sleeves are made in halves and are die-formed of metal equal in thickness to, and of a length approximately equal in diameter to that of the pipe to which they are applied.

The welding was performed by the pencil-arc process, the current employed being 110-volt alternating, which was obtained primarily from the general supply system for the plant, carrying 6,600-volt three-phase current led through transformers and secondary lines to the welding reactances, furnishing the controlling medium required for the welding operation.

The electrodes used in the butt-welding operation were slag-coated and were of the same character as those extensively used in ship welding. The welding of the sleeves was performed with a low-carbon steel bare wire. The butt weld consisted of two runs of metal, the first of No. 10 and the second of No. 8 wire, the first run being carefully cleaned free of slag, first by hammering and finally by scrubbing with a wire brush until the metal showed clean and bright before applying the second run. sleeve weld consisted of two longitudinal welds joining the two halves of the sleeve, and a weld on each end of the sleeve completely joining the sleeve to the pipe (See Fig. 2).

The

The application of the sleeve was determined upon for structural reasons, as the stresses likely to be encountered in an installation of this character are practically indeterminate.

One of the problems met with in handling pipe in such long lengths is the question of accurate alignment, which was accomplished in this case in the following manner: The proper level above the ground for the pipe was determined by its accessibility to the welder, and this point was marked on each leg of each pipe-carrying bent, and timber joists were securely fastened between the legs of the bents at the proper level, as in Fig. 3. The pipe lengths, approximately 20 feet long, were laid on these joists, and as the spacing of the bents along the axis of the pipe was 20 feet, this brought a joint between each pair of bents. The ends of the individual pipe lengths were then brought within about 1/10 of an inch of contact and lined up and clamped securely in position by means of a half-sleeve applied to the under side of the pipe and fastened by straps to each end of each pipe section (See Fig. 1).

This left the upper half of the butt joint ready for the first run of the weld. When one-half of the first run was completed on each joint, the clamps and the sleeve were removed and the entire 200-foot length of pipe was rolled on the joists until the other half of the butt joint was uppermost, and the first run was then completed. In consequence of the fact that it was possible to turn the pipe at will thereafter, the second run of the weld was made continuous.

It takes one welder about three hours to completely butt-weld and sleeve a 12-inch joint. The time required for other sizes would be in proportion to their diameter.

I feel that the use of the electric welding is going to be a very important feature in the development of power stations where the tendency is going to higher steam pressures, in the neighborhood of 600 pounds, as welded joints can unquestionably be made stronger than any other connection and are absolutely leakproof.-"Power."

INSPECTING A SURRENDERED GERMAN DESTROYER “S”

TYPE.

The following notes describe the impressions formed on inspecting a German "S" type destroyer built in 1914. The boat was supposed to be efficient and ready for sea in all respects, but personally the writer would

not like to take her to sea for an extended trip without an extensive refit. Considering the hull first, the hull and decks were very dirty and appeared in a very neglected condition. The bridge was certainly an improvement on the bridge of the British 1914 boats, but this was the sole improvement cne could see. She was fitted with two rudders, one fore and one aft, the forward one being housed when not in use, being lifted up by gearing. Apparently the forward rudder was used in a crowded fairway or when entering and leaving harbor. Steering was by chain transmission, a very defective method according to our standards. The steering engines, two in number, were housed on the upper deck, one almost right aft and the other on the mess deck forward, a little forward of the bridge. The steering engines were vertical, much cramped, and ungetatable for necessary examination and repairs.

In addition to the main torpedo tubes, two smaller ones were fitted, one on each side at the break of the forecastle. These appeared to have no protection from heavy seas in bad weather. The storerooms, notably the engineer's storeroom, were extremely cramped and small and very dirty. The magazine seemed far too small for a boat of her armament. To both storerooms and magazines the means of access were very inadequate. The warrant officers were provided with a separate mess aft, and both this mess and the wardroom were cramped and looked most uncomfortable. The cabins opened from the wardroom and were very small and ill-found. The wardroom pantry and galleys seemed quite inadequate for the number of officers and men carried, and were in a very bad condition.

The

Her oil tanks were situated amidships and forward, and were carried right across the ship and up to the upper deck. This method is undoubtedly very inferior to the British practice, danger from fire, explosion and gurafire being materially increased. The manholes for the oil tanks opened to the upper deck, the only advantage in this being a little time saved when “oiling boat." The deck space was very restricted, the spacing and arrangement of the various fittings being much inferior to ours. telegraphs were by wire transmission, both from the bridge to the engine room and from the engine room to the boiler rooms. This method is very bad and in our service is obsolete. The general finish of the hull construction throughout the vessel was inferior to ours,. and she was much more lightly constructed. It is not considered that in weather similar to that in which our flotillas maneuver she would stand half the knocking about and strain our boats are constantly subjected to. The freeboard is low, and it would be interesting to follow their behavior in a bad seaway. The following points were noted as regards the propelling machinery in the short time available. The boat is twin-screw, driven by turbines, and has two engine rooms, one forward of the other. The turbine speed is reduced to propeller speed by a method of transmission the details of which could not be ascertained. The condensers are on the platforms, not underslung, which method it is considered would add greatly to the boat's efficiency, as well as giving much more space could it be adopted. The auxiliary engines were very cramped and had a most uncared-for appearance. The dynamos were small 80-volt machines, and two small evaporators, which at a casual glance appeared to be quite inadequate for the boat's requirements, were fitted; at a rough guess their output would not be more than 24 tons of fresh water per day. The starting platforms were most restricted, and the starting wheels large and cumbersome. Engineroom telegraphs were roughly finished and, as mentioned, transmission was by wire. The ventilating and exhaust engine-room fans were of the horizontal type, and appeared of ample size to do the work required. The auxiliary feed pumps were situated in the engine rooms. The various gages seemed to be in a most inefficient condition and more were required for general efficiency. The electrical apparatus in the engine rooms

DIAGRAM OF OIL FUEL TANKS OF A GERMAN TORPEDO BOAT DESTROYER,

A daily record is kept of amount of oil fuel in each tank, and logged in spaces at side of diagram.

appeared up-to-date and efficient, and there seemed a good supply of electrical stores and fittings. The general condition of both engine rooms and main and auxiliary machinery was dirty in the extreme, and a total lack of care seemed to have been expended on its maintenance. Access to the engine rooms was very restricted, and several of the important auxiliaries were very inaccessible for examination and repair.

Three small-tube water-tube boilers were installed, two back-to-back in the after boiler room and the other in a separate compartment, the boilers being numbered from forward. The boiler rooms were in far worse condition even than the engine rooms and were in a deplorable state. In a long and varied experience the writer has never seen such dirty boiler rooms―a_tramp steamer after a long, rough voyage would put them to shame. The chief feature of the boiler rooms is the lack of space both at the sides and at the fronts. To one used to British design it seemed impossible that efficiency could be maintained under such conditions. The sprayers for the oil fuel were much larger and more cumbersome than in cur service, and the adjustment for the oil output was of a very crude nature, consisting of a lever and ball arrangement. Eight sprayers were fitted to each boiler. The forced-draft fans were of the horizontal type and when inspected with only auxiliary machinery running 11⁄2 inches of air pressure was maintained. There appeared to be one oil-fuel pump to cach boiler and one main feed pump. These latter seemed to be a bastard Weir design. Unfortunately, time did not permit of an extended examination of the boilers, uptakes and funnels. The runs of piping in both engine and boiler rooms seemed very complicated.

From a table found in the engine room the oil fuel consumption for the various speeds appeared to be as follows: 10 knots, 1.34 tons per hour; 12 knots, 1.54 tons per hour; 15 knots, 2.18 tons per hour; 20 knots, 4.55 tons per hour; 30 knots, 16.06 tons per hour. This last figure compares very unfavorably with the consumption of our 1914 destroyers. An other feature which was of interest was that there were no forcedlubrication auxiliaries, which is most extraordinary in this type of vessel As far as one could gather, a speed of 33 knots had been obtained, but no data was available to verify this. The oil consumption and speed trials, 1 should imagine, had been carried out in smooth water at light draft, and with the machinery in an absolutely efficient condition. Another feature was that there were no special appliances fitted to the boilers for the purpose of making "smoke screens," and the only method they could adopt seemed to be by reducing the speed of the forced-draft fans, keeping the same quantity of liquid fuel passing through the sprayers.

It is to be hoped that at a future date more data will be available, especially as regards oil-fuel consumption, lubricating oil used, speed actually obtained and method of transmission.-" Shipbuilding and Shipping Record."

BOOK REVIEWS.

HEAT. By E. M. SHEALY. Published by MCGRAW-HILL Book Co., New York. 262 pp., 110 ill.

STEAM BOILERS. By E. M. SHEALY. Published by McGRAW-HILL Book Co., New York. 356 pp., 185 ill.

STEAM ENGINES. By E. M. SHEALY. Published by McGRAW-HILL Book Co., New York. 290 pp., 173 ill.

The above is a set of text books for correspondence students in the University of Wisconsin Extension Division. The set forms a very useful library for operating engineers and firemen, written in as non-technical style as possible.

"Heat" first treats the fundamental laws governing generation, transfer and transformation of heat and illustrates these laws by familiar examples in such manner as to create and hold the reader's interest. These laws are followed by a simple treatment of steam and the various media for refrigerating machinery. The principles of steam and gas engines, refrigerating machines and air compressors are treated in a practical manner adapted to the needs of the student and cperator.

"Steam Boilers" is written for the practical man—the fireman, the man in charge. Fireroom equipment and the operation of boilers is stressed, little space being devoted to design. Fuels and the theory of combustion prepares the student for the sections on firing and smokeless combustion.

"Steam Engines" treats of the fundamental principles underlying the operation of the steam engine in such a manner as to enlist the interest of the average operating engineer. Of the nineteen chapters, six deal with valves and valve gear; the reason for this large proportion is given by the author because