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October, 1916 that he owes much of ‘his success to the experience he gained on the Clyde and Tyne, for in these premier ship building centers of the world he was wide awake to the possibilities of absorbing the methods of management that had helped to make the two firms with which he was connected so highly successful. ‘He was not content, however, to remain on the Tyne, and, after having been in the employ of Messrs. Swan, Hunter & Wigham Richardson, Ltd, for four years, he went to Belfast to take charge of an important department in the draw- ing office of Messrs. Workman, Clark & Co., Ltd. In this position he was ac- tively engaged in the building of vessels for many of the large British ship own- ing concerns, including the Royal Mail Steam Packet Co., Orient line, Messrs. Lamport & Holt, British India Steam Navigation Co., Star line, United Fruit Co., Boston, Messrs. Elder, Dempster & Co., Ellerman Lines, Harrison Line, etc. His duties also placed him in close touch with the superintending captains and engineers of these various com- panies, and gave him an excellent op- portunity for absorbing the ideas of men of large and varied experience. Has Extensive Commercial Knowledge _ A knowledge of the commercial meth- ods of a large ship building concern is a great asset to the technical man who aspires to be a leader, and Mr. Leitch was fortunate in being continually in contact with the purchasing and other clerical departments, the importance of such knowledge being readily recognized by him and taken full advantage of. His efforts in the drawing office at Bel- fast were rewarded by his being ap- pointed assistant manager. When the directors of the Collingwood Ship Build- ing Co., Ltd., Collingwood, Ont., offered him the important executive appoint- ment of assistant general manager he readily accepted their proposal, and, after serving in this capacity for three years, his services were recognized by promotion to the responsible position of general manager. Mr. Leitch arrived in Collingwood in July, 1912; and, although at that date the Collingwood firm was one of the leading ship building, marine, engineering and ship repairing concerns in the dominion, the period that has elapsed since he took up his work in Canada has been one in which consid- erable further prestige has been gained by that establishment. Founded many years ago to build wooden ships, the Collingwood Ship- Building Co. was recognized in 1905, and has developed since that date along up-to-date lines. In addition to six commodious and well-equipped building berths, the sphere of this concern’s ac- tivities includes engine and boiler shops, a foundry, two excellent dry docks, and sheer had been THE MARINE REVIEW the customary buildings necessary for a modern establishment of this kind. Mr. Leitch is responsible to the directors for the control of the entire plant, a some- what unique position considering the fact that in most of the British ship yards a dividing line is usually drawn between the ship building and engineer- ing departments. Unique Vessels Built at Collingwood When attention is turned to the kind of vessels turned out at Collingwood, it: is found that a number of interesting types have been constructed and fitted with propelling machinery. Among these are 550-foot bulk freighters, lighthouse and buoy tenders, passenger steamers, ordinary cargo carriers and bucket dredges and hopper barges for the Cana- dian government. At present three oil-tankers, suitable for lake or ocean service, are under construction, and two more are on order to be used exclusively for salt water; while a bulk freighter, 550 feet long by 58 foot beam and 31 feet deep, is also on the stocks. The repair department, also handles a great deal of work. One of the most noteworthy of the repair jobs consisted in straightening and reconstructing Howarp M. Hanna Jr. a freight steamer seriously damaged during the great gale of November, 1913. This vessel is 480 feet long, 54 feet wide and 26 feet deep. tin reef. Here she remained all winter, and, owing to excessive pounding, finally broke in two amidships down to the tank top. A wrecking company took the vessel off in the spring, and, after temporary repairs,’ she was taken to Collingwood and docked for examina- tion. It was found that she was hogged about 2 feet, with the bottom completely stove in from the forefoot to within 100 feet of the stern. The steamer was removed from dock and heavy hard- wood cribs were built to accommodate the forefoot and stern, these being the only bearing points. She was then re- docked, the temporary patches removed from the upper works, and pumping commenced. It was found that as soon as the water began to leave the dock the vessel commenced to come down amidships and the hog to disappear. In order to determine when the normal regained, the offsets were secured from the builders and sights ranged on either side, so that when the sights were level the ship had regained her original form. was then stopped and heavy shores placed under the plate edges to hold her until the dock was emptied and shores could be placed underneath the bottom. Practically the whole of the bottom had to be renewed. At the opening of the European war Mr. Leitch launched forth on what was two thoroughly efficient She was driven on Aus-- Pumping | 347 for him an entirely new departure—the production of shrapnel and high-explo- sive shells. In turning from the con- struction of propelling machinery to the making of munitions, the demand natu- rally arose for considerable alteration in the arrangement of the existing plant, and also for additional equipment. Not- withstanding this, however, the manage- ment was equal to the occasion and shell depart- ments were quickly organized. These were worked by men, the majority of whom had never been in a machine shop previously, trained mechanics not being available, while the ordinary marine- engine construction was at no time seri- ously handicapped. To accommodate the shrapnel plant, part of the floor of the machine shop was equipped with the necessary machinery, and the floor or gallery immediately above was also utilized. The equipping for high-explo- sive shells entailed the remodeling of the large power-house building. Book Review The Year Book of Wireless Teleg- raphy and Telephony, edited and pub- lished by the Wireless Press, Ltd., Lon- don, Eng.; distributed in the United States by the Marconi Publishing Cor- poration, New York ; 890 pages, 5x8 inches, bound in cloth and furnished by The Marine Review for $1.50. This new volume on wireless teleg- raphy, which is nicely illustrated; is one of the most complete books of its character that has ever been published. © The opening pages of the book are con- fined to a sketch of the development of wireless telegraphy and a report of the international radio-telegraphic conven- tion which includes a list of abbrevia- tions adopted by the members for use in radio-telegraph transmissions. A large part of the book is devoted to the laws and regulations of various coun- tries concerning wireless stations and operators. Particularly noteworthy, however, is a list of the wireless tele- graph stations of the world which in- cludes the location, call signal and other information concerning each _ station. The list is accompanied by a map of the world showing the location of the sta- tions. A second division of the list gives similar data for ship stations. The stations are classified geographically and according to their call letters. The re- mainder of the text contains several in- teresting articles on important phases of wireless development and_ theoretical means of computation. A glossary of terms and other information for those interested in wireless telegraphy also is presented. schooner CHARLES D. The Boston ‘LovELAND has been chartered on private terms to carry coal from Philadelphia to Paramaribo. Se aA SCAN RE TRE LR SO Ne OTE ee ME TE b Meri ie nt wm