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August, 1909 fusion may arise. 'The cycle is thus:-- Pilot house orders full speed ahead. Engine room 'replies by bringing arrow attached to handle to the same order. This latter is performed before the ac- tual movement is given to the engine. Fic. 6.--CaLt-BrLL AND VorIce-!uBE PANEL. The markings on the dials are usually character, namely: 'stop,? "stand by, "slow," "half speed," efull, speed,'. Vahead,.. and. the . same "astern." The dials used on naval ves- sels differ a trifle, thus: "Stop," "slow," "half," "full" on back motion, "slow," "half," .."standard," "full" .on ahead mo- tion. The dials of the transmitters for naval vessels, on account of gun shock, are made of a cast-brass frame work with the openings filled in with heavy transparent celluloid. Those for the merchant marine are fitted with white porcelain, the orders filled in with black enamel. They are illuminated by elec- tric or oil lamps of small candle power. The receivers in the engine room are entirely of brass with the orders deeply cut in and filled for the "ahead" and "stop" divisions with black enamel and on the "astern" divisions red. The dials of standard transmitters are 12 inches in diameter and receivers about -16 inches in diameter. Smaller sized ma- chines are recommended only for small of the same ' craft, such as have pilot-houses too small to accommodate the standard sizes. These instruments naturally super- seded the ordinary brass gong and jin- gle bell in so much as they were the more readily operated and provided a great reliability. Today steamship rules require and naval vessels carry gongs and jingle bells as auxiliaries to the mechanical telegraphs in case of de- TAE MarRINE REVIEW rangement of the latter. They are also required by law to have a "tube of proper size so arranged as to re- turn the sound of the gong to the pilot-house." This practice is justified The detail; as will be clearly recognized, is truly serious; for not only is human life endangered, but incalculable' damage will result if these signals are not correctly trans- mitted when docking the vessel. by experience. Working upon the same principles as described above and resembling in out- ward appearance the engine telegraphs there are installed on merchant ves- sels docking, steering, helm and engine direction telegraphs. Docking and steer- ing telegraphs are usually combined in one instrument. Two handles are em- ployed, one on the right hand and one on the left hand of the head, the dial on one side giving the steering orders in degrees of the anid. on the other side the requisite orders for dock- ing. The two instruments, one located on the navigating bridge and the other aft near the hand-steering wheel, are identical. They are not arranged for reply but can transmit signals in esther direction. The orders for docking are interesting te a land-lubber because of helm Fig.) 7.--Water-TicHt Tyre "Loup- SPEAKING" 'TELEPHONE. their peculiar -- sailor characteristics, namely: "Stop engines,' "slow ahead," "slow astern," "not clear," "all clear," "heave away," "slack away,' "hold on," "let go," "make fast," "avast heaving," all expressions which, floating back in memory to the days of the wooden ship of small dimensions, were transmitted through the air by the sonorous voic: of the captain, whose orders echoed back from the modern quartermaster. 289 Today no sound is heard. The scene has lost its dramatic interest. A band attached directly to the rud« der stcck indicates in the _ pilot-house or on the bridge the .exact angle of the rudder. This is the helm indicator. Fic. 8.--Non-Warter-lTicgut Typre "Loup- SPEAKING' 'TELEPHONE. In like manner the engine direction in- dicator is connected to the reversing shaft of the main engine so that auto- matically the signal is. transmitted when the engineer sets his engine for the given direction. Docking telegraphs are not in service on naval vessels at the present time, but steering telegraphs, helm irdicators and engine direction indicators are customarily installed. Here electrical telegraphs take the place of the mechanical. They will be de- scribed subsequently more in detail. Voice tubes of brass are required by law as auxiliary to the engine mechani- cal telegraphs. The law is usually ful- filled on merchant vessels by such com- munication between the pilot house bridge and engine room and also be- tween the chief engineer's room and the engine room. On naval vessels the requirements far exceed this and will be treated later. The reliability of the voice tube between the engine room and bridge is altogether shattered by two elements which have not been over- come today, and which, as can plainly be seen, are almost beyond solution-- the internal vibrations and noises of the propelling machinery and the wind whistling down the pipe from the ex-