Ships of War, Budgets and Personnel.
Austria
Vessels Building
Name | Displacement | Where Building | Remarks |
Radetsky | 14,500 | Trieste | Launched July 3, 1909 |
Zrinyi | 14,500 | Trieste | Building |
Erzherzog Franz-Ferdinand | 14,500 | Trieste | Launched Sept. 30, 1908 |
Scout | |||
Admiral Spaun | 3,500 | Pola | Launched Oct. 30, 1909 |
If we are to believe the Zeit, of Vienna, two Austrian Dreadnoughts will be completed before the end of 1913. The financial difficulties which have arisen will not affect the matter, because the Stabilimento Tecnico Triestino will deliver the ships irrespectively of regular payments. It has declared, we are told, that thirty months should be enough for the completion of a vessel of 20,000 tons. The Zeit expresses the opinion that a powerful Austrian Navy is the only guarantee of peace with Italy, because the Italian circles which are hostile to the Triple Alliance will cease "to think that a naval victory in a war with Austria could compensate for a defeat on land." The same journal says that a strong fleet would be an effective protection for Austrian commerce in the Mediterranean, and that the program of construction comprises sixteen Dreadnoughts. The mutual suspicion that is manifested in Italy and Austria, each jealously watching the other, is certainly one of the most remarkable political symptoms of the time.—Army and Navy Gazette.
The torpedo cruiser Admiral Spaun, the first Austrian vessel of this class to be fitted with Parsons turbines, which was laid down in the naval dockyard of Pola in November, 1907, was launched on October 30. The cruiser was constructed at a cost of £364,583, and its stipulated speed is one of 26 knots per hour. Its length is 410 feet, its beam 46 feet, its draft 15 feet, and its approximate displacement 3500 tons. The armament consists of seven 3.9-inch guns, two 1.45-inch quick-firers, and three submerged torpedo tubes. A sister ship is included in next year's program of naval construction.—Army and Navy Gazette.
Financial difficulties are expected to lead to considerable delay in the completion of the four Austrian battleships decided on in reply to the Italian program. The year 1914 is mentioned as the probable date of completion, so that the year in which Austria will have at sea the sixteen Dreadnoughts of which the Zeit speaks as the ultimate strength of her navy, is far distant. The Kieler Neueste Nachrichten states that the first pair will be of 19,600 tons, carrying ten 12-inch guns in five turrets on the centre line and eighteen 4.7-inch in twin turrets.—United Service Magazine
Argentine Republic.
The Argentine Government, through the naval commission in London, have requested the most prominent builders of torpedo-boat destroyers to tender for 16 destroyers of 700 tons displacement, having a speed of 30 knots, the propelling machinery to be of the Curtis or Parsons turbine type. It is understood that the vessels will carry as armament two torpedo- tubes, four 4-inch quick-firing guns, and four 12-pounder quick-firing guns. The competition for the order, it is expected, will be very keen, as it is known that certain continental firms are making strenuous efforts to secure it.—Page's Weekly.
Brazil
Vessels Building
Name | Displacement | Where Building | Remarks |
Minas Geraes | 19,250 | Elswick | Under trial |
Rio de Janeiro | 19,250 | Elswick | Ordered |
Sao Paulo | 19,250 | Vickers | Launched April 19, 1909 |
Scouts | |||
Bahia | 3,500 | Elswick | Under trial |
Rio Grande | 3,500 | Elswick | Launched April 20, 1909 |
The Brazilian Government has contracted with Vickers, Sons & Maxim for a floating dock, designed for the reception of battleships of the Minas Geraes class, and of the "bolted-sectional" self-docking type. The pontoon will be divided into three sections, having a total length of 550 feet, 6 inches, with a clear width at entrance of 100 feet. Battleships drawing up to 36 feet and displacing 22,000 tons undamaged will be lifted by the dock. The contract includes an elaborate installation of boilers, engines, cranes, electric lighting, and pumping machinery. An interesting feature is the provision of a cooking plant for 750 men for use when the galley arrangements of the docked ship are not available. The dock is to be delivered at Rio de Janeiro within eleven months from the commencement of the work, which allows the short time of about nine months for construction. The work will be watched with considerable interest in this country, in view of the decision of the Admiralty to construct two similar docks for British Dreadnoughts. The new dock will be the largest ever constructed in this country, and, in fact, in any part of the world outside of Germany, where there are two—one completed and one being built—of still larger capacity. The Bermuda Dock, the largest floating dock yet built in this country, has a lifting capacity of 16,500 tons. The cost of the dock will be £182,700 complete, which works out at under £7 10s. per ton of lifting capacity, or about £7 los. per ton on the value of the work in this country, exclusive of cost of towage to Rio.—The Engineer.
France
Vessel Building
Name | Displacement | Where Building | Remarks |
Danton | 18,350 | Brest | Launched July 4, 1909 |
Mirabeau | 18,350 | Lorient | Launched Oct. 28, 1909 |
Voltaire | 18,350 | Bordeaux | Launched Jan. 16, 1909 |
Diderot | 18,350 | St. Nazaire | Launched Apr. 19, 1909 |
Condorcet | 18,350 | St. Nazaire | Launched Apr. 20, 1909 |
Vergniaud | 18,350 | La Seyne | Building |
Armored Cruisers | |||
Edgard Quinet | 13,644 | Brest | Launched Sept. 21, 1907 |
Waldeck-Rousseau | 13,644 | Lorient | Launched Mar. 4, 1908 |
La Vie Maritime states that the plan of having 3-gun turrets on the French battleship of the new program has been definitely rejected. These ships, provisional plans for which are being made, are to be of 23,500 tons displacement, and to carry twelve 12-inch guns in six double turrets, and eighteen 5.5-inch guns. in groups of three in an armored casemate; they are also to be fitted with four under-water torpode-tubes.
With the launching of the Mirabeau on October 28, five of the six Dantons are afloat. The following. description of the two St. Nazaire ships, taken from International Marine Engineering, applies to the entire class except as regards certain minor details.
The principal dimensions are as follows:
Length over all | 481 feet |
Length on waterline | 476 feet |
Extreme beam | 84 feet, 8 inches |
Depth, at full load, amidships | 27 feet, 1 inch |
Full load displacements | 18,235 tons |
Designed horse-power | 22,500 |
Speed | 19.25 knots |
They have no metallic keels, simply a false keel and two docking keels of teak. The docking keels, as well as the steel bilge keels, extend for more than half the length of the ship amidships. The stem is of forged steel and the stern of cast steel. There are nine keelsons on each side of the main keel. Amidships, the frames are spaced about 34 inches center to center. The double bottom extends up to the lower protective deck. The outside plating varies from 3/8 to ¾-inch in thickness, or from 15 to 30 pounds weight. Behind the belt of side armor there is a double thickness of 3/8-inch or 15-pound plate. Numerous watertight compartments subdivide the hull from end to end. Many of these are not even pierced by watertight doors.
The general protection of the ship is according to the French principle of the "caisson blinde" in connection with a caisson cellulaire," protecting the ship as far as possible against torpedo attack. At the center line of the ship the lower protective deck is slightly above the load-waterline. At the sides it is four feet 10 inches below this, where it is connected with the upper edge of the "caisson cellulaire." An upper protective deck is worked at the height of the upper edge of the belt of side armor; that is, eight feet above the load-waterline. This deck is constructed of three thicknesses of plate, each 5/8-inch thick. The lower protective deck is constructed of three plates each 5/8-inch thick on the flat, but on the slopes it is protected in addition by armor plates four inches in thickness.
The main armor belt extends from the stem to within a few feet of the stern. It is composed of three strakes. The lower edge of the first strake is 3.15 inches thick amidships and at the sides of the 12-inch turrets, while the upper edge is 10.63 inches thick amidships and 7.87 inches at the sides of the 12-inch turrets. Forward and aft of this the lower edge of the first strake is 2.36 inches thick and the upper edge 7.09 inches thick, while at the ends the lower edge is two inches thick and the upper edge 3.15 inches thick.
The second strake is 9.84 inches thick amidships, 9.06 inches thick at the lower edge and 7.87 inches thick at the upper edge at the sides of the 12-inch turret; forward, it is 7.87 inches thick at the lower edge and 6.69 inches thick at the upper edge; while astern it is 5.41 inches thick, and at the ends 3.15 inches thick. The third strake is 2½ inches thick and about 115 feet long, extending from the stem to a point just aft the forward 12-inch turret. The armor belt is placed on a teak backing, which has an average thickness of 3.15 inches. Forward there is an athwartship armored bulkhead, 7.09 inches thick, extending from the sides to the 12-inch center line turret. There is a similar armored bulkhead, 7.8 inches thick, at the after 12-inch turret.
The 12-inch gun turrets are protected with 11.81 inches of steel armor and the barbettes with 11.02 inches of armor. The 9.4-inch guns are protected by 8.66 inches of steel in the turrets and 7.87 inches in the barbettes.
The space between the two protective decks and the armor belt, which is termed the "tranche cellulaire," is divided into numerous small compartments, with a passage at the center line of the ship. These compartments form bunkers and store-rooms and give access to a cofferdam, which is worked throughout the entire length of the ship the total height of the armor belt. All passages, funnels, ventilators, etc., extending through the "tranche cellulaire" have been reinforced their entire height.
The "caisson cellulaire," which is designed to protect the ship as far as possible against torpedo attack, is constructed as follows:
About 8 feet 6 inches from the outside plating a vertical longitudinal bulkhead has been worked. This has an average height of 16 feet 6 inches and is made of plates having a total thickness of 1¾ inches. Behind the cofferdam and at a certain distance from it there is a second vertical bulkhead, .59 inch thick, extending from the double bottom plating to the lower protective deck. Forward and aft bunkers and other compartments provide the same protection as these bulkheads. This "caisson cellulaire" form of protection was used for the first time on board the Czarezoitch, built in 1899 at the Forges & Chantiers de la Mediterrannee, and proved its efficiency by saving the ship from a total loss when under heavy torpedo attack.
Only one conning tower is fitted, and this is located on the navigating bridge, where a clear view can be obtained. It is noticeable that there are no obstructions on the bridge, as there are on all previous battleships or armored cruisers belonging to the French Navy. The conning tower is protected by 1.81-inch armor, while the armored tube leading to it is protected by armor 8.66 inches thick above the upper protective deck, and 2.36 inches thick between the upper and lower protective decks.
The main armament consists of four 12-inch guns mounted in pairs in two revolving turrets on the center line of the ship, one forward and one aft. There are twelve 9.4-inch guns, mounted in pairs in six revolving turrets, located on the spar deck. The secondary battery is composed of sixteen 3-inch quick-firing guns and ten 1.8-inch guns. It has been stated that two 18-inch submerged torpedo-tubes would be fitted forward, but, up to the time of launching, no special arrangements were made for them, and it is now expected that the space and weight which they would occupy will be used for ammunition for the heavy guns.
The armament of these ships has been widely criticised, but the fact still remains that these boats have been built to fight in the Northern seas, where it is very likely that the future naval supremacy will be settled by the European powers. In these waters foggy weather makes it difficult to fight at a distance much over 3000 yards. At this distance these vessels will be able to do effective work with their large quick-firing guns. At the same time such an armament is capable of making a good showing against any of the battleships belonging to the Triple Alliance in the Mediterranean. Of course, it must be admifted that this armament would be at a diadvantage in fine weather against the latest types of English or American battleships. It is practically certain that on future French battleships the Dreadnought idea will be carried out by using only big guns of a single caliber for the main battery, but in that case the displacement will be increased at least to 20,500 tons.
Just criticism can very well be made of the secondary battery of the Diderot and Con dorcet. The 3-inch 12-pounder guns are not efficient against modern torpedo-boat destroyers. Four-inch quick-firing guns would at least be fairly efficient and it cannot be readily understood how such a small-caliber gun has been selected for this work. Also, the secondary battery is so arranged that it is practically unprotected, and the chances are that after an engagement this indispensable battery would be out of commission.
The forward and stern fire consists of two 12-inch and eight 9.4-inch guns. The broadside fire consists of four 12-inch and six 9.4-inch guns. The anti-torpedo-boat fire on each side consists of two 3-inch guns forward and four 3-inch guns in two casemates at the center of the ship, and two 3-inch guns aft, besides the 1.8-inch guns, which are located in various commanding positions on the bridge and spar decks.
The ships will be propelled by four screws, each driven by Parsons turbine engines. There are eight turbines in each ship, four for full speed forward, two for the lower cruising speeds and two for astern speed. The dimensions of the high-speed turbines are as follows: Highpressure, diameter, 9 feet; length, 23 feet 10 inches. Low-pressure, diameter, 12 feet; length, 23 feet 6 inches. The high-pressure turbines drive the outside propellers, and the low-pressure turbines the inside screws. At full speed, the designed number of revolutions is 300 per minute. The high-pressure cruising turbines are on the inside shafts, the steam being exhausted into the high-pressure high-speed turbines and then into the low-pressure turbines. The cruising turbines are 8 feet 4 inches in diameter and 17 feet 6 inches long. The astern turbines drive the outside propellers and are 9 feet in diameter and 12 feet long. The inner shafts are located 7 feet from the center line of the ship, and the outer ones 21 feet To inches from the center line.
The Diderot and Condorcet will each be fitted with twenty-six Niclausse watertube boilers, each boiler having 1560 square feet of grate surface and 14,150 square feet of heating surface. The normal steam pressure will be 257 pounds per square inch. During the forced-draft trials the pressure of water in the stokehold must not exceed 1.18 inches of water.
The boiler tubes are 3 5/16 inches outside diameter and the ordinary tubes 3 1/32 inches inside diameter. The reinforced tubes are 2 27/32 inches inside diameter. There are five funnels, 83 feet high above the grates, with maximum diameters of 8 feet 3 inches and minimum diameters of 4 feet 4 inches.
For the trials of these battleships the allowable coal consumption is calculated per mile and not per indicated horse-power hour. The contract figures were as follows: For the To-hour full-speed trial, all boilers to be worked with forced draft, coal consumption per mile run, 2060 pounds; per square meter of grate area, 287 pounds. For the 6-hour full-speed trial, with three-quarter boiler power and forced draft, the consumption per mile run is not stipulated, but the consumption per square meter of grate area is 397 pounds. For the 24-hour ordinary trial, with full boiler power at natural draft, the coal consumption is to be from 1410 to 1500 pounds per mile run and 183 pounds per square meter grate area. At low speed (10 knots), the consumption is to be from 573 to 618 pounds of coal per mile run. The total bunker capacity of each ship is 2100 tons, and the approximate steaming radius at To knots speed, 8130 miles.
The ships are lighted throughout by electricity and heated by steam. Only those auxiliaries requiring a large amount of power are driven by steam, all others are driven by electricity. The dynamos are driven by turbine engines. Eight searchlights are to be fitted, two forward, two in the masts, two amidships and two aft.
The estimated cost of each of these ships is as follows:
Hull and machinery | $8,331,500 | £1,712,500 |
Armament | $1,939,566 | £398,000 |
Miscellaneous | $35,967 | £7,380 |
Total | $10,307,033 | £2,117,880 |
The French submersible Archimede, launched recently at Cherbourg, is like the Pluviose, but much larger, and is indeed the largest submarine vessel now afloat. Her displacement on the surface is 655 tons, and submerged 810 tons. She has two steam engines and two petrol engines, and her surface and submerged speeds are respectively fifteen and ten knots.—Army and Navy Gazette.
Cruises of Submersibles.—For a year past the submersibles built on the plans of Chief Engineer Laubeuf have been making a series of long distance runs, maneuvers, etc., which are worthy of attention.
The following is a brief account of these performances:
From October 6 to 9, 1908, the three submersibles Pluviose, Ventose, and Germinal ran 730 miles over the following course; Cherbourg to Brest, Brest to Dunkirk, Dunkirk to Cherbourg. This distance was covered without any stop in 82 hours; that is, with a mean speed of 9 knots. The boats had fine weather but were kept back by fog. During the last 17 hours, the mean speed was maintained at 10 knots without difficulty, which clearly shows that the material was not over-taxed. The trial could have been prolonged for a much greater time, the crew doing duty in watches and being able to sleep on board under excellent conditions.
From May 6 to June 11, 1909, the submersibles Pluviose and Ventose took part, together with two submarines (Emeraude and Opale), in the maneuvers of the Northern Squadron.
First exercise: barring the Straits of Dover.
The Pluviose alone succeeded in torpedoing the squadron in its passage.
Second exercise: defense of the approaches to the harbor of Lorient.
The submersibles and submarines made more than 40 successful attacks on the vessels of the Northern Squadron, which would all have been torpedoed.
Third exercise: The submarine °Nile having been wrecked, the two submersibles and the submarine Emeraude set out from Lorient and blockaded the port of Cherbourg for three days and three nights, making 12 successful attacks upon the squadron as it entered or left the harbor; then, without returning to port, they went from Cherbourg to Dunkirk and back to Cherbourg at a speed of it knots (9 knots only for the submarine Emeraude).
In this last exercise they remained six entire days without any communication with the shore, covering a total distance of moo miles without receiving new supplies of any sort.
These maneuvers have confirmed the comparative tests of 1905, between the submersible Aigrette and the submarine Z, by showing the superiority of boats on the Laubeuf system.
From September 6 to 8, 1909, the two submersibles Circe and Calypso made a raid from Toulon to the Strait of Bonifacio, from there to Menton, and from Menton to Toulon. The Calypso went 56o miles without stopping, in 59 hours. The Circe suffered some trifling damage to her tubes, which obliged her at first to slow down and then to put into Nice for a few hours.
The submersibles had good weather from Toulon to Bonifacio, but then they experienced a strong easterly blow, and until their return to Toulon they had a sea from three to four meters high, first abeam and then from astern, in which they behaved admirably.
In September 1909 again, the Floreal went from Cherbourg to Brest and back, stopping in at Lezardrieux and at Saint Malo; the Prairial from Cherbourg to Calais; the Pluviose from Cherbourg to Dunkirk and back, with stops at Dieppe and Havre; the Circe went from Toulon to Bizerta, her new home port, etc.
But the most remarkable series of runs is beyond doubt that which was executed by the submersible Papin from the port of Rochefort.
From September 6 to 9, 1909, this boat went from Rochefort to Cherbourg, putting in at Brest.
September 22 to 23, she returned from Cherbourg in one stretch.
Leaving Rochefort, convoyed by the Henry IV, for Bizerta, she made the run from Rochefort to Oran in one stretch in six days from September 28 to October 4, a distance of 1200 miles, covered partly during bad weather. She then started for Bizerta, where she arrived on October 12. She thus covered a distance of over 2000 Miles, from September 21 to October 12. The distance of 1200 miles without stop is much the longest covered by a submarine boat in France or in any foreign country. The English and American submarines have never made more than 300 miles without stopping; the German U/ went from Heligoland to Kiel (600 miles); the Swedish Hvalen, built in Italy, attracted great attention by her run from Spezzia to Cartagena, which was not 700 miles.
It will be seen, therefore, that the Papin made a record of which the French Navy has a right to be proud.
All the French submersibles referred to above were built upon the plans of Engineer Laubeuf.—Le Yacht.
Report of the Parliamentary Commission of Enquiry into the State of the Navy.—The following abridgement is given by the Temps:
1. Naval Construction.—The Commission having ascertained that in the last ten years Parliament has been asked to authorize the commencement of ships, the plans of which, for the most part, had not been definitely decided on.
That months and years generally separate the different contracts for hull, turrets, boilers, etc., entailing a considerable loss of time and money, and that this has been notably the case with the battleships of the Patrie class and the armored cruisers Waldeck-Rcusseau, Ernest-Renan, and Edgar-Quinet.
That, moreover, important changes have been made during the building of ships, notably as regards the artillery of the Justice, Democratic Liberte, Verite, and the armored cruisers Ernest-Rervan, Waldeck-Rousseau, and Edgar-Quinet, changes which tend to destroy homogeneity— one of the most important characteristics of a good fleet.
That the greater part of these defects are aggravated in the six battleships of the Danton class, the preliminary contract for which, signed in December, 1906, has had hundreds of changes made in it since.
Proposes to the Chamber:
1. To severely blame such proceedings, which are prejudicial to the public finances, and incompatible with rational, methodical and rapid construction.
2. And that it should decide that henceforth it will only authorize the construction of a ship after receiving assurances that the plans are at least in all essential particulars definitely drawn and the contract ready for signing.
II. Arsenals.—The Commission having ascertained that our naval arsenals are not actually in a condition to satisfactorily and with requisite rapidity carry on at the same time both new construction and repairs to ships of the fleet.
That tools and machinery are, generally speaking, insufficient and out of date.
That the abolition of piecework coincident with a reduction in the daily hours of labor, and the weakening of the power and authority of the heads of departments, has been the consequence of a notable diminution in production.
That a want of material has sometimes caused a stoppage of work.
Proposes to the Chamber to decide:
That in the interests of the navy, as well as of the public finances, our arsenals be supplied with modern tools and machinery to admit of a maximum production in a minimum time.
That it must be firmly maintained that work goes on for a full eight hours daily.
That piecework be re-introduced as far as possible, together with equitable remuneration, experience at Brest and RueIle having shown that its introduction has produced excellent results.
That in certain workshops, where it would not be advisable to introduce piece work, the workmen to receive sufficient wages to make up the difference.
That the decree of June 13, 1907, be revised so as to give heads of departments greater powers of reward and punishment.
That before sending any work to be carried out by a private firm it be ascertained whether the arsenals are in a position to undertake it.
And for the prompt execution of work often delayed by reference to the Central Authority, greater power of decision be vested in the Prefets Maritimes and the Commanders-in-chief of the squadrons.
III. Contracts for the Navy.—The Commission having ascertained:
That prices of materials for the navy have increased of late.
That the prices of turbine engines in particular appear excessive.
That this increase in price may be attributed in great measure to the fact that the Navy Contracts department does not stand out sufficiently against the demands of contractors, and that too many useless clauses are inserted in the contracts.
Proposes to the Chamber:
To request the Control department to endeavor by every means to obtain a reduction of prices, particularly by the suppression of certain penalties in the terms of contract which are of no use to the navy.
To abolish, except in certain cases, all premiums to contractors, simply requiring the results which are thought necessary and sufficient.
IV. Boilers.—The Commission proposes that the Chamber should express its regret:
1. That for the past ten years Ministers of Marine have neglected to employ competition to obtain a reduction of prices in the purchase of two boilers which are considered the best;
2. That the Minister of Marine, having in a letter of August 5, 1905, consulted the technical committee as to the type of boiler to be adopted for the Edgar-Quinet and Waldeck-Rousseau, did not afterwards apply for tenders from the four firms designated by the committee, but selected two firms only from the list supplied;
3. That for the six battleships of the Danton class, the Minister, without even consulting the Technical Committee, took upon himself to order an equal number of boilers from the before-mentioned two firms;
4. That in his selection of boilers the Minister has not, in the majority of cases, chosen the type which the Commission of Enquiry have found to be most in favor with naval engineers and mechanicians;
And decides that henceforth, unless it be explained to Parliament that it is impossible, tenders shall always be asked for from all the firms recommended by the Technical Committee.
V. Artillery.—The Commission having ascertained: That the four divisions of battleships and the divisions of armored cruisers of the Mediterranean fleet have not their full allowance of steel shell on board.
That the two divisions of armored cruisers of the Northern squadron have not the third of their regulation supply of those projectiles.
That for both the Mediterranean and Northern squadrons there is no reserve stock of steel shell ready.
Considering,
That it appears from the statements of the Minister of Marine and the artillery department that the problem regarding steel explosive shell was decided for small caliber guns in 1905 and for heavy guns in igo6,
Proposes to the Chamber,
To express its serious regret that the necessary diligence has not been shown during the last three years to furnish our squadrons with this projectile and to constitute a reserve stock. The Commission having also ascertained.
That it was only towards the end of February, 1909, that the pattern of shell was decided on for the six battleships of the Danton class which were ordered in December, 1906, and are due to be completed in December, 1910, and that the time is now too short to allow of the necessary quantity of shell being manufactured by the latter date, and that also no credit has been taken in the budget of 1909, for this purpose,
Proposes to the Chamber,
To blame the improvidence and dilatoriness which this situation reveals.
VI. Docks and Arsenals.—The Commission having ascertained: That the program of works drawn up in 1901 to place the military ports in a position to deal with the new ship construction of woo has only been partly executed,
That nothing has been done up to the present to provide docking accommodation for the battleships of the 1906 program,
Proposes to the Chamber,
To blame the improvidence and carelessness which these facts display.
VII. Central Administration.—The Commission having ascertained, That neither unity of views, co-operation, method nor definite responsibility exists between the different branches of the central administration, and that there is too often negligence and confusion,
Proposes to the Chamber,
To order a reorganization of the central administration, which will assure co-ordination of effort and leave the head of each great department responsible for carrying out the measures which have been decided upon after collective deliberation under the presidency of the Minister.
This report of the Commission of Inquiry is being debated in the Chamber, and resulted indirectly in the fall of the Clemenceau Ministry on July 18.—United Service Institution.
Germany.
Vessels Building.
Name | Displacement | Where Building | Remarks |
Rheinland | 18,500 | Stettin | Launched Sept. 24, 1908 |
Posen | 18,500 | Kiel | Launched Dec. 12, 1908 |
Ost Friesland | 21,000 | Wilhelmshaven | Launched Sept. 30, 1909 |
Thuringen | 21,000 | Bremen (Weser Yard) | Launched Nov. 27, 1909 |
Helgoland | 21,000 | Kiel (Howaldt) | Launched Sept. 26, 1909 |
Ersatz Frithjof | 21,000 | Elbing (Schichau) | Building |
Ersatz Hildebrand | 21,000 | Kiel (Kaiserliche W.) | Ordered |
Ersatz Heimdall | 21,000 | Stettin (Vulkan) | Ordered |
Armored Cruisers | |||
Von Der Tann | 19,000 | Hamburg | Launched March 20, 1909 |
G | 22,000 | Hamburg | Building |
H | 22,000 | Hamburg | Building |
Protected Cruisers | |||
Kolberg | 4,300 | Danzig | Under trial |
Mainz | 4,300 | Stettin | Under trial Jan. 23, 1909 |
Koeln | 4,500 | Kiel | Launched June 7, 1909 |
Augsburg | 4,500 | Kiel | Launched July 10, 1909 |
Ersatz Falke | … | … | Ordered |
Ersatz Bussard | … | … | Ordered |
La Vie Maritime states that the Ersatz Hildebrand and Ersatz Heimdall, the second and third of the 22,000-ton battleships of the 1909 program, have lust been ordered. They are to be completed in the autumn of 1912. The first is to have Parsons turbines and the second A. E. G. (improved Curtis) turbines.
The Nassau and Westfalen, the first two German Dreadnoughts, have completed their trials and entered regular service. They are reported to have made 20 knots speed with 24,000 horse-power. as against the designed speed of 19 knots with 20,000 horse-power. The elapsed time from the laying down of these ships to their commissioning was from 27 to 28 months. The armored cruiser Blucher, of 15.500 tons, has also joined the fleet.
The Mainz has just completed her trials. She made as high as 28 knots, with a mean of 27.5 knots (2 knots more than the contract speed), and thus broke the record for German cruisers. She was built by the Vulcan works and is fitted with A. E. G. turbines (a combination of the Parsons and Curtis systems built by the Allgemeine Electricitaets Gesellschaft, of Berlin).
The commissioning of the Nassau gives opportunity to compare her complement with that of previous German battleships. As against 24 officers and 735 men on the Deutschland class, the Nassau carries 30 officers and 86o men; her officers are: one captain, one commander, seven lieutenant-commanders, four lieutenants, six sub-lieutenants, five ensigns (all of whom are about to be promoted to sub-lieutenant), five engineers and one surgeon.
The launchings of three of the second lot of German Dreadnoughts, the Ersatz Oldenburg. Ersatz Beowulf and Ersatz Siegfried, now named respectively Ost-Friesland. Thuringen and Helgoland, brings un again the subject of their still doubtful size and characteristics. The following data are probably close to the truth: 456 feet x 89 feet x 26 feet on 21,000 tions displacement; twelve 12-inch guns (in six turrets, of which two on the middle line and two on each broadside). twelve 5.9-inch guns and twenty 3.4-inch guns; five torpedo-tubes; reciprocating engines, 24,000 horsepower, 19 knots speed; complete belt of 12 inches maximum thickness.
The distribution of the German fleet between the two ports of Kiel and Wilhelmshaven will finally be accomplished on April 1, 1910. The first squadron, composed of the Nassau, Westfalen, Hanover, Schlesien, Wittelsbach, Zahringen, Mecklenburg and Wettin, will have Wilhelmshaven for its base, while the second squadron composed of the Deutschland, Preussen, Schleswig-Holstein, Hessen. Elsass, Braunschweig, Lothringen and Poininern will be based on Kiel. The total displacement (normal) of the first squadron is 770,600 tons and that of the second squadron 105,600 tons. The oldest ships of the fleet are the Wittelsbach class, launched in 1900 and 1901. Besides these battleships, the fleet will contain four armored cruisers and six scout-cruisers, divided into two groups, the first consisting of the Blucher, Gneisenau. Dantzic, Koenigsberg and Dresden, the second of the York, Roon, Berlin, Lubeck and Stettin.
The following is a comparison between the naval estimates for 1909 and the sums voted for 1908:
| 1909 | 1908 | Increase, 1909 | |||
£ | s. | £ | s. | £ | s. | |
Ordinary permanent estimates | 7,202,190 | 4 | 6,690,053 | 14 | 512,136 | 10 |
Shipbuilding, armament, etc. | 7,325,168 | 3 | 5,964,875 | 0 | 1,360,293 | 3 |
Extraordinary expenditure | 5,496,202 | 5 | 4,306,757 | 10 | 1,189,444 | 15 |
Total | 20,023,560 | 12 | 16,961,686 | 4 | 3,061,874 | 8 |
The distribution of the amount estimated for the 1909 shipbuilding program may be seen in the following table for the construction of the following ships:
| £ | s. |
The first-class battleship Nassau (Ersatz Bayern), 4th and final vote | 243,500 | 0 |
The first-class battleship Westfalen (Ersatz Sachsen), 4th and final vote | 243,500 | 0 |
The first-class armored cruiser Blucher, 4th and final vote | 225,000 | 0 |
The first-class battleship Rheinland (Ersatz Wurttemberg), 3d vote | 290,000 | 0 |
The first-class battleship Ersatz Baden, 3d vote | 290,000 | 0 |
First-class armored cruiser F, 3d vote | 375,000 | 0 |
Third-class cruiser Kolberg (Ersatz Greif), 3d vote | 75,000 | 0 |
Third-class cruiser Ersatz Jagd, 3d and final vote | 75,000 | 0 |
First-class battleship Ersatz Oldenburg, 2d vote | 525,000 | 0 |
First-class battleship Ersatz Siegfried, 2d vote | 525,000 | 0 |
First-class battleship Ersatz Beowulf, 2d vote | 525,000 | 0 |
First-class cruiser G, 2d vote | 550,000 | 0 |
Third-class cruiser Ersatz Schwalbe, 2d vote | 125,000 | 0 |
Third-class cruiser Ersatz Sperber, 2d vote | 125,000 | 0 |
River-gunboat C, 2d and final vote | 15,000 | 0 |
First-class battleship Ersatz Fithiof, 1st vote | 275,000 | 0 |
First-class battleship Ersatz Hildebrand, 1st vote | 275,000 | 0 |
First-class battleship Ersatz Heimdall, 1st vote | 275,000 | 0 |
First-class armored cruiser H, 1st vote | 250,000 | 0 |
Third-class cruiser Ersatz Bussard, 1st vote | 125,000 | 0 |
Third-class cruiser Ersatz Falke, 1st vote | 125,000 | 0 |
Tender for torpedo-boat flotilla, 1st vote | 10,000 | 0 |
Flotilla of torpedo-boats, 1st vote | 500,000 | 0 |
Flotilla of torpedo-boats, 2d and final vote | 455,000 | 0 |
Construction of and experiments with submarines | 500,000 | 0 |
Total | 6,997,000 | 0 |
For the gun and torpedo armaments of new ships, and mines | 3,991,000 | 0 |
Miscellaneous expenditure: dockyards, etc. | 586,168 | 3 |
| 11,574,168 | 3 |
From which has to be deducted, credited in the extraordinary estimates | 4,249,000 | 0 |
Leaving total | 7,325,168 | 3 |
The maneuvers of the German fleet have been in progress in the Eastern Baltic, and the Emperor reviewed the High Sea fleet and its reserves off Binz in the island of Rilgen, afterwards with Admiral von Tirpitz going on board the Deutschland, Prince Henry of Prussia's flagship. Landing operations on the coast of Schleswig-Holstein are to take place. The High Sea fleet consists of sixteen battleships (Vice-Admirals von Holtzendorff and Schr8der) and three armored and six small cruisers constitute its scouting groups (Rear-Admiral von Heeringen). A third squadron has been constituted for the maneuvers, consisting of the eight old coastdefence ironclads, under command of Rear-Admiral Pohl; and a fourth squadron, mobilized in the middle of last month under command of Vice-Admiral Zeye, consists of the Schwaben, Wiirttetnberg, Kurfiirst Friedrich Wilhelm, Prince Adalbert, and the small cruisers Stuttgart and Undine. The seconds in command are Rear-Admirals Grapow, Guhler, Jacobsen and von Krosigk. Five torpedo flotillas are also taking part in the maneuvers, being two training, one maneuvering and two reserve flotillas, but only one of them consists of the smaller and older class of boats. Mine-search divisions and two mining vessels are also engaged.
With the addition of the Nassau and Westfalen to the High Sea fleet, the principal base of the German Navy will be transferred to the North Sea, where Wilhelmshaven has been developed into a first-class naval port. The first squadron will have its base there from April 1, 1910, a change which is viewed with some apprehension at Kiel. The widening and deepening of the Kaiser Wilhelm Canal is a work that must occupy many years, and it is expected to absorb a sum of about eleven millions sterling. There are some German officers who think that the money might be better spent, but the strongest feeling is expressed, especially at Kiel, that the work should be speedily put in hand and be pressed forward energetically. The proposal is to straighten the canal wherever possible by cutting off the inner sides of curves, but otherwise to double the width by working on one side only of the waterway. The great high-level bridges at Levensau and Grfinenthal will have to be rebuilt, and of course the locks must be reconstructed. The need of widening and deepening the canal, and the grounding of the Westfalen in the river Weser, are indications of the colossal difficulties that confront Germany in her building of Dreadnoughts. Vice-Admiral Galster and many other officers are opposed to the Dreadnought policy in the situation which nature and the demands of the army have imposed upon Germany. There is also a strong feeling that the private yards, which have invested so much money in the provision of shipbuilding resources, should be encouraged rather than the state yards. The latter have certainly had a good share of work, and while vast sums have been expended at Wilhelmshaven, the Imperial Yard at Kiel has received many new buildings and much new plant.—Army and Navy Gazette.
Great Britain
Vessels Building
Name | Displacement | Where Building | Remarks |
St. Vincent | 19,250 | Portsmouth | Under trial |
Collingwood | 19,250 | Levonport | Launched Nov. 7, 1908 |
Vanguard | 19,250 | Vickers | Under trial |
Neptune | 20,250 | Portsmouth | Launched Sept. 30, 1909 |
Colossus | 20,250 | Palmer’s (Jarrow) | Building |
Hercules | 20,250 | Scotts (Greenock) | Building |
Orion | 22,500 | Portsmouth | Building |
Armored Cruisers | |||
Indefatigable | 18,000 | Devonport | Launched Oct. 28, 1909 |
Lion | 26,350 | Devonport | Building |
Cruisers | |||
Bellona | 3,400 | Pembroke | Under trial |
Blanche | 3,400 | Pembroke | Launched Nov. 25, 1909 |
Blonde | 3,400 | Pembroke | Ordered |
Blonde | 3,400 | Pembroke | Ordered |
Liverpool | 4,800 | Vickers | Launched Oct. 30, 1909 |
6 | 5,000 | Vickers | Ordered |
Bristol | 4,800 | Brown & Co. | Building |
Gloucester | 4,800 | Beardmore | Launched Oct. 28, 1909 |
7 | 5,000 | Beardmore | Ordered |
Newcastle | 4,800 | Armstrong | Building |
8 | 5,000 | Armstrong | Ordered |
Glasgow | 4,800 | Fairfield | Launched Sept. 30, 1909 |
9 | 5,000 | London & Glasgow Co. | Ordered |
The "Neptune."—On September 30, the Neptune, the eighth and largest British Dreadnought, was launched at Portsmouths. Her dimensions are understood to be as follows: length, 510 feet between perpendiculars; beam, 84 feet; displacement 20,250 tons. She will be fitted with turbine engines, to develop 25,000 I. H. P., giving a speed of 21 knots. Her armament will consist of ten 50-caliber 12-inch guns of the latest pattern, disposed in five turrets, three of which will be on the central line, and one on each side of the ship, these latter being placed en echelon. She will thus be able to fire the whole of the ten guns on either broadside, whereas her predecessors could only fire eight; in addition, the middle turret on the center line will be raised and placed close forward of the after one, so that its guns can fire over it, a stern fire of eight guns, instead of six only, will be thus obtained. The secondary armament will consist of 20 guns, either 4-inch, as in the St. Vincent class, or possibly 4.7-inch. It is said that these guns are to be mounted in three high armored towers, one just abaft of the forward 12-inch gun-turret and two further aft, all on the middle line and connected by light bridges. The armor of the new battleship will be similar to that generally adopted in the Dreadnought class— namely, 11 inches of hardened steel on the side belt, tapering to six inches at the bow and five inches at the stern, while the barbettes will have protective armor 12 inches thick. The fire control station will be amidships, between the two funnels and tripod masts. She has three underwater torpedo tubes, and is fitted with electrical apparatus for working her guns and operating her auxiliary engines. The Neptune will be completed for sea in January, 1911, two years from the date she was laid down.
The trials of the new battleship St. Vincent are expected to take place in December. Those of the Collingwood are likely to be run somewhere about the same time. The third ship of this class, the Vanguard, built by Vickers, Sons & Maxim, has already carried out her trials, and although the last to be laid down, will probably be the first to be put in commission. These three ships have 9¾-inch belts instead of 11-inch, as they are all fitted with a new Vickers armor, which is considerably superior to K. C.
The "Indefatigable."—On October 28, the Indefatigable, the fourth and largest British battleship-cruiser (so called), was launched at Devenport. She represents the latest development of the Invincible idea, and although before she enters her first commission still more powerful vessels will be on the stocks, she will for a time be the most powerful cruiser in the world. The Invincible and her sisters, the first cruisers to have an all big-gun armament, are 560 feet long, with a beam of 78½ feet, and a displacement of 17,250 tons. The Indefatigable, which for the moment stands alone, is 20 feet longer, one foot broader, and displaces 18,000 tons. She is designed also to exceed the speed of the three sisters by one knot, as she is expected to attain 26 knots, and with that object in view her turbines will develop 45,000 horse-power. Her armament and its arrangement will be similar to that of the Invincible, but she will carry twenty 4-inch guns in place of sixteen, the main guns being 12-inch so-caliber pieces paired in barbettes with heavy shields as before.
The Glasgow, Gloucester and Liverpool, three of the five "city" cruisers, ordered in November, 1908, were launched on September 30, October 28 and October 30, respectively. A description of one will answer for all. The Glasgow is 453 feet in length over all, 47 feet in breadth, 16 feet 3 inches draft in normal load condition, and of 4820 tons displacement. She will be provided with Parsons turbines of 22,000 I. H. P. by the builders. There will be four shafts, with a high-pressure ahead turbine, and a high-pressure astern turbine on each of the outer shafts in watertight wing compartments. The inner shafts will be driven by low-pressure astern turbines. Her water-tube boilers are designed to use both coal and oil as fuel. The armament will consist of two 6-inch guns, ten 4-inch guns and two 18-inch broadside submerged torpedo-tubes. The vital parts are protected by an arched steel protective deck extending the full length of the ship, and the coal bunkers are designed to give further protection to the machinery. One of the 6-inch guns will be on the forecastle deck, and there also will be a circular conning tower of special steel. The other 6-inch gun will be mounted on the upper deck, and the ten 4-inch guns will be in the waist of the vessel, to permit of a forward line of fire from two of the 4-inch guns. The forecastle has been constructed with an embrasure.
The Invincible, after many delays due to defects in the electric turret gear, is to be ready for sea in a few weeks, or practically nine months after first commissioning, during which time the main armament has never been fit for service.
This vessel has been the subject of many parliamentary questions, which have been unsatisfactory both from the point of view of the questions (which have been drafted to infer blame attributable to the contractors), and the answers, which have endeavored to disguise the experimental nature of the electrical turret gear.
Though the difficulties have now been thought to be overcome, it is practically certain that the experiment of electrically-worked turrets is a comparative failure, the increased speed of working as against hydraulic gear which was anticipated not having been realized.
It seems fairly certain that we shall not yet see a system superior to the hydraulic for actuating our heavy guns on board ship.—Engineering.
The Bellona returned to Pembroke Dockyard on November 12, on completing her official steam trials. She ran the 30 hours' trial at one-fifth power. During this trial the maximum speed was 15 knots. During the second 30 hours' trial she steamed at 14,400 horse-power for eight hours, and the average speed was 25 knots. During the remaining 22 hours the turbines were worked at 11,000 horse-power, and an average speed of 23.9 knots was attained. On the eight hours' full-power trial, the maximum horse-power developed was 20,000, and the average speed 25.9 knots. Steaming with wind and tide over a measured mile a speed of 28.2 knots was obtained, and against wind and tide of 26.8 knots, giving an average of 27.8 knots.—United Service Gazette.
New Constructions.—The eleventh British Dreadnought has been laid down at Portsmouth and the fifth Invincible at Devonport. The former will be named Orion, and the latter Lion.
The Orion will be 545 feet long and displace 22,500 tons, an increase of 2250 tons over the Neptune class. She will carry ten 12-inch guns in five turrets, all on the middle line, with turrets numbers 2 and 4 higher than and 5 so as to give four guns ahead and astern as well as ten on each broadside.
The Lion will constitute an immense advance over her immediate predecessor, the Indefatigable. She is to be 700 feet long, 86.5 feet beam, of 26,350 tons' displacement, and to have turbines of 70,000 horse-power, giving a speed of 28 knots. She will carry eight 12-inch guns in four middle-line turrets. The increased displacement is largely used to give better protection, her side armor being increased to 9 inches. The specially interesting feature of these designs is the adoption in them of the plan of putting all the turrets on the center line, as in United States battleships.
Cruisers.—The Admiralty have placed the orders for the four protected cruisers which were to be given out to contract under the program for this year. These vessels will be constructed one each by Vickers, Sons & Maxim; Armstrong, Whitworth & Co.; Beardmore & Co.; and the London & Glasgow Shipbuilding & Engineering Company. Two vessels of the same class have already been ordered from the Pembroke Dockyard. These vessels resemble the ships of the "city" class, of which six were ordered a year ago.
Destroyers—The orders for the 20 torpedo-boat destroyers provided for in the current year's naval estimates have been apportioned—four to the Tyne yards, nine to the Clyde and seven to the south coast. These new vessels will be of the enlarged " river " class, which latter, built in 1904-1905, have each a length of 222 feet, beam of 23 feet 6 inches, draft of 9.6 feet, displacement of 600 tons, I. H. P. of 7500, and an average speed of 25½ knots. The new destroyers will be built from the Admiralty's own designs, and the hulls will, therefore, not be designed by the respective builders as was the case with the Tribal class of ocean-going torpedo-boat destroyers launched two years "ago, and the delivery of some of which was delayed seriously by labor disputes in the north. With the exception that three of the new vessels to be built on the Clyde will be fitted with the Curtis type of turbine, whilst the other 17 will be fitted with Parsons turbines, the 20 destroyers, which are each to have a speed on trial of 27 knots, will be of precisely the same over all dimensions and equipment; they are to be delivered within eighteen months from date.
The names of destroyers have been decided upon as follows: Fury, A. & J. Inglis, Glasgow; Hope, Swan, Hunter & Wigham Richardson, Newcastle; Sheldrake and Staunch, Denny Brothers, Dumbarton; Nemesis, Nereide and Nymphe, Hawthorn, Leslie & Co., Newcastle; Chameleon., Comet and Goldfinch, the Fairfield Shipbuilding and Engineering Co., Govan; Acorn, Alarm and Brisk, John Brown & Co., Clydebank; Redpole, Rifleman and Ruby, J. S. White & Co., East Cowes; and Larne, Lyra, Martin and Minstrel, J. I. Thornycroft & Co., Woolston, Southampton.
Ocean-Going Destroyers.—The destroyer Crusader has been passed into service in the first flotilla. There are now nine "ocean-going destroyers in commission, the Afridi, Amazon, Cossack, Crusader. Ghurka, Mohawk, Nubian, Saracen and Tartar; on the completion of the Zulu, Viking and Maori, the first flotilla will comprise twelve 33-knot and twelve 25.5-kn-ot boats.—United Service Magazine.
The Four Contingent Battleships.—The Admiralty have invited tenders for the building of the four additional large armored ships which were included in this year's estimates as contingent on the progress made with new vessels for other powers. When the program was issued, it was announced that four armored ships, as well as various other vessels of small size, would definitely be laid down, and that "His Majesty's government may, in the course of the financial year 1909-1910, find it necessary to make preparations for the rapid construction of four further ships, commencing on April i of the following financial tear." Not only were the ordinary ships of the year's program ordered at a very much earlier date than usual, but the four contingent ships will be ordered in January, 1910, which is earlier than sometimes happens with vessels of the ordinary program. The firms invited to tender have been asked to submit a price for building a battleship, and also a price for building a cruiser, to be completed in each case by March 31, 1912, under severe penalties for delay. The design, so far as the battleships are concerned, will follow that of the new ship laid down at Portsmouth, while the cruisers will be like the improved Indefatigable, just laid down at Devonport.
Many exaggerated statements have appeared in the press relative to the dimensions, speed and armament of these new ships. Such statements require to be received with caution, particularly the assertion that they will carry 13.5-inch guns. It is not improbable that further advances will be made with 12-inch guns before the very serious step of changing the standard armament is adopted. Moreover, special forgings and an entirely new design of mounting would be required, and as far as is known, the principal makers have not yet been approached on either point, save in a very tentative way. It has always been recognized that a bigger gun might some day be necessary, and gun-makers have prepared designs, whilst a 13.5-inch gun has been made at Woolwich. and is now on board the Excellent. There is, therefore, some grounds for this rumor, but it still lacks confirmation.
A New Submarine.—The first of a series of important trials has begun at Portsmouth with a submarine of a new and more powerful type than any in commission in the navy. The vessel, which is known as Dr (being the first of an entirely new class), was constructed at Barrow, the greatest secrecy being observed to prevent knowledge of her new features from leaking out, and, very properly, no details as to these are allowed to be given at Portsmouth.
The only information given is that she is considerably larger than the best submarines of the C class, and is provided with twin screws, which give her speed and maneuvering power, besides a considerably larger radius of action both above and below the surface of the water. One improvement is a duplication of the periscope, these observation shafts— for use when submerged—being placed fore and aft. Her speed possibilities have not been thoroughly ascertained, but will probably exceed 15 knots. The vessel is regarded as experimental in many respects, and upon the reports made as to her capabilities will depend the character of others of her class now on order.—United Service Gazette.
The appended illustration is taken from Engineering.
The Scheme of Coast Defence.—The Admiralty are pushing along in the most satisfactory manner with their plans for completing the coast defence of the United Kingdom, which appears to mean that they intend placing a watch and ward of surface and submarine torpedo craft, like a crinoline, around the whole of the heart of the empire. Whether, and by how much, this defence on and beneath the waters will presently be supplemented by air-craft, it is not easy to foretell at the moment. The seventh section of the torpedo patrol, with the Vulcan as its parent ship and Dundee as its headquarters, will soon be complete, and further extensions will follow as the completed vessels come to hand. Twenty more destroyers will shortly be laid down, the contracts and drawings having been given out, and submarines, built both in private and government yards, are monthly being added to our already splendid and efficient flotilla of underwater vessels. The latest type of submarine displaces 321 tons and has a surface speed of 13 knots, with storage capacity for 15 tons of gasoline as fuel for driving engines of 600 horse-power—about fifteen times the power of the old 40-horse-power gunboat of the sixties of last century. Pushing ahead in this fashion with torpedo craft of every class may not silence carping critics, but it will satisfy all reasonable men that their lordships are in earnest in their intention to complete their coast defence scheme as early as possible.—United Service Gazette.
Dover Harbor Works.—The formal opening of the Admiralty Harbor, at Dover, by the Prince of Wales, on October is, marks the successful accomplishment of an enterprise of gigantic proportions, of which the engineers, Messrs. Coode, Son & Matthews, and the contractors, Messrs. S. Pearson & Sons, Ltd., may feel justifiably proud. These harbor works form the largest area of open sea hitherto enclosed by masonry as a harbor of refuge, the Admiralty Harbor having a low-water area of no less than 6to acres in addition to the Commercial harbor of 8o acres. Details of the scheme have already appeared in Page's Weekly. It has included an extension of the Admiralty Pier by 2000 feet, the formation of reclamation works for 3900 feet, at the east end of Dover, a protecting arm from the eastern end of the reclamation into the open sea for a distance of 2900 feet, and the detached south breakwater which has a length of 4200 feet. A small inner harbor, technically known as a camber, is to be constructed for the use of submarines and torpedo-boats by building a short pier at right angles to the reclamation and another at right angles to the eastern arm. On the reclamation, repair shops and an oil fuel storage depot will shortly be built. To the east of the Admiralty Pier it is intended to erect a new marine station to deal with the growing cross-Channel traffic, while the construction of landing-stages for liner traffic is being carried out by the Dover Harbor Board on the Admiralty Pier extension.—Page's Weekly.
Four large steel tanks for the storage of 20,000 tons of oil fuel for ships of the Royal Navy have been installed on the Port Victoria bank of the Medway, about three miles from Sheerness, and on Saturday the steamship Bloomfield discharged 6000 tons of oil fuel into two of the tanks. It is proposed to construct a berthage station 400 feet in length, at a depth of water sufficient to allow the largest ships in the navy to go alongside at any stage of the tide fo take in fuel, which will be conveyed to the berthing stations in mains fitted under a gangway connecting with the shore. For the present, hoses 600 feet in length will be used for the discharge of oil fuel from the oil steamer and for drawing its supply for war vessels from the tanks.—United Service Gazette.
The New Pacific Fleet.—The recent conference between the Admiralty and the representatives of the colonies, in respect to an imperial fleet, has allowed those responsible for the naval safety of the empire to further develop a policy of fleet redistribution which has for a long time received their attention. Several times during the last five years the naval commanders- in-chief of our Australian, China and East Indian squadrons have met at a common rendezvous close to Singapore, where they could all foregather on the very confines of their respective commands and formulate plans for the concentration of all their forces should need arise. The ships left on these stations after the so-called " scrapping " policy formed the nucleus of a Pacific fleet quite strong enough for national purposes in those days. But recent developments have made it necessary to make this fleet for the Pacific a more formidable force, and the desire of the colonies to create useful local navies has enabled the Admiralty to arrange for the provision of a considerable addition to our naval striking power in those waters. According to present intentions we shall eventually see each of the stations named above patrolled by one battleship-cruiser of the Indomitable type, three second-class cruisers of the Bristol type, six destroyers of the River class and three submarines of the C class. Battleship- cruisers of modern type, destroyers and submarines will be quite new to the Australian and East Indian stations, and submarines will be altogether new to the Pacific, so far as the British authorities are concerned, while the whole organization looks businesslike and practical from a fighting and patrol point of view.—United Service Gazette.
Naval Questions in Parliament.
German in the Navy.—In the House of Lords Lord Ellenborough drew attention to the comparatively small number of British naval officers who had passed as interpreters of the German language, and asked whether the government would give executive officers greater opportunity for studying, and increased remuneration for the time and trouble involved in the acquisition of that language.
The Earl of Granard, in reply, said that on July 1 last 47 officers of all ranks in the navy were qualified as interpreters in German, and one had qualified since. Eleven officers, including one captain and four lieutenants, had proceeded abroad to study German since the date named. Steps had been taken recently to extend the facilities for naval officers to study foreign languages in their own time; besides those who were qualified interpreters there were many naval officers who were conversant to a certain extent with the German language.
Caning in the Navy.—Mr. T. F. Richards asked whether 4566 cases of flogging with the cane were reported to have taken place in the navy during 1907, and what action, if any, would be taken to put an end to this form of punishment.
Mr. McKenna replied that he had been unable to trace the meaning of the figure suggested as to the number of cases of caning in the navy during 1907, unless it be the average number of boys borne on board ship. The actual number of canings in 1907 was under moo. It was a mistake to use the word "flogging"; flogging and birching. though still in the list of punishments authorized by the Naval Discipline Act, had been suspended by Admiralty order, the former since 1881 and the latter since January 30, 1906. The King's Regulations authorize caning on the breech with the clothes on in the cases of boys and buglers under 18, but by Admiralty order, dated March 2, 1906, this punishment is only to be inflicted under the actual order of the captain, and is not to be carried out in public.
Admiralty Floating Docks.—Mr. McKenna, replying to Mr. Renwick, said that tenders for two floating docks, suitable for vessels of the Dreadnought type, had recently been called for, but had not been received. No date for their completion could, therefore, be given. The decision as to the ports in which they are to be placed would be come to in due time for all necessary preparations to be made for their reception. The honorable member had never been told that two dry docks were to be ordered for Chatham and Portsmouth.
Naval Intelligence Department.—Captain Faber asked the First Lord of the Admiralty if he would state the reasons for dispensing with the services of the two naval officers of the Naval Intelligence Department who were called before the Sub-Committee of Imperial Defence by Lord Charles Beresford, seeing that no specific reorganization of the department had yet been carried out.
Mr. McKenna replied: A reorganization of the department is being carried out, and in consequence of the changes involved the services of the two officers in question will not be required after they have been carried into effect.
Mr. Lee asked whether, in view of the Prime Minister's definite pledge that officers who gave any evidence before the inquiry should not be prejudiced in any way in their careers, the right honorable gentleman would take steps to remove the unfortunate impression that would be created if this officer's career at the Admiralty came to a termination in these circumstances?
Mr. McKenna said: No unfortunate impression would be created as the honorable gentleman suggests. The services of the officer in question came to a termination in the ordinary course, and he will be employed in the ordinary course when his turn comes.
Perils in Submarines.—Mr. George Hardy asked the Secretary of the Admiralty whether he had any official information which would lead him to believe that the bluejackets in the forward part of submarine C11 lived for several hours after the accident, on compressed air, and only lost consciousness and life as the oxygen was used up, and that they might possibly have escaped had they been supplied with submarine helmets.
Dr. Macnamara, who replied, said: There is no truth whatever in the statement which has been made containing the suggestion referred to. The formation of chlorine gas inside the vessel must have caused death very rapidly in the cases of the men not immediately drowned. The circumstances were such that helmets could not have been used.—United Service Gazette.
The Health of the Navy.—The Statistical Report on the Health of the Navy for the year 1908, which has just been issued, shows a continuous improvement in the general health of the fleet as compared with the preceding five years. Not only are the case, invaliding, and death ratios for the year lower than the average ratios for the last five years, but the average loss of service for each person has dropped from 11.28 to 10.36 days. The final invaliding ratio, however, shows a small increase in comparison with the previous five years' average. Three hundred and thirty-seven cases of tuberculosis are recorded, with 268 final invalidings and 37 deaths. The case, invaliding and death ratios per thousand were 3.08, 2.45, and .33 respectively, as compared with 3.41, 2.5 and .42, the average ratios of the preceding five years. The highest case ratio per thousand, viz., 4.39, is given by the Mediterranean, and the lowest, 1.9, by the Channel fleet. Among the six deaths reported in the Atlantic fleet is included that of an officer who disappeared mysteriously on the west coast of Africa. He had landed with another officer to shoot game, and subsequently they separated. He was never again seen. The theory that found most acceptance, according to report, was that an elephant had attacked him and pressed him below the surface of the swamp.
From the East Indies Station comes the only report of injuries in action. The Prosperine records two cases, both terminating fatally.. The medical officer writes: "On the morning of April 20 the ship was patrolling the Makraan coast for arms-running dhows about 30 miles north of Jashk. A dhow was seen close inshore, so steam-cutter, cutter and whaler were manned and called away. As the water shoaled gradually the steamboat and cutter being unable to approach lay off, and the whaler proceeded. At about 150 yards from the shore a heavy fire was opened by the Afghans, who were entrenched close to the beach, a retreat was ordered from the ship, and shortly afterwards two men were dangerously wounded, one in the abdomen and the other in the chest."
On the whole the report is very satisfactory, and tells the pleasant tale that our bluejackets were more free from sickness last year than in any of the five previous years. The improvement has, moreover, been gradual and steady, and has shown itself in every direction. The Admiralty may, therefore, be congratulated on the success of their efforts to study the physical welfare of the men who form our first line of defence. This has been achieved by a more enlightened grasp of the laws of hygiene, by a closer attention to the cooking of food, and, generally, by a more sympathetic recognition of the needs of the seaman. It is. of course, not surprising to learn that the sick rate was lower in the Channel fleet again last year, seeing that it has been in the same favorable position for three preceding years.
Apropos of this report, the publication of the Report of the Health Department of the German Navy for the year 1907 renders possible a comparison between it and the British report for the same year. The total German naval force numbers 45,776 men, and the British 108,740. Cases of disease and injury numbered respectively 25,051 and 75,351. This gives an approximate ratio in the German record of 547, and in the British of 693 per thousand. The larger ratio in the British Navy is accounted for by the greater proportion of ships employed in the tropics. It is, however, remarkable that the German ratio for ships in the Mediterranean amounts to 984 per thousand against 680 British. The ratios of venereal diseases show a large British excess, 124 per thousand, against 59 German. It is stated that elaborate prophylactic measures against venereal diseases are taken in the German Navy, whilst the men in the British fleet are virtually left to take their chance—a most deplorable fact which calls, urgently, for attention and investigation. Suicides in the German Navy amounted to 23, and in the British to 19; ratios respectively of 0.50 and 0.17 per thousand. There seems no reason why the medical departments of the two navies should not, in this essential humane endeavor, be brought into friendly relations, so that they might together study each other's problems and methods, with a view to a mitigation of all prejudicial influences affecting the health of their respective fleets. In the question of venereal disease alone it seems urgently desirable that the British authorities should make themselves fully acquainted with German methods and means of prevention.
In the present report the conditions of work in the engine-room and stoke-holds of the navy are the subject of an interesting paper by Staff- Surgeon Oswald Rees, who shows that the negro has not only the advantage in color over the white man in the sun but also in the stoke-hold, where a dark skin radiates heat better than a white one. Another curious fact is that workers in the bunkers of ships are not more liable to heat stroke than those employed in firing, although the bunkers are often much hotter than the stoke-holds, and, moreover, the air in them is almost motionless. The explanation is that the bunker men are at once covered with a layer of coal dust, which will radiate heat much faster than the naked body will.— United Service Gazette.
Naval Retirement.-It was announced in Tuesday's London Gazette that by order in council the Admiralty have been authorized to alter the regulations governing the retirement of commanders and lieutenants. The following measures are therefore sanctioned:
1. That the numbers of officers to be promoted annually to the rank of captain and commander in this and the two following years shall be 24 and 45 respectively, notwithstanding the number of vacancies that may occur annually in those ranks: provided that the number of commanders be not allowed to fall below the establishment authorized by orders in council of November 29, 1898, and November 12, 1900.
2. The Admiralty are empowered to offer temporarily to captains, commanders and lieutenants the exceptional terms of retirement set forth in the annexed schedule.
3. The authorized establishment of lieutenants is fixed at a maximum of 1900.
These proposals take effect as from June 30, 1909, and may continue in force at the end of three years' time from that date all or such part of the exceptional terms of retirement as may be considered advisable in the
interests of the naval service, with the concurrence of the treasury.
Schedule.
Exceptional Retirement of Captains, Commanders and Lieutenants.
Retired Pay.
1. The scale of retired pay, according to age and service, to be as follows, for captains, commanders and lieutenants. An addition to be made, as specified, for each full year of additional service, or its equivalent, but the same not to exceed five years; and a deduction to be made for each full year wanting to complete the period specified, but the same not to exceed ten years:
| Age | Retired Pay | Service, or its equivalent in half-pay time | Addition | Deduction |
| £ | Years | £ | £ | |
Captains retire at age 55 | 55 | 525 | 24 | 15 | 10 |
| 54 | 510 | 24 | 15 | 10 |
| 53 | 495 | 23 | 15 | 10 |
| 52 | 480 | 23 | 15 | 10 |
| 51 | 465 | 22 | 15 | 10 |
Commanders retire at age 50 | 50 | 450 | 22 | 10 | 10 |
| 49 | 435 | 21 | 10 | 10 |
| 48 | 420 | 21 | 10 | 10 |
| 47 | 405 | 20 | 10 | 10 |
| 46 | 390 | 20 | 10 | 10 |
Lieutenants retire at age 45 | 45 | 375 | 19 | 10 | 10 |
| 44 | 360 | 19 | 10 | 10 |
| 43 | 350 | 18 | 10 | 10 |
| 42 | 325 | 17 | 10 | 10 |
| 41 | 300 | 16 | 10 | 10 |
| 40 | 275 | 15 | 10 | 10 |
| 39 | 260 | 14 | 10 | 10 |
| 38 | 245 | 13 | 10 | 10 |
| 37 | 230 | 12 | 10 | 10 |
| 36 | 215 | 11 | 10 | 10 |
| 35 | 200 | 10 | 10 | 10 |
| 34 | 190 | 10 | 10 | 10 |
| 33 | 180 | 9 | 10 | 10 |
| 32 | 170 | 9 | 10 | 10 |
| 31 | 160 | 8 | 10 | 10 |
| 30 | 150 | 8 | 10 | 10 |
Officers under 30 years of age to receive half-pay.
A commander to be entitled to a minimum rate of retired pay of £300 a year, provided he has served in that rank for a period of three years and has the requisite service in a ship of war at sea to qualify him for promotion.
Notes.
(1) The above scale of retired pay not to be applicable to officers retired for misconduct, nor to officers retired for non-service after being placed on half-pay by order of the Admiralty.
(2) Commanders and lieutenants promoted to those ranks after the introduction of these regulations to be compulsorily retired for two years' non-service instead of three as at present, except in cases of illness, where the Admiralty should have discretion to retain an officer for three year.
(3) The limit of 20 lieutenants allowed to retire at their own request annually under the age of 40 to be removed, but no lieutenant to be allowed to retire voluntarily under eight years' seniority.
It may be of interest to reproduce the old rates of retired pay of captains, commanders and lieutenants:
| Age | Retired pay | Service, or its equivalent in half-pay time | Addition | Deduction |
| £ | Years | £ | £ | |
Captain retire at age 55 | 55 | 525 | 24 | 15 | 10 |
| 54 | 510 | 24 | 15 | 10 |
| 53 | 495 | 23 | 15 | 10 |
| 52 | 480 | 23 | 15 | 10 |
| 51 | 465 | 22 | 15 | 10 |
Commanders retire at age 50 | 50 | 450 | 22 | 10 | 10 |
| 49 | 425 | 21 | 10 | 10 |
| 48 | 400 | 21 | 10 | 10 |
| 47 | 375 | 20 | 10 | 10 |
| 46 | 350 | 20 | 10 | 10 |
Lieutenants retire at age 45 | 45 | 325 | 19 | 10 | 10 |
| 44 | 300 | 19 | 10 | 10 |
| 43 | 275 | 18 | 10 | 10 |
| 42 | 250 | 18 | 10 | 10 |
| 41 | 225 | 17 | 10 | 10 |
| 40 | 200 | 17 | 10 | 10 |
The Naval War Council.—The Admiralty have issued the following statement with reference to the creation of a Naval War Council, to the development of which reference was made by the sub-committee of the Committee of Imperial Defence in their report on the state of the navy:
"In further development of the policy which has actuated the Board of Admiralty for some time past of organizing a Navy War Council, it has been decided to place on an established footing the arrangement made in previous years for the study of strategy and the consideration and working out of war plans.
"A new department called the Naval Mobilization Department has been formed under the directorship of a flag officer, and there is concentrated in it that part of the business of the Naval Intelligence Department and the Naval War College which related to war plans and mobilization. Under the presidency of the First Sea Lord, the officers directing the Naval Intelligence Department and the Naval Mobilization Department and the Assistant Secretary of the Admiralty will form the standing Navy War Council. The Assistant Secretary will act also as Secretary of the Council.
"In the absence of the First Sea Lord, the Second Sea Lord or other Sea Lord doing duty for the First Sea Lord will act as president.
"The Rear-Admiral in command of the Naval War College will be associated with the Navy War Council, and will attend and act as a member of the Council when the business is such as requires his presence. Other responsible officers will also be called in to assist and advise as the president may consider desirable.
"Consequent on these arrangements, Rear-Admiral H. G. King-Hall, C. V. O., C. B., D. S. O., has been appointed Director of Naval Mobilization. Captain M. Culme Seymour, R. N. Captain G. C. Kayley, R. N., Commander C. P. R. Coode, R. N., Commander J. H. Trye, R. N., and Commander G. M. Keane, R. N., are appointed to assist Rear-Admiral King-Hall and Captain H. H. Campbell, M. V. O., R. N., Captain A. R. Hulbert, R. N., Captain T. H. Hawkins, R. M. L. I., and Commander A. K. Jones, R. N., cease to hold appointments in the Naval Intelligence Department."—United Service Gazette.
The Navy War Council.—The establishment of a Navy War Council and of a Mobilization Department must be regarded as an advance in the direction of increased efficiency the value of which can hardly be overrated. The three main characteristics of the War Council appear to be its permanence of record through the agency of a secretariat, its elasticity of composition, and its conservation of the responsibility of the First Sea Lord as the Chief Naval Adviser of the Cabinet. It has been spoken of as the coping stone upon an administrative policy which synchronized with a reorganization and reconstitution of the fleet that have changed the bases of sea strategy all over the world. It is hardly this, since it can only be regarded as a further essential preliminary to the formation of a General Staff for the whole navy. It is true that the service is not yet quite certain that it wants such a General Staff; certainly it has no wish blindly to follow German methods. But a General Staff must come, and the value of the steps now taken lie in great part upon the means they afford for trial and experience in this direction. Owing to the permanent record to be made of the conclusions of the Council on such matters as it discusses, a continuity of policy should follow which has been lacking when each Sea Lord in turn was a law in these matters to himself and himself only. It must not be forgotten that there have been meetings in the past of such a character as the meetings of this Council bid fair to be, but no record of the subjects discussed, or the results arrived at, has been kept. Now, however, the plan is regularized, and the outcome cannot fail to be satisfactory. Secondly, what has been called the flexibility of membership of the Council is a good feature. Not only those officers who are ex-officio members will attend, but the president can at any time summon others for consultation and advice. Thus in process of time, not only the heads of the Admiralty departments, but the commanders-in-chief and other officers holding, or who have held, or who are about to hold, responsible posts afloat, may be called to attend the Council and become informed upon the subjects therein discussed. The educational value of such an organization must be, therefore, unlimited. It does not at all follow that the differences of opinion regarding important principles of naval strategy and tactics, which made such an impression upon the members of the Beresford Committee, will be reconciled or settled. It would be very much to be regretted if it were so, for anything of the kind would strike at all progressive movements and tend to destroy that individuality which is such a cherished quality of the naval profession.
Upon the third point, the position of the First Sea Lord in relation to the new Council, we have made no secret of the way in which we regard this matter. We abide by the recommendation of the Hartington Commission of 1889 that the First Sea Lord should be the adviser of the Cabinet on all great questions of naval policy. There was no disagreement upon that point. We welcomed, therefore, the reorganization of the duties of the First Sea Lord which was carried out by Lord Selborne. It was no new thing indeed, for just as former Sea Lords have prepared their war plans without the organization now established, so they acted as chief naval advisers without the regularization of their position which Lord Selborne brought about by his Order in Council. It may be that Professor Spenser Wilkinson does not recognize in Sir John Fisher the strategical war director of his dream, but he can hardly deny that the reforms which he asked for in his "Brain of the Navy," and which Colomb and others had urged before him, have been now carried out. Upon the First Sea Lord rests the responsibility for the preparation of the fleet for war, for the distribution of the fleet in times of peace and war, and for the direction of the strategy of the war whenever it comes. The system may be antiquated, but under the stress of necessity it has always been progressive, and what has happened in recent years has been that its rules have been reorganized and brought up to date. Anything that trenches upon or impairs the responsibility of the First Sea Lord is unthinkable, but on the other hand it is a test of his capacity that he chooses his subordinates aright, and such choice, therefore, must be left to him and him alone. All First Sea Lords are not alike, but, as we have said before, we cannot think of Sir Cooper Key, Sir Arthur Hood or Sir Frederick Richards tolerating another and co-equal adviser of the government in the naval field during their tenure of the post now occupied by Sir John Fisher.
The institution of a Mobilization Department under the direction of a flag officer is a natural development and elaboration of the existing system. We have before referred to the growth of the Naval Intelligence Department and the Naval War College. In their development is to be found the essential preliminary steps towards the creation of a General Staff. It has been under the administration of Lord Walter Kerr and Sir John Fisher, and particularly the latter officer, that the foundations have been laid for the organization now placed upon an established footing. The increased importance of the mobilization section naturally led to, and fully justified, its establishment as a separate department. By the transference also to it from the Intelligence Department and the Naval War College of that part of their business which related to war plans and mobilization, we should arrive at a co-ordination of opinion and practice entirely salutary.
The Department of the Director of Mobilization should develop into a school of training in strategy, through which all who appear to have special gifts in this direction should pass. It should be recognized in regard to the matter of mobilization that there is an essential difference between the needs of the navy and the army in this connection. The sea has no bridges, no mountain passes, but unlimited lines of rail, so that instead of the first day of battle taking place some weeks after a declaration of war, it may be only a matter of hours before contact is made with the enemy. The germ of the naval system is, therefore, readiness to fight at the shortest notice. Preparation for this eventuality will be found to be the underlying principle of every naval reform instituted during the last six or seven years. Mobilization and action must be as near as possible simultaneous. Rightly, then, is the Director of Mobilization the official responsible to the First Sea Lord for war plans. The same department that draws the plans must see that their execution is made possible by an adequate provision of means. Finally, there is the question, yet unsettled, of the further arrangement for a special study of the higher problems of the profession by those who may be called upon to undertake the direction of fleets and squadrons, or other tactical units, in time of war. That this is a difficult question no one who has attempted its solution will deny. There must be equal opportunities for every one, and, therefore, it is probable that a course at the Royal Naval War College will be made obligatory for all whose ambition it is to rise to the higher ranks. But though training and preparation in strategical knowledge and the like may be given in this way, it does not follow that the fittest men for the essentially practical work of the navy will be found among those who take the highest places in the class-room. Clever brains are necessary, but the capacity for hard work is an asset of no small importance, and it will be unwise to draw hard-and-fast lines for flag officers in the selection of their staff. In the long run capacity and energy will tell, and the end to aim at is not so much specialization for staff duties as a general improvement in intellectual capacity, and an encouragement to all to study strategic principles and their practical application.—United Service Gazette.
The Navy War Council—Strategy and actual war preparation have never before had such a preparation in British naval organization as they now receive by the establishment of a Navy War Council for that work alone. For some years back those who have followed the various stages of development through which the Naval Intelligence Department has passed, the growth of the mobilization section, and the increasing importance of the Naval War College, have been expecting something of the kind. The points of interest were—How was it to be accomplished, and would it provide adequately for the requirements it was to fulfil without clashing with the traditions and sentiment of the sea service? Nothing is more certain with regard to any system applied to the navy than that, if it is to be a strong and natural formation on a sound basis, it must be built up upon existing institutions and grow out of experience and trial. The establishment of the new War Council is, we are told in the Admiralty's Memorandum, a development of the policy which has actuated the Board for some time past; and its purpose is to organize and place on a permanent footing the arrangements made in former years for the study of strategy and the consideration and working out of war plans. It is a comprehensive scheme, and is well devised for the object in view; and the new departure is one which will meet with the approval of all who have the interests of the navy at heart.
Many of the duties devolving on the new War Council have hitherto been carried out by the Naval Intelligence Department and the War College. The former department has been strengthened of late, and the War College at Portsmouth has also seen considerable developments. The time has come for the work relating to war plans and mobilization for war to be specially centralized, and it is now to be concentrated in a Naval Mobilization Department. There will be a standing Navy War Council, under the presidency of the First Sea Lord, and associated with him will be Rear-Admirals Bethel and King-Hall, as well as the Assistant Secretary to the Admiralty. The arrangement by which Rear-Admiral Lewis Bayley and other responsible officers will join the Board as occasion demands shows the elasticity of the constitution of the new Council, which is one of its chief qualities. It will be possible, apparently, for the commanders-in-chief afloat to take their places on the Council and give necessary assistance and advice.
Another advantage of its composition is its compactness. This small Council by reason of its size, will be eminently practical, and its "power to add" makes it adaptable to any circumstances, problem or condition that may arise. Rear-Admiral H. G. King-Hall becomes the Director of Naval Mobilization, and a group of distinguished officers are appointed to give him their assistance in the important new work which he undertakes. Rear-Admiral Lewis Bayley is in command of the Naval War College, and will attend the War Council as a member when the business is such as to require his presence; while Rear-Admiral the Hon. Alexander Bethell, who becomes one of the permanent members, has been Director of the Naval Intelligence Department.
Under the new scheme the whole condition of the navy will be greatly improved for purposes of war, because every officer will realize that to understand war and to be master of its operations have become necessary qualifications for high commands. Another result will be that there will arise a standard of professional opinion about naval war, as a consequence of which there will be greater continuity in the policy of the Admiralty. Some time must elapse before the change will produce its full fruits, but a beginning has been made upon right lines, and satisfactory results must follow in due course. Upon questions of strategy there are as many opinions as on questions of taxation, but naval experience has reduced many of the problems to axioms. It is, therefore, essential that naval officers should not be exposed to the wind of every doctrine and that there should exist an authority which shall be not only a guide and a standard, but also an inspiration to principles and practice.
Nothing is more striking than the way in which the whole procession of incidents derives unity from this final work with which the name of the First Sea Lord will ever be associated. Everything which followed his lieutenancy of fifty years ago has contributed to the evolution of that ambitious scheme of naval reorganization upon which his title to fame will rest. The late emergence of colonial navies has given us a new imperial order suited to the new era into which we are moving. Sir John Fisher has been an imperialist from first to last. The last year or two have witnessed stupendous changes which have altered the whole basis of imperial strategy, and as First Sea Lord, strong ln the confidence of either political party, Sir John has guided the naval developments till we find ourselves to-day in a strong position which, a dozen years ago, the keenest prophets could hardly have foreseen. The new Navy War Council and Naval Mobilization Department have put the coping-stone upon his achievements. —United Service Gazette.
There seems to. be some danger that the new War Council may interfere with the initiative of officers commanding-in-chief afloat, and history has always shown that they are best left untroubled by anything other than such information as will enable them better to gauge the strength, position and intentions of the enemy. Improved means of communication have only strengthened the old principles; they should not be used as wires for the manipulation of marionettes. No doubt, however, this danger is securely guarded against, either in the constitution of the Council or in the good sense of the service. It is believed that the Council will prove to be an official medium through which responsible officers may interchange ideas on the conduct of possible campaigns. etc.—United Service Magazine.
Generally, it may be said, opinion in the service is entirely favorable to the creation of the War Council and other changes set forth in the Admiralty Memorandum. The establishment of a Mobilization Department on a higher footing, in accordance with the increased and increasing importance of its duties, is regarded as entirely satisfactory. As we said last week, the same department that draws up the war plans must see that their execution is made possible by an adequate provision of means for the purpose. There is still, however, a hankering in some quarters for an independent chief of the staff, a head of the strategy branch of the Admiralty who shall be co-equal with the First Sea 'Lord and chief naval adviser of the government. Let us see how this sort of thing works out in Germany. They endeavored there to create in regard to the navy a situation on the lines of that which in von Moltke's time worked very well for the army. Count von Baudissin was appointed Chief of the Admiral Staff, co-equal with Admiral von Tirpitz, the First Sea Lord. Things went very well for a time, and then the Chief of the Admiral Staff regarded it as his duty to point out to the Kaiser that the First Sea Lord's naval policy was not the policy he favored, and that the line Admiral Tirpitz was pursuing in regard to construction did not coincide with the war plans drawn up by the Admiral Staff, which required another means for their execution. The co-equality collapsed. Admiral von Tirpite, the stronger man, prevailed, and von Baudissin was relegated to another sphere of work. We cannot help thinking that the draftsman of the arrangement at the Admiralty must have known of this circumstance when he made the Director of Mobilization subordinate to the First Sea Lord. It is possible, of course, that even under the present arrangement, with a weak First Sea Lord, the Director of Mobilization may have the power without the responsibility; while human nature is what it is such things may be. But the supreme head of the government, whether Prime Minister or Kaiser, cannot have two chief naval advisers or two naval advisers at all, unless the policy is to be a vacillating one with the ever-present possibility of a difference of opinion--Army and Navy Gazette.
Italy.
Vessels Building
Name | Displacement | Where Building | Remarks |
Roma | 12,625 | Gov’t Yard, Spezia | Under trial |
Napoli | 12,625 | Gov’t Yard, Naples | Under trial |
Dante-Alighieri | 20,000 | Gov’t Yard, Castellamare | Building |
Cavour | 20,000 | Gov’t Yard, Spezia | Building |
Michel-Angelo-Buonarotti | 20,000 | Leghorn (Orlando) | Ordered |
Galileo-Galilei | 20,000 | Geneva (Odero) | Ordered |
Armored Cruisers | |||
San Giorgio | 9,800 | Gov’t Yard, Castellamare | Launched July 27, 1908 |
San Marco | 9,800 | Gov’t Yard, Castellamare | Launched Dec. 22, 1908 |
Pisa | 9,800 | Orlando Works | Under trial |
Amalfi | 9,800 | Odero Works | Under trial |
B | 9,800 | Leghorn (Orlando) | Building |
The four Italian battleships of the two program have all been commenced, the places of construction being as follows: Dante Alighieri, Castellamare; Cavour (hitherto the Leonardo da Vinci), Spezia; Galileo-Galilei, Genoa; Michel Angelo, Livorne. It is stated that Signor Michelli, designer of the Regina Margherita, Benedetto Brin, and of the latest Italian armored cruisers, has been requested by the Minister of Marine to prepare plans for a battleship of 32,000 tons, armed with 16-inch guns.—United Service Magazine.
The Moniteur de la Flotte states that the first Italian Dreadnoughts, the Dante-Alighieri and Cavour, are to be armed with twelve 12-inch guns in four turrets and that their speed is to be 23 knots. Also that the contract price for the second pair, the Michel Angelo and Galileo-Galilei, indicates that their displacements have been increased to 23,000 tons, and that they are to be armed with eight 13.5-inch guns in four turrets.
Japan
Vessels Building
Name | Displacement | Where Building | Remarks |
Satsuma | 19,200 | Yokosuke | Launched Nov. 15, 1906 |
Aki | 19,800 | Kure | Launched Apr. 15, 1907 |
Kawachi | 20,800 | Kure | Building |
Settsu | 20,800 | Yokosuka | Building |
Armored Cruisers | |||
Ibuki | 14,600 | Kure | Under trail |
Kurama | 14,600 | Yokosuka | Launched Oct. 21, 1907 |
Protected Cruisers | |||
1 | 5,000 | Sasebo | Ordered |
2 | 5,000 | Nagasaki | Ordered |
3 | 5,000 | Kobe | Ordered |
The estimates for the coming year will contain no provision for the commencement of new armored ships. Two 5000-ton cruisers and a number of torpedo craft will, however, be laid down. There has been great delay in completing armored ships laid down in Japan, belying both the promise of the Tsukuba and the claim of the authorities to be able to complete a 20,000-ton ship within 24 months of the laying of the keel.—United Service Magazine.
Trials of the Armored Cruiser "Ibuki."—The Japanese armored cruiser Ibuki has recently completed a series of very successful steaming trials at the Kure Navy Yard in Japan. This vessel is equipped with Curtis marine reversible turbines, built by the Fore River Shipbuilding Company, Quincy, Mass., which were shipped to Japan and installed in the vessel at the Kure yard.
The turbines drive twin screws, and are of 12 feet pitch diameter, with seven stages. They were guaranteed to deliver 21,600 brake-horse-power. The table given below shows the results obtained on the various trials.
The contract guarantees were made on a basis of 250 pounds steam pressure and 28 inches vacuum at 200 revolutions for two-fifths power and 255 revolutions at full power. The actual trial conditions were somewhat under these, and the corrected water rates in the table are to allow for the differences.
The reversing power of the turbines was tested at the end of the four-fifths power run by running astern for fifteen minutes, keeping the same firing interval and conditions in the boiler-room as were used in going ahead. The turbines ran reversed at 186.3 revolutions, and developed 11,035 brake-horse-power. Also the general maneuvering qualities of the vessel were excellent.
The Fore River Shipbuilding Company have also supplied Curtis turbines for the battleship Aki, and Japanese yards arc building Curtis turbines for two other battleships and three scout cruisers; two of the latter being ordered as a result of the successful outcome of the Ibuki trials.
Each of the turbines of the Ibuki has seven ahead wheels and two reverse wheels, all in one casing, and each in a compartment formed by diaphragms inside the casing. The first ahead-wheel and each of the reverse wheels has four rows of moving buckets, while the remaining wheels have three rows each. The steam leaving any wheel is directed through nozzles in the diaphragms onto the buckets of the next wheel. The turbines are reversed by simply shutting off steam from the ahead steam chest and opening the valve to the astern steam chest. The above turbines of the Ibuki are similar to those on the U. S. scout cruiser Salem, except that their pitch diameter is two feet greater than in those of the Salem.
Tabulated Results of Official Trials of the "Ibuki."
| 1/5 power | 2/5 power | 3/5 power | 4/5 power | Full power |
Duration of trial, hours | 8 | 8 | 24 | 6 | 6 |
Steam chest pressure gage | 221 | 228 | 230 | 240 | 239 |
Quality of steam | Sat. | Sat. | 35° Sup | 28° Sup | 53° Sup |
Exhaust shell vacuum, inches. | 28.1 | 27.5 | 27.2 | 26.4 | 25.74 |
Revolutions per minute | 151.2 | 189.1 | 215.7 | 235.5 | 250.5 |
Brake-horse-power | 5,077 | 10,077 | 15,730 | 20,978 | 27,142 |
Water per hour for main turbines, pounds | 108,021 | 183,083 | 256,910 | 330,339 | 407,987 |
Water rate per brake-horse-power, pounds | 21.27 | 18.17 | 16.36 | 15.73 | 15.03 |
Available British thermal units in steam | 348.0 | 337.0 | 341.5 | 239.0 | 325.8 |
Efficiency of turbines, percent | 34.3 | 41.6 | 45.5 | 49.2 | 52.0 |
Water rate correct to contract conditions | … | 16.75 | … | … | 13.88 |
Guaranteed water rate | … | 17.0 | … | … | 15.0 |
The trials of the Ibuki, according to Le Yacht, were extremely successful, and two battleships of the new program, as well as the three scouts under construction, will consequently be fitted with Curtis turbines. The Ibuki has not as yet installed any of her guns. The Aki is now having her Curtis turbines installed; although launched in April, 1907, she will not be completed till 1911. The Kurama likewise is far from completion. The delays are partly due to lack of money and partly to the slow rate at which the Kure arsenal is turning out guns and mounts.
The scouts Mogami and Yodo have at last entered upon active service. The former, laid down in 1905, displaces 1329 tons, was designed to give 23 knots and developed a trial speed of 25 knots. The latter, also laid down in 1905, displaces only 1230 tons, and was designed to give 22.5 knots speed. They are armed with two 4.7-inch and four 3-inch guns, as well as two torpedo-tubes.
Russia
Vessels Building
Name | Displacement | Where Building | Remarks |
Emperor Paul I | 16,900 | St. Petersburg | Launched Sept. 7, 1907 |
Andrei Pervozannui | 16,900 | St. Petersburg | Launched Oct. 20, 1905 |
Evstan | 12,500 | Nicolaiev | Launched Oct. 1906 |
Ivan Zlatoust | 12,500 | Sevastopol | Launched May 13, 1906 |
Sevastopol | … | St. Petersburg (Baltic Wks.) | Building |
Petropavlovsk | … | St. Petersburg (Baltic Wks.) | Building |
Poltava | … | St. Petersburg (Admiralty Yd.) | Building |
Gangoot | … | St. Petersburg (Admiralty Yd.) | Building |
Armored Cruisers | |||
Bayan | 7,800 | St. Petersburg | Launched Aug. 15, 1907 |
Pallada | 7,800 | St. Petersburg | Launched Nov. 10, 1906 |
Protected Cruiser | |||
Outchakoff | 6,750 | Sevastopol | Building |
According to the Moniteur de la Flotte, the Russian naval budget amounts to 243,662,500 francs, of which 36,685,000 francs for the construction of new ships. The effective personnel will be 41,800 men.
United States
Vessels Building
No. | Name. | Speed. | Where Building | % of Completion Oct. 1 | % of Completion Nov. 1 |
28 | Delaware | 21 | Newport News | 96.8 | 97.4 |
29 | North Dakota | 21 | Fore River | 95.2 | 96.6 |
30 | Florida | 20¾ | Navy Yard, New York | 33.7 | 38.3 |
31 | Utah | 20¾ | New York Shipbl’g Co. | 44.2 | 50.0 |
32 | Wyoming | 20½ | Wm. Cramp & Sons | 0 | 0 |
33 | Arkansas | 20½ | N.Y. Shipbuilding Co. | 0 | 1.0 |
The battleship Delaware, at the present time, with her sister ship, the North Dakota, the most powerful vessel afloat, exceeded her speed requirements on her screw standardization runs over the measured mile course in Penobscot Bay on October 23. She attained a speed of 21.563 knots, the contract speed required being 21 knots. The screw standardization tests began October 22, and included a dozen runs at slow speed. In the test on October 23 she was pushed to her limit. The weather conditions were favorable. Three runs were made at 19 knots, three at 20.50 knots and five at the maximum of. 21.98 knots. The official figures follow: speed, 21.563; revolutions per minute, 128.38; indicated horse-power, main engines, 28,578; coal used per hour 53,945 pounds; water for all purposes, per I. H. P., main engines, 14.8 pounds; water per I. H. P., main engines only, 13.42 pounds; coal per I. H. P., main engines, all purposes, 1.887 pounds; coal per I. H. P., main engine and auxiliaries, estimated, 1.83 pounds.
A Triumph for the Marine Turbine.—While the battleship North Dakota has considerably exceeded its contract requirements, practical interest centers in the increased steaming radius made possible by the high efficiency of the Curtis turbines, with which it is equipped', rather than the fact that its maximum speed was 22.25 knots with a requirement of only 21 knots. With a coal consumption of only 105 tons per 24 hours, at the ordinary cruising speed of 12 knots, as compared with 111 tons burned on its sister ship, the Delaware, fitted with reciprocating engines, it is possible for the North Dakota to steam further without recoaling. Calculation from results of the trials shows that the North Dakota's steaming radius at 12-knot speed is 9000 knots, while at 19 knots it is 4600 knots, and at the maximum speed of 21½ knots per hour it is 3000 knots.
The results of the official trials are as follows:
| 3 hours of full power | 24-hr. trial at 19 knots | 24-hr. trail and 12 knots |
Actual average speed | 21.64 | 19.24 | 12.05 |
Revolutions per minute | 280.4 | 231.9 | 143.2 |
Shaft horse-power of main turbines | 31,400 | 16,710 | 3,800 |
Indicated horse-power of engine auxiliaries | 1,100 | 660 | 400 |
Water rate of main turbines only | 13.6 | 14.11 | 20.5 |
Water rate for all engine purposes based on total horse-power | 13.96 | 15.29 | 22.3 |
Coal used, pounds per hour | 54,400 | 27,550 | 9,820 |
Coal used, tons per 24 hours | 583 | 295.3 | 105 |
Coal per hour per shaft horse-power of turbines | 1.74 | 1.65 | 2.58 |
Coal per hour per horse-power for total horse-power | 1.68 | 1.58 | 2.34 |
Coal per hour of equivalent I.H.P. based on 8 per cent friction for reciprocating engine | 1.55 | 1.46 | 2.15 |
Standardization Trail
Highest speed on mile, uncorrected for tide, knots | 22.25 |
Mean of five high runs, knots | 21.83 |
Revolutions per minute for 21 knots | 263 |
Revolutions per minute for 19 knots | 228.8 |
Revolutions per minute for 12 knots | 142.5 |
Maximum shaft horse-power developed on mile | 35,150 |
The official trial trips of the Delaware and North Dakota included a new feature, to the results of which much service interest attaches. These are the two-hour oil-fuel runs, which terminated the official trial in the case of each ship. This made use of the liquid fuel stored in the double bottoms of the new battleships to the extent of about 600 tons, which is supposed to be equivalent to goo tons of coal in its increase of the steaming radius of a vessel. The new battleships are designed with auxiliary equipment, which will permit the use of oil fuel in conjunction with coal. The storage of the oil in the double bottoms makes use of space, which would otherwise be unoccupied, so there is no difficulty in taking care of this material other than an increase of weight to be carried by a ship; when it is considered that the steaming radius is increased 30 per cent by this addition to the fuel supply, there is appreciation of the advantage of the acquisition.—Army and Navy Journal.
Ordnance and Gunnery Torpedoes.
The Control Of Naval Gunfire.—The experiments which have for so long a time been going on under the supervision of such officers as Admiral of the Fleet Sir A. K. Wilson, V. C., and Vice-Admiral Sir Percy Scott, among other experts, in the matter of controlling gun-fire on board ship, appear to have resulted in considerable improvement being attained. So much so that the number of masts which were originally needed in the Dreadnought type for carrying fire-control platforms will probably be reduced from the two carried by such ships as the Superb and Bellerophon, to one in ships of this and future years' building programs. Under any circumstance it is much better to control the gun-fire of the ship in some position where the controlling officer has the protection of armor, and is not likely to have his instruments and connections with the turrets and batteries destroyed by hostile shots. The reduction of the number of masts to carry control platforms in future ships goes to show that this problem is being solved, and that at no distant date light pole masts only will be required for wireless telegraphy purposes.
The prototype of the class was given one large and one small mast; but the Dreadnought is the only vessel of her class so rigged. All the later ships have been given two tripod masts, so that fire-control stations could be arranged to effectively control all the guns of the ship—for whatever purpose mounted. In future ships, however, it is almost certain that not more than one mast will be erected, and this will be used chiefly for wireless telegraphy purposes, although for the present it may also carry a control platform. Developments that have recently taken place in the control of gun fire, in what are known as the "all big gun" class of ships, tend to obviate the necessity of trusting all the eggs to one basket, and placing all the range-finding and range instruments on control platforms that may be brought down and rendered useless by one of the first shots fired in an action, and so throw fire-control into confusion during the early, and, therefore, the most important, phase of the fight. Means are now being found to control gun-fire much nearer the guns to controlled than heretofore, and so many masts are not needed for this purpose. In fact, the ideal of having range-finding instruments, control officer and control gear, as well as the guns and men behind armor, affording the maximum amount of protection, is fast being approached.--United Service Gazette.
Experimental Firing At Balloons.—Some interesting rifle shooting experiments at captive balloons have recently been carried out. The first experiment took place at the rifle range, Juterborg, near Berlin, against a small balloon some forty feet long, similar to those used for carrying the automatic apparatus employed for registering atmospheric variations. It is a pity, for the purposes of the experiment, that a car was not attached to it, in which dummy aeronauts could have been placed. The firing was first carried out by the depot company, and then by the machine gun instructional company of the Musketry School. The wind was sufficiently variable and strong enough to keep the balloon on the move, so that it offered a shifting target to the firers. The distance was 1250 yards, taken by the range-finder.
The depot company first fired in five minutes some 4800 rounds, the men firing sometimes on the knee, sometimes sitting. As the balloon continued to soar, the machine gun company took their turn at firing at it, firing 2700 rounds in two minutes and a half; but they were no more successful than the others in bringing it down. When it was brought to the ground it was seen that there were 76 hits in its envelope, although the holes made allowed very little gas to escape. It would seem, as the result of the experiment, a gun alone, owing to the size of its projectile, will be able to destroy balloons.
Some further experiments were carried out in July at Darmstadt, the target being a captive balloon, 66 feet by 15, with a car attached, in which were placed two dummies representing aeronauts. The balloon, which floated at a height of between 400 and 500 yards, was fired at in succession by a company of infantry, a section of two machine guns and a light howitzer battery.
The company, at a range from about 1200 yards, fired 5000 rounds without apparent result; then the machine guns, at the same distance, fired 4000 rounds without bringing the balloon down; finally, the howitzer battery, placed at a distance of 2000 yards, smashed the balloon up in two rounds, which descended slowly, its empty torn envelope forming a parachute. Only one of the dummies was struck by a bullet and that was in the leg.
It is considered probable that had the balloon been stationary it might ultimately have been brought down, though still at an enormous expense of ammunition, and the circumstances would be more unfavorable were the balloons free. The German military authorities have, therefore, decided that infantry shall fire at a balloon only if it is near enough to enable them to hit the occupants of the car, and that the task of destroying the balloon itself or of rendering it incapable of proceeding shall be left to the artillery.—United Service Institution.
Great satisfaction appears to be felt ;n the French Navy at the new arrangement with regard to the gunnery ships and establishments. A rear-admiral will have command over the gunnery school for officers, the seamen-gunners' school, the ordnance investigation committee, and the gunnery training ships. Hitherto the relationship of these establishments has been loose and unsatisfactory, but now they will all be brought under a single chief, responsible directly to the Minister of Marine. It is hoped that considerable developments in naval gunnery will result. The change can be made at once, without increased outlay, owing to the suppression of the second division of cruisers in the Mediterranean under the redistribution scheme, the pay of the rear-admiral in command having been provided. The officer selected is Rear-Admiral Le Bris, who has obtained good results in the gunnery training ships, and will now have with his flag the Tourville, Latouche-Treville, Descartes, Pothuau and the battleship Massena, which is the training ship for seamen-gunners. It is expected that the new Minister will also reconstitute the division in the Far East, to consist of three armored cruisers of the Dupleix type.—Army and Navy Gazette.
The Firing at the "Jena."—According to La Vie Maritime, the tests of the famous P shell against the Jena have proved that design of projectile (supposed to be a blunt-pointed, high-explosive shell intended to act against the underwater bodies of ships), to be exceedingly ineffective. The latest firings have been made with the 12-inch guns of the Suffren to determine the relative effects of three types of shell, the existing service A. P. shell and semi A. P. shell, and the new design of shell intended to be supplied to the Danton class. This latter type is an A. P. shell of 970 pounds total weight, carrying a high explosive charge of about 29 pounds, and designed to penetrate thick armor before bursting.
One result of these experiments has been to demonstrate the utter absurdity of the idea that the crews of ships can be decimated by asphyxiation by the fumes of high explosive shell. Dogs, rabbits and pigeons placed on the Jena suffered no harm unless they were hit by fragments of the exploding shell.
Marine Turbines and Gas Engines.
Liquid Fuel.
A Marine Steam Turbine Reducing Gear.—It is fundamental that any motor running at slow speed must be larger than one of equivalent power running at a higher speed. Steam turbines arc naturally adapted to run at very high speeds, and many forms of apparatus, such as generators, pumps, blowers, etc., intended to be directly connected to steam turbines, have been brought out in special forms capable of operation at high speeds. The propulsion of vessels by steam turbines has been a problem not so easily solved, as there is a limit to the speed of the screws. Consequently where turbines have been applied to vessels it has been necessary to make them larger than was desirable simply that they might have slow enough rotative speeds to be directly connected to the screws. Attacking this problem from another standpoint, Rear-Admiral George W. Melville, U. S. N., retired; J. H. McAlpine, formerly of the navy, and George Westinghouse have been working together upon a reducing gear to be interposed between a marine turbine and the screw to make it possible to use smaller turbines running at higher speeds.
The first model of this reducing gear has recently been completed at the shops of the Westinghouse Machine Company at East Pittsburg, Pa. The details of its construction have not yet been announced, but it is claimed that with the use of this reducing gear it will be possible to use turbines of lighter weight than were formerly placed in vessels, and it is understood that it will make it possible not only to greatly reduce the weight of the power plant in very large transatlantic steamships and battleships, but also to very materially decrease the expense of their construction.—Iron Age.
The Development of the Gas Engine.—It has been said that difficulties only occur to the engineer to be overcome, a remark which, though savoring somewhat of hyperbole, may be generally accepted, with the reservation that the process is often slow and tedious. This is especially so when principles are not completely understood, and progress has become to a great extent a matter of trial and error, or, if you will, rule of thumb. It is always interesting, and sometimes profitable, to trace the development and endeavor to forecast the future of some particular branch of engineering by a process analogous to plotting and extending a curve. In the case of the gas engine the development has been remarkable, though probably not so rapid as seemed at one time probable. What have been and what are the obstacles to progress? Before answering this question it is necessary to remark that for small powers, the upper limit of which it is not easy to define, but which may be taken as between 300 and 500 horse-power, the gas engine as a simple, reliable and economical prime mover holds the field. This is a general statement, and, like all such, must be qualified, the exceptions being those special cases, such as marine propulsion, where the successful application depends much more on perfection of detail than on any questions of principle. In these cases sufficient pioneer work has not yet been done, though there can be little doubt of the ultimate result.
Leaving the small gas engine, and considering the larger powers, we find that, as in all other engineering problems, it has two aspects, the technical and the financial or commercial, and these cannot be entirely separated, for it is obvious that a first condition to be realized before an industry can develop is that the article manufactured can be sold at a profit, while, on the other hand, it is also necessary that after being sold it shall, as the result of knowledge and forethought in design and manufacture, continue to give satisfaction in the hands of the user. It is necessary to touch briefly on the financial aspect of the question, because some of the hindrance has been due to causes of this nature. It is known that some makers have held back from making the larger size gas engines, not because they feared the engineering difficulties, but because they were not convinced that there was any money in it. It would seem at first strange that there should be one law for the small gas engine and another for the large. Every species of manufactured article has its own particular law of cost which follows directly from the engineering conditions or requirements. In a steam installation, for example, the engineering conditions say that for a given power the cylinders, shafts, etc., must be of a certain size, the boiler must have a certain amount of heating surface and so on, all of which determine the amount of material to be employed and the amount of labor to be spent upon it, and hence are determining factors in the ultimate cost. As we proceed from one size to another, we find, as we should expect, that the total cost varies in no simple manner, being made up as it is of a large number of separate items, each varying in its own particular way. The cost of different sizes can, however, as a rule, be plotted on a curve, and such curves are very useful and instructive when applied to the manufacture of a number of articles of the same species, but of different size, and they show graphically what we have called the law of cost. If plotted with horse-power as abscissm and cost per horse-power as ordinates, the law for most prime movers shows the general characteristic that the cost per horse-power diminishes as the horse-power rises. This characteristic will be most marked where the engines, motors or whatever the prime mover may be, are all of identical type, consisting of the same number of parts, differing only in dimensions, where, in short, the small may be considered as a model of the large. In the case of steam machinery, for example, whether reciprocating or turbine, we can pass from a small size to a large without any change in the general features of the design; but this is not the case with the gas engine, where beyond a certain diameter of cylinder the engineering requirements which follow from the nigh temperatures and thickness of metal demand special consideration and a radical change in design. Up to a certain power the single-acting cylinder with unjacketed piston and ordinary mushroom valves quite meets the case, but above this size the exhaust valve and piston must be water-jacketed. At this point we should find a discontinuity in the curve of cost which will rise suddenly due to these additions. The increase, moreover, will be greater than would at first sight appear, for the addition of the water jacket to the piston involves heavier reciprocating weight, a slower speed of revolution, and, therefore, a larger engine. Proceeding upwards in power, we arrive at a point where, owing to increase of diameter of the cylinder, it becomes desirable, either to make the engine double-acting or sub divide the power in two cylinders. Either alternative means additional cost for the double-acting cylinder means a water-cooled piston-rod, external guides and other working parts again adding to the reciprocating weights with a further reduction of speed of revolution. The latter alternative involves duplication of parts with increased cost of machining, fitting and erecting. In the larger sizes also it is generally deemed advisable to fit more elaborate and costly mechanism for working the valves. Other factors have contributed to make the large gas engine a rather costly thing to produce, and this disadvantage has weighed against it except in cases where the fuel is to be had for nothing, as in the waste gases for blast furnaces, though even here some engineers favor the burning of the gases under a boiler and using the steam in a turbine. The advance made in steam turbine construction and economy of recent years has undoubtedly to some extent hindered the growth of the large gas engine. Turning to the purely engineering side of the question, the problem of extending the gas engine to larger units resolves itself largely into the consideration of the stresses set up by the high temperature in the cylinder and in the avoidance of pre-ignition. The large gas engines which have been run successfully in this country and on the continent using blast furnace and similar waste gases are a class to themselves, and, so far, have not been greatly employed with gases of higher calorific value. It is the engines using mainly producer gas to which we now refer. No difficulty is to be feared in the mechanical problems to be solved, it is only the thermal conditions which cause anxiety, and though experience is daily accumulating, it is mostly a record of effects the causes of which are as yet imperfectly understood.
In a recent paper Professor Hopkinson showed what the temperatures were in an uncooled piston, and calculated the magnitude of the stresses set up. It is common knowledge that the troubles due to unequal expansion are more often met in the water-jacketed ends, and these are frequently of such complex construction that even if the difference of temperature on the two sides of the metal were accurately known, it would be quite impossible to calculate the stress. It is known, however, that the stresses increase rapidly as the size of cylinder and thickness of metal is increased, and the general direction in which this difficulty is being met is in the avoidance of extraneous causes which would tend to facilitate fracture, and in the use of stronger material, such as cast steel in lieu of cast iron. The most common of the extraneous causes is "casting stress," and it is now the almost universal practice to simplify the cylinder-end casting as much as possible, and avoid tying the parts to one another by rigid connections. Probably sufficient attention has not yet been directed to the use of cast steel. The stronger material enables the thickness of the walls to be reduced for a given diameter of cylinder; the temperature difference is reduced, and the stresses due to unequal expansion reduced also. It will be noted that in the inner surface of the wall of a cylinder end the stresses due to the pressure in the cylinder, and the expansion due to temperature, are both compressive, and the real stress is their sum. Making the wall thinner will increase the stress due to the pressure, but diminish the stress due to temperature, because the temperature difference has been reduced. This point is sometimes lost sight of, and accounts for the fact that an increase of thickness has often failed to cure fractures of cylinder ends. There appears to be a tendency at the present time towards the engine with several cylinders, so as to keep the unit below the line where expansion troubles commence, the multiplication of parts being accepted as the lesser evil. Moreover, the engine with several cylinders has advantages in some cases where even turning moment and higher speeds of revolution are desired. How far this movement will spread remains to be seen, but it appears a good interim policy pending further experience with the larger sized cylinders.—The Engineer.
Oil Fuel in the British Navy.—It is now known that the Admiralty have decided to return to the use of liquid fuel for destroyers, and the vessels recently ordered will probably all be fitted for its use. Why there should have been the sudden suspension of oil fuel and then a return to it after a brief interval is not very obvious, but is probably not unconnected with the oil market, which is subject to more or less violent fluctuations. Presumably satisfactory contracts have been entered into for some years ahead, and the stores in the large Admiralty tanks must now be accumulating, as a good number of the tanks are already complete. In view of the fact that results have been obtained with oil fuel which could not be approached with coal, it is a matter for congratulation that the Admiralty have seen their way to return to its use.—The Engineer.
Miscellaneous.
New Periscope Lense.—The accompanying illustration shows a lense which has been made and designed by Messrs. Aldis Brothers, the makers of the well-known Aldis photographic lenses, for the Improved Periscope, Ltd. The results attained by this remarkable lense are so apparent from the illustration, and the extremely important part played by the periscope as the "eye" of the submarine is so self-evident, that little or no description is called for. The fundamental feature of the invention, which has only recently been patented, is that it gives the observer a continuous vision, taking in the whole of the horizon. It is thought that this lense will be of enormous assistance to the look-out man. The invention and manufacture are entirely British. It is, as above indicated, one of the products of the optical works of Messrs. Aldis Brothers, and our attention was drawn to it by an article on the works which recently appeared in The Amateur Photographer and Photographic News. The other illustration shows an older form of arrangement for the periscope.—Page's Weekly.
Life-Saving Appliances for Submarines.—The life-saving helmet appliance with which it is intended to equipt all submarines of the British Navy, consists of a short tunic of water-proof material, to which is united a helmet containing cartridges of a certain chemical substance, which, in the presence of water vapor of the breath, gives off pure oxygen, and takes up the carbon dioxide of the expired air. In this respect the apparatus is similar to certain forms of self-contained smoke helmets for use in mines. As adapted for submarines the helmet and jacket complete weigh only sixteen pounds. For use in conjunction with the helmet a submarine is fitted with a pair of steel curtains or screens, one on either side of the hull, pendant from the shell plating of the main compartment. These screens are closed at either end, and extend to within about three feet six inches of the deck of the boat, thus forming air traps in the event of the hull becoming flooded with water.
Within these traps, which are open at the bottom, are suspended helmets for each one of the crew; each helmet is arranged with the dress tucked up inside it, and, if by any mishap the hold is flooded with members of the crew below, or the air becomes charged with chlorine gas, those in danger can get under the steel screens and stand up with their heads and shoulders in the air trap and out of reach of the water. The putting on of the helmet and jacket is a matter of a few moments, the appliance being dropped over the head and the arms inserted. The tap admitting air to the oxygenproducing cartridge is then opened, and a supply of oxygen sufficient for half-an-hour or more is ensured. If the accident has resulted in the formation of poisonous fumes of chlorine gas, the apparatus enables the wearers to escape to the conning towers with safety or, perhaps, to rectify defects in the machinery.
On the other hand, if, as possibly may have been the case of C11, a collision results in the sinking of the boat with the conning-tower open, the unfortunate man below rushes to the temporary shelter of the trap, and, having donned the helmet, gets under the screen, and finds his way as best he can to the open hatchway, and quickly floats to the surface. In comparatively shallow water, as, for instance, up to twenty fathoms, the ascent to the surface, when once the man is clear of the boat, presents no difficulties, and the dress itself acts as a lifebuoy which will enable the wearer to float without difficulty so long as the supply of oxygen holds out. In deep water the physiological dangers attending a too rapid ascent have to be faced. Even when the conning-tower's hatch happens to be closed, it can be opened from within the sunken boat as soon as the hold is flooded to a sufficient degree to equalize the hydrostatic pressure within and without. There is another set of conditions in which the helmet may be used with good prospects of success. In the case of the boat becoming disabled when submerged and refusing to rise to the surface, the crew are able to don their helmets, and then deliberately to flood the compartment, when the hatchway can be opened, and the way of escape to the surface provided.—United Service Gazette.
Wireless Institute Meeting.—At a meeting of the Wireless Institute, held in the Engineering Societies Building, New York, on October 6, a paper having the title " Proportioning Transmitter to Aerial" was presented by Mr. F. W. Midgeley. The author reported the results of experimental observations to show the ratio between the natural wave-length of the aerial circuit and the length of the aerial itself. This ratio has a value varying from below 4 to above 5, being greater for a straight vertical wire and less for a wire turned back upon itself or having a horizontal section. A good average value for the ratio is 4.4.
It is evident that for the most effective transmission the signals should be propagated at a wave-length corresponding to the natural wave-length of the aerial or 4.4 times the length of the aerial. This relation fixes at once the desirable transmission frequency. Since in any resonating circuit the frequency is f=1÷2?√LC, the product of L and C—that is, of the inductance and capacity—is set by the length of the aerial. The aerial itself possesses a certain amount of inductance, which may be considered the minimum permissible value for L, indicating thereby a certain maximum value for C. Now, with a certain value of capacity there is a definite length of spark-gap for best operation, and for each length of spark-gap there is required a definite voltage. A definite voltage at a definite frequency impressed across a condenser of a certain capacity requires a definite amount of volt-amperes. In this manner it was shown that for each arrangement of aerial there is a best value for the input power, which value increases with the increase in wave-length, and in many cases is much less than the value actually employed with the wave-length selected for transmission.—Electrical World.
Locating Vessels by Wireless Telecraphy.—To the Editors of Electrical World: Sirs—We have read the very interesting letters published in your issues of April 23, May 13 and 27, July 22 and August 12 on the subject of the locating of vessels by wireless telegraphy. The letters indicate, however, that the use of our radiogoniometer for determining the position of a transmiting station is evidently not sufficiently well known, and there appears also to be some misconception as to the case of application of the method on board ship. For this reason we think that some information on the subject may prove of interest to the readers of the Electrical World.
For ship installations we employ only two equal and mutually perpendicular directive aerials, each one composed of two antenna convergent at the upper ends and joined at the lower ends by a conductor, in circuit with which latter is the corresponding winding of the radiogoniometer. Each directive aerial makes an angle of 450 with the longitudinal axis of the ship, and owing to this arrangement the antenna do not form any encumbrance on the vessel, since they follow the line of the shrouds. In addition to the directive aerials, an ordinary vertical antenna is connected to the radiogoniometer.
The detector connected to the radiogoniometer can be of any known type—that is to say, a telephonic apparatus, a coherer, a reflecting galvanometer or even the Gati barretter.
The direction of a transmitting station is obtained by determining the two limiting positions of the movable coil of the radiogoniometer where the reception vanishes and by bisecting the angle formed by these two positions. By taking several pairs of readings, an approximation of 1° is readily obtained. The whole operation takes but a very brief time, as an ordinary wireless operator can make 10 pairs of observations in one minute, which number is more than sufficient to obtain the bearing of the transmitting station to the above approximation.
The chief advantage over all other methods, which depend mainly on quantitative measurements, consists in the fact that the direction is determined from the ordinary signals constituting messages, no special signals of long duration or at a low speed being necessary. By simultaneously employing the directive aerials and the vertical antenna one can determine both the direction and the sense in which the radiation arrives with respect to the position of the ship. The receiving arrangement usually employed makes use of telephonic reception; but if aural reception is disturbed by extraneous noises, the same results are obtainable if any other of the types of receiving apparatus mentioned above is employed.
One very important property of the radiogoniometric method of determining the direction of a transmitting station is that this determination is made instantly and independently of the course being followed by the vessel, while with all other methods the ship is obliged to make several attempts before it is possible to know if it is approaching or receding from the transmitting station. This property represents a saving of precious time and it is consequently evident that by the radiogoniometric method it is possible to bring, with the greatest rapidity and the least delay, the assistance demanded by a ship in distress. It is illusory to suppose that if a vessel in distress succeeds in signaling its position it is certain that the rescuing vessels will be able to find her easily. As a matter of fact, the ship, being generally at the mercy of the waves, the wind and the current, will have drifted from her original position while awaiting succor, and, therefore, the rescuing vessels, after having reached the spot signaled them, will have to search, for hours perhaps, for the ship in distress. It is hence indispensable that the rescuing vessels should have at their command a system for locating the position of any ship which is sending signals; and the radiogoniometric method is the one which lends itself best to the attainment of this object.
Besides the use of the radiogoniometer for determining the direction of a ship in distress, we might call attention to the value of the same method for enabling one to avoid collisions in time of fog. For this purpose vessels fitted with wireless equipments have only to send signals from time to time during such atmospheric conditions, and then if such vessels are fitted with a radiogoniometer, each vessels can determine whether or not any of the others is on her course.
Another use of the radiogoniometer is in connection with making port, which in foggy weather is always dangerous. But if there is a wireless station in action in the neighborhood, a ship fitted with the radiogoniometer can, by taking the bearing of this station and regulating her movements thereby, make a landing with the greatest certainty, in the same manner as in clear weather, by taking the bearing of a light or other visible signal. The radiogoniometer in this way becomes a Hertzian "standard compass." —E. Bellini and A. Tosi, in Electrical World.
The Krupp-Germania Submersibles.—Submarine boats are divided into two species, submarines and submersibles, of which, however, the former will shortly disappear, leaving the field open to the type that experience has proved to be the better. The submersible has the following advantages:
1. It is possible to give the boat lines resembling those of an ordinary ship, thus securing a better surface speed.
2. The fuel being placed between the two hulls it is possible to carry more fuel and to increase the radius of action. For instance, the first 200-ton Germania submersibles had a radius of action of 1100 miles against 300 miles for the English A submarines of the Holland-type of similar displacement.
3. The vision is better as, due to the high freeboard of the submersibles, it is possible to steer from the deck, in weather that obliges the submarine to close all her ports and to steer by means of the periscope. The freeboard of the submarine is necessarily reduced, as otherwise the quantity of water-ballast to be taken in for diving would become too great.
4. The favorable lines of the submersible increase her surface stability and improve her sea-going qualities. This circumstance assumes a high importance as the speed increases, the form of the submarine being adverse to high speeds.
5. The habitability of the submersible is better, as more space is available in the inner hull, the fuel tanks and water ballasts being placed externally, and the high freeboard permitting of staying on deck, even in a rough sea.
6. In case of accidents the submersible offers greater safety, as in case of a collision the outer hull would stand the shock. Moreover, when the submersible cannot rise to the surface by her ordinary means, the blowing out of the ballast tanks will cause a reduction of weight from 20 to 30 per cent, while in a submarine it would decrease only by 10 to 15 per cent,
7. Finally it is possible to provide the submersible with a more powerful armament, as part of the torpedo-tubes can be located in the outer hull.
The Germania Shipyards, Fried. Krupp A. G., at Kiel, are the only private German yard building submersibles.
The qualities of the Krupp-Germania submersible have been highly appreciated by all experts that have studied it and the orders given by the German and foreign governments are a proof of the favor in which it is held.
The list of Krupp-Germania submersibles, built or building comprises:
Five boats for the German Navy.
Four boats for the Russian Navy.
Two boats for the Austro-Hungarian Navy.
One boat for the Norwegian Navy.
The success of the Krupp-Germania submersibles is due to the following causes:
1. The judicious choice of the form of the vessel, both suitable for surface navigation and propulsion under water.
2. The form of the inner hull, which is of circular section, the only one, the resistance of which can be exactly calculated and that gives the assurance that no deformation of the hull will take place even at great depth.
3. The distribution of the liquid fuel-tanks according to patents owned by the Germania Shipyards. These tanks are located outside the inner hull, the liquid fuel being absolutely prevented from penetrating into the interior of the boat.
4. The use of ordinary kerosene oil of a specific density higher than 0.8, even for the starting of the motors, excluding absolutely petrol, gasoline and similar substances, the danger of which has been demonstrated by frequent accidents.
5. The use of a special system of accumulators combining great capacity with absolutely safety, short circuits never occurring.
6. Rapid diving on an even keel.
7. Easy maintenance of the required depth.
8. Solid construction of all parts.
9. Powerful armament.
The submersible ordered by Norway will undertake her trials in autumn, 1909.
The two boats for the Austro-Hungarian Navy have been handed over to the Austrian Admiralty. They were completed at Kiel, but as the reception trials had to take place in Austria, they were transferred from Kiel to Pola, a distance of over 3500 miles. These voyages, during which heavy weather was encountered, have proved again the excellent sea-going qualities of the Krupp-Germania submersibles as well as their habitability.
The following description of these Austrian boats (by L. Persius in Schiffbau, November 14, 1909) will be of interest, especially because the submersibles being supplied to the German Navy are of the same type.
The dimensions are as follows:
Length over all | 43.20 m |
Beam | 3.75 m |
Draft | 2.95 m |
Greatest diameter of inner hull | 3.05 m |
Displacement on the surface | 237 t |
Displace when submerged | 300 t |
The torpedo armament comprises two bowtubes and three Whitehead torpedoes of s8 inches diameter.
For surface navigation the boats are propelled by kerosene motors, while electric motors are used under water. The former aggregate 600 horsepower and the latter 320, giving the boat a speed of 12 knots on the surface and 8.6 knots under water. The radius of action under water amounts to 60 miles at a speed of six knots, while for surface navigation it is 1400 miles at speed of no knots.
The boats have twin screws. Each shaft is worked by one electric motor ane one kerosene motor. The screws have three blades; the position of the blades can be altered by a mechanism worked from the interior of the boat; the screws are, therefore, reversible. When the boat is not running at the maximum speed on the surface, the surplus output of the kerosene motors can be used for charging the accumulators. The kerosene is carried in tanks which are situated, according to a patent owned by the Germaniawerft, outside the inner hull, in order to prevent explosions. The weight of the kerosene used by the motors is automatically balanced by sea-water, admitted into the tanks.
The submerging and emerging is partly effected by filling and emptying the outer and inner ballast tanks and partly by two pairs of horizontal diving rudders. When the boat is running on the surface with her kerosene motors, the time necessary for bringing the boat in the position ready for diving amounts to six minutes. When ready for diving, she may be submerged within 55 seconds. The arrangement for ventilation is very carefully designed. When running at the surface, the air is taken from the interior of the boat to which it is conducted through two vertical ventilating tubes, which, when diving, are put down in horizontal position on deck. When traveling under water the heated air is conducted through the ventilators from the engine-room throughout the boat, purified and dried in various apparatus and then, being cooled, returns to the engine-room. The boat may remain 24 hours under water. The complement comprises two officers and 55 petty officers and men.
The inner hull consists of nine circular-welded sections, connected by inner fish-plates The three sections amidships are cylindrical, the rest being conical. In order to take big engine parts and their accessories out of the boat, in case of necessary repairs, flanged couplings of the sections are provided in two places, the boat may thus be taken apart in three divisions.
All scantlings are of such proportions as to enable the hull to stand safely the water-pressure at a depth of 50 meters. The tightness of the seams of the inner hull is tested by a pressure of six atmospheres.
The inner hull is arranged as follows: at the after end are placed part of the storage batteries. Then comes the engine-room, with two kerosene motors and two main electromotors and several auxiliary electric engines. Ahead of the engine-room is the room for the inner ballast, which serves to compensate for variations in the specific weight of the water and to regulate the buoyancy, when the boat is submerged. This compartment further contains the stearing-gear for the diving rudders, placed just below the conning-tower and connected with the latter by means of a voice-pipe. With this apparatus both pairs of diving rudders may be worked simultaneously by one man. The diving rudders are fore and aft on both sides, while the vertical rudder, the larger part of which is located below and the smaller one above the deck, is located abaft.
The officers accommodation, comprising two berths, and the crewquarters, consisting of eight berths, are situated further ahead, and are separated by a small electrically operated galley and a W. C. Airtightly separated from the quarters and below leek the main part of the accumulator-battery is situated. The bow end contains the torpedo-room with two torpedo-tubes, the store for the reserve torpedo and the apparatus for handling the torpedoes. The latter are introduced into the interior of the boat through a hatch abaft the conning-tower. In the armored conningtower, situated amiships, are arranged the commanding appliances and the two periscopes, the manometer, the commanding gear and the rudder. The dimensions of the tower are such as to accommodate three men. The periscopes are worked by means of an electric motor and turned by hand. The arc of vision in vertical and horizontal direction amounts to 50°, and the periscope-tubes of nearly 5 meters length allow a perfectly free arc of vision and admit navigation in such depth as to protect the boat from gun fire. The conning-tower has watertight openings into the inner hull and forms the sole access to the interior. The armour of the tower suffices for resisting the attack of small caliber gun-shots. Abaft the tower is situated a conning platform, intended for surface navigation at moderate sea. The shape of the tower is designed with a view to minimize the resistance of water when traveling under water.
This outer hull surrounds the inner hull, giving the boat a suitable shape for good sea-going qualities and containing amidships water-ballast tanks. Fore and aft of the latter are situated the tanks for the kerosene which closely fit the shape of the boat. The outside hull is a particularity of the boat. The walls of this hull need not stand any pressure, being, contrary to the inner hull, not exposed to water-pressure when traveling under water.
As to the engine plant, the two reversible propellers are, at surface navigation, driven by two 2-cycle kerosene motors, aggregating 600 horsepower, and at underwater navigation by two electric motors of the doublecollector-shunt type with alternating pole, developing 320 horse-power. The battery consists of watt-cells filled with peat and is installed in the two airtight compartments mentioned above.
The auxiliary machinery comprises: two main and one auxiliary motordriven bilge-pumps, two hand-worked bilge-pumps for pumping bilge and ballast water, one high-pressure and one low-pressure air compressor for generating the compressed air used for ballast and torpedo purposes, two electrically operated ventilators, one windlass which may be hand-worked as well as motor-driven, and one motor-pump for trimming.
For salving purposes a safety-weight is attached to the keel. The weight can be loosed by means of a handle. By detaching this safety-keel, the weight of the craft can be lessened by five tons. This arrangement is deemed a successful safeguard against all possible accidents. Moreover, the ballast-tanks can be emptied by means of compressed air within very short time. In case the boat has gone to the bottom various arrangements have been provided for, to raise her quickly and to prevent loss of life. To the inner hull strong hocks are fastened with short strops, to which hawsers can be coupled. The vitiated air in the interior of the boat can be purified by special apparatus. Moreover, installations are provided for by which the interior of the boat may be supplied with fresh air from the atmosphere.
On the conning-platform abaft the conning-tower is placed a buoy which can be unfastened from the inside of the hull, then rises to the surface, thus admitting, being fitted with a telephone and a light buoy, to communicate with the crew and marking the spot of the accident.
New British Scouting Cruisers.—The Admiralty critics have taken exception time and again to what they regard as the unjustifiable delay in the building of light cruisers to checkmate the corresponding vessels of continental powers. Germany, for instance, has for some time been laying down, with unhesitating regularity, two such vessels per annum, and with these they have, as is well known, been making exhaustive comparative trials of various systems of propelling machinery, a practice which they still continue. They have completed since 1907, or are now building, 13 modern cruisers, ranging in displacement from 3200 tons to 4230 tons, and in designed speed from 23 to 25 knots, while for armament they have twelve 4-inch guns and eight machine-guns, and depend for protection on a protective deck. Such vessels are the eyes of a fleet, and many have been anxious as to whether the relative position in the German and British fleets was being maintained satisfactorily in respect of security, or in the speed with which knowledge of the position of an enemy could be communicated to the officers and commander of the squadron. There was the disquieting fact that, with the exception of the eight scouts, which are not comparable in respect of size or gun-power with the German vessels, although of 25 knots speed, we had only four cruising vessels of more than 21 knots. About two years ago, however, the Admiralty recognized that the psychological moment had arrived for the strengthening of our fleet in this type of ship, and laid down the first of practically a new class in the Boadicea, which has just been completed, and exceeded a speed of 25 knots on her trials. Following this came the Belton°, a sister ship. Both these vessels are 385 feet in length, 41 feet in beam, 13½ feet draft and displace 3300 tons, and with Yarrow boilers and Parsons turbines develop 18,000 horse-power: It was felt, however, that the armament of only six guns of 4-inch caliber was insufficient for effective reconnaissance work, and last year there were laid down five vessels, which were given the names of cities traditional in the British Navy. The first of these new "city" cruisers was launched September 30, and the others will follow at short intervals during the next two months. The difference in the dates of launch is largely due to the varying practice cf the contractors; owing to the minute subdivision of machinery compartments, some of the firms are placing the boilers, or parts of the machinery, on board before the launch, in order that the bulkheads may be riveted and water-tested before the vessels are afloat. The Admiralty are now adjudicating upon the tenders for four more of these "city" cruisers, and Pembroke is making progress with the building of two more Boadiceas. Within two years, therefore, we shall have laid down thirteen high-speed cruisers, all of which will exceed 25 knots in speed. This goes some way to make up any deficiency which may exist in this type of cruiser.
Provided the tactical efficiency of the fleet has not been jeopardized at any time by the absence of these high-speed scouting cruisers—and as to this we have had the assurance of the Committee of Defence of the Cabinet —the Admiralty are to be commended, because delay has brought distinct advantages, particularly in the evolving of a satisfactory system of propelling machinery and armament. The machinery of these vessels is, undoubtedly, a most important element in the design, as high speed and its maintenance at sea with a high degree of economy, to ensure a wide radius of action, are outstanding desiderata in effective scouting. The efficient use of oil fuel, without the issue of smoke from the funnels, the capacity for sudden increase in power which the water-tube boiler gives, and the facility with which acceleration in speed and the safety with which overloading can be resorted to with the turbines, confer enormous advantages. In regard to weight, too, the turbine machinery has simplified the problem of the naval constructor. In the earlier cruisers with reciprocating engines, the steam consumption was rarely under 18 pounds per indicated horsepower per hour, and then under forced-draft conditions. In the new vessels the guaranteed steam consumption is only 13 pounds, and in the case of the cruiser which is being fitted with the Curtis turbine, using steam with a slight degree of superheat, the guarantee is stated to be 12½ pounds. As a consequence of this, there is an appreciable reduction in the boiler power required to maintain full speed. All the "city" cruisers have twelve boilers, with a collective heating surface approximating 50,000 square feet, and a grate area of close upon 900 square feet, a ratio of practically 55 to 1. The machinery for the new ships, it is understood, will only slightly exceed 1000 tons in weight, so that 22 horse-power is being developed per ton, and that, too, without resorting to a high degree of forced draft. In the scouts the weight of boilers and reciprocating machinery was reduced to a minimum, and the power per ton in earlier high-speed cruisers rarely over 20 indicated horse-power, even when the machinery was severely pressed. The assumption is, therefore, justified that the power and speed of the new vessels will be attained with a greater degree of reliability. Indeed, the modern type of warship involves only a fraction of the anxiety which weighs upon the engineer responsible for long steaming at high speeds in ships with reciprocating engines, however well they may have been designed.
The Bristol, as is now known, is being fitted with Curtis turbines by Messrs. John Brown & Co., and it is not improbable that this system will also be applied to one or more of the four vessels soon to be ordered. One of the 20 destroyers just ordered is also to be fitted with this installation, which enables twin-screws to be fitted. There is just a possibility, too, that in another of the new cruisers the Parsons system will be adapted for twin-screw propulsion. It is likely also that the Parsons new partialflow reaction turbine will be applied. The other vessels will have the normal Parsons reaction turbine system, the high-pressure end being extended to improve economy at cruising speeds. With the combined impulse and reaction turbines and the normal Parsons system four shafts will be used. The arrangements of engine-rooms afford a striking example of the convenience in subdivision, which was referred to at some length in .a recent article on the choice of number of propellers. There will be three longitudinal bulkheads in each engine-room, the shafts driving the two inside propellers being in the central compartment, and the turbines working the outer propellers in the outer starboard and port compartments. Each shaft will have one ahead turbine, the two on the port side being in series, and the two on the starboard side similarly treated for steam-distribution purposes. There will be two separate astern turbines on the shafts, having the high-pressure ahead turbines, while the lowpressure ahead turbines will, as usual, incorporate the astern turbines. The condensers will be placed abaft in two separate compartments divided by a center-line bulkhead. The Curtis arrangement admits of each shaft having turbines constituting a separate unit, and there will only be two engine-rooms divided by a center-line bulkhead, as in all twin-screw cruisers. The engine-rooms, as well as the boiler-rooms, will have the protection afforded by coal-bunkers, as well as by heavy protective decks.
For their size these cruisers are more heavily armed than preceding ships. The earlier vessels were 450 feet in length, 47 feet in beam and at 15 feet 3 inches displaced 4800 tons. The ships soon to be ordered will, it is understood, be of the same length, but of 48 feet beam, and with this slightly increased beam will displace over 5000 tons. They will have powerful 6-inch bow and stern chasing guns, and in addition ten 4-inch guns. These are undoubtedly more effective weapons than those placed in the preceding ships, and the number of machine-guns will also be increased. Their speed is to be 26 knots, but looking to past experience it is likely that this will be exceeded. The later German vessels to which we have already referred are 388 feet long and of 46 feet beam, displacing about 4250 tons. Their speed is 25½ knots, but they are only fitted with twelve and fourteen guns corresponding to our 4-inch guns. The new "city" class thus marks a distinct advance in every respect, and notably in radius of action. Their cost, too, cannot be regarded as excessive, as they promise to work out at not much more than £300,000 each, ready for service.—Engineering.
The Stream Line Theory and Collisions at Sea.—There would at first appear to be very little connection, if any, between stream lines and collisions, but a curious and exceptional paper is in front of us, which shows that under certain conditions the nature of the reactions on moving vessels in close proximity may make it much more difficult to avoid a collision than one would suppose. The paper is called "Some Model Experiments on Suction of Vessels," and its author is Naval Constructor D. W. Taylor, of the United States Navy, who is well known for his work in connection with the resistance of ships and researches in the screw propeller problem.
The paper gives the result of some investigations made at the experimental tank on the mutual reactions on models of vessels moving side by side at different distances apart and when passing one another, and as it is a subject which has hitherto received little attention, the paper is of considerable interest. The models were all 20 feet in length, and from the other dimensions given would appear to be of battleship proportions. The speed at which they were timed was from 2 to 3 knots, and the corresponding speed for a vessel 490 feet in length would, therefore, be 9¾ to 14½ knots. The models had a displacement "in fresh water"—but why drag in the fresh water?—of 3000 pounds, so that the displacement of the full-sized ship of the above length would be about 19,000 tons. In the general result it was found that the mutual action between the models varied with the speed, as the resistance of the models and the forces measured are indicated on the diagrams in terms of the resistance. The forces were measured at points near the bow and stern, and it is stated that the results cannot be regarded as highly accurate, owing to the difficulty in towing the models exactly straight, but they show the general tendency very clearly. When towed abreast about one-fifth the length of the models apart, representing about 33 yards in our full-sized ship, there is an attraction between the two varying from 1.2 times the resistance at the bow to 2.2 times at the stern. As one would suppose, this attraction reduces rapidly as the distance between the vessels is increased. At one-quarter the length apart, say 40 yards, for the full-sized ship, the attraction diminishes to twothirds the resistance .at the bow to a force equal to the resistance at the stern, and so on, until when the distance has increased to half the length of the vessel or more, the suction has almost entirely disappeared. When one vessel is overtaking another there is a change in the direction and magnitude of the forces, beginning with a repulsion which is greater at the stern than at the bow of the overtaking vessel. When the bow of the overtaking vessels is abreast of the overtaken, the force at the bow changes to one of attraction, but the repulsion at the stern has increased in magnitude. From this point onward the attraction at the bow increases rapidly, while the repulsion at the stern diminishes rapidly, and eventually changes again, so that both forces at bow and stern become attractive. This continues until the vessels are abreast, after which the forces undergo changes in reverse order as the overtaking vessel passes the overtaken. It is pointed out that the existence of these forces makes the avoidance of collisions difficult after certain positions have been reached. There is a strong course acting on the overtaking ship tending to swing its bow in towards the overtaken ship which it would be probably impossible to counteract entirely by putting the helms over, and it is also pointed out that the magnitude of the forces would also be greater in shallow water, such as the fairway of a river, where these conditions are of practical importance owing to the nearness with which it is often necessary for vessels to pass one another. The general results could have been predicted from the application of the stream line theory, although it would not be possible to evaluate the magnitude of the forces. We know that if the particles in a stream line are diverted, there is no resultant pressure so long as the particles return to their original direction with their original velocity, for in that case there is no permanent change of momentum. In the case of two vessels close together abreast, the momentum of the water flowing between them is reduced to a greater extent than that of the water flowing outside them, and the result is a pressure on each tending to force them together. Everybody has probably seen this phenomena exemplified in the tendency of boats to drift together in a tideway. The case of vessels approaching one another in parallel lines is more complex, but the direction of the resilient forces can been seen by drawing the stream lines round the two vessels. The magnitude of the forces appears greater than one would suppose to be the case, and as the figures given in the paper make no great claim to accuracy, the subject may well receive further experimental investigation.
The practical application of the results may not be great. No seaman wants to pass another vessel within a distance less than half the length of his ship if he can possibly avoid it, neither does he require to be told that in a narrow channel in close proximity to other vessels, reduced speed is essential to safety. On the other hand, if the magnitude of the forces are as great as found in these experiments, some light may be thrown on such cases as the Gladiator and St. Paul collision, for the conclusion to be drawn from the results given in Naval Constructor Taylor's paper is that once a certain relative position between two vessels has been reached, it is impossible to avoid a collision unless the way on both vessels is instantly checked.—The Engineer.
Electric Propulsion Of Naval Vessels.—Two applications of electricity to propulsion of naval vessels were described in a paper presented by Mr. W. L. R. Emmet at a meeting of the Society of Naval Architects and Marine Engineers held in New York on November 57 and 58. The applications were designated as the "combination drive" and the "electric drive" respectively. In the former, use is made of both electric motors and low-pressure steam turbines for driving the propeller shafts, while in the latter the propulsion is wholly by electric motors. The first of these plans has been made the subject of a proposition to the Government for one of the new battleships, the turbine part being designed by the Fore River Shipbuilding Company and the electrical part by the General Electric Company. The second plan has been applied on a small scale to two fireboats in Chicago, and is being elaborated for application to war vessels.
In the combination drive it is proposed to use twin screws and to mount upon each propeller shaft a low-pressure turbine and an electric motor. The motor would receive energy from a generator driven by a highpressure turbine which would exhaust through the low-pressure turbine. The adjustments would be so made that at full speed the motor would deliver two-fifths and the low-pressure turbine three-fifths of the power taken by the propeller shafts. At low speeds the low-pressure turbine would carry no load. The motors would be of the two-speed squirrel-cage induction type without provision for reversal; the low-pressure turbine would be fitted with two reversing stages similar to those that would be adopted with direct turbine drive.
In the complete electric drive, as applied specifically to naval vessels, it is proposed to mount on each propeller shaft two motors, one of which would be arranged with pole-changing switches so as to adapt it to use at lower speeds, this motor being similar in construction and performance to that proposed with the combination drive. The other motor would have only a small number of poles for use at high speeds, but would be of the wound-rotor type adapted to producing the high torque desirable in rapid changes of the ship's direction.
The author stated that the electric speed change involves no kind of complication, difficulty or uncertainty. The efficiency of the electric speedreducing arrangement was said to be 92 per cent, which is higher than any other arrangement that can be used for the same service.
The results of calculations are given showing that with the electric drive there would be a reduction in the machinery weight from 520 tons for the steam turbine drive to 354 tons; a decrease in the steam consumption from 25.6 pounds to 17.8 pounds per hourly horse-power; and with the same boiler equipment, an increase in cruising range from 4700 to 7600 miles at 12-knot speed, or in maximum speed from 20.5 to 21.2 knots.—Electrical World.