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78 works similarly placed has been much discussed and is now being carefully investigated by a joint board of en- gineers oppointed by the United States and Canada. It is expected that their report will be submitted within the next few months, and that it will contain most valuable _ in- formation on this subject. Control on Bridge (Continued from Page 63) should be available on the bridge. Althought some merchant ships had been equipped with a form of helm indicator, particularly for use in har- bor or other restricted water work, this “seemed to be the first tangible evidence of the all around advantages of such an indicator. The machine does not need such an indicator any more than does a man at the wheel, but the machine is so definite and uniform in its action, that the ad- vantages of the helm angle indicator show up at once. What are the engines making? That is a question often asked on the bridge, as it vitally affects the accuracy of navigation. fortably behind the wheel of a car, we have only to glance at the dash- board to see the speed over the ground. v2 MASTER GYRO-COMPASS WHICH IS THE CENTER OF A COMPLETE NAVIGATING SYSTEM—INDICATING REPEATER COM- PASSES ARE OPERATED BY MEANS OF THIS MASTER COMPASS AT VARIOUS STATIONS ON BOARD SHIP Sitting com- — This is not so easy on ship © MARINE REVIEW November, 1926 The Sperry gyro-pilot operated from the gyro compas steers the ship with accuracy—Three methods of steering—hand, controller and automatic—By moving lever on left of ‘the steering unit anyone ‘of these methods may be used . board, but it is just as easy to show the engine speed, which is a function of the ship’s speed. Many ‘ships are now provided with engine speed indicators which show the revolutions per minute of the en- . gines and whether they are running ‘ahead or astern, and also the total - revolutions, all on an indicator in the wheel house. _ Searchlights can now be located at any desirable point on the ship, and be operated conveniently from the bridge through an electrical control system that is simple and durable. It is generally known that a_ searchlight operator or one who stands near a searchlight has the poorest chance of ‘seeing the object which he is en- deavoring to illuminate, because he is _ compelled to look through the length of the beam. A sturdy and reliable distant electric control is therefore of great aid, as the searchlight may be located at the most desirable point regardless of its accessibility to the bridge. : There are many other developments which have aided in centralizing the management of the ship on the bridge such as the telephone, the submarine signal, the loop type radio direction finder, depth sounding equipment, etc. The diesel-electric drive is even bring- ing the manipulation of the main drive motors directly on the bridge. On the M. S. J. W. VAN Dyke the chadburns operate control resistances which start, stop, reverse or change the speed of the main drive motor instead of signalling the engine room for the operators there to handle the controls. Orders Placed Early in October Delaware shipyards were bidding on a_ seagoing steel dredge for Dalkowitz Bros., New York. About 1000 tons of steel was involved. : The Reading railroad has placed an order with the American Brown Boveri Electric Corp. for four light- ers. The Gulf Refining Co. recent- ly placed an order for two oil- barges with the American Brown Boveri Electric Corp. and two similar barges with the Sun Shipbuilding company: each barge containing about 300 tons of steel. Dredging Machinery Sand and dredging pumps and hy- draulic dredging machinery manufac- tured by the Morris Machine Works, Baldwinsville, N. Y., are illustrated and described in a bulletin by that company. It is profusely illustrated by halftones of pumps and dredges at work in various localities and for varied purposes. Descriptions and specifications of the pumps, with much engineering data, are given. ee