Selected extracts about radio from the "Annual Report of the Commissioner of Navigation to the Secretary of Commerce and Labor for the Fiscal Year Ended June 30, 1911". (Submitted November 18, 1911 from Commissioner Eugene Tyler Chamberlain to Secretary Charles Nagel).
 

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Page 43-58: WIRELESS-SHIP  ACT.
    During the last quarter of the fiscal year preparations were made for the enforcement of the wireless-ship act of June 24, 1910. The essential section of that act provides:

    From and after the first day of July, nineteen hundred and eleven, it shall be unlawful for any ocean-going steamer of the United States, or of any foreign country, carrying passengers and carrying fifty or more persons, including passengers and crew, to leave or attempt to leave any port of the United States unless such steamer shall be equipped with an efficient apparatus for radio-communication, in good working order, in charge of a person skilled in the use of such apparatus, which apparatus shall be capable of transmitting and receiving messages over a distance of at least one hundred miles, night or day: Provided, That the provisions of this Act shall not apply to steamers plying only between ports less than two hundred miles apart.

    Three wireless-ship inspectors were selected from the classified service on the basis of practical experience in telegraphy, knowledge of electricity and wireless apparatus, and administrative ability. The three inspectors were then sent to the Bureau of Standards for a course of further technical training, and they began active work, respectively, at New York on July 3, at San Francisco on July 8, and at Baltimore on July 21.
    During the three months ended September 30 they made 524 personal inspections of the wireless apparatus on steamships subject to the act, visiting for the purpose the following additional ports: Boston, Savannah, Charleston, S. C., Brunswick, Ga., Jacksonville, Key West, Tampa, Mobile, New Orleans, Galveston, Portland, Oreg., Tacoma, Seattle, and Port Townsend.
    The inspections have covered the various details of wireless apparatus on shipboard. An idea of their scope may be formed from brief extracts from inspectors' reports in Appendix M. Besides these details the inspectors have also examined ships' operators, advised officers of customs, masters of vessels, and wireless operators, and performed the usual amount of extra work required in the administration of a new law, for which procedure, methods and forms have to be established. In most respects the three months' work has been well done; the steamship companies and the wireless companies concerned, with slight exceptions, have cooperated willingly in the enforcement of the law, and have commended its enactment and administration; masters of vessels, especially in a position to appreciate the usefulness of wireless apparatus, have welcomed the inspection as an aid in securing efficient apparatus and skilled operators.
SCOPE  OF  APPLICATION.
    On September 1, 1910, before the act took effect, collectors of customs reported that 370 ocean passenger steamships departing from ports of the United States were equipped with wireless apparatus. Appendix M shows that at the present time 488 such ocean passenger steamships subject to the act are now equipped with wireless apparatus. Lloyd's Register this year records 1,013 vessels equipped with wireless throughout the world. The increase is not wholly due to the law, for some shipowners would have continued the practice already voluntarily begun of thus equipping their vessels. In other instances, however, the equipment has been in obedience to law. Besides the vessels equipped under the act of 1910, there are already in the United States 142 vessels, including 15 yachts, voluntarily equipped with wireless. Economies in dispatch, in securing pilots, and loading berths, as well as the demands of the public traveling by sea on small steamers, have impelled owners to incur the expense involved in equipment. Thus far the marine insurance companies have not specifically made a distinct difference in marine rates on hulls and cargoes on account of wireless, but the subject has been under consideration by insurance companies and underwriters and the time doubtless is not remote when part at least of the expense of equipment will be offset by recognition in insurance rates. The fact that a vessel at sea which can communicate at will with other vessels or shore stations hundreds of miles distant is in less risk of total or heavy loss than one out of touch with the rest of the world is not now entirely ignored in insurance. Doubtless the newness and imperfections of the apparatus and uncertainty as to the skill of operators have retarded recognition. Inspection under the wireless-ship act ought to aid in securing thoroughly efficient apparatus and competent operators. At this time it is more desirable to aim at these results than to extend the scope of the act, and to secure a thorough understanding and enforcement of the law as it stands rather than to increase the classes of vessels on which wireless installations are obligatory. A year or two of actual experience under the present law and of observation of the normal increase in the use of the apparatus will furnish safe guides for future legislation.
    The efficiency of wireless apparatus and the skill of operators on shipboard concerns the wireless company which leases the apparatus and furnishes the operator, and also concerns the steamship, its owner and master, on, which apparatus is installed and the operator is employed. To the inquiry, then, whether Government supervision be needed in addition to that prompted by self-interest, it may be replied that it has been deemed necessary as well as humane both here and abroad to provide for Government inspection of the hulls, boilers, machinery, and equipment of vessels and to examine the qualifications of their officers, in the interest of the safety of life of those on board. The same reasons prompt Federal inspection of wireless apparatus, and there are other reasons. The seaworthiness of a vessel, in the main, concerns only those on board of that particular vessel. Sound boilers and adequate fire pumps protect the lives on board the ship equipped with them. Efficient wireless apparatus and skilled operators not only protect the lives of passengers on board ships, where they are employed, but insure prompt aid in peril to those on board of other steamships. The mutual usefulness of wireless apparatus in time of danger to two or more steamships or to a shore station affords a special reason for Government inspection. In fact, the general equipment of ocean passenger steamships with wireless apparatus takes its place, and at insignificant cost to the Government, among the several services which Congress maintains with liberal appropriations for the safety of life and property on the water.
APPROPRIATIONS.
    Congress at the last session made the following appropriation to the Bureau:
    Wireless communication: To enable the Secretary of Commerce and Labor to enforce the Act approved June twenty-fourth, nineteen hundred and ten, entitled "An Act to require apparatus and operators for radio-communication on certain ocean steamers;" and to employ such persons and means as may be necessary, seven thousand dollars.
    The Department requested in its estimates an appropriation of $10,000, and that request is renewed in this year's estimates. That estimate was based on the belief that there should be four wireless-ship inspectors--one for New York and New England, one for Atlantic ports from New York to Florida, one for Gulf ports, and one for Pacific ports. With the reduced appropriation, however, it was possible to provide only three inspectors--one for New York and New England, one for the Pacific, and one for other Atlantic and Gulf ports.
    The amount of work required is larger, probably, than is generally understood. During July, 1911, the first month of the operation of the act, the total departures of vessels subject to the act were 1,163, and during the year will certainly exceed 10,000. The departures from New York numbered 244; from Boston, 144; Providence, R. I., 13; Portland, Me., 3 and Belfast, 2; or 406 in all. During the winter months the number will be somewhat less for some lines, but will increase by the transfer to Portland of trans-Atlantic steamers from the St. Lawrence. The work of this district is all that one inspector can perform, and it is important work. The Pacific coast must be a separate district. During July departures of ships subject to the wireless act numbered from San Francisco, 92; San Diego, 22; Los Angeles, 113; Eureka, 18; Portland, Oreg., 22; Port Townsend, 54; Juneau, Alaska, 32; and Honolulu, 14; in all, 367. If the appropriation permits, the Pacific coast inspector will make a trip to Alaska or Hawaii in the spring. The appropriation should be large enough to allow at least one inspection at the ports of each Territory every year. During July the departures from remaining Atlantic and Gulf ports were Philadelphia, 37; Baltimore, 41; Newport News, 1; Norfolk, 57; Charleston, S. C., 37; Savannah, 48; Brunswick, Ga., 16; Jacksonville, 32; Key West, 27; Mobile, 5; New Orleans, 26; Galveston, 11; and San Juan, P. R., 52; in all, 390. On the average, a dozen steamers subject to the act depart daily from the ports of this district, and if those ports were close together any inspection worth making would require all the time of a competent man. In fact, from Philadelphia to Galveston by sea is 1,840 miles, and from Key West, nearest port to Porto Rico, to San Juan is 972 miles. The district is altogether too large for one inspector. Porto Rico will be visited if the appropriation permits.
    Of the current appropriation of $7,000, the sum of $5,400 has been allotted for salaries for the three inspectors at the rate of $1,980, $1,800, and $1,620, respectively, based in July on the number of wireless ships at that time in each district. Competent men to enforce a new law could not be obtained for less, and salaries have been more than earned during the first quarter of the operation of the act. The balance of $1,600 has been set apart for traveling expenses and incidentals. With only three inspectors for the entire seaboard, these must necessarily be large, especially as at least one annual inspection should be made at Porto Rico, Hawaii, and Alaska, respectively.
    Each inspector must be provided with certain testing and measuring instruments. While the cost is not large, it was more than the appropriation permitted, and the Bureau was compelled to borrow sets of instruments (wave meter, ammeter, and head telephone) from the Bureau of Standards. Each set costs $265, and the appropriation should allow the purchase of four sets ($1,060). A small sum is needed for the occasional purchase of technical books and minor incidentals. After three months' experience, the Bureau is confident that a satisfactory inspection system can be maintained next year with the appropriation of $10,000 requested. With a less amount, it must be given up at some ports and be merely superficial at some others.
VIOLATIONS  OF  THE  ACT.
    The wireless-ship act was approved on June 24, 1910, to take effect on July 1, 1911, so that a year was allowed for ocean passenger steamships and the wireless companies to arrange for compliance with its provisions. The act has been generally commended, and with very few exceptions all those affected by its provisions have willingly complied with its requirements and have cooperated with the Department in securing a satisfactory enforcement of the law. In case of violation the act does not authorize refusal of clearance but specifically provides for the imposition upon the master of a fine of no more than $5,000, in the discretion of the court. Collectors of customs were instructed, accordingly, to report to the proper United States attorney any case of violation of the law in their districts respectively. Three such cases have been so reported and are awaiting the action of the court. On July 3 the American Mail steamship Zulia cleared from Mayaguez, P. R., for New York, with a crew of 53 men and 31 passengers, without wireless apparatus or operator. The parts of the apparatus were on board but had not been assembled and put in working order, and there was no operator. The owners stated that they did not suppose Mayaguez was a port of the United States, and that they expected to put the apparatus in commission and secure a qualified operator on arrival in New York, as was done on July 12. The company gave a bond for $5,000, and the case will be tried before the United States district court for Porto Rico.
    On July 21 the American steamship Lexington departed from Savannah for Philadelphia without a wireless operator. Savannah was a port of call and the operator left the ship for a trolley trip of a few hours, and did not return to the wharf until the ship had departed. His absence was not discovered until the Lexington was well down the river. The case is in the hands of the United States attorney. It has had its effect, as in another instance an American steamship returned to port for the wireless operator whose absence had not been observed by the master until the ship was 10 miles out at sea.
    On July 21 the British steamship Templemore cleared from Baltimore for Liverpool with a crew nominally of 75 men. The Templemore is ordinarily a cargo steamer, not equipped with wireless. On this voyage four well-known residents of the city, not connected in any manner, so far as ascertained, with the ship or her cargo, were entered on the ship's articles as members of the crew at a shilling a month. The master was advised by customs officers that he would carry such men at his risk, and if the court held that they were in fact passengers, though nominally members of the crew, he would be liable to a heavy fine. The Federal grand jury indicted the master on October 13, and the case awaits trial.
    Generally there has been no disposition to evade or violate the law. In several cases where the crew and passengers numbered 50 or more and the ship was not equipped, the excess over 49 were compelled to go ashore and take another vessel. Where apparatus has been found defective by the Department's inspectors, masters have detained their vessels until the defects have been remedied and the apparatus has been rendered efficient.

DISTANCE  TESTS.
    The act prescribes that the apparatus "shall be capable, of transmitting and receiving messages over a distance of at least one hundred miles, night or day." To determine the radius of apparatus as far as practicable by the time the act took effect on July 1, 1911, an arrangement was made with the steamship and wireless companies, rendered possible through the courtesy of the Navy Department, by which during the months of May and June the naval wireless stations along the seaboard received from 8 a. m. to 6 p. m. daily preliminary test messages from ships at sea. Tests by day are more severe than by night. Messages from 373 ships have been received, and where less than the required distance was covered, the fact was brought to the ship's notice. The Navy Department has consented to continue these practical tests through the current fiscal year. Ammeters also enable the wireless inspectors to determine the radius of action of apparatus.

INTERCHANGEABILITY.
    The second section of the act provides:

    SEC. 2. That for the purpose of this Act apparatus for radio-communication shall not be deemed to be efficient unless the company installing it shall contract in writing to exchange, and shall in fact, exchange, as far as may be physically practicable, to be determined by the master of the vessel, messages with shore or ship stations using other systems of radio-communication.

    This section was taken substantially from article 3 of the Berlin Radiotelegraphic Convention of 1906, reading:

    ART. 3. The coastal stations and the stations on shipboard shall be bound to exchange wireless telegrams without distinction of the wireless telegraph system adopted by such stations.

    The purpose of the Berlin article was to forestall any attempt to establish an international monopoly in control of wireless telegraphy, and incidentally to increase the extent of the usefulness of each wireless installation. These purposes are also served by section 2 of the wireless-ship act.
    Section 2 of the act enables the master of the ship to determine the extent to which exchange may be physically practicable. The need of such a limit was shown at the time of the loss of the steamship Republic, when unnecessary personal shore calls threatened interference with necessary distress signals from the ship and waste of the ship's limited and diminishing shortage power. Section 2 of the act has been complied with so far as the Bureau and its inspectors can ascertain. Complaint, if any, of its violation will receive prompt attention, but a willful violation is not probable, because it would involve rejection of the apparatus and subject the master to the penalty for failure to carry efficient apparatus. The United Wireless Co., which has equipped 438 vessels (including about 200 not subject to the act), and does a much larger business than any other company with vessels subject to the act began before July 1 and now continues to include in its contracts the following provision:

    The parties hereto agree to exchange messages with shore and ship stations using other systems of radio-communication in accordance with the provisions of an act of Congress entitled "An Act to require apparatus and operators for radio-communication on certain ocean steamers," approved June 24, 1910.

    Following is an example of the agreement made by the Massie company, which has equipped 17 American vessels:

MARINE TRANSMISSION CO.,

(OPERATING THE MASSIE WIRELESS TELEGRAPH SYSTEM),

Providence, R. I., March 4, 1911.

SAN FRANCISCO & PORTLAND STEAMSHIP CO.,

San Francisco, Cal.

    GENTLEMEN: We are pleased to advise that the wireless installed on your steamer Rose City complies with all the terms and conditions specified in section 2 of the act of June 24, 1910, relative to wireless equipment of passenger vessels, and we hereby agree to comply with the terms and conditions of the above-mentioned law in relation to exchanging of messages with other systems and wireless companies.
        Very truly, yours,

WALTER W. MASSIE,

President and General Manager.

    Foreign ships and wireless companies were already bound to exchange messages by the Berlin convention quoted. The Marconi company, however, has also entered into separate engagements with the various lines of steamships which it equips, of which the following is an example:

THE MARCONI INTERNATIONAL MARINE COMMUNICATION CO. (LTD.),

WATERGATE HOUSE, YORK BUILDINGS,

Adelphi, London, W. C., August 18, 1910.

THE CUNARD STEAMSHIP CO. (LTD.),

8 Water Street, Liverpool.

DEAR SIRS: In conformity with section (2) of the U. S. A. bill, S. 7021, approved by the President on June 24, 1910, being "An Act to require apparatus and operators for radio-communication on certain ocean steamers," we hereby undertake, as far as concern our installations on board your vessels, to comply with the provisions of the above mentioned section (2) as on and after July 1, 1911, when that act is to take effect.     This undertaking however is given without prejudice to our rights under the patent laws, and our communicating with installations which are an infringement of our patents must not be deemed an act of condonation on our part.         Yours faithfully,

THE MARCONI INTERNATIONAL MARINE COMMUNICATION CO. (LTD.),

W. W. BRADFIELD,

Deputy Manager.

    The Marconi company has equipped 167 steamships subject to the act. The German Telefunken Co., which has equipped 57 ships subject to the act is bound by the Berlin convention, as is the Japanese Government, which itself installs the apparatus on Japanese trans-Pacific passenger steamships and furnishes the operators, who remain in Government service.
    It is the custom of the wireless companies to lease the apparatus and to supply and pay the operator, and section 2 of the act was framed to meet this custom. The National Electric Signaling (Fessenden) Co., however, has sold outright the apparatus for several steamships of the United Fruit Co., and technically the law does not meet this situation. Such cases will necessarily be rare and offer no practical difficulty, as the United Fruit Co. has raised no objections to the Bureau's suggestion that it interchange messages with other systems and has made working arrangements for interchange with the companies named above and has instructed its operators to comply with them. The wireless-ship inspectors are in daily contact with wireless operators, and are thus in a position to report promptly any unwarranted failure or refusal to exchange messages.
WIRELESS-SHIP  OPERATORS.
    The act prescribed that the wireless installation on shipboard should be "in charge of a person skilled in the use of such apparatus," and bestowed upon the Secretary of Commerce and Labor power to make regulations to secure the execution of this and other provisions of the law. Correspondence with the wireless companies and with representatives of steamship companies subject to the act corroborated the Department's opinion that the simplest and most thorough method of securing the employment of skilled operators was to provide for Government examinations and the issue of Government certificates of skill in radiocommunication, similar to the licenses issued to the masters, mates, and pilots of steamboats. The Berlin Radiotelegraphic Convention of 1906, to which practically all nations except the United States have adhered, provides in the service regulations (VI, 3, 4) as follows:

    3. The service of the station on shipboard shall be carried on by a telegraph operator holding a certificate issued by the government to which the vessel is subject. Such certificate shall attest the professional efficiency of the operator as regards:
    (a) Adjustment of the apparatus;
    (b) Transmission and acoustic reception at the rate of not less than 20 words a minute;
    (c) Knowledge of the regulations governing the exchange of wireless telegraph correspondence.
    4. The certificate shall furthermore state that the government has bound the operator to secrecy with regard to the correspondence.

    As more than half of the ocean passenger steamers subject to the act are under foreign flags, the Department, through the usual channels, notified foreign governments and on March 29 collectors of customs that wireless operators holding valid certificates issued by foreign governments which had ratified the Berlin convention would be recognized as persons skilled in the use of wireless apparatus, unless in specific cases there should be good reason to doubt the operator's skill and reliability. The foreign governments concerned readily adjusted themselves to this arrangement. Those nations which had not hitherto issued certificates to skilled operators arranged for their own government examinations--usually by their naval officers--and issued the necessary certificates. France, Italy, and Holland, with others, followed this course; Great Britain had already issued such certificates. So far as foreign ships are concerned, this regulation of the Department has worked satisfactorily.
    The Berlin requirements were adopted substantially as the test of skill for American operators. The use of apparatus and the employment of operators under the Berlin convention is voluntary; the act of June 24, 1910, made both obligatory under heavy penalty in the case of certain ocean passenger steamers. At the outset, accordingly, it seemed best to require a speed of 15 words American Morse or 12 words Continental Morse in receiving and transmitting messages. By July, 1912, the speed requirement will be increased to the Berlin standard. Of course many certificated American operators already have such speed. The Continental or International Morse Code is used generally by foreign operators and is prescribed by the Berlin convention. It is also prescribed by the wireless regulations of the United States Navy. Experts are disposed to regard messages thus transmitted as less liable to error than by the American Morse Code, which is preferred by American operators generally because it permits of more rapid transmission. The Department's regulations, accordingly, permit the examination of operators in either code. In another year it is expected that American ship operators generally will have become proficient in the Continental Morse so as to take or receive messages in that code at the rate of 20 words a minute, five letters to the word.
    The wireless operator's practical knowledge can be tested only at a set of apparatus, and the Department of Commerce and Labor lacked the machinery for such examinations. The Navy Department was consulted in April and consented to cooperate with this Department. Practical examinations of wireless-ship operators began in June and have been held from time to time since at the navy-yards which are equipped with wireless apparatus and operators. These examinations by naval officers have covered the lines of knowledge already indicated, and have involved the actual use of apparatus of various systems, correction of faults, change from one wave length to another, and have tested the operator's ability to meet difficulties. The examinations will continue throughout the current year, and to the cooperation of the Navy Department is due in great measure the successful operation of the act of June 24, 1910. The Department's certificates of skill in radiocommunication have been issued to wireless-ship operators who have passed examinations at navy yards and naval stations, up to September 30, as follows:

Boston	46 |	Washington	13
Philadelphia	42 |	Puget Sound	39
New York	159 |	San Francisco	117
Norfolk	14 |	Honolulu	10
Charleston	3 |	Key West	3
San Juan	8 |		___
New Orleans	23 |	Total	477

    This Department's wireless-ship inspectors have examined and issued certificates to 30 operators, so in all 507 wireless-ship operators have passed practical Government examinations and received certificates of skill. Their names and addresses are filed with the Bureau. The certificates are valid for two years from the date of issue, subject to suspension or revocation by the Secretary of Commerce and Labor for cause. The form in use also provides for a certificate on the reverse as to the operator's services by the master of the steamship. Before a certificate is issued, the operator takes oath that he will faithfully preserve the secrecy of all messages coming to his knowledge through his employment under the certificate, and that he will well and faithfully discharge his duties. The wireless companies usually require their ship operators to give a bond that they will perform their duties faithfully, that they will report on board at times prescribed, and will not desert the ship. The wireless-ship operator both here and abroad is now reckoned one of the crew of the vessel, and it is the practice for him to sign the ship's articles with the officers and crew, thus fixing his legal status as a seaman, with the privileges and responsibilities which are attached. He is entitled to free marine-hospital relief, on the one hand, and on the other is subject to the discipline of the ship.
    The work and pay compare favorably with the work and pay of railroad telegraph operators. In this part of the country railroad operators average from $50 to $60 a month, but begin service at about $40 a month. The wireless-ship operator in the United States usually begins with $30 a month, paid by the company, but in addition he receives his board and room from the ship; he is also frequently allowed by the company a percentage of the tolls on the commercial messages he receives and forwards.
    The first three months' operation of the law have dispelled the fear that there might be a dearth of wireless-ship operators. Fully 600 operators have applied for Government examinations, and to prevent undue trespass on the courtesy of the Navy Department applications for examination thus far have been allowed only from wireless operators actually employed or from those seeking employment from a wireless or steamship company and presenting letters from such company. The field of examination ought soon to be enlarged. To enable those who live remote from the seaboard to secure certificates, the War Department has consented to cooperate by holding examinations at Fort Omaha, which is equipped with wireless apparatus in charge of officers of the Signal Corps.
WATCHES  OF  OPERATORS.
    The usefulness of wireless apparatus on shipboard as a means of protecting life aboard and life aboard other ships depends, in the last analysis, on the vigilance of the wireless operator. If the operator be not at his post, distress calls from another ship will not be heard, and the benefit of radiocommunication will be lost. The best types of trans-Atlantic passenger steamships already carry two or more wireless operators, so that one operator is always on watch. It can not be expected, however that the small passenger steamers subject to the wireless-ship act will carry more than one certificated operator. Early in the inspection provided by Congress it was noted that on some ships the operator was berthed at a distance from his apparatus and in some instances on a lower deck. The disadvantages of the arrangement are so plain that in most instances as soon as the Bureau's wireless-ship inspectors put the situation before the owners and masters of such steamships they shifted quarters so that the operator's berth should be within reach of his apparatus. No legal authority to compel such a change has been assumed, but the suggestion, when offered, has been rejected in only a few cases, and those usually of steamships which in other respects are inferior and just keep within other statutory requirements. The three wireless-ship inspectors have already done useful work, outside their statutory duties, in observing good features in the wireless arrangements of one ship and bringing such arrangements to the notice of masters of other ships. They are now consulting with shipowners as to the best means of meeting a situation, which undoubtedly exists in the passenger ships along the coast, that between the hours of midnight and 6 o'clock in the morning almost all the operators are asleep. Out of several methods of correction proposed a reasonable one will probably soon be selected or evolved.

CALL  LETTERS.
    The service regulations of the Berlin Radiotelegraphic Convention provide that every wireless ship or shore station shall have its own call letters (signifying its name), which must consist of three letters of the alphabet. To prevent duplication of call letters is one of the duties of the International Bureau of Telegraphs at Berne, Switzerland, which has charge of general administrative work in the interest of wireless telegraphy. Call letters for American ships equipped with wireless have been assigned almost haphazard by the wireless companies. The Code List for 1911 (pp. 102-103) contains a list of 361 American merchant vessels and yachts, arranged according to their wireless call letters. This publication was for the convenience of shipmasters in signaling, but the list when assembled shows defects. In some instances three letters of the alphabet are used, in others a letter and a number, and in others a number alone. Where two letters are used, in 6 cases the same two letters have been assigned to three vessels, and in 25 cases the same letters have been assigned to two vessels. It is time that the United States brought its wireless code into conformity with that of the rest of the world, just as our code of signals by flags and pennants is the international code. There must be a central bureau to assign wireless call letters to merchant vessels and yachts to prevent duplications and to bring these call letters into accord with the system adopted by the rest of the maritime world. Under the three-letter call adopted by the Berlin convention, over 18,000 distinctive calls can be assigned without duplication. This number will suffice for the wireless ship and shore stations of the world for years to come. The two-letter system now employed by the wireless companies in the United States will soon exhaust itself. The Bureau of Navigation was charged by the act of July 5, 1884, with the assigning of signal letters to American merchant vessels, and is making arrangements to assign wireless call letters at the same time, and do for the wireless code the work it now performs for the international code.

REGULATION  OF  RADIOCOMMUNICATION.
    The Congress of the United States has been the first parliamentary body to recognize by statute the value of radiocommunication as a means of protecting life and property at sea.
    The Austrian Reichsrath has passed a similar law applicable to Austrian ocean passenger steamships which navigate beyond the limits of the Mediterranean Sea. (Appendix M). In the British House of Commons a bill was introduced, adopting substantially the language of our act, and supported by some of the most eminent names identified with maritime affairs in Parliament. It required, however, wireless equipment on cargo boats as well as ocean passenger steamships and failed to secure the necessary support of Government. While we have been first in prescribing the use of wireless apparatus on shipboard, we are behind all other nations in the necessary regulation of radiocommunication. The scope of radiocommunication and the rapidity of the development of the art may be gathered from the facts that in the first wireless experiments of Marconi in 1895, messages were transmitted only 2 miles, while the new naval wireless station at Arlington will send noontime, Washington meridian, when the time ball falls at the Navy Department, to all ships equipped with wireless within a radius of 1,500 miles on the Atlantic, and the station can send messages 3,000 miles. The need for regulation arises primarily from the fact that wireless messages interfere with one another, so that important dispatches on public business may be obstructed by the mischievous efforts of a tyro. Land-telegraph lines can not be set in operation anywhere without some official sanction for the erection of poles and stringing of wires, although one wire does not interfere with another. A fine of $1,000 or imprisonment for not more than three years is provided by section 60 of the Penal Code of 1909 for interference with messages over Government wires.
    The ether is common property, and with the cheapest apparatus unrestrained trivial messages can create Babel. Again, bogus wireless messages may be sent by the reckless, and some have gone to the criminal length of "faking" the distress call of a passenger ship at sea.
    The need for the regulation of wireless telegraphy, in order to secure the greatest benefit from it and prevent the establishment of a monopoly, led the Imperial German Government in 1903 to invite other nations to join with it in adequate international regulation. Such regulation, to be effectual, must be international, as wireless apparatus does not need to acquire any territorial right of way, and defies the boundary lines of nations. After preliminary correspondence and deliberation an international agreement was signed at Berlin by representatives of all the principal nations. That agreement, known as the Berlin International Radiotelegraphic Convention of November 3, 1906, has been ratified by 33 nations, including the greatest maritime powers, except the United States. Although the delegates of the United States were influential in shaping the agreement, it has not thus far been ratified by the Senate, mainly because it is difficult to adjust two of its requirements to our situation. The land-telegraph lines of Europe, Japan, and nations generally are owned by government and are usually operated as part of the national post-office system. In the United States, of course, the great telegraph systems are owned by corporations. The Berlin convention in article 10 and in several of the regulations fixes the rates for wireless dispatches and provides for their transmission over land lines to their terminus and from their point of origin. These propositions are familiar to the continental mind, but are innovations in the system of the United States, although not insuperable objections to the treaty. The third article of the Berlin convention provides:

    The coastal stations and the stations on shipboard shall be bound to exchange wireless telegrams without distinction of the wireless-telegraph system adopted by such stations.

    This provision for interchange to prevent a world-wide monopoly, which was apprehended at one time, has been incorporated in essentials in section 2 of the wireless-ship act of June 24, 1910, mentioned at page 48 of the report.
    The remaining important articles of the convention are:

    ART. 8. The working of the wireless-telegraph stations shall be organized as far as possible in such manner as not to disturb the service of other wireless stations.
    ART. 9. Wireless-telegraph stations are bound to give absolute priority to calls of distress from ships, to similarly answer such calls and to take such action with regard thereto as may be required.

    The essential features of the service regulations, which are a part of the convention, are:

    I. The choice of wireless apparatus and devices to be used by the coastal stations and stations on shipboard shall be unrestricted. The installation of such stations shall as far as possible keep pace with scientific and technical progress.
    II. Two wave lengths, one of 300 meters and the other of 600 meters, are authorized for general public service. Every coastal station opened to such service shall use one or the other of these two wave lengths. During the whole time that a station is open to service it shall be in condition to receive calls according to its wave length, and no other wave length shall be used by it for the service of general public correspondence. Each government may however, authorize in coastal stations the employment of other wave lengths designed to insure long-range service or any service other than for general public correspondence established in conformity with the provisions of the convention, provide such wave lengths do not exceed 600 meters or that they do exceed 1,600 meters.
    III, 1. The normal wave length for stations on shipboard shall be 300 meters. Every station on shipboard shall be installed in such manner as to be able to use this wave length. Other wave lengths may be employed by such stations provided they do not exceed 600 meters.
    2. Vessels of small tonnage which are unable to have plants on board insuring a wave length of 300 meters may be authorized to use a shorter wave length.
    V. The exchange of superfluous signals and words is prohibited to stations of the class referred to in article 1 of the convention. Experiments and practice will be permitted in such stations in so far as they do not interfere with the service of other stations.
    VI, 1. No station on shipboard shall be established or worked by private enterprise without authority from the government to which the vessel is subject. Such authority shall be in the nature of a license issued by said government.
    3. The service of the station on shipboard shall be carried on by a telegraph operator holding a certificate issued by the government to which the vessel is subject.

    To try to carry out so far as possible in the United States the important purposes of the Berlin convention, the Department of Commerce and Labor, in conjunction with the Treasury Department, the War Department, and the Navy Department, prepared a bill to regulate radiocommunication. This bill was the result of several months of conference between the departments concerned and the representatives of wireless companies, and was introduced in the Senate on March 17, 1910. It was discussed at length before the Senate Committee on Commerce and passed the Senate unanimously on June 16, 1910. A similar bill was reported unanimously to the House of Representatives on April 1, 1910, but held for the Senate bill which did not reach the House in time for action before final adjournment on June 25, 1910. The bills were accompanied by full reports from committees (S. Rep. No. 659, 61st Cong., 2d sess., to accompany S. 7243, and H. Rept. No. 924, to accompany H. R. 23595), which set forth fully the provisions and purpose of the bill. The bill provides, in brief, for Federal licenses for the operation of wireless apparatus at ship or shore stations and for Federal licenses for wireless operators. The President is authorized to establish regulations to prevent interference with messages relating to vessels in distress or of naval or military stations, and severe penalties are imposed for uttering false or fraudulent distress calls and messages. Distress messages and naval and military messages have priority. The general administration of the bill is intrusted to the Secretary of Commerce and Labor, and the measure itself is carefully drawn within the commerce clause of the Constitution. It is very much hoped that the bill may be passed at the coming session of Congress, as six months' notice should be given before enforcement. It is a necessary supplement to the wireless-ship act, and will bring the United States abreast of other nations. Such legislation would be necessary if we adhere to the Berlin Radiotelegraphic Convention. It is hoped that the Senate may yet find a way to ratify that convention, but if the objections arising from our land-telegraph system can not be overcome or passed by, then the passage of the bill referred to will secure to the United States the essential benefits which the international convention has brought to other nations. The International Radiotelegraphic Conference will assemble at London on June 4, 1912, and although the United States is not a party to the convention we should be represented at the conference. Radiocommunication, now only 17 years old, is plainly destined to play a part of growing importance in commerce and navigation, and if this country should unavoidably ever become involved in war it will be invaluable in national defense.

GOVERNMENT  OWNERSHIP.
    In peaceful times, like the present, the commercial system of the United States in respect of wireless telegraphy presents a striking example of economic waste. We have a Government seacoast system, maintained by Congress, so complete that it is within bounds to say that any ship equipped with wireless apparatus under the wireless-ship act of 1910 can be in communication with a naval shore station at all times on voyages along the coast between ports 200 miles or more distant. This Government system is duplicated at some points and to a greater or less degree of efficiency by commercial stations owned and operated by four or five corporations. It is no trade secret that thus far these corporations have not declared large dividends. Possibly in some instances the returns have been invested in experiments or improvements; possibly plants have been erected ample to supply a future rather than the present demand, and there may have been even instances where stock has been issued on no more tangible an asset than the ether itself. Waiving the matter of national defense, the dual system of Government and private shore stations means wastefulness to the people of the United States. This waste, from the nature of things, must increase as competing companies extend their plants and duplicate among themselves apparatus, stations, and operators, or one company will in time absorb the others and establish a monopoly. The situation has been brought home to this Bureau in the enforcement of the wireless-ship act. One company, which has equipped many trans-Atlantic steamships, has no Pacific coast stations in the United States. Several other companies have various vessels equipped, but only limited shore facilities. So far as possible, Congress has regulated the situation by providing for compulsory interchange between systems, but there can not be cordial cooperation when one company must devote its shore plant, representing considerable investment, to aid a competitor without any shore equipment, in competing with it for business on shipboard. The naval coast stations, in the last analysis, are the immediate guaranty that the law can and will be effective.
    In the light of experience it is probable that, if we had now to meet at the beginning the question of land-telegraph lines, the United States would have assumed the ownership and operation of them as other nations have done. Our telegraph systems now represent an immense investment and, even if acquisition were deemed desirable, which is not here for a moment intimated, the cost to the Treasury would be very large. Commercially the wireless systems in the United States are infants. One, for example, with a nominal capital of hundreds of thousands represents an actual investment of $30,000. The principal companies at the present time are engaged in expensive litigation over patent rights. That the companies are thus involved is not a reason for taking advantage of weakness and dissension. It is, however, a contributory disclosure of the fact that the actual investments thus far made are small and not yet of assured value. If it should be deemed desirable for the Government of the United States to acquire the same ownership and control of wireless stations within its limits which other nations have acquired virtually from the outset, that result can be brought about, with adequate consideration for all bona fide investments of individuals, at much less cost and with much less disturbance to the established order of things now than in the course of a few years. There are, of course, some obvious objections to the suggestion, and it may be urged that the course of invention would be hampered by Government ownership. The suggestion, not recommendation, of Government ownership has been made with diffidence, because it has been forced by experience upon the Bureau, at the outset opposed on conviction to the principle involved. The matter is too large and involves too many questions to be the basis of recommendation by an ordinary bureau.

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Pages 187-207:
APPENDIX M.
WIRELESS  ON  SHIPS.
1.  SUMMARY OF VESSELS EQUIPPED WITH WIRELESS APPARATUS,  BY NATIONALITIES.

Nationality.	Under wireless act.	Not under wireless act.	Total.		Nationality.	Under wireless act.	Not under wireless act.	Total.
American. British. German. French. Italian. Japanese. Spanish. Dutch. Austrian. Belgian.	177 139 50 24 22 21 11 8 6 6	125 12 4 --- --- --- --- --- --- ---	301 151 54 24 22 21 11 8 6 6		Russian. Brazillian. Danish. Norwegian. Cuban. Greek. Honduranean.         Total.	5 4 4 4 2 3 2 ____ 488	--- --- --- --- 1 --- --- ____ 142	5 4 4 4 3 3 2 ____ 630

2.  SUMMARY OF VESSELS EQUIPPED WITH WIRELESS APPARATUS,  BY PORTS.

Port.	Under wireless act.	Not under wireless act.	Total.		Port.	Under wireless act.	Not under wireless act.	Total.
New York. San Francisco. Port Townsend. Boston. New Orleans. Philadelphia. Baltimore. San Juan. Galveston.	265 62 44 41 19 16 10 9 9	52 31 28 5 --- 11 10 1 ---	317 93 72 46 19 26 20 10 9		Providence. Key West. Newport News. Los Angeles. Portland, Oreg. Honolulu. Savannah.         Total.	4 3 2 --- 2 1 1 ____ 488	--- --- --- 2 2 --- --- ____ 142	4 3 2 2 4 1 1 ____ 630

3.  SUMMARY OF VESSELS OF STEAMSHIP LINES EQUIPPED UNDER WIRELESS SHIP ACT.

Line.	Flag.	Vessels.		Line.	Flag.	Vessels.
Alaska Coast Co. Alaska-Pacific Steamship Co. Alaska Steamship Co. Allan Line. American Line.   American Mail Steamship Co. Anchor Line. Atlantic Transport Line. Australian Royal Mail Steam-    ship Co. Austro-American Line. Bermuda-Atlantic Steamship    Co. Bank Line. Booth Line. C. A. Smith Lumber Co. C. H. Higgins Steamship Co. C. R. McCormick & Co. China Mutual Steamship Co. Clyde Line. Compañía Transatlántica. Compagnie Générale Trans-    atlantique. Cunard Line. D. B. Penn Steamship Co. Dominion Atlantic Ry. Line. E. J. Dodge Co. Eastern Steamship Co. Estabrook Steamship Co. Fabre Line. Gray & Holt Lumber Co. Great Northern Steamship Co. Hamburg-American Line. Hellenic Transatlantic Steam    Navigation Co. Hicks & Hauptman Co. Holland-America Line. Humboldt Steamship Co. Independent Steamship Co. Insular Line. Italia Società di Navigazione    a Vapore. J. Homer Fitch Co. Lamport & Holt Line. La Veloce Navigazione Italiana. Leyland Line. Lloyd Brazileiro Steamship Co. Lloyd Italiano. Lloyd Sabaudo. Maine Steamship Co. Mallory Line. Matson Navigation Co. Merchants & Miners' Trans-    portation Co. Munson Line. National Steam Navigation    Co. of Greece (Ltd.).	American.     do.     do. British. {American. {British. American. British.     do.     do.   Austrian. British.       do.     do. American.     do.     do. British. American. Spanish. French.   British. American. British. American.     do.     do. French. American.     do. German. Greek.   American. Dutch. American.     do.     do. Italian.   American. British. Italian. British. Brazilian. Italian.     do. American.     do.     do.     do.   Cuban. Greek.	3 2 6 5 4 3 3 8 5 1   6 1   4 15 2 1 3 4 9 6 19   11 1 3 1 3 1 5 1 1 29 2   1 5 1 1 1 3   1 5 3 5 4 3 4 5 12 5 22   2 1		Navigazione Generale Italiana. New York & Porto Rico     Steamship Co. Nippon Yusen Kaisha. North German Lloyd. North Pacific Steamship Co. Norway, Mexico & Gulf    Steamship Co. Ocean Steamship Co. of    Savannah. Ocean Steamship Co. Oceanic Steamship Co. Old Dominion Steamship Co. Osaka Shosen Kaisha. Pacific Coast Steamship Co. Pacific Mail Steamship Co.       Do. Pacific Navigation Co. Panama R. R. Steamship Co. Peninsular & Occidental    Steamship Co. Pinillos Izquierdo & Co. Plant Line. Pollard Steamship Co. Portland & Coos Bay Steam-    ship Co. Quebec Steamship Co. Red Cross Line. Red "D" Line. Red Star Line.       Do. Royal Mail Steam Packet Co. Royal West Indian Mail Line. Russian East Asiatic Steam-    ship Co. San Francisco & Portland    Steamship Co. Scandinavian-American Line. Sicula-Americana. Southern Pacific Co. Sudden & Christensen Steam-    ship Co. Toyo Kisen Kaisha. Trinidad Shipping & Trading    Co. Union Steamship Co. of New    Zealand. United Fruit Co.       Do. Uranium Steamship Line. Vaccaro Bros. Steamship Co.         Do. Ward Line. Western Alaska Steamship Co. White Star Line.         Total.	Italian. American.   Japanese. German. American. Norwegian.   American.   British.     do.     do. Japanese. American.     do. British. American.     do.     do.   Spanish. British. American.     do.       do. British. American. Belgian. British.     do. Dutch. Russian.   American.   Danish. Italian. American.     do.   Japanese. British.       do.       do. Norwegian. British. Hondura-    nean. British. American.     do. British.	6 4   10 21 5 2   9   4 2 6 6 10 12 1 2 6 3   5 2 2 1   5 3 4 6 3 10 3 5   3   4 3 7 2   5 2   4   13 2 3 2   2 11 1 14 ____ 488

4.  VESSELS EQUIPPED SUBJECT TO THE WIRELESS SHIP ACT..
DEPARTING  FROM  NEW  YORK.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
American Line (American):       New York. 1       Philadelphia. 1       St. Louis. 1       St. Paul. 1 Anchor Line (British):       Calabria.       Caledonia. 1       California. 1       Cameronia.       Columbia. 1       Furnessia. 1       Italia. 1       Perugia. 1 Atlantic Transport Line (British):       Mesaba.       Minneapolis. 1       Minnehaha. 1       Minnetonka. 1       Minnewaska. 1 Austro-American Line (Austrian):       Alice. 1       Argentina.       Eugenia.       Laura.       Martha Washington.       Oceania. 1 Booth Line (British):       Cearense. 1       Christopher.       Clement. 1       Denis. 1       Francis.       Hilary.       Hubert. 1       Pancras.       Stephen. 1 Bermuda-Atlantic Steamship Co.    (British):       Oceana. 1 Clyde West India Line (American):       Cherokee. 1       Seminole. 1 Clyde Line (American):       Algonquin. 1       Apache. 1       Arapahoe. 1       Comanche. 1       Huron. 1       Iroquois. 1       Mohawk. 1 Compañia Transatlántica (Spanish):       Alfonso.       Antonio Lopez.       Buenos Aires.       Manuel Calvo. 1       Montevideo. 1       Montserrat. Compagnie Generale Transatlantique    (French):       Caroline.       Chicago. 1       Floride. 1       Hudson.       La Bretagne. 1       La Lorraine. 1       La Provence. 1       La Savoie. 1       La Touraine. 1       Luisiane.       Mexico. 1       Niagara. 1       Rochambeau. 1       St. Laurent.       Virginie. Cunard Line (British):       Campania.       Carmania. 1       Coronia. 1       Carpathia. 1       Lusitania. 1       Mauretania. 1       Pannonia.       Saxonia. 1       Ultonia. Fabre Line (French):       Germania. 1       Madonna. 1       Roma.       Sant Anna. 1       Venezia. 1 Hamburg-American Line (German):       Albingia. 1       Alleghany. 1       Allemannia. 1       Altai. 1       Amerika. 1       Batavia. 1       Bluecher. 1       Cincinnati. 1       Cleveland. 1       Hamburg.       Kaiserin Auguste Victoria. 1       Moltke.       Pennsylvania. 1       Pisa. 1       President Grant. 1       President Lincoln. 1       Prinz August Wilheim. 1       Prinz Eitel Friedrich. 1       Prinz Joachim. 1       Prinz Sigismund. 1       Sarnia.       Sibiria. 1       Victoria Luise. Hellenic Transatlantic Steam Navi-    gation Co. (Ltd.)(Greek):       Athinai. 1       Themistocles. 1 Holland-America Line (Dutch):       Nieuw Amsterdam. 1       Noordam. 1       Potsdam.       Rotterdam. 1       Ryndam. 1 Insular Line (American):       S. V. Luckenbach. 1 Italia Società di Navigazione a Vapore    (Italian):       Ancona.       Taormina.       Verona. La Veloce Navigazione Italiana    (Italian):       America. 1       Europa.       Oceania. 1 Lamport & Holt (British):       Byron. 1       Tennyson. 1       Vasari. 1       Verdi. 1       Voltaire. Lloyd Brazileiro Steamship Co. (Bra-    zilian):       Goyaz.       Minas Geraes. 1       Rio de Janeiro. 1       San Paulo. 1 Lloyd Italiano (Italian):       Florida.       Luisiana. 1       Virginia. Lloyd Sabaudo (Italian):       Principe di Piemonte.       Re d'Italia.       Regina d'Italia.       Tomaso di Savoia. Maine Steamship Co. (American):       Bunker Hill. 1       Massachusetts. 1       North Land. 1       North Star. 1       Old Colony. 1 Mallory Line (American):       Alamo. 1       Brazos. 1       Comal. 1       Concho. 1       Denver. 1       Lampasas. 1       Nueces. 1       Rio Grande. 1       Sabine.       San Jacinto. 1       San Marcos. 1 Munson Steamship Line (Cuban):       Curityba.       Olinda. 1 National Steam Navigation Co. of    Greece (Ltd.)(Greek):       Patris. Navigazione Generale Italiana (Ital-    ian):       Duca d'Aosta. 1       Duca Degil Abruzzi. 1       Duca di Genova. 1       Lazio.       Sannio. North German Lloyd (German):       Barbarossa. 1       Berlin. 1       Bremen. 1       Friedrich der Grosse.       George Washington. 1       Grosser Kurfurst. 1       Kaiser Wilhelm II. 1       Kaiser Wilhelm der Grosse. 1       Konig Albert. 1       Kronprinzessin Cecilie. 1       Kronprinz Wilhelm. 1       Neckar. 1       Prinz Friedrich Wilhelm. 1       Princess Irene. 1 New York & Porto Rico Line (Ameri-    can):       Carolina. 1       Coamo. 1       San Juan. 1 Old Dominion Steamship Line (Amer-    ican):       Hamilton. 1       Jamestown. 1       Jefferson. 1       Madison. 1       Monroe.       Princess Anne. 1 Ocean Steamship Co. of Savannah    (American):       City of Atlanta. 1       City of Columbus. 1       City of Montgomery. 1       City of Savannah. 1       City of St. Louis. 1 Panama R. R. Steamship Co. (Ameri-    can):       Advance. 1       Allianca. 1       Ancon. 1       Colon. 1       Cristobal. 1       Panama. 1 Quebec Steamship Co. (American):       Bermudian. 1       Guiana. 1       Korona. 1       Parima. 1       Trinidad. 1 Red "D" Line (American):       Caracas. 1       Maracaibo. 1       Philadelphia. 1       Zulia. 1 Red Cross Line (British):       Florizel. 1       Rosalind.       Stephano. 1 Red Star Line (Belgian):       Finland. 1       Gothland.       Kroonland. 1       Lapland. 1       Samland.       Vaderland. 1 Royal Mail Steam Packet Co. (British):       Avon.       Atrato. 1       Clyde.       Magdalena.       Nile.       Oratava.       Oruba. 1       Tagus. 1       Thames.       Trent. 1 Royal West India Mail Line (Dutch):       Coppename. 1       Marowinjne. 1       Saramacca. 1 Russian East Asiatic Steamship Co.    (Russian):       Birma (owned).       Estonia (owned).       Kursk (owned). 1       Lituania (owned). 1       Russia (owned). Southern Pacific Co. (American):       Antilles. 1       Comus. 1       Creole. 1       Momus. 1       Proteus. 1 Scandinavian-American Line (Danish):       C. F. Tietgen.       Hellig Olav.       Oscar II. 1       United States. 1 Sicula-Americana (Italian):       San Giorgio.       San Giovanni. 1       San Guglielmo. Trinidad Shipping & Trading Co.    (British):       Grenada.       Maracas. 1 Uranium Steamship Line (British):       Campanello. 1       Uranium. 1       Volturno. 1 United Fruit Co. (British):       Almirante (owned). 1       Metapan (owned). 1       Santa Marta (owned). 1       Zacapa (owned). 1 Ward Line (American):       Antilla. 1       Camaguey. 1       Esperanza. 1       Havana. 1       Mexico. 1       Monterey. 1       Morro Castle. 1       Santiago. 1       Saratoga. 1       Seguranca. 1       Vigilancia. 1 White Star Line (British):       Adriatic. 1       Baltic. 1       Cedric. 1       Celtic. 1       Cretic. 1       Majestic. 1       Oceanic. 1       Olympic. 1       Teutonic.	Marconi.     do.     do.     do.       do.     do.     do.     do.     do.     do.     do.     do.       do.     do.     do.     do.     do.       do.     do.     do.     do.     do.     do.       do.     do.     do.     do.     do.     do.     do.     do.     do.     United.       do.     do.       do.     do.     do.     do.     do.     do.     do.   Marconi.     do.     do.     do.     do.     do.         do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.       do.     do.     do.     do.     do.     do.     do.     do.     do.       do.     do.     do.     do.     do.   Telefunken.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do. United.     do.     do.     do. Telefunken.     do.     do.     Marconi.     do.       do.     do.     do.     do.     do.   United.     Marconi.     do.     do.         do.     do.     do.   United.     do.     do.     do.     do.         do.     do.     do.     do.   Marconi.     do.     do.       do.     do.     do.     do.   United.     do.     do.     do.     do.       do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.   Marconi.     do.         do.         do.     do.     do.     do.     do.   Telefunken.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     United.     do.     do.         do.     do.     do.     do.     do.     do.         do.     do.     do.     do.     do.         do.     do.     do.     do.     do.     do.       do.     do.     do.     do.     do.       do.     do.     do.     do.   Marconi     do.     do.       do.     do.     do.     do.     do.     do.       do. United.     do.     do.     do.     do.     do.     do.     do.     do.       do.     do.     do.     De Forest.     do.     do.     do.     do.   United.     do.     do.     do.     do.   Marconi.     do.     do.     do.       do.     do.     do.         do.     do.       do.     do.     do.   Fessenden.     do.     do.     do.   United.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.   Marconi.     do.     do.     do.     do.     do.     do.     do.     do.	Meters.     300-600 300-600 300-600 300-600   300-600 300-600 300-600 300-600 300-600 300-600 300-600 300-600   300-600 300-600 300-600 300-600 300-600   300-600 300-600 300-600 300-600 300-600 300-600   300-600 300-600 300-600 300-600 300-600 300-600 300-600 300-600 300-600     615   356 281   415 389 414 410 329 414 460   300-600 300-600 300-600 300-600 300-600 300-600     300-600 300-600 300-600 300-600 300-600 300-600 300-600 300-600 300-600 300-600 300-600 300-600 300-600 300-600 300-600   300-600 300-600 300-600 300-600 300-600 300-600 300-600 300-600 300-600   300-600 300-600 300-600 300-600 300-600   300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 471 471 445 519 300-450-600 300-450-600 300-450-600     300-600 300-600   300-600 300-600 300-600 300-600 300-600   490     300-600 300-600 300-600     300-600 300-600 300-600   521 520 463 495 600     430 466 405 390   300-600 300-600 300-600   300-600 300-600 300-600 300-600   500 503 305 374 455   414 562 410 389 462 440 362 366 370 465 406   300-600 300-600     300-600     300-600 300-600 300-600 300-600 300-600   300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600 300-450-600     505 545 430     500 330 550 535 252 568     430 430 459 442 414     345 414 400 506 414 430   485 416 563 560 366   450 460 398 425   300-600 300-600 300-600   300-600 300-600 300-600 300-600 300-600 300-600   300-600 600 600 600 600 600 600 600 600 600   390 480 475     600 600 600 600 600   410 450 506 391 445   300-600 300-600 300-600 300-600   300-600 300-600 300-600     300-600 300-600   300-600 300-600 300-600   500 500 500 500   445 483 423 517 553 414 501 465 580 333 428   300-600 300-600 300-600 300-600 300-600 300-600 300-600 300-600 300-600	Nautical miles.    300 300 150 150   200 150 150 200 150 150 200 200   150 150 150 150 200   150 150 150 150 150 150   200 200 200 200 200 200 200 200 200     300   200 200   200 200 200 200 200 200 200   200 200 200 200 200 200     150 150 150 150 150 150 150 150 150 150 150 150 150 150 150   150 200 500 150 400 400 150 150 150   150 150 150 200 150   250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 250 300 300 300 300 250 250 250     150 150   200 150 150 200 150   300     500 500 500     500 500 500   500 500 500 500 500     250 500 500 500   200 200 200   200 200 200 200   200 200 200 200 200   300 300 300 300 300 300 300 300 300 300 300   300 300     150     500 500 500 150 150   250 250 250 250 250 250 250 250 250 250 250 250 250 250     300 300 300     200 200 200 200 200 200     300 300 300 300 300     300 300 300 300 300 300   550 300 300 300 550   300 300 300 300   200 200 200   150 150 150 200 150 150   200 300 300 300 300 300 300 300 300 300   300 300 300     300 300 300 300 300   250 250 250 250 250   200 200 200 200   200 200 200     300 300   200 200 200   400 400 400 400   200 200 200 200 200 200 200 200 200 200 200   200 200 200 200 150 150 200 500 150	Kilowatts. 2.00 2.00 .35 .35   1.50 .35 .35 1.50 .35 .35 1.50 1.50   .35 .35 .35 .35 1.50   .35 .35 .35 .35 .35 .35   1.50 1.50 1.50 1.50 1.50 1.50 1.50 1.50 1.50     2.00   1.00 1.00   1.00 1.00 1.00 1.00 1.00 1.00 1.00   1.50 1.50 1.50 1.50 1.50 1.50     .35 .35 .35 .35 .35 .35 .35 .35 .35 .35 .35 .35 .35 .35 .35   .35 1.50 5.00 .35 1.50 1.50 .35 .35 .35   .45 .45 .45 1.50 .45   1.00 1.00 1.00 1.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00     .35 .35   1.50 .35 .35 1.50 .35   1.00     5.00 5.00 5.00     5.00 5.00 5.00   2.00 2.00 2.00 2.00 2.00     2.00 2.00 2.00 2.00   1.50 1.50 1.50   1.50 1.50 1.50 1.50   1.00 1.00 1.00 1.00 1.00   1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00   2.00 2.00     0.35     5.00 5.00 5.00 .35 .35   2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00     1.00 1.00 1.00     1.00 1.00 1.00 1.00 1.00 1.00     1.00 1.00 1.00 1.00 1.00     1.00 2.00 2.00 2.00 2.00 2.00   2.00 1.00 1.00 1.00 2.00   1.00 1.00 1.00 1.00   1.50 1.50 1.50   .35 .35 .35 1.50 .35 .35   1.50 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00 2.00   2.00 2.00 2.00     2.00 2.00 2.00 2.00 2.00   1.00 1.00 1.00 1.00 1.00   1.50 1.50 1.50 1.50   1.50 1.50 1.50     2.00 2.00   1.50 1.50 1.50   2.00 2.00 2.00 2.00   1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00   1.50 1.50 1.50 1.50 .35 .35 1.50 5.00 .35	MNK MPH MSL MSP   MAJ MAI MCI MIO MOI MFI MAR MAW   MMV MMN MMA MMK MMW   MUL MUG MUU MUR MUW MUO   MDA MDD MDB MDE MDG MDP MDH MDI MDJ     SK   VK VJ   VG VA VB VC VH VF VM   MET MEZ MJQ MEU MJP MJO     MSO MLY MSR MHS MLB MLL MLP MLS MLT MHU MHW MSQ MIV MIJ MIR   MCA MAA MRA MPA MFA MGA MNA MSA MTA   MGE MMB MRB MSS MVZ   DAB DAY DAM DAA DDR DDI DDB DDC DDV DDH DDA DDM DDN DDF DDS DDI SB SF SP SG DSM DSV DDL     MTI MTH   MHB MHA MHM MHR MHY   YA     MOA MOT MOV     MVS MVE MVO   UVX UVY UVR UVD UVL     UJN UWN UWR UWK   MAV MAM MAH   MRP MRI MRG MRS   JB JM JD JS JO   AJ AZ AM AC AD AP AH AG AB AS AK   MJU MJT     MPT     MAD MAO MAE MRZ MRF   DKS DKB DBR DKD DKN DKG DKM DKW DKO DKA DKP DKK DKF DKE     CB CA CJ     OA OC OD OG OM OB     FB FA FY FH FX     MV MA MS MX MD MH   BA BG BN BQ BD   DB DM DA DZ   MZL MZR MDY   MFD MHD MKD MJD MYD MFO   MBO RNA RNK RND RNJ RNV RNU RNS RNM RNR   UDC UDW UDK     SBA SEA SRK SLA SRN   KA KD KR KM KP   DCF DHO DOR DUS   MSH MSI MTF     MFY MFZ   MGU MWU MVU   UFN UFR UFY FUZ   WP WU WZ WH WX WY WC WO WS WG WV   MHC MBC MDC MLC MRC MMC MOC MKC MTC
1 Inspected by wireless inspector.

DEPARTING  FROM  BOSTON.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Allan Line (British):       Numidian.       Parisian. 1 American Mail Steamship Co. (Amer-    ican):       Admiral Dewey. 1 Cunard Line (British):       Franconia.       Ivernia. Dominion Atlantic Ry. Line (British):       Boston. 1       Prince Arthur. 1       Prince George. 1 Eastern Steamship Co. (American):       Calvin Austin. 1       Governor Cobb. 1       Governor Dingley. 1 Leyland Line (British):       Bohemian.       Canadian.       Devonian.       Winifredian. Merchants and Miners' Transportation    Co. (American):       Gloucester. 1       Grecian.       Howard. 1       Indian. 1       Juniata. 1       Kershaw. 1       Nantucket. 1       Ontario. 1       Persian. 1       Quantico. 1 Ocean Steamship Co. of Savannah    (American):       City of Macon. 1       City of Memphis. 1       Nacoochee. Plant Line (British):       A. W. Perry. 1       Halifax. 1 Red Star Line (British):       Manitou.       Marquette.       Menominee. United Fruit Co. (British):       Esparta (owned).       Limon (owned). 1       San Jose (owned). White Star Line (British):       Arabic. 1       Canopic.       Cymric.       Romanic.       Zeeland.	Marconi.     do.     United.       do.     do.   Marconi.     do.     do.   United.     do.     do.   Marconi.     do.     do.     do.     United.     do.     do.     do.     do.     do.     do.     do.     do.     do.         do.     do.     do.       do.     do.   Marconi.     do.     do.   Fessenden.     do.     do.   Marconi.     do.     do.     do.     do.	Meters.     300-600 300-600     350   300-600 300-600   300-600 300-600 300-600   400 350 500   300 300 300 300     425 500 450 450 450 450 450 450 500 500     430 475 430   350 350   300 300 300   650 500 650   300-600 600 300 600 300	Nautical miles.   150 150     300   250 100   250 250 250   250 250 250   150 150 150 150     265 275 250 250 250 250 250 250 275 275     200 200 200   200 200   150 150 150   400 400 400   150 250 150 250 150	Kilowatts. 0.35 .35     2.00   1.50 .35   1.50 1.50 1.50   1.00 1.00 1.00   .35 .35 .35 .35     1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00     1.00 1.00 1.00   1.00 1.00   .35 .35 .35   2.00 2.00 2.00   .35 1.50 .35 1.50 .35	MNN MZH     UV   MEA MIA   MYT MYU MYV   RN RB RV   MEL MGL MDL MFL     QY QG QJ Q1 QN QL QU Q2 QR QV     FC FD FP   OP OX   MNM MNQ MNE   UFL UFU UFW   MFC MPC MGC MNC MZD
1 Inspected by wireless inspector.

DEPARTING  FROM  PROVIDENCE.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Merchants and Miners' Transportation    Co. (American):       Dorchester. 1       Essex. 1       Itasca.       Powhatan. 1	United.     do.     do.     do.	Meters.     400-500 400-500 400-500 400-500	Nautical miles.   200 200 200 200	Kilowatts. 1.00 1.00 1.00 1.00	QD QE QI QP
1 Inspected by wireless inspector.

DEPARTING  FROM  PHILADELPHIA.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Allan Line (British):       Carthagenian.       Mongolian.       Pretorian. American Line (British):       Dominion. 1       Haverford.       Merion. American Mail Steamship Co. (Amer-    ican):       Admiral Farragut.       Admiral Schley. Hamburg-American Line (German):       Barcelona.       Graf Waldersee.       Pallanza.       Prinz Adalbert.       Prinz Oskar. Merchants and Miners' Transportation    Co. (American):       Berkshire. 1       Frederick. 1       Lexington.	Marconi.     do.     do.       do.     do.     do.     United.     do.   Telefunken.     do.     do.     do.     do.     United.     do.     do.	Meters.     300-600 300-600 300-600   300-600 300-600 300-600     400 400   300-600 300-600 300-600 300-600 300-600     400 400 400	Nautical miles.   200 200 200   200 200 200     250 250   250 250 250 250 250     200 200 200	Kilowatts. 1.50 1.50 1.50   1.50 1.50 1.50     2.00 2.00   2.00 2.00 2.00 2.00 2.00     1.00 1.00 1.00	MHN MON MFN   MDF MJH MJM     UW UG   DRA DDW DDQ DDZ DDO     QH QK QX
1 Inspected by wireless inspector.

DEPARTING  FROM  BALTIMORE.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Merchants and Miners' Transportation    Co. (American):       Cretan. 1       Merrimack. 1       Parthian. 1       Somerset. 1       Suwanee. 1 North German Lloyd (German):       Brandenburg. 1       Cassel. 1       Frankfort.       Main. 1       Rhein. 1	United.     do.     do.     do.     do.   Telefunken.     do.     do.     do.     do.	Meters.     400 400 400 400 400   300-600 300-600 300-600 300-600 300-600	Nautical miles.   200 200 200 200 200   200 200 200 200 200	Kilowatts. 1.00 1.00 1.00 1.00 1.00   1.00 1.00 1.50 1.00 1.00	QZ QM Q3 Q4 QS   DBG DCC DFT DKI DKR
1 Inspected by wireless inspector.

DEPARTING  FROM  NEWPORT  NEWS.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Norway, Mexico & Gulf Steamship Co.    (Norwegian):       Noruega.       Texas.	United.     do.	Meters.     400 400	Nautical miles.   250 250	Kilowatts. 2.00 2.00	URG UXS
1 Inspected by wireless inspector.

DEPARTING  FROM  SAVANNAH.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Ocean Steamship Co. of Savannah    (American):       City of Augusta.	United.	Meters.     400	Nautical miles.   200	Kilowatts. 1.00	FJ
1 Inspected by wireless inspector.

DEPARTING  FROM  GALVESTON.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Booth Line (British):       Ambrose.       Anselm.       Anthony.       Augustine.       Hildebrand.       Lanfranc. Mallory Steamship Co. (American):       Colorado. North German Lloyd (German):       Hannover.       Wittekind.	Marconi.     do.     do.     do.     do.     do.   United.   Telefunken.     do.	Meters.     300-600 300-600 300-600 300-600 300-600 300-600   400   300-600 300-600	Nautical miles.   200   200   200   200   200   200     200     200   200	Kilowatts. 1.50 1.50 1.50 1.50 1.50 1.50   1.00   1.00 1.00	MDR MDK MAY MDT MDM MDS   AF   DHV DWD
1 Inspected by wireless inspector.

DEPARTING  FROM  KEY  WEST.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Peninsular & Occidental Steamship    Co. (American):       Mascotte.       Miami. 1       Olivette.	United.     do.     do.	Meters.     400 400 400	Nautical miles.   200 200 200	Kilowatts. 1.00 1.00 1.00	OW OZ OV
1 Inspected by wireless inspector.

DEPARTING  FROM  NEW  ORLEANS.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Compagnie Générale Transatlantique    (French):       Californie. 1 D. B. Penn Steamship Co. (American):       Morgan. 1 Leyland Line (British):       Cestrian. 1 Navigazione Generale-Italiana (Italian):       Liguria. Pinillos Iziquierdo & Co. (Spanish):       Pio IX. 1 Southern Pacific Co. (American):       Chalmette.       Excelsior. 1 United Fruit Co. (British):       Abangarez. 1       Atenas (owned). 1       Cartago. 1       Heredia (owned).       Parismina (owned). 1       Turrialba. United Fruit Co. (Norwegian):       Ellis.       Preston. 1 Vaccaro Bros. Steamship Co. (Hondu-    ranean):       Joseph Vaccaro.       Rosina. Vaccaro Bros. Steamship Co. (British):       Ceiba. 1       Yoro.	Marconi.   Falk-McMahon.   Marconi.       do.       do.   United.     do.       do. Fessenden. United. Fessenden.     do. United.       do.     do.         do.     do.       do.     do.	Meters.       300-600   400   300-600   300-600   300-600   400 400   400 400 400 400 400 400   400 400     400 400   400 400	Nautical miles.     200   200   200   200   200   200 200   250 250 250 250 250 250   250 250     250 250   250 250	Kilowatts.   1.50   1.00   1.50   1.50   1.50   1.00 1.00   2.00 2.00 2.00 2.00 2.00 2.00   2.00 2.00     2.00 2.00   2.00 2.00	MGH   PM   MHL   MAL   MXS   KC KO   UFE UFM UFG UFH UFD UFK   UFA UFB     TV TR   TB TC
1 Inspected by wireless inspector.

DEPARTING  FROM  SAN  JUAN.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Compagnie Générale Transatlantique    (French):       Carevaille.       Quebec.       Montreal. Hamburg-American Line (German):       Präsident. New York & Porto Rico Steamship Co.    (American):       Ponce. Pinillos Izquierdo & Co. (Spanish):       Balmes.       Catalina.       Conde Wifredo.       Martin Saenz.	Marconi.     do.     do.   Telefunken.     United.   Marconi.     do.     do.     do.	Meters.     300-600 300-600 300-600   300-600     400   300-600 300-600 300-600 300-600	Nautical miles.   150 150 150   200     200   200 200 200 200	Kilowatts. 0.50 .50 .50   1.00     1.00   1.50 1.50 1.50 1.50	MHJ MII MHZ   DPT     CP   MIZ MIS MYS MZS
1 Inspected by wireless inspector.

DEPARTING  FROM  PORT  TOWNSEND.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Alaska Coast Co. (American):       Admiral Sampson.       Bertha.       M F. Plant. 1 Alaska Pacific Steamship Co. (Ameri-    can):       Buckman. 1       Watson. 1 Alaska Steamship Co. (American):       Alameda. 1       Dolphin.       Dora.       Jefferson.       Northwestern. 1       Victoria. 1 Bank Line (British):       Kumeric.       Luceric. 1       Orteric.       Severic. China Mutual Steamship Co. (British):       Keemun. 1       Ning Chow.       Oanfa.       Protesilaus. 1 Great Northern Steamship Co. (Ameri-    can):       Minnesota. Humboldt Steamship Co. (American):       Humboldt. Nippon Yusen Kaisha (Japanese):       Awa Maru.       Hongkong Maru.       Inaba Maru.       Kamakura Maru.       Kasada Maru.       Naga Maru.       Sanuki Maru.       Shinano Maru.       Tosa Maru.       Tamba Maru. 1 Ocean Steamship Co. (British):       Antilochus.       Bellerophon.       Teucer.       Titan. Osaka Shosen Kaisha (Japanese):       Canada Maru. 1       Chicago Maru.       Mexico Maru.       Panama Maru.       Seattle Maru.       Tacoma Maru. Union Steamship Co. of New Zealand    (British):       Makura.       Marama. Western Alaska Steamship Co. (Ameri-   can):       Corwin.	United.     do.     do.         do.     do.       do.     do.     do.     do.     do.     do.       do.     do.     do.     do.   Telefunken.     do.     do.     do.     United.       do.   Japanese Gov't.     do.     do.     do.     do.     do.     do.     do.     do.     do.   Telefunken.     do.     do.     do.   Japanese Gov't.     do.     do.     do.     do.     do.     United.     do.         do.	Meters.     350 350 350     350 350   425 425 425 425 425 425   450 450 350 350   600 600 600 600     600   350   300 300 300 300 300 300 300 300 300 300   300 300 300 300   300 300 300 300 300 300     450 450     425	Nautical miles.   100-500 100-500 100-500     100-500 100-500   100-800 100-800 100-800 100-800 100-800 100-800   100-1,000 100-1,000 100-800 100-800   100-1,200 100-1,200 100-1,200 100-1,200     1,000-1,600   100-500   100-800 100-800 100-800 100-800 100-800 100-800 100-800 100-800 100-800 100-800   100-1,000 100-1,000 100-1,000 100-1,000   100-800 100-800 100-800 100-800 100-800 100-800     100-1,200 100-1,200     100-500	Kilowatts. 1.00 1.00 1.00     1.00 1.00   1.00 1.00 1.00 1.00 1.00 1.00   2.00 2.00 2.00 2.00   3.00 3.00 3.00 3.00     2.00   1.00   5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00 5.00   .50 .50 .50 .50   5.00 5.00 5.00 5.00 5.00 5.00     2.00 2.00     1.00	AS P9 P3     P7 P8   HD AU AT HM AN AD   UWB UWC UWD UWE   MNK   OFA PRO     MI   HX   YAW TTN YIB YKM SKT YKG YSK YSN YTS YTB     BRM   TTN   SCD SCG SMX SPM STL STC     MKU MKM     HO
1 Inspected by wireless inspector.

DEPARTING  FROM  SAN  FRANCISCO.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
C. A. Smith Lumber Co. (American):       Nann Smith.       Redondo. 1 C. H. Higgins Steamship Co. (Amer-    ican):       Fort Bragg. 1 C. R. McCormick & Co. (American):       Klamath. 1       Willamette.       Yosemite. 1 Estabrook Steamship Co. (American):       Fifield. 1 E. J. Dodge Co. (American):       Northland. 1 Gray & Holt Lumber Co. (American):       Nome City. 1 Hicks & Hauptman Co. (American):       J. B. Stetson. 1 Independent Steamship Co. (Ameri-    can):       Hanalei. 1 J. Homer Fritch Co. (American):       Carlos. 1 Matson Navigation Co. (American):       Enterprise.       Hilonian.       Honolulan. 1       Hyades.       Lurline. 1       Wilhelmina. 1 North Pacific Steamship Co. (Amer-    ican):       Alliance. 1       Geo. W. Elder. 1       F. A. Kilburn.       Roanoke. 1       Santa Clara. 1 Oceanic Steamship Co. (American):       Mariposa. 1       Sierra. 1 Pacific Coast Steamship Co. (Amer-    ican):       City of Puebla. 1       City of Seattle. 1       City of Topeka. 1       Curacao. 1       Governor. 1       President. 1       Queen. 1       Senator.       State of California. 1       Umatilla. 1 Pacific Mail Steamship Co. (American):       Acapulco. 1       Aztec.       China. 1       City of Panama. 1       City of Para. 1       City of Sydney. 1       Korea. 1       Manchuria. 1       Mongolia. 1       Newport. 1       Persia. 2       San Jose.       San Juan. 1       Siberia. 1 Pacific Navigation Co. (American):       Harvard. 1       Yale. 1 Pollard Steamship Co. (American):       Centralia. 1       Coronado. 1 San Francisco & Portland Steamship    Co. (American):       Bear. 1       Beaver. 1       Rose City. 1 Sudden & Christensen Steamship Co.    (American):       Chehalis. 1       Norwood. 1 Toyo Kisen Kaisha (Japanese):       American Maru. 1       Chiyo Maru. 1       Nippon Maru. 1       Shinyo Maru. 1       Tenyo Maru. 1 Union Steamship Co. of New Zealand    (British):       Aorangi. 1       Maitai. 1	United.     do.         do.       do.     do.     do.       do.       do.       do.       do.         do.       do.       do.     do.     do.     do. Massie. United.         do.     do.     do.     do.     do.       do.     do.         do.     do.     do.     do.     do.     do.     do.     do.     do.     do.   Massie.     do. United. Massie.     do.     do. United.     do.     do. Massie. United. Massie.     do. United.       do.     do.       do.     do.         do.     do. Massie.     United.     do.   Japanese Gov't     do.     do.     do.     do.     United.     do.	Meters.     350 350     350   350 350 350   350   350   350   350     350   350   400 515 568 500 600 550     350 445 350 340 350   435 460     350 350 350 350 350 400 400 350 350 400   400 400 715-540 400 600 500 525-525 650-600 650-600 400 525-525 400 400 650-900   350 450   350 350     350 525 400     350 350   300 300 300 300 300     400 400	Nautical miles.   100-500 100-500     100-500   100-500 100-500 100-500   100-500   100-500   100-500   100-500     100-500   100-500   100-1,000 100-1,000 100-1,200 100-1,000 1,200-1,800 1,200-1,800     100-800 100-800 100-500 100-500 100-500   100-1,000 100-1,000     100-500 100-500 100-500 100-800 100-800 100-800 100-800 100-500 100-500 100-800   100-800 100-800 1,200-1,500 100-800 1,200-1,800 1,000-1,400 1,000-1,500 1,200-1,800 1,200-1,800 100-800 1,000-1,400 100-800 100-800 1200-1,800   100-800 100-1,000   100-500 100-500     100-800 100-1,000 500-1,200     100-500 100-500   100-800 100-800 100-800 100-800 100-800     800-1,200 800-1,200	Kilowatts. 1.00 1.00     1.00   1.00 1.00 1.00   1.00   1.00   1.00   1.00     1.00   1.00   2.00 2.00 3.00 2.00 3.00 3.00     1.00 1.00 1.00 1.00 1.00   2.00 2.00     1.00 1.00 1.00 2.00 2.00 2.00 2.00 1.00 1.00 2.00   2.00 2.00 5.00-1.00 2.00 3.00 2.00 5.00-1.00 5.00-1.00 5.00-1.00 3.00 5.00-1.00 2.00 2.00 5.00-1.00   2.00 2.00   1.00 1.00     1.00 1.00 3.00     1.00 1.00   5.00 5.00 5.00 5.00 5.00     2.00 2.00	BO SU     ST   NI SW SY   RF   NX   SN   SC     HN   NC   P1 P2 NW BT U2 NH     BW AY SK AQ AK   HK SM     GQ GA GY GC GV GW GX GS GL GU   A2 X2 WA M2 R2 S2 WK WE WN N2 WV O2 J2 WU   RH RY   SD NR     WD WB H2     NA SG   TMC TGY TNP YSN TTY     MGA MGM
1 Inspected by wireless inspector.     2 British Vessel.

DEPARTING  FROM  PORTLAND,  OREG.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Portland & Coos Bay Steamship Co.    (American):       Breakwater. 1 North Pacific Steamship Co. (Ameri-    can):       Alliance. 1	United.         do.	Meters.     350     350	Nautical miles.   100-500     100-800	Kilowatts. 1.00     1.00	EK     BW
1 Inspected by wireless inspector.

DEPARTING  FROM  HONOLULU.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Australian Royal Mail (British):       Zealandia.	Marconi.	Meters.     500	Nautical miles.   100-1,200	Kilowatts. 2.00	MCA
1 Inspected by wireless inspector.

5.  SUMMARY OF VESSELS OF STEAMSHIP LINES EQUIPPED NOT SUBJECT TO THE WIRELESS SHIP ACT.

Line.	Flag.	Vessels.		Line.	Flag.	Vessels.
A. C. Lombard Sons, agents. A. H. Bull Steamship Co. Alaska Packers' Association. Alaska Steamship Co. Alfred Sorenson. Associated Transportation Co. Baltimore Steam Packet Co. C. K. G. Billings. C. L. Dimon-Coast Transit Co. C. R. Doe Co. California & Atlantic Steam-    ship Co. Canadian Pacific Ry. Co. Cape Cod Steamship Co. Charles Martin Clark. Charles Nelson Lumber Co. Chesapeake Steamship Co. Chlopeck Fish Co. Coast Transit Co. Colonial Navigation Co. Consolidated Coal Co. Cuba Distilling Co. E. J. Dodge Co. Eastern Steamship Co. Elbridge T. Gerry. Estate of Isaac Stern. George J. Gould. Grand Trunk Pacific Co. Hamburg-American Line. Howard Gould. Inland Navigation Co. J. C. Eaton. J. M. Guffey Petroleum Co. James B. Hammond. James Gordon Bennett. John Arbuckle Co. John Jacob Astor. John S. Emery & Co.	German. American.     do.     do.     do.     do.     do.     do.     do.     do.     do.   British. American.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do. British. German. American.     do.     do.     do.     do.     do.     do.     do.     do.	1 1 2 2 1 4 3 1 1 1 5   4 1 1 3 3 1 1 2 1 1 1 2 1 1 1 4 3 1 1 1 6 1 1 1 1 1		John Pierce. Matson Navigation Co. Merchants & Miners' Trans-    portation Co. Merritt & Chapman Derrick    & Wrecking Co. Mexican Telegraph Co. Montauk Steamship Co. Morton F. Plant. New England Fish Co. New England Navigation Co. Ogden Mills. Pacific America Fisheries Co. Pacific Mail Steamship Co. Port of Portland Co. Puget Sound Salvage Co. Puget Sound Tug Co. Robert E. Todd. Sandy Hook Pilots' Associa-    tion. San Juan Fish Co. Sobrinos de Herrara. Standard Oil Co. Sun Co. Tyee Co. Union Oil Co.       Do. Union Steamship Co. of Cali-    fornia. Union Sulphur Co. W. Gould Brokaw. Weir Line. Wilmington Transportation    Co. Wilson Line.         Total.	American.     do.     do.       do.       do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.       do. Cuban. American.     do.     do.     do. British. American.       do.     do. British American   British.	1 1 3   2   1 3 1 1 12 1 1 3 1 1 4 1 2   1 1 12 2 4 4 1 4   1 1 1 2   2 ____ 142

6.  MERCHANT VESSELS EQUIPPED NOT SUBJECT TO THE WIRELESS SHIP ACT.

DEPARTING  FROM  NEW  YORK.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
A. H. Bull Steamship Co. (American):       Millinocket. C. L. Dimon-Coast Transit Co. (American):       Lucy Neff. Coast Transit Co. (American):       I. D. Fletcher (barge). Cuba Distilling Co. (American):       Currier. Colonial Navigation Co. (American):       Concord.       Lexington. John S. Emery   Co. (American):       John S. Emery. Merritt & Chapman Derrick & Wrecking    Co. (American):       I. J. Merritt.       Relief. Mexican Telegraph Co. (American):       Relay (cable ship). Montauk Steamship Co. (American):       Montauk.       Shinnecock.       Wyandotte. New England Navigation Co. (American):       Boston.       Chester W. Chapin.       City of Lowell.       Commonwealth.       Maine.       New Hampshire.       Plymouth.       Pilgrim.       Providence.       Pricilla.       Puritan.       Tasco. Ogden Mills (American):       Mills. Standard Oil Co. (American):       Astral.       Captain A. F. Lucas.       City of Everett.       S. O. No. 94 (barge).       S. O. No. 95 (barge). Sandy Hook Pilots' Association (Amer-    ican):       New Jersey (pilot boat).       New York (pilot boat). Union Sulphur Co. (American):       Herman Frasch. Weir Line (Britlsh):       Roseric. Wilson Line (British):       Galileo.       Idaho.	United.       do.       do.       do.   Massie.     do.   Composite.     Snow-Foster. United.   Snow-Foster.   Massie.     do.     do.       do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.     do.   United.       do.     do.     do.     do.     do.         do.     do.   Snow-Foster.       do.       do.     do.	Meters. 440   428   385   576   200 200   ---     160 300   350   250 250 250   300 300 300 300 300 300 300 300 300 300 300 300   500   260 425 450 260 400     430 389   559   600   600 600	Nautical miles.   200   150   250   300   75 75   100     20 200   200   75 75 75   60 60 60 60 60 60 60 60 60 60 60 60   200   200 300 200 150 150     100 100   200   250   600 600	Kilowatts. 1.00   1.00   1.00   2.00   .25 .25   1.00     .10 1.00   1.00   .50 .50 .50   .25 .25 .25 .25 .25 .25 .25 .25 .25 .25 .25 .25   2.00   1.00 2.00 1.00 1.00 2.00     1.00 1.00   1.00   1.00   2.00 2.00	MK   IU   UHG   CV   AF AS   RE     RQ RJ   RX   MG MD MJ   BN HN WE CW MA NS HY CM PV CA RN SC   PJ   GS GB GF GH GP     NJ NK   UHF   UWA   UGO UIO

DEPARTING  FROM  BOSTON.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Alfred Sorenson (American):       Satellite. A. C. Lombard Sons, agents (German):       Birkenfels. Cape Cod Steamship Co. (American):       Dorothy Bradford. Eastern Steamship Co. (American):       Belfast.       Camden.	---   Telefunken.   United.       do.     do.	Meters. ---   450   330   450 450	Nautical miles.   ---   500   150   200 200	Kilowatts. ---   2.00   1.00   1.00 1.00	---   DBF   CD   RD RC

DEPARTING  FROM  PHILADELPHIA.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
J. M. Guffey Petroleum Co. (American):       J. M. Guffey.       Larimer.       Ligonier.       Oklahoma.       Shenango (barge).       Winifred. Merchants and Miners' Transportation Co.    (American):       New Orleans.       Alleghany.       Tuscan. Sun Co. (American):       Sun.       Toledo.	United.     do.     do.     do.     do.     do.         do.     do.     do.       do.     do.	Meters. 400 400 400 400 400 400     400 400 400   400 400	Nautical miles.   200 200 200 200 200 200     200 200 200   200 200	Kilowatts. 1.00 1.00 1.00 1.00 1.00 1.00     1.00 1.00 1.00   1.00 1.00	QF QA QO QB QC QW     Q9 Q5 Q7   UDS UDG

DEPARTING  FROM  BALTIMORE.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Baltimore Steam Packet Co. (American):       Alabama.       Florida.       Virginia. Chesapeake Steamship Co. (American):       City of Baltimore.       City of Norfolk.       Columbia. Consolidated Coal Co. (American):       Salvage (tug). Hamburg-American Line (German):       Bulgaria.       Patricia.       Pretoria.	United.     do.     do.       do.     do.     do.       do.   Telefunken.     do.     do.	Meters. 400 400 400   400 400 400   200   300-600 300-600 300-600	Nautical miles.   200 200 200   200 200 200   100   200 200 200	Kilowatts. 1.00 1.00 1.00   1.00 1.00 1.00   .50   1.00 1.00 1.00	XG XF XK   XO XN XC   HS   DDG DDP DDT

DEPARTING  FROM  SAN  JUAN.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Sobrinos de Herrara (Cuban):       Julia.	United.	Meters. 350	Nautical miles.   200	Kilowatts. 1.00	HJ

DEPARTING  FROM  LOS  ANGELES.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Wilmington Transportation Co. (Ameri-    can):       Cabrillo.       Hermosa.	United.     do.	Meters. 350 350	Nautical miles.   100-500 100-500	Kilowatts. 1.00 1.00	BV BP

DEPARTING  FROM  PORT  TOWNSEND.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Alaska Packers' Association (American):       Kvichak.       Nushajak. Alaska Steamship Co. (American):       Latouche.       Seward. C. R. Doe Co. (American):       Yucatan. Canadian Pacific Ry. Co. (British):       Princess Charlotte.       Princess May.       Princess Royal.       Princess Victoria. Chlopeck Fish Co. (American):       Chicago. Grand Trunk Pacific Co. (British):       Prince Albert.       Prince George.       Prince John.       Prince Rupert. Inland Navigation Co. (American):       Iroquois. New England Fish Co. (American):       Kingfisher. Pacific America Fisheries Co. (American):       A. G. Lindsey. Puget Sound Salvage Co. (American):       Santa Cruz. Puget Sound Tug Co. (American):       Goliah.       Lorne.       Tatoosh.       Tyee. San Juan Fish Co. (American):       Grant. Tyee Co. (American):       Diamond Head (whaler).       Fearless (whaler).       Resolute (whaler).       Tyee Jr. (whaler). Union Steamship Co. of California.    (American):       Washtenaw.	United.     do.       do.     do.       do.       do.     do.     do.     do.       do.       do.     do.     do.     do.       do.       do.       do.       do.       do.     do.     do.     do.       do.       do.     do.     do.     do.         do.	Meters. 325 325   425 425   275   425 425 425 425   200   250 350 275 350   425   350   300   300   425 400 350 350   200   300 200 200 200     350	Nautical miles.   100-500 100-500   100-800 100-800   75-250   100-1,000 100-1,000 100-1,000 100-1,000   50-200   75-300 100-500 75-300 100-500   100-500   100-500   100-500   100-500   100-800 100-500 100-500 100-500   50-200   75-400 50-250 50-250 50-250     100-800	Kilowatts. 1.00 1.00   1.00 1.00   1.00   2.00 2.00 2.00 2.00   1.00   1.00 1.00 1.00 2.00   1.00   1.00   1.00   1.00   1.00 1.00 1.00 1.00   1.00   2.00 1.00 1.00 1.00     2.00	NS NE   AI AV   AG   CPC CPM CPR CPV   AB   UPA UPG UPJ UPR   BG   DH   KD   KS   B3 MN MG A3   HV   NL ID IB IA     UG

DEPARTING  FROM  SAN  FRANCISCO.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Associated Transportation Co. (American):       J. A. Chanslor.       Rosecrans.       W. S. Porter. California & Atlantic Steamship Co. (Amer-    ican):       George W. Fenwick.       Mackinaw.       Navajo.       Pleiades.       Stanley Dollar. Charles Nelson Lumber Co. (American):       Charles Nelson.       Falcon.       Riverside. E. J. Dodge Co. (American):       St. Helens. Matson Navigation Co. (American):       Hyades. Pacific Mail Steamship Co. (American):       Aztec.       Pennsylvania.       Peru. Standard Oil Co. (American):       Asuncion.       Atlas.       S. O. No. 91 (barge).       S. O. Co. No. 93 (barge).       S. O. Co. No. 95 (barge).       Col. E. L. Drake.       Maverick. Union Oil Co. (American):       Oleum.       Pectan. 1       Santa Maria.       Santa Rita.       Whittier. Union Steamship Co. of California (Ameri-    can):       Argyle.       Lansing.       Roma.       Washtenaw.	United.     do.     do.     Massie.     do.     do.     do.     do.   United.     do.     do.       do.       do.   Massie.     do.     do.   United.     do.     do.     do.     do.     do.     do.       do.     do.     do.     do.     do.         do.     do.     do.     do.	Meters. 350 425 425     450 450 450 450 450   350 350 350   350   500   400 400 400   425 425 450 425 450 425 425   350 350 350 350 350     350 400 350 350	Nautical miles.   100-500 100-800 100-800     500-1,000 500-1,000 500-1,000 500-1,000 500-1,000   100-500 100-500 100-500   100-500   100-1,000   100-800 100-800 100-800   500-1,000 500-1,000 500-1,000 500-1,000 500-1,000 500-1,000 500-1,000   100-800 100-800 100-800 100-800 100-800     100-800 100-1,000 100-800 100-800	Kilowatts. 1.00 2.00 2.00     3.00 3.00 3.00 3.00 3.00   1.00 1.00 1.00   1.00   2.00   2.00 2.00 2.00   2.00 2.00 1.00 1.00 1.00 2.00 2.00   2.00 2.00 2.00 2.00 2.00     2.00 2.00 2.00 2.00	NU BM BD     F2 K2 G2 I2 D2   NV GF AM   NY   BT   X2 V2 B2   GM GN GD P5 GP P4 GH   UK UW UM US UH     UV UD UN UG

DEPARTING  FROM  PORTLAND,  OREG.

Name of line and vessel.	System.	Wave length.	Range.	Power.	Call letters.
Associated Transportation Co. (American):       Wm. F. Herrin. Port of Portland Co. (American):       Joseph Pulitzer (pilot boat).	United.       do.	Meters. 325   200	Nautical miles.   100-500   50-100	Kilowatts. 1.00   .50	NF   BI

7.  YACHTS EQUIPED NOT SUBJECT TO THE WIRELESS SHIP ACT.

Name of owner and vessel.	System.	Wave length.	Range.	Power.	Call letters.
C. K. G. Billings (American):       Vanadis. Charles Martin Clark (American):       North Wind. 1 Elbridge T. Gerry (American):       Electra. Estate of Issac Stern (American):       Virginia. George J. Gould (American):       Atalanta. Howard Gould (American):       Niagara. J. C. Eaton (American):       Florence. James B. Hammond (American):       Lounger II. 1 James Gorden Bennett (American):       Lysistrata. John Arbuckle Co.(American):       Roosevelt. John Jacob Astor (American):       Noma. John Pierce (American):       Sapphire. Morton F. Plant (American):       Iolanda. Robert E. Todd (American):       Karina. W. Gould Brokaw (American):       Valhalla.	Telefunken.   ---   Massie.   Telefunken.   Marconi.       do.       do.   ---   Marconi.   Snow-Foster.   Marconi.       do.       do.       do.       do.	Meters.     300-425-1,000   ---   240   425-600   ---   ---   ---   ---   ---   414   ---   ---   ---   ---   ---	Nautical miles.   500   ---   60   200   ---   ---   ---   ---   ---   200   ---   ---   ---   ---   ---	Kilowatts. 2.00   ---   .25   1.00   ---   ---   ---   ---   ---   1.00   ---   ---   ---   ---   ---	VDS   CMC   ME   BVA   MAT   MAN   MTK   ---   MGB   RK   MJS   MHK   MIL   MTJ   MVH
1 Building.

8.  WIRELESS SYSTEMS USED ON VESSELS EQUIPPED WITH WIRELESS APPARATUS. 1

Name of system.	Ships re- quired to carry equip- ment.	Ships not required to carry equip- ment.	Total.		Name of system.	Ships re- quired to carry equip- ment.	Ships not required to carry equip- ment.	Total.
Telefunken. Snow-Foster. United. Marconi. Japanese Govern-    ment. Fessenden.	57 --- 222 167   21 6	6 7 90 9   --- ---	59 7 312 176   21 6		Falk-McMahon. Massie. DeForrest. Composite.         Total.	1 9 5 --- ____ 488	--- 26 --- 1 ____ 139	1 35 5 1 ____ 623
1 New York reports 2 vessels and Boston 1 vessel equipped with wireless, but system not stated.

9.  PORTS OF DEPARTURE.

Port.	Vessels bound foreign.	Vessels bound also to other American ports.	Total, including repeti- tions.		Port.	Vessels bound foreign.	Vessels bound also to other American ports.	Total, including repeti- tions.
New York. Port Townsend. San Francisco. Boston. Philadelphia. Galveston. Baltimore. Los Angeles. New Orleans. Jacksonville. Savannah. Honolulu. Norfolk. Key West.	202 28 11 23 12 6 3 --- 13 --- 1 1 --- 1	65 38 53 23 25 27 20 26 12 18 16 16 15 13	267 66 64 46 37 33 23 26 25 18 17 17 15 14		Juneau. San Juan. Portland, Oreg. Newport News. Mobile. Charleston. Tampa. Portland, Me. Providence. Coos Bay. Eureka.         Total.	--- 4 --- --- --- --- --- --- --- --- --- ____ 305	14 6 10 9 8 7 7 5 4 3 3 ____ 443	14 10 10 9 8 7 7 5 4 3 3 ____ 748

10. WIRELESS SHIP INSPECTIONS.

    The following brief extracts from the weekly reports of the three wireless-ship inspectors during July, August, and September, 1911, indicate the general nature of the work performed by them. It is practicable to give only an outline of the work, as it covers so many details. The shore work of inspectors, including visits to shore stations, offices of steamship and wireless companies, factories, examination of applicants for positions as wireless operators, and detailed reports on special subjects, can not well be summarized.
 INSPECTOR  AT  NEW  YORK.

    July 5.--Spring on Marconi detector broken; requested superintendent of line to have new detector spring put in and an additional one kept on board for emergency use.
    July 7.--Apparatus in poor condition; needs one new jar in condenser; brushes spark badly; insulation on aerial defective.
    July 8.--Official report shows that message sent covered a distance of only 97 miles; advised captain to have further trials made.
    July 12.--Notified captain of condition of wireless set, and he said he would insist upon its being put in condition before sailing time, Saturday, the 15th instant.
    July 13.--Aerial leaks in wet weather; needs better insulation.
    July 14.--Again notified superintendent-engineer, who phoned to wireless company to put in new generator and put station in proper shape.
    July 15.--Apparatus O. K. with exception of ammeter sticking at maximum.
    Operator failed to report to wireless company when he found tuner on receiving side not working 3 hours before sailing time, as is supposed to be the rule; had wireless man get tuner from another ship and put in, so ship could go out with workable set, necessary repairs and changes caused a delay of 20 minutes in ship's sailing time.
    July 18.--Sending spark not very good; key needs new points; needs new brushes on both sides.
    July 19.--Saw in operator's file on board this ship copy of a circular letter from the United Wireless Telegraph Co., dated June 27, 1911, notifying operators of contract in writing to exchange messages with ships equipped with other systems after July 1, 1911.
    July 20.--One aerial wire (rat-tail) broken; had it repaired; has had trouble with compressed-air condenser and changed to Leyden jars; has electrolytic and carborundum detectors.
    Understands agreement to interchange messages with ships equipped with other systems.
    July 21.--Operator claims has worked 150 miles, daylight; saw record of business handled which shows he can accomplish this.
    Superintendent of equipment says necessary repairs will be made before sailing time, Tuesday, 25th.
    July 24.--No wireless equipment; will equip before sailing, Thursday at 4 p. m.
    Apparatus old but effective; log shows has worked 130 miles with other ships in daylight hours and 260 miles with land station.
    July 26.--Company's phones will not work; operator has a good pair (personal property).
    Auxiliary set; 8-cells storage battery; no voltmeter; probable range 70 to 80 miles; will work 6 hours full power.
    Life raft on upper deck was only 4 inches from aerial connection to wireless room, causing bad leakage; had it moved so as not to interfere.
    July 27.--Antennæ insulation not very good; no extra phones.
    Ship's main dynamo out of order; no power or lights from Key West to New York on last trip.
    July 28.--Antennæ switch has broken clip, but makes good contact.
    Condition poor; machine shows lack of proper care by operator; commutator dirty and sparking; needs new brush on DC side; aerial switch broken; fuses blown and wires substituted. Chief engineer complains of bad leakage, causing sparking in rigging and excessive use of ship's power; leads to aerial are parallel with stack and too close to it to prevent induction; braces holding leads are connected to stack with hard-rubber insulators; very dirty; oil cups of machine need filling, apparently never drained or cleaned; power from ship irregular; no voltmeter or ammeter; ground wire originally connected to one of cross beams of upper deck; running machine 10 minutes causes excessive heating of bearings.
    Winding wire was so completely consumed (account of age and usage) that the wire could be pulverized by rubbing between your hands.
    Requested operator to get a new brush before sailing time. (I returned before sailing time to see if new brush had been put in and found it was O. K. I then issued a certificate.)
    Halyard supporting aerial spreader attached to arm on smokestack broken by lightning on last trip; can work all right with temporary arrangement; requested captain to have fixed before sailing next trip.
     Operator says that on account of sailing time from New York and Boston it is impossible for him to get the message through during the daylight hours the required distance. This I believe to be true.
    August 2.--These sets are kept in good condition by their local repairman, who goes over them every trip.
    August 5.--Anchor gap open too wide; current going to antennæ on one side only; adjusted it properly.
    Condition effective, but has had poor care; one broken jar in condenser; chief officer says there is considerable leakage of current to rigging on account of poor insulation.
    Generator in poor condition; will not hold spark 30 seconds and registers only 3 amperes.
    August 5.--I tested the set before his arrival and found that it would not work, that some of the connections were wrong and could not get any spark; two men working on set finally got it work all right at 12.20 p. m.
    August 9.--One pair defective phones. (Ship has just gotten in; operator will get a new pair phones before departure.)
    August 11.--Left note for operator requesting him to have jar replaced by new one, and also to get an extra pair of phones. (The trip this boat takes is too long to risk with only one pair phones.)
    August 12.--Notified captain that he should have a new spark coil on next trip. I have found the boats on this line very poorly equipped.
    The operator in charge stated that in bad or wet weather he could not reach with this set more than 60 or 70 miles, if that.
    August 17.--Condition, old machine; operator has not been giving proper care, dirty; sparks on DC side.
    August 18.--Commutator charred; sparks badly on DC side; spark gap and anchor gap too wide; readjusted them.
    August 19.--Account of the poor showing made by this set I requested the operator to get his Sea Gate station or some of the ships in the harbor for the purpose of testing it; this he had been unable to do up to the time the ship sailed, about 11.30 a. m. I advised the officers of the company and captain of the condition of the ship's wireless apparatus and the law, and was requested by the officers of the company to remain on board and go as far as City Island, where the pilot is put ashore, and make a test of the apparatus during this time, which I did. On the trip through the harbor, and perhaps a mile distant, I succeeded in getting the United Wireless office at 42 Broadway, and he said he got me very poorly and that the spark was bad. I was unable to raise the navy yard station. The ship's operator said he got Sea Gate and also the steamship Olympic, and I asked him to have them test the set with me, but this he was unable to do. The power from the ship's dynamo registered only from 70 to 80 volts. I asked the operator to request the engineer to give him more power and he said the engineer was doing the best he could. The storage battery consisted of 8 cells registering only 154 volts, and from this I got a very poor spark. I took into consideration the condition of the weather and the fact that the steamer did not have to go very far out and would perhaps be within reach of some ship or station the most of the time, and requested the officer of the company, Mr. Cosgrove, to issue instructions to have the set put in good condition before returning. The ship remained at her dock about 30 minutes after sailing time, but not at my request or suggestion. I was ready and willing to go ashore at any time; it was only at the urgent request of the company's officers that I remained aboard and tested the ship's apparatus while the ship was underway. I told the officers that unless I could get some kind of a test to satisfy me that some results could be obtained from the set that I would have to make my report accordingly, and they decided that it was their wish to sail and have me accompany the ship as reported above. Mr. Sammis, of the Marconi company, has just telephoned me that this ship was in communication with various stations along the coast and that the set was working all right; he did not know what distance she worked. Had they encountered bad weather I am positive she could not have done this; and if I understand the law correctly the apparatus should be required to work a distance of at least 100 miles day or night, bad or good weather.
    August 23.--Condition poor; commutator on DC side sparking; fuses replaced by wire; antennæ switch broken; DC power switch obstructed by mirror screwed to wall; unable to get at fuses on DC side or throw switch; 1 pair phones; crystal detector; no record of test message, but requested one; berth in wireless room; wireless company delayed sailing of this vessel about three hours putting set in condition on day of sailing.
    August 24.--Halyard holding antennæ rusted out; danger of antennæ falling.
    Halyard broke on last trip and antennæ came down; notified repair department of United Wireless Co. to make safe before ship sailed.
    August 25.--In good condition; second inspection; German law requires 3 rooms for wireless--1 for operator, 1 for apparatus, and 1 for patrons.
    August 26.--Machine would not hold spark; chief engineer said he was giving 110 volts; went to engine-room and found he was giving only 102 volts; had machine speeded up to 110 volts, after which spark was O. K.; requested engineer to keep machine up to 110 volts.
    August 29.--Bearings on machine should be renewed
    August 30.--Test message sent 97 miles (on account of the hours this ship is under way it is difficult to send the required message); berth in wireless room.
    August 31.--While his log shows that he worked 220 miles with a land station it is very doubtful if he could accomplish anything near this working with another ship under less favorable conditions; call letters MZN; condition poor; induction bad; when using storage battery set should be rewired to prevent burning out detector.
    September 2.--Requested operator to have Marconi company put set in good condition before sailing time next Saturday, the 9th instant.
    September 8.--Brought in 21 passengers and 48 crew. Investigated to see if they understood the law's requirements as to wireless equipment; the captain said he would take out 46 crew and 2 passengers, therefore does not come under the law.
    September 9.--Condition, needs new muffler and jar condenser, one punctured; bad leakage in wireless room; 1 pair phones; crystal detector; no record of test message. The room used for wireless is unsuitable for this purpose; it is not possible to arrange instruments in limited space in such a way as to get good results; not sufficient room to provide for berth in same room, and operator is assigned to one of the staterooms.
    September 14.--In good condition, but has one of the coil sets; very poor equipment for vessels of this class; second inspection.
    September 16.--Ship's dynamo was only supplying 86 volts for the wireless and had it run up to 100, the registered capacity of the machine, and requested the superintendent of the line to instruct the engineer to keep the machine at this voltage.
    New muffler with porcelain top and halyard renewed; new halyard put in. (This is the ship from which I sent you a sample of the rusted halyard.)
    September 20.--Third inspection; clip changed on helix, putting set out of resonance; corrected. by proper adjustment.
    September 27.--Stateroom of wireless operator sold and no reservation made for his accommodation. I arranged for him to sleep in the stateroom of the ship's second officer; I also took up this matter with the superintendent of the line and requested that in the future reservation be made for the wireless operator's sleeping quarters.
    Steamship people complain of motor generator running up amperage on ship's lighting circuit and at times burning out the wires of this circuit. I took up this matter with the wireless company and requested them to remedy.
    September 28.--Operator repairing condenser of receiving side. I requested him to request the Marconi company to supply him with a new condenser if he was unable to satisfactorily repair it. I received this morning a letter from the operator stating that the Marconi company had put in a new condenser and that everything was now O. K.
 INSPECTOR  AT  BALTIMORE.

    July 27.--Called on superintendent of M. & M. T. Co. for certification of the fulfillment of section 2 of wireless act; he has satisfactory copies of contract with United Wireless Co. covering all 25 ships owned by the M. & M. T. Co.; copy of paragraph applying will be sent the Bureau later.
    July 28.--DC commutator brushes spar badly; motor generator loose on bearings; ordered new brushes, brush springs; adjustment of bearings and commutator cleaned.
    July 31.--Conference with collector concerning alleged violation by British steamship Templemore, section 3, wireless ship act.
    August 1.--Sixty cycles sparking fiercely across AC commutator; trouble corrected after two hours' work; found to be because of brush on DC commutator worn down until binding nut overlapped third bar on commutator, causing AC fields to become overexcited. Repairs completed at 5.15 p. m.; ship's sailing time 6 p. m.
    August 8.--Two fuse plugs on main circuit from dynamo to motor generator; one fuse blown and wired across; new fuse plug obtained and inserted before sailing time of ship.
    September 11.--Condition poor; motor generator old; commutator worn.
    September 12.--An incident showing the necessity of having collectors look closely after the filing of the masters' certificate, Form 753, occurred at this port (Charleston) on Tuesday afternoon the 12th. The master of the steamship filed his certificate and left port at 3 p. m. When 10 miles out he discovered that his operator was not on board and returned to the wharf for him. Had he not filed this certificate, the master may have been inclined to continue his voyage without an operator, and to lay the blame upon the United Wireless Telegraph Co.; as this company has a clause in all contracts to save the steamship harmless for any violation of laws, imperfection of apparatus, or delinquency or misconduct on the part of operators.
    September 19.--Condition poor; motor generator loose on bearings and commutator rough; spoke to Mr. Hayes, manager for United at Key West, who promises to have it repaired immediately.
    [The Baltimore inspector was not sworn in until July 21; did not receive his ammeter until September, and necessarily spent some days in travel to visit the seaports in his district from Baltimore to Galveston.]
  INSPECTOR  AT  SAN  FRANCISCO.

    July 10.--Showed me the contracts with the United Wireless Telegraph Co., also the Massie Wireless Telegraph Co. Their contracts did not meet the requirements of section 2 of the act June 24, 1910. I called his attention to the Department circular No. 227 and read section 2 to him; he informed me that the law would be complied with at once and he would advise me shortly to that effect.
    July 11.--He informed me that the act was rapidly being complied with; all old contracts were being recalled, the following contract (copy inclosed) being sent out to the different steamship companies.
    July 15.--Operator's certificate examination consisted in seeing it was properly executed; proper oath taken. I have found four cases where oath of secrecy had not been taken; upon my calling attention to same, it was done immediately.
    July 22.--Examination of ship's messages show from 133 miles, the lowest, to 780, the highest.
    Found detector in poor condition; notified wireless people and new one put on board; tested out and found to be O. K.
    July 24.--Operator complained that engineer was constantly cutting off power, and when requested be put on engineer became abusive; reported condition to captain and owners, citing regulation No. 4; was informed regulation would be complied with hereafter.
    Motor generator had brushes worn off; commutator in poor condition; had new brushes and commutator put on, retested and found to be in good condition.
    July 26.--This apparatus was in a very poor condition; short circuit through asbestos muffler around spark gap; had set woodwork afire; brushes on motor generator worn off and badly corroded; binding screws all loose. Notified operator that his set was in a very poor condition, also notified captain that perhaps sailing would be delayed a short time; phoned repair man, who came at once; had set taken down and thoroughly rebuilt; glass muffler put in round spark gap, new brushes put on motor generator; finished five minutes before sailing time. Apparatus was retuned and found to be in good working order.
    July 27.--This set was in a very bad condition; leads too small; no joints soldered; receiving set almost useless; short circuit in spark gap through asbestos. Had a new receiving set placed aboard, all small leads taken out and larger ones put in, all joints soldered, slips put on terminals, condenser jars overhauled, glass muffler put on spark gap, 2 phones put aboard, also two detectors; operator has certificate; requested he send new test message after retuning new set. I was aboard this vessel two hours.
    July 29.--The following steam schooners covering more than 200 miles from port to port not equipped were examined as to passenger and crew lists; all were found to be complying with the law: Redondo, Van Guard, Brunswick, Sea Foam, Carlos, J. S. Higgins, Washington, Rainier, Havalli, G. C. Lindauer, Coos Bay, North Fork.
    August 4.--Condition of set poor; had it all overhauled; new jars put in, set retuned, and found to be in good working order.
    Condition of set poor; had two punctured jars taken out and new ones put in, antennæ insulated away from stays, set retuned and found to be working O. K.
    August 5.--Condition of set very poor; condenser jars punctured and short-circuited, key in bad condition, motor-generator overheated when running; had jars taken out, cleaned, new ones put in place of those punctured, motor generator overhauled, cleaned, and run for half an hour and found not to overheat; key fixed, set retuned and found to be in good working order.
    August 14.--These vessels, while covering 200 miles or more from port to port, and having accommodations for 20 to 50 passengers, and crews from 18 to 22, cut down their passenger lists until passengers and crew do not exceed 49. In so doing, according to interpretation of paragraph 1 of the act of June 27, 1910, they are complying with the law.
    Found one jar gone; had same put in, retuned and found to be in good working order.
    Operator informed me that dynamo was not run during the day; told captain it should be kept running at all times; he promised to keep it so; found antennæ had bad leak to bow stay; had longer insulator put in so spark could not jump to stay.
    August 17.--There were no messages on board to judge distance with; operator did not know distance; one jar gone in third bank; requested same be put in, which was done.
    August 18.--Distance as shown by messages transmitted 215 miles.
    August 28.--Distance as shown by messages transmitted 55 miles; operator said he had been unable to exceed that distance for some time. Upon examination of apparatus I found it in a very bad condition; commutator on motor generator almost cut in two, operator blaming engineer and engineer blaming operator for its condition; found current jumping from antennæ, running down starboard mainmast stay, current having almost cut deadeye in two and working down upon woodwork. I requested the wireless telegraph company to take and put in new motor generator, place same in operating room, and to put in 12-inch insulators between stays and antennæ; I also informed the superintendent that I could not sign the clearance until the above requests had been complied with.
    New motor generator had been placed in operating room, new leads run, antennæ shortened up, slack taken out, and new insulators, 12 inches long, put in; everything in good working order and retested; issued clearance; total time on this vessel, 4 hours.
    August 31.--Found short circuit in spark gap, through asbestos muffler; had asbestos taken out, gap readjusted, and found O. K.
    September 13.--No messages aboard to judge distance of transmission; asked operator to have a record this trip.
    September 22.--When asked engineer to start dynamo up, he got no current; examined the dynamo and found it was demagnetized. I informed captain that it would probably take three hours before he could be put in proper condition to leave; he readily agreed to hold vessel until dynamo was in proper condition; 1 o'clock the dynamo was all O. K., having been almost entirely rebuilt; tested out the wireless apparatus and found it to be working in good condition.
    I also visited certain vessels not equipped, during the week, and found them complying with the law insomuch as they were not exceeding 49 persons, counting passengers and crew.
    September 28.--Found condition of this vessel so bad as to wiring of the antennæ leads, refused certificate of clearance. Wires were led through captain's cabin bare, close to woodwork. Notified captain that I could not pass upon the work; requested that he have heavy covered wire put in place of all leads. Notified wireless telegraph company that I could not O. K. the work. This vessel sails on the 29th instant; will reinspect on that date.
    September 29.--Reinspected this set; found leads in good condition, all covered wires put in. This set has just been installed; requested captain to send a test message to the Bureau, giving his longitude and latitude.
11. AUSTRIAN WIRELESS SHIP ACT. [Translation.]
    Decree of the ministry of commerce of November 8, 1910, concerning the equipment of passenger ships on long trips with wireless-telegraph apparatus.
    Austrian ocean merchant ships which carry on a passenger service from Austrian ports to beyond Gibraltar or Aden, must be equipped on regular trips with wireless-telegraph apparatus.
    Such apparatus must, as regards establishment, operation, and operators, correspond to the decree of the ministry of commerce of January 7, 1910 (R. G. Bl. Nr. 11), guarantee an exchange of telegrams at a distance of at least 100 sea miles, and shall serve chiefly, upon order of the captain, to communicate with shore stations or apparatus on board of other vessels, without distinction as to system, for purposes of rescue or security.
    The imperial royal post offices and the imperial and royal consular offices have the right to prohibit the transportation of passengers when above regulations are not complied with.
    This decree goes into effect one year after its publication.

(Signed)        WEISKIRCHNER.

    AMERICAN CONSULATE GENERAL,
            Vienna, Austria, December 4, 1910.
12. WIRELESS TELEGRAPH SHORE STATIONS OF THE WORLD.
[Condensed version of the List of Wireless Telegraph Shore Stations of the World, which appeared in the October 1, 1910 edition of Wireless Telegraph Stations of the World.]

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• United States Early Radio History > Early Government Regulation > 1910 Ship Act