182 ELECTRIC AUXILIARIES ON MERCHANT SHIPS. 



I was much interested in what Mr. Bates said about the winches on deck being washed 

 with sea water and that they were not satisfactory; he then went on to say that the whole 

 of the defects were mechanical, not electrical. I could not follow his argument, unless it was 

 that the sea water damaged the mechanical parts, which speaks well for the electrical gear. 

 Another speaker referred to the maximum speed of lift at which winches should be used. He 

 stated they had standardized 250 feet per minute. I think that is a good speed for full 

 load. Sometime ago we tried a speed of 300 feet per minute, but experience showed it to be 

 too fast for a short lift, and we dropped our full load speed for winches to 200 feet per minute. 



Another point referred to, although I must be brief, is the question of direct and alter- 

 nating current. I believe in direct current work for ships, and also in the two-wire system 

 rather than the three-wire system. Earths or groimds are so prevalent on a ship's electrical 

 system that I think the simplicity of the two- wire system more than counterbalances any 

 slight advantages which the three-wire system has. 220-volt incandescent lamps are now sat- 

 isfactory on board ship, and there appears no necessity for the third wire. 



With regard to submersibles, although it is a difficult problem, I think time will show 

 that we shall get a satisfactory continuous current submersible pump — I am hoping so. Alter- 

 nating current will not then be required for this service. 



Mr. President and gentlemen, I thank you very much for the opportunity of addressing 

 you. 



Mr. H. L. Hibbard, Member (Communicated) ; — The two papers presented this after- 

 noon cover subjects of the greatest importance to our merchant marine industry, but it is our 

 own feeling that much the larger field for the application of electric drive lies in the direction 

 of the ship auxiliaries. 



Mr. Dickinson's very interesting paper has covered this subject of electric auxiliaries 

 in an able manner, but we could wish that he might have been more specific with regard to a 

 number of the detailed points which he has raised. 



On page 158 he refers to the two types of electric steering gears now in use but does not 

 mention the dividing line where the hydro-electric gears for this purpose would have a dis- 

 tinct preference. In our opinion, the direct application of motor drive to the steering gear 

 can be used to the best advantage in horse-powers up to about fifteen. For twenty horse- 

 power and beyond, the hydro-electric has imquestionable advantages. 



In sub-paragraph (c) on page 159, reference is made to contactor equipments 

 especially for deck winches but apparently questions the wisdom of this form of control in 

 most cases. For the severe service met in the case of these auxiliaries, the contactor control, 

 we feel, is especially suited, and foreign practice has already clearly demonstrated the feasi- 

 bility of its use and of readily locating the contactor control below decks or in suitable 

 housings. 



Sub-paragraph (J) on page 159 touches upon the wisdom of omitting, as far as possible, 

 all safety devices. While these should unquestionably be reduced to a minimum, we would 

 ask Mr. Dickinson, for the benefit of the profession, what devices he would recommend for 

 deck auxiliaries. In our opinion, stalling devices at least must be furnished in connection 

 with anchor windlasses, capstans, steering gears, and overload contactors or circuit breakers 

 for deck winches. 



Pages 164 and 165 discuss the relative merits of direct and alternating currents for auxil- 

 iary purposes and state that while on the cargo ships direct currents can be used to the great- 



