A GENERAL DESCRIPTION OF THE WHITEHEAD TORPEDO.
WITH A BRIEF SUMMARY OF ITS PREPARATION, ON BOARD SHIP, FOR A RUN,
By W. J. Sears, Lieutenant, U. S. Navy.
Weight of torpedo, ready for discharge 839 lbs.
Weight of wet gun-cotton (approximately) no lbs.
Length of torpedo 11 ft. 8 in.
Greatest diameter (45 centimeters) 17.7.
Speed, (about) 28 knots.
Range 1000 yds.
The Whitehead Torpedo is built chiefly of steel, and is nearly in the shape of a porpoise. It has a blunt, phosphor-bronze head, and is made in five sections, but dismounted and assembled in three parts. Its motive power is compressed air; it is propelled by two two-bladed screws, revolving about the same axis, in opposite directions, in order to neutralize their individual tendencies to produce lateral deviation. The after propeller is keyed to the main shaft, and the forward propeller to a sleeve or hollow shaft, free to move on the main shaft; by means of bevel gears on the main shaft, and on the forward end of the sleeve, suitably arranged, the propellers revolve in opposite directions.
The torpedo is maintained at constant depth by horizontal rudders, and on a straight course by vertical vanes set at an angle predetermined by experiment. The new models are great improvements on the earlier type in the matter of speed and certainty of work.
The War Head, of sheet phosphor-bronze, is charged with approximately no pounds of wet gun-cotton, and is closed at its base by a bronze bulkhead. In the bulkhead is a moisture tap, through which distilled water may be poured when necessary to make up possible loss of weight by evaporation.
Soldered in the forward end of the war head is the primer case of brass, in which is inserted the dry gun-cotton primer.
The wet gun-cotton is inserted in a series of disks, a sufficient number of them, counting from forward, being pierced through their centers to receive the primer.
The primer consists of a series of small cylinders of dry gun-cotton in a metal case. The forward cylinder is pierced to receive the detonating primer, containing fulminate of mercury and capped with a percussion cap.
The Exercise Head, of steel, is ballasted for exercise by filling it with fresh water.
The War Nose screws into the forward end of the primer case. A traveling sleeve has a thread cut inside, throughout its length, and in this thread works a traveling nut. The nut is turned by a screw fan receiving its motion by its passage through the water. The nut is screwed back by the action of the fan until it rests against the firing pin. A shearing pin holds the latter in place, and as the nut continues to revolve, the sleeve moves out, carrying the fan with it, until the square shaft of the fan is pushed out clear of the nut. The fan then revolves freely. When the torpedo strikes the target the fan, nut and sleeve are driven in, shearing the shearing pin and driving the firing pin against the percussion cap.
Immersion Chamber.—This chamber contains the immersion regulators. It is just abaft the air flask and is riveted and soldered to it. The after end is closed by a bronze bulkhead.
The purpose of the mechanism in this chamber is to control the horizontal rudders, after launching, so as to bring the torpedo to a predetermined immersion and keep it there during its flight. This is accomplished as follows:
A small compartment in rear of the immersion chamber has free communication with the water outside through several apertures in its walls. The pressure of water, due to depth below the surface, acts against a piston; but the water is prevented from getting behind the piston by an annular diaphragm of thin rubber. The motion of this piston, due to different pressures at varying depths, is communicated to the horizontal rudders by means of rods in such a manner that when the torpedo is below its plane of immersion the increased pressure will elevate the rudders, and when it is above the decreased pressure will depress them.
When the torpedo is in its plane of immersion the piston is kept in mid-position by an equilibrium between the pressure of the water and the tension of a spiral compression spring.
Pendulum.—A pendulum, which swings in a vertical plane passing through the axis of the torpedo, acts to maintain the torpedo in a horizontal plane. If the hydraulic piston is acting on the rudder to steer the torpedo up or down, when the torpedo has inclined 3 degrees above or below the horizontal plane, the pendulum swings towards the end of the torpedo that is lowest and counteracts the action of the piston on the rudder. The combined action of the piston and pendulum is transmitted by a system of lever and connecting rods to the steering engine, and thence to the rudder, to maintain the torpedo in the horizontal plane at the set depth.
The Air Flask is a hollow, forged steel cylinder, slightly tapered at the ends, with dome-shaped heads screwed and soldered in each end. A strengthening band, left on the inside surface in boring, is tapped from the outside for three screws for attaching the guide stud. Over a hole in the after head is bolted and soldered the body of the charging and stop valves.
Engine Room.—Next abaft the immersion chamber comes the after body, containing two compartments; between them is a bulkhead. The joint is made tight by a rubber gasket. To this bulkhead the propelling machinery is secured. The engine room contains the main engine and oil cup, the valve group, the sinking and retarding gear, the steering engine, and the locking gear.
The Whitehead Torpedo Engine consists of three cylinders, fixed radially about the propeller shaft, with their axes 120 degrees apart. Within the circular enclosure at the junction of the cylinders the main crank is free to revolve, and receives its impulse from the piston of each cylinder in succession. The compressed air is admitted behind the piston and evacuated in proper order by means of three slide valves, each working in a separate chest, on the forward face of each cylinder; but all regulated by a single cam, keyed to the main shaft.
The Depth Index.—The head of a spindle is accessible from the outside of the shell, which, when turned by a socket wrench, compresses the spring acting against the hydrostatic piston, and thus increases the resulting immersion of the torpedo. Graduations on the index sleeve show the number of turns to give the socket wrench for the desired immersion. The depth index is then clamped by screwing down a clamping nut.
The Steering Engine is operated by air at the working pressure of the main engine, and transmits the action of the immersion mechanism to the rudder.
The combined action of the pendulum and hydrostatic piston is transmitted by a rod to the steering engine valve, which controls the action of the steering engine, and thence the position of the horizontal rudder.
The forward end of the valve rod screws in a union which connects it with the rod from the immersion mechanism.
Rigidly attached to the valve rod is a star wheel with six points, called the valve star.
Turning the valve star shortens or lengthens the valve rod, thus limiting the rudder movements.
It is usually set to give four divisions of down-rudder and three of up-rudder. The divisions are marked on the top blade of the tail of the torpedo.
The forward end of the steering rod acts against a spiral spring. When, at the end of the run, air is cut off from the steering engine this spring forces the steering rod forward, puts the rudder up, and brings the torpedo to the surface.
The Reducing Valve is balanced between the pressure of a spring tending to raise it from its seat and the pressure of air on top of it tending to seat it. The object is to regulate the pressure of air admitted to the engine. A crank is used to screw down a plug which compresses the spring. The number of turns to be given this regulator plug for different speeds is given in a table.
The Starting Lever admits air to the reducing valve, from whence it passes to the main engine. Before the torpedo is launched the lever lies flat along the upper surface of the shell, the end pointing forward. When the torpedo is launched the starting lever catches under a tripping latch, in the tube, and is thrown back.
The Distance Gear provides means for automatically closing the reducing valve, and thus stopping the engines, after the torpedo has run a predetermined distance.
In general terms the action of the distance gear may be described as follows: A spindle, with a square head, is accessible from the outside of the torpedo, through a hole, and may be turned by a socket wrench. The spindle has a worm on its lower end, which engages the teeth of a wheel, with cogs around a portion of its circumference, called a distance sector. One turn of the spindle revolves the sector one tooth, and the number of turns for any distance is given in the table furnished.
The distance sector having been set for any distance, when the torpedo is set in motion the sector is revolved in the opposite direction to that in which it was turned in setting by suitable connections with the main shaft. When the sector has revolved back to the proper position it releases the tension on the spring of the reducing valve, which closes, and shuts off the air from the main engine.
Retarding Gear.—The object of this gear is to retard the admission of air to the engine from the instant of launching until the torpedo enters the water, thus preventing undue racing of the engine. A lever, called the retarding lever, is so arranged that when it is in a certain position (its after position) it will allow the reducing valve to open only slightly, thus throttling down the main engine. This lever is operated by a bell crank lever, to which is riveted a thin plate of steel, called the water tripper. When not in operation the water tripper lies flat along the surface of the torpedo. Before the torpedo is launched the water tripper is raised to a vertical position. When the torpedo is launched its rush through the water throws the water tripper down flat and releases the reducing valve to its full action.
Sinking Gear is provided for use in action for the purpose of sinking the torpedo at the end of an unsuccessful run. It is advisable, however, to remove one of the drain plugs in the after body (which will accomplish the same result) instead of using the sinking gear.
Locking Gear.—When the torpedo is launched the inertia of the pendulum causes it to lag to the rear, thus causing the torpedo to make a deep initial dive. To prevent this, locking gear is provided, which locks the steering engine valve rod until the pendulum will act independently of its inertia. The locking gear is attached to the after face of the immersion bulkhead, and the locking is accomplished by inserting a stiff rod through a hole in the top of the shell and forcing down a ratchet bar, which, acting through an arrangement of levers, locks the valve rod of the steering engine. A small pinion, by the engagement of its teeth with the teeth of the ratchet bar, holds the latter down against the tension of the spring.
This pinion receives a motion of rotation from the main engine, and thus gradually releases the ratchet bar, which in turn releases the valve rod of the steering engine.
The position in which the rudder is locked up, down, or horizontal, is regulated by a locking star. This position is determined by trial before entering the torpedo in the tube, the propellers being locked with the yoke, and the starting lever then thrown back for an instant.
The Tail of the torpedo consists of the part abaft the after body, comprising the gear box, the tail tube, and the frame of the tail. The latter consists of a forward and after cone, each carrying a pair of vertical flat blades and a pair of horizontal ones. The forward and after blades are joined stiffly together by rails. On the upper edge of the top rail is a guide which enters the guide slot in the tube in launching.
The gear box carries the bevel gears by which the motion of the main shaft is transmitted to the outer tubular shaft in a contrary direction.
The propellers, of steel, are two-bladed and are carried in tandem, the forward one, right handed, on the outer tubular shaft, and the after one, left handed, on the main shaft.
The rudder, of steel, is carried at the rear end of the tail, and is connected with the steering engine rod by a series of levers carried around the propellers on one of the vertical flat blades. Its motion is limited by a wedge.
The vertical vanes are set when the torpedo has its trial. They are pivoted at their forward ends, and can be swung on their pivots, to starboard or port, to give permanent rudder effect.
Preparation, on board Ship, of the Whitehead Torpedo for a Run.
Start air pumps, to charge accumulators.
Put yoke on propellers.
Close starting lever.
Enter head of torpedo in tube.
Put rope sling under after body, raise it from truck, at same time elevating breech of tube, as necessary, for torpedo to clear truck.
Place loading staff against end of propeller shaft and shove torpedo into tube, with guide stud just entering guide slot.
Remove charging valve plug.
Screw in valve end of charging pipe.
Open stop valve.
Open valves in air pipe between separator and torpedo.
Examine torpedo for leaks.
Try Steering Engine.—To do this admit air to steering engine by lifting the starting lever slightly. Insert a small rod through hole in shell of torpedo, place its end between the valve star and locking jaws, and move the steering valve rod as far forward, and then as far aft, as possible. This should give four divisions down rudder and three up rudder.
Set Distance Gear by means of socket wrench, inserted through a hole in the engine-room door, fitting over the square upper end of the adjusting spindle. The adjustment card gives the setting for 400 and 800 yards range.
See that the friction cam pin bears against the distance sector stud.
Set the Regulator.—Insert the crank, with a square head, in the square socket of the head of the regulator plug. Screw the plug up until its upper face is flush with the top of the regulator body. The adjustment card gives the number of turns to be given to the plug to obtain maximum speed for a 400 or 800 yard run.
Adjust the Locking Star.—The locking star is to maintain the rudder up, down, or horizontal while the rudder valve is locked. The adjustment is made with a rod, or screw-driver, inserted through a hole in the shell, on the side of the torpedo, the end pressing against one of the points of the star. Turning the star to the right (looking towards the head of the torpedo) moves the locking jaws aft and puts the rudder down; turning it to the left puts the rudder up.
Adjust the Valve Star.—The valve star is to set the valve of the steering engine, and thus control the throw of the rudder. This is done by turning the star, which practically shortens or lengthens the valve rod. The star is turned by inserting a rod or screw-driver through a hole in the shell, the end pressing against one of the points of the star. Turning towards the right (looking towards the head of the torpedo) shortens the valve rod and puts the rudder down; turning to the left puts the rudder up. A scale of divisions is marked on the top blade of the tail. When the valve is moved its full throw, the rudder movement is four divisions down and three up. The adjustment card gives the adjustment for the valve star.
Set the Ratchet Bar.—Lock the steering engine valve rod by pushing down the ratchet bar with a stiff rod inserted through a hole in the top of the shell of the torpedo. The number of teeth to engage for any distance is given on the adjustment card up to 13 teeth, the total number, which corresponds to a run of 100 yards.
Lift the starting lever slightly and test locking. Lower starting lever.
Why Locked.—The steering engine valve rod is locked to prevent the rudder acting while the torpedo is gathering its headway. The inertia of the pendulum causes it to lag to the rear, which would put the rudder down and cause a deep initial dive. The valve rod is, therefore, locked until the pendulum will work independently of its inertia, when it is automatically released.
If it is desired to set the ratchet bar for any distance corresponding to the interval between any two teeth, insert a socket wrench through a hole in the bottom of the shell and turn the square-headed stop-screw. This is an adjustment seldom made.
Vertical Vanes.—See that the vertical vanes are set according to the adjustment card.
Depth Index.—Put the socket wrench on the head of the spindle and screw it down until set to the depth (in feet) shown by graduation on the index sleeve. These are stamped on the sleeve for 5, 10, 15, and 20 feet. The depth index is put in place with the mark 5 corresponding with the fore and aft line. Starting from this point, adjust to any greater depth for the torpedo to run by turning the spindle of the depth index until the mark on the index sleeve comes to the fore and aft line; then set up the clamp nut.
Oil Cups.—Fill valve group oil cup, gear box oil cup, engine-room oil cup, and oil after bearing. The oil in the valve group oil cup is for packing, and is forced out by pressure of air.
See all drain plugs in the after body closed.
Close valves in charging pipe; unscrew charging pipe, and screw in plug.
Lift firing lever and put in safety pin.
Lift water tripper.
Raise tripping latch and shove torpedo in tube.
Take off yoke and see propellers turned until notch on end of shaft is S.S.E. (This is to prevent engine being on center, as the cylinders cut off at y3 stroke.)
Work firing lever up and down, to see that stop pin is not jammed.
Close door of tube; load, prime, point, and fire.
THE UNITED STATES BATTLE-SHIPS ALABAMA AND CLASS.
[Reprinted from IRON AGE, Nov. 26, 1896]
From a paper on the new battle-ships, read by Chief Constructor Philip Hichborn, U. S. N., at the recent meeting of the Society of Naval Architects and Marine Engineers, we take the following:
DRAFT.
In the paper presented to the society at its last meeting I mentioned some of the limitations and restrictions imposed upon those responsible for the designs of our war vessels, and it will be remembered that one of the principal difficulties enumerated was that due to the shallowness of our harbors. The absolute limitation in draft imposed by this condition greatly complicates the design when so many other elements have to be taken into consideration; but the success attained in this direction is believed to be quite satisfactory, since the draft of the new battle-ships is only 23 feet 6 inches at their normal displacement, with all outfit, and two-thirds supply of stores, ammunition, etc., on board and 800 tons of coal in the bunkers.
SPEED.
As in all recent designs of battle-ships for the United States Navy, a moderate speed only has been attempted, as it has generally been held in this country that the high speeds aimed at by some foreign navies were not desirable in battle-ships when obtained by sacrificing other and more essential qualities. For this reason the designed speed of our recent battle-ships is more than a knot less than that required for some new foreign designs; but this speed is still much greater than will ever be employed in fleet tactics, or the actual operations of war; in fact, the highest speed heretofore adopted in fleet tactics with battle-ships has rarely exceeded 12 knots. Moreover, the speed developed by our vessels during their contract trials is maintained steadily for four hours and is not a mere measured mile record, thus affording a very accurate measure of the endurance which might be expected in actual service—a test which the measured mile record of certain foreign services does not afford.
FRAMING, SPECIAL FEATURES, ETC.
The framing of these new battle-ships is slightly different from that hitherto in vogue in vessels of this class in our service. The main frames are continuous from the keel to the armor shelf, and again from the armor shelf to the upper deck. The longitudinals are of course continuous, their lower edges being scored over the main frame angles and the lower angles of longitudinals being worked intercostally. The upper angles of longitudinals are, however, continuous, while the reverse bars are worked intercostally. Between the frame angles and reverse bars are worked bracket plates of uniform width, flanged at one end so as to connect with the longitudinal, and also flanged at the other end to give local stiffness. In this manner great rigidity is given to the floors of the vessel and there is less liability to damage in grounding or docking; at the same time this flanged floor plate provides greater strength of structure with the expenditure of less weight.
Docking keels are also provided, the extremities of these keels terminating at the athwartship planes passing through centers of 13-inch turrets, the bottom surface of the docking keels and the middle line keel of the ship being in the same horizontal plane.
ARRANGEMENT OF BOILERS AND COAL BUNKERS.
In the arrangement of coal bunkers special care has been taken to provide easy stowage and accessibility for firing, at the same time affording good coal protection for the boilers. There are athwartship bunkers at each end of the boiler space, and large longitudinal bunkers at the sides, all of these bunkers opening directly into the fire-rooms. A distinct departure from former practice in our service has been made in the arrangement of boilers, which, instead of being placed fore and aft, are placed athwartships, with the furnace doors and fire-rooms on the outboard side. This affords excellent facilities for firing and also provides easy communication between the fire-rooms.
HULL PROTECTION.
The hull is protected against injury at the water-line region by heavy tapered armor of a maximum thickness of 16 1/2 inches, and extending from 3 feet 6 inches above to 4 feet below the normal load water-line. The maximum thickness is maintained for the entire length of the engine and boiler spaces. Figs. 1 to 4. From the forward athwartship coal bunker bulkhead the thickness is gradually reduced until it reaches 4 inches, which thickness is maintained to the bow. At the top of the belt, for the length of engine and boiler spaces, a flat protective deck 2 3/4 inches in thickness, worked in three layers, extends from side to side of vessel, being tap riveted to upper edge of side armor. Forward of the machinery space, however, the protective deck is turned down or inclined to the armor shelf level. Thus, any projectile passing through the vertical armor would, even if it were not broken up or deflected in its passage, have to encounter a sloping deck 3 inches in thickness. Abaft the heavy armor belt the protective deck is worked in a similar manner to that described for the forward end of the ship, except that the slope plating is increased to 4 inches in thickness in order to afford greater protection to the steering gear. Where the protective deck is inclined at the sides, as above described, coffer dams 3 feet in width and extending to the top of armor belt are provided, and are to be packed with corn pith cellulose, compressed to a density of 6 pounds per cubic foot.
To provide as far as possible against the serious damage to the boilers and engines due to a raking fire from forward or aft, the opening between the flat deck and the sloping sides is, at each end of the machinery space, closed by diagonal armor bulkheads 12 inches in thickness.
From the top of the thick belt, extending to the main deck, the hull is further protected by a belt of light armor 5 1/2 inches in thickness; this armor extends from barbette to barbette, ending in diagonal bulkheads in line with the 12-inch bulkheads below. Within the limits of this belt the broadside torpedo tubes are placed. Inboard of this 5 1/2-inch armor, and extending well forward and aft, as shown on plans, are worked coffer dams 3 feet in width and 3 feet high, the top of the coffer dams being 6 1/2 feet above the load water-line. These coffer dams are also filled with corn pith cellulose packed to the same density as those on the protective deck.
The side of ship between main and upper decks, and from forward barbette to a point just forward of the after turret, is protected by 5 1/2 inch armor, with diagonal armor terminations, the forward one being worked immediately over the diagonal bulkhead of the deck beneath. Within this light redoubt are placed eight of the 6-inch rapid-fire guns. Thus the central portion of the vessel is completely inclosed by a continuous wall of armor extending from 4 feet below the load water-line to the level of the upper deck, a distance of about 23 feet, and the walls of this redoubt are in no place less than 5 1/2 inches in thickness.
In addition to this very complete protection of the greater part of the 6-inch rapid-fire gun battery against the entry of smaller projectiles, the guns' crews are still further protected by 1 1/2-inch splinter bulkheads worked between each pair of 6-inch guns, thus minimizing the effect of exploding shells, even though they should enter the armored redoubt.
The other 6-inch gun positions, on the gun deck forward and on the upper deck amidships, are protected by armor 6 inches in thickness, that on the upper deck being turned in at the ends so as to afford protection against raking fire.
The conning tower, situated as shown on the drawings, is protected by armor 10 inches in thickness, being connected with a central station below the protected deck by a tube, the walls of which are 7 inches thick.
In addition to the conning tower forward, these vessels are provided with an armored signal tower at the after end of the superstructure deck, the walls of this tower being 6 inches in thickness.
THE BATTERY AND ITS PROTECTION.
In the character and arrangement of the battery of the Alabama class decided changes have been made from the designs of former ships of this type in our service. In the first place, the 8-inch battery has been entirely abandoned, and the calibers of the heavier guns reduced to two, viz., 13-inch and 6-inch guns. This departure was made upon the recommendation of a special board which was ordered to report upon the whole question of battery arrangement, etc., the ground taken by the board being that the use of an intermediate caliber, such as the 8-inch gun, was unnecessary, and complicated the arrangements for ammunition supply.
Of course many arguments may be advanced for as well as against the findings of the board, but the arrangement adopted in the Alabama class is in line with recent foreign practice and will undoubtedly give good results.
The main battery will consist of four 13-inch guns, mounted in pairs in turrets forward and aft on the midship line, and protected by armor 15 inches in thickness, with port plates 17 inches thick. The ammunition hoists and revolving gear of turrets are protected by barbettes 15 inches thick, except over the arc within the diagonal armor, where the barbette is reduced to a thickness of to inches, to save weight.
The turrets are oval in shape, with the front plates slightly inclined and the rear plates vertical, in order to give ample room for the handling of the guns and their loading appliances. The center of gravity of the revolving parts is in the axis of rotation, so that the turret is balanced and can thus be turned by its engine without serious retardation, even when the ship has a heavy list. The forward turret is at the level of the forecastle deck, the axis of the guns being 26 feet 6 inches above the normal load water-line; the after turret is on the main deck, the axis of the guns being 19 feet above the normal load water-line. Each pair of guns sweeps an arc of 135 degrees from the midship line.
Three sighting hoods are provided for each turret, the one in the middle being for the turret turner, whose sole duty is to keep the guns pointed at the target, as far as their lateral direction is concerned. The hoods on each side are for the gun pointers.
Between these 13-inch gun emplacements, and within the armored casemate previously described, are eight 6-inch rapid fire guns in broadside. These guns are capable of a total arc of train of 90 degrees and are protected by 3-inch shields supported on the carriage and the 5 1/2 inch armor of the casemate. Each gun is separated from its neighbor by 1 1/2-inch steel splinter bulkheads. Four more 6-inch rapid-fire guns— two on each side—are mounted on the upper deck, above this casemate; they are protected by 6 inches of armor, and are capable of firing fore and aft. On the gun deck forward is another pair of 6-inch guns protected by an armor plate 6 inches thick.
The auxiliary battery consists of seventeen 6-pounders and six 1-pounder guns, mounted where practicable to obtain good command and yet be clear of the blast from, and interference with, the rest of the battery. Four broadside torpedo tubes, situated as shown on plans and protected by 5 1/2 inches of armor, complete the armament of these vessels.
The following table gives the weight of fire of one discharge (neglecting the auxiliary battery) from all the guns available on the bearings given, and affords an interesting comparison of the relative weights of fire of these vessels as compared with the Kentucky, Iowa and Indiana classes. There is also given a table showing the complete batteries for the same vessels.
Table of Weight of Battery Fire for First-class
Battle-ships of the United States Navy.
Ahead or astern. Bow to quarter.
Pounds. Pounds.
Alabama class 2400 5100
Kentucky class 2700 5750
Iowa 2766 4499
Indiana 3400 5600
HULL.
Length on load water-line 368 feet.
Length over all 373 feet 9 inches.
Breadth molded 72 feet
Breadth extreme 72 feet 2 1/2 inches.
Freeboard forward 20 feet.
Freeboard aft 13 feet 3 inches.
Freeboard amidships 19 feet 10 inches.
Mean draft (with 800 tons coal
And two-thirds stores and
two-thirds ammunition) 23 feet 6 inches.
Corresponding displacement 11,520 tons
Speed per hour, in knots 16
I. H. P. 10,000
Mean draft (with all stores,
provisions and ammun’n
and 1200 tons of coal
on board) 24 feet 7 inches.
Corresponding displacement 12,140 tons.
ARMAMENT.
ARMOR.
Material: Harveyed nickel steel.
COMBINED LINE I CANNOT RECREATE
Height of upper edge above normal load line 3 feet 6 inches.
Total depth of belt 7 feet 6 inches.
Side armor above main belt, thickness 5 1/2 inches
Superstructure armor, thickness 5 1/2 inches
Turret armor (13-inch guns), thickness 17 and 15 inches.
Barbette armor, thickness 15 and 10 inches.
Protective deck armor, thickness 2 3/4 to 4 inches.
Conning tower armor, thickness 10 inches.
MACHINERY.
The main propelling engines will be of the vertical, inverted cylinder, direct-acting, triple-expansion type, and will be placed in two water-tight compartments separated by a middle-line bulkhead.
COMBINED LINE I CANNOT RECREATE
Number of revolutions for above I. H. P. 120
Diameter high-pressure cylinder 33 1/2 inches.
Diameter intermediate cylinder 51 inches.
Diameter low pressure cylinder 78 inches.
Length of stroke 48 inches.
Cooling surface of main condensers 7,000 square feet.
Cooling surface of auxiliary condenser 800 square feet
There will be eight single ended steel boilers of the horizontal return fire tube type, placed in four water-tight compartments.
Working pressure (pounds per square inch) 180
Total heating surface of all boilers 21,200 square feet.
Total grate surface 685 square feet.
Number of furnace flues 4
Diameter of flues 39 inches.
CRUISERS WITH RAMS.
[ENGINEERING.]
Although there is much difference of opinion as to the tactical advantages of the ram in warfare, there is none as to the possibility of conditions arising where it would be of effective use, and it is interesting to note that in the design of a class of cruisers now being completed in the Dockyards, special attention has been devoted to the strengthening of the ship forward, so that they may use their ram without the least fear of serious damage resulting to their structure. These vessels are known as fleet cruisers, and one of them—the Furious—is to be launched to-day (Dec. 3) at Devonport; a second—the Gladiator—we believe will be floated on Dec. 8, at Portsmouth. The Vindictive is building at Chatham, and the fourth—the Arrogant—is being completed at Devonport. It is important, however, to note that they are as effectively armed as ordinary cruisers, and thus one serious objection to special ram ships is removed. Hitherto armament has been made a secondary consideration in such vessels. After the demonstration of the effective use of the ram in the American war and at Lissa, we, in common with some other nations, built light ships with powerful rams, and with one, or at most a couple of guns, mounted in a forward turret. The old Hotspur and Rupert represent this stage in the evolution of the class. In the succeeding ships, the Hero and Conqueror, heavier guns, and a turret with weapons for stern fire, were fitted, with larger engine power. Later, as a result of the agitation headed by Admiral Sir George Sartorius, the Polyphemus was built, her only function being to ram, and thus her armament consisted of light guns to ward off torpedo attack. The absence of guns was regarded by some as a satisfactory feature, since their smoke might have affected the steering towards the enemy to be rammed. The officer fighting the ship, however, could have silenced his guns and freed his course of smoke at the crucial moment; but even if the objection were well founded, it is removed by the use now of smokeless powder; and a cruiser, primarily designed for ramming, should also have heavy bow fire.
The cases of ramming have not yielded much instruction except in one point, and that seems to be that the ship ramming is as likely to be injured, although perhaps not so disastrously, as the one rammed. This is especially so when both are manoeuvred, a circumstance proved in the case of the Camperdown-Victoria collision in June, 1893; while at Lissa there is the case of the Kaiser being more injured than the Portogalla which she rammed, so that Sir William White, the Director of Naval Construction, in the new ram cruisers has done well in meeting this objection, for, as shown in the sinking of the old Vanguard, of the Grosser Kurfurst, of the Cumberland in the American war, and of the Huascar in the Chili-Peruvian war, ramming can be effective, and it is necessary to specially provide for it. In the Furious and the other vessels of the class, the stem is massive and well braced to the interior structure, the framing is heavy, the shell plating is 1 in. thick, and over this there is nickel steel armor plating 2 1/2 in. thick, extending for a very considerable distance aft, although with decreasing depth. At the stem it is the full depth of the ship, but the top edge curves downwards and the bottom edge upwards, so that the belt continues at the water line for a distance of quite 50 ft. from the ram. Another necessity is quick manoeuvring. The most effective cases of ramming in warfare, that of the Huascar and Cumberland, for instance, were when the enemy was at anchor. That, however, is a contingency not to be depended upon, and two opposing ships may have the same desire to ram. Effective speed and manoeuvring will greatly assist calm judgment in such a case, and everything that wide experience can do has been done in the Furious class. There are two rudders, one forward, the other abaft, the twin propellers. The deadwood is cut away; in other words, the flat plate keel slopes upward, giving the propellers a clear sea in which to work. The after rudder is of the usual balanced type and worked in the ordinary way, the bottom of the rudder, like the propeller brackets, being supported on framing. The small auxiliary rudder forward is of the same type. It is worked by worm gearing from the same head as the main rudder. The speed, an important element also, is to be 19 knots, and the dimensions of the ship have been minimized to improve the manoeuvring qualities. They are the shortest cruisers for their size in what may be termed the modern Navy, for although of 5800 tons displacement they are only 320 ft. long by 57 ft. 6 in. beam, and their mean draft is 21 ft.
A strong feature, as we have already suggested, is the weight of bow fire. On the forecastle there is to be mounted in a central position a 6-in, quick-firing gun, protected by a 3-in. shield, while a little further aft on either side is a gun of the same calibre, similarly protected. These guns fire in line with the keel and 30 deg. abaft the beam, and as the forecastle deck is formed with what is known in the merchant service as a turtle back, the possible depression of these guns will be greater than with ordinary ships. An indent is made so that the top of the anchors when housed may be flush with the deck. The stern fire consists of a 6-in, gun mounted on the upper deck. There is no poop, but an extensive bridge aft as well as forward with a gangway between, made convenient also for working the boats. In addition to this after 6-in. gun, there is on either side a 12-pounder. On each broadside are three 4.7-in, quick-firing guns, firing through 180 deg. There are also 12 smaller quick-firing guns, so that the cruisers are well armed.
For protection there is an armored deck right fore and aft, and the engines are completely under it. Along either side are arranged the coal bunkers, while over the protective deck again there are coal bunkers, and these are divided longitudinally by three bulkheads, as well as by the usual athwartship divisions. The normal coal capacity is 500 tons; but this may be considerably augmented, so that in this, as in all other recent cruisers, a wide radius of action has been provided for.
The boilers are of the Belleville type, the engines of the triple expansion design.
LIQUID FUEL.
Experiments have been in progress for more than a year, chiefly in the Hudson river, with torpedo boat No. 2, belonging to the Maine. They have resulted so happily that the engineers have made a report favoring the adoption of the fuel under given conditions upon certain minor craft, such as tug boats and torpedo boats. If the results foreshadowed in this report shall be realized a revolution is at hand in the fuel for war ships and all ocean going craft.
The Experimental Board of Naval Engineers consists of Chief Engineer H. S. Ross, of the Massachusetts, and Chief Engineers Lewis J. Allen and George Currie, Jr. They were designated about a year ago, by Chief Engineer G. W. Melville, Engineer in Chief of the Bureau of
Steam Engineering, U. S. N., to experiment with an invention submitted by J. S. Zerbe, chief engineer of the Consolidated Gas Company.
A SEVERE TEST.
They have submitted the apparatus to the severest possible test. Their operations have been known to the naval officers of all the nations, and several foreign countries have applied to have a share in them, but this was refused, as it was deemed wise to preserve the utmost secrecy.
The tests of a new fuel for steam vessels are cheapness, ease of operation, economy of room and general efficiency. The Board reports favorably upon the Zerbe apparatus in respect of all these points. The evaporation was found to be seventeen, eighteen, nineteen and twenty pounds of water, at various pressure, to one pound of oil, or more than double that of the best coal with the same boiler. The pressure of steam was constant, which means economy of fuel and equalization of pressure upon the machinery. There were no ashes nor dirt to injure the fine mechanism, and no stokers were required. The fuel can be put on board at sea.
Other important advantages are claimed for the new device. It is said to be as safe as coal and to occupy so much less room that a vessel having a steaming radius of 1000 miles with coal would be able to steam 2000 miles with the same bulk of petroleum. The waste space now devoted to water ballast forms, it is said, a perfect petroleum bunker, to be reoccupied by water as the oil is consumed: For the commercial marine this would mean a cubic foot available for freight for every cubic foot of coal bunking space saved.
NEW FIRE BOX.
The equipment of the fire box constitutes the most important departure in the new invention. The grate bars of the ordinary furnace are utilized for the purpose of forming thereon a brick bed. This bed is composed of bricks which have grooves partially across one face. They are laid on the grate bars at an angle of forty-five degrees, thereby forming air ducts over the entire surface of the bed and also making a corrugated surface.
Instead of injecting the oil through round injectors, a fan shaped spray is distributed over this foraminous bed, which bursts into flame on striking the bed, heating up the latter to incandescence. The air passing through the grooves and uniting with the carbonic gases generated by the contact of the oil spray with the heated brick makes a perfect oxy-hydrogen flame.
For injecting the oil and breaking it up compressed air is utilized.
EXPERIMENT UNDER DIFFICULTIES.
The torpedo boat upon which the experiment was conducted was originally designed for coal, hence there was no available space within the hull in which to locate oil tanks. It was necessary to place tanks fore and aft within the cockpits. A specially designed duplex pump was located in the fire room, one side of which pumped sea water into the bottom of the oil tanks, and the other side of the pump was connected with the top of these tanks for the purpose of pumping oil from them to the burners in the furnace. By this means the tanks are always filled with liquid, preventing the swashing motion so dangerous and offering the further advantage of never changing the submergence and trim of the vessel.
The Maine's torpedo boat No. 2 had a speed limit of 13 1/2 knots with coal. It attained to more than 14 knots with oil, having aboard a crew of seventeen men and six tons of coal.
It is said that the Holland submarine boat will probably be equipped with the new invention for further experiment.
CANET'S DUPLEX MOUNTING FOR QUICK-FIRING GUNS.
[ENGINEERING.]
Mr. G. Canet, of the Forges et Chantiers de la Mediterranée, of La Seyne, Havre, and Paris, has recently devised a new method of mounting guns in pairs for working on one platform. The mounting is composed of a twin sleeve surrounding the rear part of the guns, and carrying in front the trunnions that are supported by the side brackets of the frame. On the upper part of the sleeve are the brake cylinders, and the compressed air reservoir by which the guns are brought back automatically; on the lower part of the sleeve is the locking slide of the elevating gear. The brakes are of the Canet system, with the central rod of variable section. The brake plunger has on each side a rod of different diameter. The smaller extends backwards, and is connected to the crosspiece fixed to the breech of each gun; the larger enters the cylinder during the period of recoil and drives out a part of the liquid it contains; this liquid acts through a pipe and valve on the piston of the central cylinder, in which the air is compressed in front of the piston. At the end of the recoil the valve closes, but a second pipe open to both sides of the valve, and controlled by a lever outside, allows the liquid previously driven out, to flow back into the brake cylinder, under the influence of the air compressed in the receiver, thus throwing the gun forward into firing position. According to whether the bye-pass pipe is opened or closed at the moment of firing, the guns are run out at once, or are held back. The central variable rods are fixed to the projections on the upper part of the sleeve. They move, during recoil, inside the piston rods, thus constantly changing the area of the openings of the brake. The sighting devices are attached to the sleeve on the mounting. The guns are trained for elevation by a toothed sector, fixed under the sleeve; into this gears a pinion worked through a countershaft by means of a hand controlling wheel and a pitched chain. The turning platform rests on a live ring of hard steel balls, and it can be trained either by hand or by an electric motor. The mechanism of this part of the mounting comprises a fixed toothed ring, two pinions gearing into it, and a third pinion on the shaft of which is mounted, by means of a special compensating device, a helicoidal gear. An endless screw drives this gear, and is itself actuated, either by a pair of bevel wheels connected with the electric motor, or by a pitched chain transmission worked by hand. By means of a clutch the hand or power gear can be thrown at once into operation. A supply of ammunition is furnished to the gun by a central endless chain moving with the platform on the well-known Canet system, and delivering at the side of the mounting. Provision can be made for a store of projectiles being placed close to the platform, in which case only the cartridges would have to be delivered from below. This method of mounting, which is applicable to all calibres of quick-firing guns, possesses the following very considerable advantages: The weight and bulk of the mounting are reduced to a large extent, and consequently the weight and cost of the shield and local armor are also reduced. This reduction in weight means that the power of the ship for offensive purposes can be correspondingly increased. The axes of the two guns being as near as possible, the strain arising from firing one gun is reduced to a minimum, consequently the wear of the mechanism from lateral training is also reduced. The men training the guns have all the necessary mechanism conveniently arranged, so that the guns can be fired more rapidly and with a reduced personnel. Both guns are elevated simultaneously; from this it follows that after a round has been fired successfully, a second round can follow immediately, or if any correction is necessary it can be very rapidly executed. By this means the efficiency of the armament is increased. The arrangement has been developed from the twin mountings previously installed by M. Canet on the Prat, the Jauréguiberry, etc. But in these mountings the guns were trained independently, and were of necessity placed farther apart from each other.
EXPERIMENTAL TEN-INCH WIRE WOUND BROWN SEGMENTAL GUN FOR U. S. ARMY.
[SCIENTIFIC AMERICAN.]
The Ordnance Department U. S. Navy has taken in hand the construction for experimental purposes of a 10-in, wire wound Brown segmental gun.
The advantages claimed for the core of the gun in this system are as follows:
1.—In consequence of the small weight of each of the component parts of the gun, crucible steel can be used economically. 2.—The small size of the segments, and the ingot from which they are rolled, admit of being carefully cast and uniformly forged, so as to insure uniformity of metal and of being thoroughly annealed. 3.—As they can be readily rolled into shape, the method of construction is exceedingly economical. 4.—They can be thoroughly and conveniently inspected. 5.—The size and thinness of each segment insures a thorough and uniform tempering and annealing, if temper be considered desirable. 6.—The size of the segments admits of readily setting up conditions of special elasticity by cold work.
This latter feature is by far the most important one in this system of construction, as it renders it possible to use a character of steel far beyond anything heretofore employed in the core of a gun. The core of such a gun whose bars or shoes have been hardened, annealed and cold drawn could readily be wound so as to produce a compression between the segments of 112,000 pounds to the square inch without exceeding the elastic limit of the weapon.
In the manufacture of the 10-inch Brown gun the production of the segmental core is the most novel feature. The segments, which are made from open hearth steel, are cold drawn and are tapered and beveled in the working. This is done so accurately that no machining is necessary. They are assembled vertically, with the large end down, in much the same way as a cooper assembles a barrel, and are temporarily held together with three-part clamps placed one foot apart. The core is then put in a lathe, the two ends are machined, and the breech and muzzle nuts are shrunk on. The lathe is then set at the taper of the finished gun, and the outside of the core is turned down from nothing at the breech nut to a depth equal to the thickness of the wire, at twelve inches from said nut. Here the operation is again repeated for another twelve inches, and so on until the muzzle nut is reached. The steel wire is 1/7 of an inch square in section, with a sectional area of 1/49 an inch. The end of the wire is keyed into the gun at the breech nut and it is wound on at the required tension by means of the automatic winding machine. When the wire reaches the shoulder it is tightly wedged in against it, turned over, and keyed into the gun. The next layer is started at the second shoulder, 24 inches from the breech nut, and wound back to the breech. The third starts at the breech and runs to the third shoulder, the successive layers running in contrary directions until the necessary amount of wire is laid on. The gun is then bored out, heated internally by gas, and shrunk onto a thin steel liner. The chase jacket is shrunk on in two foot sections. The trunnion jacket is interlocked at the breech end by shrinking on, and fits with a slip joint over the chase. The breech closure is screwed into the projecting end of the jacket, and the trunnion ring is screwed on over the front end of the same jacket, so that the recoil of the gun is taken up, directly by the jacket and transferred by the trunnions to the gun carriage. The longitudinal stress is taken in part by the longitudinal segments. In addition to this, the method of cross wrapping the wire in itself imparts considerable longitudinal strength to the gun.
The winding of the wire at a constant tension is done by an ingenious machine. It consists of a stout frame, bolted to the lathe carriage, which is provided with a large overhead spool to carry the wire, and a small car which runs on a track at right angles to the axis of the gun. Upon the car are journaled two sets of adjustable steel rollers, between which the wire passes and by means of which the necessary tension is given to the wire as it passes to the gun. The pressure between the rollers is regulated by means of coil springs, controlled by thumb-screws. The two sets of rollers are geared to two brake wheels above and below the car. The upper brake wheel has a fixed brake. The lower brake is automatic in its action and is controlled by the position of the car. From the rear of the car a set of wires passes over a pulley which is suspended between the vertical frames, and down to a bracket which carries a certain amount of dead weight. The winding is started with the weight resting on the floor. The hand wheel on the brake is then turned until the weight is raised, when the tension in the wire equals the weight. As the car travels toward the gun, the brake wheel is released by an automatic gear and the car soon finds a position of equilibrium. The brakes are kept cool by water pipes.
The wire used in the construction of the 10-inch gun will have a total length of 75 miles.
The high quality of steel which it is possible to use in the segmental wire gun is evident from the official tests of the metal put into the 5 inch gun of this pattern. The segments showed an elastic limit 126,000 pounds per square inch and an ultimate strength of 176,000 pounds per square inch; the wire shows an elastic limit of 230,000 pounds and an ultimate strength of 262,000 pounds per square inch.
SHIPS OF WAR AND NAVAL NOTES.
[THE UNITED STATES.]
THE MASSACHUSETTS.
Between 7.30 and 9.30 P. M., Oct. 22, the full speed trial under natural draught prescribed by the Department's instructions was run. The average revolutions of the starboard engine were 101.26, of the port engine l01.15. Speed by patent log 12.9 knots. The engines ran smoothly and gave no trouble. The coal used was a mixture of Eureka and New River. The average indicated horse-power of the main engines for the two hours' run was 5044, and the average coal consumption per hour was 12,100 pounds, 230 pounds per horse-power.
The ship was run to the northward and eastward during the night of the 22nd, and on the morning of the 23rd was turned to the southward, keeping on soundings.
Two service charges were fired from each gun of the main and secondary batteries, with the exception of the one-pounders, one at level, and one at maximum elevation. The structure of the ship and the gun mounts showed ample strength, and freedom from any injury or strains.
The weather was smooth during the greater part of the trial. During the night of the 23rd there was a moderate swell, to which the ship rolled and pitched easily, showing so far as can be judged good qualities as a sea boat, and a stable gun platform.
Finally after careful observation of the vessel and her performance, the board reports: (1) That upon the trial no weakness, or defect, appeared in the hull, fittings or equipment, due to either defective workmanship or defective materials, or in the fitting, fixing, placing and securing of the armor, due to defective workmanship. (2) That no part or parts of the machinery were found defective in construction with respect to either workmanship or material, nor was there any failure, or breaking down or any deterioration observed of any part of the machinery, engines, boilers, or appurtenances, other than that due to fair wear and tear.
GUNBOATS VICKSBURG, NEWPORT, AND ANNAPOLIS.
On Saturday, December 5, were successfully launched the two gunboats Vicksburg and Newport, from the shipyard of the Bath Iron Works, Maine, and on Dec. 24 the Annapolis was launched from the shipyard of Lewis Nixon at Elizabethport, N. J.
These gunboats are of what is known as composite construction, the entire frame being of steel, and above the water each is plated with steel and planked below. The planking is covered with copper, the advantage of this over steel being that the vessel will not need docking for years and may make uninterrupted cruises of seven or eight years. Each boat has three full decks running the entire length of the vessel. The length over all is 200 ft. and 188 ft. between perpendiculars. The beam between mouldings is 35 ft. 5 in., and extreme beam 36 ft. The mean draft is 12 ft. and the displacement 1000 tons. As compared with the Machias and Castine these new boats are 22 ft. shorter, 4 ft. wider and of the same displacement. The rig is that of a barkentine and the area of the nine principal sails will be 11,500 ft.
The armament consists of six 4-in. rapid-fire breech-loading rifles, four 6-pound rapid-fire guns and two 1-pounders. One 4-in. gun will be mounted on the spar deck forward and one aft, with two on each side of the gun deck, amidships. The six-pounders are mounted one on each side forward, one on each side amidships, and one one-pounder on each side aft. There will be no gun sponsons.
Each gunboat will carry one 28-ft. steam launch, one 28-ft. cutter, two cutters 26 ft., one whaleboat 28 ft., one gig and one dingy, 28 and 18 ft. respectively.
On the lower deck is a general storeroom over the trimming tank forward. Aft of this is 40 ft. of berthing space, the width of the ship, a dynamo room on the port side and prison and ordnance storeroom to starboard. Still further aft come the boiler and engine rooms, completely surrounded by the coal bunkers. Then comes the ward room with eight staterooms. The extreme stern is occupied by storeroom and steam steering gear. The gun deck is an open deck only interrupted by the Hyde steam windlass, the galley, the engine and fire room hatches, the hospital and dispensary. Way aft on this deck are the captain's cabin, stateroom, and the quarters of executive and navigating officers and armory.
The spar deck is open and runs the full length of the craft. Forward is the pilot house, finished in mahogany, and a bridge extending from the pilot house to each side of the boat. The boilers are of Scotch type, two in number, 10 1/2 ft. long and 10 1/2 ft. in diameter, with a working pressure of 160 pounds.
The engine which will drive each boat is of the vertical triple expansion type, with cylinders 16, 22 and 36 in. diameter, respectively, and with a 24-in. stroke. Its horse-power is 800, one-half that of the Machias. The contract speed is 12 knots.
TORPEDO BOAT No. 4.
Torpedo boat No. 4 was launched Nov. 10, at the Columbian Iron Works of Baltimore. This is one of the three 24 1/2-knot boats building at the same works under the contract of May 3, 1895.
EXTRACTS FROM REPORT OF CHIEF OF NAVAL BUREAU OF ORDNANCE.
Captain Sampson, Chief of the Bureau, estimates that the work for the fiscal year of 1897 will require the expenditure of $9,164,620, the principal items of which will be as follows: Armor for vessels authorized, $7,720,796; reserve guns for auxiliary service, $400,000; fuel, tools, material and labor and reserve supply of guns, $850,000.
No change has been made or has been contemplated in the general system of gun construction which has been in use since the reconstruction of the navy was undertaken. Since the date of the last annual report of the Bureau 71 guns have been completed, viz: Thirty-seven 4-inch, fourteen 5-inch, seventeen 8-inch, one 10-inch, and two 12-inch. Fifty-six additional guns were ordered (twenty-seven 4-inch, thirteen 5-inch, eight 8-inch, and eight 13-inch), and the number of guns now in course of completion is 89. . . . The conversion of one of the ordinary type 6-inch guns into a rapid-fire gun has been completed, and the gun is now being tested at the proving ground. The Bureau expects to convert all the 6-inch guns as opportunity offers and funds become available. In the meantime the manufacture of 6-inch R. F. guns with the Fletcher breech mechanism for battle-ships 7, 8 and 9, and for certain of the auxiliary cruisers, will be carried on.
The 6-inch R. F. mounts, Mark V, mentioned in the last annual report of this Bureau, have been completed, eight in all. A new design of a 6-inch pedestal mount, Mark VI, for rapid-fire guns has been completed, and patterns are being made for the steel castings, and a type mount after this design will be begun as soon as the castings are received.
The requirements for armor-piercing shells have been increased in severity to meet the improvements in armor. These shells must now pierce a calibre of hard-faced armor in order to be accepted. The tests for the 10, 12 and 13 inch semi-armor piercing shells are the same. They must pass through a 7-inch nickel steel plate. The 8-inch common shells are required to go unbroken through a 4-inch mild steel plate. The 13-inch common shells, being of cast steel, are intended for use in target practice and have no ballistic test for acceptance. The 6-pounder shells have to penetrate a 3-inch mild steel plate without breaking. A large number of 5 and 6 inch projectiles are still needed for the outfits of ships already authorized by law, and, besides these, the Bureau urges that further appropriation be made for reserve projectiles. Experience has shown that lapse of time actually improves the quality of the forged steel tempered shell necessary for use against armor, and a large store of such projectiles should certainly be accumulated for use in an emergency.
Casual Cruisers.—Under the act of Congress authorizing steamships conforming to certain requirements to be inspected and classified as casual cruisers to be used in case of war, the following vessels have been registered: International Navigation Company: St. Louis, St. Paul, Paris, New York. Pacific Mail Steamship Company: Newport, City of Para. Red D Line: Caracas, Philadelphia, Venezuela. New York and Cuba Mail Steamship Company: Orizaba, Yumuri, City of Washington, Saratoga, Seneca, Yucatan, Seguranca, Vigilanca. Panama Railroad Company: Advance and Allianca. Pacific Mail Navigation Company: City of Sydney, City of Pekin, City of Rio Janeiro, Peru, Colon, San Jose, San Blas, San Juan, Acapulco. The vessels thus far inspected and classified will require forty-six 6-inch rapid-firing guns, twenty-seven 5-inch rapid-firing guns, one hundred and four 4-inch rapid-firing guns, fifty-four 6-pounder rapid-firing guns, eight 1-pounder rapid-firing guns and one hundred and twelve machine guns. The act contemplates the conversion into auxiliary naval cruisers of steamships of the first, second and third class only, consequently batteries are not assigned to those of the fourth class. The Bureau has in previous reports recommended that a yearly appropriation be made for the manufacture of guns and mounts for these vessels in order to render them of service in case of an emergency, and Congress, at its last session, appropriated the sum of $400,000 towards the armament of the vessels in question, and it is earnestly recommended that a similar appropriation be made for the next fiscal year, so that the work already begun may be continued until there is a sufficient number of guns and mounts to equip all of the vessels which are suitable for transports or cruisers. All these guns will be available for any purpose as they and their mounts are made.
U. S. S. TERROR.
TESTING THE PNEUMATIC APPARATUS.
The U. S. S. Terror ran ten miles out to sea Nov. 19 to make a trial of the pneumatic system of working her guns, turrets and rudders. The rudder was turned from hard a-port to hard a-starboard in six seconds. Remarkable time was also made in turning the monster turrets. In less than three seconds after the air had been exhausted from the compressors and the machine started a turret weighing more than 250 tons was swinging in its circle. The compressor generated its full force of 125 pounds pressure in the short time of forty-five seconds. There was no vibration to be felt in the turret, and the monster guns showed not the slightest tremor as they swung around. A test was made of moving both turrets, elevating the guns, and swinging the rudder by means of one compressor. In fifty-two seconds both turrets were completely swung around.
[ENGLAND.]
THE PRINCE GEORGE.
[JOURNAL OF THE ROYAL UNITED SERVICE INSTITUTION.]
The new first class battle-ship Prince George has completed all her steam trials successfully. Her engines are identically similar to those fitted in Hood, Royal Sovereign, Repulse, and Empress of India. Each of the twin screws is driven by an independent set of engines, with three vertical cylinders, of collective power of 6000 horses, giving an aggregate I. H. P. of 12,000 with forced draught, and 10,000 with natural draught. The high pressure cylinder has a diameter of 40 inches, the intermediate cylinder 59 inches, and the low pressure cylinder 88 inches, and the length of the stroke is 4 feet 3 inches. There are thirty-two furnaces, and steam is supplied from eight cylindrical boilers, which are capable of carrying 150 lbs. pressure per square inch. The total heating surface is 24,400 square feet. The main condensers have a total cooling surface of 13,500 square feet. The ship is lighted by electricity, Brotherhood's compound double-acting engines having cylinders coupled direct to a Siemens iron-clad dynamo being capable of giving 600 amperes and 80 volts at a speed of 300 revolutions per minute, with a steam pressure of 100 lbs. to the square inch. During the eight hours' run under natural draught the ship was drawing 24 feet 11 inches forward and 25 feet 2 inches aft, and had 150.7 lbs. of steam in the boilers, the vacuum being 25.7 inches starboard and 25.5 port. With a mean of ninety-seven revolutions a minute the engines developed 10,464 H. P., or 464 above the contract, the air pressure in the stokeholds being 0.44 inch. The speed registered by patent log was 16.52 knots, and the coal consumption was 2.3 lbs. per I. H. P. per hour. During the four hours' run under forced draught, she was drawing 24 feet 9 inches forward and 25 feet 3 inches aft, and the steam in boiler was 152.3 lbs., the vacuum being 26.4 starboard, and 26.3 port. The mean revolutions were 101.56 starboard and 101.98 port, which gave a mean I. H. P. of 6104 starboard and 6149 port, or a collective H. P. of 12,253, the contract of 12,000 H. P. being thus exceeded. The stokeholds were remarkably cool with an air pressure of 1.2 inch, and the speed by patent log was 18.3 knots. The thirty hours' coal consumption trial was also most satisfactory. Drawing 24 feet 6 inches forward and 25 feet aft, there was a pressure of 137 lbs. of steam in the boilers and a vacuum of 27.8 inches port, while the revolutions were 83 per minute starboard and 82.8 port, giving a total I. H. P. of 6211. The speed was 14.76 knots an hour, and the coal consumption 1.7 lb. per I. H. P. per hour.
The only novelty in the machinery of the Prince George is the steering gear, which is similar to that of the Lucania and the Campania, and has never previously been tried on a war ship; but seeing at a preliminary trial 34° of helm was obtained in 12 seconds, and the whole arc from starboard to port in 19 seconds, against the 30 seconds which is regarded as good time by the older methods, it is probable that Brow's hydraulic telemotor may be heard of again at ships' trials. The steering engine being directly attached to the rudder head dispenses with chains or wire ropes, and thus gets rid of the danger of fracture of ropes and chains as well as of the noise accompanying their working. The object of such a telemotor as is fitted in the Prince George is to supply a means of communication that shall be frictionless, however tortuous the line may be, and though there are five stations in the ship this object seemed to have been fully attained. The motive power of the apparatus is glycerine and water, which is forced through one pipe or another in such a manner as to turn the rudder to port or starboard, while the mechanism is of so sensitive a character that no great physical labor is involved in using it.
The gun trials of the Prince George have been as satisfactory as her steam trials. The trials were in charge of Captain E. F. Jeffreys and the officers of the Excellent gunnery establishment and commenced by testing the four 12-inch (46-ton) wire gun. The three rounds from each gun were so arranged as to make the tests with regard to loading and firing thorough in every respect. The guns were trained to various degrees of elevation, and the firing was both ahead and astern, as well as from abeam. The last two rounds from each barbette were fired simultaneously. The testing of the twelve 6-inch guns consisted of two rounds being fired from each gun on various bearings. Four rounds were fired from each of the sixteen 12-pounder guns on different bearings, and a similar number from the guns mounted in the tops. There are eight Maxim guns, and these were tested by fifty rounds being fired from each. The whole of the firing from the secondary armament was at targets, and in this case the results were also most satisfactory.
The general arrangements of the Prince George and her sisters are the same as those in the Majestic and Magnificent, but with some slight modifications and improvements. The mountings and machinery for working the heavier guns are the outcome of the determination of the Admiralty to have everything arranged as far as possible to work by hand as well as by power. Elswick designs were adopted, and the system, which has now had a year's trial in the Majestic and Magnificent, gives general satisfaction. The guns are provided with thrust rings which fit into corresponding grooves in the cradle, and the gun is kept securely attached to the cradle by means of steel keys. The gun and mounting (when the gun is in the firing position) balance about trunnions fitted to the sides, which admit of the gun being elevated or depressed with comparative ease by hand. The main system for working the guns and mountings is hydraulic, but, as an alternative, hand gear is provided, both for revolving the turntables and otherwise working the guns. It was determined after the trials of the Majestic to fit electric motors to assist the hand training gear, and this modification has been adopted more or less as an experiment in the Prince George where each turntable will have one 5 H. P. motor arranged in such a manner that it will greatly assist the turning by hand. Also in the hand elevating gear for the guns a 2 1/2 H. P. motor has been arranged to work the elevating pump.
Another feature of the design common to the Prince George and the later ships of the Majestic type is the alternative loading arrangements. A central hoist revolving with the turntable admits of powder charges being brought up to the gun in any position of the gun, and a store of projectiles in the gun-house enables the guns (or either of them independently of the other) to be loaded and fired without the loss of time necessitated by having to return to a fixed loading position. Certain details of the method of raising the powder charge are, however, new in the Prince George. A high speed hydraulic motor (running at about 450 revolutions a minute) is fitted in the central trunk and raises a brass case containing the powder from the magazine to the gun-house in about 15 seconds. Two cases are provided and so arranged that one travels up while the other descends. Thus in the space of a little more than half a minute a charge for each gun can be raised from the magazine. The 12-inch guns are mounted in pairs en barbette, but are further protected from the enemy's fire by a heavy shield built on the turntable structure, with front plates 10 inches thick. This affords considerable protection to the guns, but without the full weight of a turret. The 6-inch guns are of the wire construction and mounted on the Elswick pedestal mounting, of which a large number are now being supplied to the Navy. They are a great improvement on former mountings, all parts being interchangeable, and admit of repair in case of damage with ease and rapidity. The 12-pounder guns and mountings, both of Elswick design, are rapidly replacing the smaller Q. F. guns, such as 6-pounder and 3-pounder, as part armament of large vessels. The whole weight of the 12-pounder gun and mounting complete with shield is only 30 cwt., and is a most effective weapon.
THE MINERVA.
The new second class cruiser Minerva has successfully completed her steam trials. The result of the eight hours' run under natural draught, so far as speed was concerned, were better than in any other vessel of the same class yet tried. With only a quarter of an inch pressure in the cylinder a speed of 19.6 knots an hour was obtained. The steam pressure in boilers was 151 lbs., and the I. H. P. 8221, or an excess of 221. The results of the four hours' forced draught trial were as follows:—I. H. P. 9891; mean air pressure in stokeholds, 1.02 inch; speed by patent log, 20.34 knots. On the thirty hours' continuous coal consumption trial the results were:—Steam pressure in boilers, 146 lbs. per square inch; mean I. H. P., 4,919; consumption of coal, 1.7 lb. per I. H. P. per hour. The machinery was run at half power throughout the trial. The average speed was 17.52 knots by patent log, which is nearly three-quarters of a knot more than the sister ships attained on similar trials.
THE DIANA.
The new second class cruiser Diana has successfully completed her trials, and even better results, both as to speed and power, were obtained than in the case of the Minerva, the performance of which ship constituted a record for this type of vessel. The results of the eight hours' run under natural draught gave a speed of 19.72 knots with 8252 I. H. P. The results of her forced draught trial also proved very successful. The engines were designed to indicate 9600 I. H. P. with a speed of 19.5 knots, but the result of a four hours' run gave a mean of 9875 I. H. P., with a speed of 20.16 knots. The result of the coal consumption trial were as follows:—Speed of ship, 17.24 knots; steam pressure in boilers, 142 lbs. per square inch; revolutions per minute, 116; mean I. H. P., 4916; consumption of coal, 1.47 lb. per I. H. P. per hour.
THE POWERFUL.
The new first class cruiser Powerful completed two of her trials successfully. She was first run for thirty hours at 5000 I. H. P., or one-fifth of her maximum H. P. The run was made between Brighton and the Start in the English Channel, and fine weather with a moderate breeze was experienced. Although in addition to the main machinery thirty-four out of the ninety-five auxiliary engines that the ship contains were in constant use, there was no difficulty in maintaining the required H. P. with sixteen out of the forty-eight boilers, and when four runs were made over the measured mile in Stokes Bay the ship made an average of 14.35 knots. In the first and third hours against the wind and with the tide the speeds, respectively, were 15.35 and 15.0, and in the second and fourth hours against the tide and with the wind, the speeds were 13.53 and 13,80, with 5200 I. H. P. The mean temperature in the stokeholds was about 85, but when going head to wind the temperature in the engine room was quite cold. The revolutions varied according to the force of wind with or against the ship from 66 to 69 per minute, and the I. H. P. ranged from 4850 to 5200, both port and starboard engines contributing a remarkable equality of power. At no period in the trial did the engines give the least trouble, whilst the highest point reached in the coal consumption was 2.6 lbs. per I. H. P., but this comparatively high rate was due to several fires and tubes being cleaned at the same time. The official report of the trial showed that the draft of water was 27 feet 3 inches forward and 27 feet 2 inches aft, and the steam in the boilers was 225 lbs. to the square inch, the vacuum being 26.8 inches starboard and 27 inches port, while the mean revolutions were 67.4 starboard and 67 port per minute. The average I. H. P. was 5008, and the speed by patent log 14 knots.
In the second trial, which was the severest any war-ship has yet accomplished, the ship steamed for thirty consecutive hours at an average of over 18,000 I. H. P. Leaving Spithead at 6 o'clock on the morning of the 13th ult., by 8.30 the engines had worked up to the stipulated H. P., and the trial then commenced. Start Point was reached by 1 o'clock, and the ship headed at once for the measured distance of twenty-three miles between Rame Head and Dodman Point, over which these runs were made at 18,000 I. H. P., at a mean speed of 20.6 knots. When darkness set in a due westerly course was taken in order to avoid the track of vessels in the Channel, and the ship steamed to a point about sixty miles beyond the Scilly Islands, where she turned and got on the measured distance on the Cornish coast at 8 o'clock the next morning. Three other runs were then made, when the engines were working at 18,650 I. H. P., and a mean speed of 21 knots was recorded. At the 5000 I. H. P. trial the coal consumption was 2.07 lbs. per I. H. P. per hour, but at the second trial it was reduced to 1.838 lb. The trial showed that, taking the coal consumption per I. H. P. per hour as the criterion, 15,000 I. H. P. would give the economical speed, while a careful calculation proved that during the trial the cost of producing the steam, including coal and labor, was an infinitesimal fraction under one penny per revolution, each revolution propelling the ship a distance of 20 feet. As in the previous trials, there was practically no bow wave, and from first to last there was an ample supply of steam, while the machinery gave no trouble of any kind. The draft of water forward was 27 feet 4 inches, and the amount of steam in boilers 232 lbs. per square inch. The starboard vacuum was 26.7 inches, and port 26.5 inches, while the revolutions were 103.62 starboard and l01.98 port per minute. Both engines gave a fairly equal amount of power, the starboard being 9188 and the port 9245, or a collective I. H. P. of 18,433.
THE JUNO AND THE DORIS.
The Juno, second class cruiser, on her natural draught trials developed 8273 I. H. P. with a speed of 18.9 knots over a measured course. On her four hours' forced draught trial she attained a maximum I. H. P. of over 10,000, with a mean speed by measured distance of 20.75 miles per hour.
The Doris, sister ship, made 19.1 knots with 8392 I. H. P. on her natural draught trial. On the forced draught trial she attained 9851 I. H. P.; the speed could not be accurately determined on account of the high seas and strong wind; it was estimated at 20.1 miles.
THE PELORUS.
The third class cruiser Pelorus completed a series of trials in the English Channel on November 2. She proved herself the fastest ship of her size in the Navy, on her full power trials. She is 300 feet long, 36 1/2 feet beam, and at 13 1/2 feet draft displaces 2135 tons.
The features of this class is the adoption of the water-tube boiler with small tubes, viz. the Normand boiler. In the Pelorus there are eight boilers, with a combined heating surface of 15,800 square feet, and a grate area of 350 square feet. On her forced draught trial the power developed was 7028 indicated horse-power, while the speed of the ship was 20.73 knots.
THE DIADEM.
On the 20th of October the new first class cruiser Diadem was launched from the yard of the Fairfield Shipbuilding Company at Govan, on the Clyde. The contract for the Diadem was placed last November, and her keel was laid down in January of this year, so that her construction has occupied only ten months, which is a record as far as this type of ship is concerned. Three other vessels of the same dimensions and arrangement were ordered along with the Diadem, and are building at Clydebank, Barrow, and Pembroke respectively. They are named the Europa, Niobe, and Andromeda. The dimensions of the Diadem are as follows:—Length between perpendiculars 435 feet, on the load water-line 455 feet, beam 69 feet, and depth moulded 39 feet 9 inches, with a displacement of 11,500 tons, on a mean draft of water of 25 feet 3 inches. The hull is built of steel throughout, and is subdivided longitudinally and transversely by numerous bulkheads, while the double bottom extends from end to end. Externally the hull is encased with 4-inch teak planking from the keel to about 4 feet above the normal water line, and this will eventually be covered with copper sheathing. The steel protective deck, which extends throughout the whole length of the ship, is arched transversely, so that at the sides of the vessel it is about 7 feet below the water line, while at the fore and aft middle line it rises to a height of 3 feet above the water. This deck, which varies in thickness from 6 inches to 3 inches, covers the machinery, boilers, magazines, stores, etc. The Diadem is intended to steam, with full power, at 20.5 knots, and she will be fitted with two sets of triple expansion engines, capable of developing collectively 16,500 H. P. Each set drives a separate bronze propeller, and has four cylinders, the diameters being 34 inches, 55 1/2 inches, and two at 64 inches, the stroke in each case being 48 inches. The engines are designed to run at 110 revolutions, giving a piston speed of not less than 880 feet per minute. Steam will be supplied from thirty Belleville water-tube boilers, having an aggregate heating surface of 45,920 square feet and a grate surface of 1450 square feet. The total weight of the boilers will be about 720 tons, and the propelling machinery will weigh 1530 tons. The normal bunker capacity is 1000 tons, but if required arrangements have been made whereby double this amount of coal may be carried. The armament is to be composed of Q. F. guns entirely, and she will carry sixteen 6-inch and fourteen 12-pounders, twelve 3-pounders, and eight Maxim machine guns, besides three torpedo discharge tubes, of which two are submerged.
THE PROSERPINE.
The Proserpine, third class cruiser, was launched on Saturday, December 5. The Proserpine was laid down on March 2 last, and her principal dimensions are as follows:—Length, 300 feet; beam, 36 feet 6 inches; maximum load draft, 15 feet; displacement, 2135 tons. Her armament will consist of eight 4-inch 26-cwt. quick-firing guns, eight 3-pounder quick-firing guns, two .45-inch Maxim guns, and two 14-inch torpedo tubes. She will be fitted with triple expansion engines and water-tube boilers. Her machinery, which is being manufactured at Devonport Dockyard, is designed to indicate 7000 horse-power and to give her a speed of 20 knots. She will have Thornycroft boilers. When commissioned she will have a complement of 225 officers and men.
TRIAL TRIPS OF DESTROYERS.
The 30-knot torpedo boat destroyers Sparrowhawk, Virago, Quail and Thrasher, built by Laird Brothers, all passed successful trials, exceeding contract requirements.
The Star exceeded 30 knots speed on two hours' run.
Foam and Mallard were launched on October 8 and November 19, respectively, from the yard of John L. Thornycroft & Co.
NEW BRITISH CRUISERS.
The Admiralty have just ordered four new first class cruisers of 11,000 tons displacement—the Argonaut, to be built and engined by Messrs. J. and G. Thomson, Limited, Clydebank; the Ariadne, to be constructed by the Fairfield Company, Limited, Glasgow; the Amphitrite, to be built by the Naval Construction and Armaments Company, Limited, Barrow-in-Furness; and the Spartiate, to be built at one of the dockyards. The engines of the last-named are to be made by Messrs. Maudslay, Sons, and Field, London. The vessels are to be of the same type as the Niobe, of which four were ordered last year, one each from the three companies named. The new vessels are to be 435 feet long, 69 feet beam, by 39 feet 9 inches moulded depth. They will have forecastle and a boat deck, but no poop. At 25 feet 3 inches draft the displacement will be 11,000 tons. The armament will consist of sixteen 6-inch quick-firers, twelve 12-pounders of 12 cwt., two 12-pounders of 8 cwt., three 3-pounders, eight .45-inch Maxims, with two submerged torpedo tubes, and one above water at the stern. The protection will be by a 3-inch and 4-inch deck, having a rise of 10 feet, with coal bunkers below and above the deck, along the sides of the machinery and boiler compartments. There will be two sets of four-cylinder triple expansion engines, the diameters of cylinders being 34 inches, 55 1/2 inches, and two of 64 inches, with a 48-inch stroke. Instead of having the high pressure cylinder forward, with the intermediate next, and the two low pressure aft, it is proposed to put a low pressure cylinder at each end, with the view of economizing space. The engines, too, will run faster than those in the class now building-120 instead of 110 revolutions—so that the power will be increased from 16,500 to 18,000 indicated horse-power, giving 20 3/4 instead of 20 1/4 knots. The Belleville boilers will be slightly different. Over the ordinary series of elements there will be a corresponding number of elements, of smaller tubes (2 3/4 inches in diameter) forming economizers, and between the two a combustion chamber into which air will be injected by nozzles. This has been adopted to improve the circulation, and consequently the economy. There will be 30 boilers in all, 18 of them with eight large and eight small elements, and 12 with seven elements. The total heating surface will be 47,880 square feet, of which 15,505 square feet will be in the feed-heating tubes. The total grate area will be 1390 square feet. The steam pressure at the boilers will be 300 lbs., and at the engines 250 lbs. The contract price for each cruiser is said to be about £445,000.
[FRANCE.]
THE GAULOIS.
The new first class battle-ship Gaulois was launched at Brest, October 6; she is a sister ship of the Saint Louis, launched at L'Orient, September 8, and of the Charlemagne.
The Gaulois has been only 10 months on the stocks; she will, however, scarcely be completed before the middle of 1899. Her dimensions are as follows:—Length, 385 feet 6 inches; beam, 66 feet 6 inches; and with a draft of 27 feet 6 inches the displacement is 11,275 tons. Four 30-centimetre (11.8-inch) guns are mounted in pairs in turrets, one forward and one aft, protected by 15.7-inch armor, and can be worked either by hand or electricity; and there are ten 5.5-inch Q. F.'s, of which eight are in a redoubt on the upper deck in angle ports, four for stern fire, separated by steel splinter bulkheads and with 3 inches of steel for protection, and the other two in sponsons on the spar deck, where also are eight 3.9-inch guns. On the superstructure and in the two fighting masts sixteen 1.8-inch and eighteen 1.4-inch guns are mounted. The ship has an end-to-end belt of Harveyized steel, 6 feet 7 inches deep, the extremities being of special nickel or chrome steel, with a maximum thickness of 15.7 inches amidships, surmounted by another light belt 3 feet 3 inches wide of 3-inch nickel steel, and there are two steel decks (3.5-inch) severally at the level of the top and bottom of the main belt, the intermediate space being subdivided for coal stowage. Three triple expansion engines, driving as many screws, are supplied by twenty sets of Belleville boilers, with a maximum of 14,000 H. P. (forced draught), giving a speed of 18 knots. The extreme coal capacity is 1000 tons, but the normal coal supply is only 570 tons.
THE CATINAT.
The second class cruiser Catinat was launched at Havre, from the yard of the Société de la Mediterranée, on October 8. She is a sister vessel to the Protet now building by the Société de la Gironde at Bordeaux, and her dimensions are as follows:—Displacement, 4065 tons; length, 101 metres (330 feet); beam, 14 metres (45 feet 6 inches); mean draft of water, 6 metres (19 feet 6 inches). She has twin screws worked by triple expansion engines of 9000 I. H. P., and her estimated speed is 19 knots; the engines are vertical triple expansion and the boilers are of the Belleville water-tube type. The coal supply is 384 tons, giving a radius of action of 6000 miles at 10 knots and 1000 miles at full speed. For protection there is a 2.5-inch steel deck, and the guns have 2-inch steel shields. Her armament comprises four 16-centimetre (6.2-inch) guns, four 10-centimetre (3.9-inch), ten 47-millimetre and ten 37-millimetre, all Q. F.'s, and she has two submerged torpedo tubes. She is to be completed in February, 1897, and her total cost is 8,079,302 francs.
The new second class cruiser Pascal has been undergoing her trials at Toulon. With the engines developing 7232 I. H. P., a mean speed of 18.5 knots was maintained for three hours, the consumption of coal per I. H. P. per hour being 0.838 kilogramme, and for a square metre of grate surface per hour 93.019 kilogrammes.
The new torpilleur-de-haute-mer Mangini, at her trials off Lorient, attained a speed of 27 knots, exceeding the contract speed by 2 knots; she has been built by the Société des Ateliers de la Loire.
The new torpedo-depot-ship Foudre, at her full speed forced draught trials, maintained a mean speed of 19.9 knots for the three hours; it has not been definitely decided to what use she is to be turned.
GUN TRIALS OF THE DRAGONNE.
The not (it would seem) very novel idea of mounting a single heavy gun in a small vessel was first proposed during the ministry of the late Admiral Aube in 1886, and a small vessel of 80 tons, named the Gabriel Charmes, was constructed to mount a gun of 14 centimetres (5.5 inches). The trials with this vessel, however, did not excite any special interest and the matter dropped. Under M. Lockroy's ministry the idea was taken up, but instead of constructing a special vessel, the Dragonne, of 395 tons, was utilized, and a shell gun of 155 millimetres (6 inches) mounted on a land carriage was placed on board.
The object of the trials was to demonstrate the advantages of this method of operating against land defenses, especially when the latter were placed at an altitude and are consequently beyond the reach of the ordinary sea fire. The experiments have been fairly successful. The Dragonne is a vessel of 395 tons, and the trials were carried on in a swell which rolled her 10 deg. Ten shots were fired at a distance of
5200 m., five at anchor and five running fire, and high explosives were used. They all fell within a rectangle of 400 m. on the shores, a result that would have done serious harm to a large fort on the coast, whereas the fire of the fort would have been practically useless against a slight moving object like the Dragonne.
The second trials made a few days later were equally satisfactory. They were made at night, against the old transport Panama, at a range of about 400 metres. There was a heavy sea on and yet half of the projectiles struck the target.
SHIP BUILDING NOTES.
The Minister of Marine has placed an order with the Normand firm of Havre for a new torpilleur-de-haute-mer of 1250 tons with a speed of 30 knots, to be called the Cyclone, and for two torpedo-avisos of 300 tons, to be called the Durandal and Hallebarde, which are to have a speed of 26 knots. In view of the miscalculation regarding the stability of some of the recent French war vessels, the Minister of Marine has also created a special commission whose duty it will be to study at six months intervals the changes in the condition of the stability of ships under construction as fresh material is worked into them.
Some particulars are given in the French newspapers of the new French battle-ship Henri IV, from which it appears that there have been very considerable modifications in the original design. As she now stands she will be a first class battle-ship of 8948 tons, 353 feet long, 73 feet in beam, armed with two 11-inch guns, seven 5.5-inch, and twelve 1.8-inch quick-firers. She will have three screws, and engines of 11,500 horse-power, which will give her, at natural draught, a speed of 17 knots. She has two submerged torpedo tubes. Her keel was laid at Cherbourg in July. Eighty thousand pounds will be expended upon her in 1897, and she will join the fleet in 1901. As far as can be gathered, she will be of the Jemmapes type, modified and improved. A similar ship is to be laid down at Brest in 1897.
NAVAL BUDGET FOR 1897.
It is stated that the programme of naval construction proposed by the French Government and approved by the Budget Commission comprises the following vessels:—One battle-ship, one first class cruiser, two first class cruisers for coast defense, one third class cruiser for coast defense, one gunboat, one torpedo boat destroyer, and two first class torpedo boats.
The battle-ship A3 will be built at Brest and will be similar to the Henri IV building at Cherbourg. Her displacement will be 9000 tons; she will have water-tube boilers, and her speed is to be 17 knots; her armament and its disposition on board have not yet been settled; cost, exclusive of armament, 18,449,400 francs.
The first class cruiser C3 will be built at Toulon; she will be an armored cruiser, similar to the Jeanne d'Arc building at that port. Her displacement will be 11,270 tons, with a length of 460 feet and a beam of 61 feet. The engines will be vertical triple expansion, driving three screws, and the boilers are to be of the Normand water-tube type, while the engines are to develop 28,500 I. H. P.; speed, 23 knots; radius of action at 10 knots, 13,500 miles, and 2000 miles at full speed. Armament—two 19-centimetre (7.4-inch), eight 14-centimetre (5.5-inch) Q. F., twelve 10-centimetre (3.9-inch) Q. F. guns, and twenty-four 3-pounder and 1-pounder Q. F. guns, with two under-water torpedo tubes; cost, 24,673,771 francs. She will be wood-sheathed and coppered.
One of the first class station cruisers, D2, will be built at Lorient, the other by a private firm of shipbuilders. Displacement 5500 tons, with a length of 438 feet and a beam of 48 feet. The engines are to be vertical triple expansion, driving three screws and developing 17,100 I. H. P., and the boilers will be Normand water-tube, giving a speed of 23 knots. Armament—eight 16-centimetre (6.2-inch), twelve 47-millimetre guns, and two submerged torpedo tubes; cost, 10,674,811 francs. They also will be wood-sheathed and coppered.
The third class coast defense cruiser will be a sister vessel to the D'Estrées, in course of construction at Rochefort. Its displacement will be 2452 tons, its engines will be of 8500 horse-power, and its speed 20.5 knots. Its armament will consist of two guns of 14-centimetres, four of 10 centimetres, and eight of 47 millimetres.
The plans of the destroyer M2 are not yet completed, but she will have a speed of 26 knots, and the radius of action of 2500 miles at 10 knots.
The gunboat is intended for distant stations, and will be constructed by a private firm on the lines of the Surprise. It will have a displacement of 629 tons and a speed of 13 knots. It will be equipped with two guns of 10 centimetres, four of 65 millimetres, and four of 37 millimetres. All the guns of the new vessels, beginning with those having a calibre of 16 centimetres, will be quick-firing.
[RUSSIA.]
THE ROTISLAV.
[JOURNAL OF THE ROYAL UNITED SERVICE INSTITUTION.]
A further advance has been made towards the strengthening of the already formidable Black Sea fleet by the launch at Nicolaieff, in the presence of H. I. H. the Grand Duke Alexis, Commanding Admiral of the Russian Navy, of the new first class battle-ship Rotislav. Her dimensions are as follows:—Length, 341 feet; beam, 66 feet 6 inches; and with a draft of 24 feet she will displace 8880 tons. Protection is afforded by a belt of compound armor which extends nearly four-fifths the length of the ship, reaching 3 feet 3 inches above the same below the water line, and is 16 inches thick amidships, tapering to 12 inches at the extremities; above this belt rises a central redoubt, 150 feet long, protected by 5-inch armor, with armored transverse bulkheads of the same thickness; the armored deck is 3 inches thick, tapering to 2 inches. There are two vertical triple expansion sets of engines, with sixteen cylindrical boilers, which are to develop 8500 I. H. P. under forced draught, giving a speed of 15 knots. The normal coal stowage is 550 tons, but 800 tons can be carried on an emergency, giving a radius of action of 2000 sea miles at 10 knots. The armament consists of four 12-inch guns in couples in turrets, one forward and one aft, protected by 12-inch armor tapering to 10 inches; each pair of guns has an arc of training of 270°; six 5.9-inch Canet Q. F. guns in the central redoubt; sixteen 3 and 1-pounder Q. F. guns and six torpedo tubes, one bow, one stern, and four broadside. All the guns will be made by the Obukoff Steel Works. Twenty-five months have elapsed since the keel of the ship was laid.
SSISSOI WELIKI.
The battle-ship Ssissoi Weliki on a trial trip over the measured mile, on October 17, averaged 15.65 knots, with 82 to 89 revolutions and 8495 indicated horse-power. The displacement was 9762 tons.
TORPEDO BOATS WITH LIQUID FUEL.
A special commission having tested the naphtha heating arrangement of torpedo boat No. 102, Wyborg, it has been decided to take her as a model after some minor changes and improvements have been made. All first class torpedo boats with locomotive boilers are to be fitted for naphtha heating. Those fitted with water tubular boilers are not to be altered, as the Newski Works will deliver six first class torpedo boats in the coming year, fitted with Du Temple boilers, which are adapted to the use of naphtha fuel.
All the torpedo boats so altered may, in case of necessity, use coal. The coal bunkers are to be subdivided into tanks of about 3.3 tons capacity each for the naphtha, cocks being fitted for drawing off the water. Colored glasses and prisms permit observation of the combustion in the furnaces. Changes and improvements will be made as suggested by trials.
SUBMARINE BOAT.
A submarine boat, designed by Mr. Pukalow, is building in Cronstadt. It is 19 feet long, so as to be carried on board ship. The motive power is electricity from storage batteries, sufficient to impart a speed of 10 knots during two hours' run. One man can manage the boat, which is adapted for surface runs as well.
ARMOR TRIALS.
During the first week in November armor tests of 10-inch Harveyized plates, furnished by Krupp, were held at Ochta. The plate chosen was placed at a distance from the muzzle such that the striking velocity would be 2300 feet per second. Two 8-inch steel Perm shell were fired from a 35-calibre gun; the velocity at target and pressure in chamber were taken each time. The results were highly satisfactory, the armor standing the test well enough to determine its acceptance. Both shell penetrated about 5 inches, the heads remaining imbedded in the plate, which showed no cracks. After the official test, an 8-inch cast steel Perm shell was fired at the plate from a 45-calibre gun and went through. The velocity before impact was 2850 feet, and after penetration 698 feet per second.
NAVAL ACADEMY AT NICOLAIEFF.
New regulations have been promulgated for the Naval Academy at Nicolaieff, instituting special courses for officers in navigation, hydrography, naval construction, and engineering, as well as a one-year special course in naval history. A course in naval tactics will be open to staff officers and senior lieutenants who have six years' sea service, the number of students being limited to eighteen. The sessions for study will last seven months each year.
[SPAIN.]
THE FUROR AND TERROR.
[ENGINEERING.]
The torpedo boat destroyers Furor and Terror, built by Messrs. James and George Thomson, Limited, Clydebank, for the Spanish Government, have now completed their official trials. On Friday, November 20, the Terror, having previously made a natural draught trial on which a speed of 22 1/2 knots was attained, was put through the severer ordeal of the forced draught or full power trial, consisting of four runs on the measured mile at 28 knots, which speed was by contract to be maintained during a further trial of two hours' duration. The prescribed speed was exceeded without difficulty on the Skelmorlie measured mile, and was maintained with great regularity during the subsequent two hours' run. In the teeth of a strong south-westerly breeze the vessel behaved admirably, and there was almost a total absence of vibration, in spite of the high power necessarily developed. The vessels are 220 feet long and 22 feet broad, being thus somewhat larger than any of the destroyers of the British Navy. In explanation of this it may be stated that the load carried on the trial is more than twice as great as in the case of the British boats. The Furor and Terror are, moreover, fitted out with various appliances to render existence on board more endurable in a tropical climate. There is a sheathing of teak planks over the steel upper deck, complete awnings all forward and aft, and an installation of electric ventilating fans throughout the crew's and officers' quarters. The ships are lighted by electricity throughout. The armament consists of two 14-pounder quick-firing Maxim-Nordenfeldt guns, the one mounted forward and the other aft; two 6-pounders of the same pattern on the broadsides; and two automatic Maxim guns on the port and starboard bow. There are also two 4-inch deck pivoted torpedo tubes on the Schwartzhoff system. At the conclusion of the speed trials the firing trial of the guns was carried out. The Spanish Government was represented by Commodore Camara, chief of the Naval Commission; Captain Feral, Captain Carlier, and other officers.
NEW FLOATING DOCK.
The Spanish Government has just concluded a contract with Messrs. Swan and Hunter, Limited, of Wallsend, for a floating dock for the port of Havannah. This dock is to be built from the designs and under the superintendence of Messrs. Clark and Standfield, of Westminster, and is to be one of their lately introduced type of floating graving dock, specially designed for lifting ironclads as well as ordinary vessels. The length of the dock will be 450 feet, the clear width between the broad altars 82 feet, and the normal depth of water over the sill 27 feet 6 inches, which can, however, be increased to 30 feet if necessity arises. As a floating dock, its lifting power will be 10,000 tons, and it will lift ironclads, cruisers or liners of any length, providing their dead weight does not exceed this figure. When used as a graving dock for short heavy ironclads its lifting power can be increased to 12,000 tons or more, providing the length of the vessel does not exceed 383 feet. That is to say, it could dock vessels such as the Inflexible or Renown of our own navy, or the Brennus and Jauréguiberry of the French navy. It is to be capable of lifting a vessel of 10,000 tons clear of the water in 150 minutes. It is to be built of mild steel throughout, and is so designed as to be self-docking in all its parts. It will be built in England and towed out to its destination. The dock is to be delivered in complete working order at Havannah 11 months after the signature of the contract, and the contract price, is £119,000.
[HOLLAND.]
DUTCH NAVAL PROGRAM.
[ENGINEERING.]
The Dutch Government has published a program of reorganization of the Navy. According to this program 12 protected cruisers will be built of the same type as the three cruisers now building, except that the armor shields for the guns of 15 and 12 centimetres will be made 150 millimetres (6 in.) thick and those of the 7.5 centimetre guns will be made 75 millimetres (3 in.) thick. The speed of these cruisers is to be 23 knots, the same as the speed of the Holland, Friesland, and Zeeland now building. Six armored vessels are also proposed of the same type as the Kortenaer, the Evertsen, and the Piet Hein, which went into commission at the end of last year and in the beginning of this year. Some modifications will be made, however, in the armament, viz., instead of three guns of 21 centimetres, 32 calibres, there will be two guns of 24 centimetres and 40 calibres, each of them in a barbette tower; two quick-firing guns of 15 centimetres will be replaced by four quick-firing guns of 12 centimetres, protected by closed shields of 5-centimetre steel. Their displacement will be 3936 tons with 17 feet 6 inches draft. The engines, of 5300 indicated horse-power, are to give a speed of at least 16 knots. The 12 cruisers are destined for the colonies, together with the three cruisers building. The six armored steamers and the three that lately went into commission are intended for the defense of the country. For coast defense, three monitors, type A (larger type, about the same type as the Reinier Claessen), and three monitors, type B (smaller type) are proposed, together with 15 gunboats, 15 torpedo boats, type A (30 knots), six torpedo boats, type B (23 knots), and 10 torpedo boats, type C (18 to 20 knots). For protection of the fishermen three schooners are proposed. The monitors, type A, will have a displacement of 1500 tons, a protective deck of 50 millimetres (2 in.) thick, 200 millimetres (8-in.) armor, two guns of 21 centimetres, 40 calibres long, in two barbette towers, four quick-firing guns of 7.5 centimetres, protected by 25-centimetre (10-in.) shields, four quick-firing guns of 3.7 centimetres. The engines are to develop 700 indicated horse-power. Speed to be at least 9 1/2 knots. Bunker capacity 60 tons. Draft 10 feet 4 inches. The monitors, type B, to have a displacement of 1406 tons, a protective deck of 50 millimetres (2-in.) thick, armed with one gun of 21 centimetres (40 calibres long), in a barbette forward, 200 millimetres (8-in.) armor, 150-millimetre (6-in.) shields, one quick-firing gun 12 centimetres (40 calibres long) aft, with a closed shield of 50 millimetres (2-in.) thickness; four quick-firing guns of 7.5 centimetres, with shields of 25 millimetres (1-in.); four quick-firing guns of 3.7 centimetres; 680 indicated horse-power, 9 1/2 knots speed, 60 tons bunker capacity, draft 9 feet 8 inches. The gunboats to have a displacement of 475 tons, with a protective deck of 25 millimetres thickness, four quick-firing guns of 7.5 millimetres, protected by shields of 25 centimetres, four quick-firing guns of 3.7 centimetres, 550 indicated horse-power, 11 3/4 knots speed, 23 tons bunker capacity, draft not to exceed 8 feet 4 inches. Torpedo boats, type A, displacement 130 tons, two quick-firing guns of 3.7 centimetres, two torpedo tubes, 15 tons bunker capacity, and 30 knots speed. Torpedo boats type B to be the same as the Dutch torpedo boats named with the letters from A to N. Torpedo boats type C to be of the type as the Dutch torpedo boats designated by figures from III to XXII. The naval estimate for the building of these cruisers is 80,535,000 guilders, or say £6,750,000. The Dutch fleet is manned by 715 officers and about 10,000 non-commissioned officers and men, in addition to the Government navy in India.
Guilders.
Estimated cost of each cruiser 2,925,000
Estimated cost of armored vessel 3,640,000
Estimated cost of monitor, type A 1,520,000
Estimated cost of monitor, type B 1,280,000
Estimated cost of gunboat 350,000
Estimated cost of torpedo boat, type A 460,000
Estimated cost of torpedo boat, type B 170,000
Estimated cost of torpedo boat, type C 60,000
Estimated cost of schooner 475,000
[BRAZIL.]
AMAZONAS.
The Amazonas, cruiser, built to the order of the Brazilian Government, was launched by Sir W. G. Armstrong and Co., Elswick, Newcastle-on-Tyne, on December 4. She is a sister ship of the Barrozo, launched in August. The Amazonas is built entirely of steel and is sheathed with wood and copper. She is protected by a steel armor deck. The vessel will be fitted with machinery of 7500 indicated horse-power, and is expected to attain a speed of 20 1/4 knots with natural draught. The bunkers when full will carry 700 tons of coal, enabling the ship to traverse about 8000 knots when cruising at a moderate speed. Her dimensions are:—Length, 330 feet; breadth, 43 feet 9 inches; mean draft, 16 feet 10 inches; displacement, about 3450 tons. The armament will comprise six 6-inch quick-firing guns, four 4.7-inch quick-firing guns, ten 6-pounder quick-firing guns, four 1-pounder quick-firing guns, four Maxim guns, and three torpedo tubes.
[CHILI.]
CAPITAN ORELLA.
Messrs. Laird Brothers, of Birkenhead, on the 30th of September took out the Capitan Orella, the first of the 30-knot destroyers they are building for the Government of Chili, and made her full power official trial on the Clyde. The mean speed obtained on six runs was 30.17 knots, with 361 revolutions, and the average revolutions for the three hours were 362.5, giving a somewhat higher average speed of 30.23 knots for the continuous running. There was a fresh breeze from the south and a lumpy sea, but the vessel proved a very steady sea boat, and much satisfaction with her performance was expressed by Captain Romulo Medina, who represented the Chilian Naval Commission, and the other Chilian officers who were on board.
MUNOS GAMERO.
On October 15 was held the trial trip of the Capitan Munos Gamero, the second of the four torpedo boat destroyers building at the works of Laird Brothers for the Chilian Government. On the measured mile the speed averaged 30.42 knots with 369 revolutions, and on the 3 hours' run the speed averaged above 30 knots with 364 revolutions.
There was launched from the yard of Messrs. Yarrow and Co., Poplar, on December 3, the first of six first class torpedo boats which are being constructed by this firm for the Chilian Government. These torpedo boats are of the Viper type.
[ARGENTINE.]
TORPEDO BOAT DESTROYERS.
THE ENTRE-RIOS.
The results of the three hours' trial with the usual six runs gave a mean speed of 26.75 knots with 365 revolutions, as shown by following table:
THE MISIONES.
The Misiones, another of the Argentine armored torpedo boat destroyers built by Messrs. Yarrow and Co., was taken out for its official trial at the mouth of the Thames, October 9. A three hours' full speed run was made, loaded with 35 tons, when a mean speed of 27.1 knots was realized, being 1.1 knots in excess of the contract speed of 26 knots. The Argentine Government was represented by Captain Diaz, Chief of the Commission; Mr. Hughes, Engineer to the Commission; and Lieutenant Barbara. Steam was supplied by six of Yarrow's patent water-tube boilers. The consumption of coal on the three Argentine destroyers tried up to this date compares most favorably with the results obtained in similar vessels in the British Navy. In the case of the Santa Fé the consumption on the three hours' full speed run was 9 3/4 tons, on the Entre Rios it was 10 1/2 tons, and on the Misiones it was 11 1/4 tons.
THE CORRIENTES.
The fourth of the torpedo boat destroyers constructed within 12 months from the date of laying the keel was launched with engines and boilers on board, October 10, and the official trials took place on November 18, with following results:—draft, aft, 4 feet 11 inches; forward, 3 feet 11 inches; mean, 4 feet 5 inches. The load was 35 tons, and there were 56 persons on board. The boat left Gravesend at 10.7 and returned at 3.35. At starting the coal on board was 22 tons, and the total burnt in 3 hours was to tons 13 cwt. The automatic feed worked perfectly. The following table gives the results:
The mean revolutions on the miles were 372, and the mean speed on miles was 27,359. The three hours' trial commenced at 10 hours 33 minutes, and on arrival at the Maplins, 6 miles were run as above. During the three hours the average steam pressure was 151 lbs., and the engines made 67,090 revolutions, equal to 372.7 per minute; average speed, 27,410 knots. The boilers and engines worked perfectly.
[CHINA.]
A number of torpedo boats, built at the Schichau Works, were delivered to China in the past year, reaching their destination in about 30 days. In consequence of the satisfactory trial trips which followed their arrival, new orders were placed by the Chinese Government.
Four new torpedo cruisers are ordered in Elbing, to make 32 knots, with 6500 H. P. The hulls to be of nickel steel, boilers and engines to be of the Schichau type. They are to be completed in 13 months and to proceed to China under their own steam.