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: 26 MARINE REVIEW. [December 26, MARCONI'S AGREEMENT WITH LLOYDS. The details of the agreement between the Marconi International Ma- rine Communication Co. and Lloyds are given in the current number of the London Electrician. By the terms of this agreement the Marconi system of wireless telegraphy is placed upon a secure and enduring footing for mercantile marine signaling and intercommunication between ships and coast signal stations. As is well known, up to the advent of the Mar- coni system, communication between passing ships at sea and between vessels and the Lloyds signal stations have been by flag signals. Against this system, which has been in use for centuries, many objections have been made. Distance was a!ways a drawback, as the range of vision even on a clear day is limited, and in foggy or stormy weather or in the night no signaling except the 'pilot flare" and the signal of distress is in vogue, Further than this it has often been necessary for a vessel to go out of her course to signal coast stations, thus losing valuable time, and often running into danger in the effort to get near enough to the station to give and answer messages. Besides this the system of flags is cumbersome, and only a few phrases can be sent back and forth. Now that the Marconi system has been proven a success, it seems strange that there has not been more haste in taking it up on all merchant vessels. Of course, the question of monopoly will arise, for, according to the agreement, Lloyds will employ no other system of wireless telegraphy than that of the Marconi company for the next I4 years, but as the Morse system and the telephone were monopolies it should be no drawback. They will receive commercial messages at their signal stations from any vessel supplied with the Marconi apparatus, and will also send messages to any such vessel; but they will reccive or transmit no wireless telegraph communications whatever where a vessel is equipped with apparatus not supplied by the Marconi company. By this agreement the monopoly is established, for it will be necessary for vessels desiring to communicate with shore in that way to get that particular apparatus. It would be inter- esting to know what would be done in the case of signals of distress, but it is more than likely that this great possibility of the system will not stand in the way of humanity, and that the stations will promptly report any vessel which may be in difficulties whether or not she has the Marconi apparatus on board. The agreement further provides that whenever a center for commercial wireless telegraphy with ships would be advisable, the existing Lloyds stations at these points shall be worked on the Marconi system; or, if no station exists within about twenty miles, a new Lloyds station will be built, and, of course, be placed in ordinary telegraphic communication with the British Postoffice lines. Arrangements have been made by which Atlantic liners fitted with Marconi apparatus will be supplied with all the latest important news as soon as they come within about 100 miles of the coast of America or the British islands. The rental system, which has been in force with the Marconi company, will not be used under the agree- ment, but a tariff system will take its place. Signal stations will be allowed free use of the apparatus for the ordinary receipt of Lloyds signals, and vessels signaling to one another are permitted a certain number of free service messages; but for all commercial messages a charge of six- pence per word, in addition to all land charges, will be made. There can be little doubt that business men on steamers, finding that they can com- municate with land 100 miles out at sea, will be prone to use the system, and that the dissemination of important news on the vessel is likely to promote private messages. With this system in vogue, it seems as if there should be a decided improvement in the security of ocean voyages. Vessels equipped with the wireless instruments may almost always be in touch with other ships on transatlantic voyages, and any trouble can at once be flashed through the air, communication being possible for at least 100 miles. Under these circumstances, any steamship that floats around disabled and lost to the world would do so simply because the owners of the vessel have neglected to equip her with the- wireless system, and thus failed to take one of the most ordinary precautions against trouble and worry. Overdue vessels will be able to tell where they are and what has delayed them, so that anxiety may be allayed, and a call for help at sea from 100 miles away should rarely or never fail to be answered. Those who go down to sea in ships in the future are more than likely to ask questions in regard to the Marconi equipment, and it is by no means impossible that the system eee be as important and necessary a part of an Atlantic liner as the pro- peller. '* Seaboard Steel Castings."" oo. ent A GUARANTEE OF QUALITY. NCHOR. OPEN-HEARTH STEEL CASTINGS -- OF THE HIGHEST GRADE. THE LATEST AND BEST FACILITIES FOR CASTINGS UP TO STOCKLESS ANCHOR. 80 000 POUNDS WEIGHT. APPROVED BY LLoyn's. MACHINE WORK AND PATTERNS ANCHORS CAST AND TESTED ON ee nEY REOUIaE?. RAIL OR WATER DELIVERIES. ORDER, OR STOCK ORDERS PROMPTLY FI' LED. CAPACITY, 150> TONS PER MONTH Seaboard Steel Casting Co., CHESTER, PA. BENEDICT-NICKEL"' Seamless Condenser Tubes ° resist Electrolysis. BENEDICT & BURNHAM MFG.'CO. a WATERBURY, CONN. .New York, 263 Brondway. 172 night. V.WARING NV FIRST SUBMARINE FOR THE BRITISH NAVY. The first of the five vessels of the submarine class, building after the Holland design, has recently been completed at the yards of the Vicker, Sons & Maxim, Barrow, England, and has attracted. considerable atten- tion. The torpedo boat Hazard has been commissioned for special service with the submarine. The boat just finished is a typical Holland boat and is 63 ft. 4 in. long, 11 ft. 9 in. wide and displaces, when submerged, 120 tons. The plating and frames are of steel of sufficient size and thickness to with- stand the pressure of depths not over 100 ft. The bulkheads are located so as to provide safety in the event of collision and to stiffen the hull as a whole. Decks are provided throughout the entire length of the interior of the vessel, and are combined with beams and floors to carry the weight of machinery. The water tanks for the submersion are of steel, braced, stiffened, riveted and caulked absolutely tight. A superstructure 1s pro- vided which serves as an above-water deck when the vessel is light for surface running. The deck is 31 ft. long, and on it are stowed anchors and lines; it also affotds mooring facilities for the vessel. The conning tower is of armored steel, its outside diameter is 32 in., and its minimum thickness 4 in. It is provided with ports for observation and for naviga- tion. The main engine is of the gasoline type, 160 H.P., for surface pro- pulsion. The fuel supply allows of a maximum run of 400 knots, and its maximum speed on the surface is about 8 knots per hour. For under- water propulsion an electric motor is provided, giving the vessel a speed of 7 knots per hour submerged. The storage battery has a capacity for four hours at 7 knots per hour. The ballasting system consists of appara- tus and means for quickly changing the vessel from the light to the diving condition or the reverse; automatic means of keeping displacement con- stant in different waters; means of compensation for variable weights installed, and all weights expended, such as torpedoes, etc. Compressed air is stored aboard the vessel and is used for breathing purposes when running submerged. Above-water ventilators provide for the circulation of outside air throughout the vessel. For steering and diving, engines are provided with automatic means of moving rudders to the desired positions, and automatic means of preventing the vessel from inclining to excessive angles during diving or rising, to keep the depth of submergence . constant, to bring the vessel to a horizontal position at the desired depth, and to prevent diving to excessive depths. The armament consists of one torpedo expulsion tube, located at the extreme forward end of the vessel, and opening outward 2 ft. below the water line. The vessel carries five torpedoes, each 11 ft. 8 in. long. A new suspension bridge will shortly be erected at Capertown, W. Va., by the John A. Roebling's Sons Co., Trenton, N. J. The new bridge will be what is known as the "'all rope type of suspension bridge" and will be about 460 ft. span, 6 fit. wide, crossing New river on a level with the Chesapeake & Ohio railway tracks. The bridge will connect the two a pee of the Victoria Coal & Coke Co. and the Chapman Coal & oke Co. The success, or lack of success, of propeller wheels is largely attribut- able to the care, or lack of care, in fitting the conditions of each particular case. Especial attention is given that very important subject by the Marine Iron Works, station A, Chicago, resulting in their being-in re- ceipt of many orders for propeller wheels within their range of sizes (18 in. to 6 ft.), and in the speed, cruising or towing patterns, as may be required. 6 A chart of Lake Erie in colors (engineer survey) has just been issued and may be had from the Marine Review. Excursion rates to Florida via Baltimore & Ohio R. R. and Wash- ington, D. C., passing through the beautiful cities of the south. Stop over privilege allowed on all round trip tickets. Two fast trains leave Cleve- land daily at 3:00 and 11:20 p.m. -Call at city ticket office, 241 Superior street. tf : INVESTIGATION "S166! ohins will prove beyond all doubt that Garlock Packings are the best investment for progressive THEIR CONSTRUCTION AND MAINTENANCE." ENGINEERS. Our packings are A valuable work, just from the press, POPULAR by THOMAS WALTON, hee Author of "Know Your Own Ship." aden they are the best in the ee NECESSARY Not highly technical, but well sulted because they give the most satis- to Ship Superintendents, Marine factory results. Engineers, and Students of ship} EWOURING : because they are made for long construction. Senying. Send for catalogue and samples to our nearest office. Introduction deals with steel from its crude state in ore to_ finished product in ship material. Then fol-| THE GARLOCK PACKING CO. jiows chapters dealing with principal structural features and alternative <= modes in which a vessel may be built. a = Largest section of the book treats in SOaE 5 . es WITHOUT detail of the construction and combi GENUINE nation generally of the various parts =~ 5 IT. which go to make up the whole ship ts ._----e oe ae Dee stern SS frames and rudders, riveting, pump- New York. Philadelphi ; ing and ventilation, and includes also Boston. Puasnare: 2 eee remarks a eee Chicago. Cleveland. San Francisco. MAIN OFFICES AND FACTORIES: PALMYRA, N. Y.; ROME, GA. THE MARINE REVIEW PUB CO. CLEVELAND, O.