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284 pairs and of new transportation equip- ment generally. In fact, as one ship- builder has pointed out, the demand for railroad equipment more than _ off- sets the reduction in demand for ocean vessel tonnage. Considering these points the repair of locomotives seems to be one of .the big fields which must be turned to at the present time to save the country’s large shipbuild- ing plants. The Fore River yard of the Bethlehem Shipbuilding Corp. was ofe of the first, plants to start this lige ot work, and at present it is probably engaged in more extensive locomotive repair work than any of the other yards so that some features of the experience at this plant are of special interest. ene tigation how many of the jobs in con- nection with overhauling and repairing locomotives fall with the customary surprising to find upon inves- directly in line work of a shipbuilding plant. Checking over the list of ship- yard crafts and marking off those which are used for the repair of lo- comotives leaves few unmarked. Ma- chinists are used in repairing the valve gears, truing up bearings, and in gen- eral work at nearly all points of the reconstruction. The ship boilermakers are transferred with little difficulty to the repair of locomotive boilers. Ship painters quickly learn to paint locomo- tives and tenders. The electrical partment of a shipbuilding plant comes in handy in repaifing locomotive gen- erators and in taking care of the wiring which in modern construction is extensive. The pipe and copper of a shipyard are used for general lo- de- shops MARINE REVIEW comotive piping. Tinsmith shops take care of the lagging. Joiners build cab decks and other light wood construc- tion. Ship carpenters build bumpers tender decking, and ship fitters woodwork on tenders. Ship riveters steel plate work on _ tenders. The blacksmith shop and the foundry furnish important service in the pair of tie rods, smoke stacks, boiler and repair Lez July, 1923 of one complete shop is advisable. At the Fore River plant a lagge new building devoted during the.savar to turbine work was idle at the time the locomotive repair work was taken on. This building, therefore, turned into a locomotive repair shop. The building which is about 100 by 200 feet is divided into two bays each 50 by 200: feet; Each Day two 15-ton traveling cranes which serve the entire One end of one of the bays The entire work new Was has area. is shown in Fig. 1. this purpose consisted in laying four stand- ards gage tracks, two to each bay, and connecting these with the yard spur. As the ties for the track were laid di- rectly on the concrete floor, the con- struction was inexpensive. Rails were at different points in the vard, thus the entire work of arranging the plant so that 13 locomotives could of adopting building to its picked up be repaired at one time cost less than $1500. In addition to the building just mentioned a small space in the gen- FIG. 2—(UPPER LEFT)—SHIP RIVETERS AND BOILERMAKERS FEEL AT HOME WHEN WORKING ON LOCOMOTIVE BOILERS AND FIREBOXES. FIG. 3— OFTEN, AS SHOWN IN THIS VIEW, IT IS NECESSARY TO START A ELE, BOA TOM AND CONMPEE TT Rigy RE Clb Act hOCc@- MOTIVE WHICH HAS COME IN FOR REPAIRS supports, and many heavy pieces in eral machine shop’ which is close by connection with both the locomotive has been taken over for locomotive and the tender. Adapting Shop Facilities ship- almost no to take care of amount of locomotive re- However, for a large vol- work, the shop of: <a requires A large machine building plant change to enable it a moderate pair work. ume of this exclusive use work in order to secure two features, namely, the use of the 75-ton crane which operates in that shop, and the use of a pit below one of the tracks. In this second shop a space of about 50 by 50 feet is devoted to locomotive work, and these combined facilities make it possible for the company to turn out from three to four locomo-