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From CONSTABLE'S LIST
The " Westminster " Series
INlJKUJLIUUTlUW TU TilU UHE1V11STKY AND
PHYSICS OF BUILDING MATERIALS. By ALAN E.
MUNBY, M.A. (Cantab.).
London : 10 Orange St., Leicester Square, W,C.
From CONSTABLE'S LIST
The "Westminster" Series. 6/- net each.
SOILS AND MANURES. By J. ALAN MTJERAY, B.Sc.
THE MANUFACTURE OF PAPER. By B. W.
SlNDALL, F.C.S.
TIMBER. By J. R. BATERDEN, A.M.Inst.C.E.
ELECTRIC LAMPS. By MAURICE SOLOMON, A.C.G.I.,
A.M.Inst.E.E.
TEXTILES AND THEIR MANUFACTURE. By
ALDRED BARKER, M.Sc.
THE PRECIOUS METALS ; Comprising Gold, Silver,
and Platinum. By THOMAS K. ROSE, D.Sc., of the Royal
Mint.
DECORATIVE GLASS PROCESSES. By A. L.
DUTHIE.
THE RAILWAY LOCOMOTIVE. By VAUGHAN
PENDRED.
IRON AND STEEL. By J. H. STANSBIE, B.Sc.
(Lond.), F.I.C.
TOWN GAS FOR LIGHTING AND HEATING. By
W. H. Y. WEBBER, C.E.
LIQUID AND GASEOUS FUELS, AND THE PART
THEY PLAY IN MODERN POWER PRODUCTION. By
Professor VIVIAN B. LEWES, F.I.C., F.C.S.
ELECTRIC POWER AND TRACTION. By F. H.
DAVIES, A.M.Inst.E.E.
COAL. By JAMES TONGE, M.Inst.M.E., F.G.S., etc.
INDIA-RUBBER AND ITS MANUFACTURE, with
Chapters on Gutta-Percha and Balata. By H. L. TERRY,
F.I.C., Assoc.Inst.M.M.
London: 10 Orange St., Leicester Square, W,C.
From CONSTABLE'S LIST
Revised and Enlarged Second Edition.
INTERNAL WIRING OF BUILDINGS. By
H. M. LEAF, M.I.Mech.E., etc. Fully Illus-
trated. 3s. 6d. net.
ELECTRICITY. By H. M. HOBART, B.Sc.,
M.Inst.C.E. With 43 Tables and 115 Illus-
trations. Demy 8vo. 6s. net.
" Power factor loses its difficulty completely under
the author's treatment, and the relationship between
resistance, inductance and impedance is made quite
clear." — Electrical Review.
ELECTRIC LAMPS. By MAURICE SOLO-
MON, A.C.G.I., A.M.Inst.E.E. lUustrated. Extra
Crown 8vo. 65. net.
PART CONTENTS. — The Principles of Artificial Illumin-
ation. The Production of Artificial Light. Photo-
metry. Methods of Testing. Lamps of Every Type,
etc., etc.
THE THEORY OF ELECTRIC CABLES
AND NETWORKS. By ALEXANDER RUSSELL,
M.A., D.Sc. Illustrated. Demy 8vo. 8s. net.
There is nothing more conducive to the satisfactory
working of an electric supply station than a thoroughly
trustworthy and economical network of cables connecting
the dynamos with the lamps and motors of the consumer.
See also page facing end of text.
London : 10 Orange St., Leicester Square, W.C.
SHIP WIRING AND FITTING
INSTALLATION MANUALS.
CONDUCTORS, HOUSE WIRING, ETC.
LAMPS, SWITCHES, FITTINGS, TRANS-
FORMERS.
ARC LAMPS.
MOTORS AND SMALL POWER PLANT.
SHIP WIRING AND FITTING.
MINING INSTALLATIONS.
MILL AND FACTORY WIRING.
BELLS, TELEPHONES, ETC.
TESTING AND LOCALIZING FAULTS.
SHIP WIRING AND
FITTING
By
T. M. JOHNSON
LONDON
CONSTABLE & CO. LIMITED
IP ORANGE STREET LEICESTER SQUARE W.Q
BUTLER & TANNER,
THE SELWOOD PRINTING WORKS,
FROMK, AND LONDON.
INTRODUCTION
THIS book is intended to treat in a simple and con-
cise manner the systems of wiring most commonly
used in the fitting of electrical apparatus on ships
of the mercantile class, and does not pretend to
cover any of the special appliances and wiring sys-
tems in use on warships. The Author has endeavoured
to give others the benefit of his knowledge gained
by practical experience in the fitting up of passenger
and cargo steamers.
The installations of the largest Atlantic liners
are very elaborate and expensive but after all much
the same as those on the average vessel except that
they are on a larger scale. As only a few large
vessels are built compared with the number of vessels
of medium size, the Author proposes devoting his
attention to the latter class.
Improvements are continually being made in
electrical gear for shipwork ; the systems of wiring,
however, remain almost unaltered. Shipwork is a
special class, requiring skilled and experienced
men, as the conditions met with are totally different
to those obtaining in the case of similar work on
land.
Firstly, the construction of the ship is. materially
different to that of buildings on shore — we have
iron and steel in place of stone and bricks.
Secondly, there is the vibration caused either
374246 v
vl INTRODUCTION
by the motion of the ship through the water or by
the propelling machinery.
Thirdly, the moisture and salt spray which pene-
trate to all parts of the ship.
All these adverse conditions have to be contended
with and suitable precautions taken to safeguard
the apparatus and maintain the efficiency of the
installation.
The part played by electricity in the shipping
world is more important now than ever, and while
at one time electric lighting on board ship was
looked on as a luxury it has long since become a
necessity both for comfort and safety, whilst, for
utility, it is undoubtedly superior to oil lamps or
any other system of lighting.
No modern ship would be considered complete
without it. Electric bells, too, have superseded
the pneumatic and other systems which were in
evidence at one time. Telephones are now quite
common on board ship, and many other appliances,
all of which add to the safety and comfort of modern
travel.
The cargo steamer must not be forgotten, but
here we have plain and serviceable rather than
ornamental apparatus and fittings, and these ships
are also fitted with portable arc lamps and clusters
for use when loading and unloading cargo.
Electric light on vessels carrying oil and other
dangerous cargo claims a great advantage in the
matter of safety over oil lamps. The applications
of electricity are by no means limited to passenger
and cargo steamers. Many other types * may be
mentioned such as tug boats, dredgers, floating
docks and cranes, private yachts, etc.
INTRODUCTION vii
To sum up, then, electricity plays a very impor-
tant part in the construction of vessels ranging
from the " floating hotels " as the large Atlantic
liners are called, down to the small tugboat or river
steamer.
As this book is of a very concise character infor-
mation on any points which may have been omitted
will be gladly furnished by the Author to the best
of his ability if he be communicated with through
the Publishers.
CONTENTS
LECTRIC LIGHTING, GENERAL —
Systems — Double Wire ....
,, Ship Return .... 1
Fuse-boards . . . . . . . . 2, 3
Controlling or Master Switches ..... 4
Grouping of Lights . . . . . 4
Voltages ......... 4
Candle power of Lamps . . . . . .4
GENERATING SETS —
Types of Engines ....... 5
,, ,, Dynamos ....... 6
Steam Connexions ....... 5
Emergency Sets . . . . . . . 6
DYNAMO MAINS —
Method of Supporting, etc. . . . . 6
SWITCHBOARDS —
Main, Method of Fixing . . . . . . 7
„ Single Pole . . . . . . . 8
„ Double Pole 10
Earth Lamps 10
CIRCUITS —
Machinery Space . . . . . . 11, IS
Navigation . . . . . . . 11, 15
Cargo light 11,22
Saloon, Starboard and Port . . . . 12, 27
Forward 12, 31
Amidships 12, 31
After . . 12, 32
Miscellaneous Motors . . . . . . 12, 33
(CABLES AND WIRING
Qualities of Cable ....... 34
Finish „ 34, 37
Fixing and Running of Cable . . . . 34, 35, 36
Main Cables, Method of Running .... 39
Deck pipes, Watertight 39
Bulkhead Glands, Watertight . . . . * . 40
Bushing of Holes in Beams, etc. ....
.Joint Boxes ,......•• 42
Loop-in Wiring ........ 43
Wiring Fittings 44
Cable, Sizes of 44
ix
CONTENTS
FUSE BOARDS
Types of Fuseboards and where fitted
Labels for Fuseboards
Switches on ,,
FITTINGS AND INCANDESCENT LAMPS —
Description of Fittings
Dimming Lamps .
Fittings, where used .
PLUGS AND SOCKETS —
For Cargo Clusters and Arclamps
,, Portable Handlamps .
,, Cabins ....
SWITCHES —
Watertight Switches .
Cabin ,,
Two-way ,,
" Earth " Connexions .
LAMPS —
Types of Lamps
ELECTRIC BELLS —
Bell Wires ....
,, ,, Jointing of
,, ,, Method of Running .
Batteries .....
Indicators. ....
Bells
Pushes .....
T ELEPHONES
Systems .....
Instruments ....
Batteries .....
Wires
Shore Connexion
Loud Speaking ....
ELECTRIC FANS —
" Sirocco " Fans
Propeller ,,
Ceiling ,, . .
Cabin Table ,,
SPECIAL APPARATUS.
Flashing Lanterns
Lightning Conductors
Wireless Telegraphy .
Searchlights ^ . ^ .
LIST OF ILLUSTRATIONS
TITLE PAGE
Wiring Diagram, Ship Return or Single Wire System . 2
,, ,, Double Wire System ... 3
Arrangement of Switchboard for Single Wire Installation 8
,, ,, ,, ,, Double ,, ,, 9
Diagram of Connexions of " Leakage " or " Earth "
Lamps ........ 10
Examples of Switchboard Nameplates . . . .11
Fixing and Wiring of Masthead Lamp . . . .17
Arrangement of Lamp, Lampholder and Terminals for
Navigation Lanterns . . . . . .18
Binnacle Lamp and Connexion . . . . .20
. Navigation Light Indicator, General View . . .21
,, ,, ,, Internal and External
Connexions ........ 21
Marine Type Arclamp ...... 25
Arclamp Circuits . . . . . . .25
Cargo Cluster 26
Arrangement of Fuseboard for Night-lights . . 29
Section of Moulding, Showing Grooves for Wires . .35
Four Types of Wiring Clip ... .36
Draw-in Box for Cables 38
Watertight Deck -pipe . . . . . .40
Bulkhead Gland 41
Porcelain Joint Box with Cast Iron Cover . . .42
" Loop " Wiring of Lamps in a Straight Run . . 43
,, ,, ,, Scattered Lamps . . . .43
Wiring Tables .46
Fuseboard Labels ....... 47
Types of Cabin Fittings . . . . . .50
Connexions of "Full" or "Glow" Lamp and Switch 61
Xl
xii LIST OF ILLUSTRATIONS
FIG. TITLE PAGE
27. Types of Watertight Fitting 52
28. Cargo Cluster and Handlamp Couplers . . .53
29. Stateroom Light Controlled by Two Switches . .55
30. Marine Types of Incandescent Lamp . . . .57
31. Bell Wiring Scheme using Joint Box . . . .58
32. Cockroach -proof Ship's Bell Indicator . . . .60
33. Two -station Telephone System. Diagram of Connexions,
Metallic Circuit 62
34. Two-station Telephone System. Diagram of Connexions,
Ship or " Eaith " Return . . . . .62
35. Telephone System, Central Battery . . . .68
36. ,, ,, Local „ .... 63
37. Gland for Watertight Boxes, Fittings, etc. . . .65
38. Motor-driven " Sirocco " Fan . . . . .66
39. Connexions for Two-speed Fan and Controller . .67
40. Electric Propeller Fan . . " . . . .68
41. Connexions of Fan -motor, Starter and Reversing Switch 68
42. Ceiling or " Flail " Fan 69
43. Cabin Table Fan . . . . . . .70
44. Connexions of Morse Flashing Lamp . . . .71
45 & 45A. Wightman's Patent Flashing Lantern with Dia-
gram of Connexions . . . . . .72
46. Method of Attaching Lightning Conductor to Mast Stay 75
47. Method of Terminating Lightning Conductor at Mast-
head . 76
ELECTRIC LIGHTING, GENERAL.
GENERALLY speaking, electric lighting is installed
on ships on either of two systems, viz., the " Double
Wire " system, which is similar to that used on
shore, and the single wire or " Ship return " system.
The principles involved in the former are met
with in everyday wiring ; the positive and negative
or lead and return conductors are used throughout
the installation from the dynamo to the farthest
lamp ; the whole system being insulated from the
hull of the ship.
The ship return system, however, is the one which
is peculiar to ships ; the iron or steel hull of the
vessel being a conductor is used to take the place
of the return wire. Connexions are made with
the skin of the ship wherever required.
Opinions vary as to which terminal of the dynamo
should be connected to the ship. The usual prac-
tice is to connect the positive terminal to the ship's
skin, thus preserving the cables in the event of
any leakage and electrolytic action taking place
between the hull and the copper of the cables. Both
systems are carried out with distribution boards.
This method obviates the necessity for joints in the
cables, all connexions being made by looping in,
either at the distribution boards or at the fittings.
The accompanying diagrams show the two systems
of wiring. In each case the cables are run from
the dynamo to the main switchboard and from the
latter to the heavier type of fuseboards, called
1 B
SHIP WIRING AND FITTING
" Section boards/' Fuseboards of even greater
carrying capacity than the section boards are some-
times used for very heavy circuits, and are called
" Junction boards " or Junction boxes.
To foe Mast HM
„ Mam „. ' ,. ., *
„ Port Si del*
.. Star",
Distributing Board
Lamps. pfsl N?2.
\t>.%6 Braided Cable ^
~HAy/.l
Distributing
Board N93.
Section BoardW
Motor Generator
\ToCluster
FIG. 1. — WIRING DIAGRAM : SHIP RETURN OR SINGLE WIRE
SYSTEM.
If no reduction in the size of mains is made at a
junction box, no fuses are fitted, but only connecting
links between the main and branch cables.
SHIP WIRING AND FITTING 3
From the section boards the cables are run to
smaller boards called " Distribution Boards " and,
finally, from them to the lights or other apparatus.
The lights are looped together, about four on each
Motor
Generator
\To Cluster
FIG. 2.— WIRING DIAGRAM: DOUBLE WIRE SYSTEM.
fuse. The number of fuses or " Ways " varies
according to requirements and may be any number
from three to eight. Larger boards than eightway
are seldom required, A distribution board serves
4 SHIP WIRING AND FITTING
any particular group of lights, such as those in a
saloon, set of staterooms, crew's quarters, or officers'
rooms. Where any compartment has more than
one light it is an advantage to divide the lights
and put them on two fuses, so that, in the event of
one fuse giving out, the compartment will not be
in total darkness. Controlling switches are often
fitted on or beside a fuseboard to control all the
lights fed off that particular board.
This gives the stewards the option of switching
off the current completely from any section of the
passenger accommodation. The same arrange-
ment may be applied to any other part of the ship
which may be under the control of any of the other
officers.
The voltages used in shipwork are usually low,
about 100 or 110. There are many ships with even
lower voltages, 80, 60 or even 55 being common
enough in old vessels. Not many installations,
however, are now run at lower voltages than 100.
With reference to lamps ; these have double -
contact or centre contact caps according to the
system of wiring on the ship. The lamps range in
candle-power from 5 up to 32. That generally used
is the 16 candle power, and this capacity is common
to all fittings throughout the ship, with the exception
of the compasses, telegraphs, and other instru-
ments ; also W.C.'s and similar locations, which
are fitted with 8 candle-power lamps only. The
navigation lanterns are fitted with 32 candle-power
lamps (see navigation circuit). Tantalum lamps
of 16 or 25 candle-power are used with success and
an economy in wire is effected owing to their small
current consumption.
GENERATING SETS
We will now proceed to consider the installation,
step by step, commencing at the source of supply
SHIP WIEING AND FITTING 5
of electrical energy, viz., the Engine and Dynamo,
or, as they are usually termed, " Generating Sets."
The dynamos are driven by steam engines either
of the turbine or vertical reciprocating type ; the
former are not very extensively employed as yet,
but the number in use is steadily increasing, owing
to the improvements which are being made in their
design and running qualities. The reciprocating
engine of the vertical type is the one found on most
ship installations. The two types of vertical engine
in common use for driving dynamos are —
(1) The enclosed high-speed engine, with forced
or splash lubrication. The crank shafts and con-
necting rods are enclosed in a chamber. The average
speed of this type of engine is from 400 to 600
revolutions per minute.
(2) The open type engine, which runs at a much
lower speed, usually from 200 to 350 revolutions
per minute.
The steam for the dynamo engines is supplied
from the main boilers, but, as the main boiler
steam pressure is usually higher than is re-
quired for the small engines, it is reduced to about
100 pounds per square inch by means of a special
reducing valve, which is fitted either on the engine
or at the boiler. A connexion is also made to the
donkey boiler which supplies steam for the dynamo
engines, winches, pumps, etc., when the vessel is in
port and the main boilers are shut down.
The engines and dynamos are direct-coupled and
mounted on one bedplate.
Belt driven ship lighting sets are almost if not
entirely obsolete. The dynamos are nearly all of
the multipolar compound-wound type, and are
much the same in detail as those in use in shore power
stations. The design of the engine also is much the
same except in the case of the slow-speed open type.
This is rarely used on shore. Many engineers,
however, prefer a slow-speed open type to a high-
6 SHIP WIRING AND FITTING
speed enclosed type of engine for marine work.
On vessels boasting the very best and latest equip-
ments there is fitted an emergency generating set,
usually in the upper part of the engine room, well
above water level. The dynamo is driven by a
petrol or oil engine and is of sufficient capacity to
supply the wireless telegraph apparatus and a
portion of the lights in the passenger accommodation
also some of the outside deck lights. A special
switchboard is fitted beside the dynamo so that the
emergency plant could be run even if the engine
and boiler rooms should be flooded.
DYNAMO MAINS
Passing to the main cables connecting the dynamo
to the main switchboard, the Author considers that
the best practice is to use ordinary vulcanized rubber
cable with braided finish only, for these mains, as
the run from the dynamo to the switchboard is
usually very short, it being, as a rule, only a matter
of a few feet from the dynamo terminals to the
bulkhead on which the switchboard is fixed. The
cable is clipped to the underside of a strong wood
batten, supported in turn by a flat plate to which
it is screwed. This plate being on top affords the
necessary mechanical protection for the cable and
the batten. The plate is turned down at right angles
and one end fixed to the top of the dynamo body,
the other being attached to the bulkhead. The
cable is led from it to the machine terminals. The
clips used should be of brass, and of the double-
ended type.
With an arrangement of this kind armoured
cable is unnecessary although specified by some
shipowners. Separate cables must be run from
each dynamo if there be more than one. Some
ships have as many as four generating sets on board.
SHIP WIRING AND FITTING 7
MAIN SWITCHBOARD
A ship switchboard is generally substantial rather
than ornamental. It is usually of enamelled slate
mounted in a strong teak frame. If small, it can
be fixed to a bulkhead, but if large it should stand
on the floor of a special platform with a space of
about 2 feet at the back, between it and the bulk-
head, to allow of easy access to the back connexions.
If mounted on the bulkhead, care must be taken
that all connexions are accessible. The board can
be erected in three different ways to ensure this.
One method is to mount the board on brackets
of angle iron secured to the teak frame, leaving a
space of about 12 inches at the back, and then closing
in the top and two sides (the bottom is not impor-
tant) with wood in the form of removable doors.
Another way is to leave only a small space, say
5 or 6 inches, at the back and make what practically
amounts to another teakwood frame, which latter
is secured to the bulkhead and the frame of the
board strongly hinged to it. The board can then
be swung out when it is desired to reach the back
connexions, and sufficient slack must be left to
allow of this being done.
The third alternative is to do away with the space
altogether (except sufficient clearance between the
back fittings and the ship's framework) and have
all the connexions on the front of the board. The
objection to this last arrangement is that the
appearance of the board is spoiled, although it is
possible with care to make a fairly neat job.
The circuit and dynamo cables are sweated into
sockets on the board, and care should be taken that
these are of ample size, with holes large enough
to take the cables without cutting away any strands.
The board will be either single-pole or double-
pole according to whether the system is single or
double wire.
8
SHIP WIRING AND FITTING
Fig. 3 shows the general arrangement of a marine
single-pole switchboard for two 100 volt 25 kilowatt
dynamos. There is one voltmeter on the board,
which can be connected across any dynamo by
means of a small switch fitted with a contact stud
for each machine.
3 4
FlG. 3. AlUlANGUMENT OF SWITCHBOARD FOB SlNGLE WlBE
INSTALLATION.
An amperemeter is provided for each dynamo,
as they are worked independently, and it is necessary
to know the load on each machine. The volt and
amperemeters should be of the moving-coil dead-
beat marine type. The former should have a red
line or other distinctive mark at the figure representing
SHIP WIRING AND FITTING
9
the working voltage. The ammeter should read
up to about 25 per cent, above the full load of the
dynamo to which it belongs. The sizes of the meter
dials vary from 6 inches in diameter for small boards
to 9 or 10 inches for large boards.
The main circuit switches are of one, two, three
or more ways, according to the number of dynamos,
FIG. 4. — ARRANGEMENT OF SWITCHBOARD FOR DOUBLE WIRE
INSTALLATION.
and any circuit in the ship can be switched on to
any dynamo. With this arrangement, when only
a light load is on, for instance a few lights in some
particular section of the ship, the whole load may
be switched on to any one dynamo which it may be
desired to keep running. The running of dynamos
in parallel is not usual practice on board ship.
10 SHIP WIRING AND FITTING
Main fuses are supplied for each dynamo and
also a pilot lamp, the latter being fitted on the board
or immediately over the dynamo.
On a double -wire board (Fig. 4) test lamps are
fitted (called " Earth Lamps ") which indicate the
condition of the insulation on either the positive
or negative side. The connexions are as shown in
Fig. 5.
LI and L2 are lamps of the working voltage con-
nected in series across the busbars. A connexion
is made at a point between the lamps to the ship
or E, through a switch 8. When this switch is off
— Bus. Bar
+ Bus. Bar %| =QfeZ> / £/•
FIG. 5. — DIAGRAM or CONNEXIONS OF LEAKAGE OR " EARTH "
LAMPS.
the lamps will glow a dull red. All is clear if, when
the switch is closed, the same effect is produced, but,
if one lamp glows brighter than the other it indicates
the existence of a leak on the opposite main ; for
instance LI glowing brightly, indicates a leak on the
negative side and vice versa.
Bracket lamps are fitted over the volt- and amme-
ters to illuminate the dials, and these can also be made
to serve as pilot lamps.
Nameplates of brass or ivorine are fitted to each
switch to indicate the circuit ; also to the dynamos,
if there be more than one. The size of fuse is also
marked to facilitate renewal in the event of blowing.
The illustrations (Fig. 6) show two such nameplates.
SHIP WIRING AND FITTING
11
The various circuits of the ship supplied from
the main switchboard will next be considered.
CIRCUITS
The general practice is to divide the ship into
the following sections or circuits ; a switch and
fuse being fitted on the main board for each
one.
(1) Machinery spaces circuit : — which includes the
FORWARD
0 CIRCUIT
loo AMPS 4.r\l?£ft(
0
V
PORT SALOON
O CIRCUIT
Jo Arvjps. 5
FIG. 6. — EXAMPLES OP SWITCHBOARD NAMEPLATES.
main engine room ; refrigerating engine room ;
boiler rooms or stokeholds as they are usually called ;
the stokehold entrance from decks above which are
called fidleys ; the forced draught fan rooms ; and
the shaft tunnels.
(2) Navigating circuit : — which includes the ship's
signal lamps, viz., Foremast head ; mainmast head ;
sidelights ; and sternlight ; also the lights fitted
to telegraphs, compasses and other instruments to
illuminate the dials at night ; and the Morse flashing
lamp for signalling at night, described further on.
(3) Cargo tight circuit : — which includes the port-
able arc lamps and clusters for working cargo (see
Fittings) and the fixed lights in the holds, which
12 SHIP WIRING AND FITTING
are only lit when the ship is being loaded or un-
loaded.
(4) Starboard saloon circuit : — which takes the
principal saloons and staterooms on the starboard
side of the ship.
(5) Port saloon circuit : — which takes the corre-
sponding places on the opposite side.
(It may not be out of place to explain here that
the " starboard " side of the ship is the right hand
side when one is standing on the deck looking towards
the bow, and the " port " is the left side.)
(6) The Forward circuit : — which usually includes
the crew's quarters and the third-class passenger
accommodation.
(7) The Amidships circuit: — which takes all the
lower central portion of the ship including officers'
and engineers' rooms, stores, galleys, butcher's and
baker's shops, etc.
(8) The After circuit : — which includes the after
accommodation, usually occupied by second-class
passengers, ship stewards, and others.
(9) Miscellaneous circuit : — for electrically driven
ventilating fans, galley and laundry machinery,
electric hoist, and such-like machinery and appliances.
In the foregoing arrangement there are nine dis-
tinct circuits mentioned. It is not, however, neces-
sary for all of the nine circuits to be controlled by
separate switches on the main switchboard. This
especially applies in the case of a large vessel. The
circuits enumerated could be condensed into, say,
four main circuits, for example : —
1, Forward ; 2, Amidships ; 3, After ; 4, Machi-
nery Spaces. If this arrangement were adopted,
separate auxiliary switchboards would then be fitted
in the four sections of the ship, referred to. The
sections would be split up into separate individual
circuits, controlled from these auxiliary boards.
There is a special arrangement of the lighting
circuits hi the passenger accommodation specified
SHIP WIRING AND FITTING 13
by some owners, which requires three distinct cir-
cuits as follows : —
1. A Day circuit : — which supplies all lights in
positions where there is either insufficient or no natural
light available at all.
2. A Night circuit : — supplying any lights which
may be required up to and after midnight.
3. A General circuit : — which supplies all lights
not included in either of the above groups, viz.,
lights required at and after dusk and which may be
switched off entirely at or before midnight.
The circuits will now be dealt with in turn and a
more or less detailed description given of each,
which will be adaptable to most of the general cases
met with in ship wiring. In most ships of average
size all the circuits are run from the main switch-
board in the engine room. It will be assumed,
therefore, that all circuits are run in this way, and
they will be treated accordingly. The reader will
please note that when the word " cables " is used
in this book, a pair of wires is indicated where the
system is double-wire, and a single conductor where
the system is ship return.
(1) MACHINERY SPACE CIRCUIT
The main cables are run from the main switch-
board to the section board which may or may not
be fitted with switches. The adoption of switches
on the section board is optional. We will assume
there are three " ways " or fuses on the section board.
This would allow of three distribution boards being
fed from it. The average capacity of each fuse is
15 to 20 amperes.
The distribution boards would be fitted in the
following positions : —
No. 1 in the stokehold would supply lamps in the
stokehold, also those in any passages between boilers,
or from one stokehold to another, lights for illumi-
14 SHIP WIRING AND FITTING
nating the water and steam gauges, lights in fan
rooms, and in the entrances to stokeholds from
above, called fidleys ; also the portable lights,
single handlamps, or three-light clusters for use
in the coal bunkers. The last named are taken off
plug and socket connexions fitted beside the bunker
doors.
No. 2 Distribution Board would be fixed at the
forward end of the main engine room, and would
supply about half of the engine room lights, say,
for instance, those situated at the forward end.
These will include lights near the forward bulkhead
over the pumps, also some near the main engines
and on the starting platform. Those in the upper
platforms and in entrances will be included, but the
last named, if sufficiently numerous, will have a
separate board to themselves.
No. 3 Distribution Board would be situated at
the after end of engine room and would take the
remainder of the lights beside the main engines and
some in the side wings. The lights in the shaft tunnel
would come off this board. There is usually one
light over each main bearing and two in the recess
at the end of the tunnel.
Beside the fixed lights already mentioned, a
number of portable hand lamps are fitted through
plug and socket connexions, say two at the forward
end and two at the after end of the engine room,
one lighting the cylinder tops and another the engi-
neers' vice bench.
In arranging for switches it is only usual to fit
them on each distribution board, one for each fuse.
Thus each switch will control about four lights. A
switch is also fitted beside each hand lamp plug
and any individual lights in stores have their own
separate switches.
It is impossible to give a definite figure for the
number of lights required owing to the variation
in the sizes and shapes of the machinery spaces on
SHIP WIRING AND FITTING 15
different ships, but on the average a fairly good light
can be obtained by arranging the lamps not less
than 8 feet apart.
(2) THE NAVIGATING LIGHT CIKCUIT
This is a very important circuit and is nearly
always used exclusively for the Board of Trade
regulation lights, which are in operation when the
vessel is steaming on her way, viz., The Foremast-
head, Main-masthead, Port and Starboard side
lights, Stern light ; also lights to engine and docking
telegraphs, steering and standard compasses, and
Morse flashing lantern.
The main cables are run without a break right
up from the main switchboard to the chart house,
where the only fuseboard on this circuit is fitted.
On small vessels having no chart house it is fitted
in the wheel house. The run is often a long and
rather difficult one, owing to the number of decks
through which the mains must pass ; also owing
to the fact that the Chart House is almost invariably
situated over one of the first-class saloons, music
rooms, or other of the ornamentally decorated and
panelled rooms, and it is difficult to find a suitable
run for the cables which will be quite clear of the
panelling. One method of getting over the diffi-
culty, which is sometimes adopted, is to run the
navigating light mains in tubing outside the deck
houses. The chief advantage with this method is
that the cables are always accessible in case of break-
down, without having to dismantle the panels in
any of the rooms. The arrangement of the fuse-
board on this circuit allows for each light having its
own fuse and also its own switch. Thus it is neces-
sary to take a separate pair of wires to each of the
steaming lights. The telegraphs and compasses
however can be looped in pairs on one fuse.
16 SHIP WIRING AND FITTING
As the whole of this wiring is unavoidably in the
vicinity of the compasses, it must all be double and
the positive and negative wires run together, so
that there will be no electro-magnetic effect on the
compass needles. This is a Board of Trade regula-
tion and affects all wires within a radius of 15 feet
around the compass. Any magnetic field produced
by the positive wire will be neutralized by that
surrounding the negative.
The lamps used in the masthead, stern, and side
lanterns are specially constructed. They are of
32 candle-power, and have two filaments of 16
candle-power, each suitable for the working voltage
and connected in parallel. If one filament gives
out the other will remain burning. The illumination
will then be only 16 candle-power until the lamp is
renewed.
The run for the two masthead and stern lights
is generally back alongside the mains as far as the
upper or main deck, where the main run fore and
aft in the ship will be. They then separate, each
pair going to its respective mast, and passing up
again through the deck and up the mast in a gal-
vanized iron gas pipe of about f inch bore. This
enters the lantern from below and a nut is fitted
inside and out. The pipe is secured to the mast
by means of galvanized iron clips spaced about 3
feet apart. The pipe is taken right up through the
bottom of the lantern, which is made a fixture on
its shelf. The interior of the lantern and the run
of pipe to it, is shown in Pig. 7. The two masts
are wired in precisely the same manner.
The pair of wires for the stern light is run along-
side the pair for the main masthead light, but con-
tinues right on to the after end of the ship to the
lantern. This is sometimes fitted on the stern rail
and sometimes on the after end of a deckhouse if
there is no obstruction to the light. A lantern is
not always fitted ; in its place an ordinary bulk-
SHIP WIRING AND FITTING
17
head fitting is often substituted. The two masthead,
and the stern light, are all white lights.
Returning to the wiring for the two side lights ;
FIG. 7. — FIXING AND WIRING OF MASTHEAD LAMP.
C
18 SHIP WIRING AND FITTING
32 C. P.
Double Filament
Lamp.
Fia. 8. — ARRANGEMENT or LAMP, LAMPHOLDER, AND TER-
MINALS FOR NAVIGATION LANTERN,
SHIP WIRING AND FITTING 19
these are always in lanterns fitted one on either
side at the extreme ends of the bridge. The star-
board lamp has a green, and the port lamp & red
glass. The interior of these lanterns consists of a
round hardwood block with a flanged lamp-holder
mounted in the centre. There are also two terminals
on the block connected to the lampholder (Fig.
8). The feed wires are brought into the lantern
and connected to the terminals. Great care is
necessary to see that the lamp is exactly in the
centre of the lens. A run is found for these wires,
under the bridge either in a teakwood casing
or in galvanized iron piping. Any necessary
branches are taken off this same run for lights to
the compass and telegraph pedestals. These are
fitted on the bridge above but are wired from under-
neath. Telegraphs are usually fitted with the lamp
inside, behind the dials. For the compass pedestals
or binnacles there are two methods of fitting the
electric light, depending on the type of compass.
One type has the light fitted inside in a similar
manner to the telegraphs ; in this case the wires
are brought up inside. The other method is the
one adopted for a compass having a pocket at each
side, one of which is for the electric lamp. This type
is portable, so that it can be removed in the event
of failure, and an oil lamp substituted.
The lamp is connected by means of a short flexible
lead, to a plug and socket fitted about half way
down the pedestal (see Fig. 9). The arrangement
of lighting for the instruments is always decided
by the makers and connexion made according to
their requirements. These telegraph and compass
lights need not be on separate fuses. Two of each,
for example, might be taken ofiTone fuse. There
are also two methods of wiring up the sidelights
and sternlights. One method is to make the lantern
a fixture, and pass the wires up through the under-
side from the casing or tubing beneath,
20
SHIP WIRING AND FITTING
The other method is to have the lantern portable
and connect it by' means of a flexible lead, fitted
with plug and socket. This is a similar arrangement
to that described in connexion with the binnacles.
It is very important that the navigating lights
of the ship should
not fail at any
time without
some warning be-
ing given to the
officer on watch.
To accomplish
this, there is fitted
on most ships a
piece of apparatus
called a Naviga-
ting Light Indi-
cator (Fig. 10),
which gives warn-
ing by ringing a
bell immediately
any of the lights
fail.
The following
is a description of
the working of a
typical indicator
of this kind. The
first sketch (A)
shows the outside appearance of the Indicator. The
second ( B) shows the connexions between the supply
fuseboard, the indicator, and the alarm bell.
The indicator shown is arranged for three lights,
viz., foremast head, port side light and starboard
side light. A larger one can be obtained if required;
to take the main-masthead light and the stern light
also.
The working of the indicator is simple enough.
Rach movement consists of an electro-magnet with
FIG. 9. — BINNACLE LAMP AND
CONNEXION.
SHIP WIRING AND FITTING
21
armature and disc. The current of each lamp cir-
cuit passes round its respective electro-magnet,
which, when the
light is switched
on, is energized,
attracts the arma-
ture, and the disc
is raised to the po-
sition which indi-
cates light " ON."
If the lamp burns
out or the circuit
is broken from any
cause, the armature
is released, falls on
to a contact and
STAR 8*0
PORT MASTHEAD STARB D
FIG. 10A. — NAVIGATION- LIGHT INDI-
CATOB — GENERAL VIEW.
thus completes the
bell circuit, and the bell continues to ring until the
fault is attended to. A special feature about the
bell is that it is worked off the supply mains with
a suitable resistance in circuit.
FIG. 10B. — NAVIGATION LIGHT INDICATOR — INTERNAL AND
EXTERNAL CONNEXIONS.
22 SHIP WIRING AND FITTING
The switches are of a special kind, and have four
contacts ; two for the lamp circuit, and two for the
bell. The latter, therefore, is broken when the
switch is turned off, and the bell thus stopped from
ringing while the repairs are being carried out. The
dial of the indicator is illuminated by means of a 5
candle-power lamp inside the case ; this shows
through the indicator hole immediately a disc drops.
The fuseboard shown is of the double-pole type,
as the wiring for the indicator is almost invariably
near the compasses.
There are still two lights which have not yet been
mentioned, viz., the two " Anchor "or " Riding "
lights. They are sometimes electric, although more
often they are only oil lamps. They are for use
when the ship is riding at anchor. If electric, they
take the form of portable lanterns with flexible lead,
for connexion to a plug and socket, and, when in
use are hung from the mast stays, one at the forward,
and the other at the after end of the ship. The
plugs are fitted in some convenient position on a
deckhouse underneath the lamps.
It is not the usual practice, nor is it necessary, to
take these lights off the navigating circuit. They
can be taken off any of the other circuits.
(3) THE CABGO LIGHT CIRCUIT
This circuit, as its name implies, is the one which
carries the lights in the holds (usually fixed), also the
portable lights for deck use, viz., the clusters and arc
lamps used for lighting the decks and hatches when
the ship is in port and the work of loading and un-
loading cargo is in progress.
Fixed lights are rarely fitted in the holds and,
in fact, electric cables of all kinds are kept out of
the holds wherever possible. When cables must
pass, unavoidably, through the holds, they are run
SHIP WIRING AND FITTING 23
in galvanized iron gas-pipe, and the best possible
mechanical protection given to them, so as to mini-
mize the risks of fire through short circuit or by
mechanical damage, which might result in an earth
or a short circuit. Pipes should be run alongside
the beams wherever possible, or in some sheltered
place out of the way of the cargo.
The distribution fuseboards and switches for
these lights are situated on the deck above (gene-
rally the main deck) where they are always accessible.
A board would be fitted at each end of the ship
where the cargo holds are situated. The centre
lower portion of the ship is always taken up by
the engines and boiler rooms. The number of ways
on the fuseboards depends on the number of lights,
allowing one way for each four lights, one way for
each cluster connexion box, and one way for each
arc lamp connexion box. The number of clusters
is usually determined by the number of hatches,
there b2ing, as a rule, one for each hatch.
The arc lamps seldom exceed two in number.
They are usually fixed, when in use, one at each
end of the ship and fairly high up so as to throw a
good general illumination over the decks and quay.
The connexion boxes, of which there is one for
each cluster and another for each arc lamp, are
fitted near their respective hatches, in a convenient
place on any of the adjacent deck houses.
The feed wires for the two distribution boards
would follow the main fore and aft run, along the
main deck, and meet at the engineroom entrance,
which is a very suitable place for the section box
feeding this circuit to be fitted. Two ways only
will be required on the section box. The main
cable from the connexion box would then continue
down the engine room bulkhead to the main switch-
board. There is very little further in the way of
description, that can be given of this circuit, so a
return will now be made to those fittings which
24 SHIP WIRING AND FITTING
belong almost exclusively to the working of the
ship's cargo.
There is nothing special about the section and
distribution boards, and these are described later
on in another part of the book.
The terminal connexion boxes for the arcs and
clusters are similar in design, and of the cast-iron
watertight pattern, with hinged door and wing-nut
fastening. They contain a strong plug and socket
coupling and a switch. One important difference
must be made in the plugs belonging to the arc boxes,
that is, they must differ in form so that they cannot
be inserted into the cluster boxes in error. This
rule must be strictly observed where line resistances
are used in circuit with the arc lamps, but does not
apply where the lamps have self-contained resistances.
There is another special requirement that applies
to arc lamp plugs, viz., they should be so designed
that they can be inserted in the sockets in one way
only, thus ensuring that the lamps have their polarity
correct each time they are plugged in circuit.
The connexion boxes have brass labels fitted
on the outside of the lids engraved " ARC " or
" CLUSTER."
With reference to the arc lamps themselves ;
both the open and enclosed type are in use. The
principal difference in the construction of land and
marine arc lamps, is that the marine lamp (Pig. 11)
is fitted with a square or hexagonal lantern in place
of the globe used on the land lamp. These lanterns
are strongly constructed, and suitable for rough
handling. They are tapered in shape, wide at the
top and narrow at the bottom. The glass is clear,
opalescent or of the Muranese variety and, in the
best lamps, has wire netting embedded in it to
strengthen it. Line resistances are almost invariably
required in order to obtain the correct voltage across
the lamp terminals. Enclosed lamps require about
70 volts, upwards, and are used singly on 100 and
SHIP WIRING AND FITTING
25
J
110 volt installations. Open type lamps require
from 45 to 50 volts, and are used singly on 55 and
60 volt installations, and
two in series on 100 and
110 volt installations (see
Fig. 12).
Cargo Clusters. — These
consist of large shades or
reflectors (Fig. 13) from
20 to 30 inches in diam-
eter made of galvanized
iron, blue and white en-
amelled iron, or brass.
Inside is a ball or cone
with a number of lamps
radiating from it ; six,
eight, or ten being the
usual number.
In the ball are two
terminals, fitted on a fibre
base and making con-
nexion between the main
flexible lead and the lamp-
holders. A wire guard is
fitted over the front of the reflector to protect the
lamps. Three eyes are fitted on the rim for attaching
100 Volt \Mains j
FIG. 11. — MARINE TYPE
ARC LAMP.
FIG. 12. — ARC LAMP CIRCUITS.
guy ropes to steady the fitting when in use in windy
weather. The top portion of the fitting, outside
the shade, consists of a brass eye or hook for sus-
pension purposes, and a watertight gland to admit.
26 SHIP WIRING AND FITTING
s. Galvanised
Iron Wire Guard
FIG. 13. — CABGO CLUSTKB.
SHIP WIRING AND FITTING 27
the flexible cable. This gland should be designed
to turn downwards as an extra precaution to prevent
water from entering, should the gland not be per-
fectly watertight. The twin flexible cable used
as a lead to connect the clusters to the terminal
box, is of a heavy type, extra strongly jute covered
and braided to withstand the rough handling by
the ship's crew. The extra strong covering makes
the flexible look very heavy, but a large conductor
is not necessary. The largest required for clusters
would be for eight 16 candle-power lamps on a 60- volt
circuit. The size in this case wrould be 283/38 or
other equivalent section.
The flexible for arc lamps is heavier than that
used for the clusters and must be suitable for 6 to 8
amperes, for the enclosed type, or 10 amperes for
the ordinary open type or flame arc lamps.
For 8 amperes, flexible would be 168/38 or equiva-
lent section.
For 10 amperes, flexible would be 283/38 or equi-
valent section.
(4) THE STARBOARD SALOON CIRCUIT
(5) THE PORT SALOON CIRCUIT
These two circuits are very much alike, one taking
one side of the ship and the other the remaining side.
The description of one circuit will apply to the
other in almost every particular, so that a description
of one only will be given in detail.
As with the other circuits, the mains would be
run from the main board in the engineroom, up to
the section box which would be in some convenient
and suitable place, probably in an alleyway or a
pantry. If in an alleyway it must be fitted in such
a way as not to offer any obstruction • to persons
passing. The position chosen should be central to
all the distribution boxes. It is not at all un-
common to fit the section box beside the first
28 SHIP WIRING AND FITTING
one or two distribution boxes on the run, i.e. beside
the boxes nearest to the engine room on the main
run. Other leads would be taken from the section
box to the various other distribution boxes on the
circuit. The public rooms, viz., the dining saloon,
social hall or music room, smoke room, etc.,
all belonging to the first class accommodation, would
be on this circuit. The switches for the lights in
these rooms are sometimes fitted in the rooms them-
selves, in some inconspicuous place ; but they are
more often fitted in the pantry. In any case they
should always be accessible to the stewards.
Beside the rooms mentioned above there will be
;all the staterooms, lavatories, bathrooms, alleyways,
pantry and entrance lights on the circuit. Separate
and distinct distribution boxes are allocated to these
lights. Each ordinary stateroom has one pendant
light in the centre of the room or over the mirror ;
the switch being fixed in the most convenient posi-
tion for the passengers to reach it from the berths.
The alleyway lights are usually pendants spaced
about 20 feet apart, each with its own switch fitted
underneath. It is usual to fit master switches at
the section boxes, one for each distribution box,
so that a section of lights, consisting of about 20 or
30, can be switched off without going round to the
individual switches. Sometimes when this arrange-
ment is adopted it is required to leave a few lights
burning, say two or three only, in each public room
or entrance, to serve as night lights, and to remain
burning when all the other lights are switched off.
The lamps intended for night lights would be on
separate switches and fuses and not under the con-
trol of the master switches, neither would they be
connected to the busbar of the section box. A
sketch of the arrangement is shown (Fig. 14).
The cable runs will now be considered. In alley-
ways they w^ill be under mouldings for the most
part, and casing only used when stepping out to a
SHIP WIRING AND FITTING
29
To Night Lights
To General Lights
t t t t
light or switch. The back of the moulding is hol-
lowed and has two or three grooves ; one for main
lighting cables, one for the small lighting cables,
and another for the bell, telephone, and other similar
wires. In cabins a small casing is run to the light
and down to the switch. The arrangement in the
pantries, lavatories and bathrooms will be similar.
In the special rooms, however, more attention
is given to appear-
ance. The rooms
are decorated with
ornamental panels,
both on the ceil-
ings and bulk-
heads, and there-
fore no ordinary-
casing is used.
Wires are run be-
hind mouldings,
panels, etc., which
are screwed up so
that access can al-
ways be had to
Master Switch
To Night Lights
J
To Genera/ Lights.
FIG. 14. — ARRANGEMENT OF FUSE-
BOARD FOR NIGHT LIGHTS.
the wires.
A main run is arranged beside a beam running
fore and aft, which almost invariably forms a divi-
sion between the panels. The lower side of the
beam takes the form of a fancy capping, which is
fixed with screws. The small wires step out from
the main run to the centres of panels, where the
fittings are usually placed.
Lights may be required in a dome or ornamental
skylight, more for effect than for actual light. In
some special cases where the skylight has stained
glass, lights are fitted over, that is, outside the
glass to illuminate it after dark instead of leaving
the skylight black at night, as it would be if
there were no lights at all. Qf course, the lamps
above the stained glass are not seen, and therefore
30 SHIP WIRING AND FITTING
the kind of fitting used is immaterial, ordinary
flanged lampholders being quite good enough.
In addition to the interior lighting there will be a
number of decklights on this circuit. These are the
lights fitted on the open decks, viz., the promenade
and saloon decks. The fittings used for deck-
lights are of the bulkhead or oyster type (see Fittings).
They are fixed to the deck overhead if there is one,
and if not, on the sides of the deckhouses. The
spacing is usually about 20 feet apart on the open
deck. The switches for these lights are fitted on
the inside of and above the saloon doorways leading
from the deck. In addition to fixed lights in the
first-class accommodation (and also in the second-
class on some large liners) plug and socket connexions
are fitted so that a table fan, a table lamp, or curling-
tong heaters can be connected up and used when
required.
Radiators for heating purposes are often used in
shipwork. These take a current of 5 to 10 am-
peres, which is very much more than that taken
by a lamp or any of the above mentioned apparatus,
and if numerous must have a circuit of their own,
or, if taken off the lighting circuit they must have
a special section box with fuses of from 10 to 15
amperes capacity.
Another type of fan beside the cabin fan is
fitted in the passenger accommodation. This is
the ceiling or flail fan and it is fitted in the
principal saloons. They are fitted chiefly in ships
which trade in hot climates. A description is given
in the chapter dealing with fans. They are fitted
to the deck, overhead, above the tables. The blades
are turned downwards so that a gentle current of
air is sent down towards the tables. The fans are
of a peculiar design with long blades, and run at a
slow speed, so that there is no noise whatever from
them when running.
SHIP WIRING AND FITTING 31
(6) THE FORWARD CIRCUIT
As its name implies, this circuit supplies the
entire forward section of the ship. The compart-
ments included are seamen's and firemen's accommo-
dation, lamp room, paint store, carpenter's and
boatswain's store, chain lockers, stairways and one
or two deck lights. The main supply cables will
be brought along the main run to a section box at
the forward end of, say the main deck, fixed in a
convenient and accessible position. This box would
have two, three or more ways as required. The
submains would run to the distribution boxes, the
number of these being one or more for each deck.
The lights are looped about four on a fuse as else-
where. The switches are fitted in each compartment
beside the lights, or just inside the doors. There is
nothing very special in the way of fittings on this
circuit. There are usually one or two docking tele-
graphs on the forecastle deck which will be fitted
for electric light. Also the forward anchor or riding
light will be fed from this circuit. For the latter
a plug will be fitted under the forecastle deck with
switch alongside. A flexible lead will connect the
plug to the anchor lantern, of sufficient length to
allow it to be hoisted up to the mast stay. The
lantern has glass all round so that the light is visible
in every direction.
The height to which it is hoisted is specified in
the Board of Trade regulations.
(7) THE AMIDSHIP CIRCUIT
This circuit supplies the lights in the central
portion of the ship, below or immediately abaft the
part occupied by the saloon and passenger accom-
modation. The following compartments are included :
Galleys, butcher's, baker's and similar shops, engi-
neers' cabins and mess room, stewards' storerooms,
deck and alleyway lights, etc.
32 SHIP WIRING AND FITTING
The arrangement of wiring and boxes will be
similar to that of the forward circuit so far as the
lights are concerned, but ways will be required on
the distribution boxes for a number of small-power
motors ranging from J to 1 horse-power, for driving
such domestic machinery as potato-peelers, dish-
washers, etc., and connexions will be required for
egg-boilers and electric grills.
If there is a laundry on board equipped with
machines driven by an electric motor, wiring must be
arranged to supply it. The size of motor required
will be about 5 horse-power. Electric flat-irons
may also be used, so that a number of plug and
socket connexions fitted on the bulkhead will be
required for these.
(8) THE AFTER CIRCUIT
This supplies current to lights, etc., at the after
portion of the ship, including, as a rule, the second-
class passenger accommodation ; also rooms set
apart for the use of stewards, stewardesses and
others ; also lights in steering engine house, docking
telegraphs and compasses.
In some ships the stern light is fed from the after
circuit, and has a local switch, instead of being taken
off the navigating circuit at the chart house fuse-
box as already described in the section dealing with
the navigating circuit. The stern light is not re-
garded by the Board of Trade as of such importance
as the masthead and sidelights.
The after anchor light comes off the after circuit
and has a similar plug connexion to that described
in connexion with the forward light. The general
arrangement of main and sub-cables and fuse-boards
is similar to that of the forward and amidships
circuit.
SHIP WIRING AND FITTING 33
(9) GENERAL MOTOR CIRCUIT
This circuit is only required in medium-sized and
large ships, and is intended to supply all motors
which may be used for driving any of the following
machinery : Large ventilating fans, galley and
laundry machines, passenger and goods hoists ; also
pumps, turning gear for main engines, and other
machines connected with the engine-room.
The number of boxes on the circuit depends on
the number, disposition, and sizes of the motors in
the ship.
One method of dividing them is as follows : —
One circuit for engine-room motors, one for venti-
lating fans, one for hoist motors, and one for other
sundry motors. The fuse boxes on this circuit will
be heavier than those for the lighting circuits. Junc-
tion and section boxes will be used, but no small
distribution boxes will be necessary.
Another circuit which may be mentioned is that
for the forced draught fans for the main boilers, if
they be motor driven ; and any engine-room venti-
lating fans. These would have separate individual
control switches, ammeter and starting gear fitted
on or near the main switchboard. The foregoing
circuits are shown on the wiring diagram, which
appears in the section dealing with the various
systems of wiring.
CABLES AND WIRING
This section will be chiefly devoted to a descrip-
tion of the various kinds of cable used in different
parts of the installation. Also to showing which
particular kind of cable is best suited to each section
of the ship and the method of running the cables
to suit the conditions met with in any particular
case.
34 SHIP WIRING AND FITTING
The cable is almost invariably of the pure and
vulcanized rubber insulated class, with a minimum
insulation resistance of 600 megohms per mile, as
this is the minimum resistance allowed by Lloyds'
insurance rules. As in the case of rubber cables in
general use, it has a layer of tape over the rubber.
Outside this again there may be any of the three
following finishes, viz. :
(1) Braiding and compounding, either black or
red ; (2) Plain lead sheathing ; (3) Lead sheathing ;
then another layer of tape ; and finally a protection
of armouring which consists of a layer of galvanized
iron wires of suitable gauge.
Armoured cables, without a lead sheathing inter-
vening between the rubber and armouring, should
not be used, as they almost invariably give trouble,
especially in places like engine and boiler rooms,
where heat, moisture, and possibly oil, have to be
contended with.
Single-conductor cable is most generally used,
although some twin lead-covered and twin lead-
covered and armoured cable is occasionally employed.
Twin flexible cable is used for the portable leads
for arc lamps and cargo clusters — this is described
in the chapter on circuits (see Cargo Light Circuit).
The methods of fixing and running the three first
named cables differ in some respects.
The braided and also the lead-covered cables are
run in wooden casing, behind mouldings (Fig. 15)
and panels, and sometimes in tubing. The running
of wires in tubing will be dealt with in detail later
on.
Lead-covered wires can also be fixed by means
of clips to the ironwork of the ship, or as an alter-
native, clipped to wood battens. The clips used
would be of the brass double-ended type, varying in
size according to the number and diameter of the
wires which are to go under one clip.
Sometimes wiring is erected in this way through-
SHIP WIRING AND FITTING
35
out a ship, and, with care, a very neat job can be
made. It is not absolutely necessary to have wood
battens to run the wires on. They can be clipped
direct to the iron beams and bulkheads, or to wooden
bulkheads wherever possible. Armoured cables are
almost invariably clipped. These cables also may
be clipped direct to the ironwork or to wood battens.
If the latter are used they should be of teak, as it
isfmost suitable for withstanding the variations of
temperature and degree of moisture to which they
Deck Pla nk iny
Mains
Small Lighting
-Wires 6
Be/1 &
Te/ephone Wires
FIG. 15. — SECTION or MOULDING, SHOWING GROOVES FOB
WIRES.
are subjected, without splitting or warping. These
unfavourable conditions have to be contended with
in some parts of the machinery spaces. Brass clips
for such cables are unnecessary ; they can be fixed
by means of galvanized iron clips. These vary in
shape. Besides the ordinary saddle and single-
ended type of clip there is another pattern as shown
36
SHIP WIRING AND FITTING
in the illustration (Fig. 16) with one hole in the centre
to take a f inch screw. This clip accommodates a
wire on either side. The chief advantage gained
by its use is the economy effected in drilling and
tapping fewer holes. When fixing cables to iron-
work with any type of clip, the screws used are
f inch Whit worth, with snap heads. When fixing
to woodwork No. 18 galvanized iron wood screws
are employed. The spacing of the clips on an
ordinary straight run is about one to every 12 inches.
The spacing may have to be modified to suit special
FIG. 16. — FOUR TYPES OF WIRING CLIP.
situations, such as between beams on an overhead
deck run. The spacing should be divided up evenly,
with not less than 12 inches between the clips. To
effect this more clips may have to be used than under
ordinary conditions. Some care is necessary when
running armoured cable, as it is a very easy matter
to disarrange the armouring and so damage the lead
covering. If the latter should be damaged the
rubber will quickly deteriorate and a fault develop.
When running the cable around bends it should be
bound with black adhesive tape 2 or 3 inches on
each side of, and over, the place where the bend
will occur. The radius of the bend should be as
large as possible consistent with neatness,
SHIP WIRING AND FITTING 37
Care should also be taken when connecting up
fuseboards and fittings. The wire armouring should
be cut well back and bound here also with tape, or,
better still, a layer of fine wire. The lead should
protrude beyond the armouring but it should also
be cut back about an inch and only the rubber insula-
tion brought up to the terminals of the fuse or lamp-
holders.
The following will show as clearly as possible in
which places in the ship the different kinds of cable
above referred to are generally fitted.
Ordinary cable with braided finish, is used every-
where where there is wood casing. This is fitted
in such places as : Passenger accommodation, state-
rooms, passages, pantries and lavatories, officers'
and engineers' cabins and mess rooms, storerooms,
crew's accommodation etc. ; behind panels in public
rooms and entrances, in fact, almost everywhere
in the ship with the exception of the machinery
spaces, galleys, and holds.
Plain lead-covered wire can be used in every situa-
tion where the braided cable is admissible. There
are, however, places where lead-covered wire should
always be used, more particularly in those situations
which are exposed to the weather, such as the run
under the bridge for the sidelights, instrument, and
telegraph lights ; also the runs to deck lights if
wood casing be used. Braided cable can be employed
in these places, if run in galvanized piping, and a
watertight connexion made by means of a screwed
joint between the piping and the fitting.
Clipped lead-covered wire can be used for prac-
tically every circuit where casing can be run, and
if a " surface " job is required, i.e. an installation
with all the wiring exposed to view, it can be carried
out with clipped lead-covered wires. ' If braided
or lead-covered wires are used for machinery spaces,
holds, or such like places, where they will be exposed
to mechanical injury, they must be run in piping,
38
SHIP WIRING AND FITTING
either steel conduit or iron gas-barrel. When the
latter is used care must be taken to see that it is
quite free from burrs inside. The pipe must be of
ample size to allow of the wires being easily with-
drawn for inspection or renewal. To facilitate this,
draw-in boxes are necessary (Fig. 17) and should
be fitted at intervals of not more than 20 to 25 feet
Elevation
_Red_ Lead Puttied
Joint.
FIG. 17. — DRAW-IN Box FOB CABLES.
apart. In addition to allowing inspection of the
wires, the boxes greatly assist in the wiring of the
job.
Coming now to the armoured cable, this is
almost invariably used in the machinery spaces,
galleys, and similar places where there is steam,
moisture or heat present ; and where the cable is
liable to be damaged mechanically.
It is often necessary to run part of a circuit in
braided cable and the remainder armoured. In
cases of this kind the small junction boxes described
elsewhere in this book can be used to connect the
SHIP WIRING AND FITTING 39
two different kinds of cable. An arrangement of
this kind, but on a larger scale, has sometimes to
be resorted to for the main cables, running from the
main switchboard in the engine-room to the sub-
switch or section boards in the different parts of the
ship. The two methods of running these main
cables will now be described.
Method No. 1, which aims at keeping all the
wiring in the engine-rooms uniform, i.e. armoured
throughout. All the main cables are armoured, and
secured by clips all the way from the main switch-
board, right up to the main deck where the mains
leave the engine-room casing. At this point heavy
junction or joint boxes are fitted, to connect the
armoured to the braided mains, which are run from
this point to the sub-switchboards.
Method No. 2, which is rather less expensive, is
to start from the main switchboard with braided
cable, and continue it throughout the whole run.
The cable is carried in a strong teakwood casing
from the switchboard to the main deck where the
fore and aft run of casing is located.
To return to the general wiring of the installation ;
some other important points will be considered.
When cables are run through decks they must
pass through special deck-pipes, made of galvanized
iron gas barrel (see Fig. 18) standardized to an
overall length of 14 inches. Of this overall length,
about 6 inches is threaded at one end and the other
left plain. The threaded end is fitted with two
galvanized iron or brass nuts and two washers.
Brass is not often used, as the galvanized iron is
considered quite suitable. When the pipe is in
position, as shown in sketch, it should project not
less than 8 inches above the deck. Red lead putty
should be used under the washers to make a water-
tight junction between pipe and deck. A lining of
fibre, or hardwood tubing, ^ inch to £ inch thick
in the wall, is inserted in the pipe. At the top or
40
SHIP WIRING AND FITTING
Wood
Bush
\^ Galvanis e d
Iron Pipe
FIG. 18. — WATERTIGHT DECK
PIPE.
plain end is fitted a
hardwood insulating
bush. When the cables
are finally fixed in posi-
tion, the top of the
pipe is packed with
cotton waste or spun-
yarn for a space of
about an inch from
the top ; it is then
filled up with com-
pound, run in hot.
Another essential ac-
cessory to ship wiring
is the water-tight gland.
These glands must be
used in every case
where it is necessary to
pass cables through
watertight bulkheads.
These bulkheads are
the waUs, or partitions,
which divide the ship
into a number of water-
tight compartments ;
they may run fore and
aft or athwartships. In
order, therefore, that
the watertight proper-
ties of a bulkhead may
be preserved, all cables
must be passed through
glands, which can be
packed around the cable
in a similar manner to
the packing of a piston
rod on an engine. The
illustration (Fig. 19)
shows how a gland
SHIP WIRING AND FITTING
41
is constructed. A piece of gas pipe of the re-
quired bore is threaded all the way along and cut
off about 3 inches in length. The pipe passes through
the bulkhead and is fixed by means of a nut and
washer on each side. Some packing of red lead
putty or other suitable substance is also inserted
under the washers. The gland itself consists of a
brass nut of special design with a recess which can be
packed after the cables are drawn through.
The iron tube portion of the gland is lined with
wood or fibre tubing similar to the deck pipes. The
Steel Bulkhead
Gland Nut
FIG. 19. — WATERTIGHT BULKHEAD GLAND.
deck-pipes and glands are always lined for braided
and lead-covered cables but not always for armoured
cables.
There is another requirement when running cables
on a ship and that is, when they pass through holes
in iron beams, ordinary non-watertight bulkheads,
or in fact, ironwork of any description, the holes
must be bushed with lead or have fibre or hardwood
ferrules inserted in them, to prevent the cable from
being damaged by coming into contact with and
chafing against the iron. This precaution again
does not apply so particularly to armoured cable
although some engineers insist on having all holes
42 SHIP WIRING AND FITTING
bushed throughout the ship. Generally speaking,
however, armoured cables are passed through plain
holes.
Nowadays, on wiring systems, joints are seldom
if ever made, except in the case of breakage. The
best method of connecting up a broken wire is by
FIG. 20. — PORCELAIN JOINT Box WITH CAST-IRON COVER.
means of a small (or large as the case may require)
porcelain junction or joint box (see Fig. 20). Where
necessary, in such places as the machinery spaces,
the box can be covered and protected by means of a
cast-iron dome shaped lid.
SHIP WIRING AND FITTING
43
All wiring for lights is carried out on the loop-in
system, and as many as four lights looped on one
fuse of the distribution board. Looping can be
effected in either of two ways according to how the
lights are situated. When lights are in a straight
L - Lamps.
S ~ Switches.
FIG. 21. — " LOOP " WIRING OF LAMPS IN A STRAIGHT RUN.
or fairly straight line they are simply looped up
by wiring from one light to the next and so on
(Fig. 21). When scattered they can be wired up to
*/ - Joint Box.
L - Lamps.
S - Switch ee
r*
FIG. 22. — " LOOP " WIRING OF SCATTERED LAMPS.
a small junction or loop -in box. A pair of wires
would be run from the fuseboard to the loop -in
box and separate pairs taken from the box to each
light (Fig. 22).
44: SHIP WIRING AND FITTING
In the machinery spaces or any other space where
armoured wire is used, and fittings with long tubular
stems, these loop -in boxes should always be adopted,
as it is not very good practice to run two pairs of
armoured wires down the tubes of fittings, also a
saving of wire is effected in cases where the fittings
are spaced far apart.
One point must be observed, when connecting
up fuseboards, fittings of all kinds, switches, etc.,
viz., care should be taken to cut back the braiding
and tape of the cable so that the bare rubber is exposed
at least half an inch, and only the rubber comes into
contact with the live terminals. A large amount of
leakage can thus be prevented, as the braiding and
tape on the cable are not good insulators, especially
if at all damp.
When deciding on the sizes of cable to be used
on a job, it is necessary to take into account the
voltage drop as well as the carrying capacity of
the copper wire or strand. The drop should not
exceed two volts at the lamp farthest away from the
dynamo. This should be arranged when the wiring
diagram is prepared.
The formula used is simply : Voltage drop =
current in amperes x resistance of conductor in
ohms. The drop is calculated for each different
section, viz. (1) Main switchboard to section box ;
(2) Section box to distribution box ; (3) Distri-
bution box to light. The three results are added
together, and, if the total does not exceed two volts
the wires are all right. On the other hand, if the
result should exceed two volts, larger mains must
be substituted until the drop is reduced to the re-
quired minimum. For single lamps of 16 candle-
power, y1^ wire is used. This is the smallest gauge
of single conductor permissible.
A table (Fig. 23) is also given which will indicate
at a glance the number of lamps certain sizes of
wire will feed at standard voltages.
SHIP WIRING AND FITTING 45
FUSEBOABDS
There is not very much to be said about the fuse-
boards used on ship installations. The internal
Table of
Cable Carrying Capacities.
At: 1000 Amps, per Sq Inch.
At /.EE. Standards.
1/18
'1-81 Amps.
i/rr
~246Amps.
ttoor Hs
c3Amps.
I/IB
-4 -2 Amps
tfv
*5-4Amps.
teoorHe
=6 Amps.
16 c. p.
Lamps.
/ItGOVolts
ftXf.
1
2
3
4
5
6
AtlOOVolts
1 Lamp
= -6Jmp.
3-2
or 1
4
5
7
9
10
JtllOVolts
I Lamp
-•SSAmp.
3-2
or 1-
4
5 or 6
7
9
10
Flexible Leads for Arc Lamps and Cargo Clusters
At emits.
3&8{='4o)
1 /Imp.
I0!%8. (- Ifc)
3 to 6 Amps.
/6$58^4)
5 to 9 -8 Amps.
2B^3B(J/IZ)
8-5 to 15 Amps.
Single /6c.p.Lamp
3Ljght Cluster
5L/yf)t Cluster or
dAmp.drc Lamp.
8Light Cluster or
10 Amp. Arc Lamp
At 100 Volts.
Do.
6 Light Cluster
8 Light Cluster or
8/lmp. Arc Lamp.
10/lmp.Arc Lamp
At 110 Volts.
Do.
Do.
Do.
Do.
FIG. 23. — WIRING TABLES.
portions, that is, the slabs themselves, are very
similar to those used in, landwork, but the various
46 SHIP WIRING AND FITTING
makes differ in detail. The boards and covers are
made to suit each individual situation, as the par-
ticular surroundings and woodwork have to be
matched. Under these circumstances the only parts
of the boards which can be standardized are the
slabs. These can be obtained, ready fitted with
four, six, or eight ways as required, also a busbar
and main terminal. Sometimes the fuseboards and
even the switches themselves are fitted in recesses
behind panelling ; one of the panels being arranged
to serve as a door. The fuses themselves should
preferably be of the porcelain bridge type with
visible fuse ; the " Well " type fuse made by Messrs.
Richardson & Co. being one which is commonly
used on ship installations. For distribution boards
the 5 ampere size is most suitable ; the number of
ways ranging from four to eight according to the
number of lights fed from the board.
In the machinery spaces the fuseboards are usually
enclosed in cast-iron boxes, although sometimes
strong boxes of teakwood are used, as these afford
a good mechanical protection to the fuse slabs. The
iron boxes are not always watertight, but have
plain doors and wing nut fastenings. They are best
bought undrilled (without cable holes) as they can
then be drilled or slotted to take the desired number
of wires. The wires should always enter the box
from below. If holes are drilled into the top of the
box there is always the possible risk of water finding its
wray inside and causing trouble.
In addition to the passenger accommodation and
machinery space fuseboards which have been men-
tioned, there will be a number of ordinary boards
required for such places as the crew's quarters for-
ward, or storerooms amidships. In all general
places of this kind the boards are of teakwood,
plain and strong, and either painted or varnished.
On the inside of the lid of each distribution fuse-
board is fixed a list bearing particulars of all the
SHIP WIRING AND FITTING 47
lights supplied from that particular board, giving
the number of the fuse they are taken off, and also
stating the circuit to which it belongs, and the size
of fuse wire for the bridges (see Tig. 24).
Saloon Port Circuit.
Section Box.
IN924- Cu.
/. Distributing Box N9 1 in Passage, Saloon Deck.
2. Do. N92 inm/*t Class Pantry.
3. Do. N?3 in Do.
4-. Do. M?4 in Smoke Room Bar.
Midship Circuit.
Distributing Box N9I.
Fuses IN°36 Cu.
1. Passages Port. 4-. Galleys.
2. Do. Starboard. 5. Wine Store* frov?&ore.
3. Butchers^ Bakers Shops. 6. Emigrant Stores&CabinSt*
FIG. 24. — FUSEBOARD LABELS.
In the case of the section fuseboards' the label
would indicate the number and position of the
distribution boards fed from that section box, as
shown in the first table.
48 SHIP WIRING AND FITTING
Switches of the 5 ampere size are fitted beside
distribution fuseboards in places where the lights
are in groups of three or four, such as the public
rooms, engine and boiler rooms, passages, and deck
lights, etc., where individual switches for each light
are unnecessary. These switches are labelled to
show at a glance to which lights they belong.
If desired, switches can be fitted inside the fuse-
board cases, and locked up to prevent interference
by unauthorized persons.
The master switches previously referred to are
fitted beside the section boxes and control each
separate distribution board. They are of about
20 amperes capacity and of the tumbler, knife, or
chopper type. These switches should be distinctly
labelled to indicate the lights controlled.
FITTINGS AND INCANDESCENT LAMPS
The electric light fittings used for shipwork are
of strong and substantial design. They are short,
as compared with shore fittings, owing to the small
head room available on board ship, and stiff and
rigid to withstand the motion and vibration of
the ship. In cabins and general passenger accom-
modation the average height from deck to deck is
8 feet. In the saloons and public rooms the height
is very often more than this.
Generally speaking ship's fittings may be divided
into three classes : —
(1) Special ornamental fittings for the saloons,
music and recreation rooms, smoke rooms, etc.
(2) General staterooms, and alleyway fittings.
(3) Watertight fittings, \vhich are used in machi-
nery spaces, stores, galleys, on open decks, and other
similar places. The finish on the fittings is decided
by the owners, the most common being electro-
plate, copper, steel-bronze, green-bronze or ordinary
lacquered brass.
Taking the three classes of fittings in order, the
SHIP WIRING AND PITTING 49
first vary so much in style and design that any at-
tempt at a detailed description is practically useless.
It seldom if ever falls to the lot of a ship's wireman
to select designs or choose the position of the special
fittings. This is done by subcontracting firms who
make a speciality of the decoration of ships' saloons.
The designs of fittings must be in keeping with the
decoration of the rooms. Nearly all special fittings
are sent from the makers already wired, so that it
is only neccessary to joint up the wires behind the
baseplate.
Fittings of the second class are more ordinary
and offer less variety in design, and a little more
may therefore be said of them. One style of fitting
may be chosen which can be used throughout the
staterooms, passages, lavatories, bathrooms, W.C.'s,
pantries, etc. It can be in the form of a pendant
or a bracket, according to which is the more suitable
for any particular situation.
The illustration, Pig. 25, shows five types of fittings
which are largely used.
The first is a pendant with ordinary obscured
spherical globe ; the second is a bracket to match
the pendant ; the third is a husk fitting which re-
quires no globe or shade but has a lamp only, of the
totally obscured pattern. All three are fitted on
wooden blocks slightly larger in diameter than the
bases of the fittings. The fourth is a double bulk-
head or divided-light fitting. It is used between
two W.C.'s or similar places where the position of
the light is immaterial. This fitting can also be used
for a single light if required. In this case only one
half would be used. The switches for W.C.'s are
fitted beside the door on the outside.
The fifth is a portable table lamp with a silk shade ;
the standard has a loose joint and thumbscrew, so
that it can be used as a bracket lamp on the bulkhead.
A silk-braided flexible connects the lamp to a plug
and socket on the bulkhead.
50
SHIP WIRING AND FITTING
All landholders used should not be less than
f inch in the neck, otherwise they will be too small
for looping. Wherever possible a few inches of
slack wire should be left behind the base of the
fitting to facilitate removal and replacement, should
this be necessary.
With reference to the position of the lights : In
FIG. 25. — TYPES OF CABIN FITTINGS.
state-rooms the light is fixed near the washstand
mirror. The switch is fitted in the most convenient
position for the passengers using the berths.
In alleyways the lights are of the pendant type
and spaced about 25 feet apart, with a switch fitted
near each lamp. Separate fittings withf Coloured
SHIP WIRING AND FITTING
51
lamps are fitted opposite the doors of lavatories to
indicate whether ladies' or gents'.
A special " dimming " glow lamp is sometimes
used in state rooms. This has two filaments, one
to give 16 candle-power and a small one of 1 candle-
power (see lamps). There are three contacts on
the cap of the lamp, and the lampholder is a special
type with three plungers to match the lamp cap.
The diagram, Pig. 26, shows the connexions : —
2 Way Switch
Top of
Lamp Cap
FIG. 26. — CONNEXIONS OF " FULL " on " GLOW " LAMP
AND SWITCH.
The third class of fitting, viz. the watertight pattern,
is represented by four distinct types (see Fig. 27).
(1) This fitting is used in the machinery spaces ,
crew's quarters, stores, etc. The pendant fitting
is made with a separate back plate and a short stem
for ordinary use which is screwed into the fitting
portion. The fitting can be made with a stem
(usually J inch gas barrel) of any required length
to suit a particular situation. Similarly, the brackets
can be made for any desired projection or drop.
Short fixed brackets with knuckle joints are used
where a small projection is desired (see (2) Pig. 27).
(3) The watertight portable hand lamp, which
is used in the machinery spaces, storerooms, etc.
52 SHIP WIRING AND FITTING
The illustration shows what is generally considered
to be a very good pattern of hand lamp made of
brass with cast brass guard. A hook is fitted beside
each hand lamp plug to hang the lamp and flexible
on when not in use.
FIG. 27. — TYPES OF WATERTIGHT FITTING.
(4) The cattledeck fitting takes its name from
the place where it is mostly used, viz. the cattle
or 'tween deck. It is practically always fitted with
the iron cover and is suitable for use in any com-
partment which may occasionally be used for cargo.
When this is the case the iron cover is closed to pro-
iGXJt the glass and lamp.
(5) The "oyster" or bulkhead fitting. This is
mostly used on the open deck, but also occasionally
SHIP WIRING AND FITTING £3
in the machinery spaces. When fitted on deck it
can be in a position either overhead or on the side
of one of the deck houses. It is made with or with-
out a brass guard, also with or without an iron
cover.
All the foregoing watertight fittings may be made
either of iron or brass according to the shipowner's
specification. If of the former metal they are painted,
if the latter they may be painted or finished in polished
brass, or steel-bronze.
FIG. 28. — CARGO CLUSTER, AND HAND LAMP COUPLERS.
PLUGS AND SOCKETS
There are two sizes of the watertight pattern
and one of the ordinary cabin pattern in general
use. The former are often called couplers ; the
larger being used for cargo clusters or arc lamps and
the smaller for portable hand lamps. The illus-
tration (Fig. 28) shows the two patterns. Leather
54 SHIP WIRING AND FITTING
sleeves are fitted on the nozzle of the plug where the
flexible lead enters, as shown. They are tightly bound
with cord both on the nozzle and on the flexible.
This serves to prevent the latter being pulled out
of the plug and also from being bent continually
at one spot. The large size is for currents up to
about 10 amperes, and the smaller for currents up
to about 3 amperes.
For cabin plugs a small 3 ampere, two-pin, or
concentric pattern is fitted for connecting up a
cabin fan or table lamp. A combined switch and
plug is often used, and of these there are several
patterns on the market.
SWITCHES
Generally speaking there are two kinds in use,
viz., the watertight and the cabin. There are many
designs of each class and they require no detailed
description. Nearly all watertight switches have a
stuffing gland through which the key spindle passes.
The inlet for the wires is threaded to take iron tubing
or conduit. Another arrangement which is some-
times adopted consists of a watertight cast-iron box
with lid, and ordinary switches fitted inside. This
box has a threaded inlet similar to the watertight
switches. All switches fitted on decks or in any
exposed places should be of the watertight pattern.
The cabin switches are usually of the tumbler or
thumb pattern with covers finished to match the
fittings. The ordinary practice for staterooms being
to mount the switch and push on one polished block
in a convenient position near the berths.
In cabins having berths on either side, for the
convenience of passengers two switches of the two-
way pattern are fitted one on each side of the cabin,
so that any passenger can turn the light off and on.
The room is wired as shown in Fig. 29.
Where switches are fitted in groups, as, for instance,
SHIP WIRING AND FITTING
55
beside a fuseboard, each switch should have a small
ivorine or brass label underneath to indicate the
lights controlled. The lampholders in ship work
are of two kinds, viz., the ordinary double-contact,
and the single, or centre contact. The latter is
used for ship-return installations, one contact being
made by the centre plunger and the other through
the case of the lampholder to the cap of the lamp
(see Lamps).
In all fittings incorporating centre-contact holders,
which are screwed to woodwork, and not making
2 Way Switch
Berth
State
f?oom
2 Way 5 witch
Berth
FIG. 29. — STATE ROOM LIGHT CONTROLLED BY Two SWITCHES.
contact with the ironwork of the ship, a screw is
provided called an " earth " screw. A wire is
taken from this to another screw tapped into the
nearest part of the ship's ironwork. Many fittings
are screwed direct to a beam or iron deck ; and when
this is the case no earth wire is needed. It is neces-
sary on a double- wire job to use double contact
holders, although on the other hand on a ship-return
56 SHIP WIRING AND FITTING
installation it is unnecessary to use single contact
holders as the feed wire and the ship return wire
can both be brought into a double contact holder.
It is quite common practice to fit a single-wire instal-
lation with the latter type of holder throughout.
LAMPS
Incandescent lamps for ship work are much the
same as those in use on shore, with the exception
of the centre contact lamp, and the double- filament
lamp for the navigating lights (see Navigating Cir-
cuit). Lamps may be clear, semi-obscured, or
totally obscured as the situation requires. One
other feature of ship lamps may be mentioned and
that is, the bulbs are of smaller size than standard
shore bulbs. This is partly on account of fittings
being smaller and also to allow of maximum headroom
being obtained under fittings in cabins, alley v\ ays
and other places where the decks are low.
Lamps and lampholders on British vessels are
practically all of the bayonet socket type, but on
American and Continental vessels, the Edison screw-
socket lamps and lampholders are still widely used.
Carbon lamps still hold their own for ship lighting,
as most metal filaments as made up to the present
are too fragile to stand the vibration and motion
of a ship, at least for parallel burning. Of the dif-
ferent makes of metal filament lamps, the Tantalum
has given the best results, and these lamps are in
use on all voltages up to 110.
Fig. 30 shows the various types of lamps in use for
marine wrork : —
(1) Double contact ; (2) Single, or centre contact ;
(3) Screw socket; (4) Double filament; (5) "Pull"
and " Glow " lamp (see description under Fittings),
ELECTBIC BELLS
Practically all passenger carrying ships have elec-
tric bells fitted in the saloons and staterooms. The-
SHIP WIRING AND FITTING
57
systems include pushes, indicators, bells and bat-
teries, just the same as on shore, and the wiring
and connexions also are precisely the same. The
style and quality of the apparatus used and the
details of the wiring differ somewhat, but the fol-
lowing description covers an average up-to-date
installation.
The wire is insulated with vulcanized rubber
and braided and is almost as good in quality as
that used for lighting purposes. The amount of
FIG. 30. — MARINE TYPES OF INCANDESCENT LAMP.
rubber used is less, so that the overall finished dia-
meter of the wire is below that of the lighting wires.
It is necessary to distinguish the common battery
wire, and this should therefore be coloured red,
and preferably of No. 18 S.W.G. The return wires
from pushes to indicatoi can be of No. 20 S.W.G.
58
SHIP WIRING AND FITTING
Tappings are required off the battery wire for
each push. There are three alternative methods.
(1) By making ordinary joints, soldered, then
insulated with Chatterton's Compound, or rubber
strip, and taped.
(2) By looping the battery wire to each push and
connecting the two ends to one contact spring.
There is no objection to this arrangement if the
pushes are designed for looping, and have contact
plates with connecting screws of ample size tapped
into them.
Berth
Berth
State
J
Rooms
_J
^
To Indicator J 'Pass'age
""£"" J
V
State
n
V
i
1
4
Rooms
Berth
Berth
Pushes Ma
Joint Box
Battery Mre
Push
rked P.
J.
s „ ...
FIG. 31. — BELL WIRING SCHEME, TJSESTG JOINT Box.
(3) The best method. This consists in fitting
small porcelain connecting boxes at intervals, say
one for every four pushes (see Fig. 31). This method
besides effecting a saving in wire (as against the
second method) also affords an easy means of locating
faults as the wiring can readily be split up into small
sections.
In ordinary work the bell wires are bunched toge-
ther and run behind mouldings hi a separate groove
SHIP WIRING AND FITTING 59
from the lighting wires (see Fig. 15). A small easing
is run, where required, from the moulding around
a stateroom down to the push. The pushes most
commonly used for staterooms are of polished ebony.
In the saloons they match the surrounding wood-
work. Bell wires passing through decks and bulk-
heads are run in deck pipes and glands respectively,
in the same manner as described for lighting wires.
The best practice is to keep the lighting and bell
wires entirely separate. The battery is composed
of four or six No. 2 size Leclanche wet cells or the
equivalent size and number of dry cells. As to
which type of battery to use, this is a matter of
choice.
Indicators and bells are of teakwood unless fitted
in some conspicuous position, where the surroundings
must be matched. They are, however, nearly always
fitted in the pantry. The bells are of the ordinary
pattern with 3 inch or 3J inch gongs. One point
should be observed, viz., that the bells should be of
low resistance in order to allow the indicator to work
efficiently.
Coming now to the indicators. These are of the
" drop " or " mechanical replacement " type ;
the pendulum pattern being, of course, out of court
for shipwork. There will be one hole on the indicator
dial for each stateroom. Separate holes for the
captains, chief engineers and any other of the officers'
rooms boasting pushes. Saloons will have one hole
for the Port side and another for the Starboard
side pushes. The indicators should be cockroach
proof, especially for ships which trade in hot climates.
This is effected very simply by arranging the ter-
minals and inlet holes for the wires in a chamber,
separate and distinct from that containing the move-
ments. The wood partition dividing the two com-
partments fits tightly down on the thin, silk-covered
wires which connect the terminals with the move-
ments.
60
SHIP WIRING AND FITTING
The replacement levers which project outside the
indicator case, work in close fitting guides, with
just sufficient play to allow the levers to move easily.
Fig. 32 illustrates the arrangement.
e
\ 0 0 0
I i fl a
Tern
.Mo
ME-
ND
^V ' •*'
\
/
V
\
•4- -
\
State Rooms. /-^
A B r Q
D E F
Terminal Chamber
Movement d?
FIG. 32. — COCKROACH-PROOF SHIP'S BELL INDICATOR.
TELEPHONES
Telephone systems on board ship are not as a rule
very complicated, so that under ordinary conditions
no serious obstacles should present themselves to the
wireman of average experience, when faced with the
job of wiring, and connecting up, a system of tele-
phones. At the same time, the fact remains that
should a mistake be made in. the connexions, or
should any part of an instrument not be working
satisfactorily, some little time and trouble may be
necessary to locate the fault.
The systems commonly in use may be divided
under three heads, viz., (1) Two station ; (2) two
or more stations to one central point ; and (3) Inter-
communication systems. In addition there are
.also loud-speaking telephones. These, when fitted
SHIP WIRING AND FITTING 61
at all, are almost always employed in the working
of the ship.
The connexions for ship telephones are exactly
similar to those for shore instruments, but it may
not be out of place to give one or two diagrams for
reference.
Referring to instruments and apparatus generally,
one important point to be observed is that every-
thing should be rigid. There should be no loose
receivers to rattle or, if the telephone itself is of the
hand-combination type (i.e. with the receiver and
transmitter portable as on the National Telephone
Co.'s latest instrument) this should not swing about.
Both the receiver and the hand-combination instru-
ment, if hung on a hook of any kind should be pro-
vided with a spring clip attached to the bulkhead,
into which it must be pressed, so that it is held firmly
when not in use.
The cradle arrangement which holds the telephone
is much better than the hook and clip. Some makers
even go further, and, as an additional safeguard, fit
a clip in the fork of the cradle so that the telephone
is firmly held.
The batteries are similar to those used for the
bells — either Leclanche or dry cells, and fitted in
any convenient place such as a cupboard, or under
a berth.
The wire employed is also similar to that used for
bell work and is run alongside, in the same groove,
behind the mouldings.
Returning to a description of the systems ; the
two -station is fitted for communication say, for
example, between the captain's and chief engineer's
cabin, or captain to purser, or chief steward to
second-class steward. Two wires will be required
to join the stations, and a local battery of two or
three cells at each end. The other external connex-
ions of the telephones will be as shown in Fig. 33.
The terminals of the instruments are always lettered
62
SHIP WIRING AND FITTING
by the makers. C means carbon, Z zinc, ZE zinc
earth (two wires go to this terminal), MC microphone
carbon, L line.
It is possible to fit a pair of telephones using only
one wire and the ship as " earth " or return (see
Fig. 34). The single wire method is not recommended
FIG. 33. — TWO-STATION TELEPHONE SYSTEM. DIAGBAM OF
CONNEXIONS — METALLIC CmciJiT.
as it has a tendency to develop faults more readily
than the two-wire arrangement. The second sys-
tem, where there are a number of stations which
communicate with one central station, but cannot
communicate with each other, is the one often used
FIG. 34. — TWO-STATION TELEPHONE SYSTEM. DIAGRAM OF
CONNEXIONS — " SHIP " OB EABTH RETURN.
in passenger steamers and is probably the most
common of all.
In many ships, telephones are substituted for
bell pushes in staterooms and saloons as a means
of communication with the steward in attendance
SHIP WIRING AND FITTING
63
or, as is the case on some of the railway companies'
passenger steamers, a system of telephones is fitted
connecting the various sections of the passenger
accommodation with the ticket office. The wiring
may be carried out in two ways, first, with one battery
only at the central station ; second, with a local
battery at each station.
With the first arrangement three wires are required
from each telephone to the central point (see Fig. 35).
FIG. 36.
With the second arrangement only two wires are
necessary (see Fig. 36).
The most elaborate systems of all are fitted on the
large passenger liners. They are for inter-commu-
nication between the principal sections of the ship,
officers' rooms, and staterooms. All the various
64 SHIP WIRING AND FITTING
points are connected to a private exchange switch-
board, and a special telephone operator is in atten-
dance. When the vessel is in port, connexion is
made with the shore exchange by means of a number
of lines and special terminal boxes fitted on each
side of the ship.
All the intricacies of a job of this sort are embodied
in the switchboard and instruments. Only the
usual wiring is required, consisting of two or three
wires from each telephone to the exchange, and a pair
from the switchboard to the connexion box for
each shore line. All terminals intended for the
connexion of external wires are clearly marked,
so that the actual wiring and connecting up are not
difficult.
Telephones of the loud-speaking type are largely
used in shipwork. In fact they are almost exclu-
sively made for use on board ship. They are
especially suitable for machinery spaces and other
similar places which are very noisy. The instru-
ments work on the same principle as the smaller
ones, but all the working parts are on a larger scale
and more battery power is employed.
The telephones are very strongly made and have
brass cases. They are watertight, so that they can
be placed out in the open ; the navigating bridge
and the wheel-house being positions where they are
often fitted. From these points they communicate
with the engineroom, or steering-engine house at
the after end of the ship. The wiring for these
telephones is usually carried out with three or four-
core lead covered cables supported by means of
brass clips. Terminal boxes are always provided,
to facilitate the inter-connecting of the instruments,
batteries, etc. The various pieces of apparatus are
provided with sweating glands, into which the lead
sheathing of the wire is soldered (see Fig. 37). The
gland is made watertight with red lead and screwed
up tightly.
SHIP WIRING AND FITTING
65
Diagrams of connexions are supplied by the
makers with all sets of telephones, so that no great
difficulty is experienced when connecting up. There
is not very much more to be said about telephone
wiring. The usual precautions which are necessary
in all electrical work should be observed, such as
making good clean connexions and leaving all
screws and terminals tight and firmly gripping the
wires.
For a complete treatise on telephones generally,
the reader is referred to another volume in this
series.
Red Lead Joint:
Wires Soldered in
FIG. 37. — GLAND FOB WATERTIGHT BOXES, FITTINGS, ETC.
ELECTRIC FANS
The wiring of large ventilating fans was partly
treated earlier in this book under the head of
" Motor Circuits." As the horse-power of the motors
driving ventilating fans may touch 30, some rather
heavy cables are required to carry the current, which
may be as much as 100 amperes and over on average
ship voltages. For heavy circuits of this kind, the
mains are usually taken direct from the switchboard
in the engine-room.
There are two types of fan in general use, viz.
the cased centrifugal, and the propeller. One of
the best known of the former class is the " Sirocco,"
66 SHIP WIRING AND FITTING
made by Messrs. Davidson & Co., of Belfast (Fig. 38).
o
I
.1
SHIP WIRING AND FITTING
67
The motor and fan are mounted on one bedplate.
The starter, which is also a series-parallel speed
regulator, is contained in the hollow part of the cast
bedplate on which the motor is mounted. All the
connexions are self-contained, so that there is nothing
to do but connect the external mains to the terminals
provided for the purpose.
Diagram Fig. 39 shows the connexions for a two
A.... Armature.
F.... Field Coils. r ,, ~
n r ., Full Speed.
D Connections made. '
by Controller drum,, j
4
5
FIG. 39. — CONNEXIONS FOB TWO-SPEED FAN AND
THOLLER.
CON-
speed fan, which suits a case where it is necessary
to fit the regulator in a position remote from the
fan.
The propeller fan (Fig. 40) is perhaps the better
known of the two. They are made for lighter work
than the cased fans. The makes of propeller fans
are too numerous to mention, and the designs do
not vary very much excepting perhaps in the shape
of the blades.
Some propeller fans are reversible, so as to supply
air to a compartment or exhaust the air from it,
according to which is required. A reversing switch
68
SHIP WIRING AND FITTING
FIG. 40. — ELECTRIC PROPELLER FAN.
is necessary with this class of fan and the various
connexions are shown in Fig. 41. Referring again
Mains
Reversing
Switch
Fan Motor
SerJes Wound
Armalurt
Field Coil
FIG. 41. — CONNEXIONS OP FAN MOTOR, STARTER AND
REVERSING SWITCH.
to circuits for ventilating fans, if the fan motors
are only of medium size and take a current of say
25 to 30 amperes, then three or four can be connected
on one circuit, with a suitable fuseboard. The mains
from this fuseboard will then be run back to the main
switchboard.
In addition to the foregoing types of ventilating
fans there are the ceiling or " flail " fans, and the
cabin table or bracket fans. There are no special
circuits for these, as owing to the small current
SHIP WIRING AND FITTING
69
required (less than 1 ampere), they are connected to
the lighting distribution boards.
The flail fans (Fig. 42) are of special design, having
FIG. 42. — CEILING OB " FLAIL " FAN.
only two blades, measuring from 3 to 4 feet across
from tip to tip. Regulators, two or three-speed,
are used with flail fans but are not contained in the
base as with the table fans, owing to the inaccessible
position. They are usually fitted in groups in the
pantry or other suitable place. The fans themselves
are fixed to the ceiling, over the saloon tables with
blades downwards, so that, when running, a gentle
current of air is sent down towards the table. The
fans are always slow speed and quite silent.
The cabin table fans (Fig. 43) are 9 inches, 12
inches or 15 inches diameter across the blades and
connected by a coloured flexible cord to a plug on
the bulkhead. They are of the swivelling type
and can be used as brackets on the bulkhead. These
fans have regulating switches enclosed in their bases.
70
SHIP WIRING AND FITTING
The finish depends on the surroundings. They may
have electro -plated metal work with white and
gold bodies, or just plain brass and black bodies.
SPECIAL APPARATUS
There is certain apparatus of a special nature
which, though fitted on many, is not common to all
ships.
The Flashing Lantern. — This is used for signalling
at night by means of the Morse code. The position
FIG. 43. — CABIN TABLE FAN.
of the lantern is usually a prominent one, on the
highest part of the navigating bridge. It may be
either fixed or portable. The signals (dots and
dashes being represented by short and long flashes)
are made by means of a Morse key, mounted on a
board fitted on the bridge. A condenser is used in
connexion with the apparatus to enable short flashes
to be made. The lantern itself is fitted with glass,
all round, and contains a number of (about 8) small
tubular lamps, each of 6 to 8 candle-power. The
SHIP WIRING AND FITTING
71
diagram (Fig. 44) shows the connexions for the
flash lamp circuit.
o
Multiple
Flashing
Lamp
Flashing Hey
Distributing Board Condenser
FIG. 44. — CONNEXIONS OF MOUSE FLASHING LAMP.
In the case of portable lanterns, a long flexible
lead is used to connect it to a plug and socket in the
wheel house, or on the bridge. When in use the
lantern is hauled up clear of the bridge houses so as
to be plainly visible from all sides.
The multiple lamp has the advantage that, if
the filament of one lamp burns out, the signalling
can still be carried on with the others.
There is another type of flashing lantern on
72 SHIP WIRING AND FITTING
the market, viz., the Wightman's patent, manufac-
tured by Messrs. McGeoch & Co., Limited, of Bir-
mingham. There are two designs of this lantern as
shown in the illustrations.
Fig. 45 shows the lantern intended for fixing
Flashing Lantern
with one Metal
Fi 'lament lamp.
Lantern with
Six small
Lamps(Fig.45$
To Key.
Resistance Lamp
Key. J Distrib?
FIGS. 45 AND 45A. — WIGHTMAN'S PATENT FLASHING LAN-
TERNS, WITH DIAGRAM OF CONNEXIONS.
on a semaphore pole or on a suitable bracket built
out from any part of the navigating bridge or wheel
house.
Fig. 45A shows the lantern intended for fixing
to the masthead truck where considerable vibration
has to be contended with. The following is a copy
of the maker's specification for the latter design of
lantern.
This flashing lamp has been designed to meet
the requirements of the Board of Trade for signalling
to ships at night by means of the Morse Code.
The lamp consists of a circular dioptric lens clamped
between two brass plates by means of three brass
rods. A dome top is attached to the upper plate
SHIP WIRING AND FITTING 73
which projects three inches beyond the dioptric
lens, and is fitted with a substantial screw eye held
in position by a hexagon nut and lock nut underneath
the dome. The bottom plate is arranged to fix to
masthead truck, and is removable, so that new
lamps can be fitted at any time.
Inside the dioptric lens a stem is fixed carrying
six miniature lamp holders, to take 5 candle-power
incandescent lamps.
Main terminals are fitted in the lantern for attach-
ing a twin flexible cable, about 50 feet long, leading
down to a watertight Morse key on the bridge deck,
which is readily connected by inserting a two-pin
plug into one side of the box. There is also another
two -pin plug fitted on the other side with a short
length of cable suitably arranged with a bayonet
adapter for fixing into any lampholder for supplying
the necessary current.
The Morse key may be arranged in a watertight
brass box (or of polished wood if desired) with the
key projecting through the front. This is sub-
stantially made and can be worked by the foot in
place of the hand if required.
Another great advantage of this Morse key is that
anyone can signal with it without having any know-
ledge of the signs required for the different letters ;
this is arranged by two pieces of glass suitably sunk
into the lid with the Morse alphabet engraved upon
the under side of the glass, which is illuminated
by a small carbon resistance lamp inside.
To connect up the flashing lamp ready for signal-
ling purposes, all that is required is to unship an ordi-
nary lamp bulb and insert the adapter, which is
fitted on the one end of the cable leading to the
Morse Key, the alphabet is then illuminated by
the resistance lamp inside box. This lamp is in
series with the flashing lamp, and allows a small
amount of current to flow through the lamp, but
only sufficient to obtain a slight glow, which is not
74 SHIP WIRING AND FITTING
visible when the flashing lamp is hoisted up a short
distance. On depressing the key the resistance
lamp is instantly cut out of circuit and allows the
full pressure to flow direct to the flashing lamp
which works instantaneously either on or off. The
resistance lamp, which illuminates the alphabet
from inside the key box works exactly the reverse
of the flashing lamp, therefore the signs can easily
be distinguished when making the necessary pauses
between the letters, and as the lamps are working
in series, there is excellent check that the flashing
lamp is working correctly, every signal being dis-
tinctly shown on the illuminated dial on key box.
This flashing lamp has been thoroughly tested
at sea on various steamers during the last twelve
months. Signals can easily be distinguished up to a
distance of 10 to 15 miles.
The contacts on Morse key are made of platinum ;
no condenser is necessary, as the current required
for working the flashing lamp is so small.
There is no sudden strain put on the filaments of
the lamps, as there is always a small amount of
current flowing through them, sufficient to heat
the filaments ; by this means the filaments will stand
severe shocks without any injury.
This specification can be applied to the first men-
tioned design of lantern also, with the following
exceptions : — The bottom plate in this case is fitted
with hooks for guy ropes and three brass feet for
standing the lantern upon a pole or bracket as pre-
viously mentioned, or both lantern and key can
remain portable if desired.
Inside the Dioptric Lens a metallic filament lamp
of 25 to 50 candle-power is attached to a batten
holder, which is suitably fixed in a removable brass
tray held in position by means of a bayonet fixing
or a flanged backplate which is attached to the bottom
plate. Two locking screws are also fitted to prevent
it coming loose.
SHIP WIRING AND FITTING
75
Mast-
tsufator
Conductor
Lightning Conductors
Most vessels have lightning conductors fitted to
their masts. The conductor consists of a flexible
wire rope of hard drawn copper, about f inch overall
diameter. It is run from the truck on top of the
mast down the side of the top-mast, which is usually
of wood and to which the wire rope is attached by
means of brass clips. On reaching the shrouds or
rigging it passes from the
mast and proceeds down
the mast stay or the side
of the rigging ; as these
consist of steel wire rope,
insulators are required.
These are of glass, bob-
bin-shape, and are bound to
the rigging side, about 2
feet apart (Fig. 46). The
wire passes through them.
At the lower end, where
the rigging meets the
deck, the wire is left loose
with sufficient slack to al-
low the end to trail in the
water over the ship's side.
A lead sinker is fastened
to the end to keep the
wire submerged.
The point of the con-
ductor at the head of the
mast is terminated in a
•,, i . .1 TACHDSTG LIGHTNING CONDUO
small vane having a spike TOB T0 MAST STAY
at the extreme top, Fig. 47.
Uad Sinter
FIG. 46. — METHOD OF AT-
Wireless Telegraphy
It is quite beyond the scope of this book to deal
with the subject of wireless telegraphy in detail.
76
SHIP WIRING AND FITTING
Only one portion of the work will be considered
therefore, and that is, the portion which concerns the
ordinary wireman.
The power required is about 3 kilowatts and the
current is transformed from continuous to alter-
nating by means of a motor-generator. All the
connexions of the apparatus are made to a special
FIG. 47. — METHOD OF TERMINATING LIGHTNING CONDUCTOR
AT MASTHEAD.
switchboard in the wireless telegraph cabin. The
mains, say T\ S.W.G., are brought from the main
switchboard in the engine-room up to the wireless
telegraph switchboard, without any break, and
connected to the special switchboard.
All the other work in connexion with the apparatus
SHIP WIRING AND FITTING 77
itself, such as the fitting-up of the aerial wires be-
tween the masts, also all connexions between the
transmitting and receiving apparatus, motor generator
and switchboard is carried out by the firms who make
a speciality of wireless telegraphy installations.
Searchlights
Searchlights are not often fitted on merchant
vessels and most of those which have them are on
services which take them through the Suez Canal.
The regulations of the Canal require all vessels
passing through to be fitted with a searchlight on
the bow. The projectors are from 12 to 30 inches
in diameter, and are fitted on pedestals which con-
tain the switch. The circuit is a separate one running
from the main switchboard. The resistance frame
is fitted in the engine-room entrance or other suitable
place.
The subject of searchlights, their construction
and working is not within the scope of this book,
but other works are available which deal fully with
the subject.
MAY Oo 1998
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INDEX
Alleyway lights, 28
Ampere-Meters, 8, 9
Anchor or riding light, 22, 31, 32
Arclamps, 11, 23, 24
,, Connexion Box, 23
Bathroom lights, 28
Batteries, bell, 59
,, telephone, 61
Bells, 56, 59
Bell wire, 57
Boxes, draw-in, 38
Bunker lights, 14
Bushes or Ferrules, 41
Cables, main, 39
,, dynamo mains, 6
,, flexible, 27
,, and wiring, general, 33
,, various finishes, 34
,, carrying, capacities, 44
Casing, 28, 34, 59
Circuit, machinery spaces, 11, 13
navigating 11, 15
cargo light, 11, 22
starboard saloon, 12, 27
port saloon, 12, 27
forward, 12, 31
amidships, 12, 31
after, 12, 32
miscellaneous motor,
12, 33
Clips, cable, 34, 35, 36
Clusters, cargo, 11, 23, 25
,, connexion box, 23
Compasses, electro -magnet effect
on, 16
Compasses, lights to, 11, 15, 19,
32
Connexion to ship's hull, 1
Deck lights, 30
Deck pipes, 39, 40
Diagram, single wire, 1
,, ship return, 1
Distribution boards, 3, 47
Domestic machinery, 32
Drop in volts, 44
Dynamos, 5
Earth lamps, 10
Electric lighting, general, 1
Electrolytic action, 1
Emergency generating set, 6
Engines, 5
Engine-room lights, 14
Entrance lights, 28
Fan -room lights, 14
Fans, cabin table, 30, 69
,, ceiling or "flail," 30, 69
,, propeller, 33, 67, 68
,, cased centrifugal, 65, 66
67
,, forced draught, 33
,, circuits for, 68
Fidley lights, 14
Firemen's accommodation lights,
31
Fittings, cabin saloon, etc., 48,49
,, watertight, 48, 51
,, cattle deck, 62
,, bulkhead or oyster, 68
Fuses, main, 10
Fuseboards, wood cased, 46, 46
,, iron cased, 46
,, labels for, 47
Generating sets, 4
Glands, bulkhead, 40, 41
Hoists, 33
Holds, lights in, 11, 22
Indicators, bell, 69, 60
Joint-boxes, 42 .
Junction boxes, 2, 58
Lamps, incandescent, 4, 48. 66
Tantalum, 4, 56
,, "full" or "glow," 6J
79
80
INDEX
Lampholders, 50, 55, 56
Laundry machinery, 32
Leakage, 10, 44
Lightning conductor, 75
Looping-in lights, 43
Morse Flashing lamp, 11, 15, 70,
71, 72, 73
„ key, 73
Motors, 32
Nameplates, 10
Navigation lights, 4, 11, 15, 16,
20, 32
Navigation lights indicator, 20
Pantry lights, 28
Pilot lamp, 10
Piping, iron, 37, 38
Plugs and Sockets, large, 53
,, ,, ,, small, 54
Portable table lamps, 30
,, handlamps, 14, 51
Pumps, motor-driven, 33
Pushes, bell, 59
Radiators, 30
Saloon lights, 28
Seamen's accommodation lights ,
31
Searchlights, 76, 77
Section boards, 2, 47
Shaft-tunnel lights, 14
Skylight or dome lights, 29
Smoke-room lights, 28
Sockets, main cable, 7
Stateroom lights, 28
Steam gauge lights, 14
Steam supply, 5
Steering engine house lights, 32
Stokehold lights, 18
Storeroom lights, 31
Switchboards, main, 7
,, single wire, 8
,, double wire, 10
Switches, control or master, 4,
48
Switches, main, 9
,, small cabin, 48, 54
,, ,, watertight, 54
,, two-way, 54
System, double wire, 1
,, ship return, 1
Telegraphs, lights to, 11, 15, 19
31, 32
Telephones, wire for, 61
60
„ central battery, 63
,, local battery, 63
,, shore connexion for,
64
,, loud-speaking type,
64
Voltages, 4
Voltmeters, 8
Water-gauge lights, 14
" Ways," number of, on fuse-
boards, 3
Wireless telegraphy, 75, 76, 77
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