DINING SALOON OF THE S.Y. “LIBERTY.”
From a Photograph by W. A. Kirk & Sons, Cowes.
GYMNASIUM OF THE S.Y. “LIBERTY.”
From a Photograph by W. A. Kirk & Sons, Cowes.
The White Star Adriatic, whose saloon is shown [opposite page 300], in addition to her many elements of floating luxury, has a number of other features which are notable for any steamship. Besides her lifts, she has a large Turkish bath establishment and a salt-water bath big enough to swim in. Like some of the German ships, she has also a gymnasium under the direction of a competent instructor, where one can enjoy saddle exercise, or practise rowing mechanically. There are also electric light baths and an orchestra of skilled musicians. But even these un-shippy features are not confined to the big steamers, and [the illustrations opposite page 302] show respectively the gymnasium and the dining-saloon of the steam yacht Liberty, one of the most modern and luxurious yachts, which is owned by Mr. Pulitzer, the well-known American millionaire newspaper proprietor.
But if the luxury of human desires is catered for on shipboard, so also is personal life. Infectious disease has to be provided against, especially in the case of ships carrying emigrants. Dispensaries and hospitals are carried, with their proper equipment, and it is not so long since the world was thrilled by the announcement that on one of the swiftest mail liners a case of appendicitis manifested itself, and had to be attended to without delay. When the moment arrived the engines of the great ship were stopped in mid-Atlantic while, with great courage and admirable nerve, the surgeon performed successfully the delicate operation on the unfortunate man.
So also, in a manner entirely different, is the safety of the passengers provided for, and to an extent that is not excelled even by the fine railway systems on land. With two or three thousand souls on board, all of whom could be sent into eternity in a few minutes, besides large quantities of cargo and precious mails, it is no wonder that not a thing is omitted that could conduce to the most efficient preservation of life and matter. From the safety valves of the engines to the elaborate apparatus on the navigating bridge, the word “safeguard” is spelled out in every single detail. Some of the more important essentials we have already spoken about, but there are others that we must not omit to mention, which find a place in the up-to-date steamship. Besides the duplicate steering gear, the elaborate system of water-tight doors, water-tight double-bottoms, powerful pumping engines, the life-boats, life-buoys, and life-belts—the first of these being placed as high as possible, so that, in case of emergency, they are as far above the water as can be—there is a fire alarm installation which leads to the bridge-house, and a highly efficient fire-extinguishing apparatus. With the introduction of electric light in place of oil lamps no doubt the dangers of fire have been minimised; but the hold and the bunkers must needs be kept well ventilated. On the German liners and on the Fall River Line steamboats electric thermostats are distributed over the principal parts of the ship and connected with an electric fire-alarm system extending to every part of the crew’s quarters, which enable the extinguishing apparatus to be set working at once. Gas generated from chemicals which together possess great extinguishing virtues, is introduced into burning hold or bunker by means of an engine, so that one of the deadliest enemies of a ship at sea is not merely capable of control, but even of extinction.
Having regard to the speed at which steamships are now compelled to traverse the oceans, it is essential that all the recognised facilities for accurate navigation are taken advantage of in the modern liner. To prevent any possibility of mistake the engine-room telegraph is provided with a means of replying, so that the commander is able to tell whether the order has been understood. Further still, an apparatus informs him whether the order has been correctly carried out, and in the event of any of these complicated mechanisms breaking down, the speaking tube is still available. Speed indicators to register the number of revolutions made by the screws, mechanical logs, and deep-sea sounding machines, Morse signalling lamps, powerful sirens (especially useful in fog when in the vicinity of other shipping and the coast), are all now employed to give to the ship a safe and speedy passage, and to relieve the anxieties of the over-burdened modern captain.
But in two respects especially has electricity within the last few years shown itself to be of the greatest service to the ship at sea. Taking them in the reverse order of their chronology, there is first of all the system of submarine signalling so recently installed. This takes advantage of the fact that water is a conductor of sound, and with a speed more than four times quicker than air. In the case of fog overtaking a steamer approaching land, or the vicinity of a channel marked by buoys or lightships, it is possible to obtain warning by sound when sight is denied, and this at a distance of four or five miles. The submarine bell is attached to buoy or lightship, whilst the receiving apparatus is attached to the interior of the ship’s hull at the bows. From there the signals are conveyed to the chart-house by means of telephones. One receiver is placed on each bow inside the plating of the ship between the keel and the water-line, so that the bell may be located on either side. A very interesting instance of the utility of submarine signalling was afforded recently in the case of the Kaiser Wilhelm II., which, owing to a dense fog, was anchored off Cherbourg. Her tender was awaiting her just outside the harbour, and sounded her submarine bell to indicate the direction to be steered in order that the big liner might make port. At a distance of no less than fifteen miles away the Kaiser Wilhelm II. picked up the signals by her receivers, and was enabled to find her way into the French harbour by this means alone.