to SHIP CONSTRUCTION. 2l3 



1. The positions of the stanchions are lined off and the holes in the base palm 

 marked on the deck plating by the pipe titters. 



2. The two or three holes, as the case may be, are drilled. 



3. Interior scaffolding is erected by the carpenter at the under side of the deck 

 for the riveters' holder-up. 



4. The stanchion is put in place, packing inserted and bolted up. 



5. Reaming is sometimes necessary. 



6. Two or three rivets have to be driven for each stanchion by a gang who in 

 most cases cannot be spared from the straightaway work on the decks, shell, etc. 



If electric welding is substituted, the stanchions with their rails inserted are 

 erected in large sections and are welded directly to the deck plating by the operator, 

 who proceeds single-handed with his electric cable from stanchion to stanchion. The 

 watertightness or oiltightness of the deck is not aft'ected, and the efficiency of the 

 attachment itself can readily be tested by blows from a sledge-hammer. 



The saving in labor by welding some of the parts in the above list will average 

 more than 60 per cent. 



Some illustrations of welding jobs successfully and economically carried out 

 by the Submarine Boat Corporation are shown in Plates 144 to 147. 



It may be of interest to mention that the American International Shipbuilding 

 Corporation at Hog Island has now some 50 to 60 men engaged on welding work 

 of this description. They have a training school in the yard with 5 A. C. and i 

 eight-arc D. C. machines, and with three instructors are daily turning out more 

 trained welders to add to the above number. The equipment in the yard itself at 

 present consists of 33 A. C. machines, i eight-arc D. C. machine and i one-arc D. C. 

 machine. 



LL0YD''S EXPERIMENTS ON ELECTRICALLY WELDED JOINTS. 



The attitude of Lloyd's Register of Shipping towards electric welding has been 

 one of the chief concerns of those advocating its application to the main structure 

 of a vessel. It was felt by some that, no matter what "proofs" or evidence of its suit- 

 ability were put forward, the Society which the writer has the honor to serve would 

 act in an arbitrary manner and bluntly refuse its recognition until such time as an 

 actual ship had been built and proved successful in service. They did not appreciate 

 the characteristic attitude of the Committee of Lloyd's Register towards all efforts 

 in the direction of mechanical or scientific progress in ship construction, nor their 

 desire to cooperate in such progress and to place at the disposal of the shipbuilding 

 community throughout the world the unbiased services of their highly skilled tech- 

 nical staff. 



They did not understand that a ship classification society whose existence is in- 

 dissolubly linked with its professional independence, untrammelled by any particu- 

 lar or national interest, must perforce keep itself abreast of the latest developments 

 in scientific and mechanical progress, quite apart from giving its stamp of approval 

 to proposed designs or methods of construction. 



