AUSTRIA.
The Austrian battleship Viribus Unitis was launched at Trieste on June 24. The vessel is 493 feet long and 91 feet beam, with a draft of 27 feet, the completed displacement being in the neighborhood of 20,000 tons. Three sets of turbines, aggregating 26,000 horse-power, are designed to give a speed of 21 knots. The armament consists of twelve 12-inch guns in four center-line turrets, two being superposed, so that six guns bear ahead and astern; twelve 6-inch and eighteen 3.4-inch, five 18-inch torpedo-tubes, are also to be mounted. The maximum thickness of the belt is 12 inches, and the total weight of the armor carried is said to be 6000 tons.—United Service.
CHINA.
A Cruiser for the Training of Chinese Officers.—Messrs. Vickers, Limited, launch to-day (Friday) from their Naval Construction Works, Barrow-in-Furness, a cruiser named Ying-Swei, for the Chinese Navy, for the training of officers and men in connection with modern munitions of naval warfare, and therefore a forerunner of that new navy which will be built within the next few years for China.
While having all the fighting capacity possible in a ship of the draft (13 feet) and of the limited displacement (2400 tons) prescribed by the Chinese authorities to meet certain harbor conditions, she excels in the comprehensive character of the provisions introduced for training purposes. Messrs. Vickers, Limited, are responsible for the design, which, like the plans for many of the later warships built by the company, ban been prepared by Mr. T. G. Owens, the naval constructor and a director of the company. The special features of the design are: (1) The great variety in the size of the guns fitted—6-inch, 4-inch, impounders, 1 ¼-pounders, and impounders—all introduced primarily for instructional purposes; but incidentally making the cruiser a formidable fighting ship (2) The different types of boilers on board—cylindrical and water-tube—so that the Chinese stokers may acquire experience. (3) The adoption of alternative systems of auxiliary machinery as far as is consistent with efficiency, for the education of Chinese officers and crew. (4) The unusually large quantity of ammunition carried; 160 rounds for each of the two 6-inch guns, 200 rounds for each of the four 4-inch guns, ad 1000 rounds for each of the smaller guns, which permits of extensive battle practice, and confers the advantage of the maintenance of a loss engagement in war. (5) The embodying of an unusually thick protective deck—1 ½ inch—in such a light cruiser. (6) The ensuranre of a speed of 20 knots under easy steaming conditions and without exacting that care and organization in the stokehold which come only with prolonged experience. The principal dimensions of the ship are as follows:
Length between perpendiculars 330 feet.
Breadth, moulded 39 feet 6 inches.
Depth, moulded 23 feet 9 inches.
Mean draft 13 feet.
Displacement (about) 2500 tons.
Speed (about) 20 knots.
The armament consists of two 6-inch quick-firing guns, one carried on the forecastle deck, and the other on the poop deck; four 4-inch quid firing guns, placed on the upper deck—two at the aft end of the forecastle, and two at the fore end of the poop, at the sides of the ship; two 14-pounder quick-firing guns—one on each end of the upper deck amid ships; six 3-pounder quick-firing guns—three carried on each side of the upper deck in the waist, and two impounder quick-firing guns placed ct the bridge. Two 18-inch revolving deck torpedo-tubes are carried, one on each side of the upper deck aft. The guns and torpedo-tubes are controlled in accordance with the latest practice. Accommodation is provided for 230 officers and men and 40 cadets.
The propelling machinery is of the Parsons turbine type, with three lines of shafting, and one propeller on each shaft. The turbines are arranged in one engine room. The high-pressure ahead turbine is on the center shaft, and a low-pressure ahead on each wing shaft. The wing shafts are arranged for working astern, a reversing turbine being incorporated in each of the two low-pressure turbine casings.—Engineer.
FRANCE.
Trials of the French Battleship “Mirabeau.”—The French battleship Mirabeau has recently completed her official trials, and we give below a summary of the speeds achieved and of the consumption of coal under various conditions. The vessel is fitted with Delaunay-Belleville water-tube boilers, twenty-six in number, having a combined grate area of 145 square meters, and a heating surface of 4787 square meters. Her safety valves are set to blow 18 kilos, per square centimeter, say 256 pounds per square inch. The engines consist of two sets of Parsons type turbines working on four shafts.
These results were arrived at in spite of the fact that one of the propellers had one of its blades damaged.
The French Shipbuilding Program.—The shipbuilding program, proposing the construction of 16 battleships, prepared by Admiral Boue de Lapeyrere, lately French Minister of Marine, has not yet received the effect of law. though, in the first two years, 1910 and 1911, its provisions have been observed by the laying down of the Jean Bart and Courbet (one of them additional to establishment and the other replacing the Brennus), and the France and Paris, which are to be begun this year, both of them additional. M. Delcasse, the new Minister, intends in the autumn to embody the remainder of the program in a bill to be presented to the Chamber. Admiral de Lapeyrere proposed that the last ship of the series should be laid down in 1919, but this arrangement was much criticized, though it was ruled by financial considerations, and M. Delcasse's object is to anticipate that event by two years, which will make it necessary to lay down four ships instead of two in 1915. The following is the new scheme, showing the ships to be replaced, as intended by Admiral de Lapeyrere: 1912, two ships (Camot and Charles Mattel); 1913, two ships (one additional, one replacing Jaureguiberry); 1914, two ships (Bouvet and Massena); 1915, four ships (two additional, two replacing Charlemagne and St. Louis); 1916, none; 1917, two ships (one additional and one to replace Gaulois). The age limit is to be 25 years for ships begun before 1906, and 20 years for later ships. It is intended to construct dry docks at Lorient and Sidi Abdallah, Tunis—The Engineer.
Situation of the French Dockyards.—The increasing expenditure on the navy, and the demands for other services, combined with the fact that M. Delcasse regards the program as a minimum, cause the situation of the dockyards to be questioned with great anxiety. It is recognized to be an absurdity to maintain five home dockyards and port establishments, all organized on the same system and with identical organization, while only two of them are in full activity, and various departments at the others, as the French say, tournent a vide. Brest is intended to be fully equipped; the two docks will be completed, the entrance to the Penfeld, where the dockyard is, will be widened, and new buildings will be erected at Lanninon, between the Penfeld and Porzic. Toulon will also be maintained in full activity, and there is great reluctance to touch Cherbourg, though M. Chautemps, who has reported on the estimates to the Senate, would suppress everything there that was not concerned with the flotillas. He would do away with the naval prefectures at Lorient and Rochefort. The importance of the former is considerable, as is shown by the intention to construct new docks there, but Rochefort has lost its value, and has been maintained merely out of consideration for local feeling and interests. It is highly probable that progressive reductions will be introduced there, and that in the end the place will be maintained, with reduced staff, as a secondary arsenal.—The Engineer.
French National Defence.—The discussions which have arisen out of the reorganization of the French high command have caused attention to be concentrated on problems of national defence, and several writers have been pointing out the want of co-ordination between the Departments of War and Marine. The staff of each has a small section concerned with the relations with the other, but they are almost wholly occupied in administrative matters, and sometimes contentious affairs General Langlois has therefore suggested that there should be a staff wholly occupied in the consideration of national defence from the point of view of both services. His idea is that this suggested staff should consist in equal numbers of military and naval officers selected for their fitness for such duties. He hopes that the result might be to establish a permanent link between two services, which have the same object, but which are usually too much engrossed in their own occupations to have time for other concerns. Moreover, there is a certain rivalry or jealousy between them, which is not for the public good. Evidently the professional section of the Superior Council of Defence has attained small results, and the general's plan meets with some measure of approval. So far, however, it has been the subject merely of general discussion, and no administrative change has been made. The new arrangements for the Defence Council seem meantime to be reducing the importance of its permanent section.—Army and Navy Gazette.
Four-Gun Turrets.—The French, always daring and enterprising in their experiments, are about to go one better than all the rest of the world, and build battleships to carry four-gun turrets. The twin turret has been with us for nearly half a century, and the triple turret has also come to stay, after a long period of experiment and trial during the present century by our American cousins, and lately, also, by several of the large Continental naval nations, such as Italy, Austria, Russia, and some of the South American Republics. But before Britain has a triple-turret battleship, it is now certain that France will possess a capital ship carrying four guns in a single gun-house. By this means it is intended to keep down the dimensions of the capital ships of the French Navy, and, by placing the turrets on the center line, secure a concentration of broadside and end-on-fire, never before effected in ships of the tonnage that France will presently place on the stocks. But four-gun turrets have their disadvantages as well as their advantages, for by placing so many eggs in one basket, a large part of a ship's hitting power, amounting to something never less than one-third, may be withdrawn from the captain in the height of a closely contested engagement, by a simple, and not altogether uncommon, accident in the turret itself— such as a pipe, or wire, going wrong in the machinery for working the guns, or training the turret itself. There are so many things interdependent in the turret-working apparatus that, duplicated as it is, there are many chances of a temporary breakdown, and a temporary loss of one-third of the primary armament in the heat of an action would be a very serious matter. Still, four-gun turrets have advantages as well as disadvantages, and there is a lot to be said in their favor.—United Service Gazette.
Aviation experiments were made at Cherbourg recently with a view to testing the capacity of an aeroplane to discover a submarine. The trials were carried out with two torpedo-boats and two submarines on a day when there was only a slight breeze and a calm sea. In the first case the pilot Aubrun was told approximately where the two submarines lay, and he, keeping at a height of about 1000 feet to 1200 feet, found them both very easily about three miles out. The second test was more difficult, as no hint was given as to the locality of the submerged ship. Aubrun started from the Polygon and described circles after the fashion of a hawk, at about the same altitude as before, gradually bearing away to sea on the left. As the sun was low and the rays slanting across the water, it was not easy to see the sea bottom, but after a while Auburn noticed some flashing reflection from the periscope, and was then quickly able to discover the body of the submarine in water of about 20 feet depth. The result of the experiments is taken to prove that an aeroplane can discover a submarine from a height of over 3000 feet, whereas the periscope does not reflect the image of the aeroplane after more than half that height. At the same time, it will never be easy to find a submarine even by the most practiced pilot, for it is a mere speck in the vast volume of the sea.
These trials will be followed shortly by others, and it is already considered necessary that, for such scouting, a slow machine that flies about 45 miles an hour is better than the fast scout, which does best service generally when attached to a fleet. The way is open to a whole series of new maneuvers, whose program would comprise the search for submarines at different depths in calm and rough weather—the search for floating and fixed mines, combined action of aeroplanes, cruisers, and torpedo-boats, the torpedoing of submarines pointed out by aeroplanes, by torpedo-boats, and also by torpedoes launched from the aeroplane itself, etc. From the great activity in the French Army and Navy aeronautic departments it is evident that aeroplanes are intended, and expected, to play a formidable role in the next war, and the French mean to keep the lead they have established in this new branch of scientific warfare.—United Service Gazette.
The naval forces of France have been reorganized. Instead of there being equal fleets in the Mediterranean and in the Channel, the whole of the active forces will be grouped in the Mediterranean, while in the northern waters there will be only a reserve fleet. In ordering this redistribution, M. Delcasse, the Minister of Marine, has reverted to the scheme which existed before Vice-Admiral Boue de Lapeyrere became Minister of Marine in 1909. The original plan of Mediterranean concentration had been introduced by M. Thomson in 1906, after consultation with the British Government. Vice-Admiral de Lapeyrere has been appointed commander-in-chief of the rearranged forces, and will have as his flagship the Danton, which came to Spithead for the Coronation Review. Five other ships of the same class will form the first battle squadron. They are 18,000-ton ships of an improved Lord Nelson type, armed with four 12-inch and twelve 9.4-inch guns, and driven by turbine engines. The second squadron will be commanded by Vice-Admiral Bellue. It will consist of the two ships of the Patrie and the four of the Justice class, the former having four 12-inch and eighteen 6.5-inch guns, and the latter four 12-inch and ten 7.6-inch. Each of these battle squadrons will have three armored cruisers and six destroyers attached, and there will also be a group of reserve ships for each, based upon Toulon and Brest respectively. The third squadron of six older battleships and three armored cruisers, manned in the reserve with nucleus crews,' will also be based on Brest. Destroyer flotillas will be attached to each fleet.—The Engineer.
GERMANY.
The New German Warships.—The new issue of the German naval annual, Nauticus, gives additional particulars concerning the battleship* of the 1898 program, the Oldenburg of the 1909 program, and the battle cruiser Moltke. In regard to the battleships, the facts support generally the statements already made. The armament is analogous in arrangement to that in the Nassau, there being twelve 12-inch guns in six double barbettes, and in addition fourteen 5.9-inch quick-firers, being two more than in the Sassau, and fourteen 3.4-inch. The dimensions of these ships are 546 feet 4 inches on the water line, with 93 feet 6 inches beam. 27 fret draft, and a displacement of 22.800 tons. With reciprocating engines of 28,000 horse-power, a speed of 20.5 knots is designed. Steam is produced
by 15 marine boilers, and while the normal coal supply will be 900 tons, the maximum will be 3000 tons. The particulars concerning the Moltke show that some statements made were incorrect. The length is 613 feet 3 inches, the beam 96 feet 9 inches, and the draft 27 feet, with a displacement of 23,000 tons. The armament consists of ten n-inch guns in five double barbettes planned as in the Von der Tann, except that in the Moltke there are two barbettes abaft, of which the one nearest amidship will fire over the other. Thus the bow fire is from six of the big guns, and the stern fire from eight of them. The secondary armament consists of twelve 5.9-inch guns, and there are also twelve 3.4-inch. This ship has Parsons turbines of 50,000 horse-power, and the designed speed is 25.5 knots. The normal coal supply will be 1000 tons, and the total supply 3100 tons. The Moltke will have four torpedo-tubes, and the battleships six. The Goeben, of the 1909 program, will have the same general characteristics.
The New German Battleships.—It would appear from the comments of the German Press that the proposals of the German Navy League for setting a different interpretation upon the Navy Law are received generally with disfavor. Meanwhile, it may be interesting to make a note concerning the armament of the new battleships which are now completing for service, being the Ostfriesland, Thiiringen, and Helgoland. These ships are to complete their trials in the autumn. They are more powerful than their predecessors, and fairly complete details of them should shortly be made public. It is already known that they carry twelve 12-inch guns arranged on the same plan as the 11-inch guns of the Nassau, that is to say, in six barbettes, of which two on the middle line, and two on either side. For secondary armament they will have fourteen 5.9-inch quick-firing guns in a central battery. For fore and aft fire they will have available six 12-inch and four 5.0-inch, while the broadside will be eight 12-inch and seven 5.9-inch. The cost of the armament of the Helgoland class is 19,000,000 marks as compared with 13,000,000 marks in the four ships of the Nassau class.
The “Friedrich Der Grosse.”—With the launch of the battleship of this name, formerly known as the Ersatz Heitndall, which took place at the Vulcan Yard, Hamburg, June 10, the thirteenth German so-called Dreadnought is in the water, and also the last ship of the program of 1909. She carries as her main armament twelve 12-inch guns in six barbettes, arranged on the plan of the 11-inch guns of the Nassaus. The ship has been about 19 months on the stocks, and is to be completed for service in June next year. The ships of the same program are the Oldenburg, launched by Schichau at Dantzig last June, and Kaiser, launched at Kiel in March, as well as the battle cruiser Goeben, launched also last March by Messrs. Blohm & Voss at Hamburg. The last Friedrich der Grosse was a single-screw turret ship launched at Kiel in 1874. She had the then respectable displacement of 6770 tons and steamed at 14 knots. Her armament comprised four 10.2-inch and two 6.6-inch breech-loaders. The contrast between the two ships is the mark of the enormous progress which has taken place within the intervening time. The old Friedrich der Grosse disappeared from the lists about the year 1907, after having long served as a harbor hulk. Field-Marshal von der Goltz, who delivered the baptismal oration, said that for her journey along the paths she has chosen Germany needs the strong fleet created by the foresight of the Imperial War Lord.—Army and Navy Gazette.
The Rhista Marittima publishes the following information concerning German ship yards:
(a) The Krupp yards—a stock company with establishments at Essen, Engers, Neuweid, Sayn, Rheinhausen, Friemersheim, Aunen, Magdeburg. Buchau, and Kiel. The yard at Kiel constructs government ships. It has four large covered ways. The battleship Posen and the cruiser Coin are being built there.
Ordnance and armor are manufactured at Essen which has as branches the Polygons of Meppen and Tangerhutte. On November 1, 1909, as many as 36,288 hands were employed in these establishments.
The Krupp coal mines employ 10,888 hands, the iron mines, 4699, the factories at Rheinhausen, 3723, making a total of 66,363 hands for the Krupp group. In 1909, these plants produced warships to the extent of 26,000 tons.
(b) The Schichau plants at Dantzig and Elbing are under the direction of Herr Ziese, son-in-law and successor of Schichau. The ship yards at Elbing construct torpedo-boats. The battleships K. Barbarossa, Wettin, Elsass and Schlesien were built at Dantzig and the large battleship Ersatz Frithjof is being built there.
The Schichau yards at Dantzig have four covered ways long enough for the overall length of the Dreadnought.
These establishments employ more than 10,000 workmen and produced in 1909 warships to the extent of 6100 tons.
(c) The stock company "Vulcan" of Hamburg builds ships and engines; has ship yards at Bredow near Stettin where the battleships Brandenburg, Weissenburg, Preussen and Rheinland were built; employs 9000 workmen; has also a new yard on the Elba where the Ersat: Heimdall is being built; contains four large open ways; built in 1909 warships to the extent of 6100 tons.
(d) The Howaldt ship yard at Kiel constructs naval and mechanical material; is building the Helgoland, which will be ready by the summer of 1911. Its way has sufficient capacity for the Dreadnought type.
(e) The ship yard of Blohn & Voss at Hamburg is the largest in Germany; built the Kaiser Karl der Grosse, but specializes in the construction of armored cruisers, having built the Friedrich Karl, York and Shamhorst; is now completing the Von der Tann, which will be ready by next summer; launched last month the Moltke; the cruiser H is now on the ways and work on the cruiser will presently be begun; has five ways for the construction of the largest ships and employs from 5500 to 8000 workmen.
(f) The Weser Company at Bremen has built a number of small cruisers, besides the battleships Westfalen and Thiiringen (more than 18,000 tons; the Thuringen is nearly finished); has two large ways and about 4000 hands; produced in 1909, 18,500 tons.
Braucht Deutschland Eine Schlachtflotte?—"Does Germany need a fighting fleet?" This question was recently raised by a pensioned German Army officer, Capt. Hartwig Schubart, to whose arguments we have already drawn attention. Briefly, they are summed up in the belief that the new fleet withdraws money from the army, and that the number of British Dreadnoughts is determined in the German Reichstag. To this officer Capt. Dr. Fritz Roeder replies in the Neuc Militarische Blatter of which he is now the editor. The conversion of Germany from a mainly agricultural to a mainly industrial country, depending upon imports to no small degree for her food and raw materials, the growth of commerce and the growth of population, are the reasons for the creation of a great fleet. It must be made impossible to blockade the German coasts, and the defence, based chiefly on Heligoland, must be capable of being converted into an offensive defence. Captain Roeder says it is obvious that the German fleet has no hostile purpose towards Great Britain. His arguments follow closely the line of thought expressed in the preamble of the Navy Law. No fleet must be a menace to the security or prosperity of Germany. Granting freely the need of her fleet to Great Britain, the editor of the Militarische Blatter insists that the need to Germany of her fleet is just as great. "Forty years ago we had to reckon only with and sea. The war of the future will demand a settlement by battle both by land enemy on land, and not to protect possessions worth millions at sea. That is why Germany requires a fighting fleet as well as an army."—Army and Navy Gazette.
Personnel of the German Navy.—Coming now to the personnel of the German fleet, it is interesting to note that simultaneously with the growth of the ships of the fleet, the German Admiralty has been careful to provide for the necessary increase in the numbers of officers and men to man them. For the last few years something like over 3000 officers and men have been added annually.
The numbers of the officers of different ranks on the active list of the fleet last year were: 4 admirals, 8 vice-admirals, 19 rear-admirals, 84 captains, 199 frigate- or corvette-captains, 461 captain-lieutenants, 1055 lieutenants, 398 midshipmen, and 185 naval cadets. This showed an increase over 1909 of 2 rear-admirals, 4 captains, 10 frigate or corvette captains, 27 captain-lieutenants, and 52 lieutenants.
The staff of the marine battalions was as follows: 1 colonel, 2 battalion commanders, 11 captains, and 36 first and second lieutenants. The marine field-artillery have 2 captains, 2 first-lieutenants, and 4 lieutenants, and the pioneer detachment, 1 major, 2 captains, and 1 first lieutenant.
The engineering department consisted of 12 chief engineers and senior staff engineers, 75 staff engineers, 119 senior engineers, and 192 engineers, being an increase of 35 over the numbers of the previous year.
The medical department consisted of 1 medical director-general, who ranks with a rear-admiral, 4 inspector-generals, 64 senior staff surgeons, 91 staff surgeons, and 113 surgeons and assistant-surgeons, being an increase of 15 over the numbers of 1909.
In the accountant department were 43 staff-paymasters and 173 paymasters, an increase of 9 over previous year.
The seamen's, boys', dockyard and torpedo divisions numbered as follows:
664 chief warrant officers, 1249 warrant officers, 8 bandmasters, 216 chief petty officers, 3815 first-class petty officers, 5723 second-class petty officers, 8364 leading seamen, 25,092 seamen and stokers, 96 boys' petty officers, 1554 boys.
There was an increase over 1909 of: 35 chief warrant officers, 67 warrant officers, 9 chief petty officers, 232 first-class petty officers, 349 second-class petty officers, 554 leading seamen, 1664 seamen, etc., showing a total increase of 2910.
The seamen artillery divisions and mining detachment numbered 30 chief warrant officers, 61 warrant officers, 3 bandmasters, and 3892 petty officers and men, of whom 15 chief warrant officers, 30 warrant officers, and 800 petty officers and men belonged to the mining detachment There was an increase of 3 chief warrant officers, 7 warrant officers, and 283 petty officers and men over the previous year.
The marine infantry numbered 199 non-commissioned officers and 982 men. The sick bay staff consisted of 574 petty officers and men of various grades, and there were 380 ships' stewards, writers and assistants. The sum total of all ranks was 57,170, being an increase of 3431 over the number for 1909.
There are two so-called marine ins petitions, one at Kiel and one at Wilhelmshaven. Each is under a rear-admiral, as inspector. Included in these inspections are the seamen and dockyard divisions, each of which are commanded by a captain. The seamen's division are divided into battalions; the so-called dockyard divisions consist in the main of the engine room and stoker personnel. In the torpedo divisions are included both the seamen and engineering personnel.
The educational and training department is under a vice-admiral, who has supervision over all the sea-going and shore establishments; his headquarters are at Kiel. There are four sea-going cadet and boy training snips, which make foreign cruises during the winter, returning in the spring; new batches of cadets and boys being embarked each October. The present sea-going training ships are the large cruisers Freya, Hertha, Victoria Louisa and Hansa. The Naval Academy, which is at Kiel, has a rear-admiral for its director, and is the superior school for the navy, its courses being attended by commissioned officers. The naval school for cadets is also at Kiel, its director being a captain. The school for engineers and warrant officers is at Wilhelmshaven, and the training ship for seamen is at Kiel.
Naval cadets are selected once a year—in April, the day of selection being fixed by the inspector of naval instruction, to whom the names of candidates must be sent in for approval, together with the required certificates, between August 1 and the 1st of the following February. Candidates must pass an entrance examination if they only possess a certificate showing that they are fit to be in the first class (6th form) of a German gymnasium, a real-gymnasium, or a Prussian Ober-realschule. Candidates, however, who have obtained a "leaving certificate" from one of the above-named schools are accepted without entrance examination, as are also cadets from a military cadet corps school, on presenting a certificate that they have passed the army ensign examination. All candidates must have received the predicate "good" for English. The age limit is from 17 to 19. The names of candidates are submitted for approval to a committee of three or more naval officers appointed by the inspector of naval instruction. The whole period of training lasts some three and a half years, at the end of which time their names are sent in for election as officers of the Imperial Navy.
The men for the navy are drawn for service as for the army. Of the annual contingents, one-third belong to the seafaring or semi-seafaring population of the Empire, and two-thirds are landsmen. For the navy the service is divided as follows:
Active service (beginning with 20th year) 3 years.
Naval reserve 4 years.
Seewehr (corresponding to the Landwehr in the army) —
First levy 5 years.
Second 7 years.
There are in addition the Naval Ersatz Reserve, which is composed of men of the seafaring population, and also a Landsturm as in the army, which includes all those not drawn for the navy from the 17th to the 45th year.
Volunteers are also taken for three, four, five and six years; and boys between the ages of fourteen and a half and eighteen, who join for long service and are trained to become warrant or petty officers, and leading seaman. These boys form the ships' boys' division (Schiffsjungendivision), and about 600 are entered at the beginning of April of each year at Friedrichsort, where the school is, near Kiel. Boys desirous of joining the ships' boys' division must apply in person between May 1 and February t to the commander of their Landwehr district, or to the commander of the division of Friedrichsort. These boys are sent to sea for cruises in the seagoing training ships as the cadets are. They are required to serve for nine years, but can remain on for longer.
The gunnery training establishment (Inspektion der Schiffsartillerie) is fixed at Sonderburg, on the Schleswig-Holstein coast to the north of Kiel. The inspector is a rear-admiral. Attached to the shore establishment are the seagoing training ships, consisting of the battleship Schwaben, the armored cruiser Prim Heinrich, with the small cruisers Undine,. Stuttgart, Danzig, and for experimental purposes, the armored cruiser Prinz Adalbert. The artillery school on shore is in charge of a captain. The coast artillery and mining establishments (Inspektion der KiistenMillerie und des Minenwesens) is located at Cuxhaven. The inspector is a rear-admiral. For mining instructional purposes there are attached the special service ships Pelikan, Nautilus and Rhein.
It has to be admitted that simultaneously with its growth, the German Navy has made giant strides in its efficiency. Nowhere is this efficiency more displayed than in their torpedo service, the handling of German destroyers and torpedo-boats under all circumstances of wind and weather 'caves little to be desired and reflects the greatest credit on officers and men.
We may add that the total amount of the estimates voted for last year amounted to £31,704,411, being an increase of £ 1,736,382 over those for 1909. In the German estimates the money for pensions, public works, etc., are not shown, as they appear in another part of the Budget, so it is difficult to make a true comparison between our own naval estimates and those of Germany.
In conclusion, as showing the growth of the Germany Navy during the last ten years, it may be as well to place on record the answer recently made in Parliament by Mr. McKenna, in reply to question, to the effect that since 1905, while we had added only 500 men to the personnel. Germany had added 17,000; and that while in our construction there had been an increase of only 16 per cent, in Germany the increase had been 166 per cent.—United Service Magazine.
GREAT BRITAIN.
Progress of Warships and Machinery Under Construction in England.—Under a similar heading to the above, on January 13 of the current year, we recorded the progress made in the previous six months. Of that made in the same class of work in the past half year we have to report as follows: The full-power trial of the battleship Neptune, built at Portsmouth, not having been concluded at a first attempt—on account of thick weather—was subsequently completed with excellent results, a mean of 27,721 shaft horse-power being generated by her propelling machinery, giving a speed of 27.78 knots. The vessel afterwards carried out her acceptance trials most satisfactorily, and is now out of hand. Laid down on January 19, 1909 she was completed and out of hand on the 19th of the same month of the current year, just two years from the date of her commencement.
A beginning was made with the construction of the new battleship King George V—to be built at Portsmouth—on January 16, and it is hoped she will be ready for launching next September. She will be 564 feet in length, with a beam of 90 feet, have an engine power of 31,000 horse, which is to give her a speed of 21 knots. A large quantity of material is already prepared for her construction, and she is now making excellent progress. The battleship Orion, also built at Portsmouth and launched last August, is being well advanced towards readiness for trial, all her propelling machinery being fitted in its place on board and ready for steam.
The cruiser Blonde (sister ship to the Blanche), built at Pembroke Dockyard, underwent her steam trials in a very satisfactory manner early in March, after which she returned to the dockyard to be completed ready for commission. The cruiser Active—of the Blonde type—whose launch was fixed for February 27, was not put into the water until March 14, at which date all the principal fittings of the after part of the vessel were completed, with the exception of the propellers, which are to be shipped when the vessel is in dock. Her turbine propelling machinery is only now being put on board, and her trials are not expected to take place until October. The cruiser Amphion, a replica of the Active, was laid down on March 15, when work was at once proceeded with; very satisfactory progress has been made with her, and she is expected to be launched in October.
The Lion is making rapid progress at Devonport Dockyard, the underwater work is completed and work in the engine and boiler rooms well advanced and ready for the powerful turbines with which the vessel is to be fitted. The three great funnels and the twin rudders are in position, the placing of the latter having been the heaviest job of the kind ever accomplished at the dockyard, as each rudder weighed many tons. The new battleship Centurion, which had her keel plate laid on the slip— lately occupied by the Lion—on January 16, is having her construction advanced at a rapid rate, material having been previously collected so that the progress of work should not be hindered. The vessel will be 564 feet long, with a beam of 89 feet, and a displacement of about 24,000 tons. By May material to about half her launching weight had been built into her hull, so that she may probably be ready to take the water in September next.
Turning now to the progress made in England during the past six months by our private shipbuilders of warships and makers of their machinery, we note that the cruiser Weymouth, built by Sir W. G. Armstrong, Whitworth & Co., at the Elswick shipyard, and launched last November, is now ready for her trials. The super-Dreadnought Monarch also for the British Government, was launched on March 30, and her propelling machinery is now practically all on board. A training cruiser for the Chinese Government, which was laid down early in the year, is now completely plated, and will be launched in September. Work on the Brazilian battleship Rio dc Janerio has been suspended for some months, but substantial progress will be made in the near future.
During the past half year Hawthorn, Leslie & Co.. Limited, have submitted for trial three 27-knot destroyers, the Nemesis, Nercide and Symphe, built at their Hebburn shipyard, and all have been accepted by the Admiralty—the Nemesis on March 7. the Nercide on April 6, and the Xymphe on May 18. With reference to the building of these vessels, it is to be noted that notwithstanding a 13 weeks' stoppage of work in the shipyard due to labor troubles the contract delivery date—April 13, 1911— for all three ships was only exceeded in the case of the Nymphe. The boilers for the cruiser IVeymouth, made at Hawthorn's have been steamed at "moorings," but the official trials have not yet-taken place, the main contract for her machinery being with the Parsons Marine Steam Turbine Company. The boilers, uptakes, and funnels of the battleship Monarch, also made at Hawthorn's works, were all fitted on board previous to the vessel's launch on March 30, this being the first occasion on which a battleship has been put afloat with all superstructures, such as funnels, etc., already erected in place. The turbines for the vessel being also on board, it is anticipated that the steam trials will take place in October. The boilers of the Active—sister ship to the Blanche—are now fitted on board, and the turbines for her are now being forwarded from St. Peter's to the ship. The boilers also of the 27-knot destroyers Jackal and Tigress, building at the Hebburn shipyard, are quite finished, and preparations for testing the turbines for them are being made in the shop. The boilers for the Chinese cruiser building at Elswick—a combination of the Yarrow and cylindrical types, made at Haythorn's, are quite finished and ready to be put on board, while the Parsons turbine machinery of 6500 shaft horse-power—constructed at the same work is well advanced in the shops, so that the vessel will, in all probability, be put into the water in a couple of months. The machinery and boilers of the new battleship Centurion—now building at Devonport—are also well forward in Hawthorn's workshops. The boiler installation for the new cruiser Amphion—under construction at Pembroke—an exact repeat of that being fitted in the Active, has been ordered of Hawthorn's, the contract for the machinery of the vessel having been placed with the Parsons Marine Steam Turbine Company.
Very good results having been obtained on the preliminary official trials of the battleship Hercules, built and engined by Palmer's Shipbuilding and Iron Company, of Jarrow, during the full-power trial on February 28, a speed of 21.5 knots an hour was easily attained, the turbine engines making 335 revolutions a minute, giving a shaft horse-power of 28,700. The Hercules is Palmer's first turbine-driven battleship, and both the Parsons turbines and the large tube Yarrow boilers supplying the steam were built at Jarrow. The ship after the trials returned to the Tyne to complete, and subsequently—on June 16—arrived at Sheerness from the builders, ready for commissioning. The keel of the battleship Queen Mary was laid at Jarrow on March 6; she will have an overall length of about 725 feet, with a beam of 87 feet and at her designed water draft a displacement of about 27,000 tons. Her turbine machinery is to drive four shafts, and will give her a speed of not less than 28 knots. On the full-power trial a shaft horse-power of 75,000 may be expected. Steam is to be supplied to the engines by 42 water-tube boilers, so that the propelling machinery as a whole will represent the largest horse-power ever put into a steamship, whether naval or mercantile.
Yarrow & Co., Limited, of Scotstoun, have since the beginning of the current year completed and delivered the twelve of their type of watertube boilers fitted with their superheaters constructed for the cruiser Yarmouth. The two torpedo-boat destroyers Archer and Attack arc still under construction, and have not yet been launched. The torpedo-boat for the Danish Government is practically finished, and will be running her trials shortly. The machinery for the torpedo-boat destroyer, which the Portuguese Government is building in Lisbon, is still in hand in the shops. The triple-screw motor-boat, 60 feet long by 9 feet beam, built for service in Buenos Aires, has been launched, and will shortly be tried, and the two twin-screw motor-boats for the governor-general of Bagdad, together with a shallow-draft launch, 75 feet long by 11 feet 6 inches beam, for a foreign power, have been completed and delivered. Since the end of last December Yarrow & Co. have received an order from the British Admiralty for three destroyers. These vessels are 255 feet long by 25 feet 7 inches beam, and will be propelled by twin-screws driven by Parsons turbine, steam being supplied by three Yarrow water-tube boilers of the latest type.
J. I. Thornycroft & Co., Limited, of the Woolston Works, Southampton, have since the end of last December completed and delivered the four destroyers Lame. Lyra, Martin and Minstrel, built by them. All these vessels have a length of 240 feet, a beam of 25 feet 3 inches, a water draft of 7 feet 9 inches, and a displacement of 780 tons. They are all triple screw boats propelled by turbine engines of 13,580 horse-power, which in the case of the Lame and Lyra give a speed of 28.72 and 28.88 knots, and in that of the Martin and Minstrel 29.32 and 29.62 knots respectively. There are now in hand at the Woolston shipyard two other vessels of the same type, but only twin-screws, the Acheron and Ariel, but of slightly increased dimensions, each being 251 feet 9 inches long and 26 feet 4 inches beam, with a draft of 9 feet 3 inches, and 800 tons displacement; their twin-screw turbines are of 15,500 horse-power, and will give them a speed of 29 knots. The Acheron has just been launched.
Cammell Laird & Co., of Birkenhead, now that the lock-out of the shipyard workers is at an end, report progress since in warship work as follows: The destroyers in hand for the British Admiralty are proceeding satisfactorily. The turbine propelling machinery for the cruiser Blonde has been completed, and the vessel, as was stated elsewhere, has undergone her trials. The first two of the four torpedo-boat destroyers built for the Argentine Government are undergoing trials, and the other two are well advanced. Satisfactory progress is being made with the hull and machinery of the lately ordered battleship Audacious for the British Government, also that of the cruiser Melbourne for the same power.
The shipyard and engine works of Vickers, Limited, at Barrow, are still as busy as they well can be. The big ship, the Princess Royal battleship, was successfully launched on April 29. Being a sister ship to the Lion, built at Devonport, she has a length overall of 700 feet, a beam of 88 feet 6 inches, and a draft of 27 ½ feet, at which immersion she will displace 26,000 tons. She is fitted with turbines of Parsons type, of 70,000 horse-power, which are expected to give her a speed of fully 28 knots. In the hope of being able to deliver the vessel next May, a strenuous effort is being made by her builders, who have quite an army of workers engaged in her construction. The protected cruiser Dartmouth, built by the same firm, and launched on February 14, is 430 feet between perpendiculars, 49 feet beam, and 55,000 tons displacement, at a draft of i6'/2 feet. Her Parsons turbines are to drive four shafts, the expected speed of the vessel being at least 25 knots. The ship has a continuous double bottom, sub-divided for the storage of oil fuel, and her protective deck, which extends the full length of the vessel, covers completely her machinery, boilers, magazines, and all vital parts. The naval airship— which has been very much discussed of late—was successfully launched at Barrow on May 22. She is 512 feet in length overall, with an extreme beam—over her flat sides—of 48 feet. The lifting power is full 21 tons, and she is propelled by two eight-cylinder motor engines, which, when the airship is under way, make 500 revolutions a minute. She has been designed to float on water or to fly in the air, and thus differs from any airship previously built as this one has been, for army or navy purposes.
The progress in warship work effected since the end of last December at the shipyard of the Thames Ironworks Company at Canning Town, and its engine factory at Greenwich, is as follows: The 27-knot destroyer Nautilus, built and engined by the firm, has passed through her official trials and attained a speed of 27 knots on "the mile" run at Skelmorlie. The progress made on the Thunderer battleship since her launch on February 1 has been very rapid, all the main machinery and boilers having been put in place since the vessel was berthed at Dagenham. The engine works of the company at Greenwich are now busily engaged on the propelling machinery of the "second-class cruiser" Chatham, now building at Chatham dockyard. This vessel is 453 feet long overall, has a beam of 49 feet, a draft of 16 feet, and a displacement of 4820 tons. Her propelling machinery consists of Parsons turbines driving four shafts, one high-pressure ahead and one astern on the wing shafts, and one low-pressure ahead and one astern on each center shaft. Twelve water-tube boilers of Yarrow type, in three stokeholds, supply steam; the machinery develops 25,000 shaft horse-power, and gives a speed of about 27 knots. There is also under construction at the company's shipyard at Canning Town a steam launch for the colonial vessel Australia, the propelling engines of which are on the Werry principle, the invention of an Australian resident. They are of the horizontal compound twin-screw type, and consist of one high and one low-pressure cylinder, each fitted with two pistons, with steam inlet at the center and at each end of the cylinders. The center inlet is common to both pistons, and drives them in opposite directions, the return stroke being effected by admission of steam to both end ports simultaneously. Alternative admission and exhaustion is effected in the usual way by means of slide valves. Each piston in one cylinder drives, by means of the usual connecting rod. a crank shaft on the opposite side of the vessel, whose revolutions are kept in unison by means of a cross-coupling shaft and geared wheels.
The Parsons Marine Steam Turbine Company, of Wallsend-on-Tyne. has in hand the machinery for two special class destroyers, the Badger and Beaver; also that for the battleship King George V, under construction at Portsmouth, and for the cruiser Amphion, building at Pembroke, but the particulars of this machinery are not at present available.—The Engineer.
Protected Cruiser Construction.—The announcement that the Falmouth has finished her trials successfully draws attention to the progress made with the construction of these later vessels of the city class. The Falmouth is the first of the four authorized in 1909-1910 to be ready for her steam trials. She was laid down on February 21, 1910, and has therefore been nearly sixteen months under construction. The Dartmouth. of the same program, was laid down two days previous to the Falmouth. and the Weymouth and Yarmouth in January, 1910, so that once again it is shown that it is not always the first vessel to be laid down or launched that is the first to be ready for sea. The rate of progress made with the Falmouth, however, does not compare any too favorably with that of the five original cruisers of the city class. The Bristol and her sister ships were laid down from one to two months later in the year than the four Dartmouths, yet by June, 1910, three of them had completed all their trials. From the date of laying down to the date of commissioning, these five vessels occupied on an average eighteen and a half months, the Newcastle being built in seventeen months, and the Bristol, fitted with a new type of turbine, in twenty-one months. As we have shown, the four ships of the Dartmouth type have already been in hand for sixteen months or more, and only one has actually reached the trial stage. For the four ships to be completed and commissioned in the same average time as their five predecessors, they ought all to be quite finished by the end of August It is significant that the four Dartmouths occupied a comparatively longer time on the stocks than the vessels of the first batch, the average time from the date of laying down to the date of launch being eleven as compared with seven and a half months. Date of launch alone is not. as Mr. McKenna said, a decisive test of a vessel's progress, but when a whole class takes about half as long again to build and launch as a preceding class of similar design, the fact is worthy of note. Has the heavy armored ship programme of 1909-1910 anything to do with this apparently slower rate of construction of the cruising ships?—Army and Navy Gazette.
Scout Cruiser “Dartmouth.”—The scout cruiser Dartmouth, built by Messrs. Vickers, Ltd., has completed her trials, which proved highly successful. The new vessel is a protected cruiser 430 feet long, of 5250 tons displacement, and carrying eight 6-inch breech-loading guns. She is propelled by Parsons turbines developing 22,000 shaft horse-power. This power was easily gained without pressing the boilers, and she steamed almost 26 knots. Her designed speed was 24 ¼ knots. The fuel consumption was well under 1 ½ pound per shaft horse-power per hour.—Page's Weekly.
The battleship Hercules, launched from Messrs. Palmer's yard, Jarrow, in May last year, has been completed in advance of her contract time, and delivered to the Admiralty. The Hercules will not, however, take part in the forthcoming naval review, but, after running 24 hours acceptance trials, will proceed to Sheerness and then to Portsmouth, where, after taking in stores, she will be commissioned on July 16.—Page's Weekly.
Smooth Working of Nucleus Crew System.—Much gratification has been felt and expressed in naval circles at the extraordinarily smooth manner in which the nucleus crew ships were this year mobilized and demobilized. The old fuss and furore to get ships' complements on board, and the ships away to sea, has been gradually decreasing since the introduction of the, at first, much-abused Fisher system of nucleus crews. We previously had skeleton and nucleus crew systems on paper, but they were not to be compared with the present system which the drafting authorities at the three great naval ports—Portsmouth, Devonport and Chatham—have now got into such smooth running order. Not many years ago the columns of the daily press were full of luminous, and sometimes woefully inaccurate, description of the movements of bluejackets and marines on the day that the vessels of the old fleet reserve were mobilized for summer maneuvers. To-day even more vessels have their crews brought up to the authorized standard, and are sent to sea for exercises and maneuvers with so little bustle that scarce a note of comment appears in the press, except, perhaps, a short wire to say the thing has been done. But apart from the spectacular point of view, naval men know-how much more efficient and ready for battle are the ships that are now raised from nucleus crews to the standard complement, than were those turned out from the old-time fleet reserve, with their machinery and their guns in anything but working order, and their crews needing quite a month to get themselves and their weapons into fighting trim.—United Service Gazette.
Democracy and the Officer Question.—Speaking at Oxford recently, the Secretary of State for War said "that the German democracy would doubtless follow its rulers to war, as would in all probability the democracy of England, but both democracies were more and more influencing the policy of their rulers." This is also our view, and we sincerely hope that the fact will be kept prominently before that section of the rulers who are charged with the upkeep of the British Army and Navy, and that before an economic power that is every day growing stronger creeps on and overwhelms them in their lethargy, they will take steps to ensure that the leveling up of the officer question is attended to. The democracy of England will follow its leaders undoubtedly, but it cannot follow them if it has not got them. There should be no confusing of the term ruler and leader in the military sense, and it should be remembered that war is essentially a military operation, and that hitherto economic measures have followed on that operation only. The aristocracy in England to-day are refusing to work the military machine on the lines that it was worked when there was no democratic strength in the land, and undoubtedly the latter class are exercising a very strong influence on the policy of their rulers; before long they will demand a complete change in the methods of providing officers for the services, more especially those of the army. The science of war is of so advanced a nature at the present time that it entails long and arduous study and physical endurance. The democratic body have demanded that this physical toil shall be undertaken, but their rulers have not yet seen the wisdom of advising them that it must be paid for. Will they do this whilst there is yet time and opportunity of adjusting all that is good in the existing military system of this country, or will they drag on until a complete upheaval removes all that is so necessary to true leadership, and lets into the higher ranks men who are absolutely useless as leaders of men?—Army and Navy Gazette.
As Sir Joseph Ward remarked the other day, the launch of the cruiser battleship New Zealand from the Fairfield Company's yard at Govan was an occasion of historical interest, not only for the people of New Zealand, but for the Empire generally. He was satisfied, he said, that men in all parts of the Empire were realizing the absolute necessity of establishing some system or structure, some council of defence, or some Parliament of defence, which would be above and beyond party and clear of all local interests, and would enable all portions of the British Empire to co-operate in consolidating and maintaining the Empire.
The first warship given to the Imperial Navy by any of the oversea dominions, the New Zealand is a sister ship to the Australia, which Messrs. John Brown & Co. are building at Clydebank for the Australian Government. Both vessels are almost similar in design and armament to the British ships of the Indefatigable type. Fitted with Parsons turbines, she is expected to attain a speed of over 27 knots, and her main armament of eight 12-inch guns is so disposed that all of them can be fired on either broadside and six fore or aft. She will have a powerful secondary armament consisting of sixteen 4-inch guns.
The New Zealand is the largest cruiser hitherto constructed on the Clyde. She has a length of 555 feet between perpendiculars; beam. 80 feet; draft. 26.5 feet; and displacement 18,750 tons. Her thickest side armor is 7 inches. She will carry a crew of 900 men, and her carrying capacity for fuel is 3000 tons of coal. Her launching weight was 8500 tons.
The launch was marked by two presentations. Mr. Alexander Gracie. chairman of the Fairfield Company, presented Lady Ward with a silvergilt casket containing the axe used by her in connection with the launch of the vessel, and a plaque, made of copper from Nelson's flagship Victory and Foudroyant, was presented to the Fairfield Company, to be hung in their board-room as a souvenir of the launch from the colleges and schools of the Dominion of New Zealand.
For the installation of her machinery a new electric titan crane of 200 tons lifting capacity will be employed. The crane is the work of Sir William Arrol & Co.
H. M. S. Acheron, a torpedo-boat destroyer of the special type, included in the 1910-1911 program, and built to the design of Messrs. John I. Thornycroft & Co., Ltd., was launched a few days ago from their Woolston Works, Southampton. She has a length of 251 feet 9 inches between perpendiculars, and a breadth of 26 feet 4 inches. The propelling machinery consists of a twin set of turbines of the Parsons type, designed to give a speed of 29 knots, steam being supplied by three large water-tube boilers fired by oil fuel. The armament consists of two 4-inch and two 12-pounder guns, and the vessel also carries two torpedo-tubes. It b noteworthy that this is the first to be launched of the six special destroyers ordered in the Admiralty program of last year, and the vessel is also the first destroyer to be fitted with a two-shaft arrangement of turbine machinery. Messrs. Thornycroft have a sister vessel, H. M. S. Ariel, on the stocks, which is also in a forward state of completion and will be ready for launching very shortly.
Speaking at Birmingham a few days ago Sir Joseph Ward said he was sorry that his ideals of an Imperial Parliament had not been accepted by the conference. He was not surprised, however, because it was a matter on which public opinion had to be educated, and certainly the Dominions opinion was tending in that direction. Under such a scheme the Dominions would be able to contribute their share towards the naval defence of the Empire. His country was now paying nine shillings a head; another was only paying four shillings, but if a uniform payment of ten shillings could be fixed, the Dominions would be paying their fair share towards supporting the navy. Fifty more Dreadnoughts could then be laid down to-morrow without costing the ratepayers of the Mother Country another penny. He was no Jingo, but such a navy would be the greatest guarantee for the world's peace that could be conceived.—Page's Weekly.
H.M. Battleship “Hercules.”—Palmers' Shipbuilding and Iron Company, Limited, Jarrow-on-Tyne, are to be congratulated on the successful completion of the Hercules, which has passed through her final acceptance trial, and was handed over to the Admiralty June 15, a fortnight before the contract date of completion, July 1 of this year. This performance is the more remarkable as the vessel is the largest yet added to the British fleet, and as operations were considerably hindered during the progress of the work, owing to labor troubles extending over three months; it is also indicative of the satisfactory character of the facilities at the builders' works, and of the organization of the staff under Mr. A. B. Gowan. Another feature of note is that the ship has been twice in the dry dock at Hebburn-on-Tyne, now controlled by the Palmers' Company, a fact which shows that its dimensions suffice for the modern battleship under normal conditions of loading. The Hercules has a length of 510 feet, with a beam of 85 feet, and on a draft of 27 feet the displacement is almost exactly 20,000 tons. Yarrow boilers have been fitted, and the Parsons turbine installation has the usual arrangement of four shafts and four propellers. On her final steaming trials, as reported, the vessel developed 28,700 shaft horse-power, and the speed was over 21 ½ knots. There are ten 12-inch guns mounted in pairs in five barbettes, and so disposed that all may fire on either broadside; because, although the two barbettes in the center of the ship are placed on the beam, they are in echelon, and the deck erections have been disposed to enable them to fire on either broadside with very satisfactory arc of training forward and abaft each beam. The disposition of the sixteen 4-inch guns is so that many of them are fairly well protected. The vessel has a main water-line belt of 11 inches, and over this a further strake of 8 inches, while the barbettes are of 11-inch armor, and the gunhoods are also 11 inches in thickness. Forward there is additional protection above the main strakes. The thickness, however, is reduced forward and aft, first to 4 inches, then to 3 inches, and ultimately to 2 ½ inches. It may be added that the Hercules is the eleventh battleship constructed by the Palmers' Company, the immediately preceding ship being the Lord Nelson, completed in 1908. At present the firm have on hand the armored cruiser Queen Mary.
New Ships.—Mr. Burgoyne asked on the 31st ult., whether provisional dates had yet been fixed for the launch of the capital ships King George V, Centurion, Audacious, Ajax, and Queen Mary.
Mr. Kenna: The actual dates have not yet been fixed, but it is expected that the ships will be launched in the following months: King George V, October, 1911; Centurion, November, 1911; Ajax, December, 1911: Audacious, January, 1912; Queen Mary, February, 1912.
Mr. Falle: Is the Queen Mary called after the Queen Mary of history, in which case the nickname of the sailors on board that ship is easy to guess, or is it called after the gracious Consort of his present Majesty?
The Deputy-Speaker: The question does not arise.
The Speed of Destroyers.—The decision of the Admiralty to increase the designed speed of some of the boats of the 1910-1911 program will not create any surprise. In view of the speed of the last few German destroyer programs, especially those which are turbine-driven, such a step was but natural. In his paper on turbines at the recent meeting of the Institution of Naval Architects, Sir Charles Parsons reminded the members that the marine turbine was first introduced into a German destroyer towards the end of 1902, when the S 125 was ordered to be fitted with it. Soon after this boat was completed, another new destroyer, G 137, having double the engine power of the S 125, was fitted with turbines designed for 30 knots, although 33.08 knots was attained on a three hours' run. Since then every destroyer has been turbine-driven, and the German Admiralty have adopted other types besides the Parsons turbine, especially those of German design. Although the designed speed remained at 30 knots, several of the boats in the 1907-1908 and 1908-1909 programs reached between 33, and 34 knots on trial. In the twelve boats authorized in 1909-1910, the designed speed was increased to 32.5 knots. The speed provided for in British destroyers during this same period has varied in the opposite direction, the Tribal class, the last of which were authorized in 1907-1008, and which were designed for 33 knots, being followed by the Beagle class, designed for 27 knots, and by the Acorn class, with the same designed speed. A designed speed of 27 knots is also provided for in the fourteen destroyers of last year's program designed by Sir Philip Watts, but the remaining seven will have higher speeds. The Archer and Attack, designed by Yarrow, will have a speed of 28 knots; the Acheron and Ariel, by Thornycroft, 29 knots; the Badger and Beaver. by Parsons, 30 knots; and the Firedrake, Lurcher and Oak, also designed by Yarrow, 32 knots. It will be seen, therefore, that we arc still somewhat behind the German boats in the matter of speed, providing, of course, that the trial conditions are the same in both cases. It would also appear, from the recent appearance of the second destroyer flotilla, that there are occasions when it is inexpedient to drive the boats at the full speed given them. It would be interesting, in view of what happened to the Acorn class boats, to learn why there is such a great difference in the trial conditions of the British destroyers, as it has always been said that what was relinquished in speed in the Acorn type was compensated for by seagoing qualities.—Army and Navy Gazette.
Aeroplanes for the Navy.—All naval men will appreciate the patriotic action of Mr. Barber in presenting the government with four Valkyrie monoplanes with a view to encouraging aviation in the services. It is hoped that two of these machines will be allotted to the navy, as they are fitted with combination floats and wheels to allow them to rise from or descend upon either land or water, and are, therefore, specially adapted for use afloat. At last, therefore, the navy may have an opportunity, even though in a small way, of testing the value and uses of the aeroplane on machines of its own. We have constantly advocated such a condition of things believing that, notwithstanding the decision of the advisory committee on aeronautics two years ago—by which the army was allowed to experiment with the aeroplane as well as the non-rigid airship, and the navy only the airship of the rigid type—naval officers should be given the opportunity of determining for themselves to what extent the heavier-than-air machine could be of assistance to them in their profession. There are two reasons why this should be done, first, because the officers selected for training in aviation at Eastchurch have shown themselves quick to pass the necessary tests in order to qualify themselves for pilots' certificates; and secondly, because naval opinion in many countries inclines to the belief that, equally with the airship, the aeroplane will be of value for scouting purposes. Up to the present the naval airship at Barrow had not been seen in flight, though Mr. McKenna last week was sanguine about an early appearance. But the aeroplane has developed rapidly during the two years it has been under construction, as recent events show. No fewer than eleven competitors in the great race known as the European Aviation Circuit succeeded in crossing the Channel.— Army and Navy Gazette.
The Naval Airship.—Mr. Burgoyne asked on the 31st ult., why the naval airship Mayfly had been rehoused without flight, and when it was expected she would really be available for effective service.
Mr. McKenna: The naval airship No. 1 was taken out of the shed in order to carry out certain experiments which could not be done inside. The ship will not be ready for service until she has been accepted from the contractors.
Mr. Burgoyne: In view of all the circumstances, will the right honorable gentleman consider the advisability of changing her name from Mayfly to Might-Have-Flown?
Mr. McKenna: Both names are the invention of the honorable gentleman.
The Naval Airship.—In reply to a question asked in the House of Commons recently it was stated that the naval airship at Barrow would be ready for her trials at the end of July, but there seems every reason to believe that it will be some time in August before she again emerges from her shed. Various alterations are being made in the airship with the view of making her as efficient as possible when her trials, which are to be exhaustive, take place. Much interest is centered in the ship and in the possibilities of her success. Her designers are sanguine she will achieve all they claim for her. The problem has been solved that she can float safely, which means that she can land safely on water wherever her captain may wish to alight. It is probable that even army airships will have to be provided with reservoirs in which to alight so as to prevent accidents which have frequently happened when they have alighted on land. However, the Barrow airship is regarded much as an experiment, but her designers and builders are so sanguine of her success that they believe she will be the beginning of a fleet of airships to be used in connection with the navy. The Vickers' firm have had great experience in the building of this ship, which will be valuable in the future.—The Marine Engineer and Naval Architect.
A New Conning-Tower.—The position of the conning-tower in our new battleships has for a long time been looked upon by naval officers as having been made obsolete by various innovations in warship building during the last few years, but chiefly by the new method of mounting our primary guns. The blast from these weapons has become something more than inconvenient to all whose duty would, in action, expose them to its stunning effects. The all-round slit between its roof and sides which formed the outlook through which the captain fought and the navigator navigated the ship, is large enough to cause inconvenience from blast, and still more inconvenience from the shell fire of an enemy who was able to shoot straight and rely on his fuses to explode his shell. For the first time we are to have, in the battleship cruiser Lion, a conning-tower so designed as to protect the officers who are inside, from either of the above dangers, and yet arranged on a plan that will give a good all-around view to those whose important duties require that they should have a free field of observation in every direction. There are still the funnels and superstructure to obstruct the view in certain arcs of the circle, but in these arcs gun-fire from the primary guns is not possible, so that the new conning-tower meets all present requirements. When the funnel less motor battleship arrives the new conning-tower will still meet the altered conditions, and afford its occupants more protection than the present one. It is smaller, and therefore not so likely to be hit by hostile fire, and it is situated just above the foremost super-imposed barbette. Naval officers are pleased with the innovation.
British Manufacturers of Naval War Material.—The productive capacity of the private establishments of the United Kingdom for building and equipping warships and manufacturing guns, gun mountings, machinery, and the like has been the subject of much discussion. We append, therefore, a list of the principal firms engaged in government work. As all the large contractors sub-let to smaller makers of specialties, etc., the list is not complete, but to add the names of the many firms assisting in Admiralty work would take up more space than we can spare. It has been calculated that the capacity of the private firms for building, arming and completely equipping vessels of the Dreadnought type is not less than eighteen it the same time. With some little addition to the facilities for gun-mounting production, this number could be increased to twenty. There are ten private docks in the United Kingdom capable of taking ships of the Dreadnought type, and two more under construction.
Messrs. Armstrong, Whitworth & Co., Elswick, Walker, Scotswood. Oppenshaw and Erith.—Shipbuilders, gun, gun mountings, armor-plate and ammunition manufacturers. Fifteen building slips. Warship output for 1909: British, 4800 tons; foreign, 6200 tons. Total employees, about 25.000. British ships in hand : Conquerer, battleship; Newcastle and Dartmouth, cruisers. Estimated capacity of firm: three Dreadnoughts complete within two and a half years from date of order, with three more each 15 subsequent months.
Messrs. Vickers, Sons & Maxim, Barrow, Sheffield, Birmingham, Crayford, Dartford and Erith.—Shipbuilders, gun, gun mountings, armorplate and ammunition manufacturers; makers of marine engines. Area of Barrow shipyard. 100 acres, employing nearly 10,000 men. Twelve building slips. Warship output for 1909 (excluding submarines) : British, 24,050 tons; foreign, 19,500. British ships in hand: Vanguard and Princess Royal, battleships; Liverpool and Falmouth, cruisers; several submarines. British machinery in hand, for battleships Vanguard (completed), Lion and Princess Royal; for cruisers Liverpool and Falmouth. Estimated capacity: three Dreadnoughts complete within three years from approval of design, with one more every six month following.
Messrs. Beardmore & Co., Dalmuir, Parkhead and Mossend.—Shipbuilders, gun, gun mountings and armor-plate manufacturers: makers of marine engines. Seven building slips. Area of Dalmuir shipyard. 90 acres. Warship output for 1909: British, 4800 tons. British ships in hand: Monarch, battleship; Gloucester and Weymouth, cruisers; also machinery for these ships. Estimated capacity for output of armor plates, 10,000 tons per annum.
Messrs. John Brown & Co.. Clydebank and Sheffield.—Shipbuilders, armor-plate manufacturers, makers of marine engines. Nine building slips. Area of Clydebank shipyard, 80 acres; of Atlas Works, Sheffield. 40 acres. Warship output for 1909, 2760 tons (British). British ships in hand: Bristol, cruiser; Beagle, Bulldog. Foxhound, Acorn, Alarm and Brisk, destroyers. British machinery in hand, for Indefatigable, cruising battleship, and Yarmouth, cruiser. Estimated capacity for output of armor-plates, 8000 to 10,000 tons per annum; for armor, forgings, castings, etc., 100,000 tons per annum; and for marine engines, 80,000 independent horse-power per annum.
Palmers' Shipbuilding and Iron Company, Jarrow.—Shipbuilders and makers of marine engines. Six building slips. Area of works, 100 acres, employing 8000 men. Warship output for 1909, 1620 tons (British). British ships in hand: Hercules, battleship; Viking, destroyer.
Fairfield Shipbuilding and Engineering Company, Govan.—Shipbuilders and makers of marine engines. Area of works, 85 acres. Warship output for 1909, 5720 tons (British). British ships in hand: Glasgow, cruiser; Grasshopper, Mosquito, Scorpion, destroyers. Machinery in hand, for Bellona, cruiser (completed). Two Colonial destroyers are also in hand.
Scotts' Shipbuilding and Engineering Company, Greenock.—Shipbuilders and makers of marine engines. Ten building slips. Area of works, 40 acres. Warship output for 1909, nil. Ship in hand Colussus, battleship. Machinery in hand, for St. Vincent, battleship (completed).
Messrs. Cammell, Laird & Co., Birkenhead, Grimesthorpe and Sheffield. —Shipbuilders, armor-plate and projectile manufacturers; makers of marine engines, constructors of floating docks, etc. Seven building slips, five graving docks. Warship output for 1909. 840 tons (British). British ships in hand: Swift, Racoon, Renard, Wolverine, destroyers. One floating dock. Machinery in hand, for Blonde, unarmored cruiser. Estimated yearly output of armor, 10,000 tons; of gun forgings, 5000 tons; with 100,000 projectiles.
London and Glasgow Shipbuilding Company, Govan.—Shipbuilders, makers of marine engines. Six building slips. Area of shipyard and works, 20 acres, employing 3000 men. British ships in hand: Yarmouth, cruiser; Rattlesnake, Chameleon, Comet and Goldfish, destroyers.
Thames Ironworks Shipbuilding and Engineering Company, Poplar.— Shipbuilders and makers of marine engines. Six building slips. Area of works, 26 acres. British ships in hand: Thunderer, battleship; Nautilus, destroyer.
Messrs. Swan, Hunter and Wigham Richardson, Walker and Wallsendon-Tyne.—Shipbuilders, makers of marine engines, dock constructors. Sixteen building slips. Area of works, 78 acres. Ship in hand: Hope, destroyer.
Wallsend Slipway and Engineering Company, Wallsend-on-Tyne.— Makers of marine engines and warship machinery. Area of works, 25 acres. One graving dock, two slipways. British machinery in hand, for Orion, battleship; Newcastle, cruiser; Hope, destroyer.
Coventry Ordnance Works, Coventry and Scotstoun, Glasgow.—Manufacturers of guns, gun mountings and ammunition. Total number of men employed (when in full working) : Coventry, 6000; Scotstoun, 2000. Also gun-proving ground, with range of 25,000 yards, at Boston.
Messrs. Firth & Sons, Sheffield.—Makers of projectiles and other warship equipment. Area of works, 41 acres, employing over 2000 men. Total producing capacity, 40,000 tons of steel per annum.
Hadfield's Steel Foundry Company.—Makers of armor, projectiles, etc. Largest manufacturing capacity for common and armor-plate projectiles in the world. Weekly output: above 6-inch caliber, 800 rounds; 6-inch caliber, 2000; under 6-inch caliber, 7000 to 10,000 rounds.
Messrs. Thornycroft & Company, Woolston, near Southampton.— Builders of torpedo craft and machinery. Warship output for 1909 (British), 860 tons. British ships in hand: Savage, Lame, Lyra, Martin and Minstrel, destroyers,
Messrs. Yarrow & Co., Scotstoun.—Builders of torpedo craft and machinery. Building slips, eight. Area of works. 12 acres, with an additional 12 acres reserved for extensions. Warship output for 1909 (foreign), 3570 tons. British work in hand: Machinery for Rattlesnake, destroyer.
Messrs. J. S. White & Co., East Cowes.—Builders of torpedo craft and machinery. Warship output for 1909 (British and foreign), 3000 tons. British ships in hand: Basilisk, Harpy, Redpole. Rifleman and Ruby, destroyers.
Messrs. Hawthorn, Leslie & Co., Hebburn-on-Tyne.—Builders of torpedo craft and machinery, makers of marine engines. Area of works, 50 acres. Output of warships in 1909 (British), 1330 tons. British ship in hand: Zulu, Scourge, Nemesis, Nereide and Nymphe, destroyer; British machinery in hand, for Conqueror, battleship, and Collingwood battleship (completed); Blanche, unarmored cruiser.
Messrs. Denny & Bros., Dumbarton.—Builders of torpedo craft and machinery, makers of marine engines. Warship output in 1909 (British) 1150 tons. British ships in hand: Pincher, Sheldrake and Staunch, destroyers.
Messrs. A. and J. Inglis, Pointhouse, Glasgow.—Shipbuilders and marine engineers. British destroyer in hand. Fury.
Messrs. Harland & Wolff, Belfast.—Shipbuilders and marine engineers. British machinery in hand, for battleship Neptune. Number of employees, 12,000.
Parsons' Marine Steam Turbine Company.—Marine engineers. Area of works, 23 acres. British machinery in hand, for Dartmouth, cruiser.
What is claimed to be a world's naval gunnery record was recently made, according to letters received at Portsmouth, by leading seaman Russell, of the flagship Minotaur, on the China station. Firing six rounds from a 7.5 gun, he scored five hits and one ricochet hit in 31.8 seconds. The returns of gun-layers' tests from the squadron thus far mark s improvement on the record of last year, when it headed all the British fleets in average score.
The Naval Officer of the Future.—Referring to the recent examination at Portsmouth of fifty-four midshipmen who constituted the first group of entrants under the new system of training for naval officers to establish their fitness for passing into the service first as sub-lieutenants, and after two years' further training as lieutenants. Engineering says that the occasion is historically interesting, and also of great importance, because it affords an opportunity to once more determining whether the ne» system will ensure a supply of officers to take up such specialized weft as steam engineering, gunnery, torpedo, and electrical work. An analysis of the situation, too, is opportune at this stage, as it is possible now so t modify the original program as to the remaining proportion of the training to be devoted to special practical work, as to rectify any error which may have been made in the course so far pursued. We think a fair case can be made out for such an amendment, and that a review of the situation will demonstrate the necessity that sub-lieutenants, who are to tab up the duties of the steam engineering officers, should at once pass in that branch, and concentrate their study upon practical training in the construction and repair of machinery and boilers.
Before stating the case in favor of such earlier specialization than was originally intended, our contemporary thinks it well to glance at the underlying motive and principle of the new scheme, and to inquire how the idea has been worked out in the case of the fifty-four youths who reached the transitional stage. The principle of common entry, on which the new system is based, has much to commend it. Although indefensible a spirit of caste has crept into the service—a social distinction has been drawn between the military and the engineering branch. While there has been no failure mutually to recognize unity of purpose, professional worth, and personal character in the case of the officers of any department of the service, yet the irrefutable claims of the engineering officer to equality of rank and status with their confreres have been denied by military officers with such unreasonable pertinacity as to justify the belief that the opposition is inspired by the spirit of caste.
Tired with their efforts to break down this widespread feeling, those in authority resorted to the establishment of the new scheme of entry, in the expectation that time would rectify the error. There can be little doubt about this being the dominant motive in those who introduced the present system, and in itself it is to be commended. But there was at the same time the greater reason for doing justice to the present engineering officers of the service, and until this is done the action must be regarded as only partly successful.
But the main consideration is as to the principle and prospective efficiency of the new scheme. It will be conceded that as a theoretical knowledge of physics, chemistry, and applied mechanics, now constitutes a great part of the training, the officer of the future, irrespective of the branch of the service in which he is ultimately to be placed, will prove more resourceful. The function of a sound education is to create a hunger for practical knowledge, to develop the mind in order to assimilate that knowledge, and to cultivate the ability of applying knowledge to useful work. Engineering can conceive of no better medium for achieving these desiderata than the tackling of engineering problems, and consequently the authorities will be commended in direct proportion to the extent to which engineering has been made the basis of the general training of the midshipmen who are now about to pass into the service. They have already laid a common foundation of knowledge, and from this will flow the advantage that in action one officer of a given rank may more easily replace his colleague hors de combat. It must not be forgotten, however, that the principal function of the warship is to win actions, and although the machinery, and particularly the boilers, under modern conditions, constitute a vital factor in the fulfillment of this aim, each branch—navigation, gunnery, torpedo, electrical and steam engineering— plays its important part, and needs to be in the hands of men having the highest expert knowledge and skill. The efficiency of any department must not be attained at the cost of the others.
But when these arguments in favor of common entry and training have been acknowledged, there remains the important question as to the period at which specialization should take place in the case of officers who are destined to serve in one or other of the special branches. Upon this question the whole success of the new scheme, and its effect on the efficiency of warship management, absolutely depends.
In the recent past the torpedo and gunnery work has been passed over to the military officers, and in their case a special training in the Excellent has followed upon their usual general education. However, satisfactory from the point of view of the management of torpedoes and guns, these courses were usually deficient in the extent to which specialized knowledge was imparted, notably in physics and applied mechanics. There is, therefore, every reason to believe that the study of engineering will ensure a higher efficiency in the case of those who specialize in gunnery and torpedo work, particularly, if as is certain, the sub-lieutenants who elect to enter these departments of the service are called upon to add to the practical knowledge already obtained a special course in the gunnery or the torpedo school.
In the case of the engineering officers there is not the same certainty of improved efficiency. Keyham College proved an admirable school for the training of the engineering student, and the four or five years served there, while it may not have given the same extent of sea-time as under the new system, certainly produced an engineer with an intimate knowledge of the mechanism which, when in service, he was called upon to maintain in the highest efficiency. The youth on leaving Keyham had undoubtedly that hunger for practical knowledge and that acquaintance with machinery which may be taken as a proof of sound mechanical training. Nor, so far, is there much to cavil at in connection with the new midshipmen. The fifty-four who were recently examined were between twenty and twenty-one years of age, and began their training b September. 1903. They spent two years at Osborne College and two years at Dartmouth College, going afloat then for six months in tie cruiser Cumberland, and subsequently they were appointed to vessels of various types in commission. While at sea they had to continue their studies under the direction of specialists on board, and it was provided that one-third of their time should be devoted to engineering. Seven of the engineering officers who had these midshipmen under their charge admit that their attitude towards their work was satisfactory. They were required to perform the same functions as the youths who underwent training at Keyham under the old system, and had experience of watchkeeping. The opinion, however, heard on all sides is that none of the midshipmen liked the engineering work, and this fact is somewhat significant in view of the hope that a sufficient number of these midshipmen will volunteer as entrants in the engineering branch of the service to make cp the necessary additions to the personnel. The work in the engine room is not always agreeable, and does not afford the same opportunities to: social enjoyment as is the case with the military work. Nor is the income as great when special allowances are taken into account. Under the present system, however, even the fifty-four students who recently sat for their examination are not called upon to volunteer for any branch until two years hence, so that it is not necessary now to consider to what extent the failure of volunteering will necessitate compulsory selection for each branch.
It is opportune, however, concludes Engineering, to inquire whether emendation is desirable on the course originally provided for the training of these officers. It will be conceded that as the midshipmen enter upon their service, under the new system, at seventeen years of age, instead of twenty years of age, as with the Keyham students, there is a gain: but against this there is the fact that only one-third of the time afloat between 17 and 20 years of age under the new system is devoted to engineering. Even then, their service is without much responsibility, and probably, also, without a clear understanding as to the why and wherefore of many things which puzzle even the most active mind. Moreover, the lack of continuity is not conducive to concentration. It would therefore be well for those in authority seriously to consider whether tin midshipmen who are successful in the recent written tests and oral examination should not be called upon to specialize at once, in order that they may, before their minds and characters have passed the plastic age and come into continuous and direct contact with the work they will ultimately be responsible for. The period between the ages of 20 and 21 years is of the highest importance in the development of resource, and there is little need to enforce the view that then concentration is of vital importance. Our opinion is that a great part of these two years should be spent at Keyham College and factory, in order that a fuller and more intimate experience should be acquired as to mechanical engineers generally. Indeed, we are satisfied that if this amendment were made t the scheme, a large part of the widespread doubt as to its general result would be dissipated.—United Service Gazette.
The Australian Fleet.—According to the Commonwealth Minister for Defence, the immediate defence policy of the Australian Government is to carry out the work agreed upon at the Defence Conference of 1909—that is, to provide the unit there laid down, comprising one armed cruiser of an improved Indefatigable type, three protected cruisers of a11 improved Bristol type, six destroyers of the river class, and three submarines. The contracts for an armored cruiser, two protected cruisers and two submarines have been placed in Great Britain, and contracts have been concluded with the government of New South Wales for the construction at Sydney of one protected cruiser, to be named the Brisbane, and three destroyers. It is anticipated that the unit decided upon in 1909 will be completed in 1912-1913.—Page's Weekly.
ITALY.
The Italian Navy.—The Popolo Romano describes the recent discussion arising from the statement of the Minister of Marine as a storm in a tea-cup—or, in the Italian phrase, in a glass of water. All that the Minister has done is to ask for money to maintain the normal relative strength of the navy in accordance with the necessities of modern war. If he had not done so, the Italian Navy, which for a time held the third place among the navies of Europe, but has descended to the fourth, would soon fall to the bottom of the scale. The cost of living is greater, everything costs more, and the navy cannot but increase in cost also. In the course of his speech the Minister said that everyone could sympathize with the desire for brotherhood and perpetual peace, but as practical men they must be prepared. Italy is a maritime country, running out like a mole between two seas, and Italians, while they do not compete with the whale, cannot be content to play the part of sardines in a box. The argument that the expenditure might be reduced because of the alliance with Austria-Hungary would merit more consideration if the Italian Navy had anything other than a friendly relation to that of the Dual Monarchy. The Popolo Romano declares that the character of Italy's alliances, the sincerity of her friendships, and her desire to settle great or small differences which might lead to misunderstanding, are the proof of her loyal and pacific intentions. If there is any country penetrated with a sense of the necessity of peace, that country is Italy.—Army and Navy Gazette.
Curtis Turbines for Italian Cruisers.—The Fore River Shipbuilding Co., at Quincy, Mass. has just shipped from their works to the Officine Meccaniche, Naples, Italy, three of six Curtis turbines for the Italian cruisers Nino Bixio and Marsala. The turbines were loaded at Quincy on the lighter Commissioner, of the Merritt & Chapman fleet, and taken to New York, where they were shipped on the steamer Perugia, sailing on July 22 for Naples.
Italy and Austria.—From time to time in these columns attention has been drawn to the situation which exists between the allied countries of Italy and Austria-Hungary. It would be a mistake to attach great political importance to the breezy agitation of the Austrian Navy League or the utterances of papers like the Danger's Armee-Zeitung. Nevertheless, it is interesting to know that the paper just named has just published a long article, introduced by a preface from the pen of Vice-Admiral Chiari, a retired Austrian officer, which is devoted to a demonstration of the decisive importance of victory at sea for the conduct of a great war against Italy. It is well known that the Italians have created extensive defensive works in Venetia, and that there exists a certain doubt or uncertainty as to the attitude that should be assumed toward the Austro-Hungarian ally. It would appear that articles like that to which we refer cannot but conduce to unfriendly relations. The object is to show that Italy is now so strong in Venetia that the possibility of successful military operations is doubtful, unless there should be a command of the sea, only to be gained by a victory over the Italian fleet. In short, the write: says that a decisive naval victory is the chief factor for success in military operations against Italy. He does not hesitate to say that it should be the object of Austria-Hungary to re-establish her supremacy in Venetia and Northern Italy, and therefore he strongly urged his countrymen to prepare for the day of trial. Even if the past were entirely forgotten, it would be necessary to maintain a sufficient fleet to secure the peace of Austria. "As Frederick the Great said, after the battle of Hohenfririberg, in 1745, that his best allies were his own troops, so must Austria-Hungary say that the best ally of her army is a superior fleet."—Army and Navy Gazette.
New Italian Dreadnought “Conte di Cavour.”—Yesterday morning August 10, 1911, this new battleship was successfully launched at Spezia Admiral Mirabello's crusade against lack of homogeneousness is beginning to produce its fruits, which began to appear in the Vittorio Emanuele Regina Elena, Roma and Napoli type, and in the eight armored cruiser; of the Pisa class. The former possess good speed and an armament two 305-mm. and twelve 203-mm. guns; the latter will probably not have their number added to, as opinion has turned in favor of Dreadnoughts of which four were designed by General Masdea.
The Conte di Cavour is the second example of these, the first being the Dante Alighicri, launched at Castellamare in August, 1910, and the other two the Giulio Cesare, in Ansoldo's yard at Sestri Ponente, and the Leonardo da Vinci, being built at Odero's at the Foce, both of which art to take the sea next month, and will be completely ready in 1914.
The Conte di Cavour, as indeed the other two not yet launched, dine in several points from the Dante Alighieri, specially in heavier armor plating—giving them more displacement—and in the elevated turrets adopted after the satisfactory results of the Minaes Geraes and the Michigan. Their thirteen heavy guns are carried in three turrets for three guns each at bows, stern and amidships, and in two elevated two-gun turrets immediately behind the triple turrets at bows and stem Their speed of 22 knots gives them 2 knots advantage over ships lib the Arkansas and Wyoming, while the weight of their broadside of big guns is as 0.247 kilos, per ton of displacement, against 0.181 kilos. From the ballistic point of view the Texas is also inferior with 0.235 kilos per ton displacement, and the English Monarch is the only one which shows superiority, with her quota of 0.253 kilos. The three new Italian ships have, however, five guns for use in extreme sector firing, against the four guns of the above units. The Viribus Unitis class, now being built by Austria, will have, on the other hand, twelve guns of 305 mm. m four three-gun turrets—two of which are elevated—giving them six guns for bow and stern firing, but a lesser broadside weight, and there is much discussion in technical circles as to the respective merits of the twp types.
The following are some of the principal details of the Conte di Cazvm Length between perpendiculars, 168.96 m.; beam, 28 m.: draft, 8.452 m displacement, 21.500 tons; turbines, 24,500 horse-power; speed, 22 knots. There are to be twenty Blechynden type water-tube boilers. The normal coal and petroleum capacity is 1000 tons. The armament will comprise thirteen guns of 305 mm., 46 caliber (weight 64.112 tons, weight projectile 417 kilos.), twenty guns of 120 mm., 50 caliber, and thirteen guns of 76 mm., 50 caliber. There are to be three submarine torpedo-tubes (two lateral, one stern). The complement will consist of 44 officers and J50 men. A view of the vessel on the stocks is given above.
JAPAN.
The Japanese Navy.—In addition to the battle-cruiser Kongo, of 27.500 tons, which Messrs. Vickers are building at Barrow, certain other vessels of the same class are being built in Japan. It has long been known that two others were in hand, but it appears that a third is also to be built. The ship now in hand at the Mitsubishi yard, Nagasaki, has received the name of Kirishima, and that at the Kawasaki yard, Kobe, of Haruna. The name of the ship to be laid down next month at the Yokosuka dockyard will be Hiyei. It is stated that the heavy parts necessary for certain of these vessels have been ordered in England and Germany. The Kirishima may be launched at the beginning of 1914, the Mitsubishi Company having taken on 2000 additional workmen for her construction. Three of the vessels, including the one at Barrow, will have Parsons turbines, and one of them a Curtis turbine installment. There are contrary reports as to the armament of these vessels. One speaks of ten 12-inch guns, another of eight 14-inch guns, and others of various arrangements. In view of this disparity of statements it would be well to distrust any of them.—Army and Navy Gazette.
Orders have recently been placed in Japan by the Japanese Government for four new armored ships of the super-Dreadnought type. With the battle cruiser laid down at Barrow last January, this makes five super-Dreadnoughts in one year.
The new battleship, says the naval correspondent of the Daily Chronicle, is to be built in the Imperial Dockyard at Kure, where the 20.800-ton Dreadnought Settsu was launched last month. This vessel is stated to have a displacement of over 25,000 tons and to be armed with twelve 135-inch guns.
In the Imperial dockyard at Yokosuka, where the Kawachi, a sister ship to the Settsu, is now nearing completion, is to be built an armored cruiser of 28,000 tons, to be armed with ten 13.5-inch guns. A vessel of similar type is to be built at Kobe and at Nagasaki by the Kawasaki and Mitsubishi Companies respectively. Neither of these concerns has built an armored ship before, but they have signed contracts for the completion of the 28,000-ton Dreadnoughts in three years.
Japanese Naval Progress.—The series of papers read by Japanese delegates to the Jubilee Congress of the Institution of Naval Architects was not only of great interest, but of historical value as well. The first, by Rear-Admiral Motoki Kondo, dealt with naval construction in Japan, beginning with the building of the Chiyoda Gata, the first warship oath European model, and tracing the development from this wooden gunboat of 1862 to the Kawachi of to-day. Dealing with the four navy yard;, the writer showed that the Yokosuka dockyard, the first sod of which iris turned in 1865, but which now employs over 8000 men, had built one third-class cruisers or small craft of less than 3000 tons up to 1904, when the Satsuma, of 19,200 tons, was begun. At Kure dockyard, commenced in 1889, the Tsushima, of 3366 tons, was succeeded by the Tsukuba and Ikoina, of 13,750 tons. Although the first armored vessel built in Japan, the Tsukuba, was the most powerful armored cruiser in the world who built and until the Invincibles were completed. At the present time the Yokosuka yard has in hand the battleship Kawachi and a 27,500-ton armored cruiser similar to the ship building at Barrow, while at Kure the Settsu is in hand. Of the other two yards, that is Sasebo, near Nagasaki is completing the Shikuma of 5000 tons, but principally repair work is done here; while the Maidzura yard, the only one in the Sea of Japan is engaged in building torpedo craft, although equal to heavier work. Japan is fortunate in possessing two large private yards, at Nagasaki and Kobe, and Rear-Admiral Kondo announced that each of these firms has received an order for a battle-cruiser similar to that ordered from Vickers. These private yards built the Mogami and Yodo, despatch vessels, but have not hitherto undertaken armored ships. Armor plate is supplied from Kure navy yard, where plant was started in 1902, the plates being made by a special process invented by Japanese engineers. Sufficient progress had been made in three years to justify armoring the Tsukuba with Japanese plates, and the output is now equal to all requirements.
Naval Engineering in Japan.—There were three other papers contributed by Japanese members of the institution, one on the development of mercantile shipbuilding, another on the design and performance of the new Trans-Pacific liners Tenyo Maru and Chiyo Maru, and one on naval engineering, by Engineer Rear-Admiral Terugoro Fujii, I. J. N. The first-named paper showed the encouragement given in recent years to the shipbuilding industry by the Japanese Government, and how in their tun the private yards are now able to undertake large warship contracts for the Japanese Navy and for other powers as well. The Tenyo Maru and Chiyo Maru are new liners which burn oil fuel only, but an uncertainty in supplies last year led to some of the boilers being adapted for coal when it was found that the consumption of coal was 20 to 22 tons against 14 tons of fuel oil. Admiral Fujii's paper contained much important information in a small compass. In regard to turbines, a Parsons installation was tried in the Mogami in 1907, and in the same year the Curtis turbine was adopted for the Aki and Ibuki. The new battleship Kauachi and Settsu will also have Curtis turbines, as will one of the four new battle-cruisers, but the three other vessels of the latter class, including the one building at Barrow, will be fitted with Parsons turbine. The horse-power to be developed by the engines of these battle cruiser will be 64,000, and they will each have four screws. The last armored ships having reciprocating engines were the cruiser Kurama, which represent at the naval review the other day, and the Satsuma. battleship The following paragraph, dealing with the effect of the recent war upon the machinery of the ships engaged, is interesting:
It is gratifying to mention that the machinery of our squadrons had not shown any defects such as to affect the action of our fleet during the whole course of the recent war, and it may be worth mentioning that some of the warships were continuously under steam for over 2000 hours The only noticeable trouble which our engineers experienced was the leakage of both main and auxiliary condenser tubes. Also I may add that the spare parts of auxiliary machinery were found indispensable, they having been used very often.—Army and Navy Gazette.
RUSSIA.
The Baltic fleet is to be brought up to its full strength of sixteen battleships by January 1, 1930. The life of a battleship is to be twenty-two years from the date of laying down, four of which are to be spent in building and equipping, twelve with the active fleet, and eight years with the reserve. After this term ships will be struck out of the fleet list altogether. The life of the cruisers is fixed at eighteen years. The cruisers will pass from the active fleet into the reserve thirteen years after laying down; their term in the reserve is fixed at five years. The life of torpedo-boats is fixed at seventeen years. After these terms have expired warships of all classes will be replaced by new vessels. Warships lost through accident are to be replaced at once.—Page's Weekly.
A new harbor is to be erected in the Baltic with two dry docks for battleships, one dry dock for cruisers, a floating dock taking 30,000-ton vessels, repair yards, magazines, etc. This new base is to be fortified both on the land and sea side. By 1924, the first year in which the two battleship squadrons will be completed, the new base is to be enlarged, with three more dry docks. By the same year there is also to be created an auxiliary base with stores and magazines. By 1914 Kronstadt is to be reconstructed as a rear base, the existing wharves and workshops are to be put in order, the roadstead is to be deepened, and the battleship dock at present under construction is to be completed.
A similar reformation is to take place at Sevastopol, where there is to be a new dry dock for battleships, and a floating dock of 30,000 tons capacity. The port of Nikolaievsk is to be equipped to be the chief construction base of the Black Sea fleet. It is to have new building slips and a 30,000-ton floating dock. The port of Vladivostok is to be sufficiently equipped for works entailed by the maintenance of the Pacific flotilla. According to this bill, the first squadron of the Baltic fleet, consisting of eight battleships, will be ready by 1918; in 1920 half the second squadron will be ready, the total in battleships then being 12; and in 1924 both squadrons will be ready. The bill does not go into the matter of finance, beyond affirming in the preamble that Russia can afford the money.—Page's Weekly.
Some interesting details were given last Friday by the Berlin correspondent of the Westminster Gazette concerning the Navy Bill which is to be placed before the Russian Duma next autumn. The bill, it is stated, provides for the reconstruction of the fleet on a large scale, and is upon the German principle of a fixed building program, for a term of years and a fixed period for the replacement of worn-out warships. It gives the exact strength of the Baltic and Pacific fleets, including minor vessels, and fixes a standard for the strength of the fleet in the Black Sea.
The bill provides that the permanent strength of the Russian fleet in the Baltic shall be two squadrons, each consisting of eight battleships, four armored cruisers, eight cruisers, thirty-six torpedo-boats, and twelve submarines, in addition to which there will be a reserve squadron consisting of superannuated ships. The Black Sea fleet is to consist of one squadron, which is to be kept at a strength one and a half times as great as the naval forces of the other States with Black Sea coasts. The absolute strength is not fixed, on the ground that the future naval strength of the Black Sea States is not known. In this case the Minister of Marine is to ask for credits for building in Budget form from year to year. For practical reasons it is impossible to create a Pacific fleet fit to cope with a probable enemy. The naval forces, therefore, will consist only of two cruisers, eighteen torpedo-boats, twelve submarines, and three counter-mine-ships, with the usual auxiliary vessels.—Page's Weekly.
Russia Puts Overboard Her First “Dreadnought.”—Russia's first Dreadnought Sevastopol, was launched successfully June 29. 1900 from the Baltic works, in the presence of the Ministry of Marine, naval attaches, a large representation of society, the legislative bodies and officialdom.
The battleship was laid down on June 16, 1909, and it is expected that another two years will be occupied in equipping the vessel. The Sevastopol has a displacement of 23.000 tons, and with 42,000 horse-power is expected to develop a speed of 23 knots an hour. Her length is 590 ½ feet, and the beam is 87 feet. Her armament will consist of twelve 12inch guns, sixteen 4.7-inch guns and smaller artillery. All of the vessel and its equipment has been or will be built in Russia.
The Russian Navy.—Two Russian battleships, the Sevastopol and Poltava, have just been launched with perfect success. The length of the ships is 590 feet 6 inches, the beam 87 feet, and the draft 27 feet 3 inches. The displacement will be 23,000 tons, and engines of 42.000 horse-power are intended to develop a speed of 23 knots. The total coal capacity will, be 3000 tons, and the capacity of a liquid fuel 1170 tons. The turbines will have four screws, and there will be twenty-five modified Yarrow boilers. As is already known, the armament will consist of twelve 12-inch guns in four turrets and sixteen 4.7-inch guns. The Petropazloisk is to be launched on August 28, and the Gangut on October 28. It does not appear that the orders have yet been placed for the three Dreadnoughts intended to be built in the Black Sea.—Army and Navy Gazette.
TURKEY.
Foreign “Dreadnoughts.”—A report from Constantinople states that the final contract for one Dreadnought of 21.500 tons was signed on June 14 by the Minister of Marine and a representative of the Armstrong group, with an undertaking that Turkey shall order a second Dreadnought from the same group, if and when the necessary credit is voted in part It is reported that the Chilian Government are considering tenders for two battleships of greater dimensions than the present Dreadnoughts. The two warships will each be of over 30,000 tons, and carry an armament of ten 15-inch guns. They will thus be the most powerfully armored vessels afloat, in addition to which they will possess a speed approximating to that of our present Dreadnought cruisers. Tenders for the two ships have been submitted by the principal British shipbuilding firms, as well as from several on the Continent. Some weeks will yet elapse before the contracts will be awarded, but there is every probability that they will come to Britain. The ships will cost nearly two and a half millions each.
UNITED STATES.
The United States Navy.—The battleships of the program of 1911-1912 will mount twelve 14-inch guns in four triple turrets. There has been a great conflict of opinion upon this question, but it is assumed that the Italians are fully satisfied as to the success of the system, and that the Austrians and Russians are acting with full confidence in their own authorities and tests. The merit of such an arrangement does not consist merely in providing for a full broadside for all the guns. The larger advantage, from the constructor's point of view, is that it will place all upon the middle line, and will economize in space for internal arrangements, including the simplifying of magazines and the system of ammunition supply, and will also conduce to economy in the weight of steel. It is further intended that the secondary or anti-torpedo armament shall be more advantageously placed. On the whole, it must be admitted that the triple arrangement possesses considerable merits, and perhaps the only disadvantages are those which were recently pointed out by Sir William White, who doubted the wisdom of putting too many eggs in one basket, and also to the maintenance of rapidity in loading and firing individual guns in such a turret. Constructors, however, have an open mind upon this subject, and are looking forward with great interest to the completion of the ships now in hand.—Army and Navy Gazette.
World-wide attention is being attracted to the new wireless towers which are to be erected at Arlington by the Navy Department. The contract for the towers was let on June 20 by the Bureau of Yards and Docks to the Baltimore Bridge Company for $105,000. When complete the plant will cost about $150,000. It will be the largest high-powered station in the world. As stated previously, the top of the highest tower, which will be 600 feet from its base, will be over 200 feet higher above the sea level than the Washington Monument. It is estimated that the station will have a radius of communication of about 3000 miles.
The “Delaware.”—The Americans are justly proud of the Delaware, and the New York Sun states that she is one of the finest Dreadnoughts afloat. She will certainly be one of the finest Dreadnoughts at the Spithead review. Recently she steamed 17,000 miles—to Valparaiso and back, and her captain reported that she required no repairs, and that her engines, boilers, ship and personnel were in excellent condition, ready for any duty. In order to test the bearings, with 10 boilers out of 14 under forced draft, the ship attained a mean speed of over 20 knots for a short period, everything working well. Comparisons have been made greatly to her advantage with the Oregon, which, during the war with Spain, also went round the Horn. But the Delaware has almost doubled the displacement, and yet the cost of coal per mile in running her was less than 75 per cent of the cost in the case of the Oregon. Just before the Delaware sailed from Hampton Roads, on January 31, with the body of the deceased minister from Chile, Senor Cruz, on board, she had completed a voyage of 9000 miles to Europe and back. The Americans are asking if any other great warship in the world has displayed such ability in sustained cruising. The Delaware has been prepared at the New York navy yard for her visit to England, and as the New York Sun says there will be no finer ship in the line, without doubt she will receive the unaffected praise of foreign naval experts.—Army and Navy Gazette.
American Navy Yards.—The subject of navy yard, or, as we should call it, dockyard administration is at present very much alive in the United States, and is really the cause of Secretary Meyer's visit to this country. A special board has been constituted to make recommendations to secure efficiency and to prepare for up-to-date management. There is to be a report on co-ordination of work, the employment of officers and men from the ships on repairs in the yards, and the placing upon naval officers of responsibility for the self-maintenance of the fleet, so that they, and not the navy yards, may determine when work upon ships shall be done at the yards. In this connection attention is to be given to the question of building a completely modern repair ship. Other subjects to be reported on are improvements in the system of accounts, the regulation of work in the yards and of labor in due proportion, rewards for individual merit in work, the advisability of continuing or discontinuing certain classes of work in the yards, and the arrangement of a course of study and lectures on methods in practice in modern management for midshipmen at the Naval Academy. Meanwhile the so-called "Taylor system" of shop management, which originated with Mr. F. W. Taylor, of Philadelphia, is supposed to promise greater economy and efficiency in engineering and other shops. The fear that it may be applied is exciting opposition amongst the employees. Naval Constructor Evans has also written on the subject, and points to the Mare Island yard as a well managed institution made capable of competing with eastern yards where wages arc much lower and the cost of material less.—Army and Navy Gazette.
It is announced that the American Navy Department proposes to test "incinerators" on warships. In the recent cruise of the American battleship fleet the slower service ships reported that they had no difficulty in trailing the fighters by the litter which floated in their wake for miles. Experts consider that this is a dangerous condition in time of war, and, therefore, for the sake of covering the trails and for sanitary purposes, incinerators are being tested.—Page's Weekly.
A Comparison of the German and American Navies. By H. D. Brandyce.—One of the most fruitful topics of the day seems to be the phenomenally rapid growth of the German Navy; and the notion is widely held that the Kaiser is adding to his fleet for the purpose of challenging England's age long supremacy on the sea. Now, whatever may be the Kaiser's idea, such a contingency is not likely to be realized for many years to come, for not only is Germany's naval strength still far inferior to Britain's but it is at the moment of writing also vastly less than our own.
In time of stress it is the armored ships that count, and the tables given above demonstrate beyond peradventure of a doubt the present offensive superiority of the United States fleet.
Germany is contemplating equipping her newest Dreadnoughts with ordnance of 12.2-inch caliber, but these undoubtedly powerful weapons will be more than compensated for by the new 14-inch rifles which are to be mounted in our Texas class, recently laid down. All this, however, is beside the question, as our object has been to demonstrate that at the middle of the year 1911, the German Navy, far from being a menace, is not by any means the equal, offensively, of the fleet that flies the Stars and Stripes.—Scientific American.
MARINE ENGINEERING.
Fiat Marine Oil Engine.—The Fiat Company, of Turin, well known as a maker of motor cars, has, of recent years, taken up the manufacture of heavy oil engines. The first engines made were of a light and high-speed type, designed especially for use on submarines, torpedo-boats, or auxiliary craft attached to large warships. On these the experimental work was done, and when their success, particularly as regards reversibility, was assured, larger sizes were taken up, and to-day the company has under construction heavy oil engines to the extent of many thousands of horse-power, both for marine use and for fixed plants on land. The motors are all of the single-acting two-cycle Diesel type, and are made for either high or moderate speed. The number of revolutions of the latter varies between 150 for the 1000 horse-power motor to 300 for the 100 horse-power motor, the weight of the motor with accessories being about 40 to 50 kilos, per horse-power. The number of revolutions of the high-speed type varies between 600 for the 100 horse-power, and 450 for the 1000 horse-power motor, the weight being from 16 to 20 kilos, per horse-power.
An example of the latter is illustrated in The Engineer. It is a 600 horse-power motor which makes 500 revolutions per minute. The general arrangement of this motor will be easily gathered from the engraving The cylinders are all cast separately, and there are no independent scavenging pumps, the main pistons being of two diameters, of which the upper and smaller part forms the motor piston, whilst the lower part works as an air pump. This arrangement permits a marked reduction in the length of the motor and improves the balance. The upper part of the crank chamber serves as a reservoir for the scavenging air which is compressed to about 0.2 to 0.4 atmospheres, according to the number of revolutions. The air is conducted to the scavenging valves through pass ages cast with the framing and cylinders. There are two scavenging valves for each cylinder placed on the cover with the oil valve and the compressed air inlet valve for starting. The exhaust, as is usual with two-cycle motors, takes place through ports in the motor liner which arc uncovered by the piston.
The high pressure compressor is of the two-stage horizontal type, and is driven by an extension of the crank shaft. In front of the motor, and driven by the main shaft at reduced speed, there is a group consisting of the water pump for cooling the cylinders and a lubricating oil pump: this oil is also used for cooling the piston, as water cooling in types of such reduced dimensions would present difficulties and the possibility of inconvenience.
The valve lay shaft is supported by brackets as shown, and is driven by the main crank shaft by means of a vertical shaft and two pairs of helicoidal wheels. The valves of each cylinder are driven by a single angular cam, which receives an oscillatory motion from an excentric keyed to the lay shaft. At one of its two extreme positions this cam opens the two scavenging valves, and at the other lifts the fuel valve. This simple arrangement is made possible by the fact that in the normal distribution of these motors fuel admission and scavenging are 180 of a revolution apart. Hence it follows that to change from forward to astern gear, it is sufficient to change the angle of the excentric on the main shaft, and this change is made by moving axially on the vertical shaft the helicoidal wheel working the horizontal shaft. The displacement is made by compressed air.
The operation of the valves for starting by compressed air is obtained by double-profile cams—one for each cylinder—which are keyed on the horizontal shaft, and which can be moved in the direction of the axis by a small shaft in the interior of the lay shaft itself, which is hollow; the two extreme positions give the movement ahead or astern, and in the center position the valves are closed.
Starting, reversing, and regulating the power and number of revolutions are controlled by means of a lever and handle, which are seen in front of the "maneuvering box," placed near the extremity of the motor. The upper lever serves to displace the helicoidal wheels on the vertical shaft, as already mentioned, and the cams which work the starting valves on the horizontal shaft, whilst the lower handle regulates the stroke of the fuel pump. The working is very simple, and in the official trials made on a motor of this type for the Italian Royal Navy it was found possible to reverse the motor easily in five seconds, starting at full speed.—The Engineer.
The French Navy Department, we hear, is contemplating using petroleum residues more extensively for heating marine boilers. The Minister of the Marine is quite in favor of it, and is now engaged in promoting a number of plans which will lead to a more extensive use of this fuel. All the new torpedo destroyers of the navy are, it is said, arranged for firing the boilers with petroleum residues of European origin. At ports such as Toulon, Brest and Cherbourg there are now being installed oil reservoirs in which the petroleum residues will henceforth be stored up, and a steamer to be used specially for oil transport has been acquired by the navy. It will ship oil at Constanza and will then bring it to the French ports and fill up the reservoirs directly. It is also of interest to note, adds the source of our information, that the 26.000-ton battleships Courbet and Jean Bart of the French fleet, as well as the new units which are to be constructed, will be fitted with the necessary appliances so that they can burn crude oil or residues at the same time as coal, making thus a combination system.—The Engineer.
The application of the producer gas plant for marine purposes seems to be making headway. The latest news on this subject comes from Seattle, where a 900-ton three-masted iron barkentine, 185 feet in length with a beam of 32 feet, is being converted for this system of propulsion. There are several interesting points about this vessel. The producer, which is of the up-draft type, is 9 feet in diameter, 10 feet high, and is intended to work on a low grade of lignite costing about 4s. per ton at the mine. The main engine is of the four-cylinder type and will develop 300 horse-power at 200 revolutions per minute. Power is transmitted through a friction clutch to a reversible propeller. The latter is 82 inches in diameter and is of the feathering blade type. The reversal of the propeller blades and the operation of the clutch are pneumatically controlled. The vessel is to be employed for carrying lime in barrels to San Francisco and is fitted with a wireless telegraphy outfit. The total cost of the conversion will, it is said, be about £7000, but it is believed that in less than two years the vessel will have repaid this by her increased earning capacity. A feature of the vessel lies in the fact that in case of fire in the hold where the lime barrels are stored, the exhaust from the engines can be turned into the hold so as to smother the fire in carbon dioxide.—The Engineer.
Turbine-Driven Ships.—The subject of the propulsion of ships continues to occupy the attention of engineers to a very marked degree, as is exemplified by a paper read recently before the Liverpool Engineering Society by Mr. J. K. Catterson-Smith. A. M. I. E. E. on the manufacture of turbo-electric generators and some of their applications to marine work. In a recent issue we dealt with the subject from the broad standpoint of the relative merits of toothed gears, hydraulic gears and electric gears, consequently it is unnecessary to go over the same ground again, but we think it may interest our readers if we deal with some points of detail raised by Mr. Catterson-Smith on the matter of electric gears. It must be remembered that up to the present, although the two former gears have been applied on ships and results have been obtained, there is no record of any example of the latter gear having been installed or shipboard and practically tested. The author claims that the chief advantages of electric drives are: No practical limit to power, electromagnetic gear in place of teeth, simple methods of varying the gear-ratio, maintenance of efficiency over large range of power by sub-division of generators, and no uncertainty regarding operation and durability of plant. Apart from questions of weight and economy, it is absolutely essential that the electric coupling should admit of an extensive range of speed control, together with effective reversing powers for braking and going astern while the vessel is being maneuvered. The types 21 present available are direct current motors, single-phase commutator motors, and polyphase induction motors, all of which are capable of variable speed control. Direct-current motors would be supplied b direct-current turbo-dynamos, and single and polyphase motors by turboalternators. There would appear to be a certain similarity between electric train haulage and ship propulsion, thus pointing to the advantages of propeller motors having such characteristics, although it may be agree: that the characteristics of induction motors would meet the requirements of all vessels except those in which exceptional maneuvering capabilities are required, as the turbine itself is capable of a wide speed range. The direct-current system has important advantages in the matter of flexibility as to speed and torque to meet the requirements of the vessel, while the propeller motor can be of any size if the voltage is increased with the sire of the unit. The author cites the case of a rolling-mill motor which is capable of giving 12,000 brake horse-power at 60 revolutions per minute on 880 volts. The speed control of such motors is easily obtained by variable voltage generators, motor field control, or compound winding on the motor field. When the ship is to be stopped, the propeller driving the motors would enable the latter to regenerate and deliver back energy to the main generators, where it would be absorbed by a water-cooling brake, or a steam-blade brake, or the energy could be dissipated by resistances. Although propeller motors of large power present no difficulty, it is found that present-day direct-current turbo-dynamos have a distinctly limiting feature in the matter of providing commutator capacity, and in support of this the author gives some interesting tables and formulae showing the maximum voltage possible under certain conditions With regard to polyphase generators, it is pointed out that commercial firms are prepared to construct motors up to 3000 brake horse-power continuous rating. The limitations as to size of this class of motor arc not of any serious moment, but whatever they are, the principal difficulty will be with the propeller motors, instead of with the generating sets as is the direct-current system. Dealing now with polyphase induction motors, it is pointed out that this system in various forms is the one most applicable, owing largely to its simplicity. Some interesting particular: are given in the paper of an extremely simple three-phase system recently proposed to the U. S. Government for a battleship. The main machinery was to consist of two 12,000 K. W. three-phase generators having a maximum speed of 1200 revolutions. Twin screws with two 7000 horse-power motors to each shaft were to be fitted, thus with full load 28,000 horse-power would be transmitted. When at full power the two motors forming one set each have 30 poles, the gear ratio then being 7 ½ to 1, and under these conditions the speed would be controlled by the turbine speed. For lower speeds one generator and one motor on each shaft would be cut out, leaving the gear ratio the same. For still lower speeds the number of motor poles would be changed to fifty, giving a gear ratio of 12 ½ to 1, and the turbine be allowed to work over its whole speed range again. Some interesting tables of gear ratio between alternator and motor are included in the paper.—Marine Engineer and Naval Architect.
Electric Propulsion of Ships.—As is well known, there are many advocates of the use of electricity as a means of propulsion, and from some points of view there is no doubt it has its attractions. The combination of steam turbines and electro-motors offers one solution of the speed reduction problem for propellers.
The Hon. C. A. Parsons considered the chief difficulty would be the danger of leakages and possible short-circuiting, which would, of course, be an added menace to marine engineering.
As we have before mentioned, Mr. H. A. Mavor, of Messrs. Mavor & Coulson, electrical engineers, Glasgow, is a firm believer in the future of electric propulsion. He pins his faith to the alternating-current, and not the continuous-current system, and claims that the only possible solution of the problem for large powers is in the alternating system.
He has recently backed his opinion by constructing an experimental vessel thus equipped, which has been appropriately named the "Electric Arc," not as a facetious individual termed it, the "Electric Ark," although she certainly does enshrine the symbols of Mr. Mavor's faith. The boat was constructed at Dumbarton, and is 50 feet long by 12 feet broad, having a moulded depth of 7 feet 4 inches. The original equipment consisted of a 45 brake horse-power four-cylinder Crossley gas engine operated with producer gas, for which a suitable producer and scrubber were provided. The engine drives a direct-coupled alternating-current dynamo or generator, with its exciter. From this generator the current passes to an alternating-current motor, which is in its turn coupled direct to the propeller. This system offers two advantages. One is that the switch system may be operated either from the engine room or from the bridge; the other is that the engine and generator shafting need not be in alignment with the motor propeller shafting, and thus engine-room space may be more economically made use of. In this experimental vessel only one engine and propeller were used; she is for short trips on coastal service.
Gas is supplied from the producer on the suction principle to the engine, which is coupled to an alternating-current generator. The continuous-current exciter is driven by belting from the engine shaft, and is mounted upon the top of the generator. The alternating-current motor is a multiple-wound machine in which there are two independent windings, the current is alternating three-phrase, and the motor is extremely simple in construction.
There are no brushes, and no slip rings. The novelty of Mr. Mavor's invention lies in the arrangement of the stationary conductors and the method of supplying them with current.
Control of the motor is through two simple switches. One of these controls the excitation of the generator-magnet, and by its means the supply of current from the generator to the motor can be regulated from zero to maximum.
The second switch is interlocked with the first, so that it can only be put into operation when the current is shut off. This switch controls the direction of the current supply to the motor in one or both of its windings, and by this means gives either slow or full speed, ahead or astern.
Mr. Mavor claims that the increase of efficiency attainable by making the motor revolutions suit the propeller and the generator revolutions suit the engine is considerable, and no doubt he is right in this. It is especially true perhaps at lower speeds than the maximum of which the ship is capable.
The system was tested as a whole, and has made a 15 hours' non-stop run with the gas producer and gas engine: but for investigation purposes it has been considered desirable to take out the producer plant and gas engine and install a petrol motor of the same power.
The vessel was tested in the Gareloch at the end of May, and attained a speed of 8 ¼ miles per hour. We do not learn much from that fact, but perhaps more important was the test of the control of the ship. The switches were connected to an ordinary Chadburn telegraph instrument, with chain connection to the main switch in the engine room. The control of the engine was thus in the hands of the navigator on the bridge, and a feature of the trial was the ease with which the vessel could be made to go ahead or astern. The demonstration also included running the vessel with power on one winding of the motor and on two. One circuit alone gave two-thirds of the speed with two.
A number of maneuvers were carried out, including stopping, starting and speed changing; and gave great satisfaction. The method of control used dispenses with resistances and auto-transformers for regulating voltage supply to the motor, the only resistance required being in the exciter circuit, where the current is comparatively small, and the necessary resistances simple and compact. The trial proves the mechanics possibilities of the scheme. What we want to know now is the relative weights of producer, scrubber, engine, generator, and motor, as compared, say, with a petrol engine directly coupled to a propeller, an suitable for giving the boat the same speed. It would also be interesting to know the comparison between the weights of machinery according to Mr. Mavor's plan and those of a vessel fitted with water-tube boilers and turbines. On the surface it appears likely that the weights would be heavy, but no doubt Mr. Mavor, as a result of this experiment, will be able to make a close estimate of these particulars.—Army and Navy Gazette.
At the summer meeting of the Institution of Mechanical Engineers of Great Britain, in Zurich. during the last week of July, a paper was read on "Modern Diesel Oil Engines," by Mr. F. Schubeler. which developed an extended discussion by representatives of the leading European manufacturers and engineers.
It was stated that engines of 2-cycle type developing 1000 brake horse power per cylinder, are now under construction for marine service by 1 number of firms and that units of 500 brake horse-power per cylinder were in satisfactory service.
The European engineers have found it practical to use almost any mineral oil for fuel in these engines, even heavy tarry oils.
The calorific efficiency of these engines is about 30 to 40 per cent in the best practice, which means that with oil at 50 shillings per ton, power can be produced for about O.II d. to 0.13 d. per brake horse-power hour.
The weight of these large units is practically the same as that of 2 cast-framed triple-expansion steam engine of equal power, or a 1000 brake horse-power unit would weigh about 40 tons. The space occupied is the same as for the steam engine, so that the weight and space or boilers, condensers and other auxiliaries are available for other purposes. It would seem that when this type of prime mover has proved its reliability and flexibility for marine service, it cannot help but be adopted —Engineer.
MISCELLANEOUS.
Engineering Education.—The Pittsburgh meeting of the Society for the Promotion of Engineering Education was held June 27, 28 and 30 at Carnegie Technical Schools and the University of Pittsburgh.
Engineering English.—The Tuesday morning session opened with two papers on English, a subject to which the society has properly devoted a great deal of attention. Prof. S. C. Earle, of Tufts College, described original plans which he has used in training engineering students in technical writing. He advocates special drill in English for these students, but he also regards general training in English as an integral part of a technical education. He does not, however, cling to traditions' methods of instruction as do some instructors who, in Professor Earle's words, "regard English as the last bit of salvage from the arts course remaining in the engineering school and as the only means of culture in a curriculum otherwise hopelessly practical." The art of clear expression involves clear thinking, especially if the description relates to other than visual images and symbols. Hence, if a student can be taught to write so as to impart accurate information he has been trained in thinking, which is, after all, the real function of a technical education. Following Professor Earle's paper, another of somewhat similar character was presented by Pro. F. N. Raymond, of the University of Kansas, on the preparation of written papers. He emphasized, as the essentials for success in technical writing, (1) accurate and thorough observation, (2) clear perception of other men's viewpoints, (3) correlation of ideas, and (4) good workmanship. By writing reports with these elements in mind an improvement will result whether the instruction is given by the department of English or formally by no department at all. In the discussion following these papers Prof. J. M. Telleen, of Case School, referred to logic as the basis of all work in English and every other subject. He defined rhetoric as "expression with the highest efficiency." Mr. William Kent believed that English can be taught best to engineering students in the engineering school and that engineering reports should be the basis of study of "engineering English."
Industrial Training.—Several speakers at the Tuesday and Thursday sessions emphasized the close connection which must exist between theoretical training and practical work. A recent interesting experiment at the University of Missouri was described by Profs. H. Wade Hibbard and H. S. Philbrick. They have attempted to teach the principles of scientific shop management by means of the engineering school shops. These shops have been organized as "management laboratories" and work has been put through them in accordance with the modern methods of "efficiency engineering." The experiment is so recent that only preliminary results could be reported, but apparently the students have entered into the spirit of the plan and are profiting by it. A paper based on a wide experience with technical graduates was presented by Mr. E. B. Raymond, vice-president of the Pittsburgh Plate Glass Company, under the title "The Technical Graduate from the Point of View of the Manufacturer." It was appreciated by the society because of the intimate knowledge of human nature which it exhibited. Mr. Raymond said that "it seems to me absurd to expect a college in four years to turn out men freed from their natural weaknesses when one considers the quality of the average human being who enters." Among these weaknesses he mentions laziness, disinclination for practical work, lack of seriousness and ability to assume responsibility, and lack of ability to become a part of a workingman's life. He believes that less "good time" and more "office atmosphere" would improve the college life. He gives as the requisites of success in engineering character, health, ambition and specific training.
Messrs. C. F. Scott and C. R. Dooley explained to the society a new plan for adapting technical graduates to the electrical business. ' The Westinghouse Electric & Manufacturing Company has modified the apprentice plan which has been used for some years by dividing the two years of its apprentice course into two periods. In the one period a more thorough but less extensive shop training will be given and this will be supplemented by classroom instruction. In the other period some one specialty will be taken up and mastered by each apprentice. The University of Pittsburgh is introducing a co-operative plan involving four twelve-week periods per year for four years. The first and last years will be spent in school, but during the second and third years the student will spend alternate periods of three months each in shop and in school. Dean F. L. Bishop hopes by this plan to meet the criticisms of the technical graduate from the standpoint of employers in relation of their immediate adaptability to industrial conditions.
Teaching Mathematics.—An important feature of the Pittsburgh meeting was the reception of the report of the committee on the teaching of mathematics to engineering students. This committee was appointed four years ago by the American Mathematical Society and the American Association for the Advancement of Science and it was directed to report to both the American Mathematical Society and the Society for the Promotion of Engineering Education. The first purpose of the committer was to compile statistics regarding mathematical instruction in technical schools, but later the plan was changed to the present one. The report, as presented and. fortunately, accepted, comprises syllabi of the essential elementary mathematical subjects, algebra, trigonometry, geometry, analytical geometry and differential and integral calculus. The plan included a syllabus of "dynamics" or theoretical mechanics, but this was found impracticable for this year on account of lack of time to secure agreement as to the essentials of this subject. The report is an outline of the theorems which every engineering student should know well and which a professor should be justified in assuming as a reasonable mathematical preparation for his work. The committee believes that this is an adequate average preparation, but that if more advanced mathematics is needed in particular courses this should be taught in connection with those courses. Before accepting the report the society debated a number of details, such, for example, as the necessity for including vectors and complex quantities. These subjects were desired by the electrical engineering teachers and others. In accepting the report it was ordered published in the Proceedings, where it will be available for general use about January 1, 1912. The report appeared in full in recent numbers of the Bulletin of the society.
Prof. E. B. Paine, of the University of Illinois, gave an extended outline of the methods of electrical engineering instruction employed there. He showed that from a general treatment of the whole subject the instruction becomes more analytical as the work progresses. He lays great stress on mathematical theory, preferring, if necessary, to leave the more practical information to be acquired after graduation.—Electrical World.
The Training of Engineers.—The conference on the education and training of engineers convened by the Institution of Civil Engineers was held on the 28th and 29th of June, and was fairly well attended there being present at the opening meeting, on a rough estimate, about one hundred and fifty persons. Whither it led we are unable to say The views expressed were nearly as great as the number of speakers, and very exhaustive analysis will be needed if any definite result is to ensue One thing, however, seemed to stand out fairly well, and that was that the engineering employer was beginning to kick against the excess of college learning, and to demand other qualifications than the mere ability to take degrees. The wiser professors fully endorsed the engineers' views in this respect, and we may possibly see some modification of the examination system, not only at the colleges and universities, but at the institution itself. Two other points also seemed to stand our prominently—one, that the young engineer, into whatever branch of the profession he proposes to turn, must go through a course of practical training, and the other that, taking one consideration with another, the best foundation for the engineering profession, as for all others, is a sound "literary" education such as is given by our best public schools We do not know whether this is an indication that the pendulum is swinging back from the modern side, or whether the education given on that side is regarded as sufficiently literary in character, but the view obviously is that specialization at too early an age is undesirable.—The Engineer.
The Practical Side of Technical Education.—In connection with the recent summer meeting of the Association of Technical Institutions, Mr. C. T. Willis read a paper on "The Training of Technical Teachers." What was needed, he said, was a happy combination of theoretical and practical knowledge, the former being kept in reasonable subjection to the latter in teaching. The most successful teachers he had known had been those who had received a fairly good education, had had wide practical experience of their trade, had kept in touch with trade literature, had attended trade classes themselves, and had also attended various classes in science subjects cognate to their trade. Mr. A. Nixon, principal Municipal Evening School of Commerce, Manchester, declared that in the commercial world the cry of "wake up" had done good service. Business men now realized that technical knowledge and ability were essential to the maintenance of our trade and prosperity. For the teaching of this knowledge we required trained teachers of types adapted to the peculiar form of teaching in evening schools. For technical work of a secondary or tertiary nature we must seek the assistance of the nonprofessional teacher, whose primary qualification must be approved industrial or commercial experience. Principal Walmsley (Southampton) said that for the technical teacher to know his work he must go into the workshop. Mr. R. Roberts, of the London Northern Polytechnic, speaking as an employer, declared that a close application of technical principles could kill technical education. Employers and workmen looked with grave suspicion at this academical side, for they found the men turned out of the technical institution were no good in the workshop. He believed that ultimately the trade of the country would be taught in technical institutions, but if they were to be successful they must not let them fall into the hands of the schoolmasters.—Page's Weekly.
The Study of Mathematics.—The question of the education of boys destined for the army is just now so very much before the public that an article by Lieut.-Colonel C. F. Close, in the Royal Engineers' Journal, comes at an appropriate moment. The author, after disclaiming any intention of comparing the relative values of classics and mathematics as a means of mental training, shows that as regards the second of these subjects all that is likely to be required or useful in war is of a very elementary character, while in peace time the chief opportunities for its employment occur in the domains of gunnery construction, engineering, electricity, etc., all important studies, but ones that are not necessarily confined to soldiers. When, however, Colonel Close comes to deal with the second part of his investigation, the conclusions he arrives at are far more interesting. The important question that he puts is: "What is the indirect value to a soldier of an aptitude for mathematics, and what is the indirect effect of a mathematical training on his habits of thought?" To find his answer he examines the education and special aptitudes of the great commanders born in the eighteenth and nineteenth centuries, those chosen being Frederick, Washington, Napoleon, Wellington, Moltke, Lee, and Jackson. From an exhaustive study of the lives of these men, Colonel Close finds that one conclusion stands out clearly—namely, that not one of these commanders had the slightest inclination or aptitude for classical studies, and further that the most impressive positive fact is that Washington, Napoleon, Moltke, Lee and Jackson, and to a small degree Wellington, were all men who evinced to a greater or less extent an aptitude for mathematical studies and calculations. No one with experience of men of action will be surprised at this result of Colonel Close's investigation, and we would wish that its lessons were likely to be more widely appreciated by the modern schoolmaster than is, we fear, the case. In this connection Bacon is worth quoting. He says, "As tennis is a game of no use in itself, but of great use in respect it maketh a quick eye, and a body ready to put itself into all postures; so in the mathematics, that use which is collateral and intervenient, is no less worthy than that which is principal and intended."—Army and Navy Gazette.
Cadet Cruises.—One of the more interesting features of the Selborne-Fisher system of naval entry and training was the institution of blue water cruises for the naval cadets on leaving the Dartmouth College. The system had been inaugurated provisionally in October, 1902, by the appropriation of the Isis and Aurora for the purpose, the latter ship afterwards being relieved by the Highflyer. In these vessels, the pre-Osborne cadets, or the fourth term in the Britannia, made cruises, nothing of a similar kind having been carried out since the Ariadne was put out of commission in 1873. The his and her consorts took the place of the Racer, a little sloop which had been used to take the third and fourth term Britannia boys for short cruises in the Channel during the summer months. The Racer was bark-rigged, and made her passages under sail, using steam to enter and leave harbor. Beneficial as the cruises in the Racer were, they partook rather of the nature of pleasant holiday trips, and were very different to the sea voyages made in the his and Aurora At first, these voyages were mainly confined to visiting ports on the British coast, but when the Cornwall and Cumberland relieved the Isis and Highflyer for the use of the Osborne cadets, the length of the cruise was extended. Now for the first time ample opportunity was afforded for the acquisition of valuable experience in modern vessels under ordinary routine, and much useful knowledge at the places visited abroad. It may safely be said that the cadets to whom these opportunities were given will always look back with pleasure to the enjoyable cruises made in the training vessels.
The cruises in the Cornwall and Cumberland take place at the end of the four years' college course, after the Dartmouth examination, and before that which forms the latter portion of the final test for the rating of midshipman. The new regulations required that each cadet should go to sea for six months, to be trained afloat in seamanship, navigation, pilotage, gunnery, and engineering by the specialist officers of the ship. There was, however, a good deal of elasticity allowed in the scheme of the cadets' instruction, and a good deal was left to the initiation of the captain of the vessel. In the first cruise of the Cumberland two cruise* of three months each were made, with an interval between during which the lads went on leave. In the Cornwall one long cruise of six months was made, thus enabling the cadets to make a more extended voyage Since those first two cruises the six months' voyage has been the rule, and only on two occasions have short cruises of three .months been made, with an interval between for Christmas leave. It does not appear that the authorities have definitely decided which is the better plan, but naturally when the cruises are short no distant ports can be visited. For the purpose, the coast of Spain and the Mediterranean appears to be the favorite voyage, and such places as Arosa Bay, Gibraltar. Algiers, Golfe Juan, Naples. Malta. Syracuse, Castellamare. Leghorn and Alexandria have been visited. Next to the Mediterranean a cruise to the West Indies and Canada has been frequently made, when such ports as Halifax. St John's. Quebec and Bermuda have been visited. Naturally the weather and climate have a good deal to do with the' selection of the places and locality visited, but the training ship has sometimes gone to ports in Norway, and once to the Baltic. The last-named cruise was made from May to November, 1909, in the Cornwall, and among other places to which she went were Copenhagen and I.ibau, while at Kiel on June ii she was inspected by the German Emperor. It is of interest to recall the circumstance that Captain Trench and Lieutenant Brandon were messmates in the training ship on this occasion. It does not appear that the naval arsenals of foreign powers, except in this instance, have been visited, the names of Brest. Toulon, Spezia and Pola being absent from the itineraries. Nor do the training ships seem to have gone to any naval port in the United States. Possibly there is good reason for these omissions, otherwise visits to foreign naval ports would appear to be among the more interesting and useful experiences which could be given to the cadets.
It must be remembered that these cruises are preliminary to appointments to the ships in the fleets and squadrons on active service. They form part of the instruction given before the final qualifying examination for midshipman, and during the cruise the lads are not only practically taught seamanship, engineering, and navigation, but undergo drills and exercises, and to a large extent conform to the ordinary routine of the ship. It is most encouraging to learn both from the reports of the officers engaged in imparting instruction, and from Sir Alfred Ewing, the director of Naval Education, that the system has given even better results than were anticipated. Of course, the system of training ships for cadets is not confined to the British service. We are familiar with the presence of German training ships in our ports, and the little Fylgia, the Swedish training ship, is often in our waters and was present at the Coronation Review. Recently also, the American Naval Academy Practice Squadron has been at Queenstown and also visited the Baltic. It is interesting to compare the difference between the American method and our own. The batch of British cadets sent in one cruiser seldom exceeds fifty, but no less than 500 cadets are said to have come over in the three battleships which form the Naval Academy Practice Squadron. Moreover, the greater part of the officers on duty at the academy appear to be drafted to the ships for the cruise, so that the studies in the institution must be practically at a standstill. Whatever may be the system chosen, there can be no doubt about the value of the cruises in these schoolships, when the youngsters obtain an early acquaintance with the practical work in a man-of-war.—Army and Navy Gazette.
The Use and Abuse of Inspection.—It has been remarked that society in these days is rapidly becoming divided into two classes—the inspectors and the inspected. Engineers especially realize that there is a great amount of truth in this saying, as few orders are placed nowadays for engineering plant or materials which do not stipulate for inspection. This tends to become stricter every year, owing to various reasons, the chief being that manufacturers in selling their goods are now generally bound down both in price and time of delivery, the former being so low and the latter so short that mistakes are more liable to occur than was the case in the old days, when the manufacturer could ask and obtain his own price and could take his own time. In those days the buyer often had to take what the manufacturer gave him, and was glad to get it at almost any price. But now the buyer knows quite well in most cases what he wants, what price he ought to give, and exactly what he ought to get for that price, and his main object is to see that he gets it. It follows, therefore, that buyers have come to the conclusion that their interests will be best served by employing inspectors empowered to visit the works of the contractors at all reasonable times, without notice, and to follow the course of the order through the works, testing the materials and the finished work, and checking quantities, weights, etc.
There is, of course, no attempt on the part of firms of good standing deliberately to defraud their customers. But at the same time manufacturers cannot afford to do more than keep to the bare specification, and specifications are often interpreted differently by buyers and sellers. Then, again, the heads of a firm cannot always attend to every detail, and foremen and workmen will often scamp work, either because they are on piecework, or merely to save themselves trouble. In the matter of loose rivets in steelwork, blowholes in cast-iron pipes, and such-like small but important defects, the inspector cannot lay the blame on the manager or foreman unless the flaws are numerous. But it is his business to find these flaws out, and if he discovers a number and sees them put right in the early stages of an order, he will find that the workmen will take more care afterwards. Again, mistakes are frequently made in dimensions, and many firms have no system of checking their finished products, even when the matter is left in their hands.
A good inspector, dealing with large quantities of materials, will save his employers many times his salary in the course of a year. But to gain the full benefits of inspection, a good man must be engaged. An inspector cannot be an expert in everything, but he must have a very clear idea of the difference between good and bad work, and must be able to read drawings easily. Then an inspector must be firm and able to hold his own, but at the same time tactful, and his honesty must be above suspicion.
An inspector with the above qualifications, and who is also the equal socially of the managers of the works he visits, can do a great deal for the firm which employs him. At the commencement of a contract he goes through the specification and drawings and clears up any doubtful points, both with, his own firm and the contractors. He also informs the contractor what kind of work he expects to get and what processes are to be employed on the various details; for instance, it is often left to the inspector to say whether holes are to be drilled or punched; whether plates are to be sheared or planed, rods and bolts solid or welded, etc. When the work commences the inspector will test the materials and see that no unavoidable delay takes place at the rolling mills, and will then follow the work through the contractor's shops and see that the various processes are carried out as specified, or as he wishes, and that the finished work comes together correctly, is of the proper dimensions, and, if necessary, is properly marked for re-erection.
If he is a tactful man and knows his business, he can get the contractor's manager and foremen to agree to his suggestions and requirements with very little trouble, and to push his work on as quickly as possible, and in the case of any alteration he acts as a buffer between the buyers and the contractors.
There are, however, a number of independent inspecting engineers who will offer to take inspection work at extremely low and insufficient rates. They can only do this by employing very young and badly paid men to do this work for them, or else by giving half the time to it that they should do. It may be taken as an axiom that in the majority of cases cheap inspection is worse than no inspection at all, as it relieves the contractor from liability without giving the buyer a sufficient guarantee that the work is properly carried out. There is, of course, certain work which can be attended to by an inexperienced inspector just as well as by an experienced one, but, as a general rule, when work which has been cheaply inspected turns out satisfactorily, it would have been just as satisfactory if it had not been inspected at all.
This brings us to the question of the abuse of inspection, about which manufacturers have a great deal to say, although it affects the buyers more than they are perhaps aware. An inspector may be very conscientious, but either through want of tact or experience, or both, he may be the cause of endless trouble between buyer and seller. Such a man walks into a works as though it belonged to him, calls the manager and foremen over the coals for the slightest cause, treats them openly as though he believes they are deliberately trying to cheat him, persists in sticking to the exact letter of the specification, and rejects quantities of material for little faults which do not matter in the least. The result of all this is that he is disliked wherever he goes, his work is delayed, and people who would not do it otherwise try to get the better of him in order to get him into trouble. Besides this, contractors who have had experience of an inspector of this kind make allowance for him in their next quotation and ask higher prices.
Unnecessarily strict and minute inspection is not, however, always due to the inspector, as his employers may tie him down to the specification, and practically refuse to allow him to use his judgment at all. Certain consulting engineers are very strict in this way, and are so well known that extra prices are always charged to cover their inspection.
Another abuse of the inspection system is to send an inspector to see very small quantities of material; we have known many cases in which inspectors have travelled long distances to inspect, perhaps. I cwt. of ordinary quality steel, the cost of the inspection coming to two, three, or four times the cost of the material. The government departments are probably the worst offenders in this way, the total cost of some of their small orders being out of all proportion to the value of the material or the use to which it is to be put. Considerable delay is often caused, also, by having these small orders inspected, as the inspector may have to wait days before he can visit the works, owing to pressure of more important work, and favorable opportunities of forwarding the material along with other goods are thus missed. Moreover, if the material has to be tested, the inspector may have to pay two visits to the mills, one to select and stamp the test-pieces and another to see them broken, as the mills cannot always prepare the test-bars the same day.
To sum up the whole question: inspection is useful and worth while under certain conditions, but not under all conditions. It pays well to inspect, provided the inspector is a firm and tactful man with a good general knowledge of engineering and inspection, and with an honest and honorable character, and provided also that he has plenty of work on big orders and is given a fairly free hand and allowed to use his judgment in the interpretation of a specification. In other words, the inspector must be a good one and must have plenty to do, and the more costly the work that he inspects the more worth while the inspection.
Inspection, as a general rule, does not pay when the reverse of these conditions is the case: when the inspector is tactless, of weak character, without workshop experience, or badly paid. It does not pay to be very strict on small variations from the drawing or specification which do not affect the quality of the work, nor to send an inspector to pass every small order, unless for special material. It is also a question whether it pays to inspect cheap materials, such as bricks, tiles, earthenware pipes, paving, etc. These things are bought in large quantities, and the inspector usually sees them stacked in the maker's yard.
The more works a man visits, and the greater variety of materials he inspects, the quicker he will be to detect bad work, to suggest improvements, and to get orders through satisfactorily.—Engineering.
The Naval Architects.—All last week was devoted to the jubilee celebrations of the Institution of Naval Architects. There were receptions, a banquet, a concert, luncheons, river trips, garden parties, etc., galore, and there was just sufficient work to bring together those who were seriously minded for a few hours a day to consider professional questions. The long program was traversed without a hitch of any kind, and the excellence of the arrangements throughout won for Mr. Dana and his staff, on whom the bulk of the work fell, the heartiest praise in all quarters. It was such a jubilee as no other institution has had. It was honored by the presence, on the opening day, of the Duke of Connaught, and, if we may say so, still more by the presence of men from all corners of the globe who have won illustrious names in shipbuilding, in the management of ships in war and peace, and in general engineering and science. The papers, too, which were presented were not of the ordinary nature, but were specially devised to suit the occasion. Sir William White fittingly opened with an address which gave the history of the Institution during the fifty years of its life, and he was followed by authors who dealt with progress in special directions during the same period. Admiral Sir Cyprian Bridge discussed the influence of naval architecture upon tactics, and of tactics upon naval architecture; Sir Andrew Noble—one of the most honored figures at the Congress—outlined the progress of naval artillery since i860: whilst Mr. Charles Ellis sketched the rise and improvement of armor in the same period. With the changes of design in warships Sir Philip Watts dealt in an exhaustive paper which, although it was deemed too long to read at the meetings, will remain always an invaluable source of information on the history of the steam and steel navies of the world; and Sir Henry Oram outlined the changes of the last fifty years in British warship machinery. With mercantile ships, which have as much call upon the attention of the Institution as warships, Mr. Thearle dealt, and certain aspects of naval architecture in foreign countries were described by representatives of those countries. Taken as a whole, the papers form a remarkable series, dealing very largely with a history peculiarly fascinating to Englishmen. In one respect that history is not being carried on by the Institution of Naval Architects. For many years the representatives of the Admiralty discussed openly at the spring meetings in the Adelphi the design and construction, the trials and successes of British warships. That is no longer done. Our warships are now built in secret; the tongues of our naval constructors are tied, and the advantages which their predecessors enjoyed by free discussion are denied them. What is gained by this determined official secrecy we are unable to tell. No one pretends that other nations who make it their business to find out remain in the dark as to what we are doing, and they can always have the latest expression of Admiralty ideas by asking for tenders from Admiralty contractors, for it is impossible to conceive of any ship being designed which does not borrow something from all those that have preceded it. The point was alluded to by more than one speaker at the congress, and we trust the time may come when the unwisdom of such secrecy as is now enforced will be appreciated, more liberty will be left to Admiralty engineers and contractors, and we shall see again those pages in the proceedings of the Institution of Naval Architects, the most fascinating they held, where the history of each step in the progress of warship building may be read. —The Engineer.
Sir William White said it had been the practice, and he believed was still the practice, of the Japanese authorities, when a contract was made for building ships or machinery in this country, or in any other country outside Japan, to associate with that a condition that there shall be received into the works where the ships were being built, or the engines constructed, young Japanese constructors and engineers who should be afforded opportunities of studying and of becoming acquainted with European methods, or, in later years, with the methods of the United States. That practice dated back for only sixteen years. He did not know whether it had been appreciated, that it was since 180.} that the mercantile fleet of Japan had been created, so that it might well happen that things had not yet got into balance in the way of production of materials and ships as to the question of cost. He would not wonder at all if Japan became a serious competitor with European countries in the production of shipping of all classes. He noticed that Dr. Terano stated that the intention was that the Encouragement Act should have fallen out of use in 1911, but that it had been prolonged for a further period of ten years. The history of subsidies suggested that when once given they were a little difficult to part with, and he was quite sure that the Japanese shipbuilders would prefer to have them continued. Japan had given a marvelous illustration of what systematic action and State encouragement, properly directed, could effect in the training of workmen and of naval architects and marine engineers.
Lord Charles Beresford, who opened the debate, dealt with the personnel of the modern British warship, which, in his opinion, whatever the quality of the equipment provided, was the most important factor of all. He regretted, as was pointed out by Sir Henry Oram, that the year 1910 witnessed the introduction of a new system, and that we had seen the last of the old arrangement under which engineer officers passed into His Majesty's service. In his opinion nothing could have been better than the working of the engineers' department under the old method. He would like, however, to ask if Sir Henry Oram were satisfied with the present proportion of officers to men. It would seem from the figures given in the paper that while with the increase in the requirements of the service the number of men had considerably augmented, the number of officers remained about the same. He would point out that the responsibility resting on the officers had greatly increased, and the figures showed that in the Japanese Navy the proportion of officers to men was higher than in our own navy.
Admiral H. I. Cone, U. S. N., questioned whether the combined system of reciprocating engines and turbines, or geared turbines, or, indeed, any of the proposed methods for improving the efficiency of the turbine at low speeds were worth the extra complication involved.
Mr. Borowicka (Austria) said that those responsible for the designs for the Austrian Navy had not looked with favor upon the combination system, but that attitude was partially explained by the fact that Austrian ships of war did not have to make the long voyages to which the English fleet was accustomed. For their special requirements they found that the fitting of cruising turbines for low speeds was sufficient.
Mr. W. M. McFarland said that the trials of the collier Neptune, which had been fitted with geared turbines, were now being carried out. Information as to the results of those trials in United States waters was not yet available, but he was able to say that on a preliminary trial extending over forty hours, at 7000 horse-power, with these turbines, the efficiency figure obtained was 98 per cent.
Mr. A. E. Seaton agreed with what had been said on the subject of British war vessels being in some respects undermanned. The present complement might be sufficient for times of peace and cruising conditions, but was not capable, he believed, of working the ship in war.
Professor A. Rateau commented on the rapid development of the employment of the Parsons turbine. The curve of horse-power built as shown in Sir Charles Parsons' paper was rising at a very rapid rate. This satisfactory result was due not only to the invention itself, but also to the persistency of the inventor. He would like to point out that the installation in the Velox was different from that in the boat fitted by Messrs. Yarrow, or that in the destroyer Chasseur. In the one case the engine was coupled direct to the shaft, while in the other separate shafts were employed. He noted that Sir Charles had classified the Rateau turbine in Class 4 in his paper, but it appeared to him that it would have been more properly placed in Class 3. It was really of the combination type, and in its application to marine work had always been in that class.
Sir Charles Parsons said that the combination system opened up many possibilities, but it had its limitations, and the lack of elasticity prevented its application to certain classes of warships. There could be no doubt he thought as to the advantages of gearing from many points of view, and particularly for the realization of high efficiency under all conditions. There was no extra space required for the geared turbine, and it presented no disadvantages on the score of cost. He was not in favor of the floating cradle (Westinghouse type); it was sufficient if provision were made to allow end movement of the pinion shaft.
Sir Henry Oram, in a brief reply on the point raised by Lord Charles Beresford, expressed the opinion that the number of officers and crew provided for the Neptune was quite sufficient. It should not be overlooked in making comparison with the old system that the artificers, of whom a large number were carried in the modern ships, could be regarded to some extent as being the equal of the old type of engineering officer
Mr. A. E. Seaton mentioned that thirty-nine years ago he had some Japanese pupils, and he never had a greater pleasure from a professional point of view than in teaching them. Subsequently he be had the pleasure of designing the engines for the first modern Japanese warship, the Maya, and also for the sister ship. In those days, although the Japanese were only just beginning to get used to Western habits, they were clever enough to have something better that the British Navy had for the same class. This was the class Gem which had very big cylinders on not very big boilers, and with very hard stoking 12 ½ knots could be got out of them, whereas the boilers in the Japanese ships gave 14 knots fairly comfortably. The sting of the paper was in the tail, and it required a little explanation. The author said, in the paragraph headed "The effect of War upon Machinery." that some of the Japanese ships in the late war were under steam for 2000 hour continuously, and no noticeable trouble was given. That was because the Japanese were not persuaded into buying cheap things. It was no use offering the Japanese Government anything in lieu of something it had set its mind on because it happened to be a little cheaper. The Japanese Government always purchased the very best articles in the market. The gallant admiral had not said very much about the Japanese mercantile marine, but he had seen illustrations of some exceeding]' fine passenger steamers which were equal to anything that we could turn out in this country, judging by the figures. There were also coasting steamers which seemed as near perfection as was possible at present. One advantage which the Japanese had in this matter was that they were not hampered by traditions. They were in the position of being able to approach the subject afresh, and consider everything from an engineering point of view only. If we could only sometimes forget a little history it would be a great deal better for everybody, and a great deal better tor the British Navy.
Admiral H. I. Cone (United States Navy) said there were some specimens of Japanese merchantment trading with the West Coast of America which were most modern in every respect, being fitted with oil fuel arrangements, etc., and, much to the disgust of the American and British shipping companies, they were taking all the traffic.—The Engineer.
Aeroplanes in Naval Warfare. Reconnoitering—Use in Coasted Signaling.—It is evident that reconnoitering will be the main sphere of action for aeroplanes. Just like the dirigible it will be possible in certain cases for the aeroplane to supplement the signal and information service on land with more or less reliability.
If we take as efficiency a time of flight of four hours and a speed of Si km. per hour, it is possible for an aviator sent out from the coast observation station to reconnoiter large regions of the Baltic Sea. France has also tried successfully to equip the aeroplanes with wireless telegraph outfits. But this can mean instruments for short distances only; and for the future, we will probably not be able to count on any far-reaching wireless equipment on account of the weight. The resulting information will therefore be known only after the return of the aeroplane, as is not the case with airships. When we consider the great speed with which the aeroplane travels, such reports will still be very valuable. As a distinct advantage of the aeroplane we must consider the fact that it can approach the enemy within a comparatively slight distance in order to take observations, since the aeroplane offers a very small target, so that it need not fear hostile shells.
As regards spotting of submarines and mines, the same holds true here as with the airship, with the addition that an accurate determination of locality is even more difficult for the aviator in the aeroplane than in the airship.
Use for Reconnoitering in Connection With a Fleet.—On the other hand the work of reconnoitering in the service of the navy is reserved to the aeroplane. An example will illustrate the importance of such a service. An enemy blockading the mouth of the Elbe River wishes to know where German ships are anchored, in order to move light bodies of troops at night. An aeroplane sent out just before darkness will give good service. Again, the reconnoitering ships of both sides meet in battle. Authoritative information seems out of question, although information as to the strength of the hostile force is essential. Again an aeroplane will be useful. So far the transmission of orders and reports, the aeroplane can be employed with great usefulness, from shipboard to land and from one slip to another, as for example, in connection with separate squadrons of a fleet; and finally for communication between land and shipboard.
In this use we have the further question of possibility of flight and landing on board ship. With a good road and start into the wind the aeroplane can rise with an initial start of 30 to 40 meters on an inclined plane, perhaps even faster. At any rate it will be possible to find a deck of sufficient length on large ships, which can be equipped for a satisfactory start. At the end of 1910 an aeroplane rose from the rear promenade deck of the German Hamburg-American Line steamer Kaiserin Auguste Fiktoria near Sandy Hook and carried dispatches and mail to land. In New York harbor similar starts from Hamburg-American Line ships were tried with success. It would be more difficult to find room for such a starting platform on warships where the disposition of the guns is of first consideration. It would be possible, perhaps, to use starting devices similar to those used originally by Wright machines; probably on board with sufficient height for the starting flight a shorter distance will be sufficient than is customary on land since the aeroplane, as soon as its wheels have left the deck, begins a gliding flight, which the influence of the propeller with increasing horizontal speed will change into the normal soaring flight.
The possibility of such a start from a warship was illustrated by the successful trial of the American aviator Ely, who toward the end of 1010 flew to land from the American protected cruiser Birmingham. More difficult than this problem will be alighting on such a limited space as is available on board ship. But this problem also was solved in January, 1911, by Ely, although such special arrangements had to be made on the American cruiser Pennsylvania, as would be impossible in actual warfare: on the rear deck was an inclined wooden track of 40 meters length and 18 meters wide and a receiving device for the aeroplane. But this could be avoided by having the aeroplane descend on the water and then raise it up on board as one would raise a boat. For this purpose either the frame or the planes must be made to float or special floating runners must be used, which, however, would have the disadvantage of causing a special air resistance. Whatever it may be, aeronautics has already surpassed greater obstacles than these. It is very likely that a competent solution will soon be found. For only with this point in view is it possible for the French to have made steps to introduce aeroplanes in the navy, and they intend to equip land stations and special ships in this way. An old cruiser Foudre is being rebuilt for this purpose. It is no wonder that they made the start, in view of the advance standing which they enjoy in the realm of flying. The Americans will probably follow in the near future, for several years ago, the War Department announced a high prize for an aeroplane which can start from shipboard and can alight on the water. A Curtiss aeroplane has fulfilled the most essential requirements in January, 1911, in San Francisco, by rising from the water and alighting on the water. This aeroplane had cigar-shaped floating runners. All this shows with what zeal America tries to make the aeroplane useful for naval warfare. Since the German budget has also means for tests with aeroplanes, it is to be hoped that this will be a further spur for all interested parties, to bridge over the gap, which separates Germany in this line from the other two nations.
Other Possible Uses.—As a last point we must view offensive possibilities of aeroplanes. We should consider that an aeroplane to be used above the sea, should have a great safety factor of operation and great duration of service, so that it may again reach its home destination in safety. Great safety for operation requires great weight, endurance in operation demands a large supply of benzine and gasoline. Moreover, a second person should ride along as observer and for the navigation, compass and navigating instruments will be necessary. There is little space left for conveying any means of attack, save with a few light hand grenades, or similar explosive projectiles, which at times may be effective against torpedo-boats, submarines or dirigible balloons. But on the whole the aeroplanes will always lack any noticeable offensive power for naval warfare. In addition to this we have the difficulty in hitting a target when throwing missiles during the rapid flight.
The aeroplanes are and will be useful mostly for reconnoitering.
We do not intend to assert that aeroplanes are at the present time adapted to all the uses mentioned, but that the present state of development gives hopes that these will be reached within a short time. Then it will be time to test them in practice.—Extracted from an article by "A German Naval Officer" in the Scientific American.
Naval Aviation. By Capt. W. Irving Chambers, U. S. N.—A short time ago, when flights were made in perfect weather only, the navy regarded aviation with complacency. Now that the greater possibilities of flight under average weather conditions have been demonstrated, a majority of our officers are eager to have a hand in the development of aviation for naval purposes, and the fascination of aerial navigation now appeals so forcibly to the spirit of daring in our young officers and men, that our chief difficulty in the future may possibly be so to temper their enthusiasm for flying as to insure the performance of other more necessary and more important duties with the usual degree of efficiency.
I have not the least doubt that these fine young fellows would soon be capturing altitude and other records if allowed to do so, and that to advocate conservatism in aviation now, in the face of its present popularity, will seem almost heretical to them.
But a certain amount of conservatism, at least in the naval branch of aviation, is imperative, and, as aeroplanes are quickly made, it seems to be sound policy for the navy to make haste yet a little slowly until the machines are better adapted to our special needs or, at least, until we have a sufficient number of aviators trained to use them and to measure their efficiency under service conditions.
A conservative policy is evidently that of foreign navies also; but it is known that France has already two naval aviators and one naval aeroplane, that the English Navy has two naval officers under instruction through the courtesy of the Aero Club of Great Britain, and that Italy, inspired by some aeroplane experiments recently made here in conjunction with our ships, is about to develop a suitable machine of the class that we have already evolved in this country.
In fact, although the United States Navy does not as yet actually own an aeroplane, our small beginnings in the development of naval aviation. or the practical efforts that we have made within the last six months have attracted the attention of other naval powers, and we will doubtless soon learn of great advances in the improvement of aeroplanes for naval use generally.
It was only last summer that demonstrations of air flight in this country made it seem probable that aeroplanes could be used from a ship. At that time the principal factor in the general development of aviation seemed to be the stimulus afforded to aviators by substantial money rewards for exhibition flights, and Mr. Eugene Ely deserves special credit for cheerfully and enthusiastically entering into the spirit of naval aviation without the prospect of any reward whatever.
Mr. Ely may be regarded as a pioneer in this branch, although it should be recorded that he might not have been able to attempt his brilliant work under the auspices of any other than the liberal, yet safe, management of Mr. Glenn Curtiss.
It was fortunate for us that one school of aviators was ready and eager to co-operate with the navy; for this connection with the Curtiss school led to a series of progressive experiments that have resulted in the production of a naval aeroplane that is almost perfect.
With this machine Mr. Curtiss is able to arise from or alight on either land or water. He can land on water that is comparatively rough. His "Triad" can be hoisted in and out like a ship's boat and, in accordance with plans already perfected by Mr. Curtiss, we will probably soon be able to launch this machine from shipboard without the necessity for any special platform or the provision of any extra gear that may not be rigged or unrigged in a few minutes.
In my opinion, Mr. Curtiss has recently done more for the development of naval aviation than any other man in the world and he deserves special honor for his liberality and foresight.
The usual policy of aeroplane builders is to make the training of military aviators contingent upon the sale of their machines but Mr. Curtiss early adopted the policy of offering to instruct officers of the army and navy in aviation unconditionally, and it is due to this liberality that the navy is ready, now, to train its own aviators, although the money appropriated for independent work in aviation will not be available until the first of July.
The Wright brothers, of whose work the country is justly proud, have also offered to train a naval aviator, and we anticipate the early inauguration of a systematic course of instruction in aviation, entirely under the auspices of the navy, at our own aerodromes, which for obvious reasons it is desirable to have so located as to be accessible to naval vessels.
I regard the development of the naval aeroplanes, or hydro-aeroplanes (the Curtiss type of which has been named the "Triad" from its triple power to function on any of the three elements, air, land or water) as marking an important epoch in aerial navigation.
If ever trans-oceanic flight by aeroplanes is accomplished, I presume it will be due to the further development of this class of machine. By its use aerial navigation becomes a matter of comparative safety and a means of delightful pleasure trips and sporting events over water.
There is now and always will be sufficient talent in the navy to build its own aeroplanes as well as to operate them and to keep them in the van of progressive aerial architecture. But it is a well-known policy of the Department to encourage private industries in the development of war material and, as this policy will doubtless prevail for some time with respect to aeroplanes, 1 see no good reason for the navy to attempt now to build its own aerial machines. It is hoped, however, that this policy will not prevent the navy from making its own laboratory experiments, conducting its own scientific investigation of the problems of aerial naval architecture and engineering and establishing a sound system of standard tests for workmanship. It is also hoped that this policy will not prevent the navy from eventually embodying, in its standard machines, the best points of all makes that are specially suited for naval purposes.
From my point of view, the principal problem in future flight is the improvement of the motive power. It is the most important because most difficult. Of course, there will be great improvements in the details of shapes and materials and in the assemblage of various other accessories, but we would have been flying fifteen years ago if we could have commanded then the same degrees of efficiency and reliability of the motive power that are at our command to-day. It seems to me, therefore, that there should be some recognized and authoritative government testing or comparing station for motors and propellers in order to make effective progress in their development. Suitable facilities for this work already exist in the navy. The motors and propellers for future naval aeroplanes will doubtless be thoroughly tested and compared, both in the shop and during flight, at the Engineering Experiment Station at Arinapolis and at the aerodrome in that vicinity. In this way the navy may be able to assist in the desired general development.
As for laboratory work connected with the test of models and the materials that enter into the architecture of aeroplanes, the government model plant at the Navy Yard, Washington, is already well equipped for prosecuting scientific investigation in this direction. There we have suitable delicate recording instruments, a corps of expert woodworkers or model makers and draftsmen under the direction of mathematical experts, and all under the disciplined organization of the Navy Department, ready to undertake the work almost immediately.
I anticipate that, by the introduction of aviation in the navy, we will be able to develop substantial improvements in certain necessary instruments such as the aeroplane compass, for example, and that we will be able to add something of value to the science of meteorology. Those of us who were brought up in sailing ships realize that our dependence on the wind and weather sharpened our weather instincts. Aerial navigation will doubtless develop in our future naval airmen a yet keener appreciation of weather indications, through their greater dependence on them, and the meteorological observations of these men will doubtless be recorded systematically.—Scientific American.