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i
[copyRIGHTED.]
THE EXPERIMENTAL TANK AT THE UNIVERSITY OF MICHIGAN.
BY PROFESSOR HERBERT C. SADLER, SC. D., MEMBER.
[Read at the fourteenth general meeting of the Society of Naval Architects and Marine Engineers, held
in New York, November 22 and 23, 1906.]
Experimental ship tanks in connection with technical schools being
somewhat rare, a short description of the one at the University of Michi-
gan may be of interest to the members of the Society.
When the plans for the recently completed Engineering Building
were under consideration, it was found that one wing would have to be
in the neighborhood of three hundred feet long; and as the hydraulic
laboratory demanded a reservoir of some kind, it was finally decided to
devote one side of the ground floor to an experimental tank (Plate 23).
The tank is three hundred feet long, twenty-two feet wide, and has
a depth of water of ten feet. The construction is of concrete throughout,
the sides forming the foundation walls of the building. The bottom is
arched, and is reinforced with expanded metal. Along each side is a
concrete bracket for carrying the rails for the dynamometer truck. At
the south end is a dry dock on each side of which are filters through which
the tank is filled. A gallery extends along each side and across one end.
At the south end of the tank the model preparation room is situated.
The tank has also been arranged for experimental hydraulics, and
for this reason two slots have been inserted into which bulkheads may
be fitted, dividing the whole into three parts. The hydraulic laboratory
is situated towards the north end of the tank and is connected to the
same by two ducts four feet wide. These may be closed off from the
tank by valves, and are so arranged that weir and nozzle experiments
upon a large scale may be carried out.
DYNAMOMETER AND TRUCK.
The tank is spanned by an electrically driven traveling truck con-
structed of beams and channels as shown in Plate 24. Upon this is mounted
the driving motor and also the motor generator set for supplying the
power to the motor. Although the carrying of the latter upon the truck
adds somewhat to the weight, this arrangement was necessary both from
considerations of space available and convenience.
The wiring is similar to that used in other tanks, namely, the Ward
3.2
9
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$º º 7.5. **, ** º g
• *** -
52 THE EXPERIMENTAL TANK AT THE UNIVERSITY OF MICHIGAN.
Lennard system. The current from the trolley lines is taken from the
central power-house and converted as required by the motor generator
set upon the truck. By this arrangement uniform speed may be obtained
at any desired speed. This system also has the advantage of acting as
a powerful brake, in fact, up to the present, the mechanical brake has
never been used. The truck is capable of being driven at speeds varying
from about fifteen to eight hundred feet per minute. The speed regula-
tion is obtained from a controller with five main stops, between each of
which an auxiliary resistance with fifty points may be thrown in. It is
possible, therefore, to obtain very small gradations in speed. The driving
motor is also fitted with a high and low speed gear. The switchboard
and connections are situated on the front of the truck and an automatic
trip is arranged so as to disconnect the motor when the truck has reached
a point about fifty feet from the end of the tank.
The towing dynamometer is situated at the forward end of the truck
and consists of a vertical bar mounted upon Emery supports, which may
be changed to any desired position. The spring and towing bar are con-
nected by crossheads to parallel bars so that their points of attachment
always move in horizontal lines. The top of the bar carries a pen which
registers upon a recording drum driven from the main shaft, and so geared
that it makes one revolution during the entire run. One end of the spring
is attached to the bar mentioned above, and the other to a movable cross-
head to which is attached a pointer which also registers upon the drum
(Plate 25).
The instrument is calibrated by first adjusting the balance weights
so that the center of gravity of the whole is at the fulcrum, and the posi-
tion of the pointers noted. A stop is fitted at the lower crosshead allowing
the bar a movement of about one and one-half inches. A known weight
is added to the scale pan which brings the bar against the back stop. The
other end of the Spring which is attached to the crosshead mentioned
above, is then moved by means of a screw until the pointer on the bar,
comes back again to its Original position. The amount of motion of the
crosshead is registered on the drum, which gives the amount of extension
of the spring for the known weight. This process is repeated for different
weights up to the limit of the spring. Springs of various strengths are
used, depending upon the amount of pull required, but in any case a small
initial tension is given to the spring before calibrating. The auxiliary
pointers may be set to the various calibration marks, and a record kept
upon each sheet. Before running a test at any speed, the spring is first
THE EXPERIMENTAL TANK AT THE UNIVERSITY OF MICHIGAN. 53
extended to the resistance expected, so that the pointer simply registers
Small differences.
The time pen is actuated by a clock which makes a contact every
half second, and may be set in three positions, so that three runs may
be taken upon one sheet. The distance pen is operated from contact
pieces along the rail and makes a connection every twenty feet; this pen
is, however, not always used as a scale is made, so that the speed may
be read off from the seconds marks.
A dash pot consisting of an oil cylinder attached to the lower side
of the table may be thrown in when necessary. Trim pens are attached
to aluminum rods which are connected by means of cords to the model.
At present the propeller dynamometer is not fitted, but space has
been arranged for this immediately abaft the resistance dynamometer.
PREPARATION OF MODELS.
The size of model used is generally from ten to twelve feet, but the
cutting machine is capable of taking models up to fourteen feet in length.
A clay mould is first prepared approximately to the shape desired.
Wooden moulds, about ten in number, are cut from the drawings but
from one-quarter to one-half inch large. These are placed in the mould
at their proper position and the clay moulded to them, the part between
being faired by eye. These same moulds are afterwards used as sections
for the core. The thickness of the models varies somewhat according to
type and size but in general is from One and a quarter to one and a half
inches. The wooden moulds previously used for making the clay mould
are therefore reduced accordingly and connected by battens. This core
is then covered with canvas and a light coating of clay and suspended in
the clay mould in its proper position. The material used for the models is
paraffine wax with a slight amount of beeswax. This is melted in a tank
by means of a steam coil and is usually poured at about a temperature of
150°F. Temperatures above and below this are found to give unsatisfactory
castings. While the model is being cast, water is introduced into the
core, thus preventing its rising in the mould owing to its buoyancy and
also aiding in the cooling process. After the mould is filled, fresh paraf-
fine is added from time to time to take care of the shrinkage.
When the paraffine has set, the core is removed and water introduced
between the clay and the model, which is by these means floated out of
the mould. It is then lifted out by means of a small crane and carried
to the cutting machine. *
54 THE EXPERIMENTAL TANK AT THE UNIVERSITY OF MICHIGAN.
MODEL, CUTTING MACHINE.
This machine (Plate 27) consists of a moving bed upon which the
model is placed, connected to a similar table which contains a draw-
ing of the lines of the vessel which it is desired to produce. In the
center of the machine is a cross-piece supporting two movable heads
which are operated by a right and left handed screw. These heads contain
hollow spindles which can be raised or lowered to any position depending
upon the water-line it is desired to cut. A shaft operated by a vertical
motor is mounted inside each spindle and has a two-bladed cutting tool
attached to its lower end. The motors run at from 1,200 to 1,400 revolu-
tions per minute.
The motion of the cutters is regulated by a handle shown on the
right of the machine and is transferred to the table containing the drawing
through a pantograph. One end of the pantograph is connected to one
of the cutters and the central part to a pointer which is kept upon the
desired line of the drawing. As the center line of the drawing may not
be always absolutely straight, owing to the uneven shrinkage of drawing
paper, the remaining leg of the pantograph is not absolutely fixed, although
it may be if so desired. A batten is fastened to the center line of the
drawing and a small wheel mounted upon a frame kept in contact with
it by means of a spring. This frame is connected to a lever, shown on
the right of the machine (Plate 27), which in turn is attached to one
leg of the pantograph. The fulcrum of this lever may be altereda coord-
ing to the setting of the pantograph, so that any error in the center
line of the drawing is thus compensated for, and the actual distance from
water-line to center line on the half-breadth plan and not from an imagi-
nary line in space, is transferred to the cutters. As a general rule the
drawing is made one-half the size of the model, but by means of the panto-
graph any number of models may be cut from one set of lines. One form
may therefore be developed in any desired ratio of length to breadth by
simply altering the fulcrum of the pantograph; while if it is desired to
expand or contract any form in the direction of draught this may be done
by setting the cutters at greater or lesser intervals vertically.
It may be mentioned that the pointer upon the model consists of a
celluloid plate upon which is scribed a circle one-half the diameter of the
cutters if the proportion of drawing to model is in this ratio. This circle
is always kept tangent to the line it is desired to cut. If, however, the
THE EXPERIMENTAL TANK AT THE UNIVERSITY OF MICHIGAN. 55
pantograph is so set that this ratio is different from the above the tracer
is an ellipse. For greater accuracy in cutting full lines the speed of the
motor which drives the model and drawing-table may be reduced by a
speed controller. The shaft which drives the model table also drives the
drawing-table through a series of change gears. These gears may be
changed so that any desired ratio of length of model to length of drawing
may be obtained.
Another attachment has recently been added so that the rise of floor
of the model may be cut in the machine. A pair of bevel gears mounted
on suitable brackets are attached to one of the vertical shafts. These
drive a revolving cutting tool, similar to a wood-planer, which may be
set at any desired angle.
When the cutting operation is finished the water-lines upon the model
show as a series of steps (Plate 28). The model is then taken to the
finishing table and the superfluous wax removed by chisel, plane, and
finally Scraper, the scraping being stopped when the water-line as cut
is just disappearing. The surface is then rubbed down to remove any
small unevennesses, and finally tested at various points. This is done
by means of a frame which spans the model and from which measurements
are taken. The draught marks required are then painted on the model
at both sides and amidships and also checked up by a gauge which is
afterwards used when the model is afloat. The attachments for the towing
rod and steering device are then added and the model carefully weighed.
A sufficient amount of shot in small bags, representing the difference
between the weight of the model and the calculated displacement is then
weighed and placed in the model so that it floats at the desired water-line
and trim. This is the final check that the model receives, as when the
ballast is added it should float at the desired water-line.
The models are usually tried at first without appendages, such as
_shaft bossing, etc., these being added afterwards.
After the experiments have been run and if no further use is to be
made of the model, it is broken up, remelted, and used for another.
A camera is being at present installed so that the wave profile at
different speeds may be recorded.
Up to the present five models of various types have been tried ranging
from a very fine high speed type to one of the lake freighter type, in order
*—test out the whole installation.
ºve-making resistance curves of two of these are shown in

56 THE EXPERIMENTAL TANK AT THE UNIVERSITY OF MICHIGAN.
It is, however, proposed from now on to undertake series of experi-
ments upon different types.
Experiments upon cylinders of different sizes have also been made
in connection with the proposed tunnel under the Detroit river.
In conclusion the writer would like to state that with the exception of
the truck and motors, the rest of the installation was built in the Univer-
sity shops. He would also take this opportunity of thanking publicly
the following for their gifts in connection with the tank: The Russel Wheel
& Foundry Co. of Detroit for the truck; The Carnegie Steel Co. for the
rails; the Standard Oil Company for one ton of paraffine wax; and also
the General Electric Co. for a special price upon the motors and generator.
As data is obtained the same will be presented to the transactions of
the Society.
DISCUSSION.
Professor Sadler presented the paper. During the course of the reading
he said:—Under “Preparation of Models:” The clay used for the rough castings is
the ordinary moulding clay, which has been carefully washed and is free from grit.
This tank perhaps differs from others mentioned in the previous paper in
this respect, that it was not designed primarily as an experiment tank alone. It
was part of the new Engineering Building, and as I pointed out to the Board of
Regents, we had practically the tank already completed when we had the founda-
tion wall on the one side and the heavy wall on the other for carrying the roof;
it simply meant a little more excavation and we should have an experimental
tank. We got the tank in that way, and had to conform to the general design
of the building, rather than to the experimental tank alone. Hence, the neces-
sity for some of the peculiarities, such as carrying the truck on brackets; also
carrying the motor generator set on the truck itself.
After “Detroit river:” I mention this to emphasize the fact that an experi-
mental station such as this can be made of great use, not only in naval architecture,
but for other experiments.
THE PRESIDENT:-Gentlemen, both of these papers are now open for dis-
cussion.
NAVAL CONSTRUCTOR D. W. TAYLOR, U. S. N., Vice President:-Mr. Presi,
dent, I am glad to see two valuable tank papers laid before us this tº -
so much valuable information on the subject. I may say that."

DISCUSSION ON THE TWO PRECEDING PAPERS. 57
had the opportunity myself of visiting three of the stations that were visited by
Professor Peabody, namely, the Haslar station, the Denny Brothers tank, and
the John Brown & Company tank on the Clyde. Two of them I visited many
years before, but the John Brown tank, which was the latest, I had never seen
before. Anyone who compares the descriptions of these tanks with the descrip-
tion of the model basin at Washington, published in the Transactions for 1900,
will find that the tank in Washington differs radically from the foreign stations.
The principal reason for that is the fact that the models which we use are made
of wood instead of being cast in paraffine, as described by Professor Peabody.
As will be found by reference to the 1900 paper, we found by preliminary experi-
ment that any paraffine we could get would probably give us a good deal of trouble
with the summer temperatures in Washington, and that is confirmed by Professor
Peabody's paper where it is related that at Haslar the average temperature seldom
rises above 65° in the water. In Washington we could not keep the temperature
down to anything approaching that, and at the time we made our experiments we
came to the conclusion that above 75° the paraffine we could get would be, instead
of a solid, rather a liquid which would change its shape, slowly, it is true, but per-
sistently. That seems to be confirmed by the fact that even where the tempera-
ture is low it is necessary to keep the paraffine models immersed in the water;
if exposed to the air they change shape. The Berlin tank seems to be an exception,
and although they have fairly high temperature now and then in the summer,
the average temperature must be very much lower than the Washington tempera-
ture. Berlin is many degrees further north than Washington.
Professor Peabody in his paper says: “An advantage of a light carriage as
is found in all European stations is the fact that the rails, which are truly well
laid and occasionally inspected, do not show evidence of any extraordinary care,
such as grinding, to reduce minute roughness.” I found that in one of these
tanks they considered it necessary to give extraordinary care, as they had had
difficulty, owing to the fact that the rails did have minute roughness, and they
were anxious to know how we avoided the troubles which they had experienced.
I should say further, with reference to the question of paraffine models, that
another reason for adopting the wood was the fact that we wished to make the
models fairly large; though having every confidence in the law of comparison,
we did not feel desirous of stretching it too far. A 12-foot model has only about
one-fifth the displacement of a 20-foot model, and by taking the model of five
times the displacement, we thought we would have results in which we could feel
more confidence. The quantities to be measured are small in every case, even in
the case of a 20-foot model. The resistance of a model at maximum corresponding
speed is frequently under ten pounds, the model perhaps weighing 2,000 pounds.
If we have to measure a resistance which is less than a fifth of that, less than
two pounds, accidental errors are exaggerated. It is impracticable—at least we
58 DISCUSSION ON THE TWO PRECEDING PAPERS.
thought it was—to make 20-foot models of paraffine with any confidence, as it
is not a good material to handle.
There is another point in this connection; the nearly universal practice in
English tanks, and largely in our own, has been to test the models without append-
ages. That is a very convenient and a very reliable way of getting at the best
model, but it does not give you the actual resistance of the ship as she is tried.
The appendages offer more resistance than is generally supposed or realized.
Take the case of a man-of-war, which has more appendages than a merchant ship.
For such a vessel, with bilge keels the appendage resistance is seldom less than
IO per cent. of that of the bare hull; with bilge keels and double struts, perhaps
double docking keels, the total resistance may amount to 15 per cent. or more,
and that is a matter which requires careful investigation and consideration.
There is a good deal of difficulty in applying appendages to paraffine models.
Not so much in doing the work, if you can keep the models cool, but it is con-
venient to take the models out of the basin into the shop and get out the append-
ages and put them on at convenient times. We have preserved at the Washington
model basin probably 150 models, being the models which are likely to be of per-
manent value, the models of actual ships; and we have several times found the
advantage of retaining these models—some question arises about the ship which
can only be determined by running the model. We cannot foresee at the time
we get out a model everything which has to be tested. There are two advantages
of the paraffine; one advantage is the cheapness of the paraffine, and the other
advantage is the fact that you can get a very good surface with much less labor.
The surface with the paraffine is constant, and to obtain a constant surface we
have to be very careful in shaping the wood.
On page 45, in reference to Mr. Froude's experiments, the statement is made
concerning these very interesting experiments: “The conclusion of these investi-
gations will be remembered, to show that for certain cruisers the best sea speeds
will be obtained from ships which show some hollowing of water-lines at the bow.
This conclusion is notable in that it differs from the conclusion of modern designers
that hollow lines are always to be avoided if possible, both for steamers and sailing
crafts.” That conclusion of Mr. Froude applied only to certain speeds. As re-
gards hollow lines and straight lines, I do not propose to enter too much into that
controversy, but I would say that in our experience, which agrees with Mr. Froude's,
I believe at certain speeds it is desirable to have hollow lines for smooth water
work. You gain a distinct advantage. In most cases up to speed in knots, about
equal to the square root of the length of the ship in feet, the hollow lines appear
to show the best advantage, that is, up to a speed above the speed of ordinary
vessels. When you come to high speeds, such as those of torpedo-boats, the hollow
lines are disadvantageous, and it would be necessary to have straight lines or even
rounding lines. There is one other matter with reference to Professor Peabody's
paper, where at the bottom of page 46 he says: “In passing, it may be recalled that
DISCUSSION ON THE TWO PRECEDING PAPERS. 59
for paddle-boats the location and form of the waves which accompany the boats
and come in contact with the hull, together with the location of the wheels with
reference to such waves, is of prime importance.” In that connection I might
point out that paddle-boats frequently have to operate in shallow water, and care
should be taken in locating the wheels of the paddle-boat, from a model experiment
in deep water conditions. In shallow water the wave lengthens; the crest which
in deep-water may be forward of amidships may move aft of amidships; the shal-
lower the water the further aft the crest moves. I have known of a case where there
was some difficulty on that account. I sympathize very much with Professor
Peabody in his remarks on page 47, where he states:“At the same time an Opinion
was expressed favorable to the establishment of an open ‘ tank' not hampered by
governmental secrecy or trade jealousy, at which scientific problems could be
investigated, such as the best forms and proportions for various speeds and con-
ditions.” I may say I found one of those tanks, which I visited this summer,
had just finished a series of experiments, and practically duplicated a lot of work
we had been doing and just completed. As regards the tank in Washington,
many of the government results are necessarily not made public, and the results
of tests for private persons which under the law are made, are required to be kept
private and not divulged without the consent of the person for whom the tests
were made. But the position of the Chief Constructor, both the late Chief Con-
structor and the present Chief Constructor, has always been that there was no
objection, but every encouragement should be given, to the publishing of results
of general scientific value. We have taken this attitude, not only in the way of
publication, but in the way of giving information to people who come to visit
the tank. We have very few secrets.
MR. F. B. KING, Member of Council:—Is there time available outside of
the government use of the tank for private experiments?
MR. TAYLOR:—Yes. We have made a large number of experiments for
private shipbuilders. No request to make experiments for private shipbuilders
has ever been refused. I will say also that we have made a number of experiments
of general scientific value, and we have published the results of some of them, of
a number of them as regards propellers, but we have published very little as re-
gards hulls, because few of these experiments have been entirely completed. They
have been taken up in the intervals of more pressing work for the determination
of problems connected with the actual design of men-of-war, the results of which
we do not publish. We have accumulated a mass of data, and probably in the
near future more of it will be published than has been published in the past.
With regard to the new French tank, I gather from the press that this was
put in Operation last. Spring, and last Summer the statement was made that they
were having a great deal of trouble with the paraffine models. The temperature in
6O DISCUSSION ON THE TWO PRECEDING PAPERS.
Paris rises pretty high at times, and last summer was an unusually warm summer
abroad. Even in London they had temperatures higher than they have had for
many years. There is one thing in Professor Sadler's paper which I was pleased
to see. In giving the results of his experiments, the two curves on the last page,
he plots the resistance in pounds per ton of displacement. I believe that for the
purpose of analysis that is distinctly the best method of plotting results. It
eliminates the question of dimensions; that is, the resistance divided by the dis-
placement, is independent of size, and you are at once able to apply the law of
comparison to these results, making this, I believe, much the most instructive and
profitable method of plotting.
MR. KING –It seems to me it would be very desirable if any of these gentle-
men could give us some data in regard to the cost of these tanks. I suppose such
matters are kept rather close, but if the information is only approximate, I do not
doubt it would be useful to shipbuilders; that is, the larger shipbuilders who have
in contemplation the establishment of such tanks. As to the policy of establish-
ing such a tank for a large private shipyard, Professor Peabody says of Messrs.
Denny –“A member of this firm expressed the opinion to the writer that every
importantyard would do well to have its own tank, and said that even with their large
amount of accumulated information they kept the tank busy and would give work
to another tank if they had it.” In regard to that, I would say that I have been
in the Denny shipyards on two occasions, and about two years ago I had a talk
with one of the younger Denny brothers, respecting this very matter and he said
he thought that isolated model experiments gave very little useful information,
and they were apt to be fallacious, and he thought it much better on that account
for any concern to build up its own data. It appears in a series of model experi-
ments, we have very much the situation of a lot of crabs in a basket, that every
crab in the basket takes hold of every other crab, and model experiments must
be compared to a large extent with experiments made with other or similar models.
One other point in Professor Peabody's paper I want to refer to. He says that
in the tank at Haslar the displacement of model is expected to be correct within
Ho of one per cent, and at any rate within § of one percent. That involves almost
a microscopical determination of the draught, and I think perhaps Professor
Peabody can give us some information as to how that is determined so exactly.
Even the marks on the model would be fallacious, because capilliarity alone
would throw us entirely off, if we aimed at such precision.
THE CHAIRMAN –We would be glad to hear from any gentleman if he has
any questions to ask or additional information to give.
MR. C. C. THOMAs, Member:-Mr. Taylor, do you care to say how the draught
is determined for its accuracy, or whether it is a usual thing to get the displace-
ment in such an extremely minute way?
DISCUSSION ON THE TWO PRECEDING PAPERS. 6 I
MR. TAYLOR:—That is a matter I inquired into in the case of the Haslar tank
and the other English tanks. As a matter of fact they do not know what they
get, because they do not as a regular practice measure the model after they cut it.
With the hook gauges they place the model at a certain draught, or water-line,
but they do not know what the shape of the model is below the water-line as they
do not measure it after they cut it. Any statement as to the fraction which
the model is out is largely guess-work as stated, and we have in addition the
fact that a paraffine model more or less changes shape. It is our practice to mea-
sure every model after it is finished and after we measure the model we work from
the model itself rather than from the original design alone. We find upon calcula-
ting the displacement of the model from the measured dimensions of the model,
that the displacement to the load water-line agrees, as a rule, within probably #
of one per cent. with the original lines. If it is as much as one per cent. out, we
look for trouble. Frequently we have them come exact, that is, a 2,000-pound
model, say, will come within four or five pounds. We do not run the model by
its draught. The model is weighed and the amount of ballast necessary to put
it down to the desired displacement is determined, and the model is run at the
displacement rather than the draught. We have draught marks on, however,
and use them as a rough check. Since the law of comparison involves displace-
ment primarily, rather than draught, when we run the model at the correct dis-
placement, even if there are slight deviations from the original design, so that the
model at the correct displacement is a shade above or below the designed water-
line, it makes very little difference.
MR. KING –Has the matter of capilliarity ever been taken into account in
regard to the draught or displacement of these models? With your large models,
you would probably reduce that source of error very much, but I think in a small
model that question really appears to be of considerable importance.
MR, TAYLOR:—That is the object, as I understand, of the hook gauges used
to take the draught. If you take the draught by pointers above water which
stick down into the water, you have trouble with capilliarity. These hook gauges
just touch the water surface with a point from below, and you can get the draught
by them with much regularity, and in a most accurate manner. The draught
must be determined with great accuracy when models are run on draught. We
run the model at a given displacement which we determine exactly by weighing.
THE CHAIRMAN —Do either of the authors of the papers wish to make any
closing remarks?
PROFESSOR PEABODY —I am gratified to hear so much discussion on this
paper, because I had more than a doubt as to the desirability of presenting it.
It has, however, elicited an amount of information which would be worth while
62 DISCUSSION ON THE TWO PRECEDING PAPERS.
if we got nothing more from it. I distinctly disclaimed any comparison with our
Washington tank, because I intended to do no other thing than give information,
and we have the whole information concerning that tank given us in the papers
already presented to our Society, except those important additions which have
been given us now by Naval Constructor Taylor. There are a few things I wish to
say, not so much that I think the statements need answering, but to make my
position clear. I wish that the question of the temperature had also been dis-
cussed by the chief technical adviser to our navy, because that was the most interest-
ing feature that I found, that they were actually using paraffine models abroad in
warm climates. I have myself seen a paraffine model, without any other material,
fall over on account of the hot weather, and had not supposed paraffine would be
reliable at even moderate temperatures. The statements regarding various items
such as grinding the tracks, came, of course, on inquiry, and the statement that
some attention had been given to this subject is of course additional information.
As for Mr. Froude's experiments, in regard to hollow lines, the statement is given
only in a general manner, and is of course subject to limitation.
Mr. Taylor has clearly pointed out how the hook gauge may be used, and I can
say, from my own experiments with the 'gauge, that the draught can be obtained
with extraordinary accuracy in that fashion—within a thousandth of an inch.
I would like to remark with regard to Professor Sadler's paper that coming from
a technical school, where the question of an experimental tank has frequently
been discussed before our authorities without avail, the only thing I can say is I
wish I could find some excuse which would induce our authorities to consider
putting in a tank. A remark was made by one of the authorities at one of the Eng-
lish technical schools, that certain features of our schools made them green with
envy. I say that these things which you have had described about the school
in Michigan has certainly made me envious. We find in the University of Michigan
that they have certainly an experimental station of which they should be proud.
THE CHAIRMAN –We would be pleased to hear from Professor Sadler on his
paper.
PROFESSOR SADLER –In connection with the use of paraffine, one of the main
reasons why we adopted it in the University of Michigan tank was on account
of its cheapness. Unfortunately, we have not all the money we should like to
spend on this work, and we have had to use the cheapest material we could get;
wood was almost out of the question. With regard to the change of shape, I
tried some experiments in that line, and I left some models floating in the water,
ballasted, for several weeks. At the end of the time—I forget the exact time now
—the models had Sagged about , inch at each end. The models were Io feet long.
They did not appear to Sag very much after that, as far as I could judge. Before
deciding to use paraffine, I may say that I wrote to Mr. Froude, and he advised
me that as the result of his experience that if kept below 75° F. there would
DISCUSSION ON THE TWO PRECEDING PAPERS. 63
not be much difficulty with it, but that above that temperature models would
be very liable to change shape. Some one asked the cost of such an installa-
tion as this. I am sorry to say that is almost impossible to determine. As you
see by the plans, the tank itself is a part of the building; that is, the foundation
walls had to go in in any case, and a certain amount of excavation had to be done,
and we have, as it were, had the ground floor put in just ten feet lower down, so
that it is a little difficult to say how much that really added to the cost of the
building, and should be charged against the experimental tank itself. Most of the
apparatus having been built in the University shops the question of determining
the cost of the tank is quite difficult. We always very carefully measure our models
before experimenting with them, for the reasons that Mr. Taylor has given,
although our cutting machine, as far as we can judge from test afterwards, cuts
very accurately to the line; yet there may be little errors, especially in fairing up,
and it is well to have an accurate record of the model rather than an imaginary
one taken from the drawing. We have under way at present a series of experiments
on the longitudinal distribution of displacement, which I hope to have finished by
next year, and to present to the Society at that time. I am sure we shall be
gratified at any time to carry out any experiments that any members may be
desirous of having us do.
THE CHAIRMAN –Before taking up the next paper by Naval Constructor
Taylor, I remind you about the banquet tickets. I am also asked to remind you
about the new Engineering Building, in which our Society is to have its head-
quarters in the near future. It will be open for inspection between 5 and 6 o'clock
this afternoon, and you are all invited to go over and take a look at it. The next
paper is No. 6 on the program, “Model Basin Gleanings,” by D. W. Taylor, Naval
Constructor, U. S. N.
Mr. Taylor presented the paper.
Transactions Society AVava/Architects and Marine A’zºgineers, Vol. 14, 1906. Plate 23.
7 o z//ustrate paper on “7 he Eaperimental 7 an/é at the University of Michigan,”
by Professor Herbert C. Sadler, Member.
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