ELECTRIC AUXILIARIES ON MERCHANT SHIPS. 171 



DISCUSSION. 



Mr. Fred C. Bates, Visitor: — In 1895 I made a trip from Germany to China on the 

 North German Lloyd steamship Prinz Heinrich which was exclusively equipped with elec- 

 trically operated cargo winches. In an incautious moment, I wrote a letter to Mr. Maxwell 

 W. Day, of the General Electric Company, in which I outlined some of my old experiences, 

 the letter having been prepared largely for the use of those unfortunate men who by force 

 of circimistance are compelled to get their marine experience on land. 



I believe that the Prinz Heinrich was the first ship that was ever exclusively equipped 

 with electrically operated cargo winches, although the steamship Darmstadt of the same fleet 

 had been partially equipped the year before. I spent about six months on board this ship in 

 immediate charge of the electrical equipment, consisting of two 75-kw and one 35-kw direct- 

 connected, direct-current, 125-volt generators and six cargo winches mounted on deck. 



Many things have changed since 1895. Insulating materials have been vastly improved; 

 protective devices now in common use were then unknown, and many other improvements, 

 both mechanical and electrical, have been made. I would, however, venture to assert that the 

 grim old sea is unchanged ; that the weather conditions under which operation must be main- 

 tained are just as vicious in 1921 as in 1895, and that the tricks of the gentle stevedore, be 

 he black, white, brown or yellow, are just as stupid and just as rough as ever. 



The ship was built by Friedrich Schichan & Company at Elbing, near Danzig. She was 

 11,000 tons displacement, made about 14 knots,and was built for mixed cargo and passenger 

 service in the tropics, hence the use of electricity in order to maintain a cool ship. The elec- 

 trical equipment was furnished by the Union Elektricitats Gesellschaft, since absorbed by 

 the Allegemeine Elektricitats Gesellschaft. 



My data covering the winches have been long since lost or mislaid, but some old bulle- 

 tins were found in the archives of the General Electric Company which reveal the fact that 

 their capacity was 6,600 pounds at 1.64 foot-seconds or 3,300 pounds at double speed. The 

 motors were from 10 to 15 horse-power capacity at 450 R. P. M. The winches were installed 

 one forward and one aft on the upper deck, two forward and two aft on the main deck. 



A merchant ship is only in port when unloading and loading cargo. The rest of the 

 time she is at sea; therefore a winch that breaks down in service in port must be repaired 

 at sea, perhaps with a rolling ship in a storm, in order to be ready for service in the next port. 



The apparatus mounted on deck is exposed to extremes of temperature, making the 

 problem of lubrication difficult and necessitating the greatest care in the design of arma- 

 tures, fields and resistances. 



Apparatus mounted on deck is exposed to all forms of moisture, rain, snow, sea water 

 and fog. While at sea the apparatus can be protected by tarpaulins, but in port the apparatus 

 must be uncovered and operate under any conditions of weather. The location with respect 

 to hatches and overhead tackle determines the amount of protection that can be given to ap- 

 paratus and operator, but as a general rule any sort of protection impedes operation. Com- 

 plete housing would be expensive, as it would have to be strong enough to withstand winds 

 and waves. 



The duty of such winches is most difficult. Long pieces of cargo such as bar iron or 

 fabricated steel, if unskillfully "slung," will jam across the hatch opening. The operators 



