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Following are extracts from reports of the lock superintendents covering further details of operation and maintenance of the locks:

GATUN LOCKS.

Capt. T. H. Dillon, United States Army, as superintendent, continued in charge of the work until March 5, 1917, when he was transferred to other duties. Capt. E. J. Atkisson, United States Army, assistant superintendent, and Mr. E. D. Stillwell, electrical supervisor, were appointed superintendent and assistant superintendent, respectively, on that date. Mr. C. W. Roberts was promoted to the position of electrical supervisor. On April 15, 1917, Capt. Atkisson was relieved from duty with The Panama Canal, and Mr. E. D. Stillwell was appointed superintendent. The position of assistant superintendent was filled by the appointment of Mr. H. M. Thomas on May 1, 1917. Mr. T. E. Heslin continued as mechanical supervisor until his resignation, which became effective June 12, 1917. This position was not filled at the end of the year. The remainder of the organization continued in effect as in the preceding year, except for an increase in the number of locomotive operators. The personnel of our organization has changed very rapidly during the year, due to transfers and resignations, and as a result we have had to train a large number of men for the position of locomotive operator. The same system of training the new operators by one man has continued in effect with very good results.

OPERATION.

One chamber at a time has been out of service for a considerable period, due to painting of gates and inspection of valves and culverts, so that saving of water by cross filling has not been done to any extent. It has also been the practice to use only one chamber for lockages at a time, so that a change in the direction of lockages wastes considerable water.

The same system of operation in effect the past year was continued with only minor changcs in order to obtain safer operation. There have been no serious delays or accidents to ships while passing through the locks.

The largest ship locked through to date was the steamship Minnesota, northbound, on February 27, 1917. The length of this ship is 622 feet, beam 73 feet, and a fresh-water draft of 26 feet 3 inches forward and 28 feet aft. She was handled without difficulty by six locomotives. The time of the lockage was 1 hour and 14 minutes, a single culvert being used, except in the lower lock.

In general, with a number of ships bound in the same direction and following in close order, tandem, or follow-up, lockages are made depending on the size of ships. Tandem lockages are usually made when ships are waiting at the approach walls when the combined length of the two ships does not exceed 720 feet, with the larger of the two less than 450 feet. In case the over-all length of the two ships is greater than 720 feet follow-up lockages are made, using four locomotives on each ship if they are under 450 feet in length.

In general, with ships 360 feet or under in length, four locomotives are used. On ships over 360 feet in length six locomotives are used. When follow-up or tandem lockages are to be made four locomotives may be used on ships up to 450 feet in length. On ships over 450 feet in length six locomotives are used.

The above rules apply to normal ships. In individual cases the lock pilots are authorized to call for more locomotives, and therefore cut out tandem lockages when, in their judgment, conditions for safe operation require it. At present we are limited in making tandem and follow-up lockages by having only four locomotives available on each side wall.

OPERATING MACHINERY.

A complete set of instructions has been issued covering the maintenance on all the different lock-operating machines, so that in certain periods of the year all machines are thoroughly overhauled, if necessary, in addition to the regular inspection, lubrication, and general maintenance. In this way no important work on any machine is overlooked.

Only minor changes have been made on any machine, and these were made for the purpose of better lubrication of certain parts of machines and to facilitate inspection.

One of the most important changes made has been the installation of grease cups on the top and bottom disks on the locomotives in order to lubri

cate the friction disk. This has resulted in great improvement and more reliability in the friction disk, which is adjusted to slip at 25,000 pounds. The friction on being tested rarely shows a variation of more than 2,000 pounds from the normal, and this has practically done away with the breaking of locomotive cables during lockages.

A summary of the most important work on the various machines is as follows:

Locomotives.-Manufactured and installed new coiling and control fuse boxes on all locomotives. The original fuse boxes installed were badly warped and broken. Installed spring-locking devices on traction clutch levers on all machines. Cut inspection sliding doors back of switch panels, both cabs, all locomotives. Extended rack sections at head of steep inclines on the return tracks, upper level, all walls, and center wall, middle and lower levels. This was done on account of two serious accidents to locomotives due to the operators not running far enough away from the inclines on the rack section before shifting the traction clutches after ascending the incline. Both towing track sections at the break in the south approach wall were realigned and lowered. Emergency dams.-Installed hinges on all girder panel cabinets. Installed signal arrows, throw-out hooks for No. 1 gates, and guides for cables on gates. Installed cut-out switches on No. 1 girder, both dams, in order to prevent possible jamming of girder while raising. The emergency dams have been operated once each month, excepting the time when each dam was painted. The average time of operation is about 30 minutes. Congo 100fing was placed on both operators' houses and switch houses. Formerly water leaked in through the concrete onto the switchboards and panels.

Miscellaneous. A double-pole circuit breaker with a shunt trip was installed in place of the main three-pole switch on the contactor panel on rising stem valve No. 246. The purpose of this installation is to provide a positive opening of the main line circuit in case of the limit switch failing for any reason at the end of the stroke, or the contactors sticking in, thus allowing the valve to overtravel and damage the machine and possibly the motor. The shunt trip circuit of the breaker is completed by an arm attached to the crosshead making contact with a small spring switch attached to the wall at the ends of the stroke of the valve. This arrangement has worked very satisfactorily, except that the circuit breaker occasionally opens the circuit due to the vibration of the machine and the jar caused by the opening and closing of the contactors. This has been practically remedied by the placing of felt and rubber washers on the studs holding the circuit breaker to the panel.

Auxiliary carbon contacts used in connection with the copper contacts on panel contactors on one chain fender, emergency dam, and locomotive, have shown that the maintenance can be reduced about 75 per cent if all main contactors were equipped in this manner. It will also minimize the possibility of the contactors freezing.

A change has also been made in the exterior lighting circuit breakers in the transformer rooms. These are provided with auxiliary carbon contacts. The back carbon holder was so rigid that the blow caused by closing the switch would, in a short time, break the carbons, causing frequent renewals. This has been practically done away with by changing the back carbon holder so that it makes a 180° bend and allows more spring.

A new dock was built at the northeast wing wall to provide a suitable landing for launches and other equipment.

Three new toilets were built; one near the arches at the north end of the locks on the east and west walls, and the other under the east emergency dam. Concrete ventilators were placed over all transformer rooms. This has resulted in a lower temperature and better air circulation.

The glasses in the deck-light slabs over the tunnels and machine rooms have been replaced in practically all places, except those over the bull wheels of the miter gate machines.

A small motor-driven air compressor, operated from the control house, was installed for blowing the lockage whistle.

The old French barge, No. 189, was overhauled and painted, new wooden floors placed in the bottom, and bits installed. This barge is used for transferring heavy material from one side of the locks to the other.

Pump barge No. 169, with its equipment, has been placed in good operating condition. This barge was used for pumping out the middle levels, east and west chambers, to allow the contractor to touch up the gates below sea level.

Painting and inspection of valves, culverts, etc.-Painting of the lock machines and equipment was continued throughout the year as was necessary. A suitable oil paint for the lock gates which are alternately exposed to the water and air has not been found, and this has necessitated frequent painting and retouching of the surfaces.

Four gates were divided into sections and different kinds and mixtures of paint applied to each section. The most satisfactory was found to be the standard red-lead mixture, composed of 28 pounds red lead, two-thirds gallon raw linseed oil, and one-third gallon boiled linseed oil. This paint has a glossy surface to which foreign matter does not readily adhere.

The upstream side of gate No. 25 was painted with bitumastic solution and enamel to the full height of the gate in September, 1916. At the same time the upstream side of gate No. 26 was painted with the Navy solution and enamel. The bitumastic on gate No. 25 (manufactured by the American Bitumastic Enamels Company) is in excellent condition, while the Navy paint on gate No. 26 has sagged, leaving the metal bare in a number of places where it has been exposed to the sun and air.

The lock forces have painted or touched up the paint on all the gates in the middle and upper levels in both chambers. At the same time, the American Bitumastic Enamels Company has retouched the surfaces where their products had been improperly applied The work was extensive.

While the upper and middle levels were unwatered, inspections were made of the valves and culverts. Several floor plates around the valves had become loose and were lost and a total number of seven were replaced.

The babbitt seats on valves Nos. 249 and 233 were replaced by one of greenheart and lignum-vitæ, respectively. The side seal points on valve No. 233 were replaced by lignum-vitæ strips.

A "Gravitas" machine for applying a protective coating of zinc on steel and other metals by the Schoop process was leased for one year from the Metals Coating Company. In February, 1917, rising stem valve No. 233 with the roller trains, valve stem, roller-train rods, guide bearing, all bolts and nuts, were thoroughly cleaned, sandblasted, and a coating of zinc applied with the above machine. A section of the downstream side of gate No. 14 below sea level was also sandblasted and coated with zinc. Since the zinc was applied the chamber has not been unwatered so that it is not known at this time whether the zinc will give the desired protection to the steel parts. The success of the process depends to a great extent on the cleaning and roughing up of the surface by sandblasting. In the case of a valve with the numerous small parts, this is a slow and tedious process, and it is doubtful whether it would be feasible to apply the zinc to all underwater metallic surfaces.

It had been expected to complete the unwatering of both chambers and overhaul all valves and paint the gates by the close of this fiscal year; but on account of being unable to secure the lock caisson until the start of the rainy season, the work has been postponed until the next dry season.

The work to be done by the American Bitumastic Enamels Company under their five-year guarantee in the lower lock in each chamber will be practically the enameling of the entire surface of the gates below sea level as the barnacles have gone through the paint to the metal to such an extent as to destroy the covering in most places, allowing rust to form. The work on the gates already done by the contractor in the upper and middle levels, while not completed, has amounted to the application of about one-third of the material originally applied. This has been caused not by the failure of the material itself, but to improper application. This was due, to a great extent, undoubtedly to the fact that the painting was done entirely during the rainy season and the material was applied to the damp surfaces so that the bitumastic did not properly adhere to the metal.

PACIFIC LOCKS.

Mr. R. H. Whitehead, superintendent, resigned on August 15 and Mr. Wm. R. Holloway, assistant superintendent, was appointed superintendent in his stead. Mr. J. C. Myrick was appointed electrical supervisor of the Pacific locks on July 15, 1916, and was promoted to assistant superintendent on August 26, 1916. Mr. R. S. Mills was promoted from senior control house operator to electrical supervisor on September 1, 1916. Mr. George L. Viberg continued as mechanical supervisor of these locks.

The general organization remained the same as for the previous fiscal year. The headquarters of the superintendent are located at Pedro Miguel lock, and

those of the assistant superintendent at Miraflores locks. The electrical and mechanical supervisors divide their time between the two sets of locks as their supervision is required. The operators are transferred back and forth between the two sets of locks as their services are required.

OPERATION.

Two-shift operation was maintained throughout the year, these shifts overlapping and covering a day from 7 a. m. to 6 p. m. at Pedro Miguel, and from 7 a. m. to 8.30 p. m. at Miraflores. These hours take care of the traffic under normal operating conditions. Operations are made Sundays and holidays the same as week days, and the men are given relief days to cover this work and overtime, although very little overtime is required.

Delays due to failure of machinery have been of negligible magnitude. There was but one delay due to errors in operation of the lock machinery, this occurring on June 25 when the upper gates in the west chamber at Miraflores locks were closed on the steamship Swainby while she was entering the chamber. Damage to vessels in locking has been slight, the most frequent damage being broken chocks, this being caused in practically every instance by the chocks not being sufficiently strong to take the strain of the tow line.

The average time of making a lockage at Pedro Miguel is 22.2 minutes and at Miraflores 36.7 minutes. This covers the period from the time the ship passes the first chain fender until it has cleared the gates.

Drill operations of the emergency dams were made throughout the year, but no emergency operations were necessary. There was no opportunity during the year for the chain fenders to be given an emergency test.

MAINTENANCE.

The necessary mechanical and electrical repairs and painting work were carried out to maintain the machinery and equipment in good condition, and the usual amount of grass cutting was carried on in connection with the maintenance of the backfill and the spaces in the lock walls.

Transformer rooms.-The oil in the transformers and oil switches was tested, and as a result all this oil at Pedro Miguel lock has been filtered and preparations have been made to carry out this same work at Miraflores locks. All transformer room relays were tested and reset.

Conductor slot.-The concrete in the conductor slot at that portion of the slot over the operating tunnels was coated with bitumen solution and enamel to prevent water from leaking through into the wire chases or into the transformer

rooms.

Floating caisson.-The floating caisson was at Balboa shops at the close of the fiscal year 1916 undergoing repairs by the mechanical division. This work was completed and the caisson put in operation at Miraflores locks in November, 1916.

Spillway caisson.-That portion of the spillway caisson below the water line was coated with bitumastic solution and enamel by the American Bitumastic Enamels Company under contract, this work being completed in July, 1916. The bitumastic was applied for a distance of 18 feet from the bottom.

Fenders.-A carload of timbers for fenders was received and work was started at Miraflores replacing defective timbers on the approach and wing walls. It will be necessary to replace practically all these timbers at both sets of locks during the next fiscal year. Similar renewals on the crib fenders will have to be made, but no material has been received as yet for this work. Deck lights.-Glasses for the deck lights were replaced where necessary. Application of bitumastic.-The work of applying bitumastic solution and enamel to the valves, the submerged portions of the lock gates, etc., at Miraflores was completed by the contractor (the American Bitumastic Enamels Company) on January 9, 1917. The floating caisson was towed to Pedro Miguel lock on January 10, 1917, and installed at the lower end of the west lock. Work was then started by the lock forces applying bitumen solution and enamel to the valves, submerged parts of the miter gates and other submerged portions of lock equipment. It was the original intention to have this work done by contract, but the contractor's price was considered excessive and it was estimated that a considerable saving could be effected by the lock forces doing the work. At Pedro Miguel the work was completed on May 26. The following figures show a comparison of the cost as covered in the proposal of the con

tractor and the actual cost of the work as performed by the lock forces. Miter gates: The contractor's proposal covered a price of $0.13 per square foot for this work, the cleaning to be done by him. The unit cost of this work as performed by the lock forces was $0.042 per square foot. Rising stem valves: The contractor's price was $77 per valve, covering the coating of the valve, the removable parts and the fixed irons, the cleaning to be done by the lock forces. The total cost of doing this work by the lock forces was $88.15 per valve, the unit cost of cleaning amounting to $33.47, the price to compare with the contractor's figures being $54.68 per valve. Cylindrical valves: The contractor's unit price for doing this work was $25, the cleaning to be done by the lock forces. The cost of the work as performed by the lock forces amounted to $23.45 per valve, the cleaning amounting to $4.33 per valve. The cost of this work as compared with the contractor's price was $19.12. Intake screens: The contractor quoted a price of $50 per screen, the cleaning to be done by the lock forces. The total cost of doing this work by the lock forces was $76.31 per screen, the cleaning amounting to $30.55 per screen, the price to compare with the contractor's figure being $45.76. Nonoperating valves and center wall culvert bulkheads: The contractor's unit price for this work was $30 for the nonoperating valves and $20 for the center wall culvert bulkheads. The unit cost of doing this work by the lock forces was $23.46, the cleaning amounting to $5.31. The cost to compare with the contractor's figure is $18.15. A comparative statement of the costs follows:

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It is estimated, therefore, that a saving of over $15,000 was effected by the lock forces doing this work. There were other expenses, of course, in connection with this work not included in the comparison, such as cost of electric current, labor on operation of the floating caisson and pumps, diving, etc., which expenses to The Panama Canal would have remained the same had the work been done by the contractor. The Navy Department bituminous solution and enamel were used on all this work except gate No. 51, on which gate their bituminous solution and cement were used, being applied to the upstream and downstream sides and bottom girder for test purposes.

Rising stem valves. Twenty-two rising stem valves at Pedro Miguel lock were given a general overhauling at the time the chambers were unwatered for the work of applying the bituminous solution and enamel to the submerged parts. The other two valves had been overhauled previously.

CONSTRUCTION.

Repair pits. The work on the construction of the repair pits at Pedro Miguel was completed in May, 1917, and at Miraflores in April, 1917. Two pits were constructed at Pedro Miguel, one for the east side and one for the west side; and four pits were constructed at Miraflores, two for each side for the two

levels.

Mess building. The work on the mess buildings was completed in July, 1916, by the forces of the building division. These buildings provide places for the gold and silver men to eat their lunches; and rooms were also set aside to store cement and for paint shop.

Rising stem valves.-The work of installing the oiling devices on the rising stem valves was completed during the year. These devices were installed for oiling the roller trains and the submerged portions of the valves.

Railroad track. The old construction track on the backfills was gone over and put in shape for permanent operations. This work consisted mainly in bning up the track and raising or lowering to conform with ine level of the

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