DUPL
B 752,582


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Aſº* º/
ſhiff's
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R T E S S C ; E N T | A A
A E V E \{ | T A S |
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UNSINKABLE
SHIPS.
Illustrated and Described.
º -- --- - -- - º:==
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CUNARD COMPANY’s NEW TURBINE EXPRESS LEVIATHAN “MAURITANIA," sagoo Tons, 70,000 I.H.P.
(The above, and her sister ship “Lusit Asia,” are the largest vessels in the World.)
They are both fitted with arrangement for rendering them unsinkable, as herein described.















- ºix-------------------- ... *- : ... -- *… ...< *-i- *** * * : - ... -- ~ *.* -
- - ---- *-*----- *—a-—.--, - -º-esº- * -
The STONE, LLOYD SYSTEM
Of Hydraulically-controlled Marine Safety Bulkhead Doors
rendering
SHIPS PRACTICALLY UNSINKABLE.
(J. Stone & Company, Limited, and Norddeuſ scher Lloyd's combined l’atients.)
Patented throughout the World.
Sole Licensees and Manufacturers for Great Britain and Ireland and the British Dominions
beyond the Seas:
J. STONE & COMPANY, LIMITED,
DEPTFORD, LONDON. S.E.
CUNARD COMPANY'S TURBINE ATLANTIC LINER “CARMANIA,”
Fitted with arrangement for rendering her unsinkable, as herein described.
20,000 Tons, 21,000 I.H.P.




( 4 )
Iransportation
library
*_2
<! 2
^ ->
o a e
. § 7.
Already adopted
for the whole of their new vessels by
THE CUNARD COMPANY.,
NORDDEUTSCHER LLOYD,
HAMBURG-AMERICAN COMPANY.,
COMPAGNIE GENERALE TRANSATLANTIQUE,
HAMBURG SOUTH AMERICAN COMPANY.,
LONDON & NORTH-WESTERN RAILWAY,
GREAT CENTRAL RAILWAY,
SOUTH-EASTERN & CHATHAM RAILWAY,
and everywhere proved to be
A N UN Q. U A L I FI E D S U C C E S S.
-
CUNARD COMPANY'S ATLANTIC LINER “CARONIA,” 20,000 Tons, 21,000 I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.

( 6 )
Approved by
LLOYD’S.
BOARD OF TRADE.
*GERMANISCHER -LLOYL).
BUREAU VERITAS.
*The Germanischer-Lloyd have already granted a special class in their Registry for vessels fitted
with the “Stone-Lloyd.” System.
ROYAL INDIAN MARINE TROOPSHIP “NORTHBROOK,” 6,ooo Tons, 7,ooo I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.

( 8 )
A p proved by the British Admiralty
AND INDIAN GOVERNMENT,
and fitted On all the
LA T E S T S UBS ID IS E D C R U IS E R S
and Troop—Ships.
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**
ºr ºr
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ROYAL INDIAN MARINE TROOPSHIP “DUFFERIN,” 9, 100 Tons, 1,000 I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.








( Io )
Equally Suited for
Largest and Swiftest Ocean Liners,
War Ships of all descriptions,
Passenger Steamers of all sizes and descriptions,
Ocean Tramps.
Cat n be reſt di Zi/ /i//ec/ to ea is ting bw Z/t/tead doors of at 71 classes of I-essels,
T I-A ic// cot /, ( / Zus be 7'ezvale red /) rat c/ icot/Z 1/ 17 rust rv/ra/, le.
The Hydraulic Plant supplied by J. STONE & COMPANY, LIMITED, which operates the
doors, can also be used for working cranes, lifts, reversing gear, and other purposes.
On / Oa 7'd ' ' La Pro Wre/vee " (f//w.strated on page 76), // e Zottest I ressel D wilt for the
Compa () 7% te G6 rº €7°o le 7'7"ct was catſ (t , , / ; ) we, the /, /dzºa wall ic yoo wrez referred to was a Zso
w/i Z7 zed wi (/, // e greates ( /) ossi b /e sizccess as above 77ventioned. This not on Z1/
7°orſ wz ced er//e7nse. () (1 & Wras a 'so a 0 7"eat corn Irent ence.
-
-
-- –-
- - - - - - - - - - - - - -
IMPERIAL MAIL STEAMER “KAISER WILHELM II.," 19,400 Tons, 40,000 I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.



( 12 )
Special Features.
1.—Bulkhead Doors simultaneously closed from the Bridge.—The officer of the watch can, in case of threatened
danger, simultaneously close the whole of the bulkhead doors throughout the vessel, and render her practically unsinkable, by
simply opening a small hydraulic valve on the bridge, or in the Captain's cabin ; an electric gong in each compartment being
set ringing for about 10 to 20 seconds before the doors commence to close, so as to give the crew due notice,
2.–Escape of Crew provided for.--In order to provide for the escape of any of the crew who might be shut up in
One of the compartments when the bulkhead doors were so closed, the apparatus is designed in such a way that anyone so situated
can operate a lever on the particular door which bars his exit, which door will then open, allow him to pass through, and
afterwards automatically close behind him.
(This provision effectually disposes of any desire on the part of the crew to tamper with the arrangement, which there
would naturally be if there were no ready means of escape provided for them, should they be shut in a compartment when all
the doors had been simultaneously closed from the bridge.)
3.—During foggy weather or dangerous navigation, vessels can be readily worked with doors normally
closed.—Owing to the ease and perfect simplicity with which the “Stone-Lloyd ‘’ hydraulic doors can be operated from either side
of the bulkhead by simply pressing a lever, and the certainty of automatic closing as soon as the operator has passed through, no
difficulty is experienced during foggy weather or dangerous navigation, in working the ship with the doors normally closed;
whereas with ordinary bulkhead doors, owing to the time and trouble necessarily taken in opening and closing them
every time they are operated, they have to be kept normally open, and are closed only in times of extremest danger, and
then, owing to a sudden inrush of water they cannot sometimes be closed at all, and the vessel is lost. (Wide Loss of
H.M.S. “Victoria,” see page 39.)
(Continued.)
IMPERIAL MAIL STEAMER “DEUTSCHLAND,” 16,200 Tons, 35,000 I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.
14

Special Features (Continued).
4.—Bulkhead Doors automatically closed by inrush of water.-Should a collision take place, or the vessel
strike upon a rock, and the officer of the watch fail from any cause to close the bulkhead doors, then the inrush of water
into the damaged part of vessel would at once cause a float to rise, which would automatically operate a valve in connection
with the bulkhead doors in the immediate vicinity of same and cause them to close, so that the damaged compartment of
vessel would at once be automatically shut off from the other compartments, and the vessel would thus be rendered perfectly
safe. Further, after a door has been closed by this action, it cannot be operated from the bridge until the compartment is
cleared of water, but the door can be opened by hand from either side of the bulkhead.
5. –Facilities for operating Bulkhead Doors.--Each door can also be opened and closed from the deck, as well
as from the inside or outside of compartment, and can be operated by means of ordinary mechanical hand-gear, as well as
automatically.
6.—Indicator on Captain's Bridge, to show position of doors. By means of an Indicator on Captain's Bridge,
the officer in charge can at any time see at a glance whether and what bulkhead doors are open or closed. (See page 69.)
COMPAGNIE GENERALE TRANSATLANTIQUE NEW MAIL STEAMER “LA PROVENCE,” 15,000 Tons, 30,000 I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.



( 16 )
Absolute Reliability in Time of Danger.
In order to ensure that the apparatus may be absolutely relied upon, and that the crew may know exactly what to do
in the hour of danger, the officer in charge of every unsinkable ship has instructions to operate the whole of the bulkhead
doors twice in every twenty-four hours, once during the day and once during the night, so constantly demonstrating the
practical unsinkability of the ship to all on board, and obviating all fear of panic in case any collision or other accident
should take place.
- -
- | - - -
--- -- ==
ºlº
IMPERIAL MAIL STEAMER “AMERIKA,” 23,ooo Tons, 15,ooo I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.


( 18 )
Advantages to Passengers.
The extra comfort and enjoyment to Passengers of knowing that they are sailing in a practically unsinkable ship are too
obvious to need comment, and such knowledge would doubtless prevent panic, both as regards passengers and crew, in the event
of collision or other accident.
Now that the System is proved to be an established success, Passengers will naturally prefer to book their passages by such
vessels in preference to those not so fitted.
( 19 )
IMPERIAL MAIL STEAMER “KRONPRINZ WILHELM,” 14,908 Tons, 33,000 I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.

( 20 )
Saving in Annual Expense to Shipowners.
Extra first cost of Installation saved over and over again in a few years.
Considering that the risk of the sinking of a vessel fitted with the “STONE-LLOYD '' System is now practically done away
with, there should naturally be a considerable saving in the annual amount debited by shipowners to insurance account, whether
they insure their own vessels or not; and assuming the first cost of the “STONE-LLOYD '' System for a vessel costing say £300,000–
equals £3,000—or 1 per cent. of its total value, then the mºre on this amount should be saved over and over again in insurance
alone, so that, quite irrespective of all other advantages, and from the simple point of view of saving in annual expenses alone,
it is actually cheaper for shipowners to have their vessels rendered practically unsinkable, than to allow them to remain liable to
be sunk, as hitherto.
IMPERIAL MAIL STEAMER “PRINZ EITEL FRIEDRICH,” s.s05 Tons, 7,500 I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.


Increase of Revenue for Shipowners.
In addition to the saving in annual expense referred to on previous page, which should repay the extra first cost of the Installation
over and over again in a few years, there will certainly be a very considerable increase of revenue derived from the additional
passengers, who will naturally prefer to travel by unsinkable ships; and shipowners, who are able to advertise their vessels as
dº -
practically unsinkable will, of course (other things being equal), ensure having the largest share of the best paying passengers.
SOUTH-EASTERN AND CHATHAM RAILWAY COMPANY'S
- -
. . . . .
/ - -
- -
| º, º Tº
—iliºiº-º-º: -
CROSS-CHANNEL TURBINE S.S. “ONWARD" (DOVER TO CALAIS), 1,700 Tons, 8,000 I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.




Perils of the Sea reduced to a minimum.
Before fitting the STONE-LLOYD System on their Steamships “Caronia " and “Carmania,” the Cunard Company first of
all satisfied themselves that the arrangement fitted on board the Hamburg-American Company's Steamship “Deutschland ’’ was
in every way satisfactory. Since then, after exhaustive trials extending over upwards of twelve months on board the
Steamship “Caronia,” and more recently on the Steamship “Carmania,” the Cunard Company have been so satisfied with
the result, that they have given orders for their two new Express Turbine leviathans, “Lusitania'' and “Mauritania’’ (which
are intended to lead the way in still further developments of marine engineering), to be fitted with the “STONE-LLOYD ''
System, and so render them practically unsinkable.
The fact that the premier English Company, after exhaustive trials, have decided that in future their vessels, equally
with the great German and French Liners, shall be rendered practically unsinkable, marks a further distinct step in doing
away with the perils of the deep, which are still such a bugbear to a large number of those who have to travel by sea.
As soon as the “STONE-LLOYD '' System is universally adopted, travellers will think no more of the dangers of a journey across
the Atlantic or round the world by steamship, than they now do of a few hundred miles' journey by railway at home.
SOUTH-EASTERN AND CHATHAM RAILWAY COMPANY'S
º
º
-
-
-
CROSS-CHANNEL TURBINE S.S. “IN VICTA " (DOVER TO CALAIS), 1,700 Tons, Sooo I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.

( 26 )
Unsinkability a sine qua non for Passenger Ships in the near future.
Now that it has been fully demonstrated that by the adoption of the “STONE-LLOYD "System (so rendering ships practically
unsinkable) thousands of lives may be saved every year, and this without laying any fresh burden upon the shipowner, it is
only reasonable to expect that the Board of Trade will soon require that all vessels built in future (Passenger Vessels
particularly) shall be so fitted, just in the same way as they now require every ship to carry the proper number of boats,
life-belts, etc., etc.
It will, however, be evident that enterprising Shipping Companies will naturally wish to be amongst the first to avail
themselves of this means of rendering travelling by their particular line of vessels attractive and popular; and in this
connection it is interesting to see that the Cunard Company, at any rate, do not intend to allow their German and French
rivals to outbid them as regards the safety and comfort of their ships, and are fitting all their new vessels with the
“STONE-Lloyd " System, as also are some of the more enterprising Railway Companies with regard to their Cross-Channel and
other Passenger Steamers, including the London and North-Western, Great Central, South-Eastern and Chatham Railways, etc.
AUSTRALIAN LINER “SCHARNHORST,” 8,831 Tons, 6,300 I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.

( 28 )
List
Steamer.
“MAURITANIA "
“LUSITANIA ’’...
“CARONIA ’’
“CARMANIA " ...
“Du FFERIN '' ...
“No RTHBR.ook ''
“KAISER WILHELMI II.”
9
“ DEUTschlax D '
“LA PROVENCE"
“ KRON PRINz WILHELMI ''
“ BREMEN ''
“BARBARoss A ’’
“FRIEDRich I, E G Ross E ''
“AMERIKA ''
“KRoN PRINZ Essix CEcIL11: ''
“WASHINGTON ''
“PRINz LU Dwig "
“KAISERIN AUGUSTE
Victor IA '
y
Tonnage.
32,500
32,500
20,000
20,000
6,300
(5,000
19, 100
16,200
15,000
| 1,908
! I, l l ()
10,7(5 |
l(),568
23,000
19,500)
l(5,000)
| (),000
“KöNIGIN LU is E ''
“ NEC KAR ''
“IRoox ''
25, [.j()
| (), (56
9,83.5
S,000
of Vessels already fitted, or now being
fitted, with the
“Stone-Lloyd" System.
I.H.P.
70,000
70,000
21,000
21,000
9,800
7,000
10,000
3.5,000
30,000
33,000
8,000
7,000
7,000
1.5,000
13,000
13,000)
7,000)
17,000
7,000
j,.j00
j,000)
Route.
Cunard Co.'s New Turbine Express Leviathan.
Cunard Co.'s New Turbine Express Leviathan.
Cunard Co.'s Atlantic Liner.
Cunard Co.'s Turbine Atlantic Liner.
Royal Indian Marine Troopship.
Royal Indian Marine Troopship.
Atlantic Liner.
Atlantic Liner.
Atlantic Liner.
Atlantic Liner.
Australian Liner.
Australian Liner.
Australian Liner.
..Atlantic Liner.
Atlantic Liner.
Atlantic Liner.
Far East Service.
.Atlantic Liner.
Australian Liner.
Atlantic Liner.
China and Japan Liner.
(Continued.)
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- ºr-nº- -
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T-
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IMPERIAL MAIL STEAMER “KöNIGIN LUISE." io,566 Tons, 7,ooo I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.

( 30 )
List of Vessels already fitted, or now being fitted, with the
“Stone-Lloyd " System—Continued.
Steamer. Tonnage.
“ZIET EN '' ... tº gº tº tº º 7,900
“SEYDLITz '' ... tº tº e tº gº tº 7,900
“SchARN HoRST '' gº e e gº º ſº. 8,831
“PRINz Eith L FRIEdrich " ... 8,86.5
“CAP ORTEGAL '' ... tº e G 7,500
“CAP BilAN Co '' tº tº ſº & © a 7,500
“CAP VII.A.No '' & gº 10,000
“S.S. No. 184 (Sister Ship)... 10,000
Building by Messrs. Blohm & Voss.
** BU Low " ... & ſº º & ſº tº 8,500
“GöBEN '' & © tº tº a de * * * 8,500
“YORK '' tº gº a e g tº tº e ge 8,500
Sister Ship to “York '' vº e G 8,500
“GN Eisl:NAU ’’ e e > tº ſº º 7,500
“Schi, Eswig ’’ ge g tº tº e e 7,500
“SEEA DI. Eix '' ... tº º º is e e -
“ON WAR 1) '.' ... gº º żº e e e 1,700
“IN vic'ſ A '' ... tº a s tº º & 1,700
“Scot IA '' * @ 9 gº tº º tº e & 1,872
“SLI EV 1: MoR E '' g & ſº tº º, e. l, 138
“SLIEVE BA WN '' e e ∈ <- tº tº l, 147
TURBINE S.S. ... tº e 9 ge e ſº 1,950
Tu RBIN E S.S. ... gº tº e * g g 1,950
I.H.I2.
5,000
5,000
6,300
7,500
4,800
4,500
6,600
6,600
6,000
6,000
6,000
6,000
5,000
5,000
8,000
8,000
5,500
2,750
3,000
1,850
1,850
Route.
Australian Liner.
China and Japan Liner.
Australian Liner.
To East Asia.
River Plate Service.
River Plate Service.
South American Liner.
South American Liner.
Australian Liner.
Australian Liner.
Australian Liner.
Australian Liner.
Australian Liner.
South American Liner.
Tender to Norddeutscher Lloyd Steamers.
South-Eastern & Chatham Railway Co.'s Cross-
Channel Turbine Steamer.
South-Eastern & Chatham Railway Co.'s Cross-
Channel Turbine Steamer.
Irish Cross-Channel Steamer.
Irish Cross-Channel Steamer.
Irish Cross-Channel Steamer.
Great Central Railway Company's North Sea
Steamer.
Great Central Railway Company's North Sea
Steamer.
_----
—- - -
--
ARRANGE
RRANGEMENT
A EN
-
Shewing the
S -
TONE - LLOYD, SYSTEM
Fifted in the New 25 Knot
- L - "M w
TURBINE CUNARDERS LUSITANIA & MIAURITANIA
-
– -
A’ec / // / \
a d L//Nyasſ.S. Are A*Ar A-SE M 7" YDAºA alyz-ſc //YS 7 A/- LA 7T/O/Y. *
- - -
| | | |
| ||
\ ||
| | || \\
| - \ -
| \\ \
*
| \ -
\ - TAL
| - ope RATING PEDES |
captain
-sº BoAT DEck |
º | BoAT Deck _*** ** – - B- |
º -------- - - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - – - - - - ----------- --- - - --- Hi- -
* Etº- == Erovenape Decº
PROMENADE Deck PROMENA DE Deck - Gael Teº Deº
EHEEE - - - - - - - - - - - - - - - - - - - - - - - - - -- --- - - - - - - -------- -- - - - - - - - - - - - - - - - -
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- - - - - - - - - - - - - - - - - - - - - - - ---------------------- -- - - - - - - - - - - - - - - - - -
|--
UPPER D =ck Fu N N EL HATCH ºr ºver UPPER DEck runnel Harcº ºne ºr . -
- - - - - – ---------------------- -7------------------- - - - - - - - HATCH HATCH s -
a - -E
|- - - DATION Sto Low EP. DECK
------ MAN D =ck MAN Decº -------- | Accomopatoº Accoº -
Accoraoparror, | | TT ------------------------------------------------|-T-----------------, - F Fars ------------ -----------—H------ FAN Accorvo DATION -
A MAIL AND P R A FAN Co LD Co LD AN COAL FAN FAN - O N OPERA va-ve -
-- - - - - Low ER DEck cCO tº O DATION ARCEL H.O.O.M. C COMO DAT On Acco Mo DATION ROOM storage Storage Room Poor CoAL º: º Accoraodation tºº Room || Room ºne ºr - - - | *** |_ - - - - - ----- 4... ºv. A. .
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– S | ORLoP Deck H. - - - - - - - - - - - º - -
–- TE E R N G GEAR - - - - - : - - - - - --- _- --- -
– T- ENGINE º ROOM B O L E R RO O M BOLLER RO O. M. - – |
--- / I lowes oat-o- Deck \ ENGINE Ron a RO O. M. E O L. E. R. -------------------- - w -
5u Pelºw - - water Bell as -
– S Taº- - Tº ºn tº its c Tan wº º - - -
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|||||||||||||III | II. IIIll. II
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TUNNEL B R - B O L E R - BO LER
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STEERING -E E N G | NE + dooz wºo IT –––. ------ - - - 1–--—----------------- Doo |---PASSAGE--- - - - - - - - - - - - - -
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– BU N - ER Bunk E. R. Bu N KER Bunk
T-722 L_ - *-22 wº wº.2 _2^l-—













































Diagram of the Cunard Company's New Turbine Express Mail Steamer “Mauritania " (this and her sister
Ship the “Lusitania " are the two largest vessels in the world) having 36 Bulkhead Doors, all
Simultaneously operated from Captain's Bridge, SO as to render her practically unsinkable.
Description.
The diagram shown on the opposite fly-sheet shows the “Stone-Lloyd " Patent Installation, as fitted to the new 25-knot Mail
Steamers of the Cunard Company. The Watertight Doors are 36 in number, and are supplied with pressure from a main which
runs the length of the vessel. The pressure is maintained by two Duplex double-acting vertical pressure pumps, placed in the engine
room, and which normally are both working. The pumps are fed from the vessel's main steam supply, and are each of sufficient
capacity to close the whole of the 36 doors fitted in about 15-20 seconds, when running at 40 strokes per minute; consequently,
should either one of the pumps be stopped, either through breakdown, or for the purpose of overhauling, etc., the other pump is
still of ample capacity to fulfil the above requirements.
Normally, that is to say, when no doors are being operated, the pumps work at about two strokes per minute, and discharge
through a circulating valve into the exhaust main placed in the forward boiler room, thus allowing a constant circulation of water
throughout the entire system, without loss of pressure; in this way the temperature is normal, even though passing over the top of
the boilers.
In conjunction with the pumps and pressure main, is fitted a governor, which, actuated by the hydraulic pressure, automatically
regulates the quantity of steam passing to the pumps, and consequently keeps the water in the main at a constant pressure of 700 lbs.
per Square inch.
The pumps draw their supply of fluid from a 300 gallon galvanized wrot-iron tank placed near the pumps in the engine-
room. The fluid is composed of a mixture of glycerine and water to form a non-freezable compound, and at the same time to serve
as a suitable lubricant and preservative for the leathers, etc., in the valves and cylinders.
An operating valve is placed in the forward boiler room, and is served with pressure from the pressure main, and is connected
by wires and chains to the operating pedestal placed in the wheelhouse on Captain's Bridge. On this valve being opened, the
pressure passes into a pilot main running nearly the full length of the vessel, and closes all the 36 doors in about 15-20 seconds.
Each door is fitted with an Hydraulic Cylinder of sufficient capacity to close the door with a force of two tons, while a
greater force is available to open the door.
A Patent Hydraulic Controlling Valve is provided at each door of such construction that by means of a controlling handle
fitted to both sides of the bulkhead, a man has complete control over the door, although the pressure may be on from the operating
pedestal to close all the doors. Should a door be thus opened locally, the release of the controlling handle immediately causes the
door to automatically close.
The exhaust main runs nearly the full length of the vessel, and takes branches from all controlling valves, and all mains are
provided with patent unions with special joints.
An arrangement is provided, by means of which men below are warned of the intention to close all doors, by the automatic
ringing of electric gongs; and the officer on the Bridge is able to see, by means of an electric indicator, the position of each door,
whether open or closed.
- - - - -
IMPERIAL MAIL STEAMER “NECKAR,” 9,835 Tons, 5.5oo I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.


( 34 )
German Shipowners already advertise the unsinkability of their vessels in principal English Daily
Newspapers, so as to secure a larger share of English passengers.
See extract from “THE TIMES,” dated March 6th, 1906.
NORDDEUTSCHER
LLOYD from souTHAMPTON
TO CHINA AND JAPAN
Without transhipment.
Calling at Gibraltar. Genoa. Naples, Port Said.
Suez. Aden, Colombo, Penang, Singapore Hong-Kong.
Shanghai, Nagasaki. Hiogo. and Yokohama. Through
tickets to Rangoon by special connexion (with British
India Co.) at Penang.
SA (‘HSEN ... - - - & ſº e tº º ºs ... 5,026 tons, Tues., Mar. 6
Pl: I NZ | | | | N RI ( ' | { e - e. ... 6,263 tons, Tues., Mar. 20
T() AUSTRALIA,
Calling at Genoa, Naples, Port Said. Suez, Aden.
Colombo, Fremantle, Adelaide, Melbourne, and Sydney.
Through tickets to all New Zealand ports,
DA lº MSTA I)"I' & º tº e & tº e - 5,012 tons, Mon., Mar. 26
SEY I) LITZ ... g & © * * * a s e ... 8.000 tons, Mon., Airl. 23
Ol.,I) EN BU lºſ , tº e tº ... 3,006 tons, Mon., May 21
To NEW YORK, Calling at CHERBOURG.
FASTEST EXPRESS SERV I ("E.
KA IS E R \\ | 1 , H E I,\! I [. e - ºg ... 20,000 tons. Wed., Mar. I 1
KHON PR N Z \\' I I, III., I, M ... ... 15,000 tons. Well., Mar. 28
NOTI ("ES. SPECIAL TRA | NS leave Waterloo Statiºn at 9.25
a.m. on sailing days in connexion with all steamers from South-
allipt 011.
THE STONE-LLOYD system of water-tight bulk-
head doors, rendering ships practically unsinkable,
is being fitted in all the Company's fast steamships
not already provided with them.
HAM BURG
SOUTH AMERICAN LINER “CAP ORTEGAL,” 7,500 Tons, 4,8oo I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.


( 36 )
All the great German Steamship Companies are having their Passenger Vessels rendered practically
unsinkable by the adoption of the “STONE-LLOYD " System.
See e.vtract from “THE SYREN AND SHIPPING,” January 31st, 1906.
“No less than 150,000 tons of new shipping are at present on the stocks in Germany, and the Steamers this total
represents are nearly all intended to compete with British Lines in the Far Eastern trade. We understand that every one
of these ships is to be fitted with the well-known “STONE-Lloyd " Safety Bulkhead Doors. A further indication, this, of the
determination of the German competitor to leave nothing undone calculated to attract passengers to his flag.”
IMPERIAL MAIL STEAMER “ZIETEN,” 5,ooo I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.

Extracts from Official Admiralty Minute on the Loss of
H. M. Battleship “VICTORIA."
“That . . . . . . before the collision took place, a large number of watertight doors, hatches,
and ports were open, and that owing to the inrush of water, many of these, situated in the forward part
of the ship, could not afterwards be closed. Many compartments must therefore have been flooded in
addition to those which were actually breached by the collision.
“The question remains ; What would probably have happened if all doors, hatches, &c., had been
closed in the “Victoria " before the collision took place P Investigation shows that while the loss of
buoyancy must in the case have been considerable, yet making all due allowance for probable damage, the
ship would have remained afloat and under control, and able to make port under her own steam.
Her bow would have been depressed about to water level ; her heel to starboard would have been about
one-half of that observed before the lurch began ; her battery ports would have been several feet above
water, and she would have retained ample stability.”
The above Extracts from Official Admiralty Minute clearly show that if the “Stone-
Lloyd’” System had been fitted in H.M. Battleship “Victoria,” she would certainly
have been saved, together with her officers and crew.
- -
IMPERIAL MAIL STEAMER “BREMEN,” ºr, iro Tons, 8,000 I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.

( 4o )
The “ Stone-Lloyd" System for rendering Ships practically
Unsinkable.
Ever since the foundering of H.M. Battleship “Victoria’’—when she went down within a few minutes of being struck by
the “Camperdown,” with the greater part of her officers and crew J. STONE & COMPANY, LIMITED, have realised the immense
desirability of discovering some means by which the risk of such a catastrophe might be reduced to a minimum, if not entirely done
away with, and this idea has been accentuated from time to time as they have heard of such vessels as the “Drummond Castle,” the
“Elbe '’ the “Bourgogne,” and many others—each of which cost hundreds of thousands of pounds—foundering with hundreds of lives,
all of which might have been saved if only some such system as that herein referred to had been known and fitted; and now that the size,
cost, and carrying capacity of vessels are being developed to such an enormous extent that, as in the new Cunarders, the cost of each
vessel will be upwards of one million pounds, and the number of crew and passengers equal to the population of a small town,
it will be readily understood how vastly important the necessity for some means of rendering such vessels unsinkable has
now become.
It is, therefore, with the greatest pleasure that J. STONE & CoMPANY, LIMITED, have to announce that after many years of careful
investigation and experiment, and long and exhaustive trials in actual use on board some of the largest and swiftest mail steamers in the
world, they have, in conjunction with the Norddeutscher Lloyd, succeeded in producing a system which will render all vessels divided
into compartments practically unsinkable, and so that, in ninety-nine out of every hundred cases where hitherto the vessel would, in all
probability, have foundered, owing to the sudden inrush of water before the bulkhead doors could be closed, such a calamity should
now be next to impossible, with vessels fitted with the arrangement herein illustrated and described.
In some cases shipowners, recognising the importance of having water-tight bulkheads, but at the same time realising the
danger of having communicating doors which, in the hour of danger, might not be able to be closed in time to stop the sudden
inrush of water, have hitherto preferred to put up with the serious loss and inconvenience caused by carrying up the bulkheads
to the underside of the deck above the waterline, and so doing away with doors for communicating between different compartments
altogether.
(Continued.)
- - - -
HAMBURG SOUTH AMERICAN LINER “CAP BLANCO,” 7,500 Tons, 4,500 I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.


The “Stone-Lloyd " System for rendering Ships practically
Unsinkable.
(Continuation.)
With the advent of the “Stone-Lloyd " System, however, the danger referred to is entirely obviated and the loss and
inconvenience caused by door-less bulkheads are also done away with.
The System is equally applicable to the largest ocean going mail steamers, and battleships, to passenger vessels of all sizes
and descriptions, as well as to ocean tramps, and can be readily applied, at a comparatively small cost, to the existing bulkhead doors
of all classes of vessels, any of which may thus be rendered practically unsinkable, and the extra cost of doing this should be saved
over and over again in a few years by the reduction in the cost of insurance.
So great are the advantages of the “Stone-Lloyd '' System, that it has already been fitted to several of the largest and swiftest
vessels in existence (see pages 29 & 31). It was first exhaustively tried and then officially adopted by the Norddeutscher Lloyd for the
whole of their passenger steamers (see page 49); then by the Hamburg-American Company, who fitted it to their finest ship,
“Deutschland.” This Company were so pleased with it, that they have since fitted it on all the new vessels built and now building
for them, both in this country and in Germany. Then the Cunard Company, not to be outdone by their German rivals, had
their two new vessels, “Caronia " and “Carmania’’ fitted with it, and with such satisfactory results that they have since ordered it
to be fitted on their two new record-breaking turbine leviathans (the largest vessels in the world) now building, and which are
intended to be a great step in advance of any other vessel in existence. The same remark also applies to the Compagnie Générale
Tranatlantique of France, who have fitted it on their new ship, “La Provence,” recently launched at St. Nazaire, and have also
ordered it to be fitted in their new vessels about to be built for the Trans-Mediterranean trade between Marseilles and Algiers, and
the Hamburg South American Line have also ordered it to be fitted to their new vessels building for the South American trade.
Not only so, but the Indian Government also fitted it to their troopship, “Dufferin,” built by Messrs. Vickers, Sons &
Maxim, Limited, and this gave such satisfaction that the same arrangement is ordered to be fitted in the new troopship, “Northbrook,”
now being built by Messrs. J. Brown & Co., Limited, of Clydebank.
(Continued.)
STEAMER “BARBAROSSA,” ro,761
IMPERIAL MAIL
-
T ºns,
7,ooo I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.


( 44 )
The “ Stone-Lloyd" System for rendering Ships practically
Unsinkable.
(Continuation.)
It has also been fitted by the London & North-Western Railway Company in their cross-channel steamers, “Scotia,”
“Slieve More,” and “Slieve Bawn,” and the South-Eastern & Chatham Railway Company have fitted it on their latest type of
cross-channel turbine steamers, “ Invicta '’ and “Onward.”
The Great Central Railway Company have also given orders for it to be fitted to their two new steamers now being built.
J. STONE & COMPANY, LIMITED, desire to point out that having had upwards of 60 years' experience in the manufacture and
designing of ships' fittings of all descriptions (many of which have been adopted in nearly the whole of the principal navies and
shipping companies of the world), they are in the best possible position for knowing what would be most suitable for ship purposes.
J. STONE & COMPANY, LIMITED, could readily have obtained the same mechanical results in operating bulkhead doors by means of
electricity, steam, or compressed air; but their experience fully confirmed the official report of the German experts appointed to consider
the question of the most suitable motive power for operating bulkhead doors (see page 47), which report may be summarized as
follows, viz, : that “Steam is dangerous; Electricity unreliable, sometimes dangerous” and generally difficult to locate faults when
anything is out of order; and Compressed Air too expensive.” Under the circumstances J. STONE & COMPANY, LIMITED, decided to
use hydraulic power, which, as stated in the above-mentioned report, is simple, reliable, absolutely free from danger, easily understood,
and readily repairable when out of order by any ordinary workman, and therefore by far the most suitable for ship purposes.
* The dangers of using electricity where calles or connections are anywhere near coal bunkers where inflammable gas is given off, or in the neighbourhood
of powder magazines. have been fully exemplified in the terrible explosions and total loss of the United States battleship. “Maine.” the Japanese battleship,
" Mikasa.” and, just recently. the Brazilian battleship. “Aquidaban,” all of which vessels are believed by many experts to have been lost entirely owing to
some defect in the electrical fittings.
| | -
l *L*-*.*.*.*.
-------- ---, -
---------------- --
------------------------- -
- - - - -
IMPERIAL MAIL STEAMER “FRIEDRICH DER GROSSE,” ro,568 Tons, 7,ooo I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.
- -










( 46 )
EXTRACTS from Report of Committee appointed to consider the motive power to be employed on
German Vessels for the opening and closing of bulkhead and other doors.
The motive powers considered were Steam, Electricity, Compressed Air and Hydraulics.
STEAM.
“This should, under no circumstances, be used as a motive power in the opening and closing of bulkhead doors, because of
the dangers attached thereto. In the event of one of the pipes breaking, the room in which this may be is rendered inaccessible,
and there is always a danger of someone being scalded.”
ELECTRICITY.
“Against the use of Electricity there are various objections. In the event of the conducting wires becoming damaged, there is
always a danger of fire breaking out; also in the event of the motors or engines being stopped or started quickly, sparks may
unexpectedly cause the contacts to become useless; further, any great overpressure of the installation may easily bring about an
interruption of the current, and melt the safety plug. Under similar circumstances, a steam engine or hydraulic apparatus will come
to an immediate standstill. The greatest objection, however, to the use of electricity is the great difficulty, even for an experienced
hand, to detect any interruption or breakage of installation or of the conducting wires. For economical reasons, too, Steam,
Compressed Air and Hydraulics are to be preferred to Electricity.” -
COMPRESSED AIR.
“The expense in providing the Air Pumps does not in any way recommend this means as a motive power in such instances.”
HYDRAULICS.
“This is certainly one of the cheapest and most reliable motive powers for working any kind of safety apparatus from a
distance. Hydraulic machinery can be applied as a direct motive power. It is noiseless in action; cheapness, safety, speed and power
are combined in it; and on board vessels it is highly advantageous for driving supplementary engines.”
“There may, perhaps, be some objections to the use of any automatic mechanical power in the opening and closing of bulk-
head doors, the chief of which may be that the discipline of the crew might be unfavourably influenced. This objection, however,
may be met when we consider that any such reliable apparatus challenges at all times the conscientious discharge of a man's duty.
From a technical point of view a reliable mechanical arrangement for the opening and closing of bulkhead doors, from any one or
any number of points in the vessel at the same time—whether singly or any number together—must recommend itself to the consider-
ation of those engaged in the construction of vessels, and more especially to those who make laws for the safety of life and property
at sea; a point not to be forgotten in the tactics which can be exercised, by the aid of a reliable mechanical power, in the opening
and closing of doors on board men-of-war.”
--~
S.S. “SEEADLER,” PASSENGER TENDER TO NORDDEUTSCHER LLOYD MAIL STEAMERS.
Fitted with arrangement for rendering her unsinkable, as herein described.

( 48 )
Officially adopted by the Norddeutscher Lloyd, and ordered to be fitted
to the whole of their Passenger Steamers.
Extract from Directors' Report at Ordinary General Meeting of Norddeutscher Lloyd, dated
April 19th, 1902.
“Now that the Hydraulic Door closing Arrangement, fitted by way of trial on the ‘S.S. Königin Luise,’ some years
since, by which it is possible to close all the doors simultaneously from the Order Bridge, by the turning of a lever, has
proved so entirely satisfactory, we have decided to adopt the Door-closing Arrangement for all doors below the water-line,
both on all our Transatlantic Passenger Steamers now building, as well as gradually on our Large Passenger Steamers already
in service. Six of our Transatlantic Steamers have already been equipped with this arrangement during the past year.”
( 49 )
- - - - - - --
HAMBURG AMERICAN LINE.
IMPERIAL MAIL STEAMER DEUTSCHLAND
Indicated Horsepower 35000(rossTonnage 16,200
FITTED THROUGHOUT WITH THE STONE-LLOYD SYSTEM OF PATENT HYDRAULIC WATER-TIGHT D00RS,
RED LINES REPRESENT HYDRAULIC INSTALLATION.
Scale sº Full Size
| |
stEERING & CHART House
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- -
l_- - - - -
- - - - - -





























Hamburg-American Company's Imperial Mail Steamer “ Deutschland.”
Description.
In the arrangement illustrated on opposite fly-sheet, which shows the Stone-Lloyd System as fitted on the Hamburg-American
Co.'s Imperial Mail Steamer “Deutschland,” pressure is supplied to all the doors by a pressure-main running the whole length
of the ship, and which is in communication with four capacious patent steam hydraulic accumulators, of entirely novel design, and
which are of sufficient capacity, when fully charged, to supply pressure at 500 to 700 pounds per square inch, to close 24 doors and
to open and close a group of eight doors, even should the pumps be stopped. The accumulators and pressure main are
charged by a powerful duplex long-stroke slow-speed hydraulic pressure-pump, which is capable of supplying pressure to close
all doors in 10 to 15 seconds without the accumulators.
The hydraulic pump draws from a 500-gallon tank, which, together with the pump and accumulators, is above the
water-line, thus ensuring that the hydraulic installation shall not be stopped if the water should rise in the compartment in
which pump, &c., is situated.
A branch from the pressure-main rises to the bridge, and the pressure can there be turned, by means of a distribution
box, into either of two smaller pilot mains, running the whole length of the ship, one for operating the controlling valve at
each door to close the door, and the other for opening same.
Each door is fitted with an hydraulic differential cylinder of area sufficient to close the door with a force of from 30 cwts.
to 2 tons (or more if desired), and the area of the opening cylinder is such that a greater force is available to open the door.
Each door is fitted with STONE's Patent Hydraulic Controlling Valve, to which is connected the main pressure-pipe, and
also the opening and closing pilot mains; connections are also made to each end of the cylinder for respectively opening
and closing the door to the exhaust main, and also to STONE'S Patent Automatic Bilge Float Valve for closing door of a
compartment on the rise of water on either side.
The valve may be operated to open or close door from a handle fitted to both sides of the bulkhead, and the door
will remain in the position corresponding to the last movement of the handle, but if either of the pressures to open or to
close all doors is on from the bridge, the door will automatically open or close corresponding to the bridge pressure, or if
the Automatic Bilge Float Valve is acting, the door will automatically close.
The Exhaust Main, which runs the whole length of the ship, exhausts into a 200-gallon tank in the engine room, from
which a small auxiliary pump discharges it into the 500-gallon supply tank above the water-line; the auxiliary pump is also
available for pumping at high pressure into the hydraulic pressure main.
The joints in the whole of the mains, cylinders, &c., are especially prepared to withstand high pressures, and will last
for years without renewal.
The pressure fluid consists of three parts of water to one part of glycerine, which prevents freezing and consequent
bursting of pipes, and acts as a lubricant to bearing surfaces, and also as a preservative to leathers, packings, and joints.
The temperature of the mains, which in many cases pass across the top of boilers, and in close proximity to steam pipes,
is kept down by constant circulation.
|-
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----| _
-



Vertical Sliding Watertight Bulkhead Door.
As fitted in the Hamburg-American Co.'s Imperial Mail Steamer “ Deutschland.”
The illustration opposite represents one of the doors shown in closed position in the engine-room of the l.M.S.
“Deutschland,” fitted with the “Stone-Lloyd’’ Hydraulic gear.
It should be noted that these doors can be stopped and maintained in any position, so long as the pressure is not on from
the bridge or from the Automatic Bilge Float Valve.
lf desired, as in the case of filled coal bunkers, the automatic and bridge control can be taken away from these doors by
closing a valve, which can only be operated by the Engineer in charge; or the opening action can be similarly taken away, so that
doors can be closed from bridge or from Automatic Bilge Float Valve, but only opened by hand when required for use.
The hydraulic cylinder, shown on the right, drives the door-shaft by means of the powerful spur gear, the bevel wheels
being in connection with the hand-gear on the upper platform.
The handle with quadrant on the left, is duplicated on the other side of the bulkhead, and operates the controlling valve on
the upper platform by steel wire cords.
ºr--r
4.
*-*. * *w sy
s -
&
. , **， … .

NORDDEUTSCHER LLOYD, .
IMPERIAL MAIL STEAMER "KAISER WILIELM ll
Indicated Horsepower 10,000 Gross Tonnage 19400
FITTED THROUGHOUT WITH THE LLOYD-STONE SYSTEM OF PATENT HYDRAULIC WATERTIGHT D00RS,
BLUE LINES REPRESENT HYDRAULIC INSTALLATION.
Scale sº full Size
FORECASTLE DECK
\ ---- —-T
LOWER PROMENADE DECK
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long --- - - - - - - - - - -- R ROOM - -
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--→ 8. Bunker --tº-
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25WT ſºo WT 153 WT 24-3 wit. 246 wit.
- - - - - -- - - –
—














































Norddeutscher Lloyd
Imperial Mail Steamer “ Kaiser Wilhelm II.”
Description.
The arrangement, as fitted in the Norddeutscher Lloyd's Mail Steamer “Kaiser Wilhelm II,” and illustrated on fly-sheet
opposite, consists of an hydraulic pressure main running the whole length of the ship, the pressure in which is maintained by
means of an accumulator charged with compressed air and water by pressure pumps, one of which pumps air, and the other water,
which it draws from a tank, into which the exhaust from all door cylinders is connected.
The pump, tank, and accumulator are placed above the water-line, thus ensuring the closing of the doors, even should the
compartment containing the pump, etc., be flooded.
Instead of an accumulator, pressure may be taken from another source, such as from the feed pumps.
The accumulator supplies pressure, by means of a main, to the bridge, from where it is diverted by means of a fourway
cock into two other mains, used respectively for opening and closing all doors, by operating the valves accordingly, and supplying
pressure to the hydraulic cylinders.
An exhaust main is connected to all the hydraulic cylinders, and discharges into the tank from which the pressure pump
supplies itself.
If the fourway cock on the bridge be closed, i.e., if all doors be closed, each door of the ship if required can be opened
or closed from below, to enable men to escape from the damaged compartments.
The method of operating the doors by the hydraulic cylinder is described and illustrated on following pages

Vertical Sliding Watertight Bulkhead Door.
AS fitted in Norddeutscher Lloyd's Imperial Mail Steamer “Kaiser Wilhelm II.”
The door illustrated on opposite page in closed position is of the vertical sliding type, and is operated by a direct drive from
the cylinder, as shown.
A clutch on the door shaft is provided for dropping the door instantaneously.
A powerful hand-gear is provided for lifting the door.
58

Vertical Sliding Watertight Bulkhead Door,
The illustration opposite represents one of STONE's Improved Doors shown in closed position, fitted with the
“Stone-Lloyd’’ Hydraulic Gear.
The hydraulic cylinder, shown on the right, is directly connected to the door-shaft, and is firmly bolted to an
extension of the door-frame.
The handle, shown between the cylinder and the door-frame, is duplicated on the other side of the bulkhead,
and operates the controlling valve on the cylinder, by steel rods.
It will be seen that the whole of the operating gear is self-contained, and occupies minimum of Space, and is
readily accessible.
In addition to this it cannot be put out of alignment by any want of regularity on the part of the bulkhead.
Auxiliary hand-gear may be fitted, as shown on the left.
º
-
-
-
-
-
-
-
-
-
-
|-
| -
-



Horizontal Sliding Watertight Bulkhead Door.
The illustration on opposite page represents one of STONE’s Improved Horizontal Doors, in conjunction with the “STONE-
LLOYD '' Hydraulic Gear. The door, which slides horizontally, is driven by the hydraulic cylinder shown directly above the
door, and is operated to open and close by the controlling valve and handle shown on the right hand side, a duplicate handle
being fitted on the other side of the bulkhead.

Stone's Latest Improved Patent
“Simultaneous Cam Action " Vertical Watertight Bulkhead Door.
(Held on its face with nearly four times the force of ordinary wedge-type doors.)
As shown in illustration the door is opened and closed by means of the rack and pinion gearing fixed on the door, and
operated by the hydraulic cylinder on the left.
In moving the rack in one direction, the door is first unlocked, and then opened to its full extent. By reversing the motion
the door is first closed to the bottom and then locked hard on to its face by means of the Cam action.
The Cams are linked together by connecting rods, and the door in closing strikes the uppermost Cam at each side and causes
the whole of the Cams to lock simultaneously.
Simple and efficient means are provided at each bearing for adjusting the Cams when necessary.
Light casings are fitted over the moving parts to protect them from interference or injury.
The total saving in weight which would be effected in an arrangement such as illustrated, would be about 2 cwts. for a door
4 feet by 2 feet, and a proportionately larger amount for increased sizes.
The door is constructed throughout of the strongest materials, and each part has been carefully designed to best resist the
stresses acting on it.
The mechanical superiority of this door over the ordinary wedge-type door is dealt with on pages 64 and 65, it being there
shown that for equal forces applied to close, the “Cam Action " Door is forced on to its face with nearly four times the force of the
ordinary wedge-type door.
N.B. —In the illustration the casing is removed from ieft-hand side or door, so as to show the action of the Cams.
Stone's New Patent “Simultaneous Cam Action ” Door.
(Calculation showing Mechanical Superiority over ordinary Wedge-type Door.)
w = |2 ooolbs
The full lines show the position of Cam when Door is just commencing to lock. The dotted lines show the position of
Cam when Door is locked tight.
The force “F” acting at P in the direction PX may be calculated for any point of the travel of the Cam by means of the
following formula:— -
--- W.A. COS. a”. VR tº ºs (r. cos. b°)
- (r. COS. b°).(B+ r. sin. b°)
and with a load (W) of 3,000 lbs., the Cams on this Door when in their final position force the Door on to its seating with a
pressure equal to a force of 90,000 lbs.
From the above it will be noted that for a load (W) of 3,000 lbs., the Patent “Cam Action ” Door gives a final force equal to
90,000 lbs., whereas the ordinary Wedge Action Door only gives a final force of 24,000 lbs., thus proving the Mechanical Advantage
of the Patent “Cam Action ” Door to be the greater in the ratio of 375 to 1.


;
= 1 =>OOO.lºs
ir
y Ordinary Wedge Action Door.
© The figure shown is the section of an ordinary Wedge Action Door, with an incline of 1 in 8, which
Cº.
- º
| # i is the least that can be recommended if it is required to ensure that the wedges shall NOT jamb, or the
el–
|o ; faces of the door or frame be scored. The force F pressing the door on to its seating may be culculated
| >
by means of the formula:—
| W
º F = Tan a”
|
. and from this it will readily be seen that with a load (W) equal to that of the Patent “Simultaneous Cam-
Action ” Door, i.e., 3,000 lbs., the force pressing the door on to its seating is equal to 24,000 lbs.
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-
-
- -
( 66 )
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-
-
-
- - - - -










Stone's Latest Improved Patent
“Simultaneous Cam Action " Horizontal Watertight Bulkhead Door.
The door shown on opposite page is locked in precisely the same way as the door shown on page 62, but is
arranged to slide horizontally.
The hydraulic operation of this door is similar to that of the horizontal door illustrated on page 60.
IMPERIAL MAIL STEAMER “SEYDLITZ,” 7,900 Tons, 5,ooo I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.
( 68 )
-
-
º
-





Indicator on Captain's Bridge,
For enabling the Officer in charge to see at a glance whether and what bulkhead doors are open or closed.
When any of the doors are open, the number of such door on indicator is obscured instead of being plainly visible as in
illustration.
--
This illustration is a photograph of the Indicator on board the Compagnie Générale Transatlantique's latest steamship “La Provence.”

CABLE REPAIRING TWIN-SCREVV STEAMER “JOHN IPENDER.”
Fitted with Isaac's Patent “Cleaving Action " Bulkhead Door.
( 7o )

Isaac's Patent “Cleaving Action" Bulkhead Door.
Specially designed So as to clear away or cut through any coal or other obstruction
when being closed. gº
AS fitted in the following Steamers.
Gross Tonnage. I. H. P.
S.S. “RESTORER '' tº ºr tº * & & e = s. tº ſº º tº tº e 2,335.9 4,000
S.S. “PATROL '' * > * ge e ge & sº g * - e. © tº º 3,180 4,000
S.S. “JOHN PENDER”... de e e tº @ Q. & © e tº a tº 3,132 3,300
This door is specially adapted for watertight bunkers; to the non-closing of bunker doors has been solely attributed the loss
of several large and important vessels.
It can be operated by means of hand-gear, consisting of a worm working into a quadrant, or by the “STONE-LLOYD ''
Hydraulic Gear, as illustrated on page 72.
Approved by Board of Trade.
Passed by Lloyd's Registry.

7
~

Isaac's Patent “Cleaving Action " Bulkhead Door.
As described on page 71, but fitted with the “Stone-Lloyd " Hydraulic Gear.
LONDON & NORTH-WESTERN RAILWAY COMPANY'S
S.S. “SCOTIA,” IRISH CROSS-CHANNEL PASSENGER STEAMER, HOLY HEAD TO DUBLIN.
Fitted with arrangement for rendering her unsinkable, as herein described.


Correspondence.
Safety at Sea.
To the Editor of the “NATIONAL REVIEW.”
“It is common knowledge that the problem has now been solved; that it is now possible to have a system of bulkheads
which combine the maximum both of safety and convenience. By a recent invention the whole ship's company can have full
warning that the bulkhead doors are to be closed, and within half a minute they are closed throughout the ship by a simple, yet
efficient, hydraulic device that works independently of the ship's engines. So ingenious is the system that it provides ample means
of escape even for those who, despite the warning, are locked by the bulkhead doors on the wrong side of safety. They can
open the doors from within and escape, while the doors close mechanically behind them. Moreover, little is left even to the
officer in charge on the bridge, whose duty it is to set the machinery in motion in the event of a disaster. Should he by some
unaccountable loss of self-control fail to do his simple and absolutely non-technical work, the very entrance of water into any
compartment would automatically close the door of that compartment. Had the ill-fated battleship “Victoria' been fitted with
this new invention not a life would have been lost. The official Admiralty minute dealing with that disaster makes this clear,
and the same fact may be asserted without doubt in the case of the Danish emigrant ship, the “Norge.”
“It is obvious that this matter is, moreover, not one that only affects the question of life. Property is, of course, a less
important matter, but few people realise the enormous wastage of national property that is due yearly to the accidents of the sea.
The actual loss, the pure waste, is enormous, and it is not too much to say that the carrying-trade of the world will eventually go
to the nation that can prove itself to be the most efficient carrier. To-day England is the carrier of the world. The vast
preponderance of the merchandise of the world is to-day carried in English bottoms. That will last as long, and as long only
as we prove ourselves to be the most efficient carriers of the world. There can be no doubt that Germany is making an immense
effort to wrench the supremacy from us, and to take from London to Hamburg the trade that London long ago took from
Antwerp. Germany has realised in this, as in other matters, that it is efficiency that tells in the long run ; and it is, therefore,
(Continued.)
LONDON & NORTH-WESTERN RAILWAY COMPANY’s
IRISH CROSS-CHANNEL S.S. “SLIEVE MORE,” 1,138 Tons, 2,750 I.H.P.
Fitted with arrangement for rendering her unsinkable as herein described.
-

( 76 )
Correspondence.
(Continuation.)
not surprising to find that she is making a tremendous bid for the passenger traffic of Europe, East and West, by introducing into
her great sea liners this modern system of bulkhead doors. With a fleet of ships that are practically immune from the perils of
the sea, she will have little difficulty in securing the passenger traffic of the world. The Norddeutscher Lloyd have introduced
the new system, not only into their new ships, but into their entire fleet, while every new ship of the Hamburg-American
Company is to be fitted with the new bulkhead doors. The cost is, of course, considerable, but it is not great in proportion to
the prime cost of the ships, and it is minute in proportion to the ultimate advantages to be gained. The loss of a single ship
would outweigh the fitting of a whole fleet, while the gain—the daily gain—in traffic receipts, and the gradual increase of power
as one of the great carriers of the world, make the expense of very little account. The gain to Germany as a nation is very great,
while to the individual shareholders in these companies it will prove substantial enough.
“It is remarkable that the great English and American lines should up to the present have been so short-sighted as not
to see the considerable present and immense later loss that they are risking. One great line only—the Cunard—has been wise
enough and patriotic enough to take up the new invention, and this line will certainly reap its reward. Some Channel steamers
have, however, also adopted the new system, and the London and North-Western Railway have likewise put it into operation on
their steamers in the Irish Sea.
“It is to be hoped that the time is not far distant when the use of these bulkhead doors will be a Board of Trade
Regulation for all great emigrant steamers, and that liners between all parts of the world will be invariably fitted with them.
They are a necessity, from the point of view both of the individual and the nation, and their use should be imposed by public
opinion in the case of those who can afford to choose their mode of travel, and by statute in the case of those who are
compelled by necessity to travel as emigrants under State regulation.
“I beg to remain, yours obediently,
“ LIFEBUOY.”
LONDON & NORTH-\VESTERN RAILWAY COMPANY'S
IRISH CROSS-CHANNEL S.S. “SLIEVE BAWN," 1,147 Tons, 3,000 I.H.P.
Fitted with arrangement for rendering her unsinkable, as herein described.

Suggestion to Naval Architects.
When preparing specifications for the building of new vessels or the refitting of old ones, J. STONE & CoMPANY,
LIMITED, respectfully suggest the desirability of Naval Architects specifying that:—
“The ‘Stone-Lloyd ' System of operating Bulkhead Doors, so as to render vessel practically unsinkable, is
to be fitted.”
CONDITIONS OF SALE of the “STONE–LLOYD" Marine Safety Bulkhead Door and Apparatus
in connection with Same:—
J. STONE & COMPANY, LIMITED, guarantee that should any of the Bulkhead Doors or Apparatus in
connection with same, supplied by them be proved to be defective in workmanship or material within one year of the
date of its supply, they will supply and deliver at their own expense, at any English port, a new Door or Apparatus in
connection therewith, in exchange for the original Door or Apparatus. But J. STONE & COMPANY, LIMITED, are not
to be liable for any defect, or for any loss or damage, except in the cases and to the extent above-named.
( 8o )
I ON 100N :
A 10AMS H3ROs. 5). Moor Lane, E.C.
1906.
To renew ſhe tharge, book must be broughl to the desk.
DATE DUP
sfiablº;
Form ,543