64 . pounds; packages, 4 by 23 by i
- g i inches; cases, 10 by 6 by 15.5
Vanning inachine. . . . . . . . . . 35 57 64 inches; 1, 5, 10, and 25 pound tin
Vanning machine, rollers, 31 65 72 cans: kegs.
iron or Steel. Pipe sueli, wooden; a t
Zinc lathes................. 16 125 140 Lined –
Osteopathic tables, adjustable. . 17 | | 8 132 | Ship crated, 25 by 29 by 65 inches. Bore, 3 inches. . . . . . . . . . 21 95 107
Outlet boxes, electric junction... 53 38 42 Bore,”3.5 inches. . . . . wº 19 105. | | 8
Ovens: Hore, 4 inches. . . . . . . * * * - 19 105 118
Prum. . . . . . . . . . . . . . . . . . . . . . 12 167 187 24 cubic feet space each. Bore, 4.5 inches. . . . . . - 17 1 IS 132
Electric. . . . . . . . . . . . . . . . . . . . 12 167 , 187 Bore, 5 inches... . . . . . . 16 I 2 1& O
Reel. . . . . . . . . . . . . . . . . . . . . . . 7–50 40–286 45-320 Knocked down. Bore, 5.5 inches. . . . . . . . I6 125 1 40
Statiouary. . . . . . . . . . . . . . . . . . 6-18 111–333 124.357 | Set up. - Bore, 6 inches... . . . . . . 15 125 140
Do. . . . . . . . . . . . . . . . . . . . 10-50 40–200 45–224 Knocked down. Bore, 7 inches. . . . . . . . . 17 1 18 132
Oyster shells. See Sea shells. Bore, 8.5 inches. . . . . . . I5 133 149
Oysters.'........ 4 º' g g g + & e º ſº º is a tº a 90 22 24 1, 3, and 5 gallon tins and galvanized: Bore, 9.5 inches. . . . . . . . 15 133 149
Cºlºš. Bore, 11 inches... . . . . . . 13 154 17.2
Packing: Bore, 12 inches. . . . . . . . 12 167 187
Asbertos, in rope or wick 50 40 || 45 Borc, 13 inches. . . . . . . . 11 182 204
fortin. Bore, 15 inches... . . . . . . 12 167 187
* * * * * * * ... . . . .
and sisterne. 4 - Borc, 18.5 inclies. . . . . . . 1 1 182 204
Wood-pulp ſıbc:. . . . . . . . . - - - 45–65 31- 44 34– 50 Bore, 21 inches. . . . . . . . 11 IS. 204
Pads, sweat or collar, See - Bore, 22.75 inches. . . . . . 11 182 204
Sweat pads. Bore, 25 inclies. . . . . . . . . 8 250 2P0
Paiis, fibcr, nested............. 7- 9 222-286 249-320 | Nested. Bore, 27 inches. . . . . . . . . 8 250 280
Palºu: Unlined—
Flour . . . . . * + m º ºs e s s a • * = * * * * * 48 42 47 | Bags, 1–300 pounds. Bore, 3 inches. . . . . . . . . 19 105 1 || 8
Kernels. . . . . . . . . . . . . . . . . . . . . . . . . . .....'............ * - s g g g º e º 'º & 4 v. Bags, 200 pounds. Bore, 3.5 incbcs. . . . . . . . 18 1 | 1 124
Leaf mattress fiber. . . . . . . . 3.5 557 630 | Bales. Bore, 4 inclues. . . . . . . . . . $6 135 140
leaves. . . . . . . . . . . . . . . . . . . . ." . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bales, 375 pounds; case “0 Bore, 4.5 inches. . . . . . . . 19 105 I #8
pounds. Bore, 5 inches. . . . . . . . . . 17 118 132
Paloja gun................ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .… Sugar barrels, 150 pounds. -Bore, 6 inches. . . . . . . . . . 15 133 1 39
Paper cups: - Bore, 7 inches. . . . . . . . . . 15 133 149
Fiber board or pulpboard...} 10–28 71-200 80-224 Folded. Rore, 8.5 inches . . . . . . . . 15 133 149
Faver. . . . . . . . . . . . . . . . . . . . . 6–l 1 182-333 204-373 Bore, 9.5 inches . . . . . . . . 12 167 1S7
Paraffined. . . . . . . . . . . . . . . . . . . . nº ºn need. Bore, 11 inches. . . . . . . . . 1 I is: 204
Paper doilies and napkins...... 8-20 10-2so 12.2so Bales. ºnºs. 9 : 240
P2... . . . . . . . . . . . . . . . . . . . . . . 6-10 200-333 224–373 Boxes. i. º: * * * * * * * * : so ;
Paper tasteners, metal. . . . . . . . . 36 56 62 Boxes, 233 by 13; by 101 inches and i. iºnºhe, º 6 333 375
| | 30 by 24 by 46 inches. Pipe tin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .......'. . . . . . . . . . . . On reels of about 250 pounds;
Paper-makers' felts............ 9 222 249 | Bales of 1, 2, or 3 felts with 2 wrap- s packed in small cases ºf 50
pers of paper and 1 of burlap, 36 by pounds.
27 by 18 inches. Po. . . . . . . . . . . . . . . . . . . . . . . . . 33 6: 68 Coils, 6 by 24 inches.
Paper toweling. See Toweling. Po. . . . . . . . . . . . . . . . . . . . . . . . . 22 91 102 Coils, 7 by 26 by 26 inches.
Paper twine.................... t 29 69 77 On recla in packages, 19 by 19 by 14 Po. . . . . . . . . . . . . . . . . . . . . . . . 53 38 42 | Coils, 6 by 30 by 36 inches,
º t | inches. * Po. . . . . . . . . . . . . . . . . . . . . . . . 17 118 132 Casks, 39 by 46 inches.
Paragol........................ º 60 J3 37 . Barrels, 355 pounds. Po. . . . . . . . . . . . . . . . . . . . . . . . . 44 46 51 | Boxes, 4 by 22 by 22 inches.
Paste: { | Do. . . . . . . . . . . . . . . . . . . . . . . . . 30 67 75 | Barrels, 31 by 19 inclics diameter,
Adhesive.... . . . . . . . . . . . . . . 40 50 56 Metal cars; pails; barrels; boxes, Po . . . . . . . . . . . . . . . . . . . . . . . 38 53 59 | Reels, 24 by 24 inches.
| 200–250 pounds. Do. . . . . . . . . . . . . . . . . . . . . . . 40 50 56 Recis, 24 by 24 by 18 inchcs.
Flour... . . . . . . . . . . . . . . . . . . . . 43 47 52 | Barrels, 293 by 20 inches; kegs, 24 Pitch, coal tar . . . . . . . . . . . . - - - - - - G8- 74 27-29 30-33 Barrels, 500–570 pounds.
- . by 15 inch:cs; cases, 19; by 10% Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .' Heavy jute bags, paper lined.
| 10, inclies. Plastering fiber, made iron, old I 3 154 72
library... . . . . . . . . . . . . . . ...; 40-50 | 40– 50 45- 5G | Glass bottles, metal or tin call-, rope. i
| | packed in boxes. a That ca: lyc loade'ſ in a car jº, t): S. 5 by S ſect.
361
SHIP”S RIGGING AND CARGO HANDLING GEAR
\
Table of Unit Displacement of Commodities—Continued Table of Unit Displacement of Commodities—Continued
| Weight
|
Commodity | peºple §: | sº How packed for shipmet.
| -
Platinized asbestos. See As-
Đcstos plctinized. Pounds | Cubic feet Cubic feet
Plugs. . . . . . . . . . . . . . . . . . . . . . . . . . 37
Plum pudding . . . . . . . . . . . . . . . . . t 25-40 50- 80 56 -90 || 6-ounce and 1, 2, and 3 potind tin
- cans, boxed.
Pockctknives. See Machine-
shop equipment.
Polishing powder. . . . . . . . . . . . . . . - 27 75 83 Fiber-board packages, 17 by 11 by
I l inclues.
Polo halls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .… Barrels, 120 pounds.
Polo sticks. See Sporting goods,
Pomace . . . . . . . . - - - - - - - - - - - - - - - - { . 36 56 62 | Bags, 100-200 pounds.
Pontianac gurn resin . . . . . . . . . . . 28–44 46-7: 51- 80 Bags, 125 pounds; barrels, some-
I times open-topped.
Porcelain-lined cast-iron pipe.
See Pipe, cast iron. | |
Portable cooker. See Army :
range. |
Posts, lawn tennis. . . . . . . . . . . . . . ... ... - * * * * , || - a v c & e a g º e º z • - - - - - - - - - - - 2 in a bundle, 5 by 6 inches by6 feet.
Potash, balls. . . . . . . . . . . . . . . . : 47 43 48 || Bores, 22 by 25 by 8 inches; 48 balls,
h pncked in sawdust in box 21 by
16] by 9: inches.
Crude. . . . . . . . . . . . . . . . . . . G5 31 34 || Harrels, 600-800 pounds.
Potassium: :
Bichromate. . . . . . . . . . . . . . . . . …'…'… Casks, 650 pounds.
Bronhide . . . . . . . . . . . . . . . . . . . 72 28 31
Bronuide crystals. . . . . . . . . . . ! 89 22 25
Chlorate. . . . . . . . . . . . . . . . . . . . 65 31 34 Wooden kegs with paper lining, 122
pounds; boxes, 83 by 103 by 16?
inches.
Chloride . . . . . . . . * - - - - - - - - - - } 60 33 7 Bags, 200 pounds.
Citrate. . . . . . . . . . . . . . . . . . . . . 33 60 68 Boxes, 17; by 16; by 11% inches;
i smaller boxes; bottles; cans.
Hartsalz. ... . . . . . . . . . . . . . . . . t 85 24 26
Hydroxite . . . . . . . . . . . . . . . . . . ............' . • * * * * * * * * * * * * * * * * * * * * * 5 and 10 pound tin cans; sheet-iron
: i cars, 25, 50, and 112 pounds;
- drums, 500 pounds.
Metallic. . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * r * * * * * * * * * * * * * - - - - - - - - - - - - 1 ounce to 1 pound bottles, packed
| in tin cans, containing whiting:
caus are packed in excelsior,
saturated with calcium chloridc,
in wooden boxes.
Sulphate. . . . . . . . . . . . . . . . . . . 80 2S 28 || Bags, 200 pounds.
Potato: |
Chips. . . . . . . . . . . . . . . . . . . . . . 11 182 204 || Cases, 12 cans, 18% by 12+ by 16%
l inchcs and 17: by 13 by 13}
| inches; cases, 36-4 ounce pack-
ages, 16 by 16; by 12; inches.
Flour. See Flour.
Mashers, wire. . . . . . . . . . . . . 35 57 64 || 1 | dozen in package occupies 1 cubic
| foot.
Parer. . . . . . . . . . . . . . . . . . . . . . 22 91 102 || Crates, 53 by 21 by 29 inches.
Pouring brick. See Brick.
Powder cans, empty. . . . . . . . . . . . g 20 100. 112
Powdered milk. See Milk, i
powdered. |
Power trucks for transporting 9- 70 29-222 32–249 || Sizes from 18 by 37 by 51 inches to
materials in and about ware- 150 by 45 by 126 inches, crated.
houses, etc.
Printers' furniture, miscella- 6- 13 154—333 172–373
*CollS.
Quercitron bark extract. . . . . . . . . . . . . . .------------------|............ Barrels, 562 pounds.
Quicksilver. See Mercury. -
Quill fiber. See Featherbone |
fiber.
Radiators, cast-iron..... . . . . . . . . | 67 30 33
Pressed-steel . . . . . . . . . . . . . . 25 80 90
Radio clinte. . . . . . . . . . . . . . . . . ... 100 20 22
Raffia fiber... . . . . . . . . . . . . . . . . . . 24 83 93 Compressed bales, 18 by 24 by 36
inches.
Rag pulp. . . . . . . . . . . . . . . . . . . . . . . 25- 47 43- 80 48- 90 | Barrels, 225 pounds, topped with
paper and burlap securely tied;
bundles, 100 pounds.
Rail bonds...... a s = e < e s a s = e = e > * 125-130 15- 16 17- 18
Ramie grass...... . . . . . . . . . . . . 51 39 44 || Bales, 12%-16 cuºlc teet.
Ramie molls or tops. . . . . . . . … 8 250 280 Cases, 3 by 2 by 5 feet; bags and
compressed bales, 6 by 2 by 3 feet.
Rapeseed oll . . . . . . . . . . . . . . . . . . . • 58 35 39
Rasps. See Machine - shop
cquipment. - * .
Rectifier bulbs . . . . . . . . . . . . . . . . . 6 333 373 Slatted box.
Rennet extract... . . . . . . . . . . . . . . ty 45 44 50 Barrels, 45-gallon; 5, 6, 10, and 12
gallon kegs. -
Renncts... . . . . . . . ... * * * * * * * * * * * 20- 45 44–100 50–112 Cases and barrels.
Repair kits. See Tire-repair
kits. -
Replacers, car and locomotive... 50- 60 33- 40 37- 45 | Each about 200 pounds.
Resir. See Guayule resin |
grease; Pontianac gum resin.
Retarder, plaster or stucco. . . . . . 50 40 45
Rheostats. . . . . . . . . . . . . . . . . . . . . . 25 30 90
Rice:
Bran. -- . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .........!. . . . . . . . . . . . Bags, 100–150 pounds.
Broken, or rice screening. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bags, 100–240 pounds.
Chad. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . | Bags, 50 pounds.
Cleaned... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * = . . . ." Bags, 100–240 pounds.
Flour. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . '…'.-... ..... Jute sacks, 280 pounds.
Do. . . . . . . . . . . . . . . . . . . . . } 23 87. 97 | 12 cartons in containers, 11 by 11 by
. 13 inches; 24 cartons in contain-
ers, 12.5 by 9.5 by 14 inches.
Hulls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * - " - - - - - - - - - - - - - - - , , . . . . Bags, 125–150 pounds.
Meal.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - - - - - - - - - - - - - - - - - - - - - - - - Bags, 106-200 pounds.
Polish... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Do.
Rough. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . º Bags, 180 pounds.
Rims, steel, emergency. Sce
Autovsbeel parts. | . |
Rivets, brass, bronze, copper....! 75 27 30 1-pound package in cases, 10 by 12
by 20 inches.
Weight
Space per
Commodity ve,* i. long ton How packed for shipment
Rock candy sugar. See Sugar. |
Rock salt. See Sait.
Rolling chairs. See Chairs. Pounds | cubic feet | cubic feet
Roof trimmings, or gutterings...} 35 57 64
Roofing: :
Composition and prepared .. SO 40 45 || Rolls, 36 inches long.
Iron or steel, asbestos, and 22 91 102
asphalt.
Slate. See Slate roofing.
Roofing cement, dry or liquid. . . 70–75 27– 29 30- 32 Barrels; kegs; tin kegs; package,
350 pounds.
Rosin. -- . . . . . . . . . . . . . . . . . . . . . . - 63-67 30– 32 33- 36 || Wooden barrels, 36–38 inches high,
24-26 inches diameter.
Rowboats, not nested........... 1- 1.5 ! . . . . . . . . . . . . . . . . . . . . . . . . .
Steel. . . . . . . . . . . . . . . . . . . . . . . 2- 4 500–1000 560—1120
Rubber:
Cement.................... 32–56 36- 63 40– 70 | Barrels, 50 gallons; bans, packed
in wooden boxes.
Crude. ---------------...-. 38 53 59 || All sizes of packages.
Glass. . . . . . . . . . . . . . . . . . . . . . 20 100 112 || Rolls between corrugated paper,
38 inches wide, 60 inches long;
wooden cases, 14 by 17 by 17
inches.
Scrap...... . . . . . . . . . . . . . . . 15 133 149 | Bales.
Tire-applying outfit. . . . . . . . . 38 53 59 -
Tire filliug-......--------. 43–60 33- 47 37- 52 Boxes; tubcs; tin cans; jacketed
tin cans; bags.
Fubing. . . . . . . . . . . . . . . . . . . . 10–35 57- 200 64- 224 Cardboard containers boxed.
Rubber boots and shoes: a
*Arctics”-
Bulk-
Child's. . . . . . . . . . . . 24 83 93 Cases, 16.5 by 9.4 by 6.5 inches.
Men's. . . . . . . . . . . . . 19 105 118 Cases, 23.5 by 13.8 by 10 inches.
Women’s . . . . . . . . . . 17 118 132 Cases, 21.5 by 12.4 by 8 inches.
Cartons— . -
Child's. . . . . . . . . . . . 12 167 187 | Cases, 20.8 by 12.1 by 11.5 incbes.
Men's . . . . . . . . . . . . . 12 I67 187 | Cases, 26.5 by 13.9 by 13 inches.
Women's. . . . . . . . . . 12 167 18? | Cases, 22.8 by 13.1 by 12.5 inches.
Boots- Men's..... . . . . . . . . 20 100 112 | Cases, 32 by 14.5 by 18.5 inches to
26.5 by 13.5 by 15.5 inches.
*Eversticks”—
Men's. ---------. . . . . . . 1 i 182 204 || Cases, 31.8 by 19 by 13.5 inches.
Women’s.. . . . . . . . . . . . . 9 222 249 Cases, 31.5 by 15.4 by 12.5 inches.
Shoes—
Bulk-
Child's. . . . . . . . . . . . 16 125 140 | Cases, 18.5 by 11.4 by 18.5 inches.
Men's . . . . . . . . . . . . . 15 1.33 149 || Cases, 27 by 14.9 by 12 inches.
Women's. . . . . . . . . . 15 133 149 Cases, 24.5 by 12.9 by 10 inches.
Cartons—
Child's. . . . . . . . . . . . 14 143 160 | Cases, 26.5 by 13.4 by 9 inches.
Men's..... . . . . . . . . 11 182 204 || Cases, 31.8 by 18.9 by 13.5 inches.
Women's. . . . . . . . . . 11 182 204 || Cases, 31.5 by 15.4 by 12.5 inches.
Rubbing stores. . . . . . . . . . . . . ...!........... . . . . . . . . . . . . .l............ Brick shaped, each 16 ounces; 100
stones per box, weight 135 pounds.
Rules. See Machine - shop
equipment
Safety pins..................... 20 100 | 12 Packages, 3.72 cubic feet.
Salt:
Block-------...--.......... 78 26 29 | Blocks, 0.64 cubic foot.
Celery. . . . . . . .------------. 27- 34 || 59– 74 66- 83
Lu inp rocksalt for live stock. 1 14 18 20 Bulk.
Salt bricks, medicated. . . . . . . . . 74 27 30 Cases, 30 bricks.
Plain. -----. . . . . . . . . . . . . . . . 70 29 32 Do,
Sand asbestos. See Asbestos.
Sand whetstones. See Whet-
stones.
Sandarac gum............. * = i < * * * * * * * * * * * i < * * * * * * * * * * * : * ~ * a s e s a e & Barrels and cases, 150–300 pouties.
Sandpaper. See Abrasive
paper.
Sash, steel bar.............. ... 25- 40 || 50- 80 56– 90
Saws, barrel or bilge..... . . . . . . 26 77 86
Scrap asbestos. See Asbestos.
Scrappie. . . . . . . . ...........................l............l............ Cases, 10 by 16 by 12 inches to 14 by
19 by 8.5 inches.
Screens, coal, gravel, sand...... 9- 12 i 167–222 187-249
Shaking. . . . . . . . . . . . . . . . . . . 11- 14 143-182 160-204
Screws....................... I(X; 20 22 Paper boxes packed in wooden
cases; in bt:lli in wooden cases.
Sea grass. . . . . . . . . . . . . . . . . . . . . . 13- 30 67–154 75-172 Bales, 13 by 26 by 36 inches to 18 by
48 by 60 inches; sugar barrels.
Sea shells, oyster and mother- 70–100 20- 29 22- 32 Cases, 16 by 16 by 36 inches; sugar
of-pearl. barrels; potato bags.
Rough or natural scallop.... 30 67 75 Barrels; casks; boxes, 3 feet square.
Sensitized paper ashes. . . . . . . . . 74 27 30 Iron drums, 47 by 29 by 29 inches.
Septic tanks.- ... . . . . . . . . . . . . . . . 40 14 16
Shades, porch.................. 13 154 ,72
Sheep sets................... * = 40 50 56
Sheepskins---------------.................!............l............ In bundles, 6–12 skins, laid flat.
Sheet iron, aluminum coated... 360 5. 6 6. 2 | Crated; bundles, 160 pounds,
Sheet lead. See Lead.
Shellac gum--------.......................l............l.......... ..j Bags and cases, 150 pounda.
Shells. See Clamshells; Oys-
ter shells: Pearl shells: Sea
shells.
Shelves, oven, rack, or refrig- 40- 50 40– 50 45-56
erator.
Sherardizing zinc.. -----------. 200 10 11 Second hand whisky barrels, 1300-
- 1375 pounds.
Shingles, metal-...----........ 49– 58 35- 41 39- 46 Boxes, 20 by 15 by 10 inches; each
box contains a square, or 100
square feet, of shingles, as laid on
the roof.
$botk absorbers, automobile... 41-116 17- 49 19- 52 Boxed.
,--—
a “Arctics” and boots are packed 12 pairs to a case.” Eversucks" and shoes are packed 24 pairs to a case-
SHIP'S REGGING AND CARGO HANDLING GEAR
Table of Unit
Commodity
Shoddy clo::1
Shoe:
Pressing, liquid
Findings, crimped in ileel
shape.
Lasts, made of aluminum. . .
Scraper and bench com-
bined.
Shoes:
Child's, 36 pairs. . . . . . . . . . . .
Ladies’, 36 pairs. . . . . . . . . . . .
Men's. 12 pairs
Men's, 24 pairs. . . . . . . . . . .
Men's, 36 pairs
Misses", 36 pairs
Shot chilled, cast iron
Silica, or silicon oxide. . . . . . . . . .
Silicon carbide
Silk waste
Silver wire,
See Wire.
Marbleized mantels, game
boards, wainscoting, etc.
Pencils
Used for pavement, etc
Sleeve protectors, straw cuffs. . . .
Sloe berries
Siuge acid. . . . . . . . . . . . . . . . . . . . . n
Smoke - flue cleaning con-
pounds.
Smokestack collars, made of 16-
20 gage sheet iron.
Soap:
Castile
Common, or laundry
Flake or chips
Linseed oil
Liquid. .
Soap or washing powder. . . .
* * * * * * * * * * * * * *
Washing or scouring com-
pound.
Soap griddles. See Griddles,
soapstone.
Sºckets, lamp. See
Bockets.
Sodium:
Aluminum sulphate
Antimoniate
Lamp
Bicarbonate
• * * * * * * * * * * * * * * 4.
Brcinide
Chlorate
Fluoride. . . . . . . . . . . . . . . . . . .
Hyposulphite...............
* = e < * * * * * * * * * * * * * * *
Metallic....
Nitrate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ...........
Nitrite
* * * * * * * * * * * * * * * *
Weiglit
Pounds Cubic feet Cubic feet
short ton
27- 38 s3-74.
250 8
21 95
14 143
13 154
14 143
13 154
R4 143
|
| 6 125
13 154
200–270 7. 4- 10
4 500
170 12
86 23 .
.
40- 75 27- 50 :
100 20
|
10 200
65 31
100 20
|
59- 81 23-3,
|
|
170 12
12 170
112 18
46 44 -
16 125
54 37
50 40
$1= 35 57- 65
65 31
55–60 | 33-36
40 50
64 31
109 18
96 21
52 38
43 46
60– 68 29- 33
86 23
69 | 29
55 36
35 57
582 3.4
46 43
30- 65 31-67
31 65
50 40
10-40 || 50–200
per cubic Space per Space per
foot -
long ton
59– 83
107
172
160
172
160
140
172
.8. 3- ll, 4
560
26
30- 56
22
224
34
22
28– 38
* * * * * * * * * * * *
How packed (or shipment
Bales, 200-500 pounds; goods 72
inches wide, toided double, mak-
ing pieces 36 inches wide.
1 dozen bottles, in corrugated parti-
tioned box; 6 dozen in a wooden
box.
Boxes.
Bags.
Cases, 10 by 17 by 38 inches.
Cases, 13 by 17.5 by 46 inches.
Cases, 14 by 13 by 26.5 inches and
28.2 by 13 by. 13.2 inches.
Cases, 14 by 20 by 37.5 inches and
32.5 by 19.6 by 13.2 inches.
Cases, 36.5 by 26.1 by 13.2 inches.
Cases, 11 by 17.5 by 40.5 inches.
Double bags, 100 pounds.
| Not nested.
Cases, 2.5 cubic feet.
Casks; bags; barrels, 24 by 30
inches.
Bags, 250 pounds; barrels, 250-350
pounds.
Barrels,
pounds.
Compressed bales, 4 feet square.
550 pounds; kegs, 200
Securely crated, in packages of va-
rious dimensions.
Cases, 10 000 pencils in cases 10 by
12 by 32 inches.
Crates, 200 pounds each; weighs 600
pounds to the 100 square feet.
Case, 500 pairs.
Sacks, 160 pounds.
Tank cars.
Barrels; boxes.
Usually shipped in halves, 3–8 ſcet
diameter, 12 inches high; nested.
1 gross small cakes to case 7 by 13
by 19 inches.
Wooden boxes.
Barrels and cases.
Barrels; kits; cans.
Barrels; drums; tins, boxed.
Cartons packed in wooden boxes;
in barrels, in bulk.
Barrels, 325 pounds
Sugar barrels.
Kegs; barrels; casks, 32.5 in...es
high and 23.5 inches diameter.
Cases, 60 pounds;k egs, 1 12 pounds;
bags, 200–400 pounds; sometimes
carload shipments in bulk.
Kegs, 120–125 pounds.
Sugar barrels.
Barrels, 400 pounds; kegs, 111
pounds; cases, 115 pounds;
drums, 108 pounds; bags, 100-
200-300 pounds; boxes, 21.5 by
16.5 by 11 inches; 31 per cent
shipped in barrels, 56 per cent in
bags, and 20 per cent in wooden
drums.
Steel drums, 20 inches diameter,
22-34 inches high.
Bags, 230 pounds.
Barrels, 300–500 pounds; casks, 377
pounds.
Drums, 380 pounds net.
ar
Lºlºlcºs.
Soot-removing cornpounds
Sorghum...................................
* * * * * *
Sound-deadening or joist chair.
e e e s = e º s vs. s. v.
* * * * * * * * * * * s
* * * a s m = * * * g g
| Bags, 220 pounds.
In loose slabs, over 30 pounds each.
Corrugated cascs, 14 by 15 by 11
inches.
Sanne density and shipping char-
acteristics as corn sirup.
Plate iron' chair or socket with a
groove containing a felt pad.
Packages, 36 by 17 by 14 inches.
Kegs, 200 pounds, all spikes, base,
* by 4% inches and heavier.
Bales, 250–500 pounds; density
varies according to dampness and
pressure.
Displacement of Commodities—Continued Table of Unit Displacement of Commodities—Continued
Weight
Commodity Peºple §. i. How packed for shipment
|
Pounds cubic teet cubic teet
Sponge waste..... . . . . . . . . . . . . . . 12- 15 133- 167 149-187 Bales, 400-600 pounds.
Sporting goods:
Baseball, cheap varieties.... 28 71 80 Box, 72 dozen, 24 by 27? by 373
inches.
Bases. . . . . . . . . . . . . . . . . . 18 I 11 124 Wrapped in paper, packed in boxes,
13.5 by 13.5 by 14.5 inches.
Bats, bardwood. . . . . . . . 25 80 90 | Crates, 173 by 73 by 33% inches.
Willow... . . . . . . . . . . 32 63 70 | Crates, 14 by 5 by 38% inches.
Masks................. 6.5 308 345 ' Pasteboard boxes, 12, 6, 3, or 1 to a
box.
Professional..... . . . . . . . 26 77 86 Box, 60 dozen, 20 by 32 by 40 inches.
Boxing gloves............ a * * * * * * * * * * * * * * * * * * * * * * * * * * … Pasteboard cartons containing 4
| gloves, 4 dozen in a case; weight,
185 pounds.
Hockey sticks.............. 23 87 97 || Cases, 19 by 195 by 79 inches.
Polo sticks. . . . . . . . . . . . . . . . . 30 67 75 Cases, 9% by 15 by 49 inches.
Spring wagon bodies. See We-
hicle bodies.
Springs:
Carriage or wagon...........}........................'............ 15–200 pounds each.
Door. . . . . . . . . . . . . . . . . . . . . . . 60- 70 28–33 32- 37 | Barrels; boxes, 10 by 20 by 14 inches
and 13 by 18 by 8 inches.
Elliptical carriage springs...'.................................... 3–4 feet long, 20-150 pounds each.
Furniture.................. 15 133 149 || Compressed bundles, 15 by 18 by 10
inches.
Sprocket chains................ | 100-150 13- 20 15- 22 || Cases, 31 by 9 by 7.5 inches; boxes
| and bundles.
Spruce gum.................... º Flour barrels; bags; boxes.
Stalls, stanchions............... 6 333 373 || Knocked down; crates, 4 feet 6
inches by 2 feet 6 inches by 4 feet
i 2 inches.
Starch.......................... l 52 38 43 || Barrels, 291 inches high, 23%
inches in diameter; bags, 100–140-
280 pounds.
Corn. . . . . . . . . . . . . . . . . . . . . . . 52 38 43 || Barrels, 220–260 pounds; bags, 225–
240 pounds; boxes, 15-78 pounds;
containers, 21-48 pounds; crates,
101 pounds.
Laundry.-------............ 42 48 53 iSame as cornstarch.
Starters for automobiles. . . . . . . . 35 57 64
Steam radiators. See Radi-
ators.
Steam-shovel dipper handles...} 150–190 11- 13 12- 15 12-55 feet long.
Stearic acid.................... 52 38 43 | Sugar barrels; density varieg.
Stearine, coconut............... 62 32 36 Cases, 8 cakes each, 16 by 16 by 12}
bnches; packages, 16 by 17 by 20
inches.
Steel:
Cleaning compound. . . . . . . . | 53 38 42
Crushed ................... i 200 10 11 Bagg, 100 pounds.
Launch hulls. See Boat
parts.
Sheet, pile castings.......... 7 2S5 320
Steering-wheel rims............: 13 154 172 | Crates, 25-30 rins; average, 42
| i inches long, 18 inches diameter.
Stenographers' or typewriters' |
chairs. See Chairs.
Stepladders. . . . . . . . . . . . . . . . . . . . 28 71 80
Stereotype bases... . . . . . . . . . . . . . 100 20 22
Sterilizers:
IXressing–
Large size. . . . . . . . . . . . . . 20 | 100 112 || Crate containing apparatus, 51 by
55 by 37 inches,
Do. . . . . . . . . . . . . . . . . 6 333 373 || Crate containing stand, 40 by 31 by
30 inches.
Medium size........... 20 R00 112 iCrate containing apparatus, 44 by
40 by 28 inches.
Do. . . . . . . . . . . . . . . . . 6 333 373 || Crate containing stand, 33 by 31 by
25 inches.
Small size......... • s a s a 23 87 98 || Crate containing apparatus, 37 by
30 by 20 inches.
Do................. 10 200 224 | Crate containing stand, 14 by 34 by
22 inches.
Instrument-
Large size. . . . . . . . . . . . . . 21 95 107 Box, 24 by 12 by 36 inches.
Small size. . . . . . . . . . . . . . 35 57 64 Box, 26 by 16 by 36 inches.
Utensil........ . . . . . . . . . . . . e 14 189 204 || Crate, 43 by 32 by 29 inches.
Water- -
Large size. . . . . . . . . . . . . . 14 143 160 || 2 cases, 42 by 22 by 22 inches; 1 case,
33 by 19 by 16 inches, containing
tanks and fittings.
Do. . . . . . . . . . . . . . . . . 12 167 187 || 2 crates, 44 by 25 by 25 inches, con-
taining stands.
Small size.... . . . . . . . . . . 17 118 132 || 2 cases, 38 by 19 by 19 inches; 1 case,
33 by 19 by 16 inches, containing
tanks and fittings.
Po. . . . . . . . . . . . . . . . 12 167 187 2 crates, 44 by 22 by 22 inches, con-
taining stands.
Stick lac guns. See Shellac.
Stones, made of clay, used in 125-130 15— 16 17- 18
annealing ovens in glass lat-
tories.
Stone crusher and elevator 15- 25 80-133 90-149
cornbined.
Stopper heads or sleeves... . . . . . t 90 22 25 Device used in foundries for han-
dling hot metal.
Stoppers, lavatories, etc. . . . . . ..., 35–40 50- 57 56- 64
Storm sprons, vehicles... . . . . . . . | 24 83 93 Boxes, 16} by 15% by 55 inches.
Stove mats, asbestos............ - 26 77 86 Cases; crates; boxes.
Stoves, electric: -
Disk heaters... . . . . . . . . . . . . 35 57 64
Electric stoves.............. 5-35 57-400 64-448
Hot plates.................. 19 105 118
Radiators.................. 13-18 111-154 124–172
363
SHIP”S RIGGING AND CARGO HANDLING GEAR
Table of Unit Displacement of Commodities–Continued Table of Unit Displacement of Commodities–Continued
sº-------> -------. .
Commodity
Stovepipe:
Drums or radiators. . . . . . . . .
Thirnbles. . . . . . . . . . . . . . . . . . -
Straightedges, metal . . . . . . . . . . .
Straw brail . . . . . . . . . . . . . . . . . . . .
Straw cul's...... . . . . . . . . . . . . . . .
Stretchers (see also Litters :
Folding collapsible traine
and canvas top, for ambu-
lance and Army tise.
Other than wheeled, col-
lapsible.
liquor.
Chloride. . . . . . . . . . . . . . . . . . .
Dioxide. . . . . . . . . . . . . . . . . . . .
Sulphuric acid. ................
Sumac, extract. . . . . . . . . . . . . . . . .
Surgical operating chairs.
Chairs.
Supplies, throat-swab ap-
plicators.
Tongue-depressing blades..
Sweat or collar pads. . . . . . . . . . . .
Swinging couch hammocks.
See Hammocks.
Sylvinit, double manure salts. . .
Hard, or manure, salts. . . . .
Table covers or pads, asbestos.
See Asbestos.
Tops, enameled steel.......
Tacks:
Brass-head upholstery......
Double-pointed shade or
carpet.
Iron or stce! . . . . . . . . . . . . . . . .
Tallow, vegetable. . . . . . . . . . . . . .
Oil. See Oi!, tallow.
Tank heaters. . . . . . . . . . . * * * * * * *
Wagons. See Wagons.
Tanks, copper, water-closet.....
Tanning extract:
Algarobilla. . . . . * * * * s = e < e < e =
Black oak bark..... . . . . . . . .
Telephone:
Cable, lead-covered, with
jacks attached.
Weight
per cubic
foot
41
57
47-80
51-85
85
22- 25
20
58
16- 75
40
14
20
Space per
short ton
Cubic fect
333
71
215
38
71
62
167
25
24
27—125
Space per
long tun
Cubic feet ;
373
45-112
3
1
37— 45
5
3.
.
28– 48
27 – 44
44
48
24
3.
.
42
27
28
80
70
18
7
2
.26
8
90-102
55
2
5
112
2
I
39
30-140
102
102
149
53 –59
#s
112
Iłow packed for shipment
Packages, 12 by 12 by 36 inches.
Barrels, 180 pounds.
Bales; boxes; packages, 480. 1,000
pieces.
Case containing 500 pairs.
Folded and wrapped in bundles.
10 by 10 by 72 inches.
45 pounds each.
Knocked down.
Tins, 19 by 13, by 13; inches.
Casks, 38 inches high, 26 inclues
diameter; kegs, 100-200 pounds.
Cartons, cork-stopped bottles, jars,
paper bags in cases; boxes; kegs.
Cotton-lined burlap bags,
pounds.
Sugar barrels.
Barrels; 3 barrels; } barrels; bags,
100 pounds; cases. 120 pounds.
100
Bags, 112 pounds; barrels, 29.
inches high, 23.5 inches diameter.
Do.
Bags, 191 pounds; barrels; cases,
23 by 15 by 14 inches.
5.5 ounces fiber cans, with metal
top, 24 to a box, 10 by 73. by 9
inches.
53-gallon barrels.
Bags, 27 by 15 by 6% inches; tubs,
40-60 pounds.
Sugar barrels; cases, 35 by 20 by 21
inches.
Same as corn sugar, but sometimes
in 100-pound slabs.
In molasses or oil barrels; in tank
Cºlf S.
50-gallon barrels.
Carboys. .
Steel cylinders, 321 pounds; small
cylinders, 20 pounds.
Carboys, 270 pounds, 60 B.; car.
boys, 280 pounds, 68° B.
Barrels, 550 pounds.
In bales in burlap bags, 18 by 21 by
24 inches.
Bags, 200 pounds.
Do.
Paper boxes, packed in wood or
fiber boxes.
Boxes; * kegs;
boxes.
Boxes; kegs.
cartons packed in
Cartons packed in boxes; standard
nail kegs.
In mats or wrapped in burlan.
bound with rope.
Bags, 160 pounds.
Wooden, paper-lined boxes, 17 by
11 by 9 inches, and 18 by 15 by 11
inches.
Bags, 10 cubic fect.
Bags, 74 cubic feet.
Hags, 9: cubic feet.
Bags.
Barrels, 500–600 pounds; metal cans
boxed.
Cases, 72 by 48 by 56 inches; weight,
10 pounds per thousand.
Package, 44 by 44 by 23 inches.
Weight
Commodity peºple §: º: How packed for shipment
Tent equipment: Pounds | Cubic feet | Cubic feet
Pins, aluminum . . . . . . . . . . . 55 36 41 Boxes, 11 by 20% by 8 inches.
Poles, hardwood. . . . . . . . . . . 20 100 112 | Bundles, 6 pieces, 6 by 6 by 96
inches.
Pine. . . . . . . . . . . . . . . . . . . 35 57 64 || Bundles, 2 pieces, 4 by 4 by 144
inches.
Slides or keys to tighten guy 15 133 149 || 700 keys in heavy burlap bags, 15 by
ropes. 15 by 32 inches.
Stakes, hard maple........ . 36 55 62 Wired together in bundles of 50-
200 pins.
Tripods for conical tents. . . . 50 40 45
Tetrachlorethane......... . . . . . . 89 22 25 | 10-gallon, 12-guage galvanized-iron
drums; 50-gallon drums, 38
inches high, 25% inches diameter;
100-gallon drums, 41% inches
high, 33% inches diameter.
Thorium nitrate------.......... 9 222 249 | Heavy glass bottles, packed in ex-
celsior and packed in wooden
boxes, 10 bottles in a case, 49 bº
27 by 27 inches.
Thus, white turpentine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .'............ Barrels, 500 pounds.
Ties, railroad. . . . . . . . . . . . . . . . . . 109—214 9- 18 10– 20 | Standard sizes, 7 feet by 8 inches
by 8 inches and 7 feet by 6 inchet
by 8 inches.
Tile:
Clay. ---------. . . . . . . . . . . . . 82- 96 21– 24 23– 27 | 9-inch tile, crate, 25 by 11 by 11
inches; 6-inch tile, crate, 23 by 13
by 17 inches.
Flooring—
Composition....... . . . . . 280 7 8
Rubber tile. . . . . . . . . . . . 139 14 16
Wainscoting. . . . . . . . . . . . . . . 256 8 9 Barrels; boxes.
Tire:
Banes . . . . . . . . . . . . . . . . . . . . . 25- 40 50- 80 56– 90
Chains . . . . . . . . . . . . . . . . . . . . 2 º 27 Flour barrels; 30 pairs per barrel.
Filler, rubber. . . . . . . . . . . . . . 60 33 37
Flanges. | |
Reliners. . . . . . . . . . . . . . . . . . . 27 74 83
Repair kits. . . . . . . . . . . . . . . . . ‘. . . . . . . . . . * = | * * * * * * * * * * * * ~ * * * * * * * * * * * Varying number of kits, size 8 by 3
! by 3 inches, packed in one large
wooden box.
Tires:
Pneumatic................. 7- 12 167-286 187-320
Solid . . . . . . . . . . . . . . . . . . . . . . 33- 58 34- 6.0 39- 63
Toasters,’ asbestos. . . . . . . . . . . . . . | 44– 60 33- 45 37-51 Cases; crates; boxes.
Tobacco cxtract... . . . . . . . . . . . . . . . 56 36 40
Toilet powder. . . . . . . . . . . . . . . . . . 2 71 80 Cases, 18 by 183 by 32 inches.
Po. . . . . . . . . . . . . . . . . . . . . . . . . | 32 63 70 Cases, 19; by 10% by 31 inches.
Po. . . . . . . . . . . . . . . . . . . . . . . . . 30 67 75 Tins and strawboard boxes. -
Toluol and xylol................ 65- 70 29- 31 32-34 I-2–10 gallon tin cans, jacketed;
drums, 42 by 31; inches and 35%
by 25 inches.
Torpedoes, shipped in 3 sec-
tions: a
After body.... . . . . . . . . . . . . . . 26 77 86 Over all, but unboxed, 24 by 24 by
88 inches.
Flask. . . . . . . . . . . . . . . . . . . . . . 30 67 75 Over all, but unboxed, 24 by 24 by
112 inches.
Head. . . . . . . . . . . . . . . . . . . . . . 18 111 124 over all, but unboxed, 22 by 22 by
38 inches.
Tow yarn. See Yarn.
Toweling. . . . . . . . . . . . . . . . . . . . . IU– 20 100–200 112-224 Cases, 32 by 29 by 27 inches; con-
tainers, 31% by 30% by 24 inches.
Tractors, caterpillar. See Cat-
erpillar tractors.
Tragacanth gum. . . . . . . . . . . . . . . . . * * * * * * * * * * | * * * * * * * * * * * * a s a s = = * * * * * * Bags and cases, 150-200 pounds.
Tragasol--------- . . . . . . . . . . . . . .'.......-----!............. . . . . . . . . . . . Barrels, 450 pounds.
Trailer trucks. See Automo-
bile Appendix.
Transformer cooling coils, copper 30 67 75 | Weight. 200–500 pounds.
Transformers, telephone........ 55 36 4}.
Trichlorethylene. . . . . . . . . . . . . . . 73 27 31 10-gallon, 12-guage, galvanized-iron
drums; 50-gallon drums, 39
inches high, 26 inches diameter:
100-gallon drums, 41 inches high,
33% inches diameter.
Trinitrotoluol. . . . . . . . . . . . . . . . . . . 78 26 29 Iron drums, 47 by 40 inches.
Tripods, rock drill. . . . . . . . . . . . - 25 80 90 weight, 80-300 pounds.
Tripoli. . . . . . . . . . . . . . . . . . . . . . . . . 73 27 31 : Paper-lined sacks.
Lump form. . . . . . . . . . . . . . . . . 65- 70 29- 31 32-34
Trolley hasps... . . . . . . . . . . . . . . . . 50- 90 2- 40 25— 45
Troughs, feeding or watering... 18 1 11 12
Troughs and tanks, combined, 8– 12 168–250 187-280
iron or steel.
Truck gears. See Wagon gears.
Truck wheels, all steel . . . . . . . . . 23- 30 67– 87 75–98 || Shipped loose; average weight, 70
pounds; 4-inch tire.
Trucks. See Hand trucks.
Try squares. See Machine-
shop equipment. p
Tungsten metal in powdered 205 10 11 : Sheet-iron boxes in wooden cases,
form. 8; by 7 by 13; inches and 11, by
8 by 15 inches.
Tungsten oxide or acid. . . . . . . . . 100 20 22 In 50-100 pound kegs.
Turpentine cup aprons, galva- 74-160-200 || 10- 12- 27 || 1 i- 14- 30 Flat or nested.
nized iron. i
Turpentine, white. See Thus. i
Twine, paper....... . . . . . . . . . . . . | 37 54 61 Reels, 19 by 19 by 14 inches.
Ultramarine blue, in balls. . . . . 33 61 68 Flour barrels.
In packages. . . . . . . . . . . . . . . . | 39 51 7 Package, 15; by 153 by 9 inches;
Transformers, or loading
coils.
20
60
112
37
—r- - - -- ----- : - g *
• Average sugar barrel contains 5.82 cubic ſcet, but on account of its shape occupies 8.03 cubic ſcet in a car.
b Imported from Japan in “Chinese Inats,” grass mats ticd with grass ropc, refined at seaboard and
shipped to interior in 100-11o pound sacks.
• Soccific gravity.
Average weight, 111 pounds.
V alonea.
* Typical torpedo is 17 feet long, 1% fect diameter; total weight 2, 108 pounds,
the explosive.
See Tanning extract.
crates, 6 of 12 boxes.
Never shipped containing
SHIP’S RIGGING AND CARGO HANDLING GEAR
Table of Unit Displacement of Commod
Commodity *:::::::::::::::::::: Howra-aarament
Pounds | Cubic feet | Cubic feet
Valves of brass, etc............. 100-125 16- 20 18– 22 In packages of many sizes.
Do...... . . . . . . . . . . . . . . . . . . 80 25 28 In boxes.
Po......................... 76 26 29 || In barrels.
Vegetable ivory scrap. See
Palm flour. -
Vegetables. See Appendix
No. 2.
Vehicle parts:
Arm rails.................. ! 70-100 20- 29 22- 32
Axle chips... . . . . . . . . . . . . . . . so-so 13- 25 | 15— 28
Axle couplings...... . . . . . . . . 80-100 20- 25 23- 28 || Boxes, 200-500 pounds.
Bodies—
Buggy.................. 1- 5 333–2000 373-2240 || 1 set up and crated, 24–30 by 56–64
by 12–16 inches; 5–10 in a crate
usually. -
Carriage or surrey.. .... 4- 6 333- 500 373- 560 | Set up and crated, 30–36 by 64-72
by 14–18 inches.
Do. . . . . . . . . . . . . . . . . 3- 4 500- 567 560- 747 Knocked down and 2 bodies crated,
- 36–46 by 72-96 by 14 inches.’
Convertible w a g on 14– 16 125- 143 140- 160 Total displacement, 44–48 cubic
beds. feet.
Farm wagon............l............'..... & = * * * * * * * * * * * * * * * * * * Sides crated together, end gates
bundled, 10 feet 6 inches long, 30
inches wide; average weight, 300
pounds.
Laundry, grocery, etc., 2 1000 1120 | Crated, 5 by 5 feet by 8 feet 6 inches.
for use on Ford run-
ning gears.
Spring wagon.......... 5– 7 286- 400 320-450 | Set up and crated, 34 by 80–90 by
7-8 inches.
Bolster plates............... 150–170 12- 13 13- . 15 Bundles and bags, 45–195 pounds;
barrels, 400–450 pounds.
Standards.............. 170 12 13 | Boxes and bundles, 100–1000
pounds.
Bow sockets used for buggy 40- 60 33- 50 27- 56 | Boxes, average 36 by 24 by 9 inches.
tops. , -
Brake parts........ * * * * * * - 50- 60 33- 40 27- 45
Buggy waiiances... . . . . . . . . . . 18- 20 100- 111 112- 124
Carriage dashes............ 35- 52 38- 57 43- 64
End straps tor singletrees... 80 25 28 Barrels, 570 pounds; bags; weight,
- 3 pound each.
Dvener plates..... . . . . . . . . . . 280–350 6- 7 6– 8 Bags up to 250 pounds; packages
- - 1200 pounds; weight, 3 pound
each.
Felly irons.................. 80-91 | .22- 25 23- 28 Kess; barrels; 300 pounds.
Fellies tor vehicle wheels... 30- 60 33– 67 27- 75 | Crates, 10–15 cubic feet.
Fifth wheel..... ... • - - - - - - - - - - I - - - - - - - - - - - - - - - - - - - - - - - - 1 - - - - - - - - - - - - Sugar or cracker barrels, 175-275
pounds.
Gate rods.................. 90–120 17- 22 19- 25 | Burdles, 36–50 pounds.
Hammer straps............ 100–260 8– 20 9- 22 | Bags, 200 pounds; barrels, 4-600
pounds.
Neck yoke—
Centers. . . . . . . . . . . . . . . . 130. 15 17
End irons.............. 105 .19 21
Irons................... 168 12 , 13 Barrels,
'Pole caps.................. . 40- 60 33– 50 27- 56
Poles, vehicle &
Carriage, hickory. . . . . . . . . . . . . . .....!............'............ 13 by 2-2 by 3 inches and 12 feet
long. Shipped 4–6 in a bundle. '
Towing, steel. . . . . . . . . . . . . . . . . . . ...!........................ 2 inches diameter, 66 inches long;
- weight, 25 pounds.
Wagon, oak or ash......|............'............]... p = • * * * = y = 2 by 4–3 by 7 inches and 12-13 feet
- long. Shipped 2 in a bundle.
Reach or coupling plates... 320 6 7 | Barrels, 320 pounds; bags, 250
pounds; kegs, 80 pounds; weight,
- } pound each.
Rub irons.................. 120–150 13- 17 15- 19 | Barrels, 400–750 pounds; bags, 250
- pounds; kegs, 180 pounds; weight,
2 pounds each.
Sest hooks tor wagon seats.. 80–120 17–25 19- 28 || Barrels, 400-480 pounds: bags, 230-
380 pounds.
Shifting rails..... . . . . . . . . . . 25- 40 50- 80 56- 90
Singletree hooks........... 70–150 13– 29 15- 32 Barrela, 400 pounds; bags, 200-250
pounds.
Spokes. . . . . . . . . . . . . . . . . . . . . 30 - 34 59- 67 66- 75 | Bundles crated, 10–15 cubic feet:
bags, 50–100 pounds.
Storm shields.............. 3, 5 552 640
Tongue plates.............. 322–350 5. 5– 6 6.4— 7 | Bags, 100–250 pounds; packages, up
to 1200 pounds; weight, 3 pound
each. &
Top kolnts........... . . . . . . . 60- 75 27-33 30- 37
Wagon awnings or covers... 8 250 280 2.5 by 2.5 by 4 feet, packages.
Vellumoid, a sheet packing for 67 30 33 || Rolls; bundles; crates; boxes;
pumps and engines. . usual package weight, 100 pounds.
Vinegar as e a e n e e < e s e e s e e º e º s e e s a e 40- 63 32- 50 36-56 || 4–4 dozen jugs or glass containers,
boxed or packed in fiber-board
boxes or sugar barrels; barrels:
half barrels; casks; tank cars.
Vulcanizing compounds........ '72 28 31 || 5-gallon cans.
Wagon and carriage springs................l........................ 15-200 pounds each.
Wagon and truck gears:
Bundle whiffltrees and 22 91 102 | Dimensions, 78 by 5 by 9 inches
and neck yoke, 1.
Extra stakes, 4............. - 30 67 75 | Dimensions, 22 by 3 by inches
Front bolster, 1............. 7 286 320 | Dimensions, 48 by 18 by 13 inches.
Front gear, 1. . . . . . . . . . . . . . . 7 286 320 | Dimensions, 68 by 12 by 45 inches.
Front wheels, 2... . . . . . . . . . 7 .286 320 | Dimensions, 41 by 41 by 13 inches.
Hind gear, 1............... 3. 667 747 | Dimensions, 68 by 24 by 48 inches.
Hind wheels, 2............ 6 333 373 | Dimensions, 45 by 45 by 13 inches.
Pole, 1..................... 5 400 448 Dimensions, 133 by 6 by 20 inches.
Reach, 1...... . . . . . . . . . . . . . 50 40 45 Dimensions, 111 by 2 by 4 inches.
ities–Continued Table of Unit Displacement of Commodities—Continued

4. Weighs, corruplete, 1:36 pounds.
ur. | |
Co:::::: * if: . ºf iº Hºweved brºwner
Wagon: . :
Awnings. See Awnings.
Axles. See Axles.
Bodies. See Weblicle bod- | |
ies. Pounds cubic feet cubic feet!
Carriage, and auto bows. . . t- 7 280-333 320–373 Knocked down. In bundles of
l varying dinnensions.
Covers. See Awnings. |
Poles. See Vehicle poles. |
Springs, elliptical..... . . . . . . , - - - - - - - - - - - - ‘. . . . . . . . . . . . . . . . . . . . . . . . 3-4 feet long; weight, 20–150 pounds
| each; 18-60 inches long: weight,
| 10–90 pounds each.
Springs, seat. . . . . . . . . . . . . . . 4 & 2 & 4, & 4 º' g a s & | a s & sº e < * = & a i < * * * * * * * * * * * Bundles or loose; weight, 11-12
pounds per pair.
Wheels. . . . . . . . . . . . . . . . . . . . 9- 11 182-222 204-249 || 1 or 2 in a bundle.
Wheels, auto . . . . . . . . . . . . . . I 1 182 204 || Packed flat and crated hub to hub.
Po. . . . . . . . . . . . . . . . . . . . 28 72 80 | Nested together in car.
Wheels, tires; inch thick—
Width of tire (inches)
2 • 33 4 5 | 6
Lbs. Lbs. Lbs. Lbs. | Lbs. Lbs.
20-inch wheel weighs... | 47 53 56 59 65 71
22-inch wheel weighs... 49 56 60 63 70 77
24-inch wheel weighs... 51 59 || 63 67 || 75 83
23-inch wheel weighs...! 53 62 67 71 80 89
28-inch wheel weighs... ss || 65|| 70 || 75 85 95
30-inch wheel weighs.. 59 69 74 79 89 99
32-inch whecl weighs... - 6i 71 76 81 91 || 101
34-inch wheel weighs.. : 7 73 84 89 || 100 || 111
36-inch wheel weighs...} 70 81 87 92 || 103 || || 14
38-inch wheel weighs... 76 88 94 || 100 || 112 || 124
40-inch wheel weighs... 7 92 || 101 || 109 || 118 || 131
42-inch wheel weighs... 81 98 || 106 || 113 | 123 || 137
44-inch wheel weighs...' 88 103 || 110 | 117 131 || 145
Commodity *::::: ; . §. *::::::: How packed for shipment
|
Wagons: t
Average wagon consists
of n – Pounds | Cubic feet | Cubic teet
Bolster, 1... . . . . . . . . . . . . . . . . . . . . . . . .............!. . . . . . . . . . . . Weighs 35 pounds.
Bottom, 1... . . . . . . . . . . . . . . . . . . . . . . . . . . . .........l.. . . . . . . . . . . . Weighs 125 pounds.
Box trimmings, 1. . . . . . . ". . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Weighs 30 pounds.
Bundle end gates, 1.... ............'............}. . . . . . . . . . . . Weighs 50 pounds.
Bundle sides, 1 , . . . . . . . - - - - - - - - - - - -] . . . . . . . . . . . . . . . . . . . . . . . . . Weighs 145 pounds.
Bundle trimmings, 1.. …l.….l.… Weighs 50 pounds.
Coupling pole, 1. . . . . . . . . . . . . . . . . ...l............]. . . . . . . . . . . . Weighs 19 pounds.
Front gear, 1........... …l... … " … Weighs 112 pounds. . . . . .
Hind gear and brake, 1. * * * * * * * * * * * * | * w w w w w = * * * * * : * * * * * * * * * * * * Weighs 200 pounds.
Seat, 1........ . . . . . . . . . …'.…....… Weighs 34 pounds.
Tongue, 1....... . . . . . . . * * * * * * * * * * * * : * * * * * * * * * * * * * * * * * * * * * * * * Weighs 46 pounds.
Wheels, 4. . . . . . . . . . . . . . '........................'............ Weighs 100 pounds each.
Dump.... . . . . . . . . . . . . . . . . . . 5. 4- 8 250–371 280–415 || Knoclced down. From 44 inches
wide, 10 feet long, bed to 5 feet
by 4 feet 6 inches by 12 feet.
Do. . . . . . . . . . . . . . . . . . . . . 22 91 102 || Accessory parts packed in wagon
| box, 11 feet 6 inches by 46 by 25.5
| inches.
Dump, 1-horse, 2-wheeled. 10 200 224 : Requires 66 cubic feet.
Farm. . . . . . . . . . . . . . . . . . . . . . . 6- 16 125–333 140-373 Knocked down, small parts boxed;
rest in bundles wired together.
Requires from 110–125 cubic feet.
!
º; ; ; ; Gate steel || “..." tº.
Tank—
Oil. . . . . . . . . . . . . . . . . . . . . 6 17. 5 16 72 85
Do. . . . . . . . . . . . . . . . . 6 24, 5 16 142 125
Do. . . . . . . . . . . . . . . . . 8 24.5 $6 I90 155
Po. . . . . . . . . . . . . . . . . 8 30 14 290 255
Do. . . . . . . . . . . . . . . . . 8 34.5 12 380 410'
Do. . . . . . . . . . . . . . . . . 10 34.5 12 500 500
ſ
Commodity 2.: § º ſº *:::::::: How packed for shipment
Pounds | Cubic feet | Cubic feet
Street flushers......... 333 373 || Require 676 cubic feet.
Street sprinklers. . . . . . . 5 400 450 | Require 576 cubic feet.
Wall paper..................... 22 91 102 | .
Wardrobes. . . . . . . . . . . . . . . . . . . . . 7- 12 167-286 187-320 | Crated.
Washers, brass and copper, ſor 151 13 15 Barrels; boxes.
riveting.
Steel plate.................. 100–200 pounds in wooden kegs
bound with steel hoops.
Washing compound or powder.
See Soap.
Watch crystals, Swiss. . . . . . . . . . 17 118 132 Wooden cases, 200 pounds.
Water-closet tanks. . . . . . . . . . . . . 17 118 132 Crated, 28 by 10% by 21 inches.
Waterproof cloth:
Containers for cement...... 15 133 149 | Bales, 48 by 20 by 36 inches.
Made of cloth and rubber. . 40 50 56 || Packages, 37 by 12 by 12 inches.
Rubber sheeting........... 33 61 68 || Packages, 36 by 12 by 12 inches.
Tent and tarpaulin cloth. ... 39 51 57 i Rolls, 31 by 24 by 24 inches.
Wavelitte ore... . . . . . . . . . . . . . . . . 120 17 I9
War crayons. See Crayons.
War, floor........... . . . . . . . . . . . S2 62 70
Waxing pads, used in ironing 29 69 77
clothes.



365
SHIP'S REGGING AND CARGO HANDLING GEAR
Table of Unit Displacement of Commodities—Concluded
APPENDIXES
Appendix No. 1–Unit Displacement of Canned Fruits and
Vegetables Packed in Commercial Containers for Trans-
portation.
CANS IN CASES
eight i Cans in case : Weight per case
Corninodity | *...* | ºf: jº How packed for cº:ipmentt Commodity | Tº: s:- †. †.
--- - - - - - - - - - - - - - | – - - - - - size |*.* contents Net | Gross case | ºn tº
Pounds Cubic ſcet Cubic feet n ––
Weather strips. . . . . . . . . . . . . . . . . 48– 50 40-42 45– 47 Bundles containing 500-1000 linear
i. | feet; boxes about 22 by 35 by t - Ounces Pounds; Pounds º º º
| inches. -- Apples.----------...----..... 2} 24 N. C. 26 39 55 | . l. 38 50 56
Welding compound . . . . . . . . . . . . - 90 22 25 | Barrels, 550–650 pounds; half bar- Po. . . . . . . . . . . . . . . . . . . . . . 2} 24 ; w. B. 26 39 52 1. 34 52 58.
- rels; boxes. Po---------------------. 3. 24 | N. C. 29 43 61 1. 60 52 59
Wheelbarrow hoppers . . . . . . . . . . - 10– 15 133-200 149-224 | Po. . . . . . . . . . . . .......... 3. 24 W. B. 29 43 57 I. 55 55 61
Wheelbarrows: | | Po. . . . . . . . . . . . . . . . . . . . . . 10 6 | N. C. 96 36 49 | 1.26 51 58
All steel.... . . . . . . . . . . . . . . . . 42 4t 53 Knocked down. Trays nested 3 or Do. -- . . . . . . . . . . . . . . . . . . . 10 6 W. B. 96 36 49 1.20 49 55
more to the bundle. Frames, Apple butter. . . . . . . . . . . . . . . . . 2 24 N. C. 20 30 43 .99 46 52
ºne wheel, waale, ºr Do. . . . . . . . . . . . . . . . . . . . . . 2 24 W. B. 20 || 30 | 40 .96 || 48 53
- rately. Po. . . . . . . . . . . . . . . . . . . . . . 2} 24 N. C. 30 45 62 | 1.39 45 50
Steel and wood— Po------. . . . . . . . . . . . . . . . 2} 24 || W. B. 30 45 58 || 1.34 46 52
Groups of 1 dozen . . . . . . 60 33 37 Knocked down; parts bundled and Po. . . . . . . . . . . . . . . . . . . . . . 3 24 N. C. 33 50 68 1. 60 47 53.
baſe, aested. Do------. . . . . . . . . . . . . . . . 3 24 W. B. 33 50 64 1.55 48 54
Single. . . . . . . . . . . . . . . . . . 15 133 1, Apple sauce. . . . . . . . . . . . . . . . . i 2 24 || N. C. 19 28 || 41. .99 49 54
whº see Autºmº | Do. . . . . . . . . . . . . . . . . . . . . . 2 24 || W. B 19 28 38 1.00 50 57
:..." wheels; Do. -- . . . . . . . . . . . . . . . . . . . 2} 24 | N. C. 30 45 62 || 1 , 39 45 50
"whetstones, oilstones. . . . . . . . . . 125 . 15 18 Boxes or barrels with shavings and Do. . . . . . . . . . . . . . . . . . . . . . i 2} 24 || W. B. 30 45 58 l. 34 46 52
º | sawdust. Do. ------. . . . . . . . . . . . . . . 10 6 || N. C. 107 40 53 | 1. 26 48 53
Sand whetstones. . . . . . . . . . . 50- 75 27-40 30- 45 |cºls. 10 by 12 by 23 inches. anº,* * * * * * * * * * * * * * * * * * * º : yº. º: º . . º :
White Inetal alloy . . . . . . . . . . . . . . 280 7 8 Slabs, 18 by 12 by 1: inches. “..." ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' * * > -
Wind-shield frames, autorno- 15 133 149 Crated, 16 by 21 by 48 inches. Po. . . . . . . . . . . . . . . . . . . . . . 3 24 W. B. 32 48 62 I, 55 50 56
bjle. tº : Po. ... . . . . . . . . . . . . . . . . . . . 10 6 || N. C. 102 38 51 | 1.26 49 55
Wind shields, automobile . . . . . . - 23 87 97 Boxes, 274 by 49; by 6 inches. Po. . . . . . . . . . . . . . . . . . . . . . 10 6 | W. B. }02 38 51 . 1. 20 47 53
Window bolts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |- - - - - - - - - ~~~~ 9 pounds per gross. Asparagus. . . . . . . . . . . . . . . . . . . 2 24 N. C. 20 30 43 1. 00 47 52
Wire: | i Do-. . . . . . . . . . . . . . . . . . . . . 2 24 || W. B. 20 30 40 .96 48 53
Aluminum — l l Po. . . . . . . . . . . . . . . . . . . . . . 3 24 N. C. 32 48 66 : 1. 60 48 54
Bare. . . . . . . . . . . . . . . . . . . 65 31 , 34 Boxes: casks; coils; feels Po. . . . . . . . . . . . . . . . . . . . . . 3 24 || W. B. 32 48 65 1. 55 48 53
Insulated . . . . . . . . . . . . . . 50 ſ 40 43 Do. Po. . . . . . . . . . . . . . . . . . . . . . 10 6 | N. C. 100 38 51 1, 26 49 55
Fuse. See Fusc wire. | Do. . . . . . . . . . . . . . . . . . . . . . 10 6 || W. B. 100 38 51 1, 20 47 53
German silver..............' 77 26 29 Boxes; cases; barries; reels; coils. Beans, baked. . . . . . . . . . . . . . 2 24 N. C. 20 30 43 1, 00 47 52
Lead. See Lead wire. Do. . . . . . . . . . . . . . . . . . . . . . 2 24 W. B. 20 30 40 96 48 54
Wire braid. . . . . . . . . . . . . . . . . . . . . 125 16 18 on recis. Do. . . . . . . . . . . . . . ----.. - - 3 24 N. C. 34 51 68 1, 39 41 46
Wire brooms. . . . . . . . . . . . . . . . . . . 10- 18 111-200 125-224 Cases, 20-500 pounds. Do. . . . . . . . . . . . . . . . . . . . . . 3. 24 W. B. 34 51 68 ; 1.55 46 51
Wire cloth: . - . Do. . . . . . . . . . . . . . . . . . . . . . 10 6 N. C. I06 40 53 : 1, 26 48 53
ordinary screen wire- Po. ----------------..... 10 6 : W. B. 106 40 53 1. 20 45 51
Copper or bronze . . . . . . . 95 21. 24 İ Rolls wrapped in paper or crated. Heans, red kidney and lima. . - 2 24 | N. C. 20 30 43 1.00 47 52
Jobbers’ rolls, 7 inches diameter, Po. . . . . . . . . . . . . . . . . . . . . . | 2 24 || W. B. 20 30 40 96 48 53
30 inches long; screen-manufac-. Do. . . . . . . . . . . . . . . . . . . . . . . | 3 24 | N. C. 32 48 66 1. 60 48 54
turers’ rolls, 21 inches diameter, Do. . . . . . . . . . . . . . . . . . . . . . . 3 24 W. B. 32 48 65 1. 55 48 53
| 24 inches long. Do. . . . . . . . . . . . . . . . . * * * * * 10 6 || N. C 105 39 52 1. 26 49 55
Steel. . . . . . . . . . . . . . . . . . J0– 65 31 - 40 34- 45 ' Rolls wrapped in paper or crated, Po- - - - -- . . . . . . . . . . . . . . . . 10 6 W. B. 105 39 52 1. 20 47 53
6-7 inches diameter, 18-43 inches Beans, wax and refugee...... 2 24 | N. C. 19 28 41 1. 00 49 55
long. Do. . . . . . . . . . . . . . . . . . . . . . 2 24 || W. B. 19 28 38 .96 51 57
Used in mining machinery, 80–100 20– 25 22– 28 Boxes, 20 by 12 by 12 inches-36 by Do. -- . . . . . . . . . . . . . . . . . . . 3. 24 | N. C. 31 46 64 1. 69 50 56
cennent mills, fertilizer - 24 by 24 inches; rolled on Poles, Do..….. 3 24 W. B. 31 46 63 1. 55 49 55
factories, and paper mills. and boxed, 10 by 12 inches by Do. ----. . . . . . . . . . . . . . . . . IQ 6 || N. C. 105 39 52 1.26 49 54
10–14 feet long. Po. . . . . . . . . . . . . . . . . . . . . . 10 6 W. B. 105 39 52 1. 20 46 52
Wire fabric and woven asbestos. 32 º 70 Beans and pork. . . . . . . . . . . . . . 2 24 || N. C. 21 32 45 1.00 45 50
wiretencing < * * * * * * * * * * * = a a ºn s is a 10-22 91-200 102-224 * Po. . . . . . . . . . . . . . . . . . . . . . 2 24 || W. B. 21 32 2 .96 46 51
wireless-telegraph equipment, 24 83 93 || Total space required, 86 cubic feet, Do------. . . . . . . . . . . . . . . . 2} 24 | N. C. 31 46 63 1.39 44 49
complete, packed as follows: I case, 20 by 20 Do. . . . . . . . . . . . . . . . . . . . . . 2. 24 || W. B. 31 46 so l. 34 45 51
by 33 inches; 1 case, 30 by 20 by Do. . . . . . . . . . . . . . . . . . . . . . 3 24 | N. C. 34 || 31|| 0 | 1.60 46 52
e 10 inches; 1 crate, 30 by 30 by 48 Po. . . . . . . . . . . . . . . . . . . . . . 3 24 || W. B. 34 51 1.55 46 51
inches; 1 bundle, 6 inches diam- Do. . . . . . . . . . . . . . . . . . . . . . .0 6 || N. C. J 10 41 54 : I. 26 47 52
eter, 13 feet 6 inches long; I case, Po. . . . . . . . . . . . . . . . . . . . . . 10 6 || W. B. 110 41 34 1.20 45 50
36 by 25 by 25 inches; 1 case, 34 Beets. . . . . . . . . . . . . . . . . . . . . . . . | 2 || 2 | N. c. 20 30 43 | 1.00 47 52
by 26 by 18 inches; 1 case, 41 by Do. . . . . . . . . . . . . . . . . . . . . . l: 2 24 || W. B. 20 30 40 .96 48 4
25 by 19 inches; 1 case, 36 by 34 D e 5
by 19 inches. 0 - - - - - - - - - - - - - - - - - - - - - - 3. 24 || N. C. 33 50 68 1. 60 47 53
Wood flour.-----............... 16- 36 / 56—125° 62–140 || Sacks; bales; boxes; 24 by 24 by 42 º: º º º : º . º ; : : :
Wood pulp...-------........... I6 125 140 inches. Do. . . . . . . * * * * * * * * * * * * ... 10 6 || W. B. 106 40 53 | 1. 20 45 51
Wood-pulp dust. . . . . . . . . . . . . . . . 5 400 448 || 4 bushel, machine-pressed into * heavy sirup. : : i : : : º: 44 50
burlap sacks. ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' * * * * p 46 51
Wool...................... '- - - - - 11- 16 || I25–182 140–204 || Bales, 4 by 24 by 2% feet. Po. -- - - - . . . . . . . . . . . . . . . . 2% 24 | N. C. 30 45 62 1.39 45 50
Wrenches, drop-forged end..... 100–120 17- 20 19– 22 Po. . . . . . . . . . . . . . . . . . . . . . 2} 24 || W. B. 30 45 58 1. 34 46 2
Xylol. See Toluol. Blackberries, water . . . . . . . . . . 2 24 | N. C 19 28 41 1.00 49 55
Yarn: Po. . . . . . . . . . . . . . . . . . . . . . 2 24 W. B. 19 23 3S 96 51 57
Asbestos. See Asbestos Po. . . . . . . . . . . . . . . . . . . . . . 3 24 N. C. 29 44 52 | 1.60 52 53
yard. - e Po. . . . . . . . . . . . . . . . . . . . . . 3 24 W. B. 29 44 61 1. 55 51 57
Coir. See Coir yarn. Po. . . . . . . . . . . . . . . . . . . . . . 10 6 || N. C. 104 39 52 , 1.26 48 54
Paper. . . . . . . . . . . . . . . . . . . . . . 13- 16 125-154 140–172 Po. . . . . . . . . . . . . . . . . . . . . . | 10 6 || W. B. 104 39 52 1, 20 46 52
Tow and hemp... . . . . . . . . . . 22- 26 || 77-91 86–102 Blueberries... . . . . . . . . . . . . . . . i 2 24 | N. C. 20 30 43 1.00 47 52
2inc: | Po. . . . . . . . . . . . . . . . . . . ... 2 24 W. B. 20 30 40 95 48 54
Ammonium chloride. . . . . . . 38- 45 44– 53 50- 59 Do. . . . . . . . . . . . . . . . . . . . . . 3 24 | N. C. 33 50 68 l, 60 47 53
Anode*.….................................................... 25 pounds each. Po. . . . . . . . . . . . . . . . . . . . . . 3 24 W. B. 33 50 67 1.55 46 52
Battery Zincs. . . . . . . . . . . . . . . 150-200 10- 13 11-1s Boxes; kegs; barreis, 430 pounds. Po. . . . . . . . . . . . . . . . . . . . . . 10 6 | N. C. 106 40 53 1.26 48 53
Concentrates. . . . . . . . . . e = * * * 136 15 16 Po. . . . . . . . . . . . . . . . . . . . . . 10 6 || W. B. 106 40 53 1. 20 45 51
Pross. . . . . . . . . . . . . . . . . . . . . . 248 8 9. Slabs, 3 by 11 by 16 inches. California fruits: a | |
Dust. . . . . . . . . . . . . . . . . . . . . . . 150 13 15 In galvanized-iron containers. 12; Extra. . . . . . . . . . . . . . . . . . . . 2. , 24 N. C : 30 45 62 l. 39 45 50
inches diameter, 19, inches high. Do. . . . . . . . . . . . . . . . . . . . 2: ; 2. w. B. 30 4s 58 1.34 46 52
Pigs or slabs............... 450 4.4 5 Slabs, 1 by 9 by 19 inches. Extra standard and || l |
Plates...................... 450 4. 4 5 Boxes, 8 by 12 by 24 inches-6 by standard. . . . . . . . . . . . . . . 2} 24 | N. c. 29 44 61 1. 39 46 51
24 by 48 inches. Do. . . . . . . . . . . . . . . . . . 2, 24 W. B. 29 44 57 | 1, 34 47 53
Sherardizing. . . . . . . . . . . . . . . 200 10 11 Water . . . . . . . . . . . . . . . . . . . 2; 24 || N. C. 28 42 59 | 1.39 47 53
Skimmings. . . . . . . . . . . . . . . . 190 I 1 12 Powder form in bulk. Do. . . . . . . . . . . . . . . . . . 2; ' 2" | W. B. 28 42 55 | 1.34 49 55
Sulphate................... 86 23 26 Tank cars. Extra, extra standard. . . . . | 3. 24 N. C. 36 .54 72 | 1.60 44 50
Wire....................... 86 23 26 Do. . . . . . . . . . . . . . . . . . 3 2, w.e. 36 54 71 | 1.55 44 49
--- Do. . . . . . . . . . . . . . . . . . to 6 N. c. 104 39 52 1. 26 48 54
Do------------------ 10 6 w. B. | 104 39 52 : 1. 20 46 52
Standard, water . . . . . . . . . in s! N. c. to 35 si 1.26 49 55
ſº Do. . . . . . . . . . . . . . . . . . 10 s|w.B. iv. 38 51 | 1.20 47 53
Cabbage...... . . . . . . . . . . . . . . . 3 24 | N. C. 32 48 66 | 1. 60 48 54

a California fruits, among others, include apricots, white and black cherries, grapes, loganberries. peaches,
and strawberrics. They are carefully graded; those with a heavicrºsirup give a heavier weight; this is
indicated by the grade without repeating the names of the fruit.
N. C. - nailed construction; W. B.-wire bound.
366
SHIP”S RIGGING AND CARGO HANDLING GEAR
Appendix No. 1–Unit Displacement of Canned Fruits and Appendix No. 1—Unit Displacement of Canned Fruits and
Vegetables Packed in Commercial Containers for Trans- Vegetables Packed in Commercial Containers for Trans-
portation—Continued. portation--Concluded.
CANS IN CASES-Continued CANS IN CASES-Continued
Cans in case w igh weatrerase ... Space Space Cans in case weightverease S S
Commodity - Type of .."— sº er per * - —|Type of Weight: — Space . º:- *
Si Num- *** contents case | short | long Commodity | gºse | of can ! . . short ſong
| size ber Net Gross 'ton ton | size nº- contents Net Gross case ". ton
Cabbage......... * * * * * * * * * * - 3 24 W. B. 32 48 6s 1.ss 48 53 ;Pumpkin...... . . . . . . . . . . . . . . , 10 6 W. B. 104 39 52 : 1.20 46 52
Cauliflower.................. 3 24 N. C. 32 | * 48 * | 1.89 48 54 Raspberries, heavy sirup..... 2 24 N. C. 21 32 45 1.00 44 50
Po.......-------------.. 3 2, w. B. 32 || 48 || 65|| 1.35|| 48 53 Po. . . . . . . . . . . . . . . . . . . . . . . 2 24 w. B. 21 32 42 .96 46 51
º e e < e e = e e e º a a e < * … : : : : : . *: * : Do. . . . . . . . . . . . . . . . . . . . . . 2% 24 N. C. 30 45 62 1.39 45 50
p................... .... 2% 2, n.c. 29 44 61 | 1.39 46 51 Do. . . . . . . . . . . . . . . . . . . . . . 24 W. B. 30 45 38 1.3: 46 52
Po. . . . . . . . . . . . . . . . . . . . . . 2} 24 W. B. 29 44 57 1.34 47 53 Do. . . . . . . . . . . . . . . . . . . . . . 10 6 | N. C. 106 40 53 1.26 48 53
Do...................... 10 6 | N. C. 105 39 52 l.26 48 54 P0-----------........... 10 6 || W. B. 106 40 53 1. 20 45 51
Do. . . . . . . . . . . . . . .------. 10 6 || W. B. : 105 || 39 52 + 1.2 46 ... Raspberries, water........... : 24 | N. C. * | * r * | 1.9 55
Condensed milk....... * - - - - - - - - - - - - - 48 || N. c. 14 42 58 i. 16 40 45 Po. . . . . . . . . . . . . . . . . . . . . . 2 24 || W. B. 19 28 * * * 57
Po.............................. 48 W. B. 14 42 55 1. 11 40 45 Rhubarb........ . . . . . . . . . . . . 2} 24 | N. C. 31 46 63 1.39 44 49
Corn........................ 2 24 N. C. 20 i 30 43 1.00 || 47 52 Do. . . . . . . . . . . . . . . . . . . . . . 23 24 W. B. 31 46 39 1.3, is si
Po. . . . . . . . . . . . . . . . . . . . . . 2 24 || W. B. 20 30 40 .96 48 54 PQ. . . . . . . . . . . . . . . . . . . . . . 10 6 | N. C. 100 38 3, tº 49 55
Po. . . . . . . . . . . . . . . . . . . . . . 10 6 N. C. 106 40 53 : 1. 26 48 53 Do. . . . . . . . . . . . . . . . . . . . . . 10 6 W. B. : 100 38 * : * 53
Po. . . . . . . . . . . . . . . . . . . . . . 10 6 || W. B. I06 40 53 1. 20 45 51 Salmon, ..................... 1 lb. 48 . N. C. ........j. . . . . . . . . . . . . . . . . * : * * * * * * * * * * * * * * * *
Evaporated milk..................... 48 || N. C. I6 48 68 || 1.47 43 48 Do. . . . . . . . . . . . . . . . . . . . . . 1 lb. 48 W. P. l........!........!-----... 1. 47 . . . . . . . . --- . . . . .
Do. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 || W. B. 16 48 64 | 1.41 44 49 Sauerkraut......... . . . . . . . . . 2 2, N. c. 19 28 4f 1.00 49 . 55
Figs......................... 2 24 | N. C. 20 || 30 43 1.00 || 47 52 Do. . . . . . . . . . . . . . . . . . . . . . 2 24 W. B. 19 28 38 . . 96 51 57
Po. . . . . . . . . . . . . . . . . . . . . . 2 || 24 || W. B. 20 || 30 40 | .96 || 48 54 Do. . . . . . . . . . . . . . . . . . . . . . 2, 2, N. c. 29 || 4 || 6 | 1.39 45 51
Do. . . . . . . . . . . . . . . . . . . . . . 10 6 | N. C. 104 39 52 | 1.26 48 54 Do. . . . . . . . . . . . . . . . . . . . . . 2. 24 W. B. 29 44 s: 1.34, 47 53
Do. . . . . . . . . . . . . . . . . . . . . . 10 6 || W. B. 104 39 || 52 1. 20 || 46 52 Do......... * * * * * * g e º & 4 a. s. 3 & N. c. 3: | * * * * * 54
Gooseberries................ 2 24 || N. C. 20 30 43 | 1.00 47 52 Po. . . . . . . . . . . . . . . .......! 3 24 W. B. 32 48 º; ; ; ; 48 53
Po...................... 2 24 || W. B. 20 30 40 .96 || 48 54 Po. . . . . . . . . . . . . . . . . . . . . . | 10 6 : N. C. 100 38 si 126 49 55
Do. . . . . . . . . . . . . . . . . . . . . . 10 6 || N. C. 103 39 52 1. 26 48 54 Po. . . . . . . . . . . . . . . . . . . . . . | 10 6 W. B. 100 38 31 1.20 47 53
Po. . . . . . . . . . . . . . . . . . . . . . 10 6 W. B. 103 || 39 52 1.20 || 46 52 Soups....................... tº 6 | N. C. 112 42 3s, 1.26 46 51
Hominy..................... 2} 24 N. C. 31 46 63 I. 39 44 49 Po. . . . . . . . . . . . . . . . . . . . . . tº 6 W. B. 112 42 55 1. 20 44 49
Dº...................... ! 2% 24 w. B. 31 46 59 1.34 45 51 Spinach. . . . . . . . . . . . . . . . . . ... ? 24 N. C. 19 28 41 1,400 49 55
Do. . . . . . . . . . . . . . . . . . . . . . 3 24 N. C. as so | 68 1.60 || 47 53 Po. . . . . . . . . . . . . . . . . . . . . . 2 24 W. B. 19 28 38 .96 51 57
Do. . . . . . . . . . . . . . . . . . . . . . 3 24 W. B. 33 50 67 1.55 46 52 Po. . . . . . . . . . . . . . . . . . . . 2} 24 | N. C. 28 42 59 || 1 , 39 47 53
Po. . . . . . . . . . . . . . . . . . . . . . 10 6 : N. c. 107 40 53 1.26 48 53 Po...................... 2% 24 W. B. 28 42 55 | 1.34 49 55
Po. . . . . . . . . . . . . . . . . . . . . . ! 10 6 W. B. 107 40 53 1, 20 45 5. Po...................... 3 24 || N. C. 30 45 63 | 1. 60 51 57
Okra........................ 2 24 N. c. 19 28 || 41 | 1.00 || 49 55 Po. ---.................. 3 24 || W. B. 30 || 45 62 1.55 50 56
Do. . . . . . . . . . . . . . . . . . . . . . 2 2. w.p. 19 28 38 . 96 51 57 Do. . . . . . . . . '• • * * * * * * * * * * * 10 6 || N. C. 100 38 51 | 1. 26 49 55
Do. . . . . . . . . . . . . . . . . . . . . . i 3 24 N. C. 33 50 68 | 1. 60 47 53 Do......... * e º ºs e ºs e º e º 'º e e 10 6 || W. B. 100 38 51 1.20 47 53
Po. . . . . . . . . . . . . . . . . . . . . . ! 3 2. w.B. 33 50 67 | 1.55 46 52 Squash...................... 2 24 | N. C. 19 28 41 | 1. Čo 49 55
Po. . . . . . . . . . . . . . .------- 10 6 N. C. 103 39 52 | 1.26 48 54 Po. . . . . . . . . . . . . . . . . . . . . . 2 24 || W. B. 19 as 38 90 5. 57
P". . . . . . . . . . . . . . . . ......! tº 6 w.r.l is as 2 l 1. 20 46 52 Do. . . . . . . . . . . . . . . . . . . . . . 2} 24 | N. C. 30 45 62 | 1.39 43 50
okra and tomatoes........... 2 24 N. C. 19 | 28 41 1. 00 49 55 Po---------. . . . . . . . . . . . . 2 24 || W. B. 30 45 68 1. 34 46 $2
Do. . . . . . . . . . . . . . . . . . . . . . 2 24 W. B. 19 28 38 .96 51 57 Po. . . . . . . . . . . . . . . . . . . . . . | 3 24 || N. C. 33 50 68 }. 60 47 53
Do. . . . . . . . . . . . . . . . . . . . . . 3 24 N. C. 33 50 68 1. 60 47 53 Do. . . . . . . . . . . . . . . . . . . . . . 3 24 || W. B 33 50 67 1, 55 46 $2
Do. . . . . . . . . . . . . . . . . . . . . . 3 24, W. B., 33 50 67 1. 55 46 52 Do. . . . . . . . . . . . . . . . . . . . . . IO 6 | N. C. 104 39 52 1, 26 48 54
Peaches, heavy sirup......... 2 24 N. C. . 20 30 43 I. 00 47 52 Po. . . . . . . . . . . . . . . . . . . . . . 10 6 W. B. 104 39 52 | 1. 20 46 52
Do. . . . . . . . . . . . . . . . . . . . . . 2 24 W. B. 20 30 40 96 48 54 Succotash. . . . . . . . . . . . . . . . . . . 2 24 | N. C. 20 30 43 | 1. 00 47 52
Do. . . . . . . . . . . . . . . . . . . . . . 2} 24 N. C. 30 45 62 l. 39 45 50 Do. . . . . . . . . . . . . . . . . . . . . . 2 24 || W. B. 20 30 40 .96 48 | 54
Po. . . . . . . . . . . . . . . . . . . . . . 2} 24 W. B. 30 45 58 1. 34 46 52 Do. . . . . . . . . . . . . . . . . . . . . . 10 6 || N. C. 106 40 53 1. 26 4s 53
Do. . . . . . . . . . . . . . . . . . . . . . 3 24 ' N. C. 33 || 49 67 | 1.60 48 53 Do. . . . . . . . . . . . . . . . . . . . . . 10 6 || W. 3. 106 || 40 53 | 1. 21) 35 51
Do.......... . . . . . . . . . . . . 3. 24 W. B. 33 49 66 1, 55 47 53 Sweet potatoes. . . . . . . . . . . . . . . 2} 24 | N. C. 28 42 59 || 1 , 39 4; 53
Do. . . . . . . . . . . . . . . . . . . . . . IQ 6 N. C. #02 38 51 1. 26 49 55 Po. . . . . . . . . . . . . . . . . . . . . . 2} 24 || W. B. 28 42 55 l. 34 “t J | 55
Do. . . . . . . . . . . . . . . . . . . . . . 10 • w.e. g. 38 31 | 1.20 47 3 Po. . . . . . . . . . . . . . . . . . . . . . 3 24 || N. C. 31 46 64 || 1 , 60 50 53
Pesches, water.............. 2 24 N. c. 19 : 28 41 | 1.00 49 55 Po. . . . . . . . . . . . . . . . . . . . . 3 24 || W. B. 31 46 53 1, 55 49 £5
Do. . . . . . . . . . . . . . . . . . . . . . 2 24 w. B. 19 28 38 .96 51 57 Po. . . . . . . . . . . . . . . . . . . . . . 10 6 : N. C. 100 38. 51 1. 26 39 SS
Do. . . . . . . . . . . . . . . . . . . . . . 2} 24 N. C. 28 42 59 | 1.39 47 53 Po. . . . . . . . . . . . . . . . . . . . . . 10 s w. B. 100 38 51 | 1. 20 4 * 53
i. • a s & a s : * a s & s = * * * * * * * * * º : - : º : : : . : : Tomatoes and tomato sauce. 2 24 N. C. 19 28 41 | 1.00 sº 55
* * * * * * * * * * * * * * * * * * * * * * , º 'º - Nº º | Po. . . . . . . . . . . . . . . . . . . . . . 2 24 W. B. 19 28 38 : . 96 5 i 57
rººt.* * * * * * * * * * * * * * * * * : : : º | º : : . : Po. . . . . . . . . . . . . . . . . . . . . . 2} 24 || N. C. 28 42 59 || 1 , 39 4; 53
Do. . . . . . . . . . . . . . . . . . . . . . 2 24 w. B. 20 30 40 96 48 54 Po. . . . . . . . . . . . . . . . . . . . . . 2} 24 W. B. 28 42 55 l. 34 * 55
Pears, heavy airup........... 2 24 N. C. 20 30 43 1.00 47 52 Po. . . . . . . . . . . . . . . . . . . . . . 3 24 || N. C. 33 50 * : * 4 : 53
Do. . . . . . . . . . . . . . . . . . . . . . 2 2. w. B. 20 i 30 40 .96 || 48 54 Po. . . . . . . . . . . . . . . . . . . . . . 3 24 || W. B. 33 50 67 º: , ;
Do. . . . . . . . . . . . . . . . . . . . . . 23 2. N. c. 30 45 62 | 1.39 45 50 Po. . . . . . . . . . . . . . . . . . . . . . tº 6 || N. C. tº 52 !. 26 48 54
Do. . . . . . . . . . . . . . . . . . . . . . 23 24 W. B. 30 45 || 58 | 1.34 || 46 52 Po. . . . . . . . . . . . . . . . . . . . . . 10 • w.e. los 3, is “ 52
Do. . . . . . . . . . . . . . . . . . ** 3 2. N. c. 33 so | 68 | 1.60 || 47| 53 ExpoRT Boxes:
Do. . . . . . . . . . . . . . . . . . . . . . 3 24 W. B. 33 50 67 | 1.55 46 52 –––. --——
Do. . . . . . . . . . . . . . . . . . . . . . 10 6 N. C. 102 38 51 | 1.26 || 49 55 Case | Tin Tin | l |- . Birch
Do. . . . . . . . . . . . . . . . . . . . . . 10 6 W. B. 102 || 38 51 | 1.20 || 47 53 *...*.*|ºl. ***::::::::::::::::
Pears, water................. 2% 24 N. C. 28 42 59 : 1. 39 47 53 *...] space jºid...wood . . . . . . . . . .”
Do. . . . . . . . . . . . . . . . . . . . . . 2} 24 W. B. 28 42 55 1. 34 49 55 Size of can per er filled foot .*in onel lbs. lbs. lbs. lbs. lbs. is.
Pineapples................... 2 24 N. c. 20 30 || 43 | 1.00 || 47 52 Case | * | *, *|†an *|... . . . . . . . . . . .
Po. . . . . . . . . . . . . . . . . . . . . . 2 2. w. B. 20 so 40 .96 || 48 54 tº place: . tº ºf i. i. ºf ;
Do. . . . . . . . . . . . . . . . . . . . . . 2% 24 N. C. 30 45 62 | 1.39 45 50 tents | Intent | i :
Do........... . . . . . . . . . . . 2 24 w. B. 30 4s 58 || 1.34 46 52 .-- - - - - — -º-º-º:
Do. . . . . . . . . . . . . . . . . . . . . . 10 & N. c. 110 || 4 || 3 | 1.26 47 52 * | ..ſºjº º ºr ººliº,
Po. . . . . . . . . . . . . . . . . . . . . . 10 6 w. B. 110 41 54 | 1. 20 44 so … - * 7 12, 6 || 23, 9 |0. . . . . . . . . . 2.- : *. -
Plums, heavy sirup.......... | 2 2. N. c. 20 30 43 1.00 47 52 1. . . . . . . . . . . . . . . . . . . 48 | 1.106 || 51.0 13.6 23.9 .232 6.3 9.3 6.5 7.9 8.1 | 10.2
* * * * * * * * * * * * * * * * = e = e s = 2 2. w. B. 20 i 30 40 | . 96 48 54 , all....…: 2. ºn |33 || 1: ; ) is 3 ||38|| 3 || 3 || 3 || 5 || 7-0
Do. . . . . . . . . . . . . ......... 2} 24 N. c. 30 45 62 | 1.39 45 50 1 tall. . . . . . . . . . . . . . . * | 1.18, 3.3 13.3 ||38|.3% $3 9.6 67 || 3: sº 10.6
Do. . . . . ‘.… 24 24 W. B. 30 45 58 | 1.34 46 52 2. . . . . . . . . . . . . . . . . . . 24 1.005 || 56.4 11.0 | 19.5 .218 5, 9 || 8, 7 6 7.4 ; 6 9.6
Do. . . . . . . . . . . . . . ........ 3 2. N. c. 33 50 68 1, 60 47 53 i-round almon.... 's lºss |&g 13.3 ||3: ; ; ; ; ; ; ; 11. 3: 39, 10: . . s
Po. . . . . . . . . . . . . . . . . . . . . . 3 24 W. B. 33 50 67 1. 55 46 52 Condensed milk. . . 48 || 1, 173 || 57.2 ! 13. 2 || 23. 1 | . 240 6. 7 9, 9 6.9 | 8. 4 S. 7 10. 9
Po. . . . . . . . . . . . . . . . . . . . . . 10 6 : N. c. 102 38. 51 # 1. 26 49 55 *iated mix… “ lººs nº a is nº sº ºf 29 tº
Po. . . . . ................. 10 6 w. B. 102 38 51 1, 20 47 53 2} . . . . . . . . . . . . . . . . . . * | *|34 || 103 || | | | | 7 || || 0 . . . ; ; ; 9.6 ± 0
Plums, water................ 2} 24 N. C. 28 42 59 1.39 47 53 3-.... . . . . . . . . . . . . . . 24 | 1.618 59.3 | 9.6 | 16.2 : .304 || 8.2 | 12, 2 8.5 10.3 10.6 13.4
* * * * * * * * * * * * * * * * * * * * * * }; 2. w. B. 28 42 55 1.34 49 55 8...................] 6 | 1. 109 36.6 6.6 11.8 .238 6.4 || 9 s 6: , s , , 8.3 10s
Pork and beans. See Beans | i 10.................. 6 | 1.270 57.5 6.4 11.2 .259 6.9 || 10.2 7.2 8.7 9.0 11.3
and pork. H Wire bound: tº |
Prunes...................... 2 24 | N. C. 20 30 43 | 1.00 47 52 ! . . . . . . . . . . . . . . . . . . . * | 36||35.7 13.3 |23.9 || 10, 3.8 4.2 29 3.5 3.6 ± 6
Po. . . . . . . . . . . . . . . . . . . . . . 2 24 || W. B. 20 30 40 96 48 54 1. -------- . . . . . . . . . . 48 | 1.048 60.0 14.3 || 23.9 |. 140 3.8 5.6 3.9 4.8 4.9 6.2
Peas......... * * * * * * * * * * s e º s = ºr 2 24 | N. C. 20 30 43 | 1.00 47 52 1 tall. . . . . . . . . . . . . . . 24 .599 || 56.0 | 13.1 23.3 |. 106 2.9 4.2 3.0 3.6 3.7 4.7
Po. . . . . . . . . . . . . . . . . . . . . . 2 24 W. B. 20 ! 30 40 | .96 48 54 1 tall. - . . . . . . . . . . . . . 48 | 1.108 60.3 |14.2 23.5 |. 160 °.3 6.4 4.5 3.4 5.6 7.0
Po. . . . . . . . . . . . . . . . . . . . . . 10 6 : N. C. {08 40 53 | 1.26 48 53 2. . . . . . . . . . . . . ------ 24 | . 959 59, 2 11.5 | 19.5 . 146 3.9 || 5.8 4, 1 || 5.0 5, 1 6.4
Do. . . . . . . . . . . . . ......... 10 6 W. B. 108 40 53 1, 20 45 51 1-pound salmon.... is 1.4% ºl. 13.1 |z| < |. 19: § 2 | 1.7 || 3 || 65|| 67 | 84
Pumpkin........ . . . . . . . . . . . . i 2 24 | N. C. 19 28 41 1. 00 49 55 Condensed milk. . . . 48 || 1. 107 || 60, 6 14, O 23, 1 | . 164 4, 4 6, 6 4. 6 || 5, 6 || 5. 7 7.2
Do. . . . . . . . . . . . . . . . . . . . . . 2 24 || W. B. 19 28 38 , 96 50 57 Evaporated milk....' 48 1.411 61.7 12.3 21.5 |. 187 | 5. 0 7.5 5. 2 | 6. 4 || 6.5 8. 2
Do...................... 2, 24 N. C. 30 45 62 1.39 45 50 2. . . . . . . * * * * * * * * * * * * 2. 1.33: $1.2 10.8 17.1 |, so 4.9 || 7-3 || 3.0 6.1 3, 19
Po....... . . . . . . . . . . . . . . . 2. 24 || W. B. 30 45 58 | 1.34 46 52 3. . . . . . . . . . . . . . . . . . . | 2 | 1.30 61.6 10.0 | 16.2 º 5.3 || 7.9 || 5. 5 # 6, 7 || 6.9 9.7
Po. . . . . . . . . . . . . . . . . . . . . . 3 24 N. C 33 so 68 || 1.60 47 53 8. . . . . . . . . . . . . . . . . . . | 6 || 1 ºn 9 7 iſ sº 3 || 6 || 3 || 3 || 3 g : :
Po....... . . . . . . . . . . . . . . . 3 24 W. B. 33 50 67 | 1, 55 46 52 10. . . . . . . . . . . . . . . . . . sºlº • * * * * * * * * * * * es. 107
Po.................... ... 10 b | N. c. 104 39 52 1.26 : 48 54 -

d These boxes arc of styles 1 and z, constructed 34-inch ends and '3-inch sides, tops, and bottoms.
b This group constructed of ; ,-inch material, bound with 34 by 33-inch cleats and 13-gage wire.
367
SHIP”S RIGGING AND CARGO HANDLING GEAR
Appendix No. 2—Stowage Data
tables, Largely Taken from
Inspection Bureau.
on Fresh Fruits and Vege-
the Western Weighing and
*
Cornmodity º: §: . i. How packed for shipment
Pounds | Cubic feet | Cubic feet
Apples. . . . . . . . . . . . . . . . . . . . . . . . . 21–23 87-95 97–107 || Standard barrels, 28% inch staves,
I I7+ inch heads, 64 inches out-
n side bilge circumference; average
weight 150–160 pounds. &
Do. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bushel baskets, 47 pounds; stand-
• ard boxes, 50 pounds.
Apricots. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bushel baskets, 51 pounds.
Do.------------------- . . . . . 28 71 80 4-basket crates, 5 by 16} by .17%
inches.
Do....... 2 * * * * * * * * * * * * * * * * * 34 59 66 Boxes, 3 by 12 by 19% inches and
4} by 12 by 20 inches.
Po. . . . . . . . . . . . . . . . . . . . . . . . . 35 57 64 || Boxes, 5 by 12 by 19% inches.
Do-----. . . . . . . . . . . . . . . . . . . . 26 77 86 || Boxes, 5% by 16} by 20 inches.
Beans, green. . . . . . . . . . . . . . . . . . . 23 87 98 || Hampers, 9. by 13 by 13% inches
and 10% by 15% by 18% inches.
Beets. . . . . . . . . . . . . . . . . . . . . . . . . . 26 77 86 || Hampers, 10% by 15% by 18 inches.
Blackberries. Same as Straw-
berries.
Cabbage. ... -- . . . . . . . . . . . . . . . . . 26 77 86 || Crates, 20 by 20 by 28 inches.
Cantaloupes... . . . . . . . . . . . . . . . . . 27 74 83 Hampers, 103 by 15, by 18% inches.
Do. . . . . . . . . . . . . . . . . . . . . . . . . 31 65 72 | Crates, 4} by 123 by 23% inches.
Do. . . . . . . . . . . . . . . . . . . . . . . . . 28–35 57- 71 70-80 | Crates, 5–53 by 13%-15% by 224–24
* inches.
Do. ------ d = e = * * * * * * * * * * * * * * 30–31 65- 67 72–75 | Crates, 11}-123 by 11%–12% by 22–24
inches.
Carrots... . . . . . . . . . . . . . . . . . . . . . . 21 95 107 || Hampers, 10% by 15% by 18} inches.
Cherrles....................." 26 77 86 || Pint cups in crates, 6H-71 by 14}–14;
by 19, inches.
Do. -----------------------. 30 67 75 24-pint boxes, 2-deck crates, 6–6;
by 13%–14} by 19% inches.
Do. . . . . . . . . . . . . . . . . . . . . . . . 32 63 70 | 16 baskets, 2-deck crates, 7} by 10}
by 22 inches.
Do. ------------------------ 24–29 69- 83 77-93 || Quart cups in crates, 73-73 by
10?–153 by 22 inches.
Do------------------------- 23–25 80- 87 90–97 16-quart boxes in crates, 83 by 10%
by 22}-23 inches. *
Do. . . . . . . . . . . . . . . . . . . . . . . . . 27 74 83 || 16 quarts in overhandled splint
baskets, 7} by 9 by 19% inches.
Do-...------. . . . . . . . . . . . . . . 29 69 77 24-quart boxes, 2-deck crates, 73–8%
by 15}-15 by 22–22% inches.
Do. . . . . . . . . . . . . . . . . . . . . . . . . 26 77 86 || 24-quart boxes, 3-deck crates,
11}-113 by 11}-113 by 23%-23%
inches. -
Do. . . . . . ------------------- 25–35 7- 80 64-90 || In bulk in boxes, 2–73 by 9}-14%
by 193–22 inches.
Crabapples.-------------------. 37 54 61 | In bulk, 4} by 12 by 20 inches.
Cranberrics. . . . . . . . . . . . . . . . . . . . 20 100 112 || Standard barrels, 28% inch staves,
16} inch heads, 58% inches out-
side bilge circumference; ºver-
age weight. 120 pounds.
Currants. . . . . . . . . . . . . . . . . . . . . . . 21 95 107 16-quart boxes in crates, 83 by 10}
by 22% inches.
Do. . . . . . . . . . . . . . . . . . . . . . . . . 20 100 112 || 24-quart boxes in crates, 8% by 153
by 22% inches.
Gooseberries.......... . . . . . . . . . 23 87 98 || 16-quart boxes in crates, ‘84 by 10%
by 22% inches.
Do. . . . . . . . . . . . . . . . . . . . ----- 24 83 93 24-quart boxes in crates, 8% by 15%
by 22% inches.
Grapefruit.... . . . . ... ----------. 29 69 77 | Boxes, 13 by 13 by 27 inches.
Do. . . . . . .------------------ 30 67 75 Boxes, 123 by 13 by 27 inches.
Do------------------------- 32 63 70 Boxes, 124-123 by 12}-123 by 27
inches.
Do. . . . . . . . . . . . . . . . . . . . . . . . . 33 61 68 || Boxes, 12 by 12 by 26 inches; 12%
- by 12} by 27 inches; and 12% by
12} by 27 inches.
Do. . . . . . . . . . . . . . . . . . . . ----. 34 59 66 | Boxes, 124 by 12% by 28 inches.
Do. . . . . . . . . . . . . . . . . . . . . . . . . 35 57 . 64 Boxes, 12 by 12 by 27–28 inches.
Grapes. . . . . . . . . . . . . . . . . . . . . . . . .". --------...'. . . . . . . . . . . . . . . . . . . . . . . . In drums, 14–164 inches diameter,
not over 17 inches high; weight,
50 pounds.
Do. . . . . . . . . . . . . . . . . . . . . . ---------------'. ------ . . . . . . . . . . ------- In Climax shipping baskets, top 6%
by 14% inches, bottom 5 by 12%
inches, depths; inches, weight 7
* pounds.
Do------------------------- 34–37 54- 59 61-66 || 4-basket crates, 5–6 by 16-17 by
173–18 inches.
Lemons. . . . . .--------------. . . . 36 55 62 Boxes 11} by 14 by 27 inches, 12 by
133 by 27 inches; or 12 by 143 by
27 inches.
Do. ------------------------ 37 54 61 Boxes 103–113 by 14 by 27 inches;
or 124 by 12% by 28 inches.
Po. . . . . . . . . . . . . . . . . . . . . . . . . 39 51 57 | Boxes 10} by 14 by 27 inches.
Do... . . . . . . . . . . . . . . . . . . . . . . 40 50 56 Boxes 10% by 13 by 27 inches.
Po. . . . . . . . . . . . . . . . . . . . . . . . . 44 45 51 | Boxes 10 by 134 by 27 inches.
Lettuce. . . . . . . . . . . . . . . . . . . . . . . . 17 ll 7 132 || In hampers 10% by 15% by 183 inches.
Melons, Casaba................ 28 72 80 | In crates 7% by 17 by 23% inches,
Po. . . . . . . . . . . . . . . . . . . . . . . . . 29 69 77 | In crates 83 by 17 by 23% inches.
Do. . . . . . . . . . . . . . . . . . . . . . . . . 30 67 75 || In crates 8 by 17 by 23% inches.
Melons, honey dew............ 24 83 94 In crates 12: by 123 by 23% inches.
Do...... • * * * * * - - - - - - - - - - - - - 25 80 90 In crates 8 by 17 by 23% inches or
9 by 17 by 23, inches.
Do. . . . . . . . . . . . . . . . . . . . . . . . . 26 77 86 In crates 7; by 17 by 23% inches or
8, by 17 by 23) inches.
Do. . . . . . . . . . . . . . . . . . . . ----. 30 67 75 In crates 6y by 13 by 23% inches or
63 by 16; by 23% inches.
Onions.... . . . . . . . . . . . . . . . . . . . . . 50 40 45 || In crates 9) or 10} by 11 or 114 by 19%
inches.
Oranges--- . . . . . . . . . . . . . . . . . . . . 30 67 75 In boxes 124 by 14 by 26 inches.
Po------------------------- 31 65 72 | In boxes 12 by 143 by 26 inches.
Do----. . . . . . . . . . . . . . .------ 34 59 66 In boxes 13 by 13 by 27 inches.
Appendix No. 2—Stowage Data on Fresh Fruits and Vege-
tables, Largely Taken from the Western Weighing and
Inspection Bureau—Concluded.

Commodity º: S º: º: How packed for shipment
Pounds | Cubic feet | Cubie feet
Oranges ----------------------- 37 54 61 | In boxes 11 by 14 by 27 inches, II?
by 14 by 27 inches, 12 by 12 by 26
inches, 12 by 12, by 26 inches, or
- 12 by 12 by 26, inches.
Ilo 38 53 59 |In boxes 113 by 12 by 26, inches.
Po------------------------. 39 51 57 || In boxes 12 by 12 by 26% inches or
12 by 12 by 28 inches.
. . Do------------------------- 43 47 52 In boxes 11} by 113 by 26 inches.
Parsnips.----------------------|...........-------------|-----------. In bushel baskets, average weight
° 43 pounds.
Peaches. . . . . . .-------------- * * 33 62 68 In boxes or crates, 53 by 12 by 20
inches. -
IXo 61 66 || In boxes or crates, 5 by 12 by 20
&. inches.
Po. ------------------------ 35 59 64 || In boxes or crates, 43 by 12 by 19,
\ inches.
Grown in Idaho.-----------...----------|---------...}............ In bushel baskets, average welght
52 pounds.
Grown in Arkansas, Colo- "............l........................ In bushel baskets, average wolght
rado, Oklahoma, and 53 pounds.
Utah. i
Grown in Missouri and '…l…!… In bushel baskets, average weight
Texas. 54 pounds.
Pears------------. . . . . . . . . . . . . . '…l............l............ In barrels, average weight 187
- pounds.
Do... . . . . . . . . . . . . . . . . . ...-- • ? e s = * * * * * * * | * * * * - - - - - tº ſº tº º gº º ºr º e º ſº ºn ºf In bushel baskets, average weight
56 pounds.
Po. -------- * * * * * * * * * * * * * * * * 33 62 68 || In boxes 11 by 12 by 193 inches.
Po------------------------. 38 54 59 In boxes 5 by 12 by 193 inches.
Do------------------------- 39 53 58 || In boxes 9% by 12 by 20 inches.’
Do. ------------------------ 40 50 56 | In boxes 9 by 12 by 20 inches.
"Po. . . . . . . . . . . . . . . . . . . . . . . . . 42 49 53 || In boxes 9 by 12 by 193 inches.
-leapples, Cuban............. 27 76 83 || 4-basket crates.
Do. --------. . . . . . . . . . . . . . . . 27 76 83 || In crates 11 by 13 by 36 inches.
Piums-------------------------------......l............!---......... In bushel baskets, average weight
. 60 pounds. * -
Po-----. . . . . . . . . . . . . . . . . . . . I 30 67 75 || 4-basket crates 5 by 16; by 17;
-- inches.
Po------------------------- 38 54 | 59 || 4-basket crates 4 by 16 by 17 inches.
Po-------------------...... 31 67 72 | In bulk in boxes or crates 53 by 16}
by 18 inches.
Do----------------- * * * * * m º ºs 37 56 61 In bulk in boxes or crates 5 by 12 by
- 193 inches.
Do------------------------- 39 53 58 In bulk in boxes or crates 3 by 12 by
193 inches.
Potatoes....................... 37 54 60 | Standard barrels.
Po------------------------. 42 41 55 || Bags, 150 pounds.
Potatoes, sweet................. 23 87 97 | Standard barrels, 284 inch staves
17% inch heads, 64 inches, out-
side bilge circumference; aver-
age.weight, 164 pounds
Potatoes, sweet-----------------|............l............!............ In bushel baskets, average weight
52 pounds.
Prunes: I
Gorman-----------. * * * * * m ºn ºr 47 43 48 || In butk in boxes, 3} by 113 by 193
inches. -
Hungari 35 57 “64 || 4-basket crates, 5 by 16; by 17;
- inches.
Italian----------------...--- 32 62 70 || In bulk in boxes, 5 by 163 by 174'
- inches.
Do----------- * * * * * * * * * * 34 59 66 || In bulk in boxes, 43 by 12 by 191'
- inches..
Do.-------------------- 42 48 53 In bulk in boxes, 34 by 12 by 193
- inches.
Silver---------------------. 33 61 68 || 4-basket crates, 43 by 163 by 17;
inches.
***ishes.... -- - - - - - - - - - - -, ..... ----------------------------------- In barrels with cloth tops, packed
in ice, average weight 210 pounds.
–0 - - - - - - - - - - - - - - - - - - - - - - - - - 22 91 102 Standard barrels with cloth tops,
28% inch staves, 17; inch heads,
64 inches outside bilge diameter;
average weight not packed in ice,
158 pounds.
Raspberries. See Strawberries.
Spinach-----------------....... 20 100 112 with ice, in hampers, 10; by 15%
by 18% inches.
Do....... * * * * * * * * * * * * * * * * * = . 17 117 132 || Without ice, in hampers, 103 by 15%
by 183 inches.
Strawberries, blackberrles, and 14 143 160 In cups in crates, 7} by 143 by 19?
raspberries. inches. &
Po------------------------- gº 26 77 86 16-quart boxes in crates, 73 by 9%
- by 22 inches.
Do------------------------- 21 95 107 | 16-quart boxes in crates, 87 by 10%
by 224 inches.
Do------------------------- 22 91 102 24-quart boxes in crates, 8% by 15}
J by 22% inches.
Do. . . . . . . . . . * * * * * * * * * * * * sº s = e 19–22 91–105 102–118 24-quart boxes in crates, 11-12 by
13 by 22-24 inches.
Tomatoes. . . . . -----------------------------|------------|------------ In bushel baskets, average weight
56 pounds.
Do. . . . . . . . . . . . . . . . . . . . . . . . . 30 67 75 | In crates, 104 by 11 by 23 inches.
Do-----------. . . . . . . . . . . . . . 37 54 61 | In crates, 4} by 12 by 20 inches.
Po- - - - - - - - - - - - - - - - - - - - - - - - - 39 51 57 In crates, 10; by 12, by 19, inches.
Do. . . . . . . . . . . . . . . . . . . . . . . . ."------------ In crates, top 133 by 22 inches,
bottom 114 by 22 inches, depth 5
inches.
*** * * * * * * * * * * * * * * - - - - - - - - - - - 27–35 57. '4 64–83 || In crates, 5 by 12-14 by 193-22
inches.
368
SHIP PLANS
The plans in this Section are divided into two gen-
eral groups. The arrangement, contract, capacity and
imidship section plans of the various types of vessels are
placed in the first group, and the detail working draw-
ings in the second group. This method, while separat-
ing the arrangement and detail plans of a particular
vessel, makes it possible to assemble a fairly complete
set of typical working drawings in a logical sequence.
In the first group, however, all the arrangement,
capacity and midship section plans of a particular vessel
are kept together. In addition to this, all the vessels of
a class, starting with Passenger, Freighter, Tanker, etc.,
follow one another in the order of their deadweight
tonnage or size.
In the second group, the detail working drawings
are placed in the order in which a vessel is constructed
and, therefore, in the sequence that they should be
made. In addition to this system, the references in the
Dictionary Section will enable one readily to find any
plan desired, and for this reason it is believed that an
index to the plans is unnecessary.
The editors desire to express their appreciation to
the Emergency Fleet Corporation, the Naval Archi-
tects, and the Shipyards for the drawings furnished.
Acknowledgment has been made on each plan where so
desired.
SECTION THRU BOILER ROOM
& &
6"rd Zºr/5*4, c/22e2//w/º. 6 ºr 6% 7/8" 4 of eno's
J
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13,000.TON D. W. COMBINED PASSENGER AND FREIGHTER
Builders, Bethlehem Shipbuilding Corp.
New York Shipbuilding Corp.
.50 * .50" 2–gº” “ 6", J/2" x.50 º
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370
SECTION THRU BRIDGE AND ENGINE ROOM
Z Jºrj ºr 6/*
Deck Poſ/?” wº-
Deck % 3,3,32°52aced 24%."
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13,000.TON D. W. COMBINED PASSENGER AND FREIGHTER
Builders, Bethle
New York
hem Shipbuilding Corp.
Shipbuilding Corp.






























371
MIDSHIP SECTION
Shear Sfake 592%88"fºr
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––––––––35/7”/????------------------------>
Length O. A.
Length B. P.
Beam, molded
Depth to “C” deck
Equipment numeral, A.
Equipment numeral, Lloyd's
PLAN OF TRANSVERSE CONNECTION TO TANK TOP
Dimensions Equipment
. . . . . . . . . . . - - - - - - - - - - * * * 535' 0" 2 Bower anchors, stockless. . . . . 11,704 lbs. each
. . . . . . . . . . . . . - - - - - - - - * * * 534' 0” 1 Bower anchor, stockless. . . . . . 9,968 lbs.
. . . . . . . . . . . - - - - - - - - - - * * * 72' 0" 1 Stream anchor, stockless. . . . . 4,340 lbs.
- - - - - - - - - - - - - - - - - - - 32' 0" 1 Kedge anchor, stockless. . . . . . 2,240 lbs.
B. S. . . . . . . . . . 12,854 . Chain cable . . . . . . 330 fathoms 2};" dia.
- - - - - - - - - - - 63,777 Stream wire . . . . . 120 fathoms 6" circ.
Towline . . . . . . . . . 130 fathoms 7" circ.
2 Hawsers . . . . . . . 120 fathoms each 8" circ.
2 Warps . . . . . . . . . 120 fathoms each 8" circ.
13,000.TON D. W. COMBINED PASSENGER AND FREIGHTER
Builders. Bethlehem Shipbuilding Corp.
New York Shipbuilding Corp.







































----- - - - - ----
- - - - - - - - - - - ------- -- - - - ---------- ------- ------- ----
" " -------- |
"------------ 1– ----- - - - - - –––––– ----- 1–
-- - - - | _Chain Lºckºº--
- *------- - -----
" ------ —l- - | C Engine Roorn Boi ſar Room
Fresh Wał røsh Wałęr - -
— —H
- !cWells at sides__ Węl
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CREC |
A cast Shaff-Alzys Węl
| –––– ---- -
*****A*-ārijar >{wº leſſ of Cz TTFUETO
47 46 45 44) 43 42 4| 40 34 33 32 3| 30 29 28 26 4
Wall & C.D. # Wolls at si
- tº:S
-
| - FI at for - T- -
| #Auxiliar Machi Fuel C iſ * Oiſ T-
ſ - sº - QC inery ſ:Iſº-lup UP | ->In - `s
|= =
→ R = || | -
4. 4. Cargo - - - - º /
S+zzri - - - O. Hotch Nö º §2. Hatch No 5 Hatch ** Hatch No.3 Hatch No. 2
AR57S 56 §§ zzring - gi # & 47 Y H 7 H–4 ~ + ++ -- T -I T -- Y. - t-r x-1-1 ++ - | * O. - -- |Hatº No1 chain Sriras -
§ 2.5% 52 5. 50 49 % AK 45 44, A5, 42 a 40,39, is 3, # 35 34 33 32 & 30 22 2s 27 26 25 24 & 7. Tºp 3 is ſº º 5 # 5 FT ANTATS 6 S.5 T-4 TB ===--
| |9-0'x30-0" ||9-0"x 30-0" |9-0"x 30-0" | or 1910'x50+0" LO- 16°, ºn. 1910", 240 |2-0'x18-0%|9-0 Locker:
O | / |/ Provisions 1940"x 30-0.
- o o 4– V | - - - - - | Cargo L-T
`s Cargo C C - – Cor ~~~~
C -
`-- argo argo FI at for Cargo Cargo Cargo 9 L -
T- Auxiliary-3Machinery LIE-TVP JPI3TE] - "D" DECK
- …~ -
= - Fuz Oil Fuz | Oil
T-
Principal Dimensions
Length O. A. . . . . . . . . . . . . . . . . . . . . . . . . ......... 535'-0"
Length B. P. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 534'-0"
Beam molded. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72'-0"
- M Depth to “A” deck. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50'-0"
_-T - FU 2 | Oi | Fu zl Oil II - * -- Draft loaded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30'-6"
_-T – | well-º' _ſ\|| - —dº -
+ - | | |TE up UP Lºuiſ S \ | =|\}|
~|~ Pºº. § º O - Y § º, §Y sº
- co - w
–––1––– -— º ºnacº • | • L — |\ | LY -
-— - - - ---------- | - - --- ſ—--5#.
---- - -j- +++--→--— ––––. Boiler Roorn Boiſ ºr R - E! / \| - -
_T Shafiºs shot Space Under ––––– #######, - + O I o orn T T § ey H — o W
- # ha. Una ºt. º' ºrgh,Waferrankind. Aſ |\ºši; J. Fº Roorn. \ -- Z Hold No. 5 • Hold No.4 |- Hela. No.3 o Held No. 2 ºb Hold No.T.s. Ford Pear
AP - Q55 T5'2" ºr "Tº - fºº" 'AA' +---H+++++++++ - "gº -H-i-º-º-º-º-º-º: T —i ---4–4– +----- +- +-H-4+ +-à-Hº-Hº-H+-1–3–4–33–4 r - t E. º +R
* * 55 * *- : **** 5. *Hºº \ *ā-lº. # * | *āola”36 | 55 34 33 f 3 30 22 2s 27 & 25 23: 35-33-#T35 ſº *Tº sº-Is-H-A-B-A as 7 Te º ºf 3 z ++
ºl. He sº sº…tº "Hº Hº ; ; a | * - #2" | | | –-T
I =-lºs =-|--|-- CŞs –––. ----- +" TI- l— Sº | § c3|\/ - ~
`-- --- `ss -- s >T 5. o '5 | §: –––º -
`-- | Fras HSWałzr Tank 3. |: § c - - HOLD
*R; ox
s
>
*-- U º | t- i-
`-- sº `-- | º TºTUE Up Tºmſ Wolſ->
Q II-. - T
T- - ~ |U} | FU aſ Oiſ Fuz | Oil |
T-- - -
PROFILE, PLATFORM DECK AND HOLD PLANS
13,000.TON D.W. COMBINED PASSENGER AND FREIGHTER
Builders, Bethlehem Shipbuilding Corp.
New York Shipbuilding Corp.


















PLATE V
K - –G/ass Wºmaows-
-——
/-25+0" Z/Ye Aoo/*
Aown
| /-26' 0"
G Z/fe &oo/
——
TOP OF HOUSE
–3rd *T-
-
~
- 2:...F
!/EI-
Mess
Joace
50T
%2f-h
Wºof frºm/ex)
49,
E.
Z
&#ffs
46
2
77-vºked
2
-
º
Aſa/c/?
8
3rd £ng
Aſſay/,
L:
Žižj
[X][X]
07F- --
Angº
2
%;" |
XX.
A/7
D///ng Ja/oon
Jhoo
3
Jºſew$
77 unked
Uſ/ee/ Bu/ ºº
~ - ee/ Bu/wa/TA: - ec//on --- - 2/5:/)*// *A-- / > -
/ 2-2.640"/ffe 2-2640"Z/2 2-2640"/ffe &ozºs 240"Moror//#2 /8:0"Work
& 7N-
- ~S
= - (/o->{{ /3+ class *…* o ~ (/o–3ſ - An— §
Me/73 > ſo- --- | - T] §
O <! ºt. —ſº /sf C/ass * %| # /sf C/ass &cass j : | *% #|ſº ||
< /5% Cass Anfrance 3 Véranda Zo8&y Sa/oon Zlº" 3
o Caºzo - -------- 77 unk Aºm f 27,
3 §| NA27ch /sf C/ass (/o- - l -
S Sº * * § º - Å Mac/? | J Ao//er | Aſofch 2 Nº, $ Mach. Ao//er Aobéy Aorfaş/e
.S. 'S ‘S - - - - -
—l-s—=1-->4 Lö Ś - LZ |- | //all --~~~~ - NZ A%2/ l __s_ -
: AT45T,33, T35, 837 T36 [35 24 3 An H. &#5-75– -zās Zī 2 25---24 23 22, 7||MoºH 19 |8& º
§ § - \ 3.S. A27ch 32 5| Aſarch %90%/ºo: || 2 [3 "4/o º A/27ch
w) v) - - - - |–17 5afh. --~
\{ N N Nºw ! 77/7A Aºm/ o --- -
o /gºo…soºoº) § smoke Room |* P. # a/ //a// J/?? | Aeo/ | %g ZºZº. -
+0"x 504-0 A Joc/a/ //a <! Aºz, Aºaz 7ea A'oom %. Sfafe
anfo/ &/o-ºº: | Office || Am
- Oown 4% ºf o AM7–s An
/37° C/ass Aromenace -
K: - G/ass windows — —- 2-25'0"Z/fe Æoaf's ***** BRIDGE $2.260/260a;s % % º /8'0"Work
- /re A500
3rd Cass Aeck Space. --> Aoſaſed ward, ſº - - ——/F/s/ Cass - - DECK BOAT DECK
Crew: VTwclºoctor; -L : T-
< Crews ! : / *::::: 2 2 || 3 || 3 || 3 || 3 || 3 || 3 || 3 || 3 || 3 3.
Op-El. ſºl” wº J. &7 J. & 7 zºº
#4. Al 4. 4.3% 2/6] [NT ‘RT; A Ch/ef Sfe wara &
O ~ U-Bºhs. S&77 Aſ3a// A | AJ3a/h Žaſh Chief Ayrsers & WC
ºr, ſe: o O
C § g|Nørgo Cargo 77///ec/ /sf C/ass I - - - Z) Şenºlſ|\Cargo § |\Cargo Carao ; §
argo/ s § a/yo/ . Men:||NMach. Æo//e/r 7/7ke Vº 74 § § */ || §|NCargo
§ -. § 70//ef. - /) * Iſs S
- tº-1 -- - --- w/-/. / Ø. BO'0"— - l - +: 1 4 + -——l-S /7 --- wº- ºr - mala- --- / * AT- ºl. S wºn / Ot-
Fºº-ººººoº-Hº-HI-à-3-3 §§35, J24s 3 5-gº-g-#Hºme:H-4-#######9% ooº-º-º-ººoo; Tºº-º-º-º:
48 Q) 4| §§ Aſafc/, N ty S v) *- %2fe/
//arch ow t Alofc/ §§ſ A/27/ch a/c Żarch A N S$ § A/7/c/ \{ §
- N | Z/7.7/c/, //arch C A | - - (/ A/32/3 Acºch N |^ “O ///a/ch É
A)/ L/men ſo'. %ce S o *3 O
- o Q_4//spensary- Æð/// Y7 Æaf/, VTV-14.7, W V ºft ſh N
wº ARY A/rger
6 Al 5 - N14 A|N A|A
**E 3 Passenger S8, 7. SS & 7ſ & 7 ºff!' :-(/
Hospifa/. 3 || 3 || 3 || 3 || 3 || 3 || 3 || 3 || 3 || 3 || 3 || 3 || 3 || 3 || 3 || 3 §-Jo
wº Wºrd T
Open Far/ >
-—/sf C/ass - - afer 779%f D/r
3 | 3 ºr * T-
CEJ A WC. /sy Cass Ga/ey /sf Cass Panfºy ! ! T-.
/sf C/ass T- .
<-HA)own
HOUSE TOP
-- A - § /sf C/ass 'ſs/ C/ass
SHADE DECK "A ºfesſavaaſ AP2S7auran?
Boat Deck;3. * I { -
§ § /s+ C/ass Smoke Room.
Bridge Dec co 3. - l
| -
§ /st º
"A" Deck
SHELTER DECK"B"
Cadets & +#### 40"A/nged
Éſº *:::::::::: Éooms ſo be — — A7P's? C/ass. - - – " T
- TS *7xed S/de Lights in Way of 4ccomodation. —-
- aeſahfs - _-T - .3 3 || A O | Are - #% 4. 4. 4 4. H
Fixed Side/9 —- § Aſ/ou/r O//ers | Mess mens|C//ers Messmen sº Jºſew; A$few3.5few& A5ſew3. Ga/ſey A0 T-
_-_P § Mear Cargo Alaundry %. Bakery //ess 4. - Jyores Crew
do/77 - - 2 || 4 Mess
Caroo Carao S (Oilers Wash & WC Aremans Wash & WC, Jºen. - - ~ Hº:
Bown fo sº 7 3. § Ny N- ^ YTV, TVXT-VTV; //e/77a/75 33 5few:15few$ § 2 § Mess
- º
&ngine - E-53 CSEQ s ( Woers º Woers!//emen/?remenſ/emen - § Jea-
5. §| NCaryo I Ao//er Bo// - ‘S’ 7/nked
>S -- Mach O//e o//e/r
º T i º &. % § #. o 7&nked i.
–– - H l *— 4%az—ll s-s l £ºgº - - asſº & Eğ,
*N + , ; /* 45 # A £TATHETX ºf Lºš Tāſº gº. 3 9 73 27 N25 25374:3; 22NT:
N (a7somofoºl SS :S ASXS. T. F. Sº º
%ft).|5: ”|$$ //ză §§ E&# //aſch N | UAE
^ Žof ºvºked N //7/c/? Q 2A] ſºof /7afc/? Aya/c/? > ſ)
DSE, # 2, 24.25%, $ ºf z. 2 3 4. 2 3 ooks & 5few:
A ii = #: Amfry º 9.0% ºw/gºžo's WC.
So § - *śl men as Amén ſº VTV
ace J. (7C -
yoace Meaf.5//ps Comsomofon § ||//s/ |*/3|Wºgg PTZTL - 4 2 || 4 2
Cass T- *- ab/es 4. vTy—Sſewards
-- -T-I § || Co4"|| 5/#/age Aaſe-I - 4 || 3 Chef TChief V 4.
I l & Il-Il- ſmºs!Cooks |3akers Mess ºr lºft | 4 4. 4.
\&Por; Moor-4-0"A/ºgea
UPPER DECK “C”
GENERAL ARRANGEMENT OF DECKS
3–4–00wn
FLYING BRIDGE
SECTION THRU PUBLIC ROOMS
Dinnensions :-
Aength 24
&rea///, /M/a/
40e2/h Shade //r
Passenger List-
/sf Class
3rd/C/ass
7ofa/
Ma/a's
70 fa/
Crew List:-
Spare Aroom
Deck Qepf
#79 Ceof
5fewara's /Jeaf
767.7/
7ofa/
Boaf Dk ſ/2 – 26–0"//fe Boaf's
2–24'-0"Mofor 1/fe
/Wofe:-
535–0."
72.0"
50'-0"
253
300
553
4
557
/
33
46
//7
/97
754
30 Azss. AEach 600
oafs (3)35 Pass Each 70
Aff Dk house-2-2640"//fe Boars 6) 50 *ss; /00
ofa 770
Doors shown ºn Bha's Wo's 20 24 28 52,363.54 above"C"Ok
% be 26.66"/o-3/a/ng. W7 boors, and zoº’e ocerafed
77-or” "A "Deck
Žºors shown in Bha's 46's /2/6, 20 28, 32,3640444 above 3"/2%
zo be 26%. 60"//nge
a W. 7. Doors
13,000.TON D.W. COMBINED PASSENGER AND FREIGHTER
Builders, Bethlehem Shipbuilding Corp.
New York Shipbuilding Corp.






















































































































































PLATE VI
MIDSHIP SECTION
Dimansions.
Length from A^re Sag of Srem ſo
Affér Siaz of Rwader Post. %3.
Lzngfh Qver A// 333.3
Bø am Mo/a2a. 4. 3.
#%, cº º
o Marn - C-
depth Mode /o Sa/oon Occk. 23:2.
Oraff Zoadca Wafer Zinc. /7;9.
Dead /ºise. -2'-0
zºº”
3-X-
-º-º-/0+
N. /0 %"- WGA)eck
- & -
—º }% #6 (anvas r
W
wv-7/ - -
- # zºº. . . \4x24 Apovºzy's
------ 6'-3%"|-H----->: 24,243.3/* \; N /0+
jº ſ 4%',7%."
: rassageway | State Room 6% ºx/%"
:----3-3%--> | || || || ra. 2/-,
| - - %2%
#–7/2+ - ſº #-r
:---------8'-7%"----- .
# /%"ſ& Deck
A , *6 (an, as º -
N24x24 ºx3.7+ \-4%%234"Abouf 23*: º tº
º O#
Pantry Nº. 4% ºx/%”
1– | 9,1%
32.2%."
- #~.
S.
§
§ º
k-------- 1 - \ll---|--||9%
|- sº- 5#.
------------- H---8-6---------->-
2–/0*Pate
º
A /9*fo/5#.
* /aeble Rivered
- Buff Straps
|N 34"/7/yefs
/5, /8"x/5*
Cargo
|\
| || Air Porf
---------- # 8 || J/ºr ro /5°
- Wreb/e AP/yefea'
| Avff /aps
34"/?/yefs
---a ºl.3-Lºzºzsºs Sheer Sfrake
4,3,33, rºtº---- |-º"
20+ | || 1ſº Treble ſºvered.
- – \ M N XT!º Buff 420s 76%reſs
Main Deck Beams in Boer 3: w : : S-5'x3x/3*_
6%.3%",3%"º/*Channe/44"Centers \;
. . Y
:
} || Tö 22% wro/64
--------- H-----/-62'--------------- ; || 7-eb/e AE/veted
: | | Av/74aps 76"/ºvers
s 4'x4'x/3* :
S º |
s :-39**ſ : s
- T- § -------TT S
º "ſº lis *-
| on ..., zºº’." |& A zozzo/7/2” $
9:30 ºanne 4'x4'x/3 # NH -- Treble ƺwered Š
|| || 8,234,234,374 8.77 Aaps S
/9776/7+ º /5+ / 24/3',5' ; %-Fre's S
- º º 3%"//ange Marg/7 : ... --
- I - l No /* /…” º: A/afe A/ £27**o 22%+ S
| --- s 3. º X 72 Z#/o/5* 3"x. *x83° º / Wreb/e AP/ve/ed §
- > - - A/ Av/7/20s-7%%reſs S
| 34%95%
! -- *x Yºº Myrt
------------ Ajºſo/ º / 5 ºr 5% ºr//
- ===# = * -º-> –/0"x72"Pafe |
4'x4'x33* || 3'x3'ºZZ” 3'x3'x22* -> /35.40"/
*! i-N 2/3/2” ~~ 5-0.4077
§ &2): P 3. 3//ge Æee/ :
- %3"x7 -
| | ! —ll-a- A-27#yo 22%+
5. ×4×44, == H \ ^20-fo/7%. 77 eble Rivered
3-Hº Tº \A-AOżfo/7%* Zeolºgica Autzaas &#42; Zººxeſ, Y
^ A-Z077.0/5777-25/e/ºvered 77-ep/e A*/ve/ed 5077 34 "A"/ye7s
A/?? /aps 34"/?/ye7s Aaps 34*Rºvers .
-----------------------------Aea/7//ou/aea 47-0"-----------------------------------------
COMBINED PASSENGER AND FREIGHTER, “NORTHLAND”
Builders, Bethlehem Shipbuilding Corp.































































373
MIDSHIP SECTION
(a/7/23
|- -
- - - - - - - - - - -- /70% º
s -
it a *-i----- *
; : zº
! … º
|
ſº Aleck
lº
–––67%---š + 30%"|->
- |
| t
| …i º
i *6 (.77%.7: # Hurricane Deck Nº. {
º-tº ----- - - t # | -
|
== ;
º s'
-2',3'--> §
, - §
sº N-
! -69%--S'----- ><------6:9"--------> X-F
f -- S. |
- |
º 340%" -->
Promenade Deck 2
*6% -4-ºxº -
==------
--- 2.
57.7/7chon; 4"x/58"× 5.25° #- - 4,266% 75*F5eam F.
8'0"Centers F. 3.04-
| Dining Saloon §
32/20/70k Sfr/nzer || || | S
45, 75,36,3: - |
32", 3%'.85 ==| -
/Jeck 4'x3''}/ºne -
§ { 72 A/afe
N. N. /2"x/7+ f2/5:
Y__ -L ſº-ºr-º-º-º-º-º-º-ººººººº-º-º-º-º-º-º-º: --------→------ T
lººr---" " -----___------ --- - - -
W wº... a co-wº N wº `--A-, # |
| 6′3%. , 6-1 [. %2% of Sºringer wºrs/ 6'x3%",3%%/#/. £" (/a/7/76/9
K || 48"Ce/7fer; |
Mºg 5.Žſº
º ºr 52"x3% X/34– K–5” I-8eam -/4 34*
Carºo 3ºzen-º. | | || C Deck 840"Cenyers io
6'x2/?"}^ sº i. /3" argo vec §
22%22% 54– || ".
4000 b/e
º wº + 3',5'x 72: // -- -
*—s| 3%"x3/2"x72: Aleck 4'x3"YA/7e Como/e/e Sfee//eck
* || 22% (/? / /5*72 /3 + 2*A723
9%. 34' /6 %25+7238" x /6+ ---
|-> -
X-Rº. S/2//eck 5earns T-7"Channe//44*
H ºf
| Cargo 3a//en 48"Ce/7/ers -3"-Z &ear” 23# 72 M8+
6x2"Y2 Cargo | 840"Cerfers
Webs
§ 44%.4% 6 || 2–2 ſame Spaces
§ *** - 5 | <-------- -
S iſ -
2. § || || - Jeck 4'x3'-YA/7e
“”º Lº / ºgº /.
| FE.2 39% A* ſo 30'x/64 y Lower Deck
+-fºº
$, $ ºz º.…. it
tº *—/5, /3', /5: \ - -
S F ºf Aowerſ)& Aea/775 wº
is s|| | 3% ºf ſº-cameº -
º L-argo 5affen 6'x2"YP 48"Ce/7fers | ||
| Y-
K º Cargo -
§ º A332, /74-5 ery -
s E º, 32 frame ºn Ce/ng ºn Zººk 2%"7/ºck #%.2%
s' -- fºg/ne Joac£)./2” }A^e Áng/ne 4 &/ºr 32ace/?fºr
> ` is *"/ Zaza.” &#ens ///ey/h/5%/2%zaffa's
T A ====<!-rzErrºrszºs;zºzzis
3/2"A/ ºf ſiz. ºf ºf:
%"A. | S ----4-04---->|</3+/o/5+
| Slſº tºº. Hº C
- *H- — ſºft'ſ
| | | * * * *-º-º-º:
*——y y ~/34- c_4%"> *
- B -
Mee/Aaſex36%30%35*a*42.3%
7~eb/e fivefea'5uff Sºrø5-/"ºweſs
---------------------- Æea/77 /ou//7°2'47'0"
COMBINED PASSENGER AND FREIGHTER “NORTHLAND”
Builders, Bethlehem Shipbuilding Corp.












































374
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+------1 :
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|24 126 128 130 |32 |34 |36
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----
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----
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|--|--|
|4 ||6 ||8 |z0 If?
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100 Tóz 104 IOS 108 IO II?
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86 90 92 S4 96 98
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65-70-72-774-76
|
64 66
+-------------------------
I
—
T13 207 22 24 26 26 30 32 34 36 38 40 42 44 46 43 50 B2 54 56 58 60 67
F------------
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|
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- - - - - - - - -|-----
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||
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| |
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- - - - - - - - --ı
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===<！--~~~~\~
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===№rſ=====ſuſ
PROFILE OF COMBINED PASSENGER AND FREIGHTER “NORTHLAND”
Principal Dimensions
Length over all . . . . . . . . . . . . . . . . . . .
Builders, Bethlehem Shipbuilding Corp.
- - - - - - -
- - - - - - - - - - - ~ ~
Depth molded to Saloon beck... . . . . . . . . . .
Draft loaded Water Line . . . . . . . . . . . . . . . . . . . . . . . . . . .
Beam molded . - - - - - - - - - - - - - - - - - - -
Beam over Fender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Depth molded to Main Deck. .
iºnºfi B. P. ..................... . . . . . . . . . . . . . . . . .
-
-
Dead Rise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PLATE WII
| ---
Wirzſzss
T2/29
Office
2 Meža//fc APafºs
ſ /6-5'x640'x22'Cy/inders
Pilot House
HEEEEEEE an is ºlº tººliºl
-- !--~~~ U-
Ž2%gſ - EEEE LDDITITITTI
Bed 24'x30"Opening 2, 2 n. 2, ºn |--
---------- c | /4-0"x 64/ 6–0"X4-0" |
Smokin - 1-0"Ap |
£3.9 || HHS2Ptain | [] [I] [] [] []
--/3–64––
2 Møfø///c APafºs
~~~~
~~~~
--
---
TO P OF HO USE
HURRICAN E DECK
22 of S/2/7ch/o/7
Jo/2 /22/2 ca// 7'o
C/2ar Davy Sockef
- ora Sfaz of Bha' on #/50
+===
350 || 352
s—
-
\
- \ 4–8" S
§
C
*—s
ghfa Air
3+8%"S+zward ghf.º.Air fo Gaſſey
ng G2ar Trunk
—//-//%". i2S
Well
OZ’’
Capsfan
Stack
Casing
Endino, C
S+ack
Casing
-
|
|
|
-
^-254.0"A’
| Gent
Z/9%f 3Airfo
--
aggage Master
&
^-
"Szºee/
A’zam.
|50
//-5"AP
|40
74// Aaneſ/ea &arooms fo have covered Washboweſs
PRO MENADE DECK
C
O
*:::::) Sf22/ 82am
A/)
Aorºž S/ae of Æhaſ on #/50
-/S
Z”
Galley.
a/77
Main Lobby
- $244.2246& ſº
2182-'8'2222 226× 7230 L 1– *
=HNSF: …” ~12–
2 G|V|D 2 G|D 2 2 º
C • 2 Q >2< || 2: > 2 - Rovnfan Light & Air /277A/ * | ź. /210'x3'-0"
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- GENERAL ARRANGEMENT PLAN
COMBINED PASSENGER AND FREIGHTER “NORTHLAND”
Builders, Bethlehem Shipbuilding Corp.











































































































































































































































































































PLATE VIII
TYPICAL FRAMING, FORWARD
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SECTION AT FR. NO. 43
LOOKING FORD
14,243-TON D. W. FREIGHTER
Builders, Bethlehem Shipbuilding Corp.






375
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SECTION THRU BOILER ROOM
LOOKING FOR'D
14,243.TON D. W. FREIGHTER
Builders, Bethlehem Shipbuilding Corp.























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5'x5'x'' 50 SECTION THRU ENGINE ROOM
LOOKING AFT
14,243.TON D. W. FREIGHTER
Builders, Bethlehem Shipbuilding Corp.



















377
SECTION THRU FOR*D HOLD
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SECTION FOR*D HOLD
LOOKING FOR"D.
- 14,243.TON D. W. FREIGHTER
Builders, Bethlehem Shipbuilding Corp.





























378
SECTION THRU AFTER HOLD
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SHAFTTUNNEL
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W. B TANK 34/7
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DETAll OF SOLID FLOOR
|N AFT HOLD
14,243.TON D. W. FREIGHTER
Builders, Bethlehem Shipbuilding Corp.






























379
PROFILE AND DECK PLANS
14,243-TON D. W. FREIGHTER
For Arrangement Plan
See Plate IX opposite Page 380
CHARACTERISTICS BRIDGE DECK–Continued
Length Overall . . . . . . . . . . . . . . . . . . . . . . . . . . 527'-6" 12 Linen Locker 16 Third Asst. Engineer
Breadth Molded . . . . . . . . . . . . . . . . . . . . . . . . . 68'-0" 13 Jun. Third Asst. Engi- 17 Officer's Bath
Depth Molded . . . . . . . . . . . . . . . . . . . . . . . . . . . 40'-0" Ileer 18 Second Asst. Engineer
Draft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28'-0" 14 Jun. Third Asst. Engi- 19 First Asst. Engineer
Displacement in Tons . . . . . . . . . . . . . . . . . . 20313 In eer 20 Radio Room
Block Coefficient . . . . . . . . . . . . . . . . . . . . . . . . 0.728 15 Jun. Third Asst. Engi- 21 Battery Room
Speed in Knots About . . . . . . . . . . . . . . . . . . . 13.5 Ileer 22 Hospital
I. H. P. About . . . . . . . . . . . . . . . . . . . . . . . . . . . 5000
Water Tube Boilers . . . . . . . . . . . . . . . . . . . . 4 SHELTER DECK AMIDSHIPS
Total Heating Surface in Sq. Ft. . . . . . . . . . 14000 &
1 Refrigerator 12 Galley
2 Chill Room 13 Three Q’Masters
NAVIGATING BRIDGE 3 Butcher Shop 14 Bos’n & Carpenter
1 Owner's Saloon 5 Captain's Office 4 Steward's Bath 15 Four Apprentices
2 Owner's State Room 6 Captain's Bath 5 Four Boys 16 Petty Officer's Bath
3 Owner's Bath 7 Captain's Stateroom 6 Two Cooks 17 Three Water Tenders
4 Chart Room 7 Bakery 18 Three Oilers—One
8 Steward Storekeeper
BRIDGE DECK 9 Linen Locker 19 Engineer's Stores
re 10 Steward's Stores 20 Crews’ Mess
1 Chief Engineer's Office 6 Two Radio Operators 11 Petty Officer's Mess
2 Chief Engineer's State- 7 Saloon
room 8 Pantry SHELTER DECK AFT
3 Chief Engineer’s Bath 9 Officer's Mess
4 Chief Officer 10 Third Officer 21 Two Firemen 23 Seamen's Toilet
5 IPilot 11 Second Officer 22 Two Seamen 24 Firemens’ Toilet
TANK CAPACITIES
Salt Water Fuel Oil
Tons Tons
Fuel Oil Tank, Frames 15-26 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205.20
Fore Peak Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186.9 163.50
After Peak Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 407.7 356.75
Tank No. 1 Between Frames 146-130 C. L. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74.2 64.93
Tank No. 2 Between Frames 130-113 P & S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208.4 $82.44
Tank No. 3 Between Frames 113-85 P & S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 620.0 542.60
Tank No. 4 Between Frames 85-71 P & S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354.6 3.10.00
Tank No. 5 Between Frames 71–43 P & S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 439.4 384.44
Tank No. 6 Between Frames 41-26 P & S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143.0 126.82
Fuel Oil Settling Tank 2nd Dk. P & S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214.32
WATER BALLAST
Salt Water
Tons
Side Ballast Frames 72-42 P & S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 575.6
Water Ballast Frames 74-71 P & S 2nd Dk. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180.6
FRESH WATER
Fresh Water
Tons
Boiler Feed Frames 85-80 S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146.5
Boiler Feed Frames 85-81 P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117.2
Fresh Water Frames 80-78 S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87.8
Fresh Water Frames 81-78 P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58.6
CUBIC CAPACITIES
Grain Cargo Bale Cargo
Cu. Ft. Cu. I’t.
Cargo Hold No. 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * * * * * * g = a 193800 161906
Cargo Hold No. 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250680 220409
. Cargo Hold No. 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229580 203735
Cargo Hold No. 4. . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * * g g tº a s a 191800 164950
/* 2 P3P 4 cºlos
Tºr- == KIZAC-JE-
S. C-1}^ 33. Principal Dimensions
KLT JKSUV H º Length B. P. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 496' 0"
VO WOME Beam Molded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68–0"
Depth Molded to Shelter Deck at Sides. . . . . . 40’—0"
Draft L. W. L. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28'-8"
- Vſ-
Nºiſ-Jºz THEVTy - F.
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BRIDGE DECK
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7.
PROFILE AND DECK PLAN, 14,243-TON D. W. FREIGHTER
- Builders, Bethlehem Shipbuilding Corp.



























































PLATE IX
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28°/or £4/ 40%20ºz/A24 Božom Pafng 27%rž44% ºf 2/4” 422/.464274,7,72, ------3040”
3&42% AE/z &// Zazas-/.4% %2% 94%.” /122/-48%.375*7//zoº/ . 0*//20/72.7 /// Arzzzº –––––––––––----------------- ->
Avoch fºr%"&/ºzz % ãºvº A/ºſed 50///a25-3% Sºng/e &//ºzos 476*
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TV. T T - -------- Zength 0/er A/I------ 600'-0"
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INTERMEDIATE TANK TOP STIFFENER
12,300.NET TONS D. W. LAKE BULK FREIGHTER
Great Lakes Engineering Works, Detroit, Mich.

























































%
OUTBOARD PROFILE AND SPAR DECK PLAN AFT
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OUTEOARD PROFILE
12,300.NET TONS D. W. LAKE BULK FREIGHTER
Great Lakes Engineering Works, Detroit, Mich.
See Opposite Page









































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OUTEOARD PROF LE
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SPAR DECK
L. O. A. . . . . . . . . . . . . . . . . . . . . . . . . . . . 600'—0" OUTBOARD PROFILE AND SPAR DECK
L. B. P. . . . . . . . . . . . . . . . . . . . . . . . . . . . sº-º: 12,120-NET TONS D. W. LAKE BULK FREIGHTER “HORACE S. WILKINSON”
Hº ºf ºr The Toledo Shipbuilding Co., Toledo, Ohio
Depth, M'l'd . . . . . . . . . . . . . . . . . . . . . . . 32"–0"
PLATE X






















































































-
OUTBOARD PROFILE AND SPAR DECK FORWARD
;
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Principal Dimensions
Length Over All . . . . . . . . . . . . . . . . . . 600'—0"
Length on Keel ... . . . . . . . . . . . . . . . . 580'—0"
Breadth Moulded . . . . . . . . . . . . . . . . . . 60'—0"
Depth Moulded . . . . . . . . . . . . . . . . . . . 32"–0"
SPAR DECK
OUT BOARD PRO FILE
12,300-NET TONS D. W. LAKE BULK FREIGHTER
Great Lakes Engineering Works, Detroit, Mich.
See Opposite Page










383
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Steering Gear Dk TWTKºrker gº º A. *"Main Deck Sºringer Pate $
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12,300-NET TONS D. W. LAKE BULK FREIGHTER
Great Lakes Engineering Works, Detroit, Mich.
See Oww.osite Wage
- - – /0":34"x27.2° Stroght Channeſ Floors wifh Bºlge Brockets --- - - -


































%
INBOARD PROFILE AND INNER BOTTOM PLATING. FOR’D
-
Principal Dimensions
Length Over All . . . . . . . . . . . . . . . 600'-0" >
Length on Keel . . . . . . . . . . . . . . . . 580'—0" w- §
Breadth Molded. . . . . . . . . . . . . . . . . 60'—0" –a–ſº
* (*) ºr ------- "T" —--
Depth Molded. . . . . . . . . . . . . . . . . . 32"–0 v-ſt/e/eck _/Cºmber Sam 2: Sºa. 2% I º
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TANK TOP PLATING
12,300-NET TONS D. W. LAKE BULK FREIGHTER
Great Lakes Engineering Works, Detroit, Mich.
See Opposite Page



































385
SCOTCH BOILER
" Ratio.
For Boiler Construction
See Opposite Page
Item
Shell plates. 627 20 × 1.17 1875 × 1.2
6 × 81
175 × 17.5°
Heads in steam space.
• * * * * * * * * * * * * * * is iſ tº # * * *
Girders. 8.25 × 8.75” x 1.5
(30.21875–7)s× 2.6
120 × 10.5:
Top of combustion chamber.
a s = a s e = a + p e a s = º is a m = ± a sº
Sides and back of combustion 120 × 92
chamber. -
(4.1875 — 2.784).625 X 27000
31.219 × 4.1875
Tube plate.
Main stays. 5.93-X 9000
16 × 17 ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' ' '
Screw stays in sides and 1.024 × 9000
ack of combustion cham- --------- " . . . . . . . . . . . . . . . . . . . . .
ber. 6.5°
Screw stays in top of com- 1.26 × 9000
bustion chamber. T------ . . . . . . . . . . . . . . . . . . . . .
7 × 8
Screw stays in back at ver- 1.52 × 9000
ticle edge of combustion TTT ~ T ~ * * * * * * * * * * * * * * * * * * * * *
chamber. (13 + 6.5) *
————) X 6.5
( 2 )
Screw stays in back at top 1.5.2 × 9000
of combustion chamber. ––––– . . . . . . . . . . . . . . . . . . . . .
(12.5 + 6.5)
(~—————) 6.5
( 2 )
Screw stays in corners of 2.06 × 9000
combustion chamber. TTTTTTTT . . . . . . . . . . . . . * * * * * * * * *
e (13 + 6.5) 2
( 2 )
Front head between nests of
tubes.
Tear head between combus-
tion chamber.
Stress per square inch in
stay tubes in field.
Stress per square inch in
stay tubes between nests.
Rounded bottom of combus- 900 × 92
tion chamber. are -------- - -
7.25 × 54.875
Thickness of
strap.
inner butt
Percentage Strength of Joints
(8.5 — 1.3 l 24) 100
Plate: —- -—- ––––. = 84.6%
(4 × 1.353 × 1.75 + 1.353) 85
Rivets: —— = 92.4%
8.5 × 1.17 1875
Plate and rivets combined:
100 (8.5 – 2 X 1.3125) 1.353 X 85
8.5 8.5 × 1.17187
Draft area through tubes: 12.45 square feet.
45.75
I) raft area 12.45
Butt straps to be welded on ends to prevent leakage.
= 80.7%
Grate Surface
- 3.67
U. S. Gov't Rules
* * * * * * * * * * * *
9 & 4 s º is º e º e º e
g º m e º e º s e s is & © 3 & 4 º' s a º º º is us s
* * * * * * * * * * * * * * * * * * * * *
Lloyd's Register
Grate surface
Pressure. P
21.25 (18.75 — 2) 84.6 ressure.
* G - G - tº = 182 ſt - . . . . . . . . . . . . . . . . . . . = 18
162 6 it
175 X 17.5°
e - º e ∈ tº = 1.85: - - • . . . . . . . . . . . . . . . . . . . . . . . . . . = 19
174 –– 162 7:#
– ,-
# 10660 × 8.75° X 1.5
* * * * g. g. – 188 ---------------— . . . . . . . . . . . . . . . . . . . – 222
(30 — 7) 8 × 30 #
100 × 10.52
. . . . . . = 207 it TTTT • - - - - - - - - - - - - - - - . . . . . . . . . . . . = 1.97
22 + 72 #
2
# 100 × 92
ºr e º 'º tº a – 230 Tº . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . = 194
6. 5* ft
# 1750 (4.1875 — 2.784) 10
tº ºr e º sº e = 181 --------——--—-- . . . . . . . . . . . . . . . . . — 196
30 × 4, 1875 #
5.93 × 10.400
tº a s a gº ºr = 196+ T.T. . . . . . . . . . . . . . . . . . . . . . . . . . = 227 ſt
16 × 17
# 1.024 X 8000
e ſº a ºn tº º – 218 TTTTT . . . . . . . . . . . . . . . . . . . . . . . . . . = 1
6.52 94:#
# 1.26 × 8000
tº e º º ſº G – 202 TTTTTTTT . . . . . . . . . . . . . . . . . . . . . . . . . . = 1.80
7 × 8 #
. . . . . . = 216# 1.52 × 8000
TTT . . . . . . . . . . . . . . . . . . . . . . . . . . . - 192
(13+ 6.5) #
(
221 ft 1.52 X 8000
gº g g g g is - 221 TT . . . . . . . . . . . . . . . . . . . . . . . . . . . = 197
(12.5 + 6.5) #
( —--——— ) × 6.5
( 2 ) Q
- 2.06 × 9000
m e º ſº tº gº = 195 it T-TT- . . . . . . . . . . . . . . . . . . . . . . . . . . . = 200 it
(13 + 6.3) {12.5 -- 6.5)
-*-*- - - mºme —— )
( 2 ) ( 2 )
140 (12 + 8)?
2
-*-*m-. TTT * * * * * * * * * * * - - - - - - - - - - - - - - - – 196
13.52 #
100 (10 +. 8):
2
TTTTTT • - - - - - - - - - . . . . . . . . . . . . . . . . - 186
13° -i- 6.5° #
2
(8 × 8.375 —7.068 × 4) 180
tº dº ſº dº e e g º gº e s sº = 5865:
1. 1888
(8 × 10.9375 — 7.0686 × 3) 180
ge e º e ∈ E → * ~ * = 7470+
1.5975
* : * & Cº. tº tº gº - 183
3 × 1.17 1875 (8.5 — 1.3125)
tº e º ſº gº tº se e º gº e ºs = 1.08 ft
4 (8.5 — 2.625)
Data for One Boiler
Heating surface of tubes. . . . . . . . . . . . . . . . . . . . . . . . . . 1770 sq. ft.
IHeating surface of combustion chamber. . . . . . . . . . . . . . 204 sq. ft.
Heating surface of furnaces. . . . . . . . . . . . . . . . . . . . . . . . 113 sq. ft.
Total heating surface. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2135 sq. ft.
Grate surface—5'—6” grate bars. . . . . . . . . . . . . . . . . . 45.75
Heating surface
Ratio ––––––––– . . . . . . . . . . . . . . . . . . . . . . . . . . 46.7
386
SCOTCH BOILER
03eaſ ønſsođđO 33Sw IV 9NILHA18 HO TIV136
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Gumnae Aºſe 3%.3%, ’3/
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Buffs Double Strooped Treble Rive/edº Frefs. * x * 7 of Steering Shaft
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Hafehes fo/9* of £703. | ^ § Bottom face Angle 54:33, ſ//* H-y T & LIFT - s |
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gºes Aºched; sºo/ . gº; 4 forecashes frame;6%34.75% on A/frames Saeſºng/25 # -
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fºr ſeak º º , lº Other w/ Bhas-Fºres 5x5x87*Poſing/5%rlower#/o/” Lloyds Numerals.
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Buffs-lopped, Quao ºr 3"Aºrs %3%" º ż, , Foºrs in Aff Peak-6*Spaced 24" " . . . Mach Space/75’Spaced&
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key Fºxes/3rºaft 3734793? W 7 Divisions a ſank?ohore Stºener between 6/de"
12,120.NET TONS D. W. LAKE BULK FREIGHTER, “HORACE S. WILKINSON”
The Toledo Shipbuilding Co., Toledo, Ohio
























§
ARRANGEMENT OF MACHINERY AND PIPING
12.120-NET TONS D. W. LAKE BULK FREIGHTER, “HORACE S. WILKINSON”
For Arrangement Plan
See Plate XII opposite Page 392
LIST OF STEAM WALVES
Pc. No. of
No. Pes. Name
1 3 3" Globe fl'g'd ex. h’vy
2 1 3" Globe fl'g'd ex. h’vy
1 2%" Reduce fl'g'd ex.
h’vy
4 2 2%" Globe fl'g'd ex.
h’vy
5 1 3" Reduce fl'g'd ex. h’vy
6 2 3” Globe fl'g'd ex. h’vy
7 1 2" Reduce fl'g'd ex. h’vy
8 2 2" Globe fl'g'd ex. h’vy
9 1 3" Reduce fl'g'd ex. h’vy
10 2 3" Globe fl'g'd ex. h’vy
11 1 2" Reduce fl'g'd ex. h’vy
12 2 2" Globe fl'g'd ex. h’vy
13 2 2" Ang. Scr'd ex. h’vy
14 1 1%." Ang. scr'd ex. h’vy
15 2 2" Globe scr'd ex. h’vy
16 1 2" Globe scr'd ex. h’vy
17 1 1" Globe scr'd ex. h’vy
18 1 1%." Globe scr'd ex.
h’vy
19 1 1" Globe scr'd ex. h’vy
20 1 1" Globe scr'd ex. h’vy
21 1 1" Globe scr'd ex. h’vy
22 1 2%" Globe scr'd ex.
h’vy
23 1 1%." Globe scr'd ex.
h’vy
24 2 3" Globe fl'g'd ex. h’vy
25 2 1" Globe scr'd ex. h’vy
26 2 2%" Ang. fl’g’d ex. h’vy
27 1 1%." Globe scr'd ex.
h’vy
28 6 1%." Globe scr'd ex.
h’vy
29 1 1" Reduce scr'd ex. h’vy
30 2 1" Globe scr’d ex. h’vy
31 1 1" Reduce scr'd ex. h’vy
32 2 1" Globe scr'd ex. h’vy
33 5 2" Globe scr'd ex. h’vy
Mat’l
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
Brass
Brass
C.I.
C.I.
Brass
Brass
Brass
Brass
Brass
Brass
Brass
Brass
Brass
Brass
Brass
C.I.
Brass
C.I.
Brass
C.I.
Brass
Brass
Brass
Brass
Brass
Brass
Brass
LIST OF STEAM WALVES-Continued
Pe. No. of
Remarks No. Pcs. Name Mat’l Remarks
Aux. st. at boil- 34 7 2" Ang. Scr'd ex. h’vy Brass St. at deck win-
€ rS. ches.
H. P. line aft. 35 4 1%” Ang. Scr’d ex. h’vy Brass sº at hatch win-
CIT & S.
L. P. line to dy- 36 1 2" Globe scr'd ex. h’vy Brass St. at steer. eng.
namos, 37 3 4” Ang. fl'g'd ex. h’vy C.S. Safety valves, du-
L. P. line to dy- plex.
namos. 38 1 3" Globe fl'g'd ex. h’vy C.I. St. at windlass.
L. P. line for’d 39 2 1%." Globe scr'd ex. Brass St. at syphons.
to winches and h’vy
windlass. 40 3 5" Ang. fl'g'd ex. h’vy C.I. Main st. stop
L. P. line for’d valves.
to winches and 41 2 2%" Globe fl'g'd ex. h’vy C.I. St. to whistle
windlass. (in pipe line).
L. P. line to 42 1 3" Globe fl'g'd ex. h’vy C.I. Main st. to in-
steer. eng. jectors (main
L. P. line to line).
steer. eng. 43 1 2" Globe fl'g'd ex. h’vy Brass Main st. line to
L. P. line to bal- flue blowers.
last engines. 0 2 4" Globe fl'g'd ex. h’vy C.I. Port and starb’d.
L. P. line to bal- cut. . valves
last engines. &l 11 N. SIC3 II1.
L. P. line to bal-
last and sani- LIST OF EXHAUST VALVES
tary pumps and Pc. No. of
revers. eng. No. Pes. Name Mat’l Remarks
L. P. line to bal- 44 1 3" Gate fl'g'd st'd. . . . . C.I. Exh. from bal-
last and san. last pump.
pumps and re- 45 1 2" Gate scr'd st'd. . . . . Brass Exh. from fan
vers. eng. e11g.
St. at 15 K. W. 46 1 1%." Gate scr'd st'd... Brass Exh. from rever.
dynamos. eng.
St. at 7% K. W. 47 1 2%." Gate fl'g'd st'd. . . C.I. Exh. from steer.
dynamos. - eng.
St. at injectors. 48 1 3" Gate fig'd st'd..... C.I. Exh. from wind-
St. at fire pump. lass.
St. at mate's 49 2 2%" Ang. Scr’d st'd. . . C.I. Exh. from 15 K.
pump. W. dynamos.
St. at feed pump. 50 1 1%." Ang, scr'd st'd... Brass Exh. from 7%
K. W. dynamos.
St. at turning 51 1 2" Gate scr'd st'd. . . . . Brass Exh. from feed
eng. pump.
St. at revers. cng. 52 1 1%." Gate scr'd st'd. ... Brass Exh. from san.
Dunlp.
St. at san pump. 53 1 1%" Gate scr'd st'd. . . Brass Exh. from mates
St. at independ- Dump.
ent ballast Pump. 54 7 2%" Ang scr'd st'd... C.I. Exh. from deck
St. at fan eng. m winches.
55 4 2" Ang, scr'd st'd. . . . . Brass Exh. from hatch
St. at ballast winches.
engS. * 56 2 3%" Gate fi'g'd st'd. . . C.I. Exh. from bal-
St. to hose line. last engines.
St. to whistle. 57 1 6" Gate fl'g'd st'd. . . . . C.I. Exh. at heater
St. to fire exting. inlet.
line. 58 1 1%." Gate scr'd st'd. ... Brass Exh. from turn-
St. at fire exting. 1ng engine.
manifold. 59 1 3” Gate fl'g'd st'd. . . . . C.I. Exh. from fire
St. to heating pump.
line aft 100: to 60 1 5" fl'g'd st'd . . . . . . . . . . C.I. Back pres. valve,
10.: * - vertical.
St. to heating 61 1 3” Ang. fl'g'd st'd..... C.H. Exh. from for’d
line aft. line.
St. to heating 62. 1 2" Ang. Scr'd st'd. . . . . Brass H e a t er drain
line for’d 100: to (feed water).
10.1: w 63. 1 2" Ang. Scr'd st'd. . . . . Brass Water cat ch
St. to y heating drain overboard.
line for’d. 69 1 1%." Globe scr'd ex. h’vy Brass St. to stack blow-
St. to flue blow- er.
ers (smoke b>.) (Continued on Next Page)
390
*|ſº
.*-J.
..º-
-
ARRANGEMENT OF MACHINERY AND PIPING
PC. No. Pe. No.
No. Pes. Name: Mat’l Remarks No. Pcs. Name Mat’l Remarks
70 2 2" Gate scr'd. St'd. ... Brass Injector suction 110 1 2%" Globe fl'g'd ex. C.I. M. a n if old dis-
from sea. h’vy. ch a rg e over-
71 1 7" Ang, fig'd. St'd. . . . C.I. Ballast system board.
suct, from chan- 111 1 2" Gate scr'd, ex. h’vy. Brass M an if old dis-
nel plate. charge to con-
72 1 2%" Ang, scr'd. St’d. . C.I. San. pump suct. denser and cool-
IZ tº y gº 4.3 from sea. ing system.
73 1 2%" Ang: scr'd. St'd... C.I. San. pump suct. 113 3 2" Globe scr'd. ex: h’vy. Brass M a n if old dis-
i. aft peak charge to boil-
3.11K.
74 1 2%" Ang, scr'd St'd... C.I. Co o 1 er pump 114 1 2" Gate scr'd ex. h’vy. Brass Mººn if old dis-
is 24. An ºrd sea... cI dº charge to hose.
%2” Ang. Scr (1. tº a Q * -- a s: ‘...." º 115 2 2" Gate scr'd. ex: h’vy. Brass Inject or dis-
6 5 ...} y peak tank. ;sº to IT all 1–
” * * * * * *.pºp suct no 3 gate aga, es; hºw ci. i.i.d divid.
77 1 4” Ang fi'g'd. Std. ... C.I. Feed pump suct. ing valve.
g T1 g iºn *...* 117 1 2" Globe scr'd. ex. h’vy. Brass Cooler pump dis-
78 1 4" Ang, fl'g'd. St’d... C.I. Feed and cooler charge to cool-
pump Suct. at 111g System.
Stool. 118 3 1%." Thru fl'g’d. ex . . . . . Brass Surface blow off.
79 1 4” Ang, fl'g'd. St'd. ... C.I. Injectors—mates h’vy.
—fire pump suct. 119 3 2%" Thru fl'g'd, ex. C.I. Bottom blow off.
fy º at stool. h’vy.
80 l 4" Manifold . . . . . . . . . . ºp Suct. 120 1 2" Angle scr'd. ex. h’vy. Brass Boiler drain.
81 1 4" Manifold . . . . . . . . . . Fire pump suct 121 9 1%" Angle scr'd. med... Brass Hose line on deck.
from bilge. 122 1 3" Angle fl'g'd. ex. h’vy. C.I. Fire pump dis-
82 1 4" Manifold . . . . . . . . . . Fire pump suct. charge to ash
from hot well. gullS.
83 1 2%" Gate fl'g'd. St’d.. C.I. Sanitary ºn 2 123 2 2%" Thru fl'g'd. ex. C.I. Bottom discharge
Sll Ct. at Stool. h’vy. to ash guns —
84 1 2%" Check scr’d. St’d. . C.I. º: pump Suct. quick †ing
Py y 9 rom Jea. valves.
85 1 2%" Ang: scr'd. St’d. . C.I. * ºp ** 124 2 2" Thru fig'd, ex. h’vy. C.I. Top discharge to
Ff $ __y y * s e ſº g ] e
86 1 6" Ang. fl'g'd. St’d. ... C.I. Mºtion to º
87 1 6" Ang, fl'g'd st'd. ... C.I. Main injection 125 6 1%" Ang, scr'd. ex: h’vy. Brass Top and bottom
• In 116°CI1 O1]
from for’d. sea tºº.”
cock. w
88 1 4" Check fl'g'd. St'd. . . . C.I. Independent bal- 126 3 2" . . . . . . . . . . . . . . . . . . . . Main feed at boil-
last pump suct. CerS.
from bilge — 127 3 2" . . . . . . . . . . . . . . . . . . . . Aux, feed at boil-
S crew do w n erS.
check. 128 1 2" Gate scr’d. st'd. . . . . Brass Boiler blow dº."
- (overboard dis-
Pc. N LIST OF DISCHARGE WALVES charge).
C. N. O. &
No. PCs. Name Mat’l Remarks LIST OF AUXILIARIES
101 1 3" Ang, fl'g'd. ex. hwy. C.I. Feed line at heat- g
er inlet—combi- No. Description Size
nation. me I
1 Dynamo, 115 volts. . . . . . . . . . . . . . . . . . . . . . 7%. K. W
102 1 3" Globe fi'g'd, ex. h’vy. C.I. Feed line at heat- 2 iš. 115 volts. . . . . . . . . . . . . . . . . . . . . . 15 K.W.
er outlet. 1 Fan, direct connected to 6 x 6 engine. . . . #7–36" dia.
103 1 3" Gate fl'g'd. ex: h’vy. C.I. Feed pump dis- 1 Ballast pump horizontal—duplex—piston. 12x18x18.
charge to heater 1 Sanitary pump horizontal-duplex-piston 5%x3%x5
at Dump. 1 Feed pump horizontal—duplex—plunger. 8x5x12
104 1 3" Check fl'g'd. ex: h’vy. C.I. Feed pump dis- 1 Mate's pump horizontal—duplex—piston. 6x4x6
charge to heater 1 Fire pump horizontal—duplex—plunger... 14x7%x12
at Dump. 2 Pumping engines for ballast System. . . . . . :*
pp. (Tº 3 ...? y & 1 Steering engine for screw. . . . . . . . . . . . . . . X
105 1 . (2X. . U. I . I* (* º g engine
05 3” Gate fl'g'd. ex: h’vy. C.I ‘....","... 14 Pumps composing ballast system—7 stbø. w
(main line) —7 port s • e e s e s m e º e º s m = ± e º e s tº a s tº e º 'º e º 'º' §i)
fy } ...? 5 e .. 1 Direct connected bilge pump. . . . . . . . . . . . % X
106 1 3" Check fl'g'd, ex. h’vy. C.I. M. a n if old dis- 1 Direct connected cooler pump.... . . . . . . . 47%x10
charge to heater. 1 Direct connected air pump. . . . . . . . . . . . . . 40x13%
107 1 3" Globe fl'g'd. ex: h’vy. C.I. M. a n if old dis- 1 Turning engine. . . . . . . . . . . . . . . . . . . . . . . . . 6x6
charge to heater. 1 Reverse engine. . . . . . . . . . . . . . . . . . . . . . . . . . 12x18
108 3 2" Globe scr'd, ex. h’vy. Brass Main feed line 1 Feed water heater horizontal . . . . . . . . . . . . :10 L
regulating valves. 7 Deck winches... . . . . . . . . . . . . . . . . . . . . . . . . 8x10
109 2 3" Globe fl'g'd. ex: h’vy. C.I. Fire pump dis- 4 Hatch winches. . . . . . . . . . . . . . . . . . . . . . . . . . 6x5
charge to mani- 1 No. 11 steam capstan windlass — Spur
fold. geared—reverse valve. . . . . . . . . . . . . . . . . 10x14
12,120-NET TONS D. W. LAKE BULK FREIGHTER, “HORACE S. WILKINSON”
For Arrangement Plan
See Plate XII opposite Page 392
LIST OF SUCTION VALVES
LIST OF DISCHARGE WALVES-Continued
301
O vºwy rºo
* -
------ºf-----
*A.
-
SECTION AT FRANME #184 LOOKING AFT
12,120-NET TONS D. W. LAKE BULK FREIGHTER “HORACE S. WILKINSON”
The Toledo Shipbuilding Co., Toledo, Ohio
*Axhaws? from&/757 Ang

§
Oſº
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SECTION AT FRAME # 19.6 LOOK |NG AFT
12,120.NET TONS D. W. LAKE BULK FREIGHTER, “HORACE S. WILKINSON”
The Toledo Shipbuilding Co., Toledo, Ohio

**a*, *-_*-H/6'0"working Boat
*Donn (%-ºº: H-ſon”
— K-1 ---
*: - Idaars *~ Pºſ//ne of Deck Jºr
ocke
C/ . iEłłoom || Principal Dimensions harf. MWhee/
Ose :Capf sh Length 8? 435.0" b.
%2%.1 EFº Beam Mov/aea. 57-6." ** sº,
Down === /*p//, foSheffer/)eck af Side 38'-0"
Up-Frº H-
Aorfable Q/W/7_ _ _ –
CASING TOP - BOAT DECK NAVIGATION BRIDGE
30/07 500m Stowed
|\ on Affer Siae of Mas
- N _` a-five Jon Boom
fºre ſon Boom f\º `s Arve Wom Boom _T
fºre Wom Boom - fire Jon Boom -->
\ y //re 707800m
Junne/ 5scape ~ \ t I | I
and Wenf Uniºn
Wommage Space - | II I
- - o o o o == =4++ o o A. o o tº-
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----- *------ ------ =& --------- ======= -- ++–––––––––. — — — — — 4 - –-
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F----- - **_i i viv – -- ***.…H TTT ! | | Cross Bunker | N9 || Hold 2: Ballast!!!
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Wafer Ba//ast Feserve ſeed PROFILE
A. ... Mess 4 M Offy’s Ba.7/? //men locker
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12,000.TON D. W. FREIGHTER
Sun Shipbuilding Co., Chester, Pa.
See Opposite Page
SHELTER DECK



































§
GENERAL ARRANGEMENT PLAN
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397
ARRANGEMENT OF MACHINERY AND PIPING
Pe. No. of
No. Pes. Name
l 3 3” Globe valve, fl’g’d ex. h’vy.
2 1 3” Globe valve, fl’g’d ex. h’vy.
3 2 3” Globe valve, fl’g’d ex. h’vy.
4 1 3” Red. valve, fl’g’d ex. h’vy. .
5 1 3” Red. valve, fl’g’d ex. h’vy. .
6 2 3” Globe valve, fl’g’d ex. h’vy.
7 2 1" Globe valve, scr’d ex. h’vy.
8 1 3” Globe valve, fl'g'd ex. h’vy.
9 1 3” Globe valve, fl'g'd ex. h’vy
balanced valve . . . . . . . . . . .
10 1 1 %" Globe valve, scr’d ex. h’vy.
11 6 1 %" Globe valve, scr'd ex. h’vy.
12 2 1" Globe valve, scr’d ex. h’vy.
13 l l " Red. valve, scr’d ex. h’vy. .
14 1 1 %" Globe valve, scr’d ex. h’vy.
15 1 2" Giobe valve, scr’d ex. h’vy.
16 1 3” Globe valve, fl’g’d ex. h’vy.
17 1 2%” Globe valve, fl'g’d ex. h’vy.
18 1 1" Globe valve, scr’d ex. h’vy. .
19 1 1 %" Globe valve, scr'd ex. h’vy.
20 2 2" Globe valve, scr'd ex. h’vy . .
21 2 2%” Globe valve, fl’g’d ex. h’vy.
22 1 2%" Red valve, fl'g’d ex. h’vy.
23 2 1 %" Globe valve, scr'd ex. h’vy.
24 2. 1 %" Globe valve, scr'd ex. h’vy.
25 1 1" Red. valve, scr’d ex. h’vy. . .
26 1 1" Globe valve, scr’d ex. h’vy. .
27 7 1 %" Globe valve, scr’d ex. h’vy.
28 1 34” Globe valve, scr'd ex. h’vy.
29 1 1 " Globe valve, scr’d ex. h’vy . .
30 6 2" Angle valve, scr’d ex. h’vy. .
9,860-NET TONS D. W. LAKE BULK FREIGHTER, “NORWAY.”
For Arrangement Plan
See Pages 400 and 401
LIST OF WALVES
Mat’l
C.I.
C.I.
C.I.
C.I.
C. I.
C.I.
Brass
C.I.
Brass
Brass
Brass
Brass
Brass
Brass
Brass
C.I.
C.I.
Brass
Brass
Brass
C.I.
Brass
Brass
Brass
Brass
Brass
Brass
Brass
Brass
FOR ONE SHIP
Remarks
Aux. st. at boil’rs.
Aux. st. (h. p. line
aft).
Aux. st. (l. p. line
aft).
Aux. st. (l. p. line
aft) 210 lbs. to
100 lbs.
Aux. st. (1, p.
line for 'd) 210
lbs. to 100 lbs.
Aux. st. (I. p. line
for’d).
Aux. st. to hose
line.
Aux. st. to whistle.
Aux. st. to whistle
(regulating).
Aux. st. to fire
ext. line.
Aux. st. to fire
ext. manifold.
Aux. st. to radi-
atorS.
ux. st. to radi-
ators, 100 lbs. to
10 lbs.
Aux. st. to fan
engine.
Aux. st. to steer.
eng.
Aux. st. to wind-
lass (for’d).
Aux. st. to ballast
pump.
Aux. st. to re-
verse eng.
Aux. st. to fire
pump.
Aux. st. to injec-
torS.
Aux. st. to dyna-
mo line.
Pe. No. of
No. Pes. Name Mat’l
31 2 3” Globe valve, fl'g’d ex. h’vy. . C.I.
32 1 3” Globe valve, fl'g’d ex. h’vy. . C.I.
33 1 1" Globe valve, scr'd ex. h’vy. . Brass
34 1 3” Globe valve, fl’g’d ex. h’vy. . C.I.
35 3 5” Angle valve, fl’g’d ex. h’vy. . C.I.
36 3 5” Angle valve, fl’g’d ex. h’vy. . C.I.
37 1 2%" Globe valve, fl’g’d ex. h’vy. C.I.
40 Exhaust . . . . . . . . . . . . . . . . . . . . .
41 1 3” Gate valve, fl’g’d st’d . . . . . . C.I.
42 1 2" Gate valve, scr'd st’d . . . . . . Brass
43 1 1 %" Gate valve, scr’d st'd. . . . Brass
44 1 2" Gate valve, scr'd st'd. . . . . . Brass
45 1 3” Gate valve, fl’g’d st'd. . . . . . C.I.
46 2 2" Gate valve, scr’d st’d . . . . . . Brass
47 1 2" Gate valve, scr'd st'd. . . . . . Brass
48 1 4” Angle valve, fl'g'd st'd. . . . . . C.I.
49 1 4” Angle valve, scr’d st'd. . . . . . C.I
50 1 4” Combination valve. . . . . . . . .
51 1 3” Gate valve, fl'g'd st’d . . . . . . C.I.
52 1 2" Angle valve, scr’d st'd. . . . . . Brass
53 1 1 %" Gate valve, scr’d st'd. ... Brass
54 1 1 %" Gate valve, scr’d st'd. . . . Brass
55 1 1 y,” Gate valve, scr’d st'd. . . . Brass
56 6 2%" Angle valve, fl’g’d st'd. . . C.I.
56 2 3” Gate valve, fl’g’d st'd. . . . . . C.I.
57 1 1 %" Gate valve, scr’d stol’. . . . Brass
58 1 3" Check valve, fi’g’d st'd. . . . . C.I.
59 1 3” Gate valve, fl'g'd st'd. . . . . . C.I.
60 1 3” Gate valve, fl’g’d st'd. . . . . . Brass
65 Suction . . . . . . . . . . . . . . . . . . . . .
66 2 2" Gate valve, scr’d st'd. . . . . . Brass
67 l 7” Gate valve, fl'g'd st'd. . . . . . C.I.
68 1 2%" Angle valve, scr'd st'd. ... Brass
LIST OF VALVES FOR ONE SHIP--Continued
Remarks
Aux. st. to ballast
eng's
Aux. st. to ballast
eng's. line.
Aux. St. to turn-
ing eng.
Aux. st. to con-
nect. h. and 1.
pressure lines.
Main St.
Stop
valves.
Safety valves, pop.
Aux. st.
pump.
at feed
Exh. from ballast
pump.
Exh.
eng.
from fan
Exh. from reverse
eng.
Exh. from steer.
eng.
Exh. from wind-
lass eng.
Exh. from dyna-
no eng.
Exh. from fire
pump.
Exh. at heater
(outlet).
Exh. at heater
(outlet).
Exh. at heater
(inlet).
Exh. from for’d.
Water catch drain
overboard.
Heater drain.
from
Exh.
pump.
Sall.
Exh. from mate's
pump.
Aux. st. to dyna-
mo line, 210 lbs.
to 100 lbs.
Aux. St. to dyna-
mo eng's.
Aux. st. to Sy-
phons.
Aux. st. to heat-
ing line for’d,
100 lbs. to 10 lbs.
Aux. st. to heat-
ing line for’d.
Aux. st. to flue
blowers.
Aux. St. to San.
pump.
Aux. st. to mate's
pump.
Aux. st. to deck
eng's.
(Continued on Next Page)
Exh.
eng's.
Exh. from ballast
eng's.
from deck
Exh. from turn-
ing eng.
Exh. from st’b’d
side and for’d.
Exh. from feed
pump.
Exh. from over-
board.
Irjector suction
from sea.
Ballast pump suc-
tion channel
plate.
San. ump suc-
tion from sea.
398
|
o
***
----
2-amers,
2
TOP OF TExAS
i
#!/
i
!§/
FORECASTLE DECK
is § -
S.
§§ 2– -
§§ §
$$. § Chief Engr. W.
§§ § £º
º achº"
§ <lºs
- egg--F---|--
*s, * §§
* & ^ Rººse
º §§§ Jºſis
§§s S.
Ez-E-NV .**ś §
º
§ assº H § -
$ $º SS º -
S$3 S㺠\– º
§§§§§ -
issssºs's 2-/rom Bea's --
E- Gºzzº – -
SPAR DECK FORWARD
SPAR DECK AFT.
Cabin Specifications
Gºszczºo.7 fºoz % 2773 (??ce & Aſºzy/7227.
47a, 277/7227 Jºe M2/3 foae ſº/Az77222'
w/h (20gºrºzºrea/Jazł Mºżeer (2/22s fo áe
fov” 42%zº Az/7/ea Cazzº Az772.3/4”
*/64, 3a/ance of £28/7s (2%a/º/, //zrºw.
*Wºn: Ja/, //zºº/ra//77/s/. A/of Aºse Sºzzez
£//shea (7°27.42%z Aze & Azºrea
4///oor; Ane ºn Jezžas Axcepf & Mºozs,
&/2% ºzzº &emºs 4%.<s & 2.7% fooz's ſo
52.43A257.2//7
ºv-
3%, ºrºž
*A*/7”/7%ars ºvá
%"A/e/3#ored -
Engine --
* Fºº F#3;
65 Hºº Sº
`
_ Y
Ang/ne 24/7'3"Aéore A.F.”
MAIN DECK AFT 8: ENGINE DECK
gi-ER-ELEE HEF =
o
sPAR DECK
Principal Dimensions
Length, Over All . . . . . . . . . . . . . . . . . . . . 524'—0"
Length B. P.. . . . . . . . . . . . . . . . . . . . . . . . . 504"–0"
Breadth Molded. . . . . . . . . . . . . . . . . . . . . . 58'—0"
Depth Molded... . . . . . . . . . . . . . . . . . . . . . 30’—0"
OUTBOARD PROFILE AND DECK ARRANGEMENT
9,860-NET TONS D. W. LAKE BULK FREIGHTER, “NORWAY.”
The Toledo Shipbuilding Co., Toledo, Ohio






































PLATE XIII
ARRANGEMENT OF MACHINERY AND PHPING
9,860-NET TONS D. W. LAKE BULK FREIGHTER, “NORWAY.”
For Arrangement Plan
See l’ages 400 and 401
LIST OF WALVES FOR ONE SHIP Continued
Pc. No. of
No. Pcs. Name Mat’l Remarks
69 1 2%” Angle valve, scr'd st'd. . . Brass San. pump suc-
tion from aft
peak tank.
70 1 2%" Angle valve, scr'd st'd... Brass Cooler pump suc-
tion from sea.
71 1 2%” Angle valve, scr'd st'd. . . Brass Cooler pump suc-
tion from aft
peak tank.
72 1 4” Angle valve, fi’g'd st'd. . . . . C.I. Feed pump suc-
tion from sea.
73 l 4” Angle valve, fl'g'd st'd. . . . . C.I Feed pump suc-
tion from hot
well.
74 1 5” Globe valve, fl'g'd st'd. . . . . C.I. Feed and cooler
pump suction (at
stool).
75 1 4” Globe valve, fl’g’d st’d . . . . . C. I. Injector –- mate's
and fire pump
suction ( a t
stool).
76 1 4” Globe valve, fl'g'd st'd. . . . . C.I. Fire pump suc-
tion from sea.
77 1 4” Globe valve, fl'g'd st'd. . . . . C.I. Fire pump suc-
tion from hot
well (in mani-
fold.)
78 1 4” Globe valve, fl'g'd st'd. . . . . C.I. Fire pump suc-
tion from bilge
(in manifold.)
79 1 2%” Globe valve, fl'g'd st'd... C.I. San. pump suc-
tion (at stool).
80 1 2%” Uheck valve, scr'd st'd... C.I. Deck pump suc-
tion from sea.
81 1 2%" Angle valve, scr’d st’d . . . C. I. Mate's pump suc-
tion from sea.
82 1 3” Angle valve, scr'd st'd. . . . . C. l. Mate's pump suc-
tion from hot
well.
83 1 6" Angle valve, fl'g'd st'd. . . . . C. I. Main injector to
condenser.
84 1 6" Globe valve, fl'g'd st'd. . . . . C.I. Ma in injector
from for’d sea
C (, C K.
94 Discharge . . . . . . . . . . . . . . . . . . .
** 1 3" Combination valve. . . . . . . . . Feed line at heat-
er (inlet).
96 1 3” Globe valve, fl'g'd ex. h’vy. C. I. Feed line at heat-
er (outlet).
97 2 3” Gate valve, fl’g’d ex. h’vy . . C.I. Feed pump dis-
charge to heater
at pump.
98 1 3" Check valve, fl'g’d ex. h’vy. C.I. Feed pump dis-
charge to heater
at pump.
99 1 3” Gate valve, fl’g’d ex. h’vy . . C.I. Feed pump dis-
charge to heater
(main line).
100 1 3, Check valve, fl’g’d ex. h’vy. C.I. M. a n if old dis-
charge to heater.
101 1 3" Globe valve, fl’g’d ex. h’vy. C.I. M. a n if old dis-
charge to heater.
102 3 2., Globe valve, scr’d ex. h’vy. Brass Main line (feed
reg’lating valves)
l s º
03 2 3” Globe valve, fl’g’d ex. h’vy. C.I. Fire pump dis-
charge to mani-
fold.
I
04 1 2%” Globe valve, fl'g'd ex. h’vy. C.I. M. a n if old dis-
charge overboard.
2" Gate valve, scr'd ex. h’vy... Brass M a n if old dis-
charge to cond.
Pe. No. of
No.
106
107
108
109
1 I 0
I 11
I 12
} 13
114
115
117
118
119
1
and cool. system. 1
2
PCs. Name
3” Globe valve, fl’g’d ex. h’vy. .
2” Globe valve, scr’d ex. h’vy.
2” Gate valve, scr’d ex. h’vy. .
2” Gate valve, scr’d ex. h’vy. .
3” Gate valve, fl’g’d ex. h’vy. .
2” Globe valve, scr’d ex. h’vy.
1 %" Globe valve, scr’d ex. h’vy.
2” Angle valve, fl’g’d ex. h’vy.
2” Angle valve, scr’d ex. h’vy.
1 %" Angle valve, scr'd medium
3” Globe valve, fl’g’d ex. h’vy.
2%" Gate valve, scr’d st'd. . . . .
2” Gate valve, scr’d st'd. . . . . .
1 %" Angle valve, scr’d ex. h’vy.
2" Combination stop & ch’k val.
2” Combination stop & ch’k val.
2” Gate valve, scr’d st'd. . . . . . .
INDEPENDENT PUMPS
Description
C.I.
Brass
Brass
Brass
C.I.
C.I.
Brass
C.I.
Brass
Brass
Brass
Brass
C.I.
Brass
LIST OF WALVES FOR ONE SHIP Continued
Mat’l
Remarks
M. a n if old dis-
charge to heater.
M a n if old dis-
charge to boilers.
M a n if old dis-
charge to hose.
Injector discharge
to manifold.
Manifold dividing
valve.
Cooler pump dis-
charge to cool-
1ng system.
Surface blow off.
Bottom blow off.
Boiler drain.
Hose line on deck.
Fire pump dis-
charge to ash
glln S.
Bottom discharge
to ash guns quick
opening lever.
Top discharge to
ash guns quick
opening lever.
Top and bottom
COnnection for
water columns.
Main feed at boil-
CTS.
Auxiliary feed at
boilers.
Boiler blower over-
board discharge.
Size
12” x 18”x 18"
6”x 4” x6”
5%"x 4.34"x5"
12” x 7”x12”
12"x6" x 10”
Duplex piston ballast pump
Special duplex piston mate's pump
Special duplex piston san. pump
Single outside plunger feed pump
Duplex fire pump
Engines for ballast system
Direct connected air pump
Direct connected bilge pump
Direct connected cooler pump
Turning engine single
Steering engine
10 K. W. generators
Deck engines
Windlass
gº ºs Is tº e s tº º e s e
is e s e º tº a se e s = * *
* * * * * * g e º 'º e &
* 9 e º a g º e s a tº e º a º e s is º e s tº e s e º e
* g º ºr g g º e º ºs e º º & e º & ºt
DEPENDENT PUMPS
AUXILIARIES
6”x6”
tº tº ºr tº tº tº tº tº e º e º ſº e - º e -
* * * * * @ me e g º ºs e º & ſº
7"x7"x6"
34” x 14”
* g e º a tº e º & g º ºs e s tº e e 5%"x11”
334”x11”
tº e º ºr s ∈ a s gº w = e º 'º, º º e s s is a s e º e º ºs Is 8”x8”
• * g e g º º ſº dº e º e º e s e º e º e º & e > 6%”x5" Eng.
8”x 10”
s s s & s & © tº e º is a tº a $ in s is a tº a tº e º s is s a e e s sº e 12” x12" Eng.
tº e º 'º e g º 'º º e s tº e º 'º & it s a s p * * * * * * * g e º in a s e º e º º 6'x6" Eng.
39)
ARRANGEMENT OF MACHINERY AND PIPING
Aºre Avro
19-teº) -
24
Aynamos
103
S-23
y
LO O K J N G AFT FRAN/ E # | 65
+------
-º-º-º:
lº
22.
£ 442
--- º
3a/asſ frºg
Ilê-
I
LOOK I N G A FT
F. R A NAE # 155
9,860.NET TONS D. W. LAKE BULK FREIGHTER, “NORW.
The Toledo Shipbuilding Co., Toledo, Ohio.
AY.”






400
ARRANGEMENT OF MACHINERY AND PIPING
–ſº
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9,860.NET TONS D. W. LAKE BULK FREIGHTER, “NORWAY.”
The Toledo Shipbuilding Co., Toledo, Ohio.















401
--------- ------ Capt Day 5 Wireless.
rº <=> Motor Boaf - Cr
Class KX A 1 (E) American Bureau º | . | II. ſº s * Rm.
Principal Dimensions Coa/Scoffe, F27 –Pi—H·k. º RI Hº 's ITA
lengº 44/~9%" * #E #| ||
- a.º.º.” “% “. jīājF" ). I----H *{{{-|-3H-15–––––. 8–14–
rød" o/øe L/On I &|E --> # ". ſº
Depth Molded to Bridge Dk 3840. 3. y #Hº § ºf "Hº, ###| || 5 || |$ -
"... ." .. " Upper 30-0 | #./ coa//arch– § {}=### 50: is a S
flºº. . . ; * = <= tº ºf ºne *
ra 007 1/)" * -- -
Displacemen? 7ons /3450 tº--------tº------- — — —- 6) S HOUSE TOP
TOP OF STEERING
GEAR HOUSE BOAT DECK UPPER BRIDGE DK FLYING BRIDGE
Baker &
ireless
- * 4Me55 -
º: Mate Boys 4 º
N Chief
Słe Room
Cargo /a/ch 'ſ Cargo/arch
/ 23:34.32%; A. / 23.3%'.
- 12 - & -
& ffflis,
for 77
0/72/7&
º . - -
- I-cº ºftii,
PO. Mess Junior 2nd Nst Baths \ ief Baſh 3rd T2nd Chief
Engr. Engr Engr Engr Office Engr. Officer Officer Officer
BRIDGE DECK
V 7777.7/arch ./ - ---
* . . . | \{H} |...} | {
/* !/ ſo V Cargo *, y º | Cargo Space Cargo Space
- - jº.=5-3 is • - * | *r- -
/ 1%. Cargo /ſa/ch Meat Engine Casing #|| * Cargo /ſafah | Cargo/ſafeh
- - EEI-FH-t-. Hº-º-º- — - - - - -2' =T -ºſ--- Hº H 2H-HS ºf —H------- — — — — — — — - -
T TTI | 30–//ºrzó40” Häf Cook's Storesy TS - | 304//ºr 20-0” | 23.8%??40”
\ X2 42- pººr – - | #|| —p V 9 |S H %) ! == • y - t-
N. 35camers Mess !. ºth - y - $ -] ik - V ſo --
IIII Hospitaliºſ: & Cargo Space ! -- o y Cargo Space o Cargo *_º-
- - 427 / . | 7-innon; I | | ~~~~
-- Toilet U: l Żmming/arch; | | __--→ T.
UPPER DECK
9,650.TON D. W. GENERAL CARGO VESSEL
Federal Shipbuilding Co., Kearney, N. J.
See Opposite Page
















































É
Principal Dimensions
—— — —
!/.../e/O. Shaft ſº
39
Length, O. A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 441"–93%"
Length B. P. . . . . . " - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 425'—0”
Breadth M'I'd . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56’—0"
Depth M'l'd to Bridge Dk. . . . . . . . . . . . . . . . . . . . . . 38"–0”
Depth M'l'd to Upper Dk. . . . . . . . . . . . . . . . . . . . . . 30'-0"
Block Coeff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Draft (Load) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26’—0”
Displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tons, 13,450
V Machi E Cºnºr o V V
achine | Eng. ~ v.
Cargo Space o Shop |Stores i\ o K Cargo Space * | V Cargo Space
| \ | Shack * .
- - <> - 1 * L^ - -
|Cargº Harch *Engine, Room & Hº º §§ Cargo ºfch Cargo/a/ch
---------------- ----|--, }. FUP 5 §2}| | |$$. - - º
H. H. – 15 Hop g|&#| | |& 304/ºrºoz O’’ 234.3%'.2040
304//r2010” * . . . awºti 1 v. tº: - —l. V -
- - § Y = f V o Caroo Space
Cargo Space V §§§ | i FV o / Cargo Space o go Sp
o cº- +- $2 *-*-
& #||=Le coalºnger
72% WZZerº”
MA|N DECK
------------ |
TTTTEnaine Room
9 Hold No. 2 Hold No|
|
| |
HoldNo.3
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OUTBOARD PROFILE
9,650.TON D. W. GENERAL CARGO VESSEL
Federal Shipbuilding Co., Kearney, N. J.
See Opposite Page
|32 145 |5| 157 ITO I77 82
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Chan Zockerſ' C
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PR OF I LE
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-
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S H E LTE R
D EC K
9,600-TON D. W. GENERAL CARGO VESSEL
Federal Shipbuilding Co., Kearney, N. J.
See Opposite Page






































#
Z. .
24.10%-29%. 24.0%r 7.9" 2nd Officers ow/7
2’ 2. |S/a/ng/vor
Principal Dimensions - - - - | ſnaire
h Overa/ 4//-6” - - j #Telegraoh
* Befºween Aeros 395-6." Life Aºzff. # F#, -
Æeaſºn Mov/rea’ 55.0" Cza/5Aersons 3rd ºfficers 33 H. Room
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-Capacity 25 &af
BOAT DECK FLYING BRIDGE
3rd A55’t Endr Chief Engrs -
#" ...? Engr (Bath Chief Engrs º:
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- BRIDGE D F C K
Engineer's
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- Coal
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UPPER D EC K
9,600.TON D. W. GENERAL CARGO VESSEL
Federal Shipbuilding Co., Kearney, N. J.
- See Opposite Page


































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GENERAL ARRANGEMENT AND CAPACITY PLANS
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tº-H V yO 14 Ş Zamp & O// Aooſhi'ſ
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25Hatch º, 22 | \L/J20 Stº ! ----- Fº 18-o" º ºf: º
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SHELTER DECK
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H O L D
9,500.TON D. W. FREIGHTER
See Opposite Page.











































§
CAPACITY DIAGRAM
Displacement Draft |Dead Weight
in Tons in Feet not
Salt Water o including
Outside | Bottom 30 Tons of
Shell of Keel “l/~R
E- oooo
-—
H
24 F- sood
23 ET
E- 7000
3450
813 'ſe"
}; § K- - - - - - - - - - - - - - - 416'
Lengt - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
F. W. 1.5. Breadth . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ;
Depth, upper deck. . . . . . .
- Depth, shelter deck
J Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2 -
Boilers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15' 0" dia.<11’ O’ long
Furnaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-44” inside dia.
YV. Heating surface. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . : ... 8,118.sq.ft.
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17' 0" dia, 17’ 6” pitch
Wireless . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 K.W. Marconi
Electric operators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10 K.W.
Refrig. machinery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2 ton
Winches, -
8-7"x10", 1-7”x10” extension heads, 1-9”x10" extension heads
CAPACITY OF PEAK TANKS
Fresh Water Salt Water
Location Cubic Feet Tons Tons Gallons
Fore peak . . . . . . . . . . . . . . . . . . . . . . . . . 3,775 105 108 28,241
After peak . . . . . . . . . . . . . . . . . . . . . . . . 2,187 61 63 16,358
Totals . . . . . . . . . . . . . . . . . . . . . . . 5,962 166 171 44,599
CAPACITY OF TANKS IN INNER BOTTOM
Barrels
Fresh Water Salt Water 42 Gallons
Cubic Feet Tons Tons Gallons per Bbl.
Location 5 :* 5 * 5 * 3. :* º --
- 37. - 37 - 37. º- 37. 2- 3.
No. 1 tank bet. bhds. 3
and 10 . . . . . . . . . . . . . 2,490 2,490 72 72 18,626 18,626 444 444
No. 2 tank bet. bhds. 10
and 20% . . . . . . . . . . . 7,707 7,696 221 220 57,659 57,575 1,373 1,371
No. 3 tank bet hds.
20% and 25. . . . . . . . . 3,573 3,573 99 99 . . . . . . 26,724 26,724
No. 4 tank bet. bhds. 25
and 51 . . . . . . . . . . . . . 4,225 4,225 . . . . . . 121 121 31,601 31,601 75.3 753
No. 5 tank bet. bhds. 31
and 36 . . . . . . . . . . . . . ,469 1,469 42 42 10,985 10,985 262 262
Well bet. bhds. 36 and
38% . . . . . . . . . . . . . . . . 244 7 7. 1,825 1,825 . . . . . .
Totals—One side . . . . . 19,708 19,697 99 99 463 462 147,420 147,336 2,832 2,830
Totals—Both sides . . . 39,405 198 9.25 294,756 5,662
Totals, peak and I. B.
tanks . . . . . . . . . . . . . . 45,367 364 1,096 339,355
CAPACITY OF DEEP TANKS Tons
Heights in Feet Cubic Feet Gallons Barrels Salt Water
Port St’b’d Port St’b’d Port St’b’d Port Stºb’d
985 938 7,369 7,012 176 167 29 27
1,752 1,657 13,104 12,396 312 296 50 47
2,534 2,392 18,957 17,895 452 426 73 68
3,313 3,124 24,783 23,369 591 557 95 89
4,099 3,863 30,664 28,897 731 688 117 110
4,879 4,603 36,497 34,432 869 820 140 132
,66 5,344 42,398 39,971 1,010 952 162 153
6.463 6,091 48,345 45,562 1,152 1,085 185 174
7,270 6,866 54,382 51,359 1,295 1,223 207 196
8,082 7,649 60,459 57,218 1.440 1,363 231 219
8,929 8,493 66,797 63,536 1,591 1,513 255 243
9,790 9,354 73,835 69,972 1,744 1,666 279 267
10,645 10,208 79.63 76,363 1,896 1,819 304 292
11,505 11,067 86,064 82,790 2,050 1,972 329 316
12,362 11,924 92,476 89,201 2,202 2,124 353 341
13,220 12,781 98,894 95,611 2,355 2,277 378 365
14,080 13,641 105,328 102,043 2,508 2,430 402 390
14,935 14,496 111,728 108,440 2,661 2,582 426 414
15,795 15,355 118,156 114,867 2,814 2,735 451 439
16,653 16,212 124,576 121.281 2,967 2,888 476 463
17,503 17,062 130,934 127,639 3,118 3,040 500 488
18,352 17,911 139,286 133,990 3,269 3,191 525 512
19,039 18,599 142,428 139,141 3,392 3,313 544 531
CARGO CAPACITIES
Grain Bales
Location Cu. Ft. Cu. Ft.
Hold No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75,166 70,018
Hold No. 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131,426 125,397
Deep tank (port) . . . . . . . . . . . . . . . . . . . . . . . . . . 18,684 16,619
Deep tank (starboard). . . . . . . . . . . . . . . . . . . . . 17,245 15,825
Hold No. 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92,55 85,425
Between decks over No. 1 and No. 2 hold. . . 71,424 68,230
Between decks over machinery space. . . . . . . 14,660 12,883
Between decks over No. 3 hold. . . . . . . . . . . . 56,982 55,065
Bridge space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34,906 33,675
Poop space . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ,38 6,929
After peak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,045
Totals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 520,423 491,111
CAPACITY OF BUNKERS Tons
Location Cubic Feet At 43 Cubic Feet
Per Ton
Port St’b’d Port St’b’d
Wing bunkers, Fr. 20 to 25, upper to shelter dk. 7,330 7,330 171 171
Athwartship bunker, upper deck to bridge deck -
house-top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,123 73
Totals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,783 415
9,500.TON D. W. FREIGHTER






408
MIDSHIP SECTION
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Aowsers aaa, Waſps, 22/3'amazoſ Zºx30/a/ozs/e72 | —$$—r
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Aength of 57&e-A3'3" _s_*: |
Aength of Aoop-33'3' -
Zength of Aºrecasze=44'3” C/24.6°.6%/9*.* *646-, 2/92/
LONGITUDINAL SECTION THRU BULKHEADS
- - #. -
H ****/36-2-2 64.3%.6%Z--,
------ - - —;
Sºº---Tº * { ****H, $s.
* -----—---------- ~ NJ
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f /ar/a/yrofº”Zazàer ##433.46%
- - for 2040”fare.74-
f –H ... 33.3%aze” D - $3% %z.
* Jººf ſof * $
H -3%.34%34%/27 D
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H SECTION THRU LONG. SECTION THRU TRANS. *...*&#3% ºfton,
H COLUMN GIRDER BEYOND HATCHES D ºž
TH LOOKING OUTBOARD Triº **
ºf tº------------------ A3%" ------------> PLAN SHOWING CONN.OF / |**
.GIRDER /*--—H+-
2% ecº * TY - -] long&IRANs G R. E ſ---T
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§§ | | l § } /7//newſ/arch.Şae&nºe/a/ore. D |
| || - - -
§§ ||| † f | TRANSWERSE SECTIONS THRU HATCH COAMING R \
§§§ #| || FFH |%3A34/.
- §§ S | § | -* -
§§§ {{. EHi +H]
- - - | --
§ § | § H. /5"/: A& %55'x5.5"x42*Z. &/en0/253%3%72°-11. |
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| || || || || SECTION THRU COLUMN Ax//e/3--7 ſ
iſ 4. *-i- -
#1 H H
| | | | . -- -
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LONG.SECTION &ackeſ/ſooº Show, K----3'-6" ---> w
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THRU COLUMN k-so-> /7ea/7 mayof Co/v77 Bºe Ace//0%3A%249*
SECTION AT FORWARD AND AFTER ENDS OF BRIDGE £º
TRANSWERSE GIRDER AT ENDS OF HATCHWAY SHOWN
9,000.TON D. W. FREIGHTER




























409
MIDSHIP SECTION
25’7/*/2 z ------ /3"
1922&ace/are
~~~ ,230aº Zeck._
| - 472/72 & 4.2% *4-3-ams º - º, 3. a/, 2.4ware.”
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- for £/2/3.5" £4 roº’r/Z3*a*Azasz 29.4× !
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a/Azzº Vºe/ºy Awº | | | &z.5azar ,’ Nº." | {&azžy &; S S :
2%rvov;0%r ºrvoor------->| | : &º \ | ???º , , §
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/o/zed'A/7e £º. ººº- sº 270°-- .…” #3; #33% * * , #zzº::::::: *
- ~2.3 Manf/?ames 34%3A%33°zo&fºr Azzºzz/. 222*72//e/ºx&/ºr 72/-AZ zºo
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3/442.5°/2- Quaa//ſºw &///s Quad'Aºk&/ºr Quad'Aº.4%. Quod'Aºz &/º //aºof”ess ſo coſ/3/27.4%.5%aſe
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af ſma's
SECTION THRU ENGINE ROOM-SOLID FLOOR SHOWN
9,000-TON D. W. FREIGHTER




































410
Main Circ. Sea Ches?
LIST OF MACHINERY_TURBINE INSTALLATION
>. /nspection Tank,
t-TE [ C JC C Cº-
SSL2 JC [ t t & / J 2 Feed Pumps 12x8x24 Vert. Smpx. Feed Water Heater.
- ------ Chure Eng. Room Bilge Pump 6x5%x6 Vert. Dupx. Ash Hoist.
- Ž. T Ballast Pump 10x12x12 Vert. Dupx. 2. Generators 10 K.W. Turbo.
- p !------------------ Fire & Bilge Pump 10x8x12 Vert. Dupx. Evaporator.
Serºſing 7ank Avaporator Ž%. $ 1–1 Fuel Oil Trans. Pump 7%x7%x10 Hor. 2 Induced Draft Fans, 90 in. dia.
- Engingzrs 2T | T-s- Dupx. 3 Marine Boilers 3025 sq. ft. Heat Sur.
Storz Room *:::::- §ro Evap. Feed Pump 4%x4x4 Wert. Dupx. Refrigerating Machine Ammonia.
Agºricating -S o 2 Fuel Oil Service Pum %x3%x5 Hor. Oil Storage Tank.
over {I} º *...* ::, , Sz L-1 Dupx ps 5%x3% o Oil F.;ank
- O © al vmp *, Qu - i. - - - -
t– * Lºzioli. - ^+- Main Circ. Pump-Turbine Oil Drain Tank
** --~~~ º : - -
Sanºrary Avrn 2 vnaer | T. - ſ &º -- Š 2 Condensate Pumps—Turbine. 2 Settling Tanks 8000 gals.
Żºłż.7%." | Aſa/r/ - H - p # It g
res” ”er”-ILj condense-- . 3 - Lub. Oil Pump 6x534x6 Hor. Dupx. Feed and Filter Tank.
º _ _lſ - - - 2 Air Ejectors. Air and Circ. Pump 10x12x12x12 Hor.
24 "O - Lub. Oil Cooler. Smpx.
7anks V --- |- F- Marine Turbines H.P. & L.P. 2500 S.H.P. Sanitary Pump 6x5%x6 Hor. Dupx.
Angine 2/~H- Main Condenser 4500 sq. ft. Surface. Fresh Water Pump 4%x3%x4 Hor. Dupx.
ſ Co/za º ; : Aux. Condenser 800 sq. ft. Surface. Light Fuel Oil Tank 500 gals. cyl.
N / ~ ill- - ; : 2 Fuel Oil Heaters. Inspection Tank 200 gals.
| X. Aaraffºn –| -- § ; : p g
- r- - - --- o : -
ºilſ.T *H E={{=EH = HEEEE º #3– H- H-H
--- 5 10 *— 15 20 -: 65 gy/inder ** i : * * T * -H- - * * * * F F r- P- P- r
§ ; : - Aassage Ozºz. * O. r //orake Casing
7aſ/ow - - Š ; : HQ - -----------
| G-sº 70 rbine ; X-ke Wayer- | N º ^ * r - |
| n ---1-1--ti--- Cooſer \ NSkylight(over)/ | --~.
24"V2,77– A 24"Ven? - H | | 3 Machine’ i - r N
--- - - º - ---- - LA'efº'ºerafing Machine.
- A v /Jown S- - T I |Cº- | efrige 3. >< of Ship | S - -
- H | ; , T: 5 & 3. is a #|H|-H-5-HT2B = #-#-A -g- #-º-F-3; # TF. Tº 3.
- Of/Drain 7e/2 - | L- - N
Avb 0// 7ark Araine/Poor” | : : 1. O// - S
Awm2 *... Tºgº) 3 i | Hä” | * \ + š + - /
- ºv - - - -
º O Fre and Bige Pumps i 9. - § ; : r- | | / - - - Q M- `--
- 7 wo -/0Kw. 70/-bine Generators § : : O// | - `… _- 20 * * > —-—--— |
Aye/07/ - §– ; : - //earſery Co/a Azoom | -" -Irº tº X 24"Ver” - lſº |
_3227. Deck — º - | §§ ; : j t r- TN O-º-º: / Up TO L –
ſ - Ba//ast H-st -H+–ff---- - - rº < * Z–I- -1 *I-I L -1 _l -1 TTTu- ~ *
• .S. º Avmp—- A ºz." Š ; : ! : : F. i Slight Ave of ſank
§ § § “...iii.; ; : vmp / Me a 7 Aºoor” - -
“” is 's 3 ºvarter Swifthboara, ; : ‘s T. "
y - ---- - l *.
… ". G. | S. | ºil-H PHººleºE’ER §
aae 1– --- - ~
3riage 02&_M. C C Cl C || C Yſ ſ [1- [ ſ C C C C —l- §
! 2 s \Aux condenserana Pump >-Jea Ches? Ba//asſ Joction Vo
A M/72nk $ .. P L A N
Qu - Coa/ Bunker Below Scoond Dzck
Coal Bunker > }: --7'-3"/0/a/77.----
ł.
Uozer Deck — Hº-j-. === ==E={{== -> º
- ----------------------" ;I. - -
> : --> - &oar Deck
£º 4. P º +-------------------r:------------------------T---- f ------- -
:-} | S - (Ash Hoſs?
Co a / Bunkers ; : S. Co aſ Burker #;" l 42" v
i. º Galley 904—Ash Hoſs? Aſahr Ave/– /enz
= 2-to deck /*eea Water Feater H-3 = O/7 72/7A:
"no Lec - |----- ----- ---|-- - -
Fº { H-i-Hits cº- Tll &rage 2eck &rage Deck
2 -- -140A 0// ***** -- -----N T-3–J-5 5---------|----3--------- y-------- 3-7 B-T-3-3-3-3-3-3-3 ||3-3ſ gº C
H 4- ºr T Settling 7ank, - /ce Wafer Cooſe- | - I.
- Y- - |-- --- C Ad--> __* -:
- - T-- -: - ---- Avaiſſary -- -newſ/geraſing --
*::::::: 4. º - SN -: | Condenser # Machine ~ Coal Bunkºr Coal Bunker
{------- N - Generators - Coa/ . º:
| Engineer [...] (@) Hil | - Cºvre +
- Storzroom ſº #ºf |--|--|-- +,-4 - - : Upper Deck Aeck
Ž -T- T --- jº [. -º-º-º-º-º-º-e r|t-r-ţ-tº-cº-crºſſ-ciſ-cº-º-º: J
222 Jan |- --- - - - - ---------- SS,
: £25ige A "? -k O// // T ~! **g Draft ></navcea Draft Fan
Avaoorozor- : - No.5 Twezn Dºck *:::::ge / /navcea # I; or/7 >\\ `--
- ir - - an 7 -- º - --- Nº.
Fvaporator/ º - | Cargo Hold /7 / Çſ. : º Cool Bunker }\, `, Coal Bunker
t ºed?” H. i. ...} : / || ||=1}- } >, >
ºz------|-- ----------- Fººf;: / | | | |------- I----- |1– 2nd Deck TT 2" × . . .]]_________
fe A 77 Wank—- : |--|----F-ºe------------------------------------- ------------------- F------4---------
Conaensafe Awmps 0//Drafn 7ank ſonk 732–3 . Aump - . E-L-E-L-L c - c. –4 - - - - - c cf. It riſ E.T. rºtºc J -- --
I º - \ - H — ----
# Main *::::20 ---TXs jºr Superheater El ll lºſ --------~~/ ------------------.
- Conaenser an/: ~. ºffearer
* Seff/ing -- - -TE- | Tº
---------- 727A: Aeed |0| | f_--—'ſ 2–5 W ſt-i ſ----> --------------------------|| | || ----
SECT I O N AT FRAM E NO. 74 --- and |--|--|} | .
Looking Forward Ö % l_T. "
an crº-º-º-
--- T+= ill –OW/AWearſers
7op of Shaff 70mme/ -- - "T - - |^ 7
ſ—HO/A E3 A'eafers
—ſ' 'r- Afº*- |-1 N - No.1 Jºeëoſſers
C - N - `-- ~~ 4-0/Pumps No.2
-- : Nºw Tº gº-' T- {H}
- v/e
sº AAA/oor – e. i AA’A/oor- Noy Avrrps
- - - - 1––.
Main feed Amp Zank 722–s
- ------- T-I---|-- __--Hi- - Tº I-i-L- Th--_ ___|_-H--TT --- - - \O)
-- |_|_--|--|--T --- --i-i-- _-_I_+---i- --- - TTH---|--|--|--|_ --- —4— Base Zºne | -
2 12 14 Io 18 20 2? 24 20 02 64 Ø6 08 70 72 74 72 78 80 82 84 80 88 90 92 94 I
&ase Line 3/7e We// Areserve Wafer 7ank Wo 6 Ave/0/or Water Ba//asr 7ank/Wo 5 Ave/ (2)/or Water Ba/ſas." Wank Wo 4 Q SECTION AT FRANME NO.93
E L E V A T 1 O N Looking Aft
ARRANGEMENT OF MACHINERY WITH TURBINE INSTALLATION
FOR 9,000-TON D. W. FREIGHTER
















































































































PLATE XIV
MIDSHIP SECTION
f *ce ºwning ºranchion:
º,
7. -
5u/wark c******a**rea.
7&6 fºr-ºcar, wood's rancºons
tº t
* - -
-9-22- -Navigating Bridge
º
--- –3.
- º 4,3,38-4°oſe from º:...
--- *...]+x ºr ange froming "...J Waraon 2' * cons
/2"rºz8- |: ana'aºsºdes anaenas covered wºº Mazºan, as
Mora onze/*
- ***3,98-479/e 5-coor’s -
-
... [Soſa wrot ſºon crtas’ Sºee/
s X- º- stanchons scacca dºº-ºororº
-
sº Coamºng */??” … ººgea ºffers ſºº ºn
- º - … ºn way of ºcer
- - º --- - -
face raze ºrº-------. 5 * ºr 72* 3"x4"Cavºred frºecºnd ...” - → Grazºg & Varc
"º--- ºn º - - rºw. -- ----
- .3x2+...º.e.' - - ----- - -
º 5%; : ºxaz- conte-32°54-0 - **, 3,85*
; : y
Boot Dock - ºrazºº, sº-
+ – --- - :::::::::::: * ºrº, tºº º, 2,2'rººs
- -- ---- --- - A- cored 27°ooar /*, 2*, 2*
//ocgºrizºre/* 3.3°, 72** -----
drockey/0,,2,...ºzºº º, iſ cºº Hºrs.
ſcaming/2,252 A-2-
- -
+
| /2"Arºorºs- ºvre Quartzrs i.736
- - ºccaceºng
5c/d wrºt ºran or cast !------- || -- (:::::: Anaſes
stee/ra/sranchrons ------ **--------- spacea 9 ºoor? -- Sºane-3-, 3-, 5/*
spacea berange suppor’s /22 *\scacea'.27°oport
5, */"6a, ſºon Poe L. "------- /9:6------- -3-0-47ssage->
F- -- Coa ****
* || “…" * £º.
4– ºrsº-yº . . . .º.º. 4227-gº” -->
- 50”22s ºw.ae-24°, - eage ºos 2% ºdeº, 22- iº 3%.85" || -
*~~~~~ * ||25.5ºzo” 3×3,722 : --- I 9
º +-12 -- ~54°º. -
*/*ernate frames confinvov's ro
| - | /0°rºr ºrjø"Channe/frames
Bridge Deck -- --~ - *"…an-
--i- - - **as” ºedº covering º:rº/22.90
- ol Cander/3/"ºnºd- -
&rage sheer stroke #} ! N. K. J. : ºf ander/J2", :::::::::: gºº. ºs->
/-way of 'orecast/e/66* }----------. | |^ [3,3,662”.5ºoge º Fºº, gº. 7,3% rºyºgº - º, -
- - - ---- - - - --> -- --- - - ---- ------ na'aoº-ºº: -0---
occo /53* | --------. . 4." :::::::::::: 4. cººle cool º ºgrey ºr - ng 2 ºr/archessed -
- ºf 28°ºvers o or cargo Avco ºec. 3eams Fºzzº, 26-
ºf rºw 6-ſac ſtrºy ...---------------->| | Channeſon oſternºng frames.
- r ºa. }~ - - swcoor” envoy to 'wo rows cºors
ºn way of trage |*... ſcargo 5ar'e's 52.2% ºr --------------------- --------4-0"-------------- > *d ºr covers
º *::/3,co-edotovºcort - t
-- --- ſº cºer.ºec-coa/ **3,85-477/es
º 4/ºrºneºnºrage ºwner/fºnsºred ------ ſSpoced.”oport
tº way of Žºgº 255 2 | M -(6,3% "rºa”anºkºrocketed
; : : : £§: *--------.H.--. to teams. We acrº roºmerºon coo-ºoºoºººº...
------- -> ºwdººr///*/nway of trade º, *. £º: - |-}
- --------.” - Mosſae of ºoge reºrº -----
2:/r/, 6% cy'rºro ! -- ſº º ozº. *) burrºops "zºwa.e44 rºw 32,32,98- *
:"...' 34%. .” -------------------- - .' I in way of ºstrºnaer -22' *
: - º - - x ------------------ E----------
* rºº ------ -
Upper Deck - __t-º-HH--------------------- ----------->
42* for 2-1 acrºcrº N. 3ºz, ºs- *******er
or ~ --- - - ---
r r- -
Žºgºrº's --- % Coke and Cernen? - R : /53-5-acrers -
Dovº/eºs of crººge l ºº::/3,\,\,. |
enas 3.22° ſet;" Spacedoboºtºoor/jº ^ -
cargo boºters 5% ºr i ------ Engine Harch 8-0--------->
spacedatov’9 apart ºn |
- corzosaces only |
.. w “3',5'anges). -
332.2° 2-4-2 3'-o' endsl.º. Cool spaced ºapart - Af
255°ºn wrveyºrage ~ | ||
|
H forecaste. Arage and coop oeck tº TTTTT
º
R -core and cement -
-- --
2nd Deck J li
-*-i- -
Wet/63 3-
º, : -
2:5°ºo-º-ºl. ~ in . “ſcamino pare/9/*
/2/*arenas }. º || - - ...”.” -
--> - {:}; w/º/* Jºrºzºrº, supported at ſºme of
II in on 7 teams : engine casing bypſ/or
*-- 7"rºzºº.º.” Channe/ceams ºn of aoudſe channe/
even ºrome ºn way cºaeck openings
255-forº...l. …
/9/*a*enos T-->
H H +22°.
-
4. --- wet ºrores /***
| ºn engine rooz-
- ºvºº face cºaſes
| 3ºzºº, /*
o -
255" ºrº-2)..... [...
/7/*a*enos "-------
|
| ºfºrº.25oſerspace
. . /ºr fºr 4-rºoºchonneſºn/en.
- of wet fromes -
[…----
- -
255°ºry:-- | | ------- Center vertica/aer,
/7/*a*enos ------- *** **---|- ſºme cºlor of wet 3% ºr?87, e79 space remſ, 44,217-for-1 to
(2/are on frome … ºoºerseace Žº: engine 166"afenas-242*
| F * | *º on every ſooranacº, {ºtºrspoºfret
; ( d.º. ºoors ºn 62/ſer scoce 3%'.3/?", 98*. | ºw'ſ ſooºººw'ge
: fo///*/n55 Y : 3%º
- - - wide wºrwarena's
... Mank rooars/ae ſ locoºn of "ece/ongºvano's A/oors = -
* 3. H .." tºo swº conarions in eng room º/*S*eners f §. * ..”.” *
: | - Marºº plate/2/* *. ºn to/or space i - \
3 S. 2'- Azaz42*nzoſerspace º, , º- * 54% :
tº -: - º 2%" | º---, --- ". **_r -
| | | 3 * -?;"| • *zº r: * . ... * *2% - *
89e kee/ ‘orozov”. 3– - - º - - -
- ord, --- - -
%2%...; & º *I* 66°ºoº.… -
§§% º #9. ; : E p … n. * Aº-rrends
Jººzººs & Wºovna, ". . ; 3. ºr/f-
eary.”x/* ; : . * H. dººr/º
! {^*... * "----. - - - - *_r-
Bo ſº- - tongiºvano/224-as-º § ſº,
Linz - - - tº - -21ſtºſ.-,
– “– —-3-3–– p-f - T I tºº.
Jºzº, gº- i : c * B ". A.{%:: -6-ºf kº. A
* {3% "rºzºrga-ro///* ! *##!//* 2%:.3%xas-reſºl uſerspace M. , £rºtº-ºº-ºo-
23.5°ºor?-4-/9/*a*enas Wºoſe:: *... [355°ºor/2-2 - 7:237. : º, - vºo-º-º-º/ - - - -
nooſerspace /9/*arena's %. : Indoºrspoce - 0:/rºvá'ao zzrºz ſº,:::::::::::
*... [355*for??-4 and forb.l. i. (28/*z, * Z. /
*.. ſ: co//sion cha/7/* | "--- ź y 1.
afrena of reno' ! % £ºn
as-Wr,
SECTION THROUGH Boiler space $º::::::::::::.
8,800.TON D. W. FREIGHTER
For Notes See Page 413.














































































411
MIDSHIP SECTION
21:6a, ºn Ape ,-1-tº-1'Gov. Iron ºpe
-R-A -
wroºt ſºon •) *~ : § - not iron or cast steeſ
coºr Steel s : º . 24'6a, Iron Poe
- - on
* * - - Stringer/53° E, -----
F, -5°ringer/53” ------camber 3; in 54.0" Aating/28*... * . d/º3%x8.5-
3:23/?º- . …” º, . . -
º ** Pºcºpeck fo'c'stle Deck
34'3a//ronPoe---
*. 5ean on aſternate frames
3.32',3'-ºxazº"
career sºns--or
Beams on ever º:} 4
7,3%, 3%', ſea- º
agrºgºrz/7” %;"|----".." --/o"Airabar:
r "º,
73°ºwcts :
Afternate frames 6'3%/89"anges. s
cracketed to beam anaaeck as shown. *6- *
Afternate frames ºrd/ºr/83° :
angles-brackefeafoºeams :
wo-connection to accº. zºº/66**racker :
--------- on short frony jº, :
----- .
Jºrd %29?".
Upper Deck *.
—x.
SECTion in way of poop Enclosure
SEction in way of ForcCASTLE HEAD
-------- -
-
8vaar, ºzºjºsa"
| channeſ-ºnside&ºutside to
ź. ..., º, º º º ſº fooneycrº
... ºoze cºaſternºvºazºº 2/-º-º: ºcundon *********** Uchaºgo ºnes.
: [… *ce-end to tºo of covers { fore and arº coornings £ºº %: : -
---------- -- - w"ºwn way of bridge foºm ringerzºgº : ,-7 tº º: *
: .8arrent/ears ...º.º.º. g : Żºłº, A flºck 3.3% ****
s—r —r º ends 3%'.3%//*in brave.” :
- L-- .” -- - - - -
- . ..[7.3% ºzºrlaa-channe/ - - * ; :locº
- * : *% º: Aſ Stringerº"... T. fora/6x3%x//7"Angles
[-] ſº-5-ackers space-oºow' A ſº º .*
--- --- - tºº. - in - : -
º zow-fanged 2/socker ºººººººº; * ::::::::::::::::::::: ---- aafuna ºs-
****we:3 spacea--6- siae Coamºnas ºw----" " ... [3%%3%%lliºtº'º. : ******-ºval $º-Bulwark ºating
aparºc fºre ana'affers as a º corners of sºjº'r/36* : ends to freer, 7/2"wide º, - ---
-------- * -2%." 22* rºvºº'ena's ... / ºs-i ----------Single rivé"laº-ººre’
----------------- _* 2.554*** *
sºccerona`arches” – ºccº y_Upper Deck
23.4°3-ºscºparanagiraerpan-2: rºs strake increased ºn way º 722erea 4 :-3: 05/tuff straps fre: -
- hatchana'otherdeck openings", * - Nº. ºvzºnae/ºvers
Grae- oraºſe channeſs with | …'
*.. and doublings fitted of hatch -
*::::::::).
* | *o-º-º-ragwaarºv
* 5uff/aps/ºwde/**,
-
-
continuous aſa’e bef scantſing: corners Sºaeckº: rºw
ºrºgºenen’s seeziaraña but ſoo?'…de ºrivahere rea, % ºvers *:: and/º"wae-/"rry to
graeroſan - ! : frcºrry ºv't a
º z beams on every frame ..." cargo earters ºr - gº." ps -
----------- -10-4”---------------------------- 7"x2/2", 3%"r/84*channe/* Spacea about 9apart ſº- :
through bearns 7"rººrººz" : ſize r, gºsz.
7~een aeckŽº % aovo/e #. x/8.94 channe/ Cargo *:::::::::: 3% "rººſ//* *J - - 6° - o ſº
spacing and scantºs to meet reqvire). - - - ora-L-roºººoºna, * - - 54" - 2a" - - * - - -
ments, see º ::::::::::::::..º. i K I - ~ +/--- *** -arena: . -
ºn way of 27-hearn soaring - - : - -
ºare of a/terra’eharrºweds roºf-arenas doºrwºv” ) . $º, 3:. * . *... ſºoººººººººººº-
*l to extena to for of covers loosººdeº4"rºforºlfo . º: : ºr, twº
. single rºwdeºs.” º: º º:hour) - º x 19-wae?”
: commºnged:ºx36°. wae-wºrry throw * º *. º, !
. 3-º-º: death º ; - * * **, I- {*::::*:::::::
- -º-covers - ----- - - * ------ *-i- - - - Mºº- -
------- º T — 3.32%-34ºz * † inapscº -ºº ºil - - 3% ºenae
- n w -------------- --------- - - -
i s “–z 1. |-3ºx3%-cº Mocamber , ºr----- º * ... and Cemen?
----- --- - * - - - - - -
Fº - -- -,-----------, -l - - -
- - - - r - I - -
ºn dowºſe-tºº- # || º - ~, -
º, ***** v * - š * *::::::: see ciſ/ar : º; %. * , 4. º, ". - |
-1 ºz. oacea--tº- … Tºrºn, rºzºrd/º"rdº º ,’ 4” -
(::::: º: anaa-%. £º} Hº Hº and graeroſan * ! . way 4;Zºº. 3. Z *Jº. Lºyºl ſºrºº'aºsºvº -
| | || aeck opening: ºzº"/3.3. 7. 6- ſº " - 4% "r #4'-arenas
: channeſs on every frame / ;: -- -
- - -
| | | 6′raerofacuºle channeſs with ----- ,’ -- – -
|| “...] continuous cloſe beſ, sº %%3. ze. ſº I
ºreºgram, ºver--- H $
v.º.º.º..….. iſ "" 4 Š º
- - - … …w-fºr-7-- ------ - -
*/66*a*enas-232*,250ſ/e-space | ź. #: --- %.º. S
ºzºan.ºg.ºratºs ºf "for 432-124.3" - - ºrspacca abovrºaro % ºvers throughout S
enas-2^**ºne-ºne space. 23"-core- .%.º. cºa...” { - - ! 3
space ----- -caocard a S.
| * scant/ºngs %º, requiremen’s : s
see approved aſſaranagiraerplan - `---...ſº wrºvºº'ocº- * -
- - - 54-acº-wro
wore-woºfen/nº hoes ºn - - -º-º-º-º-
foor of...?...; f - ** 34"-afenas
wnaerºee/ofoſſar -
Rivetino -
*2aº ºne strakºrea º twº ſoos 9-mae Cargo ſ | -
***, *o- %.to abrºvsºde ****warenas | || Aſan º: /7%.4%.4%.30-channels G --
remaining stra*s asſrººt ºw.aeº- -- --------- spacca. 27apart ...'...}} º
ºfºrººººººººººººººoººº. | wore #º. §:
$ºgº.º.º.º.º.ºrgº caſe. | | | fo freeſe rºw” apssºnae s
ºreºrizºv**ſaos”?"widºw"-vºwae?,” %"rºve’s arºenas - -
rºw ºn bowſer sooced:/rºwdeº4"-warenas Manksiae bracker/66* iſotºrwºod-zºº
for AEL-fo/53*arenas), |--|{*::::::::::::,
cenre-verrica/~ee-ºf-27- - 204" in boiler space * ... --- | *
for; to #6°arenas-ºwz-in [govºſe rivered-54"/ocs *%+) - -
bowler space ºrt rºw ºur ºars x' ºvers to 44;"aps, 3/ºr fººd/from *. %"fºr jº : -
:*::::::::: **** | | || |34°ºvers arenas co/sºon any roarrend I - B 1' 2-sº *
- º - - -- - ---wo- onnec - -
w"rºw arenas %ill-ſ:::::::::::::::... ſºlº 1 2-ºxº~~
- ºr 5* - / L-11-(3%33.3%28"ſo engine space 7-74 "rry. 7%. rsp ~ - º
- ſ zºº; Z_rſ 32", 3% ºn tºe-space ºr each range * * w -
ºzº” º , ſºle. ::::::::::" ,” *6"---------------------- ºn 1 º, R {{*::::::::::::: -
rºwn--- ºveyona 21-sºngſe // //oor- ::::::) /66 wºu-seº Pa-e ". *I 2: 1 - "4%" - 14-renº
- rº- - ! . . . /rlſ/53*enas Tº-> gºvery - -
-- - ~ frame 4-º'- --- - -
- each flange ºv. 1 - -- *|...}^.
* *… --- ſank Monarcente-
2 ºange - x- -
--- I-27 -º---- →,
º 32-p ! M. : * ºcca's dº
--- '' . . -
- 3×327.9°- -
doºr/º 3, ///- |. º S. -
- - intolerºr - , -, -
7-7e'rºw - tº -
----- . . .
_r - 8asetºne.
A -- 7.3% ºat-ºrie -- *::::::: *** *--x
- «ce, - framerººroºge | D º'Oead ºse
- dº rive-a--- *-*------- -------toº-º------------------- ----> ºrgnsarazzºza-throughout
- ------ ------------------------------------24'-0"--------------------------------------------.
---------- -- -- 27-9"half ºreoath-mov/7”----------------------------------------------------- -
Aceºſate 473-º-º: --
ro.243*arenas-Mºoſe”-r
avaa rºw burrstraps /* ºw construction tº wav of cargo space
8,800.TON D. W. FREIGHTER
For Notes See Page 413.



































































-
72
JL//
ź.
Wºr,
v2/
2.
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ºf -
| /2"/T 77777/7crº-5'4'
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§ 6%zherzhan Aarz Chock-n-i >hº jº-º-º-º/ā-ā; ___ TTTTTTTTTTTTT's TTTTTTTTTT - - -
is so ſhaf Aſnes w/c/ear O 2. 3 #5 $º 9 |0\l. (2 a TF Spar Deck- Rivering
; each ºr "º ºkº is ©º Cº f 3. § §ºž;...º.º.º.º.
S / |NSS H---- -> - - --- - ~~ ringer in Way of Żarches-/3"Mºveſ: Aºga"/"3 Aeºn fosſze
s º Aſſo//er Chock 33 & #xissº - S º, 7----- it-ºrizºtº- Š Sºrſºger %; Aºz % %2% Spa 320 as 3.4% e /
T-r § $$ of WrekolerChock ſº ſº §§§ º F2744274-7 § Żºłºś. 5% ºf s Scacea-44/3s (2 foo.
6'r/5+/27 z & 70'ov/ Pilot 3. CŞ º § Aory & S/A2/ tº l'. ' | {- |S §§ Sº 40%." Lz.Jºž4. ‘s Aazz ſo Aeams-ºve; Soarea 64%. Gº &
Sfanchion fost/? Wna/ass lof House § º “S Co & - Q $ON § § i º 4%. s gº-ºº: %% $oacea, 4% 0 as C foº
- - 2- -> SN-S ----------------------------- in Ueck-
---, #3 § § %.Ž.2.3% 72 /*/ 77/777er. Ü gº s § º §g % 3offs à 5ages ºfs Soacea 4 ºzs C fo C Note:- #Mºch.
F-º-E- ~~~~ ~ - ºxºS X > - - 27-y -> --> > 7/8" x: zz xx xx xx. 77 27 "—— - f # Aſſºc//ºr
1 -------- k+ §§ §§ Mooring 5/##3; 7&ving 5/#fs § § 4:4. *ºs, * \|_Sº Y §§ -> ”, 3ea/77s 2 3. 2- 77 7 * * * * Sfanchiſon /oca/ea' O SU/ W y
-- Texas ºs º S3t o/7 Jºzz/r/287/.5/øe N&ſº X | S-I-84/7%aring.ºrg --- - Lº §§ Forecastle Deck:-
--------, $3. 5's Nºe º: * | - §% ----- ========z-- ==== H- §§ Žg %. & AEages Žººfs Soacea 440.23. Czo C.
- ~" s ºw' . . 2’ ///77,77e/rs - w/ ikulº, 2/-, a///79 fo dea. %3” ” - 7 * * * * -
Windlass Room | R_ID- FOSITION OF | under Ok 72 Sy/? 6'13% ºf Af = --- fºr Engine Deck Éot- 5/8” ºr . 7 *, *, *, * - - F-r
72°43’5% or z of s/º. Gudriers-T_ WINDLASS POSITION OF FORD DECK ENG's - Engine casia ſcrew.
#######– | K POSITION OF AF | |Quarters …”
T - ==H--—# ſº, ºr? No? No. 3 No. 4 ( ; No. 5 - 2 No. 6 No. 7 - T DECK ENGINES - – -
º %2 – F –––––– I-____TY Tr *-*. No. _* ! No 8 º No 9 No.10 No. 11 No. 12 No. 3 No. 14 No 8 º «Sae TºrStarzhions from Soar Crew's Quarters
- $3 z São – Torºzzi. Hi----- H------------|--|-- * * | * 1 T.T. --------------- 2 No.17 tº Spar 5ktº No.20 ( ; No.21 No.22 & 3 No. 23 ( ; D% #####" of gºpas 4.7%f IJ
|-yº Dunnage Room A%;" || || || || || || || || || TTTTTTTTTTTTTTTTT - - - - side TTI - I ----------- _* << *** Nº. 43 | | No.24 | No.25 No.26. t. No. 27 No. 28 || || No.29 No.34 No.35%.S. or 0'k Harchſa. ºng ºs---A- --- # =#| || ||
|-- —EE ºº-º-º-º------------------____ --------- ------|--|- -------------------- $ººr f : ; ; * * * * - “Y” ‘’’ -- “Y” ---> “T” ºr iii. T-------|---------------|----- Å 164: 2- l |- - -
24.25ºzo, 2 gº is --------- +------ -- ; ; ; ; , ; ; ; ; ; -ij------|------------- - - - - I –––––––----. Tº TTT2:… . 2------ -
----- - & T-1 | ------------------ º - - - - - ----- - - - - - --------------- rº Føvnaðfor -
- sh/ S -- | | | |----------- ---------------------------------------- Main D’k. –4/2435 º Caº'er Trº-1- º
---- A † --~~ | |-- <! – ------------------- -- | s/Øſº I–Hºt
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| | | | | §: +--------------------- i. ºs T-H –- --__ ------------ † -------------. ... s ºr
|-r- --- H- H :- T--- —l- §§ | - – |S. | - - | - &7° - - : /ø/7 _> -
|--|--|--------- ºd - ----- +----- §§------------- - - -- - | | S. | T- | Hºi-
1/) ºr Fº - | cos ------------- ------------------ l. 3.2 - | Sp-S: T-1 | | li – $1 - || Tº 7W -
§ --- i ==== 640 trºt r_t === --- rt-r- __-- | | - §§ #3% ºf- - - - ---------- º - - - - - - - | ------ + - - - - - jº - - - -- --- L | - - - - - - - --- º - - § § sº
- - .* - - -- ETTFT-TE rtre++++ rt-t-t-r-rrrl-rrºr - -— s----------------------------------------- ------------'-- –––––1------- - - - - - - - - - -- - > sº sº a º -
N ſ I | | ) | - - I-T- ==E== -- " --- -- --- re-el re-er-te-ºr-e-r-tre+++++ tre++++++++++ - 72.7k ſº --_ -- 40” § + | -It- Engine §º § º * Gººf
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-- 34: ~ - Zºrº - #: ---Y || | | lº -: >~|
$ - §§ 4ANHº-ANgºr Pºns IN + THRO RECESS STAIR RECESS IN INBOARD END A0"Argºn # of Ángine Hº- ##sº –––. iſ il.
22”Scºzzy ºf MAN DEck striNGER Jºº. OF STED. BALLAST ENG z of sh/o - Nºll jºš £3;2|| FT | | | I] ...
MAIN DECK FOR'D sº 32: INE WELL ---1-- Afre &70ſ §:/º ! tº i2. º 1-### t #
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Zºeck Sºrſºgers, 5&# in Waygººſehes //s "AE/ //e tº - | 7\! iſ ºn tº % aſºom
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- DET ENGINE DECK PLATFORNM IN ENG RM.
Al L OF RIVETING IN SPAR DECK STRINGER Detau of Wä"For Ballast Engine rtºvë BKSE LINE 15-II"ABOVE BASE LINE
INBOARD PROFILE AND DECK PLANS
12.120.NET TONS D. W. LAKE BULK FREIGHTER, “HORACE S. WILKINSON”
The Toledo Shipbuilding Co.. Toledo. Ohio



































































































































































































PLATE XI
[−) -
O O - _-T
__ - 40’sf////ng Pan?
~/o Stearn Syohar,
/o A/re Æxy/r?qv/sher
%."
wº-
~(~ <\
a 2-
34.
36 - \ ** º – A-----TH-FIF|Hº
fºam fo - 103.2%2F
779 & Zeck #4 IIII
Aymarno | | 1======!
77.
Sfairs fo Graffng on
Spar Deck
Ven///afor
-
-
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i
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27. 2,4-
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as, San/fary Ampº.
2^
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& ſº-J-s 72, ZZ ! --
> ` > /"> / % aw F
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wore zºº.
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--
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PLA N NW i E. Vav
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r-- - - –2– - I T
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Tank
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| | |
200 Base Linz (98 I86 184
-- L
208 206
–
27 216 214 212 2|
E L E V A T | ON
ARRANGEMENT OF MACHINERY AND PIPING
12,120-NET TONS D. W. LAKE BULK FREIGHTER, “HORACE S. WILKINSON”
The Toledo Shipbuilding Co., Toledo, Ohio.
























































































PLATE XII
Jºack
*"ce/via Sºarerogmº
fying Bridge
House
*5 727.5oom
737
Quarters
5.737
30737
7-ſpoſe&nson&ngine H-5
w r
342%.4/4 x72" ſ ºf B
Room
3N 6'3'34.
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º 3%6"Soacea'ab: 20% is 3'x 64 :
e
24 ºr 8
Grafting \
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º +26.40%fe º –2/10"off? fidely Deºk H.
«-».
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Bri - Poop DK - - D’k k
Upper rigae D º …s., 4 ſº"Magnésia (or 5 miaº /nsvation U p 5 73/7 &oors Aſſºrey Dec
º - 8" 4'x54 Aayers 73°7'3 4'x8 2 Zººl/ C . . pper D’k. > U
in 11 Nº. 1" - 3/k/ro/7 Cover/29 Sfeerina Gea. --
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| 3 R 6%-6"S// Zoº --...--- Aºf ch Cover 52**ens 4-4"Cfs. Hana Rai, Aortable PROFILE If - TSX III] - º t; CŞ º
/3 J. 22*A*S* A Ga/ 2"Bo/#5 /* 34"Sººs azov” /n way of //arches |N BOARD YTN A- hief Engr SL’s ST
s! 3% ºxa" 2% ºf Pae Ga/. Ab:/8"C+5. 20"Cfs. /234"YA//arch Covers 6'33%" C/72/77e/-2% ºró”//o/es y - - - º [] º -
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| W. - $ºll-Y- y— 3rd officer/ 2nd ºfficerſ Captains office § 24"Meza/c Zºë Boaz. FLYING BRIDGE FORECASTLE, DECK
| º - - - 15+ Office (wood) (Concrºfº)
| - 2 Sºnchſon /6”5.30are 52/* -
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- ºf - & º . . . . Posso ---- - -Q+Or-
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− - - n - - - - - - - -
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* - - - 2nd Dec - 3% %.33% dove Graer Anee º | § Mass UPPER DEck (Concretz) §
| º 4%:/3& Fº | $; 8
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- |
TRANSVERE SECTION IN way of Boll ER Room TRANSVERSE SECTION IN way of cARGo HATCH HOLD PLAN - - |
GENERAL ARRANGEMENT AND TYPE SECTION PLANS
7,500-TON D. W. CONCRETE CARGO WESSEL
Designed by F. B. Webster
































































































































































































































\ PLATE XV
MIDSHIP SECTION
8,800.TON D. W. FREIGHTER
For Midship Sections
See Pages 411 and 412
SCANTLINGS
Stem:—To be fitted in two length, with scarph at
upper turn of fore foot. Upper section of bar iron
or mild steel 10%" x 234"; lower section of cast steel
shaped to form.
Stern Frame:–Will be of cast steel in two sections with
scarphs at upper part of rudder post and lower part
of propeller post. Propeller post 10%" x 8"; rudder
post 9" x 8".
Frames:—10" x 4” x 4" 30: channels beyond inner bot-
tom to Upper Deck, spaced 27" apart, from Collision
Bhd. to After Peak Bhd. Alternate main frames to run
up to Forcastle, Bridge and Poop decks. Intermediate
frame in Bridge, 6" x 3%" x 18.9: angles; and in
I'orecastle and Poop 6" x 34" x 189: angles. All
intermediate frames bracketed to deck. Beams over,
and in Forecastle, also bracketed to deck. Frames in
Peaks 6" x 3%" x 18.9; angles, spaced 24" apart,
all to run to Poop or Toc'sle Decks. 1 rames to be cut
in way of W. T. Flats and efficiently bracketed to
same or \\ . T. Stapling worked in way of same.
Frames on floors on double bottom 3%" x 3%" x 9.8:
angles single. From 3/5 length forward to collision
bulkhead 6" x 6" x 19.6: single. Main frames in
boiler space to be 10" x 4" x 4" x 30: channels in
lieu of web frames. Bilge frames, 3%" x 3%" x 9.8%
angles.
Rev. Frames:-On every floor in Double Bottom 3" x
3" x 8.3% in Holds, increased to 3%" x 3%" x 9.8:
in Engine Space and 11.1% in Boiler Space. Double
in Engine Space on every frame and in Boiler Space on
alternated frames. On every frame in both Peaks
3%" x 3%" x 8.5: angles. All to Upper Deck, on alt.
frames to Foc'sle Deck. None to Poop Deck.
Web Frames:—22” x 16.6% with double face bars 3%" x
3%" x 11.1#, fitted (3) in Engine Space but omitted
in Boiler Space where main channel frames have been
increased in lieu of same. Web frames will be fitted
in forehold in connection with panting beams and
stringers. Webs will be fitted in bridge over bulk-
heads.
W. T. Bulkhead Frames:—In accordance with approved
bulkhead plan.
Floors:—On every frame 44" x 16.6: for 9% length,
15.3; at ends; 20.4% in lºngine and Boiler Space.
Floors in both Peaks on every frame 40”. W. T. floors
to have stiffeners 3%" x 3%" x 11.1: angles fitted
between longitudinals as shown.
Center Vertical Keel:—44” x 21.7: for 2 length to 16.6:
at ends, increased to 24.2: in Boiler Space. Double
angles to flat plate keel 4" x 4" x 17.1: throughout.
Double angles to tank top plating 3%" x 3%" x 9.82
to 11.1: in Boiler Space.
Longitudinals:—One each side, 16.6: for V3 length,
15.34 at ends and 20.4% in Boiler Space. Half depth
longitudinals 15.3; each side, in way of 6" x 6" angle
frames forward. Extra full depth longitudinals will
be fitted in way of engine foundation as required.
Beams:–2nd deck:--On alternate frames, 12" x 3%"
x 3%" x 30.6: channels, except in way of cargo hatches
and machinery openings where they will be, 7" x 3%"
x 3%" x 20.1: channels, on every frame.
SCANTLINGS-Continued
Upper Deck:-On every frame, thru. beams, 7" x
3%" x 3%" x 18.9% channels; in way of hatches
7" x 3%" x 3%" x 18.9% channels.
Bridge Deck:—On every frame, 7" x 3%" x 3%" x
18.9% channels.
Forecastle Deck:—On every frame, 7" x 3%" x
3%" x 18.9% channels with support equal to two rows
of pillars.
Poop Deck:—On alternate frames 8" x 3%" x 3%"
x 22.0: channels with support equal to two rows of
pillars, hatch end beams at second and upper decks of
same scantling as regular beams.
Boat Deck Beams:—4" x 3" x 9.8% angles, spaced
27" apart.
Strong Beams:—In machinery space of scantlings as
required by Lloyd's.
W. T. Bulkheads:—Plating to be of required thickness
in accordance with depth of bulkhead stiffeners. To
be required size for 30" spacing generally and fitted
with lugs at top and bottom. Plan of all W. T. bulk-
heads to be submitted to Lloyd's for approval.
Shaft Tunnel and Recess:–Thickness of plating, size
and spacing of stiffeners to be to Lloyd's requirements.
Shell Plating:—At stern frame, to be of midship section
thickness. These strakes next to flat plate keel to
maintain midship thickness to collision bulkhead.
Distribution of thickness of plating, also position of
butts to be Lloyd's approval. Doubling plates to be
fitted at ends of bridge at hawse pipes and elsewhere
as required.
Boss Plating:—To be 30.6%.
Rudder:—Of single plate type. Forged frame with
keyed arm opposite each gudgeon. Rudder stock of
wrought steel of dia. to Lloyd's approval increased at
keyways. Stock to be connected to rudder by a hori-
zontal flange coupling. Stock 10%" dia. Pintles, 4%"
dia.
RIVETING
All butt straps, butt laps, seam or edge laps to be of width
as required and all riveting throughout to be in ac-
cordance with Lloyd's rules.
Bridge side plating to be carried down to deck at ends
and doublings fitted.
Upper deck sheer strake and stringer to be doubled or in-
creased in thickness at ends of bridge.
PRINCIPAL DIMENSIONS
Length Overall . . . . . . . . . . . . . . . . . . . . . . . . . . . . 427’—0"
Length B. P.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 410'—5 y?"
Breadth Molded . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54"–0”
Depth Molded to Uppe, Deck. . . . . . . . . . . . . . 29'—9”
Designed Load Drail . . . . . . . . . . . . . . . . . . . . . . 24'—2"
EQUIPMENT
2–Bower Anchors, stockless, each. . . . . . . . . . . . . . 76651:
1—Stream Anchor . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2765;
1–Kedge Anchor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1158;
270 lºathoms—2%" Stud link chain cable.
90 Fathoms—334" steel wire (stream).
120 Fathoms—5" steel wire tow line.
2–Hawsers each 90 Fathoms—8" Hemp or 234" steel
wire.
2–Hawsers each 90 Fathoms—7" Hemp or 2%" steel
W11 C.
413
CAPACITY DIAGRAM

Double Bottom
Cu. Ft. Tons
Double Bottom Tank No. 1 Starb. Salt Water. . 2,800 80
Double Bottom Tank No. 1 Port. Salt Water. . 2,800 80
Double Bottom Tank No. 2 Starb. Salt Water. .. 3,707 106
Double Bottom Tank No. 2 Port. Salt Water... 3,707 106
Double Bottom Tank No. 3 Starb. Salt Water... 3,951 113
Double Bottom Tank No. 3 Port. Salt Water .. 3,951 113
Double Bottom Tank No. 4 Starb. Fresh Water 3,448 96
Double Bottom Tank No. 4 Port. Fresh Water. 3,448 96
Double Bottom Tank No. 5 Starb. Salt Water . . 4,978 142
Double Bottom Tank No. 5 Port. Salt Water. . 4,978 142 l, R
Double Bottom Tank No. 6 Starb. Salt Water. . 1,874 53
Double Bottom Tank No. 6 Port. Salt Water. . 1,874 53
Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41,516 1,180
Peak Tanks Cu. Ft.
Fore Peak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Salt Water 4,769
After Peak . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Salt Water 1,236
Fresh Water
Reserve Feed Double Bottom Tank No. 4 Starb . . . . . . . . . . . . 3,448
Reserve Feed Double Bottom Tank No. 4 Port . . . . . . . . . . . . 3,448
Potable Water, 2 Tanks Bridge Tween Deck. . . . . . . . . . . . 7,490 Gal.
Potable Water, 1 Tank Boat Deck . . . . . . . . . . . . . . . . . . . . . . 541 Gal.
Coal Dunkers
Bunker Tween Deck (Permanent Bunker) . . . . . . . . . . . . . . . . 12,973
Coal Chutes to Boiler Room. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 551
Coaling Chute to Bridge Deck . . . . . . . . . . . . . . . . . . . . . . . . . . 1,150
Bridge Tween Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39,579
Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54,253
Bale
Cargo Capacities to inside
of ceiling
Compartment Cu. Ft.
Hold No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . • * * * * g º e º 4 & 4 º' is e º & & 8 º' ºn 59,145
Hold No. 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50,630
Hold No. 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47,713
Hold No. 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56,053
Hold No. 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42,303
Total Holds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255,844
Tween Deck Hatches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tween Decks No. 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28,464
Tween Decks No. 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,140
Tween Decks No. 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,822
Tween Decks No. 4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30,760
Tween Decks No. 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29,638
Total Tween Decks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134824
Bridge Tween Deck Hatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bridge Tween Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... 35,700
Forecastle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,423
Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39,123
Total Cargo Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 429,791
Stores Cu. Ft.
Store Room No. 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,424
Store Room No. 2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,032
Store Room No. 3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,520
Store Room No. 4. . . . . . . . . . . . . . . . . . . . * * * * * * * * * * * * * 1,200
Store Room No. 5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,020
Total . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11,196
8,700.TON D. W. FREIGHTER
See Opposite Page
F.W.
Tons
136
35
96
96
27.8
2
imº s
288.3
12.2
25.5
879.5
*rºw---
1205.5
Grain
to skin
of ship
Cu. Ft.
65,757
55,280
52.164
61,982
47,851
283,034
6,058
31,660
25,520
25,357
34,107
33,093
149.737
400
39,579
3,878
43,857
476,628
|S.
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H| 18 F-15500; 44.63
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||| 9 | 242,37
i H 50 O
} = { —
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7 4.1.59
414
GENERAL ARRANGEMENT AND CAPACITY PLANS
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415
— —------
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wºrkshop Stores || 2 |
Stewards SW VQ, V
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LOVVER DECK
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8 -
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OUTE OARD PROFILE
6,600.TON D. W. BULK FREIGHTER
Designed by Frank S. Martin, New York City
Builders, Federal Shipbuilding Co., Kearney. N. J.
See Opposite Page.
— — — —- - - - -












#
FORECASTLE DECK
n! & Oil Rrn.
Boot
TOP OF HOUSES
AND CASING
3rd Asst. no-Assi. En
B&Dº
&
27 -
-
hief Engs. Both
rt -
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POOP DECK
iremen's Mess.
Searnen's
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Cooks.P.O.Mess
P.O.Wosh
Wipers
Steward, 5.Q
Dru Stores
onen's. Woºsh Rn.
g/1st Asst.Eng.
B. &
Dn.
Captaine Tonk
Statz ";* Chart Rm,
56 º: Bałłe
Both-Hº 3.
B&Dº. Sl-fift & D
Owners F. Z: ---
5.R.—#ſºl. Caplains
ºfºº || Office -
- sº -
Passage” Wireless Rn
Gravity Tank
Dn Motor
l"orking_º
UPPER BRIDGE DK.
HOUSE TOP
FLYING BRIDGE DK.
* -3 Fi
p
Bootswain
keurman
Storekeeper
&
Wireless -
*::::::= |_|-Steword
..., º H–2nd-Officer
A-5 Ton Boons .P055 ... #–B. & D. 4-5 º Boons
*ſºng Pn- | || º
- Bath- . o -
Locker Under: _2 -". hi-Dining Roon
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BRIDGE DECK
Uo tº a
Hatch 2010"x26'-6"
N/A | N D EC K
6,600-TON D. W. BULK FREIGHTER
Designed by Frank S. Martin, New York City
Builders, Federal Shipbuilding Co., Kearney, N. J.
See Opposite Page.
2Hatch 20.0"x26'-6
ſº





















































5
MIDSHIP
SECTION
RIVETING
Flat Plate Keel Butts, Etc.
Flat Plate Keel Butts—
Single Straps, Treble Riveted.
Center Girder Butts—
Overlapped, Treble Riveted. 34" Rivs.
Horizontal Center Line Keelson—
Overlapped, Treble Riveted. 34" Rivs.
Second Deck Stringer Butts—
Overlapped, Double Riveted. 34" Rivs.
Second Deck Ties—
Overlapped, Double Riveted. 34"
Upper Deck Stringer–
Overlapped, Quadruple Riveted to Double at Ends.
34" Rivs.
Upper Deck Ties—
Overlapped, Double Riveted. 34" Rivs.
Poop, Bridge and Foc's'le Deck Stringers—
Overlapped, Double Riveted. 34" Rivs.
Side Keelson Ties—
Overlapped, Treble Riveted. 34" Rivs.
Bilge Strake Butts—
73" Rivs.
Rivs.
Overlapped, Treble Riveted to Double at Ends.
34" Rivs.
Second Deck Strake Butts—
Overlapped, Treble Riveted to Double at Ends.
34" Rivs.
5,3/2"x/36°
CONNECTION OF SIDE FRAM
H
RIVETING—Continued
Sheer Strake Butts—
Overlapped, Quadruple Riveted to Treble at Ends.
34" Rivs.
W. T. Bulkheads Seams and Butts—
Overlapped, Single Riveted. 34" Rivs, Except Seam
on Lowest Strake, Which Is Double Riveted.
Bunker Casings and Deck Houses Seams and Butts—
Overlapped, Single Riveted. 5.3" and 34" Dias.
LUMBER NOTES
The wood keel, stem, garboard, outside planking and
deck planking to be yellow pine dense merchantable, as
approved and adopted by the Southern Pine Association.
All bolts galvanized.
Wood keel bolts, 1%" dia. One bolt between each frame
on port and starboard sides, alternately.
Cross bolts in inner garboard strakes, 1" dia., with square
treads and nuts spaced 4'-6" apart. Outside planking to
be edge bolted around bilge, with bolts 34" dia. All planks
to be double fastened with 34" bolts.
Butts ºf outside planking to be bolted to steel straps, 10"
x 19.12, extending from frame to frame and rivited to
Saline.
Deck planking, single fastened, with 5%" bolts.
t-H
E GIRDER CLEAR OF HATCHES
TO DECK STRINGER WHERE
THERE IS NO DECK BEAM /* Coaming2/7”
zº-2%.3%. 2% ºf / ſº //arch Covers JºWhick
w _l
-- * Zaº º dº T
) 7,32%.3%"rz/ ~. 1 Aafch Webs/? L
a- -a- ar I \ , Y
Strinaer/Anaſes º: gº. \3%%3%xć’ſovºe L_______.
// fºr 24/asſae ang/e/nfb/ - ,242** 27, 153° ſº D&Aafing 4" N, 1--------------------- ºf-
→ rº- rºw. - amber/ºn-45: ~~~~~
Upper Ok. ºn - /* Upper Jeck Graer
-R- w --- -n º///
| | - . - V 2^ 3%%.3% Y85 2b (ºr
| | | 4-3 ºr tº: 42"-242* /nfercasſaſs/?/
| | - -r Upper Deck Beams 7%.3% ºx22/*Channeſs
| * TN spaced 36 apart-knees 2/*x/3/*
| | | \L/ 27a. Deck 5earns 7"x.3%"k,3%"22/*Channeſs -
i . spacea 36%parf-Azees /º/73* . . . ..., % T.
| N. H. on 3ragé and fºe ſeck Beams 6.3% ºx/5.3" %26%%
| LWL Hº ( ) channe/s2aced 36."knees and brackers /5.3" Channe/5.
-º-º: - of hee/3 of frames/?"y/53* I
| TI-R, tº ->
| | || º; ; ) 7:0°
| 4 5frºnger-24'x/53*with 24'x/53*a*//arches
§ {T} ||2-3%%%;*Aace 5ar J6"r/53*Cear of //arches
ſ: g-sºº's ºn ºf #2 M (3.7%.34%;" l , , , ,
*****, ap. ; / 2%%"Wood deck at forečnds, & ~Wºº- -
I- ~~, - *** -------------
H- |-36%/9/*-/53* Fºx It,
- -- \ 2nd//eck Graer 7%.3%"r
| Web Arames 24'xſ'74"as shown on profile 3%"x22/*Channeſs
| (TN ºute face Bars 3%.33%%.85" . t /nfercasſa/s/9/º
s' ... h-' Webframes to have 9-0 a lighteniny Holes as shown
HOWING º - H-Side Panking 5’ º
#: º WAY OF R; * L^ Cany Aranes %3 ſº /36°479/es //o/a/p/ars ºv//-up
§ CLEAR OF DECK | J Aeak frames 5"x3%"x/36* * Yi— of four angles Jºr -II-
WE --- n Rev. Frames 3%'.3%"x85*" 3/?"r/36*ana 3", |
- Main Arames 6'3%".5%"x/53*Channeſs /66*Aafe
| s * {{T> -- * spaced /?"aparf
Š % - 7 Ž. Ǻ, %L
-- - t ovºſe on aſ frames forwara midship 3% - - -
§: N Æeverse frames 3%'.3%%///*Angles º: ſº% /es
| | // Y Single fºrcughov: 3*.3% ºx/36*and//7"x/66* !
| | >~ Abop 3ra. .#Aoºſe Ararries l %fe. "
| - 6%.3%"x3%"º 3*Channeſs spaced 36 apart -
| N --
7, Hº-H-cargo flatten: 26° foors (4/* to 53*.
| L42%/**33° Woźe:- Woºghtening #oſes 2/7°in Boiler Space
| | |- A/co-Brackers/9/*fo 153* ſn fºors or inter- on every frame.
| 1 ſoor Ž. % 3. o costa's in way of ºx.3%', AZ64
| | -*. 2.7°/n 50iſer.jpace p://ars. - M- %. 24.
I | .. na, -/-a. ar 3/2"r,3%"x8.5%
| | - gºa 34%3A%35* 5",3%"ºff /
| ºf 2%"Čeſ/ng #2'r?/7*#2/66*
W ſ II XL-Trzºzºzºs ------------ ~~~~
| sº ºccesſa %3%/25 7 gº ZºrzesłºżºłT3%%e TºšićWºº-
2% 27, 2* º 27"x/2" 27%/?" 3%%3%%///*
| 3% ºraº Q 3%'.3%"x85* _Q A3%'.3% w85* G-3'22". 32.2 -
Y_l - - ºn->
i ~~~ º º:24 SIZ Tºzºzt's 21 SłºżS - - ~~~~ ~ 2. -
t 3"/0/a. 4'r/4/* \5ofrom Panking 5º a. /**** 6a-cardºzº ºgº”
Line of bofform of -- - 7 a.m. 7a. ºn- ee//6%r
wood kee/ tº: 2/anking ordered H-------7. 6"---------- ><------7'-0"--------- Aaº Aºzºeaee/
-**** ––––––––––––22.6-L------------ 42"-23"-223:
3,500-TON D. W. COMPOSITE FREIGHTER
See Oppo
site Page.







418
Principal Dimensions
Length B. P. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269'— 1"
Breadth Molded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45'— 0"
Breadth Over Planking . . . . . . . . . . . . . . . . . . . . . . . . . . 45'-10"
Depth Molded to Upper Deck. . . . . . . . . . . . . . . . . . . . 24'— 3"
Draft “D” American Bureau Rule. . . . . . . . . . . . . . . . . . 20'-0"
_2/ronframe and
(anvas Screen
Speaking ſºbe
–/36 ſeck covered
w” canvas
WHEEL HOUSE TOD
ºf..." | -
!/60 Žºgº wº-
Went . . -
& Joſnerdeck covered with :
-----| canvas. John
Storage
| Sºny
&rrrry Bor Went. - 36%af-y-
| |
|*a,”.
da/ /ru/7k-
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Tº Wººr. |-8. -
|_2/en/ r:-
" * j, ---
i Ken? --- º-
| | Sºm.2
------ • *-*.
Storage Barrery&or - ent
Wenf | life &gt.
|iſºtºjº
* * * * * 16AT ING BRIDGE
~ 2-
HTZ2- Verſ? ==
life Boaf - Z′ or)ocrator Nº.
24.7%, 7.9%.3.4" /44 -
27T Desk
wº
*O - --
& Gear 5or - --
N. Under )
-. Wenfº
Wex.
X
/8er//,
Drawers
Roomſ -
Vegåor
Wenſ,
o
971.
*3
Or Toilet
2
//rawers 0 perator
, ... life &oaf
| "A 24-7'r?.9%.34'
—t-
/
B OAT DEC K
Poop
Upper Deck
Smoke Stack
Bridge
St Hos º,
orage batter
Radio ...'
Dock
---
officers
| Moss
5fowed,
ºo:275 Galley
Boom 5forea's --
- ſº sfowed'
Hatch-
Æafch/8.0%/0° * * * -,- -
///ch2/'7%. 6'-der | | ---
r º Coal or Carº Space Azrich 2/0, F
- 3/aeº - - -
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---
- - -- - - - - - - --- ---, -, -, - --> --M.--- : ;-
zº - …vº --T- - º, E → * * * * * * * -------------- ^ºrderafside
ſ afsides | Madder chions º -: : }órder&archens of side # Madder: | ſ -
| Avrº Cargo Space - | Aºrfjøe CaryoSpace || af siae
- -------- Side * § ###2/0, 40° Chair,
- - - - ... - - - - -- - -- -- -—------
, - | | | | | | 1.------. f \ 6-acrášanchºs/ |; wº afsae
*1 .s - | º
~ s Cargo Space Wafer 5a/asy
§.
Shaff º +-Sfanchion afsſae
Recess
O 8 12 10 20 28 36 40 44 Web 48 52%. 5% 90 Web 04 G3 72 16 Coa/ 30 Web 84 --
F- Fr W78 ha. Web Web Web W78 hº 8/78 ºr 3h7 W7% 164 wº |T. [76
|N BOARD PRO FILE -
Scuffle
//eck/ocker Aſes/
V
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&
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Arawers!/?der
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#; 44 ×118's 152
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- 47%.2/4 -—1–TH − H –Engine ><!-Hatch. --—Boilº R 1. 'ſ' 31-0%argo hatch–
; : º - "ºº-º-º-Hi º*-* * * * * *
. 2^ … -- º •. -* --
POOP D / -—' B ºf; 5. % o Aſes?
ECK -- 0.077 Gaº Jrawer **/ ---
T---— -- &#YK 0rawers curre ---- - - - —---~ * FORECASTLE DECK
&## *
- B R1 D G F D F C K
AEaſyJranch/ons gº -4°5°ºr --- Sºyºgº, y-ſa/Sanchors Ç
=~—-Herº- - | - T T hock
/074 &## (*, ºr | HHA ºr º \ | ~g: //AP
shower ºf --- &## | i / Scuffſe Scuffſe 3. - Sºº" )
Øer ſhock - | Ø - © 9% ºf - - - - Ælff 3-Slº A
/02/2 /7 #. s' &zº, &#3 5.ºff 1948, 6f - º
--- - ir --
º alo Wenfóver)+ fairs - Up +| . | | 2//r//7 *** º Sea*"...,
* … º.º.º. ºf Winch * | *º ſº, D- . . s *1 is lº 2% ºw
/ º *; ºn T º alo. gºo Z. ºnfrance fo - º ------ -- - _2^ - NTTT222 º - Paint ~ Sheſe:
- I-3-6.3%hº wº º, - - - H ~~ {{* Fº Wenfoyer/
Winch-4 – Wºnck
º
Y, \ ||
|
- +,-
by tº overybºr N. I 4 - - -
- Steering t º - %. jæ. *~ - ––1. - - \ \ ~I. $ºarº E º º
\ * \º,4% ºf ºil / | Jºo. Wenfore Jºſef º
Wenf – Wºº-ºo º--------- Tº | Seaf_{ sº Wººf º -
dº & ºn Jyº 0%/2-, . H Tº ſº. g-ent - tº Hylºlº.
- wº % *Stairs *H 42. | Coa/7-unk ! / p #. :::::"…h3!.
ozº atzrienders: 2 2/ Up&# ~ *Wºn: O scºre”O Aºf ! . . *. *...* /04
- o's / - - cuff/e | - * c ~~~~
/o:a Chock Ælff *wn, Scoº/e & g - | \ 92°. Prº-04
tºº | | % ºf a — . ~~~~
. | —t - ^2. -
Cººsanºn, cargo Abrf Stay/ad; L^ Žaſſ Sfanchion:
up PER DEC K
GENERAL ARRANGEMENT
3,500 TON D. W. COMPOSITE FREIGHTER




















































































































































































































































PLATE XVI
MIDSHIP SECTION
r-----
PRINCIPAL DIMENSIONS
Length B. P. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Breadth Mld. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Breadth Over Planking . . . . . . . . . . . . . . . . . . . . .
Depth Mld. to Upper Deck . . . . . . . . . . . . . . . . . .
Draft “d” (American Bureau Rule)
TONNAGE FOR EQUIPMENT
Tonnage Under Upper Deck
269,08 x 45 x 24.25 x .75
100
Superstructures
121.5 x 45 x 7.5 x .75
Tisº
Superstructures on Top of Superstructures
60 x 35 x 7.5 x 75
Tzoo T -
Superstructures on Top of Superstructures
x 7.5 x 75
(G6 x 30.5) + (9 x 235) Too TT
- - - - - - - - - - - - - - - - - - - - - - - - - - - - -
EQUIPMENT
Two Bower Anchors, Each 4,725 lbs., Stockless.
One Stream Anchor, 1,855 lbs., Stockless
One Kedge Anchor, 735 lbs., Stockless
240 Fms. 17%" Stud Link Chain Cable
75 Frns. 1%" Stream Chain, or 4" Circ. Steel Wire
105 Fms. 12" Circ. Hemp Towline or 4" Circ. Steel wire
Two 7 Inch Circ. Hemp Hawsers, 90 Fms.
Two 6 Inch Circ. Hemp Warps, 90 Fms. Each
PARTICULARS FOR FREEBOARD
Sheer at Stem ... . . . . . . . . . . . . . . .............
Sheer at 98 Length from Stem
Sheer at 36 Length from Stem...............
Sheer Becomes Nil 94–6" from Stem
Sheer at Sternpost . . . . . . . . . . . . . . . . . . . . . . . . . .
Sheer at 98 Length from Sternpost
Sheer at 36 Length from Sternpost
- - - - - - -
Sheer Becomes Nil 85–6" from Sternpost....
Length of Forecastle
Length of Bridge
Length of Poop
H
| ſº
|
| |
|
| |
i |
|
li |
|
|
269'— 1"
45' 0" |
45–10" |
24–3" |
20’— 0”
~ Crews Quartzrs
R. -
-—ºoded /ne of casing 740°off
3/4'x3%"x8.5%
/4%/02*
2202
Aeck Panking 3%'.3%"
59
64.3%'.3% ºx/53*Cha/77e/s
spaced 36%ees/8%/53”
! /
205 j/ Q | Aoop Brage & Foc'/e Beams
|
|
|
s
wo
Fs
Cargo or Coal
t
33,333.85*
| Aoop 3riage & A38% frames Aank
!---Sºes/sº 6%.3%%.3%%,53*(hanne's anking
| spaceadé'3rackers affee/
| of frame /8%,53*.
| 5 ºr 3%','A3.6* wº-
|- y * …' Jºa W
37 * Uſ Upper Deck H.
— ` Sº -----, tº-K--
- *— `s -
- - - - - 2503 ^ - -
N
| |
| | !
| |
| |
|- !
4 &
J-3rackers 4x6%/3/* > º
£4
- t }
| Hº !
H *3% ºr/36+ - l
Each H- 25%.3% ºr Ł y
l’ H
|| ||
|
5'→4I/." E.
—-172 º
r ºr -
2 -134 K+-Casing/28° *
V º
Nil | É
3–1%" Coal Bunker | *
1'-4" | º
Nil . >
| ?
| N
34'—6” };
69'-0" £4
º
3,500.TON
SECTION IN WAN OF BOILE R Room
D. W. COMPOSITE FREIGHTER
See Opposite Page.












419
MIDSHIP SECTION
12,000-TON D. W. TANKER
For Plan of Midship Section
See Opposite Page
RIVETING Dia. Max.
of Sp.
Transverse Rivet Dias.
All rivets below upper deck (except wing
oil space) . . . . . . . . . . . . . . . . . . . . . . . . . %
All rivets above upper deck and in wing
oil space . . . . . . . . . . . . . . . . . . . . . . . . . . 34"
Clip angles to transverse. . . . . . . . . . . . . . . . Dia. as
Above 5
Face angles to transverse. . . . . . . . . . . . . . . . Dia. as
Above 6
Butts on trans. plating. . . . . . . . . . . . . . . . . . Dia. as
Above 4
O. T. Bhds.
Seams and butts of plating. . . . . . . . . . . . . . 7%" 3%
Boundary angles . . . . . . . . . . . . . . . . . . . . . . . 7%.” 5
Horizontal stiffs. 9-10-11-12. . . . . . . . . . . . . . 7%" 5
Other horizontal stiffs. . . . . . . . . . . . . . . . . . . 7%." 6
Face angles to vertical stiffs. . . . . . . . . . . . . 7%." 6
Vertical stiffs. to bhds. . . . . . . . . . . . . . . . . . 7%." 4
3oundary angles to stiffs. . . . . . . . . . . . . . . . 7%." 4
Centerline Bhd.
O. T. throughout seams and butts. . . . . . . . 7%” 3%
Boundary angles grans. and centerline bhds.7%" 5
Trans. frames to centerline bhd. . . . . . . . . 7%." 5
Ex. Tr. Bhd.
O. T. throughout butts of plating. . . . . . . . 34" 3%
3oundary angles . . . . . . . . . . . . . Staggered. 34" 5
Trans. bhd. angles . . . . . . . . . . . . . . . . . . . . . 34" 5
Web stiffener clip (both legs) . . . . . . . . . . . 34" 5
Longitudinals . . . . . . . . . . . . . . . . . . . . . . . . . . 34” 6
Floors
3oundary and clip angles to W. T. floors. 76" 4%
Boundary and clip angles to O. T. floors. 76" 5
Vertical angles connecting floors to side
girders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7%.” 7
Inner Bottom &
Seams and butt laps . . . . . . . . . . . . . . . . . . . . 7%." 4
Boundary angles to O. T. bhds. . . . . . . . .7%" 5
Boundary angles to shell O. T. . . . . . . . . . . 7%.” 5
Roundary angles to shell W. T. . . . . . . . . %" 4%
N. W. T. floors to I. B. . . . . . . . . . . . . . . . . . 7%.” 5
W. T. floors to I. B. . . . . . . . . . . . . . . . . . . . . . 7%." 4%
O. T. floors to I. B. . . . . . . . . . . . . . . . . . . . . . 7%.” 4%
Inner bottom W. T. in boiler rm. O. T.
elsewhere . . . . . . . . . . . . . . a g + tº gº e g g g g º e º ſº ſº
Lower Dk. .
O. T. Fr. 8 to 42 W. T. elsewhere. . . . . . . . . e -
Seams and butt pltg. O. T. . . . . . . . . . . . . . . 34” 3%
Seams of pltg. W. T. . . . . . . . . . . . . . . . . . . . . 34" 4%
Butts of plig. W. T. . . . . . . . . . . . . . . . . . . . . . 34" 4
Boundary angles O. T. and W. T. . . . . . . 34" 5
Boundary angles and longitudinals N. W. T.34" 6
Connection to trans. . . . . . . . . . . . . . . . . . . . . . 34" 5
Butts of 22 lbs. plating. . . . . . . . . . . . . . . . . . . 7%." 3%
Upper Dk.
O. T. 8 to 42 W. T. elsewhere. . . . . . . . . . . . . * > *
O. T. butts of 22 lbs. plating. . . . . . . . . . . . . . 7%" 3%
O. T. butts of 22 lbs. plating to 18 lbs....7%" 3%
t Other O. T. butts and seams. . . . . . . . . . . . . 34" 3%
W. T. Seams of plating. . . . . . . . . . . . . . . . . . 34" 4%
RIVETING—Continued Dia. Max.
of Sp.
Upper Dk.—Continued Rivet Dias.
W. T. butt laps of plating . . . . . . . . . . . . . . 34” 4.
Stringer angle to deck. . . . . . . . . . . . . . . . . . .34" 4%
Boundary angle to deck. . . . . . . . . . . . . . . . . 34" 5
Trans, to deck . . . . . . . . . . . . . . . . . . . . . . . . . . 34" 5
Longitudinals to deck . . . . . . . . . . . . . . . . . . . 34” 6
Centerline bhd. angle to deck. . . . . . . . . . . . 7%." 5
Shelter Dk.
W. T. throughout . . . . . . . . . . . . . . . . . . . . . . . .
Boundary angles . . . . . . . . . 3/5 length ends 7%." 5
3 f/
Connection to trans. . . . . . 3/5 length ends 7%."
3/4" 5
Seams of deck plating . . .3/5 length ends 7%."
34" 4%
Longitudinals to deck . . . .3/5 length ends 7%."
34" 6
Q. R. butt laps and T. R. B. L. . . . . . . . . . 1” 4
Stringer angle to 32 lbs. plating. . . . . . . . 1” 4%
Stringer angle to other plating. . . . . . . . . . 7%." 4%
Shell
Lower deck str. angle to shell. . . . . . . . . . . . 7%." 5
Upper deck str. angle to shell. . . . . . . . . . . 1” 5
Centerline bhd. angles to keel. . . . . . . . . . 1%." 5
3ilge keel to shell. . . . . . . . . . . . . . . . . . . . . . . 7%." 5
CLASSIFICATION & LLOYD’S NUMERALS
To class +-100A1 at Lloyd's.
ILongitudinal framing. To carry oil in bulk.
Also to American Bureau.
Transverse No. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94.50
Longitudinal No. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44.273
Jºquipment No. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47421
PRINCIPAL DIMENSIONS
Length over all . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 485'-0"
Length between perps. (Lloyd's) . . . . . . . . . . . . . . . . 468'-6"
Beam molded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62'-6"
Depth to shelter deck molded . . . . . . . . . . . . . . . . . . . . 39'-6"
Depth to upper deck molded . . . . . . . . . . . . . . . . . . . . . . 32'-0"
Depth to lower deck molded . . . . . . . . . . . . . . . . . . . . . . 24'-6"
ANCHOR CHAINS AND LINES
1–Bower stockless . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10,010 lbs.
1–Bower stockless . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9,100 lbs.
1—Bower Stockless . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7,784 lbs.
Stream . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ex. Stock 2,632
Kedge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ex. Stock 1,232
300 fathoms 2%" stud. link chain
120 fathoms 5%" Circ. steel wire-stream
130 fathoms 6" circ. steel wire-towline
2—100 fathoms 8" manila hawsers
2—100 fathoms 8" manila warps
Stem 11" x3"
Propeller post 11"x9", pintles 634" dia.
Rudder post 9"x9%"
Rudder plate 1.16"
Rudder head 13.5" dia. Speed 11 knots.
Frame spacing 24" in peaks, 28" under engines.
Transverse frames 9'-4" in oil spaces.
Framing in peak 8"x3%"—21.2 lbs. B. A. web pl. 20.4 lbs.
420
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AFTER DEck HOUSE V
BRIDGE DECK HOUSE
Principal Dimensions OUTBOARD PROFILE AND ARRANGEMENT OF DECK HOUSES
Length O. A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 485'—0" 12,000-TON D. W. TANKER
Length B. P. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 468’—6" - - -- - -
Beam molded. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62–6" Builders. Bethlehem Shipbuilding Corp.
Depth to Upper Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32'—0"



































PLATE XVII
35rd Ass? and
4th & 5th ASSF
5S Junior En
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ARRANGEMENT OF UPPER AND SHELTER DECK
12,000-TON D. W. TANKER
Builders, Bethlehem Shipbuilding Corp.































































































































- PLATE XVIII
•ed ‘iousau O “oo juſpInqdiuS uns
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424
ARRANGEMENT OF MACHINERY
section at Upper
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Sun Shipbuilding Co., Chester, Pa.
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42
TRANSWERSE SECTIONS
N. & -
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426
PRINCIPAL DIMENSIONS
/eng/h befºeen Perps 420-0"
/eng/h Overa/ 434'3" /
Area'aff/7 Mow/7ca/ 54.0"
/*p//, //av/222 ſo ºper/eck 36'-0"
:
-------------
|
|
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99 98 96 94 92 90 & 36 &4 &2 50 75 76 74 72 70 63 66 64 62 60 53 36 54. 52 JO 46 46 44 42 40 33 36 J J2 （0 28 26 24 22 20 /3 /6 /4 A2 /0 & 6 4. 2 / Fa
OUTBOARD PROFILE
-
NOTES -
//// of Concreze /ncluding Bridge & º: º:
- 2A/wºrks Aſſer Deck/Woose 4/76%. 4245.4% ºf
; Mºe, % Ž Brage ſeck ſobe Wºod ſºcłº //ouse
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OUTBOARD PROFILE, INBOARD PROFILE AND HOLD PLAN
7,500-TON D. W. CONCRETE TANKER




















































































































PLATE XIX
TRANSWERSE SECTIONS
º- — — —25'0" - -
S -N96 Canvas Awary on 7,2277/ec/
- T DC F-3- , 4% Pºpe?”
PRINCIPAL DIMENSIONS __ ſº /* !-----
Length B.F 420'-0" * | Aſa's, :4/25/27 -
Length A.0 434'-3" RS W^2/her ſcreez Tº Tº " - " - - - -
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See Opposite Page.
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11,500-TON D. W. ORE CARRIER
Builders, Bethiehem Shipbuilding Corp.




















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Designed by George Simpson, New York City
Builders, Newburgh Shipyards, Inc., Newburgh, N. Y.




















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434
Principal Dimensions
Length B. P. L. W. L. . . . . . . . . . . . . . . . . . . .355'—0"
Length Lloyd's B. P. . . . . . . . . . . . . . . . . . . . . 356’—0"
Beam Molded . . . . . . . . . . . . . . - - - - - - - - - - - - . 51'—6"
Depth Molded . . . . . . . . . . . . . . . . . . . . . . . . . . . 32–5%."
Draft L. W. L. Molded Designed. . . . . . . . . 24–6"
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//7.5/7
- - - O UT B OA R D PROF LE
OUTBOARD PROFILE
7,300.TON D. W. BULK FREIGHTER FOR COAL OR SULPHUR
Designed by George Simpson, New York City
Builders, Newburgh Shipyards, Inc.. Newburgh. N. Y.























































PLATE XX
Bookcase ore… praying boat a Zocºrºszºłer 2- - zº
sºcrº, ºrzac's voccº
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Mºshram ºf fa ºyſght --> I Prawers --|-- : &
f * → *_ r - - 5fock/ess -
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© £7 % | ! --------- 7.71%f |:3.2/77 -
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BRIDGE DECK
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ARRANGEMENT OF DECKS
7.300-TON D. W. BULK FREIGHTER FOR COAL OR SULPHUR
Designed by George Simpson, New York City
Builders, Newburgh Shipyards. Inc., Newburgh, N. Y.




















































































































































































































































PLATE XXI
SECTION THRU AFTER HOLD AND INTERMEDIATE BRACKET FLOORS
ſº
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SECTION THRU AFT HOLD
LOOKING AFT
7,300.TON D. W. BULK FREIGHTER FOR COAL OR SULPHUR
Designed by George Simpson, New York City
Builders, Newburgh Shipyards, Inc., Newburgh, N. Y.











435
MIDSHIP SECTION
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& Hoſa's /74-24 fo 44, 204 in A & B Rooms.
Principal Dimensions Equipment
Length B. P. . . . . . . . . . 360'-0" 2 Bower Anchors (Stockless) . . . . . . . . . . . . . . 6500: Each
ºn Mººn f ſºrr 1 Bower Anchor (Stockless) . . . . . . . . . . . . . . . 4000:
readth Molded. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49'−0 1 Stream Anchor - - - - - - - - - - - - - - - - - - - - - - - - - - 1200:
Depth Molded. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30'-0" 1 Kedge Anchor . . . . . . . . . . . . . . . . . . . . . . . . . . . 875:
% Beam = 24.5 1st Numeral 107.5 240 Fathoms 21%" Dia. Stud Link Chain Cable.
- 90 Fathoms 4%." Cir. Steel Wire Stream Line.
Depth — 31.0 x Rule Length - - - -
I p - 2 X * ength 353.0 100 Fathoms 4" Cir. Steel Wire Towline.
% Girth = 520 2nd Numera1 – 37947.5 Two—90 Fathoms Each 7" Cir. Manilla Hawsers.
1st Numeral 107.5 L/B – 7.20 L/D – 1139 Two—90 Fathoms Each 7" Cir. Manilla Warps.
6.4.22.TON D. W. COLLIER
New York Shipbuilding Corp., Camden, N. J.
See Opposite Page.




































436
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|35 150 |25 ||5 95 90 85 80 T5 TO 65 º 55 50 45 40 35 30 25 20 15 |0 5
----- * Aee/son 77%f----------- -------& Aſee/son 7%f --------> Ara/77es Spacea' &4---- ---->|<-frames 52acea'.2/"
PROFILE
= *T. [IIIHFO D–HHHIIIſ
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FLYING BRIDGE NAVIGATING BRIDGE DECK FORECASTLE DECK
BRIDGE
— I | (/2 —HIII | 2 Z &/o -
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| (2//3. Aoazº. [CTC)
Coa/ I | | va-va. |
--- --- I ———— - - - * --- - - - --- - - - ----
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7. UV || || - | | | | || | |^2//e7 10%er|| |
Ao//er | H | | || |H| | V/ | H-H |
| | | |
He– | Cargo | Cargo. | l {G} Ca/Zo - | Cargo L_2/72 l = - Øo I Caºzo €- | Car?o
#arch ſarcº | WSE/ Aarch || | | //arch || || Aarch || |H| | Harch || || Harch Aarch
//a/c/, | || | | | | | | | | Saloon || | | |
[V] || | II -- | H $ | I-I-II |
––––– ----— 4 -—–––– |--——— --——— —ſ -———— -———— | -———— AEaſt/f/foo/77
l | | |
Coa/ Bø//7/ker 7aº Zrz'
| i 22°33's
— | __ *Hi!º IIHE” E | [CIC]
MAIN DECK
Principal Dimensions - ºr GENERAL ARRANGEMENT PLAN, 6,422-TON D. W. COLLIER
Length O. A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377–0%
Length B. P. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360’—0" New York Shipbuilding Corp., Camden, N. J.
Beam molded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49'—0"
Depth to Upper Deck . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30’—0"
Draft loaded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23'—5" PLATE XXII












MIDSHIP SECTION AND SECTION THRU BULKHEAD
GENERAL NOTES
Stem: 11" x 3" W. I. Bar C. S. Heel.
Stern Frame: C. S. Propeller Post 13%" x 7%" below
Boss, 12" x 8" above Boss, Rudder Post 9” x 7%".
Rudder Stock: 10" dia.
Frames: 12" x 30.2: channels. Spacing to be 26" from
frame No. 15 to stern. Forward of frame No. 15,
spacing to be 21" to stem. In Peaks 6" x 3%" x
11.7: frames, 3" x 3%" x 7.9: reverse frames,
alternate to Foc's'le Deck forward. All to Main
Deck Aft.
Poop and Forecastle Frames: 6" x 3%" x 11.7: angles.
Bridge Frames: 7" x 3%" x 16.5: channels.
Cant Frames: 6" x 3%" x 11.7: angles. Reverse frames
3%" x 3" x 7.9:.
Forecastle Side Plating 16:: Beams every frame 6" x
3%" x 3%" x 15: channels. Brackets 15” x 15" x 17:,
Stringer 40" x 15:, Plating 12%:, Stringer angle
3%" x 3%" x 8.5:.
Bridge Side Plating 16:: Beams every frame 6" x 3%" x
3%" x 15: Channels. Brackets 15" x 15" x 17:,
Stringer 38" x 17:, Ties 15:, Stringer angle 3%" x
3%" x 8.5:.
Poop Side Plating 15:: Beams every frame over bunk-
ers 6" x 3%" x 15: Channels. Brackets 15" x 16" x
17:, Beams over quarters 7" x 3%" x 18.6: channels
on alternating frames. Brackets 17" x 17" x 17:,
Stringer 36" x 15:, Plating 12%:, Ties 16" x 12%:,
Stringer angle 3%" x 3%" x 8.5:.
Main Deck Beams: 10" x 21.8: channels on alternate
frames abreast trunk, 7" x 3%" x 18.6: channels
every frame at ends. Brackets 30" x 42" x 20: for
10" Beams, 21" x 36" x 18: for 7" Beams. Stringer
plating at ends 45" x 17:, Plating 14:. -
Gallery Deck Beams: On every frame 6" x 3%" x 15:
channels. Brackets 24" x 30" x 15:, Stringer 40" x
17:, Plating 10:.
Fore Peak Flat Beams: On every frame 7" x 3%" x
18.6: channels. Brackets 24" x 24" x 17:, Stringer
*...* 15:, Plating 12%:, Stringer angle 3%" x 3%" x
8.5:.
Panting Stringers, Beams: Spaced 5'-3", 10" x 3%" x
21.8: channels. No brackets, Stringer 24" x 15:,
Angle to frames 3" x 3" x 8.3:.
Shell ºps. 3%" x 3%" x 8.5:. Face angle 6" x 3%" x
11
Bulkheads: Plating 16: to 13:... Webs at trunk sides as
per detail. Other vertical stiffeners 10" x 21.8:
channels spaced 28". Stringer at bulkhead No. 130,
15'-6" above double bottom plating, 24" x 15:.
Fore Peak: 17: to 14:; stiffeners 12" x 30.2: channel
spaced 24".
Deep Tank: Plating 17:. Stiffeners 12" x 30.2: chan-
nels spaced 21". Web plates 30" to 18" x 17:, with
6" x 3%" x 13.5: face angle in line with trunk side,
bracketed top and bottom. Horizontal stiffeners
% depth of bulkhead above inner bottom of 17:
plating, face angle 6" x 3%" x 13.5:. Diamond plat-
ing 24" x 24" x 17:, connected to face angle on web.
Seams and butts of tank bulkheads double riveted.
Center line bulkhead in deep tank, plating 17:,
stiffeners horizontal lower half, 7" x 3%" x 16.5:
channels, upper half 6" x 3%" x 15: channels
spaced 24". Brackets at each end 24", connected to
vertical stiffeners on transverse bulkheads.
After Peak Bulkhead: Stiffeners 10" x 3%" x 21.8:
channel at center line; 6" x 3%" x 15: channels at
sides, spaced 24", plating 16: to 13:, 30: double
plating at stern tube.
Coal Bunker Bulkheads: Plating 12:. Bounding bar to
Inner Bottom 3%" x 3" x 9.1:... To Transverse
Bulkheads 3" x 3" x 7.2:. Stiffeners 5” x 3" x 8.2:
spaced 26". Ties to frames 3" x 3" x 7.2:.
Screen Bulkhead: Plating 15+ and 7%:. Bounding bar
to Inner Bottom 3%" x 3" x 11.1#. To bunker bulk-
head 3" x 3" x 7.2:. Stiffeners 3" x 2%" x 4.5:,
spaced 30".
Swash Plates: in Peaks 15:, stiffeners 6" x 3%" x 15:
channels, spaced 5' 3".
Swash Plates: in Deep Tank 17:.
Chain Locker: 4' 0" high. plating 14:, stiffeners 6" 3%"
x 15: channels, spaced 21”.
6'43/?'ºſ/ 74, 22*s 7~7A, 72
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SECTION THRO BHDs
GENERAL NOTES-Continued
Boiler Casings: Coamings 16:. Plating 12#. Bounding
bar 3" x 3" x 7.2:. Stiffeners 4" x 3" x 8.5:, spaced
26".
Engine Casings: Coamings, lower 16#, upper 10:, plat-
ing 8:, bounding bar 3" x 3" x 7.2:, stiffeners 4" x
3" x 8.5:, spaced 26".
Bulkhead at End of Foc's'le: Plating 14:, bounding bar
3%" x 3" x 9.1:, stiffeners 6" x 3%" x 11.7: spaced
bounding bar 3%" x 3%" x 8.5%, stiffeners 7" x 3%"
x 16.5: channels, spaced 28", brackets 15" x 15" x
15: top and bottom.
Bulkhead at Aft End of Bridge: Plating 12%:, bounding
bar 3%" x 3%" x 8.5%, stiffeners 6" x 3";4 x 11.73,
spaced 28".
Bulkhead at Forward End of Poop: Plating 15:, bound-
ing bar 3%" x 3%" x 8.5:, stiffeners 7" x 3%" x
16.5: channels, spaced 28", brackets 19° x 19" x 15:
top.
Bridge Deck House: Coamings 10:, plating 10: except
aft end 8:, bounding bar 3" x 3" x 7.2:.
Poop Deck House: Coamings 10:, plating 8: except
forward end 12:, bounding bar 3" x 3" x 7.2:. Stif-
feners 4” x 3" x 7.2:, stringers and ties 10:. Beams
4" x 3" x 7.2:.
Bulkheads: Plating 8: Bounding Bar, bottom 6" x 3%"
x 11.7:, top 3" x 3" x 7.2:. Corner Angles 2%”
3.3% 3. 4.1#. Stiffeners 3" x 2%" x 5.6:, spaced
ºr to ".
6,422-TON D. W. COLLIER
New York Shipbuilding Corp., Camden, N. J.
See Opposite Page.








437
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Beam Extreme . . . . . . . . . . . . . . . . . . . . . . 45'-0"
Molded Depth . . . . . . . . . . - - - - - - - - - - - 25'—0"
OUTBOARD PROFILE AND GENERAL ARRANGEMENT PLAN
WOODEN MOTOR SHIP
Designed by Cox and Stevens, New York City
PLATE XXIII




























































CAPACITY PLAN, WOODEN MOTOR SHIP
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ARRANGEMENT OF MACHINERY, DIESEL INSTALLATION
-
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WOODEN MOTOR SHIP
Designed by Cox & Stevens, New York City


































































444
Principal Dimensions
Length O. A. . . . . . . . . . . . . . . . . . . . . . . . 280'— 0"
Length B. P.. . . . . . . . . . . . . . . . . . . . . . . . 249'− 7"
Beam Ext. . . . . . . . . . . . . . . . . . . . . . . . . 45'→ 6"
Depth Ml’d. . . . . . . . . . . . . . . . . . . . . . . . . 24'−11"
Draft Loaded . . . . . . . . . . . . . . . . . . . . . . 23'— 0"
OUTBOARD PROFILE
AUxILIARY FIVE MASTED SCHOONER
Designed by Cox and Stevens. New York City

PLATE XXIV
Arash Warrer /a/7/.
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* Dresser Principal Dimensions
Length O. A... . . . . . . . . . . . . . . . . . . 280'— 0”
Length B. P.. . . . . . . . . . . . . . . . . . . . 249'— 7”
Beam Ext. . . . . . . . . . . ... . . . . . . . . . 45'→ 6"
Depth M1'd. . . . . . . . . . . . . . . . . . . . . . 24'-11”
INBOARD PROFILE AND MAIN DECK Draft Loaded . . . . . . . . . . . . . . . . . . . 23'— 0”
AUXILIARY FIVE MASTED SCHOONER -
Designed by Cox and Stevens, New York City










































































































































































































































































































































































































PLATE XXV
MIDSHIP SECTION, AUXILIARY FIVE MASTED SCHOONER
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445
MIDSHIP SECTION
AUXILIARY FIVE
MASTED SCHOONER
For Plan of Midship Section
See Page 445
SCANTLINGS
PRINCIPAL DIMENSIONS--Continued
Stem: S18” M26" butt fir, in one piece. Beam extreme . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45'—6"
- Depth of hold. . . . . . . . . . . . . . . . . . . . . . . . . . . . . , - ºr
Apron: S20" M30” butt fir, in one piece. epth of hold 22'—5
Depth molded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24'—11"
False Stem: Iron bark M8" face to match stem. Draft loaded . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23'—0"
Knightheads: S-14" x M 30” to forecastle head. Freeboard amidships top of main deck. . . . . . 4'—6%"
Hawse Timbers: 4 tiers, 14" timber parallel to stem.
Deadwoods: 20" thick fitted diagonally molded to
house cants and ceiling.
Pointers 14” thick M 12 at heel
and 10" at top end, kneed with 12" knees, breast
hook knees 14" thick.
Pointers and Hooks:
Stern Post: Butt Fir in one piece M 32" S 36" at top,
18" at bottom.
Rudder Stock: 22” iron bark not less than 30' long,
shaped into rudder in one piece.
Transom: Main transom timber 18" x 18", upper timber
10” x 10”.
Tie Rods:
deck beam set upon 34" steel plate.
Six of 2" dia. to be located between main
Bow Ports: Located just above load water line, clear
opening 28' x 28", 12" sill timbers and breast hooks
top and bottom.
Hatches: Four.
10’ x 12'.
Two—14' x 14", one—14' x 16", one—
Masts: Foremast 26" dia. Others 25" dia.
|Lumber: In general of Douglas fir.
EQUIPMENT
2 Bower Anchors . . . . . . . . . . . . . 4,760ſ: Stockless
1 “ Anchor ............. 3,950: “
1 Stream Anchor . . . . . . . . . . . . . 1,620: Including Stock
1 Kedge Anchor . . . . . . . . . . . . . 810: & 8 & &
240 Fathoms of 1%" Stud Link Chain.
90 & 4 “ 12” Hemp Tow Line.
90 46 “9%” Stream Anchor Hawser.
270 & 4 “ 6%" Hemp Hawsers.
PRINCIPAL DIMENSIONS
Length over all. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280'--0”
Length between Per'ps. . . . . . . . . . . . . . . . . . . . . . . 249'−7”
FASTENINGS
Garboard to frame 4-1" x 24" gal. drift bolts
2nd and 3rd garboard 2-1" x 24" galv. drift bolts
and 2 treenails.
Remainder of planking 2 spikes or drift bolts,
34” x 16" and 2 treemails; planking over 10" wide
3 treenails. '
Treenails hardwood or locust not less than % to go
thru and be wedged on inside of ceiling.
All ceiling to be edge bolted in every strake with
bolts alternating every other frame space; bolts to
be 7%" for 8" ceiling, 1" for ceiling 8" to 11” and
1%" for 11" ceiling and over. Length not less than
2 strake width and 4" additional. Drift bolts to
frames same dia. as corresponding edge bolts; bolts
thru floors ceiling 20" long; bolts thru bilge and side
ceiling to extend within 1" of finish surface of
frame. Two bolts per strake to each timber of
frames.
Bolt and spike heads where exposed to the weather
to be set in and plugged with white pine plug
dipped in white lead.
Iron strapping for about 33 length amidships 34" x
8" belts connected by treble riveted butt laps fast-
ened to each frame by 1" x 10" countersunk head
blunt bolts staggered. Diagonal straps 9%" x 4" at
45 degrees let into frame and to meet top belt in
every other frame space connected with 2-7%" rivets.
1” rivet at crossing 1-1" x 10" bolt to each frame.
Diagonal straps overlap floor timbers.
Frames double spaced 36"
throughout 12" molded as shown.
C-to-C-sided
Floors long and
S2 W II
short arm alternately. Top timbers 10’’ x 12"; tim-
bers secured together with 1%" treenails, one drift
bolt to keel thru each floor.
To overlap not less than 3'-6".
446
Principal Dimensions
Length O. A. . . . . . . . . . . . . . . . . . . . . . . . 200'—0"
Length L. W. L. . . . . . . . . . . . . . . . . . . . . 177’—0"
Beam M!'d. . . . . . . . . . . . . . . . . . . . . . . . . . 36’—0"
Depth MI'd. . . . . . . . . . . . . . . . . . . . . . . . . 16’—9”
ii
2855 5 º'
/
/976.25
/339 7.5 °'
4,
=
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s
~
54'-6"
PROFILE AND SAIL PLAN
FOUR MASTED WOODEN SCHOONER
Designed by Cox and Stevens, New York City


























PLATEXXVI
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FRANA E 65 FRANME 353
TWIN SCREW STEEL TOW BOAT
The Charles Ward Engineering Works, Charleston, W. Va.
See Opposite Page





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MAIN DECK
TWIN SCREW STEEL TOW BOAT
The Charles Ward Engineering Works, Charleston, W. Va.
See Opposite Page












40
i---------------------- * –––––––––––––––– IT6 LO" Over All.------------------------------------------------------— — — — — — —
PROFILE
24'-0" Power Bodf -N
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OBSERVATION DECK
TWIN SCREW STEEL STEAMER
The Charles Ward Engineering Works, Charleston, W. Va.
See Opposite Page
-
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TWIN SCREW STEEL STEAMER
The Charles Ward Engineering Works, Charleston, W. Va.
See Opposite Page














































§
MIDSHIP SECTION
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Length Over 4//--— — — — — —–176+0" 5pacing Frames; 20"Forwara (9%za/6:
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TWIN SCREW STEEL STEAMER
The Charles Ward Engineering Works, Charleston, W. Va.
See Pages 458 and 459


























460
SECTION THRU BOILER ROOM
Gaznara | Dinnølnsions
Azngh 52?ween Rzrp.– — — — _/4440"
Beam Mo/aea-— — — — — — — — _264-0"
Depth Molded— — — — — — — — — — –6"
Shear Porward — — — — — — — — _ 216"
She 2r Aff— — — — — ..— — — — - _2+0"
crown of Dzck——— ––––––9*
- Draft. Loaded (mean)— — — — — _ 3'-6"
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TWIN SCREW RIVER STEAMBOAT “INSPECTOR”
The Charles Ward Engineering Works, Charleston, W. Va.
See Page 462.



461
SECTION THRU ENGINE ROOM
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TWIN SCREW RIVER STEAMBOAT, “INSPECTOR”
The Charles Ward Engineering Works, Charleston, W. Va.
See Page 461





















































































- 462
6eneral Dimensions.
§ Zength 32fm’een Aero –––––––– /ZZZ-O"
Š 6ea/77 Moſa'ed'–––––––––––– 264-624
§ 4020% " — — — — — — — — — — — — — 57-6//
Š Sheer / orwara ––––––––––2/-6//
§ w Aff ————––––––––– 24-0//
Crown of Aech ——————–––––– O'- 6//
A^2/? Zozza'ea (Aſean) –––––––– 34.6//
2/so /2cemen? in Gross 727s –––––––
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--- - -- --- - - - - - - - - - ----- - - +- -- -
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INBOARD PROFILE
TWIN SCREW RIVER STEAMBOAT “INSPECTOR”
The Charles Ward Engineering Works, Charleston, W. Va.





















































PLATE XXVII
---------------------------—————---------_______ -- Zang7% of Æof/or Oeck Overa// //34-0"—— — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — —-
---------- - ––– ------------------ /94. *-------->|<–––––––––/9* ===== 4––––––––– —/743’--— — — — —-
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M. 1. - ºr 2-1 --ºr * --- r a 2- ºr r 1 z-i- º- /O% /0% /0/2 /0% ~ 24 2 -3 6-0 7 4-6 640
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DECK PLANS, TWIN SCREW STEAMBOAT “INSPECTOR”
The Charles Ward Engineering Works, Charleston W. Va.






















PLATE XXVII
TYPICAL SECTIONS
}
- A/ -:- -
- 26%-T 3 Jaacé ſe A
— — — — º - 9 ,-7-2-/*Aars! W
º -: # = - → T. --- --~~~~ ...” 'o
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| ¥30 bars 3-0’eg
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º y § { J Zºrºos & £ - A\ z2-/"Zºar: sºrrºs 3
§ r; -- 2’ ſ
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º - N * .2/
º '. -
—I: N - 5. 5 - - - A- ~" 24' A –4.
#2|XYº' s 4--, -ā- tº ... *- : ...
\ * \º { W | | 2-/* barºs, -i y 2-/* Y_i <+ º-ſºaº
* ...’ Wº 2 Z - *—x - Z. I -º-º-º:
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*\ - º - *— -º- J% -- Y N. A rº ==== | # Y
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vºl.5 A ..— | Şs fºgeſ. *Zag' 2-/ * Agº-
*śs ./7J, **** 6 saces & 7. > ----- #6'- ... ſº, 3.0%
5x5 // /
* - 777/er /.2/2
FRAMES C FRAME N2
- º, Jºoºº & /2
––––––*––––– - -
L/-" - I-e-– -
→ * –- * -- ~ V |2-/*baº
// (op.4 Hº 2-/'a Aars T on M ++ - §
s” -- jºi-La: H– 's 1–1 W.
- Sº-,- T, SLIH "Tº A j "-z ſaaz 39.0%
sºft. HH- d - ***
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Q) { - * > º 3, 25°
SN izig. 4% eel 7&aces • * *- º 2-/'7 AE -
§ -HT--- 2-/*bars, |S :- alſº
~ | —- - *—ſº | SS
§ | #- Diagram of ; º º
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§ ! +--- B ovfs/ae Aory|Yap 48 s
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s #-|zz-/* bars d º 3. --- Prºgram of f
k2^1 L/ - ºr, º fºra's
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º ‘k--- § -
--- *Y_ –1. 2-/*Aary-343"Zg
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§– -\-- 22-/*bars 3. —t
# is #1---º,--> # I.
a A -- ~ 3 - 3.
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vº ---- Fº alº.º. I - Nº. -
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FRAMES "D" FRAME. N22
500-TON D. W. CONCRETE CANAL BARGE














463
TYPICAL SECTIONS AND DETAILS
- º
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cN 92°. Lºſ *—ºriº Wo ! / "a I
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–4 -* - *
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FRAMES A
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FRAMES B CORNER GUARD
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SECTION C-C SECTION F-F SECTION |-|
500.TON D. W. CONCRETE CANAL BARGE















464 | -
INBOARD PROFILE, DECK PLAN AND DETAILS
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CANAL AND HARBOR STEEL BARGE
Wesigned by Cox & Stevens, New York City










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SELF-PROPELLED LIGHTER, GAS PRODUCER INSTALLATION
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GENERAL DIMENSIONS
1e/29//, overa/----— — — — — — — — — 70'-0"
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467
ARRANGEMENT OF HARBOR TUG WITH GAS PRODUCER INSTALLATION
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468
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N, 2." LONGITUDINAL STRENGTH CALCULATIONS
\,, 2 ” - - - . 7,500 TON D. W. CONCRETE CARGO VESSEL
`-- _^ .* . . . . . Designed by F. B. Webster
T*- --—--~~















PLATE XXIX
LONGITUDINAL STRENGTH CALCULATIONS
32
33
34
35
36
37
38
39
41
42
43
45
47
49
50
51
52
53
54
56
7,500-TON D. W. CONCRETE CARGO VESSEL
For Longitudinal Strength Diagram
See Plate XXIX Opposite Page 468
TABLE OF WEIGHTS
Weight For’d
Bulkhead at frame No. 1 . . . . . . 184.5
Bulkhead at frame No. 6...... 120.75
Bulkhead at frame No. 12. . . . . 44.25
Bulkhead at frame No. 14. . . . . 18.75
Bulkhead at frame No. 16. . . . .
Bulkhead at frame No. 18. . . . .
Bulkhead at frame No. 24. . . . .
Bulkhead at frame No. 30.....
Longitudinal bulkhead No. 12
to No. 14. . . . . . . . . . . . . . . . . . . 31.5
Flat between No. 0 and No. 1... 193.0
Flat between No. 12 and No. 14 31.5
Flat between No. 30 and stern.
Shaft tunnel . . . . . . . . . . . . . . . . . . $ 8 tº tº
Cofferdam at bulkhead No. 14. 16.75
Cofferdam at bulkhead No. 18. e tº e º
Frame No. 2. . . . . . . . . . . . . . . . . . 171.75
Frame No. 3. . . . . . . . . . . . . . . . . . 1590
Frame No. 4. . . . . . . . . . . . . . . . . . 146.25
Frame No. 5. . . . . . . . . . . . . . . . . . 133.5
Frame No. 7 to No. 11. . . . . . . . 82.5
Frame No. 19 to No. 23. . . . . . . * tº e ſº
Frame No. 13. . . . . . . . . . . . . . . . . 31.5
Frame No. 15. . . . . . . . . . . . . . . . . 6.0
Frame No. 17. . . . . . . . . . . . . . . . .
Frame No. 25. . . . . . . . . . . . . . . . .
Frame No. 26. . . . . . . . . . . . . . . . .
Frame No. 27. . . . . . . . . . . . . . . . .
Frame No. 28. . . . . . . . . . . . . . . . .
Frame No. 29. . . . . . . . . . . . . . . . .
Bulkhead aft of bridge deck...
Bulkhead for’d end of bridge
deck . . . . . . . . . . . . . . . . . . . . . . . 31.50
Bulkhead aft end of forecastle
deck . . . . . . . . . . . . . . . . . . . . . . . 171.73
Chain locker bulkheads trans-
VerSe . . . . . . . . . . . . . . . . . . . . . . 190.5
Chain locker bulkheads longi-
tudinal . . . . . . . . . . . . . . . . . . . . . 187.5
Stern frame and stern post. . .
Lower deck planking and spar-
ring . . . . . . . . . . . . . . . . . . . . . . .
Bridge deck . . . . . . . . . . . . . . . . . .
Foundations . . . . . . . . . . . . . . . . .
Miscellaneous foundations . . . .
Paint . . . . . . . . . . . . . . . . . . . . . . . .
Carpentry and joiners' work...
Bulwark . . . . . . . . . . . . . . . . . . . . .
Bridge deck sides. . . . . . . . . . . . . tº º e º
Forecastle deck . . . . . . . . . . . . . . 186.0
Forecastle deck sides. . . . . . . . . 1910
Enclosure engine and boiler...
Steering appliances . . . . . . . . . .
Pumping and drainage. . . . . . . .
Ventilation . . . . . . . . . . . . . . . . . . * * * *
Anchor and cable handling.... 187.5
Warping and towing gear. . . . . tº º º
Boat handling . . . . . . . . . . . . . . . . 2.4
Masts and spars. . . . . . . . . . . . . . 40
Hand rails . . . . . . . . . . . . . . . . . . .
Air ports, etc. . . . . . . . . . . . . . . . .
Doors, hatches, etc. . . . . . . . . . . .
Aft Tons
22.47
52.47
36.64
. . . . 20.80
6.75 53.55
36.5 53.55
113.0 50.62
185.25 17.94
14.75
9.19
. . . . 38.74
195.5 16.10
120.0 100.00
tº e º e 2.63
36.5 2.63
24.7
27.6
29.7
30.2
. . . . 159.5
74.75 159.5
31.9
. . . . 31.9
23.75 31.9
125.75 30.0
138.50 28.6
151.25 26.7
1640 25.3
176.75 23.8
36.50 12.95
12.95
10.03
5,69
1.90
205.0 17.0
94 105.0
40 38.2
9.3 25.0
20.0 200
. . . . 25.0
30.0 40.0
133.0 15.7
2.5 26.0
24.3
. . . . 17.6
8.0 8.0
198.0 28.0
15.1 30.0
10.0
300
45.0
6.0
. . . . 20.0
18.2 5.0
25.6 10.0
3.15 22.0
TABLE OF WEIGHTS-Continued
No. Weight For’d Aft Tons
57 Miscellaneous fittings ..... . . . . . . . . 20.0
58 Stern tube . . . . . . . . . . . . . . . . . . . 1920 6.7
59 Propeller . . . . . . . . . . . . . . . . . . . . 2000 8.93
60 Shafting . . . . . . . . . . . . . . . . . . . . . 110.0 40.20
61 Steady bearing . . . . . . . . . . . . . . . 110.0 4.69
62 Main engine foundations. . . . . . & º & 22.0 11.15
63 Boiler foundations . . . . . . . . . . . 4.0 11.15
64 Smoke stack . . . . . . . . . . . . . . . . . . . . . 55.80
65 Marine engine . . . . . . . . . . . . . . . . . . . 23.0 120.5
66 Water tube boilers. . . . . . . . . . . . 4.0 . . 123.0
67 Main condenser . . . . . . . . . . . . . . 28.0 13.4
68 Miscellaneous machinery. . . . . . tº s e 54.48
69 Reserve feed water. . . . . . . . . . . 6.0. 93.0
70 Electric and other leads. . . . . . . ſº tº º ge 2.0
71 Ground tackle . . . . . . . . . . . . . . . 147.4 45.0
72 Rigging and lines. . . . . . . . . . • * * 6.0 16.6
73 Canvas and bunting. . . . . . . . . . . 112.0 2.0
74 Miscellaneous equipment. . . . . . 8.4
75 Outfit and complement. . . . . . . . . . . . 23.0
76 Water . . . . . . . . . . . . . . . . . . . . . . . 27.0 37.0
77 Provisions . . . . . . . . . . . . . . . . . . . . . . . 26.0 5.0
78 Miscellaneous stores. . . . . . . . . . 45.0 20.0
79 Fuel oil . . . . . . . . . . . . . . . . . . . . . . 900.0
80 Margin . . . . . . . . . . . . . . . . . . . . . . 114.0
GENERAL NOTES
Heavy Condition: ... Ready for sea with 6,322 tons of
cargo stores, fuel oil, etc.
Light Condition: Same as Heavy Condition except for
absence of 6,322 tons of cargo.
Buoyancy: Moment and shear curves are shown for
each of the four following conditions: Hogging heavy,
hogging light, sagging heavy, and sagging light.
Area under weight curve heavy=260.00 sq. in.
Displacement=13,000 tons.
1 inch of weight and Buoyancy curves=13,000-260=50 tons.
Length of diagram=40 inches.
Length of ship between perpendiculars=420–0".
1 inch Horizontal=420––40=10.5".
1 inch Vertical of weight and buoyancy curves=50--10.5=
4.76 tons.
Let 1 inch vertical of shear curves=4 sq. in. of weight and
buoyancy curves=50x5=200 tons.
Then 1 sq. in. of shear curves=200x10.5=2,100 ft. tons.
Let 1" vertical of moment curves=7.15 sq. in. of shear
curves=2,100x7.15=15,000 ft. tons.
Hogging (heavy).
Max. moment=146,000 ft. tons.
K=13,000x420/146,000–37.4.
Max. shear=1,146 tons.
Sagging (light).
Max. moment=65,500 ft. tons.
K=13,000x420/65,500–83.3.
Max. shear=648 tons.
Principal Dimensions
Length between perpendiculars. . . . . . . . . . . . . . . . 420"—0”
Length overall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 434'—3"
Molded depth at side. . . . . . . . . . . . . . . . . . . . . . . . . . 36’—0”
Beam . . . . . . . . . . . . e º e e º e s e e s e e s e s e e s e e s a e s e s e 54'—0”
Designed load draft . . . . . . . . . . . . . . . . . . . . . . . . . 26’—0”
Camber of Deck. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12” Str.
Displacement, heavy. . . . . . . . . . . . . . . . . . . . . . . . . . 13,000 tons
Displacement, ready for sea. . . . . . . . . . . . . . . . . . . 6,678 tons
469
4'-0"
2'-0"
4-0"
a 2-1/
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| SHEER PLAN FORWARD
FORD BODY PLAN
Made 5ody Azra/e/
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For After Body See Opposite Page
240”
240"W/.
20-0"
/6'-0"
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HALF BREADTH PLAN FORWARD
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227&ng
- --
HALF BREADTH PLAN AFT.
3,500.TON D. W. COMPOSITE FREIGHTER
For Forward Body See Opposite Page
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&20"/76"|5:0°26 (20° ºff"
|
Fró2
AFTER BODY PLAN
A/33/e Boay Azra/e/32/ween 5*a*b* 93.3
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§
TYPICAL STEM AND STERN PROFILES
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Length 5e º;" Aeroeria/cv/ºrs 420+0" N Azz 'a',
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LINES OF FORWARD BODY
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LINES OF AFTER BODY
7,500.TON D. W. CONCRETE OIL TANKER





PLATE XXXI
SLGISHHO LIOT CITOW WORIGH NRHGHJLS HO J.NGIWGIOTGIAGICI
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AUXILIARY FIVE MASTED SCHOONER
Designed by Cox & Stevens, New York City










9/#7
DEVELOPMENT OF BOW FROM MOLD LOFT OFFSETS
W/.../Wo 3-33'-(2"above 325e V--- L-T
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AUXILIARY FIVE MASTED SCHOONER
Designed by Cox & Stevens, New York City
See Opposite Page




































































474
DEVELOPMENT OF BOW SECTIONS FROM MOLD LOFT OFFSETS
Carrs are shown projecrea/oz &rſace/73/ae of 2/27//72
Wrve shape of Canºs /za'ov/
/n 2/27e of a/aw/27
AUXILIARY FIVE MASTED SCHOONER
Designed by Cox & Stevens, New York City
See Opposite Page




475
A//rivers to ſong?vana/34-75;an ºs. A/oor C/2s 32.3% 72*--—–––––––––––
/nfercasſaſ A/afe £3 : ------------ º
- _1. 1. *--- - - - - - - -
... Soſia Aſarover Soſa A//ar0/er 2/53.20. /5/20". a cºsº º żºłº Fºy Tº
: - - - - º - So/ja'
i> | ** o C Ö : Ö - Ö *H. A//ar
| - __ ; |- - Over
(27. 122 |20 |$0 I54 138 |42 ºf 46 150 150 160 10)
II8 -- So/a/2//ar over.”
––– A/oor C/2s 32.3% 72*— — — — — — — — — — — — –––A/owr Cºps-3%'.3%%///*
––––Cºps to She//-3%%.32%38°––––––––––– &––-C/ips to she/3/2"x3%%.98°- I –––foor Clios 3'x3x72*-She// Cºps 32%.3%%.98° 4//rivers fo ſong//wa/a/ 34°70am 23
–––– ſnfercostaſ Aare /66* ––––––––––––. ––––/nfercosſa, Aare 204*------+. –––– ſnzercostaſ A/afe /53*
–––– Clips to 7ank 732-32", 3%', 38° 75%.20. ------ –Cºps to ſank 702 34&34%/"-ºcos to ſank 722.3%'.3%%26+ 2Soſa P/ar0,rer Soſa P//ar0mer
T-- /
l K ºf ~ ſº t ki> * {->
an ºf ºzon 78 82 \, Soſia 86 90 WT 07 98 102 106 |IO ||4 07.
74 A//ar Øver 94 II8
|<–––Cººs to //oor 3%.3% 72*-She/C/2S-32%.3%%.98° ––––––.>|<----
K--—/ntercostaſ Parc º ––––––.>+3––––
3.25°s to 7ank 732.3% ºx3&” …/5&20" --Soſia/A//ar01/er Jo/a/2//ar Over /5 320-------
º º Ó kº. | -: * > | Ojo
55 34 Soſa. A $8 07. 46 50 54 58 6? 69 70 07. W/
AF//c/- Over 42 No.1. LoNGITUDINAL 74
- --J'. ºver: Aº. 7/~~///*
Sºlap 7%"?vers->, <-- S r p …}ºap 34 3%%% ºf 5,5%/62=
S iſ &62*P - – —- 3243/23//*-y + 5. * º + -
HH | === H I I : TH F= TH: H.E. - agº | Fº
2 - - , 7/"I tº - 1/ - - -
+- J.,..., 2/74 | |: , | 1204* | | {{..., | | | | ||3/# Ž º § | | | | ||X.
& 24, 4x474 H-H = Hit L=========< * = - ,” ºf " | -si-H-1H
152 & |-|3% 40 07. |44 |48 152 150 o J/sl. " 68 ºw/7/2 of W7. |70
P S 3/5L P $ S s p 172
c/kfoor Cassyº/*-----------CA.Foo-cºasgºwg?”
&ome-ºom 3/2, $277/72 %L
| Tank !/2”v.7/ºw/7 ºr W.73%b.-->
3.5%: ... I gº. ºf … -- a-- -, -º-º: -> K-9'Lap 73"Aºvefs
Sºul.” P |S - iº/” º 5 a .5×5x/62° tº 32%.3% &//* |S
saily ſº H=H HH * ..." H=HH s===
|3"2+ss-l. a ... ... 2/74 * 2/7 | | | #| | | | | | | 2/74 gº. 2, | | | 2/7°
fººl, #19.4:4,7, ======== * - H = −lº Hs–H
92 * W7 (27 d: 96 T 104 108 TT2 16 07. 20- | 124 $ 28 sº- E6
ſ: p $ S p $ 4×4×77/#/ p
Aſoor C/25 fo/ee/ l CWA A/ -- a-- Woźe-CWA. Cav/*ea on 5/53. Sae.
a "rº --->|<--&V/A/oon C/23 Sº/*
fo be 5'x5'x20+ 2s, Bo:/er Aºoor” 3%3-----,
- 3%.5'x/3/*-------
—4– P —- |S p 33.5%zº L. 3.2%.3%x///*. 5 P 4–2.3% & 32%-36" 2 ox" Silº
→ H. T H=H f Tº Tº H+ His H-R-
| 12/7+ | | * | | | | |2/7+ #| | | | | 2/7t. = 332 , | | | |2/7+ | | | ! | | | | 242* Kll.z.
4–1. H = H – ºf , iſ tº ºf T_{h*t, * –Piº
|S pT52 4.2.7.4 53 $ 60 s 64 * o 72 (27 W7. 70 $ 30 S 84 l FIEST: W7 (27
CVKPoor C/ps 5%.5%/8/*---->|<---Floor C/2S fo/Kee/foºeffºx20*-->
> 52a2.34%, 34%.2%”, * 5'Lap 34"Aw * 9"Lap 74%:
3/2%3%%:///*-s L_ P …" |S 23/24.3%x///* |P S_25&5x/62* s
====Tºt-Hi-º-Hº-H+====
@i () iQ () (?) º |/66f ... I/a/4 - | | | | | | || , | | | | |224+ | º r | | | |2|7 | | |
HHHHH =–H====L-Hº-H_i=H-tº-riº Hi-L-L
* 4x4x/7/#42 £7 $ººk/62* 16 20 p #24 28 A 32 30 |p 40 S 07 44 48 is
4'x4'x/7/#--- $ 3/s.L Foor Cºps fo CVK.3%%3%%3&#3-Aſoor Cºsſoſ.WA.
%l. 5x5"x/3/*
C E N TER V ERT ICAL KEEL
&SW-VON_\x. N. WWYAGVAVWW,




N/ Gangway #4'6"wdeº- ſº
/ - N
/
-- - - -
-- --
--- T.
--
"--
-
-
-
-
*- -
T---
* -
* --
"--
--
-- T.
--
--
_-T
--
--
-
- -
--
--
-
--
- -
-
-
- -
- -
--
, roomas' cross bar on aſ orgº stationary,
& Ain thru Cºsbac, r :
Y.
>
-
-
º/?', z'
DETAll OF PIN DETAIL OF CLIP
-
f -J2%3'50ſked
- ~2°3's I ź. GENERAL NOTES
w -----"
- I -- - ſocks spaced 4% tºo?. f* *%
s + ſº #: wº 2/20 fºom end of Aſafº.
* I ,-Hoſes for # boſs, 2 shºres spaced every 3° frame aſternating 25
§. - 2". ...::::Tll...AX/: -e—— - ,’ 4. } in each row. To be ye/ow Aſº.
$ # Hoſes for 3 a.m.-- º As j' Ž 3- Uprights spaced 9% exteaf as noſed.
º /4" abov; C to C \ .42%.3% . * - I ſº // 4- dec/vity of Æee/ º, 3/4 *:: * -
**. , , V || - —º Z 1 5- Uprights, braces, an ases fo be ye/low Ame.
w # " IT_ y -> R cross *. and 2/anking fo Be ºce.
or fable S . Nº - -- -- - ! -- - - - * - fo b
- Q - -e—-5– –5–-º'--5—- toº. 6. Portable staging vnder ships befrom ſo be
- § § "-st y Nº furnished as Tréguired
tºo
A
70
SECTION AT FR. 168
SECTION AT FR. 8
SECTION AT FR 88
i
--
Aya/f Bread/h of
*— -Voright T.
º AT/oor
TYPE OF STAGING
7ts Tºſzºw
YOY 3"x70°Fafe
/4'-0" Ab% —=>
Deck
. ..." ---. -
kee Stringers #" -:
//, /A# 5/ope.
Aeeſ strºyers -4 ºn /A# 5%pe.
!
7oo of Deck,
-
-
KEEL BLOCKS AND STAGING



























PLATE XXXII
4//rivers fo/eng/º/sº:Zººs &
H3- - - - ---------02s ſo She/ 34%34%33” ––– — — — — — — — — — — — —- K------------------- Cºsro She/ 34%343&#-––––––––––––––––
--- - - C/2s ſo Floor.3%3'x72*------ --->|<--——Cºos to Foor 54%.34%///*---- K- - - - - - C/2s fo A/oors JºJº Z2* — — — — — — — — — —s>|<–––– C/2s to Foors 34%34%///*–––3
K - - - –/nfercosła/Alate /6.6* ––––––––– S-13 ––––/nfercosta/Pare 2044-----> — — — — — —/nfercostaſ Pares /66”— — — — — — — — — —->|<––––/nferrostaſ Aares 224* –––––.
- ur rt - ſº 2-1: +r - - tº z_1+ - 1.21%. 1, 1:
ºzo: ––Cºos to 7ank 34%349.8%. TT Zºzoºts -- ~~ Cºos fo Tank #x33x//*gºza; ſ ºzoº — — — Cºos fo 7ank Jop 33%3498." - - - - Azzo’ſ –––Cºos to ſank 732-33,333/// 75%.2
El - -h -h -h -i -h -h * | FEH -. -. T -h †† - { T T - -) T - It Lºrd -1 I- -
Ol | |C O |C
- M- L- I-1 L L. L. L M- 3–H–H L. L. l- A-
73, 74 78 82 80 90 94 95 73 74 78 8? 80 90
C. (C.
2A LONGITUDINAL IA-LONGITUDINAL
Port Side Looking Outboard Port Side Looking Outboard
- - ºr -r/ #y - tra-- - -
––––––A/oor Cºos 3%.3% 72*L-34%. 70am. g3 –––– - - - - - –––––––––––A/oor 2. sº : 70am es-------------
<-------.She// C/ips 6% 6%/96*/-34%. 70 a.m. fs in each row –––––––. - - - - - - - - - - - º: !. º: -34%. 70/am ºf s in each row.— — — — — — —
–––––––/nfercosta / Ala#es /53*-— — — — — — — — — - - - - - - - -----------arercostaſ Pares 33°----------------------
six I sº
§ -] §: [-] º § F-
|37 ||38 |42 |40 150 154 155 143 |48 152 150 160 164 |00
HALF DEPTH LONGITUDINAL HALF DEPTH LONGITUDINAL
-3------ ------------C/ps to A/oor 3%.3% 72* 34"Pº 70am ts—— — — — — — — — Cºps to She// 6x6%/96*. -34%-73%ms #3 in each row—— — —–––.
K------— — — — — — ----- - - - - - /nfercosta / Aſafes / 53* – — — — — — — — — — — — — — —- ~ :
-3-— ––––––––––––––––––– Aort Side ſooking Ovrboard'––––––––––––––––––––––––––––––––––––
Y FS,
- ~. & Sº
[57 158 14? |40 150 154 158 162 W 106 170 172
HALF DEPTH LONGITUDINAL FORWARD
Woźe:- Aorf sſae fop and boffo/7
angles straighf
- - - –27” - -
—-in-1">< an ſt
10: >+3–9 > 7;
\o alsº
- ſ# %-44s
o o o 2 o
oło o
14"Ab:
loko o
?
o
.
o
o
o
|: - -
© o o oſbºo o of 3
------4"ºver Spacing ––––––.>
DETAll OF V.K.. BUTTS
8,800.TON D. W. FREIGHTER
A/r/refs to ſong/?wgºz/35.4%Zºos #3;
-1.7%–T---
*g /3.
->
- T §º.3"
zººgºº, r A///?vin Seam-//2> # **** ->kº
------ --ſºy ––––. —ll-l. -- ----------- -------- -
K o-º-º-º. 3 oſtSºtº O O. O. o O o o o o o o O
| o-o-ºo-o-o- ollošo o oi o o o o o o o o oſ o Loyo o o o o
I A, 5m oTºo o "o 1 o'Too –4.
tºu o # 2.É 4 A
Sº - - O | No O o 'o o o
*k, /"ºv. 5,0am. //3%vers
to o pa- .238° 49 o o o o o
* Nº. º, Lº-º -
Nö o - o
255#.
3-0vrerStrap
28/# >{3
ena's "hus
k, - Z/nera//7%rame
/nner Strap
o o O O. o o
DETAIL OF KEEL RIVETING
See Opposite Page

















§
-
SHELL DETAILS
_/5*A/? A/ 8%", /46”
34"/º/y:
Lº
E-TR-II D- T. E. . )
6,422-TON D. W. COLLIER
For Expansion Plan
See Plate XXXIII–Opposite Page 478
As-54%.34%//*
/0'x204/2/
2#"So//ff/fº –
gº's 43/ſax 52a.
SECTION THRU Bll_GE KEEL
A//Yoſched a way of -
Avº Zaos – s Ž"Mºsza
27 • - cºe - • /0°/F
ºf "Aºws: "…I.ſº |Eºſ 0
T-T-C-Sı ††† STS )
4%: K-Max Spa 5% "F/V8
DETAIL OF SPLICE IN BULWARK E
RIVETING IN WAY OF IN NER BOTTOM,
W.T. FLOOR, B'H'DS., & WEB, FRS.
=-i
.g. 5%. Soa & º Nº.3 *A/.5%.4%, 4.e3 ©
2452/47/774, 63 º' ſº w///, ſhe Aozzº' Arºyº
%w/ -
DETAl L OF B-1 LG E KEEL
|
|
§4.
#-
|
|
|*|| || 8
| ſº
} |..}s |&
- •lſº
's HH-i-tºrs-HH
#2.É:#fff;
*"Syk- §
| | | Sº,
sº
DETAl L OF 5. BUTT LAp5
Sº,
§§
º
| |
$$...}}... | ->
*N. A | "AE) */ -º- - ºn ºr.
Šºšk"; ºil; gº (ºgº & : TTT).
- - --- lº Sºlº, º (S |
++ -2. - Sºl II - • * - W - - - TT § $ | Plly,) Sº
- `, Y * * º Sºj
| z. z. … w 4– lº. I a ** {{****
+/k” 3% | º TE: Fºſs
&n —Y-1- - - • |
RIVETING IN WAY OF STRINGERS § i is :::: º s
& LONGITUDINALS SS s! iſ |. . . :-} tº
^{q, &l. § I - - - •l. . .
| | §3–1....., |g
| j. sº
- ! I -, | | 34' O4+ A*Oº- |z1
5: // - ~ ~ - - -
§ 2…) | # * | *y tº Jº Z, § |...ºf
Sºś † - c - o cº-To-TV N ſize. E → • * l yū |4/7& " " - *|| | Y
~ w --- * - - - SH-E- 7. *T*I*T tºo - £37;ſ&T Tºtº
§ {# | ------- ####: #,A § ########
~ jº - ºIITT.I.) [HHTTP
/VS. ~3 [. Z -Ill.
I Il
DETAl L OF 611 SEAM STRAPS DETA) L of 4; BUTT LAPS | B- H. , ->2 lº -- w
General Notes 3 ºzºs Nº. #~~ 5:522:3: #
She// ...? symmeſºſca/ abá ship exceeſ as shown or noſed @34/45° £232/.3"
A/frames aže 3racea'2–2"aparf on/ess shown or noſed
5ghf eages of a/p/afes fo Ae/2/anea’ſor, c
Oºsiae buff syp3 ºn sheer sfráke marked wi
/nside II
- º
tº Ae/ow main a'k. -
" above a
n -
A/rivers covnfersonk on outside of she/
Ævefing of fr; foshe//n w
n in bi/ge kee/
7ack riºs in a b/p/s spacea ab% Aó"f fo #
Afivefing ºn she/
/?"
DETAl L OF
1-4;"BUTT STRAP
aw/k/n
#h %sfrake /effer & fora/
n
-
DETAl L OF QUADRUPLE RIVETED BUTT LAPS
/r/70 over"A"
. . . ! . : . 3. Scozzº ow/372e Aozº 5%.
of aeep fank fo Ae 4% "max 52a.
2/r/r2 fosoft holes ºn mooring aſpe casfºgs
DETAl L OF 6" BUTT LAP
~~
Ø | 2”.5% fa, & way of Secz/77
* / - 2 Vo
§ º 㺠}. º
º .*, *. FTTHT
Y - - - - | | ur
TN ###### Tº-º-; N tº
| - - • *_-_* - -
| s To To Te o 'o e o 1 ſel
- § . . . . | | -> C
| |\ }• ::::: • , ! s
| || @ 3 • *|- . | | < 5
- ..Sº II* - E-liſ So Jºy
6 iſ $ 1 # • * : * ~ *PH' X SR
.S. § $ . . .'; • | * (S. śs.
§ | | | R_i} ::::::H !. S $5
s UN • * * * * * * §§§
| S$ • *Lººk • S’s
| * • . . .';* | | 3's
§TY • * *le • sk-it | SS,
Nº. Tº S.S
y Wººl }ss
TA • 7W #tº - TX
| º Law I.
g; o
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QS §
* No
^@l l
DETAIL OF RIVETING IN SHEER STRAKE





























478
>
s
&
k-
>
323 ºr 32-3
-
3) A 7,323.3% ºr
. Abº 2.0"
~/.3°
7"x5/233%" /65*44; 22.0- -
37. - 6׺ 5*P (9)
A 7,3%"r 3 ºr /65+
** 20° 3
Aree/r? Ayr.
3A4 7.x3:33%"r/65+
Aa? 22:0"—
7.3%x32,65*@ Ǻ
o
**/65+
7+3'-ºxºg 3 +
%
AA 22*A* A. % &//wark 5×73 on A33:2
Jee ºz
ſ 2.
AA’ /or com/? Ax. Morºna/ "o s/he/
%. ~-
A 7,3% ºr 3+2 ºx/65:
A/º. 46%/56° 3)
-
Areeing Aorf–
-º-º/*
A2)
4. ####"
Aa; 42.6*
/04/2/
cº
C/osed Aºo//er Choca. §
Sis
east/took 64° 34'4%
%. 5% -
º º-T- —, 22.2/, //5 & 53 65
\ & 4%//; ; ;3
\ s x4/*Abf 5 /9 3.5 //
%* "'s _-2%% f §
- = ~
cy & º
-3% 22.2 . Sº /2%+A)
2” t
43'x3',5'-Jø/ § R & 32%.3% ºf 67.0%
(? N Main Deck
Aoc/e D,
- Y-
Abf 4/merººr/º" | \,, … 7…Q.--"—-tº 4-
A.Ab 4.67/2-6-6) __/or frames (6 & 7
Jo Swſ ſhºckness -3" - " " '9-58-693,383.63
*Iſ "º, -9" - " -- 3/327
–/-3 – J-- " --- * 33-367/3/25
ºgº _/-6" " " 25-27-23-55.3/25
+s_%. _/-3" —J 4/'0thers
SECTION THRU LINER DETAIL OF BULWARK BRACKETS
Z/7er 3"x20+
45% A-0° 6?
Genera/ Wores.
AE/zerºng of Ars to She/ ºn Way of
ºr 2^;r /ora Aeak ſank and Strakes 4-34°C
ź”, ź fora of 34 ſeagºh ſo be 44%; Max 5”
Ab% /9' 63 Mºſes: ſhaº 54.3 ºn 5eams gºaºry
excosive off fºs in A9"/7.32acing
- -
* 2:7,
4 3 Ó Cá 05 ! *
/rs spacea 22" As oacea. A9 -
24 ength *34e^2/h
& 7,3%",32', 165° 4tovº 49° ©
7.3%.3%', '63.4°ovº-3-3
7.32.3%. , sºap” & 3)
A 733/2.3/2-x 45° 46' 26 or 3.
7,32.3% ºx/65. Abº 26-0-63
7"x 3/2 x 52"x/6.5° 46'26+0"
Freezng Port
º
ºs-
M º):
/+4
49.
32°, +8°F/ar Bar 33
/*** @
© 3% ºf
@ 8vº, sº ſº.
º Wºr-Wºo, sac sºvº
* -
*** st 23 º' cover
*::= . º; *o
://c// wrº
25.5% sºvas &
º
~~ nurs.”ox
DETAll of 11/4" BUTT STRAP
Gzneral Notzs
Mark Szarm Straps with Aa/ace or 5*ake
/zrºcrºs & rho Aora Az-
Aºve?/m2 of Aºs ro She///w “º, of Afzer
28% ºpy
A Peak ſººk fo be f***/fax Spa
º - - F. H.; T -
SHELL EXPANSION
6.422-TON D. W. COLLIER
New York Shipbuilding Corp., Camden, N. J.
P-4s a cra’,
























































































































PLATE XXXIII
k.4.
----- Sº|×}
& & &R.§§ →§ →$ $
© Ę Ę! ） ■ ■*~\，
$ $ $ $ $ $ $È $ $ $ $ $
§ 8$ $ $ $ $ $ $ $ $ $
§ ğ$ $ $ $ $ $ $ $ $§?
- （ 5~ !}∞Ë�§ºſìȘ！
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---- |---------||-|-ſp
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St.§ §!!!！$$
§§
~- - - - ---- _ _&3
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x （)
- TT4 I76 TT6
Frame Spacing 27-->|<----Frame Spacing 24
IT2.
170
rx?arf
º
|-
-
3/wark Braces,
*7A:ºr7.
2%. ,
,” A"
ſovºſer/28* f.
`t of Shºp
-
104 106 I08
I02
-Frames Joe Aff excep? where of herwise noſed
98
iſ:•-| 1 -
|}！！!!！！！
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ș*gºſolF –~~E5
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D.--|#ğiş-） ----------------◄ E3！###3.IOE_3_№lºlº]Ęº
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vo！+ ––––––––––-№ſſºſ^ ſo oſ o o o o o o o o o º 9 \\/ſu.
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№uÈGEY lº º ſº º º º º º º ºaº º§ €9.§ 13 již č Š š Ž Ž Ž Ž žo.\cx，
|----+–^
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TREBLE RIVETED DOUBLE
BUTTSTRAPS IN SHEER STRAKE






















































PLATE XXXIV
SHELL EXPANSION
8,800-TON D. W. FREIGHTER
For Expansion Plan
See Plate XXXIV—Opposite Page 478
SCHEDULE OF RIVETING
934" Buttstraps 34" rivets 25%" centers
1634" Buttstraps %" rivets 3%" centers
21%" Buttstraps 1%" rivets 4" centers
4%" Butt lap 5%” rivets 2%" centers
5” Butt lap 34" rivets 3" centers
7%" Butt lap 34" rivets 25%" centers
9” Butt lap 7%" rivets 3%" centers
12" Butt lap 7%" rivets 3%" centers
14" Butt lap 1" rivets 4" centers
16" Butt lap 1%" rivets 4%" centers
2%" Seam 34" rivets 3" centers
3” Seam 7%" rivets 3%" centers
4%" Seam 34" rivets 3" centers
5%" Seam 7%" rivets 3%" centers
6” Seam 1” rivets 4" centers
9%" Seam 1%" rivets 4%" centers
All seams double riveted except in way of wash plates,
bulwark and side plating between upper and poop decks.
Doubling Plates
33.2: Doubling plates
Edges single riveted 1%" riv.
Quilting
55%" centers
1%" riv. 13%" centers
24.2: Doubling plates
Af
Edges single riveted 7%" riv. 43%" centers
Quilting 7%" riv. 10%" centers
12.8: Doubling plates
Edges single riveted 34" riv.
Quilting
33%" centers
34” riv. 9" centers
Connections of Shapes to Plates
10" Channel frames
In way 37; sheer strake 1%" riv. 634" centers
Below upper deck (except 37; sheer strake)
1" riv. 6" centers from 3/5 L aft
1" riv. 5%" centers from 3/5 L forward
Upper to bridge deck 1" riv. 6" centers
Upper to forecastle deck 34" riv. 4%" centers
Upper to poop deck 34" riv. 4%" centers
6" x 3%" x 13.5% intermediate frames
Upper deck to bridge 1” riv. 6" centers
6" x 3%" x 11.7% intermediate frames
Upper deck to for’s’le 34” riv. 4%" centers
Upper deck to poop 34" riv. 4%” centers
6" x 3%" x 11.7: frames in fore peak
To plating 19.1: and under 34” riv. 4%" centers
To plating over 19.1# 7%" riv. 434" centers
6" x 3%" x 11.7: frames in after peak
To plating 19.1# and under 34” riv. 4%" centers
To plating over 19.1: 7%" riv. 5%" centers
N. W. T. floor angles to plating 19.1# or less 34” riv. 4%”
CenterS
N. W. T. floor angles to plating over 19.1# to 26.8; 7%" riv.
5%" centers
O. T. margin angle to 19.1: plating 34” riv. 33%" centers
O. T. margin angle to plating over 19.1# 7%" riv. 4” centers
Intercostal shell clips 7%" riv. 5 riv. in each frame space
3” half round at lower knuckle 34” riv. 5%” centers
3" half round at upper knuckle to take seam rivets
W. T. Bhd. and O. T. floor bounding angles to be as
shown on bhd. and floor plans
Deck stringer angles to be as shown on deck plans
Bilge keel as per detail
479
7A. Jºzłe-->|<--—————— 75.5%zfe————————----------- 72.5%złe---------L-------- 7./2.5%.2%––––––––----------- 7A.S*242
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--------------------------------------------------- 240°–––––––––––––––––––––––––– ------------------------------ >
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W. T. FLOORS
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§
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Sºrº / A /63 ºf 18, 160 & 13.2%
w F: +- FF- *
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|- 44/3 foºt---> +&Thickness of Interc'ſ. Girplating
| SOLID FLOORS FRS.N.O. 158 TO 103 INCL. DRAWN FOR No.158 Looking Ford.
4 ,” - §loºſeºng Hole. £3% only 43"
3- n º - Wa -- -- r o/7 -
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SOLID FLOORS FRS.No. 155 To 157 INCL.DRAWN FOR No. 155, Looking Ford -
--
4 3.
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3. sk ºf º, £ > 33% lightening Hole fºs/48&/49 only
----- 1 /3" ------- - *03 fo 4 –––––3 /8" Dra. , • Fr 150 or//.
8+/; fo 4 > Thickness of/nferry Gºr 2: n/y
- SOLID FLOORS, FRS. No. 148 To 152 INCL. DRAWN FOR NO.148 LOOKING FORD 4.
.* Web 153* 2-Rev. AE 34&#36 5 * /47 Afts 2%
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4%ickness of soup Floors sºlº and as prawn for Nolai Lookine Foro
Center/ſee/<!; Bkt/53 - - - - - - - w -
* Thickness 3/73% ZºPA/a/e/~ ev. AE- 7%.34%34'x/8.9" ſ 3.2%
34.34.98° N. * sº. A ſºft & ** -
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Aerº-33.33.85" 23". A BRACKET Floor Fr. No 142 Looking Ford
-
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º, ºr * Erza A7: */65.
===º --- 6 ºf M// Z/7e
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3. "Drawn //o/e /64 x /68 Corzº Yara,
Solid Floors FRS No. 104 To 168 incL. DRAwn For No. 164-Looking Ford.
9,000-TON D. W. FREIGHTER
























































481
FLOORS
/4” ofceofer/ee/
/3.5°
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72/74. 722
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-------- 8°/#"ſo gº ––––– –––––34/#*/2 gº------ Ž%;"?
BRACKET Fº 35, DRAWN FOR35, LOOKING AFT. BRACKET. FLOOR FR.N.O.27,LOOKING AFT
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SOLID FLOORS FRS. NO. 28,30,32.34 AND 36 DRAWN FOR NO. 36.LOOKING AFT. DRAWN FOR NO. 22, LOOKING AFT
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W. T. B'h'd bounding angles,
18: . . . . . . . . . . . . . . . . . . . . . . . . 34"
Stringer angle to 18: P1’t'g... 34"
N. W. T. Floors 30: Pl't'g.... 1"
W. T. Floors 30: P1’t'g. . . . . . . 1”
N. W. T. Floors 20:, 22%:, 25: 7%"
W. T. Floors 18:. . . . . . . . . . . . . 34"
N. W. T. Floors 18:... . . . . . . . 34"
W. T. Floors 20:, 22%:, 25:... 76"
Doublers to Inner Bottom. . . . . 4.
Stringer angle to 21: Pl't'g. ... 7%" 4%. 315/16
Stringer angle to 30: Pl't'g. ... 1" 4% 4%
A 3Off
/0% ºn
********
@ SS
A/
s
;
:
2
Ž #āººd - - - - General Notes
f/T3%;" J. º 1. Inner bottom to be watertight throughout; all
o 3. V/6 /3-3' 254/.333 butts and seams to be planed and caulked.
Fº All rivets countersunk on top side of plat-
%72,33; I
ºr "ſo S.
A 25 @s Æo//en. Gºr @
P-734” ^:
- ///z’t >
–234" G
- Sºo 32*, 3,437/4” Sº
2/25* ***\º s
3-335 &##Syrzo Re----o-vre----->|-----3 ºv------ /762
BuTT IN WAY OF BED PLATE
1* RIvs. 4" MAX
A/3Orr
@3
%"Aºws 3%"Max, DETAIL OF 3" LAP ing, except in way of angles on top of inner
bottom.
Both flanges of all angles at top of inner
–– 242"-----> 1/4”- /4"–34"/ºvº 3"/Max bottom to be countersunk and caulked.
SPLICE IN STRINGER-L 3. All doublers in way of manholes and bilge
2. k-93.4% wells to be 18: plates.
§
-
o Ho o' o 'o ººzºzz º
~).2-1-
2.
+ 7/6"
34” *-iją) a 2%"ºws 34"Max 4. Buttstraps to be marked with strake letter and
//?” -ºf-7%.” ford frame No. All channel buttstraps are
78"/ºvº 3%"M. k-/zuº - 12"x3%"x3%"x35: channels in holds.
%"/º/vs. **** * ºn 7%. 5. Where plates of different weight butt use
| ... R ... Q. Stagg -> (kºs" /*a-- /"Mºys 4"/Mø. rivets for heavier plating.
4–– 22"–Ae!" § Gºd's - - 6. W. T. and N. W. T. floors to have 3%" fl'g'd
ſº. º **ºng ºn 8"low. k-/2"-- conn. to Inner Bottom unless noted.
-- Zºe ºn -
Syr/ , cºrº DETAILS OF BUTTSTRAPS 7. All angle connectiºns ºn top of Inner Bºttom
ranger +–H to have 3%" fl'g'd connection to Inner
Aſar 3’. *—I: : : /3+ Bottom unless noted.
/3* | * * *-wee 8. Seam strap to be marked with strake letters
–94+7°. and ford fr. No. thus A–B 142.
9. Fr. Spacing 2–2".
;
2%."
F27.7
-
|
|
|
|
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|
+ – 111–
/44%;"
|
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|44
---
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NG DOWN BOLTS
jº" BOLTS DRILLED ON SHIP
INNER BOTTOM PLATING
6,422-TON D. W. COLLIER
New York Shipbuilding Corp., Camden, N. J.

























































































































































































PLATE XXXVI
STEM AND BOW FRAMING
- 9%kº
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$ $
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7"x 3%'.3%'…ſo fi I I S $ S.
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FA #H Strap/53*P/ & S.S.
a tº gº ºn. 6,3/22/7.5°. SECTION AT FR No. 74 $$ 3.
So 33333. ×× C//ps 6***/96*. Looking Aft §§ N5
tº . ~~ K | 1 | yºps - - QºS
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§ Y /871 & 1/2" BRKT, AT FR.N.O. 175 *
§ 3'x3'x72% -Tel-2- 3%, 3,79* Looking Aft §
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- --- ---------- = wa ºf of 5/2 –––
PROFILE LOOKING TO PORT ºs §§ –4 == i ==
ºc LAN OF STEM - OOKING Up
9,000.TON D. W. FREIGHTER











































CHAIN LOCKER
£2%.4% Ano/e ſo Deck
3%"x.3%"x484/. -
º Ang/e C/A3
6*x 6”x/9544
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3/2"x3/2"x264/ --21"--> PART plan of UPPER DECK IN WAY OF CHAIN LOCKER
3,3272*.s \{*1. co/ar Pares /º3+ , force
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| | | Sãºx3%. 72*. #3. HT
plan AT BOTTOM OF CHAIN LOCKER *3.5% º
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c/2/, /ocker $4"dia. AE/w3.3%"
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abw fºis poin
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PORT Sloe SHOWN. STBD. SIDE MADE W.T.
- k/.
£ of 5//o- *10%
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$2cond Deck
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ELEVATION OF OUTBOARD SIDE OF CHAIN LOCKER
DRAWN FOR PORT sldF. Looking TO PORT. STBD OPPOSITE
3%'.3%"x99"/
32"
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|-
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ELEVATION OF AFTER
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ELEVATION OF FoRD END of CHAIN LOCKER
END OF CHAIN LOCKER
DRAWN FOR STBD. Slof LOOKING FORD, PORT OPPOSITE
9,000 TON D. W. FREIGHTER
DRAWN FoRSTBD. side, LööKING FöRÖpoff OppositE






























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FRAMING PLAN
8,800.TON D. W. FREIGHTER
- PLATE XXXVII













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ALSO PART FR.N.O. 178
9,000.TON D. W. FREIGHTER


























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CONN OF WEB STIFF+8TO HATCh GIRDER
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t A/AO-4-aſa zzºazººx/ DETAIL OF TOP BKTS TO STIFFs
: DEIAILOFTOP BRACKETSTO STIFFs *IOTO 14 INCL.
- +18-20-23 To so INCL*34-36-38
*::= ſºner&#27_
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§ LUG AT BOTTOM OF STIFFS. LUG AT BOTTOM OF STIFFS.
-IT TO 24 INCL8--26T04. INCL.
Except +31-32-38-4)
52se/ine +10 TO 14 INCL.
--- - --
wit BHD. 20-STBD looking FORD.
13,000.TON D. W. COMBINED PASSENGER AND FREIGHTER
Builders, Bethlehem Shipbuilding Corp.
- - New York Shipbuilding Corp.
>
DETAIL OF TOP BRACKETS TO STIFFS.
+22-24 &#40-41
General Notes
1. Bulkhead symmetrical about C.L. of
ship, except as shown or noted.
2. All edges marked “C” with line
through it to be planed for caulking.
3. . All piece marks to have Bhd. No.
in addition to mark given.
--
4. All assembled pieces on stiff. to take
stiff. No. in addition to marks given.
5. All lengths given are about.
6. Clip angles to longl’s below “C”
Deck are 3% by 3% inches by 9.8 lbs.
above “C”, deck, 3% by 3% inches by
8.5 lbs. unless otherwise noted.
7. All clip angles to be cut back 1 inch
from toe of boundary angle.
8. All gages are standard where possi-
ble.
9. Outstanding legs of all channels and
angles to be cut back 45 degrees where
possible.
10. 6-inch special angle to have 5 rivs.
each side of butt, 3% by 3% inches and
3 by 3 inches special to have 3 rivs. each
side of butt.









































































































§
SECTION THRU MAIN W. T. BULKHEADS
9pper P&
/F–3,3,724
|
|
|
4'x3'x38+/–
|
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2-26"Sing/z Rivered Božº Zaps
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-
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|
|
|
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|
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|
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W.T. B.H.D.S. EXCEPT DEEP TANK.
SCANTLINGS FOR BHDS.WITH OPEN
She LTER DECK (TONNAGE OPENING
& FREEING PORT) BHDS.TO UPPER
DEck. ONLY.
Sz/ 3/23.3%x/r/ a zºna/-n/
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W.T. BHDS.TO SHELTER DECK.
SCANTLINGS FOR. Bhd.S. WITH
CLOSED SHELTER DECK (BHDS.
TO SHELTER DECK)
12,000.TON D. W. FREIGHTER
Sun Shipbuilding Co., Chester, Pa.

503
TRANSWERSE W. T. BULKHEAD
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Looking Forward
9,000.TON D. W. FREIGHTER
º




504
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9,000.TON D. W. FREIGHTER












505
TRANSWERSE W. T. BULKHEAD
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Great Lakes Engineering Works, Detroit, Mich.
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DETAILS OF UPPER DECK REINFORCEMENT
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PLATE XLI
DETAILS OF UPPER DECK REINFORCEMENT
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527
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:
WINCH AND STEERING ENGINE FOUNDATION
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FOUND. AT UPPER DECK. FOUND, AT UPPER DECK.
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ENG. FOUND. ALL HOLES SHOWN ARE FOR ELEVATION OF FORD
I"FOUND. BOLTS, HOLES TO BE DRILL END ENG. FOUND.
ED ON SHIP. AFTER END OPPOSITE.
9,000.TON D. W. FREIGHTER

















































532
WATER TUBE BOILER FOUNDATION
w 234.73%ag------
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Port Sidz shown-
Stba. Side Opposite
TRANsverse section AT FR No.8%
53rfside shown Looking Aft
Siba. Sidz Oppositz
























533
DETAILS OF 2,500 S. H. P. TURBINE FOUNDATION
NOTES
&ase/are fºr foºne & rea/cºoz gear cazz? w//
come in Aſamk//o/e3 for ho/a/.2 down bo/fs 3%aw/7
f/hos A, these/ho/es foaea/7/ea/romarch &ase/2%res.
Æiver/o/es 32area’ſoc/ear
4/7′e;/n foe of foundar.ozſo be co/eºs/2%
/ºvers #"except where commecºzy ſo 783rrake of
famkºop where rives are;"
C/2s ſo far/ foo cav/ſea'a/aroona. Aeſºre ba/ance
of ſovnaaron as erecrea’
__g of 5/aff.
T-
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25.5ºa/ § o
/ºee/me---, /2-x2%. 5, §
31–
*34%3A7:
sEction AT FRAME. No. 72 (Looking AFT)
→...→ ***{*%--------
s F-78° - N /*Sfee/s
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štº 3 º's $
Nº S =F-T-2. * 23.3°/Z - o ~
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sECTion AT FRAME No.76(Looking AFT)
... f of J/a/?
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SECTION AT FRAME. No.77 (Looking AFT)
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f of Jºha,7".
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35.5%, .
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section AT FRAME No.738.74 (Looking Aft)
-
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TTL. 7 79
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LOOKING IN BOARD
See Opposite Page








































534
2,500 S. H. P. TURBINE FOUNDATION
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AUXILIARY
FOUNDATIONS
Sºgº
SECTION B-B
WINCH FOUNDATION
L-
5%.4%///*
K-0%
&#34%
SECTION A-A SECTION B-B
Looking Outboard Looking Forward
K--44->k--4-->
B--
---H--- -R
|
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SA § Forward §
! sº § -— * *
$| || ! &
//o/a/A// L *! l §
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TX S
e-J $ 82
§
PLAN OF FOUNDATION : PLAN AT tank top
tº,
º 23:4:://* wº
-
Fº W--tara-ary 㺠TF
to joi # , o Sº Hººk-º-º-º-º: s :
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X M275: 7//ese brackers ana'angles
foſtºrm rºſaconnection ro
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The same/eve/asrheropof
engine fovnaarºon.
PLAN AT INNER BOTTOM
Ford—º-
82
81
Looking Qutboard
ELEVATION.LOOKING FORWARD
ELEVATION OF INBOARD END
FOUNDATION FOR LUBRICATING OIL COOLING PUMP
A. Angle arrop of engine
pl.AN AT TOP OF FOUNDATION
º - K- ****
*...] ſoºnaarºon robenaarovna
rosae ºffº's ºeck ºvnaa-I-H ---
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V. ropoſer&ſovnaaron Looking Forward H. ----|--
==== "J. L. ºr 7°C, ºr 7's L rº." #--------
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SECTION A-A - A. l down boºsana'aſe
Looking to Port : T Lºſ :::::::::::::
As dº foes. –2-21- TURBO-GENERATOR - -
- Mºvº Æo/a/na’aown boſſ's
THRUST BLOCK FOUNDATION of affrno.72 FOUNDATION Žiž.3%
engineaepartment
72AND7
SECTION AT FR.No.70-71
AND 73
D
Looking Aft










































536
AUXILIARY FOUNDATIONS
HQILHOIGIHI ‘A ‘CI NOL-0006
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8
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ELEVATION AT FR. 75 popT LOOKING FOR
ELEV-AT FR. 78 SIMILAR
ELEVATION 8-3°FROM tsHir
PORT SIDE-LOOKING OUTBD.
9,000.TON D. W. FREIGHTER
CONDENSATE PUNMPS
PORTSIDE ONLY.




































































543
AUXILIARY FOUNDATIONS
*
s
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gº § ſº
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#– 6//o/es for /"a'a hoſa/no oawº bo/*s +, ſº ſº.2%” s
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ºr is m - - s" -j--------ii- QS
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ºf lºgº. gº Tº I- à---He
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| §§ PLAN AT BASE PL. PLAN AT TANK Top PLAN AT TANK Top L__ºf__ * 7%
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!---2424– zººlºº - Z II---
|
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GIRDER 20-II"FROM t GIRDER 9" Ford FR."75-Looking Forp.
GIRDER 6"AFT. F.R.” 76 SIMILAP. .
FUEL OIL TRANSFER PUNAp
STBD on LY.
GIRDER AT FR.380 LOOKING INBD.
LOOKING FORD.
6%" 6%."
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> |--|--
PLAN AT TANK TOP
9,000.TON D. W. FREIGHTER
































544
BITTS, MOORING PIPES AND FAIRLEADER
---a--------a------a-2.
6"BITT
Cast Iron
-
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a/mensions. || A2 8.- :
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l | /#/? o, n
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Jºš jºš # k--ſet--> S &Y. DETAILC
SECTION B-CS L_______T__ ºn 1"– sHoºpoeſ
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work/7eavy sea-going rugs *S**t
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545
SINGLE AND DOUBLE ROLLER CHOCKS
- m
º 75°/ock Pafe503-2%"Top5crew Soſna/ecº square –K-3. -
aſ foo,
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PLAN /// S+22]
Saware f^eena' - "Tº
*—º - SINGLE ROLLERCHOCK & ‘....
47 Nº.:** s --24'ps. --- a-----> * * %"x/"722.80/+ /* /*
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&tº —H-5 in 1 º --- *%+ , , X-- tº - % 75°/ock / Å ------- º
- s, \ { ſº.1/4 i Y -- Že
* ſº-T Sº \ \ = **!º., sº sº. Sººyº
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PROPELLER
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fo/erance Włż7/7% of 2/s or 770s. 00/*/70s/
apply foa/offera/mensions
section A-A
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PROPELLER TRUE SCREW-RIGHT HAND
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(Cas? /ron) 547
ARRANGEMENT OF SHAFTING
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548
DETAILS OF SHAFTING
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BULKHEAD STUFFING BOx
9,000 TON D. W. FREIGHTER
























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551
WATER TIGHT DOORS
2^_
Dog, + © -Hinge -
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Section B-B
*- Detail of Doors in Bulkheads
WATER TIGHT DOORS IN TWEEN DECK BULKHEADS
| | | | --- –
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Section a-d Section b-b Section c-c
WATER TIGHT DOORS IN BRIDGE BULKHEAD
8,800.TON D. W. FREIGHTER
See Opposite Page




















552
DOGS AND HINGES FOR W. T. DOORS
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DOGS FOR WATER TIGHT DOORS
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Section B-B
HINGE FOR WATER TIGHT DOOR WATER TIGHT DOOR FORECASTLE AND POCP
8,800 TON D. W. FREIGHTER
See Opposite Page








































553
VERTICAL SLIDING WATER TIGHT DOOR
ARRANGEMENT OF V.S.W.T. DOOR
Aocahon fo
Sv/# Work-S
Bracker Bearing,
ſº Bearing, Casf/ron Vºsy /ro/7. \
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Dimension fo/e Y_NZ —s. º 2994c/77e 77-ſo/e/P// --
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See Opposite Page


















554
VERTICAL SLIDING WATER
TIGHT DOOR
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See Opposite Page




















555
DETAILS OF RAISED WATERTIGHT MANHOLE
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See Opposite Page.



























556
DETAILS OF RAISED WATERTIGHT MANHOLE
23 AZva/J2aces
~& 2% each
LIST OF MATERIAL FOR ONE W. T. MANHOLE
Pe. No.
No. PCs. Name
1 1 Frame . . . . . . . .
2 2 Hinge . . . . . . . . .
3 1 Hinge pad. . . . . .
4 1 Hinge pad. . . . . .
5 4 Bolt, 7%" dia. . .
6 4 Og . . . . . . . . . .
7 4 Bolt pad . . . . . .
8 4 Nut, 7% ". . . . . . .
9 4 Fin, 5%" dia. . .
10 2 Hinge pin, 34”
dia. . . . . . . . . .
11 1 Cover frame...
12 2 Gasket strip . . . .
13 2. Gasket strip. . . .
14 42 § screw Tº".
15 4 Split pin, W4”
dia. . . . . . . . . .
16 4 Split pin, 34"
dia. . . . . . . . . .
17 1 Gasket . . . . . . . .
1 1 Cover plate. . . .
- 4 Pin . . . . . . . . . . .
- £"
~NSO cº A’ º,
/5
/4
See Opposite Page.
COVER
Mat’l Remarks
Med. steel High coaming.
Med. steel Galvanized.
Med. steel Galvanized.
Med. steel Galvanized.
Comp.
Med. steel Galvanized.
Med. steel Galvanized.
Comp. Acme threads.
Comp. -
Comp.
Med. steel 2%" x 4" flat bar.
Med. steel Galv. 34" x 3/16"
Med. steel Galv. 34" x 3/16"
Comp. 34" long.
Comp.
Comp.
Rubber 2%” x 4"
Med. steel 12% lbs.
Med. steel Galvanized.
|-- — 34'
: 3", /3', 3"
; +3 ºr 3 F.
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7, F- * A T+ ź
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57. Acme Thread’s.’
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Sºlo Nico Nº.2 y.
Acme 77reads, 7per/nch
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557
COMPANION, COALING, AND LOW W. T. HATCH DETAILS
4.
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HATCH COVER DETAILS
8,800.TON D. W. FREIGHTER
























558
CARGO HATCHES
Aafe of a/fernafe %webs (asſ Sfee/Corner
fo exfend/fo foo of wood covers - - - - - ºf Steel C.
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fa'afangſeaf/afch corner Božon of channeſ af/afch #ſºr |
SECTION B-B -
Looking Outboard --
Upper Deck Hatches No.1-2-4-5 §
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plan-2ND DECK HATCHES NO. 1-2-4-5
8,800.TON D. W. FREIGHTER
See Pages 560 and 561
:
i



















559
CARGO HATCH AND DETAILS
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HATCH No.3.
8,800.TON D. W. FREIGHTER
See Pages 559 and 561
HATCH BEAM CARRIER
























560
CARGO HATCH AND DETAILS
Side coa”g/7% * Buffsfrap 2:34 - -
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HATCHES I-2-4-5
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HATCHES 1-2-4-5
HATCHES 1-2-4-5
8,800.TON D. W. FREIGHTER
See Pages 559 and 560







































































561
CARGO HATCH AND DETAILS
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562
CARGO HATCH AND DETAILS
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See Opposite Page




























563
ENGINE ROOM SKYLIGHT LIFTING GEAR, STEEL SKYLIGHT
*/.3%3449*
;2
3.32
SECTION A-A
'3%/Azr
TYPE “A” Rº/?"/)a. .
TYPF “R”
• LIST OF MATERIAL
PC. No. Name Material Remarks Pc. No. Name Material Remarks
1 Worm Bearing . . . . C. I. 16 Washer . . . . . . . . . . . Brass 2" O. D. for 1%." Rod.
2 Bearing ........... C. I. 17 Washer . . . . . . . . . . . Steel For 3%" Bolt.
3 Bearing . . . . . . . . . . . C. I. To be drilled for PC. 18 3%." Machine Bolt... Steel 134" Long.
No. 2 19 3%" Std. Hex. Nut. Steel
4 Lever . . . . . . . . . . . . . Mal. C. I. 21 %" Taper Pin. . . . . . Steel 3%" Long.
5 Handwheel . . . . . . . C. I. 22 3%" Taper Pin...... Steel 2%" Long.
6 Quadrant . . . . . . . . . C. I. 23 96" Split Pin........ Steel 1" Long.
7 Pad . . . . . . . . . . . . . . . Mal. C. I. 24 V.4" Pin ............ Steel 2" Long.
8 Worm . . . . . . . . . . . . Steel 26 5%." Machine Bolt... Steel 2" Long.
11 Collar ............. Steel For 1%." Rod. 27 5%" Std. Hex. Nut... Steel
12 Washer ........... C. I. For 1%" Shaft between 28 Washer . . . . . . . . . . . Steel For 5%" Bolt.
bearing. 29 3%" Set Screw . . . . . Steel A" Long Under Head.
13 Shaft 1%." Dia...... C. R. Steel 30 Washer . . . . . . . . . . . Steel For W4" Pin.
14 Rod 1%." Dia...... C. R. Steel 31 Washer . . . . . . . . . . . Steel For 34" Rod.
15 Rod 7%" Dia. . . . . . . C. R. Steel 32 34" Std. Hex. Nut... Steel For 34” Rod.
See Opposite Page





564
DETAILS OF ENGINE ROOM SKYLIGHT LIFTING GEAR. STEEL SKYLIGHT
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565
ENGINE ROOM SKYLIGHT LIFTING GEAR. WOOD SKYLIGHT
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MATERIAL FOR ONE LIFTING GEAR FOR ONE COMPLETE SKYLIGHT
Pc. No. Pc. No.
No. Pes. Name Material Remarks No. Pes. Name Material Remarks
1 2 Worm wheel bearing C. I. 14 16 %" Pin. . . . . . . . . . . . . Steel 2%" long
2 4 Bearing . . . . . . . . . . . . C. I. 15 2 Collar . . . . . . . . . . . . . . Steel
3 8 Lever . . . . . . . . . . . . . . Mal. C. I. 16 8 Plate . . . . . . . . . . . . . . . Steel %" thick
4 2 Hand wheel . . . . . . . C. I. 17 2 Rod 1%" dia. . . . . . . . C. R. Steel
5 %" rod. . . . . . . . . . . . . Steel 2’-11" long 18 16 4' wood screws.... Steel ſes;), 1" long
6 %" rod. . . . . . . . . . . . . Steel 19 10 3%" Taper Pin. . . . . . Steel 2% long
7 - 2 Worm wheel. . . . . . . . C. I. 20 2 Washer . . . . . . . . . . . . W. I. 2 9. D.
8 2 Worm . . . . . . . . . . . . . Steel 21 16 Washer. . . . . . . . . . . . . W. I. 1% O. D.
9 8 Pad C.. I ; : : §§"º"E. S. #1.”
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10 2 1%" Shaft. . . . . . . . . . C. R. Steel 8'-2” long 24 16 %" Std. Hex. Nut... Mild Steel g
11 8 %" Taper pin. . . . . . . Steel 34" long 25 2 34” Std. Hex. Nut... Mild Steel
12 26 5%" Carriage bolts... Steel 7%" long 26 4 J4" Fiber washer.... Fiber Top and bot-
13 26 5%" Std. Hex. Nuts... Mild Steel tom of worm
See Opposite Page







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ACCOMMODATION LADDER
For Arrangement and Details of Accomodation Ladder
See Pages 569 and 570
LIST OF MATERIAL FOR ONE LADDER
Pe. No. of
No. Pcs. Name
1 1 Davit . . . . . . . . . . . . . . . .
2 2. Bottom pad . . . . . . . . . .
3 2 Top pad . . . . . . . . . . . .
4 1 1%" eye bolt. . . . . . . . .
5 1 Davit stay. . . . . . . . . . . . .
6 4 Davit stay pad . . . . . . .
7 4 34" bolt and nut. . . . . .
8 2
9 1
10 2
11 1
12 4
13 1
14 10
15 14
16 4
17 4
18 1
19 2
20 3
21 4
22 2
23 1
24
25 8
26 16
27 2
28 1
29 4
30 20
31 2
32 1
33 2
34 2
35 2
36 1
37 1
38 1
39 1
40 1
41 1
42 2
43 29
12" cleat . . . . . : . . . . . .
%" shackle with 1"
eye bolf
5%" shackle with 34"
eye bolt
Platform brace . . . . . .
Platform stanchions ..
1%" nut . . . . . . . . . . . . .
Ladder stanchions . . . .
Pads
a e º e º ºs e º e º º e s tº * * *
%" links . . . . . . . . . . . . .
Hinge bands
1%" bolt
Lifting shackle
Hinge male
Hinge female
Links
s e s = e is a s =
* @ e & s e s is tº a $ 39
s & & © a 4 &
* * * * * * * * * *
• 9 s : * * * *
e e s : « a e s w = e e g º 8 is
1%" nut
Eye plate . . . . . . . . . . . .
Ladder tie rod. . . . . . . .
Washer
e s a s e e s = e s = * * * * * * *
• e a s s s tº e s e º e s e s a s
a e g º ºs e º s & sº & tº e
34" pins
Ladder hinge
Platform lugs
Shackle bands
Washer . . . . . . . . . . . . . .
Rev'l’v. plate. . . . . . . . . .
Cross plate
Cross plate
B'd’r’y angle
Stay plate
Ladder axle
Stringers
& e g g g e º dº ſº sº º ºs &
bolt. . . .
º e º 'º g º & #
º g º ºr e º is is nº º
a e g tº e = e g º is
• e º s & is g º º
s & s e & # * g e º e
is e º e º is s g º e º ºr e
Threads
& & E & & me « g is e º ºr º e
44 {R& | 6" planking . . . . .
45 16
46 1
47 I
Hinge band tie rods. .
Mat’l
Med. steel
S. angle
S. angle
Med. Steel
Med. Steel
S. angle
Med. Steel
Med Steel
Med Steel
Med. Steel
Med.
Med.
Med.
steel
steel
steel
Med.
Med.
steel
Steel
Med steel
Med.
Med.
Med.
Med.
Med.
Med.
Steel
Steel
steel
steel
steel
Steel
I3rass
Iron
Med. Steel
S. angle
T-bar.
S. angle
Med. Steel
Med.
Med.
Med.
Med. Steel
Med. Steel
Steel plate
Med. Steel
steel
steel
Steel
Med. Steel
S. angle
Steel plate
Med. Steel
Ash or
white oak
Ash or
white oak
Ash or
white oak
Med. Steel
Wood
Galv.
Remarks
Galv.
Galv.
Galv.
2" under
head galv.
Galv.
For yoke
center line
pc. No. 28
galv.
F or y o ke
end s p c.
No. 28 galv
Galv.
Galv.
For pc. No.
4
Galv.
Galv. for pc
Nos. 12 &
14.
Weld in pc.
No. 50.
Galv.
Galv.
Galv.
Galv.
Galv.
\\ e ] d into
pc. No. 49.
For pc. No.
6" 1 on g,
galv.
Galv.
Galv. for pc.
No. 25.
5” x3"-
1-left.
x9.8 :
1-right and
4"x4" x 10.5:
T-bar.
3%" x 2%” X
7.2 : galv.
Galv. for pc.
No. 14.
For pc. No.
65–66 galv.
Galv.
Galv.
Galv.
Galv.
As required.
Galv. for pc.
No. 17.
With up set
8" double block. . . . . . .
8" double block
Wood
shackle and
becket.
With shackle.
LIST OF MATERIAL FOR ONE LADDER–Continued
PC. No. of
No. PCs. Name
48 2. Wheel . . . . . . . . . . . . . . .
49 1 %" St’d chain. . . . . . . . . .
50 1 %" St’d chain. . . . . . . . .
51 2 Caster rollers. . . . . . . . . .
s: } # | 2%" cir. rope. . . . . . .
53 } * 2%" cir. rope. . . . . . .
54 As l in or
54 l Req'd. , Lashing . . . . . . . .
55 1 5%" bolt and nut. . . . . .
56 8 Thimbles (ring) 7%"..
57 2 34” St’d. hex, bolt & nut
58 1 34" split pin. . . . . . . . . .
59 18 A" cotter . pin. . . . . . . .
60 5 %"x2 5–16" washer. ...
61 2 Ring pad . . . . . . . . . . . . .
62 20 5%" bolt and nut. . . . . .
63 20 Threads . . . . . . . . . . . . . .
64 4 33" toggle pin . . . . . . . .
65 2 Clips . . . . . . . . . . . . . . . . .
66 2 Clips . . . . . . . . . . . . . . . . .
67 8 %" St’d. round headed
bolts
68 8 St’d. washer for J/4” bolt
69 2 Caster brackets . . . . . .
70 8 St’d. V%" hex. hd. nut..
72 1 5%" dia, bolt . . . . . . . . . .
73 2 5%" dia, toggle pin. . . .
74 3 1%" St'd. nut hex.....
75 4 '4" split pins . . . . . . . . .
76 2 Cleat pad . . . . . . . . . . . .
77 2 %"x2" cotter pin . . . . .
78 29 Safety tread . . . . . . . . . .
79 6 Eye bolt, 7%" eye, 5%"
iron
80 9 Dk, bolt and nuts, 5%"
81 9 Washer, 5%" . . . . . . . . . .
82 9 Grommet, 5%" . . . . . . . .
83 3 Chock . . . . . . . . . . . . . . .
Mat’l
C. I.
Med. Steel
Med. Steel
Brass
Manila
Manila
Hemp
Med. Steel
Med. Steel
Med. Steel
Med. Steel
Med. Steel
Med. Steel
Med. Steel
Med. Steel
Ash or
white oak
\\ . Steel
Med. Steel
Med. Steel
Med. Steel
Med. Steel
Med. Steel
Med. Steel
Med. steel
Combin.
Med. Steel
Med. Steel
S. angle
Med. Steel
C. Iron
WV. Iron
W. Steel
W. Steel
Canvas
Pine
Remarks
14" dia.
3'-0" long.
17'-0" to cut.
galv.
For falls.
For he ad
line.
lºor pc. No.
27 2%" un-
der hol. glv.
I’or manila
rope.
Galv. for pc.
No. 19.
For pc. No.
1 galv.
Galv.
F or 1 % "
b o 1 ts pe.
No. 18 & 41
galv.
Galv. 3" un-
der hol. for
pe. No. 14.
L-2" galv.
Make right
and left.
Make right
and left.
Galv. for pc.
No. 69.
Galv. for DC.
No. 67.
Galv. for pc.
No. 51.
Galv. for pc.
No. 67.
Ga 1 v. 334"
under head
pc. No. 20.
L-45%" galv.
l'or pc. No
18 and 32
galv.
lºor pc. No.
31 galv.
3%”x3%"x
9.8 : L.
For pc. No.
41 galv.
For pc. No.
43. 18" x 4"
galv.
(4" under
eye) galv.
Galv.
For PC. No.
80 galv.
For pc. No.
80.
568
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9,000.TON D. W. FREIGHTER















572
STAIRS AND LADDERS
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9,000.TON D. W. FREIGHTER




















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8,800.TON D. W. FREIGHTER
See Page 584

















583
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588
WOOD FURNITURE
T-- ~~ - -
/Warſaº/e
; F-A
r + -X-
f 2-224, 2" T . *
<!-- 9% tº S- --c & §
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ro
Varies
A/ofe-A or Aer//73
Drawer
.*
adjoining ſockers. See
/ocker %
*Variable PLAN wº, ºve
A.
§ s #xº~.
5 § %"7&6°/A/coring Mofe-A//wood/exposed
- , ſo view and shown on
& 2-94" ſh's sheef fo/e firs?
S Jrawer ava/#y A/n areap/a/7
S, eastern oak.
s YY `-74° Aſxposed oak fore
R. *ś offſea' £2% º o/7e /.
*L- N' S Ora, coaf of inferior warnish
K § ower A//a/mensions fo be
| X_{i=| ver/fea' on shºp
==% II. -
SIDE ELEVATION SECTION BUILT IN WOOD BERTH
Ceſ/ºng Z/ne, Ceſ/ºng Zºne.-->
- - #. 2-24" -
/w/34° - -
2%"Shelf
'Ceará hook Strip 786
7%"x3%"
Zoºeºne shows :
Aaſ/line position of tertº
A." l
2%”
2%/line
> */34" " -
- –2% ºxº
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• * I
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SECTION SIDE
Single Locker
Sº (**, cºg ºr
: 2%rial/e -A-NJ- ---
tº- # %. , Wa/, //nes." ! P.
.." |{\ſ/ap/Hinae V. P
+ H (f/ap/ſºng %
Locker º SECTION D-D
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3. : | * º º ! V.
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Locker
Drawer
%
%
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N
*3%"Carriage Boſts/606
- I
NN
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FRONT Æe-f/,
Double Lockcr
SECTION C-C
SECTION A-A
BUILT IN WOOD LOCKER





























589
PIPE BERTHS
No.220/SSG Galº Sree End KG = Soes-Wo. 22 U.S.S.G.
.”unch vent holes same as in sides 27%. /*g"Ang/e TS_ / Ga/V. Sfee/
14–
TI-...--—III-3 r- º - ~
|---------------------- | | ------- *
|
|
|
7op and/Aof for 7 i.
. #22 U.S.S.G. Ga/v. Sºee/ Szop ceazlº.
H H $ A H
| | S S
| /x/4"Angle || § $ || Z 49
- a 1/n. - | º is s c Q
6 / 3977 Hºnges 24.4%r) S 3 S. AA- 3. 3
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Hº- ----------- - s º H P C
| ^-Zºg Arge Fame & - |. 5
k ------º----4-0v1.22%-------- -> & #"Wenz Hoes | | E §
Z/a/ , Y, allº.'... | | 9)
| § 22usšćal, sº ºf "ſº | 222 rive/ea'
|| || || § ſ:-- | º (V *ow/re/77esh
| F. ---------|--|---------º M/fsóg, fo fakes?apſe
lº- Y====== *-*— o --|--
+====E, S. |E - L - ----E
/*g"Far Bar Shop PLAN º 4"Bo/?
Jova/e gºazéar /* #º----- 2"--->
* IEE-x 4"x2"Hasa Galvanized º Weze-drawe- Zosſae ºr fºe L - I ->\k- —l
\/ sº Commercia/) on suspenaea ang/e - wº
| \ - © 7, Q) sº
Ā 1–Y__ =E- ERY__ // Moreºanerfronts foſte abov//*2" = | ------ º)
- T /k/.3 Arg/es Wre/Mesh.0/arnezeroy Mºre 5/anaara ---------------, Y
& |-Aaa"Aye, G/ ..., , , ºeſºedºeşºazá2.
§ º: 3%# Aſaf % º: ... º Žhem w//h
S - 2– %"/ron ºver's spacea abov///62
S Ær Aaa/ock (C.ommercial) Aar for Arame jº, %.%º of%
& ll---------- '-0"/Franza)— — — — — — — — — — * /tºv-Z" wan/Zea mafer/a/A2/Veys:4"/ro”
w - 2'-0 frame - /x/ºg"Angle Spaced abov://?"on cer/ers.
FRONT ELEVATION
—
ſ SECTION -
DETAILS OF SLIDE 5TOP
- X-Wofe-A//pipe knock/es are #hreaded.
reºgérºesºe ºceaded.
- Božh of her era's offees foae borea. 7ees
| fasferrea foojeeby /4"Sfee/An.
ſ --- - - - - ---
SECTION THROUGH COVERTT ARRANGENMENT OF STEEL 3.” Sls,
>-A DRAWERS TO pipe BERTHS 4–3 &o/*s &
AT- ;-H-Fºº-º-º-x --- –
º 23%646%rawºod/b/ocks ºffed 27 iſ s
\ secure/y foſsfee/aeck-HT |-c/Fange !
/#%/Faroe | s. 2,4- | | #4347&6 Fºr ºf p,"
| * * 9. Woźe-X. § 2%.4"Brace !. 2 s /"Pipe,
* || W/ºpe; ºx64%. |, ..., | }. § {, , , ..., \ |##ndoffee ſhreaded H S -
~! #434"F-ce/fr. L'ÉX/#33 "Wee N /5ozh enas of CN \ ^Tº ſº. 21 W.) 2-k, Z______
–––. 3 xoa rurce///ng -4 4-4 | Sl on enas or
- - .///.4%/"ſee & LP e/bow ſhraaaad
X ---=- Fº X %eºzef \ - */?pes + Y -
r-r-ţ- - /// º —º
Nºreda ºw/Preſbygº. s sº 280// 7"Pºe Whreaaº
|NBoreov: Sº º \ #%/2.
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X # $– +-AºN Wh's aimension * -
^ T.A. T I I may be changed - - X
# ºn | | | | ſo suff º - H
-- - T
S ºf 4x//ſea/c. É/bow Ø%;32;# , - - S DETAIL OF STIRRUp TO PIPE BER
N Singeåerſh %,…, 4%/# ºf"ſee /"F/bow \ maybe % §
& m. \\ zo ºl &
#"Hardwood'Aza' s Aory/a/72/ \\ . `--
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deck w/#/74%"Bo/#s agº. 3'Sheezina 7:6
ELEVATION –2-ports, , § 5%e///73 /ć.9) -
_- U port Y * - Wrought Iron Sºrrup
sº- /Sºee/ Washer s "ſhºck A
ee deſa// |
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- -> Z 3 256's §§ A W
d +---------N------->-----|-- -
* \ q D ºl
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º __--~~~ *| N ºftºe Elevation
º º --- - 2%.4%r&coor;
S \,\! 3erſh Spring N. Y__ CONNECTION TO
3. nºt Ang/e/rame 7. £o? A pe SPRING ANGLE
_-...- --- º -
* *-* Hººgºº, Cº.
ING 1"
CONNECTION gºof 5ar




























590
-- -ágvarter
Around
;
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3. Qvarrer
_H-* Aovna.
- ſº
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3. ar
#ºvarzerkovna.--
/Wood' anº º
S.
–34% -------->
2
S/?h?/yrovna'a'ſ/
aroźrvažng corners
SECTION D-D
r
/*
2-#"ºvarrer Rovna
2x4'Celſing Raffers
//oze.-A//wood’sºon” on zººs shee?”
sha/Ae fºsy ºva/x/A/7 a.ºea’
Žºržrcepſ where morea.
4//woodwork foreceive a prºne;
Žwo coars of /ead/ana' off, ana'
one coaf of wh/fe ename/
4//conceaſed fasyenings-Ga/k/ron
4//exposed fastenings-Brass
32;an.carriage Bo/f
One bo/* connecting
2artºon pare to
each aeck beam
SECTION G-G
XTX
ºs >
} º * = 3%arr 'age Bo/* >1
- ºr Se: ~~~ |--- Yºº- y o
: * - Wºº, *4%%-7.5.
- ºr …” ºr
s! % 2.3% - # Carriage Ao/*
Tºlow- oorframe'
6% ºzº ſº. Screen 24 "Cenyers
3oºs-24'Centers, 27.2%.4%bon A : Mesh Wo. ////re
- + º - G
k A - 2.
*-B |-G `--/'44"/.3 G.
| 55
Lºr "g"/46 Frce/ng
D D
______l-l-l l' ------- - all------
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34.
| ||
| || * P-F s PF
º ==t i- º
- *E *F
A// Doors 2-646.0%g"
`--Stock Door
TYPICAL ELEVATION OF BULKHEAD
AND DOORS IN CREWS QUARTERS
From Passage Side
§
sº
SECTION F-F
% __ Wºwo in
2-Aor?/arra Cernenf,
Screen Ara/77e
Afr *---
#"Ha/f Rovna. ~~
-
~
-
Screen Frame----|--
7%4"VJoin?
£ 3.
Mø//ſor, _4->
(See Secron D-5)
K
Moor(F-)---|
* N
SECTION B-B
Through Mullion
%
SECTION E-E


















§
JOINER ARRANGEMENT
3,500-TON D. W. COMPOSITE FREIGHTER
For Arrangement Plan
See Opposite Page
Owner or Operator's Room
Two Built-in Berths, l\rawers and Lockers under.
Settee with Drawers under.
Ilockers, built-in with Shelf and 6 Coat Hooks each.
Flat Top Desk.
Bent Wood I)esk Chair.
Lavatory.
Mirror.
Toilet Rack.
If our II at and Coat Hooks.
Life Preservers in Rack Overhead.
Owner or Operator's Room
Built-in Iłerth, 2 l) rawers under.
Settee with lyrawers under.
Lockers, built-in with Shelf and 6 Coat Hooks each.
Lavatory.
Mirror.
Toilet Rack.
Three Hat and Coat I looks.
flat Top Desk.
3ent Wood l)esk Chair.
Life Preservers in Rack Overhead.
Captain's Room
Built-in l8erth with Chest of 10 rawers under.
Settee with Drawers under.
Locker, Built-in with Shelf and 6 Coat Hooks.
Book Rack, Oak.
Roll Top Desk.
Revolving I)esk Chair.
Morris Chair, Oak.
I'our II at and Coat IIooks.
Life Preserver in Rack Overhead.
Captain's Bath Room
13athtub, Enameled I ton.
Water Closet, Enameled Iron, Straight Hopper.
Lavatory, Water II eater, Supply Cock.
Mirror, Shower Ild. with Ring and Curtain.
Towel l'ack, 1)istributing Cock.
Sponge and Soap l’ixture.
Paper II older.
Tooth 13 rush iſ older.
Tumbler Holder.
Grab lºod.
Comb and l3 rush II older.
Two Coat Hooks.
All l’ittings I3rass, Nickel Plated.
Chart Room
Two built-in .ockers, one fitted with Galvanized Iron Drip Pan
for Oil Skins.
Chart Table witli lyra wers.
Book Rack. *
Chronometer Box.
Keyboard.
Roll Top Desk.
Revolving Chair.
Six Coat and II at I looks.
First Officer's Room
Built-in Perth with Drawers under.
Lockers, built-in, 1)rawers under with Shelf and 6 Coat 1 ſooks
each.
Settee with 1)rawers under.
Flat Top I)esk.
Bent Wood l)esk Chair.
Keyboard.
Lavatory.
Mirror.
Toilet Rack.
Three Coat and II at I looks.
Life Preserver in Rack Overhead.
Officer's Toilet
Two Water Closets, Enameled Iron, Straight Hopper.
Urinal.
Lavatory, Enameled Iron.
Mirror.
Shower and Heater Combination.
Towel Rack.
Paper Holders—2.
Soap Dish 1, Water Heater.
Officer's Toilet—Continued
Two Grab Rods.
Three Coat Hooks.
Tumbler IHolder.
All I’ittings Brass, Nickel-plated.
Second Officer’s Room
Iłuilt-in Berth, 1)rawers under.
Settee with j)rawers under
I.ockers, built-in with Shelf and 6 Coat I [ooks each.
Lavatory.
Mirror.
Toilet Rack.
Two II at and Coat Hooks.
Bent Wood I) esk Chair.
Life Preserver in Rack Overhead.
Third Officer’s Room
Built-in l8ertli, Drawers under.
Settee with IOra wers under.
Locker, built-in with Shelf and 6 Coat Hooks.
Lavatory.
Mirror.
Toilet Rack.
Two Hat and Coat Hooks.
I3ent Wood IDesk Chair.
Life Preservers in Rack () verhead.
I’lat Top Desk.
Hospital
4 Metal Pipe Berths.
4 Metal Lockers.
Lavatory.
Mirror.
Toilet Rack.
Seat.
4 life Preservers in Rack () verlead.
Radio Room
Revolving l)esk Chair.
Instrument Table, 4 l) rawers under.
Four II at and Coat Hooks.
Panel for Radio and Storage Battery.
Two Life Preservers in Rack Overhead.
Quartermaster's Room
Three Built-in Perths, Drawers under,
Lockers, Metal, 3 with Shelf and 4 Coat li (, ks.
Seat, Stool.
Lavatory.
Mirror.
Toilet Rack.
Six Hat and Coat IIooks.
Three Life Preservers in Rack Overhead.
Linoleum, 3/16 in. Thick to Be Laid in the Following
Rooms:
Captain's Room.
Chart Room.
1st Officer's Room.
2nd Officer's Room.
3rd Officer's Room.
Owner or Operator's Room.
Quartermaster's l'oom.
Hospital.
Radio Room.
Vitrified Tiling of Hexagonal Shape to Be Laid in the
Following Room:
Captain's Path Room.
Note
Where Cement or Tiling is fitted, Deck to be lined with Sheet
. Lead. I’lashed up at sides, and tested before tiling or cement
is laid.
Doors
All Poors to Rooms, except otherwise noted, to have 24-inch
clear openings.
592
J.NGIWGI)NWHYIV HGHNIOſ
ofed 941soddo oos
HGHJLH5)IGHHH GILISOdINOO "A 'OI NOJ:009“g
3 s ſh O H >4 o E O -LV O 8
–––––---------------------------zz769––––– - -----------------
|
|
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|
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6 29 Old 3 NOI LV 9) l AVN w! 4//77 sy/-34///- $240/
146/7 ap/S /3, JoA:/e/ SpAuo2,241/M
~2, 229 29.3%: 2.É. #. %louſy,
Y—l-–
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| º: No Araſodºbºjczanówo/
s | º sso~40-ſo-ſy,%/
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-i. ---|--|--



969
JOINER ARRANGEMENT
3,500-TON D. W. COMPOSITE FREIGHTER
For Arrangement Plan
See Opposite Page
Chief Engineer's Room
Built-in berth, drawers under
Lockers built in, with shelf and 6 coat hooks each
Settee, with drawers under
Flat top desk
Revolving desk chair, oak
Keyboard
Book rack over berth
4 Coat and hat hooks
Life preserver in rack overhead
1st Assistant Engineer’s Room
Built-in berths, drawers under
Locker built in, with shelf and 6 coat hooks
Settee, with drawers under
Flat top desk
Lavatory
Mirror
Toilet rack
Bent wood desk chair
3 Hat and coat hooks
Life preserver in rack overhead
Keyboard
Book rack over berth, oak
2nd Assistant Engineer's Room
3rd
13uilt-in berth, drawers under
Lockers built in, with shelf and 6 coat hooks
Settee with lockers under
Flat top desk
Bent wood desk chair
Lavatory
Mirror
Toilet rack
3 Hat and coat hooks
Life preserver in rack overhead
Assistant Engineer's Room
Same as 2nd assistant engineer
Oiler’s Room
3 metal pipe berths, drawers under
3 metal lockers, with shelf and 4 coat hooks each
Seat, with locker under
Lavatory
Mirror
Toilet rack
6 Hat and coat hooks
3 Life preservers in rack overhead
Chief Engineer's Toilet
Water closet
Lavatory, enameled iron
Shower bath with curtain and heater combination
Mirror
Towel rack
Soap dish
Tumbler holder
Coat hook
All fittings brass, nickel plated
Water heater
Paper holder
Tooth brush holder
Grab rod
Comb and brush holder
Owner or Operator's Toilet
2 Water closets
Shower bath with curtains
Lavatory, enameled iron
Towel rack
Soap dish
Tumbler holder
Mirror
4 Coat and hat hooks
All fittings brass, nickel plated
2 Paper Holders
1 Water heater
2 Grab rods
Engineer's Toilet
2 Water closets
Shower bath, with curtain
Lavatory, enameled iron
Towel rack
Soap dish
Tumbler holder
Mirror
4 Coat and hat hooks
All fittings brass, nickel plated
2 Paper holders
1 Water heater
2 Grab rods
Officers’ Mess Room
Table 12"—0" x 2"–9" with rack
8 Revolving chairs
Settee
Sideboard, built in, 4–6" x 1"–9"
Sideboard, built in, 2–3" x 1"–9"
Mirror
Clock
Medicine chest
Inkstand
Water cooler shelf
14 Hat and coat hooks
Serving table
Dresser
Urn, 4 gallon, coffee
Urn, 4 gallon, hot water
3rd Officer, 3rd Engineer and Radio-Man's Mess
Table, 6’—0" x 2–6"
5 Revolving chairs
6 Hat and coat hooks
Firemen's Mess Room
Table, 5'-0" x 2"–0"
2 Benches, 5'-0" x 12"
Dish rack
6 Coat and hat hooks
Sailors’ Mess Room
Table, 5'-0" x 2"–0"
2 Benches, 5'-0" x 12"
Dish rack
6 Coat and hat hooks
Messmen's Room
2 Built-in berths, drawers under
Locker, built in, with shelf and 4 coat hooks
Settee, locker under •
Lavatory
Mirror
Toilet rack
6 Hat and coat hooks
2 Life preservers, in rack overhead
Cooks' Room
2 built-in berths, drawers under
Settee, drawers under
Locker, built in, with shelf and 6 coat hooks
Keyboard
Lavatory
Mirror
Toilet rack
6 Hat and coat hooks
Iºlat top desk
Bent wood desk chair.
2 Life preservers, in rack overhead
Galley
Range 5'-0"
Boiler
Vegetable boiler 24" x 24"
Dough trough
Steam table 3'--0"
2 Sinks
Dresser
Dish rack
594
JOINER ARRANGEMENT
X=2:2, 6'2"
***
4.
//rawery/wer
t //esk
ilors
Moss
//shes
25u///n3e-ºffs
64'x2'2"
2rawers Under
-
|-
| Enaingers
oilet
SS
so
--
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s
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22,5- or Window §
- Boſer
Toºlz; - s
Dish --
2/27/ 15 *
Sfeam
Draws ºrder - Jovg
Seaflocker old 5/#/78erºs
Storage 6'4'x22'
Rooms rº." //rawers (/maer
-5/2"– *"...º Scheekºv,
Stewards M
//º /a/Stores §: *
Meſa/Ape .*.*.*
Berth:
30%
Prawºwnder
- - | =\
PLAN AT BRIDGE DECK HOUSE
%/ow ºne deck
Aarºº
Jeck Gear &
--/ *2. -6-5-1
Sfern Zſ.
G-5ovnang Machine
-
PLAN AT POOP DECK ~1
3,500.TON D. W. COMPOSITE FREIGHTER
See Opposite Page




























































































595
Cºee/ſasing fºr Ashjector
| | | | | | | | | | | | | | |T|T
| | | | | | | | | | | | º-
*::::::::”. £4%-E- º - . . . ºr J-34°
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------ * º Fºº tº
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- v. `s _` º - ! s || | º - 30&ºr;
| ºf 4° - tº ". . . . ; ; ;& *::
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A7AA - - - /52are | *[…
** 2: º ~Jº. Du AN AT UPPER DLJ. .
PLAN AT UPPER DECK - FORCASTLE
POOp ----|--|--
PLAN AT UPPER DECK
3. 3,500.TON D. W. COMPOSITE FREIGHTER
CN
Sailors’ Toilet Entrance to Engine Room Firemen’s, Mess Boys and Spare Room
2 Water Closets 6 Metal Pipe Berths
1 Wash Sink Work Bench 6 Metal Lockers
1 Water Heater lers’ R 2 Seats
1 Shower and Heater Combination - Water Tenders Room 1 Mirror
3 Soap Dishes 3 Metal Pipe Berths 1 Toilet Rack
2 Paper Holders 3 Metal Lockers with Shelf and 3 Coat Hooks 6 Hat and Coat Hooks
1 Mirror Mirror 6 Life Preservers in Rack Overhead
2 Grab Rods Toilet Rack •
4 Coat Hooks Hºc Hook Steward's Stores
Sailors’ R 3 Hat and Coat Hooks -
- allors ito on 1 3 Life Preservers in Rack Overhead Starboard Toilet
8 Metal Pipe Berths - Water Closet
8 Metal Lockers with Shelf and 8 Coat Hooks Port Toilet Lavatory
Seat Water Closet Shower Bath with Curtain
Mirror Lavatory
8 º º Hook Shower Bath with Curtain Paint and Oil Stores
at an Oat Hooks - :- - -
8 Life Preservers in Rack Overhead - - Firemen's Room 1 Galvanized Iron Tank, 10 Gallons, for Boiled Qil
- - 1 Galvanized Iron Tank, 10 Gallons, for Raw Oil
- Steering Engine Space 6 Metal Pipe Berths 1 Galvanized Iron Tank, 20 Gallons for Turpentine
Bins and Shelves 6 Metal Lockers 1 Galvanized Iron Tank, 5 Gallons, for Lamp Oil
Lamp Room 2 Seats 1 Galvanized Iron Tank, 5 Gallons, for Colza Oil
- p 1 Mirror 1 Galvanized Iron Tank, 5 Gallons, for Mineral Sperm
2 50 Gallon Qil Cans, Galvanized 1 Toilet Rack Oil
2 25 Gallon Oil Cans, Galvanized 6 Hat and Coat Hooks 1 Galvanized Iron Tank, 50 Gallons, for Storm Oil
1 Metal Covered Table 6 Life Preservers in Rack Overhead 2 Metal Lined Shelves














DETAILS OF MASTHEADS
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FOUR MASTED WOODEN SCHOONER
Designed by Cox & Stevens, New York City


























597
DETAILS OF MASTHEADS
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BOWSPRIT DETAILS
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Designed by Cox & Stevens, New York City







599
ARRANGEMENT OF BILGE AND BALLAST SYSTEM
9,000-TON D. W. FREIGHTER
For Arrangement Plans See Plate XLIII
Opposite Page 600 and Pages 601-602-603-604-605
LIST OF MATERIAL FOR ONE SHIP LIST OF MATERIAL FOR ONE SHIP--Continued
Pe. No. Pe. No.
No. Pes. Name Mat’l Remarks No. Pes. Name Mat’l Remarks
A2 1 2% " x3%" Bilge manifold.. C.I. B37 1025 ft. 3%" I. D. pipe. . . . . . . . . . . W.I. galv.
A3 1 3%'. Bilge manifold . . . . . . . . C. J. B38 825 ft. 3” I. 1). pipe. . . . . . . . . . . . . . W. I. galv.
A4 2 3%" Bilge manifold. . . . . . . . . C. I. 1339 250 ft. 1 %" I. D. pipe . . . . . . . . . . . . \\'. l. galv.
A6 1 3%" Angle stop valve. . . . . . ( I. 1340 6 3%" x 8%" flange . . . . . . . . . . C. I. Machine as per
A7 6 3%" Angle stop ch’k valve. . C.I. Four with out galv. sketch.
hand-wheels. B41 6 3%" x 8%" flange . . . . . . . . . . C.I. galv.
A8 1 3%" Globe stop ch"k valve. . C. J. B42 3 1" Deck stuffing box . . . . . . . . Yellow
A9 l l 9% " Globe stop valve. . . . . . . Brass. brass.
A 10 2 1 %" Globe check valve. . . . . Brass. B43 1 1 %" Universal steel joint. . . . Steel.
A11 7 5” Std. 90 degree Ell . . . . . . . C.I. galv. B44 1 8” Std. handwheel. . . . . . . . . . . C.I.
A 12 1 5” Macomb strainer... . . . . . . . C.I. galv. R45 1 1 %" Universal joint. . . . . . . . . Steel.
Ä; s: 3% sº jºi º gº tº gº © {..} . B46 . . Fireproof wire gauze. . . . . . . . l}rass. Solder to open
%" Stol. 90 degree Ell. . . . . ..I. galv, e n d of PC.
A 15 15 Bilge strainer . . . . . . . . . . . . . . Steel. A–4%". $." 27.
A 16 10 1%." Deck plates. . . . . . . . . . . . Yellow B47 1 Distance piece . . . . . . . . . . . . . . C.I. galv.
brass, R48 1 7” x . X º x 5” Cross with C.I. gal
A 17 2 3%" Long radius Ell. . . . . . . C.I. galv. .7...sile outlºt, . . . . . . . . . . . . . ... galv.
A18 l 3% "-45 degree Ell-Std. . . . . . C.I. galv. H249 | 7. 90 degree Ell. . . . . . . . . . . . . C.I. galv.
A 19 2 Bilge strainer . . . . . . . . . . . . . Steel. A–3”. B50 4 7 -; 12%" flange. . . . . . . . . . . . §: galv.
A20 2 1 %" Return bend-34” pipe tap C.I. Close pattern. R51 1 0 ft. 7 py I. D. pipe. . . . . . . . . . . . . . W.I. galv
galv §§ : #4. àº; ...! yº * * * * * tº e º }.
## *- wº * e * 2 TOSS St Ol) Val VC . . . . . . . . *-* @ - , e.
#3; # 3%. , ś....… gº. #3; # 34, gº.º.º degree ºil º
A 23 2 1 %" |}ouble boss flange . . . . . C.I. galv. D23 || 6 %. sº * * * * * * * * * * §.
I p? * ºp emº & dººr ad £8. A jº, A., a 4 s e º a s a e º e is * * * º
Å; 38 # X idº...”......: §§ D24 4 2" x 6" flange . . . . . * * * * s is a e s e * Machine as per
A26 12 5” x 5” x 3%" Striking plate. Steel. ID25 2. 2” x 6” flange § aly sketch.
*i; } }}" ii.,"sº. §§§ jzā 6 3".60 degrº Eii.f. ii. . . . . . . Çiğaiv.
A36 16 iíž” Wººl j 2: Wiś. D27 2. 2” Return bend-R. II. . . . . . . . * Close pattern.
A31 2 2” Bilge strainer well. . . . . . . C.I. galv. o pp. g tº'+'
A32 1 3%" Bilge strainer well. . . . . G.I. galv. D28 80 ft. 2” Stol. pipe. . . . . . . . . . . . . . . Xi. 20 ft. lengths.
A33 4 1" Deck stuffing box. . . . . . . . Yºlº D29 140 ft. 2%" Stol. pipe . . . . . . . . . . . . . Wii. 20 ft lengths.
A34 12 1%” Universal joint......... Steel. D30 2 2" Return bend-34" pi gºv.
py * ind-34” pipe tap. C.I. galv.
A3; : i...ºndard handwheels. . . . §: # i 㺠§§º boss lºse. gº §§
- pp. ... ..., ºil fºr ; ; ; . . * = & * 4” Std. (10 gr C C Iº. 1 1. . . . . . ... I . gal V.
*:: % 3% º, lesſºr. (scr’d). . §: I)33 2 5” x 5” x 3%" Striking plate. Steel. Imbedded in ce-
A40 1 5” x 5” x 3%" Tee. . . . . . . . . C.I. galv. D34 2 34" Stol. Dipe 1)] c.I. F.". 0
A41 l 5” X 5” X 2.94.” Tee tº e º s > 9 m e ge C.I galv dºmº % Stol. I}1}}C I) lll S.S. . . . . . . . . . aiv Or tem D3 e
A42 1 394" x 3 y4” x 3%” Tee. . . . . C.I. galv. F3 1 5” x 5” x 5” Tee º
A43 380 ft. 1 %" I. I.). pipe. . . . . . . . . . . . W.I. galv. fă 3 5”.90 degree Eli... . . . . . . . . . . Či.
A44 1 3%" X 3 V," X 3 y,” Tee with F5 1 2 5” x 10” flange … C.I.
3 V4” side outlet C.I. galv. F6 2 5” x 10” fjää flange e e - e s º ºs Ci.
A45 700 ft. 3 y4’’ I. D. pipe e tº g º 8 & sº e º e de W.I. galv. F7 1 5" Globe St01) valve tº a tº a tº B & C.I.
A46 7 ft. 0” 4%. I. D. . pipe. . . . . . . . . . . W.I. galv. f$ i 5" Angie St01) waive. . . . . . . . . . e -d-. tº
Å; § #. 3.4% *D". .......: Wºź. F9 1 5” x 11" Reducing flange. . . . . C.I. Drill §. ; º
A49 16 2%" Deck drain 6 * * * * * @ e é º n is C.I. s F10 56 ft S” Stol pipe * * * * O II 9 % g g
A50 1 1 %" Fjector (scr'd) . . . . . . . . C.I. Brass jets. * ~ * ºr . . . . . . . . . . . . . . . For locking valve
galv. F 11 2 ft. 3%" Chain. . . . . . . . . . . . . . . . . Steel. O In ...; PC.
º: 1 1 %" x 1 %" x 1%." º §: º: . F 12 1 Padlock . . . . . . . . . . . . . . . . . . . . Brass. $. º; D
52 4 1 %"-Stol. 90 degree Ell. . . . . ... l. g3 l V. [* 14 4 4”-90 'd. . . . . . . tº * * *_A s 4.
Å;3 3%" ºzº. 3 º' Tee (ºrd). Čižai. F 15 14 4” º #º. scº e dº e dº e º e §:
A55 6 2%" Std. 90 degree Ell (scr’d) C.I. galv. F 16 2 4” Return bends R. H. . . . . . . C.I. galv
A56 2 2%. X 㺠234" x 2%" C.I. galv. F 17 50 ft. 4” I. D. pipe. . . . . . . . . . . . . . Wigaiº.
TOSS USC r - 8 ” x 9" flange. . . . . . . . . . . . . . . AM -, rºl,
A57 2 2%” Deck stuffing box. . . . . . Yellow A–5”. F 18 8 4” x 9” flange º; Mºjº as *
A58 3 2%" Pipe plug Wº. For Item A56 F68 . . Fireproof wire gauze. . . . . . . . . Brass. Solder f". oğ.
2 L E J Jº J P L Wºl & - e s - e < * * * * * * * * • * * * e w O.
P2 2 3%” Ballast manifold. . . . . . . . C.I. #; O C
B3 1 3%” Ballast manifold. . . . . . . C.I. e
B4 1 3%” Ballast manifold. . . . . . . C.I.
#: 1 3%" Ş. stop *çãº. § w
6 1 3/4” Angle stop ch’k valve. . tº ºr ºc &
# 3 ##"> 5” x ;" Tee. fee. . . . . &#. - NOTES.
8 1 494 * x 394." I/," Tee. . . . . . . . ºſal V. e *
P9 4 % º, ** .*::::: §: All pipes to be of W. I. Galvanized.
B10 56 3%"-90 degree Ell . . . . . . . . . . . l. gal V. º *
# *, *.x ſyzº’. Aft"fee. . . . . . . C.I. galv. All valves 2%" and above to be of cast iron bodies,
B12 32 3”-90 degree F11-R. H. Th’ds. C.I. galv. br ted
B13 4 3”.45 degree Ell-R. H. Th’ds. C.I. galv. a SS Ill Oll Il teCl.
B14 1 3%"-90 degree Ell-R. H. Th’ds. C.I. galv. e te º
B15 2 3%”-45 degree Ell-R. H. Th’ds. C.I. galv, Manifolds to be of cast iron bodies, brass mounted.
A" Return bends. . . . . . . . . . C.I. Clos ttern. º e e e º
B16 2 3 94 * Return bends galv. e pattern All flanges in pipe lines to be of cast iron galvanized,
B17 20 3” Return bends. . . . . . . . . . . . º Close pattern. screwed.
- gal.W.
1/4 ºr e cº . C.I. galv. e e
# 2, #4, sº º ſº; º' Where pipes pass thru cargo spaces they are to be boxed in
brass. with e &
B20 1 0 1 %" Std. double lºss flange. §: yellow pine planking.
1/ ?”. * e º 'º ºf e * * e tº ºn ºn tº º
# } #4%: º: #. *:::::::. All joints in oil line to be made up with approved water
B24 24 5” x 10” Flange & ſº g 4 & © tº a tº a tº tº $9 C.I. galv. and oil acking
B25 12 4%" x 9%" flange. . . . . . . . . . . &# º: p *> *
I py I py tº * º © &
#3; *; 3%. 3.3%,...º. . . . . . . . . . . . .i. All flanged joints in bilge system to be made up with cloth
#3; sº #. i. º 3 uº e s is is s a s s a tº Wi. inserted rubber 1/16" thick, except connections at bulk-
2 L I J C U a 25 - - - - - - - - - - - - - - tº * * & e ge
# 9 ft. 0” Sash tº'º. tº e s tº a n e & © tº e º & º 94” I heads, these will be made up of canvas soaked in
31 12 IA " Button head cap screw . . rass. 94" Long. e e
|P32 12 5% x 5” x 3%" Striking plate. Steel. Imbedded in ce. red lead and linseed oil.
ment. * gº e
B33 2 4% "-90 degree Ell . . . . . . . . . . #. on: #. special All cast iron fittings to be galvanized.
gal V. r1111 Ing. -
#: 13; a’sº ſº, * s' s tº e s is a s º ºs e & Wi. 5” x 5” x 34" striking plates to be fitted under all
#36 65 ft. 4947 I. D."pipe. . . . . . . . . . . wi.gaiv. sounding tubes, bed in cement.
600
D24,
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9,000.TON D. W. FREI
GHTER
PLATE XLIII

























































































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9000.TON D. W. RRFMGHTER
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Sº A2% 34°4.2% 5% Ma/e B6 A21°N (º º º/
2^ k 2-/0%" S - - - A2//o/”
~ 3. "A/- 2pe M%re Gavre ſo he y =H-tº- 27
A. % B26 #3á p B46/ſº Øer ezza' 8% ſ. | ++, B
Đ 18 %;" A 45- l | | \ }II:
/ 7.77 | ?-ily----
SECT | ON TAKEN AT FR3+167 º \\* le. gº
LOOKING FORWARD N N | | |
NS º B26-1-1.
8"Da (2/ // Sºv//?? 5cr A3 >- frt - rº
— — 8/?”.2% — — —- 4;gº Ma/7 /24. 3%"4%e Sºcºon ſºon
r
#2 &aſya Aoſa &
| sEcT lots, TAKEN AT FR. # 14.
Y //7/7/24 STBD. s.1dB or LY, Look! NG AFT.
re ---,
→- - N D K
sEcT lot. AT MAl
ow ING TYP1CAL CON-
B40 gºtº--~ §3. SS ºf: §§§nks
4.-S or T -
§§§º ** 2:...;
AFT FEAK TARK$"6Nºt Nº. - §§f ch K. VALVES IN Bll- B |7
2^ _3"Air AA'e
- ––7%% ---> g. - 2^ 8, 22 cl Handwhee/
§ | T - ~~ º [. / A 35
\}= - - Man 24 34-
- - Sºvrºnz &rA
Š-j-H==# * 4 Gaske? º
- Ž-HT º - #y. Brage 1%
B27 - Z -
Gºtº -–)
Z —,
PETAll of FLANGE Fort 3"Alf Pipe y
$?Nišć jºš AT MAIN DECK, TANK -
l,7,3,4,& 5 Por T 8: St 5'D.
Ö//a,
3%, ’70s
º
*~
2% " /º/, /2e2. sº
"3%e Swer
AII*
PLAN VIEW
Any foom A/co-
Øvſ 2% "/72 //o/e
/7/7e/-.50%277
ššSTIon TAKEN AT FR
"/2 SHOW IN
NECTIonºs THRU Bhp ºr WING
7O LOOKING AFT.
9,000-TON D. W. FREIGHTER
See Page 600
TYPE OF PIPE CONNECTION AT
ALL BULKHEADS AND DECK
Opera/7, Mºa.
//4"W/Ape Ga/.
/4"Zock/7//
/%" Wooer Washer
/4"Zachov/
SECTION AT MAIN 8: BRIDGE DKS,
SHOWING TYP1ct AL connection.
FOR Al R PIPEs FROM INNER BOT-
TOM 8. OPERATING Roos FROM
STOP CH'K.VALVES IN BILGE Lin E.











































60
J
~
BILGE AND BALLAST SYSTEM
&–
-
J
%"A/ºe.Soc.; from
Coy; J/2"/2/a://o/e
gMain Dk.
Hºſ.
|--
DETAll- OF FLANGE FOR
2"Alſº PIPE CONNECTIONS
AT_MAIN DECK FOR RE-
#ERYE, FEED TANK pof T
8c ST'B'D
:- —3%"O/ø–
S.
i
"--
H.A.Hºº
F º e- –
DETAll OF FLANGE FOR
4"AlR PlPE CONNECTIONS
AT_MAIN & BRIDGE DECKS
TANK.
DETAll OF NAME plate Fo
FITTED UNDER §§§§§
TABLE OF NANME PLATES
No.PCs. PC.No. Marking Mot’l.
/ | A6-ſ Svcf. Eng. Frn. Bilge P&S %"Arass
/ | A7-7 Such Eng. Ram. Bilge Porf_|We'3rass
/ | A 7-2 || Svcf. frºg.87.3//ge Sºb. Ze'3rass
/TA3-1 || Swcz Eng.Rz. Zank 732 %"Arass
/ | A 9-ſ Aaº" / ./2/sch. Ovºº, %"Brass
/ | 85-/ Syc+Aff Aea/, 737A. /e"3rass
/ | F7-/ | AV//ng Ave/O/ %"3rass
/ | A 8–/ | Suc; Ave/O// %g"Brass
FOR FUEL Oll. SETTLING
DETAl L OF NAME PLATE
F-–4/2"--|-> *, *
&T. SOUNDING º
Y LTCOFFDM PORT | W: 2
§
QN | |
>3%"Da F3
Lºſ A-3
*4 Cargo /o/a/2// CN F/anae of eſ/
%"4/?e 3. O/. * 2%"Cofferdam Svcy. ar//ſea fost/?
#5 & // § Aorf S/ae znanſfo/a.
27.72 Ac/a/A2//~ $742 Aory Jºze Cuf.3%"/22//o/es
~ ºf (2/2% " -
- - &#3%"2a42% sill, /3%%. iii.4% *** A 7
IT IF P ~trº-º-º- r Tºz ſº ºn Fºyºſ'ſ -
3/2"Socł from B//ge *As | /A24 w ** A2 ..i. 's Aé5. #. 4. º 6 fºe Such
We/4. Shary 4//ey N ſº I VA46 A24– *2. §: 1'.' y—s
&H = Pºi- § – 2 of Sh/o
3/2",50/c/7%-o/77. Af. s &S" §"r,/ 2's), ºr,
2/2"Cofferaſam Sycº Sº - - § Cº. 2%"Da 2-3,
Aea/, 73/74. Sfâa. Sae Żºł s— & *=2 Ao/25 A2
%;..." Reserºs, g-HE=#Fºº-ºº: ##!/...:”
- ~ I k— A-2/2"Ares Aze
_LTTT –––. - º - * L. ºl. —- | & — Wafer Svcſ
*%, /7"> r *A Fr'44 Fr. A5. Nº
3:4% ºf 3%, sº gº
aw/2O //o Ao/ø/ S/A&
3 Cof.”/2"//a Aoſes argo Ao/a Sºy
---—-–––––––ſ --
4– - II ºr
(−- - - j--——º-- - - - - - ſ
-- - - //2"Air A/2e ana' —-
\ Joona/ng 7062 ~! \
- |
%"Sounding 76e
-i.
--!
tº- i. !. 22*-A23 L -B5 "
Fr 36 232 Fr38 Fr 40 Fr A Fr 4.4 B Fr 46
PLAN & 5 ECTION THRU SHAFT TUNNEL BETWEEN FRS. # 33 & #47
A-7/4 º£es
// 07 7"A)/2. A.
--— 9"/)/2 — — — --8% 22– -
§ ſº. D24. s ſº--~~2 2T º B47
§
CN
X
DETAll OF DISTANCE pleCE FOR
Al R PlPE, AFT PEAK TANK
%"3rass,
FOR SOUNDING TUBE
TABLE OF NANME PLATES -
No.PCs. PC.No. Marking Mat’I.
/ | A-20-7 Sovnaſºg Coffaz.Aor? /43rass
A 20-2 Sounding Coffam.57ba || Ze'8rass
/ | D30-/ Sovna.og #6 Tank. Aory /6"Brass
/ |030-2 | Sovna/ng *67ank Sfºa. /6"3rass
/_| 330-/ | Sounding *3 ſank. Porf /6%rass
/ | B30-2 || Sovna.ºng "37ank. SZŽ Žežna:
/_| B30-3 || Sovna?ng *4 Jank. Aory /a^rass
7 IB30-4T Souzaſzyż Zank. SZŽ 4%ass
/ B30-5 | Sovna/ng #57&nk. Aory /6%rzss
/ |B30-6 || Sovna.ºrg #57&nk.5%. Zºz:
9,000-TON D. W. FREIGHTER
See Page 600














































604
- I-L-L-L-L-L-L-L-L-L-L-L [.. [TTT J J I
A7 -
g A2
5"Az//73f Jºycf/on ‘s - L- Settling. 3" A45 A4-
2 FIO B37 * 5'5.7/73f Juchon Tank /*-a/ T zºº, 7 Tººl
- frºzºne Aroom floor; from Shaff Aſſey -----> 3% Æge # →
º ºrd- - 1– Alh' |
*EEME H == . .”.”—º § 445 - A4 - #|
'A45 B35 IAA5 B35° F536 |AATſºkºzzº'ſ ſank ſº Vio L- *f-------- /34/0"---------- : º ºf
Aeed/Wafer Zanks |A45 A45-TV; S O º, "k-A2 § || || O *F6"
*t -- -- B3 ! s
TIRs N. & A25 ºc
- - S
§ A45 - º 835 g is
SECTION AT FRAME #78 LOOKING AFT * 1 All º § {
5*B. tº
§ J|, …9% ſº A47 *
("... § A47 f A47 A25 A47 * | *s
- > - S |
A46 Az Ś|^47, ” B33 A47 &^*_3^* \ is A25 (* 22 ozsha A47–S * : 7. F2
T- r T Rº-4 º I. ~. T n-E TTT Z | : 87% ºf4
-- - - - T45 50 S 52 54 f 56T, fºLIF: 66–23–ºf–F#-F# i5: Tº 75`30. I 90, #-
* , 49. *NE36. = * †- *IZE={Tº E, alo. s. § 7|&
B5) \,.3% \,...º. # 836 536~ § ºn 9 | | | | - -- §4.
837 Shaf: Aſſey § £ºgº ſº. 8:3-#| 5 || is - to ; :
- Weserve feed Janks Tl||B3 : § : - | s B35 "K-B24 835 |- §e
Bll-º' S §. - H. =# §
-> r—ſº ` s **) | RI A40, A6 °5"&/73f H § s
5".5%ze J/cf. § A45. #282 § : T #rº-Al3 | | | * f :
//7° JuC//ø/7 - º t ar ºrrº - > E |-
- Aö 1. a.m - | N, 835 sº sº. ||5%zomb Tſºi, LH-3%"Mzomb |
- _All A4 *" ºne ºn for º K-835 §§ ||3%ame. º Sfraſner # Azº dº ; :
7//02/2 - --> : & sº - ºfºo
3 : B9— C # Ti O - * § 835A12 ºf Tºenºn: | —" |
G 1 Zaria,’’ 5"A2//75?--T | A45 |B48 L!\A4] º A45 ſº ºne ſoom. -
O 3%"5%e from. Žo \ O 5 r— // SS-Tº- -YººHºº 5%e ſumo |
- | "Gib35 ºf A39 rººf" ! |
- 32 + #0 º º Q9)--fºre & &ge Pºp:
&/73f 5uction r- Éi 551–4 3. LS: _A45 : CAA S- –3
SECTION AT FRAME #78 LOOKING FORWARD Zºº<^*** §ſ '3%%e —J
TL- tº YA47 £: A45–
§ 2% ſºlº/” A4 º * 74/.7 °/*- : *, *-A4
º ”” avº. - - [ ſ [ ſ / [ ſ [ ſ [ ſ [. ----|--|--|--|--|--
tºu Ave/0/727sfer Amp
- Engine Room Fire Room
SECTION AT FRAME #89 LOOKING FORWARD 5"//e/0////
&/75///77%// > - 8 L-835 ge/0/ſ/a_
&beramºa-y N S. s || 36 A7 ſº ɺ #!/? A45 /rom Above
—f S Shaff A/ey// s A47 wne Mºon//o 4 * iFºirº/A3; A47'
ºfºam. 2- —l-2–l ==######H===== -#4. # - - -- E}. |-- #, ==== * /*
—r-r ~ YTE, UE H. —wº- ==HE == |- =#=&H - - ~ -
£ºf FINA HIW ºr Tº T-HT-Tº-Tº-Tai. Hºº. HºH Lºſ T-
ºr sº | - - || If isºH...-H. I. || || | is º ºf H 54 A143A52* Tºji -H_|_|Aria ºf |_|_
pf & Stº - ===H- | Abris S/ba. | | | | Ti-i-H- - U +-4 -
zº 40 & 44 46 48 50 52 54 56 58 60 62 64 66 68 * 72 74 Ağ 76 78 80 82 º 84%5 86 88 90 92 # Q4
42
9,000.TON D. W. FREIGHTER
See Page 600
-











































BALLAST SUCTION ROSES AND
BILGE STRAINER WELLS
--
4- Á Ari//ea Aſo/es
for- § "Bo/5
ar
o
a.
––
8-# Drilleg,
S.
-
4" BALLAST SUCTION ROSE
Ho/es for § "Bo/fs
3" 87- Á - Awnched Ho/es
6-4. prleg Ao/es
foº;5"Bo//5
/?"PDja.
#
3; "Do Hoſe ſº
Inner Bofforf7
// Area,3"Poe Z393 & "
Area 57.3"Hoſes - /7 052 a "
A’afo = 2.30
3"Bll GE STRAINER WELL
ºr
38-3 PL/7c/Peo Ho/es
3% dry/ea holes
Forà "Boſts
4; "zoos for
Jä22.Éole ºn Janer
ºrº.4%e - 12,7395.
Area /38-4"Hoſes - 27 048 a
A’a f/o - 2/2
4"Bll_GE STRAINER WELL









606
5-INCH MACOMB STRAINER
$.
;
;
S3.
*
§
Fº
oo -
6
/2/-3%"ſºam/Hoſes
Area/337°."
DEVELOPMENT OF
STRAINER BOTTOM
J29-3/4"Dia/fo/es-Arca 363.5°."
SldE DEVELOPMENT OF STRAINER
Iofa/Area ſhrough straher-4272;"
" " " ov//ef = /9635.7"
raffo = 253
3.32%/4"Wºe
METHOD OF FASTENING
HANDLE TO BASKET
/)?7- I
Žº K------74---------------- 79/6"-------->
sº. º -----------j 3
O/0.5%.7% —x—-
-----e.----- +4:
Sºo-face-siriº J - ; -TF
2. *š. i. | §§ / !
- am. 2sº 3/, / * ; */ "/2/2/77 \ # l º § / |
> S. s =% z- º, Žº #E § \ .
;: § s : # * * *T2 | * , || || # 3.
"…- =&a=2. - ! s Sis || || N
§§§º sº | *H H |
X- - º tºº-->~~-º-º-º-º-º-Zºº ~ TT-I
rººfee === º ºf liga 22
§§ % V 1 *- | § Fºº, º |AEeam i
tº % k | § º-3-H —Y.
& % -------- | | S y’s H AE/e/7/7/sh
| § * - t TA Zºlp; //e/-//7/
! I % % | | | 5 *#40%
% l/ | |
§ #4––9%---- | -n, a.m.
in ſº ºft
º º * ºn cree
t I Š
ºf Y \ 22—-
* I - l
| | | | |
K----- !
| | | | - -
-S. -> twº. 3askeffo b a.
s § *r º #%ft.
s i S} (5ee ſeve/opment
| ſº 2.2% º
º y zoº’ſ “Y”
I & Wºº-
* * Jr///8.1%"Da Alo/es
on 8%"A/fch Circ/e
MATERIAL FOR ONE STRAINER
Pe. No. No. PCs. Name Material Remarks
1 1 Cover C. I. Galv.
2 1 Clamp W. I. Galv.
3 1 Holding Down Screw W. I. Galv. Smooth Forged
4 1 Special Bolt Steel Finish all over
5 1 7%" St'd. Nut W. I.
6 1 Basket (Complete) Galv. Iron :16 B. W. G.
7 1 Stiffening Ring Galv. Iron 3/32” Thick
8 1 Handle Galv. Iron 3/32” B. W. G. x 1%" x 18" Long
9 1 %" Tap Bolt Steel 1" Long
22 1 Strainer Body C. I. Galv,















607
36"Sºvare Corea’
%. Sº Corea.
Mº --
WW -Z
- 4%-ºff
2%%
(SE /4. 4/3.”
- SS/X/% 5hrº'
* |º M6
>
tº º
7.
s -134 -
| *"Sº Corea.
º º
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| f
Z3
§
St
-------------- –3––––––-----
WRENCH
§ %"R.
-
--
— 1
–––f4–5%-----4--
ºpa AC-4: 21% Sºud
== # #
Zº __s_%.4=} is
-*** §
__---
DETAIL OF GLAND
vf Arrow on 700 of A/g
zo/70/cafe Cock Coen
23–36°DaCorea/
Holes /2%. 70fa/
A/rea 253.92%
Arafio /44 foſ.
% % º'
G@77–4
º N S.
- so
§§§ {4 $3 -
º | ~~ * STRAINER
^ % &g'Or) for 6-2"
.9%'Or////ºr 4 ºr *-* Alexa 5o/fs
%;" |{{#ſº Sº /º
§ s **
$ ** 9: % *4"A" Aare fooe faoped
# 4.- : %3% º: ºvarefºe
§ } % %N Sº ſchºea off
º - Nº w Q.
ºf cºo-jºº ºf , º,
| No 4"A" º N $2 -> % HR N
*%-44 i & 22 ŽižS
&ay—’ál...º. ſ_* $
**ś, jižofor% US
| - - Rºch-Scraws:---sºº's
| || - - s|| F s T] SSSS
§ N ** to ſº-H is sis
i é º º º ~}} *Hºº / B
* | 2%z--Rºž Ž 24-4-f
s º !/)a. 2 º I º % j y /
%0a->/ſº 4% ºf "L-
DETAIL OF HOLE IN s Ø\ ^*}^*, 2., %
PLUG *, à [" (4.” £TNSºer
2 %
l___**'Cºrn –
* W6"Dri//
~ * 7.
N- * -->
SECTION A-A
:














608
DOCKING PLUG AND 4” SCUPPER
r z
o?" 2n-.
** 20///or 5’-3%"Ao/3
ſº \
2^ - - - - - 6%”— — — — —
===, ºr ----- -> N/ X f Ty
§ ! | 4 * Variab/e N -- - - - - - - - Nºj
W ſ w/ wº w
§ jºk----. %"> Hºſek/44; 4% ºf N
N
\) H–––4"/9/2- º R-3%"
N -
N $3 J N -
§ § is -
Q º _1 * //
W ; 5 T- #% ºf 4%
S. | \ N
N | ^
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S. | | St S
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S. s. --
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§ | | N > 74"|<- ‘Aug &nc
sil &
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%22perzºzoswº.5copeer
3vºr fo be ºpaea' !--
of 4%r Aeſºz'. A |\\
zo 5%—
A//zºo/-6-34%3a//s _^
Z2/// 72/~4-34/4.2/3 Ac//s 720pea/7%ro. 3%e//~ Y-27023 & Area//eazoo/7”
She/A2//72
4" scuPPER FOR SANITARY SYSTEM
T- -
--———4%4–––– //
-——3%”— —- */ º#4
º k->;------ -º-º-f
- ..., , ", ! 271-------§§.
3 Arſ/#"A/o/e ~ g”
§ | | ##| || -
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S | % 2/
§ I º - §
s -S | / s—º
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§ ($ Žzoswº. 52.22er
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$'s
§§ FLA PPER
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SS
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- + $3S
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g f 3%'. Ş.
r– — —-
5/8" HINGE BOLT FOR FLAFPER
DOCKING PLUG





















609
ARRANGEMENT OF SANITARY SYSTEM
9,000-TON D. W. FREIGHTER
For Arrangement Plans See Plates XLIV and XLV
Opposite Page 610.
LIST OF MATERIAL FOR ONE SHIP LIST OF MATERIAL FOR ONE SHIP Continued
Pe. No. Pe. No.
No. Pes. Name Mat"I Remarks No. Pes. Name Mat’l Remarks
P1 2 20"x 18" Lavatories . . . . . . . . . Porce- Captain, ch. en- l’51 25 2" Ell, scr. . . . . . . . . . . . . . . . . . C.I. galv
lain. gineer. P52 39 1 %" #II. SCT . . . . . . . . . . . . . . . . Čigaiv.
P2 3 19° x 16” Lavatories . . . . . . . . . Porce- P. off., officers P53 14 1 %" Ell, scr... . . . . . . . . . . . . . C.J. galv
lain. and engrs. I’54 60 34” Ell, scr. . . . . . . . . . . . . . . . . Cigaiv.
I’3 l Lavatory . . . . . . . . . . . . . . . . . . . º Hospital. É. 4 %" Ell, scr... . . . . . . . . . . . . . . Cigaiv.
ain. °56 3 4” Tee, scr. . . . . . . . . . . . . . . . . * e e
P4 3 36" x20” Wash sink. . . . . . . . . . En. Fºº, Sea Iſle Il * Drainage.
11. all Ol Ci & W. X = ** * " * -, -, 1- ſ. --
P5 2 24” x 20' x 12" Sink . . . . . . . . . . ët. Giyºmi pan. P57 1 F. W. tank for scuttle butt. . sº
- w * ga IV.
1 TO II . try. . IP58 4 154" Tee ge e ºs º
P6 1 4' 6" x 30” Hath tub. . . . . . . . . . En. Captain. 2 Čt, SCT . . . . . . . . . . . . . . . # Drainage.
I-7 1 5” Shower . . . . . . . . . . . . . . . . . Nº. Captain. P59 3 4” 45 Degree ell, scr. . . . . . . . º: Drainage.
brass. P60 1 1 1/4” 45 ID gal V. e
P8 4 Combined shower and heater. N. P. Cºm €118. , ºngº 22 egree ell, scr. . . . . . # Drainage.
brass. Off..., D, O II. P61 1 2" 45 D * ->
P9 3 Combined shower and heater. Pol. Fiº Sea IIle Il egree ell, scr. . . . . . . . # Drainage.
brass. 3.11 (1 CI (2\\". P62 3 34 ºr ge
T^10 1 Water heater . . . . . . . . . . . . . . . i. P. Captain. p33 3% # Fº º, : a nº e o e a s §:
} TaSS, s P64 4 2° Stol. pin • *-** a s e e e s a s * … e.
P11 1 Water heater . . . . . . . . . . . . . . . º Hospital. P65 1 () i., § 'i. º: * * * * * * e e º e §
TalSS. P66 2 2” Tc. g tº e < * * s a s m e = * * *
P12 6 Water closets . . . . . . . . . . . . . . Porce. Capt., ch. eng., P67 2 1 %'. fe." Gr* * * * * * * * * * * * a s = C.I. galv
lain. off., eng:, . p. p68 ; 3% Tee. 'scr... . . . . . . . . . . . . . ..I. galv
off., hospital. P69 1 3% Y fitting scr........ . . . . . ºfaly *
P13 2 Water closets . . . . . . . . . . . . . . En. Firemen, seamen. * : * * *** * * * * * * * * * * = e a e * Drainage.
1 r Oſl. P70 ** A. Aſ ºf ... ', we e º
P14 2 Water closets . . . . . . . . . . . . . . En. Crew. Z 1 4"x4"x3” Y fitting, scr. . . . . . # Drainage.
iron. IP7 1 1 ## * * m e
P15 2 24” x 18” Mirrors . . . . . . . . . . . Capt., ch. eng. 4" Y fitting, scr. . . . . . . . . . . . . C.I. Drainage bush.
I? 16 3 20”x 16” Mirrors * * * * * g º is is + ºr s off., D. off., I'72 I 4” Y fitti galv. for 4"x4"x2".
eng. * £1118. SCT . . . . . . . . . . . . . ‘. Pºinºs bush.
P17 4 Towel rack . . . . . . . . . . . . . . . . . N. P. Capt., ch. eng., P7 ?? - O ºf . A py ga I v. or 4"x4"x2".
brass. p. off., off. 73 5 4"x2"x4" Tee, scr. . . . . . . . . . . §: Drainage.
º Pº p a IV.
P18 2 Tumbler holder . . . . . . . . . . . . à: Capt., ch. eng. P74 1 4"x4"x1%” Tee, scr. . . . . . . . º Drainage.
- II at lj 1 O'Cl - - - - - - - - - - - - - - - - - - - N. g • 9 ſº & gº º Pºs. PP,. y ga IV.
P19 5 Grab rod . . . . tº: Cº. sº º P75 2 4"x4"x 1%"x 1%." Cross, scr. . C.I. Drainage.
hospital. P76 1 3”x1 1/, "x2 1/4 ºr y de galv. m
P20 10 Toilet paper holder. . . . . . . . . . N. P. Off. crew, hos- %"x2%” Y fitting, scr. . # Trainage.
brass. ital P77 12 ºf y o ºf py e g e
P21 1 Hand pump . . . . . . . . . . . . . . . . 1. Gaº. 1 2%"x2"x194” y fitting, scr. . § Drainage.
e - r * , º gy a FV.
P22 1 Three-way dist. cock. . . . . . . . . ãº. Captain. P78 1 2"x2"x1%" Tee, scr. . . . . . . . . º Drainage.
IP23 7 Two-way dist. cock. . . . . . . . . . * * * * * p70 1 2"x 1 1/4 rºy or, gaſ V.
/ I wo-way G1st. coc ** **ś （, ; ºf: §
3 rew. 81 I 2” x 11 *114 ºr • . . * * * * * * * * e - e e &
H24 1 34” Self-closing faucet. . . . . . Pol. F. W. Sink in In S2 %"1%" Y fitting, scr. . . # Drainage.
brass. antry. * } =le ! 2" x 1 1/4” x 1 1/, ºr g e
P25 2 %" Self-closing faucet. . . . . . . Pol. p W. nnain dle | x 1% "x1 %" Tee, scr. . . . . . . # Drainage.
b e & 11 283 1 2", 1 % *w- 1 IA ºr e
P26 4 2" Globe stop valve, scr. . . . . #. *. paş. i.ey PQ4 I ãº;%. º .s & s is e º s §:
P27 2 2". Angle stop hose valve, scr. Iłrass. F. W. filling. P85 2"x1%”x1%”x 1%." Cross. ser gºalv. e
§ 13 }% Ş. stop valve, scr. ... Brass. Fresh and S. W. p A 1 Z2 SS, Scr. * Drainage.
* 2 1 %" Angle stop valve, scr. . . Prass. F. W. to Galley. &6 1 I A "x1 1/4"x2" ' g
P30 1 * Scupper * * = e s e º a g º e g º ſº ſº is ºf § T) r a i n *:::::: !. 4 1 #: %. PP '#. *. e is a s = e 8 }.
and crew. SS 2 194” x 1 14 "x 1 1/4 rº • * * * * * * e s s a º
P31 5 34” Globe stop valve, scr. . . . Brass. F. W. to lav. and J280 3 }%:#. 4. SCT. . . . . C.I. galv
scuttle butt. P90 2 114 ”x34"xī iž" +. s: tº gº e º ºs §§§
T^32 9 1 1/4” Horizontal swing check Brass. F. and dk. P91 2 1 %"x34"xi iz " T. j. ' ' ' ' ' .galv
valve, scr. drains. P92 i i Żºłº, T. s. . . . . §
§ 1 1 ''," Angle valve . . . . . . . . . . . . Rrass. F. W. Ford. P93 1 1%”x194”x1 14” Y’ fitting, ser C fa "Drainage
34 3 4" Scupper . . . . . . . . . . . . . . . . . C.I D r a in p. off., • * g º I e -* * * * e
eng. off. P94 1 1" x 1"X 34” Tee, ser º d
P35 1 4" Scupper . . . . . . . . . . . . . . . . . C.I. Drain firemen. w * * * * * * * * * * * * * * lºs At galley han
IP36 2 1 %" | Neck plate . . . . . . . . . . . . C.I. Sounding tu b e To 5 1 34”x 34”x1 1/ " T & Dump.
e F. W. tanks. I’96. 1 34” x 5%", V4 ºr T. jº. §:
P37 3 2", Dº fitting, A = 3". B = C.I Dr. capt. bathtub, P97 9 34”x54"x3%" Tee. ... . . . . . . jj.
1 A ", C – 4 94". iºn"...i." Hº (; ; ; ; ºshing jº
p3s 7 114" piº fitting. y = 3", b = c.I. s." "... W.'"to Piño 3 #2%; i."ºn.” “... §§
1 A ", C = 4 14”. º Hº; ; ; ;Bºmanifold, scº. tº
* o py ſº tº- o sº wº * e e
† sºlº sº; Piº 2%"x2"x2" Tee, scf......... º, S. W. Main
a IV.
iſe'; S. W. to }}}} º º %” Tºº, SCT . . . . . . . . . ğaly
P30 2 1%. T)k. fitting. A = 3”, B – C.I F. w. to galley. % x 1% "x 1 % Tee, SCT . . . . . º Drainage.
. 1 14”, C – 414". P105 2 4” 22 * º e
I’40 S 1 A * I )k. fitting, A = 3”. P = C.I Dr. 1 a v . Capt., 4 22% Degree ell, SCT . . . . . § Drainage.
1 94", C – 4 14”. º º P106 1. 2”x 94"x2" Tee, scr. . . . . . . . . . º: S. W. main aft.
. . . . . c.; , ; ; *... • galv.
: "...º.º. P107 3 4" 60 Degree ells, scr. . . . . . . C.T. Drainage.
P41 1 34". Dk. fitting, A = 3", B = C.I. F. W. to Scuttle P108 22 2" Locknuts . §. I
1”. Q = 4". butt. P109 24 14” focknuts . . . . . . . ' ' ' ' ' Miłºś.
P42 1 J%” Dk, fitting, A = 3”. I? – C.I F. W. to galley P110 2 34” Locknuts . . . " ' ' ' ' ' ' ' ' . 1. ga IV.
1”, C = 4". sink P1 11 2 º, -ocknuts . . . . . . . . . . . . . . M.I. galv.
P43 12 1 %" Dk. drain . . . . . . . . . . . . . . C.I. pii? 156 ft 4" ºuts * * * * * * * = • , , s a s M.I. galv.
. P44 24 4” Stol. flange . . . . . . . . . . . . . . C.I. ## *; ; ; , . . . . . . . . . . . . . . . W.T. galv.
P45 l 1 1/4” Stol. flange ę & © tº º º is e is gº º g tº C.I. Pija 13 ft. 3.2 m Pi . . . . . . . . . . . . . . . . . . W.I. galv.
P46 4 2" Return bend, scr. . . . . . C.I. Air pipe on F. P1 15 375 ft. 5.ºf pi." * * * * * * * * * * * * * * * , Włº
galv. W. tanks. * * * ,, ... . . . . . . . . . . . . . . . . . . & ... ga. V.
P47 10 4” Ell, scr. . . . . . . . . . . . . . . . . . C.I. Drainage. P1 16 425 ft. 1%. Pipe * * * * * * * * * * * * * * = e W.T. galv.
galv P117 125 ft. 1 %" Pipe . . . . . . . . . . . . . . . W.T. galv.
P4S 2 2" F11, scr. . . . . . . . . . . . . . . . . . C. Drainage. P118 325 ft. 34” Tipe . . . . . . . . . . . . . . . . . W.I. galv.
pº galv. º P119 18 ft. A " Pipe . . . . . . . . . . . . . . . . . W.I. galv.
P49 16 1 %" Ell. Scr... . . . . . . . . . . . . . * Drainage. P120 2 Urinals . . . . . . . . . . . . . . . . . . . . Enaml. Firemen’s ...”
* e 9. S.
P50 5 1 [4" F11, scr... . . . . . . . . . . . . . C.I. Drainage P121 4 1 %" I.ocknuts . . . . . . . . . . . . . Nº.” to le
galv P122 2 1 %"x 1% "x 4.” Tee, scr. . . . . . C.I. galv.
*
610
+.
º Boo H DR - H-P575.2///e & 7.7/74. -
Aarº. A/ºp P2, Pºž"... s.33% P25 - _P46 % £4.7%
~%".52% casſºg Aoosef - %%g P98
0 2 Žiº, º P5 - 62 º 3% P28
2%r & Over//o 72°474/e/Hose / /# w I 3.4% ºf -
| M’ p § . º: -H ; ======= = = %". W/o 42&n p Now Bridge
Žn PIZZN P89, º/, /P87 P86 | 2/4% ºf P87,..., P83 w/-// - PIO8 hº //?"/24A/P3 38 ||%"A Wiſe Zala w/
f*** * * * * ºf 24 Poop Dº Bridge Dk -- 5 ºz. * ºff #3% ºf
-- #T- T – *— - #º N * - ---------- F- C# -- - - WA/- - 4"(3/ . . . : º
TS/24 P4. 26, p28. - - //7 E. . -- P45 %"Dr Go!ey /4% Azº, Aſif ºf //* +-- P46 *** decºm +- Jowe/ |AºA P|7- 68 % 7://
Seamens Toilet. ----- ;34% fººensºlet P53. H FWTank P43 -- ševº Alºf 82 84. Aava fo/j/Pl P97 Tºzz/ºr PIO
P12 LA%aſer P9 A42/2-P9 |20 | | /7 - P96 P6 %26
P2003: - P2O-G | /2"A Wºo &a/ey – H. //, // 7.7 Az70/se? P25 - P40+\|P3 —/%"J W /o/7
ºv :) - p37 - P53 IT/4”.52% & 3/ng Azus Boat DK
es: 70ſ/ef §.* n - p 65 Fº | 7%/# ///#/. º /// Jova/h921. % P54 =========== | ==T- !--- Oo
ſ32, /4 ºz.4% Z"/2/2/ - - PI2 / &”//a/a -- g-Kºź.-------------|-- - wa, ºr
4. P991%".º. Žº ſº. 73%/(0.2c)\5 [ſº Z_P47 //, / |º], P52 C34"/5/// ~/.4%
P47 Sºs # *%-33s. 3/ '44HS /**//za Aºi T i ž" |Zº-p- >† %. %afer P8
- Hºº I -- - Main Ok Upper Ok p522' S- PLAN BOAT DECK £4933 44.7/ocſ/ |-lº •-3- 72%/A2724 PI7
//2"/), Drain =fe \p44 wº- - - r^-1/2, a - - >S --"Jº-J/7A p5 P3 ; #|/P97 - –H4avařory P2
P49 tºº, # tº gºd.” P45 º **@* | i-rº.” 4:#### : P65
- º - Q - - * /4;'
//2"Hor Check V # %–24 fº.22^ § 4".5cwooer ×. / eſs” "A/2/. % !/ *3. A3 y ºf 38 P40 N P37 £g P37/4% É. *.
/ - - - * º -II- º - Z"I TI
P32 ºs P30 g P35 ºr PO7 SECTION ON FRANME # 68 LOOKING FOR'D. I- *º- * yº;= :=nº"9%
S & ~ LWL. i P64-27; psetſ. P40-F72
> == Ǻ P56 P47 P59
T || S. %"FWºo N-P5
SECTION ON FRAME # 4 LookING AFT. 2'47-8. Over//ow P46 Š
- 2%/4"Æ0.3% P98 /5(76.7/J. W.72/7/k 's
,, .22%; Asſ Cock P25 /4”(7/ P28, *3.
34.3%"/º / //4"|&/ P28
A. I w I. - 34"/"W/ z - - -ur- Main DK
... fººpzić 2 ſº | iſ J. J._ – — — — -- eſſe ..
!C/2M/5 || --- | | cº-º-F--- - / zz,
- by P37)|| || \-HeaſerP9 eater 32,767 |p3|{º} 72%f Aaaar////er |_ _|_ -
sº P4—fx-Ég j:#” pſ772wa/AEack in C4 ºft ***34%; wer Paa Aeffy Of 72/2/ SECTION ON FRAME it loz LOOKING FORD.
ſ |4% gº ! Pi3 7//er/o/aer hº [273/2/Azpe. Ao/aer P20 27k 2 :\
P P38 * *... AP37 - Žays - p37,1-, 3-4 tº HH-Zājaroº P2 P28/.4%/ #| Zavatory P LWL
3020: º- T /4"/24/7, a/7 P43 P65 /4& ºp39 |-PI2 // "A V/ - { –74"/#/2/zzo P43 ==
===T. \ # % ==== Bridge Ok ==
- Mø/7 S. P47- rº (7.7/ - º S- 245°W
*- : >2///// º >S
Š |X24-2"///óa essºrs 3
§ \p7 Q
*Q.
*3. 24”
– –
Main Dk
(2%.30% TV
V500a/S//72/74. |
A6)
P4.4 |- =
NN º P34 SECTION ON FRANTE #77, LOOKING FORD. P34 tº
N SECTION FRAME # 16 LookING AFT 4. Re-4 "Jºcoooer 4&vocer–Ti P90 - - |- Na Bridge
LWL. - L.W.L. P87 T-
== == /4% ////2/- 34%. VP3|
P46 %3% Voweſ Azcá PI7 `-s P15 # % gº PI8||
%".5% fo Ang3 ..., P88 % P19 &/zza Aſ22.7— | - fº. =#
%2 *~ P3? %g” - Hº ## *F#3%%, |
P52 Boat Dh //ash/o f*—— P92 4|| *::: =ST 2°02'azoº, ſº || Boat Dh
- _º-t- T- - // - --- I-I-I -
Crew 70%/ -Hº- § Jºz////e Aø// Zz/7% p57 P2. º P23 - =º % *-ºn"> --- #####" 'p37 |
w \ Az/27/2/27 / - = T- || C
P9s—fºllº. %.3% 4%/p3|||rº/”.6% ſ cº, HP25|2%ay /23: Cock P33 > |-2%/25% dozA P23
S/74. P4– - ęaſer P9 /444/P29 | %"— P >1 P HAE2/ea P3
- pº, ; ºr: J.P38 || º - %” Grab Aſo." P[9 |Aarzz/ºry P2
P ro Plá-St. //4" - º p39 N. Aſp97|P Pl |- ſlo 11 - - ~ | Tº -
00p Ok. 2 May 2.5/ &c.4 P23 |4 64 %"/24 //zz/7 p.43 \ P27-'. *H % Jazz7P43 i Y 4.0% P6 2||3 - # L^ % #4 ºn - - _T ſº A //zz” p43
- - - - |--|--|-- *Pººl is º P40 £40 J/2"º J_ _ _ _ - 34– - –F–F– Bridge DK
|%% \ S-P5 //?” - #-lº–ll-lº B. CIT, J Epſ: à 3---, --> t e-H_{=ly HI-Rºſſ-f_If { [=[-ſ-ſ-
PIO5 SP72 “Up73 | - T & Hºt H}#f7+*::::HF-4 1/2, - - - L 1. w/
M/ º-º-º-º-H-. ----Tº- V/4%różºłſ” 47 7. 4"///Gaz/2
*eaſe, >| | 4"/27/7 //?"/or ChezA/P32 - |- i S--> 2 P3 R p7| 2%37& Ag|P64
# / | ºf 5/74 p.4 - I - P28. | A%22% Afgºomer
P40N ||P65 # ///? | 32.7% Aºaz P102 PIOſ ; Coal %| Bunker
4%.0% - P47, ſº Upper Dk PIO6 &= -- | § | Ute U
- - - --Jill er Dk
P43 ######!... [ ſ (TT t-t-t-t-t-t E-T—t - jº- ==E={=H # := ---- ====-&- –5--f ****. † - + - -f- T-------r 1-I-I-I-I-I-I Tj- Pr; -j-j
º ‘p75 P65 2%"SW/~’ %"FM, ºn A/70 .
#24" Scooper Coal Bunker
2 4".5copper P34
P34
2nd Ok M.– – 4%5C0262- | 2nd Dk.
t-t-t-t-t-t-t-t-t- --5 – F – F – f – ºr - -t-t- -t- + - -t- – -- —-t--E- -TTI-I-I-I-I-I- I-I-I-I-I-I-I-T-1--3 – 2
ſº - L -1
PROFILE AMIDSHIp - PROFll-E AFT
º
PROFILE AFT.
ARRANGEMENT OF SANITARY SYSTEM
* . 9,000.TON D. W. FREIGHTER


















PLATE XLIV
r— —T- -
T-_- - _--_
- F- -
- /*"/2%. Arºn P43
_-T Afearer P8 / ſ 2-2 Way Z/57: Cock P23 ----------------------------------- N
_-T - --- 37.77||N& Pgs|& |L-hearer P8
_- - º, ... Peº 2P46 º : %axi - |-34"S.W #o Aſea re- - | |
- /7.2e,”ose V- - .., |34%//fo/aw.J. * S. My - - - !
9 1st. Ass’t. 2nd Asst. 3. .." M 2- 3% #* Wireless Op.a. POff Steward Ch. Petty.0ff Commissioned
Engineer Engineer Engineer H 8)||8 | Chief Engineer Off |
*6KPāi-jºº, gh. Eng. Nº ſº fogak | l
º & Aavaſory Oile Nºt || 4arazory P. K 2. 2.
| /*'A/P29 N 2. /* ØP2|_2^ - 34"Se/f C/25/7.7/27/ce? P24. | - º |
| -- - - (C. Pl - a. */ %"Se/f Cosing/avce |
*…* – 2%/P26, 2-sw ºf 36s ** VN \ſ ſ Z/2"/2% Araſa P43 | º
--- are º w il .
I - Vºgy P28 - - - _{ | Wire | R
//7727A w º gº tºº. \ P99-1}, 5/74. Ireless Room
| 34"6/ /*"/) cºm/22//7 /*"Aw'vo P32 | w / 38 É | Captains Office
--- - -- - - - - - - |
Crew 3. 2"SW Uo \ - N / Hospital Pantry Dining Saloon º
|
- w - º |
E- - | - - | M |
/*"A Wºro/77 \ - N Ž(ATMZ ^\ | L\
% above - / \ º T –º----------- - - A. -F— -- ––
------ 8 IO |2 |4 I6 - T66- 33 THOT -74-76-78-36-82 MT34T36 83 T90 92. 94 90 98 Ido Z"NT02 IööSZTIO8 IO ||2 || ||4 / || ||8 |20 C3 No 2 ETH 9 ||6 ||8 |20
Range - / - Linen - Lobby - |
Locker z P37 - | - - `. P20 P4 Zaaroº Locker E § ºver A2/aeh P18 — Captain's
2%, P26 P34 2"SW from&/ory - - - - \ / *A*Azoe * { .£, º H § 75we/AEack FIA º, ſ 5+ate Room | |
- Fää. Hºpg /ſeafar P9 - Nóa, fºa' P19– -- Hº- |Zºº jº -32"Sky
Woºf ºzer/ſoaer (*SG 12,0sº P2: - ~ |WC P12—tº 2%||%%4*&^* !-22-cazzº Azzo **** | º º, H-34'S W fo/ſeafer |
Peo--E o %. Room Eß77737 _^ P46 sl [T] |Grø/ſoa P!9-3. Tºgó *N*}.3%ry//sf Cock |
WCP4 34".5// ſo Aea/er / wº º //?"6/P28—t #P3 ||P73> -- \, /2"SMºro”Aeow P38- º: r34"S, W |
sak P4 lºº" /*"A)}</0/tºn P43 / /*\ºswºon Aeow P38 _v^ % "G.V. %2% º *P43 |\ || ||liffſ, Zºomºsº gºl-º |
32 ºf - - *ER - ~//z.”
P38– *$ºlº S. S. Sy º *"erºcachecº #. #º. Vº 2-4-2 overrow’Tºozzwº || **** * Nº. ;
r - - wº ---- "-- / - -
- W.C. PI2– -- 9-2 *... ." Z27 Czor; A/C 2"//rg & Ascº | 73%f Azoer/jo/aer Æcrº 72/5 P6 |
32"Co/ø/SW/ % "A)* /)^2/7 P43 Aaya/ory P2: ***::I-2, ffs Toilet. Howe/Aſºckpit - | É C/ |
% "Co/a/J.W. //?”/9% /)ºn 2 Cook 3 water || 3 oil VP & NPU. PO. Moss /*g/P28-Tº: P40 3rd, Off 2nd Off Isł Off PLAN NAV. BRIDGE | //?"A Wvo to ºnk |
4 "A127 S.W. * | *. ºrs, 24 %6/P3|Uji-Zava for | |
enoors 73, weſ/ſºckP17| Gra/, /ſoa'P19 P87 - 34 "SWANOwn fo Zay. |
34"Swſ fo/Heafat 23 *** * / Wafer feater ſ: |
77 - WCPI2 Z # 2 May 2'sf Cock P23 `---------- ---------------------
//?"/0% Ara/7 P43-/ 70//ey Aaoer //o/aer Pºg 4./ Y/2”/0%. Drø/7 P43
ºf "O. W.
POOP DECK PLAN BOAT DECK
BRIDGE DECK
P45
P47 4."Oraºn Down Notes:-
—--T *7/?"O s—P7 A/Apes fo Be WI. % Ž. Ž: # Ga/V.
__-T_-T NZ/?"Ora/7 %2//es fo be compos/f/on. ƺnges fo --- -- -- ****
__T-T -T 4"W/ Ga/Z % Ajoes excep? &; % º %º º: º cererº Alecks, Soſ/Aoes fo haveſ arºs
_-T - - | - Sfee/ or W. A. ave Zoca,”vſs
_|-T º 2"/ra overflow UC P49 /*"O4. Oranch Anas Shower % %. º24 : %. º Wasſe & Arzº,4/7es.
| º - C/7. C/795. - Ajoe //z72ers, (/7/27s arza’Coºp/nas Žo Ae swoo/ea fosv'ſ work
//?"/2% Ara/n 4793) //?”//or Check VP32 º Ajoes #2 be 3raaea /4"Aer Aoof
~ 5/72, ver //?!2 |
}^1_70//ex'Azoer/fo/aer P20 4%"Zºº *"oran Ace A/ P93– wr - |
|-/*''Zº, Ora/7 P43 F.W. ***** /ao-Zavºyºtº'oraſazan * Æ7798. O
6 Mess Boys 6 Firerner /4'Souza, F.W. Tonk P P5 <-P69
| TTT 7./bes /2%A/mo//sc.zo Varia. 47-y 3/4"W.C. 2-aja Ch. 47.2%
- /ºa/ey //?"Ga/ey Swcfjor, 4"//cd-a/7/"P73 £2m. | 2P64
ſº"Danzºoms”& P38 PIO6 - £ºlāg pg...’ ” L^ A.** 2"C/62/720/7° * 9
%'Co/375//aown fo sink P65– l, -I- Q =Eºº-Hº- | Check -/2"/3% Arain Aanjºy
34”//or Sw: -- PIO §3. w - - K. \-// "Aſ W. fo ///a/s/h/o 72/7A: |-T - //?"/70/; Check V-
^ ~ | O 8. /| P4 P5 - \ I Hºº vo ro/7/as/7/2 /a/7 - - p58 -/*"Oran from sink in Aanfº)
| J a * - - 34 - - - - -
I-TTT *-*"Seh Casiº/avcefº | \\ - * -2°5/vo fo Angs. N /
Firernen's Mess Room //?"/Jº2/. rºom' P96 \\ //?"GV P28 w Ž
- Ga/ey Sºk 34” : N2'6%P26 - P60-3%
~~ Scuffe &/##| || \ \ſ/?"O%. Dra/7 AB / i
º 5/7 /2"//or Check/ P32 | N.
- - I - % "Aſ WA//7 - —l T 1. T. - T -
2 4 6 8 IO 12 |4 16 64 6 68 70 72 74 76 78 80 82 84 86 88 90 92 94 96 98. º 102 104 106 108 110 112 ||4 116 ||8 |2C
- 4”/) - --- - - -
2way o: Cock P23 r Wyc ----- NJ //4"Or Zaz in /?osp/fa
P86, 1/2”gy P28 Øvy//o/e/75/737/27 N- -
P87 V A. % (aroſ Øeºgg. ~~ | > w P ..A */2” W/G.
2,2,2\\\t Lº -- - %/
pina//3,\*}=#EEE = #3.5% vo ſo gren's | `. 2°C/sanovº A/42
#. . 04. == tº: 6/P28p 㺠P64 *:::: - - "WC//ain *::: «P50 |-/4"W/ Ga/V.
Cºlº-. #73; |-ra-º. - orners ~ \, |||||— - wn - - 272^T ---
5/72 º: § # fº Sº : Pig 7%%%a”. Mess Room _/º-E #- /4"AA. | PIOO–S P7 % +-P8.
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- P T-_ - | /*"/72/r Check 1/P32 | £-4"W/ 3a/. - -
--→ P59vº TTE76 J ARRANGEMENT OF SANITARY SYSTEM
2-4"/Mra/7/2 wº - - - -
P47–? /a//7 Low/7 4"Drain Cown --~~ 9,000-TON D. W. FREIGHTER










































PLATE XLV
DETAILS OF SANITARY SYSTEM
4-3%"Dfa Ağo/*5.
On 5%"D/2C,
Dri/3722 fºr
4-/4"/Mach
Screws of
Right Anglesfo
Sfrainer %"
TU
// .
%| 3a//age Sold.
~/0/7//ca/ for //2"Sya'"
W /. Pºpe.
S!
1/2" DECK PLATE
------5%"/2/ø–––––––
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--- Aſex.4"Across A/27----- - ——Høx.5/2"Across A/afs——
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%"DECK FITTING
9,000.TON D. W. FREIGHTER
W2"DECK FITTING













































611
ARRANGEMENT OF HEATING SYSTEM
Pc. No. of
No. Pes. Name
I . I 1 14 sq. ft. Radiator. . . . . . . . . .
I.2 1 7 sq. ft. Radiator. . . . . . . . . . .
I .3 1 10 sq. ft. Radiator. . . . . . . . . .
!.4 1 9 sq. ft. Radiator. . . . . . . . . . .
L5 2 12 sq. ft. Radiator. . . . . . . . . .
I.6 1 12 sq. ft. Radiator. . . . . . . . . .
L7 1 7 sq. ft. Radiator. . . . . . . . . . .
L8 1 7 sq. ft. Radiator. . . . . . . . . . .
I .9 1 5 sq. ft. Radiator. . . . . . . . . . .
L10 1 7% sq. ft. Radiator. . . . . . . . .
I. 1 1 1 7% sq. ft. Radiator. . . . . . . . .
[...] 2 1 10 sq. ft. Radiator. . . . . . . . . .
| | 3 1 5 sq. ft. Radiator. . . . . . . . . . .
[.14 1 9 sq. ft. Radiator. . . . . . . . . . .
| - 15 1 14 sq. ft. Radiator. . . . . . . . . .
I 16 1 5 sq. ft. Radiator. . . . . . . . . . .
I. 17 1 5 sq. ft. Radiator. . . . . . . . . . .
L18 1 7 sq. ft. Radiator. . . . . . . . . . .
L19 1 7 sq. ft. Radiator. . . . . . . . . . .
I .20 1 9 sq. ft. Radiator. . . . . . . . . . .
L21 1 10 sq. ft. Radiator. . . . . . . . . .
f .22 1 334 sq. ft. Radiator. . . . . . . . .
L23 1 6 sq. ft. Radiator. . . . . . . . . . .
H.24 1 6 sq. ft. Radiator. . . . . . . . . . .
I .25 1 6 sq. ft. Radiator. . . . . . . . . . .
I_26 1 12 sq. ft. Radiator. . . . . . . . . .
L27 1 7% sq. ft. Radiator. . . . . . . . .
1.28 1 6 sq. ft. Radiator. . . . . . . . . . .
L29 2 12 sq. ft. Radiator. . . . . . . . . .
H.30 1 1.4 sq. ft. Radiator. . . . . . . . . .
L31 1 6 sq. ft. Radiator. . . . . . . . . . .
L32 1 14 sq. ft. Radiator. . . . . . . . . .
L33 1 7 sq. ft. Radiator. . . . . . . . . . .
L34 1 9 sq. ft. Radiator. . . . . . . . . . .
I-35 1 6 sq. ft. Radiator. . . . . . . . . . .
L36 1 7 sq. ft. Radiator. . . . . . . . . . .
I-37 1 5 sq. ft. Radiator. . . . . . . . . . .
I.38 2 18 sq. ft. Radiator. . . . . . . . . .
|-39 1 14 sq. ft. Radiator. . . . . . . . . .
1.40 1 14 sq. ft. Radiator. . . . . . . . . .
[.41 1 14 sq. ft. Radiator. . . . . . . . . .
I .42 1 18 sq. ft. Radiator. . . . . . . . . .
I.43 1 12 sq. ft. Radiator. : : ... . . . . .
[.44 3 25” x29” Radiator shield No.
26 gauge.
I.45 5 28"x29” Radiator shield No.
26 gauge.
L46 2 28”x30” Radiator shield No.
26 gauge. º
I .47 7 25” x 16” Radiator shield No.
26 gauge.
48 6 28”x 16” Radiator shield No.
26 gauge.
L49 6 28”x 17” Radiator shield No.
26 gauge.
9,000-TON D. W. FREIGHTER
For Arrangement Plans
See Opposite Page
Mat’l
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
:
f
i
R
r
à
i
---
W. I.
LIST OF RADIATORS AND SHIELDS
Remarks
Captain's state-
I O O ill.
Captain's b at h-
I’OO II] .
Captain's lobby
Wireless room.
Officers’ dining
saloon.
1st officer’s state-
I O OIII.
2nd officer’s state-
TO, OIT].
3rd officer's state-
TOO I11.
Officer’s toilet.
Pe t t y officer’s
StaterOO in.
Steward’s state-
TOO IIl.
Wireless opera-
tor’s stateroom.
Pantry.
Officer’s st a t e -
I OOIIl.
Ch. eng.
TOO 111.
Ch. eng. toilet.
Enginesr’s toilet.
State-
3rd asst. eng.
Stater O.Onl.
2nd asst. eng.
Stater OO in.
1st aSSt. eng.
staterOO m.
Petty off. mess
TO O II1.
Petty off. toilet.
3 oilers’ quarters.
3 water tenders’
quarters.
2 cooks’ quarters.
Shelter.
Seamen’s
TO O III.
Firemen’s m e s s
I O O Ill.
Firemen’s q u a r-
terS.
6 Ill eSS
quarters.
Firemen’s toilets.
Seam en’s q u a r-
terS.
Quartermaster’s
quarters.
IIl C S S
boys’
Carpenter a n d
b o a ts w a i n's
quarters.
Seamen’s toilet.
Mess room.
Toilet.
Crew's quarters.
Chart room.
Captain’s office.
Hospital.
Pilot llouse.
Galv.
1I O11.
Galv.
iron.
Quarters.
2—Off. dining
saloon. 1–1st
off. stateroom.
Capt. stateroom,
Ch. engr. state-
room, chart
room, capt. off-
ice, hospital.
Crew’s quarters.
Petty off. state-
TOO111, st’w’d.
stateroom, wire-
less oper. state-
room, 3 oilers,
3 water tenders,
2 cooks, fire-
m en’s m e s s
I OO III.
2nd and 3rd off.,
2nd and 3rd
asSt. eng. S. r.,
gunners’ mess,
quartermasterS.
Capt. lobby, wire-
less room, ch.
petty off. state-
room, 1st asst.
• engr., petty off.
mess, carpenter
and boatswain.
LIST OF RADIATORS AND SHIELDS—Continued
Pc. No. of
No. Pes. Name Mat’l Remarks
L50 1 21"x 16” Radiator shield No. Galv. Pantry.
26 gauge. iron.
L51 1 8' 0"x20” Radiator shield No. Sheet Pilot house
26 gauge. Di" (1SS.
LIST OF WALVES, PIPES AND FITTINGS
Pc. No. of º
No. Pes. Name Mat’l Remarks
I-52 1 1” Steam trap float type.. C.I. In engine room.
I.53 2 1%” Globe stop valve scr... Comp. At trap in engine
TOO II).
L54 2 1%" Cross stop valve scr... Comp. At trap in engine
I-55 2 1/4” Globe stop valve scr... Comp. FOO III.
!-56 9. 1" Globe stop valve scr. . . . . . Comp.
I-57 16 %" Globe stop valve scr. ... Comp.
!-58 27 %" Angle stop valve scr. . . . Comp.
1.59 30 %” Angle stop valve scr. . . . Comp.
I.60 28 %" Globe stop valve scr. . . . Comp.
1.61 46 Å" Key air valve. . . . . . . . . . . Brass. For air valves on
rad. 1 male
I-62 6 K scr. end.
- *YS . . . . . . . . . . . . . . . . . . . . . . Brass. F -
I-63. 14 1%." Ell. . . . . . . . . . . . . . . . . . . . * For key valves.
I.64 20 1" Ell. . . . . . . . . . . . . . . . . . . . . . C.I.
I-65 26 %" Ell. . . . . . . . . . . . . . . . . . . . . C.I.
I-66 85 %" Ell. . . . . . . . . . . . . . . . . . . . . C.I.
I.67 80 %" Ell. . . . . . . . . . . . . . . . . . . . . C.I.
I-68 2 34” 45 Degree ell. . . . . . . . . . . (T.I.
L69 4 94" 45 Degree ell. . . . . . . . . . . C.I.
I-70 2 %" 45 Degree ell. . . . . . . . . . . C.I.
I-71 3 34” Tee . . . . . . . . . . . . . . . . . C.I.
J.72 8 94.” Tee . . . . . . . . . . . . . . . . . . . . C.I.
I-73 2 %" Pipe plug. ... . . . . . . . . . . . (". I.
J.74 2 1 %"x1” Reducing ell. . . . . . . . (`. I.
I-75 1 1 %"x1%"x1%”x1%” Cross. . C.I. Bush 1% "xy;”x
1 4 "xl".
I.76 1 1 %"x 1% "x 1 A " Tee . . . . . . . . C.I. %
L77 1 194"x 1% "x 34” Tee . . . . . . . . . C.I.
L78 6 1 4” x 1% "x 94.” Tee . . . . . . . . . C.I.
I-79 4 1 %"x 1 % "x3%" Tee . . . . . . . . . (T.I.
|-80 1 1 %"x 34” x 1%." Tee . . . . . . . . . (T.I.
I-81 1 1 %"x 1" x 9%" Tee . . . . . . . . . . . C.I.
[.82 1 1 %"x 34” x 1" Tee . . . . . . . . . . . C.I.
I-83 4 1 %"x %"x 1 %" Tee . . . . . . . . . C.I.
I.84 1 1 % "x}/4” x 1" Tee . . . . . . . . . . . C.I.
I-85 1 1 % “x 1" x 1" x 1" Cross . . . . . . . C.I.
I-86 1 1 %"x 1% "x1 %" Tee . . . . . . . . C.I.
J-87 7 1" x 1" x 9%" Tee . . . . . . . . . . . . . C.I.
I.88 3 1" x 1" x 3%" Tee . . . . . . . . . . . . . C.I.
J.89 2 1" x 1" x 1 %" Tee . . . . . . . . . . . . (T.I.
I.90 2 1" x 34” x 34” Tee . . . . . . . . . . . . (T.I.
L91 5 1" x 34”x}/4” Tee . . . . . . . . . . . . C.I.
I.92 1 1" x 34”x %" Tee . . . . . . . . . . . . C.I. Bush 1”x 34”x3%".
I.93 1 1”x3%”x1” Tee . . . . . . . . . . . . . C.I. Bush 1”x3%"x34".
L94 1 1"x}%”x}%” Tee . . . . . . . . . . . . ("...I.
I-95 l 1" x 1" x 1" x 1" Cross . . . . . . . . . . C.I. Bush 1”x34"x1"
x l’’.
I.96 2 34” x 34” x 1" Tee . . . . . . . . . . . . C.I.
I-97 2 34” x 34” x 94.” Tee . . . . . . . . . . . C.I.
I-98 2 34” x 34”x3%" Tee . . . . . . . . . . . C.I.
1.99 2 34” x 3%"x 34” Tee . . . . . . . . . . . C.I.
ſ. 100 1 34” x 94.”x 1" Tee . . . . . . . . . . . . C.I. Bush 34”x3%”x1".
L101 4 34”x}/4” x 94.” Tee . . . . . . . . . . . C.I.
J. 102 6 34” x 94"x 74.” Tee . . . . . . . . . . . C.I Bush 34"x 4"x3%".
H.103 1 34” x 3%"x 3%" Tee . . . . . . . . . . . (T.I.
1.104 2 34” x 34” x 34” x 34” Cross . . . . . C.I. Bush 34” x 4"x
- -> 34” x 3%".
L1 ().5 1 34” Ell, with 3%" side outlet. C.I.
I-106 1.1 W/ "x 94.”x 3%" Tee . . . . . . . . . . . (T.I.
L1 ()7 2 %"x3%"x %" Tee . . . . . . . . . . . C.I.
L108 1 %"x}/4” x 34” Tee . . . . . . . . . . . C.I. Bush, %”x3%"x
I-109 1 %"x %"x 1" Tee . . . . . . . . . . . . C.I. Bish ºxyg”xi".
|.1 ! 9 3%" x 3%"x 3%" Tee . . . $. . . . . . . C.I.
I. I 11 2 3%"x 3%"x}/4” Tee . . . . . . . . . . . C.I.
L1 12 2 2" Locknuts . . . . . . . . . . . . . . . . M.I.
L113 16 1 4" Locknuts . . . . . . . . . . . . . . M.I.
Ll 14 82 1" Locknuts . . . . . . . . . . . . . . . . M.I.
I.1.15 76 34” Locknuts . . . . . . . . . . . . . . . M.I.
Ll 16 44 9%" Locknuts . . . . . . . . . . . . . . . M.I.
I.117 38 %" Locknuts . . . . . . . . . . . . . . . M.I.
L118 500 ft. 1 %" Pipe . . . . . . . . . . . . . . . . W.I.
L119 325 ft. 1" Pipe . . . . . . . . . . . . . . . . . . W.I.
L120 325 ft. 34” Pipe . . . . . . . . . . . . . . . . . W.I.
L121 900 ft. 9/4” Pipe . . . . . . . . . . . . . . . . . W.I.
I.122 450 ft. 3%" Pipe . . . . . . . . . . . . . . . . . W.I.
L123 1 1 %"x1 A "x 1%." Tee . . . . . . . . C.I.
L124 1 1 % "x 1”x1” Tee . . . . . . . . . . . . C.I.
612
ARRANGEMENT OF HEATING SYSTEM
35e. I ønſsoddO → 3S
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613
ARRANGEMENT OF CARGO AND FUEL OIL SYSTEM
10,000-TON D. W. STANDARD TANKER
For Arrangement Plans
See Pages 616-617-618-619 and 620
LIST OF MATERIAL FOR ONE SHIP
Pc. No.
No. Pcs. Name
1 2 10" Angle valve. . . . . . . . . .
2 18 5” Vacuum & pressure valve
3 10 3” Vacuum & pressure valve
4 2 5” Relief valve . . . . . . . . . .
5 24 10” Gate valve with hand-
wheel . . . . . . . . . . . . . . . .
6 2 10” Gate valve without
handwheel . . . . . . . . . . . .
7 18 8” Gate valve without hand-
wheel . . . . . . . . . . . . . . . . .
8 2 9” Diameter handwheel . . .
9 2 16” Diameter handwheel. .
10 2 24” Ventilators. . . . . . . . . e ‘º
11 1 10” Sea chest. . . . . . . . . . . .
12 1 10” Sea chest. . . . . . . . . . . º
14 6 10” Flange for copper pipe
15 4 10" Flange, special . . . . . . .
16 128 10” Flange, standard. . . . . .
17 80 8” Fiange . . . . . . . . . . . . . .
18 28 5” Flange . . . . . . . . . . . . . .
20 6 10” Blank flange. . . . . . . . .
21 10 3” Flange, standard. . . . . . .
22 24 Label plates. . . . . . . . . . . . . .
23 30 Labels . . . . . . . . . . . . . . . . . ©
26 14 10”x10”x8” Expansion joint
27 2 10”x8”x10” Tee . . . . . . . . e
28 3 10”x 10”x10” Tee . . . . . . . .
29 8 10” Ell, 90° . . . . . . . . . . . . .
30 20 8” Ell, 90° . . . . . . . . . . . . . G
31 18 8” Bell mouth . . . . . . . . . . .
32 23 Stuffing box for 1%" rod.
33 12 Stuffing box for 1" rod. . .
35 2 10”x10”x10” Tee, 10” side
outlet . . . . . . . . . . . . . . . . ©
36 2 10”x10"x8" Tee . . . . . . . . .
37 2 10” Cross . . . . . . . . . . . . . . .
38 2 10” Cross . . . . . . . . . . . . . . t
39 1 10”x10”x10” Tee . . . . . . . .
40 16 10” Bulkhead casting . . . . .
41 10 4” Drain valve . . . . . . . . . .
42 2 10” Cross, 10” side outlet.
43 2 10” Cross . . . . . . . . . . . . . . g
44 4 10”—90° Ell, 1%" connec-
tion . . . . . . . . . . . . . . . . . .
45 4 10"—45° Ell ........... &
46 2 10”—90° Ell . . . . . . . . . . . .
47 5 10”–30° Ell . . . . . . . . . . . g
49 1 10”—90° Bulkhead ell, 10”
side outlet . . . . . . . . . e e ſº
50 2 10”—90° Ell, 5” side outlet
Mat’l
C.I.
Comp.
Comp.
C.I.
C.I.
C.I.
C.I.
C.I.
Steel
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
Steel
C.I.
1/16”
brass
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
Remarks
For use at sea chest.
For use on expansion
trunks.
For use on expansion
trunks.
For use on pump dis-
charge.
For use in pump room.
For use on main line.
For use at tank suc-
tions.
For operating rods on
upper & poop decks.
For operating rods on
upper & poop decks.
Cargo oil—water in-
jection from sea.
Cargo oil—water in-
jection from sea.
On main line
pump room.
in
For use on pump re-
lief & pressure &
vacuum valves.
At loading and dis-
charging conn.
For use on pressure
and vacuum valves.
Fitted under hand-
wheel nuts.
Engraved on stuffing
boxes.
For use on main line.
For use on main line.
For use on main line
in pump room.
On upper and poop
decks.
On upper and poop
decks.
In pump room.
On main line.
In pump room.
In pump room.
In pump room.
line.
deck at side.
IOOIn.
On main
On main
In pump
In pump room.
In pump room.
In pump room.
In pump room.
In pump room.
Discharge conn.
In pump room.
LIST OF MATERIAL FOR ONE SHIP-Continued
Pc. No,
No. Pes.
51
52
53
54
56
57
58
59
60
61
62
63
70
71
72
73
74
75
76
77
78
96
97
101
102
103
104
105
106
107
108
109
1 10
111
112
113
114
115
116
117
I 18
119
120
121
122
123
124
125
126
127
128
129
130
131
132
A 11
A13
2
2
2
l
11
94
20
42
40
.
20
18
1
Name
5"—90° Ell . . . . . . . . . . . . .
5"—60° Ell . . . . . . . . . . . . .
10”—90° Ell, 5” side outlet
10”—90° Bulkhead ell, 10”
side outlet
10” Strainer
Bracket
Bracket . . . . . . . . . . . . . . . . .
10”—90° Bulkhead ell. . . .
1” Coupling
& 4 tº a tº e s tº e º 'º a tº
* † º º ºs & e º e º ºs e º ºs e º &
3%" Angle irons
Brackets
* * g g º e º e
& 9 º' is 4 & 6 g º ſº e tº e e º ºs
3” Special casting
tº ſº º se s m &
1 94."
1 %"
1 %"
1 34”
194”
1”
1”
194”
Universal joints . . . .
Rod
s & e s a s tº a s a s e g g tº
& ſº m is e s & a 4 a s a s is a tº
* g º e > 3 & © & ſº dº ſº º is e
e s # * * * * g e s tº a tº e 4 &
a * * * * * * * * * * g e i º ºs
a s s e º s is 9 tº g º e º 'º tº
1 %" Pipe couplings . . . . .
Copper bend, # 8 B.W.G. .
Copper bend, # 8 P.W.G. .
8”
8”
3”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
10”
5”
5”
10”
10” Pipe
2%" Angle valve . . . . . . . .
2%" Special casting . . . . .
Pipe . . . . . . . . . . . . . . . .
Pipe, extra heavy . . . . .
Pipe, extra heavy . . . . .
Pipe
e e s e e º e º e º e º 4 e a gº
e e < * * * * e º sº e º e e s º
tº ſº tº e º is © 8 & © tº c is is e e
tº e e is a e º e º e º 'º a ºn tº e
Mat’l
C.I.
C.I.
C.I.
C.I.
W.I.
W.I.
W.I.
W.I.
W.I.
W.I.
W.I.
W.I.
Copper
Copper
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
Steel
C.I.
C.I.
Remarks
In pump room.
In pump room.
In pump room.
To other hand of PC.
No. 49.
In pump room.
For operating rods.
For operating rods.
Discharge conn’ction.
Connecting 1"
ating rods.
14' 2" long.
3%"x4" Plate, length
to suit work.
oper-
On upper decks.
12' 9" long.
4' 9" long.
7’ 9” long.
8. 3” long.
I6' 0" long.
8' 0” long.
Lengths cut to suit
work.
For use with st. cls.
14’ 7” long.
15' 1" long.
4’ 3” long.
4’ 10” long.
4' 11" long.
19' 0” long.
2' 3%" long.
2' 134" long.
2’ 8” long.
6’ 7” long.
5’ 6%" long.
6’ 634” long.
5’ 6%" long.
21" long.
4' 0” long.
12’ 6” long.
2' 9" long.
13’ 9” long.
15' 9" long.
22" long.
22” long.
12’6” long.
10' 11" long.
14’ 8” long.
3' 2" long.
22” long.
2’ 2” long.
4' 5” long.
5' 9" long.
14" long.
23” long.
6' 1" long.
2’ 5” long.
17' 0” long.
Outboard delivery.
(Continued on Next Page)
614
ARRANGEMENT OF CARGO AND FUEL OIL SYSTEM
Pc. No,
No. Pes.
A14 2
A 15 2
A 20 1
A27 1
A28 1
A29 I
A61 2
A62 2
A63 1
A76 17'
A77 42'
V9 1
V10 1
V11 1
V12 1
V 13 1
V14 1
V15 2
V16 1
V17. 5
V18 1
V19 1
V20 1
V21 1
V22 2
V23 2
V24 1
V25 1
V26 3
V27 1
V28 4
V30 33
V31 4
V 32 4
V33 2
V34 9
V35 2
V36 1
V37 1
V38 1
V39
10,000-TON D. W. STANDARD TANKER
For Arrangement Plans
See Pages 616-617-618-619 and 620
LIST OF PIPES FOR ONE SHIP. Continued
Name
3%" Standard flange . . . .
2%" Standard flange . .
2%" Deck flange
s & y & a tº a s
3%" Standard ell
2%" Standard ell
a s a t w dº tº &
3%" Bell mouth
Standard screw.cd ell
3%"
2%" Standard screwed ell
2%”
ell
3 % ºp
2%”
Standard 45° screwed
e e º e s a g º a e g s a tº e s = e, e.
• & e e 9
4” Standard elbow
3” Standard elbow
3” Standard elbow
6”x6”x 3" Tee
6”
6”
tº ºs e º e º º
* & © e º 'º º
* < e e º e >
Tee, 3” side outlet. . . .
Special casting . . . . . . .
Special casting
Ell—4” side outlet. . . .
Standard ell
* = g º e º e º 'º
Special ell
Special ell
Mat’l
C.I.
galv.
C.I.
galv.
C.I.
galv.
C.I.
galv.
C.I.
galv.
C.I.
galv.
C.I.
galv.
C.I.
galv.
C.I.
galv.
Steel
galv.
Steel
galv.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
galv.
C.I.
galv.
C.I.
galv.
C.I.
galv.
C.I.
Remarks
Suction pipe to bell
mouth and to pump.
Discharge pipe to
main deck and to
pump.
Discharge pipe to
main deck.
Suction line to pump.
Discharge line to
pump.
Suction line.
Discharge line.
Discharge line.
Suction line.
Discharge line.
In
In
In
In
On upper deck, for’d.
On
In
In
On
for’d pump room.
for’d pump room.
for’d pump room.
for’d pump room.
upper deck, for’d.
for’d pump room.
for’d pump room.
6” fuel oil line.
On 6” fuel oil line.
On
6” fuel oil line.
On for’d 3%"
escape.
air
LIST OF MATERIAL FOR ONE SHIP Continued
Pe. No.
No. PCs. Name
V40 1 6” Pipe, standard . . . . . . .
V41 1 6" Pipe, standard . . . . . . .
V42 1 6” Pipe, standard . . . . . . .
V43 1 6" Pipe, standard . . . . . . .
V44 1 6" Pipe, standard . . . . . . .
V45. 1 3%" Pipe, standard . . . . .
V46 1 3%" Pipe, standard . . . . .
V.47 1 3%" Pipe, standard . . . . .
V52 70’ 1 %" Pipe, standard . . . . .
V56 1 6”x534"x6" Pump . . . . . . .
V 60 12 1 %" Double boss flange . .
V61 60 1 %" Flange unions, extra
heavy . . . . . . . . . . . . . . . . .
V62 1 0 1 %"x1 %" Flange unions,
extra heavy . . . . . . . . . . .
V63 14 1 %" Flange unions, extra
heavy . . . . . . . . . . . . . . . . .
V107 1 3%" Deck flange . . . . . . . .
V108 1 - 3%" Special flange . . . . . .
V 118 19 3%" Standard flange
V119 75' 3%" Standard pipe . . . . . .
V146 2 39%" Standard screw ell. . .
V201 1 1 %" Steam coil . . . . . . . . .
V202 1 1 %" Steam coil . . . . . . . . .
V203 1 1 %" Steam coil . . . . . . . . .
V204 1 1 %" Steam coil . . . . . . . . .
V205 1 1 %" Steam coil . . . . . . . . .
V206 1 1 %" Steam coil . . . . . . . . .
V207 1 1 %" Steam coil . . . . . . . . .
V208 1 1 %" Steam coil . . . . . . . . .
V209 1 1 %" Steam coil . . . . . . . . .
V21 0 1 1 %" Steam coil . . . . . . . . .
V21 1 1 1 %" Steam coil . . . . . . . . .
V212 1 1 %" Steam coil . . . . . . . . .
V213 1 1 %" Steam coil . . . . . . . . .
V21 4 1 1 %" Steam coil . . . . . . . . .
V215 1 1 %" Steam coil . . . . . . . . .
V21 6 1 1 %" Steam coil . . . . . . . . .
V217 1 1 %" Steam coil . . . . . . . . .
\' 225 1 1 %" Steam coil . . . . . . . . .
Remarks
3%" Lateral
e s s tº e º 'º e a s a º
6”—45° Standard ell . . . .
6” Bell mouth
3%" Screw return bend. .
6” Angle valve
a s a e e s a s &
6” Cross valve
e e s tº e º e s e e
6” Gate valve
4”
3”
6”
Gate valve . . . . . . . . . . .
Gate valve
Standard flange
e is tº e s &
6” Blank flange . . . . . . . . .
1 %" Screw angle valve. . .
1 %" Screw tees, ex. h’vy.
1 %" Screw 90°––Ell. ex.
h’vy.
1 %" Unions
6” Pipe, standard
6” Pipe, standard . . . . . . .
6” Pipe, standard
6” Pipe, standard
galv.
C.I.
galv.
C.I.
galv.
C.I.
galv.
C.I.
galv.
C.I.
C.I.
C.I.
C.I.
galv.
Steel
galv.
Comp.
C.I.
galv.
C.I.
galv.
Brass
Brass
On 6” fuel oil line.
On 6” fuel oil line.
Open pattern.
125 lbs. pressure.
125 lbs. pressure.
150 lbs.
150 lbs.
150 lbs.
pressure.
nres Sure.
pressure.
On discharge connec-
tion.
250 lbs.
Heating coils.
pressure
Heating coils.
Heating coils.
12' 0” long—6” Fuel
oil line.
11' 3” long—6” Fuel
oil line.
8’ 9” long—6” Fuel
oil line.
8’ 6” long—6” Fuel
oil line.
Mat’l
Steel
galv.
Steel
galv.
Steel
galv.
Steel
galv.
Steel
galv.
Steel
galv.
Steel
galv.
Steel
galv.
Steel
C.I.
C.I.
20” long—6” Fuel oil
line.
9’ 9” long—6” Fuel
oil line.
6' 5" long—6” Fuel
oil line.
13’ 6” long—6” Fuel
oil line.
19" long—6” Fuel oil
line.
6’ 10” long—Air es-
cape.
5' 11" long—Air es-
cape.
15’ 10” long—Air es-
cape.
Lengths to suit work.
Fuel oil transfer.
Heating line.
Heating coils.
brass seat
C.I.
Heating coils.
brass seat
C.J. Heating coils.
brass seat
C.I. Air escape.
galv.
C.I. Air escape.
galv.
C. I. Air escape.
galv.
Steel Air ecape.
galv.
C.I. On air escape line.
galv.
Steel 9’ 3” long.
galv.
Steel 1 1' 6” long.
galv.
Steel 11’ 6” long.
galv.
Steel 13’ 0” long.
galv.
Steel 24' 0" long.
galv.
Steel 24' 0" long.
galv.
Steel 18' 6” long.
galv.
Steel 19° 3” long.
galv.
Steel 18' 6” long.
galv.
Steel 18' 6” long.
galv.
Steel 19' 6” long.
galv.
Steel 16' 0” long.
galv.
Steel 17’ 6” long.
galv.
Steel 14’ 6” long.
galv.
Steel 15' 0” long.
galv.
Steel 3’ 0” long.
galv.
Steel 18’ 6” long—To other
galv. hand of PC. No.
V207.
Steel 15' 0” long—To other
galv hand of PC. No.
V215.
615
ELEVATION-PORT SIDE
- i
|
H +- H
Note:-
Pump Room Cargo Tank "6 Cargo Tank #7 A/Ages fo/e/zo weaea'sſee/ Sºnºzz' negh/
- excepf 37.2/2.Éces ſneaz7son which are erfraheavy
- - H H Š A/casfºgs fo be Casſ /o/,
H | S A/gafe l'ºes ſo be 4.75//o/7 especiº/ ºzorea/
37 $ forºse wºh groae (2////h/707 rising 32nd/es
38 ſ -104 26 206 2104 I04 236 229 - § a/7.7 //zz” &asses.
—-tº -- - Y a y ſ IH- ſ - – O Joºng foae /8" 7-07& Boarzz
A. A/farges fode of Casf/on
| | || 102. º, J/s/emro be fesſed fo 200+ A*essure
| 102 &#| || ||0 || berafing Æðas fo/e/4'0'a 3%.ck/rom foa for Mºes
ll- º** º 7/77 Czzo 73/74.s and//"/)a for k//es in Sºmmer/27/s
- #| K->/UAWDaş573r
3 37 4 46 40 3%, 48 49
I I I 70'Gafe Wa/ve:
4// Wa/ves Operated I02 º
|Hatch on ||
I06 104 |Upper D.
—.38 |US H -
et; J - wº- Tw 40 ºf t – S
º--— - - ---- 7–57–
37 40-0.3/k/ez Casting' -oxoºcoonsoº 10x10x8"Cosfºg-36 § -V23
!-
Q)
Pump Room Cargo Tank "6 Cargo ſank ‘7 Cargo Tank "8 Cargo Tank 9 º
H H H +- |
_|_–T
—— _-T
PLAN OF HOLD Dk
2n
* | l Aſ32 1,32 Upper D3–
| 73 72 75 274
57 257
- Hoſes D7//ed//7 &ackefs ---
*Zºº, 307 Wºrk Aoſe Driſſed ºn Brackef Main DK3–
---------- º l –fo Suff Work —
pºss §
Pump Room. 277 Cargo ſank #6 77 Cargo Tank #7 Cargo Tank #8 Cargo Tank "9. § 2-///6'Da Hoſes
77 S fo 50/f Work
62 Dr////-///#"O2
2 # 70 Hoſe fosºft Wo
04 */70 4}. - - - - - V63.
T} d º - tit- IITſIºTſ- —f- O) 6.
, ºtº-17 // 'C.
8'5e////x/ſh 50C//07 -IOI IOI 6'Aº
| Angled to Cear &ackets 23| 3| V22
36 ° 37 T46" 43 46 48 49
10,000.TON D. W. STANDARD TANKER
Sun Shipbuilding Co., Chester, Pa.
See Pages 614 and 615














#
-T- - H - - - - - - - -- - - - - - -
H H H H —
fuel Bunker Cargo Tank # Cargo Tank #2 Cargo Tank #3 Cargo Tank #4 Cargo Tank #5
5 Pump Room
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- > 62+s 624,
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I7 |8 20 2. 27 * ELEVATION-PORT side
10,000.TON D. W. STANDARD TANKER
Sun Shipbuilding Co., Chester, Pa.
See Pages 614 and 615
















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PLAN OF O. T. FLAT
SECTION AT FR. 49 LOOKING FORWARD
- 10,000-TON D. W. STANDARD TANKER
Sun Shipbuilding Co., Chester, Pa.
See Pages 614 and 615






















ARRANGEMENT OF CARGO AND FUEL OIL SYSTEM
§ 19 pub º 19 s.33eaſ 09S
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ARRANGEMENT OF OLL PUMPING SYSTEM
7,500-TON D. W. CONCRETE TANKER
For Arrangement Plans See Plate XLVI
Opposite 'Page 624 and Pages 624 and 625
Name
5” Pressure and vacuum relief valve.
5” Relief valve, angle type . . . . . . . . .
10”
10”
10”
10”
34”
Gate valve, stationary stem. . . .
Gate valve, stationary stem. . . .
Angle valve. . . . . . . . . . . . . . . . . . .
Angle valve. . . . . . . . . . . . . . . . . .
Steam cock, with lever handle. .
4” Gate valve, stationary stem. . . . . .
8” Gate valve, stationary stem. . . . .
10”
10”
10”
1 0”
10”
Pipe, standard, 4’ 6” long. . . . .
Pipe, standard, 10' 0” long. . . .
Pipe, standard, 12' 0" long. . . .
Pipe, standard, 1 1' 2" long. . . .
Pipe, standard, 13° 0” long. . . . .
Pipe, standard, 7' 0" long . . . . .
Pc. No.
No. Pes.
VI 34
V2 4
V3 39
V4 26
V5 2
V6 2
V7 8
V8 12
V9 30
P3 5
P4 13
Ps 18
P6 I
P7 1
P8 1
P9 2
P10 5
P11 1
P12 2
P 14 6
P15 2.
P16 4
P17 10
P18 16
P19 2
P20 4
P21 12
P22 12
P23 2
P23 1
10”
10”
10”
10”
Pipe, standard,
14' 0” long. . . .
Pipe, standard,
Pipe, standard, bend to
work 9’ 6” long.
10”
10”
10”
10”
10”
10”
10”
5”
Pipe, standard, 9' 0” long. . . . .
Pipe, standard, 15’ 6” long. . .
Pine, standard, 13’ 0” long. . . .
Pipe, standard, 11’ 8” long. . . .
Pipe, standard, 6' 9" long. . . . .
Pipe, standard, 12' 0" long. . .
Pipc, standard, 7’ 3” long. . . . .
Pipe, standard, 12’ 6” long. . . . .
4” Pipe, standard, 12' 0” long. . . . .
4” Pipe, standard, 12' 2" long. . . . .
4”
10”
Pipe, standard, 8' 0” long. . . . . .
standard, bend to suit
work 12" ()”
Pine,
long.
suit
(Continued on next page)
LIST OF MATERIAL FOR ONE SHIP
Material Working Test Service
Pressure Pressure
Brass . . . . . . . . . . 5 lbs. 5 lbs. On oil hatches
Cast iron body 100 lbs. 200 lbs. Oil pump dis-
brass mounted. charge
C. I. body brass 125 lbs. 200 lbs. Oil line
mounted
C. I. body brass 125 lbs. 200 lbs. In oil tanks
mounted
C. I. body brass 125 lbs. 200 lbs. Sea valves
mounted
C. I. body brass 125 lbs. 200 lbs. Inboard of sea
mounted valve
I}rass * g º a tº e º 'º e & 125 lbs. 150 lbs. Drains
C. I. body brass 125 lbs. 200 lbs In S111nn er oil
mounted tanks
C. I. body brass 125 lbs. 200 lbs. Oil line
mounted
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel * * > si è s = e º ºs e º gº gº sº g º gº º tº ſº m & ſº Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel * * * * * * * * * * * * * * * * * * g º ºs e º º Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel * * * * * * * * * * * * * * * * * is º e & & s º Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . . Cut to suit at
relief v a 1 v e
disch
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Steel . . . . . . . . . . . . . . . . . . . . . . . . Where shown
Remarks
Brass stem, valve seat, valve and
gland. and outside spring, flanged
} gia. drill for 834” bolts on 8%.”
13%" Face to face double disc.
brass seats and stem, brass fitted
discs. ... flanged 16” dia. drilled,
12–7%" bolts on 1494.” P. C.
Same as V3, but stem 18” longer
than std., flanged 16” dia. drilled,
12–-7%.” bolt on 144* P. C.
Brass stem, valve and valve seat
10" centerline to face flanged 16"
dia. Inlet not drilled. () utlet
drilled, 12–7%.” bolts on 14% " P. C.
Brass stem, valve and valve seat,
10” centerline to face. Flanged 16”
tlia. Both ends drilled, 12–7%."
bolts on 14% " P. C.
Screwed ends, one end male,
other female.
Flanged 9” dia. Drilled for 8–
5%.” bolts on 7 V3" P. C.
Flanged 13%" dia. Drilled for
8–34” bolts on 11 34” P. C.
Flanged, f a c e d and
Threaded flanges 16” dia. :
12–7%” bolts on 14% " P. C.
Flanged, f a c e d and
Threaded flanges 16” dia. ;
12–7%.” bolts on 14% " P. C.
Flanged, f a c e d and
Threaded flanges 16” dia. :
12—7%” bolts on 14% " P. C.
Flanged, f a c e d and
Threaded flanges 16” dia. ;
12–7%.” bolts on 14% " P. C.
Flanged, f a c e d and
Threaded flanges 16” dia.;
12—7%” bolts on 14%" P. C.
Flanged. . f a c e d', and
Threaded flanges 16” dia.;
12–7%.” bolts on 14%" P. C.
Flanged, f a c e d', and
Threaded flanges 16” dia, ;
12—7%” bolts on 14%" P. C.
Flanged, , f a c e d. and
Threaded flanges 16” dia. ;
12—7%” bolts on 14%" P. C.
Flanged, , f a c e d ... and
Threaded flanges 16” dia. ;
12–7%" bolts on 14%" P. C.
Flanged, f a c e d', and
Threaded flanges 16” dia. ;
12—7%” bolts on 14% " P. C.
Flanged, , f a c e d ... and
Threaded flanges 16” dia.;
12—7%” bolts on 14%" P. C.
Flanged, , f a c e d. and
Threaded flanges 16” dia. ;
12—7%" bolts on 14%" P. C.
Flanged, , f a c e d ... and
Threaded flanges 16” dia. :
12–7%.” bolts on 14%" P. C.
Flanged. , f a c e d, and
Threaded flanges 16” dia. :
12—%" bolts on 14% " P. C.
Flanged. f a c e d and
Threaded flanges 16” dia. ;
12–7%.” bolts cn 14% " P. C.
Flanged, f a c e d and
hreaded flanges 16” dia. ;
12–7%.” bolts on 14% " P. C.
drilled.
drilled
drilled.
drilled
drilled.
drilled
drilled.
drilled
drilled.
drilled
drilled.
drilled
drilled.
drilled
drilled.
drilled
drilled.
drilled
drilled.
drilled
drilled.
drilled
drilled.
drilled
drilled.
drilled
drilled.
drilled
drilled.
drilled
drilled.
drilled
Flanged f a c e d and drilled:
flanges 10” dia ; drilled 8–34”
bolts on 8%" P. C.
Flanged, f a c e d. and drilled:
Threaded flanges 16” dia. ; drilled
12–7%" bolts on 14%" P. C.
621
ARRANGEMENT OF OIL PUMPING SYSTEM
PC.
No.
P24
P25
F5
F9
F10
F 11
F1 2
F28
F29
F30
F31
F32
F33
F34
F35
F36
No.
Pes.
12
54
34
35
68
500
50
24
700
5800
15
15
16
8
16
7,500-TON D. W. CONCRETE TANKER
For Arrangement Plans See Plate XLVI
Opposite Page 624 and Pages 624 and 625
LIST OF MATERIAL FOR ONE SHIP-Continued
Name
10” Pipe, standard, 1’ 6” long. . . . . .
10” Pipe, standard, 2’ 6” long. . . . .
6” Dial pressure gauge, graduated 1
to 250 lbs.
6" Dial vacuum gauge. . . . . . . . . . . . .
Gauge board. . . . . . . . . . . . . . . . . . . . . . .
%” Elbows, screwed. . . . . . . . . . . . . . .
Stuffing boxes. . . . . . . . . . . . . . . . . . . . .
Universal joint for 1%" rod. . . . . . .
Coupling, for 1%" rod. ... . . . . . . . . .
Collar, for 1%" rod. . . . . . . . . . . . . . .
1 %" Dia, rods, 32' 0" long. . . . . . . .
1 %" Pipe locknuts. . . . . . . . . . . . . . . . .
Gaskets for 10” pipe. . . . . . . . . . . . . . .
Gaskets for 8” pipe . . . . . . . . . . . . . . . .
Gaskets for 6” pipe. . . . . . . . . . . . . . .
Gaskets for 5" pipe. . . . . . . . . . . . . . . .
34” Bolts hex. head and nut. 3%"
long.
7%” Bolts hex. head and nut, 3%"
long.
Strainer box. . . . . . . . . . . . . . . . . . . . . .
10” Bulkhead connection . . . . . . . . . . .
10” Stuffing box. . . . . . . . . . . . . . . . . . .
10” Bellmouth, long. . . . . . . . . . . . . . .
10”
10”
Bellmouth, short. . . . . . . . . . . . . . .
Elbow, 90°, standard. . . . . . . . . . .
10” Long rad. elbow 90°, standard.
10” Elbow, 90°, standard. . . . . . . . .
10" Elbow, 90°. . . . . . . . . . . . . . . . . .
10" Elbow, 90°
side outlet.
10” Elbow, 45°,
10” x 8” Y special . . . . . . . . . . . . . . .
8” x 6” Reducer, standard . . . . . . . . .
10” x 8" Reducer, standard. . . . . .
8" x 6” Reducer, standard . . . . . . . . .
10” x 8" Breeches piece. . . . . . . . . . .
8” Tee, standard. . . . . . . . . . . . . . . . . .
10” Tee, standard. . . . . . . . . . . . . . . . .
10” Tee, standard. . . . . . . . . . . . . . . . .
10” Tee, with 10" side outlet,
standard.
Material Working Test Service
Pressure Pressure
Steel . . . . . . . . . . . . . . . . . . . . . . . . Port and star-
board tanks
aft
Steel . . . . . . . . . . . . . . . . . . . . . . . . Port and star-
board tanks
forward
Brass . . . . . . . . . . . . . . . . . . . . . . . On discharge at
gauge board
Brass . . . . . . . . . . . . . . . . . . . . . . . On suction at
gauge board
Yellow pine. . . . . . . . . . . . . . . . . . . .
C. I. . . . . . . . . . . . . . . . . . . . . . . . . . Por gauge lines
Brass . . . . . . . . . . . . . . . . . . . . . . . Operating gear
at decks
Steel jaws, brass . . . . . . . . . . . . . . Valve operating
locks gear
Steel . . . . . . . . . . . . . . . . . . . . . . . . . Valve operating
gear
Steel . . . . . . . . . . . . . . . . . . . . . . . . . Valve operating
gear
Steel . . . . . . . . . . . . . . . . . . . . . . . . .
Brass . . . . . . . . . . . . . . . . . . . . . . . . Valve operating
gear
}%” Trunk-board. . . . . . . . . . . . . . . Flange joints
%” Trunk-board. . . . . . . . . . . . . . . Flange joints
%” Trunk-board. . . . . . . . . . . . . . . Flange joints
%” Trunk-board. . . . . . . . . . . . . . . Flange joints
Steel . . . . . . . . . . . . . . . . . . . . . . . . . For 8", 6" and
5” pipe
Steel . . . . . . . . . . . . . . . . . . . . . . . . . For 10” pipe
C. I. . . . . . . . . . . . . . . . . . . . . . . . . . . Pump suction
C. I. . . . . . . . . . . . . . . . . . . . . . . . . . . Where shown
C. I. . . . . . . . . . . . . . . . . . . . . . . . . . . In holds where
shown
C. I. . . . . . . . . . . . . . . . . . . . . . . . . . . Wing tank suc-
tion
C. I. . . . . . . . . . . . . . . . . . . . . . . . . . . Center suction
C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Where shown
C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Where shown
C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Where shown
C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Where shown
C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Where shown
C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Where shown
C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Where shown
C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Where shown
C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Spares
C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Spares
C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Spares
C. I. . . . . . . . . . . . 125 lbs. . . . . . . . 1)eck filling con-
nections
C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Where shown
C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Where shown
C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Where shown
(Continued on Next Page)
Remarks
Flanged, f a c e d and drilled.
Threaded flanges 16” dia.; drilled
12—7%” bolts on 14%” P. C
Flanged, f a c e d and drilled.
Threaded flanges 16” dia.; drilled
12–7%” bolts on 14%" P. C
Complete with siphon and stop
cock.
Complete with siphon and stop
cock.
16” O. D., 10”. I. D. 94” thick.
Soaked in linseed oil. 12–1” bolt
holes on 14%" P. C.
13%” O. D. 8” I. D.
Soaked in linseed oil.
holes on 1134” P. C.
11” O. D. 6”. I. D. jº" thick.
Soaked in linseed oil. 8–7%” bolt
holes on 9%” P. C.
10” O. D. 5” I. D. 5%" thick.
Soaked in linseed oil. sº bolt
holes on 8%". P. C.
Hex. heads and nuts.
%” thick.
8—%” bolt
Hex. heads and nuts.
1 Spare strainer per box.
Box cast iron; gland brass; pipe
ex. Strong steel; flange I.
. 11", Centerline to face, flanges 16”
dia. X. 1 #" thick. Drilled 12–
%” bolts on 14% " P. C.
16%" Centerline to face, flanges
16” dia. x 1 3/16” thick. Drilled
12–7%.” bolts on 1494.” P. C.
16%.” Centerline to , face, flanges
16... dia. X. 1 #" thick. Face not
drilled.
Drilled 12–Å" bolts on 14%."
P. C. %
6%". Centerline, to face, flanges
16” dia. X. 1 #" thick. Drilled
12–76” bolts on 14% " P. C.
12” Face to face; 10” flange
16” dia. X 1 & " thick. Drilled
12—7%” bolts on 14%" P. C.; 8"
flange 13%” dia. X 1%” thick.
Drilled 8–34” bolts on 11 34” P. C.
11” Face to face; 8" flange 13%”
dia. X 1 %" thick. Drilled
34” bolts on 1134” P. C:.6% flange,
ii” dia. × 1” thick, drilled 8–34'
ºs-sº-
bolts on 9%” P. C
9”. Centerline to face, flange;
13%" dia. × 1%" thick. Drilled
8–34” bolts on 1134” P. C.
11”. Centerline ..to face, flanges
16” dia. × 1 º' thick. Drilled
12–76” bolts on 14%" P. C.
11” Centerline to face, flanges
16” dia. × 1 #" thick. Face not
drilled.
11” Centerline to face, flanges
16” dia. × 1 is " thick, drilled 12-
%” bolts on i4%” P. C.; 6 with
ends not drilled.
622
ARRANGEMENT OF OIL PUMPING SYSTEM
7,500-TON D. W. CONCRETE TANKER
For Arrangement Plans See Plate XLVI
Opposite Page 624 and Pages 624 and 625
LIST OF MATERIAL FOR ONE SHIP-Continued
Remarks
11". Centerline to face; flanges
16” dia. X 1 #" thick, drilled 12–
%” bolts on 14%" P. C.
1.1"...Centerline ... to face; flanges
16” dia. × 1 iſs" thick. Drilled
12—7%” bolts on 14%" P. C.
.C. I. body, brass fitted gland;
.* Section extra strong steel
pipe, brass studs, packing oil imper-
vious. . To contract to 17%” and
expand to 25%” with all bolts in
place; flanges 16” dia. drilled 12–
%” bolts on 1454" P. C. -
For operating gear supports.
At couplings and universal joints.
Generally similar to F-39, but with
anchor bolts to prevent slide draw-
ing out. Minimum length, 24”.
9". Centerline to face, flanges
13%” ; dia. 1 %" thick, drilled 8–
34” bolts on 11 34” P. C.
11” Genterline to face, 10”
flanges 16” dia., 1*;" thick, drilled
12–7%”. bolts on 14%" P. C.; 2"
flange 6” dia. × 5%” thick, drilled
4–56” bolts on 434” P. C.
11”. Centerline to face 10” flanges
16” dia. 1 #" thick. Drilled 12–
%. bolts on 14%.” P. C.; 5” flange
10" dia. }#" thick. Drilled 8–34”
bolts on 8%" P. C.
7%.” Centerline to face, flanges
10" dia., +3" thick, drilled 8–34”
bolts on 8%” P. C.
Flanges 16” dia., finished rough,
not faced or drilled, but cast so as
to finish 11” centerline.
16” dia. 1 is " thick, threaded,
drilled 12–7%” bolts on 14%” P. C.
10” dia. 15/16” thick, threaded,
drilled 8–34” bolts on 8%.” P. C.
In 10' lengths, flanged 13%" dia.,
drilled 8–34” bolts on 1134” P. C.
Drilled for 85%" bolts on 7%”
P. C. .
GENERAL NOTES-Continued
American standard, spot faced only where necessary to obtain oil
Flange gaskets 3%” trunkboard, soaked in linseed oil.
Operating rods, 1 %" dia. steel, with steel couplings.
Universal joints with brass blocks to be fitted where neces-
All necessary stools, hangers, straps and brass name-plates
Suction and discharge piping to be tested to . 150 lbs. per
Pc. No. Name Material Working Test Service
No. Pcs. Pressure Pressure
F37 5 10” Cross standard. . . . . . . . . . . . . . . . C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Where shown
F38 2 10” Cross with 10" side outlet, C. I. . . . . . . . . . . . 125 lbs. . . . . . . . Where shown
standard.
F39 14 10” Expansion joint............... C. I., b r a s s 125 lbs. . . . . . . . Where shown
mounted
F40 34 10" Ullage plate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125 lbs. . . . . . . . Oil hatches
F41 1 10” Special elbow with 5" side outlet. C. I... . . . . . . . . . 125 lbs. . . . . . . . At pump
F42 100 34” Bolts and nuts, 18” long. . . . . . . Steel . . . . . . . . . . . . . . . . . . . . . . . . . Operating rod
supports
F43 250 %" Steel cotter pins.............. Steel . . . . . . . . . . . . . . . . . . . . . . . . . Operating gear
F44 130 ft. 4%” x 3%” supports for operating Flat steel . . . . . . . . . . . . . . . . . . . .
gear.
F45 1 10" Expansion joint............... C. I., brass . . . . . . . . . . . . . .
mounted
F46 4 8” Elbow, standard. . . . . . . . . . . . . . . . C. I. . . . . . . . . . . 125 lbs. . . . . . . . Spares
F47 2 10” Elbow with 2" heel outlet...... C. I. . . . . . . . . . . 125 lbs. . . . . . . . Steam blow-outs
in end tanks
F48 4 10” x 5” x 10” Tee, standard...... C. I. . . . . . . . . . . 125 lbs. . . . . . . . Pump disch.
F49 4 5” Elbow, standard................ C. I. . . . . . . . . . . 125 lbs. . . . . . . . Relief valve dis-
Cnarge
F50 2 10" Elbow, standard............... C. I. . . . . . . . . . . 125 lbs. . . . . . . . At sea valves
F51 62 Label plate .050” thick............ Brass . . . . . . . . . . . . . . . . . . . . . . . On valve wheels
F52 16 5” Pipe flanges, threaded........... C. I. . . . . . . . . . . . . . . . . . . . . . . . . . .
F53 206 10" Pipe flanges, threaded.......... C. I. . . . . . . . . . . . . . . . . . . . . . . . . . .
F54200 ft. 8” Oil hose flexible.............. Galv, steel . . . . . . . . . . . . . . . . . . . Portable
F55 12 10" x 4” x 10” Tee, standard...... C. I. . . . . . . . . . . . . . . . . . . . . . . . . . . Where shown
F56 4' 3" x 3" x 36” Angle, 4' 9" long... Steel . . . . . . . . . . . . . . . . . . . . . . . . 8” deck filling
connection
F57 16 %" Anchor bolts and nuts with Steel ........ . . . . . . . . . . . . . . . . . 8” deck filling
washers. connection
F58 12 4” Bellmouth. . . . . . . . . . . . . . . . . . . . . . Steel . . . . . . . . . . . . . . . . . . . . . . . . . Summer tank
suction
F59 12 4” Bulkhead stuffing box. . . . . . . . . . . C. I. . . . . . . . . . . . . . . . . . . . . . . . . . . Summer tank
suction
F60 12 34” Steel rod, 8' 0” long. . . . . . . . . . Steel . . . . . . . . . . . . . . . . . . . . . . . . . Valve operating
gear
F61 12 34” Deck stuffing box.............. Brass . . . . . . . . . . . . . . . . . . . . . . . . Valve operating
gear
F62 4 4” Standard ells.................. C. I. . . . . . . . . . . . . . . . . . . . . . . . . Summer tank
Suction
F63 24 34” Coupling...................... Steel . . . . . . . . . . . . . . . . . . . . . . . . . Valve operating
gear
F64 64 4” Standard flange................. C. I. . . . . . . . . . . . . . . . . . . . . . . . . Summer tank
Suction
F65 525 %" Bolts hex. head and nuts, 2%" Steel ........... ....... ....... Summer tank
long. Suction
*66 4 34” U-bolts....................... Steel . . . . . . . . . . . . . . . . . . . . . . . . . 8” deck filling
- connection
GENERAL NOTES
1. Piping in holds should, if possible, be fitted up in place com- e
plete before stucture is poured, to avoid possibility of errors in tightness.
alignment. ge * 8.
2. All outlets on weather deck to be fitted with blank flanges. 9.
3. All piping, standard steel pipe, black. 10.
4. All bolts and nuts steel, black. Sary.
5. All fittings, cast iron 11. Bcarings brass bushed.
nei. All gate valves, cast iron bodies, brass mounted, stationary to º fitted complete.
e 13.
7. All flanges, cast iron, screwed on. Flanges and drilling
sq. in. hydraulic pressure, and to be absolutely tight for 12 hours.

623
ARRANGEMENT OF OIL PUMPING SYSTEM IN PUMP ROOMS
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SECTION AT FRAME. 57 LOOKING AFT
SECTION AT FRAME 3
8 LOOKING FOR'D
PLAN VIEW OF FORD PUMP ROOM
7,500.TON D. W. CONCRETE TANKER
See Pages 621, 622 and 623

































624
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------------ Qll -Cº-ººoºº-º--lºſ?-------------- §%ros/ &ear”9 | I i : -la." 9%,” “…, || || rº, 3%g., 3%hºjº, …10 &fe V2/ke V. Aocker
& Fillºna Conn.-------->9/47.H.& A/8. A/7. o'" .2%; --A-56 - 2/2/4 ./2" .../5. S$ | I | i w 2&_ºld_ſ^4 (6/and/off) → N Lif Cº-->Q1%hor/emo/forz). 9-37/ny Coma
-- g - -- Hºs- |S- \ J d| \ | /0.5ea/~//e-y H-º-º-º-º: I |ll A39 ×D -2'5/eam A/owow/
Jaace --- - - - Tº I-------- ~~~~~ - || TTT T. Ti-Ti T -Ivºr . º: c - -P/6 **,
2".5/eamA/owavy’ "Aas | º †: U-U-U-U-U º U-U-U-U-L | - | U=U=U= H U=IT------if--- ===== U-L u-U-I-P- § | —u—u—u—ur-U-u | u) tº 247/23
< S | SS|| SS SSSI. S. J S.S.] § MP/Jvrnmer 72/7A:
W9 6 Jummer 7.7/7A: §§ §§ MV25 Jurz777er 72.7% Wo.4 50//7/76r 72/74: §§ §§ Bozz/ker (2// - §s §§ /W83 Jurrºrrier 7.7/7/r W22.5ozz/77er 72/7k §. §§ Sfarboard/
J/arboard/ º §§ Jharboarzy 3/ar0aara’ §§ §§ Buzzker of §§ §§ Jharboard/ J/arboard/ º §§
| S.S.I.S.S ! Sº IXS. Q-SI x^kº ºS|ºis- Ln Pº
ºššljš. {{|S|SS; §§|“tº "is "s;
==n n n n ſºlº n n n n ſt n n n ſi ſu ſtill i ſ m n | n n n n n I lſ ſl ſtºl Hi Il Il ſl ſl ſl ſl || || n n-n-n=n=ſ==
HOL D
ARRANGEMENT OF OIL PUMPING SYSTEM
7,500 TON D. W. CONCRETE TANKER










































































































































PLATE XLVI
ARRANGEMENT OF OIL PUMPING SYSTEM IN PUMP ROOMS
Rºž *s
, -ºº: , ś
or/for 24.63% "
TI y TT * &
3-5- *~, tº a “sº
| {} : ; ; © sº * : ; i.
T.I.T. . . . º, -
:/"Sº º, 44 f/a/ Stee/º §§ | | |
& ſeeſ Coerºng Roº. j' 7 hºck, F-44 y §
Collar.” |; ear/g . \ - +: E. Y-
- --—24:--- *s, */0%
- - º - § ..º.
10 BELLMOUTH 2.2, ſo fange cºlº
F-2/ ºf .
F-22 &"fºged-iſºgº3
: wºr-rººf . bo/f3 or //#2/2
# 50% close fº against team'f-12 Sfufºng IO" & 8" BREECHES PIECE
`... Wasſer any ºf
4; Fat See -3°. Thick
Agºſlºv-colºr-2300 /ø ſo (See)^3
21:.… serized by 4 ºf ºn
ZF ºf 3rass Poe Lockov F///7 wifh b/7ck
"- se; hºw wo F/9 Sº seaſºng wax-
*/A 5-ass Age (Gwae) º </º-i
SECTION THRU BEARING - -
TYPICAL ARRANGEMENT OF OpERATING ROD SUPPORT Zacknof /#/A
º, H---- -
Sº, Washer
N. & N.
º
•o -- - -º - º F.5/
Ac, wº,3; "Ti PT Hā’īā-- ºceſàrº 30%
across fº y TYPICAL LABEL PLATE
W —- Jo º ºr //772. O'SPECIAL ELB 10" elecº 5"
* 3.” TUFFING BOX FOR 14 ROD whee/ below 7./f | OW -
*** - S 4 WITH 5's DE OUTLET SIDE OUTLET
Z 12 poss C footor; ºr Wofe: Al/surfaces/eff rough anºmoforſſed fo
10" SPECIAL ELBOW 2.scharge 92 ſo Peckline ºf *—- be finished fo swif work.
3Poe wo fo Macuum
, Gage
A.J.4- ºf ºpinio F#ing ſ
º <---/-25 'F49
fºr 3/e77 fºrwoeck see 2/ve -----~~ -
: - Vº -3%lief Wa/ve set aſ ſoo/bs V2
H. : noſe of va/ fo/7k - 4-7- - V-2 º
F5 J. e or way/ve ºn ra/7 §I. &vffng Box fº Sfard'. J. S. T-3 Felief Waſwegºscharge back
I T Fºč - RN * fo Suchor:
- F7 Covo/ng fºº Aorf A37. Sº — “A-45
/2"Gººfe .
2T Wa/we s
K & § { -P/5
S : o S
§ { || || 35
S \, 3 S 4 aſsºchon affortrump
§§ §§ 4°//above Base
‘S & §§ ; 4 of swction aſ Jºzra/Avrmp
§§ ſo : 5*//"above 5ase
4&ceſ Aſoo’ § - Jeam Jøpſy -----
- A-9 § : 500&/ºr
-tº-sºr Mrſ. Aºrrºr
F34--. *}\ H m
Sºſ Iſ Jiji=}{J}|{*
n ſill m º;
HH h-C J U LLILIJAll
Is Tu Tu. - FF-
$o S. sfeam .
º Cock Vºy ~ £xhaws? /
* . IZ Nº. A. - - l
→ 35-53– 37- 36 35 3,4-
J l ELEVATION |
& -
ºf 5-3 ... 2 ºzºneſingø. .*
§ § ſº W5 25%://ef Kºſº V2 S
*, º ºt -
n Lºn. º º
|- | º
^* || As × F26
ºf Bearing F/0 / i º º *1.2.742&erºvºº
-- -- - º w 33 - — ".
: *- ºn , , ºr
3 H Jopport F-44 : * § º
→ s—f s||cº ºš 2, ºve” ºr
º §§s -Sil. is --------|--—
Joinſ §§§ #| || 3: ... & 36-33-#
- º - º: - , ºr
F6 N- §§§ § H-----/-0------
\ ‘S/72 fº $$. Sºllss, -
ºu-S º: - -
s|| * ||{s} 8||$3 A39 . . . . /*
§ §§§ § || Sis ŁExpansion-on' ºſcief K/e
S sº S S §§ tº * ------
o ºrs × 6 *::::::
Q § S.S º, º ||*is fºº--- -7,7--/ X772
y §§§ | |n\ti iſ ºl-F#-fé-ºtº, Hº-il. F
| §§§§ --|--|| ** Mºs /2&fe I -
sºs & T - Wa/c K3 | Ot, s ]
- F23 ---- J###9 R$.
- -- - f : ". - --
º -zz.º. - ºll ºf 4/ - p
* < —º.…A/z 322&/ºrº y
10"Gafe Wa/c Vº
Be//77ouiº” A 22- TE.T." "
SECTION IN HOLDS IN WAY OF SUCTIONS PLAN VIEW OF AFTER PUMP ROOM
7,500.TON D. W. CONCRETE TANKER
See Pages 621, 622 and 623










































625
DETAILS OF CARGO OIL SYSTEM
|
Seo ches: "o be fºra//ec.--~~~, " …— 4'sframeſ, oaſe -91'aa mász-
wiſh ºft's Fange %22% ºf W r /6 da with 344 ºf %. holes on gºd,
2°33' above Aare. º 7- i 2. fo be hof 7/w3& after ar///y, ana'
------ ---T-Fº orſ for ſz-f /ic/as ſo Æe free from aross. £ of //
- - T - - * {^2// ſº. 4 3 near toge of oſafe ſo be mo/ /ø ſhºw/7
...ſº #6; fºr 43 sº $ s º boºs on A/P/3 *...*...; Ž
j decº #20 & #eam- #: SM "... gay acrº ºr nº. ºf
A/ow -ovº" connecºom. - $–10 afta ſº 37), -
{3/was 4'/077------------' *H: | |------- 63; 27/a/ hoks fºr sº-f-
* '?-------- 20'a. **---Sea, Ches; Body
// > (Casſ ſoo)
- ſº -------- U_2 Webs A 7/ºck -
nº-º- $. ZZZZ} -* - ----
- $25framer Aaſe -----------
*śī (// See, 62/9
ºf 6-32sses for ºvaºs
*** Sºº
w - - /8" dº ºc-—-
3-3 Studs & ſong.” - zºº. ->
boſh ena; f//readeo/ 2'-/"a/a,
//ong -e.gch ena,
£2%fa fºnto cas”
# %. 3. A/7 ov/board of muf -
SECTION THRU IO SEA CHEST
£ye Screw fºr
*g. Cha/7.'
-
$fee/)
Brass ('hain---
, j'aa rive's spaced about
3; apart, cored holes.
Wing Awf, see Defa,
(Casy Steel) ,
…--Standard W/ Wor
,” for; dia bo/f.
* --
--
--
-
--
--
---
`--Sfa, Acme 7%read
NN-
j Da Brass
------Keeper(See)
--Cover(ºf Sfeeſ)
Ring(Cast
W
`---Haſch Cover Plafe /5 ºr "
–––0; old cº in Pºe
—/44 dia
SEA CHEST AND ULLAGE PLATE
7,500.TON D. W. CONCRETE TANKER




































626
AUXILIARY STEAM AND EXHAUST PIPING, TURBINE INSTALLATION
Pc.No. No. Pes. Name.
J 42 1 7” Globe stop valve flanged.
J 43 1 7” Angle stop valve flanged.
J 44, 1 6” Angle stop valve flanged.
J 45 + 7” Back press. valve flanged.
J 46 1 6" Back press. valve flanged.
J 47 1 5” Globe stop valve flanged.
J 48 2 5” Angle stop valve flanged.
J 49 1 4” Globe stop valve flanged..
J 50 1 4” Globe stop valve flanged..
J 51 1 4” Reducing valve flanged. .
J 52 1 3” Globe stop valve flanged..
J 53 1 2%" Globe stop valve flanged
J 54 2 2%” Globe stop valve flanged
J 55 6 2% " .\ngle stop valve flanged
J 56 6 2" Globe stop valve scr'd . . .
J 57 3 2" Globe stop valve scr'd. . .
J 58 5 1 %" Globe stop valve scr’d.
J 59 2 1%." Angle stop valve scr’d.
J 60 1 1 %" Chronometer valve scr'd.
J 6.1 3 1%." Globe stop valve scr'd.
J 62 2 1 #4" Globe stop valve scr'd.
J 63 2 1%." Globe stop valve scr'd.
J 64 1 1/4” Angle stop valve scr'd.
J 65 11 1" Globe stop valve scr'd...
J 66 1 1" Angle stop valve scr'd. .
J 67 2 1" Globe stop valve scr'd...
J 68 7 34” Globe stop valve scr'd..
J 69 1 34” Globe stop valve scr'd..
J 70 2 34” Governor valve scr'd...
J 7.1 2 %" Globe stop valve scr'd..
J 72 1 %" Relief valve scr'd......
J347 2 1" Cross stop valve scr'd...
J 5 1 1%." Globe valve scr'd......
9,000 TON D. W. FREIGHTER
For Arrangement Plans See Plates XLVII and XLVIII
Opposite Page 630
LIST OF WALVES FOR ONE SHIP
Mat’l.
i
I.
Remarks.
Exh. to aux. cond.
Exh. to atmosph.
Exh. to main cond.
Exh. to aux. cond.
Exh. to main cond.
Exh. to feed
water heater.
Exh. to L. g
turb, exh. from
main circ. Dump.
Exh. from evap.
to main cond.
Aux. steam, eX.
h’vy.
Aux. steam, 200
lbs. to 100 lbs.
St. to main feed
pump, feed wat.
heat., air ejS.,
etc., extra h’vy.
St. to inj., gen-
erators, fuel oil
pumps and heat-
ers, ex. h’vy.
Exh. from gen-
crat OTS.
Exh. from 2
blowers, 2 main
feed pumps, 1
ballast pump, 1
F. & B. pump.
St. to 2 blowers,
injector, 1 evap.,
1 ballast, 1 f. &
b. pump, ex. h’y.
Exh. from 1 aux.
l' erro-
steel.
lº erro-
steel.
Ferro-
steel
Ferro-
steel
C.I.. .
C.I.. .
3rass.
Brass.
I3rass.
Brass.
Prass.
Brass.
Iłrass.
Brass.
Brass.
Brass.
Brass.
Brass.
Brass.
Brass.
Drass.
Brass.
Brass.
Brass.
Brass.
air a n d circ.
pump, 2 cond.
Dumps.
St. to 5 main
feed pumps, 1
ballast m an i-
fo 1 d, 1 a ft
heat., coils ex.
eavy
St. to 3 main
fee d pumps,
ex. h’vy
St. to 3 Main
feed pumps, ex.
h’v’y
Exh. from 1 fuel
oil trans. pump,
1 ash hoist, 1
ice machine.
Exh. from 1 san.
pump, 1 aux.
oil pump.
St. to 1 aux. air
and circ. pump,
1 fuel oil trans.
pump, ex. h’vy.
Exh. from eng.
room bilge pump.
St. to 1 feed
wat. heat., 2
fuel oil heaters,
2 cond. pumps,
1 ice mach., 1
ash h o is t , 1
main cond., 1
San. pump, 1
engr. bil ge
pump, 1 aux.
oil pump, ex.
heavy.
Exh. from evap.
feed pump.
Exh. from fuel
oil pumps.
St. to 1 evap.
feed pump, 6
fuel oil pumps,
extra heavy.
Exh. from fresh
water pump,
St. to fuel oil
pumpS.
St. to fresh wa-
ter pump, 1
drain from st.
line to f. & f.
tank, ex. h’vy.
Aux. steam, set
at 105 lbs. per
SQi. 111.
St. to aux. oil
pump, by-pass.
St. to main circ.
sea chest.
LIST OF WALVES FOR ONE SHIP–Continued
Mat’l.
Brass.
I. case
brass
ring.
Ferro-
steel.
Ferro-
steel.
Brass.
I. case
brass
ring.
Brass.
Brass. '
C.I.. .
C.I. . .
C.I.. .
C.I. . .
C.I.. .
C.I.. .
C.I...
C.I...
:
i
(Continued on Next Page)
Remarks.
St. to ballast
sea chest.
To register 200
lbs. per sq. in.
Steam to deck
mach., ex. h’vy.
Steam to deck
mach.
Steam to deck
mach., set at 105
lbs. per sq. in.
To register 200
lbs. per sq. in.
Steam to heating
system, ex. h’vy.
Steam to heating
system, ex. h’vy.
Steam to heating
system, 100 lbs.
to 30 lbs. .
Steam to heating
System, extra
heavy.
Steam to heating
System.
Steam to heating
system, Set at
35 lbs. per sq.
in.
To register 100
lbs. per Sq. in.
Aux. steam.
Aux. steam.
St. to blowers,
ash hoist, Ford.
heating coils.
St. to steer. eng.,
aft heat. coils.
St. to main circ.
pump, c on d .
p u m p S , alr
ejectors.
St.
pump,
CIlg.,
coils.
to aux. oil
S te e r .
a ft heat
blowers,
feed
heat, air
CJ S., c on d .
pumps, m a in
circ. pump.
St. to san. and f.
w. pumps, ice
mach., aux, oil
St. to e
ash hoist,
wat.
pump, ste e r
eng., aft heat
coils.
Aux. steam.
Aux. steam.
St. to aux. air
and circ. pump,
ballast Dum D,
fuel oil trans.
Dump.
St. to f. & b.
Dump, ballast
manifold sea
chest, b il ge
pump.
Aux. steam.
Aux. steam.
Aux. Steam.
St. to main feed
pump, feed wat.
Pe. No. No. Pes. Name.
J 21 1 34” Globe valve scr’d. . . . . . .
J350 1 Steam press. gage: 6” dial . . .
R 316 1 4” Globe stop valve fi’g’d . . .
R3 l 7 1 4” Reducing valve flanged. .
R 31 S 1 %" Relief valve scr'd . . . . . .
K486 1 Steam press gage: 6” dial. .
I.1.27 1 1 %" Globe stop valve scr’d.
I 128 1 I }/4” Angle stop valve scr’d.
I. 29 1 1 %" Reducing valve scr’d . . .
I, 130 1 1 %" Globe stop valve scr’d.
I 131 1 1 %" Angle stop valve scr’d..
1.132 1 %" Relief valve scr’d. . . . . .
L149 1 Steam press. gage: 5” dial
scr'd. . . . . . . . . . . . . . . . . . . . .
LIST OF CAST FITTINGS FOR ONE SHIP
J 126 1 6” Sta. Ell, extra heavy . . .
J 127 1 4” Stol. Ell-Bosses, 3% and
%” P. T., extra heavy . . . . .
J 128 1 3”x1%"x2%" Tee, ex. h’vy..
J 129 1 3” Sta. Ell-Boss 1 y!” P. T.,
extra heavy . . . . . . . . . . . . . .
J 130 1 2%" St. Ell-IRoss, 1 %" P. T.,
extra heavy . . . . . . . . . . . . . .
J131 1 3” Stol. Ell-Boss 1” P. T., ex-
tra heavy . . . . . . . . . . . . . . . .
J 132 2 2%" Std. Ell-Boss, 1" P. T.,
extra heavy . . . . . . . . . . . . . .
J 133 1 3” Stol. Eli, cztra heavy . . . .
J 134 1 6"x4"x4"x4" Cross, ex. h’vy.
J135 1 3%"x2%”x3”x2%” Cross, ex-
tra heavy . . . . . . . . . . . . . . .
J 136 1 2%”x1%"x2"x1%” Cross, ex-
tra heavy . . . . . . . . . . . . . . . . .
J137 1 2%"x2"x 1% "x1” Cross, ex-
tra heavy . . . . . . . . . . . . . . . .
J13S 1 3”x2%"x4" Tee-Boss, 5%"
P. T., extra heavy . . . . . . . .
J 139 1 3%"x3"x2" Tee, extra heavy
J282 1 3%”x3%"x4" Tee, ex. h’vy.
J 140 1 3"x2%"x1%” Tee, ex. h’vy.
heat., air ejs.,
cond. pumps,
m a in c i r c.
pump.
J 141 1 3”x3”x1%” Tee, ex. heavy. St. to san. and
f. w. pumps,
ice mach., steer:
eng., aux. oil
pump, aft heat.
coils.
627
AUXILIARY STEAM AND EXHAUST PIPING, TURBINE INSTALLATION
9,000.TON D. W. FREIGHTER
For Arrangement Plans See Plates XLVII and XLVIII
Opposite Page 630
LIST OF CAST FITTINGS FOR ONE SHIP--Continued LIST OF SCREWED FITTINGS FOR ONE SHIP
Pe. No. No. Pes. Name. Mat’l. Remarks. Pc. No. No. Pes. Name. Mat’l. Remarks.
J 142 1 2%"x2"x2" Tee, ex. heavy. C.I... St. to blowers. J 7.5 18 2" Ell 90° screwed, ex. h’vy. C.I... St. to main circ.
J 143 1 2%"x 1”x2” Tee, ex. heavy. C.I... St. to main circ. pump 3, evap
<> Dullll), cond. 3, blowers 5,
Ollill i)S. ballast pump 3,
º º fire and bilge
J 144 1 2"x2"x2%” Tee, ex. heavy. C.I... St. to ejectors, pump 2, gener-
generators, fuel ătors 2.”
oil pumps and ſº Fº ſº 9 9 -
heaters. J 76 20 1 %" Ell 90° scr'd., ex. h’vy. C.I... St. to main º:
J 145 2 7” Stol. Ell. . . . . . . . . . . . . . . . C.I... Exh. , to , aux, #"... .
iºn. .. º heaters 6, bal-
to atmosphere. last manifold 5,
J 146 1 6" Std. Ell . . . . . . . . . . . . . . . . C.I.. . E. to Ill ºl l II heating †:
COIl Ol. ford. and aft. 6.
J 147 1 5” Std. Ell. . . . . . . . . . . . . . . . C.I... Exh. from main J 77 15 1 %" Ell 90° scr'd., ex. h’vy. C.I... St. to air ejec-
C1rc. 1) llllll). tors 4, fuel oil
J 148 1 5” Std. Ell-Boss, 2” P. T. . C.I... Exh. from main transfer , pump
circ. 1) u m p , 5, sea chest 4,
cond. pumps. aux. air and cir-
J 149 1 6” Stol. Ell. Doss, 194” P. T. C. I. . . Fº º fº gulating pumps
S. Ina Cll., a Sil * py k} $ 5 tº e
ºist blowers, J 78 36 1” Ell 90° scr’d., ex. h’vy . . . C.I... St. to feed water
fuel oil pumps. º, 2, *
tºp -sº º Ill a C in l n e Y,
J150 1 5" Long Rad. Ell. . . . . . . . . . C.I.. . Fºl. irº, º ; cond. 3.
* g Dilge pump 3,
cond. pump. ash hoist 3, fuel
J151 3 4” Std. Ell . . . . . . . . . . . . . . . . C.I... Exh. from evap. oil heat. 2, san.
to main cond. pump 1, cond.
J 152 1 3%" Std. Ell. . . . . . . . . . . . . C.I... Exh. from san. pump 5, aux.
and f. wipump, oil pump 11.
ice mach., steer. J 79 15 34” Ell 90° scr'd., ex. h’vy. C.I... St. to fuel oil
5” x2% "x 5” Tec
5"x2%”x5” Tee-Boss, 34” P. T.
4%”x3 V, "x 5” T ce
4” x2%"x2%” Tee-Boss, 2" P.T. C.I.. .
3%"x3"x2" Tee
3"x2% "x2%” Tee
2%"x2 % "x2% py Tee
Special casting
Special casting
Special casting
%" and 94” P.
4” Long rad. Ell
3%"x4"x4%” Tee
dk. mach., ash
hoist, blowers.
Exh. to fee d
water heater.
Exh. to 1. p. tur-
bine.
Exh. from aft
d k . m a ch. ,
steer. eng., ice
mach., etc.
Exh. from aux.
air and circ.
p u m p, ballast
pump, fire and
bilge pump,
eng. room bilge
Durnp.
Exh. from san.
& f. w. pumps,
ice mach., steer.
eng., aux. oil
pump.
Exh. from blow-
€I S.
Exh. from main
fee d pumps.
generators.
Escape to atmos-
phere from
boilers.
St. to whistle.
St. to whistle.
St. to deck mach.
St. to deck mach.,
ford.
St. to deck mach.,
ford.
St. to deck mach.,
aft.
St. to deck mach.
Exh. from deck
mach., aft.
J
86
87
88
89
90
91
93
94
95
96
extra heavy . . . . . . . . . . . . . .
1 %"x34" x 1 %" Tee screwed,
extra heavy . . . . . . . . . . . . . .
1%"x1 %"x 1" Tee screwed,
extra heavy . . . . . . . . . . . . . .
1 %"x1”x 1 %" Tee screwed,
extra heavy . . . . . . . . . . . . . .
1%"xl "x1 %" Tce screwed,
extra heavy . . . . . . . . . . . . . .
1 %"x 1% "x 1 %" Tee screwed,
extra heavy . . . . . . . . . . . . . .
1 %"x 1”x1” Tee screwed, ex-
tra heavy . . . . . . . . . . . . . . . .
1 %"x1”x}/4” Tee screwed,
extra heavy . . . . . . . . . . . . . .
1 "x1”x1” Tee screwed, ex-
tra heavy . . . . . . . . . . . . . . . .
34” x 34” x 34” Tee screwed,
extra heavy . . . . . . . . . . . . . .
2”x1 %"x2"x54” Cross,
screwed, extra heavy.
1”x 34” x 34” x 34” Cross,
screwed, extra heavy.
(Continued on next page)
eng., aux. oil pumps 6, sea
Dulln 13. chest 2, evap.
J 153 1 3” Sta. Ell-Boss, 194” P. T. C.I... Exh. from steer. ſeed pump 2,
eng., aux. oil - generators 5.
Duill p, J 80 1 34” Ell 45° scr'd., ex. h’vy. C.I... St. to sea chest.
J 154 1 3” Stol. Ell. . . . . . . . . . . . . . . . . C. I. . . Exh. from steer. J 81 3 }%" Ell 90° scr'd., ex. h’vy. C.I... Drain from st.
c11g. line to feed and
. Ell-Boss, 1 %" P. T. Exh. from fire filter tank.
and bilge pump, S3 2"x2" x 34” Tee scr'd., ex. h’vy St. to generators.
eng. room bilge fuel oil pumps
Dump. and heaters.
1 Tee-Boss, 1 %" P. T. C. To aux. cond. J 124 2"x 1% "x 34” Tee scr'd., extra
1 C. Exh. to atmosph. heavy . . . . . . . . . . . . . . . . . . . . St. to generators,
2 C. Aux. exh. line. . #: pumps
!, Xil. main 3 Il eaterS.
l C. *.d. to 31 J 84 2” x 1 J%”x2” Tee screwed, ex-
1 C.I. Exh. to fee d tra heavy . . . . . . . . . . . . . . . St. to heating
water heat. SyS., ejector
Exh. from main CVap., etc.
circ. p u m p , J 125 2"X 94"x2" Tee screwed, ex-
cond. p u m ps, tra heavy . . . . . . . . . . . . . . . St. to evaporator,
gelleratorS. ejectors.
Exh. from ford. J 85 1 %"x 1 %"x1%" Tee screwed,
St. to main feed
pumps 3, ford.
heat coils 1.
St. to ballast
manifold, Sea
chest.
St. to heating
sys., main cond.
St. to san. and
fresh w a t e r
pump, ice ima-
chine.
St. to fuel oil
In 11 m p s a in
heaters.
St. to air ejec-
tors.
St. to fuel oil
heaters.
St. to . sanitary
and fresh wa-
ter pump.
St. to condensate
Dunn pS. -
St. to ſuel oil
pumps.
St. to e V a D . ;
ev a p. feed
pump, sea chest.
St. to fuel oil
pumpS.
628
AUXILIARY STEAM AND EXHAUST PIPING, TURBINE INSTALLATION
9,000-TON D. W. FREIGHTER
For Arrangement Plans See Plates XLVII and XLVIII—Opposite Page 630
LIST OF SCREWED FITTINGS FOR ONE SHIP--Cont'd. LIST OF SCREWED FITTINGS FOR ONE SHIP--Cont'd.
trans. Dum D.
(Continued on Next Page)
Pc.No. No. Pes. Name. Mat’l. Remarks. Pc. No. No. Pes. Name. Mat’l. Remarks.
J 97 120 ft. 2” Pipe, extra heavy . . . . . Lap St. to main circ. J 120 72 ft. 1 %" Std. pipe . . . . . . . . . . . W.I. . Exh. from fuel
welded pump, injector, oil pumps, aux.
steel evap., blowers, oil pump. san.
ballast pump, f. 1) unl D, en ç. r.
& b. p u m p , bilge pump.
for d . he at J 121 44 ft. 1" Stol. pipe. . . . . . . . . . . . . W.I. . Exh. from evap.
co i 1 s , gener: feed pump, fuel
ators, fuel oil oil pumps.
pumps and heat- J 122 3 ft. 34” Std. pipe . . . . . . . . . . . . W.I . . Exh. from fresh
ers. water Dum D.
J 98 108 ft. 1 %" Pipe, extra heavy . . . I.ap Main feed pumps, J 123 1 2" Union . . . . . . . . . . . . . . . . . M.I . . Exh. from aux.
welded ballast manifold, air a n d circ.
steel aft , heat. coils, Dump
fuel oil pumps J 349 1 1 %" Union . . . . . . . . . . . . . . . M.I . . Exh. from ic e
and heaters. In a C
J 99 54 ft. 1 %" Pipe, extra heavy . . . Lap St. to air ejec: J351 1 ft. 0” 94.” Sta. pipe (iron
welded tors, fuel oil pipe size) . . . . . . . . . . . . . . . . Brass. St. to Main sea
steel heaters, fuel oil chest.
trans. p u m p : J352 1 ft. 0” A " Std. pipe (iron
aux. air and pipe size) . . . . . . . . . . . . . . . . I}rass. For St. gage Pe.
c1rc. pump, san. No. J350.
a n d . W. J. 133 1 1% "x1 1/4” x 1% "xy/, " Cross
ºi..." a 1 11 screwed . . . . . . . . . . . . . . . . . . C.I... St. to heat, system.
g I.1 34 I l V.”x1 1/4” x1 14” T ‘’d. . . (T.I. . . St. . SV Stelm.
J 100 164 ft. 1" Pipe, extra heavy . . . . . Lap St. to feed wat. I_1 35 1 º: º es wº C.I s to heat. system
welded he at . c on d . * . . * * * % N. X e6 Sc1 eV eCl . . . . ..I. . . St. to heat. system.
steel pu m n s , a sh I.136 1 1 %" Std. Ell 90°, screwed,
hoist, ice mach., extra heavy . . . . . . . . . . . . . . C.I... St. to heat. system.
º . º: I. I. 37 2 1% Stol. Ell º, screwed. C.I... St. to heat. system.
oil heats. and I , 1 38 5 154" Std. Ell 90°, screwed. C.I... St. to heat. system.
pumps, eng. r. I. 139 2 154" Stā. Fll 45°, screwed. C.I... St. to heat. system.
«» bilge pump. 1.140 1 1" Stol. Ell 90°, screwed. . . C.I... St. to heat. system.
J101 48 ft. 34” Pipe, extra heavy . . . . Lap St. to fuel oil 1. 141 1 1 %" Union . . . . . . . . . . . . . . . M.I . . St. to heat. system.
welded pumps, e v a p . A pr º
steel feed pump, sea L142 2 1 %" Union . . . . . . . . . . . . . . . M.I . . St. to heat. system.
c h e s tº , gener- I.143 20 ft. 1 %" Std. pipe, black. . . . . Lap St. to heat. sys-
at OrS. welded tem.
2 1/, // Pip w & © a s La St. to ſresh wa- gºw A fp & steel
J102 12 ft. W." Pipe, extra heavy wººd ter pump, drain I.144 72 ft. 1 ºf " Std. pipe, black. . . . Lap St. to heat. sys-
steel from it tº to wººd tenn.
f. and f. tank. Stee
g L145 8 ft. 1" Stā. pipe, black. . . . . . . . " . SYS-
J 104 4 1%." Union, extra heavy . . . . M.I St. to main feed (1. D11) e 4C wººd sº heat. sys
pumps 1, bal- steel g
#. mº, a '. j.150 1 1 %"x1%"x1 V4"x 4” Cross
. 2 | e º screwed . . . . . . . . . . . . . . . . . . C.I. St. to heat. system.
* g & I 15 1 ft. ()”. 14" Std. pi o e
J105 2 iſ 4" Union, extra heavy . . . . M.I.. St. to aux. air 5 ; A.! tol. pipe (iron pipe 7 º’ =
4. size) . . . . . . . . . . . . . . . . . . . . . Prass. St. to heat. sys
and circ. pump tem, gage PC
- - 1, sea chest 1. No.” LT33 s
J106 6 1” Union, extra heavy. . . . . . M.I.. St. to aux, oil I-153 5 ft. 0” 1 %" Pipe, ex. heavy. Lap
pumps 3, fresh welded
wat. heat; 1, steel.
main cond. 1, IN 342 1 ft. 0” A " Std. pipe (iron pipe
. ice mach. 1. size) . . . . . . . . . . . . . . . . . . . Brass. For St. gage Pe.
J 107 5 34” Union, extra heavy. . . . . M.I St. to generators No. K341.
- 2, f u el o i !
o
* * * LIST OF PIPES FOR ONE SHIP
J108 2 2%" Std. Eu 90°, screwed. C.I... Exh. from gen- J201 1 6" Pipe, extra heavy. . . . . . . Lap Aux. steam.
erators. wººd
St Gee I.
J109 8 2° Stol. Ell 90°, screwed. . . C.I. . . Exh. from cond. J202 1 4” Pipe Std. . . . . . . . . . . . . . . Lap Aux. steam.
pumps 4, aux. º welded
air and circ. steel
- mp 4. . * *
pu º I 203 1 3%" Pipe Std. . . . . . . . . . . . . . Lap St. to b a l l a st
J110 12 1 %" Std. Ell 90°, screwed. . C.I... Exh. from ice welded punip, blowers,
mach. , 5, ash steel. etc.
hoist 3, fuel oil J204 1 3%" Pipe Std............ ... Lan St. to b a l l a st
- trans. pump 4. welded pump, blowers,
J111 11 1 %" Std. Ell 90°, screwed... C.I... Exh. from san. steel. etc.
pump 3, aux. J205 1 3%” Pipe Std. . . . . . . . . . . . . . Lap St. to heating
oil . pumps 3. welded sys., evap., etc.
fuel oil pumps steel.
3, eng. r. bilge J206 1 3” Pipe Std. . . . . . . . . . . . . . . Lap St. , to blowers,
pumps 2. welded ash hoist, Ford.
J1 12 1” Std. Ell 90°, screwed. . . C.I... Exh. , from evap. steel. heat. coils.
feed pumps 6, J207 1 3” Pipe Std. . . . . . . . . . . . . . e Lap , St. . to . blowers,
fuel oil pump 1. welded ash hoist. Ford.
J113 34” Std. Ell 90°, screwed. . C.I... Exh. from fresh tº Steel. heat. coils.
% S water pump. J208 1 3” Pipe Std. . . . . . . . . . . . . . . . Lap , St. . to blowers.
J114 2"x2"x2" Tee, screwed. . . . . . C.I... Exh. from cond. wººd ...hº. Ford.
pumpS. py. Tº = Steel. e3 t. COI IS.
ºp p? ... ºn 99 & J209 1 3” Pipe Sta. . . . . . . . . . . . . . . ap St. to san. & f.
J1 15 15% "x194”x2” Tee, screwed. . C.I... Exh. , from ice welded w. pumps, steer.
mach., san, and steel. eng., aux. oil
. W. pumpS. pump, aft heat.
J 116 1%"x194”x 34” Tee, screwed. C.I... Exh. from , fresh & coils.
water and san. J210 I 3” Pipe Stol. . . . . . . . . . . . . . . . Lap St. to san. & f.
pum])S. welded w. pumps, steer.
J 117 1%"x1”x1” Tee, screwed.... C.I... Exh. from fuel steel. eng., aux. oil
oil pumps. pump, aft heat.
J1 18 30 ft. 2” Std. pipe. . . . . . . . . . . . . W.I Exh. from cond. & coils.
• pumps, aux. air J21:1 1 3" Pipe Std. . . . . . . . . . . . . . . * Lap St. to san. & f.
and circ. pump. welded w. pumps, steer.
J119 54 ft. 1 %" Std. pipe. ... . . . . . . . W.I.. Exh. from ice steel. eng., aux. oil
- m a ch , , , a sh pump, aft heat.
hoist, fuel oil coils.
6
AUXILIARY STEAM AND EXHAUST PIPING, TURBINE INSTALLATION
J212
J213
J231
J238
J239
J241
J242
9,000-TON D. W. FREIGHTER
For Arrangement Plans See Plates XI.VII and XLVIII
Opposite Page 630
LIST OF PIPES FOR ONE SHIP--Continued
Pc. No. No. Pes.
l
Name.
3.” Pipe Std.
3” I’ipe Stol.
2%"
2%"
294"
6”
6 29
5”
Pipe
Pipe
Pipe
Pipe
Pipe
Pipe
Pipe
Pipe
Pipe,
Pipe,
Pipe,
Pipe,
Pipe St
Pipe St
tº Xtra
cxtra
extra
eXtra
C Xtra
m a s = a + & e s = s. s 6 & g
* e 6 tº e s is is a 3 º' tº º & tº
* * * * * * * * * * * * * * *
* * * * * * * * * * * * * * *
* * * * * * * * * * is º e s 2
• * s s e s a s s e s , s , e.
* * * * * * * * * * * * = r =
* * * * * * * * * g e º e = s.
* * * * * * * * * * * * * * *
* * * * * * * * * * * s s a m
* * * * * * * * * * * * s a s
* * * * * * * * e s p a s a e
* * * * * * * * * * * s e s s
• * * * * * * * * * * * * g e
Mat’l.
J.ap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Tap
welded
steel.
Flap
welded
steel.
I.ap
welded
steel.
Ilap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Copper
No. 9.
Copper
No. 9.
Copper
No. 9
Copper
No. 9.
Copper
No. 9.
Copper
No. 10.
Copper
No. 10.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
• teel.
Lap
welded
steel.
Lap
welded
:,teel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
steel.
Remarks.
St. to steer. eng.,
aft heat. coils,
aux. oil pump.
St. to steer. eng.,
aft heat. coils,
aux. oil pump.
St. to B a l l a st
pump, aux. air
and circ. pump,
fuel oil trans.
Duill D.
St. to B a l l a st
pump, autx. air
and circ. pump,
fuel oil trans.
Duin D.
St. to f. & b.
pump, eng. r.
bilge pump bal-
last man., Sea
chest.
St. to blowers,
ash hoist.
St. to blowers,
ash hoist.
St. to feed wat.
heat., air ejs.,
cond. D u in D S ,
main circ. pump.
to air ejs.,
c on d ... pumps,
main c1rc. pump.
St. to c on d.
p.u m ps, main
Circ. pump.
St. to c on d .
p u m p s , main
circ. pump.
St. to injector,
generators, fuel
oil pumps and
heaters.
St. to whistle.
St. to whistle.
S
... to whistle.
t
S
t
... to whistle.
S
t
... to whistle.
S
t
... to whistle.
S
t
... to whistle.
Exh. to
phere.
atmos-
Exh. to
pliere.
Exh. to
plmere.
Exh. to
phere.
atmos-
atmos-
atmos-
Exh.
cond.
to a u x .
Aux. exh. line.
Aux. exh. line.
Aux. exh. line.
Aux. exh. line.
Aux. exh. line.
Exh. to feed wa-
ter heater.
Exh. from aft
deck m a ch . .
Steer. eng., etc.
LIST OF PIPES FOR ONE SHIP Continued
Pe. No. No. Pes. Name.
J243 1 5” Pipe Stol . . . . . . . . . . . . . . .
J244 1 5” Pipe Std. . . . . . . . . . . . . . .
J245 1 5” Pipe Std. . . . . . . . . . . . . . .
J246 1 5” Pipe Stol . . . . . . . . . . . . . . .
J284 1 5” Pipe Std. . . . . . . . . . . . . . .
J247 1 3” Pipe Stol . . . . . . . . . . . . . . .
J248 1 6" Pipe Std. . . . . . . . . . . . . . .
J249 1 6" Pipe Stol . . . . . . . . . . . . . . .
J250 l 6” Pipe Stol. . . . . . . . . . . . . . .
J251 1 5" Pipe Stol . . . . . . . . . . . . . . .
J252 1 5” Pipe Std. . . . . . . . . . . . . . .
J253 1 4%" Pipe Stol. . . . . . . . . . . . .
J254 1 4%" Pipe Std. . . . . . . . . . . . .
J255 1 4%" Pipe Sta. . . . . . . . . . . . .
J256 I 4%" Pipe Std. . . . . . . . . . . . .
J257 1 4%” Pipe Std. . . . . . . . . . . . .
J258 I 4%” Pipe std 6 * * * * * * * * * * * e
J259 I 4%” Pipe Stol. . . . . . . . . . . . .
J260 1 4" Pipe Stö. . . . . . . . . . . . . . .
J.261 1 4” Pipe Std. . . . . . . . . . . . . . .
J262 1 4” Pipe Stol. . . . . . . . . . . . . . .
J263 l 3%" Pipe Std. . . . . . . . . . . . .
J264. 1 3%” Pipe Std. . . . . . . . . . . . .
J265 1 3” Pipe Sta. . . . . . . . . . . . . . .
J.266 1 3” Pipe Std. . . . . . . . . . . . . . .
J.267 1 3” Pipe Sta. . . . . . . . . . . . . . .
J268 2 2%" Pipe Std. . . . . . . . . . . . .
J269 1 2%” Pipe Sta. . . . . . . . . . . . .
J270 1 2%” Pipe Std. . . . . . . . . . . . tº
Mat’l.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
s, teel.
Lap
welded
steel.
Lap
welded
steel.
!-ap
welded
steel.
Lap
"welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
steel.
Lap
welded
stcel.
Lap
welded
Steel.
Lap
welded
steel.
Lap
welded
steel.
(Continued on Next Page)
Remarks.
Exh. from main
C1rC, pli Inn D.
from main
Inu imp.
Exh.
C 1 TC.
Exh. from main
C1 TC. p u m p ,
cond. pump.
Exh. from Ford.
dk, mach., ash
hoist.
Exh. from Ford.
dk, mach., ash
hoist.
Exh. from Ford.
dk. mach., ash
hoist, blowers.
Exh. from Ford.
dk. mach., ash
hoist, blowers,
fuel oil pumps.
Exh. from Ford.
dk. mach., ash
hoist, blowers,
fuel oil pumps.
Exh. from Ford.
dk, mach., ash
hoist, blowers,
fuel oil punlps.
Exh. to L. P.
turbine.
Exh. to L. P.
turbine.
Escape from port
boiler to atmos-
phere.
E s cap e from
port boiler to
atmosphere.
Escape from cen-
ter b o 1 l e r to
atmosphere.
Escape from cen-
ter b o i ! e r to
atmosphere.
E. s.c., a p e ... from
st’b’d. boiler to
atmosphere.
E. s.c. a pe ... from
st’b’d. boiler to
atmosphere.
E. s.c. a pe ... from
st’b’d. boiler to
atmosphere.
Exh. from evap.
to main cond.
Exh. from evap.
to main cond.
Exh. from evap.
to main cond.
Exh. from
mach., san.
W. pumpS,
steer. eng., aux.
ice
oil pump.
Exh. from ice
mach., san. &
º W. pumpS,
steer, eng., aux.
oil pump.
Exh. from steer:
eng., aux. oil
Dunp.
Exh. from steer.
eng., aux, oil
punlp.
Exh. from blow-
erS.
Exh. from gener-
ators.
Exh. from gener-
ators.
Exh. from gener-
ators.
630
2nd Dzck .
E-T E FIE-L-T-C
J209
K327
=S “’s,
Serrſing 7ank
| Enginz Room Floor-
|--
* J29
Jº Air £ectors-T
J 3/
| | #$! rosec/ Chronometer
2 of ec º: Valve-T |>Feed Ware-heater
| ||7-3-i- ~ - 3 -
l - Jank Joo-y
VAvapora,for
Aeed Aymo
Fºerſºn, J35'
H
J75
Feed and 93%
J174
J21% gig jiši
J273
J75
J78
J170
J
Aſire and/
Bilge
J120
J|8.
Ang Koomſ.
Bilge
ELEVATION OF ENGINE ROOM
Portside. Looking Outboard
Chronometer
02erafing *—
- Va/ve
2nd Deck
J99 J42
vº. Cona.
U105
J05
J77
J75 Avr. Aſrana
Circ. Avrmp
J19| J99
J55
J65
J77
5a//ast Avmp
Ave/0/
J104 - Trans.Amp
7ank
85 8? 80 78 ig" 74
ELEVATION OF ENGINE ROOM
Stba Side, Looking Outboard
J78
J100
Serfſing Yank
Jill
J|20 J78 J
J100
J547 J200
J Exhavsf J/54-
from Steering
J02 Engine
J129
J58
- Steam to Steering
AvX.0/Avrmp Ángine and aff
Aðating Co.'s
Engine Room Floor-
72 70
Boot Dock
i
i
Bridge Dzc
------, +---------------------------------
- - -1 - -] -
- -
Sfeam fo Deck
Machinery
K$4.
L–5xhaust from
Deck Machinery
|-
Back Aressure
\44 2nd Deck
J|05
• Main Cona.
~~ *--
Aresh Warer
Avrºp
ſh; #42 ºrbine
{{#PIOrbine
- º:
Areavction Gear --- {{ . .
1 \
L. i.”
T F-2.2 2-2- F. -
£ngine Aoom Floor Main Circ.
Tank Top
TO 72 74 76 --
ELEVATION OF ENG!NE ROOM
* Looking to Port
L|40
L145 || || NL144
X257
~n J47
Valve
244
J109 –
U78
J100
18
Lºlº Jiā6
J|48
Boss for 34"
Aze
º
J97
ARRANGEMENT OF AUXILIARY STEAM AND EXHAUST
PIPING, TURBINE INSTALLATION
9,000 TON D. W. FREIGHTER
Conaensafe Aumps
J732?
J
J229 J||0 \ J110
49,920
11] -- Jill
J70
128
U224 J J98'J76
J22% 4 St.
3"Jup/ex J
Safety
/ 65
Va/ve J79
Tj 89 - || |
A/e/0//
Æeafers
/*S*
Governor. J 85
/
Vaſve J Jll?
J08 104
J79 J07
J182—
Water Tube Boiler
Ave/0//
Avmps
... Aire Room Floor—A
- I - *
& " sº- T20 9? 93
ELEVATION OF FIRE ROOM
Stba Side Looking lnbd
t













PLATE XLVII
C. ^ C, C
vº --—--------, –––Eas º
T - Chronomere- - K558 "L!-K540
| - ||
- - - J|5|| -
2nd. Dzck - 20188 (91ſt Autº - - --
f - – ZººZºº ºli
| H 㺠Jº. JT15, - s 2-J105 - - =º
J42 tº - --- tº-ºn - |
- *—Hº: --— f - **ſa. - - JII?’
lººſ- Lºs º: N]]
ſº º * º J240'6"Exh
ºf Jºº 24'Exh =====.
- *****==
42, \|-Jºſé FBack Pressure
-
\ Cond / º; Va/ve Jøl 2/coolers
- Z tº J5 Jø5 |
2 & 2, ſ: #Exhausfjie |
- iſ º: # £x º | Main cond
*-* ALT --- !
ſ.ſ., Joº-yº: |J155 º; 3'Exh j. uſes
- * - º- Jø5 Jl JA85, -- x/7. --
º) iſ fºr July 4' ×hy Jºo, J|| lſº **** 33%
* J78, - Titi.iº. ETH TII -
AºA' | –” JT –H–H * * ~J15 \J[4–
|aligº Lº //St. |-|| || || “...Tº º
Pump + |y|Exh. J100-" 3. ſ.5% J112
*-al-Jøl - P: Jºž J154 4StoAft| 3:… ºf-too-
rºl in - U129 Heatingſ, sº 4 Słuº-
"l-Lº- Ave/0// || || | º System 4'Exh-ſº
H /* Aump º 45 W. H. º Jø5-4
U110 . . . J78 l /Joor - -
J180-l.l…jºs ſº - | J78—º:
-- L
t — C. | AvX.0/Pump – * /sºo’
ſl H_ _ - - - -- ransfer Heer -
|- - l Č, |
| 's
Jank Zoo) {3,
£vapora for Aeea Aymp
- ---------------
Aeea and/Aſ/fer 7ank - -
J178
ºw 77.
-Air 5
wº Tube Boiler
| ºn 3 | Coa/
Serrſing 7ank N r -
20 Main Feca
^
147 J75 J97
--- jš5-3- J
J174) -
Super-Heafer
J224
3"Duplex
Safety Valve, |
-—
J7
Aresh - Main Cona.
Wafer JTF -----
Pump 8 J158 Aumps J187° IJloë 3
180 J185. o
--
* 23.cºg |:
Llë8 raft ºn Fº
J189 - ---- ->
J cc
Jol 15 J -/7/ec/or
Verif f - J ſº /
ro/77 --- —/
- J49 &ck J75 H
Jeck Machinery Valve 2% J56 H J284 /
-- -- / | | | ~
sº - -
Æ L'A4 Mach/ grº-F# Z.A. |||ſ/TX.2–
-Cross acn//7er -
U265 J/ 7./rb/ne J70
Sys. A
43+ to Hear |
J70 *—. J180 J258
- J276 J98
§: A'eavction Gear Constant Pressure
- Va/ve - J18-y Ash Hoist
--- + J189 J185
& Stöd £or, ºhausſ frºm £of Ships J48 J \
Steering #ngine - – 3) Tº - - + is "T3". Tº ---
- SECTION AT FR, NO.78 2- Steam fosteering - J78 ‘ll--- J45 J184 - J100, Jø5-, *.
~ - Anaſ, d O J
| L|43 Lookina Aft ſlºgº.º.º. Jøl
/"Exh. L144 9 - | Heating CoſsJ - ~ Chronomefer Va/ve J173 || || R. J|19
| n -
H–, - &nd Dzck__ # *- *—ººl || 144414 *—---- - —º-fº-Hº- J191),J167 |-- Aft J106—f T - - - -
|| || 1– J175, J75, J|2% J|12, /ſ/ſ2/J11? # LIº9 J150 --- Jiàºjī3 I\,.…JEZºº - --- | J7%
T - Tr i -—ºf --- -
lvº. ===HHHH =#### - © ºf A Hººl "Twº
|| || 977 ºn - *E.HEH Hºſºkºłº ſº UIOI'J19. Tºs. /navcea.
| |, … tº §[Hº-Hſº HH == zºº’ſ - Draft Aarºl
|A/rºyectors- K525+HB K555-J20H +\{-|| –– ‘J131);
J205 v24. II ºn º
_lº fºllºſiſ ſº |^43 J285 ſt- Constan'ſ J2047 Jºz) J54. ---
J77 - - - Frº.”- tº NJ251 \! - - C –-J AA’70/-b/ Verº
| | # =#| |A|. ſº º, . ºf Jigº Aressure Va/ve J.21 '3 A 70//-bºne Super-Heazer - -T- J7% e
978% WTºjſilºſº.º. {-jºi ºvº H 07 J208 z - --- -
—t Jø5 33% lift ºf Kºº ºr—J48 Wenfº-> Jº IC - - - - - - - - - - - - - - tº i ſ- - -
Aeed Wafer JJ78 - &ºr; §: if - H.J144 | s - (6) : J259 -
//eafe- jº. ES J15 | \{-JI75 | ; - Too
J100-Hº J71 N. - | Main ‘’’ 10 1--—--- i. -
Chronometer Vaſ, º: --- Jrain to feed | |Cond / - H iHH t—- l Awm2 - J
J58 245 and/A//er/artkº II Cond / - J281 H-J275
| |#3r =a ºs-àH. Rººz80 ! / / Jºſé, Generator N- Ji?0-4%xh Opera: £ng. Room Bilge J70
4. J10LJ35 TLZ’ ă J148&S | - = SJ.J75 - -J 120-/: tx/7. perating -
| l' J191 L - n *— EHF | - 4.
Hºt ºzºr- ºf Jiàºjö |Hºllº. J109 29-33 | - Nº J.5% lº)&6 J101, J79, }J79 Jill %-ps: Aoa - - Aomo - †
|Jº e L - H T II I - H T. º J78 - -*— H -- º J80 | - J200 J91- §
| |U||2 |. 7 J177+\º-Jr., \U19'J244 - - ºr- J137’v76 RH-J191 Jø5- J
08 4.8% J18%. - - = F-? H=P jºi’ſº:33-ru% | J250 †. Ave/0//
182 fº J39 *nzº NJ55|-|-JIOO J5% ºf "T" --- - r ! l J179 A'earers
| |Rºſſlé8 jºſ TS1|||||25 || ||"St. 2-, -- ... º.1 TTTTT.J% |
| || | 4-J97 || Aeed/and/ % ||||Kisºſ ||J&s Zº `s A / I-4-------- //A70/rb/ne l/J%, /7Fe anal. || || || || 2 Ba//ast Jº-º; Ave/O// Super-Hearer Ave/0// J|0|
| ||TFSJ13)||J56 | Fre-ſank a//7 \ / yº. :...” &@eAmºl || || || || ||A 3 --tº weſ L//
| || 4 ! #erſank Aeed | - *J73 W | ØN # *Hºllºlºl " …, J. Trans. Aymp J174 Avrnps
- - T." ºr OP- - E - - - E Eºs -º-º-º-º: IOT Z. 12!
lº *: ,-Pomps-, g|~$º t {9} Je.-: J78 fºll—- 3a/º J185 - - -
| Hºjš-š J-V | [ ][ ][ ][H] 357, J||0\ |J119, J
| * Sº ^^N L.A'70/rbine £ngine £oom 21 —º Manſfo/a *** **
| |k+-992 - Allº!…J78 --- Bige Pump H+H.” º acº -
ſo vaporato º - - - .* Cz/ve
; Seº"-TT Hººn, ºr Engine Room floor - * J45 J77 J Jø7
5vaporator J73’ J18 / Sert/ºng ſank J|12
Aeed'Avrºp Conaensafe
º | Avrnps Tank Top)
L º, / J70 Coa/
( ) l
.S. J --
—c A - -> 3"Dup/ex
3 O |O O O . . . . . wu i z º. ºv É. Chur
*- ana -- Safety U7e
tº Port § Avmp -
SECTION AT FR. NO 78
Looking Ford
PLAN
ARRANGEMENT OF AUXILIARY STEAM AND EXHAUST PIPING, TURBINE INSTALLATION
9,000.TON D. W. FREIGHTER
Bridge Dock
2nd. Dzck
J
_____3'002/ex Safety/a/ve
~" J
Water Tube Boiler
Aze/0/A/earers
Ji?0
Governor
Valve
J100
IIT
J79
Aºre Æoorn A/oor
BS?bd.
Voſ as a Ta as
boot Dock
£xhaus; from
Jeck Machinery
and Ash Hoſs?
J284
18 J257
190
J19 J
- -
35% J184
J98 Water Tube Boiler
J98
Steam to Heating Coils U104
\
* OOOOO
Tank Top
SECTION AT FR.N.O.93
Looking Aft
&
§
Mo in Deck
---- --------
Watzr Tube Boiler
C C C C C C \O.
OOOOO ||
l
ort


















































































































PLATE XLVIII
AUXILIARY STEAM AND EXHAUST PIPING, TURBINE INSTALLATION
9,000.TON D. W. FREIGHTER
For Arrangement Plans See Plates XLVII and XLVIII
Opposite Page 630
LIST OF PIPES FOR ONE SHIP-Continued
Pc.No. No. Pcs. Name.
J271 1 2%" Pine Std. . . . . . . . . . . . .
J272 - 1 2%" Pipe Stol . . . . . . . . . . . . .
J273 1 2%" Pipe Std. . . . . . . . . . . . .
J274 1 2%" Pipe Std. . . . . . . . . . . . .
J275 1 2%” Pipe Stol . . . . . . . . . . e is a
J276 1 2%” Pipe Stol . . . . . . . . . . . . .
J277 1 2%" Pipe Std. . . . . . . . . . . . .
J278 2 2%" Pipe Std., distance piece
J279 1 2%" Pipe Sta. . . . . . . . . . . . . .
J280 1 2%" Pipe Sto. . . . . . . . . . . . . .
J348 1 6" l’ipe Stol. . . . . . . . . . . . . . . .
K329 1 4%" Pipe Sta. . . . . . . . . . . . .
K330 1 4” Pipe Stä . . . . . . . . . . . . & e &
R 331 1 4” Pipe Std. . . . . . . . . . . . . . .
K332 1 4” Pipe Std. . . . . . . . . . . . . . .
K333 1 4” Pipe Std. . . . . . • e º 'º s e e s >
K334 1 4” Pipe Stol . . . . . . . . . . . . . . .
K335 1 3%" Pipe Sta. . . . . . . . . . . . .
K336 1 3%" Pipe Stol. . . . . . . . . . . . .
K337 1 3%" Pipe Std. . . . . . . * * * * * *
K338 1 31%" Pipe Std. . . . . . . . . . . . .
K339 1 3%" Pipe Std. . . . . . . . . . . . .
K340 1 4%” Pipe Std. . . . . . . . . . . . .
K341 1 4%” Pipe Std. . . . . . . . . . . . .
LIST OF FLANGES FOR
J171 2 6" Std. flange. . . . . . . . . . . . .
J172 2 4° Std. flange. . . . . . . . . . . . .
J173 6 3%" Std. flange...........
J174 16 3” Std. flange.............
J175 20 2%" Std. flange...........
J176 7 2" Std. flange scr'd, ex. h’vy
Mat’l. Remarks.
Lap Exh. from gener-
welded ators.
steel.
Lap Exh. from gener-
welded ators.
steel.
I ap Exh. from fire
welded and bilge pump,
steel. eng. room bilge
Duril D.
I.ap Exh. from fire
welded and bilge pump.
steel.
Lap Exh. from ballast
-velded pump.
steel.
Lap Exh. from blow-
welded ers.
steel.
Lap FXh. from blow-
welded ers.
steel.
Lap Exh. from fire
welded and bilge pump,
steel. ballast pump.
Lap Exh. from main
welded feed pumps.
steel.
Lap Exh. from main
welded feed pumps.
steel.
I.ap Exh. from main
welded circ. p u m p ,
steel. cond. p u m p .
generators.
Lap Steam to d e c k
welded mach.
steel.
Lap Steam to d e c k
welded mach. Ford.
steel. '
La Steam to de c k
welded mach. Ford.
steel.
Lap Steam to de c k
welded mach. Ford.
steel.
Lap Steam to d e c k
welded mach. Ford.
steel.
Lap Steam to de c k
welded mach. Ford.
steel.
Lap Steam to d e c k
welded mach. aft.
steel. -
Lap Steam to de c k
welded mach. aft
steel.
Lap Steam to d e c k
welded mach. aft.
steel.
Lap Steam to d e c k
w elded mach. aft.
steel.
Lap Steam to d e c k
welded mach. aft.
steel.
Lap Exh. from deck
welded mach. aft.
steel.
Lap Fxh. from deck
welded mach. aſt.
steel.
ONE SHIP
Forged IFor pipes, J20 l.
steel.
Forged For pipes, J202.
steel.
Forged For pipes, J203,
steel. J204, J205.
Forged For pipes. J206,
steel. 207, 2 *
j209, j 2 1 0
J 21 1 , J212,
J213.
Forged For pipes, J214,
steel. J 21 5, J216,
217, J 21 8,
2 19, J220,
221, J 22.2,
J223
Forged St. to main circ.
steel. pump 1, blowers
2, evap. 1, inj.
1, ballast pump
1, fire and bilge
pump I.
LIST OF FLANGES FOR ONE SHIP--Continued
Pe. No. No. PCs. Name.
J 177 2 1 %" Std. flange scr'd, ex.
heavy . . . . . . . . . . . . . . . . . . . .
J 78 2 1 14” Stol. flange scr’d, ex.
heavy . . . . . . . . . . . . . . . . . . . .
J179 5 1" Std. flange scr'd, ex. h’vy
J 180 1 1/4” Spec. flange scr’d, ex.
heavy . . . . . . . . . . . . . . º e º º s e
J 181 1 1" Spec. flange scr’d, ex. h’vy
J182 3 34” Spec. flange scr'd, ex. h’vy
J 198 14 2" Stā. flange. . . . . . . . . . . . . .
J 183 3 8” Stol. flange scr’d. . . . . . . . .
J 184 6 7” Stol. flange scr'd . . . . . . . . .
J 185 20 6” Sta. flange scr’d. . . . . . . . .
J186 18 5” Stol. ſange scr’d. . . . . . . . .
J 187 14 4%" Std. flange scr’d. . . . . . .
J 188 6 4” Std. flange scr’d. . . . . . . . .
J 189 4 3%" Sto. flange scr’d. . . . . . .
J190 6 3” Std. flange scr’d. . . . . . . . .
J 19.1 26 2%" Stā. flange scr’d. . . . . . .
J 19.2 2 2" Stā. flange scr’d. . . . . . . . .
J 193 l 1 %" Std. flange scr’d . . . . . . .
J 194 2 2%" Spec. flange scr'd. . . . . .
J 195 1 1 %" Spec. flange scr’d . . . . . .
J 196 1 1 %" Spec. flange scr’d. . . . . .
J 197 3 1" Spec. flange scr'd . . . . . . .
J 32 4 2" Std. flange scr’d. . . . . . . . .
K325 2 4%" Sta. flange. . . . . . . . . . . .
K326 10 4” Stol. flange. . . . . . . . . . . . . .
K327 10 3%" Stol. flange. . . . . . . . . . . .
IK328 4 4%" Stol. flange scr’d. . . . . . .
Mat’l.
Forged
steel.
Forged
steel.
Forged
steel.
Forged
steel.
Forged
steel.
Forged
Steel.
J3raz.
metal.
C.I.. .
Ferro-
steel.
Forged
steel.
Forged
steel.
Forged
steel.
C.I.. .
Remarks.
St. to main feed
|)111111) S.
to air ejec-
to rS.
St. to c on d .
pumps 2, fuel
oil heaters 2,
ash hoist 1.
St. to fuel oil
transfer pump
(furnished with
pump). .
St. to en g in e
room b i
p 11 m p
nished
pump).
St. to 2"
oil pumps,
e V a D .
p u m p
nished
pump).
I'or pipes, J224,
J 2 25, *
J227, J 22 8 .
J229, J230.
Ifor pipes, J231,
J232.
fuel
11,
e e d
(fur-
w it h
For pipes, J233,
J234, 35.
For pipes,
J 23 7
J239,
J 24 7,
J 24 9 ,
J348.
For pipes, J241,
2 , J243,
J244, J 2 4 5 ,
J 2 4 6 . J284
J251, J252.
For pipes, J253
J , J255,
J256, J 25 7,
J258, J259.
For pipes, J260,
J261, J262.
For pipes, J.263,
J264.
J265,
J267.
J268,
For pipes,
J266,
For pipes,
Fxh. from cond.
Dunn DS.
Exh. from
hoist.
Exh. from ballast
pump, fire and
b il ge pump
(furnished with
plump).
Exh. from fuel
oil trans. pump
(furnished with
pump).
ash
Exh. from eng.
room b i ge
p u m p (fur-
nished w it in
pump).
Exh. from 2
fuel oil pumps,
1 evap, feed
p u m p (fur-
inished w it h
pumps).
St. to gen’s., fuel
oil, pumps and
heaters. -
For pipe, K329.
For pipes, K330,
K331, K 3 3.2 .
K333, K334.
For pipes, K335,
K336, K 33 7,
K338, K339.
For pipes, K340,
K341.
631
ARR'G'T OF DECK MACHINERY, PIPING AND FIREMAINS
No.
Pes. Name
1 3%" Globe stop valve extra
heavy fig'd.
1 2%." Globe stop valve extra
heavy fig'd.
2 2%" Angle stop valve extra
heavy fig'd.
10 2" Globe stop valve extra
heavy fig’d.
1 4 A" Globe Sto D valve
St’d. fig'd
1 3” A11gle stop valve St’d. fig’d.
7 2%" Globe stop valve St’d.
fig’d.
4 2 %" Angle stop valve St’d.
fig’d.
8 94." Globe stop valve St’d.
scr’d.
1 3” Globe stop valve St’d. fig'd.
5 2" (; lobe stop valve extra
heavy scr'd.
1 2" Angle stop valve extra
in eavy scr'd.
4 34” Globe stop valve St’d.
scr’d.
1 34” Angle stop valve St’d.
scr’d.
1 34” Swing check valve St’d.
scr’d.
17 194” Angle stop valve extra
heavy scr’d.
4 34° Angle stor valve extra
heavy scr'ó.
1 4” Globe stop valve extra
heavy fig’d.
1 5” Globe stop valve St’d. fig’d.
7 4%" Ell fig’d. St’d . . . . . . . . . .
2 4%" Ell fig’d., with boss tap
for y/4” pipe th’d. St’d.
6 3%" Ell fig’d. extra heavy . .
2 3%" Ell fig’d., with boss tap
for 9% " pipe th’d. extra heavy
11 3” Ell fig'd. St’d. . . . . . . . . . . .
8 2%" Ell fle’d. St’ô . . . . . . . . . .
8 2%" Ell flg’d. extra heavy . . .
7 2" Ell fig'd. extra heavy . . . . .
1 2%" Ell flg’d... with boss tap
for 9/4” pipe th’d., extra heavy.
1 3% º' x 3” x 2" Tee fig'd., extra
heavy.
2 3 x 2%" x 2" Tee flg’d., extra
heavy.
1 2" x 2" x 2" Tee fig’d., extra
heavy.
1 4” x 2" x 4” Tee flg’d., extra
heavy.
2 3%" x 394” x 2" Tee fig’d.,
extra heavy.
2 2%" x 2" x 2" Tee flg’d., ex-
tra heavy.
1 4” x 2" x 3%" Tee fig'd., ex-
tra heavy.
1 4%” x 4” x 2%" Tee fig'd.
St’d.
1 4” x 3” x 2%" Tee fig’d. St’d.
1 4” Ell fig'd., extra heavy . . . .
1 3” x 3” x 2 %" Tee fig'd, St'd.
2 3” x 2 y,” x 2%" Tee flg’d.
St’d.
1 3%" Bulkhead flange . . . . . . .* *
9,000-TON D. W. FREIGHTER
For Arrangement 'Plans See Plates XLIX and L Opposite Page 634
LIST OF MATERIAL FOR ONE SHIP
Mat’l
Ferro-
steel.
Ferro-
steel.
Ferro-
. steel.
I}rass.
C.I.
C.I.
C.I.
Remarks
St’m. to winches.
St’m. to wind-
lass.
St’m. to wind-
lass, st'im. to
Steer. eng.
St’m, winches.
E x h . from
winches.
Exh. from wind-
lass.
E x h. 6 from
winches, exh. 1
from capstan.
LIST OF MATERIAL FOR ONE SHIP Continued
PC.
No.
R 123
IS124
No.
Pes.
27
54
18
29
55
K106
K107
K108
K109
K1 10
K1 11
R 112
K113
K1 14
R 115
IN 1.16
R J 17
K1 18
K1 19
K120
K121
K] 22
C.I.
IBrass.
C. I.
Brass.
I3rass.
13rass.
Brass.
Brass.
I3rass.
Brass.
Ferro-
steel.
C.I.
E x in . from
winches.
Drain.
Exh. from steer.
1 Ilg tº 11 g111 e.
St’m. to capstan
and fire ext.
St’m. to capstan.
Drain steer. eng.
IDrain steer. eng.
Drain steer. eng.
St’m. to fire ext.
St’m. to - fire ext.
St’m. to winches.
E x h . from
winches.
E x h .
winches.
E x h .
winches.
St’m. to winches.
from
from
St’m. to winches.
E x h . 8 from
winches & wind.,
3 from steer.
eng. (not galv.).
E x h . 6 from
winches, 2 from
capstan ( n ot
galv.).
St’m. 6 windlass,
2 steer. e in g .
(not galv.).
St’m. to winches.
St’m to windlass.
St’m. to winches.
St’m. to winches.
St’m. to winches.
St’m. to winches.
St’m. to winches.
St’m. to winches.
St’m. to winches.
E x h .
winches.
E x h .
winches.
from
from
*
St’m. to winches.
E x h .
winches.
E x h .
winches.
St’m. to winches.
from
from
K130
IN 1.31
K132
K 1.33
K134
Kl 35
K136
R 1.37
K138
K! 39
K1 40
K 141
|K 142 .
R 143
K1 44
K1 54
K1 55
K1 56
|K1 57
K1 58
R 159
Name
3%" Flange, extra heavy . . . .
2%" Flange, extra heavy . . . .
2” Flanges scr'd., extra heavy
4%" Bulkhead Flange scr’d.
Std. b.
4% " Flange scr’d. St’d . . . . . .
3” Flange scr'd. St’d . . . . . . . .
2% " Flange scr’d. St’d . . . . . .
2%" Flange St’d . . . . . . . . . . .
2%" x 8 1/4” Flange St’d . . . . .
2” Flange, extra heavy. . . . . .
2” x 8% " Fiange, extra heavy
2% " Distance
piece,
heavy.
3” x 3” x 3" Tee, with bulk-
head flange St’d
3” Ell fig’d., with boss tap for
%" pipe th’d. St’d.
3” x 2 %" x 3” Tee flg’d. St’d.
2%" x 2%" x 27%" Single
sweep tee flg’d., extra heavy.
2%, ’’ x 2 1/4” x 2 J/4” Tee flg’d.,
extra heavy.
2” F11 scr’d., extra heavy . . .
2 / " Ell scr’d. St’d . . . . . . . . . .
2%" Bulkhead flange . . . . . . . .
3” bulkhead flange scr’d. St’d.
1 1/4” x 7%" Reducing flange
scr’d. St’d.
1 / .” x 7%" Reducing flange
scr’d., extra heavy.
2” x 7%" Reducing flange, ex-
tra heavy.
2%" x 2 %" x 2" Tee flg’d.,
extra heavy.
4” Distance piece, extra leavy.
2%" Deck casting St’d . . . . . .
2” IDeck casting, extra heavy.
34” Open float st’m. trap (125-
lb. pressure).
34” Ell scr’d. St’d . . . . . . . . . . .
34” x 34” x 34” Tee scr’d. St’d.
34 * 45° Ell St’d . . . . . . . . . . . .
34” Union
* tº e º & e g º e º e º e º ſe e
34” Double boss flange St’d . .
2”
2”
2”
2”
Manifold 6-1 %" branches.
Manifold 5-1 %" branches.
Manifold 4-1 %" branches.
Plugs
extra
(Continued on next page)
Mat’l Remarks
Steel St’m. to winches.
galv.
Steel St m . 2 S t O
28 galv w in c li e s and
windl., 26 to
steer. eng. (not
galv.).
C.I. St’m. to 12 for
Galw winches. 4 st’m.
re ext., 2 for
capstan.
C. I. E. x h . f T O m
galv. winches.
C.I E x h . f r O m
galv. winches.
C.I. E x h. 30 fo r
30 galv. winches a n
wind., 25 for
steer. eng. (not
galv.).
C.I. E x h . 12 for
galv. winches, 7 for
Capstan.
C.I Exh. w in c h e S
and capstan.
C.I. Exh. w in c he s
and capstan.
Brazing St’m. to winches
metal. and capstan.
Brazing St’m. to winches
metal. and capstan.
C.I. St’m to windlass.
C.I. Exh. from steer.
eng.
C.I. Exh. from steer.
eng.
C.I. Exh. from steer.
eng.
C.I. St’m. to steer
eng.
C.I. St’m. to steer
eng.
C.I. 2 for st’m. to
capstan, 6 for
steam to fire
ext.
C.I. Exh. from cap-
Stan.
Steel St’m. to steer.
eng.
C.I. Exh. from steer.
eng.
C.I. Exh. from steer.
eng. with 1%."
x 34” bushing.
C.I. St’m. to steer.
eng. with 1 %"
x 34” bushing.
Steel. St’m. to capstan.
C.I. St’m. to for’d.
winches.
C.I. St’m. to for’d.
winches.
C.I. Exh. from cap-
Stan.
C.I. St’m. to capstan.
C.I. Drain steer. eng.
exh.
C.I. 6 for steer. eng.
drain, 15 Of
fire ext.
C.I. 5 for steer. eng.
drain 2 for fire
ext.
C.I. Drain from steer.
galv eng.
Mall. 5 for steer. eng.
iron drain, 4 for fire
galv ext.
C.I. Drain from steer.
galv eil g.
C.I. St’m. fire ext.
C.I. St’rn. fire ext.
C.I. St’m. fire ext.
C.I. 1 for each mani-
ol
63
*
2
ARR-GT OF DECK MACHINERY, PIPING AND FIREMAINS
9,000-TON D. W. FREIGHTER
For Arrangement 'Plans See Plates XLIX and L Opposite Page 634
LIST OF MATERIAL FOR ONE SHIP-Continued
Pe.
No.
K160
K161
K162
K163
K164
K165
K166
K168
R169
No.
Pes.
2
2
Name
34” x 1%." Bushing. ... . . . . . .
1 %" Ell scr’d. . . . . . . . . . . . . . .
1 %" x 1%, ’’ x 1 J/4” Tee scr’d.
1 %" Union
* tº s v & e º g º e e s e s m e
Deck stuffing box. . . . . * * * * * * *
Deck stuffing box. . . . . . . . . . .
34” x 5” Reducing flange St’d.
4” Flange, extra heavy galv.
5” Ell with boss tap for 1 %"
pipe flg’d. St’d. galv.
5” Flange scr'd. St’d. galv . . .
5” x 2%" x 3" Tee flg’d. St’d.
galv.
5” x 2%" x 4 V, " Tee flg’d.
St’d. galv.
2%" Distance piece, fig’d. St’d.
galv.
4%" ºr 3%" x 3” Tee flg'd.
St’d. galv.
3%" x 3” x 2%" Tee fig’d.
St’d. galv.
3%" x 3” x 2%" Tec flg’d,
extra heavy St’d. galv . . . . . .
2” Flange galv. . . . . . . . . . . . . .
2%" Flange galv. . . . . . . . . . . .
34” Open
press.
3%" Lap
float st’m. trap, high
welded pipe. . . . . . .
welded
Lap pipe. . . . . . .
3%" Lap welded pipe . . . . . . .
3 WA”
3%"
294"
Lap welded pipe . . . . . . .
Ilap welded pipe. . . . . . .
Lap welded pipe. . . . . . .
2” lap welded pipe . . . . . . . . .
2” Lap welded pipe . . . . . . . . .
2” Lap welded pipe . . . . . . . . .
2” Lap welded pipe . . . . . . . . .
2” Seamless drawn N
W. G.
2” Seamless drawn
& ..I s
2” Seamless drawn
} a
2” Seamless drawn
I .
4%" Lap welded pipe . . . . . . . .
4% py
41%."
Lap welded pipe. ... . . . .
Lap welded pipe . . . . . . .
4%" Lap welded pipe. . . . . . .
4%"
Lap welded pipe . . . . . . .
3” Lap welded pipe. ... . . . . . .
2” Lap welded pipe. . . . . . $ $ tº
Mat’l
C.I.
C.I.
C.I.
M:111.
iron.
C.I.
Steel.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.I.
C.T.
C.I.
Steel
Galv,
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Copper.
Copper.
Copper.
Copper.
Steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
Remarks
LIST OF MATERIAL FOR ONE SHIP. Continued
Pe.
No.
lº. 226
IN 261
K262
No.
Pes.
1
I
I
2 % ” Seamless drawn
M =
Name
2'." Seamless drawn No. 13
2%" Seamless drawn No. 13
2%" Seamless drawn No. 13
I3. W. G.
No. 13
4" Lap welded pipe. . . . . . . . .
2” Seamless drawn No. 9 B.
W. G.
4” I.ap welded pipe. . . . . . . . .
3%" I.ap
394."
3%"
3%" I_ap
Lap
Ilan
I.ap
Lap
314"
2%"
214"
Lap
Lap
2%”
2% py
Ilap
Lap
welded
welded
welded
welded
welded
welded
pipe. . . . . . .
pipe. . . . . . .
pipe. . . . . . .
pipe. . . . . . .
pipe. . . . . . .
I.ap welded pipe . . . . . . . .
welded pipe. . . . . . .
Lap Welded pipe. . . . . . .
welded pipe. . . . . . .
welded pipe. . . . . . .
welded pipe . . . . . . .
2” Lap welded pipe . . . . . . . . .
2” Seamless
I •
2” Seamless
W. G.
2” Seamless
I .
2” Seamless
W.
2 94”
2 94”
2 % Pº
2% py
2% p?
2% gº
2%"
2 % py
2 % FF
J .
Lap
Lap
I.ap
I.ap
LaD
Lap
Lap
Lap
Lap
welded
welded
welded
welded
welded
welded
welded
welded
welded
drawn No.
drawn No.
drawn No.
drawn No.
Mat’l
Copper.
Copper.
Copper.
Copper.
Galv.
steel.
Copper.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Copper.
Copper.
Copper.
Copper.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Remarks
F. x h
e
f r O m
winches.
E x h
from
winches.
E x h
from
winches.
E x h
from
winches.
St’m.
to
for’d.
winches.
g to for’d.
winches.
e to for’d.
winches.
e to for’d.
winches.
St’m.
St’m.
St’m.
St’m.
to
for’d.
winches.
St’m.
to
for’d.
winches.
St’m.
to
for’d.
winches.
St’m.
to
for’d.
winches.
St’m.
to
for’d.
winches.
St’m.
to
for’d.
winches.
St’m.
to
for’d.
winches.
E x h .
winches.
St’m. to winches.
from
St’m. to winches.
St’m,
St’m.
St’m.
St’m.
St’m.
St’m.
St’m.
St’m.
St’m.
St’m.
St’m.
St’m.
St’m.
St’m.
St’m.
to
to
to
to
to
to
to
to
to
to
to
to
to
to
to
winches.
winches.
winches.
winches.
winches.
winches.
windlass.
windlass.
windlass.
windlass.
windlass.
windlass.
windlass.
windlass.
windlass.
2%" Lap welded pipe . . . . . * &
2%" Lap welded pipe. . . . . . .
2%" Lap welded pipe. . . . . . .
2%” Lap welded pipe. . . . . . .
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
2 for K158.
2 for IQ 159.
Fire ext.
Fire ext.
Fire ext.
For
Fire
For 34” pipes.
Fire ext.
Settl. tank for
fire ext. with
1%” x 34” bush-
111g.
1 %" pipes.
ext
St’m. to winches.
E x h . from
winches.
E x h .
winches.
E x h .
winches.
I. x h .
winches.
E x h .
winches.
E x h .
winches.
E x Il .
winches.
St’m. to winches.
from
from
from
from
from
from
St’m. to capstan.
Exh. from cap-
Stan.
l)rain from steer.
eng. st’m.
St’m. to a ft
winches.
St’m. to a ft
winches.
St’m. to a ‘f t
winches.
St’m. to a ft
winches.
St’m. , to a f t
winches.
St’m. to a ft
winches.
St’m. to a ft
winches.
St’m. , to a f t
winches.
St’m. to a ft
winches.
St’m. to a ft
winches.
St’m. to a ft
winches.
St’m. to a ft
winches.
St’m. to a f t
winches.
St’m. to a ft
winches.
Exh. to a ft
winches.
E x h., to a f t
winches.
E x h., to a f i
winches.
E x h. to a ft
winches.
E x h., to a f t
winches.
E x.h., to a f :
winches.
St’m. to winches.
E x h .
winches.
E x h .
winches.
E x h .
winches.
E x h .
winches.
f r o m
from
from
from
K264
K265
K266
K267
R268
2” Ilap welded pipe . . . . . . . . .
5” Lap welded pipe. . . . . . . . .
2%" Seamless drawn No. 13
JB. W. G.
5” Lap welded pipe. . . . . . . . .
4%" Lap
4%" Lap
49%."
4%"
Lap
Lap
4%" Lap
4%" Lap
welded
welded
welded
welded
welded
welded
pipe. . . . . . .
pipe. . . . . . .
pipe. . . . . . .
pipe. . . . . . .
pipe. . . . . . .
Copper.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv,
steel.
(Continued on next page)
St’m. to winches.
E x h .
winches.
E x h
<>
from
from
winches.
E x h .
winches.
E. x h .
winches.
E x h.
winches.
E x h .
winches.
E x n .
winches.
E x h .
winches.
E x h .
winclies.
from
f r o in
f r o m
from
f 1 0 m
f r o in
f r on
633
ARR’G”T OF DECK MACHINERY, PIPING AND FIREMAINS
LIST OF MATERIAL FOR ONE SHIP -Continued
No.
PCs.
Pc.
No.
K269
K270
K279
K280
K281
K282
K283
K284
K285
K286
K287
K288
K289
K290
K291
K292
K293
K294
|
1
Name
4%" I.ap welded pipe. . . . . . .
4%" J.ap welded pipe. . . . . . .
4%." Ilap welded pipe. . . . . . .
3” Lap
3” Lap
3” Lap
3” Lap
weided pipe
welded pipe
welded pipe
welded pipe
& e º º e º 4 is wº
* * * * * * * * g.
2%" Ilap welded pipe. . . . . . .
p
p
2
2
:
2
**
W.
Se
W.
Se
W.
py
2
3” Lap
3” Lap
3” I_ap
3” Lap
3” I lap
3” Lap
3” Lap
2” I’ipes 20 lin.
1 %" Pipes 935
Seamless
G.
amless
amless
G.
G.
welded pipe
welded
welded
welded
welded
welded
welded
drawn
No. 13
drawn No. 13
drawn No. 13
Seamless drawn No. 13
W. G.
e gº tº a g g ſº º º
e g g g { * * > g.
tº ºr g º ºs º 'º - tº
g tº $ tº * * * * * *
• a e s = e s $ $ a *
34" Pipes 160 lin. ft. . . . . . . .
2%" La
Ila
La
Lap
Lap
p welded
p welded
welded
p welded
welded
welded
welded
p welded
welded
welded
welded
welded
welded
welded
welded
welded
9,000.TON D. W. FREIGHTER
For Arrangement 'Plans See Plates XLIX and L Opposite Page 634
Mat’l
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Copper.
Copper.
Copper.
Copper.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
Galv.
steel.
W.I.
WV.I.
W.H.
Steel.
Steel.
Steel.
Steel.
Steel.
Steel.
Steel.
Steel.
Steel.
Galv.
LIST OF MATERIAL FOR ONE SHIP Continued
Pe. No.
Remarks No. Pes.
E x h . f r o m R 309 1
winches.
E x h . from K31 O 1
winches.
E x h . from •ºr
winches. R 311 I
E x h . f r o in *
winches. K312 1
E x h . from
winches. K313
E x h . f r o m
winches. K3I4
E x h . f r on
winches. K315 I
E x h . from
winches. IK487 I
E x h . f r o m
winches. K488 1
E x h * f r o in
winches. A 121 2
E x h . f r O m
winches. A122 4
E x h . from
winches.
E x h . from A 123
windlass.
E x hi from N 4 2
windlass.
N5 7
E x h . from
'indlass. g
W’ 1 SS N6 7
E x h . from
windlass.
E x h : from NS4 7
windlass.
E x h . from N 101 1
windlass.
E x h . from N 102 1
windlass.
St’m. to fire ext. N o
Fr. No. 65 N 103 *
St’m. to fire ext. N 104 13
St’m. to fire
N 105 17
St’m. to fire ext. $
St’m. to steer. N 106 I
6: Il g.
St’m. to steer. N 107 2
Čng.
St’m. to steer. N 108 2
eng.
St’m. to steer. N 109 2
eng.
St’m. to steer. N 110 1
eng.
St’m. to steer. N 111 19
€11g.
St’m. to N 112 1
ČIlg.
St’m. to steer. N 113 10
€Il g.
St’m. to N] 14 3
eng.
St’m. to capstan. N 115 2
Exh. from steer. N201 1
Čng.
Exh. from stcer. N 202 1
€11g.
Exh. from steer. N 203 I
eng.
Exh. from steer. N 204 1
eng.
Exh. from N205
€Ilg.
Exh. from N2O6
teng.
IZxh. from N 207
€Ilg.
Name
3" Lap welded pipe . . . . . . . . .
3” Lap welded pipe . . . . . . . . .
2%" Lap welded pipe . . . . . . .
2%" ſlap welded pipe. . . . . . .
2%"
iin.
*p
34:
lin.
214"
Lap welded pipe 10
I-ap welded pipe 150
ft.
Lap welded pipe . . . . . . .
3" Lap welded pipe. . . . . . . . .
2%” Ilap welded pipe. . . . . . .
l” Ell scr'd . . . . . . . . . . . . . . . . .
1” I.ocknuts . . . . . . . . . . . . . . .
1” Pipes 40 lin. ft. . . . . . . . . .
3” Gate valves. . . . . . . . . . . . . .
2%" Hose G.
Cal)
V. flg’d,
and chain.
2%" Hose 50 feet length. . .
with
2%" Ilose nozzle. . . . . . . . . . .
3%" Bulkhead flange scr'd . .
3” x 3” x 3%" Tee scr'd . . . .
3%" Ell
ser'd. . . . . . . . . . . . . .
3" Ell scr'd . . . . . . . . . . . . . . . .
2%" Ell scr'd . . . . . . . . . . . . . . .
3” 45° Ell scr’d . . . . . . . . . . . .
2% " 45° F11 scr’d . . . . . . . . . . .
2%" Flange scr'd . . . . . . . . . . .
3%" Double boss flange scr'd.
3" flange scr'd . . . . . . . . . . . . . .
2%" x 2 J/4” x 9/4” Tee scr'd.
2%" x
2%"
* * * * * * * * * * * e s s a s e
2%"
2%"
2
%" Pipe . . . . . . . . . . . . . . . . .
2%"
3” Pipe 170 lin. ft. . . . . . . . e e
Mat’l
Steel.
Steel.
Steel.
Steel.
Galv.
steel.
Galv.
steel.
Steel.
Galv.
steel.
Steel.
Galv.
C.I.
Galv.
mall.
iron.
Galv.
steel.
C.I.
Rrass.
Canvass
rul)ber
lined.
C.I.
galv.
Galv.
C.I.
Galv.
C.I.
Galv.
C.I.
Galv.
C.I.
Galv.
C.I.
Galv.
C. I.
(Sälv.
C.I.
Galv.
C.I.
Galv,
C.I.
Remarks
K299
K300
K301
K302
K303
K304
R 305
K.306
K307
R308
3” flap
3” [..ap
3” I lap
3” I lap
3” Ilap
3” Lap
3” Lap
welded
pipe
pipe, 20 lin. ft.
& e g º q & # 8 º'
e - e º sº e º ſº º
* † tº s ºf tº tº º º
e g º y º & a s is
steel.
Steel.
3%" Pipe 20 lin. ft. . . . . . . . .
Galv.
C. J.
Galv.
C.I.
Galv.
C. I.
Galv.
C.I.
Galv.
C.I.
W.I.
galv.
W.I.
galv.
W.I.
galv.
W.I.
galv.
W. I.
galv.
W.I.
galv.
W.I.
galv.
Fix h.
Cng.
Exh. from steer.
eng.
from Stecr.
Exh. from cap-
Stan.
Exh. from cap-
Stan.
Exh. from cap-
Stan.
Steer. eng. pipe
drain.
St’m. to steer.
eng.
E x h g f r o in
winches.
St’m. to steer.
eng.
Bolted bonnet.
Bolted bonnet.
st'd. pipe thqs.
With 94”
.” plug
for drains. e
T-
--→ K 150
--~~~~ Poop Dº
K 125-S. 2 K10 K 265 K 255 --~
" " Y / º --- —-
**-ºf-Hs – — --_ -
N104–ºff HKSN104 – =lf §: N20? -
| N (10 |-- KIII Wºº, --- 2% A.S.W.A.(8 -- 3"G.S. V.
- º, V. K.4 37-eºn-ll 9 || K160 &#&ºunderøe 2% K. *%; /* º 2%"Fremain, K-124 --~~ K 10
2% sy. A 7 4/2"5xhaus: lir s|| ---------------- WK16. Hº E 47 Stra. Fra.
K30.2% Exh K26 F---- * vºs TºkºC— Tºh K272 K. 9. &ng.
99.244 & wa. "H 2K 160 s 2"G.S.V. K.4 Kºh K2797 2%'Exh K230 ſ/º Sºº Yll-2%G.S.V. K2 y.º. 2"---~~~~~~".
K 108 zº, liº III *|| |x. /4&m under 2nd Dks, ". SN2".5×n (2%"Sfm K242 /7sº : Upper Ok.
-1-1- ** 3,3,…, º,"|| Tºk264 || || || *H, i.1883-1 -237, 4,236-22.4%, º -K 13| K31/4-sºº, liliºu, f_-ºººººº-ºº::1:
- - KI30 3°ºre/a/7, K233, NG4 }. , KO3 º, jº III |# Tºº Tºzºz7. #kº K270 NII º Qº
-- 7 - --- - -> - - .. º -- → F --
;"||º Tºttº",437 ºt Lºº H EFT=TE: FEEF-E
*777 ºzzz zºzzzz- | ---------------------- #Hi ==== -E-HE -º-FE-E ===FEE-F-FR. -
#|º.” & “sº jº 343777. Klö. K2597 ... "…? -. === •S
K232 #3 ~ - Kºi--- -----------------------------+--tºº. : - 44 Exh. - ! K174 º
§ || - it KičTTTTº; - voor —l
5|||}} NCargo Hatch #3 / - | 4-º \ º `-- -
§ S. | K16" viz," || || - Cordo Ho +ch + 2 N 105 | K286 3’Éxhy J ( A121, K123 A12 `s 2nd Ok
K 166 #: | º | 9 Cargo Hotch No. ... } - -*—FTH-K 105 `--
- V - | "- TEHEEE º
º ºff! / | || | | | | - \ * : Q I Fij Kºsſ ~
Kizºº, K259 | s | | - - º rTºm Chainlocker|| Boatswain's º
-- * 44- 33 # l !, 1. Q *###" - º | Passa e (Under) %.g. `
- - - T t T Hºt - –4–1. T- 1–1 + i - º ||||I, KIO5 (72
23r K125 J|}}A(6% 100 107 104 '06 || 0 º 17 14 110 18 & 135 iſ ºf 124 |26 130 14% |43 150 -- **** + 2 H H +-- --- -
% º [32 º is - § § s º º ~5. E. 56 & 64 &Hui-44%;#34s, K6 |74 |76
* - I SK 170 | Silº, - Q k- º -- | | | | KI34 I07 -
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º / - s - - 107 . K -
(:: ^ºf . Š § § §§§ { - - ºn Alſºs 3&n Kºsº HH *|†. _2^ / 70mneſ Aſaf
5"ºh K125 || 2: Éxh $f S Ś §§ { K24*{{#–AAi} #23'ss: y^ --" === --~
+K24 §§§ - Sí S Fre & Manſfo/a-K/38 HKIE+\ºgs Wözza | [.... Nº-º-Kº _-
2.5//7, 34|| 2 S}\; | § S! 3 ſº liº Kll 3%"Sºm. Under/orcasſe Ok 3. Cy - - 4."Ora in
K22. T-1} . S | Sº vo | S º with 2.34%3A/7. P-HQi. *———ºf K152 K 153 --~ *6.3 V.
| Si iº § §§§ - - anawth.3%45/k/a i’º------>-*---————======------º - .S. V - KS
- ~ CŞ § Sº º § - - - i | W. |64 Nº. underøe-Oki ſkſ. Tº
s :I vo - - -
S. Z/ne of 30aº />eck Howse . SI; S E --- - - | _-
§ –“ ” “” “” ** D L II - E. HTT 1-g-g-g | |
| Ti \{". 16 3"Exh -º - | -
º K16ſ F--—————— - Gºer- –– --------------- + K|0| 2%"Sfrn - - 2:34 K 246 /* | |
| KT66'ſ ~ 2"GSV K 4 K278 KI3 - (ºr K24 # $º ºrder 2nd ºr Gun Crew Shelter !-l
º K 15 Hº *ºk 30 K2772% ºf * 32 kisſ” ----- * … "
#16 ... .ºz.2%5787–3 º' *-7:…-E.-H---" sex 9’
- - --~ ill-i x+}r-º- - # =#| 5 J777 under upper L/h. --~\ - –3 -
Q * Klé. Kosºkºs' ºr iº NK 108 2 /72 9° ºv. ase Zºne
3°Exh' 2"Słm') \º K|29 K125 Ae 9 *3. ESCAPE TRUNK FR # II
Zºne of 3rigge Deck #ouse K487 K|2| KIO6 K245 *** . cº Looking aft.
_` ow.” ſº
_- _* r-º- -
| y,” “H SS
- º: - ;
A ſº 2-
- _---- ſº
- - - - SN
BR D G E DEC K– –- --—-- - - - - - - - - - - - - - - UPPER DECK - - - - - s: º
K 28, - K274 K 128 §
3. H==A= r &
--- - - K128 (K25 == ======YE, 3’Exh, ºk?”. KIO5 . ºn
- - - - - - –Tº ~
ELEVATION AT FR+ 96 Boo + DK. | T 234.5%-K8 — -i-º- (Kr.4 ===#3) & 2TN ſ §
Looking ford. º _\K 124 K 244 K245° 24′Sºm' ºk!?4 / | \ tºu
246.5% - 2 - ſ \ , K3/K6 | | Basz Linz
3 vo.V. #">2"G.S.v K4 +=-|--|-> — —yº/. !
34%m K7 - ~~~~ ELEVATION AT FR" | 36 /~º lºs K º Focstle DK |section THRU s #
- ~3 offſ.. . . . . - - - (++º _K258 oCS HAFT TUNNEL BKHD #42
—nº- -- Aş" /*/ 2.3"Are Maſa Looking aft. - * Sº sº - :: ***— Looking aft to FR+12
*-Eºs − ==#E-W-4-------EEEEEE jºy-N 106 K 105 ======="Kioſ
--- - - ----- -------- --- --- - - - - - —- -
- - F, # =====###2–11-rºo K107 55 - * -
3"Are Main) ". I- 7\TZI"FUL TV - -- –4|| 4 Kl +- --
//re Main ſ N 04 K 265 K 127 /5 Sºn.” 43 Zºhº TK266 § 3"Exh. K 258 SK152 34"Sºm. foLamp Fm. Chain |locker . + /215/6
|S ~ K255- a | | f :/.3% 3 Steering £ng
||| 2%"Sh 4, 152 /"Sfm- - Fº #. and Ca23 fan
K!60 |||s Klsº, all A is: in Iº
160 ºf - -
-- - —º Lºiºſºng Box3 ..., :
—- 3--> ----------------- 3------- J-U-I-J-T-I-Hir cº-º- § *** T-5 % Aſºº’s ---T-I-T-5 %2e:2. | } ~
- - '#"Sºrr, 7 l K163 KT60 /// - T-77 I - - I - - §
+ 2 - ~ * Aff; C.S. V. K9 ºn 1 T /#372" 2,752. TCWI N -. - ~ : | | Sl
3 Tween Dk. - Kº Kºłºan) 3 orm - ſ *...* Kº º º ‘ī;43m) | | | | S.
* !-
Corgo Ho I d to zºº + 2 Tween Dk o | =#|-Tween D. K. (/"Steam to 8% effector) T Points g Oils
S "| - —
§ § C argo Hold | C or 3 o Ho! d |S. Basz Linz º
SS v, | | W)
§| -kºs J. š |é - - BKHD #70 AT SHAFTTUNNEL
- | T-I- š. *|† - K163 Nº, -j- - - -- > _l - - K163 - 2nd DA’. - Lookina aft.
H---- 7– * H--(–7–r—o - l - - T ...? for-A763
/* S/72 | K º - re /3 S//72 //2"S777.2 ---KI60 - /3"/2 or A/64
N - + 2 Cargo Hold * - C argo Hold |
N 104. T’, 3"Fire Main .N 104 | | | |
^_ M. w - —N'``'``'l- - - M. - I -
* 5 Cordo Hold N \ \ Y. KIO3 Kºš f *Hºº N N N N N- N N N N. N- N- N- N- –N-N-N- R ~ -º-, -N- -N —N. NN- -- Aackſ, F-T- //ron Cao
9 - =## 2F- Steam and Exhaust to Dºck Machinery inclStzering Enginz. Stzam Firz. Extinouisher Firemain T-T-
y ----- ------- Deck steam mains, $feam fowind/ass and steering engine folo sfºsfee//ap-welded Apes fo be sta, wrºtiron, 1%"Diam for cargo spaces and 34% for %. fo be gaſ, sya. wrf from
- gºe wiſh forged $fee/flanges expanded on. . - - séff/ºng fanks, /amp room and palafs and of/3. ºffings foºd screwed ga/º sfandara/C/ C a rea’ //ro/7 Lock Wyżs
- - £xhausf mains, exhaus? froß, wind/ass ana'sfeering engine foºesfa'sfee//a2 weſded fittings to be screwed standara C/ Åſanges fo be fifted fº/nes where necessary *::: º# A.
ººº 157 %. with £/flanges screwed on . - - Wa/ves foºesfandara Compos/f/on (screwed.) for 77s fa//affon. purſy
w/ #43, Kl $feam aga'exhauff branches to winches fo be seamless drawn copper pipe with Manſfolds to be enclosed in a ga/v, sheef from box Æose connection fo be 2%"brass gaze va/ves
--- composition "Fºfanges brazed on - marked "Sfeam Fire Apparažvs" fanged, hose end fosoft Stºpe fread. r? /ron Washers
- A//sfée/pipes, fanges and ºft exposed fo weather fo/e ga/anized. Box fo be ſocked' //rains foºefffed afa///owesſ poºnfs
º in passagesfože covered with magnesia and canvas - Brass name plafes on valves marked name of Aºv/ber //nea’ hose fo be insta//ca'ana'sfowed
All flangea aña' screwed fiftings for steam pipes fo be extra heavy casſ from compartmen? /# serves. in a wooden box affhe severa/s/afſons. Sfee/ Deck or 8v/k
“Upper Dk Aſ flagged gnascºewed fittings for exhaus???es fobe standara cast iron Æelief va/ve aſ pump ſo be se? /90/bs,
%. %... 3%. % £: :::::Ž% f - a/ * Aſafes É% ***ed on waſve/ead/ng Wr'#/ron Wipp/e-aboyſ 2%"ſong
- a/ves Z/2"a/7a /a/ aer rode extra /heav erro cree ors fear” awaes an ro - ºn. -
– Sfandard/cas? % for exhaws? %.' -> A/2 on puma lºam Wºº /e fºr /64
Ream /"Diam. Wooſe fos/ſo
over 34"Ga/v. Poe
1 % 38 60 T T --- --|--|--|-- t + + l + l l i + -1 +- +---|-- + - 4-1-1 + + + T –1-1-1- -- l l + l +-- + 1. _ -4 DECK STUFFING BOXES KI63 & K 164
I 102 104 |06 I08 |10 |12 ||4 110 ||8 120 122 124 126 128 |30 |32 134 136 138 |40 |42 144 140 148 150 152 154 156 158 160 |62 !64 166 168 FOR STEAM FIRE EXTINGUISHER
ARRANGEMENT OF DECK MACHINERY, PIPING AND FIREMAINS
9,000-TON D. W. FREIGHTER























































































-- | 3"F/-WZZ --
| 2%"//// 2-Tºs !
| - …” 3% ºſ-M/04 / N NI[3
| 2%%ge 6afe ºre” . . gº # %. 377 e^^y.
% ------&--------- H Nº. NIR I
. TTTT/. - -- -T-
C) 2% Aſ/A& ... . . . .2%'A5% K|| J/. tºº, -l-
|06 K128 º 2}/re/7% K28 K106/2 Nſ|| A j| ____________ ºs----->4 & lºeaf
- HHH === #sº ( | | |34& 2"|
Hºi-sº wa- 4/2"Axhºf, | tº Hº
III § §: sº Ni º \"", ſº ***, * * * | º-4-N103
ſ *: # ºftºs=H=#| | º i 2-N 108
24%.e&e/3 s § § i s C޺ Kız; K2047 7 --~! {&#ez7) IN3%%z7. I TKIQ3 2KIOITTTT /NIOI H
§ | SS I § \ 257, 204 K|23 2 K2O3.H.III ---- I -- ºr cºat on see
| Šiši jš \ 2’ | §Kiſſ Kº Kiš, Kä º |/KI48
| 7–Sj \; Cargo Hatch No.4 __ Kºłękº if...º Kºi forconſinuation see alſº * / forcontinuation see au. KT66
ſ - | 2^ | SJIZZºhas; || || steam and exhaus/piping | sfeam and exhaustpoing #. |
- I –––– ~ - |
(O) -------- - %"9/ 34%-2. - I K154 -ºx Endinz \ - -L -
-------- - H ==#======< *------- ------ ––––––– º º | Itzásiº
r". = === H ===== ====<=== ====Hº-EH=H ====#, T -
06 05' 04 03 02 º *-* If -ºš =3 −5 =#F#F#-F#-F. & 7. A nº is 30 ºf A * |<5.6%
º --- III. . - - - ------ - - - +---- º l
- º: […] -- - !-------- #. 1:…ºn — +----------------------> ------------ --- - - - - tº------------ || || `s | !-
2% Axh wo is Am/70/7/7/07/12/ch Tº - º --- - forconfinvaſion see awa. l º
Szamens Moss {{D - ---- __ ----| steam and exhaus/piping . Boiler Hatch | | -z-H
\ vT- adder `-- - ºf \ | O - O - * N105 | L/
\ … ºdº - K|33 \ºwº Cº I #23.5% ` -----→ He : # = ==
º º º- J - - §: Lº–ºw º: & I § - -- sº-y - | y 2%%re/7/7 N105- -
> C + º - - § # Ö º - |- T- |- – H - - ! |- |
` arpentor - |
` 5..., |\ºrtermosis. I /*es frvy/aer | Q: 2%%.5/47
` //?"ºf/70/71°r 27.7/eck //?"Sºm vaē-277/eck -
- `s - & Szamon - º: =#. ...}#}=tº ( - | -------------- 1– --~~~~ ----- -
*2. 7 waer Upper//ec %%fm whaer/erſeck Kº | -º--i--z-Zºº &#42;…----------Kº
º | 3. \ wº- - N|05 || |N||
--- ºf / N
Fºlº, º -**--------_ l ***
- - - | |\ /
- -- º |
- \ 2^ |
| º----~
| - - | - - | – |
!-KI/3 - - - - - - - - … . . . - - - i
£of.5% º 33. – — — — — – UPPER DECK - - - - - - ſº - - - ––– – B R IDGE DECK - --
SE K774 K13) ºf Sºº K275 Bridge Ok
K125 2%%xh K179 lºam tºy...º.º.
y ac- l _- —a - !------ no." -
PLAN OF CAPSTAN ON Poop DECK Kº-H==ºkº Kº Kºrf7+...++ - —ks --8-- ſº [-i C.T.
- _99 wºx- - n A") feam I
KI29. K75 25fm. KI?57 KIO3 K7 K|59 #||º |
- Cº L^_^/ =º K9/2% ºf K3N KANS ſºil fºº; ..! iſ
* , º, K??32– /KIO6 #º.º.º.º.” zºº isºlº is * ... in-ll
- ºn. KzS ...H. |- K) & 3-ºf-23 feam 29:7– 08 Kº" -7 tº - § 2-3.7%man | | | (". La"
Poop Docks K43H º - K?08). "K125 "237,277 º - Žºlk;&º %5% Upper Decº | | #: %
N - —t- - - ---…ſo — /.3%re/7/7 Bridge Docks, Yº Hº 3°Fre/ºn º: ºf - T-r-ºff
K4ſ-ºlS0 F---------- w K104 == 3757 to setſ/ng famºść :=}= fºr isºHº. =####3–B-H +------|--|x|=
K|40 K||→ | Elevº.g.:FAME NO. 35 %'977 foº/A - K|02 ----------------- ---ºri-Tº: -----> %
- - - - K. K797 - 9 - ELEVATION AT FR, NO. 35 ‘ſ. dotſ/aſon see a.a. | | | sfe.77 anaerhaus?pp.
> K307 - - Looking Ford - sframender/avs/22/y | | | Coal
- - - - ~. - - OC
\ – ºkº. H |- ------- - ––– | Aſſaſºnſ/2&
\ || ||Upper Deck, in - ==========--------------------------------- *ś -- - | –––. *—r-r-----r----- -T J
\ T [. [ [. [TI [ [ [ I [. [. [ T [. N||4 - - ſ ſ T T T F. ſ ſ T --- - — - - # = -- =========#== - - - —F-L { - - - - - - |- I i. ſ - - - - - T - I
|-- - - -- ==: K15?
- #5 Two 2n Dzck - H *4//ween /eck Chute |
| | | -
Cargo Hold Cargo Hold | || Coal Bunk2n |- Coal Bunker
# a. * Ti-
–4% -
~ 2nd Docks. - KI KI63 - L r—r- - - r—r-r-r-r-r- -
§ T-I-T-t-t-t-t-t-t E-E-F-t-t- F-E-R-E-F \t- F. | TITL t-t-t-t-t-c = E. c ---------|-
s - |- H - |-- - i-
§ | >{160 N
§ #5Cargo Höld N IV/ * Cargo Hold
- - | |-
3.jprung/4% ſake care oferaz7son K304 3." ! | Settling Tank Enginz Room Boilzr Room
**º-º-º-H.- : * –” Hºx-º- ºf Kºš &\ *—º *Rºll-ºn §.
- - - - −Fººt–E w -I- I *-ū # = Ex= === --- T *H, W Hºt orconfinvaſion see aux.
Kºś KKriſ TNK-35 "ZZºeam"K795 UK793 (Kſº is --- H #. # Tº - Tº Nº. #12 ...deſhols/piping |
33%;73. A $44.3% | ***. H-34%.5%
- :- K153 i Shaft Tunnel - \
%%en fºa/3/mf I | º |X|53
K|78 K|55 47%a/7, | %%en fºof sm frapſ& 7% ºr H |5% l -
- K|572? l * ºf . .
| - Tºº-ºº:
I t - —
- S - t §3
§§ § § §
‘SIS - ×k's -
→– | + -- - T - T + - + T —l- -1 - + 1. + _ + --- l +- __ - 1 sRS + T +- l - l — l — T + - - T T + T = . T - - >>''S_. - -
0 7 4 0 # "Tº 17 - |4 10 18 20 2? 74 70 78 30 3? 34 36 38 40 4? 44 46 48 50 5? 54 56 58 60 62 64 % %3 70 T. 74 76 78 30 8? 34 36 33 90 92
ARRANGEMENT OF DECK MACHINERY. PIPING AND FIREMAINS
9,000-TON D. W. FREIGHTER

































PLATE L
SPECIAL CASTINGS, STEAM AND EXHAUST TO DECK MACHINERY
Arſ//3.4%;"Hoſes 72-
$4"52/#5 on 7%"DC
/5/."
* º /3%e 32
:
Hºs -
S
>
º
§ Sº
Jº/3-9/6"Hoſes
for-34'50/#5 on
3%"º.
2-73.9% holes.
for 34'30/fson%
k---/
Kº/,
prº-ºoſes for
24 &//s/24"A C
EXHFROM FORD OK MACHY
9/ſº-3%/3 on
Jr/and//ºp for 6°/20 %"//o/es -
4-54'Sºdon 5%
5- 4"/23/ance Aece
STEAM TO FORD DKMACHY
Moſes-Spofface fora/boºs and ºv's A/
Žange to/fºng excepſ over to/ºrg/n
//r//º3/6%/es foré
34%/son%2
|-N
T-SS&
|
s
k
/////%%/es for 4-4"
Ao/#3 on 5%%-T
ſº I 6%"
r— §
y
====
Hº
-->
-
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Æ". º º k; >
*7%/2 - 0-f/3/6%/e
--
º
R S. - Ø
for 3.34%/#5 on
6%"P0.
STEAM TO WINCHES
//r/ð-º/6%/25
& Fanges ŻofeAS/55%
Arſ/for-4-5%"30//5
on 6"/20%%/es
for 34%/fs on
7%%
//8.4%%/25 7.
for 34%ffs on 3%
Arſ/3-3/6"Hoſes
for 34°50//son/2%
*/4"
º
STEAM TO FORD CKMACHY
* > - - - --- 7"--------'7"-- Arſ// for 3-54'30/fs
* - Werff, 3%"W ///for 3.34%/fs 7-1-7. -º-º/-/
****) * fo o/7 º º s s º on 74%%%les
-R & | HF- =R)-（−1|
sº \ f lºl, |||s.
- tº Hºs - is 2%tº Y_{*
~
y - J - -*. º ! {ſºlſ, Jº
§§ º - 4. .279%"AC//g"Hoſes ...% 3 ºn
SECTIONA-AK135/* 7:2 ºf 5%;" */ -70%º *
~ º Lº Žºrž sº ºr *
º _º - on£ºoſes *- o/76"/40 Z/6"/70/€5 for 34%//s on 3%%x L3
º-H-3 EXHAUST FROM STEEL ENGINE EXH. FROM wº
s --- 3%-3%" A-/for 3-34"Æo/fs <-- 7"--><---7"--> Ær/// for 4-5% ºoſ
#22- tº . t > - N10 on 7%% ºftees. T & is nº º
*†. FFT) , º lº - s s * º
*-ijążºłł-H S st-i- º-ºr/and ſaps iſ lis Sr. |s. § –
º f | t |||| § for 3"ºpe ſha's ^. s s - * . 3. s Lº
A → ===HA * * H. -
ºf Kºso.'s | $ * – is ºrſ *...tº
&ernº 4–3 ºng "- 27.2% Vaz. %º º:
s RA: fop for 3 3/e" —fºr 3%"ºpe 73's º → - % º
ºeñºs -5%.0 - - -5/8" 7%0-- ſº fºrz.54%ffs
- . - A-ſ/ for 4-5/8"80//s 6"20/g"Hoſes
KITG //** º FIREMAIN on 6'20"/6"/70/es on -
----- 6%)---> on 32(7/6%/es ---6/2"><--6/2"- 2-/ſºrºo's EXH FROM WINCHES
2"DK CASTING STEAM TO CAPSTAN , nº “sº ongºoſes tº 4 + 7... º.º.
Žiž% ºf s HºHº s ºzººes
on 7% "/6%/es Sº, Il s. */ § { $. -
2-tº-3 UT & Lº Tºlºl is . - -
º - - — 1 -
/2 ſº * , TST ºf 4 H- Lº L
ºſs ºf | #4 ºz ºr a yº-Hº- -
tº - Žº Tº * º ——lº,
\º % W.T. ...º.º. 9%p--> *//for 3.34%ffs
cº-º-º-tºº. - - on 5% AC/6%/es 3/// /3/c"
section º ºſº Hº on 7% Aſºo’es
R.A."2 º EXH. FROM WINCHES &
*--- Arſ/?-?-34'32// e-ºº-º-º--6%-- tº , , - -
ºf--- r/ s º º Klſº EXH FROM FORD DKMACHY
on 74%/3/6
yº. fºr 3-54"50/fs
on 6:4%%%les -
%
-- o/es Tº
º; "|| ||º "º", nº
*..." tº |
y & J&2/k-k3% --- - s º
º sº- - —º ſº ºl | - H
K|49 /3%” ---6%0- 02/ſº º -78
- -5/8" -- on 6% /ø//o/es - 4.
*~ ..4%.” V. Ør/for 8-34'80/fs
0.5%afts
-------7")----- 8perin
2% pºsſing EXH FROM CAPSTAN
7- - -R
S **- : f
ºf y) ſº -
H++4– § ^a
- s S ->
s His is –H5 Dr// ****
Hº-2 + on 6%% %"/joſes
| K1344.
* 3 s 24- ºft
º |-- 2/. Nonºoſes
----- 6%"--->
2/?"DISTANCE PIECE STEAM TO WINDLASS
STEAM TO WINCHES
7%% ºc"Hoſes -- -
on /6 & A pººrs ºffs
- 07.7%% ºg"/joſes
dºes stEAM 10F050 CKMACHY
/)-ſ/for 4-5%"50/#3
º /2*---sis- on3%?:/c"holes
< x
-- 6°-64- º Jr//for-4-34'32//;
- s
ºr- s S v Kll!
, sº -A
s Hº-º s
& Hä- s
} tº 3.
gºvºy.
9,000.TON D. W. FREIGHTER
T.2, ºes
A-7/2-4-54'32/3
J– on 5% We"///es
STEAM TO WINCHES
%"U_y riºfºil
Jº pºrºss ºf Isfºls
*
- *H
sºlº | Kiſº
EXH. FROM BRIDGE DKWINCHES
Jºſſ for 4-5%'80//s
on ſº"/o/es



























































635
DETAILS
OF COPPER PIPING, STEAM AND EXHAUST
TO DECK MACHINERY
Skſ
21, STEAM TO WINCHES
*H º,
– /8"——---/?"--
21 STEAM TO WINCHES
K 135
*º-3%"----
K?13
2"STEAM TO WINCHES
K249
2n STEAM TO WINCHES
2"STEAM TO WINCHES
$4% – 24.8%"---->
- *R.
>urn
º NY
/A N- --
64%
~K240
2"STEAM TO WINCHES
2"STEAM TO WINCHES
. , S 4%º
iº. Hº
K
y N
2/2" EXH. FROM WINCHES
K|30
2)
2y2"EXH. FROM WINCHES
3'- º
§
30, ------ 3.7"---- - -
Yº, 4% w *is
F-
riºza-º.
§s K279
tº- - -
H- al
—/8"——-1-724–
2/2" EXH. FROM WINCHES
-2&
*/2-><-6"-->
21/2" EXH. FROM WINCHES
9,000.TON D. W. FREIGHTER
2/2"EXH. FROM WINCHES
<9%"><-–2/%"---
KS0
+ s cº-
sº ºc?”
2.
2/2"ExH.FROM WINCHES
—– 24/" --
s frº- —r
-x-xt – S
A-7F- +.
£º-K3 -9->NKE)
2/2" Exh. FROM WINCHES
-------, -3%"——————
2/2"EXH. FROM.WINCHES




























636
DETAILS FOR ORDERING STEEL PIPES
s
º -
Y- He––––/3.5% ----- >
X- F. º .*-r
3y2"STEAM TO AFT WINCHES
------ /34.6%"------> K239
------ -834"–––––- K238
------ 94/0%"------> K237
------ /842%"------> K236
-------9°534"–––––- K234
s F------ A*3"------ K?04
s' ----———— ZA/2"–––––s
§ D. /5%5/2 º
T^kn; Kºrº
------- /534"––––––– > K258
------- 24.9%"-------> K?57
------- 6-334"–––––– > K255
<------ 2'-9"———————> K254
<------ A*///?"------ > K253
-----—— /240"------->> K25?
------- /2-0°––––––– > K25||
------- /5'-/34"––––––s> K243
s F----- /9-5/4"–––––- K24?
§ K------ /5’-//4"–––––– > K?06
*-, 1–3
X-"Nº. - Kºrº
sº
Nº.
2W2"STEAM To FORD AND AFT WINCHES
AND WINDLASS
s F-22.2%---->4:45
§ ----- 2:34"----- K??
§ ------'8%’---, -kioi
* *-ºs - A ºf
- KS"
2"STEAM TO AFT WINCHES
S
S.
\o
Y_
X-
- tº-ºr- §.
zº º § Fo
K125 K2O/ = W
K1257
2"STEAM TO AFT. WINCHES
4" stEAM To FORD DK. MACHv
S S
§ ------ 94.0%"——————> &
WTNKI66 K2327 KI66° W
4's TEAM To FORD DK.MACHY
-------/4///4"––––––>
$3.0"><--— 9'6"————
ºf-
S
**Tºsº, Kº ;
§ A —- —r
s $º K?332 °
§ ºf
X
3/2"STEAM To FORD DK.MACHY
S ----------/34 "———————
§ º
sº I ----- /645"------- §
sºlº * * : * ,
x-H ^º A
a K- § n S-
* \K124
2/2"STEAM To FORD WINCHES
Woźes-Anshed dºmensions given g/omance
fo be made in /eng/fi for fºrming 7
on fººdes and Varažſon fin work.
A/fange boſºng excepſ over
% on Aha fånges ſo be 45/5
Sfa/7.7%/-a.
Arrow ſna/cafes a recºon off/ow.
S.
§
Y—
r-
|
|
|
J
SS
s
|
| K174
| * Y
Y S
2/2"STEAM TO WINDLASS S --
S. - is §
§ ------ §---22:/%––––––––––– > Y S
§ 2-K174 º -->
AT N –?-
º W
* - sº-J Kºº Kº,
s: nº law º -
º{& A/27
ºSºx:
2/2 STEAM TO WINDLASS
S ——A-2"---->
sº
§§ºrº.
Kº Kºš
-*S
§
*
2"STEAM TO BRIDGE WINCHES
* Re------ /7'0"————————- sº
2/2"STEAM TO STEERING ENG.
------44:
--------- /7.0,
--------- 4-5."
----------5-6/?"
---------- 6-27%"
--------- /04//*--------- K296
Kºr-/2.0"
Y \,
x-T- -
S.
Nº.
§
§ -- ~~~~. 4-0-------
'º 546 --- 547"— - 36% * sº tº
\ -
WTNK174 g -- § Kºrº
2/2"STEAM TO WINCHES
-* Y
§ º ------ //-5%"——————— º, §
^o º N's
Y 2k128 Kºgy ºf ºf
X- ºne-ºf-7
2"STEAM TO AFT WANCHES
2/2" STEAM TO STEERING ENG
Sº K——-----/49"------
§
N-2/"-ºº-ºº->
- Sº §
Y-
ſº-y
Å, Ä, ÖSº s KIAS 7
/ Sº
K24 & -— K235% -2.
2/2"STEAM TO STEERING ENG.
-/3%.5%'Aby fake from º
K797 -/9;
K|4? ºf Kº
-- .x-si ~&
º, & 3.
º, &
--r
/42.4 k
2/2” STEAM TO STEERING ENG.









637
CASING FOR STEAM AND EXHAUST PIPING TO DECK MACHINERY
Pc.
No.
K343
K344
K345
K346
K347
K348
K349
K350
K351
K352
K353
K354
K355
K356
FC357
K358
K359
K360
K361
K362
K363
K364
R365
K366
IK367
R368
R369
IQ370
l{371
K372
K373
K374
K375
K376
K377
K378
K379
K380
R381
K382
K383
IK384
K385
K386
K387
R388
K389
K390
R391
K392
K393
K394
K395
K396
K397
K398
K399
K400
K401
K402
K403
K404
K405
K406
K.407
K408
K409
K410
K483
K411
FC412
K413
K414
9,000-TON D. W. FREIGHTER
For Arrangement Plans See Pages 639-640-641 and 642
Remarks
94” long x 3.1” wide.
42” long x 12” wide.
19%" long x 12" wide.
24” long x 33” wide.
42%" long x 12" wide.
22” long x 14” wide.
102” long x 35” wide.
96” long x 35” wide.
43%" long x 12" wide.
25” long x 18” wide.
24” long x 36” wide.
66” long x 30" wide.
43.34" long x 26" wide.
12” long x 26" wide.
50%" long x 35” wide.
48%.” long x 44" wide.
65% " long x 33” wide.
59%" long x 33” wide.
55%" long x 33” wide.
70%" long x 36" wide.
80” long x 33” wide.
78” long x 33” wide.
74% " long x 33” wide.
54” long x 33” wide.
44” long x 46” wide.
64” long x 40” wide.
72” long x 16” wide.
101 %" long x 16” wide.
88” long x 20" wide.
28” long x 36” wide.
60” long x 20" wide.
68%" long x 16” wide.
64” long x 36” wide.
93” long x 36” wide.
65.3%" long x 33” wide.
71” long x 45.5%" wide.
495%" long x 34” wide.
98” long x 34” wide.
19%" long x 14" wide.
67%" long x 14” wide.
36” long x 45" wide.
39” long x 20" wide.
36” long x 20" wide.
54” long x 24" wide.
94% " long x 34” wide.
31%" long x 16%"wide.
12” wide.
42” wide.
31” wide.
37,6" wide.
23%" wide.
30” wide.
1 5” wide.
36” wide.
24” wide.
24” wide.
24” wide.
26% " wide.
24” wide.
15” wide.
15” wide.
18” long x
26” long x
34” long X
71" long x
57” long x
78” long x
67” long x
60” long x
53% $" long x
59%" long x
55%" long x
66” long x
42” long x
42” long x
24" long x
24” long x 15” wide.
1394" long
27” long x
x 15” wide.
15” wide.
27” long x 15” wide.
9 %" long x 15” wide.
9%" long x 15” wide.
96” long x 15” wide.
8” long x 18” wide.
2%"x3%"x4' 9" long.
2%”x3%"x5' 7” long.
2%"x 3%"x4' 5” long.
LIST OF MATERIAL FOR PIPE CASING
No.
Pes. Name Mat’l
1 94" Checkered plate . . . . . Steel
2 %" Checkered plate . . . . . Steel
2 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
3 #4" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
2 %" Checkered plate . . . . . Steel
2 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
6 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
2 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 94" Checkered plate . . . . . Steel
1 4" Checkered plate . . . . . Steel
1 4" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Cºlleckered plate . . . . . Steel
1 %" Cleckered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 94" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 J4" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 J4” Checkered plate . . . . . Steel
2 j4" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 94" Checkered plate . . . . . Steel
1 94" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
2 A " Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
3 W4" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . Steel
1 %" Checkered plate . . . . . Steel
2 A " Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
1 %" Checkered plate . . . . . Steel
2 %" Checkered plate . . . . . Steel
1 % “ Checkered plate . . . . . Steel
4 Plate supports—flat bar. . W.I.
2 Plate supports—flat bar W.I.
9 Plate supports—flat bar. . W.I
2 Plate supports—flat bar. . W.I.
LIST OF MATERIAL FOR PIPE CASING—Continued
PC.
No.
R+15
K416
K417
IS 418
K419
R420
K421
R422
K423
K424
l{425
l{426
K427
R 428
K429
R-430
IS 431
R432
K433
R 434
K435
R-436
R 437
K43S
IN 439
K440
K441
R442
K443
K444
K.445
IN+46
K447
IS-148
K449
K450
K-451
K452
R453
IX45.4
K455
K456
K457
IS 458
R 459
R460
K461
K+62
K463
K+64
R 465
R 466
IN 467
IN468
K469
IX470
K471
K472
IS-17 3
R 474
R-475
K476
K477
IN 478
IN-479
K480
K481
K482
K484
No.
Pcs.
1
1
5
:
475
Name
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
l’late supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
Plate supports—flat bar. .
2%"x2%"x 4” Angle bar.
2"x2"x 4.” Angle bar
© e º º
2%"x2%"x 4” Angle bar.
2%"x2%"x 4.” Angle bar.
2%"x2% "x 4.” Angle bar.
2"x2" x 94." Angle bar. . . . .
2%"x2%"x %" Angle bar
clips
2%"x3%" Flat bar. . . . . . .
2%"x 36" Flat bar. . . . . . .
2%"x3%" Flat bar. . . . . . .
2%"x 36" Flat bar. . . . . . .
%” Bolts
* tº gº tº gº e º e º 'º
2%"x 3%"x3' 11" long.
R 485 800
36" Flat head countersunk
SC I & WS
Mat’l
W.I.
Steel
Steel
Steel
Steel
Steel
Steel
Steel
W . I.
W. I.
W. I.
W. I.
Steel
Brass
Remarks
2%"x 3%”x19” long.
2%"x3%”x4’ 3” long.
2% "x3% ”x2’ 3” long.
2%"x3%"x2'2" long.
2%"x 3%”x4' 7” long.
2%"x3%”x4' 2" long.
2% ”x 3%”x4' 8” long.
2% "x3%”x4' 4" long.
2%"x 3%”x 13” long.
2%"x 3%”x5’ 4” long.
2%"x3%”x2' 7” long.
2% "x 3%"x2' 10” long.
2%"x3%"x3’ 10” long.
2%"x 3%"x4' 1" long.
2% "x 3%"x4' 7” long.
2% "x 3%"x5' 11" long.
2% "x 3%"x6' 10” long.
2%"x 3%"x5’ 10” long.
2%"x3%"x2' 8” long.
2%"x 3%"x2' 11" long.
2%"x 3%"x15" long.
2% 'X 36" x3' 0” long.
2%"x3%”x3' 1" long.
2% "x 3%”x5’ 6” long.
2%"x3%”x5' 5" long.
2%"x 38"x4' 3” long.
. . .2%"x3%”x3’ 4” long.
2%"x 3%"x2' 6" long.
2%"x3%”x2' 0” long.
2%"x 3%”x2’ 3” long.
2%"x3%”x2' 5” long.
2%"x3%"x2' 6" long.
2%"x 3%”x4' 5” long.
2%"x3%”x3’ 0” long.
2%"x3%"x4' 6" long.
2%"x3%”x3’ 3” long.
2%"x 36”x3' 7” long.
2% "x 3%"x5' 2" long.
2% "x 3%"x 11" long.
2%"x3%”x2' 9” long.
2%"x 3%"x3' 11" long.
2%"x 36”x4' 11” long.
2%"x 3%"x20” long.
2% "x 3%"x23” long.
2%"x3%"x4' 5” long.
2% "x 3%"x5' 5" long.
2%"x 3%"x4' 2" long.
2% "x 3%"x5' 11" long.
2% "x3%"x3' 1" long.
e , , 2%"x 3%"x2' 3” long.
2% ”x 3% ”x3' 1" long.
2%"x 38"x3' 2" long.
2% "x 3%"x3' 8" long.
2% "x3%"x2' 11" long.
2% "x 36”x3’ 4” long.
2% "x 36”x3' 0” long.
2% "x 3%"x2" 7” long.
2’ 10” long.
16" long.
3' 5" long.
3' 0” long.
2' 6% " long.
7” long.
2%" long.
7” long.
S” long.
6" long.
9" long.
134” long.
5%" long.
638
7/242–13–7.4%-->
Y
- K449 K423, K449 ------
See //eſa/"F" -- & & ºf . → - (**** - --
- º .###EEEE| Hº-39
º 5''-º'--7.9% ºf 4///4"><-4///4"><-4-//44 rº, § 3. Kºź K413
*34/0%$+3:/.2%'. K47% º-K447 K339 º/4" - 4.4//4"-s-4-///4" ~7%’s-234
tººl + K425 & “ # * * º
º:HZE=#Ez-Hi-Hº H===Hºº - K440”, ºf-E-E-Eº- ====FMºW
K360 - d'ſ - - - - "K338. Kºkº to
$47 (44? / Zººg K393 *†
- l
Cargo ~ Cargo Hatch" __ K473>!"
- - K40|-tº ... "
- H3-6-
ſo tº 4 ſº tº 30 & 34 || 36 B8 40 Hz 4 || 4% 48 % ºf , º, . K . . . . .
__ 3"> H
> Feſ?% º
- K393/. `,
- - - - E Bºlſ “...sº
Kºsº ||º
3. |\º K430 K4%|
§ tº: ------
See Defoyº Tº Kº
<--6' 6"--->|<--527-->
See A)6/2//73"
Joe ſeſa/A" –340°--->+--- 3:0+--\->|<3
K34
Whese Požes perforafed see defa/?"
44///44-1-44///4">K-47%.4
K
K345 º *
K4 5-ſ0%
- *5%.
* cº/f fost/?
25W//7/7
Cargo Hatch"4
K429*
See ſeſa/J"
º
re-3-0----- 2K47
fost/f work K45–
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\ \K47 & ‘K410
K40% -6'-9"---
K405 -
%2 194 |66 , 168
K-ºs,
K423
K371—º.
34 (35 % 9?
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º
See Defa/C"
——
See/eſa/º
K4||
&
Cargo'
Hatch"5
3?
º
-
KZII-
Jº Jeſa/Cº
2. K417
9,000.TON D. W. FREIGHTER
See Page 638
Kº-Tºk.
K434
K374
(3-i-Íñ.
§ il, |
> * ||{ K363
º f O K304
**** º :
K426. º Hº
ºlº ſº, Kº
:* wº i.
* * Hatch #3 z
e 10? 104 106
K433
<--6' 34--->










































































3.
€
&
9%".
DETAll "J"
* nºi
| A (heckered Paſe -
|| || - 2%.2% Ange, 33% º
| º 79. %.
W tº TE Z
Tº TFT,
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| SHI. gif, iſ º
H= | S ~\\\
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l w -- -*
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k- __^- EZ Y is º:
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7%"/2.7///e \
º K4/\% ºf "K47
2." 2/?"
DETAl L"C"
47| K410
&
Y
%%/#5 :
3%"Faż///(##% C/D
Mach Screws M-
2
an
/ps Secured w/ <-/0/2" >
/?"30//s - | º C
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W Role His H
+ (*) 5
º _j 2-
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K43 Y ||||N, t
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º | || 2 s. N * yº–ººt-
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Y Eizº è % K44 - SEC, A-A –
7 7. 7\ | M4 Checke/e}} - C/D
K4|3 º H
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See Page 638









642
STEAM AND WATER PIPING
No.
2
.
10
16
17
18
19
20
21
22
23
24
30
31
32
33
34
35
36
37
39
40
4 I
LIST OF PIPES FOR - ONE
Dia. Thickness
Mat’l
Steel . . . . . . . .
Steel . . . . . to e -
Steel tubing. .
Steel tubing. .
Steel tubing. .
Steel . . . . . •
Steel . . . . . . . . .
Steel . . . . . . . . .
Steel
Steel . . . . . . . .
Steel . . . . . . . . .
Steel
Steel
Steel
Steel . . . . . . . . .
Steel
Steel
Steel . . . . . . .
Steel
Steel
Steel . . . . . . . . .
Steel . . . . . . . . .
Steel . . . . . . . .
Steel
Steel
Steel
Steel
Steel .
Steel
Steel . . . . . . . . .
Steel .
Steel
Steel
Steel
Steel . . . .
Steel .........
Steel . . . . . . . . .
Steel
Steel
Steel . . . . .
Steel . . . . . . .
c - e - - - & 4
3%”
3%”
3%"
3%"
3%"
3%”
3%"
194”
194”
2% py
3”
3”
3”
294"
3”
3”
3”
3”
3”
1”
1”
2”
1”
194”
194”
194”
1 %"
2 wº
3%
14”
14”
y;”
154”
154”
1%"
Standard
Standard
.212”
.212”
.212”
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
AUXILIARY FIVE MASTED SCHOONER
For Arrangement Plans See Pages 648-649–650 and 651
SHIP
Service
Steam outlet from
boiler.
Steam outlet from starboard
boiler.
Steam to port main engine.
port
Steam to starboard main en-
gine.
Main steam cross-over line,
starboard. to port boiler.
Escape to starboard boiler.
Escape to port boiler.
Steam to starboard whistle.
Steam to port whistle.
Auxiliary steam to starboard
machinery.
Auxiliary steam to port ma-
chinery.
Auxiliary steam, cross-over,
starboard to port boiler.
Auxiliary steam cross-over
starboard to port boiler.
Auxiliary steam to deck ma-
chinery forward.
Auxiliary steam to deck ma-
clinery forward.
Auxiliary steam to auxiliary
machinery port side.
Auxiliary steam to auxiliary
machinery, port side.
Auxiliary steam to auxiliary
machinery, port side.
Auxiliary steam to auxiliary
machinery, port side.
Auxiliary steam to auxiliary
machinery, port side.
Auxiliary steam to gener-
ator and air pump.
Auxiliary steam to air pump.
Auxiliary steam to air pump.
Auxiliary steam to deck
winch.
Auxiliary steam to steam
ineaters, forward.
Auxiliary steam to evapor-
ator.
Auxiliary steam to evapor-
at Or.
Auxiliary steam to evapor-
ator.
Auxiliary steam to evapor-
at Or.
Auxiliary steam to sea valve
strainer, port side.
Auxiliary steam to sea valve
strainer, port side.
Auxiliary steam to sea valve
strainer, port side.
Auxiliary steam to evapo-
rator and sanitary pumps.
Auxiliary steam to evapo-
rator feed pump,
Auxiliary steam to evapor-
rator feed pump.
Auxiliary steam to
pump.
Auxiliary steam
pump.
Auxiliary steam
bilge pump.
sanitary
to sanitary
to fire and
Auxiliary steam to circula.
tion pump.
Auxiliary steam to genera-
tor.
Auxiliary steam to genera-
tor.
No.
42
43
44
45
46
47
48
49
5
2
53
54
56
57
58
59
60
61
62
63
64
65
66
LIST OF PIPES FOR ONE SHIP_Continued
Mat’l
Steel . .
Steel . . . . . . . . .
Steel
Steel . . . . . . . . .
Steel . . . . . . . . .
Steel
Steel
Steel
+ = P + v is a s e
Steel .
Steel . . . . .
Steel
Steel
- - - - - - e. e. p.
Steel . . . . . . . .
Steel
Steel
Steel
- - - - - - - -
Steel . . . . . . . . .
Copper . . . . . . .
Copper
Rlack
T}lack
Black
Plack
Black
Plack
Plack
I}lack
T}lack
T}lack
Black
F31ack
Black
T}lack
R]ack i
Black i
Black i
T}lack i
Black i
iron. . . . .
iron . . . . .
iron. . . . .
iron. ... .
iron. ... .
iron . . . . .
iron . . . . .
iron . . . . .
iron . . . . .
iron. . . . .
iron. . . . .
iron. . . . .
iron. . . . .
iron. ...
Dia. Thickness
1%"
1%"
194”
1”
2”
1 % fr
1 : ; "
2”
8”
4”
3 Py
1”
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
.072”
.072”
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Service
Auxiliary
tor.
Steam to genera-
Auxiliary steam to steam
heat. and smothering line,
aft.
Auxiliary steam to smother-
ing pipes, aft.
Auxiliary steam
heat., aft.
Auxiliary steam to auxiliary
to Steam
machinery, starboard.
Auxiliary steam to fresh
water pump.
Auxiliary steam to feed
pumps Nos. 1 and 2.
Auxiliary steam to feed
pump No. 2.
Auxiliary steam to feed pump
No. 1.
Auxiliary steam to feed
pump No. 1.
Auxiliary steam to inspira-
tor.
Auxiliary steam to inspira-
tor.
Auxiliary steam to main en-
gines and bleeder.
Auxiliary steam to main en-
gines and bleeder.
Auxiliary steam to bypass,
starboard engine.
Auxiliary steam to bypass,
port engine.
Bleeder to condenser.
Exhaust port engine to con-
denser.
Exhaust, starboard engine to
condenser.
Auxiliary exhaust to con-
denser.
Auxiliary exhaust to con-
denser.
Auxiliary exhaust to con-
denser.
Auxiliary exhaust to con-
denser.
Auxiliary exhaust from cir-
culating pump.
Auxiliary exhaust from cir-
culating pump.
Auxiliary exhaust from cir-
culating pump.
Auxiliary exhaust from fire
and bilge pump.
Auxiliary exhaust from fire
and bilge pump.
Auxiliary exhaust from fire
and bilge pump.
Auxiliary exhaust from sani.
tary pump.
Auxiliary exhaust from sani-
tary pump.
Auxiliary exhaust from sani.
tary pump,
Auxiliary exhaust from evap-
orator feed pump.
Auxiliary exhaust from evap.
orator feed pump.
Auxiliary exhaust from evap-
orator feed pump.
Auxiliary exhaust from
erat Or.
Auxiliary exhaust from
erator.
Auxiliary exhaust from
e1 at Or.
(Continued on next page)
gen-
gen-
gen-
STEAM AND WATER PIPING
AUXILIARY FIVE MASTED SCHOONER
For Arrangement Plans See Pages 648-649–650 and 651
LIST OF PIPES FOR ONE SHIP-Continued
Mat’l
80 Black iron. . . . .
No.
81 Black
32 Black
83 Black
84 Black
85 Black
86 Black i
87 Black i
88 Black i
89 Black i
90 Black i
91 Black i
92 Black i
93 Black i
94 Black i
95 Black
96 Black
97 Black i
98 Black i
99 Black i
100 Black i
101 Black i
102 Black i
103 Black i
104 Black
I05 Black
106 Black
107 Black
108 Black
109 Black
110 Black
111 Black
112 Black
113 Black
114 Black
115 Black
116 Black
iron. . . . .
iron. . . . .
iron. . . . .
iron. . . . .
iron. . . . .
Iron . . . .
Iron . . . .
Iron . . . .
Iron . . . .
Iron . . . .
Iron . .
Iron . . . .
Iron . . . .
Iron . . . .
Iron. . . .
Dia. Thickness
2”
2”
5”
2% º
2% tºº
2%"
4”
4”
4”
4”
3”
3 º
3 Pº
3 py
3”
V4”
1%"
1”
1"
154”
1%”
1%"
1%”
34”
34”
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Service
Auxiliary exhaust from gen-
erator.
Auxiliary exhaust from gen-
erator.
Auxiliary exhaust to con-
denser.
Evaporator vapor line to
condenser.
Evaporator vapor line to
condenser.
Evaporator vapor line to
condenser.
Auxiliary exhaust to con-
denser and heater.
Auxiliary exhaust to con-
denser and heater.
Auxiliary exhaust to con-
denser and heater.
Auxiliary exhaust to con-
denser and heater.
Auxiliary exhaust from for-
ward machinery.
Auxiliary exhaust from for-
ward machinery.
Auxiliary exhaust to air.
Discharge to c on d e n ser
from feed heater, back
pressure valve.
Discharge to c on d e n ser
from feed heater, back
pressure valve.
Discharge to c on d e m ser
from feed heater, back
pressure valve.
Discharge to c on d e n ser
from feed heater, back
pressure valve.
Auxiliary exhaust from air
pump.
Auxiliary exhaust from air
pump.
Auxiliary exhaust from
pumps Nos. 1 and
Auxiliary exhaust from
pump No. 1.
Auxiliary exhaust from
pump No. 1
Auxiliary exhaust from
pump No. 2.
Auxiliary exhaust from feed
pump No. 2.
Auxiliary exhaust from fresh
water pump.
Auxiliary exhaust from fresh
water pump.
Auxiliary exhaust from fresh
water pump.
Trap drain, aft.
feed
feed
feed
feed
Discharge from trap, aft to
hot well.
Discharge from trap, aft and
forward to hot well.
Discharge from trap,
ward to hot well.
Trap drain
heaters.
Discharge from feed heater
trap to hot well
Discharge from feed heater
trap to hot well
for-
from forward
Discharge from feed heater
trap to hot well.
Discharge
trap to
from evaporator
hot well.
Discharge
trap to
from evaporator
hot well.
No.
117
1 18
119
128
129
130
131
132
| 33
134
135
136
137
1 38
139
140
141
1 42.
143
1 44
145
146
147
i 48
149
150
151
152
153
154
155
LIST OF PIPES FOR ONE SHIP–Continued
Mat’l
I}lack Iron . . . .
Black Iron . . . .
131ack Iron . . . .
Copper .
Copper . .
Gal. Iron
Copper . .
Copper . .
Copper . .
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Copper . .
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
- Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
Gal. Iron
tº e º 'º e
tº e º 'º &
s a sº ºp tº
* * * * *
* * g g tº
* * * * u,
tº e tº e e
Dia. Thickness
34”
34”
34”
6”
6”
6”
4”
4”
2%"
2%”
orr
2”
2”
2”
2”
3”
3”
3”
3”
3 pp.
3 ºp
3”
3”
3”
3”
3”
3”
2%"
2%”
Standard
Standard
Standard
.125”
.084”
Standard
.084”
.084"
.084"
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
.084”
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Fire
Service
Discharge from evaporator
trap to hot well.
Discharge from evaporator
trap to hot well.
Discharge from evaporator
trap to hot well.
Discharge from fire and
bilge pump to condenser.
Main sea suction to circu-
lating pump.
Bilge injection to circulating
pump.
Discharge from circulating
pump to condenser.
Discharge from condenser
overboard.
Discharge from condenser
overboard.
Discharge from fire and
bilge pump to fire line and
overboard.
Discharge from fire and bilge
pump overboard.
Discharge from fire and bilge
pump overboard.
Discharge from fire and bilge
pump to fire line.
Discharge from fire and bilge
pump to fire line.
Fire line, forward.
Fire line, aft.
Blow-off from evaporator
overboard.
Blow-off from evaporator
overboard.
Biow-off from evaporator
overboard.
Fire and bilge pump suction
line.
Fire and bilge pump
to bilge manifold.
Fire and bilge pump suction
to bilge manifold.
Fire and bilge pump
to after bilge.
and bilge pump
after bilge.
and bilge pump
after bilge.
and bilge pump suction
engine room bilge.
and bilge pump suction
engine room bilge.
and bilge pump suction
engine room bilge.
and bilge pump suction
forward hold, port.
and bilge pump suction
forward hold, port.
and bilge pump suction
forward hold, port.
and bilge pump suction
forward hold, starboard.
and bilge pump suctiºn
forward hold, starboard.
and bilge pump suction
forward hold, starboard.
and bilge pump suction
forward hold, starboard.
and bilge pump suction
to forward hold, starboard.
Fire and bilge pump suction
to forward hold, starboard.
suction
suction
suction
to
Fire
to
Fire
to
Fire
to
Fire
1O
Fire
to
suction
Ifire
to
Fire
to
Fire
t
Fire
t
Fire
to
J’ire
t
Fire
O
O
O
Sanitary pump, sea suction,
Sanitary pump, sea suction,
(Continued on next page)
644
STEAM AND WATER PIPING
156
157
158
1.59
160
161
162
163
164
1.65
166
167
I68
169
170
171
172
173
174
175
176
177
178
179
180
182
183
184
185
186
187
188
189
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205
206
207
208
209
AUXILIARY FIVE MASTED SCHOONER
For Arrangement Plans See Pages 648-649–650 and 651
LIST OF PIPES FOR ONE SHIP-Continued
Mat’l
Gal. Iron . . . . .
Gal. Iron. . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Copper . . . . . . .
Copper . . . . . . .
Gal. Iron. . . . .
Copper . . . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron
Gal. Iron &
Gal. Iron. . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron. . . . .
Gal. Iron . . . . .
Gal. Iron © Q
Gal. Iron . . . . .
Gal. Iron. . . . .
Gal. Iron. . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Gal. Iron . . . . .
Steel Tubing. .
Steel Tubing. .
Steel Tubing. .
Steel Tubing. .
Steel Tubing. .
Steel Tubing. .
Steel Tubing..
Steel Tubing. .
Steel Tubing..
Steel Tubing..
Steel
2”
Dia. Thickness
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
.084”
.048”
Standard
.084”
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
Standard
..176”
..176”
..176”
..176”
..176”
..176”
..176”
..176”
..176”
Ex. heavy
Ex, heavy
Ex. heavy
Ex. heavy
Ex. heavy
Ex. heavy
Service
Sanitary pump, sea suction,
Sanitary pump discharge to
gravity tank.
Sanitary pump discharge to
gravity tank.
Sanitary pump discharge to
gravity tank.
Sanitary pump discharge to
gravity tank.
Evaporator feed pump suc-
tion.
Evaporator feed pump suc-
tion.
Evaporator feed pump dis-
charge to evaporator.
Evaporator feed pump dis-
charge to evaporator.
Fire and bilge, sanitary and
evaporator pump suction.
Air pump discharge to hot
well.
Overflow from hot well.
Air pump suction from con-
e11Ser. g
Suction from feed pumps to
air pump suction.
Suction from feed pumps to
air pump Suction.
Feed pump suction line.
Feed pump suction from hot
Well.
Feed pump suction from hot
well.
Feed Pump No. 1 suction.
Feed Pump No. 2 suction.
Main suction from fresh
water tanks.
Main suction from fresh
water tanks.
Main suction from fresh
water tanks.
Main suction from fresh
water tanks.
Fresh water feed makeup to
air pump.
Fresh water
alr pump.
Fresh water
air pump.
Fresh water
alr pump.
Fresh water
Fresh water
to gravity
Fresh water pump discharge
to gravity tank.
Fresh water suction to
spirator.
Fresh water suction to in-
spirator.
Sea suction to
Sea suction to
Sea suction to
Sea suction to inspirator.
Overflow from inspirator.
Feed Pump No. 1 discharge.
Feed pump No. 2 discharge.
Feed Pump No. 1 and 2 dis-
charge to heater. * * * *
By pass on heater (supplied).
Main feed line to boilers.
feed makeup to
feed makeup to
feed makeup to
pump suction.
pump discharge
tank.
in-
inspirator.
inspirator.
inspirator.
LIST OF PIPES FOR ONE SHIP Continued
No. Mat’l Dia. Thickness Service
210 Steel . . . . . . . . 1” Standard Feed line relief valve dis-
charge to hot well.
211 Steel . . . . . . . . 1” Standard Feed line relief valve dis-
charge to hot well.
212 Gal. Iron . . . . . 1 %" Standard Blow-off from boiler to sea.
213 Gal, Iron . . . . . 1 %" Standard Blow-off from boiler to sea.
214 Gal. Iron . . . . . 1" Standard Blow-off to starboard boiler.
215 Gal. Iron . . . . . 1” Standard Blow-off to port and star-
board boilers.
216 Gal. Iron 1 * Standard Blow-off to port boiler.
217 Gal. Iron . . . . . 1” Standard Blow-off to port boiler.
218 Gal. Iron . . . . . 1 m, Standard Blow-off to starboard boiler,
starboard side.
219 Gal. Iron . . . . . 1” Standard Blow-off to starboard boiler,
starboard side.
220 Gal. Iron . . . . . 1” Standard Blow-off to starboard boiler,
port side.
221 Gal. Iron . . . . . 1” Standard Blow-off to starboard boiler,
port side.
222 Gal. Iron . . . . . 1 * Standard Blow-off to port boiler, star-
board side.
223 Gal. Iron..... 1" Standard Blow-off to port boiler, star-
board side.
224 Gal. Iron . . . . . 1” Standard Blow-off to port boiler, port
side.
225 Gal. Iron . . . . . 1” Standard Blow-off to port boiler, port
side.
226 Steel . . . . . . . . 3%" Standard Steam to main injection
strainer.
227 Steel . . . . . . . . 3%" Standard Steam to main injection
strainer.
228 Steel . . . . . . . . 3%" Standard Steam to main injection
strainer.
229 Steel . . . . . . . . 1 %" Standard Feed water regulator, port
boiler.
230 Steel . . . . . . . . 1%" Standard Feed water regulator, star-
board boiler.
231 . . . . . . . . . . . . . . . . . . . . . . . . . . Water column connection,
port boiler (supplied).
232 . . . . . . . . . . . . . . . . . . . . . . . . . . Water column connection,
port boiler (supplied).
233 . . . . . . . . . . . . . . . . . . . . . . . . . . Water column connection,
port boiler (supplied).
234 . . . . . . . . . . . . . . . . . . . . . . . . . . Water column connection,
port boiler (supplied).
235 . . . . . . . . . . . . . . . . . . . . . . . . . . Water column connection,
port boiler (supplied).
236 . . . . . . . . . . . . . . tº g g g g º º ſº Water column connection,
port boiler (supplied).
237 . . . . . . . . . . . . . . . . . . . . . . . . . . Water column connection,
starboard boiler (supplied).
238 . . . . . . . . . . . . . . . . . . . . . . . . . . Water column connection.
starboard boiler (supplied).
239 . . . . . . . . . . . . . . . . . . . . . . . . . . Water column connection,
starboard boiler (supplied).
240 . . . . . . . . . . . . . . . . . . . . . . . . . . Water column connection,
starboard boiler (supplied).
241 . . . . . . . . . . . . . . . . . . . . . . . . . . Water column connection,
starboard boiler (supplied).
242 . . . . . . . . . . . . . . . . . . . . . . . . . . Water column connection,
starboard boiler (supplied).
243 Brass . . . . . . . 194” Iron Pine Drain from main engines.
Size
Main
Main
Main
Main
feed line
feed line
feed line
feed line
boiler.
Main feed line to port boiler.
Auxiliary
feed
line
boilers.
boilers.
boilers.
starboard
from
feed pumps to boilers.
Auxiliary
feed
line
dis-
charge from inspirator.
Auxiliary feed line discharge
from inspirator.
Auxiliary feed line to star-
board
boiler.
Auxiliary feed line to port
boiler.
Auxiliary feed line to port
boike
r.
NOTES-To Be Furnished.
2–6” chime whistles with lever valve for 1%" steam.
1–5" iron body steam gauge graduated from 0 to 350 lbs. auxiliary
steanu line.
2–5” iron body steam gauge graduated from 0 to 100 lbs. steam
heat line forward and aft.
1–5” iron body steam gauge graduated from 0 to 150 lbs. fire line.
All gauges to be connected with 34” pipe.
Pureau veritas requirements.
All gauges to have equivalent metric graduation in kg. per sq.
cent.
The weight of the main steam piping, safety valve, etc., to be
taken by hatigers from overhead, or by some other suitable method
to be decided upon after the pipes have been run.
(Continued on next page)
645
STEAM AND WATER PIPING
AUXILIARY FIVE MASTED SCHOONER
For Arrangement Plans See Pages 648-649–650 and 651
LIST OF WALVES FOR ONE SHIP
Type Pres-
No. Material Size Type Bonnet Ends SUIre Service
V-1 Steel . . . . . . . . . . . . . . . . . . . . . . 3 1/4” Globe Rolted Flanged 250 Main stop on star. boiler.
V-2 Steel . . . . . . . . . . . . . . . . . . . . . . 3 A" Globe Bolted Flanged 250 Main stop on port boiler.
V-3 Steel . . . . . . . . . . . . . . . . . . . . . . 394." Angle Bolted Flanged 250 Safety valve on star. boiler.
V-4 Steel . . . . . . . . . . . . . . . . . . . . . . 3%” Angle Bolted Flanged 250 Safety valve on port boiler.
V-5 Steel . . . . . . . . . . . . . . . . . . . . . . 3” Reducing Polted Flanged 250 Auxiliary steam line, port side.
V-6 Steel . . . . . . . . . . . . . . . . . . . . . . 3” Globe Polted F1anged 250 Auxiliary stop to deck 11:aclı.
V-7 Composition . . . . . . . . . . . . . . . 2.94.” Globe Rolted Flanged 250 Auxiliary stop on port boiler.
V-8 Composition . . . . . . . . . . . . . . 214" Globe Roltod Flanged 250 Auxiliary stop on star. boiler.
V-9 Comnosition . . . . . . . . . . . . . . . 2” Globe Roited Flanged 300 Main feed check, star. boiler.
V-10 Cornposition . . . . . . . . . . . . . . . 2” Globe Bolted Flanged 300 Main feed check, port boiler.
V-1 1 Composition . . . . . . . . . . . . . . . fy," Globe Screw Screw 300 Main fecd bypass, star. boiler.
V-12 Composition . . . . . . . . . . . . . . . 194” Regulator Rolted Flanged 300 Regulator on port boiler.
V-1 3 Composition . . . . . . . . . . . . . . . 1 1/4” Globe Screw Screw 300 Main feed bypass, star. boiler.
V-14 Composition . . . . . . . . . . . . . . . 1 %" Globe Screw Screw 300 Main feed bypass, port boiler.
V-15 Composition . . . . . . . . . . . . . . . 2” Globe Screw Screw 300 Main feed bypass, star. boiler.
V-16 Composition . . . . . . . . . . . . . . . 2” Globe Screw Screw 300 Main feed bypass, port boiler.
V-17 Composition . . . . . . . . . . . . . . . 194” Regulator Rolted Flanged 300 Regulator on star. boiler.
V -18 Composition . . . . . . . . . . . . . . . 1 %" Globe Screw Screw 300 Main feed bypass, port boiler.
V-19 Composition . . . . . . . . . . . . . . . 2” Globe Rolted Flanged 300 Main feed stop, star. boiler.
V-20 Composition . . . . . . . . . . . . . . . 2” Globe T}olted Flanged 300 Main feed stop. port boiler.
V-21 Cast iron, brass fitted. . . . . . . 3” Globe Rolted Tlangcd 50 Atmospheric exhaust.
V-22 Cast iron, brass fitted. . . . . . . 3” Globe Rolted F1anged 50 Auxiliary exhaust from deck mach.
V-23 Composition . . . . . . . . . . . . . . . 2” Globe Screw Screw 250 Steam to inspirator.
V-24 Composition . . . . . . . . . . . . . . . 2” Globe Screw Screw 300 Inspirator disclarge to boilers.
V-25 Composition . . . . . . . . . . . . . . . 2” Globe Screw Screw 50 F. W. suction to inspirator.
V-26 Composition . . . . . . . . . . . . . . . 2” Globe Screw Screw 50 S. W. suction to inspirator.
V-27 Composition . . . . . . . . . . . . . . . 194” Angle Screw Screw 300 Attxiliary feed stop to star. boiler.
V-28 Composition . . . . . . . . . . . . . . . 194” Globe Screw Screw 300 Auxiliary feed check to star. boiler.
V-29 Composition . . . . . . . . . . . . . . . 194” Angle Screw Screw 300 Auxiliary feed stop to port boiler.
V-30 Composition . . . . . . . . . . . . . . . 1 94." Globe Screw Screw 300 Auxiliary feed check to port boiler.
V-31 Composition . . . . . . . . . . . . . . . 2” Angle Screw Flanged 50 Sea suction to inspirator.
V-32 Composition . . . . . . . . . . . . . . . 1 %" Angle Screw Flanged 250 Blow-off to boilers.
V-33 Composition . . . . . . . . . . . . . . 5” Angle Rolted Flanged 50 Sea suction to pumps.
V-34 Composition . . . . . . . . . . . . . . , 5” Globe Bolted Flanged 50 Suction stop to pumps.
V-35 Composition . . . . . . . . . . . . . . . 1” Y Screw Screw 250 Blow-off port boiler, star. side.
V-36 Composition . . . . . . . . . . . . . . . 1” Y Screw Screw 250 Blow-off port boiler, port side.
V-37 Composition . . . . . . . . . ſº º 1” Y Screw Screw 250 Blow-off port boiler, star. side.
V-38 Composition . . . . . . . . . . . . . . . 1” Y Screw Screw 250 Blow-off port boiler, port side.
V-39 CCmposition . . . . . . . . . . . . . . . 1" Y Screw Screw 250 blow-off star. boiler, star. side.
V-40 Contposition . . . . . . . . . . . 1” Y Screw Screw 250 Blow-off star. boiler, port side.
V-41 Composition . . . . . . . . . . . . . . . 1” Y Screw Screw 250 Blow-off star. boiler, star. side.
V-42 Composition . . . . . . . . . . . . . . . 1” Y Screw Screw 250 Blow-off star. boiler, port side.
V-43 Composition . . . . . . . . . . . . . . . 1” Globe Screw Screw 250 Water column, star. boiler.
V-44 Composition . . . . . . . . . . . . . . . 1” Globe Screw Screw 250 Water column, star, boiler.
V-45 Composition . . . . . . . . . . . . . . . 1” Globe Screw Screw 250 Water column, port boiler.
V-46 Composition . . . . . . . . . . . . . . . 1” Globe Screw Screw 250 Water column, port boiler.
V-47 Composition . . . . . . . . . . . . . . . 1 94" Angle Screw Screw 250 Feed water regulator, port boiler.
V-48 Composition . . . . . . . . . . . . . . . 194” Angle Screw Screw 250 Feed water regulator, star. boiler.
V-49 Composition . . . . . . . . . . . . . . . 1” Globe Screw Screw 250 Water column, port boiler.
V-50 Composition . . . . . . . . . . . . . . . 1" Globe Screw Screw 250 Water column, port boiler.
V-51 Composition . . . . . . . . . . . . . . . 1” Globe Screw Screw 250 Water column, star. boiler.
V-52 Composition e g º us is e & Cº º e & 1” Globe Screw Screw 250 Water column, star. boiler.
V-53 Composition e G s & e < e < e s & o 1” Globe Screw Screw 250 Steam to air pump.
V-54 Composition . . . . . . . . . . . . . . . 1%" Globe Screw Screw 50 Exhaust to air pump.
V.55 Composition . . . . . . . . . . . . . . . 54." Globe Screw Screw 250 Steam heat. gauge, for’d.
V-56 Composition . . . . . . . . . . . . . . . 2” Relief Screw Screw 250 Main feed line.
V-57 Composition . . . . . . . . . . . . . . . 34” Check Screw Screw 250 Evaporator trap to hot well.
V-58 Composition . . . . . . . . . . . . . . . 4” Globe Bolted Flanged 150 Bilec pump discharge, overboard.
V-59 Composition . . . . . . . . * * * * * * * 2%” Globe Bolted Flanged 150 To fire line.
V-60 Composition . . . . . . . . . . $ 2” Globe Screw Flanged 150 FIose connection. fire line.
V-61 Cast iron, brass fitted. . . . . . . 3” Globe Bolted Flanged 50 Hot well suction.
V-62 Cast iron, brass fitted. . . . . . . 3" Globe Bolted Flanged 50 Feed pump suction to condenser.
V-63 Cast iron, brass" fitted. . . . . . . 5” Globe Bolted Flanged 50 Auxiliary exhaust to condenser.
V-64 Composition . . . . . . . . . . . . . . . º Globe Screw Screw 50 Fresh water make-up.
V-65 Cast iron, brass fitted. . . . . . . 4” Weighted Check Bolted Flanged 50 F. & B. pump discharge, overboard.
V-66 Cast iron, brass fitted. . . . . . . 6” Weighted Check Bolted Flanged 50 Condonser dischargc, overboard.
V-67 Cast iron, brass fitted. . . . . . . 4” Globe Bolted Flanged 100 F. & B. pump disc. to condenser.
V-68 Cast iron, brass fitted. . . . . . . 6” Angle Bolted Flanged 50 Bilge injection.
V-69 Composition . . . . . . . . & sº e s tº e ºs 8” Angle Bolted Flanged 50 Main injection.
V-70 Composition . . . . . . . . . . . . . . . 2” Check Screw Screw 50 Blow-off to evaporator.
(Continued on next page)
646
STEAM AND WATER PIPING
Material
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
tº e º 'º - - - - - e º a e s e
is e s sº e º 'º e a a s e s s a
tº e º e º - - - - - tº a tº e s
tº º it tº º e º e º ſº tº gº tº 6 &
© a s e º a a e o e º e s tº 6
s e = w tº e º 'º e º 'o e e º e
e s s a s - a 9 s e º e s e e
<e e - © - - - - - - e º ſº º º
Cast iron, brass fitted . . . . . . .
Cast iron, brass fitted. . . . . . .
Composition
Composition
Composition
Composition
Composition
Composition
Composition
tº e º e º e º 'º a º w & e º &
e e o e s - © - a c e º & © tº
e e º 'o - - - - e º e º ºs e &
• * a e e s a s a e º ºs e º º
Cast iron, brass fitted. . . . . . .
Cast iron, brass fitted. . . . . . .
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Steel
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Composition
Steel . . . . .
Steel
Composition
Composition
Composition
Composition
Composition
e e s e , s a
• * a e º e º e º e º f tº # *
• a s e e = * * * * * * * * *
e = * * * * * * * * * * * * *
s = e, e s m = • * * * * * * *
e e º 'º e s a e e º e º 'º " "
e s & e s a a e s a w & º * *
e e e s e a e º e = * * * * *
• e s a • * * * * * * * * * *
e is a e º 'º - e s • * * * * *
e e º e s - - - - © e º e º º
AUXILIARY FIVE MASTED SCHOONER
For Arrangement Plans See Pages 648-649–650 and 651
- LIST OF WALVES FOR ONE SHIP-Continued
1% "
1%."
1”
1”
Type
Angle
Angle
Angle
Globe
Globe
Angle
Relief
Angle
Angle
Check
Check
Cross
Cross
Cross
Angle
Globe
Check
Angle
Angle
Globe
Angle
Angle
Globe
Globe
Cross
Cross
Globe
Globe
Globe
Globe
Globe
Globe
Globe
Globe
Globe
Globe
Globe
Globe
Globe
Globe
Globe
Angle
Globe
Angle
Globe
Globe
Globe
Globe
Globe
Globe
Globe
Globe .
Globe
Globe
Globe
Globe
Globe
Globe
Globe
Check
Globe
Angle
Globe
Reducing
Globe
Globe
Throttle
Throttle
Globe
Globe
Reducing
Globe
Globe
Type
Bonnet
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Bolted
Bolted
Screw
Bolted
'Bolted
IBolted
Bolted
IBolted
Bolted
Bolted
Bolted
Screw
Screvºr
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Bolted
Bolted
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Bolted
Bolted
Screw
Screw
Screw
Screw
Screw
Ends
Screw
Screw
Flanged
Flanged
Screw
Screw
Screw
Screw
Screw
Screw
Flanged
Flanged
Flanged
Flanged
Flanged
Screw
Screw
Flanged
Flanged
Screw
Flanged
Flanged
Flanged
Flanged
Flanged
Flanged
Flanged
Flanged
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Flanged
Flanged
Flanged
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Screw
Flanged
Flanged
Screw
Screw
Screw
Screw
Screw
Pres-
SUITC
100
100
100
100
50
100
150
50
100
100
50
50
50
50
50
250
250
250
250
50
250
300
300
250
250
250
250
250
Service
Blow-off to cvaporator.
Sanitary pump discharge.
Sanitary pump suction.
Ash connection.
Vapor line to condenser.
Drain to evaporator trap.
IFire line.
Evaporator pump suction.
Feed stop to evaporator.
Feed check to evaporator.
Bilge manifold.
Forward bilge suction.
Forward bilge suction.
Engine room suction.
After bilge suction.
Fol ward steam heat, trap.
Trap check. -
No. 1 feed pump suction.
No. 2 feed pump suction.
Reed suction line stop.
No. 1 feed pump discharge.
No. 2 feed pump discharge.
Auxiliary feed line stop.
Main feed line stop.
Heater bypass.
Heater bypass.
Heater exhaust.
Heater back pressure.
Heater trap drain.
Fresh water pump suction.
Fresh water pump discharge.
Steam hose conn., star. side.
Inspirator hose connection.
No. 1 feed pump exhaust.
No. 1 feed pump steam.
No. 2 feed pump exhaust.
No. 2 feed pump steam.
Fresh water pump steam.
Fresh water pump exhaust.
Circulating pump steam.
Circulating pump exhaust.
Steam to evaporator.
Steam to sea strainer.
Steam to sea strainer.
Steam to evaporator pump.
Exhaust to evaporator pump.
Steam to sanitary pump.
Exhaust to sanitary pump.
Steam to fire and bilge pump.
Exhaust to fire and bilge pump.
Star. engine stop.
Port engine stop.
Slcain nose conn., port side.
Whistle stop, port boiler.
Whistlc stop, stal. boiler.
Bleeder stop to condenser.
Steam to generator.
Exhaust to generator.
After steam heat. trap.
Trap check.
After smothering line.
Steam to sea strainer.
Steam heat., aft.
Steam heat., aft.
Water service to main engines.
Engine drain to air pump suct.
Star. main engine.
Port main engine.
Steam to sea strainer.
To steam ineat, gauge, aft.
Steam heat., forward.
Steam heat., forward.
To stcam beat, gauge, forward.
647
STEAM PIPING
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PLAN VIEW
STEAM PIPING
AUXILIARY FIVE MASTED SCHOONER
Designed by Cox & Stevens, New York City
See Pages 643. 644, 645, 646 and 647







































648
STEAM AND WATER PIPING
Starboard 50ſ/er
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STARBOARD ELEVATION LOOKING OUTEOARD
STEAM PIPING
AUXILIARY FIVE MASTED SCHOONER
Designed by Cox & Stevens, New York City
See Pages 643, 644, 645, 646 and 647




















640
WATER PIPING
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25 20 27 28 29 30 3| 32
PORT ELEVATION LOOKING OUTBOARD
WATER PIPING
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PLAN view
WATER PIPING
AUXILIARY FIVE MASTED SCHOONER
Designed by Cox & Stevens, New York City
See Pages 643, 644, 645,
646 and 647
79, 72 Aorwarz'
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650
STEAM AND WATER PIPING
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FRAME NO. 23 LOOKING AFT FRAME NO. 20 LOOKING AFT
STEAM 8c WATER PIPING STEAM & WATER PIPING
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(Heater
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AUXILIARY FIVE MASTED SCHOONER
Designed by Cox & Stevens, New York City
See Pages 643, 644, 645, 646 and 647




































































651
ARRANGEMENT OF STEAM AND EXHAUST PIPING
STEEL SEA-GOING TUG
For Arrangement Plan See Opposite Page
LIST OF PIPES FOR ONE SHIP LIST OF VALVES FOR ONE SHIP
Pc. Pc.
No. Name Material Remarks No. Name Material Remarks
39 6" Pipe, .280” thk. . . . . . . . Steel. Main steam. V45 4%” Fl’g’d ang. . . . . . . . I. B.B.M. Main steam stop.
40 4%” Pipe, .246” thk. . . . . . Steel. Main steam. V46 2%” Fl’g’d ang. . . . . . . . I. B. B.M. Aux. steam stop.
e - -w * º V47 1 %" F1'g’d ang. . . . . . . . Comp. Whistle stop.
41 3%” Pipe, 2.14 H.W.G. . . . C. . M *SC3 ſ) e.
A” Pipe opper. IVlain eScape V48 3%” Fl’g’d ang. . . . . . . . I.B.B.M. Safety valve.
pe x - o gº * S*... . . * * * * *
42 2%" Pipe, .204” thk . . . . . . Steel. Auxiliary steam. V49 1 %" Scr'd ang. . . . . . . . Comp. Aux. steam forward.
43 2%" Pipe, ex. h’vy. . . . . . . Bl’k I. Aux. steam to fire pump. V50 2%” FI'g’d globe. . . . . . H.B. B.M. Aux. steam to fire pump.
44 1 %" Pipe, ex. h’vy. . . . . . . I}l’k I. Aux. steam to feed pump. V51 1 %" Scr’d globe. . . . . . . Comp. Aux. steam to syphon.
º, I/ ºr y -
45 %.” Pipe, ex. li’vy. . . . . . . . Bl'k I. Aux. steam to sanitary vsº 1% sera globe. . . . . . . Comp. Aux. steam to dynamo.
pump V53 %" Scr’d globe. . . . . . . . Comp. Aux. steam to san. pump.
& V54 %" Scr’d globe. . . . . . . . Comp. Aux. Steam to sea-boxes.
IA pr º r y ?? - * ~
46 % Pipe, € X. h’vy e = * * * * * * Bl’k I. Aux. Steam to boiler V 55 194” Scr’d globe & © ºr e g º e Comp. Aux. steam to by-pass.
w c1rc. pump. V 56 2" Scr’d globe. . . . . . . . . Comp. Aux. steam to injector.
47 1 %" Pipe, ex. li’vy . . . . . . . Bl’k I. Aux. steam to circulat- V 57 1 %" Scr’d ang. . . . . . . . Comp. Aux. steam to circ. pump.
ing pump. V58 %" Scr'd globe . . . . . . . Comp. Aux. steam to boiler circ.
48 1" Pipe, ex, h’vy. . . . . . . . . I31’k I. Aux. steam to air pump. pump.
I pp. y s
49 1%." Pipe, ex. h’vy . . . . . . . IBI’k I. Aux. steam to syphon. V59 1 %" Scr’d ang. . . . . . . . Comp. Aux. steam to feed pump
50 2" Pi 3. *1’k I A is a V60 1 %" Scr’d cock. . . . . . . Comp. Aux. steam to feed pump.
0 2 ipe, ex. h’vy . . . . . . . . . ]}l'k I. Aux. steam to injector. V61 1" Scr’d globe. . . . . . . . Comp. Aux. steam to air pump.
51 1 %" Pipe, ex. h’vy . . . . . . . 131'k I. Aux. steam to windlass. V62 %" Scr’d globe. . . . . . . . Comp. Aux. steam to rev. eng.
52 1 %" Pipe, ex. h’vy. . . . . . . Iłl’k I. Aux. steam to steering V63 1 %" Scr’d globe. . . . . . . Comp. Aux. steam to steer. eng.
engine. V64 1 %" Scr’d globe. . . . . . . Comp. Aux. steam to gypsy.
g V65 1 %" Scr'd Globe. . . . . . Comp. Aux. steam to jet.
53 V%” Pipe, ex. h’vy . . . . . . . . Bl’k I. Aux. steam to reversin
% 1D x. In’vy º O g V66 34” Scr’d globe. . . . . . . Comp. Aux. steam to lamp room.
º V67 1" Scr’d globe. . . . . . . . Comp. Aux. steam to heat. sys-
54 1%.” Pipe, ex. h’vy. . . . . . . I31’k I. Aux. steam to gypsy. tem.
55 1 %" Pipe, ex. h’vy . . . . . . . Bl’k T. Aux. Steam to dynamo. V68 1 %" Scr'd globe. . . . . . . Comp. Aux. steam to windlass.
e 769 2% " Fl’g’d globe. . . . . . . 13. 13. Vl. All X. g
56 1 %" Pipe, ex. h’vy . . . . . . . |21’k I. Aux. steam to by-pass. y .. * Fººd globe I.B.I. M Aux. steam
V70 2" El’g’d globe. . . . . . . . Comp. Aux. steam.
IZ ºr e * , , , , * 1 –
57 3/4” Pipe, ex. h’vy . . . . . . . . Bl"k I. Aux. steam to sea-boxes. V71 2%" Fl’g’d red . . . . . . . . 1. B. B.M. Aux. steam.
58 2" Pipe, ex. h’vy . . . . . . . . . Bl’k I. Aux, steam line. V 72 2" Fl’g’d red . . . . . . . . . . Comp. Aux. steam.
59 1%” Pipe, ex. h’vy . . . . . . . Bl’k I. Aux. steam line. V73 3” Fl'g’d globe . . . . . . . . I.B.B.M. Aux. exh. to atmosphere.
60 1 %" Pipe, ex. h’vy . . . . . . . Pl'k I. Aux. steam forward. Y. 3%" FI'g'd ang. . . . . . . I. I}. B.M. Aux. exh. to º
-7 3%" Fl'g'd cross. . . . . . . ]. B. B.M. Aux. ex h. to heater.
I/ ºf D; *:1 .W.G. . . . Y •. Ste: ‘histle.
61 1% Pine :11 IB.W.G Coppel team to whistle V76 3” Scr’d globe. . . . . . . . I. P.13.M. Aux. exh. from fire pump.
62 2” Pipe, i. 10 B.W.G. . . . . . Copper. Steam to whistle. V77 %" Scr’d globe. . . . . . . Comp. Aux. exh. from san.
63 2” IPipe, ex. h’vy . . . . . . . . I;1’k I. Steam to whistle. Dum D.
64 134” Pipe, ex. h’vy . . . . . . . 131°k I. Steam to jet. Y; 1 %" Scr'd ang. . . . . . . . Comp. Aux. exh. from air º,
e 79 1 %" Scr’d ang. . . . . . . . s ‘. th. f f
65 34” Pipe, ex. h’vy . . . . . . . . I3]"k I. Steam to lamp room. A % cr'd ang Comp *...* TOIn ee
66 1" Pipe, ex. h’vy . . . . . . . . . Bl’k I. Steam to heating system. V80 194” Scr'd globe. . . . . . Comp. Aux. exh. from circ.
67 14” Pipe, £8 B.W.G. . . . . . Copper. Main exhaust. pump.
68 3” Pipe, st'd. . . . . . . . . . . . . Brk I. Aux. exh, from fire V8' 34" Scr'd globe. . . . . . . Comp. Aux. exh. from boiler
pliml). C1rc. lºump.
* Q O IA ºf 9. e
69 34” Pine st'd............. Brk I. Aux, exh from san. Yº ſº".”.” “ . . . . . . comp. Aux, exh from dynamo
Durilſ). V83 2" Scr’d globe. . . . . . . . Comp. Aux. exh. from steer.
eng.
IZ ** * 9 31’k I. All X. X I1. irc. * py y
70 1 %" Pipe, st'd. . . . . . . . . . . 131°k I *...* from circ V84 2” Scr’d globe. . . . . . . . Comp. Aux. exh. from gypsy.
” Pi 'd I?!"k I *A I). h. f boil V85 %" Scr’d globe. . . . . . . Comp. Aux. exh. from rev. eng.
71 34 i De, St' d . . . . . . . . . . . . P l 1*. Jº a *. : * I Olli DO116 Iſ V86 2" Scr’d globe. . . . . . . . Comp. Aux. exh. from windlass.
gy e |}}''< I A ... I I). V87 1" Scr’d globe * - ſº e º 'º e se Comp. Cylinder drains.
I y 5 1. - r s y pºp º •
72 1 %" Pipe, st'd. . . . . . . . . . . 3} e * ºm exh. from feed V88 %.” Scr'd 'ang. . . . . . . . . Comp. Aux. Steam to sea-boxes.
©. } Y. py * º *
& 1)um I V89 1 %" Scr'd cross. . . . . . . Comp. Aux. steam to by-pass.
73 1 %" Pipe, st’d . . . . . . . . . . . *"k J. Aux. exh from air pump. V.90 2%” FI'g'd back fress. 1.13. B.M. Aux. exh. to condenser.
74 1 %" Pipe, st’d . . . . . . . . . . . | "I'l: I. Aux. exh. from dynamo. \ 91 1" Scr’d red. . . . . . . . . . Comp. Aux. steam to heat. sys-
t *
75 %.” Pipe, st’d . . . . . . . . . . . . 1}l’k I. Aux. exh. from rev. cng. e Inn
76 2" Pipe, st'd. . . . . . . . . . . . |31’k I. Aux. exh. from steer. LIST OF FITTINGS FOR ONE SHIP
Čng.
77 2" Pipe, st'd. . . . . . . . . . . . . Bl’k I. Aux. exh. from gypsy. “ PC, e
pºp e * No. Name Material Remarks
78 2" Pipe, st'd. . . . . . . . . . . . . Bl’k I. Aux. exh. from windlass. ~ ** sº. 2 I Z ** pp. * s * -:
79 P d F14 5"x3%”x4%"x2%”x1%” Manifold... C.S. Steam lines.
2 /, " * g t’d. . . . . . . . . . . 31'k I. X. X il. e * * * * ºp # * Fº * fº e g
80 º P 11)e º º Aux. exh. line F15 6%"x4%"x4%” Y . . . . . . . . . . . . . . . . . C.S. Main steam line.
pp. e w t’ * * * * g e º e º & & e g 'k * X. * g e -*. py pp. • * *
81 394 * º S : 14 J3. W.G Bl’k I. Aux. exh line F 16 2"x2"x2" Y. . . . . . . . . . . . . . . . . . . . . . . . C.I. Whistle steam.
82 º º 3. ºw. º: Aux. exh. line. F 17 2%" Tee, 194" tap. . . . . . . . . . . . . . . . . C.S. Aux. steam line.
IZ * e w * mºr * * *
% pe. * • W W . W. . . . . . 'opper. Aux. exh. to condenser. F 18 2%"x2%”x2%"x2" Cross, 1" and 94° C.S. Aux. steam line.
83 2%" Pipe, st’d . . . . . . . . . . . J31’k I. Aux. exh. to condenser. tap.
84 3” Pipe, £14 B.W.G. . . . . . Copper. Aux. exh. to atmosphere. F 19 2%" Elbow . . . . . . . . . . . . . . . . . . . . . . . C.S. Aux. steam line.
85' 5" Pipe, st’d . . . . . . . . . . . . . Wro't I. Aux. exh, to atmos. F20 2%"x2"x1%" Tee, 1%" tap. . . . . . . . . C.S. Aux. steam line.
phere. F21 2%"x2"x2%" Tee . . . . . . . . . . . . . . . . . C.S. Fire pump steam.
86 1" Pipe, st’d . . . . . . . . . . . . . J}}'k I. Cylinder drain to con. F22 5” x3”x3%”, 3” Y Outlet. . . . . . . . . . . C.S. Aux. exh. to at-
denser.
mosphere.
652
76 fig 65-67 65 55 54 & 5: 5
50 S3 53 E. 56 55 ET 5: 52 5 50 49 45-47. 46 45 aſ 43-42 a 45-33-3s-
Web Web SECTION AT BULKHEAD +5 I LOOKING FORWARD
w
-
#
SECTION AT BULKHEAD NO. 51 LOOKING AFT
SEA-GOING TUG
Staten Island Shipbuilding Co., Staten Island, N. Y.
See Opposite Page






CN
^_j u
Cºo
G
ARRANGEMENT OF WATER PIPING
STEEL SEA-GOING, TUG.
FO - gº
r Arrangement Plan See Opposite Page
LIST OF PIPES FOR ONE SHIP LIST OF WAL
VES FOR ONE SHIP-Conti
Pc. No. Name Mat’l Service Pe. N N ontinued
PW I, . w • C. O. atrºle 2 gº
1 8”. Pipe, No. 11 B.W.G. . . . . . Copper. Circ. pump sea suc- V-7 2%" Scr'd l Mat?! Service
2 6” Pi r tion. angle . . . . . . . . . . . . Comp. Fire pump disch.-
4-3 ipe, No. 12 B.W.G. . . . . . Copper. Circ. pump disch. V-8 2%" Flg’d angl F. lines.
3 6” Pi overboard. 816 . . . . . . . . . . . . I.B. B.M. Fire pump disch.—
ipe, No. 12 B.W.G. . . . . . Copper. Fire pump suction— V-9 2%" Flg’d angl boiler.
4 4” Pi SC3. 816: . . . . . . . . . . . . I.B.B.M. Fire pump disch. --
4” Pipe, No. 14 B.W.G. . . . . . Copper. Fire pump suction— V-10 2%” Scr’d glob ash ejector.
5 5” Pi bilge. º £10 De . . . . . . . . . . . . I.B.B.M. Fire pump disch.--
Pipe, No. 12 B.W.G. . . . . . Copper. Fire pump suction— V-11 4” Flg’d gate filter.
pº g deck. V-12 254” … . . . . . . . . . . . . . I.B. B.M. Fire pump disch.
6 3” Pipe Standard. . . . . . . . . . t;. iron. Fire pump suction— wº %" FIg’d angle. . . . . . . . . . . . J. B.B.M. Sani. pump sea suc-
condenser. V tion
gºv pp. e T ~, -* * -13 1 1/4” S 3. e
7 4” Pipe, No. 14 D.W.G. . . . . . Copper. Fire pump suction— v. 14 º º d angle . . . . . . . . . . . Comp. Sani. pump discharge.
o I Z ºn D; bilge manifold. A * <, cr’d globe. . . . . . . . . . . . . . Comp, Inj. S11ct. — k
8 2%" Pipe Standard . . . . . . . . G. iron. Fire pump suction— V-15 214 ºr y manifold." tan
9 2 tank manifold. vić 2% Scr'd angle. . . . . . . . . . . . I.B.P.M. Feed pump suctio
I , ºr e . * --- - & * * < py *u. 3. º g - *. II .
4” Pipe Standard . . . . . . . (S. iron. F; pºstºn- * Scr’d angle. . . . . . . . . . . . J. B.B.M. Feed pump suction—
py - * * g pºp y º filter.
10 5” Pipe, No. 12 B.W.G. . . Copper. Fire pump disch.— V-17 2" Flg’d globe. . . . . . . . . . . . . . Comp. Inj "ài. h
11 4” P N overboard. V - 18 2 1/. feed 1SCI1. –all X.
py i e, No. 11 B.W. s a e º 'º a * *: a- : e. - 14" |F] 9 e
p G Copper. Fire pump disclı.— V-1 Q 2.” Flg.” g’d globe. . . . . . . . . . . Comp Feed pump discharge.
º condenser. - Fig'd angle. . . . . . . . . . . . . . Comp Ini. di e
12 294" Pipe, No. 9 B.W.G. ... Copper. Fire, pump disch- V-20 2” FIg’d angle. . C º n. isch-boiler.
boiler. v.2i 2" Fiºd anºi....... omp Inj. disch—boiler.
13 2%" Pipe Standard. . . . . . . . . ( .. iron. Fire pump disch.-- - - 810: . . . . . . . . . . . . . . Comp Inj. disch.—aux.
filter box. V-22 2 1/4” F1g’ fee
14 2%" Pipe Standard . . . . . . . . . G. iron. Fire pump disch.-- % g’d globe. . . . . . . . . . . . Comp Feed pump disch.-
y Tº º fire lines. V-23 2 ...” FIg’d angle by-pass. H.
15 2%” Pipe Standard. . . . . . . . . G. iron. Fire pump disch.-- ~ 81C . . . . . . . . . . . . Comp Feed pump disch.--
e ash eject. V-24 2" Flg.’ main feed.
16 2%" Pipe, No. 14 B.W.G. . . . Copper. Sani. pump sea suct- g’d angle. . . . . . . . . . . . . . Comp Feed pump disch.—
e tion. V-25 2" Flg’d angle boiler.
17 1%” Pipe Standard. . . . . . . . . Brass. Sani. pump discharge. £16: . . . . . . . . . . . . . . Comp. H. pump disch.--
18 2%” Pipe Standard. . . . . . . . . G. iron. Forward tank line. V-26 py oiler.
e it. º * . -26 1 4” FIg’d e
19 2%" Pipe Standard. . . . . . . . . G. iron. After tank line. g’d angle . . . . . . . . . . . . Comp ºr disch.—
20 2" Pipe Standard. . . . . . . . . . G. iron. Syph º V-27 2 1/4” w €Clk.
e * c & s & I , tº yphon suction. 27 2%" Flg’d cross. . . . . . g
21 2" Pipe. No. 14 B.W.G. . . . . . Copper. Syphon discharge. SS . . . . . . . . . . . . Comp. *...* disch.—
22 2%." I’ipe Standard. . . . . . . . . G. iron. Feed pump suct.-- V-28 2%" Flg’d angle . . . . . . . . . . . . Comp F. ss. 1. .
g tank manifold. 9 i. a..."; disch.—
23 2%" Pipe Standard. . . . . . . . . G. iron. Feed pump suct.— V-29 $" Flº'd "8". . . . . . . . . . . . . . I.B.B.M. A."m; alsº
pp. Tº . * filter box. * A-47 º ºs., e 1SCI1.—-
24 2%" Pipe, No. 9 B.W.G. . . . . Copper. Feed pump disch- V-30 +" Fls'd angle. . . . . . . . . . . . . . I.B. B.M .* gº
25 2" Pi N ~! main feed line. * *** s A.E. L. g. # pump disch.--
4-w ipe, No. 10 B.W.G. . . . . . Copper. Injector disch. aux. V-31 1 %" Flg’d cock. . . . . . . . . . Com B .
26 1 / ” Pi St dard s feed line. V-32 1 14" Flg’d cock............ c p o er blows.
27 º & ine. º all Cl . . . . . . . . . G. iron. Injector disch.—deck. V -3.3 1%." Fiºd globe............ ,omp Boiler blows.
Z Pipe, No. 12 B.W.G. . . . . . Copper. Air pump suction— * g10 De . . . . . . . . . . . . Comp º i: pump Suct.—
*g, * ~ * condenser. V-34 1 %" Flg.” O11 e T.
28 5” Pipe, No. 12 B.W.G. . . . . . come. Aº allº, º ſº...I. Comp. Water column conn.
gy g w - overboa d. º *. º l 1C . . . . . . . . . . . . Water columns.
29 4” Pipe, No. 14 B.W.G. . . . . . Copper. Air º disch.- Nº. : Scr'd globe. . . . . . . . . . Comp. Heater iºner
pø ºf Y - filter box. p -37 34” Scr’d globe. . . . . . . . . . . . Comp. © ...
30 194" Pipe, No. 11 B.W.G. ... Copper. B. C. pump suction Yºº 3. Scr’d cock. . . . . . . . . . . . . º ‘. º
pp To —boiler. V"-39 1" Scr’d ang! * * * * e ischarge.
3. 2. Pipe, No. 10 B.W.G. . . . . . Copper. B. C. pump discharge V-40 2%” sº º • * g is a e s 6 a. º. is s a Comp. Ash wetting.
32 2" Pipe, No. 10 B.W.G. . . . . . Copper. Feed s º * < 2/2 - £10D6: . . . . . . . . . . . . I. B.B.M. After peak tank.
j pump discharge V-41 34” Scr’d globe. . . . . . . . . Comp Inj. disch
Aº pp Tºº w - 1 Ier. • s a º * g .—-eng.
33 2” Pipe, No. 10 B.W.G. . . . . . Copper. Injector discharge—- V.42 294.” Scr'd TOOIm.
* IZ tº D : boiler. ** 2: ...Sº angle. . . . . . . . . . . . I. B. B. M.: For’d peak tank.
34 194” Pipe, No. 11 B.W.G. ... Copper. Boi - \ .43 2" Flg’d globe. . . . . . . . . ſº
pp oiler blows globe . . . . . . . . . . . . . . Comp B.C. pump discl
35 1 %" Pipe, No. 12 B.W.G º *...* as V’ - 6” Flg’d º e i.e. pump discharge.
4 ipe, No. 12 B.W.G. . . . Copper. Water column—con- gº C gate . . . . . . . . . . . . . . l. B.B.M. Circ. pump disch.-
e nections. overboard e
36 ” Pipe Standard. . . . . . . . G. i ~ ºf a -- * - • *-* TC1.
3% 1 I andard . . . . . G. iron Hºer drain—filter V-89 2% Scr') throt. . . . . . . . . . . . . I.R. B.M. Fire pump disch.--
37 1" Pipº Standard. . . . . . . . . . . G. iron. Ash wetting ash eject.
38 2%" Pipe Standard. . . . . . . . . ( .. iron. Fire pump Suct.—
*~, ºr n: •y for ol hold. * LIST OF FITTING
86 2” Pipe, No. 11 B.W.G. . . . . . Copper. B. circulating pump S FOR ONE SHIP
Sll Ct. Pe. g e
No yº ... º. ºf Name Mat?! Service
F-1 6”x6" x 5” Tee-4’’ out. . . . . . . . C. iron. Fire pump suct
LIST OF WALVES FOR ONE SHIP º 5"x2%”x 5” x2%" Cross-4” out. C. iron. Fire pump disch
5-3 2%"x2"x2" Y (` ir e g
• * * * * * e e º 'º e º & . iron. M -
PC. No. Name Mat’l Service F-4 2"x2"x2'' Tee . ( . stee an and aux. feeds.
V-1 8” FIg’d ... ... c. ...”. ... F, ºr y.......... . steel. Boiler blows.
gº Cl angle . . . . . . . & s a s & & B I. P.B.M. Circ pump sea suc- F-5 1 V3"x1%”x1%” Y. . . . . . . . . . C. iron. Boiler blows
V-2 6” F1g’d tion. P-6 2" Elbow . . . . . . . . . . . . . . . . . . C. steel. Main and aux feeds
V-3 4” #. angle. . . . . . . . . . . . . . I. P. B. M. Fire punmp suct.—sea. F-7 2%”x2%”x2"x2%”x2%” Box X. It eCl S.
g’d angle . . . . . . . . . . . . . . I. I}. P. M. Fire pump suct.— Man. . . . . . . . . . . . . . . . . . . . C. iron. Tank manifold
V-4 3’ Scr’d l bilge. F-8 294”x2%”x3” Box Man, 4 ©
m CT Cl d Ilºl © . . . . . . . . . . * 13. M. Fire $ ~ w e
g angle . . . . I. 13.13.M. º Dump Suct.—— F-9 s". com g t tº e s e º & a s e º 'º º iron. Bilge manifold.
- * INT ry? e - k- CCll Oil . . . . . . . . . omp Fire
V-5 5” Flg’d angle. . . . . . . . . . . . . . I. P. B. M. Fire pump disch.— F-10 2%” Hose connection. . . . . . . Comp Fire º i
7. y OV & I". F-11 1 %" Hose connection. . . . . . . Comp. * - &
V-6 4” Flg’d gate. . . . . . . . . . . . . . . I. H. H. M. Fire pump disch. - F-12 1%" Blow-off ell. . . . . . . C º º
COIT Ol. * = IZ tº ºf ... ") ºf ** * gº © tº e * W. S.
F-13 1 %"x1 %"x2" Tee. . . . . . . . . . . C. iron. B.C. pump suct.
654
STEEL SEA-GOING TUG
Staten Island Shipbuilding Co., Staten Island, N. Y.
See Opposite Page
54 55 52
PROFILE
|F/X
25
5. 49 48 47 46
|35–?)
V-10'. R.
V-36 Hilf,
V-17 W16
ºš lº
º/*-
|z24 wº V-2
# ºf
{W-9. ºf? 36
gº V15
fºrgii
7 Nº-20
ºx-
SECTION AT BULKHEAD #51 LOOKING AFT
}{);

3.
ARRANGEMENT OF STEAM AND EXHAUST PIPING
STEEL HARBOR TUG.
For Arrangement Plan See Opposite Page
LIST OF PIPES FOR ONE SHIP
Material
Steel
Copper
JPI’k I.
|31'k I.
Copper
R!’k
I
H1’k I.
E1’k I.
Bl’k I
Bl’k I
Bl’k I
Ri’k I
Bl’k I.
Bl’k I.
|Bl’k I.
Steel
Steel
H1’k
B]"k
I31’k
Rl'k
[3]’k
Hºl’k
Bl'k
R]"k
Bl’k
Bl’k
B1*k
Bl’k
BI’k
Bl’k
Bl’k
Bl’k
B1’k
Copper
Copper
Bl'k I.
I?]"]; I
H1'k I.
R1’k I
I}]’k I.
IRI’k I
B1*1& I.
R1’k I.
işl’k I,
Ri’k I
Bl’k I
I3]”]: I.
Bl’k I
Bl’k I
Conner
onner
B1’k I.
Bl’k I.
Remarks
Main steam
Main escape
Main escape
Steam to whistle
Steam to whistle
Steam to jet and
fuel oil system, etc.
Steam to jet
Steam to
Steam 1 ng Out
bunker,
Steam to fuel oil
blower
Steam to fuel oil
sy stem and lamp
TOOIII
Steam to fuel oil
heater coils
Steam to fuel oil
pumps, etc.
Steam to lamp room
Fuel oil tank heater
colls.
Steam to heating sys-
tern
Aux. Steam lines
Aux. steam lines
Aux. steam lines
Aux. steam lines
Cylinder drain
Steam to fire pump
Steam to steering
engine
Steam to syphon .
Steam to dynamo
Steam to by-pass
Steam to circ. pump
Steam to sanitary
Dump
Steam to boiler circ.
pump
Steam to feed pump
Steam to air pump
Steam to injector
Steam to revers. en-
gine
Steam to sea boxes
Steam to after gypsy
Capstan
Main exhaust.
Aux. exh. to con-
denser and heater
Aux. exh. to atmos-
phere
Aux. exh. from fire
pump
Aux. exh. from feed
pump
Aux. exh. from sani.
pump
Aux. exh. from boiler
c1rc. pump
Aux. exh. from circ.
pump
Aux. exh, from air
pump
Aux. exh. from re-
vers. eng.
..Vux. F.Xh. from dy-
il ºl ill O
Aux. exh. from steer.
eng.
Aux. exh. from after
gypsy capstan
Aux. exh. from for’d.
gypsy and fuel oil
Aux. exh. from heater
coils to filter box
Aux. exh. from fuel
oil pumps, etc.
Surface blow
Bottom blow
Boiler blows
Steam to syphon
LIST OF VALVES FOR ONE SHIP
Pe.No. Name
50 6” l’ipe, .280” thk . . . . . . . . .
51 5” l’ipe, No. 12 R.W.G. . .
52 5” I’ipc. st'd. . . . . . . . . . . . . .
53 2" l’ipe, st'd. . . . . . . . . . . . .
54 2” l’ipe, No. 1 || |}.W. ( ;
55 1 %" Pipe, st'd. . . . . . . . . . . .
56 1" I’ipe, st'd. . . . . . . . . . . . . .
57 1%" Pipe, st'd. . . . . . . . . . . .
58 %" l'ite, st'd. . . . . . . . . . . . .
59 | 9%" l’ine, st'd. . . . . . . . . . . .
()() l" l’ipe, st'd. . . . . . . . . . . . . .
61 I 94" l’ine, st'd. . . . . . . . . . . .
62 34” l’ipe, st'd. . . . . . . . . . . . .
63 1 / " l’ipe, st'd. . . . . . . . . . . .
65 34" l’iſle, st'd . . . . . . . . . . . . .
66 3” 'ipe, .2 ſ ()" (lik. . . . . . . . .
67 2%" l’il)c, .203” thk . . . . . .
68 2” l’ipe, st'd. . . . . . . . . . . . . .
69 1 %” l’ine, st'd. . . . . . . . . . . .
7() 1 %" I’ipe, st'd. . . . . . . . . . .
71 2" l’ipe. st'd. . . . . . . . . . . . . .
72 | 94.” Pipe, st'd. . . . . . . . . . . .
73 | '4” l’iſle, st'd. . . . . . . . . . . .
74 ! ” I’ipe, st'd. . . . . . . . . . . . . .
75 1 %" |’ipe, st'd. . . . . . . . . . . .
76 1 %" l’ipe, st’d . . . . . . . . . . . .
77 %” I’ipe, st'd. . . . . . . . . . . .
78 %” I’ine, st'd. . . . . . . . . . . . .
79 1 %" |’il)c, st’d . . . . . . . . . . . .
80 1” I’ipe, st'd. . . . . . . . . . . . . .
8? 2” IPipe, st'd. . . . . . . . . . . . . .
$2 %" l’ipe, st'd. . . . . . . . . . . . .
S3 %” I’ipe, st'd. . . . . . . . . . . . .
84 1 %" Pipe, st’d . . . . . . . . . . . . .
85 12” Pipe, No. 9 B.W.G. . . . . .
86 3” Pipe, No. 14 B.W.G. . . . .
87 2%" Pipe, st'd. . . . . . . . . . . . .
$8 2%” Pipe, st'd. . . . . . . . . . . . .
89 1 %" Pipe, st’d . . . . . . . . . . . . .
90 %” Pipe, st'd. . . . . . . . . . . . .
91 34” Pipe, st'd. . . . . . . . . . . . .
92 13%" Pipe, st'd. . . . . . . . . . . . .
93 1 %" Pipe. st'd. . . . . . . . . . . . .
94 %” Pipe, st'd. . . . . . . . . . . . .
95 1 %" Pipe, st'd. . . . . . . . . . . . .
96 1 %" Pipe, st'd. . . . . . . . . . . . .
97 2" Pipe, st’dſ. . . . . . . . . . . . . . .
98 2" Pipe, st'd. . . . . . . . . . . . . . .
99 12" Pipe, st’d . . . . . . . . . . . . . . .
100 1 %" Pipe, st'd. . . . . . . . . . . . .
101 1%” Pipe, £1 1 B.W.G. . . . . .
102 2" Pipe, £1 1 B.W.G. . . . . . . .
103 2” Pine, st'd. . . . . . . . . . . . .
104 2" Pipe. . . . . . . . . . . . . . . . . . .
PC.No. Name
V-40 6” All gle valve, fl'o'd . . .
V-41 3%" Twin valve, fl’g’d . . . .
V-42 3” Angle valve, fl’g’d . . . . . .
V-43 2" Angle valve. fl'g’d . . . . . .
' 2" Globe valve, scr’d . . . . . .
V-45 %.” Globe valve, scr'd . . . .
V-46 1" Angle valve, scr’d. . . . . .
- 1” Angle valve, scr’d. . . . . .
V-48 1” Globe valve, scr’d . . . . . .
%” Globe valve, scr'd . . . .
Material
I. B. R. M.
I, B.B.M.
I, R. B.M.
Comp.
Comp.
Comp.
Comp.
Comp.
Comp.
Comp.
Remarks
Majn steam stop
Safety valve
Aux. st. stop
Whistle stop
Aux. st.—fire pump
Aux. st.—lamp room
Aux. st.—jet
Aux. st.—dynamo
Aux. st.—dynamo
Aux. st.—boiler circ.
LIST OF WALVES FOR ONE SHIP (Continued)
Pe. No. Name Material Remarks
V-50 1 %" Globe valve, scr’d. . . . . Comp. Aux. st—syphon
1 %" Globe valve, ser’d. . . . Comp. Aux. st.—feed pump
1 % Globe valve, scr’d. . . . . Comp. Aux. st.—steer. eng.
1’’ Globe valve, ser'd . . . . . Comp. Aux. st.—air pump.
V-54 34” Globe valve, scr’d. . . . . Comp. Aux. st.—heat. system
Y-55 34" | Reduc. valve, scr'd. . . . Comp. Aux. st.—heat. system
V-56 2” Globe valve, scr’d. . . . . . Comp. Aux. st—injector
V-57 %” Angle valve, scr’d. . . . Comp Aux. st.—sea boxes
V - 58 %" Reduc. valve, scr'd . . . Comp. Aux. st.—dynamo
1 %" Globe valve, scr’d . . . . Comp. Aux. st.—circ. pump
1 %" Globe valve, scr’d . . . . Comp Aux. st—by-pass
1 %" Globe valve, scr'd . . . . Comp Aux. St.—capstan
windlass for’d.
V-63 1 %" Globe valve, scr'd . . . . Comp ux. st.—gypsy cap-
stan aft.
V-64 1 %" Angle valve, scr'd . . . . Comp Aux. st.—fuel oil sys-
tem — steaming out
pipe
V-65 1" Angle valve, scr’d . . . . . . Comp Aux. st.—fuel oil sys-
tem steam coils
34” Globe valve, scr'd . . . . Comp Aux. st.—fuel oil sys-
tem—blower
%" Globe valve, scr'd . . . . . Comp. Aux. st.—fuel oil sys-
tem pumps
\'-68 2” Angle valve, scr'd . . . . . . Comp Steam to wrecking
Syphon
V-70 2%" Globe valve, scr’d . . . . . I. B. I?. M A. exh.-atmos-
pnere
V-71 3” Angle valve, fl’g’d . . . . . . I B. B. M. Aux. exh.-cond.
V-72 3%" Angle valve, fl'g'd . . . . J. B.13. M. Aux. exh.-heater
2%." Globe valve, scr’d. I B. B. M. Aux. exh.--fire pump
34” Globe valve, scr'd . . . . Conn. Aux. exh.-sani.
pump
V-75 %" Globe valve, scr'd . . . . Comp. Aux. exh.-revers.
eng.
34” Globe valve, scr'd . . . . Comp. Aux. exh.-boiler circ.
Dunn p
1 %" Globe valve, scr'd . . . . . Comp. Aux. exh.-air pump.
pump
1 '4” Globe valve, scr’d . . . . . Comp Aux. exh.-air pump
1 %" Globe valve, scr’d . . . . . Comp Aux. exh.—feed
pump
1 %" Globe valve, scr’d . . . . . Comp Aux. exh.-steer.
eng.
1 %" Globe valve, scr’d . . . . . Comp Aux. exh.-dynamo
2" Globe valve, scr'd . . . . . . . Comp Aux. exh.—capstan
windlass for’d.
2" Globe valve, scr'd . . . . . . . Connp Aux. exh.--Gypsy
capstan aft.
34” Globe valve, scr'd . . . . . Comp Aux. exh.-fuel oil
system pumps
V-85 1" Angle valve, scr'd . . . . . . Comp Aux. exh.--—fuel oil
system heater coils
1 %" Globe valve, scr’d. . . . . Comp. Aux. exh.—fuel oil
System blower.
vr 1” Globe valve, scr’d . . . . . . . Comp Cylinder drain.
V-88 1 %" Chrono. valve, scr'd . . . Comp Aux. st.—feed pump
V-89 %" Globe valve, scr’d. . . . . Comp A. Steam Revers.
lows
1" (; lobe valve. scr’d . . . . . . . ( ' ', mp. Cvlinder Drains
V-91 1%." Globe valve, scr’d. . . . Comp. Aux. Steam.
V-92 2" | Ior. check valve, fl'g'd . . Comp. Cºard boiler
OWS
V-93 l 4” Angle valve fl' g’d . . . . Comp. Surface blow
V-94 2" .\ngle valve, fl’g’d . . . . . . Comp. Bottom blow
LIST OF FITTINGS FOR ONE SHIP
Pe.No. Name Material ... Remarks
F-1 7%"x63%":63%"x3"x2" bilge C.S. Main and aux. st.
manifold . . . . . . . . . . . . . . line -
F-2 5” Ell-21%" side outlet . . . . C.I. Main escape
F-3 2"x2"x2" Y . . . . . . . . . . . . . . ("...I Boiler blow
F-4 2" Blow off ell . . . . . . . . . . . . C.. I Roiler blow
F-5 3"x2% "x3"x2" cross 114"
tap . . . . . . . . . . . . . . . . . . . . C.S. Aux. st .line
F-6 3”x2"x2" Tee . . . . . . . . . . . . . C. S. Aux. st .line
F-7 3"x2% “x.3 V, " Tee. . . . . . . . . C.I Aux. exh. line
F-8 3"x3"x2%"x2%” Cross 34”
~ taſ . . . . . . . . . . . . . . . . . . . (T.I. Aux. exh. line
F-9 2%”x2" x 1 %" and 1" Tap—
%" side outlet . . . . . . . . . . ſ' S. Aux. st. line
F-10 2" Hose connection. . . . . . . Comp St. to wrecking sy-
ID !] On
LIST OF AUXILIARIES
Sanitary pump--hor, duplex, 4 J/ "x334"x4".
Circulating pump, 6” engine, 6”x6".
Boiler circulating pump, hor. duplex, 454"x234"x4".
Feed water heater, 14”—Cir.
Injector 13%".
Steering engine, size 12” x36”.
ynamo.
Dynamo engine.
Fire, pump-hor. duplex, 12"x8%”x12".
Feed pump-hor. duplex. 794” x 5” x 10”.
Air pump—vert, simplex, 71/4” x 1.4% "x8".
Qil pump-hor. duplex. 454”3"x4". Upper pump.
#. pump-hor. duplex, 4% "x3"x4". Ilower pump.
O Wer.
656
* * *
60->| ||
open '8" 2-
ſ
Leave */
9
9
f
t
5
7
|
o
*| || |
|
- - - 35 34 35
—--~~ g–4–4–45-44-45-42 AI 40 33 33 37 36
55-52 5 FO 49 46 47 46
57 56 55 54 55 PRO FILE
25T 27 26 25 24
|
SECTION THRU FRAME *38-LOOKING FORWARD
V72\||F6, 86–2, 6
~7 Tºº flº- ---
} / º i.e.: -
as tº 19
73; 3–
SECTION AT FRAME #44 LookING AFTERWARD
STEEL HARBOR TUG
Staten Island Shipbuilding Co., Staten Island, N. Y.
See Opposite Page


















3.
ARRANGEMENT OF WATER PIPING
STEEL HARBOR TUG.
For Arrangement Plan See Opposite Page
LIST OF PIPES FOR ONE SHIP
Pe.
No. Name Material Service
1 8" Pipe, £11 B.W.G.. Copper Circulating pump-suction.
2 6” Pipe, £12 B.W.G. . . Copper Circulating pump-discharge.
3 6” Pipe, #12 B.W.G. . . Copper I’ire pump suction—sea.
4 3” Pipe, st'd. . . . . . . . . . G.I. Fº pump suction—bilge mani-
old.
5 2%" Pipe, st'd. . . . . . . . G.I. Fire pump suction—tank.
6 3.” Pipe, st'd. . . . . . . . . . G.I. Fire pump suction—engine
room bilge.
7 2%" Pipe, st'd. . . . . . . . G.I. Fi. pump suction—boiler room
bilge. -
8 2% " Pipe, st'd. . . . . . . . G.I. *::id pump suction—forward
hold.
9 4%" Pipe, st'd. . . . . . . G.I. Fire pump discharge—over-
board.
10 4%" Pipe, st'd. . . . . . . . G.I. Fire pump discharge—fire lines.
1 1 3%" Pipe, st’d. . . . . . . . G.I. Fire pump discharge—fire lines.
12 2" Pipe, st’d. . . . . . . . . . G.I. Syphon suction.
13 2" Pipe, #15 B.W.G. . . Copper Syphon discharge.
14 2%" Pipe, #15 B.W.G. Copper Sanitary pump suction.
15 1 %" Pipe, st'd. . . . . . . . Brass Sanitary pump discharge.
16 2%" Pipe, st'd. . . . . . . . G.I. Forward tank line.
17 2%" Pipe, st'd. . . . . . . . G.I. After tank line.
18 2%" Pipe, st’d. . . . . . . . G.I. Fº pump suction——tank mani-
old.
19 2%" Pipe, st’d. . . . . . . . G.I. Feed pump suction—filter box.
20 2% " Pipe, st'd. . . . . . . . G.I. Feed pump suction.
21 2" Pipe, st'd. . . . . . . . . . G.I. Iºlor suction—tank mani-
old.
22 2" Pipe, £1 1 B.W.G. . . Copper Injector discharge—auxiliary
esd.
23 1 %" Pipe, st'd. . . . . . . . G.I. Injector discharge—deck.
24 34” Pope, st'd. . . . . . . . G.I. Injector discharge — engine
IT O O III ,
25 2%" Pipe, #10 B.W.G. Copper Feet pump discharge—heater.
26 2%" Pipe, #10 B.W.G. Copper Main feed line.
27 2" Pipe, ti 1 B.W.G. . . Copper Auxiliary feed line.
28 2" Pipe, 211 B.W.G. . . Copper Boiler circulating pump suc-
tion—boiler.
29 2" l’ipe, it 11 I}.W.G. . . Copper B. pump suction—tank mani-
old.
30 13%" Pipe, #11 B.W.G. Copper B. C. pump discharge—Auxili-
ary feed line.
31 6" Pipe, £12 B.W.G. . . Copper Air pump suction.
32 5” Pips, #12 B.W.G. . . Copper Air pump discharge—over-
board.
33 3%". Pipe, #14 B.W.G. Copper Air pump discharge—filter box.
34 2" Pipe, st'd. . . . . . . . . . G.I. Heater Drain.
35 1 %" Pipe, £12 B.W.G. Copper Water column connections.
36 34” Pipe, st'd. . . . . . . . G.I. Heater drain to filter box.
37 y.º.” Pipe, st’d . . . . . . . . G.I Heater drain to bilge.
38 3” Pipe, st'd. . . . . . . . . G.I. Fire pump discharge to nozzle.
39 4” Pipe, st'd. . . . . . . . B.I. Fuel oil filling pipe.
40 4” Pipe, st'd. . . . . . . . B.I. Fuel oil ventilating pipe.
41 1 %" Pipe, st'd. . B.I. Fuel oil sounding pipe.
42 2%" Pipe, st'd. . . . . . B.I. Fuel oil tank low suction.
43 4” Pipe, st’d . . . . . . . . B.I. Fuel oil tank high suction and
equalizer.
44 2%" Pipe, st'd. . . . . . B.I. Fuel oil tank high suction.
45 6” Pipe, st'd. . . . . . . . G.I. Fire pump wrecking suction.
46 6” Pipe, st’d . . . . . . . . G.I. Circ. pump bilge suction.
LIST OF WALVES FOR ONE SHIP
Pe.
No. Name Material Service
V1 8” Angle valve, fl’g’d. . . . . J. B. B.M. Circulating pump suc-
tion—6" side outlet.
V2 6” Angle valve, fl’g’d. . . . . I.B.B.M. Fire pump suction—sea.
V3 4%.” Angle valve, scr’d. . I.B. B.M. Fire Pump suction—bilge
manifold.
V4 3” Angle valve, fl’g’d. . . . . I.B.B.M. Fire pump discharge—
overboard.
V5 2%" Angle valve, scr’d... Comp. Fire pump discharge—
fire lines.
V6 2%" Angle valve, scr’d. . . I.B.B.M. Forward tank line.
V7 2%" Angle valve, scr’d... I.B.B.M. After tank line.
V8 2%” Angle valve, fl’g’d... I.B.B.M. Sanitary pump suction.
V9 1 %" Angle valve, scr’d. . . Comp. Sanitary pump discharge.
V10 2" Globe valve, scr’d. . . . . Comp. Injector suction — tank
- man; fold.
V11 2" Globe valve, scr’d. . . . . Comp. Injector discharge—Aux-
iliary feed.
V12 1 %" Globe valve, scr’d. . . Comp. Injector discharge—deck.
V13 34” Globe valve, scr’d. . . Comp. Injector discharge—eng.
I’O OIT, .
V14 2%” Globe valve, scr’d... I.B.B.M. Feed pump suction—
filter box.
V15 2%" Cross valve, fl'g’d... I.B.B.M. Feed pump discharge—
heater.
Pe.
No.
V 16
V 17
V18
V19
V26
V27
V28
V29
V30
V 31
V 32
V33
V34
V35
V36
V37
V38
V38
V39
V40
Name
2%" Globe valve, fl’g’d... I.B.B.M.
Material
LIST OF WALVES FOR ONE SHIP–Continued
Service
Feed pump discharge–
heater bypass.
2%" Globe valve, fl’g’d. . . Comp. Feed pump discharge—
to boiler.
2%” Globe valve, fl’g’d. . . Comp. Injector discharge — to
boiler.
2%" Angle valve, fl’g’d. ... Comp. Injector discharge — to
boiler.
2%" Angle valve, fl’g’d... Comp. Feed pump discharge—
to boiler.
5” Angle valve, fl’g’d. . . Comp. Air pump discharge—
overboard.
3%" Angle valve, fl’g’d. . . Comp. Air pump discharge—
filter box.
2” Angle valve, fl'g’d . . . . . Comp. B. C. pump suction—
tank manifold.
2” Angle valve, fl’g’d . . . . . Comp. B. C. pump suction—
boiler.
1 %" Angle valve, fl'g’d. . . Comp. Water column connec-
tion.
2” Angle valve, scr’d. . . . . Comp. Heater drain.
2” Cock valve, scr’d. . . . . Comp. Syphon discharge.
2%" Angle valve, fl’g’d . . . Comp. Valve.
2%" Gate valve, fl’g’d. . . . I.B.B.M. Fuel oil low suction.
4” Gate valve, fl’g’d. . . . . . I.B. B.M. Fuel oil high suction and
equalizer.
4” Angle valve, fl’g’d . . . . . I.B.B.M. I’uel oil filling.
3” Angle valve, fi’g’d. . . . . I.B. 13. M. Fire pump discharge to
nozzle.
2” Back pressure valve. . . Feed heater drain.
34” Angle valve, scr’d. . . . Comp. Feed heater drain to
filter box.
%” Angle valve, scr’d . . . . Comp. Fº heater drain to
ilge.
6” Gate valve, fl’g’d . . . . . I.B.B.M. Circulating pump dis-
charge—overboard.
2” Check valve, fi’g’d. . . . . Comp. Syphon discharge—over-
board.
3” Check valve, fl’g’d. . . . I.B.B.M. Fire pump discharge—
overboard.
5” Check valve, fl'g’d. . . . I.B.B.M. Fire pump discharge—
overboard.
6” Angle valve, ti'g'd . . . I.B.B.M. Fire pump wrecking
Suction.
6” Angle valve fl'g'd. . . . . I. B.B.M. Circ. pump bilge suction.
LIST OF FITTINGS FOR ONE SHIP
Name Material Service
8" Sea box. . . . . . . . . . . . . . C.I. Circ. pump suction.
6” Sea box. . . . . . . . . . . . . . C.I. Fire pump suction—sea.
5” x 4 1/, "x 5” Tee. . . . . . . . . . C.I. Fire pump discharge.
3%"x2%"x2%” Manifold. C.I. Fire pump discharge—fire
line.
2%"x2%"x2" Tap, 2 %" out- C.I. Tank lines.
let x 2% "x2%" valve man-
ifold.
2%"x2%”x2%”x3 V a 1 ve C.I. Fire pump suction.
manifold x 3" tap. . . . .
2%" Ell—2%” outlet. C.S. Main feed line.
2%" Ell. . . . . . . . . . . . . . . . . C.S. Auxiliary feed line.
2"x2"x2" Tee. . . . . . . . . . . . C.S. Auxiliary feed line.
1 34” Water column. . . . . . . (T.I. Water column.
4" scr’d fi’g’d Hose con... C.I. Fuel oil filling pipe.
1", Yalve stem stuffing box. Comp. Fuel oil suction pipe.
1%", Deck sounding plate. Comp. Fuel oil sounding pipe.
6" Distance piece. . . . . . . . . C.I. Circ. pump discharge.
Long turn ell. . . . . . . . . . . C.T. Injector discharge and
* syphon line.
Stand for pilot house noz. C.T. Fire pump discharge to
e pilot house.
2%" Hose connection . . . . Comp. Fire pump discharge to
ſº fire lines.
1 %" Hose connection. . . . Comp. Injector discharge to
deck.
2%" Hose connection . . . . Comp. Connection and cap.
LIST OF AUXILIARIES FOR ONE SHIP
Sanitary pump-horizontal duplex,
Circulating pump, 6”x6”.
Boiler circ.
Feed water heater.
Injector, 13%".
Steering engine, 12” x36”.
Dynamo engine—speed 600.
Generator.
4% "x334” x 4”.
ump—horizontal duplex, 4% "x234"x4".
Fire pump-horizontal duolex, 12” x8% ''x12”.
Feed pump-horizontal duplex, 7 %"x 5” x 10”.
Air pump-vertical simplex, 7% "x14% "x8".
Oil pump-horizontal duplex, 4% "x3”x4”.
Blower.
658
N-22
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PROFILE ana' fo ara/7 Aroperly es
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PLAN
STEEL HARBOR TUG
Staten Island Shipbuilding Co., Staten Island, N. Y.
See Opposite Page
\-427
SECTION AT FRAME #38 LOOKING FORWARD.
17 v23.
SECTION AT
LOOKING
- Sº
FRAME # 44
AFI.






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FLOAT PIPE CLAMP FLOAT GUIDES FUNNEL
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See Opposite Page










































666
FUEL OIL SETTLING TANK
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SANITARY,
STORM AND LUBRICATING OIL TANKS
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END
SANITARY SYSTEM TANK
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668
UPTAKE. BLOWER ENGINE AND STACK FOUNDATIONS
HGILHOIGHRIAI ‘A ‘CI NO L’000’6
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uwous ºpis pod-ijo 6ūōſōōi ºzëſ） ſo uolųoaº1g_-1!ès
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669
UPTAKE AND DETAHLS
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BULKHEAD"93
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ELEVATION STBD SIDE >
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------ 2"-----------2 roa soe snown *—#H#H SECTION THRUUPTAKE
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i v r - 1
$º, n
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dose tº ce ...P - - -
DAMPER SHAFT /7 º Škºrºš * || N - #4 +4
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9,000.TON D. W. FREIGHTER
See Opposite Page
ELEVATION OF FORD END OF BLOWER CASING
ina. Aft
Lookin
Fort side shown. SF83 sióe opposite except as shown.




































670
UPTAKE AND DETAILS
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- w - - - - f/ - - ck.
# A/ A/39%/02%. º | A/39;02%50" Q %.º&3;..º.º.º.#
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--> --> ––– ap aſ Jºy ºrs. 2 -
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"-------- 494------- ---------494 – of 5 "cer/ers.
Ž *——º 73 Thimbles below fºundation ange ſº be spaced
--- Sºo foc/ear/0”;ºnaafon channeſs. See aeſa/
* -- 7 40" ------------- 40"--------> #Division Pat Secºo/7 /2-0.
# Uvision Plate
DAMPER FOR CENTER BOILER A/FAOp of ASSEMBL/WG Vºž.
Aarº A (piaka fo Starboard 30%r.
Aarf 5. Upfake fo Aorf Boiſer
- Aary C Uyſake fo Center 50/er
T---------------- 3'3"----------------> - Az7.0 Sºzºzoana Az7.
- T. *— s º Azrº 5 A*-* Azzº.
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DAMPERS FOR NATURAL DRAFT #| ||
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SECTION C-C OF AFT END OF UPTAKE
Looking
Słbd side shown. Port side opposife except as shown.
9,000.TON D. W. FREIGHTER
See Opposite Page
(2 SHUT 2)
INDEX PLATES
Fºres /
––––20"---->
CLEANING DOOR
º
SECTION THRU CENTER LINE OF SHIP
Looking Outboard
Port side shown. Starboard side opposite,
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sºlº Tºſ- -3:02:
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§ -24.











































671
SMOKE STACK
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2 * - tº:
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- -
PLAN OF TOP OF STACK
RIVET SPACING
Ange af fooof Sack
(Apron Farge 22**
_r >===
5frap./02*P/-- *|4-
STRAP ONAPRON FLANGE
ake /"Da.
Shack/e A77-
DETAIL OF GUY PADS
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J. § º -wise
w - # -
§ - Pang of fack /02 - *S. >4. 25% º S
§. `l ââ £ºws...} Firſ §
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TA A ERT F- - F-A-T-HT R º —Y-
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SECTION THRU STACK TRANSWERSEELEV. OF STACK -
On centerline of ship. LookingAft. PLAN AT BOTTOM OF STACK.
9,000.TON D. W. FREIGHTER
























672
COWLS AND MUSHROOM WENTS
s. 2". > 74" <- - L3m Z2"hºrož/ron Age
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k--3-3-----> si & Grab |’s s , 12VENT.cow. 8"VENT COWL
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-- ºi-kY-->4% Ov/s/ae/2;a of ſºvº º 5rass %:...: Cost Iron, -
42"VENT COWL 2/4"x 34” K----24%"/0/a-- | º is .
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9,000.TON D. W. FREIGHTER
See Plate LI Opposite page 674














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38 J4 32 29 28 77 20 20 Uº t U- —is - ... 7), TTE ſº Alesk //o/77.
./ 27-30,000 YC ºff...? | |do 20% *Sºcºrº l 20 - ºff tº lººººº-ºººº to ſº gº | É º #.
H C + c h Ven?: Scº Wo.4– - 5+ or 2 Room Mech.ſocking Weeg. Wres. %ce ºfte”-- Gy'ſ PMech. Whis?ſe */ Voice 70.5e Wo. f. Covere Wºº..., .W. 7. Swifeh-5Ama.
Enginz Hatch facf Box—º- Wre fo be run Down 5/kha, ſo Zeve/ %&#e 2/4 (280m Øenſaring[iz|\ £4 TL*/03rass Wreſh Rovna Movſhpiece-07. controſºft, * | W.W.7. Fancy Swºfch-5A*2.
* º \ O) of Wºłing 7able 722 then fo pass info Avn Wre on wraer Sfarºng Box for & + N J-/4 C° 3 S *@3rass/en/2"IPS (630. |Mouftpiece || A H-. /2"MA5. Mech. Whis:/e ^ _-- 0n. -
- ſº gº || ||...}::::::::::::::::::::: *%- A º tº: 40207. C for Fans po- 30-4-2Spa.on. ...ſº I tº 2, he ll ºve *º-e ºs Cº- | Pear Shape Avsh 30++on
Ven: Seº Wo.3 6000CAEWºź Top U º; w/ſcreš ſo de Movnrea in 1772 4-40. --T \ Mofor by /3000 -3"Pipe Słanchion for "B w —U Mech. Enoſ, Whis?/e A//~ * | Push &#on ww.zzºsºe-
- - - Support for Zāgh? Fixture 1-27–/25,000 S.C.(2)0 %2% Lobby Mech Eng. 72/eg Wres || U-44%. 33.2a. 27. DD *%; -
Wrina fo be Conceaſoa ºn - .C.ſ aſ L//7. -Up & On. 9 Mech. Engine 7e/egraph' © 6enera/A/arm Confacf Maker
ana/Switches foºe -40007, C.A.&A.-Dr. Power Aane/ CO) Chart Rouso Who 2 | House . c.79 g G | W. 7. Swººch - 5Arno
2 Wres J Wres £7.7 Suppor BAE.Z27-/3000 YC. Capt's Bath - - ^ 60 * * *.*.
ight Fixture -J-/4°- 3%a. 'ce 7ube Wo. 2-Up & O 7. ^ # Hº. > - R" | 60 Amo. 22.S. 7Sºc/,
- - . … " - e Mov ce -
#// ſ 7W/ O C. ce /Ube /Yo p & Un J I LE Li-G H * y2 pre o - --- * | W.ZSwifeh ana. Accepface 5A*2.
/res- A 2 wº TN-7 |TTS-Worce 70.5e Wo 2-D2. - || --T tº W.7.Recepface-5Ama
3 W/ - TTTTT * ..."--1-1. L’
/res Writino (Ö - - Up- | Dr. IIH E Morse Zigh; Key
A/oor R |-- Annuncia for-2rop as no fea
o on --- - - - -
~ ( %) Captain's Officz Capº's S.R. .’ [º] | 20 Wºre Connecz for Box
*Wºº U #/0 [I2] /O Wºre Connecz/or Aox -
/res /res G) Genera/A/arm Gong.
/e for F/oor Zamp Locafe near Oeck Confro/ſing AvX. Lighfs on Sfarboard Side Boaf Space 07//7/#Un/f Q | 6"Vårafing 3e//, for AvX. Lighfing System
‘On £wnarr units G) 3"Vºhrafing 3e/
Dr. *@ /?"Oscſ/azing Bracke; Aar.
Whistle Confro/ Switch — -Ö- || 5ranch Box |-
|- 427 l ** | Type Z Fused' 3ranch Junction 3ox
w +* | Zype F Fusea' Feeder Junction Box
F LY | N G B R D G E to W.W.7. We/ephone
º Fae ligh? NAVIG AT 1 N G BR l DGE O || M.W.7. Avsh Bw##on Svrface 79.2e
º A @ Jha fº Aºevo/v7 for ſnaica for
-- G 2 r a rol Notes— Q) | AFe/rn /naſcarfor
~% /2"Won-osci/afing 3racker Fan - -
- */6 Ca// 82// Wres fo be Grovoea ſnfo Cab/es and -
Conceaſed in a Mov/aing on Fron; Sae of Sheafhing 4!/ Fixfures wifh Swfºx A are on 40x.4/ghf. Circu'ſ.
Provided for by Joiner.
B O A T D E C K
ELECTRICAL INSTALLATIONS -
13,000-TON D. W. COMBINED PASSENGER AND FREIGHTER
Builders, Bethlehem Shipbuilding Corp.
New York Shipbuilding Corp. -
















































































































































































































































































































































































































































PLATE LIII
– Ll ST OF - SYM BOLS —
J 7. G. Deck Aºxºvre
Alain ceiling £osef re. Fros fea'Gobe
// 'gh'ſ Ceºng Axfore, Poſshea Gass 5Aaae
3 * -- -- -- -- --
5rackef Fºxfure wifhovºch, Pe/shea Glass Jhade
9.2ight defing Fºxfore, Polished Gass Shade
/00 War? /n/: (Cargo ſights)
J.7G 50/A head'Aºxyura
-//,000 7. C. Jo Po Ven: Sež ºf
7. C to ' ' ' ', " .
6 Zigº Cargo Refeczo-
Cana/e 3r/Fºxf.7% frºa. 62.5e-Shre/a8.Jw?ch
Berzh Ligh/
&/khead'Aixºvre. Coague Shaae wºwºch
Canoe/abra ºf 73.2×a'6/25e wºh,Swifeh
22*. Cana/e 3racker, Ærfore wºrea.Araszó/offe
//ghrana/e3racker FXfore, Arosfea'603e
&ranch 5ox
/2"6sc/azing Brackey Azn
W.W.7. Kecepfac/e wifh F/vsh Aſafe
A.W. 7. Swifch; 5Amp. -
A.W.7. Aancy Swºfch; 5 Amp
W. T. Swifch; 5Anna |-
W.75wifeh & Recepface, 54mp
Annuncia for-Size as Marked.
Push Buffon-Flush Type
3"Vibrafing Beſ/
500 Woºf 5/ec/r/c Heazer with Swºfch
3 Way W.7. Recepface, 5.4mp -
Running Zighfs - as markea'
/2"Yon-Oscº//aſſing 3rackey Fan ---
AA’ ºf Z/9-A-7.
To be concealed ºn 3ack |
l of Dressing ſable |
-
4. 000 7.C A/ain, /m.5eadea'
ºn 3ack of Jressiºn
- 73.5/e Aramework.
\ . . .
T
L-
3R.42/-Up & On
2 Wirzs
2 WºrzS £-3cº Jo-> Down
Worce 795 e No.4-Uo & On
/ "7"Branch #/ #2 #
_^
-
>
- | Straight Mov/h.
Aymb W2/yer rece wºh -
~ / / 'his?/e
/
Wres /
J Wres
7 offer
|
©
~4 Wires
A//4 lights in ºffing Room
S/ Confro/ſea' by fºſs Swºfch
2 Wºres Wres
E-4000 7. C.A.A.A. Dr.--
W4000 ZC-Up & ſºn.
22/9-23,0007C Updº.
423-420007 CUp & 2n.
38.2//9-Up & On,
-G-40007 C-Dn.
6-4,000ZC-Dn.
».
~3 Wires
Lighfi,
Wres
2 % fo Aradio
affery
|E
Up fo
4 Wºres
Up & 2n.
~4000T.C
/...&A. Up
8 Wires
Drop Annuncia for
T-
Azna/ Wo wres-
On.
Z/9- -
W-4000 7C02 & On, J-/4 Cºpa &
/42-500007C0/2&ſºn.
t - E n + r a n c 2. %
Mech. Dock/ng X.
/oowoºz &/º/s-T ? On
Ve/egraph on A 1/6-07
| - - -
_2=222-2, -2°2°r”* – 3
|
|
Accºre near Companionway
| | ||
|/|& 4000ſ.
4/9:25000 cºp////7.3%
Žºgºïc. #!/
L1 – 50,0007.C. Upº Dn.
&
L3- 60,000TC. 6.
###%#3%
I?$3óðiðī;35.
;
Up B:// /g 3R/-36-3000 YCOn.
-
7. C-A-arms on/ A-400.27 C.
ºgans "y º
p3. On
"Pºpe Sanchion
ock.72ſ. Wires
Up & Dn.
|
|
|
|
|
|
|
-4,000 #
|
|
|
|
|
|
|
Ho L/9-60,0007. C. Up &^n.
S o c i a
º 22
|
B o i ! 2 r H o + c h
#6
E.
I
*o ---.5 39 38
- 1. - - -
28
:
ſlown foº" /2eck
T-
\ Up :* - º /97.
-
©
W.W.7. Recepfac/e-Svrface ºpe
Eng in 2 H a + ch
i
Aoſe-fixivres wº, Swiffix A"are on AvX.4/9.hfing Gº-
4"Pºpe Sfanchion for Mech.Eng. cuit
Teleg. Wres Up & On,
wffſh 8 Mech. Enº. 72/2a. Wires
... Whis f/e Pu//#/0 Brass Wire in
ASUpé0n.
L30-4°-2Spa-Uo.3 Dr.
J-14°-3Spä-Dn.
Ape Stahchion for Mech.Eng Teleg.
Wires on Deck above-Up
:L20 §: 43.3 *-Up & On
20-g)007 C.-CoA Cº.
:120-Stern Light Up & Cº.
5-L20-Masiheda Light-3°Up&Dn.
7W/ R o o m
©s
Mech Whis?/e Pv//-Wo /08rass Wºre U2&An in Ž"A5.
A 27-/25,000 S.C.(2)-Up & Dr.
/6Drop Annunciafor
c or g o H a + c h on /nboard
N. o. 2
BEL35-42007
2 Wºre
P-7 Wires
|
3A. L.37-3000 7. C. Dr. --
J-/4 ºf 3 Spa.-
E-40007. C.L&A-Dn
- |
-40007 C. Z8A-Up
KTA
1| | E.
*- &A'ſ 22
8 Wºrcs
& *7 7 W.
Voice 70.5e
Wo 2-Up
4//4 Lights in ºffing Room
Confroſſea' by ##is Swifch.
Wesfibv/e
JWres
%2 o
*HIII
A
4000 7. C. Plain, /mbeadea ºn
. of Dressing ſafe frame.
wor
BR4//9-0
— G 2 n. 2 r a N of 2 S
Wo be Conceaſed' in Back
of Dressing 7able
#16 Caſſ–52// Wirzs fo be Grouped info: Cab/2s
concealed in a Mov/ding on Front Siaz of Shcath-
ing provided for by Joiner.
D O C K N G B R D G E
E. R. I D G E D E C. K.
ELECTRICAL INSTALLATIONS
13,000 TON D. W. COMBINED PASSENGER AND FREIGHTER
Builders, Bethlehem Shipbuilding Corp.
New York Shipbuilding Corp.























































































































































































































































































PLATE LIV
- Buſkhcaa/
~~
Aſſ Axfores are Arranged #o be Connected | | Aïx+Urz LIST OF SYMBOLS
as Deraiſed /rrespective to Whethera 3rançh - ---
3.x is shown, when #wo of #2m arz Mounfed?--> e Plain Ceiling Rosette —FroSfed Globe
gºº::::::::::::::..."; e || Light ceiling fixture-decoratºesnº
Circuit. e | f_* -- * – Fo/ished Glass Shade
e 3 “ -- -- " - " _ "
To Ceiling Fºxfore
- - G | Iowatt Lamp Globe-Rea or Boe as Marked
, , ºr-...--THEN 3 TSTG.Deck Fºrure -
/So/affon Ward' | 3aº) - c 1 - sha º
teel 5-Fixture with Switch-Decorative Type
>< e— , , , without Switch-Ab/shed Gass Shade
*~ G– I sha. Fºre opaque Shade without Switch
clo Crows ‘’ Hospital __-_ Ex| secºnſign? T
- S. R.A. ff28 S.A.A. |#/4 ox. Bhd Fixture Opaque Shade with Switch
22, 56th Baſh ||47°7 || 5ath - - - © W. W. T. Receptacle with Flush Pafe
- - --~ s " - - Surface Vype
2% - -
8-1-22-Up fo/06// Uºſs … Wres €4. ~4| Desk Light
onking ºf 8:/20 - + | W.W. Switch-54mp.
_º 44° ºc 6 Wºrcs 7%res - Fancy Switch-5Amp
--e. ^ /* 8 Wres tº W.T. Switch-5Amp.
On - - ~~ A’za/G/obe º -- * & Receptacle –54mp.
A - ~ſ. - *- * ~ * of Running Lights-as Marked
- r- -
- . 4 Mech 2gºing Jeſegrº Wres - - - - First Class ~7-7- =T- |AS | 2 | Push Suffon P/ush * -
UpāD, in 3"/ºpe Sºonchion - %;grº - º: – l -- 2/-/9 %u 90007.C. \l- frºm 1000 waft Heater with 3 Heat Switch
- 0. -- __–TT ~ - - 1. p -L-L-I-I- ºr º- - -- -- -- -
Galley ºl. - - Lobby - ..! Wºzoo _3 ſºn 7777, T 2- r-, —// 4"ººz Stº for 84.2ch Eng ſeeg. =}| 3% Swifch
S+ (3) #3 ºil º Sež 4000 CAM NMøn's || Toilot #######3; \ , 40007 C. - A-24500007. CCo B- º * %:#. and 4 Docking ſe/cg. Annuncia for-Drop as Worea
Orzs | - - -- £; 3/-/9-60, (2007.C. Up 3.07 - >G-4000 TC- (/o ſo Goºg. –4000 TC ºpæon-leads *o C/2a- <- Branch Box
G-40007 C ! ſ *: £2.É. 26 Wires 4000 re-leg º Bath Aursºrs Air Porf O5 5 wire Connection Box
--, - - L5-40,000 TC. Dr. - . …---/s/ - - .72/27. W.
º ºr L-20% Up H III º º /22/0807 L 7-60,000 # É. B of 2 r H a t c H - Dorn 2 L–23–40000 YC º º © Genera/ 4/arm Gong
56 [[3H iſ S. 54 –65; ºn --|-- --- #jº. in Dining Saſoomon'3"Deck 2/-/9-23,000TC. `I-23-325,73 tº | @ 3" Vib. Beſſ
- G-5 | - 'Én -: n - - l – --—--- —Br-L-2-Up fo.5 &R*— -- - --- -
Sfern Zgh/ |- V2nf Sef º L 6-50 ...}. . 29 28 27 25 22 :L-25-S#ern Light Up -O 12"Oscillating Backet Aan -
D Woff - 1. % º, 4000/C 7%–5%; fºr. Trunk z d Hatch - º: Light 3°/2 ** | Type F Fused. Feeder Junction Box
3000CAM - -- ######". Mech. Wh/sf/2 A//#/05-ass Wre ^- Drop Annuncia for Wirés Up?oſastrument ºf Tº E -- -- º-
- 723-3º rºom. Jo 3% ºf 3 N Caſſ 52/System , , , , . Whist/z A/-äg 5-25s Wºrc – -
| Toiſºt #. ####, /-35-75,000S.C.(2) L27–/25,000 S.C.(2)(/o3/27. 40007c H *...", in 2 ASU230h L * | Br Fixture
|-e Žºrž, 2/ighfing Fane/Wo.5 J–/4° 35 Spa. *..., | neſ wo. - ; /21 º o | W.W. T. Push Buffon, Surface Wee
-Q * ---- a 15-30,000 º * 24 *|| - - -37-75000 pa. Upº-Un, | AA | 12" Won-Oscillating 3racket rad
8-435-4000. A -> 24000 7. C. – |-- r Azme/ Fºx #vres with the Suffºx 24" are on Aux. Zighting
- ^ -3000 7.C. - Z-7–50,000TC M6.37 x Tures wºrn Tn X º
- Mø. * -1 B-E-4000 YC. A.&#20/o IC frcuſ ts.
SH *A Æ/we Gobe --
* - v 6. Up fo % 40007.C.
L&TVo #h -
ſooººººº, 2Wres z Da 84. 2W,
Åing
== ºr --- " - — G E N E R A L N. O. T E S
2 --~ _><
#
A// Wiring has been Laſa out with the ſnfention of Running on
Longitudinals, Tranverses, and Buſkheads as far as Structura/ Con-
difions will Warranº
when wiring, Fºx/vres or Appliances are secure” fo Deck Pating,
Plating to be Oriſſed and Tapped and the Joint made waſ
Aſſ #16 Caſſ Beſſ Wires fo be Grouped info Cables and Conceaſed in
Passages in Movſang below Sheafhing in Upper Corner near Stafz-
rooms, and in Pubſ/c Fooms in a Mouſaing along 50/ºeads proviaca
by Joiner.
#f
S.A’A. HA6.
Passzngzrs'
S. R.A. H/7 SR447
|-><
S.A.A. ff27 S.A.A. H.25
S.R.A. |#23
Hospital D-3
r-
A – D E C K
- ELECTRICAL INSTALLATIONS
13,000 TON D. W. COMBINED PASSENGER AND FREIGHTER
Builders, Bethlehem Shipbuilding Corp.
New York Shipbuilding Corp.































































































































































































































































































































PLATE LV
#3 #4
O_O
O O Wres O
*O_O
O 7W/res O O Wres O
O
O
/4Wres2Soare fo
A ..º. O O O OTO OTO O
- - \ 9 -
º Wres First Class Dining Saloon
–6 Wres O O O O O_O
O O oCo oCo A 36-75,000 S.C. (2)/23/07
A7/-500007 C-On. OTO OTO OTO Z37-75,000S.C. (2)/2 & On- Z/3-40.
O O
A
#2 */
BRZ//-40007C O3Wres. O / #9
BAJ-Z/9-4000/C.
Zighfing Pane/Wo//– _--"
5. Wres
A4/-23,000 7"C-07
A/0–50,0007 C-07.
BP-12ſ-90007C-Up
Boil ºr Ho + ch
Trunk2d .
Aor Confinvaſion of Z
See Plan of B-Deck A
77, ese A/
Be/h/na'
7"s fo be Loc
ea’ Glass
Mechanica/ Wh'sf/e A/#/03rass Wre, 9000ZClſº
(/2 ana'ſ)7 in 2"Z/2.5. Æ/2/20 JFerry Li
% Aºne/Wo/2
Aa/7e///040
º -90007 C-42/7.
- Z42-23000 TC-07.-
/ A'eazer Aane/ No.42
A 27- Cſ2)
A Wres 25pare foº !/o
Drop Annuncia for
Zoca/ea in Pan?ry
//2-500207. Cº-
BR.//24/077 C.
ÆA. 140-42007 C.
A
First C loss
3 Wres— O O O O O O O O Dinin
oCo. oOo. oOo. oOo.”
O-O o-o OTO OTO
Z2/-66,
gh? Up-Hº
38,220-3CCMästheadlight!p
Lobby
Ov//ef for
Mofor App/ſance.
S Y NM B O L L 1 S T —
9 || W.W.7. Kecepfac/e wifh 25 Waff. Zamp →D Bulkhead. Aºxfore Øpaque Shade wºrh,5w/fch & W7. Swiſſch 5Ama.
O | Light Ceiling fixfore Ab/shea Gass,Shade -T | Ber?h ligh? & W. T. Swifch & Recepfac/e 54mp.
(7) || 2 Light Ceilingdøsfer w -x 21 G | W.W.7. Kecepfac/e wºh F/vsh A/aze et-, 500 Waff Heazer
& 5.7.G. Deck Fix?ure -º- Branch Box 60 Wire Connection 3ox
© | Pain Ceiſing Rose+fe, Frosfea Globe +-I 7ype I Fusea Branch Junction 3ox 40 * » wn
--~~~ T-/- . (?) /2"Osci/ſafing Bracke; Fan +F 772e F Fusea Feeaer Juncy for Box 20 m -- --
\_1 T-z-R- T-
~ C) T-_ T-ST--— /0 Waff. Lamp G/obe &ea'or 3/ve as Marked →- || W.W. 7. Fancy Sw/#ch 5Ame 24 Drop Annuncia for
Q - -
Sir --—- -T— -b | Brackey Fºxyvre wºoty/ Swºfch Gº | Avsh Buffon AT/us/, 7ype CD 1/ igh? Ceiſing Rºx+vre ſecoražive Shaae.
( -
- ( ) −. − T ~- @ 6" Vibrafing Beſ/ ** {ligh? Brackef fºre Jecoražive Shade
- C) – TT- T- - W.W. 7. Swiłch 5Amp © 3"Vºražing Be//
- T--
S.A.B.I/Vo.47 . S. A. B //o.2 T- - T- J) A. W. 7 Aor: a b/e
9Wres 3-3 - T - * | 12"Won-oscillafing 3racke; Aan
Wres º - Wires sº T- (3) | M. W7. Arecepfac/e Jurface 7,
- Tº M.W. 7. Recepface Surface Type
(TY -
-2
`s
- Aïx?ures wifh Syffix "A"
are on AvX. Zighfing Circuit
-
/ `
`s
N - - \
4000 7C - / - -
w
\ / N. 2’
Cargo Z/3h7 Recepfac/e Carao Ziah? & facſé
Ž% .# Aſa "c/7 * £3.3. oŽºº,...;
3R 12/-4000 YC & 12/-40007 C.
U. &^% N º
*-–4– - --
º N
Cargo/Hatch NNo.2
Cargo Hatch No,
º Trunked \
z Misc.PowerPaneº
|
N,
Z32-/50,000 S.C.(2) Dr. `
–G-4000 7. C. 2Wres
G-4,000 7. C
y
–Zighfing Pane/Wo./0 /
//ec. Her ſººne/Wo.4/
_3"Pºpe 5+anchion for 8 Mechfº ſna
and 4 Mech.Docking “y” fres
Up &
2K4000076-Dn. /27
Zighfing Aane/Wo./3
Vo fo/00 Waff Jaffs on King Pos:
\ /
r
Up #o /00 Wa;+7. Unffs Co roo Space
p on Aºng Aosſ. 9 p
Women's Toilzł
/res
|-5/ve
\
Žo Cargo Zighf ~4.
4.2caſed 2d Haſch Coaming
BR. 12/-40007.C.
* Up %
\ Up
*—-—º-
/
-*** 7.C.
Caroo Hatch No.3
y Trunked
w
-º 100 Waff Unifs on King Pos?
/
w
7o Cargo %. Recepfac/e
Acca/ea on Hafch Coaming
z &R./2/-40007. C. /
18 7
–Sef #3-4000 C.A.M. -
3R-132-/60007c,
2.439-4s gºa -/97.
Sež #7-000CEM.
` - 2c - \
J-49, 3 Spa-On w
Cargo Hatch No.4
/ Trunk&c. \
/
BR/32-40000 --~~ -
. . . ---
Paint and lamp Room
(/p
72/7A:
Whº?/e A///
/Wre in 2"I/25
4000.7. C.On.
24 Drop
Annunc
2W.
Man's
Toil 3 +
Up
|
27.207
432-/3300
^
70 WA 7. Sw//c/?
Hafch (ſo-ſº
w
Wres
A32-400007. C. \
. LJ2-/8,000 7.C.
732-73,000 7.3 -
2H.A.Grºnaer-
132-/30007C
ſo fo/00 War: Unºfs on MºgAos?
Cargo Spacz
Up / 3 CC Up fo Mas;’ head ligh?
SA?B?/5. D-3.
D-3
- _-T
(D 2– — GENERAL NOTES —
_-T A// wirina. A - - - - - -
- 9 has been ſaid ovſ wiłł żhe infen?ion of A// ?/6 Ca//5e// Wres ſo be groopea ſnzo Caa/es
ºg of ſongſ?vaina/s, transverses ana' by/A/ead's ana' conceaſed in 2assages, ź% Aeſow. Sheaf/h-
as, far as ºrvºura/ con&#ons wif warranz ing in vaper corner near s/afe rooms ana’ſn aublic
Wheſ, wiring, fºxfºres, or %. are secured fo rôoms in a mov/ang aſong buſkhead arovideº
£eck Paſſing: Paſſing fo be ºffſea and fappea and, by Joſner
_____---------" " #he joinſ māae W.7
B – D E C K F O RWA R D.
ELECTRICAL INSTALLATIONS
13,000-TON D. W. COMBINED PASSENGER AND FREIGHTER
Builders, Bethlehem Shipbuilding Corp.
New York Shipbuilding Corp.






























































































































































































































































































































PLATE LVI
LIST OF SYNM BOLS —
/Marb/2 S/a8
-
-*
Pain Ceiſing Rose+fc-Frosted Gobe
| Light Celſing Fºxfore-Decoratºc Shaac
S. 7. G. Deck A, x7 ore
S//cer-
//ea: Gº
Cresser e-
sº Class Pantry
feam Cooker
Chufe
| || Mo.34 A2.5||AVo. 30 20&/Sfock
- o o 2-ºf- ſº Ba § Ceiſing Fºxfºre
º er
Ö S.A.’ / Gr’ſ º ØØ/ø/. Shop / s /0 W. Lamo-Gobe Fedor&ve as Marked
- Cz Co
C! a sis G aſ 2 y Box
A ! st 1,000 7. 5vſkhead ºxfºre Coaqve Shade with Sr.
s
4//9-62002 W. C. 3. C J Jabſe 4 Wºrcs -- -- rº ** ſºfhow? n
- +
__ £º ſº. O O O O W. Aſ ºf Sf|award E-40007. C. × 2009 Annun- 3erff, Aſahi - Upper 32-h
- 3:4.7% -- -- 4% A.&A. On." ------- ciator, 9Spore - -
- &://6-00 Dº. - -- º Orps º ºr Aower "
Dresser º| N/ . º 24 //-50,000 YC. On. Bracke: A-7, fore with Jºwitch
` Yºurnºwaffer | V 7. Wºº-02
W.W.T. Recepfac/2 with Flush Parc
:
Wres - 720-op - L//
º Yeºf SežWo:/0-600 CFA/ A 38 Locker 422-02 ſo 4. nºoºr She/ves 0/ : 3//9 W. W. T. r: Surface Type
o be run on – *fing 50x Connecſco, ſo A/of #eofer ºne/Wºº-- - Yoºs on K Afghf
- %, ’º, º º º %" & //gºng Pone/Wo 8-- - /ocker ** Up º . #.
- - 28-ſ/, --- ſecz . - ra/7c OX
º ſººdºº º - - C] 4.35-7.000SCſ2\p& | /4 Wres - - - -
ſ Pºe Sºchfor e >| ||2% To Cargo Zºghſ ºcepface L34-75.000SC(2003 | C.E// ' 'Wires Conceaſed + | Feeder Junction Box-Fused
~ --~~ Zocafed or, Aſafoh. Coaming, C ahf Apocepfac/ 1. 19-25,000 Scºt/p30. | -- - - - - - - - -
. …º.º. 7. Cargo //ghſ ºccepface - | -- in Conauff across x W.W. 7. Fancy Swith –5 Amp
5- 4. - Zigº Áºcºpºſe —- 5.7//? º //gh? Accepface C] /Br/22-/º Br: / 22 O] / Locaféa on Haſch Coaming, fºr 3//?-63000 YC (2 Hafchway H - -
ſo - ~~~ or Aſafºh Coaº - / c - –22' --- × * A/a/7 ºr * * *
– `--~ º | - | g Aocafºd on tº. º- …We %gº Ž %%%C (/ 3- 422-00 3r/22-Up #º ſº | AvX. Z'gºing ºne/Woºd = | W. T. Swº-54 mp
-- -- . L-10 TL//. - - - - Z25 C.A./M. - .C. Up-- 13-60.000.002&ºn- “º -- - - - - - -
- -- - CD - - Enging Hatch-Tron: 29 (Fºr Confinvaſion • | Pºsh 5./ffon –F/vsh ſype
Sfar-f/ - - r L4-40 000 YC. Up: On- - ! -- of Leads see Pam - - - - - - -
...ſºs. Cargo Hatch No.8 Cargo Hatch No.7 Cargo Hatch No 6 ižº | Boi 2 r H atch Trunkcg º...) | e- |500 waſ fectric Hearc with Swº
Wºº Sefº & 40007 C. ~ - s|| Spac Trunked Clz Trunk&c. - Trunk zo - #º ſº- 3. G) 12"Bracket Fan
/V2:// //X|Wash --~~ D- Trunked) -º run - 2}+40007 C. Starfing &ox Connected ſo -— --- º º: £ | //en. r - ! ---, -, -, A. ſ
425CAA/ / tº || Both *º —Br. / 28-7,0007 C. Öj \º,000.2%/0. º-ººoºoººº... Whe ºn lºº- º º - | Distribution Pane
2W. D --~. y 1. --- * - - -- Sež Wo./2-425CAA/ - .C." Lºn. - O h 5 7 fon–S rfac 7 voº
º ºr Tº gºzzº //ghting ºneſ –––3r. A 28-//0007. C /.39–75,000SC (2)/27 lºſs. 3W$ 212-300007& o |&W Pºsº ºvº-Sºº Yº
~~~ ñº º (ſo ſo Area. Goffe Locker - r - -- ** * * ~. ——e===&==” “H-- I l l l | | ––––. º L-40 EE | Annununcia for -Size as Marked
- A 29-7.0007. C U//? 07 Heafer Aaneſ W. 39. 5/ve Gobe 44 W. - O || 3 "Beſ/
- ** * * * * ~. ** - - - - - tº J
(s -ºs. - - - - She/yes 73 >º ~//Wºrcs L-/2
T-- /0/res ///res 2 Wires ſocker 25W/ 29 Wires -3’Wires J-4.jpg 20 +//frc Connecy/On 5ox -
-- - a d'af Upº Jn. w? | /2" Won-Osciſſating &ackcf Fan –
27s -
ºs---~ 2 | Bracket Fºxfore
S. Wore Fºxtures with Suffix A" are on 40 ſight-
- Ing Circuſ’
6
O
G &n 2 r a N of Zs
Aſſ Wiring has been Zaid ovſ wifh the ſafenſion of
Running on Long/fodina/s, Transverses and 50/kheads, as
far as Structura/ Cona'ifions wiſſ Warraní. -
When Wiring, Æxfures or Appliances are Secured fo
02ck Poſing: £afing fo be Oriſſed and 7apped and the
Joinſ made W7.
Aſſ #6, Caſſ 32// Wres ſo be Grouped info Cabſes and
Conceaſed in Passages in Mov/ding fleſow. Sheaffling in
Upper Corner near Stafe Rooms and in Pv6/?c Aºoms in a
Mouſºg gſang 80/kheads Provided by Joiner.
1. sº// 3000 / C #2afer Wring Shown ºn this Aar, ſo Ae
-- ºr
º-
~<)
-
–/s/ C / a s S
B – D E C K A F T
ELECTRICAL INSTALLATIONS
13,000.TON D. W. COMBINED PASSENGER AND FREIGHTER
Builders, Bethlehem Shipbuilding Corp.
New York Shipbuilding Corp. -


















































































































































































































































































































































































































































































































































































































PLATE LVII
Aeeders /ass ſhrough Bulkhead
Wo.32 aſ a Poinf below. Jeffee in
£ng
C–Deck on Affer Side of Bu/khead
Wo. 32
• 4Mech. Dock.ſe/cg.
8A/ech.Eng Teleg.W.
70%ighfing ſame//0/4_-
Br (L4
(For Confinvaſion of /2ads
5
ineers’Mess and ſheafhrough
X-4000IC-07-
#3:2%39% N
L36-75.000SCſ2On N
L4-23,000T.C. ºn N
L37-75.000S.C.(2)On
L42–230007 C. On,
L40-90007.C.
* ,
ſº
L//-500007 C-07.
L/2-500007.C. On
L15-400007
L/0–500007.C.
43-42002.2072.
Z2-6000272.07%
L/4-23,000T.C. On.
L40 -
ee Plan of C Deck Aff.)
13-ºxoscelºn -
A-2000ſ.c-
G-40007, C.-
8:420:Sfern light
J/4° 3Spa-—N
L30–/4° 2 N
-
º
Wojce 7ubø Wo.
Beſ/?o have Wame Pafe
Marked “Porf. 7ank”
*X-3 cc
5
|\'ºſkhead
,52//fo have Wame Pafe
/Marked ºbrf 7anks”
Beſ fo have, /Wame Aafe
| Marked "Sfarboard 7ank”
|
32–250 000 S.C. (2)
locafe Fºe/O/Alarm Confach/-#% 73% $g (2)
Maker as C/ose fo C /Jeck as %– 4/- 23,000 7.C.
Aossib/2 /// /37-75,000 S.C.(2)
#=442-23. C
*/ech. Æocking 72/eg Wires-Éncased'
8 Mech. Engine 72/eff Wres-Éncased
o/7 ||
5/khead'...},
alſoy Sforzs
/.36-75,000SC(?)
Z37-73.0003.
|-Casſ
//3–40000/C
Z/-600007CUp
- \
Dn. /
L/5-400007.C.
//0–500007 C-
L20-90007.
//3-400007. C.
--~. ſ --~~
/
3"Pºpe Sfanchion fºr Meáh. -
FG
4/-300007 c. 92
\
\,
-
27 Fan Aane/ Wo.404
& Dock. 72/ -
4/-23000/C ock Telegroph Wiras
H/ > - - - - - - /2 Wºrcs)- - |
// 40–30007. C. –––– – / 2I-600007c-7 / r º \ 3%ra of £49-54 of 4 of Ship
~ 2. 6–40007.C. / - -
N. 2^ N - / S -kºora-te 2/
rty Br3.79% \ \ º \ º 2^ Trunk & sº No.5 # 2 Trunked/cargo
...T3TTTT30 - is - is - -ā-º-º-º-º-º- - - - - ~5- --- ---------------
M. r. . Z27-/25000 S.C.(2)(/o 2 \ -* AT-
Morty º, a , 2, 4%07% N , , , , , // #4% Ş. -
Clothes | º C T C N *H a t c h N - ºcc 3Spo. - Megh.Whisſe Puſ/#/03rass Wre in 2"ZAS (/)
| || 2 N - / º, º, ø, º] £4;"
* – º – ://zch. Wh/Słſe Av// (OD (2)-40007 C. * res. vºcate
º Z/2-500007C/ #10 Brass Wro-ºp j: / \
2/Mech. Wh/S//e A///#/08-253 Wirellin /2"/AS. / orce 708e Wo. 2-up \
70 be run in Zond/fudina/
- ſo be run ºn É. Side of Zongifudina/
-
***
-
|JS
Sf
2-3.
--><
|_-
Sfc. -
2S
Up H||
Ca
ra's
- ~~~
->< .
K
&
L - - 20
S.someº
Wash &M/
wain
== Sfe wards' Mess
º->. ~. - H T]
- 4 Seamen
--
/
I_---
ſ |
[73 ãºrs
--~~
4Sº
º
-
4Aafewashers)|| 4 Cooks
--
/
º< -
>< - ->
__l =G==
40cafe fue/0/A/arm Confacf///e-vae,
Seffec as C/ose fo C Ceck as possible.
Mov/7form ==
~~~~ * -
-
J/|\
\ > Beſſ ſo have Wome Pože
Marked "Sfarboard' 7aria's "
C. DEC K FORWARD
ELECTRICAL INSTALLATIONS
13,000 TON D. W. COMBINED PASSENGER AND FREIGHTER
Builders, Bethlehem Shipbuilding Corp.
New York Shipbuilding Corp.
— Ll ST OF SYM BOLS-
S T6 Deck A/x/ure
S768w/k/head'Aºxfºre
Ara/7ch Box
5 Wºre Com/7ecſon Box
20 Wire Connection Box
5Am2//W7 Snap Swifth
5 Amp W T Smap Swifeh
6"/brafing Be/(Genera/Aſarm)
3"/brafing 52/(Ave/0/A/arm Sysfer”
WWTFecepface-Surface Type
T-. - | - /2"Won-0sci/affng Brackeffan
Aixºvres wifh Suffix 'A'are on Auxiliary
Zghfing Circuif
2^ - - _^
/ … |, _-T
% N L^_-T | _- _-
L32-250000 S.C.(2)// S p a c e _ – T
--
- -
_- --~~~ --
- -"
S p q c 2. _ – T
__ – T – G ENERAL NOTES —
_. – T Aſ ºng has been Zala' out with ſhe ſafen;on of
- - - - Furºng 27/0797vana's, Zansverses and 3.//ead;
__ – as far ºs Sºrvºzvraſ Cona/fons w/ Mazzazz.
_. — T ºn fºrg/?rºores, or 422/37ces are Secured zo
... ---T #. 3. º ºng ſołe 07/eazza/apped, and he Joof
age






























































































































































































































































































































































PLATE LVIII
* 57770-U>
Sfern ligh/
C- D E. C. K. A F T
Zºo
.. : /roner KSfarfing | Boxfor § locaſe over/ſess Jabſe
— SYME OL LIST – #T Dr. Airfracfor Mofor (O) &/Tſ. **-*/67W/sfea'8e/Wre
M 2, a + C argo ;: ºf ô -/ſech Docking Meſeg 4/ead;
#Tº Sfºrzing Boxfor Tank | Room Sº O 6 /-ī-Mech ſe/egraph-37eads
$ºv ſ?"Won-Oscſ/afing Brackey/an [& R& š /ro/7er/Mofor 30007C. #5 IIITI º
@ WWYAPecepfac/e H - Lº" § O % MechWeegraph Casing
: - c ."
S. I6. Deck Airfura I- T.Sfarfi N, º:
(3) Sfarfing Box for 70,778/er/ſofor : S.&º %. º & # up
~ | S76 Buſkhead ºrfure Mech Docking 7e/egraph Nº||...}*b, (3) Hº-4000 ſcue
4/eaa's in Casing-Down §| "Wºo- _#E
Tö | Pear Avsh Buzyor, -TVT-TTT-Twº --- - > *
Fºlº -------". # zºº.º.º.º.º.º. tº ſº.º.º.º. i. --> - J-44-23000rc
Cºl W 7 SW//c/? - N *Sºl; : -----
above Swifth : M 2. c + -- E33-400007 CD/7 L
—- W.W. 7. Swſ/c/? 3. +|| Press º: A-35-75.000SC(2)07-NIT {&#3:2 == BR/L 40
[20] | 20 Wºre Connection Box #:# # : Ship's Consumpffon : Dº) 7 v Đs º | o, %. - Ø-i-lighting Pane/Ma/4
: . - =4|| ||47–4%/ſers
q— | Refrigera for A/arm tº- : :*::::::::: ----- -
º: 4 ºup407 tº: /-34 3.3.000SCD7 – (ForConfinvaſion of
@ Gen. A/arm Gong - ſ # %(ºp.307: | >{º%. Mead's See A/a/7 C-
L- £3.5%923.97-#. - er/a/7e/Wo 33 Deck Aorwara.)
|: 1-22-400007C328 Dr. Ef - w Up
-º- Branch Box º : r º :- 1/3:/?,000S.C. (2)0p | z
[0,L] | 07//; º : above Swºfch #| || ! ---|| 7% 3% | | Mech.ſe/eg4/eads Dn
Of/ligh; Bracke? Wype \ crºove LVoo/* : ... " | | 1 £42003&Cup — // § _{* in 3 "AE2c Šfºo?"
- .. : 17-600007& up — | | *-
Note:Fixtyres nºśwfºx'A'are crº- : . . |-n & — f ; % %§Jº — $º
on Aux/ghfing Circuif É : "| S s, 46-50000ZCup A Co E=40007 C
> * > || 12:50000ZCºp-N-3 /23%
E - —H - -—H |ɺ: 124-30000ZCôp — º -
42 4. 40 9x 33 TV-7 L23-40000ZC.JP → 35 s? -
… N F #000/C02
/ - r r !C. UAE -
cl- Ho F ch # 6 \ / / \ / ^ * ~Mech./e/egraph
º, / w - - 4%gs. /7. -
§. Orink% * /- Enginz * º fin 3"Pºpe Słanchion
cº-h- a/7 y Ho-Ho H |Q&R S
- w \ || \ ū
- L-3-500007 Cup & Dr.- w -Voice/.
4-33-75.000S.C.(2)02804 Arun C/ose fo |^2 2.É. ºbe/Wo 2 -
* — L 28-250000S.C.(2)0 Æu/khead L-30-4000/C-D/7.
2 - - - ---- ^ “ff-6/~/.4.3S2207%fng foom
cº- - - A. A - - 20-3°07 foºaffe
L-tº-ex- - J-4°3Spave ſofagºs
Sººn
- → - § §edlight, ºgº Lº ea/yah? %.
— .*.*::::...? A *. º "...","...".", ºr - ". . . . .”. ºnv. ------Tº *—4 * --- ºr tº: **-tº-ºº: ś 2Spares
—GENERAL NOTES- 2°27′ 222, - -". º: #||Yºed/ighf É - ---
A// Wring has been /aſa'ov/w/h ſhe º r::::::::::::::::::::::::::::::: \ locafeſ|{{ghf * º: : r_j ||on # º I-27/25,000SC(2)
/7fenſion offº/r/zingon/org/fºa/7a/s. J; Fed/ghfabouf 2:0" : 270%hoºd[3%h -ºſ : E||aboy/20".
Transverses 37a' %c. : \ above Swifch . º: :: :#| above, , .
fora/Corza, for’s wiſ/wazra/7: l; -- A : :: -j Swifth E.
Whe/7 Wºr/7 %%; º: (3) º : =& º:
are Secured foſjeck Pafºg;A&fng ſo be —É º : º
Pr/ea'arza’7azzea'arza/#e Joºf//zae W7. : M. z o. + º § º
É Shyp's C on 5 vºna fjor, § - . É.
H. : Pov/+-y : Vege fab/es
L-kº :-
ELECTINICAL INSTALLATIONS
13,000-TON D. W. COMBINED PASSENGER AND FREIGHTER
Builders, Bethlehem Shipbuilding Corp.
New York Shipbuilding Corp.
































PLATE LIX
*—X - 4000 T ( /p
4.32-250000 S.C.(2) Jo
L56-75,000 5.0 (a) ,
14/- 23,000 7"C.
157-75,000 S.C. (2) .
L42- 23,000
L40- 9000. 7 C. .
120 - 9000 7"ſ ,
L//- 50000 7.G. r.
Barr % Sw/cºoara. #:#% # -
arrery &/org/~g Aane/ L15-40000 TC. - T-
Work Shop Moſor — 7e/eahoze efc. Sforage 42% N - #§ I#% % . A.4. //e/ O// T-
# * : *% ſº- NIT, ...T.A. s.6 # 4% # " T-
- - or op . c.3 --- - - -
f ſ - ;: %:; %: N Genera 20rºw's 77% ea on to deaz Şae of smºch for £ra/o 4 ſe/ºphoze eſ: Storage 82//ery charging ºne's
Mech. Doc//ng fºg - `- |E ||||III IIII
4 Wres A/7caseo' M - -
//res ea 0/2–~ ſay %2 2 A3- /doo 7c-4 2. -
aA A
Z/g///ng Aaze/ Mo.77— G + G –3 G
1 /8-T9000 7" C.
3farºng Box for -900076. SPT-4.3 -/25000 Sc.(2)
hor/shop Mofor-T 4/2///rºy Aaze/ /yo./5 y—-AER– L /5
D7 3rtº 4 - Pºliſ l Z -
\ / # -3. ; 3%(/o Engine Roorn § Nº Hºeckx.ca/fºne ſeezzº - | S \ /
--olv, --- L35-ºooos.cº.ua - 3. |- - Q
- / A 22.400007C Co- #ººzº 73.524/42/. 'N Boiler” sº 2^ | Q N. - - - -
- #######, on Gaye - spore Oo - Q: \{/p/o/7 SM//c/?
- -- - \/ 38 36 ##; (ſºlº %22@)|| |32|-Hø 30N × 28 26 24 E.4% - - - |8 |6
- - / A /N 4.33% Žow hºsºe ºlº –F77 ºf 52pzzº Federer T - T- - 7. -
/ - Cargo Hatch Co g Hotch Cargo Hatch 3. % . }\ſſype Moº/Aece 2&-fºor ºste ºe Mow”piece > S. / -
º - # 8 # 7 \ # 6 \ J/7 ºf Hºnº-º-º-º: \-u- N §: ºf
- - - 3. &ng/re Weſegro.2 - /o/ceºſº/ºpe //o.3 - | Corgo Hôtch ~
~ `-- _4-4“352a-0% / - / - / - 49-50 00076 U2–4||######". - ºłówº 24, ºr 2. § y # 5 \ : %re: Hotch
- Ligh's fo/e/oca/ea oz. 2-/-30-/4¢, 25pa-Op. - - - 433 3000 Sc(200-£–14: É :-) 1:30 º | / a- - # A \,
Longº where Possible — ` C O 27 f {*}}º: S. - - - -
`s Cargo - L 28-|250,000 scrayup - fº-
O Aſ-Upd 0.7–3. G G *— L-I O
- one or both of these ligh's ſo be so © -
`-- Cargo Loca/ea'asſo % Žº Z/7 A •—e-
- 20/~e-wºod/Tow.
- -
- /-
T-- - Cozzo Cargo - III O Cargo
T-_ Voiceſ/besana Agºs ºn Fºgne ana'Éeſſons 4-ranged 7~7ás orza Baggage
-- T-. T- fo Surf Morºng (oria/fars. A le/ O// Aºye/ 0//
T- Tº safery ºrg/ng Aze/ _-T |
T-- -- -
- - | -
Ll ST OF SYMBOLS — T--- 7e/ephone efc. Sforzze &affery I-VI -
Aºkha. C)&Waſ IEP = $ºly-8-
–r- — More: The Positive and Mega #.
G. Oeck A/x/ //re leads fºe & 250,000 --~~ 7:E
- J. 7. G. Deck A/x/wre - A/e/77 772/75/7///er º, º := } – May/7 - K
- — - tº be /-250 000 C/S Caza ======ºff}<1 "5/ſchboory D D E C
S. 7. G. Bay/k/7ead. A fºre fºg/7e APevo/fo/7 7e/eºſ/22/, //a/cafor Fea'ſ eazzo Be-1000 C. A/ #º
- Tc L & A. * - /* == ..., z=2
Ay. W. T. Porfa b/e - - Wrerrºes 627/04 ſº-2"|26.
Shaff/Pevo/l/f/o/7 772/75/27///e/- Work S :- º º
arºc/7 Box -- -- (or op A/27
Br - /7.2/ca for *
20 Wºre Commecha/7 Box M/7 Sketch Showing Arrangement s WI7
- Type / fused 8-27C/ Jazzczaſz Aox
576 Deck fºre (27 Aur Aſghfry &rcz/jf) on Generator Flat also Cables
5. Arrºp. W 7 Swºfc/?
* - under Flot.
C Z. of Ship- 34
W. T 7 eſephone S.T.G. Fixfºre (Zoca/ea near 80//er Gazºes)
~-
- T-
º º º ſº Hºl. AP = He –4. 43 //, 000 7. C. Ø -
[-. º º -r % - 3 -I
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5 Arrºp W 7 Switch 27a. Feceptac/e
0//ight Bu/#/ead/ 7/pe
--- D Jam/ſary
- – R 3)A º Draſnage F--——
15-13–––––––––– - ------- -------- 2 p Avrºp
=-&------------ FX-F- <y–––––– ======&====# -
FF-1 Shafº Aſſey - Up Aºun under ſ K-Up +old # 5 Hold # 4.
- Aoor A/a/e w- 7-7. Boiler Roon? Boiler Room
46 || 44 - 42 __40 __38 &ll==========#|======4= 30 - 28 26 24 22 20 |8 |6
Hold # 7 Hold # 6 5–––
Hold # 8
Lºº Lo Tº-as Tl a
Tº XIII
H O L D
ELECTRICAL INSTALLATIONS
13,000-TON D. W. COMBINED PASSENGER AND FREIGHTER
Builders, Bethlehem Shipbuilding Corp.
New York Shipbuilding Corp.














PLATE LX
ELECTRICAL INSTALLATIONS, LIST OF PARTS
13,000 TON D. W. COMBINED PASSENGER AND FREIGHTER
For Remainder of Schedule See Plate LII.
For Arrangement Plans See Plates LIII to LX.
LIST OF LAMP BULBS REQUIRED
VVH 2 re Used
/n aſ / A/aces as A-o//ows
On
/ LIST OF PORTABLES
Ceiſing Æoseffe A7xfores of 72a Aroorn, Pv6//c &#hs,
2 n n
plain Silk | 3 cc
| + 2 rin
/r fºrcy
as ––– - - - - - T-sº 3 ºf 2-, - - -
25 A’a. Anogºra AEx7JF& Cº A-, Varz 3aºhs ano.
ºr 'co- 3/k head A7xftyres over Zavafores in Sºo #3 ºooms,
TP-ºvaž --- 23 & - - - - -
(2/SO (7 i. //7 * * * /
In 722 ºf Cando Brockey ºvºv-es ºn ſea Roorn, Soc/a/
Canae/obra Fix fures a Dress; jº, ſºf C/ SU/#cs
Co/orca. Gobe A-73 fures at Pub/c 70ſ/efs; STG 5u/A hood
Eria jne Avevoſt/?/On 72/2 , on Gavae Board
Ll ST OF VOICE TUBES
No. From To | To Skøitch Hº Elbows ºranch Skovo
VT 3riage Whee / A#ouse 5—º 6'
VT2 Whoeſ House Engine Room J—C 200' 6 7. Gonzra | Notes
WT3. Engine Room Fire Room A^* | Fre Áoom Foral p–4–c 75' | 3 || Y_|_2 -
VFA Poºry (Sodºk) ºrance ºrºgeok)|Pantry/3'oeck) || >-c 30. 7- / Where Conductors pass through Wafer.
fighf Buſkheads, #ey shal/ be made Wafer.
fight by Means of Stuffing 7ubes.conduc-
fors passing #rough Decks shal/be Profected
e by Condoff and 7ermina/ 70be, excepf when
LIST OF FU SES (N of on MO In Swi +hboard) Svch Zead's are insfa/ſea behind Sheafhing
or when Yhey are fu//y Arofected from Mech-
anica/ injury. In such cases the Sfuffing
Tube only wi/ be used.
Where Voice Tubing pierces Wafertight
Decks or 5.0/khead's #he Joinf Sha/be made
Wałerfight by Means of Stuffing 7t/bes
Aſſ Wring fo be 4000 7.C. Unſess offier-
wise marked:
Aſſ Fixtures wifh Swifch will b2 Confro//
2d by #hat Swifeh only
Leaded and Armored Cable fobe used
for Permanent Leads throughouf Ship ex
cepf &ranch Zeads in /sf C. Qvarfers Pass.
ages and Pub//c Rooms where Armorea.
Cable wi// be used.
Permanen? /eao's of Armorea or Leaded
and Armored Cab/e wiſſ be given one
Coaf of She//ac affer /risła//affon and then
Painted fo March their Surroundings
Places on Cable where Origina/ Aainy has
been rubbed off wi// firs? &e Aair ſea wiłł,
Approved /ns/afing Compound.
Conductors Sha/be Riga/y Supported
by Sf221 Strap Hangers, or Cabſe Clips
spaced approximateſy /8"apary Conduc-
fors enfering Wafertight App/ſances sha/
have a 72nrnina/ 7ube Where Coraocłors
enter Won-Wafer figh; Apoſiances or
pass frough 82arns or Won-Warerſigh?
&v/khead's a C/earance A/o/e sha// be
dri/ſea and #e edges rovnaea smooth
Armor fo be rernoved from aſ/Cab/e wiſh-
in 15 ft. of Standara compass.
A// Fºxfores and Junction Boxes ſo be
*horoughly Painfed with insv/afing Aain;
A// Distribution Panels Located in /s/ C/
Spaces ſo be conceaſed in Sheafhing be-
hind Pane/ed Door with Flush Yale Lock.
Panz| Sidz R 2 no rºs No |size & Rø marks
Ur)
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ARRGT. OF VOICE TUBES. CALL BELLS AND EMERGENCY LIGHTS
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T--—
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- | | | | &ass fricfor aſſachmen/ ºr - º: o/7
- - ſooerº, va/ve for a recy/27 ina/~ayor 2-77.2/75/77/##er//7 - ge
| º - - Whee/ //ot/se
; : Hălți-º-----> | F------ - Z}/recy/ø/7 |-º/ey *~
- ### º 12772%razor ºf 4 Wres *—º-º
* l - 95 l 30 Y - 105 —i. |0. *—
- -—l tº:----H-----> | | | *----- W * $|\ 7e/egraoh Zeaas fo Ae one confinvous
- --- Chaſa.A/e/4 Wres— | | - -5773,772 Aſoon? wire as ſna/cafea, making one corn-
|- -1– - ºl rº | Welegraoh A/efe ſooo arovaza fºra/75/77; º TET
- -- - *xwº - - -
-E--— - t § # Tº A’oo/77 >| Sl *H-40/recy/ø/7 º
Tº - ...—22 TTTTTT = F- - Q -
--> \ | - § /7a/carfor Sº S's - | || /72/caror / % ofº,ſº Päiew
- - - ~ -
I- -- N --——/74––––- A4 'A'ae | \ *...” I #T3%"Ajae (3rass) %pear Zead's/marºo 77 ansm?fer J
- - 70 soft work H- - F============= t; ! Jºe WI:# tº A 4ead, makingfivo camp/efe sysfe.7s in 2// ſº % //7
- I . . & -------------------------------------------------- --------- * k----- -- 7-gºne Oo/77
| Fº fevo////or coor/yer 2-S ////er Gear (3rºss) Chain Av//ey | Y º:::::::::::::::::::::::::::::::::::::::::::::::::::::: *::::: --- -- --
Cºrrao, ze” or |-y N \\ ‘s - ---- ----0- e--~~~~-----------R--~~~~~~ *---------~~~~~<r-tº-ºrar-ºº-º-º-º-º------ ==<== --- ºr-zºne.-->><i>~~}~ ++-sº
| £º || |(-) is ºw | 4 Wres — | R, N & Wre Av//ey-4 Wres rº- ºciºn" ºf .
for arecron 3% “Aaye–- N / eff- l I l - ! ! ! |
º “”—is #. Sharº /*/22 (CAESJ : : : Wire fºr 7e/ºgraohs : : : :
- --- --- | K-–7+–3 CŞı - l l I ! ! ! ! TE=TET
s Sº - t : | º | E. E. ,-->
| | *—- | S. /* - - tº- (C/PS/ i : | * - #. ------- -- ---------|-- @ © †††† º
- - | | | {}<-H3% "Cº. —##!. ! I ------------------------------------------ ^, 2-N
| | - we won ºff-rº - I ! III. TYPE OF WIRE
- | º iſ , \ -- | I I G @ PU LLEYS
Hill || || | - - | TYPE OF CHAIN PULLEYS
H | | º i –Z /. - vº I l / T- — - Æ772/7e AP
- /72//7e /roo/77
\ - | || - '- 2 Airection ſnaica for l Z7e/egraph
- | - l Z-33 "Spa" WM ~h `- _^* //7 Charf Aſoom Passage - - : 2.
J|To 2 O/rection -- cron H
|- & - ſ -
\ - – 44- - |-| T - 3/3"(/7/27 as/ng/6"Aafe Žaſcaror-T P Chart Whe 2! º &/ºrk on A38 3rage -
`s. - | -r —# ~ 2%"Zocknv/ ****Bridge Dec. Room House **::::::::
|- – [- —l H; ~ –r- r M. *śrºde |
- 72 // - | || 34"w. Ape $ºn //ead/ % *"Ajoe : % "3rass Ape {
73 ºf afor aſ affeza. a ſºrecy/27 70 V2/ ** = Zºe: , (3rass) º º
of Aſea.ºcx+/o/7 Geºg. _A /7a/ca/o/, _/ % % %. - |- *-n M - Lobby Captain's 82d º º - .
-z-z-z- - S-K º: - % wº 5* * 70 0/reciºſon wrºa/carfor /*%"5frao Room 3. 3: Wood Casing ºffea ;
Azzºe Aſoom f/oor SE: W - C/o ſºr% (5/rap 3%"7@e in Piſo.7 /ſoºse 27. 3"k –//-0"from £ Shio– ; }: 3. º ſº
Long Grae SECTION AT FRAME # III, STARBD Bogi D'k. —F- T- T- t 4–342/72 (* 9%2°9′ i Boat Deck
§§§Fjaš"Eft\}{19}oº?!!!ERé SECTION LI'-3" FROM & SHIP SIDE, LOOKING AFT. 3,"n/A2e J & TT * … 2 ––
DIRECTION INDICATORS LOOKING IN BD. STARBD SIDE k————//-7%"fo Z Sho Linen | 8 || 3, S$ ; First ; :-}s"WIAAe
- - -> So .. ! !
- DETAl L OF PIPE LEADS FOR DIRECTION INDICATORS Hospital à || || First officer | Sº : Officzr____: ; Wire for
--~ locker|| 5 || 8 § Sº ! :::::::: ; % ºs.” -
r -- - Nº - ; :==+5.
Bridge Deck [=ET-T Bridge Deck 21 || || 5 || g ; :-Seaſ. -
- at-i- I [ U. [.. [. f ſ ––––– ºl-º-º-º-º-º-º-º-º-º-º: § ETI--------4------....T.
-: Hº- +--------- #0 &
: Yº, *"wiece’ Cv//ſole in Grøers | >
|<---—/3'-0"——1–––. | - %"WIA/o for Ape Zeºs
Cho?” for -- -
7e/e7772/7– Upper Deckº *—----- ------------------ sºe \ Upper Deck IZ. Upper Deck
cº 7 A/// |- s H + tº r IV + +ji TLLILLILLIL +7-i- H. I --> - --------- *Chan A/ +
- a/7 ºv/ſey tº $ \\ . y//re ov/ey-4 Wres.J. - - 6, %chanica. 7e/egraoh Zeads-> - --- 2/7 Av//ey
%"Aoe WI-3- º 4 Wres * \cºver- Wires %"&rass Aoes ºf % Wre for 7e/egraphs º Length by "Chain A//ey-4 wº- e-––––/3-04-----> *%res
N. - -
§§ : QS SECTION AT FRAME # 120 LOOKING AFT
§§ : §
Second Deckº f-t-t-t 4 —s §----- ---- _-Chain for Telegraphs - Nov. Brid US
- rt- - - I- - wº- − == — W J - A/of Æowse Aſoor ow Bridde !. r–
- S-Choſn Av//ey-4 Wres | | .9 º § Chain Av//ey ~ Pºlº, *"WA. Ajoe H Ef * { 42 & : º ****
§§ s 4 Wres º W I * ! ſ C + [. 20;rec:f3? /na/cafor
N o - Jºe” - ! hor
- º:S O Wºre for 7e/earaoh %"3rass Zock Włºś
- ~~Wre jº O graphs rº - * || | Room
Casy /roz A.º: 7% A-Wre for 7e/egraohs Š & § *"Brass (//on- | Aro/77 A/o/, //ows * (/7/o/7
ana Jheave for operafing S) ºff- - 3/en/Dº
2.7%ator fora/recºon §§ § | *"3rass Ajoez’ 24'x4' 7ee /240” º/T£ºf for 33"Ape Navigating Bridae
\ºa/cafor + š CŞ. Ángine Aſoom |s from £ Sho *"W/Aſſe -
+- £ngine Aſoom /ma/cafor § §. S-) w /na/ca for `- *— * Captain's -
*C. ſº & s: - U.S. Lobby S.
Hºl - ~}} . DETAIL OF PIPE LEAD THRO 70 Boar. Aleck Both §
# TF- -HER: PILOT HOUSE FLOOR –3 tº J
H | 472/7e Aſoon, A.Žoor/º. -2.6 - = H -
- Ézzº Aºn Ajaoz/?_ DETAIL OF PIPE LEAD ALONG §,
- - : º *"WIAAEe STIFFENER TO BOAT DECK Third § Hospital
- un -
Off CŞ
!Cor : P-casing weak -
I - - | | —1– –– | Bridge Deck
SECTION AT FRAME #7O LOOKING FORWARD 70 75 80 85 SO
§
;
SECTION AT FRAN1E # 12 LookING AFT
ARRANGEMENT OF ENGINE ROOM TELEGRAPHS,
DIRECTION INDICATORS AND REVOLUTION COUNTER
9,000-TON D. W. FREIGHTER
























































PLATE LXI
ASH HOIST
-
--- --~
--- :S :
3 ºver, § s'
º
(3% Aead's ſº :
gay of Aaroe / :
Detail of Fastening º r–Y
for Handle
i •
s
--- - Sheave :
=} =- |Sheave Suppor’s sº
T-T- -:-----| - .5oaf .0eck : T-T-r \ e §
§ *and host Support jº...THº-T-1 || ri-- >+H:ET ---------- - –62. ----> º
ow ºs 3. Da º | \ º 'Brackey T % :
* N-- -hosting Whee/ Wre ºpe ' ' , Aafe *43WG, • /73fae :
Y|| || || * | *
#! Zºrz;" , - Žº :
\ #3| º, 4. ºw. A/7/ :
ſ \| fjägne * : Q. 3%. ,
- - i Tkáºod Wofeº/*eſs ºffes $22
=== | ** –- - --- –H about 3"/º/ch
T-- \ – | E-I ASH BUCKET
\ } | | | | ºbſe (Stee)
\ | | for??a Wrefore * -----&ga --------
Ash 5uckey #22------º º
l | | S/7 tºuckef----|-> *ary -
—-- — ---4"AD -
SHEAVE
SHEAVE SUPPORT - (Cast/-on)
(Steel) -
-X-X
s º -y -
NS , ... [1... º. s - cannia------T n
tº H_- -------3°6'9" .
–Y ! º ______---------- X- - * Y--
--- -*.
*
——Y wº- ,” . . . . ...
º/fºr * ... -- 2::/"0a -
#5offs p:/and/ost ºpport
º º > - - - A -
-à- A -#- H -
-X- --- #"Or//? - '?
* # 4/// for
§ * @ Cº. -
+–—ERI- ---- * ----#60% ſo be woºed Wthrope to
! is prevent hosts/ºping off shacke
- º
§ ~ s \ 24/2. Whee/4
- -* ee/ for
gºa foeſ. f. sº ſ #22 Mama ºpe
Bož/, Aaſas | - |
: !
| -Y
3–– k
ºs º- *º- §
y_º ºf -> - ~
A A Section A-A ---
SHEAVE BRACKET HAND HOIST
(sreeſ)















681
§
s
:
.
–34.2%, ’’-
|
PLAN
BILL OF MATERIAL
PC.
No. Am’t. Name Material
- 1 1 7%" H. P. motor, 850 r. p. m. . . . . . . . . . . . .
Br Deck 2 1 16”–10" Engine lathe. . . . . . . . . . . . . . . . . . . .
- - 1 Set 12 lathe tools. . . . . . . . . . . . . . . . . . . . . . . .
ºf of Mººr, S/ºrff 3 1 Drill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
- 4 1 No. 2 double grinder. . . . . . . . . . . . . . . . . . . . .
- - 3 Emery wheels 8" x 1" x 4" . . . . . . . . . . . . . .
5 1 Pulley 24” dia. x 7” f., 1%" bore. . . . . . . . .
6 1 Pulley 18" dia. x 6" f., 1%" bore. . . . . . . . .
7 1 Pºlley 10” dia. x 6" f., 1%" bore. . . . . . . . .
8 2 Pulley 7" dia. x 4" f., 1%" bore. . . . . . . . .
9 18 ft. Double 6" x 18 ft., belt. . . . . . . . . . . . . . . Leather
10 45 ft. Single 2"x45 ft., belt. . . . . . . . . . . . . . . . Leather
£ of Av//ey on Arj// 11 60 ft. Single 3"x60 ft., belt. . . . . . . . . . . . . . . Leather
- 12 16 ft. 1%." Dia. shafting . . . . . . . . . . . . . . . . . C.R.S.
13 3 Safety collars for 1%" dia. shaft. . . . . . C.I.
14 4 Bracket bearings . . . . . . . . . . . . . . . . . . . . C.I.
EL EVATION
LOOKING OUT BOARD
9,600.TON D. W. FREIGHTER *
º




É
ARRANGEMENT OF
ENGINEER’S STORE ROOM
ſ
H
-
`--
E-
§--/64––s
+=
_-T -
–F=-“*: -
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--->|</24–27%" | - || ___H-T s .
( *::: |.--Tº-H s
Nºy _|_-T T--|--||
|->< - A. -
- !-5/75/asſened fo Waz Mesh &/4%eazzº f
|
-
.S.
PLAN OF ENGINEERs STORE Room 3.
§
Go!
§l
wº-2nd Deck
W
11 -
#2:
# , , 2.
ºf H-
l
|
| to Aaſa/e/ Vºse Orderez
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.
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SECTIONAL ELEVATION-LookING oUTBOARD
|
Æ),
/75
SECTION AT FR. #78-PORT SIDE-LOOKING FORWARD
SECTION AT FR. #76-PORT SIDE-LOOKING ART.
9,000.TON D. W. FREIGHTER







683
DETAILS OF REFRIGERATOR ROOM
ſº
- - - - - - - - - =, 3.92%are
|HZiz-z-z-ZE, Žsh I -, –––––––– ===
|Z ſ|| # 028 Fºsh Pane/ H. -
ºpt- | S. - - - - H 1–4
/ - _ 3.0/A2/.335 07 Spſ:/Cº. - - -
| |/ *~~ 24%; : ##### || | TH- |
|A |z|2 / / /ſ | º 2"Cork Boara. |H----H-I-H
| iſ/{}^2 / 2 | jT------- |--|--|--|--||
| º ºšill #"cypress Lola Horizontal. |TT __l
| | sł ^ Z 2 24 | 2Layers of Paper |-- s –––.
s | X/ Z - Z / | - - - - - - |-|--|}} ––
§ º, º _^26 Ga/, /ron. |_|_ _l #. |
| |Mººſ' º - |-Tº-T
| | # }^ A * ºšik- -Aaſſ Round Mouſang ||_ !--- | {_l
º: - #. 3 "Cypress or Spruce H-Hº-H+
a ź. --- --- prud | l—— — -
jº #. * A | : #; Verſc/e TT | - HH- | T
| | 1///// : * - - - HH-H
|V’ :- 54 7 Ø - º Door Approx 6 "Thick –––H ––––H
/ sº
iſ ºr 2^_^2 // Lill--l
| | ||{º}} |-H++--|
His: ------ -:424 - Rubber Gasket = ==== '-1
| --- - - - - - - - - ----------- -y -- - -
| -
y ºnes: of Refor: Wa/.
------ –34"–––––––––>
FRONT VIEW SECTION AND INSTALLATION BACK VIEW
DETAI L OF REFRIGERATOR DOORS
- 2%"22
9 Ape Cap Gór – ſº-
Th p6 Cap Gaº/Y ~~ M
% - ---a | ºr
for Hana/ng Al- S/# Pºpe Coil --#ſºft # Hoſes
* -- | ~~~ ;"Between Ce/7fers
So
|
-- |
Sk/nsu/affon | |
SECTION AT THERMOMETER CASE |
Qo
Š
S.
's 3 Sta. W/ Pipe Ga/,
-H2
Alpe Cap with
%Hand/es (Brass)
/
R
coi|
~
--
-
-
-
--
-
-
/0
º
•-
--
-
-
-
-
-
->
Screw
/# Pp: Top - 24 pa- Lead Z/7”g correa.
Jnaer Forge
-----63"oo----- frå Triumph Chain
TRAP #24 &rass Mach Screw
(#### |RON) DETAIL OF THERNMONMETER CASE
Gazneral Notas
Floor Grafings to be Yellow Pine or Spruce in Sections convenient ſo Hand/e -
2. ºe ºra Heavy mºnea ror. Fosteners to be operated from both 5225 of ºr ſhººtºgº.ſ.º.º.º. -
ſº of boors to be/inea with"A&Ga/, /rom worſed arouſ” eage *!" Half Found Mov/a/~g Outstae of Doors to be 50/ia3a*we/6/ead/arm/shadſ:
Exposed sºaes of £efrigera/or ſo be painted fro Coa's best ſead & 0i/Paint (o/or as approved.
77 ºn each compartment to be sººea. - --
; º: ov/s/ae %. work folbe #%. Spruce or cypress. Exposed outside to be 3"No /32 Grade re/ſow Pºne.
Aſ inside 5heathing foºe worked/ike ſooring Poughed ana Tonguea.
A/Frame worf fo be of Spruce *...". /b th a' S Peef-
othing Paper to be of Waterproof Type. Abou 5 perfowsand Square heer.
% ; -- % 3. robe of pure cork, 5he/res tº be of hard Wood ſoo'shelf to be //ned w/º. 4 – 5heet /eara.
Theºreierara ºffings for same to * supp/ſea.
9,000 TON D. W. FREIGHTER
See Opposite Page














684
ARRANGEMENT OF REFRIGERATOR ROOM
, , ceams from £ng/re
- --- 2%4 "Bo/rea to Bear”
- z /7 26eling/ns/Zon -
^***** * Zºº.2%zºne-y
------—— — — — *___* z Briage Ok
------—–4 – —
&S |
Nº §º t
º s |
- §S
& | §§
sº i ! || || Rºb T & N.--------- |
º | N
- §§ M |- *- \ | \ I
4. --- s ‘S |
§ºr 522ce N. S. S | - $$$. |
º 7 * § 2 & /nsulation starfs/" & S Ś
ºf: LL/77.5er {{ { s | |M/75/ s - º/ k § S. S. S
& 2"Cork board' § Šiš **o £eow Bear” where 270°ve Hooks, § & S S |
ășºyers Paper SSS ^. Éeºs ººzºº. 24.5/22/2 ºccas' §§ s
§% !/ t sº 's | Ceiling ºf Line 9. s §§§ *
ºf r-y * . . . tº as ºf
|L 3–––––––––––––––– § Refrigerator Anea Saes and o
U] [UTI – ... deling with ºf 62/row with .
Sº Over/app/ng Joints Zoos fabe 3--tº Aurºra
- w) weſ/noiſed with ſinned' 3. º w/770er
[ I T- AT/or Head Ayaw/5 gº-º-eyers ºozer
w y
|- HLIH I 22* board/
-- z
! 62/, /ron over Laps Leaa 2 -
T t ! ,646.1eaa on A/oor/or”ed up 6
- ru U- : ſon saes Joints to be So/aered W.7
H----
-----
- |
2:#:
-º-º-;
Á§ ! / | y Upper 04.
§§ s ~ ++
§ g S $. Oran Abºrg \ || | | }}
S. §§ 5 § J |
§§§s \ $$
- S.S - -.
ºS SECTION A-A §§ §§§
$ g º SS
§§§§s
sº -> = ~ SESSS:
- t-oo ou -
Frame Spacing Refrigerator Macºneryńoom $8. S. w ~ cu
† ---23"------2-34--> & Šiš , S
~. lo e rº- § { .. 5 \ s Note:-
§ Vo S *Q § §§ § 23, S S- Twist in Bar occurs wraer Beam
> Ś SS$$ > in Upper Part of insulation ... .
ºu r-t-A - º j | ºu .2%les for jºire's
A t-N - - 2’ to Fasſen Hanger to Bear”
+ – i |- | ~ *- M ſ y Fasſen Hang a
LI l I -I-I- T * K- ~~
º ! --- - - …”
-- 9. -
- f M - - -
| - H. /4 Weſaea coil RN Cº.
F T- | 1. | \ . . ."
––––––543*-i- ––––– †-2-34s. | 3 ; #e, 32: .
, , , s ana ºut --
I----------------- 948+--------------- |---Fºs---iff- Q Q
F-glumber | S $ y ||||— ---
H=-2 Layers Paper S § Å H |
H-2"Cork board/ $ S. s -
| 5 § Sº - - - -
-' s 3 s 's º --
* º § $ S. \O -- 3 ->
-- -- $ i.
rt Q & S㺠|| || | DETAIL OF HOOK RAIL HANGERS
S ~.
s . S S º
Š t- s & SS 2-4 for Iſermometer º
, º § is § 1 - 26: 50"abore Sree/0k. § &
| -- Hſ 2 º -
o Go 'S S. S S y HY s $&
wo (7) - Q º JM "v_** Š o o
| Be//77 ap Drain S S t- *s 3 Lumber § § S tº S
| -- -- - -
~ſ l & § $ -– 24–34. >24 avers Paper § Enginz º s §§
-— 30 — — — | S §§ 1-2"Cork boara, S Hatch & S SS
| | SSS l -- "AirSpace > > \, \lºse
| s ~. - : ch 21. / A \
'N # , , |- | ſlu. A \, !-
N. l RT-FM rº-ºr-º-º: w
, - tº I - s^i ºf for Thºrmorrºre- - 7-
H-Hºº-li- abf 540"obore Stee/0k. - e?
º-- H TA"Weagaſcº NTETAT
S >J C -ºr I I + zº->
o - - -
Vº LYo Hooks on his Aai/ –––––––– a toº------- –– P1A t----- -º-A
§ *Beºween these Poºfs" - |-- 6 :O +- | + ---- aid ſ ź \,.
§ - - —H- I §§§ Lumber
$ | | | §324ayers Paper
m } a ! | º ; >2Cork.board'
º- - , - x * - - ºr , , ;" "W
* +H––––2*73–3+— – 247?–––––– 2 º'----- ––2-731––––––2-73--|->|<º-2-73'-º'-
K-8"><H--------------— — — — — — — — — — — /5/6;~ - - - - - - - - - - J------------|-- --8">
-- N Su | | *
º - tº wo d | \
: *- rt E - º- — st
- =zré Lumber T-------- #Lags Holding Rails to Ceiling------ S §
S -2 layers Paper 4 Lags fo each Rai/ • ro Vº
~ -2"cork Boara. -o | §
§ -6"Air Space ºu §
o , Fat Bar Hangers | Y r $
º, 2//ook Afarſs Alon each Rail l M >
Tº -- | - - - E. - ſ w SS
y H ‘(Z) Beſ/ ſºap Oran s
- \ | * L’
TI - I
* * ---, El A We/aea Coºl H -
S - - * * | | * T
*F |Asſº- º on
S. — ºx:33 Y y
> | —-A SNANs. §
§ & S
§ 3 &
, , PLA N §§§
STBD SIDE ONLY sº SS
^*ool ru
9,000 TON D. W. FREIGHTER
See Opposite Page






























































685
ARRANGEMENT OF REFRIGERATOR PLANT
|--|------ ~ 5-SS
ºv z
| § % Scuttle N
<---3-o'----- Š But ºl -
| sº \ ſ T- E260, y^3rage 42%
s 38'ASV E255 g|}-9 N º/I-8 E259 UT; - -
§ go S--it £57-y270: º, f259-2solºss 355T
|/2"ASWJ353, r $14%auge Z77&T 6, * Bºiº - - Fº |
ſy,” V - - - rt- - - - - - -
W E 260 º /*"Ax/h. Sº J357, A ------------ - - H] —
8 | *Sºlº Hº, - ††, , §
mº- ~ ºv ſº-T-I-1) →J359 |E26 !— |- # &
Y |ſ E ) =4<!-E262 º;” *::: i-I. ſt *~
\ E - - ty
º/º3.iºiº. Fº li-1 #E; ;) ;
=# Y -NJ- ºf 258 ::::: - 9/7 3. O sº 7% Axh J36, §§
27. /"sºon ºne ºft T-727 E263 Tº-º: 353 S. to
__|***TR I gºść". "Til 52°40′ § #; E267 |,422, E265° ſ” S$
65 66 5267/. 69;i`-- : E2 /"Wafer /7/e? || || Wafer 00///e? §§
4; o/7 Va/ /"A5 WJ354 * 'Z Osc //ne § 3% "Ape E266 s.S
Apansion Valve /"6.5/£254. |}. Wafer /7/ef §§
-----~3.4/* **śVE267||*4 - E255 S S
- - S.S.
fºL T H ºb'4'6SVE268 Amm A^eceiver º §§
|-|--th––– HHH "Ez75 –E256 §§
- | - H_ - ºf 269 Tl Amm. Comoressor
Lºe-T-AP #Eſſ-ST compresso –
7 vº 7
A/ % ºf Weaea ºil |SA L7 |- -
| lº Aong *:: ºf ¢ >< 2434 - = = &oper Dž.
----- -------------- - 70 69 68 67 66
B !, I I j T
S SECTION “BB”
| | St ELEVATION PORT Sld E LOOKING IN BOARD
s Vegetable Room Š N
co -- s -
o 40° * || |Š
c—H L-
| %–4
| |
| | KHS
§ F-7/2"conf weaea of
| Wu 5:0°4ong Zah 5” &
| **'Socºon Zºne.-->
~ll y | ~~
TTY ( -
-S L I - º #F
tS. ºf p” /4"Coaz weaea com/27 E”
§ /049” Zong 72/ 5%;
S K---------- 640–-— — — — — —-><---- 243'--H2.
§§ § ||4’
t | HH Fºsiń ||
§ Meat Room s §§
$| || s 20° § 3. Sº
R *S N, $ $
KH-5,---------------------- -'54/0%"--------------—————— — — — — §§'-H+->
Śll--J | Sº
S # I | Sü,
§ {#H# 3–4– HI.
*- |-| "lº
{#H#- 24//+->K—— — — — — — 540”— — — — — — — — +------- *-i- 2%-1}- G
Ui H - y/4-cont We/aea/Co// **** 72/ 5”g & H) || § in-
Y- S.H. ſº º
Tºsh -
—-A PLAN
MATERIAL FOR ONE 9,000.TON D. W. FREIGHTER
Pc. No. PC. No.
No. PCs. Name Mat’l Remarks No. Pes. Name Mat’l Remarks
J353 1 1%” Angle stop valve, sc’r’d.. Brass. Exh. fr. refr. eng. E260 3 3%" St’d ell, scºr’d. . . . . . . . . . . C.I. Cool. wat. disch.
1354 1 1” Angle stop valve, ex. h’vy, Brass. St. to refr. eng. -.. to amm. comp.
sc’r’d. E261 1 %" Union . . . . . . . . . . . . . . . . . M.I. Cool. wat. disch.
J355 1 1%" St’d ell, sc’r’d. . . . . . . . . . C.I. Exh. fr. refr. eng. - fr. amm. comp.
J356 1 1" St’d ell, ex. h’vy, sc’r’d. . C.I. St. to refr. eng. E262 1 %" Union . . . . . . . . . . . . . . . . . M.I. Cool. wat. disch.
J357 1 1%." Union . . . . . . . . . . . . . . . . M.I. Exh. fr. refr. eng. - to ann. cond.
358 1 1" Union, ex. hw'y. . . . . . . . . . . M.I. St. to refr. eng. E263. 1 ft. 1 %" St’d pipe . . . . . . . . . . . . W.I. Cool. wat. disch.
359 1 1%." Double boss flange. . . . . . C.I. Exh. fr. refr. eng. - fr. amm. cond.
360 1 1" Double boss flange. . . . . . . C.I. St. to refr. eng. E264 6 ft. 1" St’d pipe . . . . . . . . . . . . . . W.I. Cool. wat. disch.
J361 11 ft. 1%" St’d pipe. . . . . . . . . . . . W.I. Exh. fr. refr. eng. to & fr. amm.
362 11 ft. 1" St.’d pipe, ex. h’vy. . . . . . W.I. St. to refr. eng. . cond.
254 1 1" Globe stop valve, scºr’d... Brass. Cool. water disch. E265 11 ft. W." St’d pipe . . . . . . . . . . . . . W.I. Cool. wat. disch.
to amm. cond. - fr. amm. comp.
E267 1 %" Globe stop valve, scºr’d.. Brass. Amm. cond. cool. E266 12 ft. 3%" St’d pipe . . . . . . . . . . . . . W.I. Cool. wat. disch.
water drain. to amm. comp.
E255 1 3%" Angle stop valve, sc’r'd.. Brass. Cool. water disch.
to amm. comp.
E268 1 %" Globe stop valve, sc’r’d.. Brass. Amm. cond. cool. 1 1 4"x4"x5"x5" Vert. sing. act. ammu. comp.
water air valve. 2 1 5"x24" Oil separator.
E256 2 1" St’d ell, sc’r’d. . . . . . . . . . . . C.I. Cool. wat. disch. 3 1 1%"x2" D. P. amm. cond., 6 P. H., 9 ft. long.
to & fr. amm. 4 1 6" x 4' 0" Vert...amm. receiver.
cond. 5 1 18" diam. x 4' 0" Scuttle butt, coil & insulation.
E257 1 1"xy."x 4" Tee, sc’r’d. . . . . . . C.I. Cool. wat. disch. 6 1 Gauge board with 5” H. P. and 5” L. P. amm.
fr. amm. cond. gauges.
E258 1 1" x 38"x1” Tee, sc’r’d. . . . . . . C.I. Cool. wat. disch. 7 6 1%." Cont. welded evap. coils for cold storage
to amm. cond. rooms.
E269 1 1" x 1" x 94." Tee, sc’r’d. . . . . . . . C.I. Amm. cond. cool. 8 Liquid connect. from amm. receiver to coils and
water drain. scuttle butt.
E270 1 1"x1”x 94.” Tee, sc’r’d. . . . . . . C.I. Amm. cond. cool. . 9 Suction connect. from coils and scuttle butt to
water air disch. amm. comp.
E259 3 3/4” St’d ell, sc’r’d. . . . . . . . . . C.I. Cool. wat. disch. 10 Discharge connect. from amm. comp. to oil sep.
fr. amm. comp. and cond.
9,000.TON D. W. FREIGHTER
See Opposite Page













686
Aleck
- 22-r-r— Aºzze Zezf
T- 2 .
J
sº Fº Å /*"Ax/,
#|| $º |
Ş §§ | //
§ J, Šiš | 2
§§ $$ ſº : 265
ty §º ſºv
s|| $s |\| §|3|4
& h §'s y S Q
§ | § |S|| || $
WN | tle || #| |&
Wºw' Scuffle § -
70a of Co/7 W] × Bułł § ---
Sforage/foom//ºr. |
(T. y
DETAll OF COIL SUPPORTS
T-
SECTION “AA”
AT FR3%d Looking FoRD.
COIL SUPPORTS 23riage A%.
Support No Read Dimºn bimºsion F- I T I T | | | |
A 2 242/2” 349”
Æ / 21.3% " 349”
C / 244.3%" 319"
O / 24/3%." 21 6"
Aſ / 246” 24//”
A / 24.6%" 2://º
G / 24.8% " 2://*
H 3. 24.9%." 24//”
J / 24.2% " 3.5"
A. / 2:078.* 315”
Aft/oper/2%
• E. E. E. E. F. E. E. E.
SECTION “CC”
ELEVATION ST'B'D. SIDE LOOKING IN BOARD
9,000.TON D. W. FREIGHTER
See Opposite Page





















3.
ARRANGEMENT AND DETAILS OF BOAT STOWAGE
ºf of Shio
- -
N
4
6
-
/
ZZ
1—— — I
N . .
/ \
L.
-
\
|
N
s
-
fº" Reinforcing P. Under Bearing
fo fake Boſ's Thru Bearing as Shown
\ |Boſts Spacea fo Swſ: Deck Carſing
and Parking
Wood Liner ſo be fifted under casting
to Height of Park Sheer A/owing
WC/eara/7ce
fairleader lashed
T-
–
N
i; -
| \
k---70 *——
|Cleaf Lashed #
fo Day/fs
-
Bearing
s
-
|s
-
º: Carſºn
as meccessary/
n way of
º Bearing
E LEVAT IO
Upper Deck-
8"Doub/e Wood' 3/ock Bross
Fo//er Bushed' with Bechef &
- / Swiveſ Shack/e ºf "Spread/Å"Da Pºn
! (gºº of Prſ to Base of Joy -
2-3°C}rc. Manila Rope
HP-8 "Jowºſe Wood' 8/ocks with Swye/
Eye 2; " Hoſe /"Jo Wre
- Upper Bridge Deck
----- Chocks YP
chock fiftings Chocks Bo/fed fo deck
|p3% .
- --~ -
Pºrsº-ºººº-
N OF BOAT STOWAGE
LOOKING AFT. A.T FR.4 |
See Opposite Page
"p. Hº-2"Her” (2"Orff
Manila ſashing—-
º
Y:
––––3–
ºu
DETAIL OF BOAT GRIPE
MED. STEEL GALV.
---3
|-
2-
































688
DETAILS OF BOAT STOWAGE
------4----->
*Soreaz.
**s preader
>| % ~. hack/e
Brass A2éS's 7hméſe
Bos/ng %"Oz Wre/ºpe Span.
F---72.5/#Work
- EZ-S
\{ye &off Rºž»,
!'s \
ELEVATION OF BEARING
(Looking Forward)
tºº. OF 6UVS 8: SPANs
jáš, ;& -
- - * -- -
|--
- |
Zochºng /ī/.g. /
| l -
| <
- |
§ | |
N - % ---
S. 1// %
S ---
+"A?reſea’A/7
Aye &o/3
§
- - - S \, , Øsher w
&T sº y 3 - t º -
* I º WSZZ
->/#" dº X tº -º | —aye 80/?" w - -
# *::/2 ºf Morf---- *~\,\! | |
%/e?"; "So/*A*7. -— - - --
o/erºr,”A'oz//º3// BOAT CHOCK,Y.P -
w APenforcing A/
V7aer
DETAIL OF CHOCK FITTINGS. \__*’ -
MED. STEELGALV. DETAIL OF BEARING FOR 64"DAVIT
(At Upper Bridge Deckº)
--~~~
º ſº-
Y—
TT ~ f
T. *
Avof 2/3c {*0 S.
WJºa/, ſ: †† # 's
-- y_ !
% Z%TS
CJ 6.7/. ºf Ig. Ig|T
\º-º-o-º:
4-/"O2 &o/*s
1 tº
S /3
—w- º t ºft
§ Y
\c
WT * ...
T--6-0"/ſoona 722er----------33’---— gº 's-–––340°37-zzº. 722e2–––––––––––.
N ------—————— — — — — — — — — — — — — — —/*0%----------—— ––––––––––––––
*- DETAIL OF BOAT DAVIT.
(Approx. Weight I749+)
OETAIL OF SOCKET
(On Bridge Dk.)
See Opposite Page






















689
ARRANGEMENT OF GYRO-STABILIZER
J. T. r: A \
T | J. T-I-T- º
| STABILIZER
ITNVTV THE FPJ-T-
º
hº - BOILER ROOM
*- FORE
TTTTTET | Ll
* A
9 O
VIEYY LOOKING AFT
FROM “A-A"
9. STABILIZER &
-—YY| DTH
- Ol L TANK Ol L TANK,
shAFI ſºlſ: # FishAFT
TUNNELL §HTunnel-
@ O
ENG ROOM
STABILIZER
AFT
NTEY LOOKING FORWARD
FROM-A.A.
ARRANGEMENT OF STABILIZER. RECIPROCATING ENGINE INSTALLATION
600




—
STANDARD FITTINGS
2°º
-
º * ~~~
_6# -- #" A. % š
7-
—TZ \ - ZN :
(D) i DIA. D
s j) /|| Y !
> NZ -
> M ºl
--->|< J X-3------;x ---->
Aength of Sock/77.
Jhorſer/eng//5 aszcz/ea'
K--K
23ronze A/7//verea'over
L.
Ylº- —Y-
* — j G
s: ===R.
* >ek %
w
'Composton Že 6a/anizea'ºzcºee/AA
TOGGLE PIN
DIA. | ATE TCTDTETFTG
//o/es for £72/ºw
PAD *///acea'roso/fcom/?az
DEVILS CLAW
T-
20:///& CŞk for #24 (34 -
( /*ach or Wood'.5crew 7a.
----33%;a ----
J7°ry. *
---&#22-- Sºo
- --------Hſ-X sº,
%///o/, k---3:#% --->
--" ºf 4°.
or Arass //7/3/, aſſover
DETAIL OF GLAND
,-- 3. gº.
Z-S ºa or ///pe -/630//
gººd Tºa
S.HH 24%.
Slºw - - aw ––– 24 to... -->
§-H=#,... . Sºº LE}/4%s dºw K---232.2
~ 21% As a ſea. §§§ fj/ ?/w//e of/a/e/7 Czo
Jº — ſº ||*/w/22e - Sºlº |
SY TV WS7, º, "Is NºsJ ºf gº 2–
§ *" sN. Y-Yº. Nºë sy. -- -
Y-- Yºlo XTE YET) Nºko /*~.
-X - º , 34.7%e Cze
K/3% > ->/#2 K- Z
-------- ,-3.5%rzy”/ºpe Zaºzer/x/
- === ATA
ſº Jo 30/f//75/ae
affa of /*p/pe--"TSA * t
- A/2 +3.8%, //a////o/7 No
*— - /*, *. - É I
YIN -- ºžº'east--|-- Å # ! s
XTi-fi/ throppe N Jº -- Hº: , Š -
S- - ! {/#2+ k, - ==== Y. S.
& || 4:1 A" ſº - S
SIN Sº/ | A/? - s\ s
2– –2-3% ++%
2^ \ i 27 i. Aw Å R
- §§
- º l I
% ... & 34% -* {-1”.... -- -Y— - - - -
- %/ø//w/ #"W//ºpe &&zz///x/*ar/x/
PIPE END SOCKETS STANDARD 2W2" DECK STUFFING Box
















691
Shipbuilding Cyclopedia Service
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-----------------------------------------------------------------------"
ing Cyclopedia Service has been
called on to supply the name
and address of the manufacturer
of some piece of equipment on
which repair parts were re-
quired—to a d v is e the best
sources from which certain types
of equipment or materials can be
secured.
The Catalog Section now
makes unnecessary a large part
of these inquiries. But should
any detailed information desired
not be found, a request ad-
dressed to the Shipbuilding
Cyclopedia will bring prompt
response.
Our lists of yards equipped
to handle repair and alteration
work are most complete. We
are therefore in a position to aid
the ship operator in locating
such yards, should this informa-
tion be required.
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The practical experience of
H H the Shipbuilding Cyclopedia
= To the = - - -
| Manuf # Staff—their intimate knowledge
Manufacturer H of the equipment, materials and
m supplies used both On ships and
in shipyards—is at the service of
manufacturers. Coupled with this are large resources
in data enabling the staff to view the entire field in its
broadest aspect. -
Analyses of the possible market in these industries
for any product are readily compiled. Advice as to the
adaptability and use of any specific product—concrete
suggestions as to the best methods of selling to the field
—these suggest the type of service which the Shipbuild-
ing Cyclopedia is prepared to render.
Manufacturers are invited to make full use of these
resources.
------------------------------------------ --------- it-in-it-i-
For many years the Simmons-
* #
| The House i Boardman Publishing Company
i of H has been giving just such serv-
Transportation ice to the Railway Industry;
imm. Five technical magazines and
several books similar to the
Shipbuilding Cyclopedia are published for this field.
With the addition of the Shipbuilding Cyclopedia
Simmons-Boardman becomes still more truly “The
House of Transportation.”
LIST OF OFFICES
Chicago–Transportation Building
Cincinnati-First National Bank Building
Cleveland—Citizens Building
Washington—Home Life Building
London, England—34, Victoria St., Westminster, S. W. I.
SIMMONS-BOARDMAN PUBLISHING COMPANY
WOOLWORTH BUILDING, NEW YORK

602
THE CATALOG SECTION
One of the greatest needs of the Shipbuilding In-
dustry has been a Composite Catalog, giving reliable
and detailed information about the various materials,
machinery and equipment required by the shipyard and
for the ship. The Composite Catalog Section of the
SHIPBUILDING CYCLOPEDIA fills this want for the first
time, with over 400 pages covering the products of repre-
Sentative manufacturers. -
Every effort has been made to induce manufacturers
to present those details which are necessary for selecting
proper equipment and for planning its installation. By
binding in a single volume the essential engineering facts
regarding specific types of ship and shipyard equip-
ment, the SHIPBUILDING CYCLOPEDIA becomes invalu-
able as a ready-reference book. It eliminates, to a
large extent, the necessity in the shipyard and office for
the elaborate and systematic collection of data—-for
searching through large files of catalogs, blueprints, etc.
—for correspondence regarding many details which
must be ascertained regarding desired equipment.
Moreover, the Composite Catalog Section is greatly
enhanced in value by its co-ordination with the practical
data in the preceding sections. Page references, given
after the definition of each product, to practical plan-
ning data on ships and yards and to the Catalog
Section, provide a quick means of securing com-
plete information on the details and installation of the
desired equipment. Three additional indices—the Di-
rectory of Products, the Trade Name Index and the
Alphabetical Index of Manufacturers—follow the Cata-
log Section and make the fund of information which it
contains easily accessible. For still further convenience,
similar products are, as far as possible, grouped together
throughout.
With full confidence in its practical value, this
Composite Catalog Section is presented to the Shipbuild-
ing Industry.
693
Drawing Room Equipment and Supplies
–
# The Electro-Sun Company is
Complete prepared to furnish all the
Drawing Room i equipment required to com-
Equipment pletely outfit an up-to-date
... I drawing room. The materials
which this company furnishes
are all of the most improved design and highest quality
and include all the special instruments desirable for
ship construction drafting work. A large range of
types and sizes of equipment permits exact meeting of
any requirement, and large stocks, particularly of draw-
ing instruments and supplies, assure prompt service and
quick deliveries. Complete catalog of drawing ma-
terials, and drawing room equipment and supplies fur-
nished on request.
Sectional Filing Cabinet
Filing Cases of all types and
sizes can be furnished, arranged
for convenient filing and ready
reference to drawings, blue
prints, tracings, maps, photo-
graphs, specifications, etc. These
filing cases are built of first class materials and are of
high grade workmanship, and occupy a minimum space.
The type shown above is made up of interchangeable
sections conveniently permitting expansion as more cab-
inet space is required. These cabinets can also be fur-
nished of special arrangement, construction, trimmings
or fittings to order.
Filing
Cases
------------------------------------------------------------------------
Combination Drawing Table
-------------------------------------------------------------------------
Drawing Tables of all types
and sizes are furnished with the
most improved and modern ad-
justments for comfort, conven-
ience and efficiency. The draw-
ing table illustrated above is
particularly adapted for ship drafting due to its sturdy
construction, large adjustable drawing board and spa-
Drawing
Tables
tº
cious drawers. This table can be furnished with or
without the parallel straight-edge. Iron Stand Draw"
ing Tables, Folding Drawing Tables, Adjustable
Drawing Tables, Revolving Top Drawing Tables, At-
tachable and Separate Drawing Boards, and various
combinations can also be furnished in many sizes an
to suit all purposes. Horses for Drawing Boards,
Draftsman's Stools, and other drawing table equip-
ment and accessories can also be supplied.
Drawing Instruments
The Drawing Instruments
furnished by the Electro-Sun
Company comprise a most com"
plete variety of all types that
may be of assistance in standard
work and also for special work
connected with ship design. All of these instruments
are of guaranteed quality and accuracy and are the
best that can be obtained.
Drawing Instrument Sets as shown above are fur-
nished in all standard and special combinations. They
are of the finest German Silver and English Steel.
These instruments are also supplied singly as desired.
Drawing
Instruments and
Drafting Tools
Transparent Celluloid Triangles
A number of the more important drafting tools and
supplies which can be furnished are listed below:
Compasses, Beam
Curves, Copenhagen Ship
Curves, French
Dividers, Proportional
Edges, Straight
Erasers
Pantographs
Protractors
Scales, Architects'
Scales, Boxwood
Scales, Engineers'
Slide Rules
Erasing Shields Splines
Pencils, Drawing Spline Weights
Pens, Lettering T Squares
Pens, Shading T Squares, Automatic
Parallel Rules Thumbtacks
Planimeters Triangles
ELECTRO-SUN COMPANY, INC.
161 WASHINGTON STREET, NEW YORK. N. Y.




694
- Drawing Room Equipment and Supplies
Copenhagen Ship Curves
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A large stock of all drawing
supplies are kept in stock, thus
permitting orders to be filled
and shipped promptly. Small
orders receive the same prompt
and careful attention given to
large orders. Drawing Paper, Tracing Cloth, Cross-
“ction Paper, etc., of all types and grades can be fur-
hished in rolls or sheets.
he products listed below are among the large stock
ºf drawing supplies ready for immediate delivery:
Drawing
Supplies
ºum
*illuminium ------------------ ----------|--|--|--|--|--|--
Wººlºº
Board, Bristol
Cloth, Black Print
Sloth, Blue Print
loth, Brown Print
Sloth, Cross-section
loth, Tracing
Sovers, Loose-Leaf
ata Sheets, Marine
ata Sheets, Mechanical
nk, Waterproof Draw-
ing
Paper, Black Print
Paper, Blue Print
Paper, Brown Print
Paper, Cloth - Backed
Drawing
Paper, Cross-Section
Paper, Detail
Paper, Drawing
Paper, Eggshell
Paper, Isometric
Paper, Metric
Paper, Strathmore
Vellum, Tracing Paper
Every technical man has fre-
quent need for data of his own
selection, which can only be ob-
tained by making his own ref-
erence book. Lefax supplies
the “makings” for such a book
in the form of loose-leaf data sheets, blank forms and
Lefax
pocket binders. About 2,OOO
data sheets (4,000
ARE-OFPLANE fºurts pages ) are now
available. They
are accurate, con-
densed, self-in-
dexed and cover
practically the en-
tire technical and
business field.
Over Ioo differ-
ent blank forms
are also available, for special data sheets.
Write for specimen sheets and complete information.
The Electro-Sun Company,
through its well equipped Blue
Printing and Photographic De-
partments, is in a position toº
fill orders of any size for copies
of drawings, blue prints, let-
ters, specifications, etc.
For copying drawings on transparent paper or cloth,
reproductions are made by the Blue Print, Blank
Print, or Sepia Print Process, as specified.
Reproductions of blue prints, specifications or draw-
ings on non-transparent material are made by the photo-
process to any specified size.
Prints and
Photographic
Reproductions
ELECTRO-SUN COMPANY, INC.
161 WASHINGTON STREET, NEW YORK, N. Y.






695
The Photostat
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The Photostat is a Photo-
graphic Copying Machine with
The Photostat all the necessary equipment for
making facsimile copies. It
--------------------------------------------------------------------
makes photographic reproduc-
tions, quickly and at small cost,
to any specified size—the same size as the original,
enlarged, or reduced. The name Photostat is regis-
tered in the U. S. Patent Office.
----------------------------------------------------------------------
The
copy pencil or ink drawings,
Photostat is used to
Shipyard Uses
tracings, blue-prints,
photographs, reports, data sheets
sketches,
------------------------------------------------------------------
records, letters, graphs, specifi-
cations, charts, etc.
Since the Photostat can make greatly reduced repro-
ductions, without the loss of legibility, it is particularly
adapted to the copying of drawings, blue-prints, etc., as
the reduced copy, being perfectly legible, becomes as
good a record as the original and is more easily handled
and filed.
------------------------------------------------------------------------
The Photostat is made in
three models, all of which are
equipped with either a book
holder or engineering
board of the sizes given in
the table below. All of these
models can be adjusted to copy subjects of larger sizes
if desired.
Sizes
copy
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Largest Size of Size of
Model Size of Book Engineering Floor Space
Copy Holder Copy Board
1 11%"x14" 21”x26” 23”x36” 4'xs'
2 14” x18” 21”x26” 3.1" x 40” 5'x10'
3 18" x22” 21”x26” 39"x48” 6'x12'
-------------tº-tutºr-turn-ºr-in-in-in-tint-tº-ºr-in-
The original subject is photo-
graphed directly upon a spe-
cially manufactured sensitized
paper, producing a fac-simile
copy which is immediately cut
off, developed and fixed right
in the Photostat itself.
The focusing, exposing, and developing are all con-
trolled by simple mechanical devices, and no glass
plate, film or other intermediate negative has to be
made.
After fixing, the copy is removed to a tank of run-
ning water and rapidly washed free from chemicals.
It is then dried and ready for use. As many copies
as desired can be run off in this manner.
By a simple adjustment of the mechanical focusing
device, the copy may be made at actual size, reduced
or enlarged, within the size limitations of the machines.
Operation
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----------------------------------------------------------
From the point of view of ac-
curacy, speed, economy, conven-
ience or quality of work done,
the Photostat offers many ad-
vantages as a portion of the
equipment of a modern shipyard
Advantages
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drafting room.
Accuracy:-Its accuracy is unquestionable as it gives
a fac-simile copy. Any possibility of drafting or typo-
graphical errors or omissions is entirely eliminated.
Legibility:-The lens of the Photostat is of so high
a quality and may be focused so exactly that all details
of the copy are as clear as the original itself. This
feature is of particular importance in the reduction of
drawings from an unhandy size without sacrificing
clearness of detail.
Speed:—It is possible to make copies at the rate
of one per minute and users have cited many instances
where as many as 500 to 800 or more copies a day
have been made.
Economy:-Laborious and expensive copying and
checking are eliminated, and unskilled labor is enabled
to reproduce work of any kind quickly, easily, and at
low cost. Analyses by its users show that the cost
of reproducing drawings, etc., may be reduced from
that of a skilled draftsman, working several hours to
several days to that of a boy working a few minutes.
In one instance, in the copying of documents, etc.:
work previously requiring over 200 hours to perform
was done by the use of the Photostat in 15 hours at 4
saving of over $50 a day in salaries alone.
Convenience:–The Photostat is very simple in cont
struction and very easy to operate. A boy or girl with
the ability to work in an office can learn in two or three
hours to operate a Photostat.
Quality of Work:-Photostat copies do not fade;
they do not smut; also they are water-proof and they
are erasure proof.
COMMERCIAL CAMERA
CO. ROCHESTER. N. Y.
CHICAGO. NEW YORK, PHILADELPHIA, SAN FRANCISCO. WASHINGTON

696
Time
Stamping Clocks
Follett Time Stamping Clock
i". The device shown is a Time
Stamping clock which records
every minute of the day and
night automatically. It is made
by the Follett Time Recording
Company of 9a West Broad-
way, New York City.
Follett Time
Recording Clock
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The outstanding feature of
this device is the simplicity of
its construction, thereby lending
itself to suit almost any condi-
tion where time keeping is the
important factor. It is wound
and set like any ordinary watch or clock and prints
the date and time in a straight line, in plain figures,
tripping the date automatically at midnight.
The basic principle of operation is by means of an
escapement fork which passes through an eccentric at-
tached to the clock movement, the latter being separate
from the printing mechanism which gives the time and
date each time an impression is taken. The importance
of this feature, that of having the clock movement sep-
arate from the printing mechanism, can be easily ap-
preciated when it is stated that in taking impressions
there is no limit to the quantity, and no amount of
pounding can affect the time keeping qualities of the
clock movement.
Features and
Principles of
Operation
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This printing mechanism has
its own motive power and is
driven by the clock movement.
The oscillations of the clock
movement carry the eccentric
horizontally from right to left
and return, and upon the completion of its full turn,
the fork trips the minute wheel, and thus records the
time and day. Concurrently with the minute wheel,
upon the completion of 60 minutes, the hour and
meridian wheels trip correspondingly.
Printing
Mechanism
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With a machine of this kind
an exact result of every minute
of an operation on any particu-
lar piece of work can be had
at all times. From the moment
the boiler is placed in the hold
up to the time it is fired for steam this recording de-
vice will give the exact number of hours and minutes
consumed in the entire operation. Likewise in getting
rafters together, or in the assembling or putting to-
gether of hulls, decks, masts, etc., every moment can
be accounted for.
Advantages of
Time Stamping
Clocks
------------------------------------------------------------------------
-
---------------------------------------------------------------------
Special work tickets and spe-
cial material cards which are
used by various concerns can all
be used with this machine by
means of proper gauges to fit
the particular cards and so get
all imprints uniformly. Arrangements can be made so
as to eliminate all waste in so far as space and printing
on the card is concerned and the resumé or compilation
of the entire time so adjusted as to make computation a
very speedy and accurate operation. In other words,
at a glance, almost, you can tell exactly just how long
one man, or fifty men, took to do a particular job.
Adaptability
-------------------------------------------------------------------------
----------------------------------------------------------------------
By means of special wheels,
special conditions are well taken
care of. In cases where the
decimal system is employed
wheels can be made up in Ioths.
or 50ths of the hour all actu-
ated in the same manner. And for night work, the
24 hour wheel running from o to 23, or as may be
selected by the user, can also be made specially.
The entire machine is built in a solid grey iron
case, and the best materials obtainable are used in its
construction. A liberal guarantee is given with each
and every one sold and correspondence is solicited by
the sole manufacturers.
Guarantee
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FOLLETT TIME RECORDING CO.
9A WEST BROADWAY, NEW YORK. N. Y.

607
Grinders, Die Heads and Small Tools
tri----------------------------------------------------------------------
Designed for rapid manipula-
“Modern” tion, extreme accuracy, and
Plain Grinders
severe duty.
Base is massive with heavy
cross sections, giving exceptional
rigidity.
Heavy cuts may be
taken without chatter.
The headstock is driven through Internal Helical
Gear, insuring absolute smooth movement to the
work. Work centers are over and between the guides
of the table, eliminating the strains found where work
centers are outside and overhanging their bearings.
All controls are placed on the front of machine to
give maximum convenience.
Machines are fitted throughout with the most suit-
able types of anti-friction bearings. All revolving
shafts, pulleys and gears completely guarded.
Other features include; non self-centering revers-
ing mechanism; variable tarry device; steady rests of
universal movement; positive stops for duplicating
work; gears engaged with shaft by our patented ball
drive clutch.
“Modern” Plain Grinders are made in eight sizes
as follows:
8" x 18" 12" x 60"
8" x 30" 16" x 36"
12" X 36" I 6" X 48"
12" x 48" 16" x 60"
4. -- Weight, rigidity, stability,
Modern | wide range, great adaptability
Universal and extreme accuracy are char-
Grinders acteristics of this Modern
Grinder.
“Modern” Universal Grinders have many distinctive
features, the most important of which are as follows:
—Angle sides instead of “T” slots to insure accurate
alignment on Head and Foot Stock.
—Wheel spindle, exceptionally large.
—Headstock bearings, adjustable for wear.
—Counter-shaft, self-aligning and fitted with anti-
friction bearings.
-- -- Modern Self-Opening Die
i Modern Heads (Adjustable) are for use
Self-Opening on turret of any hand or auto-
i Die Heads matic screw machine, and when
= fitted with closing device, on
vertical and horizontal live
spindle machines. -
The success of Modern Self-Opening Die Heads is
due primarily to correct mechanical design. They are
as rigid as solid heads, quickly cleaned without dis-
mounting or taking entirely apart. Also they do not
clog as easily as other types.
Modern Self-Opening Die Heads eliminate the com-
plex and troublesome adjustments and replacements of
other types—practically nothing to wear out.
Chasers cannot change position during work.
Chasers will not “rock”, “cock”, or “bell at the
mouth.” Modern construction insures clean, full
size, accurate threads, true to lead.
The quick reversal saves the usual “back off” time
and turns it to production.
Made in 17 sizes, each having a wide range of di-
ameters which may be cut. It is not necessary to have
a separate head for each different job.
-º-, - The “Modern” Magic Chuck
s Modern and Collet Equipment converts
Magic Chuck and a single, live spindle machine
Collet Equipment into a multiple with as many
s holes as you have tools to use.
Especially valuable for succes-
sive operations without removing or resetting work.
It is used on drill presses
or other revolving spin-
dles, lathes, screw ma-
chines, etc. Made in both
positive and friction
drives; 5 sizes taking
Morse Taper Shanks No.
o to No. 6 inclusive.
Drills, reamers, boring
bars, counter bores, and
mills, taps, etc. changed almost instantly without stop-
ping or slowing machine.
It is a real time saver and production speeder.
A special collet for reclaiming drills with broken
tangs will, through the saving effected, soon return
the entire initial cost.
-- •- # “Modern” Collapsible Taps
Modern # are rigid and efficient. They
Collapsible i possess all the merits of the
Taps H solid taps plus the convenience
and time-saving of the collap-
sible. The sizes for tapping
are 3/4" to 3". Larger sizes can be made to order.
For further information send for bulletin.
MODERN TOOL COMPANY
400 FRENCH STREET, ERIE, PA.
698




–
Milwaukee Milling Machines
Milwaukee Milling Machines
embody many features of merit
that recommend them to dis-
criminating purchasers. They
are designed and constructed to
efficiently handle unusual jobs as
well as the regular milling operations.
Milwaukee
Horizontal
Milling Machines
. The column is a box section, semi-steel casting, hav-
ing few and small openings, and is reinforced with
heavy vertical and horizontal internal walls. The dove-
tail knee slide extends upward to the overarms, form-
ing ample bearing surface for securely attaching the
various attachments.
The knee is a semi-steel box section casting with
solid top and extended slide, designed to secure maxi-
mum rigidity. There are no holes in the saddle slide
to close under pressure and impair alignment.
The table is also a semi-steel casting and is finished
both top and bottom, eiiminating the possibility of dis-
tortion due to the leaving of scale on one side. The
T-slots in the table are of ample depth to prevent the
breaking out of metal around the holding down bolts.
The bearing of the table on the saddle is at the top of
the saddle. Larger bearing surfaces are thus secured.
The patented double overarm consists of two steel
bars parallel with the spindle. This construction, to-
gether with the triangular arbor supports, maintains
Positive alignment of the arbor and prevents it from
being pounded out of line when large coarse pitch
Cutters are used at a distance from the face of the
column.
The flanged spindle of Milwaukee Milling Ma-
Shines has a large diameter flange forged on the end.
his flange carries well proportioned keys for driving
large face milling cutters and the arbor drive collar.
he arbor drive collar has recessed notches to receive
the dogs on the arbor, thus removing the strain of the
ºut from the taper hole in the spindle which retains its
original accuracy, and it also protects the face of the
spindle from injury. The reverse for the spindle is
self-contained in the machine; no overhead apparatus
is necessary.
All bearings and gears in the main frame and feed
box are flooded with lubricant by the Automatic
Flooded Lubrication System which all Milwaukee
Milling Machines embody. This reduces-supervision
to a minimum, as there is no danger of bearings being
cut, shafts sticking tight or gears wearing away.
Every Milwaukee Milling Machine is equipped
with pump and means for lubricating the cutters auto-
matically.
Milwaukee Vertical Milling
Machines embody the same ex-
cellent features as the horizontal
type. The vertical spindle is
adjustable only for wear and
this construction is decidedly
rigid and can be relied upon to maintain correct align-
ment through years of service. Adjustment sufficient
for all purposes is secured by making the knee only ad-
justable. The vertical type Milwaukee Milling Ma-
chines were designed primarily for the regular line of
work which is best adapted to machines of this type on
account of ease of chucking, but there are many parts
that can be milled in connection with the rotary table
by the continuous milling process whereby the cutters
are always in the cut and remarkable results accom-
plished.
Milwaukee
Vertical
Milling Machines
KEARNEY & TRECKER COMPANY
MILWAUKEE.
WIS., U. S. A.



699
Warner and Swasey Turret Lathes
No. 3A Universal Hollow Hexagon Turret Lathe
3%" x 44" or 4%" x 44" Bar Capacity—16" Chucking Capacity
--------------------------------------
W & S Turret
Lathes and
Screw Machines
ammunºmº pa rts,
Warner & Swasey Turret
Lathes and Screw Machines for
rapid and accurate production
of bolts, studs, pins, valve
- rivet sets, gear blanks
and similar pieces used in con-
struction and repair in shipbuilding. The illustrations
on this, and the following two pages, show some ship-
building parts in process of being finished on W & S
Turret Lathes. The majority of shipbuilding plants
are just beginning to realize the importance of the tur-
ret lathe in the repair and construction of ships.
The strength, power and ease of operation of W & S
turret lathes create a wide variety of demands upon
--> --
º
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them. Speed in operation is noticeable even where
small lots, as few as six, are made at one time.
Built with Bar Capacities from
% in. x 4 in. to 4% in. x 44 in.
Maximum Swing 20% in.
Maximum Chuck Capacity 16% in.
--------
- # Universal Hollow Hexagon
Universal Hollow Turret Lathes are a highly de-
veloped type of turret lathe.
They have more than enough
power to take the deepest cuts
and highest speeds the best
high speed steel cutters will stand. Their great power
aids in the resulting maximum production.
Hexagon
Turret Lathes
-------------------------------------------------------------------------
Valve Parts Are Finished on W & S Turret Lathes—This Valve Body Is 12%." x 11" Over All
THE WARNER & SWASEY CO., CLEVELAND. OHIO
Address Nearest Office.
For List of Offices, See Third Page Following


700
Warner and Swasey Turret Lathes
A Large Stud, 3%" Diam. Being Finished on a No. 3A Turret Lathe in a Pacific Coast Shipbuilding Plant.
This Stud Is Used in the Propeller Hub, Holding the Blades, and there are 22 in Each Hub
The all-geared head construction of these machines
closely approaches the perfect in the rigid centering of
the spindle, the number of speed changes (twelve) for
the spindle, and its freedom from vibration. The
Qwer half of the head casing is cast in one piece with
the bed. All running parts of the head mechanism are
immersed in oil or lubricated by the splash system.
Twelve forward and reverse spindle speeds are in-
stantly available and are very valuable when small
and large diameters are to be turned, bored or threaded
on the same piece.
The square turret carriage or side carriage is
-->H. – - s: -
A 3%" Capacity, 2A, Finishing a Shaft
The Accuracy of These Machines Was Shown on This Shaft. Note the Length and Close Limits of the Holes Bored, and
Outside Limits
THE WARNER & SWASEY CO.. CLEVELAND, OHIO
Address Nearest Office.
For List of Offices, See Second Page Following


701
Warner
and Swasey Turret Lathes
— =
~-
No. 2A Making Rivet Sets from Bar Stock
mounted on the front V of the bed so that it can be
moved out of the way of the hexagon turret when
not operating with it. The square turret holds four
Cutters.
The carriage has ten each cross and longitudinal feed
changes, with six independent stop screws to regulate
the longitudinal travel. Power cross feed for the cross
slide can be governed by a large dial having six ob-
servation clips. The use of the square turret in con-
nection and simultaneously with the hexagon turret
has proved a time saver of no mean dimensions. On
some jobs this feature alone saves as much as fifty per
cent of the time necessary on other turret lathes.
The standard tool equipment, designed to accom-
pany these machines, covers a wide range of bar and
chucking work.
The Warner & Swasey Company will be glad to es-
timate the time necessary to finish your work on W & S
turret lathes. Send them blue prints of your bar jobs
up to 4% in. diameter x 44 in. long and your chuck
work up to 16% in. diameter. The illustrations shown
here may suggest some jobs W & S machines can do
more quickly.
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No. 4 Universal
Turret Screw
Machine
No. 4 Universal Turret
Screw Machine for universal
use in the shipbuilding machine
shop, for bar work up to 1%
in. x 10 in. and chucking work
to 8% in. diameter. Like the
Universal Hollow Hexagon Turret Lathes, the square
and hexagon turrets operate simultaneously on a num-
ber of pieces, thereby saving a great deal of time. The
square turret has power longitudinal and cross feeds
each with eight changes. The hexagon turret has an
independent power longitudinal feed, also with eight
changes.
The machine can be provided with cone drive or all-
geared head single pulley drive construction. The lat-
ter is for use with constant speed motor or plain coun-
tershaft. The cone of the standard machine is ar-
ranged with ratios designed for the proper spindle
speeds and for transmitting maximum power.
The No. 4 Universal embodies the same high grade
workmanship and careful attention to the selection of
materials that enter into all the Warner & Swasey
products.
THE WARNER & SWASEY CO.. CLEVELAND, OHIO
Address Nearest Office.
For List of Offices See Page Following



702
Warner and Swasey Turret Lathes
No. 4 Universal Screw Machine
--- -
*u-º --- ----------------
i --------- Warner & Swasey Turret
W & S Screw Machines are primarily
Turret Screw designed for rapid manufacture
Machines of screws, bolts, nuts, and other
* small parts. They are also well
adapted for chucking castings
and forgings, and, compared with the larger universal
turret lathes, are particularly suitable for use as spe-
cialized machines.
These machines are made in four sizes:
No. 1–5% in. (16 mm.)
No. 2–1 in. (25 mm.)
No. 4—1% in. (38 mm.)
No. 6–2% in. (57 mm.)
No. 1 Turret Screw Machine is the smallest ma-
chine of this type built by The Warner & Swasey
mpany. It is simple, accurate and operates quickly.
It is equipped with plain head, automatic chuck and
bar feed.
No. 1 Turret Lathe
The cut-off is lever operated and is regularly fur-
nished with two tool posts of different heights.
. No. 2 Turret Screw Machine is an enlarged No. 1
in every respect except for the points mentioned below.
It is a larger and stronger machine throughout, with
an automatic chuck capacity of 1 in. (25 mm.)
The machine is furnished with either plain or geared-
friction head. The geared-friction head machine has
een added to this series to accomodate heavier turning
9perations on steel and to make possible the cutting of
larger threads by the use of a die head in the turret.
he friction gears give two spindle speeds for each
Speed of the driving cone. In other respects the design
is similar to that of the plain head machine.
o. 4 geared-friction head screw machine is similar
Address Nearest Office.
in design to the No. 2 Geared-Friction Head Machine
and will admit 1% in. (38 mm.) round bar stock
through the automatic chuck and will chuck work
requiring a height of centers of 8 in. (203 mm.) over
the bed. This machine is generally used for quantity
production.
No. 6 Double Friction Back Geared Turret Screw
Machine is the largest and heaviest machine of the
series and like the No. 4 machine is very largely used
in quantity production.
The automatic chuck will accommodate 2% in.
(57 mm.) round bars and the turret slide has a turn-
ing movement of 12 in. (305 mm.)
With its double friction back gears it has almost
double the power of the single back geared machine.
It has three spindle speeds instead of two for every
shift of the belt.
The heavy duty carriage with six power cross feeds,
together with the double friction back gears, make pos-
sible greater production on this No. 6 than on any
other machine of its size.
In addition to greater output, this No. 6 will finish
parts in its size range which require strength and ex-
cess power just as well as the heavier and more ex-
pensive machines. This new No. 6 finishes at lower
gear blanks, forgings and tough alloy steel parts.
------------------------------------------------------------------------
In addition to the main of-
fice and works at Cleveland,
Ohio, The Warner & Swasey
Company maintains the follow-
ing Branch Offices:
New York Office—Singer
H
Branch Offices
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Building.
Boston Office—Oliver Building.
Buffalo Office—Iroquois Building.
Detroit Office—Ford Building.
Chicago Office and Display Rooms—618-622 Wash-
ington Boulevard.
For List of Offices See Above
THE WARNER & SWASEY CO.. CLEVELAND. OHIO




703
Double Mushet High Speed Steel
-----------------------------------------------------------|--|--|--|--
Double
Mushet
The complex demands on
modern tool steels have led us
to perfect an extra quality of
High-Speed Steel, a combina-
tion which has been formed by
a higher percentage of costly al-
loys thus resulting in a greater endurance under se-
vere usage. This steel we call Double Mushet High
Speed Steel and it is meeting successfully some of the
most exacting de-
mands, both in tests
and in shop work,
that modern steel is
expected to accomp-
lish.
For milling cutters,
for reamers and drills,
for formed and other
tools which should
keep exact shape and
size for the longest
possible time, it will
be found especially
valuable. Double
Mushet is the steel to
use for heavy cuts,
heavy feeds and high
speeds. The officials
of any machine or engineering shops, who are deter-
mined to get the utmost output from their plant will
find Double Mushet justifies its reputation, and of-
fers a practical and economical solution to the tool cut-
ting problem. A stock is carried in the usual sizes and
special sizes will be imported promptly.
------------------------------------------------------------------------
Bits can be supplied, made
from Double Mushet High
Speed Steel Bar stock. These
are carefully treated and hard-
ened by experts and cut to
standard tool holder lengths. By
cutting on an angle, waste when grinding to shape is
eliminated. This is a most economical way of buying
high speed steel in small quantities.
Treated Double
Mushet Bits
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These are rolled close to size
Mushet and a n n e a led thoroughly,
i High Speed so that they may be easily ma-
H Sheets chined or worked. They are
free from scale and easy to
- treat or harden. Mushet High
Speed Sheets are particularly adapted for the making
of Slitting Saws, Dies, Discs, and Parting Tools.
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----------------------------------------------------------------------
- This is the original air or
Mushet Special
self-hardening steel. It has
Original long been a favorite with many
Self-Hardening for use in tool holders when the
imi work does not warrant the
use of high grade Double
Mushet. It is a fact also that the peculiar nature of
this steel fits it especially for work on brass and we
recommend it for this. There are many other uses for
this steel about the shop and it will be found to ren-
der goºd service for such jobs as come within its range.
Experience has proved that it
Titanic Carbon is is impossible to produce.'”
steel that can be successfully
Tool Steel used for all kinds of tools. Dif-
ferent tempers of tool steel are
therefore produced: i. e., steels
containing different percentages of carbon, according
to the kind of tools to be made.
The higher the carbon contents, the harder the steel
becomes.
Titanic Carb on
Tool Steels are recom-
mended for stamping
and pressing dies,
chisels, smiths' tools,
shear blades, taps,
dies, reamers, and
other tools. The
proper temper con-
taining the correct
carbon will be sup-
plied upon stating the
nature or class of
work when ordering.
-
In order to supply a steel
C. P. I. to meet successfully the abnor-
Pneumatic mal demands caused by the in-
Tool Steel troduction of pneumatic tools,
we are the pioneers in introduc-
ing C. P. I. Pneumatic Tool
Steel. For rivet snaps, button sets and other tools,
either special or regular, it will be found to combine
the qualities of toughness and elasticity so as to retain
shape and insure usage with the minimum amount of
breakage.
----------------------------------------------------------------------
Taylor's Best Yorkshire Iron
is manufactured from Yorkshire
and Swedish ore. No scrap ma–
terial enters into its manufact
ture, thus an even and regular
grade of finished iron is the re-
sult. During the process of manufacture it is piled
and hammered several times before the product is con-
sidered as finished thus giving it a fibrous toughness
with elasticity. --.
It will meet the most exacting specifications for users
of high grade wrought iron. Taylor's Best Yorkshire
Iron is tough, ductile, fibrous, and of uniform quality.
It is smooth, free from cinder pockets, flaws, buckles,
blisters and cracks along the edges. It can be easily
welded.
For piston rods, shafts, thrust arms and other parts
subjected to shocks, strains and vibration, Taylor's Best
Yorkshire Iron will render maximum length of service.
It is less liable to sudden fracture or breakage, and due
to the care in manufacture plus the use of the best ores,
it will give a wearing surface of extreme smoothness.
Applications of pure iron are constantly being de-
veloped. Not only for rivets, chain and staybolts, but
for other points where a tough and reliable material is
demanded, Taylor's Best Yorkshire Iron will prove its
merit.
Taylor's Best
Yorkshire Iron
------------------------------------------------------------------------
r:
B. M. JONES & CO., NEW YORK. N. Y.

704
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Sizes
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Under Crossrail. . .
Under Tur. Face. .
Table Diameter. . . . . . . . . . .
Table Speeds. . . . . . . . . . . .
Feed Changes—Both Heads.
Main Head–Vert. Movement
Mill Face. . . . .
Main Turret—diameter....
Side Head–Vert. Movement.
Horiz. Movement
Weight—Net. . . . . . . . . . . . .
Motor
-
-
:
-
-
-:
Vertical Turret Lathes—Sizes 24, 36, 42 and 54 Inches
The Bullard Vertical Turret
Lathe is made in four sizes—
24-inch, 36-inch, 42-inch and
54-inch. The general specifi-
cations of these machines are
given below.
24-Inch 36-Inch
26” 38”
20” 24”
28% 35”
2414 34”
8 12
18” 26”
26” 38”
1.4.” 1514
11.1% 20
18” 19
8500 14000
712 HP 10HP
42-Inch
44”
15hp
54-Inch
5 --
38”
49”
50”
12
s
27”
56”
THE BULLARD MACHINE TOOL CO., BRIDGEPORT, CONN.
------------------------------------------------------------------------
Widely adaptable and ex-
tremely durable, the Bullard
Adaptability Vertical Turret Lathe may be
- kept in continuous operation–
im; in continuous production.
- - Two tool heads, one main and
one side, are universal in their movement and ad-
justment throughout the entire range of the ma-
chine, thus simplifying the tool equipment required
for a wide range and variety of work:-the same
tools, excepting reamers, etc., are equally adaptable to
the smallest and largest pieces of the same class.
By means of accurately graduated scales and mi-
crometer dials, and adjustable “Observation Stops”

705
Vertical Turret Lathes and Maxi-Mills
º
º
-
-
º
-
-
Bullard Maxi-Mill–Sizes, 44, 54 and 61 Inches
mounted thereon, tools are readily set and sizes ob-
tained and maintained.
Convenient, certain and positive control, without
complication, with each unit developed for the maxi-
mum service required thereof, and with a due and
intelligent regard for the completed whole, results in
quality intensive production.
The Bullard Maxi-Mill is made in three sizes—44-
inch, 54-inch and 6.1-inch. The general specifica-
tions of these machines are given below.
Machine . . . . . . . . . . . . . . . . . . . . . . . . 44-Inch 54-Inch 61-Inch
Capacity—Diameter . . . . . . . . . . . . . . . 48” -- 63.”
Under Crossrail. . . . . . . . . . . . 34” 43” 52”
Under Toolholders. . . . . . . . . . 34” 43" 52”
Table Diameter. . . . . . . . . . . . . . . . . . . . 42 50” 61”
Table Speeds . . . . . . . . . . . . . . . . . . . . . 12 12 12
Feed Changes—Both Heads. . . . . . . . . . s s 8
Tool Slides—Vertical Movement. . . . . . . 36” 36 36
Weight—Net . . . . . . . . . . . . . . . . . . . . . 20000 23000 28000
Motor Drive. . . . . . . . . . . . . . . . . . . . . . 15 hP 15 HP 15 HP
-------------------------------------------------------------------------
This machine represents the
maximum possibilities of the
Vertical Boring and Turning
Mill based upon a knowledge
of the requirements gained by
extensive observation and a
specialized experience as makers and users thereof.
In design and materials of construction this machine
Adaptability
is purposed to withstand the most severe usage
continuously with a minimum of maintenance
COSº.
Like the Bullard Vertical Turret Lathe, it is
equipped with certain, positive and convenient con-
trol, hammer hand wheels, continuous flow lubrica-
tion, graduated scales, micrometer dials, observa-
tion stops for the duplication of sizes, and the table
may be started and stopped from either side of the
machine.
THE BULLARD MACHINE TOOL CO., BRIDGEPORT, CONN.


706
Vertical Turret Lathes and Maxi-Mills
THE BULLARD
MACHINE SHOP
Established in 188o as the li - - - -
- Bridgeport Machine Tool -
Manufa cturing Works, and incorporated in ||
Facilities 1894 as The Bullard Machine
Tool Co., this organization has
enjoyed an ever increasing de-
mand for its product. Thoroughly modern facilities
have been provided to meet this demand. Foundry,
Forge and Machine Shops, models of their kind, un-
der one ownership, control and supervision, together
with chemical and physical laboratories, insure the
use of quality materials only and their proper handling
in the construction of Bullard Machines. the autºast,
Designed by masters of machine construction and || Roºse sº
built by expert mechanics of long standing with the -
-------------------------------------------------------------------------
THE BULLARD FOUNDRY
| AND HEAv Y MACHINE SHOP
THE BULLARD MACHINE TOOL CO., BRIDGEPORT. CONN.




707
Vertical Turret Lathes and Maxi-Mills
Organization, working under ideal conditions, Bul-
lard Machines have a superiority of design and work-
manship which is recognized wherever machine tools
are used.
Situated in Bridgeport, Conn., on a main trunk rail-
way, most excellent shipping facilities are enjoyed.
º --~~
Tablº Gº
º: º - º return”
M. -
º sº Z Tº ºppº
OLLEVELTESIPLuº -
cºoowºn
ºdiº star -
Bullard Table Spindle Construction
An important feature in Bul-
lard design and construction is
the standardization of parts.
In their design the Bullard
Vertical Turret Lathes and
Maxi-Mills represent the cul-
mination of forty years in machine-tool building. The
principles they embody have been tried and tested in
more than ten thousand machines. Materials of con-
struction have been selected and adopted after a demon-
stration of superior merit in actual and continued
service.
Standardized
Parts
Primary Speed Change Case
------------------------------------------------------------------ Table speed changes are me-
chanically obtained through two
systems of selective sliding gears
and positive clutches. Speeds
may be selectively changed with-
out disengaging either cuts or
Mechanical
Speed Changes
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feeds, or stopping the main driving pulley. Change
from highest to lowest, and vice versa, or to any inter-
mediate speed, may be instantly made. No power
is consumed by idle running gears—only those actu-
ally transmitting power are in mesh. These mem-
bers are protected by a system of positive interlock-
ing which makes it impossible to release brake and
engage clutch until gears for any speed are fully in
mesh.
A large percentage of machine
breakdowns, are the direct re-
sult of insufficient and improper
lubrication of gears and bear-
ings. To guard against burned
bearings and worn gears, and
to secure a maximum power efficiency, Bullard Verti-
cal Turret Lathes and Maxi-Mills have an automatic
system of lubrication. Table spindle, table driving
gear, primary and secondary speed change mechanism,
clutch and brake, and main driving shaft journals are
lubricated by a flow of oil that is constant and positive
so long as the main driving pulley is in motion.
Constant Flow
Lubrication
Oil Distributing Reservoir
-------------------------------------------------------------------------
The friction clutch and brake
Multiple Disc is mounted on the main driv-
Clutch ing shaft and is used only as a
means of starting and stop-
… ping the machine. Running
Secondary Speed Change Case
Multiple Disc Clutch and Brake Drum
"THE BULLARD MACHINE TOOL CO. BRIDGEPORT. CONN.





708
Vertical Turret Lathes and Maxi-Mills
_º.
42" Vertical Turret Lathe, Front
at constant speed in a bath of oil, wear is reduced to a
minimum and a maximum unvarying efficiency secured.
The engaging pressure is applied evenly through-
out the entire surface of the discs by a three-point
toggle motion acting directly on a spherical seat in
the pressure plate. Both brake and clutch are op-
erated by one lever—the engagement of one disengag-
ing the other, and vice versa. -
- The Bullard Vertical Turret
Lathe is original and distinct-
ive in type. It represents, in
combination, an advanced de-
in velopment of the engine lathe,
orizontal turret lathe, and the vertical boring and
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General
Construction
42" Vertical Turret Lathe Showing Motor Application
Cutting Lubricant System, Left Hand View
turning mill, in the design, manufacture and use of
which we have enjoyed a broad experience extending
over a period of thirty years.
Retaining the inherently good features of the types
in which it had its origin, it has, since its conception
in 1900, been the subject of continuous constructive
analysis, which has resulted in a rapid development
along lines essentially original and having a direct
bearing on productive capacity.
Rigidly constructed, with bearings amply propor-
tioned and specially selected material of maximum
shock- and wear-resisting qualities used throughout
the gears in both driving and feed trains; lubricated
continuously and automatically with filtered oil; safety
devices incorporated in feed mechanism and all op-
erative levers interlocked—this machine marks a “New
Era” in machine design and is one in which implicit
confidence may be placed by both manager and op-
erator.
*"..."." Special attention has been
i Cutting given to the handling of cutting
i Lubricant lubricant. A complete equip-
i System ment of pump, water guard,
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water pan and piping, which,
Cutting Lubricant System, Right Hand View
THE BULLARD MACHINE TOOL CO., BRIDGEPORT. CONN.




700
Vertical Turret Lathes
and Maxi-Mills
61" Maxi-Mill, Front View
competently and in a cleanly manner, will deliver a
flow of coolant at the point of the cutting tools, has
been designed for use with this machine in handling
steel parts. This is not included in the regular equip-
ment of the machine, but may be applied at any time
after installation of the machine.
It is an established fact that, by the use of cutting
lubricant, cutting speeds may be increased 40%. The
life of tools is materially increased, the number of
pieces produced between grinds multiplied, and a big
reduction is made in the time-loss incident to grinding
and tool setting. By maintaining an even temperature
- in the work itself, a greater accuracy is obtained, and
experiments indicate a considerable saving in power con-
sumption.
-------------------------------------------------------------------------
Maxi-Mill
Design
In design the Bullard Maxi-
Mill is a development of the
maximum possibilities of the
vertical boring and turning mill.
The principles it embodies
have, without exception, a
foundation on the axiom that a machine is productive
only when actually cutting, so that every effort has
been centered upon reducing the time necessary to
chuck the work and remove it, to make adjustments,
changes of speed, and other operations which are in-
cidental to production but only increase it as the
time necessary to accomplish them is reduced. Among
the features that contribute to this are the Bullard
Centralized Control, Continuous Flow Lubrication,
Cutting Lubricant System, Rapid Power Traverse,
Hammer Hand Wheels, and the Bullard Multiple
Disc Clutch and Brake. -
r
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To be capable of producing
the maximum amount of work
within its range and to meet
the exacting demands of pres-
ent-day requirements, there are
certain fundamentals in ma-
chine-tool design and construction which must be com-
plied with fully. These are:
1st. A design which has been developed through
years of experience with, and close observation of,
the classes of work for which the machine is in-
Production
61" Maxi-Mill, Rear View, Showing Motor Application
tended—a design which embodies convenience of op-
eration and manipulation which reduce the physical
effort required of the operator, and one which insures
the possibility of maintaining the original accurate
alignment of its various component factors.
Such design must be modern in the highest sense,
taking into consideration the progress and change which
has entered into the design and materials of the parts
which it will be called upon to produce.
2nd. The use of the materials and the proportion-
ing of machine parts by the combined process of se-
lection and elimination based on a broad engineer-
ing knowledge and experience—all with a view of de-
veloping a construction which will withstand the most
severe usage with a minimum maintenance charge.
3rd. The provision of an ample and constant
source of power and its application to the cut through
driving units of a design and construction which are
highly efficient and have, as well, a large factor of
safety to sustain long and continued hard usage and
shocks. Control of power is paramount in impor-
tance.
4th. A lubrication system, which, with minimum
attention from the operator, will insure the contin-
ued and positive maintenance of a film of clean oil
between all bearing surfaces as well as gears. This
means least loss of power, longest life of parts, low
maintenance charges and—increased production per
day, as the operator, knowing that his machine is con-
tinually lubricated, needs but to give his entire atten-
tion to the actual production of work.
5th. An original accuracy of construction of the
highest order—for no machine tool can produce work
that is more accurate than itself and, in addition, orig-
inal accuracy tends to continued accuracy as well as
insuring easier, quicker operation; longer life of parts
and economy of power.
Properly speaking, the sub-
ject of materials is a sub-divi-
sion of the factor of design, i.e.,
the materials to be used are
always specified with the lat-
ter. It is not ordinarily con-
sidered as separable from the question of design, chiefly
for the reason that an amount of attention consistent
Materials
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THE BULLARD MACHINE TOOL CO., BRIDGEPORT. CONN.

710
Vertical Turret
Lathes and Maxi-Mills
Bullard “Hammer Hand Wheels”
with its importance has not been given to the sub-
ject hitherto. With the advent of alloy steels and
their common use, particularly in automobile construc-
tion, machine-tool builders were called upon to build
tools that would stand the greatly increased stresses
of cutting such materials. Machine tools were accord-
ingly made heavier without any departure from the ma-
terials commonly employed.
Increased proportion of parts, with added weight,
is not wholly effective, however, particularly in such
items as gears, shafts and similar parts required to
transmit the greater power loads and withstand the
conditions of usage now imposed. Further produc-
tion demands called for construction embodying the
highest convenience and ease of manipulation, and this,
also, indicated a change in material which would per-
mit a reduction in size and weight of parts without
sacrifice, but rather an increase, of strength.
Realizing these facts fully, the Bullard Company
was accordingly a pioneer in the adoption of alloy steels
of the highest grade for all parts called upon to carry
the major stresses of power and feed transmission. Su-
perior facilities for the scientific heat treatment of these
materials are an important part of our plant equipment.
It is highly consistent with Bullard policy that the
final selection and adoption of any material is dependent
on its demonstration of superior merit in actual and
continued service.
The Bullard Hammer Hand
Wheels, or Safety Tool Setting
Device (Patented), provide a
quick and accurate means of
tool setting, and eliminate the
danger of rapidly revolving
crank handles. Mounted on sleeves secured to the
down feed rod and cross feed screw, the wheels are
free to make a partial movement before becoming
engaged therewith, the engagement imparting a ham-
mer action similar to a hand tap on the end of a crank
Hammer
Hand Wheels
handle. By this means the finest adjustment of tools
may be made.
In the illustration at the left, the hand wheel has
been removed from the down feed rod, showing the
notched sleeve which forms a bearing for, and is ac-
tuated by, the hand wheel.
-----------------------------------------------------------------------
The vertical head may be rap-
idly moved in all directions by
power independent of feed
works or table drive. Vertical
and cross motion in either di-
rection may be engaged singly
or simultaneously, the operating mechanism for each
being independent of the other. Safety device prevents
damage resulting from careless handling.
This device, which is in no way connected with the
feed, adds largely to the day's production—the op-
erator's energy being conserved and a rapid pace set
for all hand movements of other machine parts.
The illustration below
shows a rear view of the Main
Rapid Power
Traverse
------------------------------------------------------------------------,
---------------------------------------------------- --------------------
Maxi-Power Feed
Mechanism Saddle. Note the extra large
(Patented) worm and worm gear in the
immi feed mechanism, also the solid
square locks and narrow guide
bearing. In the Maxi-Power feed mechanism the
worm, with its integral pinion, is mounted in the saddle
and revolves on a stud which is supported at both
ends. Worm thrust is absorbed in the saddle itself
and not in the bracket bolted thereto. The worm-
gear is also doubly supported by bearings on either
side, and revolves in an oil reservoir providing per-
fect lubrication. Both are hardened, and as larger
diameters are possible, the efficiency is greater than
in the construction usually adopted.
Bullard Maxi-Power Feed Mechanism
THE BULLARD MACHINE TOOL CO., BRIDGEPORT, CONN.


711
The Bullard Mult-Au-Matic
Bullard Mult-Au-Matic–Sizes 8 and 12 Inches
----------------------------------------------------------------------
The Mult-Au-Matic is es-
sentially a manufacturing ma-
chine. In principle it is of the
automatic, multiple spindle or
station type—the units of which
are vertically disposed for the
purpose of coordinating the control and operation
thereof.
In development it is radically and essentially dif-
ferent than other machine tools. In its design and
construction are embodied many original features and
combinations which have a most direct and positive
bearing on productive capacity as well as on quality
of output.
Type
------------------------------------------------------------------------
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Briefly, the Mult-Au-Matic
comprises six independent ma-
chines automatically operated,
in combination, on a series of
pieces of the same form and
size—all required operations in
sequence, including chucking, being performed simul-
taneously, thereby producing a completely finished
piece in the time consumed by the longest operation,
plus the few seconds required for the indexing of the
carrier and its spindles from one station to the next.
Advantage is thus taken of the maximum possi-
General
Principles
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bilities of simultaneous multi-cutting without in any
way sacrificing the quality or accuracy of product.
The six independent work-holding spindles are
mounted on a carrier, or turret, which revolves around
a central column having six faces—the first of which,
being the loading station, is blank. On the remaining
five faces are mounted tool-carrying slides which are
adjustably independent, each from the others, in
amount, rate and direction of movement.
The action of all tool heads, as well as the indexing
of the carrier from station to station, is essentially auto-
matic the whole being coordinated and positively in-
terlocked by a unique mechanism which provides pro-
tection for the machine, the work, and the attendant.
------------------------------------------------------------------------
The field of the Mult-Au-
Matic includes all classes of
castings, forgings or bar-stock
sections, cut to length, coming
within its capacity and which
- require boring, facing, turning
or threading operations, either singly or in combination.
Scope
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The chief characteristics and
novel features of the Mult-Au-
Matic are:
Six work holding spindles.
Five universal tool-carrying
heads.
Widely variable and independent spindle speeds at
each station.
Independent and widely variable feeds for each tool
head.
Extreme simplicity of tool equipment.
Elimination of sweep cutters.
Independent in tool setting.
Accurate, positive stops.
Accurate indexing of spindle carrier.
Independent adjustment of spindles in carrier with
relation to each other and to registry mechanism.
Automatic operation.
Positive coordination and interlocking of all ma-
chine movements.
Mechanically controlled rate of production.
Gearing and shafts of material (alloy steel, bronze
or iron) scientifically, and in the light of experience,
selected to best meet the individual service require-
ments thereof.
Continuous flow lubrication of all bearings and gears.
Positive and assured filtration of all lubricating oil
as circulated.
Vertical construction.
Minimum floor space.
Chief
Characteristics
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------------------------------------------------------------------------
In comparison with any other
previous type of machine tool,
either hand operated or auto-
matic, developed for the ma-
chining of work coming within
the range of the Mult-Au-
Matic, the productive capacity of the Mult-Au-Matic
is incomparably and marvelously greater.
An analysis of the operations required in machining
any given piece will indicate that under like conditions
the sum total of actual cutting time (not including
time required for machine movement) on the various
The Master
Element
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THE BULLARD MACHINE TOOL CO., BRIDGEPORT, CONN.

712
The Bullard Mult-Au-Matic
&= -
*--——
Surfaces will, if efficiently performed, be equal, whether
the work be performed in an engine lathe with single .
tool, in a turret lathe with group tooling and opera-
tions in sequence, or in the Mult-Au-Matic, with its
multiplicity of operations carried on simultaneously,
with the time of the longest operation as the control-
ling factor of the situation.
The master element in the greater production re-
Sults of the Mult-Au-Matic lies in the principle of
mechanically controlled intervals—by means of
Ist. The combination in one of six individual ma-
chine units. *
2nd. The coordination, mechanically, of all ma-
chine units movements, and
3rd. The refinement, without complication, of the
mechanism required for this purpose.
The mechanical control of intervals reduces to a
minimum the lost time usually incident to machine
Operation. Production is no longer dependent on
the speed of the operator—a decidedly variable factor.
Even the time required for chucking—the one manual
9peration entering into Mult-Au-Matic production—
is mechanically paced by the automatic control of ma-
chine unit movements.
* I
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“Eleven men were released
for other work by this machine,”
said the Mechanical Engineer
of one of America's largest and
most highly developed specialty
g manufacturing plants, in speak-
ing of the Bullard Mult-Au-Matic. And, at that,
they had not pushed the machine in any sense.
rom an average total time of 15 minutes for a
series of different machining operations on a certain
Piece,—each operation in a machine selected and tooled
to obtain highest efficiency, to an average of 2 min-
utes and I 5 seconds on thousand after thousand of the
Şame piece, but of a higher and more uniform quality,
is a matter of record in another plant of international
enown since the installation of the Bullard Mult-Au-
at IC.
Another Mult-Au-Matic saved thirty-two and one-
alf minutes on a thirty-six minute job originally per-
ormed in a thoroughly modern and well tooled turret
machine.
Ninety-six thousand eight hundred bevel gear blanks
of varying sizes, from drop forgings, is one year's pro-
duction record for one Bullard Mult-Au-Matic in yet
another American plant where intensive production of
quality work at lowest cost is the sole aim of the man-
agement.
Compelling
Facts
*
Men of the so-called “operator class” (supervised, of
course, by skilled mechanics) made these records. And
others like them, obtainable at all times, are capable
of making and maintaining similar increases in pro-
duction and like savings in labor-cost on an untold
variety of work coming within the range and scope of
the Bullard Mult-Au-Matic.
Your work can be reduced in cost, produced in
shorter time and with less overhead expense on the
Bullard Mult-Au-Matic because of its unique and
novel design, its in-built quality and the power and
durability incorporated in its construction.
As evidence of the dependableness of the Bullard
Mult-Au-Matic and its capacity for maintained pro-
duction at a high rate, we submit data from the shop
records of a prominent user of these machines. On
work in question three machines were engaged—two
on identical first series operations, and the third, with
two operators, on the second or finishing operations.
For purposes of identification and comparison they are,
in the following, indicated by number in the above
order.
In a period of sixteen weeks, including two holidays,
or ninety-four working days totaling a maximum pos-
sibility of 2256 hours on a basis of 24 hours per day—
Number I Mult-Au-Matic was run 1808 hours on
first series operations, with 32 hours required for tool-
setting and repairs. -
Number 2 Mult-Au-Matic was run 2032 hours on
first series operations, with 40 hours credited to tool-
setting and over-hauling.
Number 3 Mult-Au-Matic was operated 1968 hours
on second series operations and required 64 hours for
tool-setting and repairs.
In this time the three machines finished in two
chuckings I 16,734 pieces of a total finished weight of
4,185,600 lbs., removing 950,606 lbs. of chips from
5,136,296 lbs. of rough castings.
An average hourly production of 30.4 pieces was
maintained in the first series operation on machines
Nos. I and 2. Machine No. 3 averaged 53.7 pieces
per hour on the second series operations.
The same machines in a later monthly period aver-
aged in first series operations 33.5 pieces per hour for
machines Nos. I and 2, and 67 pieces per hour on sec-
ond series operations for machine No. 3.
The following monthly period included continuous
operation even on Sundays. The record shows an aver-
age for Nos. I and 2 increased to 36% pieces per hour
on first series operations, and for No. 3 an average
hourly output of 73% pieces on second series opera-
tlonS.
ſ−
DIMENSIONS
Details 8-Inch Machine 12-Inch Machine
Capacity ... . . . . . . . . . . . . . . . . 8 inches diameter. 6 inches in height | 12 inches diameter. 6 inches in height

Movement of Tool Heads....
6 inches vertically. , 3 inches in hori-
zontal or angular directions.
6 inches vertically. 3 inches in hori-
zontal or angular directions.
Projected Floor Space... . . . .
Actual Height from Floor...
Machine only, 67 inches in diameter
128 inches
Machine only, 77 inches in diameter
128 inches
e e s ſº e s s is e e & © a ſº
Weight } N
18,000 pounds
18,200 pounds
22,500 pounds
22,750 pounds
Amanda
Amazon
THE BULLARD MACHINE TOOL CO., BRIDGEPORT, CONN.
713
Cincinnati Planers and Boring Mills
four different patterns — the
standard, medium, heavy, and widened.
Standard Planer
The design of the Cincin-
Principles nati Planer is based on 20 years'
Governing of constant study and extremely
Design varied experience with planer
problems of increased and eco-
nomical production. The three
principal elements in these problems are—to provide
a variation of speed which will make instantly avail-
able the correct cutting speed for all materials and
conditions; to proportion all parts for maximum
power, rigidity and durability; and to arrange all
parts for rapid and easy manipulation.
The greatest possible gain in
planing comes from access to a
change in cutting speeds, and
the range of speeds permitted
by the use of a Cincinnati
Planer provides a correct cut-
ting speed for any material and condition.
All planers from 22" to 56" inclusive are regularly
furnished with a patent “Tu-Speed Drive belted from
countershaft and giving two cutting speeds with a
constant return speed to the table.
When a greater number of speeds are desired in
these sizes, and in all cases for the larger sizes of
planers, Reversible or Non-Reversible motor drive is
furnished where direct current is used, and speed box
drive where alternating current is to be used.
With the non-reversible motor drive, a two to one
variable speed motor is employed, coupled to counter-
shaft on top of planer housing and driving through
belts, giving a variataion in cutting speeds with a con-
stant or variable return speed.
With the reversible motor drive, a direct current
motor is coupled direct to the driving shaft, giving
a variation in cutting speeds with a constant or variable
return speed.
Speed
Variation
" The wide adaptability of the
Sizes and # Cincinnati Planer to all classes :
Types of of work is indicated by the fact
Planers it is built in 16 different sizes
im. between 22" and I2O" and in
Speed box drives are furnished with 4 speeds. The
cutting speeds varying, the return speed being constant-
Plain motor drive may also be furnished, either
Direct Current or Alternating Current being used.
In this case only one cutting and return speed is avail.
able.
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The proper proportioning of
all parts of Cincinnati Planers
Proper for power, rigidity and dura-
Proportions bility has been amply proven by
the many severe service require-
ments which have been success"
fully met.
Some of the features which combine to eliminate
any possibility of springing at any point are the re-
inforced box beds, the unusually thick Double Plate
Box tables, the box section housings firmly secured
to bed, and the extra deep cross-rails. All parts are
made of the best material and those portions of the
machine such as racks, pinions and gears which are
subject to greatest wear are made of steel.
#". In the solution of the prob-
lem of arranging all parts for
rapid and easy manipulation S9
as to help secure economical op-
eration, a number of special fear
tures of construction have been
evolved, which clearly demonstrate the superiority 0
the Cincinnati Planer.
Convenience
in Operation
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-
Reversible Motor Driven Planer
Rapid Power Traverse is furnished to the Rail
Heads on all machines from 28" Standard up excep"
the 30" Medium and on all heads from 72" Hea"
and up. This eliminates the time consumed in mºſ
ing the heads from one position to another. Besides
Rapid Power Traverse, the heads have power fee
in all directions.
On Planers from 36" and up the Down Slides “
hung on ball bearings to facilitate their vertical mov"
ment.
The Power Elevating Device provides a slow speed
for raising and a faster speed for lowering the crº
rail. -
The shifting mechanism is arranged so that it *
be operated from either side of the machine.
CINCINNATI PLANER CO.. CINCINNATI. O.


714
Cincinnati Planers and Boring Mills
ſº- Undue wear of any portion
H Protection of Cincinnati Planers is effec-
i from tively prevented by efficient oil-
Undue Wear ing systems and protection of
i. all parts against dirt and chips
which might cut the running
parts and rapidly wear out the machine.
On all machines from 30" Heavy pattern and above,
the Bed and Table vees are oiled by a system of Forced
ubrication. Oil is pumped into the vees directly un-
der the tool point and is carried over the sliding sur-
face by large oil grooves in the Table Vee.
All shaft bearings are provided with ample lubricat-
ing arrangements, and proper lubrication of loose pul-
leys is assured by a new and improved self-oiling bronze
bushing large enough to hold 6 weeks supply. Patent
º Cups are placed at all important oil hole chan-
nels.
The Double Plate Box Table is constructed so that
the entire bottom side is made solid, this strengthens it
Very materially and prevents chips and dirt from fall-
ing into the ways of the bed. The cam and rollers of
the shifting mechanism are protected from dirt by a
cover which entirely encloses the mechanism. A drip
Pan is also provided to catch the surplus oil, preventing
it from getting on the belts.
Heavy Pattern Planer
--
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Saving of power is assisted
by the Aluminum Quick Re-
verse Pulleys by reason of their
= extreme lightness and small in-
ertia. Actual tests show a re-
------ duction of power by their use
of 25% in reversing; with a 13% increase in strokes
per hour.
Extra capacity of 6" to Io" in planing is provided
eyond the rated capacity of the machine by drilling ex-
tra holes at each corner and by carrying the center Tee
slot the entire length of the table.
Particular attention has been given to arrange all
Parts to safeguard the operator from accidents. To as-
sist this purpose the bed has been cast entirely closed
between the vees, which beside its safety factor, adds
great strength to the bed. A safety locking device pre-
vents the table from starting except at the will of the
operator, and all gears are placed inside of the bed.
Other Features
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Standard Boring Mill
--------------------------------------------------------------------------
-
º
Cincinnati Boring Mills are
Sizes and are made in sizes 42", 48", 5’,
Types of i % 7', ; º 12", 14' and
H Boring Mills i !9. with the extension type
"oring ºn M ills 1n I o'- I 6' and I 4'-2O'
sizes. These machines can be
arranged for either motor or belt drive.
For Motor Drive, a variable speed motor is used
which in connection with the speed box gives a wide
range of speeds. For Belted Drive or constant speed
Motor Drive on smaller machines a cone pulley is
used in connection with the speed box which will give
a variety of speed changes to the table.
A large number of feeds are provided, which can
be changed instantly by means of moving the handle
in the feed box at the side of the Housing. A separate
feed box is attached to each housing, thus giving an
independent feed for each head in all directions, and
eliminating complicated feed arrangements on the back
of the rail.
------- ------------------------------------------------------------------
The bed is of deep box form
throughout. All parts are thor-
oughly ribbed and braced, and
- the entire mechanism of the
ºn mill is supported on the bed.
The table is large in diameter
and supported on a broad bearing near its outer edge.
The main driving gear on 8' mill and above is an in-
ternal spur gear cut from the solid. Smaller sizes
are driven by bevel gear and pinion. The housings
are of massive box form, a wide and long seat in-
suring rigidity under the most severe duty. The cross
rail is of box form and has a deep arch on the back.
The heads have the narrow guide bearing at the bot-
tom of the rail.
Features of
Construction
CINCINNATI PLANER CO.. CINCINNATI. O.


715
Turret Lathes and Screw Machines
The No. 3 Cincinnati Acme
Flat Turret Lathe is shown in
the illustration equipped for
chucking work. Simplicity, ac-
curacy and rigidity are insured
by casting the head solid with
the bed, thereby maintaining constant and perfect
alignment of the spindle with the vees upon which
the turret carriage travels.
Turret Lathes
* ----------------------------------------------------------------------
A - -
No. 3 Cincinnati Acme Universal Flat Turret Lathe
Chucking Equipment
2%" x 26" Cincinnati Acme Flat Turret Lathe
Bar Equipment
The 2 1/4" x 26" Cincinnati Acme Flat Turret
Lathe is shown with Bar Equipment. Taper gibs are
furnished throughout to take up wear. Centralized
Control is one of the important features of this ma-
chine.
18" Cincinnati Acme Turret Lathe, Friction Back Gears
The 18" Cincinnati Acme Turret Lathe, with Fric-
tion Back Gears, is designed especially for rapid pro-
duction. The Spindle is made of High Carbon Ham-
mered Crucible Steel.
------------------------------------------------------------------------
The 1 1/4" x 8" Cincinnat
Acme Screw Machine with
Plain Head has a Turret which
is hexagonal in form and is pro.
vided with six tool holes fitted
with binder bushings; also bolt
holes for securing tools to the faces. Power Feed tº
of the geared type, giving four changes. A geared
Pump delivers an amply supply of oil. -
The 2 1/4" x 11" Cincinnati Acme Screw Machine
with Friction Geared Head is provided with Auto-
matic Indepedent Stops for each turret face. The
abutment for stops can be shifted to allow the turret
a slight movement beyond stops when desired. The
Cut-Off Rest is operated by handwheel and screw,
and has adjustable stops.
Screw
Machines
--------------------------------------------------------------------->
--~~~~ 39.4% º ºn-
14" x 8" Cincinnati Acme Screw Machine. Plain Head
2%" x 11" Cincinnati Acme Screw Machine, Friction
Back Gears
Manufacturing as we do, *
complete line of Turret Lathº
and Screw Machines, places tº
in a position to offer you the
correct size and type of mº"
chine for your requirements.
We also can furnish a complete line of standard toº
accessories, such as Turning Tools, Boring and Poinſ
ing Tools, Recessing Tools, Drill Chucks, Die
Heads, etc.
Special tooling equipments and lay-outs can be fu"
nished on special request, and are made in accordan”
with blue prints and samples of work submitted.
We maintain an expert service department to help
solve your production problems.
Summary
THE ACME MACHINE TOOL CO.
CINCINNATI. OHIO





716
Engine
Lathes
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The Quick Change Type of
Engine Lathe manufactured by
the Greaves-Klusman Company
is built in a variety of sizes as
listed below and arranged either
with 3 step cone double back
gear head, 4 step cone single back gear or geared
Sizes and
Drives
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-
Double Back Geared Head Lathe
head as indicated in the table. These lathes may be
furnished with motor drive either through belt with
motor mounted on an oscillating plate within the
cabinet leg, or through gears with motor mounted on
top and power transmitted through a fabroid pinion.
In either case the motor will be constant speed, di-
rect or alternating current motor operating at 1200
RPM or less. Where a wide range of speeds are re-
quired and direct current is available, a 3:1 variable
Speed motor can be mounted on the headstock frame
geared direct to a large sleeve gear on the spindle.
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Greaves-Klusman Eng in e
Lathes represent the culmina-
tion of twenty years of lathe
building. The superiority of
these lathes are the result of
the simplicity and practicability
of their design, the care and accuracy exhibited in
their construction, the high grade and modern equip-
ment used in their manufacture, the rigid inspection
to which each is subjected, and the intensive and
specialized constant effort toward improving their de-
sign and method of manufacture.
Features of
Construction
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Among the many distinctive features which have
been developed in the Greaves-Klusman Lathes are:
Reinforced Bed—The twisting and bending strains
have been reduced to a minimum by heavy ribbing
which extends the full depth of the bed.
Reinforced Carriage—The carriage has a deep
bridge and large wings with full length bearings on
the bed.
Spindle Center—Back of center line of bed Patent
Tailstock—Extension type which provides the neces-
sary clearance for the carriage bridge in turning short
work, and also permits the swiveling of the compound
rest 90 degrees.
Apron–Box type, providing outboard support for
all studs.
Gear Arrangement—One lever performs the func-
tions of engaging the friction clutch and selecting the
speed.
Tumbler Self-Locking Device for Reversing Lead
Screw—The reverse tumbler on the headstock used for
reversing the lead screw is provided with an eccentric
lock, which makes it impossible for the tumbler to
throw out when thread cutting.
Spindle—The spindle is turned from solid, high car-
bon spindle steel.
Alignment—The alignment of our lathes is given
special attention in our erecting department and tested
out under actual working conditions in the final inspec-
tion department. The cross feed alignment is taken
from the large face plate which has been finished in
position. The longitudinal alignment is determined by
turning a long cast iron cylinder held by an adaptor
on the spindle nose, both end diamaters must measure
exactly the same.
Geared Head Lathe
TABLE OF SIZES AND DIMENSIONS.
Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14"x6" 16 "x6" 1s"x6" 20*.xs’ 24"x8" 24"x10' 30"x10'
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy Heavy Heavy Heavy Medium Heavy Heavy
- 4 Cone SBG | 4 Cone SBG | 4 Cone SBG
Types of Head furnished. . . . . . . . | 3 Cone DB G|| 3 Cone DBG Cone DB G | 3 Cone SBG | 3 Cone DBG | 3 Cone DBG | 3 Cone DBG
Geared Geared Geared Geared Geared Geared Geared
Length of Bed. . . . . . . . . . . . . . . . . . . . 6'434 " 6'7" 6'7" S’10” s’ 10” 10’s” 10’s.”
Swing over Ways. . . . . . . . . . . . . . . . . 1612." 18% " 20% " 22% " 25% " 2732 ° 33%"
Swing over Carriage. . . . . . . . . . . . . . . 105's " 13% " 1534. " 1434. " 1714. " 1734 " 23 12"
akes between Centers. . . . . . . . . . . . 3734 " 36" 31 * 3'10" 3’ 10” 4’ 10” 4’ 10”
Front Sp. Bg. D-L– Cone head . . . . . 25g "x334" 2 * "X4%” 3%"x5%" 414 "x6%" 494 "x6%" 4% "x8" 4% "x8"
Gear Head . . . . . 2% "x4% " 3}4"x4% " 3%"x5%." 434 "x6%" 494 "x6%" 4 * *xs" 4 **x8"
Rear Sp. Bg. D-L Cone Head . . . . 1 * "X2% " 2%"x334 " 2% "x4% " 314 "x4 %" 334 "x4 %" 334 "x5% " 334 "x5% "
- Gear Head . . . . 1 ºf "x3%" 2%"x334 " 2% "x5 tº " 394 "x4 %" 394 "x4%" 334 "x5% " 334 "x5% "
Hole through Spindle. . . . . 134 " 1% " 1};" 1 * * 1 * * 2% " 2}s."
Taper of Centers—Morse. . . . . . . - - No. 3 No. 4 No. 4 No. 5 No. 5 No. 5 No. 5
Spindle Nose D-L. . . . . . . . . . . . . . . . . 214 *x1 1/3 " *x114, * * - 1- ºr 3 * x1 14, ". 3"x1 14, ". --- º *x2 1/3 "
Spindle Nose Thread—U. S. S. . . . . . !4. 6 % 3 !” 3 sº 3 sº !” 4 *** 4. ***
idth Belt—S B G . . . . . . . . . . . . . . . 2% " 234 * 394 "
R —D B G . . . . . . . . . . . . . . . 234. " 3 * 3%" 4% " 4% " 5 * 5 *
#. of Threads. . . . . . . . . . . . . . . . . 2-56 2-56 2-56 -5 1-56 %-28 32-2S
ange of Feeds. . . . . . . . . . . . . . . . . . . . 0.061- 187 . 0.061-187 . 0.061–. 1 S7 . 00:33-185 . 00:33-185 . 0.042-222 .0042-222
Qompound Rest–Travel. . . . . . . . . . 21: ". 4 * 4” 3's " 63% " ... Sº, " 8% "
Weight–Crated—Cone Head. . . . . . . 1800 2400 3000 5600 5850 . 97.00 tº 10500
W. Gear Head . . . . . . . 2000 2550 3400 6100 6350 - 10450 11:250
eight Bed per extra foot . . . . . . . 9 110 130 200 200 3.25 3.25
GREAVES-KLUSMAN TOOL CO.
CINCINNATI. OHIO


717
McCabe
Lathes
Front View of McCabe “All-in-One” Lathe
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If you have believed that the
maximum in Lathe-building has
been achieved, one look at the
New McCabe “All-in-One”
Lathe will convince you that it
has been outdone.
Beginning on the new idea of a Lathe-bed, there has
been built a Lathe on a firm foundation of realities.
The McCabe idea of concentrating “extra” Lathe
capacity in one Machine is again incorporated in the
most modern of Tools—the Lathe of all capacity, feeds
and speeds, for every purpose.
And let this one thought “sink in"—when you are
buying this Lathe, you are not buying an “experi-
mental” machine. You are buying a Lathe of proved
quality—proved ability—built by Manufacturers of
Lathes, turning out Lathes only, for over a quarter
of a century.
After years of reasearch, experimenting and the
most rigorous tests, we have step by step developed
this “unlimited range” in McCabe's Latest Patented
Machine,—a phenomenal achievement in engineering
Lathe design and construction.
There is no Lathe built you know less about—there
is no Lathe built you should know more about—than
the McCabe “All-in-One” Machine.
Not so much because it is “different” but because it
is “better,” for not in any way has any Lathe ever
been built to compare with it—
Purpose of the
McCabe “All-in-
One” Lathe
-----------------------------------------------------------------------
For the big crowded Shipbuilding Plant where space
is costly and High-speed production is important—
For the small Ship Repair Yard where a limited
equipment of Tools, and one Lathe must handle every-
thing.
You cannot see its big possibilities, without seeing
the Lathe.
": Among the many excellent
and distinctive features of the
McCabe “All-in-One” Lathe
- the following are briefly de-
m scribed as of particular im-
portance and showing its prin-
cipal advantages of design and construction.
A Sliding set-over Headstock is placed on a cross-
slide, so as to increase the swing as desired from 24-in.
to 40-in. 24-in. Double Back-geared Swing (Ratio 13
to 1) is obtained when the Head is brought forward
to the front of the Lathe. 40-in. Triple-geared Swing
(Ratio 1 56 to I) is obtained when the Head is set
over to accommodate the large Internal Geared Face-
plate being put on, as the Vee on the back of the bed
is dropped below the usual elevation in Lathe Con-
struction.
A Full Swing over the Carriage can be secured the
same as the full swing over the bed by quickly remov-
ing half of back end of carriage. The McCabe is the
only Lathe ever built with this distinctive feature.
Features of
Construction
J. J. McCABE LATHE & MACHINERY CORP.
149 BROADWAY, NEW YORK. N. Y.

718
McCabe Lathes
|
º
-
º
Rear View of McCabe “All-in-One” Lathe with Dropped Vee on Back of Bed Which Allows Work Up to 40 in. Swing
Being Handled. Back Part of Carriage Shown Can Be Quickly Removed So as to Swing Work
Full Diameter Between Centers.
A Selective Geared Head of massive design is fur-
nished with 12 spindle speeds, arranged in progression
from 184.2 to 1.6 r. p. m., changeable instantly by
levers so as to cover all proper cutting speeds, when
driving from line-shaft or constant-speed motor. This
eliminates the necessity of any expensive variable-speed
motors. Any lathe can be operated by either belt or
motor if desired by simply removing the single pulley
and substituting chain and gear so as to drive into the
pulley on the shaft of the motor mounted directly on
the Headstock of the Lathe. No special Headstocks
for motor-drive are therefore required.
The Carriage is of improved simple construction,
with double-plate apron entirely self-contained, and
supported on the front of the bed, instead of being
carried by the Vees in the usual manner. Actual tests
show that all gears can be taken from the apron in
3 minutes without the necessity of removing the Lead-
Screw.
Bed—In designing this new style of Bed, a marked
departure has been made from the established practice
in Lathe-design. The Bed is extra wide, and of deep
rigid construction, extending to the floor with a dropped
Vee in the rear, which permits increasing the swing
from 24-in. to 40-in. when the Headstock is set over.
A Bed of any required length can be furnished.
The Spindle is double-nosed and usually large in
diameter. The Nose is left blank, extending beyond
the thread; thus the bearing surface that carries the
strain of the Face-plate and work is at each side of
the center threaded part, which is merely for the pur-
pose of screwing the Face-plate on or off. This in-
sures perfect alignment and great ridigity.
The Bevel-gear drive is furnished with Sliding
Change gears for feeds, making it unnecessary to re-
move a single gear—a big improvement over the odi-
nary Spur-gear drive which necessitates adding on
gears to get different feeds.
The Quick-change Gear Box is compactly mounted
in the bed under the Headstock with operating levers
convenient to the operator. An unusually wide range
of Thread-cutting and feeds is obtainable. The mech-
anism also permits the insertion of Special Change-
gears whenever required to cut special threads.
The Tailstock is of massive design, having a long
bearing on the shears with Clamps of new design, and
with toggle arrangement, operated by a half turn
of eccentric-shaft to give a positive lock.
The production of a lathe of this type far exceeds
that of a Lathe of the ordinary style, for the limita-
tions of a regular lathe of one size are overcome by
this New McCabe unlimited capacity “All-in-one”
Machine.
J. J. McCABE LATHE & MACHINERY CORP.
149 BROADWAY. NEW YORK. N. Y.


719
Morton Planers, Shapers and Keyway Cutters
> Morton Keyway Cutting
Keyway Machines are adaptable to such
Cutting jobs as cutting keyways in
Machines wheel centers, eccentrics, ec-
centric arms, piston rods, cross-
- heads, motion work arms, ports
in valve chamber bushings and many other similar jobs.
These machines are built for 18, 24, 30 and 48 inch
stroke.
Keyway Cutting Machine
Strength, rigidity, durability,
convenience and simplicity are
the standards which govern the
design and construction of the
Morton Keyway Cutting Ma-
chine. All parts are designed
with reference to the large stresses to which a machine
of this class will necessarily be subjected.
All sliding bearings are eliminated, the table being
bolted rigidly to the column. This arrangement elim-
inates the wear which is caused by the strain of heavy
work and excessive cuts on a sliding bearing.
The Cutter Bar Backing is continuous the entire
length of the stroke, and is provided with a feeding
and relieving mechanism, and the cutter bar is sup-
ported throughout the entire length of the cut. The
backing mechanism is adjustable vertically on the post
to meet the varying requirements.
The Extension Bearing may be removed and the
regular top gauge plate used, and the machine can be
operated on small work.
A Reverse Lever for short stroking is placed on the
operating side.
Distinctive
Features
All work is always centered
by the Bore, which is the only
accurate method.
Until the cutter is operating
the full length the Reverse
Lever for short stroking is par-
ticularly advantageous in entering the cut.
Feeding and relieving are automatic, resulting in
unexcelled ease of operation.
Moving the work for adjusting or feeding is un-
Operating
Advantages
necessary, because of the rigidly bolted table and elim-
ination of sliding bearings.
Small work is quickly secured by the Rapid Binding
Attachment.
Large work weighing 10 tons or more is operated
as easily as small work, as the cutter is fed and ad-
justed to the work and the heavy weight and table do
not move.
The machine may be set to cut a keyway of a given
width, depth and taper before placing the work on the
table, without the use of a rule or other measuring
device.
The machine is fully equipped for general work, is
accurate, efficient and economical to operate, and the
cutters are easily made.
-----------------------------------------------------------------------
The Morton Draw Cut
Draw Cut | Shaper is particularly. well
= Sl adapted to handle such jobs as
haper foundation chocks, bearing
* pads, general bearing work,
rod brasses, eccentrics and
straps, crosshead shoes, slide valves and valve strips,
crosshead main rod keys and key blocks, frame keys,
and other jobs within a range of the stroke limit of the
machine. These machines are built for 30, 36 and 48
inch stroke, for electric or belt drive and are furnished
with a crane serving 12 feet diameter of floor space.
*m. The draw cut principle,
which has been fully demon-
strated to be the proper prin-
ciple on which to construct
shapers, proves-its-value where
heavy cuts or delicate, accurate
finishing cuts are desired. The thrust of the cut is
transferred through the back bearing directly to the
face of the column, eliminating the strains on the rail
and other bearings in heavy cutting. A tensile strain
is exerted in the ram, thereby eliminating vibrations,
as the heavier the cut, the less tendency to vibrate.
Advantage
of Draw Cut
---------------------------------------------------------------------
New Type Heavy Duty Draw Cut Shaper
MORTON MANUFACTURING CO.
MUSKEGON HEIGHTS. MICH.


720
Morton Planers, Shapers and Keyway Cutters
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-
The column is a box section
Distinctive casting having square rail
i bearings. All running bearings
Features i are fitted to carefully bored
holes and are bolted, insuring
perfect alignment and rigidity.
The ram, of high grade steel casting, has a bearing
surface on all four sides throughout the entire length
of the column and has provision for compensating wear
on side and top.
The head, of steel throughout, is provided with spe-
cial adjustable clamps to prevent the slide and base
from springing open. A clamp device on the tool
lock permits the tool to be set at any desired angle.
The knee is of special design to enable the work to
be secured and squared in both directions.
The table is particularly large and of special con-
struction to permit securing and quick removal or po-
sitioning.
The vise is so designed as to overcome the tendency
of the work to raise or buckle on the parallels and is
strongly constructed of a special metal.
The adjustable back bearing transfers the thrust of
the cut directly against the column of the machine and
by forming a stop for the work makes it unnecessary
to clamp the work so firmly as to spring it.
The clutches are of new design. The friction sur-
faces being made of flat revolving discs, eliminate the
delays and repairs caused by the use of close fitting
periphery surfaces which readily lose their size. A
clutch is provided for stopping and starting the ma-
chine independent of the main drive.
The stroke is adjusted by tappets on a circular disk
and adjustments can be made while the machine is in
motion. It can be reversed by a lever at the will of
the operator. The adjustments are so perfect that the
machine will take a cut and reverse close to a line.
The power traverse provides either vertical or hori-
72" Traveling Head Planer
84" Traveling Head Planer Machining a Large Marine
Engine Bed
zontal adjustment and is arranged for quick engaging
and disengaging by a single lever. This feature ef-
fects a great saving of time as it only requires 30 sec-
onds to move the apron the full width of the crossrail
and 40 seconds to raise or lower the crossrail.
The friction feed is of a special new construction
with large friction surface, wide range and rapid ad-
justment, any desired feed may be obtained from
1/32 to 5% inch horizontally and 1/32 to 5/16 inch
vertically. The feed screws are all of the acme thread,
correctly cut and coarse pitch.
The main driving pinion and clutches are run in oil
to insure proper lubrication.
A regular two speed belt drive countershaft is fur-
nished unless electric drive is specified. Two cutting
speeds are obtained by the use of an additional loose
pulley, employing two belts from the line shaft.
We are prepared to furnish an electric drive using
a 2 to I variable speed motor.
#". The Morton Draw Cut
Traveling Head Planer is prac-
tically a large size shaper hav-
ing the advantages of the Mor-
ton distinctive draw cut and
the same general excellence of
distinctive features of design and construction.
It is particularly adapted to heavy or medium work
and may be used for boring, planing, milling, slotting
and many other operations, saving resetting and is easily
changed for any operation.
These machines are built in the following sizes:
6o inch stroke machine with 5 ft. vertical feed, 9 ft.
horizontal feed; 72 inch stroke machine with 8 ft. ver-
tical feed, Io ft. horizontal feed; 84 inch stroke ma-
chine with Io ft. vertical feed, 12 ft. horizontal feed,
and larger machines can be finished with increased
stroke, height and length of bed. 84 inch stroke Trav-
eling head Planer, having Io feet of vertical movement
and 19 feet of horizontal movement, machining a
large marine engine bed. It machines all frame pads,
pillow block cap fits, and bores and faces the main
journals, using a special right angle boring attach-
ment; the work being accomplished at one setting of
the casting.
Traveling
Head Planer
MORTON MANUFACTURING CO.
MUSKEGON HEIGHTS. MICH.


721
Horizontal Boring Mills
No. 5-A Horizontal Boring, Milling. Drilling and Tapping Machine
--------------------------------------------------------------------------
The best known methods of
For Rapid modern machine tool practice,
i Production and combined with several distinc-
= Precision tive improvements and an un-
-
nº usual simplicity and accessibility
of all parts, characterize the
Defiance Horizontal Boring, Milling, Drilling and
Tapping Machines. These machines can be furnished
in three sizes, as shown in the accompanying table of
specifications, for belt or motor drive. The No. 5-A
and No. 6 are illustrated herewith. The No. 5, which
is not illustrated, is very similar to the No. 5-A, the
chief difference being that the No. 5 is not equipped
with outboard bearing. Various attachments, such as
vertical milling attachments, auxiliary tables, boring
bars, circular swiveling table, face milling cutters, etc.”
can also be supplied if desired.
—"
TABLE OF SPECIFICATIONS
Morse taper in spindle. . . . . . . . . . . . . No. 5 No. 5A No. º,
Diameter of spindle. . . . . . . . . . . . . . . . 3 * 3 * 4%
Travel of spindle. ... . . . . . . . . . . . . . . 24” 24" 32.2,
Vertical adjustment of spindle head. . 2434 " 29* 36%
Number of speed changes. . . . . . . . . . . 10 10 10 7
Range of speeds, R. P. M. . . . . . . . . . . 15-336 15-336 || 7%-15
Number of speed changes for spindle,
head, saddle or platen. . . . . . . . . . . 12 12...,
working surface of platen... . . . . . . . . 24'x48" | 24'x 60" | 36.3%
Crossfeed to platen.... . . . . . . . . . . . . 40” 60 * 64 -
Longitudinal adjustment of saddle. . . . .36% 36” 48
Horsepower required. . . . . . . . . . . . . . . 7% 7% 10 6*
Floor space occupied. . . . . . . . . . . . . . . 108"x156”,149 "x156”,160 º
Shipping Weight—Pounds. . . . . . . . . . 12,900 15,875 26,00
No. 6 Horizontal Boring, Milling, Drilling and Tapping Machine
THE DEFIANCE MACHINE WORKS: DEFIANCE.
OHIO


722
Drilling Machines
-
-
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Multiple Spindle
The Defiance Multiple
Spindle Drilling Machine is
i Drilling H equipped with a group of spin-
H Machines i dles with fixed centers arranged
in a straight line or in a cluster,
or with a group of universally
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adjustable spindles arranged in a straight line, a rec-
tangular or circular cluster. This machine
has many distinctive features to meet the ex-
tensive requirements of a production ma-
chine for multiple drilling operations.
The Defiance In-
-
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Independent dependent Feed Rail
I Feed Rail Drill, as shown in
H Drill # the accompanying
=
illustration and cov-
ered in the first col-
umn of the specification table shown below,
will serve efficiently wherever the work in-
cludes heavy gang drilling or heavy jigged
drilling such as on ship's strakes, bulkhead
Plates, etc. When used on jigged work,
the compactness of this drill enables one
operator to keep a greater number of spin-
dles—either singly or in groups—contin-
ually in operation and, as a result, the op-
erator is kept constantly reloading the jigs
while a group of drills is kept constantly producing.
. Only the most modern methods of machine tool prac-
tice are incorporated in the design and construction of
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SPECIFICATION TABLE DRILLING MA-
CHINES WITH PLAIN TABLE
Mult. Ind. No. 2 | No. 3 | No. 3 | No. 4
Machine Spindle Feed 24” 24” 36” 36”
9apacity in solid steel...... 8% hole 2” o ºr 3” º 4”
ngth of power feed... . . . . ** 12" 16” 16” 16” 18"
orse Taper in spindle.... . . . No. 3 | No. 5 | No. 4 || No. 5 | No. 5 | No. 6
orking surface of plain
V "able.................. 20x36 20x98 || 20x20 20x22 24x26 30x30
}ººl adjustment to table | 12 12 13 15 15 15
°ºd changes—number..... varible .3 4. 4. 4. 4
S -- range. . . . . . . vari"ble 006-14007-046007-046|007-046007-046
pindle Speeds—number.... 6
H - -- range. . . . . . 110-334|| 25-186 51–408. 51–408. 51–408 25-204
#ºpºwer required. . . . . . . 7% 10 7% 15
loor Space. . . . . . . . . . . . . . . 43x36 56x44 33x81 42x86 42x86 42x86
ce
Shipping weight Pounds. . 14,880 4,550 6,150 8.155 10,000
No. 4–36" Machine (Compound Table). No. 3–36" Machine (Com.
No. 2–24” Heavy Service Drilling Machines
pound Table).
No. 23 Rail Drill with Four Independent Feed Heads
this machine. The speed mechanism, feed mechanism,
and each spindle head are of unit construction, and each
unit is readily accessible without disturbing mechanism
other than that contained in itself.
" "," The Defiance Heavy Service
Drilling Machines are built in
four sizes as listed in the speci-
fications in opposite column and
have capacities, with a large
factor of safety, for driving 2",
3" 4" high speed drills in solid steel.
These machines have been designed to give constant
service without the constant care usually given drilling
machines, having embodied in them several features
which make them very rigid and efficient tools. The
special features of construction include continuous grav-
ity oiling system, hardened gear cones for varying
spindle speeds, large thrust bearing for helical
gears used to drive the spindle, Hyatt roller
bearings on all drive bearings, and S. K. F.
thrust bearing taking the spindle thrust.
The Compound Table is not an attach-
ment to the regular table furnished but may
be furnished with all of these Heavy Serv-
ice Drilling Machines. When the com-
pound table is furnished it is necessary to
use a higher column, in order to give the
same maximum distance from nose of spin-
dle to table as on the plain machine. The
dimensions of the four sizes are given in
the table below.
Heavy Service
Drilling
Machines
----------------------------------------------------------------------
DIMENSIONS OF DRILLING MA-
CHINES WITH COMPOUND TABLE
Machine No. 3-24"|No. 3-36"|No. 4-36"
Height of Machine. . . . . . . . . 9x8.54 * 9x8.54 * | 11x154*
Working Surface... . . . . . . . . . 17.3%x35 36.4% 20x48
Longitudinal adjustment ... iš: 28* 28*
Crosswise adjustment. . . . . . 9* 14* 14*
Floor space. . . . . . . . . . . . . . . 60x92 80x96 80x109
Shipping Weight—Pounds. | 7,660 9,220 11,500
THE DEFIANCE MACHINE
WORKS: DEFIANCE. OHIO














723
Wall Radial Drills
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The Lynd-
Farquhar New
Wall Radial Drill
----------------------------------------------------------------------
-------------------------------------
The Lynd-Farquhar New
Wall Radial Drill is built in
four sizes as shown on the fol-
lowing page, for drills up to
2% inches in diameter.
For belt drive a self oiling
countershaft with tight and loose pulleys 18" diameter
and 4%" face to operate at 35o R. P. M. is furnished
The cone pulleys
as part of the standard equipment.
on the countershaft and machine are 4" face and II",
13" and 17" diameter. A wall bracket at the top of
the machine with bevel gear housing can be located
at three positions for convenience in connecting belt
drive from the countershaft.
For motor drive a 3 to 5 HP Variable Speed
Motor may be used, mounted on a special bracket
which is substituted for the bracket carrying the bevel
gear housing.
This drill is a real machine tool, carefully designed,
and made of the best materials and workmanship
throughout, particular attention being given to locating
the entire drill within easy reach of the operator.
---
* * *
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The Arm is of extra heavy channels amply sup-
ported at the outer end. Tie bar lugs are provided
at this end to receive tie bar when desired for extra
heavy drilling, and an eccentric wheel on the under
side of the arm keeps the carriage in proper adjust-
ment along the channels.
The Head is exceedingly rigid, and mounted on four
flanged wheels fitted with roller bearings, and the
clamping bar is conveniently located. The Wall
Bracket is heavily ribbed and where bolted to the wall
is 10" wide, and 6 ft. Io9'4" high.
The Geared Power Feed permits two changes, .015
and .025 per spindle revolution, which can be made
during operation. An automatic release at the end
of the 7" spindle traverse prevents damage to the feed
gears. The Hand Lever Feed has removable handle
and is nicely counterbalanced by adjustable weight for
light drilling and countersinking.
The Spindle is of high carbon steel and runs in
long removable bronze bushings within a steel sleeve.
It has No. 4 Morse Taper hole and is fitted with high
grade heavy duty ball thrust bearing.
LYND-FARQUHAR CO., BOSTON, MASS.











724
Wall Radial Drills
— 404–
*–
LYND-FARQUBAR CO., BOSTON, MASS.
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SIZE H)rills to Traverse of Bracket to End Wall to | Bracket to End Center of Bracket | Weight | Weight Weight Feet
- Center of Head of Channel End of Arm of Arnn Center of Spindle : Lhs. Lbs. lbs. Boxed
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7 it 14 ft Circle 5 ft - 134 in 9 ft - I in IO ft - 4 in 9 ft - 4 in 7 ft - 3% in 358o 358o 4080" 176
9 ft. 18 ft Circle 7 ft - 134 in 11 ft - I in 12 ft - 4 in 11 ft - 4 in 9 ft - 3% in 3483 37 o' 4310 2O9.
II ft. 22 ft Circle 9 ft - 134 in 13 ft - I in 14 ft - 4 in 13 ft - 4 in 11 ft - 3% in 3615 38% 457O || 242
I 3 it. 26 ft Circle 1 1 ft - 134 in 15 ft - I in 16 # - in is ft - 4 in 13 ft - 3% in 3750, 4025 485C 275



725
Drilling and Boring Machines
Horizontal Drilling and Boring Machine
----------------- --------------------- 11-1-1-1-1-1-1-1-1-
The P & H Horizontal
Drilling and Boring Machines,
as illustrated above, are
specially well adapted to an ex-
tremely wide scope of work, and
will drill, bore, ream, or tap
large or small holes with equal facility. They are par-
ticularly adapted to the machining of bulky pieces,
permitting ease of handling without sacrifice of ac-
curacy.
These machines are built for motor drive in a
variety of sizes and in two types, the two column
type, designed for a two point support; and the self-
contained type, either stationary or portable. The
motors are all direct connected and of variable speed,
and are readily reversible for tapping purposes.
The compactness of design, the ease of operation,
and the versatility of performance of the P & H Hori-
zontal Drilling and Boring Machine make it indispen-
sable equipment in the modern shipyard machine shop.
The mechanism consists essentially of a vertical column,
a saddle enclosing the operating parts which move ver-
tically upon this column, and a work table upon which
the piece to be worked is “spotted”. Among the many
distinctive features of the machine are the detached
work table moving on a standard gauge track, to per-
mit being taken to any part of the plant, operation
over a wide surface of the piece to be machined by
means of the horizontal movement of the work table;
drilling, tapping, and facing without changing the
spindle setting by simply changing fittings in the spin-
dle; the centralization of all controlling and operating
Horizontal
Drilling and
Boring Machines
-------------------------------------------------------------------------
parts on the saddle for convenience of the operator;
and an exceptionally wide range of activity and flexi-
bility provided by the use of accessories such as turn
table, offset drill arm, and facing head which may be
furnished.
The P & H Heavy Duty
Vertical Drill, illustrated be-
low, is of particularly heavy
and rigid construction for se-
Heavy Duty
Vertical Drill
vere service. It will operate a
3 1/2” high speed drill through
solid steel and is arranged for nine spindle speeds and
six feed changes. The construction of this machine is
of the highest grade throughout and like all other P
& H products is of the best materials and workmanship.
!
-
º
-
-
Heavy Duty Vertical Drill
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The Pawling and Harnisch-
feger Company can also furnish
other machine tools adaptable
for use in shipyard machine
shops such as radial wall drills,
wall cranes and jib cranes.
The Radial Wall Drill is made covering 71 square
feet of surface area, to operate at variable spindle
speeds from 90 to 270 RPM with No. 4 Morse Taper
and a spindle feed of 15". This drill has a boom
swing of 180 degrees and a 5 HP. driving motor.
A Centering Machine is made for accurate and rapid
drilling, countersinking and centering of shafting. This
machine is furnished for various capacities.
Other Products
PAWLING & HARNISCHFEGER CO. MILWAUKEE. WIS.
For list of branch offices, see page 791.


726
Safety Set Screws—Socket Head Cap Screws
Allen Safety Set Screws are
over 30 per cent stronger than
broached hollow screws—the
only other kind made. The
deep hexagon holes are clean
and perfectly formed down to
the bottom, giving greater leverage and leaving plenty
ºf metal for the necessary strength at the point. The
'Allen” has accurate die cut threads made to standard
Safety Set
Screws
Tºuntinuununun
Allen Safety Set Screws
gages and is perfect in lead. The product is heat-
treated in the most scientific manner, to obtain uniform
hardness. The U. S. Government, leading manu-
facturers and machine tool builders are using these set
Screws in preference to ordinary broached screws.
We make Allen Safety Set Screws in all sizes from
1/4 inch to 1 1/2 inch in diameter and up to 6 inches
in length. Any style of point or thread at no extra
Allen Socket Head Cap Screw
cost. A necessary number of our special wrenches will
be furnished with every 100 screws.
Short lengths—We make a specialty of short length
Screws. The patented Allen process makes possible a
hollow screw much shorter than its diameter.
------------- ---------------------------------------------|--|--|--|--
The Allen Cap Screws elim-
inate all troubles due to slotted
heads. They can be set up fully
as hard as the ordinary cap
screws, and are much more con-
venient in close corners where
there is not room to apply an “S” wrench.
Our screws are all threaded accurately to standard
gages and are perfect in lead. The heads are abso-
lutely true with the body of the screw, thus saving
the bother and expense of grinding off the sides to
make them fit the counterbore, which is often neces-
sary with the slotted cap screws.
Socket Head
Cap Screws
it witutiºn
---
Tap Extensions
Allen Socket Cap Screws can be set up as hard and
as often as you want without marring the heads, there-
by greatly improving the appearance of the machine.
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The Allen Tap Extension
sets consist of three pieces, 2
inches, 4 inches, and 6 inches
long, and may be used on all
standard taps from 1/4 inch
to I inch. The shortest exten-
sion adds 1 1/2 inches to the effective length of the
shank, while the three together give six different
lengths ranging up to II inches.
Tap Extensions
------------------------------------------------------------------------
Types of Allen Safety Set Screws
Round Point Cone Point Cup Point
Flat Point Dog Point Half Dog
Point
DATA TABLE –ALLEN SAFETY SET SCREWS AND SOCKET HEAD CAP SCREWS
* | * | * | * . . . . . . .
* | * * . . . . . . . . . . . . . .
Piameter inches.... . . . . . . . . . . . . . . .
THREADS FOR SAFETY SET SCREWS AND CAP SCREWS
U.S.S. or V. Threads, per inch. . . . . . . 20 1s 16 || 14 12–13 12 || 11 || 11 || 10 || 10 9 9 S 7 7 6 || 6
S. A. E. Threads, per inch. . . . . . . . . . 2S 24 24 20 20 1S 1S 16 16 14 14 12 12 12 12
Whitworth threads per inch. . . . . . . . 20 || 1s 16 || 14 | 12 | 12 || 11 || 11 || 10 10 9 9 s 7 7 6 6
FOR SAFETY SET SCREWS
Nº. of hexagon mole, inches. . . . . . . . . !'s % * 34 }4 % % % % % % % * % 34 %
renches free, her 100 screws. . . . . . . S S 8 || 8 S S S s s S S 4. 4 4. 4. 4. 4.
DIMENSIONS OF CAP SCREWS
Diameter of head, inches. ...Tº fg % % % % % . . . . . 1 . . . . . 1% . . . . . 1% . . . . . . . . . . . . . . . . . . . . . . .
9val head, length of side finches. . . . º. *: # *: º # # 1. . . . . 4}} | . . . . . # . . . . . * . . . . . . . . . . . . . . . . . . . . . . .
ngth of flat head, inches. . . . . . . . . . % % % % % % % . . . . . % . . . . . % . . . . . 1 . . . . . . . . . . . . . . . . . . . . . . .
ize of hexagon hole, inches. . . . . . . . . 5 * % % % % % . . . . . % . . . . . % . . . . . % - . . . . . . . . . . . . . . . . . . . .
renches free, per 100 screws. . . . . . . 4. 4. 4 4. 4. 4. 4 . . . . . 4 . . . . . 4 . . . . . 4 . . . . . . . . . . . . . . . . . . . . . . .
THE ALLEN MANUFACTURING CO.
- HARTFORD, CONN.





727
Portable Electric Machine Tools
assºlº
Mººns tº
ºn
Heavy Duty Ball Bearing Grinder
Grinders for mounting on
Floor floor, bench, portable truck, Ol'
- machine tools of various types
Grinders I can be furnished for alternating
or direct current and with va-
rious sized wheels,
The Heavy Duty Ball Bearing Grinder shown above
is made in 5 and io H. P. sizes and is of particularly
sturdy construction for use
where power and dependa-
bility are essential. The
No. 4 Floor Grinder illus-
trated is made in four
sizes, Ø to 3 H. P. The
No. 2 Parallel Grinder
shown is made in 4 sizes,
% to 3 H. P., and is adapt-
ed for all kinds of surface
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No. 4 Floor Grinder Tool Post Grinder
grinding, being designed to be attached to the tool
post of a lathe, the vise of a milling machine or the
head of a shaper,
planer, or boring
mill. A lighter Tool
Post Grinder is also
made, as shown, in
% and 94 H. P.
sizes for operation
in any position and
particularly useful
in grinding dies,
rolls, holes of col-
lars, reamers and
cutters, etc. Bench
No. 2 Parallel Grinder
Grinders are also made in a number of sizes for mount-
ing on a bench or portable base. Full details of con-
struction and sizes are described in catalogs which will
be sent on request.
- Portable Grinders are also
= Portable i made in Io models and in 3
- = sizes I - - - di-
Grinders = s, 4 to I H. P. for both
rect and alternating current.
These grinders are of excellent
construction throughout and the
number of sizes and types available enables us to meet
any requirement of service.
Portable Grinder
with Top Handle
Portable Grinder
with End Handle
--------------------------------------------------------------------------
Drills and
Reamers
Ball Bearing Hand and
Breast Drills can be furnished
in a wide variety of styles, and
for direct current for capacities
up to 1%.", alternating current
for capacities up to 154", and
with universal motor for operation on either direct cur-
rent or single phase alternating current of the same
voltage for capacities up to 5%". Bench Drilling
Stands and Universal Portable Radial Drills can also
be furnished.
----------- -----------------------------------------------------------
Ball-Bearing
Hand Drill
Heavy Duty
Drill and
Reamer
Many other types of Portable
Other Electric Tools are made, such aS
Products Univers a 1 Screw Drivers,
Buffers and Buffing Lathes,
Reamers, etc.
THE HISEY-WOLF MACHINE CO.
CINCINNATI, OHIO







728
Tool Re-Manufacturing
Every urgency of present day
ship production and every call
for the more expeditious de-
velopment of raw materials is
a summons to make your tool
equipment more use ful and
"ºutnutumunununununununununun
Tool
Re-Manufacturing
"ºuntinuinumumumumum,
more enduring.
To be most useful, that equipment must always be
kept in perfect working condition, ready for any emer-
gency. To endure, it must have built into it rugged,
Wear resisting qualities that will withstand modern
forcing.
Bridge Reamers Are Completely Re-Manufactured Without
Annealing. Machine Reamers Are Restored
to Original Sizes
Rivet Sets Are Annealed and Turned to Shapes and Sizes
Required and Re-hardened at a Fraction of
the Original Cost
Tools that have been “through the mill” and have
proved their quality by remaining intact should not
be discarded when undersize or badly worn, but should
be considered as far more valuable than new tools, be-
cause they will again prove equal to the test if Re-
Manufactured.
The discarding of cutting tools of proved quali-
ties is the one costly leak that shipbuilders can effec-
tually caulk through Re-Manufacture.
High Speed Drills, Reamers, Milling Cutters, in
fact all metal cutting tools can now be made to pro-
duce greater results than ever before, to illustrate:
A large Michigan Shipyard reamed 585 holes with a
Re-Manufactured Reamer as compared with 200 holes,
the best results obtained from a new reamer. That
is increasing tool efficiency.
It is a fact that High Speed Tools are harder and
more durable after being Re-Manufactured for the
reason that all scale, resulting from hardening, is re-
moved in grinding new contours from the heart of
the steel.
Repeated tests have demonstrated that Re-Manu-
factured tools are all that we guarantee them to be—
“The equal of new tools in accuracy, working quali-
ties and durability at a fraction of the cost.”
Trial orders are solicited at our risk.
Thousands of Large Diameter Saws Are Being Scrapped
on Account of Slight Fractures. By Using the Centers
of Such Saws Instead of Buying New Saws of
Smaller Diameters a Great Saving Is Effected
*.
º
-
A Sharp Properly Gummed Milling Cutter Will Produce More Than a Dozen Dull Cutters. Delay in Re-Manufacturing
Necessitates Haste in Buying.
Consider Well the Fact That It Takes Re-Manufactured Cutters
to Trim Production Costs
THE GRINDING PROCESS TOOL CO.
818-820 WEST WARREN AWE., DETROIT, MICH.







729
Niles-Bement-Pond Machine Tools
Machine Tools Special to
Shipbuilding and Marine En-
gine Shops
Railroad Car and Locomotive
Shops.
Small Arms and Heavy Ord-
nance Shops
|
Products
*...tulſtittlit 11:11 *"...#1,11,1111111111turnitutiitiitiºnſ
Machine Tools
Boring Machines
Lathes
Planers
Milling Machines
Drilling Machines
Small Tools
Gauges and Standards
Electric Traveling Cranes
Steam Hammers
Niles-Bement-Pond Company
É manufactures all types and sizes
# Sizes and Types of machine tools for commercial
s use. Its products vary, both as
to size and capacity, from the
smallest metal working tools up
to the largest. Special lathes have been built having
a 168-in. swing (height of centers 2, 1 m.); also 42-ft.
. (12, 8 m.) boring mills. In addition to tools of stand-
ard types, the Company is prepared to manufacture
anything in special tools or complete equipment and
would welcome inquiries regarding any metal cutting
machines.
Besides these, this Company manufactures and car-
ries in stock a complete line of small tools, gauges
and standards, measuring machines and precision size
blocks.
Niles-Bement-Pond Company
owns and operates seven plants.
# It has more than 7,000 em-
# ployees. These plants are well
i equipped for modern manufac-
turing and include engineering
departments and drafting rooms, pattern shops and
pattern lofts, foundries, machine shops, assembling
and testing departments, adequate packing and ship-
Plants
ping departments and chemical and physical labora-
to r1eS.
This Company is a consolidation of Bement, Miles
& Company, Philadelphia; Pond Machine Tool Com-
pany, Plainfield, N. J.; Philadelphia Engineering
Works, Philadelphia, Pa.; and the Niles Tool Works
Company, Hamilton, Ohio, effected in 1899. The
following Companies were absorbed subsequently:
Pratt & Whitney Company, Hartford, Conn.; Pratt
& Whitney Company of Canada, Limited; John Ber-
tram & Sons Co., Limited, Dundas, Ont., Canada,
and Ridgway Machine Co., Ridgway, Pa.
#
The experience of this Com-
# Experience i pany extends over a period of
i and # more than fifty years, during all
Organization of which time the output has
# been a product of highest qual-
ity. During these years, an ex-
tensive and efficient organization has been built up.
The Company's engineers are constantly improving its
products and developing new lines.
This Company's engineering
Cooperative i department consists of a staff of
Engineering skilled engineers who have spe-
Service # cialized on this work and are
: fully prepared to cooperate in
the solution of metal-working
problems of detailed nature or in the design of com-
plete shop equipment, plant layouts or yard layouts.
The service of this department is always at the dis-
posal of any one interested in securing either general
or specific information.
All plants of the Company
are located near important sea-
ports or on main line railroads.
# The Company has exceptional
facilities for packing and ship-
ping its products and special at-
tention is given to export shipments.
|
Shipping
Facilities
BRANCH OFFICES IN THE U. S. A.
Boston Rochester Detroit Los Angeles
Philadelphia Pittsburgh Cleveland Chicago San Francisco
Birmingham Cincinnati St. Louis Seattle
FOREIGN BRANCHES AND REPRESENTATIVES
England: London—Niles-Bement-Pond Co., 25
Victoria St., S. W.
France: Paris—Glaenzer & Perreaud.
Belgium: Brussels—Henri Benedictus.
Italy: Milan—Ing. Ercole Vaghi.
Denmark: Copenhagen—V. Lowener.
Norway: Christiania—V. Lowener's Maskinfor-
retning, Sverre Mohn.
Sweden: Stockholm—Aktiebolaget V. Lowener.
Japan: Tokio—Horne Co., Limited.
Australia: Melbourne—Bevan & Edwards
Limited.
New Zealand: Wellington—John Chambers & Son,
Limited.
Canada: Dundas—The John Bertram & Sons Co.,
Limited.
Cuba: Havana—Victor G. Mendoza Co.
West Coast of South America: W. R. Grace & Co.
Pty.

NILES-BEMENT-POND COMPANY
Ill BROADWAY, NEW YORK, N. Y.
Address nearest office.
For list of offices see above
730 -
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Machine Tool
Drives
Practically all except the lar-
ger sized machines can be fur-
nished with belt drive. Motor
drives can be either by direct at-
tached, variable speed direct cur-
rent motors or by constant speed
alternating current motor through speed change gears;
or direct attached multi-speed alternating current
motor.
-------
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Pratt & Whitney
Small Engine
Lathes
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These include a wide variety
of sizes and types varying from
II in. (279 mm.) speed lathes
up to 24 in. (610 mm.) stand-
ard engine lathes. They can be
furnished with adequate stand-
ºrd attachments. The standard engine lathes can be
furnished with metric screws and micrometer collars
in place of English.
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Heavy Engine Lathes are de-
i Heavy signed with ample strength,
Engine power and rigidity for heavy
Lathes duty service. They are simple
ºnmi in construction and operating
- details. These lathes are built
in sizes varying from 26 to 168-in. (660 to 4267 mm.)
swing, 13 to 84-in. (330 to 2133 mm.) height of
CenterS.
These are heavier tools, pro-
portioned to the wear and ex-
ceptionally severe strains in-
cident to turning rough metal
forgings and similar work. All
- gears are steel. They are built
in seven sizes, ranging from 24 to 72-in. (609 to 1828
mm.) swing, 12 to 36-in. (305 to 914 mm.) height of
CenterS.
Heavy Duty
Or
Forge Lathes
Fig. 2.
Pratt & Whitney
Turntable
Lathe
int-in-in-it-in-in-it-ſ-
This 2% x 26-in. (64 x
660 mm.) lathe has a cross
sliding turntable or turret
which has hand and variable
automatic cross feed on carriage
with eight positive stops. Car-
feeds and stops. Can be
riage has longitudinal
equipped with large variety of tools for casting, forg-
ing and rod work.
Fig. 1. 36-in. (914 mm.) Standard Engine Lathe
------------------------------------------------------------------------
Boring and Drilling Ma-
chines are particularly suited for
heavy work. They are made
in two sizes, No. 2, having a
3%-in. (98 mm.) spindle di-
ameter and No. 4, having a
5% in. (140 mm.) spindle diameter. The work is
mounted on a vertically adjustable table. The spin-
dles have reversible automatic feeds for boring and
drilling.
Boring and
Drilling
Machines
168-in. (4267 m.) Heavy Engine Lathe
NILES-BEMENT-POND COMPANY
III BROADWAY, NEW YORK. N. Y.
Address nearest office.
For list of offices see page 730


731
Boring, Drilling and Milling Machines
-------------------------
These machines, made in
Duplex Control three sizes, No. 50, No. 60 and
Horizontal No. 72, with spindle diameters
Borer 3, 3% and 4% in. (76, 89
and 115 mm.) respectively, are
designed for heavy boring com-
bined with great accuracy. The duplication of con-
trol levers and hand wheels saves the operator's time
and effort, as the machines can be operated effectively
from either side. The spindle saddle is placed within
the column with two V-tracks, one on either side of
spindle. This insures rigidity and accuracy, absorbs
the spindle thrust, and entirely eliminates distorting
StrainS.
--------------- ----------------------
The Horizontal Borer, Drill-
Horizontal er and Miller is made in five
Boring sizes with traveling column on
Machines bed. These machines can have
- floor plate and outboard column
if specially ordered. Column has
power traverse and automatic feeds along the bed for
milling. Spindle has feeds for boring and drilling. Sad-
dle has power traverse and automatic feeds on column
for milling. Universal tilting and swiveling tables to
Fig. 4. 36-ft. (11 m.) Heavy Boring and Turning Mill
- - - -
- - - -
- - - - - -
-
- -
-
=
l
Fig. 3. 60-in. Duplex Control Horizontal Boring. Drilling
and Milling Machine
order. The sizes range from HB3–5-in. (127 mm.)
spindle, 3 to 4 ft. (O,9 to 1,2 m.) spindle traverse,
and 15-ft. 3 in. (4.65 m.) length of bed to HM9–
9% in. (241 mm.) 6 to 8 ft. (1,8 to 2,4 m.):
and 21 ft. 3 in. (6,48 m.) Three sizes with fixed
column and table having longitudinal and cross feeds,
and rotary movement can also be furnished.
wº-
---------
- - -
ºf
NILES-BEMENT-POND COMPANY
111 BROADWAY, NEW YORK. N. Y.
Address nearest office.
For list of offices see page 730


732
Boring, Drilling and Milling Machines
-
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–
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* - Standard and heavy vertical
Vertical mills are built along the same
Boring and general lines, in a wide range
Turning Mills of sizes of standard, heavy and
---
extra heavy construction and
with varying modifi-
cations and attach-
ments for special
work. There are 25
Size s, from the
Smallest side head
type, having a rating
Size of 38 to 44 in.
(965 to 1118 mm.)
up to 36 ft. (11 m.)
in the regular form
and 42 ft. (12.8 m.)
in the extension type
or larger sizes.
Bars and saddles
are equipped with
power rapid traverse,
variable reversible au-
Fig. 5. 62-in. (1575 mm.) Heavy
tomatic feeds and Boring and Turning Mill
hand fine adjustments. All machines have centralized
Control.
- " Right Line Vertical Drills
Right Line are heavy duty, high power tools
s V g - for large production with max-
ertical Drills imum convenience of operation.
--- - Standard size, 3-in. (76 mm.)
diameter spindle and 18-in.
Fig. 6.
Horizontal Boring, Drilling and Milling Machine
with Fixed Column and Cross Feeding Table
(457 mm.) traverse. Unit construction permits va-
riations as desired.
#" Radial Drills including right
line, universal and heavy duty
radials are made in sizes vary-
ing from a radius of 4 to Io ft.
(1, 2 and 3, o m.).
Heavy Multiple-Spindle Drill-
ing Machines are designed for
Spindle Drilling the heaviest class of work. They
Machines are usually built with four or
------ -------------- six spindles, but as they are
built to order, special require-
*ents in number of spindles or table construction can
Radial Drills
--- -
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-- -
"mutuanº-nºm
Heavy Multiple-
ºo
Fig. 7. Right Line Radial Drill
be met. Sizes vary from 15s to 2 3/16 in. (41 to 56
mm.) spindle diameter, and 9 to 14-in. (229 to 356
mm.) traverse.
^ -
V. _º-T
Nº-
-º-º-º: -
Fig. 8. 72 x 60 in. Multiple-Spindle Horizontal Milling
Machine
i..', ...","... ." ..." Multiple-Spindle Horizontal
Multiple-Spindle Milling Machines are built
Horizontal Mill-
ing Machines
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with the following arrange-
ments of heads: Single side
spindle heads; two side spindle
heads; two vertical spindle
heads, non-swiveling or swiveling; two side spindle
heads with one or two vertical spindle heads; two ver-
tical spindle heads with one side spindle head; and
slabbing spindle, with two vertical spindle heads and
with or without one or two side spindle heads.
"...","." Horizontal Slab Milling
H Horizontal i Machines are well known for
Slab Milling capacity to take heavy cuts.
Machines They are built in the following
in sizes: 24 x 24 in. (610 x 610
mm.), 30 x 24 in. (7.62 x 610
mm.), 36 x 36 in. (91.4 x 914 mm.), and 42 x 36 in.
( 1.067 x 914 mm.).
NILES-BEMENT-POND COMPANY
III BROADWAY. NEW YORK. N. Y.
Address nearest office.
For list of offices see page 730






733
Grinders—Slotters—Shapers–Gauges
ſ
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- These machines are designed
Pratt & Whitney for cutting precision screws,
Thread Milling worms, spiral gears and splines
Machines and oil grooves in shafts. They
in will mill right or left hand
threads of any pitch. They are
built in the following sizes, maximum diameter and
length of work: 4% x 12 in. (11.4 x 305 mm.),
6 x 14 in. (152 x 356 mm.), 6 x 48 in. (152 x 1219
mm.), 6 x 80 in. (152 x 2032 mm.), 12 x 48 in. (305
x 1,219 mm.).
---------------------------------------------------------- ---------------
Surface grinders are made
i
| Pratt & Whitney in two sizes, 14 and 22-
i Vertical in. (356 and 559 mm.)
Surface Grinders diameter of wheel. They han-
ini dle work formerly done on
planers and milling machines,
more quickly, more accurately, and more cheaply
and also give a mirror finish. Table is fed
past the grinding head automatically with both rough-
ing and finishing feeds. The wheel rotates in
a horizontal plane. The grinding head has hand ver-
tical adjustment and variable automatic down feeds.
-------------------------------------------------------------------------
- These slotters are suited spe-
i Crank cially to accurate and continu-
# and Geared ous production in marine shops.
i Slotters They are correctly designed and
of massive construction. Power
longitudinal, cross and circular
feeds are provided, as well as hand traverse in all di-
rection by means of a crank handle. They are made in
eight sizes, from 6% to 39-in. (159 to 99.1 mm.) maxi-
mum stroke.
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24-in. (610 mm.) Crank Slotter with Direct
Current Adjustable Motor
Fig. 9.
Fig. 10. 10-in. (254 mm.) Vertical Shaper with Angular
Adjustment of Ram
Pratt & Whitney
- Vertical
Shapers
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Vertical Shapers are precision
machines that will handle work
usually done on either slotter or
horizontal shaper, but are more
i accurate and adaptable. The ram
can be swung out to machine
surfaces at an angle from a vertical plane. This is espe-
cially desirable for cutting clearance on dies. By
means of the rotary feed, concave and convex surfaces
can be finished. Special work such as hexagonal and
octagonal surfaces can also be handled.
These shapers are made in two sizes, 6 and 10-in.
(152 and 254 mm.) stroke.
These shapers are made with
= Traveling either one or two heads in any
Head length. Heads have variable
Shaper power feeds along the bed in
either direction. Standard ma-
chines are made in two sizes,
22 and 26-in. (559 and 660 mm.) stroke.
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Pratt & Whitney
Gauges and
Standards
-------------------------------------------- -----------------------------
Pratt & Whitney
gauges are based on the
British Imperial Yard
and French standard
m e ter. The duplicate
standards, obtained and
carefully preserved by
Pratt & Whitney works,
have been for m any
years world-famous for
their extreme accuracy.
§º
Fig. 11. Gauges and
Standards
NILES-BEMENT-POND COMPANY
III BROADWAY, NEW YORK. N. Y.
Address nearest office.
For list of offices see page 730



734
Gauges-Small Tools–Steam Hammers
Pratt & Whitney measuring machines represent the
est features which more than thirty years of prac-
tical experience and constant experimenting have
proved essential. The English sizes are 12, 14, 36,
48, and 80 in...; the metric 300, 600, 1,000, 1,200 and
2,000 mm. -
The Hoke method of lapping flat, parallel, opposite
faces was developed at the United States Bureau of
Standards, Washington. Pratt & Whitney Hoke pre-
cision gauges are kept within five millionths of an inch
per in. of marked size up to one-half in. and within ten
millionths of an inch per in. of length over one-half in.
The sets are furnished in 81, 34, IO and 5 blocks (Eng-
lish) and Ios blocks (metric). The blocks are fur-
nished separately, if desired. Swedish type gauges,
singly or in sets, toolmakers' flats, and “mikechecks” for
checking micrometers, can also be furnished.
The Pratt & Whitney line of gauges includes thread
gauges for all standard threads including French and
International; also snap, star (for gun bores), cylin-
drical, plug and ring, decimal, taper and other gauges,
as well as end measures and other accurate measuring
and gauging instruments.
The Pratt and Whitney works make a specialty of
complete equipments for manufacturing guns, sewing
machines, typewriters and similar work, upon a strict-
ly interchangeable basis. Its engineering and manu-
facturing facilities are most complete, covering design
of building if desired, and furnishing of machinery,
tools and gauges. A separate engineering force is
maintained which devotes its entire time to this class
of work.
Fig. 16. 1,200 and 2,400 Pound Double Frame, Four Leg
Steam Hammers
----------------------------------------------------------------------
*
These include taps, dies,
milling cutters, reamers, twist
drills, punches, counterbores
Pratt & Whitney
Small Tools
and lathe tools in regular and
special sizes to meet all manu-
facturing requirements.
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- - - - -
ſº
Fig. 12. Milling
Cutter Fig. 15. Drill
------------------------------------------------------------------------"
Niles-Bement-Pond Company
builds a very complete line of
steam forge hammers, single
and double frame. They are
built in sizes ranging from
250 to 30,000 lb. (115 to 13,-
600 kg.) These are operated by steam, or by com-
pressed air, if desired. Steam drop hammers
are built in a wide variety of sizes from 600 to 12,000
lb. (270 to 5,400 kg.).
T-
Steam Hammer
S
Fig. 17. 350, 600 and 800.Pound Single Frame Steam
Hammer
NILES-BEMENT-POND COMPANY
III BROADWAY, NEW YORK. N. Y.
Address nearest office. For list of offices see page 730












73
5
-
Bending and Straightening Rolls-Punches-Shears
--------------------------------------------------- ---------------------- -
Bending and
Straightening
Rolls
N-B-P Bending Rolls and
Straightening Rolls are built
in sizes to handle the entire
range of marine work from
small tanks and boilers to the
heaviest ships' plates. We
build both the pinching and
the pyramid types of Bend-
ing Rolls. The first is emi-
nently fitted for bending thin
plates while the latter is
best suited to heavy work.
Our Strongback Pyramid
type as shown on this page
is a machine designed for
especially heavy duty. This
construction allows for
smaller rolls and plates may
therefore be worked closer to
the edges. Fig. 18. Strongback Py - - - -
- - - --- groac yramid T Bend -
Our Straightening Rolls ype Bending and Straightening Roll
are built to cover the same - - |
range as the Bending Rolls.
Comprising seven rolls in
most cases, they can be sup-
plied with six rolls for the
large sizes to special order.
Our No. 7 machine com-
bines the features of bending
and straightening. It will
take plates up to 1% in. x
Io ft. It is a very desirable
unit for shops that cannot
afford the installation of both
types of machines.
Fig. 19. Bending and Straightening Roll
Punches and shears are
Punches made in a wide range of -
and sizes, with throat depths from
Shears 6 to 72 in. (152 to 1829 mm.)
for punching holes from 5% in.
(16 mm.) diameter, in 5% in.
(16 mm.) thickness of plate to 3% in. (89 mm.) diam
eter and 2 in. (51 mm.) thickness of plate. Shearing
capacities for flat bars range from 3 x 5% in. (76 x 16
mm.) to 10 x 2 in. (254 x 51 mm.).
Shearing capacities range from 3 x 4 in. (76 x 13
mm.) flats, I in. (25 mm.) rounds, and 134 x 134 x
% in. (44 x 44 x 6 mm.) angles, up to ſo X 2 in.
(254 x 51 mm.) flats and 4 in. (102 mm.) rounds and
8 x 8 x 1% in. (203 x 203 x 28 mm.) angles.
- This Company also makes beam punching and cop-
ing machines, horizontal punches, shears of large ca-
pacity, double angle shears, gate shears, multiple
punches, automatic spacing, punching and shearing
machines, triple punching, shearing and manhole punch-
ing machines and other machines for general struc- ,
tural, boiler shop and similar work on plates, sheets,
bars and rolled shapes.
NILES-BEMENT-POND COMPANY
III BROADWAY, NEW YORK. N. Y.
Address nearest office. For list of offices see page 730
Fig. 20. Punching and Shearing Machine



736
Planers
Standard Planers are of spe-
cially massive and rigid con-
struction throughout. They are
built in eighteen sizes which
range from 26 to 192 in. (660
to 4876 mm.), and measure
between housings by height under crossrail from 26%
x 26% in. (673 x 673 mm.) to 194 x 146 in. (4928 x
3708 mm.)
-
--
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Vertical and
Horizontal
Standard
Planers
The wall type is suitable for
such large work as should be
planed horizontally and verti-
cally at one setting and consists
of a vertical wall plate on which
- is mounted a vertical rail hav-
ing horizontal traverse. The tool saddle has vertical
movement on the rail.
- The post or column type carries a post mounted on
either plain or circular base which can swivel through
90°. The tool saddle has vertical movement on post
and the post reciprocates along bed.
Planers
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Armor Plate Planers are of
Armor two types, breast and pit. Breast
i Plate planers are made in two forms,
H Planers single and double. The single
Fº works at one end or side and the
| - -
s
-
Fig. 21. Heavy 42-in. Planer with Reversing Motor Drive
double at two sides. They can be built for either cross
The cross-rail has a
The pit
or longitudinal planing or both.
swiveling adjustment for planing curves.
planer finishes four edges at one setting.
50515
--º
Fig. 22. 14 ft. (4.3 m.) Planer with Electric Feed and Rapid Power Traverse to Tool Heads
NILES-BEMENT-POND COMPANY
III BROADWAY, NEW YORK. N. Y.
Address nearest office.
For list of offices see page 730




737
Plate Planers—Cranes
Fig. 23.
#" " ' " i Plate Planers—Designed for
Plate. Rotary and planing and beveling the edges
Open Side of plates, and have a very wide
Planers bed with multiple screw or
mºni pneumatic clamping jacks for
holding work. The clamping
beam supporting these takes the place of the usual cross
rail. Planing is done by reciprocating carriage with
double tool rests for cutting in both directions. The
six sizes range in plate capacity from 1 in. x 12 ft. (25
Plate Planer
mm. x 3,6 m.) to 2 in. x 25 ft. (51 mm. x 7.6 m.)
Rotary Planers—A rotating head with inserted cut-
ting tools is carried by the saddle which is fed by
power along the bed. Built in either single or double
form, and either fixed or portable type. Sizes from
38% in. (978 mm.) to 120 m. (3,0 m.) diameter cut-
ting circle or 7 ft. (2,1 m.) traverse up to 12 ft.
(3,6 m.)
Open Side Planers—These machines are designed
for occasional machining on work much wider than the
housings. The six sizes range from 36 x 36 in. (914 x
914 mm.) to 84 x 84 (2134 x 2134 mm.)
Niles-Bement-Pond Company
builds cranes to meet every
possible manufacturing require-
ment. Niles cranes are simple
in construction and efficient in
operation. They are built in a
range of sizes suitable for every shipyard purpose, from
the small chain hoist to the large electric traveling
crane. This line also includes monorail trolleys, grab
bucket cranes and trolleys, wall cranes and hand op-
erated traveling cranes.
Cranes
Fig. 25. Niles Standard Crane, New York Navy Yard
NILES-BEMENT-POND COMPANY
III BROADWAY. NEW YORK. N. Y.
Address nearest office. For list of offices see page 730



738
Plate Castors—Hyatt Roller Bearing Equipped
Plate Castors
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A plate castor is any easy
turning wheel mounted on top
of a vertical post and capable of
swinging freely in any direction.
On a series of these castors
plates can be easily moved in
any direction with very little effort.
the plate easily and quickly into any required position,
saving time and labor and releasing cranes and men for
other work.
The speeding up of work due to the installation of
Hyatt Roller Bearing equipped plate castors therefore
results in materially increased capacity of the shipyard
at considerably lower cost.
Advantages
Plate shop with Hyatt Equipped Plate Castors
The use of Hyatt Roller
Bearing equipped plate castors
in a shipyard affords several
advantages in the handling of
steel plates which officials re-
sponsible for quick and eco-
Installations
nomical production cannot afford to overlook.
One or two men are enabled to handle the largest
plates throughout the opera-
tions of laying out, shearing,
punching and forming. On a
bed of easy turning, easy swing-
ing plate castors, very little ef-
fort is required to move or
swing the plate sideways,
lengthwise, or completely
around, and the operator has
complete control of the motion
of the plate at all times.
Furthermore, plate handling
becomes a continuous operation,
free from delays. By means of
a bed of these easy turning cas-
tors around each plate working
machine, and a lane of castors
between machines, the handling
of plates is speeded up, resulting
in a greatly increased output.
The trouble some use of
Cranes for handling plates is
made unnecessary by the use of
plate castors. Instead of several men jockeying a plate
Hyatt Equipped
Plate Castor
in all directions with a crane, one or two men can roll beds.
equipment for working plates.
ator to handle and move the plate into the required
Plate Castor Installations
may be divided into three main
classes.
Working Beds consist of cas-
tors installed around punches,
shears, layout tables and other
They enable the oper-
position quickly and easily.
Castor Lanes provide a rapid
and efficient method of trans-
ferring plates from one machine
to the next. The use of these
lanes makes it possible to move
the plates without cranes, which
are thus released for other du-
ties. In a shop laid out so that
the plates can be passed through
the machines in one general
direction, castor lanes are both
quicker and more efficient than
either cranes or trucks.
Storage Beds consist of cas-
tors installed to provide storage
space where plates sufficient for
the immediate needs of the op-
erator are kept. This storage
space is indispensable in order to
obtain the maximum out put
from shears and punches that
are speeded up by roller tables or plate castor working
HYATT ROLLER BEARING COMPANY
NEW YORK. N. Y.



739
Machine Tools
----------------
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Cleveland Punch e s and
Shears are made Solid—because
experience has taught us that
this is the strongest, most rigid
and durable construction.
Our engineers have carefully
studied the proper distribution of metal and made
ample provision for the stress and shocks to which
machines of this type are subjected, and we unhesitat-
ingly recommend Cleveland Solid Semi-Steel Frame
Machines where serviceability is the determining factor.
The frame is cast Solid of semi-steel with heavy cen-
tral horse-shoe strengthened by heavy outer flange, and
radiating cross ribs, giving a rigid reinforced I beam
type construction, which is the best stress resisting cross
section construction for this class of machinery.
The only cores in the frame are those in which the
main shaft revolves and the slug hole in the plain
type of jaw.
Cleveland Vertical Open Gap Machines can be fur-
nished with capacities ranging from 4" hole through
%" material to 6" hole through 1%" material with-
out shear to punch, (with shear to punch the capacity
rating can be increased) and with throat depths from
6" to 72".
Any two Cleveland Machines of the same capacity of
equal or unequal throat depths, can be combined into
making one double machine.
On all Machines of like
jaws, standard punching and
shearing attachments are inter-
changeable.
Standard drives are tight and
- loose pulley belt, direct con-
nected motor or marine type steam engine.
Punches
and Shears
---------------
Attachment
and Drives
-----------------------------------------------------------------------
Solenoid Clutch
Control and
Floating Punch
-----------------------------------------------------------------------ºr
When punching plates of
large area, the operator must
necessarily stand some distance
from the machine. Therefore,
for operating the clutch from
a remote point, we developed
the Solenoid Operated Clutch, controlled by a push
botton. These solenoids can be furnished for either
alternating or direct current, and the push button may
be the ring type, flat type (shown above) or a hand
spike. The flat type is operated by a side movement
of the foot, thus eliminating any possibility of tripping
the clutch accidentally, and is particularly adapted
for use with a spacing table. With the Solenoid Op-
erated Clutch, the main shaft, sliding head and its
parts are at rest and therefore do not bring constant
wear on bearings and bearing surfaces.
The Cleveland (Patented) Floating Punch permits
the operator to center the punch accurately, without
loss of time, while standing close to or at a distance
from the Machine. Its operation is entirely automa-
tic. The punch rests continually on the material, ris-
ing and falling with the buckles. The center point
on the punch drops unerringly into the previously
laid out prick marks. The power stroke is then given,
the punch is forced through the material, strips clear
and again returns to the material, ready for further
centering.
These two attachments are applicable to Cleveland
Machines already in use and the Floating Punch At:
tachment is interchangeable with all other standard
attachments.
THE CLEVELAND PUNCH & SHEAR WORKS CO.
CLEVELAND. O.

740
Machine
=
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Horizontal Punches are used
for punching flanged work and
angles, but they can also be used
for punching plate, pipe and
ºmi miscellaneous sections.
C level a n d Horizontal
Punches are made in five sizes with capacity rang-
ing from 3/16" hole through 34" material to 2" hole
through 1" material.
- The operation of all Cleveland Horizontal Punches
is through steel casting rocker arm, bronzed bushed at
all bearing surfaces.
Any Cleveland Horizontal Punch can be arranged
with a Solenoid Clutch Control as shown above, de-
Scription of which will be found on the preceding
page.
Horizontal
Punches
--
-
Cleveland Plate Planers are
built in three types, the maxi-
mum distance between hous-
ings being governed by the ca-
pacity of the machine. All
housings are overhanging to per-
mit the planing of plates wider than the distance be-
tween housings by re-setting.
The Standard carriage is equipped with a swiveling
tool holder carrying two tools for cutting in either
direction. The design of the tool carriage is such that
the inoperative tool is clear of the work and does not
drag.
Drive may be through open and cross belts from
countershaft or from motor mounted overhead on
structural stand or direct connected reversing motor.
Plate Planers
- -
Cleveland Gate Shears are
built to meet the most exacting
plate shearing requirements.
The sliding head, lower girder
and shear block are heavily re-
-- - - inforced to obtain the required
stiffness” for accurate shearing.
All bearing surfaces are amply proportioned and at-
tention is directed to the extremely long sliding head
bearing which can be taken up when wear occurs, thus
Gate Shears
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insuring correct alignment and eliminating all unneces.
sary play.
Special attention has been given to clear working
space behind the machine for the removal of material
by crane, if desired.
Standard equipment includes complete shearing at-
tachments and automatic hold-down.
Drive may be either direct connected motor or belt
drive with tight and loose pulleys.
THE CLEVELAND PUNCH & SHEAR WORKS CO.
CLEVELAND. O.









74.1
Multiple Punches, Spacing Tables, Etc.
*-i-º-º-º-º-º-º-º-º-º-º- ---------- ------------------
Thomas Automatic Multiple
Punches, and Electrically Op-
erated Spacing Tables are built
in capacities from IOO,OOO lbs.
to 3,000,000 lbs. ram pres-
sure, for handling any width
and length of ship plate. The punching tool set-up
on the punch provides for complete punching of rect-
angular plates at both ends and both sides with one
setting, and one pass of the plate through the punch,
the spacing of the holes lengthwise of the plate be-
ing controlled by a simple strip templet with spacing
pins. Thus duplicate layouts can be punched with
the required accuracy and with great speed. .
For Punching
Steel Ship
Plates
-------------------------------------------------------------------------
Automatic Multiple Punch and Spacing Table
---------------------------------------------------------------------
Thomas “Universal” Type
Multiple Punch and Hand Op-
erated Spacing Table is built
in four sizes, up to 600,000
lbs. ram pressure. Width of
punch and width and length
of spacing table can be made to suit requirements.
The construction of the punch is such that the tool
holders are movable on the ram and bed bolsters, so
that the operator can “spot” the holes to be punched,
one or more at a time, at any point on the plate. The
movement of the tools in and out from the center line
of the plate may be spaced by means of a templet. Like-
wise the movement of the plate through the punch is
controlled by the operator, working to a strip templet.
Thus a plate of regular or irregular layout can be com-
pletely punched with great facility with one setting on
the spacing table and one pass through the punch.
For Punching
Irregular
Layouts.
=
-------------------------------------------------- " Thom a s One-Man Roll
One-Man Table is used with standard
vertical open throat punch for
Roll Table punching regular or irregular
plate layouts. A less expensive
type of equipment than the
“Universal” Punch and Table, and less rapid in oper-
ation.
#". The Thomas Pantograph
For Punching Table and Open Throat Single
Small Detail Punch allows of rapid punch-
Plates ing of detail plates, gusset
in plates, etc., by following a
templet which is clamped on
the plate being clamped on the
one-half of the table,
other half of the table under the punch. The templet
remains in place while a given layout of plates is be:
ing run through. Quick changing of plates is facili-
tated by means of the quick-acting clamps with which
the table is provided. The clutch of the punch is con-
trolled automatically.
# Thomas No. 14 Multiple
For Punching Punch and Spacing Table
Structural H handles narrow plates, angles in
pairs, channels in pairs for
= flange punching, beams an
ch a n n e l’s for web or flange
punching. Punch can be equipped also with tool set-ups
for coping, shearing, splitting, blanking out, etc.
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Shapes
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No. 14 Multiple Punch
--------------
Thomas Angle Planer planes
both lips and heel of angles up
to 8" x 8" x 1" ordinarily with
one pass through the machine.
Thomas Angle Beveler han-
dles the beveling of Angles,
Channels, Z-Bars and Bulb Angles, receiving the ma"
terial direct from the heating furnace.
For Planing and
Beveling Angles
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Discharge End of Angle Planer, Showing Straightening Roll
Gate Shears, Angle Shears,
Punches, etc., and
standard and special tool set
ups—built to suit requirements.
Standard Line of Co
Punches and
Shears
jpers,
THOMAS SPACING MACHINE CO.
PITTSBURGH, PA. U. S. A.



742
Power Punches and Shears
The Punching and Shearing
machinery manufactured by the
Beatty Machine and Manufac-
turing Co. is of particularly
sturdy construction, admirably
adapted to shipyard use. These
machines are built in sizes as listed below, all sizes
being made in any depth of throat permitting mate-
rial to be punched up to 72 inches from edge.
The standard equipment included with these ma-
chines comprises Plain Table, Belt drive, one set
Single Punching Tools and one set Bar Shears. To
meet special requirements, special equipment can be
furnished such as Double or Triple Gag Punching
Tools, Bar Angle or Splitting Shears, Motor drive,
Architectural Table, Overhead Crane, etc.
Power Punches
and Shears
º,
& Mºº.co.
º
No. 7 Double Punch and Shear
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The Main Frame is of the
box housing type, heavily re-in-
forced and made of semi-steel.
The Ram or Sliding Head
is of cast steel, fitted with brass
taper gib for lateral adjustment.
The Main Shafts are of high grade open hearth
steel. The main shaft and flywheel shaft bearings are
phosphor bronze bushed and fitted with ring oilers,
originated by the Beatty Machine and Manufacuring
Co. on this type of machine.
The Gears are made of semi-steel with cut teeth,
the hub being bronze bushed. The pinions are of
forged steel, the teeth also being cut.
Features of
Construction
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TABLE OF CAPACITY FOR POWER PUNCHES,
SHEARS AND COPUNSHEARS
Punching Shearing Split-
ting
No Plate
Pres. Max. Flat Round Thick-
Tons Hole Bars Bars Angles ness
1 7.5 %x 34 234 x 4 34 1 4 x1 +4x % 34
2 20 3%x 3% 3 x 34 1 134 x134 x 34 %
3 30 %x 9% 3 x 3% 1% 2%x2%x 34 34
4. 43 34 x 34 5 x 5% 194 234x2%x % %
5 50 %x 34 5 x 34 134 4 x4 x 14 34
6 78 1 x1 6 x 74 134 4 x4 x 7 7%
7 100 134 x1 7 x1 2 6 x6 x 3% 1
s 137 || 134 x1 8 x1% 214 6 x6 x 34 1%
9 200 || 234x1% 9 x1 +4 2% 6 x6 x 34 1 4 -
10 242 || 2 Mx1% 10 x1 +4 234 6 x6 x 74 1.3%
11 300 2%x1% 11 x1% 3.34. 8 x8 x 34 1%
12 475 x 10 x2% 4% 8 x8 x1 34 2%
The Clutches are fitted with an automatic release
which stops the machine at the end of the upstroke.
CoPunShear
---------------------------------------------------------------
The CoPunShear is the ulti-
mate development of punching
and shearing machines in effi-
cient combination. The Punch-
ing end is equipped with triple
selective gag punching tools,
permitting the use of three different diameter punches
at one setting. The Shearing end, of the guillotine
type, is equipped with tools for shearing angles,
rounds, or flats, without change.
This machine is fitted with a single leg, in-
verted type coping tool suitable for a wide range
of work and is equally efficient on I beams, channels,
angle or notch plates.
The
Copunshear
------------------------------------------------------------------------
Bºgº
& MFG.C.O. -
HAMMOND ºntº.us.a.
No. 7—25" Single End Punch with triple
gag socket punch tools
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A large and completely
equipped factory in the Chicago
manufacturing district and a lo-
cation on a Belt Railroad serv-
ing seventeen trunk lines pro-
vide the Beatty Machine and
with unequalled facilities for
requirements for Punching and
=
Facilities
------------------------------------------------------------------
Manufacturing Co.
promptly meeting all
Shearing machinery.
BEATTY MACHINE &
MFG. CO. HAMMOND, IND.



743
Kling
Bending Rolls, Punches and Shears
Kling 12'.2" Horizontal Plate Bending Rolls—Capacity & " Plate
" The Kling Pyramid Type
Horizontal Horizontal Plate Bending
Plate Bending Rolls, as illustrated above, can
Rolls # be furnished with any distance
between housings for various
thicknesses of plate. The rolls
are steel forgings, top roll being provided with balance
bar and drop housings so that full rolled circles may
be removed. The top roll is adjusted by power, op-
erated through worm gearing and with clutches so that
either end may be raised and lowered independent of
the other end. All gearing cast steel with cut teeth.
The housings are mounted on heavy cast iron sub-base.
These machines may be furnished either arranged
for belt drive with pair of friction clutch pulleys, both
for main drive and for top roll adjustment, or ar-
ranged for direct geared motor drive. On motor driven
rolls it is necessary to furnish reversing motor with
drum type controller.
Kling 72” Throat Cored Frame Geared Punch
------------------------------------------------------------------------
Single End
Cored Frame
Geared Punches
----------------------------------------------------------------------
The Kling Single End Cored
Frame Geared Punches, as il-
lustrated above, are equipped
with clutch having adjustable
automatic stop, and eccentric
shaft forged in one piece of open
hearth steel. The slide is operated by means of cast
steel pintle, which is bushed with bronze and bears
against tool-steel block set in the slide.
These machines can be furnished with cast steel
architectural jaw, as shown, or with plain flat jaw, and
arranged either for belt drive with tight and loose pul-
ley or, at an extra charge, for direct geared motor
drive.
Gear guards are only furnished when ordered and
at an extra price. Various shearing attachments can
be furnished at an extra charge, these being inter-
changeable with the punching attachments.
Kling Double Angle Shears
-----------------------------------------------------------------------
The Kling Double Angle
Machines shear angles either
square or on bevels up to 45 de-
grees. We recommend shears
mounted on turntable where
any bevel cuts are to be made,
as this will prevent the necessity of swinging the ma"
terial in the shop for bevel cuts.
Double Angle
Shears
The slides are steel castings, provided with bronze
gib for taking up wear; each slide has independent
drive shaft and is operated by means of cast steel pit-
man bushed with bronze. The eccentric shafts are
forged in one piece of open hearth steel; front eccentric
shaft bearings being bronze bushed. Each side of the
machine has independent clutch with automatic stop
and independent foot treadle. A tee-slotted table is
provided as well as adjustable hold-down for the ma"
terial. When the shears are furnished without turn-
table they can be provided for either belt drive or
geared motor drive, but when mounted on turntable
they can be furnished for motor drive only.
These machines are furnished in two sizes, one with
a capacity for angles 6" x 6" x 34" and the other 8
x 8" x 1".
KLING BROTHERS ENGINEERING WORKS
1300 NORTH KOSTNER AVENUE CHICAGO, ILL.



744
Punching and Shearing Machines
- - --
in- --------------------
Long and Allstatter Power
Punching and Shearing Ma-
chines are made for general pur-
pose use, belt or motor drive,
single or double end, with
throat depths ranging from 4"
to 84". All standard or regular machines are furnished
with one set of tools (for ordinary punching or shear-
Power Punching
and Shearing
Machines
Single Motor Driven Power Punching and Shearing Machine
with Electric Gag Control Through Push Button
ing) but can be modified or supplied with special
punches or shears, if desired. To adapt the machines to
a greater variety of work, the form of the lower jaw
can be modified and furnished with a removable block
for punching structural shapes. Machines can also be
equipped with floating punches, or with patented elec-
tric gag control for remote operation by means of push
button.
Horizontal machines are made single or double end,
for punching or bending flanged work, beams, chan-
nels, angles, etc. and can also be used for punching
plate work. -
Motor Driven Horizontal Punch
rows, distance between centers
fixed or adjustable; punching
tools made with and without
gag. These machines are made in various sizes and
different widths up to 16 feet between housings with
throat of various depths, to drive by belt or motor.
Automatic stop for bringing the slide to rest at the
completion of the stroke is included in the regular
equipment. Machines may also be equipped with slide
adjustment to compensate for the wear of the punches
when specially ordered, and furnished with hand or
automatic feed spacing tables, if desired.
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Multiple signed to punch any number of
p. i holes at a time, in groups or in
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Gate shears are similar to
the multiple punches in general
design, but made to trim and
split long sheets or plates. These
machines are made in various
sizes and widths between hous-
ings in different throat depths, and are furnished with
table in front for supporting the work, automatic hold
down for clamping and holding the work while being
cut off, and automatic stop for bringing the slide to
rest at the completion of the stroke with the blades
open ready for the next cut.
Gate Shears
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Gate Shear
--------------------------------------------------------------------------
Alligator shears are made in
a number of sizes, either right
or left hand, for belt, motor or
engine drive. These machines
range in capacity from 1 to 5
inches square iron or mild steel
bars, cold. The regular equipment includes one pair
of solid crucible tool steel shear knives, varying in
length according to the size of the machine.
Alligator
Shears
-------------------------------------------------------------------------
Motor Driven Alligator Shear
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The Long and Allstatter
Line of tools also includes
Angle Iron, Plate Splitting and
Bar Iron Shears, as well as
Bulldozers or Horizontal Bend-
ing and Forming Machines,
Board Drop Hammers, Helve Hammers, and Open
Back Inclinable Presses.
Other Products
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THE LONG & ALLSTATTER CO.. HAMILTON, OHIO




745
Quickwork Rotary Shears
The “Quickwork” Rotary
Shear, as demonstrated by eight
years of successful use, meets
the need of a universal plate
and sheet metal cutting ma-
chine. “Quickwork.” Shears are
made in seven sizes, and will cut all gauges of metal
from the lightest up to one inch thick mild steel. They
eliminate oxy-acetylene cutting and plate planing, and
will be found to be the most economical cutting equip-
ment obtainable for use in the building of boilers, ships,
tanks, stacks, piping, blowers, forms, and general plate
and sheet metal work of every description.
The “Quickwork” Rotary
Shear performs in one operation,
with one handling of the mate-
rial, work that has heretofore
required several machines, some
hand work, and all the con-
sequent handlings of material. It requires less metal,
less men, less machines, less floor space, less power,
less tool expense, etc., and makes it easy and profitable
to do work that it is not practical to cut by any other
means excepting blanking dies in a press.
Metal is saved because the lines are cut and the
parts finished at one passage of the metal, and the cut
edges are straight, true and clean, requiring no further
finishing for lapped, riveted or caulked seams.
It will shear straight lines in a plate of steel faster
than any other method excepting long bladed shears
that cut the entire length of plate at one stroke.
Besides cutting straight lines, “Quickwork” Shears
will cut serpentine and zig-zag shapes and openings of
almost any shape without cutting in from the side of
the sheet.
Purpose
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Advantages
----------------------------------------------------------------------
Quº.
sº
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Workmanship and material
throughout “Quickwork” Ro:
tary Shears, are first class, an
all parts are proportioned an
machines are rated with ample
safety factors. The main cast.
ings are of semi-steel; the gears are all of materia
best suited to the service required, and have teeth clº
from the solid. All bearings are bronze bushed tº
bored and reamed holes, and ample provision is made
for lubrication, and adjustment of wear throughout
the machine.
An indicating-signalling mechanism shown in the
cut above is furnished on shears Nos. 40, so and 69.
and is of material assistance in cutting straight lines
quickly and correctly.
Three speeds are provided, permitting operation of
the machine at the speed best suited for the kind 9
cutting to be done, and both cutters are driven, autº"
matically drawing the sheet rapidly and continuously
through the machine.
Features of
Construction
---------------------------------------------------------------
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Main and
Branch Offices
The Main Office and Works
of The Quickwork Company.
sole builders of “Quickwork
Rotary Shears—are located aſ
St. Marys, Ohio. Cable adº
dress “Quickwork.” W. U.
------------------------------------------------------------------------
Code—General Code.
Eastern Branch Office—Grand Central Palace, New
York City.
Write nearest office, stating the character of you!';
work and the gauge of metal you use and we W.
send you our catalog with recommendations coverinº
the proper machines to fulfill your requirements.
THE QUICKWORK CO.
ST. MARYS. OHIO

746
The Bradley Hammers
_
"ºutunnunn " In the development of Brad- type is adaptable where limited floor space restricts
ley Hammers, it has been the size. Compact Hammers are made in sizes ranging
Purpose aim of this Company to build a from 15 lb. that delivers 525 blows per minute to 200
tool that would— lb. size with 325 blows per minute.
First: Eliminate the slow The Bradley Upright Helve Hammer has a helve
and costly methods of forging
and welding by hand. -
Second: Deliver light blows or heavy, with ex-
treme rapidity or slowly as the job demanded; and
that would produce a finished part, ready to use, there-
by eliminating costly machine operations.
Third: Forge the smaller sizes of material quicker
and more uniformly than could several men by hand;
and that would handle equally well the larger sizes
ſº
| HºllºSºlºlº.
ºf
that would otherwise require the service of the larger
and slower steam hammer.
---------------------------------- ----------------
There are four types of Brad-
ley Hammers. The Bradley
Compact Hammer—the Brad-
ley Upright Helve Hammer—
the Upright Strap Hammer and
the Bradley Rubber Cushioned
Helve Hammer. The Compact Hammer, as its name
indicates, is distinctive for its general compactness of
design and the high speed at which it may be run. This
Types
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of wood and with this exception differs but slightly
from the Upright Strap Hammer shown in accom-
panying shop scene. Both types are made in many
sizes varying from 15 lbs. to 500 lbs.-both have equal
speed—averaging from 175 to 400 blows per minute
according to size of hammer. Both handle with equal
facility, all sizes of material from 4" up to 5".
The Bradley Rubber Cushioned Helve Hammer
shown above is the Company's oldest and best known
type and like the others, can be furnished in many
sizes. While all Bradley Hammers are used to ad-
vantage in shipyards, this type is used more exten-
sively than any other in this class of work. This
hammer delivers from 240 to 435 blows per minute,
according to size, successfully forging material up to
and including 4 1/2".
="i Rugged construction and sim-
plicity of design are distinctive
features in all Bradley Ham-
mers. Naturally—less com-
plication means less repair cost.
Pressure upon the foot
treadle, which extends around front and both sides of
the hammer base, gives operator complete control both
in speed and force of blow.
By means of Bradley Hammers, labor costs are
heavily reduced while high production is not only
maintained but may even be increased. One skilled
Hammer Operator can do more work than several
Blacksmiths and their Helpers. When the job is fin-
ished, machining is unnecessary.
Old parts ordinarily scrapped can be reforged by
Bradley Hammers without addition of new material.
Scrap steel is quickly drawn down to suitable size and
made into tools of every description. The saving in
material must be plainly apparent to every mechanic,
Advantages
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-
C. C. BRADLEY & SON. INC. SYRACUSE. N. Y.




7
7
4
Hydraulic Machinery and Tools
most advanced development of
this well known principle, and
where heavy lifting is to be
done, they are indispensable.
This jack is designed to fill
the requirements of a universal purpose jack, for work
where the old style jacks have proved inadequate. It
is provided with a large round
steel bottom which gives it a firm
foundation and makes it easy to
handle. It has a horizontal head
which enables the jack to work at
any angle from vertical to hori-
zontal, and when laid flat upon the
side, the ram will push out its en-
tire lifting length. To the bottom
of the head is attached a cylinder,
which passes over the outside for the
purpose of preventing sand and dirt
from lodging between the ram and
cylinder.
An independent claw can be used
when a low lift is required, and re-
moved when the jack is used for
other purposes, thus relieving the tool of the addi-
tional weight. This jack will be found durable, plain
in construction, and reliable in service.
Hydraulic Jacks
Hydraulic Jack
The Ball Bearing Self Low-
ering Jack is a new development
of the screw jack. It is espe-
cially adapted for work where
a high speed jack is required
and it has many features not to
be found in other jacks of
this type. It is ball bearing,
doing away with much fric-
tion and allowing a greater
lifting capacity with less ef-
fort.
Ball Bearing
Self Lowering
Jacks
The self lowering device
enables the jack to be low-
ered under load by simply
throwing a hand lever with-
out the necessity of pumping,
making it a safe easy jack
for loads up to 60 tons.
These jacks are built in
Screw Jack sizes from IO to 60 tons.
This is a particularly handy
machine for bending heavy
steel shapes for ship frames,
deck beams, etc., and is indis-
pensable where much bending
is to be done since it will re-
duce the number of men usually required.
It is mounted on broad rollers so that it may be
moved quickly over the bending slabs, thus making it
possible to bend long members to template without
re-heating and with a minimum of labor. A loose pin
Portable Ship
Frame Bender
-------------------------------------- ------------------ --------------
These hydraulic jacks are the
Portable Ship Frame Bender
is provided, which fits the holes in the bending slabs
and serves as an abutment for the machine.
The ram movement, both forward and return, is
rapid and under perfect control at all times, and
provision is made to prevent over-stroke. Power may
be supplied from a suitable pump, or, preferably, an
accumulator service.
The machine is built in two types, in capacities of
18 to 20 tons, one with a rolling movement at right
angles to the axis of the ram, as illustrated; the other
in a direction parallel to the ram axis.
------------------------------------------------------------------------
These machines are made for
forcing bolts in or out of heavy
shaft couplings. They are
made to operate in restricte
spaces and at the same time pro-
vide the heavy pressures that
are often needed to move a coupling bolt. The side
plates hook over the coupling and the ram forces the
bolt through from the opposite side. The side plates
are removable, so that plates of different length can be
used on the same machine.
Coupling
Bolt Forcer
--------------------------------------------------------------------------
Hydraulic Bolt Forcer
THE WATSON-STILLMAN CO.
54 CHURCH ST. NEW YORK




748
Hydraulic Machinery and Tools
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This machine is in almost
universal use wherever pipe is
to be bent. It will make bends
without buckling or crushing.
The base is ribbed so that the
lower bending blocks may be
placed wherever desired to bend a required curvature.
The upper block is held on the ram by a dove tail
joint. A set of blocks
is required for e a ch
size of pipe to be bent.
It is a self-contained
tool and is light enough
to be taken from job
to job.
The ram motion is
9 inches and the rack
and pinion facilitates
bringing the ram to or
away from the work.
The hand pump
shown is used on all
benders of this type.
Built in 30 and 40
ton capacities weighing
550 and 760 pounds.
Hydraulic
Pipe Bender
:
|-----------------------------------------------------------------------
*-*-
Hydraulic Pipe Bender
These machines are adapt-
able to bending I beams Z bars,
and structural shapes and also
for making bends in pipe.
We make holes in the table
round or square and in sizes
and arrangement desired by the user. The bending
blocks are dovetailed into a double-headed saddle,
which is firmly attached to the ram. Covers, to pre-
vent the scale from blowing on the surface of the ram
Beam and
Structural
Shape Bender
Beam and Structural Shape Bender
and block slides, and finding its way into the cylinder
itself and cutting it, are provided. The heads of both
cylinders are removable, and provided with air pass-
ages for allowing the air to be driven out, or to drain
the water or fluid from them in cold weather if de-
sired. The valves are placed in one body, and can be
operated from either side of the press, and govern
the motion completely. The motion is automatically
stopped by removing the hand from the lever.
%
These presses are built in a
wide range of sizes and capaci-
ties for die forging, forcing,
bending, straightening, flanging,
and many miscellaneous shop
requirements. The press shown
here is operated by a single lever
balanced spindle valve, which
has the ram under instant con-
trol at any part of its stroke.
The hydraulic pull back cylin-
der is opened to the main pres-
sure line so that no valves are re-
quired for its operation. The
cylinders are packed from the
outside. All castings are made
of Open Hearth Steel.
The working table or platen
of this press ranges from 34 x
35 inches to 46% x 46% inches
and can handle work within
these limits under pressures
varying from 100 to 350 tons.
The floor space required by this
machine varies from 38 x 44 in-
Hydraulic
Presses
ches to 56 x 56 inches for
- - - weights ranging from 1 1,000 to
- * 26,500 pounds.
Hydraulic Forcing Press
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These pumps are heavily and
substantially built for high pres-
sure and heavy duty. Nothing
but the highest grade of mate-
in rials is used for any part in
their construction. The unit
pressures and stresses are very conservative, and all
parts are exposed and easily accessible for inspection
and repairs. A central sight-feed oiling system and
individual oil cups insure excellent lubrication for all
bearings, which are renewable and adjustable. The
gears are cast iron, the pinions forged steel with
straight or herringbone cut teeth. For moderate and
high pressures the pump cylinders are machined from
solid steel forgings, and for low pressures from open-
hearth steel castings. They are made in two units
with plungers in both ends of each and the valve
chambers in the center. The valves, valve seats, bon-
nets and packing glands are bronze and the plungers
hardened tool steel.
These pumps are made in five different styles to
suit this number of operating conditions.
Hydraulic
Hydraulic Pressure Pump
THE WATSON-STILLMAN CO.
54 CHURCH ST., NEW YORK




749
Steam Hammers
-------------------------------------------------------
Chambersburg Hammers are
adaptable to every phase of
forging in shipbuilding work.
The respective types of ham-
mers are Single Frame and
Double Frame Steam Ham-
mers, Guided Ram and Guided Rod designs, for gen-
eral forging and welding, and Steam Drop Hammers
and Board Drop Hammers for the smaller forgings
and marine hardware.
Designs and
Adaptability
--------------------------------------------------------------------
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# The Single Frame Ham-
mers are built in sizes ranging
from 50 to 5000 lbs. The
= Double Frame Hammers from
600 lbs. to 25 tons. Steam
Drops from 300 lbs. to 12 tons.
Board Drops from 50 lbs. to 4000 lbs. Respective sizes
are designated by the actual weight of the falling
parts—Ram, rod, die, etc.
Sizes
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– All Steam Hammers and
Operation and Steam Drop Hammers are
double acting, taking steam
Valve Design above and below piston, and any
variation of blow may be ob-
tained. They may be operated
either automatically or by hand. All hammers op-
erate as well by compressed air as by steam. Valve
gear is of the simplest and most durable construction,
is not liable to get out of order, and affords the op-
erator accurate control of the hammer at all times.
The cylinders on all hammers
are made of Cast Iron of special
mixture and are cast on end to
secure clean sound casting. The
Frames are Cast Iron, Semi-
Steel or Cast Steel as desired,
box section, well proportioned and of extra thickness
to give great strength and rigidity. The Guides are
Single and
Double Frame
Hammers
8 Ton Double Frame Steam Hammer
3,300 lb. Single Frame Steam Hammer
adjustable for taking up wear of ram. They are hung
in pockets planed in the frames, the weight of guide
being carried by a lug solid on the guide which fits
in a corresponding recess in the guide pocket. The
adjustment is made by a steel taper shoe which bears
full width and length of guide and adjusts the guide
equally top and bottom. These Guides are of the
most approved design and have successfully overcome
the difficulties and objections of other forms. The
Piston Rods and Rams are made of a high grade of
selected Open Hearth Steel carefully treated to in-
sure long service. The anvils are made of air furnacº
iron, semi-steel or cast steel as desired. One pair of
Dies is furnished with all Steam Hammers but no
Dies are included with Drop Hanumers.
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The general characteristics of
the Cylinders are the same as
on Single and Double Frame
Hammers. The Frames arº
Cast Steel. The Guides arº
Forged Steel with an improve
method of adjustment. The Anvils are Cast Steel.
The Piston Rods are Chrome Vanadium special treated
steel and the Rams may be Forged Steel or Cast Steel.
The Anvil Caps are Forged Steel. A tieplate of
heavy Cast Steel section is placed between the Cylin-
der and the Frames to protect the Cylinder from
Steam Drop
Hammers
severe test in actual operation
before shipment. Design, work-
manship and material are guarº
anteed to be superior in all respects.
The extensive experience of our forging engineers
is at the service of clients at all times.
shock.
|- All hammers are carefully
H Erection erected at our extensive plant
= and are subjected to a most
and Test =
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CHAMBERSBURG ENGINEERING CO.
CHAMBERSBURG, PA. U. S. A.


750
Hydraulic Riveters—Forging and Flanging Presses
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Hydraulic
Riveters
---------------------------------------------------------------------
Chambersburg
Hydraulic Rivet-
ers are built in
a large range of
sizes and ton-
nages and of vari-
ous designs spe-
cially adapted to
ship building
work.
These designs
include portable
riveters built in
sizes from 6" to
60" gap, hinged
riveters, floor
mounted, in sizes
from 15" to 60"
gap. Bull riv-
eters, single or
two piece frame,
in sizes from 38"
to 252" gap.
Pressures on
dies are 35, 5o,
75, IOO, I25,
I50, 175 and
200 tons. Usual
line pressures
are 1500 lbs.
per square inch,
but we can de-
sign to accom-
modate any line
pressure in use.
Chambersburg multiple pres-
sure riveters are provided with
i Cylinder i - ---
= - a very superior and compact sys-
Design item of cylinders which is unex-
in celled for economy in water
consumption, and general main-
tenance. All rams are provided with outside pack-
ing glands, which are accessible at all times, thereby,
providing quick and easy change of packings. Hemp
or flax is used, doing away with the troublesome and
expensive leather packings.
All riveters are built of a se-
lect grade of cast steel through-
out. The valves are simple in
construction and very rapid in
operation and perfect operation
is guaranteed.
All machines are given a thorough test under hy-
draulic pressure before shipment so as to insure that
each tool complies with specifications in every respect.
Construction
5
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The wide range of tools
which has been adopted for this
class of work has resulted in
some very unique and successful
tools having been added to our
line and we illustrate one type
with cut No. 631 which shows a 300 ton Horizontal
Forging and Bending Press.
This machine consists of a cast iron frame to which
is attached our improved multiple pressure cylinder
system and high speed valves. It is rapid in action,
covers a large range of work and has proven very popu-
lar in shipyards.
Forging and
Bending
Machines
--------------------------------------------------------------------------
-------------------- -------------------------------------------------
Our line of Universal Hy-
Universal # draulic Flang in g Machines
Flanging i meets every requirement in
Press shipyard work for shaping and
bending plates, a ngles and
beams, etc., economically and
quickly. The frame is of cast iron construction, cylin-
ders cast steel, rams are provided with outside packed
glands, valves are of simple but improved design and
are rapid in action and efficient and accurate in op-
eration.
These presses are built in sizes having 54", 60", and
66" depth at
gap, 200 tons
pressure on each
vertical ram, 50
tons on hori-
zontal ram and
75 tons on the
stripping ram.
Press
No. 460. Universal Hydraulic
200 Tons Pressure—66" Horizontal Gap
Flanging
CHAMBERSBURG ENGINEERING CO.
CHAMBERSBURG, PA., U. S. A.



751
Forging Machines
-------------- --- -
-----------------------
For the past thirty years Ajax
Forging Machines have been
extensively used in shipyards
throughout the world for the
production of forgings in quan-
tities. There are many types,
each adapted for a particular group of uses, such as
Rivet and Bolt Heading Machines, Taper Forging
Rolls, Hot Pressed Nut Machines, large sizes of Up-
setting Forging Machines and Universal Forging Ma-
chines. By these machines all kinds of forgings from
rivets up to ship stanchions, large anchor shackles,
etc., are made far better and more uniform in a frac-
tion of the time required to make them by hand or un-
der hammer.
Ajax Liner Forging Rolls and Ajax Continuous
Motion Headers have proved to be of special value to
the modern shipyard, and for this reason these two typ-
ical machines are described at length.
Uses in
Shipyards
---------------------- ----------------------------
wº- Ajax Ship Liner Forging
Rolls are used for producing
ship liners, at a lower cost than
they can be made under the
hammer, at the same time in-
suring a better finish and a com-
plete absence of marks. Taper forging rolls can be
supplied for belt drive or with the motor direct con-
nected to the machine.
The dies are semi-cylindrical and are secured to the
Ajax Ship Liner
Forging Rolls
Ajax Ship Liner Forging Rolls. Capacity Any Normal
Size Ship Liner. Output 40 to 100 Liners Per Hour
roll shafts which are carried in a pair of large bear-
ings mounted in a substantial housing. The dies op-
erate between these housings, thus making an exceed-
ingly rigid construction. The roll dies are made from
a special steel mixture approximately .90 carbon and .90
manganese which gives a very hard rolling surface
and long life. The roll die surfaces are finished plain
with a slight eccentric taper. The dies are provided
with two adjustments, one vertical and the other eccen-
tric. The former is utilized when old rolls have been
refinished by setting them up to normal centers. The
eccentric adjustment provides for rolling varying de-
grees of taper to ship liners.
The roll shafts revolve continuously at 30 revolu-
tions per minute, and the stock is inserted between the
open gap of the roll shafts, and as the rolls revolve they
–
-
grip the stock and force it back towards the operator,
at the same time forming the taper.
By loosening the set screws on one side of the dies
and tightening up those on the other, the degree of
eccentricity and consequently the taper of the finished
forging, can be varied.
Cut gears and pinions are furnished throughout, ex-
cept the long tooth pinions on the end of the roll shafts
which are cast with special long teeth to take care 0
the vertical adjustment. Lubrication is exceptionally
well provided for and bronze bushings are used through-
Out.
The best production is obtained with an operating
crew consisting of a heater and an operator. Liners
are rolled at one heat, and the tapered end of such
liners as do not exceed 5%" width can be trimmed on
the side shear which is a part of the machine equipment.
One of the most important items of economy be-
sides greater production in using an Ajax Ship Liner
Taper Forging Roll, as compared with a hammer, is
the very low cost of machine and die maintenance, as
the extreme thinness of which ship liners must be drawn
causes undue failure to hammer parts and dies.
---------------------------------------------------------------------
Ajax Continuous
Motion Hand
Feed Rivet
Header
,-----------------------------------------------------------------------
Ajax Continuous Motion Bolt
and Rivet Headers are made in
two types—Hand Feed and
Automatic—both for hot head-
ing only. In the hand feed
type the stock is fed into the
machine by hand, the operator having heated the bar
i
Ajax Continuous Motion Hand Feed
Rivet and Bolt Header
for a length of from four to five feet. A rivet is made
at every revolution of the machine. The average pro-
duction is from 1400 to 18OO rivets per hour.
The output of the Ajax Autº
matic Feed Continuous Head"
ing Machine is more than
double that of the hand feed
type. Productions vary, accord.
ing to the length and size 9
the rivets being made from 2800 to 4200 rivets Pº"
hour. Even greater output has been made on motº
driven machines where a variable speed motor has
been used by which the short length rivets are prº"
duced at a higher rate of speed than normal.
Both the hand feed and automatic feed continuº
motion headers are made in the following sizes, Wºº
34", 1", 1%", 1%", 2"—these figures indicating the
Ajax Automatic
Feed Continuous
Header
AJAX MFG. CO., CLEVELAND, OHIO


752
Forging Machines
largest diameter of rivet or bolt which the machine
will make.
The bed plate is of solid steel, carefully an-
nealed. Crankshaft is forged from special analysis
steel, heat treated. The bearings to crankshaft, pitman
and knuckle pins are bronze bushed. Bronze liners are
fitted to the bottom of the header and die slides, which
wear on steel liners fitted to bed plate.
All bearings are extremely large and are provided
with pockets or oil reservoirs.
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The heated bar is ported
through the backing plate, “A”
until it strikes the stock gauge
“B”, which is so set that just
enough of the bar projects
through the backing plate to
make the finished rivet or bolt. The moving die “C”
then travels across the face of the backing plate, shears
off the blank and grips it against the stationary die
“D” in the lower groove. The header tool “E” moves
Sequence of
Operation
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- - - - - -
dies against the die faces. As the header tool backs
off the dies open and the rivet is ejected by a kick out
device. Thus a rivet is made at each revolution of
the machine. The dies are water cooled.
An automatic self adjusting
safety relief is incorporated in
the moving or gripping die
mechanism which protects the
machine against stickers lodged
between the gripping faces of
Safety
Mechanism
the dies. This safety mechanism assumes normal work-
ing position immediately on removal of obstruction or
sticker.
Ajax Automatic Feed Continuous
Rivet and Bolt Header
In the direct motor driven type a further safety
device, in the form of a slip clutch, saves the motor
and machine from the risk of damage.
Ajax Die Blocks are machined with four grooves,
two in each of the vertical faces, thus the vertical cen-
ters of the grooves are not altered when the dies are
re-dressed which also means less time required to set dies.
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Our engineering department,
. Service backed by thirty years of
* forge shop experience is freely
Department at your service and is prepared
to give definite figures and
guarantees as to the saving
which you can make by the use of Ajax Machines.
TABLE OF DIMENSIONS
Normal Speed -
Capacity
Mach. Size Motor H. P. Floor Space Strokes per
Minute
Hand Feed
V3 in. 5 7, 3" x 4' 0" 90 14 in.
34 in. 71.2 7' 5" x 4’ 10” 85 % in
1 in. 10 s’ 3” x 5' 4" S0 1 1n
114 in. 15 S’ 9” x 6' 0" 70 114 in
112 in. 20 11' 2" x 6' 11" 65 1% in
2 in 20 13' 7" x 10' 0" 50 2 in
Automatic Feed
1% in-, 7.1% S’ sº x 5' 0” 110 14 in
1 in. 1() s' 11" x 5' 0” 105 % in.
- in. 15 10' 2" x 5' 11” 100 1 in.
14 in. 20 10' 912" x 6' 81%." 90 1% in
1% in. 25 13° 11” x 7' 5" S5 11% in
2 in. 30 16' 5" x 10' 0” 60 2 in
Bolts and Rivets Made on Ajax Machines
II II
Hex Head Bolt Before and
After Trimming
Rivet as It Comes
from Machine
AJAX MFG. C.O.. CLEVELAND, OHIO





753
Carbo-Hydrogen Cutting and Welding
"...","...",". The Carbo-Hydrogen Co. of gas, is sold separate from the Carbo Process. It is,
Carbo-Hydrogen # America offers a complete Pro- in many respects, the best welding apparatus obtain-
Complete Cutting cess for cutting met als, this able, and is designed to assure a correct mixture 9
Process Process consisting of Carbo- the gases.
im. Hydrogen Gas, Carbo Cutting
Apparatus and Service. These
features are not separated, and ordinarily gas or ap-
paratus for cutting is not furnished separately by the
company.
Portable Cutting Outfit
Carbo Cutting Apparatus is
of the best material and work-
manship and as part of Carbo
Service is sold at practically
cost. The upkeep cost is also
exceedingly low as it is of par-
ticularly simple construction and lasts much longer
than other types. The cylinders are furnished on a
loan basis without charge, and the total cost of fuel
gas, oxygen and labor is considerably less than by any
other process.
Carbo Welding Apparatus, for use with acetylene
Carbo Cutting
and Welding
Apparatus
4, rºſe, 2%:/ºr
§
sº- C7
%
§
Jerſona/Mov 3/c //ead/
Jeczona/ her 3/.25/4.ad.
Carbo-Hydrogen Gas assures
safety as it is a true inflammable
and in no sense an explosive.
It burns practically wholly to
water vapor, which is a great
benefit to the health of opera"
tors. Practically all other gases on the market for
cutting purposes burn to large proportions of carbon
monoxide and carbon dioxide, with resultant bad ef
fects on the stomach, eyes and general health of the
operators.
Advantages of
Carbo Hydrogen
Gas
The approximate cutting data
table given below is useful for
estimating purposes. It is to b%
noted that many conditions 0
the steel, as well as different
- grades of steel, will have an ef-
fect in altering these figures one way or another, an
that the pressures can be varied to advantage at times
on various grades of steel. The figures are meant tº
represent good efficient work, and in favorable condi-
tions even better results can be obtained.
Cutting
Data Table
Thick- || Size Lineal Feet Pressure | Cu. Ft. of Cu. Ft. of
ness of of Cut per of Cutting Oxygen Used Carbo-Hydroge”
Steel in Cutting Hour by Oxygen in per Lineal Ft. Used per Lineal
Inches | Tip Hand Pounds of Cut . Ft. of Cut
14. " 1-A 110 15 1 1
34 " 2 90 25 1% 1
34 * 2 75 32 2% 1%
1 * 2 60 35 3. 1%
134 " 3 45 45 4% 2%
2 ” 3 38 50 7 3%
3 * 3 28 60 14 6
4 * 3-A 18 75 26 9
5 * 4 13 S5 32 12
6 * 4 11 100 40 13
7 * 5 120 50 13
S* 5-A 7 140 64 14
9 * 5-A 6 160 7s 16
—-
Carbo Cutting Service is fur.
nished without extra cost an
includes a corps of traveling
experts in the operation and ſº
pairs of the apparatus. The
close and personal attentioſ'
given each plant assures maximum possible efficiency
of operation, and the advice of this department is "
ways available in working out special advantages *
new problems.
/* 424.
7–
Carbo Service
-------------------------------------------------------------------------
_5 erºr Zozºr
* *44/ Z24e,
A/www.zoº
7
Aeº-Cººf.
- º
ſ/ſº Rºjº 4 /
4% § º
§
޺
---------------'A---
c. *-yº”
wº-----------.
CARBO-HYDROGEN CO. OF AMERICA, PITTSBURGH, PA.






































754
Welding and Cutting Equipment
-
i"... . . . The Welding and Cutting tremely sensitive spring system. The moving system
Welding H Equipment manufactured by the that is cage B, carrying seat C, is not only securely
and Cutting General Welding and Equip- fastened to the main diaphragm A, but also to the per-
Equipment ment Company is highly ef- forated rear diaphragm H by means of a fitting. Thus
ficient. It is designed so that a lateral deviation of seat C in relation to nozzle D is
ºritiitiinuintulumn ----------- ---------|--|--|-- ------------
any part which may be dam- impossible and restricted to an absolutely straight up
aged in service or by accident, is accessible, and can be and down movement. A sleeve guide K is an added
replaced quickly by the operator. Therefore losses in- feature which insures perfect alignment.
curred by the inability of the equipment to operate The Regulators do not rely entirely upon spring ac-
steadily are negligible. tion of main diaphragm A, but also upon the two way
Each part of the Regulators, Welding and Cutting action of rear diaphragm G. If diaphragm. A should
Torches, etc., has distinctive features which are not act too slowly, diaphragm G supplements the action.
found in other equipment of this type.
| Standard Welding Torch
Extensions to 16, 22, or 30 inches
------------------------------------------------------- ---------- -------
É One of the principal features # The majority of our Weld-
- - = - - J y -
s of the Regulators is the fact = Welding # ing Torches are furnished as
E - = c = - - -
i Regulators that nozzle D (see sketch) in- Torches H Combination Torches; that is,
i variably comes back to the same = a torch base with two exten-
* spot On Seat C. The Regulators * sions, al short and a longer One.
are also provided with an ex- The operator can then use it
either as a 16 inch or a 22 inch torch. A third exten-
sion can be supplied, if desired, to make the torch 30
inches overall.
Our Cutting Torches, which
are subjected to unusually se-
Cutting Torches vere work, are of superior ma-
terial and design in order to
withstand the strain of constant
service.
These Torches are usually operated by unskilled
workmen, and for this reason they must be simple in
construction and operation. Torches manufactured by
the General Welding & Equipment Co. fulfill these
conditions. They are efficient and economical in every
Double Diaphragm Regulator respect.
=
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| y ſº
Cutting Torch -
GENERAL WELDING & EQUIPMENT CO.
107 MASSACHUSETTS AWE. BOSTON, MASS.









755
ſº I -
TIII @º
rTTT -
-->
*\
Type BM Equipment
Type AP Equipment
Type S Equipment
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Waterhouse
Welding & Cut-
ting Equipments
Waterhouse oxy-acetylene
welding and cutting equipments
fill the requirements that arise
wherever metal parts are being
manufactured or repaired. Fit-
tings on the regulators connect
directly to standard oxygen and
-uuuuun- -------------------------------------------
Perhaps no tool has played a
greater part in revolutionizing
the shipbuilding industry than
the oxy-acetylene cutting torch.
It is indispensable in any ship-
yard, regardless of its size.
Waterhouse cutting equipment is
characterized by its simplicity, ease
Cutting
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acetylene tanks. The equipments
shown are complete in every detail
with the exception of tanks, and
these can be secured in any city.
The various style Waterhouse weld-
ing outfits fill all possible require-
ments that might arise demanding
the use of a portable oxy-acetylene
welding and cutting equipment.
Perhaps the most predominating
features of this equipment are the
flexibility of its use, the service that
is given by its manufacturers, its
ease of operation, and its dependa-
bility for service.
----------------- ununununununununununu
Equipment
of operation, wide adaptability, and
accomplishment of results which
would be impossible by any other
process.
Equipment “AP” is designed
particularly to meet the require-
ments of a shipyard; and, by means
of interchangeable tips, any thick-
ness of iron or steel up to 20" can
be cut. A welding torch can be sub-
stituted for a cutting torch on this
equipment without making it neces-
sary to duplicate regulators, pro-
vided a welding and cutting equip-
ment are not required to be in op-
eration at the same time.
Equipment “BM” is a combina-
“S” is built
to meet the
requirements of the most severe
user. It will handle anything
within the range of the oxy-
acetylene welding process, and is used largely on manu-
facturing and repair work of a heavy nature where
constant service is demanded.
Equipment “J” is designed to meet the requirements
of the ordinary user. The equipment is light and easy
to handle, and is the proper equipment where the work
is of not too heavy a nature.
Equipment “B” (not shown) is designed particularly
for light welding and lead burning, and for reaching
work of a secluded nature which is inaccessible with
a heavier or larger torch.
Welding
------------------------------------------------------------------------
Type J Equipment
tion equipment which will handle
anything within the range of the
oxy-acetylene welding and cutting process without any
duplication of unnecessary parts. It will handle cutting
as well as both light and heavy welding.
We carry a complete line of
accessories and supplies inciden-
tal to the use or maintenance of
oxy-acetylene welding and cut-
ting equipments. We maintain
a welding department for the
service of our customers, chiefly that our own engineers
may become more thoroughly conversant with the most
recent and modern practises in the oxy-acetylene in-
dustry and pass this information on to our users.
Supplies and
Accesories
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WATERHOUSE WELDING COMPANY
15 PELHAM ST. BOSTON, MASS.






756
A. C. Electric
Welder and Cutter
Standard Welder showing our type 17 mask and type A welding handle
A. –Flux diverter which gives the small increments of current to give exact condition of heat.
B--Secondary taps, either side may be grounded. These give the larger increments to current for heat conditions.
Brass plates under each tap designates the kind of work to be done.
Light work; Slag coated electrode,
Flux coated electrode, Bare wire, Light work, Medium work, Heavy work, Cutting.
C—Primary connections two 5% taps for below normal voltage.
D–Handles for carrying Welder. E-Ventilator.
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The Alternating Current
Arc Welder and Cutter is a
special portable transformer de-
livering the arc voltage of the
necessary characteristics for the
work to be done at the terminals
of the apparatus, and is made to meet any A. C.
Primary power supply, voltage or frequency.
This A. C. Welder will use any make of bare or
covered, iron or steel, electrode and the process used
also enables cast iron, aluminum, brass or copper to be
welded with special electrodes.
Adaptability
----------------------------------------------------------------------->
------------------------------------------------- --------------------
The A. C. Electric Arc
Welder and Cutter embodies
several features of superiority
over any other machine serving
the same purpose.
Good, smooth welds are as-
sured by the machine which maintains a close and con-
stant-heat arc which all experts agree is necessary for
proper fusing of the metal. The high penetrative
quality necessary to bite through the slag, dirt, oil, or
hard metal skin in starting the weld is provided by the
high initial voltage generated by the machine.
The first cost of the A. C. Electric Arc Welder is
least because of its simplicity and the light high tension
wire used for distribution. The cost of operation is
Advantages
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F–Lamp Socket for light grinder.
G–Oak case.
lower than any other, the machine being guaranteed
to deposit a pound of metal for less than 2 KW hours,
and the use of alternating current also permitting a
speed of welding 20 to 30% faster than any D. C.
system. The cost of maintenance is nil as there are
no moving parts to require attention or get out of order.
Unusual convenience in operation is an outstand-
ing characteristic of the A. C. Electric Arc Welder
and Cutter by reason of its portability, the total
weight being but 260 lbs., its ability to use any make
or type of electrode, its construction permitting its
use in any kind of weather, and its speed of welding
or cutting.
#" Flux Coated welding elec-
trodes and special electrodes
which deposit mild steel or
alloy steels can be supplied by
the manufacturer in 50 lb.
bundles for immediate shipment.
Special light weight and re-inforced masks for oper-
ators and shields for observers and patented welding
handles and cutting handles can also be furnished.
We have established a welding school where men
can study iron and steel and apply it to welding. A
free consultation and instruction service is maintained
for the use of customers. Our Booklet 96 gives full
information.
Special
Accessories
and Service
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ELECTRIC ARC CUTTING AND WELDING CO.
222 HALSEY ST., NEWARK, N. J.

757
Armco Iron Welding Rods
Charcoal Iron
The black spots indicate slag and impurities
detrimental to the welding operation and
the strength of the weld.
----------------------------------------------------------------
Welding
Advantages
Armco Iron Welding Rods
are made for both electric arc
welding and oxy-acetylene weld-
ing. Those who make this
guaranteed welding iron their
standard will find that for mild
steel and iron welding it will do all the work that
formerly was thought to require a wide range of weld-
ing materials of various analyses. The advantages are
obvious. A comparatively small stock of welding rods
will meet all usual requirements and the investment in
welding material and the space required to store it are
greatly reduced. The use of a single standard composi-
tion is very convenient for both workman and employer
and there is an assurance that the best material obtain-
able goes into every weld.
The standard lengths for Armco Iron Welding
Wire are:
Electric, 14 inches.
Oxy-Acetylene, 36 inches.
=
-----------------------------------------------------------------------
-------------------------------------------------------------------------
Armco Iron Welding Rods
are the purest commercial iron
made. As all authorities since
the first commercial application
of oxy-acetylene welding have
agreed that the best welds are
secured by the use of pure iron, the following guar-
anteed analysis of Armco Iron Welding Rods is con-
vincing proof of its purity and advantages in a weld.
Sulphur. . . . . . . . . . . . . . . . . . . . . . . . . \
Phosphorus. . . . . . . . . . . . . . . . . . . . . .
Carbon. . . . . . . . . . . . . . . . . . . . . . . . .
Manganese. . . . . . . . . . . . . . . . . . . . . .
Silicon. . . . . . . . . . . . . . . . . . . . . . . . . .
Copper. . . . . . . . . . . . . . . . . . . . . . . . .
Oxygen. . . . . . . . . . . . . . . . . . . . . . . . .
Nitrogen. . . . . . . . . . . . . . . . . . . . . . . .
Hydrogen. . . . . . . . . . . . . . . . . . . . . . .
Iron. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Welding
Quality
The usual electric welding wire specifications for
mild steel welding permit a maximum total of im-
The black and muddy spots indicate gases
and blow holes. . The lack of individual
grains is due to impurities.
open Hearth steel
Clearness and evenness of the grains indi-
cate uniform density, purity, and freedom
from occluded gases.
Armco Iro
purities – carbon, manganese, phosphorus, sulphur,
and silicon (five elements)—of 91/100 of 1 per cent.
As will be noted from the foregoing analysis, Armco
Iron is analyzed for nine elements, including oxygen,
hydrogen, nitrogen, and copper, and even then the total
impurities do not exceed 16/100 of 1 per cent.
By specifying that welding metal must be iron and
as pure as possible, a metal possessing the proper
welding qualities will be obtained.
-------------------------------------------------------------------------
-
In the manufacture of Armco
Iron the process is one of elimi-
nation of impurities from start
to finish, and the raw materials
entering into its manufacture
are very carefully selected.
Test samples are taken from the furnaces at various
times and in no instances is a heat poured until the
Manufacture of
Armco Iron
Welding Rods
-----------------------------------------------------------------------
Steel
Part of split ingot showing
typical blow holes and un-
certain density.
Armco Iron
Part of ingot sawed in half to
show uniformity and practical
freedom from blow holes.
chemist has determined that it is of the proper analysis.
Further tests are taken of the ingots for gas determina-
tions.
The physical properties of welding rods are equally
as important as the chemical purity. Great care is
exercised in the rolling and wire drawing processes
and the finished product combines the highest achieve-
ments of the open hearth furnace and wire mill.
PAGE STEEL AND WIRE CO.
SALES OFFICE. 30 CHURCH ST. NEW YORK


7.58
Electric Arc Welder
---------------------------- --------------------------
The USL Electric Arc
Welder has proved especially
valuable in shipyard work be-
cause of the comparative ease
with which it efficiently main-
Applications of
USL Electric
Arc Welder
- tains a steady arc. Shipyard
welding experts have been taught by experience to
so perce
Converter 7 o
Efficiency 7°
2
60
4.O
Mohts
JO is
3OCO
Arc O Arc
Volts watts; a watts
22
O 2OOO
17
IO
w
Arc Amperes
O 4-O 8O i2O 16O
Characteristic Curves of
USL Arc Welder Converter
prefer the USL Arc Welder for difficult jobs be-
cause of the certanty of obtaining dependable, high
quality welds.
Among the innumerable uses for the USL Electric
Arc Welder in a shipyard or on shipboard may be
mentioned the securing of brackets to watertight bulk-
heads, tank sides and tops, anchoring shims and vari-
ous equipment in place on foundations, closing up
holes, making repairs, securing ship's frame members
to each other, and so forth, in every case producing a
strong, durable, quick, clean, and remarkably econ-
omical job.
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Types of USL
Arc Welder
The USL Arc Welder is a
variable voltage type of port-
able or stationary machine of
exclusive design for providing
the necessary direct current
range,_50 to 200 amps, and
voltage range, 20 to 65 volts, required for arc
welding. With a supply circuit of direct current up
to 125 volts, the converter type is used; and with a
supply circuit of alternating current of any voltage
and direct current of more than 125 volts, the Motor
Generator type is used. This Arc Welder is in-
tended for single operator use and comprises the motor-
generator or converter, a switch and metal panel, an
arc stabilizing reactor, an electrode holder, a face
shield, and for portable use a truck and cable reel
with two fifty foot lengths of flexible cable.
To enable the operator to vary the current to meet
his requirements USL Arc Welders are equipped with
both a voltage adjusting rheostat and a current adjust-
ing switch.
-
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----------------------------------------------------------------------
The USL Electric Arc
Welder is specially designed in
every detail to meet the exact-
ing requirements of electric arc
welding. Heavy, well built
commutators of ample capacity,
together with liberally proportioned windings and
structural parts contribute to their reliability and long
life. The windings and connections are in plain view
and are readily accessible. The armature rotates on
high grade annular ball bearings reducing friction to
a minimum.
These welders are remarkably compact so that the
space taken by them is negligible whether mounted for
stationary or portable use. The all metal truck on
which the portable machines are placed is 28 inches
wide, 55 inches high, and 54 inches long, and no por-
tion of the equipment extends beyond the guard rails
which serve as rugged bumpers to protect the welder
from damage by collision. Readily adjustable cur-
Features of
Construction
------------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--
Portable Motor Generator Type of USL Arc Welder
The
motor-generator set mounted on a truck weighs 1530
tains are provided to keep out rain and dirt.
pounds complete, and the converter set similarly
mounted weighs 1410 pounds.
The USL Electric Arc
Welder operates at maximum
efficiency, is self excited, auto-
matically regulated and simple
to operate. Instantaneous re-
sponse of the arc when the elec-
trode strikes the work; perfect safety from excessive
current on short circuit, yet enough current available
above normal to preheat the work locally on striking
the arc; volt-ampere characteristics that maintain prac-
tically constant heat in the arc; no regulators to get
out of order; positive, steady current, giving a uniform
flow of metal into the weld; these are some of the
features of the USL Arc Welder which enables an
ordinary operator to make welds that are solid, homo-
geneous and reliable, and to make them for the lowest
possible cost.
Actual tests of the machine show an operating effi-
ciency of 65 to 70% within the welding range, and
a welding efficiency of 94 to more than 100% of the
original strength of the metal in tension.
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Advantages
----------------------------------------------------------------------
U. S. LIGHT & HEAT CORP.. NIAGARA FALLS. N. Y.

759
Berwick Electric Rivet
Heaters
The primary object of the
Berwick Electric Rivet Heater
is to improve the working con-
ditions in the erecting shop, and
hulls of vessels; to eliminate
Object
smoke and gas which are in-
jurious to the workmen; to eliminate heat prostrations,
dirt, pipe connections for oil and gas, and air blast
connections for oil, coal and coke heaters; to eliminate
the thirty-minute delay in firing up before charging
and the continual burning throughout the day; fur-
ther to eliminate burned and scaled rivets, and to ef-
fect a large saving both in the heating cost and by re-
ducing the rivet loss from over 10% to less than 1/2
ºttrº ºver mºttº
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a diº
º º º Cº.
L ºraneº- rati.
No. 3–Three-electrode Berwick Electric Rivet Heater, for
% to 1" Diameter Rivets; Capacity 300 Rivets or More
per Hour. Built Also with Two or Five Electrodes.
of 1%; to provide flexibility by placing the Heaters in
close proximity to the work in hand, thereby eliminat-
ing both loss of time and waste of rivets, and avoid-
ing discomfort to the workmen by the excessive heat
which is thrown out by other types of Heaters; to re-
duce to a minimum the fire hazard.
The only requirement is an electric connection to
Alternating Current of standard frequencies and
voltages, single phase; can be joined up in groups or
singly, to a three-phase line, without any serious dis-
turbance to same.
Absolute portability, with
close proximity to work.
Thirty seconds' notice
hot rivets.
The use of power only when
Benefits for
hot rivets are required.
The individual heating of rivets, one by one, elimi-
nating burned and scaled rivets.
Absolute control.
Eliminating fire risks.
Eliminating heater boy's judgment as to amount of
fuel consumption, and quantity of rivets in furnace
at closing time, which is the source of greatest loss by
other heating methods.
Twenty (20) kilowatt hours will heat one hun-
dred pounds of rivets, regardless of size.
Seventeen (17) to twenty
(20) kilowatt hours will heat
one hundred pounds of any size
rivet. The maintenance charge
is practically nil as compared
with the heavy charge for re-
lining and upkeep of all other types of furnaces. It
is a simple matter to compute what your electric power
cost will be as compared with your present fuel cost,
plus maintenance charges. In the Berwick Electric
Rivet Heater no current is used until a rivet is placed
between the electrodes; hence, only current sufficient
to heat each rivet is consumed. There is no wear ex-
cept where rivet makes contact with electrodes, and no
burning out of wiring unless constantly being used for
heating rivets larger than the Heater is designed to
Savings
heat.
The heater boy has two, three, four or five vertically
placed rivets to watch, in plain view, with no intense
heat or flame to contend with, so the loss of spoiled
rivets is nil; there are no heated or matted rivets pulled
out of the Heater at closing time; the rivet loss is
thereby reduced from about 10% to less than 1/2 of
1%.
Since 1911, the Berwick
plant of the American Car and
Foundry Company has been
constantly improving the Ber-
wick Electric Rivet Heater; all
the so-called experimental fea-
tures have been eliminated, and a Heater has been per-
fected which gives a constant and steady supply of
rivets properly heated, with no scaled or burned rivets,
no smoke, gas or dirt; the heating cost is reduced 25%
to 75%, and the rivet loss to less than 1/2 of 1%.
This saving, when the Heaters are working at full ca-
History
------------------ ------------------------------------------------------
AMERICAN CAR AND
FOUNDRY COMPANY
165 BROADWAY, NEW YORK. N. Y.

760
Berwick Electric Rivet Heaters
pacity, daily, is sufficient to cover the entire cost of
the Heater in a short time, besides improving vastly
the working conditions in the erecting shops and vessel
hulls.
Fifty-seven are now in daily use in the Berwick plant,
with fifty-five more in course of construction, making a
total of one hundred twelve.
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The Berwick Electric Rivet
Heaters are compact, simple to
operate, and with ordinary care,
in not overloading them, by try-
------------------------ " ing to heat rivets larger than
they are designed to heat, the
maintenance cost is practically eliminated.
Design
------------------------
No. 3–Two-electrode Berwick Electric Rivet Heater with
Telescope Hood for Outdoor Work.
The standard sizes have two, three, four or five
electrodes, or heating-units, controlled by individual
foot-treadles, one movement of which separates the
electrodes sufficiently to insert a rivet vertically; and
when the switch is thrown on, the rivet instantly be-
gins to heat, and within twenty seconds for the smaller
size, and thirty seconds for the larger size, the rivets
are ready for use. Each heat-unit works independently.
Six, seven or nine electrode Heaters are furnished
when a larger volume of rivets are required.
Variable heat-control is provided so that the time
of heating rivets can be varied, as conditions necessitate.
No. 2–Two-electrode Berwick Electric Rivet Heater, for
% to 5%" Diameter Rivets; Capacity 300 Rivets or
More per Hour.
STANDARD SIZES
60–Cycle, 220 or 440-volt, single-phase, but any other standard frequencies and voltages furnished.
Type No. of Elec- Hourly Diameter of
trodes Capacity Rivet of Rivet - tion
No. 1 2 4OO 1/4" to 3/8" 2" 2 1/2 7 1/2
No. 1 4 6OO 1/4" to 3/8" 2" 4 IO
No. 2 2 350 3/8" to 5/8" 3 1/2" 3 1/2 8 1/2
No. 2 4. 500 3/8" to 5/8" 3 1/2" 7 1/2 15
No. 3 I 8O 5/8" to 1" 4 1/2" 7 1/2 15
No. 3 2 16o 5/8" to 1" 4 1/2" IO 2O
No. 3 3 26o 5/8" to 1" 4 1/2" 18 45
No. 3 5 350 5/8" to 1" 4 1/2" 25 65
No. 4 I 3O 1" to 1 1/2" IO" IO 2O
No. 4 3 90 1" to 1 1/2" IO" 2O 42
No. 4 5 I5O 1" to 1 1/2" IO" 3O 75
*When so ordered, can be built to take in longer rivets.
*Maximum Length Kilowatt Consump-
AMERICAN CAR AND
FOUNDRY COMPANY
165 BROADWAY, NEW YORK. N. Y.
-


761
Safety Goggles
The protection afforded by
the “Stoco' safety goggle is
complete. It is impossible for
any missile — no matter how
large or small it may be or from
what angle it may be traveling
—to reach the eyes of a wearer of this protection glass.
All safety goggles are designed to protect the eyes from
direct frontal attack, most safety goggles provide more
or less protection at the sides. The “Stoco' safety gog-
gles by means of their exclusive design and construc-
tion, not only afford all the protection afforded by
other goggles but also protect between the eyes. Chip-
pers and riveters in particular will appreci-
ate this feature.
Protection
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The frame of the
“Stoco’’ safety goggle is
stamped from a single
sheet of metal, conse-
quently it has no
soldered joints to come
apart and no screws to work loose and be lost. The
broad strip of metal above the bridge makes it impos-
sible for the goggle to warp or bend out of shape and
incidentally provides very valuable protection between
the eyes. The side shields, being of perforated metal,
allow the same amount of side vision and ventilation,
but are much stronger than the common wire mesh
shields. The “Stoco’’ safety goggle is made from heav-
ily nickeled metal that will not rust or corrode from the
action of perspiration and may be sterilized daily
without damage. When pitted or otherwise dam-
Durability
aged, lenses may be instantly changed by anyone
without the aid of special tools.
tiny
A stock clerk, if he
has fiddled with screw devices, microscopic
elastic head band in place of the metal earbows. It
may be worn in perfect comfort over regular glasses
if desired.
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The “Stoco" safety goggle
may be had with either one of
two types of lenses as desired,
“Celoglas” lenses or ordinary
optical glass lenses. “Stoco"
safety goggles with “Celoglas”
Lenses
------------------------------------------------------------------------
shatter-proof lenses are the best possible protection for
every occupation that involves eye hazards. “Celo-
glas' lenses are the height of achievement in lenses for
protection purposes. They are composed of a thin
sheet of celluloid cemented between two pieces of
glass by an exclusive process. Even though the glass
may be fractured by a severe blow, the lens will not
leave the frame nor will particles fly into the eyes of
the wearer. The “Celoglas” lens has a high degree
of visibility, insuring perfect sight, and on casual
inspection has the appearance of a lens of ordinary
optical glass.
Optical glass lenses, specially treated for strength
screws and a frame slightly out of alignment, will
appreciate the convenience of the “Stoco" rim-locked
lenses.
In spite of its substantial
construction, the “Stoco’’ safety
goggle is light in weight and
extremely comfortable. All
surfaces that bear on the face
are broad and smooth so that
the weight is widely distributed and all danger of cut-
ting the face eliminated. The earbows are broad and
flexible and hold the goggle snugly in place with no
suggestion of cutting or chafing back of the ears. If
desired, the “Stoco’’ safety goggle may be had with
Comfort
and free from defects, are also supplied in “Stoco"
safety goggles. These are satisfactory for ordinary re-
quirements but the “Celoglas” lens is earnestly recom-
mended for all extra hazardous occupations, such as
chipping, etc. Optical glass lenses are supplied in light
or heavy weight.
": We will send a sample of the
“Stoco" Safety Goggle without
charge to any Safety Engineer,
Superintendent or Purchasing
Agent on receipt of request on
letter head. State whether
you desire sample supplied with easy cable earbows or
black elastic headbands.
Sample
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STANDARD OPTICAL CO. GENEVA. N. Y.




762
Goggles and Masks
ºr-
“Saniglas”
ill-in- ---------------------------------
out, but fitted with adjustable
broad bearing bridge so the
goggle may be raised, lowered
or angled as may be necessary
to afford full protection.
Padded Bridge and screens may be had for opera-
tions where metal would be uncomfortable next to the
skin. Either model may be had with elastic head-
“Isafe”
Adjustable
bands instead of regular temples.
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For protection against injuri-
ous light rays in arc welding;
fitted with scientifically cured
lenses. The shield is made of
light tough fibre, a non-conduc-
tor of electricity, and is the
most efficient shield yet offered. Lenses are firmly
held but may easily be replaced, or new cover glass
inserted.
Face Shield
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t
“Saniglas” quality through- N:
Recommended for chipping,
caulking or other extreme
hazards.
The lenses are S a nigl as
“Saniglas”
Rigid Bridge
“Armnplate” heat treated, and
surface ground. They are
tough, strong and free from waves and imperfections.
Frames of non-rusting white metal with folding
screens. Prescription lenses may be fitted, obviating
the necessity for wearing two pairs.
“Isafe”
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Heat insulated cups, shaped
to fit the eye sockets.
Several models for grinders,
chippers and welders. The
screen side model shown is ex-
cellent for grinders and per-
mits side vision. Model “C” has aluminum cups with
adjustable ventilation. Model “N” holds lenses by
screw joint rim and Model “W’’ has extended eye-
Cups.
“Dustsafe”
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-----------------------------------------------------------------------
Designed for t app in g at
Blast Furnace, or for Lap-
welders, Ladlemen or Firemen.
Made of light fireproof fibre
pivoted at the sides permitting
it to be turned back.
Lenses may be white or colored for the particular
work required.
Model 7oo is intended for light arc welding and
protects the entire face and ears.
Face Mask
-------------------------------------------------------------------------
JULIUS KING OPTICAL CO.
10 MAIDEN LANE. NEW YORK









763
Pneumatic Painting Equipments
ſº The modern method of apply-
The Spraco ing various kinds of paints and
System— i other protective coatings is by
Advantages the use of compressed air. This
ill-i- `.… is rapidly superseding the old
handbrushing method, not only
by reason of the great saving in time and labor, but
also due to the fact that better results are obtained.
One “handy” workman can do the work of three
to twelve or more skilled painters using hand brushes,
depending upon the nature of the work.
Painting Exterior of Ship. Using Form P-3 Equipment
and Extension Pole
Uniformly finished coatings free from streaks and
brush marks are produced.
Rough, irregular surfaces and those inaccessible or
difficult to reach with a brush are readily coated.
By means of interchangeable nose pieces, standard
guns are capable of handling all classes of liquid coat-
1119.S.
*he gun may be quickly mounted on an Extension
Pole Attachment for painting surfaces beyond the
reach of the operator.
". The complete Form “P-3”
Portable Equipment illustrated
is recommended for all general
purposes. This consists of the
Model 7 Paint Gun with ad-
justable spreader attachment,
one pressure control head, one 3 or 5 gallon material
container, one 12-foot length of 5/16 inch flexible,
metal-lined material hose, and one 12-foot length of
3% inch heavy rubber air
hose with the necessary re-
_ # newable couplings.
Portable
Equipment
r
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-
Portable Engine Driven Air Compressor Unit
-----------------------------------------------------------------------
For installations where a sup-
ply of compressed air suitable
for operating the painting equip-
ment is not available, we are
prepared to furnish either gaso-
line engine or motor-driven air
Each unit is complete with auto-
Air
Compressors
---------------------------------------------------------------------in.
compressor units.
matic unloader
and all necessary
accessories, ready
for operation.
These outfits
are low in con-
struction, and
are rigidly se-
cured to a steel
truck. All power
is transferred di-
rectly to the air
cylinder, thus
eliminating any
losses, due to
belts, chains, or
gears. The entire
outfit is auto-
matic in opera-
tion, both air
pressure and
speed remaining
constant at what-
ever point they
may be set. The
engines are 4-
cycle, horizontal,
water-cooled; the
compressors, single-acting, water-cooled.
The Model 7 Gun may be
used to produce either a broad
fishtail spray in any plane, or a
plain conical spray by rotating
the spreader attachment
Form P-3 Equipment
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Paint Gun
---------------------------------------------------------------------
All necessary reducing valves,
gauges, etc., for maintaining
the proper pressures on both the
air and material
supplied to the
gun are embodied
in the control
head.
Paint Gun
Model 7 º
". By use of
i # the Extension
# Extension Pole i Pole Attach-
i H ment, the
É # a mount of
staging, scaf-
folding, or ladders otherwise required
can be greatly reduced. The oper-
ator's reach is increased at least 8
feet or more, a decided advantage.
SPRAY ENGINEERING CO.
93 FEDERAL STREET. BOSTON, MASS.








764
Portable Milling Machines
and Pipe
Benders
Pedrick Portable Milling Machine
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Need of
Shipyards engaged in install-
ing turbines and reduction gear-
Portable ing have experienced the trouble
Milling Machine of surfacing the foundation
im. plates for these parts within the
close limits required for the
work.
It was to over come this
trouble, to lessen the time and to
perform a much more accurate
job that the Pedrick No. 4 size
Portable Milling Machine was
developed.
Purpose
of Design
-------------- ----------- --------------------------------------------- -
# A saving is made in another
= direction, too, as the installation
crew, instead of taking 7 to Io
i days to level and connect the
turbine to the gear case, is doing
the work in about 2% days.
Altogether the machine is credited with returning its
cost on every ship.
Saving in
Time
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-
*littitutumumumumumum ----------------------------
Pedrick
Portable
Milling Machine
The No. 4 machine has a 3%"
spindle, 12 ft. travel, 27" cross
traverse, 9" vertical adjustment.
Smaller machines for surfacing
hatch combings or other parts
are also built.
# Another machine which may
be taken to the ship for doing
useful work is the Pipe Bender
here illustrated. It has capacity
Pedrick
Pipe Bender
mi for bending up to 2" pipe and
accomplishes excellent results.
It is a time saver in fitting pipe and is especially con-
structed for working between decks. Powerfully
geared and substantially built.
Type A Pedrick Pipe Bender
--- -------------------------------------------------------------------.
The Type A machine is fur-
Tvne A nished with quadrants for bend-
yp ing
Pipe Bender 1" pipe to a radius of 6"
1%" pipe to a radius of 9"
1%" pipe to a radius of 12"
2" pipe to a radius of 14"
A Type B, having somewhat different fixtures than
this one, is arranged for bending pipe to smaller radii.
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PEDRICK TOOL & MACHINE CO.
3636 N. LAWRENCE ST., PHILA., PA.


765
Portable Boring Bars
Rooksby Portable Boring Bars
for shipyard service are heavy
duty tools of standardized types
and sizes expressly adapted to
boring and facing stern tube
bearings, boring, grooving and
facing turbine engine casings, boring rudder post
gudgeons and boring or reboring vertical cylinders.
Purposes
|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--
Many years of specializing in
the manufacture and operation
of boring bars have enabled E.
H. J. Rooksby & Co. to produce
-------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--# the most advanced tools of their
class, incorporating a complete
combination of exclusive features and improvements
of great importance to safe and efficient operation.
Chief among these features are two-speed quick-
change gear drive, safety gear guards enclosing all
gears, double-arm cutter-heads and tool holders for
high-speed cutters. They are standard parts of the
equipment of Rooksby Portable Boring Bars and are
supplemented by other special devices applying to the
particular purposes of each type of bar, securing to
each a maximum of accuracy and time saving.
Special
Features
The bar is made of the best
grade of open-hearth steel and
Construction is accurately finished. The
steel feed-screw is inserted in
the side of the bar and is pro-
vided with bronze thrust bear-
ings.
The completely encased driving gear and automatic
feed, an exclusive feature of Rooksby Portable Boring
Bars, furnish full protection to the operators as well
as to the machines; and, the guards being cast in-
tegrally with the frame, add materially to the strength
of construction.
Another distinctive Rooksby feature consists of the
double-arm cutter-heads. Long experience has con-
Bars for General Use
firmed the correctness of the principle of placing the
two tools on directly opposite sides of the Bar. Thus
the best results are obtained with the Rooksby double-
arm cutter-head when it is necessary to use more than
one cutter at a time. The screw adjustment for set-
ting out the tools has the endorsement of the best shop
practice.
The tool holder is a special device obtaining an im-
portant advantage for Rooksby Portable Boring Bars
in that it is designed for high-speed steel or Stellite
cutters and thereby eliminates the necessity of using ex-
pensive, forged tools. A sample tool holder with high-
speed cutters is included in the equipment of each bar.
An improved type of automatic feed consists of en-
tirely enclosed sliding gears with feed changes con-
trolled by a slip pin and includes a reverse gear when
required. These gears operate the feed-screw recessed
in the side of the bar and furnish a continuous and auto-
matic feed to the cutter-heads.
A unique and highly important feature of Rooksby
Portable Boring Bars of the best and pulley type is the
two-speed, quick-change gear drive. The bars thus
equipped are capable of operating at a wide range of
speeds, permitting the same bar to be used for boring
Boring Stern Tube Bearing
diameters that require a different range of speed than
obtainable from the drive on the primary shaft. In this
arrangement two shafts are provided for the driving
gears—one for the primary pinion which drives the back
gear, the other for the intermediate pinion which drives
the direct gear. The quick change is accomplished by
means of a slip pin.
These bars for general use are made in sizes from
2" to 10" diameter and up to 20 o' long.
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The Rooksby Portable Bor-
ing Bar for boring and facing
stern tube bearings and bulk-
head doubles is equipped with a
direct-connected motor which
furnishes the drive through a
train of enclosed spur gears, or is arranged for belt
drive. Two or three changes of feed according to size
of bar and reverse are provided.
Two crossheads of different lengths, together with
their blocks, constitute the setting up fixtures. Stay
pieces with bearings for the outboard crossheads can
readily be made at shipyards to suit the requirements
and are usually bolted through rivet holes in hull plates
or frame, left open for the purpose. Two sleeve bear:
ings are furnished—one with thrust collar-centered
with the set screws in the crossheads.
The equipment includes facing arms for facing stern
tube frame boss and bulkhead doubles.
These bars are made in any diameter and length
usually from 6" to 10" diameter and from 12'-O" to
30'-0" long.
For Boring Stern
Tube Bearings
E. J. ROOKSBY & CO.
ELEVENTH & NOBLE STS. PHILADELPHIA, PA.


766
Portable
Boring Bars
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For Boring
Rudder Post
Gudgeons
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The Rooksby Portable
Boring Bar for boring rud-
der post gudgeons is a highly
developed special tool de-
signed for convenience in set-
ting up and operating as well
as for accuracy of alignment.
It is built in sections joined
by standard couplings keyed
to the bar.
The bar has two full
length splines on diametri-
cally opposite sides —
one for keying the cut-
ter-heads and the other
for the cutting tools
which project into it, -
and are set out by taper Boring Rudder Post G
wedges to bore the re-
quired diameter. If necessary to bore holes of too
small diameter to admit the cutter-heads, the bar will
be slotted for double end cutters.
The Rooksby standard enclosed gear drive is fitted
with bevel-gear universal drive, for pulley and belt.
A three-change feed controlled by a slip pin, also
is of the Rooksby standard enclosed type. Automatic
feed is transmitted by the gears through a bronze nut,
which they carry and which engages a square thread
feed-screw in the top of the bar. Locking the hand
wheel, located at the top of the machine, holds the
feed-screw stationary and the nut revolving, causes
the bar to feed downward. Raising the bar to its
initial position is accomplished by turning the feed-
Screw by the hand wheel.
The thrust of the cut is taken by a strongback sup-
ported by two columns which are attached to a cross-
udgeons
Boring and Grooving Turbine Engine Casings
head which in turn is bolted to the transom plate or
deck.
Three types of bearing brackets are furnished for
setting up the bar—one for clamping with bolts around
the rudder post when clear of plates, another for clamp-
ing with set screws to the rudder post when the plates
are in place and bolting is precluded, and the third is
a crosshead type for bolting to the transom plate or
deck. The required number of either of the above
types of brackets is furnished.
The bearings in the brackets are of “anti-dust” type,
designed to prevent dirt and chips from working in
between the bearing surfaces and cutting fast, a neces-
sary provision in a vertical boring bar where the bear-
ings are beneath the cutters.
These bars are made 3" or 4" diameter in sections
of any length.
-----------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--
The Rooksby Portable Bor-
ing Bar for boring, grooving
and facing turbine engine cas-
ings is equipped with the two-
speed quick-change gear drive.
Any form of power may be
utilized and a bevel gear universal drive attachment, to
enable the power to be applied from any direction, will
be furnished if desired. Two or three changes of feed
and reverse are supplied.
The cutter-heads and fixtures of the Rooksby Boring
Bars are designed to produce the extremely accurate
boring, grooving and facing demanded in turbine con-
struction, with a maximum of time saving in prepara-
tion and operation.
These bars are made in sizes from 5%" to 8" di-
ameter and from 12'-O" to 20'-0" long.
For Boring
Turbine Engine
Casings
-----------------------------------------------------------------------
--------------------------------------------------------------------------
For Reboring
Vertical
Cylinders
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The Rooksby Port-
able Boring Bar for
reboring marine en-
gine cylinders a n d
valve seats is an effi-
cient tool for a wide
range of service. In-
cluded are the two-
speed quick - change
gear drive with bevel-
gear attachment for ſº
vertical cylinders,
double-arm cut t e r-
heads with long and
short tool holders.
Rooksby cutter-heads are designed to use extra heavy
tool holders. A tool holder, of special design for cylin-
ders of the vertical type with a convex bottom cylinder
head, is furnished.
In reboring vertical cylinders in position on board
ship, the stuffing box end of the bar is centered and car-
ried on a steel pin which fits into a bushed hole in the
bottom end of the bar.
In large cylinders the steel chuck pin is centered in
the stuffing box by a pair of chucking sleeves, which
form a rigid bearing for the bar, insuring the reboring
being in the original alignment. In smaller cylinders
the expanding chuck as illustrated on the bar for gen-
eral use is furnished.
These bars are made in sizes from 2" to Io" diameter
and up to 16'-0" long.
-
-
Reboring Vertical Cylinders
and Valve Seats
E. J. ROOKSBY & CO.
ELEVENTH & NOBLE STS. PHILADELPHIA, PA.




767
Taper and Stern Frame Gudgeon Boring Equipment
The equipment illustrated be-
low—for boring taper holes in
propellers—is the latest addi-
tion to our line of Portable
Tools. Its rigid construction
makes it particularly adapted
for heavy shipyard work. By removing the taper keys,
and using our standard cutterheads, it becomes a regu-
lar straight boring outfit. It is a great time saver, and
if located conveniently to the shipways, will eliminate
the transportation of heavy castings, to the machine
shop.
#4
Taper Boring
Equipment for
Boring Propellers
Taper Boring Equipment for 4 Bladed Propeller. Equip-
ment for 3 Bladed Propeller Also Furnished
The Boring Bar is equipped with our Standard Feed
Case, Spur Geared Power, Universal Driving Attach-
ment, Patent sleeve in top crosshead, Plain sleeve, and
anti-dust collar in bottom crosshead.
The Cutterheads are furnished with 1, 2, or 3 arms
and tools, and contain Bronze Tool Holders, which are
grooved and tapered to suit the steel taper keys on the
Bar. These taper keys actuate the cutting tools as the
Cutterhead is fed on the Bar, and can be furnished to
bore up to and including 34 inch taper per foot.
The Boring Bar supports, consist of: 4 Heavy Cast
Iron Columns, with both ends flanged, 2-four arm
cross heads and 4 cross-head blocks, all of which are
usually mounted on a T-slotted Bed Plate, which is
furnished by Customer.
The Facing Arm shown in the foreground of the
above illustration is used for facing off the top and
bottom of the propeller. It is so designed, that it trav-
els up and down, over the taper keys, which pass
through cored slots in the arm. The Split Cap is very
convenient, as the Facing Arm can be removed without
disturbing the Bar or the Propeller.
The Single Arm Cutterhead, also shown in the fore-
ground, is used for tramming purposes, and is placed
-
on the Bar and used before setting the Driving Power
and Feed case in position.
We are prepared to build any size of bars, to suit
requirements for the purchasers, prices and full par-
ticulars of which will be given on application.
When making inquiries, please state bore, length of
propeller hub, and taper per foot required, or better,
send us prints of your propeller work.
The Portable Boring Bar
shown below is designed for
Boring the Gudgeons on Stern
Frames and is more commonly
termed our Travelling Bar.
This equipment has been very
popular during the past few years and has proven to
be a great saver of time and labor. We have fur-
nished the most prominent shipyards in the Country,
with one or more of these bars, and find that these
equipments are giving universal satisfaction.
The Bar, 4" x 8", which is of forged steel, accurately
made, is supported by two Heavy Pipe Supports and
Portable
Boring Bar
Portable Bar for Gudgeons on Stern Frames
Crossbar placed on deck, and is centered by sleeve in
crosshead. The Bar is made in suitable sections joined
with split couplings. --
The Cutterheads are keyed fast to the Bar and are
fitted with adjustable screws, so that cutting tool can
be set out to the bore of the gudgeon.
The Feed Case is of the closed type and has two
changes of feed, which can be changed from one to the
other by a slip pin, as shown. The thrust is well taken
care of, by three sets of Ball Thrust Bearings in Feed
Case.
The Driving Power has a train of powerful cut
gears, and is equipped with Belt Pulley. We also fur-
nish a Universal Driving attachment, as shown, to al-
low power to be applied from any direction.
We are prepared to build any size of Bar—to suit
the requirements of the purchaser, prices of which will
be given on application.
H. B. UNDERWOOD CORPORATION
1015-1025 HAMILTON ST. PHILADELPHIA. PA.



76S
Norton Ball-Bearing
Self-Lowering Jacks
Norton Ball-Bearing Self-
Lowering Jacks do not have to
be pumped to lower the load.
The Self-Lowering feature is
# so arranged that when the low-
ering cam is pressed with the
thumb and forefinger, the jack automatically lowers its
full rated capacity easily and steadily.
. Automatic Speed Control makes this the last word
in Jack construction.
Norton Self-Lowering High-Speed Jacks are the re-
sult of thirty years experience specialized in one line—
making jacks. These jacks are positively the fastest
jacks on the market of equal capacity. They are en-
tirely different from other ball-bearing jacks.
They are absolutely safe—cannot slip or drop the
load—are positive and reliable, and guaranteed in every
respect.
They are faster than the various makes of geared
lever jacks, and, unlike other fast-working jacks, Nor-
ton Self-Lowering High-Speed Jacks, are absolutely
safe. There are no intricate, exposed, or fast wearing
parts as in geared lever jacks, and they raise the load
faster and much easier.
Advantages of
Norton Jacks
tº .
Self-Lowering High-Speed Jacks—Sizes 25-100 Tons
The Norton Ball Bearing Jack is superior to the
Hydraulic Jack, and will do any and all work that can
be done with the Hydraulic Jack.
The Norton Self-Lowering High-Speed Jack is the
original self-lowering high-speed jack, and contains a
number of patented features not found in any other
jack. To protect the purchaser and user of genuine
Norton Self-Lowering High-Speed Jacks, the name
Norton is cast on every genuine Norton Jack.
50-Ton Norton Jack
Showing Self-Lowering Cam
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A few of the many uses of
Norton Self-Lowering High-
i Speed Jacks on the Ways as
well as in the Shipyard Shops
im, are covered in the following
paragraphs.
To jack up heavy loads so that lifting slings of
cranes can be arranged.
To assist in installing, adjusting, and repairing heavy
machinery.
Uses in
Shipyards
15, 25 and 35 Ton Norton Jacks
Used Where a Small Powerful Jack Is Needed
To line up heavy casting for machining.
To assist in installing Marine Boilers.
To assist in lining up and setting in place heavy
castings such as stems, stern frames and strut.
To spring beams or girders when
stanchions.
To assist in launching.
installing
A. O. NORTON. INC. BOSTON, MASS.



769
Lifting Jacks
----------------
-
--------------------
The Joyce Inside Pump type
of Hydraulic Jack is made in all
rises from 6 to 18 inches and in
all capacities from 4 to 60 tons.
This jack is furnished either
- with broad circular base, small
square base or with ground lift, as illustrated below,
to meet various service requirements, and will work
in a vertical, horizontal or inclined position. It is
exceedingly light and compact for its power, is abso-
lutely reliable, and the best material and workmanship
are employed in its manufacture. Every provision is
made in its design to prevent leakage and undue wear,
to provide easy access to the interior, and to place the
parts so as to be secure from injury.
Inside Pump
Hydraulic
Jack
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Inside Pump Hydraulic Jack
Broad Base Type
Ground Lift Type
The Joyce Outside Pump
type of Hydraulic Jack is par-
ticularly suitable for use where
a short jack is desired for a
given lift, as the pump in this
type is placed on one side of the
jack, the ram being entirely free from internal work-
ing parts. The outside pump jacks are made in all
rises from 6 to 18 inches and are of two types:—
for light duty in capacities of 4 to 20 tons, and for
heavy duty, as illustrated in the following column,
in capacities of 30 to 200 tons. Either type can be
furnished with ground lift, and will work in either
a vertical or horizontal position. The light duty jacks
are made with a single pump, permitting one speed
of operation, while the heavy duty jacks are made with
two pumps of different diameters, giving three op-
erating speeds and an emergency trip.
Outside Pump
Hydraulic
Jack
sº
Outside Pump Hydraulic Jack for Heavy Duty
------------------------------------------------------------------------
The Joyce Self-lowering
Self-Lowering High-Speed Ball-Bearing Jack
Geared Screw i shown below is a mechanically
Jack operated jack designed to permit
rapid raising and assure fully
controlled lowering. It is made
with large circular base or small square base with
ground lift to meet various service requirements and
is built in all standard heights from 20 to 36" and
in all capacities from 35 to 75 tons.
The special form of thread, materials used, and
general design and construction, result in an efficient,
strong, safe and speedy mechanism. The complete
Roller Bearing High Speed Geared Screw line is also
made without the self-lowering feature.
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Self-Lowering
Jack
THE JOYCE-CRIDLAND CO., DAYTON. O.



770
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-----------------------------
The Joyce Screw Jack is
made either with six-way head
i for lever, or with ratchet head,
H in all rises from 3 to 23 inches,
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50 tons. This jack with
bracket-shaped thread designed with proper reference
S
Screw Jack
+
Screw Jack
to the shearing stresses, and broad bell base serving
also as oil reservoir, as illustrated above, is superior in
design and construction to other screw jacks.
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The Joyce Full Automatic
Jack is a strong and reliable
Automatic - - - -
L Jack jack of few working parts, in
ever Jac which the
s i load can be
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raised or low-
ered with equal facility notch by
notch. It is fur-
nished for opera-
tion by lever either
directly or through
gear as shown in
Full Automatic Jack
Lever Type Geared Type
the illustration. The lever jacks are made for
all rises between 4 and 25 inches and all capacities be-
tween 5 and 15 tons, while the geared jacks are made
for rises between Io and 26 inches and for capacities
from 25 to 50 tons.
The Joyce Emergency Jack
illustrated below is of the full
automatic type, equipped with
special pivoting base to permit
lifting, lowering, pushing or
pulling at any angle to within
20 degrees of the horizontal, with five feet of chain
Emergency
Jack
-------------------------- ----|--|--|-- -----|--|-- --------- ---
Emergency Jack
and grab hook, five foot steel lever of pinch bar con-
struction, and detachable ground lift for use where
chain cannot be employed. This jack weighs only
127 pounds complete with all
equipment, is 2 feet high, has a rise
of 12% inches, and a capacity of 15
tonS.
-------------------------------------- ------------------------ ----------
The Joyce
Pulling and
Pu s h in g
Jack is ar-
ranged with
pinned hooks
which can be dropped back so as to
present the heads for use of the
jack in pushing. These jacks are
rugged and strongly built and are
provided with ratchet for permit-
ting the most convenient form of
operation, as it is simply necessary
for the operator to pull on the lever
to turn the screw, and push back
on it to cause the pawl to enter
another tooth on the ratchet wheel.
This jack has a 19 inch run of
screw, and a capacity of Io tons.
The length inside hooks when
closed and set for pulling is 39%
inches and the weight is 68 pounds.
Pulling and
Pushing Jack
-----------------------------------------------------------------------
|
.
Pulling and
Pushing Jack
THE JOYCE-CRIDLAND CO. DAYTON, O.








771
Ratchet Stud Drivers,
Drills and Wrenches
The Keys to n e Reversible
Keystone Ratchet Stud Driver is the only
Ratchet Stud tool of its nature on the market,
Driver and is used by the largest build-
i ers of machinery in the country.
The reversible ratchet fea-
ture makes it of special value in close quarters on
board ship, for setting and removing studs on stern
tube stuffing boxes, sea connections, manholes, and
propelling and auxiliary machinery.
The Keystone Ratchet Stud Driver is a valuable
time-saver over old methods. Studs can be driven
quickly and released instantly. Furthermore, the
threads are never damaged by this method and are
all driven to uniform depth.
(Stud
Socket)
(Stud Nut)
Keystone Ratchet Stud Driver
The Keystone Ratchet Stud Drivers are furnished
with one nut for any size stud and with handles rang-
ing in length from Io inches to 28 inches. Extra parts
are furnished on order.
When ordering specify size of Studs to be driven.
For size of Stud Driver suitable for the various sizes
of studs see table below.
KEYSTONE RATCHET STUD DRIVER
Style No. Length of Handle Size of Stud
161 10 inch 34 inch to 5% inch inclusive
162 14 inch % -- * 78 “ --
163 16 inch 34 “ - 1% “ --
164 18 inch 34 -- * 1 × “ -
1.65 22 inch 34 “ “ 114 “ --
166 24 inch 3: " " 1% “ --
167 28 inch 3: " " 1% “ --
The Keys to n e Reversible
Keystone Ratchet No. 3OO has inter-
Reversible changeable parts making four
complete ratchets in one. These
interchangeable parts make pos-
sible both long and short feed
for any style of Morse Taper or Square Taper Shank
Drills.
This type of combination ratchet is of practical value
in the construction of vessels, due to the fact that it
Ratchet No. 300
Keystone Reversible Ratchet No. 300
will accommodate any type of drill for use in tight
places.
The Keystone Reversible Ratchets No. 300 are fur-
nished complete with four interchangeable parts in
four standard sizes. Separate parts are furnished on
order. For the length of handle and size of shank
to which each size is adapted see following table.
KEYSTONE REVERSIBLE RATCHET NO 300
Style Length of Shanks which Sockets
No. Handle will accommodate
50M 8% inch No. 1 Morse or Bit Stock Drills
51M 10 inch No. 2 Morse or No. 1 Sq. Shank
52M 14 inch No. 3 Morse or No. 1 Sq. Shank
53M 16 inch No. 3 Morse or No. 1 Sq. Shank
The Keys to n e Reversible
Combination Ratchet No. 400
is made to conform with the
1 a test specifications of the
United States Navy. It is ar-
ranged to accommodate three
types of collets or sleeves, square collet, taper collet
or reducing collet. By means of these three types of
collets the Keystone Reversible Combination Ratchet
Keystone Reversi-
ble Combination
Ratchet No. 400
----------------------------------------------------------------------
Keystone Reversible Combination Ratchet No. 400
No. 400 will accommodate Bit Stock Drills, Morse
Taper Drills, and Square Shank Drills, up to 1%
inches.
-
----------------------------------------------------------------------
The Keystone Ratchet Re-
versible Socket Wrenches are
made for both Square and Hexa-
gon United States Standard
nutS.
The body of these wrenches
is made of drop-forged steel; the handle is made of
cold-drawn tubing, thereby insuring the greatest pos-
sible strength. These wrenches are made with handles
from Io inches to 28 inches long. To accommodate
nuts for various bolt sizes as listed in table below.
Keystone Ratchet
Reversible
Socket Wrench
5umumumuminimumumumuuuuuuuuuuuuulf
IF
Keystone Ratchet Socket Wrench
When ordering, specify size of Bolt which Socket
shall accommodate. Special Sockets made on special
order, but it is advisable when ordering special Sockets
to send sample of nut to insure accuracy.
One Socket is furnished with each wrench, but extra
Sockets will be furnished on order.
KEYSTONE RATCHET SOCKET WRENCH
Size of |U.S. Standard Bolt Sizes, the Nuts of which the Sockets
Wrench in will accommodate
Inches
10 % % % % % % % -
14 % % % % % 34 % -
16 % % % 34 % 1 1% -
18 to 28 % 34 % 1 1% 1 J4 1.3% 1%
THE KEYSTONE MFG. CO.. BUFFALO. N. Y.






772
Armstrong Pipe Cutting and Threading Tools
Armstrong
Pipe Stocks
and Dies
--------------------------------------------------------------------- -
up under hard usage.
be supplied promptly,
|----------------------------------------------------------------------- -
Armstrong
Pipe
Machines
ficiency. The many
Armstrong
No. 1% Pipe Machine
Armstrong
Pipe
Cutters
frame together.
an extra long bearing.
tools are invaluable.
The durability and ease of
handling of Armstrong Stocks
and Dies adapts them particu-
larly for use in the shipyard
and aboard ship. They cut
clean threads rapidly and stand
The standard sizes, which can
are given in the table opposite.
Many years of experience in
the manufacture of pipe cut-
ting and threading equipment
have developed Armstrong
Pipe Machines to the highest
degree of durability and ef-
sizes in which they are made
offer a machine exactly suited for practically any re-
quirement of ship or shipyard use.
SIZES OF ARMSTRONG STOCKS AND DIES
Number Sizes of Sizes of
of Pipe Dies Bolt Dies
Stock Taken Taken
I %" to J/4" %" to 34"
2 %" to 1" %" to 1%."
2% %" to 194"
3 %" to 2" V4" to 1%."
6 - 2%" to 3"
7 2%" to 4"
All dies can be furnished in either right or left
threads and either American or English threads.
SIZES OF ARMSTRONG PIPE CUTTING
AND THREADING MACHINES
No. o Machine handles pipe 94" to 2
No. Oo -- “ I” to 4"
No. 1 -- “ yº” to 3"
No. 1% “ “ I” to 4"
No. 3 -- “ I” to 6"
hand.
These machines either hand or power.
dies can be furnished either right or left
All
Armstrong
Armstrong Pipe Cutters are
made in three sizes cutting
from 9% inch to 4 inch pipe.
The danger of springing has
been eliminated by the use of
the steel tie that binds the
The blocks of malleable iron allow
For cutting pipe by hand, these
No. 00 Pipe Machine
-------------------------------- --------------------------------------- * Armstrong Hinged Pipe
Armstrong Vises are made in five sizes,
Hinged taking from
Pipe Vises }%, inch to 6
memº inch p 1 p e -
The y are
manufactured of malleable
iron, with hardened steel
jaws, insuring long life.
Where pipe is to be cut or
threaded by hand, the quick-
ness with which it can be
clamped in an Armstrong
Hinged Vise saves time on
every job.
ARMSTRONG MANUFACTURING CO., BRIDGEPORT, CONN.







773
Bolts and Nuts
Hexagon, Chamfered
Square, Chambered
Hexagon, Cold Punched
Hexagon, Semi-finished Hexagon, Case-Hard
Milton Cold Punched Nuts
------------------------------------------------------------------------
Cold Punched
Nuts
Milton Cold Punched Nuts
are made in all regular styles
and sizes, also to special sizes ac-
cording to specification or blue
print.
The Milton product is made
from all selected raw materials, by men of long prac-
tical experience and by the best process that human in-
genuity has so far been able to devise, that the highest
efficiency possible may be obtained in the use of cold
punched nuts. Milton product enjoys a very high
reputation for quality finish, accuracy and efficiency and
is specified exclusively by many critical buyers.
Of late years there has been a demand for steel nuts.
The excellent facilities of the Milton Manufacturing
Co. for turning out nuts of this character, enables them
to offer to the trade both iron and steel nuts in sizes
%" to 2%".
------------------------------------------------------------------------
-nnnnn.nnnnn-nuuuuuuuuuuuuuuuuuuuuuuu-
The Milton Large Nut, as il-
lustrated above, is the only large
nut of its kind and finish.
Believing there was a demand
for the large nut that would
more satisfactorily meet the re-
quirements of engine builders, etc., the Milton Manu-
facturing Co. after considerable effort developed a
product now recognized as being superior in both finish
and efficiency to any nut heretofore placed on the mar-
ket.
These nuts are made in any size from 2%" diameter
bolt up to 8" diameter bolt and larger.
Large
Nuts
UNITED STATES STANDARD SIZES OF COLD
PUNCHED NUTS
Thick- Dia. | Size Thick- Diu. Size
Width ness Hole Bolt | Width ness Hole Bolt
% % * set % 2% 1% 1: 1%
% 34 łł }4. 234 134 1% 134
! % }4 % 2% 1% 1% 1%
% % % % 3% 2 13: 2
#3 % ** % 3% 2% 1% 2%
% % º % 3% 234 1% 2%
* % #: % 3% 2% 2% 2%
1% 5% 4. 5% 3% 2% 2% 2%
194 34 }} % 4% 2% 2% 2%
134 34 % 34 494 234 2% 234
1 * % # % 4% 3 2% 3
1% 1 #} 1 5. 334 2% 3%
1% 1% % 1% 5% 332 3 * 3%
2 | 4 | 1% 194 5% 334 33% 334
2 * 1% 1 * 1% 6% 3% 4.
2% 1% 1 * 1%
-
*
The Milton Manufacturing
Co. also make a large num-
ber of other products of equal
efficiency and finish to their cold
punched and large nuts.
Special nuts of all kinds, such
as jam nuts, slotted nuts, castle nuts, collars or round
nuts, check nuts, cupped nuts, etc., are made in all
standard and special sizes.
Bolts of all kinds such as standard and special ma-
chine bolts can also be furnished.
Washers of all types, such as riveting, square, cast
or wrought iron or steel, are also made.
Other
Products
THE MILTON MFG. CO., MILTON, PA.



774
Lowell Reversible Ratchet Wrenches
“Multiplex” Socket Reversible Ratchet Wrench Sets
“tutuluuluuuuuuuuuuuuuuuuuuuuuuuuuuuuu:
Lowell Reversible Socket
Wrenches, as demonstrated in
actual service, are time saving
and money making tools.
They are indispensible on
board ship for working in close
quarters where the reversible feature of these wrenches
not only saves time but ensures the proper tightening
of bolts in places inaccessible to the ordinary wrench.
Time Saving
and Money
Making Tools
*inuuuuuuuuuuuuuuuuuuuun
-
--------- -------------- ----------------------- ------------ -----------
Since Lowell wrenches have
been designed to meet every
need of a reversible wrench,
every Lowell wrench is guar-
anteed to give complete satis-
faction for the work for which
Every Tool
Guaranteed to
Give Satisfaction
it is adapted.
Write us regarding your requirements and we will
send you our catalog with recommendations for the
tool best suited for your needs.
Steel Socket Bridge Wrench
| Lowell Reversible Ratchet
Single Wrenches are made in a large
Socket variety of patterns and sizes to
Wrenches suit all service requirements.
The 1916 Pattern shown be-
low is particularly serviceable
for general use and can be furnished in 7 sizes with
either square openings from 5% to 134 inches, or with
hexagonal openings from 4 to 1% inches.
This wrench can be changed to a right or left hand
motion at will by rotating the knurled nut at the end
& & 49 (39
Set of Sockets
Square Gear
of the handle. The reversing operation is remarkably
quick as only one-half of a complete turn of the knurl
at the end of the handle will reverse the action from
right to left hand.
-º- Lowell M ultiplex Socket
i Multiplex Reversible Wrenches are fur-
- Socket nished for both square or hex-
Wrenches agonal openings up to 2 inch,
These wrenches are furnished
with complete sets of sockets
as shown in the illustrations and are of the same high
grade construction as the single ratchet wrench.
Bridgebuilders Reversible Ratchet Wrench
=#
Lag Screw Wrench
i - Special Reversible Ratchet
i Special Wrenches can be furnished to
i w. 1n any requirements. Some of
- renches
the many types that have been
made for special purposes in-
clude wrenches with bent
handles to go around corners in confined places,
wrenches with special long sockets, bob-tail wrenches
and wrenches with special short handles, etc.
ºutnuuuuuuuuuuuuuuuuuuuuuu ---------------------
No. 12345 Reversible Ratchet Wrench
LOWEN.L WRENCH COMPANY
54 COMMERCIAL ST.,
WORCESTER. MASS.






775
Coes Wrenches
Key Model Wrench
The Co e s Key Model
Wrench, shown in cut on this
page, is the finest engine room
tool on the market today. It is
made of heavy steel forgings,
fully hardened, and carefully
tested to assure freedom from flaws.
This wrench, which was designed to fill the gap be-
tween the 21-inch wrench and the heavy spanner
wrench for large work, will not batter and jam a nut
as will the chain wrench. It will not slip and make
trouble, and will take any nut, square or hexagonal,
within its opening capacity.
The key feature makes possible the setting of the
jaw strap in two positions, thus assuring the jaws going
into corners readily. The key cannot come off, and it
holds the jaw strap rigidly.
The wrench is hardened by a special process and like
all other “Coes” products is warranted free from me-
chanical defects.
The Coes Key Model Wrench is made in the fol-
lowing four sizes:
28 inches long, opens 5% inches, weighs 19 lbs.
36 inches long, opens 6% inches, weighs 28 lbs.
48 inches long, opens 9% inches, weighs 62 lbs.
*72 inches long, opens 12% inches, weighs 165 lbs.
*Made on order only.
Key Model
Wrench
The Coes Knife H and le
Model Wrench is a strong all-
around serviceable wrench. Ex-
periment and tests have enabled
us to improve nearly every fea-
ture of the first and original
Knife Handle Wrench. Tests have proved this
wrench to be 10 to 15 per cent stronger than imita-
tions and substitutes made by others.
Handle—Cast semi-steel frame, hard wood sides,
secured at both ends by insertion under metal and riv-
eted up under pressure. The soundest and strongest
wood handle made.
Screw—Steel, hardened and in one piece.
tions are in two and sometimes three parts.
Jaw—Semi-steel casting-hardened.
Bar—Steel, specially imported material fully hard-
ened.
The Coes Knife Handle Model Wrench is made in
the following sizes:
6 inches long, opens 7% inches, weighs 12 ozs.
8 inches long, opens 1% inches, weighs 13% lbs.
Io inches long, opens 15% inches, weighs 2 3/16 lbs.
12 inches long, opens 2% inches, weighs 35/16 lbs.
15 inches long, opens 2% inches, weighs 5 lbs.
18 inches long, opens 3 inches, weighs 634 lbs.
21 inches long, opens 4% inches, weighs 9 lbs.
Knife Handle
Model
Wrench
Imita-
The strength of Coes
Comparative Wrenches as compared to other
Tests Prove wrenches on the market is
Superiority shown by a typical test on 4
* number of 12-inch wrenches
made at the Harvard Univer
sity Testing Laboratory. The wrenches tested wºrk
closed tight on a square block and pressure applie
downward until the wrench set or rupture showed.
The comparative testing strains required to perm".
nently set the wrenches and the results were then noted
as tabulated in the table below. It will be observe
that in each case the Coes wrench was superior.
Load applied
here
Stationary block
placed in jaw
—-
TEST OF 12-INCH WIRENCHES.
From Test Blanks of Harvard University Testing
Laboratory
12" K. H. Imitation Load Result Part broken
460 lbs. Fell to pieces Bar pulled
from handle.
12" K. H. Imitation 1070 lbs. Broken Jaw broken,
Bar bent.
“Railroad Special” 12" 1075 lbs. Pulled apart Handle
Steel Handle Imitation shell forced
off of bar.
12” K. H. Imitation 1190 lbs. Broken Jaw broken,
thread in
Jaw stripped
Jaw broken
Head bent
back.
Coes Mechanics Model 1365 lbs. Crippled Bar bent
12” Black
Coes Genuine K. H. 1410 lbs. Crippled Jaw bent,
12" Black Bar set.
Nothing broken.
Coes Steel Handle 12" 1790 lbs. Crippled Bar set so.
screw and jaw
would not move.
Nothing broken.
—-
Besides the care taken to prº
tect the users of Coes Wrenches
by inspecting all goods 16 time”
during the process of manufaº
ture and a guarantee of freedo”
from mechanical defects, addº
tional pains are taken to prevent damage during shºp.
ment. Each wrench is oiled to prevent rust aſ
wrapped up individually in paper and the package *
tied and labeled with size and model. All goods arº
packed carefully and protected by lined shipping casº
and the cases are well strapped and clearly marked f"
identification.
Shipments
COES WRENCH CO., WORCESTER. MASS.

776
Coes Wrenches
Knife Model Wrench
The factories of the Coes
Wrench Company, located at
Worcester, Mass., are the lar-
gest in the world devoted ex-
clusively to the manufacture of
Screw Wrenches. These fac-
tories are equipped with the most complete and modern
equipment which together with an efficient organiza-
tion of skilled mechanics makes possible the consistent
high quality of “Coes” Wrenches.
The excellent manufacturing facilities permit the
filling of large orders promptly as well as the build-
ing up of large stocks for prompt deliveries, and a
convenient location and excellent railroad connections
assure quick shipments to all points.
Manufacturing
Facilities
The high quality of the mate-
rial used in all the “Co es”
wrenches is the result of long
and earnest experiment. The
methods of manufacture have
been continually improved with
a view of subordinating the matter of selling price
to the maintenance of highest quality. The result
of this consistent policy is the production of wrenches
that by every test made have proven to be higher
enough in quality to more than offset any difference in
COSt.
As a single indication of the efforts made to assure
the consistent high standard of quality, each wrench
manufactured by the Coes Wrench Company is in-
spected eleven times before assembling, and five times
after assembling.
Quality
“Coes” wrenches are designed
for quick adjustment, severe and
dependable service. When the
“Coes” wrench grips a nut it
holds. The firm square jaws
will grasp a nut firmly from
any angle and will not spread apart—the jaws re-
main square in service, there is no lost motion in them.
Important
Features
*illuminutumumumumumumumuuuuuuuuuu:
= Wrenches are used in damp
places, in places where they are
subjected to heat, for heavy
work, for large work, and for
ordinary machine work. The
following models of the “Coes”
wrenches are designed to fulfill the above require-
mentS. -
The Steel Handle Model, which is the strongest
wrench made, was designed for very heavy work and
for use in damp places and places where it is sub-
Jected to heat.
Purpose of
Design
*ununtumumumumumumumumumumn.
The Key Model was designed to fill the gap be-
tween the 21-inch and the heavy spanner wrench for
large work.
The Knife Handle Model was designed to be a
strong all-around serviceable wrench for machine
work, etc.
The Coes Steel H and le
Model Wrench, which is the
strongest wrench made is par-
ticularly a d a pted for heavy
work in damp places, for extra
difficult service or where ex-
posed to heat, water or insects.
Steel Handle
Model
Wrench
This wrench has been tested and found 35 per
cent stronger than any wrench made by competitors,
and is 15 per cent stronger than the Coes Knife
Handle Model, owing to the heavier construction.
Bar—Made of Steel fully hardened
and cold swaged, is the stiffest bar of
any wrench made.
Jaw—Made of extra heavy semi-
steel and hardened.
Screw—Made of steel, fully hard-
ened. In sizes 12 inches long and
larger, the screw has a polished hard-
ened ball race.
Ball–(In sizes 12 inches long and
larger). Made of first quality
standard bearing ball. Fully hard-
ened.
Handle—Made of semi-steel cast-
ing. (Design and method patented).
Internally supported and retained by
cross riveting and by extension of bar
through handle and riveting same.
The Coes Steel Handle Model
Wrenches are made in the following
S1zeS :
6 inches long, opens 7% inches,
weighs 13 ozs.
8 inches long, opens 1% inches,
weighs 1% lbs.
Io inches long, opens
inches, weighs 2 5/16 lbs.
12 inches long, opens 2% inches,
weighs 3 15/16 lbs.
15 inches long, opens 25% inches, weighs 5% lbs.
18 inches long, opens 3 inches, weighs 734 lbs.
2 I inches long, opens 4% inches, weighs 10 lbs.
I 1 1/16
Steel Handle
Model
COES WRENCH CO., WORCESTER. MASS.


777
Machine Screws and Rivets
SPECIFICATIONS FOR STANDARD MACHINE SCREWS
Head measurements for all sizes shown below
Æ 82° ke A3 *– Q —-
—- D -
f £3 ~! f
Af º Uſ
& t & L-1 \ Vºf
G Nº & 7-
Y C 2
! (, t N T 8 ! Q | |
! g I A
- 43
A A —- a 4- A A
4. 4.
Round Flat Oval Filister
Dimensions in Ten-thousandths of an Inch—Maximum Diameters Are Standard
Mach. | Thr’d THREAD MEASUREMENTS HEAD MEASUREMENTS
S º #: Outside Dia. Pitch Dia. Root Dia.
No. Inch Min. Max. Min. Max. Min. Max. B C D E. F G H Q S T U W
2 64 || 0828 0860 || 07:43 || 0759 || 0624 || 06:57 : |
- 1640 || 0450 0300 0.150 | 1540 || 0600 0400 1320 0270 || 054s 0360 | 0725
• 2 56 ( 0.825 0860 | 07.27 | 0744 || 0591 0628 İ
3 56 0955 0990 || 0857 || 0874 || 0721 || 0758 :
1900 || 0520 0320 0170 || 1780 . 0690 || 0440 1530 | 0320 || 0633 0420 || 0838
•3 48 0952 || 0990 || 0836 ) 0855 0677 || 0719 :
4 48 1082 1120 | 0966 || 0985 0807 || 08:49 |
4 40 || 1078 1120 0937 || 0958 || 0747 0.795
2160 | 0600 0340 0200 2020 | 0780 0490 1747 || 0360 | 0719 0480 || 0953
*4 36 || 1076 1120 || 09.18 09:40 || 0707 || 07:59 |
4 32 || 1073 || 1120 0894 || 0917 | 0657 || 071.4
5 44 | 1210 | 1250 1082 1102 || 09.10 || 0955 2420 | 0370 0220 2260 | 0870 0805 || 05
w &^ 0 | 0 022 *4 0.530 04 30 || 1068
•5 40 | 1208 || 1250 1067 |* 1088 0877 || 09.25 067 i 1960 00
6 | 40 | 1838 1880 | 1197 | 1218 1007 || 1055 :
6 36 1336 1380 || 1178 || 1200 || 0967 1019 2680 07:50 0390 0250 2500 0970 || 0580 2170 0440 0890 : 0.590 1180
*6 32 || 1333 1380 | 1154 1177 || 0917 | *0974 .
8 36 1596 | 1640 || 1438 1460 | 1227 | 1279 | i *
•8 32 1593 | 1640 || 1414, 1437 1177 | 1234 3200 0900 0430 0300 2980 1150 | 0670 2599 || 0530 | 1062 0710 ; 1410
8 30 1592 1640 || 1400 || 1424 || 1147 | 1207 -
*m-mm-------- –––––– ------ || ––.--—- | *-*=. -- — —— ... — – || --— --—- || -------
10 32 || Issa 1900 | 1974 |1307||1337 Tao, |
i .
10 30 1852 1900 | 1660 1684 1407 1467 3720 | 1050 0480 0850 | 8460 | 1830 || 0700 3026 0620 | 1234 0820 1689
* 10 24 1848 1900 l. 1603 | 1629 | 1288 || 1359 | .
12 28 || 2111 || 2160 | 1904 || 1928 1633 | 1696 . . |
4240 | 1200 0520 0400 || 3940 | 1510 || 0850 3452 0700 1405 0930 1868
* 12 24 2108 2160 1863 1889 1548 || 1619
14 24 || 2368 2420 | 2123 ſ 2149 | 1808 || 1879 : *
4760 1350 0570 0450 ° 4430 | 1696 || 0940 3879 0700 | 1577 1050 2097
* 14 20 || 2364 2420 | 2067 || 2095 | 1688 1770 - r t
16 22 2626 2680 || 2358 2385 | 2014 | 2000
16 20 | 2624 2680 || 2327 2355 | 1948 2030 5280 | 1500 0610 0500 || 4910 | 1880 | 1040 4305 0870 1748 || 1160 2325
* 16 18 2622 2680 2290 || 2319 1869 || 1958
18 20 || 2884 29.40 || 2587 2615 2208 2290
• 18 18 2882 2940 2550 |2579 2129 2218 5800 | 1640 0680 0550 5390 2060 | 1130 4731 0960 | 1920 | 1280 2554
18 16 2880 , 29.40 2504 2534 2030 2128 : i
20 20 || 3144 || 3200 2847 2875 2468 2550 .
• 20 18 .3142 || 3200 || 2810 2839 2389 2478 5320 1790 || 0700 0600 5870 2240 | 1220 || 5158 1040 2092 1400 2.783
20 16 3140 || 3200 2764 2794 2290 || 2388
24 18 || 3662 : 3720 | 3330 | 3359 2900 2998 7360 400 6010
2090 0790 : 0700 | 6830 2600 1 : 1220 || 2435 | 1620 3240
*24 16 || 3660 3720 | 3284 || 3314 2810 2908 090 0 1920 5 16
28 14 || 4178 4240 3745 3776 3204 || 3312 t | : -
8400 2390 0880 0800 7790 2970 | 1580 | 6860 1390 2780 || 1s50 3700
28 16 || 4180. 4240 ||3804 || 3834 || 3330 || 3428. |
30 16 || 4440 || 4500 | 4064 |4094 || 3590 3688 i
8920 2540 || 0930 0850 8280 3150 | 1680 7290 1480 2950 1960 3930
*30 14 || 4438 || 4500 | 4005 | 4086 || 3464 || 3572 |
- -º-, -º-º-º-ºmrººmsmº, | ****
& o £) ſº |
34 13 4957 || 5020 4488 || 4520 ! 3905 || 4020 9960 2840 1020 oºso | 9340 || 3510 1890 siso 1850 3200 2190 isso
34 12 4955 | 5020 || 4447 4479 3816 || 3938 . * , I
Note. —Sizes and threads per inch marked * are the more common and should be used in preference to all other sizes shown.

Standard
Machine Screws
Kept in Stock
We constantly maintain a
s to c k of standard machine
screws with proportions as
shown in the table above from
which we are prepared to make
Other Products
immediate delieveries.
We also manufacture special
screws of all types as well as
a great variety of high grade
rivets, cold headed products and
special turned parts.
KEYSTONE SCREW CO., PHILADELPHIA, PA.
778
Air and Gas Compressors
|- --------------------------------- The Norwalk Iron Works
H Manufacturing Company builds compressors of
s S any capacity and any pressure
H cope for air, oxygen, hydrogen, acety-
* lene gas and carbonic acid gaS,
and stands ready to meet all
compressing requirements. Where standard sizes do
not fill the need compressors are built to specifications.
ºut--------------------- ------------ --------------------- -------------
Our Engineering Depart-
ment is prepared to give prompt
and p r a c tical co-operation
wherever special compressing
problems exist, applying the ex-
perience gained in 40 years of
compressor building for all lines of work. Inquiries
are invited without obligation.
Service
*illunununununununununununununun
untinuuuuuuuuuuuuuu
Every Norwalk compressor is
Proven rigorously inspected and tested
Reliability bility for the full specified pres-
sure proven in a thorough run
on the testing stand before it
Minutiununununununununui-º-nu-nui-
leaves the factory.
100-lb. Air Compressor
Size of Intake Cylinder, 10 Inches; Stroke of All Cylinders.
12 Inches: Displacement Capacity, Cubic Feet, 260:
Speed. R. P. M., 240; Horsepower, 46
Norwalk air and gas com-
pressors are featured by the fol-
lowing characteristics: High
speed, light weight, operating
economy, gre a test capacity,
small floor space, automatic reg-
ulation, full load, part load or no load as required;
inexpensive foundations, central balanced stresses, bal-
anced loads, accessibility of all parts, mechanically ac-
tuated valves, complete and efficient cooling system.
he combination of these qualities results in maximum
fºliº of operation, economy of up-keep and long
11e.
Points of
Advantage
-
*uuuuuuuuu-
i Materials are the best ob-
H Materials H tainable for the various uses.
H and i Every feature of design has
i Workmanship demonstrated its merit. All
phases of construction are in
the hands of compressor experts.
*wunununununununununununununum:
as it is assembled, and its relia-
Three-Stage Belt-Driven Compressor for Acetylene Gas
Size of Intake Cylinder, 8 Inches; Stroke of All Cylinders,
8 Inches: Displacement Capacity, Cubic Feet of
Free Gas Per Minute, 29; Speed, R. P. M.,
63; Horsepower Motor. 10
----------------------------------------------------------------------
Foundation drawings and
foundation bolts and anchor
Equipment plates are furnished with com-
pressor; also safety valves and
imi pressure gauges for each stage,
as well as complete set of
wrenches. Every Norwalk compressor is shipped with
full protection against damage in transit, and in shape
for quick and trouble-free installation. These pre-
cautions are of special value to patrons in foreign mar-
kets, where delay in installation would be costly.
We will gladly quote prices
and supply detailed specifica-
tions. Illustrated bulletins on
Norwalk Compressors for air,
oxygen, hydrogen, acetylene gas
and carbonic acid gas will be
sent promptly on request. They describe distinctive
Norwalk features and give tabular data on types and
sizes for all branches of service. Our long experience
with export business equips us to handle overseas or-
ders most satisfactorily.
Quotations
------------------------------------------------------------------------
Three-Stage Belt-Driven Oxygen Compressor
Size of Intake Cylinder, 5% Inches: Length of Stroke, 6
Inches: Displacement Capacity, Cubic Feet of Free
Gas Per Minute, 25; Speed, R. P. M., 150;
Horsepower, 15
THE NORWALK IRON WORKS COMPANY
SOUTH NORWALK, CONN.



779
Boyer Pneumatic Hammers
- ---
--- -
Bºw.-->
-
Aº nº
º
LITTLE GIANT AIR DRILL PLANT—CLEVELANI)
- Chicago Pneumatic products
Chicago include:—Boyer Riveting Chip-
Pneumatic ping, Calking and Scaling Ham-
Products mers; Boyer Pneumatic Holder-
* Ons, Yoke and Jam Riveters,
Combination Hammer Holder-
Ons, Little Giant Air Drills, Air Grinders, Tapping
and Wood Boring Machines; Little Giant Electric
Drills and Grinders; Little Giant Pneumatic Geared
Hoists, Air Motors and Winches; Chicago Pneumatic
Simplate Valve Air Compressors and Vacuum Pumps;
Giant Semi-Diesel Oil, Gas and Steam Engines; Rock
Drills; Air and Electric Coal Drills; Accessories in-
cluding rivet sets, chisel blanks, lubricants, air hose,
hose couplings, safety throttles for air drills, chucks,
etc.
#"..." In shipyards the world over,
i Boyer the “Boyer” is the accepted
i Riveting standard riveting hammer. The
i Hammers operator with a “Boyer” drives
more and better rivets, does
more and earns more for both
his employer and himself, than with any other riveting
hammer yet built.
Boyer No. 60 Long-Stroke Riveting Hammer with
Standard Open Handle
Thus men supplied with “Boyers” invariably feel
that from the standpoint of rivet-driving equipment
their welfare has been properly considered. And it
has, for the patented features of the “Boyer,” re-
sponsible for its unique popularity, are procurable in
no other riveting hammer made.
Divided into three distinct
members, cylinder, handle, and
valve, the “Boyer” principle of
construction provides for quick
examination and economical up-
keep and repairs. In each of
its three unit members is a moving part subject to
wear, but in varying degrees. It is, therefore, fre-
Famous Boyer
Features
------------------------------------------------------------------------
quently possible to replace but one of these members
and obtain a comparatively new hammer as a result.
“Boyer” materials and workmanship are in keeping
with the perfection of its design. All duplicate parts
Sectional View, Boyer Long-Stroke Riveting Hammer
are made absolutely interchangeable on jigs and tem:
plates and under precise manufacturing standards. All
materials used pass rigid inspection and physical tests
made by trained metallurgists. º
The “Boyer” valve is so designed
that the piston passes
through it thus short-
ening the overall ham-
mer length and at the
same time securing a
speedy, power ful
action.
Made in
Five Standard
Sizes
º All Moving Parts in the Boyer
- - Function in the Same Plane an
Boyer Riveting in Direct Alignment with the
Hammers are made in
a variety of sizes which
provide the right tool
for any riveting hammer operation.
The No. 50 Boyer Riveting Hammer has a strok;
of 5" and is best adapted for driving 3/8" cold or 1/2
hot rivets.
The No. 60 Boyer Riveting Hammer has a 6" stroke
and will drive cold rivets up to 1/2", or hot rivets of
cold staybolts up to 7/8" in diameter. ºf
The No. 8o Boyer Riveting Hammer has an 8
stroke and will drive hot rivets up to 1 1/8" in diº
ameter, or cold staybolts up to 1".
The No. 90 Boyer Riveting Hammer has a strokº
of 9" and will drive hot rivets up to 1 1/4" in diº
ameter, or cold staybolts up to 1 1/8". rf
The No. 80-X Boyer Riveting Hammer has a 1/8
Operator's Arm. Result—Morº
and Better Work with Less
Fatigue.
CHICAGO PNEUMATIC TOOL CO.
NEW YORK. N. Y.
Address nearest office. For list of offices see third page following





780
Boyer Pneumatic Hammers and Holder-Ons
larger cylinder diameter than the No. 8o size, an 8"
stroke, and will drive hot rivets up to 1 3/8" in di-
ameter. Recommended for extremely heavy and water
or steam-tight work.
SPECIFICATIONS
BOYER RIVETING HAMMERS
- - Blows Cu. ft. Shipping
Type Size Diam. Length Capacity per free air Weigh
No. Piston Stroke Rivets min. per Lbs.
Inlin
50 || 1 %" 5 * 34 " 1000 25 24
60 1 %" 6” % " 760 25 29
Standard 80 1 %" S” 1% " 700 25 32
90 1 %" 9 * 134 " 620 25 33
80 –X| 1 %" S” 13% " S00 2S 32
May be equipped with safety device for preventing accidental shoot-
ing out of piston or rivet set, when so ordered.
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Open type handles with out-
side triggers are furnished as
standard equipment with Boyer
Riveting Hammers unless other-
wise ordered. When desired
any of the three special handles
here illustrated can be supplied. They are inter-
Special
Handles
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Closed Handle
Outside Trigger
Closed Handle
Inside Trigger
Inverted Handle
changeable on all sizes of Boyer Hammers excepting
the No. 80-X which has an extra large cylinder di-
anneter.
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An operator provided with
a dependable rivet set can ob-
viously drive better rivets in
greater quantities than one sub-
ject to exasperating delays in-
cident to the breakage of sets,
which frequently result in costly damage to the ham-
mer itself. Boyer Rivet Sets are made from forged
blanks. They are uniform in chemical and physical
characteristics, and give uniformly long, dependable
service. Five standard types, in all standard sizes, are
made as follows:–Button, Cone, Flush, Pan and
Liverpool. Ask for special bulletin. Specific recom-
mendations as to proper designs for various kinds of
work, gladly given.
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Boyer
Rivet Sets
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Boyer Chipping and Calking
Hammers possess the same in-
herent and distinctive features
of design, construction and op-
eration—the same built-in qual-
ity—as Boyer Riveting Ham-
mers. They are made in a most complete line, the fol-
lowing particular types and sizes being those most
Boyer Chipping
and Calking
Hammers
*illuminunununununununununununiului in
Boyer “BK” Type
Chipping Hammer
Boyer “K” Type
Chipping Hammer
widely used for shipyards and general manufacturing
purposes:—
The BK-1 Boyer Chipping Hammer is especially
designed for light chipping, releading old flues and
light calking.
The BK-1-X Boyer Chipping Hammer is built for
heavier work than the BK-1. It has become invaluable
in many shipyards for calking seams, trimming flush
head rivets, etc. Also useful for medium chipping in
gray iron and steel castings.
The BK-2 Boyer Chipping Hammer is a popular
size for leading flues and general chipping and calking.
The BK-3 Boyer Chipping Hammer is built for
heavy chipping and calking, and general repair work,
or for heading small hot or cold rivets.
The BK-4 Boyer Chipping Hammer (stroke 4") is
useful for extra heavy calking and chipping heavy cast-
ings and forgings. Also used for light riveting.
The Boyer “K” Type Chipping Hammer is made
in several sizes, four of which are listed below. It is
a popular style hammer wherever closed handle type
chippers are preferred (although if desired it can be
supplied with the standard Boyer open type handle.)
SPECIFICATIONS – BOYER CHIPPING AND
CALKING HAMMERS
Blows Net Size
Size Diam. | Length per Weight | Length Hose
Piston Stroke Min. bs. Overall Conn.
BR-1 1% " 1 * 3200 11% 11%" 34 "
BK-1-X 1% " 11% " 3000 12% 12%." 34 "
B Ex-2 1% " 2 ” S00 13 13%" 34"
BK-3 1% " 3 * 2400 1.4% 15% " 14. "
BK-4 1% " 4” 1600 15% 17% " J4 "
Ix–1 11% " 1 * 3200 12 11 J4"
K-2 1% " 2 ” 2800 1.3% 12%." J4 "
K-3 11% " 3 * 2000 15 1496." 14. "
K-4 1 * * 4” 1300 16 16 %" J4. "
Note.—Boyer Chipping Hammers are supplied with either a “Round”
or a “Hexagon” bushing. In ordering state which is desired.
BK Type Hammers are furnished only with standard Boyer Open
type handles. K Type Hammers are supplied standard with closed
type handles and outside triggers. When so specified, however, they
can be supplied with standard Boyer Open handles.
i In driving rivets beyond aver-
Boyer age size, it is invariably desir-
i Pneumatic able to back them up
Holder-Ons with pneumatic pressure
mi instead of a dolly-bar.
Rivets are thus held
tightly against the heaviest
blows. In addition to se-
curing more and better
driven rivets, the use of
Boyer Pneumatic Holder-
Ons relieves the operators -
of all heavy physical ef- Boyer Long Holder-On
fort incident to “bucking up.” Boyer Pneumatic
Holder-Ons are built in three styles for varying serv-
ice conditions, as follows:
SPECIFICATIONS-BOYER PNEUMATIC
HOLDER-ONS
|
Length Distance,
Length. Overall center of set Size
Style Stroke Inc. Set to side of Hose | Net
Holder-On Conn. Wgt.
*Long 4 * 13% " 134 " 3… ºr 26
**Short (Center Piston) 4 * S78 " 2 * º ;: ºr 26
***Short (Offset Piston) 4” 934 " 1 * % " 25
*Recommonded for use wherever cramped quarters do not make its
over-all length prohibitive. -
**For use where rivets must be backed up in close quarters requir-
ing a tool of minimum over-all length.
***Especially designed for use in cramped corners where clearance
interfere with the use of Holder-Ons of the center piston type. A use-
ful Holder-On for universal service.
CHICAGO PNEUMATIC TOOL CO.
NEW YORK. N. Y.
Address nearest office. For list of offices see second page following



781
Boyer Riveters and Little Giant Drills
_
-------------------------------------------------- -------------
Boyer
Jam Riveters
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Boyer Jam Riveters are of
inestimable value wherever
rivets must be driven in close
quarters. They are par-
ticularly adapted for riveting
between channels on ship
work and for flue expand-
ing or crown sheets cleaning on boiler work. They may
be depended upon to drive tight rivets speedily and
require but little physical effort to operate. Five sizes
are built, as follows:
SPECIFICATIONS-BOYER JAM RIVETERS
Boyer 1% x 3%. Short
Jam Riveter
- Blows | Travel Space Size Net
Size Dia. | Length per O Req'd to Rivet Wgt.
Cyl. Stroke Min. Riveter | Operate iwill drive Lbs.
1%x2" 1 * * 2 ” 1150 2%." S” 5's " 20
1%x5" 1 * * 5 * S00 5 7.e." 20% 34 " 37
134 x2" 134 " 2” 1125 2 * * s” 34 . 30
134 x3%"| 134 " 37; " 1100 33%" 16” 7s " 50
134 x6" 134 " 6” 775 4% " 24” 1 * 69
Note.--All above sizes have ºi" hose connection.
---------------------------------------------------------------------
This tool, unique in the field,
is designed for use in backing
up rivets which must undergo
minute inspection. By combin-
ing the riveting action of the
Boyer Riveting Hammer and
the holding pressure of the Boyer Pneumatic Holder-
On, it absolutely overcomes all tendency for the rivet to
“unseat” or “upset” itself be-
tween the plates due to the
percussive effect of the ham-
mer on the riveting end.
Practically automatic in op-
eration and extremely rugged
in construction. Built only
in one size—No. 5. Strikes
1,000 blows per minute;
length overall including set is 15 3/4"; net shipping
weight, 31 lbs.
Boyer Combina-
tion Hammer
Holder-On
Boyer Combination
Hammmer Holder-On
Little Giant Air Drills are
of the balanced piston type, and
consist of four single acting cyl-
inders arranged in pairs, each
pair of pistons being connected
- to opposite wrists of a double
crank shaft. The pistons of each pair travel in op-
posite directions at all parts of the stroke, insuring
smooth operation at all speeds. Other unique fea-
tures of construction are: the use of a patented toggle
connection equipped with renewable split crank-pin
- bearings which may be quickly
changed when worn, at a frac-
tion of the expense involved in
replacing a complete toggle; and
the use of annular ball bearings
at three points on the crank
shaft thus eliminating break-
ages and operating friction.
All “Little Giant” drills are
made after a standard design,
Little Giant Air
Drills and Wood
Boring Machines
The Toggles in Little
Giant Drills Are Now
Equipped with Re-
placeable Split Crank-
pin Bearings.
varying only in size and construction necessary to adapt
them to particular uses; and in reversible and non-re-
versible types. Range in drilling from 1/4 in. to 2 ins:
in steel. º
Little Giant Air Drill
“LITTLE GIANT" DRILLS. REVERSIBLE AND
NON-REVERSIBLE
Free air -
consump- Speed Drill- Net
Size Diam. Length tion light | Size Socket ing Wgt.
Piston Stroke per min., r.p.m. capac- Lbs.
lbs. ity
No. 10F ** ** 11 2400 |No. 00 Chuck J4 " S
No. 10S ºr " - 7 1200 |No. 6 Chuck 3: " | 8%
No. 3 134 " 7s " 15 1050 |No. 0 Chuck
2025 or No. 1 M.T. 2 " | 12
No. 4 134 " 134 " 20 700 |No. 2 M. T. 3. * 22
No. 2 1%" | 1%." 25 480 |No. 3 M. T. 1% " | 40
No. 1 2 ” 17s." 35 340 No. 4 M. T. 2 * 5S
No. 10F fitted with pistol grip handle; the others fitted with feed
screw or grip handle, as desired. Nos. 10s, 3 and 4 may be fitted with
breastplate.
Nos. 3, 4, 2 and 1 “Little Giant” drills may be furnished in rever-
sible style and known as 3R, 4R, 2R and 1R. Specifications practically
the same. They reverse by means of a reversing handle at the side.
When so ordered Little Giant Drills can be suppied with the
patented “Safety Grip” Throttle.
“LITTLE GIANT’’ RE-
AND TAPPING
“LITTLE GIANT"
WOOD BORING
|
VERSIBLE REAMING |
|
MACHINES | MACHINES
(Also used for flue rolling) | S d Capac
ee adav-
Speed Capacit | size light Yº: ity
apacity - - - - ----- -
Size light | Wgt. p |_| p * * -
r.p.m. Lbs. Ream- Tap-Flue | 10 || 1200 S 34"
1ng ping lº. ; º 12 1 *
an
12 310 44 1 * 1 * 2 * 1400
11 240 60 2 * 2" | 234" | 5 650 24 2”
“LITTLE GIANT’’ CLOSE QUARTERS DRILLS
- - | Air Con- || Speed Distance sid:
Size Size Socket Capacity sumption light, Wgt. to center o
drilling per min. r. p. m. Lbs. spindle -
S1 || No. 3 M. T. 114 " 25 31.5 45 1 %"
91 No. 4 M. T. 2* 35 190 50 1%"
-----------------------------------------------------------------------
These machines, the most ex"
tensively used line of portable
electric tools, in the world, are
of rugged mechanical and elect
trical construction throughout.
Noteworthy features include:
Little Giant
Electric Drills
-------------------------------------------------------------------------
Little Giant Electric Drill (D.C. Type)
CHICAGO PNEUMATIC TOOL CO.
NEW YORK. N. Y.
Address nearest office.
For list of offices see next page following





782
Pneumatic Hoists and Air Compressors
high grade ball bearings, stub tooth gears, efficient
ventilation and cooling system, high overload capacity
without undue temperature rise, and patented non-arc-
ing handle switch control.
Little Giant Electric Drills are built in the follow-
ing capacities, and as indicated, in direct, alternating,
and “Universal” current types:
CAPACITIES OF “LITTLE GIANT" ELECTRIC
DRILLS.
Drilling Capacity (in metal) inches.
*Universal, Heavy Duty | ** Heavy Duty | Heavy Duty
- Electric Drills D. C. for A.C. for 2-phase D.C. for street
Size for 110 and 110 and 220 and 3-phase railway work
220 volts volts 600 volts
000 - ºr - - -
000X 34 " - - -
00 %" - - -
O % " 3's " 3's " -
1B !? n % º % º % º
2B % º % º 7's * 34 º
3B 134 " 134 " 114 " 1 *
4B - 2 ” 2 ” 132 "
*For connection to ordinary lamp socket.
or less, single-phase, interchangeably.
**Furnished in side spindle style only. Standard winding are for 60
cycles, 110 or 220 volts. Nos. 2, 3 and 4 can be wound for 440 volts.
i"...","..." Little Giant Pneum a tic
Little Giant Geared Hoists are of sturdy all-
Pneumatic steel construction; compact, ex-
Geared Hoists tremely powerful and safe and
mi efficient in operation. The air
motor used in “Little Giants”
is of the valveless reversible
type, consisting of two double-
acting oscillating cylinders set
at right angles.
Lubrication of operating parts
is accomplished by an automa-
tic splash and flood system. All
gears are cut from solid stock,
accurately machined and case
hardened. Operation is con-
trolled with chairs within easy
reach from the floor and an
automatic air brake is supplied
which locks the motor against
operation when the valve is at “neutral.” An auto-
matic limit-stop provides absolute protection against
overhoisting and “jamming” the load.
Little Giant Hoists are built in five sizes, capacities
from 1 to 10 tons, as follows:
SPECIFICATIONS-LITTLE GIANT PNEU-
MATIC HOISTS
D. C. or A. C. of 60 cycles
Little Giant Pneu-
matic Geared Hoist
Lifting §º. Ai"tºa ºt wºn
Size | Capacity | Height | Speed istance r. Us er it. eight
#. y of per Between lift, S0 lbs. Lbs.
Lift Min. Hooks pressure
10 1 9 2S’ 39" 3 355
11 1% 9’ 16’ 39” 4. 360
12 3 11’ 10’ 45" S 465
13 5 12’ 7, 53% " 15 - S20
14 10 12' 4’ 61% " . . 27 1080
When desired, Little Giant Pneumatic Geared Hoists can be sup-
plied in any of the above sizes, equipped with either a plain trolley,
geared single track trolley, or a geared double track trolley. When
ordering always state size and make of channels on which trolley must
operate. -
#"... ." “Chicago Pneumatic” – the
i Chicago # Compressor with the Simplate
# Pneumatic Air i Valve—is built in over 300 dis-
Compressors | tinct sizes and types, a fact
which emphasizes this Company's
ºiliitiitiitiiniiniininuinununununununununuinº
ability to supply an air
plant of correct design and
proportions, regardless of
capacity required or op-
erating conditions. Note-
worthy features which
contribute to the high me-
chanical and volumetric
efficiencies of all Chicago
Pneumatic Compressors,
include the following:
indestructible valves which
Single Stage Steam Driven
Type
Simplate flat disc,
automatically
adjust them-
selves to all
load condi-
tions; totally
enclosed frame
c on struction
with automa-
tic splash lu-
brication; au-
tomatic regu-
lation which
secures ideal power economy under varying loads;
simple, mod-
ern Construc-
tion through-
Out.
St and a r d
sizes are built
for ste a m,
belt, electric,
oil, gas, or
gasoline engine
d r i v e i n
single, duplex
and duplex-
tandem types.
Complete data and literature sent gladly upon request.
Direct-
Duplex.
Connected Electric Drive Type
Compound Tandem.
Compound, Direct, Electric Drive Type
= Users of all Chicago Pmeu-
Branch Stocks matic Products, regardless of
and Service location, are assured prompt and
intelligent Service on complete
tools, compressors, re new a 1
parts, and equipment in need of
overhauling, through a nation-wide chain of Branch
Offices and Service Stations operated in the cities in-
dicated below, where large stocks are maintained in
accordance with the demands of each territory. In
establishing this broad Service System Chicago Pneu-
matic has gone one step farther towards assuring its
customers that they may truly Depend Upon that
Name for quality, satisfaction and service.
-------------------------------------------------------------------------
SALES AND +SERVICE BRANCHES
DOMESTIC
*Birmingham *Detroit *New York *Salt Lake City
*Boston El Paso *Philadelphia *San Francisco
*Buffalo Joplin *Pittsburg *Seattle
*Chicago Los Angeles *Portland *St. Louis
*Cincinnati *Minneapolis *Richmond Tucson
*Cleveland *New Orleans
FOREIGN
Bombay | Honolulu Milan Seoul
Brussels | Johannesburg Montreal Sydney
Fraserburgh Christiania Qsaka Tokyo
Havana London Paris Toronto
Vancouver Winnipeg
CHICAGO PNEUMATIC TOOL CO.
NEW YORK. N. Y.
Address nearest office.
For list of offices see above





78
->
.*
Pneumatic Tools
-----------------------------------------------------------------------
----------------------------------------------------------------------
3. =
Riveting Ham-
mers, Sizes and
Capacities
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“Little David” Riveting
Hammers are supplied in 5 sizes
according to the table below.
They are used in over 175 ship-
yards in the U. S. A. Their
maintenance cost is very low.
The drawings below give di-
mensions for rivet set shanks
for all “Little David” Ham-
mers, for the convenience of
those purchasers who desire to
make their own rivet sets.
W. can supply complete rivet sets for any type of
WOrk.
Dimensions of
Rivet Set
Shanks
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* - El-g
-- gº-T-
“LITTLE DAVID" RIVETING HAMMERS <--/*-ī-
§ •
rol
Air Con- §
Length Stand- || Weight Size Size of sumption | 037/" |
Size Piston Fº º p". º, cº 1. Cu. Ft. | - -
No. 1 Stroke ann. I sive .Ston out Set onnec- || Recom- |Free Air 1. ---- !---
of Set tion mended Per Min. *— .# * –- k---/745--->
; #. }%. #. 3. #!. #. #. % Standard Dimensions of Rivet Set Shanks for
60 6" | 1%" | 17% " || 3" | 20 lbs. 3; " 34" 20 “Little David” Riveters
80 s” 1%" | 1934 " || 3" . 22 lbs. % " }% " 21
90 8." 1M 1934 3% " | 24%lbs. 3; " 14" 21 - d
É - - # These sturdy tools are use
* The standard open handle is = º. *. = in shipyards y and foundries
= - - - - - - - ipping and = -
= Riveting supplied " all º: º = {..., or # throughout the country. Their
= Hammers . . ess one º e Other É Hammers low maintenance cost and sturd-
= r - = = .
É Styles of Handle sty eS S 1OW n 1S Speci e - * lineSS make them standard where
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Closed Inverted Closed
Handle Handle Handle
Inside
Trigger
mummºnw"; A sturdy
“Little David”
Jam Riveters
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tool for use
in confined
spaces.
“LITTLE DAVID" JAM RIVETERS
Air Con-
Length Stand- Weight Size Size of sumption
Size Piston | Piston | Exclu- ard (With- Hose Hose Cu. Ft.
No. Stroke | Diam. sive Piston out Set) || Connec- Recom-' Free Air
of Set tion mended Per Min
0. 4" | 134 " || 10" 2% " |30 lbs. %. * . 35
1 5." 134 " || 11%." 3." 32% lbs. % | 4 35
* For back-
É - - ing up riv-
# “Little David” g up
= ets; ul S e S
É Holder On very little
# air and re-
-----------------------------------------------------------------------,
erator of strain.
lieves op-
“LITTLE DAVID’” HOLDER-ON
they are once used.
“LITTLE DAVID" CALKING AND CHIPPING
HAMMERS
Size Hose Size Hose Air Consump.
Size No. Piston | Length Weight | Connec- Recom- tion Cu. F. Free
Stroke | Over-all | Pounds | tion mended Air Per Min.
NI 134 " 10% " || 7 34 . %. 7
IS 1." 11% " | 1.1% 24. %. 15
2S 2." 12% | 12:4. 34. %. 16
2SS 2." 1234 . 12% 34 . %. 14
3S 3." 13% 13 34 . %. 17
4S 4." 1434 1334 % }% 18
5 4." 14% " 1494 14" }% " 19
- - 12- É
“Little David”
Calking =
Machine =
mummim”
- - 1 ->
The “Little David’
Calking machine affords
a great saving over hand
work and is especially
useful in deck-calking on
steel ships.
“LITTLE DAVID" CALKING MACHINE
Weight| Size Size Distance
Piston | Piston | Length (With- || Hose | of Hose | Length from -
Size Stroke | Diam. || Exclu- out. Con- || Recom- Closed | Side to
No. Inches | Inches sive Set) nection mended Inches | Center of -
of Set | Pounds Inches | Inches Rivet Set Speed Tacks Weight Air Consump
Size No. per Minute Lbs. Length tion Cu. Ft.
2 3 3% 714. 13% % % 9 1%
4 || 4% 3% 1214 26 % % 14% 1}; 23 1500 13% 22" 20
5 4% 3% 1294 25 % % 1.4% 1+: —-
INGERSOLL-RAND CO.
II BROADWAY. N. Y.














784
Pneumatic Tools
“Little David”
Drills their
have
wide range of sizes and gear
The unusually small number
of parts used in this drill and
interchangeability
“Little
David” a large and growing de-
mand. The maintenance cost is
very low and the air economy remarkably high. The
wide
created for the
ratios is listed below.
“LITTLE DAVID’’ NON-REVERSIBLE DRILLS
Average Free - Length - - Flue Standard | Length Morse Cu. Ft. Distance from
Size Speed 90 lbs. Weight of Feed Reaming | Tapping Rolling | Twist Drill over-all Taper Hose Free Air Side to Center
No. Pressure R. P.M. Lbs. Inches Inches Inches Inches will Drive | Inches | Socket| Inches per Min. of Spindle
1B 240 55 5% 2 2 2}4 16 4 34. 55 4%
1C 210 55 5% 2% 2% 3 16 34. 55 4%
Extra Heavy Drilling,
1SE 100 68 5% Reaming and Tapping 19% 5 34 55 4%
2 450 41 4% 1 1 134 14% 3 % 50 35
2S 450 43 4% 1 1 1 i. :* 4. : 50 ;:
2SC 310 43 4% 134 194 1% 15 4 34. 50 3%
3AA 900 23 4% 34 % # 1134 2 34 55 3
3SAA 900 24 4% 34 34 #3 12% 3 34. 55 3
3 700 23 4% 34 34 #4 11% 2 34 30 3
3S 700 24 4% 34 34 º 12% 3 34 30 3
3SE 325 25 4% 1 134 13% 3 34 30 3
3SC 200 25 4% 1 1 134 13% 3. 34. 30 3
5 900 15 2% * 1434 1 % 25 1%
44 1400–3000 10 % Chuck 14% % 17 2%
“LITTLE DAVID" CLOSE QUARTER DRILL
9 170 37 | 334 2 2 3 9 4. 34 35 1%
250 32 2% 194 134 134 S 3
“LITTLE DAVID’’ REVERSIBLE DRILLS
11B 240 55 5% 2 2 3% 234. 16 4. 34 55 4%
11C 210 55 5% 2% 2% 4. 3 16 4. 34 55 4%
Extra Heavy Reaming,
11SE 100 6S 5% Tapping and Flue Rolling 9% 5 34 55 4%
22 400 41 4% 1 1 2% 194 14 3. 3. 50 35
22S 400 43 4% 1 1 234 1 i. #% 4 : 50 ;:
22SC 275 43 4% 134 1% 3 1% 15 4. 34 50 3%
33 575 23 4% 34 34 #: 1134 2 34 30 3
33S 575 24 4% 34 % #4 12% 3 34 30 3
33SC 175 25 4% 1 1 134 13% 3 34 30 3
|
“LITTLE DAVID” GRIN DER
7 3000 22 Diam. of Wheel-end of crank shaft 53 "| 20% 34 334
601 4200 14 -- -- -- “ #2"| 18% % 2%
“LITTLE DAVID” PNEUMATIC SAW
7 3000 21 Diameter of Saw-End of 20% 3. 3
crank shaft 53° 8 34 34
sºmmanumumumumuuuuuuuu. =
s --T * - I -- É
“Little David” Little David É
= Air Motor =
H Wood Borers Hoists i
* ----- -------------------- =
These are similar in con- Sure and safe, quick
struction to the drills and are
equipped with wood bit chuck
and spade handle or breast-
plate.
“LITTLE DAVID’” WOOD BORERS
listed.
acting, and air cushioned.
The air consumption is
low. Made in 5 sizes as
“LITTLE DAVID’’ AIR MOTOR HOISTS
Feet Liſt per Maxim. Size and - Cu. Ft. Net
Average Free Size of Dist. 1 rom Size Capac. Min, 80 lbs, Lift, Length Size of Free Airl Weight
Size || Speed 90 lbs. Weight | Wood | Length Cu. Ft. Side to No. 1 Lbs. Pressure Feet Wire Rope Motor per Min. Lbs.
c. Pressure Lbs. Bit will lover-all Hose Free Air Center of - | n -
R. P. M. Drive per Min. Spindle 1 1000 32 20 34 " x 42-10. 4. 45 270
2 2000 16 20 14" x 42'-10 4. 45 270
22WB 400 41 4 17% " || 34" 50 3% 4 4000 8 20 *%" x 42-10. 4 45 395
13 900 20 2 153: " || 3: " || 30 3 7 || 7000 S 20 |3: ... x 96- 6: 19 80 785
15 900 15 1 14% " ' 54" 1% 10 || 10000 7 20 38" x 96"- 6 10 80 785
INGERSOLL-RAND CO.
II BROADWAY. N.
Y.



785
Air Compressors
The type of air compressing
equipment favored in different
shipyards varies widely, but
among the many compressor
types of Ingersoll-Rand manu-
facture you will find just the
machine for your individual requirement. Each unit is
designed and built to supply some one demand most ef-
ficiently and economically. Designs are of time-proven
soundness, materials selected with care and workman-
ship the best obtainable.
Ingersoll-Rand Compressors have, built into them, a
remarkable service-giving ability. Their dependability
fully justifies the oft heard expression—“When you
choose Ingersoll-Rand the risk in buying is past.”
For constructional details ask for the catalogs listed.
In General
“Imperial 14”
Compressors
Vertical, single acting,
single stage, belt driven.
With or without motor
and short belt drive. Bul-
letin 3039.
“IMPERIAL 14” COMPRESSORS
60-100 Lbs. Air Pressure
Piston Displace. B. H. P. Floor
º: ft. º Speed 100 lb. press. Space Height Cooling
6 700 1.3 12x12" 16" Air
6 700 1.3 12x12" | 17.5" Water Reser.
12.2 550 2.5 14x16" 23. -- --
23 500 4.35 17x30. 39. -- --
44 450 S 21 x24 46 -- --
44 450 s 21x24" 39." Circ. Water.
Horizontal, double acting,
Class “ER”
and “FR”
Compressors
single stage; belt, short belt with
electric motor or piston valve
steam engine driven.
Bulletins 3230 and 3131.
CLASS “ER” COMPRESSORS
Belt Drive
Piston Displace. Pressure Speed B. H. Floor
Cu. ft. per min. lbs. per Sq. in. R.P.M. Inc. belt loss Space
28 100-150 500 4 -4.3 4'- 7" x 1'-6"
44 20-100 500 3.8–6.5 4'-10" x 1'-6"
44 100–150 400 6.5-7 6'-2" x 1'-9% "
64 45–100 400 7.3–9.3 6'-6" x 1'-91% "
67 100-140 350 10-10 6'-6" x 1'-11
92 45–100 350 11-13 6'-7" x 1'-11."
113 100-130 250 19–21 7'-11" x 2-6%."
145 65–100 250 21–24 8'-1" x 2'-6%
223 100-120 250 39-42 9'-9" x 3’-23: ".
324 50-100 250 43-57 9'-5" x 3'-2%. "
340 100–115 220 60–62 11'-0" x 4'-13?' "
464 40–100 220 53–74 11'-3" x 4'-134 "
CLASS “FR” COMPRESSORS–STEAM DRIVE
Air Pressures to 125 Lbs.—Steam Pressures 80-175 Lbs.
–
I. H. P.
Piston Displace. Pressure Speed Floor
Cu. ft. per min. Lbs. per sq. in. R.P.M. in steam cyl. Space
67 80–125 350 9–10 8- 2 x 2'-3'
92 55–100 350 11-13 8.- 3: X 2-3.
136 80–125 300 21–25 10'- 2" x 2-8.
173 65–100 300 24-29 10'-3' x 2-8.
245 80–125 275 39–46 12- 0: x 3-2.
355 60–100 275 51-62 11-10’ x 3-2.
386 80–125 250 61-70 13'- 8" x 4-1.
528 45–100 250 66–88 13'-9" x 4'-1
—-
pressures on request.
Data on standard machines for low
“Imperial XB”
Duplex Units
Single and two-
stage, belt driven ma-
chines. Can be had
complete with short-
belted electric motor.
Bulletin 3312.
“IMPERIAL XB-2” COMPRESSORS
80-100 Lbs. Air Pressure
Piston Displace. Speed B. H. P. Belt Floor
Cu. ft. per min. R.P.M. at 100 lbs. Wheel Space
203 225 36 54" x 8% 7'-8" x 5'-3'
327 210 37 60" x 10%" 8'-4" x 5'- 7,
446 210 76 72" x 12%." 9'-9" x 6'- !,
5.99 185 104 84" x 16% " || 11'-0" x 7'- 8.
SSS 170 152 96" x 2012 " . 12'-6" x 8'- 2.
1190 170 206 96" x 28%" | 13'-0" x 9’- 2,
1482 155 254 108" x 31%" | 15'-1" x 9’-11
Data on standard machines for low pressures on request.
Duplex, single and two stage
air, simple and compound piston
“Imperial XPV”
Steam Driven
valve steam cylinders.
Bulletin 3033.
-------------------------------------------------------------------------
COMPRESSORS–STEAM
DRIVE
“IMPERIAL XPV”
Air Pressures 80-100 Lbs.—Steam Pressures
from 80 Lbs. up
. H. P. "I.
Piston Displace. Speed I. H in steam cyl Floor
Cu. ft. per min. R.P.M. 80 lbs. 100 lbs. Space
648 200 102 120 12-0: x 7'-3,
940 180 148 174 13'-6" x 8-2,
1260 180 200 235 14'-0" x 9-2,
1531 160 242 284 17'-4" x 10'-3
—-
Data on standard machines for low pressures on request.
Data on standard machines for low pressures on request.
INGERSOLL-RAND CO.
II BROADWAY. N. Y.
º
-




786
Compressors Hoists
-
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Duplex, single and two-stage,
4- 2- i - -
Class “PRE H direct connected motor drive,
Electric automatic, 5 step, clearance con-
Compressors trol.
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CLASS “PRE” COMPRESSORS
90-115 Lbs. Air Pressure
Piston Displace. Pressure B. H. P. Floor
Cu. ft. per min. Lbs. per sq. in. inc. belt loss Space
1173 100–115 176–187 12'-9" x 11'-9"
1302 90–100 201–210 12'-9" x 11'-9"
1433 100–115 228-242 14'-3" x 13'-0"
1574 90-100 251–264 14'-3" x 13'-0"
1873 100–115 284–302 15'-6" x 15'-6"
2033 90–100 309-324 15'-6" x 15'-6"
2480 100–115 390-414 1776-" x 17"-9"
2678 90-100 417-438 17'-6" x 17"-9"
3190 100-115 497–52S 19'-9" x 18'-0"
3633 90–100 567–596 19'-9" x 18'-0"
4482 100–115 671-712 21'-6" x 19'-0"
5011 90-100 752–7S7 21'-6" x 19-0 .
537s 100–115 SS6–940 29'-3" x 20'-0
5967 90–100 972–1020 29'-3" x 20'-0"
6770 100–115 1024-1084 32-0. x 24'-6 :
7440 90–100 1120–1179 32'-0" x 24'-6
Data for standard machines for lower pressures on request.
Class “ORC.”
Corliss Engine
Driven
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Duplex, single and two-stage
air, simple and compound Cor-
liss steam cylinders.
CLASS “ORC” COMPRESSORS–STEAM DRIVE
Air Pressures 90–125 Lbs.—Steam Pressures 90-180 Lbs.
ºutnutiununununununuuuuuuuuuuuuuuuuuu'.
A compact, self contained
drum hoist that can be operated
“Little Tugger” -
e £9. on either steam or compressed
Ash Hoist air. It is extensively employed
as an ash hoist aboard ship and
has decided advantages for such
service. It economizes space, has no projecting levers,
fly wheels or reciprocating parts and will hold its load
at any point without application of the brake. It is
self lubricated, has renewable bushings for all bearings
and is a first class machine in all respects.
Bulletin 4333.
Piston Displace. Pressure I. H. P. Floor
Cu. ft. per min. Lbs. per sq. in. in steam cyl. Space
2376 110-125 413–437 23'-11" x 15'-6"
2550 90–100 419–439 23’-11" x 15'-6"
2847 110-125 475-503 26'-5" x 17'-0"
3242 90-100 516-540 26'-5" x 17'-0"
3906 110-125 623–659 28’- 8" x 19'-0"
4384 90-100 670–702 28’- 8" x 19'-0"
5153 110-125 901–953 33’- 1" x 19'-0"
5715 90-110 941–987 33’- 1" x 19'-0"
6650 110–125 1109–1168 39'- S' x 21'-8"
7310 90–100 1151–1207 39'- S' x 21'-8"
Data for standard machines for lower pressures on request.
“Little Tugger.” Installed on the Bulkhead of an Engine-
room Deckhouse. Hoisting Ash Buckets Through Ventilator
--------------------------------------------------------------------------
In and around the shipyard
are a hundred and one jobs of
hoisting, handling and hauling
that can well be left to “Little
Tuggers.” Erecting and tear-
out scaffolding, hauling timbers,
handling light plates, placing light machinery, clean-
ing holds and the like are accomplished at least cost
when hand work is abandoned and “Little Tuggers”
installed. Models for wire and manilla rope.
Bulletin 4333.
“Little Tugger”
in the Shipyard
|-----------------------------------------------------------------------
“LITTLE TUGGER” HOISTS
No. Capac. Rope Speed Rope Capacity Weight| Inlet Con-
Lbs. Ft. per min. Feet nection
1-H 700–34 "wire 285 54."
Air operated 1000 S5 450-%" wire
1-HS 700–34 "wire 34"
Steam operated 1000 85 450–95%" wire 285
11-H
Air operated 600 S5 300-%" manil. 358 34"
-HS
Steam operated 600 85 300 %" manil. 358 34 "
INGERSOLL-RAND CO.,
II BROADWAY. N. Y.



787
Pneumatic Tools
"utiliutiuniulu'ulºuintinuuuuuuuuuuuuuuuuut
= The main feature and the
“Thor” Pneu- great advantage of this long-
matic Riveting stroke riveting hammer is !
- its one-piece construction, the
| Hammer handle, barrel and valve cham-
ber being a one piece steel
forging. This obviates the necessity of using coup-
lings, clamps, keys, lock-nuts, and other compli-
cated mechanism, which frequently break, become loose
and cause considerable delay, annoyance and expense
by the necessity of their having to be renewed or tight-
ened.
The main valve lies parallel with the main bore, but
The size M. Light Chipping
and Scaling Hammer is made
“Thor” Light
Scaling with a 34 inch stroke and a 34
Hammer inch piston diameter. It weighs
5% pounds. Size N has a
- - 1% inch stroke and a 15/16
inch piston diameter, and weighs 7 pounds. These
types are adapted for very light chipping and scaling
and for cleaning paint or rust.
The principal feature of Thor Chipping Hammers
consists of an entirely new valve mechanism, the valve
block consisting of two solid cylindrical parts, hardened
and ground. The valve is a cylindrical shell (hardened
One-Piece Long Stroke Riveting Hammer
is not directly operated with the air on the downward
stroke. When the piston returns, it opens an auxiliary
valve which admits a slight amount of air. After the
ONE-PIECE LONG-STROKE RIVETER
FOR DRIVING 1%" RIVETS
Size | Stroke Piston | Blows | Weight | Air Length |Use Hose
Diam. |permin. Lbs. sed I. D.
90 || 9 || 1 a. 700 22 23 20% " || 34 "
piston has started downward, the main valve opens.
Therefore, the piston from a gentle start gets an ex-
tremely forceful and quick acting blow and a quick re-
turn.
The A, B, C, and D Chip-
ping, Calking and Flue Bead-
ing Hammers are made with a
single valve and have been de-
signed for every purpose fol
which this class of tools is used
such as chipping, calking, flue beading, and light rivet-
“Thor”
Chipping and
Calking Hammer
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Chipping, Calking and Flue Beading Hammer
ing. Special attention has been given to making a
hammer that would stand up under all conditions, and
at the same time be simple in construction and develop
the maximum power.
Light Chipping and Scaling Hammer
and ground) on the outside of the valve block, with
wearing surface covering practically the entire block.
When the handle is on, the valve is entirely protected.
The wearing surface is many times larger in propor-
tion to its weight than any other hammer made, and
all the wearing surfaces are hardened.
-- •- Thor Pneumatic Holders-On
Thor are of the single piston type
Pneumatic made with a heavy case—hard-
Holder-On ened steel plunger, with ample
area to hold a rivet against
- the work and provided with a
spring pressed plunger to hold the rivet set. The air
inlet between throttle and holder-on plunger is provided
Pneumatic Holder-On
with check valve to admit air under the plunger slowly
and prevent the plunger from shooting out too fast
and, at the same time, relieve the air quickly. The
cylinder is cast steel in one piece, which absolutely
prevents leakage of air or the center shifting.
PNEUMATIC HOLDER-ON.—LONG
CHIPPING, CALKING AND FLUE BEADING
HAMMER FOR GENERAL CHIPPING
AND CALKING Length Over-all Distance
With Without Diam. Leºth Out- from
- Size Set Set of o side Center | Weight
Piston | Blows | Weight Air Use Hose No. and or Piston | Stroke | Diam. to Pounds
Size Stroke Diam. |permin. bs. Used | Length I. D. Center | Center Outside 4.
C 3 * 1%" 1600 12% 15 1434. " }% " 1 | 1.1% " 834. " 3% " || 4" | 3% " || 134 " 19
INDEPENDENT PNEUMATIC TOOL CO.
600 WEST JACKSON BOULEVARD, CHICAGO, ILL.



788
Pneumatic Tools
Thor Piston Air Drills are
equipped with Thor Pressed
Steel Connecting Rods and
Pistons fabricated from Vana-
“Thor”
Piston
Air Drill
dium Steel. The Rods, Pistons
and Straps are formed from
blanks cut from sheet Vanadium Steel.
The Corliss Valves used in Thor Drills are so placed
that the live air, which is magazined in the large cham-
ber to the rear of the valves, is admitted over the full
width of the edge which is a distance of but the thick-
ness of the valve bushing and cylinder wall from the
No. 2 Piston Air Drill—29/32-inch Drilling Capacity
piston. This distance is equal on all four cylinders.
Extremely smooth action results from this construction.
The eccentric and eccentric straps are made with ex-
ceptionally large bearings. Oil holes are provided for
lubrication purposes.
The crank-shaft and roller bearings are made from
the highest grade material obtainable. The roller re-
º
No. 3 Piston Air Drill—1%-inch Drilling Capacity
tainers are now made in one piece. Friction has been
reduced by the most practical means possible-roller
bearings. The strength of rollers as compared with
other anti-friction bearings permits smaller diameters,
which results in greater compactness and reduces the
Speed under which the larger bearing must operate.
The Telescopic Feed Screw is compact and has a
arge range of adjustment because the inner sleeve is
threaded both inside and out allowing of approximately
twice the range of a simple feed screw. Drills, ream-
ers or taps may be forced from the spindle socket by
means of the ejecting pin by simply screwing down the
feed screw.
The No. 2 Thor Piston Air Drill is non-reversible
and equipped with the Telescopic Screw-Feed, or Grip
Handle when ordered. No. 2 Morse Taper Socket
is used for drills up to 29/32 inch. This machine
weighs 24 pounds. Speed, 575 R.P.M.
The No. 3 Thor Piston Air Drill is non-reversible
and equipped with the Telescopic Screw-Feed, or Grip
Handle when ordered. No. 3 Morse Taper Socket is
used for drills up to 1% inch. This machine weighs
40 pounds. Speed, 28o R.P.M.
"... ." . These Close-Quarter Piston
Thor Air Drills, non-reversible, are
= Close-Quarter designed for use in extremely
Air Drill close places where the ordinary
immi drill cannot be operated. They
are built in two sizes—No. 8,
equipped with a No. 3 Morse Taper Socket, and No.
9, equipped with No. 4 Morse Taper Socket.
Close-Quarter Piston Air Drill
The spindle is at one extreme end of the tool, and
the motor is at the opposite end. A poppet valve throt-
tle controls the speed and power.
!". The Branch Offices of the
Independent Pneumatic Tool
Company are located at 1463
Broadway, New York, N. Y.,
1208 Farmers Bank Building,
Pittsburgh, Pa.; I Ios Citizens
Building, Cleveland, Ohio; 61 Fremont Street, San
Francisco, Cal.; 1721 Jefferson County Bank Build-
ing, Birmingham, Ala.; 736 David Whitney Building,
Detroit, Mich. ; 334 St. James Street, Montreal, Que-
bec; 209 First Avenue, South, Seattle, Wash.; 409–41 I
East Third Street, Los Angeles, Cal.; 109 West Second
Street, South, Salt Lake City, Utah; 1621-1639 Sev-
enteenth Street, Denver, Col. ; 1142-1144 Homer
Street, Vancouver, B. C.; 32 Front Street, W.,
Toronto, Ontario; London; Paris; Berlin; Tokio;
Yokohama.
Branch Offices
PNEUMATIC DRILLS
Capacity Yº: sº Air º º M. Distance from
- Siz Description - aper peed per min. ver- ounds | Side to Center
sº Nº. p Drill | Ream | Socket R.P.M. Cu.. t. all of Spindle
. . 4 Cylinders 42 | Non. Rev. Over-Size Spindle | 1." *" | No. 3 650 1S 1234" 28 234. "
1% "Diam. x 1% " Stroke
4. Cylinders - . Rev. Over-Size Spindle | 1 %" | 1%." No. 4 280 24 1394 " 42 35% "
1%" Diam x 1:#" Stroke 43 | Non. Rev. Ov p * %
2 Cylinders . Rev. Close Corner 134 " || 1 " No. 3 225 25 77's " 37 1 ºr "
19%" Diam. x 1%." Stroke S | Non. Rev 4. 8 *
INDEPENDENT PNEUMATIC TOOL CO.
600 WEST JACKSON BOULEVARD, CHICAGO, ILL.



789
Duntley Pneumatic Tools
The New Duntley “Sleeve
--------------------
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The New Duntley Riveting
Hammer is the result of efforts
to correct a weakness which has
existed in pneumatic hammers
since the present type of stand-
ard hammer secured universal
adoption in 1905. This weakness has been the item of
excessive upkeep cost due to exposure of frail valve con-
struction to piston contact. The Duntley hammer pro-
tects the valve by operating the same on a sleeve giving
a continuous smooth bore by which the piston has no
contact whatever with the valve.
New
Features
-
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The new Duntley Riveter is
interchangeable in parts to
standard riveters now in use and
all parts are made subject to
standard jigs and gauges insur-
ing absolute accuracy and inter-
changeability. Stocks of spare and replacement parts
are maintained at all branch offices for prompt delivery.
The use of specially processed steel and an improved
hardening treatment insures durability which together
with the new features preventing breakage of parts,
provides a hammer of long life and low up-keep cost.
Another important feature of the new Duntley
Sleeve Valve lies in the fact that old, worn or broken
valves of standard hammers can be reclaimed and
equipped with this new improved valve construction.
Interchange-
ability
-------------------------------------------------------------------------,
The Duntley Chipping Hammer
The Duntley Rivet Cutter
is popular in ship yards. It
avoids the slow, expensive work
of sledge and hammer. It cuts
rivets cold, avoiding damage to
plates by excessive heat. It re-
duces cost. In punching out countersunk rivets from
ship bottoms, three men with a Duntley will do the
work of a dozen. In removing rivets in ship interiors,
twelve to twenty rivets can be cut per
Cost-Saving
Methods of
Rivet Cutting
Valve Riveting Hammer”
valve and Cylin-
der Breakage Up-
Keep Reduced
------------------------------------------------------------------------
In hammers commonly used
in shipyard and structural iron
work, a short piston is generally
used by the workman which, by
being shorter than originally in-
tended, has a tendency to flutter
or vibrate, thereby hitting the valve, causing breakage
and high cost of up-keep. In the Duntley hammer
either a short or standard piston can be used without
danger to the valve because of the valve operating on a
sleeve providing a double wearing surface and a con-
tinuous bore giving a full stroke of the piston, thereby
developing greater power, prolonging the life of the
valve and securing greater service from the hammer.
In the Duntley hammer the cylinder has also been
strengthened by eliminating the exhaust ports from the
usual location which tended to weaken the cylinder at
its vulnerable point. The exhaust is made direct from
the valve and can be instantly adjusted to throw the
exhaust in any direction, making its use convenient for
either right or left hand use.
PROTECTING VALVE SLEEVE
(Prevents Pºston Striking valve
And Eliminates Breakage)
“yzapº"
RiveTER VALVE
º-º-º:
The Duntley “Sleeve Valve” for Riveting Hammer
Equipment
The Duntley Chipping
Hammer represents both the
highest achievement in hard-hit-
ting effectiveness and an extraor-
dinary durability under the se-
vere conditions of usage to
which tools of this character are subjected.
The simplicity of construction of this tool and its
easy accessibility for inspection, cleaning and repair
are added factors of efficiency, economy and durability.
Duntley Chipping Hammers manufactured in one,
two, three and four inch strokes, can be furnished with
closed or open handle, with the piston type of throttle
valve and round or hexagon bushing as specified in the
order.
Chipping and
Caulking
Efficiency
------------------------------------------------------------------------
minute. It is also extremely valuable in
digging concrete in ships, straightening
or loosening jammed or warped plates.
In this general use it will save ninety
per cent in labor and time.
º-
The Duntley High Power Rivet Cutter
DUNTILEY PNEUMATIC TOOL COMPANY
FISHER BUILDING, CHICAGO, ILL.





700
Cranes and Hoists
Type H Crane
P & H Electric Overhead
- Traveling Cranes are built in
Types all types: standard overhead
traveling, heavy mill type, grab
bucket, gantry, wall jib, pillar
jib, extension cranes, transfer,
and lattice girder type.
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"ºutlinuuuuuuuuuuuuuuuuuuuuuuuuuuuuuu.
P & H
Design and
The design of P & H. Cranes
embodies the accumulated ex-
perience of thirty years of crane
Construction building, during which time P
m & H Cranes became established
as a standard for Industry, over
6000 being in successful operation. P & H Cranes
though built to meet specific dimensions and require-
ments are completely standardized in their component
wearing parts: gears, gear cases, brackets, couplings,
shafts, axles, bearings, truck wheels, sheaves, and
braking equipment. Crane standardization is of the
utmost importance because it lessens the hazard of
even temporary disablement, wearing parts being easily
and quickly replaced. The P & H. Crane, from girders
to motors, is fabricated entirely in the P & H Plant;
we are manufacturers not assemblers. Standardized
construction gives great speed in crane building since
we are not dependent upon outside sources for com-
ponent parts.
The following distinctive features of construction
indicate the superiority of P & H Cranes:
For Accessibility—Each shaft is removable without
disturbing another.
For Durability—All parts are proportioned most
liberally: All gears are of steel with cut teeth: All
pinions are of forged steel: Bearings are bronze
bushed: Truck bearings are of the M. C. B. type:
All gears except bridge gears run in enclosed oil-tight
cases: Drum and running sheaves are not less than
thirty times the diameter of ropes: Hoist motor and
bridge travel brakes are of the heavy clamshell type.
For Safety—No gears or pinions are overhung:
Guards are provided for bridge truck gears: All other
gears are enclosed in cast iron cases: Substantial plat-
form with a handrail is provided: Strictly foolproof
and self-setting automatic limit switch is furnished.
Interesting bulletins on the design and construction
of P & H Standard Cranes are:
Bulletin 401-B Standard P & H Cranes (for ma-
chine shop, foundry, yard, and general service) Bulle-
tin 403 Standard P & H Mill Type Cranes (for steel
mills, shipyard, and general heavy duty).
Write or wire our district offices for further infor-
mation:
New York—50 Church Street.
Chicago–1241 Monadnock Block.
Philadelphia — 704 Stephen Girard Building.
Pittsburgh—47 Fidelity Building.
New Orleans—926 Whitney Central Building.
Portland, Ore.—Pittock Block.
Los Angeles—I 125 Central Building.
San Francisco–82 I Monadnock Building.
Monorail Hoist
The adaptations of a mono-
P & H rail hoist are manifold. Mate-
Monorail rial of every size and weight,
Hoists loose or units, ponderous or
in fragile, boxes, b a les, bundles,
and castings of varying size and
bulk can be carried into the irregular areas with ease
and dispatch and at a cost that would encourage the
most skeptical of engineers.
Complete information on monorail hoists in our
bulletins 301-B, 303, and 304.
PAWLING & HARNISCHFEGER CO. MILWAUKEE. WIS.


791
Hyatt Roller Bearings for Cranes
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Cranes in ordinary every day
use are subject, more than any
other type of machinery, to
neglect and abuse. They are
i...… frequently overloaded, and only
in exceptional circumstances are
they lubricated after they have once been installed.
Ordinary plain bearings will not stand up under such
treatment for any length of time. A plain bearing
crane is bound to be out of service more or less fre-
quently for bearing repairs, often when it is most
needed to speed up the work.
The construction of Hyatt Roller Bearings enables
them to stand up under this severe service. The use
of these bearings insures dependable crane operation.
Crane Service
The rollers composing the
Hyatt Roller Bearing are
The Hyatt - -
Roller Bearin wound from a flat strip of spe-
O * cial alloy chrome vanadium
steel, heat treated and carefully
ground to size. They are
mounted alternately right-hand and left-hand in a
rugged retaining cage, giving a substantial, compact
bearing unit. The rollers operate directly on the shaft
and against a steel outer race which is pressed into the
housing.
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Hyatt Roller Bearings are
first of all antifriction bearings.
Rolling action is substituted for
the sliding friction of ordinary
journal bearings. The elimina-
- tion of this friction makes pos-
sible a considerable saving in power consumption.
A recent test, made on two 10 ton bridge cranes,
one equipped with plain bearings and the other with
Hyatt Roller Bearings, showed a Power Saving dur-
ing acceleration of 22.1% and an average saving in
power required at normal travel speed of 48.5% in
favor of the Hyatt equipped crane.
The power saving effected by the use of Hyatt Rol-
ler Bearings makes possible a 30% reduction in the size
of motor required to operate the crane, carrying with
it a corresponding reduction in the size of transmis-
sion line, starting and controlling apparatus. These
savings are more than sufficient to pay for the installa-
tion of Hyatt Bearings.
Power Saving
A positive self-oiling action is
one of the fundamental princi-
ples of the construction of the
Hyatt roller. Each of the hol-
low, helical rollers of the Hyatt
bearing acts as its own oil con-
tainer and oil distributor.
As mentioned before, the rollers are assembled in the
cage alternately right hand and left hand. As the
rollers revolve, the lubricant is distributed through the
helical slots back and forth over the entire rolling sur-
faces of the bearing. This action takes place automati-
cally, insuring positive lubrication at all times, as long
as a drop of oil remains in the bearing.
Due to their inaccessible location, the lubrication of
crane bearings is particularly likely to be neglected.
The Hyatt Roller Bearing is therefore ideal for this
service. When Hyatt bearings are properly housed
there is practically no oil leakage. It is only necessary
to replenish the lubricant one or twice a year. Hyatt
Ideal
Lubrication
----------------------------------------------------------------------
Bearings operate with a minimum of lubrication and
attention.
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r
Hyatt Roller Bearings in
actual use on all types of cranes
show no perceptible wear even
after years of the hardest kind
of service. The slight flexibil-
ity of the rollers, combined with
the durability which is built into every Hyatt bearing,
enable them to stand up under shocks, vibrations and
overloads.
The large reduction in friction results in greatly
reduced wear of the bearings and surrounding parts,
thus eliminating play and lost motion. Experience
shows that the vibration resulting from play and lost
motion is the main cause of poor operation and is
responsible for rapid deterioration of even the best
equipment. Durable Hyatt Roller Bearings, operat-
ing for years with no appreciable wear, lengthen the
life of the crane on which they are used.
Hyatt Roller Bearings will not only cut down your
power, oil and maintenance costs from the moment
they are installed, but will continue to do so through-
out years of dependable, money-saving operation. They
are an investment paying big dividends in dependable
crane operation. -
Long Life
----------------------------------------------------------------------
HYATT ROLLER BEARING COMPANY
NEW YORK. N. Y.

792
Cleveland Cranes
º
-lºº
==
ºlº
º
- -**
Cleveland Crane Installed at Porto Rico
Capacity 180 Tons Per Hour—Span of Bridge 127 Feet–Cantilever 95 Feet
*m. -------------- ---------------------------------------
Cleveland Cranes are built
in types and sizes from 5 to 250
tons for every possible require-
ment of either inside or out-
side service.
Uses and Sizes
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5-Ton Bucket Handling Crane
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We have devoted our entire
energy and equipment for over
twenty-five years to the design
and manufacture of cranes.
Many of the largest and most
complete crane installations in
this country and abroad are Cleveland Cranes.
Our plant is located near Cleveland, Ohio, on the
main line of New York Central and Nickel Plate
ºds which gives us the very best shipping fa-
C111tles.
Service
--- -
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All inquiries for traveling
cranes should give the following
particulars:
1–Load: Maximum load in
i net tons to be lifted.
2—Speed: If special speed
for any functions is preferred.
Data Required
for Quoting
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3–Electric Current available:
Whether A. C. or D. C.
If D. C. give voltage
If A. C. give voltage, phase and cycle.
4—Style: type of crane desired, and if an auxiliary
hoist is desired, give capacity.
5–Clearance dimensions as follows:
Span of Crane
End Clearance
Distance from top of runway rail to floor
Overhead Clearance
Upon receipt of the above information we shall be
glad to quote promptly.
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The products of the Cleve-
land Crane and Engineering
Company include Electric
Traveling Cranes, Gantry
Traveling Cranes, Hand Power
Traveling Cranes and Ore and
Coal Handling Machinery.
Products
--------------------------------------------------------------------------
Home of Cleveland Cranes
The Branch Offices of the Cleveland Crane and
Engineering Company are located at 50 Church
Street, New York, N. Y., and the First National
Bank Building, Pittsburgh, Pa.
THE CLEVELAND CRANE AND ENGINEERING CO.
WICKLIFFE. OHIO



793
McMyler Interstate Cranes
Electrically Operated Gantry Crane
ºutmºnumumumumummºn ----------- -------
The McMyler Interstate
Cranes illustrated show some of
the types widely used through-
Purpose out the shipbuilding industry.
The electrically oper a ted
Gantry Crane show above spans
several railroad tracks, and as the crane proper may
travel from end to end of the gantry, the operation
of this machine covers a very large area.
The Overhead Traveling Cranes illustrated are
equipped with man trollies and are designed for use
in connection with enclosed shipways.
Due to the flexibility of the Standard Locomotive
Crane shown below it is particularly adapted for use
in connection with the shipbuilding industry.
The 392 net tons capacity Hammerhead Shipbuild-
ing Crane shown below, which is installed in the Phila-
Cranes for Every
Shipyard
Standard Locomotive Crane 392-Ton Hammerhead Shipbuilding Crane
THE McMYLER-INTERSTATE CO.
CLEVELAND. OHIO



794
McMyler Interstate Cranes
Boom Jib Pintle Design Crane
delphia Navy Yard, is considered to be the largest
capacity machine ever constructed up to the present
time.
. The Boom Jib Pintle Design Crane shown above,
is electrically operated and has the advantage of
working high above the false work.
The Special Dry Dock Crane illustrated is equipped
with compensating gear arrangement permitting it to
travel around the sharp curve at the end of the dry dock.
The Locomotive Gantry Cranes shown below, are
Steam operated and are equipped with oil burners.
wenty-eight machines of this type were installed in
the Hog Island Shipyard.
The motive power for operating the cranes de-
scribed, is either steam or electricity. Either may be
used for some types of cranes, where as in some in-
stances it is only practical to use electricity. Electricity
may be used in every case.
- - --> NS
sº
Special Dry Dock Crane
:
-
-
- - - - a "
Locomotive Gantry Crane
THE MCMYLER - INTERSTATE CO.
CLEVELAND, OHIO



795
Electric
Traveling Cranes
º
º
i The Champion Electric
Traveling Cranes have been
designed to meet every possible
requirement in the crane field,
especially Shipyard Cranes of
the type illustrated above,
which are called upon to perform all classes of service.
Products
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Simplicity, accessibility and
perfect interchangeability of the
parts are predominant features
of Champion Cranes. Even
the most severe requirements
- are fulfilled without any change
in design. These machines are cranes of high effi-
ciency as the parts, such as trolleys, hoisting elements,
bridge, platform and cage, are carefully made of the
best materials available.
Description
Champion Cranes can receive
any standard crane hoist motor,
or any motor brake, using either
alternating or direct current.
im. They are provided with all
steel Gears, Forged Steel Pin-
ions, Flanged Bronze Bushings, Rolled Steel Wheels,
Plate-Type Lower Blocks, M.C.B. Pattern Axle Bear-
ings, Box Girders for long span cranes, Lattice Girders
for shipyard work, as shown in the above illustration,
Features
- ^
-
ºngº.
|--
ºl
º - . º
º! Tºgº.
ſº
-
º
º
and Safety Limit Stops of the closed circuit type.
Champion Cranes are so constructed that they are
adapted to receive both grease and oil lubrication.
All the standard safety devices heretofore adopte
by local or state requirements are furnished with Cham-
pion Cranes.
All Champion Cranes are wired in accordance with
the National Board of Fire Underwriter's rules.
the wiring is done in rigid conduit and condulets.
Following is a list of the
Branch Offices of the Champion
Crane and Engineering Com-
pany, where Bulletins and other
information describing and illus.
trating the ad v a n tag e s 0
Champion Cranes can be obtained.
Branch Offices
New York, J. W. Spensley, 149 Broadway.
Toledo, W. C. Lloyd & Co., Ohio Building.
Los Angeles, L. G. Henes, Title Insurance Bldg.
San Francisco, L. G. Henes, Monadnock Bldg.
Seattle, Hallidie Machinery Company.
Portland, Portland Machinery Company.
Philadelphia, Williams & Thomas Mchy. Co., 89°
Commercial Trust Bldg.
THE CHAMPION ENGINEERING COMPANY
KENTON, OHIO

796
Ford Chain Hoists
i Because of its rugged yet sim-
# ple construction and its speed
H and efficiency in handling loads,
the Ford Tribloc is exactly
adapted for shipyard use. It
lowers smoothly and rapidly; it
holds the load securely.
A distinctive feature is the patented Loop Hand-
Chain Guide standard equip-
ment of Ford Triblocs. This
guide is an endless malleable
iron loop having fixed guiding º
strips adjacent to the flanges of
the wheel, extending from one
guide to the other and conform- º
ing to the circumference of the -
wheel. 3 º
The Loop Hand-Chain : W. H.
Guide has many advantages -
over the old style strap guide.
It prevents injury to the block
by protecting the hand wheel
and preventing the hand chain
from buckling in the guide,
even when the hoist is operated
at very high speed. It permits
rapid travel of the hand chain
without overriding the flange of
the hand wheel.
Durability is still further in-
sured by making all working
parts of steel and covering the
cut gears by a dust proof
pressed steel case. Hooks are of Tº
drop-forged steel. For ease of º
handling all hooks swivel. º
The Ford
Tribloc
---------------------- --------- ---------------------------------------- -
This chain hoist is the ul-
timate development of many
years' experience. Its wide use,
# not only in shipyards, but in
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strates conclusively its superior-
ity for quick and efficient service.
Widely Used
# We carry in stock roller-
bearing,
- steel plate, I-beam
Ford I-Beam i trolleys, in both the plain and
Trolleys geared types. Standard sizes
are given in table below. Trol-
leys may be widened to suit
larger than the standard I-beam without extra charge.
CAPACITIES, I-BEAM DATA, ETC., FOR FORD
TROLLEYS
capacity in sº "..." sº."
Tons in Inches Plain Geared Plain Geared
% 4 3 - - 18
% 5 3% - - 2 I - -
I 6 4% 4% 2 I 2 I
1% 7 5% 5% 30 3O
2 8 6% 6% 36 36
3 9 7% 7% 42 42
4. IO 8% 8% 48 48
5 I 2 IO IO 54 54
6 I5 IO IO 6o 6o
8 2O I2 I2 6o 6o
IO 24 I3 I3 6o 6o
I2 24 I3 I3 6o 6o
I5 24 18 18. 96 96
2O 24 18 18 I2O I2O
*Can be altered to suit larger beams.
Where the highest speed and
efficiency are not required, the
Ford worm gear hoist is fre-
quently used. Because of its
lighter weight, this type is well
adapted for portable use.
Simplest of all chain hoists is the Ford Differential
Hoist. It is recommended for work where a hoist is
used but occasionally, and high efficiency and speed are
not essential.
Screw and
Differential
Hoists
CAPACITIES, WEIGHTS, ETC., OF FORD TRIBLOCS
Capacity in Tons *** º: t "º, ºte S. ºt º º, º º,
in Inches Lift Full Load Load One Foot
2 8 9' 3" | I5 53 62 2 I
I 8 9' 5" 17 8O 82 3 I
I}/3 8 9 7%" | I9% I24 I IO 35
2 9 II' 24 188 I2O 42
3 IO 12' 8" 32 2OO II.4. 69
4. IO 13' 1" 37 29O I24 84
5 I2 I5' 9" 45 38O I IO 126
6 I 2 I5' 10" 46 390 I 30 126
8 I 2 I6' 3" 5 I 470 I35 - 168
IO I2 16' 9" 57 57O I4O 2 IO
I2 I2 16' 9" 57 8OO 13of 126f
16 I2 17' 1" 61 IOOO 135t 168+
2O I2 18' 5" 77 I375 14of 21 of
32 - -
...} Prices and full particulars upon request.
*Figures denote height in feet which blocks with regular lengths of chain will hoist above level on which operator stands.
flºor each hand chain.
FORD CHAIN BLOCK CO., PHILADELPHIA, PA.

797
Bolts, Nuts
and Rivets
Pemberwick Plant
- -
-º- - - -
- - º . . . . .
-- " ". ºf º
- _ºam --- F-
- º -ang- - FEFFEmºma. - -
Fº º E: ºf Fºººººº-ºº: º
- - - - - Frºmm-- º -
- - - - * - º º
º - 1.
- -- º
º º:
- - - - - -
º ** if
ºn | -
| º --
*s-, º
Rock Falls Plant
--- -º-º-ºr
Port Chester Plant
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When you look at the his-
tory of the bolt and nut in-
dustry, with the revolutionary
improvements in methods of
manufacture that the last few
decades have witnessed, you see
the history of Russell, Burdsall & Ward.
For this house was the first to make cold punched
steel nuts. It was the first to make cold headed bolts.
It was the first to standardize and market its products
under a trade-marked name—“Empire"—for the pro-
tection of its customers; a name that means an un-
reserved guarantee of quality, from an institution of
international repute.
A History of
Pioneering
------------------------------------------------------------------------
Out of this long career of
pioneering has grown an or-
ganization occupying three huge
plants, devoted exclusively to
the production of bolts, nuts,
rivets and washers. Among the
mechanical facilities of these plants are ingenious auto-
matic nut machines that have no duplicate anywhere
in the industry. These machines cold punch, champfer,
trim and burnish in one operation, where in another
Where Empire
Products
Are Made
------------------------------------------------------------------------
plant five separate machines would be required. Not
only does this method make for speedier production,
but for a sounder and more uniform quality of product.
-
-------------------------------------------------------------------------
A staff of trained inspectors,
under the expert guidance of a
famous toolmaker, keep a close
watch over the work of each
department. No goods not flaw-
lessly perfect can pass muster.
For there is a reputation of 75 years' honorable deal-
º: bound up in the quality of Empire Bolts, Nuts and
1VetS.
Thorough
Inspection
-------------------------------------------------------------------------
You can exact as much servº
ice as the hardest job can de-
mand, and yet find Empire
Bolts and Nuts capable of much
more. The more important the
work—the greater the need for
accuracy and strength—the more you need Empire.
What greater assurance of quality can you ask than
the knowledge that you can devise no job so difficult
as to test the full capacity of Empire Bolts and Nuts?
Better Than
Their Job
RUSSELL BURDSALL & WARD BOLT & NUT COMPANY
PORT CHESTER, NEW YORK







798
Bolts. Nuts and Rivets
| | ||||||
| |
| | |
EMFIRE
= There are times when the WEIGHTS AND DIMENSIONS OF BOLT HEADS
The Factor i loosening of a nut or fracturing
of Safety of a bolt would involve dread Pº" Square Hexagon
= - Bolt | Short | Long | Thick- Weight | Short Long | Thick- Weight
= consequences. The slightest Diam. Diam. ness per 100 | Diam. | Diam. ness per 100
unuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuunº - - -
toleration of risk here is un- inches, Inches inches Inches | Pounds | Inches Inches Inches | Pounds
- - !4 % . 530 % .7 38 .433 % ... 6
- thinkable - r ‘. º .664 || 3: 1.4 !? | .541 *: 1.2
In such stern requirements Empire Bolts and Nuts º 3. º # #5 ; º # ; :
have found the fullest expression of their quality. They * | | | | | | || § # º # #
- - 3. 4. - - - - * .
can be trusted wherever there is anything for a bolt or * | * || || || #: 1: . . . . . . . .
- + 7-8 --- 716 - s - 71.6 .
:- - rhi % 1% | 1.856 || 3% 31.1 | 1% | 1.516 27.4
nut to do. There is something worth while behind 1 || || 3 ||33 || 4 ; : #: || || | | | | |
them—a tradition of honesty that has been an uplift- 3 || || || 4:3" | | | || 3 | * | * | * | * :
- - fi f brok #4 || || || 3 º' ; 92.3 || 178 2. 166 % 80.0
- "- earS roKen 1% 2 he 2.917 | 1 122.8 2% 2.383 || 1 , || 106.5
ing influence through seventy-five years of un 1% 2% 3.182 1% 159.5 2% 2.599 || 1% 138.2
progress. 158 2% 3.447 || 1 , || 202.7 2% 2.818 || 1 , || 175.7
134 2% 3.712 1% 253.2 2% 3.032 1% 219.5
1% 2% 3.977 || 1 || || 311.5 2% 3.349 || 1 }} | .269.8
2 3 4.243 || 1 || 2 || 378.0 3 3.464 || 1 || 2 || 3:27.6
WEIGHTS AND DIMENSIONS OF NUTS
HEXAGON NUTS SQUARE NUTS
Diam. Diameter Plain Cupped -
of Short | Long |Thick- of Rough Pºm Short Long | Thick- º Plain Cupped
Bolt | Diam. Diam. ness Hole Weiß .. Weiß S. Bolt | Diam. Diam. ness Hole Weight Weight
-- per 100 Yºr per 100 Nººr per 100 Number per 100 \º
- in 100 - ill
Inches Inches Inches Inches Inches Pounds Pounds | Pounds Pounds Inches Inches Inches Inches Inches Pounds Pounds | Pounds Pounds
34 34 .578 || 4 * 1. 3 || 7800 1.2 S500 34 - 1… 5. -
; . . . . . . . . . . ſº | | | | * : . . . .'; ; , ; , ; ; ; ; ; ; ;
% 34 .866 || 38 *} 4.3 2330 4.0 2510 % 34 1.061 || 3's *} is 3100 4.3 23so
% 7s 1.011 || 7, * 7.0 1430 6 3 || 1580 % 7% 1.237 | * *} 7.5 1330 6's 1460
% 7s 1.011 | }. * 7.5 1330 6.9 || 1440 % % | 1.237 || 32 % sº iſ30 si 1230
% | 1 1. 155 | }.2 % 9.9 || 1010 9.2 1090 32 1 1.414 i º % 11.5 sºo 10's 330
34 || 1 1.155 | ** Vie 10.8 930 10 2 980 % 1% 1,591 | * 92 i5.4 650 14.3 || 700
* | 1.4 1.299 || ". º 13.7 | 730 12.5 800 % 1% | 1.591 ºg % 17.3 575 ić i 620
% 1% | 1.299 || 93 % 15.9 || 630 15.2 | 660 % 194 | 1.768 || 93 % 23.0 435 21.1 475
% 1% | 1.299 || 84 % 17.9 560 17. 0 || 588 34 134 1.768 34 3% 27's 360 250 | 400
% 114 | 1.444 9% % 19.5 || 514 18.5 541 % 1% 1.945 || 3: #} 3i 7 || 31; 2, o 34;
% 194 | 1.444 || 34 % 23.0 435 21. 7 || 460 34 1% 2. 122 || 34 #} 410 344 370 270
34 || 114 | 1.444, 34 #} 22.2 450 20.6 || 485 % 1% 2. 122 || 7's #3 46.5 215 4ii 240
34 13s | 1.588' 34 #} 26.6 376 25.4 || 394 % 1% 2.29s jº # 55.6 iso 4s.s 205
34 1% 1.588 || 7% #} 30.3 || 330 28.8 347 % 134 2.475 ºs #} 61.3 is: 54.6 is3
34 || 1 % | 1.733 || 34 #} 34.5 290 32.3 || 310 1 134 2.475 | 1 % 70.9 || 141 64 156
34 1% | 1.733 74 #} 40.0 250 37.6 266 1 2 2.828 || 1 % 55.2 io; s? 0 || 115
% 114 | 1.733 % # 37.7 265 35. 3 || 283 1% 2 2.828 || 1 % % 103.0 98 94.3 106
7% 1% 1.733 || 1 #3 45.9 218 43.5 230 1% 2% 3.182 | 1% % 135.1 74 123.5 81
% 1% | 1.877 7% #} 45.3 221 42.6 235 134 2% 3.182 || 1:4 1% 156.3 64 143 g 70
% 1% 1.877 || 1 3% 50. 8 197 47.6 210 1% 2% 3.536 114 1% 192.3 52 175.4 57
1 134 2.021 || 1 % 57.5 174 53.8 186 1% 234 || 3.889 || 138 1% 250.0 40 227.3 44
1 134 2.021 1% % 63.7 157 59.5 168 1% | 3 || 4.243 || 1 % 1% 307.7 32% 2S5.7 35
1% 2 2.309 || 134 % 100.0 100 90,9 110 1% 3% 4.597 || 1% 1% 454.5 22 4000 25
1% 214 2.599 || 1% 1% 138.9 72 126.6 79 1% 3% 4.950 134 1% 555.6 18 500.0 20
138 2% 2.888 1% 1 : § º ; : : 1% 3% 5.303 || 1% 1% 666.7 15 625.0 16
1% 234 || 3. 176 1% 17 .9 1 2. 2 4 5.657 2 1% -
i; 3" |3.4% is: 1% 333.3 30 || 303.0 || 33 - - ... * * * * sº 12. ** “,
134 || 394 || 3.754 1% 1% 4.08.2 24 14 || 370.4 27 . . . . . . . . " " " ' " ' - - - - - . . . . . . - -
1% 314 || 4.043 2 1% 493.8 2014 || 459.8 2134 - - - -
2 3% 4.043 2 1% 487.8 20% 454.5 22 -
2 3.14 || 4.043 2% I ºf b 12.8 1994 || 487.8 20%
RUSSELL BURDSALL & WARD BOLT & NUT COMPANY
PORT CHESTER, NEW YORK






799
Spikes and Bolts
As shown in above cut, a
standard boat or barge spike is
made from a square bar, and
has either a diamond, button or
nail type of head, with a chisel
point. Most shipbuilders pre-
fer a diamond head spike, although some of the yards
require one of the other types.
We are manufacturing spikes by the hot forged
process, and call particular attention to the cut points.
These are preferable to the pressed points in that they
give a sharp cutting edge, being uniform with the body
of the spike, instead of being spread as when pressed.
Types of
Boat Spikes
Many buyers when ordering
ship spikes do not specify either
iron or steel, and we would
call attention to the advantage
of iron for spikes. They will
better withstand corrosion, and
the head is less apt to break off, owing to the tough
and fibrous quality of wrought iron.
As an extra protection against corrosion, the spikes
are frequently galvanized. There is only one method
of galvanizing that is satisfactory, viz.: the hot process.
This increases the weight of the spike by about 3%
to 5%.
Advantage of
Iron Spikes
TABLE OF BOAT SPIKES
Extra
Size Usual Lengths in inches Per 100 lbs,
34 * 3%, 4, 4%, 5, 6, 7, 8. . . . . . . . . . . . . . . . . . . . . 1 00
%. º żºł, º, ...'... . . . . . . . . . . . . . . . . . . . . . 70
36 ° 4, 4%. 5, 6, 7, 8, 9, 10... . . . . . . . . . . . . . . . . . . 30
%” 6, 7, 8, 9, 10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
34" 6, 7, 8, 9, 10, 12, 14. . . . . . . . . . . . . . . . . . . . . . 15
% - 8, 9, 10, 12, 14, 16... . . . . . . . . . . . . . . . . . . . . . . 15
Packed in 200 lb. Kegs.
TABLE OF DOCK SPIKES
- Extra
Size Usual Lengths in inches Per 100 lbs.
34 °. 8, 10, 12, 14, 16, 18, 20, 22, 25, 26. . . . . . . . Base
76 • 10, 12, 14, 16, 18, 20, 22, 24, 26. . . . . . . . . . . º
ase
1 * 20, 22, 24, 26, 28, 30... . . . . . . . . . . . . . . . . . . . .
'l------------------|--|--|--|--|--
We are operating our own
bar mill in connection with the
spike and bolt plant in order to
avoid delays in getting delivery
of spike and bolt rods, and so
are in a position to effect prompt
shipments of both standard and special material.
Manufacturing
Facilities
-----------------------------------------------------------------------
Our range of sizes in machine
bolts is 6 inches and longer.
Although many of the smaller
sizes of bolts are required in the
construction of steel ships, we
are able to be of service in mak-
ing up bolts with the various types of heads to be used
in connection with the construction of wooden vessels,
and also drydocks and barges. Our output also covers
bolt ends, drift bolts, blank bolts, etc.
Bolts
------------------------------------------------------------------------
We also offer bar iron in
sizes 1/2" to 2" rounds; 5/16"
to 1-1/4" squares, I x 1/4 to
4 x 1/2" flats.
Standard round wrought and
square washers, and cast iron
Other Products
------------------------------------------------------------------------
washers.
Tie rods, hot pressed nuts, track spikes, track bolts,
rail joints, dock spikes and round countersunk head
guard spikes.
-
-------------------------------------------------------------------
We have in stock, at all
times, a full line of spikes, both
black and galvanized; bar iron,
washers, rail joints, track bolts,
and the more active sizes of ma-
chine bolts.
As our Factory and Warehouse are located in
Jersey City, N. J., immediate delivery, by truck,
can be made to the steamship lines and railroad ter-
minals in and around New York Harbor.
Carried in
Stock
-------------------------------------------------------------------------
W. AMES &
CO. JERSEY CITY. N. J.



800
Launching Grease
Launching of the U. S. S. “Tennessee”
In order to ease the work
and to overcome the friction
caused by the enormous pres-
sure of the hull on the ways
while gliding into the water, it
was necessary to develop a ma-
terial that possessed special characteristics required for
this work. The points that must be considered are
these:-
The product must withstand great pressure.
It must not be affected by atmospheric conditions.
It must be uniform at all times.
Its application must be made as easy as possible,
considering the class of labor that does this work.
Purpose and
Specifications
After many carefully detailed
Results of investigations and much ex-
Investigation perimental work, Neptune
g Launching Grease was devel-
oped. When found that it
would more than meet the neces-
sary requirements its introduction into the various
shipyards followed with immediate success.
Neptune Launching Grease
will withstand a pressure up-
wards of 5,000 pounds per
square inch. It is impervious to
water. Temperature changes
- have no effect on it, therefore
its uniformity is established, aside from the fact that
greatest care is exercised in its make-up. Neptune
Launching Grease can be easily applied.
Characteristics
The following practice in the
preparation of the ways has been
found to be the only universally
successful method, despite rec-
ommendations made to the con-
trary. First the ways should
be treated with hot Neptune Launching Stearine either
by mopping or pouring it on. After cooling apply
Neptune Launching Tallow heated so that it can be
mopped. These products are made of most carefully
selected stock.
Then follows the application of Neptune Launch-
ing Grease, just as it is, by means of a trowel, apply-
ing it about 4" thick.
Application
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By the use of these simple
formulae there is no question
but that only the best results
will be obtained and there will
be no embarrassment of having
the hull stick to the ways.
Results
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Other high quality lubricants
necessary in shipyards are
Climax Pneumatic Drill Lubri-
cant, Fiske's Pneumatic Ham-
mer Oil, Fiske's Ferrol Econo-
mizer for Ropes, Gears and
Magic Soluble Oil and Cutting Compound, etc.;
also Fiske's Cutting Agents for Iron and Steel.
Other Products
FISKE BROTHERS REFINING CO. 24 STATE ST. N. Y.

801
Marine Paints
-----------------------------------------
Cheesman-Elliot Co., Inc. Na-
tional Marine Paints comprise
paints for every part of a ship
above the water line, made in
all colors, on formulas of
proved reliability backed by
many years of experience. Many of the large steam-
ship lines, towing and barge companies as well as the
United States Navy and the United States Shipping
Board, Emergency Fleet Corporation have used our
paints with extremely satisfactory results. Cheesman-
Elliot Company's Preservative Marine Paints are also
used extensively on piers, pier sheds and other struc-
tures exposed to marine conditions.
Marine Paints
for Ships and
Marine Buildings
Marine conditions are very
severe on paint. All weather
conditions are extreme, includ-
ing very hot sun, intense light,
high winds and salt spray. To
endure, the paint must not only
be moisture proof and able to withstand the action
of salt water, but also very elastic to withstand ex-
pansion and contraction, and also vibration and shock
caused by the winds and waves,
Special
Requirements of
Marine Plants
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----------------
The following Marine Spe-
cialties are made by Cheesman-
Elliot Co., Inc., expressly for
the purpose mentioned.
For Ships—Marine Paints in
all colors for hulls, stacks and
superstructures. Deck Paints. Washable Paints and
Enamels for cabins and other interior work. Engine
Enamels. Preservative Paints for holds. Barge
Paints, Etc.
For Pier Sheds and Other Structures—Steel and
Wood Preservative Paints in all colors. Galvanized
Iron Paint for sheds.
Some of
Our Marine
Specialties
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The Ready Mixed Suspended
Red Lead Paint manufactured
by Cheesman-Elliot Co., Inc.,
can be furnished with any per-
centage of red lead up to 80%.
This paint is particularly adapt-
ed for the base coating of metal surfaces exposed to
marine conditions.
Suspended
Red Lead
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--- -----------------------------------------------------------------
This corporation was found-
ed in 1876 on the scientific prin-
ciple that any one paint is not
suited for all materials, climates
and exposures; and to obtain
best painting results, the coating
should be specially made, after proper consideration
of the conditions to be met. The test of time has
proved the soundness of the idea which has contributed
so largely to the success of this company.
Experience
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Everything this company pro-
duces is specially made, thus in-
suring fresh stock and indiviº
dual attention to each order.
large amount of raw materia
is constantly on hand, and ship-
ments are guaranteed within 24 working hours after
receipt of order.
Inquiries regarding any “C-E Co.” product, or re-
quests for prices, color cards, general information:
technical advice or copies of our “Review of Technical
Paints,” “Technical Paints for Industrial Plants”
should be addressed to our New York Office where
they will receive prompt attention.
Facilities
and Service
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When writing to this com"
pany relative to an order try to
give all the information avail-
able including:—
- 1. Character of surface to be
painted.
2. Number of coats to be used
3. Time to be allowed for drying between coats
4. Whether painted before, and, if so, condition of
old paint.
5. How is paint to be applied (brushed or sprayed):
Information
Required in
Ordering
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|- The Works of Chºº
ſh | Elliot Co., Inc., Technica
i "..., Paint Makers, are located in
an ** Brooklyn, New York, and Wil-
- liamsport, Pa. The offices of
the firm are at 1oo William
Street, New York, until May 1st, 1020, after that date
at 23 Flatbush Ave., Brooklyn, N. Y.
CHEESMAN-ELLIOT CO., INC. IOO WILLIAM ST. N. Y.

SO
o
Marine Paints
A paint to qualify for ef-
ficient service in marine use
What a Marine i
# Paint Should Be must be able to withstand un-
i # usually severe conditions. The
constant wearing and corrosive
action of wind and water, add-
ed to the destructive effects of the salt air; the heavy
mists and low temperature, often followed within a
few hours by blistering heat—all these combine to test
the strength and quality of the paint used.
It is without question therefore, that the painting of
a ship is a very important problem. Upon the hull
itself is the constant wear of the salt water, calling for
resistance to chemical as well as abrasive effects;
changes of temperature, requiring a high degree of
elasticity and adhesiveness; barnacles and other de-
structive growths, which the paint, as the final outer
surface, must resist. Above the waterline, the paint
should hold its color in strong sunlight, and not be af-
fected by rain or spray. It must also be of high elas-
ticity and respond quickly to all variations of tempera-
ture. It must not flake, crack or blister, and should
present a smooth, hard and permanently dry surface,
capable of resisting severe wear.
Many years experience in the
making of paints for particu-
lar purposes has enabled us to
# perfect and present a complete
line of paint for every portion
of the ship, from the tip of the
mast or fighting top, to the bottom of the keel. Each
requirement has been carefully studied, and the paint
produced has been tested under the actual conditions
for which it had been prepared. Ship Bottoms, Sides,
Decks, Masts and Spars, Funnels, Ventilators, and
throughout the interior as well have their proper Debe-
voise coatings, in a wide range of colors and of several
qualities. For Shipyards, drydocks, wharfs and piers
also, on iron, steel and woodwork, the Debevoise par-
ticular paint is prepared in each case for the service for
which it is intended—and with years of success in that
service to recommend it to you.
Debevoise Paints are known by two registered trade-
marks: “De-Pa-Co,” under which are sold the paints
for wood, canvas, concrete, piping, etc., and “Dereka,”
consisting of a line of metal pigment paints for both
wood and iron.
Full information upon any of the paints briefly de-
scribed will be gladly furnished upon request. If your
requirements call for a special paint, enamel or var-
nish we shall be glad to prepare it for you. Our labo-
ratory is able to co-operate toward the production of
any desired pigment or vehicle for any peculiar condi-
tion.
#
25 Years in
Particular
Paint Making
i i The following De-Pa-Co
H De-Pa-Co i Paints are prepared for marine
i Paints i work.
i # Standard Light Gray—for
Topsides, U. S. Navy Specifica-
tions No. 4A.
Slate Color Boat-Topping—U. S. Navy Specifica-
tions No. 4.
Inside White—for Cabin Interiors, U. S. Navy
Specifications No. 27.
Inside Enamel, Gloss White—for Finishing Cabin
Interiors, U. S. Navy Specifications No. 30.
Interior Varnish—for Interior Varnished Surfaces,
U. S. Navy Specification No. 52V3a.
Boat Bottom Paint—An Anti-fouling paint for Un-
derbody, U. S. Navy Specification 52P2a.
Hard Drying Deck Paint—A quick drying, tough,
durable and elastic paint for wood and canvas decks,
cabin tops and all topside painting. Particularly ef-
ficient in the tropics. Made in ten colors.
Marine Flat White—“The White that Stays
White.” Easily scrubbed to remove all dirt. Leaves
surface in smooth condition for repainting without ne-
cessity for burning and scraping. Will not blister,
crack or peel.
Marine Gloss White—A very desirable high gloss
paint for boats where a flat surface is not desired.
Fulton Copper Paint—For bottoms of wooden ves-
sels. Absolutely the best preservative against barnacles,
worms, grass and all marine growth. Particularly ef-
ficient in tropical waters. Made in brown, red and
green.
Mill White—for Shop walls and ceilings.
Concote Primer and Concote—for concrete and brick
walls.
Servicecoat Enamel—for the preservation and color
identification of pipe lines.
A complete line of paints for general use.
Made in twelve colors.
# # Dereka Metal Paints are
= Dereka # recommended for use on all
Paints # structural and sheet iron work,
in shipyards, dry docks, wharves,
and all places where a dielectric
and rust-resisting coating for
iron or steel is desired.
Only the finest materials are used. Pigments well
known for their rust inhibitive qualities are carefully
combined with a very high grade linseed oil, which has
been specially treated to receive them.
Dereka Metal Paints have been in actual use for
more than 25 years. -
Prepared in Black, Red, Dark Green and Gray.
- tº a . tº e º a tº m + tº 1111111ſ.
THE DEBEVOISE COMPANY., BROOKLYN, N. Y.
803
Bituminous Anti-Corrosive Coatings
# The application of a Bitumi-
i Bituminous i nous Coating is the logical
# Anti-Corrosive i method of preventing the de-
# Coatings-Uses terioration of ships' inner plat-
:
ing. It is the accepted protec-
tion for the bilges, cellular
double bottoms, tank tops, machinery settings, ballast
tanks, peaks, exposed decks, refrigerating spaces, chain
lockers, etc., spaces which are both inaccessible to fre-
quent inspection and constantly exposed to severe cor-
rosion breeding conditions.
Briggs Bituminous Coatings,
unlike paint, afford many years
of protective service in a single
# application. They are strongly
adhesive, are ductile and expand
and contract with the metal.
They will neither chip or flake and form a permanently
impervious coating.
Bituminous Coatings resist acid, alkali, smoke or
chemical fumes, and are not affected by oil. The
abrasive effect of ashes or other solid substance does no
damage to a tough Bituminous Coating.
Advantages
“Tenax” Bituminous Solu-
tion:-A liquid composition for
use where a light protective
coating will suffice. Used, also,
as a priming coat for heavier
protective compositions.
“Ferroid” Bituminous Enamel:—A solid composi-
tion, melted and applied hot. Specially suitable for
vertical surfaces in ships’ bunkers, ballast tanks, holds,
etc., where corrosive influence are unusually severe.
“Tenax” Bituminous Cement:—Of a similar nature
to “Ferroid” but for horizontal surfaces.
“Briggsonite” Enamel:—Likewise a substance to be
melted and applied hot. This is especially prepared
for coating the inside surfaces of fresh water tanks.
It is to be applied over a coat of special priming oil.
It is odorless, tasteless and affords perfect protec-
tion for years.
Different Coat-
ings for Different
Purposes
Bunkers: — The entire in-
i =
H Standard # terior vertical surfaces, includ-
# Specifications ing shell plating, frames, beams,
i for Use # angles and bunker casing to re-
# ceive one coat of Briggs’ “Ten-
ax” Bituminous Solution (ap-
plied cold); followed by one coat of Briggs’ “Ferroid”
Bituminous Enamel (applied hot), the floor of the
bunker to be coated in like manner; the underside of
deck to receive two coats Briggs’ “Tenax” Bituminous
Solution (applied cold).
Deep Tank:-The entire interior vertical surfaces
of deep tank, including shell plating, bulkheads, frames,
stringers, stiffeners, angles, etc., to receive one coat of
Briggs’ “Tenax” Bituminous Solution and one coat of
Briggs’ “Ferroid” Bituminous Enamel; tank top in deep
tank to be coated in like manner; the underside of
deck to receive three coats Briggs’ “Tenax” Bituminous
Solution. -
Cellular Double Bottom:—All floors and intercos-
tals in cellular double bottom to receive one coat
Briggs’ “Tenax” Bituminous Solution and one coat
Briggs’ “Ferroid” Bituminous Solution and one coat
ship inside cellular double bottom to receive one coat
Briggs’ “Tenax” Bituminous Solution and one coat
“Tenax” Bituminous Cement (applied hot) to a thick-
ness of 1/4 inch.
Bilges:—The ship's shell in bilges, also the tank
margin in bilges, and the bilge brackets to receive one
coat Briggs’ “Tenax” Bituminous Solution and one
coat Briggs’ “Ferroid” Bituminous Enamel.
Tank Top in Boiler Room:-To receive one coat
Briggs’ “Tenax” Bituminous Solution and one coat of
“Tenax” Bituminous Cement (applied hot) to a thick-
ness of not less than % inch.
Tank Top in Engine Room:-To receive one coat
Briggs’ “Tenax” Bituminous Solution, and one coat of
“Tenax” Bituminous Cement (applied hot) to a thick-
ness of 1/4 inch.
Steel Decks:–Exposed steel decks to receive three
coats of Briggs’ “Tenax” Bituminous Solution, each
coat being allowed to dry thoroughly before the suc-
ceeding coat is applied.
Peak Tanks:–Entire internal surfaces of fore and
after peak tanks to receive one coat of Briggs’ “Tenax”
Bituminous Solution and one coat of Briggs’ “Ferroid”
Bituminous Enamel.
Refrigerating Spaces:—All steel surfaces inside re-
frigerating spaces or cold chambers to receive one coat
Briggs’ “Tenax” Bituminous Solution and one coat
Briggs’ “Ferroid” Bituminous Enamel.
Deck Under Winches: Winch seats to receive one
coat of Briggs’ “Tenax” Bituminous Solution and one
coat of “Tenax” Bituminous Cement (applied hot) to
the thickness of 1/2 inch.
All surfaces must be carefully and thoroughly
scraped and cleaned free of all loose scale, rust, paint,
grease, or dirt, and must be perfectly dry before the ap-
plication of Briggs' Bituminous Coatings.
Briggs' Bituminous Coatings must only be applied
by men skilled in the application of such materials or
under the direct and constant superintendence of a
skilled man.
Briggs “Tenax * Marine
Glue is a composition of selected
bitumens only. It contains no
coal tar derivations, Stockholm
or Archangel pitch. Despite its
high quality it is low in cost.
“Tenax” Marine Glue is a very desirable material
for calking the seams of decks, for waterproofing boats
and for use by electricians as an insulating material.
It will neither melt in deck seams with tropical heat
nor crack and become loose with wintry cold. It will
not run nor stick to the feet, though exposed to high
temperatures and is thus especially suitable for pas-
senger vessels.
Marine Glue
BRIGGS BITUMINOUS COMPOSITION CO., INC.
17 BATTERY PLACE, NEW YORK
804
- Marine Paints for All Purposes
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Why Federal
The manufacture of marine
paints requires an experience
Paints Are = widely different from that ac-
Preferred # quired in the manufacture of
ordinary house paints.
------------------------------------------------------------------->
- The process of decay and de-
struction to which they are constantly subjected must
be provided in a different manner than ordinary paints.
Special adaptability to meet certain conditions is an
absolute requisite of paint for marine service and
lengthy experimental experience is a necessity to de-
velop a product of real value.
The Federal Composition & Paint Company has
specialized on marine paints alone for many years. It
commands every facility for the most searching investi.
gation and experimental test, which fact has enabled it
to make its products particularly suited to give satis-
factory marine service.
Each particular requirement of the many marine
uses for paint has been exhaustively studied and special
- ºf paints produced—which are stand-
ard the world over.
Anti-Corrosive Composition
in brown or green, for the first
or priming coat for ships' bot-
toms. Has all the properties
necessary to prevent deteriora-
tion of the steel plating.
Anti-Fouling Composition in red, brown, green or
any color desired for the second coat on ships' bottoms.
As its name implies it is a strong repellant of marine
growths.
Boot-topping, either a composition or oil paint for
coating from light to deep load line. Gives much bet-
ter service than paints not specially made for the pur-
pose.
Copper Paint for the bottom of wooden ships. Proof
against worms, will not wash or rub off and anti-foul-
ing.
Racing Compound, a special high-grade product for
the underwater surface of racing yachts. Cuts down
friction to an absolute minimum, is lasting and alto-
gether most satisfactory.
Topside Paint, white, gray, black and other colors,
for the above water portions of ships' hulls and for
superstructures. Weatherproof to an unusual degree,
hence lasting and economical.
Hold Paints, in a complete range of colors for the
painting of cargo spaces, bulkheads and like interior
surfaces.
Deck Paints, in the usual colors, for service where
exceptional wear resistance is an essential.
Mast Paints, specially compounded and superior for
this particular duty.
Funnel Paints, in colors as desired, for long life on
smokestacks, ventilators, etc.
Bunker Paints, made with abrasion resisting qualities
that are not usually embodied in marine service paints.
Engine Paints, heat resisting, glossy enamels that
are both of pleasing color and very serviceable.
Deck House Paints, in white, buff, and other colors.
Oil paints for protection of above deck structures from
the corrosive action of wind and water.
Tank Paints of special qualifications for long and un-
impaired protection of the exterior or interior surfaces
of tanks.
Federal Paints
for Marine
Service
------------------------------------------------------------------------
-
Federal Paints have a world
wide reputation for extreme
durability. This lasting quality
makes Federal products of su-
perior economy for, instead of
painting and repainting with
low cost paint and high cost labor, you paint once and
paint well. It saves money by eliminating much of
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In General
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ºf the labor item.
The Company is prepared to make specific recom-
mendations covering any particular painting problem
or will contract to paint or to clean and renew the
painting on any part of a vessel of any class.
BRANCH OFFICES
New Orleans Key West Havana New London Honolulu
Gulfport Pensacola Baltimore Boston Manila
Mobile Jacksonville Philadelphia Bath Newport News
San Francisco, Cal.—J. & R. Wilson, Inc.
San Pedro and Long Beach, Cal.-J.
& R. Wilson, Inc.
Portland, Ore.—Portland Marine Supply Co.
Seattle and Alaska—W. H. Pierson & Co.
THE FEDERAL COMPOSITION & PAINT CO.
17 BATTERY PLACE, NEW YORK



























805
Marine Paints
Colonial Marine Specialties
are made in a wide range of
colors and for all purposes. For
every marine use there is a Co-
lonial Paint which is the result
- of years of laboratory and field
experimentation, and which may be depended upon
to meet successfully the severest service requirements.
Colonial Marine Paints are tough and durable, capa-
able of standing up in any climate and able to stand
the hardest of knocks. They will not be affected by
salt air or water and will last twice as long as the
ordinary paint. Large factories at New York, and
warehouses at Boston, Philadelphia and Chicago per-
mit rapid deliveries to all points and assure the best
service in filling requirements.
Colonial
Marine Paints
Colonial Deck Paint is care-
fully prepared from specially
selected pigments and vehicles,
producing a paint which will
# give maximum service under
- - the severe conditions that such
a covering must necessarily meet. This paint pro-
duces a tough, elastic, rapidly drying coating, im-
pervious to the elements, and not affected by heat, cold,
rain, or salt water, and it is therefore particularly
adapted for use on wood, canvas, or steel surfaces,
which are subjected to severe exposure and constant
Wear.
Surfaces should be perfectly dry and clean before the
paint is applied, and the first coat should be well
brushed in.
This paint is made in the colors listed in the table.
Deck Paint
hot stacks. It bakes to an en-
amel-like surface which resists
corrosion and is impervious to
moisture and gases. This paint is furnished in the
colors listed in the table. & g
| # Colonial Funnel Paint is spe-
ł Smokestack cially prepared to withstand the
i Paint # high temperatures met with on
Colonial Copper Paint is the
solution of the fouling problem,
and has proved its superiority
over many other brands by com-
parative tests. This product is
the result of a careful analysis
of the requirements for a paint of this type and the
conditions under which it is used. In one case, on a
log painted with four different brands, and left under
water several months, the section painted with Colonial
Copper Paint showed the least collection of grasses and
barnacles.
This paint is composed of finely divided metallic
copper mixed with a medium, usually oil and wax,
and has great covering capacity. It works smoothly
under the brush, giving an even finish, and is unsur-
passed for durability and anti-fouling properties. It
is made in the colors listed in the table.
Copper
Paint for
Woods Hulls
mºs-sº
Colonial Anti-Corrosive and
H Anti-Corrosive # Anti-Fouling Paints are special
# and Anti-Fouling H mixtures for use on steel ship .
i Paints H bottoms, carrying a powerful in-
secticide which prevents the ad-
. hesion of barnacles, sea grass and
other vegetable substances which may become attached
to the hull.
Standard Ship White is pre-
pared to meet the demand for
a highly decorative white for
yachts, steamers and other craft.
It is used by a number of the
Ship White
leading yacht associations at
New York, Newport, and other points and satisfac-
torily meets all requirements of durability and appear-
2IICC.
It is very elastic and easy to apply, and made for
outside as well as inside use in either gloss or flat
finish, withstanding the action of salt air and water,
and capable of being cleaned and scrubbed.
Colonial Hull Paint is made
for both inside and outside use
in the colors listed in the table.
It is specially mixed for the pur-
pose intended and forms a
tough, durable, elastic covering,
capable of withstanding the hardest usuage and im-
pervious to the elements.
Hull Paint
Colonial Paste Paints are
E #
i Other # made in all colors and for all
# Colonial Marine H purposes. Colonial Engine
i Paints H Paints and Enamels are fur-
nished in vermillion, carmine
and dark green. Colonial Mast
Paints are specially prepared to withstand the severe
weather to which they will be subjected. Other Co-
lonial Paints for marine uses include lighterage and
tugboat paints for cabin and hull work, varnishes,
leads, zinc, red lead, etc., for all purposes.
COLONIAL MARINE PAINTS
Weight Approximate Covering
pºr ſlalion Surface Square Feet
Marine Paint in Pounds per Gallon
Deck Paint—
Brown . . . . . . . . . . . . . . . . . . . . . . . . 10% 250–300
Dust . . . . . . . . . . . . . . . . . . . . . . . . . il d 6 tº 6
Gray . . . . . . . . . . . . . . . . . . . . . . . . . . 11 tº 6 & ºt
Lead . . . . . . . . . . . . . . . . . . . . . . . . . . 11 d 0 tº g
Spruce . . . . . . . . . . . . . . . . . . . . . . . . 10% g ºf &
Yellow . . . . . . . . . . . . . . . . . . . . . . . . . 10% & 4 &
Drab . . . . . . . . . . . . . . . . . . . . . . . . . . 11 tº & iſ d
Green . . . . . . . . . . . . . . . . . . . . . . . . . 10% .. tº 6 tº J
Smokestack Paint— -
Black . . . . . . . . . . . . . . . . . . . . . . . . . 9 250–300
But . . . . . . . . . . . . . . . . . . . . . . . . . . 15 dº tº g ºf
Aluminum . . . . . . . . . . . . . . . . . . . . . gº tº $ g tº di
White . . . . . . . . . . . . . . . . . . . . . . . . . 14 6 & & Cº.
Copper Paint—
Copper Green . . . . . . . . . . . . . . . . . . . 1 250–300
e is tº e º a dº sº s º e º g º e º 'º e º 'º º 11% g J &
Brown . . . . . . . . . . . . . . . . .* * * 12 # , & 5
Anti-Fouling—
Anti-Rust Brown . . . . . . . . . . . . . . . . . 12 250–300
Anti-Fouling Red . . . . . . . . . . . . . . . . 12 & © & tº
Anti-Corrosive . . . . . . . . . . . . . . . . . . . . . . . 12% 400
Ship White—
Standard Yacht White . . . . . . . . . . . . 14 250–300
Hull Paint—
White . . . . . . . . . . . . . . . . . . . . . . . . . 14 250–300
Buff . . . . . . . . . . . . . . . . . . . . . . . . . . 15 & g & ºr
Gray . . . . . . . . . . . . . . . . . . . . . . . . . . 15% tº 6 g &
Green . . . . . . . . . . . . . . . . . . . . . . . . . 12 g ºf of g
Black . . . . . . . . . . . . . . . . . . . . . . . . . 8% g a g g
Mast Paint-
ellow . . . . . . . . . . . . . . . . . . . . . . . . 10% 250–300
rown . . . . . . . . . . . . . . . . . . . . . . . . . 15 a g & g
Gray . . . . . . . . . . . . . . . . . . . . . . . . . . 15 ºf ºr g tº
Lighterage and Tug Boat Paint—
Maroon . . . . . . . . . . . . . . . . . . . . . . . . 11% 250–300
Green . . . . . . . . . . . . . . . . . . . . . . . . . 12% & 6 & g
Gray . . . . . . . . . . . . . . . . . . . . . . . . . . 15 tº ſº & g
COLONIAL WORKS, INC.
WOOLWORTH BUILDING, N. Y.
:806
Ill.
Paint-Enamel–Caulking Pitch—Pipe Coating
The excellence of the follow-
ing marine products lies in the
use of native bitumens, Trini-
dad Lake Asphalt, Bermudez
Lake Asphalt and Gilsonite,
created by nature and exposed
Genasco
to the elements for centuries.
Genasco products have proved their worth by years
of service and are the standard by which all waterproof-
ing materials are judged.
This paint is especially adapt-
ed for the painting of the inside
of the hulls of metal vessels,
water tanks, brine tanks, mine
supports, etc. It is used by the
United States Navy and others
Trinidad
Marine Paint
for such purposes.
It contains pigment (solid matter in suspension)
and requires stirring before use. It is of two types.
The first, known as “No. 1” contains pure turpentine
as required by the United States Navy; the second,
known as “No. 2” contains asphaltum spirits. A mod-
ified form of No. 2, of lighter consistency, is known
as “No. 3.”
It is frequently applied to metal ships as a primer
and then covered with Trinidad Marine Enamel.
Covering capacity per gallon, approximately 150
Square feet.
A hard but tough asphaltic
i Trinidad # composition which is to be melt-
i Marine i ed and spread with mops or
# Enamel # brushes upon metal surfaces over
a priming coat (see Trinidad
Marine Paint).
It does not flake off when struck nor is it sticky in
warm weather.
This enamel is used to protect the inside of hulls,
bilges, etc., of steel ships, and is so employed by the
United States and other navies.
Weight per cubic foot, approx. 81 pounds.
Weight per barrel, approx. 390 pounds.
This has been prepared to dis-
place Pine Pitch or Coal Tar
Pitch as generally used in caulk-
ing vessels as it is a superior
article.
Ordinary caulking pitch is too
brittle and scrapes off readily. Our Asphalt Caulking
Pitch has met with great favor, owing to its lasting
character, ready melting and the fact that it is not too
brittle but stays where put. Caulking pitch is used for
filling the seams in the hulls and decks of steamships,
ferryboats, yachts, etc. Seams are first caulked with
oakum, then filled with melted pitch. Shipped in bar-
rels weighing approximately 300 pounds.
Genasco Asphalt
Caulking Pitch
(Marine Glue)
This is a fairly quick drying,
i
s Genasco H glossy finish asphalt paint which
# Acid Proof # will resist corrosion, gases, di-
Paint H. luted acids and alkalies.
Suitable for use on metal,
wood or concrete.
Approximate covering capacity of I gallon:
Over wood . . . . . . . . . . . . . . . . . . I50 sq. ft.
Over metal . . . . . . . . . . . . . . . . . . 2OO sq. ft.
This material has been de-
signed as a coating for hot
metal surfaces such as boilers,
stacks, steam pipes, stove pipes,
Stoves, etc.
Dries in about one hour with
a glossy finish and covers 150 square feet per gallon.
Genasco
Boiler Paint
E
For coating steel water pipes.
i Genasco i The pipe Coating should be
# Asphalt Pipe H brought to a temperature of
H Coating H about 400° F. in the dipping
tank, whereupon the pipe is im-
mersed and allowed to remain
in the dip until the metal becomes of about the same
temperature as the dip. The pipe is then lifted from
the dipping tank, the excess coating drained back while
the pipe is kept suspended vertically until cold.
Shipped in barrels, gross weight being about 290
pounds. Covering capacity per IOO square feet of
pipe, about 16 pounds. Applying temperature 375 to
400° F.
Genasco Pipe Coating Flux is usually furnished with
pipe coating to re-soften the material if it becomes too
hard after standing under heat in the dipping tanks and
will be especially prepared if desired.
For the decks of refrigerating
H Vulcanite H rooms or wherever a waterproof
# Asphalt # condition is to be met.
# Mastic # This material is adapted to
any surface that is subject to un-
usual traffic and furnishes a non-
slippery, sanitary, waterproof and extremely durable
flooring.
Three ingredients enter into mastic construction; :
mastic block, asphalt flux and mineral aggregate (of
sand and gravel). Mastic is supplied in cylindrical
blocks averaging in weight about 60 pounds each, con-
sisting of calcareous dust and highly cementitious solid,
but plastic, bitumen. These blocks are prepared by
combining Trinidad Lake Asphalt with sufficient pul-
verized limestone to produce a mixture which will re-
tain its form when cast into blocks.
Where acid conditions are to be met Vulcanite Acid
proof mastic is furnished.
For shipyards on all types of
- Genasco I buildings no better ready roof-
# Ready # ing can be obtained. -
# Roofing H. Furnished in three grades,
light, medium and heavy, also
smooth, slate or stone surface.
The “Genasco” line of ready roofings, in whatever
type, have for their base, a better grade of felt than that
usually employed in the manufacture of ready roofings,
and secure their waterproofing qualities from the use
of Trinidad Lake Asphalt. The experience of this
Company, extending over a period of more than a third
of a century, has proven the undoubted superiority of
these asphalts. -
Constructed with alternating
layers of asphalt saturated felt
and moppings of Trinidad Lake
Roofing Asphalt.
Specifications furnished upon
request.
Trinidad Lake
Asphalt
Built-Up Roof
THE BARBER ASPHALT PAVING CO., PHILADELPHIA, PA.
NEW YORK CHICAGO ATLANTA KANSAS CITY PITTSBURGH ST. LOUIS
807
Litosilo Decking
----------------------- uuuuuuuuuuuuuuuuuuuuuuuuuu-
Litosilo, when laid, is a con-
tinuous plastic mass, making a
solid, resilient deck. Its first
cost is its final cost. Litosilo is
elastic—gives with the expan-
sion and contraction of the steel
foundation without cracking or losing its strength.
It is a magnesite composition; its ingredients are care-
fully selected and tested to withstand wear and tear.
Litosilo is not an experiment. It has been used for
over ten years, and has been subjected to the most
severe conditions of service, climatic and otherwise,
and the fact that it has met these severe tests with
uniform success has made it preeminent as a deck
sheathing as proved by the fact that there have been
more square feet of Litosilo laid than of all other com-
position decking combined.
Litosilo is used in dining-rooms, smoking-rooms,
lounges, statesrooms, suite bedrooms, storerooms, of-
ficers' quarters, crew's quarters, messrooms, bathrooms
—in fact, on any protected deck.
Litosilo
Decking
Litosilo is laid to last. Years
of service under varying de-
grees of wear and tear, and in
all climates, warrant the highest
claims for its remarkable dura-
bility. Traffiic, even heavy
trucking, will not destroy its surface.
Litosilo is more durable than wood because it will
not crack or splinter, and it is fire-proof, watertight
and vermin-proof. On a large passenger ship, fire
heated the steel deck and warped it out of shape. The
Litosilo decking did not crack, burn or come loose, but
followed every bend of the red-hot steel.
Litosilo is more durable than concrete because it will
not crack, crumble or disintegrate.
An additional advantage over both wood and con-
crete deck sheathing, which makes for durability, is
the fact that the manner of application of Litosilo
prevents the steel deck plates from corroding. As
an additional preventive the steel plates are first coated
with Madesco Bituminous Solution.
Durability
-------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--
We will furnish and apply
Litosilo of a specific thickness
and color in accordance with
your blueprints and specifica-
tions for a definite sum per
- square foot, subject to reason-
able terms and conditions.
The coloring of Litosilo is usually red, as this is
the most permanent color. However, it can be fur-
nished in any color specified.
In some cases Litosilo is covered with an interlock-
ing tiling as in large spaces on passenger ships, but if
surfaced with Litosilo Hard Finish, as in staterooms,
etc., this is unnecessary.
Our large stock of material is always ready for im-
mediate shipment, and our skilled mechanics are always
available to apply Litosilo with speed and thoroughness.
Litosilo has been shipped from Philadelphia and
applied in Montreal four days after receipt of order,
in Baltimore in one day, and in Boston in two days.
Service
One mechanic with helpers
can apply from 500 to 1000 feet
of Litosilo per working day-
four times as fast as wood can
be put down. This is due tº
the fact that it requires no
lengthy preliminaries nor tedious after touches.
Litosilo is laid in a continuous plastic mass on steel
and wood decks with a trowel. Ten hours later tº
summer, and about forty-eight hours later in mid-
winter, joiners may screw the sills directly to thº
Litosilo decking. Litosilo is never laid less than 1%
inches thick on steel, nor less than I inch thick on wood.
Experience proves that these are, respectively, the
minimum practicable thicknesses.
Whether an entirely new deck is needed or only.”
portion, Litosilo will save time. Repairs or addi"
tions can be made rapidly. Sections of Litosilo can. be
cut out and new material put in without disturbing
the other parts of the deck. The new part will form
a perfect bond with the old.
Time Saving
Screwing Wood Sills to Litosilo Deck the same as to
Wood Deck
The uniformly high quality
of Litosilo Decking is a resu"
of the standardization of matº
rials determined after many
years of study and experimen"
All basic materials are anº
lyzed at the factory before being unloaded from the
cars, insuring that they shall be up to the standards
fixed.
Reliability
of Material
-----------------------------------------------------------------------
The lightness of Litosilo
another advantage over woº
and concrete deck sheathing:
One square foot of Litosilo 1%
usuall- inches thick weighs only 7%
to 8 pounds and has a tensiº
strength of 600 pounds per square inch, whereas *
Weight and
Characteristics
MARINE DECKING
AND SUPPLY CO.
1011 CHESTNUT ST. PHILADELPHIA, PA.

808
Litosilo
Decking
square foot of concrete of the same thickness weighs
20 pounds, and a square foot of wood deck sheathing
3" thick weighs 14 pounds.
American Bureau of Shipping
CHARACTERISTICS OF WOOD AND
LITOSILO
WOOD LITOSILO
| Insanitary Sanitary
Inflammable Fireproof -
| Requires constant re- Requires no repair
pair Repels vermin
Holds vermin Preserves steel deck
| Corrodes steel deck plates
| plates
ſº Litosilo is being used by the
H Emergency Fleet Corporation
H Installation and has been approved by the
and nearly 300 more
and Lloyd's.
ships now have Litosilo decking
ships being built in 14 yards
More than 200
will be equipped with Litosilo.
The following is a list of some of the ships that
have Litosilo decking:
==
S. S. Siboney
Allentown Panama
Abraham Lincoln Colon
Light Burno Maine
Texarkana Fort Wayne
Sunbeam Galahad
Chester Sun
Great Northern
Northern Pacific
H. M. Flagler
Sunoil
Wm. Rockefeller
Siboney
Orizaba
Santa Ana
Santa Lucia
America
Yaqua
Holden Evans
Brandywine
Shenandoah
Harold Walker
Santa Teresa
Bramell Point
Chas. H. Cramp
Santa Luisa
Santa Elisa
Santa Leonora
Duquesne
Homestead
Federal
Tollard
Worcester
Waubesa
El Almirante
El Capitan
Gulf Queen
Pannant
Joseph Cudahy
Olivette
Cabegon
Wonewoc
-
In applying Litosilo on steel
decks the first operation is the
arc welding of clips into the
steel plates to insure a perfect
bond between the Litosilo and
the deck. The welding of the
clips is done rapidly by our own patented process de-
veloped for this purpose. The steel plates of the deck
are then painted with Madesco Bituminous Solution
and the Litosilo is applied to the desired thickness and
finished with a trowel. (See sketch). Where the
area of the deck to be covered with Litosilo is ex-
ceptionally large, expansion joints are made every 20
feet and filled with asphalt.
Method of
Applying Litosilo
on Steel Deck
Litosilos,
Madesco
Bifuminous
Solution
Steel Cli
º Ips
Method of Applying Litosol on Steel Deck
The first operation in apply-
Method of ing Litosilo on wood decks is
Applying On painting the deck, if so speci-
Wood Deck fied. Wire mesh is then fas-
tened to the deck by means of
- 4 penny nails bent over the wire.
The Litosilo is then applied and finished off with a
trowel as described for steel decks.
Wire Mesh
FastenedWith
4Penny Nails ſº
Madesco
Bituminou
Solution
ſºzzzzzzzº-
Ž&#&#&/
Method of Applying Litosilo on Wood Deck
------------ -------------------------------------------------------------
We give the following guar-
antee because guarantees are
customary, not for fear that you
will find fault with Litosilo.
No material could meet the
exacting demands of marine
service for fifteen years, as Litosilo has done, unless
it was practically perfect.
We guarantee that Litosilo contains all of the quali-
ties claimed for it in this catalog. We guarantee it to
be fire-proof, watertight, and vermin-proof. It will
neither crumble nor crack.
Nails and screws may be driven into it with perfect
safety, and they will hold.
As the application of Litosilo is as important as its
preparation, this guarantee is good only when it is
applied by our own skillful mechanics.
Guarantee
MARINE DECKING
1011 CHESTNUT ST.,
AND SUPPLY CO.
PHILADELPHIA, PA.











809
Asbestolith Decking
-----------------------------------------------------------------------
light, warm and durable ma-
terial, absolutely fireproof; im-
pervious to heat, cold and damp-
ness; elastic, clean and noise-
less—hence thoroughly sanitary.
It will not chip, pit, tear loose from its base, nor dis-
integrate under wear. As a material for ship's decks
its superiority has been proved in the test of con-
tinuous use
a n d demon-
strated by suc-
cessful appli-
cations a n d
tested durabil-
ity on the
de c k s of
United States
w a r s h ips.
Among its first
a p plications
for deck cover-
ing was on the
United States
steamers “Cin-
cinnati” and
“Do I phin,”
wherein the
excellence of
this material
was conclu-
sively proved. “Asbestolith.” has since been applied to
the decks of more than eight hundred vessels and
the company is daily making new contracts for work
on vessels of the Navy and the mechant marine.
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Description of
“Asbestolith.”
-----------------------------------------------------------------
-
- -
… º --
“Asbestolith” is particularly
adapted for use on board ships
as a flooring for protected decks
such as in officers' and crew's
quarters, staterooms, dining
rooms, storerooms, etc.
Adaptability
------------------------------------------------------------------------
Ward Line S.S. Mexico
“Asbestolith” is made in vari-
ous colors, such as red, buff,
slate and black, and may be laid
either with a solid color or with
borders of another color, pro-
ducing a pleasing effect.
The comparative light weight of “Asbestolith.” (less
than half the weight of marble, tiling, etc.) makes it
Colors and
Weight
=
“Asbestolith" is a remarkably
ºf º
º
º º
º
This Asbestolith Floor Was 11 Years on Deck With No Corrosion
desirable for use on vessels, where weight is a factor
of importance. One-half inch “Asbestolith.” flooring
weighs approximately two pounds per square foot
and one-inch flooring approximately four pounds.
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* ---------------------------------------------------------------------
“Asbestolith.” neither rusts
nor corrodes any material upon
which it is laid, whether steel,
iron or wood. It has been usual
with other flooring compositions
Durability
to treat the
floor with
some preven-
tive solution
to g u a r d
against rust or
corrosion. But
this has never
been necessary
with “Asbes-
tolith,” which
in itself is of
p reservative
nature. This
has been thor-
oughly demon-
strated and in-
du b it a b ly
proved by
in unnerous eX"
haustive tests,
and especially
by samples of “Asbestolith” flooring taken from
vessels upon which it had been laid fully eleven
years before. The decks underneath the “Asbestolith".
Ward Line S.S. Esperanza
flooring were found to be free from corrosion or rust.
conclusive proof of the preservative qualities of
"Asbestolith.” The samples showed no disintegration
and the life of the material was still intact.
The experiments of the As-
bestolith Manufacturing Com-
pany prove that for a deck cov"
ering a minimum of from 48 to
50 per cent of magnesium oxide
in the floor is absolutely neces"
sary, and the density of the liquid must be 22 degrees
Baumé. “Asbestolith" is not the cheapest material:
because it uses a full quantity of magnesium oxide an
the proper percentage of 22 degrees Baumé magnesium
Reliability of
Ingredients
ASBESTOLITH MANUFACTURING CO.
R. C. BURNSIDE, PRESIDENT, 1 MADISON AWE. NEW YORK, N. Y.



















810
Asbestolith Decking
chloride, while the other elements of the composition
are carefully prepared and proportioned, with the re-
sult that “Asbestolith" has been applied to the decks
of more than eight hundred ships with one hundred
per cent of satisfaction to the owners.
The method of laying and
Laying and finishing “Asbestolith,” either
- - - - on the floors of buildings or the
Finishing decks of ships, hermetically
seals the entire surface, making
it impossible for germs or dirt
of any kind to obtain an entrance, and the smooth sur-
face will not accumulate dust. It can be washed with
hot or cold water or disinfectants without the slightest
injury, is the easiest floor to keep clean and is the most
sanitary flooring extant, as is proved by its wide adop-
tion by hospitals everywhere. It is easily laid, while
in a plastic condition, on any surface, hardening quickly
and is ready for use in a few hours, and when finished
it presents a fine-grained smooth surface, while it has
a resiliency which makes it easy to walk on, noiselessly
and comfortably, and it never becomes slippery. Its
safety and its resistance to wear are important factors
on board ship, and while its first cost is somewhat
higher than that of the much inferior compositions of
fered as substitutes for it, “Asbestolith,” because of its
many advantages and wonderful durability, is by far
the most economical material in the end.
Hawaiian-American Line S.S. Honolulan
To facilitate shipment and to
insure the proper proportion of
the various ingredients of “As-
bestolith” the materials are
mixed and shipped dry. The
liquid which is prepared by a
steam process to eliminate corroding properties is added
to the dry materials on the job.
The processes of making the ingredients of “Asbes-
tolith.” which effectively eliminate all foreign mate-
rials that might cause disintegration, coupled with the
great care used in weighing, proportioning and mixing
the ingredients, insure the consistent reliability of
Asbestolith.”
Method of
Shipment
The absolute fireproof quali-
ties of “Asbestolith" were dem-
onstrated by a fire test made at
the Testing Laboratory of Co-
lumbia University, New York,
N. Y., by Professor Ira N.
Woolson, M. E. The report of this test, shown be-
low, shows that "Asbestolith" withstood a temperature
Fire Test
-----------------------------------------------------------------------
mln of Sample ence Fur. 9 F
- - - - - - - - - - - - - 75 . . . . . . . . . . . . . . . . . . . . . . . . . . 797
1 . . . . . . . . . . . . . 75 . . . . . . . . . . . . . 0 . . . . . . . . . . . . . 806
3 . . . . . . . . . . . . . 82 . . . . . . . . . . . . . 7 . . . . . . . . . . . . . 929
5 . . . . . . . . . . . . . 96 . . . . . . . . . . . . . 21 . . . . . . . . . . . . . 1046
6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1116
10 . . . . . . . . . . . . . 140 . . . . . . . . . . . . . 65 . . . . . . . . . . . . . 1354
11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1386
15 . . . . . . . . . . . . 166 . . . . . . . . . . . . . 91 . . . . . . . . . . . . . 1591*
16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1646
20 . . . . . . . . . . . . . 180 . . . . . . . . . . . . . 105 . . . . . . . . . . . . . 1749
22 . . . . . . . . . . . . . . . . . . . . . . . . . . - - - - - - - - - - - - - - 1769
25 . . . . . . . . . . . . . 182 . . . . . . . . . . . . . 107 . . . . . . . . . . . . . 1749
30 . . . . . . . . . . . . . 202 . . . . . . . . . . . . . 127 . . . . . . . . . . . . . 1759
*Note: Began to warp between supports, no cracks.
Hawaiian-American Line S.S. Iowan
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This page might be filled
with a list of vessels upon which
- “Asbestolith.” has been laid.
s Installations Among them are fourteen of the
New York and Cuba Mail
Steamship Company, nineteen
of the American Hawaiian Steamship Company,
seventeen of the Standard Oil Company, nine of the
Luckenbach Steamship Company, eight of the Clyde
Steamship Company, six of the United Fruit Com-
pany, twelve of the Shawmut Steamship Company,
and many others for the Barber Steamship Company,
Southern Pacific Company, Italian Steamship Com-
pany, Hudson River Day Line, Hartford and New
York Line, French, Russian, Booth, Munson, Red “D”
and other lines, Emery Steamship Company, New York
and Porto Rico Steamship Company, Eastern Steam-
ship Company, Providence Coal Company, and scores
of other steamships, yachts, tugs, etc. Among recent
orders are many ships of the Emergency Fleet Corpora-
tion, as well as work for the Navy. -
Among the shipbuilders for whom the company has
applied “Asbestolith.” to decks are the American Ship-
building Company, Robbins, Staten Island, Fore River,
Cramps, Empire, Harlan & Hollingsworth, Robert
Jacob (City Island), Newport News, Union Dry Dock,
Maryland Steel, Tietjen & Lang, Bethlehem Shipbuild-
ing Company, New York Shipbuilding, Chester Ship-
building, W. & A. Fletcher Company and J. W. Sulli-
van & Co. yards.
Present
ASBESTOLITH MANUFACTURING CO.
R. C. BURNSIDE. PRESIDENT, 1 MADISON AWE., NEW YORK, N. Y. .*


811
Jacobs Ladder Steps and Deck Gratings
The Eichmann Company is
prepared to furnish Steps of any
type and size for Jacobs Lad-
ders. The styles shown in the
illustrations below, owing to
their design and sturdy con-
struction, have proved to be very serviceable and meet
the demand for steps of comparatively small cost.
The assembly drawing below shows a typical ar-
rangement of one type of Eichmann step.
Jacobs
Ladder Steps
i
Types of Eichmann Jacobs Ladder Steps
ſ ſh; ºrc.Maniſa A'ope
–mmº-
Eichmann Deck Gratings
; (reversible) consist of a series of
i parallel well - seasoned close-
grained maple slats made up into
sections. Each section is as-
sembled with strong iron screw
rods which cut their own threads through the slats.
This method of construction keeps the mat from warp-
ing and the slats from shifting, and also prevents
decay.
The sections are made 24", 30" and 36" square.
The 24" and 30" sizes have three iron screw rods,
and the 36" size has four rods. The slats are made
in two sizes, 5/8" x 7/8" and 1 1/8" x 7/8".
The sections are kept in stock, ready for immediate
delivery. All orders should be accompanied by a dia-
gram showing the exact space to be covered.
Eichmann Deck Gratings are especially adapted for
use aboard ship in storerooms, showers, passageways,
etc., and on bridges, hatches, etc.
Deck Gratings
Section of Eichmann Deck Grating
The Eichmann Company is also prepared to do all
types of wood repair work on ships.
#" Jecz"for X-X i. º,
s Tº
N —r
—Y -
|
|
s
JS
s
~&
§
s s &
* * !
§ ă
§ w)
$ &
|
Š §
§ So I
SS &
§ |
§ ;
w)
|
|
|
——t-
Lower Jºechjon.
Typical Jacobs Ladder Assembly with Eichman Steps
IRI I.I., OF MATI. IRIAI.
A—2 Sister Hooks C— 4 Eyeplates
B–2 Lengthening Links D–17 Eichmann Steps
E–3” Circ. Manila Rope
—-"
THE EICHMANN COMPANY
7 McKIBBEN ST., BROOKLYN. N. Y.






812
Spars—Booms—Lumber
-----
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The International Spar Com- ". The International Spar Com-
Spars pany manufactures Spars of pany manufactures, in addition
Cargo Booms any diameter, and up to 140 - Ship Lumber to spars and booms, Ship Tim-
Derrick Masts feet or more in length; also bers. Decking and all other
mi Cargo Booms, Derrick Masks, immi types of lumber necessary for
etc. These products can be the construction of ships, fur-
furnished either from Douglas Fir or Spruce. nished in Spruce or Fir.
--------------------------------------------------------------------------
The International Spar Com-
pany possesses facilities which
Facilities enable this concern to handle any
--
"ununununiumumumumuminimummie
Spars and Booms can be fur-
nished either octagon or fin-
Finished Spars i ished. However, purchasers orders, no matter how large, as
i will effect a saving of 30% by Tututnutulinuuuuuuuuuuuuuuuuuuuuuuuuuuuu. it maintains the largest Spar op-
"m ordering them finished accord- eration On the Pacific Coast.
- ing to detailed blueprints. The The Main Office is located in Seattle, Washington.
finished spars are carefully sanded and oiled, and A Local Yard is maintained in New York City. W.
9aded in a manner that prevents them from being H. Hahn, Grand Central Terminal, New York, N.
damaged in transit. Y., is the Eastern Sales Manager.
INTERNATIONAL SPAR COMPANY
SEATTLE




813
Watertight Doors
i : Dee Standard Watertight
# Standard # Doors are manufactured and
# Approved # shipped as a unit complete with
H Units # the necessary fittings including
É # Hinges, Dogs, Clips, etc.,
ready to rivet to bulkhead
plates.
These doors have been approved by the American
Bureau of Shipping and have also been approved and
used by some of the leading Marine Engineers and
Shipbuilders.
The weight of a complete door and frame with a
clear opening of 2 feet by 5 feet is approximately 500
pounds.
The Dee Hinged Watertight
Door is of particularly strong,
rigid construction, detailed in
accordance with the best stand-
ard practice. It is closed by
means of lever slips or dogs
which, by engaging with the wedge pieces, pull the
door tightly home against the bulkhead. The dogs
may be mounted either on the door itself or on the
bulkhead, as shown in the accompanying drawings.
Features of
Construction
A watertight joint is secured by a flat bar rubber
gasket strip I 7/8" wide and 1/4" thick fitted all
around the door, and pressed by the action of the dogs
against the projecting flange of the frame riveted
around the doorway. When the dog is square to the
edge of the door this rubber gasket is compressed
1/16", forming a securely watertight connection be-
%
lo ºf
;i
ls aro,
— = Stracture
—I-
|
:
i$;
º
Type of Door with Dog mounted on Bulkhead
Frame.
-] 2; A No or
AE’)ate
Type of Door with Dog Mounted on Door
(End view similar to type shown below.)
tween the door and the bulkhead.
The rubber strip is continuous all
around the door and is fixed on both
edges by double strips of iron secured
by brass screws. By this means it is
effectively prevented from sticking to
the part of the frame against which
it is pressed and tearing when the
door is opened.
The door itself is amply stiffened,
and the six dogs which serve to hold
it tightly against the bulkhead are
sturdy and sufficient in size and num-
ber to withstand, any pressure which
may be brought against them in serv-
ice. The dogs are also made particu-
larly massive in order to stand up
under the rough usage to which thev
will very likely be subjected.
The hinges have oval pin holes
so that the dogs may move the door
laterally against the bulkhead and
compress the rubber. They are se-
curely riveted to door and bulkhead.
The grab rods are conveniently locat-
ed and of large stock firmly secured
to the door. A standard fixed light
may be placed in the door as shown on
the drawing below, and may be lo-
cated where desired.
WM. v. DEE COMPANY, BRIDGEPORT, CONN.


814
Skylight Lifting Gear
Dee Standard Skylight Lift-
ing Gear is designed to meet
the severe conditions to which
it may be subjected. The shafts
and rods are of cold rolled steel,
and the hinge pads and levers
are of malleable iron. Bracket bearings and guides of
heavy cast iron are furnished with all bolts, nuts and
Skylight
Lifting Gear
`s ~~ * \
I
| !
|
-
`s,
|
|-- z-scº –––
-- “; - *** –- -– “t ––
*-*—-a -- *—- tº- *—º
I- I T
- -- - ſºld
| | |
I { |--
--tº- -** - ++--
-----—s-cº 4'-e- - - -
ri-
ſº
Details of Skylight Lifting Gear Fº-
-t-
washers necessary for its installation,
if desired. The weight per set, com-
prising three covers, is approximately
450 pounds for a 13 foot length of horizontal shaft.
TABLE OF DIMENSIONS STANDARD TOGGLE
PIN'S
*
VI +
A L
- ––
++.
ſº
©
|-
4… ro-G-D -r--- ~ir.
H + J == x
f Erwor- or -rock Pin.
S.
-— K
sº-oºrer LENGTH's, as
anonzº Piri Rivrred over.
#
ſt-
+EF-
cort” ostrion rooq Lt.
Dee Standard Drop Forged
Toggle Pins as detailed in the
preceding column can be sup-
plied promptly in all sizes as
listed. These pins are also
carried in stock in size 34" di-
ameter by 3" long (x dimension) with galvanized drop
forged steel toggle end.
Toggle Pins
Standard Galley Skylight Lifting Device
--
-----------------------------------------------------------------------
Galley Skylight
Lifting Device
The Dee Standard Galley
Skylight Device illustrated
above is provided with threaded
rods having a double pitch
acme thread with 4 threads to
the inch, turned from 1%" solid
cold rolled steel. The travelers or lifting blocks are
made from hard bronze castings accurately cut to fit
the rods, and all parts completely assembled make a
device operating quickly and easily, and especially
adapted to single skylight covers. This device can also
be supplied with a 12" hand wheel in place of the
crank handle. The weight complete is 50 pounds.
WM. V. DEE COMPANY. BRIDGEPORT. CONN.








815
Dahlstrom Metallic Doors
‘F.LEVATION-
sTATIONARY Gril-LE ove.P. IIT -
su-i co-no Pan-L- To Hav -
vº Brass Rops ano-Mºxº
ºr-ass rºtar---.
v-
f
-Do co--
4%t
rvo 1.4 --
**---
--SILL-DETAIL-
FOFSoundproof."
| "Door-i-FRAME.
l
DAHLSTROM METALLIC DOOR COMPANY
71 BLACKSTONE AWE. JAMESTOWN. N. Y.


816
Hatches, Bunks and Metal Work
We furnished all the Hol-
low - Metal doors, Watertight
Adaptability doors and Manholes for the in-
terior of the IOO “Eagle” boats
ordered by the Government
from the Ford Motor Co., also
rifle and pistol racks, tables, windscoops, rain-tight
vent covers and magazine flood-tight gear boxes.
Our Engineers developed and adapted our Hollow
Metal Construction to the need of the Naval Serv-
ice. Our Doors as well as our specialties are to be
found on the Nation's Battleship's, Cruisers, Destroy-
ers, etc. Dahlstrom is a name that is well known
to the Bethlehem Shipbuilding Corporation, the New
York Ship Building Corporation, the Newport News
Shipbuilding Corporation, Cramp & Sons Ship & En-
gine Building Company, and other well known ship
builders.
We made the original installation in Battleships
of Hollow-Metal doors and partition work, and have
continued to do the great majority of this class of work
since that time.
The products of the Dahl-
strom Metallic Door Company
Products now comprise a line which is
recognized as standard for this
type of equipment. Following
is an itemized list of these prod-
uCtS : Hatches Frame and cover proper
Watertight Man Hole Watertight
Non-Watertight Covers Oil tight
- Dutch to pantries S \ Partiti fall
Joiner Doors S double State Room artition WallS
Creen single Work Bunks -
Sliding Panels Rifle and Pistol Lockers
| Sound-Proof, radio room ſ Cocoa Matting End Strips
Metal Specialties: Mouldings, strips, tubes, special
shapes
We pioneered the Hollow
Metal Doors, trim and cold
drawn metal specialty field.
Since our organization in 1904,
we have constantly striven to
better our products, and to
meet the changing requirements of the trade. As a
result, Dahlstrom Hollow Metal Doors are accepted
as Standard in all modern steel fighting ships.
Manufacturing
Facilities
Our Engineering Department will submit designs
for special equipment.
The machinery and equipment of our plant is of the
most modern design, and much of it is especially de-
signed and made at our factory.
The executive offices and fac-
tories of the Dahlstrom Metal-
lic Door Company are located
in Jamestown, New York.
The address of the New York
office is 130 East 15th Street,
and the address of the Chicago office is 19 La Salle
Street. In addition to these, branch offices are main-
tained in all the principal cities.
DAHLSTROM METALLIC DOOR COMPANY
7I BLACKSTONE AWE. JAMESTOWN. N. Y.
Offices and
Factories


817
Steward Deadrise Metallic Lifeboat (Nesting Type)
Patented October 23rd, 1917
The dimensions of the Stew-
ard Dead rise Metallic Lifeboat
(Nesting Type) are as follows:
Length 26'-0", Beam 9'-O",
Depth 3'-3". The cubic ca-
pacity is 540 cubic feet. The
sides are non-collapsible.
U. S. Steamboat Inspection Service rating—Class I-A
(50 persons).
This boat has about 70% less rivets and seams than
the conventional round bilge boat. Thus the proba-
bility of leakage is reduced by 70%. The plates are
wrapped on and not hammered on as they are on round
Steward Deadrise
Metallic
Lifeboat
bilge boats. Twelve plates make up a boat of our
dead-rise type as against 48 plates in a round bilge
boat of the same size.
The cross-sections shown, compare our Deadrise typº
with the ordinary round bilge type of the same beam
and depth. The air tanks and thwarts are considerably
lower and the number of skin plates is less in the Dead:
rise Boat. The Dead rise Boat has a lower center 0
gravity and consequently greater stability than the
round bilge type. The Deadrise Type also offers
greater protection and comfort for the occupants, an
is easier to beach than the round bilge type.
*
|Wout U ev. Ge.
DIMENSIONS, CAPACITIES AND WEIGHTS OF LIFEBOATS,
Persons Weight of Weight of
Cubic at Boat and Boat Fully
Length Breadth Depth Capacity 10 cu. ft. min. Outfit Loaded
28 9' 4" 4' 1%." 68O 60 4, IOO lbs. 12,500 lbs.
28 8' 4" 3' 9" 560 5O 3,500 lbs. IO,500 lbs.
26 7' 9" 3' 4%." 43O 4O 2,900 lbs. 8,500 lbs.
26 9' 0" 3' 3" 54O 50 3, IOO lbs. Io, IOO lbs.
24 7' 9" 3' 4%." 390 37 2,600 lbs. 7,800 lbs.
22 6' 9" 2' II." 27O 25 2,000 lbs. 5,500 lbs.
2O 6' O" 2' 8%" 2 IO IQ 1,500 lbs. 4,200 lbs.
The 26' boat is designed to nest one on top of the other.
large carrying capacity.
This boat may also be used stowed singly with advantage as it has *
STEWARD DAVIT & EQUIPMENT CORPORATION
17 BATTERY PLACE, NEW YORK CITY





818
Life Saving Devices and Equipment
The fulcrum of the Steward
Steward Davit is located intermediate of
Mechanical the boom ends. A correct bal-
Davits ancing of the load is thus se-
cured. This relieves the screw
of tension and greater efficiency
-- "
-
PATH of HEAD ALMOST
Horizon TAL-
Fulcrum Full vertical load
cARRIED AT TH is PoinT
TRACK iNCLiNED SO AS TO
Keep PATH OF LOAD ALMOST
Horizontal-
convipenSATING LINK
MECHANICALLY EQUIVALENT
To vertical LOAD
Steward Mechanical Davit
is possible than in any davit which has its fulcrum at
the end of the booms. The inclined track, on which
the fulcrum moves, and the ball thrust bearings, in-
sure ease of operation.
Davit—Size 4-S. Outreach from davit frame 5' 6".
Working load per pair 8,585 lbs. Factory test load
per pair 17, 170 lbs., to which every pair is tested.
Height from base to top of boom 12' 3". This davit
is suitable for lifeboats up to and including 26' 0"
x 7' 9" x 3' 4", weighing loaded 8,585 lbs.
Davit—Size 2-S. Outreach from davit frame 6' 10".
Working load per pair 13,524 lbs. Factory test load
per pair 26,850 lbs., to which every davit is tested.
Height from base to top of boom 14' 8". This davit
is suitable for lifeboats above 26' up to and including
30' 0" x 9’ o” x 4' 0", weighing loaded 13,425 lbs.
The above davits will cover all usual conditions and
are kept on hand for immediate delivery. We also
have davits for nested boats, banked boats and boats
stowed inboard of others. Also davits with special
outreach, special height and special side overhang. We
require a sketch of section through the ship's gunwale
in order to specify davits for special conditions.
Our Factory at Hudson, New York, consists of new,
up-to-date buildings equipped with the latest and most
efficient machinery for the manufacture of our prod-
ucts, including machine shops, forge shops, hot galvaniz-
ing plant, etc., and a testing shop where every davit is
tested to double its working load.
OPERATING SCREw
BALL BEARNGS Fºr END
THRusT in Head
----------------------------------------------------------------------
No outboard chocks are used
in the Steward system of life-
boat stowage, as illustrated in
the diagram below. The keel is
carried on the hinge block. The
raising of the lever lowers the
hinge block about six inches, taking up
slack and leaving the boat suspended
on the falls ready for swinging out-
T board, and at the same time releases
the gripes.
This chock gear can be used with
advantage on all types of davits, and
is absolutely necessary where the old
type round bar revolving davit is used.
Otherwise the boat has to be lifted
from the chocks by the falls which
requires a considerable number of men
who are usually not available in an
emergency. With Steward davits and
Steward
Chock Gear
-
-
"--
chocks, a lifeboat can be handled and
swung outboard by two to four men,
depending upon the size of the boat.
With Steward Chocks and Davits
the time required to release gripes and
chocks and swing the boat to outboard
position is from fifteen to thirty sec-
onds; a trained crew can, of course,
get the boat out quicker than an un-
skilled crew.
Steward Chock Gear may be ap-
plied to old chocks with comparatively
few alterations. It is positive and
simple and adds efficiency to all types
of davits.
–42**- Stewart Chock Gear
STEWARD DAVIT & EQUIPMENT CORPORATION
17 BATTERY PLACE, NEW YORK CITY







819
Life Saving Devices and Equipment
ºpacºſ
DistribuT.
time Enº
Illustration Showing a Lifeboat
Being Launched Equipped With the
Steward Lifeboat Roller Carriage
Illustration Showing a Lifeboat Be-
ing Launched Without the Steward
Lifeboat Roller Carriage
Steward Boat Roller Carriage
": A Steward Lifeboat Roller
Steward Carriage enables the boat to roll
Lifeboat down the side of ship even if the
Roller ship is listed, and also eliminates
... the possibility of capsizing. This
device also protects the boat
from damage caused by being thrown against the side
of a rolling ship. When launched without this device,
the lifeboat is frequently subjected to damage from
scraping against the seams and rivets of the ship.
": The Steward Boat Releasing
Gear has been approved by the
Steward Boat United States Steamboat In-
Releasing Gear spection Service.
This Gear is strong, simple
and well designed. It is built
to resist abuse and neglect, and it will not rust. The
whole Gear has a positive control and can be unhooked
by hand, if necessary, while the falls can be hooked on
by one man.
Strength tests show 59,600 pounds ultimate for each
hook, making a total of 119,200 pounds or 59 tons for
both ends.
The use of the Steward Releasing Gear guarantees:
1. Simultaneous Release under full load.
2. Simultaneous Release partially waterborne.
3. Simultaneous Release under no load.
4. Unhooking by hand by one man.
-------------------------------------------------------------------------
5. No resistance to towing strain.
6. No cast metal taking the load.
7. No safety pins required.
8. Premature release impossible.
º
|
Gear Engaged Gear Released
Steward Boat Releasing Gear
STEWARD DAVIT & EQUIPMENT CORPORATION
17 BATTERY PLACE. NEW YORK CITY



820
Life Saving Devices and Equipment
F-
is STOPPED
SAFETY PAwl_s in BRAke drum
HOUSING Hol-d Load when winding
Renviovael-E. crank PLACED ON
Main shar T For REcovering
Licht FALLs ceared DirecT
Rol-LER BEAR in G BRAKE
Drum-al_L OTHER eearings
BABBitTED
Counter weich-T
| AuTOMATICALLY STOP's
LOWERING when LEver
is RELEASED -
REMOVABLE CRANK For
Recovering LifeBoat-
GEARED 8. To 1
capacity of Drum
250' of 134" circul-AF
wire RoPE
_2~
BOTH FALLs PAYing of F
SAME DRum Must Lower
ON Even KEEL
…
-
> Double wrap Band
Brake-RAYBESTOs Lined-
on Brass sheathed DRum
Steward Lifeboat Falls Controller
With the Steward Lifeboat
Steward Falls Controller, one man con-
Lifeboat Falls trols the lowering of a lifeboat
Controller with the greatest ease. The boat
can be lowered on an even keel
only. If the operator stops
lowering, the counter-weight automatically ap-
lashing will turn several somersaults and turn over.
Practically all the prominent shipping companies and
ship-builders, including the United States Shipping
Board Emergency Fleet Corporation and the United
States Shipping Board Emergency Fleet Corporation
Division of Operations, are using our Gun.
plies the brake and stops the boat until the lever tº
is again raised. The use of this device necessi-
tates but one-third of the men required for the
recovery of the boat by hand falls.
For the rapid recovery of light falls, the crank
handles are connected direct to the running shaft.
he construction throughout is rust and neglect
proof. The base is 3' 6" x 2" 9" and the height
is 3' 5".
As a labor and life-saving device, it is invalu-
able. Allows the use of wire rope avoiding the
cost of frequent renewals of Manila rope.
Steward Line Throw-
ing Guns and outfits are
manufactured in our
plant and are tested there
in the presence of, and
p as se d by, the United
States Steamboat Inspection Service Inspector.
The recoil in the Steward Gun acts through the
Sarriage at a point considerably lower than in ordi-
*ary guns. This eliminates the tendency to tip.
By actual demonstration our Gun, when fired with-
out lashing and backed against the deck house or hatch
Soaming, remains on the deck. On the other hand the
°onventional type of gun, when fired without
Steward Line
Throwing Guns
-.
"intinuuuuuuuuuuuuuuuuuuuuuuuuun,
Steward Line Throwing Gun
Base 12" x 26" Barrel 32" long Bore 2%."
="# The Main Office of the Stew-
ard Davit and Equipment Cor-
poration is located at 17 Battery
Place, New York, N. Y. The
Factory is at Hudson, New
York. The following Branch
Offices are maintained: Colman Building, Seattle,
Wash., and Sherwood Building, San Francisco, Cal.
Offices and
Factory
ºuntinuintinuintinuunununu-rinititutiuniuluiului
STEWARD DAVIT & EQUIPMENT CORPORATION
17 BATTERY PLACE. NEW YORK CITY











821
Lundin Lifeboats—Welin Davits—Balsa Insulation
i". The Lundin Decked Lifeboat
Lundin is superior to all other lifeboats
i Decked H because of its seaworthiness,
i Lifeboats strength, stability, buoyancy and
protection for passengers. This
statement has been proved re-
peatedly in most severe Government tests and in actual
disasters at sea. The Board of Supervising Inspectors
have given the highest possible classification to this type
of lifeboat.
“The Lundin Decked Lifeboat shall be accepted as
equivalent to Class 1-A lifeboats and shall be rated and
accepted as lifeboats under davits and may be placed
in nests of two under a single pair of davits.”—Ex-
tract from General Rules and Regulations of the
Board of Supervising Inspectors.
When two Lundin boats are nested they occupy ap-
proximately the same height as one ordinary boat.
Furthermore, there is a greater capacity in persons for
Welin Davits and Lundin Lifeboats on board --- -: ; Fe-
U. S. S. Susquehanna deck space utilized than with any other type of life
-------------------------------------------------------------------------
boat.
- = O h d t f DIMENSIONS AND CAPACITIES
= W li = ver ten thousan se S O Lundin Lifeboats: Decked Type.
= eIIIl Welin Quadrant Davits are Depth Capacity, Approximate
= = - - 11 f th Length Beam With 2–– Approximate Weight of
= Quadrant # now in use in all parts of the Over- Over- Sides In In Weight of Boat Fully
= - = wº - all. all. Folded. Cu. Ft. Persons. Boat Only. Loaded.
É Davits É world. Repeat orders from the º 'º'; 'º'; 76.5 76 5,500 16,500
ini leading ship owners and i. . . . . 607 % : #.
- - - - 26’ * --- 3° 0” 507 - - 1,
- builders testify to the complete ºf S. § 3 ºn º º 3,400 9,350
satisfaction they have given. Lundin Lifeboats: Semi-decked Type.
20’ 7' 0" 2, 3" 252 25 2,500 º
--------------------------------------------------------- --------- - 20’ 6’ 0” 2. 4” 207 20 2,000 5,7
------------------------------ ": The frame and davit arms 14' 6' 0" 2' 0" 120 12 1,150 2,900
are made of the best cast steel.
The actuating screw is made of
Tobin bronze. After assem-
bling, all davits are carefully
inspected and tested by a repre-
sentative from American Bureau of Shipping or Lloyd's
Register of Shipping by swinging a load, equal to
double the maximum service load, on each arm from
fully inboard to fully outboard position.
Specifications
--------------------------------------------------------------------------
------------------------------------------------------------------------
The weight of the boat, the
equipment, and the persons al-
lowed must be added together
and the total be within the test
load of a single davit. Welin
Quadrant Davits when com-
puted in this way will meet the approval of the U. S.
Steamboat Inspection Service, the American Bureau
of Shipping and British Lloyd's Register of Shipping.
The outreach of a davit is measured with the arm
in the outboard position. With the vessel upright it
is the distance between the center line of the boat and
the outboard foot of the davit frame. Care should be
taken that the outreach is great enough to allow of
clearing the ship's side and all obstructions by not
less than 6" when the ship is in the upright position. Balsa Provision Box on Board S. S. “Narvik”
Computations
--------------------------------------------------------------------------
------------------------------------------------------------------------
Balsa is eminently suitable for
Test Load Approximate H H • * * - -
Per Single Davit, Weight per Set, É Balsa = ships' insulation, owing to ex-
sº oº: º º Insulation = ceptional insulation efficiency:
- -- - = = - - -
D 6' 0" S.500 2,050 = # structural strength, simplicity of
-- -- - o = = - - - - -
# #, % jº, § 5mmunminumumumumumumumumumum- installation, lasting qualities an
H 7' 0" 16,500 5,750 saving in weight. The first in:
R 7' 0" 27,000 15,000
stallation with this material was made in 1910 an
during ten years of continued satisfactory service, no
We also manufacture A. B. C. Life Rafts made of repairs have been necessary. Balsa is being installed in
Balsa and approved by the U. S. Steamboat Inspec- the cold storage rooms of the first fourteen passenger
tion Service. liners of the U. S. Shipping Board.
AMERICAN BALSA COMPANY. INC.
50 EAST 42nd ST. NEW YORK. N. Y.
The above are standard sizes. Special sizes built when required.


822
Marine Hardware
and Castings
Marine
Hardware
Sharp Point Boat Hook
-------------------------------------------------------------- tutº
Clinch Rings
--------------------------- --------- nutri----------------------------
We manufacture completely
in our own plant Galvanized
Boat Hardware of all types, in-
cluding Rowlocks, Boat Hooks,
Cleats, Folding Anchors, etc.
A large stock is kept on hand
assuring prompt shipment
of all orders. Write for
catalog and prices.
Socket Row Lock
We make Malleable Iron
Clinch Rings with Straight or
Countersunk Hole, either self
colored or hot galvanized. All
sizes are kept in stock. Prices
will be furnished on request.
Malleable Iron Clinch Rings
Straight Hole
-------------------- tilt-in-it-i-º-º-º-º-º-º-º-º-º-º-º-º-º-º:
Hot
Galvanizing
Nails
----------------------------------------------------------------------
Counter Sunk Hole
We make a specialty of
Job Galvanizing of Ship's Fit-
tings. Years of experience and
the best of facilities enable us to
offer prompt, satisfactory serv-
1CC.
We specialize in Hot Galvan-
ized Cut and Wire Nails and
carry in stock all kinds used by
the boat builder. Send for
special catalog, with price and
samples.
(*
Malleable Iron Pipe Fittings
------------------------------------------------------------------------ Our principal item of manu-
facture is Malleable Iron Pipe
Fittings for gas, steam, water
and railings. Leading jobbers of
= plumbers' and steam-fitters'
supplies carry our Malleable
Pipe Fittings
Iron Fitting line.
Castings
annuuuuuuuuuuuuuuuuuuuuuuuuuuuun-ºn-
We have large foundries spe-
cializing in the manufacture of
Castings i Malleable Iron, Semi-Steel, and
Low Carbon Steel Castings to
------------------------------------------------------------------------# order from customers' patterns
or drawings. Any necessary
machining can also be done in our plant. We make
and machine such castings as Anchors, Chocks, Cleats,
Steering Quadrants, Propellers, Flange Pipe Fittings,
etc. Send us your drawings for estimates, or patterns
for sample castings, and prices.
-
Castings
MALLEABLE IRON FITTINGS CO.
BRANFORD, CONN.






823
“American” Rope and Oakum
American Manufactur in g
Company is the largest manufac-
turer in the world of Manila
R ope, Oil Well Cordage,
Transmission Rope, Commer-
cial Twines and “American”
Foreword
*-i-º-º-º-º-º-º-º-º-º-º-º-º-º--------|--|--|--|--|--|--|--|--|--
No. 1 Ships' Oakum.
The Company's principal mill is ideally located in
Brooklyn, N. Y. City, along the waterfront, and in close
proximity to all important rail and water carriers.
This splendid location greatly facilitates the shipment
of merchandise. The daily production of the Brook-
lyn mill alone amounts to about 400,000 pounds.
The Western Branch of this Company is the St.
Louis Cordage Mills, St. Louis, Mo.; and other mills
are located in Philadelphia, Pa., Charleston, S. C., and
Victory Mills, N. Y.
Sales offices are maintained at: Boston, Mass.,
Chicago, Ill.; Pittsburgh, Pa.; New Orleans, La., Gal-
veston, Texas; St. Louis, Mo., and Philadelphia, Pa.
------------------------------------------------------------------------
“American” Brand Manila
Rope is made from high grade,
carefully selected Manila Hemp
Fibre of the best quality by men
long skilled in the art of rope
making.
The yarns are evenly and carefully spun on slow
speed machinery and particular attention is given to the
forming and laying process so that in the finished rope
there is equal tension on each and every strand.
The result is that “American” Brand Manila Rope
is superior in strength and durability and consequently
has won an enviable reputation among the big and
careful buyers of Manila rope. The parting of a rope
may produce disastrous results and it is for that reason
that we recommend a standard rope like “American”
when quality—and quality in Manila rope is strength—
is desired.
“American”
Manila Rope
--------------------------------------------------------------------------
--------tilt-in-titiliti-in-it-it-i-º-º-º-º-º-º-º-º-º-º-
of this
Company are all equipped with
machinery of the most modern
design; the workers are care-
fully trained in the various
The various mills
Manufacturing
Facilities
unnununuintinuuuuuuuuuuuuuuuuuuuuuuuunr
branches of the business in
which they specialize and the utmost precaution is
taken to select only the best grades of fibre for use in
the manufacture of “American” Cordage. The result
is that “American” Products are well, and favorably,
known the world over because of their superior quality.
Manila Fibre is grown solely
in the Philippine Archipeligo,
and is obtained from the Abaca
or Lanut, a species of the wild
Banana plant. The best tex-
tures are obtained from the
usual growth of this plant, which is about 14 months.
The fibre is first extracted entirely by hand. It is then
separated and allowed to dry, after which it is assorted
into different grades and packed for export.
Quality in rope depends on the grade of fibre used
and on the care given to the process of manufacture.
As there are 33 grades of Manila Fibre used, it is neces-
sary to specify a standard brand of pure quality like
“American.” This name stands for unsurpassed serv-
ice and dependability.
Manila
Hemp
------------------------------------------------------------------------
“AMERICAN” BRAND MANILA ROPE.
Approximate Weight and Tensile Strength
3 strand—Coils 200 Fns.—1200 Feet
Approximate 1200 Foot Coil Approximate
Circ. Diameter Feet Apºte Strain Borne
ins Inches Per Pound eight by New Manila.
Feet Lbs. Rope-Lbs.
34 % 50’ 26t 620
1 % 31' 7" 36+ 1000
1% % 24' 50+ 1600
194 % 1S' 6" 60+ 2100
1% % 12" 7" 90 2400
134 % 9, 7 º' 125 3300
2 % 7' 6" 160 4000
2}4. 34. 6’ 200 4700
2% º 5' 1" 234 5600
234 % 4’ 6” 270 6500
3 1 3' sº 325 7,500
3% 1% 3' 2" 375 89.00
3% 1% 2' 0" 432 10500
334 134 2’ 4” 505 12500
4 1% * 1 º' 576 14000
494 1% 1’ 10” G50 15400
4% 1% 1. Sº 720 17000
434 1% 1’ 6” 810 18400
5 1% 1’ 4” 900 20000
5% 134 1, 1 º' 1080 25000
6 2 11 * 1296 30000
6% 2% 9% " 1515 33000
7 234 S” 1765 37000
7% 2% 7, 2015 43000
S 25% 614 " 2304 5000
8% 2% 5% " 2580 *56000
9 3 5 * 29.10 62000
9% 3% 4% " 3250 68000
10 3.34. 4 * 3600 75000
10% - 3%" 3975 S2000
as actual tests have not been made.
than 3 strand.
*Above 50,000 lbs. the strengths designated in table are calculated
4 strand weighs about 16 more
#Stock coils made to weight.
AMERICAN MANUFACTURING COMPANY
BROOKLYN. NEW YORK CITY


824
“American” Rope and Oakum
“American” Bolt Rope is
“American” made of fine yarn spun from
Bolt Rope Manila Hemp of the highest
O op quality, almost white in color.
This rope is very soft and plia-
ble and of high lustre. It is
largely used in marine work and in sail making. A big
quantity of “American” Bolt Rope is used on the tow
boats in New York Harbor, as, working in and out
of slips the rope must be extra strong and easy to han-
dle. It is not possible to make any better Rope. Bolt
Rope is usually specified, soft laid, although we can
make it hard laid if required.
All sizes, 3 and 4 strand in coils and half coils.
“American” Towing Line
240 Fathom Coil of 11 Inches in Circumference
sºut -------------------------------------------------------------------
Buoy Lines: For anchoring
buoys.
Cable-Fisherman's: Used for
anchoring vessels off fishing
banks. A soft hawser laid 9
strand, manila rope, Tarred or
untarred. Generally supplied tarred to withstand action
of sea water. Sizes most used are 7" and 9" circ.
Canal Lines: Used as Canal Tow Lines. Sizes
principally used are, 5%" and 34" diameter—3 and 4
“American”
Marine Rope
strand. If 4 strand, without core.
Block and Fall Rope: For hoisting purposes. Used
on derricks, pile drivers and drop hammers. Plain and
graphite hard laid–4 strand with or without heart.
Launching Lines: 8" to 15" circumference—3
strand. “American.” Manila Rope and “American”
Bolt Rope.
Wrecking Lines: Strength and durability are the
all important features of a wrecking line. “American”
Wrecking Lines are made to give long and efficient
Service. They have a world wide reputation for qual-
ity. Made any length in any size up to 20" circum-
Crence.
Wheel Rope: A six-strand bolt rope used in steering
gears. Made with graphited center if desired.
Sail Rope: Extra soft laid bolt rope used in sail
making.
Steamship Lines: Hawsers and Warps—For warp-
ing vessels into piers and for mooring. Made from
highest grade Manila Hemp. Made in all sizes, 3 or
4 strand.
Cargo Nets: For loading and unloading mer-
chandise, used as a sling. Made only of “American”
Brand Manila Rope. -
Towing Hawsers: For sea towing and harbor use.
Made from the highest grade Manila Hemp. All sizes
3 and 4 strand.
“Amco" Brand Coir Rope: Is made from the fibrous
covering of the cocanut. Coir Rope is regularly made
3 strand but we can make 4 strand Coir Rope in sizes
above 5%" diameter if required.
- ..",". Marlines: Made 2 yarn or
i Tarred 3 yarn. Put up in 5 or 10 lb.
i Marine coils, 1, 5 and 10 lb. balls,
i d packed in bales weighing 150,
| Cordage -------------- ºi 250 and 500 lb. each.
Ratlines: Made in sizes 9
thread to 27 thread. Put up in 50 and 100 lb. coils.
Houselines: Made 2 or 3 yarn. Put up 5 or Io
lb. coils, 1, 5 and IO lb. balls packed in bales weighing
150, 250 and 500 lbs. each.
Rounding and Hambroline:
inch size. Put up in 50 lb. coils.
Seizing: Made 6 thread and 6 thread fine.
in 50 lb. coils.
Spun Yarn: Made 2 or 3 yarn. Put up in 5 or Io
lb. coils, 1, 5, and IO lb. balls packed in bales weighing
150, 250 and 500 lbs. each.
All of these are manufactured in three qualities:
“Amco” Brand, our first grade, is used extensively in
lieu of cordage made from Russian Hemp. It has
given universal satisfaction. “Clipper” Brand, our sec-
ond grade, is well and favorably known because of its
high quality. India, our third grade, is specified
wherever a good serviceable article is required at a
moderate price.
--- ulti-in-it-in-lit-i-º-º-º-º-º-º-º-º-
Made usually in 3/16
Put up
“American” No. 1 Best Ma-
rine Oakum is manufactured
from long clean hemp fibre, and
is thoroughly and carefully im-
pregnated with a high quality
of pine tar. We guarantee this
oakum to be made in
accordance with Na-
tional Bure a u of
Standards specifica-
tions. “American”
No. 1 Best Marine
Oakum has been sup-
plied to the leading
boat and ship build-
ing companies in large
quantities for caulk-
ing decks, sides and
bottoms of vessels
and for other ma-
rine use. Packed
either spun or unspun
in standard 50 lb.
“American.” No. 1 Best Marine Oakum bales.
Oakum Prices and further
data concerning any of the items of our manufacture
will be gladly furnished, upon request.
“American”
No. 1 Best
Marine Oakum
miniumununununununununununtu- ----------
AMERICAN MANUFACTURING COMPANY
BROOKLYN. NEW YORK CITY


825
Manila Rope
Mºł11110 !!! iſ II (11 II ºf it itſ tº it i , , ! I t ( ; 1 t ( [ . . f | * | | | | I t i i I j . . . . .
“Walk-Laid” is our method
It is the oldest
Walk-Laid of making rope. .
º al method, and it is generally ad-
ope mitted to be the best means of
producing a rope which is per-
fect so far as possible. “Walk-
Laid Rope” can be made in any size and of any con-
struction, either three, four or six strand, or nine
strand (Hawser Laid).
Our “Walks” are the longest in the world, ac-
commodating 15OO foot lengths of rope in any size.
The strands are hauled out each the same length,
starting from the same point and traveling to the same
point each trip. This makes it possible to make a
“Walk-Laid Rope” of which each strand will be the
same length. The tension or load put on the rope
when in service will be taken equally by its strands.
This is the principle point of superiority of a “Walk-
Laid Rope” over a “Machine Laid Rope.”
! I I I : " I ,
Wall Ratline is made of
Tarred American Hemp and is
Ratline # furnished in the types and sizes
i listed in the table below.
Weight Length Weight Break-
Size per O Of ing-
Fathom Coil Coil Strain
6 thread, 34 inch O. 18 200 36 650
9 thread, I inch .25 200 50 I, I2O
12 thread, 1 V3 inch .35 200 70 I,5CO
I5 thread, I }4 inch .45 200 90 1,800
18 thread, I 3% inch .53 200 IO6 2, IOO
2 I thread, 1 V3 inch .6O 200 I2O 2,400
24 thread, I 5% inch .7O 200 I4O 2,650
Marline, tarred—2 ply—put up in coils of 5 or IO
pounds.
Houseline, tarred—3 ply—put up in coils of 5 or IO
pounds.
Spunyarn–2 ply or 3 ply—put up in coils of 5 or Io
pounds.
h i t . 1
In use by the Navy Depart-
ment—Bureau of Construction
and Repair—Reference C. & R.
No. Z21 R4 (S)-Panama Ca-
nal and U. S. Engineers.
Directions governing require-
ments for Manila Rope in accordance with agreement
made with the Committee of Cordage Manufacturers
regarding commercial practice. Requirements:
1. Material—No other fiber than Manila or Abaca
fiber shall be used and no grade of Manila lower than
Government Grade I shall be used in any size of rope.
(a) For rope from 34" to 1%" circumference, in-
clusive, not more than 25 per cent of Government
Grade F shall be used, the balance to be higher grades.
(b) For rope from 1%" to 134" circumference, in-
clusive, not more than 40 per cent of Government
Grade F shall be used, the balance to be higher.
. . (c) For rope 2" circumference and larger, not more
Govenment
Specifications
Manila Rope
than 50 per cent of Government Grade I shall be used,
the balance to be higher.
Approximate Maxi- Minimum
Approximate Circum- gross weight Inum net breaking
diameter ference of a 1, 200- weight per Strength
in inches in inches foot coil foot rope in pounds
% 34 24 O.O.I.96 7OO
5/16 I 35 .O286 I,2OO
% I}% 5O .O408 I,45O
7/16 I}4 66 .O539 I,750
I5/32 I3% 78 .O637 2, IOO
% I 3/3 90 .O735 2,450
9/16 134 126 . I O29 3, I 50
§§ 2 I6O . I 3O7 4,OOO
34 2% 198 . I 617 4,900
I 3/16 2% 234 . I 9 II 5,900
% 2% 27O .22O5 7,000
I 3 324 .2645 8,2OO
I 1/16 3% 378 .3087 9,500
I 3/3 3% 4.32 .3528 II,OOO
I 3/4 3% 5O4 .4 II 5 I 2,500
I 5/16 4. 576 .47O3 I4,2OO
I 3% 4% 648 .529O 16,OOO
I 3/3 4% 72O .5879 I 7,500
1 9/16 4% 8 IO .6615 19,500
I 5% 5 900 .7348 2 I,500
I 34 5% 1,080 .8818 25,500
2 6 1,296 I.O.59 3O,OOO
2 1/16 6% I,500 I.225 34,OOO
2 % 7 1,764 1.441 38,500
2 % 7% 2,OI6 1,646 43,500
2 5% 8 2,304 I.881 49,000
2 % 8% 2,580 2. IO7 55,000
3 9 2,916 2.381 61,000
3 3/6 9% 3,240 2.645 67,000
3 % IO 3,600 2.940 73,000

Note—4-strand medium laid rope when ordered may
run up to 7 per cent heavier than 3-strand rope of the
same size, and must show 95 per cent of the strength
required for 3-strand rope of the same size. Other re-
quirements are the same as for 3-strand rope.
: The relative prices of “Wall”
Manila Rope are given in the
# table below. The prices shown
# in the table represent the cost
# per pound of each size of rope
above the cost of 2% inch cir-
cumference Manila rope.
Relative Prices
= of “Wall”
i Manila Rope

RELATIVE COST OF “WALL” MANILA ROPE
IN CENTS PER POUND
2%" cir.—%" diam. . . . . . . . . . . . . . . . . . . . . Basis
2” “ —%" “ . . . . . . . . . . . Wóc. over “
134" “ —9/16" “ . . . . . . . . . . . I c. “ “
1%” “ —%" “ . . . . . . . . . . . I c. “ “
1%” “ —7/16" “ . . . . . . . . . . . I c. “ “
1%" “ —%” “ . . . . . . . . . . . I Vºc. “ “
1" “ —5/16" “ . . . . . . . . . . . 2c. “ “
34" { % }% { { 2C ( & { {
9/16" “ —3/16" “ . . . . . . . . . . . 2 Ac. “ “
Rope, 4 strand. . . . . . . . . . . . . . . . . I c. “ & 4
WALL ROPE WORKS, INC., 48 SOUTH ST., NEW YORK, N. Y.
PHILADELPHIA BALTIMORE
NORFOLK
NEW ORLEANS GALVESTON
826
Oakum
i"..." I. General Specifications:
Navy General Specifications for In-
Department spection of Material, issued by
Specifications the Navy Department, in ef-
m i fect at date of opening of bids,
shall form part of these speci-
fications.
2. Material: Oakum shall be made from Italian,
Russian or American hemp (Cannabis sativa), line or
tow, or from any No. 1 grade Sunn, or No. 2 grade
Benaries, or North Bengal Sunn, or from any com-
bination of these fibres; and shall be thoroughly carded
prior to the time for opening of bids. Bids not ac-
companied by sample will not be considered.
ºutnuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuu:
“Wall” No. 1 Marine Oak-
um—Spun or Unspun—is guar-
anteed to be in strict accordance
with Navy Department Speci-
fications 2 IoIc, March 1, 1919,
which is quoted in opposite col-
Guarantee
ſinuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuur
unan.
We are in position to make this guarantee due to
the fact that only the highest grade of fiber procurable
- - - -.
and finished, free from excessive lumps, dirt, or other
eXtraneous matter.
3. Spinning: Oakum shall be spun by machine
into slivers or threads in the form of balls or hanks not
exceeding 5 pounds each; it shall be soft and uniform
In texture, strong and sufficiently twisted to be suitable
in all respects for calking seams of vessels. The slivers
or threads shall contain not less than 43 feet to the
pound and not more than 75 feet to the pound, unless
otherwise required.
4. Impregnation: The fibers shall be thoroughly
impregnated with pine tar to an amount not to exceed
30 per cent of the total weight of the fiber and tar.
5. Packing: Oakum shall be baled in regular pack-
ages containing about 50 pounds each. Bales shall be
compressed no more than necessary and shall be se-
curely bound with laths and strong tarred sisal yarns.
6. Deliveries: Deliveries shall be marked with the
name of the material, the name of the contractor, the
name of the manufacturer, and the contract or requisi-
tion number under which delivery is made.
7. Basis of Payment: Payment shall be made on
a basis of gross weight, and the gross weight delivered
shall be the weight required by requisition or contract.
8. Note to Bidders: (a) Hemp (Cannabis sa-
tiva) recovered from old rope shall be considered the
same as new hemp of the same name and grade.
(b) Bidders shall submit with their bids a 5-pound
~- e of the material which they propose to furnish
Sample of th terial which th to f |
is used in its manufacture, by skilled labor in our new
factory which is equipped with patented machinery de-
signed especially for manufacturing oakum.
Only one grade of “Wall” oakum is manufactured
and every bale is stamped with the “Wall” name and
trademark. -
------------------------------------------------------------------------
- A large stock of Wall Oakum
s -- - is carried in each of the
s Stock and Branches at New York City,
Deliveries Philadelphia, Baltimore, Nor:
folk, New Orleans and Galves-
ton, thus insuring prompt de-
liveries and reducing freight rates.
In the neighborhood of New York, Philadelphia and
Baltimore, deliveries are made direct to the shipyards
by our own motor trucks.
----------------------------------------------------------------------
-
The following is a list of
some of the largest users of
Wall Oakum:
Bethlehem Shipbuilding Corp.
Navy Department.
Panama Canal.
Hog Island Shipyard.
Newburgh Shipyards.
Merchants Shipbuilding Corp.
Satisfied
Customers
s
-----------------------------------------------------------------------
WALL ROPE WORKS, INC. 48 SOUTH ST. NEW YORK. N. Y.
PHILADELPHIA BALTIMORE -
NORFOLK
NEW ORLEANS GALVESTON


827
American Wire Rope
The American Steel & Wire
Company manufactures a wire
rope adapted for every pra-
tical purpose of ship or ship-
yard use, with a full line of
wire rope fittings. Sales offices
and warehouses are maintained in practically all large
cities throughout the United States, as listed below.
Wire Rope for
Every Purpose
American wire rope is made
in five grades or strengths.
Iron Rope has the physical
characteristics of softness, duc-
tility and a comparatively low
tensile strength of approximately
85,000 pounds per square inch in the drawn wires
entering into the construction of ropes. Iron rope is
but seldom used, except in the smaller sizes, because
of the stronger and tougher qualities of steel rope.
Practically all types of iron wire rope can be supplied,
however, where desired.
Iron
Wire Rope
This grade of steel derives its
name from the early method of
making carbon steel in small
crucibles, capable of being
# operated by hand. The same
grade of steel for rope is now
made by the open hearth furnace, giving a product of
a more uniform chemical composition.
The area is only about one-half as much as iron for
Crucible Cast
Steel Rope
the same strength, but it is harder and better resists
external wear. When drawn into wire and properly
treated crucible cast (or open hearth) steel has a tensile
strength of 150,000 to 200,000 pounds per square inch
of sectional area.
This grade of rope is applicable for rigging, derricks,
hoists, dredges, cable ways, guy wires, etc.
:
As the name indicates, this is
a stronger grade of crucible
open hearth steel, of somewhat
tougher chemical composition
# and of tensile strength running
from 18O,OOO to 22O,OOO pounds
per square inch of sectional area. It is somewhat
lighter for the same strength than crucible steel rope.
Extra Strong
Crucible Cast
Steel Rope
;
In general, its uses are the same as those of crucible
steel rope, except that it may be employed for heavier
loading.
The name of plow steel, as
i Plow Steel i applied to wire rope, means a
i Ro # high grade, open hearth steel of
i pe i tensile strength in a wire of
# 200,000 to 26O,OOO pounds per
square inch of sectional area.
It combines lightness with great strength, but is some-
what stiffer than the crucible steel.
Plow steel is a most economical rope to use where
the weight of rope has to be considered. It is used
extensively for the running ropes of cargo handling
gear, also for heavy hoisting, derricks, dredges and,
in general, for heavy service.
This grade is made of a care-
fully selected open hearth steel
Monitor Plow wire for a tensile strength from
Steel Rope 22O,OOO to 280,000 pounds per
square inch of sectional area.
This is the highest strength rope
made. It is stiffer in the same diameter than the plow
and crucible steel grades, but strength for strength, it
is equally flexible. It is used for the most severe
service, where great strength, lightness and abrasive
resisting qualities are required.
This rope is composed of 6
Its coarse wires resist abrasion
and corrosion to the greatest
possible extent. In general, it can be used where
abrasion is severe and the flexibility required is a
i Transmission, H strands of 7 wires each, laid
H. Haulage or # around a hemp core and can be
# Standing Rope supplied in all five qualities.
Transmission Haulage or Standing Rope
minimum, on such installations as ore and coal dock
haulage roads operating small grip cars, gravity
hoists, etc.
CORRESPON DING CIRCUM FERENCE
FOR GIVEN IDIAMETERS WIRE RO PE
Pacific Coast Dept.
San Francisco, Los Angeles, Seattle, Portland
Dia, ; 234 22% 2% 23, 2% 2%. 23, 2, 1}; 1 # 134 13, 1% 1%. 1 º's 1% 1%. 1 is 1%. 1 # 1 % # 34, 5% - 3%, 7%, ’º, 3% º ż
Circ.: 85% 7% 7% 7% % 63% 6% 6% 6 534 5% 5% 5 434 4% 4%. 4 334 3% 3% 3 234 2% 2%. 2 134 1% 1% 1%. 1 ;
SALES OFFICES
CHICAGO . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208 So. La Salle Street CINCIN NATI. . . . . . . . . . . . . . . . . . . . . . . . . Union Trust Building
NEW YORK. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Church Street BALTIMORE. . . . . . . . . . . . . . . . . . . . . . . . . 32 So. Charles Street
CLEVELAND. . . . . . . . . . . . . . . . . . . . . Western Reserve Building WILKES-BARRE, PA. . . . . . . . . . . . . . . . . Miners Bank Building
WORCESTER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 Grove Street ST. LOUIS. . . . . . . . . . . . . . . . . . . . . . . 3d National Bank Building
BOSTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 Franklin Street ST. PAUL-MIN NEAPOLIS. . . . . . . . . . . Pioneer Bidg., St. Paul
PHILADELPHIA. . . . . . . . . . . . . . . . . . . . . . . . . Widener Building O KLAHOMA CITY . . . . . . . . . . . . State National Bank Building
PITTSBURGH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Frick Building BIRMINGHAM, ALA. . . . . . . . . . . . . . . . . . Brown-Marx Building
BUFFALO. . . . . . . . . . . . . . . . . . . . . . . . . . . . 337 Washington Street DENVER . . . . . . . . . . . . . . . . . . . . . . . . 1st National Bank Building
DETROIT, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Foot of First Street SALT LAKE CITY. . . . . . . . . . . . . . . . . . . Walker Bank Building
UNITED STATES STEEL PRODUCTS COMPANY
Export Department
30 Church Street, New York
LOCATION OF WAREHOUSES
BALTIMORE DES MOINES LOl JISVILLE PITTSBURGH SEATTLE
BUFFALO DETROIT MEMPHIS PORTLAND ST. LOUIS
CEDAR RAPIDS FARGO NEW HAVEN RICHMOND, IND. ST. PAUL
CHICAGO KANSAS CITY NEW ORLEANS SALT LAKE CITY TRENTON
CLEVELAND LIN COLN NEW YORK SAN FRANCISCO WORCESTER
D ENVER LOS ANGELES PHILADELPHIA SAVANNAH
AMERICAN STEEL & WIRE COMPANY
Address nearest office.
For list of offices see above.

828
American Wire Rope
Standard
Hoisting Rope
eral, aboard ship and in the shipyard.
around
COIC.
drums of moderate size.
rope is particularly adapted for hoisting work in gen-
Standard Hoisting Rope
This rope is composed of 6
strands of 19 wires each, laid
a hemp
smaller wires permit this rope
to pass readily over sheaves and
The
This
Where greater flexibility is
required, the following types
offer a hoisting rope to meet
the conditions.
Extra Flexible Hoisting
Rope—8 strands of 19 wires
each, laid around hemp core. Adapted for use over
small sheaves, on derricks, dredges, pile drivers, etc.
Special Flexible Hoisting Rope—6 strands of 37
wires each, laid around hemp core. Used where great
flexibility is required, such as on electric cranes, boat
crane falls, steering gear, relieving tackles, etc.
Extra Special Flexible Hoisting Rope—6 strands of
61 wires each, laid around hemp core. Most flexible
of hoisting ropes. Particularly adapted for dredging.
Other Grades
of Hoisting
Rope
IDATA ON VARIOUS TYPES OF HOISTING RO PES
* * ~ -- P Stee | g º
Sº c p.". cºcº"dº'steel Fxtra Strong Crucible Cast Steel | Iron
t-, º cd “" ~ ~! | ~5 ~ | "E-
$2.É ## 3-3 | # 33 #53 # 3% 33% # 3% #5% 3 E3 || 3:33 || # 3% §'s:
Q} {} ####| #j gº flá; sº #j tº ājāg sº ### gº
55 835, 3 || 5 & 2 3 gº. 35 5; 23 gº. 43 ##2.É gº. 43 || 55.3 || 3:2.É #23 || 3:33
.º. ãº, i. § 5 50. 3 #56. § 536, 3 #56. 3555. 3:55. : sºlo : 3 #55 § 555. 3 = 6P4
G.E G. 5 * - H *::::H || > *H * … H || < EH * … H 9 : ... 3 *::{- ; ; H *::::{-
gms < *. c. * * Stº *** > || 3;" c *- : * 'c | 2. c ſix º'c 3. 3 #2. hº" gº G. : c hº:* o
㺠e 3 3 c = " Gºd – 5 3 c = || 2:00 - 5 O – G tº b 3 O ºf C o,C/2 3 9 a 3
< .353 :*S < Es #3 | *aš | g =3 || 353 :=3 | < #5 2.55.
STANDARD HOISTING ROPE–6 STRAN IDS, 19 W I RES TO THE STRAN ID, 1 H EMP CORE
2% 11.95 315 63 275 55 | 3: 48.6 211 42.2 1 11 22.2
2% 9.85 263 53 229 46 | 200 40 170 34 92 | 18.4
2% 8 210 42 186 37 ič, 3.2 133 26.6 72 14.4
2 6.30 166 33 140 28 | 123 24.6 106 21.2 S5 11
1 % 5.55 150 30 127 25 | 112 22.4 96 19 50 10
1 34 4.85 133 27 112 22 99 19.8 85 17 44 8.8
15% 4.15 1 10 22 94 19 83 16.6 72 14.4 38 7.6
1 % 3.55 98 20 82 16 | 73 14.6 64 12.8 33 6.6
1.3% 3 84 17 72 14 | 64 12.8 56 11.2 28 5.6
1% 2.45 69 14 58 12 53 | 10.6 47 9.4 22.8 4.56
1 % 2 56 11 47 9.4 43 8.6 38 7.6 18.6 3.72
1 1.5 45 9 38 7.6 34 6.80 30 6 - 14.5 2.90
% 1.20 35 7 29 5.8 26 5.20 23 4.6 11.8 2.36
% .89 26.3 5.3 23 4.6 20.2 4.04 17.5 3.5 8.5 1.70
% .62 19 3.8 15.5 3.1 : 14 2.80 12.5 2.5 6 1.20
* .50 14.5 2.9 12.3 2.4 11.2 2.24 10 2 4.7 .94
% .39 12.1 2.4 10 2 9.2 1.84 8.4 1.68 3.9 .78
I’s .30 9.4 1.9 8 1.6 7.25 1.45 6.5 1.30 2.9 | .58
% .22 6.75 1.35 5.75 1.15 5.30 1.06 4.8 .96 2.4 | .48
* . 15 4.50 .9 3.8 .76 3.50 .70 3. 1 .62 1.5 .30
% ... 10 3.15 .63 2.65 .53 2 ... 3 .49 2.2 | .44 1.1 .22
EXTRA FLEXI BLE HOISTING ROPE—8 STRAN IDS, 19 W I RES TO THE STRAN ID, 1 HEMP CORE
1 % 3. 19 80 16 74 14.8 66 13 58 11.6
1.3% 2.70 68 13 64 12.8 ſ 57 1 1 51 10.2
1 % 2.20 56 11 52 10.4 || 47 9.4 42 8.4
1 % 1.80 46 9.2 43 8.6 || 38 7.6 34 | 6.8
1 1.42 36 7.2 33 6.6 29.7 5.9 26 5.2
% 1.08 28 5.6 26 5.2 ſ 23 4.6 20 4
34 .80 22 4.4 20 4.4 17.6 3.5 15.3 3.06
% .56 15 3 14 2.8 | 12.4 2.5 10.9 2.18
* .45 12 2.4 11.6 2.32 '. I 0.1 2 8.7 1.74
3% .35 9.5 1.9 8.7 1.74 8 1.6 7.3 1.46
I's { 6.90 : 1.38 6.30 1.26 5.7 1. 14
% 5.12 1.02 4.66 .93 4.2 : .84
* 3.35 .67 3.05 .61 2.75 . 55
% 2.25 .45 2 02 .4() 1.8() .36
SPECIAL FLEX IBLE HOISTING RO PE—6 STRAN IDS, 37 W I RES TO THE STRAND, 1 HEM P (-ORE
2% 11.95 278 55 265 53 233 47 200 4()
2%, 9.85 225 45 214 43 187 37 160 3.2
2% 8 184 37 175 35 || 150 30 125 35
2 6.30 137 27 130 26 117 23 105 21
17% 5.55 125 25 119 23.8 106 31.2 94 18.8
1.3% 4.85 113 23 108 22 95 19 84 17
15% 4.15 95 19 90 i 18 | 79 16 71 14
1% 3.55 84 17 80 16 71 14 63 12
1.3% 3 71 14 68 14 61 12 55 11 |
1% 2.45 58 11 55 11 50 10 45 9
1 % 2 46 9.2 44 9 39 8 34 | 7 |
1 1.58 37 7.4 35 7 32 6.4 29 6
% 1.20 29 5.8 27 5 25 5 23 5
% .89 23 4.6 21 4 19 3.8 17.5 | 3.5
% .62 16 3.2 1 4 3 12.6 2.5 11.2 ; 2.2
* .50 12.5 2.5 11.5 i 2.3 10.5 2.1 9.5 1.9
}} .39 9.75 1.9 9.25 1.85 8.25 1.65 7.25 1.45
i's .30 7.50 1.5 7.2 1.4 6.35 1.27 5.5 1.1
% 33 5.30 1.06 5.1 1 4.65 .93 4.2 .84
EXTRA SPECIAL FILEX I BLE HO ISTING ROPE—6 STRAN i )S, 61 W J RES TO THE STRAN ID,
1 H EMP CORE
3% 16.6() 370 74 350 | 70 3 15 63 280 56
3 14.20 3.25 65 310 62 275 55 240 48
2% 11.95 278 56 265 53 233 47 200 40
Ž 9.85 225 45 214 43 187 37 160 32
2% 8.00 184 37 175 35 150 30 125 25
2 6.30 1.37 27 130 26 * I 17 23 105 21
AMERICAN STEEL & WIRE COMPANY
Address nearest office. For list of offices see page 828.



829
Galvanized Wire Rope
- * ~ *1111111 tº . . . . . . .
Thorona, 1 ſ iſ ; The American Steel and Wire
i Company employs a special gal- Q • , | }.
= tº e wº tº gº ** º, sº -- ~~ º cº:
; Protective vanizing process which insures (1) © §§ #### ÉÉ #####
= q & © º iº tº sº .: = .: * ~ º: tſ.
# Galvanizing adhesion of the zinc to the ### # #3 3 #: #####
= E y- ºr -º * g * l- : ** N \ is
i...... . . . . . . … ; metal. The galvanizing does º 㺠#: ; # 3 £3*}
tº p.m. º ºl gº •: * .: i- -
not crack, chip or flake. It <! z =5 || 5
thoroughly protects the rope from corrosion. #: 4.85 #,
e! !!!! | | | | | | | | | | | | | | | . . . . . . , t , , , , , , || 1 , || | * I $ tº N tº * - tº te iſ . 1 tº 4.42 () ) 2
ă ; Ship's Rigging is a galvanized #: #; 1},
E # = - 2 & 2
i Ship's Rigging or ; 19" ºpe, made of 6 strands, #: 3.24 9
- Al- - {- * ! .
É Guv R. º 7 wires to the strand, with #: 34: #.
: gy p I hemp core. The larger sizes #: 3.21 Ž:
E e - 8 •–4 2 2
ionºwº are sometimes made of 6 strands, 1 I's 1.77 * 6
e ; : l Fº S3 ,
12 wires to the strand, with 78 ; i. i 3.
I hemp core. It is adapted for use as ship's rigging, i. tº: }; i.
guys for smokestacks, derricks, etc. % .62 5.7 4%
it Itil it ( i I | | | . . , , , , ſ \ { | | | | | | | . . . . . . . . . . . . . . . . . . . . . . . . . . r g to e Iron Ship's, Rig. is .50 4.46 3 > i
| i Yacht Rigging is the name ging or Guy % . 39 3.39 3
> . lied l ized ibl _Rope 6 Strands h'd .30 2.35 2%
# Yacht Rigging or , applied to galvanized crucible 12 Wires to % .33 1.95 3%
# t-e- : cast steel wire rope, made of Strand # .#5. }: * , ,
s Guv Ro € * 3 : . 1 25 1, 20 ! 34
É * > p 6 strands, 7 wires to the strand, % º # #:
º * * . . . . . . . . ; ; , * () I’ of 6 strands, 19 wires to the '. of 61 iž
strand, with I hemp core. For # ;
standing rigging and guys the type with 7 wires to the oğ88Cºc 2." ii
º Gr e º
strand is generally used. Also made in galvanized plow #":38 # 1.
steel. The type with 19 wires to the strand is used for #. 3%
running rigging, topping lifts, boat slings, wheel ropes, '85 7
mooring and warping lines, straight-hauls and backstays Crucible Cast º %
- rlic1 D162 e
on yachts, etc. Steel Yacht . 39 43.4
* M iſ , , , , , t I I 1 || | | | | | | | | | | | | | | | | | | | | * - * Rigging 6 .34 4 ; 2
. These are made of 6 strands, Strands 7 or 30 4%
Haw d º tº 19 Wires to .22 33.4
a WS6'I’S all 12 or 24 wires to the strand, Strand .15 –––. -
Mooring with 7 hemp cores, in crucible 3 #3; g
Lines . . cast steel, extra galvanized. 1 {{. 3.85 71 . . . . . .
E z - * o s A : )
# The hemp core in each strand #: #3; iá.5
gives an added flexibility, and # #: #:
- e o e -: , / <. Sº
consequent ease of handling, particularly valuable in 1 % 2 36 1.2
o g g ge 7 D s
mooring lines. Deep Sea Towing Hawsers are built Steel Hawsers # 316 #5
with 6 strands, 37 wires to the strand, of extra galvan- wº ...'s. d # #: '3s
* * * * gº * - * > . . . . .* A * * *
ized steel, I hemp core; particularly adapted for use 7 Hemp Cores iš. } .33 8.75
with automatic towing machines. #. §§
F- " ; This is constructed of 6 # § . . . . .
: º # strands, 12 wires to the strand, 134 4.24 82 . . . . . . .
# Running = . * e 1}} 3.86
# R i with 7 hemp cores, in iron, cru- 1 5% 3.63 74 . . . . . .
# ope : cible cast steel and plow steel, }% §§ łł
# , . . . . . . ... extra galvanized. Used for }; #: #:
- º tº * s Y e
running rigging where the }% 1.93 11.Q.
greatest flexibility is required and for ridge ropes, boat § ºf }% }. 193;
. . 3 Il ( OOI 1 IT * * - - -
ladders and Jacob's ladders, boom pendants, etc. Liº śis '.. }: 8.7 5
24 ires to % • * * * * *-s v. ºf e º e = *
GALVANIZEI) RU NNING ROPE—6 STRANDS—12 WIRES H.". t º . . . . . .
TO THE STRAN ID–7 H EM P CORES emp ( ores 5% .54 *
* Hºº" !/. .34 . . . . . .
v Approximate 3% .21 • * * * * *
5 § 3 - + Strength S th."
† F = E3 = in Tons of Strength
# = 2.:G-3 2000 Pounds -------- ~ x → - ~ - – - – – º –------ –- - - - - -– -- - - - - -- _ in Tons
3- :: ;-- 2.3% S. S_2 188
T - -2" × - , , 2 ” 8 36 18.2
& gº | = -- | roln . Cast Steel Plow Steel 3% S 171
{ * * * = 2% 7.06 155
l 5% 2.76 tº e º gº 59.5 2n'ſ 6.65 1 40
1 * * 2.36 is a s tº e 51.5 2 6.30 1 3.2
! I's 2.16 * * * 47. 1;; 5.84 1.25
# 2. tº º v c - 43.25 1 : 5.13 11.2
| 94 1.63 * a s a º # 4.85 10.4
l is 1.47 & º 4 & tº g º ºs tº 1 : . 4.42 97
y 1.33 * * * * s & a s 3 28. 1 5 s 87
§ 1.18 1 (). 1 22.5 #3 }: #: 76
l 1.05 S. 7 19.5 21.03 * 1 I's 3.24 72
% .80 6.9 15.5 17. Deep, Sea 1 % 3 66
}} .68 6. 13.5 15. Steel Towing 1 % 2.45 54
% .59 5.1 11.5 12.5 Hawsers 1 * 2.21 47
5% .42 3.6 8. 8.8 s;” §ººls 1 % 2 4.2
2. 6. 6.9 J tre .7 8
§ 3. 3. ; : ; Strand }* # ; :
Y. .20 1.7 3.9 4.4 1 Hemp Core 7% 1.20 26
3% . 14 1.3 2 85 3.3 }; 1.03 22
*: . 1 () .82 1.98 2.3 34 89 *"—
DATA O N (; A LVANIZED WIRE RO PE
AMERICAN STEEL & WIRE COMPANY
Address nearest office. For list of offices see page 828.





830
Marlin Clad, Steel Clad and Tiller Rope
Marlin Clad Wire Rope
This rope is constructed as
follows: Each strand is served
with tarred marlin; the strands
are twisted around a hemp core.
The usual number of wires in a
strand is seven or nineteen and
number of strands four, five or six. Marlin Clad Wire
Rope is particularly adapted for ship's rigging, boat
falls, cargo hoists, power transmission, etc. It is con-
siderably stronger than manila rope of the same diam-
eter. For instance, I-inch diameter Marlin Clad Plow
Steel Rope has a strength of 31,000 pounds, while the
strength of 1-inch diameter manila rope is but 7,500
pounds. Marlin Clad Rope weighs approximately 30
per cent less than manila rope of the same strength.
Marlin Clad
Wire Rope
It iſ 1.
‘. . . . . . . . . . . . . . . . ;
This rope is mi le of 6 strands
of 42 wires each, with 7 hemp
cores. Since the wires are very
fine, they should not be subject
to much abrasion. Tiller Rope
is used for steering lines on
yachts and motor boats. It is
particularly adapted for use
where a maximum of flexibility
is desired.
Tiller
Rope
IDATA ON MAR LIN CLAD WIRE RO PE –5 STRAN IDS, 19 W I RES TO STRAN ID, 1 H E M P CORE
| Crucible Cast Steel Extra Strong • S + , , , ,
Q) : º: 9 ~ Crucible Cast Steel Plow Steel
º, ºn * — . . . .º. : ... tº t
3 * ~ * St. J S - 3.35 & 2 =
#5 : 5 .5 ± 5.3 ### := º ‘’s º: ‘e . 3 :- $: º - ‘s * :- 3. “: *-is-s © 1–.
5:3: : #33 × 5 ... : : ; ; .# + ºf º : # = , c: tº £ | # ºf º: # * = , 3 ºr f | < ct ° 2, ## = n
.g" ; ; £3 La 3 : 3.5: 5.3.5 ºf 3.5.3 2: 5 Tºº 5.5.3 g ::::::: 2: 3 "Tº: E.: = , = | s = = ** | E *.*.*
o cTJ) 2.ſº tº 3 3,5 : * * : * : 5 ; : z = T 2 : , , F 2 + 3 FT § 3 ; #~ ; ; 2 - # 2.2 g : - || 3: ; # - || 3 + .. 5
3 : 3 || 3- “j; 2 #25-3 3.5%: = 2.33 & #58-3 || 33:53 || 23: 3 2 ::=g 3.358-s £333
* * * * * E: ** 3 = 2^* = | Flººd. S.;90° 3 || 5:9 “T3 3.32. a = <^* = | #:º 3 sº:
! 㺠º 32 = , =::H- agº sº <2* s: cº- =2~ § | ~ * s a;+
* <r. . F - <> 2: .: .3 ~~ ~. .2 3" | :2
}% 1 % 434 38 7.60 2.07 i 64 13.0 3.06 72 1 +. () 3.06
13% 1 % 5% 56 11.6 3.06 53 10.6 2.52 58 I 2.0 2.52
1% 15% 5 J & 47 9.4 2.52 43 8.60 2.07 47 9.50 2.07
1, 1 % 41% 30 6.00 1.66 34 6.80 1.66 38 7.60 1,66
48 1 % 3% 23 * 4.60 1.29 26 5.20 1.29 29 5.80 1.29
34 1% 3% 17.5 3.50 1.12 20.2 4.04 1. 12 23 4.60 1. 2
§ 1 3% 12.5 2.50 .80 | 14.0 2.80 .80 15.5 3. 10 .8()
º % 3% ; ; 1.68 .49 9.2 1.84 . 49 I () () 2.00 .49
is # i. | 48 }% .36 5.30 1.06 .36 5.75 1.15 .36
'/1 2 Z2 } 2.2 .21 2.43 (). 49 21 2.65 () 53 ,2]
º º ºº º YYYYYº sº w &#27 *ºsº º Rººſ/ ſº ºzzº
§§ º
Wºº §§/ 4% ºf Z//7′Sºś
º º/Z% 42%
º º º § $7.7% ś42% ºš
º: § º sº §§§
º §º: Ø fº Ø% §s
- * * * * # = pº 22- . . . . 25
Steel Clad Wire Rope
Steel Clad Wire Rope is made
in three constructions: Hoisting
Steel Clad &
# Wire Rope ; Rope (6 strands, 19 wires to
i p # the strand, I hemp core)—Spe-
# .# cial Flexible Hoisting Rope
(6 strands, 37 wires to the
strand, I hemp core)—Extra Special Flexible Hoisting
Rope (6 strands, 6 I wires to the strand, I hemp core).
Each of these types is made in four grades: Crucible
Cast Steel—Extra Strong Crucible Cast Steel–Plow
Steel—Monitor Plow Steel.
Under suitable conditions, Steel Clad Rope frequently
gives additional service of from 50 to IOO per cent,
easily offsetting any increased first cost. Its use is par-
ticularly recommended for dredging and similar diffi-
cult conditions of rope usage.
The flat strips of steel wire are wound spirally
around each of the 6 strands composing the rope, give
it additional wearing surface without sacrificing the
flexibility. When the outer flat wheel winding is worn
through in service, a complete hoisting rope remains,
with unimpaired strength.
| 1 | f : II ( ; } { i ſ 1 i !
The steel clad serving adds
from 9.3 to 4 inch in diameter
to the bare wire. For instance
if the diameter of bare rope is
2 inches, the finished diameter
over serving is 2% inches.
The approximate strength and proper working load
for any construction and grade of Steel Clad Rope is
the same, for the bare rope diameter, as for the same
diameter of similar grade of plain wire rope. Strength
and proper load can therefore be obtained from the
tables on page 829. For instance, a 2-inch bare rope
diameter, in Steel Clad Plow Steel Hoisting Rope, has
the same strength and proper load as 2-inch Plow Steel
Hoisting Rope, 140 tons and 28 tons, respectively.
Approximate weights of Steel Clad Rope may be
determined by adding one-third to the weight of plain
rope of same type as given on page 829 using the bare
Data on Steel
Clad Rope
I) ATA O N T I IL LER RO PE
| Breaking Strength
g== *-e=s Approximate
• *f; º .* C ~ 2:
3. $: º: * → ºf) $– c - ºr. Tº -
£7. #3: 3 - 23.3 wº ##4
:- §§§ 3 ## 3 #3 3 = =v, a
– .. 2- ºv ~ – ºr, 2- | • T : -
<! ~ gm | >
| - - - -
1 1. 10 24 22,000 35,000
% .84 21 15,500 26,000
% .62 | 18 11,000 18,000
; .43 t 15 7,000 13,500
* .35 1.3% 6,300 11,000
% .28 12 5,800 9,000
Yg .21 | 10% 4,000 6,500
% .16 9 3,000 4,800
fa . 11 7% 1,900 3,600
% .07 | 6 1,300 2,500
— ” .042 750 1,350
rope diameter.
AMERICAN STEEL & WIRE COMPANY
Address nearest office.
For list of offices see page 828.



























831
Wire Strand, Sash Cord, Spikes and Nails
This is composed of 7 or 19
§ i
# Galvanized i steel wires twisted into a single
i Steel Wire # strand, galvanized or extra
i Strand # galvanized. Wire of this con-
struction, in the smaller sizes
and made of annealed steel, is
especially adapted for use as seizing.
Made of hard steel, it has a wide variety of uses,
such as for the guying of poles, smokestacks, in the
transmission system of engine rooms telegraphs and
similar apparatus, for navigational sounding machines,
etc. Grades of higher strength than those listed below
can be furnished. For sounding machines, the Amer-
ican Steel & Wire Company can also supply piano
wire, where desired.
8
IDATA O N (; ALVANIZE I) WIRE STRAN I)
Diameter Size of Wire W.". Approximate
Inches Used Steel 1000 Feet Strength
Wire Gauge in founds in Pounds
7 Wires Twisted Into a Single Strand
34 3 1,200 18,000
% 5 l 800 14,000
* 6 650 11,000
% 8 : 510 8,500
i’s 9 | 415 6,500
% 1 | 295 5,000
* 12 - 210 3,800
3% 13 160 2,800
% 14 - 125 2,300
s'. 15 l 95 1,800
j's 16 75 1,400
* 17 55 900
* 18 40 700
% 19 32 500
8', 20 25 450
* 21 20 400
*. 22 13 300
19 Wires Twisted Into a Single Strand
1 .200 2,100 32,000
% . 175 1,610 | 24,000
34 . 150 1. 1,200 18,000
5% ..125 - 800 14,000
* . 1 1 0 650 11,000
% ... 100 ! 510 8,500
This cord is made up of 6
strands, 7 wires to the strand,
with I cotton core. It is fur-
nished “dead soft,” unless
ordered otherwise, and may be
furnished galvanized. It is used
principally for sash weights and whistles.
Sash Cord
". . . . I | 1 || || 1 || 1 || 1 | 1.
This type is designed to meet
the demand for a light weight,
steel cord of great flexibility.
It is made in three types; 7
strands, 7 wires to the strand;
6 strands, 7 wires to the strand,
cotton center; and 7 strands, 7 wires to the strand. It
is particularly applicable to motor boat steering lines
and, in general, for the same purposes as the galvan-
ized wire strand described above, where greater
flexibility and strength are desired.
Tin ned Motor
Boat Steering
Cord
T IN NE1) MOTOR BOAT STEERING CORI)
7 Strands—19 Wires to the Strand
I)iameter Approximate ...Weight | Breaking Strength
in Inches per 100 Feet in Pounds
in Pounds
3% 26.45 | 14,400
#! | 22.53 | 12,500
# | 17.71 | 9,800
§. 14.56 8,000
% 12.00 I 7,000
s'. 9.50 5,600
* 6.47 | 4,200
4.44 2,800
I 2.88 2,000
IDATA O N SASH CORD
g º Approximate
+5 Weißool Breaking Stress in
= 1 Il OU! Il Cis Pounds
.5 5
$– * •5
# 5 = | # + 3
5 5 à | # #5 #3
F }- & CC < *. º, O
% 101 . I 15 | 2200 1650 1320
3. 077 .087 1800 1411 1080
i’s 0.56 .064 1400 1 100 840
% 025 | .029 550 425 350
3% .014 .016 320 250 200
ſ's .006 ,007 140 110 90
AP PROX IMATE NUM BER OF BOAT SPIKES
TO A K E ( ; OF 200 POUN 1)S
| inches Square _-
* * }^m a.º. ºn I 's 3% ſº | }.4
Length, inches * % ... 130 1860 3600
4 º 1 i 40 1360 2375
* - 940 1230 2050
450 600 800 1175
1825
10 220 275 360 475
1 | 205 260 320 * = &
12 190 240 230
14 175 • * * *
16 160 - - - -
The process of manufacture
employed by the American Steel
& Wire Company insures a
Boat Spike with a clean cut,
sharp, chisel point—a spike
which drives easily and holds
well after driven. The heads will not fly off and the
product runs uniform as to lengths and gauges.
Boat Spikes
The American Steel & Wire
Company manufactures nails in
a wide range of sizes and
styles suited to all requirements.
Boat nails are manufactured in
sizes from 4d to 200, ranging
from I }/3 to 4 inches long and Hº to 3% gauge. Boat
nails can also be supplied barbed.
Included among the products are roofing, fence and
clinch nails, brads, staples, etc. Uniformity of length
and gauge, for each kind and size, is rigidly main-
tained. The company's capacity and equipment for the
manufacture of wire nails is unequalled.
Nails for All
Purposes
AMERICAN STEEL & WIRE COMPANY
Address nearest office.
For list of offices see page 828.



832
Directions for Splicing Wire Rope
The tools required are a small
marlin spike, nipping cutters,
and either clamps or a small
hemp rope sling with which to
wrap around and untwist the
rope. If a bench vise is acces-
sible, it will be found very convenient for holding the
rope.
Tools
Required
e
In splicing rope, a certain
length E-E’ is used up in mak-
ing the splice. The additional
length recommended for making
a splice in different sizes of
wire rope is as follows:
Extra Length to
be Allowed
;
Diameter of Extra Length Diameter of Extra Length
Rope Allowed for the Rope Allowed for the
in Inches Splice Feet in Inches Splice Feet
|
% 16 1 32
}% 16 1 % 36
% 20 1 % 40
% 24 t 1 % 44
% 28 ; tº a º * -
FIG. I.
Sºsses ºr —-- " - T -- - - - -
> ; : - ; ºf aeº M”
carefully
E measured
# the length the rope should be
# after splicing and marked the
Having
i Procedure in
Splicing points M and M' (Fig. I ),
unlay the strands from each
end E and E' to M and M',
and cut off the hemp center at M and M', and then :
First. Interlock the six unlaid strands of each end
alternately, cutting off the hemp centers at M and
M’ and draw wire strands together, so that the points
M and M' meet, a s shown in Fig. 2.
Second. Unlay a strand from one end, and follow-
ing the unlay closely, lay into the seam or groove it
opens in the strand opposite it belonging to the other
end of the rope, until there remains a length of strand
equal in inches to the length of splice EE in feet,
e.g., the straight end of the inlaid strand A on one-
half-inch rope equal 16 inches for 16-foot splice.
Then cut the other strand to about the same length
from the point of meeting, as shown at A (Fig. 3).
Third. Unlay the adjacent strand in the opposite
direction, and following the unlay closely, lay in its
place the corresponding opposite strand, cutting the
ends as described before at B (Fig. 3).
The four strands are now laid in place terminating
at A and B, with the eight remaining at M and M', as
shown in Fig. 3.
It will be well after laying each pair of strands
to tie them temporarily at the points A and B.
Pursue the same course with the remaining four
pairs of opposite strands stopping each pair of strands
So as to divide the space between A and B into five
equal parts, as shown in Fig. 4, and cutting the ends
as before.
All strands are now laid in their proper places with
their respective ends passing each other, as shown in
Fig. 4.
All methods of rope splicing
# are identical up to this point;
# their variety consists in the
: method of securing the ends.
One good way is as follows:
* Clamp the rope in a vise at
a point to the left of A (Fig. 4), and by a hand clamp
applied near A open up the rope by untwisting
sufficiently to cut the hemp core at A, and, seizing it
with the nippers, draw it out slowly. Then insert
a marlin-spike under the two nearest strands to open
up the rope and starting the loose strand into the
space left vacant by the hemp center, rotate the
marlin-spike so as to run the strand into the center.
Cut the hemp core where the strand ends, and push
the end of hemp back into its place. Remove the
clamps and let the rope close together around it.
Draw out the hemp core in the opposite direction and
lay the other strand in the center of the rope in the
same manner. Repeat the operation at the five
remaining points, hammer the rope lightly at the
points, where the ends pass each other at A, A, B,
B', etc., with small wooden mallets, and the splice is
complete, as shown in Fig. 5.
i
Securing the
Ends
If a clamp and vise are not obtainable, two rope
slings and short wooden levers may be used to untwist
and open up the rope.
A rope spliced as above will be nearly as strong
as the original rope, and smooth everywhere. After
running a few days, the splice, if well made, cannot
be pointed out except by the close examination of an
expert.
AMERICAN STEEL & WIRE COMPANY
Address nearest office.
For list of offices see page 828.




833
Wire Rope Fittings
DATA ON OVAL THIMBLES-REGULAR SIZE DATA ON THIMBLES SPLIGED INTO ROPE
+ 3 | - º | 9 3 - º º
~ *- :- | - ºr ° L - - - Tº - ~ ºn c - - - #.
E * > * 3 * * *T* | c.- ºn gº a #3 * * * #7 | – 5 :-- ºn : J & ! E:: - ... ? !. 5 tº
### is ##############|####|## ### ### ### ###
H3 s = ==% 3 - ? 5:3 || 333 553 ||=% = 3 - ; #3| 333 Fºz - - - - Fºx - E‘E-
§: 9- = ~ || 3:53 || #5 5.33 ºf 5- 5.5 + | * Z.E #53 .:... T 2 -- :T- 3 or
; ºr. ga- 3-- - 52T || $2 # * = 3-- - #2" ~ E = * * = *Sº = 53.3
- - -: on O - < - sº -- 5”
2% 77% 3% 6 6.5 1 | 3 || 1 || || 3% .60 2
2% 7%. 3% 5% 5.9 || 7 || 234 13, 2% .44 izº 3% #
- 2 6% 2% 5 3.9 34 2% 1 % 238 .37 15% º s: #4
17% 534 2% 4% 3.8 5% 2 1% 2% .22 is. sº º 134
134 5% 2% 434 2.8 * 134 1% 2 .13 1% 454 º: i;
15% 5 27% 4% 2. | | | | | | |zº is iš. †: . iž
1% 434 2 ºr 37% 1.80 * 1% | 1 134 .09 1% * | 3. iš.
1.3% 3% 3% iº || | | | | "… ii., § i. 3% | * 1
1% 4. 25% 334 1.05 * | 1 34 1% .05 * 3 4 34
1% 3% iſ; ; ; , "º 34 5, 13% ºf - 4
DATA ON OVAL THIM BLES-EXTRA LARGE SIZE
2 6% 35%. 5% 5.8 7% 234 || 2 || 3% .55
1% 534 3% 5% 5. 34 2% 134 3% .45
134 5% 3% 5 4. % 2 1 * 27% .31
15% 5 3 5 3. }} | 194 i! 3% isy,
1% 434 3 434 2.16 Y, 1% 1% 2' .14
1.3% 4% 2}} 4% 1.55 3% 1% 1 2 .12
1% 4 2}} 43% 1.50 * | 1 7%. 13% .06
1% 3% 2% 4% 1.25 % 4 34 1 .03%
1 3 2 & 4% .81
cº -------------- ~ " The American Steel and Wire
a IV allize - - - - - - - -
- Company manufactures a COIll Galvanized Oval Thimble
Oval plete line of oval thimbles, heav-
Thimbles ily coated with zinc, aS listed gunnummumumumumummº The American Steel and Wire
= = c
above. For hawsers, a special
non-collapsible thimble is made.
-------------------------------------------------------------------------
Wire Rope Clips
and Clamps
Clips are manufactured in
standard sizes for wire ropes of
from 4 to 2% inches diam-
eter; cold galvanized furnished
unless otherwise specified; hot
galvanized and black can also
be supplied. They are light, durable and convenient,
but are not recommended for permanent fastening on
hoisting rope. Not fewer than 2 clips should be used
and preferably 4 to 6, particularly on larger sizes of
rope.
Wire Rope Clamps
Clamps are made for wire rope from 15/16 to 2%
inches diameter. From 2 to 6 clamps should be used.
Alternate clamps and clips are better than all clamps,
but for permanent work sockets are preferable.
Company manufactures open
and closed sockets, for use with
either steel or iron rope, in the
standard sizes listed below.
Sockets of special dimensions
can also be supplied, when desired. The method of
attaching makes them the strongest rope fastenings
made, utilizing the full strength of the rope. Sockets
are recommended for all permanent rope fastenings.
Open and Closed
Sockets
----------- -untinuuuuuuuuuuuuuuuuuun
Open Socket
DATA ON CLOSED SOCKETS DATA ON OPEN SOCKETS
- º |
º ºn ta *- * = - ºn – a
* : * * | * * * * | * - - * ~ + 2 + ~ * - tº † : - ſº
2 : 5.5 | E3 2.5 ! :.F ºre E-4-5 +:-.5 || -- J.E. ſ. 3 == E. : : +….:
Žgáš ####| ###| # #3 ### ### # ºf
... = 3.5 |35. F | 3-1 : º- || 3:= | #### 3- 3 ºr - 5 ºr
# =============== | **** | = |* | *-
ºr. -- -- .r:- -- -- -- C -- --
2% 7% - - - . . . . - - | 334 4. 9% 22
2. 6% . . . . . . . - - - 3% 334 §§ 20
134 5% - - - - - - 2% 3% 7% 1634
15% 5 - - - - - - . . . . 2 ºr 2% 6% 13.5%
1% 434 234 5% 125% 2* 2% 5% 13
1.3% 4% 234 5 11% 2% 17% 5 11%
}% 4 % 5 }}}} | }} 17% 5 11%
1% 3% 2% 4% 10% 17% 15% 4% 10
4. 4 || re. 1% 4. 87
34 2% }% 33% 8 || 1 & 1% 334 %
5% 2 1% 3 65% 1% 1 3 634
* 134 1 * 234 6 }; % 234 6
- % 1% 1 ſº 234 6 }} 7% 234 6
1's 1% 1% 2% 5% 7% 5% 2% 5%
% 1% 1% 2% 5% 7% 5% 2% 5%
1 tº 1 # #: 334 ſº 15% 3%
M 34 : 15% 3.3% }} 2 15% 3%
AMERICAN STEEL
Address nearest office.
& WIRE COMPANY
For list of offices see page 828.




834
Wire Rope Fittings
---------------------------------------------------------------------
These are made for use with
Sister Hooks and either steel or iron rope 4 to
Thimbl 2%-inch diameters, and can be
1In D16. -
furnished loose or fastened.
immºn Sister Hooks are frequently em-
ployed where a rope has to be
quickly attached and detached from a load and,
at the same time, to hold the load fast as long as the
rope is under strain.
*
- : TT.
Sister Hook with Thimble
-------------------------------------------------------------------------
Standard Shackles can be
Iron Guy º º sizes º º
either black or galvanized, as
Shackles desired. To determine the
* proper size of shackle for any
purpose, select the size having
a strength equal to the rope with which it is to be used.
Shackles are used extensively to connect ropes, the ends
of which are equipped with thimbles, sockets, turn-
buckles, etc.
Shackle
DATA ON SHACKLES
£ s? — , f
+ v 3 5'2 º: - - tº
C - 1- ~ º: ~ - * º *
# gº #### ÉÉ ####| | #
c - - cº-o E"7": = 5: $.5 B- =
== E- 5.90ſ- ºu º c - Earl ºf re."
--vo - - - ---
.: c > ºn - - - ~ : — -S o –
Š-53 3: Éa -
5°C.E g"
3% 10,890 1% % 9/4
*: 15,200 134 f
% 18,390 17%
* 24,800 17% 7
5% 33,400 2% 1*; 34
34 43,400 13% %
7% 55,200 3% 1.3% 1
1 74,900 134 1%
1% 90,200 4% 17% 1%
1% 92,040 3 1.3%
1.3% 94,100 5% 2% 1%
1% 103,800 6 2% 15%
15% 155,542 6% 3% 134
134 172,400 7 234 17%
2 235,620 8 3% 2%
-------------------------------------------------------------------------
Standard turnbuckles can be
furnished with eye, shackle or
hook ends, in any combination
desired. From the strengths
and working loads given in
table below, the proper size is
readily selected, by using the turnbuckle of the same
strength as the rope. Where greater take-up is desired,
two turnbuckles may be used.
Turnbuckles
*unununununuuuuuuuuuuunun
Turnbuckle with Shackle
DATA ON TURN BUCKLES
~~
º * an 2 : ºn º -
Tº ... - - tº-c-3 Te Q-3 = ~ | c. un ~ *
s:####| #### ºf ###| || 2:##| ###
S = 2 = 2+ 3: 53 E 33 3 * : * ºf : #55
M. º. 5 cº-c = 9 : : - 3:2- * * 5-5 :: = - * - -
Božº'- #3% a # = | *-āš ºo's −3 =
- -- --~ -- T -- --
- -: &T -
% 1,350 270 43% 2
†s 2,250 450 3% || 3% 13%
3% 3,350 670 3% 3% 14
Y: 4,650 930 3% 16%
% 6,250 1,250 6 7% 18%
*: 8,100 1,620 Ž% 1: 23;
5% | 10,000 2,000 8% 10% 24%
34 15,000 3,000 9% 1134 27%
7% 21,000 4,200 10 1234 30%
1 27,500 5,500 11 14 33
1% 34,500 6,900 12 15% 39
1% 44,500 8,900 13 1634 40
1.3% 52,500 10,500 14 50
1% 64,500 12,900 15 19% 51
15% 75,500 15,100 16 21 51%
134 87,000 17,400 18 23 55%
1% 102,500 20,500 18 23 66
2 115,000 23,000 24 31 74
2% 132,500 26,500 24 31
214 151,000 30,200 24 32
------------------------------------------------------------- The American Steel and
Wire Rope Wire Company manufactures
Slin # many types of wire rope slings.
gs # For practically every use the
# proper sling can be supplied.
In ordering slings for special
work, a sketch or blue print with full particulars should
accompany the inquiry.
Self-Locking
Swivel Hook
Hook and Socket
The American Steel and
Wire Company manufactures
Hooks of every type, solid,
swivel, self-locking, etc. They
immunmi can be furnished separate or
fastened to sockets or thimbles,
suitable for any size of wire rope.
The American Steel and Wire Company is equipped
to advise the best installation for any work involving
the use of wire rope and to supply the rope and fittings
complete. --
Hooks
AMERICAN STEEL & WIRE COMPANY
Address nearest office. For list of offices see page 828.






835
Roebling Wire Rope
Roebling
Wire Rope
Center” (Reg. U. S. Pat. Off.) Steel.
taining complete information
The John A. Roebling's Sons
Company manufacture Bright
and Galvanized Wire Rope in
the following grades: Iron,
Cast Steel, Extra Strong Cast
Steel, Plough Steel and “Blue
Catalogs con-
furnished by nearest
branch office on request.
Standing
Rigging Rope
ruminuuuuuuuuu ------------- ---------------------------- -
Running
Rigging Rope
Roebling 6 x 7 Galvanized
Wire Rope and 6 x 19 Galvan-
ized Wire Rope are particularly
adapted for Standing Rigging.
Roebling 6 x 7 Galvanized
Rigging Rope is recommended
in diameters 13%" and smaller
for shrouds and stays.
Roebling 6 x 19 Galvanized
Rigging Rope is a more flexible
rope than the 6 x 7 construc-
tion, and is recommended for
Standing Rigging such as
Smoke Stack Guys and Stays,
Shrouds, Preventers, and also
for Boom Pendants.
The construction of Roeb-
ling 6 x 19 Bright Wire Rope
and 6 x 37 Bright and Galvan-
ized Wire Rope is particularly
adapted for Running Rigging.
Roebling 6 x 19 Bright Run-
ning Rope is recommended for
Cargo Falls, Ash Hoists, Coal
Hoists and for general running
rope.
Roebling 6 x 37 Bright and
Galvanized Running Rope is a
more flexible rope than the
6 x 19 and is sometimes used
for Cargo Falls, Ash Hoists and
Coal Hoists when extra flexi-
bility is necessary.
------------------------------ ------------------------------------------
Hawsers and
Mooring Lines
Hemp Center
Running Rope
and Hawsers
ununununununununununununununununnº
Tiller Rope
Roebling 6 x 37 and 6 x 24
Galvanized Wire Rope, due to
their great strength and ade-
quate flexibility, are particu-
larly adapted for Hawsers and
Mooring Lines.
Roebling 6 x 37 Galvanized
Hawsers have great strength
and the necessary flexibility for
winding on the small drums of
towing machines.
Roebling 6 x 24 Galvanized
Mooring Lines and Hawsers
have less metallic area than the
6 x 37 but are more flexible and
elastic, and are recommended
for Stream Lines or Anchor
Lines, and for Tow Lines when
automatic towing machines are
not used.
The construction of the
Roebling 6 x 12 Galvanized
Wire Rope, with each strand
consisting of 12 wires and a
Hemp Core, makes this rope
nearly as pliable, much stronger
and safer, and more reliable
than a manila hawser of equal
size.
This type of rope is recom-
mended as a Towing Hawser
or as a Warp where maximum
elasticity is essential.
Roebling Bright and Galvan-
ized Tiller Rope is composed of
252 wires, and is made up of a
hemp core around which are
i twisted 6 ropes, each of which
consists of 6 strands, enclosing
a hemp center.
This type of rope, which is
extremely flexible, will pass
around very small pulleys and
sheaves, and consequently is
particularly adapted for Tiller
Rope.
New York, 117-1 19-121 Liberty St.
Boston, 95 Pearl St.
Philadelphia, 223 Arch St.
Chicago, 165 W. Lake St.
Cleveland, 701 St. Clair Ave., N.E.
Pittsburgh, Sandusky & Robinson Sts., N.S.
San Francisco, Cal., 62.4-646 Folsom St.
Los Angeles, 216 S. Alameda St.
Seattle, Wash.,
900 First Ave., South
Atlanta, 69 Walton St.
Portland, Ore.,
487 Lovejoy St.
JOHN A. ROEBLING'S SONS COMPANY. TRENTON. N. J.








836
Roebling Wire Rope Fittings
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73719 H5)^07） dwi， Tig? /G 19 º 2 H_1/M 79 n. 803
C17) HOOG G776070
Thimbles, Hooks, Clips, Clamps, Hawser Reels, splic-
ing Vises and Outfits, and Alligator Wrenches.
Roebling Wire Rope Slings
are made in many standard
sizes, and are recommended for
handling heavy materials
ship construction.
Roebling Electrical Wires and cables of all types and
sizes can be furnished for ship wiring and out
in
fitting.
Gas
Welding Wire can also be furnished for both
and Electric Welding.
Complete Catalogs furnished by nearest branch
office on request.
Among the great variety of
Other Products
Wire Rope Sockets (Open and Closed),
g wire rope fittings and accessories are the fol-
JOHN A. ROEBLING'S SONS COMPANY. TRENTON. N. J.
Roeblin
lowing







837
Wire and Fibre Rope
Hawsers and Moor-
ing Lines
ºutnuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuur. Th
Waterbury Company
Waterbury manufactures Wire Rope for - -
Wire Ron all purposes in the following Construction
ire riope materials: Iron, Crucible Cast 6 strands—12
Steel, Plow Steel and Green wires to the
Strand Giant Plow Steel. strand–7 hemp
Haulage. Transmission and Standing
Rope
7.
H
º
a.
C
Hoisting Rope re a dily bent. 6 strands—12
- wires to the
6 º e strand–7 hemp
Special Flexible
Tiller Rope
Hoisting Rope
Construction :
6 x 7. A rela-
tively stiff rope
capable of resist-
ing external wear
or a brasion.
Large sheaves
are necessary.
Construction :
6 x 19. The
wires are smaller
than 6 x 7 and
6 x 12. This
rope is less able
to resist abrasion,
but can be more
wires are still
smaller than in
6x19. This rope
may be used over
fairly small
sheaves but is
not adapted for
much external
Wear".
Construction :
8 x 19. More
flexible than 6 x
19 and can be
used over smaller
sheaves. In flexi-
bility, it is the
same as 6 x 37,
but not so strong.
Construction :
6 x 12. Is gen-
erally made gal-
vanized. It has
a hemp core in
each strand. Not
as strong but
more flexible than
6 x 19.
Construction
6 x 7. It is the
most flexible rope
made. Can be
bent around very
small sheaves.
Is constructed of
very fine wires.
For light loads.
COreS.
Construction
6 strands—24
wires to the
strand–7 hemp
COICS.
Construction
6 strands—37
wires to the
strand—I hemp
COre.
Running Rope
Construction
CO res.
Yacht Rigging or
Guy Rope
Construction
6 strands—7
wires to the
strand—I hemp
COre.
Flexible Yacht
Rope
Construction
6 strands–19
wires to the
strand—I hemp
COre.
Ship’s Rigging or
Guy Rope
Construction
7 or 12 wires
strand–I hemp
Core.
Non-Spinning
Hoisting Rope
-----------------------------------------------------------------
------------------------------------------------------------------------
Construction: 18 strands, 7
wires to the strand with hemp
center. Used principally as *
hoisting rope. Is non-rotating:
i. e., non-spinning, and made tº
overcome the spinning of load:
ing buckets, beams, etc. Has greater flexibility an
wearing surface, and more sectional area to stand *
larger amount of
wear and tear
than wire rope of 6
strands, 19 wires.
Outer strands
and inner rope
st r a n dis a re
twisted in oppo-
site directions.
Non-Spinning Hoisting Rope
WATERBURY COMPANY
63 PARK ROW, NEW YORK








838
Wire and Fibre Rope
Waterbury Waterbury Armored Wire
Armored Wire Rope. (Gore. Patent) embodies
Rope (Gore the first radical and important
Patent) improvement in wire rope con-
struction in many years. Each
strand of the rope is wound with
flat steel wire having convex edges which forms a pro-
tective armor.
The convex edges permit the flexing of the rope
without any creeping of the armor wires, while the
flat wire serving takes the abrasion on crown of strands
from the tensile strength wires, also at the point the
strands adjoin and wires converge and chafe during
flexing movement.
The life of this rope is thus materially lengthened
(this increase ranging from 50 to 150 per cent accord-
ing to conditions) and the initial factor of safety is
maintained longer in Waterbury Armored Wire Rope
(Gore Patent) than in any other construction.
Waterbury Fibreclad is a
wire rope each strand of which
is served with the best grade
of tarred Russian Hemp Mar-
line. This fibre covering pre-
vents the chafing and wear of
the wire strands during flexing movements, and after
being in service a short time the fibre packs into the
interstices of the strands resulting in a rope having a
smooth cylindrical surface.
The tarred Marline covering also protects the wire
strands of the rope from moisture or water, eliminating
the possibility of rust and also preventing foreign
matter from working into the wire strands.
--------------------------------------------------------------------
Waterbury
Fibreclad
"------------------------------------------------------------------------
Unlike Manila Rope, Fibreclad is unaffected by
changes in atmospheric conditions; it will not stretch
in dry weather nor contract in wet weather and will
not swell or jam nor ice up in freezing weather.
Fibreclad is about one-third the diameter of Manila
Rope of the same strength, permitting the use of smaller
blocks and reducing expense. Its weight is 50 per
cent less than that of Manila of the same strength.
Fibreclad will coil down as readily as Manila Rope.
As the wires are fibre covered it is more easily handled
than wire rope of standard construction and is less
cumbersome than Manila.
It will not rust or rot out in service as the fibre
covering is impregnated with lubricant and preserves
the wires. As it wears longer the ultimate cost is lower
than that of either plain wire or Manila rope.
----------------------------------------------------------------------
Waterbury
Standard
Manila Rope
-----------------------------------------------------------------------
Waterbury Standard Manila
Rope is in either 3 or 4 strand,
the latter with or without heart.
This grade of rope is most suit-
able for general work and most
commonly called for. Water-
bury Brand is made of selected and tough Manila
fibre, and is the standard by which other grades of
rope are judged.
--
(With heart)
(Without heart)
Waterbury Hoisting or Fall Rope is generally 4
strand, with heart, made of harder lay than ordinary
4-strand rope, to make the rope firm and hold its shape
under stress or pressure. Sizes run 2 1/4 inch to 6
inch circumference.
Steamboat Lines for docking vessels are generally
medium soft laid, since this makes them easier to
handle and withstand sudden strains.
Wheel Rope for steering gear is made 4-strand
with heart. The lay is not quite so hard as Hoisting
Rope, being made flexible for use over wheel drums.
The best of Manila fibre enters into the manufac-
ture of Yacht rope. The hemp being selected for the
purpose, color and texture being considered, as well
as strength and durability. This class of rope is used
for yacht rigging, is of medium soft lay for easy
handling, and made 3 or 4 strands, as desired.
Towing Lines, or Canal Lines, are generally Bolt
Rope Stock, although in some cases users specify a pure
good grade of Manila rope known as standard first
quality (Waterbury Brand). Towing Lines are
medium soft lay, i. e., with slightly less twist than gen-
erally put in standard ropes.
----------------------------------------------------------------------
In buying Waterbury Prod-
ucts you are assured of as high
a quality as it is possible to
make, also prompt and courte-
ous attention. Complete stocks
are carried at the following
Branch Offices
s
immunimumumumumumumumumumumº
Branch Offices:–
Chicago, Ill., 1315-21 West Congress St.
San Francisco, Cal., 151 Main St.
New Orleans, La., 1018 Maison Blanche Bldg.
WATERBURY COMPANY
63 PARK ROW, NEW YORK



839
Crescent Hemp-Clad and Plain Wire Rope
Crescent Wire Ropes have
been designed to meet a wide
variety of shipboard and ship-
yard conditions, and all sizes
and degrees of flexibility are
obtainable. Standard Ropes are
kept in stock for service in Hoisting, Hauling, Guy
Ropes, Derricks, Cableways, Steam Shovels, Inclined
Railways, Dredging, Pile Driving, Drilling, and Con-
veying. Wire rope accessories are also furnished.
Crescent Hemp-Clad Wire
Rope consists of a hemp center
surrounded by five or six strands
of steel wire, each spirally
bound with strands of the high-
est grade of yacht marline. The
marline covering prevents friction between the strands
when the rope is in use, affords a protection against
moisture, and keeps from the wire any abrasive and
destructive foreign matter. It also offers protection
to workmen's hands against broken wires.
Uses
-----------------------------------------------------------------------
Construction of
Crescent Hemp-
Clad Wire Rope
------------------------------------------------------------------------
#
Crescent Hemp-Clad Wire Rope
APPROXIMATE COMPARISON OF STRENGTH
Crescent Wire Ropes are
made with hemp or steel core in
Swedish Iron, Crucible Cast
Crescent
Wire Rope
Steel, Mild Plow Steel, Plow
Steel and Improved Plow Steel.
Crescent 7-Wire Single Strand
For Guys, Etc.
Crescent 6 x 7 Rope
For Haulage, Guy Ropes, Track Ropes, on Cableways, etc.
Crescent 6 x 19 Hoisting Rope
For Hoisting. Dredging and Main Cableways
- Crescent Hemp-Clad Wire Rope
Manila Rope Diameter
Approxi- - Extra -
Circum- Diam. mate Crucible strong Plow
ference breaking Iron steel crucible steel
strain steel
13 * 2,250 34 . . . . . . . . . . . . . . . . . . . . . . . . . .
* º 3,000 || . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2% *4. 4,000 % 34 . . . . . . . . . . . . . . . . .
2% % 5,000 || . . . . . . . . . . . . . . . . . *4 |. . . . . . . .
234. % 5,800 ||. . . . . . . . % . . . . . . . . *4
3. 1 7,000 ||. . . . . . . . . . . . . . . . . % . . . . . ; : :
3 * 1 * 8,000 % - . . . . . . . . . . . . . . . %
3% 1% 9,200 ||. . . . . . . . % . . . . . . . . . . . . . . . . .
334 134 11,000 || . . . . . . . . . . . . . . . . . % . . . . . . . .
4. 1% 12,000 % . . . . . . . . . . . . . . . . . *g
4 4. 13s 13,500 || . . . . . . . . % --------|--------
4% 1% 15,500 || . . . . . . . . . . . . . . . . . * . . . . . . . . .
434 1% 17.000 34 % . . . . . . . . 'ie
5 15% 19.000 || . . . . . . . . % % - - - - - - - -
5% 134 23,500 % . . . . . . . . º 34
6 2 27,000 || . . . . . . . . % . . . . . . . . . . . . . . . . .
6% 2}s 31,500 1 1. . . . . . . . 34 **
7 2 *4 37,000 1% *4 . . . . . . . . . . . . . . . .
734 252. 42,000 || . . . . . . . . . . . . . . . . . % | . . . . .
s 2% 48,000 194 % . . . . . . . . 34.
8% 2%. 54,000 || . . . . . . . . . . . . . . . . . % ' ' ' ' . . .
o 3 - }}}} }}} 1 - - 1- - - - - %
9 J 3% 67.00 - I - - - - - - - - - - - - - - - - - -
13% 3 * 75,000 || . . . . . . . . 1% . . . . . . . . 1
Crescent 6 x 37 Special Extra Flexible Hoisting Rope
For Very Small Sheaves and Drums
Crescent 8 x 19 Flexible Hoisting Rope
For Use on Small Sheaves and Drums
-nºun ------------------------------------------------------------
In order to insure absolutely
satisfactory performance from
For marine purposes Crescent
Service
Crescent Wire Ropes, the manu-
Advantages of
Hemp-Clad Wire Rope is with-
out an equal. It is flexible, can
be coiled and handled as easily
as manila rope, does not swell
when wet as the latter does, is
not affected by ice in winter, and can be fastened
around cleats or bits with the ease of manila rope.
Its diameter is about 1/3 that of manila rope of equal
strength, permitting the use of smaller blocks, and its
weight 50% lighter. It will not rust, the lubricant
in the fibre being in constant contact with the wire.
Crescent Hemp-
Clad Wire Rope
---------------- ---------------------------------------------------------
facturers offer users the benefit
im of a wide experience, and wil
recommend the most suitable
rope for any given service. Branch Offices located at:
New York, 124 White Street
Cleveland, Rockefeller Building
New Orleans, Menge Hardware and Supply Co.
San Francisco, Rolph, Mills and Co.
Seattle, Rolph, Mills and Co.
Portland, Ore., Rolph, Mills and Co.
GEO. C. MOON CO.. INC.. GARWOOD, N. J.






840
Leschen Wire Rope
Fig. 1 Fig. 2 Fig. 3 Fig. 5
- - - - - - Guy and Rig- Running Rope Mooring Line
Hoisting Rope Hoisting Rope ging Rope and Mooring and Hawser
(6x19) (6x37) (6x7) Line (6x12) (6x24)
Leschen Wire Ropes are
made in all standard grades,
- such as Plow Steel, Cast Steel
Wire Rope and Iron, and in addition we
are the designers and sole manu-
facturers of “Hercules” (Red-
Strand) Wire Rope, which is a wire rope that is ex-
ceptionally efficient for heavy duty of all kinds be-
cause of the great resistance it offers to wear and
stresses. It is especially recommended for use on
cranes, derricks, cargo hoists, etc.
All materials used in the manufacture of Leschen
Wire Rope are high grade in every respect, and in
order to insure that our high standing is uniformly
maintained, all material is subjected to exacting tests.
The Home Office and Factory of A. Leschen &
Sons Rope Co. are at St. Louis, Mo. Branch stores
are located at New York, Chicago, Denver and San
Francisco.
“HERCULES" (RED STRAND) HOISTING
ROPE. 6 STRANDS OF 19 WIRES
EACH_1 HEMP CORE (FIG. 1)
Proper Diam.
Leschen
Approx. Working in Ft. of
T)iam. List Strength Load Approx. Drum or
in Price in Toms of in Tons of Weight Sheave
Inches per Foot 2000 Lb.S. 2000 Lbs. per Foot Advised
3% .14% 6.75 1.35 .22 11%
* .15% 9.4 1.9 .30 134
1% .17 12.1 2.4 .39 2
.19 14.5 2.9 .50 214
% .22% 19 3.8 .62 2%
1. .31 26.3 5.3 .89 3
% .39 35 7 1.20 31%
1 .50 45 9 1.58 4
11% .62 56 11 4%
114 75 69 14 2.45
1% .90 S4 17 3. 51%
11% 1.10 9S 20 3.55 6
"HERCULEs (RED STRAND) Hoist ING
ROPE. 6 STRAND'S OF 37 WIRES
EACH-1 HEMP CORE (FIG. 2)
% $0.17% 5.30 1.06 .22 1
*s .18% 7.50 1.5 .30 1.15
}% 20 5 1.9 .39 1.33
* .23 12.50 2.5 .50 1.50
% .27 16 3.2 .62 1.75
A. .36 28 4.6 .89 1.83
% 46 29 5.8 1.20 2.16
1 59 37 7.4 1.58 2.50
1% 75 46 9.2 2 2.83
1% .86 58 11 2.45 3.20.
1% 1.05 71 14 3. 3.50
1% 1.25 S4 17 3.55 3.75
GALVANIZED IRON GUY AND RIGGING
ROPE. 6 STRANDS OF 7 WIRES
EACH-1 HEMP CORE (FIG. 3)
Approx.
Diam. Circum. List Strength Approx.
in in Price in Tons of Weight
Inches Inches Per Foot 2000 Lbs. per Foot
% 1% .04% 1.95 .22
*s 134 .05 2.35 .30
% 1% .06 3.39 .39
*: 1% .07 4.46 .50
% 2 .0S 5.7 .62
%. 2% .09 7.8 .89
++ 2% .11 9.4 1.03
% 2% .13 11.1 1.20
1 3 .15 14.1 1.58
1*; 3% .17% 16.1 1.77
1% 3% .19% 1S 2
11%. 3% .22% 19 2.21
114 4 .25 23 2.45
GALVANIZED CAST STEEL RIGGING AND
GUY ROPE. 6 STRAND'S OF 7 WIRES
EACH-1 HEMP CORE (FIG. 3)
% 1% .06 4.2 .22
* 114 .07 5 30
% 1% .08% 7 39
* 1% .11 9 50
93 2 .13 11.7 62
# 2% .18% 16.8 S9
- 2% .22 19 1.03
7s 2% .24% 22 1.20
1 3. .31% 28 1.58
1*. 3% .35 31 1.77
1% 3 .39% 34
1*. 3% .44 3S 2.21
114 4 .47 42 2.45
GALVANIZED CAST STEEL RIGGING AND
GUY ROPE. 6 STRAND'S OF 19 WIRES
EACH-1 HEMP CORE (FIG. 1)
11% .10% 4.2 .22
%
* 114 .11 5 .30
% 1% .12 7 39
*: 1% .13 9 .50
53 .15% 11.7 .62
% 2% .20% 16.8 .89
+: 2 .23% 19 1.03
% 2% .26% 22 1.20
1 .34 28 1.58
1 ºr 314 .38 31 1.77
1% 31% .41% 34 2
1 *: 3% .46 38 2.21
1% 4 .50 42 2.45
GALVANIZED CAST STEEL RUNNING
ROPE. 6 STRANDS OF 12 WIRES
EACH-7 HEMP CENTERS
PLOW STEEL HOISTING ROPE. 6
STRAND'S OF 19 WIRES EACH-1
HEMP CORE (FIG. 1)
(FIG. 4)
* 1. $0.07 1.98 .10
§§ 1% .07% 2.85 .14
* 1% .08% 3.9 .20
% 1% .09 5 .26
*: 1% .11 6.5 .33
5% 2 .14 s .42
34 2% .16% 11.5 .59
+: 2% .20 13.5 .68
% 2% .23 15.5 .80
1 : .27 19.5 1.05
1 ºr 34 .30 22.5 1.18
GALVANIZED STEEL MooRING LINEs
% .12% 5.75 1.15 . 1.50
# º: 1. #" 35 #7. AND HAWSERS. 6 STRAND'S OF 24
*: 16 12.3 2.4 .50 2.25 WIRES EACH-7 HEMP CORES
53 19 15.5 3.1 .62 2.5 (FIG. 5)
% º: ; #; 1% #5 -
1% 13 38 7.6 1.58 A º, º, *::: º º
1% .54 47 9.4 2 4.5 % 2% .25 20 1.65
CAST STEEL HOISTING ROPE. 6 STRANDS i. #4 º # #:
OF 19 WIRES EACH-1 HEMP }% § º # #3;
CORE (FIG. 1) 114 ** .# 42 2.15
% .09% 4.8 .96 .22 1.50 1% 414 .62 50 2.62
*: .10 6.5 1.30 .30 1.75 11's 4% .67 55 2.92
% .11 8.4 1.68 .39 2 1% 4% .73 63 8.10
* .12 10 2 .50 2.25 1% 5 .80 74 3.63
% 14 12.5 2.5 .62 2.5 1++ 514 .86 76 3.86
'4 19 17.5 3.5 .89 3. 134 5% .93 82 4.24
% 24 23 4.6 1.20 3.5 1+? 5% 1.00 S8 4.48
1 .31 30 6 1.58 4 1+3 6 1.06 98 5.09
- 1% .38 38 7.6 2 4.5 2 614 1.14 106 5.51
A. LESCHEN & SONS ROPE CO. ST. LOUIS. MO.


841
Madesco Tackle Blocks
Madesco Tackle Blocks are
made in a large variety of types
for different purposes, as briefly
described on this and the fol-
lowing page. The sturdiness
of these blocks is assured by the
fact that each part is constructed on engineering prin-
ciples with a generous margin of safety, and that the
straps, axle and fittings must all pass the most rigid
inspection. The sheaves are thoroughly galvanized—
the rope score smooth and free from those defects which
shorten the life of the rope.
uuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuu:
Madesco
Tackle Blocks
The Madesco tackle blocks are manufactured in
our own modern plant, devoted exclusively to this
work. Quick deliveries are assured because of large
stock maintained and efficient supervision of shipment.
Madesco Tackle Blocks may also be obtained from
the Coston Supply Co., 23 Water Street, New York
City–Distributors, New York District; Wright and
Lacy, 244 California St., San Francisco–Pacific Coast
representative; Standard Supply and Hardware
Co., New Orleans, La., C. W. Greene Co., Tampa,
Fla.; and from the Cameron and Barkley Co., Jack-
sonville, Fla., and Miami, Fla.
Triple Wide Mortise Wood Block
with Regular Shackle
and for use with manila rope.
Either type can be furnished
with one, two or three sheaves,
as desired. The shells are of carefully selected hard-
wood, free from flaws of any kind, and are cross-
riveted in the wide mortise type for additional strength
and safety. The straps are of steel, and either self-
lubricating patent rollers or common iron bushings
can be furnished with both types.
------------------------- Madesco Wood Blocks are
Wide and # made with wide or regular mor-
Regular H tise for general marine work
Mortise Blocks
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The wide mortise tackle block illustrated above is
of particularly heavy construction and is admirably
adapted for use wherever a rugged block is needed.
The regular mortise block is sometimes referred to as
the “Inside Strap” Tackle Block and is suitable for
lighter duty.
“Quaker” Cargo Hoster with Shackle
The “Quaker” Cargo Hoister
shown above is suitable for
heavy hoisting duty on ship.
board or for large contracting
work where either manila or
wire rope is used. It is fur-
nished with a single sheave only, with heavy malleable
iron shell, drop forged steel straps, and self-lubricating
flanged bushing.
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“Quaker”
Cargo Hoister
------------- -----------------------------------------------------------
Diamond Shell
Tackle Block
The Madesco Diamond Shell
Tackle Block shown below, is
non-toppling, and is particularly
adapted for use where the pos!"
tion of the block remains cont
stant relative to the leads. This
type of block, which is suitable for use with wire
rope, has sheet steel shell and steel straps, and can be
furnished with one, two or three sheaves and with
either self-lubricating or common iron bushings.
------------------------------------------------------------------------
|
O
O
UD ||
l
ſº
<
>
Heavy Pattern Triple Diamond Shell Block
with Regular Shackle
MARINE DECKING
AND SUPPLY CO.
1011 CHESTNUT ST. PHILADELPHIA, PA.



842
Madesco
Tackle Blocks
i
Double Oval Shell Block with Stiff Swivel Hook
The Madesco Oval Shell
Tackle Block, as illustrated
above, is of heavy construction
and suitable for heavy hoisting
duty on board ship where the
position of the block changes,
since the leads meet no interference coming off the
block. It can be used with wire rope and is furnished
with one, two or three sheaves and with either self-
lubricating or common iron bushings.
---------------------------- ------------------
Oval Shell
Tackle Block
This type of block, shown
below, is for use with manila
rope, and is preferred in some
cases to wood blocks. It is fur-
nished with one, two or three
sheaves and is similar in con-
struction to the Oval Shell Block mentioned above.
Pressed
Steel Shell
Tackle Block
*illuminutiunninnununununununun
-----------------
O
O
CD
n
ſº
º
Dº
Heavy Pressed Steel Shell Triple Block
with Regular Shackle
-------------------------------------------------------------------------
Snatch Blocks are furnished
in all types, except of course, the
Cargo Hoister, and made with
heavy wood shell for manila
rope and wrought iron or steel
shell for wire rope as shown be-
low.
Gin blocks, with single sheave and for manila rope,
are made for light hoisting where a light, inexpensive
block is desired.
Snatch and
Gin Blocks
-
nunununu --------------------- -------------------------- ---
" The following fittings may
k . be supplied with M a de sco
Tackle Bloc Tackle Blocks, or on separate
Fittings = order: Regular Shackle, Upset
# Shackle, Reverse Upset Shackle,
Swivel Jaw, Swivel Eye, Stiff
Eye, Loose Front Hook, Loose Side Hook, Loose
Swivel Hook, Stiff Swivel Hook, Stiff Front Hook,
Side Sister Hook, and Loose Ring. Special Fittings .
furnished on order.
O
O
U)
T.
º
<
>
Wrought Iron or Steel
Snatch Block
for Wire Rope
Heavy Wood
Snatch Block
-------- ---------------------------------------------------------------
* When ordering any of the va-
rious types of Madesco tackle
blocks, be sure to cover the fol-
lowing:—Length of shell, di-
ºn ameter of sheave, number of
sheaves, diameter or circumfer-
ence of rope, kind of rope, kind of bushing, kind of
fitting, galvanized or japanned straps and fittings, with
or without beckets.
---------------------------------------------------------------------
Madesco Rigging Details con-
sist of small castings and forg-
ings similar to those shown in
the drawing of the 5-ton Cargo
i Handling Gear in the Planning
Section, and of all such cast-
ings and forgings for cargo handling gears of greater
or lesser capacity.
How to Order
Rigging
Details
MARINE DECKING
AND SUPPLY CO.
1011 CHESTNUT ST. PHILADELPHIA. PA.



843
McMillan Tackle Blocks
McMillan Iron and Steel
----------------------------- --------------- --------------------------
For Cargo Tackle Blocks are designed for
Hoisti heavy lifting and can be used
oisting - - -
with wire, manila rope or
chain. They are particularly
adapted for cargo hoisting and
are furnished in a wide variety of styles for all pur-
poses.
The metal Cargo Hoisting Blocks, shown be-
low, are made extra strong for rapid and heavy hoist-
ing and are furnished with bronze self-lubricated
------------------------------------------------------------ ----------
With Stiff Swivel Hook With Swivel Eye and Shackle
Metal Cargo Hoisting Blocks
bushed galvanized iron sheaves for either manila rope,
wire rope, served wire or chain.
These blocks can also be furnished with swivel eyes
and shackles or other standard fittings.
Heavy Wire Rope Snatch Block
Heavy Wire Rope Snatch Blocks, as illustrated
above, are made for heavy work and will be found
strong and durable.
Double
Single
Heavy Wire Rope Blocks with Shackle
Heavy Wire Rope Blocks can be furnished, either
with shackles, as shown above, or with hooks, and over-
hauling weights.
Extra Heavy Wire Rope Blocks, as shown in the
following column, can also be furnished single, double
or triple, with lashing shackles or regular shackles,
and diamond or pear pattern.
Diamond Pattern Pear Pattern
Extra Heavy Wire Rope Blocks with Lashing Shackles
McMillan Boat Davit Blocks,
as shown below, are made in
wood or iron and are furnished
with or without beckets, and
with one, two, three or four
sheaves. These blocks are
sturdy and well built, and arranged so as to prevent
wear on sides of rope.
For Life Boats
and Anchor
Davits
Davit Blocks
The Releasing Hook Block, shown below, is fit-
ted with releasing hook which has been approved by
the Board of Supervising Inspectors of Steam Vessels.
Davit Blocks
W. H. McMillan's Sons al-
so manufacture a large number
of other types of tackle blocks
and similar equipment for
marine purposes, including
Dead Eyes, Hearts, Topmast
Trucks, Ship's Ladder Steps, Mast Hoops, Hanks,
Lignumvitae wood (in the log, sawed or turned to
shape), Cargo Block Sheaves, and Bushings, all types
of Shackles, Cargo and Hatch Hooks, Ball Overhaul-
ing Weights, Iron Rollers, Heavy Wide Mortice
Blocks, Jib Sheet Blocks, etc.
Other Products
W. H. McMILLAN's SONS, 153 SOUTH ST. N. Y.






844
Ship Winches and Mooring Machines
Reversible
Warping Two speeds.
| Winch Data Double cylinder 8" x
** 8" engine.
Fore and aft over all,
66".
Shaft length as re-
quired.
Net weight (about)
6,500 pounds.
Chase Reversible 2-Speed Warping Winch
"i Chase Mooring Machines
perform important service in
docking and warping vessels,
but the most essential service
is in automatically and without
attention maintaining uniform
tension in the lines, so that they can neither get slack,
permitting the vessel to range under the impulse of
the unloading clams, breaking lines and damaging dock
cargo handling apparatus, nor break under an overload.
Tension in the lines is subject to rapid
alteration of trim and draft as cargo is
poured in or discharged, action of tides, and
waves from passing vessels. Two machines
are set forward of the hatch space and two
aft, giving two breast lines and two shift
lines, and additional machines for a breast
Mooring
Machine
------------------------- uuuuuuuuuuuuuuuuuuuuuuuu-
-
-
- -
-
º - -
-
line at bow and stern are recommended on large ves- E_* ºr ºf º- -
elow. - -
sels. For data see table b Chase Mooring Machine
Size Overall Dimensions Net size Number lºngth
* ºn win ºn tº cº, * *
He - | Cable - - -
Engine anºt n neign - 250 The Reversible Cargo Winch
6" x 6" || 48" || 48" | 38” 2500 || 34” 4 r -
– –––– i-º- R ibl illustrated has two speeds, and
8" x 8" | 56” 56" 45" 4100 1” 4 350. It eversidie - - - -
- - -- --- - is equipped with the improved
s's 10" ºr ºr 52" | 800 1%" to a cow Cargo Hoist
Chase reverse valve, a simple,
effective, and thoroughly satis-
factory arrangement, which
works easily and certainly, does not get out of order,
and does not leak steam.
Double cylinder 8" x 8" engine.
Drum 12" diameter, 15" long, 26" flanges.
Overall dimensions, 68%" along shaft, by
66" by 50" high.
Net weight 5,500 pounds.
Chase winches are simple in design, handy in opera-
tion, strongly built, with ample wearing surfaces, and
adequate provision for lubrication, take up, and ad-
justment.
THE CHASE MACHINE CO.
2313 ELM ST. N. W. CLEVELAND. OHIO



















845
ºf lºº.
. ºf ºº
nº wº
sºlº tº
ºf Fºº
-
The National Standard Cargo Winch
-------------------------------------------------------------------------
---------------------------------------------- s The -- National” Standard
The “National” Steam Cargo - --- - -
# Two-Speed Cargo Winch is
Winch, illustrated above, is de-
i Two Speed signed to handle light loads at Engineering made in two sizes. Technical
H Cargo Winch a fast speed and heavy loads at Data i data, for both these sizes, in-
slow speed and is, therefore, ini cluding capacities, weights, over
- better adapted for general cargo all dimensions and bed-plate di-
- service than any other type of winch. The link op- mensions are given in the table below.
erating lever and throttle valve are conveniently ar-
ranged for the operator and all gearing is completely
guarded to insure safety. C --- ^ —ſº
------------------------------------------------------------------------
“National” Winches are par-
ticularly rugged throughout to º
Construction meet severe service at the hands
of inexperienced operators. The -6 t
in drum barrel is of large diameter - R *-
and warping ends are fitted at ſº | --A
each end of the drum shaft. They are fitted with
“Stevenson” reversing link motion with large surfaces º
to stand the heavy wear and tear to which these parts : s |Tºº
J
--
are subjected. All bearings are fitted with renewable * `)
bronze liners. The piston rods are tobin bronze. The C
engine shaft is made square in the way of sliding clutch
eliminating feather key. Gearing is especially strong NA | |
designed, cast from metal patterns. The first reduc- Wºr Nº/- –
tion has machine-cut teeth to insure quiet running. -B--- C – --- C - 3- º
The crank pin is of extra large diameter and both
crank pin and crosshead pin are fitted with adjustable
brasses. The steam stop valve is fitted with renewable
screw and nut. These winches are built on a duplicate
part system and tested with steam before shipment.
TWO SPEED CARGO WINCH
Cylinders Drum Hoist. Cap. ship- Overall Bedplate Dimensions—Inches
Or- Sig"le D'ble ping R
der H.P. Dia. | Strºk Dia. L'gth Gear Gear || Wºt. Height | width Length A. B C D E F G H K L | M. P
No. Ins. Ins. Ins. Ins. Lbs. Lbs. Lbs. Ins. Ins. ns. – – 1–1–1 —l-l:T
40 - || 4 || | | | | | |3500 ſºlº ſº, sº, º sº 24, 21% º 'º 22° 22′ 32: 3: 2 || 1:4 3.4%
44.1 30 | 894 | 10 18 26 5,000 10,000 8,000, 50%| 102%. 73 59% 23, 27 | 6’1 1%. 23%. 234 23's 334 2 | 1.4 ſºlº
—-
NATIONAL HOISTING ENGINE CO.
HARRISON, NEWJERSEY. U. S. A.



846
National Cargo Winches
quired for rigidity and strength. Engine information
and dimensions are given in plan and the table below.
#". The Single Geared Reverse
Link Motion Winch illustrated
below is designed for fast cargo
hoisting where the loads are
i uniform weight. The drum
barrel is of large diameter and
the winch is fitted with the same high grade features
and of the same construction as our standard Two-
Speed Cargo Winch described on the opposite page.
We specialize in winches only and “National”
Winches have well earned the reputation of being
“the best built winch in America.” “National”
Winches are being used by the leading Shipbuilders
Reverse Throttle Valve Winch and Steamship Concerns.
Single Geared
Winch
*
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The “National” Single Drum
Reverse Reverse Throttle Valve Winch,
Throttle illustrated above, is a particu-
Winch larly compact type of winch
**uluuuuuuuuuuuuuuuuuu- which has amply proved its ex-
- cellence of design and construc-
tion and has been supplied in large quantities to the
Emergency Fleet Corporation.
This type of winch is controlled by improved bal-
anced reverse throttle valve, controlled by one lever
and arranged to permit operation from either side. It
is of exceedingly strong and simple construction, built
to withstand severe service and requires minimum at-
tention from the operator. Crank pins are extra large
and shaft bearings are fitted with anti-friction metal
to permit long running at a high speed without heating.
Warping ends are mounted on both ends of the drum
shaft for hauling, hoisting, mooring, etc. Bed plate
and frame are heavy and strongly reinforced where re-
LL
t
i.
a T.
-
º
-:
|
-
| | | |
-k-
+ -F tº ſh
------------
-
-- -
-
l l - -
IIII I III]
-
Or- Cylinders Drum Host Overall Bedplate Dimensions—Inches
der H.P. In- Out- Cap. Wºt.
No. pia. Sir'k let let |19|a|L'th Lbs, Lbs. Height Lºgth wºn A. B C D E F G H | Pº L M P R.
Ins. Ins Ins. Ins. Ins. Ins. Ins. Ins. Ins. -
SINGLE GE ARED REVERSE THROTTLE VALVE WINCH
444 12 6%| 8 |*|: 12 || 14 2,000 |3,050, 37% 55% 62% 34 2%, 14%, 46 2% 32% 9 º () |* 1% 4's
445 25 8%| 8 || 2 || 2:2 16 20 ! 5,000 5,400' 45 66% 81% 45 ºf 1934 63 ſº. 30 30 10%. 334|| 2 | || 5 . .
SINGLE GEAR." D LINK REVERSE WINCH
701 22 º 10 2 14 º 5,000 44 º 84 | 43% |º 19% º 1%. 22%, 2.2%. 22%. 3% 2 194 2% 4%
702 || 30 834 10 2 2% 14 20 8,000 6,500 49% 73 10.1% 58% 234 26% 73 1%. 23%. 23% 23%. 334|| 2 14|| 5 v 5
NATIONAL HOISTING ENGINE CO.
HARRISON, NEWJERSEY. U. S. A.



847
Lidgerwood Cargo Winches
-
Hosts holds, +
AND LOWERS ſº
BY ONE LEVER /
º
78EARING
L/DGERWOOD STANDARD CROSS HEAD -
AND SL/DE. HEAVY AATTERN
-
gºd FFAME tº s
* W 4 PAR75 >
_-
-
The Lidgerwood Standardized Cargo Winch (Catalog No. 1917)
ºf
#"""". The Lidgerwood Standard
# Advantages of H Cargo Winches are adapted for
H Lidgerwood H both large and small ships, for
# Standard Winches the rapid handling of both light
------------------------------------------------------------------ mi and heavy loads. The follow-
ing advantages have been se-
cured in their design:
Ease and simplicity of operation. Safe and perfect
control of load. Speed in handling normal loads.
Minimum deck space for capacity required. Strength
and ruggedness of construction to withstand the severe
usage given by stevedores. Refinement in design, giv-
ing minimum weight without impairing strength.
* These winches are controlled
| Operation by a single lever operating a
i and steam reverse valve. The lever
H Construction is raised to hoist, and depressed
# to lower the load, entirely con-
- trolling the load by steam. The
usual method is to instal in pairs, as shown
in Plate 1899; one man can then easily
handle two winches.
On the drum flange is a foot-operated
band brake, with non-burn lining. This
º
Plate 1787
brake is not used for general cargo handling, but is fur-
nished for emergency use.
The winches are of side frame construction, with
cast iron frames, firmly secured by crosspieces at front
and rear, with joints accurately planed and dowelled
in place. All bearings are of generous proportions,
lined with our special high grade babbitt metal con-
taining 74% tin.
These winches have a single drum keyed to shaft,
driven from crankshaft through straight spur gearing,
protected by guard bands. Winches usually have one
fixed winchhead, but two are furnished when required.
Cylinders are of piston valve type, securely bolted
to side frames, and connected by a cast iron pipe bridge,
which acts as a housing for the vertical reverse valve.
Reverse valve embodies many improvements. Poſt
openings are graduated to insure perfect load control;
piston rings are inserted in the valve, reducing stean"
leak to a minimum; free steam and exhaust passages ar"
obtained.
These winches may be operated success"
fully on steam pressures up to 200 pounds
per square inch.
Plate 1899
LIDGERWOOD MFG. CO., 96 LIBERTY ST., NEW YORK
















848
Lidgerwood Cargo Winches
Plate 1863
= # Catalog No. 1917, shown in
i Types of # plate No. 1787, is made with
Standard double 8%" x 8" cylinders, and
H Cargo Winches is ample for general cargo
i, º, ºn H handling.
Catalog No. 1917-C, shown
in plate No. 1863, has the same cylinder and drum ca-
pacity as the No. 1917 but has compound gearing, and
arranged for two speeds, hoisting heavy loads at slow
speed and light loads at high speeds.
Catalog No. 1918 is the same general design as the
No. 1917, but has double 9%" x 12" cylinders, and is
used for heavy duty, or for moderate duty where only
low steam pressure is available.
Catalog No. 1918-C is the same size and type as
the catalog No. 1918, but has compound gearing and
two speeds.
The catalog No. 1917-W and the No. 1918-W are
the No. 1917 and No. 1918 respectively with the drum
omitted and winchheads placed on extended shaft, be-
ing designed for warping. In many cases, we have
built these winches with the drum, making the winches
also available for general cargo handling.
TABLE OF SIZES OF STANDARD WIN CHES
Catalog Cylinder Size Drum Dimensions Bedplate Dimensions
Number Bore Stroke Diameter Face Length Width
1917 . . . . . . S14" S” 16” 20” 57” 56”
1917-C . . . . . S14" S” 18” 17” 57” 56”
1917-W .... S14" s” - - 57” 56”
1918 . . . . . . . 934" 12” 1S" 1S" 70” 5S"
1918-C. . . . . . 914" 12” 1S" 1s” 70” 5S”
1918-W . . . . 914" 12” - - 70” 5S"
ſ' H- FH
|-| ||--|--|| | #
+-Hº-H--|--|-
| * *-*H §
----- l = iſ, I —l
--~~ |-- |--|-- .
-->
Hiſ Hº sº si <
| E F- H.
! - -
| | | |.
S-1 Hº
--7; 42" 57: +7-
6-1% CORED HOLES FOR I. FoundaTION BOLTs
Plan View Drawing of No. 1917 Winch Showing Dimensions
All winches are built on duplicate part system, all
parts being interchangeable on the same type winches.
The No. 1917 and 1917-C can be interchanged, each
having same bedplate bolt holes for foundations, and
pipe flanges. The same is true of the No. 1918 and
1918-C.
Plate 177S
Trawling Winch
Plate No. 1778 shows one of
Double Drum our double drum trawling
Trawling winches. The deep flanges al-
Winches low the drums to hold and stow
m the large amount of rope used
in trawling work.
-- We build Automatic Tension
Automatic Engines for towing. These
Towing engines are jerk-proof, as the
Engines strain tends to increase on the
- hawser the steam pressure auto-
matically decreases in the cyl-
inders, keeping the pull on the towing hawser prac-
tically constant. This permits of the use of lighter
hawsers, reducing drag in water, increasing speed of
to W.
We build a complete line of electric deck and dock
winches, covering every type of marine service. We
have produced a line of fixed drum electric hoists, of
the same compact rugged construction as our standard-
ized steam winches. These winches are of both direct
current and alternating current types. When direct
current is used the winch is generally provided with
dynamic braking for lowering; with alternating cur-
rent motors the load is lowered by reversing the con-
troller. Winches are furnished with one or two winch
heads as required.
We have a complete line of oil driven winches for
use on sailing vessels, and on lighters, for handling
cargo and sail; and for use on oil driven ships where
the electric generating set is not of sufficient power to
drive the cargo winches.
We also build steering gear of the drum, screw and
quadrant types.
-------------------------------------------------------------------------
Branch offices are maintained
B h in the following cities: Phila-
i ranc delphia, Pa.; Pittsburgh, Pa.;
Offices Chicago, Ill., and Seattle,
Wash. We are fully equipped,
through long experience, to ad-
vise as to the best installation for any conditions and
to supply the equipment required.
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LIDGERWOOD MFG. CO., 96 LIBERTY ST. NEW YORK


849
Windlasses and Winches
-- The Mundy Spur Geared
Windlasses are built for either
steam drive for chains from
1 1/4" to 2 3/4", or for electric
drive for chains from 3/4" to
- 2 1/2". The steam windlasses
can be furnished with extra wide bedplate, as shown
above, to meet special requirements. The brake bands
are powerful, and operated by hand levers on electric
machines, and brake wheels on the steam machines. A
special locking device is fitted to the wildcat.
Windlasses
WINDLASS DIMENSIONS
------------------------------------------------------------------------
Mundy Winches are built in
a large number of types an
sizes for steam or electric drive.
The Reversible Deck Winch
illustrated below may be fur-
nished with drum bolted to the
main gear, or with friction drum, and with or with-
out winch head. Other types of winches furnished art
the Double Drum Winch, Helical Geared Single
Drum Winch, Compound Geared Winch, Naval Elect
tric Winch and Portable Electric Winch.
WINCH DIMENSIONS
Winches
-
Center of Gravity - -- ll “º- P Fº:
Size Size Overall Distance from Bedplate º Net s: Drum Overa Bed Plate Bed Plate * Net
o of St"b'd] After Wgt. Cyl. edge Wgt
Chn. Cyl. Ver. End End Lbs. r __| Lbs
- Ht. Bed Bed Ht. | Right ls.
Height| Width| L'gth Plate | Plate | Width| L'gth ||No|Siz Dial Wth Ht. Width| L'gth Front Hand Width| L'gth No.Si.
13, six10° 33' 104 |s tº 15° 40′ 45° 110- 75" |12|17|1s500 sºlois" is 4:3" |5,10-5 tº 15° 36' tº 3.11: 57. s 1. |
2- 9 x10" 5'3" |11'03"| 8'4" | 15"| 4'1" | 4' 0" | 8' 1" |6’ 6” 24 1"|21500 9 x 1020"| 18" | 4'4" | 5' 10" | 5' 11" | 16" | 36." 16," |3'11" | 5'7" 8 1. 9000
234" |10x10" 5'9" 12' 1" 8'11"| 16” 4'3" 4'4" | 8'4" |7'94" | 24 1"|28000 10x13'20"| 18" | 4'6" | 6' 2" | 5' 11" | 16" 38" 17° 14′ 2 * 5' 7" | 12 1" tº
---
J. S. MUNDY HOISTING ENGINE CO., NEWARK. N. J.


850
Steering Engines. Capstans. Ash Hoists
Mundy Steering Engines are
built in various sizes and ar-
rangement to suit requirements.
The machine shown below is of
the drum type and is a particu-
larly compact form which may
be arranged with drum above or in line with the en-
gine, and to fit chain or wire rope connection to the
Steering
Engines
-
Eccentre fewers cranº
*** *** crer
Mundy Steering Engine
tiller. This machine has Hindley type worm and
gear drive, with positive adjustment to take up all
lost motion. A polished brass steering column is fur-
nished with the engine.
Screw Gear Steering Engine may also be furnished
fitted for control by hydraulic telemotor and with
steering gear of right and left screw type.
Mundy Hand Steerers are
built in various sizes for emer-
gency use and for sailing ves-
sels. The se steerers have a
heavy shaft with right and left
screw thread on which travel
two heavy bronze nuts which are connected by forged
links to a massive cast steel rudder crossarm. The
after end of the shaft is supported in a universal self-
aligning bearing with coil springs to take up the shock
of heavy seas. The steerer may be furnished with iron
steering wheel with wood handle, or with one or two
iron or wood wheels as desired.
Hand Steerers
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The Mundy Ash Hoist is
fitted with a follow up gear so
Ash Hoist arranged that the engine hoists
its load to a height in propor-
mm to the number of turns of the
handwheel, coming to rest when
the wheel is stopped. An adjustable automatic stop is
fitted on the operating shaft so that the maximum
height of hoist may be closely regulated. This renders
the machine proof against careless handling, as the
bucket is positively stopped at either limit of the de-
sired travel. - -
This hoist is built with 4%" x 6" cylinders, and is
usually bolted in a vertical position to a bulkhead.
It may be furnished with the Navy type control, with
handwheel as shown, or with control by lever.
This engine is built on the sturdy lines of Mundy
regular hoists and winches, and has given complete sat-
isfaction in use on U. S. Naval vessels and on mer-
chant ships.
Mundy Electric Capstans as
shown below are arranged for
operation either by motor or by
hand. These mach in e s are
strongly built, with large verti-
cal shaft to avoid deflection,
massive bedplate to hold lower gearing and motor, and
also resistance and controller if desired, and substantial
and properly proportioned castings. The cut worm
and gear which drive the vertical shaft are totally en-
closed to exclude dirt and dust, the worm running in
Capstans
-º-º-º-
| Fr. --
Mundy Capstan
an oil bath, and handholes with hinged covers are pro-
vided for inspection of the worm and gearing.
A special naval type of capstan is also built in vari-
ous sizes with lever and clutch on lower bedplate for
changing the speed. This type is in successful opera-
tion on several of the newer U. S. battleships.
J. S. MUNDY HOISTING ENGINE CO., NEWARK. N. J., U. S. A.





851
Winches
": The Lambert Double
Double Friction F riction D ruin Cargo
- Winch is especially
Drum Winch adapted for steamers
with limited deck space.
They are designed and
built for severe work and the material and
workmanship is the best. A few of their su-
perior features are, bronzed brushed drums,
large diameter shafts, wide bearings, cast iron
machine moulded gears, forged steel cut pin-
ions, turned and polished winch heads.
The hoisting can be done on each drum
simultaneously or independently, as the drums
are independent of each other and all levers
are arranged for two-man control. We also
build this winch with each drum having an
independent gear. If desired we can furnish
this winch without winch heads.
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TABLE OF SIZES
- - ** Hoisting Hoisting ------------------------------------------------------------------- - -
Pºº "º" tº r # When the deck space is avail-
Size No. O ne = = - -
Eºine −|Wºłł. wº. Single Drum W. º: º "W º
Dia Stroke Dia. Length Together at a Time = Wi h = Inch is preferable. e 111us-
Pounds | Pounds Inc H trate below a pair of single
380 || 6% " S* 12 º' 10 * 1500 3000 i = -: -- -
3.81 #:- 10 * 14" 14" 2500 5000 --------------------------------------------------------------- num" fixed drum winches built right
382 | 73% " 10." 14" 14" 3000 6000 and left hand to work together
383 8% " 10 * 14" 14" 3500 7000 over one hatch. They are equipped with reversing
- link motion ensuring maximum flexibility and permit-
*ś." overan Dimensions ºf lºg perfect control of load when lowering by steam.
slºo. Appº. º. This winch is also built with steam reverse valve and
Engine Weight Bed Plate - -
"|width| Length width Length Height Ins. with brakes arranged for one man control. -
Ins. l Ins. l Ins. l Ins. l Ins. All Lambert Hoists are built on the duplicate part
380 52 56 91 62 43 4600 16 system from accurate iigs and templets insuring ac-
381 60 68 102 74 || 44 || 5500 17 y f - Jig p g
382 64 71 106 80 51 || 7000 19 curate fit of repair parts.
383 64 71 106 SO 51 || 7500 19
TABLE OF SIZES OF SINGLE DRUM WIN CH
Dimensions of Dimensions of Weight Dimensions of - - - Approx. Center of
Size No. Cylinders Drums Hoisted Bed Plate Over-all Dimensions Net Gravity
o Single Line Weight above
Engine | Diameter Stroke Diameter | Length of Usual Width Length Width Length Heigh Lbs. Bed Plate
Ins. Ins. Ins. Flanges Ins. Speed Ins. Ins. Ins. Ins. Ins. Ins.
96 5% 8 12 19 2500 41 56 67 62 43 2600 16
97 6% S 12 19 3500 41 56 67 62 43 2750 16
99 7 10 14 20 5000 43 68 74 74 44 3SCO 17
100 7% 10 14 25 7000 50 71 81 78 51 4700 18
101 8% 10 14 25 8000 50 71 81 7s 51 4900 19
10.1% 9 10 14 29 9000 54 72 86 So 51 5400 19
LAMBERT HOISTING ENGINE CO. NEWARK.
852




_-
Windlasses
#". The Lambert Spur Gear
Spur Gear Windlass illustrated below is
- driven by a pair of horizontal
Windlass engines and is controlled by a
steam reverse valve. The Spur
gear Windlass has the advan-
tage of higher efficiency over other types, permit-
ting the use of smaller engines resulting in less fuel
---
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consumption. Spur Gears also require less attention and
have better wearing qualities than worm gears. The
Lambert Windlass is of heavy construction throughout
and compact, reducing the required deck space to a
minimum. All gears are open hearth steel with ma-
chine cut teeth, pinions forged steel with cut teeth.
(Continued on next page.)
TABLE OF SIZES, ETC., OF STEAM WINDLASSES
Size Dimensions of Dimensions of
Distance Approx. Height
Net,
Size No. of Cylinder Bed Plate Over-all Din.ensions Between Center of
of Chain Centers of Weight Gravity
Engine Ins. Diameter Stroke Width Length Width Length Height Chains Pounds Ins.
- Ins. Ins. Ins. Ins. Ins. Ins. Ins.
- -
870 194–1% 6% S 75 71 108 75 43 43 10,000 17
871 1%-15% 7% 78 84 118 90 54 43 16,000 19
87.2 134–1% 8% 10 90 92 134 102 4. 48 21 21
873 2 -2% 9% 10 103 98 146 108 69 54 24,000 23
874 2}4–2% 10 12 114 108 160 118 74 60 33,000 25
- 875 2%-234 12 12 126 114 172 126 81 68 52,000 29
^-
LAMBERT HOISTING ENGINE CO., NEWARK. N. J.


853
i Winches and Capstans
The wild cats are engaged or disengaged by bronze
lined friction clutches actuated by a hand wheel. They
can be engaged with the engine in any position thus
eliminating all objectional keys and lugs. The wild
cats are equipped with powerful band brakes having
non-burn lining and are hand operated. If desired the
brakes can be operated by hand wheels from the fore-
castle deck. Large warping heads are arranged on the
wild cat shafts. They can be mounted on the inter-
mediate shaft permitting more speed but with reduced
pulling capacity. When required the Windlass can be
arranged for auxiliary hand power operation as shown
below. -
We build Windlasses in a number of sizes and if you
will send us your specification we will submit prices
covering your requirements.
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The Lambert Towing Winch
illustrated below is especially
designed for use in warping and
towing vessels and barges
mi through canals. This Winch
embodies the same high grade of
workmanship that characterizes our other types of en-
gines. It is extremely rugged and compact and the
drum stands and cylinders are securely bolted to a
self-contained bed plate. The drum has long hubs
and is bolted to the gear wheel thus eliminating shaft
torsion and reducing bending stresses to a minimum.
The drum is provided with a non-burn brake lining
actuated by a handwheel and screw permitting fine ad-
Towing
Winch
justment. The steel pinion on the crank shaft is
bronzed bushed and can be disengaged from the engine
by the steel jaw clutch. All levers are conveniently ar-
ranged between the cylinders enabling the operator to
always be in complete control of the vessel being towed.
If desired the drum shaft can be extended on either
or both sides and winch heads mounted thereon. We
build this winch in several sizes and capacities and if
requested will gladly send Bulletin descriptive of these
machines.
--------------------------------------------------------- ---------- -------
The Lambert Vertical Steam
Capstan is widely adaptable and
extremely durable and may be
kept in continuous operation—
pulling. It is operated by a
- double cylinder engine fully en-
closed and protected. Large doors permit access to all
working parts for inspection and lubrication. The
Winch head is driven by accurate cut worm and worm
wheel which run in oil insuring cool running and min-
imum wear. The end thrust of the worm is carried
Steam
Capstans
to the bed frame by means of special thrust bearings,
The
thus relieving the crank discs of end pressure.
Capstan illustrated is of the single speed type and is
furnished with reversing or non-reversing engines.
Built in two sizes with cylinders 8 x 8 having 9,000
lbs. single line pull and 7 x 8 cylinders having 7,000
lbs. pull. Further information furnished upon request.
tº- ------------------------- We also build Electric Cap-
H Electric = stans of either the single or
i C double speed type. Like the
= apstans = steam Capstan they are widely
in adaptable, being used in ship-
yards for warping ships along
docks, in warehouses and drydocks for pulling cars, etc.
We build them in sizes ranging from 5 to 60 horse-
power. The smaller sizes are spur and bevel gear
driven while the larger ones are driven by spur and
worm gears.
Like our Hoists the Capstans are built from ac-
curate jigs and templates ensuring accurate fit of repair
parts.
LAMBERT HOISTING ENGINE CO., NEWARK. N. J.



854
We illustrate below one of
our Steam Hawser Pullers de-
signed for handling tow lines
on tugs, barges, etc. The driv-
ing engine is situated below deck
- so that only a small deck space
is required for the Capstan. This machine is power-
ful and of rigid construction, designed for severe serv-
ice. The winch head can be furnished plain or with
whelps as shown. The base casting can be made of
any desired height so that the Hawser may lead straight
to the towing bitts. The engines are made reversing
or non-reversing as desired. The operation is con-
trolled by a single lever and the brakes on the crank
Hawser
Capstan
tº º -
º N-
wheels are automatic in action being applied when the
throttle is closed. We have eliminated the use of worm
gears in this machine as only spur and bevel gears are
used and these are of open hearth cast steel with cut
teeth. The main spur gear is provided with a slip
clutch insuring a steady strain on the hawser, and pre-
venting broken lines should extra severe shocks be en-
Countered.
All parts are easily accessible for inspection and lu-
brication. This Capstan is built in several sizes—send
for catalogue.
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We design and build Station-
Cranes ary, Traveling and Floating
and Derricks of the stiff leg, “A”
Derricks Frame and full circle revolving
type. We build Steel Derricks
and Fittings for timber derricks
up to fifty tons capacity.
Illustrated above is one of our portal revolving cranes
operating a grab bucket along a dock. We also build
semi-portal traveling dock cranes for handling ship
cargo. Below is shown one of our traveling “A”
Frame derricks for ship construction. We also furnish
this type having two or four derricks mounted on the
same platform.
-ili-º-º-º-º-º-º-º-º-º-
LAMBERT HOISTING ENGINE CO., NEWARK. N. J.




8
5
Double Cylinder Friction Drum Deck Winch
i". The Orr & Sembower Double
Wide Range Cylinder, Friction Drum Deck - - : -—H
- = Winch is built in a number of Q | ---
of Service | sizes as listed below, covering a --
… wide range of cargo hoisting fi * | | ſ —
service. These winches admir- ºr ~! ~ Y
ably meet all requirements of this type of service, be- # !--! i_l-l |
ing compact, of rugged construction, simple and con- # i, ki #
venient to operate, and meeting shipboard limitations ------- § o aſsig !
of least weight consistent with strength and durability. J. º i. i
The bedplate and frames are º fin
of special section designed for : | . #
Construction rigidity and strength and are : : #
amply reinforced. The drum is || || Hº
bushed with bronze bushings E.
and equipped with double V R
friction. The gear and pinion have cut teeth to in- Plan view of Bedplate of Winch
sure proper meshing, and the pinion is of steel.
TABLE OF SIZES, CAPACITIES AND DIMENSIONS
Size Number of Engine. . . . . . . . . . . . . . . . . . . . . . . . . 733 734 735 73.5% 736 737
Horse-power usually rated. . . . . . . . . . . . . . . . . . . . . . . IO 16 25 25 35 35
Diameter of Cylinder, inches. . . . . . . . . . . . . . . . . . . . . 5 6% 7% 8% 8% 8%
Stroke, inches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Q IO 8 IO IO
Weight Hoisted, Single Rope, usual speed, pounds. . . . 2000 4OOO 6500 6500 8OOO 8500
Diameter of Drum, inches. . . . . . . . . . . . . . . . . . . . . . . I2 I4. I4 I4 -- I6 I4
Length of Drum, inches. . . . . . . . . . . . . . . . . . . . . . . . . 2O 25 28 28 2O 28
Diameter of Flanges, inches. . . . . . . . . . . . . . . . . . . . . . 24 26 26 26 26 26
Estimated Net Weight, pounds. . . . . . . . . . . . . . . . . . . 22OO 2300 5500 5500 5900 6OOO
Dimensions over, all, inches, Width. . . . . . . . . . . . . . . . 46 5 I 96 96 90 96
-- - - - - -- Length - - - - - - - - - - - - - - 49 52 62 62 62 62
-- - - - - “ Height . . . . . . . . . . . . . . 33 33 33 47% 47% 47%
Width of Bed Plate, inches . . . . . . . . . . . . . . . . . . . . . . 42% 47% 60% 60% 52% 60%
Length of Bed Plate, inches. . . . . . . . . . . . . . . . . . . . . . 41%. 4.1% 58 58 58 58
Foundation Bolts—number . . . . . . . . . . . . . . . . . . . . . . 4 4. 6 6 6 6
- -- “ -size . . . . . . . . . . . . . . . . . . . . . . . . . % % I” I I I
“ “ —dimension—G . . . . . . . . . . . . . . . . 1% 1% 1%" I}/3 1% 1%
-- “ — “ –H . . . . . . . . . . . . . . . . 40%. 45% 45%" 49% 49% 49%
-- “ – “ —J . . . . . . . . . . . . . . . . . 6” 6” 6” 6” 6” 6"
-- “ — -- –K . . . . . . . . . . . . . . . . - - 23 23 23 23
-- “ — “ –L . . . . . . . . . . . . . . . . II 7%. 11%" 1.7% 17% 17% 17%
- --- “ — -- —M . . . . . . . . . . . . . . . . 29% 29% 46 46 46 46
Center of Gravity—Vertical Height. . . . . . . . . . . . . . . 7 7 IO" IO IO IO
- - - - “ —Distance—A . . . . . . . . . . . . . . . . . 2O 2O 28” 28 28 28
-- - - “ — -- -B . . . . . . . . . . . . . . . . . 26 28 33 33 29 33
ORR & SEMBOWER. INC. READING, PA.


856
Double Cylinder Reversible Deck Winch
-
------
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The Orr & Sembower Double
Cylin der Reversible Deck
Winch was designed to provide
power control of the load when
either lowering or raising. This
- type of winch is built in one
Size as shown in the data table below and has been
found by experience to be exceptionally well fitted for
the service, capacity and power required in installations
of this nature.
For Reversing
Service
- -
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TABLE OF CAPACITY AND DIMENSIONS
Size Number of Engine. . . . . . . . . . . . . . . .
74 I
!orse-power . . . . . . . . . . . . . . . . . . . . . . . . 25
Size of Cylinder, inches. . . . . . . . . . . . . . . . 8% x 8
Piameter of Drum, inches. . . . . . . . . . . . . . I6
iameter of Flanges, inches. . . . . . . . . . . . 26
Length of Drum, between flanges, inches. . 2O
iameter of Crank-shaft, inches. . . . . . . . . 3%
iameter of Drum-shaft,inches. . . . . . . . . . 4%
eight Hoisted, Single Rope, usual speed lbs. Sooo
placed at the forward end of
the machine between the two
- cylinders and regulating the ad-
mission of steam to each. A valve lever of convenient
height is placed so as to enable the operator to control
the foot brake as well as the admission of steam to
the cylinders without changing his position. When
the valve lever is central, the winch is stopped. With
the cable leading off the top of the drum, the winch
Approximate: Net Weight, pounds. . . . . . 61oo
Overall Height . . . . . . . . . . . . . . . . . . . . . . 42
" Width . . . . . . . . . . . . . . . . . . . . . . 94%
" Length . . . . . . . . . . . . . . . . . . . . . . 62"
" The operation of the Rever-
H # sible Deck Winch is controlled
s Operation H by a throttle reversing valve
5um -
"unununununununununununununium,
will raise the load when the lever is lifted, and lower
the load when the lever is lowered below the central
position.
-
-
* Aoſes for/ %uodafon Aſſo/{s-
ſº º
}
ſº A. ; :---------- +: ſ
---- ; : : ºfºº
: -- - + -- -- '' - º
º ! :: * : –
g------- º iſenſºr of &ºr;,- -- º
- #-F#–tº
Hº
ºº::. c º
--- º
|-- º
in mi-
-- --
i. #
i. --------. ------ ºr- L
-------- -4----------- E-------
º 46%.
H. 4 eº;"
Plan View of Bedplate of Winch
Height of Center of Gravity Above Bottom of Bedplate—10"
= # The construction of the Orr
= & Sembower Double Cylinder
Reversible Deck Winch is par-
ticularly simple and rugged
ºn throughout, as required by the
severe service requirements to
be met, including operation without protection from
the elements, running at high speed with frequent and
rapid changes of speed and direction, and liability of
severe use if not actual abuse, with very little atten-
tion. All castings are amply strong, properly ribbed
and stiffened where necessary, and all power transmit-
ting parts are of a specially high grade of material, the
pinions being of steel, and both gear and pinion hav-
ing cut teeth to assure easy and quiet operation.
-
Construction
ORR & SEMBOWER.
INC. READING, PA.



857
Double Friction Drum Deck Winch
#" The Orr & Sembower Dou-
For Rapid ble Friction Drum Deck Winch
Cargo was designed for hoisting cargo
Handling where speed is essential. It
# presents the advantages of a
compact and convenient ar-
rangement of two winches on a single bedplate and
operating independently of each other or simultaneously
under the control of two operators. This winch is
built with 8% x 8 cylinders as shown in the accom-
pany table and is of a capacity and power which have
been shown by experience to meet best all usual cargo
hoisting requirements.
= The foot levers, friction
i Double levers and throttle valve levers
= - are located in the rear within
Operation easy reach of the operators.
With two operators this hoist
can be used for unloading two
separate hatches or with two fixed booms, the one over
the hatch and the other on the side of the vessel, the
cargo may be lifted clear of the hatch with one line
and taken over the side of the vessel and landed with
the second line.
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-
ºutnutiunununuinºn-nuuuuuuuuuuuuuttº" -
The contruction of the Orr
& Sembower Double Friction
Drum Deck Winch fully meets
shipboard requirements of ut-
most compactness and minimum
weight consistent with rugged-
ness and durability. The frames, cylinders and bed-
plates are built up of the strongest types of sections
properly ribbed and reinforced where necessary to in:
sure stiffness and strength. The pinion is of cast steel
and both gear and pinion have cut teeth, providing
proper fit and easy, quiet operation with minimum
strain and wear. The drums are of the Orr & Sem-
Construction
bower standard double V friction type, driven by a
central gear, and each is equipped with a powerful
foot brake. All machining and fitting is done to
gage, insuring proper fit and interchangeability of
parts.
TABLE OF CAPACITY AND DIMENSIONS
Size Number of Engine. . . . . . . . . . . . . . . . 74O
Horse-power . . . . . . . . . . . . . . . . . . . . . . . . 25
Size of Cylinder, inches. . . . . . . . . . . . . . . . 8% x 8
Diameter of Drum, inches. . . . . . . . . . . . . . I4
Diameter of Flanges, inches. . . . . . . . . . . . . 26
Length of Drum between Flanges, inches. . I4
Diameter of Crank-shaft, inches. . . . . . . . . 3%
Diameter of Drum-shaft, inches. . . . . . . . . 4%
Weight Hoisted, one drum working alone lbs. 4000
Weight Hoisted, both drums working, each
drum, pounds . . . . . . . . . . . . . . . . . . . . . . 2OOO
Approximate Net, Weight, pounds. . . . . . . 7600
Overall Height . . . . . . . . . . . . . . . . . . . . . . 46
-- Width . . . . . . . . . . . . . . . . . . . . . . I 13"
-- Length . . . . . . . . . . . . . . . . . . . . . . 73"
==
º . H- +
º ; : || | f -
n º !-----------. ! ------- !
! ------ º ; : ' || || §
--—--|--|--|--|--|--|----
--- || | | ºffeſ”. 4
| 1
º t —f-34'—H
ºil || : ---
º-Hº-Tº hoſes ºr/" ſH-
! fºundafon º -
Liº 3a//s º
!--- Tl iſ |H= º: +++ ! .
º: --- T 11. ----n we
** - sº —-lº
ge —-
Plan View of Bedplate of Winch
Height of Center of Gravity Above Bottom of Bedplate—10"
ORR & SEMBOWER. INC. READING, PA.



858
Windlasses, Winches, and Marine
Auxiliaries
="utilituuuuuuuuuuuuuuuuuuuuuuuuuuuuun-
Flory Spur Gear Windlasses
are built for all standard sizes
of chain and for steam or elec-
tric drive. The construction of
these windlasses is exception-
ally rugged throughout in order
to stand up under the severe service required of ma-
chines of this type.
The bedplates and housings are of massive
proportions, ribbed where necessary for stiffness,
and a liberal number of holding down bolts are
provided to assure a firm foundation. The
shafts are extra large, with ample bearing sur-
faces at the journals and with forged steel block
keys for all gears, wheels and gypsy heads. The
gears are all of steel with machine cut teeth,
assuring strength and efficient operation. The
wildcats are carefully designed to seat and hold
the chain links properly, and the locking heads
are keyed on the shaft near the center bearings,
thus reducing the angle of twist. Brake bands
of ample width are provided, and brake wheels,
clutch and operating lever are all at the after
end of the machine and placed with reference to
the operator's convenience.
An experienced engineering department is at the
Service of shipbuilders for cooperation in the design and
Windlasses
" ºutnutiununununuuuuuuuuuuuuuuuuuuuuuu-
Chain Stopper
Towing Bitts
Construction of standard or special windlasses or other
marine auxiliaries, and a large plant equipped with the
most up-to-date machinery assures prompt meeting of
all requirements.
Flory Spur Geared Windlass
------------------------------------------------------------------------
= Flory Winches are built in a
- great number of sizes and
types to meet all requirements.
The type illustrated below was
designed for the U. S. Navy,
and is in successful operation on
several of our ships of defense. This winch is of all
Winches
------------------------------------------------------------------------
steel construction with patent gear shaft and com-
pletely enclosed gears for protection from water and
the weather. It will handle 20,000 pounds at 50 feet
per minute or 5,000 pounds at 200 feet per minute.
This type of winch, as well as all other Flory
Winches, is built on the duplicate part system, assur-
ing complete standardization. All parts are of the
most improved design and best construction, and a
wide experience and completely equipped factory place
the Flory Manufacturing Co. in an exceptional posi-
tion to handle machinery of this type.
------------------------------------------------------------------------ The S. Flory Manufacturing
Co. also manufacture a com-
plete line of other marine aux-
iliaries of all types, such as
Capstans, Dredging Machinery,
Steering Engines, Towing Bitts.
Dock Castings, Hoists, Cableways, etc., all of the
same excellence of design and construction as the deck
machinery described above.
Other Products
5
----------------------------------------------------------------------
S. FLORY MANUFACTURING COMPANY
95 LIBERTY ST. NEW YORK. N. Y.



859
Cargo Winch (Single
and Double Geared)
Double Geared Cargo Winch
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The winch shown above is
the type of double geared hoist
used on sea going vessels built
extensively in this country for
“Superior”
Double Geared
Cargo Winch
immunminumumumumum; the United States Govern-
ment. Its special feature is the
saving of time at the dock.
All operations, including shifting of the clutches for
change of gearing, are from the operator's stand at
rear of the engine.
Gears are of the herring bone type thoroughly pro-
tected by suitable guards. Bored cross-head guides are
cast as a part of the side frames making a compact,
rigid machine with running parts well protected.
The drawing and table shown below give the overall
and base plate dimensions, location of foundation bolts,
the approximate height of the vertical center of gravity
and the net weight.
of War tº Cal Cantºr of Gravity
[LEVATION OF CARGO WINCH
-------------------------------------------------------------------------
For Trawl Boats:–Double
= Other Drum Trawl Winches, Cargo
“Superior” Hoists, Hand Capstans, and
- Machinery | Steering Gears.
For Cargo Vessels:–Worm
Geared Steam Steering Engines,
Cargo Hoists, Ash Hoists, Hand Steering Gears and
Mooring Winches.
For Tugs:–Worm Geared Steam Steering Engines,
Windlasses, Power Pawl Posts, and Steam Capstans.
For Sand Scows and Barges:–Steel and Wooden
Derricks, Swinging Engines, Four Drum Pipe Hoists,
Mooring Winches, and Anchor Hoists.
For Dredges and Drill Boats:–Deck Machines:
with one, two and three drums, Anchor Hoists, and
Drill Frame Hoists.
For Dump Scows:–Steam and Hand Winding
Gears.
Electric Hoists, Winches and Car Pullers.
----------------------------------------------------
A
foundation Bolts
Diariet ER
1.
H H
E. ––
PLAN VIEW OF CARGO WINCH
S12t Size 2AT10 || 2ATIO DIMENSIONS IN INCHES
OF of Suna LE Double
CYLINDB2 DPUM GEARING GEARING A B C D E F C H K |- M N
7 x 12 || 17 x 24 || 1 4.7 || 1 9.4 || 33 72 43 77 55#. 59% /# 274 # 79 /9 /9 7200
8 x 12 20 x 24 || 1 , 4.7 || 7 : 94 93 72 43 /7 57 60 /# 273 J4 79 19 19 || 7800 |
SUPERIOR IRON
WORKS CO.
SUPERIOR. WIS.




860
Steering Engines
Worm Geared Steering Engine
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The Worm Geared Steering
Engine shown above is par-
ticularly adapted for sea-going
cargo vessels.
The arrangement is such that
the engine can be placed inside
the engine room of the vessel, while the chain drum is
on the main deck, outside.
The worm thrust is taken by adjustable bearings at
each end of the worm. The throttle valve connection
and automatic control are of a design that permits ready
inspection.
The drawing and table below give the technical data
for the engine and chain drum separately.
“Superior”
Worm Geared
Steering Engine
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O
of War fical Cantor of Gravity.
[LEVATION OF GEARED STEERING ENGINE
-------------------------------------------------------------------------
-- - - - -- * This Automatic W or m
Superior Geared Steam Steering Engine
w...". d is used extensively by the U. S.
- * = Government for seagoing tugs.
Steering Engine it is very rigid and compact
and can be located in any con-
venient place on board ship.
This engine is built for either cable or shaft con-
nections with the steering wheel stand in the pilot
house.
The control throttle valve is of the piston type, per-
fectly balanced, and is so arranged that the engine re-
sponds instantly to every movement of the wheel in the
pilot house.
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-
fo a od a on 3olº 3 tº 7 am & Herº
PLAN VIEW OF GEARED STEERING ENGINE.
SIZE |2ATIO DIMENSIONS IN INCHES OF ENGINE DINTENSIONS IN INCHES OF DRUN1 |NET WEIGHT LBS
sº * A B | C | D E F G | H K L | N1 | N | O | P R S | T | U W ENGINE DRUM
A.A. |/ 30 || 4 |49 |49 |z0|37 ||34 || 4 |&| 4 |z|Jo 26 || 2 | V | 2 ||25 || 4 || 7 || 7 ||3600/300
/6.20 |/-30 |32 |32 |34 || 2 |40 37 / |37 || 5 ||25 | 32 28 |z| V | 2 |zes /? | 7 || 9 |600|2000
SUPERIOR IRON WORKS CO. SUPERIOR. WIS.



S61
Winches—Windlasses
Spur Geared Steam Windlass
": The illustrations show a num-
Dependable ber of units of deck machinery
Deck H including Winches, Windlasses,
Machinery Steering Engines, Capstans, etc.
Each machine is of entirely new
and improved design and is re-
plete with satisfying features. Each unit is designed
for efficient operation, is substantially built, of excel-
lent material and superior workmanship. The line is
quick acting and capable of carrying an overload be-
yond rated capacity. This line was designed in re-
sponse to the desire of the United States Government
for a strictly up-to-the-minute line of deck equipment
and large government orders were received and filled.
Every machine gave perfect satisfaction and the line
has been highly recommended by those conversant with
the design and quality.
These machines are not built a few at a time, but
are manufactured in large quantities. Every casting is
made on a moulding machine in our own shops and
every piece is machined in jigs and fixtures and made
to minimum and maximum limit gauges and templets
so that all parts are absolutely interchangeable. This
is a very important feature should necessary repairs be
required.
Our Windlasses are made in several sizes to suit
either American or British standard chains.
Only the best material and workmanship are used
and each machine is designed to give the maximum of
strength, based on the full power of the engine.
Full descriptions, prices and deliveries will be quoted
upon application. We also make other types besides
those illustrated, and can furnish any type desired.
Our Marine Department is located at 516 Liberty
Building, Philadelphia, Pa.
Self-Contained Steam Capstan
THE AMERICAN CLAY MACHINERY CO.
BUCYRUS. OHIO, U. S. A. -



S62
Steering Engines—Capstans
Windlasses Steam Capstans'
- – 5 - -— As -
|Ceawreat Line of Gºtºvrr
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E —HE A — & +-
|
9 *
------
STEAM CAPSTANS
Alz Daſsaszows /w/wcºe.
WINDLASSES §§§ 57&A.M. dºl - S 5 ºf
- J/M54.7/04/5 ovar, L. - sº ##| : ; ;|##|, .
FOR STUD AND PLAIN LINK CHAIN ... [.,..., 4:24.4%|*cºastſ cºrers §§§ § 2. ‘Tº |## §§
All Oateys.ows /w /wcass §§ * 3 § S §§ R
º: Q k- §§§ + $ w o
ST-ant +
*** * * * 4:2. awcºor soir cºrres 3}|º es: Săş Ż...] §§ sore|srºor: A || 5 || 5 || C | O | A | A & // | Z J A.
*cº S owºsſom A. are §§ *o Cºgláš: ere * * *I raal wall ,-4 º 2 | 11 | y,
Af Fis o my O 4 || 3 ||32 |50:50.34%|&#|/3 ||38|| ||22#| 3 || || 4 |444|| 3 |42so
Boresters A a c | D E A G |A || 1 || 0 || A Z. Jº
7 || 7 |60; 44 || 44 || 50 24|ſ; 1 l = 3 | 1,1
5 |s|75||74|ssils: 74|&#| 4 || 4 || 4 |4|224| 3 |12 || 7 || 2:3| 294 || 4 || 4 |ze” 8 36|/33|3%| 5 |&#|/4] 2 |2#|5%; //; 4:30
< | < |3|884 tº as |&#|224|20; 4 |*||4|4| 3 |12 || 7 ||34 || 27# 3 | < * - -
84 || 8 || 2 |o;|27;|zaj|*|2"|283|4|17||77||73 /š 15 || 5 |44; 343|24|| 3 |*x Steam Only Steering Engines
7 || 7 |z|2|+|33 |Zoo 2:30|33 |17|30|45|A || 4 ||14 |33 || 4 || 3 ||34 |25% - - - D-
- G
Cargo Winches
an
D —
G
J
-
-
-
i
l
n
STEAMSTEERINGENGINES
CARGO VVINCHES “” iſ...iis;
D/wa/Yºzo/Yo I Owamº-all ~ N5:|}. RS
of -
|oºmºrºsions|** | *... zaz, #;" § §§
*nsions over-RLL R s || 3 slº orur |wſºn | 31ER" | nºr |urſing
of cºunter|onensions|** |S 3|s §§ §ºns ſlºwlººsrkfairloºm Barr JTawe R B || C | D | E | F | dº | H | 1 | ty. K
** * *- V-val ºr Pipº
Dor zoo fr s | 3 |46 |ss || 48 |45% |/s lish lys |45 || ||4|4|26%|3400
t|Smoºn. A D C | D | ET || A' | G |H| | | | V |A ||L |/7 |/Y | L55 Irºn run Ž }. 4. # # #|3850
** | 8 |ss; so sº. 70% |z2|4s 20%|/|a|z0|4|/3 || 2 |zászoo |4000 6 || 6 |49 |61% |49 |46'8 |/5 |/4% | 14 |46%| 1 |/72 || 2 |27
3 |783 ||37 ||61%. 63% ºf 353 |11% |% ||6 |z0|4|/3 || 3 ||3%|6250 sooo 64 || 8 |66% leaklse sa? |16% lież |/63 |47 || 6 |2%| 3 |35%zoo
THE AMERICAN CLAY MACHINERY CO.
BUCYRUS, OHIO. U. S. A.












863
Winches
ONE LEVER OPERATIOT
DOUBLE - PORT
18"Face-A
1-PIECE Box-SECTION
--------------------------------------------------------------------
The new type 9 x 9 Helser
Cargo Winch has been designed
to meet the requirements of the
Pacific Coast Yards which de-
mand a heavy duty, strongly
constructed winch. This winch
has a box constructed base plate with oil pans and
hold down bolt lugs cast in one piece, which elimi-
nates the bolting together, and makes a more rigid
base.
The Helser Winch is of the double cylinder type
fitted with semi-steel links and brass link blocks, brass
eccentric straps and brass cross head slippers. The
steam throttle is a specially designed double ported
piston valve with a cast iron liner, and two snap
The Helser
Cargo Winch
rings, connected to the link lifting lever shaft so that
the one lever opens the throttle and raises the link
at the same time. It is conveniently placed for one
man to operate two winches.
This winch has a cast steel pinion and a semi-steel
gear. The drum is 16" in diameter with an 18" face.
The drum shaft is 3-15/16" in diameter fitted with
a gypsy on end of the shaft, which can be extended
for a gypsy on the other end, if desired.
Thiro TTLE
DRUM shAFT 3%"DIA.
8” BEARING
BEIDPLATE
ample brake lever and bands for holding and lower-
ing the load without using the throttle. This winch
weighs approximately 5600 lbs. It can be fitted with
reverse throttle of the piston type instead of the link
motion, if desired.
All parts for this winch are machined in duplicate
and any part can be replaced. The fit is guaranteed
as we have gauges and templates for all parts. The
steam inlet is 2 1/2" with a 3" exhaust, which are
drilled E. M. F. Standard. The cylinders are 9"
bore 9" stroke. The valves are of the piston valve
type, fitted with cast iron bushing which can be taken
out and replaced when worn.
/* º . .
--93 42 4'- *s
- -- *
º ‘. 6-4 cored/oes Y--> —I-
for y 22m. ºnae/on Bo/*s
Sºo
- sº
- tº -
ſº-Hº-
- || |
--- º | - §
--- - *H-–2'- * R º
º ºf “HF
center of Gravity
l *
– §
-
--- Al L.
º-º-º-º:
-i. *ziº) º- %2RN sº,
H C c - \\ -
- -> ~
-- 'º-
---
//ofe: Verrica/ cenzer of aravºy 44 /nches- __--
from Bofforn of 5ase
Plan View Showing Dimensions and Approximate Center
This winch will lift Io,000 lbs. on a single line with of Gravity
- - WINCH DATA - -
Cylinders |_ Drum Gypsy Bed Plate Over All Dimensions - Net Weight Flanges
bore stroke | Length pia * * ºn wºn | Length Height | width * swam ºn
-- I - - – - Dia. Inlet 2%" | Dia. Outlet 3"
9” 9” 18" | 16” 154, " & 17" 12" to 13° 5314" 61” 66" 4514" | 72" | 5600 lbs. Bolt P. C. 6%" | Bolt P. C. 6."
o, dia. 814" 0. Dia, 7%"
HELSER MACHINE WORKS, INC. PORTLAND, ORE.







864
Marine Appliances
"ultuittitutinuuuuuuuuuuuuuuuuuuuuuuun-
Edson hand operated Screw
Steering Gears made in vari-
ous designs for use on sailing
craft, ships, schooners, fisher-
men, yachts, etc. Also Brass
Stand Steerers fitted with mitre
gears, rack and pinion, binnacle, compass and nighthood.
Edson Steering Gears are particularly strong, compact,
and efficient, with a minimum number of wearing
parts thus helping to eliminate backlash, and are re-
markably sensitive and quick in action.
Steering Gears
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The Edson Improved Robinson Steerer, shown in
detail below, can be arranged for iron rudder posts if
desired. In this type of steerer, the rudder head is
made in two parts, with bolts and nuts so arranged
as to clamp and hold the steerer-hoop close to the
rudder post, to be tightened whenever necessary, with-
out wedging. When used for steamer relief gear, the
arms are arranged to disconnect from the rudder head
. as not to interfere with the steering from the wheel
Ouse.
For use with these steering
gears the Edson Company man-
ufacture steering wheels of im-
proved modern construction.
These wheels are made of well
seasoned foreign and domestic
woods with brass hubs, and they are fastened thor-
oughly with brass screws, making a handsome appear-
ance.
Steering Wheels
Babbºtted
b
eccra.
LAfffalº Box.
-Édson /MPROVED PATENT ROBINSON STEERER=-
The Edson Gasoline Engine
Driven Diaphragm Bilge Pump
is especially adapted for use on
vessels and b arges, being
simple and rugged in construc-
tion, compact in arrangement
and easy to operate. It consists of a gasoline engine,
air-cooled to prevent freezing, mount-
ed directly over a diaphragm pump
with 3-inch suction, the complete
unit weighing less than 350
pounds. The engine and hand
pump can be furnished separ-
ately, if desired.
Bilge Pumps
The Edson
Manufactur-
ing Company
also furnish a
large number
of other ma- -
Other Products
rine appliances.
Diaphragm Free and Force Pumps for operation by
hand and galley type force pumps can be furnished.
Power Capstans are built with single, triple and
ratchet purchase all in the same combination, and in
five sizes for wide limits of requirements.
Gypsy Winches with hand heavers, United States
Signal Corps and Centerboard Winches are built of
extra strong construction and proved serviceability.
The Edson line includes Ships' Bells, Port and Deck
Lights, Boom Jibers, Deck Plates, Ventilators, Stan-
chions, etc.
Dimenstons
*o a b c d e f
B474|17|ºf a;2. /61/6 to a
B473.28/361/??|23 /ē1/ to wº
B476 |2fle, 20324/31/jee's
Be77|3|4|z2|284.23/34%/r
B673 |337,12432]2+]/zzcze;
B67; 3372265.32% ºr
Oğ
EDSON MANUFACTURING CO.
270 ATLANTIC AVE. BOSTON


















865
Electric Telemotors
irritºr-it-i-º-º-º-º-º-º-º-º-º-º-º-º-º-º-º-º-
The Benson Electric Tele-
motor is the ideal control for
the steam steering engine. More
than 200 are in actual use and
daily proving their superiority
over any other method of rud-
Ideal Control
-
nitri------------------------------------------------------------------
der control.
Its absolute accuracy, the simplicity of construction
and operation, its positive indication of the rudder
position, quick response and reliability, recommend its
use in every case where a telemotor is required.
It operates with so little exertion on the part of the
quartermaster that a straight course is always kept.
The largest liner is handled as easily and quickly as
the smallest craft.
The Telemotor proper is lo-
cated beside the steam steering
engine. The Master Control-
ler is located in the pilot house,
or on the bridge if desired, and
may be either a horizontally
moving lever mounted upon a standard or a small
wheel. The movement of the controller completes a
circuit to a Relay Panel which is located either in the
engine room or the fan-tail of the boat. Completing
one of these circuits from the controller causes one of
two relays to close which in turn completes a circuit
Equipment
Operation
from the main generators of the ship, to the motor of
the telemotor. This motor is connected, through a
suitable train of gears, to a cross-head which in turn
is mechanically connected to the valve arm of the
steam steering engine. The electric follow-up is also
connected to the motor through gears. The starting
of the motor moves the cross-head and engine valve,
starting the engine. This also moves the follow-up
which whole movement continues until a position is
reached by the follow-up corresponding to the position
of the controller in the wheel house. At this point the
circuit is automatically broken, releasing the relay and
opening the circuit to the motor. This stops the
movement of the steam steering engine and conse-
quently the rudder stops at the desired point.
The whole system is connected by wires and con-
duit or cable, and receives its energy from the ship's
generators. The motor is of one horse-power.
The factor of safety in the Benson Electric Tele-
motor is so great that accident and breakage are en-
tirely eliminated.
-ºuntumuuuuuuuuuuuuuuuuuuuuuuuuuuuu-
Aside from the disadvan-
tages of other control, none of
= Advantages which are found in the electric
telemotor, these special charac-
= teristics are exclusively found
in the Benson Electric Tele-
motor :
Instantaneous response.
Uniform and positive action.
Impossibility of racing steering engine.
Positive rudder indicator.
Facility in handling boat.
Flexibility of installation.
Positive follow-up system.
The follow-up is automatic, and no reversing
switch or watching of a rudder indicator is necessary.
No new boat should be built without first investigat-
ing the Benson Electric Telemotor. It saves money in
first cost, maintenance and operation of the vessel.
BENSON ELECTRIC COMPANY, SUPERIOR. WIS.



866
Electric Steeromotors
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The Steeromotor has elimi-
nated the necessity of using a
steam steering engine to operate
the rudder. The entire con-
trol and power used in operat-
ing the rudder is electric and
obtained from the ship's generators. The elimination
of the complication of the steam engine and its follow-
up, the condensation and sluggish response is done
away with. In its place is substituted an electric tele-
motor with a motor large enough to swing the rudder
under any required condition.
Steam
Eliminated
ºultuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuun-
The equipment consists of a
master controller in the wheel-
house and an auxiliary control-
ler on the bridge when desired,
an operating panel located in
the engine room and containing
two control relays and one dynamic braking relay and
an accelerator with resistances, then the Steeromotor
proper which is located in the fan-tail of the boat and
mechanically connected to the screw gear of the rud-
der by means of gears. The whole system is electri-
cally connected by wires in conduit or electric cable.
Equipment
ºiliitiitiitiitiiniiniiiuuuuuuuuuuuuuuuuuuuuuunrº-
The Steeromotor gives abso-
lutely accurate control which is
positive and instantaneous. The
follow-up performs automati-
cally the operation of opening
or closing the relays that con-
trol the movement of the Steeromotor to port or
Advantages
m
starboard. No reversing switch is required in the
wheel-house and over-travel and limit controls are in-
corporated in the follow-up. An overload relay with
alarm signal is provided to give notice if a short-cir-
cuit or other accident should open the main circuit.
No rudder indicator is used with the Steeromotor as
the position of the controller handle is always a posi-
tive indication of the relative position of the rudder.
The Steeromotor is directly connected by gears to
the screw gear of the vessel rudder. A movement of
the controller handle in the pilot house to either port
or starboard completes one of a number of electrical
circuits and closes a relay in the engine room. The
closing of this relay completes another circuit from the
main generator of the boat to the motor of the Steero-
motor through a five-step accelerator. The follow-up
moves through a train of gears until a position that
corresponds to the controller in the pilot house is
reached. When this position is reached the circuit
from the controller to the follow-up is opened and
releases the relay which opens the main circuit and
applies a dynamic brake.
aunuſumuuuuuuuuuuuuuuuuuuuuuuuuuuuun The motor ship has main-
tained in addition to its power
plant a high pressure boiler and
steam steering engine simply
for rudder operations. The
A Motor Ship
Necessity
--------------------------------------------------------------------------
Steeromotor, electrically oper-
ated and drawing its power from the ship's generators,
eliminates all necessity of the steam plant and makes
a motor ship a complete reality.
ating expense is obvious.
Its reduction of oper-
|
)
j
-
E.
§
|L.
572.
º*
BENSON ELECTRIC COMPANY.
SUPERIOR. WIS. "








867
Dunn Stockless Anchors
- *----------------------------|--|--|--|--|--|--|--|--|--|--|--|--|--
#". The Dunn Stockless Anchor
was designed and patented in
1889, by Herbert O. Dunn,
Rear Admiral, U. S. N. Addi-
ditional patents have since been
obtained covering improvements
on the original invention, so that the Dunn Anchor to-
day is the product of 30 years' experience and careful
study of the subject of anchors under actual working
conditions.
The Dunn Stockless Anchor has distinct advantages
over the old type or stock anchor. Greater holding
Dunn Anchor
º
power is obtained by the fact that both flukes embed
themselves in the sea bottom. The elimination of the
stock makes it possible for the shank of the anchor to
be pulled into the hawse pipe, and as the flukes rotate
freely, they draw up snugly against the side of the ship.
The anchor is stowed quickly and conveniently and is
ready for instant use.
The Dunn Anchor does not
depend upon a pin to hold the
shank and flukes together; the
connection between the shank
and the fluke casting is made by
integral trunnions on the head
of the shank. The shank piece, after being inserted
through the opening in the bottom of the anchor, is
drawn up into place and wedge-shaped filling pieces
are riveted in behind it. The upper end of the filling
Construction
and Operation
annuumuuuuuuuuuuuuuuuuuuuuuuuuuuuu-
piece, and the inner wall of the anchor itself, make
smooth circular bearings for the shank trunnion. As
a result of the wedge shape of the filling pieces, prac-
tically all strains on them are taken up by the wall of
the anchor. These two wedge-shaped filling pieces are
unique with the Dunn Anchor. Not only do they make
a smooth and secure bearing for the shank trunnions,
but also they permit the opening directly beneath the
shank to be left free and unobstructed. Complete free-
dom of “washing through” is obtained and no lodging
place is offered for foreign substances which might in-
terfere with the mechanism of the anchor.
When the Dunn Anchor is in holding position, prac-
tically all of its weight is forward of the projecting
ledges which tilt the flukes downward. The weight
is thus thrown on the points, or “bills,” of the flukes,
which dig in as soon as the ship begins to pull on the
cable.
To embed itself, the anchor, instead of plowing up
the sea bottom, must permit the soil to close in around
it. Curved lines and rounded surfaces on the Dunn
Anchor make positive this desirable action. The flukes
have ample holding surface and are set at the correct
angle to give maximum holding power.
The shank is particularly strong, due to careful an-
nealing and to the high standards of foundry practice
of American Steel Foundries.
Dunn Stockless Anchors have an established reputa-
tion for “holding power.” They have been in use for
years on ships of the United States Navy; they are be-
ing used in large numbers by the United States Ship-
ping Board Emergency Fleet Corporation on ships that
were built under their supervision and are also used
extensively by many important steamship companies of
the world.
Dunn Anchors are approved by the American Bu-
reau of Shipping, Lloyds Register of Shipping, Bureau
Veritas and other classification societies.
Dunn Anchors are made in weights from 200 pounds
to 20,000 pounds or heavier. A supply of various sizes
is carried in stock from which prompt shipments can
be made.
AMERICAN STEEL FOUNDRIES
McCORMICK BLDG., CHICAGO, ILLINOIS


868
Dunn Stockless Anchors
D
A -
!
DUNN STOCKLESS ANCHOR
NMADE BY
AMERICAN STEEL FOUNDRIES
CHICAGO cHESTER, PA. NEw York
Drawing Showing Dunn Stockless Anchor
For dimensions refer to table below
TABLE SHOWING GENERAL DIMENSIONS OF DUNN ANCHORS FOR VARIOUS WEIGHTS
Weight of
†: A B c I) E F G H I J K
250–325 1%." 81%" 51%.” 4%." 30” 6++” 17” 23.1%." 11” 31%." 27.1%."
350–450 114,” S14,” 51%." 4% " 33” 71%" 19" 26” 12” 4” 29.1%."
475–600 114,” S12" 51%.” 43s." 36” 21” 29" 1334" 41%.” 3234"
650–750 2” 11 14” 71.4 -- 57s." 39” S -- 23” 31” 15” 14” 35%.”
800–950 2” 1114" 714." 57s." 4214," 914,” 25” 33” 16” 51%.” 3.81%"
1000–1200 2” 11 14 -- 714 ºr 57s.” 451%." 1014 - 27” 36” 17” 6” 41”
1300–1500 2” 1114" 714" 57s." 49” 11” 29” 40” 19" 654". 44%."
1600–1900 214" 1483" 9” 714" 53” 12” 32” 43" 2012.” 678" 48”
2000–2300 21%." 14%" 9” 714" 56” 12%." 34” 45” 22” 714" 51”
2400–2700 214" 14%" 9” 714" 59.1%" 1314 re 36” 4s.” 23" 73% " 54”
*2800–3200 214" 1434" 9” 714" 63" 1379 -- 39” 51* 24” 714" 57”
3300–3600 3” 171s" 107.3" sºs" 6512" 1412" 40” 52” 25” 73% " 5914."
3700–4000 3” 1714 -- 10% ºr sºs" 6s." 15” 41* 53” 20" s" 6. ºr
4100–4600 3” 1714" 1078." sºs" 71° 16” 43” 56” 20” S14” 64%."
4700–5250 3” 1714" 1074" sts" 74.14" 1614,” 45” 5814" 30” s34” 68"
5500–6000 31%" 2014 -- 12% ºr 101." 7sº 1739" 47” 62” 31 14" 9." 71”
£250–6750 31,” 2014 -- 123, ºr 1014,” S1” 1774" 49” 64” 33” 95%" 7314 --
7000–7750 31%." 2014” 1234" 101." 841%." 1878" 51” 67." 34 tº," 1014." 76%"
8000–S750 31%." 2014 -- 123, ºr 10 1," SS” 1914,” 5: ºr 69 14,” 30." 1034" 80”
9000–9500 4” 227&" 1434" 12” 9014." 20” 55” 7214" 3S" 1114" 82"
9750–10500 4” 2274". 1483" 12” 931%" 20%." 56” 74.14" 40” 12” $41,”
11000–12500 4” ... 227g" 1434” 12” 99” 22” 60” 771," 41” 1258? 90"
13000—15000 44%.” 26.1%." 16% " 137s." 105.1%." 2314,” 64” s314" 43" 13” 96”
15500–17500 41%.” 26%.” 1684" 1374" 1111%" 24% 67." S7” 45” 1314" 102”
18000–20000 41%.” 26.1%." 163% " 137% " 11614" 26” 69'." 91%" 471%" 14” 105”
AMERICAN STEEL FOUNDRIES
McCORMICK BLDG. CHICAGO. ILLINOIS



869
Wire Rope
and Fittings
§
º
º
s
tº
6 x 19 6 x 7
For Hoisting Ropes For Standing Rigging
and Lifts %" to 1 " Dia.
6 x 12
For Standing Rigging
1" Dia. and Larger
" The Wire Rope manufac-
tured by the Upson-Walton
H Wire Rope Company is made of Iron,
Crucible Steel, U-W Steel or
Perfection quality. It is uni-
form in quality, the core is
i
"-------------------- ---------- ------------------------------- ----------- -
Thimble
Socket Thimble
properly proportioned and the rope as a whole is laid
up so scientifically that each single wire bears its exact
proportion of the general load.
Upson-Walton Wire Rope is made in a large variety
of types, each specially designed for the work to be per-
formed.
Nubian Black treatment on bright ropes not only
lubricates the individual wires, but protects them
against corrosion better than an external application.
The latter statement applies especially to the inside
wires, which, after the rope is built, cannot be reached.
U-W Pearl Gray makes the finest of galvanized fin-
ishes.
Fibre Clad for Hoists
6 x 24
For Mooring Lines
and Small Hawsers
6 x 37
For Large Hawsers
For Running Ropes
and Messengers
- The Upson-Walton Com-
Wire Rope pany, makers of Wire Rope
s - - - - and Fittings, has fitted out,
i Fittings during the past forty-nine
* years, OVer One thousand ships
of all sizes in addition to the
refitting of many others. Naturally their organization
is in a position to furnish valuable advice concerning
fittings for all purposes.
Their stock of Turnbuckles, Shackles and Thimbles,
in standard listed dimensions, is large and complete, as
well as that of Hooks, Eyes and Jaws on Turnbuckles
and various designs of connections for Shackles.
Their products include Forgings of various kinds
such as Chain Plates, Pad Eyes, Boom and Mast Bands,
all of which are carried in stock or made according to
blue prints. -
Their staff includes a large force of skilled riggers,
working under competent foremen, to install equip-
ment on ships or on land.
(
-9.
º
Shackle
Turnbuckles
Shackle
THE UPSON - WALTON CO.
1294-1310 W. ELEVENTH STREET, CLEVELAND, OHIO











870
Anchors. Blocks
and Sheaves
—- - -
National
" National Stockless Anchors,
as illustrated above, are fur-
nished tested to Lloyd's Regis-
ter of Shipping, American Bu-
reau of Shipping, Bureau Ve-
ritas, or not tested, as desired.
Over 10,000 tons of National Anchors have been pro-
duced and are in use today all over the world. They
are approved by the U. S. government, the Emergency
leet Corporation having used several million pounds.
National Anchors are made in sizes from 300 to
2O,OOO pounds.
An average stock of about 600,000 pounds is kept
on hand for prompt shipment.
Anchors
"ºuntinuuuuuuuuuuuuuuuuuuuuuuuuuun
Self-Lubricating and Roller Bushings for All Sheaves
Anchor
-uuuuuuuuuuuuuuuuuuuuuuun ": The Upson-Walton Com-
Blocks and P* is the oldest manufacturer
Sh I of Steel and Iron Blocks in the
eaVeS # United States.
- Blocks for Manila Rope
- from 3% inches to 4 inches in
diameter are carried in stock. Blocks for Wire Rope
from 4 inch to 1% inches in diameter are carried in
stock. Larger sizes of Wire Rope Blocks can be made
to order.
The Sheaves are Self-Lubricating. The bushings
are composed of special phosphor bronze and they carry
a scientific lubricating compound which reduces the pin
wear to a minimum. -
------------------------- --------- -------------------------------------,-
Rºſſº |
Wire Rope Blocks of All Styles and Sizes for All Purposes
_ºuntinuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuu
In addition to the Main Of-
fice and Factory in Cleveland,
Branch Offices Ohio, The Upson-Walton
Company maintains the follow-
- ing Branch Offices where any
information regarding Upson-
Walton products may be obtained:
New York, N. Y.-291 Broadway.
Chicago, Ill.–71 I So. Wells St.
Pittsburgh, Pa.-I IOS Bessemer Bldg.
Detroit, Mich.-Boston, Mass.-New Orleans, La.
Denver, Colo.—Newark, N.J., Wire Rope Mill.
ºnnunun --------------- 111111111-1-------------
THE UPSON - WALTON CO.
1294-1310 W. ELEVENTH STREET, CLEVELAND, OHIO




871
Anchors and Chains
Baldt Stockless Anchors are
Baldt Stockless
Anchors for All
Requirements
built in all sizes from 200
pounds to 30,000 or above if
desired. They are used exten-
sively by the United States
Navy. They are in equally
wide use on merchant and passenger ships throughout
the world, and are in general use for mooring purposes.
A particularly large stock is carried, tested to any
requirements. The large manufacturing facilities of
the Baldt Anchor Company permit immediate deliv-
eries of most standard sizes.
-----------------------------------------------------------------------
The Baldt Patent Stockless
Features of the
Baldt Stockless
Anchor is cast in two parts, the
head, or crown and flukes, form-
Anchor ing one part, and the shank the
… other. The two parts are con-
nected on the ball-and-socket
principle, and so arranged that the flukes are always
at an angle of 45 degrees to the side of the shank lying
next to the bottom.
The head is permitted to move freely on the shank,
and the ball and socket is so arranged that the anchor
cannot pull apart.
All anchors fitted with forged shanks in place of
cast steel. Forged shanks are much superior.
First–No matter how the
anchor falls, both flukes are
always down and take hold
simultaneously, giving greater
holding power than any other
anchor made.
Second—The Baldt Stockless Anchor is absolutely
sure of taking hold the moment the strain comes upon
the cable.
Third–As the two flukes are always down, the cable
cannot foul.
Fourth—The anchor cannot drag because it will
not roll over.
Fifth–It cannot become fouled; there are no pins
to break, loose or bend, and no trunnions to jam.
Sixth–Its great strength and durability; all parts
are made of the finest grade of open-hearth steel, and
each anchor is submitted to exhaustive tests.
Advantages of
the Baldt
Stockless Anchor
Seventh—No dirt or stones can accumulate in the
socket.
Eighth—It is exceedingly simple in construction.
Ninth—Excels all others in stowing. In a recent
test made by the U. S. Navy, when foreign and domestic
anchors were considered, the Baldt Stockless Anchor
was adopted over all others on account of its stow-
ing qualities and strength.
Tenth—The Baldt Stockless Anchor costs less to
buy and less to keep in service than any other stockless
anchor made.
-tuºultuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuu
The following tests are em-
ployed to insure the highest
grade of steel being used in the
Baldt Stockless Anchors:
I—Test bars, taken from
each heat, must show 60,000 to
70,000 pounds tensile strength, with 15 to 25 per
cent elongation in eight inches and 20 to 30 per cent
reduction of area.
2—A test bar one inch square is required to bend
cold to an angle of 90 degrees.
3–No metal must run above .os in phosphorus and
.05 in sulphur.
4—Every anchor is subjected to a drop-test of 12 to
15 feet on steel blocks.
All anchors in heats varying in any particular from
the above specifications are rejected.
We make the Baldt Anchor to any specifications
required. It is approved by the U. S. Navy, U. S
Army, Lloyds Register of British and foreign shipping:
American Bureau of Shipping, Bureau Veritas, United
States Standard, the Lakes' Register, and all other bu-
reaus of test.
Tests
-----------------------------------------------------------------------
--------------------- |--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--
Stud Link
Chains
We manufacture I 7/8" up
to 2 1/2" Stud Link Chain.
This is made under drop ham-
mers, and every link is uniform,
… fitting the wildcat of the ship
like a glove. Hand made chain
varies so much that often the links will not fit the .
sprocket in the wildcat. The uniformity of Baldt
Stud Link Chain insures perfect working qualities.
BALDT ANCHOR CO., CHESTER, PA.

S72
Admiral Anchors
Admiral Anchors are manu-
factured from the best grade
acid open hearth steel, and are
furnished in all sizes up to 30,-
All Types
and Sizes
OOO lbs. in weight. The Ad-
- - miral Anchor Company, in ad-
dition to manufacturing the “Admiral Stockless
Anchor,” are also manufacturers of Old Style Stock,
Mushroom, Mooring and Trotman Anchors. Stand-
ºrd sizes are kept in stock for immediate shipment.
--- *inuuuuuuuuuuuuuuuuuuuuuuuu:
The Admiral Stockless An-
chor is of the simplest possible
construction, being made of but
five parts. It is assembled by
mº drawing the shank through the
opening in the fluke, forcing the
fluke pin through the cored hole in the fluke and shank
and upsetting its end. The shackle and pin are then
placed in position, the pin ends upset, and the anchor
is complete.
The shank is held to the fluke of the anchor by
means of lugs on the shank. There are no angular
surfaces on which a chain can foul, and the anchor is
designed so that both flukes will take hold simultane-
ously and will not break mud in entering it. The
anchor will not roll, and when drawn into the hawse
pipe will house close to the ship's side.
Every step in the process of the manufacture of
Distinctive
Features
Admiral Anchors is made with the most modern meth-
ods and appliances and is carefully supervised and
checked, resulting in a product that is unexcelled for
dependability and workmanship.
Admiral Anchors are made
subject to specifications for
chemical and physical tests as
required by Lloyd's Register of
Shipping, American Bureau of
Shipping, United States Navy
and Bureau Veritas, and have been approved and ac-
cepted by all of these organizations. These anchors
are made of acid open hearth cast steel having a tensile
strength of 60,000 to 70,000 pounds per square inch,
elastic limit of 45 per cent of tensile strength, elonga-
tion of 15 to 25 per cent, and 20 to 30 per cent re-
duction of area. Every part is more than twice as
strong as the cable for any given sized anchor, and
Admiral Anchors have never lost a ship.
The Admiral Anchor Com-
pany is a subsidiary of the Penn
Seaboard Steel Corporation
which is in a position to furnish
steel castings of any design.
The Penn Works of this Cor-
poration are equipped with pattern and machine shops
and are situated at Chester, Pa., in the heart of the
shipbuilding industry.
*
Approved by
All Inspection
Bureaus
-----------------------------------------------------------------------
Steel Castings
annuununununununununununununununum:
THE ADMIRAL ANCHOR CO.
1417 SANSOM ST. PHILADELPHIA. PA.


873
Acco Ship Chains
Where Acco Chains Mean Safety -
We illustrate and describe in
these pages a few of the special
chains and attachments that ap-
ply to ship and shipyard equip-
ment. It is impossible in the
- limit of space available to give
adequate information and details on our complete line
of chain products, for which we must refer to our gen-
eral catalog, which we shall be glad to supply upon
application.
We manufacture all types of chain ranging from
Plumbers' Safety Chain to Ships' Cable Chain in the
largest sizes, and are prepared to manufacture chain of
any type to special dimensions or for special purposes.
We maintain an Experimental Department, which
is constantly on the alert to increase the efficiency of
chain—exhaustive tests and experiments being at all
times carried on in our own rolling mills to develop
material which will best withstand the severe usage to
which large chains are subjected.
Send us your drawings and specifications, and we
Acco Chains
------------------------------------------------------------------------
assure you of attractive prices, prompt service and
chain of quality, all of which are the result of our
enormous production and efficient methods of manu-
facture. -
The proof testing of every link is, without question,
a very important factor in the manufacturing of Ship's
Cable Chain. One defective link may cause an anchor
chain to fail at a critical moment.
In the hour of peril, human life and human suffer
ing cannot be measured in dollars and cents. Oceaſ:
travel demands safety, and safety can only be assured
when the anchor chains are made and tested to hold in
any emergency.
Before a seaman can secure a pilot's license he must
pass the examiner's test. Before an Acco Chain can
get a “commission” it must prove its Strength—every
link must test up to its rated capacity to make Safety
Absolute.
Acco Chains are tested with the largest and most
modern type of chain tester in the world, as illustrate
and described on the opposite page.
AMERICAN CHAIN COMPANY, INC.
BRIDGEPORT, CONN.

874
Acco Ship Chains
|
º
- s-
.
.
º
º
º
End View of Testing Machine Showing Chain in Position Ready for Testing
"ununununununununununununun
The illustration above is an
-
Chain end view of the testing machine
- i showing chain in position ready
Testing # for testing. No chain is abso-
lutely safe unless it is actually
proof tested. There is always
* possibility of a chain having a link improperly welded,
urnt, or otherwise defective, and this can be detected
ºnly by testing. We actually test every pound of
chain made in our plants.
Chain is proof-tested to about one-half the average
reaking strain. The ordinary safe working load
should not exceed one-third of the breaking strain, or a
ittle over one-half the proof-test. Therefore, the size
chain required for a given safe working strain can be
“asily determined by constructing tables showing proof
“sts and breaking strains on the various chains.
Tº " All our stud link anchor
Stud Link chain is made from the highest
- grade refined iron, rolled in our
Anchor Chain own rolling mills. Our many
mº years of experience in produc-
ing chain iron insures an even
uni
"ununununununununununununum
r
É.
quality throughout, tough and fibrous, and possessing
hard-wearing qualities.
We are prepared to furnish Stud Link Chain in all
sizes to Lloyd's approved Standards and specifications,
and will furnish Lloyd's test and inspection certificates
with any chains so ordered. Lloyd's Surveyers are in
constant attendance at our factories and conduct all
teStS.
Stud Link Chain is also made to the latest approved
standards and specifications of the American Bureau
of Shipping. Chains for use on vessels of American
Registry should be furnished with chain to these stand-
ards. With few exceptions these specifications are
practically the same as Lloyd's. Test and inspection
certificate by the American Bureau of Shipping fur-
nished.
We are also prepared to furnish Stud Link Chain
tested to Bureau Veritas requirements.
Stud Link Chain subject to our own test and in-
spection is made to the same specifications as that of
the American Bureau of Shipping. The same grade
of material is used and the tests are identically the
Sanne.
AMERICAN CHAIN COMPANY, INC.
BRIDGEPORT, CONN.



875
Acco Ship Chains
-------------------------------------------------------------------------
Close Link or
Stream Chain
tainable.
chain in all sizes.
-------------------------------------------------------------------------
Proof Coil
Chain
-----------------------------------------------------------------------
forge, or blacked if desired, at no extra charge.
nished in continuous
required.
-
%-inch Proof Coil Chain—Exact Size
Close Link or Stream Chain
is for use as mooring and
anchor chain on small and
medium-size ships. It is care-
fully made from the highest
grade double-refined iron ob-
We are prepared to furnish this type of
This grade of chain is made
of open-hearth basic steel or
iron, as ordered. It is proof
tested to strains as shown in the
table below. Supplied self-
color, as it comes from the
Fur-
lengths, or in short sections as
------------------------------------------------------------------------
-------------------------------------------------------------------------
B B Coil Chain
B B Coil Chain is made of
open-hearth basic steel or iron
as ordered. This is a closer
link chain than the common
grade, or Proof Coil, and
greater care is exercised in its
manufacture, making a good strong chain for general
Furnished in self color, blacked or hot galva-
use.
nized.
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chain.
B B B Coil Chain
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This grade is
hot galvanized. No extra charge for blacking.
CHAIN TABLE
This chain is closer link than
the B. B. Where strength
and durability are required, we
recommend this grade. En-
larged end links can be fur-
nished on one or both ends of
supplied in self color, blacked or
AMERICAN CHAIN COMPANY.
BRIDGEPORT. CONN.
INC.
Proof B B B B B
Approxi- Outside Qutside Weight Actual Approx. Aww. outside outside weight|Actual Approx. Aww. outside outside Weight Actual Approx.
Size mate | Length. Width Pºr | Proof Breaking mate Length Width Per | Proof Breaking|| mate Length Width per | Proof Breaking
nºes ..". of º of * º Test Strain ..". of º of º !" Test Strain Nº. of lººk of º !" Test || Strain
per Foot | Inches Inches Lbs. | Pounds Pounds || per Footl Inches Inches | Lbs. * Pounds per Foot | Inches Inches | Lbs. Pounds Pounds
- – - - - - - ======= - - - -
1% 13 59/64 11/32 181% 450 900 15 13/16 11/32 2014 || 475 950 17 23/32 11/32 21% 500 1,000
3/16 13 1% 7s 46 | 1,000 2,000 14 114 % 50 1,100 2,200 16 11% .* 52 1,200 2,400
*4 12 11% 1 1/16 75 | 1,500 3,300 13 17/16 15/16 S0 | 1,650 3, S00 14 1% 15/16 s3 1,750. 4,500
5/16 11 || 178 1% 110 || 2,600 5,200 12 1% 11% 115 3,000 5,600 13 15% 114 11s 3,400 7,000
% 9% 2% 1% 155 3,600 || 7,200 10.1% 115/16] 1 7/16 160 4,000 || 8,000 11% 1% 17/16 166 4,500 9,000
7/16 9 214 |111/16 200 4,500 10,000 9% 2 3/16 19/16 210 |5,500 11,500 10 2% 19/16 215 6,300 12,500
* 8 2% 1% 260 6,500 || 13,000 S1% 27/16 1% 265 7,000 || 15,000 9 2% 134 26S | S,000 | 16,500
9/16 7% 2% 2% 325 S,000 | 16,000 S 2 13/16 2 335 | S,S00 18,500 814 2% 2 340 10,000 22,000
53 6% 3% 2% 400 || 9,500 20,000 7 3% 2% 410 10,750 23,000 714 3 2% 420 12,500 25,000
% 6 37% 2 ind 590 13,500 28,800 614 3% 2 9/16 600 15,500 33,500 6% 3% 2 9/16 610 17,750 35,000
7% 5 4% 31% S00 18,500 39,000 514 4% 3. 820 21,000 44,000 5% 4 1/16 3 S30 |24,000. 47,500
1 4 5 3% 1,000|24,000. 51,500 4% 4% 3% 1,030 28,500 59,000 4% 4% 3% 1040 131,350 64,500
1% 3% 5% 4 1,300|29,000 60,000 4 5% 3% 1,350 36,000 74,000 4% 5% 3% 1400 13s.oOo. 78,000
1% 3% 6% 4% 1,500 39,000 so,000 || 3% 5% 4% 1,550 |43,000, S6,000 3% 5% 44 1600 |47,000. 95,000
- - - – e. - - - - –


876
Acco Ship Chains
H. B. Quality Dredge Chain
*unununununununununununununu. -
# We manufacture Dredge
H Chain in three qualities, which
i differ in the character of con-
struction of the iron that is
*"ununununununununununnummum used. H. B. quality is equal to
any other Dredge Chain made,
Dredge Chain
Ajax Special, which are manufactured from specially
rolled and refined iron, the result of long years of ex-
periment and experience in our own rolling mills to
produce grades of iron that will withstand the heavy
strain put upon this class of material.
but where price is not a special object but quality is A table of tests and dimensions of the different
the prime factor, we recommend either our Ajax or grades is given herewith.
CHAIN TABLE
H. B. Dredge Ajax Dredge
un + - º 3 - Q º s-
# := 55- # f sº * s #7 # ;:
- -
3 111/16 3 2% 12,000 25,000 7,200 14,000 27,000 8000 4
34 115/16 3% 2% 18,000 so 10,800 20,000, 40,000 12.200, 6%
78 2 3/16 4 2.7% 2,500 48,000 14,700 26,000 52,000 16,100 8
1 2% 45% 3 J.A 32,000 61,000 1920, 33,750, 67,500 20,500 10
1%. 234 5% 334 40,000 78,000 24,000, 41,500 83,000. 25.500 13
1%. 3% 534 4% 49,000. 95,000 29,400 52,000 104,000 31,200 16
13% 3 9/16 6 7/16 4 9/16. 58,000 114,000 34,800 60000 120,000 36,100 19
1%. 3% 7 5 67,000. 134,000. 4020 70.400 140800 43,400 23
1% 4% 734 5% º 154,000 46.200 sisoo 163,000 50,200 28
1%. 434 8 WA 57% 83,000 166,000 49,800 87,500 175,000 52,500 31
1%, sº 9% as 95.000 100000 ºzoo looooo. 200000 00000 as
2 5 34 10 634 108,000 216,000 64.800 114,000 228,000 69600 40
2% 6 y'ſ 1034 7% 122000 244,000 73,200 12,000 258,000 77,400 47
2% 634 11% º 136,500 273,000 81,900 º 286,000, 85,800. 53
2% 67g 11.7% 8 152,000, 304,000. 91,200 159,500 319,000 95.700 58%
2% 7 12% sº 168500 357,000 102.10, 180000 360,000 108,000 as
AMERICAN CHAIN COMPANY. INC.
BRIDGEPORT. CONN.

S77
Acco Ship Chains
Double Pattern Sling Chain
Sling Chains are made in two
patterns, double and single.
The illustration above shows
the double pattern. These
chains are for work of all kinds
where it is necessary to use
cranes, derricks, etc., and are particularly adapted for
loading material on ships. Sling Chain should always
be made from H. B. quality, Ajax, or Special Ajax
quality Dredge Chain. Hooks and rings are made in
proportion to the size of chain ordered. We will
Sling Chains
quote on special constructions upon receipt of definite
specifications.
ºutnuºununununununununununun
We are prepared to supply
Anchor and Joiner Shackles,
both Screw Pin and Round
Pin, in sizes from 3/16 inch to
2 inch. Also Shackles for Stud
Link Cables made to Ameri-
can Bureau of Shipping or Lloyd's standard di-
mensions.
The tables below show approximate weights and
dimensions.
Shackles
"…unununuuuuuuuuuuuuuuuuuuuuuuuuuuuu-
|
--->
|
- - - Y__
A
| O
W
WEIGHT AND DIMENSIONS OF SHACKLES
-
Screw Pin Anchor Shackles. Oval Pin Chain Shackles.
Size Inside Width Diam. Weight Inside Inside Oval Pin | Weight
- Length Between Eyes Pin per 100 Length Width Thickness Width per 100
3/16 13/16 5/16 % 7 - - - - -
14 1 7/16 5/16 12 13/16 % % % 12
5/16 1 3/16 14 % 19 1 * 5/16 7/16 181%
% 17/16 54 7/16 31 1 3/16 53 % 14 27
7/16 1% % % 49 1% 53 7/16 9/16 44%
12 113/16 13/16 9/16 71 1% 34 12 5s 6S 14
9/16 2 15/16 5% 92 113/16 7s 9/16 11/16 SS
53 2% 1% 34 151 2 1 53 13/16 130
34 234 1% % 226 27/16 114 34 1 2013%
73 3% 1 7/16 1 340 2% 1% % 1% 292
1 3% 1% 1% 495 3% 1% 1 134 44.1%
114 3% 1 13/16 144 657 3% 134 1% 1% 575
114 44 2 1% S99 4 1% 114 1% 80.1%
1% 484 2% 1% 1219 4% 2 1% 1 13/16 1109
1% 5%. 27/16 1% 1595 4% 2% 1% 1% 1472
154 5% 2% 1% 1892 5% 2% 1% 2 1635
1% 6% 2% 1% 2401 5% 2% 1% 2% 1819
- 2 7 3% 2% 3.860 6% 2% 2 2% 2800
AMERICAN CHAIN COMPANY, INC.
BRIDGEPORT, CONN.


878
Acco Ship Chains
*--------——---- -- - -- - - - _ _ ----- - - - - - - - - - - ----
*º-Qxxxx.
> - *
- * -
- iº -
Vº
******:ºxx.
º
º
Cargo Net
These Cargo Nets are made
for general ship's use in any size
or shape desired. The regular
; sizes and dimensions are: chain
i – 4, 5/16 and 3% inch; mesh
—7 inches square; complete
net, 8 x 8, 9 x 9 or IO x IO feet Square. In ordering
indicate the size net required by giving the length and
width in feet, also the size chain and mesh wanted.
The chain is furnished self color unless otherwise
ordered.
Cargo Nets
Our modern and up-to-date
finishing a n d metal - treating
equipment, to which we are
constantly adding new devices
and processes of our own, as
well as others that come to our
attention, enables us to furnish, at additional net prices,
Finishes
any finish or special-treated chain that may be called
for.
Bright finish is obtained by tumbling the product in
especially constructed revolving barrels. All scales and
rough spots are removed, leaving a smooth, polished
surface.
Black finish is obtained by immersing the product in
asphaltum diluted with benzine. It gives a dull black
coating which will prevent early rusting. This finish
is used mostly on heavy welded chain.
Nickel finish is obtained by nickel electro-plating
and is absolutely rust-proof.
Cold galvanized finish is obtained by zinc electro-
plating. This finish prevents deterioration, but is not
absolutely rust-proof.
Hot galvanized finish is obtained by immersing the
product in a hot bath of zinc, which leaves a heavy
coating on same. This finish is the best rust preventive
possible.
AMERICAN CHAIN COMPANY, INC.
BRIDGEPORT, CONN.

879
Woodhouse Chain
Dredge Chain as Worn and Stretched After 16 Months’ Continuous Work
# The Woodhouse Chains de-
Hand Made scribed on this page are guaran-
- teed strictly hand-made. On
Chain board ship, where strength and
safety are of paramount im-
portance, the Woodhouse qual-
ity of hand forged chain is an assurance of reliability.
In the forming of links by the cold bending process,
many of the fibres in the metal are deformed or frac-
tured, whereas in the hot bending process, used in the
making of Woodhouse Chain, the fibres are not dis-
turbed, thus maintaining the full strength of the metal.
To insure the finest material being used in Wood-
house Chain, all iron is subjected to exhaustive tests
and selected according to the work a chain is required
to perform.
Sling Chain
-------------------------------------------------------------------------
Woodhouse Special Dredge
Chain is made of scientifically
and chemically selected pure pig
iron, treble worked and re-
rolled. It withstands shocks
inuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuſ.
Dredge Chain
and strains without crystalliza-
tion longer than any other known iron.
Due to the pronounced superiority of this chain, the
links are clearly stamped “Woodhouse Trenton” on
every six foot section.
The iron from which this chain is produced shows
the following laboratory test results: (1 inch round—
8 inches long) Tensile strength 50,880 to 51,600 lbs.
per sq. in. ; elastic limit 34,710 to 35,640 lbs. per sq. in. ;
elongation 33.25 per cent; reduction of area at frac-
ture 51.70 per cent.
" The various grades of Wood-
house Crane chain conform in
every way to the high standard
—Woodhouse quality.
In the XB 3-B Crane Chain
the same high-grade refined iron
that is used in the English Lloyd's Test Chain, with
long, well-finished laps.
In the H & P BBB Crane Chain only high-grade
pure, best refined iron with a tensile strength of 49,-
OOO lbs. per sq. in. is used. During the twenty-three
years which this chain has been used it has invariably
given utmost satisfaction.
Crane Chain
-----------------------------------------------------------
Crane Chain
------------------------------------------------------------------------
Sling Chains can be made
from any grade of chain desired,
with single, double or quadru-
ple chains. These chains can be
furnished with hook and ring,
two rings, two oval links, or
other fittings as required.
If so desired, the chains can be made from Genuine
Norway or Swedish Iron.
- i Woodhouse Stud Link Cable
- Stud Link Chain is made to the American
Cable Chain Bureau of Shipping Standard
- Dimensions, unless otherwise
specified. Stud Link Cable
Chains can be furnished to the
latest approved standards and specifications of the
American Bureau of Shipping, Lloyds, and Bureau
Veritas.
Every chain is proof tested before leaving the fac-
tory. If a defective link is discovered it is removed, a
Sling Chain
ununununui-ul-ul-
perfect link inserted, and the chain re-tested.
The iron used in the Woodhouse Stud Link Cable
Stud Link Cable Chain
Chain is specially selected, of a quality suited to the
requirements. Its exceptionally high quality and the
excellence of the chain made from it, is shown by the
fact that a Woodhouse Stud Link Cable Chain has
never been rejected by an Inspector.
WOODHOUSE CHAIN WORKS
540 THIRD ST. TRENTON. N. J.






S80
Ship's Chains
Stud Link Chain Passing Over Windlass
The Stud Link Ship's Cable
Chain manufactured by the
United States Chain and Forg-
ing Company is made in all
sizes to fit standard wildcats as
adopted by the United States
Shipping Board and manufactured by all standard
windlass manufacturers. Details of dimensions and
weights will be furnished on request.
Anchor Chains
"unununununununununununununun-
United States Ship's Cable
Chain is made to meet in all re-
Specifications spects the specifications of the
# American Bureau of Shipping,
imi Lloyd's Register, Bureau of
- Veritas, or to Navy Specifica-
tions. Each link is proof tested in the company's fac-
tories on approved testing machines to strains required
by these testing societies and a certificate is furnished
the purchaser.
"unununununununununununununum
# United States Ship's Cable
H Chain is made from the best
grade of iron obtainable, and is
rolled, s h a ped, welded and
proved in the company's mills.
The utmost care is observed in
$very step of its manufacture to obtain links of abso-
ute regularity and uniformity. Improved methods
and careful workmanship throughout the process of
Construction
"unluminumumumumumumumumum
construction result in a cable which exceeds all re-
quirements of strength and which works perfectly
over standard wildcats.
-ºut-ºutnuuuuuuuuuuuuuuuuuuuuuuuuuu.
The ample manufacturing fa-
cilities and large amount of
chain of all sizes continually be-
ing made up by the United
States Chain and Forging Com-
pany enables them to supply re-
pair chains, in case of loss of part of the cable, at
short notice, and for quick delivery. In ordering chain
for this purpose, in case the wildcat is not of the
present standard, it will be necessary to specify inside
width and length of link in order to assure exact
duplication.
Repair Chains
-------------------------------------------------------------------------
------------------------------------------------------------------------
The United States Chain
and Forging Company also
manufacture chains of all types
and sizes for a large number
of other shipboard and ship-
yard purposes such as steering
gear chain, sling chains, chain nets, towing chains,
cargo chains, etc. Shackles and hooks of all types are
also manufactured. All of these products are of the
same high grade of material and workmanship as the
anchor chains and can be depended upon to give the
best possible service.
Chain for
Other Purposes
----------------------------------------------------------------------.
UNITED STATES CHAIN & FORGING COMPANY
UNION ARCADE. PITTSBURG. PA.



881
Naco Electric Steel Anchor Chain Cable
“Naco” Electric Steel Anchor Chain Cable Ready for Inspection
----------------------------------------------------------------------
The outstanding features of
“Naco” Electric Steel Anchor
Chain Cable are Strength and
Uniformity.
The combination of superior
quality of material with design
of link in which the stud is cast integral with the link
(thus entirely eliminating loose or lost studs) makes
“Naco” Chain the strongest Anchor Chain manu-
factured.
The exact uniformity of size and shape of links gives
perfect operation over Wildcats of standard design,
making it unnecessary to provide for such variations
and tolerances as are required for forged chain.
Features of
“Naco” Anchor
Chain Cable
---------------------------------------------------------------
Lloyd's Register of Shipping
and the American Bureau of
Shipping, approve the use of
“Naco” Electric Steel Anchor
- i Chain. The pro of test on
-ul-ul-ul-ul-ul-
Specifications
“Naco” Chain is set at the breaking load on Wrought
Iron Chain, 40% being added to arrive at a higher
figure for the break test on Steel Chain.
-------------------------------- -------------------------
The thorough inspection and
testing of “Naco” Electric
Steel Anchor Chain Cable to-
gether with its great strength
guarantee full service, and as-
sure safety when life and prop-
erty are at stake.
Inspection
-----------------------------------------------------------
------------------------------------------------
More than 6,000 tons of
“Naco” Electric Steel Anchor
Chain Cable were furnished to
the Emergency Fleet Corpora-
tion during the year 1919 under
the dual inspection of the Amer-
ican Bureau of Shipping and Lloyd's Register of Ship-
plng.
Emergency Fleet
Corporation
Orders
------------ ---------------------------------------------------------
Electric Furnace Used in Making “Naco” Steel
750,000 Lb. Chain Testing Machine
THE NATIONAL MALLEABLE CASTINGS CO.
CLEVELAND. OHIO




882
Propellers and Marine Engines
The H. G. Trout Co. has
been in operation for half a
century, as manufacturers of
Marine Steam Engines and
in Propeller wheels, during
which time they have earned
an enviable reputation for high grade workman-
ship and material used in connection with both of
the aforementioned products.
Their plant consists of a large Semi-Steel and
Bronze Foundry, with melting capacity sufficient to
take care of the largest requirements in those lines.
In addition they have large and modern Machine and
Pattern Shops, which enables them to handle all the
work necessary for the construction of both en-
gines and propellers.
General
Information
-
One of the Twelve Triple Expansion Engines Made for the
Texas S. S. Co. Size 26%" x 44" x 74"—
51" Stroke.
*º-
Carload of 17' Diameter Propellers. Weighing 18,000 lbs.
Each. Made by H. G. Trout Co. for One of the
Leading Shipyards.
-----------------------------------------------------------------------
Semi-Steel
The H. G. Trout Co. are un-
doubtedly the leading makers
and Bronze of built-up and solid Semi-
Propellers Steel propellers in America.
mºni In addition to their large Semi-
Steel business, they are fully
equipped to make the largest Bronze propellers and
Blades.
The Trout Co. are in a position to meet with the
requirements of the various Ship Classification So-
Semi-Steel Propeller 17' 3" Diameter. Made by H. G.
Trout for the Norwegian S. S. “Trold.”
cieties, in connection with accuracy of work and Phy-
sical requirements of their Metal.
We invite correspondence from all those interested
in Semi-Steel and Bronze propellers and blades of all
sizes, as well as Steam Engines.
In addition to our large propeller and engine busi-
ness, we are equipped to handle both large and small
Bronze and Semi-Steel Castings.
H. G. TROUT CO.
220-248 OHIO ST.. BUFFALO. N. Y.




883
Propellers, Manifolds, Valves and Winches
The Kerr Vortex Turbine
Pump is made in both vertical
and horizontal models, especially
adapted to motor ships. These
pumps are made in one or more
stages depending on the service
that is required of them.
Electric
Driven Pumps
Kerr Propeller Wheels are
made from a special high-grade
of semi-steel, insuring a close
grained c as ting of unusual
strength. The efficiency of
Kerr wheels is assured by their
correct design, pitch, blade angle and smooth surface.
Each blade is cast in the exactly proper relation to all
of the others, and the surfaces are finished so as to be
absolutely true and parallel.
Propeller
Wheels
Kerr Solid Propeller Wheels are made in two sizes,
as shown in the following table:
Diameter. Pitch Weight
14 ft. 12 ft.— 5 in. 12,000 lbs.
15 ft. 13 ft.—IO in. 14,000 lbs.
Special wheels, of any diameter, from three feet up
to the largest sizes, can be supplied, suitable for all
special needs.
In the Kerr Manifolds,
maximum strength is combined
with minimum space. They
are machined with accurate
mi jigs and templates, making parts
interchangeable. A special
grade of semi-steel is used, insuring a close grained
metal of unusual strength.
Special manifolds will be furnished to pattern or
specification, and parts of standard manifolds may be
reduced or flanges altered or drilled to meet special re-
quirements.
Valves may be of screw lift or non-return type. All
fittings are of brass or bronze as desired.
Manifolds
----------------------------------------------- ------------
Special Valves can be made
according to specification from
2" to 14". The more common
types are overboard discharge
mi valves, sea cocks, blow off cocks,
stop valves, screw-down check
valves, three and four-way plug cocks, weighted check
type of angle and globe valves. They are made of
brass or iron as ordered. When necessary to use
spigots with overboard discharge valves, special designs
are required to meet individual requirements.
Flanges of all kinds are also manufactured, includ-
ing bulkhead, double boss, and lead and copper pipe
Special Valves
flanges. Flanges may be drilled to standard require-
ments or for special use.
Strainers of all descriptions can also be furnished.
Kerr Winches are built in a
number of sizes for right or
left hand operation and suit-
able for handling both heavy
and light loads and combining
all necessary features for effi-
cient and rapid handling of steamer cargos. They
are of the single drum type, with reversible engine, and
one or two gypsy heads as desired. All parts are made
to gages, jigs and templates and the design and con-
struction are of the best throughout.
Engine operated ash hoists or steam ejector type ash
guns may also be furnished.
Winches
KERR MACHINERY CORPORATION, DETROIT, MICH.
MARINE EQUIPMENT DIV.



884
Marine Auxiliaries
"tumuuuuuuuuuuuuuuuuuuuuuuuuuuuuuun
Kerr Evaporators are built
in all sizes up to 50 tons per 24
i Evaporators hours, and larger, and provide
i a supply of absolutely pure dis-
# = tilled water for boiler feeding,
drinking and culinary pur-
DOSes.
The general design consists of a shell with a nev
arc type of manifold and heating coils mounted on a
hinged door which enables it to be swung outside for
convenient inspection, cleaning or repair.
The evaporator is equipped with
safety valve, pressure gages, water gage /* ©
glass and salinometer cock. The coils
are of seamless drawn copper and are
helical in shape to take care of natural
expansion and contraction. This per- \
mits the scale to be removed by sud- Nº
denly flooding the evaporator with cold
water, and blowing down at intervals,
to a great extent eliminating scaling by hand.
The shell is tested to 50 lbs. and the coils and mani-
folds to 500 lbs. hydrostatic pressure.
`--
!"ºutrunnnnn-nnnn.nnummuuuuuuuuuuuuut
Vertical and horizontal, sim-
plex and duplex boiler feed
pumps, vertical and horizontal
simplex v a cu um pumps,
steam and centrifugal ballast
pumps, engine driven centri-
tugal circulating pumps, general service pumps, mate's
Steam Pumps
"ultuununununununununuituminut-tuitiºur
pumps, pony feed pumps, deck pumps, evaporator feed
pumps, duplex fresh water pumps, oil filter and oil
transfer pumps other types are included in the Kerr
line.
The Kerr Three Piston Type Deck Pump is made in
one size only, but the lift can be arranged to suit re-
quirements. Its normal displacement is 50 gallons per
minute. Suction 3", discharge 2", bore 5", stroke 4".
The weight is approximately 400 lbs.
annuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuun-
- Condensers will be furnished
= in either cast iron or steel shell
Condensers types in all ordinary sizes. They
are of the two-pass model, pro-
vided with baffle plates, suitable
flange connections for exhaust
and auxiliary steam, condensate, clean-out, blow-off,
circulating water inlet and outlet and soda cock.
The head and shell are bolted with Muntz metal
tube plates between them. Brass tubes of special compo-
sition to resist the corrosive action of sea water conduct
the cooling water from one end of the condenser to the
other. These tubes are held in place in the tube plates
by means of packing glands. The head at which the
-----------------------------------------------------------------------
l
l
|
|
|
l
|
|
|
|
cooling water enters is provided with a baffle, in order
that the circulating water will make two passes through
the tubes of the condenser.
s The heating surface of Kerr
= Feed Water Feed Water Heaters is com-
posed of coils of seamless drawn
Heaters copper tubing, connected to top
and bottom m an if old s by
screwed union joints free from
brazing. Each coil acts as a spring preventing expan-
sion strains on the headers. All coils are interchange-
able and easily accessible through the large door in the
shell without breaking any pipe joints. An equal flow
of water and a thorough agitation through all joints are
provided for.
KERR MACHINERY CORPORATION. DETROIT, MICH.
MARINE EQUIPMENT DIV.





885
Propellers and Marine Hardware
--------------------------------------------------------------------
s
Compelling
Facts the foundry
and is being
b a l a n c e d
preparatory to being bored and key-
seated.
It is accurate in every detail and
requires no machining or chipping
other than the bore and keyway for
driving shaft.
The tip of every blade is true to a
circle equal to propeller diameter.
The thickness of each blade at a
given point on an arc corresponds by
caliper measure with the thickness at
a similarly located point on every
other blade.
There are no measurable variations
in any blade.
7---------------------------------------------------------------------
The wheel as cast is more accurate
than the present machine-finished
wheel. Our built up propellers either
in bronze or iron are just as accurate.
---------------------------------------------------------
By no other
known process
are such ac-
curate results
obtained. A
“Thacher Pro-
peller” means elimination of vibra-
tion and excessive wear and tear on
expensive machinery, increased effi-
ciency at lower maintenance cost,
and very often increased speed with-
out increase of power.
Patented
Process
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To those users of propellers who
realize the importance of propeller
wheel efficiency, we offer a perfect
screw propeller made by our own ex-
clusive patented process and the
services of our designing and engi-
neering department.
Price comparison can only show that “Thacher Pat-
ented Process Propellers” are economically superior to
any wheel ever before produced.
-------------------------------------------------------------------------
Propeller design is a subject
that can be mastered only by
constant study and wide expe-
Dyson Method
Designs rience. We have a department
----------------------------------------------------------------------- which specializes exclusively
- in propeller design. All of our
designs are based on the Dyson Method, and we are
glad to be able to say that our force of Propeller De-
signers has worked in close touch with Admiral Dyson
for many years and has had all the advantages to be
obtained by close association, both as to instruction
The “Th a cher Patent
Process.” Wheel shown in the
photograph has just come from
— =
—
and experience. Our files contain
the most complete and accurate data
of propeller design, performance and
operation in existence, and if you
have any propulsion problems to
solve we would be pleased to have
you call on us.
The Thacher Propeller and Foun-
dry Corporation was established in
1852 and has had nearly 70 years'
experience in the manufacture of
propellers and other ship equipment.
Balancing a Thacher Process Propeller
----|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--
We also manufacture deck
fittings and heavy marine hard-
ware, such as Hawse Reels,
Capstans, Bitts, Cleats, Chocks,
Hawse Pipes, Scuttles, Man-
holes, Deck Irons, Ventilators,
Deck Fittings
-------------------------------------------------------------------------
Gratings and Anchors.
-------------------------------------------------------------------------
“The Albany Sectional
Shaking Grate” for either
Marine or Stationary Boilers, is
exclusively manufactured by us.
The results obtained by these
grates in the saving of coal is
attested to by hundreds of users.
For further information write for the following
booklets:
“Thacher Process Propellers.”
“Efficiency in the Screw Propeller.”
“The Albany Sectional Shaking Grate.”
“Catalog M.”
Boiler Grates
THACHER PROPELLER &
FOUNDRY CORPORATION
ALBANY. N. Y.













886
Bronze Propellers and Blades
We recommend that the
specifications for Bronze Pro-
pellers should be, as follows:—
Material Wheels
---------------------------------------------------------------------- ---
We guarantee when accept-
ing orders under the above
specifications, that the wheels or
blades furnished by us, will not
break, due to defective material,
within a period of one year.
Guarantees
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Group of Small Propeller Blades Made by Us.
and Blades Minimum Tensile Strenth—
im… 65,000 lbs. per square inch.
Elongation in 2" of 25%.
i We recommend that the hubs
i Hubs on of built-up propellers be made
i Built-up of the best grade of gray iron.
i Included in this should be from
Propellers 25% to 35% of good steel
scrap ; said steel scrap to be in-
troduced into the iron when in the cupola.
16' 9" Diameter–Weight 18,000 lbs.
Cast in Our Foundry
The studs should be of forged
Studs on steel of a guaranteed Tensile
Built-up Strength of not less than 60,-
Propellers Ooo lbs., with an elongation of
30% in 2 inches.
------------------------------------------------------------------------
Nuts should be of same ma-
terial as the blades. Locking
bolts should be of rolled Man-
ganese Bronze.
Nuts and Lock-
ing Bolts on
Built-up
Propellers
We further guarantee that the pitch of our pro-
peller will be within 2% of the designed pitch, if
the pattern is made by us.
On built-up propellers we guarantee that the fin-
ished weight between any blades for the same wheel,
will not be more than 2%.
On solid wheels we will guarantee a balance of
within .oO1% of the total weight.
We are equipped to make propellers in sizes of from
8" to 20' in diameter.
Our offices and works are at Holmesburg Junction,
which is within the city limits of Philadelphia on the
main line of the Pennslyvania R. R. to New York
City.
One of 40 Built-up Propellers Ordered from Us by Hog
Island. Weight, 34,000 lbs. Diameter 18' 6".
AMERICAN MANGANESE BRONZE CO.
HOLMESBURG. PHILADELPHIA. PA.



887
Ships—Engines—Boilers—Propellers
Cramp's Shipyard. Established in 1830 by William Cramp.
-----------------------------------------------------------------------
Both Ships
Turbine Driven
----------- --------------------------------------------------------------
The Great Northern, a
turbine driven express
st e a mer, used by the
United States Govern-
ment as a transport dur-
ing the War, established
a new world's round-trip
record from New York
to Brest and back again in
12 days, I hour and 35
minutes, an average speed
of 21.3 knots. During
America's participation in
the War she made 20 trips through the War Zone and
landed more American troops in France per day per
ton than any other troop ship.
Both Ships
Equipped with
Cramp Machined
Propellers
ºutnuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuun,
The propeller shown is of the
same type as those on the Great
Northern. It is cast of Par-
sons' Manganese Bronze, 14 ft.,
6 ins: diameter; weighs 13,000
lbs. It is Cramp machined on
all surfaces, which means that it is perfect in accuracy
of pitch, has true helical driving surfaces, absolutely
smooth, and the thicknesses of blades at all points are
as designed. It is consequently in exact static and
dynamic balance. No method of casting has ever
been devised that will produce these results.
Incorporated in 1872 Under the Present Name.
ºutnuuuuuuuuuuuuuuuuuuuuuuuuun -------------
On all vessels, as in the case
No Cast Un- - -
i miſſiºn. of the Great Northern, in which
– Surface * = maximum speed with least ex-
penditure of horse power and
the greatest economy of fuel are
to be attained, the propeller
should have all the qualities of pitch accuracy, smooth-
ness of surface and designed thickness of blade
mentioned above. These results are obtained only
by the use of a special
patented machine owned
by the Cramp Company
and operated only in the
Cramp Company's shops.
Is Accurate
ºutnuuuuuuuuuuuuuuuuuuºuntinuºununununuin"
No Cast Thick-
ness is Accurate
Unless Machined
*utulumnuuuuuuuuuuuuuuuuuuuuuun"
One of these machines
is shown here. It was de-
signed entirely by the Su-
perintendent of Shops of
the Cr a m p Company.
-
With it the driving faces of the propeller are ma-
chined to a true helical surface and by a special at-
tachment the backs of the blades are machined to the
exact required thickness. During the War this ma-
chine in the Cramp Shop machined over 500 pro-
pellers for Cramp built ships and for vessels built by
other ship builders all over the United States.
THE WM. CRAMP & SONS SHIP & ENGINE BUILDING CO.
PHILADELPHIA, PA.



















888
Steam Turbines—Diesel Engines
"trulinuuuuuuuuuuuuuuuuuuuuuuuuuuuuuun-
The William Cramp & Sons
Ship and Engine Building Com-
pany are designers and builders
of Parsons' and Impulse Tur-
bines; both the direct drive and
the geared types. These tur-
bines are suitable for installation in the following types
of vessels—battleships, scout cruisers, destroyers, ocean
liners, transports, sound steamers, tankers, cargo-ships
and yachts.
A special feature of Cramp built equipment is the
complete freedom from mechanical troubles in the re-
duction gearing.
Parsons’
and Impulse
Turbines
*nununununununununununununununun;
**untinuuuuuuuuuuuuuuuuuuuuuuuuuuuuu'.
# The photograph above shows
two main propelling turbines as-
sembled with reduction gears
i for 35 knot destroyers. Each
of these sets delivers 14,000
horse power at 340 R. P. M.
Cramp's
Turbine Shops
*nununununununununununununununun
of the large gear.
Two of these units are installed in each destroyer
developing a total of 28,000 horsepower.
The photograph below shows a section of the
Cramp's shops where steam turbines are constructed. In
§º
-
ºl.
º
-
this shop there have been completed in recent years,
steam turbines totalling 1,313,000 shaft horsepower as
follows:
Turbines built with direct drive 377,OOO S.H.P.
Turbine built with gear drive 936,OOO S.H.P.
There is also under contract at the present time
(1920) turbines of the gear type totalling 898,OOO
S.H.P.
---------------------------------------------------------------------
The William Cramp & Sons
Burmeister Ship and Engine Building Com-
& Wain Diesel i pany is U. S. Licensee for the
i Engines Burmeister & Wain Motor Ship
Propulsion. The photograph
below shows one of two 2250
I.H.P. engines for installation in an I 1,000 Ton D.W.
12 knot motorship.
- - -
-------------------------------------------------------------------------
HFiliº
º: |H
*** ****-ºnese-ºº-
**********
--> º
Up to the present time this system has been installed
in 42 cargo and semi-cargo vessels from 6500 to 13,000
tons D. W. and 16OO to 6000 I.H.P.
This system is giving most excellent results as to re-
liability and greatly increased earning capacity com-
pared with steam engines,
The following is a table
showing types of Standard Slow
Speed B. & W. Diesel Engines
making IOO to 150 revolutions
per minute for twin screw
Low Speed
Diesel Engines
vessels.
Number Cylinders Total I. H. P. Equivalent
Type No. Per Engine Diesel I.H.I’. Steam
6-125 6 1600 I4OO
6-150 6 2 IOO 18OO
6-2OO 6 28OO 24OO
6-250 6 3 IOO 27OO
6-275 6 38oo 33OO
6-300 6 4500 3900
8-275 8 5000 43OO
8-3OO 8 6OOO 52OO
8-400 8 8OOO 7OOO
THE WM. CRAMP & SONS SHIP & ENGINE BUILDING CO.
PHILADELPHIA. PA.



889
Castings–Welding Rods–Ingots
=nuluiuluuluuuuuuuuuuuuuuuuuuuuuuuu
The Cramp foundry facili-
ties for making brass, steel and
iron castings of every size and
kind have been developed to
the point of highest efficiency.
The principle bronze composi-
tions made are Parsons' Manganese Bronze, Cramp's
Special Bearing Bronze, Parsons' White Brass, Hy-
draulic Bronze, Cramp's Gear Bronzes, Cramp's Pivot
Disc Metal and all Government non-ferrous composi-
tions. These compositions are furnished either as cast-
ings or ingots. Steel castings are made by the open
hearth process and iron castings are furnished of gray
iron or semi-steel.
High-Grade
Castings
-------------------------------------------------------------------------
The Cramp Company is
the sole maker in the United
States, Canada, Mexico and
Cuba of Parsons' White Brass
and Parsons’ Mang a n e s e
Bronze, the most widely known
non-ferrous metals in the world.
All brass and bronze furnished by the Cramp Com-
pany whether in
the form of ma-
chined castings or
in the rough is of
the same uniform
Sole
Makers
ununununununununununununununununu,
quality that has
made Cramp brass
a n d bro n ze
products famous throughout the United States, Canada
and England. The strong metals have the highest
tensile strength and elongation and the bearing metals
the highest compressive strength and anti-friction qual-
ities of any manufactured in this country.
ºutnuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuu-
Bearings and bushings made
from Cramp's Special Bearing
Bronze and Parsons' White
Brass have been proven in ex-
haustive tests to have the high-
est compressive strength and the
best anti-friction qualities. The White Brass is the
nearest approach to an oilless bearing yet discovered.
Cramp
Quality
-----------------------------------------------------------------------
A. -
ºw-wºw caa-a-aº -tº-ºººººººººº-
*wu-Apºla tº wº
Parsons. White Brass Bearing Castings
Welding Rods—
Bronze. Iron.
Steel and
Aluminum
------------------------------------------------------------------------
Parsons' Manganese Bronze
Rolled Welding Rods for high
fire brazing and oxy-acetylene
welding of bronze, brass or
malleable iron castings, assure
a faultless, flawless job. This
scientifically perfected metal is the result of long years
of experience. It is the strongest bronze made and
its fine physical properties make it especially suitable
for welding purposes. Tensile strength of the metal
70,000 lbs. per sq. inch, strength of weld often 60,000
lbs. per sq. inch. In addition to Parsons' Manganese
Bronze for welding malleable iron, brass and bronze
castings the Cramp Company uses and keeps in stock
high grade iron, steel and aluminum rods, which are
extensively used with remarkably satisfactory resuits.
ºutnuuuuuuuuuuuuuuuuuuuuuuuuuuuuuu-
The Cramp Company manu-
factures bronze gear wheels
for hoisting engines, water tur-
bines, turret turning gear, steer-
ing gear, elevators, lift in g
bridges, drawbridges, locomo-
tive drop tables, marine rail-
ways, automobiles.
Bronze
Gearing
----------------------------------------------------------------------
Metals used:—
Gear Metals Nos. 1 to 5 for
various special purposes.
The super bronze – Pivot
Disc Metal when unbreakable
gears are required. Tensile
strength 120,000 lbs. per sq.
inch. Elastic Limit 80,000 lbs.
per sq. inch. Elongation 15 per
cent. Either cast or forged.
------------------------------------------------------------------
Test pieces of Parsons' Man-
ganese Bronze cast on or with
castings show a tensile strength
of 65,000 lbs. per square inch,
an elastic limit of 30,000 lbs.
per square inch, an elongation
in 2 inches of 25% and a reduction of area of
25%. These figures are often exceeded, the tensile
strength running sometimes as high as 75,000 to 80,-
ooo, the elastic limit 35,000 to 40,000, the elongation
35 to 40%, and the reduction of area 35 to 40%. This
metal will take the place of steel castings when emer-
gency deliveries are required or where non-corrodibility
in water and acids is essential.
The Strongest
Bronze Made
THE WM. CRAMP & SONS SHIP & ENGINE BUILDING CO.
PHILADELPHIA. PA.





890
Seamless Fluid-Compressed Tubing
toºz" -
-–––3!!
_ _ r--- . .---- . ~~ –816" , <w ... — .- - - - ---...- - - - - - - - * - - - - - - - -e-.
2:12–--------zio'- – 24 to -
i
*. *
'º
º
o)
=º
=º.
3. ſº
14 H.--—s'8; r -z'6% -- 3+to
T- * 2-3-ºf-º-º: … " + r -Zºr- Fº
: :
|| | I }
| i - r
| | | i
–4–4– -- . . . . .'; • — — —— I --, - - - -— X---
, Tí || $ “S $. g
º so º 5 s º 99
| -- ~ *re- - {\s
| $2 *~s.
—— *—— Y as t
_i_{4}…~~~~ sº tºx =& Cº.
- - - - -4+! --------- - 4*1" ºw -- - - - - - – 4-1 "-----
Typical Styles and Sizes of Bronze Sleeves
The many advantages of
Fluid-Compressed Tubing have
led to its widespread use for
the following purposes: Pro-
i peller Shaft Sleeves, Rudder
Stock Bushings, Bearing Liners,
Bushings, Cylinder Liners for Pumps and Presses, etc.
Liners and sleeves are usually furnished accurately
bored, ready for shrinking or pressing on. Special
machinery insures the accuracy of machined tubes
within tolerances of .OOI inch plus or minus. The
tubing can be supplied in practically any non-ferrous
metal, rough or finished bored and turned, as desired.
The range of sizes in which tubing can be supplied
is from 4 to 30 inch outside diameter, 94 to 1% inch
wall thickness, lengths up to about 230 inches, depend-
ing on diameter.
For
Propeller Shaft
Sleeves, Etc.
The patented process used in
Guaranteed manufacturing Fluid - Com-
Soundness i pressed Tubing enables the
of Metal i manufacturer to guarantee ab-
solutely its freedom from de-
fects. The tubing is made by
compressing the metal while it is still in a fluid state,
thus freeing it entirely of all gases and impurities which
might form imperfections. The result is a casting
free from blow holes, sand holes, or hard and soft
spots. The metal is close grained, homogeneous and
dense, and its specific gravity and tensile strength
are increased as a result of compression.
The internal stresses being uniformly distributed
by the compressive action, expansion and contraction
take place uniformly without undue distortion of the
TWO COMPOSITIONS RECOMMENDED
No. 1 Sandusky Standard
85% Cu., 6% Sn., 6% Zn., 3%
I’b. and Ni. Average ultimate
tensile 40,000 lbs. per square
Comp, “G” Navy Specif. 46M6a
88% Cu... 10% Sn. 2% Zn.
Average ultimato tensile 41,000
inch. Average elongation in 2" lbs. per square inch. Average
–24%. Used for propeller shaft elongation in 2"—32%. A tough
sleeves, liners, bushings, and and hard mixture for sleeves,
roll covers. bearings and liners.
Note: Almost any non-ferrous composition may be fur-
nished, in accordance with customers' specifications.
tubes. Where the tubing is used for sleeves, this fea-
ture eliminates warping and insures an even grip on
thc shaft.
All risks of loss from defec-
tive sleeves and liners can be
eliminated by purchasing Fluid-
Compressed Tubing, finish-
bored and either finish- or
rough-turned, ready for shrink-
ing or pressing into place. It is difficult to make by
ordinary methods seamless tubing of 4 inch to 30 inch
diameter, free from imperfections. Frequently it be-
comes necessary to recast and re-machine ordinary cast
tubes which did not show signs of defects until the
last stages of machining were almost completed. The
result is a big loss of labor, material and time.
All uncertainties are removed by the use of Fluid-
Compressed Tubing—guaranteed free from defects.
Advantages to
Ship and Engine
Builders
No patterns are required.
This fact enables very prompt
deliveries to be made, an im-
portant feature in case of re-
pair or emergency work. Ex-
cellent shipping facilities are
available by either water or rail, five important trunk
line railroads coming direct to the plant.
Inquiries will receive prompt and careful attention.
Quick
Delivery
A FEW USERS OF FILUI ID-COMPRESSED
TUBING
U’. S. Navy I)epartment
U. S. Shipping Board
I'ederal Slipbuilding Co.
N. Y. Shiplouiltling Corp.
Wm. Cranl) & Sons Ship & En-
gine Building ('o.
Newport News S. IB.
("o.
Betlhlehem Shipbuilding Corp.
Sulymarine Boat Corp.
Anner. International
ing Corp.
Merchant Shipbuilding Corp.
Todd Shipyards Corp.
Itohins I)ry I)ock & Repair Co.
Buffalo I) ry I)ock Co.
Fleet l'ic IBoat ('o.
& I). I).
Shipbuild-
Texas Steamship Co.
American Shipbuilding ('o.
Toledo Shipbuilding Co.
Mol)0ugall-IJuluth ('0.
Sagin: w Shipbuilding ('0,
Grant-Smith-l'orter S1 it ('o.
I’ucific Coast Shipbuilding Co.
Seattle North Pacific S, B. Co.
International Shipbuilding Co.
Westinghouse Elec. & Mfg. Co.
Worthington Pump & Mach'y
Corp.
Crane Company
VV". & A. Fleteller Co.
Hardie-Tynes Mfg. Co.
IH. (; , Trout Co.
James Robertson Co., Ltd.
THE SANDUSKY FOUNDRY & MACHINE COMPANY
SANDUSKY, OHIO



891
Camden Forgings
*"; Marine Forgings, Solid and
Hollow-bored Marine Shafting,
Engine Forgings, Forgings for
Builders of Heavy Mill Ma-
chinery, Hydraulic Machinery
and Machine Tools, Forgings
for Builders of Locomotives, Cars and Trucks.
Products
----------------------------------------------------------------------
----------------------------------------------------------------------
“Camden Forgings” are made
in thoroughly equipped modern
shops. They are of any type o
weight and made to any speci.
fication.
Manufacturing
Facilities
-----------------------------------------------------------------------
Steam Hammers and steam-
hydraulic Presses are used for forging, and large rugged
machine tools for machining. These include roughing,
finishing and boring lathes; planers, slotters, drills and
boring-mills.
Plant of The Camden Forge Company
----------------------------------------------------------------------
An engineering department is
maintained for the purpose of
studying and solving all prob-
lems in the manufacture of
“Camden Forgings” which must
meet difficult conditions, such as
uncommon design or unusual physical requirements,
This Engineering Department has rendered invalua-
ble aid to many customers and its services are offered
to prospective buyers.
Engineering
Service
ºmmunuuuuuuuuuuuuuuuuuun, an autumn --
Accuracy in Selection and Treatment of Steel
----------------------------------------------------------------------
Large and well equipped lab-
oratories for physical, chemical
and photomicrographic work af-
ford unusual facilities for the
careful selection of the raw ma-
terials. These laboratories are
also responsible for the heat-treatment and inspection
of all “Camden Forgings,” assuring the customer of the
right forging, correct in size and structure. The ac-
companying cut shows a corner in the photomicro-
Laboratory
Facilities
--------------------------------------------------------------------
CAMDEN FORGE COMPANY
CAMDEN, NEW JERSEY


892
Camden
Forgings
graphic laboratory where a photograph is being taken
of the structure of a forging, magnified loo times.
" The Machine Shop is equip-
Machine Shop ped with the most modern tools
Equipment for producing “Camden Forg-
ings,” of any weight or descrip-
tion, with the utmost despatch.
"ununununununununununununununun.
The turning equipment in-
cludes lathes up to 72" (1829 mm.) diameter swing and
a length of 55'-0" (17 m.) between centers. -
Planers up to 60" x 60" (1524 x 1524 mm.) by 20-
o" (6 m.), and slotters up to 42" (1067 mm.) take
care of the dat surfaces.
The holiow-boring of long marine shafts is done on
Special boring lathes up to 48" (1219 mm.) diameter
swing and 80'-0" (24 m.) in length.
All this equipment, with a miscellany of smaller tools,
insures the buyer of “Camden Forgings” of the acme
of service, either in rough or finished-machined product.
Equipment for Machining Large Forgings
So wide is the range of this
company's equipment that it can,
and does, in fact, manufacture
at the present time forgings for
all the industries.
The Hammer, Press, Ma-
chine, Annealing, and Heat-Treatment Departments
(equipped with both horizontal and vertical furnaces
and quenching tanks) provide the diversity of equip-
ment necessary in the solution of the daily problems
Presented and enable the Camden Forge Company to
maintain its ability to handle every type and size of
forging.
Forgings for
Every Purpose
"unununununun ºutnuuuuuuuuuuuuuun
Located in the heart of the
shipbuilding district, the Cam-
den Forge Company has devel-
oped an organization thoroughly
versed in the forging require-
ments of ship and marine en-
Marine Work
"ununununium runnum, mummim:
gine builders. The company has particularly special-
ized for a number of years in the manufacture of forg-
ings for naval work and the large demands made upon
it during the World War required a concentration of
effort and an expansion of facilities that have placed
its production upon a remarkably efficient basis, and
have given it an unexcelled experience in successfully
meeting difficult marine forging requirements.
Rudder Stock Forging in Lathe
“Camden Forgings” are found in successful operation
in hundreds of steam ships built to the specifications of
the American Bureau of Shipping, Lloyd's Register of
Shipping and the Bureau Veritas, and in war vessels
of the United States of America. “Camden Forgings”
have exceeded the physical and chemical requirements
imposed by the United States Naval Inspection Service
Hollow Bored Forgings
as well as those by the various Surveying Bureaus, and
the Company's large experience with actual naval re-
quirements assures intelligent and satisfactory service
in the production of forgings for this class of work.
CAMDEN FORGE COMPANY
CAMDEN, NEW JERSEY



893
Camden Forgings
-----------------------------------------------------------------------
The Camden Forge Com-
pany is manufacturing heavy
marine forgings such as stems,
stern frames, rudder stocks, tur-
bine and generator shafts for all
sizes and classes of vessels. Forg-
ings of this type, which occasionally present difficulties,
due to their size and form, are made and handled with
Heavy Marine
Forgings
Marine Shafting
special equipment designed for their manufacture, and
which assure excellent results quickly obtained. Chem-
ical and physical tests prove the uniformity of struc-
ture throughout the largest pieces guaranteeing the
strength and elasticity of the material.
--------------------------------------------------------------------------
Marine Shaft
Forgings
Marine Shafts of all types
and sizes can be either rough
turned or finished complete. Ac-
companying illustrations show
the machining of line and thrust
shafts and indicate the large
size of this class of work which is handled daily.
Special equipment is provided for heat-treating both
-----------------------------------------------------------------------
Thrust Shafting Being Machined
solid and hollow bored shafts for torsional strains and
the machine equipment is admirably suited for furnish-
ing this material in a short period of time for delivery.
-
------------------------------------------------------------------------
The Camden Forge Company
is also in a position to supply
“Camden Forgings” to marine
and stationary engine builders.
Triple expansion, and internal
combustion engine crank shafts,
turbine rotors and piston rod forgings are made and
treated to withstand the severe stresses to which they
will be subjected in each case, and are also either rough-
turned or finished complete. The Camden Forge Com-
pany has furnished many different types of forgings
for these purposes and their experience in making such
Forgings
for Engine
Builders
----------------------------------------------------------------------
Heavy Crank Shaft Forging
parts enables them to meet any unusual requirement
and to provide a satisfactory solution of difficult prob-
lems of construction or quick delivery.
Small Forgings for Machine Tool Builders
-
* “Camden
Forgings for
= Machine Tool
Builders
-------------------------------------------------------------------------
Forgings” are
made for both large and small
machine tools. The Company's
facilities are particularly adapt-
ed to making forgings for all
that class of machine tools used
in the manufacture of ship and engine construction and
equipment.
CAMDEN FORGE COMPANY
CAMDEN, NEWJERSEY




894
Camden
Forgings
--
**uuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuu-
Owing to the Camden Forge
Company's facilities for making
and heat-treating heavy forg-
ings for severe service, large
plate bending rolls and other
forgings for heavy mill ma-
chinery can be furnished to meet the most rigid re-
quirements.
These forgings, regardless of size, are machined ac-
curately to specified dimensions, and delivered finished,
ready for installation.
The accompanying illustrations show some of the
Forgings for
Heavy Mill
Machinery
*inuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuun,
Plate Bending Rolls
plate bending rolls made in these shops, and also the
facilities for machining forgings of this character.
Large forgings for mill machinery of special design
or which must meet unusual requirements will receive
the special attention of the engineers who will make
recommendations based on experience, tests and ex-
periments.
Forgings for Heavy Mill Machinery
The Heat Treating and An-
nealing Departments are housed
in a specially constructed build-
ing, which contains the anneal-
ing and heat-treating furnaces
and quenching tanks. The fur-
Heat Treating
Facilities
naces are arranged to assure properly controlled heat-
ing throughout the product and are equipped with the
most improved and positive-acting heat control and tem-
perature-measuring devices which can be secured. All
equipment is ample in capacity to handle the largest
forgings, and exhaustive tests have provided a basis of
heat-treating operations that give unexcelled and uni-
Heat Treated Forgings
form results. The annealing and heat-treating is car-
ried on under the personal supervision of men thor-
oughly experienced in proper adjustment of tempera-
ture and duration of treatment necessary to obtain
the best results.
--------------------------------------------------------------------------
The location of the Camden
Forge Company assures excel-
lent facilities for quick shipment
to all ports by water or to any
point by trunk line connections.
The works are located in Cam-
den, N. J., on the Philadelphia and Reading Railroad
and within hauling distance of the Pennsylvania Rail-
road and steamship lines.
Shipping
Facilities
-----------------------------------------------------------------------
Difficult Forgings Heat Treated
CAMDEN FORGE
COMPANY
CAMDEN, NEW JERSEY




895
º The plant of the Pacific
Steam Construction & Engineering
Hydraulic Press Co., 29.17 E. Marginal Way,
i Forgings Seattle, situated as it is on the
East Water-Way, thus giving
it both water and rail facilities,
marks another firm step in the industrial development
of the West Coast. The layout and efficiency of this
plant during the emergent period of ship construc-
tion played a most important part in the name the
West Coast won for speed in ship construction. The
yards on the Coast could not have achieved the suc-
cess which stands to their credit had not the heavy
forgings and all of the other essential items been so
readily obtainable. The plant has been devoted al-
most entirely to marine forgings; principally: Stern
Frames, Thrust Shafts, Line Shafts, Tail Shafts,
Rudder Stocks, Rudder Posts, Rudder Arms, Crank
Shafts, Connecting Rods, Piston Rods, and Plate
Bending Rolls; also, Eccentric Rods, Valve Stems,
Columns, Cross Heads, Links, Link Blocks, Dummy
Turbines, Couplings (Hollow), Coupling Bolts, and
Flanges.
The Skinner & Eddy Corporation, J. F. Duthie &
Co. and the Ames Shipbuilding & Dry Dock Com-
pany of Seattle, as well as the Columbia River Ship-
building Corporation and the G. M. Standifer Con-
struction Corporation of Portland, the Moore Ship-
building Company of San Francisco, and other im-
portant steel and wood yards secured all their heavy
..unnºununununununununun-ununu
101,000 lb. Ingot on Its Way to One of the Big Presses.
The Forging Is for the Top Roll of a Set of
Plate Bending Rolls.
forgings from the Pacific Construction & Engineering
Co. The plant at this time was humming night and
day to cope with the demands upon it, and great as
these were, the organization of the Pacific Construc-
tion & Engineering Co. rose to the occasion and
splendidly earned the confidence of all the yards in
its ability to produce the work.
PACIFIC CONSTRUCTION & ENGINEERING COMPANY
2017 E. MARGINAL WAY, SEATTLE, WASHINGTON


S96
Marine Forgings
A General View of the Main Bay of the Forge Shop
Forged Stern Frame, Welded Up and Ready for Shipment.
Weight 36,000 lbs.
The superiority and desirability of forged stern frames
over cast frames and the adoption of the former by so
many builders has resulted in a great demand for these
forgings from concerns equipped to turn them out.
The Pacific Construction & Engineering Co. has forged
many and at a cost hardly above cast frame prices.
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The main bay of the plant is
700 feet long and contains the
most up-to-date equipment, in-
cluding three big steam hy-
draulic presses, twenty - one
heating furnaces as well as two
large annealing furnaces, and ten overhead traveling
cranes in the forge shop. In the machine shop are
eight powerful hogging lathes, motor driven, in addi-
tion to all the smaller equipment to make the shops
complete and all laid out in the most practical ar-
rangement.
Robert C. Monteagle, President, General Manager
and founder of the company, is eminently known in
shipbuilding circles as a naval architect and mechani-
cal engineer. Under his able direction the Pacific
Construction & Engineering Co. has demonstrated its
right to have and hold the good name which courtesy
in dealings, with faithful attention to detail and ex-
cellent workmanship have brought to its products.
Plant and
Equipment
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PACIFIC CONSTRUCTION & ENGINEERING COMPANY
2917 E. MARGINAL WAY. SEATTLE. WASHINGTON


897
Marine F orgings
º ": The Morse Dry Dock and
i Repair Company's Forge Shop
i Ship Forgings is prepared to furnish forgings
= of any size required by ship-
builders. Through long ex-
perience the Morse Company is
thoroughly familiar with ship-yard requirements. Ship-
builders are invited to submit blueprints for estimates.
Emergency work a specialty.
Futululutumnuuuuuuuuuuuuuuuuuuuuuuuuuu
------------------------------------------------------------------------
This Forge Shop minimizes
the time required for making
ship repairs. If a new propeller
shaft, stem, stern frame, or any
other forging is needed, it is
forged immediately in the
Morse yard.
Speeding Ship
Repairs
-º- - - - -- - - E. -
T /º - - - * ſº-
C. - ſ -
Tºº
- ºw. A -
× ZX2C4 & /º/24/A’ Co
oe-a- ZZA ZoºZºº
MORSE DRY DOCK & REPAIR COMPANY
FOOT OF 54th–57th STREETS. BROOKLYN. N. Y.
















898
Wheeling Mold One Piece Rudders and Stern Frames
----------------------------------------------------------------------
Why purchase rudders of the
Advantages of built up type when you can ob-
One-Piece Cast tain them of one piece cast steel
Steel Rudders with more strength, at practi-
cally the same price?
The above views are typical
of one piece cast steel rudders and four piece stern
frames recently completed for use on United States
Shipping Board vessels.
*** ---------------------------------------------------------------------
-*tuºuntinuuuuuuuuuuuuuuuuuuuuuuuuuunrº
We employ special foundry
methods in molding and cast-
ing all stern frames and rud-
ders which insure castings, per-
fect, both in structure and shape.
We also have specially built
machines by which all gudgeon holes can be bored at
one operation thus guaranteeing perfect fit when as-
sembled on ship.
Manufacturing
Methods
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"ºunuuuuuuuuuuuuuuuuuuuuuuuuuuuu:
We can furnish stern frames
in one, two or four sections.
We also produce rudder stocks,
crossheads and tillers, stem cast-
ings and rudder bearings either
rough or completely machined.
All steel castings are made by Acid Open Hearth
Process, thoroughly and carefully annealed.
All iron castings are made from Air Furnace
Melted Iron of high tensile strength.
WHEELING MOLD AND FOUNDRY COMPANY
WHEELING. WEST VIRGINIA
Types of
Castings


899
Diesel Engines
-
The New London Ship &
Engine Co. has furnished many
commercial Diesel Engines for
installation in Cargo and Pas-
senger Vessels, Tugs and Fish-
ing Vessels, on both the At-
lantic and Pacific Coasts.
Hundreds of engines have also been built for the
U. S. and foreign Governments. The uniform
service rendered establishes the reliability and economy
of the Nelseco Diesel Engine.
The New London Ship &
Nelseco
Installations
----------------------------------------------------------------------
s
Long Experience Engine Co. was the first
in Diesel builder of marine Diesel en-
gines in the United States.
Since 1911 the manufacturing
facilities have been rapidly ex-
panded until, at the present time, the company can
practically fabricate the entire engine from the raw
material to the finished product.
The plant includes Machine Shop, Forge Shop, Pat-
tern Shop, Foundry, Coppersmith Shop, and Screw
and Bolt Shop. Equipped throughout with the most
modern machinery and tools, work of the highest grade
is uniformly produced.
The completeness of this equipment has permitted
the development of the Nelseco Engine to the highest
degree of reliability and efficiency.
Manufacture
----------------------------------------------------------------------
------------------------------------------------------------------------
The Diesel Engine is uni-
versally recognized as the most
efficient prime mover, in fuel
consumption. The Nelseco Die-
sel operates on the full Diesel
principle, securing very low
Economy of
the Nelseco
Diesel
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operating costs.
It uses cheap crude or fuel oil. At full power the
fuel consumption is less than .07 gallons per horse-
power hour. Lubricating oil requirements are very
small.
Nelseco Diesels are of the
slow speed, heavy duty type—
the proven and accepted type
for all commercial motor ves-
sels. They operate on the four
cycle principle, the piston mak-
ing four strokes—two up and two down, for every
combustion that takes place in the cylinder.
During the first downward
stroke of the piston (A) the in-
take valve (B) on the working
side of the engine opens, and
through the intake (C) pure
air is drawn into the cylinder
(D) by the downward or “suction” stroke of the
piston (A). -
-----------------------------------------------------------------------
Operation of
the Nelseco
Diesel
ununununununununuuuuuuuuuuuuuuuuuuun,
Intake
Stroke
annuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuu.
When the downward stroke
is complete the intake valve (B)
closes, and the upward stroke of
the piston (A) compresses the
air, thereby raising its tempera-
ture to the point where it will
ignite and completely burn fuel or crude oil. This
compression continues until the piston (A) reaches the
limit of its upward travel.
Compression
Stroke
Cross Section
A.
B.
C.
I).
E.
lº.
G.
H.
Combustion
Stroke
downward, turning
“power' stroke.
Exhaust
Stroke
ununununununununununununununununu,
the crankshaft (F).
of Nelseco Diesel Engine
Piston
Intake Valve
Intake Manifold
Cylinder
Fuel Valve
Crankshaft
Exhaust Valve
Exhaust Manifold
At this moment the fuel valve
(E) opens, a charge of fuel oil
is sprayed into the hot air in the
cylinder (D), the oil ignites,
and the expansion of the burn-
ing gas forces the piston (A)
This is the
The momentum of the fly-
wheel causes the crankshaft (F)
to continue to turn, and again
forces the piston (A) upward.
During this upward stroke the
exhaust valve (G) on the back
of the engine opens, and the upward movement of the
piston (A) forces the “exhaust” or burnt gases out of
NEW LONDON SHIP & ENGINE CO. GROTON, CONN.

900
Diesel Engines
the combustion chamber through the exhaust manifold
(H). -
This four stroke cycle is repeated in each cylinder of
º engine once in every two revolutions of the crank-
shaft.
place any part which fails during that period due to
defects in material or poor workmanship, but will not
be responsible for any failures, breakage, or accident,
due to negligence of any employee of the purchaser.
All defective parts to be replaced, must be returned to
Nelseco Heavy Duty Marine Type Diesel Engine–180 H.P. Size. (Exhaust Side)
-
-----------------------------------------------------------------------
Nelseco Diesel Engines are
built in sizes up to 2000 H. P.
on the pages following are given
the principal data for the fol-
lowing sizes:–120, 18O, 240
and 360 H. P.
For any specific conditions we will be pleased to sub-
mit recommendations. -
Diesel Engines
Up to 2000 H.P.
------------------------------------------------------------------------
our Works, at Groton, Conn., U. S. A., carriage pre-
paid.
ams The engine is of the heavy
- duty, four-cycle, reversing gear
type, working on the Diesel
principle and using crude or fuel
oil for fuel. Engine has 4 cyl-
inders 9" diameter and 12%."
Partial
Specifications
120 H.P. Engine
ºutnummunununununununununununununun
Nelseco Heavy Duty Marine Type Diesel Engine—180 H.P. Size (Intake Side)
"ulti-un-nuuuuuuuuuuuuuuuuuuuuuuuuuuuu-
We are also prepared to sub-
mit complete proposals for
Diesel Electric Drive. Nelseco
Diesel Engines are well adapted
for use with generators and have
been supplied for electric ship
propulsion. The satisfactory service of Nelseco En-
gines, in driving generators for the charging of storage
batteries aboard submarines, establishes their superiority
for Diesel Electric Drive.
We guarantee that our en-
gines, on regular shop test, will
develop a continuous output of
their rated horsepower at rated
revolutions, and that the fuel
consumption will not exceed one
half pound per horsepower hour, during such test. We
also guarantee the material and workmanship for a
period of one year from date of delivery, and will re-
Diesel Electric
Drive
*illuminutiunununununununununununununui-
Guarantee
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stroke, developing 120 H. P. at 35o R. P. M. There
is an air compressor for supplying air for injecting fuel
and for starting purposes, provision being made on two
cylinders for air starting. The compressor is of the two
stage tandem type, and provision is made for regulating
pressure carried on spray air by means of throttle on
first stage suction.
The bedplate is in one piece, of cast iron, and is en-
closed to catch all oil draining from bearings. Flanges
are provided for bolting to foundation and housing.
Cross girders are provided for main bearings for crank-
shaft. These have cast iron shells lined with white
metal, with semicircular lower brasses so that they may
be rolled out after removing weight of crankshaft. The
bedplate is extended aft to take reverse clutch and
thrust bearing.
The following equipment is furnished in addition to
the complete engine with all its attached parts:
NEW LONDON SHIP & ENGINE CO. GROTON. CONN.


901
Diesel Engines
r-
/4'-6
2
Outline Drawing Showing 120 H.P., 4 Cylinder, 350 R.P.M., Nelseco Diesel Engine
Approximate Height of center of gravity from center line of crank shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1s”
Approximate Distance of center of gravity from center line of fly wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60”
Thrust shaft diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414"
Intermediate shaft diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414"
Propeller shaft diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 434"
Propeller diameter (approximate) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50”
Weight of engine (net approximate). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,500 lbs.
2
Starting Air Flasks
Emergency Air Compressor
Fuel Oil Gravity Tank
Lubricating Oil Gravity Tank
Muffler.
Set of Tools
The emergency air compressor is used for giving the
starting flasks their initial charge and for re-charging
the flasks in case of the loss of all the starting air from
any cause.
Approximate Height of center of gravity from center line of crank shaft
-- –78-3:"
---------------------------------------------------------------------
The engine is of the heavy
duty, four-cycle, reversing gear
Specifications type, working on the Diesel
180 H.P. Engine principle and using crude or fuel
“” ‘’’’’ ‘’” oil for fuel. Engine has 6 cyl-
inders, 9" dia. and 12%" stroke,
developing 180 H. P. at 35o R. P. M. There is an
air compressor for supplying air for injecting fuel and
for starting purposes, provision being made on three
cylinders for air starting. The compressor is of the
two stage tandem type, and provision is made for regu-
lating pressure carried on spray air by means of throttle
on first stage suction.
Partial
Outline Drawing Showing 180 H.P., 6 Cylinder, 350 R.P.M., Nelseco Diesel Engine
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 18”
Approximate Distance of center of gravity from center line of fly wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63”
Thrust shaft diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414"
Intermediate shaft diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414"
Propeller shaft diameter . . . . . . . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 4% "
Propeller diameter (approximate) . . . . . . . . . . . . . . . . . - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 54”
Weight of engine (net approximate). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21, SCO lbs.
NEW LONDON SHIP & ENGINE CO. GROTON. CONN


902
Diesel Engines
—/3 ºf
*
Outline Drawing Showing 240 H.P., 8 Cylinder, 350 R.P.M., Nelseco Diesel Engine
Approximate Height of center of gravity from center line of crank
Thrust shaft diameter
Intermediate shaft diameter
Propeller shaft diameter
Propeller diameter (approximate)
Weight of engine (net approximate) with reverse clutch . . . . . . . . . . . . .
": The engine is of the heavy
duty, four-cycle, reversing gear
type, working on the Diesel
- principle and using crude or fuel
20 H.P. Engine oil for fuel. Engine has 8 work-
- ing cylinders, 9" dia. and 12%."
stroke, developing 240 H. P. at 35o R. P. M. At the
forward end of the engine, there are two compressors
Partial
Specifications
shaft
Approximate Distance of center of gravity from center line of fly wheel
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - . . . . . .28,200 lbs.
The engine is of the heavy
duty, four-cycle, reversing gear
type, working on the Diesel
principle and using crude or
fuel oil for fuel. Engine has 6
working cylinders 13" in diam-
and develops 36O B. H. P. at
Partial
Specifications
360 H.P. Engine
---------------------------------------------------------------------
n
eter and 18" stroke,
240 R. P. M.
Outline Drawing Showing 360 H.P., 6 Cylinder, 240 R.P.M., Nelseco Diesel Engine
Approximate Height of center of gravity from center line of crank shaft
Approximate Distance of center of gravity from center line of flywheel
Thrust shaft diameter
Intermediate shaft diameter
Propeller shaft diameter
Propeller diameter (approximate)
Weight of engine (net approximate). . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
for supplying air for injecting the fuel, and for starting
purposes, provision being made on 4 working cylinders
for starting the engine by means of compressed air. The
compressors are of the two-stage tandem type, and pro-
vision is made for regulating the pressure carried on the
spray air by means of a throttle on the first stage
Suction.
The bedplate is in two pieces, of cast iron. In all
other essential details of construction it is similar to the
I2O H. P. Engine.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ----------- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - * * * * * * * * * * * * * * * * * * *
. . . . . . . . . . . . . . . . .” - - - - - - - - - - - - - - - - - - - - - - - - -
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - 48,700 lbs.
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -
. . . . . . . . . . . . . . . . . . . . . --- - - - - - - - - - - - - - - - - - - - - - - - - - * * * * * * *
At the after end of the engine, there is a twin air
compressor for supplying air for injecting fuel and for
starting purposes, provision being made on 3 cylinders
for air starting. The compressor is of the two stage
tandem type, and provision is made for regulating
pressure carried on spray air by means of throttles on
the first stage suction.
The
The bedplate is in one piece, of cast iron.
engine is furnished complete with all auxiliaries.
NEW LONDON SHIP & ENGINE CO. GROTON. CONN.




903
Marine Heavy Oil Engines
Model M II
sumnununui-annuuuuuuuuuuuuuu"
The Bolinder Engine is a
two-cycle hot bulb heavy oil
engine, which runs on heavy
crude oil, residue fuel oil, or
kerosene. The engine operates
Description
on the two-cycle principle, or in
other words, there is one power impulse to each revo-
lution. When the piston, at the end of its downward
stroke, is moving up toward the ignition chamber, the
necessary air for combustion is drawn through the air
valves into the closed crank case, and at the same time
the air in the cylinder is being compressed.
When the piston has reached its extreme upward
position, a certain amount of oil is injected into the
ignition chamber through the injection nozzle and the
fuel charge ignites, resulting in the expansion of the
gases driving the piston downward toward the shaft.
During this downward stroke of the piston, the air in
the crank case is compressed. As the piston nears
the end of its stroke, the exhaust port opens, and im-
mediately afterwards the inlet air port. The burnt
gases escape through the exhaust port, while the com-
pressed air in the crank case which enters the cylinder
by the air inlet port completes the scavenging work,
and furnishes the cylinder with air necessary to make
up the next charge.
Apart from the general quali-
ties which have made the
Bolinder Marine Heavy Oil En-
gines famous all over the world.
these engines possess certain dis-
tinctive features which place
them on a different standing compared with most other
internal combustion engines.
In the first place, Bolinder Engines are Direct Re-
versible. Reversing is effected by pre-ignition. Secondly,
no water is needed in the engines of the M
type for the internal cooling of the hot balls and
cylinders. Thirdly, owing to the compact construc-
tion of these engines, the space occupied by the engine
room will be a minimum, and the space available for the
Features
cargo is thus very much increased. In the fourth
place, the amount of lubricating oil used is considerably
reduced owing to the elimination of water injection.
Working under easy conditions of pressure and
temperature, and without the need of injection water,
the Bolinder Engines are free from many sources of
trouble which are usually present in internal combus-
tion engines of large size. The successful running of
Bolinder Engines requires only the care and intelli-
gence that is necessary to successfully run any ordinary
marine engines of the same size. There are on the
Bolinder Engines no cams, valves, gears, electric ig-
niters or vaporizers to get out of order. -
The Bolinder Engine is made to a standard gage.
Therefore all parts are interchangeable and new parts
Model M I
will fit accurately, whether they are delivered directly
from the factory or from one of the numerous branch
offices or agents, which are located all over the world.
Additional improvements are made in such a way
that new parts can be attached to older models at
very little additional cost or trouble.
BOLINDERS COMPANY. 30
CHURCH ST. NEW YORK


904
Marine Heavy Oil Engines
In addition to the distinctive
Superior features of Bolinder Marine
Qualities Engines which have already
# been discussed, there are a
*u-uruuuuuuuuuuuuuuuuuuuuuun- number of superior qualities
possessed by Models M I and
M II which are important.
Perfect combustion results from each explosion.
Therefore the cylinders are kept very clean, thereby
lessening the friction and increasing the life of the
entire engine.
The ignition bulb, which as a rule is subject to
great variations in temperature, is never above a red
heat even when running with an overload. It is black
while the engine is running with a normal load.
These facts prove that the bulb is not subject to any
undue wear.
The engines of the newest types are very flexible.
It is a well-known fact that with the ordinary internal
combustion engine, the power rapidly decreases should
the engine be brought to reduced speed by means of an
overload or otherwise; the power, in fact, falling much
more rapidly than the speed. This is not the case at
all with the Bolinder Engine, which adapts itself to
much broader running conditions than can generally
be obtained.
The working pressure of a Bolinder Engine is about
one-third that of an engine built on the Diesel princi-
ple. Almost all the trouble to which Diesel type en-
gines are subject can be traced to the abnormally high
pressure under which these engines work. If the air
compressor is rendered useless, it is possible to operate
a Bolinder Engine at a reduced load without using the
air compressor. It would be impossible to run a
iesel type engine under these conditions.
Model MI
-------------------------------------------------------------------
The Bolinders Company also
manufactures small types of
heavy oil en g in es; marine
engines from 5 horsepower
up, and stationary from 3 horse-
power up. The stationary en-
gines are built in both horizontal and vertical types
and are used for generating electricity, pumping and
other auxiliary work.
Small Engines
The Bolinder Engines are de-
livered complete with starting
Equipment device, silencer and thrust
block, and also with a set of
- spares and tools. Propeller
equipment is not included with
the larger sizes, but can upon special request be deliv-
ered with the engine. Tanks and piping, that have to
be modified in accordance with the purposes and the
design of the vessel are not being delivered with the
engines.
The Bolinder Engines are very moderately rated,
They are therefore guaranteed to carry a continuous
overload of Io per cent as against engines of many
other makes that are sold and rated to their maximum
power.
The compactness of the
Bolinder Marine Heavy Oil
Engine is shown in the outline
drawings below. The letters
G, M, X, etc., on the drawings
refer to the table at the bottom
of the page which gives the principal dimensions of the
engines, the location of the center of gravity, etc.
These tables also include revolutions per minute, net
and gross weights, etc.
Technical Data
Model M II
SPECIFICATIONS-MODELS M I AND M II
Model M. I. M II.
B. H. P. 90 120 160 240 320 500
Revolutions per Minute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 250 225 250 225 160
Weight net in cwts.-approximate . . . . . . . . . . . . . . . . . . . . . 112 173 230 337 456 1016
Vertical c. G. Dimension Y. . . . . . . . . . . . . . . . . . . . . . . . . . . 13” 1554" 1734" 14% " 1734" 22.1%"
Horizontal C. G. Dimension z. . . . . . . . . . . . . . . . . . . . . . . . . 8” 9” 1053" 814" 13” 13%"
| Length S . . . . . . . . . . . . . . . . . . . . . 130 147 175 236 266 322
Dimensions Width W . . . . . . . . . . . . . . . . . . . . . 38 43 49 47 51 71
of Width M . . . . . . . . . . . . . . . . . . . . . 34 38 52 38 52 72
‘Engine Height I . . . . . . . . . . . . . . . . . . . . . 65 76 86 76 86 121
in inches Height G . . . . . . . . . . . . . . . . . . . . . - - - 88 97. 132
Length X . . . . . . . . . . . . . . . . . . . . 9% 54 13% 814, 14 10%
Diameter Fly Wheel D . . . . . . . . . . . . . . . . . . 2734 33% 36% 35% 39% 55
in Propeller (3 blades) . . . . . . . . . . . . 47% 59 67 67 79 102
Inches Propeller shaft . . . . . . . . . . . . . . . . 4.9.21 5. 708 6.3 6.69 7.48 10.04
Shipping Vol. Cub. Ft. . . . . . . . . . . . . . . . . . 424 600 813 1130 1480 3310
dimensions and Weight cwts. . . . . . . . . . . . . . . . . . . 140 206 287 4.17 540 1179
Approximate Weight l Weight Kgs. . . . . . . . . . . . . . . . . . . 7500 10800 14600 21:200 28000 62,000
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - R-300 R-400 R-500 R-400 R-500 R-600
Code Word Penelope Per Paul Pontus Pluto Poseidon
BOLINDERS COMPANY. 30
CHURCH ST. NEW YORK

905
Marine Heavy Oil Engines
H. W. Sumner Company 600 S.H.P. Marine Heavy Oil Engine
•oo-HP--------cvurotº-
Suºntº Marinthtavº Outnant
---
General Assembly
H. W. SUMNER COMPANY. SEATTLE WASH.
A CO-PARTNERSHIP. H. W. SUMNER. ALBERT E. PARKER

906
Marine Heavy Oil Engines
** 11t, itſ 1ſt 11t 11t 11111111, 14 is I t . . . . . . . ; , ; ; ; ; I 11 it r
E # The Sumner Marine Heavy
# Oil Engine is of the vertical
# two cycle oil injection type,
# built in four sizes as listed be-
i low, with open column and
crosshead.
These engines have a fuel oil consumption of ap-
proximately 75 United States gallons per IOOO brake
horse power hours at rated full speed. Normal
speeds are as given in the table, but the engines may
be run as slow as IOO RPM and are readily re-
versed by means of compressed air followed by oil
injection, the operation being as rapid as in the case
of steam engines.
| 1 || 1 || || 1 || 8 |
The Sumner Heavy Oil En-
gine is in highly successful use
$: ge i in merchant ships operating un-
i Construction i der United States, French and
s Norwegian Flags. All parts
are properly designed and care-
fully built with reference to the maximum service re-
quirements to be met, resulting in a rugged, reliable
and efficient marine propelling unit, of ample strength
for rigidity and durability, at the same time of least
possible weight to satisfy the restrictions of marine
installations. -
|
|
General
Each cylinder is supported
at the front by a forged steel
# column and at the rear by a
i cast iron column, carrying the
i crosshead slide, and with flanges
at the top and bottom secured
to the cylinder and to the bedplate by through bolts and
Cap Screws.
The bedplates of the 250 and 400 S. H. P. engines
are in one casting and of cast iron. The bedplates
of the 600 and IOOO S. H. P. engines are cast in two
Sections and consist of box-shaped guides.
Frames
The cylinders are of special
# hard close grain cast iron, with
i jacket cast on and stuffing
# boxes cast separately. The
# heads are water jacketed and
carry the injection nozzle and
i
Cylinders
combustion chamber. Holes are provided for clean-
ing out the water jackets and inlet ports, and the ex-
haust ports are made accessible by removing the ex-
haust manifold cover. Forced lubrication is provided
by a pump.
- # The pistons are of cast iron
Pistons, i designed to avoid distortion
Crossheads, H under temperature changes.
Cranks # Cast iron snap rings are pro-
# vided, secured in grooves against
rotation. The piston rods are
secured to the piston by through bolts and to the cross-
head by a key. They are of forged steel and machined
all over.
The crossheads are of the locomotive type, made of
cast steel with babbitted working face. They con-
tain bronze bearings for the gudgeon pin which is
case hardened, ground, and shrunk into the fork of
the connecting rod. The crosshead slippers are of
cast steel with babbitted working face, and the cross-
head guides are of the box type, made of cast iron
with equal working face ahead and astern. The con-
necting rods are of forged steel. The crank pin bear-
ings have a steel body lined with white metal, peened
and bored, the bolt heads being doweled, and the nuts
locked with set screws. The crank shaft is of forged
mild steel, with flanges forged on, and the crank bear-
ings are of brass, with roll out, water cooled bear-
ings filled with white metal, planed and bored.
The scavenging pumps are
Other = beam driven from the engine
º: i crosshead. Two pumps are fur-
Features i nished on the 250 and 400 S.
i H. P. engines. The discharge
ends of each pump are inde-
pendent and are connected to different cylinders.
The thrust bearing is of the horse-shoe type, and is
watercooled.
The turning gear is composed of a worm and gear.
#
*------——e --——--------------------. -----
Size, Shaft Horse Power. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25O 4OO | 600 IOOO
Speed, Revolutions per minute. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23O 185 185 165
Cylinders, Number. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. 4. 6 6
Diameter, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13% 16% 16% 2 I
Stroke, inches. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 22 22 28
Weight, Tons. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I6 25 4O 55
Dimensions, Height above crank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9'o" | 12'o" | 12'o" I5'c"
Depth below crank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I'6" I'8" I'8" 2’ I"
Overall Width. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6'6" | 8'O” 8'O” IO'O"
Overall Length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I 3'O" | 16'o" 24'o" 3O'o"
Center of Gravity—Height above center of crank shaft. . . . . . . . . . . . . . . . . . . . *mme — 3'16" ººm-º.
Distance aft of middle crank shaft coupling. . . . . . . . . . . . *=== * I’6” *º-
H. W. SUMNER COMPANY., SEATTLE,
WASH.
A CO-PARTNERSHIP. H. W. SUMNER, ALBERT E. PARKER
907
Marine Oil Engines
--------------------------------------------------------------------
The equipment manufactured
by Fairbanks, Morse and Co.
for shipyard and shipboard use
covers a wide range of products
and includes the following:
“C-O” Marine Oil Engines
in sizes from 30 to 300 H.P. “Y” Stationary Oil En-
gines in sizes from IO to 200 H.P. “Z” Kerosene and
Gasoline Engines in sizes from 1% to 20 H.P. Fair-
banks Scales—all types. Electric Motors, Dynamos,
Alternators, Light Plants, Starters, etc. Pumps—
Products
---------------------------------------------------------------------
Centrifugal, Steam, and Power for every service. Coal-
ing Stations and Coal Tipples, Water Systems, Tanks,
Towers and Standpipes, Motor Cars, Hoists, Air Com-
pressors, General Supplies, etc.
75 H.P. “C.O." Marine Oil Engine
"... ." Fairbanks-Morse Type
C-O “C-O” Marine Oil Engines
Marine Oil are made in sizes from 30 H.P.
Engines i to 300 H.P. The smaller sizes
imºni have specially designed reverse
gear, and sizes from 150 H.P.
to 300 H.P. are directly reversible. The larger sizes
may be equipped with auxiliary sailing clutch and flex-
ible coupling.
--------------------------------------------------------------------------
“C-O” Marine Oil Engines
Installations are in successful service on
of “C-O” workboats in all parts of the
Engines world. Auxiliary Schooners
imi and Barkentines, Freighters,
River and Harbor Tugs,
Packet Boats, Fishing Smacks, Trawlers, Cannery
Tenders, Kelp Harvesters, Ferry Boats, Coal and Sand
Barges—all these and many other kinds of workcraft
are efficiently powered by “C-O” engines operating on
fuel and crude oils of low grade.
Two typical ships on which these engines are in use
are shown here. The illustration in the opposite col-
umn is one of five auxiliary five masted barkentines—
sister ships—the “City of Orleans,” “City of Shreve-
port, “City of Waco,” “City of Austin” and the “City
of Galveston.” Each of these boats is 282 feet long
with a 45 foot 9 inch beam; loaded draft 25 feet 6
inches; depth of hold 22 feet; gross tonnage 2259;
net tonnage 2060; dead-weight capacity 3600 tons.
Twin 200 H.P. “C-O” engines provide the power. All
of these boats have established records for low fuel and
maintenance costs.
The “Alf,” shown on the opposite page, is a fishing
boat owned by the Southern Alaska Canning Company.
This boat originally driven by a well known distillate
engine was recently repowered with a 75 H.P. “C-O”
engine. The Southern Alaska Canning Company knew
200 H.P. “C.O.” Marine Oil Engine
that this change in power meant greater returns from
the “Alf”—for they also own and operate the “Fan-
shaw,” “Petrol,” “Einer Bayer,” “Shamrock II” and
“Shamrock III”—all of which boats are “C-O” en-
gine powered.
""". The “C.O." Marine Oil En-
Advantages gine, together with the other
of “C.O.” types m an u facture d by
Engines i Fairbanks-Morse represents the
ºn result of considerable study
and experience in internal com-
bustion engine design as applied to marine service.
This engine has several distinctive features with
many special advantages including the follow-
ing:
1. No water injection into the cylinders.
2. Cool operation—all parts of the cylinder-
combustion chamber and exhaust manifold being water
jacketed.
3. Special means for quick starting give great ad-
vantage for intermittent as well as steady work.
4. Effective automatic crank case seal prevents the
oil from blowing out and this insures positive lubrica-
tion.
5. Close regulation to all loads and at any speed
for which the speed control is set.
6. Low fuel cost, the consumption on any grade of
the cheaper fuels being less than one-tenth gallon per
horse power hour.
7. Low Maintenance cost is assured by the elim-
ination of all intake and exhaust valves and their op-
erating mechanism. The operating cost is low, at-
tendance and supervision being very slight. -
The Motor Vessel “City of New Orleans”
FAIRBANKS. MORSE & CO.
900 SOUTH WABASH AWE. CHICAGO, ILL.



908
Marine
Auxiliaries
The Motor Schooner “Alf”
We frequently furnish com-
"ºutrunnnn-nnnn-nnnn-nnnn-nnnn-
Auxiliary s plete auxiliary power. equip-
= - ment for vessels in addition to
H Equipment the main power plant. This
in machinery includes stationary
oil engines, motors, pumps,
hoists, air compressors, light plants, Fairbanks Scales—
all manufactured by Fairbanks-Morse and guaranteed
by Fairbanks-Morse quality.
Some of this equipment is briefly described below
to indicate the large range of sizes and types which can
be furnished. Full details are covered by our catalogs
which will be sent on request.
“Y”
Oil Engines
This type of engine is fur-
nished in sizes from Io H.P.
to 200 H.P. and is particularly
adapted to furnished power for
all purposes in the shipyard and
on board ship. These units
have been frequently installed for generating current,
for hoisting, and for similar service. The photo be-
low shows the 20 H.P. “Y” oil engine installed in the
motor boat “John R. Bayliss.”
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20 H.P. “Y” Oil Engine Direct Connected to
Fairbanks-Morse Generator—Used for
- Plant on Boat John R. Bayliss
Light
-------------------------------------------------------------------------
This type of engine is fur-
nished in sizes from 1% to 20
H.P. and uses kerosene as well
as gasoline. They are equipped
with Bosch High Tension Os-
cillating Magneto and Throt-
tling Governor. They are admirably adapted to such
uses as hoisting, pumping, driving air compressors, gen-
erating current for lights, etc. A common use for the
smaller "Z" Engines on boats off the east Canadian
coast is for hoisting lobster pots. Their excellent serv-
ice records at this and similar exacting jobs on board
ship proves that their operation is not affected by bad
weather, salt water or climatic conditions.
“Z” Kerosene
and Gasoline
Engines
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-----------------------
º -- " ; Fairbank -Morse Motors
are built for both alternating
Motors and direct current and are in
successful operation on hun-
in dreds of ships. They are built
for standard voltages and in a
wide range of sizes suitable for all purposes on ship-
board and in the shipyard. Their excellence of con-
struction makes them particularly resistant to the damp-
ness, and salt air to which they are exposed in marine
Fairbanks-Morse Motor Driven Hoists on Motorship
“Astoria”
work. The illustration above shows motor-driven
hoists on the oil vessel “Astoria.” On this vessel and
seven sister ships the current is generated by a “Y” oil
engine generator unit.
-
------------------------------------------------------------------------
A large range of sizes of
hoists are furnished for all
kinds of hoisting work on board
ship and for hauling and hoist-
ing work in the shipyard.
Those machines are rugged in
construction and are amply suited for the severe usage
to which engines of this type are subjected. They can
be fitted with “Z” Kerosene or “Y,” oil engine or with
either alternating or direct current motor, the entire
unit being of Fairbanks-Morse manufacture.
Hoists
-----------------------------------------------------------------------
-------------------------------------------------------------------------
Centrifugal, Steam and
Power Pumps can be furnished
in sizes to meet every shipyard
or shipboard need. All types
are proving their worth through
successful service on thousands
Pumps
----------------------------------------------------------------------
of exacting jobs.
FAIRBANKS. MORSE & CO.
900 SOUTH WABASH AWE. CHICAGO, ILL.



909
Diesel and Semi-Diesel Engines -
–
Werkspoor Diesel Engine, 850 B.H.P.
" The Werkspoor Diesel En-
Werkspoor i gines are built for marine and
Diesel = stationary purposes, for both
Engines main and auxiliary power, and
# are used in cargo vessels,
schooners, tug boats, barges,
fishing boats, etc. They are of the four cycle, single act-
ing, vertical type and are built in the sizes listed in
table below.
The larger engines are water cooled and equipped
with crossheads, whereas the engines of 550 B. H. P.
and under are air cooled and those of 300 B. H. P.
and under are fitted with trunk pistons. All 6 cylinder
engines are direct reversible.
------------------------------------------------------------------------ The reversible Werkspoor
Diesel Marine Engines are rug-
gedly built throughout, with
heavy crankshafts, bearings, etc.
Cast iron columns carrying the
cylinder block encase steel tie
rods reaching from bottom of bedplate to top of cylin-
der block. The cylinder head and liner are combined in
one casting to eliminate the heavy joint at the hottest
part of cylinder thus greatly increasing the efficiency of
water cooling. The piston can be inspected readily by
lowering the lower part of the cylinder liner, and after
removing the four bolts connecting it to the piston rod,
it can be taken out without removing any valve gear or
piping. A three stage compressor is placed at forward
end of engine to allow greater accessibility.
Features
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Skandia Hot Bulb Oil Engine. 38 B.H.P.
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Skandia Hot
Bulb Oil Engines
The Skandia Hot Bulb Oil
Engines are built for both ma-
rine and stationary purposes in
the sizes listed in table below.
They operate on heavy crude
oil, and are of the two cycle
type in which the combustion is created by the aid of a
hot ball. This hot ball is kept sufficiently hot by the
heat produced by the explosion and compression, thus
necessitating the heating by means of a torch only when
the engine is started cold. This torch is extinguished as
soon as the engine is started and running under its
own power.
-------------------------------------------------------------------------
------------------------------------------------------------------------
The 360 and 550 B. H. P.
engines have open crank cases
with scavenging pumps on the
rear side, whereas all the other
sizes of engines have enclose
crankcases. All one and twº
cylinder marine engines are equipped with reversing
gear of the spur gear type, while the four and sº
cylinder engines are direct reversible.
All Skandia engines have a mechanically operated
force feed lubricator with sights mounted on the toP
and with separate adjustment, so that the amount 9
oil furnished to each part of the engine is visible *
all times and can be increased or decreased. -
The two cylinder marine engines are equipped with
a patented idling device which insures steady running;
for any length of time, with the clutch released. A
two, four and six cylinder engines are equipped wit
automatic air starters.
Features
Approx. Overall Dimen. Aºx. Fuel
No. —; ;-- et Consump-
Size of Height, Weight tion per R.P.M
B.H.P. Cylin- Top Cyl. in Töns 24 hrs in *** ****
§º. Length Width| Aboye of 2000 ibs Tibarrels
Shaft
100 2 8’ 6” 4’ 4” 5' 5" s 3.5 250
150 3. 10' 9" 4’ 4” 5' 5" 10 5.2 250
200 4. 13’ 6” 4’ 4” 5' 5" 12 6.9 250
300 6 18' 0" | 4’ 4” 5' 5" 16 10.3 250
550 6 31’ 6” 6' 10", 12' 11" 80 19. 1.65
850 6 38' 5* 7' 4" 15' 5" 120 28. 135
1100 6 42' 6" | 9’ 4” 17, 9 º' 160 38 115
15uo 6 48' 0" |10’ 6” 20' 0" 230 51 100
2000, S 52' 6" |10’ 6” 20' 0" 300 68 100
Approx. Overall Dimensions N*Wºn:
Size No. of - et Weig
B. H. P. Cylin- - Height in Tøns ºf R. P. M.
diers | Length Width Above 2000 lbs.
Shaft
-
9 1 4’ 4” 1’s “ 2’s “ . 66 500
16 1 5' 5" 2' 1" 3’ 6” 1. 38 400
24 1. 6' 2" 2’ 5* 4' 0" 1. S7 375
3S 2 7' 10" 2’ 3” 3, 7 º' 2.73 375
55 2 9, 7 º' 2, 7 º' 4' 0" 3.90 375
70 2 10’ 6” 2’ 10” 4’ 10” 4.63 3.25
100 2 11' 0" 3’ 6” 5' 10" S. 75 275
120 2 11' 3" 3’ 4” 5’ 10” S. 75 300
140 4. 11' 5" 2’ 10” 4’ 6” 8.00 3.25
175 2 15' 2" 3' 11" 7. 9 º' 12.75 332
200 4. 13’ 3” 3’ 4” 5' 10" 13.50 275
240 4. 13’ 3” 3' 5" 5' 10" 13. 50 300
360 4. 15' 11" 3' 11" 7. 9 º' 23.00 250
500 6 26' 11" 3' 11" 7. 9 º' 35.00 225
H. S. JOHANNSEN. 25 WEST 43RD STREET.
NEW YORK
Eastern Agent–Skandia Pacific Oil Engine Co.


910
P–R Marine Oil Engine
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The Ingersoll-Rand Heavy-
oil-Engine, Type P-R, uses the
four-stroke cycle with low com-
pression (about 200 pounds per
square inch), with direct injec-
tion of fuel. It requires no hot
bulb or any other means of ignition, except for a few
seconds in start-
ing, other than
the temperature
of compression.
By the ingeni-
ous method of di-
rect fuel injec-
tion, so perfect is
the atomization
of fuel that two
hundred pounds
per square inch is
sufficient to ig-
nite the fuel
automatically.
Thus the Inger-
soll-Rand Heavy-
oil Engine has
the high overall
economy of the
full Diesel type,
yet demands no
higher compres-
sion and no more
complicated fuel
injection system than the semi-Diesel.
Automatic Igni-
tion at 200
Pounds Pressure
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The distinctive design of the
Ingersoll-Rand Heavy-oil En-
Ingersoll-Rand gine secures a high degree of op-
-oi ine i erating economy, not only in
Heavy oil E name fuel consumption but also in ab-
sence of wear. Three points of
advantage in this design are especially noteworthy.
Economy of
I. The mean effective pressure, which is propor-
tional to the net work developed in the cylinder for the
same brake horsepower of engine, need be only 85 per
cent of that of the high compression cycle. This is
due to the higher mechanical efficiency—there are no
air compressors to be driven with the Ingersoll-Rand
ngine and the friction losses are lower.
2. The mean pressure of compression, which is pro-
portional to the work done in the engine cylinder dur-
ing the compression stroke, is approximately half that
of the high-compression cycle. The performing of the
extra work by the piston, high-compression, and the
return to the piston of an equal amount of excess work
during the expansion stroke, represents more wear on
piston, cylinder and bearings. For the same brake
horsepower the low compression cycle subjects the en-
gine to approximately 30 per cent less wear. With
parts of equal dimensions they will wear considerably
longer, and will require less attention.
3. The maximum pressures and temperatures in the
cylinder are considerably lower, so that all the parts
that are designed for strength, stiffness or temperature
stresses may be constructed much more conservatively.
Ingersoll-Rand Heavy-Oil Engine. Type P-R
Suction Stroke—The intake
valve is opened mechanically and
the piston moves downward on
the suction stroke, drawing in a
full charge of pure air.
Compression Stroke—The in-
take valve is closed by the valve spring and the piston re-
turns, compress-
ing the air from
the cylinder into
the combustion
chamber to a
pressure of ap-
proximately 200
pounds per square
inch. Injection
of the fuel starts
near the end of
the stroke and is
completed before
the piston has
reached the end
of its travel. The
system of fuel in-
jection is such
that ignition is
automatic and
perfect combus-
tion occurs.
W or k in g
Stroke—Combus-
tion at constant
volume occurs almost exactly at dead center and the
pressure rises from 200 to approximately 400 pounds
and the piston moves downward on the working stroke.
Exhaust Stroke—Near the end of the working stroke,
the exhaust valve is opened mechanically, the pressure
drops, and the piston returns expelling the burned
charge.
Description
of the Cycle
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Ample strength in every part,
for durability and dependabil-
ity, insures satisfactory operation
of the Ingersoll-Rand Heavy-
oil Engine. Particular attention
has been paid to accessibility,
large doors permitting easy inspection of the driving
parts and of the side shafts, eccentrics, governor, etc.
Adjustments and repairs, though seldom required,
can be made in the minimum of time, a feature which
appeals to both the operating engineer and the owner.
Perfect alignment of bearings can be easily main-
tained by adjustment of the wedges, the adjustment be-
ing made from the outside. In every detail the en-
gine is built for the greatest convenience in operation.
Construction
of Engine
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------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--
-
The Ingersoll-Rand Heavy-
oil Engine can be supplied in the
following standard sizes:—Re-
versible Type, 220, 300, 500
and I SOO shaft horsepower.
Also Non-Reversible Type,
adapted for direct connection to generators for electric
ship drive and for driving ship auxiliaries.
Specifications for engines and recommendations for
any particular installation will be furnished on request.
Standard
Sizes
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INGERSOLL-RAND CO. II BROADWAY. NEW YORK

911
Hamilton Marine Engines
…º. -
ºrinº
--Ant-or-
* Hoºtºutsºuth.cº.
u.S.A.
Plant of the Hooven, Owens, Rentschler Co., Hamilton, Ohio
---------------------------------------------------------------------
The Hooven, Owens, Rent-
schler Co. are furnishing com-
plete triple expansion marine
engines in units from 400 to
54OO H. P., and quadruple ex-
pansion marine engines up to
6500 H. P. During the last two years this company
reached the unprecedented output of four complete
28OO H. P. marine engines per week. The Hooven,
Owens, Rentschler Co. has built power equipment
since 1845.
Experience
-----------------------------------------------------------------------
The company operates its own Foundry with a ca-
pacity of IOO tons per day. The equipment of the
Machine Shop is complete, modern, and well-balanced;
it includes probably the finest and largest outfit of
heavy machine tools in the United States.
The Engineering department is thoroughly organ-
ized. Hamilton Engineers are in the front rank—
each one a specialist of established reputation in his
chosen field.
The company recognizing that there is a wide dif-
ference in the Marine and stationary engine practice,
have designed and built the Marine engines with the
help and advice of high-class Marine engineers, both
designing and operating, and are constantly studying
the design and operation of Marine Engines in this
country and Europe. The engines themselves are
heavy and substantial in every way with large bearing
surfaces and are made of the best materials. They
are made to suit the best standard Marine practice
with the correct clearances and oiling arrangements,
and are erected under the supervision of experienced
operating Marine engineers. There has been no at-
tempt to depart from standard American or British
Marine practice, or to embody any stationary practice
in these engines.
Hamilton Marine engines have proved and are prov-
ing themselves by actual performance. They are built
to withstand the greatest strains. They are reliable.
": In its foundry, the Hooven,
Foundry Owens, Rentschler Co., through
i Faciliti long experience, is thoroughly
acIIILIeS familiar with molding large
- castings. This WaS shown 1n
the foundry turning out six
complete sets of cylinder castings for the 28oo H. P.
size a week. A few years ago, six weeks was thought
to be a short time in which to mold and cast the in-
termediate cylinder alone. Nor was quality impaired.
The demands of rapid production were adequately met
by devising improved methods in shop practice.
Each step and factor in foundry production is char-
acterized by the most modern practice and ingenious
and distinctive features. In all the operations of
molding, spraying, drying, assembling cores, pouring,
cleaning, and testing castings, new standards have been
set at the Hooven, Owen, Rentschler plant in foundry
methods making for improvement in the quality of the
castings as well as enormous savings in time and labor.
-----------------------------------------------------------------------
Machine Shop
Facilities
-
The machine shop of the
Hooven, Owens, Rentschler Co.
is fully equipped with jigs and
special tools for quantity pro-
duction of various parts. ne
engineering department main-
tains a particularly close co-operation with the shops.
Complete sets of drilling jigs and various milling, as
sembling and planing fixtures are being used. These
special tools promote a high degree of efficiency in the
machine shop, resulting in an output of four complete
28OO H. P. engines a week during the war.
Even greater care is used in conducting the various
machining operations than in assuring the delivery 0
none but sound castings to the machine shop, as other-
wise castings that represent a considerable outlaw in
time and material might be rendered valueless. Each
step in setting up, rough machining, finish machining
and checking and testing is done by experienced men
-----------------------------------------------------------------------
THE HOOVEN, OWENS. RENTSCHLER CO.
HAMILTON. OHIO

912
Hamilton Marine Engines
S. S. Edmore, Driven by Hamilton Engines
and carried out by methods that have been developed
to meet the requirements of quantity production as
well as to obtain the extreme accuracy demanded by
this class of work. In every possible case, work is
expedited materially through machining a large num-
er of parts at one time.
-
"unununununuſumuuuuuuuuuuuuuuuun
| . # Hamilton marine engines
Hamilton i have been installed and are in
Engine successful operation on large
Installations numbers of merchant ships, tug-
boats, and other types of vessels.
To date the plant has built
more than 225 marine engines.
"ununununununtumumumumumumumumn.
-
"intuitituuuuuuuuuuuuuuuuuuuuuuuuun-
Hamilton engines are giving
Factors Assurin
g satisfactory service because of
Satisfactory the correctness of their design,
Operation the skillful machining of all
parts, and particularly because
of the care exercised to assure
Proper fitting of parts and correct assembly.
The Hooven, Owens, Rentschler Co. recognizes
that on the correct assembly and proper testing of a
marine engine depends its smooth running. Perfect
alignment is secured before any engine is permitted
to be dismantled for shipment, and no chances are
taken that bearing surfaces such as eccentries, main
earings, crosshead slippers, or crank pin brasses may
develop undue heating from any cause connected with
initial fitting. Skilled mechanics of long training who
are experienced in assembling heavy machinery are
entrusted with the erection of all machines, and each
step is carefully checked.
All valve gear and other adjustments are properly
made before shipment and are plainly indicated for
the engineer's future guidance in subsequent over-
aulings. Both the clearance and striking points at
the upper and lower ends of each cylinder are marked
9n the crosshead guides, and several thin liners are
interposed between the lower end of the connecting
rod and the crankpin boxes to permit adjustment as
necessary for the property clearance.
"ununununiummumumumumumum
#" The Hamilton Marine En-
H General gine is of the vertical, inverted
H Construction direct-acting type. . .
i of Engine The handling station, is at
# * “” the starboard side, with the
throttle and reversing gear in
the larger sizes of engines on the front high pressure
housing. The turning engine, furnished with all en-
gines when required, actuates through worm gear on
the crank shaft.
Lubrication is from a distribution box placed on
each main cylinder so as to be easily reached from the
engine room grating. The main bearings, crank pins,
eccentrics, horseshoe type thrust bearing, and shaft
bearings are cooled by water service from the sea, the
water service in the guides being part of the sanitary
system if required.
The valves are actuated through a Stephenson link
motion, the link used being of the double bar type.
The valve gear is equipped with linking up screws for
the purpose of altering the cutoff of any cylinder in-
dependent of the others. Balance pistons and cylinders
are provided for counterbalancing the weight and in-
ertia of the valves and valve gear when conditions re-
quire.
The following instruments are mounted on gage
boards:—Eight-day clock, main steam gage, receiver
gages, vacuum gage, and a revolution counter.
------------------------------------------------------------------------
--
The standard d e sign s of
Hamilton Marine Engines meet
practically all ordinary require-
ments for marine propulsion.
For any unusual conditions,
or for installations where varia-
tions in design may be desirable, complete designs can
be developed to meet individual requirements.
The Hooven, Owens, Rentschler Company is also
fully equipped to build steam reciprocating engines,
of any type, from designs prepared outside. Inquiries
will receive prompt attention. Our Engineering De-
partment will cooperate with you in solving your en-
gine problems.
Designing
Facilities
futumnuumuuuuuuuuuuuuuuuuuuuuuuuunrº
THE HOOVEN, OWENS. RENTSCHLER CO.
HAMILTON, OHIO

913
Hamilton Marine Engines
----------------------------------------------------------------------
Throughout the entire proc-
ess of machining, jigs and fix-
tures are used wherever pos-
sible. Many machine shops
correct errors in the machining
of bearing surfaces by means
of shims used in the assembling operations. It is the
practice of the Hooven, Owens, Rentschler Co., how-
ever, to depend for satisfactory assembly on the care
and accuracy of the previous machining operations. The
manufacturing method insures interchangeability of all
parts and the utmost possible ease of repairs and re-
placements.
Ease of
Replacements
---------------------------------------------------------------------
Because of the constant, mul-
tiple production of Hamilton
engines and their parts, a large
stock of parts is maintained at
all times, permitting prompt
shipment. The central location
of the plant and its proximity to important trunk lines
insure quick shipments to all coast and lake ports and
enable delivery of repair parts to be made in the
shortest possible time.
Quick Repair
Part Shipments
Funimumumumumumumumumuuuuuuuuuun,
ununununununununununununiuluuuuuuuu
For convenience in ordering
repair parts for the standard
Part Bulletins for H Hamilton engines, special bul-
Hamilton Engines letins have been published.
iºn. These bulletins contain com-
plete parts lists of these engines
with order references, and detailed and descriptive
Special Repair
2800 H.P. Triple Expansion Engine
drawings of engine parts, together with complete in-
structions for ordering repairs as shown below. Every
operator of ships with Hamilton, reciprocating engines
should have a copy. Repair parts bulletins sent free
on request.
Instructions for Ordering
Marine Engine Repair Parts
- In order that any customer may secure the proper part, it is necessary in ordering to give full information
in connection there with.
Consequently. the attention of the customer is directed to the fact that on each engine is supplied a
name plate. giving name of manufacturer—also when built for U.S. Shipping Board, their Engine Number.
In addition to the figure number of cut as
- shown in the bulletin – to aid in securing the correct piece.
where a customer is
ordering a new cylinder, cylinder liner, or a new valve-gauges of the bore, into which
other parts must fit, should be supplied, as well as length of piston rod, when same is desired. The various
P* in detail are shown in the illustration herein, and we have further printed a list of pieces and piece
numbers referring to parts as shown in the illustrations. -
-- º: suggest in the interest of prompt service and to avoid mistakes, that your order should be made out
ow-: -
Horsepower capacity.
Order Blank
For any Marine Engine of
Name of Purchaser. . . . . . . .
Address of Purchaser....... . . . . . . . .
Ship to
Destination
. . . . . . . . . . . . . . . . . . .” ----------------------- ---------------------
*- … Piece Number… * -- Name of Piece ....
Number of Pieces Required.............. Figure Number in Bulletin........ ... Page No. -----
State. Whether High. Intermediate or Low Pressure . . . . .
Size of Engine Cylinder, H. P................M. P................ L. P. . . . . . . . . . ..........
Stroke of Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Number.
Name of Manufacturer on Name-plate.......
In the figure illustrations, it will be noted that some bolts, pins, keys and the like, do not have any
separate piece number.
"f these parts are wanted, purchaser should plainly state this fact in his order so that these small pieces
|may be included complete.
THE HOOVEN, OWENS. RENTSCHLER CO.
HAMILTON, OHIO
914


–
Hamilton Marine Engines
INDICATED HORSE POWER FOR HAMILTON TRIPLE MARINE ENGINES
For Most Economical Operation at Various Steam Pressures and Revolutions
Boiler Revolutions Per Minute
Size Steam
Engine Pressure 65 70° 75 80 85 90 95 100 105 1 1 0 || 1 15 | 120 | 125 | 130 || 135 | 1.40
170 413 434 455 476 || 496 || 5 || 7 537 558 || 578
12% —21.3%–36 180 439 462 483 505 527 550 57.1 593 615
sºmºsºmº-º-º-º-º-º-º-º- 190 466 489 512 336 || 558 || 582 605 || 629 || 651
27 200 492 517 541 566 590 615 639 664 688
I 17 () 682 716 750 784 818 852 | 886 || 92.1 955
15%-26–44 180 725 761 797 834 870 906 942 978 || 1014
*-*-*-*º-º-º-º: 190 768 807 845 884 922 || 960 | 999 || 1036 || 1075
30 200 812 852 892 932 973 1014 || 1055 | 1095 || 1 || 35
- I 180 873 919 973 || 1026 || 1080 || 1 134 1188 1242 | 1295
18–30%–52 190 926 976 || 1033 || 1090 | | 1.46 1205 | 1262 || 1320 | 1376
ººm-ºn-mº-º-mºmº-m- 200 977 1029 || 1089 || 1 || 52 1210 | 1272 | 1331 || 1392 || 1451
33 210 1030 || 1086 1149 1214 | 1275 || 1344 || 1405 || 14.70 || 1532
| 80 929 || 995 || 1060 || 1 126 || 1 194 | 1260 || 1326 1391 | 1.458
19–32–56 190 984 || 1054 || 1 124 || 1 194 | 1264 || 1335 | 1.405 | 1.475 | 1545
amºn-mºsºm-m-mº-s- 200 104 l || 1 115 || 1 190 | 1264 || 1338 || 1414 || 1488 1562 | 1635
36 210 1097 || 1 175 | 1254 || 1334 || 1410 || 1490 | 1568 || 1645 || 1725
IZ 180 1255 | 1345 || 1434 1522 | 1613 || 1702 || 1792 | 1882 1972
20%–35–60 190 1334 || 1427 | 1523 | 1616 || 1712 | 1807 || 1904 1998 2095
*-*-*-**º-ºº- 200 1407 || 1506 | 1607 || 1 707 || 1807 || 1908 || 2018 || 2 || 10 2210
42 210 1484 || 1589 | 1695 || 1800 || 1905 || 2012 || 2120 || 2225 2334
39 180 1569 | 1680 1794 || 1905 || 2015 2135 2240 g e s
23–39–66 190 1669 || 1780 | 1900 | 2020 2135 | 2260 2375 || Estimated Weights of Standard Engines
→ - 200 1758 | 1880 | 2010 || 2135 | 2260 || 2390 || 2510
4 21 () 1850 | 1984 || 21 17 | 2246 2380 || 2514 || 2645 C
enter
23–39–66 180 1680 | 1800 || 1920 | 2040 2160 2285 2400 With of Gravity
- 190 1780 1910 || 2032 || 2162 2290 2420 || 254() With Att Complete
45. T §§ #: #g 2150 2290 ; 2560 #; Size Bare Att. | Pumps
q f:
128 2265 24 12 || 2550 || 2695 2832 Pumps Thºst Above | Aft of
I 80 2052 2200 2350 2495 || 2640 || 2788 || 2935 center | Center
24%-41%–72 190 2180 || 2335 | 2490 || 2645 2800 || 2960 31 1 0 Of Of H.P
*mºmºmºmº-m-m-m-mºs-e- 200 2300 || 2468 2630 || 2795 2960 || 3 125 || 3290 shaft cyl.
48 210 2425 || 2600 2775 2945 31 20 3295 3470
- 190 2510 || 2700 2895 || 3090 || 3280 || 3475 1234–21 %–36
27%–46—78 200 #3 | #3 || 36; #3 | #3; #6; — 40,000 || 42,500 45,000 || 41’ 53 *
—i- §§ § 30 1 0 || 3220 | 3442 3655 || 3860 27
935 | 3 || 60 || 33 * @ A tº
O 35 | 3 84 || 3614 384.5 | 4060 15%-26-44 º sº
I 190 2670 28.70 || 3080 || 3280 || 3490 || 3690 — 67,500 71,000 || 75,000 : 45.” 5.8 °
27%–46—78 200 2820 i 3030 || 3250 3465 3585 || 3900 30
—I- % §§ 3.195 || 3425 || 3655 || 3885 || 4 || 10 18–30%–52
t 20 312 355 5 840 —sº U ×2 -:)
3355 3595 || 3840 | 4080 || 4310 —— 88,500 92,500 100,000 || 50" | 68 °
27 . gº 190 || 2820 || 3040 || 3258 || 3475 3690 i 39.20 33
%–46—78 #! º §§ 344 0 || 367 () 3900 || 4 130 19–32–56
*=s=-º-º-º-º-º-º-º- l 3.14 3380 || 3625 || 386.5 1 1 35 *-** * * *
54 220 #03 || 3:33 || 3:13 §§§ #}} #2 3 132,500 || 1 38,000 || 150,000 || 54 * 73 *
36
190 3.195 || 3435 || 3685 || 3925 || 4 || 75 || 44 15 2.
30–51—86 200 || 3370 || 3635 | 3885 || 4145 || 4400 || 4660 20%–35–60 jºy * * *
—I- 210 3560 | 3830 || 4 1 1 0 || 43S0 || 4660 4930 ——--— | 161,000 | 167,000 || 1 S0,000 | 62 83
220 3740 | 4020 || 4310 || 4600 4885 || 51.70 42
23–39-66
30–51–86 §§§ ; §§§ §§ #% #5 #2 *- 187,500 195,000 |210,000 || 63 * 89 *
—I- 2 1 0 37.70 | 4060 || 4350 || 4640 || 4925 5220 42
220 3955 4260 4565 || 48.70 || 51.70 || 5480 23–39–66
----------" " 195,200 |203,000 |218,000 | 66." 89 "
45
IND I CATED HORSE POWER FOR HAMILTON 24%–41 %–72 267 000 || 7 93
-* T * * * *** --& — |258,000 |267,000 |287, 1 * *
QUADRUPLE MARINE ENGINES 48 } )
F -- e * g 2732–46–78
or Most Economical Operation at Various Steam Pressures 319,000 j930,000 |353,000 || 69* | 104°
and Revolutions 48
27 34–46–78
—— |327,500 |339,000 |362,000 | 73 * 104 °
Size Boiler Revolutions Per Minute 51
Engines Steam 27%–46-78 ~,
Pressure 65 70 75 SO 85 90 –––––– |336,000 |348,000 |371,000 77 ° 104 *
smºmy. 54
30–51—86
7 -...-------" 370,500 |385,000 |41 1,000 | 73 * 114 *
*y 200 2364 25.45 27.28 29 10 3095 3270 51
24%-36-53-78 210 2480 2670 28.60 30.50 3.245 3.435 -
*-*=========== 220 2620 2820 3020 3220 34.30 3630 30–51–86
5 I 230 2745 2955 31.67 3375 3590 3800 381,000 |396,000 |422,000 || 77 * I 14"
54
200 2505 2695 2890 3080 3072 34.65
24%-36-53-78 210 2625 2825 3030 3230 3440 363.5 24%–36–53–78
*====s=== 220 2772 2985 3200 3415 36.30 3840 —— 398,500 |4 10,000 : 434,000 | 73 * 1.54 *
54 230 2.905 3 130 3350 3575 3800 4022 51
I 200 3 120 3360 3600 3840 407.5 43 15 24 34–36–53–78
27%-40–59-86 21 O 3285 3540 3790 4040 4300 4.550 —- |4} 1,000 |423,000 |447,000 || 77* | 1.54 *
*=-ºs-smºn-swºr-º-º-º: 220 3450 3715 3980 4250 451.5 4780 54
54 230 3620 3900 4,180 4455 4735 5010
27 34–40–59–86
I 200 3695 39.80 4260 45.50 4830 5120 — |482,000 |497,000 |523,000 || 77* 162 *
30-43.3%-64-93 210 3890 4.185 4485 4790 5080 5380 54
*mmºmºsºms emº-mass= 220 4095 4405 4.720 5040 5350 5670
54 230 4295 4620 49.50 5280 5610 5940 30–43%–64—93 -
——— |544,000 |561,000 |589,000 || 77° 172*
54


THE HOOVEN, OWENS, RENTSCHLER CO.
HAMILTON, OHIO
915
ſ
TABLE OF DIMENSIONS
Small Engines
A
RI- Ti-
Small Engine
----------------------------- -------------- -----|--|--|--|--|--|--|--
Small
Triple Expansion
The bedplate is of heavy con-
struction with six girders for
supporting the main bearings.
The main bearings are bab-
Engines
bitted, with flat bottom shoe
Size and separate cap.
Engine | 12%–21%-36x27 | 15%-26–44x30 | 18-30%-52x33 The crank shaft is a forging built up into one sec-
Dimºsion 43% 45 53 tion.
3 33% % % The connecting rod is of forged steel and of the
# §§ 3% ź standard marine type.
§ % § §% The crosshead guide is of the bar type, and the
# § 3.4 #% crosshead 1S a steel forging with slippers of cast iron
J 137 148 172% lined with bearing metal and bolted to it.
§ 2:3% 244% #: The piston rods are steel forgings and are inter-
N #. §: #: changeable. -
? #4 #: #: The eccentrics are cast iron, with cast iron eccentric
§ #y, #9, 19. straps lined with bearing metal and forged steel ec-
# #% #% ; centric rods and valve StemS.
W # #% º; The turning gear ls operated by a ratchet.
W 117 13.5% 130 The thrust shaft is of forged steel and the thrust
§ § gº §§ bearing is of the horseshoe type. . -
sº, º, 10 º 12 º 15 º º º where º for ſº...".
Bilge Pump 3 x 10 3% x 12 4 x 15 y-pass and drain piping is fitted to cylinders
operated from the working platform.
THE HOOVEN, OWENS. RENTSCHLER CO.
HAMILTON, OHIO


916
Hamilton Marine Engines
Medium Engine
The bedplate is of heavy con- − -
ill-
"unununununununununun ----------------
i Medium Triple struction with six girders for TABLE OF DIMENSIONS
i Expansion supporting. the main bearings. Medium Engines
s Engines The main bearings are bab-
im... i bitted, with flat bottom shoes and size of Engine 1933. 2%-3. 23:39, #3:32, 24%-43%
- 56 x 36 || 60 x 42 | 66 x 42 | 66 x 45 || 72 x 48
separate caps. The lower shoes Dimension A
- 3. 7-2 3 -
are fitted with removable half round shell. mºon #: § §3. §3. #%
- - - - - -- I
C The º shaft is a forging built up in three inter- -- ; #: #: #: #: #:
an -- 3
º e sections. . . : ; º $. §. §§" | 1.6%
e connecting rod is of forged steel and of the - G | 44% 48% 52% 52% 55%
Standard marine type -- # #4% 1.3% 153% 1% 1%
-- - - -- J 1853 207 2223 2223 2.
The crosshead guides for the smaller size engines : # #. #: # #| |###
. of the bar type. The larger engines either have -- § #: #. #: #3% 3%
l - - - -- S 3S 3 40
º: º type or double slipper type according : £ #: ;" #: #: #.
Size of engine. -- 11:13 4.
- - - % 131 133 138% 49
. The throttle valve is of the poppet type. Larger en- i. §3. #: §: 33% 39%
gºnes are also fitted with butterfly valve and both valves . § 58% % §% 62% §:
*re operated from the starting platform. W tº 1% 62% 62% §3%
he thrust shaft is of forged steel and the thrust -- X * §2. # §§ łº
aring is of the horseshoe type. Size Y | 32 37 38%, 38% 41
º º where required for protection. .." 2 ; 16 .# 8 .# 2% 2:
- 1r Pump x 2 x 1 4 x 18 24 x 19 2 21
is y-pass and drain piping is fitted to cylinders and Bilge Pump || 4 x 16 || 4 x 18 5 x 18 º: º:
operated from the working platform.
THE HOOVEN, OWENS, RENTSCHLER CO.
HAMILTON, OHIO

917
Hamilton Marine Engines
iſiſ
|H| Tº
T
F –
I
Hº-
TABLE OF DIMENSIONS
Large Engines
Large Engine
s". The bedplate is of heavy cont
Large Triple struction with six girders for
supporting the main bearings.
The main bearings are bab-
bitted, with flat bottom shoes
Expansion
Engines
Steam Engine 27%-46- 27%-46- 27%-46- 30-51- 30-51-
7S x 48 7S x 51 7S x 54 86 x 51 S6 x 54
Dimension A 84 84 84 95 95
- B 102 102 102 110 110
-- C 37% 37% 37% 40% 40%
- D 37% 37% 37% 40% 40%
-- E 33% 33% 33% 50% 50%
- F. 30 130 30 13 34
-- G 60 60 60 62% 622
-- H 60 60 60 62% 62%
-- I 152 152 152 17834 1781 &
- J 26084 26084 26084 86 286
- R 58 58 458 08 50S
- L 1794 1794 1794 1834 18%
-- M 35% 35% 35% 8 3S
- N 44'4 44'4 44% 48%. 4S 4
-- O 51% 51% 51%. 5334 5334
- P 35 35 35 36
- Q 146% 154 16.1% 155% 163
-- R 8334 86% . 8934 8634 8934
- S 33% 33% 33% 34 34
- T 77% 77% 77% 77% 77%
-- U 10.1% 10.1% 10.1% 10.1% 10.1%
-- V 77% 7714 77% 77% 7714
-- W 213 213 213 214 214
- X 108 114 120 114 120
- Y 45 45 45 48 48
Steam 9 9 9 10 10
Exhaust 27 27 27 30 30
Air Pump 28 x 22% 28 x 24 28 x 25% 30% x 24 |30%x25%
Bilge Pump 5 x 22% 5 x 24 5 x 25% 6 x 6 x 25%
and separate caps, the lower
shoes being fitted with removable half round shells.
The crank shaft is a forging built up in three in
terchangeable sections.
The connecting rod is of forged steel and of the
standard marine type.
The crosshead guide is of the double slipper typº
and the crosshead is a steel forging with slippers 9
cast iron lined with bearing metal and bolted to it.
The piston rods are steel forgings and are inte"
changeable.
The throttle valve is of the poppet type and fitted
with butterfly valve, both being operated from the star"
ing platform.
The thrust shaft is of forged steel, and the thrust
bearing is of the horseshoe type. -
Guards are fitted where required for protection:
By-pass and drain piping is fitted to cylinders and
operated from working platform.
THE HOOVEN, OWENS. RENTSCHLER CO.
HAMILTON, OHIO -

918
Hamilton
Marine Engines
B
K —
- J–
is .
Quadruple Engine
-------------------------------------- -------- ----------------------- The bedplate is of heavy COn-
Quadruple struction with eight cross
Expansion girders for supporting the main
Engines i bearings. - -
g # The main bearings are bab-
"ºutritutinunninnuluintinunninnununununuin-
bitted, with flat bottom shoes
and separate caps. The lower shoes are fitted with
removable half round shells.
The crank shaft is a forging built up in four in-
terchangeable sections.
The crosshead guide is of the double slipper type
and the crosshead is a steel forging with slippers of
cast iron lined with bearing metal and bolted to it.
The piston rods are steel forgings and are inter-
changeable.
The connecting rods are of forged steel and are
of the standard marine type.
The throttle valve is of the poppet type and fitted
with butterfly valve, both being operated from the
starting platform.
The thrust shaft is of forged steel, and the thrust
bearing is of the horseshoe type.
Guards are fitted where required for protection.
By-pass and drain piping is fitted to cylinders and
operated from the working platform.
TABLE OF DIMENSIONS
Quadruple Engines
Size of Engine 24%-36– 24%-36– 27%–40– 30–43%–
53–78x51 53—78x54 59–86x54 64—93x54
Dimension A 96.34 96.34 102 113
-- B 81 81 85% 93
-- C 35 35 37% 39%
- D 35 35 37% 39%
-- E 38% 38% 38% 48
-- F. 130. 130 138% 145
-- G 56% 56!4. 5934 68%
- H 5694 56% 5934 68%
-- I 63 63 172% 178%
-- J 334% 3.34% 36.3% 404
-- PC 50 50 57.4% 638%
- L 1794 1734 1834 19
- M 35% 35% 37 38 -
8 #: #; #}} | # =
- 4. 4. 52 m 54
-- P 35 35 #% 36 tº.
-- § '#s, º: 163 165 -
-- 4. 4. 89.3 89.3
-- S 33% 33% º, §3.
-- º § 75 76 76
-- 95 983 99 ×
-- V 74 74 º, %
-- W 2013% 2013% 209 211
X 114 120 120 120
i -- Y 45 45 48 481 ºn
ze
Steam Inlet 8 8 9 10 *
Exhaust 27 27 30 34
Air Pump 28 x 24 28 x 25% |30%x25% 33 x 25%
Bilge Pump 5 x 24 5 x 25% x25% 6 x 25%
THE HOOVEN, OWENS. RENTSCHLER CO.
HAMILTON, OHIO




919
Laminated Shims
---------------------------------------------------------------
In selecting Shims for the ad-
justment of bearings, choice
must be made from the three
existing types, i. e., solid, loose-
leaf or Laminum. The solid
shim requires time for filing and
scraping. The work must be done by an expert
mechanic and there is always the opportunity for in-
accuracy in thickness and the lack of an even surface.
Choice of
Shims
ºutnununununuuuuuuuuuuuuuuuuuuuuuuuun,
The Laminated shim is
without doubt or question the
most efficient shim obtainable.
This is borne out by the fact
that leading engineers in all in-
dustries have adopted the Lam-
inated shim. Laminum, as the name implies, is com-
posed of innumerable thin layers of hard brass, held
together by a metal binder. These layers are made in
two thicknesses, .002" and .003".
The surface of a Laminated shim is as smooth as
glass. There is a perfect adjustment always. Costly
time and labor are quickly conserved and a much bet-
ter job results. Laminated shims are endorsed by
. BABBITT
The Laminated
Shim
LAMINUM
(, T BABBITT
leading marine-engine builders, marine engineers and
ship builders generally because no other shim is so well
adapted for the purposes required. During the war
Laminated shims were extensively used by the Allied
Governments.
Laminum may also be obtained with Babbitt facing.
Where there is an all-Babbitt bearing required, Bab-
bitt-faced Laminum immediately becomes the shim to
uSc.
The process of making a
true solid is expensive
and wasteful of both time and
labor. The loose-leaf shim
likewise has its disadvantages.
Dirt and grease seep in the
layers and work out under pressure, often resulting in
a loose bearing. Besides, the loose-leaf shim necessi.
tates time for assembling.
shim
Other Types
Waste Time
--------------
------------------------------------
=
By peeling off successive lay-
ers, a perfectly smooth, solid,
uniform and accurate shim is
quickly obtained and at an ex-
" act thickness.
Laminated shims can be made
Laminum A
Time Saver
as easily as lifting a sheet of paper from a pad.
----------------------------------------------------------------------
Samples of and information
concerning Laminum may be
obtained by applying direct to
the manufacturer or to the
branch office and agencies listed
Branch Office
and Agencies
-----------------------------------------------------------------------
below:
Detroit, Mich.: Dime Bank Bldg.
St. Louis, Mo.: Mazura Mfg. Co.
England: R. A. Rothermel, 24-26 Maddox St.,
Regent St., London, W. I.
LAMINATED SHIM COMPANY
533 CANAL ST. NEW YORK. N. Y.






920
De Laval Marine Steam Turbines and Gears
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The De Laval Turbines and
s
De Laval Gears have been developed and
Turbines standardized through a period
and Gears of 25 years. The De Laval
im Marine Steam Turbine is of
the multi-stage type and con-
sists of a series of impulse wheels, each running in a
separate compartment. The expansion of the steam is
accomplished entirely in the nozzles. Since the steam
pressure is the same on both sides of each wheel, theo-
retically no axial thrust is transmitted to the shaft.
Likewise there is no leakage over the tips of the buckets
or vanes, making close clearances unnecessary. The lu-
brication is automatic. All parts are accessible upon
lifting the casing cover.
Marine Steam Turbine with Double-Reduction
Gears: 1,500 H.P.: 90 R.P.M.
--- ---
---
---
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--- - - - --
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De Laval Marine Turbine. Each Part Is Made to Limit
Gages and Is Stamped with an Identifying
Symbol, as Indicated
-
º
-
-
i". "...",". The first De Laval Double-
De Laval helical Speed-reducing Gear
Speed Reducing was introduced in 1889. Since
Gear. # that time many hundreds of
gears have been produced which
are now in successful operation.
Correct design, coupled with specially developed
methods and a high degree of accuracy in cutting the
teeth, insures their satisfactory mechanical operation
De Laval Geared Turbine-Driven Centrifugal Condenser
Circulating Pump
and silent running. The almost entire absence of wear
is proof of their high efficiency in transmitting power.
Any requirements in power
De Laval and speed can be met with De
s Geared Laval Geared Turbines. Where
Turbines the conditions demand a ratio
mº of reduction not over 1 to 24,
a single reduction is
supplied. There may
be either one or two
pinions. With two
pinions, the turbine is
divided into high and
low pressure sections;
both sections can op-
erate on high pressure
steam, if necessary,
giving a duplicate
power plant.
-
- -- º
lº "-
-- - - --~
- --- -
-- e:
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---
De Laval Turbine-
ºutnuuuuuuuuuuuuuuuuuuus Driven Boiler Feed
- Other s Pump-Capacity 3,000
s De Laval
Products Steam-turbine-driven auxil-
iaries are manufactured by the
De Laval Steam Turbine Co.,
as follows: Condenser Circulating Pumps, Cen-
trifugal Boiler Feed Pumps, Bilge and Cargo Pumps,
º and Turbo-Generators. Ask for Catalog
-----------------------------------------------------------------------
De Laval High and Low Pressure Compound Single-Geared
Unit; 2,500 H.P.: 110 R.P.M.
**-es-----,
---------
********
3–14–it sº
De Laval High and Low Pressure Marine Turbine with
Double-Reduction Gear Having Two Intermediate
Pinions; 3,000 H.P.: 90 R.P.M.
DE LAVAL STEAM TURBINE CO.
TRENTON. N. J.








921
Propelling Turbines
The High Pressure and Low
Pressure Units of the Cross-
Compound 28oo Shaft House-
power Parsons Turbine shown
on this page and the opposite
page are manufactured by the
Hallidie Company, under license from the Parsons
Marine Steam Turbine Company of England.
This Cross-Compound Turbine is of the double re-
duction gear type, with a turbine speed of 3200 RPM
and a propeller shaft speed of 90 RPM.
Marine
Cross-Compound
Steam Turbine
High Pressure Unit Parsons 2800 S. H. P. Turbine
Built by The Hallidie Company
The High Pressure Unit shown in the cut and
drawing on this page operates under a steam pressure
of 195 pounds. The Low Pressure Unit shown on
opposite page takes the steam at 18 pounds pressure
absolute after it has passed through the High Pres-
sure Unit, and exhausts into the condenser.
With this Cross-Compound type of Turbine there
are two separate turbines each complete in itself and
either one or both may be used. These turbines which
develop 28oo shaft horsepower have been built to give
I I knots for a 9400 ton steel freighter on the mile
trial run, but an average speed of over 12 knots in ac-
tual service has been secured in some of the vessels in
which these turbines have been installed; and with one
turbine only of the pair operating for purpose of test
to see what speed could be secured with one unit only,
results have been over 8 knots.
-------------------------------------------------------------- -----------
The advantages secured in
using Turbines for ship propul-
Turbines for sion are as follows:
Ship Propulsion - Saving in space and weight-
important items in the design of
vessels.
Saving in the cost of installation.
Economy in operation due to the fact that the water
rate or steam consumption is only 11% pounds per
horsepower hour. -
Requires smaller boilers.
Great saving in fuel.
Advantages of
# The cut on this page shows
the top half of the casing of
the High Pressure Unit raised
i exposing the rotor with the
nummumumumumum ----------------------- mi blading in place.
The Ahead Turbine is the
long section of the rotor on the right-hand side of the
cut and is of the Parsons standard reaction type.
The Astern Turbine which is on the same shaft
and in the same case is shown on the left-hand side of
the cut and is of the Parsons standard impulse type.
The Rotor is a solid forging with the impulse Astern
Wheel shrunk on.
The Blading is of special rolled bronze cut from
the bar.
The Cylinders or Casings are of cast iron.
Net weight—14,800 pounds.
Length Overall—io feet.
Width Overall—4 feet.
Height Overall—4% feet.
High
Pressure Unit
General Arrangement of the High Pressure Unit of the Cross-Compound 2800 Shaft Horse-Power
Parsons Turbine
HALLIDIE COMPANY. SPOKANE. WASHINGTON


922
Propelling Turbines
The General Arrangement Drawing on this page Our excellent designing staff, well equipped Turbine
gives the details and shows the compact arrangement shop and trained and experienced mechanics insure the
and the sturdy construction of the Low Pressure Unit maintaining of the high standard of production pro-
of the Cross-Compound 28oo Shaft Horsepower Par- duced in the past.
Sons Turbine. We have other designs of turbines and we are pre-
pared to build them in almost any size.
The cut on this page shows
the top half of the casing of
the Low Pressure Unit raised
exposing the rotor with the
blading in place.
The right-hand end of the
rotor is the Ahead Turbine with the Parsons standard
reaction type blading and the left-hand end is the
Astern Turbine with the Parsons standard impulse
type blading.
The Rotor is a solid forging with the impulse Astern
Wheel shrunk on.
The Blading is of special rolled bronze cut from
the bar.
The Cylinders or Casings are of cast iron.
Net weight—15,800 pounds.
Length Overall—7 feet.
Width Overall—5% feet.
Height Overall—4% feet.
The General Arrangement Drawing shown below
gives the detail dimensions, and shows the compact ar-
rangement and sturdy construction of the Low Pres-
sure Unit 28oo Shaft Horsepower Parsons Turbine.
Low
Pressure Unit
Low Pressure Unit—Parsons 2800 S. H. P. Turbine
Built by The Hallidie Company
# The Parsons Turbine is, of
Turbine i course, well known and no ". We also build Marine Re-
Building argument is necessary as to de- ciprocating Engines including
Facilities sign, and in the matter of con- Other Products Compound, Triple and Quad-
*ununununun struction we can refer you to a = ruple and in all the principal
number of very successful in- in sizes.
stallations of our manufacture now in service and giv- Also deck machinery includ-
ing best of satisfaction. ing Winches and Anchor Windlasses.
§
-
ſ
-
;
-
:
§
Š~
N
*
. --
N
:
º
+
General Arrangement of the Low Pressure Unit of the Cross-Compound 2800 Shaft Horse-Power
Parsons Turbine
HALLIDIE COMPANY. SPOKANE. WASHINGTON

923
Westinghouse Facilities
†††
º George Westinghouse in 1881
ſounded at East Pittsburgh,
Pa., the Westinghouse Machine
Company, followed by the
Westinghouse Electric Com-
pany in 1886, the two develop-
ing in parallel in the fields of prime movers and ap-
plied electricity until their merger in 1916 under the
name of “Westinghouse Electric & Manufacturing
Company", an organization whose influence is felt in
every line of electrical and prime mover endeavor.
To Westinghouse belongs the credit for having
placed electric lighting on a commercial basis, for hav-
ing made possible the cheap and efficient long distance
transmission of power by the development of the alter-
nating current system and the induction motor, the
first high speed compound engines and the first gas
engines of commercial size for lighting and power
generation.
In 1896, Westinghouse secured patent rights on
Parsons turbines and in 1899 built the first commer-
cial installation in this country, in 1900 taking the
world lead in turbine production by building a success-
ful installation at least twice as large as any that had
been built anywhere up to that time.
This was followed by the development of the West-
inghouse Combination Turbine, involving the best
points of both Curtis and Parsons types. The latest
accomplishment is the installation of a 70,000 KW
turbo-generator set with a water rate of 10.75 lbs.
per KW hour, probably the largest and most efficient
generating unit ever built.
To Westinghouse must also go the credit for vision-
ing the possibility of the marine turbine with reduction
gear, and for having done a great part in the work
of development and application of this idea: for hav-
ing produced the apparatus which made possible the
harnessing of Niagara Falls; for having given to the
world the first induction watthour meter; for having
helped largely to bring electric railroading to its posi-
tion of commanding importance, and for having done
countless other acts and made countless other contribu-
tions effecting man's well being through the mechani-
cal and electrical sciences.
Westinghouse—
The Institution
i
---------------------------------------
An idea of the size and scope
The
of this institution may be sug-
Westinghouse gested by a few figures:
Plants To traverse the entire East
Pittsburgh Works requires a
walk of over ten miles.
This plant employs over 30,000 people, consumes
over 400 tons of coal per day, has a total floor space
exceeding 91 acres, a power house with a capacity of
20,000 H. P., a payroll averaging over $2,500,000
monthly, monthly shipments exceeding 1,000 carloads
and uses a total of 108 electric traveling cranes in ca-
pacities of 1 to 100 tons.
In addition to the Works at East Pittsburgh, the
Company owns a plant at South Philadelphia, Pa.,
covering 500 acres of ground along the Delaware
River, and employing 3,500 persons, where marine
propelling equipment and auxiliaries are made. This
plant is being constantly enlarged to care for a rapidly
growing marine business, part of which is still handled
by the East Pittsburgh Works.
The Westinghouse Company also operates eleven
other manufacturing plants, with an additional op-
erating force of approximately 10,000 employees.
The Westinghouse Company is equipped to supply,
in any quantity, almost any form of electrical apparatus
from electric lights to propelling equipment or power
plant installations for shipboard or ship yard work,
and the best type of steam power apparatus.
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Comprising one of the largest
manufacturing organizations in
the world, the Westinghouse
Company employs a large force
of research and experimental en-
gineers, insuring not only that
the best apparatus can be turned out in large quantities,
but that the possibility and characteristics of the ap-
paratus will be fully understood; that not only will
the equipment give the best service, but that customers
will have the advantage of the latest discoveries and in-
ventions in the field of electric and power development,
in which field Westinghouse is constantly a pioneer.
Research and
Experimental
Work
WESTINGHOUSE ELECTRIC & MFG. CO.
EAST PITTSBURGH. P.A.
Address nearest office.
For list of offices see opposite page.



924
Westinghouse Classes of Apparatus
Westinghouse Electric & Manufacturing Co., East Pittsburgh Works
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The Company maintains dis-
trict offices in the following
cities. Marine divisions have
been established in certain of-
fices as indicated by an asterisk.
# The Westinghouse Company
manufactures complete lines of
steam and electrical apparatus
for shipboard and for shipyard
installations. A condensed list
District
Offices
Classes of
Apparatus
------------------------------------- ---------------------
of equipment and materials fol-
The nearest district office should
lows.
be addressed.
CONDENSED LIST OF EQUIPMENT
Air Ejectors
Battery Charging Outfits
Brakes, Electric
Circuit Breakers
Condensers, Steam
Condenser Auxiliaries
Connectors, Frankel Solderless
Controllers, Motor
Gears, Bakelite Micarta
Generators, Electric
Heaters, Electric
Insulating Materials, Electrical
Insulators Porcelain, Glass and
Moulded
Lamps, Arc
Lightning Arresters
Lighting Systems
Motor Generator Sets
Rectifiers, Mercury Arc
Reduction Gears
Rotary Converter;
Steam Turbines
Stokers
Switchboards
Switches, Knife, Oil and Krantz
Safety
Transformers
Engine Generator Sets
Fans
Fuses
Locomotives, Electric
Meters, Electric
Motors, Electric
Turbine Generator Units
Tools, Portable Electric
Ventilating Sets, Motor Driven
Welders, Electric
DISTRICT OFFICES
Atlanta, Ga.
Birmingham, Ala.
Charlotte, N. C.
Chattanooga, Tenn.
New Orleans, La.
*Boston, Mass.
Buffalo, N. Y.
Rochester, N. Y.
Syracuse, N. Y.
Chicago, Ill.
Milwaukee, Wis.
Minneapolis, Minn.
Cincinnati, Ohio.
Dayton, Ohio.
Indianapolis, Ind.
Louisville, Ky.
Dallas, Texas.
Denver, Colo.
Salt Lake City, Utah.
Detroit, Mich.
Toledo, Ohio.
*Los Angeles, Cal.
El Paso, Texas.
Tucson, Ariz.
*New York, N. Y.
*Philadelphia, Pa.
Baltimore, Md.
Bluefield, W. Va.
Charleston, W. Va.
Wilkes-Barre, Pa.
Pittsburgh, Pa.
*Cleveland, Ohio.
Columbus, Ohio.
St. Louis, Mo.
Joplin, Mo.
Kansas City, Mo.
Memphis, Tenn.
*San Francisco, Cal.
*Seattle, Wash.
Butte, Mont.
Portland, Oregon.
*Washington, D. C.
In addition, Hunt, Mirk & Co., Inc., with offices at San Francisco, Seattle and Los Angeles are
special representatives on the Pacific Coast.
*Has a Marine Division.
WESTINGHOUSE ELECTRIC & MFG. CO.
EAST PITTSBURGH, PA.
Address nearest office.
For list of offices see above

O25
Cargo Carrier “New Windsor.” Equipped
- The steam turbine has re-
Marine placed the reciprocating engine
Propelling in land service. The greater
Turbines economy, tremendous saving in
space and weight for units of
equal power, simplicity and
small number of moving parts, and the few repairs
needed, has won the most conservative engineers to
specify turbines for all new installations.
The Westinghouse Company was one of the first
manufacturers of turbines in this country, and has
produced turbines that have given the highest econ-
omies of any steam turbine or engine ever built in com-
mercial sizes.
The same advantages apply to an even greater ex-
tent in marine practice. The turbine meets, to a cer-
-:
with Westinghouse Geared Turbines
tain extent, the same opposition from conservatives
that it did on land, but is steadily making headway
against it, so that all new naval vessels, and most
modern steamers are using turbine drive.
------------------------------------------------------------------------
Turbine power may be ap-
plied to drive propelling shaft-
ing in the following ways: .
(a) Direct Drive. Turbine
connected directly to propeller
shaft. This requires a large
slow speed turbine, which speed gives such poor effi-
ciency for both turbine and propeller, as to be pro-
hibitive except for high speed vessels.
(b) Gear Drive. Turbine operates at most effi-
cient speed and reduces to most efficient propeller speed
through reduction gears which may be single or double
Method of
Application
----------------------------------------------------------------------
Westinghouse Propelling Turbine
WESTINGHOUSE ELECTRIC & MFG.
EAST PITTSBURGH, PA.
Address nearest office. For list of offices see page 925


926
Westinghouse Marine Propelling Turbines
:
:
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Cross Compound Layout
3,000 S.H.P. Unit
reduction, according to speed ratios between turbine
and propellers.
(c) Turbine-Electric Drive. Propeller shafts are
driven by direct connected motors at efficient speeds.
Power is supplied by turbo-generator running at the
efficient higher speed of the turbine, the reduction be-
ing electrical. Smaller electrical units may be em-
ployed by a reduction gear between motor and shaft
for slow speed vessels.
(a) Economy. The fuel cost,
greatest item of operating ex-
pense, is directly proportional to
water rate. Hence, turbine econ
omy of from 18 to 25% better
than that for reciprocating en-
gines means a great direct saving in operating ex-
penses. In addition, the decreased space required for
fuel means greater available cargo carrying space.
(b) Light Weight and Compactness. The steam
turbine is the lightest and most compact prime mover
known. This is especially advantageous where dis-
placement and cargo space are vital consideration.
(c) All motion in turbine machinery is rotative.
There is complete absence of the vibration encoun-
Advantages of
Turbine
Drive
tered, with the attendant stresses and strains that
are always present with even the most carefully bal-
anced reciprocating engines. The decrease in noise
is also an advantage.
-----------------------------------------------------------------------
Types of Tur-
bines and Their
(a) Cross compound tur-
bines, consisting of a high and
a low pressure turbine, operat-
ing through a 2-pinion gear,
give the best steam economy,
from 2 to 6% better than a
complete expansion unit. An additional advantage
is that one turbine may be completely cut out, and
propeller operated by remaining turbine, insuring that
a single screw vessel will not be helpless if one tur-
bine is shut down for repairs or by accident, but can
proceed at reduced speed.
(b) Complete Expansion. While the water rates
are not quite so favorable, the floor space occupied is
less and the turbine steam piping is much simplified.
These are usually used on small power vessels or
on electric generator drive.
(c) Double Flow, Divided Flow, and Special Com-
binations may be designed to suit special conditions of
speed or space requirements.
Advantages
WESTINGHOUSE ELECTRIC & MFG. CO.
EAST PITTSBURGH, PA.
Address nearest office.
For list of offices see page 925
*












927
Westinghouse Marine Propelling
Turbines
t? NoN &
:
-
i
N
\
-—se" -----.”-
--
-- -II*I2 –
Complete Expansion Layout
1,800 S.H.P. Unit
- s (a) The Parsons or Reaction
Special # Type Blading is the most effi-
Features and cient, its chief disadvantage being
Advantages the length of spindle required
for the small high pressure blad-
ing in which blading also takes
place the greatest steam leakage.
Curtis elements mean a much shorter turbine, al-
though due to disc friction and other causes the effi-
ciency is not so high.
The Westinghouse principle combines the advan-
tages and eliminates much of the objections to the two.
The small reaction blading of the first stages is re-
placed by a two row Curtis or impulse stage, cutting
down the length by 25%, and making, if anything,
better economy, at least in most turbines below 5000
H. P., for although the reaction turbine as a whole
is the most efficient, it is the least efficient part of this
blading that is replaced, the result being better than
either a straight impulse or straight reaction type alone.
Turbine of U. S. Battleship “Tennessee” on Testing Floor
- WESTINGHOUSE ELECTRIC & MFG. CO.
- - EAST PITTSBURGH, PA.
Address nearest office.
For list of offices see page 925






928
Westinghouse Marine Propelling Turbines
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Divided Flow Layout
5,000-6,000 S.H.P. Equipment
The excellent water rates obtained by Westing-
house turbines, especially the cross compound type,
makes them the most economical form of steam pro-
pelling machinery, the result showing up immediately
in the fuel bill. The significance of this item is seen
when it is found that a change of 1% in economy of
our standard merchant type equipments amounts to an
invested capital equal to approximately 10% of the
cost of the equipment. In other words, a buyer could
afford to pay up to 10% increase in cost price to save
I 7% in water rate.
Water rates obtained with Westinghouse turbines
have varied from 8.95 lbs. per brake horse-power hour
to 12.3 lbs. per brake horse-power hour, depending
upon the steam and operating conditions of the unit.
(b) Governor Controlled Turbine. In addition to
the usual safety overspeed stop Westinghouse Tur-
bines are also equipped with a new oil pressure or steam
pressure governor, which, while it allows hand regula-
tion of speed, prevents normal overspeed or racing
when propeller comes out of water, but without having
to be reset after functioning. In other words, its action
is continuous and automatic as a flyball governor, but
only prevents overspeeding. Thus no operator is re-
quired constantly at the throttle during rough weather
and screw speed is constant.
(c) Maneuvering Valve. By a patented intercon-
nection, the movement of a single handwheel controls
both ahead and astern movement, making convenient
and rapid control.
(d) Drum Type Construction of Rotor. The
blades are mounted on a hollow cylinder of large di-
ameter which forms the shaft, descreasing the danger
of critical speeds that exist when blades are mounted
on separate rotors, which must in turn be mounted on
an ordinary shaft of small diameter.
(e) Patented Blade Construction. The blades are
assembled in a dove-tailed slot, thus making a positive
joint. The blades are also reinforced at the roots, de-
creasing vibration in the steam currents.
(f) Water Glands for Packing. These are in the
form of small centrifugal pumps, keeping a small body
of water under continuous pressure to act as packing,
and eliminating all rubbing contacts and steam leakage.
The Importance of propelling equipment usually
make desirable such changes of design necessary to meet
customer's peculiar conditions of steam and speed to
give best economy. Thus no standard designs can be
recommended to meet all conditions, but if customer
outlines his requirements the company is able to bring
to bear on this problem a broad experience and knowl-
edge of turbine application, and submit recommenda-
tions, performance and outline drawings of the best
design of equipment.
WESTINGHOUSE ELECTRIC & MFG. CO.
EAST PITTSBURGH, PA.
Address nearest office. For list of offices see page 925


920
Westinghouse Propelling Turbines
Weights and
shown the outlines of some of
Engineering our standard types of apparatus
Data with dimensions of same. Be-
low are given the weights of
these units, and their water
rates, at various conditions of steam and exhaust
vacuum. The Naval Architect should note, however,
that increases in power do not necessarily cause propor-
In the preceding pages are tional increases in dimensions or weights, as efficiencies,
steam conditions and manufacturing consideration in-
fluence size and type, and while the examples may do
for preliminary layout, investigation by Westinghouse
engineers may cause them to recommend a better, less
expensive or more efficient type of apparatus of different
design. It should also be borne in mind that water
rates and economy improve as the capacity and size of
unit increases.
WEIGHTS AND WATER RATES ON THREE STANDARD SIZES OF WESTINGHOUSE MARINE
EQUIPMENT
COMPLETE EXPANSION TYPE 1,500-1,800 S. H. P.
For layout see page 928.

Weights | *Water Rates; Lbs. per S. H. P. per Hour.
Throttle Pressure, Throttle Pressure,
Apparatus Pounds 200 lbs. per sq. in. 250 lbs. per sq. in.
||
Main Turbine. . . . . . . . . . . . . . . . . . . . . . . . 19,500 | Suph't 28 in. vac. 28% in. vac. Suph't 28 in. vac. 28% in. vac.
Reduction Gear. . . . . . . . . . . . . . . . . . . . . . 65,000
Piping, Valves, etc. . . . . . . . . . . . . . . . . . . 2,400 Oo 12.8 lbs. 12.5 lbs. 0° 12.3 lbs. 12.0 lbs.
Condenser. . . . . . . . . . . . . . . . . . . . . . . . . . . 20,000 500 12.1 lbs. 11.9 lbs. 5()o 11.7 lbs. 11.4 lbs.
Condenser Pumps, etc. . . . . . . . . . . . . . . . 6,500 150° 10.8 lbs. 10.8 lbs. 150 o 10.7 lbs. 10.4 lbs.
*Water Rates given include all gear losses, and are for main units only.
CROSS COMPOUND TYPE 2,500-3,000 S. H. P.
For layout see page 927.
Weights *Water Rates; Lbs. per S. H. P. per Hour.
Throttle Pressure, Throttle Pressure,
Apparatus Pounds 200 lbs. per sq. in. 250 lbs. per sq. in.
High Pressure Turbine... . . . . . . . . . . . . . 14,000 Suph't 28 in. vac. 28% in. vac. Suph’t 28 in. vac. 28% in. vac.
Low Pressure Turbine. . . . . . . . . . . . . . . . 18,000
Reduction Gear. . . . . . . . . . . . . . . . . . . . . . 85,000 -
Płping, Valves, etc. . . . . . . . . . . . . . . . . . . 12,000 Oo 12.7 lbs. 12.4 lbs. Oo 12.2 lbs. 11.9 lbs.
Condenser. . . . . . . . . . • * * * * * * * * * * * * * * * * 28,000 500 12.0 lbs. 11.8 lbs. 500 11.6 lbs. 11.3 lbs.
Condenser Pumps, etc. . . . . . . . . . . . . . . . 9,700 150 o 10.9 lbs. 10.6 lbs. 150 o 10.5 lbs. 10.3 lbs.
*Water Rates given include all gear losses, and are for main units only.
DIVIDED FLOW TYPE 5,000-6,000 S. H. P.
For layout see page 929.
Weights *Water Rates; Lbs. per S. H. P. per Hour.
Throttle Pressure, Throttle Pressure,
Apparatus Pounds 200 lbs. per sq. in. 250 lbs. per sq. in.
|
High Pressure Turbine. . . . . . . . . . . . . . . . 21,500 | Suph't 28 in. vac. 28% in. vac. Suph’t 28 in. vac. 28% in. vac.
Low Pressure Turbine. . . . . . . . . . . . . . . . 23,00
Reduction Gear. . . . . . . . . . . . . . . . . . . . . . 105,000
ping, Valves, etc. . . . . . . . . . . . . . . . . . . 7,000 Oo 11.8 lbs 11.4 lbs. 0° 11.3 lbs. 11.0 lbs.
Condenser. . . . . . . . . . . . . . . . . . . . . . . . . . . 48,000 50 o 11.2 lbs. 10.8 lbs. 50 o 10.7 lbs. 10.4 lbs.
Condenser Pumps. . . . . . . . . . . . . . . . . . . . ! 14,000 150 o 10.2 lbs. 9.9 lbs 150 o 9.7 lbs. 9.5 lbs.
*Water Rates given include all gear losses, and are for main units only.
WESTINGHOUSE ELECTRIC & MFG. CO.
EAST PITTSBURGH, PA.
Address nearest office. For list of offices see page 925
930
Westinghouse Marine Reduction Gears
The helical reduction gear
Marine has long proved in land service
Reduction to be the lightest, most efficient
Gears and compact apparatus for
transmitting power and reduc-
ing speed from the turbine run-
ning at its high, most efficient speed, to the low speed
at which pumps, certain types of generators, etc., find
their best efficiency.
The efficient propeller speed is still lower, from 70
to 150 RPM., making speed reduction imperative for
efficient operation. However, gears transmitting large
powers at such speeds require exact alignment and per-
fect tooth bearing surfaces. The twisting of gear
frame due to the torsion of the vessel and the propeller
shaft, destroy this alignment with the best construction,
concentrating pressure on local areas, resulting in
broken or worn gear teeth.
This defect was not overcome until the invention
of the floating frame pinion, by the late Rear Admiral
Melville of the U. S. Navy, and John H. Macalpine
of the Westinghouse Machine Company. In this de-
sign, the pinion is carried in a frame, which in turn
is flexibly supported, allowing the pinion to adjust it-
self against the gear wheel so as to equalize bearing
pressure.
Double reduction, involving
two speed reduction, is used on
merchant vessels requiring slow
propeller speeds. Single reduc-
tion gears are used if propeller
speeds are high, such as in de-
stroyers or passenger liners.
Application
---------------------------------------------------------------------------
(a) That it transmits power
from turbine to propeller, per-
mitting each to operate at its
most efficient speed, has already
been mentioned.
(b) The high turbine speed
permitted by its use results in a much smaller, more
reliable and economical turbine.
(c) It is the most efficient form of speed reducing
transmission, the efficiency of Westinghouse gears be-
ing from two to five per cent higher than the best
form of electric drive.
Advantages
of Gear Drive
Double Reduction Marine Gear.
Top View with Cover Removed.
r WESTINGHOUSE ELECTRIC & MFG. CO.
EAST PITTSBURGH, PA.
Address nearest office.
For list of offices see page 925

931
Westinghouse Marine Reduction Gears
Flexible Frame Construction of Westinghouse Melville-Mac Alpine Type Gear
Flexible
Ge a r wheel
bearings are mounted on solid
(a) Floating or
Pinion Frame.
The Melville-
Macalpine
Floating
Frame Gear
--------------------------------
frame. Pinion bearings carried
in rigid frame which, however,
is supported or floats either on
oil pistons or a flexible I-beam. In case of torsion of
gear housing causing uneven alignment, the pinion
immediately aligns itself to make even bearing sur-
faces on teeth, the flexible frame permitting this move-
ment. This equalizes tooth pressures and prevents
breaking or undue wearing of teeth.
Quiet Operation. The pinion frame, being con-
nected to main frame through but one flexible connec-
tion, or floating on oil, as well as the perfect contact
made between pinion and gear, results in the elimina-
tion of much of the noise usually generated by gears,
making the Westinghouse gear the quietest on the
market.
(b) Dynamometer Feature. To know at any time
the amount of power being transmitted to propeller is
a necessity to any ship operator wishing to obtain data
on operating cost. The pressure between pinion and
gear teeth is a direct function of the power. With
the floating frame supported by the oil pressure of the
dynamometer, this pressure, transmitted to a calibrated
gauge, shows the horsepower being transmitted at any
time.
This feature is special and is not usually incorpor-
ated in standard merchant type gears.
(c) Flexible Shaft Connecting Turbine and Pinion.
Besides the loose coupling on turbine-pinion connect-
ing shaft to allow longitudinal distortion as vessel
flexes, the pinion shaft is bored out and connecting
shaft runs through the hollow cylinder thus formed
and is connected to pinion shaft at far end, thus allow-
ing a maximum length of flexible connecting metal to
provide for lateral distortion without transmitting same
to pinion, with most compact arrangement.
(d) Kingsbury Thrust Bearings incorporated with
gear housing. This bearing, occupying but a fraction
of the space taken by ordinary horseshoe collar thrust
bearing, and capable of sustaining many times greater
thrust, from 350 to IOOO lbs. per square inch pressure,
normal, is usually built directly into gear casing, an
attached to gear shaft, using the same oil system that
supplies gear. This gives a very compact and con-
venient arrangement of the highest type of thrust bear-
ing. Bearing is arranged so that it can be examined
or repaired without lifting gear cover or dismantling
gear in any way.
(e) Cast Iron Gear Case. Sheet steel housing
with cast iron frame is sometimes used where weight
is a matter of importance, but our usual practice is
to use cast iron housing, which gives a rigid construct
tion and greatly decreases noise.
(f) Arrangement of Gears. Gears may be ar-
ranged in single or in two cases as desired, though
the single case is most compact. In tankers, where
machinery is located far aft, the gears are often placed
ahead of turbines, the longer propeller shaft thus al-
lowed, passing back between the turbines.
The same remarks that apply
to turbines hold true, though in
lesser degree, for Diesel engine
drive, i.e., reducing the speed
between engine and propeller
gives more efficient results and
allows a smaller Diesel engine to be used. We can
supply gears for this service in any reduction ratio or
any size.
Diesel
Engine Gears
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WESTINGHOUSE ELECTRIC & MFG. CO.
EAST PITTSBURGH. P.A.
Address nearest office.
For list of offices see page 925

932
W estinghouse
Marine Condensers
--------- - -
Comparative View of 50,000 sq. ft. and 1.250 sq. ft. Condensers
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Marine condenser design is so nearly
Condensing standard and its proportion of
Equipment total cost of engine room equip-
immºn nº ment so small that choice of ap-
paratus becomes mainly a ques-
tion of auxiliaries and facilities of production. Many
shipbuilders desire to build their own condensers. The
fact that the Westinghouse Company has had such
wide experience in land and marine condensers of all
sizes, that it has the best facilities for quantity produc-
tion, and handling large apparatus, and that much
trouble and delay is saved by having the complete en-
gine room units built by one manufacturer, together
with the excellent performance of their condensers,
makes them a most advantageous proposition.
Design of Condenser. The usual type for marine
work is the cylindrical shell, of cast iron or sheet steel,
two or three pass, down flow condenser. The shells
may be of special shape to fit ship structure.
In large sizes the Westinghouse Company uses a
special radial flow design which produces a smaller
temperature difference between incoming steam and
condensate, the higher condensate temperature causing
a distinct saving in feed heating.
- Fo r Great Lake O r fresh
s Jet = water trade where boiler feed
Conden water is drawn directly from the
On Olensers
lake, the jet condenser is very
practicable. The advantages
are—less cost than a surface
condenser, simpler apparatus and absence of tube clean-
ing and tube troubles with leaking or clogging tubes.
------------------------------------------------------------------------
------------------------------------------------------------------------
Circulating Pumps and
Auxiliary Drives. For these the West-
Annaratus inghouse Company uses tur-
ppare bine driven centrifugal pumps
of standard design, reducing
from the high turbine which
gives best efficiency to the lower most efficient pump
speed through a reduction gear, the whole being built
compactly as one unit. They are built in any capacity
within the range of marine requirements.
WESTINGHOUSE ELECTRIC & MFG. CO.
EAST PITTSBURGH, PA.
Address nearest office.
For list of offices see page 925

933
Westinghouse Marine Ejectors
- - -
- - - -
-
-
--
Range of Sizes of Westinghouse Le Blanc Air Ejectors
------------------------------------------------------------------------- These are direct, turbine
driven, built in any capacity.
Condensate y y
Pumps The exhaust from the con-
densate and circular drives may
be conducted either to the con-
densers or to feed water or
*111-1-1-1-1-1-1------------------------------------------------
other heaters.
This is an exclusive feature
Air Ejectors, of Westinghouse equipment.
Westinghouse It has high efficiency, and is
Patent the most compact air removing
apparatus manufactured. There
are no moving parts or valves
to wear or to get out of order, and no complex system
of intercooling.
For a 4,000 sq. ft. condenser, handling 33,500 lbs. of
steam per hour, the two ejectors used to maintain
28%" of vacuum, have a total weight of only 216 lbs.
One of these is usually sufficient, the other being used
as a Spare.
--------------------------------------------------------------------------
The Westinghouse Company
can also furnish equipment for
propelling ships by electricity.
The Company on January I,
1920, had contracts with the
U. S. Navy for the following
Ship Propulsion
by Electricity
equipment:
3 Battleships 30,000 Horse Power Each.
4 Battleships 60,000 Horse Power Each.
2 Battle Cruisers 18O,OOO Horse Power Each.
a total of 690,000 horse power. These equipments
are most elaborate and while having no close relation
to the usual requirements of cargo ships, tugs,
and harbor vessels, the statement will readily
indicate that the commercial ship requirements present
no difficulties from an engineering standpoint.
The usual method of drive is obtained by the use
of a main power, usually a turbine drive generator,
furnishing power to a reversible slow speed motor.
direct connected to the propeller shaft. The following
is a description of an electric equipment applicable to
the cargo ship requiring around 3000 H.P. per shaft.
". The turbine design follows
along the line of our usual pract
tice, being of the combined im-
pulse and reaction type,
equipped with steam sealed and
water sealed glands, automatic
throttle valve, hydraulic control governor, and gov-
ernor controlled valve and maneuvering valve. Auto-
matic means are provided for shutting down the tur-
bine at a pre-determined overspeed and means are also
provided for tripping this device by hand.
The generator conforms to standard construction for
turbo type generators, except that the windings are es-
pecially insulated and impregnated for marine service.
The generator is coupled to the turbine by means of a
suitable flexible coupling which is designed to take
whatever end thrust is produced by the generator due
to movements of the ship. This coupling also allows
a small amount of misalignment between generator
and turbine. The end thrust of the complete unit is
taken by a suitable thrust bearing incorporated within
the turbine.
Turbo-Generator
Units
type bearings designed to pre-
vent oil from creeping along
the shaft or leaking out, due
to the movements of the ship. The windings are thor-
oughly insulated and impregnated before assembly, the
insulation of the slot portion of the coil consisting
principally of mica. The entire coil is thoroughly im-
pregnated with moisture resisting compound during the
* i The propelling motor, is
Main usually of the wound secondary
Mot induction type, with marine
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WESTINGHOUSE ELECTRIC & MFG. CO.
EAST PITTSBURGH, PA.
Address nearest office.
For list of offices see page 925



934
Westinghouse Electric
Propulsion Apparatus
Main Propelling Motor of
process of insulating and baked so as to give a finished
product which is impervious to moisture.
In order to stop and reverse the motor quickly it is
designed for “plugging” service, i.e., reversing the pri-
mary connections while the motors are operating at
nearly full speed.
-
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For exciting the main gen-
erator and also supplying power
for the ship's lighting system,
a small turbine driven gen-
erator is furnished. The tur-
bine can exhaust in the main
Condenser while at sea, or into an auxiliary condenser
when in port and the main machinery idle.
Excitation
and Lighting
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The control stand, which
may be located as desired, con-
sists of three levers, one lever
controlling the motor reversing
switch, the second lever con-
- trolling the generator field ex-
titation, and the third lever controlling the steam.
Switches
and Control
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U. S. Battleship “Tennessee”
These levers are interlocked with one another so that
the proper sequency must be followed in starting and
maneuvering. The reverser is designed to open the full
power of the generator, but under normal conditions
will never be opened or closed unless the generator is
running at low speed without field.
------------------------------------------------------------------------
In getting the ship under
way, the turbine is brought up
- Operation to slow speed, the reverser is
then closed in the ahead direc-
- tion and the field lever moved
to the “on” position. This
places power on the motor causing it to speed up. The
secondary switches automatically close and short circuit
the motor secondary windings, bringing the motor into
step with the generator. At this point, a pilot light in-
dicates that conditions are ready for bringing the equip-
ment up to higher speeds which is done by operating
the maneuvering valve. The turbine may then be
adjusted to the desired running speed.
The same procedure holds true in the reverse direc-
tion of operation.
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WESTINGHOUSE ELECTRIC & MFG. CO.
EAST PITTSBURGH, PA.
Address nearest office.
For list of offices see page 925

935
Westinghouse D. C. Turbo-Generators
The condenser equipment and its auxiliaries are no
different from that used with the geared turbine pro-
pulsion equipment, which had previously been dis-
cussed.
The Diesel engine electric
drive is practically the same as
the turbine electric, the Diesel
engine replacing the turbine.
This requires somewhat larger
generators due to the slower
engine speed. This method of drive is very adaptable
where a multiplicity of direct-current generating units
may be used which may be connected in series or mul-
tiple or a combination of both, furnishing power to the
propelling motor. This affords a greater safety factor,
as, in case of accident to any engine unit, operation may
still be obtained at reduced capacity from the remain-
ing units.
The electric propulsion of ships, while not completely
overcoming the advantages of geared turbine propul-
sion, present certain advantages, particularly adaptable
to certain types of ships and service. We mention the
most important points:
The motor may be located in the most adaptable
part of the ship regardless of the location of the power
plant, without any changes in piping or control equip-
Innent.
Full power can be obtained in either ahead or astern
operation at practically the same economy.
The control of the electric equipment and its ease
of operation is particularly adaptable in ship maneu-
vering, or service requiring frequent reversal, changes
in speed, etc., such as is necessary in operating tugs,
fire boats, ferry boats, and other types of harbor vessels.
Diesel
Electric Drive
-----------------------------
- # The Westinghouse Turbo-
Westinghouse Generator has been specially
D. C. Turbo- + developed for ship lighting
Generators plants. It is also suitable for
in supplying power and light in
shipyards and for furnishing
current to locomotive crane magnets.
It is designed with the same engineering skill, built
with the same care and of the same high grade ma-
terials as the large Westinghouse Turbines, which are
recognized throughout the world for their excellence.
The Westinghouse Turbo-
Generator is a unit of simple,
rugged construction, with a
minimum of moving parts
which in emergency can readily
be repaired or replaced locally.
It can operate for long periods with minimum attention
and few repairs. These features make it particularly
adaptable for marine work and for use on locomotive
Cranes.
The entire set can be taken apart and assembled with
ordinary tools.
By removing the cylinder head, the turbine rotor,
nozzle, governor mechanism and valve are readily ac-
cessible. The upper half of the cylinder may be re-
moved without disturbing the alignment. Ample space
in commutator bracket is provided for examination and
handling of the brushes.
Simplicity
-----------------------------------------------------------------------
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A switchboard has been de-
signed especially for use with
these units. It consists of the
necessary switches, fuses,
meters, etc., and is especially
compact and simple.
This unit has been built to secure maximum relia-
bility and continuity of operation.
Every refinement tending to eliminate operating dif-
ficulties developed during many years of experience
has been incorporated in the design.
Throughout the design and construction there has
been kept constantly in mind the fact that the smaller
the unit the less tendency there is to give it the care
and attention shown larger pieces of apparatus. As a
result, this Turbo-Generator is thoroughly reliable and
as fool-proof as it is possible to make a machine of this
kind.
Cylinder. Split horizontally and has a cylinder head
similar to that of a reciprocating engine.
Rotor. A single wheel with a single row of blades.
Governor. Direct-driven centrifugal to regulate
between no load and full load within 3%.
Armature, Open slots, form wound coils, thoroughly
ventilated by fan mounted on shaft.
Reading. Continuous full load with a temperature
rise of 50 degrees C. in accordance with A. I. E. E.
new rules.
tº
Switchboard
----------------------------------------------------------------------
Westinghouse Turbo-Generator Mounted in Engine Roo”
of 88 ft. U. S. Navy Tug
Armature. Open slots, form wound coils, thor
oughly ventilated by fan mounted on shaft.
Rating. Continuous full load with a temperatuº
rise of 50 degrees C. in accordance with A. I. E. "
new rules.
-----------------------------------------------------------------------
A large number of thes;
units has been purchased an
installed by the U. S. Navy
Department and by the U. S.
Shipping Board.
Large numbers have also
been purchased by the Merchants Shipbuilding Co.,
Chester Shipbuilding Co., Todd Dry Dock and Con-
struction Co., Toledo Shipbuilding Co., etc.
Approved by
U. S.
Government
WESTINGHOUSE ELECTRIC & MFG. CO.
EAST PITTSBURGH, PA.
Address nearest office. For list of offices see page 925


O36
Westinghouse D. C. Turbo-Generators
These sets ------------ 194'--------- *
are made in k------ 13"-------> --------- 5'--------> *śus
- FILL WITH LIGHT Oll.
four sizes: 5, _-
Data 7%, IO and
Engineering
- -— --T- —r –-7.
is K.W., with || 3 ar gºlº
voltage 125 to < H &---H sº
25O. : º R; tº-
- - Lu cenfeº.o
The net weight of the 5, 7% and H3) 49] ºf *% 8%
IO K.W. units is 650 lbs. ; of the 15 ; :
K.W. unit, 750 lbs. They operate on or - º
any steam pressures from 80 to 200 § ----, |
pounds and may be connected either . TS- S.
C -: -, * si CI. --
ondensing or non-condensing 24-º'-3/8"STEAM LEAKOFF FROM GLAND, N-4-34"Holes, FoRºs"
- CONNECT TO ORAIN OR POINT BoLTS.FURNISHED
STEAM AND ExHAUST PIPES SHOULD BE - -- Y witHouT BAck PRESSURE. BY PURCHASER.
connect ED so As To IMPOSE No s[RAIN g):) &/8"UNION
gº EITHER BY WEIGHT OR k ------------------------------ ---5-10%"overALL--------------------
companioſ FLANGE.------> - - - -
AND STUDS FoR 3"
PIPE FURNISHED BY 92
W.E.8. M.co.
3/4" plpE TAP T >|{ º | |
STEAM NLE ºl: * ºn 18
1. in -**--------- | | NLET ----94"-------- -----8; -------><----7:"---> ---103'- ---><!--8;"----
'# > <------- 3; -->4– 13; > - " - sº -- ------------ 194"------------
k ----------------24”--------------------> 4. 2
Outline Drawing of 5, 7% and 10 K. W. Westinghouse Turbo-Generator
The dimension plan above gives overall dimensions, other non-metallic materials which are used where,
bolt hole spacing and center of gravity. because of noise, the use of metal gears or pinions is
undesirable. The mechanical strength of certain grades
Bakelite Micarta as a ma- is such that in most cases no metal shrouds or bush-
Bakelite terial is particularly applicable ings are required. It is very tough and fibrous, and
to the manufacture of gears will withstand impact test equal to steel. Bakelite
and pinions. Its structural Micarta gears and pinions are regularly manufactured
and wearing qualities make it in various tooth forms and in sizes up to 36 inches in
preferable to raw hide and diameter.
Micarta Gears
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Bakelite Micarta Gears
- WESTINGHOUSE ELECTRIC & MFG. CO.
EAST PITTSBURGH, PA.
Address nearest office. For list of offices see page 925


















937
Westinghouse Motors for
Shipyards and Shipboard
Totally Enclosed Direct Current Motor
--------------------------------------------------------------------------
The Westinghouse Company
are in a position to supply com-
plete engine-generator sets for
lighting and power service. The
set is a compact unit consisting
of the Westinghouse type SK
commutating pole generator driven by and mounted on
common base with a vertical single cylinder engine of
prominent manufacture. By selecting simple, rugged
engines of moderate speed, and generators having
strong construction, good commutation, and high effi-
ciency, an enviable line of lighting sets has been estab-
lished covering all capacities from 5 to 50 K. W.
These sets are furnished for any steam pressure, con-
densing or non-condensing, and are complete with
lubricator, throttle valve, wrenches and field rheostat.
Where desired, a switchboard can be supplied on which
is mounted main switch, voltmeter, etc., and any num-
ber of feeder switches.
Engine
Generator Sets
--------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--
Engine Driven Generator Set
Alternating Current Motor
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In The
Shipyard
The Westinghouse type SK
motor fulfills the Shipyard need
for general constant speed and
adjustable speed motors where
direct-current is the power
supply. The SK line includes
a design for a wide variety of applications, including all
machine tools, i. e., reversing planers, etc. The type
SK is a motor of remarkably simple construction with
few parts, all of which are readily accessible. The suc-
cessful operation of thousands of these motors in every
conceivable industry has established a reputation that
makes the SK motor universally known for its relia-
bility and excellent operating characteristics.
Send for Catalog No. 30.
The Westinghouse alternating current motors, both
squirrel cage (Type CS) and wound rotor induction
motors (Type CW), incorporate the best features of
design and construction that could be found afte:
thirty years' experience in the design, manufacture an
applying of induction motors. Either motor can be fur-
nished in all horsepowers and speeds, horizontal, ver
tical, back geared, open, enclosed, etc.
Send for Catalog No. 33.
-------------------------------------------------------------------------
------------------------------------------------------------------------
For Shipboard service, involvº
ing drive of various auxiliaries
such as pumps, winches, wind-
lass, etc., the Westinghouse
Company have a motor incor-
porating all of the desirable fea,
tures described above, including the light weight forged
steel frame construction and in addition necess.”
marine, features. The latter include especially in."
pregnated windings for resistance to moisture and sº t
atmosphere, guarding against possibility of breakdow"
from this source. Non-leakable bearings and non-º'-
rosive parts throughout are also features of Westinº
house Marine motors. -
Appropriate control of all descriptions including
hand operated automatic, water-tight, etc., has been
designed to meet the Shipbuilders' requirements.
On the Ship
-----------------------------------------------------------------------
WESTINGHOUSE ELECTRIC & MFG. CO. -
EAST PITTSBURGH, PA.
Address nearest office.
For list of offices see page 925



938
Westinghouse Switchboards—Arc Welding Sets
West in g -
house switch-
boards can be
obtain e d to
meet any pos-
sible - demand
that may arise in the control and ap-
plication of alternating or direct cur-
rent for shipboard or shipyard service. "
The selection of suitable switchboard
apparatus for certain requirements is
naturally governed by several condi-
tions. In some cases first cost is the
determining feature. In most cases
continuity of service is of considerable
importance. In all cases, the max-
imum degree of safety to life and prop-
erty that can be obtained should be
the goal. These and other considera-
tions, such as space available, voltage,
and capacity of plant, govern the
proper selection of a switchboard
equipment. All such essential factors
are considered in connection with the
design and manufacture of Westing-
house switchboards.
Switchboards
The Westinghouse Single
unit for one welder and meets
a wide demand for shipyard
work. The motor-generator and its simple, small con-
| Westinghouse Operator Arc Welder has been
H Arc Welding especially designed to provide a
É Set small compact light weight
Westinghouse Arc Welding Set
Westinghouse Switchboard in Shipyard
trol panel is also supplied for portable service as per
illustration. The truck is a fabricated steel structure
only two feet wide, four feet long and fourteen inches
high. The generator is a short arc, constant-current
machine capable of operation over a range of 75 to
200 amperes. The current can be set for various values
within this range by simply adjusting the field rheo-
stat. The equipment is of high electrical efficiency
for welding work since no energy absorbing resistance
is used in series with the arc. These equipments are
particularly adapted to service where a readily port-
able apparatus is required owing to welding jobs being
scattered over considerable area, also for installations
requiring the service of only one welder. The ap-
paratus is primarily designed for metal electrode work.
However, carbon electrode work may be done within
the capacity of the unit.
For installations requiring the services of two or
more welders where the work is not scattered over
too great a territory, multiple operator motor-gen-
erators are available in capacities of 300, 500, 750 and
1ooo amperes. To control the generator and various
welding circuits, panels are supplied.
Electrode holders are supplied with the apparatus.
For the protection of the operator's head and eyes a
hood is supplied with the equipment.
Single operator equipments can be provided with
motor for 110, 220, 440, or 550 volts, DC, or AC,
2 or 3 phase, 60 cycle. Multiple operator equipments
can be supplied with motors for any commercial cir-
cuits, AC or DC.
WESTINGHOUSE ELECTRIC & MFG. CO.
EAST PITTSBURGH, PA.
Address nearest office. For list of offices see page 925


939
Sales Offices of General Electric Company
-------
-------
---
---
--
-----
Fºr:
Schenectady Works and General Offices
PRINCIPAL WORKS
Schenectady, N. Y. Lynn, Mass.
Newark, N. J. Watsessing, N. J. Erie, Pa. Cleveland, Ohio Fort Wayne. Ind.
Pittsfield, Mass. Harrison. N. J.
OFFICES IN THE UNITED STATES
Colorado, Denver
ington
Georgia, Atlanta
Illinois, Chicago
Iowa, Des Moines
Argentina: General
and Melbourne.
and Valparaiso.
Dutch East Indies:
Paris.
Alabama, Birmingham
Arkansas, Little Rock
California, Los Angeles
California, San Francisco
Connecticut, Hartford
Connecticut, New Haven
District of Columbia,
Florida, Jacksonville
Indiana, Fort Wayne
Indiana, Indianapolis
Kentucky, Louisville
Louisiana, New Orleans
DISTRIBUTORS FOR
International General Electric Co., Inc., 120 Broadway, New York, and Schenectady. N. Y.
FOREIGN OFFICES AND REPRESENTATIVES
Electric (S. A.). Buenos Aires.
Australia: Australian General Electric Company, Ltd., Sydney
Belgium and Colonies:
China: Anderson Myer
Colombia: Wesselhoeft
Cuba: General Electric Company of Cuba, Havana.
International General Electric Company,
Inc., Soerabaia, Java.
Ecuador: Carlos Cordovez, Guayaquilo, and Quito.
Egypt: British Thomson-Houston Company, Ltd., Cairo.
France and Colonies: Compagnie Francaise Thomson-Houston,
Maryland, Baltimore
Massachusetts, Bºstºn
Massachusetts, Springfield
Massachusetts, Worcester
Michigan, Detroit
Michigan. Grand Rapids
Minnesota, Duluth
Wash- Minnesota, Minneapolis
Missouri, Joplin
Missouri, Kansas City
Missouri. St. Louis
Montana, Butte
Nebraska, Omaha
New York, Buffalo
New York, Elmira
New York City
New York, Niagara Falls
THE GENERAL ELECTRIC COMPANY OUTSIDE OF THE UNITED STATES
New York, Rochester Tennessee. Knoxville
New York, Schenectady Tennessee. Memphis
New York, Syracuse Tennessee, Nashville
North Carolina, Charlotte Texas, Dallas
Ohio, Cincinnati Texas, El Paso
Ohio, Cleveland Texas. Houston
§: §ºus Utah, Salt I ake City
hio, Dayton Virginia. Richmond
}: *town Washington. Seattle
- - Washingto S :
Oklahoma, Oklahoma City Włºś. i.
Oregon, Portland West Virginia. Charleston
I'ennsylvania, Erie Wisconsin, Milwaukee
Pennsylvania, Philadelphia
I'ennsylvania, Pittsburgh For Hawaiian business ad-
Rhode Island, Providence dress Catton, Neill & Com-
Tennessee, Chattanooga pany, Ltd., Honolulu.
Societe d'Electricite et de Mecanique
Procedes Thomson-Houston & Carels Societe; Anonyme, Brussels.
Bolivia: International Machinery Company, La Paz and Oruro.
Brazil: General Electric (S. A.), Rio de Janeiro and Sao Paulo.
Canada: Canadian General Electric Campany, Ltd., Ontario.
Chile: International Machinery Company, Santiago, Antofagasta
& Co., Ltd., Shanghai.
& Poor, Barranquilla.
Great Britain and Ireland: British Thomson-Houston Company,
Greece and Colonies: Compagnie Francaise Thomson-Houston,
Paris.
India: British Thomson-Houston Company, Ltd., Calcutta and
Bombay.
Italy and Colonies: Franco Tosi Societa Anonima, Milan.
Japan: Shibaura Engineering . Works, Tokyo; Tokyo Electric
Company, Ltd., Kanagawa-Ken.
Mexico: Mexican General Electric Company, City of Mexico
and Guadalajara.
New Zealand: National Electric & Engineering Co., Christchurch.
Auckland, Dunedin and Wellington.
Paraguay: General Electric (S. A.), Buenos Aires.
Peru: W. R. Grace & Co., Lima. --
Philippine Islands: Pacific Commercial Company. Manila.
I'orto Rico: International General Electric Co., Inc., San Juan.
IRussia: Wseobshtchaia Electricheskaia Kompania, Petrograd
and Vladivostok.
South Africa: South Africa General Electric Company, Ltd.
Johannesburg and Capetown.
electrical energy.
distribution and utilization of
In the electrical equipment of ships, yards or docks,
it is possible to standardize almost completely with
G-E equipment. By this procedure a single organiza-
tion is responsible for the proper inter-relation of all
phases of the electrical equipment.
GENERAL ELECTRIC COMPANY. SCHENECTADY, N. Y.
Address nearest office. For list of offices see above.
Ltd., Rugby. International General Electric Company, Inc., Uruguay: General Electric (S. A.). Montevideo.
| London. Venezuela: Wessellmoeſt & Poor. Caracas.
The products of the General - The engineering and sales
Unified Electric Co m p any comprise Co-operative departments are prepared to sº.
-- - - - practically every kind of ap- - # operate fully in the planning
Responsibility paratus and machinery used in Service and selection of the apparatus
the generation, transmission, and equipment best suited for
specific requirements. At the
service of these departments are the practically unlim-
ited resources of the General Electric Company in fact
tory, engineering and laboratory equipment.
To insure correspondence against avoidable delay:
all communications should be addressed to the G-P
office nearest the writer.

940
The Electric Ship
U. S. S. New Mexico at 21 Knots Driven by Four 7,000 H. P. G-E Motors
used not alone for propelling the ship, but for driving
all auxiliaries and even for cooking and washing, the
New Mexico is indeed an Electric Ship.
----------------------------------------
Electric drive for large ves-
sels became a fact with the suc-
cessful trials of the U. S. S.
New Mexico, flagship of the
Pacific Fleet.
This battleship has a dis-
placement of 32,000 tons and a speed of 21 knots.
Each of the four propellers is driven by a direct-con-
nected 7,000 H. P. G-E Motor, receiving current,
through a central control station, from two G-E Cur-
tis Marine Turbine-Generators.
Six auxiliary Turbine-Generators of 300 Kilowatt
capacity generate current for the electric apparatus and
equipment throughout the vessel. With electricity
---
Port Outboard Main
The Electric
Ship
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7.
watcr:lant Bulknced |
Tº - s
-
Motor º – - \
- | -
+ 1 - _ – º
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-
Port Turbanc -encrator Room *
i
Crºating P-mo *---
end Motor º:
| 3. º ==F. He; as Pump
*Tºº lºº. ºr
C Motor s —" s =
Excitc- d
- -
--- fil, fº.
Port inboard Men - – on P-no-
-
Starboard inboard ſº º On pumps
Moun - Full R -
3. -
Excitzr º, #!,
-ſe ---
C Motor "an Switchboard - Cº- º º, -
and Control Apparatus º: |--
º - Hotwell Pump
-- --
Circulating pump
and Motor
Starboard Turbine Generator Room i
--
ºn N-
I_ -l
Starboard outboard Main
ſ
Cond-neer
- \
Motor \
-
A - | -
C.
—º |
^- 2Blae Blass- G&ncrator Turbinc
I I I I I I T-
Oil Storage or water Ballast Tanks
| | | | ||
Plan and Elevation of Engine Room
Arrangement of the New Mexico
" ; Not only for propulsion but
Electrically for many other purposes aboard
Equipped ship, electrical equipment has
Throughout marked advantages. The list
# of equipment below, showing
electrical loads for various pur-
poses, suggests how completely electrical is the New
Mexico.
PARTIAL LIST OF ELECTRICAL EQUIP-
MENT OF THE NEW MEXICO
2 main turbine-generators. . . . . 31,000 h.p.
4 motors for propelling. . . . . . . . 28,000 h.p.
6 auxiliary turbine-generators. . . 2,400 h.p.
6 air compressors . . . . . . . . . . . 300 h.p.
2 steering gear motors. . . . . . . . . 250 h.p.
2O motor generator sets totaling
about . . . . . . . . . . . . . . . . . . . . . 100 h.p.
4 boat crane motors. . . . . . . . . . . . 200 h.p.
2 windlass motors . . . . . . . . . . . . 350 h.p.
4 winch motors . . . . . . . . . . . . . . . 200 h.p.
I CapStan motor . . . . . . . . . . . . . . 50 h.p.
2O turret motorS . . . . . . . . . . . . . . . 500 h.p.
IO ammunition hoists . . . . . . . . . . . 50 h.p.
2 refrigerator motors . . . . . . . . . . 40 h.p.
8 motors in kitchens. . . . . . . . . . . 15 h.p.
6 motors in carpenter shop. . . . . 20 h.p.
15 motors in machine shop . . . . . . 30 h.p.
6 motors in laundry (5 machines
use electric heat) . . . . . . . . . . . 10 h.p.
5 motors in printing shop. . . . . . . 6 h.p.
I4 Water pumpS . . . . . . . . . . . . . . . 140 h.p.
4 oil pumps . . . . . . . . . . . . . . . . . 8 h.p.
50 electric air heaters. . . . . . . . . . . 150 h.p.
12 searchlights . . . . . . . . . . . . . . . . 200 h.p.
160 fans, 6o blowers, 6 electric toast-
ers, I electric percolator, 15
electric irons, IO4 loud speaking
telephones, 176 ship service tele-
phones, 17o fire control tele-
phones, 2 electric gyroscopic
Compasses.
7 portable electric drills, 2 elec-
tric glue pots, 6 electric solder-
ing irons.
GENERAL ELECTRIC COMPANY. SCHENECTADY, N. Y.
Address nearest office.
For list of offices see opposite page


941
Operation of Electric Drive
- More than six years ago
Six-Year electric drive was installed on
Test of the collier Jupiter, which is in
most features a ship of the mer-
chant type. At the same time
one of her sister ships was
equipped with geared steam turbine drive and another
with direct-connected reciprocating engines.
The results proved the unquestionable superiority of
electric drive. Rear Admiral Dyson says, regarding
the operation of the Jupiter: “It is hard to imagine
any installation of machinery which could have been
more satisfactory than that on board the Jupiter. Her
repair bills are practically nil; we never receive any
adverse reports or criticisms from her, and so far as
appeals for navy yard assistance are concerned, we do
not know that the ship is in existence. In my opinion,
electric propelling machinery is on its way as the peer
of all propelling machinery, and I expect to see a wide
spread in its use in the near future.”
Electric Drive
------------------------------------------------------------------------
- As shown in the engine room
Method of arrangement, each of the two
Operation of main turbines is connected to an
the New Mexico A. C. generator, having two
poles. The four propelling
motors are of the synchronous
type and are so wound that by suitable changes of con-
nections, effected by switches on the control board; the
windings can be arranged for either 24 or 36 poles.
Two ratios of speed reduction between the turbine-gen-
erator and the propeller, approximately 12:1 and 18:1,
are thus provided.
Each turbine is equipped with a special governor,
operated from a lever on the control board, to hold the
speed at any desired point within the range.
For all conditions of steady running up to about 15
knots, only one turbine-generator is used and the propel-
ling motors are connected for 36 poles, giving a speed
A Propulsion Motor Showing the Direct Connection
to the Propeller Shaft
reduction of 18:1. By changing the pole connections
to 24, giving a speed reduction of 12:1, a speed of
about 17 knots can be obtained with one generating
unit. For speeds above 17 knots, both generating units
are used.
---------------------------------------------------------------------------
This flexibility of operation
permits the main turbine-gener-
ators to be run at practically
their maximum efficiency over a
wide range of speed variation.
At the varying speeds required
for naval maneuver electric drive is more economical
than any other type of propulsion.
As compared with the U. S. S. Pennsylvania, driven
by direct connected turbines, the New Mexico
uses from 20 to 30 percent less fuel at speeds above
15 knots.
With electric drive, each unit of the propelling
equipment can be isolated in its own watertight com-
partment. Any unit might therefore be destroyed in
battle and the ship could still go on at a reduced speed.
The New Mexico is the first of thirteen new dread-
naughts and six battle cruisers, all to be electrically
propelled.
Operating
Advantages of
Electric Drive
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Electric propelling machinery
Reliability of
rotation. This gives a maxi-
Electric Drive
mum of mechanical simplicity
—a minimum of wear and of
interruption of service. Ex:
perience has shown the extreme reliability of electrical
apparatus and that the parts liable to damage can be
quickly and easily replaced or temporarily connecte
so as to be operative. Automatic means can be pro-
vided which, by interrupting excitation, guard against
any possibility of serious damage through possible acciº
dents.
Morever, even with the main generating unit of
units entirely out of service, by delivering the power
of auxiliary generating units through a motor-gener
ator set to the main motor, the vessel could proceed at
about half-speed.
The Main Control Station Showing Levers for
Reversing and Changing Speed
GENERAL ELECTRIC COMPANY. SCHENECTADY, N. Y.
Address nearest office.
For list of offices see page 940
has no motion other than simple.


942
Merchant Ship Propulsion
While the assumption is of:
ten made that the operation of
electrical apparatus requires a
high degree of skill and expert
knowledge, long experience has
- amply demonstrated that this
is not the case. The conditions in electrical apparatus
make the reasons obvious.
Electrical machinery is simply a combination of
electrical circuits with motion of rotation. No re-
Ciprocating parts or involved mechanisms are used.
he connections are easily shown by diagrams and lit-
tle mechanical skill is required to make them. Fur-
thermore, the reliability of electrical apparatus is such
that troubles which might involve any difficulty of re-
pair, even by inexperienced operators, are improbable.
In many respects the machinery used to propel a
ship is simpler than that commonly used for lighting
and for driving auxiliaries. Electric drive simplifies
the work of the operating force and makes ships less
dependent on the skill and resourcefulness of crews.
Simplicity
of Operation
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Electric drive secures the ef-
ficiency of the high-speed tur-
bine operating at a high degree
of superheat and at high
vacuum. In the average cargo
vessel a saving in steam con-
sumption of at least 30 percent can be effected over the
reciprocating engine operating without superheat.
Even if superheat is used with the reciprocating engine
equipment the gain would still be over 20 percent.
The General Electric Com-
Fuel Economy
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- -
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Pioneer Work pany was the first to produce
in Ship # high speed marine propelling
Propulsion H turbines, with double reduction
gearing.
- The relatively low-speed tur-
bine, with single reduction gear showed by comparative
tests a reduction in steam consumption of 19 percent,
as compared with the reciprocating engine. A further
reduction of 14 per cent was accomplished by the use
of high-speed turbines with double reduction gearing.
The next forward step in ship propulsion is the elec-
tric drive, as evidenced by the successful operation of
G-E electric propelling equipment on the U. S. collier
Jupiter, and the U. S. S. New Mexico.
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S.S. “Pacific” Propelled by 2,500 H.P. G-E Marine Geared Turbine, in successful
service since Dec. 1915
--------------------------------------------------------------------
Since the electrical power is
transmitted through cables
from the engine room amidships
to the motor compartment in
the extreme stern, the shaft and
shaft alley are entirely elimi-
nated. The lessening of the space required for the en-
gine room over a reciprocating engine installation still
further increases cargo space.
Increase of
Cargo Space
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At the service of shipbuilders
and ship operators is the same
engineering and designing staff
which, in co-operation with the
Navy Department, developed
the equipment of the New
plans and proposals for electric
ships can be submitted for any
Proposals for
Electric Drive
-------------------------------------------------------------------------
Mexico. Complete
drive in merchant
contemplated vessel.
----------------------------------------------------------------------"
- Proposals for In- The General Electric Com-
ternal Combus- pany is in a position to supply
tion Engine electric. generators for direct
Electric Drive connection to internal combus-
“"“” ‘’’ ‘’’ tion engines for the propulsion
- of vessels by the electric sys-
tem, as well as electric motors for use with all types
of auxiliaries used aboard boats so propelled.
The General Electric Com-
pany maintains a corps of Ma-
rine Inspectors, and these as
well as skilled Construction
Foremen are promptly available
upon request. The Company
is also in a position to co-operate with shipyards in the
replacement of older types of propulsion machinery by
more modern apparatus.
i
G-E Co-operative
Service
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Because of dependability and
ease of control, motor drive is
rapidly being adopted for many
auxiliaries. The General Elec-
tric Company is fully equipped
to co-operate with shipbuilders
in the selection of motors and of starting and control
apparatus and to supply the equipment best suited to
any specific installation.
Motor-Driven
Auxiliaries
----------------------------------------------------------------------
-80
260
:
1916 1918
1917
Year-
Mcrchant Ships equipped with
G-E Marine Geared Turbines
1919 1920
GENERAL ELECTRIC COMPANY. SCHENECTADY, N. Y.
Address nearest office.
For list of offices see page 940




943
Steam Engine-Driven Generating Sets
----------------------------------------------------------------
The line of small direct con-
nected generating sets manufac-
tured by the General Electric
Company was designed to meet
the severe conditions of marine
work, which demand light,
compact and durable sets of close regulation and quiet
operation. They are also adapted for both power and
lighting in shipyards.
In addition to their
many specific points of
superiority, these sets
have the great advan-
tage of being manufac-
tured complete at one
factory, which insures
perfect fit, uniformity
of finish and a thor-
ough test of the com-
bined unit before ship-
ment is made.
Similar parts of each
Purpose
and Features
of Design
----------------------------------
---------------
size of machine are
built to templets and
gauges and are inter-
changeable, thus insur-
ing exact fit of spare
parts or replacements.
In material and
workmanship these sets
are similar to those
built for the United
States Navy, for which
a large number have
been furnished by the
General Electric Com-
pany. Bulletin No.
42300.
Forced Lubrication Engine
-------------------------------- ------------------
These sets are made in stand-
ard sizes ranging from 2% kw.
to 60 kw, as follows: 2% to
Standard Sizes
5 kw, single cylinder, gravity
lubrication engines, direct con-
nected to D. C. generators. 7
to 60 kw, single cylinder, forced lubrication engines,
direct connected to D. C. generators. 25 to 60 kw.
single cylinder, forced lubrication engines, direct con-
nected to A. C. generators, with or without direct
connected exciters mounted on base extension, or with
shaft extension for pulley when using belt driven
exciters.
--------------------------------
--------------- ------------------
Perfect alignment, balance,
smoothness of operation and
ability for long running periods
without continued attention,
ease of interchangeability and
adjustment for wear are in-
sured by the accurate construction of all parts.
The bedplate is carried out to the full width of the
generator frame, making an ample base surface for
foundation without increasing the floor space required.
The base is not designed to be self-supporting and
foundation must be so constructed as to prevent de-
flection.
Durability
and Stability
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Generating Set with 9-Inch by 7-Inch
In the smaller sizes the design is simplified by cast-
ing the column and bedplate integral.
The connecting rod is of the best machine steel,
forged in one piece. Removable liners provide for
taking up wear and the boxes may easily be rebabbitted
when necessary.
The crosshead is a mild steel forging. Wear on the
crosshead shoes may be taken up by placing a thin
sheet of paper or metal between crosshead and shoe.
Adjustment is rarely needed, however, because of the
material used and the large wearing surface of the
shoes. -
Main bearings consist of cast iron shells split in
halves and lined with best quality babbitt. Wear is
easily taken up by filing or machining the metal liners
between the boxes. The lower half of the box can
be easily taken out for examination or repair without
removing the shaft.
The automatic gov-
ernor has practically no
parts that can give
trouble or wear out,
thus insuring its de-
pendability and elimi:
nating any necessity 0
frequent attention. The
governor should, how-
ever, be taken apart
occasionally and the
various parts cleaned.
Automatic relie
valves, as well as sep-
arate hand - operate
valves, are fitted to each
end of the cylinder.
------------------------------------------------------------------
On these single cylinder en-
gines only one valve is used.
By the adoption of a short
stroke for the engines and spe"
cial windings for the genera.
tors, the height and length of
the sets have been reduced without detracting from
their efficiency or accessibility.
Simplicity and
Compactness
----------------------------------------
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The generators are regularly
wound for line voltages between
11o and 125 volts and may be
flat compounded or over com"
pounded for any line voltage be-
tween these limits. Generators
for other voltages can be furnished on special orde.
They will operate continuously under full load with
a temperature not exceeding 40 degrees C on any pa"
of the machine with the exception of the commutato"
which will not exceed 45 degrees C. On a one-hour
overload the temperature rise will not exceed 55 d",
grees C. An overload of 50 per cent may be carried
momentarily without injurious heating.
Where required three-wire generators can be sup"
plied for all ratings listed in the table on opposite pag”
Information regarding the standard single-cylind.”
engines with alternating current generators will be
supplied on request.
Generators
---------------------------------------------------------------------
GENERAL ELECTRIC COMPANY. SCHENECTADY, N. Y.
Address nearest office.
For list of offices see page 940








944
Steam Engine-Driven Generating Sets
xx
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|-El
#Pipztep.orsin for Oil Tank.
4. Culindzr
4. Column
DATA ON SINGLE CYLINDER STEAM EN-
GINE GENERATING SETS
-
- | - Cylinder Steam Net
Kw. R. P.M. Dia Stroke Pressure Weight
a 50 5 4% 80 2500
812 550 5 4% 100 2600
| 10 475 61.2 5 80 3100
12% 475 61.2 5 100 3200
i. 4:25 s 6 80 4800
iii. 4.25 s 6 100 4900
20 400 9 7 80 6.450
º 400 º 7 100 6.450
30 305 11 s 80 98.00
35 305 11 s 100 98.00
40 3.05 11 s 125 9900
50 280 12 11 100 13000
60 280 12 11 125 14400
---------------------------------- s The engines employ the
- i forced system of lubrication.
Engine i º -
- - # The base of the engine forms
Lubrication = - -
an oil tank of large capacity
and radiating surface. A single-
acting plunger pump driven by
an eccentric bolted to the crank shaft forces the oil to
the various bearings of the engine.
Two 15 Kw. Standard G.E. Steam Engine Generating Sets
Installed on Steamer “War
Baron.” Formerly
the “Ellen Kloster.”
* –––
º H
!
|*|
|| || l
tº
tº-1- n----- |-h
Rºlan of 32d Flatø
DIMENSIONS IN IN CHES OF STEAM EN-
GINE-DRIVEN GENERATING
HAVING SINGLE
FORCED LUBRICATION TYPE
Note:
rect, they
ENGINES.
While all figures are approximately cor-
should not be used for construction unless
endorsed by a G-E office.
SETS,
CYLIN DER
DIMENSIONS IN INCHES
Kw. 7 10 15 20 30 50-60
A 55 Mº 57.7% 66 12 68%. 82.1/s 91};
AL 4. 4 512 5 8 9
BL 21 26 34 36 42 51
I) 9 ſ 12 15 15 15
DL 1 113 13s 3
EL 6 7 6
ET 2314 24% 30 34 3914 46%
GL 11 ºn 1214 15 ºn lº. 15% 16%
HF 214 3% 234 27s 10% 4%
HL 1934 21+. 2414 25. 29% 34}}
KD 5013 57 is 677s 77 82% 96%
LD 1513 15% 1933 22% 26% 26%
0L 273, 2839. 35% 3974 44% 52%
RL 93% 10}} 12 tº º 13% 12
SL 1612 1934 2314 2512 27.1% 24
SK 5% 65s 7% s: 9% 12
T 512 553 7 7% 7%
Tix 30 34% º: º 461s 58%
TL 295s 27.1% 30.14 ... 30% 45 ºr
U 501. 52* 60 ºn ** 69% 77+?
UA 3'4 3.14 314 º 3% 4%
V 3.2% 32 37% 39% 44% 49%
VR 333. 4% 5% 5; 7%
wk 27s 3% * º 7% 834
M 2314 2444 30 3 3914 39%
XR 112 2 212 3% 4
YA 17 16 18 11% 2012 2334
YR 114 112 -> 212 3 3%
Z 1 1 1 1's 1% 1%
ZR 1114 13 * 1514 1513 1812 22
Customers should provide proper foundation and a base frame should be
used if necessary to prevent springing of the bed plate.
Drains for oil tanks of 20 and 30 kw, engines are located above base
between engine and generator.
Drain for oil tank of 50 kw, engine is located in base between engine
and generator.
GENERAL ELECTRIC COMPANY. SCHENECTADY, N. Y.
Address nearest office.
For list of offices see page 940





94
Searchlights
The General Electric Com-
pany manufactures a complete
line of searchlights, which meet
fully the demand for durable,
efficient and reliable projectors.
There are two types: an 18-in.
incandescent lamp, IOOO-watt, I IO-volt, searchlight,
and the Arc Lamp type described below. Rheostats
are provided with each arc projector to adjust current
to its proper value. Bulletin 43856A.
G-E
Searchlights
------------------------------------------------------------------------
-
The standard commercial
sizes of Arc Lamp Searchlights
are 9, 13, 18 and 24 inches in
diameter, but larger projectors
of 30, 36, 48, 60 and 80 inches
in diameter are manufactured
and can be supplied on special request.
Projectors arranged for hand and pilot-house con-
trol are regularly kept in stock for immediate shipment.
Projectors arranged for shaft control, rope control and
electric control, can be provided, when desired.
Standard Sizes
and Control
# In the hand control projectors
Hand and the beam of light can be trained
Pilot House vertically or horizontally by
Control means of handles on the sides of
in the barrel, and a star wheel
mounted on the trunnion acts
as a locking device by means of which the barrel of the
projector may be held at any desired angle.
This form of control is intended for use where the
projector is located directly on the deck or within con-
venient reach of the operator.
H---
Pilot House Control Type
------
-
ſº
r -
- -- -
K tiº o
º
ſ yº --
tº
`-º-º:
Outline of Base
18-Inch Hand and Pilot House Control Searchlights
For dimensions of the 9, 13, 18 and 24 inch hand
control projectors see table below.
Where the projector is installed on top of the pilot-
house, an arrangement from within is provided by
which the beam can be moved either horizontally or
vertically, by a single lever, within easy reach of the
pilot.
The projector may be locked at any desired angle
by simply turning the handle of the lever until it
binds against the quadrant.
For dimensions of the 9, 13, 18 and 24 inch pilot-
house control projectors, see table below.
-
-
Hand Control Type
:
A B C D E * * * * * * M
23| 16% 22 º || 7 || 14 || To suit 1% 134
33 24 22 º 8% 114 diameter 17s 1%. 174 11's
41 27 22 || || || 8% 1% of cable 1% 1%|1%
bushings 6+;
59 41% 22 || || || 22% 2%
513
- DIMENsions IN INCHEs for HAND contRol -
T Net
A B C D E F G H J Wt.
9| 54 47%. 1084 || 4 || To suit lº º
5214 || 43% 14%|4% diameter | #3 300
60% 47 'A' | 1.4% 4% of cable | ** o 580
63% 46% 23% bushings iſ 7 || 5 || 20
- -
* Standard equipment including tool box, rheostat and 25 pairs of carbons.
special order.
# Dimensions of 13- and 18-inch projectors are based on standard pedestal 2234 in. high.
Hand control projectors can be supplied with low pilot house type of base on special order.
Pilot house control projecters can be supplied with hand control type of base on special order.
Pedestals 26% in and 30% in high can be supplied 9”
GENERAL ELECTRIC COMPANY. SCHENECTADY, N. Y.
Address nearest office.
For list of offices see page 940











946
Lighting Equipment
A more expensive, but more
satisfactory, form of distance
control is provided in the elec-
tric control projector, in which
the training is accomplished by
two motors mounted in the base
and electrically connected to a small controller, which
Electric Control
24-Inch Electrically Controlled Searchlight
is so wired that the searchlight beam follows the move-
ment of its handle in any direction.
This system requires less attention and is easier to
operate than the rope control and has the great advan-
tage over the latter that the controller wiring may be
run by the most convenient route without regard to
obstructions or changes of direction, which may form
serious difficulties in the other systems.
tºliutiunununununu ---------------------------------------- |-
# The accompanying table
= shows the ranges in current and
line voltage for which these
searchlights can be adapted.
For the same current it is rec-
ommended that the larger
Searchlight be selected, as the strength of illumination
in the beam will be greater with the larger diameter
of mirror.
For example, it is preferable when the available cur-
ſent is limited to Io amperes, to install a 13-inch search-
light operating at 1o amperes rather than a 9-inch
with the same current.
Current and
Voltage
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-
CURRENT VOLTAGE
Size
i -
n. In #. Standard Arc Line
Q 5- 7.5 10 43-46 65-125
I3 IO-I5 2O 45-48 70-125
18 2O-27.5 35 47–50 75-125
24 35-42.5 50 48-50 80-125
--------------------------------------------------------------------------
Shaft Control
Rope Control
Shaft control is by means of
two shafts, one within the other,
with suitable handwheels and
gearing which gives complete
control of the searchlight beam.
- When placing order, the dis-
tance from the center of the searchlight to the outside
of the control handwheel should be specified to enable
the correct length of shaft and necessary bearings to
be furnished.
In the rope control projectors the handle and quad-
rant of the pilot-house type are removed, and the rod,
fitted with two pulleys, is rope connected to a simple
controller mounted in the pilot-house or other desired
location. The controller, by means of a single handle,
gives full control of the beam in both directions. Short
lengths of bronze tiller rope with turn-buckles are
supplied with each equipment.
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The Novalux pendent units
are designed for use with the
efficient Mazda “C” lamp and
i embody the latest developments
in light-directing devices. Ex-
tremely attractive in appearance,
they are also built for long service.
These units are particu-
larly adapted for the eco-
nomical illumination of
large interiors and exteri-
ors. The different light-
directing equipments avail-
able produce such a variety
of illuminating characteris-
tics that a selection can be
made for any requirements.
The General Electric
Company manufactures a
complete line of lighting
supplies, covered in Catalog
G-E 18, No. 49.902A.
Novalux
Lighting Units
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Novalux Pendent Unit
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G - E
floo d
lighting
projec-
torS a r €
of great
value in facilitating night work
and for protective lighting.
They can be adjusted to illumi-
nate any particular part of a
yard, a shipway, railroad track,
fences, sides of buildings, etc.,
and also to light vessels and
piers for the handling of cargo.
The G-E flood lighting pro-
jector throws a beam of light
having an enormous candle
power. It can be located in
any convenient place up to 500
feet away from the object or
area to be illuminated. It is
weatherproof, sturdily built
and exceedingly economical to
operate, since it burns only one 400-watt Mazda “C”
lamp. Bulletin 43850-B.
Flood Lighting
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G-E Flood Lighting
Projector
GENERAL
Address nearest office.
ELECTRIC COMPANY. SCHENECTADY, N. Y.
For list of offices see page 940



947
Marine Switchboards
| | | | | | | [ . . . A line of G-E switchboards
Switchboards
H i has been specially designed for
# for Merchant i controlling generators and dis-
i Ships # tribution circuits aboard mer-
chant vessels. The drawings
and tables below offer a means
of selecting a combination generator and feeder panel
to suit all ordinary conditions.
These switchboards are designed and built by the
same organization which produced the specialized con-
trol boards for the New Mexico and are of the same
high quality throughout.
For any conditions which these designs will not
meet, the General Electric Company is prepared to
submit promptly designs and specifications exactly
adapted for the work.
A K
t * K
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to ºs e | | | | | | | | *
; : § §§ . . . ; ; ; ; Ś
; : § {* | * ~ * ~ &
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: Nº. Y-L=} #–3–3–---> *
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Y Y | | ---
* |
k - - - - - - - - - - - - - Æ’-3’------------- > k - - - - - - - - - - - 24” ------ >
Fig. 1–Two-Circuit Genera- Fig. 2—Single-Circuit Gen.
tor and Feeder Panels erator and Feeder Panels
SWITCH BOARDS Fºrwo GENERATORS–
FIG. 1
Feeder Section for Two-
Circuit Generator Section
(as shown in Fig. 1–may
be used with either Gene-
rator Section above).
Tywo- ("ºrcuit (Fenerator Section with Circuit
Breakers (as shown in Fig.
For 100 amp. switches, A -- 3’-0”.
For 200-400 amp. switches, A == 4'-0" For 1 to 5 circuits,
Two-Circuit Generator Section with Fuses
(same general design as Fig. 1
For 6 to 10 circuits,
B = 24”
Note: “Searchlight” and
‘‘Radio’’ switches mounted
on g herator panel.
For 100-200 amp. Switches, A = 2'-7”
Fer 400 amp. switches, A-3'-0" |
switchboards FOR ONE GENERATOR-
FIG. 2
Feeder Section for Single-
("ircuit Generator Section
(as shown in Fig. 2—may
be used with either Gene-
rator Scetion above).
Single-Circuit Generator Section with Fuses
(as shown in Fig. 2).
*—
For 60 and 100 amp. switches, C=2’-7”
For 200 and 400 amp. switches, C ==3’-0” For 1 to 3 circuits,
D=16”
For 4 to 6 circuits,
Single-Circuit Generator Section with Circuit ., D=24”
Breakers (same general design as Fig. 2). For 7 to 9 crº 2.7"
For 60 and 100 amp. Switches, C=3’-0”
For 200 and 400 amp. switches, C=4”-0”
Note: “Searchlight” and
‘‘Radio’’ switches mounted
On generator panel.
Note: Generator panels designed for controlling either one or two 125 volt
machines in capacities up to 25 K. W.
All generator sections contain two switches, for controlling “Search-
light” and “Radio.”
Instruments supplied in either round pattern (see Fig. 1) or G-F.
type D-12 pattern (see Fig. 2)
G.L.
F 1.L. +
A- =–
C.B.
º O.C.
. SH.
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(
c
{{ L F
- –5–4 —O
RADiO ESUAUZEF staffch
§ 3 tº
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R | | I , ſ *, *. *- )
#Hi ſã iſ { {||{{a,
r f
: [ f I I
§ 3 |Hº H-t-t-t-t-t- 3 T.
S -- Íſ A. a-
iſ § # # li
wºx T I I
O C GENERATOR FEEDERS D.C. GENERATOR
Wiring Diagram for Two-Circuit Generator
Panel with Ten-Circuit Feeder Panel,
with Circuit Breakers
SYM BOLS USED
A = Ammeter SII. = Ammeter Shunt S. == Single Throw Switch
V=Woltmeter I. L. = Illuminating Lamp S. D. T. = I)ouble Throw Switch
R= Rheostat G. L. = Ground 1)etector lamp S. S. = Ground Test, Switch
F = Fuse (". B. == 0verload Circuit Breaker W. S. == Voltmeter Switch
The panels, of dull black
{º marine finished slate, are of the
Construction
sectional type, mounted on
angle iron frame. Frame may
be supplied by the shipyard, if
desired. Rubber º
placed between panel and frame.
The feeder switches are of 60 ampere capacity, for
most rugged construction. Fuse clips are 30 ampere
capacity, unless otherwise specified.
All instruments are manufactured by the General
Electric Company . and are of the highest quality
throughout.
All panels meet requirements of Lloyd's rules, while
those with circuit breakers meet the requirements o
the American Bureau of Shipping.
and Equipment
*
packing is
Inquiries addressed to the
e n e a rest office will receive
Suggestions prompt attention. To save
for Ordering time, the following data should
º # be given in all inquiries:
-
–
Number, Kw. capacity and voltage of gem-
eratorS.
Number of Feeder Circuits; with approxi-
mate individual load, if over 30 amperes.
Markings for nameplates.
Whether shipyard will supply angle iron
framework.
Number of fuses desired, including spares.
For G-E switchboards, adapted for the control and
distribution of electric current for shore work, see fol:
lowing pages.
GENERAL ELECTRIC COMPANY. SCHENECTADY, N. Y.
Address nearest office.
For list of offices see page 940



948
Switchboards for Shore Use
----------- The General Electric Com-
# Switchboards pany offers a complete line of
i for Every switchboards for all systems of
Purpose electrical distribution.
Engineers are invited to con-
fer with switchboard specialists
stationed in the principal branch offices of the company.
Sketches, detailed drawings and specifications of any
such special boards, or the adaptation of standard unit
panels, will be cheerfully and quickly furnished on re-
Quest.
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G-E
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The standard unit panel has
been developed, classified and
Standard listed to meet certain condi-
Unit Panels tions which have been found
to occur repeatedly in connec-
tion with control and distribu-
tion of electric power. It has not been developed for
voltage up to 1500 direct current or 3500 alternating
current, although later it may be extended beyond
these limits.
It is advisable whenever possible to use standard
unit panels, for they are less expensive than the other
classes, requiring less time to build and ship, though
quality and workmanship are the same.
Standard unit panels may be ordered simply by one
or more catalog numbers, taken from the General
Electric Company's switchboard bulletins. Each
bulletin is complete in itself and covers panels in a
distinct class. They are shown in outline and the
equipment is specified in every detail necessary to en-
able one to select just what is needed.
All equipments on these boards are made by a single
company, thus centralizing responsibility for behavior
of the entire switchboard.
-
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To meet unusual conditions of
voltage, capacity, control, serv-
ice, etc., special panels can be
designed and constructed. The
Panama Lock control boards
serve as an extreme example.
Special Panels
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For two-wire general power
and lighting service, in small
stations 125 and 250-volt D. C.,
G-E standard unit generator
and feeder panels are built in
a variety to meet practically
every requirement. Feeder circuits on a single panel
may be up to six in number and protected either by
fuses or circuit breakers. Bulletin 47050A.
For two-wire D.
service in large
power stations, there
have been standard-
ized generator panels
up to 6000 amps.,
feeder panels up to
4OOO amps., at 125
and 250 volts, and up
to 1200 amps. in 600
volts.
Bulletins 4995 and
47O7C.
For Edison three-
wire service in small plants, there are built 125 and
G-E Direct
Current Panels
Standard Unit
D.C. Board for
Use in Small Stations
Typical
Panel
250 volt D. C. combination generator and feeder panels
up to IOO K.w., with 2, 4 or 6 feeder circuits. Bul-
letin A-4 189.
For large capacity Edison three-wire systems, the
standard unit panels include 125 and 250 volt D. C.
three-wire generator panels up to 200 K.w.. and feeder
panels, for either two or three-wire service, up to
1200 amps. Bulletin 47070.
D. C. exciter panels are made in a variety of types
to suit practically any operating conditions.
Bulletin A-4036.
------------------------------------------------------------------------
= For alternating current
G-E Alternating plants where the ultimate ca-
Current pacity will not exceed 1500 Kv-
Switchboards a, both separate and combina-
tion generator and feeder pan-
els are built. Sizes of generator
panels, up to 5000 K.w. 480 volts and 680 K.w. 600
volts. Feeder panels up to
800 amps. Bulletin 47 133.
For small alternating
current plants where there ºn
is a possibility of later ex-
tensions, a line of panels is
built which permits of add-
ing units at any time. Both
separate and combination
generator and feeder pan-
els. Generator panels up
to 200 K.w. 240 volts and
400 K.w. 480 volts. Feeder
panels, 2 to 9 circuit
breakers. Bulletin 47 131.
G-E Standard
Panel A.C. Board
for Use in Small Stations
Typical
Unit
For general power and lighting service up to 1800
Kv-a, voltages of 1 150 and 2300 A. C., both separate
and combination generator and feeder panels can be
supplied. Generator panels up to 640 K.w.. at 2300
volts, feeder panels up to 200 amps.
For controlling constant current transformers,
series arc and incandescent panels in 1150 and 2300
volts A. C. can be furnished.
For starting and controlling squirrel cage, ex-
ternal or internal resistance, three-phase induction mo-
tors up to approximately 400 h. p., standard unit
panels can be provided. Bulletin 47140.
For large plants operating at voltages up to 600
volts A. C., panels equipped with circuit breakers can
be provided. Built for 240, 480, and 600 volts.
Generator panels, single circuit. Feeder panels, single
and double circuit. Voltage regulator and other
panels.
Two types are built. For panels with oil circuit
breakers mounted on pipe supports 5 inches back of
panel, Bulletin 4901. For panels with oil circuit
breakers mounted on pipe framework remote from
switchboard, giving accessibility for cleaning, adjust-
ment and repairs, Bulletin 47163-4.
For general lighting and power service, in the higher
voltages up to 3500, a complete line of panels is built.
All panels are so designed as to secure excellent serv-
ice and a high degree of safety. By energizing in-
struments, relays and trip coils from the low tension
side of transformers, there is no voltage higher than
I IO volts on the front of the panels. Bulletin 47.190.
GENERAL ELECTRIC COMPANY. SCHENECTADY, N. Y.
Address nearest office.
For list of offices see page 940


949
Switchboard Equipment—Flow Meters
-------------------------------------------------------------------------
The Truck Type Panels are
especially adapted to group
mounting and make a most de-
sirable switchboard from the
standpoint of safety to life, the
elimination of fire risk and con-
Safety First
Panels
tinuity of service.
Each complete unit consists of two elements—the
truck or movable element carrying the panel, oil circuit
breaker and instrument transformers; and the sta-
tionary or housing element enclosing the truck (when
it is in an operative position), the buses and the ter-
minal of the incoming and outgoing cables. All current
carrying parts are completely enclosed when alive.
Bulletin 47 IOC.
The Safety Enclosed Swing-Out Panel has a circuit
breaker enclosed in a steel housing and so interlocked
with the housing that the panel can be swung out only
when the breaker is in the “off” position and the discon-
necting device is therefore carrying no current.
Bulletin 67 Ios.
Complete apparatus for
Battery charging storage batteries, for
Charging use either in electric trucks Or
Switchboards locomotives, can be supplied by
the General Electric Company.
The switchboard shown is
expremely simple in operation designed to meet fully
the needs of a yard having in use several storage bat-
tery locomotives or
a large number of
trucks. It is com-
pletely equipped
*** with instruments,
| switches, rheostats,
| fuses, and automatic
| tripping devices,
ºil thus insuring safety
# eration as well as
guarding a ga in st
overcharging of the
G-E Battery Charging Switchboard batteries.
Smaller charging
outfits are available to meet requirements of lesser
capacity.
The General Electric Com-
pany manufactures a complete
line of lever switches, in either
single or double throw, 1-, 2-,
3- or 4-pole and with straight
or spade handle.
G-E circuit breakers are built with both air and oil
break. The variety of types and sizes available permits
the selection of a breaker exactly suited for any condi-
tions of service.
G-E Switches
and Circuit
Breakers
----------------------------------------------------------------------
------------------------------------------------------------------------
The General Electric Com-
pany manufactures a complete
line of indicating and record-
ing instruments for all classes
of electrical work.
For switchboard use, both
round and horizontal edgewise types can be supplied in
G-E Electrical
Instruments
ammeters, voltmeters and wattmeters for either
direct or alternating current.
G-E portable ammeters, voltmeters and wattmeters
for direct or alternating current are well adapted for
general testing purposes.
In curve drawing instruments, both ammeters and
voltmeters can be furnished for either front or back
connections.
For measuring power the General Electric Company
manufactures the Thomson direct current astatic watt-
hour meter.
Complete details regarding G-E instruments may be
obtained by addressing the nearest office.
The G-E Flow Meter pro-
vides a means of measuring ac-
curately the total flow of
steam, water, oil, air or gas
through pipes or closed con-
duits and thus of securing in-
formation of great value in the economical operation
of the power plant of a ship or shipyard.
Flow meters are built in several types for various
classes of service, indicating, integrating and graphic
recording. These three types have also been combined
into one meter. Bulletin 46501C.
--------------------------------------------------------------------------
Flow Meters
for Shore Use
G-E Indicating, Re-
G-E Indicating cording and Inte-
Flow Meter grating Flow Meter
Water flow meters are used
Uses of for measuring output of pump-
Water Flow ing plant, amount distributed to
Meters different sections, amount o
feed water delivered to boilers,
amount of water consumed in
plants, etc., and for determining efficiency of pumps.
Air flow meters are adapted
= . Uses of for measuring the actual de-
Air Flow livery of air compressors, for
Meters measuring the air consumption
im.… of any machine, group of ma"
chines or tools, etc. Thus they
can be used for determining the efficiency of com"
pressors, for discovering losses or leaks in air lines,
for measuring the slip in pumps, etc.
Steam flow meters are adapt
Uses of I ed for measuring the amount
Steam Flow of steam generated by a single
i Meters boiler or battery of boilers; for
measuring the steam used by any
part of a plant for power, heat-
ing or manufacturing purposes; for measuring thº
steam consumed by turbines, etc. For equalizing loa
-----------------------------------------------------------------------
GENERAL ELECTRIC COMPANY. SCHENECTADY. N. Y.
Address nearest office.
For list of offices see page 940


950
Wires and Cables
on individual boilers of a battery, for checking the ef-
ficiency of any equipment generating or utilizing steam,
for discovering losses caused by leaks, and for numerous
other purposes, steam flow meters are invaluable.
The General Electric Com-
Wire and Cable pany manufactures wires and
for All cables with all standard types
Purposes of insulation for all purposes.
Prompt co-operation in the
selection of cable best suited for
any specific conditions may be obtained by addressing
the nearest branch office. Detailed information re-
garding G-E cables is given in Bulletin 493.02.
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All wires and cables are test-
ed before shipment. A pressure
test of at least two and one half
times the working pressure is
mi applied. After the pressure
- test, an insulation test is made
with a 250-volt battery and delicate deflecting gal-
VanOnneter.
Tests
--
--------------------------------------------------------------------
# In ordering, the following
information should be given:
size and number of conductors,
current to be carried, voltage,
type of insulation desired (rub-
ber, paper, etc.), specific re-
quirements as to insulation resistance, if any; finish de-
sired (braided, leaded, armored, etc.), class of service,
exact lengths in which each item is to be shipped.
Information
for Ordering
…turn-
Four grades of vulcanized
rubber compound, the only prac-
tical waterproof insulation for
electrical conductors, have been
standardized and are made by
the General Electric Company.
“Forty Per Cent” compound is particularly adapted
for ship wiring, being used in U. S. Navy standard
wire.
“Thirty Per Cent Hevea" is a very high-grade in-
sulation, suitable for severe service and high voltages.
“Tricoat” insulation was designed for those desiring
a high-grade wire but less expensive than the “Thirty
Per Cent Hevea.”
“Red Core” is an insulation suitable for house and
building wiring and for all ordinary use. It is supe-
Types of
Insulation
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rior to the requirements of the National Board of Fire
Underwriters.
In addition, special types and grades of rubber-
insulated conductors to meet unusual conditions will be
manufactured. Any of the standard finishes may be
applied to rubber-insulated conductors.
Other types of standard insulations are weather-
proof, flameproof, paper, varnished cambric and asbestos.
-
------ ------------------------------------------------------------------
Rubber-covered braid ed
wires and cables are manufac-
tured in a variety of types and
sizes to meet practically any re-
quirements. Included a re
lamp cords and flexibles, heater
cord, deck cable, charging cables for electric vehicles,
etc.
To facilitate pulling through conduits, braided wires
and cables can be finished with a coating of talc, if so
specified.
Braided Wires
and Cables
----------------------------------------------------------------------
-----------------------------------------------------------------------
Cable with
Braided
Steel Armor
This type of cable is partic-
ularly adapted for use aboard
ship, without conduit, and is
the U. S. Navy standard. It
consists of a basket weave of
fine galvanized steel wires, ap-
plied over cables for mechanical protection.
-uuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuur: For
use under water the
General Electric Company
manufactures cables to the fol-
lowing specifications: Conduc-
tors insulated with “Thirty
- Per cent Hevea’’ rubber com-
pound and wrapped with varnished cambric; the in-
sulated single conductors are stranded with jute fillers
and jacket of varnished cambric placed over all; a lead
sheath is next applied; then, between two layers of
jute is applied a close helical winding of galvanized
mild steel wires, the voids between wires being filled
with asphalt compound.
For supplying power to electrically operated
dredges, a cable similar to the above, except for the
omission of the lead sheathing, is manufactured. This
cable has the necessary flexibility to be supported on
pontoons from the shore to the dredge.
Cables of these two types are giving good service at
high voltages and under most severe conditions.
Submarine and
Dredge Cables
l 2 3 4 5
1. Deck cable; two-conductor, rubber- 3. Single-conductor, band steel armored
insulated, braided. ca
2. Single-conductor, stranded, cable; 4. Three-conductor, band steel armored
rubber-insulated.
------------------------------------------------------------------------
6 7 8
5. Three-conductor, paper insulated 7. Submarine cable, with steel wire,
cable. armor.
6. Single-conductor, 2,000,000 C. M., 8. Navy standard cable with braided
cambric, leaded, cable. steel armor.
GENERAL ELECTRIC COMPANY. SCHENECTADY, N. Y.
Address nearest office. For list of offices see page 940

951
Fans
G-E Direct Current Electric
Fans for marine service are par-
ticularly adapted for use on
board vessels. They are quiet in
operation, light in weight, very
efficient, and durable. The mo-
tors are enclosed, the iron base and motor cage are heav-
ily enameled, and the fan
blades and cage are of
brass thoroughly lacquer-
ed, thus making the fans
immune from the effects
of exposure to dampness
and salt air.
These fans may be
readily converted from
desk to bracket type as
shown in the illustrations.
They are arranged for
three operating speeds,
with “off” position. The
control switch—which is
mounted in the base—is of the improved lever de-
- sign with notched guide
insuring a positive setting
for each speed.
These fans are fur-
nished with six blades in
non-oscillating types.
They can be furnished
for any popular volt-
age direct current and
will operate over a range
of 5 per cent above or
below the normal voltage.
The power required at
fast speed is 45 watts.
Net weight 14 lbs.
D.C. Electric
Fans for
Marine Service
Twelve-inch D.C. Marine
Fan for Wall Mounting
Twelve-inch D.C. Marine
Type Desk Fan
52-inch Direct Current Ceiling Type Fan
G-E Standard Alternating
and Direct Current Fans are
made with four blades oscillat-
ing or non-oscillating in nine-
inch, twelve-inch and sixteen-
inch sizes. The twelve inch
and sixteen-inch oscillating fans are also made with six
blades.
These fans are furnished to operate on either I Io
or 220 volts alternating current with frequencies with-
in the range of 25 to 60 cycles.
These fans are adapted for offices, shops, and wher-
ever electric current is available.
Standard
AC and DC
Electric Fans
-----------------------------------------------------------------------
Ceiling fans are equipped with four blades in 32-
inch and 52-inch sizes.
#". These exhaust fan outfits are
self-contained units, adapted for
ventilating shops, factories, of-
fice buildings, etc., and for use
where it is desirable to remove
dust and smoke from buildings
such as wood-working and forge shops.
Motor Driven
Exhaust Fans
Ventura Disk Fan with Direct
Current Motor
Propeller Fan with Alter-
nating Current Motor
They are also adapted for various ventilating pur-
poses aboard ships. Fans of this type have been in-
stalled, with satisfactory results, in vent ducts from
engine and boiler rooms, to insure proper circulation
under all conditions. Bulletin 41801.
VENTURA EXHAUST FAN OUTFITS
Direct Current, with Type RT Motor
| Air Delivery in Ship Wt. in
Fan No. Dia. of Fan Cu. Ft. per Lb. Outfit
- in In. Min. (Approx.) I (Approx.)
2% 12% Sºjo | 45
3. 16 1500 60
3% 18% 2200 80
4 21% 2000 125
5 26% 4800 250
6 32 6000 300
- 7 37% 97.00 400
8 42% 12:500 575
9 48 16300 700
Alternating Current, 60 Cycles 1-, 2- and 3-Phase
SINGLE-PHASE WITH TYPE SA MOTOR
2% 12% 750 60
3 16 1580 90
3% .18% 1800 130
SINGLE-PHASE WITH TYPE R MOTOR
4 2114 2000 190
5 26% 4800 285
6 32 6500 375
7 37% 96.50 455
8 42% * - 12500 585
9 48 17500 750
POLYPHASE WITH TYPE KT OR KQ MOTORS
6 32 6500 390 Tº
7 37% 9000 400
8 42% 11:500 620
9 48 17500 850
– The G-E centrifugal blower
C ifugal # or centrifugal compressor is
* I designed for large volumes and
Blowers H low pressures. It is particularly
- adapted for supplying air to oil
- or gas fired furnaces.
The blower or compressor is designed similarly to the
well-known centrifugal pump. The drivers are either
direct current motors, 60-cycle induction motors or
steam turbines. The blower and driver are direct con-
GENERAL ELECTRIC COMPANY. SCHENECTADY, N. Y.
Address nearest office.
For list of offices see page 940




952
Electrical Equipment
nected, the complete unit requiring at most three
bearings, and usually only two bearings. The blower
differs from the ordinary fan blower in that it is pro-
vided with discharge or diffusion vanes which convert
the otherwise lost energy of velocity into pressure
-
Centrifugal Blower Driven by Direct Connected 20 H. P.
60-Cycle Induction Motor
energy, resulting in high over all efficiency.
An inherent characteristic of the blower is its ability
to deliver practically constant pressure over a wide
range of loads.
the blower is supplying air to a battery of oil or gas
fired furnaces, some of which may be shut down at
times. The internal clearance of the blowers is very
large, hence there is no internal rubbing, and no
internal lubrication is required. The blower and
driver being direct connected, means the minimum
possible number of bearings, and eliminates counter-
shafts and other fixtures inherent in belt or chain drive.
It also eliminates much lubrication, otherwise neces-
sary, for such fixtures. Gears, belts and chains being
entirely absent, the expense incident to the protection
of the operator therefrom to meet the requirements of
state laws is eliminated. Bulletins 428OO and 48609.
This turbine is especially
adapted to driving centrifugal
pumps, blowers, exhausters,
generators and similar ma-
chines, and is furnished to oper-
ate exhausting to atmosphere or
Turbines for
Driving Pumps,
Blowers, etc.
Type L
Steam Turbine
This is of particular advantage when,
into a vacuum, or to operate against back pressure.
Turbines are built with one or more stages and with
various sizes of steam and exhaust openings to suit
specific requirements.
A governing device maintains a constant speed, and
the speed may be changed while the turbine is in opera-
tion by simple hand wheel adjustment. Advantages in
construction—split wheel casing, allowing ready inspec-
tion of bucket wheels; babbitted bearings with renew-
able linings; bronze buckets dovetailed into rim of
wheel; packing gland readily accessible.
Descriptive leaflet 62o Io.
The General Electric Com-
pany is in a position to supply
complete equipment for the
generation of electricity from
steam, oil, gas or water power.
In addition to the direct cur-
generating sets described on
Generating
Installations
rent steam engine
pages 944 and 945, Curtis Steam turbines can be sup-
plied with A. C. generators up to 50,000 kv-a capacity
and also with small D. C. generators.
Bulletins 42010, 422O1A.
300 Kw. Curtis Steam Turbine-Generator Set
--
hº G-E synchronous converters
Synchronous are well known through their
extensive use by electric light
Converters and power plants, electric rail-
ways and industrial plants.
They are made in sizes to meet
practically any conditions of service.
Where it is desirable to transform a small amount
of power from alternating to direct current, G-E
Type TC synchronous converter of the proper capacity
may be specified. Bulletin 42500.
150 Kw. Compound Wound Synchronous Converter
GENERAL ELECTRIC COMPANY SCHENECTADY, N. Y.
Address nearest office. For list of offices see page 940





953 -
Electrical Apparatus—Electric Locomotives
---------------------------------------------------------------
G-E motor-generator sets
are built in sizes from .2 to
1500 kw. Small sets from .2
to 200 kw. are used for excita-
tion purposes. A line of stand-
ard motor generators with
single-phase, 60-cycle induction motor and shunt
wound generators is used extensively for battery charg—
ing. Bulletin 42552A.
Motor-Generator
Sets
----------------------------------------------------------------------
200 Kw. Motor Generating Sets
#". Constant voltage on a line
Voltage may be provided by using G-E
Regulators and I generator and feeder voltage
Transformers regulators. A generator volt-
in age regulator is usually in-
stalled in the main station to
hold a constant busbar voltage. The feeder voltage
regulators are installed at the main or substation and
so adjusted that they will com-
pensate for line drop to some
predetermined center of dis-
tribution. The generator volt-
age regulators are designed to
control alternating or direct
current stations having a ca-
pacity as high as 200,000 kw.;
while the feeder regulators are
designed for operation on single
or polyphase circuits of any
standard voltage, frequency or
current capacity.
Bulletins 4.5500A and 45402.
Smaller sizes of feeder regu-
lators are also designed for out-
door installation to take care of
unforeseen extensions in the
line, industrial plants using both
lighting and power service, as
well as the regulation of lines
tapping transmission lines for the purpose of supply-
ing lighting service to small communities. Station
type regulators either single-
phase or polyphase may be
adapted for outdoor service.
Bulletin 455.05.
For power service the Gen-
eral Electric Company is pre-
pared to build transformers in
all sizes. Detailed information
should be obtained from the
nearest G-E office.
For distribution service used
in connection with light and
power circuits the type H trans-
former for pole mounting is
used. Bulletin 451 1 OA.
Pole Type Feeder
Voltage Regulator
Type H Transformer
for Pole Mounting
-------------------------------------------------------------------------
The General Electric Com-
pany maintains a separate en-
gineering organization special-
izing in electric locomotives.
It has solved switching and
haulage problems not alone in
shipyards and on piers, but in many other industries.
The larger types are particularly adapted for switch-
ing cars. For lighter work electric locomotives as small
as three tons can be supplied.
G-E Electric
Locomotives
------------------------------------------------------------------------
-----------------------------------------------------------------------
For switching and moving
Advantages of cars through the shipyards and
Electric On piers, the electric
Locomotives locomotive has many advan-
tages over steam locomotives
and other methods of haulage.
motive. For the intermittent service required in a
shipyard, the electric locomotive will save a large part
of the costs of transporting material.
The electric locomotive has the following advan-
tages: It consumes power only when in actual opera-
tion. Can be operated by one man of ordinary in-
telligence. Always ready for use. Has large momen-
tary overload capacity. Possesses a simple and per-
fect system of control. Has comparatively few wear-
ing parts and consequently low maintenance cost. Can
be run inside buildings and in other places where the
smoke and fire risk of a steam locomotive would for-
bid its use.
G.E. Storage Battery Locomotive in Shipbuilding Plant
The storage battery type of electric locomotive has
special advantages in shipyards where other operations
do not allow necessary clearances for trolley wires.
Bulletin 642.5o to 642.57.
Locomotives can be furnished which operate from
either a 250-volt trolley or a self-contained storage bat-
tery. The change from trolley to storage battery op-
eration is made entirely automatic by a switch which
makes the necessary connections without attention from
the operator. This locomotive storage battery is auto-
matically charged when locomotive is running from
trolley wire.
GENERAL
Address nearest office.
ELECTRIC COMPANY. SCHENECTADY, N. Y.
For list of offices see page 940




954
Motors and Control Apparatus
**uununununuuuuuuuuuuuuuuuuuuuuuu-
The General Electric Com-
pany manufactures a most ex-
tensive and varied line of elec-
tric motors, offering for every
purpose or application a motor
exactly adapted for the condi-
tions of service. It is prepared to furnish complete in-
formation on the starting and control of any motor
applied to any service, and to supply the motor and
control suited to the conditions.
Motors for Every
Application
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Type RC motor with com-
D. C. I mutating poles may be classed as
Constant Speed the universal direct current
i Motor motor as it is especially designed
to meet the majority of condi-
tions. Can be fur n is he d
shunt wound for close speed regulation, compound
wound for heavy
starting torque or
------------------------------------------------------------------------
where violent
power fluct u a-
tions occur, or
series wound
where load either
possesses fixed
values or may be
smade subject to
*autom a tic or
manual control.
All RC motors
are shipped for
floor installations.
May be readily arranged for wall or ceiling suspension.
Bulletin 41013.
Type RC Motor with
Pulley and Sliding Base
Type RF adjustable speed,
commutating pole motors have
been designed for machine tool
and similar service where wide
variation and adjustment of
speed independent of loºd is
D. C.
Adjustable
Speed Motor
----------------------------------------------------------------------
required. Made
for direct current
only, in voltages
of 230 and 550
and in ranges
from 2 h.p. to 50
h.p. Speed ad-
justments 2 to 1,
3 to I or 4 to I
to meet require-
ments. Bulletin . . -
4 IO2 IA. Type RF Adjustable Speed Motor
i","..." Form KT Polyphase Induc-
A. C. # tion Motors are built with
i Polyphase either riveted or skeleton frame,
Motors from 94 h.p. to 750 h.p., stan-
immi dard voltages. Adaptable for
- driving all classes of machines
requiring constant speed. They are extremely simple,
ave great overload capacity and a high power factor.
Form MT va-
riable speed in-
duction motors
are adapted for
service requiring
frequent starting
under load, or
starting of loads
with high iner-
tia. High speed
Form MT in-
duction motors,
ranging from 75
h.p. to 350 h.p.,
for direct con-
nection can be furnished. Bulletin 41302A and 41519.
Type MI and MD mill type
constant speed motors, for se-
vere service, require special de-
signs. In addition to cranes
and reversing auxiliary machin-
ery in steel plants, mill type mo-
Constant Speed
Induction Motor
------------------------------
A. C. and D. C.
Mill Type
Motors
---
-----------------------
--------------------------------------
tors can be ap-
plied with ad-
vantage to ore
and coal bridges
and unloaders,
charging ma-
chines, he avy
duty fabricating
shop and erecting
shop cranes, fac-
tory cra n e s ,
Mill Type Motor
shears, small heavy duty hoists, etc.
Furnished totally enclosed in sizes from 3 h.p. to
150 h.p. for 25-cycle, 220 and 440-volt A. C. and 230
and 550-volt D. C. Open type motors are furnished
from 25 h.p. to 150 h.p. A. C. and 6 h.p. to 200 h.p.
D. C. for continuous duty.
20 H.P. G-E Motor Driving Angle Iron Plane
-ºut-ºut-
While the synchronous motor
may be applied to most any in-
dustrial service, its greatest
value is obtained when used on
circuits which indicate a need
for power factor correction as
Synchronous
Motors
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follows:
GENERAL ELECTRIC COMPANY SCHENECTADY, N. Y.
Address nearest office.
For list of offices see page 940






O55
Motors and Control Apparatus
- - - - - Tº ºr
- -
-
-
G-E Synchronous Motors Driving Air Compressors at the Sun Shipbuilding Company
I. When the power factor is low and greater gen-
erator, transformer or feeder capacity is required.
2. When power is purchased at a rate which is now,
or shortly may be, dependent upon the power factor of
the load.
3. When the voltage regulation is poor on account
of an existing induction motor load and production
falls off in consequence.
4. When continuity of operation is imperative and
dirty operating conditions make a small motor air gap
inadvisable.
The General Electric Company has designed com-
plete lines of synchronous motors covering a wide range
of speeds and capacities which are in extensive use
throughout many industries driving rolls, compressors,
pumps, grinders, crushers, blowers, fans, conveyors, etc.
For industrial drives these motors are furnished from
25 to 2,000 h.p. capacity with speeds from 80 to 1,800
r.p.m. and are designed to start any load met with in
commercial practice without excessive current demands
upon the power circuit.
Bulletin 41309. Our engineers will be pleased to
supply additional information on request.
# CO 18oo crane and hoist
i D. C. varying speed motors are de-
# Crane and Hoist H signed for intermittent service
H Motors requiring a maximum torque
in motor of ample overload ca-
pacity, enclosed, reversible and
series wound. Suit- -
able for floor, wall
or ceiling mount-
ing. Furn is he d
with or without
back gear.
Sizes range from
2 h.p. to 65 h.p.,
115 and 230 volts,
and to 50 h.p.,
550 volts. Electric
brakes of half or full torque capacity can be supplied
to insure a quick sure stop. Bulletin 68100A.
Crane and Hoist Motor
An almost unlimited number
of types and styles of motor
controlling devices are manufac-
tured by the General Electric
Company. Among them are
motor starting and speed regu-
lating rheostats, starting compensators for A. C.
Motor Starting
and Control
ºutliniuluiuluiuluintinuumuuuuuuuuuuuuuuuuuin
motors, automatic starting devices, remote control
switches, drum controllers, etc.
Windlass on S.S. “Bessemer,” Driven by G-E Motor
------------------------------------------------------------------------
G-E solenoid brakes, for
both direct and alternating cur-
rent, render excellent service
for the automatic, quick stop-
ping of rotating parts. As
soon as the power is cut
off the brake sets and ap-
plies a retarding force to
the shaft.
G-E solenoid brakes are
made for motors of 1 hp.
and up, having equal brak-
ing torque in both direc-
tions of rotation. They
are especially valuable for
derricks, high speed hoists,
etc. Bulletin 48900.
Automatic
Solenoid Brakes
Solenoid Brake
---------------------------------------------------------------------
Uses and
Advantages of
Arc Welding
------------------------------------------------------------------------
The use of welding apparatus
in foundries, steel mills, ship-
yards and repair shops, is rapidly
increasing, due to the economies
effected, and this company has
developed a complete line of
electric arc welding equipment to meet all require
ments. The principal advantages of the electric are
process is in concentration of heat (reducing expansion
and contraction of metal worked upon) and high tem."
perature.
GENERAL ELECTRIC COMPANY. SCHENECTADY, N. Y.
Address nearest office.
For list of offices see page 940





956
Arc Welding Apparatus
Two methods are employed—
Types of metallic and carbon electrode.
Arc Welding In the former method, the metal
of electrode is added to the
Apparatus weld, producing greater strength
- and smoother appearance. This
is the only method which will deposit metal successfully
on overhead surfaces. The carbon electrode method
- used for building up metal,
plugging holes in castings,
welding and joining parts
where strength and appear-
ance are not so essential or
where surface is to be
planed off. Greater speed
can be attained with carbon
electrodes because of greater
current capacity. The
method of operation is sim-
ilar to soldering process.
The carbon electrode meth-
od is also used for cutting
and melting away metal.
In some cases the tensile
strength of metal in a weld
may be as high as 55,000
to 60,000 lbs. A safe fig-
ure is 40,000 lbs. where work is done by experienced
welders.
Approximate power input required for various sys-
tems ranges from 5 to 15 kw. or kv-a.
Principal types: Constant energy, self-excited gen-
erator; constant energy balancer sets; constant poten-
tial generator with auxiliary equipment; A. C. welder.
All except constant potential type are primarily single-
operator equipments suitable for bare metallic electrode
welding only. Constant potential type may be used as
a single operator equipment for either carbon or metal-
lic electrode welding or a number of operators may
work from one machine. This type also permits use
of carbon electrode for cutting.
Each outfit consists of following apparatus:—
Constant energy, self-excited generator arranged for
belt drive or direct
connected to A. C. or
D. C. motor, or en-
gine, the maximum
motor voltage being
550.
Constant energy
balancer sets of 150
amperes capacity are
suitable only when
I IO to 125 volts D.
C. is available. If
circuit has positive
side grounded, it is
If not, special precaution must
Generator Control Panel
Arc Welding Generator,
Constant Energy Type
entirely satisfactory.
be taken.
Constant potential generators can be direct con-
nected to D. C. motor, A. C. motor, or gas, oil, or
steam engines.
The General Electric Company has developed also
an automatic welder which can be operated from any
of the above D. C. welding generators.
A. C. welders may be used on 60-cycle circuits of
220, 440 or 550 volts maximum. The welder is single
Arc Welding Generator Set, Constant Potential Type
phase, but where several are in use on a polyphase sys-
tem, they may be distributed among the phases to par-
tially balance the load.
Standard capacities of G-E
arc welding outfits range from
150 to 1250 amps. Portable
outfits are made in 3 sizes, 200,
Ratings and
Current
Requirements
300 and 400 amps. ; stationary
outfits in 9 sizes, 150, 200, 300
400, 500, 600, 800, 1,000 and 1,250 amps. Outfits
of 300 to 400 amps. portable can be arranged for 2
operators by adding an auxiliary switchboard panel, as
in case of all stationary outfits.
Current requirements vary with thickness of the
metal to be welded. Maximum for metallic electrode
welding is about 200 amps. Where several operators
are working from one set under average conditions,
it is safe to figure on 125 to 150 amps. per operator,
taking advantage of intermittent nature of operation.
Portable Arc Welding Generator
With Starter and Control Panel
With carbon electrode, light work can be welded
with 150 to 250 amps. Medium welding with carbon
electrode requires 250 to 350 amps. and heavy welding
350 to 500 amps. The capacity of a set used for
cutting depends upon speed required. 300 amps. will
cut light metal, but currents up to 1,000 amps. are de-
sirable for metal 2 in. thick or heavier. Cutting speed
per minute per Ioo amps. For heavy sections this
may be estimated on basis of 93 sq. in. cross-section
figure is somewhat high and for thin sections low.
Bulletin 48932A.
GENERAL ELECTRIC COMPANY. SCHENECTADY, N. Y.
Address nearest office.
For list of offices see page 940




957
Industrial Heating Equipment
---------------------------------------------------------- ------------- -
# The G-E electric rivet heater
i is particularly adapted to ship-
= yard use. It combines low first
G-E Electric
Rivet Heater cost with simplicity of operation,
is foolproof in construction
and gives maximum efficiency.
The advantages of the G-E electric rivet heater are:
No time wasted in starting production.
Rivet heats from inside, giving more uniformity of
heat and best upsetting conditions in shank. Also
minimum of scale forms due to even quality of heat.
. Clean and cool—no smoke, ashes or contaminating
gases, and minimum of heat radiation. Energy used
only when heating rivet, giving high economy by elim-
inating wastage of fuel. High efficiency by localizing
heat in the rivet.
Close heat regulation. Heats rivets from 7%" to 5
in length without adjustment. Heater is portable.
": A transformer rated at 15
Kw. is mounted on angle iron
legs. At the front of the trans-
former, two copper bars are
fitted with heavy electrode
blocks and under these is an-
other copper electrode block which acts as a support
and electrical connection for two rivets. When the
rivets are stood up on the block and the electrodes
allowed to drop on the rivet heads, the circuit is com-
pleted and heating begins. The two top electrodes
may be raised independently by two foot pedals. A
primary tap switch gives all the variation needed for
different lengths and diameters of rivets and rate of
heating desired.
------------------------------------------------------------------------
r/
------------------------------------------
Construction
and Operation
--------------------------------------------------------------------,
Electric Rivet Heater in Use
In operation, the G-E electric rivet heater over-
comes many difficulties encountered with other methods
of heating rivets. Large quantities of rivets are fre-
quently rejected, after having been driven, due to un-
even heating and the consequent failure to upset prop-
erly. The electric rivet heater insures uniform heat-
ing throughout the rivet.
Where rivet heating apparatus must be located in
the holds of ships, the improvement in atmospheric
conditions and the elimination of all difficulty in get-
ting fuel to the heater, make the G-E electric rivet
heater particularly valuable.
= Other Industrial
------------------------------------------------------------------------
The standard sizes of G-E
electric rivet heaters are 5 Kw.
two-jaw, for rivets up to one-
half inch and 15 Kw. two-
jaw, for rivets up to seven-
eighths inch. The two-jaw
heaters are intended to supply the maximum require-
ments of one gang. Bulletin 697ol.
Sizes and Ca-
pacities of Elec-
tric Rivet Heater
G-E
Electric
Furnaces
--------------------------------------------------------------------------
The electric muffle
furnace meets the de-
mand for a convenient,
economical and dura-
ble furnace for tem-
peratures up to about
850° C. For heat
treating carbon steel,
baking vitreous enamel,
experimental purposes,
etc., this furnace is very economical.
For heat treating processes requiring a temperature
from 900 to 1800° F., the Company has developed a
type of electric heating unit which is adapted to either
horizontal furnaces or vertical cylindrical furnaces.
Electric Muffle Furnace
G-E oil tempering baths, elec-
trically heated, afford a uniform
Heated Oil and definite process of temper-
Tempering Baths ing from which the personal ele-
...'... ment, uncertainty, oxidizing and
fire hazard are entirely elimi-
nated. They may be used on either direct or alternat-
ing current. The temperature of the bath can be fixed
within very close limits by regulating switches, a ther-
mometer indicating exact temperatures. The operation
is, therefore, largely automatic and only unskilled labor
is necessary. Bulletin 697OO.
-------------------------------------------------------------------------
Electrically
Metal to be rendered non-
Electric- corrosive is sherardized by be-
Sherardizing Hing electrically heated in the
H Machines presence of zinc. Electric heat
is ideal for this purpose as the
temperature can be maintained
with absolute certainty. Described in bulletin 48926.
The General Electric Com-
------------------------------------------------------------------------->
Metal pany has developed a new elec-
Melting H trically operated device for
Pots melting lead, babbit and similar
metals, called the Self-Regulat-
ing Metal Melter, its principal
feature being automatic heat regulation. Bulletin
69703.
-----------------------------------------------------------------------
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G-E electric heating units are
applied also to the following
Heating forms of apparatus: 1
Equi t Electric Soldering Irons. Bul-
| rºupment letin B 3 5 I 4. Soldering Iron
Muffle Furnaces. Bulletin
69702. Electric Glue Pots, Bulletin 69100. Kettles
for melting compounds, heating oils, solutions, etc.
GENERAL ELECTRIC COMPANY. SCHENECTADY, N. Y.
Address nearest office.
For list of offices see page 940


958
Sprague Electric Hoists and Winches
." Sprague Electric Monorail
Sprague Electric = Hoists are made either floor con-
Monorail H trolled or cage controlled in ca-
Hoists pacities from 4 to 6 tons.
Indoor and outdoor monorail
systems have proved to be great
labor savers in handling materials in shipbuilding and
fabricating.
--------------- ------------------ uununununuintinuuttunº
The electric monorail hoist running on its I-beam
track travels at a high rate of speed and can go any-
where that the single I-beam runway can be supported.
There is a great saving of valuable floor space over
the hand truck method, much less confusion and mate-
rial can be piled high to the best advantage.
RATINGS AND WEIGHTS
Standard Monorail Hoists
Cage Controlled
Handling Ship Plates in the Skinner & Eddy
Shipbuilding Yard
Hoist Trolley Weight of Monorail Hoist
- - - Complete
- Speed Speed Min.
Load Feet Lift No. of Hoist Motor Feet Motor Radius of With With
- Tons per Min. Feet - - Ropes - Type - H. P. per Min. - H. P. Curve Feet open Cage Enclosed cage
2 3o 28 I S I 1% 350 I 8 1835 1960
- I I5 13 2 S I 19% 350 I 8 1865 1990
| I 2O 3o 2 WI 3 350 2 8 I925 2O5O
I 4O 30 2 WI 6 350 2 8 2O45 2170
1% 26 50 2 W2 6 350 4 8 2435 2560
2 IO 15 4. WI 3 350 4 8 1975 2100
2 2O I5 4. WI 6 350 4. 8 2095 2220
2 3O 50 2 W2 9 350 4 8 2535 2660
| 2 35 3 I 2 S 2 6 350 4. 6 2660 3370
2 5O 3 I 2 S 2 Q 350 4 6 2760 3470
3 I3 25 4 W2 6 350 4. 8 2525 2650
3 23 21 3 S 2 6 350 6 6 2670 3380
3 33 is S 2 9 350 6 6 2770 3480
3 50 48 2 S 3 I2 350 6 6 4640 5300
4 I5 25 4 W2 9 350 6 8 2625 2750
4. 17 I5 4 S 2 || 6 350 6 6 27 Io 3420
4. 25 I5 4 S 2 9 350 6 6 281 o 3520
4% 33 31 3 S 3 12 350 8 6 4660 5320
6 25 23 || 4 || S 3 12 350 IO 6 4730 5390
Horizontal Fixed Drum The Vertical Winches are to-
Horizontal Winches are for a variety of Vertical tally enclosed and are ideal for
inch purposes. The winch illus- - outdoor jobs requiring a pull
Winches trated is used for operating the Winches from one to twelve tons. They
derrick boom of a ship building are used on dry docks, and for
crane. A larger size is made warping barges and pulling cars.
for cargo handling aboard ship or on docks.
ELECTRIC forizoNTAL winch ELECTRIC VERTICAL WIN CH
- Lbs. Pull Motor H. P. Speed of Rope Approximate
Lbs. Pull Motor H. P. Speed of Rope Approximate on Rope A. C. D. C. Feet per Minute | Weight of Winch
on Rope A. C. D. C. Feet per Minute | Weight of Winch 12000 10 12 25 2600 Lbs
1000 5 6 100 2200 Lbs. 6000 10 13 50 3éoù is.
2000 10 12 100 2200 Lhs. 4000 10 12 75 2600 Lbs
3000 15 15 100 2200 Lbs. 3000 10 12 100 2600 Lbs.
4000 20 20 100 2200 Lbs | $º i. 12 150 2600 Lbs.
SPRAGUE ELECTRIC works of GENERAL ELECTRIC Co.
527-531 WEST 34TH ST. NEW YORK. N. Y.


959
Falk Marine Reduction Gears
Single Reduction Marine Gear for Compound Turbines, 6000 S. H. P., 1900 to 132 R. P. M., Including
Kingsbury Thrust Bearing.
Marine Reduction Ge a r s
form a necessary and vital part
of all modern turbine driven in-
stallations for the propulsion of
ships because of the fact that
there is a very great difference
between the economical speed of steam turbines and of
screw propellers.
The mechanical reduction gear between the turbine
and propeller enables each to operate at the most eco-
nomical speeds. The same condition is met when screw
propellers for ships are driven by oil engines, although
the difference in economical speeds is not so great in
these cases.
Marine
Reduction Gears
End View with Cover Removed
The types of marine reduc-
tion gears manufactured by The
Falk Company cover the entire
range of requirements for war
ships, passenger and freight ves-
sels driven by steam turbines or
Types of
Marine
Reduction Gears
oil engines.
High powered boats of relatively high speed are usu-
ally furnished with single reduction units with single
or compound turbines, because in such cases the total
speed ratio between turbines and propellers does not
usually exceed from 8 to 16:1, or in extreme cases 20:1.
The double reduction type is usually necessary for
driving cargo boats and other ships of relatively slow
speed and small power. For these drives the smaller
turbines require higher speeds for their most economi-
cal operation, while the propeller speeds average about
90 R. P. M. and in some cases are as low as 75
R. P. M. These combinations require gear ratios with
reductions ranging between 30 and 50:1. Conse-
quently, it is necessary to use a double train of gears to
attain a mechanical arrangement of reasonable propor-
tions.
Reduction gears for oil engine drives are invariably
single reduction, since the difference between the most
economical engine and propeller speeds seldom requires
a gear ratio of more than 2 or 3:1.
"# The Falk Marine Reduction
Gear is a precision product of
the highest order. This Com-
pany is equipped with the larg—
est and most accurate gear
hobbing machines in existence,
and has also built for this purpose a number of special
precision tools which insure the highest degree of ac-
Advantages of
the Falk Gear
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THE FALK COMPANY
MILWAUKEE. WIS., U. S. A.


960
Falk Marine Reduction Gears
-
curacy in the manufacture of the gear frames and
bearings as well as of the gears themselves.
The Falk Company's designs are the result of long
experience in this class of work and include extreme
rigidity and accuracy with perfect accessibility of all
renewable parts. All bearing caps are exposed and the
bearing shells can be changed at sea when necessary,
with a minimum loss of time.
" The Falk Company's her-
ringbone gear plant is the larg-
est of its kind in existence and
is most completely equipped
with every kind of apparatus
necessary for producing this
specialized product on a very large scale. The Plant
is centrally located and well placed for the rapid trans-
portation of its products to any port or shipyard in the
United States.
Facilities
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While the Falk Company's
Engineering Department is ex-
clusively devoted to the produc-
tion of precision herringbone
gears and gear units, the plant
includes, in addition, the largest
open hearth steel foundry west of the Pittsburgh Dis-
trict. This is of immense advantage to the gear busi-
ness because steel castings enter very largely into the
construction of reduction gears, and the continual and
close co-operation between the foundry and engineering
department have made it possible for this Company to
produce steel castings for gears of a quality which has
never been duplicated elsewhere.
Other Products
-->
------"
After End of Double Reduction Marine Gear for Compound Turbines, 2800 S. H. P., 3600 to 90 R. P. M., Including
Kingsbury Thrust Bearings
Castings for stern frames and rudder frames are
also produced in the foundry.
Branch Offices
Efficient service is rendered
by our following Branch Offices
where experienced and trained
engineers supervise new in-
stallations, and follow up the
performance of ships with Falk
geared installations when they come into port.
M. P. Fillingham, 30 Church St., New York, N. Y.
F. W. Grimwood, Rialto Bldg., San Francisco, Cal.
W. O. Beyer, IOO7 Park Bldg., Pittsburg, Pa.
View with Cover Removed
THE FALK
MILWAUKEE. WIS. U. S. A.
COMPANY


961
Twin Oil Strainers
------------------------------------------------------------------------
The Twin Oil Strainer, be-
ing two strainers in one, as-
sures uninterrupted service
through any line in which it is
in placed. This is a considera-
tion of greatest importance in
the operation of fuel oil and lubricating oil systems in
which the interruption of flow would seriously affect
the entire plant. The Twin Oil Strainer is equally
Applications
-
Vertical Section
º
well adapted for use on any other lines which must
be kept free of solids, such as water for turbine bear-
ing glands. The Elliott Company has furnished sev-
eral thousand of these strainers to the different ship-
building companies.
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The Twin Oil Strainer is ar-
ranged for utmost convenience
in operation and adjustment.
The body of the strainer is di-
vided into two compartments as
shown in the horizontal sec-
tion, each of which contains a straining basket as shown
in the vertical section, to catch and retain the solid im-
purities in the oil. By a simple arrangement of the
Features of
Construction
Horizontal Section
valves, the oil is caused to pass through either one of
the straining baskets, while the other, being out of
service, can be cleaned and replaced without interrupt-
ing the flow.
The valves are moved from one position to another
by simply turning the handwheels. If desired, a chain
drive mechanism as shown in illustration, can be fur-
nished to shift both valves at the same time.
The straining baskets are conveniently accessible
through quick detachable doors.
"É Good engineering practice as
first established by the Navy
Department holds that 125
feet per minute should be the
maximum velocity employed in
Determination of
Proper Size
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handling fuel oil in suction
TABLE OF DIMENSIONS IN INCHES
- - - - - - - - -
- - - - - -
- - - t
— — — — — = 4
; : : - ; ; -
- ---- 2 - F.
£ 22 = 3 i =
+ = < − 3 + - :
-" - - - - >
= L – E - E = -
- - - -
E = E = . . = -
** = . . . ;
2 : 3
E. : E --
: - - - - E –
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- -
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tº gº º' tº
-
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tº 3- tº
- - -
- - - - - - -
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:: ** > *
- 3 1? - 3. 5 +
* -- ~~ * *
- - - - tº 1-
- -t -- - - ºr -º
tº tº º is .5
Strainers in the 2 Inch and Smaller Sizes Have Screw
Conncotions.
lines, a velocity of 80 to 100 feet per minute being
recommended. In fuel oil discharge lines, the maxi-
mum velocity permissible is 250 feet per minute.
While lubricating oil is less viscous than fuel oil, the
same limits are generally used, and these limits will, of
course, determine the size of pipe line and of the cor-
responding strainer to be used.
Twin Oil Strainers are standardized for working
pressures up to 125 lbs. per square inch. Strainers of
extra heavy construction can be furnished for work’
ing pressures up to 300 lbs. per square inch. Baskets
for Twin Oil Strainers may be supplied with any size
of perforation from 1/64 inches to 1/16 inch in di-
ameter, the standard being 1/32 inch.
The Elliott Company is also
prepared to furnish all types of
Condensers, Strainers for Water
Service, Oil and Steam Sep-
arators, and Boiler Tube
Cleaners.
Other Products
ELLIOTT COMPANY. PITTSBURGH, PA.




962
Michigan Lubricators and Valves
-----------------------------------------------------------------------
Multiple Geed
Gravity
Oilers
Michigan Multiple Fee d
Gravity Oilers supply oil to a
number of bearings from one
tank or reservoir which can be
located in the most convenient
Radiator
Valves
----------------------------------------
Improved Method of
Handle Fastening
(Pat. Applied For)
place available. They are made
with any number of feeds desired at the purchaser's
option. Each feed has its own regulating screw. The
feeds are banked in groups of from two to six and each
bank is equipped with a snap lever shut off which
starts or stops all feeds in that bank without disturb-
ing the feed adjustment.
17
$ºole
# ,
*L is
*- " ;
Capacity Averages 6 Oz. Per Feed.
i". Our Cyclone Double Con-
Steam nection Lubricator and its Single
i Cylinder Connection mate, the Rural,
Lubricators ºf known all over the world.
‘’” . These lubricators are provided
Tll, with steam heating chambers
which insures perfect operation
in spite of weather conditions.
* †
Hºº &
QTºchigan
|T ºf -
B |
ºA . .
--
f; L. Uſ
ſº * t t -
*º- Single Connection
o-ſl- dº g
T-6 Style—The Rural
Size—A Pt., W.; Pt., V4 Pt., 1 Pt. 1 Qt.
Thread–%, %, %, %, %
Model 10 V With Lock and Shield
We can make any of our Radiator Valves with
lock and shield instead of wood handle. Lock shield
type valves are considered special and are there-
fore not carried in stock but made to order only.
Prices and deliveries on application.
Size. . . . . . . . . . . . . . . . . . . . % 1 114 1% 2
Standard Package. . . . . . . 21 24 12 12 6 6
standard Package weights 1834 lbs. 28 lbs. 22 lbs. 31 lbs. 20 lbs. 30% lbs.
VALVE DIMENSIONS
For All Models
| size No. 1. ~ || 3 4 || 5
PIPE size | ye | 3/4 || 1 1% 192
º º 1 198 1%s 1%g 1%
– 11 V B|2%a 2% ele's 3%als?s|4
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:
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s
73
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40 V § TTTTV, T15, 19e 1% a
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5 V | 1 | 1%a |1%s |1%s 1% a
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7 7 s 7. l 7
1%a 1%g|1% |1%a e's 2%g
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<
MICHIGAN LUBRICATOR CO.
655-669 BEAUBIEN STREET, DETROIT, MICHIGAN








963
Force Feed Lubricators
Hills - McCanna products
have been satisfying the exact-
ing requirements of marine en-
gineers for over thirty years.
Their reputation is well estab-
lished. Years of experience in
ships' engine rooms gave the designers of the Hills-
McCanna line thorough and practical knowledge. The
inevitable result of this sound basis for correct design
is a simple workmanlike product, standardized and un-
changed for over twenty years.
Notable for accessibility.
Hills-McCanna
Products
Glass Body Pump
The Hills-McCanna Com-
pany was first in the field of
force feed lubrication. The
lead obtained by priority has
been maintained through the
perfection of the lubricating de-
vices. The Hills-McCanna force feed oil pump is
well known in every home port and on the high seas.
Force Feed
Oil Pumps
The Sight Feed
The Eye of the Pump
Itſ
The Valve
The Heart of the Pump
We illustrate at the left the original glass body de-
sign, which is particularly well adapted for marine
service.
Below we illustrate a later type of metal body
pump, the particular one shown being a 4-feed single
compartment.
All Hills-McCanna multiple feed lubricators are
built up of complete pump units.
Each unit is independent in action, and can be ad-
justed, disconnected or removed without affecting the
operation of the other units.
Individual feed adjustment, covering a wide range
of regulation.
Sight feed is on the discharge side, and shows oil
actually being delivered—not a drip to be picked
up later.
All working parts on the outside of the reservoir,
easy to clean.
These features are readily appreciated by the marine
engineer, and give the Hills-McCanna pump the name
of the “get-at-able” lubricator.
Separate compartments for different oils in the
larger sizes.
Ratchet driven, taking power from a moving part
of the engine, pump or compressor.
Metal Body Pump
Four Feed
The Valve—A pump is no
better than its valve. The
simplicity of the Hills-Mc:
Canna valve is so apparent, and
its superiority so universally
acknowledged, that no further
comment is necessary.
Imitations are many, but there is only one Hills"
McCanna valve, standardized and unchanged dur-
ing the last generation.
The Sight Feed—Lubrication is not insured unless
Features
The Valve
The Sight Feed
HILLS-McCANNA COMPANY. CHICAGO, U. S. A.
964





- – -
Force Feed Lubricators
it is under the watchful eye of the engineer. The
Hills-McCanna sight feed insures delivery of oil. If
the blinker shows oil feeding the engineer knows his
cylinder or bearing is getting every drop that passes
“the eye of the pump.”
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Multiple Feed
Special Pumps
Special large pumps are built
in sizes from 2-gallon 4-feed to
9-gallon 60-feed.
Multiple oil compartments
for use with different oils.
A lubricator designed for use
on oil and producer gas engines.
The economy of centralized control for the lubrica-
tion of large prime movers is universally acknowledged
by engineers—maximum economy is realized by the
installation of a Hills-McCanna multiple feed pump
as the motive power.
A lubricator that will show a saving of 60% to
80% in oil consumption over hand oiling, giving better
lubrication and more satisfactory feed regulation.
Direct, motor, or belt drive, speed reduction by worm
or ratchet as may be selected.
Standard pump parts and equipment.
Each unit can be separately adjusted to cover a wide
range of oil deliveries.
Flash sight feed on each line to show positive op-
eration.
Not a stock size. All pumps of more than 4-feeds
are designed for the particular service required, and
assembled on order.
Metal Body Pump
Twenty Feed
The same correct design,
Other simple construction and stand-
ardization which charactize the
force feed oil pump are the out-
standing features of all other
Hills-McCanna specialties.
Specialties
ºut. -
Gauge Cock
#" The Hills-McCanna gauge
cock is quick acting, nonleaking
and heavily constructed. Rug-
ged proportions, ample port
area, and superior metals all
-- combine to make a long-lived
High Pressure
Gauge Cocks
---
-
-
---
gauge cock.
Seats and stems oversize to allow for re-grinding.
Easily replaceable at low cost, and with minimum in-
stallation expense.
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Fusible pervision of the best obtainable
material by careful workmen.
The popularity and demand
for Hills-McCanna plugs is due
to the quality of the metal shell,
superior finish, and generous proportions.
Boiler Plugs
Designed by practical marine
engineers for continuous serv-
1Ce.
Strict adherence to the Hills-
McCanna policy of quality re-
gardless of price has developed
a swing joint of high grade material, carefully ma-
chined for long life.
A set will feed and remain tight as long as the
engine will run.
Marine
Swing Joints
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LUBRICATORS
Capacity Feeds Reservoir Weight Code Word
Pint, glass . . . . . . . . . . . 1 3%x4 11 Admirable
Quart, glass . . . . . . . . . . . 1 4%x6 16 Beneficial
Pint, metal . . . . . . . . . . . 1 5%x614 16 Artistic
Quart, metal . . . . . . . . . . 1 6%x7% 23 Blameless
Quart, metal . . . . . . . . . . 2 6%x7% 25 Boastful
Half Gallon, metal . . . . . 1 7%x8% 25 Capital
Half Gallon, metal . . . . . 2 7%x8% 27 Careful
Half Gallon, metal . . . . . 3 7%x8% 29 Conservative
1-Gallon, metal . . . . . . . 1 9%x10% 34 Dependable
1-Gallon, metal . . . . . . . 2 9%x10% 36 Decorative
1-Gallon, metal . . . . . . . 8 9%x10% 39 Deliberate
1-Gallon, metal . . . . . . . 4 9%x10% 42 Defender
2-Gallon, metal . . . . . . . . 1 11%x12% 44 Earnest
2-Gallon, metal . . . . . . . . 2 11%x12% 46 Easement
2-Gallon, metal . . . . . . . . 3 11%x12% 49 Eclipse
2-Gallon, metal . . . . . . . . 4 11%x12% 52 Educator
HILLS-McCANNA COMPANY. CHICAGO, U. S. A.


965
Ward Water Tube Boilers
--------------------------------------------------------------------------
The Ward Water Tube Ma-
rine Boiler differs from nearly
all others in point of construc-
Distinctive
Features of
Construction
tion by the elimination of all
stay bolts and nipple connec-
tions. It consists of two parts,
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the front header and drum as one piece and the rear
header as another, the front header being flanged and
riveted to the drum throughout its entire length. The
- - -
* * - * * * *
- - - - - - - - - - - - - - - -
-º-º-º-º: -- **********
º
… …,
- - … º … ſº
ºvº
- Jºº-º-º-º-º:
- - - - - - - -
º
-º-º: º
8::
Yº.
§§
#
º
***
Rear Header
accompanying photographs illustrate the construction
of these component parts.
The design and construction of the headers is such
that the flat surfaces are practically eliminated and
the header becomes a number of rectangular passages
or square tubes. The handhole plates and tube plates
are of rolled steel 7% and one inch in thickness, de-
pending on the working pressure. These plates are
connected by means of an “I” section division wall
which is fitted in machined “T” slots running ver-
tically between the alternate rows of tubes, as shown
in the photograph of a section of header, opposite.
This division or stay plate forms a continuous support
and entirely eliminates the necessity for stay bolts and
the consequent liability to leaks and breakage.
"... ." Particular attention is called
Efficiency to the circulation of the water,
of Water as indicated on the cross-section
Circulation view on the opposite page. The
boiler proper is divided into
upper and lower banks of tubes
separated by a row of large down-flow tubes. Experi-
ments have shown that shortly after the fires are
started the water begins to rise in the lower bank of
tubes and return first through the row of large down-
flow tubes. After the boiler begins to steam freely
the water flows down through the upper bank of
tubes indicating that the baffling as arranged secures
the benefit of the counter-current principle throughout
the boiler, resulting in extremely high efficiency.
The efficiency of the Ward Boiler is further in-
creased by the method of baffling. This is of the well
known horizontal type with intermediate baffles in the
larger sizes to insure the gases coming in contact with
all the heating surface.
Special provision is made for the installation of soot
blowers between the tubes, providing effective means
of keeping the generating surfaces free from soot.
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Superheaters fitted in Ward
Boilers are of the simplest post
sible construction, consisting of
a cross passage in the front
header of the boiler and indi-
vidual inlet and outlet headers
at the rear of the boiler. The transverse passage to
the inlet and outlet headers is connected by straight
tubes expanded in the same manner as the boiler tubes.
The individual headers at the rear of the boiler provide
for the expansion between the inlet and outlet side of
the superheater. The superheater tubes can be with-
drawn for repairs, if necessary, through the handholes
the same as an ordinary boiler tube. The superheater
tubes are cleaned by the same soot blowers as the
boiler tubes.
Superheaters
-----------------------------------------------------------------------
Enlarged Section of Header
THE CHARLES WARD ENGINEERING WORKS
CHARLESTON. W. V.A.
Eastern Agent—Kearfott Engineering Co., Inc., New York.
966











tº-
Ward Water Tube Boilers
Section Through Ward Water Tube Boilers
-------------------------------------------------------------------------
Ward Boilers are of such a
design that comparatively large
units can be shipped complete
ready for installation without
any work on the part of the
purchaser except the lining of
the furnace with fire brick. The illustration below
shows a shipment of two Ward Boilers, heating sur-
face 2,250 sq. ft., grate surface 55.8 sq. ft., steam pres-
sure 225 pounds.
It is the practice to carry in stock material for a
Shipment and
Deliveries
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Ward Boilers Loaded on Cars for Shipment
number of boilers. The plant is, therefore, usually
in a position to make early deliveries.
-
-------------------------------------------------------------------------
= --- - Evaporative tests of a Ward
High Efficiency Boiler conducted by a Board of
Shown in U. S. Naval Engineers showed
Evaporative Test an evaporation of 16.73 pounds
- of water per pound of oil and a
corresponding efficiency of 81.68
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per cent
Evaporation per sq. ft. H. S. 5.74 9.13 11.34
Pounds oil per sq. ft. H. S. . . .343 .554 .70
Evaporation per lb. oil. . . . . 16.73 16.48 16.21
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Ward Boilers can be suppledi
to use either coal or oil as fuel.
They are built in standard sizes
with two inch tubes ranging
from 1,000 to 7,000 sq. ft. of
heating surface each.
It is, of course, desirable to use standard sizes wher-
ever possible. Ward Boilers, however, can be adapted
to fit almost any space or conditions, as the dimensions
can be varied to meet special requirements of floor
space and height.
Dimensions of standard sizes shown on following
page.
Capacities.
Sizes. Etc.
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THE CHARLES WARD
ENGINEERING WORKS
CHARLESTON, W. V.A.
Eastern Agent-Kearfott, Engineering Co., Inc., New York.


967
Data on Ward Water Tube Boilers
|; I
U
Dimension D
varies from
21” to 26”.
H-8- -
A - -- - B - e-e ——
Size is given in table in sections wide and num of tubes high. Heating Surface is calculated for tubes only.
Weight is given in short tons of 2000 lbs. Grate Bar Length of 6’—6" is used.
Weight . H.S. Weight H.S.
--- G.S. →-- G.S
Size H.S. G.S. Boiler Water A C Size H.S. G.S. Boiler Water A. C
12 1449 19.2 3.0 117–11 * 36.0 12 2899 32.7 5.0 11'-11” 36.0
14 1675 20.5 3.3 12’- 5” 41. 0 14 || 3350 34.9 5.6 12’- 5* 41.0
12 | 16 || 1900 | 40.6 22.2 3.6 7'-6" 12'-11 " || 46.4 || 24 | 16 || 3802 || 82.0 37.3 6.2 13'-1034 " | 12'-11" | 46.4
18 2126 23.4 3.9 13’- 5* 52.0 18 4253 39.2 6.8 13’- 5* 52.0
20 2239 25.0 4.2. 13’-11” 54.7 20 4.478 41.5 7.4 13’-11” 54.7
12 1570 20.3 3.1 11’–11 * 36.0 12 || 3020 33.9 5.2 11'-11” 36.0
14 1815 21.7 3.5 12’- 5* 41.0 14 || 3490 36.1 5.8 12’- 5* 41.0
13 | 16 || 2059 || 44.1 23.4 3.8 8’-34 ° 12’-11” 46.4 || 25 | 16 || 3960 85.5 38.6 6.4 || 14- 5* 12’-11" | 46.4
18 2304 24.8 4.1 13’- 5" 52.0 18 4430 40.4 7.0 13’- 5" 52.0
20 2426 26.4 4.5 13’-11” 54.7 20 || 4665 42. S 7.6 13’-11” 54.7
12 1691 21.5 3.3 11'-11” 36.0 12 || 3141 35.0 5.4 11’-11” 36.0
14 || 1954 22.9 3.7 12’- 5* 41.0 14 || 3630 37.3 6.0 12’- 5* 41.0
14 16 2218 47.5 24.7 4.0 S’–634. " 12’-11” 46.4 26 16 || 4118 S.S. 9 40. 1 6.6 14'-1134 " | 12'-11” 46.4
18 2481 26.1 4.4 13’- 5" 52.0 18 4607 42.1 7.3 13’- 5* 52.0
20 2112 27.8 4.7 13’-11” 54.7 20 4852 44.2 7. 9 13’-11” 54.7
12 1812 22.6 3.5 11’–11" 36.0 12 3261 36. 1 5.6 117-11” 36.0
14 || 2:09.4 24.1 3.9 12’- 5" 41.0 14 || 3769 3.S. 5 6.2 12’- 5” 41.0
15 16 || 2376 51.0 25.9 4.2 9'-1 º' 12’-11” 46.4 27 16 4277 92.4 41.4 6.9 15’- 534. " 12’-11” 46.4
18 26.58 27.4 4.6 13’- 5" 52.0 18 47.84 43.4 7.5 13’- 5* 52.0
20 2799 29.2 5.0 13’-11” 54.7 20 5038 45.5 S. 1 13’-11” 54.7
1932 23.7 3.7 11’–11 * 36.0 12 || 3:38.2 37.3 5.7 117–11" 36.0
14 2234 25.3 4.1 12’- 5 * 41 - 0 14 || 3909 39.6 6.4 12’- 5” 41.0
16 16 2534 54.4 27 3 4.5 9-71; " 12'-11” 46.4 28 16 || 4435 95. S 42.7 7.1 16’ 12’-11” 46.4
18 2835 2S. 7 4.9 13’- 5" 52.0 18 49.62 44. S 7.7 13’- 5* 52.0
20 2986 30.5 5.3 13’-11” 54.7 20 5225 46.4 S. 4 13’-11” 54.7
12 2054 24.8 3. 8 11'-11” 36.0 12 || 3503 38.4 5.9 117–11 * 36.0
14 || 2:373 26.5 4.3 12’- 5" 41.0 14 || 4048 41.0 6.6 12’- 5” 41.0
17 16 2693 57. 9 28.4 4.7 10^-2" 12'-11” 46.4 29 16 || 45.94 99.3 44.0 7.3 16’— 6% " 12’-11” 46.4
18 3012 29.9 5.1 13’- 5" 52.0 18 5139 46. 1 S. 0 13’- 5” 52.0
20 3172 31.8 5.5 13’-11” 54.7 20 5411 48.3 S. 7 13’-11” 54.7
- -
12 2174 26.0 3.9 11’–11" 36.0 12 || 3624 39.5 6.0 117–11 * 36.0
14 || 2513 27.7 4.4 12’- 5" || 41.0 14 || 418.8 42.2 6.8 12’- 5" || 41.0
18 16 2851 61.3 29. S 4.9 10'-S 14 " 12’-11” 46.4 30 16 || 4752 102.7 45.2 7.5 17- 1 º' 12'-11” 46.4
18 || 3:190 31.3 5.3 13’- 5" 52.0 18 - 5316 47.4 S. 2 13’- 5" 52.0
20 || 3359 33.3 5.8 13’-11” 54.7 20 5598 49.6 6.9 13’-11” 54.7
- - -
12 2295 27.1 4.1 11’–11" 36.0 12 3745 40.7 6.2 117-11 " 36.0
+14 2652 28.9 4.6 12’- 5 ° 41.0 14 || 4328 43.4 7.0 12’- 5" 41.0
19 16 .3010 64. S 31.0 5.1 11'-234. " 12’-11” 46.4 31 16 || 4910 || 106.2 46.5 7.7 17'- 7 J4 " 12’-11” 46.4
18 || 3369 32.6 5.6 13’- 5" 52.0 18 5,493 48.8 S. 5 13’- 5" 52.0
20 ! 3,545 34.6 6.0 13’-11” 54.7 20 57s5 51.0 S. 2 13’-11” 54.7
--- -
12 2416 28.2 4.3 11'-11” 36.0 12 || 3866 4.1.8 6.4 117-11” 36.0
14 2792 30.1 4.8 12’- 5” 41.0 14 || 4467 - 44.6 7.2 12’- 5 ° 41.0
20 16 || 316S 68.2 32.3 5.3 11'-9" 12'-11” 46.4 32 16 5069 || 109.6 47. S 8.0 18/- 134 " 12’-11” 46.4
18 3544 33.9 5.8 13’- 5" 52.0 1S 5670 50.1 S. 7 13’- 5 º' 52.0
20 3732 36.0 6.3 13’-11” 54.7 20 5971 52.2 9.5 13’-11” 54.7
--- -
12 2537 29.3 4.5 11'-11” 36.0 12 || 3986 42.9 6.6 117–11 * 36.0
14 || 29.31 31.3 5.0 12’- 5* 41.0 14 || 4607 45.8 7.4 12’- 5* 41.0
21 16 || 3326 71.7 33.5 5.5 12'-3%" | 12'-11" | 46.4 || 33 16 || 5227 | 113.1 49. 1 8.2 | 18- 834 " | 12'-11” 46.4
18 3721 35.3 6.1 13’- 5* 52.0 18 5848 51.5 S. 9 13’- 5” 52.0
20 39.18 37.4 6.6 13’-11” 54.7 20 615S 53.7 9.7 13’-11” 54.7
12 265s 30.5 4.7 11'-11” 36.0 12 4107 44.0 6. S 117-11” 36.0
14 || 3071 32.5 5.2 12’- 5 ° 41.0 14 || 4746 47.0 7.6 12’- 5” 41.0
22 | 16 || 3485 75.1 34.8 5.8 12'-934 " 12’-11” 46.4 34 16 || 5386 116.5 50.4 S.4 19'- 2%." | 12'-11” 46.4
18 || 3898 36.5 6.3 13’- 5* 52.0 1S 6025 52.8 9.2 13’- 5* 52.0
20 4105 38.7 6.8 13’-11” 54.7 20 6344 55.1 10.0 13’-11” 54.7
12 || 2778 31.6 4.8 11'-11” 36.0 12 4428 45.2 7.0 117-11” 36.0
14 || 3211 33.7 5.4 12’- 5* 41 - 0 14 || 4886 48.2 7. S 12/- 5 ° 41.0
23 16 || 3643 78.6 36.1 6.0 13’-434. " 12’-11” 46.4 35 16 || 5544 | 120.0 51.6 S. 6 19'- 9 " 12’-11 * 46.4
18 4076 37. 9 6.5 13’- 5* 52.0 18 6202 54. 1 9.4 13’- 5* 52.0
20 4292 40.1 7.1 13’-11” 54.7 20 6531 56.1 10.2 13'-11” 54.7
THE CHARLES WARD ENGINEERING WORKS
CHARLESTON, W. VA.
Eastern Agent—Kearfott Engineering Co., Inc., New York.





968
Ward Boilers, Dyson Type—River Steamers
littiitiittitutiittitutiunitiitiitiitiitiitiitiiiuuuuuuuuun-
There is a growing demand
for high powered boilers of ex-
treme light weight with a high
degree of superheat. To meet
this demand The Charles Ward
Engineering Works has pur-
chased the patent rights issued to Admiral C. W. Dy-
son, U. S. N., Washington, D. C., covering the design
of an express type of boiler and superheater. These
boilers can be built in a very wide range of sizes, if
necessary, up to
Dyson Express
Type Boiler
------------------------------------------------------------------------
i". The Charles Ward Engineer-
H Shallow-Draught ing Works also specialize in the
i River design and construction of River
i Steamers Steamers and vessels of similar
im.… character, particular attention
being given to steamers of the
Twin Screw Tunnel Type, for service on inland rivers.
Vessels of this type are shown on pages 456 to 462 of
the Ship Plan Section. The photographs reproduced
illustrate two of these boats, as built by The Charles
Ward Engineer-
12,000 sq. ft. of
heating surface,
for almost any
working pressure,
with or without
superheaters.
The super-
heaters are of
such a design
that they are of
generous propor-
tions, free from
extremely long
tubes and pro-
vide unrestricted
flow for the
steam, eliminat-
ing the loss or
drop due to ex-
ceedingly high
velocities. This
boiler is clearly
ing Works.
The Twin
Screw Tunnel
Type of con-
struction is par-
ticularly adapted
for fast passenger
and freight
steamers and for
high powered
towboats, where
restricted draught
is necessary. It
secures the higher
efficiency of the
screw propeller,
over the paddle
wheel, yet has all
the manouvering
qualities of the
latter. Rapidity
and certainty of
shown by the ac-
companying cut,
which shows the
accessibility of
the tubes both in the boiler proper and the superheater.
If repairs are needed to the superheater tubes the upper
drum can be disconnected and thrown over into
the space occupied by the uptake thus permitting re-
newal or removal of the tubes. These boilers are ex-
tremely light in weight and will stand excessive rates
of evaporation.
Full details on Dyson Express Type Boilers, of any
specific size or capacity, will be supplied promptly.
The Charles Ward Engineering Works is also fully
equipped to co-operate with designers and shipbuilders.
Shallow-Draught River Towboat “Clairton”
Dyson Express Type Boiler
handling is a n
important factor
in the design of
river steamers.
The tunnel construction permits the use of a screw
propeller of sufficient size, on a reduced draught. The
steamer A. M. Scott, for example, is 150 feet long with
26 foot beam, and draws but 3 feet with 70 tons of
coal aboard. The towboat James Rumsey, with length
120 feet and beam 22 feet, draws less than 30 inches
with 40 tons of coal aboard.
The Charles Ward Engineering Works is prepared
to advise regarding the best type of Shallow-Draught
River Steamer for any particular service and to design
and build the vessel.
Shallow-Draught River Steamer “Inspector”
THE CHARLES WARD ENGINEERING WORKS
CHARLESTON, W. V.A.
Eastern Agent—Kearfott Engineering Co., Inc., New York.


969
Deck, Engine and Boiler Room Equipment
As direct marine representa-
tives of manufacturers of high
grade machinery we are able to
offer not only direct factory
prices, but also the services of
our staff of experienced en-
gineers who are conversant with every type of mar-
ine installation and practice. -
Our organization presents the great advantage of
being able to supply a complete ship equipment, thus
insuring balance and correct relation of auxiliaries to
main equipment.
Among our customers are the largest shipyards in
the country, to whom we have furnished equipments
wholly or in part for boats built for the Shipping
Service
Board, Navy, War Department and Merchant
Marine.
i ; Our compound and triple ex-
5 - # pansion engines built in stand-
Engines # ard sizes for tugboats and ships,
i # are carefully designed and con-
= # structed to withstand hard serv-
ive. Our engines meet the in-
stant approval of operating engineers due to their
simplicity, accessibility and ease in handling. All sizes
from 200 to 32OO IHP are available.
Ward Water Tube Boilers,
fully described on pages 966 to
# 969, are well known for their
# excellent steaming qualities. In
# a test conducted by a Board of
U. S. Naval Engineers the
Ward Boiler showed an evaporation of 16.73 pounds
of water per pound of oil and an efficiency of 81.68
per cent.
We are prepared to advise the type and size of boilers
to meet fully any conditions of marine service, and to
submit specifications on any particular installation.
Boilers
We can furnish main and
auxiliary condensers in various
sizes, together with combined
pumping equipment, to meet the
; most exacting requirements. The
Shipping Board and the Navy
have purchased a large number of condensers from us.
In this vitally important part of propelling equipment
of a vessel, we offer the highest grade apparatus backed
by an engineering organization which insures the proper
co-ordination of all parts of the condensing outfit.
Condensers
The design and operation of
the Terry Steam Turbine, fully
described on page IO41, adapts
it particularly for use as an aux-
# iliary drive in marine service.
Simplicity gained by the use of
a single, solid wheel totally enclosed in horizontally
split casing results in extreme reliability, low cost
of maintenance and true accessibility to all wear-
Turbines
ing parts. The flow of steam being at right angles
to the shaft eliminates end thrust which is always a
source of trouble and repair. Pump, blower and gen-
erator units of various sizes have been furnished to
the Navy and Merchant Marine.
The Lillie double effect vapor
reversing evaporator is de-
Evaporators signed for continuous opera-
i # tion. The patented vapor re-
: versing feature has enabled
this evaporator to stay in con-
tinuous service under Government test for 720 hours
with no diminution in capacity or cleaning during the
entire run or at the conclusion of the run. Guaranteed
to produce 1.8 lbs water per pound of low pressure
(5 lbs.) steam with ease. This apparatus makes it
possible to dispense with make up feed for boilers and
insures fresh water at all times. Our equipments are
in every day operation in ships of the U. S. Navy. In-
vestment in a Lillie evaporator will pay for itself in
two trips due to saving in space and weight formerly
required for make up boiler feed.
É
Our fan equipments are de-
signed for induced and forced
draft service in any capacity
required. Our vertical and
horizontal turbine driven fans
are noted for their efficiency,
low upkeep and ease of operation. We furnish re-
ciprocating engine sets especially designed with a view
to compactness and durability.
Mechanical
Draft
# Complete equipments of
Deck # winches, windlasses, capstans,
ſe à steering engines, etc., can be
Machinery # furnished in all sizes. Our line
# of deck machinery has proved
its high quality through many
years of hard service and has the endorsement of both
the shipbuilder and the ship operator.
We can recommend and sup-
# ply both direct acting and cen-
Pumps # trifugal pumps to meet the most
exacting requirements of the
# shipbuilder or naval architect.
We have furnished complete
pumping equipment on many of the boats built by the
Emergency Fleet Corporation, and other contractors.
Our pumps have the approval and recommendation of
all users.
i
We can supply in all sizes
and types anchors of recognized
reputation at satisfactory prices.
Stud link ch a in to both
; American Bureau and Lloyd's
dimensions made in all sizes for
Chains and
Anchors
early shipment.
KEARFOTT ENGINEERING CO.
95 LIBERTY ST., NEW YORK CITY
970
Almy Water-Tube Boilers
Successive Stages in the Construction of the Almy Water Tube Boiler
Boilers of this type are desig-
- nated as Classes D and E.
º: of Tubes in both classes are I"
i esign Standard Pipe Size. Class D
= has a Single Fire-box. Class
Two Fire-boxes.
E
The heating surface of the double tube type con-
sists of side and fore-and-aft sections made up with
four series of tubes in each section.
The side sections (C) rise from the bottom manifold
(A) to a proper height to form the crown of the
nace and back again, then rise vertically to the top
manifold (B).
The fore-and-aft sections (D) rise from the top
of the back bottom manifold (A) to a proper height
and pass over the side sections, connecting to the top
manifold (B) at the front. These sections are con-
nected to the bottom and top manifolds by unions and
nipples.
Tubes of this class are 5/16" outside diameter, and
18 thick unless otherwise specified. The height below
is based on having 20" height of ash pan for Class D
and 24" for Class E and height of fire-boxes 26".
fire-box. They then extend half way across the fur- Higher fire-boxes may be furnished.
LIST OF SOME OF THE SIZES
Class D Class E
Width Leºth Total Grate Heating wº º#y wºn Leºth Grate Heating Total wº#y
cºins cºing Hºt ź. Surface (Water Casing Casing Area Surface Height º
Adds 10%) adds 10 / )
In. In. In. Sq. Ft. Sq. Ft. Pounds In. In. Sq. Ft. Sq. Ft. Pounds
61% 65% 95 19.0 672 10700 79% 89% 33.05 1342.2 103.8 19,000
65; 65; 95% 20.3 703 11300 86.; 89% 36.72 1419.4| 105.9 19,900
65; 68% 95% 21.6 740 11800 86.; 92% 38.34 1474.1 106.1 20,630
68% 68% 96% 22.9 772 12200 93% 89% 40.39 1499.2 108.0 20,800
68% 72; 96% 24.3 820 13100 993; 89% 44.06 || 1580.8 110.1 21,700
72; 72°, 97.7% 25.7 844 13400 993; 92}} | 46.00 1639.7 110.3 22,400
72; 75% 97% 27.2 883 14100 993; 99}} | 49.87 1757.9 110.7 23,700
72*, 853; 98 31.5 1004 16100 1063: 95% 51.92 || 1781.0 112.6 23,900
75% 89% 98.7% 34.8 1088 17400 1063: 99}} | 54.02 1842.3 112.8 24,600
ALMY WATER-TUBE BOILER Co.
PROVIDENCE. R. I.

971
Marine Boilers
"...","...","..." ... The Badenhausen Marine "..."." "," An increase of heat applica-
Satisfying the H Water-Tube Boiler is satisfy- Unlimited # tion simply increases the steam
Demand for Hing the demand made today by Overload H production with a corresponding
Better Boilers H the Marine Engineering Pro- Without Waste H increase of speed of the current
imi fession for boilers to be oper- # through the tubes; hence the
ated at higher pressures than heat transfer in the Baden-
heretofore, to meet the demands of modern engine de- hausen Boiler is bound to be unlimited with the re-
Sign. sult that it can meet the demand, on the instant, tests
The Badenhausen Boiler is
essentially different from other
marine boilers in that it em-
bodies the best and soundest
circulation theory known in
the engineering world, and has
the additional feature of de-
livering, at the boiler outlet,
steam that is not only dry, but
also superheated to a guaran-
teed average of Io F.
Gurney's tests, m a d e in
1825, proved the most success-
ful shape of vessel for rapid
generation of steam to be a
tube bent round in the form of
a hoop or ring, with an open-
ing near the top for escape of
steam. Partly filling this ring
with water and applying heat
by a lamp causes the water to
circulate swiftly and quietly
have proved, for any overload
of which the furnace is capable
of producing. The furnace is
designed for efficient combus-
tion. The correct placing of
the simple baffling directs the
gases against the entire heat-
ing surface of the boiler, and
the water current in the boil-
er moves on swiftly, quietly,
and through the continuous,
unrestricted path, thoroughly
absorbing all available heat
throughout the range of the
heating surfaces. The low es-
caping gas temperatures re-
sulting therefrom, eliminate
the wasteful and dangerous
overheating of boiler settings
and breechings. This is evi-
dent in every installation of
the many thousands of square
feet of Badenhausen water-
through an unrestricted path.
tube boilers. This feature is
John P. Badenhausen de-
signed and perfected the of particular advantage in ma-
Badenhausen Water-Tube Demonstration of the Continuous Unrestricted rine service where flexibility of
Boiler on this principle. Steel Circulation in the Badenhausen Marine power is an important factor.
drums are connected by steel Water Tube Boiler
tubes to form a perfect cycle
of circulation. Herewith is shown the glass ring
superimposed upon a cross-section of the boiler. The
positive, continuous, unrestricted circulation of the
--------------------------------------------------------------------------
The steam is carried over to
drum 4 from drum 3 through
Features of
steam tubes so advantageously
water in the glass ring is carried out practically in the Construction exposed to the hot furnace gases
boiler. The strong Water Current moves in the direc- uuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuu" aS to thoroughly dry and super-
tion of the arrows and prevents any part of the boiler heat the steam Io degrees Fahr.
from being left dry to the action of the fire. (many degrees higher oftentimes) at any rating. When
- Nº º
-
BADENHAUSEN CO., PHILADELPHIA, PA.


972
Marine
Boilers
Installation of Badenhausen Marine Water Tube Boiler
high degrees of superheat are desired, we install Sim-
plex Superheaters.
The method of flexible, as well as secure, support
provides free expansion for all parts. This insures
safety, long life, and little repairing or renewing of
parts. Whatever may be the variations in tempera-
ture, there is no likelihood of tubes being distorted or
torn from the drums.
The Badenhausen Marine Water-Tube Boiler ful-
fills the severest marine boiler inspection requirements.
The absence of all flat-stayed surfaces, stay-bolts, stay-
tubes, crow-foot braces, and strong backs, forms a con-
spicuous feature. The simplicity of the parts of the
Badenhausen boiler and their convenient sizes assure
easy handling for “knocked down” shipment.
Boiler can be inspected and cleaned inside by open-
ing the hinged drum manhole doors and entering the
drums bodily. A water turbine cleaner passed through
every tube will cut out all scale. Tubes are spaced
alternately 5% and 334 inches apart throughout the
length of the drums. Hence every part of heating sur-
face can be touched by the hand and only one hour's
time of one man is needed to replace the most remote
tube. Soot is efficiently removed by steam lance from
Our Cornwells, Philadelphia, Plant
the front, or by mechanical cleaners. Baffling is
simple, durable, and readily kept in proper condition.
The furnace is adaptable to hand firing, stoker fir-
ing, or to equipment for oil burning.
The Badenhausen Marine
Water-Tube boiler is built in
sizes required to contain the
quantity of water best adapted
imi to the service demanded, hence
dimensions and weights vary to
meet varying conditions. The following data covers
a popular size:
-----------------------------------------------------------------------
Typical
Boiler Data
Boiler heating surface. . . . . . . . . . . . . . . . . . 3210 sq. ft.
Width overall, including casing. . . . . . . . 12 ft. Io in.
Height overall to steam outlet. . . . . . . . . . . 15 ft. 6 in.
Greatest depth at base, including casing. 12 ft. 7% in.
Diameter of drums No. 1, No. 2 and No. 3. . . .30 in.
Diameter of drum No. 4. . . . . . . . . . . . . . . . . . . . 8 in.
Length of each drum. . . . . . . . . . . . . . . . . . . . . . . 12 ft.
Diameter of tubes. . . . . . . . . . . . . . . . . . . . . . . . 2% in.
Spacing of tubes throughout length of
drums. . . . . . . . . . . . . . . . . . . . . . . . . 5% and 3% in.
Average length of tubes. . . . . . . . . . . . . . . . . . . . . . 8 ft.
Number of tubes. . . . . . . . . . . . . . . . . . . . . . . . . . . 57O
Water capacity of boiler. . . . . . . . . . . . . . . 18,530 lbs.
Weight of empty boiler. . . . . . . . . . . . . . . . . 82,000 lbs.
F-º
~
TN -
H- -
sº
--- Cross Section of
HPZłº Badenhausen
% Marine Water ###
tº Tube Boiler. **
----------------------------------------------------------------------
Our plant is located at Corn-
Our Plant and wells, near Philadelphia, where
Engineering we build the Badenhausen
Facilities Water-Tube Marine Boiler, the
Simplex Superheater, Scotch
Marine Boilers, and also Ma-
º rine Engines. This plant is lo-
cated on the Pennsylvania Rail-
road and Delaware River where
large steamers can be accommo-
dated. Our expert engineers
are always available. Our Phil-
adelphia, New York, and San
Francisco offices will furnish,
upon request, detailed informa-
tion to boiler owners and op-
erators who desire further in-
formation on the Badenhausen
Marine Boiler or our other
products.
BADENHAUSEN CO., PHILADELPHIA, PA.



973
Marine Water-Tube Boilers
* - /
- -
-----------------------------------------------------------
The Wickes Boiler is of the
marine water tube type, with
straight tubes expanded into a
continuous steel plate, one-joint
headers, and is stayed with
hollow steel staybolts. It is de-
signed for burning coal or fuel oil.
The boiler is built to conform to the general rules
and regulations prescribed by the Board of Supervis-
ing Inspectors of the Steamboat Inspection Service,
Department of Commerce.
Type of
Construction
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The headers of the Wickes
Boiler are constructed entirely
of open hearth steel plates, so
formed as to be closed by one
hydraulically riveted seam. The
caulking edge is visible when
the boiler is in operation and may be caulked under
pressure if necessary.
Headers
-----------------------------------------------------------------------
The steam drum is 42 inches
inside diameter, of open hearth
Drums steel plate, made in one length,
with longitudinal seam butted
and strapped inside and out-
side and triple riveted, as
shown. The butt straps are pressed to the proper
curvature of the drum before assembling for riveting.
The drum heads are dished under pressure and the
edges and flange turned off in a boring mill.
-
-
-
º
-
-----------------------------------------------------------------
All plates have the edges
planed to a bevel for caulking.
Rivet holes are drilled from the
outside after plates are assem-
bled; and before riveting, which
is done with hydraulic pressure
where possible, the plates are dismantled, all burrs
removed, oil cleaned off, and reassembled and closely
bolted. Holes for tubes and staybolts are drilled full
size from the solid plate; not punched and reamed.
Shop
Operations
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The baffles consist of 3 inches
of monolithic tile, backed up by
- Baffles cast iron segments. This ar-
rangement compels the products
- of combustion to cover every
foot of the heating surface with-
out possibility of short circuiting.
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------------------------------------------------------------------------
There is no wrapper sheet in
the header and no riveted joints
near the fire. All rivets in the
header are driven hydraulically.
One rive t e d seam and one
caulked joint in the header are
visible at all times. There is a large water supply to
the tubes, and the tube space is arranged to provide
wide tube ligaments. Free liberation of steam is se-
cured without counter-currents. Soot is cleaned
through simple and adequate doors in the sides of the
casing. Front and rear passes can also be cleaned
through hollow staybolts in the headers.
Points of
Excellence
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WICKES BOILER CO., SAGINAW. MICH.

O74
Page Water Tube Boilers
s
Sectional Views of the Page Water Tube Boiler
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The Page Boiler was de-
signed to perform not only the
established and essential func-
tions of any high-grade boiler,
but to fulfill two additional re-
quirements, the need of a
boiler capable of generating high capacity in small space
and of such a design and size that it can easily be de-
livered through a small opening. The Page is the most
compact and the greatest producer of steam per cubic
foot of space occupied.
Distinctive
Advantages
---------------------------------------------------------------------
------------------------------------------------------------------------
Weight, Weight
Distribution,
The weight of the Page
boiler varies directly with each
additional horsepower, and is
figured on the basis of 150 lbs.
per H.P. A 2000 H. P. Page,
for example, weighs 300,000
lbs. For every horsepower ten sq. ft. of heating surface
is used.
The Page Boiler is so constructed that its weight is
equally distributed at all four corners with its center
of gravity at approximately the actual central point.
Heating Surface
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The Page boiler consists vir-
tually of two boilers in one—
a double capacity boiler con-
densed in a minimum amount
of space, and directly exposed
to heat convection from the
fuel bed. The entire boiler and furnace enclosure con-
sists of an air tight steel casing lined with asbestos
cell-board throughout and an additional furnace lining
of durable fire brick. The unique feature of its con-
struction is the arrangement of water tubes, which
consist of a series of vertical tubular sections each hav-
ing an independent water intake from upper drum and
outlet to steam drum, the number of sections depend-
ing on the capacity of the boiler. Tubes are inclined
at a pitch of 1 inch per ft. more than in most tube
boilers and are 3 inches in diameter, which offers a
greater heating surface per unit of volume than could
be obtained with tubing of larger diameter. The tubes,
as shown on the cut, are arranged in two series of sec-
Construction
-----------------------------------------------------------------------
tions, one arranged diagonally across the boiler in one
direction and the other half in the opposite direction,
thereby breaking up the gases very effectively. The
alternate crossings of tubular sctions act as vertical and
horizontal baffles in the center of the boiler and cause
gases to flow to the extreme ends of the tubes. With
this one pass boiler a three-pass effect is accomplished.
Page boilers are built for working pressures up to
500 lbs.
summºn Page boilers frequently show
efficiencies of from 72 to 75
per cent. Water can easily be
raised from 200° Fahrenheit
to boiler pressure in 30 minutes.
An important feature of the
Page boiler is its compactness and small over-all di-
mension without sacrifice of capacity. By the unique
interwoven arrangement of water tubes and the elim-
ination of bulky brick settings, the entire boiler is con-
centrated into a remarkably small space. Boilers un-
der 300 H.P. can easily be passed through a 4 ft. by
4 ft. opening. Page boilers are shipped knocked down
and completely erected by us on the foundation.
Efficiency
-----------------------------------------------------------------------
The Page soot cleaning at-
tachment consists of a per-
forated pipe hung just below
the water drum. When in op-
eration, steam exhausts from
the perforations in jets which
are caused to strike directly against every tube by the
oscillating motion of the pipe. Soot or ashes can be
quickly blown from all sections without causing loss
in efficiency due to in-rush of air by opening doors.
Sediment is easily removed by opening blow-off
valves at one end of each of the two mud drums be-
low the lower headers. These headers act as filters
through which precipitation and scale forming ele-
ments settle into the mud drums below.
The Page Boiler Co. maintains an engineering serv-
ice department capable of giving expert advice on Ma-
rine Boilers, without obligation.
Soot Cleaning
and Sediment
Removal
------------------------------------------------------------------------
PAGE BOILER CO.. CHICAGO, ILL.


975
Marine Boilers
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Since 1882 the Heine Safety
| Manufacturing Boiler Company has been build-
É Faciliti Hing water tube boilers. At
i acIIILIeS # present two modern factories,
º- at St. Louis, Mo., and
Phoenixville, Pa., are supplying
the demand for high grade steam boilers. The Heine
Company has built marine boilers for a number of
years and during the war produced boilers for more
than one hundred ships. The first boilers were of
the “longitudinal drum” type, but by far the greatest
output has been of “cross drum” boilers, which have
shown themselves superior for marine service, and
have therefore been standardized as the Heine Ma-
rine Water Tube Boiler.
": The Heine Water Tube
- T - - # Marine Boiler consists of two
simplicity H box headers, straight tubes, and
of Design # a drum. The headers or water
i legs are the strongest part of
the Heine Boiler. They may be
subjected to great stress without danger of rupture
or failure, thus permitting the boiler to be retubed
without injury to the waterlegs. The boiler proper is
supported by a strong steel structure, resting upon and
secured to proper foundations in the vessel.
The Heine Boiler can be arranged to suit almost
any space conditions, both as regards floor area and
height, due to the simplicity of the design, and may
be arranged for either coal or oil burning.
The Heine Water Tube
Advantages of Marine Boiler is arranged for
-uuuuunrºw-altituuttu" --it-it-it-it-it-it-it- H eine M arine Boilers Can be
equipped with superheaters for
Superheaters any degree of superheat. For
high superheats, the boilers are
fitted with superheaters below
the middle baffle. For medium
or low superheats, the elements are of the “waste
heat” type, placed in the base of the uptake. Closing
the superheater damper isolates the tubes from hot
gases, when raising steam or when the load goes off
suddenly. Under these conditions the superheater be-
comes simply so much additional steam storage space.
of boiler, floor space and height
can be varied within wide limits
to meet any specific condition.
A number of marine boilers have been built to the
following specifications:
Boiler heating surface
" The Heine Marine Boiler
H Tvnical can be designed for any heating
spºon. surface required, and the length
-------------------------------------------------------------------------
3,014 sq. ft.
Superheating surface . . . . . . . . 400 sq. ft.
Width overall at base. . . . . . . . 11 ft.
Height overall . . . . . . . . . . . . . I5 ft.
Length overall, front to rear,
about . . . . . . . . . . . . . . . . . . . 12 ft.
Diameter of drum. . . . . . . . . . . 3 ft. 6 in.
Length of drum, about. . . . . . . 9 ft. 8 in.
Length of tubes, between headers Io ft.
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The general design of ma-
rine power plants is taken up in
a treatise, Marine Boiler Logic,
which is published by the Heine
Company for the benefit of all
Technical
Data
-------------------------------------------------------------------------
Horizontal horizontal baffling. This meth- . A ill b interested in marine engineer
Baffling od of baffling reduces the size of ing. copy will be sent upon request.
ºutnuuuuuuuuuuuuuuuutºu.uuuuuuuuuuuun the dead corners so that a larger A | Cross Section of Heine Marine
percentage of the total boiler "Z Sºlº Boiler Arranged for Oil Burning
surface is active than with the vertical method. º Yº: i = <
Horizontal baffling has been applied to -- :*:#EE SE==#EA &
boilers designed originally with vertical =HI-# y `--—— *
baffling with a result that comparative H=}= ~ -T-
tests have shown a marked increase in Sež 2: E. E
efficiency with the horizontal baffling. º 2 == ~2 --
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# # The design of the E\; ===
H H boiler and the hori- S=\* === 2=<
H Soot Cleaning H zontal baffle lend them- º - à
i # selves readily to the * * º 2.
.… application and use of - A == º
the simplest soot clean- Y=\ =: %
ing system. The hollow stay-bolts used in the \ \º ~~~~ -- =: %
waterlegs are arranged to accommodate the nozzles y \ ar --~~ %
of the soot cleaning system. º %
The Heine Safety Boiler Company was the first º º
to recognize the importance of complete mechanical jº %
equipment for keeping boiler surface clean, % %
by regular blowing with steam jets. Soot cleaners %
have been furnished as a permanent part of the º
Heine Boiler for six years. Ø %
In tests at a U. S. Government plant made by the % %
operating force, a gain of 9% in efficiency was found % % %
due to the soot cleaner of a Heine Boiler. % -
HEINE SAFETY BOILER CO.
5335 MARCUS AVE. ST. LOUIS. MO.

976
Ship Gratings, Walkways and Ladder Steps
Irving “Subway” grating of-
fers to ship builders the follow-
ing distinctive and exclusive ad-
vantages:—maximum strength
with minimum weight; maxi-
mum-load carrying capacity per
unit of weight and span; distribution of a shock or con-
centrated load over full panel area, by virtue of the
truss construction; absolutely rigid, permanently non-
rattling; a surface absolutely and permanently non-
slipping, even with water, snow, ice, oil or grease upon
it; 80% opening for lighting and ventilation; a sur-
face over which trucks, ribhooped barrels, etc., can
be rolled; individual openings so small that only the
smallest objects can pass through; absolutely fire-
Exclusive
Advantages of
Irving “Subway”
A Standard Unit of Irv.
ing “Subway” Grating,
Type “G”
proof and non-warping; openings for pipes, columns,
etc., can be cut without impairment of strength; can
be fitted into irregular areas; absolutely uniform qual-
ity in every panel; extremely low cost, due to manu-
facture in large quantities by means of special ma-
chinery.
Irving “Subway” grating con-
sists of alternate straight and
reticuline bars of steel, accu-
rately punched to templates,
pressed to shape with dies, and
solidly riveted together. As a
Construction
and Types
Irving “Subway” Grating Installed as a Flooring in the
Boiler Room of an Oil-Fired Steamship
Engine Room Galleries and Walkways of Irving “Subway”
Grating, with Ladders of Irving “Safsteps”
result, each individual member is reinforced by its two
adjacent members, which share its load and which, in
turn, share their load with their adjoining members.
Thus any load or shock, however concentrated, is dis-
tributed over and resisted by the entire panel—which
explains the unequaled load-carrying capacity of this
grating. Two standard types of Irving “Subway”
are offered, alike in rated load capacity and differing
only in the length of the crimp of the reticuline mem-
bers. In Type “G” the length of the crimp of the
rivet spacing is 7 inches—“open mesh.” In Type “E”,
the length of crimp and rivet spacing is 3% inches—
“close mesh.” In both types, the depth and thick-
ness of the individual bars or members are determined
by the load and span. Usually an area of any shape
or size can be filled by an arrangement of standard and
interchangeable unit panels—which facilitates installa-
tion and makes re-arrangement or alterations an easy
matter.
These are small panels of a
special section of Irving “Sub-
way” grating, made up as a
complete and self-contained unit
with its own carriers, ready for
attaching to the ladder strings,
and possessing all the advantages of Irving “Subway”
grating. Nine standard units in convenient size are
offered, self-contained and ready for mounting. A
ladder of Irving “Safsteps” is a safe, accident-proof
ladder.
Irving
“Safstep”
Ladder Steps
Catalog 2A42, gives detailed
description of Irving “Subway”
grating and Irving “Safstep”
ladder steps, with specifications,
weights, spans, load capacities,
standard units, and illustrations
of applications in great variety. It will be sent on
request.
Catalog, Sizes,
Specifications,
Etc.
Y----------------------------------------------------------------------
IRWING IRON WORKS CO., LONG ISLAND CITY, N. Y.






977
Marine Boilers
k—18's:4"o too. Plate
12'3"Flue opening—-
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k–4'. 'V.
O-O-O-O-O-O-O-O-O-O-O-O-o-o-o-o-o-o-o-
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rt
-- - Pl-t-
34 3 Inside
|
|
'o'i ---- | t
H-1 2-k 12 2 k1'2'
F- 11'6%"
re- The Foster Marine Boiler is
i Special the latest development of the
i Feat cross-drum straight-tube type
eatures which has been used so success-
* fully for many years both in
naval and merchant marine
service.
The characteristic features which distinguish the
Foster Boiler from similar marine water tube boilers
are close tube spacing, steel baffles, superheating cham-
ber in the center of the tube nest, method of support
for necessary expansion, increased furnace insulation,
improved handhole caps with metal to metal joint,
large furnace volume and the air tight steel casing.
These features improve fuel economy, lower the draft
loss, give less radiation and make this boiler simpler to
operate and easier to clean and repair than the ordinary
cross-drum straight-tube boiler. When operated at its
designed capacity of approximately 5 pounds of evapo-
ration per square foot of heating surface per hour, from
and at 212° F., the stack temperatures of the Foster
Boiler will not exceed 450 to 500 F.
"# The tubes are usually 3-inch,
arranged vertically and hori-
zontally on about 4-inch centers,
giving a minimum height and
width for the tube nest, with
corresponding reduction in over-
Construction
Details
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all dimensions.
The baffles are of steel plate and fit horizontally be-
tween the tubes in a way to be gas tight and cooled
top and bottom by contact with the tubes. The gases
are compelled to take a sinuous path without right an-
gle turns and sweep over the entire heating surface with
minimum draft loss.
Sway Bracq
Lug
10' J
''' . r --
F-2 1--3 11%–-
. . . . . . .”
r ºr 2. Flue opening 4. *: % ~~~~
Removable
Plate Door
#
º
… 7. i §§
ziº Ž tº . ºr --
& 4 x * x 4 L V . . .
|
6'2%." : 15" *::"
9' .
The furnace insulation consists of one 2%-inch layer
of Sil-O-Cel and another 2%-inch layer of Calcined
Sil-O-Cel, inside of which is a full 9-inch layer of high
grade fire brick. In most ships equipped with Foster
Boilers the hand can be held against the hottest part
of the casings.
The headers are 8 inches deep to assure ample water
for circulation and heat storage.
The circulation is rapid, well defined and follows the
U-tube principle.
The steam space and disengaging surface are ample
to give dry steam when operating with fresh water.
The patented method of support not only holds the
boiler rigidly in proper position but allows for expan-
sion of the tubes and headers.
The use of soft gaskets, except for a few master
handhole plates at the bottom of each header is elim-
inated by metal-to-metal handhole plates. The hand:
hole plate openings are reamed to a 3-degree taper and
the openings closed with a circular Key Cap. These
caps can be removed and replaced through the master
handholes.
The solid well-designed steel casing has a removable
upper panel, is solid riveted in the lower half and com-
pletely eliminates air infiltration.
A simple efficient type of Diamond Soot Blower
makes thorough soot removal easy and practical as often
as desired. No hand blowing is required.
The furnace brick work is of standard 9-inch fire
brick properly held to the casing with hook bolts.
When superheat is to be employed, the well known
and highly efficient Foster Superheater is furnished (See
description on opposite page).
Special literature issued by the Foster Marine Boiler
Corporation, 111 Broadway, New York, describes the
Foster Boiler in detail.
FOSTER MARINE BOILER CORPORATION. NEW YORK
978














–
Marine
Superheaters
Typical Foster Superheater in Foster Marine
Water-Tube Boiler
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Foster Superheaters on ma-
rine boilers effect a fuel saving of
from 6 to 40%, eliminate con-
densation losses in pipe lines and
engine cylinders, increase ef-
ficiency of turbines at least 10%
due to absence of water, and protect turbine blades from
erosion. Superheating IOoº F. effects about the follow-
ing savings in steam used: turbines 10%, triple ex-
pansion engines 12%, compound engines 14%.
Advantages
and Types
-------------------------------------------------------------------
Foster Marine Superheaters are built in the “at-
tached type” for attachment within the setting of water
tube boilers and “waste heat type” for Scotch marine
boilers for location in the path of the furnace gases
after they have left the boiler heating surface.
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The superheater consists of a
series of U-bend tubes or sec-
tions set parallel to each other,
expanded into steel manifolds,
the saturated steam being led
through these tubes to the out-
let piping to the steam main.
Construction
Details
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The heating elements of the Foster Superheater are
U-shaped steel tubes covered with cast iron rings and
split cast iron sleeves over the U-bends. The ends are
expanded into inlet and outlet manifolds having reamed
holes.
All parts exposed to steam pressure are of steel, thus
giving maximum strength. All parts exposed to gases
of combustion are of cast iron, thus insuring long life.
Opposite the end of each element a handhole is fitted
with a steel plug and metallic gasket, in order to give
Typical Foster Waste Heat Type Superheater in a Scotch
Marine Boiler
free access to every part of the interior for inspection
and cleaning.
The extended surface formed by the cast iron annular
rings or gills on the outside of the steel tubes greatly
increases the absorption of heat from the hot gases,
Typical Foster Superheater Element
thus making the heat transfer to the steam flowing
through the tubes much more effective than that of a
bare tube construction. The cast iron outer surface
also protects the steel tubes from the erosive and cor-
rosive action of the furnace gases.
This construction provides a section of great ulti-
mate strength with absolute freedom from internal
strains and forms a large reservoir for the storage of
heat which is given up to the steam as required by the
variations in gas temperature. This keeps the tempera-
ture of the steam constant.
Central inner cores provide annular spaces through
which all steam must pass close to the heating surface.
Figure 3 shows the construction including headers and
handhole plugs. -
Catalogs containing detailed explanation of theory
of superheating, construction of apparatus, illustrations,
data on savings, etc., will be sent on request by the
Power Specialty Co., 111 Broadway, New York.
POWER SPECIALTY COMPANY. NEW YORK



979
Fire Tube Superheaters
*"...",". The fire tube superheater for
i Purpose of marine boilers was developed
Fire Tube with the purpose in view of
i Superheaters overcoming -- the difficulties
s which led to the unsuccessful
operation of many of the ma-
rine superheaters that have been experimented with
in the past. Its successful operation in the many
classes of marine service is a sufficient testimonial to
the fact that its aim has been accomplished.
-uunununununununuintuitituuuuuuuuuu- The advantages and econo-
mies resulting from the use of
highly superheated steam are
most obvious when compared
with the action of saturated
- steam. Saturated steam at a
given pressure has a known temperature. If heat be
added to the steam while it is still in contact with
water (for instance in -
Advantages o
the Fire Tube
Superheater
-
----------------------------------------------------------------------
-
of the fire tube type, and can be supplied with no
changes in design or construction.
2nd. It increases the output of power from a given
marine power plant from 12% to 20%. When heat is
added to steam the volume increases per unit weight.
For example, steam at 170 pounds pressure, the tem-
perature of which has been raised 200 degrees above
the temperature of saturated steam has a volume of 3.27
cubic feet per pound as against 2.47 cubic feet per pound
for saturated steam at the same pressure. By reason of
this fact engines operating on superheated steam at a
given cut-off will use the same volume but less weight
of steam.
3rd. It will produce the same power output with
fewer or with smaller boilers.
4th. It allows no deterioration in steam pipes or
valves due to the presence of hydrochloric acid in boiler
Water.
5th. It reduces the size of the coal bunkers, thereby
reducing the draft of the
the boiler) more water
will be evaporated and
the quantity of the steam
thus will be increased,
but the saturation tem-
perature will remain con-
stant so long as the pres-
sure is constant. On the
other hand, if heat be
taken from it by cooling
or by the performance of
useful work during ex-
pansion, a part of the
steam will be condensed.
Superheated steam may
be defined as steam which
contains a surplus of heat,
or in other words has a
vessel with a given cargo,
or making possible an in:
crease in revenue cargo.
6th. It effects a fuel
saving over similar plants
not equipped, operating
with natural or forced
draft, as follows:
Compound Engines 20%
Triple Expansion... 15%
Quadruple Expan-
sion 12%
7th. It re du c e s the
maintenance cost by the
prevention of water ham:
mer, leaky flanges and
cylinder condensation.
temperature greater than
that of saturated steam at
the same pressure. Fur-
thermore, superhea t e d
steam contains no free moisture, whereas saturated
steam taken from a boiler and carried to an engine, con-
tains a certain amount of moisture. This amount of
moisture or water increases as the steam comes in con-
tact with the cylinders and receivers, and condensers.
As water is useless as a working fluid, the heat already
expended in raising its temperature is a dead loss, and
the effect of presence of the water even in small quanti-
ties is only too well known, being evidenced by broken
cylinder heads, bent pistons, etc. The ill effect produced
on turbine blades by the impact of particles of water
and the other evils in the operation of this class of en-
gine, due to the presence of water, are entirely elimin-
ated by the use of dry or superheated steam. The econ-
omy resulting from the use of superheated steam in
turbines has been demonstrated many times and is ap-
parent in the reduction of the maintenance cost as well
as the increase in the efficiency of the machine. Opera-
tion with superheated steam, therefore, approaches the
ideal in the efficient use of steam.
The following are some of the practical advantages
obtained in our fire tube superheater:
1st. It is adaptable to either new or existing boilers
Fig. 1. Fire Tube Superheater Installed in an
Internally Fired Marine Boiler
8th. It permits rapid,
thorough and frequent
cleaning without opening
the smoke box door.
9th. Its construction provides access to all joints and
permits all units to be readily removed.
Ioth. It does not obstruct the draft.
11th. It eliminates steam driers, separators and tube
retarders.
12th. The smooth surface of the tubes prevents aſ
accumulation of soot. º
- w
G-
G-
© TE =–4–2
| Fig. 2. Superheater Units |
Designers and manufacturers of steam superheaters
for all classes of boilers and purposes—also pipe
coils for all purposes.
PITTSBURGH
OLIVER BLDG.
LOCOMOTIVE SUPERHEATER CO.
GENERAL OFFICES. 30 CHURCH ST. N. Y.
CHICAGO
PEOPLES GAS BLDG.











980
Fire Tube Superheaters
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The fire tube superheater
consists of collector castings,
and a system of units or ele-
ments, made up of U bent
pipes, the material of which is
cold drawn seamless steel. The
collector castings are situated either in a vertical or
horizontal position and located in the uptake end of
the boiler. The units, which are arranged in groups,
leading in and out of the uptake end of the flues, are
expanded into flanges or collars, which in turn are
fastened to the collector castings. In joining the ends
of the unit pipes to the collector castings, one end of
Construction of
Fire Tube
Superheaters
Fig. 2. Sectional View of Continuous Return Bend Used
in Fire Tube Superheater Elements
the pipe is in communication with the header from
the boiler and the other with the header to which is
connected the steam pipe leading to the engines. Thus
the steam in passing from the boiler to the engines must
pass through the units or elements in the tubes, where
the superheating takes place. The connection between
the units or elements and the collector castings is made
Boiler Without Superheater
Fig. 3. Showing Relative Sizes of Scotch Boilers of Equal Power Output
by means of a simple clamp, using but one bolt or
stud, thus facilitating the removal of the units, should
occasion demand their removal.
The units conveying the steam are formed by bond-
ing the straight sections of the pipe at the rear end
by a return bend forged integrally with the tubing.
By this form of construction each unit consists of a
single continuous pipe and does away with screwed
joints or connections, which might be contributory to
leaks. The construction of the superheater is clearly
evident from Figure No. 1, which shows its applica-
tion to an internally fired Scotch marine boiler. The
construction of the return bends in the unit pipes is
shown in Figure No. 2.
In considering the installa-
tion of this superheater in new
vessels, the increased boiler ca-
pacity provided thereby should
be taken into account. For the
same engine power a smaller
boiler plant may be provided, if the superheater is in-
cluded in the equipment, than would be necessary if
the engines used saturated steam. For example, basing
calculation on 20% economy in steam consumption
which the superheater provides, a battery of four super-
heater boilers would replace five boilers in which the
superheater equipment was not included, or, should not
reduction be made in the boilers provided, a greater
output of power will be obtained from the engines.
Saving in Fuel,
Space and
Weight
Boiler With Superheater
COMPARATIVE FIGURES SHOWING RELATIVE SIZES AND WEIGHTS OF SCOTCH BOILERS,
WITH AND WITHOUT HIGH DEGREE FIRE TUBE SUPERHEATERS
Without
Superheater With Superheater
Outside Diameter
Length
Evaporative Heating Surface
Weight
Saving in Weight
I5 feet 3 inches
II feet 6 inches
2389 square feet
13 feet 6 inches
II feet 7 inches
2080 square feet
70 tons (including weight
of Superheater)
I5 tons
85 tons
Designers and manufacturers of steam superheaters for all classes of boilers and purposes
also, pipe coils for all purposes.
PITTSBURGH
OLIVER BLDG.
LOCOMOTIVE SUPERHEATER CO.
GENERAL OFFICES, 30 CHURCH ST. N. Y.
PEOPLES GAS BLDG.
CEIICAGO











981
Charcoal Iron Boiler Tubes
The growing demand for
boiler tubes of Charcoal Iron,
in spite of the lower first cost
of steel, goes far to prove, that
especially for Marine work,
- genuine charcoal iron possesses
advantages which make it the ideal material for boiler
tubes. Fibrous in nature, and free from crystalliza-
tion under shock or vibration. Ductile and easily
threaded and securely beaded, pre-eminently weldable,
non-corrosive, practically free from pitting, it is easy
to understand why Charcoal Iron Tubes hold first
place for marine boiler tubes.
The Ideal Mate-
rial for Marine
Boiler Tubes
-------------------------------------------------------------------------
continued by the National Tube Company, the entire
output of the Parkesburg Plant—2O,OOO tons annually
—was absorbed in the manufacture of the famous
Allison tube. Ever since November 9th, 1908, this
skelp which made the Allison tube famous, has been
fashioned into boiler tubes by the Parkesburg Iron
Company, in their modern tube mill with a capacity
of about 18,000 tons annually.
What this has meant in economy and service to
users of such tubes is best told by the fact that out of
5,750,310 tubes shipped from the mill in the last ten
years, only .043.4% have been reported as failing in ap-
plication or actual service.
Scotch Marine Boilers built by the Moore Shipbuilding Company, San Francisco, equipped with Parkesburg Charcoal
Iron Tubes (357 2% in. O. D. x 7 ft. 5 in. x No. 10 and 148 Stay Tubes 2% in. x 7 ft. 5 in. x No. 3.)
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The superiority of charcoal
iron for boiler tube service can
be best explained by the fact
that iron is homogeneous in
composition but not in struc-
ture, while steel is homogeneous
in structure but not in composition. As to the reasons
of the superiority of the Boiler Tube of Charcoal Iron
over that of any other substitute material, briefly
stated, they are—Longer life when exposed to the
oxidizing influence of impure and pure water due to
less electro-chemical action—avoided by the low per-
centage of impurities. Freedom from pitting, due to
homogeneous structure and low manganese, and the
intimate mixture of cinder surrounding each filament
of iron thus affording a protective coating. Better
welding properties. The melting point of iron being
400 degrees higher than steel thus separating the
welding and melting points of iron widely, whereas,
with steel they are close together. Charcoal iron will
withstand the fire box temperature.
Due to the fact that Parkesburg Charcoal Iron has
a higher elastic limit than steel of the same tensile
strength, the result is that tubes rolled and beaded in
the flue sheet resist the tendency to loosen up due
to vibration, contraction and expansion, and hence
stay tight longer than steel tubes under similar condi-
tions. Then too, from the nature of the metal, Char-
coal Iron Tubes are not distorted so much by rolling,
and will therefore have a longer life.
Boiler tubes of Charcoal Iron, too, offer far greater
resistance to fatigue.
Reasons for
Superiority
---------------------------------------------------------------------
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Ever since the early '70's
when the Parkesburg Plant was
established, Parkesburg Skelp
has filled an important place in
the manufacture of boiler tubes,
in fact up to 1908, when the
manufacture of Charcoal Iron boiler tubes was dis-
Parkesburg
Skelp
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The same care which has al-
ways been an important factor
in the manufacture of skelp is
continued in the production of
the Parkesburg tubes. Only se-
lected scrap is used, only ex-
perienced men do the work. Care and “know how”
are always employed. This care, coupled with rigid
inspection and test, are maintained to be sure each tube
is worthy of the name of “Parkesburg,” and sure to as-
sure the greatest ultimate economy.
Parkesburg
Tubes
For years the question of the
superiority of iron or steel has
been before the consumer, and
in regard to boiler tubes for
marine service in this connec-
tion, the remarks of a certain
ship's engineer are of particular interest. This man
stated that when his ship's boilers were equipped with
Charcoal Iron tubes, he carried only two or three
extra tubes for emergencies, but that when his boilers
were otherwise equipped, he insisted on carrying a full
set of spare tubes. -
Parkesburg
Tubes in
Marine Service
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While speaking of this man's experience, it is of
interest to note that an expert in marine boilers stated
that “practically” all the people who call for renewal
of boiler tubes in marine work, call for Charcoal Iron
Tubes.
The same man also stated that in installing Char-
coal Iron Boiler Tubes in a large steamer, they took
out some Charcoal Iron tubes which had been in fifteen
or more years, and found them pitted at the end—true,
but in view of the fact that salt water had been used
all those years in the boilers, it was both a mighty
severe test and mightily conclusive evidence of the
longer service and ultimate economy of the boiler tube
of Charcoal Iron.
THE PARKESBURG IRON COMPANY
PARKESBURG. PENNSYLVANIA

982
Charcoal Iron Boiler Tubes
Parkesburg tubes will meet either the requirements
of Lloyd's Register of Shipping, or American Bureau
of Shipping, U. S. Steamboat Rules, American So-
ciety of Mechanical Engineers, American Society for
Testing Materials, the Pennsylvania Railroad and
other leading Rail- -
roads of the United
States.
Three High Bar Train A new book on the
origin and develop-
ment, service and ul-
timate economy of
Charcoal Iron Boiler
untinuºuntinuuuuuuuuuuuuuuuuuuuuuuuuttiutiu-
“Parkesburg.” Charcoal Iron
Boiler Tubes show the follow-
ical Analysis and Hing average chemical analysis: Tubes, and contain-
Tensile Strength Carbon .03, Manganese .og, ing information and
-------------------------------------------------------------------------- Sulphur .OH5, Phosphorus .O3, tabulated data of de-
Silicon .os. cided value may be
Average Tensile Strength: Tubes full size 47,000 obtained on request.
lbs. per sq. in.—Iron Strip longitudinal 48,000 lbs.
per sq. in.-Iron Strip Transverse: 44,000 lbs. per
sq. in. Crushing Test
STANDARD SIZES AND WEIGHTS OF LAP-WELDED CHARCOAL IRON BOILER TUBES
Average Chem-
3. g #23 #23 # , ; -
5 § ă £ Internal External 5:3 5: E É: 3 = 3 : É
# F# #4 #3 Hi Hi. Area Area 33% ºf 33% # 2.É
~ -> -- - -
śā 5 # # E: # # Square Square Square Square ### ### ##3 ### ###
Hä 55 ºv- :: 53 35 Inches Feet Inches Feet §53 3-5 **: z": -: *-
2 1.810 .095 13 5.683 6.283 2.573 .0178 3.142 .0218 2.110 1.910 2.010 1.91 2.08
1.782 ... 109 12 5.598 2.494 .0173 2.144 2.027 2.17 2.37
1.760 . 120 11 5.529 2.433 .0169 2.171 2.041 2.38 2.62
1.732 . 134 10 5.441 2,357 .016.4 2.205 2.058 2.64 2.90
1. 704 . 148 9 5.353 2.281 .015.9 2.242 2.076 2.87 3.05
1. 670 . 165 8 5.246 2.190 .0152 2.287 2.099 3.17 3.36
1.640 . 180 7 5.15.2 2.112 .01.47 2.329 2.120 3.43 3.66
1.500 . 250 4.7.1.2 1.767 .01.23 2.547 2.229 4.58 4.90
1.438 . 281 4.518 1.625 .0113 2.656 2.283 5.06
1.374 .313 4.316 1. 483 . 0103 2.780 2.345 5. 55 5.88
2% 2.060 .095 13 6.472 7. 069 3.333 .0231 8.976 .0276 1.854 1.698 1.776 2.16 2.25
2.03.2 ... 109 12 6.384 3,243 02:25 1.880 1.789 2.45 2.65
2.010 . 120 11 6.315 3.17.3 02:20 1.900 1.799 2.70 2.96
1.982 .134 10 6.227 3.085 0.214 1.927 1.808 2.99 3.30
1.954 . 148 9 6.139 3.000 0208 1.955 1.822 3.26 3.40
1.920 .165 8 6.032 2.895 02.01 989 1.844 3.60 3.82
1.890 180 7 5.938 2.805 0.195 2.0.2.1 1.860 3.90 4.17
1. 750 250 5.498 2.405 0.167 2.183 1.941 5.24 5.60
688 281 5.303 2. 23.9 0.156 2.263 1.981 5.80
1.624 .313 5. 102 2.07.2 .014.4 2.352 2.020 6.34 6.76
2% 2.282 ... 109 12 7.169 7.854 4.090 .0284 4.909 .0341 1. 674 1.528 1.601 2.75 3.00
2.260 . 120 11 7.100 4.012 .0279 1.690 1.609 3.00 3.33
2.232 . 134 10 7.012 3.913 0272 1.7.11 1. 620 3.35 3.60
2.204 .148 9 6.924 3.815 .0265 1.783 1.631 3.67 3.88
2.170 . 165 8 6.817 3.698 .0257 1.760 1.644 4. 12 4.27
2.140 180 7 6.723 3.597 .0249 1.785 1.657 4.37 4.66
2.09.4 203 6 6. 534 3.431 .0288 1.837 1.683 4.88 5.19
2.060 220 5 6.427 3.333 . 0231 1.867 1.698 5.25 5.59
2.000 250 6.283 3.142 0.218 1.910 1.7.19 5.89 6.30
1.938 281 6.088 2.951 0205 1.988 1. 758 6.54
1.884 . 313 5.919 2.789 . 0.194 2.027 1.778 7. 16 7.63
2% 2.532 ... 109 12 7.954 8.639 5.035 .0850 5.940 .0412 1.508 1.889 1.449 3.04 3.20
2.510 120 11 7.885 4.948 03:44 1.522 1.456 3.31 3.51
2.482 134 10 7.797 4.862 0337 1. 539 1.464 3.67 3.90
2.454 148 9 7.710 4.732 03:29 1.556 1.473 4.08 4.29
2.410 1.65 8 7.571 4.562 0317 1.585 1.487 4.47 4.75
2.250 .250 7. 069 3.976 .0276 1.698 1.544 6.55 7.00
3 2.782 ... 109 12 8. 740 9.425 6.079 .0422 7.069 .0491 1.373 1.273 1.322 3.33 3.55
2.760 . 120 11 8.671 5.983 04:15 1. 384 1.329 3.63 4.00
2.732 . 134 10 8.583 5.862 .0407 1.398 1.336 4.05 4.40
2. 704 . 148 9 8.495 5. 745 .0399 1.4.13 1.343 4.46 4.75
2.670 . 165 8.388 5.599 .0389 1.431 1.352 4.90 5.35
2.630 . 180 7 8.262 5.433 .0378 1.452 1.363 5.32 5.90
2.594 . 203 6 8. 149 5.287 0367 1.473 1.373 5.95 6.35
2.500 . 250 7.854 4.909 03:43 1.528 1.401 7.20 7.75
2.438 .281 7.659 4.670 .03:24 1.567 1.420 8.01
334 3.010 . 120 11 9.456 10.210 7.116 .0495 8.296 .0576 1.269 1.175 1.222 3.96 4.19
2.982 . 134 10 9.368 6.987 .0485 1.281 1.228 4.39 4.87
2.954 . 148 9 9.280 6.856 .0476 1.293 1.234 4.81 5.11
2.920 1.65 8 9.173 6.697 .0.465 1.308 1. 242 5.33 5.67
2.890 180 7 9.079 6. 560 .0456 1.322 1.249 5. 79 6.15
2.844 203 6 8.935 6.355 .0441 1.343 1.259 6.48 6.89
2.750 250 8.639 5.940 04:18 1. 389 1.282 7.85 8.39
2.688 . 281 8.445 5.677 .0394 1.421 1.298 8.74 -
83% 3.260 . 120 11 10.242 10.996 8.347 .0580 9.621 .0668 1.172 1.091 1.132 4.28 4. 70
3.232 134 0 10.154 8.204 0570 1.182 1.137 4. 74 5.10
3.204 148 9 10.066 8.066 .0560 1.192 1. 142 5.19 5.65
3.170 165 9.959 7.892 .0548 1.205 1. 148 5.66 6.13
3.140 180 7 9.86.5 7.744 .0538 1.217 1.154 6.17 6.68
3.09.4 203 6 9.720 7. 521 .0522 1.285 1.163 7.01 7.45
3.000 .250 9.425 7. 069 .0491 1.273 1. 182 8.51 8.80
2.938 .281 9.230 6.782 .0471 1.300 1.196 9.48
2.874 .813 9.0.29 6.490 .0451 1.329 1.210 10.43 11. 12
In estimating the effective steam-heating or boiler surface of tubes, the surface in contact with air or gases of combustion (whether internal
or external to the tubes) is to be taken.
For heating liquids by steam, superheating steam, or transferring heat from one liquid or gas to another, the mean surface of tubes is to
THE PARKESBURG IRON COMPANY -
PARKESBURG. PENNSYLVANIA



983
Marine Boiler Insulation
Heat which is not allowed to
penetrate boiler walls is con-
verted into energy by being held
to its assigned task of making
steam. In Marine Boiler prac-
tice, the insulating of the fire
zone to prevent heat penetration is new, because here-
tofore no effective medium has been available.
Sil-O-Cel Insulation applied according to our specifi-
cations effectually prevents heat loss from boiler set-
tings, drums, surfaces, etc.—maintains the heat at its
maximum effectiveness.
Sil-O-Cel is a light weight insulating material made
from the mineral Celite. Being composed of Silica and
free from organic matter, it is uneffected by tempera-
tures which completely destroy other forms of insula-
tion.
Sil-O-Cel is manufactured in the form of brick,
blocks, powder and cements, providing convenient forms
for the insulation of all types of equipment. It has
an unusually high thermal resistivity and mechanical
strength. These desirable properties are permanent
and it is not subject to deterioration.
Sil-O-Cel
Insulation
Pans:–A 2%" course of
Sil-O-Cel Insulating Brick is
Insulation of
Water Tube laid directly on the pan. Over
Boilers this is placed either a 2%."
course of Sil-O-Cel C-22 Brick
or a 3" layer of Sil-O-Cel C-3
tamped down. In either case two courses of 2%."
fire brick are laid over the insulation. All brick are
laid with broken joints and the insulating brick are laid
in Sil-O-Cel Mortar.
Casing—A 2%" course of Sil-O-Cel Insulating
Brick is laid against the steel casing. Then a 2%."
course of Sil-O-Cel C-22 Brick, backed by a refractory
lining as shown in illustration. The two courses of
Insulating Brick are laid in Sil-O-Cel Mortar and
with broken joints.
-------------------------------------------------------------------------
A 2%" thickness of Sil-O-
Cel Insulating Brick is applied
to the clean steel surface with
Sil-O-Cel Mortar. One inch
galvanized wire mesh is then
tightly drawn over the brick and
wired firmly in place with 12 gauge galvanized wire
spaced 9” on centers. A half inch of Sil-O-Cel Hard
Finish Cement is troweled on over the brick in two
COats.
All types of steam drums are insulated by the same
method.
Scotch Marine
Boilers
*-i-in-litrilliºn-in-in-in-in-it-i-º-º-º-º-º-º-º-º-º-º-º-
------------------------------------------------------------------- ---
Sil-O-Cel Sticking Cement to
a thickness of 94" is applied by
spotting to the clean steel sur-
face. 85% Sil-O-Cel Insulat-
ing Cement is applied with a
trowel to the Sticking Coat and
Breechings
to a thickness of 1%".
One inch galvanized wire mesh is drawn over the
insulation and laced wherever possible. Sil-O-Cel
Hard Finish Cement is then troweled over smoothly
to a thickness of V3", applied preferably in two coats.
An alternate method of insulating breechings is by
the use of Sil-O-Cel Blocks, wired on and finished
with Sil-O-Cel Hard Finish Cement as above.
- - -- -
- - --
- º cº- anº -
º
Fire Box of Oil Fired Marine Boiler Insulated with
Sil-O-Cel C-22 and Sil-O-Cel Insulating Brick
----------------------------------------- -------- |--|--|--|--|--|--|-- -
Bulkheads, particularly those
separating the boiler room from
other compartments are effec-
tively insulated with either Sil-
O-Cel Brick, Blocks or Pow-
der depending upon the design.
Bulkheads
º
----------------------------------------------------------------------
Increased capacity of boiler.
Increased thermal efficiency,
hence, a saving in fuel.
More constant temperatures
are maintained in the boiler and
settings, increasing their life by
reducing strains and stresses.
Better working conditions are maintained about the
boilers. -
These advantages are permanent, because Sil-O-Cel
Insulation is permanent and does not deteriorate in use.
Advantages
"-----------------------------------------------------------------------
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on 2-wn by 2”s/
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F --------------------
--------------------------
i
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Jºaº'A-24
~4-2-3%0-ce/ cre 2,224
Insulation of Marine Steel Encased Boiler with Sil-O-Cel
Our engineers will gladly ad-
vise you on any type of insula-
tion construction. For Blue-
prints and Literature, address
Celite Products Company at
New York, 1 I Broadway; Phil-
adelphia, Liberty Bldg.; Pittsburgh, Oliver Bldg.;
Chicago, Monadnock Bldg.; Los Angeles, Van Nuys
Bldg.; Cleveland, Guardian Bldg.; Detroit, Book
Bldg.; St. Louis, 1532 West Olive St., or San Francis-
co, Monadnock Bldg.
Engineering
Service
-----------------------------------------------------------------------
CELITE PRODUCTS COMPANY, NEW YORK. N. Y.





984
“85% Magnesia” Steam Pipe and Boiler Coverings
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It is very essential from the
H standpoint of economy that all
marine steam power apparatus
such as steam and hot water
pipes, boilers, heaters, etc., be
properly insulated or covered
with an efficient non-heat-conducting material. The
following table illustrates the tremendous economy of
such procedure:
Economy
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Furthermore, good insulation
makes for smooth operation by
elimination of moisture from
the steam, which is the cause of
so many accidents and delays
due to leaky joints, corroded
The power plant of a ship must operate
Efficiency
valves, etc.
S. S. Magmeric, 8500 Tons, Named for Magnesia Associa-
tion of America
Monthly Coal-Saving, in Dollars and Cents, by Use of “85% Magnesia” Pipe Covering,
Standard thickness, per 100 lineal feet of Steam-pipes.
Compiled by the Mellon Institute of Industrial Research, University of Pittsburgh.
Size of 5 Lbs. 10 Lbs. 50 Lbs.
Pipe Steam-Pressure Steam-Pressure Steam-Pressure
% $1.44 $1.58 $2.20
34 1.72 1.89 2.87
1 2.11 2.30 3.56
1% 2.86 3.10 4.73
2 3.53 3.74 5.86
3 5.00 5.33 8.30
4 6.50 7.06 10.60
5 7.97 8.64 13.16
6 9.36 10.15 15.60
7 10.90 11.70 18.38
8 12.26 13.22 20.40
9 13.80 14.70 22.70
10 15.08 16.33 25.00
Flat Surface
sq. ft.
1%" thick 5.26 5.67 8.80
Steam-Pressure
200 Lbs.
Steam-Pressure
100° Sup.-Heat
200 Lbs
Steam-Pressure
150 Lbs.
Steam-Pressure
100 Lbs.
3.28 3.66 $4.11 $6.80
§ $3% 4.89 8.03
4.80 5.35 6.04 10.00
6.14 7.29 8.17 13.70
7.63 8.93 10.11 - 16.80
10.90 12.60 14.30 23.82
14.05 16.40 18.40 30.85
17.20 20.00 22.72 38.00
20.38 23.82 26.88 44.90
23.68 27.60 30.80 52.00
26.60 31.20 34.90 58.55
29.00 34.52 38.61 64.80
32.70 38.40 43.08 72.40
11.50 13.48 15.12 25.44
These savings are based on pipes carrying steam for 24 hours per day and 30 days
er month.
Coal is figured at $5.00 per ton, delivered, with 14,000 B. T. U. per pound. Boiler efficiency is calculated at 70 per cent.
Smoothly and continuously for long periods, and dry
steam, obtained by the use of proper heat insulation,
makes for that condition. In addition the keeping of
the heat inside the steam pipes, boilers, etc., reduces
engine and boiler-room temperatures, making much
better working conditions for the men.
It is always economical to use the very best insula-
tion obtainable. “85% Magnesia” coverings have long
been recognized as the most durable and efficient cov-
erings both for marine and for stationary practice, and
it is significant to note that for 30 years “85% Mag-
nesia” coverings have been the standard of the United
States Navy Department. They were also adopted as
a standard by the Emergency Fleet Corporation.
Not only is “85% Magnesia” the best non-heat-con-
ducting covering, but it is practically immune to steam
or water leakage and will withstand prolonged immer-
sion due to stranding, collision or even sinking of the
vessel without suffering permanent damage. As soon
as steam is admitted to the pipes, it dries out, as good
aS ever.
“85% Magnesia” pipe cover-
ing is furnished in sections 3
feet long, split in half length-
wise and canvas jacketed, for
all pipe sizes up to and includ-
ing Io" size; for larger sizes
Segmental blocks are furnished. The sectional pipe cov-
ering is furnished in standard thickness (approxi-
Application
mately 1"), 1%" thickness, 2" thickness, double stand-
ard thickness (2 layers), double 1%" thickness (2
layers).
For exposed situations and exceptionally high
pressures these thicknesses can be further increased by
additional layers of covering.
For covering boilers and large surfaces “85% Mag-
nesia” blocks are furnished in standard sizes 6" by 36"
or 3" by 18" and in any thickness from 7%" up to 4".
For large size pipe segmental blocks 36" long and of
any thickness from 1%" up are furnished.
“85% Magnesia” plastic cement is furnished in dry
form in 60 pound bags. This material mixed with
water to the consistency of mortar is used for applying
to irregular surfaces or to fill in cracks or to give a
finished coating to block work.
The approximate weights of
85% Magnesia Sectional Pipe
Coverings and Blocks are about
18 lbs. per cubic foot.
Because of its large percent-
age of dead air cells 85%
Magnesia is the lightest of all heat insulating mate-
rials. This lightness is not obtained by any sacrifice
of structural strength since, as has been proved by over
25 years of continuous service in ships of the Inter-
national Mercantile Marine Co., 85% Magnesia
amply withstands all the vibriations and strains of the
severest marine service without cracking, falling away
from the pipe or any other form of disintegration.
Weight
MAGNESIA ASSOCIATION OF AMERICA
721 BULLETIN BUILDING, PHILADELPHIA, PENNA.

985
“85% Magnesia” Steam Pipe and Boiler Coverings
G-E Turbine
Pipes Covered with “85% Magnesia”
The following paragraphs
give specifications for the insul-
ation of all inside and outside
steam power and heating serv-
ices insuring adequate protection
and maximum conservation of
heat.
Specifications
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I. Non-Heat.
Conducting
Material
----------------------------------------------------------------------
Non-heat-conducting cover-
ing material for all heated sur-
faces shall be “85% Magnesia”
covering consisting of hydrated
Carbonate of Magnesia (4Mg
CO, MgO2H25H2O) and asbes-
tos fibre in the proportions of not less than 85%
Carbonate of Magnesia and not less than 10% asbestos
fibre.
“For each individual steam
pressure and for each individual
cost of steam there is a most
economical thickness of pipe
covering to use. A complete
specification containing tables
and curves giving the correct economic thickness can
be obtained upon request. It is assumed, however,
that in marine practice there will be considerable
variation in the cost of producing steam in any one
vessel, depending upon quality, cost of coal, etc., at
II. Thickness of
Covering
different coaling points; therefore, the following speci-
fication of fixed thickness is recommended as best
suited to meet average conditions found in marine
practice.”
Superheated steam pipe. . . . . double 12" thickness
High pressure saturated steam
pipes . . . . . . . . . . . . . . . . . .double standard thickness
High pressure drips. . . . . . . . standard thickness
Feed water pipes. . . . . . . . . . standard thickness
Steam heating pipes. . . . . . ...standard thickness
Exhaust pipes . . . . . . . . . . . . standard thickness
Boiler shell . . . . . . . . . . . . . . 3" thickness
Feed water heater and similar
appurtenanceS. . . . . . . . . . . . 1%" thickness
-------------------------------------------------------------------------
All single-thickness pipe cover-
ings shall be carefully applied
so that seams and butt joints
are tight. Coverings shall be
finished with canvas jacket
pasted on, and black japanned
Application,
Steam Piping
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bands on 18" centers.
(Where pipe is so located that the coverings may
be damaged, or where a particularly fine finish is de-
sired, there should be applied over the standard canvas
jacket, sheathing paper, followed by an extra 8 oz.
canvas jacket sewed on approximately 3 stitches to the
inch.
MAGNESIA ASSOCIATION OF AMERICA
721 BULLETIN BUILDING, PHILADELPHIA, PENNA.



*986
“85% Magnesia” Steam Pipe and Boiler Coverings
- -
º -
--> - Sº Sº ººd
- - ºw tº
º
º
º
º
United States Destroyers in Wet Dock of the New York Shipbuilding Corporation
All Pipes and Boilers Covered with “85% Magnesia”
All double thickness coverings shall be applied by
the broken joint method. The first layer of sectional
or segmental covering shall be securely wired in place
with No. 18 annealed iron wire; the second layer
shall be applied so as to break both butt and lateral
joints, and be secured in place by No. 18 annealed
iron wire, not less than three separate loops to the sec-
tion. Any cracks on the surface between the sections
or segments shall be carefully filled with 85% Mag-
nesia plastic.
All double thickness covering shall be finished with
an 8 oz. canvas jacket, neatly applied over heavy
sheathing paper and well sewed on—approximately
three stitches to the inch.
All coverings exposed to the weather shall have an
extra protection of 2-ply roofing wired on and joints
cemented. Where pipes are laid along decks or in
places where they are liable to damage, the covering
should be further protected by a wood or sheet iron
casing over the exposed sections.
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Pipe fittings, valves, and all
appurtenances, shall be covered
with 85% Magnesia blocks and
plastic, or all 85% Magnesia
plastic, to a thickness not less
than the covering on the pipes.
The finishing coat shall be smoothly troweled and fin-
ished with a canvas jacket to match the sectional
covering.
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Application,
Fittings
All flanges shall be covered
with 85% Magnesia blocks and
plastic, or all plastic, to a thick-
ness not less than covering on
pipe, made up on framework
of Ż" mesh iron wire netting,
Application,
Flanges
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in two sections, so as to be easily removable and re-
placeable. Flange covers shall be finished with a can-
vas jacket to match the sectional covering.
The covering on pipes at flange bolts shall be cut
back and neatly beveled to allow sufficient space for
the removal of the bolts without injury to the covering.
------------------------------------------------------------------------
Cover all exposed boiler sur-
Boilers and face with 2%" thick Magnesia
Boiler-Hatch blocks firmly wired on and fin-
= Lining ished with a 3/4" thick coat of
Magnesia plastic cement and a
light coat of hard finish cement.
Insulate all other exposed surfaces with 85%
Magnesia Blocks of standard thickness, protected by
suitable sheet metal lining properly secured and
painted.
-------------------------------------------------------------------------,
Cover the smoke breeching
Smoke Breeching and the smoke stack inside of the
- boiler room with 2" thick 85%
and Stack M ~ : -
– agnesia blocks, applied and
in firmly wired to 4" mesh black
iron wire cloth with 34” “V”
iron attached, which has been firmly secured to the
breeching and stack to form an air space. Finish with
a coat of hard finish cement, troweled smooth.
------------------------------------------------------------------------
All canvas jacketing is to be
sized and painted with two coats
of lead and oil paint of colors
Painting
to be selected.
-------------------------------------------------------------------------
MAGNESIA ASSOCIATION OF AMERICA
721 BULLETIN BUILDING. PHILADELPHIA. PENNA.

987
The Coen Adjustable Tip Mechanical Oil Burner
C–Adjusting Rod
F—Burner Tube
B–Burner Strainer
E—Burner Spring
------------------------------------------------------------------ One of the most important
features of a mechanical oil
burning system is the burner
or atomizer, for, aside from be-
ing constructed in a manner that
will insure the complete atomi-
zation of the oil, it should be subject to immediate ad-
justment and control, so as to produce a light, medium
or heavy fire without the necessity of changing the oil
pressure at the pump.
Burners
-
-----------------------------------------------------------------------
The Coen Burner is a flexible
mechanical oil burner. By
flexible we mean a burner that
can produce a full fire or a
small fire at the will of the fire-
man, and change from one fire
to the other instantly without extinguishing the flame,
altering the oil pressure, or impairing the quality of
the flame.
The common method of taking care of a fluctuating
load by cutting burners out and then relighting them is
crude; it is slow, is injurious to the furnace and in-
creases the opportunities for furnace explosions and
flare backs.
If you have ever been in the fireroom of an oil
burning steamer when the ship was maneuvering in a
fog, making a landing or operating under any condi-
tions where a full head of steam was necessary, and
bells for different speeds ahead or astern were sound-
ing in the engine room, you have seen firemen running
up and down in front of the boilers with lighted
torches in their hands, now cutting out burners—now
relighting them. Sometimes they don't light readily—
the burner tip has carbonized during its temporary
shut down—it has to be changed for a clean burner.
Sometimes the firemen considers that the furnace is
hot enough to ignite the burner without a torch and
he opens the burner—if he has guessed wrongly he is
liable to experience a flare back with disastrous results.
All of these difficulties are overcome by the use of
the Coen Adjustable Tip Mechanical Burner.
With this burner, the fireman has at his immediate
command, not only means for regulating the size of
his operating fire, but means whereby he can instantly
The Coen Burner
D—Burner Valve
G–Burner Cap
H–Burner Tip
substitute a stand-by fire and vice versa, with one
quick turn of the burner valve wheel.
The advantages to be derived from the use of a
burner of this construction are too obvious to dwell
upon. To the initiated, an illustration showing the
mechanical simplicity and the positive action of this
latest Coen Burner will prove sufficient.
The simplicity in the con-
struction of the Coen Mechani-
cal Oil Burner is shown in the
accompanying cut.
The complete burner consists
of a special angle valve, a short
piece of tubing, a tip, a cap to hold the tip in place and
a steel rod running through the burner to provide
means for regulating the discharge from the tip.
Nothing to get out of order and no wearing parts.
The Coen burner will operate with equal efficiency
with fuel oil of any gravity.
Construction
-------------------------------------------------|--|--|--|--|--|--
-----------------------------------------------------------------------
The regulating rod “C” has
a rotative movement of one-
quarter of an inch only. When
turned to the extreme left the
burner is wide open, delivering
the maximum fire. By turning
the rod to the right the fire is gradually diminished
until the pin “K” is brought into contact with shoulder
of burner tip “H” when the minimum or stand-by fire
is produced. The rod cannot be turned far enough
to extinguish the fire; this permits of quick and posi-
tive action when throwing in small fires. The burner
valve is a regulating valve; not a shut off valve.
Operation
--------------------------------------------------------------------------
BURNER TIP “H”—SIZES.
No. 20–.03125 dia.-Recommended for 150 lbs. per hr.
… - - … … …
25—.O3906 “ — I75
-- 30–.O4687 . . - - - . . 2OO … …
- - 33—.o.5208 “ — - - -- 225 - - …
… 35–.05469 - - - … -- 25O - - …
--- 40—.0625 - - - - - … 3OO … …
“ 45—.07.03 “ — --- “ 35o “ “
COEN COMPANY
112 MARKET ST. SAN FRANCISCO, CAL.
Address nearest office.
For list of offices see fifth page following.

988
Mechanical Oil Burning Equipment
-
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The principal advantages of
Coen Duplex Strainers are as
follows:
No valves—a 90-degree turn
mº of the handle changes from one
to the other basket.
Tell-tale hole in plugs of screwed strainer which
gives warning of any pressure before plug is completely
removed.
Vacuum breaker in cover of flanged type, allowing
easy removal of basket cover when strainer is working
on suction.
Positive adjustment of plug by means of jack screw.
Duplex
Strainers
Discharge
Strainer basket being in two parts is more readily
cleaned.
Double basket (the combined area of whose perfo-
rations is from six to ten times the cross sectional area
of the pipe and about twice the area of other makes of
strainers), which allows a much more compact body,
allowing a smaller casting, which in turn allows the
customary hangers on the run of the pipe to carry the
strainer.
Designed so that when well cover is removed level
of oil in well is lowered, exposing the top of basket
for removal.
Tongue and grooved joints on well covers.
Handle partially covers basket-well which is in use,
leaving exposed the well which is out of commission
and free to be cleaned.
In no position of handle is it possible to stop the flow.
Elimination of the many joints necessary in a duplex K
Strainer made up with valves and fittings.
OUTLINE DIMENSIONS-WEIGHTS.
§
}
-
Size A b C I) E F G H
weight ^
Net Boxed
15 22
-- --
36 46 __
95 120
100 125
250 300 -—5–
520 605
# 4% º 5% 11%. 6
*... º. 12 º' 4 13% $
-- --
2” 91%. 16 8 12 20 10
21%" -- -- -- -- -- --
3 13 22 12 17 29 12 7
4” 16 29 15% 22 3714 20
-
1
14
6
%
COEN COMPANY
112 MARKET ST., SAN FRANCISCO. CAL.
Address nearest office. For list of offices see fourth page following.






989
Mechanical
Oil Burning Equipment
:
:
;
|
|
Y--------- º Sº
OIL OUT
72 INCHES
º º
gº. Tº
The Coen Multiunit Semi-Film Oil Heater
The Oil Heater is an im-
portant unit in a mechanical oil
burning system and the type,
construction and material should
be given careful consideration
by the purchaser.
The heating of the oil for a mechanical system is
accomplished with live steam. The necessity for heat-
ing is, primarily, to reduce the viscosity of the oil, for
as the atomizing of the fuel is accomplished by the
centrifugal force imparted to it as it passes through the
burner tip, the lower the viscosity of the oil the more
readily it distintegrates.
A standard temperature for all fuel oils cannot be
fixed, for the “efficient temperature” will vary as the
different oils vary in viscosity and gravity. However,
a temperature ranging from 210 degrees F. to 230
degrees F. has been proven to be the most efficient stage
for residuum Fuel Oil. Lighter oils, such as those
from the Texas fields, require a much lower tempera-
ture. “Tops” or Stove Distillate can be used at at-
Oil Heaters
-----------------------------------------------------------------------
mospheric temperature with the Coen System. Heavy
Mexican oils require a temperature of 275 to 300
degrees F.
Until recently, the popular
oil heater construction was a cast
iron shell or drum containing
one or more copper coils. In
some heaters the oil flowed
through the copper coils with
the steam on the outside, in others the steam flowed
through the coils.
We are strongly opposed to the use of copper coils
or cast iron in the construction of oil heaters for me-
chanical oil burning systems.
The sulphur content in crude oil, small as it is, at-
tacks the copper, gradually weakens the coil and eventu-
ally makes its renewal imperative.
Cast iron shells are too heavy and of uncertain
strength.
Construction
-------------------------------------------------------------------------
COEN COMPANY
112 MARKET ST., SAN FRANCISCO, CAL.
Address nearest office. For list of offices see third page following.









990
Mechanical Oil Burning Equipment
-
*inititutiununununununununu ------- -------------------
# The improved Coen Oil
# Heater, as illustrated on the op-
posite page, was so designed as
to combine strength, flexibility
and efficiency with compactness
and light weight.
The oil entering the heater unit between the two
shells takes a spiral course upward to the space between
the two shell heads from whence it flows down through
the seamless steel coil and out to the discharge header.
In the event of an operator closing the inlet and out-
let oil valves without cutting out the steam to heater,
thereby causing the dead oil in the unit to heat and
expand to a pressure which might create a rupture, a
safety valve “A” is provided for each unit and set to
operate before an excessive pressure can be attained.
Steam is admitted and condensate carried off as shown.
All Coen Heaters are subjected to a 500-lb. hydro-
static test before leaving the factory and although the
chance for a leak developing is very remote, we furnish
this heater in batteries of a sufficient number of units
to allow of one or more units being held in reserve
when full power is being developed.
H
Operation
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The features of the Coen
1919 Multiunit Semi-Film Oil
Heater are as follows:
I. Everlasting.
2. No joints except in header
connections.
3. No necessity nor opportunity for repairs.
4. Each unit capacity 850 lbs. oil per hour.
5. Strong—compact—flexible—light—efficient.
6. No cleaning required except blowing out with
Steam.
7. Furnished in batteries of 2–3–4–5 and 6 units
each. Each individual coil is under control and can
be cut in or out independently of the others.
8. Guaranteed against defects in material or work-
manship for a period of three years.
9. Constructed of wrought steel shells, wrought steel
heads and seamless steel coils welded into one.
Io. The inner shell being a floating member elimi-
nates expansion and contraction strains.
II. The cold oil entering and circulating between the
inner and outer shells acts as an insulator, making cov-
ering of the units unnecessary.
Features
Pumping Sets
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Coen Oil Pumping Sets are
fitted up especially for use with
the Mechanical System of Oil
Burning, all valves, pipe and fit-
tings being extra heavy and de-
signed for working pressures up
to 200 lbs. Sets consist of two duplicate, duplex
pumps, mounted on cast iron stand, and fitted up
Pumping Sets
complete with automatic pump governor, relief valve,
air chamber, pressure gauge and all necessary fittings
as illustrated above. Pumping Sets are furnished in
the following sizes.
3 X 2 X 3
4 1/2 x 2 3/4 x 4
5 1/4 x 3 1/2 x 5
X 4. x 6
COEN COMPANY
112 MARKET ST., SAN FRANCISCO, CAL.
Address nearest office. For list of offices see second page following.

991
Mechanical Oil Burning Equipment
The Latest Coen Firing Front for Scotch Marine Boilers
-------------------------------------------------------------------------
To obtain the highest effi- ond chance. Therefore, it is obvious that the heat
ciency when burning oil fuel, or carried out of the furnace and up the stack by excess
for that matter any fuel, under
boilers, it is not sufficient to
accomplish complete combus-
tion,-in order to obtain the
most economical results you must bring about complete
combustion with the least excess of air.
The uninstructed fireman will invariably reason that
if he has maintained the required steam pressure with-
out a smoky stack, he has handled the job efficiently.
This is a costly error, for the reason that while the
steam pressure may be maintained and combustion com-
plete, (as evidenced by a clear stack) 40%, 50% or
60% more air than is necessary may be passing through
the furnace and up the stack, carrying with it thou-
sands of heat units which, if it were not for the excess
air, would be absorbed by the water in the boiler.
Air enters the furnace ordinarily at fireroom tem-
perature and before reaching the stack attains a tem-
perature 400 degrees to 700 degrees higher. Where
does it get this additional temperature? Directly from
the heat produced by the burning of the fuel in the fur-
nace. Excess air gets the first chance at the heat gen-
erated in the furnace, the water in the boiler the sec-
Firing Fronts
for Oil Fired
Boilers
-------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--
COEN COMPANY
112 MARKET ST., SAN FRANCISCO, CAL.
Address nearest office. For list of offices see page following.


992
Mechanical Oil Burning Equipment
-
-
pºlinſED FEB.E.6, 1918
The Coen Combination Coal and Oil Firing Front for Natural Draft Scotch Boilers
air must be made up by burning more fuel if the water
is going to absorb the required amount for evaporation.
In order to burn oil fuel with the minimum amount
of excess air, firing fronts should be employed which
permit of the air for combustion being admitted to the
fires in such a manner as to give the proper supply to
each fire, uniformly introduced, and so directed that an
intimate mixture of atomized oil and oxygen be at-
tained immediately upon the introduction of the two
elements to the furnace.
With the numerous types of boilers and furnaces in
use in both marine and stationary boiler plants, with
their various draft conditions, it is obvious that a
standard firing front cannot be designed that will pro-
duce the most economical results for all conditions.
The different types of firing fronts manufactured
by Coen Company are the results of many years of
study and practical experience, and have been so de-
signed as to meet the different conditions referred to
above and produce the highest efficiency and economical
results attainable.
This front is for oil fuel
only. Designed for use with
natural draft induced draft or
closed stokehold system of
forced draft.
Part “D” is hinged, allowing
Access to the furnace is avail-
Firing Front for
Scotch Marine
Boilers
it to be swung open.
able at any time without disconnecting or removing
any parts.
Adjustable damper “A” controls air supply to in-
terior of firing front.
Oil fire door “B” is inter-
changeable with the Standard
coal fire door on the Coen Com-
bination and Oil Firing Front
for Natural Draft Scotch
Firing Front for
Natural Draft
Scotch Boilers
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Boilers as shown above.
Cast iron combustion ring “A” is made up of four
sections and a throat piece,—easily removed when grate
bars are to be substituted for coal burning.
-------------------------------------------------------------------------
The Branch Offices of the
= Coen Company are in a posi-
Branch Offices tion to render efficient service
to those who desire information,
regarding the Coen System of
Mechanical Oil Burning. In
quiries should be addressed to the nearest office.
The Branch Offices of the Coen Company are lo-
cated at:
New York, N. Y., 5o Church St.
Philadelphia, Pa., 263 South Ioth St.
Seattle, Wash., 303 Railroad Ave., South.
Portland, Ore., 51 First Street.
COEN COMPANY -
112 MARKET ST., SAN FRANCISCO. CAL.
Address nearest office.
For list of offices see above.

993
--º
-
--
A–Oil Suction
B–Suction Strainer
C–Oil Pumps
D–Pressure Gauge
E—Air Chamber
General Arrangement of Oil Burning Equipment and Piping to Burners
F—Relief Valve K—Firing Front
G–Oil Heater L–Return Line
H–Heater Safety Valve M–Steam Line
I—Discharge Strainer N—Pump Governor
J–Thermometer O—Reducing Valve
P–Steam Pressure Gauge
Q–Steam Trap
R—Drain Tank
S—Drain Tank Outlet
T–Return Line Valve
i




§
Mechanical Oil Burning Equipment
COEN COMPANY
112 MARKET ST., SAN FRANCISCO, CAL.
Address nearest office. For list of offices see second page preceding.

995
Marine Auxiliaries
---------------------------------------------------------------------- The Koerting Mechanical
Oil Firing systems, particularly
Oil Burners the burners have been the best
known, most used and highest
developed in the marine field for
over twenty years.
The first high pressure mechanical burner intro-
duced into this country was developed by the Schutte
Fuel Oil Burners
& Koerting Co. Today practically all marine oil
firing systems are pressure atomization. The cut shows
the “Koerting” burner as operated in registers of the
destroyer type.
--------------------------------------------------------------------------
*
The heating of fuel oil is an
item of the greatest importance
in these days of very heavy
crude oils. Features which have
been incorporated in the design
of the heater are: Minimum
space and weight
for capacity and
strength. Maximum
surface and fuel
oil travel through
the heater. Low
resistance and ade-
quate provision for
expansion due to
changes of tempera-
ture. This heater is
made up of standard
5%" steel tubes,
which material has
been found free
from deterioration
when used in con-
junction with high
sulphur oils when
Heater heated.
Oil Heaters
#""# The Schutte & Koerting
H Evaporators i Company design and manufac-
H and Feed Water H ture upon a test basis evaporat-
i Heaters # ing plants meeting the most
severe requirements. T he
cut shows the arrangement
of one of the latest and largest evaporators at present
in use in the U. S. Navy. A generous allowance of
"------------------------------------------------------------------------
Evaporators
heating surface and steam space with strong rugged
construction make this line reliable, capable of with-
standing the everyday usage aboard ship and always a
reserve capacity to fall back upon in case of emergency.
The commercial plants, evaporators, distillers and
equipments which are made up in cast iron have proven
their worth for years as demonstrated by the praise
they receive from the operators. Our sizes handle re-
quirements from 250 to 12,500 gallons per twenty-
four hours or multiples thereof.
Where minimum space
and weight requirements
must be considered, the
Type “L” feed water
heaters manufactured by
this company deserve the
buyer's most careful con-
sideration. As with the
oil coolers, our heaters
have an absolute maxi-
mum of heat exchange
capacity consistent with
low resistance through the
heater. The prime and
surpassing features of the
type are: Removable tube
bundle for inspection. The
use of standard condenser
tubes. Expansion provid-
ed for with floating head
arrangement. Capacities ---
500 to 500,000 lbs. per Feed Water
hour. Heater
SCHUTTE & KOERTING CO.
PHILADELPHIA, PA.




996
Marine Auxiliaries
--
The term “Koerting Uni-
versal Double Tube Injector”
Injectors is synonymous with the highest
requirements in marine practice.
These injectors will perform all
- that might be asked of jet ap-
paratus. Only one lever need be operated and no ad-
justments are required. This injector will take up
-----
water at 150
degrees F. and
deliver it into
the boiler at a
temper a tºur e
near the boil-
in g point.
While simplici-
ty of construc-
tion is not
claim e d for
these injectors,
reliability is one
Universal Double Tube Injector of their great-
est features.
They have been used extensively for over forty years.
TABLE OF CAPACITIES OF INJECTORS
(Made from actual test)
Size Size of Steam 50 lbs. Steam 100 lbs |Steam 150 lbs. Size of
Iron -- - - Copper
No Pipe Gals. H. P. Gals. H. P. Gals. H. P. Pipe (5. D.
0 % 83 17 | 101 || 20 || 112 || 22 %
1 % 112 23 || 143 || 30 | 180 || 36 %
2 % 172 35 | 210 | 40 || 232 || 46 9%
3 | { 278 56 || 338 || 70 || 397 0 7
3% % 398 80 || 472 || 95 || 547 || 110 %
4 1 533 || 108 || 622 || 125 | 720 | 150 1%
5 1% 675 || 136 || 802 || 160 || 922 || 190
6 825 | 165 990 || 200 || 1125 || 230 1%
7 1% 1072 || 215 || 1372 280 | 1612 || 320
8 1388 280 | 1800 || 360 2115 || 4:30 134
§) 2 1688 || 340 || 2100 || 420 || 2475|| 500
10|||st. p. 2, 2025 | 400 243s 500 2850, 570ſ. *
11||#####|| 2:30 500 30% º sº, i. sº
12 2% 3999 || 399 || 3638 750 4252 s50 |"º"
#} 3 {; 780 || 4635 | 930 || 5500 || 1100
16 5025 || 1000 || 6075 | 1200 || 7000 }}}} 3%
20 4. 9000 | 1800 || 10840 2200 | 12525 || 2500 434
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Reducing
Valves
“Quitetite” Reducing
Valve
Our “Auld” type reducing
valves need no introduction
having been in use for over sixty
years in the home of shipbuild-
ers,
Scotland. Refer to any
liter a tu re on the
subject of reducing
valves and one will
find a description of the
merits and features of the
“Quitetite.” Our new
patents cover a valve
which will supply reduced
pressure Steam at a con-
stant outlet pressure with
any variation or fluctua-
tion of boiler pressure.
It has been designed to
give positive closing con-
trol, thus obviating leak
and creep of the low pres-
sure steam. It is simple
in construction and has no
complicating sleeves nor
stuffing boxes.
Schutte and Koerting Ma-
neuvering valves have practi-
cally commanded the big field
opened with America's great
ship building expansion. In
connection with the turbines
used both in the Navy and Merchant Marine ships
of recent type, these valves have proven themselves
Maneuvering
Valves
“Duplex” Maneuvering Valve
beyond compare. Positive, but easy of operation, they
make it possible to vary the speed of the turbine within
the narrow limits that either make for or destroy econ-
omy. The main essential, besides a full speed area
through the ports is the interlock-
ing device making it impossible to
use the reversing gear when the
“ahead” valve is open, and yet per-
mitting the valve to be operated
quickly from “ahead” to “astern.”
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Oil Coolers
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Throughout the marine world
where lubricating oil is circulated
to bearings, coolers of this design
are used. They are the most com-
pact, reliable, high grade coolers
manufactured. The maximum rate
of heat transfer for consistent pres-
sure loss through the cooler has
been obtained.
This cooler has all external
joints so that it is impossible for
oil to leak into water spaces or vice
Versa.
Inspection and repair are points
which have not been overlooked in
design. The “Z” type coolers
range in sizes capable of handling
five (5) gallons a minute or five -
hundred (500) gallons a minute. Oil Cooler
SCHUTTE & KOERTING CO.
PHILADELPHIA, PA.





9972
Soot Blowers
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One of the principal means
of increasing boiler efficiency is
by frequent mechanical removal
of soot from the heating sur-
faces of the boiler. The pres-
ence of soot has caused, and still
causes, a loss of hundreds of thousands of tons of fuel
a year to ship owners. Soot waste has been elminated
on many ships and it can be eliminated on all, with a
consequent notable increase in boiler efficiency and a
consequent great increase in marine profits.
The Diamond Mechanical Soot Blower System will
effect the following economies, with reference to the
best results obtained by the use of hand lance.
I—Fuel: A saving of 4 to 8 per cent.
2–Boiler Efficiency: An increase in overall boiler
efficiency of 3 to 4 per cent or more.
Soot Blowers
Essential on
Marine Boilers
Diamond Installation on B & W
- Marine Boiler
3–Steaming Radius: A notable increase.
4—Speed: Increase, if greater steaming capacity of
ocilers is utilized.
5–Longevity: An increase in the length of service
of boiler tubes, through the prevention of coricsion.
An increase in boiler efficiency of only a few per
cent means hundreds of thousands of dollars to Ameri-
can vessel operators. The maintenance of clean heat-
ing surfaces in the boiler will increase efficiency.
"; Diamond Soot Blowers have
Soot Blowers for for eighteen years been the
Every Type of standard marine equipment for
Boiler effecting rapid and thorough
mechanical soot removal. There
is a Diamond Soot Blower for
every type of marine boiler. Design and construction
cf all types of soot blowers is shown in detail in Bul-
letin 184, “How Some Ship Owners Have Increased
Their Profits,” a copy of which will be sent upon re-
quest. The following data should be included when
requesting information; make, size and steam pres-
sure of boiler, fuel used, etc.
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Diamond Installation on Standard Emergency
Fleet Boiler, Vertically Baffled Type
"...","..."." The Diamond Mechanical
Diamond Equip-i Soot Blower System for all
ment for Water Marine Water Tube Boilers,
Tube Boilers except the Hollow Stay Bolt
type, consists of a permanent
installation of standard Dia-
mond Model “G” blowers. It is the most effective
cleaning device ever developed for water tube boilers.
The units are arranged to effect the cleaning of the
fire surfaces of the boiler, particularly the tubes, by
means of steam jets. When the steam is released
among the tubes at a velocity of approximately 2700
feet per second, a perfect whirlwind of currents is
created, reaching all the nooks and crannies of the
boiler, and thoroughly removing the particles of soot
and ash accumulation.
The Model “G” Blower consists of five principle
elements, as follows:—
I—A Head through which the steam passes from
Diamond Installation on Foster
Water Tube Boiler
DIAMOND POWER SPECIALTY COMPANY
DETROIT, MICH.



998
Soot Blowers
the main soot blower supply line when the valve is
opened.
2—A Wall Box which is bricked into the setting.
3-A Blower Element running cross-wise to the
bank of tubes, and consisting of a small header with
nozzles so placed as to discharge steam between the
boiler tubes.
4—A Sheave or Hand Wheel by means of which the
blower element is rotated.
5–Bearings attached to the boiler tubes which sup-
port the blower element and permit it to revolve freely.
The Diamond Model “G” Blower is especially suit-
able for cleaning air heaters, superheaters, etc., when
installed in connection with water tube boilers.
Diamond Installation on Scotch
Marine Boiler
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Diamond Hollow
Stay-Bolt Boiler
Equipment
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The principles of design of
this blower will be evident from
the illustration of the installa-
tion on Foster Water Tube
Boilers. Several hundred of
these blowers were purchased by
the Emergency Fleet Corporation for use on their
vessels.
----------------
One of the most valuable features of the Diamond
Model “E” Hollow Stay Bolt Blower is its sectional
construction, which is especially adapted for use with
fuel oil fired boilers, where draft conditions are very
low, running from O2" in the furnace up to .08" in
the uptake. If soot blowers were so designed that
all nozzles emitted steam at the same time a curtain
or blanket of steam would be ejected into the boiler
at high velocity, with the result that it would either
put out the fire or materially interfere with the draft.
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- ." The Diamond Model “G-E”
Diamond Equip-i Oscillating Blower for Scotch
ment for Marine Boilers is one of the
Scotch Boilers most popular of the Diamond
m . Soot Blowers. The jets of high
velocity steam, ejected from the
Venturi nozzles on the four or more blower arms in
each boiler, clean the uptake tubes, as well as every
tube in the boiler. The blower arms are oscillating in
movement, swinging about a central pivot when the
operating handle is moved.
In the Diamond Automatic Sliding Blower for
Scotch boilers a single valve controls all of the soot
blowers in the line causing them to move slowly from
left to right and back across the tube sheet. This
blower effects a large saving in steam, time and labor.
The Model “B” is a rear end blower for Sotch
Marine boilers. The blower is permanently fixed in
the water leg. In operation dry steam is shot into
each tube with the draft at a terrific velocity, sweep-
ing and scouring the soot from the full length of the
tubes.
The Service Engineers of the Diamond Company
located in the principal ports on the Great Lakes, as
well as on both coasts of the United States and Canada,
are prepared to serve users of this equipment for either
marine or land installations.
For complete information address Box 851, Detroit,
or New York marine office at Room 1611, 32 Broad-
way.
=
Diamond Automatic Sliding Blower for Scotch Marine Boilers
DIAMOND POWER SPECIALTY COMPANY
DETROIT, MICH.


999 |
Soot Blower
Shows increasing radius of steam
jets as blower head is progressed
into cambustion chamber.
Pipe
Detachable
Handle
O
This
ue^x -
desired - NDrain Cock /
Alternative steam
connection when
superheaters are
fitted
Showing Front and Side View of Installation of Atlas Soot Blower on Three Nests of Tubes
i". The Atlas Steam Soot Blower has proved on official tests to amount to Io per cent
was designed for coal or oil and over.
burning Scotch Marine Boilers
to meet the need for an auto- ". The Atlas Blower can be
matic cleaner that would not quickly and easily installed in
only eliminate all hand cleaning Compactness one of the tubes of each nest
of both rear plates and tubes, but at the same time do when boiler is under full pres-
away with the danger of leaking tube ends which re- imi sure if necessary. Its installa-
sults from the use of wet steam. tion is merely a matter of steam
Furthermore, the ease and simplicity of the Atlas connecting, requiring no cutting of boiler. When
Steam Soot Blower lends itself readily to frequent not in use it telescopes into the tube (which is sealed)
use (several times a day) thus keeping the rear plates out of contact with the extreme heat. -
and flues constantly free from soot and ashes, and
thereby insures steady steaming and minimum coal
consumption.
Purpose of
Design
-----------------------------------------------------------------------
------------------------------------------------------------------------
I. It cleans in the logical di-
rection, viz:—with the draft
and not against it, thereby blow-
ing the soot up the stack and not
back on the rear plates.
2. It is operated from the
front, always under the eye of the engineer.
3. It reaches every part with dry steam, twice.
Since the Atlas Blower extends from the front to the
rear of the boiler as shown in the cuts, there is no
danger of leaking tube ends, as the steam is highly
superheated while passing back through the Blower
and across the combustion chamber before sweeping
the rear plates and flues.
4. There is no reduction in pressure while using the
blower as it blows with the draft and not against it,
and is in use but a few minutes daily.
5. It may be quickly, easily, and economically in-
stalled, even when boiler is under full pressure.
6. There is no obstruction on the smoke box door,
the handle being in position only when the blower is
in use.
7. Its saving in fuel and increase in speed of vessels, Tubes Easily Cleaned Without Opening Smoke Box Door
Important
Features
-------------------------------------------------------------------------
ALBERT T. OTTO & SONS, INC.
101 PARK AVE., NEW YORK, N. Y.











1000
Soot Blower
To operate the Atlas Blower
it is simply necessary to open
outside steam valve, place handle
in position and turn to right,
until checked by stop, then re-
verse to stop. As the rotating
double nozzle is advanced and returned through the
combustion chamber, two jets of dry steam are forced
against the tube bank and through the tubes, effectu-
ally cleaning every nook and corner. One main steam
valve controls all the blowers in a boiler, each blower
being fitted with an interior valve which opens and
closes automatically by the motion of the handle.
Simplicity of
Operation
All parts of the Atlas Blower
are made from the best mate-
rials for the purpose, the nozzle
of cast gray iron, the seamless
tubing extra heavy, other parts
of steel, malleable i r on and
bronze, all assembled strongly and compactly. There
are no parts continuously exposed to intense heat as
the nozzle, pipe, steam tube, etc. are within the closed
Durability
Steady steaming.
Minimum fuel consumption.
Maximum efficiency.
Absolute saving in labor.
Increase of speed of vessel.
Avoidance of leaking tube
ends.
Increase of the useful life of your boilers.
No lowering of steam pressure.
No opening of smoke-box door while cleaning.
No temptation to put off cleaning of boiler.
Tubes and rear plates always clean.
Summary of
Advantages
The Atlas Blower is made in
America by Albert T. Otto &
Sons., Inc., manufacturers and
sole licensees in the United
States.
Under the British trade name
of “Improved Diamond Steam Flue Blower (Front
End Type)”, the Atlas has been exclusively adopted
by the British Admiralty, who are using thousands of
them. Included among our customers are the follow-
ing great British and Continental Shipbuilders and
Made in
America
tube when not in operation.
Steam Ship Lines:–
Standard Oil Company of N. J.
Admiralty (British).
Ailsa Shipbuilding Co., Ltd., Troon, N. B.
American Petroleum Co., Rotterdam.
Amos & Smith, Ltd., Hull.
Anglo-American Petroleum Co., London.
Anglo-Saxon Petroleum Co., Ltd., London.
Atlantic Transport Line, London.
Australasian United Steam Navigation Co.,
Ltd., London.
Australind Steamship Co., Ltd., Melbourne.
Axel Brostom & Son, Sweden.
Barclay, Curle, & Co., Ltd., Glasgow.
Wm. Beardmore & Co., Ltd., Glasgow.
Bell Brothers & Co., Glasgow.
Blair & Co., Stockton-on-Tees.
Blow, Richards & Co., Cardiff.
Blue Star Line, London.
Blyth Shipb’ld’g & Drydocks Co., Ltd., Blyth.
Booth Line, Liverpool.
Bow McLachlan & Co., Ltd., Paisley.
Bowles Brothers, London.
British India Steam Navigation Co., Ltd.,
London.
John Brown & Co., Clydebank.
Bryde, G. M., Christiania.
Bucknall Steamship Lines, Ltd., London.
Burdock & Co., London.
Burns, Philip & Co., Ltd., Sydney, N. S. W.
Bullard, King, & Co., London.
Bushell, E. H., Fletcher & King, Liverpool.
Caledon Shipb’ld’g & Eng. Co., Ltd., Dundee.
Cammel Laird & Co., Ltd., Liverpool.
Campbell & Co., John, Glasgow.
Canadian Pacific Railway Co., Ocean Steam-
ship Lines, London.
Cardiff Channel Dry Docks & Pontoon Co.,
I.td., Cardiff.
Central Marine Eng. WRs., West Hartlepool.
Chambers & Co., J., Liverpool.
Chargeurs Reunis, Paris.
George Clark, Ltd., Sunderland. .
Cleland's Graving Dock & Slipway Co., Ltd.,
Willington Quay-on-Tyne.
Clover, Clayton & Co., Ltd., Birkenhead.
Clyde Shipb’lg & Eng. Co., Ltd., Pt. Glasgow.
cºmmonwealth & Dominion Line, I,td., Lon-
OI!.
Companie General Transatlantique, Paris.
Cºlº Nacional de Navagacao Costeria.
rºl.211.
Cooper & Greig, Ltd., Dundee.
A. F. Craig & , Ltd., Paisley.
Cunard Steamship Co., Ltd., Liverpool,
y, Summers & Co., Ltd., Southampton.
Denny & Co., Dumbarton.
Det Norske Amerikalinge, Copenhagen.
Det Stavangerske pampskibsselskab. Norway.
J. Dickson & Sons, Ltd., Sunderland.
Dillon & Sons, H. W., London.
Dodwell & Co., London.
Doxford & Sons, Ltd., Sunderland.
Dudgeon & Gray, London.
Duncan & Co., J. T., Cardiff.
Dunlop, Bremner & Co., Ltd., Port Glasgow.
Dunsmuir & Jackson, Glasgow.
Earles Shipbuilding & Engineering Co., Hull.
Edwards, Hepburn & Co., Cardiff.
Elder, Dempster & Co., Ltd., Liverpool.
Ellerman-Hall Line, Liverpool.
Eriksbergs Verkstads A. B.
Sweden.
Fawcett Preston & Co., Liverpool.
Fearnley & Eger, Norway.
Fletcher, Son & Fearnal, Ltd., Tilbury.
Fornyade Angf, A. B. Gotha, Sweden.
Fornyade, Svinska Lloyd, Sweden.
Fredriksstad Mek Verksted A. S. Norway.
Furness, Withy & Co., Ltd., London.
Furness Scheepvaart en-Agentuur Maatschap-
pij, Rotterdam.
Gellatley, Hankey & Co., London.
General Steam Navigation Co., Ltd., London.
Grayson, Ltd., H. & C., Liverpool.
Green & Silley Weir, Ltd., London.
Gow, Harrison & Co., Ltd., Glasgow.
Groedel Bros. Steamship Co., Ltd., London.
Gunn, A. H. and E., Cardiff.
Hall Line, Liverpool.
Hall, Russell & Co., Ltd., Aberdeen.
Halvorsen Thy., Norway.
Harland & Wolff, Ltd., Belfast.
Harris & Dixon, Ltd., London.
H. & W. Hawthorn, Leslie & Co., Ltd., New-
castle-on-Tyne.
Hawthorne & Co., Ltd., Leith.
D. & W. Henderson & Co., Ltd., Glasgow.
Henderson Brothers, Glasgow.
Holland-Amerika Line, Rotterdam.
C. D. Holmes & Co., Ltd., Hull.
Holt & Co., Ltd., A., Liverpool.
Hong Kong & Whampoe Dock Co., Ltd., Japan.
Hall Central Drydock & Eng.Wlºs., Ltd., Hull.
Hosking & Callan, Liverpool.
Houlder, Middleton & Co., Ltd., London.
Howard Smith Co., Ltd., Melbourne.
Howden & Co., James, Glasgow.
Huddard Parker, Ltd., Melbourne.
Hugh Hogarth & Sons, Ltd., Glasgow.
Irvine's Shipbuilding & Dry Docks Co., Ltd.,
Hartlepool.
Kawasaki Dockyard Co., Kobe, Japan.
J. G. Kincaid & Co., Ltd., Greenock.
Koninklyike, Hollandische Lloyd, Amsterdam.
Lamport & Holt, Liverpool.
Ilancashire & Yorkshire Railway, Goole.
Iawther, I.atta & Co., Ltd., London.
Lester & Perkins, London.
John Lewis & Sons, Ltd., Aberdeen.
W. W. W. Lidgerwood, Coatbridge.
Lindholmen Co., Sweden.
Lindsay, Burnet & Co., Ltd., Glasgow.
Lobnitz & Co., Renfrew. -
Lubricating Fuel Oil Co., Ltd.
MacIlwraith, MacEacharn & Co., Proprietary,
Itd., Melbourne.
McColl & Pollock, Ltd., Sunderland.
McKill & Co., Robert, Glasgow.
Manchester Liners, I,td., Manchester.
Mercantile Dry Dock Co.,
yne.
Messageries Maritimes de France.
Milburn & Co., William, Ilondon.
Mills & Sons, Grimsby.
Mitsubishi Goshi Kaisha Co., Japan.
Morrell, Mills & Co., Manchester.
Mountstuart Dry Dock Co., Ltd., Cardiff.
Muir & Houston, Glasgow.
Nºs Steam Shipping Co., Ltd.,, Sunder-
8. In Ol.
Mekaniska
Ltd., Jarrow-on-
Nelson, Ltd., H. & W., London.
New Waterway Shipbuilding Co., Rotterdam.
New Zealand Shipping Co., Ltd., London.
Nicholl & Co., Edward, Cardiff.
Nippon Yusen Kabushiki Kairha, Tokio.
Nordenfjeldske Dampskibs-selskab Trond-
hjem, Norway. *
Norske Amerikalin, Norway.
North Coast Steam Navigation Co., Ltd.,
Sydney, N. S. W.
North-Eastern Marine Engineering Co., Ltd.,
Sunderland and Wallsend.
Nourse, Ltd., T., London.
Ocean Steamship Co., Ltd.,
Osake Iron Works, Ltd., Jap
Oscarshamns Mek. Verstads
A. S. Sweden.
Otto Thoresen Line, Norwa
Palmers's Shipbuilding &
Jarrow-on-Tyne.
P. & O. Line, London.
Paton & Hendry.
Prince Line, Newcastle.
Ramage & Ferguson, Ltd., Leith.
Rankin & Blackmore, Greenock.
Rederi A. B. Disa, Sweden.
Richardson, Westgarth & Co., Ltd., Hartle-
pool.
F. & W. Ritson, Sunderland.
Ross Duncan & Co., Govan, Glasgow.
Rotterdam Dry Dock Co., Rotterdam.
David Rowan & Co., Glasgow.
Royal Mail Steam Packet Co., London.
Scott & Son, J. R., Newcastle.
Scott's Shipbuilding & Engineering Co., Ltd.,
Greenock.
Shearman & Co., Ltd., John, Cardiff.
Wm. Simons & Co., Ltd., Renfrew.
Societe Anonyme John Cockerill, Ostend,
Belgium.
Societe Anonyme des Ateliers & Chantiers de
l'Havre.
Societe Anonyme John Cockerill, Seraing,
Belgium.
Smith's Dock Co., Ltd., South Shields.
Speeding, Marshal & Co., Sunderland.
Stephens & Sons, Ltd., Hebburn-on-Tyne.
Stockholms Rederi A. B. Sevea, Sweden.
Swan, Hunter & Wigham Richardsons, Ltd.
Wallsend-on-Tyne.
Swedish-American Mexican Line, Sweden.
Swedish East Asiatic Co., Ltd., Sweden.
Taikoo Dockyard & Engineering Co., of Hong
Kong, Ltd.
Takata & Co., Japan.
W. Thomson & Co., Canada.
Transatlantic Steamship Co., Gothenberg.
Turner, Brightman & Co., Ltd., ndon.
Union Steamship Company of New Zealand,
Dunedin, N. Z.
Wallsend Slipway and Engineering Co., Ltd.,
Wallsend-on-Tyne.
Watkins & Co., Wm., London.
Wiel & Amundsen, Norway.
Wilh. Wilhelmsen, Norway.
Williams & Mordey, Cardiff.
Wilsons & Furness-Leyland Line, Hull.
Wilson & Co., Hull.
Wiltons Eng. & Slipway Co., Rotterdam.
Wrangell & Co., A. S.. H. M.. Norway.
Liverpool.
Hitle
& Skeppsdockas
y.
Iron Co., Ltd.,
ALBERT T. OTTO & SONS, INC.
IOI PARK AVE., NEW YORK, .N. Y.
1001
d
Madesco Sounding
Tube Deck Plates
Castings for Scuppers and
Deck Drains must of necessity
be flawless without departing
from conventional practice, and
such are those of the Madesco
brand by virtue of experience in
Scuppers and
Deck Drains
manufacture.
In finish and general work-
manship the Madesco Sound-
ing Tube Deck Plates have es-
tablished a new standard of ex-
cellence. The line drawing
shown below illustrates the de-
sign of the Madesco Sounding Tube Deck Plate and
Wrench.
Sounding Tube
Deck Plates
A’/7/3/7/2 ZA 77AA’s
O/YA: ///(aſ
O/ya L/aa-
127/LL & C/3A
Aok 4-"20 Az/77 AA/72
6?–-
* - c.75x H'
º 7///0.5 /º/, //YC//
^,
4-H24-4
%. F &
SOU//w0//wo 77/BE DECarazazz
3CAzºv.5 on 5% AO/7 cºczz
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-utiliutiuniutiuniutiunununununuintinuintinuum-
Six-Inch
Hydraulic
Ash Ejector
F-111-1+1-1+1-1+1-1+-------------------------------------------------
The Madesco Six-Inch Ash
Ejector is of the Hydraulic
type, designed to operate on salt
water lines under a pressure of
from 125 to 250 pounds per
square inch. The arrangement
of the complete apparatus is shown in the drawing on
the opposite page.
The Madesco Ash Ejector is not an experiment but
a proved asset to those whose interests require prompt,
accurate and complete evacuation of ash accumulation
in the boiler room.
This unit will discharge as many ashes as three men
can shovel into the Hopper at one time, under a pres-
sure of 175 pounds, and will operate down to a pres-
sure of 125 pounds.
At a pressure of 175 pounds it will shoot
ashes on a horizontal line 60 feet to the wind-
ward, thereby preventing the blowing of dust
over the ship's side as is the case when the ordi-
nary ash hoist is used. It is therefore a self-
evident fact that the Madesco Ash Ejector is
more economical and desirable in every way than
the old-fashioned ash hoist.
The length of the pipe from the Hopper to the
elbow bend can be increased or decreased as de-
sired. We carry a stock of these units at all
times so as to make immediate delivery upon re-
ceipt of orders. Prices furnished upon request.
-----------------------------------------------------------------------
The Conveyor Pipe is six
inches in internal diameter with
seven-eighths inch walls. The
elbow at the top of Discharge
Pipe forms a long, sweeping
curve, and the wear of the dis-
charge ashes and water is taken up on two chilled iron
removable Liners. These Liners are practically the
only parts subject to wear and are easily replaced.
Discharge
Pipe
The Hopper into which ashes
are shoveled or dumped is 0
the same grade of cast iron as
is the pipe. The opening at
the bottom is so designed that
clinkers which pass through it
will not clog the Discharge Pipe. The cover is
Ash Hopper
and Fittings
provided with a heavy gasket to insure water
tight construction necessary in establishing the
5//007// ////5//
wa’anycar ada’ arcar awarr
Jouavd/ww 7./sa.
M a de sco Hydraulic Ash
Madesco Ejectors are made in two stand-
Hydraulic ard sizes, 4% inches and 6
inches. • Other sizes are made
on order designed to meet any
conditions and specifications.
The 4% inch Ash Ejector is designed to operate on a
pressure of 125 pounds per square inch and can be
furnished from stock.
Ash Ejectors
--------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|-- --------
- -
vacuum, and the arrangement of the bolts admits
of easy and rapid manipulation. A removable
composition Ejector Nozzle, with a cast iron body
and a three-inch American Standard Flange connect
tion, is fitted at the bottom of the Hopper. A three.
inch composition straight-away Plug Cock with flanged
or flanged and screw connections is bolted to the
Ejector Nozzle. The cock will easily withstand *
hydraulic test of 300 pounds per square inch.
The cast iron used for pipes and fittings is of such
composition and hardness as to give it maximum wea.
ing qualities. All flanges are faced and sealed with
gaskets in order to produce an absolutely tight joint.
Material and workmanship are of the best quality.
MARINE DECKING
AND SUPPLY CO.
1011 CHESTNUT ST, PHILADELPHIA, PA.


1002
Madesco
Hydraulic Ash Ejector
Six-Inch
^---
- re-") -------------
to the flange of a pipe project-
ing through the side of the ship.
--
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Handling
Gear
------------------------------------------------------
The Handling Gear, consist-
i ing of forged levers and rods,
H as shown in the above drawing,
H is furnished ready for installa-
# tion.
7. º
& - | &l.
-- -- – -
→ - Ålº -
- * 5.
** | A- ºn
- |Zºº
* {
; :
º - º
- *w ---> ---—33 -ºr-º-
g
|
:
º
/ /
/ / - `º
- / / |
* - --->
*/// - ------
- $/ Á' |
//
/ ///
/ 3. ///
- / £º 7 º
/ *: / / •,
*: / / --
* - ... //
. 2 / / *
* : /// l
I Né fuco" unt
- / §
&:
- ºf ears ---
º
Arrangement of Madesco Six-Inch Hydraulic Ash Ejector
This unit in use on over 700 sea-going vessels June 1, 1919
"tuituminimumumumumum ": A Discharge Valve, with a The efficient supervision of
Discharge H cast iron body and a cast iron Method shipment of Ash Ejectors in-
Val | Flapper Valve to prevent the hi sures all parts being marked
alves i wash from backing into the of Shipment and crated properly for ship-
*utumumumumumumumumumumum A boiler room, is fitted, as shown, ment.
The Ash Ejector parts are
numbered consecutively in accordance with the bill of
material to facilitate the checking of the parts received,
and to aid in arranging the parts for installation.
The Ash Ejector and Gear are boxed or crated, and
marked to designate the contents.
The pipe is marked and shipped uncrated.
MARINE DECKING AND SUPPLY CO.
1011 CHESTNUT ST. PHILADELPHIA, PA.




1003
Ashton Marine Pop Safety Valves
------------------------------------------------------------------------
--
Established in 1871, the Ash-
ton Valve Company has special-
ized for almost 50 years in
the manufacture of Valves and
Gages.
The Ashton Marine Pop
Safety Valve, for example, approved in 1872 by the
United States Board of Supervising Inspectors, has
been improved from time to time, keeping pace con-
stantly with the increasing rigidness of the official re-
quirements. Because of this long experience and de-
velopment, the Ashton Valve today not only fulfills
every requirement of the Board, but in almost every
feature is better than called for.
Experience Built
into Ashton
Products
i-ill-i-I-ii-I-ii-I-ii-ni--
Ashton Safety Valves are
made with 45 degrees bevel
seats—the United States Gov-
ernment Standard. These seats,
made of extra high quality com-
position metal or nickel, remain
tight, have great wearing qualities, do not corrode and
are easy to grind in or face off.
The Pop chamber (Patented) is of special design.
It is the annular space above the seat enclosed within
the patented knife edge lip. The lip wears down in
proportion to the wear on the seat, thus giving steady
and unvarying pop, which insures long service without
adjustment or repairs.
The patent screw plug pop regulator on the outside
of Ashton Safety Valves affords convenient means for
regulating the pop at all times without taking valve
apart, and when the steam is on the boiler.
The lock-up attachment prevents tampering with
the set pressure adjustment.
With the patented Cam Lever it is easy to lift the
valve from its seat one-eighth the diameter of the
valve opening, by hand, regardless of the pressure in the
boiler. The Cap and trip lever can be made to op-
erate in any position regardless of the location of the
valve outlet.
Ashton Marine
Pop Safety
Valves
-----------------------
--------
Ashton Cam Lever Marine Pop Safety Valve—No.16
NO. 16–DIMENSIONS IN IN CHES
Sizes A p C. D. E. F. G H I K
2 ... 15%. 15%. 5% 5%. 3% 3 6 2 4 6%
2% 17%. 17%. 654 6%. 4++ 4 7 2% 4 7%
3 20%. 20% 6% 6%. 5%, 4% 7%. 3 5 SW4
3% 22% 22% 7%, 7% 5+: 5 8%. 3%. 5% 9
4 21%. 21% 7% 7%. 61%, 514 9 4 614 10
4% 23%. 23% 7% 7%. 61'; 5% 9% 4% 6%. 10%
5 25%. 25%. 8%. 8% 814 578 10 5 714. 11
5% 23%. 23% 817, 81's 71%. 61%. 11 *5% 8%. 12%
6 24%. 24 9% 9% 7%. 61%. 11 6 9 12%
*When screw outlet is used it is cut for 5-inch pipe.
The No. 16 Ashton Marine Pop Safety Valve is
especially adapted for marine service and has been ex-
tensively used for many years on marine boilers.
="# These valves are made with
outside spring, an arrangement
adapting them particularly to
superheater in-
stallations, be-
ca use the
spring never comes in contact with
the high-temperature steam which
would affect its temper. Cast steel
body and solid nickel valve and seat
bushing insure proper strength as
well as equal expansion and contrac-
tion of parts.
These valves are of heavy construc-
tion with very strong lifting gear.
Style No. 17 B, as illustrated, can
be supplied in sizes 3/4 inch to 2
inches, with either screwed or flanged
connections.
Style No. 17, also for superheaters,
Ashton Safety
Valves for
Superheaters
-------------------------------------------------------------------------
Ashton Outside
Spring Steel
- - - - B o d y Pop
can be supplied in sizes 2 inches to Safety Valve -
5 inches. No. 17B
------------------------------------------------------------------------
Where the capacity of two
valves is required, the Ashton
Duplex Cam Lever Marine
Pop Safety Valve saves space
and piping. It requires but one
valve connection on the boiler
and has a single discharge outlet, yet it has the full
capacity of two valves.
Ashton Duplex
Marine Pop
Safety Valves
No. 16A-Enclosed Spring
Type -
No. 16.B—Outside Spring
Type
Ashton Duplex Cam Lever Marine Pop Safety Valves
This type is made under the same patents as the
No. 16, and is of the same high quality throughout:
The Duplex Valves are made with cast iron or stee
body, and with either independent cam levers or with
rocker-shaft with single lever. When of the latter style
it is customary to adjust the cams so that the valves wi
be lifted from their seats in succession.
These valves can be supplied with either inside of
outside spring, the latter type having the advantage 9
greater durability of spring, which does not come in
contact with the discharged steam.
ASHTON VALVE COMPANY
BOSTON NEW YORK
CHICAGO SAN FRANCISCO






1004
Ashton Gages, Clocks, Engine Registers
-
- - - -
----
---, -- T-T -- --
- - - * *
- - -
- ---- - - ---
--- - - -- ". ." --"
T-Fº - - ... ---. - - :--
- - - -
H. : :
1–4...]."
- - -
!-H –
- |
|
^
|
- -
---"
-
- .
----
IEEET
Outline Drawing—Ashton Duplex Pop Safety Valves
NO. 16A-DIMENSIONS IN IN CHES
Sizes A B C D E F G H I
2 . . . . . . 19% 8 ºr 8 4% 4% 834 2% 7%. 27%
2% ...... 20*. 9% 9 ºr 5% 5% 9 3 ºr 8% 31%
3 ...... 24%. 11%. 10% 6% 6 10%. 434 014. 414
3% ...... 27.3%. 12%. 11 6% 7 11 5 10 5
* ...... 30 12% 11% 6% 7%. 12% 5++ 11 5++
4% . . . . . . 31 13%. 11%. 6% 8%. 14 6%. 12% 6%
5 ...... 30%. 1414 12%. 71% 9%. 14 71% 12%. 71s
5% ...... 37%. 1553 14 s 973 15 7+? 13.1% 7+?
6 . . . . . . 38%. 16%. 1458 S 10%. 16%. 8% 15 8%
NO. 16.B—DIMENSIONS IN IN CHES
3 ... 27% 91%. 6 6%. 6 10% 4% 934 4% 814
8% .. 30%. 10% 6% Głł 6%. 11 5 10 5 87%
untinuintinuintinuuuuuuuuuuuuuuuuuut ---
Safety valves should always
be applied close to the boiler or
main supply of steam, on short
nipples or nozzles having full
inside diameter. When other-
wise connected they are likely
to chatter when blowing, and will not give full ca-
pacity of relief, due to restricted steam supply. Each
safety valve should be applied to a separate boiler
nozzle, with no other engine or auxiliary pipe line
connected thereto. This will insure the valves of
having a full and steady supply of steam to maintain
their maximum efficiency lift without fluctuation.
Application of
Safety Valves
*inuuuuuuuuuuuuuuuuuuuuuuuuuuuuum,-
*titutinimumumumumumumuuuuuuuuum-
É Ashton Gages are made in
Ashton Pressure # many designs to meet the varied
and Vacuum requirements of stationary and
Gages marine practice, for steam, air,
-minum water, ammonia, oxy-acetylene,
hydraulic work, etc. Standard
Patterns include Pressure, Vacuum, Compound Pres-
ë. and Vacuum, Registering Gages, also Recording
ages.
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Ashton Double Spring Pressure Gage No. 52
The Ashton No. 52 Double Spring Pressure Gage
is particularly adapted for marine use. It is a dis-
tinct improvement over the ordinary single-spring
gage. The double spring and movement reduces to a
minimum the vibration of the hand. The movement,
which has nickel silver pinions and arbors, is very
durable.
The dial in this, as in all Ashton Gages, is hand
graduated individually, insuring the accuracy of each
dial to the actual movement of the hand.
Ashton Double Spring Pressure Gages are made in
sizes from 4% inch to 24 inch dials, and may be
graduated to any desired maximum pressure up to
500 pounds per square inch. For most satisfactory
service gages should have dials graduated to double the
highest working pressure.
Ashton Engine Room Mar-
ine Clocks are furnished with
either Howard, Chelsea or Seth
Thomas movements, full jew-
eled, with chronometer balance
and patent regulators.
Cases are made with
hinged ring s and snap
latch, or lock and key when
desired. St and a r d dial
sizes are from 5 to I2
inches.
Clocks with Chelsea
movement are furnished in
Ashton Marine
Clocks
Ashton Marine Clock— either deep or shallow
No. 63 cases, as desired.
- The Ashton No. 64 Im-
proved Engine Registers are
made for either right or left
hand revolutions and recipro-
cating motions, and work
- equally well under varying
lengths of stroke or revolving motions. This design
of register has positive motion and is durable, accurate
and reliable. Standard sizes range from 6 inches to
12 inches, with 6 or 8 wheels.
Ashton Engine
Registers
Rectangular Revolu-
tion Counters can also
be supplied if desired.
The Ashton Valve
Co. also manufactures
Relief Valves, Plain
and Chime Whistles,
Dead Weight G a ge
Test er's, Syphons,
Cocks, a n d Sanitary
Drinking Fountains.
Blºº
ºncine
Registen
º
* - /
* 2
Ashton Improved Engine
Register—No. 64
ASHTON VALVE COMPANY
BOSTON NEW YORK
CHICAGO
SAN FRANCISCO






1005
Gauges, Whistles and Steam Traps
tutuluuuuuuun-uuuuuuuuuuuuuuu-
The American Gauges are
made for all indicating or re-
cording marine purposes; in the
single spring Bourdon Type for
lower pressures and with double
spring for severe service. The
springs or tubes are solid drawn of a special bronze
that has been tested out to be the best for this purpose.
Special methods are employed in rolling and bending,
and each tube is subjected to excess pressure tests and
thorough calibration to determine its fitness. No
metal liable to corrosion is used in the gauge movements
which embody features for producing delicate adjust-
ments that are distinctive in American Gauges. The
dials are of sheet brass, with graduations filled with
Gauges
American Pressure Gauge
black enamel and all other portions silver finish. Other
dial arrangements can also be furnished for special con-
ditions. Special gauges are also made to Navy
Specifications.
American Gauges are made indicating or recording
for water, steam, ammonia, air, gas or oil pressures.
Alarm gauges are also made, designed especially for
lubricating oil systems, boilers, pipe lines, etc., where an
automatic alarm is desired at either high or low pres-
sure point, or both.
--------------------------------------------------------------------------
Other Indicat-
ing and Record-
ing Instruments
# Besides gauges of all types
# and for all purposes, many
other indicating and recording
instruments can be furnished,
such as Round Case and Rec-
tangular Revolution Counters
for reciprocating engines or turbines, Engine Room
Clocks, Temperature Recorders, Indicating Thermom-
eters, Complete Gauge Boards, Gauge Testers, Draft
Gauges, Mercury Gauges, Pyrometers, etc.
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American Steam Whistles
are of the very best quality,
m a ter i a 1 and workmanship
throughout, with se a m less
drawn brass tube, finished base,
and adjustable lever. These
Whistles
whistles are furnished plain or chime, with screwed or
flanged connections, and with or without plain or com-
pound valve. Sirens are also furnished for emergency
signal use.
Chime Whistle
Plain Whistle
Long Bell Type
----------------------------------------------------------------------
American Ideal Steam Traps
are built for pressures up to 250
pounds. These traps are of the
float-operated type, and have a
valve with leverage so much
greater than is usually found in
steam traps that it is possible to use very heavy floats,
thus eliminating the trouble from collapsing, common
Steam Traps
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American Ideal Steam Trap
to light-weight floats. The powerful leverage also
makes it possible to use a large diameter valve dis"
charge orifice. All American Ideal Steam Traps are
tested to at least 400 pounds pressure to insure tight-
ness of joints and perfect float.
AMERICAN STEAM GAUGE & VALVE MFG. CO.
NEW YORK
208-220 CAMDEN ST., BOSTON, MASS.
CHICAGO




1006
Valves and Feed Water Filters
Mitsutiununununununununununu ----------------------
American Safety Valves are
all spring loaded and before
shipment from the factory are
tested and set to relieve at the
pressure designated by the cus-
tomer. These valves are char-
acterized by simple adjustment, minimum number
of parts to maintain, reliability, and mechanical
superiority.
Pop Safety Valves, as shown below, are built, espe-
cially designed for Marine Service, and complying
with the specifications of the U. S. Steamboat Inspec-
tion Service, Lloyd's, and other similar bureaus. These
valves are built of cast iron, gun metal or cast steel,
with compound levers to make lifting of valve off seat
easy and to decrease bearing surface friction, and can
be supplied single or duplex, and with special features
as required.
Safety Valves
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Duplex valve Twin Valve
TABLE OF DIMENSIONS-AMERICAN DUPLEX
SAFETY VALVE
7,
--~~
w
-
A B C D TE H-3 H. J. K. L.
- - -- I -, - . | S - §
† : ; ;
§§§ { fi §| || || || || || |
#|##|###|##| || ||
[2][7] 33TV3 Izāī ZāTHI JIZZZT34L&#
24 34 || 3 || 7;"| 33' 34"| 3 || 5 #1 /24"| 43 Zo:#| 2/3
3T94T/04T/#| 4 || 94 %" | < #|/3; 5 #1 //#123;
34|Zoº T/T/3Tz/Tzo T3' 43 Zºº &#T/AT253
4TV/T23'ſ ZTaj'ſ 7/-T / |z| Zºº; /24"|24.
412; ZFT 7%T 73 || 7 || 7 || 731 //#| 4 || A34] 28.
Cylinder Relief Valves
": American Cylinder Relief
Valves, Shifting Valves, Water
Relief Valves, etc., for all pres-
sures and in many types can also
be furnished to meet standard
and Navy specifications.
The American H2O Grease
Extracting Feed Water Filter
is built in a number of sizes as
listed below, for capacities up to
Relief Valves
-------------------------------------------------------------------------
--------------------------------------------------------------------------
Feed Water
Filter
174,000 pounds of water per
hour. The oil and grease are
removed by filtering through linen terry cloths wrapped
around cages of large area and arranged to permit
quick and easy changing of cloths.
----|--|--|--|--|--|--|--|--|--|-- ------------ ----------------------
American H.0 Grease Extracting Feed Water Filter
- -
Fig. 475
TABLE OF SIZES AND DIMENSIONS
Size! A B C D E | F | G | H | I J K
2' 2–1%" | 10 |2-0%"| 1834" | 6%"|10%"|4& 7" |%"|1%"| 6%.
2%"|2–10%"| 1434° 2'-334"| 20" 8%"|13%"|5" 7" %"|1%"| 8%"
3" |2–11%"| 1434"|2–734"| 23" sºiºsºl sºlº sº
334-3-54"|Ts-Tzº-sº T.23%"|12 |1673"|57; 854"|%"|1%"|10'
4-T3 ºr Ts-TG-17472.4,47|12-T1753.7%"|117 B4"|253-107
AMERICAN STEAM
NEW YORK
GAUGE & VALVE MEG. CO.
208-220 CAMDEN ST. BOSTON, MASS.
CHICAGO





1007
Turbine Driven Forced Draft Fans
Sturtevant Turbine and Forced Draft Fan with Emergency Stop Governo
Used r Battleships and Auxiliary Ships of
the U. S. Navy. Vertical Type Turbines Are Used on Destroyers.
-----------------------------------------------------------------------
In the use of fans for many
applications, but more especially
for Mechanical Draft Installa-
tions, a fan operating at speeds
sufficiently high for direct con-
nection to steam turbines and
high speed electric motors is often very desirable.
The problem is to secure a fan sufficiently strong to
withstand the stress of the high speeds while operat-
ing at high fan efficiency. Sturtevant High Speed
Mechanical Draft Fans (see illustration) accom-
plish the results.
Advantages
of Design
----------------------------------------------------------------------
-------------------------------------------------------------------
These fans are especially
adapted for use on shipboard
being usually built as double
width fans. They require but
little head room and are excep-
Application
to Shipboard
-----------------------------------------------------------------------
... ººº-
º
... º.º.º.
º
"º
-
tionally compact for the volume required. The high
speed at which they may be successfully operated makes
possible the use of a small steam turbine. This tur-
bine operating at the high speed at which it is most
efficient is a very small consumer of steam. There
is no oil in the exhaust from a steam turbine, and
this fact commends this type of unit especially for
marine work.
These forced draft fans are applicable not only
to marine boilers but to any installation where an ex-
ceptionally compact unit is desired.
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The fan wheels are of special
design, rigidly constructed of
heavy steel plate and very care-
fully balanced. The fan casing
is built of heavy steel plate
rigidly braced together. The
shafts are accurately turned and ground to an exact
size and run in large, thoroughly lubricated bearings.
Every detail in their design and construction tends to
especially high operating efficiency and great rigidity.
Construction
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H
p-tº-p
sizes AND PRINCIPAL DIMENSIONS OF STURTEVANT DESIGN 3 DOUBLE width Double
INLET MULTIVANE FORCED DRAFT FAN
Right hand, top horizontal, double width, double inlet
Size
of B C D E G. H p R l !) d g h
Fan
4 10 13 12% 15% 1594 18% 2 16% 23 6% 9 15% - -
5 11% 15% 1434 17% 17% 21% 20% 1994 26 7% 10% 18% - -
6 13 17% 17% 20% 1934 24% 25% 21% 2934 8 12 20% - -
6% 1434 19% 22% 22 27% 2 24 33% 8% 13% 22% - -
7 15% 21% 20% 25% 24% 30% 31% 26% 36% 9% 15 25% - -
8 10% 26% 24% 30% 28% 36% 36% 31% 42 13 18 30 7% 4%
For Turbine Dimensions Refer to 4th Page Following.
B. F. STURTEVANT COMPANY
HYDE PARK, BOSTON, MASS.
Address nearest office.
For list of offices see fifth page following.









1008
Engine Driven Forced Draft Fans
Steel Plate Forced Draft Fan Wheel
Engine driven fans are used
very largely in connection with
forced or induced draft work,
primarily because of their flexi-
bility and ease of control. The
possibility of using the exhaust
Steam for feed water heaters, and for numerous other
Purposes, quite frequently gives engine drive preference
over motor drive in mechanical draft installations.
On board ship, and more particularly in navy work,
the requirements of forced draft installations are un-
usually severe and only apparatus of proved dependa-
bility can be installed. It is significant that Sturtevant
Forced Draft Fans are used more than any other make
on United States Battleships, Cruisers, Destroyers and
on the U. S. Merchant Marine.
Forced and
Induced Draft
Application
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J–--—R
Z-
-—F—-
Multivane Fan Wheel
All Sturtevant forced draft
fans are especially designed for
their work. On account of the
high pressure usually necessary
and in order to withstand the
stresses of high speed duration,
they are built exceedingly strong and heavy. All types
of Sturtevant steam driven fans can be readily con-
trolled by boiler pressure with the aid of special regu-
lating valves.
-----------------------------------------------------------------------
Design and
Construction
To supply adequately all
needs a complete line of forced
draft fans and apparatus has
been developed. This enables us
to meet any condition of speed,
volume or pressure. Our en-
gineers will gladly advise and
co-operate with you.
Service
------------------------------------------------------------------------
Engine Driven Forced Draft Fan Used to a Great Extent
with the Howden System of Forced Draft
SIZES AND PRINCIPAL DIMENSIONS OF STURTEVANT DESIGN 1 STEEL PLATE FORCED
DRAFT FAN
- Steel plate, right hand, top horizontal discharge, full housing, single width, double inlet
Size
of B C D E F. G. EI J p R a b d g h
Fan
80 3 % % 3 205 5 25% 24% 24% 13.3% - -
90 #y, #y, § ; §: 3% 3. 33% }; 27% #% #% #% 8 8
100 35% 35% 37 49 36% 50 55 24% 19 29% 27 27 17% 7 7
110 40% 40% 40% 53% 40% 50% 60 26% 22 32 32 32 20 6% 6%
120 46 46 44 58 41% 55 65 30% 25% 36 34% 34% 23% 934 934
140 4A) 49 50 68 45% 64 77 33% 28% 40 38% 38% 26% 8% 8%
^-
For Single Width Multivane Fan Dimensions Refer to Second Page Following.
For Engine Dimensions Refer to Next Page Following.
B. F. STURTEVANT COMPANY
HYDE PARK, BOSTON, MASS.
Address nearest office.
For list of offices see fourth page following.








1009
Engines and Generating Sets
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The engine is of the short-
stroke high speed type, develop-
ing sufficient power at low pis-
ton speeds to carry the normal
generator load on a cut-off at
one-third stroke. For fractional
Construction
STEAM
Exhausſ
loads the cut-off is automatically reduced, insuring O
economical operation and at the same time maintain-
ing very close regulation of speed. The reciprocating - - - º
parts of the engine are balanced dynamically to elimi- */
nate vibration. Gravity system of lubrication is em-
ployed with automatic return. We also manufac- S---—S
ture this engine with forced lubrication. It is desig- K----K
nated VS-8. Well adapted for driving main circulat-
ing pumps on merchant ships.
Hº!
SIZES AND PRINCIPAL DIMENSIONS OF STURTEVANT
VS7–VS8 ENGINES
Size Pipes - ---
of C D E G J Ex R S T CICICICICICICIC
Engine team | Exl's º º
4x5 1% 1% 37 -
§§ # 3% ; 1334 1534 17% 10% 1234 || 4% 1134 — |
7x5 1% 2 37 ||
5x6 1% 2 43% -
º: #% 㺠#: 51.34 17% 1934 12% 13 6 12 -
8x6 2 2% 46% ---
6x7 2 2% 50% --
§: ãº, 3% % 18% 20% 22% 14 1434 6% 1334 6% Q -
9x7 2% 3 50% - I
Tºxs 2% 3 55% - --- #Fifth =
§§ * | * | #% isy, 22% 24% 15% 16 7% | 1.4% 6% ####5 >
10x8 3 3% 55% *º-li-' | H
A
Simplicity is evide n ced
throughout the construction of
both the engine driven and tur-
bine driven generating sets. The
V. S.–7 engine driven generating
set is of the three bearing type.
Both the engine and generating set are mounted on a
-- - substantial sub-
base permitting
movement from
place to place. It
is designed to
operate both at
normal load and
twenty-five per
cent overload. It
is fur the r de-
signed to carry
fifty per cent
overload momen-
tarily without in-
jury.
Construction of
Generating Sets
------|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--
Engine Driven Generating Set
Turbine
Driven Generating Sets
The turbine driven generat-
ing sets are very desirable power
and lighting units many of
which are being used on the U.
i S. Navy ships and mine sweep-
ers. The compactness and small
size of these sets recommends them for shipboard where
space is usually a very important consideration.
Turbine Driven
Generating Sets
B. F. STURTEVANT COMPANY
HYDE PARK, BOSTON, MASS.
Address nearest office. For list of offices see third page following.



1010
Motor Driven Ventilation Fans
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Adaptability
Electric Dri
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of
the
We
Smaller Sizes of Sturtevant
Motor Driven Ventilation Fans
are used extensively for Sub-
marine Battery Ventilation and
Ventilation of Engine Rooms,
Officers' and Crews' Quarters.
zzá'
s
º
NR -
--
i
-
N
s
w
~
~
-~
-
-
-4-
l M- -4–
ºf ~ +--- ,
** º- - *
* > zºº →7-- *
- - _2~
Jr." ill i
--24'--
-2.4 --
2.4 °
D Size Set with 14 B Motor
Larger sizes are used for hull ventilation on U. S.
Navy ships and for ventilating passenger and, cargo
spaces on passenger ships. The electric drive is Yery
satisfactory and convenient for fan work, for applica-
tions where the direct connection of the motor to the
fan is possible.
Practically any type or size of Sturtevant Fan may
be equipped with direct connected electric motor un-
less the working conditions require speeds too high for
satisfactory motor operation.
-------------------------------------------------------------------------
All Sturtevant motors are
Sturtevant built for direct current, and for
Direct Current standard voltages. With direct
i Motors current electric drive it is pos-
sible to control the speed of the
fan by means of regulating
rheostats, and any installation may be so arranged
that it can be controlled from any designated place.
Standard motors are supplied with Sturtevant Fans
for alternating current.
-------------------------------------------------------------------------
SIZES AND PRINCIPAL DIMENSIONS OF STURTEVANT DESIGN 3 SINGLE WIDTH MULTI-
VANE FORCED DRAFT AND VENTILATION FAN.
Right hand, Top horizontal discharge, single width, single and double inlet.
Siz
º B C D E G H J p R b a h
- Fan
2 7 9% 8% 10% 103 12% 63 123 3. - -
3 834 1% 15% išš. 34 išš. % º: 34 #4 % % - -
4 13 12% 1594 15% 18% % 934 15% 6% 9 8% - -
5 1134 15% 1434 17% 17% 21% % 10% 7% 10% 95% - -
6 17% 17% 20% 1934 24% % 12% 1994 8 2 11 - -
6% 14% 19% 19 22% 734 934 13 21% 834. 1334 12% - -
7 15% 21% 20% 25% 24% 30% % 14% 22% 9% 15 13% - -
8 18% 26% 24% 30% 28% 36% 34 16.7% 26% 13 18 1534 - -
9 22% 30% 28% 35% 33% 43 % 20% 29% 15 21 1834. - -
10 25% 34% 32% 40% 37% 49% % 22% 32% 11 1934 21% 13 13
F. STURTEVANT COMPANY
HYDE PARK, BOSTON, MASS.
Address nearest office.
For list of offices see second page following.















1011
Steam Turbines
Steam Turbines are of the
single stage, multi velocity type.
Construction By suitable combinations of
steam pressure, size of rotor,
nozzle capacity and rotative
speed, a range of from one to
three hundred horse power is obtainable. The refine-
ments in design and construction account for their su-
periority in power, strength, operating economy, and
reliable performance. Built with solid rotors having
buckets milled into the rim by our own patented process.
Their individually controlled nozzles with integral re-
verse buckets insure the most efficient absorption of the
steam velocity. Unsurpassed in close speed regulation
and in protection against over speed.
Turbine Driven Main Circulating Pump
. . . .
SIZES AND PRINCIPAL DIMENSIONS OF STURTEVANT
DESIGN 11 STEAM TURBINE
Size Size of Size of
of Steam Exhaust D E F. G H J R M N P
Turbine Pipe Pipe
A-11 1 4 5% 10% 10% 10% 105 10 13 13.5 85 T4:
B-11 1% 6 §§ iš% 1334 13% 13% 1% #}} #: 1*; 4%
C-11 2 8 .8% 17% 17% 17% 18 17% 18% 17% 14%
D-11 2% 8 9% 21 % 21 21 21% 21% 21% 20% 18 7%
E-11 2% 10 10 24% 24% 24% 24% 25% 24%. 4 21% 8%
------------------------------------------------------------------------- K—- rº-> G - F
º # 1. Forced Draft—Refer to -
H # third and fourth previous pages.
É Uses = ->
É # 2. Generating Sets—Refer to Z*S
*m. second page previous. -
~TN
3. Pumps—Very compact turbine pump units have (D) -
- - - - - O o
been furnished for main circulating, boiler feed, and o o
auxiliary pumps to meet the limited space aboard ship. H. -º-H.
B. F. STURTEVANT COMPANY
HYDE PARK, BOSTON, MASS.
Address nearest office. For list of offices see next page following


1012
Marine Heaters
| !!! #| |
BESTURY
- §º
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We also manufacture various
types of heaters for marine use,
the detailed design being varied
to suit the space available and
the heat rise desired.
Sturtevant Marine Heaters
are supplied with solid bases or with sectional bases,
and in the latter case each section may be individually
controlled. This gives flexibility and a wide range
of temperatures. Still greater temperature control is
made possible by the use of a damper and by-pass.
Air may be obtained all cold, all hot, or may be mixed
to secure any desired final temperature.
For Navy use these heaters are made of seamless
drawn steel tubes expanded into steel headers. For
Merchant Marine use they are made of wrought iron
pipe screwed into steel headers.
The heaters are made with
casings that are both air-tight
and water-tight, so that they
may be placed either on deck
or inside. Special attention is
given to secure the foundation
and lower part of the heater absolutely water-tight.
The finish of the heaters is specially designed to
withstand the corrosive action of salt water and air.
These sets will stand any steam pressure up to 80
pounds and are furnished with or without fans as
desired.
Marine
Heaters
Water Tight
Construction
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Marine Heaters
--------------------------------------------------------------------------
Ever striving to improve and
perfect members of the large
family of air-moving and power
products, trade-marked Sturte-
vant, a large, modern ly
equipped research and experi-
mental laboratory is maintained. Collaborating with
this laboratory is our engineering department, which
includes the largest staff of fan and ventilating ex-
perts in the country. The services of this department
are unreservedly at your disposal. Bulletins are pub-
lished on every product of Sturtevant manufacture.
For the convenience and help of our friends twenty-
three Sales Engineering branches as listed below, are
maintained in the leading business centers. Avail
yourself of the resources of this unique organization.
The B. F. Sturtevant Company are the largest
builders in the world of Fans, Fan Systems and Allied
Products.
Service
Atlanta Hartford Salt Lake City
Boston Kansas City Washington
Buffalo Minneapolis San Francisco
Chicago New York Seattle
Cincinnati Philadelphia Galt, Ont.
Cleveland Pittsburgh Montreal
Dallas Rochester Toronto
Detroit St. Louis
General Offices and Works of the B. F. Sturtevant Company, Hyde Park, Boston, Mass.
B. F. STURTEVANT COMPANY
HYDE PARK, BOSTON, MASS.
Address nearest office. For list of offices see above.


[013
Forced Draught and Oil Burning Apparatus
Wellsville Plant of James Howden & Co. of America, Inc.
--------------------------------------------------------------------
After the United States en-
tered the Great War and the
arrangements were completed
by the Government whereby the
United States Shipping Board
undertook to build a large num-
ber of ships, one of the principal difficulties was the
supply of auxiliaries for these vessels. At that time
James Howden & Company, Limited, of Glasgow,
Scotland, approached the representatives of the Emer-
gency Fleet Corporation in London and proposed
that in order to help supply auxil-
iaries in America they would be
pleased to undertake the oper-
ation of an engineering plant
in the United States. The pro-
posal was warmly received by the
American officials in London with
the result that in 1918 James
Howden & Company, Limited,
purchased a suitable factory at
Wellsville, New York, and the
branch company was incorporated
in that state as James Howden &
Company of America, Inc.
The plant at Wellsville, N. Y.,
consists of a large foundry with
machine shops and erecting shops.
The head offices are located there
also, as well as the drawing of-
fices, and the whole undertaking
is under the control of representa-
tives from the Glasgow factory.
The auxiliaries manufactured in
Wellsville consist of the vital fit-
tings for the well known Howden
system of Hot Air For c e d
Draught.
The principles on which this sys-
tem of forced draught is based are (1) the supplying
under pressure of hot air for combustion in quantities
suited to the quality of coal or oil used and (2) the
utilization of the heat in the waste gases for the purpose
of raising the temperature of the air for combustion.
James Howden
& Company
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Howden Patent Single Ac-
tion Furnace Front Arranged
for Coal Burning.
Fronts of the
Type for Burning Coal or
Oil and Furnace Fronts for
Burning Oil only are also
supplied by the Company.
Briefly stated, the following are the principal ad-
vantages of this method of combustion.
(1) Great increase in the steaming power of the
boilers (at least 30 per cent over the best natural
draught conditions and as much as 50 per cent when
burning oil).
(2) Economy (from 10 to 15 per cent saving in fuel
per pound of water evaporated).
(3) Reduced size and weight of boilers for a given
power.
(4) Complete control of combustion under all at-
mospheric conditions and with dif-
ferent grades of fuel.
(5) Capability of burning all
classes of steam coal or oil.
(6) Preservation of the boilers
on account of the more uniform
temperature maintained in the fur-
nace. No cold air enters the fur-
nace during the period of work-
ing. When the fire door is opened,
air pressure in the ashpit automat-
ically ceases and only the hot air
from the upper valve passes into
the furnace, first in a direction
vertically downwards, the reby
forming a hot screen over the fur-
nace mouth and preventing the
access of cold air. Such conditions
when firing or cleaning fires are
conducive to economy.
(7) Reduction of smoke due to
perfect combustion.
(8) No high smoke stack re-
quired.
(9) Coolness in the boiler room
and ease of working. With this
system the air casing, reservoirs
and furnace fronts on the boiler
end effectually prevent radiation into the stokehold.
The general arrangement of the Howden system
consists of a fan (driven by a steam engine or electric
motor) which supplies the air for combustion, discharg-
ing it through a conduit into the air heating chambers.
-
Furnace
Convertible
JAMES HOWDEN & CO. OF AMERICA. INC.
WELLSVILLE. N. Y.
-
- - -


1014
Forced Draught and Oil Burning Apparatus
In these air heating chambers the air circulates around
a nest of tubes through which the hot waste gases
pass before entering the uptake. The air, thus heated
passes to reservoirs surrounding the furnace fronts
where it is admitted through valves to the ashpits and
over the fire through air distributing boxes in propor-
tions exactly suited to the kind of fuel used and the
rate of combustion required, thereby insuring a very
perfect combustion of fuel.
At the Wellsville factory the
double inlet Howden fans of
plate construction are built as
well as the single cylinder
double acting enclosed forced
lubrication Howden engines. A
photograph of one of these units, which are specially
designed to operate in conjunction with the Howden
System, is shown in the opposite column. Fans ar-
ranged with two engines, one on either side and each
capable of driving the fan at full power while the
other acts as a standby, are also built when required.
The Wellsville plant also
supplies patent “single-action”
safety type furnace fronts ar-
ranged with valves which con-
trol the air for combustion, and
designed specially to suit the
boilers for which they are intended. These furnace
fronts, which are supplied suitable for burning coal
or oil only or coal and oil in conjunction, have the
valves so arranged that it is impossible to open the
furnace door while the air pressure is maintained in
the ashpit, thus obviating any danger of flames be-
ing blown out into the stokehold.
Fans
-----------------------------------------------------------------------
Furnace Fronts
-----------------------------------------------------------------------
Silley Patent
Smokebox Door
Fastenings
------------------------------------------------------------------------
Sille y Patented Smokebox
Door Fastenings which form an
important adjunct to the forced
draught apparatus are also sup-
plied from Wellsville. These
fittings insure a thoroughly air
tight smokebox and entirely obviate the trouble usually
experienced with buckling, etc., in doors secured by
other methods.
In marine boilers retarders are also fitted (one in
each boiler tube). These may also be obtained from
Wellsville.
rº- At present, the company has
23,000,000 fitted about 6,500 vessels agº
“. . gregating 23,OOO,OOO I. H. P.
I. H. P. Fitted # with the Howden System.
# These vessels include the Aqui-
tania, Mauritania, Leviathan,
and other well known ships of the principal steam-
ship companies of the world. Many warships and the
principal fast channel steamers are also fitted with the
System.
-----------------------------------------------------------------------
In addition to the for c e d
draught fittings, above de-
scribed, James Howden & Com-
pany of America, Inc., also
supply the Wallsend-Howden
Patent Liquid Fuel Burning
System which they claim to be the simplest, most effi-
Oil Burning
Equipment
----------------------------------------------------------------------
Typical Howden Fan with Enclosed Forced Lubrication
Engine
cient and most economical on the market. While this
system is applicable to boilers working under closed
stokehold forced draught, induced draught, or natural
draught, the highest efficiency is obtained with
Howden's Hot Air Closed Ashpit Forced Draught
System, 16.22 lbs. of water having been evaporated
(from and at 212 degrees F.) per lb. of oil burned,
the calorific value of the oil being 18,770 B. T. U.,
giving a boiler efficiency of 83.9 per cent. This sys-
tem has been fitted to more than 400 steamers of all
descriptions.
The company are also pre-
pared to supply marine type
steam driven centrifugal circu-
lating pumps and steam driven
electric generator sets for ship
lighting.
Other
Auxiliaries
The company maintains a
staff of skilled representatives
located at various parts of the
country. Shipbuilders and
others interested in the above
products are requested to com-
Estimates and designs furnished.
Service
municate with us.
JAMES HOWDEN & CO. OF AMERICA. INC.
WELLSVILLE. N. Y.

1015
Reliance Forced Draft Equipment
--------------------------------------------------------------------------
When the shipping emer-
gency developed, we determined
that our best contribution to-
wards the solution of the ship-
building problems of the United
States and their Allies would
be on the line of Forced Draft Equipment. Our de-
signs were based on the latest and best marine prac-
tice, developed through years of experience, and were
made with a full appreciation of the paramount im-
portance of reliability in service. In a very short time
our equipments attracted the favorable notice of ship-
builders and marine engineers throughout the United
Extensive Use
Reliance Slow Speed Radial Fan
States and Canada. Our equipments have been ap-
proved and used extensively by the engineers of the
U. S. Shipping Board and the Canadian Department
of Marine.
-
------------------------------------------------------------------------
The advantages to be derived
from the application of Forced
Draft, as applied to Scotch
Boilers, are now so generally
recognized as to render further
presentation quite superfluous.
Experience with steam tonnage under war conditions
has justified fully every claim which has been made
for Forced Draft on shipboard and revealed new pos-
sibilities of the utmost importance.
Advantages of
Forced Draft
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The ultimate success of any
Marine Forced Draft Equip-
ment depends primarily on the
Primary Features
of Forced Draft
Equipment careful design and manufacture
quip of the four main items of each
installation, viz.: 1. The Fur-
nace Front; 2. The Fan and Engine; 3. The Air
Heater; 4. The Air Ducts and Passages.
The failure of any one of the above items, either
through faulty design or mistakes in manufacture, may
destroy the value of the whole installation and pre-
judice the steaming qualities of the vessel during its
whole working life. Examination of defective Forced
Draft installations has revealed in many cases badly
designed fronts, unsuitable fans and engines, insuffi-
cient heater areas, and tortuous air passages pre-
judicing the efficiency of the whole installation.
The “Reliance” Equipments have been specially de-
veloped to embody all the most efficient features which
long periods of operation at sea have demonstrated
to be necessary.
The “Reliance.” Fan Equip-
ments have been developed with
the sole object of providing ship-
builders and marine engineers
with a thoroughly reliable and
efficient blower for marine
service. The slow speed radial type was adopted as
offering the best prospect in construction and capa-
bility of meeting the very onerous conditions on ship-
board. After experimenting with numerous forms
of fan wheel blading we advanced from a flat blade
to one with a double curvature, test data from which
show very high efficiency. We are therefore able to
keep our fan diameters within such limits as will as-
sist the shipbuilder when space available is limited.
Revolutions for full output do not exceed 350, the
average working revolutions being under 300 per
minute.
For special duty such as the ventilation of cargo
holds or passenger accommodation we furnish a Multi-
bladed type of small diameter and high speed but we
do not offer this type for Forced Draft work.
Design of
Reliance Fan
Equipments
-------------------------------------------------------------------------
Following is an outline spe-
cification of our standard 75"
Fan with twin Engines very
largely adopted in the standard
cargo vessels of the U. S. Ship-
ping Board.
Specifications
for 75-Inch Fan
------------------------------------------------------------------------
Fans: The fan wheel is built up on a wrought
steel spider with cast iron center, keyed to 3" shaft.
Wheel blading is of steel plates with double curvature,
edge-supported by shroud plates. All wheels are care-
fully tested for balance and run true in casings with
minimum clearances.
Engines: Twin engines of vertical type, fully en-
closed with Forced Lubrication System throughout. Of
JOHN REID & CO.
30 CHURCH ST., NEW YORK CITY

1016
Reliance Forced Draft Equipment
most rugged construction and specially designed for
steady running over long periods at sea. One engine
sufficient for full power, the second is fitted as a
standby.
Fans are constructed throughout of steel plates, Fan
Casing being split to allow easy access to wheel with-
out disturbing Engines.
Fan and Engine Assembly: The Fan and Engines
are direct connected and mounted on heavy cast iron
stools with cast brackets supporting oil ring bearings.
The Fan may be turned over between the stools to
suit any required direction of discharge.
- “Reliance” Fan Equipments
Sizes of are manufactured in sizes vary-
Reliance Fan ing from 51" diameter of im-
Equipments peller to Ios".
Standard sizes covering any
marine installation from 500
I.H.P. to 3500 I.H.P. are kept in stock for immediate
shipment. Special sizes and types for any particular
duty, such as induced draft or ventilation, can also be
supplied at short notice.
------- We manufacture any and
every type suited to every con-
dition and give below some of
the types produced:—
Furnace Fronts
1. Solid one-piece, coal burn-
ing.
2. Solid one-piece, coal and oil burning.
3. Solid one-piece, coal and oil burning with re-
movable sill and firebox.
4. Oil burning only (solid one-piece) circular fire-
box. Suitable for adaptation of any Oil Fuel Equip-
ment.
5. Sectional two-piece front for coal; also convertible
for coal and oil burning. This is the Standard “Re-
liance.” Front which we recommend for all purposes.
Our sectional type is built up of two or more sep-
arate sections, cast from special patterns, carefully
matched and machined to template, and bolted to-
gether. The best grade gray iron is used for the main
castings and all mountings are designed for reliability
in service.
All Fronts are finished complete with furnace and
ashpit doors, top and side valves with safety interlock-
ing latch check if desired, and one set of air baffles to
suit furnace mouth.
Furnace Fronts can also be supplied for Watertube
Boilers using Forced Draft. We manufacture also a
natural Draft front convertible from coal burning to
oil burning.
--------------------------------------------------------------------------
We manufacture Forced Draft
Air Heaters of standard types
for all sizes of boilers, also sec-
tional air heaters for simplicity
of shipment and installation.
Also for oil burning only we
make a heater incorporated in the fan duct. We also
manufacture the smokeboxes and doors with wedge or
toggle fasteners all to latest and best forced draft prac-
tice.
Air Heaters
and Accessories
----------------------------------------------------------------------
Tº -
Sº º, . º
Furnace Front
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Our Automatic Retarder Ma-
chines have an output of 3000
pieces per day. We carry large
stocks of steel strip so as to de-
liver quickly for repairs and re-
placements.
Retarders
--------------------------------------------------------------------------
We undertake to furnish com-
plete plans of Fan Equipments.
Air Heaters, Furnace Fronts
and any feature entering into an
up-to-date Marine Forced Draft
Installation. We also superin-
tend the construction and testing of such installations
and advise builders and owners as to improvements in
the boilering of their vessels.
-
Designs
----- -------------------------------------------------------------------
-
We also manufacture several
Centrifugal standard sizes of Centrifugal
Pum Circulating Pumps with Open
p Engines and Sight Feed Lubri-
cation or with Enclosed Engines
with Forced Lubrication to all
bearings.
JOHN REID & CO.
30 CHURCH ST. NEW YORK CITY

1017
Fans, Blowers and Boiler Circulators
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The Keith Patent Multi-
Blade Fan and Blower is espe-
cially adapted for forced draft,
induced draft, ventilating or
heating.
The Keith Fan stands first
in efficiency, obtained largely by the peculiar shape of
the blades, which in their -
conical form produce the
most rigid fan wheel made.
Advantages
of Design
-------------------------------------------------- -------- ---------------
Motor Driven Keith Fan
Especially Adapted for Forced Draft
Engine Driven Keith Fan
Well Adapted for Induced Draft
i- A large number of these fans
H Approved have been purchased and in-
H by U. S. stalled by the U. S. Navy on
i Battleships, Cruisers and De-
Government stroyers, also by the U. S. Ship-
ping Board. A large number
have been purchased by the National Shipbuilding Co.,
Fabricated Ship Corp., Merrill-Stevens Shipbuilding
Corp., Oscar Daniels Co. and others.
Standard Keith Multiblade Runner
- We have secured the Ameri-
Brundrit can Rights for supplying the
Boiler Brundrit Patent Temperature
Circulators Balance and Automatic Circu-
lators for Boilers.
The “Temperature Balance”
is a valveless automatic apparatus for circulating the
water in steam boilers. It consists of a wrought iron
drum, with wrought iron suction and discharge lines
connected to the drum, which is fitted in the boiler as
shown below. It is unnecessary to pierce the boiler
shell or to make any alteration whatever. The “Tem-
perature Balance” can be installed in any marine
boiler in an hour.
It begins to operate shortly after the fires are
lighted, lifts the cold water from the bottom and
delivers it above the water level.
The “Temperature Balance” also works when lying
under banked fires, keeping up the temperature at the
bottom of the boiler, which is of great importance.
The Brundrit Temperature Balance is used exclu-
sively by such steamship companies as the Cunard
Steamship Company; H. Hogarth & Sons, Glasgow;
Lamport and Holt Lines; Prentice, Service & Hender-
son, Glasgow; White Star Line, and many others.
Ooooooo
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99–Q933
Brundrit Circulator Applied to Scotch Boiler
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AMERICAN KEITH CO., INC. 26 CORTLANDT ST. N. Y. C.







1018
Pressure Regulators–Steam Traps
ºutnuuuuuuuuuuuuuuuuuuuuuunrº --------
The Curtis Steering Engine
Regulator automatically regu-
lates the admission of steam to
the steering engine for control-
ling the rudder. It prevents
racing of the engine, and is a
material aid to the pilot, as it facilitates speed and ease
in steering. This regulator is of all bronze construc-
tion and is built in the following sizes: 1", 194",
Steering Engine
Regulator
--
r
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12", and 2".
Steering Engine Regulator
The Curtis Balanced Steam
Trap is designed to take care of
Steam Trap large quantities of steam line
returns, delivering at a high
temperature into a tank for re-
turn to the boiler. On ship-
board these traps are invaluable for use on radiator re-
Curtis Balanced Steam Trap
turns, innerbottom, and oil tank heating system re-
turns, etc., particularly in view of the desirability of
returning all such condensation to the boiler. These
traps will work against any head or back pressure less
than the direct pressure in the trap, and will deliver
hot water into the feed tank wherever situated.
The Curtis Trap is built in a number of sizes for
capacities up to 95,000 feet of 1" pipe and for all
rº
standard pipe sizes from 4" to 4".
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The Curtis Improved Damp-
er Regulator will maintain boil-
er pressure to a minimum varia-
tion, being actuated by a change
in steam pressure of 94 of a
pound either way from the point
at which it is set to
operate. It is partic-
ularly advantageous
when applied to
water-tu be and
quick ste a m in g
boilers, and while a
guarantee of Io9% saving of fuel
over best hand regulation is
made in all cases, this saving
frequently reaches 15%. These
regulators are made in three
sizes to serve dampers up to 72"
in diameter.
The Curtis Damper Regulator
is neat in appearance, positive
in action, accurate, reliable,
simple and durable. All the
working parts are of the best
gun metal bronze, found by 20
years' experience to be practi-
cally indestructible.
Damper
Regulator
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Damper Regulator
". The Curtis Improved Steam
Pressure Regulator is designed
to reduce any varying high
pressure to any constant lower
pressure which may be de-
- sired, from 1 pound to within
a few pounds of the initial
pressure. On shipboard it is
especially valuable as a de-
pendable means of reducing
the boiler pressure to
the proper amount for
deck machinery, aux-
iliary engine room
machinery, steam heat-
ing systems,
galley pur-
poses, etc.
This regu-
lator is built
in all stand-
ard pipe sizes,
with screwed
connections
from 4" to
2 ", a n d
flange d connections
from 2%" to 8" and
larger.
Steam Pressure
Regulator
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Steam Pressure Regulator
JULIAN DESTE CO., 26 CANAL ST. BOSTON, MASS.











1019
Steam
Traps
The purpose of a steam trap
is to dispose of water or con-
densation automatically with-
out waste of steam. The Win-
ner Steam Trap accomplishes
this to perfection. It operates
automatically, and responds to the slightest change in
temperature. A one degree change in temperature
will cause this steam trap to operate at the proper time.
It keeps all steam lines, and other apparatus that it
may be connected with, clear of condensation at all
times, thereby improving the efficiency of the appa-
ratus that the trap is intended to protect and serve.
Purpose
The Winner Steam Trap
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The Winner Steam Trap is
the result of years of experience
and experimental trials of a
practical engineer who has made
steam traps his life-long study
and the Winner trap has been
highly successful wherever installed. It is rugged in
construction, fitting it for constant heavy duty. The
operation of the valve movement is powerful. The
simplicity of the valve will recommend it to any en-
gineer. It is adaptable to all apparatus requiring
the removal of condensation with dispatch and econ-
omy. It will remove condensation as fast as it will
flow to the trap, whether a light or a heavy flow
up to its capacity, providing the inlet pressure is suf-
ficiently great to overcome the outlet pressure or head
that it may have to operate against.
Features
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The Winner Steam Trap is
repaired as easily as an ordinary
Globe Valve by removing the
cotter pin from top spindle, and
unscrewing it sufficiently to
clear valve spindle, thus allow-
ing the yoke to be laid over on one side, giving free
access to the Valve Bonnet. The Bonnet, Valve
Spindle and Disc can then be removed from the valve
body. A new disc can be installed on the spindle, then
old seat can be removed from valve body, and a new
one installed. The valves are made of bronze, the
discs of special metal and the seats of monel metal.
The Valve Disc is made with a deflector which pre-
vents the water from striking the walls of the valve
and wearing through.
Repairs
The Winner Steam Trap is
always ready for service, and
can never be air bound. The
valve is always open wide until
dry steam fills the body or ex-
pansion tu b e s of the trap.
Therefore, all cold water and air must pass out be-
fore the trap will close. This feature alone eliminates
the necessity of bypass valves, air-valves, or other means
of relieving the apparatus to obtain quick circulation.
The operator of a steam trap, which has bypass valves,
occasionally opens them in order to obtain quick cir-
culation. After the valve has been opened, the opera-
tor may be called away to perform other duties and
forget to close it. This practice is extremely waste-
ful. Air and condensation cannot remain in the body
of the Winner valve. It retains steam only and will not
let it pass out—no blow and no waste—and proper
drainage is assured at all times. The Winner does not
require an elaborate layout or great space, taking up
very little more space than the pipe that it is connected
to. The trap is provided with a test cock on its valve
body so that an inspection can be made at any time to
see that the valve is operating properly and not blowing
through. It can be used outside in winter as it is im-
possible for the valve to freeze for the simple reason
that as soon as the steam is cut off or the temperature
drops, causing condensation, the trap immediately opens
and discharges every bit of condensation and drains the
line thoroughly before it has a chance to freeze.
Reliability
------------------------------------------------------------------------
The Winner Steam Trap with Yoke Thrown
Back for Removal of Valve
The Winner Steam Trap is
for general use on high and low
pressure steam. It can also be
used as a Thermostat for regu-
lating the temperature when
steam is used for boiling or heat-
ing purposes; in other words it can be adjusted so as to
prevent any substance that might be heated or boiled
from getting beyond a certain temperature. The trap is
set for a certain degree of temperature that is desired,
and when this point is reached the trap automatically
operates and prevents a further increase in the tempera-
ture. Its capacity is equal to, if not greater than, any
other trap of same dimensions. It is built in sizes from
%" pipe connections up. Stock sizes are carried from
%" to 2". Larger connections can be built to order.
The Winner Company are also manufacturers of the
Winner Boiler Compound.
General Use
THE WINNER CO., 30 CHURCH ST. NEW YORK


1020
Steam Traps and Temperature Regulators
The Steam Trap “Sarco”
differs from every other type of
steam trap, as it utilizes the
pressure of a liquid, (a heavy
hydro-carbon oil) hermetically
sealed within a tube. When
steam reaches the trap, the oil expands and compresses
a spirally corrugated diaphragm, forcing out a pack-
less piston, closing the valve.
The condensation, being of lower temperature than
the steam, permits the contraction of the oil and opens
the valve. Thus, whenever condensation is in the
line, the valve is open but no live steam ever gets past.
The action is unvarying, as the oil never fatigues, as
metal does, nor deteriorates, as volatile liquids do.
“Sarco" Steam
Trap
Sarco Steam Trap
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The use of liquid (hydraulic
expansion) permits the use of
this trap not only for low pres-
sure but also for high pressures
... "… up to 200 lbs. It needs no stor-
- age space, as required by the
bucket or float traps it displaces, and it is far cheaper
and the smallest, lightest, and most compact trap used
for this service. A 1" high pressure trap, suitable for
any given pressure up to 200 lbs., costs about $10.OO, is
7%" long and weighs only 3 lbs.
Lightest and
Most Compact
Steam Trap
-
-------------------------------------------------------------------------
These traps are being used
Used Extensively by the largest shipbuilding con-
- cerns everywhere, not only for
on Board Ship heating systems and for drain-
im ing high or low pressure pipe
lines, but are also the most per
fect means of draining the cylinders and chests of cargo
winches and other deck machinery.
For condensation the trap is always open. Live steam
instantaneously closes the trap. With all condensation
drained, freezing is impossible.
-
LIST PRICES OF STEAM TRAP SARCO
F. O. B. Bethlehem, Pa.
L0W PRESSURE, O TO 50 LBS.
Size of Valve 3s” 12" | 34" 1”
2” 212"
List Prices $6.00, 6.00 9.45 11.25
38.70 || 51.75
3”
60.00
114"
24.15
114"
30.00
HIGH PRESSURE, 50 T0 200 LBS.
2” 214" 3”
48.30 wood 75.00
114" 11%."
28.50,34.50
14" | *," 1"
Size of Valve -
7.75 10.35 12.00
List Prices
$7.75
** -- The “Sarco”. Temperature
Sarco Regulator is based on the same
Temperature principle as the Steam Trap
Regulators “Sarco” and relies on the ex-
pansion of a liquid hermetically
sealed within a tube. The tube
is exposed to heat changes and the liquid expands and
contracts proportionately, thereby operating a bal-
anced valve through a packless piston.
Type TR-21
Sarco Temperature Regulator
The “Sarco" Temperature Regulator is entirely
self-contained, and is self operated, not requiring elec-
tricity, compressed air, water or any other auxiliary
motive power.
It is extremely compact, light in weight, and there-
fore particularly suitable for marine work. These
regulators are being used in large numbers on United
States Government and Mercantile Marine vessels.
They are suitable for control of hot water service
tanks, steam heated rooms, fuel oil storage tanks, iso-
lated buildings, etc.
LIST PRICES
TYPE KR.14 SARCO TEMPERATURE REGULA-
TOR FOR ATMOSPHERE UP TO 300° F.
1,4- 1%"
Size of Valve 14" 34” 1” 2” 21%" 3” 4”
|-- - - -
List Prices | sco sº sº $75 $85 $95 $110 || $130 || $170
TYPE TR.-21 SARCO TEMPERATURE REGULA-
TOR FOR LIQUIDS AND DRY KILNS.
Size Weight List Size Weight List Size Weight List
Inches Pounds Price Inches Pounds Price Inches Pounds Price
% 8 $75 1% 22 $95 3 51 $135
34 8 80 2 28 100 4 81 185
1 || 9 || 85 5 132 250
114 || 13 90 2% 37 115 6 158 300
The above prices include 6 ft. tubing between control valve and
thermostat—Longer lengths subject to charge of 50c. per addi-
tionai foot of armoured tubing. If lead sheathing of thermostat is
there is an additional charge of $3.50 net. All prices
necessary,
F. O. B. Bethlehem, Pa.
SARCO COMPANY. INC.
10 PARK PLACE, NEW YORK


1021
Pressure Regulators
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Mason marine type reducing
steam valves are designed for con-
Reducing trolling steam pressures up to
É Valves = 250 lbs. These valves can be
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installed close to the deck or
bulkhead and are readily ad-
justable for the desired reduced pressure by means of
an outside spring. Adapted for controlling steam pres-
sures to auxiliary units, steam steering engines, heat-
ing for galley service, etc.
------------------------------------------------------------------------ Furnished in sizes J/4" to
1%" inclusive, bronze bodies,
-------------------------------------------------------------------------
Mason marine type plunger
operated pump regulators are
furnished in both the constant
pressure and excess pressure
types, for oil circulating systems,
fire and bilge pumps, boiler feed
pumps, etc. They have outside spring adjustment and
can be installed close to the deck. Minimum of wear-
ing parts, accessibility and quick adjustment are
marked features.
Pump Regulator
-----------------------------------------------------------------------
Furnished in sizes J/4" to
1%" inclusive, bronze bodies,
Materials union connections, in sizes 2" Materials union connections; sizes 2" and
and above, extra heavy iron above extra heavy iron bodies,
bodies, flanged connections, – an ge d connections, monel
monel mounted in all sizes. mounted in all sizes.
WEIGHTS AND DIMENSIONS WEIGHTS AND DIMENSIONS
Size Center of Pipe Center of Pipe wº wº Size Center Pipe Center of Pipe wº t W.
- to Top to Bottom Lbs. Lbs. to Top to Bottom i." º
A” 2” 13%" 29 59 A" 2 1/16" 19 1/16" 3O 60
34” 2%" I 3 5/16" 29 59 34” 2 5/16" I9 1/4" 3O 60
I” 2%" 14 3/16" 32 62 I” 2 5/8" 19 9/16" 3 I 63
14" 234" 14%" 34 64 194” 2 15/16" 19 7/8" 35 65
194” 3" 1434" 35 65 1%" 3 3/16" 20 1/8" 37 67
2" 5 5/16" 16%." 68 IO8 2” 5 5/16" 21 3/4" 7o I IO
2%" 6 3/16" 2034" IOI 161 2%" 6 3/16" 22 1/2" IoS 163
3" 7" 21 9/16" 145 185 3” 7" 23 5/16" 150 I90
3%" 8” 22 5/16" 150 190 3%" 8" 24 1/4" I55 195
4" 83%" 23" 237 287 4" 8 3/8" 24 3/4" 24O 290
MASON REGULATOR CO.
BOSTON SAN FRANCISCO MONTREAL

1022
Automatic Cylinder Relief Valves
The Dew Automatic Relief
Valve was designed to auto-
matically keep steam cylinders
free from condensation at all
times and is of particular value
when used on auxiliary deck
machinery such as Windlasses, Winches, Steering En-
gines, Capstans, Pumps, Towing Machines, etc.
Purpose
Economy of time is secured by
means of the Dew Automatic
Relief Valve, as it does not re-
quire any attention whatsoever
from the operator of the ma-
chine on which it is installed
Advantages
------------------------------------------------------------------------
at any time.
Before starting the machine, warming up is un-
necessary as the Dew Valve keeps the cylinders drained,
preventing any possibility of bursting the cylinders or
heads.
On starting, the operator is relieved from the neces-
sity of first opening the drip cocks.
During operation, no attention whatever is required,
as the Dew Valve automatically releases the condensa-
tion at every stroke.
Pars ºf rºwgs
Sweeted sºurchaser tº
- -
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Outline Sketch Showing Method of Connecting Up
Valves to Cylinder
During shut down, freezing of water in the cylin-
ders is prevented as the Dew Valve keeps the cylinders
free of water.
Economy of all the steam admitted to the cylinder
is assured because there are no open cocks on the pres-
sure side, making it impossible to blow live steam into
the drain pipes.
Economy of feed water is obtained by the use of
the valve as it can be piped to the exhaust line or con-
denser and keeps the cylinder drains from dripping on
the decks.
Each valve consists of a main
brass casting; having two in-
lets for receiving the drain pipes
from each end of the cylinder
and one outlet for receiving the
pipe for carrying the drainage
to the condenser or overboard.
Inside of the main casting there are two brass valves,
Construction
The Dew Automatic Relief Valve for Draining Cylinders
each with a conical seat and of sufficient length so that
both valves cannot seat at the same time.
The stems of these valves are hollow, and a brass
compression spring is inserted in them so as to open
both sides of the cylinder to the exhaust when there is
no pressure of steam on either of the valves.
In each end of the main casting there is a brass fer-
rule held in place by a brass hexagon nut, screwed to
each end of the body casting.
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When there is no pressure of
steam on the valves, the com-
pression spring holds them apart
and away from the valve seats
so that communication from
both sides of the cylinder to
the valve outlet is maintained. While the machine is
in operation, the steam pressure in the working end
of the cylinder at any stroke forces the valve on that
side against its seat, and unseats the valve on the ex-
haust side.
Operation
"-------------------------------------------------------------------------
The dimensions below indi-
cate the compactness of the Dew
Automatic Relief Valve and
the size of the pipe fittings re-
quired:
Length overall—5 9/16".
Distance from center line of steam inlets to last
thread of outlet—I 1/8"
Size of steam inlets—3/8"
Size of outlet—1/2"
Dimensions
The Dew Valve Company
are also selling agents for the
Eckliff Circulator, the Klippert
Releasing Gear, the Simplex
Packing Company, the Rivet
Cutting Gun Company, and
manufacturers of the Kinghorn Pump Valve.
Other Products
------------------------------------------------------------------------
DEW VALVE CO.. INC. I.49 BROADWAY. NEW YORK





1023
Condensing Equipment
All of the 2,000,000 pounds
of tubing used per year in
Wheeler condensers, evaporat-
ors, heaters, reboilers, etc., is
made by experts in condenser
work in our own large tube
mill. The tubes are of seamless drawn brass, copper
or special mixture and are made in all standard sizes
Tubing
and gages for various purposes. We offer you the
same high quality, tough, strong, durable Crescent
Brand tubing.
If your conditions are unusual our Research Depart-
ment will investigate for you and will recommend the
best mixture to be used.
----------------------------- ---------------- --------------------------
All sizes of evaporators and
distillers can be furnished in sin-
gle or multiple effect. We man-
ufacture the Lillie Evaporator
which possesses the distinctive
advantage of reducing incrusta-
tion by being reversible. It assures higher efficiency
than any other type because of mechanical circulation
and Ioo per cent film evaporation.
Evaporators
and Distillers
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Lillie Sextuple Evaporator on Battleship
---------------------------------------------------------------------
Steam Jet
Air Pumps
----------------------------------------------------------------------
These p a ten t e d
pumps cover the val-
uable feature of two
or more steam jets
working in series
with condensers be:
tween the jets. They
are the most efficient
Steam Jet Air Pumps
made and are fur-
nished in all capaci-
ties for use on board
ship. Steam Jet Air Pump
The Wheeler Condenser &
Engineering Company are pio-
neers in the condensing equip-
ment business and specialize in
all sizes and types of marine con-
densers. The illustration below
shows a new type developed for the purpose of elim-
inating the leakage frequently experienced between
tube and tube plate.
In this condenser, the tubes are tightly expanded
into the right hand tube plate, eliminating the possi-
bility of leakage at this end. At the left end the tubes
are provided with standard ferrules and condenser
packing. A short distance from this end is an auxiliary
tube plate through which all tubes pass with a loose
sliding fit.
Condensers
Wheeler Condenser
In case of leakage of circulating water through the
ferrules and packing, such leakage immediately drops
down to the bottom of the compartment between the
two tube plates, and is then carried off by the drain
shown at the bottom, to which is attached either a small
direct-acting condensate pump, or a vacuum trap, de-
pending upon conditions.
Wheeler centrifugal engine
Marine driven circulating pumps are
Circulating ideal for marine service because
Pumps of the small Space consumed, the
dependability of the operation of
the engine, the elimination of
upkeep troubles, and the combined high efficiency. The
pumps are of the
double suction hori-
zontally split case
type. An efficiency
of 75% is guaran-
teed. Centrifugal
pumps are furnished
for nearly every serv-
ice on board ship.
583 whº
--~. - º - - -
-
\
5.500 G. P. M. Engine Driven Circulating Pump
WHEELER CONDENSER & ENGINEERING CO.
CARTERET, NEW JERSEY












1024
Bronze and Brass for Marine Use
Rolling Mill and Manufacturing Plants of Bridgeport Brass Company, Bridgeport, Conn.
Bridgeport Bronze and Brass
Shipboard are particularly suitable for
Annlicati # propellers and propeller shaft-
pplications Hing, fittings for rudders, stuff-
ing boxes and struts, condenser
tubes and ferrules, motor bases,
sheathing, pump and valve rods, piping, bolts, nuts
and other purposes requiring high-strength, toughness
and non-corrodibility. It is also furnished in sheets,
wire, and tubes, with physical properties as shown in
the table below.
-----------------------------------------------------------
PHYSICAL PROPERTIES OF BRIDGEPORT BRONZE
Tensile Yielding Elongation in
Diam. or thickness Strength point— 2 inches
in inches lb. per sq. in. lb. per sq. in. (per cent)
Up to 1" inclusive. . . . . . . . . . . . . 62,000 31.000 25
Over 1" to 2% " inclusive. . . . . . 60,000 30,000 30
Over 2%" to 3%.” inclusive. ... 56,000 25,000 35
Over 3'2" . . . . . . . . . . . . . . . . . . 54,000 22,000 40
*mmºn. All Bridgeport Brass (as
well as Bridgeport Bronze) is
made in electric furnaces, in-
suring a uniformity and relia-
bility of properties not other-
wise commercially obtainable.
For more than fifteen years this Company has worked
on the development of improved methods of making
brass and has developed material improvements in elec-
tric furnaces and electric furnace processes, which
eliminate uncertainty from the process of melting and
casting.
An Electric
Furnace Product
----------------------------------------------------------------------
Part of a “Gang” of Bridgeport Electric Furnaces
With the Bridgeport electric
process, positive control of tem-
perature is assured at all stages
of the melting process, which
means that all processes occur
at exactly the proper tempera-
tures to insure the best product for the job—be it
sheet, rod or tube.
Moreover the heating is under perfect control, and
can be adjusted at any time to any rate desired.
There are no furnace gases to contaminate the metal
in the Bridgeport electric process, thus preventing the
introduction of undesirable impurities.
Advantages of
the Electric
Furnace
-------------------------------------------------------------------------
The charge is completely enclosed so that it does not
come into contact with the atmosphere. The heat in-
sulation is perfect, preventing waste of heat by radia-
tion and improving the working conditions of the men
who observe the process of
melting and control the
pouring.
The operator has perfect
control of the pouring rate
through a lever-
age mechanism
permitting him to
vary the pouring
accurately and as
slowly as he
wishes without
risk of molten
Inspecting Bridgeport m et al cooling
down in the fur-
nace while pour-
ing.
The Bridgeport Brass Com-
Condenser Tubes
* ------------------------------------------------------------------------
the sizes listed in the table below.
Condenser Ferrules to fit these
tubes can also be furnished in all sizes and weights.
Condenser pany manufactures B r a ss,
Tubes and H Muntz Metal and Admiralty
Ferrules Seamless Condenser Tubes in
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SEAMLESS ADMIRALTY –BRASS
UNTZ METAL CONDENSER TUBES
Sizes and Weights per Foot.
17 18 19
prºceros, AND
Stubs Gauge No. 20
Thickness, inches . . . . . . . . .065 .058 .049 . 042 .035
Outside diameter
in inches
.420 .380 .326 .283 .238
34 .514 .463 .3.96 .343 .289
7s . 608 . 547 . 467 .404 .339
1 . 70 .63 .54 .46 . 39
----------------------------------------------------------------------
For propeller shafting Bridge-
port Bronze is decidedly pref-
erable to steel for fresh as well
as salt water, because salts and
corroding elements found in
sewage laden fresh water cause
even greater corrosion of steel than ordinary salt
water. The resistance of bronze shafts to the cor-
rosive action of bilge water, and their low coefficient
of bearing friction are other characteristics which
make Bridgeport Bronze shafting so valuable.
---------------------------------------------------------------------
Propeller
Shafting
------------------------------------------------------------------------
-
Among the many other uses
for Bridgeport Brass products
aboard ship are motor bases for
internal combustion engines,
pump piston rods and valve
stems, nuts and bolts for valves,
cylinders, etc., salt water and feed water piping, steam
piping bends to take up expansion in lines, condenser
lines, etc.
Other Uses
----------------------------------------------------------------------
BRIDGEPORT BRASS CO. BRIDGEPORT. CONN.







1025
Ice Making and Refrigerating Machinery
-
-
-
-
Q
H
O
->
un
+ = --
|
|&
sº
º
º º
º
º-
º
Tº
Marine Type CO. Compressor
----------------------------------------------------- -------------------
The York Manufacturing
Company manufactures I ce
Making and Refrigerating Ma-
chinery of both the CO, and
Ammonia Systems including
Gas Compressors, Ice Making
Plants, Refrigerating Plants, Valves, Fittings, Con-
densers, Brine Coolers and all the accessories needed
for a complete plant operating with either CO., or
Ammonia as a refrigerant.
Products
ºutnuuuuuuuuuuuuuuuuuuuuuuuuuuuu ---------
The Plant of the York
Manufacturing Company has,
in its various departments, all
the facilities necessary for the
manufacture, from raw mate-
rial, of any article pertaining to
the trade, and maintains an extensive engineering and
designing department for the purpose of rendering
specifications for all problems in refrigeration.
Facilities
Compressors are particularly adapted for installation
on board ships. The space required for York ma-
chines has been reduced to a minimum, and as all
parts can be removed on the base of a compressor, no
additional space is required for dissembling.
Either standard commercial enclosed type engines
with automatic lubrication, or open type engines of
conventional marine design throughout, are built for
driving the compressors.
Particular attention is called
York CO, to the York Enclosed. CO,
- Compressor, as shown in the
outline drawings on this page.
The compressor is made in the
sizes listed in the table below.
The table also includes technical information such as
the sizes of pipe fittings and anchor bolts, and the im-
portant dimensions designated on the outline draw-
Ings.
Compressors
Economy in space is an im- - -
portant factor aboard ship. Prompt deliveries can be made of Compressors of
Description This problem has induced our the sizes tabulated.
Engineering Department to pay The York Manufacturing Company also specializes
particular attention to compact- in CO., Compressors of the Horizontal Double Act-
ness of design. Enclosed Type ing Type for capacities of 20 tons and upwards.
MARINE TYPE CO, COMPRESSOR
Commer- - sizes of Pipes -
* cial A B | C | D E | F | G | H | I J K L | M | N Anch. — -
Rating Bolts|Suct. Dischl Stea. Exh.
%to 1 Toni . . . . . . . . . . . . . . | | | | || |........... ... [................ - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Motor Driv.
1 to 4 5'8"|2: S: 5’ 6” 4 0 tº 0 || 5' 2"|3. 4. 2%. 2:4"|13: ...5%:18:4:21%. 2% 34 34. 34 134 "...! 1%" Single Cyl.
454 to 8 sºo" 3 o' 6' 1"| 4' 0"|6’ 6” 5' 0" 5' 0" 234"| 8 - 1234"|1234"|1234"| 8% "| 8% "| 84 To suit capacity. Double "
16 to 30 - || 10% - 3 - 6 s. 5. 3-6, it 6' 5" & 7 - 2%. 5% -ić; "|15° is “15” 15" | 3: . To suit capacity. Tº -
YORK MANUFACTURING COMPANY
YORK. PA.










1026
Ice Making and Refrigerating Machinery
*- -
.
-------
—a.
Marine Type Ammonia Compressor
York Ammonia
Compressors
pressor, as shown in the outline
drawings on this page, is made
in the sizes listed in the table
below which includes technical
information such as the sizes of
pipe fittings and anchor bolts, and the important di-
mensions designated on the outline drawings.
Prompt deliveries can be made of Compressors of
the sizes tabluated.
The York Manufacturing Company also specializes
in Ammonia Compressors of the Horizontal Double
Acting Type for capacities of 20 tons and upwards.
--- The York Ammonia Com- pany are located, as follows:–
Boston, Mass.-88 Broad Street.
Brooklyn, N. Y.-Shipley Building.
Philadelphia, Pa.-2222-28 Arch Street.
Pittsburgh, Pa.-47 Terminal Way, S. S.
Cleveland, Ohio–1 106-08 Woodland Ave.
Atlanta, Ga.-1 16-18 Central Ave.
Chicago, Ill.—26-28 North Clinton St.
Omaha, Neb.-1213-17 Jackson St.
St. Louis, Mo.—117-19 South 11th St.
Denver, Colo.—2121-31 Market St.
Houston, Texas—2201 Texas Ave.
New Orleans, La.-619 Baronne St.
For information and recom- -
h mendations regarding equipment San Francisco, Cal.—832-38 Folsom St.
Branc - Los Angeles, Cal—306-08 Boyd St
Offi for your particular needs, ad- - - º
ces dress the nearest Branch Of- Seattle, Wash.-508 Terry Ave., North. ----
fice. The Branch Offices of Toronto, Can.—Eastern Harbor Terminals, Villiers
the York Manufacturing Com- and Munition Sts.
MARINE TYPE AMMONIA COMPRESSOR
Commer- | Sizes of Pipes
cial A B G H I J K L |Anch -
Rating | C D E. F. Bolts | Suct. Disch Stea. Exh.
% Ton... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . | ".….: ' ','º', ' ' '. : - . . . . . . Motor Driv,
34 3. 4: ... 1: 8-14' 3" |3' 1" |4' 0" |3' 10"|2.2% 234 - || 7% "| 934 - 5: 394 * * * 34" | 32 ° 34 - || 1 * Single Cyl.
1 3' 11" 2. 1 *|4, 7 º' 3’ 6” 4’ 6” 4’ 6” 2. 7 º' 234 " | 9 * 1 3. * 7 * 4 * % " 34” 34” 34" 1 * -- --
2 * 4'2" | 2' 5"|5' 4" |3'11"|5' 4" |5' 0" |2: 9 - 2 * 914 "|1314" | 714 - 5 % - || 1 * 1 * 1 * 134 " -- --
4 * 5' 4" | 2' 6"6' 3" |4! 1" |5’ 6” 5' 2" |3: 533 - || 314 - 11 - 14" | 734 - 9 - 34 * | 114 - || 134 " || 134 " | 1.3% " | Double Cyl.
6 - 6' 0" 3: 9:16: 7 : 5' 0" | 6’s - 6' 5" 3' 1094 * 23.4 ° 1154 * 17 - 934 " 93.4 ° 34 " 134 " || 134 " 194 * 134 " -- " .
8 * 6, 2: 3: Q.7:2: 52.6, 8: 6:8: 3.11%"|4}} : 13° 17' | 93% "|19. 34 134. || 4 || 1:3: 3. -- --
12 - 7' 1" | 3' 6"|S' 6' 5' 10-s’ or 17's " |4, 6 - 414 - 14" |20" 12" |12" 34 - 1% - 1%" | 134 - || 2: -- -
15 - 7' 11"| 3: 7"|s' 11"| 6’ 6” is 10 "s' 6' 5" 2 - 3.14 - 1614 "120° 9 - 11% - 78° 2* 1.54 * | 2" 2.54 * -- --
20 * s’ 6” 3’ s "19" 3 - 17' 2 - 1973 - 1973 - 15, 7 - 31; - 1732 - 2014 - 9 - 13% - 78° 2" | 2" | 2" | 3’ tº - -
YORK MANUFACTURING COMPANY
YORK, PA.







1027
Refrigerating and Ice-Making Machinery
ing Ammonia Compressors with
Vertical Engine, Horizontal
Double-Acting Ammonia Com-
pressors with Uniflow Engine, CO., machines of the
straight line tandem type, wherein the compressor is
placed behind and in tandem to the steam cylinders of
a tandem compound steam engine. Gas Condensers of
the Double Pipe and Shell and Coil type, Brine and
Ammonia Piping, Steel Brine Tanks, Welded Double
Coils, etc.
– For refrigerating duty On
# Frick board ships Frick Equipment
= ric consists of Vertical Single-Act-
Equipment
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-
Frick Small Ammonia Machine and Equipment
Installed in Ship
--------------------------------------------------------------------------
Frick Refrigerating Machines
are built in units of size to suit
requirements from 9% ton to
= 1,000 tons. A statement of con-
in ditions addressed to our Engi-
neering Department will enable
us to submit an intelligent estimate and machine
capacity required.
Capacity
--
ºn-
- º
º º --
º - --- º -
º
*º.
- º
º
E
Corner of Small Ship’s Provision Storage Room
Showing Refrigerator Coils
Frick Vertical Type Ammonia Machine—Engine Driven
-------------------------------------------------------------------------
The design of Frick machines
is to give the maximum and
most efficient service under all
operating conditions. Frick Re-
frigerating machines are the ul-
timate development of a special-
ized engineering and manufacturing experience cover-
ing a period of more than 37 years. They embody
Design
-------------------------------------------------------------------------
Lower Hold of Ship
Showing Brine Coils and Battens Installed
every improvement that adds efficiency and durability
and are adapted to any available power. Durably con-
structed of high grade materials, Frick Machines do
withstand the most severe usage and overloads with
very low maintenance cost.
FRICK COMPANY., WAYNESBORO, PA. U. S. A.










1028
Refrigerating and Ice-Making Machinery
------------------------------------------------------------------------
The accompanying illustra-
tions with captions beneath are
of installations and show the ap-
plication of Frick Refrigerating
Ship Equipment.
On the preceding page two
views are shown of refrigerating outfit for taking care
of provisions for use on board ship; the one showing
Vertical Ammonia Compressor and Engine room; the
other a corner of refrigerating compartment provided
with necessary cooling coils, etc.
Installations
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The large view on the preceding page shows method
of arranging and supporting brine coils in the Lower
Hold of large ship.
Frick Ammonia Machine with Uniflow Engine
-------------------------------------
-------------------
The
chine with Uniflow Engine is
designed with frames of the
heavy duty type, every part of
the machine being constructed
for durability and efficient serv-
ice, and to insure absolute rigidity. A heavy cast iron
base is provided for adequate stiffness without relying
on the vessel's deck. -
Ammonia
Machine and
Uniflow Engine
------------------------------------------------------------------------
Main Hatch Partly Exposed
Showing Refrigerator Coils Installed
Frick CO. Refrigerating Machine
-------------------------------------------------------------------------
The above picture of Frick
CO2 machine will give a better
idea of the design than the
view below which shows two
of these machines installed in
CO. Compressor
Frick Ammonia Ma-
Ship Engine Room. The crank
shaft is of the double bearing, single throw type, with
fly-wheel mounted between the bearings, provision
being made for removal of bearings without necessity
of removing crank shaft. The compressor of the CO:
Ship Engine Room
Showing Two CO. Machines Installed
machine is made from a solid block of nickel steel
bored true, and ground perfectly smooth through the
working barrel, and is fitted with nickel steel valves
working in nickel steel cages. Complete specifications
covering refrigerating equipment for ship storage will
be gladly furnished on receipt of sufficient data on pro-
posed installation. -
FRICK COMPANY WAYNESBORO, PA., U. S. A.




1029
Metallic
Packing
The Holmes Metallic Pack-
ing which is made of the same
i material as the piston rings and
cylinders of your engine will
last and will not wear the rod
or stem as it hugs the rod and
partakes of its motion. This packing does not cut
or score the rod and when the engine is inactive it
will not blister or rust the rod or stem. It can be
placed in the stuffing box without removing the rod,
and is easily removed from the box and taken apart
when necessary.
Due to the fact that the Holmes Metallic Pack-
ing offers less friction on the rod than fibrous pack-
ing, it saves the rod and makes an appreciable saving
in the coal used. It saves oil as we do not require the
rod to be deluged with oil. It saves the continual
cost and trouble of installing fibrous packing, for when
Holmes Metallic Packing is once packed it is good
for many years.
The Holmes Metallic Packing is steam and air tight
due to the fact that the Holmes Metallic Ring, which
is made of three or more sections, according to size of
rod, is so arranged that when it is expanded or con-
tracted the sections will move in or out radially—
equal distances from the center of the rod—thus main-
taining a perfect steam tight joint.
Advantages
*-i-º-º-º-º-º-º-º-º-º-º-º-º-º-º-º-º-º-º-º-º-º-º-º-º-º-º-
tri------------------------------------------------------------ ". The Holmes Marine Metal-
Marine H lic Packing, which is our Pat-
Metallic ent Water-Pocket Packing, is
Packing # designed especially for Marine
mi work, and for conditions where
there is excessive condensation.
It is particularly adapted for Piston Rods, Valve
Stems of Main Engines, Dynamo Engines, Steering
Engines, Refrigerating Machines, Pumps and Steam
Winches.
Cut Showing Marine Type Installed
In addition to being steam and air tight, this Patent
Water Pocket Packing is so arranged as to collect and
remove the excess condensation. (See Cut.)
A few of the Holmes Marine Metallic Packing In-
stallations are as follows:
U. S. Ships Montana, Tallahassee, Gresham,
Panama, Mars, Rondo, Camden, Seminole, Onon-
dago, Tahoma, Isthmian, Yamacraw, Hydrographer.
ºutinuuuuuuuuuuuu ------------ ill- -------------------
The Holmes Plain Type
Metallic Packing, shown in the
cut, consists of six Holmes
Rings placed in pairs in three
separate grooves in the outer
case. The outer metal case,
which is made to fit your stuffing box, is made in two
parts, thus making it easily removed.
Plain Type
Packing
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Plain Type Packing
----------- ------------------------------------------------------------
The following is a partial
list of different styles of metal-
lic packing we make to suit the
various conditions where the
ordinary metallic packing can-
not be used:
Style No. 2–Designed for use with a screw flange
for either rods or valve stems.
Style No. 3—Designed for shallow stuffing boxes—
outside packing. We make either round or oval gland.
Style No. 4—Designed to be used where only part
of our packing can go into the stuffing box.
Style No. 6—Designed for outside packing to take
the place of the screw gland.
Style No. 12—Water Pocket Packing bolted to
stuffing box.
Style No. 16–Outside type Packing, where stuffing
box is too shallow, either round or oval gland.
Style No. 31 G–Designed for gas packing. Guar-
Other Types
of Packing
anteed against 1500 lbs. pressure and 2500°
Fahrenheit.
Holmes Metallic Packings
are sold on thirty days' trial, if
Guarantee satisfactory, to be then paid for.
If not satisfactory to be re-
turned at the expense of the
Holmes Metallic Packing Co.
Every Metallic Packing is guaranteed to give satis-
faction, unless there is some fault with the engine or
rod foreign to the Packing itself. Holmes Metallic
Packings have records of from 15 to 20 years' service.
The only part that ever wears at all is the rings which
can be replaced at half the cost of the original pack-
ing. The Packing cage lasts indefinitely.
The Holmes Metallic Packing Company are orig-
inators of Water Pocket and Split or Divided Case
Packings. 23 Patents. 22 Years' Experience.
THE HOLMES METALLIC PACKING CO.
WILKES-BARRE, PA.


1030
Packing Materials, Valve Discs and Gauge Glass
---------------------- tuitºulinutiuniuliº
Durabla
Compressed
Asbestos Sheet
Durabla compressed asbestos
sheet is a guaranteed product
that can be used as a standard
for all gasket work.
Durabla gaskets make tight
joints on steam, water, air, oil,
ammonia, and acids at all temperatures and pressures.
Joints packed with Durabla can be broken without
injury to the gaskets.
Vibration or condensation does not affect Durabla.
It will not burn out, blow out, or pulp at the joints and
requires no following up.
Durabla sheet can be rolled and unrolled; never dries
out or opens up. It does not deteriorate.
Durabla compressed asbestos sheet is packed to meet
all conditions of shipping and storage.
The following sizes are carried in stock:
36 in. wide x 144 in. in length
47 in. wide x 144 in. in length
63 in. wide x 144 in. in length
In thicknesses of 1/64, 1/32, 1/16, 3/32, 1/8 in.
sºlutiunununununununununun -----------------------
# Durabla rod packing is a
Durabla semi-metallic packing, one of
- the patented features of which
Rod Packing is the construction of the metal
mi wearing surface which comes
in contact with the rod. This
feature prevents damage to the rod or to the packing
when excessive pressure is caused by the gland being
pulled up” too tight.
. Durabla rod packing is made in twelve-foot lengths,
in sizes of 1/16" from 3/8" upwards and in spiral form
only. Durabla rod packing is flexible, which permits
cutting rings of any size.
Excellent service is being given by Durabla Rod
acking on steam hammers, hot and cold distillates,
chemicals, oil and water.
- Durabla
High Pressure
Gauge Glass
--------------------------------------------------------------------1-1.
Durabla high pressure gauge
glass is a metallic glass possess-
ing elastic properties necessary
to withstand the most sudden
and radical changes of tempera-
ture and highest steam pressures.
Durabla gauge glass will not erode under chemical
action, remains clear and transparent and will contract
and expand without breaking.
J tººd tº
-
Durabla gauge glass tests as follows:
Temperature: Not affected after 18 two-minute
submersions in oil at 380 degrees F., then in water at
40 degrees F.
Erosion: No trace of erosion, and perfectly clear after
live steam at IOO pounds pressure had passed through
the glass for 96 hours.
Tensile Strength: Remained unbroken under hy-
draulic pressure of over 2,000 pounds per square inch
for 2 minutes.
Service: Under continuous operating conditions
with pressure of 225 pounds, performance equaled in
every respect the best service ever obtained by any
foreign glass.
Durabla gauge glasses with fused ends are carried
in stock in all regular sizes ready for immediate ship-
ment.
Ring gaskets for standard and
extra heavy flanges cut from
Durabla compressed asbestos
sheet 1/16" thick are carried in
stock at all times.
Quotations made on gaskets
Orders are promptly filled.
Durabla
Gaskets
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of any shape or thickness.
-------------------- --------------------------------------------------
Durabla
Valve Discs
Durabla valve discs make a
faultless seat, wear evenly and
have the strength and durability
required by modern conditions.
Durabla discs will not chip or
crack. They are not affected by
any fluid.
Durabla valve discs can be placed in valves with the
assurance that they will do the work expected of them.
DURABLA MFG. CO., NEW YORK. N. Y.





1031
Jenkins Valves
---------------------------------------------------------------------.
Jenkins Valves of this type
contain a disc holder of brass
or other suitable metal, and a
removable disc of softer ma-
terial, preferably Jenkins com-
position disc. This disc in serv-
ice presents a slightly yielding surface to the valve seat
and is flexible enough to adapt itself to any slight in-
equalities in the seat, insuring perfect contact. Should
the disc be injured, it is only necessary to remove it and
replace with a new one, which can be done by any me-
chanic.
Jenkins valves have full opening. They are made of
a special high grade steam metal and contain, besides
the Jenkins disc, other features found only in the gen-
uine Jenkins valves.
Jenkins Valves,
Standard
Pattern
------------------------------------------------------------------------
----------------------------------------------------------------------- º:
- Screwed or flanged, are regu-
Jenkins Brass larly furnished with Jenkins No.
Globe, Angle and I 19 discs, suitable for 150 lbs.
Cross Valves working steam pressure. When
imºn specified for cold water, valves
are fitted with No. 93 discs,
suitable for working water pressure up to 250 lbs.
Regular sizes /š to 3 ins. Larger sizes in brass made
from iron body patterns.
Fig. 108
Angle
Brass Valves, Standard Pattern
Fig. 114
Hose Angle
--------------------------------------------------------------------
Jenkins brass horizontal, an-
gle and vertical check valves
correspond to same standard as
the standard pattern globe and
angle valves. Regularly fur-
nished with Jenkins disc of semi-
hard composition which will soften slightly under the
action of hot water as required for boiler feed lines.
When specified for cold water, air or gas, a softer and
more flexible rubber disc is supplied, usually Jenkins
No. 93 composition. Suitable for 150 lbs. working
pressure. Sizes J/3 to 3 ins., screwed or flanged.
Jenkins brass swing check valves, standard pattern,
are made with globe shaped bodies, adapted for either
horizontal or vertical installation; have renewable disc
feature same as the horizontal pattern; and are suitable
for same working pressures. Sizes /š to 3 ins., screwed
or flanged.
Jenkins Brass
Check Valves.
Standard Pattern
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Fig. 117
Horizontal
Fig. 118
Angle
Brass Check Valves, Standard Pattern
Fig. 119
Vertical
Fig. 352
Swing Check
": These are heavier and
Jenkins Iron stronger than the average iron
Body Valves, body valves. They have renew-
Standard Pattern able seat rings, and Jenkins
discs; and are suitable for same
working pressures as the stand-
ard pattern brass valves. Globe and angle valves made
in sizes 2 to 24 ins., inclusive; cross valves up to 8 ins.
Flanges A. S. M. E. standard dimensions.
Jenkins iron body horizontal, angle, vertical and
swing check valves made in sizes 2 to Io ins. ; suitable
for working pressures up to 150 lbs.
Fig. 142
Globe
Fig. 143
Angle
Iron Body Valves, Standard Pattern
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The extra heavy pattern brass
globe, angle, cross and Y valves
are suitable for working steam
pressures up to and including
300 lbs., or for water and air
pressures up to 500 lbs. Sizes
Jenkins Brass
Valves. Extra
Heavy Pattern
-------------------------------------------------------------------------
% to 3 ins.
Regularly fitted with renewable steam metal discs
for use in steam. When ordered for cold water or
air service, they are fitted with renewable Jenkins discs
of flexible rubber composition. For superheated steam
they can be supplied with monel metal discs and seat
rings.
The stuffing boxes are fitted with glands or follow-
ers, and are so arranged that they can be repacked when
valves are wide open and under pressure. The large
spindles are made of manganese bronze and have pow-
erful acme standard threads.
The extra heavy horizontal, angle and swing check
valves are equally heavy in design, and are guaranteed
for 300 lbs. working pressure. Swing check valves can
be installed in horizontal or vertical position. Sizes
% to 3 ins.
-
Fig. 128 Fig. 162
Brass Globe Iron Body Globe Angle with By-Pass
Extra Heavy Globe and Angle Valves
Iron Body—Extra heavy pattern iron body globe,
angle, cross and Y valves are suitable for 250 lbs. work-
ing steam pressure, or 400 lbs. working water pressure.
The bodies, yokes and disc holders are high grade
cast iron; the spindles are of manganese bronze; the re-
newable seat rings and discs of durable steam metal
composition. -
JENKINS BROS.
Address Nearest Office or Store.
See Next Page.







1032
Jenkins Valves
All flanged valves have 1/16 in. raised faces inside of
bolt holes, and flange dimensions are in accordance with
the American extra heavy standard. When drilling
is ordered, it will also be in accordance with the Amer-
ican extra heavy standard, unless otherwise ordered.
": All Jenkins gate valves are
of the solid wedge, double face
type. The bodies are globe
shaped, a design which secures
great strength, good proportion
and neat appearance. All pat-
terns are made with inside screw stationary spindle, or
outside screw and yoke, rising spindle. The latter are
particularly recommended for the higher pressures, as
the spindle is more easily lubricated, increasing its
durability. The traveling spindle also serves as an
indicator, by means of which it can be seen at a glance
whether the valve is open or closed. All the valves
can be repacked under pressure when wide open, and
all parts are renewable and interchangeable. The
iron body and cast steel valves in the larger sizes are
made with or without by-pass.
Valves can also be furnished with hub ends and
square head stem, with spur, bevel or special styles of
gearing, with floor stands or indicator posts, and va-
rious other operating mechanisms.
Standard Pattern–Brass, sizes J4 to 3 ins. Iron
body, sizes 2 to 3o ins. For working pressures 125 lbs.
steam, 175 lbs. water. All-iron—sizes 2 to 30 ins.
Medium Pressure Pattern–Brass, sizes 34 to 3 ins.
Jenkins
Gate Valves
-----------------------------------------------------------------------
Fig. 281 Fig. 282
Extra Heavy Pattern
Brass Gate Valves
Fig. 370 Fig. 372 Fig. 280
Standard Pattern
Fig. 203 Fig. 204b.
Inside Screw Inside Screw O. S. and Y.
Standard with By-Pass
Iron Body Extra Heavy Iron
Gate Valve Body Gate Valves
Iron body, sizes 2 to 18 ins. For working pressures
175 lbs. steam, 250 lbs. water.
Extra Heavy Pattern–Brass, sizes 34 to 3 ins. Iron
body, sizes 1% to 24 ins. For working pressures 250
lbs. steam, 400 lbs. water.
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Besides their extensive use for
blow-off service, they are par-
ticularly desirable for handling
muddy or gritty water. Jenkins
Y or blow-off valves are made
in brass, standard and extra
heavy; iron body, standard and extra heavy patterns.
Jenkins
Y Valves
Fig. 124 Fig. 296 Fig. 337
Brass Y Valve Iron Body Y Valve Iron Body Y Valve
Standard Pattern Extra Heavy
Pattern
---------------------------------------------- ---
To meet the requirements of
Jenkins high pressure superheated steam
Cast Steel and hydraulic service, Jenkins
i Valves i Bros. manufacture a line of cast
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check and automatic equalizing
stop and check valves suitable for working steam pres-
sure up to 350 lbs., and total temperature of 800°
Fahr.
------------------------------------------------------------------------
Jenarco is a vulcanized red
sheeting. It is very tough and
pliable, equally suitable for
steam, hot or cold water, and
other joints. Jenkins Com-
pressed Asbestos Jointing for
Mechanical
Rubber Goods
--------------------------------------------------------------------------
superheated steam.
M a de
Jenkins º cº
Pump Valves po unds.
They are
of hard Sº
compositions, particularly adapt- Fig. 227
ed for hot water, and for oils, Pump Valve
acids, and other destructive
fluids; the semi-hard valves for high pressure cold
water service, medium soft for cold water, very soft
and flexible for low pressure cold water and air.
STORES AND WAREHOUSES
8o White St.-New York,
646 Washington Blvd., Chicago
524 Atlantic Ave., -Boston
133 No. Seventh St.-Philadelphia Kingsway, W. C. 2–London
103 St. Remi St.-Montreal
6 Great Queen St.
ADDITIONAL SALES OFFICES
Washington Pittsburgh
St. Louis
San Francisco Havana
JENKINS BROS.
Address Nearest Office or Store.




1033
Valves
------------------------------------------------------------------
The iron and brass valves and
fittings manufactured by the
Buckeye Iron and Brass Works
are of the highest possible grade
and represent the result of 30
years' experience in furnishing
the very best that careful design, good material, ac-
curate tools, and skilled workmen could devise and
produce. Each individual product is tested to con-
siderably beyond the working pressure at which it is
designed to be used, and is guaranteed in workman-
ship and material. Buckeye Products have been used
for many years by the U. S. Navy and have been sold
in large quantities to the Emergency Fleet Corporation
and to shipyards throughout the country.
Buckeye
Products
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-
Buckeye Iron Body Globe
Valves are suitably constructed
for both high and moderate
pressure service, and in an un-
usually large variety of sizes
and types to meet all require-
mentS.
Iron Body
Valves
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Iron Body Angle Valve
For moderate pressures, these valves are made with
screwed or flanged pipe connections, with brass screwed
stuffing box or with yoke and bolted stuffing box, and
either straightway or angle, in standard pipe sizes.
For high pressures we make Iron Body Semi-Steel
and Steel Valves. These valves are made of specially
heavy construction in a large variety of standard and
special sizes and types, and may be furnished straight-
way or angle, with or without bypass, for all types of
pipe connections, and with screwed or bolted stuffing
box with or without yoke.
|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--|--
Buckeye Iron Body Check
Valves are made for standard
pipe sizes, either straightway or
angle, and for screwed or
Iron Body
Check Valves
flanged pipe connections. These
check valves are brass mounted,
of the best construction throughout, and of proved de-
pendability.
ill-11-1-1-1-1+1-1+1-1+1-1+1-1+1-1+1-1+1-1+1-1+1-1+1-1+1-1+…
-
-
Standard Brass Angle Valve High Pressure Gate Valve
Buckeye Brass Body Valves
are made in standard pipe sizes
for male or female screwed or
flanged pipe connections. These
valves are furnished either
straightway, angle, or cross,
with all brass liquid contact and either iron or brass
wheel, and arranged with standard disc, regrinding
disc, or Jenkins disc.
Brass gate valves with iron wheels are also furnished
for high pressure service, arranged for screwed pipe
connections in standard sizes.
Brass Valves
Swinging Horizontal Check Valve
Buckeye Brass Check Valves
are made for male or female
screwed, or flanged pipe con-
nections on horizontal lines, and
are arranged with standard disc,
regrinding disc, Jenkins disc, or
swing disc, with or without drip cock, and for moder-
ate, heavy or extra heavy pressures.
Vertical and angle check valves may also be fur-
nished for screwed pipe connections.
----------------------------------------------------------------------
Brass Check
Valves
------------------------------------------------------------------------
BUCKEYE IRON & BRASS WORKS
DAYTON, OHIO, U. S. A. -



1034
Steam Fittings
Buckeye Brass Steam Cocks
are furnished either two-way or
three-way, flat or square head,
with or without iron handle,
and for male or female screwed,
or flanged pipe connections.
Brass
Steam Cocks
-------------------------------------------------------------------------
Standard Brass Three Way Cock
--------------------------------------------------------------------------
Buckeye Compression Gauge
Cocks are made up to 34 inch
size with or without stuffing box
for moderate pressures, without
mi stuffing box for heavy service,
and with stuffing box for extra
heavy service. Mississippi type compression gauge cocks
are also furnished with or without spring.
Brass
Compression
Gauge Cocks
--
Compression Gauge Cock
Air Cocks, Steam Gauge
Cocks, and Cylinder Cocks
are furnished in all sizes and
types for standard and special
im, service, and with tee, lever, or
connecting handle, standard or
long shank, male or female, single or double screwed,
---------------
C
O
C
k
S
EUCºyº
Air Cock
ends, straight or bent union connections, and with
other special features for all purposes.
i"; Buckeye Water Columns are
Water H arranged either plain or fluted,
Columns and H and can be furnished with or
Gauges H without water gauge, gauge
# cocks, and air cocks in three
types.
Buckeye Water Gauges are furnished with or with-
out valve, with 2, 3 or 4 guard rods, iron or rosewood
wheels, painted or finished brass or bronze body and
with glass up to 60 inches in length.
Whistle
Standard Water Gauge
-----------------------------------------------------------------------
Buckeye Brass Whistles are
furnished up to 3-inch pipe
size, and 12-inch diameter bell,
with or without stationary
lever and valve, and suitable
for air or steam. These
whistles have single long bell with or without chime,
and are particularly efficient, giving maximum sound
or far-carrying pitch with small steam or air consump-
tion. All brass and iron base whistle valves are also
furnished.
Brass Whistles
------------------------------------------------------------------------
The Buck eye Iron and
Brass Works also manufacture
a large variety of other iron
and brass fittings including
brass ground joint unions, fusi-
ble plugs, blow-off valves,
quick-opening throttle valves, safety valves, butterfly
valves, radiator valves, lubricators, oil cups, hose
couplings, etc.
Other Products
BUCKEYE IRON & BRASS WORKS
DAYTON, OHIO. U. S. A.





1035
Globe and Angle Valves
Pratt and Cady Globe and
Specially Angle Valves for all pressures
Adapted for and in all sizes are particularly
Ships adaptable to shipbuilding work.
The face to face and end to end
dimensions are of the standard
used in shipbuilding work, and, throughout, meet all
requirements called for by the United States Steam-
boat Inspection Service.
Pratt and Cady Iron Body
Valves for Valves shown above have a 45°
i 125 Lbs. seat and are brass trimmed.
Pressure They are guaranteed for 125
pounds working steam or 175
pounds of water, gas or oil pres-
sure at a temperature not exceeding 80° F. They
are tested to 150 pounds, under disc, with shell test
of 350 lbs.
Among the special features of design is the solid
bronze disc unit used for all sizes. It has a machined
surface on its upper face, which, in contact with the
machined surface on the under side of the yoke, makes
a steam-tight joint and permits the valve to be packed
under pressure when wide open. The seat ring is
made of bronze and screwed into the body. It can be
renewed whenever necessary without removing valves
from the line.
-----------------------------------------------------------------------
Pratt and Cady Valves for
high steam pressures are of the
bronze union bonnet type with
long easy body curves offering
the least possible resistance to
the flow, and commensurate
with good commercial practice. The metal used is of
the highest grade bronze made to a special formula
for this class of work.
The stem on all sizes is of cast manganese bronze,
having the same tensile strength as mild steel. The
Valves for
200 Lbs.
Pressure
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handwheels are of a non-heating type and made of
malleable iron. -
The disc is of the swivel regrinding type with a ball
plug type seating surface. The valves can be packed
while under pressure when wide open, a tight joint be-
ing made between the stem and the bonnet by means of
a bevel on the stem which engages with a corresponding
seat on the bonnet. The bevel is on the inside of the
valve, in a place where results in commercial machine-
shop practice can easily be governed. The discs are both
renewable and replaceable in an instant while the valves
remain in the pipe lines.
º The Pratt and Cady Valve
Valves for for 300 lbs. steam working pres-
300 Lbs. sure is similar in general design
Pressure to the 200 lbs. pressure valve
= with additional features to meet
- the severe service due to the
higher pressures. The cutting of steam is very severe
under the high pressure for which these valves are used,
and when employed for throttling purposes, the ordi-
nary type of union bonnet valve has soon to be re-
ground or replaced, due to the cutting action on the
Seat.
When this valve is used for throttling purposes, the
special deep spiral lip projecting below the seating
surface of the disc allows for very delicate adjust-
ments and at the same time prevents the steam cut-
ting action to a very great extent, due to the fact that
the disc is well off its seat before the steam is allowed
to pass through. There is absolutely no other valve
on the market which offers this delicate throttling
action, with the added advantage of the anti-steam-
cutting action of this valve.
The metal in the body is of special composition and
is suitable for superheat steam work.
These valves will be furnished with renewable seat
rings at an added cost when required.
PRATT & CADY, INC.. HARTFORD, CONN.


1036
Capitol Marine Specialties
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Marine
Castings
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analysis required.
cles have been made for use on
The Capitol Brass Works
specializes in bronze marine
castings made to any metal
These arti-
lake and ocean going vessels for
a number of years and have met with universal favor.
Mill-in- ------------------------------------------------- ------ -
Steam Whistles
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# bell
The steam whistles manu-
factured by the Capitol Brass
Works have a hammered copper
and a steel stem. The
whistles made for ocean going
vessels are equipped with brass
bases whereas the whistles which are to be used for
lake service are provided with iron bases.
Steam Whistle
Relief Valve
The tone of these whistles may be changed by rais-
ing or lowering the bell.
furnished to order.
Bells of any size can be
The following table indicates the size valve which
is recommended and which will give the best results for
the bell diameter indicated.
Diameter and Height
of Bell
6"x30"
8"x30"
Io"x30"
Io"x36"
Io"x48"
12"x36"
Diameter at
Flanged Base Valve
º I %"
61 4” 2"
7%” 2%"
7%” 2%"
7%” 2%"
8%" 3”
Bronze 3-Way
Indicator Cock
This Bronze 3-Way Indica-
tor Cock is made in two sizes—
I/2" and 3/4"—and manufac-
tured of special bronze composi-
tion. It is designed to with-
stand high pressures and is fitted
to the engine cylinders and connected to the indicator
gear when it is necessary to ascertain the amount of
horse power developed by an engine.
-
Bronze 3-Way Indicator Cock
Bronze Screwed
Cylinder
Relief Valve
The Bronze Screwed Cylin-
der Relief Valve, as shown in
the opposite column, is of an
extra heavy pattern. It is cast
of superior bronze composition
and is recommended for use on
cylinders where prompt and efficient relief is required.
The spring is made of the best quality steel.
This
valve can be set to relieve any pressure specified.
The following sizes
3/4", 1", I 1/2", 2
Lever Handle
Oil Pump
are carried in stock:
and 2 1/2".
ºr
The Lever Handle Oil Pump
is an emergency feed pump and
is used extensively in engine
rooms as auxiliary equipment to
supplement the regular oiling
system. The oiling is positive
as all oil pumped is forced to the most remote parts
Lever
of the engine which requires lubrication.
Handle Oil Pump
This pump
is made in the 1/2 gallon size only.
CAPITOL BRASS WORKS. DETROIT, MICH.




1037
Davidson Marine Pumps
“Davidson” pump s have
maintained the highest standard
in marine service for forty
years. The improved valve
gear of the “Davidson” pump
will operate positively under
any steam pressure without internal lubrication.
Among the various types of “Davidson” marine
pumps are:—Boiler Feed Pumps, Tank Pumps, Bilge
Pumps, Fire Pumps, Air Pumps, Combined Pumps
and Condensers, Etc.
The vertical sizes of the Vertical Feed and Fire
Pumps, and the Vertical Tank, Bilge and Ballast
Pumps are listed in the tables in the opposite column.
The dimensions A, B & C in both tables refer to the
outline drawing above the tables.
Steam Pumps for
Marine Service
—
Steam-Opposite side
Exhaust-Opposite side
|| |
[T&T Discharge-Either side
-- ~~~~
Suction. Either side
Front Elevation
TABLE OF DIMENSIONS
VERTICAL FEED AND FIRE PUMPS
Ex- | Suc-
Steam | Water|Stroke | Steam haust tion | Disch. A B C
Cyl. Cyl. Pipe Pipe Pipe Pipe
S." 5" 12" 1. " 134 " || 3 " 2 " 6° S "|22 " 19 |
S." 5" 16 " 1. " 134 " || 3 " 2 ” 8' 0"|22" 19.
9." 6" 12" 1." 114 " || 4 " 3 * 6' 10"|27 " 22.
9." 6" 18 " 1. " 114 " || 4 " 3" S’ S "|27 " 22.
10." 7 * 12" 1 * 1% " || 5 " 4." 7' 4"|3.1 " 24.
10." 7" | 18" | 1. " 1% 5." 4. " . .0.31 24.
10 * 7 * 24. " 1. " 1% " || 5" 4." 10, 10:31 , |24.
12" S " 1s" 1 Jº 2" 6" 5" 9' 0"|3.3 " 28.
12" s" 24" | 1 , . " || 2 " 6" 5 : 11: 6'33" |28.
13." 9." 1s" 112 2" 7 * 6" 10' 0"|34" 30.
13." 9 * 24. " 112 " || 2 " 7 * 6 " 11’ 10 "|34" 30
14 " 10." 24 " || 2 * 244 - || S- 6 * 12, 2*137 - || 54”
VERTICAL TANK, BILGE AND BALLAST
PUMPS
6." 5" 12" 34 " || 1 " 3% 3% 5, 19:1834 18.
6" 5 * 1s" 34 " || 1 " 3% "| 3% "| 7' 4"| 1894 "|18
n - -
6" 6" 12" 3: " || 1 " 4." 4." 6' 4"|22 15% .
6" 6" 1S " 34 * | 1." 4." 4." 7' 10 |22 15% ,
7 * 7 * 12" 34 " || 1 * 5" 5" 6, 7 ||25 || || 1734 .
7 * 7" | 18." 34 " | 1." 5" 5" 8' 3"|25" | 1734
8." 8." 12" | 1." 134 " || 6 " 6." 7' 0 |28, 21.
S." s" 18" | 1. " 13: " .. 6." 6" 8' 8"|28. 21.
9 * 9." 12" | 1. " 114 " || 6 " 6" 7.4 |31 || |30.
9." 9" | 18." | 1. " 134 " || 6 " 6." 8, 10 ||31 || |30.
10." 10." 12" | 1 " 1% " || 6 " 6." 7' 6' 33. 32.
10 * 10." 18" | 1." 113 " || 6 " 6" 9' 0 ||33 || |32.
12" 12" | 12" | 114" | 2" s" S." 7, 11 ||36 |32.
12" 12" 18" | 133 " 2" S S." 9' 8"|36 |32 " . .
14" 14" 12" | 133 " || 2 " 10" | 10" 9' 0 || 41 ° 41%,
14" 14 " 18" | 1:2 . 2 " || 0 || | 1Q. iQ. 6.41: 41%.
14" 14" | 24" | 1.1% " || 2 " 10 " || 10 " |12' 0"'41" |41.1%
“Davidson” Twin Beam Air Pump
“Davidson” Hydraulic Ash Ejector.
Sizes 4%" and 6".
M. T. DAVIDSON COMPANY
154 NASSAU STREET, NEW YORK




1038
Marine Piping and Auxiliaries
The Whit-
lock Coil Pipe
Company fur-
nishes high pres-
sure flanged and
bent piping for
superheated and saturated steam, bent
and flanged ballast and bilge piping,
Van Stone and Whitlock reinforced
lap piping joints, welded pipe work,
and bends of steel and copper pipe and
tubing for all purposes.
Marine Piping
For low pres-
sure work and
tions for Joints where initial
and Bends COSt is al decid-
ºn in g factor,
screwed flange
joints are used. This is the cheapest
joint of the rigid type; that is, where
the flange is fixed to the pipe end and
cannot be rotated, the packing lying
between the flanges and not between
the pipe ends.
Recommenda-
Portion of Orders for Bent Piping for Emergency Fleet Corp.
facilitates erection, eliminates strains, and prevents
leaks between pipe and flange.
For high pressures or steam lines
with superheat, the Whitlock
double lap joint is especially suit-
able. In this type of joint the pipe
is rolled out and then in again
forming what is actually a double
lap from the original metal of the
pipe itself. This doubling of the
metal in the lap insures the lap be-
ing more than half again as thick
as the wall of the pipe, which adds
more than 50 per cent to the
strength against a dishing strain
over any of the Van Stone joints.
This joint has proved to be per-
fectly satisfactory in use under the
most trying conditions.
Recommendations for bending
dimensions are given in the table
Portion of Orders for Bent Piping for Emergency Fleet Corp.
On medium pressure lines, the joint should ordi-
narily be of the Van Stone type with extra heavy cast
iron or standard rolled steel flanges. This type of
joint is made by flaring out the pipe end into a single
lap and providing a separate swiveling flange which
can be rotated to align the bolt holes. This type
below.
The Whitlock Coil Pipe Com.
pany also manufactures Welded
Steam Headers, Marine Feed Water Heaters, Evap-
orators, Distillers, Surface Condensers, Fuel Oil
Heaters and Oil Coolers. -
Correspondence on these products is solicited and
all details of types, sizes and recommendations will
be sent on request.
DIMENSIONS FOR PIPE BENDS IN IRON OR STEEL PIPE
Nominal Size of Pipe—inches. . . . . . . . 3 392 || 4 4% 5
Smallest Advisable Radius—inches... 12 13 15 17 20
Developed Length of 90° Bend on
above Radius—inches. . . . . . . . . . . . 19 20% 23% 27 31%
Smallest advisable Radius for Expan-
Sion Bends—inches. . . . . . . . . . . . . . . 1S 21 24 27 30
Developed Length of 90° Bend on
above Radius—inches. . . . . . . . . . . . 28% 33 3S 42% 47%
Shortest length ends for flanging—ins. 3. 3% 3% 4 4.
6
23
36
36
7 S 9 10 12 14 16 1S 20 22 24
26 30 36 42 4S 60 70 S0 90 100 110
41 47%. 157 66 75% 94% 110 | 126 142 157 173
4S 54 60 72 S4 112 || 128 144 . . . . . . . . . . . . . . . . .
75% | 85 94% 114 || 133 177 202 227 . . . . . . . . . . . . . . . . . .
5 5 5 6 6 7 7 7 S S S
Notes —The radii given are to the center of the pipe.
Radii can be reduced below those given by the use of extra heavy pipe. . -
Under usual circumstances steel can be bent to a smaller radius than iron pipe.
THE WHITLOCK COIL. PIPE CO.
HARTFORD, CONN.


1039
Centrifugal and Reciprocating Pumps
-----------------------------------------------------------------------
-
Cameron Centrifugal Pumps
Centrifugal are manufactured in many styles
i Pumps, # and a wide range of sizes and
i General it is possible to select a pump
to suit nearly every require-
ment and for any class of serv-
ice. Every operation in the Cameron System, from
the temperature test of metals to packing for ship-
ment, is performed, with that degree of thoughful at-
tention to detail and mechanical precision which has
given Cameron Service its enviable reputation.
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unuſuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuu.
Kingsbury Thrust Bearings
or special hydraulic balancing
Features H -
# devices are a standard part of
of Design the equipment of all multistage
pumps and act as a perfect
counter to all shaft thrust.
Double suction single stage pumps are regularly fur-
nished with self aligning bearings of approved design,
and the larger sizes, working against high pressures,
can be fitted upon special order with the Kingsbury
Bearing. Double wearing rings around the impeller
hubs give assurance of a tight joint at all times and
they are easily and cheaply renewable.
----------------------------------------------------------------------- -
Multi-stage Centrifugal Pump,
Showing Casing Open
#" Class D.V Pumps—Horizon-
tal, single stage, double suction
volute, centrifugal pumps ar-
ranged for electric motor, steam
mi engine, steam turbine or other
form of direct drive and with
pulley for belt drive. Capacities 88 to 20600 G.P.M.
against heads from IO to 230 feet.
Class FV Pumps—Horizontal, single stage, double
suction volute, centrifugal pumps arranged for electric
motor, steam engine, steam turbine or other form of
direct drive and with pulley for belt drive. Capacities
from 605 to 20800 G.P.M. against heads from Io
to 150 feet.
Class SV Pumps—Horizontal, single stage, single
suction, open impeller, volute pumps arranged for belt
drive. Capacities from 15 to 6200 G.P.M. against
heads from Io to 70 feet.
Class MT Pumps — Horizontal, single suction,
multistage, turbine pumps, arranged for electric motor,
steam engines, steam turbine or other form of direct
drive and with pulley for belt drive. Capacities from
Description
Double Suction, Single Stage
Centrifugal Pump, Motor Driven
125 to 242.5 G.P.M. against heads from 45 to 230
feet per stage. Built in two to five stages inclusive.
Class ST Pumps—Horizontal, single suction, multi-
stage turbine pumps arranged for electric motor, steam
engine, steam turbine or other forms of direct drive
and with pulley for belt drive. Capacities from 125
to 242.5 G.P.M. against heads from 45 to 230 feet
per stage. Built in two to five stages inclusive.
Class BT Pumps—Horizontal, single suction, three
and four stage turbine pumps for direct connection to
steam turbine, electric motor or other high speed
drivers. Capacities 400 to 550 G.P.M. against heads
from 150 to 250 lbs. per sq. in.
------------------------------------------------------------------------- These pumps are manufac-
tured for either light service or
boiler feed service and have
capacities from 18 to 700 G.P.
M. They are very simply de-
signed, with no outside valve
gear and extremely few parts and exhibit exceptional
strength and rigidity in service.
Send for the following bulletins:
72O4—Cameron Reciprocating Pumps.
7.25o–Cameron Double Suction Volute Pumps.
7152—Cameron Single Suction Volute Pumps.
7205—Cameron Marine Pumps.
7351—Cameron Multi-stage Pumps.
Reciprocating
Marine Pump
-------------------------------|--|--|--|--|--|--|--|--|--|--|--|--|--|--
Vertical Reciprocating Marine Pump
A. S. CAMERON STEAM PUMP WORKS
11 BROADWAY, NEW YORK CITY



1040
Steam
Turbines
|--------it-tº-ul-ul------------------------------------------
The Terry principle of oper-
ation makes use of but a single
solid wheel with internal pro-
tected integral buckets. The
steam enters an expanding noz-
zle, as shown in the illustration
below, from which it
issues at high velocity,
striking the side of
the wheel bucket, in
which its direction is
reversed 180 de-
grees. It is then
caught by the re-
versing chamber and
returned again and
again to the wheel un-
til all of the available
energy is exhausted.
As bucket erosion does
not alter the angle at
which steam enters or
leaves the wheel, this
type of turbine will
maintain its original
efficiency for a great
many years.
Action of Steam in Terry Wheel
Principle of
Operation of
Terry Turbine
--------------------------- unnunununuuuuuuuuuuuur
-------------------------------------------------------------------
In marine service particu-
larly, dependability, simplicity
and light but rugged construc-
tion are prime requisites for
satisfactory and efficient opera-
tion. The many distinctive
features and advantages of Terry turbines assure their
meeting these requirements to an exceptional degree.
Alignment is maintained by sturdy design of casing
and supporting feet, low location of pipe connections,
small temperature changes as the casing is subject to
exhaust pressures and temperatures only, and operating
speeds well below critical speeds.
Accessibility is obtained by the horizontally split
casing, bearing, glands, etc., permitting inspection and
repair without disturbing steam or exhaust connec-
tions which are located on the lower half. Economical
operation at partial loads is obtained by individual noz-
zle control. The low upkeep cost of Terry Turbines
has been proved by their records both at land and sea.
Many Terrys have operated for years without one
cent being spent for repairs or upkeep. With reason-
Advantages of
Terry Turbine
Drive
------------------------------------------------------------------------
3 to 25 H. P. Turbo Condensate Pump
25 to 75 H. P. Turbo Condenser Circulating Pump Used on
Destroyers of the United States Navy
able attention to lubrication there is practically no
deteriorating wear. The few parts which are subject to
wear are made interchanegable and kept in stock for
immediate shipment.
-
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Wide Applica-
tions in
Marine Service
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Because of its intrinsic values
the Terry Turbine is admirably
adapted for a variety of marine
services.
For condensate pump drive.
Built in many sizes especially
for marine work. A simple, rugged, two-bearing unit
Terry Turbo Generator
with three-point support, with all parts readily accessi-
ble.
For lighting and power on ships and shipyards.
Terry Turbo Generators are built in sizes up to 750
kw. Geared or direct connected, A. C. or D. C.
The special advantages are: It occupies small space,
is free from vibration permitting installation on light
foundations, requires very little attention, it does not
require packing, and uses very little oil. High super-
heat is beneficial to its operation and its exhaust steam
is clean.
For condenser circulation. Built in all sizes re-
quired for marine work. Geared or direct connected.
Other Uses: Terry turbine drive is also adaptable
to other marine services, such as ballast pumps, dredg-
ing pumps, blowers for forced draft or ventilation, etc.
THE TERRY STEAM TURBINE CO.
HARTFORD, CONN.














1041
Condensing Equipment
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During a long, practical ex-
H Marine i perience in the manufacturing
# Engineering of condensing equipments for
H Service marine service, the C. H.
Wheeler Manufacturing Com-
pany, Philadelphia, Pa., have
developed a complete range of condensers and pumps,
noted for reliability in service, and economy of space
and weight demanded for this service. The plant of the
C. H. Wheeler Manufacturing Company is equipped
with the most up-to-date machine tools and facilities,
permitting the largest size condensers and pumps to be
machined, assembled and tested within the Works. Of-
fices conveniently located in Philadelphia, New
York, Boston, Chicago, Pittsburgh, Seattle,
Charlotte, San Francisco and New Orleans
are prepared to offer prompt service in solv-
ing marine condensing equipment problems
of any nature.
---------------------------------------------------------------------
": The Radojet Air
i Radojet Pump represents the
i Air Ejector highest development in
# Advantages vacuum producing ap-
i paratus. It has no
_--
moving parts, its
weight and space are particularly small, re-
quiring no foundation, and its efficiency is
high and does not change after long periods
of operation. It does not require lubrication
or attention during operation, and its mechan-
ical simplicity and ruggedness make it an
ideal adjunct to any condenser installation. It
is, moreover, quick in starting, and noiseless
and safe in operation.
--
2–steam pipe to gº
auxiliary ste a m +
nozzle. 3 – auxil- “H.
iary steam valve. 4
—auxiliary steam mo-
nel metal stra in er
screen. 5—auxiliary
steam bronze expan-
sion nozzles. S—air
suction to first stage
ejector. 6—suction
chamber of first stage
ejector. 7–bronze dif-
fuser from first stage
4/esa/707
ejector. 8-double pas-
sage to second stage
of ejector. 9—annular
suction chamber of
second stage of ejec-
tor. 10-steam passage
to second stage of
ejector. 1.1—m on el
metal annular steam
nozzle at second stage
ejector. 12—adjustable
special steel n ozzle
point. 13—adjusting
screw to change ex-
pansion ratio of steam.
14—b r on ze annular
diffuser from second
stage of ejector. 15–
casing of second stage
of eject or. D–dis-
charge open in g of
ejector.
zoº
Cross-section of Radojet
--~~~~~~ ------
-------->
cº-o-º-º-º-
azz-º-
------------------------------------------------------------------------
The principal characteristic
Radojet of the Radojet is the use of
Air Ejector steam jets for the removal of
i Design air, and its particular feature is
the special arrangement of the
second stage in which a radial
jet is used with a nozzle that may be adjusted from
the outside. These special features, shown in the
cross sectional view below, provide better efficiencies by
increasing the penetrating force and entrainment sur-
face of the jet, and by making possible the adjustment
of the expansion ratio of the live steam without chang-
ing the steam consumption.
== T Hºº- -------
`--~~~~
--- /
--~~~~~-
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cº-ecº-rºw ºwnre
/~~~~-o'-
--~~~~~~
ºr
º
-->
cro-ºr-
--~~~~~
------------------
Typical Arrangement of Radojet Installation
": Complete Radojet installa-
Radojet # tions may be furnished with
Air Ejector either centrifugal or direct act-
Installations ing duplex condensate pumps,
and for either turbine or recip-
rocating propelling units. A
typical arrangement is shown above with C. H.
Wheeler marine type surface condenser, Radojet
Vacuum Pump, and Centrifugal Condensate Pump.
The many special features include pressure regulator
on the steam line to the Radojet, check valve on Rado-
jet discharge line, vent pipe from condensate pump to
condenser, and re-circulating pipe controlled by thermo-
static valve preventing the boiling of the feed water.
-----------------------------------------------------------------------
i". Besides the complete Radojet
Other # Condensing equipments de-
Engine Room i scribed above for use with “wet
Equipment H and dry” systems, the C. H.
im. Wheeler Manufacturing Com-
pany furnish complete condens-
ing equipment with Rotrex positive displacement
pumps for “wet” systems, jet condensing equipment for
use on vessels to be used in fresh water, complete aux-
iliary condenser sets with combined circulating and
vacuum pumps, and specially designed turbine, motor
or engine driven circulating pumps, turbine or motor
driven or duplex condensate pumps, automatic temper-
ature and steam pressure regulators and steam strainers.
C. H. WHEELER MFG. CO., PHILA., PA.












1042
Automatic Governors -
The “Ideal” Automatic Gov-
ernor is an oil-controlled, pis-
ton-actuated pressure control-
ling valve for governing pumps
for salt or fresh water, oil, am-
monia, air, etc. It is made in
several styles for use both where the pressure desired
from the pump is fixed, and where it is necessary that
the pressure be variable. The material used in the
construction of these governors for high duty service
is Navy Composition Bronze or steel. For less ex-
º service steam composition or cast iron may be
uSed.
The governor is extremely sensitive, with a patented
exclusive feature of an oil body in the hydraulic pres-
sure cylinder, against the lower head of the hydraulic
pressure actuated piston. This body of oil prevents
the liquid being pumped, from reaching the hydraulic
pressure cylinder, and thus prevents any sticking of
the piston due to corrosion, or to sediment in the liquid
being pumped. The oil constantly bathes the cylinder
walls, piston and packing in lubricant. -
Williittulinuuminiuintinuinuumuuuuuuuuuuuun
The “Ideal”
Automatic
Governor
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Style “A” Ideal Automatic Pump Governor Installed
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The illustration shows the
correct method of installing a
Style A (fixed pressure)
“Ideal” Automatic Pump Gov-
ernor. The governor is placed
in the steam line between the
throttle and the pump, as close
to the pump steam chest as possible, with the arrow
following the direction of flow of steam to the pump.
he governor must invariably hang vertically, with
Installation and
Operation
-
steam valve up, and pressure cylinder, oil trap, etc.,
down.
To charge oil trap and cylinder: shut cut-off valve
A, open drain cock B, oil cup C, and vent cock D.
When trap is drained, shut drain cock B, fill with
heavy bodied mineral cylinder oil through oil cup C
until oil shows at vent cock D, close vent cock D, oil
cup C, open cut-off valve A and the governor is in
working order.
Style “A” Ideal Automatic Governor
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Style A “Ideal”
Automatic
Style A “Ideal” Automatic
Governor is of the constant
pressure type, and is suitable for
controlling pumps for salt and
fresh water, oil, ammonia, air
and other liquids and gases. It
has been approved and adopted by the National Board
of Supervising Inspectors of Steam Vessels, and by the
United States Navy. On board ship it may be used
on salt water fire pumps, salt water sanitary pumps,
boiler feed water pumps, clutch pumps, bulkhead col-
lision door pumps, fresh water pumps, hydraulic pumps,
ash pumps, forced feed lubricating pumps, ammonia
compressors, air compressors, etc., etc. For ship-
yard use, it is adapted to the control of automatic fire
sprinkling system pumps, turbine step-bearing pumps,
hydraulic pumps, fire engines, ammonia, gas, and air
compressors, hydraulic rams, or in fact any apparatus
requiring sensitive, reliable automatic pressure control
of water, steam or pneumatic power.
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IDEAL AUTOMATIC GOVERNOR COMPANY. INC.
164 EMMET STREET, NEWARK. N. J.


1043
The Morris Circulating Pump Erecting Shop
Morris Engine Driven Cir-
culating Pumps are particularly
well adapted for use in circulat-
ing water through condensers
on board ship as they are self-
contained, take up little space,
and are economical. These pump units can be fur-
nished in any quantity for any duty requirements, and
Engine Driven
Circulating
Pumping Units
-----------------------------------------------------------------------
20" Bronze Double Suction Circulating Pumps direct
connected to 10 & 20 x 10 Compound Engines
include both pump and engine, the pump being either
side or double suction, horizontally or vertically split,
and the engine single cylinder, compound or triple ex-
pansion. All necessary equipment furnished.
Morris Circulating Pumps have been supplied to
shipyards all over the country, one prominent ship-
builder having bought 75-14 inch double suction 12 x
IO units.
Morris Vertical Centrifugal
Pumps for Dry Dock service
can be furnished to meet any
special requirements, and a long
and extremely varied experience
in building pumps of this type
assures the successful handling of drydock pumping
Dry Dock
Pumps
problems. The Morris Machine Works have fur-
nished the pumping equipment for the Emergency
Fleet Docks at Savannah, Charleston, Beaumont and
Jacksonville, the Bethlehem Dock at Sparrow's Point,
and numerous other docks including the famous Dewey
Floating Dock.
Floating Dry Dock Pump
MORRIS MACHINE WORKS, BALDWINSVILLE. N. Y.



1044
Dredges, Dredging Pumps, Marine Engines
Arrangement of Hydraulic Dredge with Morris Dredging Pumps
-------------------------------------------------------------------------
Morris Dredges and Dredg-
ing Pumps are standard
throughout the country and
have conclusively demonstrated
their complete fitness for the ex-
ceptionally severe service re-
quired of equipment of this type. The pumps are usually
furnished in 12 inch, 15 inch, 18 inch or 20 inch sizes,
and will handle 10 to 15 per cent solids in average
dredging, delivering the material to be deposited at
distances upwards of a mile away. By using pumps
in relays, it is possible to deliver the material at any
distance or elevation. They can be arranged for either
steam, electric or belt drive as desired, and complete
dredges, including the hull and all machinery, can be
furnished.
Dredges and
Dredging Pumps
"--------------------------------------------------------------------------
Morris Dre d g in g Pumps
have proved to be most eco-
nomical in h and ling sand,
gravel, silt, mud, clay, loam,
etc.: in fact they can be used in
all classes of material except
Advantages
solid rock.
In contrast to other types of dredges, the hydraulic
dredge, equipped with centrifugal pumps, not only
dredges the material, but also delivers it to the exact
point desired as regards distance and height, all in one
operation. Dredges of this type can also be built in
capacities far exceeding those of any other kind, and
Morris Dredging Pumps have handled over 3000
cubic yards of material per hour on Government
dredges in the Mississippi River.
The Morris Dredging Pump
is properly designed and built
to stand the wear due to the
material passing through, and
at the same time have a good
efficiency. The pump casing is
Milutuminutiuntinuuuuuuuuuuuuuuuttitutulu-
Features of
Construction
*ittilitiminutrinunununununununununununuº
particularly heavy, with extra metal provided in such
parts as are most subject to wear. Cast iron, manganese
or carbon steel is used, lined or unlined as best suited to
the material handled. The impeller is of the enclosed
type for efficiency, and is provided with ample spaces
between vanes to permit handling stones. Stuffing boxes
are protected from the action of the material handled
by water seal and many other distinctive features com-
bine to make a durable and efficient unit.
800 H.P. Triple Expansion Marine Engine
--------- ---------------------------------------------------------it-
The Morris Machine Works
also builds steam engines for
all purposes in sizes from 1 1/2
H. P. to IOOO H. P. These
can be furnished simple, com-
pound or triple expansion for
either stationary or marine use. Morris Marine En-
gines are of the best construction throughout, prop-
erly designed and carefully built, and are furnished
complete with all necessary fittings.
Marine
Engines
winnunununununununununununununuintuitu."
MORRIS MACHINE WORKS, BALDWINSVILLE. N. Y.


1045
Rotating Plunger Pumps
The Kinney rotating plunger
pump is manufactured by the
Kinney Manufacturing Com-
pany of Boston, Massachusetts.
It is protected by letters patent
in all parts of the civilized
world. It has been perfected in all details of construc-
tion, resulting in the present high standard of effi-
ciency.
Due to its great range of speed, it is adapted to all
kinds of drive. It is extensively and suc-
cessfully used in pumping all grades of heavy
viscous material, such as molasses,
asphalts, heavy Mexican crude oils,
glucose, soap stocks, as well as the
lightest and most volatile liquids.
Owing to its flexibility in speed, as
well as the variety of materials it
is adapted to handle, it is particu-
larly adapted for marine use, for
fuel oil burners, in lubricating oil
systems, and also for cargo pumps.
It has been successfully tried out
under most trying conditions on all
the above mentioned liquids.
Applications
------------------------------------------------------------------------
- - - # It can be
Capacities directly
and Methods coupled to
of Drive any type of
# p r 1 m e
In O V e r as
shown in the accompanying illus-
trations, providing the same oper-
ates at the correct speed for the
pump which may also be driven
through gears. The pump may be
built in sizes that may be required:
at the present time the sizes range from 1 GPM to
5,000 GPM.
Technical data such as the capacities, net weights,
dimensions, etc., are shown on these pages for the Kin-
ney Turbine Driven Pump with Turbo Type Speed
Reduction and the Kinney Turbine Driven Pump
Direct Connected. ---
Turbine Driven Kinney Pump-Turbo Type Speed Reduction
PLAN OF BEDPLATE
Turbine Driven Pump-Turbo Type Speed Reduction.
--
*-
- S.
- Fº
- o |
| %/es for //ownarror, Ao’s - |
* •
- • ºn
-- S.A.-S
º CŞ. *
*)
_y t *
º, i. --- * .
/*------3'4”------ --------- 33------------- 37"----------4-- *s
* ------------------------///o3.i-------- -------- ----------
DATA TABLE
Turbine Driven Pump-Turbo Type Speed Reduction.
Size Number. . . . . . . . . . . . . . . 25-13-22
Capacity. . . . . . . . . . . . . . . . . . . 4000 GPM
Net Weight. . . . . . . . . . . . . . . . 217oo Pounds
Size of Pump Inlet. . . . . . . . . . 14 Inches
Size of Pump Outlet. . . . . . . . 3%Inches
Size of Steam Inlet. . . . . . . . . . 3% Inches
12 Inches
14 Feet, 7 Inches
5 Feet, Io Inches
Size of Steam Outlet. . . . . . . .
Overall Length. . . . . . . . . . . . .
Overall Height. . . . . . . . . . . . .
THE KINNEY MANUFACTURING CO.
3529-3541 WASHINGTON ST.. JAMAICA PLAIN STATION. BOSTON, MASS.






1046
Rotating Plunger Pumps
Advantages
of Special
Construction
-------------------------------------------------------------------------
overhanging valves,
tion.
Its
being
capaci
vided
plicated parts.
distinctly different from any other type
of pump in its principle of construc-
One of the most important
features of the Kinney Pump
is its supreme simplicity of con-
struction and directness of op-
eration. The pump consists of
a cylinder and four working
parts; it has no valves, lobes, gears, internal springs,
intermeshing cogs, or other com-
The Kinney Pump is
action is positive and direct, both
as to suction and discharge. The action
positive, the pump does not depend
on high speed for its successful results.
The standard of efficiency of the Kin-
ney pump is very high, both volumetric
and mechanical.
ther demonstrated by its high vacuum
Its efficiency is fur-
ty and by its capability of dis-
charging against high pressures and high
temperatures.
pulsation, unevenness or reversal of flow
and consequent impulse losses. It is pro-
Its action is free from
with liberal size port openings,
making it particularly desirable for
pumping viscous materials.
Kinney Turbine Driven Pump-Direct Connected - The products of the Kinney
É Manufacturing Company are
Products Rotating Plunger Type Steam
+--- º Jacketed Pumps, Turbine Driv-
- | in en Pumps, Gasoline Engine
| Driven Pumps, Electrically
| Driven Pumps, Belt Driven Pumps and Strainers.
Branch offices of The Kinney
Manufacturing Company are located
in the following cities: New York,
s N. Y., Philadelphia, Pa., Chicago,
DATA TABLE.
Turbine Driven Pump-Direct Connected.
Size Number . . . . . . . . . . . . . . . . . 4 II
Capacity . . . . . . . . . . . . 4000 G.P.M.
Net Weight . . . . . . . . . . . 275 Pounds
Size of Pump Inlet. . . . . . . . . . I Inch
Size of Pump Outlet. . . . . . . I Inch
Size of Steam Inlet. . . . . . . . 34 Inch
Size of Steam Outlet. . . . . . 2 inches
Overall Length. . . . . . . . 26%. Inches
Overall Height. . . . . . . 30% Inches
Ill., Kansas City, Mo., and San
Francisco, Cal.
Kinney Turbine Drive
Pump-Gear Connected
THE KINNEY MANUFACTURING CO.
3529.3541 WASHINGTON ST.. JAMAICA PLAIN STATION, BOSTON, MASS.










1047
Hand and Power Pumps
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Hand and power pumps for
all uses, including single and
# double acting triplex and hori-
zontal power pumps for various
services; deep well power work-
ing heads; artesian well cylin-
ders; complete hydro-pneumatic water systems; tank
pumps; bilge pumps; rotary pumps; hydraulic rams;
spray pumps, nozzles and accessories.
Products
Complete stocks are carried
by distributing houses in the
principal cities of the country.
A partial list containing the
names of the distributors in the
leading shipping centers follows:
Chicago: Henion and Hubbell.
Pittsburgh: Harris Pump & Supply Co.
New York: Ralph B. Carter Co., 152 Chambers St.
Boston: Charles J. Jager Co., 15 Custom House St.
Providence House, 33 Canal St.
Philadelphia: W. P. Dallett Co., 922–924 Sansom St.
Buffalo: Root, Neal & Co., 178 Main St.
Detroit: Kerr Machinery Corporation.
New Orleans: Stauffer, Eshleman & Co.
San Francisco: Crane Co., 301 Brannan St.
Los Angeles: R. W. Sparling
Agencies
"...","." Compiled with especial refer-
Information ence to our triplex power pumps
Required for H and power deep well working
Estimate H heads.
im. I. For what purpose the
pump is to be used. 2. The
maximum quantity to be pumped per minute, hour or
day of 24 hours. 3. To what height the liquid is to be
lifted by suction and the diameter and length of the
suction pipe. 4. The height or pressure against which
the liquid is to be discharged. 5. Diameter and length
of the discharge pipe. 6. Whether the liquid to be
pumped is hot or cold, salt or fresh, acid or clear, thick
or gritty. 7. Power available for driving the pump.
8. If electric motor, state whether current is direct
or altenating; if direct, give voltage; if alternating,
state voltage, cycle and phase. 9. Advise if pump is
to be driven by belt from motor, or to have same direct
connected by gearing or otherwise.
All Deming Pumps are guaranteed to perform the
duty for which they are rated. We hold ourselves to
supply free any part of our power pumps and working
heads, breaking within one year from date of shipment,
when such breakage bears unmistakable evidence of
faulty material or workmanship.
General Catalog No. 26–
Descriptive of our general line
of hand, windmill and small
power pumps. 256 pages.
Individual Bulletins — De-
scriptive of our triplex power
pumps, deep well working heads, etc. 24 to 48 pages,
Catalogs and
Bulletins
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each.
Catalog of Complete Hydro-Pheumatic Water Sys-
tems. 48 pages.
Catalog of Spray Pumps, Nozzles and Accessories.
4o Pages.
Deming Hand
Tank Fire Pro-
tector, Fig. 1668
Many thousands of these Dem-
ing Hand Tank Fire Protectors
were supplied to the U. S. Gov-
ernment. The outfit consists of
a substantial, all brass, double
acting pump, mounted on a five
gallon galvanized iron tank. The
outside of the tank is protected
by two coats of red paint, and the
inside by a special, non-corrosive
enamel, according to Government
specifications. Tank has hinged Fig. 1668
cover and handle for carrying. Three minutes of
rapid pumping will empty tank. Pump is securely fas-
tened to tank but may be easily removed.
Three feet of 36" hose and brass fire nozzle for
throwing solid stream are regularly supplied. Weight,
boxed, 25 pounds.
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Deming “Triumph” “Handy
Billy” Pumps are particularly
adapted for use on vessels, in
pumping hot, cold, acid or salt
water. Have brass lined cylin-
der; brass valves and seat, and
brass piston rod. Fig. 601
is fitted with a single mal-
leable lever. Fig. 602
has two levers. The No.
4 size has a displacement
in excess of 100 cubic
inches, thereby more than
meeting the requirements
of the U. S. Steamboat
Inspection Service which
calls for one pump of 100
cubic inches capacity on
vessels of 200 tons or less
and two pumps on vessels
over 200 tons. Extreme
suction lift should not ex-
ceed 25 feet.
Deming “Tri-
umph” “Handy
Bi
ly'
P
u
m
p
s
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i, , . . . . . . For raising large quantities
Deming “Marine of water by hand from the bilge
well of vessels, when the water
Bilge Pump.
i Fig. 470 i is not over 20 feet vertically
from the pump.
Lever is ad-
justable to any
one of three
p o sit i on S.
Valves are
rubber faced
and are extra
large to pro-
vide ample
water way.
They may be
easily re-
moved for ex-
amination or
repair.
Fig. To
THE DEMING COMPANY SALEM. OHIO



1048
Hand and Power Pumps
-----------------------------------------------------------------------
The Deming Triplex
Plunger Pump, Fig. 50, is an
exceptionally good pump for
medium service and for gen-
eral water supply. This pump
may be operated by electric mo-
tor, gasoline or steam engine, either belt driven or
direct connected to driver. It frequently affects a
Deming Triplex
Plunger Pump,
Fig. 50
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Fig. 50. Size 5%x8 with Type “B” Drive
saving of two-thirds the cost of operating direct act-
ing steam pumps.
Type “B” drive consists of intermediate pump gear,
rawhide or fibre, motor pinion, and bedplate under
both pump and motor, except in the larger sizes which
have a separate motor bedplate bolted to the pump
base. This type is recommended where the space
available for installation is limited, and where some
noise due to high speed gearing is not objectionable.
The Frame of the large sizes is made in one casting
with guides and crankshaft bearings lined with anti-
friction metal. In sizes 4 x 4 and smaller, the frame
and cylinder are cast in one piece. Gearing is ma-
chine cut, double in sizes 9 x 10 and larger. The Pin-
ion shaft is made of steel running in anti-friction metal
bolted to the main housing.
SIZES, CAPACITIES, ETC.
Plungers .cº. Diam. of Pipes
Usual Maximum *Tight
Diam..., | Stroke revs. Gals. working | Suction | Disch. and
inches inches per per pressure, inches inches loose
min. min. lbs. pulleys
2 2 70 5.67 150 1% 1 8x 2
2% 2 70 S. 89 150 1% 1 10x 2
2% 3 60 || 11.4 150 2 1% 12 x3
3 3 60 16.2 150 2 1% 1.4x 3
3% 3 60 22. 150 2 1% 16x 3
3% 4 60 30. 150 2% 2 16x 4
4 4 60 39. 150 2% 2 18x 4
4 6 60 59. 160 2% 2 20x 5
4% 6 60 74. 150 3 2% 20x 5
5 6 60 91. 150 3 2% 24x 5
5% 8 60 | 1.47. 150 4. 3 28x 6
6 8 55 161. 140 4 3 30x 6
7 8 55 220. 150 5 4 30x 8
8 8 55 287. 150 5 4 - 36x 8
8% 8 55 324. 140 6 5 36x 8
9 10 50 1413 160 8 6 42x10
10 10 45 |459 150 8 6 42x12
11 12 42 622 160 10 8 48x14
12 12 42 1740 150 10 8 48x16
12 14 40 |820 150 12 10 48x18
13 14 40 1964 140 12 10 48x20
High Pressure Triplex
Pump, Fig. 84, is built espe-
Triplex Pump, cially for high speed service.
Fig. 84 The various pressure ratings
mi are given in the table below.
The frame consists of two
standards and includes crosshead guides and main
crank shaft bearings. The bearings are lined with
the best anti-friction metal. The Crank Shaft is made
of the best open hearth steel casting in one piece. Gear-
High Presure
Fig. 84, Sizes 114x6 to 2%x6
ing is machine cut, and is double in 10-inch stroke and
larger sizes. Pinion Shaft is of polished steel, run-
ning in bearings lined with best anti-friction metal
and bolted to the main frame. Connecting Rods have
marine type boxes at the crank end, and bronze boxes
with wedge and screw adjustment at the crosshead
end.
Type “B” drive is described under Deming Triplex
Plunger Pump, Fig. 50, in the opposite column.
FIG. 84. SIZES, CAPACITIES, ETC.
*NOTE-Sizes 9 by 10 and larger regularly furnished with tight pulley only.
Plungers Capacity Diam. of Pipes
Usual Gals. Maximum - *Tight
Diam. | Stroke revs. per working Suction | Dischg. and
inches inches per | min. pressure inches inches loose
min. lbs; pulleys
78 6 50 2. 3.5 5000 ! . . 34 24x 5
194 6 50 4.80 2000 134 1 24x 5
1% 6 50 6.90 1500 134 1 24x 5
2 6 50 | 12.25 900 2 1% 24x 5
2% 6 50 19. 15 600 2 1% 24x 5
1 8 45 3. 70 5000 1% 1 28x 6
2 8 45 14.67| 1200 2 1% 28x 6
2 8 45 || 14.67| 2500 3, 2 1% 36x 8
2% 8 45 22.95 800 2:3 2 28x 6
2% 8 45 22.95 1500 2% 2 36x 8
3 8 45 33.03 500 2% 2 28x 6
3 8 45 33.03 1000 2% 2 36x 8
4. 8 45 58.77 600 3 2% 36x 8
5 8 45 91.80 400 4. 3 36x 8
1% 10 42 9.70, 5000 1% 134 42x10
2 10 42 17.13| 3750 2% 2 42x10
2% 10 42 26. S3 2400 2% 2 42x10
3 10 42 38.55 1500 2% 2 42x10
4. 10 42 68.54 900 3 2% 42x10
5 10 42 |107.10 600 4. 3 42x10
2 12 40 19.60 5500 2% 2 48x14
3 12 40 || 44.08 2500 3. 2% 48x14
4 12 40 78.32 1400 4 3 48x14
5 12 40 122.40 900 5 4. 48x14
6 12 40 176.00 600 5 4 48x14
2 14 38 21.66 5500 2% 2 48x10
3 14 38 48.79 2500 4 3. 48x16
4 14 38 86.86 1400 4 3 48x16
5 14 38 135.66 900 5 4 48x16
6 14 38 195. 39 600 5 4 48x16
*NOTE–All 10-inch stroke and larger pumps are regularly furnished with
tight pulley only.
THE DEMING COMPANY., SALEM, OHIO



1049
-
Barco Flexible Joints
--------------------------------------------------------------------------
Barco Flexible Joints —
which afford decided advan-
tages for Marine Service —
consist of three metallic parts
and two non-metallic gaskets
which surround the ball and
prevent it from coming in contact with the metallic
cap and casing.
These gaskets offer a film resisting seal, somewhat
softer than the ball, yet
hard enough to keep per-
fect shape without dis-
integration, and being
softer than the ball con-
form to its surface, thus
assuring absolute tightness -
under all conditions, while - 7/3+ casiº
their self lubricating fea-
ture insures free and easy
movement with minimum
wear. The gaskets are
renewable at small cost
making the joint practically new, or, if as may some-
times happen in Marine Service, new gaskets are not
at hand, the bottom gasket may be interchanged with
the top one to make the joint tight.
General
Description
Fºumiumºniumumumumumumumumus
BALL
castnº
Correct in
Principle. Simple
-unuuuuuuuuuuuuuuuuuuuuuuuuuu- The construction of the
Barco Joint as described above,
is mechanically correct in prin-
ciple, while the marked success
and Durable
imi of these joints—since their in-
troduction—years ago—in serv-
ice wherever a flex-
ible connection is
demanded for air,
steam, oil or water,
under pressure or
suction, is ample
proof of the tight-
ness of the gasket.
The “Barco” having
been put to every
possible test so many
times and with such
success, they can be
put to the severest Female Joint 7A-8
Marine service with 90° Ball Angle Joint
confidence that they
will give the utmost satisfaction.
7H-8
Square Flange
Joint
Female Ball
cuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuun-tº-
Many uses in Marine work
for a dependable flexible joint
suggest themselves, for example
in steamships and engine rooms
to take up expansion or vibra-
tion in steam lines; for repair-
ing with the use of compressed air where the air line
connection must provide for tide, etc.; for loading
and unloading oil lighters and barges; for expansion
joints in steam lines, and on the steam outlet from
the boilers, the Barco is used advantageously due to
the vibration of the ship.
Such are a few of the Marine uses of the Barco
Joint. Another is when a ship is out of commission,
or being outfitted, or when the fires are out, or the
boilers are being repaired and it is desired to heat her
Some Marine
Uses of the
[Sarco Joint
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7C-8C 7C-8
Male Joint Male Hexagon
Female Ball
Straight Joint
Female Ends
from a plant on shore, as in such cases the Barco
proves its worth in the steam connection to take care
of the tide and the warping.
7C-8B 7B-8 7A-8B
Male Joint Flange Angle Angle Joint
90° Ball Joint Angle Both Ends
!------------------------------------------------------------------------
Barco Flexible Joints solve
the problem of making pipe
flexible in Marine work, solve
it in the most economical and
im; satisfactory way, as they never
leak, and require little or no
Advantages
attention or repair.
Joints are made in all sizes and styles J4"–36"
pipe. Malleable iron (to 4") and Bronze (to 2")
are carried in stock regularly. Made for steam pres-
sure of 150 lbs. Price lists, parts lists, dimensions
sheets and full particulars about any installation
furnished on request.
BARCO MFG. CO., 212 WEST ILLINOIS ST., CHICAGO, ILL.








1050
Ships Ventilators
*uuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuu- The usual types of ship venti-
lators are the “spoon” and
“mushroom”. In the “spoon”
Ship
Ventilators
type, the air is caught and forced
by the movement of the vessel
or the velocity of the wind, into
In the
--------------------------- ------------------------- uuuuuuu-
the interior spaces which are to be ventilated.
Fully Opened
Closed Against Weather
operated from within the vessel. It forms no effective
obstruction to air currents, as it stands in a vertical
plane when open. Whenever open it is perfectly
dry, shedding water into drain above the deck line.
It provides an effective catch for air with ventilator
stack removed, and a watertight cover for the open-
ing in case the stack is carried away.
º,
Partly Opened
Improved Draft Controlling Ventilator
“mushroom” type, the air is sucked in.
All types of ventilators in common use are ineffec-
tive against the admission of spray, rain or seas under
certain conditions. Accordingly various means are
adcpted for closing off the air duct. These comprise
unshipping the ventilator stack, covering the opening
with plates, etc.
Under these circumstances, spaces designed to be
supplied with fresh air are often practically sealed for
a long period of time, and the conditions below decks
become intolerable. In order to shorten the period
during which the ventilated spaces must be sealed, there
is a tendency to defer closing off ventilators until such
time as to make the storm-swept weather deck a most
dangerous place to send seamen to unship stacks and
fit covers or hatches.
These operations have often been attended with
casualties and the loss of fittings, which leave open-
ings, endangering the safety of the vessel. In order
to provide a remedy, covers are sometimes fitted to
the duct inside the vessel. Such covers are wet and
troublesome, dripping water while in place and delug-
ing the room when opened. They also tend to change
the direction and otherwise reduce the air efficiency.
----------------------------------------- --------
The Improved Draft Con-
trolling Ventilator catches the
air and forces it into the venti-
lated space. It is a Self-Drain-
ing form of ventilator du cit
cover which is always ready for
It can remain open until conditions be-
It can be opened
It can be instantly
Improved Draft
Controlling
Ventilator
*illuminiumuuuuuuuuuuuuuuuuuuuuuuuuuuur
instant use.
come such that it must be closed.
as soon as weather stress abates.
unununununununununununununununununu, The Merchant Type Im-
Merchant Type I proved Draft Controlling Ven-
Controlling tilator, as shown in the cross
Ventilator section and plan view, is prac-
tically the same in construction
and operation as the other types,
but it is designed for use without a cowl. The cover
can be turned in any direction and at any angle to
catch the wind.
Cross Section and Plan View of the Merchant Type
Improved Draft Controlling Ventilator
The Improved Draft Con-
trolling Ventilator is made in
all the standard sizes of venti-
lator openings. Special sizes
can be made to order. This
ventilator can be made in com-
position and other metals, and fitted to old work as
well as new. -
Standard and
Special Sizes
AUXILIARY EQUIPMENT COMPANY, INC.
164 EMMET ST. NEWARK. N. J.




1051
-it-ºut-ºut-ºut-ºut-ºut-ºut-
Common practice is to turn
= =
Swartwout the metal over wire at the
i Standard Cowl mouth. In the “Swartwout”
i Advantages H heavy pipe, slotted and welded
ºmn into an endless ring, is forced
over the cowl-mouth and se-
curely welded. Arched construction and fewer seg-
ments make a more rigid and handsome cowl.
The shape of the opening varies little in any sec-
tion from inlet to neck. Due to care in forming the
curves, skin friction is small. Delivery of air is very
close to intake, resulting in high efficiency. The ellipti-
cal inlet requires minimum room on the ship's deck.
All lap seams are painted before assembling, and
the cowl receives one coat of paint before shipping.
There is a great variation in the ideas of designers
as to connections of the cowls and the coamings. We
have standardized the Cowl Tube which is riveted to
the neck of the cowl so as to take a length of coam-
i.
-
-
-
ing tube equal to 1-1/2 times its diameter. This
limits the Cowl Tube to a short length, making hand
operation easy, as wind resistance is practically elimi-
nated. Handles and locking screw are attached through
a band riveted and welded to lower end of the Cowl
Tube. This band usually rests on a similar band
riveted or welded on the coaming.
... Where the Cowl is necessarily high above the deck,
the handles are reached from the top of deck along-
side or a ladder is riveted on the coaming.
Tubes are riveted or spot-welded to the cowl and
band, are made with lap joints, and painted to match
the cowl.
When turning gears are used the Cowl-neck is
riveted to upper or gear ring of the gear, and coaming
is riveted to lower ring, all parts being machined to fit.
Our engineers studied all the approved designs and,
we believe, succeeded in combining all desirable points.
Our gears have been approved by the U. S. Shipping
Board. .
Gears are shipped with pinion shaft, brackets and
handle only, leaving pipe shaft (a plain pipe) to be
supplied at the place of launching. Ashbucket lift
equipment furnished if desired.
º
*
cº-º-º:
.
sº
§
|
or
(
-
**—-
4-
— ºr a
ºrzews were ºn a rºw a nº-ºo-ºne” ºr wea- in
*...*.*.*.*.*.*****na - a rye-ºr-ºwa as ºf-5aown
PARTS FURNISHED WITH TURNING GEAR
Mark
Name of Parts
A Inner Ring
B Pinion ...
C Outer Ring
D Upper Shaft End, Nut, Key, and Washer
E Deck Flange and Coaming Tube
F Pipe Brackets
se--------- G Lower Pipe Shaft End
H Handle with Bolt and Nut
I Bronze Bearing Washer
J Finished Bolt with Nut and Pin
DIMENSIONS OF SWARTWOUT STANDARD COWLS
A B C D E F. G H J Ix L M | U. S. S
s 16 12 16 1% 1% 8 12% }4 32 12 9 18
10 20 15 20 | 134 || 134 10 | 16% % 40 15 11% 18
12 24 18 24 2 2 12 20 % 48 18 13% 18
15 30 22% 30 2% 2% 15 25% % 60 22% 16% 18
16 32 24 32 234 || 234 16 || 27% % 64 24 18 18
18 36 27 36 3 18 31 134. 72 27 2034 18
20 40 || 3:0 40 || 3% 3% 20 || 34% % 80 30 22% 18
21 42 || 31% 42 3% 3% 21 || 36% % 84 || 31% 23% 18
24 48 36 48 I 4 4 24 || 42% 34 96 || 36 27 16
30 60 45 60 5 5 30 53% 34 120 45 33% 16
36 72 54 72 || 6 6 36 64.34 || 1 144 54 40% 14
42 84 63 84 || 7 7 42 || 75% 134 168 63 4734 14
48 96 || 72 96 || 8 s 48 86% 134 192 || 72 54 14
PROPORTION OF PARTS TO SIZE OF COWL
Size of Cowl || B C D E F. G H J Ex L M
1 2 1% 2 1/6 1/6 1 - - 4. 1% 1%
THE OHIO BODY & BLOWER CO.. CLEVELAND. O.




1052
Wing Scruplex Electric Ventilators
Wing S l The amount of fresh air pro- Wing Scruplex Electric Ven-
ing Scruplex vided by Cowl Ventilators, tilators are especially designed
Ventilators vs. commonly used for ship ventila- for ship ventilation, therefore,
Cowl Ventilators i tion, is dependent entirely upon, light yet rugged construction,
Features
of Design
the velocity and direction of the and proper protection from the
- wind, and the speed and direc- injurious action of the ele-
tion of the vessel. Therefore, it is quite obvious that ments, has been one of the prime considerations.
with a “following wind” or when “hove to” or in port, The propeller (screw design) delivers a solid column
they frequently fail to function, causing conditions be- of air at high velocity.
low. to become unbearable, and perishable cargoes to The Motor is splashproof and liberally designed for
rot in the holds. constant operation with a minimum of attention.
Wing Scruplex Electric
Ventilators provide these
F same Cowls with means
- for supplying an abundant
and constant amount of
fresh air under all condi-
tions. They are fitted to
the base of the ventilator
trunk, or entirely within |
it—thus occupying no space
which ..". *... º: §§º- §§§lex
SECURING TO PROPELLER
other purposes. (See ac- DECK ORVENT
companying drawing). TRUNK
LL BEARINGS NMOTOR
fºr; IN FULLY ENCLOSED
OIL SPLASH PROOF
Wing Scruplex Electric Ventilator
The drawing and table be-
low give general dimensions,
capacities and speeds of the va-
rious standard sizes which will
enable the engineer to select the
unit best suited to each location.
Engineering
Data
nununununununununununununui-
7he %; Electric /en/f/a/or
a/aws he airin and b/ows/faown ºffe
working ſeve/ aftsp/acºnghof airwhich
passes opy of open hałches and of her
venºſa for 5.
//
|
§
Capacity Speed Dimensions
Size Cu. Ft. Min. Rev. Per Min. A. B C*
10 1,100 2,000 10 12%. 11
13 2,000-2,500 1,500-1,750 13 16 12
17 3,000-4,800 1,150-1,750 17 20 14
22 3,800-5,900 1,150-1,750 22 26%, 14
25 6,000-9,1 1,150-1,750 25 29 16
30 7,500-12,500 700-1,150 30 35 19
36 10,500-15,000 600-850 36 41%. 21
42 14,000-24,000 500-S50 42 47 2S
4S 19,000-30,000 450-700 4S 55 29
*Approximate.
Note.—Highest and Lowest Standard Speeds and capacities are
. given above—intermediate speeds and resultant capacities varying
Typical Installation of Wing Scruplex Ventilator directly with the speeds may be furnished if occasion demands.
Over 750 vessels of various types, Pleasure Craft; Among other products of the L. J. Wing Mfg. Co.
War Ships, Cargo and Passenger Ships, are equipped are Wing Turbine Blowers for Forced Draft, used ex-
with Wing Scruplex Electric Ventilators. tensively on oil burning ships.
L. J. WING MFG. CO.
352-362 WEST 13TH ST., NEW YORK. N. Y.















1053
Marine Sanitary Fixtures
The “Florida” is representative of our
extraordinary line of pump closets. This
particular vitro-adamant oval pedestal
bowl water closet has a 4-inch combined
supply and waste pump; safety supply foot t
valve, and patent backwater check valve. -
The pump is fin-
ished white with
nickel trimmings.
Mahogany seat and
cover. C as t iron
white enameled base
plate. Can be used
above or below the
water line. Made
with pump right or
left-hand side. Al-
ways sent as illus-
trated unless other-
wisc ordered.
We offer lava-
- tories in a wide
Number S-1 range of sizes and
Suggestion for complete ar- styles. - The “Su-
rangement of bathroom. Hot perb” is a vitro-ad-
Description and cold, salt and fresh water. Amant lavatory with
Arrangement of piping con- overlap, surge, rim
densed to minimum and con- slab, basin, back,
fined to one bulkhead. Fur- overflow and apron,
nished with iron pipe connec- all made in ºne
tions ready for piping. piece; º by “Superb"
-- -> - , conceale anger. uper
The “Model” is a heavy Can be fitted with
N. P. brass water heater.
Dimensions: slab 18"x20"; basin, 11"x24"; back, 6".
-------------------------------------------------------------------------
--------------------------------------------------------------------
vitro-adamant syphon action
wash-down flushing rim bowl
closet with large waterway and
special jet; two-inch N. P. brass
flush pipe and connection. Gal- ºn
vanized cast iron base plate fur-
nished when specified. Lead or Wide Range
iron outlet connection. Known of Styles
as Plate F-1203. This closet
can also be fitted with high-up
enameled iron tank and water-
tight cover; bulkhead brackets;
Plate F-1202. Supply 134-inch
connection.
-
--------------------------------------------------------------------
“Sands” stateroom lava-
tory outfits have been
placed on some of the best
equipped ships afloat. We
can furnish vitro-adamant,
metal, white enameled, or
cabinet finish lavatories in
any number of styles; in-
cluding folding lavatories.
Our “Jefferson.” Glen-
wood,” “Breton” and
“Alcona” outfits have
been received with much
favor.
“Alcona”
The “Colorado” syphon jet water closets are fitted
with non-return valves at outlet and the “Utilis” “Clinton” Oak and Mahogany
lever handle side inlet flush valves. The non-return “Glenwood” Oak and Mahogany
valve prevents water and foul air from re-entering and “Hoborn” Vitro-Adamant
has been very largely and successfully used. The “Sunset” Vitro-Adamant
“Colorado” can also be supplied with flush tank instead “Alcona” Cabinet Finish
of valves as shown. Supply 134-inch connection.
A. B. SANDS AND SON CO.
22-24 VESEY ST. NEW YORK CITY





















1054
Marine Sanitary Fixtures
The “Serena” State-
room Lavatory Combina-
tion—vitro-adamant lava-
tory, waste jar and supply
pitcher. The lavatory is
16" x 17" with integral
back and bracket and
moulded soap dish; N. P.
chain stay, chain with
rubber stopper; N. P.
brass waste plug and tail
piece. Can be furnished
with oak toilet rack and
plate glass mirror, sup-
plied with carafe; tumbler
and china toothbrush vase;
a shelf for comb and
brush and a toilet bar.
“Serena” Lavatory
Combination º
F-3058
S-1003
Port Lights
Round composition port lights in a
wide range of standard sizes. Plates
shown are our F-3058 and S-1003.
Plate F-3058 is made 5" and up. All
sizes under 7" have one clamp. Plate S-
1003 is made 6" and up. Both are fitted
with our storm shutter to be used when
glass is broken or in case of emergency.
The “Compactus” heaters are fur-
nished in two, three and four-foot
lengths. Are designed to stand a pres-
sure of 100 pounds per square inch and
are capable of raising the temperature of
water from 40° F. to 105° F. at the rate
of three to ten gallons per minute with a
steam pressure of 20 to 25 pounds per
square inch. Connections 34" I. P. size
- steam; 34" I. P. size water inlet and out-
“Compactus” let: 4" I. P. size drain.
Heater --
Galvanized cast iron flat rim galley
- 5) sinks furnished in numerous sizes and
Lever Handle styles to fit your requirements. Fitted
Plug cock with nickel plated brass strainers and
14" lever handle circular opening plug cocks shown in
illustration below. Can be connected with steam coil
from heating system. Can supply all standard sizes;
… ºr
6", Io" and 12" deep.
º
F-1620
Galley Pumps F-1619
Rough composition cylinder bulkhead and dresser
galley pumps with reversible handles. Furnished with
additional side outlet when so ordered.
- - -
sº
§ -y-
F-2551
F-2560
Deck Fittings
Heavy composition deck drains for showers, etc.,
with N. P. or polished removable strainer top 1%."
I. P. outlet. Sands' water-tight through deck fittings
are of heavy cast pattern composition. Plate F-2550
having lock nuts above and below having integral
floor flange and slip coupling nut above the floor.
F-3000 F-3001
Cast composition automatic back water swing check
valves with vertical flanges and the elbow pattern with
one vertical and one horizontal flange. Special Pitch
Flanges made to order.
º - We have been established
Manufacturing "º 1849 and have had ample
| Experience " " standardize all our fix-
p # tures so that parts are inter-
changeable. With our own
foundry, machine, pattern, tool,
wood-working, and sheet metal departments we pro-
duce a line which we readily recommend and guaran-
tee.
Our well organized shipping department, and large
stock carried, enables us to make prompt shipments.
The greatest care has been exercised in placing our
goods on the market and we offer only such as we have
found, in our long experience, are worthy of endorse-
inent.
-----------------------------------------------------------------
- A. B. SANDS AND SON CO.
22-24 VESEY ST. NEW YORK CITY










1055
Generating Sets
------------------------------------------------------------------------
Engberg Engines and Gener-
ating Sets are pre-eminent.
They are positively a model of
perfection—an ideal formulated
after twenty years experience in
designing, building and testing
Engines and Generators.
We have produced the very best and the record of
our machines and the growth of our business verifies
this statement. It proves we have been most success-
ful in the undertaking. It shows the design has been
very carefully worked out on scientific and modern en-
gineering principles, and furthermore that the work-
manship and materials cannot be excelled. We invite
careful inspection and investigation, because the gen-
eral principles, as well as the smallest details, have
never failed to attract the attention of the most criti-
cal buyer. For Economy, Durability and successful
operation they are most acceptable.
Introduction
-----------------------------------------------------------------------
- An inspection of the illustra-
Simplicity tions shows a most beautiful,
and pleasing and carefully prepared
Compactness design. It has been our aim to
eliminate complication and still
not sacrifice a single feature that
adds to dependable and successful performance. Ac-
cessibility and ease of adjustment of all working parts
give distinction to Engberg Engines.
Removable side doors are provided on each side of
the engine frame, allowing access to the cross-head,
wrist pin, and all adjacent parts, while the hand-hole
plates on the opposite side of the engine frame give
access to the lower end of the connecting rod. All
adjustments have been simplified to the fullest extent,
still maintaining the most positive and modern methods.
With every Engberg Engine are supplied a sight
feed lubricator, cylinder relief valves, cylinder drain
cocks and full set of wrenches.
ENGBERG’S ELECTRIC & MECHANICAL WORKS
ST. JOSEPH, MICHIGAN


1056
Generating Sets
*-
"ultitutiununununuuuuuuuuuuuuuuuuuuuuu:
The connecting rod, as shown
be low, is undoubtedly the
heaviest and most substantial
rod used on this type of engine.
It is made of special connecting
rod steel and on all engines up
to an including frame D, the rod is drop forged, while
on the larger sizes the rod is of cast steel.
It has an extremely wide bearing at the lower end,
which is fitted with a removable babbitt
bushing. The upper end is fitted with a
Connecting Rod
*illunununiuniuluinimummintinuinunununui-
bronze box and provided with the latest
standard wedge adjustment on all en-
gines except frames A and B, while on
the A and B frames the upper end of
the connecting rod is fitted with a bronze
bushing, which has a taper fit on the
cross-head pin.
You will notice the connecting rod is very simple
and made up of as few parts as possible still maintain-
Connecting Rod
ing positive adjustment, strength and proper propor-
tions. It is one of the Engberg ideals—flawless in de-
sign—flawless in materials—flawless in workmanship.
The crank shaft, illustrated
below, is made of the very best
forged steel and fitted with
counter-balances on all sizes ex-
cept engines built on frames A
and B.
The main bearings are provided with babbitted
bushings, which can be renewed without removing the
crank shaft, consequently eliminating the annoyance
usually experienced when re-babbitting.
Crank Shaft
"lililtinuuuuuuuuuuuuuuuuuuuuuuuuuuuuun
Crank Shaft
The valve, as shown in the
accompanying cut, is of the bal-
anced piston type, is of close
grained iron and is ground to a
perfect fit in the valve chamber.
It is accurately fitted to the
valve rod and secured by a nut and lock nut. The
lower end of the valve rod is threaded and screws into
the valve slide and is secured by a lock nut by means
of which the valve can be adjusted.
- On all sizes larger than frame B, the valves are pro-
vided with rings.
Valve
--
"ituutumumumumumumurumunuuuuuuuuuu
-
Valve with Rings and Stem
On all sizes larger than frame A, the valve chamber
is fitted with a removable bushing, illustrated in the
following column, which makes it unnecessary to ever
rebore the valve chamber, as these bushings can be re-
moved and properly fitted to the valve at a very minor
expense.
This is a feature that is strongly endorsed and in-
sisted upon by the leading engineers.
" An inspection of the cross-
head, shown below, shows con-
i clusively that every precaution
has been exercised to make this,
the most vital part of the en-
gine, exceptionally strong, and
most suitable for dependable and continuous per-
formance.
--
Cross-Head
= &
F,
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Crosshead and Pin
The working surfaces are fitted with phosphorous-
bronze shoes, with wedge adjustment by use of a bolt
and lock nut.
The cross-head pin is steel, hardened and ground,
has taper fit in cross-head and is keyed in, although
easily removable for inspection.
The piston is made of se-
lected metal, and so designed to
give lightness, still maintaining
maximum strength. It has taper
fit on the piston rod, with nut
on top and riveted on. Both
piston and rod are ground true on centers, and to the
proper diameter. The rings are accurately fitted, as-
suring a steam tight piston.
The piston rod is made of carefully selected crucible
machinery steel.
Piston.
and Rod
ENGBERG’S ELECTRIC & MECHANICAL WORKS
ST. JOSEPH. MICHIGAN












1057
Generating Sets
The lubricating system has
been perfected after twenty
years of careful study and ex-
perience in the designing, build-
ing and marketing of this type
of engine. Only after most ex-
acting tests and experience have we been able to offer
such a perfect, reliable and economical system.
On all engines larger than frame A, the lubricating
system is made up with an oil pump, as shown in the
cross-section below, situated in the base of the engine,
pumping the oil from the oil reservoir, which is located
in the base of the engine, up into a distributing oil
trough situated on the side of the engine frame. This
distributing trough is provided with adjustable sight
feeds to each individual bearing. From here oil pipes
lead to all bearings, which are properly grooved to
insure proper distribution of oil. Then the oil is re-
drained back into the base, refiltered and repumped.
In addition to the direct feed leading to each in-
dividual bearing, the supply pipe leading to the cross-
head slides, etc., is so liberal as to cause a constant
Lubrication
Nº
§
21–LLE%
dripping on to the counter balances, which rethrows
the oil, causing all reciprocating parts to operate in a
constant spray, in addition to the direct feed.
To fully appreciate the many advantages of this
lubricating system, it is necessary to see the exact con-
ditions under which each bearing is operating, as pro-
vision has been made so that the continuous spray is
distributed to each bearing, in addition to the direct
feed from the distributing trough.
On all engines larger than Frame A, there has
been provided a water shed partition preventing the
oil from coming in contact with the hot cylinder and
carbonizing, thereby leaving good clean lubricating
oil in the oil reservoir at all times. This partition also
prevents the lubricating oil from following the piston
rod into the cylinder, consequently reducing the loss
of oil. It also makes it possible to keep the cylinder
free from oil should it be desired to operate the cylin-
der without lubrication.
*
f
º
º
N
Arrangement of Valve and Valve
Chamber for Frames B to J inclusive.
–
Arrangement of cross-head and con:
A slight glance will show immediately
necting rod on engine, Frames A an:
how quickly and conveniently the
valve can be adjusted. This also il-
lustrates the valve chamber bushing
and shows the carefully prepared de-
sign, exercised on all reciprocating
parts
Arrangement of oil pump, which
pumps the oil from the base of the
engine up into the distributing oil
trough. Notice how simple and what
few parts—still the positive action
of this pump.
B and oil pump plunger on Frame
together with method of operation.
Notice how substantial and well prº-
portioned all parts are. Each indivi"
dual part is distinctive and superior
in design
ENGBERG’S ELECTRIC
ST. JOSEPH, MICHIGAN
& MECHANICAL WORKS















1058
Generating Sets
Engines on frame A receive perfect lubrication from WEIGHTS AND DIMENSIONS
a conveniently located sight feed multiple oiler. The
-- - - !-- ~~ : - Size Steam Diameter of Weight in
oil is drained from the bearings into the engine base En- ... No. ... of Press- Rev. Pipes in Ins. Pounds
where it can be redrained, refiltered and re-used. tºº. § tº " " Nº |-E.---
A study of the sectional drawing, shown on the Feet Lbs. Steam haust Net | Crat.
preceding page, will immediately make clear the - -
- - - " . - A 1 4. 3%x3% 90 750 1 194 550 600
method of distributing the oil, and furthermore, will A. 1%| 4 |3%x3%| 90 || 750 | 1 }} | {}} | {i}
- - - - 2 lº 3 ºx3 …, | 90 750 | 1 1
substantiate anything we have said or might say re- # ##| | |}}:{*| | | | | | | | | | | | | ||
garding the dependability and efficiency of the Eng- § "º | | | | | | | | }. § #.
- - C 7%| 4 || 6x5 90 500 || 132 2 45 195
berg Lubricating System. - - | | | | | | |x|, | | | | | 3 || 3:4 sº ºs.
We especially call attention to the perfectly fitting R | 1Q || 6 || 6x6 99 || 450 2 2% 2900 3025
- - - - - D 10 || 6 || 7x6 90 350 2 2% 3000 || 3125
side doors, water shed partition and the oil shields D 12%| 6 || 7x6 90 425 || 2 2% 3050 3175
- - - - F | 15 || 6 || 7x7 90 | 400 2% || 3 || 4840 5040
around the main bearings, which reduce the loss of oil F 17%| 6 || 8x7 90 400 2% 3 || 4850 5250
- - G | 20 || 6 || SxS 90 325 3 392 || 5400 5600
to a minimum. G 25 6 SxS 90 400 3 3% 5450 5650
------------------------------------------------------------------------ Th fl h l - d - } ; S #: : §§ § : }: º %
º r 3 S x : - :
... . . . ." . . . . . . . ; ; ; ; ; ; ;
= r - 50 s x10 0 27.5 : : 75
Fly Wheel etain the greater part of the 2. --> -
weight up close to the main
bearing of the engine frame, re- the governor springs, should it be necessary to change
lieving to some extent the break- the speed of the engine.
ing strain on the shaft. It is
of large diameter, properly balanced, and of proper
weight to insure a smooth running engine.
and Governor
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-----------------------------------------------------------------------
Engberg Dynamos and En-
gines are designed and built in
Remarks one shop, so that every feature
is harmonious and exactinly
a d a pted to its requirements.
Every precaution has been ex-
ercised in the designing and building of these Units to
eliminate all complication without sacrificing a single
feature which adds to endurance, reliability and service.
They are built up to an ideal, not down to a price.
Every detail has demonstrated its supreme excellence
by continuous and satisfactory performance.
For dependability, economy in steam and oil and
low cost of maintenance, they are positively supreme.
-----------------------------------------------------------------------
Exhaus? :
Engine fºame F ---------------- D ----------------+
-
|-t-
--O--> 7”/caſess razo
- a.a.se
i
The governor is of our own design and upon in- |
spection of the illustration above, it will be seen that
it is very simple; still it has proved in actual opera- Erºus? &gtºwa fºre A-5
tion to be one of the most effective and dependable - diszawce Fºo-raorrow
governors on the market. It controls the speed within \{-H%ž
two per cent from no load to full load. There has
also been provided means for changing the tension on k----------------------A------------------
DIMENSIONS
En- Dyna-
gine mo Ix. W. R. P. A B | C | ID | E | F | G H | 1 || J. R L M N | O P Q | R
Frame | Frame M.
A 1-A || 1 || 750 || 31%| 32% 19% 18 16%| 3% 22 # 1 194 28 234 || 3 || 4% 234 434
A. 2-A 1% 750 || 31%| 32% 19%. 18 16%| 3% 22 #3 1 114 || 28 234 || 3 || 4% 234 4%
A. A. 2% 750 || 31%| 3234 19%. 18 || 16%| 334 22 #} | 1 134 || 28 234 || 3 || 4% 234 434
B B 3% 500 39 44 20 28 || 1534 || 334 || 33 # 134 1% 39% 4% 3% 3% 3 634.
B B 5 || 700 || 39 44 20 28 1534 || 334 || 33 #| || 134 1% 39% 43% 3% 3% 3 634.
C C 6 || 400 || 51% 53%| 24%| 38%| 1834 4% 44% # 1% || 2 || 48% 3% 5% 634 || 3% 4
C C 7% 500 || 51% 53%| 24%| 38%| 1834 4% || 44 #} | 1% || 2 || 48% 3% 5% | 684 3% || 4 || 694
D D 8 375 54 5984 || 31 || 39 24 || 5 || 45% #3 || 2 || 2% 53% 1234 5% 534 634 || 4:34
L) D | 10 || 450 54 5934 31 39 24 || 5 || 45% # || 2 || 2% 53% 12% 5% 5% 634 || 4:34
D E | 10 || 350 56%. 5934 31 42 24 || 5 || 48% #} || 2 || 2% 53% 1234 5% 5% 6% 434
D E | 12% 425 || 56%| 5934 31 || 42 24 || 5 || 48% #3 || 2 || 234 5334 12% 5% 534 6% 434
F F | 15 400 61 || 70 35 | 42 26 || 6% 51 % 2% | 3 || 61 15% || 5 || 7% 6% | 6
F. F 17% | 400 61 || 70 35 | 42 26 || 6% 51 % 2% | 3 || 61 15% 7% 6% | 6
G G | 20 || 325 64 || 74%| 43 || 43 || 33 || 734 || 53 1 % | 3 || 3% | 66 15% || 5 || 7% 694 || 6
G G 25 | 400 64 || 74%| 43 || 43 || 33 || 734 53 || 1 % | 3 || 3% | 66 15% | 5 || 7% 634 || 6
I 1–1 || 25 || 325 || 67%| 78%. 43 || 47 || 33 || 8 || 56 || 1 % | 3 || 3% 69 || 1734 || 8 || 734 || 8% | 6
I 2–I 30 300 || 67%| 78%. 43 || 47 || 33 || 8 || 56 || 1 % || 3 || 3% 69 || 1734 || 8 || 734 8% | 6
J 3–I | 40 || 300 S134 90%| 43 || 61%| 34 || 8 || 70% 1% || 3 || 3% 81 1784 || 8 || 8%. 1194 || 6
J 50 275 8134 90%| 48 || 60 || 38 || 8 || 70% 1% | 3 || 3% 81 1734 || 8 || 834 10% 6
ENGBERG’S ELECTRIC & MECHANICAL WORKS
ST. JOSEPH, MICHIGAN






1059
Generating Sets
The outboard bearing is a
Outboard bronze. sleeve, self-aligning and
Bearing self-oiling, oil being supplied by
earing an oil reservoir and rings. The
pedestal is very neatly, as well
as substantially designed, and
—-
-
with this, as well as with all other parts, serious con-
sideration has been given even to the smallest details
that might add to the convenience of the purchaser.
s". The Shunt and Series Coils
Impregnated of the Engberg Generator are
- Windi impregnated with a water-proo
Indings compound, and by a vacuum
imi process, which positively satur-
ates the coils with this com"
pound through and through, after which they are sub-
jected to a thorough baking process.
This compound being a good conductor of heat,
also assists in conducting to the surface any heat that
may be generated within the coil.
In addition to the above distinctive and favorable
features, it serves as a protection to each individual
turn of wire. .
This is the most expensive and modern method of
treatment of field coils and it maintains the Engberg
standard of quality.
The armature coils are saturated with an insulating
water-proof varnish and carefully baked insuring a
perfectly developed coil.
In addition to the above treatment, which has been
discussed only in a general way, all windings are prop-
erly taped and protected to insure satisfaction, even
when subjected to unusually rough usage.
Il-
N
Elevation and Cross Sectional View of Engberg Generator Set
ENGBERG’S ELECTRIC & MECHANICAL WORKS
ST. JOSEPH. MICHIGAN

1060
Generating Sets
- - - -
------------------------------------------------------------------------
The frame and pole pieces
are very high grade material of
high magnetic permeability.
Engberg Dynamos are of the
multi-polar type, and compound
wound for I 15 volts unless
otherwise specified. The shunt and series coils are
separate and form wound, and are of the very best
cotton covered magnet wire.
-----------------------------------------------------------------------
Field Frame
------------------------------------------------------------------
The armature is of the iron-
clad ventilated type, with lami-
nated core, built of electrical
sheet steel, thoroughly japanned
before assembling. The drum
and core are provided with air
ducts, permitting a thorough circulation of air through
the same.
Nothing but the very best double cotton-covered
Armature
---------------------------------------------------------------------
Armature
magnet wire of the highest conductivity is used, and
the insulation is water proof.
The engine crank coupling is coupled to the arma-
ture drum, dispensing with coupling on the armature
shaft.
Every armature is continually and most carefully
tested during construction, besides a final operating
test before shipment.
-----------------------------------------------------------------------
-
The commutator is made of
copper bars, insulated with the
best grade of mica plate and is
very heavy, insuring years of
continuous operation without
renewal. It is built up on a
separate sleeve and bolted to the armature drum, so
the shaft can be removed without disturbing the wind-
ings. The bars are collected in a steel chuck, specially
designed for this particular purpose, and provided with
large steel screws.
The chuck is heated and allowed to expand, at which
time the screws are tightened to the very extreme.
Then the chuck cools and shrinks, drawing the com-
mutator in a perfect and lasting position.
Never have we heard of an Engberg Commutator
becoming illshaped, or a bar working loose after the
generator has been put in operation.
The commutators are placed in a heating oven and
subjected to a very severe heat before being assembled
to the armature, so there is positively no chance for
the insulation to ooze out, in case it should be sub-
jected to an unusually high temperature.
Commutator
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Brush Holder Rigging
The mica between the segments is under-cut, so
the brushes always rest and wear on the commutator
bars only.
Every precaution known to engineering practice has
been given consideration, in order to build a commuta-
tor, as well as a complete Unit that would stand the
test of time and operate continuously with practically
no adjustments.
--------------------------------------------------------------------
The brush holder yoke is a
Brushholder heavy iron casting, attached to
Rigging the end bearing, and is of ample
8-8-
strength to insure a firm sup-
port for the brushes. The brush
- holders are of the reacting type,
and of most modern design. The best grade of car-
bon brushes for the purpose are used.
Fºuntinuuuuuuuuuuuuuuuuuuuuuuunº
-*tuuttuititutuluuuuuuuuuuuuuuuuuuu.
All parts of Engberg Direct
Connected Generating Sets are
of the highest grade in regard
to material, workmanship and
design. All bearings are ex-
tremely large and accurately
fitted, assuring smooth and constant operation with
comparatively little attention.
-nºunºumunuuuuuuuuuuuuuuuuuuuu-
Material
and Design
-------------------------------------------------------------------------
Engberg Generators are very
carefully tested and inspected
during construction, after which
they are subjected to a final op-
erating test under actual load.
All tests are made according to
the rules adopted by the American Institute of Elec-
trical Engineers.
They also meet the rules and inspection of the
American Bureau of Shipping, Lloyd's Registry of
Shipping and the United States Steamboat Inspection
Service.
-------------------------------------------------------------------------
Tests
annuumuuuuuuuuuuuuuuuuuuuuuuuuuuuun -
The castings are carefully
smoothed, filled and painted.
Just before shipment a final coat
of machine enamel is applied to
all castings, and a final coat of
insulating varnish to all wind-
ings and other exposed parts of the generator.
The finish on the generator is identical with that
of the engine, so the complete unit is a very attractive
and finished piece of apparatus.
Finish
ENGBERG’S ELECTRIC & MECHANICAL WORKS
ST. JOSEPH, MICHIGAN


1061
Steam Turbines for Auxiliaries
-intuititutuluutuºuntinuuuuuuuuuuuuuun,
The steam turbine manufac-
tured by the Steam Motors Co.
in all sizes up to 500 H. P. is
particularly well adapted to
shipboard requirements of de-
pendability and economy of
space and weight by reason of its unusual compactness,
ruggedness, and simplicity.
This type of turbine, requiring a single bearing only,
and arranged to automatically operate as an integral
part of the overall equipment, is the ideal and logical
prime mover of all mechanical drive applications on
shipboard or in the shipyard.
The Steam
Motor
---------------------------------------------------------------------
The Steam Motors Lighting
Set is furnished as a complete
unit for ship lighting plants.
These sets are made in the sizes
listed below and will operate on
any pressure from 60 lbs. to 300
lbs. initial steam pressure, and either condensing or
non-condensing. The generators are of standard de-
Steam Motor
Lighting Set
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Steam Motor Lighting Set
sign, suitable for 125 to 250 volt circuits and rated for
continuous full load in complete accordance with stand-
ard A. I. E. E. new rules.
Size Weight Overall Dimensions in Inches Pipe Size in Inches
. r A º º A. -
K.W. Lbs. Height Length Width Inlet outlet
3 770 33% 37% 29% % 1%
5 9.25 33% 39.1% 295s % 2
10 1050 34 43 2933 1. 3
15 1090 35 43 29% 114 3%
25 2005 39% 47%. 3914 1% 4-
50 23:45 40% 52% 3914 2 6
-------------------------------------------------------------------------
The special advantages of the
Steam Motor Lighting Set for
shipboard lighting plants are due
to its unique arrangement em-
bodying the two-bearing con-
struction. This arrangement,
together with the other special features of its construc-
tion, makes for compactness, simplicity and reliability.
Two-Bearing
Construction
Exceptional compactness is provided by the two-bear-
ing construction which, by eliminating the outboard
turbine bearing, one of the inboard bearings, and the
flexible coupling usually required, reduces the overall
length about 30 per cent, and the weight about 40 per
cent. The dimensions and weights given in the table
in the opposite column show how well adapted these
units are to meet the space and weight requirements
of marine installations.
The utmost simplicity is obtained by the elimination
of all superfluous parts, while retaining all the items
necessary for efficiency, ruggedness, and reliability.
This results in a strong, dependable, fool-proof unit,
capable of operating for long periods with minimum
attention and repairs.
Extreme reliability is assured by the two-bearing con-
struction. It is a well-known fact that with a three-
or four-bearing equipment great care must be exer-
ſ
- lº"—----
- -
. – º 53–
ſ :
l
l -
I 2. -
I º -º- ºll ---
-----
- -- T.T., H- +---.
-Hº-
- -tº-
->
Section Showing Construction of the Steam Motor
cised in the alignment of the unit and in maintaining
true alignment. The so-called flexible coupling is not
flexible in the true sense of the word, and for satis-
factory operation this coupling and all bearings must
be lined up as accurately as thought it were a solid
coupling, as a cast-iron bedplate is not sufficiently
rigid to maintain the alignment from the factory test
floor to the final installation. Of the troubles expe-
rienced with the average set after installation, probably
80 per cent can be traced directly or indirectly to vibra-
tion, mis-alignment, coupling troubles, settling of
foundation, pipe strains, etc. With the two-bearing
equipment and the self-aligning type of bearing used in
the Steam Motor Lighting Set these troubles are prac-
tically eliminated.
The principle of operation of
the steam turbine used as a
driver for the Steam Motor
Lighting Set is the straight,
velocity stage, impulse type,
which is now accepted by
authorities as the most practical and efficient for the
services demanded by this class of apparatus. This
standard principle of operation combined with the dis"
tinctive features of design and the careful workman-
ship of the manufacture of the Steam Motor result in
an ideal unit for the purpose intended.
Features of
Turbine Design
THE
STEAM MOTORS CO.
INC.
SPRINGFIELD, MASS.

1062
Steam Turbines for Auxiliaries
The casing is of close grained cast iron or steel, de-
pending on the pressures and temperatures used. It is
of horizontally split case construction with steam and
exhaust connections in the lower half of the casing, per-
mitting complete inspection of the interior of the ma-
chine without breaking steam joints. Permanent
alignment throughout all temperature and expansion
changes is assured by suspending casing by flange at
center. Parts subjected to pressure are tested hydrauli-
cally to 50 percent above the maximum working pres-
Sure.
The motor consists of a wheel of plate construction
to provide maximum strength with minimum weight.
The discs are mounted at the center on a substantial
hub which is keyed to the shaft and held firmly against
Steam Motor Opened
Up for Inspection
a shoulder by means of a large lock nut. The wheels
are balanced statically and dynamically. -
The buckets are drop forgings and of material best
suited for the operating conditions. They are riveted
between the discs, a rivet for each blade.
The guide blades are firmly mounted on a sector
which in turn is bolted to the nozzle block. The
blades are smooth and accurately placed to insure a
minimum loss by friction at this point.
The nozzles are of a material best suited to the oper-
ating conditions. The jets are accurately machined to
size and polished, giving maximum efficiency for the
conditions for which they are designed.
The shaft is of high carbon forged steel of ample
proportions, machined and ground.
The packing glands are of the metallic double
labyrinth type made up in three independent sections
and split horizontally. Punched discs are mounted on
the shaft fitting into the labyrinth. This packing re-
quires no lubrication, has no rubbing parts and is free
from upkeep cost. It is applicable to all exhaust con-
ditions from vacuum to high back pressure.
The bearing is the wide, extra heavy duty, double
race, self-aligning S. K. F. Ball bearing, ideally suited
for this class of work. A single oil reservoir of un-
usual capacity, provided with sight holes and level
gauge, is used, and ring lubrication is employed.
A constant speed governor of the Pickering type is
provided, with positive gear drive from the main shaft,
also independent emergency governor.
-------------------------------------------------------------------------
- Some of the other types of
Other service to which the Steam Mo-
tor is adapted are covered in
Applications the following paragraphs.
-------------------------------------------------------------------------
---------------------------------------------------------------------
For Boiler
Feed Pumps
The comparison cut shown
below indicates the saving of
space and weight permitted by
the use of the Steam Motor as
a driver of a centrifugal boiler
feed pump. The ruggedness,
simplicity, and freedom from operating troubles of a
unit arranged in this manner make it admirably adapt-
ed to such work.
The Steam Motor is well
adapted for use on any of the
many other shipboard pump
services such as circulating
pumps for different purposes,
condensate pumps, etc. Either
an emergency or a constant speed governor or both
will be furnished as required to suit the conditions
of operation.
For Other
Pumps
Comparison to Scale Showing Typical Four Bearing Flexible
Coupling Type Pumping Equipment and a Steam Motor of
Equal Capacity and Efficiency Connected to the Same Pump.
-
---------------------------------------------------------------------------
The Steam Motor used for
blower drive can be mounted on
the blower bearing foundation,
and its ease of operation and de-
pendability make it the logical
For Blowers
selection for this purpose.
": The Steam Motor is also ap-
picable to stoker drive, or belt
drive, and the numerous other
shipyard shop, powerplant and
puniping work where mechani-
cal drive is required.
Other Uses
The Steam Motors Co., Inc.,
is in a position to make early
and rapid deliveries on units
from 5 to 500 H. P.
Write for quotation and com-
pare the prices, weights, and di-
mensions of the Steam Motor with any other steam
prime mover. You will find a distinct saving in
each item including a possible saving in the driven ap-
paratus and bed plate for the equipment.
Rapid
Deliveries
THE STEAM MOTORS CO., INC.
SPRINGFIELD, MASS.


1063
Electrical
Appliances
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The Western Electric line of
Marine Fittings includes water-
tight switches and receptacles,
junction boxes, connectors, and
all types of electrical fixtures
and portables suitable for ship-
yard use.
Double pole Switches are furnished with watertight
standard circular or oblong boxes, rated for IO amps,
at 125 volts, or 5 amps at 250 volts. The switch is
positive in action, of the quick make and break type,
breaking on both sides of the circuit at two points, and
can be made single by jumper connection. The boxes
Marine
Fittings
intinuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuun"
Junction Box
Switch
and covers are of finished brass, or brass or iron fin-
ished in standard marine black. The box is regularly
furnished not tapped for outlets, but can be ordered
tapped and drilled for 4", 34" or 1" conduit at the
four side bosses spaced 90 degrees, and for V3" or 34"
outlet at the bottom.
Watertight Junction Boxes are finished either of
standard depth of 1%", or extra deep, 2%" in depth.
The standard boxes are finished and arranged for tap-
ping similar to the switch receptacles described above,
and can be furnished with plunger key when specified.
The extra deep box is suitable for flush work, supplied
in iron only, and is not furnished with boss for plunger
key stuffing box.
-----------------------------------------------------------------
Western Electric Condulets
are vapor, gas, and dustproof, of
iron finished in black enamel or
galvanized, and will accommo-
date any regular Mazda lamp
up to and including 40 watt, or
any lamp with dimensions not exceeding 234" x 5%".
These condulets are furnished with receptacle, sealing
plate, gaskets and fastening screws, and with clear
Condulets
-------------------------------------------------------------
Condulets
globe, and guard. Condulets of special metal and fin-
ish and with specially colored globes can also be fur-
nished.
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Western Electric Annunci-
ators are built either non-water-
tight or watertight, in either
case being of sturdy design and
construction and suitable for
marine use.
The non-watertight type, as illustrated below, has a
stamped steel case, finished in black enamel. The case
is hinged to permit easy access to the interior, and the
backboard is provided with a metal projection drilled
and tapped to receive 34" conduit unless otherwise spe-
cified. An attractive double gong bell is mounted in
the front of the case. The drops have white indicating
tags about 1" x 1%" and are hand restoring.
The watertight type has a case of United States
Government B. E. Brass, or cast iron, with mounting
feet for circulation of air between the back of the case
and the wall. The annunciator is made watertight by
a rubber gasket between the cover and the base, and
Marine
Annunciators
-------------------------------------------------------------------
Bell
Annunciator
the glass is held in place by a waterproof cement. The
drops are of the Semaphore Lock Gravity type and
cannot be moved except by operating the signalling or
reset button located on the case or at any convenient
point. The bells may also be mounted where desired.
All iron parts are electroplated to guard against corro-
sion, and wires are soldered to connections with non-
corrosive flux.
ºutnuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuuut
Western Electric Water-
tight Bells are of heavy high-
grade bell metal with brass case
conforming to United States
Navy requirements, and re-
sist corrosion and ship vibra-
tion. The case is made watertight by a gasket between
it and the cover, and the striker operates through a
watertight stuffing box. The case can be drilled to
receive 2" or 34" conduit as specified. The move-
ment embodies the intensified stroke principle, result-
ing in a powerful stroke and great economy of current.
" Western Electric Portable
Drills and Hammers are the
ideal equipment for all around
service—for both light and
heavy work. They have ample
power and, being light and easily
handled, are capable of an
enormous amount of work.
Western Electric Porta-
ble Drills and Hammers are
made in a number of sizes
and speeds which are adapted
to all classes of shipyard
work.
Bells
-----------------------------------------------------------------------
Electric Drills
and Hammers
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Drill
Electric j
WESTERN ELECTRIC COMPANY




1064
Electrical Appliances
Marine
Inter-Phones
Bev.-
º
ſº-
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The Western Elec-
tric Marine Inter-
ph one is a non-
watertight system of
3 to 8 stations, for
connection between
pilot house, engine
room, wireless room,
wand-set
station-- -station--> station--> station--
(earter station)
-o---
---o-º-c-cow- º;
--------or- -
ot-ao rewrt-tra- a--wowr-
-------> Duaeran or connections --------
oattery station -tarion-z -starrior--> ------
staterooms, and other i } #. §
: --~~ ~ : #"::" (#wo ser want --r
locations as desired. Hº-3 -l #
Each station consists Sº Cleau =# Cº. ºt-
2- nº-
of a telephone hand |- #H- H H
L-1 IZ- Tiaº-
set, bell, push buttons f I I I
and a terminal box as Pu-ºu-to- scºtºric viºliis placiº -- ºut-or-
shown above. The
system is to be wired
as shown in the diagram, and comprises a complete, de-
pendable and durable means of communication be-
tween the various stations. All parts are specially
treated for marine use. A similar system can be fur-
nished for two stations, as from pilot house to engine
room.
Inter-Phone
Watertight Push Buttons of
the quick break type with heavy
wiping contacts are furnished,
suitable for 125 volts or less.
These push buttons are made
watertight by rubber gaskets at
joints, and a pigskin diaphragm covers the center. The
unit is furnished complete with conduit box which has
cast-iron feet for mounting. Other types suitable for
surface mounting can also be furnished.
The Western Electric Port-
able Utility Light fully meets
the demands for light illumina-
tion at close range within re-
stricted areas and is specially
adapted for use on cargoes,
docks, d re d ges, decks, float
bridges, ships, landing stages, pile
drivers, barges, ore boats, dry
docks, canal boats, etc. With the
light operating on a 100 foot
throw, a 100 feet spread is ob-
tained at an angle of 60 degrees.
For a long range a IOOO watt
flood lamp is furnished, while for
shorter ranges a 500 watt flood
lamp will be ample.
Push Buttons
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Portable
Utility Light
-------------------------------------------------------------------
Portable Light
#"; The Portable Utility Light
weighs only 30 lbs., has a
rugged cast-iron housing with
a wire glass front, the whole
being fully waterproof. A
heavy universal joint permits
mounting the unit on either vertical or horizontal sur-
faces. The reflector is of a new type of hammered
glass, producing a glareless, smooth, soft white light,
neither dazzling nor streaky.
Construction
of Light
Typical Marine Inter-Phone Wiring Diagram
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Western Electric Motors are
built in all sizes, types and
speeds, for alternating and di-
rect current, and are suitable
for hoists, blowers and general
power purposes on board ship
or at the docks. These motors are standard in con-
struction and rating, are ruggedly built and may be
furnished either open or
enclosed for belt or di-
rect drive.
Direct and Alternat-
ing Current Generators
engine type, belt or di-
rect connected, can also
be furnished in all sizes
for shipboard lighting,
and for generating pur-
poses in general in the
Motors
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Type R C Motor
shipyard.
gunmºs The Western Electric Com-
pany offers an exceptional na-
Service tional electrical service to ship
outfitters and shipyards for
equipment of the types de-
scribed above. Large and com-
plete stocks are carried in every one of 43 convenient
distributing points located throughout the country.
Following is a list of these branches:
------------------------------------------------------------------------
New York Richmond St. Louis
Newark Norfolk Memphis
Syracuse Charlotte Omaha
Buffalo Chicago Cincinnati
New Haven Indianapolis Dallas
Boston Detroit Houston
Pittsburgh Milwaukee San Francisco
Philadelphia Grand Rapids Oakland
Baltimore Cleveland Los Angeles
Atlanta Minneapolis Seattle
Savannah St. Paul Portland
Birmingham Duluth Spokane
Jacksonville Kansas City Tacoma
New Orleans Oklahoma City Denver
Salt Lake City
WESTERN ELECTRIC COMPANY






1065
Electric Wires and Cables
------------------------------------------------------------------------
The American Steel & Wire
i Electrical Company manufactures elec-
H Conductors tric wires and cables of all
i o Every Type H kinds, to meet specifications or
conditions of all classes of work.
The following list will suggest
the completeness of the standard products:–Bare
Wires and Cables, in copper, iron and steel for power
transmission; Resistance Wire, Magnet Wire, Annun-
ciator and Office Wire, Weatherproof and Slow
Burning Wires, Lamp Cord, Reinforced Portable
Cord, Deck Cables, Rubber Covered Wires and
Cables, Telephone Wires, Switchboard Cables, Fire-
proof Cables, Lead Encased Wires and Cables, Var-
nished Cambric Cables, Submarine and Dredge Cables,
and Braided Steel Armored Cables. Also appliances
for installing cables for shore use.
------------------------------------------------------ ----------- ------
----------------------------------------------------- -------------------
Reinforcing the extensive
factory equipment, there are
well equipped chemical, physi-
cal and electrical laboratories,
wherein the problems incident
to the solution of every diffi-
culty encountered are handled by experts. All steel
and copper used are rolled and drawn in the com-
pany’s mills. Thorough testing and inspection of raw
materials and of the finished product insure uniformly
high quality. With such facilities the company is
enabled to supply a high grade electrical conductor
exactly suited to any individual requirements.
Facilities
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Annunciator Wire
-------------------------------------------------------------------------
Annunciator wire is used in
# =
H Annunciator primary battery circuits, for
i and i call bell or annunciator sys-
i tems. Sizes of wire range from
Office Wire
----------- --------------------------------------
No. 14 to No. 22 B. & S.
Two grades are manufactured,
one for all ordinary use and the other a damp-proof
wire, saturated with special paraffin wax compound, for
use in damp places.
Office Wire
Office wire is used largely for interior telephone
wiring, also as high grade bell and annunciator wire.
It is made in two grades, the damp-proof being thor-
oughly impregnated with black weatherproof com-
pound.
Both types of wire can be supplied in cables having
any number of conductors and special kinds can be
furnished as specified.
Magnet Wire
Resistance
Wire
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The American Steel & Wire
Company manufactures a com-
plete line of Magnet Wire,
round, square and rectangular,
with cotton, silk, paper and en-
amel covering. Also Tico Re-
sistance Wire, of nickel-steel, adapted for use where
a high specific and uniform resistance is required.
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-
This type has moderate de-
Reliance gree of insulation and is less
Weatherproof expensive than rubber insulated
Wire and Cable conductors. Reliance wire and
* cable is made in strict accord-
ance with all requirements of
the National Board of Fire Underwriters, sizes varying
from No. 20 B. & S. to the largest feeders used,
the larger sizes having stranded conductors.
Stranded Copper Conductors, Triple Braid, Black Finish
Reliance Weatherproof Wire meets every require-
ment for use outdoors, where moisture is certain and
fireproof qualities are not necessary. The conductors
are first covered with two or three closely woven
braids, which is then saturated with weatherproofing
compound. After drying thoroughly, the wire
receives a dressing of mineral wax. The surface is then
burnished and polished, reducing to a minimum
trouble from sleet and ice. The insulation withstands
all ordinary climatic conditions.
Stranded Copper Conductor, Triple Braid, White Finish
Reliance Slow Burning Wires and Cables, with
insulation that will not carry flame, are particularly
adapted for use in hot, dry places and where wires
are brought together, as on the back of switchboards.
Each insulating braid is completely saturated with
white, slow-burning compound and the outside slicked
down and given a hard, smooth, white surface.
--------------------------------------------------------------------------
i Rubber-covered wire as used
i Kinds of for general purposes must pos-
i Rubber sess three essentials—the con-
Insulations ductor, the wall of rubber in-
sulation and the braid, tape and
braid, or other form of pro-
tection. The conductor consists of uniformly soft
annealed commercially pure copper wire. It may be
used in the solid form up to size I/o American Wire
Gauge (B. & S.), or in special cases even to 4/o, or
AMERICAN STEEL & WIRE COMPANY
Address nearest office. For list of offices see page 828.




1066
Electric Wires and Cables
in the stranded form. All conductors are thoroughly
and evenly coated with tin to protect the copper from
any injurious effect from the sulphur in the rubber
insulation.
The American Steel & Wire Company manufactures
many grades of Rubber Insulating Compound. The
Americore Brand is made to conform to the Underwrit-
er's Specifications, known as National Electrical Code
Standard. -
Amerite is a very high grade 30 per cent pure para
rubber compound.
In addition to these two principal grades the com-
pany is in position to insulate wire or cable to any speci-
fication covering particular requirements, such as com-
pounds containing anywhere from 10 to 40 per cent
pure para rubber. The latter is used extensively on
first class ships and is required by Marine Specifica-
tions.
Americore Solid Tinned Copper Conductor
Americore rubber can be recommended for all work-
ing conditions on voltages up to 7000. Amerite rub-
ber is mainly used for high voltages and exacting service
conditions. It possesses great strength and elasticity,
high insulating qualities and long life.
Wires and cables with these grades of insulation
can be supplied in single conductors, from No. 18 B.
& S. up to 2,000,000 circular mils and above.
- -
|
Americore Switchboard Cable
Tinned annealed extra flexible strand of highest con-
ductivity, insulated with code thickness of high grade
vulcanized rubber, protected with one or two smooth
closely woven cotton braids, saturated in black weather-
proof compound and smoothly finished. The above
are for switchboard, brush holder and similar connec-
tions where very flexible cables are required.
Americore Twin Rubber Covered Cable
-nºun ------- ---------------------------- --------------------
These conductors are made
Americore in sizes from No. 18 to No.
Twin Conductor 4/o B. & S. to the following
Wire and Cable i specifications:-
Tinned annealed copper wires
or strands of highest conductiv-
ity, each conductor insulated with code thickness of
high grade vulcanized rubber, protected by saturated
braid; two such finished conductors laid parallel and
covered with a heavy cotton braid over all, saturated
in black weatherproof compound.
Special finish may be supplied where cable is to
be used for conduit work, to facilitate pulling through
conduit.
---
º s
º º
º ºw
zº
\º
Xº,
Jºž
---------------------------------------------------- ---------------------
This is a flexible, stranded
=
| Braided conduct or, weatherproof,
H Steel Armored braided and leaded cable, cov-
- Cable ered by a basket weave of gal-
mi vanized steel wires. It is made
in all usual sizes and is particu-
larly adapted for wiring aboard ship without conduit.
This type of braided steel armored cable is practically
standard for all U. S. Navy work and its use on
merchant vessels is rapidly increasing.
The American Steel & Wire
Company will furnish, install
Underground and guarantee its underground
Cables cables for almost any class of
immi service. The company main-
tains a fully equipped cable de-
partment, supervised by experienced engineers and
manned by competent cable workmen, which has for
many years attended to all matters pertaining to under-
ground and submarine cable installations.
Through this department, the company is prepared
to install cables, to make estimates or to advise regard-
ing specifications.
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Installation of
Lead Encased Cable
These are made in all types,
Lead Encased aerial, underground and subma-
Light and Power rine, suitable for every need in
Cables the transmission of power. Ca-
# bles are made to the most rigid
specifications, in any quantity,
size or length, for any voltage and finished for any
service, single or multiple conductor or concentric laid.
Types of insulation used are rubber, paper and var-
rished cambric.
------------------------------------------------------------------- ----
Two-conductor Submarine Cable
Large quantities of submarine
cables of every design are manu-
factured and installed, for cross-
ing rivers, bays, ponds or lakes.
The American Steel & Wire
Company is prepared to advise
as to the best construction for any particular installation
Submarine
Cables
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AMERICAN STEEL & WIRE COMPANY
Address nearest office. For list of offices see page 828.










1067
Electric Wires and Cables
and to supply this class of cable to the most exacting
specifications.
Cables adapted for the transmission of power to
dredges, the cable being supported on pontoons, can
also be furnished.
Flat Steel Taped Suburban Cable
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Flat Steel
Taped
Suburban Cable
This type of cable is widely
used for lighting and power
service where installation un-
derground, without ducts, is de-
sired. It is installed by being
laid in trenches 15 to 3o inches
deep. Steel taped cables carry their own protection.
Over the insulation, of rubber, cambric or paper, is a
lead covering; then a serving of saturated jute, two
steel tapes laid spirally, and finally on the outside an
additional serving of saturated jute. Being lead cov-
ered, they are waterproof, while the jute and steel
armoring protect the cables against mechanical injury.
This style of cable is most economical and easy to in-
sta!!.
Americore Lamp Cord
-----------------------------------------------------------------------
Portable Cord
Lamp Cord
The following data is an ex-
tract from the National Board
of Fire Underwriters’ Specifica-
tions, and covers Americore
immº Portable Cord:
- Type C, for Pendant Lamps—
In this class is included all flexible cord, which, under
usual conditions, hangs freely in the air and not likely
to be moved sufficiently to come in contact with sur-
rounding objects. Pendant lamps provided with long
cords, so that they can be carried about or hung over
nails or on machinery, etc., are not included in this
class, even though they are usually allowed to hang
freely. Each conductor must have an approved braided
covering so put on and sealed in place that when cut
it will not fray out.
This type is insulated with 3/64-in. rubber on sizes
8 to 14 and 1/32 on 16 to 22.
Type C. W. P. for Pendant Lamps—Same as above,
except must have saturated braid and 3/64-in. rubber.
For use in damp places. -
Type P. O. for Pendant Lamps—Parallel cord—
each conductor type C, two such conductors laid par-
allel and covered with one silk or cotton braid.
Americore Reinforced Portable Cord
“Type P-Flexible cord for portable use, except in
offices, dwellings, or similar places where cord is not
liable to rough usage and where good appearance is an
essential feature, must meet all the requirements for
flexible cord for pendants, and in addition must have
a tough-braided cover over the whole. There must
also be an extra layer of rubber between the outer
cover and the flexible cord. All sizes (except No. 14
and larger) are insulated with 1/32 inch rubber; No.
14 and larger have 3/64 inch rubber.”
“Type P. W. P.-(Same as Type P. except must
be furnished with a saturated braid.) For use in damp
places, the insulation must be 3/64 inch thick on sizes
No. 14 and larger and 1/32 inch on sizes No. 16 and
smaller, and the cord must have an outer covering
saturated with a moisture-proof preservative compound
thoroughly slicked down, or must have a filler of ap-
proved material instead of an extra layer of rubber,
and have two outer braids saturated with a moisture-
proof compound with an exterior surface thoroughly
slicked down.”
Type P. S., for Portables in Dwellings, Offices, etc.
—In offices, dwellings or similar places where cords are
not liable to rough usage and where good appearance
is essential, flexible cord for portable use must meet
all of the requirements for flexible or for pendant
lamps, both as to construction and thickness of in-
sulation, and in addition must have a tough braided
cover over the whole; or providing there is an extra
layer of rubber between the flexible cord and the outer
cover, the insulation proper on each stranded conductor
of cord may be 1/64 in. in thickness instead of as re-
quired for pendant cords.
Note: This cord has only 1/64-in. rubber on each
conductor, sizes 16 and 18, approved by underwriters.
The supplementary insulation is same as on other porta-
ble cords.
i","." Americore Brewery Cord
i Americore used in cases where something
Brewery better than ordinary Lamp
Cord Cord is required. It has a high
º mi grade rubber insulation covered
with a weatherproof braid
which keeps oil and moisture out, thus preventing
shorts. Generally furnished in sizes 14, 16 or 18. Can
be made up insulated with other grades of rubber if
required.
Americore Canvasite Cord consists of two conduc-
tors, each lamp cord strand insulated with code thick-
ness of vulcanized rubber and covered with a weather-
proof cotton braid. These are twisted together and
covered with an additional weatherproof braid.
AMERICAN STEEL & WIRE COMPANY
Address nearest office.
For list of offices see page 828.



1068
Electric Wires and Cables
These cables are made in a
variety of styles and sizes, a few
of which are here shown. They
have been evolved out of an ex-
tended experience in the manu-
facture of electrical wires and
cables of all kinds and they represent the latest ad-
vanced construction.
The dominant features which distinguish American
Steel & Wire Company's ignition wires and cables are:
A soft drawn, high-conductivity copper conductor
composed of many small tinned or untinned wires
stranded together, insuring minimum voltage drop and
maximum flexibility.
Ignition
Wire and Cable
--------------------------------------------------------------------
A high grade insulating compound containing a large
per centage of fine up-river para rubber, treated in such
manner as to insure a high insulation resistance and
dielectric strength, great flexibility, strength and dura-
bility.
A plain glazed rubber finish, or with either single
or double covering of glazed cotton closely braided
over a wind of varnished cambric tape, then impreg-
nated with a special compound which renders the cov-
ering both oilproof and waterproof and resists the de-
structive action of heat.
Made to fit standard or special bushings.
---
Plain Rubber Covered Primary
RR-5. No. 14 American Wire Gauge (B & S.).
Conductor 19 wires tinned. Insulated with one layer
black rubber. Outside diameter 5 mm., or approxi-
mately 3/16 inch.
—---
-
Plain Rubber Covered Secondary
RR-7. No. 14 American Wire Gauge (B & S.).
Conductor 19 wires tinned. Insulated with black rub-
ber. Outside diameter 7 mm., or approximately 9/32
inch.
RR-9. Same construction as RR-7, but with heavier
insulation, outside diameter being 9 mm., or approx-
imately 3% inch.
--
Braided Primary
B-5-14. No. 14 American Wire Gauge (B. & S.).
Conductor 19 wires tinned. Insulated with 1/32 inch
high grade rubber, I layer varnished cambric with
hard glazed cotton braid, varnish finish. Outside diam-
eter 5 mm., or approximately 3/16 inch. Weight 26.7
pounds per IOOO feet.
B-5-12. No. 12 American Wire Gauge (B. & S.).
The same as B-5 except size. Outside diameter, .202,
or approximately 13/64 inch. Weight 36.4 pounds
per IOOO feet.
B-5-10. No. 10 American Wire Gauge (B. & S.).
The same as B-5 size. Outside diameter .226, or ap-
proximately 15/64 inch. Weight 51.7 pounds per
1,000 feet.
Braided Secondary
B-9. No. 14 American Wire Gauge (B. & S.). Con-
ductor 19 wires tinned. Insulated with black rubber,
two layers varnish cambric, one soft cotton braid and
one hard glazed cotton braid, varnish finish. Outside
diameter 9 mm., or approximately 3% inch. Weight
71.6 pounds per 1000 feet.
B-7. No. 14 American Wire Gauge (B. & S.). Con-
ductor 19 wires tinned. Insulated with black rubber,
one varnished cambric tape, one soft cotton braid, one
hard glazed cotton braid, both varnish finish. Outside
diameter 7 mm., or approximately 9/32 inch. Weight
43 pounds per 1000 feet.
Special Braided Secondary
RB-9. No. 14 American Wire Gauge (B. & S.). Con-
ductor 19 wires tinned. Insulated with one layer black
rubber, with one soft cotton braid and one hard glazed
cotton braid. Both varnish finish. Outside diameter
9 mm., or approximately 3% inch. Weight 75 pounds
per 1,000 feet. -
Three and Four Conductor Primary
Conductors, 26 wires bunched untinned, cotton
wound. Insulated with one layer of black rubber and
one distinctively colored braid. Three or four such
couductors twisted together, jute filled to make round
and covered over all with one hard glazed cotton braid;
all braids varnish finish.
Special attention is given to
the manufacture of American
Steel & Wire Company’s igni-
tion wires and cables to cus-
tomers' own specifications. The
completeness of the standard
line offers a cable for practically any conditions of
service in the ignition of internal combustion engines,
for shore, marine or motor boat use. Wherever con-
ditions demand, the company is equipped to make spe-
cial wire to fill exactly the requirements.
Ignition Wires
to Any
Specifications
AMERICAN STEEL & WIRE COMPANY
Address nearest office. For list of offices see page 828.




1069
Marine Electrical Appliances
Standard Types Marine
comprises a most complete line
of standard Marine Fixtures,
i Watertight Boxes and Fittings.
Their design without deviating
from existing standards embodies new features ad-
with Special
Features =
---------------- -----------------------------------------------------
vantageous to both the
Shipbuilders and Ship-
Owners.
The Line was de-
veloped for the purpose
of providing the great-
est number of combina-
tions with the least
number of parts. That
this has been accom-
plished is indicated by
the fact that with the
S-M line as complete
a Marine conduit wir-
ing installation as may
be desired, can be made
with only 24 inter-
changeable units giv-
ing over IOOO possible
combinations. T he
electrician or stock-
keeper can make up all
the customary com-
binations. These ex-
clusive features are the
result of a wide and
practical experience as
well as manufacturing
and handling Marine
electrical appliances
covering many years.
The simplicity and
uniformity of design
of all parts simplifies
construction, permits
rapid installation, re-
duces cost of main-
tenance and provides
accommodation for the
greatest possible num-
ber of wiring devices
of other manufactur-
ers' makes including
foreign types, the idea
being that renewals of
wiring devices may be
more readily procured
in the open market and
that the Owners are
not tied up to some
particular manufactur-
er's special make.
-------- ----------------------------------------------------------------
Watertight
Fixtures
strictly standard character. The
Globes and Guards a
Globe Fixtures consist of all
The Seidler-Miner Line of
Electric Appliances Navy standard of thread and
procured.
Watt.
s -:
C-57
Section
or Bodies.
completely repeated from a standard 60 watt equip-
ment to a 150 watt, simply by the addition of this
Briefly the S-M Watertight
the customary Marine Types,
nart of which is shown in the
illustration. They are of a
single unit.
will make up all combinations
terchangeable fittings.
SEIDLER—MINER CO., INC.
DETROIT, MICHIGAN.
re interchangeable with other
manufacturers' makes that have adapted the original
As these
dimensions.
are the most prevalent, renewals may be more readily
Type C is for 60 Watt lamps and Type E for 150
Either will make up any of the many possible
combinations of the S-M line, some of which are shown
in the illustration.
When furnished com-
plete, unless otherwise
specified, they are pro-
vided with Bryant Ma-
rine Wiring devices.
Combinations may
be specified by refer-
ring to the letter of
the respective unit—
for example—U. B. is
a combination of U.
Box and B. Cover or
U.A.C.-I is U. Box
with Angle Bracket A.
and Fixture C-1.
Fixtures Type C-1
and C-5 in connection
with covers N, A, T,
L and O and the U.
Boxes may be arranged
to any angle desired.
Globe Holder C-57
makes up Type C-6
Fixture with switch or
C-2 without switch.
This holder as shown
in cross section 57 may
be quickly clamped to
the box similar to a
hand hole cover. The
screws are within the
line of contact of the
Globe and cannot be
lost as they are re-
tained to the clamping
plate. Type C-57-B
is provided with Bry-
ant No. 41.46 Recep-
tacle which assures that
no water will get
through even if the
Globe is missing.
Type E Globe
Holder not shown is
similar to C-57 but for
larger Globes.
Type E Fixture is
constructed similar to
Type C-57 but for
larger lamps. It may
also be readily attached
to the Universal Box
The S-M Convertible Line may thus be
It is made of brass, furnished with Type
E Globe 4% x 8 and Type E Guard. This fixture
of the S-M line of in-

1070
Marine Electrical Appliances
-------------------------------------------------------------------------
The Seidler-Miner Conduit
Boxes combine both a fixture
body and an outlet box. They
meet practically every require-
ment as an outlet for electric
wiring in a conduit system, and
can be used for Junction, Switch, Plug, Receptacle,
Angle or Pendant Fixtures and other devices. This
Universal
Conduit Boxes
---------------------------------------------------------------------
feature is made possible by merely adding to the Uni-
versal Box different types of covers and fittings to meet
the individual case.
The box is drilled and tapped to be used either for
These holes are sealed
one, two, three or four way.
absolutely pressure
tight by patented ex-
pansion plugs, thus
possessing all the ad-
vantages of a knock-
out box and yet being
ready threaded for
pipe. It is the only
box in the market that
has this feature.
This is most useful
since it makes it un-
necessary to know in
advance how many
boxes of one, two,
three or four ways are
to be used, which in-
formation is so neces-
sary in the use of boxes
with threaded hubs.
Unlike the latter, the
Universal Boxes, once
they are installed, need
not be taken out when
it becomes necessary to
make additional runs.
To take care of this,
it is only necessary to
knock out a plug and
screw in the conduit.
The Seidler-Miner
Universal Con duit
Boxes are furnished
either in cast iron or
brass. The U. Boxes
are 4" diameter by 2"
deep and the Multiple
Boxes are 8" by 4%."
by 2%". They are
heavily bossed inside to
provide extra strength
at the conduit holes
whether for W4", 34",
or 1" pipe size. They
are furnished three way for V3" unless other sizes are
specified. Screw holes for interior fittings are spaced
13%" apart, this being standard for all the Bryant Ma-
rine wiring devices, but other spacings are provided
in the adjustable Bottom Plate which, so to speak,
forms a false bottom shown in above cross section.
Wiring devices may first be fastened to the plate and
the combination then inserted in the box. A slight turn
brings flange of plate under the washer head screws.
DBPS
D.C
DBS
S-M Multiple Box Fitted with S.M. Devices
DBD.C.--
S-M Boxes Fitted with Bryant Devices
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i S-M Covers and Fittings are
S-M Covers all interchangeable. Used in
- - - - connection with the S-M Uni-
and Fittings versal Box or as sub-covers for
the Multiple Boxes, combina-
tions may be made as wanted
whether for Fixtures, Switches, Plugs, Recep-
tacles, Fuse Cutouts, Interconnecting Blocks or Junc-
tion. Combinations thus made up are more economical
than the “All in one Types,” more practical because
changes may be made without disturbing the work
once installed. They reduce the assortment generally
provided and insure against excess stock accumulation
of the more expensive
types. These covers
make it possible to
carry out the plan orig-
inated by Seidler-
Miner to install the
outlet boxes as the con-
duit work progresses
and be assured every
requirement of an out-
let will be accommo-
dated.
Type H. O. C. Cov-
er has the features of
a Hand Hole Cover,
the clamp plate engag-
ing under the lugs of
U. Box or duplex
cover type D. C. It
affords the quickest
means of putting on or
taking off a cover and
is particularly useful
for accessibility to fuse
boxes such as shown in
Multiple Box D. B. S.
Catalog No. 15 S
B C describing more
fully the line gladly
sent on request. Prices
will be found not more
than others but by the
use of the S-M Con-
vertible Marine Elec-
trical Devices as they
have proved, there is
great economy in the
original installation
and that they conserve
the best interest of the
Ship Owner.
No mistake can be
made by using S-M
Conduit Boxes because they are standard and real out-
let boxes. Ones with the conduit pipe outlets already
in and not boxes that require the expense of drilling
and tapping after purchase. You need not fear their
adaptability to standard wiring devices as their design
allows the use of the greatest assortment of any box
in the market. They will not tie you or the owner up
to only a certain manufacturer's make. They will save
you real money and favor the Ship Owner.
------------------------------------------------------------------------
Showing Bottom Plate and Key
Operating Plug R
DBDC
DB3P
UBBS Switch
SEIDLER—MINER CO., INC.
DETROIT, MICHIGAN.








1071
Lighting Fixtures
F. H. Lovell and Company
was established originally in
1864 at John and Pearl Streets,
New York City. In 1901 the
company acquired the present
plant, which since that time has
been greatly enlarged. Situated on the Erie Railroad,
seven miles from New York City, the plant is within
easy motor-trucking distance of that city. Freight con-
nections at a short distance from Arlington are made
with all the large railroad trunk lines in the East.
The experience of this company in manufacturing
and handling marine lighting fixtures and wiring ap-
pliances, throughout the past 56 years, has covered an
enormous field, their products being sent to every part
of the world.
"Lovell” lighting fixtures and appliances are being
continually developed to keep pace with modern re-
quirements and today are probably the most complete
line of high grade material for this purpose.
On approximately one hundred per cent of the Navy
building program in the last ten years, including prac-
tically all of the war program, lighting fixtures and
wiring appliances of “Lovell” manufacture were in-
stalled on the various types of vessels. In addition to
this Navy equipment, a large and varied line of “Lov-
ell” fixtures and fittings is manufactured for merchant
vessels.
Manufacturing
Experience
and Facilities
Deck Fixture Bulkhead Fixture
-------------------
Deck Drop and
Bulkhead
Fixtures
-----------------------------------------------
The accompanying illustra-
trations show “Lovell” fixtures,
steam-tight and water-tight, for
use on decks and bulkheads. A
complete line of these fixtures
was developed just prior to
the war and is widely known as the “500 line.” This
type of fixture combines a maximum lighting unit with
a minimum drop of fixture and the greatest strength.
The “500 line” was installed on all the submarine
chasers and countless other vessels such as transports,
etc. It is now largely used on merchant vessels and on
other commercial work.
In addition to the deck and bulkhead fixtures illus-
trated, the line includes drop fixtures, single and double
angle fixtures, extra heavy fixtures where great strength
is required, etc. All fixtures can be supplied for either
open or conduit wiring.
The material is brass throughout. Guards are made
of round wire for maximum strength with wire clips
for holding in place of solder and have coarse threads
to prevent jamming.
Fume-Proof
Fixtures for
Oil Tankers
On certain types of vessels
such as oil tankers, etc., fixtures
must, in addition to being water-
tight and steam-tight, also be
fume-proof. To meet these
conditions the No. 587 fixture
shown in the accompanying il-
lustration has been developed.
It is recognized as standard on
this class of work.
Fumeproof Fixture
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For interior work the general
tendency in the present day is
to eliminate excessive orna-
mentation. Simple designs com-
bined with symmetrical lines
and sufficient strength for long
life characterize “Lovell” ceiling fixtures. These fix-
tures, of the type illus-
trated, admirably em-
body present day stan-
dards and are most
suitable for use in cab-
ins, dining saloons,
etc.
These fixtures may
be furnished with or
without guard, water-
tight or non-water-
tight, with boxes for
open or conduit wir-
ing, and with clear or
frosted globes, as de-
sired. They are of
brass throughout, the
boxes being of natural
brass finish and the guards, where furnished, of dark
navy bronze finish.
Ceiling
Fixtures
-----------------------------------------------------------------------
Ceiling Fixture
Ceiling
and Angle
Pendants
For passageway, staterooms,
and other similar locations
where water-tightness is not
essential on board ship, small,
neat designs of pendant and
bracket fixtures are generally
used. These are made in a
large variety of arrangements
such as with one, two or
three lights, with or without
box for conduit wiring, with
plain or fluted base, and plain
or embossed box. These pendants are of brass through-
out, and are furnished with opal glass or ornamental
Ceiling Pendant
F. H. LOVELL & CO.. ARLINGTON. N. J.




1072
Lighting Appliances
Angle
Pendant
shades. They are finished in natural brass unless
otherwise specified, in which case any special finish
can be furnished.
Desk
Fixtures
|--|--|------------------------------------------------------------------
On many vessels the offi-
cers' quarters are equipped
with desk lights similar to the
fixture No. 845 illustrated.
This fixture has the additional
advantage of being a combina-
tion desk light and pendant or
bracket berth light. It is de-
tachable at the fork of the
arms for use as desired.
The desk fixtures are simi-
lar to the pendant type and are
manufactured in practically
the same variety of arrange-
ment or finish of shade.
Desk Fixture
“Lovell” Hand Portables are
Hand built water-tight or non-water.
tight and with flat or round
Portables wire guard. These portables
------- are strong and compact and can
be furnished to have parts in-
terchangeable with those of deck and bulkhead fixtures.
They are made of brass throughout, with bases finished
in natural brass, and guards of dark navy bronze.
Hand Portable
As Marine lighting fixtures
Lovell are water-tight, so must the
Water-Tight wiring be. For this purpose
Boxes the com p a ny manufactures
switch, junction and receptacle
boxes. These boxes are made
of brass or iron. The company recommends the
use of brass entirely and aims as far as possible to make
all fixtures of this metal, which insures small expense
on replacements and serves to eliminate loss through
corrosion from any action in the salt air. A general
line of iron boxes is manufactured for use where speci-
fied, at a slightly lower price than the brass boxes.
The interior fittings are usually made of porcelain
or molded composition. A rubber gasket is inserted
Water-Tight Receptacle
Water-Tight Switch
between the box and the cover, and all bosses are fur-
nished blank unless tapping is specified.
The great advantage in the design of the “Lovell”
switch is the small number of parts and the great sim-
plicity. To meet Navy requirements it is necessary to
construct this equipment using standard parts, all in-
terchangeable, and this feature has been extended to
the Lovell commercial line for the convenience of users.
Thus where it is necessary to dismantle boxes, the in-
terchangeability permits the replacing of small parts
without discarding the complete box.
The conduits or armored ca-
Stuffing ble used for wiring are lead
- through the decks and bulk-
Tubes heads and the ends are attached
to any connection through the
medium of water-tight tubes,
known as terminal and stuffing tubes. These tubes
can be furnished in varying lengths to suit the thick-
ness of the bulkhead or deck. Where stuffing box does
not fit over conduit, a hard rubber lining is furnished,
and suitable gaskets can also be furnished.
“Lovell” bulkhead stuffing tubes are built in sizes
(inside diameter of hard rubber lining) 7/16", 5'8",
13/16", 1%" and 15/16". Conduit stuffing tubes for
the following I. P. S. conduit: 4", 34", 1", 1%" and
1%".
Conduit Stuffing Tube
F. H. LOVELL & CO.. ARLINGTON. N. J.






1073
Ship's Lights—Cargo Reflectors
Side Light
----------- “Lovell” ship's running lights
Ship’s are made either of brass, cop-
Running per or galvanized sheet steel,
Lights and for the use of oil or electric
light, or for a combination of
- both. The finish of these
lights is either the polished natural metal of which
Anchor Light
they are made or what is known as “Navy Bronze.”
This is a steel color similar to a gun barrel.
The highest type of lights have a cut glass French
lens, others a very high grade pressed glass lens. In
all cases these lights are finished so as to be extremely
durable in salt air. These lights are all of the finest
construction, heavily and sturdily built to stand the
most severe service to which they could be subjected.
The completeness of the line of “Lovell” ship's lights
enables the company to furnish standard equipment to
outfit completely any type of vessel.
Cargo Reflector
-----------------------
": Cargo Reflectors are fur-
Cargo nished, fitted with wireless clus-
= ter with from two to eight lights
Reflectors as desired. These reflectors are
fitted with a substantially made
guard of 94" round rod with
clips at all crossings. The reflector body is made of
heavy galvanized sheet steel and can be made with
copper shell if desired. The finish is white enamel in-
side and black outside, the guard being of heavy rod,
finished navy bronze.
Catalog No. 500, issued by F. H. Lovell & Co., cov-
ers a most extensive line of watertight and steamtight
marine wiring and lighting appliances. This catalog
is sent on application.
--------------------------------------------------------------------
F. H. LOVELL & CO. ARLINGTON. N. J.





- 1074
Automatic Reclosing Circuit Breakers
Complete Auto-
matic Protection
of Direct Current
Circuits
-------------------------------------------------------------------------
The Automatic Reclosing Cir-
cuit Breaker, illustrated below,
was designed to control the re-
closing as well as the opening
of direct current circuits. It
therefore affords complete pro-
tection of the line after a short circuit or overload by
remaining open as long as the short circuit exists or
the rheostat is in the operating position and by reclos-
ing as soon as the load conditions are proper.
Type ARL Automatic Reclosing Circuit Breaker
The Automatic Reclosing Cir-
cuit Breaker is built in a num-
ber of sizes for circuits of vari-
ous capacities as listed below.
Sizes and
Construction
J B
/
* Nºt
*C.
Gº-O-yo
ſºſ,
TABLE OF CAPACITIES AND DIMENSIONS
Amº" Dimensions in Inches
Type 1– `_ Volts
yp Rating Min. Max A B C | ID | E | F | G | H
CRL 25 15 50 110,250,600 21 |16.1%|0 7%|4%|6%|6%
CIRL 50 25 | 100 110,250,600 21 |16.1% 0 7%|4 *|6%|6%
CRL 100 50 | 200 110,250,600|21 |16.1%|0 7%|4 %|6%|6%
CRL 150 75 || 3:00 110,250,600 21 |16.1%0 Zºº 4%|6%|6%
CRL 200 100 300 |110,250,600|21 |16.1%|0 7%|4%|6%|6%
CRL 300 200 500 110,250,600 21 |16.1%0 7:44.3% 57.86%
CRL 400 200 600 110,250,600|21 |16.1%;0 7%|4%|5%|6%
ARL 300 200 500 110,250,600 21 |16.1%|114 || 7 |4}4 |8344
ARL 400 250 600 110,250.600 21 |16.1%|134 || 7 ||4%|8344 s
ARL 600 400 900 110,250,600|21 |16.1%|2%. 8%|4}4 3%; º
ARL S00 600 | 1200 110,250,600 21 |16.1%|2%. 8%|4%|9%|3%
DRL | 1200 900 || 1soo 110,250,600 27 162 |3%|12 |5 |7%|3%
Dri, 2000 | 1200 3605 |tio.250.600 27 | 1612 |334|12 || 5 |7%|3%
LRL 3000 |2000 || 4500 110,250,600 36 162 || 6 |13%|4349 ſºlº
LRL | 4000 || 3000 6000 || 10,250.600 36 |162 |1%|13%|4% 9 %|5%
The operating and trip coils are completely housed
and protected in a cast iron frame which carries the
operating mechanism. The main current carrying con-
tacts are standard construction, consisting of laminated
copper brush, secondary copper to copper contacts, and
strong and substantial graphalloy contacts to make the
final break and rupture the arc. The breakers are
mounted on standard sized slate with 94 inch beveled
edges and black marine finish unless otherwise specified.
The Automatic Reclosing Cir-
Breaker consists essentially of
three coils: the operating coil
which closes the main contact
and holds the breaker closed;
Operation
the overload coil which causes
the breaker to open in case of an excessive current;
and the trip coil which releases the lockout and per-
mits the breaker to reclose. -
The breaker being held closed magnetically, will
open either in the event of voltage failure or by the
momentary opening of operating coil circuit which
will result from an overload or short circuit. Before
the trip coil can possibly act to reclose the circuit a
dash pot included in the reclosing mechanism pro-
vides a definite time interval during which the breaker
must remain open regardless of the cause of opening.
The circuits, coils, and contacts in the breaker are so
arranged that the breaker does not attempt to close
while a short circuit or overload of low resistance ex-
ists, but does close instantly and automatically upon
the removal of the short circuit or overload.
The breaker has three adjustments; an overload ad-
justment, a time interval adjustment, and a “dead
load” adjustment. It may be adjusted to open at a
certain value of current, remain open a definite time
interval, and then reclose when the load conditions
have become such that a current, not in excess of the
“dead load” setting of the breaker, will flow when the
breaker closes. For generator service, it may also be
adjusted to open and remain open by thermostats
which can be furnished to be placed on bearings.
". Type “H” Battery Charging
Switches are used in the charg-
ing circuit of a battery to pre-
vent the battery from discharg-
ing back into the source of sup-
ply in case the charging voltage
drops too low to maintain
the charging current.
They open automatically
when the charging current
falls to zero and reclose
automatically when the
voltage is restored to
normal value for charg-
ing the battery. The
opening of the switch de-
pends directly and posi-
tively upon the charging
current falling to zero.
These switches are fur-
nished for any standard
voltage and in capacities
of Io, 30, 50 and Ioo
amperes normal rating.
º
Automatic Re-
closing Battery
Charging Switches
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10 to
Type “H” Switch.
50 Amp. Size
AUTOMATIC RECLOSING CIRCUIT BREAKER COMPANY
COLUMBUS. OHIO





1075
Radio Equipment
-------------------------------------------------------------------------.
Radio equipment is required
by law on all vessels navigating
the ocean or the Great Lakes
and licensed to carry, or carry-
im; ing, fifty or more persons, in-
cluding passengers or crew, or
both. The advantages of having radio available is
now so generally recognized that practically all ves-
sels now being built, whether required by law or not,
are so equipped. Modern radio apparatus has reached
such a state of development that it is possible to con-
sider it just as much a part of the standard equipment
of a ship as the lighting plant or galley stove.
º
| -
|\º
| ºnnununuuuuuuuuuuuuuuuuuuuuuuuuuuuuu.
Radio
Equipment
'''"º
Cutting and Washington Ra-
dio Sets have been pronounced
by experts as the simplest and
most efficient on the market
and have been used on all types
of vessels from seaplanes to sub-
marines.
-
-
|
- Cutting and
-
- "I Washington Sets
-------------------------------------------------------------------------
": Standard sizes are 3/10
Sizes Built and KW, 1/2 KW and 2 Kw
- and power leads to the radio
Power Required room should have capacity for
approximately 700 watts, 1500
watts and 4000 watts, I IO-125
volt direct current respectively for the three sizes.
Special motor generators are required where I IO volt
direct current is not available.
innunununununununununununununununun
-------------------------------------------------------------------------
Illustrated on the following
page is a sketch showing the
minimum space required for a
2 KW set. For a 3/10 KW
or 1/2 KW almost the same
space is required, except that
for these two sizes it is necessary to provide an operat-
ing table at least two feet longer as the transmitter
rests on the table. The motor generator of the 3/10
KW is built in the panel and for the 1/2 KW the
motor generator can occupy any convenient space un-
der the table. The radio room may be as much
larger as desired, and frequently is combined with the
stateroom of the radio operator. The radio room
should be on the main deck, or near the chart room
in order to give as direct a lead-in from the antenna
as possible, and for easy communication with the
navigator.
Space Required
Radio Room
-----------------------------------------------------------------------
-------------------------------------------------------------------------
The Range depends on many
factors, some of the more im-
portant being as follows:
1. Power and efficiency of
mº the transmitting set.
2. The type and efficiency of
the receiving set at the stations to which messages
are Sent.
3. The properties of the antenna, height, length and
ground. (Wooden vessels should have a copper
ground on the hull below the water line.)
4. The character of the surface over which mes-
- Sages are sent.
2 K W Transmitter and Motor Generator 5. The time of day or night, winter or summer,
Range
CUTTING & WASHINGTON RADIO CORPORATION
6 AND 8 WEST 48th STREET, NEW YORK. N. Y.



1076
Radio Equipment
latitude, Atlantic or Pacific Ocean, and atmospheric
conditions generally.
6. The ability and efficiency of the operators at both
transmitting and receiving stations.
The table below gives approximately the daylight
range that may be expected from a 2 KW transmitter
on a steel ship with an antenna of the dimensions
given. Take one-half of these distances for the range
of a 1/2 KW and 2/5 for the 3/10 KW set. The
night range may be from two to five times the day-
light range, depending upon the usual conditions of
radio communication.
APPROXIMATE RANGE IN MILES FOR 2 K.W.
DAYLIGHT SENDING
- *
eight -
Feet Above Antenna Length in Feet.
Main Deck.
_|_50 |_60 || 70 || 80 || 90 || 100 || 110 || 120
40 200 220 240 260 280 300 || – -
50 240 260 300 || 320 340 || 360 – -
60 - 320 340 || 380 | 400 | 400 — -
70 - - 380 | 400 410 || 420 430 440
80 - - 420 || 430 440 || 450 460 || 480
90 - - — 450 || 480 500 500 500
100 - - - - 500 || 510 || 520 520
110 - - - - - 520 540 540
120 - - - - - – 550 550
For Special Conditions Communicate with the Manufacturers.
In selecting radio apparatus
the first thing to determine is
the size of set to be used and
the preceding table will be of
assistance, bearing in mind that
coastwise vessels rarely need a
daylight range of more than one hundred fifty miles
and transoceanic ships of more than 300 miles. After
the size of the set has been decided upon, the particu-
lar characteristics of the radio set should be considered
and following are some of the features of Cutting &
Washington sets which have made them so deservedly
popular.
Selection of
Apparatus
-----------------------------------------------------------------------
-
Cu t t in g & Washington
radio sets have fewer parts than
those of any other manufac-
ture. There are no critical ad-
justments and few of any kind
to make. Anyone who knows
the code can operate them.
Simplicity
------------------------------------------------------------------
-------------------------------------------------------------------------
The experience of all users is
well summed up by quoting
from a letter from one user,
-- - -
the set has now been in service
for about ten months and it is
entirely satisfactory and during
the above period it has always been in operation.”
Reliability
|------------------------------------------------------------------------
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Cu t t in g & Washington
radio sets will operate through
a wider range of ship's voltage
than any other set made with-
out the note breaking. The dis-
tinctive 500 cycle musical note,
characteristic of our sets alone, carries through in-
terference that would be impossible for many sets.
Taking into account all of the factors of design, con-
struction and operation it is safe to assert that they are
the most efficient sets obtainable.
Efficiency
-------------------------------------------------------------------------
------------------------------------------------------------------------
Operating on the impact ex-
citation principle with gap volt-
age of 250 as compared with
8,000 to 20,000 of ordinary
quench sets, it is easily under-
stood that greater safety is ob-
tained and lacking the flashing and crackling of the
ordinary spark sets are practically noiseless, which
contributes to a secrecy most desirable.
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Quietness
and Safety
It has been customary, until
the advent of Cutting &
Washington sets, for ship
owners to pay large sums an-
nually for the maintenance of
radio sets. There is no more
reason to pay for maintenance of Cutting and Wash-
ington radio sets than to do so for a ship's dynamo,
for the average cost has not exceeded five dollars per
year per ship, covering a period of several years. The
accounting for messages sent or received is a simple
Maintenance
and Service
5umunuuuuuuuuuuuuuuuuuuuuuuuuuuuuuun,
matter.
I k
‘s occoooo. |
---
-H Hºt ! º
º
s
|
§
—y-–––-
Q
ſu
–º
Plan View.
k——ſº-->
G.6% Aghfning
|--
Transm/##er- Jºwifth
i.
§
A/7fenna 7-ansfer
| 5%h
Areceiver | Hº Aey
| *htHº ºn
Hº-
-
-
:
|-| -
-
Genera for
1.34
H-2 /#–
s
|
Minimum Space Required for Radio Room,
2 K W Cutting & Washington Set
Elzvation.
CUTTING & WASHINGTON RADIO CORPORATION
6 AND 8 WEST 48th STREET, NEW YORK. N. Y.








1077
Electrose Insulators 1,000 to 1,000,000 Volts
º s -
º -- º
- - |-- -
| ---
U. S. S. South Carolina Leading Two Divisions—
Electrose Equipped
line from falling, even though the Electrose insulation
becomes injured or totally destroyed. This type can
also be furnished without imbedded rod.
- -
sº.
- º
* Both the “Strain.” and the
U. S. S. New Mexico–Electrose Equipped Disc Strain and - “Suspension” types of Insula-
Electrose Insulators are Suspension tors consist of insulating discs
S - = - - - - -
El standard with the United Insulators = º . º:
ectrose ------- É # terminals at each end to permit
S tates Navy and Army and --------------------------------------------------------------------- - - p
Insulators connecting any number together
wireless telegraph and telephone
companies. Electrose is made
- up in a number of grades for
various requirements, each grade possessing special
characteristics. Electrose insulators are the best in the
world for high frequency currents, power and trans-
mission circuits.
in series long enough to provide the desired insulation.
The series is often graded from a large insulator at the
conductor to a smaller one at
the support, thus reducing
the weight and at the same
time increasing the dielectric
qualities of the series.
Rod Type Strain Insulators
are made up in various sizes.
The terminals are riveted to a
fibre rod hermetically imbedded
in the Electrose. Different
styles of terminals can also be
provided. This form of construction prevents the
©3.23
Rod Type Strain
Insulators
©-ºl'ſſº-O
No. 9302. A No. 9351
No. 4518
Rod Type Strain Insulators Disc Strain and Suspension Insulators
ROD TYPE AND DISC STRAIN AND SUSPENSION INSULATORS
Length Opening Overall Breaking Mechanical Electrical Electrical Test Voltage Net Weight
Number Diameter of Body of Eye Length Strength Test Value Dry Value Rain Line Dry Each
in inches in inches in inches in inches in pounds in pounds in volts in volts Voltage in volts in pounds
4507 1% 7 53 10% 2,000 1,000 90,000 55,000 22,000 60,000 1
4514 1% 12 +: 15% 3,000 1,500 ,000 80,000 33,000 10,000 1%
4517 2 18 1 22 5,000 2,500 185,000 100,000 44,000 12,000 3%
4518 2 18 1 22 6,000 3,000 185,000 100,000 44,000 12,000 #:
1.65 7% 3% 114x1% 10.5% 20,000 10,000 85,000 55,000 25,000 55,000 734
157 7 3 1%x1% 10% 14,000 7,000 75,000 40,000 13,000 50,000 6
93.02-A 10 3% 114x1% 91% 20,000 10,000 100,000 55,000 25,000 75,000 11
9351 Made up of 9301-A, 9302-A, 9303-A and clamp 30}; 20,000 10,000 270,000 150,000 66,000 180,000 36
ELECTROSE MFG. CO., BROOKLYN. N. Y. AMERICA













1078
Electrose Insulators 1,000 to 1,000,000 Volts
- - -
U. S. S. K-2, Electrose Equip
ped
The Electrose Manufactur-
Electrose ing Company make Disc Strain
Standard and Suspension Line Insulators,
Products Pin Type Line Insulators, In-
sulator Pins, “Safety Strain.”
In sula to r s , Disc Hood, 2 AAA
Thimble and Rod Type Strain Insulators, Spool and 㺠===
Bracket-Arm Strain Insulators, Roof Barrier and
Wall Bushings and Insulated Connectors, Single and
Multi-Part Plain and Locking, Water and Gas Tight,
Bushings and Insulated Connectors, Bus-Bar Insu-
lators, Insulating Supports and Pedestals, Arc Lamp
Insulators, Insulating Knobs and Handles, Insulat-
ing Sheets, Tubes and Rods, etc.
Also, Electrose Railway Overhead, Surface and
Underground Line Insulators: Safety and other types
of Strain Insulators, Brooklyn Strain Insulators, In-
sulated Turn-Buckles, etc. A complete line always car-
ried in stock.
Electrose Insulation (certain grades) is recognized
as the best obtainable for use in connection with in-
sulating parts for Radio Work, Ignition Service for
Automobiles, Aeroplanes, Motor Boats, etc.
Electrose Insulation for ignition parts: Distribu-
tor Blocks, Discs Switch Bases, Spools, Brush Hold-
ers, Knobs, Handles, etc.
Insulators and insulating parts and devices of spe-
cial size and forms, designed and made to order.
No. 6277"
Insulating Bushing
No. 6815
-
-
º
-
|
(New Type) No. 10 (Old Type) No. 7724 No. 6030
No. 10
Safety Strain Insulators Insulated Connector Insulating Bushing
SAFETY STRAIN INSULATORS
Length Opening Overall Breaking Mechanical Electrical Electrical Test Net Weight
Number Diameter of Body of Eye Length Strength Test Value Dry Value Dry Woltage Line *Each
in inches in inches in inches in inches in pounds in pounds in volts in volts Dry Woltage in pounds
- in volts
2 214 134 1x53 41% 7,000 4,000 12,000 7,000 5.000 2,500 %
7 31% 25% 1x34 514 10,000 6,000 25,000 12,000 10,000 6,600 1%
14 5 2% %xłł 514 10,000 6,000 25,000 15,000 15.000 6.600 #
10 New Type 4 3 1%x% 7+? 20,000 10,000 45,000 25,000 20.000 11,000 3%
10 Old Type 4 4 ºr 1*.x7% 8 ºr 20,000 10,000 40,000 20,000 15,000 11.000 4%
CONNECTORS AND BUSHINGS
Number Diameter of º § Electrical Value Dry Test Puncture
um y n alue Ra1n in Wolts Value Tested to Line Woltage Net Weight
in inches in inches ºº } Upper End Lower End in oil Each in pounds
7724 6 41 190,000 235,000 110,000 250,000 volts 85,000 volts 66,000 75
Electrical Electrical Electrical
Walue Rain Value Dry Value Dry
Test Outside Test Outside Test Inside
End End
6030 7 33% 130,000 180,000 130,000 180,000 “ 130,000 “ 66,000 65
6277 2% 9% 35,000 60,000 45,000 90,000 “ 45,000 “ 11,000 2%
6815 1% 6% 20,000 50,000 20.000 85,000 “ 20,000 “ 6,600 2
ELECTRose MFG. Co., BROOKLYN. N. Y. AMERICA












1079
Marine Storage Batteries
------------------------------------------------------------------------
The Edison Stor-
age Battery in
As lights or emergency wire-
less apparatus may be required
on a ship at any time during the
day or night, there must be al-
ways at hand some constant and
dependable source of electric
current. The Edison Nickel-Iron-Alkaline Storage Bat-
tery meets this situation and at the same time overcomes
the weaknesses of the older types of storage batteries.
Wireless Telegraph
Apparatus demands reli-
ability of the highest or-
der. Emergency apparatus
must be available that will
enable the operator to ob-
tain full power instantly
for operating the radio
equipment.
The Edison Storage
Battery has met the exac-
tions of marine auxiliary
wireless service
closely than any
- source of power.
Edison Batteries do not require
the attention of experienced bat-
tery men to carry out an elaborate
system of inspection and mainte-
nance. The operating rules are
few and simple.
The Edison Storage Battery is
built entirely of steel, is practically
unbreakable and is so constructed
that it can be tipped to an angle of
45 degrees without spilling the
electrolyte. Should the solution
be spilled it is harmless, and as it
contains no acid, the metal fasten-
ings of the hull will not be affected
if the liquid runs into the bilge.
Wireless Service
---------------------------------------------------------------------
nn O I e
Tvnical Wirel
ypical Wireless other
Installation
The Merchants and Miners Transportation Com-
pany, the United Fruit Company, the Standard Oil
Company and many other large Steamship Companies
are using Edison Storage Batteries exclusively
for auxiliary lighting and emergency wireless
purposes.
Tray of Edison Cells
| Used in Ship-
yards for Trucks
and Tractors
Trucks and Tractors equipped
with Edison Storage Batteries
are widely used in shipyards for
carrying parts from one shop to
another, and on docks for load-
ing and unloading vessels. The
superiority of these trucks over man-power is demon-
strated daily in thousands of installations.
Storage battery trucks are built to withstand hard
usage. What about the storage batteries? Obviously
a storage battery
built throughout of
steel — steel plates,
steel poles, steel con-
tainer — and having
nothing about it to
break or crack is the
logical battery for
this service.
With no regular
plate renewals, no
broken p a r ts, no
cracked containers,
and no ordinary ac-
Edison Trucks in Shipyard
cident that will put the battery out
of commission, the Edison Storage
Battery gives continuous and un-
interrupted service. -
Edison Storage Batteries have
the highest Service Factor. They
will operate every working day at
IOO per cent capacity and do a
full day's work each day.” This
indicates the reason why Edison
Storage Batteries have been speci-
fied for thousands of electric
trucks and tractors.
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Distributors are located in
New York, Boston, Philadel-
phia, Cleveland, Chicago, New
Orleans, San Francisco and
Seattle. The General Distrib-
utor for New York City and
Vicinity is the Smith-Meeker Engineering Co., 123
Liberty St., New York City.
Distributors
------------------------------------------------------------------------
#
DATA AND TRAY DIMENSIONS OF EDISON STORAGE BATTERIES
Type of Cell (letters denote size of plate,
figures denote number of positive
plates) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B1H B2 B4 B6 A4 A5 A6 As A10 A12
Rated capacity, ampere-hours....... 18.75 37.5 75 112.5 150 187.5 225 300 375 450
Average discharge voltage per cell.. 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2 1.2
Rate of charge, amperes for 7 hours. 3.75 7.5 15 22.5 30 37.5 45 60 75 90
Normal rate of discharge, amperes.. 3.75 7.5 15 22.5 30 37.5 45 60 75 90
Weight of single cell, pounds....... 4.9 4.7 7.5 10.8 13.9 16.7 19.4 27.2 33.3 41.3
Weight per cell, in trays, pounds... 5.7 5.4 S.3 11.7 15.3 1S.1 20.9 29.5 36.2 44.S
Overall Tray Dimensions, in Inches
Width of tray. . . . . . . . . . . . . . . . . . . . . 6% 6% 6% 6% 61% 6% 61% 6% 734 9
Height over all (filler cap closed). . 11% 9% 9% 9% 14% 14% 14% 14% 1434 15%
Height over all (filler cap open).... 12% 10% 10% 10% 16 16 16 16% 16% 17
Length of trays: 1 cell tray. . . . . . . . 3% §ſ. 4. 53s 4% 514 5% 714 || 7.1% 7%
2 ** “ . . . . . . . . 5 5 | 738 ... 7. 9 10 12% 13% 13%
3 * " . . . . . . . . 6% 67s 10% 13% 1078 1234 14% 18% 1912 19%
4 “ " . . . . . . . . 87s 8% 13% 1814 14 16% 18% 24% 25.7% 2573
5 * " . . . . . . . . . 10% 10% 16% 22% 17.1% 20 22% 29% 3214 3214
6 * * " . . . . . . . . 12% 12% 1979 26% 2014 23% 27% 36 . . . . . . . . . . . . .
7 “ “ . . . . . . . . 14% 14% 23 3114 314 28% 3: 41% - - - - - - - - - - - - -
S " . . . . . . . . 16% 16% 26 35% 2714 3214 3614 47% . . . . . . . . . . . .
9. “ " . . . . . . . . 1814, 18.1% 29% 397% 30% 36 41% 53% . . . . . . . . . . . . . .
10 “ “ . . . . . . . . | 20% 20% 3.27% 44.1% 3314 40% 45% . . . . . . . . . . . . . . . . . . . .
11 ‘‘ “ . . . . . . . . | 2214 22% 36 . . . . . . 36% 43% . . . . . . . . . . . . . . . . . . . . . . . . . . .
12 “ " . . . . . . . . 24% 24%. , 39 . . . . . . 40% . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EDISON STORAGE BATTERY CO.
ORANGE. N. J.



1080
Engine Room Telegraphs
Single Dial
Engine
Transmitter
----------------------------------------------------------------------
Single Dial Reply
Engine Transmitter
with Engine Room
Single Dial Engine Trans-
mitters are made in standard
sizes, as shown in the table be-
low, either of the “Reply” or
“Non-Reply” type, and with
Automatic Direction Tell-Tale
Pointer if required.
These Transmitters are made
entirely of polished brass with oil
lamp, combined oil and electric
lamp, or both oil and electric
lamps; polished brass head on cast
iron pillar; and cast iron head and
pillar, with brass front rim and
brass lever handle.
The Indicators are made in
standard sizes, as shown in the ta-
ble below, either of the “Reply.”
or “Non-Reply” type, fitted with
loud-sounding gong. When re-
quired they are made with Du-
plex Gongs, having a deep tone
for “Ahead” and a shrill tone for
“Astern” orders, and also with
Automatic Reply Pointer actuated
from the weigh shaft.
All our instruments are of first
class workmanship and - finish
throughout, being made by a staff
of thoroughly qualified workmen,
and are guaranteed against defec-
tive material or faulty construc-
tion for a period of 12 months
from date of delivery. We will
replace, free of cost, any part or
parts, which may prove defective
Double Dial
Engine
mitters are
Transmitters
Automatic
Tell-Tale Pointer if required.
These Transmitters are made
entirely of polished brass with oil
lamp, combined oil and electric
lamp, or both oil and electric
lamps; polished brass head on cast
iron pillar; and cast iron head
and pillar with brass front rim
and brass lever handle.
The Indicators are made in
standard sizes, as shown in the ta-
ble below, either of the “Reply.”
or “Non-Reply” type, fitted with
loud-sounding gong. When re-
quired, they are made with Du-
plex Gongs, having a deep tone
for “Ahead” and a shrill tone for
“Astern” orders, and also with
Automatic Reply Pointer actuated
from weigh shaft.
All our instruments are of first
class workmanship and finish
throughout.
When sending inquiries for
Telegraphs, give the approximate
size of dial required, and, if pos-
sible, also state number of angles
in the lead, together with the ap-
proximate length of lead, as this
enables us to send in accurate
quotations and also to supply the
Double Dial Engine Trans-
made in standard
sizes, as shown in the table be-
low, either of the “Reply.” or
“Non-Reply” type, and with
Engine Direction
Double Dial Reply
Engine Transmitter
with Engine Room
Indicator during that time. exact quantity of fittings required. Indicator
TRANSMITTERS TRANSMITTERS
Visible Diameter Diameter Height from Base Visible Diameter diameter height from Base
of Dial over Rim to Top of Head of Dial over Rim to Top of Head
in inches in inches in inches in inches in inches in inches
6 7% 28 6 7% 28
7 8% 3O 7 8% 30
8 9% 39 8 9% 39
9 Io94 42 9 Iož 42
IO 11% 43 IO II 2 43
II 12% 45 II 12% 45
I2 I4 46 I2 I4 46
I4 I6 46 I4 16 46
I6 18% 46 I6 18% 46
18 20% 46 18 20% 46
2O 23 46 2O 23 46
INDICATORS INDICATORS
Visible Diameter Diameter over Visible Diameter Diameter over
of Dial im of Dial Rim
in inches in inches in inches in inches
9 II - 9 II
II I3 II I3
I2 I4 I2 I4.
I4 I6 I4 16
16 18 16 18
18 2O 18 2O
22 24 22 24
24 27 24 27
A. ROBINSON & CO., INC., 164 EMMET ST, NEWARK, N. J.



1081
ſ Chadburn Ship Telegraphs
More than 200 years ago the
Chadb original Chadburn plant was
E d ourn established, at Liverpool, Eng-
xperience land, for the manufacture of va-
rious types of instruments.
Chadburn ship instruments are
the development of over 50 years experience in this
type of work.
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The Bridge Transmitters are
of cast brass with bright finish
and with pointers protected by
plate glass. They are arranged
for illumination by either oil or
electric lights and all patterns
can be furnished with hand reply or non-reply.
The receiving
Construction of
Standard Ship
Telegraphs
-----------------------------------------------------------------------
During this time
many special fea-
tures have been
developed which
make these in-
Struments dis-
tinctive—the rec-
ognized standard
of quality.
Chadburn Ship
Telegraphs, for
example, are in-
stalled in more
than 12,000 ves-
sels, for mer-
chant, n a v a 1,
indicators have
enameled dials
with pointer pro-
tected by plate
glass and can be
furnished with
single bell or du-
plex gong. All
engine telegraphs
can be fitted
with automatic
direction tell-
tales, and steering
telegraphs have
an auto m a tic
reply from the
and, in fact,
every type of
service. This fact
demonstrates the wide use and satisfactory service of
Chadburn instruments.
- ----- # The Chadburn Ship Tele-
- H graph Company of America, in-
Manufacturing # corporated in New York State,
Facilities =
manufactures high grade ship
equipment of the Chadburn de-
sign and workmanship through-
out. The plant, at Troy, N. Y., is building ship tele-
graphs, engine counters, and other types of ship equip-
ment for mercantile service, as well as many special
instruments for the United States Navy.
The complete equipment and convenient location of
the factory insure prompt deliveries. Where desired,
the installation work can be handled entirely by the
Chadburn Company.
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It is particularly necessary
that Ships' Telegraphs be abso-
lutely and unquestionably trust-
worthy. Upon the faithful trans-
mission of orders from the
bridge to the engine room de-
pends the engineer's prompt obedience to the master's
manoeuvering instructions. Failure to record these in-
structions correctly, for any reason, may endanger the
safety of the entire ship, its passengers and cargo.
The Chadburn Standard Ship Telegraph was de-
signed by experienced engineers, recognizing its im-
portance as a part of the ship's equipment. No efforts
have been spared to make it the best on the market.
The many thousands of vessels of all types, fitted with
the highest grade of Chadburn Ship Telegraph, are by
its use safeguarded to a degree which fully justifies the
installation of only one grade of ship telegraph—the
best.
The Standard Chadburn Ship Telegraph is recom-
mended for every installation as the highest grade in-
strument obtainable.
Dependability
of Chadburn
Ship Telegraphs
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The Chadburn Plant at Troy, N. Y.
ru d d e r head.
Dials may be
made with special
orders to suit requirements in any language.
The transmission system, as well as the transmitter
and indicator, has been developed to a point of utmost
reliability and is most simply and sturdily constructed.
The wires, chains, pulleys and brackets are all of ample
strength and arranged for maximum ease of operation
as well as dependability.
These instruments can be fitted on board complete,
including all connections, wire, chain, pulleys, etc., or
furnished packed for shipment.
--- The “Liberty Five” Ship
= The Telegraph has been developed
“Liberty Five”
Ship Telegraph
to meet the demand for a com-
paratively low priced instru-
ment. As a working proposi-
tion, this telegraph is quite as
good as the Chadburn Standard type, the interior me-
chanism and transmission system being exactly the
same. By the omission of certain exterior features,
however, the “Liberty Five” can be furnished at an
extremely moderate price. ...
Where a ship telegraph of the utmost dependability
is desired, at low cost, the “Liberty Five” is recom-
mended.
–
tº- "". The Chadburn Sihp Tele-
For Naval and H graph Company of America
Large Merchant manufactures a new rod and
- Vessels bevel gear pattern of ship tele-
graph which is now fitted to all
- vessels on the active list of the
British Navy. This type is also adapted for use on the
larger ships of the Merchant Marine.
These telegraphs are arranged for engine room,
stokehold, and steering orders. They contain many
exclusive features which make for rapid, convenient
and positive transmission of orders, and completely
eliminate errors or ambiguities.
CHADBURN SHIP TELEGRAPH CO. OF AMERICA
TROY, NEW YORK

1082
Chadburn Ship Telegraphs
The transmitter is arranged so that the wheel handle
makes one complete revo-
lution for each change or
order. The pointer of the
receiving dial is actuated
by a mechanism which
causes it to rest only at
the center of each order.
The gearing is arranged so
that all backlash and
spring is taken up during
that portion of the wheel
handle revolution in which
the pointer is not being
moved. The increased
leverage of this system
makes it possible to put
the telegraph over from
“full speed ahead” to
“full speed astern” in
three seconds.
A further improvement
consists in the system of
ball bearing brackets of
special design which sup-
ports the hollow steel
shafting, permitting the
shaft to adapt itself to
variations which may take
place in the structure of
the vessel. In large ves-
sels this feature is par-
ticularly valuable. It in-
sures absolute rigidity to
torsional stresses and com-
plete correspondence be-
tween transmitter and re-
ceiver. At the same time
the connection is flexible
and works very easily.
TELEGRaº-co
-F -----a --
hoy, N.Y.
Liberty Five
Ship Telegraph
The dimensions of the Chad-
burn Standard Ship Telegraph
vary somewhat with pat-
tern and size of telegraph, the
following being approximate
and intended to serve only as a
Sizes of Chad-
burn Standard
Ship Telegraphs
guide.
Diameter of base—12". Overall height—4'-15s".
Overall width, including light—I'-33%". Shipping
weight—IOO to 200 lbs.
All patterns of the Chadburn Standard Ship Tele-
graph are made in ten standard sizes with dials hav-
ing outside diameter as follows:
Size No. 1 2 3 4 5 6 7 8 9 IO
Transmitter . . 18" 16" 13" 12" 11" Io" 9" 8" 7" 6"
Indicator . . . .21" 21" 18" 18" 14" 14" IO" Io" 7" 6"
Chadburn Standard Ship Tele-
graphs for Mercantile Service
can be arranged for placement
and operation as follows, con-
nections being made by chain
and wire:–
For Single Engine Telegraphs—
Patterns of
Chadburn -
Ship Telegraphs
Transmit t e r s on
Bridge.
Receiving Dial in
Engine Room.
For Multiple Engine
Telegraphs—
Transmitters on
Deck or Bridge with
multiple dials for
engines.
Receiving Dial in
Engine Room with
different tone gong
for each engine.
For Stokehold Tele-
graphs—
Transmitters in En-
gine Room.
Receiving Dials in
Boiler Room.
For Steering Tele-
graphs—
Transmitters on
Bridge with automa-
tic rudder indicator.
Receiving Dials at
Helmsman's Station
with low tone gong
for starboard and
high tone gong for
port.
F or Docking Tele-
graphs—
Transmitters on
Bridge.
Receiving Dials on
Forecastle and Poop.
For Look-Out Tele-
graphs—
Transmitting a n d
Receiving Dials on
Bridge.
Receiving Dials at
Forecastle-head or
Crow's nest.
Special designs and
arangem ent s, to
meet any require-
ments, can be developed and manufactured.
Chadburn Standard
Ship Telegraph
The Chadburn Engine Revo-
lution Counter is of special pat-
ented construction and has been
installed in more than 2,000
vessels. The counter may be
made for either reciprocating or
rotary drive, to register in either one or both directions
of rotation, and with working lever set at either end
of the spindle. Either six or seven figures may be
furnished, and all the number wheels may readily be
Set at Zero.
Chadburn Speed Indicators may also be furnished
with dials in the engine room or on the bridge indicat-
ing the speed of the main shaft in revolutions per
minute and also the direction in which the engines are
running.
Revolution
Counters and
Speed Indicators i
-------------------------- |--|--|--|--|--|--|--|--|--|--|--|--|--|--|--
CHADBURN SHIP TELEGRAPH CO. OF AMERICA
TROY, NEW YORK


1083
Screens–Steering Wheels
º
Clear View Screen
Mounted in Wheel House
The Kent-Chadburn Clear
View Screen provides a look-
out window through which a
permanently clear vision may be
obtained, in spite of spray, rain
or snow. Every navigator
knows the difficulty of using binoculars in bad weather.
Behind an ordinary window they are frequently use-
less because of rain or spray on the pane. In the open
the lenses rapidly become obscured by rain or spray.
Under the worst weather conditions the Kent-Chad-
burn Clear View Screen provides a continuously clear
vision, either with the naked eye or with glasses.
---------------------------------------------------------------------
Clear View Screen
Mounted in Hood
------------------------------
Insuring Clear
Vision at Sea =
-----------------------------------------
The apparatus consists of an
11-inch glass disc which re-
volves rapidly in its own plane
on a central bearing, being
driven by a small electric mo-
tor. This rotation throws off
instantly any rain, spray or snow, maintaining perfect
transparency.
No loss of light or definition is occasioned by the
disc until an angle of about sixty degrees on either side
is reached. The clearance between disc and frame is
so formed that it is impossible for rain or spray to
drive through.
Construction of
Clear View
Screens
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Kent-Chadburn Clear
View Screen is made in two
types, as illustrated. One type
is mounted in a rectangular
frame which can be fitted in
place of the existing window in
the wheel house or other shelter. The other type is
mounted in a special, revolving hood, suitable for use
in any position on the bridge, forecastle-head, etc.
The hood pattern screen can also be supplied, if
desired, with a bearing indicator or pelorus.
The Kent-Chadburn Clear
View Screen is of equally great
Types of Clear
View Screens
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------------------------------------------------------------------------
Wide Use of
Clear View service on small craft and big
Screens # ships. It is being used on ves-
in ºn sels of every type, from a 55-
foot motor boat to a 46,000
ton liner. Large numbers of freighters are now being
fitted with the window type.
The following are some of the liners equipped,
most of them carrying both the hood and window
types:—Mauretania, Aquitania, Cennania, Orduna,
Caronia, Olympic, Celtic, Cedric, Baltic, Adriatic,
Belgic, Megantic, Empress of France, Lapland, Re-
gina, Snowdrop, Rexmore.
The Kent-Chadburn Clear View Screen can be fitted
to any vessel. Full details supplied or demonstration
given on request.
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Chadburn
Steering Wheels
The Chadburn Steer in g
Wheels are of the most im-
proved design and the best ma-
terial and work man ship
throughout. The stand is a
heavy, polished brass casting of
graceful shape and supporting the steering head which
is arranged for illumination by electric or oil light.
The steering wheel is placed at a convenient height,
and is built up of high grade wood, handsomely
finished.
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Chadburn Steering Wheel
CHADBURN SHIP TELEGRAPH CO. OF AMERICA
TROY, NEW YORK





1084
Binoculars—Binnacles—Sounding Machines
-it-in-in-tº- -
Chadburn
Hezzanith
Binoculars
These binoculars, as
illustrated, are of
high power with large
and very bright fields,
providing cle a r and
sharp definition of ob-
jects, and each glass is
thoroughly tested and
certified before leaving
the works. The con-
struction is of the best throughout and particularly
strong to stand every-day use.
Chadburn-Hezzanith
Binoculars
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The Bassnett Sounder is a
“Bassnett” perfectly reliable and widely
H Sounding used instrument made by the
Machines patentees, who have had more
than 50 years' of experience in
the manufacture of Sounding
T-------------------------------------------------------------------
Bassnet Sounding Machine
Machines. Each tube is tested separately and the
scale engraved to suit it. This is done even though
half the cost of manufacture could be saved by en-
graving tubes to a standard, as it is impossible to make
two tubes with identical capacities. The process used
absolutely insures accuracy and more than warrants
the additional cost.
The winch has a wrought iron stand, malleable de-
tachable handles, steel spindle keyed to the wheel, hard
brass bearings, and a rope brake which when worn
can be replaced from the ship's stores, and which is
the most efficient brake possible.
The wire line is heavily galvanized, and strong
enough to bear a strain several times greater than it
will ever have to stand when sounding. The sinker is
specially designed to sink rapidly and to offer the
least resistance when hauled in.
º
T-
Chadburn Binnacle
-------------------------------------------------------------------------
Chadburn
Binnacles
Chadburn Binnacles can be
supplied either with teak stand
or brass column. The same high
quality of design and workman-
ship is found in these instru-
ments as in all Chadburn ship
equipment. The binnacles are supplied completely
equipped with compass and card, oil lamps, etc., and
with every feature necessary for accuracy and con-
venience of reading.
Full details regarding Chadburn Binnacles will be
supplied on request.
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CHADBURN SHIP TELEGRAPH CO. OF AMERICA
TROY, NEW YORK



1085
The McNab Marine Appliances
The McNab Direction In-
dicator when installed on the
Bridge, Pilot House or where-
ever desired, shows by night on
day the actual speed at which
the engines are turning in either
the “ahead” or “astern” direction, in fact, it places
the Navigating Officer and the Engineer so close to-
The McNab “Logometer” is a triple instrument,
contained within a single IO-inch diameter polished
brass case. The information given by the McNab
“Logometer” is as follows:
1st Direction Ahead and Astern of propeller shaft.
2nd Speed in revolutions per minute of propeller
shaft.
Engine
Movements on
the Bridge
birection indicator
ASTERN
-------
-------
ºr
72.463TAS
Revolutions
------
---
--was co-
---
---
McNab Direction Indicator McNab Engine Logometer
3rd The total number of revolutions the propeller -
shaft has made.
The McNab “Logometer” is built like a marine
engine, but has the accuracy of a delicate instrument
of fine precision.
gether that the one cannot make a mistake without the
other's instant knowledge.
So great has been the demand for McNab Direc-
tion Indicators that 95% of American tonnage has this
installation, as well as many hundreds of ships through-
out Continental Europe and the Far East.
We are familiar with the
Willett Bruce
Engine
Revolutions in
Chart Room
erates the Counter.
McNab Engine
Room Logometer
for Turbine Units
ºr
mºnas
Hundreds of these Counters
have been installed on the ves-
sels of the new American Mer-
cantile Marine. A single line
of piping from our Bridge Di-
rection Indicator installation op-
By its use, the Navigating Officer can at all times
see in the Chart Room every revolution which the pro-
peller shaft has made.
valuable for Dead Reckoning.
The McNab Counter is in-
------ counter
---
McNab Pneumatic Counter
So successful was the opera-
tion of the “Logometer” that
approximately four hundred
(4OO) installations were made
during 1919 in the Engine
Rooms of vessels equipped with
turbine propelling units.
feeble response which the lan-
yard operated whistle makes,
the result being a shower of
water accompanied by a thin
intermittent sound which great-
ly adds to the anxiety and risk during foggy or heavy
weather.
The Willett Bruce
Automatic Steamship
Whistle Control has
eliminated all the old
time faults and incor-
porated the following
advantages:
1. Clear and distinct
blasts.
2. Instantaneous ac-
tion.
3. Complete drain-
age of whistle pipe.
4. No v a 1 ve
whistle itself.
5. No clockwork in
its construction.
6. Valve on
where accessible.
7. Automatic control
for fog signalling.
Steamship
Whistle Control
a
On
deck
8. Electric control Steamship whistle control
for Helm and Morse
Signalling.
9. Hand Lanyard control as standby.
Many hundreds of vessels equipped throughout the
world.
THE MCNAB COMPANY
BRIDGEPORT. CONN. U. S. A.











1086
Marine Telephone and Signal Equipment
----------------------------------------------------------------------
The Klaxophone is a Loud
The Speaking Telephone. It repro-
s Kl l duces the normal voice of the
i axophone speaker so loudly and so clearly
that transmitted messages can
be heard and understood per-
fectly at a distance of three to ten feet from the instru-
ment without the use of ear receivers.
-------------------------------------------------------------------------
On board ships Klaxophones
are used for general communi-
cation between the captain's
room and the chief engineer's
room, bridge and engine room,
between bridge and lookout
stations, between bridge and gunfire control stations
and between bridge and after bridge (for docking,
etc.).
---------------------------------------------------------------------
Applications
Mar in e Klaxophones are
built in accordance with U. S.
Navy Specifications and are ap-
proved by the Bureau of Steam
Engineering. They are made
to withstand the roughest usage.
The housings are watertight and are made of heavy
B E composition. They form conduit connecting
boxes which are tapped, standard pipe sizes. The tele-
Specifications
,-------------------------------------------------------------------------
phones are furnished in a durable dull black finish.
Klaxophone
The instruments are adapted for ten or twenty volt
storage or dry battery circuits and can be energized
also from a motor generator with the addition of im-
pedance coils and condensers. The current consumption
of the instruments ranges between 200 and 500 milliam-
peres. When the telephones are not in use no current
is consumed. Klaxophone Systems are made to operate
from 2 to 8 stations.
--------------------------------------------------------------------------
The
Klaxon Horn
- A powerful, penetrating, un-
mistakable note makes the
Klaxon Horn an unfailing sig-
nal. Its saw-tooth note cuts
through practically any noise
and makes itself instantly heard
and recognized—instantly obeyed. It can be heard
at a distance of from a quarter of a mile to a mile.
On board ships Klaxon
Horns are used for sounding
fire alarms, code calls and hoist
signals. In shipyards Klaxons
are used as warning signals on
cranes, and on other moving
machinery, as signals and as fire alarms.
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Applications
Klaxon Horns meet all U. S.
Navy specifications and are ap-
proved by the Bureau of Steam
Engineering. The instruments
are waterproof and are of un-
usually rugged construction.
black or red enamel finish. The
Specifications
They may be had in
Klaxon Horn
cases are made of cast iron. All current carrying parts
are enclosed in waterproof terminal housings which
form conduit connecting boxes tapped for three-quarter-
inch pipe.
The horns are furnished for operation on standard
voltages from 6 to 230 volts D.C. and 12 to 440 volts
A.C. The watt consumption of D.C. Horns is 50
watts—A.C. Horns 95 watts.
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The Klaxocator System is a
system for locating promptly
any important man in a ship-
yard or on board a ship. It
eliminates the wasting of time
in hunting for men. It makes
every one instantly available at any time.
The
Klaxocator
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Klaxocator
The system consists of a Klaxocator and a number
of electric signals placed so that when sounded they are
heard in every part of a shipyard or a ship. Signals of
varying sound volume and of different tone qualities,
such as bells, gongs, buzzers, chime bells, etc., can be
furnished. The Klaxocator automatically operates
these signals in such a manner as to sound various code
signals.
Each important man is assigned a number corre-
sponding to a number on the Klaxocator Dial. When
a man is wanted the Dial is turned to his number and
the small lever at the right is pulled back. The proper
signal is sounded simultaneously everywhere to tell him
he is wanted. He goes to the nearest telephone and
is connected to the man who wants him.
KLAXON COMPANY. INDUSTRIAL DIVISION
NEWARK. N. J.



1087
Pneumercator Tank
and Draft Gauges
--------
*-i------tº-c k.
i-- + #!---ºº-
—r r
AR-FEERTITFET
º . ºr * —-H++ ====-Hi H F-)-
;: : ld | *...* : *::::::c- :
#~~~. Gºao Lºea : Grº--ºld . Gra-Lºt } | . Tººwººn.
- - - !------------------------ ** _------
- --------------------------------------
*---------------------------------------
-
--a- rp.
AP
Diagram of Draft Indicator Installation
“P n e um er c a to r" Tank
Gauges applied to cargo, fuel,
ballast or water tanks or bilges
indicate the depth, weight, vol-
ume or specific gravity of the
tank contents.
Product and
Service
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They provide perpetual inventory of liquid in tanks.
Ga-º- ºral
%.º.º.
There are no floats, diaphragms or delicate mechan-
ism of any kind to stick or get out of order.
Throw away your sounding rod.
“Pneumercator” Draft Gauges indicate the fore and
aft draft of the vessel, register the mean draft and
corresponding tons displacement.
They weigh bulk cargoes loaded
or unloaded with extreme ac-
curacy. -
They enable a ship to be loaded
to capacity without danger of over-
loading.
They are invaluable in loading
or discharging at night or in
rough water.
In case of leaks caused by col-
lision or otherwise they constantly
show every variation of trim and
draft and whether or not pumps
º are controlling the inrush of water.
-- The instrument is working for
| the owner day and night, because
- it permits a correct measure of the
cargo loaded or discharged. This
is impossible by reading the
º figures on the hull of the
Snip.
With the Pneumercator Draught
&a/arcº
chaander.
Diagram Showing Method of Connecting the Apparatus to the Inner
Bottom Tanks Aboard Ship
An accurate check on liquid put in or withdrawn.
In the case of fuel oil, they indicate the quantity on
hand, check invoices and indicate the amount consumed
per hour or day.
They will operate with equal accuracy on tanks
open to atmosphere or under pressure or vacuum.
Accuracy is not affected by temperature changes.
ſº ºcco º
Gauge the draught can be ascer-
tained with accuracy down to the
fraction of an inch, whereas the
motion of the waves makes any
other reading inaccurate, even
when the water is comparatively
still.
The operation of all models
of “Pheumercator” Gauges is
based on the maintenance of a
true hydrostatic balance be-
tween the head or depth of
liquid to be measured and a
Principle
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column of mercury or
other indicating medium. The
PNEUMERCATOR COMPANY
15 PARK ROW, NEW YORK. N. Y.












1088
Pneumercator Tank and Draft Gauges
pressure of the liquid is transmitted to the gauge by
air confined in a small connecting tube between the
liquid and the gauge.
Pº scº
fume RCA19 R
Fw Yog K U.
& E 23.3
sº-
Air
Pump
Balance
Chamber
Gauge and
Control Valve
Essential Parts of the Pneumercator Tank Gauge
The component parts of all
“Pneumercator” gauges are as
follows: -
1. Balance Chamber.
2. Mercury or other gauge,
calibrated for the particular
Component
Parts
tank or vessel.
3. Hand air pump or other means of furnishing
compressed air.
4. Control valve or valves.
The Balance Chamber is lo-
cated at a predetermined point
below the surface of the liquid
to be measured and with a di-
rect opening to the liquid.
The liquid trying to enter
the Balance Chamber, by its own weight, compresses
the air in the chamber, and in the connecting pipe-
line to the mercury gauge, thus causing the mercury
to rise or fall in direct ratio to the pressure exerted.
The installation of the “Pneumercator” is simple.
The small air pipe can be led anywhere, the number
of twists, bends, indirect leads or the temperature
through which it may be led—whether it be through
the boiler room or a refrigerator—have no effect on
the accuracy of the reading.
Installation
i # The coined word “Pneu-
i Identifying mercator” is our Registered
H “Pneumercator” Trade Mark and is applied to
Products all instruments manufactured
or sold by the Pneumercator
Company or its representatives
or licensees under its patents throughout the world.
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-
United States Navy.
Japanese Navy.
Emergency Fleet
tion.
Wm. R. Grace & Co.
Satisfied
Corpora-
Customers p
Luckenback S. S. Co.
Union Sulphur Co.
New England Fuel and Transportation Co.
Florida East Coast Ry.
Panama Railroad Co.
Ward Line.
Matson Navigation Co.
Oceanic S. S. Co.
Warner Quinlan Asphalt Co.
Standard Transportation Co.
Etc., Etc.
Model D-1 Pneumercator Draft Gauge. Indicates
forward and aft drafts, registers mean draft and
corresponding tons displaced. Weighs cargoes
and bunkers.
#". As each instrument has to be
calibrated for the particular tank
or ship to which it is to be ap-
plied, in order to quote intelli-
gently it is necessary that we
have the information covered in
the following paragraphs.
Information
Necessary
for Quoting
------------------------------------------------------------------------
-
Dimensions of tanks—partic-
Necessary ularly the depth.
Tank Gauge Distance from each tank to
Information Pº" where indicator is in-
stalled.
Nature and specific gravity of
liquid, and whether tank is under pressure, vacuum or
atmospheric pressure.
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----------------------------------------------- -------------------------
Length of vessel—
Moulded depth—
Light draft—
Loaded draft—
Total tons displacement.
Necessary
Information for
Ship Draft Gauge
----------------------------------------------------------------------
PNEUMERCATOR COMPANY
15 PARK ROW, NEW YORK. N. Y.


1080
Indicating Thermometers
--------------------------- ----------------------------------- ------ -
TAG Industrial Thermom-
150 Years of eters represent the ultimate per-
- fection of 150 years of develop-
= Experience ment and progress—and are
- guaranteed to provide the max-
imum in accuracy, durability
and dependability. During the recent World War,
TAG Thermometers were purchased in large quanti-
ties by the U. S. Gov-
ernment and promi-
nent shipbuilders.
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-----------------------------------------------------------------------
Permanent
Accuracy
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annealed or "sea-
soned” tubes are used
in TAG Thermom-
eters and a special
scale is made for each
instrument—thus in-
suring per m an ent
thermometer accuracy
throughout its entire
temperature range.
Other Special
Features –
-----------------------------------------------------------------
Besides the special-
ly seasoned tube case
there are many other
distinctive features of
construction of TAG Industrial Thermometers, some
of which are briefly stated below with letter references
to the accompanying section.
The Scale-Case (B) is triangular to protect the tube
and make scale-reading easy. The Scale (C) is grad-
Superior Structural Features
of TAG Industrial Ther-
mometers
Right Side Form
Union Connection
With Socket De-
tached
Straight Form
Separable Con-
nection
Socket Detached
uated for the exact conditions under which the ther-
mometer is to be used. The Glass-Front (D) also pro-
tects the tube and prevents soiling of the scale. The
Front Frame (E) is easily removed for cleaning the
glass front which it holds. The Stuffing Box (F) and
Packing hold the glass tube securely but not rigidly,
assuring long service. The Connection (G) for at-
taching the thermometer to apparatus is varied to best
suit the particular application. The Bulb (H) is held
exactly centered by the stuffing box, which reduces
breakage of the bulb to a minimum. The
Bulb-Chamber (I) which protects the glass bulb is so
constructed that it is impossible for leakage to occur.
The Bath (J) serves as a conducting medium for the
almost instantaneous transmission of the temperature.
---------------------------- ---------------------------------------------- TAG Thermometers Serve
best wherever accurate tempera-
ture determinations are essential
and, therefore, are particularly
desirable on board ship. Some
of the many places where they
are a real necessity are:
Auxiliary Condensate Overboard Discharge.
Main Thrust Turbine Bearing Drains.
Discharge from Feedwater Heater.
Main Turbine Exhaust Pipe.
Oil Cooler Water Outlet.
Oil Cooler Water Inlet.
Oil Cooler Oil Outlet.
Oil Cooler Oil Inlet.
Lubricating Oil Drain Tank.
Main Overboard Discharge.
Condensate Pump Section.
Superheated Steam Line.
Air Pump Discharge.
Fuel Oil to Burners.
Main Feed Tank.
Main Injection.
Partial List of
Applications
--------- ----------------------------------------------------------------
Catalog C-325 contains 64
pages of useful thermometer in-
formation. Write for a copy
and also ask for quantity dis-
counts on TAG Thermome-
ters. Branch Offices are con-
veniently located in Boston,
Chicago, Pittsburg, Portland,
Ore., Tulsa, Okla., and San
Francisco.
For Further
Details
with
Regular Form Angle
Separable Connection
With Extension Neck
Socket Attached
C. J. TAGLIABUE MFG. CO.
18-88 THIRTY-THIRD ST., BROOKLYN. N. Y.
-












1090
Nautical Instruments
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Nautico Products are manu-
Nautico H factured in our own factory.
i # We have an excellent personnel,
H Products H and a system of production and
in inspection which guarantees ab-
solute accuracy and perfect
workmanship. Every instrument is carefully ex-
amined by experts who have specialized for many years
in the manufacture and adjustment of high grade
technical instruments both here and abroad. Their
experience and judgment stand behind every Nautico
Product.
There is a distinct advantage in dealing direct
with the manufacturer—especially since there are only
two or three companies in the United States which
manufacture Navigating Instruments and Equipment.
We invite inquiries regarding all kinds of Nautical
Equipment—particularly, Compasses—Liquid or Dry,
Peloruses—Binnacles—Sextants and Taffrail Logs.
Nautico Dry Compass
Nautico Dry Compass, with 10" Card, gimbal ring,
and improved spring suspension.
The Nautico Taffrail Log is constructed according
to our own improved design. Ball bearing main shaft,
links, balance wheel and log, made of phosphor bronze.
This Luminous Dial Lifeboat Compass is our special
2" flat card liquid compass in mahogany box, with
plain or luminous dial, graduated to quarter points
Nautico Taffrail Log
Luminous Dial Life Boat Compass
and oº to 360°. This compass is very desirable for
life boats or launches and small boats in general—
and the price in quantities is unusually low.
The Nautico Standard Binnacle is made of heavy
spun brass on cylindrical teak stand, fitted with com-
pensating magnets, heeling magnet and spheres, hinged
front cover with slides, lamps and day cups for oil or
electric illumination. Fitted with mechanical device
for adjusting magnets.
Nautico Standard Binnacle
NAUTICAL INSTRUMENTS MANUFACTURING CO.
NEW YORK, N. Y.




1091
Navigational Instruments
----------------------------------------------------------------------
The Kelvin
& Wilfrid O.
White Co.
-------------------------------------------------------------------
The Kelvin & Wilfrid O.
White Co. is the American
house of Kelvin, Bottomley &
Baird, Ltd., makers of the
Kelvin Navigational Instru-
ments (Trade Mark “Kel-
vite”) acknowledged by the world's navigators, and
accepted by all large steamship companies, as the most
accurate and dependable instruments on the market.
“Kelvite” Standard Compass
The trade mark “Kelvite” on navigational instru-
ments is synonymous with the highest scientific and
mathematical requirements, and the most rugged con-
struction, coupled with beauty of design and first-class
workmanship.
------------------------------------------------------------------------"
The Kelvite
Standard
Compass
This is the only compass which
when properly adjusted will
take you around the world
without large deviations; the
reason being that there is no
magnetism induced in the cor-
recting Globes and Flinders Bars from the small
needles of the compass card.
The liquid compass with its high-powered magnets
has a use on vessels when the vibration is extreme or
where they are subject to shock, as from gunfire; but
these same magnets are the cause of large deviations.
The compass being the most important instrument
of navigation on a ship, it follows that the best is re-
quired. The first cost of the instrument is very
moderate, and the cost of upkeep over a period of years
is infinitesimal. The increased cost of this compass
over that of other makes is more than made up in the
lifetime of a ship, by the feeling of confidence it gives
to the masters and the consequent gain of time on
their voyages.
The compass complete is equipped with the “Kel-
vite” Azimuth Mirror for taking bearings of celestial
or terrestrial objects. This is the only instrument
used for taking bearings that will give an accurate bear-
ing when the ship is yawing several degrees on each
side of her course.
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The Kelvite
Sounding
Machine
-----------------------------------------------------------------------
More ships have been run
ashore through the desire of
captains to make quick passages,
than for any other reason.
They will not cut down the
speed of the vessel in order to
take the necessary soundings. With the Kelvite
Sounding Machine, there can be no excuse for im-
perilling the vessel as accurate soundings can be
made without decreasing the speed in any depth of
water up to 100 fathoms. A line of soundings can
thus be taken and the correct position of the vessel
found in thick weather without loss of time.
When making up your specification for navigational
equipment, always specify “Kelvite” or “Genuine Lord
m
Merchant Marine Pattern Sounding Machine
Kelvin” instruments. There are imitations on the
market that are not made with the same care and pre-
cision as the “Kelvite,” and will not stand up under
service conditions.
KELVIN & WILFRID O. WHITE CO.
112 STATE ST. BOSTON, MASS.



1092
Liquid Compasses and Nautical Instruments
------------------------------
The Ritchie
Liquid
Compass
-----------------------------------------------------------------------
The distinctive feature of
this compass is the attachment
to the compass card of an air
chamber, by which almost the
entire weight of the card is sup-
ported by the buoyancy of the
liquid; thus reducing the friction and the wear on the
pivot to a very small amount, and increasing the senti-
tiveness of the compass.
The type of compass shown below is made with the
central buoy supporting six magnetic needles, giving
great magnetic force and making the compass much
easier to adjust in steel ships.
Flat Card Compass with Central Buoyancy
Plain and Graduated Card
Every compass made by us has Ritchie, Boston,
U. S. A., printed upon the card and the running num-
ber stamped upon the top ring. We have manufac-
tured and sold more than 58,000 since our establish-
ment in 1850.
and is most complete and ac-
curate, embodying many new
- - features. The ring carrying the
optical parts is turned to fit accurately the top of the
" " The United States Nº.
i - # Azimuth Circle is made to fit
i * # the Navy Standard Compass
É ircle
------------------------------------------------------------------------
United States Navy Azimuth Circle
upon a cylindrical convex mirror, and reflected through
a right-angle prism on the opposite side of the ring to
the cylindrical lens below, appearing on the card as a
bright bar of light upon the graduations. This can
readily be seen when the sun is much obscured, en-
abling accurate readings to be made. The double ar-
rangement enables the circle to be tested for accuracy
by comparing one reading with the other.
- United States
Navy Standard
Binnacle
----------------------------------------------------------------------
hood.
All adjustments, except for quadrantal error, are
made in the magnet chamber, and once made and the
door locked, cannot be meddled with.
In the arms carrying the soft iron balls for quadran-
tal correction are slots allowing a movement of 11 to
15 inches from the center of the compass.
This Binnacle which is made
for the United States Navy is
the result of much study and
experiment. It is made of gun
metal, in one cast in g and
weighs 170 lbs. without the
- -
Illuminated Dial
Pelorus
U. S. Navy Standard Binnacle
------------------------------------------------------------------------
The Pelorus shown above is
Illuminated complete in every detail, and is
- the type which we furnish to
Dial Pelorus the United States Navy. The
# = special feature of this instru-
ment is the underlight electric
lamp placed below the Pelorus bowl inside the stand-
ard. The light which is reflected upward illuminates
the glass dial thus eliminating the use of the navigator's
auxiliary lantern. The standard is a thick brass tube
fitting into gun metal bowl and base, total being 52
inches high.
E. S. RITCHIE & SONS
112 CYPRESS STREET, BROOKLINE. MASS., U. S. A.




1093
Gyroscopic Compasses
and Stabilizers
Fig. 1 Fig. 5 Fig. 7
Gyroscopic Compass Equipment
G - The Gyroscopic Compass ""H The Gyro Stabilizer utilizes
yroscopic Equipment consists of Master i Gyroscopic H about one per cent of the ship's
Compass Compass (Fig. 1), Control Stabilizer i tonnage displacement, for large
Equipment Panel (Fig. 2), Motor Gen- Equipment # vessels. In small craft this
erator (Fig. 3), Auxiliary Bat- * amount may be exceeded slight-
tery (Fig. 4), Steering Re-
peater (Fig. 5), Recording Compass (Fig. 6), and
Bearing Repeater (Fig. 7). -
Additional repeaters may be installed as required.
The Master Compass is usually installed in a protected
place at about metacentric height.
--------------------------------------------------------------------
The Gyroscopic Compass has
the following advantages: I.
Points True North; 2. Non-
i Magnetic, hence—3. Has no
Advantages
variation or deviation; 4. Has
no lag, hence a navigator may
hold closely to his course and shorten his voyage.
This compass is the standard for the World's Na-
vies.
Fleets.
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It is now being used in the World's Merchant
Commercial
Searchlight
High Intensity
Searchlight
The Sperry High Intensity
Type Searchlight is made in
24", 36" and 60" sizes, suitable
for large vessels. Candle power
5OO,OOO,OOO to 1,250,000,000.
The Sperry Commercial
Searchlight is adaptable for medium size and small
craft. It is made in 12", 15", 18" and 24" sizes.
Searchlights
ly. Stabilizers have been in-
They
stalled on vessels of all sizes, up to 20,000 tons.
are practical for any vessel
and will reduce the rolling
from 30° to 2 or 3°.
Control Gyro
Precession
Stabilizer
Gyroscopic Stabilizer Equipment
THE SPERRY GYROSCOPE CO.
MANHATTAN BRIDGE PLAZA, BROOKLYN. N. Y.












1094
Shipmate Ranges
RD FOLRDP'ſ
º º
Eight Foot Shipmate Range
ºš
Two Fires Three Ovens
- Height to Size of Fire Box Size of Fire Box Size of Pipe Collar Size of Pipe Collar
Width Height top of rail Size of Ovens of 5-foot section of 3-foot section of 5-foot section of 3-foot section
34 inches 32 inches . 37 inches 28x17x16 20x12x9% 20x8%x9% 10-inch 8-inch
-
------------------------------------------------------------------------
Shipmate Ranges are made
Shipmate specially for vessels and are in
Ranges every way suited to the peculiar
g requirements of vessel work
and to the convenience of users.
They are thoroughly well made
and durable, and are warranted to work perfectly.
--------------------------------------------------------------------------
------------------------------------------------------------------------
While the number of persons
for whom a range will do the
cooking is greatly affected by
the extent and variety of the bill
of fare, as well as by the skill
of the cook, the following esti-
mate will be found nearly correct in ordinary cases,
Capacities
of Ranges
------------------------------------------------------------------------
1 132
20
1121 114 115, 16
6 8 10
54
40
|
65
75
Range No... 133 45 53%
No. Persons. 4 15 25 - 30 40
greater requirements being provided for by the 6-foot,
8-foot, 9-foot, I 1-foot, 12-foot, etc., Shipmate Ranges.
to burn hard or soft coal as desired. Waterback can
be furnished for either section.
If necessary to put the range through a small door-
way it can be so taken apart as to be in sections 23% x
28 x 30 inches. The bolts to be removed for this pur-
pose can be marked with white paint when the range
is shipped and the operation thus made very simple.
Shipmate catalog, containing full details on all
ranges and heating stoves, will be sent on request.
-------------------------------------------------------|--|--|--|--|--|-- - - -
É - This range, illustrated above, No. 133 Shipmate Range -
| Eight-Foot is made up of one 5-foot section
| Shipmate and one 3-foot section. Like the DIMENSIONS OF SHIPMATE HEATING STOVES
= Range Eleven Foot Shipmate Range, -
= it Can be extended aS far aS de- Stove No. Diameter of Globe Height on Feet Spread of Feet
- - º - 80 10 inches 27 inches 17 x16% inches
sired by adding 3-foot Sections. 90 11 inches 31 inches §” inches
The 5-foot section and the 3-foot section can be fitted 100 12 inches 32 inches 1834 x 17 inches
TABLE OF SIZES AND DIMENSIONS OF SHIPMATE RANGES.
Projection | Distance | Smallest
º º .# Per- Door-
eyon er encil cul- way
Size of Size of Size of Size of Height|Height| Extreme .. ar of back through
Size of Fire Box Fire Box Size of | Cover Pipe of to §§ Spread lar of rail to which Spread Weight
No. Oven for Coal for Wood Top Holes Čºr Range of Rail of Rails front. front edge Range of Feet lbs.
inches inches inches inches inches inches inches inches inches standard of bottom will pass inches —
--, x 9 x 734, 5 |11 X 620 x13%g and sl 4% 1834 23% 14% " |22%x13%| 92
11}|13 tº $5, $º 3,4}} gº" "3" | * | *śī; #* 25%xis 2% " 20% " | 1534 ° 24 x14%| 151
114|14 x11%x 8%|12%x 5%|15 x6%|23%x24%| 7 5 20% 25 25.34 x2434 234 " 26% " 15% " |24 x1834 212
115 16 x 11%x_8%|14}4 x 5%|1734 kó34.24%x25 8 5 20% 25 25%x26% 234" 29 º' 15% - 24x20% 230
|g #4 #3 º'; gºiºs 3.3% # 3% ºxºsº. 3% * | * ::::::, ;
- x x x x 2 2
133|18:4:16:4:io |f| Si: 33333314|| ? 6 25% 29.4 |3334x27 2 * 29" 18" |2934 x21 332
133 |19%x18 x11 |16 x 6% x35%| 8 7 26% 30% |37 | x29% 234. " 3134 " 1834 - |32%x22 408
122|16%x16%x10 1794 x8 ||25%x32%| 7 6 25% 29%. 3334 x27 2* 29* 18” 2934 x21 322
123 |1994×18 x 11 19%x8%|28 x35%| 8 7 26% 30% |37 x29% 234 " 31%. " 1834 - |32%x22 400
45|22 x22 x11 18 x 914 29%x42 8 7 27% 32%. 41%x29% 3 * § 2. 33%. 3.43% §§
* 54 |13 x19 x11 |1794 x10 50%x28%| 8 s 2S 32 52%x31 334 * 34% 203 s - 38 x31 48
* 65 28 x 17 x 16 120 x12 x3 S 10 32 37 |62%x34 62 x28%| 1,260
*Has two ovens.
THE STAMFORD FOUNDRY CO. STAMFORD, CONN.





1095
Ships'
Ranges
--------------------------------- ------------------------
Deane's
Ships'
For more than half a cen-
tury the Bramhall, Deane Com-
pany has been supplying galley
equipment of the highest qual-
----------------------------------------------------------------------
Deane's Coal-
Burning
Ranges
unu-
----------------------
type.
ships' galleys.
Deane's Ships' Ranges are
built in a number of stan-
dard sizes, for the use of oil,
hard or soft coal. They are
made of rust-resisting Arm-
co iron, to withstand the
corrosive action of salt
water. The top castings are
extremely heavy, being made
of the same pour-off used in
the manufacture of cylinders
for gasolene engines. The
ovens, each provided with
sliding movable shelf, have
sectional, non-warping bot-
toms. Full back and shelves,
ity, for use on vessels of every
The company is in a po-
sition to furnish almost everything for the outfitting of
Ships' Ranges
-------------------------------------------------------------------------
The variety of standard types
and sizes of Deane's Coal-Burn-
ing Ships' Ranges offers a style
exactly suited for practically
any vessel. The Deep Sea
Range, similar in general design
to the oil-burning range illustrated, is built especially
for large vessels, such as passenger and cargo steamers.
For
smaller vessels,
such as tugs, river boats,
yachts, etc., the Colonial Yachts' Range, Little Ma-
water-backs, utensil
etc., can be supplied as de-
sired.
------------------------------ ºutnuuuuuuuuuu-
Specifications
for Oil-Burning
Ranges
------------------------------------------------------------------------
-
racks,
Oil-Burning Ranges are rap-
idly coming into favor, because
of their cleanliness, economy in
the use of fuel, and their great
convenience. A large number of
Deane’s Oil-Burning Ships'
Ranges have been supplied to the following shipyard
specifications.
inches high.
SPECIFICATIONS FOR OIL-BURNING
GALLEY RANGES
— Bramhall, Deane Oil-Burning
long and 39 inches deep, with
the latter to be — inches wide,
To be constructed of Armco American Ingot Rust-
Resisting Iron and heavily insulated throughout.
consist of special firebrick, drip pans and nipples, baffle plates,
lighting plate and shutter,
steam separator, oil burning cocks and reflex gauges.
ranges to be fitted with portable sea-rails mounted on heavy
stanchions complete with all necessary cross-bars.
to have extra heavy smoke pipe and damper.
Salley Ranges – feet
fire boxes and ovens,
inches deep and
Equipment to
fuel oil burners, oil supply tank,
Top of
Each range
Oil-Burning Range. Plate No. 280
rine Range, and Little Marine
Junior Range are built. These
ranges use hard coal and are
very economical in the use of
fuel. Any of the smaller types
can also be supplied with a
water boiler, which gives a
steady and plentiful supply of
hot water without adding to the
space occupied by the range.
The following table does not
include all sizes, but indicates
the space requirements and ca-
pacities of typical ranges. Any
length range can be supplied.
TYPICAL COAL BURNING RANGEs
Type
Deep Sea
Little Marine
Little Marine, Jr. . .
Colonial. . . . . . . . . . . . .
- - - - - - - - - - 39”
Height
Angle
Unit With Iron Oven Size,
Depth Length Feet Base Inches
3%" 36” 31" 18x2Sx16
- - - - - - 24” 23” 23” 19" 11x15x10
1914" 22” 23” 19" 9%x10x15
Made in Five Different Sizes.
STANDARD SIZES OF OIL-BURNING RANGES
Length Depth Number Number Oven Size in Inches
in in of of
Feet Inches Fires Ovens Width Depth Height
7 39 2 2 1S 2S 16
6 39 1 2 2212 28 16
4 39 1 1 2212 2S 16
3% 39 1 1 1S 2S 16
Note: Any number of 3% - or 4-foot units may be bound together
to form a range of any desired length.
BRAMHALL. DEANE CO., 261 W. 36th ST. NEW YORK























1096
-
º
Deane's Steam Table and
Hot Press is particularly desir-
able for use on large vessels.
Any size of table, or arrange-
ment of dishes, can be supplied.
The type illustrated is 5 feet
long by 2 feet deep, with an 8-inch movable carving
board in front. It has two chafing dishes, two gravy
wells, and four boot-legs for vegetables, etc.
Deane's Royal
U r n s for heating
water, coffee, tea,
cocoa, etc., can be
supplied singly or in
batteries, arranged
for heating by steam or electricity
and for capacities up to 15 gal-
lons. They are of best grade cop-
per, buffed and polished, or nickel
plated, and supplied with porce-
lain or white enamel interiors.
The stand for a battery of three
urns may be supplied in the form of
a cup warmer.
Deane's “Shiptipe” Urn is a
single urn of moderate cost, made
of heavy copper, lined with tin and
arranged for heating by steam.
The urn stands 50 inches high
when equipped with 22-inch iron
stand. Made in various capaci-
ties. Where desired, this urn can
also be furnished with cast brass
feet 4 inches high.
Deane's
Steam Tables
Deane's
Coffee Urns
|inninuintuluuuuuuuuuu-------------
F--- Deane's Eclipse Cooker is
H Deane's made for cooking vegetables and
H Vegetable other foods by live steam at 240
i Cookers degrees under Io pounds pres-
im. sure, thus retaining all the nour-
- - ishing qualities of the foods.
This cooker is built of heavy Armco iron and is pro-
vided with safety valve and temperature and pressure
Plate No. 359A
Deane's Steam Table and Hot Press
gage. Any special size or arrangement of chambers
may be furnished.
- The Bramhall, Deane Com-
= pany also manufacture a wide
other Galley range of other galley equipment.
Equipment The Rumford Ships' Oven of
Armco iron is built in various
sizes, the largest baking 160
This oven uses hard coal.
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loaves at a time.
Plate Warmers for use in the officers' pantry are
built to fit in the pantry dresser, with shelves set on
steam coils.
Automatic Egg
Boilers, with from 2 to 6 buckets,
Deane's Royal Urns. Plate No. 398
can be supplied. Electrically driven appliances include
Food Chippers, Dish Washers, Vegetable Parers, and
Kitchen Machines, the latter for mixing cake batter
and general pastries.
The Bramhall, Deane Company is equipped to make
layouts showing most efficient arrangement of ap-
paratus, to recommend the best galley outfit for any
vessel, and to supply the equipment complete.
BRAMHALL, DEANE CO., 261 W. 36th ST., NEW YORK



1097
Ship Ranges
"; Cesco Ship Ranges, manufac-
For All I tured by the Channon-Emery
Types and Sizes Stove Company, are built in sec.
of Wessels tions of convenient size and
m. shape and suitable for use on
vessels of all types and sizes.
They are arranged for burning either coal or oil as
desired, and can be fitted with special fittings and ac-
cessories such as utensil shelves, waterfronts, etc., as
ordered, at an extra price. -
Seven Foot Cesco Galley Range for Soft Coal
Size of Oven—24x24x17 in. Size of Top–32x33x84 in.
Wt.-1700 lbs.
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These ranges are specially de-
signed for heavy work and will
be found to meet all require-
ments of shipboard service.
# Each part is carefully made and
fitted and all unnecessary orna-
Features of
Construction
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mentation is omitted.
The bodies of the ranges are all constructed of extra
heavy gage steel, lined with heavy asbestos with an
interlining of heavy cast iron or steel as an insulation
to retain the heat.
Five or Six Foot Cesco Galley Range for Soft Coal
No. Size of Oven Size of Top Weight
18 DD Two 18x24x16 in 60x34 in 950 lbs
24 DD Two 24x24x16 in 72x34 in 1100 lbs
Cesco Navy Standard Range for Oil
3 Foot Section, Wt. 825 lbs. 3%. Foot Section, Wt. 1000 lbs.
The ovens are extra large and are made of extra
heavy gage cold rolled steel thoroughly braced at top
and bottom with cast angle irons to prevent warping.
The fire boxes are large and very heavy with easily
removable grates and extra heavy fire backs which are
also easily removable.
Double bottoms are provided with free circulating
air between them, giving absolute deck protection.
All ranges are equipped with the necessary sea rails
on the top to prevent the ware from sliding, and the
feet have bolt holes to fasten the range securely to the
deck.
ow. º - - º
secºcº º, *ºs
Nº º sº
*ºne-
Cºoºº-ººs ºsse Co.
Q\,. N \sº
Cesco Navy Standard Range for Coal
3 Foot Section, Wt. 1350 lbs. 3%. Foot Section, Wt. 1600 lbs.
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Cesco Navy Standard Ranges
are built in 3 foot and 3% foot
sections and can be furnished
for either coal or oil burning.
These ranges have been adopted
as standard by the U. S. Navy
and are used on all battleships, cruisers and destroyers.
They are similar in general construction to Cesco Ship
Ranges and are fitted with sway-bracing bolts with a
turn buckle to assist in insuring rigidity and correct
positioning.
Navy Standard
Ranges
Fiammunºminimumumumumumumumum.
CHANNON-EMERY STOVE CO., QUINCY. ILL.
















1098
Electric Galley Equipment
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Duparquet Electric Galley
Equipment is extremely simple
to install and operate. It is
ready for use at all times and
is noted for its quickness in
heating, perfect control of tem-
perature and thorough sanitation. Duparquet Heavy
Duty Electric Galley equipment is built to meet every
requirement for use in ships' galleys.
------------------------------------------------------------------------
Advantages of
Electric Galley
Equipment
-------------------------------------------------------------------------
Duparquet Electric Ranges
and Grills (Grills consisting of
Cooking Top, Broiler, Toaster,
Oven) are made in a variety of
styles and sizes, and are so con-
structed that any number of
units may be built up, side by side, to give any desired
capacity. Duparquet Electric Ranges are also built
to order to fit any desired space.
When desired, combination coal and electric ranges
can be supplied. For any given conditions, we will be
glad to recommend the best installation.
The range shown in the illustration is the typical
Duparquet
Electric Ranges
Electric Range Type R-48
Hotel Type—Similar Type Designed for Galley Service
Heavy Duty type. The usual galley utensil equipment
is not shown. The hot plates are cast iron 34 inches
thick, heavily ribbed, into which the sheathed wire
heating element is moulded. The top heating surface
is 36" x 24", constituting four 9" x 24" hot plates, each
consuming 4 K. W. maximum and I K. W. minimum.
The illustration shows a
Coffee and Combination Coffee and Hot
Hot Water Water Urn, which works auto-
Urns matically. This Urn has a
Monel Metal coffee compart-
ment which is superior to the
china jar both for utility and maintenance, and is pro-
vided with a special Monel metal percolator or leacher
(eliminating the unsanitary cloth leacher) which ex-
tracts only the health value and its aromatic flavor,
leaving the cruder substances and acids, thereby giving a
clear, perfect brew, uniform coffee, without re-pouring
or boiling. Two valves constitute the entire mechan-
Capacity Capacity Height
over- Total
Type Coffee Water Diam.
Gallons Gallons all K.W.
C-U3 ... 3 6 15% " 43” 3
C-U5 . . 5 10 18” 46” 4
C-U8 . . 8 13 1914" 51” 6
C-U10 - 10 15 21” 54” 6
ical features. This simplicity of
operation is a great advantage.
Separate gauge glasses and
also draw-off faucets are pro-
vided for both the coffee and
water compartments. The
water compartment is larger
than the coffee compartment
providing hot water for tea or
other hot drinks.
When desired, separate urns for coffee or hot water
can be supplied. Metal stands for one, two or three
urns are built in black, polished or nickel plated finish.
Coffee Urn
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Stock Kettles may be used as
boilers, Coffee Urns, Vegetable
Cookers, and for Pot Roasts,
etc. The interior, tops and in-
sulated covers of these kettles
are constructed of heavy Monel
metal which is as strong as steel, and non-corrosive.
These compartments have semi-hemispherical bot-
toms to facilitate clean-
ing and draining, with
draw-off faucet. All
seams are welded or
silver soldered. If heat
is accidentally turned
on with no water in
the vessel, it will not be
d a m age d. S to c k
Kettles can be supplied
in square or round pat-
tern, or in a two-com-
partment oblong Du-
plex pattern depending
upon capacity desired.
The table below gives
data on the square pat-
Stock Kettles
Stock Kettle
tern.
Gallons Diam. Diam. Total
Type Capacity Outside Inside Height Depth K.W.
RK10 . . . . . 10 21” 15” 38” 16%" 3
RK20 . . . . . 20 27” 21” 38” 16%" 6
RK30 . . . . . .30 27” 21” -44” 22” 6
RK40 . . . . . -40 31%.” 25%" 44” 22” 9
RK60 . . . . . 60 36” 30” 44” 22” 12
summºng
Practically any type of elec-
tric cooking apparatus can be
supplied by us such as Griddles,
Toasters, (Our new 20 slice
toaster toasts both sides at
once.) Automatic Egg Boil-
ers, Warming Closets, and Dish Heaters; also Heated
Carving Tables, Broilers, Roasting and Baking Ovens.
We also carry a complete line of Galley Utensils, fur-
nishings and labor-saving devices.
We are fully prepared to equip the largest or smallest
galley with the highest grade cooking apparatus, either
Electric, Coal, or Steam, or combinations thereof.
Other Galley
Equipment
------------------------------- ---------- nuuuuuuuuuuuunrº
DUPARQUET, HUOT & MONEUSE CO.
CHICAGO
108-114 WEST 22D ST. NEW YORK. N. Y.
BOSTON



1099
Southern-Rome Marine Berths
"...","..." Southern-Rome equipment is
Durability, constructed not only to meet the
Variety. = fullest requirements of sanita-
Economy tion and comfort, but also, by
immi special emphasis on strong ma-
terials, malleable fittings and a
spring fabric with a special “give”, to overcome hard
usage, side sway and end sway.
Southern-Rome berths are built on these fundamen-
tals, with models covering all possible cabin and deck
conditions.
-----
|
No. 30 is a handsome Southern-Rome first cabin
model, built for double bulk-head installation. It is
so constructed that the complete upper berth can be
fastened back against the wall.
No. 180 Southern-Rome berth is a popular berth
for second cabin use with a single rise lee-rail and
foot-rail; for bulk-head and standee support, or double
bulk-head installation.
All Southern-Rome berths are intelligently designed
and constructed. Their staunchness makes for long
life, and consequently, for ultimate economy.
But the Southern-Rome engineers designed them
for comfort, too. Whether above or below deck, in
cabin or quarters, the word “Southern-Rome” means
complete satisfaction.
With Southern-Rome No. 4 steerage and crews'
berth there is no rattle, side sway or end sway. It with-
stands strain and rack from all directions.
Below deck, where space is essential, nothing equals
No. 3 I berth, because it occupies minimum space, is
absolutely sanitary and will outlast other equipment.
The endurance of the malleable fittings and the well
known Rome Link spring fabric is especially noticeable
in comparison with the ordinary berth.
- - —- - +. -
cond rion a • Condition C : . contation "
------------- - -ow- ------------------ - -o
-------- *::::::::::::::::::: * -------- --- ------
Q ----o------ ------ O --------, -, -, -z so so teleo (3) --- •e----. ------ --
nu-et-- -, 4-, 17, eo. +- -------- - - - - - -
• Condition to -
-- ºw-----> co-------- or--
--------
"un-wo---------
nu----- - -, -e, -z -o reo (5) O
- Condition * *
- -------- tº-o- ------ ---------
- Corpºrt on I -- --> ----------tº cº-
--~~~~ *-d-to-o-o-, -o- --- -o------ ------
-------- - ------- - - - - - -
. Condition D.- --- -------- ------ (r.
-------------- war------ n------ - - - - to
------------
----------- ------
Nu------, 4-, -o, -o
© Q)
1.
O T
- Condition f - - Condition G - - Corst-row - -
---------> --> -o-o-, ---- --------------------------oo- ---------------------
----------- --> --------> -----------------
----------------- ------------------ ----------------
------- - -, -o- nu-et-e 4, 4, leo wv----- " - 4 -- e.
------ - -
B EirTHS BEIOSTEADS
First Cabin, Nos. 30, 130, 140, 150, 160, 170.
Second Cabin, Nos. 9, 16, 17. 130, 140, 150, 160, 170, 1st).
Officers. Nos. 130, 140, 150, 160, 170.
Crew and Steerage, Nos. 1, 2, 3, 4, 14, 31, 35, 41, 181.
Hospital. Nos. 9. 35.
First Cabin and Officers, Nos. 286-6, 2320.
Crew and Steerage, Nos. 9, 157-2, 361.
SPRINGS
De Luxe, Liberty, Rome Link, Nos. 40, 4'2.
SOUTHERN-ROME COMPANY. BALTIMORE, MARYLAND




1100
Ship Repairs
-----------------------------------------------------------------------
The Wm. J. Kennedy Com-
pany are specialists in repairing
and overhauling the mechanical
equipment of steam, motor, or
turbine driven vessels. The
work also includes ordinary trip
repairs in the engine, deck and passenger departments,
the reconstruction of passenger vessels heretofore used
as troop or freight carriers, the fitting up of freight
vessels for the carriage of cattle or horses, and altera-
tions in deck structures.
Repairing and
Overhauling
=
-----------------------------------------------------------------------
-------------------------------------------------------------------------
The plant, located a stone's
throw from the famous Chelsea
Piers, New York, covers over
fifty thousand square feet of
space. Our situation affords
easy access to the entire North
and East River fronts, thus eliminating loss in travel-
ing time to and from the ships which are undergoing
repairs.
Location
-------------------------------------------------------------------------
---------------------------------------------------------------------
The majority of the Foremen
connected with the Wm. J.
Kennedy Company are fully
certificated Marine Engineers,
who have had many years of
training in marine repairs and
the reconditioning of vessels. The rank and file com-
prise skilled mechanics, competent to handle repair
jobs of any size. The plant employs:
Personnel
------------------------------------------------------------------------
Plumbers
Pipefitters
Electricians
Pipecoverers
Engineers
Patternmakers
Carpenters
Machinists
Boilermakers
Blacksmiths
Coppersmiths
Electric Welders
Acetylene Welders
Sheetiron Workers
Each department is fully stocked with all fittings
and materials appertaining thereto.
-------------------------------------------------------------------------.
The Machine, Boiler and
Blacksmith Shops contain sixty
machines, ranging from the
small drills and lathes to mam-
moth boring mills and power
- hammers. Each machine has
been especially selected for the type of work to be
done. Our low overhead costs enable us to quote
rates which will be found to compare very favorably
with those of other contractors or shipyards in the
port. Quotations on contract jobs, or on the cost
plus basis, will be furnished cheerfully.
The Wm. J. Kennedy Com-
pany was organized fourteen
years ago, and has constantly
grown and enlarged its scope
until it now numbers among its
patrons the following:
International Mercantile Marine Lines
The United States Navy Department
The United States Shipping Board
The Army Transport Service
The Hudson Navigation Co.
and other representative steamship companies in the
port of New York.
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The Kennedy
Fusible Plug
Shop
Facilities
------------------------------------------------------------------------
Reliability
We manufacture and market
the Kennedy Fusible Plug for
marine boilers, inside or out-
side type, in any of the desired
sizes. These plugs have been
used on the largest ocean
steamers continuously for a dozen years, and have
never failed to give full satisfaction. Only the finest
grade of Banca Tin enters into their composition.
This article is made under the supervision of the
U. S. Steamboat Inspection Service.
The Kennedy Cylindrical
Liferaft is built to accommo-
date from 12 to 25 persons. It
is of standard form and shape,
carefully made, and can be sup-
plied with or without the equip-
ment required by law. The prices of these rafts will
be furnished upon application and will be found at-
tractive. The liferafts are also made under the super-
vision of the U. S. Steamboat Inspection Service and
bear their stamp of approval.
7------------------------------------------------------------------------
The Kennedy
Cylindrical
Liferaft
-------------------------------------------------------------------------
THE WM. J. KENNEDY COMPANY
518-524. WEST 22nd ST., NEW YORK. N. Y.


1101
Marine Supplies
H.
º
C
E.
º
5
:
º-
º
ſº
*escarpenºs
Main Store of Geo. B. Carpenter & Co.
Geo. B. Carpenter & Co.
manufacture and deal in Ma-
rine Hardware and Supplies for
vessels of all classes. Among
the many specialties which can
be furnished are:—
Variety
of Product
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Deck Fittings
Cabin Fittings
Engine Room Fittings
Engineers' Tools
Blacksmiths' Tools
Bolts, Nuts and Washers
Rigging Equipment Rivets
Nautical Instruments Paints, Oils and Greases
Engine Accessories Sails
Hatch Covers
Canvas Ventilators
Paulins
Canvas Goods of all kinds
for Marine Use
Auxiliary Machinery
Naval Stores
Iron Pipe
Pipe Fittings
Carpenters' Tools
Machinists' Tools
and other Ship's Requirements in great variety
Besides the products mentioned above, some of which
are shown on the following page, Geo. B. Carpenter
& Co. furnish all material (with the exception of
lumber) for the building and equipment of gasoline
motor boats, sailing yachts, work boats, etc., description
and prices of which are shown in a special catalog
devoted to everything pertaining to small craft.
---------------------------------------------------------------------
-
The policy which has guided
Geo. B. Carpenter & Co. from
the start in the selection of
goods has been to consider them
from the users' standpoint; suit-
ability to their purpose and dur-
ability being placed above salability.
Quality
of Product
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The foundation of their business was in the line of
vessel supplies and ship chandlery. This has been
extended to cover the needs of contractors, railroads
and municipalities. In all of these channels their
goods are expected to protect the life and limb of the
users. It is self-evident, therefore, that unreliable or
inferior goods will not be sold or recommended by
them under any conditions.
From the beginning their ideal has been to progress
through service to their customers, doing this not
only by the distribution of goods but by being ready
to give expert advice in regard to the suitability of
their articles to the buyers' needs and in all trans-
actions making the satisfaction of their customer their
sole object. Their great growth and popularity has
demonstrated that their policy is the only one to stand
the test of time.
----------------------------------------------------------------------
The large storehouses of Geo.
B. Carpenter & Co. permit
maintaining large stocks on all
standard equipment and insure
prompt shipment of practically
all orders of ordinary size. The
central location of these storehouses in Chicago also
reduces the time required to ship to all parts and per-
mits the quick delivery desirable in all cases and par-
ticularly necessary in urgent cases. Quick delivery
is also facilitated by the location of warehouses on a belt
line railroad connecting with every line leading from
Chicago.
Deliveries
--------------------------------------------------------------------------
-------------------------------------------------------------------------
Geo. B. Carpenter & Co.
have made a specialty of ma-
Service rine supplies for eighty years
and offer the services of a corps
of experts experienced in each
of the general types of equip-
ment supplied. Information and assistance will
gladly be furnished on the most improved rigging prac-
tice, best method of mixing and applying paints, etc.,
for various purposes, the selection of complete cabin
and lavatory outfits, and on any other equipment here-
in described.
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Sailmaking for eighty years
has been a strong department of
this firm. They are well and
favorably known in this line
all over the world.
Their foremen are all men of
long practical experience and they employ none but
the most skillful sailmakers to be found in the country.
They have supplied sails and canvas work to the
principal ship building companies of the U. S. for
many years.
In addition to Sails of all kinds, they furnish:—
Hatch Covers
Deck Awnings
Sails
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Canvas Ventilators
Paulins
Canvas work of every description for marine use.
GEO. B. CARPENTER & CO.. CHICAGO, ILL.

1102
Marine Supplies
A View of Our Main Sail Loft
-------------------------------------------------------------------------
A large variety of Flags is
made by this firm who manu-
facture nothing but the highest
grade made of the most durable
material. They specialize in
Flag Signals for boats of all
kinds. Among the various types of flags which can
be furnished are the following:
Flags and
Flag Signals
Plain Burgees
Fancy Burgees
Yacht Club Signals
Officers' Flags
Private Signals
Weather Signals
International Signal Flags
United States Flags
United States Pennants
United States Ensigns
United States Jacks
Special Flags
Night Pennants
Tell Tale Flags
All the necessary equipment for flying these signals
can be furnished, including
Flag Poles
Flag Pole Balls
Signal Bags
Flag Staff Brackets
Up right Flag Staff
Sockets
Flush Flag Staff Sockets
As a kindred line to sail-
making, Rigging has also re-
ceived a large share of attention.
Carrying as they do an immense
stock of Wire Rope, Geo. B.
Carpenter & Co. are splendidly
equipped to furnish rigging for craft of all sizes. Their
riggers are experienced men in all kinds of work and
all of their product displays workmanship and skill
of a high order.
Rigging
In addition to the immense
stock of Ship's Fittings which
they carry in stock as dealers,
they manufacture Air Ports in
all sizes and styles with many
other items of Marine Hard-
ware. Their Air Ports are approved by the U. S.
Shipping Board and have been supplied in large
Air Ports
Air Ports
quantities to the Emergency Fleet Corporation and the
leading shipyards. Among other items of Cabin Fit-
tings produced by them may be mentioned the follow-
ing:—
Ship Locks Berth Catches
Ship Knobs Sash Fasteners
Chest Locks Chest Handles
Ship Bolts Deck Lights
Transom Centers Cabin Ventilators
Ring Bolts Eye Bolts
They also have on hand one of the largest stocks of
Ship's Plumbing, Water Closets, Bath Room Outfits,
etc. They issue a large and complete catalog of Ves-
sel Equipment which is sent free on application.
GEO. B. CARPENTER
& CO.. CHICAGO, ILL.


1103
Ship Building
and Repairing
º:
=== §§§
-
S. S. Defiance in Upper Dry Dock
The three plants of the
H Three Complete E Baltimore Dry Docks & Ship
# Shipbuilding Building Co. contain the most
i Plants # up-to-date facilities for building
high grade steel ships. This
company has seven shipways for
building steel vessels up to 12,500 D. W. tons, such as
cargo carriers, oil tankers, refrigerator ships, barges
and tugs. The 62,000 ton refrigerator ship “South
Pole” which was built in forty days, during the war,
established a world's record in construction for steel
ships of this type.
These plants are also equipped for handling quick
and efficient repairs of all kinds on various types of
steel and wood ships at moderate cost.
The company also rebuilds steel and wood passenger
ships. One of the most notable contracts of this kind
covered the recent rebuilding of the passenger steamer
“Midland” that had been burned to the water's edge.
-----------------------------------------------------
-----------------------------------------------------------------------
--------
The Company's three plants
Repairing. are ideally located in the heart
= Rebuilding. of the shipping district, within
Reconditioning easy reach of all ships in Balti-
more Harbor. The repair fa-
cilities in clu de completely
equipped shops such as blacksmith, boiler, carpenter,
joiner, paint, copper, etc.; also shear legs, traveling
cranes and stiff leg derrick.
With these facilities and the company’s efficient or-
ganization, many difficult repair jobs have been com-
pleted in record time. The Standard Oil tanker “F.
Q. Barstow,” which had been badly damaged by fire,
------------------------------------------------------------------------
was repaired in 64 days—one day ahead of the con-
tract time. The shortest time that the next com-
petitor had specified in the bidding was 130 days.
The Baltimore Dry Docks & Ship Building Co. is
also busily engaged in reconditioning a large number
of vessels that were used as troop ships during the war.
These ships are being reconverted into cargo carriers.
Some of these ships recently reconditioned are the
“Eurana” and “Lancaster” of the Green Star Line,
the “Edward Luckenbach,” “Julia Luckenbach,” “K.
I. Luckenbach,” “F. J. Luckenbach,” and “Edgar
Luckenbach” of the Luckenbach Steamship Company;
the “Texas” and “Ohioan” of American Hawaiian
Line, the “Geo. H. Jones” and the “Philippines.”
Most of these contracts were awarded in New York
and Boston, and nearly all of these ships were towed
from those ports to the yards of the Baltimore Dry
Docks & Ship Building Co. at Baltimore. At times
there are as many as 30 to 35 vessels undergoing re-
pairs by this Company.
# The dry dock at the Upper
Dry Docks = Plant is 610 feet long and will
and Marine accommodate the largest ship
Railways entering Baltimore. This dry
im. dock is served by two traveling
cranes having exceptionally
lengthy booms.
The dry dock at the Lower Plant is 437 feet long
and is served by four traveling cranes which operate
on both sides of the dock.
Two marine railways are located at the Upper Plant
where smaller ships may be hauled out for repairs.
THE BALTIMORE DRY DOCKS & SHIP BUILDING CO.
BALTIMORE.
MD. U. S. A.

1104
Ships, Engines and Boilers
----------
---------------------------------------------------------------
The Manitowoc Shipbuild-
ing Company specializes in the
design and construction of ocean
going steam and motor ships.
Passenger vessels, Freighters,
Sand Suckers, Dredges, Float-
ing Cranes, Lighters, Fire Boats, Tugs and Dump
Scows are among the other types of boats which the
Manitowoc Shipbuilding Company builds.
Marine Engines, Semi-Diesel Engines, Boilers, Deck
and Auxiliary machinery are also designed and built by
this company.
Products
---------------------------------------------------
--
The plant of the Manitowoc
Shipbuilding Company is loca-
ted on the Manitowoc River,
Manitowoc, Wisconsin, a n d
consists of ways, drydocks and
outfitting berths, in addition to
machine, blacksmith, electrical, tin, joiner, pipe and
coppersmith shops; angle furnace, oakum shed, etc.
In other words, the Manitowoc Shipbuilding Company
possesses all the facilities and equipment necessary to
maintain a modern shipyard that handles all classes
of work.
Plant and
Facilities
MANITOWOC SHIPBUILDING COMPANY
MANITOWOC. WISCONSIN


1105
Dry Docks
*titutiuniliutitutiuniutiunusumurunuintuluiulinium-
Modern dry docks are of
three types, basin or graving
º, docks, floating docks, and rail-
ry way dry docks. Each type has
imä its special merits and objections.
Basin docks, due to their high
first cost and costly operation, are almost exclusively
government built. Floating docks and railway dry
docks are the leading commercial types of to-day.
Floating docks are built in the following types: single
pontoon or box type, sectional type, and separate pon-
toons with single wing type, with various modifica-
--
Floating Dry Dock
tions as to details, of steel, wood, or composite con-
struction. Railway dry docks are built in two types,
end haul and side haul, and are constructed of steel,
wood, concrete, and composite.
The choice of a dry dock for any particular loca-
tion and repair yard requires study into the nature
of the site, type of vessels to be handled, proximity to
building materials, etc. If possible, competent en-
gineers familiar with all types of dry dock design,
should be consulted.
------------------ ------------------------------------------------
*
The Crandall Engineering
Company has developed a longi-
tudinally-trussed floating dock
which has some very interesting
- The great objection
to the sectional floating dock has
been its excessive flexibility which caused undue stress
and strain in vessels being docked. This new type
is self docking and at the same time is designed with
truss panels in the wing walls of each section. When
the sections are joined together these panels form a
longitudinal truss in each wing and a stiff backbone
Trussed Sectional
Floating Docks,
Patented
- = features.
------------------------------------------------------------------------
for the dock. The transverse members are simple,
determinate structures assuring a minimum of mate-
rial compatible with proper strength, indicating a
lower cost and a greater lifetime. This dock well
merits the phrase “built like a bridge.”
The control of the pumping machinery is centralized
at the head of the dock.
Crandall Railway Dry Docks
are the result of long experience
in designing dry docks for all
types and classes of vessels.
These docks should not be con-
fused with the old type of ma-
rine railways, for they are similar only in principle.
These old types lifted the forward end of the ves-
sel a considerable distance out of the water be-
fore the keel at the after end had grounded on the
blocks thereby causing considerable distortion and un-
due stress to the vessel. Crandall Railway Dry Docks
Railway Dry
Docks
Railway Dry Dock
lift vessels from the water on practically an even keel
thus overcoming the above objection.
Railway dry docks cost less to build than any other
type and the cost of operation and maintenance is much
lower.
titutitutiittitutitutiuniutiununununununununun.
Dry Dock
Engineers
# In 1854 the Crandalls en-
i tered the field of dry dock de-
= sign and construction. During
the 65 years since that time they
i have made a specialty of engi-
neering in this particular field.
To-day the records of The Crandall Engineering
Company show that over 14o dry docks of their de-
sign are now in operation in the various ports of the
world.
.iiiuuuuuuuuuuuuuuuuuuuuuuuuuuuuuunum
=R55- ------- -r- --~~~~ =======-rºº;
------------- ------------------------------------
3%. Žº.
,” Nº. .” *
22 N. ,”,” &
º, wº, - Nº.
- ..). Nº. ...” ~
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.” N. ,’.” *w- ...? -
~~~ ~~ -7 I- º SS, - it’ n - Yºº. --
-- ź :: ; ; ; ; ; ;&# # 3. fººt-3.ji..ii.º.º.º. §.: ; ::..}} :: i. 3. ; #==}} º
—H-34: ************i-sii-stº --- **---ºr-ºr-ºrrºr rººt-ºu-4'- § º-ºº-ºº-º-ºw ---------> =-1.
** -***** *f; ---------- & …I Vº * f * :: ); gr * *: :
º, : - - : I. ::
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- ----------------------- 3. | r
§ - 3. - 2.3.5. -- 5.9 --- ======== By #====% 3. - :====
º
Longitudinally Trussed Sectional Floating Dry Dock—“Built Like a Bridge”
THE CRANDALL ENGINEERING CO.
EAST BOSTON, MASS.












1106
Shipyard Economists
Proved and Controlled Costs
Cost i are vital to the continued suc-
Accounting I cess of any shipyard. A system
I such as installed by Alabama
Dry Dock and Shipbuilding
Co., of Mobile, Ala., gives the monthly cost of
Materials Used, of Direct Labor, and of Overhead
Burden. It gives the total Cost of Production and
Collectible Charges for the month, the Profit or Loss
for the month, and the consequent condition and trend
of the business. It insures that no charges will be
omitted from the bills, and also provides information
leading to reduction in costs and expenses.
The same general methods are, of course, applicable
to any business, and have been thoroughly tried out
and found successful in every line of manufacture.
In many shipyards, as in every
Industrial line of manufacture, money is
Engineering being literally thrown away
daily.
haps unavoidable in shipbuilding
This condition was per-
during the hurry and stress of the past period, but the
time has now arrived when it is not only advisable, but
necessary, to give more attention to the feature of effi-
ciency. A great deal can be accomplished in this respect
by engineers who have had long experience in creating
more direct methods of routing production and
handling materials; in organization of working forces;
in methods of paying labor and encouraging and
rewarding effort; in carrying along manufacture on
These
methods have been applied with results, sometimes
definite pre-determined plans and schedules.
almost unbelievable, in every line of manufacture.
Properly applied, it means you increase output and
you increase wages, but you reduce costs, and create
a new spirit of co-operation and content throughout
the plant.
The value of an Appraisal
giving more information than
the old standard,
on entirely different bases, be-
# Appraisals and made
comes evident from a study of
Treasury Department Regulations regarding Depre-
ciation and Invested Capital. Only an engineer can
make the Appraisal; only an Accountant can under-
stand its practical application.
It demands a combination of the two to obtain the
full benefit of the Regulations.
Any shipbuilding company contemplating disposing
of its business should also have the Engineering
Appraisal.
The determination of Earn-
ings, Expenses and Taxable In-
Audits
come, as well as Invested Capi-
tal, and the preparation of Tax
Returns is essentially the work
of the Auditor.
the accuracy of records, the suitability of methods,
It is his function also to determine
and the effectiveness of the organization.
Further, defalcations usually occur in the most un-
expected quarters, and the audit will determine how
justly confidence has been placed in officials and
employees.
# Too much construction has
Plant Design been made without proper study
and º i of its exact and ultimate use.
Construction
# The result has been that the
º plant has had to be fitted into
the buildings as best it could.
The modern way is to employ a firm which can
furnish skilled engineers to first lay out the plant,
determine every requirement, and then house the
plant accordingly.
This is the only way to make sure the building
will be permanently useful.
COOLEY & MARWIN CO., BOSTON, MASS.
1107
in
fi
fi
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Index to the Catalog Section
In the pages following, the Catalog Section is indexed by
three methods.
1. Alphabetical Index of Catalogs.
In this the names of the firms represented in the Catalog
Section are listed alphabetically, with the page numbers on
which their catalogs appear.
2. Trade Name Index.
Here are listed, in alphabetical order, the distinctive
Trade Names of the various products shown in the Catalog
Section. After each name is given the manufacturer of the
product, with the page numbers in the Catalog Section where
the product is described.
Many products are better known by their Trade Names
than by the firm name of the manufacturer. The purpose of
this Trade Name Index is to identify such products, where the
manufacturer is not immediately identified by the Trade
Name. ºr
3. Directory of Products.
In this index there is given, alphabetically arranged, a list
of the products of the firms whose catalogs appear in the Cat-
alog Section. Beneath each product are given the names of
the firms manufacturing it, with page numbers.
Where it does not conflict with usage, the article is listed
under the main noun. For example, Oil Engines are listed
under Engines, Oil. Numerous cross-references are also
included to facilitate the use of this directory.
The Definition Section, appearing first in the book, also
serves as a combined index to the Text and Catalog Sections.
Because of the fact that it gives simultaneously both installa-
tion and detailed information on specific equipment, the
Definition Section will usually be the most convenient index.
||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||}|{||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
||||||||||||||||||||||||||||||||||||||||||||}||||||||||||.
Iſ:
(ſ.
Alphabetical Index of Catalogs
Acme Machine Tool Co., The . . . . . . . .
Admiral Anchor Co., The . . . . . . . . . .
Ajax Mfg. Co.
Allen Mfg. Co., The . . . . . . . . . . . . . . .
Almy Water-Tube Boiler Co. . . . . . . .
American Balsa Co., Inc. . . . . . . . . . . .
American Car & Foundry Co.. 760,
American Chain Co., Inc. . . . .874-879
American Clay Machinery Co., º
American Keith Co., Inc. . . . . . . s -:
American Manganese Bronze Co. . . .
American Mfg. Co. . . . . . . . . . . . . 824,
American Steam Gauge & Valve Mfg.
Co. . . . . . . . . . . . . . . . . . . . . . . . . 1006,
American Steel Foundries. . . . . . 868,
American Steel & Wire Co. . . . . . . . .
828-835 inc., 1066- 1069
Ames & Co., W. . . . . . . . . . . . . . . . . . .
Armstrong Mfg. Co. . . . . . . . . . . . . . .
Asbestolith Mfg. Co. . . . . . . . . . . 810,
Ashton Valve Co. . . . . . . . . . . . 1004,
Badenhausen Co.
Baldt Anchor Co.
e e < e º ºs e º 'º e a e s s & s &
Baltimore Dry Docks & Shipbuilding
1
Co., The . . . . . . . . . . . . . . . . . . . . . . . .
Barber Asphalt Paving Co., The . . .
Barco Mfg. Co. . . . . . . . . . . . . . . . . . . .
Beatty Machine & Mfg. Co. . . . . . . .
Benson Electric Co. . . . . . . . . . . 866,
Bolinders Co. . . . . . . . . . . . . . . . . . 904,
Bradley & Son, Inc., C. C. . . . . . . . . . .
Bramhall, IXeane Co. . . . . . . . . . . . 1096,
Bridgeport Brass Co. . . . . . . . . . . . . . .
Biggs Bituminous Composition Co.,
IłC. . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Buckeye Iron & Brass Works... 1034,
Bullard Machine Tool Co., The
705-713
Camden Forge Co. . . . . . . . . . . 89 2-895
Cameron Steam Pump Works, .\. S..
Capitol Brass Works. . . . . . . . . . . . . .
Carbo-Hydrogen Co. of America. . . .
Carpenter & Co., Geo. B. . . . . . . . 1 102,
Celite Products Co. . . . . . . . . . . . . . . .
Chadburn Ship Telegraph Co. of
America . . . . . . . . . . . . . . . . 1082-1085
Chambersburg Engineering Co. .750,
Champion Engineering Co., The . . . . .
Channon-Emery Stove Co. . . . . . . . . . ".
Chase Machine Co., The . . . . . . . . . .
Cheesman-Elliot Co., Inc. . . . . . . . . . . .
Chicago Pneumatic Tool Co.. 780-783
Cincinnati Planer Co. . . . . . . . . . 714,
Cleveland Crane & Engineering Co.,
tº ſº º e º Gº & º ºs e dº º & © & e º 'º e º e º & tº e º e ºs
The . . . . . . . . . . . . . . . . . . . . . . . . . 40,
Coen Co. . . . . . . . . . . . . . . . . . . 988-995
Coes Wrench Co. . . . . . . . . . . . . . . 776,
Colonial Works, Inc. . . . . . . . . . . . . . . . .
Commercial Camera Co. . . . . . . . . . .
Cooley & Marvin Co. . . . . . . . . . . . . . . .
Cramp & Sons Ship & Engine Build-
ing Co., The Wm. . . . . . . . . . 888–890
Crandall Engineering Co., The . . . . . .
Cutting & Washington Radio Corp.
1076,
Dahlstrom Metallic Door Co. . . . 816,
Davidson Co., M. T. . . . . . . . . . . . . . .
Debevoise Co., The . . . . . . . . . . . . . . . .
Dee Co., William V. . . . . . . . . . . . 814,
Pefiance Machine Works, The . . . 722,
DeLaval Steam Turbine Co. . . . . . . .
Deming Co., The . . . . . . . . . . . . . . 1048,
D'Este Co., Julian . . . . . . . . . . . . . . . .
Dew Valve Co., Inc. . . . . . . . . . . . . . . .
Diamond Power Specialty Co. .998,
Duntley Pneumatic Tool Co. . . . . . .
Duparquet. Huot & Moneuse . . . . . . . .
Durabla Mfg. Co. . . . . . . . . . . . . . . . . .
71.6
S73
75.3
727
971
822
761
inc.
863
101S
887
825
1007
869
inc.
800
77 3
81 l
1005
1075
1051
inc.
1040
1037
754
1 1 03
984
inc.
751
796
1098
802
inc.
715
793
74.1
inc.
777
806
696
1 107
inc.
1106
1077
817
1038
Edison Storage Battery Co. . . . . . . . . 1080
Edson Mfg. Co. . . . . . . . . . . . . . . . . . . 865
Eichmann Co., The . . . . . . . . . . . . . . . . 812
Electric Arc Cutting & Welding Co.. 757
Electrose Mfg. Co. . . . . . . . . . . . . 1078, 1079
Electro-Sun Co., Inc. . . . . . . . . . . . 694, 695
Elliott Co. . . . . . . . . . . . . . . . . . . . . . . . . 962
Engberg's Electric & Mechanical
Works . . . . . . . . . . . . . . . . . 1056-1061 inc.
Fairbanks, Morse & Co. . . . . . . . 908, 909
Falk Co., The . . . . . . . . . . . . . . . . . 960, 961
Federal Composition & Paint Co, The . 805
Fiske Bros. Refining Co. . . . . . . . . . . 801
Flory Mfg. Co., S. . . . . . . . . . . . . . . . . . 859
Follett Time Recording Co. . . . . . . . . . 697
Ford Chain Block Co. . . . . . . . . . . . . . 797
Foster Marine Doiler Corp. . . . . . . . . . 978
Frick Co. . . . . . . . . . . . . . . . . . . . . . 1028, 1029
(i.eneral Electric Co. . . . . . . . . . 940-958 inc.
General Welding & Equipment Co... 755
Greaves-Klusman Tool Co. . . . . . . . . . . 717
Grinding Process Tool Co., The . . . . 729
II allidie Co. . . . . . . . . . . . . . . . . . . 922, 923
Heine Safety Boiler Co.. . . . . . . . . . . . 976
Helser Machine Works, Inc. . . . . . . 864
Hills-McCanna Co. . . . . . . . . . . . . . 964, 965
Hisey-Wolf Machine Co., The . . . . . . 728
Holmes Metallic Packing Co. . . . . . . . . 1030
Hooven, Owens, Rentschler Co.,
The . . . . . . . . . . . . . . . . . . . . . . 912-919 inc.
Howden & Co. of America, Inc.,
James . . . . . . . . . . . . . . . . . . . . . . 1014, 1015
Hyatt Roller Bearing Co., Inc. .739, 792
Ideal Automatic Governor Co. . . . . . . 1043
Independent Pneumatic Tool Co.. 788, 789
Ingersoll-Rand Co. . . . . . 784-787 inc., 911
International Spar Co. . . . . . . . . . . . . . . 813
Irving Iron Works Co. . . . . . . . . . . . . . 977
Jenkins Bros. . . . . . . . . . . . . . . . . . 103.2, 1033
Johannsen, H. S. . . . . . . . . . . . . . . . . . . . 910
Jones & Co., B. M. . . . . . . . . . . . . . . . . 704
Joyce-Cridland Co., The . . . . . . . . 770, 771
Kearfott Engineering Co. . . . . . . . . . . . 970
Kearney & Trecker Co. . . . . . . . . . . . 699
Kelvin & Wilfrid O. White Co. . . . . 1092
Kennedy Co., Wm. J . . . . . . . . . . . . . . . 1 101
Kerr Machinery Corp. . . . . . . . . . . 884, 885
Keystone Mfg. Co., The . . . . . . . . . . . 772
Keystone Screw Co. . . . . . . . . . . . . . . . . 778
King Optical Co., Julius. . . . . . . . . . . . 763
Kinney Mfg. Co., The . . . . . . . . . 1046. 1047
Klaxon Co.. . . . . . . . . . . . . . . . . . . . . . . . 1087
Kling Bros. Engineering Works. . . . . 744
Lambert Hoisting Engine Co. . .852-855 inc.
Laminated Shim Co. . . . . . . . . . . . . . . . . 920
Leschen & Sons Rope Co., A. . . . . . . 841
Lidgerwood Mfg. Co. . . . . . . . . . . . .848, 849
Locomotive Superheater Co. . . . . 980, 981
Long & Allstatter Co., The . . . . . . . . . . 745
Lovell & Co., F. H. . . . . . . . . 1072-1074 inc.
Lowell Wrench Co. . . . . . . . . . . . . . . . . 775
Lynd-Farquhar Co. . . . . . . . . . . . . . 724, 725
McCabe Lathe S. Machinery Corp,
J. . . . . . . . . . . . . . . . . . . . . . . . . 718, 719
McMillan's Sons, W. H. . . . . . . . . . . . . 844
McMyler-Interstate Co., The . . . . . 794, 795
McNab Co., The . . . . . . . . . . . . . . . . . . . 1086
Magnesia Association of America
985-987 inc.
Malleable Iron Fittings Co. . . . . . . . . 823
Manitowac Ship Building Co. . . . . . . . 1 105 .
Marine Decking & Supply Co.
808, 809, 842, 843, 1002, 1003
Mason Regulator Co. . . . . . . . . . . . . . . . 1022
Michigan Lubricator Co. . . . . . . . . . . . . 963
Milton Mfg. Co., The . . . . . . . . . . . . . . . 774
Modern Tool Co. . . . . . . . . . . . . . . . . . . . 698
Mcon Co., Inc., Geo. C. . . . . . . . . . . . 840
Morris Machine Works. . . . . . . . 1044, 1045
Morse Dry Dock & Repair Co.. . . . . 898
Morton Mfg. Co. . . . . . . . . . . . . . . . 720, 721
Mundy Hoisting Engine Co., J. S.
850, 851
National Hoisting Engine Co. . . . . 846, 847
National Malleable Castings Co., The 882
Nautical Instruments Mfg. Co. . . . . . . 1091
New London Ship & Engine Co.
900-903 inc.
Niles-Bement-Pond Co. . . . . . . . 7.30-738 inc.
Norton, Inc., A. O. . . . . . . . . . . . . . . . . . 769
Norwalk Iron Works, The . . . . . . . . . . 779
Ohio Body & Blower Co., The . . . . . . 1052
Orr & Sembower, linc. . . . . . . . . 856-858 inc.
Otto & Sons, Inc., .\llbert T. . . . 1000, 1001
Pacific Construction & Engineering
Co. . . . . . . . . . . . . . . . . . . . . . . . . . 896, 897
Page Boiler Co. . . . . . . . . . . . . . . . . . . . 975
Page Steel & Wire Co. . . . . . . . . . . . . . 7.58
Parkesburg Iron Co.. The . . . . . . . 982, 983
Pawling & Harmischfeger Co.. . . 726, 791
Pedrick Tool & Machine Co. . . . . . . . . 765
Pneumercator Co. . . . . . . . . . . . . . . 1088, 1089
Power Specialty Co. . . . . . . . . . . . . . . . . 97.9
Pratt & Cady, Inc. . . . . . . . . . . . . . . . . 1036
Quickwork Co., The . . . . . . . . . . . . . . . 7.46
Reid & Co., John . . . . . . . . . . . . . . 1016, 1017
Ritchie & Sons, E. S. . . . . . . . . . . . . . . . 1093
Robinson & Co., Inc., A. . . . . . . . . . . . 1081
Roebling's Sons Co.. John A. . .836, 837
Rooksby & Co., E. J. . . . . . . . . . . . 766, 767
Russell, Burdsall & Ward Bolt &
Nut Co. . . . . . . . . . . . . . . . . . . . . . . 798, 799
Sands & Son Co., .\. B. . . . . . . . 1054, 1055
Sandusky Foundry & Machine Co.,
The . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89.1
Sarco Co., Inc. . . . . . . . . . . . . . . . . . . . . . 1021
Schutte & Koerting Co. . . . . . . . . 996, 997
Seidler-Miner Co., Inc. . . . . . . . . . . 1070-1071
Southern-Rome Co. . . . . . . . . . . . . . . . . . 1 100
Sperry Gyroscope Co.. The . . . . . . . . . . 109.4
Sprague Electric Works of General
Electric Co. . . . . . . . . . . . . . . . . . . . . . .
Spray Engineering Co. . . . . . . . . . . . . . . 764
Stamford Foundry Co., The . . . . . . . . 1095
Standard Optical Co. . . . . . . . . . . . . . . 762
Steam Motors Co., Inc., The . . . . 1062, 1063
Steward Davit & Equipment Corp.
81.8-821 inc.
Sturtevant Co., B. F. . . . . . . . . 1008-1013 inc.
Sumner Co., H. W. . . . . . . . . . . . . . 906, 907
Superior Iron Works Co. . . . . . . 860, 861
Tagliabue Mfg. Co., C. J. . . . . . . . . . . . 1090
Terry Steam Turbine Co., The . . . . . . 1041
Thacher Propeller & Foundry Corp. .. 886
Thomas Spacing Machine Co. . . . . . . . 742
Trout Co., H. G. . . . . . . . . . . . . . . . . . . . 883
Underwood Corp., H. B. . . . . . . . . . . . 768
United States Chain & Forging Co... 881
U. S. Light & Heat Corp. . . . . . . . . . . 7.59
Upson-Walton Co., The . . . . . . . . 870, 871
Wall Rope Works, Inc. . . . . . . . . . 826, 827
Ward Engineering Works, The Chas.
966-969 inc.
Warner & Swasey Co., The . . . .700-703 inc.
Waterbury Co. . . . . . . . . . . . . . . . . . . 838, 839
Waterhouse Welding Co. . . . . . . . . . . . 756
Watson-Stºllman Co., The . . . . . . . . 748, 749
Western Electric Co. . . . . . . . ... 1064, 1065
Westinghouse Elec. Co.
924-939 inc.
wººler Condenser & Engineering
O
a e g is is a # e º e º e º e º e º e e e º e s tº e e º e º ºs 1024
Wheeler Mfg. Co., C. H. . . . . . . . . . . 10.42
Wheeling Mold & Foundry Co.. . . . . . 899
Whitlock Coil Pipe Co., The . . . . . . . 1039
Wickes Boiler Co. . . . . . . . . . . . . . . . . . 974
Wing Mfg. Co., L. J. . . . . . . . . . . . . . . . 1053
Winner Co., The . . . . . . . . . . . . . . . . . . 1020
Woodhouse Chain Works. . . . . . . . . . . . 880
York Mfg. Co. . . . . . . . . . . . . . . . . . 1026, 1027

For information regarding the products or facilities, the address of main or branch
offices, etc., of any company not here listed—write, wire or telephone Shipbuilding Cyclopedia,
Woolworth Building, New York. Telephone Barclay 6940.
1109
Trade Name Index
A. B. C. Life Rafts—American Balsa Co., Inc. Page 822.
ACCO Chains—Annerican Chain Co., Inc. Pages 874-879.
ADM IRALTY Seamless Condenser Tubes—Bridgeport Brass
Co. Page 1025.
AL BANY Sectional Shaking
Foundry Corp. I’age 886.
ALCON A Lavatories—A. B. Sands & Son Co. Page 1054.
ALL - 1 N - ON E Lathes—J. J. McCabe ſ.a. the and M'l Chinery
Corp. Page 718.
ALLEN Jaw Riveters—Chicago I’neumatic Tool Co. I’age
783.
Grates—Thacher Propeller &
A MCO Rope and Cordage—American Mfg. CO. Page 825.
AM ERICAN IDEAL Steam Traps—American Steam Gauge &
Valve Mfg. Co. Page 1006.
AM ER CORE Electric Wire—American Steel & Wire CO.
Page 1067.
A | ROI LEN E Pneumatic Tool Oil and Grease—Chicago I’neu-
matic Tool Co. I’age 783.
ARºgo i RON Welding Rods—Page Steel & Wire Co. iPage
ATLAS Soot Blowers—Albert T. Otto & Sons, Inc.
AULD Reducing Valves—Schutte & Koerting Co.
Page 1000.
I’age 997.
BAKELITE M I CARTA Gears—Westinghouse Electric & Mfg.
Co. Page 937.
BALSA Insulation—American Halsa Co., Inc. Hºage 822.
BASSN ETT Sounding Machines—Chadburn Ship Telegraph
Co. Page 1085.
B ERM U DEZ LA K E Asphalt—The Barber Asphalt Paving Co.
Page 807.
B ERV I C K Electric Rivet Heaters—American Car & Foundry
Co. Page 760
BLUE CENTER Wire IRope—John A. Roebling's Sons Co.
Page 836.
BOYER Preumatic Tools—Chicago I’neumatic Tool Co. l’age
780.
BRET ON Lavatories—A. B. Sands & Co. Page 1054.
BRIGGSON ITE Enamel—Briggs Bituminous Composition Co.,
Inc. Page 804.
E RUN DRIT Boiler
Page 1018.
BU R M El ST E R & WAl N Diesel Engines—The Wm. Cramp &
Sons Ship & Engine Building Co. Page 889.
B & W Diesel Engines—The Wnn. Cramp & Sons Ship &
Engine Building CO. Page 8S9.
Circulators—American Reith Co., Inc.
CA RPE NCO Air Ports—Geo. B. Carpenter & Co.
CELOGLAS Lenses—Standard Optical Co. Page 762.
CESCO Ranges—Channon-Emery Stove Co. Page 1098.
CHA DE U R N - H EZZA NIT H Binoculars—Chadburn Ship Tel-
egraph Co. Page 1085. -
CINCI N NAT I Boring Mills and Planers—Cincinnati
Co. Page 714
C | NC | N N AT I ACM E Turret Lathes and Screw Machines—
The Acme Machine Tool Co. Page 716.
CLIMAX Preunmatic Drill Lubricant—Fiske Bros.
ing Co. Page 801.
CLINTON Lavatories—A. B. Sands & Son Co. Page 1054.
CLIPPER Cordage—American Mfg. Co. Page 825.
C-O Marine Oil Engines—Fairbanks, Morse & Co. Page 908.
colºrado Water Closets—A. B. Sands & Son Co. Page
Page 1103.
Planer
Refin-
COMPACTUS Heaters—A. B. Sands & Son Co. Page 1055.
COPUNSH EAR Punches and Shears—Beatty Machine & Mfg.
Co. Page 743
C. P. ſ. Pneumatic Tool Steel—B. M. Jones & Co. Page 704.
CRESCENT Wire Rope—Geo. C. Moon Co., Inc. Page 840.
C RESCENT BRAND Condenser Tubes—Wheeler Condenser
& Engineering Co. Page 1024.
CURTIS Steering Engine Regulators, Steam Traps, Damper
Regulators and Pressure Regulators—Julian D'Este Co.
Page 1019.
CYCLONE Double Connection Lubricators—Michigan Lubri-
cator Co. Page 963
DEANE'S Galley Equipment—Bramhall, Deane Co. Page
1096.
DE-PA - CO Paints—The Debevoise Co. Page 803.
DE REKA Paints—The Debevoise Co. Page 803.
DOUBLE MUSH ET High Speed Steel, Bits—B. M. Jones &
04.
jºr
Co. Page 7
DRILLWELL Drilling Cable—Waterbury Co. Page 839.
DU N N Stockless Anchors—American Steel Foundries. Page
S68.
DUSTSAFE Safety Goggles—Julius Ring Optical Co. Page
T 63.
DYSON Express Type Boilers—The Chas. Ward Engineering
Works. I’age 969.
EMPI RE Bolts, Nuts, Etc.—Russell, JBurdsall & Ward Bolt &
Nut Co. Page 798.
FAULTLESS Pyrometer Indicators—C. J. Tagliabue Mfg. Co.
Page 1090.
FERROl D Bituminous Enamel—Briggs Bituminous Com-
position Co., Inc. Page 804.
FIB RECLA D Wire Rope—Waterbury Co. Page 839.
FLORI DA Water Closets—A. B. Sands & Son Co. Page 1054.
FLOW METERS Measuring Instruments—General Electric
Co. Page 950. -
FORD TRI BLOC Chain Hoists—Ford Chain Block Co. Page
797.
FOSTER Superheaters—Power Specialty Co. Page 979.
GE NASCO Roofing, Paints, Caulking Pitch, Enamels, Etc.—
The Barber Asphalt Paving Co. Page 807
GLENVVOO D Lavatories—A. B. Sands & Con Co. Page
1054. -
GO RE Armored Rope—Waterbury CO. Page 839.
GREEN STRAND Wire Rope—Waterbury Co. Page S39.
GREEN STRAND GIANT Plow Steel Wire Rope—Waterbury
CO. Page 83S.
H A M I LTON Marine Engines—The Hooven,
Schler Co. I’ageS 914-919.
HAM M ON D NEVERSLIP Portable Floor Cranes—Beatty
Machine & Mfg. CO. Page 743.
HANDY BILLY Pumps—The Deming Co. Page 1048.
HERCULES Wire Rope—A. Leschen & Sons Rope Co. I’age
S41.
Owens, Rent-
H EVEA Rubber Insulation—General Electric Co.
H OBO RN Lavatories—A. B. Sands & Son CO.
Page 951.
Page 1054.
I MPERI AL Air Compressors—Ingersoll-Rand Co.
1SAFE Safety Goggles—Julius King Optical Co.
Page 786.
Page 763.
JEFFERSON Lavatories—A. B. Sands & Son Co. Page 1054.
JENARCO Vulcanized Red Rubber Sheeting—Jenkins Bros.
Page 1033.
KEITH Multiblade Fan and Blower—American
Inc. Page 1018.
KELVITE Nautical Instruments—Kelvin & Wilfrid O. White
Co. Page 1092
KENT-CHAD BURN Clear View Screens—Chadburn Ship
Telegraph Co. Page 1084.
KLAXOCATOR Electric Signal System—Klaxon Co. Page
1087. • -
KLAXOPHONE Loud
Page 1087.
Keith Co.,
Speaking Telephones—Klaxon Co.
LE BLANC Air Ejectors—Westinghouse Electric & Mfg. Co.
Page 934.
LEFAX Loose-leaf Note Books—Electro-Sun Co., Inc. Page
695.
LIBERTY FIVE Ship Telegraphs—Chadburn Ship Telegraph
Co. Page 1082.
LIGHTN ING Hose Coupling Tools—Chicago Pneumatic Tool
Co. Page 783.

York. Telephone Barclay 6940.
To identify the manufacturer of any product when the Trade Name only is known and is
not here listed—write, wire or telephone Shipbuilding Cyclopedia, Woolworth Building, New
, 1110
Trade Name Index
LILLIE Evaporators—Wheeler Condenser & Engineering Co.
Page 1024.
-THE DAVID Pneumatic Tools—Ingersoll-Rand Co. Page
785.
LITTLE GIANT Pneumatic and Electric Tools–Chicago
Pneumatic Tool Co. Page 783.
LITTLE TUGGER Ash Hoists—Ingersoll-Rand Co. Page 787.
LiTºlo Decking—Marine Decking & Supply Co. Page
LOGOM ETER Direction and Revolution Indicators—The Mc-
Nab Co. Page 1086.
LUN DIN Lifeboats—American Balsa Co., Inc., Page 822.
MADESCO Ash Ejectors, Ship Fittings—Marine Decking &
Supply Co. Page 808
MADESCO Tackle Blocks—Marine Decking & Supply Co.
I’age 842. -
85% MAGNESIA Steam Pipe and Boiler Coverings—Mag-
nesia Association of America. Page 985-987.
MAXI - M I LL Boring Mill—The Bullard Machine Tool Co.
Page 706.
M. I. F. Pipe Fittings—Malleable Iron Fittings Co. Page 823.
M LVVAU KEE
Page 699.
MODEL Water Closets—A. B. Sands & Son Co. Page 1054.
MONITOR Plow Steel Wire Rope—American Steel & Wire
Co. Page 828.
MULT-A U-MATIC–The Bullard Machine Tool Co. Page 712.
MULTIPLEX Ratchet Wrench Sets—Lowell Wrench Co.
Page 775.
MULTI UNIT SEM - FILM Oil Heaters—Coen Co. Page 990.
MUSH ET High Speed Sheets, Original Air Hardening Steel—
B. M. Jones & Co. I’age 704.
Milling Machines—Kearney & Trecker Co.
NACO Electric Steel Anchor Chain Cable—The National Mal-
leable Castings Co. Page 882.
NATIONAL Stockless Anchors—The Upson-Walton Co. Page
871.
NAUTICO Nautical Instruments—Nautical Instruments Mfg.
Co. Page 1091.
N-Bº. Machine Tools—Niles-Bement-Pond Co. Tages 730-
N ELSECO Diesel Engines—New London Ship & Engine Co.
Pages 900-9C3,
NEPTUNE Launching Grease—Fiske Bros.
Page 801,
NOVAl-UX Lighting Units—General Electric Co. Page 947.
NU BIAN BLACK Treated Wire Rope—The Upson-Walton
Co. Page 870.
Refining Co.
oNH;MAN Roll Tables—Thomas Spacing Machine Co. Page
PARSON'S Manganese Bronze—The Wm. Cramp & Sons
Ship & Engine Buidling Co. Page 890.
PARSON'S White Brass—The Wm. Cramp & Sons Ship &
Engine Building Co. I’age 890.
P & H Cranes and Hoists—T’awling & Harnischfeger CO.
Page 791.
P & H Drilling and Boring Machines—Pawling & Harnisch-
feger Co. Page 726.
PHOTOSTAT Photographic Copying Machine—Commercial
Camera Co. Page 696.
PIVOT DISC Metal—The Wm. Cramp & Sons Ship & Engine
Building Co. Page 890.
P-R Marine Oil Engines—Ingersoll-Rand Co. Page 911.
PRATT & VV H ITNEY Machine Tools and Small Tools—Niles-
Bennett-Pond Co. Tages 734–735.
QUAKER Cargo Hoister—Marine Decking and Supply Co.
Page 842.
autºgrite Reducing Valves—-Schutte & Roerting Co. Page
RADOJET Air Pumps—C. H. Wheeler Mfg. Co. Page 1042.
RED CORE Insulation—General Electric Co. Page 951.
RELIANCE Electric Wire—American Steel & Wire Co.
Page 1067.
RELIANCE Forced Draft Equipment—John Reid & Co. Page
1016.
RELIANCE Transmission Rope—Waterbury Co. Page 839.
ROM E LINK Spring Fabric—Southern-Rome Co. Page 1100.
ROT REX Displacement Pumps—C. H. Wheeler Mfg. Co. Page
1042.
RURAL Single Connection Lubricators—Michigan Lubricator
Co. T’age 963.
SAFETY FIRST Switchboard Panels—General Electric
CO. Page 950.
SAFSTEPS Safety Steps—Irving Iron Works Co. Page 977.
sang-Ass Safety Goggles—Julius King Optical Co. Page
SCRUPLEX Ventilators and Exhausters—L. J. Wing Mfg.
Co. Page 1053.
SERENA Lavatories—A. B. Sands & Son Co. Page 1055.
SH | PMATE Ranges and Heating Stoves—The Stamford
Foundry Co. Page 1095.
SI L-O-CEL Boiler Insulation—Celite Products Co. Page 984.
SIMPLEX Superheaters—Badenhausen Co. Page 973.
SKANDIA Hot Bulb Oil Engines—H. S. Johannsen. Page 910.
S. M Electric Fittings—Seidler-Miner Co. Page 1070.
SPRACO Pneumatic Paint Equipment—Spray Engineering
Co. Page 764.
STANDARD UNIT PAN EL Switchboards—General Electric
Co. Page 949.
STEEROMOTOR Electric Steering Gear—Benson Electric Co.
Page 867.
STOCO Safety Goggles—Standard Optical Co.
SUBWAY Gratings—Irving Iron Works Co.
SUNSET Lavatories—A. B. Sands & Son Co. Page 1054.
SUPERB Lavatories—A. B. Sands & Son Co. Page 1054.
SVV ARTWOUT Cowls, Steam Traps and Steam Separators
—The Ohio Body & Blower Co. Page 1052.
Page 762.
Page 977.
TAG Thermoneters—C. J. Tagliabue Mfg. Co. Page 1090.
TAYLOR'S Best Yorkshire Iron–T3. M. Jones & Co. Page
704.
T ENA X Bituminous Solution and Cement, Marine Glue—
Briggs Bituminous Composition Co., Inc. Page 804.
THOR I’neumatic Tools—Independent Pneumatic Tool Co.
I’age 788.
T | CO Resistance Wire—American Steel & Wire Co. Page
1067.
TITAN1c Carbon Steel—D. M. Jones & Co. Page 704.
TRICOAT Rubber Insulation—General Electric Co. Page 951.
TRI N | D.A D Paint, Enamel, Asphalt—The Barber Asphalt
Paving Co. I’age 807.
TRIUM PH Pumps—The Deming Co. Page 1048.
USL Electric Arc Welding Machines—U, S. Light & Heat
Corp. Page 759.
U-VV Steel Wire Rope—The Upson-Walton Co. Page 870.
vans one Pipe Joints—The Whitlock Coil Pipe Co. Page
VORTEX Turbine Pumps-—Kerr Machinery Corp. Page 884.
VU LCA NITE Asphalt Mastic, Acid Proof Mastic—The Barber
Asphalt Paving Co. Page 807.
WELIN Quadrant Davits—American Balsa Co., Inc. Page 822.
WERKSPOOR Diesel Engines—H. S. Johannsen. Page 910.
WILLETT BRUCE Steamship Whistle Controls—The McNab
Co. Page 1086.
WOODHOUSE TRENTON Dredge Chain—Woodhouse Chain
Works. Page 880.
W & S Turret Lathes and Screw Machines—The Warner &
Swasey Co. I’age 700.
Y Oil Engines—Fairbanks, Morse & Co. Page 909.
Z Kerosene and Gasoline Engines—Fairbanks, Morse & Co.
Page 909. -
•

York. Telephone Barclay 6940.
To identify the manufacturer of any product when the Trade Name only is known and is -...-- - --
not here listed—write, wire or telephone Shipbuilding Cyclopedia, Woolworth Building, New
*
------------------ºr- z-ax zºº---
1111
Directory of Products
Page
ACCUMULATORS, HY-
DRAULIC
Chambersburg Engi-
neering Co. . . . . . . . . 750
Niles - Bement - Pond
O. . . . . . . . . . . . . . . . 730
Watson-Stillman Co.. 748
ACETYLE NE
General Welding &
Equipment Co. . . . . . 755
Morse Dry Dock &
Repair Co. . . . . . . . . . 898
Waterhouse Welding
Co. . . . . . . . . . . . . . . . 756
ACETY!-ENE APPARA -
TUS
(See Oxy-A c e t y le n c
Welding & Cutting.)
AFTER - COOLERS
C h ic a g o Pneumatic
Tool Co. . . . . . . . . . . 783
Independent P n e u -
matic Tool Co. . . . . . 788
Ingersoll-Rand Co. . . . 786
A ||R AND CI RCULATING
PUMPS
Davidson, M. T., Co.. 1038
Fºnº Morse &
O.
Norwalk Iron Works. 7. 9
Wheeler, C. H., Mfg.
Co. . . . . . . . . . . . . . . . 1042
A ||R COMPRESSORS
Fairbanks, Morse &
e & e º tº dº e g g e º e a º º 908
Tool Co. . . . . . . . . . . 783
Independent P n e u -
matic Tool Co. . . . . 788
Ingersoll-Rand Co. . . . 786
A ||R CON DITION ING
Sturtevant Co., B. F. . 1013
Aſ R COUPL i NGS
h ic a g o Pneumatic
Tool Company. . . . . 783
Independent P n e u -
matic Tool Co. . . . . 788
Ingersoll-Rand Co. . . . 784
Aſ R. EJ ECTORS
Wºº Electric
e e º e º e º 'º g º e º 'º a 1042
A ||R HO STS
h ic a g o Pneumatic
Tool Co. . . . . . . . . . . . 783
Independent P n e u -
matic Tool Co. . . . . 788
Ingersoll-Rand Co. . . . 785
A ||R HOSE
Carpenter, Geo. B., &
O- - - - - - - - - - - - - - - 1102
OOl CO . . . . . . . . . . . .
Independent P n e u -
matic Tool Co. . . . . 788
Ingersoll-Rand Co. . . . 784
A ||R PLANERS
(See Pneumatic Planers).
AIR PORTS.
Carpenter, Geo. B., &
- O. . . . . . . . . . . . . . . 1 102
Edson Mfg. Co. . . . . . 865
Morse Dry Dock &
Repair Co. . . . . . . . . 898
ands, A. B., & Son
O. . . . . . . . . . . . . . . . 105.5
Aſ R PUMPS
Cameron, A. S., Steam
Pump Works . . . . . . 1040
Davidson, M. T., Co.. 1038
Fºamº, Morse & 9
O.
Schutte & Koerting
e º $ & 6 s g g c e e º e º s
© tº e º is e º ºs
© º 6 tº e º & s tº a s g º º ſº 1042
AIR PUMPS, VERTICAL
TVW T N E EAM
Davidson, M. T., Co.. 1038
A R RECEIVERS
C h ic a g o Pneumatic
Tool Co. . . . . . . . . . 783
Independent P n e u -
matic Tool Co. . . . . . 788
Ingersoll-Rand Co. . . . 786
Page
A ||R WASH ERS -
Spray Engineering Co. 764
ALU M | NU M CAST | NGS
(See Castings, Aluminum.)
A M M ETERS
See Switchboards
a n d Switchboard
Jºquipment.)
A M M ON IA F1 TTINGS
I'rick Company. . . . . . . 1028
York Mfg. Co. . . . . . . 1026
A M M ON | A VALVES
Trick Company . . . . . . 1028
York Mfg. Co. . . . . . . 1026
A NCHORS
Admiral Anchor Co.. 873
American Steel Foun-
dries . . . . . . . . . . . . . . 868
Baldt Anchor Co. . . . . 872
Carpenter, Geo. D., &
O. . . . . . . . . . . . . . . . 1 102
Kearfott Engineering
is a s tº tº º ſº tº 9 e º g º 'º in
O.
Malleable Iron Fit-
tings Co. . . . . . . . . . 823
Morse Dry Dock &
Repair Co. . . . . . . . 898
Thacher Propeller &
Foundry Corp. . . . . 886
Upson-Walton Co. . . . 871
A N G L E BEVE LING
MACH | NES
Thomas Spacing Ma-
chine Co. . . . . . . . . . 742
A N N UNC IATO RS
Western Electric Co.. 1064
ANTI - C O R R O S | V E
PA|NT
(See Paint.)
A RC WELDING AP -
PARATUS
(See Welding Appa-
ratus, Electric.)
ASE ESTOS PACK I NG
(See Packing, Asbes-
tos.)
ASH E JECTORS
Davidson, M. T., Co. . 1038
Marine Decking &
Supply Co. . . . . . . . 1002
sºme & Koerting
O. . . . . . . . . . . . . . . .
ASH HOISTS
American Clay Ma-
chinery Co. . . . . . . . 86.2
Ingersoll-Rand Co. . . 787
Lidgerwood Mfg. Co. 848
Mundy Hoisting En-
gine Co. . . . . . . 85.1
AUTOMATIC TOW ING
MACH | NES
(See Towing Machines.)
BABB ITT M ETAL
Cramp, Wm., & Sons,
Šip & Engine Bldg.
O.
Morse . Dry Dock &
Repair Co. . . . . . . . . 898
BALLAST PU M PS
Cameron, A. S., Steam
Pump Works. . . . . . 104*)
Davidson, M. T., &
Co. . . . . . . . . . . . . . . 1038
Fairbanks, Morse &
O. . . . . . . . . ."… 90.8
Kinney Mfg. Co. . . . 1046
Morris M a ch in e
Works . . . . . . . . . . . . 1044
Steam Motors Co. . . . 1062
Terry Steam Turbine
Co. . . . . . . . . . . . . . . 1041
BALSA WOOD
American Balsa Co.. 822
BARS, BORING
(See Boring Bars.)
BARGES
Baltimore Dry Docks
& Shipblag Co. . . . . 1 104
BATH PU MPS
Sands, A. B., & Son
Co. . . . . . . . . . . . . . . . 1054
BEA RING METALS
Ship & Engine
Bldg. Co. . . . . . . . . .
Morse D l)ocks &
Repair %. * * * * * * * * 898
Page
Terry Steam Turbine
& Mfg. Co. . . . . . . . 924
Wing, L. J., Mfg. Co.1053
BLUE P R J N T | N G
PAPER
Electro-Sun Co. . . . . . 694
BOAT FITTINGS
Carpenter, Geo. B., &
O. . . . . . . . . . . . . . . . 1 102
Malleable Iron Rit-
tings Co. . . . . . . . . . 823
Sands, A. B., & Son
Co. . . . . . . . . . . . . . . . 1054
BOAT NA ||LS
American St e el &
Wire Co. . . . . . . . . . 8.33
Carpenter, Geo. B., &
O. . . . . . . . . . . . . . . . 1 102
Malleable Iron Fit-
tings O. . . . . . . . . 823
BOI LERS -
Almy W a t e r tu b e
Boiler Co. . . . . . . . . 971
Badenhausen Co. . . . . 972
Baltimore Dry Docks
& Shipblag. Co. . . . 1 104
Cramp, §. & Sons
Ship & E n g in e
Building Co. . . . . . 888
Foster arine Boiler
Corp. . . . . . . . . . . . . . .
Heine Safety Boiler
O. . . . . . . . . . . . . . . . 976
Kearfott Engineering
ing Co. . . . . . . . . . . .
Morse D Dock &
Repair Co. . . . . . . . 898
Page Boiler Co. . . . . . 975
Ward, Charles. Engi-
neering Works. . .966-969
Wickes Boiler Co. . . . 974
BOI L E R C RCULATORS
American Keith Co... 1018
Dew Valve Co. . . . . . 1023
Schutte & Koerting
Co. . . . . . . . . . . . . . . . 996
BO |LER COMPOUND
Winner Co. . . . . . . . . . 1020
EOI LER COVERINGS
(See Non-Conducting
Covering.)
BOI LER FEED PUM PS
(See Pumps.)
Cameron, A. S., Steam
Pump Works. . . . . . 1040
Davidson, M. T., Co.. 1038
De Laval Steam Tur-
bine Co. . . . . . . . . . 921
Fairbanks, Morse &
Co. . . . . . . . . . . . . . . . 908
M or r is M. a ch in e
Works . . . . . . . . . . . . 104.4
Schutte & Koerting
C 99
e e º sº e e e e º a e e s tº e
Page
BELLS, SH | P
Carpenter, Geo. B., &
O. . . . . . . . . . . . . . . 1 102
Edson Mfg. Co. . . . . 865
E E LLS AND BUTTONS
Klaxon Co. . . . . . . . . . . 1087
Western Electric Co.. 1064
BEN DING MACH | NES
(See Rolls, Bending
and Straightening;
also Pipe Bending
Machines.)
BATTERY CHARG |NG
SWITCHES, AUTO.
MATIC RECLOS ING
Automatic Reclosing
Circuit Breaker Co. 1075
BATTERY CHARG ING
OUT FITS,
General Electric Co. . 950
Westinghouse Electric
fg. Co. . . . . . . . 92.
BENCH TOOLS
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 734
BEN DING ROLLS
(See Rolls, Bending
and Straightening.)
BERTH S.
D a h l stro m M e -
tallic Door Co. . . . . . 816
Southern-Rome Co. . . 1100
BEV E L E D F |LLERS
Irving Iron Works Co. 977
BEVE LING MACH | NES
Thomas Spacing Ma-
chine Co. . . . . . . . . 742
EI LG E PU M PS
Cameron, A. S., Steam
Pump Works . . . . . . 1040
carºte, Geo. B.,
DeLaval Steam Tur-
bine Co. . . . . . . . . . . 921
Deming Co. . . . . . . . . } 048
Edson Mfg. Co. . . . . . 865
Pairbanks, Morse &
Co. . . . . . . . . . . . . . . 908
Morris Mac h in e
Works . . . . . . . . . . . .
Sands, A. B., & Son
Co. . . . . . . . . . . . . . . . 1054
B|LGE SYPHONS
Schutte & Koerting
Co. . . . . . . . . . . . . . . . 996
B|N NACLES
Chadburn Ship Tele-
graph Co. . . . . . . . . 1085
Kelvin & Wilfrid O.
White Co. . . . . . . . . 1092
McNab Co. . . . . . . . . 1086
Ritchie, E. S., &
Sons . . . . . . . . . . . . . 1093
BINocul-ARs
Chadburn Ship Tele-
graph Co. . . . . . . . . 1085
McNab Co. . . . . . . . . . 1086
BITTS
Carpenter, Geo. D., &
is e º º gº a s tº a . . . . . . 1 102
Thacher Propeller &
Foundry Corp. . . . . 886
BITU M |NO US C O A T -
|NGS
Barber Asphalt Paving
Co. . . . . . . . . . . . . . . . 807
B r ig g s Bituminous
Composition Co... . . 804
Cheesman-Elliot Co. . . 802
Debevoise Co. . . . . . . . 803
BLOCKS
(See Hoists; also Tackle
Blocks.)
E LOWERS
American Keith Co... 1018
General Electric Co. . 952
Hºgen, James,
tº e is º g e º g º g º 'º e º 'º'
Sturtevant, B. F., Co.,
1008-1013
Terry Steam Turbine
Co. . . . . . . . . . . . . . . 1041
|BO |LE R FLUE CLEAN .
ERS
Diamond Power Spe-
cialty Co. . . . . . . . . 98
Otto, A. T., & Sons. . 1000
BOI LER FLUE CUT -
TERS AND EXPAND -
ERS
Independent P n e u -
matic Tool Co. . . . . 788
BO L E R SCAL | NG
. Morse Dry Dock &
Repair Co. . . . . . . . 898
BOI LER, STEAM AND
VV A T E R D R U M S,
WELDED
Morse Dry Dock &
Repair Co. . . . . . . . . 898
BO || ER TU EE RE-
TARDERS
Reid, John, & Co. . . . 1016
BOILE R TU BES
Kearfott Engineering
& e º e is e º 'º e º e º e º p
O.
Parkesburg Iron Co. . 982
BOLLARDS
Cºnter. Geo. B., &
O.
Thacher Propeller &
Foundry Corp. . . . . 886

For any desired information regarding manufacturers of products not here listed—write, wire
or telephone Shipbuilding Cyclopedia, Woolworth Building, New York.
1112
Directory of Products
Wheeling Mold &
Foundry Co. . . . . . . 899
EOLTS AND NUT
Ames, W., & Co. . . . 800
cºnte, Geo. B., 8,
Russell, urdsall
Ward Bolt & Nut
Co. . . . . . . . . . . . . . . . . 798
B O L T A N D R I V E T
MACH IN ES
Ajax Mfg. Co. . . . . . . 752
BOLTS, INSULATED
Electrose Mfg. Co. . . . 1078
BOOMS
International Spar Co. 813
BORING AND TURN | NG
MILLS, VERTICAL
Bullard Machine Tool
Co. . . . . . . . . . . . . 705-710
Cincinnati Planer Co. 715
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 733
BOR NG BARS, FLOOR
PLATE TYPE
Rooksby, E. J., & Co. 766
BORING BARS, PORT-
A BLE
Rooksby, E. # & Co. 766
Underwood, H. B., &
Co. . . . . . . . . . . . . . . . 768
B O R T N G, DRILLING,
A N D M I L L I N G
M A C H ! N E S, HOR1-
ZONTAL
Defiance M a ch in e
Works . . . . . . . . . . . . 722
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . .
Pawling & Harnisch-
a s is a s = e e e g º e e 726
chine Co. . . . . . . . . 765
BRASS CAST | NGS
(See Castings, Brass.)
BRIDGE CONTROL
Westinghouse Electric
& Mfg. Co. . . . . . . . 924
BULKHEAD F A C | N G
ARMS
(See Facing Arms.)
EULLDOZERS
Long & Allstatter Co. 745
BUOYS, RING
American Balsa Co... 822
BURNERS, FUEL Oſ L
(See Fuel Oil Burners.)
B USH | NGS
Cramp, Wm. & Sons,
Ship & Engine
Bldg. Co. . . . . . . . . 890
BUSHINGS, ELECTRIC
| NSULATING
Electrose Mfg. Co.... 1079
CALKI NG PITCH
(See Marine Glue.)
CALKI NG TOOLS
Carpenter, Geo. B., &
Co. . . . . . . . . . . . . . . . 1 102
CAN VAS
Carpenter, Geo. B., &
Co. . . . . . . . . . . . . . . . 1 102
O.
Upson-Walton Co..... 870
CAP SCREWS
(See Screws, Cap & Set.)
CAPSTANS
Steam, Electric, Hand.)
merican Clay Ma-
chinery Co. . . . . . . . .
Cºntº, Geo. B., &
O- - - - - - - - - - - - - - - - 1 102
Edson Mfg. Co. . . . . 865
Flory, S., Mfg. Co... 859
fºi Hoisting En-
gine Co. . . . . . . . . . . 854
Mundy Hoisting En-
gine Co. . . . . . . . . . . . 851
National Hoisting En-
gine Co. . . . . . . . . . . 846
Superior Iron Works
• e s w a s = e = * * * * * *
Foundry Corp. . . . . 886
CARBON D | O X | D E
MACH | NES
Frick Co. . . . . . . . . . . . 1028
York Mfg. Co. . . . . . . 1026
Page
cº DUMPERS
• * * * * * * * * * * * * *
CARGO HO | STS
(See Winches.)
CARGO LIGHTS
General Electric Co. 947
Lovell, F. H., & Co. 1074
Western Electric Co. 1064
CARGO NETS
American Chain Co.. 879
U. S. Chain & Forg-
in & C. O. . . . . . . . . . . .
CASINGS, DOOR AND
WINDOW
D a h 1 st ro th M e -
tallic Door Co. . . . . 816
CASTINGS, ALU MINUM
Hooven, Owens, Rent-
schler Co. . . . . . . . . 912
Sands, A. B., & Son
Co. 10
CASTINGS, BRASS
Bridgeport Brass Co. 1025
Cºgº Wm. & Sons
h i p & Engine
Bldg. Co. . . . . . . . . . 9
Sands, A. B., & Son
O. . . . . . . . . . . . . . . . 1054
CASTINGS, BRONZE
American Manganese
Bronze Co. . . . . . . . 887
American Steel Roun-
dries . . . . . . . . . . . . . 868
Capitol Brass Works. 1037
Cramp, Wm., & Sons
Ship & E n g in e
Bldg. Co. . . . . . . . . . 890
Malleable Iron Fit-
tings Co. . . . . . . . . . 23
Sands, A. B., & Son
CASTINGS, GRAY I FON
ramp, Wm., & Sons
Ship & E n g in e
Bldg. Co. . . . . . . . . 890
Hooven, Owens, Rent-
schler Co. . . . . . . . . . 912
Norwalk Iron Works. 779
Thacher Propeller &
Roundry Corp. . . . . 886
Wheeling M old &
Foundry Co. . . . . . . 899
C A S T | N G S,
LEABLE | RON
Malleable Iron Fit-
tings Co. . . . . . . . . . 823
CASTINGS, STEEL
Admiral Anchor Co.. 873
American Clay . Ma-
chinery Co. . . . . . 862
American Steel Foun-
dries . . . . . . . . . . . . .
Cramp, Wm., & Sons
Ship & E n g in e
Bldg. Co. . . . . . . . . 890
Hooven, Owens, Rent-
schler Co. . . . . . . .
Malleable Iron Fit-
tings Co. . . . . . . . . . 823
Sands, A. B., & Son
Co. . . . . . . . . . . . . . . . 1054
Trout, H. G., Co. . . . . 883
Wheeling M old &
Poundry Co. . . . . . . 899
C A R B O - HYDRO GEN
AS
G
Carbo-Hydrogen Co.. 754
C ENT RIF UGAL PUMPS
Cameron, A. S., Steam .
Pump Works . . . . . . 1040
Fairbanks-Morse & Co. 908
Howden, James, & Co. 1014
M or r is M. a ch in e
Works . . . . . . . . . . . 104.4
Steam Motors Co. . . . 1062
Westinghouse Electric
CHAIN
American Chain Co... 874
Baldt Anchor Co. . . . 872
N a ti on a 1 Malleable
Castings Co. . . . . . 8
Upson-Walton Co. . . . 870
U. S. Chain & Forging
C 88.1
e g º º is a s = * * is s = * *
Works . . . . . . . . . . . . 880
Page
CHA |N HO | STS
(See Hoists, IHand.)
CHARCOAL ł R O N
BO I L E R T U BES
Parkesburg Iron Co. . 982
CHECK VALVES-
ERASS AND IRON
Buckeye Iron & Brass
Works . . . . . . . . . . . . 1034
Jenkins Bros. . . . . . . 103.2
Pratt & Cady Co. . . . 1036
Sºngs, A. B., & son,
O.
Schutte & Koerting
996
CH IPPING AND CALK-
| N G H A M M ERS
(See Hammers, Pneu-
matic)
CH ISE LS
C h ic a g o Pneumatic pºv
* & e º is $ $ is is
ool Co
Ingersoll-Rand Co. . . . 784
CH ISE L E LAN KS
C h ic a g o Pneumatic
Tool Co. . . . . . . . . . . 783
Cleveland Punch &
Shear Works Co.. 740
Ingersoll-Rand Co... 784
CHOCKS AND CLEATS
Carpenter, Geo. B., & 02
* & & tº a g º e º $ # * is a 1 102
l'oundry Corp. . . . . . 886
CHUCKS, DRILL & TAP
.V.cme Machine Tool
Co. . . . . . . . . . . . . . . . 716
C in ic a g o Pneumatic
Tool Co. . . . . . . . . .
Modern Tool Co. . . . 698
C | RCU IT BREAKERS
Automatic Reclosing
Circuit Breaker Co. 10 5
(i.eneral Electric Co. . 950
Westinghouse Electric
& Mfg. Co. . . . . . . . 9.25
C | RCULATING PUMPS
Cameron, A. S., Steam
Pump Works. . . . . . . 1040
1)avidson, M. T., Co. 1038
l) e Laval Steam Tur-
bine Co. . . . . . . . . . .
Fºamº, Morse &
O.
Howden, James, Co. 1014
Morris Machine Wks. 1044
Steam Motors Co. . . . 1062
Terry Steam Turbine
* * * * * * * * * * * * * * *
s & © e s ∈ tº º sº
* * * * * * * * e º a s a g is 1042
Co. . . . . . . . . . . . . . . . 1 102
C L E A R V | E VV
SC RE ENS
Chadburn Ship Tele-
graph Co. . . . . . . . . 1084
CLIN CH RINGS
Carpenter, Geo. B., &
O. . . . . . . . . . . . . . . . 1102.
Malleable Iron Fit-
tings Co. . . . . . . . . 823
CLOCKS
A m e r ic a n Steam
Gauge & Valve Mfg.
C 100
O. . . . . . . . . . . . . . . 6
Ashton Valve Co. . . . 1004
McNab Co. . . . . . . . . . 1086
COAL - H A N D L I N G
MACH IN EFY
Lidgerwood Mfg. Co. 848
McMyler-Interstate Co. 794
Mundy, J. S. Hoisting
Engine Co. . . . . . . 850
National Hoisting En-
gine Co. . . . . . . . . . . 846
COAL ING STATIONS
Fairbanks, Morse &
Co. . . . . . . . . . . . . . . . 908
COC KS
(See Gauge Cocks &
Indicator Cocks)
COLD SAVWS
Grinding Process Tool
Co. . . . . . . . . . . . . . . . 729
Page
COLD STORAGE ROOM
|NSULATION
American Balsa Co. . . .822
COMPASSES . .
Chadburn Ship . Tele-
grap O. . . . . . . . .
Kelvin & Winfrid O
White Co. . . . . . . . . 2
McNab Co. . . . . . . . . . . 1086
Nautical Instruments
Mfg. Co. . . . . . . . . ‘. .T09 |
g
Ritchie, E. S., & Sons. 1093
Sperry Gyroscope Co. 1094
cº PASSES, RECORD.
I -
Benson Electric . Co., , 866
COMPRESSORS, ACETY -
LENE, C A R B O N i C
ACID, OXYGEN AND
HYDRO GEN GAS
C h ic a g o Pneupmatic
Tool Co. . . . . . . . • * *
Nºalk Iron Works’
O. gº
tº a e º is a e e is a gº ºn 9 p
CON DENSERS
Bridgeport Brass Co.. 1025
Davidson, T., Co. 1038
Kearfott Engineering
Co. . . . . . . . . . . . . . . . 970
Kerr Machinery Corp. 885
Schutte & Koerting
Co. . . . . . . . . . . . . . . .
Westinghouse Electric
& 8. CO . . . . . . . .
Wheeler Condenser &
Engineering Co. ... 1024
Wheeler, C. H., Mfg.
O. . . . . . . . . . . . . . . . 1039
CON DENSER TU BES
Bridgeport Brass Co.. 1025
Rearfott Engineering
tº g º e º e s tº e e g is tº s tº
Co.
Wheeler Condenser &
Engineering Co. . . . 1024
CON N ECTI NG RODS
Camden Forge Co. . . . 892
l?acific Construction &
Engineering Co. . . . 896
CON V EY |NG MACH | N-
ERY - -
Lidgerwood Mfg. Co. 848
McMyler-Interstate Co. 794
Mundy, J. S., Hoist-
ing Engine Co. . . . . 850
National Hoisting En-
gine Co. . . . . . . . . . 846
CORDAGE
(Also see Rope, Ma-
nila & Hemp)
American Mfg. Co... 824
Carpenter, Geo. B.,. &
O. . . . . . . - - - - - - - - - 1102.
Wall Rope Works... 826
Waterbury Co. . . . . . . . 838
CORRUGATED FU R-
NACES
Howden, James & Co. 1014
COUNTERS
(See R evol u t i on
Counters)
COVV LS
Ohio Body & Blower
Co. . . . . . . . . . . . . . . . 10
CRAN ES e
Chambersburg Eug: . .
O.
Cleveland Crane &
Engineering Co. . . . 793
Lambert Hoisting En-
gine Co. . . . . . . . . . 855
McMyler-Pnterstate Co. 794
Manitowoc Shipbuild- -
ing Co. . . . . . . . . . . . 1 1 05
Niles - 13ement - Pond
O. . . . . . . . . . . . . . . . 730
I’awling & Harnisch-
feger Co. . . . . . . . . .
CRANES, HAND (see
Hoists, Hand)
CRANES, LOCOMOTIVE
Niles - IBement - Pond 7
38
O. . . . . . . . . . . . . . . .
McMyler-Interstate Co. 794
For any desired information regarding manufacturers of products not here listed—write, wire
or telephone Shipbuilding Cyclopedia, Woolworth Building, New York.
•- A : * * ... b

Directory of Products
Page
CRANK PIN TU RNING
MACH | NES
Rooksby, E. J., & Co. 766
Underwood, H. B.,
Co. . . . . . . . . . . . . . . . 768
CRANK SHAFTS .
Camden Forge Co. . . . 894
Pacific Construction &
Engineering Co. . . . 896
CUTTING COMPOUNDS
Fiske Bros., Refining
Co. . . . . . . . . . . . . . . . 801
CYLIN DER B O R J N G
BARS
Rooksby, E. H. & Co. 766
I. B., &
Underwood, • 9
Co. . . . . . . . . . . . . . . . 768
CYL INDER R E L | E F
VALVES
Dew Valve Co. . . . . . . 1023
Kerr Machinery Corp. 884
Sarco Co. . . . . . . . . . . . 1021
DAMPER REGULATORS
American Balsa Co.. 822
cºnter, Geo. B., &
Co. . . .
Morse y Dock &
Repair Co. . . . . . . . . 898
Steward Davit &
Equipment Corp... 819
DEC K PLATES
Edson Mfg. Co. . . . . . 865
Marine ecking &
Supply Co. . . . . . . . } 002
Sands, A. B., Son
Co. . . . . . . . . . . . . . . . 1054
DEC KING
Asbestolith Mfg. Co.; 810
Marine Decking &
Supply Co. . . . . . . . 808
DERRICKS
Chambersburg Engi-
neering Co. . . . . . . . . 750
Lambert Hoisting En-
§. Co. . . . . . . . . . . . 5
Lidgerwood Mfg. Co. 848
McMylor - Interstate
e tº a m e º e s e º & e s tº ſº 794
DI ES, PUNCH ING
Cleveland Punch &
Shear Works Co... 740
DIES, S C R E W AND
TH READ CUT.T ING
Acme Machine Tool
DIES, SELF-OPENING
A DJUSTABLE
Acme Machine Tool
D|ESEL ENGINES
(Also see Engines, Oil)
Cramp, Wm., & Sons
Ship & Engine Bldg.
Co. . . . . . . . . . . . . . . . 8
Jºnº. H. S. . . . . 910
ew London Ship &
Engine Co. . . . . . 900-903
DI RECTION AND REVO-
LUTION INDICATORS
Chadburn Ship Tele-
graph Co. . . . . . . . . 1083
McNab Co. . . . . . . . . ‘... 1086
D 18TILLERS
(See Evaporators)
DIVING APPARATUS
DOM E FACERS
Underwood, H. B. &
Co. . . . . . . . . . . . . . . . 768
DOORS, METALLIC
Dahlstrom Metallic 817
or Co. . . . . . . . . .
DRAFT GAGES
McNab Co. . . . . . . . . . 1086
Pneumercator Co. . . . . 1088
DRAFT ING INSTRU-
MENTS
Electro-Sun Co. . . . . . . 694
DRAW ING MATER ALS
(Paper, Cloth, Ink,
etc.
Electro-Sun Co. . . . . . . 694
Page
Crandall Engineering
tº º ſº tº dº e e º E tº ſº tº º e 1106
Repair Co. . . -- . .
ECCENTRIC RO:0S
Camden Forge Co. . . . 892
Pacífic Construction &
Engineering Co. . . . 896
EJ ECTORS
Schutte & Koerting
Co. . . . . . . . . . . . . . . . 996
ELECTRIC FANS, DESK
A N D WALL
General Electric Co.. 952
Western Electric Co.. 1064
ELECTRIC FURN ACES
General Electric Co. . 958
ELECTRIC HEATERS
General Electric Co. . 958
ELECTRIC I NSULATING
MATERIAL
Electrose Mfg. Co.... 1078
ELECTRIC LIGHT ING
SETS
Engberg’s Flectric &
Mechanical Works,
Page
DRAW |NG PENCILS
Electro-Sun Co. . . . . . . 694
D R A F T | N G ROOM
EQUI PM ENT
Commercial C a m e r a
O. . . . . . . . . . . . . . . . 96
Electro-Sun Co. . . . . . . 694
DREDGES
Manitowoc Shipbuild-
ing Co. . . . . . . . . . . . 1 1 05
Morris Machine Wks. 1044
DREDG|NG PU MPS
Morris Machine Wks. 104.4
DRILLING MACH IN ES,
B E NCH
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 730
DRI LLING MACH | NES
ELECTRIC PORTA E L E
C h i c a g o Pneumatic
Tool Co. . . . . . . . . . . 82
Hisey-Wolf Co. . . . . . . 728
Independent P n e u -
matic Tool Co.. . . . . 788
Ingersoll-Rand Co. . . . 784 -
Western Electric Co. 1064
DRILLING MACH IN ES,
GANG
Defiance Machine
Works . . . . . . . . . . . . 723
DRILLING MACH IN ES,
HEAVY DUTY
Niles - Bement - Pond
Co. . . . . . . . . . . . . .
DRILLING MACHINES,
HORIZONTAL
(See Boring, Drilling
a n d Milling Ma-
chines, Horizontal)
DRI LLING MACH IN ES,
M ULTIPLE SPINDLE
l)efiance M a ch in e
Works . . . . . . . . . . . . 723
* e g º ſº a tº e s is s e s is tº 733
DRILLING MACH IN ES,
PNEU MATIC
C h ic a g o Pneumatic
Tool Co. . . . . . . . . .
D unt le y Pneumatic
Tool Co. . . . . . . . . . 790
Independent P n e u -
matic Tool Co. . . . . . 789
Ingersoll-Rand Co. . . . 784
DRILLING MACH IN ES,
RADIAL
Cleveland Punch &
Shear Works Co... 740
Lynd-Farquhar Co. . . . 724
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 733
DRILLING MACHINES,
VERTICAL
Defiance M a ch in e
Works . . . . . . . . . . . 723
Čger C.O. . . . . . . . . .
DRILLING MACH IN ES,
WALL RADIAL
Lynd-Farquhar Co. . . . 724
Pawling & Harnisch-
feger Co. . . . . . . . . . 726
DRILLS, TVIST
(See Twist Drills.)
DROP FORG|NGS
Camden Forge Co. . . 892
U. S. Chain & Forging
Co. . . . . . . . . . . . . . . 881
DROP HAMMERS
Chambersburg Engi-
neering Co. . . . . . . . 750
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 735
DRY DOCKS-DESIGN
AND CONSTRUCTION
DRY DOCKS AND MA -
R|N E RA ||LVVAYS
Baltimore Dry Docks
& Shipbuilding Co. 1 104
Cramp, Wm., & Sons
Ship & Engine Build.
ing Co. . . . . . . . . . . . 888
1056-1061
Fairbanks, Morse &
Co
Generai Electric Co... 946
Steam Motors Co. ... 1062
Tºy Steam Turbine
().
Western Electric Co. . 1064
Westinghouse Electric
& Mfg. Co. . . . . . . . 924
ELECTRIC L O C O M O -
TIVES -
General Electric Co.. 954
ELECTRIC R | V E T
HEATERS
(See Rivet Heaters,
Electric)
ELECTRIC SIGNALS
Klaxon Co. . . . . . . . . . 1087
ELECTRIC VV 1 R J N G
DEVICES
(See Wiring Devices,
Electric)
ENGINEERS, |N DUS-
TRIAL
Cooley & Marvin Co. 1107
ENGINES FOR AU XI L I -
A RI ES
American Clay Ma-
chinery Co. . . . . . . 862
Bolinders Co, . . . . . . 90-1
De Laval Steam Tur-
bine Co. . . . . . . . . . . 921
Engberg's Electric &
Mechanical Works,
1056-1061
Fairbanks, Morse &
gº tº º is © tº it 4 & e º ſº * g $
Johannsen, H. S. . . . .
Kearfott Engineering 970
Reid, John, & Co. . . . . 1016
Steam Motors Co. . . . 1062
Sturtevant, B. F., Co.. 1010
Terry Steam Turbine
Co. . . . . . . . . . . . . . . . 1041
ENGINES, GASOLINE
Fairbanks, Morse &
Co. . . . . . . . . . . . . . . . 908
ENGINES, HOISTING
(See Hoisting En-
gines)
ENGINES, KEROSENE
Fairbanks, Morse &
Co. . . . . . . . . . . . . . . . 908
ENGINES, Ol L
(Also see Diesel En-
gines)
American Clay Ma-
chinery Co. . . . . . .
Bolinders Co. . . . . . . . 904
Cramp, Wm. & Sons,
Ship & Engine Build-
ing Co. . . . . . . . . . . . . 889
O. . . . . . . . . . . . . . . . 8
Ingersoll-Rand Co. . . . 911
Johannsen, H. S. . . . . 910
Morse Dr ock &
Repair Co. . . . . . . . . 898
Page
New London Ship &
Engine Co. . . . . . 900-903
Sumner, H. W., Co.. 906
ENG | NES, RECIPRO-
CAT ING PROPELLING
Badenhausen Co. . . . . . 972
Cramp, Wm., & Sons,
Ship & Engine Build-
ing Co. . . . . . . . . . . . 889
Hallidie Co. . . . . . . . . 922
Hooven, Owens, Rent-
schler Co. . . . . . . 912-919
Kearfott Engineering
1ſlg CO. . . . . . . . . . . .
Morris Machine Wks, 1045
Morse Dry Dock &
Repair Co. . . . . . . . 898
Trout, H. G., Co. . . . 883
ENGINE - ROOM CLOCKS
(See Clocks)
ENGINE ROOM GRAT -
| NGS
Irving Iron Works Co. 977
ENGINE ROOM TELE -
GRAPHS -
Chadburn Ship Tel-
egraph Co. . . . . . . . . 1082
tº 1086
Robinson, A., & Co.. 1081
EVAPORATORS
Davidson, M. T., Comº,
e e º e º º e g is s us e e º gº
EXHAUST FANS
(See Blowers; also
Fans, Ventilating)
FA RLEA DERS
e e e s is e e s = e e s is a s 1 102
FANS, ELECTRIC DESK
AND WALL-
General Electric Co. . 952
Western Electric Co. . 1064
FANS, VENTILATING
General Electric Co.. 952
Howden, James & Co. 1014
Sturtevant, B. F., Co. 1013
Wing, L. J., & Co... 1053
FAC 1 NG ARMS
Rooksby, E. J., & Co. 766
Underwood, H. B.,
Co. . . . . . . . . . . . . . . . 768
FEE D WATER HEAT-
ERS
Kearfott Engineering
Co. . . . . . . . . . . . . . . . 97
Kerr Machiner Corp. 885
sºte & oerting
s tº ſe e º ſº tº s & e & © tº &
..Fil:ING GABINETs
Electro-Sun Co. . . . . . 694
FILTERS, FEED WATER
American Steam Gauge
& Valve Mfg. Co...1007
FILTERs, MARINE OiL
Kearfott Engineering
* * is e e º te e º 'º e º s > *
FIRE ALARM systºg
Klaxon Co. . . . . . . . . . 1087
FIRE EXT INGUISHERS
Deming Co. . . . . . . . . . 1048
e e s is e º tº tº e º 'º e s tº º
Schutte & Koerting
Co. 996
FLAGS & SIGNALS
Chambersburg Engi-
neering Co. . . . . . . . 750
Niles - Bement - Pond

For any desired information regarding manufacturers of products not here listed—write, wire
or telephone Shipbuilding Cyclopedia, Woolworth Building, New York.
1114
Directory of Products
Page
F L A S H L I G H T S ,
MARIN E E L ECTRIC
Iłenson I'lectric Co. . 866
FLEX | BLE PIPE JOINTS
Barco Mfg. Co. . . . . . 105()
FLOAT | N G CRAN ES
McMyler - Interstate
Co. . . . . . . . . . . . . . . .
Manitowoc
ing Co. . . . . . . . . . . .
FLOOD LIGHTS
General I’lectric Co.. 947
Western Electric Co. 1065
FLOOR GRAT I NGS
Irving Iron Works Co. 977
FLOORING, METALLIC
Irving Iron Works Co. 977
FLUE CLEAN E RS
Diamond Power Spec-
ialty Co. . . . . . . . . . . 998
Otto, A. T., & Sons... 1000
Underwood, IH. B., &
Co. . . . . . . . . . . . . . . . 768
FOG HO RNS
Klaxon Co. . . . . . . . . . 1087
FOLDING ANC HORS
Malleable Iron Rit-
tings Co. . . . . . . . . . . 823
FORCED DRAFT EQUIP-
MENT
American Keith Co.. 1018
General Electric Co.. 940
Howden, James, & Co. 1014
Reid, John, & Co..... 1016
Sturtevant, B. F., Co. 1008
Wing, L. J., Mfg. Co. 1053
FORGES
Bradley, C. C., & Son. 747
For G1 NGS, BRONZE
Camden Forge Co. 892-895
FORGINGS, 1 RON AND
STEEL
Camden Forge Co.892, 895
Morse Dry Dock &
Repair Co. . . . . . . . . 898
Pacific Construction &
Engineering Co. . . 896
Thacher Propeller &
Foundry Corp. . . . . 886
FRAME BENDERS, HY-
DRAU L. IC
Watson-Stillman Co.. 748
FRIGI DOM ETERS
McNab Co., . . . . . . . . . 1086
FU EL OIL ATOM |ZERS
Coen Co. . . . . . . . . 988, 995
e tº e tº e º is e s is is a tº e e
FU EL OIL H EATERS
Coen Co. . . . . . . . . 988, 995
spºtte & Koerting
O. . . . . . . . . . . . . . . .
FURNACE FRONTS
Coen Co
Reid, John, & Co. . . . . 1016
FUS 1 BLE PLUGS
Iłuckeye Iron & Brass
Works . . . . . . . . . . . . 103.5
Hills-McCanna Co. . . 965
IKennedy, Wm. J., Co. 1101
GAGE COC KS
American Steam Gauge
S. Valve Mfg. Co.. 1006
Ruckeye Iron & Brass
& 4 tº gº º º s & tº a s
Works . . . . . . . . . . . . 1035
Hills-McCanna Co. . . . 965
Pratt & Cady Co. . . . . 1036
Sands, A. B., & Son 5
O. . . . . . . . . . . . . . . 4
GAGE GLASSES
Buckeye Iron & Brass
Works
Durabla Mfg. Co..... 1031
GAGES, SNAP, TH READ
A N D CYL | N DRI CAL
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . .
GAGES, TEMPERATURE
|N DI CAT I NG AND RE -
CORDING
e - e º a º ºs º is tº a tº e g 1090
H EATERS
(Bath, Lavatory)
Sands, A. B., & Son
Co. . . . . . . . . . . . . . . .
Schutte
H EAT |NG SYSTEMS
Sarco Co. . . . . . . . . . . . 1021
H |GH SPEE D STEEL
Jones, B. M., & Co.. 704
HOIST ING ENGINES
Rairbanks, Morse &
Lambert Hoisting En-
gine Co. . . . . . . . . . . 852
Lidgerwood Manufac-
turing Co. . . . . . . . . 848
Mundy Hoisting En-
gine Co. . . . . . . . . . . 850
National Hoisting En-
gine Co. . . . . . . . . . . 846
Orr & Sembower. . . . . 858
Superior Iron Works
O. . . . . . . . . . . . . ... 860
HQISTs, AIR
C h ic a g o Pneumatic
Tool Co. . . . . . . . . . 783
Independent P n e u -
matic Tool Co. . . . . 788
Ingersoll-Rand Co. . . . 785
HOISTS, ELECTRIC
Fairbanks, Morse & 908
Co. . . . . . . . . . . . . . . . 730
e a sº e º e º a
HOISTS, HAND
Carpenter, Geo. B., &
a s a ſe e e e s e e s e º 'º &
Page
GAGE TESTERS
American Ste a m
Gauge & Valve Mfg. 10
GAGES, V ACU U M A ND
PRESSU RE
American S. t e a m
Gauge & Valve Mfg.
Co. . . . . . . . . . . . . . . . 1006
Ashton Valve Co. . . . 1005
Tagliabue, C. J., Mfg.
Co. . . . . . . . . . . . . . . . 1090
GALLEY EQUIPM ENT
Bramhall, Deane Co.. 1096
Channon-Emery Stove
Co. . . . . . . . . . . . . . . . 1098
Moneuse Co. . . . . . . 109.9
Stamford Roundry Co. 1095
GALLEY PU M PS
Deming Co. . . . . . . . . . 1048
Sands, A. B., & Son
Co. . . . . . . . . . . . . . . . 1055
GALVANIZED METALS
Malleable Iron l’it-
tings Co. . . . . . . . . 823
Sands, A. B., & Son
Co. . . . . . . . . . . . . . . . 105.5
GALVANIZ | NG
Malleable Iron Rit-
tings Co. . . . . . . . . . 823
GAS KETS
Durabla Mfg. Co..... 1031
Sarco Co. . . . . . . . . . . 1021
GASOL | N E E N G | NES
(See Engines, Gaso-
line)
GASOL IN E PU M PS
Edson Mfg. Co. . . . . . . 865
GATE SH EARS
Cleveland Punch &
Shear Works Co. . . 741
Long & Allstatter Co. 745
Thomas Spacing Ma-
chine Co. . . . . . . . . 742
GATE VALVES, BRASS
& I RON
Jenkins Bros. . . . . . . . 1033
Pratt & Cady. . . . . . . . 1.036
sºte & Koerting
O. . . . . . . . . . . . . . . .
GEARS
(See also
Gears)
Cramp, Wm., & Sons
Šip & Engine Bidg.
Reduction
General Electric Co. . 940
Westinghouse Electric
& Mfg. Co. . . . . . . . . 937
GENERATING SETS
Engberg’s Electric &
Mechanical Works,
1056-1061
I’airbanks, Morse &
Co. . . . . . . . . . . . . . . . 908
General Electric Co. . 944
Howden, James, & Co. 1015
Steam Motors Co. . . . 1062
Sturtevant, B. F., Co. 1010
Tºy Steam Turbine
Westinghouse Electric
Mfg. Co. . . . . . . . . 936
GENERATORS, ELEC-
"TRIC
Engberg’s Electrical &
Mechanical Works,
1056-1061
Fairbanks, Morse &
Co. . . . . . . . . . . . . . . . 908
General Electric Co.. 940
Western Electric Co.. 1064
Westinghouse Electric
Mfg. Co. . . . . . . . . 925
GLUE POTS
General Electric Co. . 958
GOGGLES, SAFETY
Standard Optical Co. 762
IKing, Julius, Optical
Co. . . . . . . . . . . . . . .
GOVERNORS,
MATIC
Ideal Automatic Gov-
ernor Co. . . . . . . . . 1043
Page
GRATES, BOI LER
Thacher Propeller &
Roundry Corp. . . . . 886
GRATINGS, SHIP, M E-
"T ALL IC
Irving Iron Works
w 977
GRAT I NGS, WOOD
Fichmann Co. . . . . . . . . 812
GREASE EXTRACTORS
sºle & Koerting
O- - - - - - - - - - - - - - -
GRIN DING MACH IN ES,
EE NCH
H lºy - Wolf Machine
O.
GRIN DING MACH IN ES,
CUTT E R & REAM ER
Modern Tool Co. . . . 698
tº 9 & 4 + e g º m º g º a s sº
GRIN DING MACH IN ES,
CYL | ND RICAL
s e º 'º e g º is a tº gº tº a n &
& a 4 a sº e º E. E. & sº º s & tº fººt
GRIN DING MACH IN ES,
PORTA E L E ELECTRIC
AND PN EU MATIC
C h ic a g o Pneumatic
matic Tool Co. . . . . . 788
Ingersoll-Rand Co. . . . 784
GU DGEON BEARING
BO R N G E Q U 1 P -
M ENTS
(See Boring
Portable)
GU |LLOT | NE SH EARS
Cleveland Punch &
Shear Works Co. . . 740
Niles - IBement - Pond
Co. . . . . . . . . . . . . . . 730
GY RO - COMPASSES
Sperry Gyroscope Co. 1094
GY RO. STABILIZERS
Sperry Gyroscope Co. 1094
HARDWARE, MARINE
Carpenter, Geo. B., &
Bars,
Co. . . . . . . . . . . . . . . 1102
HATCH ES
Dahlstrom Metallic
Door Co. . . . . . . . . 816
HAVVSER REELS
Thacher Propeller &
I'oundry Corp. . . . . 886
Roebling’s, John A.,
Sons Co. . . . . . . . . 836
HAVVSERS
(See Rope, Manila
and Rope, Wire)
HAMMERS, DROP
Bradley, C. C., & Son. 747
Chambersburg Engi-
neering Co. . . . . . . 750
Long & Allstatter Co. 745
Niles - Bement - Pond
O. . . . . . . . . . . . . . . . 735
HAMMERS, POVVER * -
Bradley, C. C., & Son. 747
Chambersburg Engi-
neering Co. . . . . . . 750
Long & Allstatter Co. 745
Niles - IBement - Pond
Co. . . . . . . . . . . . . . . . 735
H A M M E R S, PN EU-
MATIC
C h ic a g o Pneumatic
Tool Co. . . . . . . . . . 780
D unt le y Pneumatic
Tool Co. . . . . . . . . . 790
Independent P n e u -
matic Tool Co. . . . 788
Ingersoll-Rand Co. . . . 784
HEAT 1 NSU LATION
Celite Products Co. . . 984
Magnesia Association
of America. . . . . . 985-987
HOLDERS- ON
C h ic a g o Pneumatic
Tool Co. . . . . . . . . . 780
D unt le y Pneumatic
Tool Co. . . . . . . . . .
Ingersoll-Rand Co. . . . 784
HOSE
Buckeye Iron & Brass
OTKS • . . . . . . . . . . 1035
& t e º tº gº tº sº tº e e g º tº 1102:
HOSE CA Bł NETS
cºnter. Geo. B., &
& e is º e e º e º s e e º º
Door Co.
HOSE COUPL | NGS
Chi c a g o Preumatic
Tool Co. . . . . . . . . . .
Independent
matic Tool Co. . . . . 788
Ingersoll-Rand Co.... 784
H U M I DI FI ERS
Schutte & Koerting
996
s e e s s a e s e e º sº & ©
* * * e s & © e
HYDRAULIC FITTINGS
Watson-Stillman Co. 748
HYDRAUL. IC MACH IN -
ERY
Chambersburg E n gi-
neering Co. . . . . . . . 751
Niles - Bement - Pond
O- - - - - - - - - - - - - - - - 730
Watson-Stillman Co.. 748
HYDROM ETERS
McNab Co. . . . . . . . . . 1086
ICE DETECTORS
McNab Co. . . . . . . . . . 1086
|ND I CATOR COCKS
Buckeye Iron & Brass
Works . . . . . . . . . . . tº
Capitol Brass Works... 1037
N DICATORS, ENGINE
American Steam Gauge
& Valve Manufac-
turing Co. . . . . . . . . . 1006
Ashton Valve Co. . . . 1004
McNab Co. . . . . . . . . . . 1086
|NJ ECTORS
Schutte & Koerting
Co. . . . . . . . . . . . . . . .
1 NSULATORS, ELEC-
TRIC -
Electrose Mfg. Co... 1078

For any desired information regarding manufacturers of products not here listed—write, wire
or telephone Shipbuilding Cyclopedia, Woolworth Building, New York.
1115
Directory of Products
* *- :- Page
| NSULATORS, WIRE-
LESS
Electrose Mfg. Co. ... 1078
| N T E R C O M M UNICA -
TION EGU 1 PM ENT
Klaxon Electric Co... 1087
Western Electric Co. . 1065
JACKS, HYDRAULIC
Joyce-Cridland Co. . . . 770
Wºja. Co. 748
JACKS, PN EU MATIC
Independent P n e u -
* matic Tool Co. . . . . . 788
• Watson-Stillman Co. 748
JACKS, SCREW
Joyce-Cridland Co. . . . 770
Norton, A. O., Inc. .. 769
Watson-Stillman Co. . 748
JUTE
American Mfg. Co... 824
KEROSEN E ENG | NES
. (See Engines, Kero-
sene)
KEY S E A T | N G M A -
CH | NES
Morton Mfg. Co. . . . . 720
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 730
A DDERS
*RRE: Co. . . . . . . 812
Irving Iron Works
Co. . . . . . . . . . . . . . . 977
Loſ A DDER STEPS
Eichmann Co. . . . . . . . 812
Irving . . Iron Works
Co. . . . . . . . . . . . . . . 977
IgATHES, BENCH
. Niles--Bement - Pond
Co. . . . . . . . . . . . . . . . 730
LATHES, BORING
‘. . Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 731
Tool Co. . . . . . . . . . --
, & Machinery Corp.. 718
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 731
LATHES, HORIZONTAL
TURRET -
Acme Machine Tool
O- . . . . . . . . . . . . . . .
Warner & Swasey Co.,
700-703
L. A T H E S, VERTICAL
TURRET
Bullard. Machine Tool
Co. . . . . . . . . . . . . 705-709
LATH E. BORING BARS
Underwood, H. B., &
Co.
e is e º e º e º e s is s º s e 768
LAUNCH ING GREASE
Fiske Bros. Refining
Co 801
© £ tº $ & © tº tº E e º e g º ºs
LAVATORIES
sº A. B., & Son
“. CO.
** * * * * * * * * * * * * * * 1054
LAVATORY AND BATH
H EATERS
Sands, A. B., & Son
Co.
L | F E B O A T S AND
RAFTS.
American Balsa Co... 822
Carpenter, Geo. B., &
*~O. . . . . . . . . . . . . . . . 1 102
Rennedy, Wm. J., Co. 1.101
S t e w a r d Davit &
Equipment Corp. .. 819
L|FE PF = SERVERS
America Balsa Co. . . . 822
L | N E "TH ROW ING GU NS
Carpenter, Geo. B., &
Equipment Corp. . . 821
LocoMotive CRANES
(See Crames, Locomo-
e tive)
LOCOMOTIVES, ELEC-
TRIC
(See Electric Locomo-
: “” tives)
LOG REGISTERS
American Balsa Co. . . 822
‘. . McNab Co. . . . . . . . . . 1086
Page
MOORING ENGINES
Chase Machine Co. . . 845
Flory, S., Mfg. Co. . . 859
Ilidgerwood Mfg. Co. 848
Mundy, J. S., Hoisting
Engine Co.. . . . . . . .
National Hoisting En-
gine Co. . . . . . . . . . . 846
MOTORS, Al R
C h ic a g o Pneumatic
Tool Co. . . . . . . . . . . 783
Independent P n e u -
matic Tool Co. . . . . . 788
Ingersoll-Rand Co. .. 789
MOTOR CARS
Fairbanks, Morse &
Co. . . . . . . . . . . . . . . .
MOTOR CONTROL AP-
PARATUS
General Electric Co. . . 938
Westinghouse Electric
& Mfg. Co. . . . . . . . .
MOTORS, ELECTRIC
Fºamº, Morse & 9
0.
General Electric Co. 955
Sturtevant, B. F., Co. 1011
Western Electric Co. 1064
Westinghouse Electric
Mfg. Co. . . . . . . . . 93
MOTOR GENERATOR
SETS
General Electric Co. . 955
Westinghouse Electric
Mfg. Co. . . . . . . 924
MULTIPLE PUNCH ES
Cleveland Punch &
Shear Works Co. . . 740
Niles - Bement - Pond
O. . . . . . . . . . . . . . . . 730
Thomas Spacing Ma-
chine Co. . . . . . . . . 742
NA|LS
American Steel & Wire
- 833
tº ſº e g { } {} is ſº tº # * * * * *
O. . . . . . . . . . . . . . . . 1 102
Malleable Iron Fit-
tings Co. . . . . . . . . . 23
Page Steel & Wire Co. 758
NAUTICAL |NSTRU -
MENTS
Carpenter, Geo. B., &
T
graph Co. . . . . . 1082-1085
IKelvin & Wilfrid O. 09
º I
White Co. . . . . . . . . . 2
cNab Co. . . . . . . . . . 1086
Nautical Instruments
Mfg. Co. . . . . . . . . . . 09 |
Ritchie, E. S., & Sons.1093
Sperry Gyrosco Co. 1094
Upson-Walton Co. . . . 870
NAVAL STO RES
Carpenter, Geo. B., &
Co. . . . . . . . . . . . . . . . 1 102
N O N - C O N D UCT | NG
COVERINGS
Celite Products Co... 984
Magnesia Association
-- Page
LOOSE LEAF NOTE
EOO KS
Electro-Sun Co. . . . . . 694
LU BRICAT |NG O |L
9 & 0 < * ſº tº & s p & # * * *
LU BRICATORS
Buckeye Iron & Rrass
Works . . . . . . . . . . . 1 035
II ills-McCanna Co. . . . 964
Michigan Lubricator
Co. . . . . . . . . . . . . . . 963
LU M E E R
International Spar Co. 813
orse Dry Dock &
Repair Co. . . . . . . . 898
M A C H | NE GUARDS
Page Steel & Wire Co. 758
MAND RELS
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . 735
MANGAN ESE BRONZE
CAST INGS
American Manganese
Bronze Co. . . . . . . .
Cramp, Wm., & Sons
Ship & Engine Build-
ing Co. . . . . . . . . . . 890
MA NHOLES
Dahlstrom Metallic
Door Co. . . . . . . . . . 816
Thacher Propeller &
Foundry Corp. . . . . 886
MAN I FOLDS
Kerr Machinery Corp. 884
M.A R N E GLUE
Barber Asphalt Paving
M A R IN E R A J L W A Y
BU | LDERS
MATTRESSES
Southern-Rome Co. . . 1100
ME DIC IN E CA BI NETS
Dahlstrom Metallic
Door Co. . . . . . . . . . . . 81
MELT1 NG POTS, ELEC.
TRIC
General Electric Co. . 958
M ET ALL I C PAC KING
(sis, askins. Metal-
1 C
METERS, ELECTRIC
(See Switchboards &
Switchboard Equip-
ment)
M | LL | N G CUTTERS
Grinding Process Tool
Q. . . . . . . . . . . . . . . . 29
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 735
M | LL ING ATTACH -
MENTS *
Rearney & Trecker Co. 699
M | LL | NG MACH | NES,
H AND
Niles - Bement - Pond
O. . . . . . . . . . . . . . . . 730
M ILL | NG MACH IN ES,
HORIZONTAL A N D
PLAN E R TYPE
ſº tº 3 ºr º e º ſº e º ſº tº 8 e ſº
M | LL ING MACH IN ES,
PORTABLE
Pedrick Tool & Ma-
chine Co. . . . . . . . . .
Rooksby, E. J., & Co. 766
Underwood, H. B., &
Co. . . . . . . . . . . . . . . 768
M | LL | NG MACH 1 NES,
TH READ
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 734
M | LL | NG MACH | NES,
UNIVERSAL
Kearney & Trecker Co. 699.
M | LL.I NG MACH IN ES,
VERTICAL
Kearney & Trecker Co. 699
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 730
of America . . . . . 985-987
Morse Dry Dock w
Repair Co. . . . . . . . . 898
NUTS
Carpenter, Geo. B., &
O. . . . . . . . . . . . . . . . 1 102
Milton Mfg. Co. . . . . . 774
Russell, urdsall &
Ward Bolt & Nut Co. 987
OAKU M
American Mfg. Co. . . 824
Carpenter, Geo. B., s 0
e is g º ºr º – Q & e º e ∈ E * 102
OARS
Carpenter, Geo. B., &
Co. . . . . . . . . . . . . . . . 1 102
O L BURNERS, FUEL
(See Fuel Oil Burners)
O |L BURNING EQU |P-
M ENT
Coen Co. . . . . . . . . . 988-995
Schutte & Koerting 996
Coen Co. . . . . . . . . . . . 990
Schutte & Koerting
996
e - © e º is s is tº e º 'º e º º
(See Engines, Oil)
Page
O | L H EATERS
Coen Co. . . . . . . . . . . . 990
Schutte & Koerting
Co. . . . . . . . . . . . . . . . 996
Ol L., LU BRICATING
(See Lubricating Oil)
O |L PUM PS
Cameron, A. S., Steam
Pump Works . . . . . . O40
Capitol Brass Works. 1037
1.
J)avidson, M. T. Co.. 1038 -
|Hills-McCanna Co. . . . 964
Kinney Manufacturing
tº e º e & © tº ſº tº a tº e & O
ſº e ∈ E → * g º ºs º º te º 'º s
O |L STRA|NERS
Coen Co. . . . . . . . . . . 962
Elliott Co. . . . . . . . . . 989
Kinney Mfg. Co. . . . . 104.7
E
General Electric Co. . 958
O L TESTING | NSTRU -
M. ENTS
Tagliabue. C. J., Mfg.
O.
O I L T E M P E R T N G
ATH S
O X Y - A C E T Y L E NE
WELD ING AND CUT-
T | N G A PPARATUS
General Welding &
Equipment Co. . . . . 755
Wºrhouse Welding 7
O. . . . . . . . . . . . . . . .
PACK! NG
Carpenter, Geo. B., &
Co. . . . . . . . . . . . . . . . 1102
Durabla Mfg. Co. . . . . 1031
Holmes Metallic Pack-
ing Co. . . . . . . . . . . 1030
PACKING, ASBESTOS
Dew Valve Co. . . . . . 1023
Durabla Mfg. Co. . . . . 1031
Morse Dry Dock
Repair Co. . . . . . . . . 898
PACKING, FLAX
Dew Valve Co. . . . . . . 1023
PACK! NG, HYDRAULIC
Dew Valve Co. . . . . . 1023
Holmes Metallic Pack-
ing Co. . . . . . . . . . . 1030
PACKING, LEATHER
Watson-Stillman Co. . 748
PACKING, M ET ALL1C
Dew Valve Co. . . . . . . 1023
Holmes Metallic Pack-
ing Co. . . . . . . . . . . . 1030
PACKING, SHEET
Dew Valve Co. . . . . . . 1023
Durabla Mfg. Co . . . . 1031
Jenkins Bros. . . . . . . . 1033
PA I NT
Barber Asphalt Paving
e g º e º e º ſº e s sº tº e º e
s e e a s sº e º e s ſº tº & e e e 1 102
Cheesman-Elliot Co... 802
Colonial Works. . . . . . 6
Debevoise Co. . . . . . . 803
Federal Composition
& Paint Co. . . . . . . 805
PA I NT S P R A Y | N G
EQUIPMENT
... Spray Engineering Co. 764
Pi LE DRIVERS
Flory, S., Mfg. Co... 859
Lidgerwood Mfg. Co. 848
McMyler - Interstate 794
P|PE
Watson-Stillman Co.. 748
Whitlock Coil Pipe Co.1039
P | P E BENDING MA -
CH | NES
Pedrick Tool & Ma-
chine Co. . . . . . . . . . 765
Underwood, H. B., &
P | P E C O L S A N D
BEN DS
Locomotive Super-
heater Co. . . . . . . . . 980

For any desired information regarding manufacturers of products not here listed—write, wire
or telephone Shipbuilding Cyclopedia, Woolworth Building, New York.
1116
Directory of Products
Page
PIPE COVERI NG
(See Non-Conducting
Covering)
P | P E CUTT NG AND
TH READING MACH -
|NES
Armstrong Mfg. Co.. 773
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 730
PIPE EXPAND ING AND
F L A N G | N G M A -
CH | NES
Watson-Stillman Co.. 748
PIPE FITTINGS
Ruckeye Iron & Brass
Works . . . . . . . . . . . . 1035
Jenkins Bros. . . . . . . . 1032
Malleable Iron Fit-
tings Co. . . . . . . . . . 823
Morse Dry Dock &
Repair Co. . . . . . . . . 898
Sands, A. B., & Son
Co. . . . . . . . . . . . . . . 105.5
PIPE JOINTS, FLEX-
| BLE
Barco Mfg. Co. . . . . . 1050
PIPE UN HONS
Malleable Iron Fit-
tings Co. . . . . . . . . . 823
PIPE VV RE NCHES
Armstrong Mfg. Co.. 773
P J P E VISES
Armstrong Mfg. Co.. 773
PISTON RODS
Camden Forge Co. . . 892
Pacific Construction &
Engineering Co. . . . 896
P L A N E R ATTACH -
MENT
a s e s e º e º & a e º s º º 768
PLAN ING MACH IN ES,
METAL WORK1 NG
Cincinnati Planer Co. 714
Lynd-Farquhar Co. . . 724
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . .
PLAN ING MACHINES,
PLATE
Cleveland Punch &
Shear Works Co. . . 741
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 738
Pl-AN ING MACHINES,
ROT ARY
Niles - Bement - Pond
e & e & e de & tº e & e º & &
* * * * * * * * 9 e º e º e 766
tº 9 s sº e º & © tº g º ſº e º º 768
PLAN ING MACHINES,
TRAVELING HEAD
Morton Mfg. Co. . . . . 721
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . .
PLAN ING MACHINES,
OPEN SI DE
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 738
PLAN |M ETERS
A m e r ic a n Steam
Gauge & Valve
Mfg. Co. . . . . . . . . . 1006
PLATE - E E N D | N G
ROLLS
(See Rolls, Bending
& Straightening)
PLATE CASTORS
PLATE PUNCH TABLES
Thomas Spacing Ma-
chine Co. . . . . . . . . . 742
PLUGS A N D RECEP-
TACLES, W A T E R -
TIGHT
Lovell, F. H., & Co.. 1073
Seidler-Miner Co. . . . . 1070
Western Electric Co.. 1064
PLU M BING :
sº A. B., & Son
20.
PLUNGER PUMPS
Kinney Manufacturing
Co. . . . . . . . . . . . . . . 1046
Page
PNEU MATIC DRILLS
(See Drilling Ma-
chines, Pneumatic)
PNEU MATIC HA M M ERS
(See Hammers, Pneu-
matic)
PNEU MATIC HOSE
(See Air Hose)
PNEU MATIC P A N T
SPRAYING E Q U 1 P -
MENT
Spray Engineering Co. 764
PNEU MATIC TOOL OIL
C h ic a g o Pneumatic
Tool Co. . . . . . . . . .
Fiske Bros. Refining
Co. . . . . . . . . . . . . . . . 801
POP SAFETY VALVES
(See Safety Valves)
PO RTA BLE DRILLS
(See Drilling Ma-
chines, Portable)
PORT LIGHTS
(See Air Ports)
POWER HA M M ERS
(See Hammers, Power)
PRESSES, FORCING
Chambersburg Engi- .
neering Co. . . . . . . . 751
Watson-Stillman Co.. 749
PRESSES, FORG ING
Camden Forge Co..... 892
Chambersburg Engi-
neering Co. . . . . . . 751
Niles - Bement - Pond
PRESSES, HYDRAUL1C
Chambersburg Engi-
neering Co. . . . . . . .
Niles - Bement - Pond
O. . . . . . . . . . . . . . . . 730
Watson-Stillman Co.. 749
PRESSES, POVVER
Long & Allstatter Co. 745
PRESSU RE REGULA-
TORS
Ashton Valve Co. ... 1004
D’Este, Rº: Co. . . . 1019
Mason Regulator Co.. 1022
Schutte Koerting
Co. . . . . . . . . . . . . . . . 996
PROJECTORS
(See Searchlights)
PROPELLER DESIGNS
Thacher Propeller
IFoundry Corp. . . . . . 886
PROPELLERS
American Manganese
Bronze Co. . . . . . . . 887
Carpenter, Geo. B., &
Co. . . . . . . . . . . . . . . . 1 102
Cramp, Wm., & Sons
Ship & Engine Bldg. 888
O. . . . . . . . . . . . . . . . 970
Kerr Machinery Corp. 884
Thacher Propeller &
I’oundry Corp. . . . . . 886
Trout, H. G., Co. . . . . 883
PROPELLE R S H A FT
SLEEVES
Sandusky Foundry &
Machine Co. . . . . . . 891
PU M P GOVERNORS
Ideal Automatic Gov-
ernor Co. . . . . . . . . . . . 1043
Mason Regulator Co.. 1022
Schutte Koerting
Co. . . . . . . . . . . . . . . . 996
P U M PS
Cameron, A. S., Steam
Pump Works. . . . . ... 1040
Chambersburg Engi-
neering Co. . . . . . .
Davidson, M. T., Co.. 1038
De Laval Steam Tur-
bine Co. . . . . . . . . . . 92.1
Deming Co. . . . . . . . . 1048
Edson Mfg. Co. . . . . . 865
Fairbanks, Morse &
Co. . . . . . . . . . . . . . . 909
Howden, James, & Co.1015
Kearfott Engineering
Co. . . . . . . . . . . . . . . . O
Kerr Machinery Corp. 885
Kinney Mfg. Co. . . . . 1046
Morris Machine Wks. 1044
Page
Reid, John, & Co. . . . 1017
sº A. B., & Son
O
Steam Motors' Co.'...ió62
Sturtevant, B. F., Co. 1012
Tºy Steam Turbine 0
1.
Wheeler, C. H., Mfg.
Co. . . . . . . . . . . . . . . . 1042
PU M P VALVES
Durabla Mfg. Co. ... 1031
Jenkins Bros. . . . . . . . 1033
PUNCH ES AND DIES
Cleveland Punch
Shear Works Co. . . 740
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 730
P U N C H | N G A N D
SH EARING MACH -
|N ES
Be a t t y Machine &
Mfg. Co. . . . . . . . . . 743
Cleveland Punch &
Shear Works Co. . . 740
Kling Bros. Engineer-
ing Works . . . . . . . . 744
Long & Allstatter Co. 745
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 736
Thomas Spacing Ma-
chine Co. . . . . . . . . . 742
PUNCH TABLES
(See Spacing Tables)
PUSH BUTTONS
Electrose Mfg. Co. . . . 1078
Western Electric Co.. 1065
PUSH CARS
Fairbanks, Morse &
Co. . . . . . . . . . . . . . . 908
PYROM ETERS
American Steam Gauge
Mfg. Co. . . . . . . . 100
Locomotive S u per -
heater Co. . . . . . . . .
Tagliabue, J., Mfg.
§. tº ºi º º tº $ tº tº tº ſº tº $ tº ſº 1090
RA DIAL DRILLS
(See Drilling Ma-
chines, Radial)
R A D I A T O R TRAPS,
VACU U M
Sarco Co. . . . . . . . . . . . 1021
RADIATOR VALVES
Buckeye Iron & Brass
Works . . . . . . . . . . . 1035
RADIO APPARATUS
Cutting & Washington
Radio Corp. . . . . . . 1076
RANGES, GALLEY
Bramhall, Deane Co.. 1096
Channon-Emery Stove
Co.
Duparquet, Huot &
Moneuse Co. . . . . . . 1099
Stamford Foundry Co.1095
RATCH ET. VV REN CHES
Keystone Mfg. Co. . . . 772
Lowell Wrench Co. . . 775
REAM ERS
Grinding Process Tool
s & e s g º º & G p * g º & &
s & © tº s s is tº e º g g º º & 735
REDUCING VALVES
D’Este, Julian, Co... 1019
Mason Regulator Co.. 1022
Schutte & Koerting
Co. . . . . . . . . . . . . . .
REDUCTION GEARS
Falk Co. . . . . . . . . . . .
General Electric Co.. 943
Westinghouse Electric
Mfg. Co. . . . . . . . . 931
REF RIGE RATING M A -
cHINERY
Frick Co. . . . . . . . . . . . . 1028
Norwalk Iron Works. . 779
York Mfg. Co. . . . . . . . 1026
REGULATOR VALVES
Mason Regulator Co. 1022
B., & Son
Page
RELEASI NG GEAR
American Balsa Co... 822
I)ew Valve Co. . . . . . . 1023
Stewart Davit & Equip-
ment Corp. . . . . . . . .
R E L | EF VALVES
American Steam Gauge
& Valve Mfg. Co... 1006
Ashton Valve Co. . . . 1004
Capitol Brass Works. 1037
Dew Valve Co. . . . . . 1023
Schutte & Koerting
Co. . . . . . . . . . . . . . . . 996
R EPA ||R WORK
Baltimore Dry . Docks
and Ship Bldg. Co. 1104
Kennedy, Wm. J., Co.1 101
Morse Dry Dock &
Repair Co. . . . . . . . . 898
REVOLUTION COUNT.
ERS -
American Steam Gauge
& Valve Mfg. Co... 1006
Ashton Valve Co. . . . . 1005
Chadburn Ship Tele-
graph Co. . . . . . . . . . 1083
McNab Company.... 1086
RH EOSTATS
(See Switchboards and
Switchboard Equip-
ment)
RIVER BOATS
Ward, Charles, En-
gineering Works. . . 969
RIGG|NG Fr. Nas,
American Steel
Wire Co. . . . . . . . . . 834
Marine Decking & Sup-
ply Co. . . . . . . . . . . . 843
McMillan’s, W. H.,
Sons . . . . . . . . . . . . . 844
Roebling, John A.,
Sons Co. . . . . . . . . . 836
RIVETS
Keystone Screw Co... 778
Russell, Burdsall &
Ward Bolt & Nut Co. 798
RIVET AND BOLT MA-
CH | NES
Ajax Mfg. Co. . . . . . 752
RIVET H E A T E R S,
ELECTRIC
American Car and
. . and Foundry Co. ... 760
General Electric Co., 958
RIVET SETS
Chicago Pneumatic
Tool Co. . . . . . . . . . 7
Grinding Process Tool
Co. 29
Ingersoll Rand Co... 785
RIVET1 NG MACH IN ES,
HYDRAU Ll C A N D
STEAM POWER
Chambersburg En-
gineering Éo. e tº s tº g 751
Cleveland Crane & En- .
gineering Co. . . . . . 793
Niles-Bement-Pond Co. 730
Watson-Stillman Co. 748
RODS, BRASS
Bridgeport Brass Co.. 1025
RODS, WELDING . .
(See Welding Rods
and Wire)
ROLL AND PITCH RE .
CORDERS -
Sperry Gyroscope Co. 1094
ROLLER BEARINGS
Hyatt Roller Bearing
Co. . . . . . . . . . . . . . . . . . 792
ROLLS, BEN DING AND
STRAIGHT ENING
Cleveland Punch &
Shear Works Co. ... 740
Kling Bros. Eng.
Works . . . .
Niles-Bement-Pond Co. 739
ROLLS, FORGIANG -
Ajax Mfg. Co. . . . . . . 752
ROOF ING . -
Barber Asphalt Paving .
Co. 807

For any desired information regarding manufacturers of products not here Iisted—write, wire
or telephone Shipbuilding Cyclopedia, Woolworth Building, New York.
1117
Directory of Products
Page
ROOF ING PA 1 NTS
Barber Asphalt Paving
Co. . . . . . . . . . . . . . . . 807
ROPE, MANILA AND
H EMP
American Mfg. Co... 824
cºntes, Geo. B.,
O. . . . . . . . . . . . . . . . 1 102
Wall Rope Works. . . . 826
Waterbury Co. . . . . . . 839
ROPE, WIRE
American Steel &
Wire Co. . . . . . . . 828-835
Carpenter, Geo. • ?
& Co. . . . . . . . . . . . . 1 102.
Leschen, A., & Sons
ope Co. . . . . . . . . . 41
Moon, Geo. C., Co... 840
. . Roebling's, John A.,
- Sons Co. . . . . . . . . . 836
Upson-Walton Co.... 870
Waterbury Co. . . . . . . 838
R U DDERS
Wheeling Mold & Foun-
dry Co. . . . . . . . . . . . . 899
ROTARY SH EARS
Niles-Bement-Pond Co. 738
Quickwork Co. . . . . . . 746
ROVVLOC KS
Malleable Iron Fit-
tings Co. . . . . . . . . . 823
SAFETY GOGGLES
(See Goggles, Safety,
Masks and Shields)
SAFETY VALVES
American Steam Gauge
& Valve Mfg. Co.. 1006
Ashton Valve Co. ... 1004
SAL | NO METERS
Tººlabus. C. J., Mfg.
O. . . . . . . . . . . . . . . . 1090
SAI LS
Carpenter, Geo. B.,
& Co. . . . . . . . . . . . . 1 102
Fairbanks, Morse
Co. . . . . . . . . . . . . . . . 908
SC REW C U T T | N G
TOOLS AND GAGES
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 735
SC REVW MACH | NES
Acme Machine Tool
Co.
Warner & Swasey Co.
- 700-703
SCREWS, CAP AND SET
Allen Mfg. Co. . . . . . . 727
Keystone Screw Co... 778
SCREWS, MACH | NE
Allen Mfg. Co. . . . . . 727
Keystone Screw Co.. 778
SCREWS, SAFETY SET
Allen Mfg. Co. . . . . . 727
SEARCH LIGHTS
Carpenter, Geo. B., &
tº e e º 'º e s is s g º e º s 1 102
O.
Engberg's Electric &
Mechanical Works... 1056
General Electric Co.. 946
Sperry Gyroscope Co. 1094
estern Electric Co. 1064
SHACKLES
. . Admiral Anchor Co.. 873
American Chain Co. . 878
Baldt Anchor Co. ... 872
N at i on a 1 Malleable
Castings Co.. . . . . . . 882
U. S. Chain & Forg-
se 881
ing Co. . . . . . . . . . .
Woodhouse
OTKS . . . . . . . . . . . .
SHAFTING
Camden Forge Co.... 892
Kºsſot Engineering
O. . . . . . . . . . . . . . . .
Morse Dry Dock &
Repair Co. . . . . . . . . 898
SHAFTI NG, BRONZE
American Manganese
Bronze Co. . . . . . . .
Bridgeport Brass Co.. 1025
SHAP! NG MACH | NES
Lynd-Farquhar Co. . . . 724
orton Mfg. Co. . . . . 72
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . 34
Page
STAN DPI PES
Fairbanks, Morse &
Co. . . . . . . . . . . . . . . . 908
ST EA M G A G ES
A m e r i e a 11 Steam
(jauge & Valve M fg.
ST EA M H A M M ERS
(See IHammers, Power)
STEAM SE PARATORS
sºlº & Koerting
O. . . . . . . . . . . . . . . .
ST EAM TRAPS
A m er ic a n Steam
Gauge & Valve Mfg.
Co. . . . . . . . . . . . . . . . 1006
ID'Este, Julian, Co. . . . 1019
Mason Regulator Co.. 1022
Ohio Body & Blower
C 1052
O. . . . . . . . . . . . . . . .
Pratt & Cady. . . . . . . . 1036
Sands, A. 18., & Son
Co. . . . . . . . . . . . . . . . 105
Sarco Co. . . . . . . . . . . 1021
Winner Co. . . . . . . . . 1020
S T E A M TURB | NES,
PROPELLING
Cramp, Wm., & Sons
Ship & Engine IBldg. 88
tº g º 'º a s s e º s a g g g tº 9
bine Co. . . . . . . . . . . 921
General Electric Co.
940–943
Hallidie Company . . . 922
Westinghouse Electric
& Mfg. Co. . . . . . 926-930
S T E A M TU RB | NE
GENERATORS
IDe Laval Steam Tur-
bine Co.
General Electric Co. . 940
Steam Motors Co.... 1062
Westinghouse Electric
& Mfg. Co. . . . . . . . 936
Sturtevant, B. E.,
Co. . . . . . . . . . . . . . . . 1 0 10
STEEL CASTINGS
(See Castings, Steel)
Page
STE R N TU BE BORI NG
EQUI PM ENTS -
(See Boring
Portable)
STE R N FRAM E BORI NG
EQU | PM ENTS
(See Boring
Portable)
STERN FRAMES
Camden Forge Co. . . 892
Pacific Construction &
Bars,
I3ars,
Engineering Co. . . . 896
Wheeling Mold &
Foundry Co. . . . . . . S99
STOCKS AND DIES
Armstrong Mfg. Co.. 773
STORA GE BATTER ES
Iºdison Storage Bat-
tery Co. . . . . . . . . . .
U. S.
Corp. . . . . . . . . . . . . .
STOVES
(See Ranges)
STOVES, HEATING
Stamford Foundry Co. 1095
STRA |GHT EN ING
ROLLS
(See Rolls, Bending and
Straightening)
STRA | N NSU LATORS
Electrose Mfg. Co... 1078
STRAIN ERS, OIL
(See Oil Strainers)
SUPERH EATERS
IBadenhausen Co. . . . . 972
Heine Safety Boiler 7
* 976
e e a e s & G = n = e tº e s is
heater Co. . . . . . . . . . 980
Power Specialty Co. . 979
SYNC.H RONO US CON-
VERTERS
General Electric Co... 953
Westinghouse Elec. &
Mfg. Co. 924
SVV ITCH BOARDS A N D
S W I T C H B O A R D
EQUI PM ENT
Automatic Reclosing
Circuit Breaker Co. 1075
* e º s e º e º ſº
General Electric Co.
948-950
Westinghouse Elec. &
Mfg. Co. . . . . . . . 936-939
TAC K L E BLOCKS
Cºnter. Geo. IB., &
O
Marine Decking &
Supply Co. . . . . . . . . 842
McMillan’s, W. H.,
TA ||L SHAFTS.
(See Shafting)
TA N KS
(Copper, Galvanized Iron)
Pairbanks, Morse
Co. . . . . . . . . . . . . . . . 908
"TAN K G A GES -
Pneumercator Co. ... 1088
TAP EXTENSIONS
Allen Mfg. Co. . . . . . . 727
TAPS, COLLAPSI BLE
Modern Tool Co. . . . . 698
TAPS AND pies
- Page
SHEARING MACH IN ES,
ROT ARY
Niles - Bement - I’ond
O. • - - - - - - - - - - - - - - 738
Quickwork Co. . . . . . . 7.46
SH E ET METAL
Dahlstrom Metallic
Door Co. . . . . . . . . 17
Morse Dry Dock &
Repair Co. . . . . . . . . 898
SH TMS
Laminated Shim Co. . 920
SH | PBU |LDERS
Baltimore Dry Docks
& Shipbuilding Co. 1104
Cramp, Wm., & Sons,
Ship & Engine Isldg.
e e º ſº e s e g º is is s e º º 888
tº º is © tº dº e 898
ard, Chas., i-
neering Works. . . 966-969
SH | P CHANDLERS
Carpenter, Geo. 18., &
Co. . . . . . . . . . . . . . . . 1 102
SH | P GRAT | NGS
Irving Iron Worlds
Co. . . . . . . . . . . . . . . . 977
SH | P REPAIRS
I3altimore Dry Docks
& Shipbuilding Co.. 1104
IKennedy, Wm. J., Co.1101
Morse Dry Dock &
Repair Co. . . . . . . . . 898
SH | P STA El LIZERS
Sperry Gyroscope Co. 1094
SH | P TELEGRAPHS
Chadburn Ship Teleio
graph Co. . . . . . . . . 1082
McNab Co. . . . . . . . . . 1086
Robinson, A., & Co.. 1081
SKY LIGHT LIFT ||NG
GEAR
Dee, W. V., Co. . . . . . 814
SLEEVES
(See Sockets a n d
Sleeves)
SLEEVES, PROPELLER
SHAFT
Sandusky IFoundry &
Machine Co. . . . . . . 891
SLOTTING MACH | NES
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . . 734
SOCKETS AND
SLE EVES
C h ic a g o Pneumatic
SOLDERING | RONS,
ELECTRIC
General Electric Co. . 958
SOOT BLOWERS
Diamond Power Spe-
cialty Co. . . . . . . . . . 998
Otto, A. T., & Sons. . 1000
SOUND ING MACH | NES
Chadburn Ship Tele-
graph Co. . . . . . . . . . 1085
Kelvin & Wilfrid O.
hite Co.
McNab Co.
SPAC |NG TABLES WITH
MU LT J P L E PUNCH ES
Thomas Spacing Ma-
chine Co. . . . . . . . . . 742
SPARS
International Spar Co. 813
S P E E D J N DICATORS
FOR SH | PS
McNab Co. . . . . . . . . . 1086
Nautical Instruments
Mfg. Co. . . . . . . . . . 91
SPI KES
American Steel &
Wire Co. . . . . . . . . . 83.3
Ames, W., & Co. . . . . . 800
Carpenter, Geo. B., &
Co. . . . . . . . . . . . . . . . 1102
STA B | LIZERS -
Sperry Gyroscope Co. 1094
STA |RS AND STAIR
TREADS
irgi's Iron Works
O. . . . . . . . . . . . . . . .
S T E A M T U RE | NES
FOR AU X|L | ARI ES
Steam Motors Co. . . . . 1062
Terry Steam Turbine
Co. . . . . . . . . . . . . . . . 1041
ST E E L SHAFT ING
(See Shafting)
ST E E RING ENGINES
American Clay Ma-
chinery Co. . . . . . . . 862
lºlory, S., Mfg. Co. . . 859
Kearfott Engineering
Co. . . . . . . . . . . . . . .
Kerr Machinery Corp. 884
Lidgerwood Manufac-
turing Co. . . . . . . . . 848
Mundy, J. S., Hoisting
lºngire Co. . . . . . . . . 85.1
National Hoisting En-
gine Co. . . . . . . . . . . 46
Superior Iron Works
O. . . . . . . . . . . . . . . .
STE E RING E N G | N E
REGULATORS
D’Este, Julian, Co. . . . 1019
STE E RING GEARS
American Clay Ma-
chinery Co. . . . . . . . 862
IBenson Electric Co. . . 866
Edson Mfg. Co. . . . . 865
Kerr Machinery Corp. 884
Lidgerwood Manufac-
1ng C.O. . . . . . . . . . . . 848
Mundy Hoisting En-
gine Co., J. S. . . . 850
National Hoisting En-
gine Co. . . . . . . . . . . 846
ST E E R J N G VV H E ELS
American Clay Ma-
chinery Co. . . . . . . . 862
Cºnte, Geo. B., s
O.
Chadburn Ship Tele-
graph Co. 10
Edson Mfg. Co. . . . . . 865
STEPS–SAFETY GRAT -
|NG
Irving Iron Works Co. 977
Modern Tool Co. . . . . 698
Niles-Rement-Pond Co. 735
TELEGRAPHS, SH ! P
(See Ship Telegraphs)
TELEMOTO RS — E LEC -
TRIC *
Benson Electric Co.. 866
TELEPHONES A N D
TELEPHON E A P P A -
RATUS
Klaxon Co.
Western Electric Co.. 1065
T E M PERATURE REGU -
LATORS
Sarco Co. . . . . . . . . . . . 102)
TH E R MOM ETERS
Tagliabue, C. J., Mfg.
º, & e & tº e º º & ſº tº € e º e e 1090
T | M. E. Cl–OC KS
Follett, Time Record-
1I] g CO.
THERM OSTATS
Sarco Co. . . . . . . . . . . . 1021

For any desired information regarding manufacturers of products not here listed—write, wire
or telephone Shipbuilding Cyclopedia, Woolworth Building, New York.
1118
Directory of Products
Page
TOOL STEEL
Jones, B. M., & Co... 704
TORSION METERS
McNab Co. . . . . . . . . . . 1086
TOWERS, WOOD,
STEEL
Fairbanks, Morse &
Co. . . . . . . . . . . . . . . . 908
TOW ING MACH | NES -
Lambert Hoisting En-
gine Co. . . . . . . . . . . 854
Lidgerwood Mfg. Co. 849
TRACING CLOTH
Electro-Sun Co. . . . . . 694
TUBE CLEAN ERS
(See Boiler Flue
Cleaners)
TUB ING, SEAM LESS
Bridgeport Brass Co. 1025
Sandusky Foundry &
Machine Co. . . . . . . 891
TU RE INES
(See Steam Turbines)
TURBO - E LOWERS
Sturtevant, B. F., Co.1008
Wing, L. J., Mfg. Co. 1053
TURRET LATH ES
(See Lathes, Turret)
TVW IST DRILLS
Grinding Process Tool
O. * * * * * * * * * * * * * = a
Niles - Bement - Pond
Co. . . . . . . . . . . . . . . 735
UN | ONS
(See Pipe Unions)
VACU U M GAGES
(See Steam Gages)
VALVE SEAT ROTARY
PLANERS, P O RT-
A BLE
Rooksby, E. J., & Co. 766
VALVES
A m e ri can Steam
Gauge & Valve Mfg.
Co. . . . . . . . . . . . . . . . 1006
Ashton Valve Co.... 1004
Buckeye Iron & Brass
Works . . . . . . . . . . . . 1034
Dew Valve Co. . . . . . . 1023
Jºãº Bros. . . . . . . . 1032
err Machinery Corp. 884
Mason Regulator Co.1022
Pratt & Cady Co. . . . 1036
Sands, A. B., & Son... 1054
Schutte & Koerting 997
* * * * * * * * * * * * e º e
VELOCI PE DES
Fairbanks, Morse &
O. 908
• * * * * * e e º s v s = * *
VENTILATING FANS
(See Fans, Ventilat-
ing)
VENTILATORS
(See Fans, Ventilat-
ing; also Cowls)
WALKVVAY GRAT I NGS
Irving Iron Works
Co. . . . . . . . . . . . . . . . 977
WALL RADIAL DRILLS
(See Drilling Machines,
Wall Radial)
WATER CLOSETs,
MARINE
(See Plumbing)
WARD ROBES
Dahlstrom
Metallic
Door Co. 816
• * * * * * * * * * * * * * * 908
WATERTIGHT DOORS
Dahlstrom Metallic
Door Co. 8
Dee Co., Wm. V. ... 814
WATERTIGHT
TU RES
Lovell, F. H., & Co.. 1072.
Seidler-Miner Co. . . . . 1070
Western Electric Co.. 1065
VVATE RTUE E BOI LERS
(See Boilers)
WATTM ETERS
(See Switchboards &
Switchboard Equip-
ment)
WELD ING AND WELD-
|NG AND CUT.T ING
A PPARATUS A N D
SUPPLIES
(Carbo-Hydrogen Pro-
cess)
Carbo-Hydrogen Co. .. 754
WELD ING AND WELD-
|NG AND CUTTING
APPARATUS A N D
SUPPLIES
(Oxy-acetylene Pro-
cess)
Camden Forge Co. . . 892
General Welding &
Equipment Co. . . . . 755
Morse Dry Dock &
Repair Co. . . . . . . . . 898
Page
Page Steel & Wire Co. 758
Waterhouse Welding
Co. . . . . . . . . . . . . . . 756
WELDING, ELECTRIC
Morse Dry Dock and
Repair Co. . . . . . . . 898
WELDING APPARATUS,
ELECTRIC
Electric Arc Cutting &
Welding Co. . . . . . . 757
General Electric Co. . 957
U. S. Light & Heat
Corp. 7
Westinghouse Elec. &
Mfg. Co. . . . . . . . . . 939
WELD! NG RODS. AND
WI RE
Camden Forge Co. . . 892
Cramp, Wm. & Sons
Ship and Engine
Bldg. Co. . . . . . . . . . 890
Page Steel & Wire Co. 758
W H ISTLES
A m e r ic a n Steam
Gauge & Valve Mfg.
Co 1
Ashton Valve Co. ... 1005
Benson Electric Co. . . 866
Buckeye Iron & Brass
Works . . . . . . . . . . . 1035
Capitol Brass Works. 1037
W H | STLE CONTROL
Benson Electric Co., , . 866
McNab Co. . . . . . . . . . ) 086
VV 1 NCHES
American Clay Ma-
chinery Corp. . . . . . 862
Carpenter, Geo. B., &
Co. . . . . . . . . . . . . . . 102
Chase Machine Co. . . 845
Edson Mfg. Co. . . . . . 865
Fairbanks, Morse & Co. 908
Flory;. S., Mfg. Co... 859
Hallidie Co. . . . . . . . . 922
Helser Machine Works 864
Kearfott Engineering
Co. . . . . . . . . . . . . . . . 970
Kerr Machinery Corp. 884
Lambert Hoisting En-
gine Co. . . . . . . . . . 852
Lidgerwood Mfg. Co. 848
Morse P& Dock &
Repair Co
Mundy, J.
ing Engine Co. . . . .
National Hoisting En-
gine Co. . . . . . . . . . . 846
Orr & Sembower ... 856
Page
Sprague Electric
Works . . . . . . . . . . . .
Superior Iron Works
O. . . . . . . . . . . . . . . .
W NDLASSES
American Clay Ma-
chinery Co. . . . . . . . . 862
Carpenter, Geo. B., &
O. . . . . . . . . . . . . . . . 1102
Flory, S., Mfg. Co... 859
Hallidie Co. ... . . . . . . 922
Kearfott Engineering
O. . . . . . . . . . . . . . . . £
Kerr Machinery Corp. 884
Lidgerwood Mfg. Co.. 848
Lambert Hoisting En-
gine Co. . . . . . . . . . . 853
Morse Dry Dock &
Repair Co. . . . . . . . . 898.
Mundy, J. S., Hoisting
Engine Co.: . . . . . 850
National Hoisting En-
gine Co. . . . . . . . . . . 846
Superior Iron Works
Co. . . . . . . . . . . . . . . . 860
WIRE AND CABLE,
ELECTRIC
American Ste e 1 &
Wire Co. . . . . . 1066-1069
General Electric Co.. 951
Roebling's Sons Co.,
John A. . . . . . . . . . .
W! RE ROPE Flºrings
American Stee
Wire Co. . . . . . . . . .
Rºss Sons Co.,
tº º º is ſº e º e º º
Oil Il A.
Upson-Walton Co. . . .
834
870
WI RELESS APPARATUS
Cutting & Washing-
ton Radio . . . . . . . . 1076
W1 RING DEVICES,
ELECTRIC
Lovell, F. H., & Co..
Seidler-Miner Co. . . . .
Western Electric Co..
WOODWORKING
CH IN ERY
Defiance Machine Tool
Co. . . . . . . . . . . . . . . .
1072
*
WORKM EN'S GOGGLES
(See Safety Goggles,
Masks and Shields)
VV RENCHES
Coes Wrench Co. . . . .
Keystone Mfg. Co. . . .
Lowell Wrench Co. . .

For any desired information regarding manufacturers of products not here listed—write, wire
or telephone Shipbuilding Cyclopedia, Woolworth Building, New York.
1119
#!
s
* ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
A little over a year ago, when the SHIPBUILDING
CYCLOPEDIA was conceived, the plans for the book were
discussed with several men prominent in the ship-
building industry. These men were unanimous in the
opinion that such a volume would be a valuable, con-
structive work for the American Shipbuilding and
Operating Industries. But they were also unanimous
in the opinion that several years would be required to
compile, assemble and put in the most accessible ar-
rangement the large volume of information outlined in
the plans for the book.
Yet, in the short space of a year, the volume is com-
plete. The editorial staff has been organized. . A vast
amount of data has been accumulated and the most
valuable selected, edited, correlated and printed. The
Catalog Section, furthermore, represents an earnest ef-
fort to secure the co-operation of manufacturers in sup-
plying the type of material necessary to complete the
SHIPBUILDING CYCLOPEDIA as a practical, daily reference
book of ship and shipyard equipment.
The work is the combined result of many years' ex-
perience in publishing, plus the co-ordinated efforts of
a large staff working toward a single end—the publica-
tion of a technical book of definite, practical, con-
structive value to our American industries.
Future editions of the SHIPBUILDING CYCLOPEDIA will
reflect the suggestions of the users of the book—will
include the additional data shown by experience to be
desirable. This, the first edition, however, is offered
to the Shipbuilding and Operating Industries with full
confidence in its practical, constructive utility.
W. E. KENNEDY
Manager
New York, April 7, 1920.
Illillllllllllllllllllllllllllllllllllllllllllllllllllllllllſ|||||||||||||||||||||||||||||||||||||||||||IIIllinIſIIIHIIIHIIIHIIIlllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllliſilllllllllllllllllllllllllllllllumilliſilllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllll
|E
THE UNIVERSITY OF MICHIGAN
5*. - -
.# a - - . . $.
. º, , , ... f** * * . . ; ; ; “r r * * r *
#C3, KEC.’.…i. * - - , , ; * >
DATE DUE
MAR 1 2 2007
3 9015 O1843 9771
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