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May, 1909 speed type coupled to enclosed type forced-lubrication engines, almost invariably installed powers. The merits of open type engines as compared with enclosed type, af- ford considerable scope for discus- sion, but for smaller outputs up to, say, 30 K. W., the slow running open engine is better for ordinary ship's use. which for are such Electric Night Signalling. Electric night signalling at sea has now become almost universal--one method used on the United States battleship San Francisco was prac- tically the same as the usual electric lantern, the slides being the letters of the alphabet thrown on a screen, about 12 ft. sq. these letters being clearly visible at a distance of two miles. The method usually adopted in this country is by means of the Morse code. The apparatus adopted by the "Admiralty and many liners, consists of a lantern filled with 16 5 or 6-candle power high efficiency lamps in two circular rows, one above the other, and protected by a heavy circular glass screen; the lantern is fixed . to the masthead and connected to op- erating keys on the bridge, one key being usually fitted at the port side of bridge and one at the starboard side. A suitable condenser is fitted in circuit with the keys. The op- erating keys are of the usual tele- graph type and worked in the same way. There are many other patent types of lanterns on the market which are operated by means of sliding shut- ters, some are fixed at the mase head and worked from the bridge by means of a cord, others are operated directly on the bridge. The objection to all shutter lanterns is that they cannot be operated with anything like the speed of the Morse key. An electric sounding apparatus has, the author believes, been patented by Mr. E. J. Watts,- of. the Marconi Wireless Telegraphy Co. whereby correct soundings can be taken with- out the aid of a line. Electric Heating in Passenger Accom- modations. Electric heating is being adopted by many owners for passenger ac- commodation as being superior in ev- ery way to steam. It is simply ap- plied, is cleaner, easily regulated and has no smell. In cases of sickness the invalid can have his cabin heated - without interfering with the comfort of other passengers in adjacent rooms and without having a long length of ber, 1AE MARINE REVIEW steam pipes in use for one heater. The troubles of leaky joints, glands, etc., on steam heaters are well known to every engineer with sea exprience. Telephones are being fitted in the latest liners to communrcate with a central exchange, so that a passenger can speak to the steward's depart- inent; "or to "any other stateroem) the steamer is made fast the exchange is connected up to the cent- ral office, so that passengers can tele- phone their friends on. arrival. The larger subject of the propulsion of ships by electricity, is one which does not come within the scope of such a paper as this, though one can- not help thinking that at some future time, large vessels will be electrically propelled, but it is hard to conceive that any system of generating cur- rent for this purpose on the ship would be any advantage. On the oth- er hand one can readily conceive the immense advantage if electricity could be stored in sufficient quantities to sup- ply the required power. The author is not aware if a comparison has been made between the weight and space occupied by a storage battery as at present constructed, and the weight and space occupied by an engine and boiler installation, with water in boil- ers and condenser, including coal and bunker space. Such a comparison would certainly be interesting for say a cross channel steamer, running for a short time only. Electric Drive for Dredges. A system of electric drive for dredges has been put forward and favorably considered, the conditions being somewhat different to those obtaining on an ordinary steamer, The machinery would consist of two 1,200- K. W. three-phase alternators at 2,000 volts, 50 periods, coupled to steam turbines running at 3,0°0 revolutions per minute, fitted with suitable switch gear to enable the turbines to be controlled from. the bridge and from the engine room. The propelling motors, two in num- éach. 1,600-H...P. running at a speed of 250 revolutions per minute, coupled direct on to the propeller shafts. , Four centrifugal pumps, each taking 700 B. H. P. at 300 revolutions per minute. Four winches, each taking 250 B. H. P. at 500 revolutions per minute. As the propelling motors would not be required to work when the pumps were working, and the pumps and winches would not be required at the same time, this system certainly offers inducement for its adoption when every 79 for such a purpose, both as regards first cost and economical working. It also illustrates a sct of conditions where electric propulsion could be applied with the minimum of risk and maximum of economy. Another great advantage of the electric drive would be the bridge. the ease of control from Telegraphs would not be required, as the officer in charge could casily work the regulating gear from the bridge, and so maneuver the ship himself and be direct'y responsible. The author believes tnat when the problem of electric propulsion is final- ly solved, it -will be either with a storage sy-tem or induced electricity. The advantages of e'ect*ic propul- sion, if it is ever achieved without having to install a generator, would ~ be so great as to entirely supersede all other methcds of propulsion. If a successful storage battery could be installed in the place of ex'sting ma- chinery, the saving of labor would be enough to lead shipowners to con-. sider the question. Even with the materials at hand, the author believes that the question would be worth going into for a cross channel service, as one generat- ing plant on shore for charging all the accumulators could probably be kept constantly running with corres- ponding economy. JAPANESE SUBSIDIES. The subsidizing of Japanese ships has resulted in the great increase of tonnage of Japan's merchant marine. The amount of such aid by the general government has increased from $1,726,565 in 1898 to $6,170,566 in 1908. A decrease took place in 1904 and 1905 on account of the war, but the 1908-09 budget carries the largest amount ever devoted by Japan for this purpose. Additional amounts are being asked fcr and will probably be forth- coming, as for example, the line to South America, which it was found could not be a success without state aid. Following is the detail of the subsidy for 1908-09 : Description. Subsidy. Encouragement of mnavigation...... $1,735,009 Encouragement of ship building.... 993,729 Subsidy to European route........ 1,331,600 Subsidy to San Francisco route.... 504,912 Subsidy to Seattle route.......... 325,707 Subsidy to- Australian line.......... 212,039 Subsidy to far eastern service...... 263,940 Subsidy to inland Chinese navigation 399,400 Training of mariners...... Varn 2,490 Lifeboat. work: 33.6 ag ae 9,460 For calling at Korean and North China ports. 520 es tiniest oe = 24,900 Coasting SePrvic@ niece iia oe onc ven 174,798 Ogasawara (Bonin Island) service.. 8,466 Islands in Kagoshima ..........-- 11,354 Okt Istand: yc 2 sags ce on co cee 2,689 Hokkaido coasting service.......... 89,915 Idzu Island -- service..... eo sehen 3,765 Tdiren service. 2... 4576.6 se eeneees 69,721 Okinawa (Loochoo Island) service.. 2,690. Okinawa remote islands...... eae 4,482 Votal << 2.5.05. eee ¢ bie € o's sr «90s17 1,000