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October, 1926 cars, are then removed to storage Sectors. No burner is allowed to cut any part of the ship before it is marked off by a charge man or someone under him. Each ship is a unit in itself and is in charge of one re- sponsible man. There is a boss burn- er and an assistant who has general supervision of the burning throughout the entire job. One man is in charge of the entire scrapping operation from the point of bringing the ships into line to the delivery of the MARINE REVI Ww six feet in length, the scrap can readily be later reduced to charging box size by shearing. As the scrap is cut free it is loaded into railroad cars and as these are filled they are switched to the storage yards or the steel mill. Along with the scrapping of the ship goes the unloading of the scrap from its holds brought in as cargo from the Atlantic coast yards. This scrap is unloaded by the gantry cranes into cars and sent to mill or storage. Over a four-day period it has been found H Si a a See co 21 erected at the point where the wood is taken off and all the odds and ends of small salvaged lumber enter this mill by a conveyor along which a number of men remove nails and other metal parts. In this mill the ‘lumber is planed and cut to varying thicknesses and lengths. All of the cork from the refrigerating rooms is reclaimed, and so is asbestos and pipe covering. There is practically no cast iron scrap. Windlasses, winches, steering engines, pumps, dynamos and every bit of auxiliary machinery, VIEWS OF DIFFERENT SECTIONS OF SCRAP AND SALVAGED MACHINERY STORAGE SECTORS AT THE FORDSON PLANT—IHE SCRAP COVERS LARGE AREAS AND REPRESENTS ONLY ABOUT ONE-THIRD OF ALL THE SHIPS TO BE SCRAPPED. LOWER RIGHT SHOWS DOUBLE BOTTOM SECTIONS WHICH ARE TO BE SHEARED TO CHARGING BOX SIZE—THIS VIEW TAKEN AUG. 16, 1926, THE THREE OTHERS WERE TAKEN JULY 6 scrap to the mills or to. storage. Steel decks are burned in sections not over 6 feet long fore and aft and the full width of the ship to the sheer strake angles. A _ burner will cut such a marked section with the exception of a few inches here and there to hold the section in place until the crane is ready, and it is not completely severed until the crane falls have been attached. This prevents the possibility of any acci- dent. By following the rule that no cuts must be made that are not marked and that no sections may be entirely severed until the crane sling is attached the job goes along more quick- ly and accidents are prevented. By cutting all the large areas not over that the average crane hours per day of 24 hours, working three shifts, is 70.2 hours for three cranes for un- loading the scrap into the yards. There are in all 10 cranes as detailed above working 16 hours per day on the boat scrapping job along the wharf including the powerful locomo- tive wrecking crane, and three cranes engaged in unloading 24 hours per day. The accompany illustrations show the methods pursued. No Part is Wasted Every part of the vessel is salvaged in one way or another. Each vessel is stripped of its wood before it comes into line at the scrapping dock. A small saw mill has been are, like the main engine boilers, saved intact for future disposition. All steel piping is also salvaged for use as pipe. Nonferrous metal scrap, it is said amounts to about 15 tons per ship. The most interesting use has been made of the main engine unit re- moved from the LAKE FOoNDULAC. After a very thorough overhauling and renovating this engine and the two boilers making a complete unit was set up as shown in an _.accom- panying illustration at the Fordson plant. A generator was connected to the engine and it is now possible to generate 1000 kilowatts of power with this unit. It is the intention to overhaul other units in a similar man- (Continued on Page 54)