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THE influence of sea power on the rise and fall of governments is well understood. In the past sea power has been won and held by vessels that cruised and fought on the surface of the seas, and the logical outcome is the enormous displacements of the fighting ships of all countries. Within the last decade three weapons of warfare, which in future struggles for the control of the seas are to be of great importance, have been undergoing development. These three weapons are the automobile torpedo, the submarine, and aero-craft. Too much stress cannot be laid on their influence on sea power, the submarine carrying the automobile torpedo as the destructive agency, the aero-craft acting as a scout. A number of erroneous ideas exist in regard to the modern submarine, which prevent a thorough understanding of that type of vessel-its achievements and its future development. A few of the causes and conditions producing the above result will be dealt with briefly. The policy of secrecy that has been maintained in the development of the submarine has led to its being looked upon as something mysterious. So long as the popular idea of a submarine is one of mystery, just so long will it fail to receive the recognition it deserves. Many unreasonable claims are made for new inventions; even those barely out of the experimental stage, and the submarine has not escaped; although now it has passed beyond the experimental stage; a fact which the progressive programmes of construction, especially in Great Britain, prove most conclusively. Those who do not know the submarine, quickly bring to your attention certain dangers to which it is exposed, that are supposed to make it as much of a menace to itself as to other vessels. These dangers are generally grouped under the head of “explosions” and “collisions.” A few moments' reflection will reveal the fact that these risks are not peculiar to the submarine, except in the case of a collision when the submarine is rising from a complete submergence. These dangers are avoided by submarines in the same way as by surface vessels; although there is more care exercised aboard the submarine than on any other type of vessel. The danger of explosion lies in the storage battery and the fuel oil, which are the sources of power respectively for submerged and surface cruising. Thousands of power boats, automobiles, etc., use gasoline without fear, and the same is true of the storage battery, except as to numbers. The danger of collision is no greater for the submarine than for surface craft, except in the case when the submarine is changing its depth from sixty feet or more to one of about twenty. At sixty feet the submarine is clear of the hulls of shipping; at twenty the shipping can be observed through the observation tubes, or periscopes. The time to rise from sixty feet to twenty is hut a few seconds, and before the ascent is made it is the practice to carefully “listen in” on the submarine bell receivers for the noises made by the propellers of passing vessels, and a submarine commander is almost assured that no danger lies above before changing depth. Even the danger from collision is not so great as is generally supposed. The submarine may be divided into compartments, any one of which may be flooded without destroying the flotation; furthermore, being buiLt to run under the surface, it is stronger in construction than those vessels designed solely for surface cruising. The phrase, “The Mother and her Chicks alongside,” which often appears in the press, cannot fail to leave an impression of weakness and helplessness. The battleship divisions of the Atlantic fleet to-day do not assemble without their repair ships, supply ships, colliers, tugs, and tenders, all of which are “Mothers,” and as an effective force they cannot move away from the coast without them. Diving to avoid collision has its share in building up, the mysterious atmosphere about the submarine: It sounds well as a subject of conversation and gives a thrilling touch to a story; nevertheless few submarine commanders ever consider that method of avoiding imminent collision . . During the last half century the advance in hull construction and in propelling machinery has made of the submarine a vessel that can cruise and maneuver on the surface, that can change its depth of submergence with safety and rapidity, and that can readily maneuver submerged. Its tanks, to which water is admitted when a submergence is made, are constructed to withstand the pressure due to a depth of two hundred feet, and they are fitted with simple and quick means of admitting and discharging the water. Air pressure and large pumps driven by electricity are generally used when it is desired to free the tanks of water. Compressed air is carried in strongly constructed tanks for expelling water from the tanks and for renewing the air in the vessel during a submergence; although air renewal is not necessary for runs of under three or four hours' duration. The motive power on the surface is the fuel oil engine; under the surface it is the electrIc motor driven by the power of the storage hatteries. In mak i ng passage from one point to another the modern submarine uses the same methods, appliances, landmarks, etc., as surface vessels. When cruising submerged with the tops of the periscopes exposed, the methods, etc., are the same, except that the be,arings and observations are taken through the. periscope; . and when. totally sub. merged the conditions as regards vision are the same as those aboard a surface vessel cruising in a fog, as it is impossible to see more' than a ,few feet through the waters of the sea. The depth under water is registered on a number of water-pressure gages, and there is never any doubt as to the distance of the vessel from the surface. The operation of making a submergence in the modern submarine is comparatively simple and is readily understood. First, the upper deck is cleared of bridges, life Jines, etc., although in time of war and maneuvers this gear is not rigged. This material is stowed inside of the submarine and can be unrigged within eight minutes. Second, the vessel is completely sealed; an operation that requires only a few seconds. The large holes in the hull are covered by doors with rubber fittings and are made watertight by the throw of a lever; the smaller holes are closed by a turn of a. valve handle. Third, water is first admitted to one or more large tanks to destroy the major part of the floating power of the vessel; then to the tanks forward or aft to level her; and finally to tanks in the center of tho vessel. The water admitted to the last tanks does not materially change the inclination of the vessel, and it is admitted in small quantities until the floating power is reduced to from six hundred to a thousand pounds. Gages record the results of each stage. The submarine in this condition exposes about ten feet of her periscopes and is ready for running submerged. The electric motors are then started, and the resistance of the water, acting on horizontal rudders and the deck, forces the submarine below the surface. The desired depth is obtained by giving the* proper inclination to the rudders and the vessel. In fact, the control of the submarine in changing and maintaining its depth is very similar to the control of a surface vessel when making a passage on the surface. The modern submarine, starting with its main tanks free of water, can totally submerge within three minutes. Such a weapon is not and cannot be a mystery. What the Submarine has AccomplishecL-The record of the “Davids” before Charleston during the cvil war, when a blo{kading squadron was kept on the move for over a year, three ships injured, and a December 9, 1911 SCIENTIFIC AMERICAN 531 fourth sunk, proved at that early date the value of the submarine. The radius of action of the “Davids” was, limited, that of the modern submarine is almost unlimited. The Division of Submarines now in commission on the Atlantic Coast was actively engaged in cruises, maneuvers, and target practices, from March 1st to November 1st of this year. During that time the Division cruised from Annapolis, Md., to Portsmouth, N. H., and familiarized itself with all harbors along the coast. The harbors of Chesapeake Bay, those of Newport, Provincetown, Boston, Gloucester, Rockport, Portsmouth, and Vineyard Haven Sound were successfully navigated by the submarines in the submerged condition, and, at times, much to the surprise and astonishment of the unsuspecting shipping. The submarines were often separated from the tenders for periods of two to four days and severe weather conditions of gales, snowstorms, and fog were encountered. As the conditions were successfully met from time to time, officers and crews gained confidence in the reliability of the weapon placed in their hands. While the Division was in the waters of the Chesapeake, three- and four-day cruises away from the tenders were made for the purpose of thoroughly developing the crews. On one of these cruises a gale, accompanied by snow and hail, struck the Division when at anchor in the lower Chesapeake. The blow continued throughout the night and the following day. Two submarines lost their anchors and were forced to keep under way throughout the night; the others rode out the gale without experiencing any serious trouble. All returned the following day to Annapolis against high head winds and seas, that covered the vessels with frozen spray from the tops of the periscopes to the water lines. The ice-covered submarines were such beautiful marine pictures as they came into the harbor that the discomforts of the run up the bay were soon forgotten. Nantucket Sound and the waters of Massachusetts Bay were repeatedly navigated in fogs. During the operations in Cape Cod Bay, twenty to thirty torpedo vessels, submarines, and surface craft would enter Provincetown harbor at night and in dense fogs. In due course of time after such an exercise, the wireless would flash the signal that all vessels of the submarine Division had returned. The most successful cruise of the Division in a dense fog was a run in close formation from the inner harbor of Gloucester to that of Provincetown without any navigation landmarks having been sighted, and except for a few minutes, the submarines were not visible from one another, although they were less than 100 yards apart. The Division had spent the week-end at Gloucester and the run was made in order that it might report ready for the night attacks 011 the battleships. A run, that in many ways simulated war conditions, was made during June from Newport, R. 1., to Gloucester, Mass., when prac-iioally the entire distance of 190 miles was made by the submarines in the submerged condition. Two stops were made, one at the entrance to Nantucket Sound, the other at Provincetown. The longest time of any one submergence was about twelve hours, and the greatest distance snbmeged on any one run was about fifty-five miles. During the entire run the submarines were separated from the tenders and were self sustaining in every respect. Less than sixty hours were taken for the run, although no attempt was made to make a record. The battleships, the torpedo craft, and naval militia engaged in combined maneuvers off Newport from July 18th to 20th. The part assigned to the submarine Division approached war conditions almost perfectly. All harbors f!om Gay Head to Mon-tauk Point that could be used as bases by an invading fleet had to be protected. The disposition of the seven submarines was made accordingly, and they were suc- cessful beyond the expectation of the most enthusiastic. In the day problem two succeeded in attacking before the battleships anchored, the others within three hours after they had anchored. In the night attack the invading force pierced the line well to the eastward and only two submarines were successful. The exercise was declared finished before the submarines at the entrance of Long Island Sound had time to come up. The readiness with which the modern submarine can deliver an attack was vividly demonstrated on the morning of the 19th. At 3:30 P. M. on July 18th the “Grayling” an.hored on the outer line between Block Island and Gay Head, ready in every respect for quick work. At night lights were screened and a watch of three set. At 4: 10 A M. of the following morning the lookout reported an armored ship to the southward and eastward, distant several miles, and standing to the northward. “All hands” were called at once, hammocks lashed and stowed, thirty fathoms of anchor cable hove in and anchor secured, and preparations made for running submerged. At 4: 24 A. M., just fourteen minutes from the time of receiving the first report, the “Grayling” was submerged and running at seven and one-half knots to intercept the armored ship, which proved to be the scout “Washington.” At 4:58 A. M. an attack was delivered. The scout was then standing rapidly to the eastward but later returned, and another attack was delivered. After the second attack the “Grayling” rose to the surface in order to impress the scout with the utter folly of carrying on scouting operations so near the enemy's coast. The operations of July and August in Cape Cod Bay were a continuation of the successful work in the sham battle off Block Island. A method of attack developed by the “Narwhal” and “Grayling” off Gloucester is worthy of note as showing the reliance that can be placed in the modern submarine. The “Narwhal,” cruising at depths of from seventy to one hundred feet directly under the “Grayling,” which was submerged to a dep.h of fifteen feet, was directed by the “Grayling” for over two hours. The speed of both vessels was seven and one-half knots and the means of communication was the submarine bell apparatus. When the “Narwhal” rose to the surface in obedienoe to a signal from the “Grayling” she was in her designated position. The mobility of the Division is shown by the dtstance cruised during the eight months away from the navy yards, viz., 25,000 miles on the surface and 3,800 submerged. The achievements have been accomplished with submarines developed by a commercial company, and it is reasonable to suppose that they will be greater when their development is undertaken fly the navy. In view of what the submarine has done can anyone doubt its future? The Submarine Compared to Other Types 01 Warships.-The essential military characteristics of a man-of-war are, seagoing and sea-keeping q uali ties, invulnerabili ty, and powerful and destructive armament. A man-of-war to be sea-going and sea-keeping must be seaworthy and habitable in all conditions of weather and sea; its motive power must be reliable, it must be readily handled and maneuvered; and it must have a large radius of action. The modern submarine is built to stand the great pressure due to 200 feet submergence; (Continued on page 684.) 532 SCIENTIFIC AMERICA December 9, 19 1 1 The Fleet and Its Readiness for Service (Continued from page 515.) Vessels Built. [March 1, 1911.] g” : 1? “ , “ > s! “. o. . .0 gn g a | a .= ” r. gS £ “S ' 1 . 0 o8 :. $ 3-g, S g'S 1 g 80” 5 I . “'" I ,= ------------------i_____ England............. 8 47 4 34 81” 176« 59· 68 ...... Germany................ 4 2 2 1 9 41 93 2 7 86 United States.......... 4 25 12 3 1 3 28 18 5 France................... ...... 17 “"” 21 12 65 225 60 3 Japan ..................... 13 2 11 16 57 59 9 3 Russia ....................... 9 .. . . 7 11 97 45 31 2 Austria. . . ............ .” .. 5 . .... 3 6 14 47 6 6 1 Battleships having a main battery of all big guns (11 inches or more in caliber). 2 Battleships, frst class, are tbose of (about) 10,000 tons or more displacement. • Armored cruisers having guns of largest caliber in main battery and capable of taking their place in line of battle with the battleships. They have an increase of speed at the expense of carrying fewer guns in main battery, and a decrease in armor protection; also called battleship cruisers. • Includes all unarmored cruising vessels above 1,000 tons displacement. • Includes smaller battleships and monitors. No more vessels of this class are being proposed or built by the great powers. 6 Includes vessels of colonies. Vessels Building or Authorized. [March 1, 1911.] .o .” o co 03 • 518 is a ' . E :0 p | a” l.o a £ | 5| 0' 1 | 0 1 > > “= 0 « E0 r England·............... lo “>” “ ~16' “39'” ~ 18' Germany .............. 9 .... 3 ..... 4 16 12" United States . ... .... ... . . 6 ........."."..... 12 — 16 France . .............. 2 5 .. 1 .. .. 20 2 28 Japan·.................. 2 .... 1 ... 5 4 .... 4 Italy .. . ..... . ."... . .. ...... 4 .'. '.'. “.'.'.'.'. “3” 10 50 13 Austria .................. 26 1,.. “..1................... 6 1 England has no continuing shipbuilding policy, but usually lays down each year 5 armored ships, with a proportional number of smaller vessels. 2 Includes vessels of colonies. • Germany has a continuing shipbuilding program. governed by a teet law authorized by the Reichstag. For 1911 there are authorized 3 battleships. 1 armored cruiser, 2 cruisers, 12 destroyers. Eveutual strength to consist of 38 battleships, 20 armored cruisers, 38 cruisers, 144 destroyers. • $3,570,000 authorized for experiments and further construction. • One more battleship. 2 more armored cruisers, 1 more cruiser, and several destroyer and submarines authorized to be laid dowu .wd completed by 1916. 6 Building under agreement with navy department before authorization by Delegations. NOTE.-The following vessels are not included in the tables Those over 20 years old, unless they have been reconstructed and rearmed since 1900; transports, colliers. repair ahips. converted merchant vessels, or any other auxiliaries; vessels of less than 1,000 tons. except torpedo craft; torpedo craft of less than 50 tons. A Landsman's Log Aboard the Battleship “North Dakota"-V. (Continued from page 5S9.) target. “One hundred down,” says the spotter. “What next?” I ask of an ofcer standing near me. “A six-gun salvo-have you got your ear-protectors in place?” I am raising my hands to press the little bulbs more snugly in position, when there bursts forth a Titanic crash! My whole frame feels as though some unseen hand had struck i a violent blow; and I fnd myself fung, in the efort to keep my footing, entrely across the platform in the direction of the target (the efet of the recoil) and then fung backward, and then alternately forward and backward, until the ferce whipping of the mast subsides. The spotter looks over his shoulder at me and pOints at the sky, and there, I see six, sharply-defned, circular, black spots, symmetrically disposed, in pairs, on a long horizontal line across the heavens-the six shells. "Baron Munchausen?" Nay, good reader, question not my veracity; it is a common phenomenon and may be seen at any big-gun target practice when the weather is clear, as it was that day. Steadily, the little ink-black spots diminished and drew together under the infuence of the perspective, rising gradually to the highest point of their trajectory, when they faded from sight. The fre-control platform has quickly steadied to absolute quiet; and we listen with keen attention for the spotter's verdict. Up go those magnifcent, fashmg bursts of pulverized water; and I hear the spotter call into the mouthpiece: “A straddle,” which means that some of the shells have dropped in front and some beyond, making the average of the whole six a hit on the target itself. Later, a four-gun salvo went clear through the target, tearing part of it away and throwing up the vast telltale geysers just beyond. The physioal efect of the blat of these 12-inch guns is something.that defes description; but the plate shown on page 528 bears dramatic evidence of the power of the mighty air-wave. The photographer had ,the temerity to stand on the forward bridge of the “Michigan” to photograph a four-gun sBlvo from turrts 1 and 2. After the discharge, he found himself on his back on the after side of the bridge, his camera smashed to fragments, but his picture saved, except for the diagonal crack which will be noticed in this illusrtmtion, I'unning from left to right-mute evidenoo of the mishap. Dramatic in every way is a salvo of the main batteries of a modern battleship. Its appeal to the eye may be judged from the handsome photogravure insert which is inclosed within the present issue. Later in the day, the net screen which covered the target was brought on board, where it was carefully conned over by the umpires, the ordIance ofcer, and the spotter, who searched every square foot of it, looking for the coveted ragged rents with as much care as ever a western prospector looked for a color of gold in his pan. The four-un salvo that carried away a part of the target cost the “North Dakota” dear; for a considerable portion having disappeared, by the rules of the game, and indeed by the necessities of the case, any later shots that may have passed through the gap did not count. For this and other reasons, I could not understand the disappointment of that ship's company when they learned the result-four hits and six ricochets. Credit should be given for the fact that since, for economy, three-quarter powder charges were used, the sight-bar range was actually about 13,000 yards, or between six and seven miles. To me at least this was a ftting and altogether satisfactory climax to that never-to-be forgotten cruise aboard the “North Dakota." If the present log has served to give the people of the United States a clearer knowledge of the fne work Which is being done in the United States Navy, not only by the “man behind the gun,” but also by the man behind “the man behind the gun,” it will not have been written in vain. The landsman's thanks are due to George von L. Meyer, the Secretary of the Navy; to Admiral Hugo Osterhaus, Commander-in-Chief of the Atlantic feet; and to Oapt. Albert Gleaves and the ofcers of the good ship “North Dakota” for the many courtesies extended during my stay with the Atlantic Fleet on the Southern Drill Grounds. (End Of Landsman's Log. For earlier chapters see issues 01 October 14th and 28th and November 11th and 25th.) Our Rank Among the N aval P o w e r (Continued from page 523.) increase the number of merchant vessels fying the American fag, the navy will lave to depend upon its own colliers in time of war, or purchase or charter merchant vessels in foreign countries-probably the former, as the risks under charter would be considered too great. Such a procedure would be most uneconomical, as greatly increased prices would no doubt be demanded, our needs being known. In the event of actual hostilities, the supply of ammunition to a fleet is the most important factor. The battleships of the present day carry ordinarily about 100 rounds for each of the heavy guns. In the event of hostilities, by stowing magazines and shell-rooms to their fullest capacity, this amount would probably b increased to about 120 rounds per gun. When we take into account the rapidity of fre of the heavy guns of a modern battleship, and the range at which an action will begin, it would not seem improbable if the total amount of ammunition would be shot away in an engagement with an enemy without either feet gaining such a marked advantage as to make the action decisive and fnal. If such action takes place in close proximity to the shores of the enemy, it would not be very difcult for its feet to withdraw temporarily to a fortified basis and replenish rapidly its magazines and shell-rooms. The question presents more formidable diffculties for a feet operating at a great distance from a base. Ammunition must b carried to the feet in properly equipped ammunition ships; ships so ftted as to be able to rapidly discharge their ammunition into the battleships. Arrangements can be made by which a limited amount of ammunition can be carried by all auxiliaries, including colliers, supply ships, repair ships, transports, etc., but these ships must be especiaIly ftted for carrying the ammunitIon, and at the best can carry but a limited quantity. Other necessary adjuncts of a well balanced feet are repair ships, hospital sMps, transports and mine laying vessels. Repair Ships. It is believed that if any feet is accompanied by a sufcient number of properly equipped repair ships, it will be necessary for said ships to visit our dock yards only at very distant intervals, primarily for cleaning their bo1toms. Numerous small accidents to the machinery or appurtenances of a modern battleship can b readily and efciently repaired by a properly equipped repair ship. After an action between two fleets, the value of a repair ship cannot be over-estimated. Many ships of the feet may be damaged in such a way that they can be temporarily repaired and ftted to take their place again in the line of battle by a repair ship. The United States possesses but one ship of this type as opposed to three in England and two in Germany, and while the Merchant Marine of this country may possibly furnish a number of ships suitable for this purpose, time will be required to install in such ships a proper equipment. Hospital ships, while a necessary adjunct to the feet, can undoubtedly be acquired by purchase or contract of vessels under the American fag or in foreign countries, as said vessels act under the Red Cross Agreement and are not to be considered as subject to capture so long as they perform the duties for which they are designed. Transports for the conveying of bodies of troops and advanced base outfts can probably be acquired by purchase or contract preceding hostilities, and will probably only be needed in the event of distant operations of the feet, where it becomes necessary to seize and defend a base, to which vessels of the operating feet can repair at intervals for coal, fuel, ammunition, or other supplies. Submarines. In the present state of naval development, the submarine is essentially a vessel designed a an important part of the mobile defenses of our coasts or outlying possessions. It is understood that the French Government is now designing and building a type of submarine, which it is believed will b able to accompany the feet even in distant operations, its radius of action and habitability having been developed to the extent which makes such a use of this type of vessel a probable success. Of this type, the submarine, England possesses seventy-four, Germany fourteen, United States twenty-six, Franoo sixty-six, Japan ten, and Russia thirty-one. Personnel. When we come to consider the number of commissioned ofcers and enlisted men available for duty in the feet, we fnd that the United States Navy is sadly defcient. Although the number and size of our vessels of war have increased very largely in the last ten years, there has been no proportionate increase in the commissioned personnel of the Navy. If the Navy Department were caIled upon to-day to commission all of its fghting vessels now in reserve, and which, in the event of war, it would be necessary to place in servIce, it would be impossible effciently to ofcer and man these vessels. Of late, when it has been found neceSSary to commission some new battleship, cruiser, or even torpedo destroyer, it has been found equally necessary to place some vessel of the same type in reserve or out of commission, in order to provide the personnel for the new ship. It is difcult to compare conditions between countries which have compulsory military service and countries where service in the navy i' purely voluntary. England, although compulsory military service does not exist, maintains a very strong reserve of both ofcers and men. In all other European navies compulsory service exists, so that these countries are from year to year building up” a reserve of ofcers and also of trained men, who have served at least three years with the colors. In Germany this is a most important factor, as with their system, which carries a man along either in active service or in the reserve until he reaches the age of 45 years, a very large body or trained men is available, in the event of hostilities, for commissioning all ships in reserve, or for other purposes. So far as the commissioned personnel of the United States Navy is concerned, it compares most favorably in education, training and experience with that of any other country, but in numbers it is wholly inadequate for the present and future needs of the Navy. The analysis of the composition of the various feets, by which their strength and relative rank is measured, shows that Great Britain holds, beyond a shadow of a doubt, the frst place. Considering the navies of the United States, Germany, France and Japan, it is clearly seen that the United States outranks France and Japan, as the superiority of our battleship feet is so great as to ofset every advantage they may possess in the other elements which make up naval strength. To establish the relative positions of Germany and the United States is more difcult. Our only superiority lies in the battleships themselves; in all other essentials of feet strength, we are outranked. Giving due weight, however, to all factors, it would seem that at the present writing the margin of superiority rests with our feet, a margin so slight that, considering vessels building and authorized, two or three years will undoubtedly relegate the United States fe to third place among the nations. Decemher 9, 19 I I SCIENTIFIC AMERICAN >s.i The Most Extraordinary Tests to Which Musical Instruments Have Ever Been Subjected Twenty-six Pianola Pianos on the 45,000 Mile Cruise of the American Battle Fleet When Admiral Evans' fleet began its memorable cruise around the world from Hampton Roads, there were twenty-six Pianola Pianos distributed among the different ships. The Battle Fleet covered over 45,000 miles in its trip, crossing the equator four times. It passed from the extreme cold of the Straits of Magellan to the heat and humidity of the tropics. During target practice in Magdalena Bay and at Manila every object on board was subjected to terrific strain. In one instance, the force of concussion as the big guns were fired, was sufficient to bend in the steel bulkheads of one of the mess-rooms, where a Stuyvesant Pianola Piano was installed. In two cases, during the storm encountered between Manila and Yokohama, Pianola Pianos broke loose from their fastenings and were hurled to the other side of their mess-rooms, before they could be secured. Yet the Pianola Pianos in these rooms when examined fur months later needed only slight a4usting and were very little out of tune. These Pianola Pianos were the common property of the different messes to which they belonged. They were not played by one or two people as would be the case in a private home, but were used by anywhere from a dozen to a hundred or more different individuals. According to the testimony of the officers and men, the different Pianola Pianos were played almost continuously during the whole fourteen months of the cruise, and shared with the big guns the interest of all visitors who came aboard. On the return of the fleet, a special representative of the Aeolian Company was sent to Old Point Comfort to inspect these instruments. Without exception every Pianola Piano examined was found in excellent playing order. Besides tuning and such slight regulation as fourteen months constant use would naturally involve, they were practically in as good condition as when the felet departed. * *** * * It is of the utmost importance that the distinction between the Pianola Piano and other so-called Player-pianos be understood. Only pianos containing the genuine Pianola and bearing the word “Pianola” upon the fall-board are Pianola Pianos. In the means it provides for artistic playing-in its musical quality as a piano and in its durability as assured by the thoroughness and fidelity of its construction-the Pianola Piano occupies a class apart from, and superior to all other instruments of its type. STEINWA Y, WEBER, STECK, WHEELOCK or STUYVESANT PIANOLA PIANO Prices from $550 up Write today for free catalog “S” .ontaining illustrations, full descriptions and details of easy payment plan The Aeolian Company has agents in all the principal cities ot the world and maintains its own establishments in the following cities , CHICAGO ST. LOUIS CINCINNATI INDIANAPOLIS DAYTON FORT WAYNE 408-410 So. Michigan Ave. 1004 Olive St. 25 W_ 4th St. 237 N. Pennsylvania St. 131 W. 3rd St. 208 W. Berry St. FOREIGN BRANCHES: LONDON The Orchestrelle Co. PARIS The Aeolian Company BERUN The Choralian Co. MELBOURNE, SYDNEY and ADELAIDE The Pianola Co., Proprietary, Limited THE AEOLIAN CO • AEOLIAN HALL, 362 Fifth Ave., near 34th St., New York The Largest Manufacturers of Musical Instruments in the World 534 SCIENTIFIC AMERICAN December !, I! 11 LIDGERWOOD COALING DEVICES In the U. S. Navy ” Without Coal our Battleships are as Helpless as a Dismasted Sailing Vessel in Mid-Ocean." The U. S. Collier “ Vestal,” fitted with the Lidgerwood - Miller Marine Cableway, delivered under test 72Y2 tons of coal in one hour to the U. S. S. “ Virginia,” 400 feet distant in tow, speeding 12 knots per hour. The Marine Cableway will operate in any sea fit for towing a battleship. The U. S. Colliers, “Neptune,” “Vestal,” “Prometheus,” “ Mars,” “Vulcan,” and “Hector” are fitted with the Lidgerwood-Miller Marine Transfers and Colliers Nos. 11 and 12 will be so fitted. One Man on the Collier “ Neptune” can discharge 1 00 Tons of Coal per hour to a vessel alongside. The “ Neptune” has twelve Marine Transfers. LIDGERWOOD MFG. CO. 96 LIBERTY STREET, NEW YORK, N. Y., U. S. A. Recent Development in Ordnance (Concluded from page 5f1.) Armor. There has been no important advance in quality of armor since the Krupp process of hardening was introduced about fourteen years ago; during this period the side armor belts of our battleships have been of from nine to eleven inches thickness. To meet the increasing power of guns and penetrative effect of projectiles, a tendency toward increasing this thickness to twelve or thirteen inches is evident, and the Bureau of Ordnance has even had one experimental eighteen-inch plate made and tested with a view to possible future demand for armor of that thickness. That the art of armor making has not stood still, in spite of there having been no radical changes in methods, is shown by the two photographs on page 520. The former shows an armor plate produced in 1905, and the latter a plate produced in 1911, against each of which three projectiles have been fired. In the one case the flaking of the hard surface was excessive, in the other almost nil. It will be noted that neither plate was completely penetrated. Thin plates, which are not technically classed as armor, have been much improved in resisting power by changing the alloy used; a nickel-chrome-vanadium alloy has been adopted, and this when specially treated produces turret and conning tower tops of great resistance. Experimental Work. Much valuable information has been obtained by experimental firing at the U. S. S. “Katahdin” and “San Marcos” (formerly “Texas"). Each of these is a vessel of small military value, but capable of affording an actual target for experimental firing. The “Katahdin” was ftted with armor plate targets erected on her upper deck; one target represented the side of a battleship, the other a turret barbette, and in both the armor plate was braced by appropriate framing and structures. Firing was conducted with a 12-inch gun on board the U. S. S. “Tallahassee” at ranges of 7,700 to 8,500 yards, using service ammunition, but not with explosive shell, as the object was solely to determine penetrative effect. Two hits were scored on each target with r'esultant complete penetration of the armor, as was expected in accordance with theoretical calculations. The results of this test also proved that a projectile while in flight is at all times tangent to the trajectory. The “San Marcos” furnished a target for more extensive firing, the greater part of which was conducted by the U. S. S. “New Hampshire” for purposes of gunnery training of the personnel. The most striking lessons of this firing were: (1) The fact that, at ranges of 10,000 and 12,000 yards, the “New Hampshire” could place her shots on any portion of the ship at will, thus proving the accuracy of her spotting and pointing. (2) The tremendous havoc wrought in the “San Marcos” by the passage or bursting of entering shell. Modern Submarines (Concluded from, page 531.) therefore it is apparent that none of the surface elements can damage it. Its natural subdivision into tanks for submerging purposes gives it a safety which every surface craft strives for by putting in double bottoms. There is no smoke, no leaky or hot steam pipes, or any other of the numerous disadvantages of the ordinary surface vessel. The reliability of the motive power, the internal combustion engine, is assured, and the modern submarine being a twin-screw vessel is readily maneuvered. The radius of ac tion of submarines now under construction exceeds 5,000 miles on the surface and 100 submerged, the maximum speed ·Oi the surface being 131 knots, that submerged 101 knots. Ten miles is the farthest that a submarine can be seen on the surface, and its submerged radius of action is such as to permit many hours of maneuvering unseen and unsuspected, beneath the surface. The comfort of the crew depends entirely on the weather and sea as it does in all craft. The submarine may escape from heavy weather (Concluded on page 536.) LEGAL NOTICES 1 ATENTS If you have an invention which you w ish to patent you can w rite fully and freely to Munn&Co. for advice in regard to the best way of obtaining protection. Please send sketches or a model of your invention and a description of the device, explaining its operation. All communications are strictly confidential. Our vast practice, extending over a period of more than sixty years, enables us in many cases to advise in regard to patentability without any expense to the client. Our Hand Book on Patents is sent free on request. This explains our methods, terms, etc., in regard to PATENTS. TRADE MARKS, FOREIGN PATENTS, etc. All patents secured through us are described without cost to the patentee in the SCIENTIFIC AMERICAN. MUNN&COMPANY 361 BROADWAY, NEW YORK Branch Office, 625 F Street, Washington, D. C. DS£r, RNLD PAT E N T S SECURI .IURWED FEE Free reooJ't as to Patentability. Illustrated Guide Book. and What To Invent witb List ot' [nvenfions \Vanted Rnd Prizes offered for invenUon3 sent free. V JCTOIl .J. FV ANS&CO .• WasbingWn. D.C. Galvanized Rounds, Half Rounds, Spikes, Chains-in fact ANY-THING Galvanized always in stock. J C H GALVANIZING CO. 1110-12-14 No. Front Street Philadelphia, Pa. 2 «MW -” CvtLC |AU[,3L-----, ENGINES FROM 2 TO «0 HP. PALMER HROS., IN STOCK Cos COB. CONN. Maxim Silencer Annuls Concussion, Reduces Recoil and Stops Flinching Adopted by the United States War Department for its military advantages and its great value in improving the marksmanship of the ordinary soldier. Made in all calibres, for all military and sporting rifles. Provided with coupling for easy and im mediate attachment. Interesting Catalog sent anywhere or the asking. MAXIM SILENCER, Hartford, Conn. THE EDISON ARTICLES on the development of the STORAGE BA TTERY can only be found in the leading Military and Naval publication. the ARMY&NAVY JOURNAL Published every Saturday at 20 VESEY STREETP NEW YORK The5Pinstructive and interesting articles began in the Oct. 21 st issue and will run every week for a year. See page 5 10 of this Scientific American - then subscribe at once for the A.&N. Journal $6. 00 Yearly. Single Copie., 15 Cents Admiral Mahan'. New Work NAVAL STRATEGY Compared and Contrasted with the Principles and Practice of MIlitary Operauons on Land By ADMIRAL A. T. MAHAN This new work, just issued, contains the results of almost a lifetime's study of the subject, by the world's foremost authority on naval matters. Wzth J Map, and Plans. 8'o. Cloth, $3.50 nel. UTLE, BROWN & CO. PUBLISHERS 34 Beacon Street, Bo.ton December 9, 1911 SCIENTIFIC AMERICAN 535 The Edison Storage Battery ” Buill like a walch bul as rugged as a ballieship" AS GREAT AN ADVANCE IN WORLD PROGRESS AS WAS THE Edison Incandescent Lamp TremendQusly superior to all other storage batteries because: It embodies an entirely new and correct principle. It is lighter and vastly more durable. Excessive vibration and concussion do not affect it. No damage done by prolonged and oft repeated overcharging. No injury from remaining idle in a charged or totally discharged condition indelnitely. Extremely small loss of charge while standing idle. Contains no acid, therefore no acid laden gases evolved. No injury to metal work from gases. No personal discomfort from gases. It prevents asphyxiation of a submarine crew in event of prolonged enforced submersion, bcause of the affinity of its solution - potash - for carbonic acid gas. Short-circuiting does it no injury. It maintains its capacity for many years. No buckling or growing of plates. No plate renewals. No shedding of active material. No sediment in jars. No cleaning of jars. No breaking of jars. No sulphation or corrosion of parts. No expert attention required. It has changed the entire aspect of the electric pleasure vehicle situation. It makes the electric truck a proltable investment by eliminating battery repair and renewals and ensuring reliability. It banishes unsightly trolley wires for street car propulsion. It makes the electric locomotive a safe proposition in mines and powder mills. It renders expensive railway terminal electrlcation unnecessary. It changes taxicab operation from loss to pro lt. It solves the train fhting problem. It has added new tne to country house lighting. It practically doubles the strategic efficiency of the submarine and will outlast any boat in which it is installed. It can be relied upon for power in emergency, for illuminating magazines and handling rooms, hoisting ammunition, operating turrets and laying guns. It is dependable for sight lighting and gun lring, even if charged only once in six months, and is the only storage battery made that will stand up to concussion of gun lre. IT WILL OPERATE YOUR KLAXON HORN ONE YEAR ON ONE CHARGE; WILL LIGHT YOUR CAR, RUN YOUR IGNITION SYSTEM, FURNISH POWER FOR YOUR ELECTRIC SELF STARTER AND LAST FOR MANY YEARS. Manufactured in Sizes from 1 Ampere-Hour Portable to the 15,OOO Ampere-Hour Submarine Types We are running an interesting continued story on the Edison Storage Battery Development, Theory, Construction, and Application, in the advertising columns of the Army and Navy Journal, Beginning with the weekly issue of October 21, 1911, and addressed to the personnel of the Army and Navy. They are of general interest, judging from the widespread favorable comments we are receiving. APPROVED: EDISON STORAGE BATTERY CO. ORANGE, N. J. Cpyright, 1911, by EdiM Storagt BattefY Co, b36 SCIENTIFIC AMERICAN Decemher 0, Hili POPE QUALITY HAS NEVER BEEN QUESTIONED /Jfter you lave satisfied Q/1 yourself tlat tle PoPE-HARTFORD }as no superior in any feature Consider the price- 4 cyI. 50 h. p. Touring Car $3000. 4 cyl. Limousine $4150 34 Pleasure Vehicles Three Ton Trucks Public Service Wagons Catalogues on Request 6 cyt. 60 h. p. Touring Car, Model Z8, $4000 With Catalogue Equipment (Specify the one desired) THE POPE MANUFACTURING CO. Hartford, Conn., U. S. A. YEARS' EXPERIENCE IN THE MANUFACTURE OF HIGHEST GRADE MECHANICAL VEHICLES A LCO Motor Trucks 65 Per Cent of all Alco Trucks are Owned by Million-Dollar Companies And 62 per cent of all Alco Trucks are Re-orders. B IG concerns own Alco Trucks -big concerns like the American Express Company, Gulf Refining Company, Barrett Manufacturing Company, Gimbel Brothers, Standard Oil Company, Singer Sewing Machine Company. Big companies, like big men, don't make many iig mistakes. They are shrewd. They know. Sixty-five per cent of all Alco Trucks are in the service of companies rated in Bradstreet's at $1,000,000 or more. This is only natural, for the American Locomotive Company is itself a big company. Capital $50,000,000. And of considerable transportation experience-dating back to 1835. Builders of 50,000 locomotives. Knowing this, these big companies felt that the American Locomotive Company ought to build a good truck. It had experience no one else possessed, extensive capital, large physical equipment, an organization already at work. Whether or not it really had built a good truck must be determined by actual service. This was the logical reasoning upon which nearly e very sing le big com pany m ade its first Alco p urchase. And since its frst pu rchase e very single big compa ny has ordered more Aleo Trucks! Every single one! And sixty-two per cent of all Alco Trucks were purchased on such repeat orders! In the serviceofDepartment Stores 78 per cent are re-orders; Oil Refners, 74 pcr cent; Express Companies, 64 per cent; Packers, 53 per cent; Brewers, 50 per cent-the five lines of business in which motor trucks are most used today. Repeat orders speak with eloquent emphasis of satisfed owners -stronger than mere claims-powerful testimonials. These are compelling facts. They tell the smaller business man that he can avoid an unwise purchase if he selects the Aleo. They are evidence which must determine the verdict. Our new book is full of vital facts. Write for it today. AMERICAN LOCOMOTIVE COMPANY 1888 Broadway Builder._^LA leo 6.culinder.Tand.4- New York Builder. of A leo 6.culinder and 4-culinder Motor Cars and A leo Tax/cab. Movers of the World'. Good. since 1835 Capital , $50,000,000 by remaining under the surface. This was actually done by the “Snapper” in 1910, when she remained on the bottom off Boston Light Vessel in seventy feet of water for 12% hours. The invulnerability of the submarine is well nigh perfect. In its approach, after sighting the enemy, its invisibility affords better protection than any armor or watertight subdivision that has been put abroad a surface vessel. The exposure of ag much as five feet of one or more periscopes, each six inches in diameter, is necessary, in an attack, for periods of two to five minutes, although with that amount of the periscopes exposed there is still fourteen feet of water over the hull, which is ample for protection. The armament consists of the torpedo tube and the torpedo. History teaches that the gun has always decided the naval battle, and admitting that to be true, may there not be a change in the character of the gun? It is a very simple matter to designate a torpedo tube as a gun and a torpedo as a projectile. In fact the similarity is so marked that it is surprising that they were not so named at the beginning. Let the world become imbued with the belief that in the modern submarine there is nothing wonderful, weird, or unusual, and that duty aboard is not a hazardous undertaklllg, and a new era in the development of naval warfare will have commenced. A Geographical Excursion Across the United States IT is announced that the American Geographical Society, which celebrates its jubilee next year, is planning in connection therewith a transcontinental excursion for the purpose of geographical study, in which delegates from the geographical societies of other countries will be invited to participate. The party will be “personally conducted” by Prof. W. M. Davis, of Harvard, who has lately had experience in carrying out similar undertakings in Europe. It is expected, also, thM the American members of the party will, so far as they are able, act as guides for the foreign visitors. While the natural featurBS of the landscape are to be the principal objects of observation, attention will also be paid to the agricultural and industrial development of the country. It is expected that the ex()ursion will leave New York some time in August, 1912, on a special train, and will spend six or seven weeks in traversing the country. The itinerary, as now planned, is to include, among other pOints of interest, 'the highlands and gorge of the Hudson, Niagara, the shore·lines of old lakes in Ohio, the southern end of Lake Michigan, with its artificial outlet into the Mississippi system, the upper Mississippi and Missouri, the Yellowstone Canon and National Park, the Rockies of southern Montana, the Oascade Range, Seattle, and Puget Sound. The return will probably be made by a southerly route. Fishing With a Steam Pump ONE of the most singular fishing devices imaginable W1S discovered by accident in France. Though extremely simple, the system is revolutionary. A pond on the farm of La Marlequette, bordered by rocky shores, was drained one year by the aid of a steam pump. Each stroke of the piston drew up twenty-five gallons of water and the pond was emptied in a few hours; and not only was the water drawn off, but all the fshes also were transferred to a new element. This was a revolution. The owners of ponds in the neighborhood followed suit, and the· proprietor of the pump made a specialty of thig sort of work. He “let” one of his pumps, modified for the purpose. The peasants of the region called it “the fish pump.” Each stroke of the piston brought up torrents of water, in which were fish and crawfish, together with mud and debris, One pond of seveI1al acres was cleared of fish at an expense of 36 francs, or $7.20. The process was ingenious, but as one cannot have his fish and ert it, too, and as such rapid consumption would have led to e h ually rapid, extermination, \^^tS1S^SJSS^ to take rs V^> The //* (Reg, U, S. Pat . Of,) PROOF is a proof @ not a cloth It is the only proof that will make any cloth peruently rainproi without the use i rubber. It permeates every fibre of the yarns of which a cloth is woven, rendering them thoroughly rain proof. This proof prevents a cloth from becoming water-logged, soggy, heavy or wet from rain, snow, fog or dampness of any kind. It is permanent, contains no rubber and does not change the appearance of the cloth in the least. This circular registered trade mark is stamped on the back of every yard of “Cravenette” proofed cloths. For furtner information 'rite us. Factory, Hoboken, N. J. N.Y. Office, 100 Fifth Ave. The many who have worn Jaeger Underwear do not need to be told of its merits. The few who have not should lose no time in adopting it, as it beuefits pocket as well as health 1 the end. AII “weights for all wants Dr. Jaeger's S. S. Co.'s Own Stores New York : 306 Fifth Avenue, ZZ Maiden Lane. Brooklyn: 504 Fulton St. Boston : ZZ8 Boylston St. Philadelphia: 1516 Chestnut St. Chicago: 126 N. State St. Agents in all Principal Cities. CONGRATULATIONS Here's a pipe you can keep clean and dry without taking any time or doing: any dIrty work. It means 2ood health PIPE SMOKERS to you and improved flavor to any tobacco. A wonderful treat for every smoker. No knocking or scraping to keep th1s pIpe r t ghr . One twist of the patent bowl and it's ready for another smoke. The cleaner is part of the pipe-can't be mig laid. takes no space. it DEFI » SELF CLEANING PIPE br iar bowls used in all Def” pipes are seasoned by a scientific secret process. --Defi” superiority. Four styles. straight or curved stems. French briar bowls. finest solid rubber bit. Send 7 5 ct s .• Style E, Style G. $1.00. Style H. selected French briar. Sterling silver mounted. $1.50. The name “Def” is on bit and bowl. For Christmas, Style M. genuine amber bit. beautiful silver mounting in a handsome leather case. with holiday packing. $5. Correspondence frod reliable dea';ers desired DEFI PIPES, Dept. 24,131W. 31st St., N.Y. Insure feet comfort, health, protection and neat appearance. They keep your feet warm in cold weather and dry in wet weather, and can J be worn all day long-without injury or discomfort. EVERYBODY NEEDS EVERSTICKS. | Always for sale where good shoes are sold. ACCEPT NO SUBSTITUTES. L THE ADAMS 8 FORD CO. CLEVELAND, OHIO None etnuinewith* OHt THIS eors(* December !, I!Il SCIENTIFIC AMERICAN 537 Bath Iron Works, Ltd. BATH · MAINE · U • S· A Builders o/Torpedo Boat Destroyers, Torpedo Boats, Fast Steamers and Yachts Parsons Marine Steam Turbines and Normand Water Tube Boilers Specialists in Light Construction and High Speed Estimates cheerfully furnished to meet the most difficult requirements 538 SCIENTIFIC AMERICAN December 9, 1911 Hupmobile Long-Stroke “32 “ Five Passenger Touring Car—$900 F. o. B. Detroit, including equipment of windshield, gas lamps and generator, oil lamps, tools and horn. Thiee speeds forward and reverse; sliding gears: Four cylinder mot or, 3 l^ -inch bore x 5 Y-inch stroke. Bosch magneto. 106-inch wheelbase. 30 x 3 Y-inch tires. Color-standard Hupmobile blue. The new touring car will be first exhibIted at the Grand Central Palace, New York, Jan. 10-17; and subsequently at the principal automobile shows throughout the (ountry Hupmobile Runabout-$750 F. O. B. Detroit. including top. wind shield. gas lamps and generator. tbree oil lampst tools and born. Four cylinders 20 H, P .. slidtng gears. Bosch maeneto. In tbe new Hupmobile prant.'now t earjng completion . which WIll have when fimshed a capacity of 15.000 ro 20,OOOcars a year, the Runahout-always a car of unprecedented popularity-will continue to occupy the same large part In our manufacturing plans that It does at present. Hupmobile Coupe-Chassis same as Runabout-SHOO f. o. h. Detroit. Hupmobile Roadster-Chassis same as World Tourinj Car-$850 f, o. h. Detroit. A totally new idea of what you ought to get for $900 A new and larger Hupmobile which immediately thrusts up o n your attention a score of tangible superiorities which set It In a class apart from cars of its price. A five-passenger Touring Car for $900 which rejects every characteristic of commonplace construction; and makes clear its InvaSIon of the field above that price; by points of difference and departure which no motorist can mistake. Evolved out of the expenence which has built thousands of the Hupmobile Runabout -- the quality car today, as it always has been, of the runabout class. Designed by E. A. Nelson, Chief Engineer of the Hupp Motor Car Company since its inception and designer of the original H upmobile Runabout. To him and the skilled shop organization which he has continuously maintained, we owe the inimitable lines, the marked simplicity, the efficiency and the high quality of workmanship incorporated in the Runabout. Impressed with the same strong individuality as the Runabout; and still further removed from comparison by: - First, the small-bore, long-stroke motor. Second, the body design and construction whkh attains the purpose of the “ underslung “ and avoids all of its disadvantages; and Third, the Americanization, after close study abroad, of invaluable engineering principles entirely new to this country. These highly specialized features speak so plainly of greater structural soundness ; more progressive engineering principles; and costlier and more careful shop practice; that it is obvious, they proclaim a product without precedent at the price. Small-bore, long-stroke motor-37x5/- inches-6C% more pulling power for mountain work and heavy roads; 4 to 50 miles of speed; ability to pick up quickly without feeling the weight of the car, or throttle instantly to a walking gait. U nit power plant. Cylinders cast en bloc, with three bearing crankshaft (found only in other cars selling upward of $2500) instead of two. Bearings extra large, having bronze back, Babbit lined. Valves enclosed by pressed steel cover, keeping oil in and dirt out-noiseless, minimum wear, minimum adjustment. Thirteen-inch multiple disc clutch, action positive, smooth and easy. Transmission gears of 40 H. p. size, run slowly and quietly. Full Boating rear axle, amply strong fot a seven passenger car. Aluminum crank and gear case; drawn steel used in parts where lightness and strength are requisite. 4^ x 82 Photogravure Free W rite for detailed description and the 4Yx8Y photogravure of the new touring car. Hupp Motor Car Co., 1233 Jefferson Ave., Detroit, Mich. Classified Advertisements Advertising in Ods column is 7;) cents a Ime. No less than four nor more tnan 12 Jines accepted. Count seven words LO the Hne. All orders III nst be accompanied by a remittance. AUTOMOBILES. A N EW WWH ITE S T EAM ER, Model 0-0, complete with top. Will sell a t a very rea8 0nable price, Addrss A. A. Hopkins, 943 St. Nicholas Ave .. New York City. AUTOMOBILES AND MOTORCYCLES. AUTOMOBILES. $50.00 up; Motorcycles, $20.00 up; L uaranteed for one year, shipped treight prepaid. largest list and lowest prices in the world. King, Automobile Broker, Dept. S. A., 215 West 125th Street, New York City. BUSINESS OPPORTUNITIES: A STRONG, old established, manufacturing company. rith a national selli ng or, a nization, :ants to add a new line of guildin: material or constructr;n specialty to manufacture and sell. Address X, Box 77g, New York. FREE SAMPLE !oes with the first letter. Something new. Every firm wants it. Orders from $1.00 tf $100.00. Nice plea!ant business. Big demand everywhere. Write for free sample. Metallic Mfg. Co., 438 N. Clark, Chicago. GOLD DREDGING MINES very rich in Colombia. Mining Engineerwisbes partner, Will give liberal inducements, big profits, best of referenies. Address by mai· :n1y. '8. pickeY:ann, lo9 wJ:i 54th 8treet, N::) o:k. INVENTORS.-Send a copy of your patent to us and we will send you our contracts outlining our liberal manufacturing offer. For further particulars address, Atlantic Snpply Co., Long Branch, N. J. HELP WANTED. LOCAL REPRESENTATIVE WANTED.-Splendid income assured right man to act as our representative after learning our business thoroughly by mait Hormer experience unnecessary. An we require is honesty, ability, ambition and wHlingness to learn a lucrative busi-ness. No soliciting or traveling. 'his is an exceptional opportunity tor a man in your section to get into a big paying business without capita! and become independ· ent for lite. Write at once for full particulars. Ad-dr : : r E. R. Marden, Pres., ihe National Co-Operative Real Estate CompanY:L 378 Marden }tilding, W:sgfngton, D. C. _________________ PATENTS FOR SALE. BASIC PATENT No. 940.697 of a “Inner-illummated.” two-light interchaugeable - ad., Revolving Sign, for sale, outrigbt, royalty or state rigbts. If's the most attractive and inexpensive sign invented. No competition, fully developed. and the market demands it. “ Inventor/' 2008 Broadway, New York. PROPOSALS. PROPOSALS FOR BRICK DORMITORY. CEN''RAL S''EAM HEA'ING AND POIVER PLAlT. Depart· ment of the Interior, Office of Indian Affair. Washing. ton. D. C • November 15,1911. Sealed proposals. plainly marked un the outside of tbe sealed envelope: ^ Pro-posals fof Bf:Cf Dormiiory, Centr1l S}:a1 Hea\ing and P6S!r Plant, for the Rapid City Indian School, Soutg Dakota,” and addressed to the CommiSSioner of Indian Affairs, Washington, D. C, will be received at the Indian Office untH 2 o'clock, p. m., December 29, 1911, for furnishing materials and Jabor for the erection of a brick dormitorYtcentral steam heating and power plant, at the Rapid City Indian School, South l)akota, in strict acrdance with the plans, spec1ficatioD and ins%ucti bns to bi7de; ss, ;tich may be xamr atthis Office, the offices of the Supervisor of Construction. Denver. Colorado, the American Contractor. Chicago, Ill. . Scien-tific American, New York City, the Im provement Bulletin, Minneapolis. Minn .• tbe Journal. Rapid City. 80uth Dakota. the Bee, Omaha, Nebr .• the United States Indian Warehouses at Chicago, Ill., St. LOliS, Mo., and Omaha, Nebr .• the Builders and 'raders Exchange at St. Paul, Minn .. and at the school. For further information apply to the 8upe;intendent of the Rapid City Indian School. Rapid City, South Dakota. C. 1". Hauke, Acting Commissioner. REAL ESTATE. TEXAS INVESTMENTS.-Buy farm orclard garden lands near Houston. tbe gr e atest and most prosperous city in the south:: sti where values are up alh\ f e e t::e and fortunes made in re:lU::t:te in short while. EafY terms it desired. Single crop pays for land . several crops an nual ly. Address E. C. RObertson, 51 Kiam Bldg .. Houston, f'ex. WANTED. w ANTED-Purelaser for Lilley's patent Bracket. Patented in five countries . . very low price will be accepted. For furtber particulars address. Brackett Box 77,, New York. W AN'l' ED.-One cbemist at $8.00 per diem; two first class laboratorians at $5.04 per diemj two second .class laboratorians at $4.48 per diem; and two fourth-cJass Jaboratorians at $3.28 per diem. A competitive examin-ation will be helg JanUa\f 5, 1912, at the NaJ1 Y:rd, Washiigton, B. C• fgr tilling ;A e :bove positions ai t he Naval Proving Ground. Indian Head, Md. For furtber information address, .. Commandant, Navv Yard, Washington, D. C.'1 MISCELLANEOUS. RUPTURE. A new patented device worn in place of the ordinary truaa. S.mfle' mmJortiiDle, and inexpeii' Hive, indorsed by leading aurae-cniF. For pfcriietilai'S. address, J. D. Howe, M. D .• Tiffin, Ohio. FREE TUITION BY MAlL.-Civil Service, Drawinl : Engineering, EJectrjc Wiring, Agricultural. Poultry, Normal, AodemlC, BookkeePing, Sborthanc Courses. Matriculation U. Tuition Em to first Jg plicants' Ap-ply toCAR.NEGiE COLL EGG Ks i6JERS, gHr6. INQUIRY COLUMN umAD TIUS COLUMN CAREFULLY.-You will tnd tuqairles tor certain classes of articles numbered :n consecutive order. It you manufacture tbese goods write us at once and we will send YOU the name and address of the party deSiring tbe inti Irmation. rlhere is no charge for tbis service . In every case it is necessary to Iive the number of the inquiry. Where manufacturers do not respond promptly the iUUNN&CO•• inquiry may be repeatea. Inc. Inqulry No. 9240.-Wanted. addresses of owners of 1imestone ty :ds running not less tban 98 per cent, and near a rail9y. I nquiry >'o. 9; 41 .-W a.nted, ad dre sses of owners 0 1 deposlts o]f. molders,sand smtab. le for heavy castings. Inquirr: o. 924.2.-Wanted, addresses of makers 01 bag valves. Inq¥iry No. 9243.'-'Vanted, address of maker of Rover 8 monogram embossers. Inqui-l .o. 9244.-Wanted, address of manufacturers makin- rollers, scrapers, and driers 8uitable for maKlnjr soup leaves. Inqui- wo. 9 . :4.-Wanted, t he name and addreR8 of manufacturers of lead pen LI ls and pen holders. such as are used for prInting 8e verdsements on. In q uiry No. 925;1.. - \hVan ted, to bu iy i l patent rol ler, a ball-bearm g axle, w h ich eou. lr be purcb Rd on a loyalty baia: it muat be cbean and ful1y pn;ved. Inquiry No. 92£fi. Wanted a ddr ess('s of parth!s baving PItchblende depOSIts. tf able to ship ore. Imuiry No. 92f7. W antm eed addres8es of firl1 sel 11Ti*r second·ha nd water t urbl! s. Inquiry No. H2rH-Wanted addresses of parties havIng gem materials to oOer in allY part of tie world. December 9, 1911 SCIENTIFIC AMERICAN 539 (£am> ptmbmt? [The editors are not responsible lor statements made in the correspondence column. Anonymous communications cannot be considered, but the names 01 correspondents will be withheld when so desired.] The Diesel Engine and the American Merchant Marine To the Editor of SCIENTIFIC AMERICAN: In a recent issue comment was made in your columns on the failure of the American inventor to keep pace with his European rival. In the issue of October 7th, a very interesting article appears on the Diesel engine and its economy over the steam engine, especially when applied to oceangoing steamers. One of the remarkable, as well as regrettable conditions, as far as our shipbuilders are concerned, is the indifference displayed to improvements in hull and motive power, particularly motive power, that have appeared in foreign-built tonnage in the past few years. Foreign steamship builders are experimenting with the producer-gas engine, seeking to ascertain its economy as como. pared with the usual type of three-cylinder engine used generally in steamships; the oil-burning motor marine engine has been given a long test by foreign marine builders, and several steamers to be operated with gas engines are to engage in the trans-Atlantic trade this coming year, and possibly this fall will see one or more gas-driven ocean liners headed for our shores. These steamers that promise to run across this year will be passenger as well as freight. Iurope has no oil or fuel; it has to be imported, while the United States is the greatest producer of oil in the world, and yet our shipbuilders lag far and away behind the foreign steamship builder in applying the oil and gas engine to marine service. It is fair to speculate on what causes the paralysis of the American shipbuilder, and one of the apparent causes is that it is shielded too much from competition. The coasting trade-and by the coasting trade is meant every port in the United States and Alaska-from Eastport, Me., on the extreme northeast to farthest Alaska, in the northwest including Porto Rico, is called American coasting trade, and only American-built vessels can engage in the trade now; this gives a monopoly to the shipyards of the United States, and shielded from foreign competition the necessity for developing new and improved types of engines and steamers is not found necessary. As to seeking to compete with the foreign builder in the steamship trade of the world, the American gave that up long ago; the only way that he can see, to get. even the smallest footing in that trade, is for the government of the United States to pay him for making the attempt. This attitude is the more surprising, as we make iron and steel far cheaper than can any other country in the world, while our exports of iron and steel the past year have been of tremendous volume and the competition of foreign nations in these articles is of no avail against the American manufacturer. It is also true that the report to the Stanley committee made by the United States Steel Corporation showed that it sold steel plates $8 to $11 per ton under the domestic prices. That, evidently, is one reason why our shipbuilders cannot compete with the foreign builders; that condition can be remedied by putting steel and iron on the free Iist, and with these commodities free, independent yards would be started that would not be so conservative in applying the most modern development in marine engineering to ocean tonnage. The Panama canal will be opened in a couple of years; already one American line is to bid on the contract offered by the Postmaster-General for a line between the American and Pacific ports of the United States, and already it is given out that the steamers this line will require to carry out the contract if secured wfll tax the capacity of our coast yards, when combined wLth the government work. Further government contracts must be considered only on a different price basis It is not difficult to see that, in a few years, trade on th( Pacific will grow at a tremendous rate. Alaska has mineral stores that will keep a mighty fleet busy, to say nothing of the trade between Honolulu, Philippines and the UnHeu States. It is true that the Philippine carrying trade is not yet confined to American-built steamers, and it is lucky it isn't, for there is no American tonnage to-day that would engage in it except at prohibitive freight rates. If ever there was a time propitious for the restoration of the American flag to the deep sea trade, it is now. The new development in marine engineering will make the vast foreign tonnage built up to the present time practically obsolete. As stated in your issue of October 7th the economy of the Diesel engine is so great, that no coal-burning steamer can compete with the motor-driven. And yet we have still to learn of any intereSt being taken in this new marine departure by any American shipbuilder. It “as the same with the turbine engines. We followed far behind Europe, even in the experimental state. We were far behind Europe in taking up the automobile and the airship. It is true that we came to the front with a rush, and we may do so in shipbuilding eventually. What our iron and steel industries need is, less coadling by the government; the stimulus of competition will enable us to achieve a place in the deep-sea carrying trade of the world that subsidies will never secure for us. And again it becomes apparent that the tonic of free ships would be of immense benefit to our deep-sea foreign trade. A free ship bill now would allow our people to invest in these modern motor-driven ocean steamers and establish the American flag in' the carrying trade of the world, and the old bugaboo of the American wage scale would be of little consequence in this type of steamers as the coal heavers would be a thing of the past. Chicago, Ill. CHARLES DEPESEE. Nitrogen and the Soil To the Editor of SCIENTIFIC AMERICAN: I am in receipt of a copy of the letter of Drs. Lyon and Bizzell of Cornell University. Their contention that they were the frst to announce the faot that non-legumes may secure a supply of combined nitrogen from legumes (when the two are growing together) should be qualifed. According to their own admission, their first article was received by the editor of the Journal 01 Industrial and Engineering Chemistry on April 21st, 1910, and appeared in July, 1910. The inclosed letter from Prof. A. D, Hall, Director of the Rothamsted Experiment Station, and editor of the Journal 01 Agricultural Science, will show you that my article was received by him in August or early September c 1909, UnfortunatEly, however, the issue of the number of the Journal of Agricultural SCience, containir.g my article; was delayed for more than a year, and the article in question appeared in print, therefore, in 1910, Instead of 1909. In this article of mine, I state distinctir that the non-legumes, separated by a porous wall from the legumes, were able to obtain very considerable quantities of combined nitrogen. Furthermore, the photographs show distinctly the benefit derived from the association. I did not submit analyses, even though those had been made, since I did not regard it necessary to submit figures in a preliminary publication. Furthermore, the bulletin pubhshed by Drs. Lyon and Bizzell, and entitled “A Heretofore Unnoted Benefit from the Growth of .Legumes” is dated March, 1911. rn other words, this Wlas submitted to the printer several months after my article in the .Tournal of Agricultural Science appeared in print. According to the admission of Drs. Lyon and Bizzell, the number of the Journal containing this article was received at the Cornell University Library in October, 1910. Hence, they were not justified iI designating their bulletin as they did by the title given above. It will be shown by the writ!r (in his 1 I i m n n i m d i m n i i I What Motor Trucks Mean F you are not using motor trucks, we take it for granted that you do not understand the benefits to be derived from them. Possibly you have the wrong viewpoint-perhaps you have been making too many comparisons with the horses and not really investigating what the truck meant to you as a machine to perform certain work. The individual or firm that has a better delivery system has an advantage-the kind of business doesn't matter-service is appreciated universally. If The White Company can place in your hands a more efficient means of making deliveries, they have given you an opportunity of extending your field-of broadening the horizon of your product -of making good-where you had been unable to go before. White Trucks Known for Performance HO into any large city in the United States-ask the men who have the _____| largest delivery problems, to see w hat they know about these White trucks. Almost regardless of whether they own them or not, you will find that they know their record for splendid performance. To the man about to invest in trucks, a list of White owners will appeal as almost a directory of the big business men. They have invested their good money in White trucks and their endorsement is the fact that they are continually increasing their equipment. No one buys and buys again the thing that fails to stand the test. We could tell you why-because it is all in the designing-in the building-in the care we take in the production of the truck. The important thing to you is that they do perform-that White trucks satisfy their owners-and, therefore, must be the kind that you want. lSOO-lb. delivery wagons, 1/i-ton, 3 -ton and S-ton trucks-all with a universal type of power plant. Let us submit a solution of your delivery problem. It will entail no obligation 540 SCIENTIFIC AMERICAN .ecel ber !, 191 ] Poultry Secrets Disclosed We offer to all poultry raisers the essential knowledge and secret methods of many of the most successful poultry men of America. As a rule these secrets have been guarded with extreme care, for it is on them that the great successes have been built. They have cost years of labor and thousands of dollars. They will cost YOU only a trifle and a few minutes to write us. How We Obtained These Secrets Michael K. Boyer, Associate Editor American Poultry Advocate, has had exceptional opportunities and the closest friendship with poultrymen all over the country They have freely told him many of their most jealously treasured secrets, many others we have bought, and this scattered material, together with several of Mr Boyer's own valued methods, has now been coIIected in book form. It must be clearly understood that every secret printed has been obtained in an honorable way. "Poultry Secrets" First published in 1908, this coIIection of the carefully guarded secrets of famous poultrymen created a sensation 1 poultry circles It has run through thirteen editions, and is stiII selling at a lively rate. CONTENTS SECRETS OF FOWL BREEDING - Burnham' s Secrel of Breeding. Felch's Mating Secret. Mendel's Secret of Heredity. Secret of Alternating Males for Fertility. The Grundy Melhod. Curliss' Secrel of Halchmg More Pullets than Cockerels. DaVIS' Secret of Raising Every Chick. Babcock's Secrel of Developing Ihe Spike on a Rose Combed Fowl SECRETS OF FEEDING Secrel of F eeding Grams. Dr. Woods Laying Food Secret. F eeding Linseed Meal. Feedin! Meal and Salt. Proctor's Salt Secrel. Brac-kenbury', Secrel of Scalded Oals. Feeding Charcoal. Gril and Oysler Shells. Secrel of Green Feed. Secrel of Feed al Fifteen Cenls per Bushel. Sprouled Barley Secret. Smith's Secret of Preserving Vegetation in Poultry Runs. Important Feeding Secret. Miscellaneous Feed Poinlers. Chick Feed Secrels. Seely's Secrel of Dry Bran Feeding. Gowell's Fattening Secret. Gray's Fattening Secret. Greiner's Corn Feeding Secrets. McGrew's Secret of Feeding During Moulting. SECRETS OF HOUSING AND CARE - Secrel of Successful Y arding. Secrel of Telling the Laying Hen. Secret of 200 Eggs per Hen per Year. Lawney's Secret of Insect Killers. Secrel of Successful Moulting. Zimmer's Secret of Secu ring Foster Mothers. Broody Hen' Secrels. John Robinson's Secret. Secret of Chicks Dying in Shell. Secrel of Sealy Leg Cure. Sccrel of How 10 Hold a Fowl. Blan-chard's Secret of Stopping Cocks from Crowing at Night. EGG SECRETS-Brown' s Seerel of Preserving Eggs. Secret of Killing Ihe Ferlilily of Eggs. Secret of Obtaining Winter Eggs. Secrel of Ihe Angell Syslem. Secrel of Eggs A II the Year. Secret of Having Perfect Eggs. Kohr's Secrel of Selecling Layers. Kulp's Secret of Producing Great Lavers. Professor Rice's Fat Hen Secret. Crane's Secret of Holding Eggs lor Halching. Boswell's Secret of Testing Eggs. Dr. Woods' Egg Hatching Secret. MARKETS SECRETS- Judgmg Ihe Age of Dressed Poultry. Secret of Dressing Fowls. Secrel of Celery· Fed Broilers. Secrel of High Priced Slock. Truslow's Secret of High Prices for Ducks. SECRETS OF EXHIBITING -Drevenstedt's Secret of Exhibition Fowls. Heimlich's Secret of Exhibition Fowls Zimmer's Secret of Line Breeding. Rigg's Secret of Uniform Markings. Marshall's Secret of Training Show Birds. Lambert's Melhod of Growing Good Tails. Heck'sSe-crel of Adding Exhibition Weight. Fishel's Secret of Preparing Fowls for Early Fall Shows. 14th EDITION NOW READY Revised and up-to-date READ WHAT PURCHASERS SAY I received Far m Journal and .. Poultry Secrets,” and am very much pleased with both. The secrets are worth their weight in gold. Why, I paid $5.00 for the sprouted oat method. You certainly give a fellow over his money's worth. Andrew F. G. Morey, Utica, N. Y. I purchased a copy of “Poultry Secrets,” and find many helpful ideas in it, especially Dr. Wood's Egg Hatching Secret. Mrs. F. T, Darnell, Westfield, Ind. By putting within our reach these .. Poultry Secrets,” you are doing a more philanthropic work than giving alms or endowing hospitals, for you make it possible for us to make both ends meet. L. Boyce, Milwaukee, Wis. Received your book of “Poultry Secrets.” It's an exceptionally instructive work, and worth $10 to any progressive poultry-man . I would not care to take that for my copy if I could not get another. Robt. F. Kingsland, Montville, N. J. The Farm Journal came to hand, and later “Poultry Secrets,” also arrived, all of which I was very glad to receive and have been greatly interested in reading same, and think you are doing a glorious work in diffusing such valuable knowledge for so little money. F. B. Meade, Boston, Mass. As to “Poultry Secrets,” I wIll say. ( have lectured on this subject over the greater portion of this state for the pas I 6fteen years, and have about every book Ihal is published on t his subJecl in my library. and I consider thIS book of yours the most valuable I know, by far, for the general public. L. A. RIchardson, Marine, III. Is tillS cock properly held ? “Poultry Secrets"* tells you fo' to carry jo'ls, and scores 01 secrets far more important and fdferto unre'ealed. Profusely illustrated, with many fine drawings and diagrams. 64 pages Have you use for such a book ? Then read the Offer below. The POULTRY SECRETS BOOK is sold in combination with the Farm Journal, Philadelphia. The FARM JOURNAL is the standard paper for everyone who lives in or near the country, or ever has, or evel expects to. A particularly fine poultry department, more valuable than most poultry papers. 33 years old, 750,000 ,ubscriber, and more. Goes everv' where. Clean, clever, cheerful, amusing, intensely practical. Cut to fit everybody, YOllng or old, village, suburbs, or rural routes. Unlike any other paper and alway: has been. AMERICAN POULTRY ADVOCATE, the great New York State paper, published at Syta-cuse, and full of good reading matter, is always welcomed by the subscriber. Now in its 19th year. It is conceded to be one of the best poultry papers published in the United State,. Well edited by recognized authorities on the subject of practical poultry raising. Has a guaranteed circulation of 45,000 copies per month. SPECIAL OFFER For $1.00 (casl), mOTley order or check) we w'l1 senu postpaid the Poultry Secreta Book &* E
