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April, 1914 lated so as to arrive at the highest efficiency. The dominant idea is to extract the foul air from the interior and to pass fresh air--which may be heated in the winter time--through trunks along the side of the ship on each deck, having louvres at various points; there are as many as 1,500 such louvres in the vessel. In addition, every first class room has an electric fan, while the public rooms are also ventilated and heated by electric fans. In the principal entrances there are large electric radiators having a ca- pacity of from 3,500 to 6,000 watts. Extensive Use of Electricity Electricity, indeed, is very -exten- sively utilized throughout the ship, -the power station being as great as that in many provincial towns. erating power in the ship is equal to 1,660 kw., and perhaps a clearer idea of this capacity is afforded by the fact that the current, if used entirely for lighting, would be capable of running over 150,000 lamps of 10 candle power. A large proportion of the electricity gen- erated is utilized for power purposes. There are electric ventilating -fans, elevators for passengers, mails, bag- gage, etc., electric radiators, electric cranes for manipulating the cargo, and two electric whistle controls; while electricity is also employed for the telephone system throughout the ship, for the loud-speaking telephones be- tween the bridge and the various work- ing departments of the ship, for elec- tric baths, and even for the machines for clothes pressing and for heating the tongs in the staterooms and in the ladies' hair-dressing department, the last mentioned a new feature in At- lantic ships. For the Marconi wireless installa- tion, the wires, as usual, are carried on the masts, which rise to a height of over 200 feet above the load-line. The power of the installation is suf- ficient to transmit messages over 2,000 miles, so that the vessel throughout the voyage will always be in communi- cation with either Britain or America, and for a considerable time in mid- ocean with both countries. As in some preceding ships built ae Messrs. Harland & Wolff, an emer- gency electric power station is situat- ed on one of the decks far above the water line. In this there is not only a very extensive series of elec- tric storage batteries, but two power- ful electric generating machines, which can be used not only for charging the accumulators when current is be- ing taken from them, but for running direct what is termed the emergency circuit, including the Marconi appar- atus, the electric whistle controls, the The total gen--- THE MARINE REVIEW electric motors working the boat-hoist- ing gear, light for the more important parts of the ship, etc., the main power station is out of use the necessary electrical work 'can be continued. This set, too, will suffice for providing current for all electric operations and lighting necessary when the vessel is in. port. An interesting feature in the ship is the complete control which the cap- tain exercises from the navigating bridge, which is 63 ft. above the water line and 100 ft. above the keel. From there orders can be given by telephone or telegraph to every work- ing quarter of the ship, and instru- ments are provided to demonstrate that most of the important orders have been carried out. Thus, there is an in- dicator to show the working of the main engines, the operation of the steering machinery, and the actual po- sition of the bulkhead doors, the ar- rangement in this case being such that progress in opening or closing the door is automatically shown. Pneu- matic tubes are provided for the re- ceipt and despatch of messages to the Marconj room. The angle of the rud- der is electrically recorded and the depth of the ocean is sounded by elec- tric machinery, while electric sub- marine bells indicate the proximity of lightships, etc. The lookout men have telephonic communication with the bridge, and the steering is done through telemotor gearing direct. Tel- egraphs also indicate the necessary instruction to the men in charge of the anchors and capstans. There are five anchors, the largest being 16 tons, and powerful steam windlasses and warping gear are provided, Forty-Eight Lifeboats Forty-eight of the largest size of lifeboats yet made are being fitted, and two of these have powerful propelling machinery. These boats, instead of extending right along the boat deck, are arranged in four separate groups, with abundant room for marshaling passengers, etc. The system of davits used differs from that adopted in any other preceding ship. There are two davits on each side of the deck, where the boats are placed. These do not slew, the space apart being sufficient to pass the boats through. They are of lattice-girder construction with a swan-necked top turned towards 'each other in each pair. From the illus- trations it will be seen that these davits more resemble shear legs in their action than ordinary davits or cranes, being pivoted at their base and moving from the vertical position to a considerable angle inboard or to a considerable angle outboard. Indeed so that when' "chocks 137 the angle is so great that the davits command one-half of the deck of the ship, while when outboard they will enable the boats to be lowered verti- cally into the sea, even if the vessel has considerably heeled over. The ar- rangement is such, too, that the boats may be traversed across the deck, so that all the boats) may be lowered on the one side of the ship at the will of the captain. The davits are in- clined inboard or outboard by means of powerful screw gear. From the stem of each davit there extends in-. board a_ built-up stay, the inner end of which is secured to a nut mounted on a worm shaft on the deck. By electric motor the.two worms for each pair of davits is rotated, and as the worm screw rotates the nut travels . along it, and, acting through the stay, pushes the two davits from the vertical to a considerable angle outboard. The ' reverse travel of the two nuts on the worm pulls the davit from the vertical to a considerable angle inboard, in order to lift the boats from their on the decks. The _ height and outreach of the davit enables the boats to be mounted one over the other in tiers, and also facilitates the placing of several tiers in the width of the ship. Moreover, the davits can be kept so far inboard as to give a wide passage at either side for promenading and for marshaling the passengers in case of emergency. Lim- it switches are provided, so that in the event of any accident to, or temporary. aberration on the part of, the man manipulating the gear, the motion of the davits or boats will be arrested before any damage can take place, thus making the gear practically mis- take proof. Powerful electric lamps are provided at the top of each davit, which not only assist in illuminating the surrounding space, but greatly fa- cilitate the operation of the gear at night. 'Another important feature in the invention is the arrangement by which boats can be lowered on an even keel, even in the event of the ship being down by the head or the stern. The two falls are wound on separate drums mounted on the same shaft, and normally rotate together when a boat is being raised or lowered but means are provided for rotating the drums separately, thus winding up or paying out ,one fall independently of the other. A further advantage of the Harland & Wolff davit is the fact that the boats can be all open lifeboats of good type, thus dispensing with the collapsible type of boat. Turning now to the vessel's main propelling machinery, the three screw propellers are operated by combina- tion machinery, consisting of two sets