SHIPS OF WAR, BUDGETS AND PERSONNEL.
AUSTRIA.
ARPAD AND BABENBERG.—The other two battleships of the Habsburg Class are to be called the Arpad and Babenberg.
DANUBE FLOTILLA.—The present Danube flotilla, consisting of four small river monitors, is regarded as insufficient and it is proposed to build two more, if possible to secure the approval of the Imperial Parliament.
PERSONNEL OF THE NAVY.—The enlisted force of the Austrian Navy consists of 22,119 men divided racially as follows: Germans, 3049; Magyars, 1373; Czechs, 1463; Slovacks, 119; Poles, 463; Slavs, 523; Servo-Croats, 8721; Bulgarians, 12; Romanians, 30; Italians, 6263. The nationality of the others is not reported.
COLOMBIA.
It is reported that the large steel steam yacht Namouna has been sold to the Colombian government by her owner, James Gordon Bennett of the New York Herald, and will be converted into a lightly armed cruiser.
DENMARK.
HERLUF TROLLE: TRIAL, DESCRIPTION.—This third class, low-freeboard, battleship has completed her trials. The maximum speed was 15.65 knots with 4399 I. H. P.; the mean speed on trial was 14.6 knots and the mean horsepower 3170.
The keel of this vessel was laid on the royal dockyard, Copenhagen, in 1896, and she was launched September 2, 1899. The hull is of steel without sheathing. The freeboard is low, the main deck being only about three feet above water. Forward, a bow superstructure extends from the stem to the forward turret, the forward turret gun being highly placed so as to fire over it. Between the turrets there is a central superstructure not quite as wide as the upper deck. There are two masts, each carrying one military top. The complement is 250 men.
Armament.—Two 9.4-inch guns in closed, balanced turrets, one forward, one aft. Four 5.9-inch guns on the main deck in armored casemates in the corners of the central superstructure. Ten 6-pounders: three each side on the superstructure; and two each side in the superstructure between the 5.9-inch casemates. Eight smaller guns. Three submerged torpedo tubes: one beneath the ram and one training tube on each beam.
Protection.—Nearly complete belt, 7 feet wide, and 261.4 feet long, extending from the stern to within ten feet of the bow where it ends in a vertical, transverse bulkhead 6.9 inches thick. The belt extends from 3.6 feet below water to the main deck and is 6.9 to 7.9 inches thick. The armor deck over the belt is flat and 2.24 inches thick; beyond the belt a submerged protective deck extends to the stem. The casemate armor is 5.9 inches thick in front and 2.56 inches in rear. The turrets are 6.9 inches thick in front and 5.9 inches in rear and rest on barbettes, 6.9 inches thick, rising a foot or so above the armor deck. The conning-tower is 7.9 inches thick in addition to an inner skin 1.1 inches thick. The armor of the belt, turrets, and conning-tower is of chrome-nickel steel.
Motive power.—Twin-screw, triple-expansion engines, designed to develop 4200 I. H. P. and give a speed of 15 knots. There is one smoke-pipe.
Dimensions.—Length between perpendiculars, 271.9 feet; beam, extreme, at waterline, 49.5 feet; normal draught, 16 feet forward and aft; displacement at this draught, 4200 tons.
ECUADOR.
GUNBOATS PURCHASED.—It is reported that the Ecuadorian government has purchased the old French gunboats Papin and Inconstant. These two vessels are composite built and have been condemned as not worth repair, partly because of age and condition and partly because of their design being unsuited to present requirements. They are sister ships and have the following dimensions: Length, 199.5 feet; beam, 23.4 feet; mean draft, 12.75 feet; displacement, 811 tons. The armament consists of two 5.5-inch breech-loading guns of old type; one 3.9-inch gun of similar type; and five 37-mm. revolving cannon. The engines are single-screw, horizontal, compound; boilers, 6, each with one furnace. Horsepower about 860 and speed when new, 12 knots. The coal capacity is about 150 tons.
FRANCE.
BUDGET FOR 1902.—The budget for 1902 as submitted to the Chambers calls for an expenditure of 340,508,183 francs ($65,718,079.32—I franc = $0.193), an increase of 12,815,553 francs over that of 1901. As it has not yet been approved by the Chambers it is useless to mention details.
PROPOSED INCREASE OF LISTS OF OFFICERS.—The proposed changes are shown in the following table:
Present List Proposed list
Vice-admirals 15 15
Rear-admirals 30 30
Captains (capitaines de vaisseau) 125 125
Commanders (capitaines de frégate) 215 215
Lieutenant-commanders (capitaines de covrvette) ___ 150
Lieutenants (lieutenants de vaisseau) 754 870
Midshipmen of first class 599 700
Total 1738 2105
Mecanicien inspecteur général 1 -
Inspector général mécanicien (vice-admiral) - 1
Mécanicien inspecteurs 6 -
Directeurs du service des machines (contre-amiraux) - 2
Mécanicien en chef 20 -
Mécanicien en chef de 1re classe (cap. de vaisseau) - 6
Mécanicien en chef de 2e classe (cap. de frégate) - 15
Mécanicien principaux (capitaines de corvette) - 30
Mécanicien principaux de 1re classe 100 -
Officiers mécanicien de 1re classe (lieutenant de vaisseau) - 170
Mécanicien principaux de 2e classe 200 -
Officiers mécanicien de 2e classe (enseignes de vaisseau) ___ 270
Total 327 494
The mécaniciens principaux (capitaines de corvette) will be detailed as chief engineers of armorclads, which have engines of 16,000 I. H. P. or more. The mécaniciens en chef de 2e classe, will be assigned as chief engineers of divisions. The mécaniciens en chef de 1re classe will serve as fleet engineers and, with the directeurs du service des machines, in the ports.
NEW SHIPS.—The two new battleships which were described in No. 97, Page 156, are to be called the Republique and the Patrie; the former is to be built at Brest and will be laid down as soon as the Leon Gambetta is launched. As the Gambetta has scarcely been commenced the laying down is not likely to take place till towards the close of 1901. The Victor Hugo, an armored cruiser of the Gambetta class, is to be commenced at Toulon. The ten torpedo-boat destroyers referred to as likely to be built (see page 154, No. 97) have all been, or are about to be, ordered. The two under construction at Rochefort are to be called the Francisque and Sabre; the eight which are to be built in private yards have received the names Dard, Baleste, Mousqueton, Arc, Pistolet, Belier, Catapulte, and Bombarde. Two of last year's program, the Mousquet and Javeline, have just been contracted for. The torpedo boats which are to be built in private yards, eleven in number, have all been contracted for. They will have a displacement of 87 tons, a speed of 24 knots, and their numbers are to be 266 to 276 inclusive. Three new submarine boats have been commenced. They are of different types and are not included in the list hitherto provided for, but are designed as experimental boats in which to study various features. Through some oversight the list of submarine boats building in France was omitted from the list of vessels given in No 97, page 154. The list corrected to June 1, is here supplied: (**List in original document not duplicated in this Word document.)
VICTOR HUGO: DESCRIPTION.—This armored cruiser is to be laid down at Toulon during the summer. She is a sister ship to the Leon Gambetta and Jules Ferry now under construction. The complement is 690 men and 38 officers. Her external features may be understood from the illustration facing this page (**illustration not included in this Word document). The principal details are:
Armament.—Four 7.6-inch guns in pairs in turrets forward and aft. Sixteen 6.48-inch guns: twelve in pairs in six turrets, three each side; and four singly in casemates. Twenty-two 3-pounders. Ten machine guns. Two submerged torpedo tubes and three above water tubes.
Protection.—Complete belt, 6.7 inches to 4 inches thick; above this, side armor in the form of another belt, 5 inches to 3 inches thick. The turrets of the 7.6-inch guns are 6 inches thick and have 7.7-inch bases. Small turrets, 5.5 inches. Casemates, 4 inches.
Motive power.—Triple screw engines of 27,500 I. H. P., designed to give a speed of 22 knots (which it most certainly will—probably 23). Boilers, water-tube; type not settled. Coal supply, normal, 1320 tons; total capacity, 2100 tons—the additional 780 tons being in the form of briquettes.
Dimensions.—Length, 480.7 feet; beam, 70.2 feet; draft, 26.25 feet; displacement, 12,500 tons.
DESAIX : LAUNCH, DESCRIPTION.—This armored cruiser is building at the yard of the Société des Ateliers et Chantiers de la Loire, St. Nazaire, where she was launched March 21. She is a sister ship to the Dupleix, launched a year ago, and to the Kléber, still on the ways. The hull is of steel, sheathed with wood and coppered. The principal details are:
Armament.—Eight 6.48-inch guns in pairs in four turrets; one forward, one aft, and one on each side amidships. Four 3.9-inch guns. Ten 3-pounders. Four 1-pounders. Two above-water torpedo tubes.
Protection.—Water-line belt, 4.3 inches thick amidships, extending from the stem to within 65 feet of the stern. It rises 3.3 feet above water and descends 3.9 feet below it; toward the bow it rises 9.8 feet above water. Complete protective deck, 1.77 inches on the flat and 2.76 inches on the slopes. Cofferdam around the water-line just inside the armor, extending the full height of the space between the two decks covered by the belt. It is proposed to fill the cofferdam with obturating material. Inboard of the cofferdam is a passage way. On the first deck above the belt there are fitted on each side partial partitions extending inboard from the sides of the vessel, and producing the effect of a number of wide stalls. These are fitted on the Jeanne d'Arc and vessels similar to her, and are made of metal not thicker than 0.08 inch, and have a beading on the inboard edge. They are placed at every fourth beam and extend nearly the entire length of the deck, being discontinued only at the ends, where the sides begin to curve markedly toward the bow and stern. They are intended to localize water in case the vessel should take a marked heel through injury in battle. They are secured inboard to a fore and aft strip about 18 inches in height. Turret armor, 5.5 inches.
Motive power.—Triple-screw engines designed to develop 17,100 horse-Power at 150 revolutions and give a speed of 21 knots. Twenty-four Belleville boilers, in eight fire-rooms, with a total grate area of 1076 square feet. Coal supply, normal, 880 tons; total capacity, 1200 tons.
Dimensions.—Length, 426.5 feet; beam, 58.66 feet; mean draft, 22 feet; displacement, 7710 tons (metric).
IÉNA: TRIALS, DESCRIPTION.—This battleship is very similar to the three of the Charlemagne class and differs chiefly in the caliber of her heavy auxiliary guns, in having a nearly straight stem, and in the different arrangement of the upper part of her superstructure and military tops. There are two military masts, each carrying a domelike top—that on the mainmast being placed quite low. A photograph of the ship will be published in these notes as soon as she is fully completed for service. The hull is of steel, without sheathing. The principal details are:
Armament.—Four 12-inch guns in pairs in turrets forward and aft. Eight 6.48-inch guns in central casemate like the lower eight 5.5-inch guns of the Charlemagne, forward four firing directly ahead and after four directly astern. Eight 3.9-inch guns on the superstructure, four each side. Sixteen 3-pounders. Sixteen I-pounder and light guns. Four torpedo tubes, two of which are submerged.
Protection.—Complete water-line belt, 13.8 inches thick amidships and 5.9 inches at the ends. Secondary belt above this 4.7 inches thick. Two protective decks—upper one 2.5 inches and lower one 0.79 inch—meet the top and bottom edges of the belt at the side and the space between them is closely subdivided. Between the top of the belt and the lower edge of the casemate of the 6.48-inch guns there is an unarmored space about four feet wide. Thickness of turrets, 11.8 inches; of casemate armor, 4.7 inches.
Motive power.—Triple-screw, 4-cylinder, triple-expansion engines designed to develop 15,500 I. H. P. and give a speed of 18 knots at 125 revolutions. Twenty Belleville boilers. Normal coal supply, 820 tons; total capacity for coal, petroleum, and briquettes, 1100 tons. The trials have all been completed except that at full power. The results, as far as attained, are:
Date of trial Mch. 26 Mch. 31 Apr.
Number of boilers in use 14 20 20
Duration of trial, hours 6 6 6
I.H.P. 5504 12,500 9830
Speed 13.8 17.4 16.3
She has suffered much from hot bearings, said to be owing to too light construction of the hull. Le Yacht says that she is one of the few vessels in the French navy which is floating above her designed waterline, and thus possessing a reserve of displacement.
Dimensions.—Length on water-line, 400.75 feet; beam, 68.37 feet; draft aft, 27.5 feet; displacement, 12,052 tons (metric).
SABRE, FRANCISQUE, DARD, BALESTE, MOUSQUETON, ARC, PISTOLET, BELIER, CATAPULTE, BOMBARDE, MOUSQUET, JAVELINE: DESCRIPTION.— These torpedo-boat destroyers are, or are about to be, ordered. The first two are to be taken in hand at Rochefort without delay and the Mousquet and Javeline, which really belong to last year's program, were recently ordered from the Ateliers et Chantiers de la Loire. The principal dimensions are: length, 183.7 feet; beam, 19.7 feet; draft, 9.35 feet; displacement, a little less than 300 tons. The horsepower of the machinery will be 6300 and the expected speed 28 knots. The hull will be of nickel steel. The armament will consist of one 2.56-inch gun, six 3-pounders, and two torpedo tubes. The cost of the Mousquet and Javeline is 1,450,000 francs each. This description is that furnished for the last-named boats alone, but it is believed to be practically correct for the others.
MISTRAL, SIROCCO, SIMOUN: LAUNCH, DESCRIPTION.—These sea-going torpedo boats of 180 tons have been launched; the Mistral at the works of A. Normand & Co., Havre, May 4; the Sirocco at the same yard February 20; and the Simoun at the Graville (Havre) yard of the Forges et Chantiers de la Méditerranée March 25. They are believed to be similar in all essential respects. The dimensions are: Length, 155.6 feet; beam, 16.1 feet; draft, 8.5 feet; displacement, 180 tons. The engines are twin-screw, vertical, triple-expansion, designed to develop 4200 I. H. P. and give a speed of 26 knots. The armament consists of two 3-pounders and two torpedo tubes.
TORPEDO BOAT NO. 242: LAUNCH.—This torpedo boat of 90 tons, 1800 I.H.P., and 24 knots speed, was launched at the Saigon Arsenal, April 20. It was to have been fitted with turbine motors and six screws, but perhaps the design was changed.
PIQUE, EPÉE: TRIALS.—Torpedo-boat destroyers of 313 tons displacement, designed for a speed of 26 knots with 5700 I. H. P. The Pique's first official trials took place in October last, but as the speed attained was only 24 knots, it was decided that new screws would be necessary before the required speed could be reached. In February she ran a trial of five hours duration, maintaining a speed of 22.25 knots with 268 revolutions of her engines, and for one hour a speed of 25.58 knots with 298 revolutions. The latter trial was interrupted on account of a hot guide, but she made another attempt in March, reaching 25.5 knots with 297 revolutions.
The Epée has had preliminary trials during which she reached a speed of 25.621 knots. Subsequently she made 19.15 knots with one group of boilers in use.
ALGÉRIEN: LAUNCH.—The submarine boat Algérien, a sister to the Français (partly described on page 157, PROCEEDINGS No. 97), was launched at the arsenal, Cherbourg, April 27. The armament consists of a torpedo tube forward and a launching apparatus on each side. The cost is 760,000 francs.
SIRÈNE: LAUNCH, DESCRIPTION.—This submarine boat of the submergible type was launched at Cherbourg on May 4. She is the first of four to take the water; and her sisters, the Triton, Silure, and Espador, will follow shortly. This model is a development of the Narval type which it resembles closely. The Narval, as we know, consists of a tube—or fusiform shell—which forms the boat proper, and is strong enough to resist the pressure at very considerable depths. Surrounding this there is a second shell closely resembling in form the hull of an ordinary surface torpedo boat, but with fewer projections and irregularities in contour. The space between the two hulls is used for water ballast and when fully submerged is sufficiently open to the sea so that the external pressure is transmitted to the interior hull, while the exterior hull is kept without strain. The defects of the system as exemplified in the Narval are that the means of admitting water evenly and steadily are not sufficiently rapid and the submerging is further delayed by the change from steam propulsion to electric. The defects herein referred to render it impossible to submerge the Narval in less than 15 or 20 minutes—a wholly impermissible interval—but the new boats are expected to do better.
The Sirène has the following dimensions: Length, 111.55 feet; beam, 12.3 feet; draft when moving on the surface, 5.25 feet; displacement in this condition, 106 tons. The appearance when running on the surface is that of a rather low torpedo boat with vertical sides; a flat and very clear deck is slightly rounded at the sides to meet the side plating. A further description of the exterior is dispensed with as it is hoped to present the latest photographs of the Narval and other submarine boats in the next number of the PROCEEDINGS. The propelling machinery consists of a vertical, triple-expansion engine of 217 I. H. P., supplied with steam by a water-tube boiler, and gives a speed of 10 to 12 knots when running as an ordinary surface boat. In this condition the boat can charge the accumulators which she uses when running submerged. The radius of action under steam is 400 to 500 miles. The armament consists of four sets of 17.7-inch torpedo launching apparatus.
FARFADET: LAUNCH, DIMENSIONS, ETC.—The submarine boat Farfadet, of the improved Morse type, was launched at Rochefort arsenal on May 17. She was commenced September 27, 1899, and is the first of her class to be launched. The others are the Gnome, Lutin, and Korrigan. The Plans are by M. Mangas. The dimensions are: Length, 135.67 feet; beam, 9.5 feet; maximum draft and depth amidships, 9.5 feet; displacement, 185 tons when submerged, and slightly less when running at the surface. Like their prototype, the Morse, the vessels of this class are very long and slender. The speed, either at the surface or submerged, is expected to be about 12 knots. There is a single screw worked by electric power furnished by accumulators which are charged in the port to which the vessel is attached, or by some ship. The radius of action is small—perhaps 50 miles at the most economical speed. There are four sets of apparatus for launching torpedoes. The complement consists of an officer and eight men.
VERON SUBMARINE BOAT.—Experiments were recently conducted at Marseilles, France, with a submarine model, the invention of a boilermaker named Victor Veron, employed in a private shipyard. The inventor was highly complimented by Admiral Besson who witnessed the tests.—Army & Navy Journal.
GERMANY.
NEW ARMORED CRUISER.—The new armored cruiser C (ersatz Konig Wilhelm) is to be of 9800 tons instead of 8868, as are the Prinz Heinrich and Cruiser B. The increased tonnage is to be applied to additional protection, engine power, coal, and battery. The latter will consist of four 8.27-inch guns, ten 5.9-inch, and twelve 3.5-inch.
PANTHER: LAUNCH, DESCRIPTION.—The gunboat building at the government yard, Dantzic, was launched April1 and named the Panther. She is a sister to the Iltis, Jaguar, Tiger, and Luchs. The general characteristics of this vessel are shown in the photograph of the Tiger on the opposite page, which was taken at the Naval Academy, Kiel. (**Photo not included in this Word document.) The principal characteristics are:
Armament.—Four 3.5-inch guns; eight 1-pounders; two machine guns.
Protection.—Steel watertight deck.
Motive power.—Twin-screw, triple-expansion engines designed to develop 1200 I. H. P. and give a speed of 13 knots. Coal supply, 120 tons; total capacity, 160 tons.
Dimensions.—Length, 203.4 feet; beam, 29.86 feet; mean draft, 10.8 feet; displacement, 899 tons.
FREYA: TRIALS.—The trials of this cruiser have been completed with satisfactory results, the data being:
Date Mch. 21 Mch. 26-27 Mch. 29-30 _____
Duration, hours 6 24 24 72
I. H P. 10,600 1200 6000 6000
All these trials were completed in thirteen days, the last one being at a speed of 16 knots.
The Freya is a cruiser of 5650 tons displacement and of the following dimensions: Length, 344.4 feet; beam, 57 feet; draft, 21.67 feet. She has Niclausse boilers with 775 square feet of grate, and 25,834 of heating surface.—Journal of the American Society of Naval Engineers.
KAISER CLASS: DESCRIPTION, REMARKS, ACCIDENT TO KAISER FRIEDRICH III.—The vessels of this class are the Kaiser Wilhelm II, Kaiser Karl der Grosse, Kaiser Friedrich III, Kaiser Wilhelm der Grosse, and Kaiser Barbarossa. All have been launched, but the Kaiser Karl der Grosse and Kaiser Barbarossa may not be ready for service before the end of the year. The complement is 642 officers and men. The general appearance of the class is shown by the illustration on the opposite page. (**Illustration not included in this Word document.) The principal details are:
Armament.—Four 40-caliber, 9.45-inch Krupp guns in pairs in turrets forward and aft. Eighteen 40-caliber, 5.9-inch Krupp guns: six in six small turrets on the upper deck amidships, three each side; two in casemates on the upper deck built up against the forward side of the forward 9.45-inch gun support; four in casemates on the upper deck, one each side abreast each mast; two in casemates on upper deck at after end of superstructure, firing over after 9.45-inch gun turret; two in casemates on main deck, one each side abreast forward 9.45-inch gun turret; two in casemates on main deck, one each side abreast mainmast. Ten 40-caliber, 5.5-inch guns, five each side, on superstructure deck behind shields. Twelve 1-pounders. Six torpedo tubes: one 46-centimeter tube above water in stern; one 53-centimeter submerged tube firing through fore foot; four 46-centimeter submerged tubes in broadside.
Protection.—Water-line belt extending from stem to abreast after turret where it sweeps inboard and encloses base of after turret. It is 6.5 feet wide, of which width 2.95 feet is above water at mean load; and its thickness is 11.8 inches amidships and 5.9 inches at the ends. The armor deck above the belt is 2.56 inches thick; below this there is a curved splinter deck 0.8 inch thick. The protective deck abaft the belt is 2.95 inches on the slopes. The turrets for the 9.45-inch guns are 9.8 inches thick and the smaller turrets and casemates 6 inches. The turrets do not rest upon armored barbette towers but are supported by framing and connection is made to the armor deck by armored loading tubes only. There are two conning-towers, the forward one 10 inches thick and the after one 4 inches.
Motive power.—Triple-screw, triple-expansion engines, designed to develop 18,000 I. H. P. and give a speed of 18 knots. The boilers of some of the class are partly cylindrical and partly water-tube; of the others, all water-tube. The coal capacity is 650 tons; in addition to which 229 tons of tar oil may be carried.
Dimensions.—Length between perpendiculars, 377.3 feet; beam, 66.9 feet; mean draft, 23.95 feet; displacement, 11,081 tons.
The particulars of the accident to the Kaiser Friedrich III are given in the following:
Kiel, April 3.—The flagship of Prince Henry of Prussia, the turretship Kaiser Friedrich III, grounded yesterday afternoon east of Arcona, owing to some unexplained cause. She arrived here this afternoon under her own steam and was docked. The damages she has sustained appear to be so extensive that she may have to be put out of commission.
It now appears that the accident was caused by bad steering, the vessel running into the shallows, near Bornholm Island, to approach which is forbidden to warships.
Soon after the battleship went aground a fire broke out from some cause unknown in the engine-room, and it was not quenched until after two hours' fighting, when the room was placed under water. The damage is serious, and several months will be needed for repairs.—Baltimore American.
The accident which befell the German battleship, Kaiser Friedrich III, flagship of Prince Henry of Prussia, near the Adlergrund last week, was more serious than was at first supposed, and might, but for the good work of those on board, have ended in a great disaster. The ship was steaming at full speed when she touched the ground, but passed over the obstacle, damaging, however, four of the watertight compartments, which began to fill. The doors were closed and the pumps set in action, while the ship was taken in tow by the Kaiser Wilhelm II, the engines having stopped. Meanwhile it was reported that fire had broken out in some of the bunkers. The shock of the collision had caused leakages in the tanks for storing the masut, or heavy residual oil of petroleum which is used for stoking, and this having flooded the stokeholds, these became masses of flame. After strenuous endeavors lasting three hours the fire was subdued, but it had been necessary to admit water to the stokeholds, storerooms, and magazines, and eight of the boilers were damaged. Prince Henry remained with the men directing the operations, and it would appear that at one time the possibility of having to abandon the ship was contemplated. The walls of the flooded compartments began to bulge owing to the pressure within, and had to be propped—an operation of much danger. The stokers behaved with great gallantry, and the ship was saved. Two men were seriously burned, and the Kaiser Friedrich was badly damaged, but the accident might have resulted far more seriously. As it is, the ship will probably be in hand for repair during the whole of the present year, and the cost of the work is estimated at 3,000,000 marks. The Wilhelm der Grosse will take her place in the squadron. The Wilhelm II also touched the ground and damaged her propellers.—Army & Navy Gazette, April 13.
All the information accessible goes to show that the German battleship Kaiser Friedrich III was saved almost by a miracle. The heavy petroleum used for auxiliary stoking was stored in the bilge, and the water which invaded the ship floated it into the stokeholds. The watertight doors were closed, and all attention was devoted to extinguishing the fires and flooding the magazines, which were in danger. The fire was of a very serious nature, the engines and boilers were damaged, and the propellers were injured. It appears not yet to have been fully ascertained why the Kaiser Friedrich and her consort the Kaiser Wilhelm touched the ground to the south of the island of Bornholm. The shoal is the Adlergrund, and an officer was despatched to make a survey of the reefs, some uncharted rocks being discovered in the course of his survey. In ordinary circumstances there is a perfectly safe passage between the island and the mainland. Too much praise cannot be given to the ship's company, who worked with increasing energy to stifle the flames and to keep out the sea. The Emperor has conferred decorations upon Captain Thiele and several officers, engineers and stokers, who at the risk of their lives flooded the magazines. When waterproof sheetings had been lowered over the holes, 1000 tons of water were pumped out of the ship. The squadron was engaged at the time in its summer evolutionary cruise, which always precedes the maneuvers, and was returning from Danzig to Kiel. It had visited Sassintz and Rügen, and the program includes visits to some foreign ports. The Kaiser Wilhelm der Grosse is to take the place of the Friedrich III.—Army & Navy Gazette, April 27.
BRANDENBURG CLASS: RECONSTRUCTION.—The battleships of the Brandenburg class are to be taken in hand for reconstruction. The midship 11-inch guns, mountings, and armor are to be removed and replaced by a battery of 5.9-inch guns protected by armor.
HAGEN, HILDEBRAND, BEOWULF, HEIMDAL : RECONSTRUCTION.—The three last named, all of which are of the Siegfried class, will be reconstructed on the same lines as the Hagen, fully described in No. 97, page 162. A photograph of the reconstructed Hagen faces this page.
GREAT BRITAIN.
NAVAL ESTIMATES FOR 1901-1902.—The total amount of the estimates is £30,875,500 (£1 = $4.8665), an increase of £2,083,600 over the estimates for the preceding year. The Manning Vote (Vote 1) shows an increase of £233,000, due in the main to the increased number of men last year and this year. Vote 8, shipbuilding, etc., shows a net increase of £1,274,900. Vote 9, armaments, is increased by £161,800. Vote 10, works, is increased by £137,300. The remaining Votes show a net increase of £276,600. The comparison in each case is with the original estimates of 1900-1901 plus the additional Estimates voted in July, 1900.
The total number of officers, seamen, and boys, coast guard, and marines proposed for the year 1901-1902 is 118,635, being an increase of 3745, as follows: 287 officers, 1150 seamen, 500 stokers, 398 miscellaneous, 310. artisans (including 100 electricians), 1000 marines, 100 apprentices (shipwrights and coopers).
During the year a new arrangement has been made with nearly all the great steamship companies, by which their finest vessels are held at the disposition of the Admiralty for employment as armed cruisers when required. Under the previous agreements only the Cunard, White Star, Peninsular and Oriental, and Canadian Pacific Companies were included. To these have now been added the Orient, Royal Mail, and Pacific Companies. Eighteen of the largest and swiftest passenger steamers belonging to these companies will receive an annual subvention, and thirty steamers in addition are held at the disposition of the Admiralty without further subsidy. In the main features the new agreements will be similar to former agreements, but in some particulars modifications have been made which are based on experience.
Five submarine vessels of the type invented by Mr. Holland have been ordered, the first of which should be delivered next autumn.
It is proposed to lay down in the financial year 1901-1902 the following vessels: 3 battleships, 6 armored cruisers, 2 third-class cruisers, 10 torpedo-boat destroyers, 5 torpedo boats, 2 sloops, 5 submarine boats (ordered and work commenced in 1900). Of these, 2 battleships, 1 armored cruiser, and 2 sloops will be built in the royal dockyards, and the rest by contract.
"The total vote proposed for new construction is £9,003,256, of which £8,465,406 will be devoted to pushing forward the ships already in hand to the utmost of our power and to work on the submarine boats, and £537,850 to starting work on the additional ships to be commenced. The object aimed at in this distribution of the money is to advance the work on the many ships now under construction as far as possible towards completion, and to place the ships to be newly commenced into such a position that the utmost possible amount of work can be put into them in 1902-3."
The amount required under the naval ordnance vote is larger than the original vote for 1900-01 by £915,000. An additional estimate of £753,200 was, however, taken under this vote during the year, so the net increase over 1900-01 is £161,800. A sum of £420,000 is included in the estimate in practical completion of the policy of increasing the reserves of guns and ammunition. Provision is also included for the continuation of the issue of armor-piercing shell to the fleet. Deliveries of the new design of the 12-inch B. L. wire gun have been made, and these guns are now mounted in the battleships of the Formidable class. Some delay has occurred in the completion of the new 9.2-inch B. L. guns, as the trial of the first gun showed that a slight modification of design was necessary. Deliveries are, however, now being made, the first two guns having been mounted in the Cressy, and it is hoped that the guns for succeeding ships will be ready by the time they are required. A new gun of 7.5-inch caliber has been tried satisfactorily, and has been approved. A 5-inch B. L. gun has been converted to take the Welin breech screw, and the design has been approved. Progress is being made each year with the rearmament of the fleet with .303-inch Maxims in lieu of the older patterns of machine guns. Telescopic sights have been adopted for Q. F. guns, and the supply is proceeding. A new design of mounting for the 9.2-inch gun has been tried during the past year with very satisfactory results. As a result of experience gained in South Africa and China some modifications and additions are being made to the seamen's equipment for service on shore. Wireless telegraph apparatus has been obtained and supplied to a certain number of ships at home and abroad.—From the Statement of the First Lord of the Admiralty.
NEW 18,000-TON BATTLESHIPS.—It is reported that the battleships of the new program will be of 18,000 tons. Neither names nor details are yet settled.
QUEEN, PRINCE OF WALES: KEELS LAID, DESCRIPTION.—The keel of the Queen was laid at Devonport dockyard, March 12, and that of the Prince of Wales at Chatham, March 20. These vessels are described in the current Naval Annual as follows:
"Their dimensions are: Length, 400 feet; breadth, 75 feet; mean load draft, 26 feet 9 inches; displacement, 15,000 tons. The armor will include a steel belt, commencing about 30 feet from the bow and running a distance of 220 feet towards the after part of the ship. This belt will be 15 feet deep and of 9-inch armor plates. There will be a curved, transverse bulkhead, near the after barbette, made of 12-inch armor plates, while the barbettes themselves will be built of plates varying from 6 in. to 12 in. thick. A protective deck covering the vital parts has been provided for, this being of the turtle-back shape, having a thickness of 1 inch on the flat and 2 inches on the slopes. The barbette hoods will be of 8-inch and 10-inch armor, and the casemates for the 7-inch and 6-inch guns will consist of 6-inch plates. The armament will comprise four 12-inch, 50-ton, wire-wound, breech-loading guns, mounted in pairs in two barbettes—one forward and the other aft; eight 7.5-inch modified Q. F. guns of a new type; eight or ten 6-inch Q. F. guns; sixteen 12-pounders (12 cwt.), and two 12-pounders (8 cwt.); six 3-pounder Hotchkiss, eight 0.45-inch Maxim machine guns, and four submerged Whitehead torpedo tubes. The engines are to develop about 20,000 I. H. P., giving a speed of 19 knots."
CHALLENGER, ENCOUNTER.—These cruisers are not to be sheathed as was first reported.
DUNCAN: LAUNCH.—This first-class battleship of 14,000 tons, a sister to the Russell, described and illustrated in No. 97, page 167, was launched at the Thames Ironworks, Blackwall, March 21.
EURYALUS: LAUNCH.—This first-class armored cruiser of 12,000 tons, a sister ship to the Bacchante which was fully described in No. 97, page 168, was launched at the yard of Sir John Brown & Company, Clydebank, May 20. She is the last of the Cressy class to take the water.
DRAKE.—A full description of this class was promised in the present number of the PROCEEDINGS, but it was again deferred in order to obtain, if possible, correct and clear illustrations of vessels of the class.
FANTÔME: LAUNCH, DESCRIPTION.—This gunboat, a sister to the Espiègle, was launched at Sheerness dockyard, March 28. The hull is of steel, sheathed with wood and coppered. She has one smokepipe and is barquentine rigged. Complement, 160 officers and men. The principal details are:
Armament—Six 4-inch guns; four 3-pounders; two .45-inch Maxim machine guns.
Motive power.—Single-screw, triple-expansion engine, designed to develop 1400 I. H. P. and give a speed of 13 to 13.25 knots. Four Belleville boilers. Coal supply, 160 tons.
Dimensions.—Length, 185 feet; beam, 33 feet; draft, 11.25 feet; displacement, 1070 tons.
IMPLACABLE: TRIALS, DESCRIPTION.—This new battleship, after completing a thirty-hour trial at one-fifth power, made three unsuccessful trials at four-fifths power before a successful one was had, each one having been interrupted by hot journals. After additional oiling gear was fitted the trials passed off satisfactorily. The results were:
Date of trial Jan. 24-25. Mar. 12-13. Mar. 22-23.
Character of trial . . . - 1/5 power. 4/5 power. Full power.
Duration, hours . . . . 30. 30. 8.
Steam at boilers, pounds 220. 260. 270.
Steam at engines, pounds. . . 233. 243.
Revolutions 66. 100. 108.5
I. H. P. 3,265. 11,857. 15,244.
Speed, knots 11.10 16.75 18.22
Coal per I. H. P . . . 1.65 1.88
The Formidable, a sister ship, has not yet completed her trials owing, it is said, to leaks in her Belleville boilers.—Journal of American Society of Naval Engineers and other sources.
The Implacable is of the same general type as all recent British battleships and carries the same battery. To improve the maneuvering qualities the after deadwood is cut away considerably. There are two masts each carrying a military top placed very low down and an ordinary top, or searchlight platform, on the lower cross trees. The topmasts are unusually high and there are two rather large yards on each mast. The Implacable, Irresistible, and Formidable are exactly alike and differ from the London, Venerable, and Bulwark very slightly in the positions of the four 6-inch guns on the main deck, and of some of the smaller pieces, and very greatly as regards the disposition of the armor and its character. The complement is 750; or, when a flagship, 789.
Armament.—Four of the new 40-caliber, 50-ton, wirewound 12-inch guns, in turrets forward and aft. Twelve new Vickers 6-inch guns in casemates, eight on the gun deck and four on the main deck (four of these can be fired directly ahead and four directly astern). Sixteen 12-pounders: eight on the gun deck and eight on the main deck in broadside between the upper 6-inch guns. Six 3-pounders: three in each military top. These are Hotchkiss guns, mounted on circular railways, for protection against torpedo boats. There are also eight Maxim guns on the boat deck and superstructure. The two 12-pounder, 8-hundred-weight guns for boat and field service have an alternative mounting gear arranged so that they may be fired over the forward breastwork. Four 18-inch submerged torpedo tubes are fitted, two forward, two aft.
Protection.—An armor belt, 15 feet wide, 9 inches thick, and 216 feet long, extends along the side amidships with its lower edge about 5 feet below water at mean load. At the ends, the belt meets diagonal bulkheads, 9 to 12 inches thick, which are tangent to, and thus enclose the bases of the barbette towers. Beyond the belt forward the side is covered with 2-inch plating, of the same width as the belt, extending to the stem where it dips down to the keel for a length of fifteen or twenty feet. This 2-inch armor is of nickel steel laid over the skin plating which is about 0.75 inch. There are two protective decks, one being of the now usual turtleback shape, on which the armor rests all along the edges, and formed of 2-inch steel plating on the flat portion forward, while on the crown of the turtleback, the slopes and all the after flat part of the deck toward the stern, its thickness is increased to 3 inches. The second armored deck is actually the gun deck, and has a protection of 1 inch of steel all over. There is thus practically an armored cofferdam extending throughout the whole of the citadel space. The barbette towers are 12 inches thick in front and 10 inches in rear, above the belt, and 6 inches inside the belt. The hoods, or gun-houses, of the heavy guns have 10-inch slopes in front, 8-inch sides and 3-inch roofs. The forward conning-tower is 14 inches thick and has an 8-inch communication tube; the after conning-tower and tube are each 3 inches thick. In the London class the forward transverse bulkhead is done away with and the belt is to be carried forward around the stern. Instead of a short belt, 9 inches thick, with 2-inch plates up to the stern, the side armor in these ships will be 9 inches thick amidships, and taper gradually to 3 inches at the bows, the gradations being 9, 7, 5, and 3 inches. As the armor is placed over the ship's plates the belt will nowhere be much less than 4 inches thick. Internally the arrangements as to protective decks are the same. The Implacable and her two sisters have been fitted with Harvey armor; while the later vessels of the London type will have Krupp armor.
Motive power.—Twin-screw, 3-cylinder, triple-expansion engines, designed to develop 15,000 I. H. P. and give a speed of 18 knots. Twenty Belleville boilers with economizers having 37,000 square feet of heating surface. Coal supply, 900 tons at load draft; total capacity, 2200 tons.
Dimensions.—Length between perpendiculars, 400 feet; over all, 430 feet; beam, 75 feet; mean draft, 26.9 feet; displacement at this draft, 15,000 tons.
ALBION: TRIALS.—Owing to defects in her boilers this battleship has been under trial since last autumn. On her 30-hour trial at four-fifths power the results were: steam at boilers, 241 pounds; vacuum in condensers, 27 inches; revolutions, 66.1; I. H. P., 2772; speed, 11.2 knots; coal per I. H. P. per hour, 2.17 pounds; draft on trial, 26.5 feet forward and aft. On March 26, she completed her 30-hour trial at four-fifths power attaining a speed of 16.8 knots and to 10,809 I. H. P. with 101.8 revolutions. The 8-hour full power trial took place March 28. With steam at boilers 257 pounds, and 13,885 I. H. P., the speed was 17.8 knots. The designed speed was 18.25 knots.
PANDORA: TRIALS.—The third-class cruiser Pandora of 2200 tons has completed her trials. On her 30-hour trial the results were: I. H. P., 3638; revolutions, 1952; speed, 16.7 knots. The 8-hour, full speed trial gave: I. H. P., 5187; revolutions, 218; speed 18.625 knots. She is the last of her class to be completed and was commenced in 1898.
TORPEDO-BOAT DESTROYERS: SEA-KEEPING QUALITIES.—The recent experiments in the British navy of sending destroyers out and keeping them at sea for weeks at a time has not added to our admiration of their sea-keeping qualities. Of the instruction flotilla which returned to Devonport about Easter time after several weeks absence—not altogether at sea by any means, but chiefly so—only four of the eight returned on time. Two had been hors du combat for some days and were in port repairing while the Wolf, somewhat strained herself, was delayed by having to escort the Seal, which was badly injured and narrowly escaped foundering. Several of the vessels had their decks cracked open in the heavy seas and many of the destroyers are now laid up by serious injury to the hulls from strains received in heavy seas. The worst cases of straining and injury are in those destroyers which, like the Seal, have their engines in the center of the boat and their boilers and coal forward and abaft. The following is from a British paper:
The attempt at running the instructional destroyers away from the port for three weeks at a time, and returning to lie up for one week, has not been very successful. Never during any of the three cruises have the eight boats cruised in company, and at the conclusion of each trip one or more boats have had to pay off. At the present rate of consumption, the reserve supply of boats will not be sufficient to keep the flotilla as a squadron in being at this port. The same difficulty is being experienced at the other ports in keeping the flotillas' numbers up to an establishment of eight.
For vessels of this type to be knocking about the Channel and Irish Sea in weather which causes most other vessels to look for shelter, seems to be the height of absurdity. Nothing is gained by it, no evolution can be carried out, and nothing can be done except steam at a very slow speed and hold on as well as possible. That the boats are perfectly safe and seaworthy everyone who has been in one in bad weather admits; that is, if—and here comes the point—if they do not strain themselves. But that is just what happens.
The most serious case is that of the Seal, which has broken her back, and it is feared she will not again be fit for service—a most unfortunate ending for a comparatively new vessel, which has cost the country about £75,000. She was simply struck by an enormous wave last Tuesday afternoon, when in the Bristol Channel, on her way from Birkenhead to Devonport. The shock was terrific, and those below deck at first thought that she had crashed at full speed into a large vessel or other obstruction. Those on deck, however, feared what had happened, and their fears were realized when they discovered that the upper deck was cracked across over the foremost bunker sufficient to let daylight into the stokehold, and the side plates were split down to a depth of eighteen inches. Assistance was at once signaled for, and in response the second division of the flotilla was instructed to escort the Seal into St. Ives. Here a temporary repair was effected, and, waiting for a break in the continuous bad weather, the Seal, under convoy of the Wolf, made her way to Plymouth.—Journal of American Society of Naval Engineers and British papers.
KANGAROO AND MYRMIDON: TRIALS.—These torpedo-boat destroyers have completed their trials with the following results:
Kangaroo. Myrmidon.
Speed for 3 hours 30.03 30.229
Revolutions per minute 378.8 379.2
I. H P. 6463 6303
Air-pressure 2.7 2.8
The weather was heavy during the trial of the Kangaroo. These vessels are sister ships to the Syren described in the PROCEEDINGS for March, page 170.
LIVELY: TRIALS.—The torpedo-boat destroyer Lively, built by Laird, of Birkenhead, has completed her trials. The mean results of six runs over the measured mile were: steam, 229.5 pounds; I. H. P., 6354; speed 30.19 knots. The mean speed for the three hours was 30.278 knots.
SUBMARINE BOATS.—The British government has decided to build five boats of the Holland type, the general features of which are practically identical with those now under construction for our government. The following description of the British boats is chiefly from "Engineering."
The dimensions are: Length, 63 feet 4 inches over all; 11 feet 9 inches beam, and 120 tons displacement when submerged. The boats will be provided with means of expelling torpedoes either with the boat stationary, during a run on the surface, or steaming at any speed submerged. The armament consists of one torpedo-expulsion tube at the extreme forward end of the vessel, the muzzle covering opening outward two feet below the light water-line. Interlocking safety devices are employed to prevent accident while operating valves for the expulsion of the torpedo.
The general construction of the vessels is such that all portions of the exterior of the hull are free from projections of a nature to be entangled by ropes or other obstacles when submerged, and the lines of the hull are specially designed to minimize resistance for surface cruising. The plating and frames are to be of steel of sufficient size and thickness to withstand the pressures of depths not over 100 feet. The seams are designed to give high efficiency to the joints. The bulkheads are located not only to ensure safety in the event of collision, but to stiffen the hull as a whole. Decks are to be provided throughout the entire length of the interior of the vessel, combined with beams and floors to carry the weight of the machinery. The tanks are to be of steel, braced and stiffened according to the requirements, and riveted and caulked absolutely tight. Manholes will be located to allow access to the interiors of all the tanks.
The superstructure is to be located to allow of an above-water deck when the vessel is light for surface running, also to have means of stowing anchor and lines and to afford mooring facilities to the vessel. A deck, 31 feet long, will be provided for use on such occasions.
The rudders are of steel plates, supported by skegs at the stern. As shall presently be explained, the vessel dives like a porpoise instead of sinking on an even keel, and for this purpose there are horizontal as well as vertical rudders.
The conning-tower is of steel armor, the outside diameter being 32 inches and the minimum thickness 4 inches, with ports for observation by the navigator.
The propulsion of the vessel on the surface is affected by an Otto engine of the gasoline type.
An electric motor of the water-proof type is provided for giving the vessel a speed of 7 knots when submerged, and is worked by storage batteries having a capacity which will admit of a four hours' submerged run at 7, knots. Gearing is provided to allow for the charging of the battery, for driving the propeller from the main engine, or moving the engine from the main motor, the combinations being effected through clutches, which are operated as desired. Switches, etc., are provided for the safe and efficient distribution of the electric current throughout the vessel. The lighting of the boat is affected by portable incandescent electric lamps, while there are several ports and openings in the hull to admit daylight.
The ballasting system consists of apparatus for quickly changing the vessel from light to a diving condition, and for keeping her displacement constant in different waters—i. e. in salt or fresh water. The same arrangement is utilized for enabling the navigator to adjust the longitudinal trim when diving, or for compensating for the variable weights installed or expended from time to time, such as discharging torpedoes, etc. The air supply and ventilation are secured by compressed air stored on board the vessel, the gasoline vapors from the engine being carefully excluded by ingenious arrangements. Safety valves are arranged to relieve any excess of pressure in the vessel over that of the atmosphere.
Steering and diving engines are provided, and are fitted with automatic means of moving the rudders to the desired positions to prevent the vessel from inclining to excessive angles during diving or rising, and to keep the depth of submergence constant, as well also as to bring the vessel to a horizontal position at the required depth, and to prevent diving to excessive depths. In addition to these mechanical means, steering and diving can be executed by hand gear if desired. The compasses carried on board the vessel are compensated and adjusted so that the boat can be steered with equal accuracy when submerged as on the surface.
The general operation of the boat may thus be briefly described: Before it is desired to make a dive, the boat is brought to an "awash" condition, with only the conning-tower ports above the water. The dive is then made at a small angle until the proper depth is reached, when, by automatic means, the boat is brought to a horizontal position. After the discharge of the torpedo from the fixed bow tube the compensation for the weight of the torpedo is made automatically, causing only a slight change of trim for a few seconds. Provision is made for quick rising and diving, the time of appearance of the conning-tower above water being dependent upon the skill of the navigator.
The official trial will be a surface run of ten miles at a speed of 7 knots, and a submerged run of two miles at a speed of 7 knots. At the end of this last run a service torpedo will be fired at a target 150 feet long by 16 feet deep, the upper edge being awash and at right angles to the course. During the submerged run the boats must not come to the surface more than three times from the time of starting until the discharge of the torpedo, and the duration of each appearance must not exceed one minute. Suitable masts are provided for observing the movements of the boat while submerged.
GREECE.
NEW PROGRAM.—It is reported that the navy department is going to order abroad the construction of two cruisers, two torpedo-boat destroyers and six torpedo boats. A reorganization of the navy is also under consideration.
ITALY.
BUDGET FOR 1902.—The budget for 1902 has not yet been approved by the Italian parliament. As the views in regard to it are very diverse the outcome cannot be foreseen. It is therefore useless to enumerate the various proposals, many of which are likely to be rejected.
AMMIRAGLIO DI ST. BON, EMANUELE FILIBERTO : TRIALS, DESCRIPTION.—The official trials of the Emanuele Filiberto gave the following results:
Natural draft. Forced draft.
Duration of trial, hours 6 1.5
Mean draft, feet 24.51 24.64
Displacement, tons 9660 9740
Steam pressure in boilers 150 145
Steam pressure at engines 146 143
Air pressure in ash pits, inches …. 1 to 1.2
Revolutions per minute 94 97.7
I. H. P., mean 9526 13,442
Speed, knots 16.8 15.71
Slip, per cent 9.35 18.42
Days elapsed since last docking 80 177
The low speed on the forced draft trial is ascribed to the foul condition of the ship's bottom, due to lying in port nearly six months after the bottom was cleaned.
The results of the natural draft trial of the St. Bon were: steam pressure at boilers, 134 pounds; I. H. P., 9734; revolutions, 93.5; speed, 17.5 knots. Recent forced draft trials, which are stated to be only preliminary, gave a speed of 19.2 knots with 104 revolutions.
These battleships have been under construction for six years and were launched as long ago as 1897. They were the first of a new type which has received many variations, for it may in some measure be regarded as the progenitor of the Colon and Garibaldi, though at first glance the differences are very considerable. These battleships do not at all resemble the plans generally published in the various annuals, being long and low. The freeboard at the bow is possibly 15 feet—amidships and aft probably not much over 10 feet. The hull is of steel without sheathing. There are two smoke pipes, spaced wide apart in opposite ends of the superstructure with a military mast carrying two tops and a very high topmast between them. The complement is 600 officers and men; and the principal details are:
Armament.—Four 10-inch guns in turrets over barbette towers which rise eight or nine feet above the main deck and give a very unusual appearance to the ship. Eight 6-inch guns: one each side in the ends of the armored redoubt which rises amidships above the main deck in the form of a superstructure; outboard of these guns the superstructure is cut away so that the other pairs of 6-inch guns can fire directly ahead or astern according to their position. Two 2.9-inch guns. Eight 6-pounders. Nineteen 1-pounders. Four submerged torpedo tubes.
Protection.—Complete nickel-steel belt, 9.8 inches thick amidships and 3.9 inches at the ends. Barbette towers, 9.8 inches. Turrets, 5.9 inches. Armored superstructure enclosing 6-inch battery, 5.9 inches. Conning-tower, 5.9 inches. Protective deck, 3.1 to 1.5 inches.
Motive power.—Twin-screw, vertical, triple-expansion engines, designed to develop 13,500 I. H. P. and give a speed of 18 knots. Twelve 3-furnace cylindrical boilers. Coal supply, 600 tons; total capacity, 1000 tons; also liquid fuel in double bottoms.
Dimensions.—Length, 344.5 feet; beam, 69.3 feet; mean draft, 24.75 feet; displacement, as designed, 9800 tons. Owing to changes introduced in building, the displacement at normal draft with 600 tons of coal is considerably increased.
AGORDAT: TRIAL—This torpedo cruiser has recently completed her trials with the following results:
Date of Trial Feb. 11 Mar. 6
Draft, mean, feet 9.77 10
Displacement, tons 1200 1246
Days since last docking 120 150
Duration of trials, hours 3 6
Steam at boilers 203 169
Steam at engines 169 155
Air pressure, inches 0.47 2.2 to 3.0
Revolutions 232 190
Mean I.H.P. 8550 4670
Mean speed, knots 22.2 18.8
Slip of screw, per cent 12.6 9.5
Coal per I.H.P. --- 2.04
During the full power trial the speed at times exceeded 23 knots.
The Agordat and her sister ship the Coatit have been under construction since 1896. The hull is of steel without sheathing. The complement is 150 officers and men. The principal details are:
Armament.—Twelve 12-pounders. Eight 6-pounders. Two 1-pounders. Two torpedo tubes.
Protection.—Protective deck, 0.75-inch thick. Cofferdams.
Motive power.—Twin-screw, triple-expansion engines, designed to develop 7500 I. H. P. and give a speed of 23 knots. Eight Blechynden water-tube boilers.
Dimensions.—Length, between perpendiculars, 287.4 feet; beam, 30.6 feet; mean draft, 10.33 feet; displacement, 1313 tons.
OSTRO: LAUNCH, DESCRIPTION.—The torpedo-boat destroyer Ostro was launched at the yard of F. Schichau, Elbing, Prussia, February 9, 1901. She is one of six ordered of Herr Schichau, two of which are completed, the Lampo and Freccia; and three others, the Dardo, Euro, and Strale, were ready for trial some time since. The principal details are:
Armament.—One 12-pounder; five 6-pounders; two torpedo tubes.
Motive power.—Twin-screw, triple-expansion engines, designed to develop 6000 I. H. P. and give a speed of 30 knots. Coal capacity, 60 tons.
Dimensions.—Length between perpendiculars, 198.6 feet; beam, 21.32 feet; draft, forward 5.74 feet; draft, aft, 8.36 feet; displacement, 320 tons.
DELFIN0: DESCRIPTION AND EXPERIMENTS.—It is reported that the Italian submarine boat Delfino is to be prepared for further experiments in submarine navigation. This boat was designed by the late Signor .Pullino, Italian naval constructor, and was completed in 1896. The hull is fusiform, or cigar-shaped, and built of steel 30 (?) millimeters (1.2 Inches) thick. The length is 78.7 feet; beam and depth, 9.5 feet; displacement when totally submerged, about 107 tons. Power is obtained from an accumulator battery of 300 elements supplying an electric motor driving a single screw. Two smaller screws are used to facilitate diving and rising. Steadiness and preservation of immersion at a constant depth are obtained by two side rudders or "ailettes," while the steering is effected by rudders at each end of the boat. The armament consists of two torpedo tubes in the bow. The air supply is based upon that necessary for twelve men during 7 or 8 hours, which is the time endurance of the accumulators at the ordinary speed. Many changes have been made in the Delfino since her first trials, but of late not much has been done with her. Her cost was about $60,000.
JAPAN.
BUDGET FOR 1901-1902.—The naval budget for the fiscal year April 1, 1901, to March 31, 1902, includes:
1. Ordinary expenses 42,522,517 marks (1 mark = $0.238).
2. Extraordinary expenses 37,971,377 ?
3. First installment for commencing
steel and armor plate works for
the navy at Kure 2,272,521 ?
Total 82,766,415 ?
The same items for the preceding year amounted to 85,938,400 marks. The total cost of the armor plate and steel works is placed at 13,314,000 marks and the time to complete is estimated at five years.
The total cost of the naval establishment foots up to 105,231,000 marks. Among the items of the budget the following are interesting:
For new construction, ships building and projected 19,809,300 marks.
For torpedo boats and destroyers 9,030,000 "
For armament 8,941,800 "
For improvement of naval ports 3,387,000 "
The following ships now under construction will be completed during the year: Battleship Mikasa, 15,360 tons; armored cruiser Iwate, 9900 tons; torpedo cruiser Chihaya, 1250 tons. The construction of the following vessels will be continued or commenced during the year:
Two protected cruisers at Yokosuka dockyard, the Niikata and Tsushima. Their dimensions are: Length, 334.6 feet; beam, 43.96 feet; draft, 16 feet; displacement, 3420 tons. The I. H. P. of the machinery will be 9400 and the speed 20 knots.
The following torpedo craft are building:
Name Displacement (tons). Where building.
Destroyers.
Shirakuma 381 Thorneycroft, Chiswick.
Asashio 381 “ “
Kasumi 381 Yarrow, Poplar.
Akatsuki 381 “ “
Harusame 381 Yokosuka dockyard, Japan.
Murasame 381 “ “
Hayatori 381 “ “
Asagiri 381 “ “
Torpedo boats.
Kari 152 Kuré dockyard, Japan.
Aotaka 152 “ “
Hato 152 “ “
Tsubame 152 “ “
Hibari 152 “ “
Kiji 152 “ “
- Marine Rundschau.
NETHERLANDS.
OPHIR, PANGRANGO, RINDJANI: LAUNCH, TRIALS, DESCRIPTION.—These three boats are alike in all essential respects and were built, or are building, at the yard of Messrs. Yarrow & Company, Poplar, where the Ophir was launched March 6, the Pangrango April 17, and where the Rindjani is still on the ways. The two first-named boats are complete and have had their trials with the following results:
The trial of the Ophir, with a load of 30 tons, which is her normal co.ndition as designed, attained a mean speed of 25.3 knots for three hours with forced draft, air pressure 1.5 inches.
The Pangrango, tried April 30, did a little better, averaging 25.99 knots under the same conditions of load for three hours with the same air pressure.
After the completion of the acceptance trials experiments were made to test Holden's system of burning oil to supplement coal. A first trial was made with coal only and a speed of 24.5 knots obtained over a long distance run. Then the oil-burners were started, the coal burning being continued without change of amount supplied to the furnaces. With the oil and coal together the speed was immediately increased to 26.5 knots. The coal burned throughout the trial was at the rate of 2800 pounds per hour and after the oil was introduced the consumption of this was 700 pounds per hour (Borneo oil). In the Ophir there are two boilers of equal size, and a further trial was made at a slower speed with oil only, using one boiler, when a speed of 14 knots was readily obtained, burning 500 pounds of oil per hour.
NORWAY.
SUBMARINE BOATS.—The Norwegian navy department has decided to build submarine boats for coast defence. Admiral Borresen, chief of the general staff of the navy, has submitted to the Storthing a request for a supplementary credit of $170,000 for the construction of a boat of the Holland type, which is to have a speed of 9 knots, when running on the surface, and 7 knots when submerged. This is the first of a flotilla of six of this class which it is desired to complete in two years. Admiral Borresen believes that a fleet of twenty of such boats would suffice to protect Christiania and the southwest coast of Norway against all hostile attempts.
UNITED STATES.
CONDITION OF VESSELS UNDER CONSTRUCTION.
Percent completed
No. Name. Where building. June 1. May 1.
Battleships.
7. Illinois Newport News. 94 92
10. Maine Cramp, Phila. 52 50
11. Missouri Newport News. 37 32
12 Ohio Union Iron Works, S.F. 53 42
13. Virginia Newport News. 0 0
14. Nebraska Moran Bros., Seattle. 0 0
15. Georgia Bath Iron Works, Me. 0 0
16. New Jersey Fore River Co., Mass. 0 0
17. Rhode Island Fore River Co., Mass. 0 0
Armored Cruisers.
4. Pennsylvania Cramp, Phila. 0 0
5. West Virginia Newport News. 0 0
6. California Union Iron Works, S.F. 0 0
Percent completed
No. Name. Where building. June 1. May 1.
7. Colorado Cramp, Phila. 0 0
8. Maryland Newport News. 0 0
9. South Dakota Union Iron Works. 0 0
Protected Cruisers.
14. Denver Neafie & Levy, Phila. 47 45
15. Des Moines Fore River Co., Mass. 34 28
16. Chattanooga Nixon, Elizabethport, N.J. 32 29
17. Galveston Trigg Co., Richmond. 27 22
18. Tacoma Union Iron Wordk, S.F. 20 18
19. Cleveland Bath Iron Works, Me. 55 55
20. St. Louis Neafie & Levy, Phila. 0 0
21. Milwaukee Union Iron Works. 0 0
22. Charleston Newport News. 0 0
Monitors.
7. Arkansas Newport News. 57 54
8. Nevada Bath Iron Works. 87 86
9. Florida Nixon, Elizabethport, N.J. 66 65
10. Wyoming Union Iron Works. 75 73
Torpedo-Boat Destroyers.
1. Bainbridge Neafie & Levy. 94 98
2. Barry Neafie & Levy. 88 88
3. Chauncey Neafie & Levy. 90 90
4. Dale Trigg Co., Richmond. 94 93
5. Decatur Trigg Co., Richmond. 96 95
6. Hopkins Harlan & Hollingsworth, Del. 75 75
7. Hull Harlan & Hollingsworth, Del. 74 74
8. Lawrence Fore River Co., Mass. 99 99
9. McDonough Fore River Co., Mass. 98 98
10. Paul Jones Union Iron Works. 85 87
11. Perry Union Iron Works. 93 93
12. Preble Union Iron Works. 92 90
13. Stewart Gas Engine & Power Col, N.Y. 53 53
14. Truxton Maryland Steel Co., Balto. 68 67
15. Whipple Maryland Steel Co., Balto. 67 67
16. Worden Maryland Steel Co., Balto. 67 67
Torpedo Boats:
19. Stringham Harlan & Hollingsworth, Del. 98 98
20. Goldsborough Wolf & Zwicker. 99 99
21. Bailey Gas E. & P. Co., N.Y. 100 99
24. Bagley Bath Iron Works. 99 99
25. Barney Bath Iron Works. 99 99
26. Biddle. Bath Iron Works. 99 99
27. Blakely Geo. Lawley & Son, Mass. 98 98
28. De Long Geo. Lawley & Son, Mass. 98 98
29. Nicholson Nixon, Elizabethport. 89 88
30. O’Brien Nixon, Elizabethport. 92 90
Percent completed
No. Name. Where building. June 1. May 1.
31. Shubrick Trigg Co., Richmond. 100 99
33. Thornton Trigg Co., Richmond. 97 97
34. Tingey Columbian Iron Works, Balto. 68 68
35. Wilkes Gas E & P. Co. 80 79
Submarine Boats
1. Plunger Nixon, Elizabethport. 10 9
3. Adder Nixon, Elizabethport. 60 50
4. Grampus Union Iron Works. 51 50
5. Moccasin Nixon, Elizabethport. 58 40
6. Pike Union Iron Works. 50 50
7. Porpoise Nixon Iron Works. 55 36
8. Shark Nixon Iron Works. 53 35
ENLISTMENT OF FILIPINOS.—The Secretary of the Navy has authorized Admiral Remey to enlist as firemen, coal passers, etc., 500 Filipinos. Many have hitherto been employed on the small gunboats but were not enlisted, being engaged merely for short trips.
MILWAUKEE: CONTRACT AWARDED.—In April the contract for the building of the protected cruiser Milwaukee, 9800 tons, was awarded to the Union Iron Works of San Francisco. The contract price is $2,825,000; time to complete, thirty-six months. The ship will be built on the Department's designs.
COLORADO: KEEL LAID.—The keel of this armored cruiser was laid at the yard of the Cramp Shipbuilding & Engine Company, Philadelphia, April 26. The keel of the Pennsylvania, a sister ship, will not be laid until after the launch of the battleship Maine, which will probably take place about the time these notes go to press.
OHIO, MAINE: LAUNCH, DESCRIPTION.—These two battleships are alike in all essential respects. The Ohio is building at the Union Iron Works, San Francisco, Cal., where she was launched May 18; and the Maine is building at the yard of the Wm. Cramp Shipbuilding and Engine Company, Philadelphia, and will probably be launched before this number of the PROCEEDINGS is ready for issue. These vessels are developments of the Alabama type which they resemble in very many respects. The dimensions and coal supply are considerably increased; they have another pair of 6-inch guns; the armor is very similarly applied but is Krupp instead of Harvey; and the machinery and boilers are very much changed, water-tube boilers being fitted, and the speed increased two knots. The hull is of steel without sheathing. The freeboard is about the same as that of the Alabama and Iowa, and the masting is similar to the Alabama's. There are three smoke-pipes and they are on the fore and aft midship line. There are fourteen boats, including one 40-foot and one 36-foot steamer, and they are handled by four steam cranes. Hydraulic steering gear is used on the Ohio. She has four dynamo rooms and eight 32-kilowatt generating sets. There are four searchlights, two on the pilot house and two on the main mast. The keel of the Ohio was laid February 15, 1899, and her contract price was $2,885,000. The complement is 40 officers and 511 men. The principal details are:
Armament.—Four 40-caliber, 12-inch guns (M-99, muzzle velocity, 2800 f. s.) in pairs in electrically trained balanced turrets forward and aft. Sixteen 50-caliber 6-inch guns (M-99, muzzle velocity, 2900 f. s.) in casemates: five each side in a central battery on the gun deck; one each side in single casemates on the gun deck forward with fire directly ahead: two each side in double casemates on the upper deck, forward pair firing directly ahead and after pair directly astern. Six 50-caliber 3-inch guns (M-99, muzzle velocity, 3000 f. s.). Two 3-inch field guns. Eight 6-pounders. Six 1-pounders. Two Colt machine guns. Two submerged torpedo tubes. The ordinary supply of ammunition is 240 rounds of 12-inch, 3200 rounds of 6-inch, about 2400 rounds of 3-inch, 4800 rounds of 6-pounder, and 4000 rounds of 1-pounder ammunition. Additional amounts will be carried in time of war.
Protection.—Complete belt, 3.5 feet above water and 4 feet below, having a thickness of 11 inches for a depth of 4.25 feet from the upper edge and tapering to 7.5 inches at the bottom. The upper works between the main turrets are protected by side armor 6 inches thick laid over the side plating. This is closed at the ends by 9-inch diagonal bulkheads. Forward, this bulkhead rises from the armor deck to the upper deck; aft, the ends of the belt armor are joined to the barbette towers by diagonal bulkheads of 9 inches, but the central superstructure does not extend so far aft and it is closed by a 6-inch diagonal bulkhead, the ends of each diagonal meeting just forward of the after barbette tower. The protective deck is flat amidships between the barbette towers, but forward and aft it slopes down to meet the lower edge of the belt at the sides. The thickness on the flat is 2.75 inches; on the slopes forward, 4 inches: and on the slopes aft, 3 inches. Cofferdams are built on the protective deck from the diagonal bulkheads to the bow and stern; and on the berth deck for nearly the whole length of the vessel. All cofferdams are to be filled with corn-pith cellulose. The turrets of the 12-inch guns have inclined fronts 12 inches thick and 11-inch sides. The barbette towers are 12 inches thick on the exposed sides and 8 inches in rear. There are two conning-towers, the forward one 10 inches thick with 7-inch communication tube 12 inches in inside diameter; and the after one 6 inches thick with 3-inch (?) tube.
Motive power.—The engines are twin-screw, vertical, 3-cylinder, triple-expansion, with cylinders of 38.5, 59, and 92 inches diameter and 42 inches stroke. At 126 revolutions they are expected to develop 16,000 I. H. P. and give a speed of 18 knots. The Maine will be fitted with Niclausse boilers but the Ohio with those of the Thorneycroft type. The coal supply at load draft is 1000 tons; total capacity, 2000 tons.
Dimensions.—Length on load water-line, 388 feet; beam, 72.2 feet; mean draft at normal load, 23.5 feet; normal load displacement of the Ohio, 12,440 tons; of the Maine, 12,300 tons; full load displacement of both, about 13,500 tons; tons of displacement per inch of immersion at normal draft, 52.
BAGLEY, BARNEY: TRIALS, DESCRIPTION.—These two torpedo boats have completed their trials. On May 15 the Barney made 29.1 knots for two hours instead of 28 knots as required by contract. The Bagley, a sister boat, the next day averaged 29.2 knots. The boats were both built at the Bath Iron Works from the contractors' own designs. Complement, 3 officers and 26 men. Contract price, $161,000. The principal details are:
Armament.—Three 17.7-inch torpedo tubes; three 3-pounders.
Motive power.—Twin-screw, vertical, triple-expansion engines, designed to develop 4200 I. H. P. and give a speed of 28 knots. Normand water-tube boilers.
Dimensions.—Length on water-line, 157 feet; beam, 17 feet; mean draft, 4.6 feet; maximum draft aft with full load, 8 feet; displacement, 167 tons.
BAILEY: TRIALS, DESCRIPTION.—The torpedo boat Bailey had her official trial April 25 in Long Island Sound. The mean speed for the two hours was 30.2 knots and the maximum speed attained was 31.12 knots with 418 revolutions. The Bailey was built by the Gas Engine and Power Company and Charles Seabury, Morris Heights, New York, where she was launched December 15, 1899. The complement is 3 officers and 53 men. The contract price was $210,000. The principal details are:
Armament.—Two 17.7-inch torpedo tubes; four 6-pounders.
Motive power.—Twin-screw, vertical, triple-expansion engines, designed to develop 5600 I. H. P. and give a speed of 30 knots. Seabury water-tube boilers. Normal coal supply, 20 tons; bunker capacity not reported but probably about 100 tons.
Dimensions.—Length on load water-line, 205 feet; beam, 19.2 feet; mean draft, 6 feet; maximum draft aft at full load, 7.9 feet; displacement, 235 tons; tons displacement per inch of immersion, 6.88.
PERRY: UNSATISFACTORY TRIAL, REMARKS.—The preliminary and the standardizing trials of this torpedo-boat destroyer, building by the Union Iron Works from the design of the Navy Department (described in PROCEEDINGS No. 97, page 190), were carried out in San Francisco Bay between the 25th of February and the 5th of April, and, in consequence of the results being so far below what was anticipated it has been determined to suspend further trials pending the construction of screws with more surface than those with which she was fitted during these trials. Should she succeed in reaching the contract speed with the new screws, the Preble, also building by the Union Iron Works, will be tried with similar ones; but should she fail, a change will be made in the shape of the stern.
As completed, she draws 14 inches more water at the stern than was contemplated in the design, and is of about 470 tons displacement instead of 430. This increase being principally in weights of the hull. Some of the trial weights were removed to improve her trim before commencing the standardizing trials. The results of these trials, made on different days, are:
Speed. Revolutions. I. H. P.
17. 177.8 947
19.72 212.6 1792
23.31 269.1 4005
24.17 287.2 4866
25.50 308.1 6040
27.68 333.2 7470
28.20 338.5 7752
The contract speed is 29 knots.
As a consequence of these trials, and of runs in the model tank of the model of the vessel as completed, it is probable that the sterns of the destroyers Bainbridge, Barry, and Chauncey, building by Messrs. Neafie & Levy, and of the Paul Jones, building by the Union Iron Works and yet unlaunched, will be flattened in order to reduce the resistance which the peculiar shape of the stern appears to offer.
Two other destroyers, the Dale and Decatur, building by the William R. Trigg Company, have been launched, but as the speed in their case is to be but 28 knots, it is probable that the alteration of the stern will not be made until after they have been tried—Journal of American Society of Naval Engineers.
SHUBRICK, THORNTON: TRIALS, DESCRIPTION.—The Shubrick completed her official trials April 5, having made an average of 26.07 knots for two hours. Subsequent corrections and allowances for tide, etc., increase this to 26.75 knots. The trial of the Thornton on April 12 was stopped on account of the bursting of a boiler tube. These boats are alike in all respects and were built at the yard of the William R. Trigg Company, Richmond, Va., where they were launched; the Shubrick on October 31, 1899, and the Thornton on May 15, 1900. The complement is 3 officers and 26 men. The contract price was $129,750. The principal details are:
Armament.—Three tubes for 17.7-inch whitehead torpedoes; three 3- pounders.
Motive power.—Twin-screw, vertical, triple-expansion engines, designed to develop 3000 I. H. P. and give a speed of 26 knots. Thorneycroft water-tube boilers. Coal supply, 10 tons; total capacity, 70 tons.
Dimensions.—Length on water-line, 175 feet; beam, 17.5 feet; mean draft, 4.7 feet; maximum draft aft with full load, 7.5 feet; displacement, 165 tons; tons displacement per inch of immersion at load draft, 5.4.
TINGEY: LAUNCH, DESCRIPTION.—The torpedo boat Tingey was
launched at the Columbian Iron Works, Baltimore, March 25. She is one of the group of twelve torpedo boats and sixteen destroyers appropriated for by Congress in 1898. She is in all respects, including boilers, a sister ship to the Shubrick and Thornton described above. The contract price was $168,000. Owing to the financial condition of the Columbian Iron Works, the Navy Department declared the contract forfeited, and was about to advertise for bids for completing her; but a new company having been formed to operate the Columbian Iron Works, the Department has decided to entrust the completion of the Tingey to this company.—Journal of American Society of Naval Engineers.
ILLINOIS: TRIAL SPEED.—On June 15, after these notes had been prepared and when they were about to be transmitted to the printer, it was learned that the battleship Illinois, which returned from her trial trip the day before, had made a mean speed of 17.45 knots on her four hour trial, after correcting the apparent speed of 17.31 knots for tide, etc.
AMMUNITION.
CAPPED PROJECTILES.—Mr. P. M. Staunton, late Captain of the Royal Artillery, in a letter to the editor of Engineering (London), presents his views on the action of the cap which are somewhat at variance with the generally accepted ideas. He has also taken out patents for projectile caps designed in accordance with his theories. Inasmuch as the absolute correctness of no theories in regard to the function of the cap have received conclusive proof, it is interesting to examine all new ones which are within the bounds of reason.
After comparing the results of the trials of various forms of caps, Mr. Staunton concludes that:
"If my views be correct, the most important functions of caps on armor-piercing projectiles are to delay ‘full impact’ and to distribute the shock thereof more fully over the superficial area of the projectile, thereby protecting its structure from fracture and enabling more of its kinetic energy to be expended in doing work on the armor, and it follows as a matter of demonstration that for the purpose of attacking steel armor plating with a high striking velocity, such caps shall be so made as:
"1. To further increase the distance between the point of initial impact and the point of the projectile.
"2. To increase the duration of their resistance to compression on impact.
"3. To enable them to take up a larger proportion of the initial pressure of impact before being fractured or forced back on the projectile's nose.
"4. To enable them to distribute the shock incidental to such pressure over an increased superficial area of the projectile.
"5. To provide a soft cushion which will break the disintegrating force of impact on the projectile's point.
"6. To provide a ready means whereby the projectile may force its way through and free of the cap when penetration is commencing."
The form of cap which Mr. Staunton seems to prefer is one which extends beyond the point of the projectile about one-third of a caliber, and extends as a thin envelope, of decreasing thickness, more than two-thirds the way to the base. The projectile itself is therefore slightly coned from the bourrelet to the base. The axis of the cap above the point is cored out by removing a small axial cylinder of a diameter of p erhaps one-eighth a caliber, and the cavity so formed is filled with lead. The cap itself is of hard and tough steel. Upon striking the armor plate, the cap is destroyed, being split apart as the projectile advances through it. It has then, however, performed what Mr. Staunton assumes to be its chief function which is to distribute the force of the blow over the mass of the projectile—instead of allowing it all to be received on the point—without sensibly diminishing the work done upon the plate. Incidentally, of course, the cap does support the point against fracture until it is fairly entered into the plate, though not to the same extent as a closer-fitting cap of soft steel.
SHRAPNEL: NEW GERMAN MODEL.—A new design of shrapnel is patented by the Rheinische Metallwaaren und Maschinfabrik (Germany). The novelty consists in longitudinal ribs extending along the inner surface of the shell. Two objects are expected to be secured by this design. First, the shell is strengthened without sensibly increasing the weight or capacity; and second, the rotary displacement of the balls is prevented. The balls themselves are provided with flats so that they may be packed firmly within the shell, one above the other, and thus prevent wedging.
SHELL AND SHRAPNEL: BRITISH SHELL AND SHRAPNEL IN SOUTH AFRICA.—According to Herr Gentz, a Prussian officer who was in the Boer service, the British artillery practice in South Africa was very good but many of the British shrapnel and shell did not burst at all and few if any of the shrapnel burst effectively, the case not breaking up as it should so that the dispersion of shell fragments and balls was very slight. From other sources it is learned that the lyddite shells for the field guns were a disappointment. The explosion was usually one of low order, showing greenish fumes instead of the blackish ones of detonation. The British technical papers say that lyddite is not a success in calibers below four inches and not fully successful in shells of less than six-inch caliber. Whether the small shells rupture before the proper temperature and pressure are reached, or whether small amounts of the explosive do not develop the requisite temperature with sufficient rapidity for detonation is not stated.
GAS-CHECKS FOR PROJECTILES.—Many persons still hold to the opinion that erosion of the bore is due to the escape of gas past the projectile. Either because of holding this view, or because probable purchases of ammunition do, Sir Hiram Maxim has brought out an improvement of his base-ring gas-check for projectiles. In the present model a movable metal ring, at the moment of firing, presses a semi-plastic ring out against the surface of the bore. As the projectile moves along the bore the movable ring acts as a plunger and causes a quantity of fatty material, contained in a cavity in the projectile, to be continuously supplied to the semi-plastic ring.
SPECIAL POWDER CASE TO REDUCE EROSION.—Of all the means taken to cure the erosive qualities of nitroglycerin powders such as cordite, the most astonishing is that which is made the subject of a patent by Sir A. Noble. He considers that the erosion of guns is mainly due to the excessive heat developed in the combustion of the nitroglycerin powders. (This is like saying that a man who is hung dies of heart failure.) In order to decrease the temperature without diminishing the ballistic effect a water case is placed in front of the charge and it is expected that the expansion of the vaporized water will more or less compensate for the loss occasioned by the decreased temperature of the gunpowder gases.
POWDER BAGS WOVEN FROM SMOKELESS POWDER THREADS.—Krupp has taken out three or more patents, differing but little in general character, covering processes of making the envelope or bag for the powder charge of a fabric woven from strands or threads of smokeless powder. It is hoped in this way to prevent the collection of any residue in the bore.
PRIMERS: NEW U. S. NAVY COMBINATION PRIMERS.—The new combination electric and percussion primer is now being issued to the service for all guns having primer seats in the mushroom stalk fitted for their use. The new primer differs from the old ones both in size and shape. It is about the size of a 32-cal. revolver cartridge shell but three or four times as long.
FUSES.—Krupp has patented an improvement on his well-known fuse which has an adjustable time ring like our own Navy fuse (Sweet's). The improvement consists in better means for jamming and holding the ring in the position in which it is set. It would seem from this that the fuse has given trouble in this respect. A new time fuse is the combined invention of Lieutenant A. T. Dawson (late R. N.—now of Sir W. T. Armstrong, Whitworth & Company), G. T. Buckham, and S. V. Dardier. It is a combination time and percussion fuse but the description is inadequate to give a correct understanding of the mechanism. The ignition is caused by a pellet which flies to the rear to fire the time train and another pellet which flies forward and strikes a cap when the projectile is suddenly checked or stopped.
ARMOR.
TRIAL OF A 6-INCH ARMSTRONG, SPECIAL PROCESS, NICKEL-STEEL PLATE.—The trial took place February 7, 1901, at Whale Island, Portsmouth, and was incompletely reported in PROCEEDINGS No. 97, page 194. Plate: 8 feet by 6 feet by 6 inches; secured by eight bolts to a backing 3.8 feet thick. The gun used in all five rounds was a 6-inch, British service type. The projectiles were all Holtzer armor-piercing, apparently from an old lot made many years ago. In this connection see letter from the Holtzer Works appended to the trial data. The results of the trial were as follows:
The first four rounds constituted the government test. The fifth round was made at the suggestion of the representative of the makers. The details of this trial are derived from the London Engineer and appeared in the issue of April 12, 1901. In the issue of April 19 there appeared the following letter:
OPENSHAW ARMOR PLATE.
MESSIEURS.—Veuillez nous permettre de vous presenter, au sujet de l'essai de plaque relaté dans l'ENGINEER du 12 courant, page 377, l'observation suivante.
Sans contester l'excellence de la plaque d'Openshaw Works, essayée le 21 Fevrier dernier avec des obus de 6 pouces Holtzer, il nous semble qu'il eut été correct d'indiquer aussi l'age de ces projectiles, car il y a douze ans au moins qu'ils ont été fabriqués; à une époque où les plaques à face cémentée et rempié, genre Harvey, n'étaient pas encore inventées.
Or les perfectionnements de nos projectiles, ayant suivi de près, ceux qui ont été apportés aux plaques, il en résulte que des essais, comme celui que nous reproduisez, ne peuvent qu'induire en erreur vos lecteurs, sur la situation vraie et actuelle des choses, si il ne sont pas accompagnés de l'observation que nous avons l'honneur de soumettre.
Veuillez agréer, M. Messieurs, l'assurance de notre consideration distinguée.
P. MM. JACOB HOLTZER ET CIE.
(H. A. BRUSTLEIN.)
Aciéries et Unieux (Loire) le 15 Avril.
[It is to be remarked that there is no reflection on the quality of the plate in the above letter. The plate was tested and accepted officially, so that its efficiency is not in question. At the same time it may be interesting to know, accepting Messrs. Holtzer's statement, why modern projectiles are not used against modern armor?—Ed. THE E.]
TRIAL OF A 4-INCH ARMSTRONG NICKEL-STEEL PLATE, NOT FACE-HARDENED.— This trial took place April 7. The plate was intended for the armored cruiser Lancaster or one of her sisters. Three shots were fired from a 4.7-inch gun. The shells weighed 45 pounds, and were armor-piercing; maker not reported. The initial velocity was 1630 f. s. and the maximum penetration was 1 inch. The compiler hopes to present fuller details of these trials.
EDDYSTONE ARMOR PLANT.—A large armor plant is now in process of erection at Eddystone, near Philadelphia. It is to be called the Gruson Iron Works and is said to be a branch of the Grusonwerke, Magdeburg-Buckau, Germany, which was developed by Herr Gruson but was sold some years since to Herr Krupp, and is now owned and operated by him. The new works will be prepared to furnish chilled armor in the form of turrets and casemates for coast defense. The construction of these works is said to have been brought about by the reported intention of the Board on Fortification to use turrets and barbettes for coast defence in place of disappearing mounts.
BOILERS.
REPORT OF BRITISH BOILER COMMITTEE.—The British Naval Boiler Committee, consisting of eminent naval and civilian engineers and other eminent persons, appointed by Parliament to examine into the question of water-tube boilers suitable for British warships, has made its report to Parliament. The conclusions arrived at are as follows:
"(1) The Committee are of opinion that the advantages of water-tube boilers for naval purposes are so great, chiefly from the military point of view, that, provided a satisfactory type of water-tube boiler be adopted, it would be more suitable for use in his Majesty's Navy than the cylindrical type of boiler.
"(2) The Committee do not consider that the Belleville boiler has any such advantage over other types of water-tube boilers as to lead them to recommend it as the best adapted to the requirements of his Majesty's Navy.
"(3) The Committee recommend: (a) As regards ships which are to be ordered in the future: That Belleville boilers be not fitted in any case. (b).As regards ships recently ordered, for which the work done on the boilers is not too far advanced: That Belleville boilers not be fitted. (c) As regards ships under construction, for which the work is so far advanced that any alteration of type of boiler would delay the completion of the ships: That Belleville boilers be retained. (d) As regards completed ships: That Belleville boilers be retained as fitted.
"(4) In addition to the Belleville type of boiler, the Committee have had under consideration four types of large straight tube boilers which have been tried in war vessels, and are now being adopted on an extended scale in foreign Navies. These are: (a) The Babcock and Wilcox boiler; (b) the Niclausse boiler; (c) the Dürr boiler; (d) the Yarrow large tube boiler. (a) and (b) have also been tried in our own Navy with satisfactory results, and are now being adopted on a limited scale. If a type of water-tube boiler has to be decided on at once for use in the Navy, the Committee suggest that some or all of these types be taken.
"(5) The Committee recommend that the completion of the two sloops and the second-class cruiser fitting with Babcock and Wilcox boilers, and the sloop and first-class cruiser fitting with Niclausse boilers, be expedited, in order that the value of these types of boilers for naval purposes may be ascertained at the earliest possible date. This is especially important, as the Babcock and Wilcox boiler adopted in the ships under construction differs materially from the Babcock and Wilcox boiler as fitted in the Sheldrake.
"(6) The Committee recommend that boilers of the Dürr and of a modified Yarrow type be made and tested at the earliest possible date, under their supervision, with the view of aiding the selection of one or more types of water-tube boilers for use in his Majesty's ships."
The Committee's reasons for preferring water-tube boilers, if a suitable type can be found, are as follows:
(a) Rapidity of raising steam and of increasing the number of boilers at work.
(b) Reduction to a minimum of danger to the ship from damage to boilers from shot or shell.
(c) Possibility of removing damaged boilers and replacing them by new boilers in a very short time, and without opening up the decks or removing fixtures of the hull. These requirements are met by the water-tube boiler in a greater degree than by the cylindrical boiler, and are considered by the Committee of such importance as to outweigh the advantages of the latter type in economy of fuel and cost of upkeep.
Their objections to Belleville boilers are given as follows:
(a) The circulation of water is defective and uncertain, because of the resistance offered by the great length of tube between the feed and steam collectors, the friction of the junction boxes, and the small holes in the nipples between the feed collector and the generator tubes, which also are liable to be obstructed, and may thus become a source of danger.
(b) The necessity of an automatic feeding apparatus of a delicate and complicated kind.
(c) The great excess of the pressure required in the feed pipes and pumps over the boiler pressure.
(d) The considerable necessary excess of boiler pressure over the working pressure at the engines.
(e) The water gauges not indicating with certainty the amount of water in the boiler. This has led to serious results.
(f) The quantity of water which the boiler contains at different rates of combustion varying, although the same level may be shown on the water gauges.
(g) The necessity of providing separators with automatic blowout valves on the main steam pipes to provide for water thrown out of the boilers when speed is suddenly increased.
(h) The constant trouble and loss of water resulting from the nickel sleeve joints connecting the elements to the feed collectors.
(i) The liability of the upper generator tubes to fail by pitting or corrosion, and, in economizer boilers, the still greater liability of the economizer tubes to fail from the same cause.
Further:
(k) The upkeep of the Belleville boiler has so far proved to be more costly than that of cylindrical boilers; in the opinion of the Committee this excess is likely to increase materially with the age of the boilers.
(l) The additional evaporating plant required with Belleville boilers, and their greater coal consumption on ordinary service as compared with cylindrical boilers.
The Committee recommends that boilers of the Dürr, and of a modified Yarrow type, be made and tested at the earliest possible date. The Committee also recommends the careful trial of the vessels now being fitted with the Babcock and Wilcox and Niclausse types.
COAST DEFENSE.
UNITED STATES: APPROPRIATIONS FOR FORTIFICATIONS.—The following appropriations and provisos are contained in the Fortifications Appropriation bill which became a law March 1, 1901: Gun batteries, $1,615,000; searchlights for New York Harbor, $150,000; range and position finders, $150,000; land for fortifications and coast defenses, $200,000; protection, etc., of fortification, $100,000; fortifications, Galveston, Texas, $992,000; plans for fortifications, $5,000; tools, etc., to be furnished by the Eng. Dept. for the use of troops, $25,000; sea walls and embankments, $100,000; submarine mines and necessary appliances for our principal seaports, including San Juan, Porto Rico, $50,000; steel for seacoast guns, price not to exceed 21 cents per pound, $476,000, provided that in the discretion of the Secretary of War a portion of this money may be used for the purchase of material for steel-wire seacoast guns; carriages for mounting seacoast guns, $485,000; reserve projectiles and explosives, $600,000; rapid-fire guns, $477,908; carriages for 12-inch breech-loading mortars, $71,000; 8-, 10- and 12-inch guns, $414,536; proof of guns, $12,100; proof of seacoast mortars, $5,000; armor plates and deck plates for testing projectiles, $24,000; ammunition for artillery practice, $117,000; armament chests, $7,300; machine guns, $50,000; range finders, etc., $35,000.
Implements and equipments for service, and also for mounting, repairs, care and preservation of armament and of range finders, including $25,000 for care, repair, and preservation of fortifications in the harbor of Galveston, Texas, $50,000; material, tools and implements for battery mechanics, $92,680; mountain guns, $77,000; rifles, siege, 5-inch B. L., $18,880; carriages for same, $26,990; sights for cannon, $23,000; fuses and primers, $25,000; ammunition of all kinds, $300,000; inspecting instruments, $5,000; subcaliber tubes, fittings and ammunition for seacoast artillery practice, $212,000.
Proving ground, Sandy Hook, N. J., $99,067; Watervliet Arsenal, West Troy, N. Y., for completing repairs and alterations on gun shops, including new cornice, $10,000; gallery drive, $12,000.
The Board of Ordnance and Fortification, $100,000; "One additional member shall be added to the said Board of Ordnance and Fortifications, who shall be an artillery officer of technical ability and experience, to be selected by the Secretary of War:
"Provided, That before any money shall be expended in the construction or test of any gun, gun carriage, ammunition, or implements under the supervision of the said board, the board shall be satisfied, after due inquiry, that the Government of the United States has a lawful right to use the inventions involved in the construction of such gun, gun carriage, ammunition, or implements, or that the construction or test is made at the request of a person either having such lawful right or authorized to convey the same to the Government.
"To enable the Secretary of War to make a comparative test of destructive energy between the Gathmann torpedo gun now at Sandy Hook and the Army twelve-inch service rifle, such tests to be made against two similar targets representing the side construction of the latest type of battleship; each of said structures to be faced with Kruppized armor plate eight feet by sixteen, and twelve inches thick, and at least ten shots to be fired from the Army rifle against one structure and one or more Gathmann torpedoes against the other; for the erection of the structures and the purchase of materials, armor plates, ammunition, mount for the torpedo gun and other necessary expenses of such test, $50,500.
"To enable the Secretary of War, in his discretion, and if in his judgment it will be for the best interests of the Government, to purchase the U. S. Letters Patent, numbered 622,479, issued April 4, 1899, covering the Isham high-explosive shell, designed for firing high explosives and carrying the same through armor plate, invented and now owned and controlled by Willard S. Isham, and also to purchase the entire and exclusive right for the United States to manufacture and use the high explosive 'thorite,' invented and now owned and controlled by Doctor Hiram P. Tuttle, $100,000: Provided, That all formulae, data, and facts related to said process and necessary to the successful manufacture of said ‘thorite' shall be placed in the possession of the Secretary of War, and to his satisfaction, before any payment for the same shall be made: Provided further, That before any money shall be expended in the purchase of said patent the Secretary of War shall be satisfied, after full investigation, that the Government of the United States shall have a lawful right to use said patent, without the use of same being an infringement upon any prior invention, patent, or pending application for patent covering said invention or any material part thereof.
"That as material purchased under the foregoing provisions of this Act shall be of American manufacture, except in cases when, in the judgment of the Secretary of War, it is to the manifest interest of the United States to make purchases in limited quantities abroad, which material shall be admitted free of duty."
UNITED STATES: TORPEDO BOAT DEFENCE.—The Naval Torpedo Boat Board, under the presidency of Captain G. A. Converse, U. S. N., has decided to visit the various points on the Southern coast which have been mentioned as convenient and safe places for the torpedo stations required by the Navy Department. Among the points to be visited will be Savannah, Charleston, S. C., Port Royal, Pensacola, possibly Richmond, Va. Following the southern trip a similar investigation of northern locations will be made, and the report of the Board will indicate the advantages and disadvantages of the sites selected and recommended.—
Army & Navy Journal, May 18, 1901.
GERMANY: COAST DEFENCE SYSTEM.—The system of Coast Defence in Germany has been most carefully worked out. No cast-iron rules covering the entire extent of the coast have been laid down but each part is treated according to the requirements of the case. The naval ports of Kiel and Wilhelmshavn, and adjacent coasts and waters, and the entrances to the Weser and Elbe, with their approaches and surroundings, are entirely controlled by the Navy. A vice-admiral is commander-in-chief of each of these four districts and of all the defences, afloat and ashore; and, by a recent imperial decree, he is given full and unlimited command within the boundaries of his district, which boundaries are carefully defined. Beyond the limits of the naval districts and in the lesser ports the general commanding the district is similarly in supreme command. This exact definition of authority cannot fail to result in harmonious working of the general defence, if the authority is wisely exercised.
COMMUNICATIONS.
NOTE.—Under this head will appear notes on Signaling, Telegraphy, Ocean Cables, Carrier Pigeons, etc.
WIRELESS TELEGRAPHY IN THE U. S. NAVY.—The Board of naval officers, headed by Captain Chadwick, appointed to make a full investigation and report on wireless telegraphy, has completed its work and submitted its report to Admiral Bradford, chief of the Naval Bureau of Equipment, having charge of this subject. It had been expected that the inquiry would last through the summer, and the Navy Department has been somewhat surprised at the promptness with which the board has been able to reach its conclusions. Although the findings are not made public, it is known that the board reports on the entire feasibility of the system, and recommends that it be adopted and that the present system of using carrier pigeons for messages between naval points be abandoned.
With the report the board submits the results of an extended conference with Senor Marconi, the Italian inventor, concerning the general subject of wireless telegraphy. It is understood that Marconi made no proposition regarding his own system, and that the board secured his views as an expert on the general subject. There is no finding in favor of any particular system, but a general treatment of all systems. The board has no doubt that wireless telegraphy will prove a valuable adjunct for the navy.—Baltimore American, May 8, 1901.
WIRELESS TELEGRAPHY IN THE BRITISH NAVY.—The Majestic, flagship of the Channel Squadron, had a remarkable experience in the matter of signaling by means of wireless telegraphy while on the voyage from Portsmouth to Berehaven, where she arrived on April 22. Messages were exchanged up to a distance of 90 miles between the Majestic at sea and the Hector in Portsmouth Harbor on April 20 until at 11.45 p. m the telegraph communication was unexpectedly suspended. The instruments on board the Majestic were then adjusted to send a message to Portland, and to the surprise of the signaling staff that station was found to be talking to the Hector, the latter explaining that it had suddenly lost touch with the Channel Squadron flagship owing to the breakdown of the apparatus key. The distance at which this information was taken was 103 miles as the crow flies, a record so far as the naval service is concerned. Probably the space thus covered would have been exceeded had not the Diadem at Plymouth interrupted, thinking that the Majestic was calling her. The achievement must be extremely gratifying to the naval officers who have worked so assiduously in the development of the system of wireless telegraphy for signaling purposes at sea, and likewise to the trained signalmen of the fleet who show an intelligent interest in the experiments and have learned to manipulate the apparatus expertly. An order has been issued in the Channel Squadron that only the flagship is to keep her wireless instruments ready for sending and receiving in harbor, the other ships disconnecting their coherers.—United Service
Gazette, May 4, 1901.
WIRELESS TELEGRAPHY IN THE SPANISH NAVY.—Wireless telegraphy is attracting considerable attention in Spain. Experiments are being made with a system invented by Colonel Cervera. With wireless telegraphy it is hoped to establish communication with the Balearic Islands and the Spanish possessions in Africa. The Marquis of Portago, director-general of communications, has asked the government for funds to carry on the experiments.
CONSTRUCTION.
NOTE.—Under this head will appear notes on Design, Materials, Sheathing, etc.
TESTS OF FIREPROOFED WOOD.—The Assistant Secretary of the U. S. Navy has sent to the Senate the report of Assistant Naval Constructor H. G. Gillmor, U. S. N., who supervised the tests of fireproofed wood made at the Washington Navy-yard last December. The tests were made to determine whether or not wood taken from different parts of the torpedo boat Winslow had, in the five years since it was treated, lost its fireproof qualities. The wood was white pine, ash, and butternut, and four different kinds of tests were made, the stove test, hot-plate test, hot-rivet test, and splinter test. In the first, shavings and kindling wood saturated with kerosene were burned with the pieces of fireproofed wood laid on top. In the bottom of the stove was placed waste saturated with kerosene. After the shavings and kindling were entirely consumed, the fireproofed wood ceased to give off any flame or glow, and was found charred from one-eighth inch to three-sixteenth in. from the surface, but entirely sound and free from charring inside. In the hot-plate test a steel plate, 9 in. wide, 2 ft. long, and 1/2 in. thick, was heated until bright red on the surface, and immediately on removal from the furnace a specimen of each kind of fireproofed wood was laid on it and left so long as there was any flame from the wood. The ash specimen first ceased to give off flame, then the butternut, and the pine last. All were found charred only on the surface, free from ash and with no tendency to glow. In the hot-rivet test rivets were heated in the furnace to a driving temperature, and laid upon the surface of the specimens. At first some flame was given off, but this soon disappeared, the charring was limited, and there was no ash where the rivets were in contact with the wood. In the last test splinters were held over the flame of a Bunsen burner burning coal gas. Flame was given off while specimens were in contact with the fire, but ceased at once when removed, and no ash formed.—Railroad Gazette.
FIREPROOF WOOD IN BRITISH NAVY.—According to the Pall Mall Gazette, the naval authorities have decided to remove the non-inflammable wood from the new armored cruiser Cressy. Nor, says the paper, will this material be used in any other British warships. The intention of fitting it in the Kent has been abandoned, corticine-covered steel being employed instead for the 'tween-deck fittings. An oaken covering is being given to quarter-deck and forecastle, as this material is much better than bare steel for the men to get about on when at sea. But no wood is being used in places where its presence is considered dangerous. Experience has proved that where wood is bolted to steel, as it is on the upper decks of the new British ships, it will neither burn nor splinter. The British United Service Gazette, on the other hand, learns that "a report about the removal of non-inflammable wood in the Cressy was based upon the fact that in order to facilitate the ship being commissioned, and to avoid waiting for the drying and repainting of the non-inflammable wood, it was decided to replace some of it—a very small proportion, and principally lathing for electric wires—with ordinary wood on the upper deck only. Nothing is being removed from between decks, where the greater part of the non-inflammable wood is. We are also informed that the wood is being used on a number of the new warships under construction, and that means are being taken at the various shipyards to prevent the wood being worked into the ships whilst it is damp, this dampness, which is easily prevented, being the sole cause of any trouble experienced."—Army & Navy Journal, May 4, 1901.
TRIAL OF WATER-TIGHT COMPARTMENT ON THE KENT.—A trial of water-tight bulkheads, doors and fittings took place recently on board the British armored cruiser Kent which was launched on March 6. One of the main engine compartments was closed and water admitted to the estimated amount of one thousand tons. All the doors and bulkheads appeared to be perfectly tight, and after pumping out the water no sign of strain or deformation was observable.
ELECTRICALLY DRIVEN VENTILATING FANS.—Naval Constructor W. L. Capps, U. S. N., in his report upon the battleship Alabama, advises the useof electrically driven fans in each compartment in preference to steam fans and long ventilating pipes. The ventilation of the Kearsarge is more satisfactory than that of the Alabama on account of the difference in the system. Mr. Capps says in his report that there can be no question as to the results obtained in the two vessels, and as the electrically-driven fans proved themselves so much better than steam-driven ones, he strongly recommends that electric driving be substituted for steam in all future construction. The adoption of electric driving, however, ought only to be one step towards the complete revision of our ventilating apparatus. The compiler is not familiar with the systems on the Kearsarge and Alabama, but the ventilating of previous ships is certainly woefully defective. The ventilating trunks were unsightly and much in the way. The air discharge took place in a way to obstruct, rather than assist, the natural air currents. The louvres were all of one size, regardless of distance from the blower, and of a design which seriously interfered with easy circulation and wasted much power; the similarity of size of course caused all of the air to flow out of the louvres near the blower where the pressure was highest; from the distant ones not a breath of air. The supply of fresh air, in some cases, was drawn from a ventilator situated over a fire or engine room hatch and drew in the heated air, pumping it down against gravity and to the discomfort of those below, thus doubly losing in efficiency. The long ventilating trunks pierced water-tight bulkheads and double bottoms and often menaced the safety of the ship, the bulkhead valves adding little to security while they nearly destroyed the usefulness of the pipe as an air-duct. Places like the engine-room, dynamo-room, and workshops are hard to ventilate but a great deal more can be done than has been attempted. If the steel bulkheads, floors, ceilings, etc., be covered as far as possible with a non-conductor of heat, much of the difficulty is obviated. These surfaces become heated by conduction, by radiation, and by escaping steam and heated air and they disperse by radiation and conduction a great part of this heat through the air. As at present fitted no reasonable amount of air can keep these compartments at a comfortable temperature. With the stationary surfaces covered by a non-conductor of heat a moderate amount of fresh air supplied and diffused at the bottom of the compartments, so as to aid and not obstruct the natural currents, might achieve success. The defects of ventilating apparatus are not so noticeable in temperate climates, even in summer, as the sea water is comparatively cool, but in the tropics every defect is at once painfully apparent.
ALUMINIUM THERMIT.—On Wednesday Dr. Hans Goldschmidt, of Essen, gave, at 29A, Gillingham Street, Westminster, a very successful demonstration of welding by means of his aluminium thermit before a large audience of leading engineers, metallurgists, and chemists. The Process has repeatedly been mentioned in our columns, and was described on pages 386 and 450 of our last volume. A mixture of powdered aluminium and iron oxide constitutes the thermit, which is kept in soldered boxes, and can be bought at the rate of less than 1s. per pound. This mixture is perfectly harmless, and molten iron may be poured into it without starting any reaction. If, however, a primer, consisting of powdered aluminium and some peroxide, is applied, the reduction commences at once. This was the first experiment. A little of the ignition powder is dropped into a crucible and lighted with a common fuse. It flares up, and when thermit is gradually added, the whole mass begins to boil. A minute, or less, later, the fused alumina which floats on the top may be poured off, and the molten iron then made to follow. To show the intense heat, a bottomless crucible was placed on the top of an iron plate 1/2 in. or more in thickness. The reduced iron bored a hole through the plate so quickly that the plate could be handed round before the heat had spread to the edge. Then two tubes, 2 in. in diameter, were welded together endways, a box of sheet iron being loosely fitted round the joint, and another box, packed with sand, outside this. In this case the heat alone acts, the reduced iron is not wanted really. Therefore, some of the alumina is poured out first and directed against the tubes, surrounding them with a protective layer of this oxide. After a minute the bolts which clamp the tubes together are tightened by, perhaps, 1/8 in.; a minute or two later the box frames are knocked off, and the iron and alumina also come off neatly without the slightest trouble. A beautiful weld results. An experiment with a larger tube was equally successful. Then two heavy tram rails were welded together. Boxes packed with sand had been placed about them, and the rails were held in position by two bolts, one on each side. Above the joint stood a crucible, taking about 25 pounds of thermit and closed below by a thin plate of iron. In this instance, a little ignition powder was simply sprinkled on the top of the thermit and lighted in the usual fashion by means of a fuse. The mass soon burned its way through the under plate, and a minute or so afterwards the bolts could be tightened. That practically finishes the weld. As no fishplate nor drilling is required, the Allgemeine Thermit Gesellschaft, of Essen, can weld rails on the terms usually paid for making a good joint. The process has been adopted in a good many towns, and has given great satisfaction. Some fine specimens of work done by aluminium thermit were exhibited, among them a welding of cast iron and steel, and many test bars, none of which had in the testing machine ever given way at the joint. The aluminium applied is the commercial aluminium of American and other works, of 98 per cent and more. The powdering and mixing, the manufacture of the partly magnesia-lined crucibles and box frames are all done at the Essen Works. The alumina which results as a by-product is an exceptionally pure corundum, which is sold to emery works. Messrs. Fox, Thicknesse, and Hull, of 32 Victoria Street, S. W., are representing Dr. Goldschmidt in the United Kingdom.—Engineering, London, May 3, 1901.
ALUMINIUM: WELDING.—A firm of Hanau, Germany, has succeeded in welding aluminium without the use of any metal, solder, or acid, says the Scientific American. No seam can be detected, and the welded pieces can resist blows and temperature variations as well as if there were no joint. The process is a secret one.
GUNPOWDER AND EXPLOSIVES.
EROSION OF GUNS.—This is a matter attracting the greatest attention in Great Britain and Italy, where nitroglycerin powders still continue to be used. The subject was treated at some length in the Notes of PROCEEDINGS No. 97, but some further information is at hand confirmatory of the general correctness of the theory therein advanced. As a preliminary to discussion it is desirable to present some of the facts in regard to erosion.
In forwarding a brief of the records of a 5-inch, 40-caliber gun in use at Indian Head Proving Ground, Lieutenant W. G. Turpin, U. S. N., says:
"This is a station gun and is particularly open to erosion from the fact that during the proof firing of the gun a pressure gauge was put by some mistake in the mouth of the cartridge case. This gauge scored the rifling very materially, so much so in fact that the gun was never sent out into service but was returned here to be used as a station gun. So far as you can see by close inspection there appears to be very little erosion. The gun has had a total number of rounds with smokeless powder of 719, divided as follows as regards pressures:
PRESSURES. ROUNDS. PRESSURES. ROUNDS.
Below 5 tons 180 13 to 14 tons 48
5 to 7 tons 36 14 to 15 tons 85
7 to 8 tons 21 15 to 16 tons 86
8 to 9 tons 42 16 to 17 tons 11
9 to 10 tons 44 Over 17 tons 5
10 to 11 tons 44
11 to 12 tons 44 ___
12 to 13 tons 53 Total: 719
"Something over half of these rounds were fired at low pressures and low velocities; but the other 308 were fired at or above service conditions. The average pressure for this gun is between 14 and 15 tons. In addition to the above number of rounds this gun has been fired 140 times, using brown powder. I have not taken these into account in the table of pressures and rounds above given.
"This gun has recently been up at the gun factory and has been thoroughly cleaned and lapped out. The erosion does not seem to be of sufficient magnitude to reduce the velocities in the gun and is confined entirely to the grooves. The lands do not appear to have suffered in the least."
Lieutenant Dawson (late R. N.), a British ordnance engineer, in a paper read before the British Society of Arts, gives the following table of erosive action in a 6-inch gun using cordite:
EROSION IN A GUN USING CORDITE WITH A VELOCITY OF ABOUT 2500 F.S.
Distance from muzzle in inches 234.5 232. 230. 228. 225. 222. 219. 216.
Wear of gun per round with
special gas-check, inches .0034 .0024 .002 .0017 .0013 .001 .0008 .0007
Wear of gun per round without
gas-check, inches .007 .0042 .0041 .0037 .0033 .0024 .0018 .0012
In regard to erosion Lieut. Dawson says:
"Nitrocellulose powder has the great advantage of being capable of producing in modern artillery the highest possible ballistics with the least possible amount of wear to the gun; and therefore at the moment its introduction should be treated from a most serious standpoint. It is, I think, well-known to all of you that the temperature of explosion of cordite is practically double that of nitrocellulose powders. This great difference in temperature of explosion has a great bearing upon the wear of guns, for with so high a temperature of explosion as cordite, far exceeding the melting point of steel, it is not reasonable to expect a gun to last many rounds, and, especially if large charges are used, developing heavy volumes of gas. Now, in order to obtain high ballistics, it is very necessary to develop very large quantities of gas, with the view of keeping the volumes of expansion of the gas at the higher pressures as long as possible, and continuing these pressures to the muzzle of the gun. If cordite is used, having this very high temperature of explosion, these volumes of gas at the high pressure must of necessity affect the bore of the gun, especially at the commencement of the rifling. The nature of the wear of the bore with cordite is also very serious, taking the form as it does at the commencement of erosion of very thin fine lines, which develop as the rounds are continued, completely washing away the surface, and quite abnormally enlarging the seat in the gun, where the shot is rammed home. This, after a few rounds, allows the shot to be over-rammed, increasing the volume of the chamber, which, in its turn, diminishes the pressure, reducing the energy of the gun, and varying the velocities, and therefore the range, accuracy, and, indeed, every point which to the gunner is an absolute essential. Furthermore, the wear of the bore of the gun prevents the proper centring of the projectile at starting, causing it in many cases to gyrate when it comes under the influence of the rifling. In guns of low power using cordite, where only small charges are required, the effect is, of course, much less than, in guns using large charges; but I contend that as it is necessary for modern artillery, except that for special purposes, to have the highest possible ballistics, it is of primary importance to use a powder which, as far as possible, gets over the objections I have just mentioned. The effect of using cordite in, say, 6-inch high-powered guns, having velocities of 2800 to 3000 feet, is to entail a loss of some 500 to 600 foot-seconds, after about 200 rounds have been fired, representing a loss of energy of about 34 per cent, owing to the development of erosive effects. Furthermore, these velocities vary very materially with the temperature, and in some guns as much as 3 feet for every degree Fahrenheit. The question really comes to this: that if cordite is used, no higher velocity than, say, about 2500 feet can be obtained for any reasonable number of rounds, whereas with nitrocellulose powder, velocities up to and exceeding 3000 feet can be easily obtained, without the objections attendant upon the use of cordite, I therefore shall continue to urge that a nitroglycerin powder is not suited to modern artillery, and that any country continuing to use it must of necessity be at a serious disadvantage with a country making use of a nitrocellulose powder. The effects in other countries of powders containing from 10 to 25 per cent of nitroglycerin have, from an erosion point of view, been superior to those containing a higher proportion, but with such a powder a much larger charge has to be used in order to obtain the same ballistics, and the saving in erosion is not so great as one would naturally in the first instance think. A certain increase in the life of the gun can be obtained by using an efficient gas-check, and my diagram [omitted; it may be plotted from data given in the table at the beginning of Lieut. Dawson's remarks] shows the advantage of using the special form of gas-check shown [omitted; rotating band broadened and rear part contains two annular recesses apparently filled with obturating material and covered with a thin plate ring] thereon for making a metallic seal of the gas at the commencement of the travel of the shot and continuing it throughout the bore. The advantage of using such a gas-check is to lengthen the life of the gun, but it will have much more valuable results if used in connection with nitrocellulose powder than with a powder containing any percentage of nitroglycerin.
“As an example of the small erosion in guns when using a nitrocellulose form of powder, I would refer you to an experiment carried out in a Krupp 6-inch gun, in which—after some 534 rounds, 76 of which were fired with prismatic powder [brown] and ballistite—the dimensions of the bore were such that notwithstanding the damage done with the 76 rounds of powder other than nitrocellulose, the dimensions of the gun came within the acceptance limit of a new gun. It is only right, however, to add that in this gun the velocities were not very high, being only 2300 foot-seconds; but even this velocity is higher than that of the majority of 6-inch guns we now have in the service.
"The usual objection put forward to the introduction of a nitro cellulose powder is that it will not keep on foreign stations with variable climates. This I must state is erroneous; I have results of nitrocellulose powders stored in some of the hottest climates, and these have proved in every way satisfactory, both chemically and ballistically, when fired in guns. Some of the great German makers have had this powder under various heat tests for many years, and have reported to me their definite opinion that nitrocellulose powders, if properly made, are to be relied upon not to deteriorate any more than cordite and other nitroglycerin powders when subjected to variable climatic influences.
“I have heard it sometimes said abroad that better ballistics can be obtained in a rifle using nitroglycerin powders, as against cartridges made up of nitrocellulose powders. This belief is unfounded, as I have been able to obtain from rifle cartridges of the smallest size used in Europe higher ballistics with nitrocellulose powder than with cordite at normal temperatures, say between 60 degrees and 80 degrees Fahrenheit.
Having laid particular stress on the importance of nitrocellulose powders, because they are the only ones by which we can obtain constant high velocities up to say 5000 foot-seconds, I will now call your attention to my dangerous space diagram, showing the difference between the effect of firing with a high velocity and a low velocity." [This diagram is omitted; it is not germane to the present investigation. The subject of danger space, etc., will be much more fully treated than by Lieut. Dawson in a future number of the PROCEEDINGS.]
The following is from the United Service Gazette of March 30, 1901:
"Owing to the serious erosion in guns which is set up by cordite and other almost similar explosives they have been abandoned abroad, and a committee in this country, under the presidency of Lord Rayleigh, has been at work under the following terms of reference:
"(a) To carry out trials with a view to ascertaining what are the best smokeless propellants for use in existing guns of all natures, and in existing small arms.
"(b) To report as to whether any modification in the existing designs of guns is desirable, with a view to developing the full powers of any propellant which may be proposed.
"(c) To carry out trials with a view to obtaining a high explosive for shells which can be fired from all natures of guns and howitzers with as much safety as lyddite, with greater certainty of detonation, and with greater explosive effect.
"Now, Sir Henry Brackenbury, Director-General of Ordnance, acting under the Secretary of State, has directed a letter to all manufacturers of propellants and high explosives on the Home Office list, inviting them to submit, in confidence, any preparations under either head which give reasonable promise of proving more efficient than the present Service explosives.
"The committee have suggested the establishment in Great Britain of an institution similar to the Centralstelle fuer wissenschaftlichtechnische und untersuchungen, founded two years ago as a limited liability company, near Berlin. This organization was established for the exclusive benefit of a limited number of manufacturers, for the purpose of exercising control over their works, as regards the quality of the output, and to carry out such investigations, experiments, and researches as may serve to secure the highest efficiency and perfection for their manufactures. The interested firms submit their individual experiments to the Centralstelle, where all the information thus collected is sifted and examined. Any new discovery which the Centralstelle holds to be of sufficient importance is communicated to those of the works interested in the Centralstelle to whom it may be useful."
Sir Hiram Maxim has taken out a patent in the manufacture of explosives (patent dated March 3, 1900) which is briefly described in the report of patents as follows:
"An explosive composed of nitrated guncotton pulp, ground to great fineness under edge rollers, together with 2 per cent to 15 per cent of resinous material. This compound is then pressed into blocks of suitable size for use in ordnance. The object of the added resinous matter is to prevent or diminish erosion, which it does through its richness in carbon. The carbon di-oxide which is given off from the present cordite, and which erodes the gun barrels, is thus displaced by carbon mon-oxide."
The following, which I derived from an article in Arms & Explosives, was published in the Army and Navy Year Book for 1895:
"Scattered through the literature of explosives may be found data for the combustion temperatures, or calorific intensities, of gunpowder, guncotton, and nitroglycerin, which vary between the following limits:
Black gunpowder 3000° to 4000° C. (5432° to 7232° F.)
Guncotton 5000° to 6000° C. (9000° to 10,800° F.)
Nitroglycerin 7000° to 9000° C. (12,600° to 16,200° F)
"These data appear the more remarkable inasmuch as the lowest temperature cited is above the melting point of most gun-metals. Von Winch has recently called attention to an error into which many observers have fallen in respect of these data—viz., the assumption that the specific heat of the products of combustion is independent of the temperature. He shows that this is not the case, and then, by means of a newly developed expression for the specific heat, he obtains, as the combustion temperatures, or colorific intensities, of the above explosives the following values:
Black gunpowder 1874° C. (3405° F.)
Guncotton 2516° C. (4561° F.)
Nitroglycerin 3005° C. (5441° F.)
From the preceding data it appears that the chief cause of erosion is certainly not pressure, for with high pressures in guns using pyrocellulose powders the erosion is insignificant. It is not caused chiefly by temperature, for powders containing but a small percentage of nitroglycerin show very marked erosive qualities. It is not chiefly caused by escape of gas past the projectile through inefficient obturation of the rotating band, because it is almost nothing when pyrocellulose powders are used with guns and projectiles that give excessive erosion with nitroglycerin powders under the same conditions of pressure and velocity. It is true that an efficient gas-check decreases the erosion with the latter type of powder. But it is admitted by all that the use of a gas-check is only palliative and I doubt if it is of any use until after the erosion has made considerable progress, after which time the gas-check closes the gap around the projectile which the regular rotating band is no longer able to do. For of course no one doubts that the rush of gas past the projectile, especially if this gas is rich in oxygen, will undoubtedly cause some erosion. The experiments of Lieutenant Dawson are proof of this, but plenty others may be cited. But there is nothing to show that a special gas-check would be of great value in guns using pyrocollodion powders. The present rotating band seems to act efficiently. In the case of cordite and Noble's powders (ballistite, etc.) the gas rushing past the projectile is rich in oxygen and it is brought in intimate contact with the metal of the bore, some of which has been burnished bright by the previous projectiles and so is ready for easy oxidation. There remains then but the chemical aspect of the question, a view of which was briefly presented in the last number of the PROCEEDINGS. Whether the chemistry therein given is perfectly sound or not, the compiler believes that the central idea advanced, which is that the principal cause of erosion (where it is of serious amount) is oxidation of the metal of the bore, is the true solution of the problem. The causes of erosion in guns using pyrocellulose are not here in question. The small amount that exists is probably due to a combination of chemical action and imperfect obturation and perhaps the latter is very much the greater factor.
Sir. A. Noble's plan of introducing water in the powder case in order to lower the temperature of combustion and so reduce the erosion (see “Special Powder Case to Reduce Erosion" in notes on Ammunition, Page —) seems wholly impractical and theoretically wrong. Such a contrivance is clumsy and, if recent investigations into the oxidation of iron at low temperatures (see "Rusting of Iron," page 195, PROCEEDINGS No. 97) give results which are true for high ones, the introduction of water is likely to add to the trouble rather than to lessen it.
DETONATORS WITHOUT FULMINATE OF MERCURY. —A German chemist, Dr. L. Wohler, has patented a method of rendering detonators less expensive and more efficient by substituting for part of the fulminate of mercury a quantity of trinitrotoluol. Trinitrotoluol is not so expensive as the fulminate of mercury, and not so much of the former substance has to be used as the latter. An example of the material for insertion in the detonator tube is as follows: Trinitrotoluol, 0.1 to 1.3 grains, according to the effect desired, is first inserted, and above that 0.1 to 0.3 grain of mercury is distributed. English patent date is February 16, 1901.—Chiefly from Arms & Explosives.
EXPLOSIONS OF MAGAZINES ON THE SPANISH SHIPS AFTER SANTIAGO.-There are probably many people who still believe that the Maine was destroyed by the explosion of her own magazine through negligence or accident. Some foreign writers have produced small volumes to explain away the manifest difficulties which beset such a theory when confronted with the facts of the situation, particularly the ascertained condition of the wreck. The officers of our service have very generally contended that while the watchfulness and discipline aboard our ships made such an accident almost impossible, the condition of the wreck after the explosion was such as to preclude the possibility that the cause was due to magazine explosion, on the ground that an internal explosion of gunpowder taking place below water would not drive the sides or bottom outward but force the decks up. Water, which yields so easily to slow movements, is like a mountain of granite to sudden blows like that given by powder pressure against the sides and bottom of the ship. If the water surrounding the Maine for a hundred yards in every direction were to have been replaced by a vast expanse of granite rock fitting her bottom with the same closeness and exactitude as the water, the resistance to forcing out of the sides by an internal gunpowder explosion would not have been greatly increased.
In my opinion a very conclusive case could be made out upon theoretical grounds based upon general knowledge of the action of explosives; but that is beside my present purpose which is to cite practical parallels. The three Spanish armored cruisers, Infanta Maria Teresa, Viscaya, and Almirante Oquendo, which were stranded and burnt in the naval action off Santiago, had many points in common with the Maine. They were almost exactly the same size as the Maine, differing from her less than three per cent in normal displacement and general dimensions, and having similar armor belts and protective decks. Moreover, the principal magazines and shell rooms were in the same general locations and contained about the same amounts of powder and other ammunition, so far as we can ascertain.
All the magazines and ammunition rooms of the Oquendo and Viscaya blew up, and some of those on the Maria Teresa, the others being flooded. What was the result? The decks were forced upward. In the case of the Maria Teresa, even the decks were not seriously wrecked. In the Oquendo and Viscaya I was unable to examine the condition of all the lower decks as some were submerged. The protective deck of both these ships, however, was in plain sight above water. The force of the explosions had lifted it bodily forward and aft where it covered the magazines, shearing the ends of the beams at the ship's sides and ripping it from its other fastenings at sides and bulkheads. So far as I recollect no hole was made in it anywhere. Some of the bulkheads, and perhaps all, surrounding the magazines and compartments immediately adjacent were blown down and wrecked in various ways. And yet not one hole in the sides could be found. And further—notwithstanding the destruction of the decks and beams which removed almost all the interior forces holding the ships' sides together—there was no exterior indication that the explosion had taken place. So far as I could see, and I looked most carefully, there was no distortion of the lines of the hull, not even a bulge. Above water the explosion of the torpedoes had ripped off many plates in the bows of these ships. But even here the damage was less than might have been expected, for the injury was confined almost wholly to the plating, the frames being very little injured.
The groups of magazines at opposite ends of the ships exploded separately; of these explosions I saw two—one on the Viscaya at close range, while we were picking up her crew, and just after Captain Eulate had been brought on board and was being taken below. It was a most impressive sight. A vast cloud of white smoke gushed up with enormous velocity to a height of many hundred feet and then spread out, forming a figure like a great palm tree. Those who happened to be looking at that part of the Viscaya said the white smoke was preceded by a tongue of flame and thin smoke which shot up as high as the masthead. The others of us who were an instant too late saw only the after rush of smoke. Almost simultaneously with the appearance of this smoke column—which I conclude came through a very large hatch—the smoke puffed up all around the deck and for a moment hid that end of the ship almost completely.
The results of the explosions, coinciding with our previously conceived ideas, are to my mind practically conclusive as to the ordinary effects of magazine explosions in ships. The very moderate damage from the explosion of several torpedoes (at least three), quite close together, in the bow of the Viscaya, make me exceedingly skeptical as to the great destruction to be expected from high explosive shells in future naval warfare. The radius of destructive effect was so strikingly limited in this case that I cannot see how a single shell, containing perhaps not one per cent as much explosive, can be so hideous a missile as it is, in Europe, popularly held to be. The stories of the condition of affairs found upon old ships after recent firing experiments may be wholly correct; but if so I believe the same condition is to be expected from the explosion of an equal number of shells charged with gunpowder. The high-explosive shell charge breaks up the shell into so many fragments that they must act like shrapnel.
The results of the torpedo explosions referred to above seem fully to sustain Professor Alger's contention that the effects of the explosion of a torpedo in a tube above water would be chiefly confined to the compartment containing it.
GUNS: FIRING.
NOTE.—Under this head will be given notes referring to firing tests of guns, target practice, special practice, accidents to guns while firing, etc.
TRIAL AND DESCRIPTION OF 5-INCH, 50-CALIBER GUN, M’99, FOR U. S. NAVY.—The following is furnished by Lieutenant W. G. Turpin, U. S. N., assistant inspector of ordnance, Indian Head:
This gun is of a new design, being approximately 50 calibers in length and designed to give 3000 f. s. velocity with smokeless powder; chamber pressure, 17 tons.
The new features of the gun are: the return to the plastic obturating pad and the consequent discarding of the cartridge case; and enlarged powder chamber, the volume being 1186 cubic inches as compared with 657 cubic inches in the 5-inch, 40-caliber gun.
The breech mechanism is of the Vickers type. This mechanism is on the slotted screw system, with three blanks and six threaded segments. Each segment of a set of three is made with a different radius, the difference being about equal to one and one-half times the depth of the thread. This arrangement allows the block to have a holding surface of two-thirds its circumference, instead of one-half, as in the older style, and consequently permits the use of a shorter breech block with equal strength. The block is carried on a brass arm which is hinged to the jacket, and when the block is closed this arm is close up against the rear face of the gun. A lug with a slotted screw on one end of this arm carries the block and through this lug the mushroom stem is carried, the latter being secured by means of a nut. The primer seats in the rear end of the mushroom stem. The lock is carried by the carrier arm, and is automatic so far as ejection of the primer is concerned. Both electric and percussion gear is fitted.
The mechanism is operated by means of a lever pivoted to the carrier arm. The motion of this lever is transmitted to the block by means of worm gearing and a connecting rod. This latter rod operates the lock mechanisms. The lock can be cocked without opening the breech. As in all recent types the gun is trunnionless and recoils in a sleeve. The recoil is taken up in the usual manner. Telescopic sights are to be used. The mount shows no very novel features, being an improvement on former types. The training and elevating gears are so arranged that the wheels are together and are worked by the gun-captain, who can keep his eye on the sight and manipulate the gun.
The weight of the powder charge is from 45 to 50 per cent of the weight of the shell, the latter being 60 pounds. Recent trials of this gun gave the following results:
Charge (pounds). Pressure (tons). Velocities (f.s.)
16 5.7 2040
26 16.4 2990
27 16.95 3101
28 18.23 3221
28.5 19.3 3255
The powder used was a 6-inch smokeless powder, and as shown in the above table gave about 3000 f. s. with a chamber pressure of 16.4 tons. No tests for rapidity have been made but with aimed shots the gun can be loaded much more rapidly than is consistent with good shooting.
TRIALS OF U. S. ARMY I2-INCH GUN WITH MAXIMITE SHELL.—Some interesting experiments with maximite have recently been made at Sandy Hook. The exact composition of maximite is not given out but it is stated to be a picric acid mixture consisting mainly of a picrate. The products of its combustion are almost wholly gaseous, and as the heat developed is very great, and the gaseous volume large, its power when detonated gives it a high explosive value. It may be fused at 174° F. instead of 252°, which is the melting point of picric acid. If heated it first melts and then evaporates until it wholly disappears. A very remarkable feature is that in its unconfined state it cannot be heated fast enough to produce an explosion. Set on fire in the open air it burns like pitch, and an illustration in the Scientific American shows the inventor in the act of pouring molten iron on a mass of it.
The following is from the Scientific American:
"Among the first tests of this material by the Ordnance Board was the firing of a 5-inch armor-piercing projectile through a 3.5-inch, nickel-steel, armor plate. The projectile was recovered intact from the sand butt behind the plate. It was then armed with a fuse, buried in the sand, and exploded for fragmentation. The sand was sifted and over 800 fragments recovered.
"About the same time, a 12-inch armor-piercing shell was filled with maximite, buried in the sand, and exploded for fragmentation. More than 7000 fragments were recovered. Following this test, a 12-inch, armor-piercing, forged steel shell, containing 70 pounds of maximite, was fired through a 7-inch, Harveyed nickel-steel plate, and was recovered from the sand behind the plate. This 12-inch shell and the 5-inch shell above-mentioned were, of course, fired from the gun without a fuse, as the test was one for insensitiveness only, to ascertain if the explosive would stand the shock of perforation of armor plate.
"The next test was to fire a 12-inch, armor-piercing shell carrying 70 lbs. of maximite, and armed with a fuse, through a 5.75-inch Harveyed nickel-steel plate. The fuse used in these tests is the invention of an army officer, and it has shown itself capable of standing the shock of penetration of armor plate as thick as the projectile itself will stand to pass through. But it is difficult to always get just the exact amount of delayed action, so that the shell will explode the moment it has passed through the plate, not either in the plate or 100 yards beyond. The time is gauged to hundredths of a second. It is better to explode when half or two-thirds of the way through the plate than to explode too far beyond it. Hence it is preferable that the shell should go off a little too soon than too late. This 12 inch shell exploded when it was about half-way through the plate. The violent effect of the explosion upon the plate, shattering it into fragments, with the destruction of the abutment where it was supported, is shown in the accompanying photograph, in which the deep scoring of the shell should be noted.
“It should have been stated that preceding the last two tests abovementioned, something like half a dozen six-pounder armor-piercing shells filled with maximite, and without a fuse, were fired, in competition with shells similarly filled with fused picric acid, against plates of varying thickness. The picric acid detonated on impact when fired at a plate 1.5 inches in thickness, while the maximite shells, of course, did not explode. The maximite shells were then fired at a plate 3 inches thick, some of them passing through and others sticking in the plate. A photograph shows the points of two of these shells, one just through the plate, and the other about half way through. None of the maximite shells exploded, and they still remain in the plate, filled with the explosive. One of the maximite shells which struck this plate penetrated about half-way through, upset so that it was shortened nearly two inches, and burst open at the side, the unexploded maximite being forced through the rupture, and the shell rebounded from the plate about 200 feet and struck in front of the gun without exploding. In an accompanying photograph this distorted shell is shown beside one in its original shape and length.
"Perhaps the most remarkable of all these tests that have been made at Sandy Hook were the last three, as described below.
“On May 1st a 12-inch, armor-piercing projectile, carrying 23 pounds of maximite, was fired without a fuse through a 30-ton Harveyed nickel-steel plate, 12 inches thick. The shot was recovered in perfect condition, its load of explosive having stood this terrific shock without explosion.
"Following this test, a similar shot, also holding 23 pounds of maximite, and armed with a fuse, was fired through the same plate, exploding when about two-thirds through, the fuse being about two-hundredths of a second too quick. Two photographs show the abutment before and after the projectile exploded in the plate, the second showing the plate broken, the fragments strewn around, and one, weighing several tons, resting upon the top of the structure.
"A very interesting test was the last one of the series, and which took place on Tuesday, the 7th instant (May, 1901), when a 12-inch mortar shell, known as the torpedo shell, was fired from a 12-inch sea-coast rifle at full velocity and pressure, with a charge of brown prismatic powder. This shell carried 143 pounds of maximite, was armed with a fuse and fired through a sand crib faced with heavy timbers. The velocity of the projectile was probably about 2100 feet per second, and, as the column of explosive was four feet long, the shock of acceleration upon the maximite must have been very severe, although not comparable, of course, with the shock on even a much shorter column in penetrating heavy armor plate. This was the largest charge of high explosive ever thrown from a powder gun in a service shell, and at service pressure and velocity. The projectile exploded just as it emerged from the back side of the crib. It was broken into very small fragments, averaging from the size of a rifle ball to several ounces. A crow and a ground sparrow were struck upon the wing and brought down from the sky by the flying fragments, and fell near the sand crib, the sparrow falling directly into the crater, a result which suggests the completeness of the fragmentation."
ARMSTRONG GUN ACCIDENT.— [See PROCEEDINGS No. 97, page 204.] We learn that the particulars given in a letter by "Verax," re an accident to an Armstrong gun on board the Terribile, of the Italian navy, and published in our issue of March 1 are totally inaccurate. There was, it is true, an accident to the breech, but it arose from the charge exploding before the breech was closed. "Verax" asserted that the breech blew out owing to weakness of the screw, and to lend "corroborative detail to a bald and unconvincing narrative," proceeded to affirm that Messrs. Armstrong had, after a similar accident in 1890, modified the design of the screw. This, we find, is quite incorrect, the only changes made in the screw since its first introduction, having been in details connected with new firing gear or mechanism.—Engineering, London.
MORTARS AND HOWITZERS.—High angle fire is at present falling out of favor. This is not surprising. Why it was ever highly regarded is the proper subject for wonderment. The object of a gun is first to hit and then effect damage upon the enemy. The chances of hitting stationary objects with high angle fire are very small; when the object is moving at unknown and variable speeds and at imperfectly known distances the chances become very small indeed. Now as to probability of serious injury if the hit is achieved. In guns of high velocity and flat trajectory the projectile has a high speed of rotation sufficient to keep it moving point first. When the velocity of rotation falls to a certain point the shell will "tumble." In rifled mortars the rifling is useless as regards steadying the projectile at the end of its flight and perhaps serves no useful purpose whatever. The rotation of the projectile is probably insufficient to preserve the direction of the axis long before the shell reaches its maximum altitude (elevations in excess of 30° presupposed). It then falls tumbling. If it strikes with its point down and axis inclined at less than 45° with the vertical it may have some penetrative force due to the point, but probably would not—if tumbling rapidly—unless its axis on striking was within 15° or 20° of the vertical. If the shell had no rotary force left and fell freely along the second half of its trajectory, a specially dense and heavy head and light and long body might cause it to come down point first. But the feeble remaining rotation would probably prevent this in ordinary howitzer shell, so that we may presume the projectile falls freely. With a freely tumbling the chance of its hitting point down and within 45° of the vertical is 1 in 6.7. The actual probabilities are likely to be better than this as the weight and shape ought to exercise some effect, possibly improving the chance to 1 in 5. Its velocity is feeble, however, and unlikely to make it go through more than one or two decks. The 8.2-inch howitzer shell which hit the Indiana (a purely accidental hit, at night and at an unknown distance—indeed, it was not even fired at her) went through the flash plate and the deck plating beneath, struck the protective deck and exploded. The protective deck was scarcely dented.
In regard to the probability of striking the object at which the howitzer or mortar is firing General Miles stated before the sub-committee on appropriations:
"They are not being constructed by any government in Europe. They have never been tried in war, and our experience in the Spanish War was that the guns in barbettes at San Juan were able to stand off our fleet without the assistance of either disappearing guns or mortars. The mortars have never been tested in actual warfare, and to only a limited extent in target practice." General Miles said: "As to mortar projectiles, the theory is that they will go up in the air and come down point first and .go through the deck. They will not do anything of the kind. In coming down they strike either base-end first or on the side.
“A striking illustration of the inaccuracy of mortar fire was given in France some ten years ago. In order to test the comparative protection from vertical fire afforded by the German coast-defense turret and the standard French turret, it was decided to make a practical trial. An 8-inch rifled mortar was used. The two turrets were erected at a distance of 2000 yards from the mortar. The test was finally abandoned, because after firing for more than a month and using hundreds of rounds of ammunition in the attempt not a single shot had struck either turret."
A mortar projectile does not penetrate unless it comes point down and there is nothing to compel them to do so. "A projectile out of a high-power gun is going point on, and you know if there is a battleship anywhere within a mile in the line of fire that battleship is going to be struck. But, on the other hand, the mortar sends its projectile up into the air and it then comes down somewhere. If the ship happens to be under it it will strike it, but whether it will do it any harm or not I do not know; if not, there is just so much money thrown away."
TESTS OF U. S. SEA-COAST MORTARS.—The artillery members of the Board of Ordnance and Fortifications met in New York Friday, May 16, for the purpose of arranging the details for the coming test of 12-inch mortars to be held this summer at Portland, Maine. This test will, for many reasons, be exceedingly interesting. It will decide, once and for all, the merits of the mortar as an engine of warfare for coast defense. Over 200 shots will be fired from the mortars at a target about 2000 yards distant. There are now sixteen of these large mortars at Portland, and the general conditions there are exceedingly favorable for the test. The mortar still has many strong adherents in the army, but a majority of artillery officers have a poor opinion of its worth. The result of the test, which will be exhaustive, will be awaited with much interest.— Army & Navy Journal.
BROWN SEGMENTAL GUN TESTS.—The powder tests of the 10-inch Brown segmental wire-wound gun which began on February 21, at the Sandy Hook proving grounds, were completed on Thursday, March 7. General Miles, Gen. John M. Wilson, Gen. Thomas J. Henderson and Col. John I. Rodgers, members of the Board of Ordnance and Fortifications, and Capt. Isaac N. Newton, the recorder of the Board, were present. Six shots were fired, using up the 850 pounds of smokeless powder on hand for the test. A slight defect in the welding of the "field shield" or outer sheath of the gun tube developed after the first shot had been fired on February 21, and the test was postponed in consequence. This outer wrapping had been welded at a steel plant without necessary facilities, the better equipped plants being unable to undertake the work on account of press of orders.
While the members of the board naturally did not express an opinion as to the merits of the gun in advance of their report, the gun company report that the six shots left the gun unstrained. A maximum pressure of 37,300 pounds to the square inch was developed, with a velocity of 2500 feet a second. No United States Army gun of the same or greater caliber has, it is said, ever attained such velocity before.—Army & Navy Journal, March 9.
At the recent meeting of the Board of Ordnance and Fortifications a letter from the manufacturers of the Brown wire-wound gun, in which it was requested that permission be granted to enlarge the chamber of the 10-inch gun, was considered and approved. The gun as now chambered is intended for nitroglycerin powder, but as this country has decided not to use this kind of powder it has been found necessary to enlarge the chamber of the 10-inch gun in order to get the necessary velocity of 2800 feet per second.—Army & Navy Journal, April 20.
BELLEISLE: REFITTING FOR NEW EXPERIMENTS.—The preparation of the Belleisle for the next series of experiments has commenced. The following is the program, which will take two or three months to complete: On the port side, plates of 4-inch Krupp armor, similar to that supplied for the Essex class, will be placed. On the starboard side, 6-inch Krupp armor, identical with the Drake's plates. These plates will run along the lower deck for some distance both before and abaft the redoubt. The old flat armored deck of the Belleisle is being removed, and a 2-inch turtle back will be substituted. This will reinforce the 4-inch and 6-inch plates in places—elsewhere it will be behind unprotected sides, as the ship will be submerged sufficiently for the old belt to be under water. The virtue of deck protection, pure and simple, will also be tested. As, all told, the world has built several hundred cruisers on this system, it is, perhaps, time to try and gauge its value. It seems, however, to have been left to the much-abused British Admiralty to think of this.—Army & Navy Journal, April 13.
INFANTRY FIRE VERSUS MACHINE GUN.—From trials recently made at Querqueville, near Cherbourg, it has been deduced that one machine gun served by two men will develop as much effective fire action as 200 rifles. Fifty marksmen were chosen from the Colonial Infantry to compete with the Hotchkiss 8-millimeter gun which has lately been adopted for the French Alpine troops. The ranges fired at were 400 and 750 meters. At 750 meters distance (820 yards) the fifty riflemen, firing each five rounds independently, obtained 54 hits, or 22.6 per cent of the number of rounds fired. Thirty-two men were then chosen from among the fifty, and these had to fire each eight rounds in 30 seconds. Under these conditions 34 hits, or 13.3 per cent of the rounds expended, were recorded. The machine gun was then brought into action, and in 38 seconds fired 211 bullets, making 145 hits. Needless to say, these results are greatly in favor of the machine gun, and further tests led to the conclusion being arrived at as already stated.—Arms & Explosives, May, 1901.
FIRING AT A SUBMARINE BOAT.—At Lorient dockyard, France, trials are to be made of a caisson, constructed to represent the submarine boat Gymnote, which is to be subjected to the plunging fire of light guns from ships—the idea being to ascertain if these would be effective against submarine boats navigating awash or seen just below the surface.—Army & Navy Gazette, London.
MODERN GUNSHOT WOUNDS.—Dr. E. F. Robinson, in "Annals of Surgery" for February, thus sums up his conclusions in an article on gunshot wounds in the Philippine war: 1. The modern gunshot wound is generally aseptic, and should be treated on this supposition. 2. Asepsis is due chiefly to the character of the bullet and the early application of first-aid dressing, and, in a minor degree, to the velocity of the projectile. 3. Primary hemorrhage from modern gunshot wounds is exceedingly rare, the blood vessels being displaced rather than cut by the rapidly moving projectile. 4. The "explosive effect" of the modern bullet is much less common than recent military literature would indicate. This peculiar destructive effect is produced by the character of the tissue struck, as well as by the great velocity of the bullet. 5. Gunshot wounds of chest are rarely infected. Simple antiseptic treatment, with aspiration of pleura in cases of severe hemorrhage, is all that is necessary. 6. Gunshot wounds of knee-joint are usually aseptic, but, if infected, demand immediate amputation to save life. 7. Excision of elbow is always a justifiable operation in severe shattering or infection of that joint. Resection of bones of other joints is rarely necessary, erasion or amputation being preferable. 8. Injuries of nerves from gunshot wounds can often be benefited by operative interference or resection. 9. In modern military surgery abdominal section for gunshot wound is not justifiable; the patient's best chance of recovery lies in conservative treatment without operation.
A. Horman, M. R. C. S., in the Intercolonial Medical Journal in an article on "Surgical Experiences in South Africa," says: "It may be of some interest from a medico-legal point to notice the effect of a grazing wound. It gives the appearance as if the skin had been burned by a hot iron laid upon the skin; this is due to the removal of the superficial epidermis, exposing the true skin, which becomes brown after a few hours."—Army & Navy Journal.
GUN MOUNTS.
STRAUSS GUN BEARINGS.—A recent English patent has been taken out by Lieutenant J. Strauss, U. S. N., on improvements in gun bearings. The brief of the patent is given as follows:
The gun bearings described in this specification are constructed so that they have every capacity for withstanding the shock of recoil, and yet offer the smallest possible resistance from friction to the turning of the gun in elevating or depressing it. The ordinary trunnions are used, and are mounted in the usual way. These take the shock of recoil; but from the faces of these project supplementary trunnions, which have ball bearings. There is thus only rolling friction in the moving of the gun to elevate or depress it. Accepted March 24, 1900.
NEW SECTIONAL RAMMER.-A sectional rammer recently patented by Sir W. G. Armstrong, Whitworth & Company and C. H. Munroe, Newcastle-on-Tyne, seems to offer some advantages. The rammer consists of steel troughs (such as might be made by sawing a number of concentric hollow cylinders into two equal parts longitudinally). The edges of the troughs are up and all lie in the same horizontal plane. The edges all carry precisely similar geared racks. At the front end each trough stops a little short of the one inside of it. A transverse geared shaft long enough to reach across the widest trough is placed just in rear of the position of the head of the rammer which is on the inner trough (this is really only a bar—the other sections are troughs) when the rammer is drawn fully back. Upon actuating the transverse shaft, its gear first draws out the inner bar carrying the rammer head. When this reaches its full travel to the front it becomes locked in place in the head of the next outer trough which latter is drawn forward until its teeth engage in the gear on the shaft, and so on. When the rammer is withdrawn each section is pulled to the rear in turn and unlocked when the preceding section is fully home.
INSTRUMENTS USED IN ACTION.
NOTE—Under this head will be given notes on searchlights, range-finders, stadimeters, torpedo directors, etc.
RANGE-FINDERS.—In our service the apathy shown towards developing a proper system of range determination is deplorable and it is surprising in view of the attention paid to target practice. The inaction is due partly to a distrust of range-finders, both as to reliability of operation and precision; partly to lack of thought on the subject; but more than all to a belief that ranges can be guessed by trained marksmen or determined by the fall of projectiles.
Considerable experience in training men to estimate ranges has convinced me that the average man can guess distances of objects within 500 yards when they are not more than 2000 yards away, but beyond 2000 yards his estimates are very wild, the error short often exceeding 50 per cent, and the error over frequently exceeding 100 per cent of the known distance. With our present service guns (giving a velocity of 2300 f. s. with smokeless powder) an error of 500 yards in range corresponds to a vertical error of about 15 feet at 2000 yards for 6-inch guns—slightly more for smaller calibers and slightly less for larger ones. In other words, if the gun be pointed a little below the center of a vertical target 30 feet high, and other sources of error be neglected, an error of 500 yards in range will cause the point of the projectile to strike just at the upper or lower edge, according as the estimated range is too great or too little. With our new 6-inch guns (Model '99, muzzle velocity 2900 f. s.) an error of 500 yards in a range of 2000 yards will cause the projectile to miss a vertical target 13.5 feet high. At 3000 yards the vertical target for 500 yards' error is about 20 feet high for the new 6-inch gun; for the old 6-inch with 2150 f. s. the vertical target under these conditions is 37 feet and with 2000 f. s. it is 42 feet.
It is evident that if we have certain large unknown errors which we do not allow for, and for which the gun firer does not correct his aim, then the better the training of the gunner the less is he likely to hit. If he were a perfect shot he would never hit the target at all if furnished with a range sufficiently erroneous, whilst a poorer shot would hit occasionally.
Now this is manifestly wrong. Our training should not be worse than thrown away. We must reduce large errors to small ones, or else determine them exactly. Under the present conditions by far the largest error in gun-pointing is due to error in range, and I see no evidence on any hand of an attempt to improve this state of affairs. It was the cause of the waste of ammunition at Santiago and perhaps in our next war it will be the cause of a crushing defeat.
I have referred to the error of estimating ranges. I forgot to say that these errors were made by men who were unexcited, calm, intent simply upon guessing the distance and with their field of view unrestricted. What the results would be under unfavorable circumstances of battle I cannot say, but certainly the men could not guess so well.
Now as to the possibility of getting the range by the fall of projectiles. In my opinion this does not exist at any ranges unless you are willing to sacrifice all that we have gained in rapidity of fire in a quarter of a century. It is one of those ideas left over from the age of muzzle loaders, perpetuated by an unthinking consideration of target practice and a lack of appreciation of battle conditions.
At the battle of Santiago, in the heat of the action, two hundred shells per minutes of various calibers were striking the Spanish ships or falling about them and were chiefly directed against one ship at a time. It was not possible to tell where any particular shot came from nor whether your own shell fell short or went over. Ranges were constantly received from an officer in the top but they were nearly always useless, for it was not certain which ship was—or rather had been—at the range reported; and the interval between the taking of the range and its report at any particular group of guns constantly varied. Moreover, the changes of direction and of speed added further difficulties to a complicated situation. All this would have been saved by having separate range-finders for each group of guns.
In single ships actions in which the ships engaged are small, guns few and readily controlled by one person without serious sacrifice of speed of fire, it may be practicable to correct the range by the fall of projectiles, but in all other cases, No—a thousand times No! And it is unnecessary that it should be. We can train the gunner to know his gun and the motions of his ship, and to be able to allow for most of their idiosyncrasies, only when he is furnished with correct distances of the target. Having trained the gunner so that he has such command over his firing that he can hit an ordinary target at a reasonable known range, it becomes necessary, in order that we shall benefit by his training, that the correct range shall be supplied him in battle.
The only acceptable range-finder is one of the auto-base type. Two such are described in "Notes on Naval Progress" (office of Naval Intelligence, July, 1900). Their errors at various ranges are interesting and do not bear out the statement one often hears to the effect that range-finders are too inaccurate to be of any use. The Barr and Stroud range-finders gave the following:
Range (yds.) 326 1975 5950
Mean error (yds.) 0.04 3.3 25.0
Extreme error (yds.) 0.40 15.0 50.0
The errors of the Zeiss stereoscopic range-finder are thus reported:
Range (meters) 500 1000 2000 4000 8000
Mean error (meters) -- 5 18 70 280
On a vertical target, with our new guns, these errors of range would be wholly negligible. They would not displace a 6-inch shell by an amount equal to its caliber at a range of 2000 yards. In the face of such results how shall we characterize attempts to obtain range by estimation or guess? Doubtless to keep the errors of observation as low as those recorded in the tables here quoted some training of the observer is necessary. But if only a small fraction of the time that is spent in training a gun-pointer is devoted to training a range-finder man, he will probably be a skilled observer. In examining and testing such instruments many people are prone to reject them because they cannot at once be used with full success and perfect ease.
To obtain all the advantages of the use of range-finders they should be numerous. One should be supplied to every group of guns (also some spare ones to replace those injured) so that the range may be furnished promptly at the moment desired and so that there can be no doubt that the pointing and ranging are for the same ship of the enemy's fleet. One range-finder man with one or two assistants should supply distances, speeds, and courses of the enemy—for of course this is easily possible with good range determination. Such an allotment as here described would require ten or fifteen instruments for large ships, exclusive of the spare ones. And in no other way will a hundred times the expenditure add so much to the power of our fleet.
It is urged that all the range-finders so far installed are easily thrown out of adjustment and will not stand the shock of firing. So far as I have seen this is not true of late models which are about as reliable as telescope sights. Both require reasonable care.
FISKE TURRET RANGE-FINDER.—Lieutenant-Commander B. A. Fiske, U. S. N., has taken out patents in the United States and Great Britain of which the claim is as follows:
CLAIM.—(1) The combination with a revolving turret, of an optical range-finder carried thereon and constituting a permanent fixture thereof, whereby the range-finder will be trained on the target by the rotation of the turret, said range-finder comprising a telescope and two reflectors, said reflectors being secured at approximately the opposite ends of a diameter of the turret, which diameter thereby constitutes the base line of the finder, and means for vertically aligning the rays which come from a distant object to said opposite ends of the base line, substantially as set forth. (2) The combination with a revolving turret, of a range-finder carried thereby and comprising a telescope, the eyepiece of which is out of line with its objective, said telescope being mounted near one side of the turret and through which the target is observed directly by the observer within the turret, a reflector mounted opposite said telescope and by means of which a reflected image of the object will be observed through the telescope, and means for adjusting the angle of said reflector, substantially as set forth. (3) The combination with a revolving turret, of a cross bar pivoted to said turret, a vertical telescope carried by the cross bar and projecting downward into the turret, a reflector carried by said telescope, a reflector carried by the cross bar at its opposite end from the telescope, and means for adjusting the angle of the latter reflector, substantially as set forth. (4) In a range-finder, an observing telescope movable relatively to a fixed pivot, with the eyepiece of the telescope in approximately the line of said pivot, whereby the adjustment of the telescope to maintain an object in the field of view does not effect a relative movement of the eyepiece, substantially as and for the purposes set forth.
SEARCHLIGHTS AND TORPEDO BOATS.—Searchlights are liable to play an important part in the warfare of the future, and the recent maneuvers in the Mediterranean demonstrated that the projectors would be an effective means of defense if properly used, but that very careful consideration should be given to the position from which they are used, and a writer in the current number of the Electrical Review, in an article on the use of searchlights in naval warfare assumes that in the case of a fleet steaming in company on a dark night and attacked by torpedo boats, the only means of defense would be to turn all the searchlights on and endeavor to repel the attack by a sharp gun fire, and that under these circumstances the chances are in favor of a successful attack, although several of the boats may be put out of action. What he does not take into account is that the fleet would almost certainly be accompanied by destroyers fitted with searchlights close to the water's edge. The fleet would stand a much better chance than he opines if the destroyers accompanying it used their searchlights and the battleships their quick firing guns. The writer, however, gives an interesting account of some experiments which were made on the supposition that a ship lay temporarily disabled and at anchor in a port, and the means of defense adopted when she was attacked by torpedo boats. Two torpedo boats entered the harbor and discharged their torpedoes almost unobserved, although they had actually to pass through the beam of searchlight at the entrance before they could get in at all. The searchlights on the water completely destroyed the vision of the occupants of the boats while in the ray, but the higher placed light, while giving a better target for the gunners, at the same time indicated the ships' position to the attacking boats. Colored glass shades were used by those in these boats with advantage by reducing the dazzling effects of the higher placed projectors, but they were of little use against the lower searchlights. The whole problem involves itself into this, that the gunners of the ship attacked, to insure good practice, should be as far removed as possible from the searchlight.—Marine Engineer, London.
SMALL ARMS.
LEE-PUDNEY RIFLE.—Messrs. S. Lee and R. C. Pudney have patented a rifle in which the principal novelty is a down-feed magazine on top of the breech. It is a bolt gun with handle at rear end of bolt, and requires the usual rotation of the bolt to release it.
NEW SWISS SHORT MODEL RIFLE FOR SPECIAL SERVICE.—The Allgmeine Schweizerische Militarzeitung of March 16 (1901) informs us that the troops of artillery of position (fortress, garrison, etc.) companies of telegraphers, of balloonists, and of cyclists will be armed with a short rifle, caliber 7.5 millimeters, of which the systems of breech mechanism and of ammunition are the same as those of the model adopted for the infantry rifle, and which is designated as the "short model rifle 1880-1900." The new model differs from the infantry piece in the following particulars:
(a) The length of the barrel is the same as that of the cadet gun (59.3 millimeters = 23.3 inches). The total length of the piece is 8 inches shorter than the infantry arm.
(b) The weight of the short piece is 7.82 pounds; that of the infantry is 9.46 pounds.
(c) The magazine holds 6 cartridges.
(d) For the short gun the same sword bayonet is supplied as is on the gun used by the engineer troops.
As to other points the piece approaches closely the infantry model. Up to ranges of 1000 meters its accuracy is nearly as great. By the adoption of a short gun, it has been sought to lighten the weights carried by troops which, while working, carry their rifles slung over the back. It will be sufficient, for a detachment left to itself, to protect it against surprise by the enemy's cavalry. The distribution to the designated special troops will commence very soon.—Revue du Cercle Militaire.
LUGER AUTOMATIC PISTOL.—The Board of Ordnance and Fortifications, as predicted, has recommended that $15,000 be allotted for the purchase of 1000 of the Luger automatic pistols, which recently made such a wonderful record in the tests at Springfield Armory. The sum allotted—for the recommendation of the board was instantly approved by the Secretary of War—is sufficient to furnish five of these pistols to each troop of cavalry in the service and as these troops are serving at the present time under the most varied conditions, this distribution will insure a thorough practical test of the arm. The commanding officers of the cavalry troops will be ordered to make a general report on the merits of the Luger pistol. In addition they will be directed to answer specifically the following questions relative to the pistol in actual service:
1. The advantages and disadvantages of automatic pistols as compared with the revolver. 2. The advantages and disadvantages of this particular arm as compared with the revolver. 3. The advantages and disadvantages of this pistol as compared with other automatic pistols. 4. The suitability of automatic pistols for the use of enlisted men. 5. If not deemed suitable for use by the enlisted men as a whole, would it be advisable to issue them for the use of officers and non-commissioned officers?
The results of this practical test will be of far-reaching importance, as they will determine whether our troops are to be armed with the latest development in the way of small arms or are to continue to use the old fashioned cylinder revolver.
At the recent tests of the pistol at the Springfield Armory thirty shots were fired from the Luger in about 15½ seconds, a rate of fire of 116 shots a minute. As the magazine holds but eight cartridges, this means that the magazine must have been replaced three times, starting with the arm loaded. This is double the rate of fire obtained from any other automatic pistol. The arm may be completely dismounted for cleaning in 3½ seconds.
The Luger pistol has been adopted by the Swiss government and the army of that country is now being supplied with the pistol from Berlin, but it is more than probable that if this government should adopt the weapon the rights to its manufacture will either be purchased outright or a royalty will be paid for its manufacture in this country, as was done with the Krag-Jorgensen rifle.—Army & Navy Journal.
TORPEDOES.
TORPEDO TUBES REMOVED FROM BRITISH CRUISERS.—The above-water torpedo tubes of the Grafton and Hawke have been removed, leaving only the submerged tubes. It is reported that all above-water tubes are to be removed from British ships as occasion offers.
ANTI-SUBMARINE ATTACK.—In the British navy considerable attention is directed towards plans for neutralizing or driving off submarine boats. In the opinion of many officers the best weapon to employ against the submarine boat is the spar torpedo worked from torpedo boats or large vedettes. Something can doubtless be done in this direction but a submarine boat is small and battleships and seagoing torpedo boats are large, and it may be difficult to "catch your hare." Furthermore, if a boat is near enough to use a spar torpedo effectively it would seem possible to use guns with deadly precision. If the submarine boat is too far submerged to be fired at she is not likely to be seen.