ELECTRIC AUXILIARIES ON MERCHANT SHIPS. 173 



It is very gratifying to me that an engineer of one of the leading electrical manufacturers 

 should so strongly advocate the simplifying of wiring and control for electrical equipment on 

 board ship, as Mr. Dickinson has done in his article. It would appear that, until recently, 

 manufacturers have not fully appreciated the conditions on board ship as differing greatly 

 from those in shore plants. There are many examples of ship installations where recommen- 

 dations have been made by electrical manufacturers following closely the practice generally 

 in use in power stations on shore, resulting in the use of unsuitable motors and equipment 

 and in some cases a far too elaborate and complicated system of wiring and control appa- 

 ratus. In general, I concur in Mr. Dickinson's opinions and recommendations and will at- 

 tempt to discuss only certain particulars. 



In our merchant ship installations, in my opinion, the following are the most essential 

 points to be borne in mind : 



First, that the proper type and capacity of motor be selected, particular attention to be 

 paid to the waterproofing of motors for all deck equipment. Without question the charac- 

 teristics of the series direct-current motor make it particularly well adapted for cargo winches, 

 windlasses and capstans. 



Second, that the control equipment for all electric motors and apparatus be limited to 

 the very minimum consistent with safety, hand-operated devices being used wherever prac- 

 ticable to eliminate danger of failure through burned-out shunt coils or other parts. 



Third, that all protective devices limiting current to motors or equipment be installed 

 in engine-room compartments or at least where it will be under the supervision of the per- 

 sonnel of that department, eliminating the possibility of deck hands or stevedores having 

 access. 



Fourth, that in all wiring, as far as practicable, marine armored cable not enclosed 

 in conduit be used and that the amount be limited to the minimum consistent with proper 

 grouping of circuits. 



In this connection I want to say it is not my idea to eliminate any particular thing 

 being proposed by the electrical people, but I do think it is necessary to limit to the very 

 maximum the amount of equipment, whatsoever, to simplify it as far as it is possible to 

 do so. In Mr. Emmet's talk he called attention to the fact that — and I agree with him — 

 the problem of training personnel for electrically driven ships is not what it is under- 

 stood to be by many. However, I want to call your attention to the fact that in public 

 service corporations, electric light and power plants, they do not have the engineers of 

 these power plants make repairs to electrical equipment. They have specialized men for 

 armature winding and winding of shunt coils who look after all the details of the equip- 

 ment, and the steamship operator does not like the idea of facing the possibility of highly 

 trained specialized men on shipboard, and for that reason I think it is most important, in 

 view of the personnel going to sea at the present time, to eliminate to the very last degree 

 the installation of unnecessary equipment. Every foot of wire and every shunt coil makes 

 another possibility of trouble. The motors as now supplied for ships are rugged and will 

 stand a lot of abuse, but they do need a certain amount of protection. 



The subject of rope speeds in handling cargo with deck winches is a very important one, 

 on which there is a great divergence of opinion, there being but little reliable data and records 

 available. Many of the steamship companies contemplating new construction are frequently 

 demanding rope speeds which, I am satisfied, are far in excess of the speeds at which it would 

 be practicable to handle cargo. In most cases their demands are based on incorrect infor- 



