NOTES ON THE CARE OF RAPID-FIRE GUNS AND MOUNTS.
By Lieut. John M. Ellicott, U. S. Navy.
Several of the following methods having been successfully used by cadets at the U.S. Naval Academy under my instruction, and others having been suggested to me by officers who have applied them on board ship, I believe a description of them may prove useful.
Overhauling and Filling Recoil Cylinders.
This should be done with great care before every target practice, or, if target practice is delayed, once a quarter; but if leakage is discovered at any time its repair should be immediate, and the cylinders should then be refilled.
Be sure that the filling end of the cylinder is not depressed.
An overflow from the filling hole is not a sure indication that a cylinder is full; neither is it safe to trust soundings with a rod, stick or straw. The liquid capacity of the cylinder of every gun should be ascertained and recorded. It would be well to stamp it upon the outside of the cylinder near the filling hole. This could be done as readily on board ship as in the shop. Before refilling, a cylinder should be drained, then the measured quantity of liquid it should contain ought to be gotten into it. If the full amount will not go in, there must be some foreign substance or an air cushion inside. If room is found for more than the registered quantity it is probable that the gun is not out to battery, or that a disc or spring has been left out in assembling, or that there is some leak.
The handle on the compressor screw for 4-inch cylinders is too short for sufficient leverage, and a monkey-wrench must usually be substituted. A ratchet-wrench with a handle about fifteen inches long should be furnished for the compressor screw-head.
To Run the Gun in and Clean the Slide Rails.
This can readily be done, especially when the recoil cylinders are empty, and it should be done before target practice, or once a quarter, or after any exposure to sea or wet weather, in order to make sure that the gun is not "frozen" in its slide.
Pass the bight of a rope under the breech in rear of the recoil cylinder (4-in. R.F.G.), or in rear of counter-recoil cylinders (5-in. and 6-in. R.F.G's), and take the ends over the cap squares and, with round turns, around the front transom of the oscillating slide, keeping free ends long enough for easing away. Remove one spring from the recoil cylinder (4-in. R.F.G's), or one spring from each counter-recoil cylinder (5-in. and 6-in. R.F.G's), and replace and set up pistons, rods and nuts. Depress the breech of the gun to full extent, ease away on the free ends of the rope and allow the gun to run in against the remaining counter-recoil springs. It may be necessary to start the gun with a pinch-bar or small tackle. Clean and lubricate the slide rails thus exposed.
The breech of the gun will now have too much preponderance to be raised by the elevating gear alone. Four men with the aid of a capstan-bar in the breech of a 4-inch gun, however, can raise it until sufficient muzzle depression is obtained to let the gun run out to battery. The friction discs of the elevating gear should be slacked off while this is being done, or the gear operated to assist in lifting. If the discs are slacked off they must be set up again as soon as the gun is out. More men may accomplish the same thing with the 5-inch gun, but with the 6-inch an overhead tackle or a jack may be necessary. After the gun is out, the muzzle should be kept depressed until the counter-recoil springs are replaced.
To Remove Rollers and Clean Roller Path, Training Rack and Trunnion Seats.
Remove clips, securing clamps and apron, replacing all bolts and screws with a slight turn in the holes from which taken. Ship the ratchet-wrench and jack up with it until the rollers can be removed. Block up under the chase and breech of the gun with sufficiently heavy material to bear its weight, taking care to place the blocks under the breech far enough back for the ratchet-wrench to swing clear. Remove the cap-square bolts and back out the cap squares. Slack the clamp of the elevating gear. Remove and clean the rollers; clean the path and training rack. Replace the rollers according to their numbers in their proper scores in the spacing rings. Ease down the top carriage with the ratchet-wrench, leaving the gun resting upon the blocking, until the trunnion seats are sufficiently exposed to clean them. Clean and lubricate the trunnions and seats. Jack up the carriage again with the ratchet-wrench until the weight of the gun is taken; replace the cap squares; remove the blocking; ease down the gun and carriage; replace apron, clips and securing clamps, and set up the elevating gear.
The ratchet-wrenches furnished for jacking up the top carriage have sometimes insufficient sweep between the carriage brackets and will not pawl. This can be remedied by heating and bending the wrench handles until they swing in the widest space between the carriage brackets. They then perform their duty admirably.
To Clean between the Gun and Recoil Cylinder.
With the 4-inch R.F.G., and with smaller calibers, the under surface of the gun lies so close to the upper surface of the recoil cylinder that moisture settles there and rust scale forms on the gun. When the gun screws into a sleeve it can be cleaned as follows:
Remove the sleeve-key set-screw and back out the sleeve-key. Unship the breech block. With a strap and heaver unscrew the gun a half turn from its sleeve, bringing it bottom side up. Scrape, clean and repaint or repolish the exposed surface; screw the gun back again and replace the key and set-screw. Reship the breech block.
This is done to the 4-inch guns of the Essex without difficulty. By unscrewing the gun several turns and oiling the sleeve threads, it can be made to turn so easily that the gunner's mate can do it alone. Any ship's blacksmith could make a lever for this purpose having a socket bouching to fit into the screw-box, as shown in the sketch. With smaller rapid-fire guns a wooden heaver can be used in the breech block aperture.
To Overhaul the Training and Elevating Gear.
The chief precaution is to wedge pinions and worm wheels so that their slots are properly aligned for the keys on the spindles. Wooden mauls should be used in driving spindles home, or copper mauls as a last resort. The slightest burr or bruise should be filed from a key before it is replaced. When the vertical training spindle has been removed, with its pinion and bearings, it is well to remember that the training rack and much of the surface of the pivot stand is accessible through the hand-hole thus opened, if the gun is swung by hand through its full arc of training. In overhauling the training and elevating gear of the directing bar mounts for the 4-inch and 5-inch R.F.G's it is well to have their blue prints at hand until familiarity is attained, for their parts are so numerous and so combined as to be confusing.
To Sight the Firing Point of the Dashiell Breech Mechanism.
This is desirable when a miss-fire leads to the suspicion that the firing point is broken.
Open the breech; insert the blade of a screw-driver under the hook of the sear and bear outward, or hook the bight of a rope-yarn or of the lock-string under the sear hook and pull radially outward. At the same time pull the free end of the cocking lever away from the face of the block, and the firing point will be thrown forward and exposed. Press the cocking lever in, flush with the block again, before closing the breech.
What to do if the Dashiell Breech Block will not Unlock.
This may be due to a jammed cartridge case. See the breech fully closed, then insert the blade of a screw-driver between the projecting end of the extractor and the overhang of the breech-block rim, and press the extractor radially inward. Holding it thus, unlock and open the breech. The jammed case may then be removed by a hand extractor, or rammed out from the muzzle.
If this procedure does not permit the breech to be unlocked, the trouble will probably be found in the cocking mechanism. With the blade of a screw-driver between the sear hook and block rim, press the sear outward as the hand lever of the block is drawn back, and the latter will usually revolve and swing clear. Then dismount the mechanism. The set-screw in the tapered nut behind the firing-pin sleeve will probably be found to lie in the wake of the sear partially unscrewed or with a burred head.
In "Description of Modern Ordnance" the sear is called the "releaser."
NEW DEVICE FOR SAILING SHIPS.
[THE STEAMSHIP.]
An Italian sea captain is said to have made the extraordinary discovery that a ship goes faster when her sails are perforated with a number of holes than when they are quite sound. His theory was that the force of the wind cannot fairly take effect on an inflated sail because of the cushion of immovable air that fills up the hollow. To prevent this cushion collecting, he bored a number of holes in the sail, which let part of the wind blow right through, and allowed the remainder to strike directly against the canvas and exercise its full effect. Several trials have been made, and the results are so remarkable that it looks as if this is another of those paradoxical truths which appear so impossible on the surface. The experiments were made in all weathers. In a light wind a boat with ordinary sails made 4 knots, while with perforated sails she covered 5 1/4 knots; in a fresh breeze she did 7 knots with ordinary sails, and 8 3/4 knots with Captain Vasallo's invention; in a strong wind she did 8 knots and 10 knots respectively. If this increased speed were sustained throughout a long voyage it would increase the value of the ship one-fifth, as she would make the same trip in four weeks that she did before in five weeks.
THE BAZIN DISC WHEEL STEAMBOAT.
[THE ENGINEER.]
Curiously enough, interest is being taken by French marine engineers in an experimental vessel now being constructed at the Saint-Denis Works of the Cail Company for a concern which was formed some time ago to work a so-called new system of propulsion of M. Ernest Bazin. It is hoped that this novel boat, which has already been in hand six months, will be launched in July next, and it will make its first trial trip across the Channel as soon after that date as possible. Writing on this subject, our Paris correspondent says: "Though at one time the navire rouleur, as it is called in France, met with a great deal of criticism among marine experts, who were rather sceptical as to the success of this new departure from the generally accepted ideas of naval design, it is significant that a fuller acquaintance of the theory laid down by M. Bazin has led them to place faith in the capabilities of the disc-wheel vessel. This theory is by no means a new one with M. Bazin, who has been working at it for twelve years or more, and an inspection of the models to be seen at his works at Levallois shows that the system has been applied in a great many different ways before the inventor was able to evolve the remarkable vessel which is now to be put to a practical test. It may be said that the first idea of M. Bazin was to apply a revolving motion to the vessel for the driving action in order to overcome the enormous waste of power due to the resistance of the water and the friction. As is well known, this resistance is proportional to the square of the speed of the vessel, and as the ratio of horse-power necessary to drive a ship increases enormously with the high speeds sought to be obtained, it is believed that the limit in the keel boats has almost been reached. In the problem which he has set himself to solve, M. Bazin believes he has suppressed the resistance of the water to the forward movement of the vessel, and in so doing he has not only added to the speed, but has secured, he says, great economy in motive power as well. To attain this end he designed a vessel in which a flat rectangular deck would be supported by hollow disc wheels of steel running upon their axes. Experiments were made to show the action of these wheels in the water, and in the presence of a large company they were repeated a few days ago by M. Bazin in a tank constructed for this purpose at his Levallois Works. First, a hollow wheel was placed in the tank, and it floated vertically with about a third of its bulk immersed. Spun round without any forward movement, the wheel continued to revolve for some time without moving from its place, and this proved to M. Bazin that he could not rely upon the revolution of the wheel alone for the propulsion of the vessel. He then pushed the wheel forward without revolving it, and the effect was exactly the same as with an ordinary keel, that is to say, it threw up a good deal of water in front and left a trail behind. Moreover, it only advanced four or five feet, and did not show the slightest tendency to revolve. This convinced M. Bazin that he would have to give to the wheel both revolving and a forward motion. Thereupon, spinning the wheel and pushing it forward, the hollow disc traveled the whole length of the tank with scarcely any agitation to the water whatever. Still pursuing the experiments, the inventor gave a more convincing illustration of the absence of any resistance and friction with the revolving disc. Two sticks were placed in the water, and a disc was propelled horizontally. On meeting the sticks the wheel pushed them forward a few inches and then stopped. Repeating this experiment with a revolving disc, the wheel passed over the sticks, which sank under the wheel and rose at the identical place, while the disc continued its course to the end of the tank. After thus proving that the wheel must have both a revolving and a forward movement, M. Bazin soon found that nothing was to be gained by revolving the disc too quickly, and that it was merely necessary to do this in proportion to the propelling force of the screw. If anything, too much power upon the wheels would be likely to cause a certain amount of friction. Under these circumstances, the relative power upon the propeller and the wheels would have to be calculated with a certain nicety, as the discs would have to turn in exact proportion to the distance covered by the boat. This fact having been settled, M. Bazin proceeded to demonstrate the stability and speed of the wheels. A framework carrying six disc wheels, three on each side, was placed in the tank. A cord was attached to it and drawn up over a pulley, and carried a weight of 200 grammes, which represented a certain propulsive force. The frame was pulled back to one end of the tank and allowed to go forward by the action of the weight at the end of the cord. According to the watch, the time occupied in traveling the whole length of the tank was twenty-three seconds. The same experiment was then repeated with the wheels revolving by clockwork, and though losing two or three seconds at the start before getting up full speed, the apparatus went from one end of the tank to the other in eleven seconds. By comparing these results, M. Bazin estimates that the speed of a disc-wheel steamboat would be 31 or 32 knots, while the smaller power required results, according to his estimate, in an economy of about 66 per cent. of coal. One of the advantages claimed for the system is the practical impossibility of sinking. Supposing that one or two, or even more, of the wheels were perforated in collision, the vessel would not do more than sink a few feet, a fact which was exemplified by the inventor removing the plugs from two of the wheels and allowing the water to enter. As soon as the water had entered to a certain height in the wheel, it turned up with the orifice at the top, thus permitting of the damage being repaired with the greatest ease. Meanwhile, it would be possible for the vessel to proceed at reduced speed. Having thus, as he considers, demonstrated the speed, economy, stability, and safety of the Bazin wheels, the inventor showed a working model in a large basin constructed for that purpose. As the model is on a scale of one-twenty-fifth of a transatlantic boat, which it is proposed to build with a length of 130 m., the deck or platform represents a height of six or seven meters above the sea, while the upper deck is about 13 m. above the water-level. The deck itself is built up with girders, and being hollow, it has an enormous carrying capacity, either for merchandise or coal. There are eight discs or floats, four on each side, and owing to their convex form they offer little resistance to the wind, while the head wind has a clear passage underneath the deck. In appearance the model is very elegant, and certainly destroys any prejudice that might be entertained against the form of the vessel. The motive power was supplied by dynamos, one working the propeller and four others turning the floats. Upon the connection being made, the propeller revolved with great rapidity, and the wheels turned slowly, and after a few seconds lost in getting under way, the model sailed the whole length of the basin at great speed. To show the conduct of the vessel in rough weather, the water was agitated to represent waves, on the same scale as the model, of five to seven meters in height, and though rolling slightly at her moorings the model behaved splendidly when in motion. The miniature waves rose nearly to the level of the deck, but the model rode as steadily as in the previous experiments. It is claimed that in the roughest weather the passengers would feel very little movement of the vessel. In the experimental boat now being constructed the steering is done with an ordinary rudder, but it is proposed to steer the transatlantic vessels by means of a column of water forced out of the stern by a pump, so that instead of the progress of the vessel being impeded by the resistance of a rudder it will be assisted by the water thus expelled at the stern. On the boat taking up its berth it may be driven by the steering gear alone, and this acts, it is alleged, so efficaciously that the vessel can be turned round in its own length.
"It may be added that Admiral Coulombeaud, one of the foremost naval authorities in France, is taking a keen interest in the Bazin disc-wheel boat, which he thinks is destined to effect great things in the water transport of the future. He admits having been sceptical as to the practicability of the system when it was first mooted, but after making a close study of the invention, he has fallen in with most of the ideas enunciated by M. Bazin. After going to some pains in making a comparison between the nayire rouleur and the ordinary keel boat, the Admiral has come to the conclusion that the Bazin boat requires only about twenty-seventh of the power necessary to drive an ordinary boat of the same size at a given speed. Taking the transatlantic Touraine as an example, he further states that if this vessel traveled at 20 knots, the disc-wheel boat, with the same horse-power, would attain a speed of 47 knots; but as it is not proposed as yet to construct a vessel to run at more than 30 knots, such a boat would only require a fourth of the power employed in the Touraine. His deductions also show that the power necessary for the floats is one-fourth of that employed for the propeller, and upon all the other points he is in accord with M. Parrot, professor of the Ecole Centrale, who has drawn up an exhaustive theory of the working of the Bazin boat. Admiral Coulombeaud does not believe that the present form of the disc-wheel boat is a permanent one. It will be greatly modified to suit the different conditions of transport, and this is especially the case with the floats, though for transatlantic vessels the present disc wheels could hardly be improved upon. The opinions thus expressed by some of the leading naval authorities in France give special importance to the trials that are to take place before long with the experimental vessel now being built, and if successful it is probable that a boat will be put in hand to run between Havre and New York. The following dimensions of the boat now building at the works of the Cail Co. may be interesting: Number of floats, 6; diameter of the floats, to 10 m.; length of the boat, 39 m.; breadth, 12 m.; superficial area of the midship frame, about 50 m.; burden, 274 tons; power developed by the boiler, 700 horse-power, of which 550 horse-power will be upon the propeller and 150 horse-power on the axes of the floats. There will be a separate engine for the propeller and for each pair of disc wheels."
We have here history repeating itself. The boat on rollers is an invention as old as the steam engine.
TO PREVENT COLLISIONS AT SEA.
[ARMY AND NAVY REGISTER.]
There has been favorably reported to the Senate and House a bill to amend the act approved August 19, 1890, adopting regulations for preventing collisions at sea. A few days ago the American delegates to the recent International Marine Conference met in Washington to consider proposed changes in the rules of the road submitted by Great Britain to this Government. The American delegates regard the suggested modifications as satisfactory, and so reported to the Secretary of State. With the report they submitted a draft of a bill which the President has transmitted to Congress. It is this which is now before the Senate and House with a favorable report. The bill provides that Article 15 of the act mentioned shall be amended to read as follows:
Article 15. All signals prescribed by this article for vessels under way shall be given: first, by steam vessels on the whistle or siren; second, by sailing vessels and vessels towed, on a fog-horn. The words "prolonged blast" used in this article shall mean a blast of from four to six seconds' duration. A steam vessel shall be provided with an efficient whistle or siren, sounded by steam or by some substitute for steam, so placed that the sound may not be intercepted by any obstruction, and with an efficient fog-horn to be sounded by mechanical means, and also with an efficient bell. (In all cases where the rules require a bell to be used, a drum may be substituted on board Turkish vessels, or a gong where such articles are used on board small sea-going vessels.) A sailing vessel of 20 tons gross tonnage or upward shall be provided with a similar fog-horn and bell.
In fog, mist, falling snow or heavy rainstorms, whether by day or night, the signals described in this article shall be used as follows, namely: (a) A steam vessel having way upon her shall sound, at intervals of not more than two minutes, a prolonged blast. (b) A steam vessel under way, but stopped, and having no way upon her, shall sound, at intervals of not more than two minutes, two prolonged blasts, with an interval of about one second between them. (c) A sailing vessel under way shall, at intervals of not more than one minute, when on the starboard tack one blast, when on the port tack two blasts in succession, and when with the wind abaft the beam three blasts in succession. (d) A vessel when at anchor shall, at intervals of not more than one minute, ring the bell rapidly for about five seconds. (e) A vessel when towing, a vessel employed in laying or in picking up a telegraph cable, and a vessel under way, which is unable to get out of the way of an approaching vessel through being not under command, or unable to manoeuvre as required by the rules, shall, instead of the signals prescribed in subdivisions (a) and (c) of this article, at intervals of not more than two minutes, sound three blasts in succession, namely, one prolonged blast followed by two short blasts. A vessel towed may give this signal and she shall not give any other.
Sailing vessels and boats of less than 20 tons gross tonnage shall not be obliged to give the above-mentioned signals; but if they do not, they shall make some other efficient sound signal at intervals of not more than one minute.
Sec. 2. That said act of August 12, 1890, as amended, shall take effect at a subsequent time, to be fixed by the President by proclamation issued for that purpose.
WOUNDS BY THE BULLETS OF MODERN RIFLF-S.
[ARMY AND NAVY JOURNAL.]
Reports have been received at the War Department from military attachés of the United States abroad stating that in the Egyptian campaign the small-calibered steel-jacketed bullets from the high-powered rifles of the foreign troops fail to stop an enemy when he is struck. The failure in this connection is ascribed to the fact that the bullet, going with such high velocity, perforates quickly if it strikes a soft portion of the body, and for the time being does not sufficiently injure the wounded man to cause him to stop. Both the Navy small arm, just adopted for the naval service, and the Krag-Jorgensen rifle are of small caliber, the former of .236 and the latter of .30 caliber, and some army and navy experts have claimed that neither arm would be effective in instantaneously stopping an enemy unless he was struck in a vital spot. Brig. Gen. Flagler, Chief of the Bureau of Ordnance, has recognized that there might be something in this assertion, especially in view of the results obtained abroad, and under his direction some experiments have been conducted with a view to securing a bullet which will stop an enemy if it strikes him. With the present style of bullet, the Krag-Jorgensen rifle can send a ball through three men at a thousand yards. With the change proposed, it will be impossible to obtain this penetration unless some improvement is found, which is being sought, which will give the same penetration as is now had. The change made consists in cutting away the steel point of the bullet so as to expose the lead core. It has been found that when a bullet so treated strikes an object it spreads out, and causes, consequently, a great deal more damage to the object struck than is now obtained with the bullet as it is now in service. Penetration is naturally required, and Gen. Flagler, in the experiments now being made, hopes to find some scheme by which the same penetration as was secured with the old bullet with greater destroying effects may be obtained.
Fort Riley, Kan., June 20.—An official test of the Krag-Jorgensen was made on dead bodies at post to-day under the direction of Dr. J. D. Griffith, of Kansas City, member of the United States Association of Military Surgeons and chairman of the National Committee on testing new guns, assisted by a dozen attending surgeons and photographers.
The object of the test was to find out the relative effects of the use of the Krag-Jorgensen gun, from a humanitarian point of view, as compared with other army rifles. This test has demonstrated to the minds of those who participated that the Krag-Jorgensen gun cannot be called a humane gun.
The three corpses to be experimented upon were placed side by side in an erect position just at the base of a hill, and a paper target was placed in front of each body to furnish a sight. Adjt. Scoll, 5th Cav., placed a detail of sharpshooters at a distance of 1000 yards, and then at 1500 yards. The firing was first by singles and then by volleys. Examinations of the bodies were made at intervals. Photographs were made of the wounds, showing as much as possible of their nature. The bodies were liberally perforated with bullets, nearly every organ and muscle being struck. Post-mortem examinations were made after the tests, and from them the following deductions were drawn:
At distances up to 1000 yards the explosive quality of the Krag-Jorgensen bullets, and consequently the cruelty of its use, is terrific. The explosive quality is most marked in soft tissues and cavities, the brain and lung tissues being terribly torn. When viscera are grazed by a bullet they are mutilated. Blood-vessels are cut, not torn; hence the death rate on the field will be very great—four killed to one wounded, probably. Tendons are the only tissues in the body which seem to be turned aside by the ball.
Further deductions drawn from experiments by firing into flesh and hard earth are as follows: Battles of the future will not be fought at artillery range. Any soldier can protect himself by the use of his bayonet as a pick. The best protection is loose, dry earth; next best, loose sand. Hard earth offers little resistance to bullets, which pass through from 16 to 20 inches of it practically without mutilation, whereas that many inches of fresh earth tear the bullet all to pieces.
ARMOR TESTS.
TEST OF AN EXPERIMENTAL TURRET.
[ARMY AND NAVY JOURNAL.]
The experimental turret was tested at the Indian Head Proving Grounds on Saturday, May 9, and the results were in every way satisfactory. The test occurred in the presence of Secretary Herbert, chiefs of Bureaus of Navy Department and naval officers and members of the Congressional Naval Committees. The turret structure was almost identical with a turret on board the battle-ship Indiana. The ballistic plate employed was a 15-inch Harveyized nickel steel plate, manufactured at the Bethlehem Iron Works, put in position in that part of the turret that was to be fired at. Heavy cast-iron plates completed the turret, together with a heavy top. This armor plate had already been tested with two shots from a 10-inch gun.
The structure proper weighed 67 tons, the armor 157 tons, and there were inside of it 180 tons of pig metal to represent the guns, mounts, etc., a total of 404 tons. The whole was mounted on twenty radially placed cylindrical steel rollers, 10 inches in diameter and 30 inches long. Arrangements had been made for measuring any sliding, rotary or vertical motion of the structure. Before the first shot was fired at the improvised turret, a dog was placed within it to ascertain the effect the impact of a heavy shot had upon the inmates of the turret. The test was very severe, and was largely for the purpose of demonstrating whether the rollers on which the turrets are built would work satisfactorily under heavy shots, and also how the whole structure would withstand the shock. The structure withstood the impact of the heavy shells very well, and it is believed that heavy turrets, such as were represented to-day, will be all right under fire from heavy guns used in the Navy. It is feared, however, that the intermediate, or 8-inch turrets, would be disabled by shots from 13, 12, 10 or even an 8-inch gun, and it is possible that one shot from a 13-inch gun might knock such a turret over. The first shot was a Wheeler-Sterling shell, weighing 300 pounds, fired from a 10-inch gun, with a striking velocity of 1680 feet per second. It struck the plate 8 inches to the left of the normal line and 16 inches from the top. It penetrated 10 inches into the 15-inch plate and then broke up. The point of the shell welded into the impact. As a result of the impact the whole structure moved 1 3/4 inches to the rear in the line of fire. A triangular piece of plate weighing about 300 pounds was broken out above the impact. The supporting cast-iron plates were slightly wedged up. The turret seemed to be slightly sprung or elongated in the direction of the line of fire.
The second shot was fired from a 12-inch gun, a Wheeler-Sterling 12-inch armor-piercing shell weighing 350 pounds being used. It had a striking velocity of 1700 feet per second. It struck at an angle of about 3° to the right of the normal line, just below the middle of the plate. The shell broke, but the point remained welded in the plate. The plate was dished about 3 inches and cracked through from top to bottom. Many of the bolts used in fastening the plates together were started, but the structure as a whole did not seem to have sustained any permanent deformation.
In the third test a Johnson 12-inch compressed steel solid shot, fitted with a soft steel cap and weighing 850 pounds, was fired with a velocity of 2000 feet per second. It struck in the left-hand upper corner of the plate, penetrated the latter and through the backing and a 2 1/2-inch skin plate, a 1/2-inch maullet plate, and then broke. Some of the large pieces flew across the interior of the turret and cut through the skin plate and backing on the opposite side. The turret was moved handily to the rear about 16 inches. One result of this test was to show the good quality of this particular projectile.
The dog inside the turret gave no evidence of being any the worse for his novel experience.
In accordance with the orders of the Navy Department, Lieut. N. E. Mason, in charge of the Indian Head Proving Ground, made a careful examination of the experimental turret after its test. The first two shots had no appreciable effect on the turret. The Johnson shell, after getting through the plate, broke up, the largest piece entering through the covering plate on the rear side of the turret, piercing the backing and fracturing the rear cast-iron plate. The plate was forced in slightly on the target structure. The wooden backing in the rear of impact was carried away and badly squeezed and splintered. A portion of plating behind the backing was folded back and completely wrecked. The covering plates in the rear of the impact were twisted and ruptured badly, being split and bent back to a distance above the impact three feet to the left and two feet to the right. Portions of the channel beam forming the structure in the rear of the impact, three feet long, were ripped off and thrown to the rear, one portion landing on the opposite side of the turret and another being driven in the hole made by the head of the shell as it passed into the backing. The vertical covering plates directly in the rear and on the opposite side of the turret from impact contained eighteen holes and numerous deep gouges and other marks of flying fragments. The turret structure over an area of four square feet where the fragments struck was badly wrecked. A 15-inch cast-iron plate was badly cracked and wrecked, two large pieces of the plate being thrown to the rear. The report states that the turret structure as a whole shows no sign of deformation, either by measurement or examination. If a shell should by any possibility ever enter a turret on board of one of the battle-ships, the men inside would have small chance of escaping without loss of life or injury. It is very unlikely, however, that a shell would be able to strike a turret plate with 2000 feet per second, the velocity necessary to penetrate it, as the distance at which a battle would take place between two battle-ships would be about half a mile, while at the Proving Ground the plate was only 359 feet away from the gun when fired at. During the Chinese-Japanese war a turret was penetrated by a shell which caused terrible damage to the men and to the structure itself.
TEST OF ARMOR PLATES AND PROJECTILES.
An experimental shell burst in a 6-inch gun at the Indian Head Proving Ground on May 2, cracking the gun. Fortunately no other damage resulted. The gun was the one taken off the Dolphin and sent to the Proving Ground for experimental purposes some years ago. A shell carrying five pounds of gun-cotton and fitted with a Maxim fulminate detonator was placed in front of a charge of 45 pounds of brown powder. All the officers present retired to the bomb-proof and the charge was exploded. Immediately afterwards was heard a rending sound. Fragments of the shell came from the mouth of the gun, and an examination of the weapon showed that it was cracked. In addition to firing this shell, there were also fired three 6-inch Johnson cast-steel shell, fitted with copper caps. The result of the experiment was very gratifying, and showed the excellence of the shell, as well as the value of copper for caps, it being the opinion of the experts that it gave as good results as soft steel. The first shell fired, with a velocity of 2100 feet per second, penetrated a 10-inch Harveyized plate. The bourrelet broke off and the remainder of the shell rebounded. Another shell of the same make and caliber, and also fitted with the copper cap, fired at a 7-inch plate at an angle of 20 degrees, broke up. The third shell was fired at the plate, impact normal, and succeeded in getting through and entering the butt.
At a trial of a 12-inch armor-piercing Carpenter shell at Sandy Hook on May 22, the shot, it is reported, penetrated 13 1/2 inches of nickel-steel armor and six inches of oak backing, and was recovered from the sand uninjured. The shot demonstrated, it is believed, that the 16-inch gun need not be built at present. The projectile weighed 1100 pounds. The muzzle velocity and the distance are not given, but they were so regulated as to make the impact equal to a range of one mile.
A 12-inch and an 8-inch plate, which had formed parts of groups of armor manufactured by the Carnegie Company, and which had been rejected by the Ordnance Inspector on account of defects, were fired at the Indian Head Proving Grounds on Wednesday, June 3. The primary object of the test was to ascertain what the shells could do against plates of the double-forged character. The most the 12-inch shell could do was to break off a corner of the plate, through the impact, and the 8-inch shells produced a back bulge. As a result of the trial, Capt. Sampson proposes to change the specifications for the ballistic test of shells for acceptance so as to give the manufacturers a greater chance of having their product pass the required trial. The 12-inch shell was a Wheeler-Sterling experimental projectile, and was manufactured under the contract entered into between the Government and the Wheeler-Sterling Company last November. It was given a velocity of 1800 feet per second and struck the plate in the upper right-hand corner, breaking off a section. It broke into fragments, but portions of the shell succeeded in getting through and fell behind the structure. Had this plate been supported by others, as on board ship, ordnance experts say that the shell would have done no damage, but would have smashed up on the face of the plate.
Two 8-inch shells were fired, one of the Wheeler-Sterling type and the other of the Carpenter variety. Both shells penetrated the plates several inches, producing a back bulge and breaking up, the bases falling in fragments in front of the structure. Capt. Sampson concluded, as a result of these tests, that it would be necessary to increase the velocity for firing 12-inch shells in acceptance tests from 1662 feet per second, for which the contract now calls, to 1850 feet per second, and for the 8-inch shell the velocity would have to be much higher in proportion. The experiments which are now in progress at the proving grounds are for the purpose of developing a temper in the shell which will perforate the double-forged armor. The results have so far been a complete victory for the armor, and speaks well for the character of plate on board our modern men-of-war.
In addition to the tests mentioned at the proving grounds, a sample of 6-inch smokeless powder was fired, which gave a velocity of 2600 feet per second. A bursting charge of smokeless powder was placed in a 6-inch shell and fired. The results showed that the smokeless powder had a greater bursting energy than the ordinary powder, but the advantage is not great enough to compensate for the extra expense in its manufacture to which the Government would be put in case it decided upon its adoption for this purpose.
An important test of armor-piercing projectiles occurred on Tuesday, June 16, at the Indian Head Proving Grounds. The shells fired included two 8-inch, one of the Carpenter and the other of the Wheeler-Sterling type, and two 12-inch, equally divided. The 12-inch shells were given velocities of 1900 feet per second each and fired against a 12-inch Carnegie Harveyized plate. Both shells perforated the plate and were recovered back of the butt in perfect condition. Each of these shells represented a lot of fifty projectiles, which were accepted upon the showing they made. In the case of the 8-inch projectiles, they were each fired with a velocity of 1800 feet per second against a plate of eight inches in thickness. Both shells penetrated the plate and broke up, fragments falling between the plate and the butt. These shells also represented lots of fifty each, and having met the requirements, the lots were accepted.
SHIPS OF WAR.
[THE UNITED STATES.]
THE MASSACHUSETTS.
[ARMY AND NAVY JOURNAL.]
The Massachusetts underwent her full-speed trial on April 25. The Board of Inspection and Survey has made a very flattering report on the battle-ship. It appears from the report that the time required for the Massachusetts to make the run of 31 knots over the Cape Ann course, in a northerly direction, was 1 hour 55 minutes and 58.97 seconds. On the return run over the course the time occupied was 1 hour 54 minutes and 24.47 seconds. The time occupied in making the total run of 62 knots was consequently 3 hours 50 minutes and 23.44 seconds. The total corrections applied to the trial course made the distance through the water 62.23571 knots, and the true mean speed of the battle-ship at 16.2079 knots per hour. "At the end of the return run," says the report, "the helm was put hard over both ways before the speed was materially reduced. The steering gear worked well, except as to the time of putting the helm over, which was, from hard a-port to hard a-starboard, 29 seconds." The board submitted these conclusions: That the vessel is sufficiently strong to carry her armor and armament, equipment, coal, stores and machinery; that the vessel, including hull, fittings, machinery, engines, boilers and appurtenances, etc., is strong and well built; that the machinery worked well, and its performance was in all respects satisfactory. The total weight of machinery is 896.39 tons, which is 21.39 tons in excess of the contract requirement. The board also states that the vessel is complete in all respects, with the exception of some work which is of minor character, and which it points out in detail. "So far as the board had an opportunity of forming an opinion," the report continues, "the seaworthiness and general efficiency of the battle-ship Massachusetts are excellent. Her steering qualities in smooth water were tested, and leave nothing to be desired, except as to the time of putting the helm over." The Department has mailed to the Cramps a statement of the work yet to be finished, with instructions to push it as rapidly as possible, as the Department desires to place the battle-ship in commission as early as possible.
Included in the report of the Board of Inspection and Survey is a report made by Lieut.-Comdr. Seaton Shroeder. This report deals essentially with the ordnance features of the vessel. It states that the after turrets were turned while the ship was rolling six degrees on each side in the time noted, as follows: 53-inch turret, 38 seconds; starboard after 8-inch turret, 11 seconds; port after 8-inch, 18 seconds. The 13-inch turret turned noticeably faster when going with the roll and noticeably slower against the roll, but not to such an extent as to give any impression that the power would not be sufficient for a much heavier roll; there was no slipping of the friction clutch. The 8-inch turrets were apparently not affected in their motion by the roll. Lieut.-Comdr. Shroeder states that as at present stowed the stream anchors would possibly be torn from lashings when firing the after 13-inch guns with extreme train forward; there is also no means of handling them. From the after search-light control-stands the light beams cannot be seen striking the water when thrown more than four points forward of the beam. The neighboring 6-pdrs. and their crew will also seriously interfere with efficient service of these controllers. The best place for them would be on brackets outside the railing of the check-compass platforms aft, from whence a good all-around view could be obtained. The forward 8-inch turrets cut off the field view from the conning tower. If one peep-hole on each side were cut in the conning tower above the present ones, the horizon could be seen over those turrets through an arc of about 25 degrees farther aft on each side. At the speed between 12 and 13 knots, which causes the maximum vibration, the 13-inch guns of the Massachusetts did not vibrate in their mounts as did those of the Indiana. The signal topmast vibrates at times so badly as to endanger the truck-light. "The Massachusetts is a fine ship," the report concludes. "She rolls very little, except with the swell well aft, and under those circumstances her motion is naturally easy and regular. In shoal water, even when going slow, she squats some two feet. She turns readily with helm or screws, and can be safely handled in narrow waters. A helmsman not accustomed to a ship so broad and with such heavy ends is apt to have difficulty in steering a straight course; but in experienced hands she can be, and has been, steered very well in deep water."
THE BROOKLYN.
The Brooklyn left Delaware Breakwater and went to sea shortly after 9 o'clock Monday morning, May 11, for her builders' trial trip. She proceeded directly off shore about 75 miles to deep water. The run was made under forced draught, and consumed about three hours, during which time the cruiser developed a speed of 21.07 knots an hour. This speed was more than a knot greater than the contract with the Government calls for, which requires that the Brooklyn shall average 20 knots an hour. The average revolutions of the screws were 132, and the steam pressure 155 pounds. The horse-power developed cannot be given, as the indicator cards have not yet been worked out. The performance of the engines was excellent. No stoppage for repairs was made. During the run not a bearing or journal became hot. The weather conditions for the trial were perfect. There was only a slight breeze from the southwest, and the sea was perfectly smooth.
The wonderful steadiness of the ship while being driven under forced draught was remarked by all on board. The fine lines of the hull were shown in the way the Brooklyn goes through the water when being speeded. There was no great bow wave, but the vessel threw the water to each side as cleanly as a knife cuts through cloth. A run was also made between the two lightships on Five Fathon Bank Shoal. On the first run, with the screws making 100 revolutions, 16.70 knots were made. At 115 revolutions 18.41 knots were logged, and at 124 revolutions, 19.75 knots were reeled off. The object of the trial between the lightships was to obtain data from which the builders can form some judgment as to the number of revolutions required to obtain the guaranteed speed of the ship.
As compared with the New York, the Brooklyn is of 670 tons greater displacement, measuring 9150 tons against the New York's 8480 tons. She is 400 ft. long, has 64 ft. 8 in. beam, and 24 ft. mean draught. She is armed with eight 8-inch guns—two more than carried by the New York—ten 5-inch guns, and sixteen 6-pounder rapid-fire and machine guns. She is protected by a complete steel deck, 3 inches thick on the flat and 6 inches on the slope, and by a water-line belt of 3-inch steel plate backed by a double thickness of hull plating over the whole length of the "vitals." Moreover, the 8-inch guns are protected by 10 inches and the 5-inch guns by 4 inches of steel.
THE OREGON.
The report of the Board of Inspection and Survey on the trial of the Oregon states that the vessel, having been weighted to a mean draft of 24 feet, made her speed trial on May 14 in Santa Barbara Channel. The speed of the Oregon as observed by transits was 16.78 plus knots or nautical miles, made up of two runs over the course, the first from eastward to westward at the rate of 17.78 knots; the second from westward to eastward at the rate of 16.49 knots, giving an average of 16.78 knots. This speed having been corrected by the application thereto of the resultant tidal and current observations became 16.791 nautical miles, which is the speed of the Oregon. At 8.10, May 14, the engines having been given a preliminary warming-up, the Oregon crossed the eastern range of the course under full steam, and as obtained by careful observation, went at the rate of about 17.3 knots. As she ran to the westward a swell was encountered, and before reaching Point Conception the head wind was very fresh and the swell became a moderate sea, the water breaking over her bows as she pitched. Running a mile or more to the westward after leaving the course, the sea became quite heavy. The turn to the eastward was made with 7 to 10 degrees of the helm. She turned in a very small circle; the heavy sea, which when ahead had caused her to pitch from 1 1/2 to 2 degrees, when it came abeam caused her to roll very slightly—not over 2 degrees. A turn made in a more moderate sea has an estimated diameter of not over ten ships' lengths.
The report finds that the Oregon is sufficiently strong to carry her armor and armament, equipment, coal stores and machinery, and that the vessel is strong and well built. She is in all respects complete and ready for sea with a few minor exceptions which the board points out. One of these is mentioned as unsatisfactory berth protective deck plates which, by telegram of the Secretary of the Navy, the board is authorized to consider as unfinished work.
"The board would state," the report says, "that in addition to the ordinary means by which during the short duration of the trial trip opportunity is given to form valuable opinion on all points including seaworthiness, we were furnished during our return from Santa Barbara to San Francisco with a fresh gale from the northwest which produced a heavy sea on the port bow. We were thus given an opportunity to watch the performance of the Oregon in a heavy sea. It is unanimous," the report says, "in pronouncing her an excellent sea boat—stable, easily steered, powerful, with remarkable freedom from vibration. Steaming 17 knots against a moderate head sea, or 7 or 8 against a heavy sea, her pitching was easy and there was no squatting, and the motion was that of a rocking-chair. There was no time during the trial that all of her guns could not have been efficiently served. We consider her a most excellent gun platform. The ship is remarkably free from vibration of hull—such as was observed is local. Going ahead full speed, 15 knots, the engines were reversed and the ship came to a dead stop in three minutes.
"In conclusion," the board says, "the board desire to express its opinion that the Oregon is in every respect a most efficient and formidable battle-ship, speedy and substantial, and that the United States is to be congratulated upon the addition of this vessel to its naval resources."
There is a strong probability that there may be a change in a part of the armament of the battle-ships Kearsarge and Kentucky. This relates to the 5-inch guns. The Ordnance Bureau is desirous of substituting 6-inch guns for the smaller type, and in any event, if the opinion of Capt. William T. Sampson, chief of the bureau, prevails, the battleships to be authorized at this session will have 6-inch guns as a portion of their main battery. The Kearsarge and her sister ship are to be armed each with four 13-inch, four 8-inch and fourteen 5-inch guns, besides those composing their secondary batteries. Capt. Sampson would like to have about ten 6-inch guns as a part of their armament. While before the Walker board, which is considering the question of armament for the proposed ships, Capt. Sampson made known his preference of 6-inch guns over 5-inch, and the board will consider the suggestion in connection with the other recommendations which it has before it.
Advocates of inclined turrets intend to make a strong fight for the adoption of their choice as features of the battle-ships to be authorized at this session of Congress. Chief Naval Constructor Hichborn has altered the model of the experimental turret recently fired at the Indian Head Proving Ground from a vertical into an inclined type. With this design he proposes to demonstrate to the authorities the many advantages possessed by this type of turret over that now in service. This question will be raised in connection with the recommendations by the Walker board in its report on the armament for the new ships. Under its recommendations the four 13-inch guns are to be mounted in pairs in two single turrets, one located forward and the other aft. It is these turrets which will be a matter of considerable discussion between the several bureaus of the Navy Department during the next few months, and in it the old question of the comparative value of vertical and inclined turrets will be revived.
Secretary Herbert gave out, in regard to the Walker report on the armament for the proposed battle-ships, a statement that "As a result of its investigations the board recommends a slightly different ship, with a somewhat different arrangement of battery, from any heretofore built. While speaking very favorably of the superimposed turret, as designed for the Kearsarge and the Kentucky, the board does not recommend installing more turrets of this description until experiments with the two ships named have demonstrated their utility. The hull of the ship recommended is that of the Kearsarge and Kentucky, but so modified as to be similar in many respects to the Iowa. The main battery recommended is composed of four 13-inch and fourteen 6-inch guns so arranged as to fire two 13-inch and four 6-inch guns directly ahead, two 13-inch and two 6-inch directly astern, and four 13-inch and seven 6-inch in broadside. The board also recommends that the normal draft upon which the ship's speed is based should be the fighting draft or the draft of the ship with at least two-thirds of her movable weights on board. It also recommends various minor changes in quarters and internal arrangements of the ship in the interest of the health and comfort of the enlisted men. It is believed by the Department that the ship outlined as above will be an improvement upon any yet built in this country. The Secretary of the Navy, after consulting with the chiefs of the Bureaus of Ordnance, Construction and Repair, and Steam Engineering, has approved the general features of the report of the board, and directed that the plans be taken up without delay. The contracts for all the vessels authorized in the new law, battle-ships and torpedo-boats included, will be made within the time prescribed in that act. The Secretary has already decided upon all the preliminary steps.
BATTLE-SHIPS Nos. 7, 8 AND 9.
The Secretary of the Navy has issued a circular calling for bids to construct battle-ships Nos. 7, 8 and 9. The limit of cost of each vessel, exclusive of armament, is $3,750,000. The ships are to be built in conformity with the provisions of the act of August 3, 1886, as to materials, engines, boilers, machinery, etc. No premiums are authorized in the appropriation bill providing for their construction. Under the act the contracts for the construction of the three vessels are to be made on or before October 8 of this year. The Department will invite proposals, either under its own plans and specifications or under plans and specifications submitted by the bidder and approved by the Secretary of the Navy. The circular gives the general features of the vessels. The length on the load water-line, normal displacement, is to be 368 feet; the molded breadth at load water-line, 72 feet; the mean draft at normal displacement, 23 feet 6 inches; normal displacement, about 11,500 tons; total coal capacity, loose stowage, 1200 tons. The battery will consist of four 13-inch guns, fourteen 6-inch rapid-fire guns, sixteen 6-pounders, four 1-pounders, four machine guns and one field gun. The complement of officers and men will be 490. The speed to be maintained at sea for four consecutive hours is to be not less than 16 knots an hour. The hull is to be of steel, not sheathed, with a double bottom and close water-tight subdivisions. There will be two military masts, with fighting tops. No sail will be carried. The protection of the hull against injury to the water-line region is to be afforded by means of a side-armor belt of a maximum thickness of not less than 16 1/2 inches, and a mean depth of 7 feet 6 inches. The belt is to extend at least from the stern to the after barbette, and to maintain the maximum thickness throughout the engine and boiler spaces. From thence forward it may be tapered gradually to a uniform thickness of 4 inches.
The transverse armor at the after end of the belt and just forward of the boiler will be not less than 12 inches in thickness. The barbettes for 13-inch guns will have armor 15 inches thick, except in the rear, where it will be reduced to 10 inches. The turret armor is to be 17 inches thick in front and 15 inches elsewhere. From barbette to barbette the sides of the vessels from the armor belt to the main deck will be protected by plates not less than 5 1/2 inches thick. Coal is to be carried back of a portion of this casemate armor. There will be a protective deck to extend throughout the length of the ships. Where worked flat the deck will be not less than 2 3/4 inches, and where its sides are inclined the slopes will be 3 inches thick forward and 5 inches thick aft. A cellulose belt is to be fitted along the sides of the whole length of the vessels. A conning tower is to be fitted, 10 inches in thickness, having an armored communication tube not less than 7 inches thick, affording protection to the voice-tubes, bell-wires, etc. A second armored station will be located aft. It will be constructed of plates 6 inches thick. In the wake of the 6-inch guns on the main deck there is to be continuous armor 5 1/2 inches thick extending between the turrets. Further protection is to be afforded by 1 1/2-inch splinter bulkheads between the guns extending from deck to deck. The 6-inch guns on the upper deck will also be protected by 5 1/2 inches of armor and 1/12-inch splinter bulkheads between guns. Protection will be afforded the smaller guns by sheaths and extra side plating. The vessels will be driven by twin screws. The engines are to be of the vertical triple-expansion type, two in number, in two separate compartments. The boilers are to be of the cylindrical single-ended pattern, eight in number, placed in four compartments. The electric lighting plant is to consist of three units, each unit having engine, dynamo and combination bed-plate, and each dynamo having a rated output of 400 amperes at 80 volts.
The Department will have a number of torpedo-boats at its disposal this fall. The official statement gives the date of completion of five of these vessels in November next. Another will be completed by next February. The submarine torpedo-boat is being rapidly advanced toward completion, and is slated to be ready for her official trial by January of 1897.
THE HOLLAND SUBMARINE TORPEDO BOAT.
[SCIENTIFIC AMERICAN.]
Mr. J. P. Holland, an adopted citizen of the United States and a native of Ireland, for nearly twenty years has been working on this subject—submarine navigation—and has built three boats, the first of which was begun in 1877. Ten years later he proved his plan to be so far practical as to be able to interest the naval department, which issued a circular to inventors calling for designs. Meanwhile in foreign countries other submarine boats were being tried, none of them seeming to prove entirely successful, or at least not succeeding in winning the desired confidence of the naval authorities. But at last, in the present boat, we have a bona fide war vessel being built under contract for the United States Government, and one which it is hard to believe will not be a valuable auxiliary to the Navy.
The Holland vessel is of cigar shape, with frames 3 1/2 x 3 1/2 inches, weighing 12 pounds to the foot. Her outside plating is 1/2 inch thick, tapering to 4 inch at the extreme ends of the vessel; for a portion of her length she is double skinned. She is propelled by triple-expansion engines actuating triple screws as long as the smoke-stack is above the surface; and for her diving operations, when the smoke-stack has to be completely housed, the residual pressure of the steam will be used for her propulsion, water heated under pressure evolving steam for a long time. Then, when this fails, she will have her storage batteries and electric motors to operate the propellers.
Three stages of flotation are provided for; in her light condition with the hull well above the water she is to make 13 1/2 knots per hour; her next stage is that termed the "awash" condition. For this the body of hull is submerged, an armored superstructure, including a conning tower with 8-inch Harveyized steel plates, projecting above the surface, while concentrically placed, the air-tube and the smoke-stack rise above the whole. The superstructure is carried forward and aft, and pointed at both ends to give a clean entrance and run, so as to interfere as little as possible with the speed. Her speed under these conditions is to be 12 1/2 knots an hour. Her third stage is the submerged condition. For this the smoke-stack and air-tube are housed, the opening through which they projected is hermetically closed, and the vessel is in condition to be sunk to a depth not exceeding 45 feet, her strength of construction being sufficient to enable her to resist the pressure of the water at this depth. She still has flotation, there being a margin of 375 pounds of buoyancy in her favor, the submersion being obtained by special devices. Submerged she is to make 6 1/2 knots per hour.
The submersion is to be effected in two ways. At her stern she carries horizontal rudders. If the vessel is moving, by inclining these rudders the bow is caused to pitch downward and the vessel runs down an inclined plane determined by her axis, the inclined plane really representing the resultant of her buoyancy as a vertical upward component and her inclination of axis as a downward acting component. This diving action is similar to that used in the old Tuck submarine boat Peacemaker, which has been several times described in our columns. But the vessel is also to be able to dive from a state of rest. To secure this power she carries at her bow and stern two screws with vertical axes actuated by electric motors. By working these screws in one or the other direction, at varying rapidity, the vessel can be sunk rapidly, can be maintained at any desired level, can be rapidly drawn upward to the surface, or its approach to the surface can be made as slow as desired.
It having at last been settled that ocular navigation is impracticable under water, a tube is provided to be raised above the surface when the vessel is submerged, which tube is to carry an inclined mirror or prism, camera lucida fashion, by which the commander will be able to watch the enemy and guide his course. In the restricted volume of the boat a compass cannot be used, owing to the proximity of so much iron and steel. An attempt is to be made to hold her mechanically in a straight course by a triangular drag. The theory of this is that she should be started on a proper course by ocular methods, with the drag set astern of her when on such course, any inclination from the desired direction causing the drag to pull to one side or the other, actuating the rudder so as to bring her back to her original course.
She is to carry five automobile torpedoes, two expulsion tubes and the necessary air plant for operating them. When diving, she must be able to reach a depth of 20 feet below the surface of the water within one minute from the light condition; when awash, she must be able to dive to the same depth within 30 seconds. She has an automatic pressure diaphragm which governs her submersion so that she cannot exceed the safe depth.
The air supply is primarily obtained from reservoirs, where it is stored under 2000 lbs. pressure. Moreover, a float with air-tube is provided which can be allowed to ascend to the surface, when air can be pumped down through the tube into the hull.
The following are the dimensions: Length, 80 feet; diameter, 11 feet; displacement, light, 118.5 tons; displacement, awash, 137.84 tons; displacement, submerged, 138.5 tons; reserve buoyancy submerged by motion or awash, 0.66 tons; reserve buoyancy submerged lying still, 375 pounds; horse-power of engines, 1800.
Provision is to be made for the escape of the crew in case of accident. This will take the shape of buoyant diving helmets or suits, and a method of opening the hatch so as to escape if the boat remains submerged.
[ENGLAND.]
THE MARS.
[ENGINEERING.]
The battle-ship Mars, which was floated out of Messrs. Laird's dock on Tuesday, March 31, belongs to the same class as the Majestic and Magnificent, which have been fully described already in Engineering, but the leading dimensions may be repeated: Length, 390 ft.; breadth, 75 ft.; mean draught, 27 ft. 6 in.; displacement, 14,900 tons; freeboard forward, 25 ft., aft, 18 ft. 6 in.; power of engines with forced draught, 12,000 indicated horse-power, with natural draught, 10,000; speed, natural draught, 16 1/2 knots, forced draught, 17 1/2 knots; coal carried at the designed load draught, 900 tons, with a reserve of 500 tons a side, making a total stowage for 1900 tons, with which she will steam at 10 knots for about a month, or 8000 knots. The reserve bunkers form additional protection with an armored deck behind side armor. The barbette guns are above the waterline 27 ft. The citadel or side armor is 220 ft., with a vertical height of 15 ft., and is of Harveyed steel, 9 in. thick. The barbettes have armor 14 in. thick. The protective deck, from lower edge of armor, covering machinery, magazines, and other vital parts, has 4 in. on slopes to 2 1/2 in. on the flat, and extends to the extreme ends. The port and starboard engines and boilers are separated by a middle-line bulkhead. The main propelling machinery consists of two sets of engines of the triple-expansion inverted type of Messrs. Laird Brothers' design. The screw propellers are four-bladed, the blades and bosses being of manganese bronze. The boilers are eight in number, single-ended, of the cylindrical return-tube type. Each pair of boilers is in a separate water-tight compartment, with independent coal supply, separate access to and from main deck, etc. There are two distillers with circulating and distributing pumps, four Admiralty type main feed and four auxiliary feed pumps, of ample size to supply the whole of the boilers at full power, and four double cylinder double-acting bilge and fire pumps, and a pump for pumping out the drain tank. The several pumps are connected to the large drain pipe and double bottom. General ventilation is secured by two large fans 72 in. in diameter, and eight fans 72 in. in diameter supply the forced draught for the boilers. The Mars illustrates the advantage of building these large battle-ships in dock in preference to building them on a slip and launching them, as she carries with her all her citadel armor, most of the barbette armor, and four casemate fronts; indeed, all the armor-plating would have been completed had it not been for the press of work in Sheffield rendering it impossible for the armor-plate manufacturers to make delivery as early as required. The main boilers are on board, with all mountings and connections complete, ready for steam, save the funnels. The whole of the auxiliary machinery is also in place, and pipes and connections fitted, and the main engines are fully two-thirds erected on board, so that the vessel, as floated out from the building dock, is in a far more advanced state than would have been the case had she been launched in the ordinary way. The order for the Mars was given exactly two years ago on March 26, and the steel and other materials were obtained and her keel laid on June 2, 1894, practically 22 months to date. When ready for the pennant in six or eight months, she will have a complement of 750 men.
THE RANGER.
The Ranger is the third and last of three torpedo-boat destroyers which Messrs. R. and W. Hawthorn, Leslie and Co., of Newcastle-on-Tyne, have built for the Admiralty. On April 1 she made her official full-speed trial off the mouth of the Thames, the particulars of which are of interest. The vessel, like her sisters the Sunfish and the Opossum, is 200 ft. long and 19 ft. wide. The draught on trial was 5 ft. forward and 8 ft. 1 1/2 in. aft, at which the displacement was 278 tons. These figures refer to the commencement of the trial. Naturally as coal was burnt the displacement and draught decreased. The trial was for the usual three hours, six runs being made on the Maplin measured mile, the mean speed for the whole distance being 27.172 knots. The Ranger has three-stage compound engines, having cylinders 18 1/2 in., 28 in., and 42 in. in diameter, the stroke being 18 in. The cooling surface in the condensers is 3000 square feet. The boilers are of the Yarrow type, and are eight in number. Each has a grate area of 21 square feet, and a heating surface of 1063 square feet. On the trial the average steam pressure in the boilers was 194 lbs. to the square inch, the air pressure in the stokeholds 3.07 in., and the vacuum 24.2 in. The revolutions averaged 348.25 per minute. The aggregate horse-power for both sets of engines was 4055 indicated. During the six runs on the mile the speed was 27.093 knots, which, it will be seen, was less than that for the whole distance. This is a circumstance that has before occurred on the trials of destroyers having water-tube boilers, but which we do not remember ever to have observed in the case of flame-tube boilers. It may doubtless be taken as a testimony to the superior endurance of the former class of steam generator, or perhaps one should say to the greater ease with which the best designs of water-tube boilers are fired, and, therefore, to the superior endurance of the stokers. As is well known, the "human factor" is almost as of great importance as the "machine factor " in the trials of these small quick-running craft.
THE HAUGHTY.
The torpedo-boat destroyer Haughty, which was built by Messrs. William Doxford & Sons, Limited, of Sunderland, and fitted with eight of Yarrow's water-tube boilers, on her official trials made 27.949 knots as the mean on the six measured-mile runs, the engine revolutions being 371.74. The speed registered on the three hours' trial was 27.525 knots. The revolutions were 362.3, with an indicated horse-power of 4224, steam pressure in the boilers 188 lbs.
Mr. Beauchamp Towers' ingenious apparatus for providing a steady platform at sea has been fitted by Sir W. G. Armstrong & Co. to the torpedo-boat destroyers Swordfish and Spitfire, and is also to be supplied to a Chilian cruiser now building at Elswick. The apparatus, it will be remembered, depends on the fact that a gyroscope tends to maintain an invariable plane of rotation. In practice, a gyroscope is arranged to rotate about a vertical axis. As the vessel rolls, the gyroscope, maintaining its original plane of rotation, tilts relatively to the vessel, and this relative motion is used to control the supply of water to a set of four hydraulic cylinders connected to the steady platform in a suitable manner. In practice it is found that with it a search-light on a small vessel can be kept quite steady on a mark even in a heavy sea.
THE RENOWN.
The first-class battle-ship Renown, which has been built at Pembroke, made her full-speed contractors' steam trial in the Channel on April 6. The eight hours' natural draught trial was run on the 27th of March.
The Renown is a particularly interesting ship at the present time, as she is to be the prototype of the five new battle-ships which are in this year's naval programme. The vessel is 380 ft. long and 72 ft. wide, and is designed to have a displacement at load draught of 12,350 tons. The engines are of the three-stage compound type, having cylinders 40 in., 59 in., and 88 in. in diameter by 4 ft. 3 in. stroke. The high-pressure engine has a piston valve, the ordinary flat valve being used for the intermediate and low-pressure engines. The propellers are of gun-metal, and are 16 ft. 6 in. in diameter and 21 ft. mean pitch. There are eight single-ended return-tube boilers, each 16 ft. 6 in. in diameter and 10 ft. 3 in. long. They have each four furnaces. The total grate area is 793 square feet, and the total heating surface 24,840 square feet.
For the eight hours' natural-draught trial a very early start had naturally to be made. The conditions were fairly favorable to the ship, the wind being of a strength from 3 to 4 and the sea moderate. The trial ground selected was from the Start to the Lizard, the ship running up and down the coast far enough out to be in deep water. The mean results were: Steam, 143 lbs.; vacuum, starboard 26.9 in., port 26.9 in.; revolutions, starboard 97.5, port 98.2; indicated horse-power, starboard 5233, port 5475—total, 10,708; speed, 17.9 knots. Messrs. Maudslay, Sons & Field, the makers of the machinery, were responsible for an indicated horse-power of 10,000 only on the natural-draught trial, but more than once during steaming the engines easily attained 11,000 indicated horse-power, while the mean was 708 in excess of the stipulated power. The mean speed was exactly 1 knot more than her designers anticipated that the vessel could attain on her natural-draught trial, and 2/10 knot more than it was estimated she would steam under forced draught with 12,000 indicated horse-power.
We now turn to the full-power trial of April 6. The ship had been taken into the Hamoaze after her natural draught trial, and in steaming out of the very crooked channel leading into Plymouth Sound gave unmistakable evidence of her handiness, both engines being kept going steadily ahead, the vessel swinging to her helm with remarkable promptitude. Such a performance was highly gratifying to those who remember the somewhat erratic performance of certain armor-clad ships of past times. The ship having passed out of the Sound into the Channel, hatches were soon closed and the trial commenced at 12.12 P. M., the course being first to the westward. The day was all that could have been desired for a trial, the wind being no more than a gentle breeze and the sea quite smooth. The engines were opened out full, there being no difficulty in keeping steam, in fact, the safety valves were lifting part of the time.
As will be seen, the air pressure was quite moderate, averaging about 176 in., and though the engines developed 901 units above the contract horse-power, the engineers are confident that considerably more power could be obtained were the slides altered and the full air pressure allowed by the Admiralty regulations taken advantage of. How far this would result in additional speed is, of course, an open question, but the ship seemed to pass through the water so easily at the highest rate of steaming that possibly a good deal more might be got out of her if considered desirable.
The following are the mean results of the half-hourly observations on the full-speed trial: Steam pressure in engine-rooms, 145 lbs.; vacuum, 27.3 in.; air pressure in starboard boiler-rooms, .6 in.; in port boiler-rooms, .8 in. Revolutions of starboard engines, 101.6 per minute; of port engines, 106.5 per minute. Mean pressures per square inch of piston: Starboard engines: High-pressure cylinder, 67 lbs.: intermediate cylinder, 27.8 lbs.; low-pressure cylinder. 13.5 lbs. Port engines: High-pressure, 63.6 lbs.; intermediate cylinder, 28.7 lbs.; low-pressure cylinder. 13.4 lbs. Indicated horse-power, starboard engines, high-pressure, 2206; intermediate cylinder, 1993; low-pressure, 2141—total, starboard, 6340. Port engines—total, port, 6561. Total indicated horse-power, 12,901, or 901 in excess of the contract. The engines worked well and steadily throughout the trial. The speed, as taken by cross bearings from points on the coast, was 18.75 knots for the whole distance steamed, the vessel making several turns and running up and down so as to equalize the influence of the tide.
A subsequent thirty hours' consumption trial shows that her most economical rate of steaming is three-fifths of her full natural draught engine power, at which she made a speed of over 15 knots, the vessel being ballasted to give her the same draught, 26 ft. 9 in., as she will have when in commission fully completed for sea service. The mean results of the trial were: Steam, 137 lbs.; vacuum, starboard, 27.8 in.; port, 26.8 in.; revolutions, starboard, 85; port, 88.6; indicated horse-power, starboard, 3143; port, 3044; total, 6187; air pressure, nil; speed, 15.3 knots. The coal consumption was 1.88 lb. of coal for each indicated horsepower per hour; the coal stowage capacity at load draught is 800 tons.
THE DESPERATE.
The official trial of the torpedo-boat destroyer Desperate was successfully made on April 16. Hitherto contractors have been allowed unlimited coal and horse-power, no restrictions being placed upon them, so long as they attained the required speed with the specified weight on board. In the case of the 30-knot vessels, not only was an additional speed of 3 knots over that of the former number demanded, but it was also laid down that the coal consumption on the full-power trial should not exceed 2 1/2 lbs. per indicated horse-power per hour, if the minimum load of 35 tons were carried, the load penalty being 2 tons additional for every tenth of a pound that the coal consumption exceeded the 2 1/2 lbs. It is well known that the very high speed of these little vessels has hitherto been largely due to a total neglect of the economy question when running at the highest speeds, although the boats were fairly economical at lower powers. The practice was perfectly defensible, because the boat would not be expected to run at her highest speed, either in war or peace times, but for short periods, and then a few pounds of coal would not be of great importance unless the circumstances were altogether exceptional. Experience shows, however, that the conditions were not impossible. The trial was run on the Maplin mile in rough weather. A weighed quantity of coal, estimated to be sufficient to take the boat down river to the trial ground, was placed in bags, whilst in the bunkers there was a quantity of coal estimated to be sufficient for the three hours' trial. On the vessel reaching the mile, and the trial commencing, there remained over a ton of coal still in the bags, and this was of course put by, so as to be beyond the reach of the stokers. At the termination of the three hours a considerable quantity of coal remained. The bunkers were sealed up by the Admiralty officials, and immediately on the return of the boat the quantity was ascertained. The result of the trial was that the indicated horse-power was 5620, and the coal consumption 2.491 lbs. per indicated horse-power per hour. The speed on the whole run was 30.112 knots. The full load of 35 tons was of course carried. The steam pressure averaged 209 lbs., the vacuum 24 in., and the revolutions 398 per minute. The air pressure for draught averaged 3 1/2 in. on the water gauge, and the coal burnt was about 80 lbs. per square foot of grate per hour. As our readers are aware, the Desperate has made previous trials, and on one occasion, with a reduced load, she made on the mile a speed of just over 31 knots, whilst on another occasion she steamed 30.46 knots with full load. On both these trials, which were of a preliminary nature, the coal consumption was above the standard. Messrs. Thornycroft have since fitted an arrangement by means of which air at 10 lbs. to the square inch pressure is introduced at the front about 2 ft. above the fire, there being 9 or 10 jets to each furnace. This was found on the trial to give very good results, the quantity of smoke being much reduced, and the flame, which so often results from the escape of unburnt gases, being entirely absent from the chimney tops. The latter feature in itself is one of great importance in torpedo vessels. It will be seen from what has been said that Messrs. Thornycroft have scored still another success with their most recent boat. Certainly to drive a boat 210 ft. long at a speed of 30 knots on so light a consumption as that stated is a remarkable thing, even in these days of phenomenal speeds. The low fuel consumption bears out the consumption trials made by Professor Kennedy some time ago, when the water evaporated by the Thornycroft boiler was measured. The Admiralty have this week placed with this firm a further order for three more 30-knot destroyers and one of 32 knots. The latter will be a larger vessel than the Desperate class, and will of course have more power; there will be four boilers in place of three. The other three boats will doubtless be sister ships of the Desperate now that that vessel has done so well on trial.
THE HANNIBAL.
The battle-ship Hannibal was launched from the Pembroke dockyard on April 28. She belongs to the same class as the Majestic and Magnificent. Her keel was laid on May 1, 1894. The machinery, of 12,000 indicated horse-power, to give a speed of 17 1/2 knots, is being supplied by Messrs. Harland & Wolff, Belfast.
THE HUNTER.
The torpedo-boat destroyer Hunter, built by the Fairfield Shipbuilding Company, had a three hours' trial of her machinery at Portsmouth on May 17. Her draught was 5 ft. 1 in. forward and 7 ft. 5 in. aft. The steam in boilers was 195 lbs., with a total indicated horse-power of 4245. She gave a mean speed of 27.245 knots during six runs on the measured mile. The trial was regarded as highly satisfactory.
THE ARROGANT.
The Arrogant, fleet cruiser, was launched from Devonport Dockyard on May 26. She is the first of four of the same type now under construction from the designs of Sir W. H. White, Director of Naval Construction, the others being the Gladiator, building at Portsmouth; the Vindictive, at Chatham; and the Furious, at Devonport. In size they are a medium between the second-class cruisers of the Astraea class and those of the Talbot type, and in several respects they differ from any cruisers yet built. The principal dimensions of the Arrogant are: Length, 320 ft.; breadth, 57 ft. 6 in.; mean load draught, 21 ft.; displacement, 5800 tons. Rapid progress has been made with the construction of the Arrogant. Her keel was laid on June 10, 1895, and she was pushed forward so expeditiously that she might have been launched two months ago had her underwater fittings been ready. The engines are of the twin-screw, triple-compound, vertical inverted cylinder type, and are guaranteed to develop 10,000 indicated horse-power. They are placed abreast of each other, in separate engine-rooms, divided by a fore-and-aft water-tight bulkhead. The high-pressure cylinder has a diameter of 26 in., the intermediate of 42 in., and the low of 68 in., while the stroke is 39 in. Other dimensions of interest are: Connecting-rod centers, 6 ft. 6 in.; piston-rod diameter, 7 1/4 in.; crankshaft diameter, 13 3/4 in. external and 7 3/4 in. internal; air pump, 27 1/2 in. in diameter and 11 in. stroke. Condensers of the cylindrical type, with a cooling surface of 5280 ft. in each, are placed in the wings of the engine-rooms. In all there are over 50 auxiliary engines, besides Normandy's distillers and Weir's evaporators. There are 18 water-tube boilers of the Belleville type. They are arranged in groups of six in three independent boiler-rooms, divided by athwartship water-tight bulkheads. The boilers have a grate area of 860 square feet, and a heating surface of 22,050 square feet. The steam pressure of the boilers is 300 lbs. per square inch, and by means of reducing valves placed in the main steam pipes it is reduced to 250 lbs. per square inch at the engines. The engines and boilers are being manufactured by Messrs. Earle's Shipbuilding and Engineering Company, Hull. The armament will be throughout of the quick-firing principle, and will consist of four 6-in., six 4.7-in., eight 12-pounder (12 cwt.), one 12-pounder (8 cwt.), and three 3-pounder guns. There will also be five Maxim machine guns and two i8-in. submerged torpedo-tubes. From a fighting top on the vessel's mast a 3-pounder Hotchkiss quick-firing gun will be worked. The Arrogant is to be completed for sea by March, 1897. It is expected that on an eight hours' full-power trial she will attain a mean speed of 18.5 knots. She will be fitted with bunkers capable of stowing 500 tons of coal.
THE SHARPSHOOTER.
During the last few months the Sharpshooter, gunboat, has been the means of affording instruction in the use of Belleville water-tube boilers to five distinct classes from the Portsmouth Reserve. Each class consists of 25 stokers, two leading stokers, two chief stokers, and two engine-room artificers. It was at first intended that the ratings sent to the Sharpshooter for instruction should be held in reserve for eventual appropriation to the cruisers Powerful and Terrible, both of which are being furnished with Belleville boilers. In consequence, however, of the frequent demands recently made on the drafting depot at Portsmouth, several of the men who had the special course of instruction in the Sharpshooter have been sent on foreign service, and, in fact, to vessels fitted with the ordinary cylindrical boilers. Up to the present the total number of stokers passed through the Sharpshooter is 125, of whom considerably less than 100 are now in the Portsmouth Reserve. The cruisers Powerful and Terrible are each to have a complement including 200 stokers, so that the Sharpshooter is likely to be employed on her present instructional service for many months if the Admiralty's original intention to supply experienced stokers only to the new cruisers is adhered to. Each class sent to the Sharpshooter is temporarily appointed to her for one month.
AUXILIARY CRUISERS.
[MARINE RUNDSCHAU.]
The English Government expends over fifty thousand pounds sterling in subsidies for the following steamers: Campania and Lucania, of Cunard Line; Teutonic and Majestic, of White Star Line; Himalaya, Australia, Victoria, Arcadia, of P. and O. Company; Empress of India, Empress of China, and Empress of Japan, of Canadian Pacific Line. Besides the foregoing vessels, the steamship companies place the following ships at the disposal of the Admiralty without subsidies: White Star steamers Britannic, Germanic, Adriatic; Cunarders Etruria, Umbria, Aurania, Servia; P. and O., Britannia, Oceana, Peninsular. Oriental, Valetta, Massilia, Roma. Carthago. Ballaarat, Parramatta.
[FRANCE.]
THE BOUVET.
[JOURNAL OF THE ROYAL UNITED SERVICE INSTITUTION.]
On the 27th of April, at Lorient, the new first-class battle-ship Bouvet was successfully launched. She is the largest battle-ship as yet constructed or building for the French navy, and her dimensions are as follows: Length, 401 feet 2 inches: beam, 70 feet 3 inches; and with a maximum draught of 27 feet 6 inches she has a displacement of 12,205 tons. The engines are to develop 14,000 I. H. P., giving a speed under forced draught of 17.5 knots; there are three sets of engines driving three screws, and the boilers will be of the Belleville water-tube type. Protection is afforded by a water-line belt 16 inches thick amidships, and tapering to 8 inches at the bow and stern; there are two armored decks, the upper one being 3.8 inches thick; the barbettes for the heavy guns will be protected by 14.5-inch armor, and the turrets for the 6-inch Q. F. guns by 4 inches; all the armor will be of special steel, treated with nickel and manganese. The heavy armament will consist of two 30-cm. (12-inch) guns in closed turrets, one forward and one aft; of two 27-cm. (10-inch) guns also in turrets, one on each beam; these guns are of the latest (1893) model, and the breech mechanism can be worked by hand. The ammunition hoists discharge alongside the gun, and the projectiles are conveyed by means of an overhead rail, either directly to the loading position or to the rack made to contain eleven projectiles. The loading is done by hand, while the turrets are trained by hydraulic power, which is also used for the elevation of the guns. The secondary battery consists of eight 14-cm. (5.5-inch) Q. F. guns (model 1891) and eight 10-cm. (3.9-inch) Q. F. guns, also of the 1891 model. The eight 14-cm. guns are in armored turrets in couples, four firing right ahead and four astern, these turrets being in close juxtaposition to those of the heavy guns. The elevation is by hand, while the turrets can be worked either by hand or hydraulic power, as also can the ammunition hoists. The eight 10-cm. guns are on the superstructure on central pivot mountings, with 2-inch shields for protective purposes. There are, further, twelve 3-pounder Q. F. guns and twenty 1-pounder Q. F. guns distributed on the bridges and in the tops, with four torpedo-dischargers, two of which are under water.
THE GALILÉE.
The Galilée, French third-class cruiser of the Linois type, was launched at Rochefort on the 28th of April. With her sister, the Lavoisier, she has been designed by M. Albaret, and her total cost will be £208,000. The following are her dimensions: Length, 330 ft.; beam, 34 ft. 6 in.; stern draught, 17 ft. to in.; displacement, 6400 metric tons. She is to carry four quick-firers of 5.5 in. (model 1887) in sponsons two on a side, two of 3.9 in. model (1891), severally fore and aft, eight of 1.8 in., and eight of 1.4 in. There are two above-water torpedo-tubes. The six heavier guns will have 2-in, steel shields, and the ship has a protective deck 1.5 in. thick. The engines are of the vertical triple-expansion type, supplied by Belleville boilers, working up to 4000 horse-power normal and 6600 with forced draught, and the nominal corresponding speeds are 18 and 20 knots, but it is hoped the latter will be exceeded. The bunker capacity is 226 tons, giving a range of 3000 miles at to knots and 600 miles at full speed. The complement of the cruiser will be it officers and 287 men.
THE D'ASSAS AND THE CASSARD.
These two second-class protected cruisers, sisters to the Duchayla, have been successfully launched, the D'Assas at Saint Lazaire, and the Cassard at Cherbourg. These three vessels were designed by M. Lhomme. Dimensions: Displacement, 3592 metric tons; length, 325 ft. 6 in.; beam, 44 ft. 10 in.; extreme draught, 20 ft. 5 in. The protection consists of a steel deck, having a maximum thickness of 2.3 in., and hardened steel shields to the guns. These are six 6.4-in., four 3.9-in., ten 1.8-in., and eleven 1.4-in. quick-firers, with two above-water torpedo-tubes. Two sets of vertical triple-expansion engines, supplied by D'Allest boilers, are to develop 9500 indicated horse-power, giving a speed of 19.25 knots. The coal capacity is 614 tons, sufficing for 6000 miles at 10 knots, and for 1000 miles at full speed. Complement will be 22 officers and 371 men.
SUBMARINE BOATS.
The Minister of Marine has taken up seriously the question of submarine boats, and has offered a series of prizes for the best design for such a vessel. The displacement is not to exceed 200 tons, the surface speed is to be 12 knots, and the vessel must be able to go 100 miles at a speed of 8 knots, and also to maintain a speed of 8 knots under water for 10 miles. Two torpedoes ready for launching must also be carried. The designs will become the property of the Government. Full details and complete plans are to be sent in, which must also show the basis on which stability, form of the vessel, motive power, etc., have been calculated. The first prize will be 10,000 francs.
ACCIDENTS ON BOARD THE DUPERRÉ AND JAURÉGUIBERRY.
[ENGINEER.]
An alarming explosion occurred on May 14th on board the French ironclad Admiral Duperré. A loud report was heard and the after part of the vessel was soon filled with thick smoke, which was found to be issuing from the central powder magazine on the lower deck. The door of the magazine was hurled a distance of 30 ft., and investigation showed that a cartridge about 13 in. long had exploded, but that none of the other cartridges among which it was packed were discharged. The magazine contained 3000 kilogrammes of gunpowder and mélinite shells, none of which were disturbed in any way. The explosion is attributed to the overheating of the magazine by pipes from the boilers.
[ENGINEERING.]
The ironclad Jauréguiberry, perhaps the finest boat in the French navy, went for her 24 hours' trial off Toulon on June 9. Up to the 20th hour the trip proved most successful, a speed of over 17 knots being maintained without difficulty, and the 24 water-tube boilers, which are of the Lagrafeld'Allest type, gave absolutely no indication of anything wrong. The fires had just been cleaned when a sound of explosion was heard in boiler No. 1. This was quickly followed by a rush of steam and flame from the furnace fronts, the doors being forced open, and before they could escape, nine stokers were so severely scalded that six died within a few hours of the accident. As soon as possible the injured boiler was isolated from its fellows by the courageous action of a foreman from the Forges et Chantiers de la Mediterranée, and later on it was examined with a view to discovering the nature of the accident. The Lagrafeld'Allest boiler may, in principle, be described as a gigantic locomotive fire-box, in which inclined water-tubes cross the furnace from one side to the other above the grate. The water spaces between the internal and external fire-boxes are connected by means of these tubes, round which the flame passes on its way to the chimney. All the tubes are straight. After the accident it was found that one of these tubes had burst and drawn from the front tube-plate. A rush of water and steam took place from the opening thus formed, but probably if the damage had stopped here no very serious consequences might have resulted, but in addition it was found that no less than forty of the top tubes were bent, drawn from the tube-plate, thus affording a large means of exit to the scalding steam. Why these tubes should have yielded thus is not very apparent, unless the water-level had been allowed to get low. We may mention that a somewhat similar accident took place on the 20th ult. at Brest Harbor, when a boiler tube on one of the Niclausse boilers of the Friant gave way, scalding three stokers more or less severely.
[ITALY.]
THE CARLO ALBERTO.
[JOURNAL UNITED SERVICE INSTITUTION.]
The new first-class armored cruiser Carlo Alberto was launched at Spezia. She is a sister ship of the Vettor Pisani, which is in hand at Castellamare, and her dimensions are as follows: Length, 325 feet; beam, 59 feet, and with a displacement of 6500 tons, she has a mean draught of 22 feet 11 inches. She has an end-to-end belt of nickel steel from the Terni works, 6 inches thick, and a battery above protected with plating of the same thickness, extending more than a third of the ship's length. The battery is closed in with 2-inch steel athwartship bulkheads, and is provided with steel splinter-screens between the guns, and there is an over-all armored deck 1.4 inches thick. The ship has a double bottom, cofferdams filled with cellulose, and numerous water-tight compartments. The armament consists of twelve 5.9-inch Q. F. guns, of which eight are in the battery (four on a side) and four on the superstructure above at the corners of the armored casemate. On the superstructure also are six 4.7-inch Q. F. guns, two on each broadside, one forward and the other aft; and the smaller guns are ten of 2.2-inch and eight of 1.4-inch, of which several are for the tops of the two fighting-masts. The torpedo equipment consists of four broadside tubes and one in the bows. The machinery has been built by Messrs. Ansaldo. Two triple-expansion engines, developing together 13,000 H. P. with forced draught, are supplied by eight boilers distributed in four compartments, and are to give a speed of 20 knots. The maximum coal supply will be 1000 tons, in addition to liquid fuel, and the complement of the ship will be 460 men.
It is proposed to lay down a 28-knot torpedo-boat destroyer of the Daring type, and two 24-knot sea-going torpedo-boats, two torpedo cruisers of the improved Caprera type of 1300 tons displacement and 23 knots speed, and an armored cruiser of between 8000 and 10,000 tons, with a speed of not less than 22 knots. These vessels will be built at Castellamare, where it is also proposed to lengthen the building slips 3 and 4. It is, however, doubtful how soon a beginning will be made with these ships, as it is now stated that the two new torpedo cruisers Principe di Napoli and Regina Margherita, the construction of which was sanctioned in the last budget, have not as yet been commenced, the money voted for them having been devoted instead to the campaign in Abyssinia. Progress, however, is to be made with the Agordat and Coatit, torpedo cruisers of 1313 tons, and which are to have a speed of 23 knots.
It is stated that Italy has four submarine boats now completed, and another on the stocks. France, however, claims to have made the furthest advances in this line, though even here the success has not been great, the highest speed yet recorded being only six to eight knots. Another great difficulty is that of seeing under water. Thus M. de Lanessan states that when he was some 20 feet under water on board the Goubel in Cherbourg Harbor, though he could see to read quite clearly, he could not distinguish the hulls of two vessels only some to feet to 12 feet away from him.
[RUSSIA.]
[UNITED SERVICE GAZETTE.]
On May 12th, in the presence of the Czar, two new war-ships, the Russia and the General-Admiral Apraxin, were successfully launched on the Neva. The cruiser Russia is the longest vessel ever launched on the Neva, and the largest Russian ship of the kind afloat. As a matter of fact, she ranks first only after the Powerful and Terrible, which are about 14,200 tons. The Russia is more or less a copy of the Rurik, but larger and more powerful. The Rurik is 426 feet long, with 10,933 tons displacement. The Russia is 464 feet between perpendiculars, with a displacement of 12,195 tons. Including the ram, the full length of the Russia is over 480 feet, and the greatest breadth over all is 68 feet. The Russia's coal-carrying capacity is 2500 tons. Her triple-expansion engines, made at the Baltic works, are 17,000 indicated horse-power, and her expected speed is 19 knots. The boilers, thirty in number, are of the Belleville type, made in France. The armor plates of the belt are made at the Carnegie mills in America. The cruiser has a double bottom and 149 water-tight compartments, and carries fourteen different boats, including steam launches. Her armament will consist of 8-inch, 6-inch, 75-millimeter, 47-millimeter, and 37-millimeter guns, besides torpedo apparatus.
The Russia, however, is to be followed by a still larger cruiser of similar type. It is intended to lay down one of 14,000 tons, which is to be the largest and most powerful cruiser in the world. The Rurik was answered in England by the building of the Terrible. The Russian rejoinder is the construction of the Russia and the larger one now projected, besides the two first-class ironclads laid down last year. The following are the particulars of the other ship launched on the same day, the Apraxin: Displacement, 4126 tons; length, 278 feet; beam, 52 feet; two triple-expansion engines, 5000 indicated horse-power. She will be armored for 177 feet of her length with plates 10 inches thick in the center of the vessel, gradually lessening in thickness towards the stem and stern. She will carry four 9-inch guns in revolving turrets, and twenty-two various rapid-firing guns, besides torpedoes, for which there are four dischargers.
A high record for ballistic efficiency was made by Carnegie armor plate at the Indian Head Proving Ground on Wednesday last. An 8-inch plate, representing 600 tons of armor for the cruiser Russia, under construction for the Russian government, was tested with remarkably good results. The group was accepted on the showing made, and in addition Capt. Mertwago recommended to his government that the group of armor yet to be manufactured be accepted without ballistic trial. This latter group comprises 200 tons. Some weeks ago, as we announced at the time, there was a test of a 5-inch plate, representing a group of 350 tons of armor, for the cruiser Russia, and this group was accepted. If the Russian government adopts Capt. Mertwago's recommendation that the remaining group of 200 tons be accepted without test, the entire order of 1150 tons for the Russia will be delivered in a very few months more. Naval attachés of foreign countries in Washington and representatives of the press will hereafter be excluded from trials at the Indian Head Proving Ground.
GEORGIE POBEDONOSETZ.
The latest addition to Russia's Black Sea fleet has recently satisfactorily completed her steam and gun trials at Sevastopol. The Georgie Pobedonosetz is a first-class battle-ship of 10,280 tons displacement, 320 feet in length, 69 feet beam, and mean draught of 26 feet 7 inches, speed 16 1/2 knots. The bunkers are capable of carrying 700 tons of coal. The armament consists of six 12-inch 56-ton breech-loading guns of the Russian Krupp pattern, carried in three barbettes, two barbettes being placed abreast on the forward deck of the ship, each barbette carrying two guns, the remaining two guns being situated in a barbette upon the after deck. There are also seven 6-inch 6-ton breech-loading guns, eight 10-centimeter quick-firing, and six machine guns. The vital portions of the vessel are protected by a belt of 16-inch, and the barbettes by 12-inch compound armor plates. The propelling machinery is of the vertical inverted triple-expansion type, having cylinders 45 inches, 66 inches, and 100 inches in diameter, and common stroke of 4 feet, driving twin screws of 16 feet 6 inches diameter. Working steam pressure, 150 lbs. per square inch. Steam is supplied by 16 boilers arranged in four separate compartments. They are of the cylindrical single-ended type, having three furnaces each, the total grate area being 980 square feet, and total heating surface 29,100 square feet. Air is supplied by means of 12 double-breasted fans, each of 5 feet diameter. Upon May 21, at 8.30 A. M., the vessel left Sevastopol Harbor for official steam trial, the stipulated power being 10,060 horses, to be maintained for six consecutive hours with assisted draught, 1/2 inch air pressure in the stokeholds being the maximum allowed. The mean result of six hours' trial was 13,468 indicated horsepower. The result is considered highly satisfactory, the above-mentioned horse-power (nearly 3000 in excess of the contract) being maintained with ease by the ordinary ship's crew of Russian stokers and artificers, led by a small staff of Englishmen. The ship returned to harbor in the evening. Upon the following day the vessel again put out to sea for artillery trials, the results of which were highly satisfactory, both guns and mountings being thoroughly tested during a trial which lasted nearly 12 hours. The Georgie Pobedonosetz will now join her sister vessels Sinope, Catherine II., Tchesma, and Dvenatdset Apostoloff, forming together a fleet of five first-class battle-ships complete and equipped ready for service. The last ironclad launched in the Black Sea, viz., Tri Svilitela, awaits steam trials, which, however, will probably not take place during the current year.
THE KHERSON.
[JOURNAL ROYAL UNITED SERVICE INSTITUTION.]
On May 16th an official trial was made off the Tyne of the Russian volunteer fleet steamship Kherson, which has been built and engined by Messrs. R. & W. Hawthorn, Leslie & Co., of Newcastle-on-Tyne. This vessel, which is the thirteenth of the fleet, is arranged to carry an armament of seven 4.7 Q. F. guns and twenty others guns of smaller natures. These are kept in store at Odessa, to be shipped in case of war. She is a twin-screw vessel, 492 feet long and 54 feet 3 inches wide. The engines are of the triple-expansion type. The chief interest in the machinery department centers in the boilers. These are of the Belleville water-tube type, similar in construction to those which are being placed in the British cruisers Powerful and Terrible, now in course of completion. On a twelve hours' trial the Kherson made her contract speed of 19.5 knots, but the H. P. exceeded the estimate, the mean of the twelve hours being 13,150 I. H. P. The sea was rather rough, which detracted somewhat from the speed. The steam pressure of 250 lbs. was maintained with ease during the trial, although the stokers were quite unused to this type of boiler. The boilers were supplied by Messrs. Maudslay, Son & Field, of London.
[GERMANY.]
[JOURNAL OF THE ROYAL UNITED SERVICE INSTITUTION.]
The necessary votes having been approved by the Reichstag, the Ministry of Marine has accepted the tender of the Vulcan Yard at Stettin for the construction of the second-class cruiser N; the ship is to be completed in two years and a half. A cruiser of a similar type was commenced in October last year at the same yard, which is to be completed in twenty-five months from the date of commencement. It has also been decided that the new first-class battle-ship Ersatz Friedrich der Grosse is to be laid down at Wilhelmshaven, and the second-class cruiser M at the imperial dockyard at Danzig. The fourth-class cruiser G is also to be built at a private yard, but the contract has not yet been given out. Altogether there are under construction or to be commenced in the Imperial dockyards the two first-class battle-ships Ersatz Preussen and Ersatz Friedrich der Grosse, the first-class armored-cruiser Ersatz Leipzig and the two second-class cruisers Ersatz Freya and M; while in private yards are already building or to be commenced three second-class cruisers K, L, and N, and the fourth-class cruiser G. According to present arrangements, it is hoped that the launch of the first of these ships, one of the cruisers, will take place in the autumn. Each of the five new cruisers is to have three screws, the engines being in separate compartments; the I. H. P. to be developed is 10,000, giving a speed of 22 knots. The guns are to be in 4-inch armored casemates, and the armored deck will also be 4 inches thick.
COALING STATION.
The Ministry of Marine has determined to construct a large coaling station at the eastern entrance to the Kaiser-Wilhelm Canal, and the necessary works are to be commenced this summer; the coal depot is to be 566 feet long, with a depth of 68 feet, and will be placed on the south bank of the entrance to the canal and immediately adjoining the new torpedo-boat harbor; it will be connected by rails with a mole 890 feet long, the water alongside which will be of sufficient depth to allow the largest battle-ship to come alongside and take in her coal. Hydraulic cranes are to be provided. The whole work is to be completed in two years. A similar coaling station is to be constructed at the Bruisbuttel harbor, at the west entrance of the canal. At both depots 77,000 tons of coal are to be stored.
[AUSTRIA.]
THE BUDA PEST.
[ROYAL UNITED SERVICE INSTITUTION.]
On April 27 the new coast-defense battle-ship Buda-Pest was launched from the Stabilimento Tecnico Triestino at San Rocco, near Trieste. The principal dimensions of the ship are as follows: Length, 303 feet 6 inches; beam, 55 feet 3 inches; displacement, 5550 tons; mean draught, 20 feet 6 inches. The hull of the ship is constructed of Siemens-Martin steel, divided into the usual cellular and water-tight compartments, while the pumps will be sufficiently powerful to discharge 1500 tons of water hourly in case of necessity. Protection is afforded by an armor belt of 10.8-inch nickel steel, made by the Austrian firm of Witkowitz & Co., tapering to 8 inches aft and 5 inches forward, which runs from the ram for five-sixths the length of the ship, extending from 3 feet 6 inches below to 3 feet 6 inches above the water-line at normal draught, the after ends being joined by an 8-inch armored athwartships bulkhead. On the top of the belt runs fore and aft the whole length of the ship a 1.8-inch armored deck, rising above which, and extending from the after end of the armored belt for about two-thirds of the ship forward, is a citadel protected with 3.3-inch armor, with transverse bulkheads of the same thickness of plating. Above again, on the upper deck, is a smaller citadel, also protected with 3.3-inch armor, fore and abaft which, but with their basis protected by the armored lower citadel, are the two barbettes for the heavy guns, plated with 8-inch armor and fitted with 2.5-inch steel hoods for the guns. There are, further, two conning towers, the foremost with 8-inch plating, the after with 2.5-inch. The whole weight of the armor amounts to 1700 tons. The armament consists of four 24-centimeter (9.4-inch) 40-caliber long Krupp guns, mounted in pairs in the barbettes. Each gun weighs 26 tons, and the mountings for each pair of guns, including the hood, 123 tons. The armor-piercing projectile, which weighs 474 lbs., has an initial velocity of 2275 feet, and, with an elevation of 22°, has a range of 16 kilometers (10 miles). The secondary battery consists of six 15-centimeter (5.8-inch) Q. F. guns, two 7-centimeter Uchatius guns for boat and landing purposes, sixteen 3-pounder Q. F. guns, and two mitrailleuses with broadside torpedo-tubes. The six 15-centimeter Q. F. guns are mounted in the citadel on the upper deck, two firing from right ahead to 70 abaft the beam and two from right aft to 70 before the beam; the other two are on the broadside. The guns are separated from each other by steel splinter-proof bulkheads. Ten of the 3-pounder Q. F. guns are mounted on the superstructure over the upper citadel. The guns, barbettes, and ammunition hoists are all to be worked by electricity, the ammunition for the heavy guns and secondary battery being provided through separate armored tubes. The engines are intended to develop 6000 I. H. P. under natural draught, giving a speed of 16 knots, and 8500 I. H. P. under forced draught, the corresponding speed being 17.5 knots. The coal capacity is 500 tons, giving a cruising radius of 3000 miles at 10 knots.
[SPAIN.]
THE VILLALOBOS.
[MARINE RUNDSCHAU.]
The Spanish gunboat Villalobos, sister ship of the Quiros, was launched at Hong Kong. The gunboat is destined for service in the Philippine Islands. She carries two R. F. guns and 2 machine guns. Displacement 315 tons, 300 I. H. P.
THE ALMIRANTE OQUENDO.
The cruiser Almirante Oquendo has had a successful trial trip at Bilboa. With natural draught and 105 revolutions, the engines developed 9000 I. H. P., giving a mean speed for six hours of 18.4 knots. With forced draught and 117 revolutions, 13,000 I. H. P. was developed, with an average speed of 20.3 knots. The Oquendo is the last of the three armored cruisers built at Bilbao; the two sister ships are the Infanta Maria Teresa and Vizcaya. The following are the dimensions: Length, 364 feet; beam, 65 feet; draught, 21 feet 6 inches; displacement, 7000 tons. Armor: waterline belt, 315 feet long, of 10 to 12 inches of steel; turrets 9 inches, conning tower 12 inches, protective deck 2 to 3 inches, ammunition tubes 8 inches. Armament: two 11-inch Hontoria guns, one forward, one aft, singly in turrets; ten 5.5-inch R. F., and twenty-two smaller caliber R. F. and machine guns, with eight torpedo-tubes, two being submerged.
[DENMARK.]
[ENGINEER.]
The Danish ironclad Skjold was recently launched from the Royal Dockyard, Copenhagen, in the presence of the King and Queen of Denmark and a distinguished gathering. The displacement is 2156 tons; she has twin propellers, and the engines are calculated to give 2200 indicated horse-power. The length is 221 feet and breadth 37 feet. The Skjold is built of steel, and has 51 water-tight compartments, besides the compartments in the double bottom. The armor extends from 3 1/2 feet below to 3 feet above the water-line, and consists of 9-inch Harvey steel, decreasing down to 7 inches towards the ends of the ship. The turret armor is 8 inches, and there is a protective armor deck, 2 inches, over the whole of the ship. The armament consists of a 9-inch, about 25-ton, breech-loading gun, in the turret; three 5-inch rapid-firing guns, in three small turrets, each protected by 5-inch armor; four smaller rapid-firing guns and two mitrailleuses. The Skjold will be fitted with electric working appliances for the working of the turrets and for the handling of the ammunition.
[JAPAN.]
THE FUJI.
[THE ENGINEER.]
The Japanese war vessel launched on Tuesday, March 31, from the Thames Ironworks and Shipbuilding Company is named the Fuji, or "Unequalled," and the following are a few of the principal features of her design: Length between perpendiculars, 374 feet; breadth, 73 feet; draught of water, 26 feet 6 inches; displacement, 12,450 tons; coals at this draught, 700 tons; total capacity, 1300 tons.
The original inquiry in 1883, through Admiral Ito, was for an improved Collingwood, but the displacement tonnage was to be limited to 8000 or 8500 tons, and seeing it was difficult to improve on a Collingwood with 1500 tons less weight, the necessity of a larger tonnage soon became evident, and a limit was then given of 10,500 tons, or a Centurion type; but as it was required to carry a heavier armament than that vessel, a still larger tonnage became necessary, resulting in a vessel of 12,450 tons, of the Royal Sovereign type, as above. The Fuji has an armor belt 226 feet long, 18 inches thick through machinery and boiler spaces, and 16 inches at ends: two barbettes, armor-plated with 14-inch armor, and standing upon the armor deck. A screen of 6-inch armor runs across on the main deck, as well as on the lower deck, to protect the broadside 6-inch quick-firing guns from a raking fire; also a belt of 4-inch armor on 2-inch teak backing between main and lower decks of about the same length as the main belt.
The barbettes carry two 12-inch breech-loading guns in each, with armored shields 6 inches thick, also ten 6-inch quick-firing guns, four of which are in casemates and the other six on the upper deck, and protected by heavy shields; twenty 3-pounder Hotchkiss quick-firing guns, four 2 1/2-pounder Hotchkiss quick-firing guns, and five i8-inch torpedo ejectors, one above water and four below.
The armor deck extending from stem to stern is 2 1/2 inches thick, and terminates in a powerful ram at the fore end. The decks are of teak. There are two military masts with double tops, with derricks for lifting the boats in and out from off the skid beams. Thirteen boats in all are to be carried, including two 56-feet vidette boats, navy pattern. Five search-lights, and the whole of the vessel to be lighted internally by electricity. The conning tower is 14 inches thick, and the director tower aft 3 inches thick.
In view of the disastrous effects of the shell fire from the machine guns, as witnessed in the late war with China, all woodwork is substituted by steel and other metal wherever possible. The seamen's mess-shelves, and also other fittings, as the bulkheads of the saloons and cabins, are all of steel and brass. The engines, which are triple expansion, of 14,000 horsepower, are constructed by Messrs. Humphrys, Tennant & Co., of Deptford, the boilers being of the usual cylindrical type. Speed, 18 3/4 knots. The vessel has been designed by Mr. George C. Mackrow, naval architect of the Thames Ironworks and Shipbuilding Company.
Good progress is now being made with her construction, as upon the cessation of hostilities with China it was suggested by the Japanese Government that the time of completion should be shortened, and the past few months have made a very material change in her general appearance on the slip, otherwise the delivery was not required for five or six years, so that twelve months' time has been lost. Some 7300 tons of material are in her, including 1600 tons of Harveyed armor, some of which plates weigh 28 tons and cost £2870 each. The armor for the hull has been made by Messrs. Vickers & Son, of Sheffield, and the nickel casemate armor by Messrs. William Beardmore & Co.
The construction of the vessel is under the superintendence of Captain Takayama, that of the engines under Captain Miyabara, that of the armament under Lieutenant Kitakoga, while Captain Yendo, who is also Naval Attaché to the Imperial Japanese Embassy, is the chief of the Commission. The Thames Ironworks find, however, that they are entering upon a new experience in fitting out this large vessel and adapting and fitting all the multitudinous departments to the requirements of their clients in the far East. In Europe, methods of feeding and systems of carrying provision for crew and officers are fairly uniform, barrels and cases being of pretty general proportions, but the Japanese provisions are stowed in barrels, conical shape, something like our harness casks, and most inconvenient for stowing, as the larger diameter is at the top, and not at the bottom, as with us, so that each barrel or cask has to have its allotted place, and consequently there is a great loss in stowage.
[DEUTSCHE HEERESZEITUNG.]
The ship-building programme contemplates the expenditure of 240 million marks, to be extended over a period of several years. According to this programme there will be built four battle-ships, nine protected cruisers (four 1st class, three 2nd class, two 3rd class), three torpedo cruisers, one torpedo transport ship, arranged to carry six torpedo-boats, eleven torpedo-boat destroyers, twenty-three torpedo-boats 1st class, thirty-one 2nd class, and thirty-five 3rd class.
The battle-ships will be of 15,140 tons displacement; the armament to consist of four 11.8-inch guns arranged in pairs in barbette turrets, twelve 5.9-inch R. F. guns, about thirty guns of smaller calibers; also five torpedo-tubes, four of which are under water. Speed to be 17.5 knots.
The cruisers 1st class to be of 7500 tons displacement, with a speed of 21 knots, armed with two 9-inch, ten 5.9-inch R. F., and twelve 2.6-inch guns. The cruisers 2nd class are to be enlarged Yoshimos of 4870 tons, with a speed of 22.5 knots, armed with rapid-fire guns, viz., four 5.9-inch, eight 4.7-inch, and a number of guns of smaller calibers. The 3rd class cruisers of 3200 tons and the torpedo-cruisers of 1200 tons to have a speed of 21 knots; armament of four 4.7-inch and four 2.6-inch R. F. guns. The torpedo-transport, of 6750 tons, to have a speed of 21 knots. The following are the displacements and speeds for the torpedo vessels: Torpedo-boat destroyers 254 tons, 30 knots; 1st class torpedo-boats 120 tons, 24 knots; 2nd class torpedo-boats 84 tons, 22 knots; 3rd class torpedo-boats 54 tons; torpedo-boats on board the transport 11 1/2 tons. Three battle-ships, two 1st class cruisers, one 2nd class cruiser, the torpedo-cruisers, the transport with its six boats, four destroyers, four 1st class and several of the 2nd class torpedo-boats to be built in Europe, the others to be built in Japan.
[CHILE.]
THE ESMERALDA.
[ENGINEERING.]
The Esmeralda, cruiser, built for the republic of Chile by Sir W. G. Armstrong & Co., Newcastle-on-Tyne, was launched on May 15. The principal dimensions, etc., of the vessel are as follows: Length between perpendiculars, 436 feet; extreme breadth, 53 feet 2 inches; draught (mean), 20 feet 6 inches; displacement, 7000 tons. The vessel is flush-decked, built entirely of steel, sheathed with wood, and coppered. All her machinery, magazines, and steering gear are kept entirely below the curved steel protective deck, which varies in thickness from 1 1/2 inches in wake of the armor belt to 2 inches at the ends. She is also provided with an armor belt 7 feet wide, extending over about 350 feet of her length, and having a thickness of 6 inches. At the ends of the belt there is a 6-inch transverse bulkhead. The coal bunkers are situated above the protective deck, and when filled with coal will add materially to the water-line protection of the ship. Space is provided in the vessel for 1200 tons of coal at the load draught. Her armament is composed entirely of Elswick quick-firers, and is as follows: Two 8-inch with heavy shields, placed one forward and one aft, and each having about 270 degrees of training; sixteen 6-inch, four of which are placed on the bridges forward and aft, and twelve on the upper deck, four of them firing right ahead and four right astern, while eight can train on each broadside. The auxiliary armament consists of eight 12-pounders, ten 6-pounders, and four Maxims, placed in advantageous positions. In addition she carries three torpedo-tubes, one fitted in the stem above water and two submerged on the broadsides. It is estimated that she will have a speed of 22 1/4 knots with natural draught.
THE ALMIRANTE SIMPSON.
[JOURNAL ROYAL UNITED SERVICE INSTITUTION.]
A new torpedo-gunboat, the Almirante Simpson, was also launched from the yard of Messrs. Laird & Co., at Birkenhead. The vessel is an improvement on the Almirante Lynch, built by the same builders for Chili some years back, and the Onyx, built for the British navy. The dimensions are: Length, 240 feet; beam, 27 feet 6 inches; draught, 10 feet 6 inches, with 800 tons displacement. The armament consists of one bow and two broadside torpedo-tubes for 18-inch torpedoes, two Armstrong 4.7-inch Q. F. guns, and four Maxim-Nordenfeldt 3-pounders. The machinery consists of twin-screw triple-expansion engines of 4500 I. H. P. The boilers are of the Normand water-tube type, with a pressure of 200 lbs. The estimated speed is 21 knots. The range of action at 10 to 11 knots speed is about 4000 knots. The plating of the sides and deck for the length of the machinery space is increased in thickness to afford protection to the engines.
THE TENIENTE SERRANO.
On the 16th of May was launched at Birkenhead, from the works of Messrs. Laird Brothers, the new torpedo-boat destroyer Teniente Serrano, the third of the four building by this firm for the Government. These vessels are 210 feet long, with a beam of 21 feet 6 inches; the engines are to develop 6000 I. H. P., giving a speed of 30 knots. This is the seventh 30-knot destroyer launched during the last eight months by Messrs. Laird.
Six first-class torpedo-boats are being built by Messrs. Yarrow & Co.; they are 152 feet 6 inches in length by 15 feet 3 inches beam, and will be propelled by triple-expansion engines, to give a guaranteed speed of 25 1/2 knots. The bunker capacity is 40 tons, which will give a very large range of action. The I. H. P. will be about 2000, and they will be an improvement on the Viper, which vessel was lately built by the firm for the Austrian navy. This vessel, it will be remembered, attained a speed for three hours of 26.6 knots, with a consumption of 1.9 lbs. of Welsh coal per I. H. P. per hour, with an air pressure of 7/8 of an inch in the stokehold.
[ARGENTINE.]
THE VARESE.
[MILITÄR WOCHENBLATT.]
The Italian armored cruiser Varese, building at Leghorn, has been purchased by the Argentine government. The dimensions of the Varese are as follows: Length, 328 feet; breadth, 59 feet; draught, 23 feet; displacement, 6840 tons. Complete nickel steel armor belt of 6 inches, above it for 2/3 of ship's length to height of upper deck 6 inches, 6-inch bulkheads protecting base of barbettes. Two 6-inch barbette turrets. Deck above battery 1.9 inches, protective deck .8 to 1.5 inches. There are eight cylindrical boilers, two triple-expansion engines, twin screws. With forced draught and 13,400 H. P., speed of 20 knots. Coal capacity 1000 tons, besides liquid fuel in double bottoms. Armament: Two 10-inch B. L. R's, ten 6-inch, six 4.7-inch, ten 6-pounder, ten 1-pounder R. F. guns, all fitted with gun-shields, besides two machine guns and five torpedo-tubes. The Garibaldi, purchased last year, was renamed the San Martin, and it is probable that the Varese will also be renamed.
TORPEDO BOAT DESTROYERS.
[ENGINEERING.]
On Saturday afternoon last, May 16, there was launched from the yard of Messrs. Yarrow & Co., at Poplar, a torpedo-boat destroyer, which differs somewhat from vessels of this class built for the British navy, chiefly in respect of being armored.
The boat in question is one of four similar vessels now in course of construction at Poplar. Her length over all is 190 feet 8 inches, her breadth 19 feet 6 inches, and her depth amidships 12 feet. With a draught of 5 feet the displacement will be about 250 tons. The machinery consists of two sets of triple-expansion engines of the type usually placed in torpedo craft by this firm. The cylinders are 18 inches, 26 inches, and 39 1/2 inches in diameter by 18 inches stroke. There are two condensers, and the usual auxiliary engines for steering, electric light, distilling, air compressors, etc. There are six boilers of the Yarrow water-tube type, capable collectively of supplying steam for 4000 indicated horse-power. The weight of each of these boilers is 6 3/4 tons with water and fittings. The propellers are of manganese bronze, each with three blades, and are 7 feet in diameter by 8 feet pitch.
The armament comprises one 18-inch torpedo-tube, built into the stein for bow fire, and two 18-inch swivel torpedo-tubes on deck aft. The latter command both sides of the vessel. There will be a 14-pounder quick-firing gun mounted on the conning tower forward, three 6-pounder quick-firing guns on the deck aft, and two Maxim automatic guns just abaft the conning tower, one being on either side.
For feeding the boilers, the new system adopted by this firm has been fitted. There is in the engine-room a main feed pumping engine, which takes water from the hot-well and pumps it into a large cylindrical vessel at a pressure of 30 lbs. to the square inch. Across this vessel are stretched diaphragms of flannel through which all the water going to the boilers has to pass, in order to abstract grease. Leading from this vessel is a single-feed main, which runs the length of the boiler compartments. To each of the six boilers there is a separate feed pump which has its suction from the feed main. The steam pipe to the separate feed pump is taken from its boiler at a point about the normal water-level, there being, however, an interval swivelling pipe by which the level can be altered if necessary. If the boilers become too full, water, in place of steam, flows into the steam pipe. The pump steam cylinder thus becomes choked, and the action of the pump is all but stopped. When the water-level falls again, through evaporation taking place in the boiler, steam once more passes to the pumping engine, which thus recommences its proper functions. The exhaust from the pumps is not taken to the condenser, but into the feed main.
The policy of armoring these small craft has been a good deal discussed lately, the interest in the subject having been revived by some operations during the late war in the East. About 11 years ago Messrs. Yarrow & Co. built for the Japanese Government a small vessel, the Kotaka, which was protected by armor, and was, we believe, the first high-speed armored torpedo craft. It will be remembered that during the late war the Kotaka led two important torpedo attacks, and came through comparatively unharmed, whilst the unarmored boats suffered severely. The price paid by armor is, of course, loss of speed, but the Argentine naval authorities are evidently of opinion that it is advisable to sacrifice something in swiftness in order to gain protection. In our own navy there are, as stated, no armored torpedo craft, it being held that the very thin armor, which alone can be used, is comparatively useless, or worse than useless, whilst it destroys the most valuable quality in these little vessels—their paramount speed. Speed, however, is a relative term. These Argentine destroyers are to steam 26 knots, which would be sufficient to enable them to perform their ostensible duty of putting out of action torpedo-boats proper. It is now generally recognized, however, that "destroyers" are but torpedo-boats of a larger growth, and this is fairly well shown by the fact that the present vessels have each three torpedo discharges, which are certainly not intended for use against small craft. Whatever may be the intention of the designers, however, one may be sure that no naval officer in command of a destroyer would lose the opportunity of bagging a battle-ship or cruiser. For such an opportunity the chief advantage of speed is that it enables the attacking boat to pass "the zone of fire" very quickly. Armor naturally lessens this advantage, but whilst it detains a boat longer under fire, it would keep out a great many projectiles that might otherwise prove fatal. It is, of course, guns of the smaller natures that torpedo craft have most to fear. The very limited target they present warrants them in taking their chance of a blow from the larger and comparatively slower firing weapons. In any case no protection could be provided against these. The machine gun sends a stream of bullets which may almost be likened to a jet of water from a hose, and, once the range were obtained, would soon play havoc with the ordinary thin plating of the average torpedo-boat. It is to keep out these projectiles that 1/2-inch armor has been added to the Argentine boats. This armor entirely surrounds the engines and boilers, the bulkheads at the ends of the machinery space being also of steel 1/2 inch thick. The estimated speed of these boats, 26 knots, may be compared with the 30 knots of the unarmored destroyer Sokol, built by Messrs. Yarrow. The Russian boat, however, though the same length, was a foot narrower, and, moreover, was built of a special steel which enabled the scantling to be lightened.
Messrs. Yarrow have at present a very full yard, the whole of the work being done for foreign governments. There is in course of construction, in addition to the four Argentine destroyers, a large stern-wheel boat for the Russian Government, a twin-screw gunboat for Brazil, and six first-class torpedo-boats for the Chilian navy, besides some smaller craft. At the present time we learn there are about 1100 men employed at the Poplar yard in the construction of these small war vessels.
[BRAZIL.]
BRAZILIAN WARSHIP BUILDING NOTES.
[MITTHEILUNGEN AUS DEM GEBIETE DES SEEWESENS.]
The following war-ships are building: Two battle-ships in France, three torpedo-cruisers and three first-class torpedo-boats in Germany, and two monitors in Brazil.
THE CARAMURA.
The torpedo-cruiser Caramura was launched at Kiel, April 1. The principal dimensions are: Length, 79 ms.; beam, 9.4 ms.; draught, 3.1 ms.; displacement, 1030 tons. Two triple-expansion engines with 6000 I. H. P. to give a speed of 23 knots. Armament: Two 10.5-cm. R. F., six 5.7-cm., and four 3.7-cm. Nordenfeldt R. F. guns; two 45-cm. broadside and one bow torpedo-tubes.
[SAN DOMINGO.]
GUNBOAT RESTAURACION.
Messrs. Napier, Shanks & Bell, Yoker, launched on the 15th inst. the twin-screw gunboat Restauracion, which has been built by them to the order of Messrs. Frame, Alston & Co., London, for the government of San Domingo. The vessel, which has very fine lines, ram bow, and gunboat stern, is the second constructed by the same builders for the republic; but the new vessel differs from her predecessor, the Independencia, in being larger in size and with greater speed, and otherwise better adapted for war purposes, having barbettes fitted on the sides mounted with Hotchkiss quick-firing guns, similar guns being also mounted at the bow and stern. The Restauracion is 214 feet over all by 30 feet beam. Rooms are provided for the President and his suite, besides accommodation for officers and artillerymen. The machinery is being fitted by Messrs. Dunsmuir & Jackson.