With the EDITOR'S COMPLIMENTS. lpresenteo to Gbe library of tbe TUntversit^ of {Toronto bE ?> \3r 2^ y /// THE NAVAL ANNUAL, 1902. EDITED BY T. A. BRASSEY. PART I. — Lord Brassey, K.C.B. ; Commander C. K Robinson^ R.N. ; Messrs. G. R. Dunell, John Leyland, J. R, Thursfield ; and the Editor. PART II. — Lists of Ships : Commander C. N. Robinson, R.N., and John Leyland ; Plates : S. W. Barnaby, M.I.N.A. PART III. — Armour ; Ordnance and Ordnance Tables. PART IV. — First Lord's Memorandum; British and Foreign Navy Estimates. 1902. PORTSMOUTH: J. GRIFFIN AND CO., 2, THE HARD. 3 (booksellers to her late majesty queen victoria.) CV *b^ London Agents : SIMPKLN, MARSHALL & CO. 'iX q ' Foreign Agents : PARIS : BOYVEAU & CHEVILLET, 22, KUE DE LA BANQUE. "tf NEW YORK : D. VAN NOSTRAND COMPANY. BERLIN : W. H. KUHL. HONG KONG, SHANGHAI, and YOKOHAMA : KELLY, WALSH & CO. TOKIO : Z. P. MARUYA & CO. A LONDON : PRINTED BY WILLIAM CLOWES AND SONS, LIMITED, 'DUKE STREET, STAMFORD STREET, S.E., AND GREAT WINDMILL STREET, \V. PEEFACE The review of the progress of the British Navy during the past year shows that the rate of shipbuilding is improving, and that some of the leeway has been made up ; but we are still much behind the standard of efficiency which was reached in H.M. dockyards when, under the superintendence of Admirals Sir Charles Fane and Sir Digby Morant, the Majestic and Magnificent were completed in less than two years. Portsmouth Dockyard is now crowded with ships in the completing stage. Many of these are contract-built, and have been handed over by the contractors in beautiful order. The waste of time in construction, and the waste of public money in damage to fittings by allowing contract-built ships to be pulled to pieces in the dockyards during the completing stage, are blots on our present system of administration. Contract-built ships should be completed for sea by the contractors, under the superintendence, if necessary, during the final stage of construction, of the officers who are to command the ships when commissioned. The all-important question of the personnel of the Navy is dealt with in the present volume by Lord Brassey. The Board of Admiralty appear to be fully alive to the necessity of making a serious attempt to develop an adequate Naval Eeserve. In this, as well as in other directions, increased efficiency is likely to accrue to our naval administration from the action of Lord Selborne and his colleagues. A chapter on Mercantile Auxiliaries was to have been included in Part I., but the appointment by the Admiralty of a committee on this important subject, while it has prevented Professor Biles (who is to serve on the committee) from undertaking the work, has rendered such a chapter unnecessary. The decision of the Admiralty was made known too late to enable us to secure another paper to take the place of that referred to. Submarine navigation is a question which seems to call for special treatment, in view of the large number of submarine boats built and building for the French Navy. So little reliable information has, however, been made public as to the purposes or results of the most recent trials, that the chapter on .submarines is in the main limited to a description of the boats already in existence. The fundamental difficulty of submarine navigation is that of vision. It is one which is far from having been satisfactorily overcome, and unless it is overcome it is to be hoped that the Admiralty will not go beyond their present policy of building iv PREFACE. one or two boats a year, and putting them in the hands of a capable officer for experimental purposes. The menace of the submarine is far less serious than was the menace of the torpedo-boat ten years ago. The exaggerated importance attached at the time to the latter has been proved over and over again in the manoeuvres, and is now generally recognised. Part II. remains in the hands of Commander Robinson and Mr. John Leyland for the lists of British and foreign ships, and of Mr. Barnaby for the diagrams. To the latter many additions have been made. No one knows better than the present Editor how difficult it is to secure complete accuracy in a work embracing so many statistics, for some of which the information is not as reliable as could be wished. I would earnestly beg those who may detect real or apparent errors in the lists to point them out, in order that they may be corrected in future volumes. Part III. will be found fully as suggestive and as interesting as the chapters on Armour and Ordnance in the Naval Annual of last year. To Part IV. have been added two letters by Lord Brassey, reprinted from The Times, which appear to have had some influence on recent naval policy. In conclusion, I wish to cordially acknowledge the assistance given in the preparation of the present volume for the press by Mr. Leyland, who has filled my place as Editor during the past two years when I have been unable to undertake the work. T. A. Brassey. April, 1902. CONTENTS. P A E T I. CHAPTER I. Progress of British Navy Editor 1 CHAPTER II. Progress of Fokeign Navies .. .. Editor and John Leyland 15 CHAPTER III. Comparative Strength Comparative Tables Editor 47 56 CHAPTER IV. Naval Reserves Lord Brassey 65 CHAPTER V. British Naval Manoeuvres . . . . . . .. J. R. Thursfield 8(i CHAPTER VI. Foreign Manoeuvres .. .. .. .. .. John Leyland 119 CHAPTER VII. "The Invasion of England" .. .. .. .. John Leyland 130 Submarines CHAPTER VIII. Commander C. N. Robinson, R.N. 144 CHAPTER IX. Marine Engineering G. R. Dunell 157 VI THE NAVAL ANNUAL. PART II. TABLES OF BRITISH AND FOREIGN SHIPS. Commander C. N. Robinson, R.N., aud John Leyland. PLANS OF BRITISH AND FOREIGN SHIPS. S. W. Baknabt. M.I.X.A. PART III. Chapter I. — Armour „ II. — Armour Plates and Projectiles ,, III. — Attack of Armoured Ships „ IV. — Rapidity and Accuracy of Fire Ordnance Tables 295 308 320 344 356 PART IV. First Lord's Memorandum British Navy Estimates Programme of Shipbuilding French Navy Estimates .. German Navy Estimates Italian Navy Estimates .. Russian Navy Estimates .. United States Navy Estimates Naval Strength (reprinted from The Times) "The Fleet on Foreign Stations (reprinted from The Times) 379 406 414: 418 423 425 427 428 429 435 LIST OF ILLUSTRATIONS. H.M.S. Good Hope (first-class cruiser) H.M.S. Queen Jeanne cl'Arc (Trench first-class cruiser) Montcalm (French first-class cruiser) . Giuseppe Garibaldi (Italian first-class cruiser) Eostislav (Eussian battleship) Eetyizan (Russian battleship) The First British Submarine . . Frontisjriecc "acing page 3 „ 17 19 „ 28 „ „ 49 „ 128 144 DIAGEAM. Diagram showing the Expenditure on the Construction of New Ships (British) in the financial years 1872-3 to 1901-2 facing page 416 PAET I. CHAPTER I. Progress of British Navy. During the year 1901-2 the following vessels have been com- ships pleted : — Five battleships : Vengeance, Formidable, Implacable, comp C! e( ' Irresistible, and Bulwark ; four armoured cruisers : Aboukir, Cressy, Hogue, and Sutlej ; one first-class protected cruiser : Spartiate ; one third-class cruiser : Pandora ; the Eoyal yacht Vic- toria and Albert ; four sloops, two river gunboats, 22 destroyers, and four torpedo boats. The above represent a large addition to the fighting strength of the British Navy, and the addition to be made in 1902-3 will be no less important, viz., five battleships and seven armoured cruisers, besides smaller vessels. On April 1, 1902, there were under construction 13 battleships, 22 Ships armoured cruisers, two second-class cruisers, two third-class cruisers, l In°' four sloops, two auxiliary vessels, ten destroyers, and five torpedo- boats. The number of first-class battleships building is greater than the number completed for any other Navy than our own, and we have under construction thrice the number of first-class cruisers •completed for any other Power. The Vengeance, 12,950 tons, is the last of the six vessels of the Battle - Canopus class, which belong to the 189(3-7 programme. She was laid completed down at Barrow on August 23, 1897, and has been therefore over Ven- four years under construction. On the 30 hours' trial, at one-fifth oeance- •of her power, the collective I.H.P. was 2885, the speed 11*35 knots, and the coal consumption 1*69 lbs. per I.H.P. per hour. On the 30 hours' trial, at four-fifths power, with 102 revolutions, she developed 10,387 I.H.P., which gave her a speed of 17*49 knots on a coal consumption of 1*5 lbs. On the eight hours' full-power trial, with 110*6 revolutions, the total I.H.P. developed was 13,852 and the speed 18*5 knots. The coal consumption was 1*72 lbs. The following description of her gun trials is extracted from the Times : " The Vengeance is the first battleship built by Messrs. Vickers, Sons & Maxim, and she is also the only ship in the -British Navy which has been built, engined, armoured, and supplied ♦with her heavy gun mountings by one firm. She was ordered twelve 15 THE NAVAL ANNUAL. Formid- able class. months later than her five sister vessels, the Canopus, (ioliath, < Icean, Albion and Glory; and Sir William White, profiting by his experience in the interval, was enabled to effect some important improvements, such as better speed, greater protective strength, and a higher offensive power. The chief difference, however, between the Vengeance and her predecessors of the Canopus class is the new type of heavy gun mounting, by means of which the 12-in. guns can be loaded at all firing positions, whether of training or elevation. The Vengeance is also the last ship to be supplied with the .Mark VIII. Woolwich guns, of 46 tons and 36 calibres in length, which, though not so powerful as the Tickers Mark IX. of 40 calibres, is still a formidable weapon, as it fires a projectile of 850 lbs. in weight, with a muzzle velocity of 2367 foot-seconds and a muzzle energy of 33,000 foot-tons An important advantage afforded by the new mounting is that while the gun can be kept sighted on the object aimed at, the gear is simplified rather than complicated, as there are no locking bolts nor apparatus for working them All the loading operations are carried out by hydraulic power, but simple fittings have been provided for the use of hand power as an alternative. The results were regarded as highly satisfactory, as it was shown that with a trained crew, and the machinery operated under ordinary working conditions, a rate of two rounds a minute could be maintained for a prolonged period." Of the six battleships of the Formidable class, four were laid down in 1898, viz. : The Formidable on March 21, at Portsmouth ; the Implacable on July 13, at Devonport ; the Irresistible on April 17, at Chatham; and the London on December 8, at Portsmouth. The two others were laid down in 1899, viz. : The Venerable on January 2, at Chatham, and the Bulwark on March 20, at Devonport. These ships were fully described in the Naval Annual of 1900. Their displacement is 15,000 tons, and their estimated speed is 18 knots with 15,000 I.H.P., under natural draught. All are fitted with Belleville boilers. The Formidable, Implacable, Irresistible and Bul- wark have been commissioned for service on the Mediterranean station. At One-Fifth Power. At Four-Fifths Power. Full Power. I.H.P. Speed. Coal. I.H.P. Speed. Coal. I.H.P. Speed. Coal. FormidaMe Implacable Irresistible Bulwark Foudou 3281 3179 3243 3174 11-5* 11-1 11-76 n-2 lbs. 202 1-95 2-4 1-78 11,618 11,857 11,626 11,755 11,718 17-15* 16-75 17>5 16-83 16-4 lbs. 1-89 1-65 2-U9 1-8 1-8 15.511 15,244 15,603 15,353 18-13* 18-2 18-2 18-15 lbs. 1-81 1-88 1-97 1-83 Speed by measured mile, other speeds by log UJ UJ D O BATTLESHIPS BUILDING. 3 The London is to join the Channel Squadron for the Coronation Review. The Venerable is progressing more slowly. Particulars of the trials of the Irresistible were given last year, but are included in the table on opposite page, taken mainly from the Engineer, for the sake of comparison. The Duncan class includes six battleships of 14,000 tons displace- Battle- ment and 15,000 I.H.P. Four were launched before March 31, 1901- ^X,. ,„_ The Albemarle and Montagu are completing at Chatham and Devon- struction. port respectively, and the Duncan at the Thames Ironworks, Duncan, while the Kussell has been delivered at Chatham from Jarrow. The Cornwallis was launched on July 17 at the Thames Ironworks, and the Exmouth was floated at Messrs. Laird's, Birkenhead, on August 28, with all citadel, barbette, and casemate armour as well as most of the auxiliary machinery in place. The Duncan class are the longest as well as the fastest battleships in H.M. Navy. Their estimated speed is 19 knots, as compared with the 18 knots of the Formidable and the Queen. By accepting 7-in. Krupp steel armour in place of 9-in. Harvey steel, the displacement,, in spite of their length, is kept down to 14,000 tons, instead of the 15,000 tons of the Formidable class. The Queen and Prince of Wales were described in the Naval Queen. . Annual, 1901. They have the same dimensions, armament, and speed as the Formidable class. The Queen was launched on March 8, 1902, at Devonport, by H.M. the Queen ; the Prince of Wales on March 25, at Chatham, by the Princess of Wales. In the King Edward VII., Commonwealth, and Dominion, of Ships laid which a drawing has been kindly furnished by the Admiralty, the 0WI1' displacement is increased to 16,350 tons. Length, 425 ft. ; beam, 78 ft. ; draught, 26 ft. 9 in. ; I.H.P., 18,000 ; speed, 18-5 knots under natural draught ; coal capacity at load draught, 950 tons. The principal armament remains, as before, four 12-in. guns; but on the upper deck four 9 ■ 2-in. guns are mounted in casemates, two firing ahead and two astern — a most important addition. Ten 6-in. Q.F. guns are carried in a central battery, separated by armoured screens. This method of mounting the secondary armament is that adopted in the Japanese battleship Mikasa, built at Barrow, and was suggested as preferable to the casemate system in the article by the late Captain Orde-Browne and the Editor in the Naval Annual of 1896. In the new British ships there are, however, no longitudinal screens in rear of the guns, as in the Mikasa. The Edward VII. was laid down at Devonport. The Commonwealth and Dominion are being built by contract, one at Jarrow, the other at the Thames Ironworks. For over ten years the construction of armoured cruisers for the Cruisers. b 2 THE NAVAL ANNUAL. Spartiate. Armoured cruisers. Cressy chss. British Navy was abandoned. The cruisers of the Naval Defence Act were protected by armoured decks. The Edgar and her sister ships, perhaps the most successful of the many types designed by Sir William White, carried no armour on their side. The Powerful and Terrible, protected by a deck G in. on the slopes, were the answer to the Russian Rurik, with her 10-in. belt. But with the completion of the Spartiate, the last of the Diadem class, the protected first-class cruiser disappears from the list of ships under construction. Of first-class armoured cruisers there are three types building. The Cressy and her five sister ships are of 12,000 tons displacement, and are protected by a 6-in. belt of Harveyed steel. The Cressy and Sutlej were launched at the end of 1899, the Aboukir and Hogue in 1900, and the Bacchante and Euryalus in 1901. The Cressy is in commission on the China station. The result of the trials of the other vessels of this class are given in the following table (from the Engineer). The Bacchante is not yet ready for sea, while the comple- tion of the Euryalus, which was launched at Barrow on June 20, has been delayed by a fire in the yard, which did some damage to the ship. All are fitted with Belleville boilers. Cruisers under con- struction. Drake class. Builders and Make;.- of Machinery. At One -Fifth Power. At Fob -Fifths Power. ' Full Power. I.II.l'. Speed. Coal. I H.P. 16,274 16,445 16,602 16,456 iSpeed. Coal. I.H.P. Speed. Coal. Aboukir ... Baccl aute... Kut'ej Hogue Fairfield J. Bro*n & Co. J. Brown & Co. Vickers& Maxim 4597 4624 4644 4738 14-4 13-6 14-13* 13 1-9 ! 1-8 1-99 2-09 20-2 20-6 20 • 63* 20-15 1-77 1-75 1-9 2-05 21,375 21.S20 21,261 21,432 21-6 21 7 21-77* 22-06* 1-84 1-7 2-36 2-06 These vessels have thus considerably exceeded their estimated speed of 21 knots. The displacement of the four cruisers of the Drake class is practically the same as that of the Royal Sovereign and the Powerful, viz., 14,100 tons. They are protected by a belt of 6-in. armour, 11 ft. 6 in. in depth, extending for four-fifths of the length, tapering to 4 in. and 2 in. forward. At the after end of the belt there is a transverse bulkhead of 5-in. armour. Their designed speed is 23 knots, with 30,000 I.H.P. The Good Hope and Drake were launched respectively in February and March, 1901. The Drake has arrived at Portsmouth from Pembroke for her trials. The Leviathan was launched by Messrs. J. Brown & Co., at Clydebank, on July 3, and will be handed over to the Admiralty before the Naval Annual is published. The King Alfred was launched by Messrs. Vickers, Sons & Maxim, at Barrow, on October 28. The Good Hope was * Speed on measured mile, other speeds by loj A II MO U RED CRUISERS. 5 handed over by her builders, the Fairfield Company, two months before the contract date, and has successfully passed through her trials. These are of such importance that a full description is given from the Times: — There are 43 Belleville boilers, with < couomisors, supplying steam to two sets of four-cylinder triple compound engines, designed to develop together 30.000 I.H.P. ; and throughout the trials everything worked most satisfactorily — a fact the importance of which will be more readily appreciated when it is stated that the official contract tests were carried out from day to day according to the original programme in an irreducible period of time; and the later series of progressive speed trials was delayed only one day, and that was owing to fog. The first trial at one-fifth full power was of 30 hours' duration, and was to determine the radius of action for the coal supply carried — 2590 tons — and as on this trial the rate of coal consumption was 1 -87 lbs. per I.H.P. per hour, the ship may steam at 14 kuots speed for 7000 nautical miles. On the second trial, also of 30 hours' duration, the test was very severe. No warship has ever steamed for so long a time at this power— 22,703 I.H.P. ; but everything went splendidly, and the coal consumption worked out to 1 -83 lbs. per I.H.P. per hour. At this power four runs were made over the deep-sea course between Rame Head and Dodman Point, when it was found that the mean speed was 22 'Oil knots, and this agreed with the observations of Capt. Wilson, who was in command during the whole run, when the vessel went GO miles west of the Scilly Isles. On the eight hours' full-power run the power developed was 31,07! I.H.P., which is equal to 12 • 23 I.H.P. per ton of all machinery and 47 G I.H.P. per ton of boilers- results far in excess of those realised in ships with cylindrical boilers, while in Atlantic- liners of corresponding speed the power per unit of weight of all machinery is only 6 I.H.P. per ton. The speed on this trial was 23 05 knots. This is the mean of mean result of five runs over the deep-sea course in a heavy swell, which was not conducive to high steaming. The coal consumption on this run was 1 "92 lbs. per I.H.P. per hour, and it should be noted that all the water lost throughout all the trials was made in evaporators run by the exhaust steam from the 75 auxiliary engines on board the ship, thus effecting a great economy. Immediately after the contract trials there was a series of long-distance rung at progressive speeds, the deep-sea course of 22 knots west of Plymouth Sound being traversed three times at about 18 knots and three times at about 20 knots. On the first of these sets the mean of mean speed was 18*10 knots with the engines indicating 12,1(18 I.H.P., and on the second the result was 20-58 knots for 16,960 I.H.P. Having completed these runs on Wednesday, the vessel headed up Channel for Spithead, as the j-.ubsequent speed trials at low powers were to be made over the measured mile at Stokes Bay; and although it was a dark night, with a driving south-west rainstorm and by no means a smooth sea. a record trip for a warship was made, the time from outside Plymouth Breakwater to the Warner Lightship being slightly over six hours, giving a mean speed of nearly 20 knots. On the following day the Good Hope made four runs at 15 knots, 13 knots, and 10 knots speed at Stokes Bay. It was found that 2G89 I.H.P. gave 10-6 knots, 5096 I.H.P. resulted in a mean of mean speed of 13* G3 knots being got, while on the next series the average power was 7053 I.H.P. and the speed 15-91 knots. There was also a very severe test of the steering machinery, which, with the anchor and capstan gear, was supplied by Messrs. Napier Brothers, of Glasgow. The ship was driven astern at 18 knots while the helm was kept at various degrees up to hard over, and the result was very satisfactory, the steering mechanism standing the test. The Drake and her sisters possess fine sea-keeping qualities and great speed. The cutting down of the upper works and the elimination of the boat deck, whereby some 50 to 60 tons weight is saved, and the absence of ventilators, are improvements. A comparison of the principal features of the Drake with those of other large cruisers building for foreign navies will be of interest (see table on next page). The maximum thickness of the armour on the belt and on the gun positions is G in., except in the case of the California, where it 6 THE NAVAL ANNUAL. does not exceed 4 in. The 9*2-in. guns of the Drake are mounted in barbettes forward and aft ; the 6-in. guns in eight double-storeyed casemates. The 8-in. guns of the California are mounted in pairs. Of the fourteen G-in. guns, eight are mounted in a central redoubt, pro- tected by 4-iu. armour. In the Gromoboi the armour is carried up to Date of ... Completion lonnage. T ., ., „ Maximum I.H.P. Speed, coal Supply. Tens. H.M.S. Drake . 1902 14. loo 30,000 23 2500 2 9-2-in., 16 6-in. U.S. California . 1903? 13.680 23,000 22 2000 4 8-in.. 14 6-in. R. Gromoboi . 1901 12,336 14,500 lio 2:100 4 8-in., 16 6-iu. Fr. Victor Hugo 1903? 12,500 27,500 22 2100 4 76-in.,16 6'4-iu. the upper deck, forming a central casemate, in which are mounted twelve G-in. guns ; one 6-in. gun is mounted, right forward, and another right aft, on the main deck ; the remaining two 6-in. guns being mounted one on each bow. The four 8-in. guns are mounted on the upper deck at each angle of the casemate. The feature of the Gromoboi is the large area of armoured side. •County" The Monmouth or "County" class,* of 9800 tons displacement and 23 knots speed, now comprises sixteen ships, including the six ships referred to below. The Kent was launched at Portsmouth on March 6, 1901; the Essex at Pembroke, in September; the Mon- mouth, by the London and Glasgow Shipbuilding Company, on November 13 ; the Bedford, by the Fairfield Company, on August 31 ; and the Lancaster at Elswick, on March 22nd, 1902. The Cornwall is building at Pembroke ; the Suffolk at Portsmouth ; the Berwick by Messrs. Beardmore & Co. (the well-known armour manufacturers, who now for the first time appear as contractors for shipbuilding for H.M. Navy); the Cumberland by the London and Glasgow Company ; and the Donegal by the Fairfield Company. Devon- The above vessels carry an armament of fourteen 6-in. Q.F. guns, shire. j-en 0f w[1ic]1 are mounted in casemates, and four in pairs in turrets, fore and aft. For the latter, two 7 ' 5-in. guns are to be substituted in the six vessels of a slightly modified type already laid down or to be commenced during the year 1902-3. The following are the par- ticulars of the Devonshire and her five sister ships : — Length, 450 ft. ; beam, 67 ft. ; displacement, 10,200 tons ; speed, 23 knots. The lines of the " County " class are extraordinarily fine, as will be seen from the plan in Part II. The bow gun is mounted very far forward, as in the Drake class. The weight of this gun and its protection, and of the heavily armoured conning tower, must * For description, see Naval Annual, 1901, p. 22. PROTECTED CRUISERS. impose a great longitudinal strain on the ship ; and it would be an improvement if these great weights could be carried rather further aft. The Challenger and Encounter are building at Chatham and Devonport respectively. Their principal features arc compared below with those of other recent second-class cruisers. The additional knot of speed is a great improvement. Second- class cruisers Displacement Length. liearu. Challenger . .1880 355 56 12.500 21 ! 1 6- in. Hermes . 5600 850 i 54 10,000 20 ! 1 0-irj. Dido class . 5600 Mod 54 9600 19- 5 5 6-in., 6 1-7-in.* Arrogant class . 5800 320 57-6 10.000 19 4 6-in., 6 4-7-iii.* Speed. The Pandora, built at Portsmouth, is the last of the cruisers of Tnird- the "P" class. On her natural draught trials she attained a speed of cruisc.ls. 19-18 knots with 5218 I.H.P. and a coal consumption of 2-33 lbs. On the forced draught trial, the I.H.P. developed was 7331, and the .speed was 19 ■ 72 knots with a coal consumption of 2 • 5 lbs. Two protected cruisers of a new type, the Amethyst and Topaze, Amethyst, are to be built by Messrs. Beardmore. Displacement, 3000 tons ; length, 360 ft. ; beam, 40 ft. ; mean draught, 14 ft. G in. Under natural draught the estimated speed is 20 knots, with 7000 I.H.P., and under forced draught 21| knots, with 9800 I.H.P. The armament comprises twelve 4-in. and eight 3-pdr. Q.F. guns. . The coal capacity at load draught is 300 tons. The Einaldo, Vestal, and Mutine, of 980 tons displacement, slooP8- sister ships to the unfortunate Condor, which was lost with all hands on the passage from Victoria, B.C., to Honolulu, attained speeds of 13*4, 12*4, and 13 *G knots respectively on their commissioning trials. They have been sent to the China station. The sloops Fantome, Espiegle, Odin, and Merlin are of 1070 tons -displacement. The two last named were launched at Sheerness on November 30. The Espiegle, fitted with Babcock & Wilcox boilers, attained a speed of 13*5 knots on her trials. The Fantome, fitted with Niclausse boilers, on the eight hours' full-power trial steamed 13 "63 knots with 1453 I.H.P. The armament of these sloops com- prises six 4-in. Q.F. guns, and the cost is £90,000. The Swallow and her sisters, launched over fifteen years ago, on a displacement of 1130 tons, carried eight 5-in. guns, and had a speed of 13*5 knots. The modern sloop represents no advance on her predecessors in the * To be replace! by 6-in. guns. 8 THE NAVAL ANNUAL. most important elements of fighting power. A'essels of this class are only useful for police duties in peace time, and, except on certain stations, such as the East Coast of Africa and China, where vessels of light draught are required, those duties could be more effectively performed by a smaller number of second-class cruisers. They are practically useless for the purposes of war, as has been frequently pointed out in these pages, and would, in many cases, have to be laid up on the outbreak of hostilities. It is satisfactory to note that the number of sloops in commission on foreign stations is to be reduced. Recou- The reconstruction which is already in progress, or to be taken stmction. jn }ian(i during the financial year 1902-3, is of the most important character, and means a large addition to the fighting strength of the Navy. In the Eoyal Sovereign class it has been decided to put the six upper deck 6-in. Q.F. guns in casemates. The fact that of the secondary armament of these 14,000 -ton battleships only four of the ten 6-in. guns were adequately protected has always been the great objection to the class. The secondary armament of the first- class Naval Defence Act cruisers, of about half the displacement, was as powerful. Had not the Admiralty decided to make this change, the Eoyal Sovereign and her seven sister ships would have had to be relegated to the list of second-class battleships. They will now be- fairly entitled to rank with the Majestic class. In the Barfleur and Centurion the 4*7-in. guns are to be takem out and replaced by ten 6-in. guns in casemates. For battleships of 10,600 tons a secondary armament of ten 4*7-in. Q.F. guns, only four of which were mounted in casemates, was lamentably weak. Four 6-in. cruns in casemates are to be added to the armament of the Powerful and Terrible. The casemates for the former were completed by Messrs. Vickers, Sons & Maxim in six weeks from the receipt of the order. In the second-class cruisers of the Arrogant and Talbot classes- (5600 tons to 5800 tons) all the 4'7-in. guns are to be taken out and replaced by 6-in. guns. The weak armament of these cruisers was severely criticised in the Naval Annual at the time of their construction. It will be interesting to see how the increased weight of guns- and casemates is to be compensated for in the above cases. Whether, as has been suggested, it is possible to give some protection to the secondary armament of the Admiral class or not, the decision to take first in hand more modern ships is certainly a wise one. Torpedo Twenty-two destroyers, four torpedo boats, and five submarines craft. TORPEDO FLOTILLA. 9 have been completed during the year 1901-2. The following par- ticulars of trials are taken from Engineering : — Trials of Torpedo Boat Destroyers and Torpedo Boats during the Year 1 '.)(>! & c Pound-1 e-a ol Coal Name of Shipbuilder and Engineer. Name of y. u Tvpe of I.H.P. Speed in per Vessel. £ ■ Boiler. Knots. l.H.P. per How. ton*. j fa) 8722 30-916 2 29 j Express 427 Laird's I f (b) 8577 (a) 6456 (b) 6309 31-021 30-278 2"3< Laird 1 Lively 332 " { 30-111 — 1 ( (> \ 30-03 f — I Syren 3,3 „ { (a) 6665 (b) 6708 29-764 30-000 2 49 Viewers, Son.; & Max m Vixen 3.0 Normand { (/<) 6758 (61 6961 29-389 29-797 2-4 1 ( Greyhound 3 Ml Yarrow { («) 63d8 (b) 6141 30-157 30 337 2 ' 34 "> Hawthorn, Leslie & < o 1 Roebuck 33'. ,, (a) o:,37 (b) 6591 30-346 30-181 2-38 \ Paceliors ■ 33:, ,, { (a) 6292 (b) - (6) 5886 30-179 30345 2 378 T.' 1 ' / Bullfinch 323 Thornycroft ) Not j taken — E.irle s . . . . . . . . •! Dove 324 (_b) 6059 — -i- i ♦Cnarfer .. ',' 3746 25-331 — \ arrow . . . . . . . . ■ * Hasty ,, 3822 25-592 — / No. 9**, 1st) 181 { (a) 2883 24-982 2 44 I C.T.B. j " (b) 2975 25-523 — \ No 99, 1st | 185 { fa; 2667 (6) 2739 25-069 2 • r 9 C.T 15. / " 24-938 — Thornycroft . . . . . . . . < No. 107, 1st) C.T.B. i 18. { (a) 2823 (.b) 2899 25-053 1-sl:> 1 " 25 • 206 — / No. 108, 1st | 182 { (a) 2876 25-359 2-009 ^ C.T.B. j (b) 2783 25-446 * Trials after re-boilering by Messrs. Ear!e. (a) Three hours' full power eoal-consumption trial. + Trial nin in a gale. (b) Ttiree hours' full-speed trial. The Success, built by Messrs. Doxford, with G597 I.H.P., attained a speed of 30-023 knots. The Express was contracted for by Messrs. Laird at a speed of 33 knots. She made her first trials in October, 1898, and since then has been continuously under trial. The Albatross, built at Chiswick, was accepted last year with a speed of 31 "55 knots. For short runs she did attain her contract speed of 32 knots. The Arab, another 32-knot destroyer, has also failed to attain the contract speed. The failure of these destroyers to attain the designed speed appears to be partly due, as pointed out in the Engineer, to the fact that new elements have to be taken into consideration in designing propellers for speeds of over 30-31 knots, and partly to the additional weights imposed on the boats to give them greater structural strength than was contemplated in the original design.* * Mr. S. W. Barnaby read an interesting paper before the Institute of Xaval Architects in March, 1902, on this subject. 10 THE NAVAL ANNUAL. The difficulties, as revealed in a recent Parliamentary return, which have been experienced with the trials of many British destroyers — the fact that some boats have been four years and more under trial, when compared with the rapidity with which destroyers have been built and accepted for the Japanese Navy by Messrs. Yarrow and Messrs. Thornyeroft — seem to point to the desirability of concentrating the construction of this class of vessel in the hands of a few firms who have given special attention to the subject. Xipcraml it is most unfortunate that both of the destroyers fitted with Parsons' steam turbines should have been lost. The Viper was wrecked during the manoeuvres in a fog on Bushon Island, near Alderney. The crew were all saved. The Cobra went down on the passage from the Tyne, where she was built, to Chatham, with the loss of a large part of her crew. The Court Martial on the Cobra disaster found that the loss of the ship was due to structural weak- ness. They also found that the Cobra was weaker than other -destroyers, and that, in view of that fact, it was to be regretted that she was purchased into His Majesty's service. Whether the Cobra was considered to have been sufficiently eased down, as even the largest ocean liners have to be eased down in really bad weather, does not appear from the proceedings of the court of inquiry. The finding of the Court Martial, and the fact that other destroyers have been in dockyard hands owing to buckling of plates and similar causes, has awakened serious anxiety in the public mind as to the structural strength of this class of vessel. It should, however, be borne in mind that the destroyer flotilla has not been handled very gingerly. Destroyers have been at sea in all weathers, and have no doubt sometimes been driven in bad weather. That under these circumstances some destroyers should have exhibited signs of weakness is but natural. The fact that Messrs. Yarrow* have sent to South America, China, Japan, and Australia, besides European ports, no less than fifty destroyers and torpedo boats, without having to make a claim on the underwriters, due either to structural weakness or breakdown of machinery, is, at any rate, important evidence of the seaworthiness of torpedo craft. A committee has been appointed by the Admiralty to investigate and report on the structural strength of destroyers. Vt.jox A new destroyer, propelled — like the Cobra and Viper — by turbine engines, has been built by Messrs. Hawthorn, Leslie & Co., while the machinery has been made by the Parsons Company. f * Mr. A. F. Yarrow's Letter to tl.e TYmes, October 21, 1001. t For description, cf. p. 163. PERSONNEL. 11 Ten now destroyers of a larger displacement and stronger con- struction have been ordered. The speed will be only 25^ knots, a reduction chiefly due to the conditions of trial, which has now t<» be made with bunkers full. M. Normand, in the destroyers recently constructed for the French Navy, has sacrificed speed to solidity of construction. Five torpedo boats have been ordered from Messrs. Thornycroft. New They will be the largest yet built, viz., 105 ft. long. The speed will boats. " be 25 knots. Two river gunboats have been completed by Messrs. Yarrow. River ° x . gunboats. The Teal attained a speed of 13 * 045 knots as a mean of six runs on the measured mile. The load carried was 40 tons, and the draught 2 ft. 2^ in. This is the first occasion on which so high a speed has been obtained on so light a draught. In the Moorhen the guaranteed speed of 13 knots was maintained for three hours with open stokehold, and during one hour wood fuel alone was used. The Eoyal yacht Victoria and Albert attained a speed of 16*2 Victoria knots on her commissioning trials, with 5200 I.H.P., only half her Albert boiler power being used. On the passage to Gibraltar and back she behaved admirably. The importance of fleet auxiliaries was strongly urged in the Fleet i tt i • a auxiliaries Naval Annual of last year by Admiral Sir John Hopkins. A repairing and distilling ship, the Assistance, and a distilling ship, the Aquarius, are in hand. Ten years ago we had a large proportion of the merchant steamers Merchant of the highest speed. Owing to the subsidies given by foreign Governments, we have lost our pre-eminence in vessels of this class. Germany now possesses, or will shortly possess, eight or nine vessels capable of crossing the Atlantic at 22-23 knots speed, which, so long as we have no ships that could catch them, might do great damage to our commerce in time of war. The question of merchant cruisers was discussed at the summer meeting of the Naval Architects in 1901. A committee has been appointed by the Admiralty, at the suggestion of the Institution, to go into the subject ; and an even more satisfactory evidence of the intentions of the present Board is the fact that the sum provided in the Navy Estimates for 1902-3 for the Eoyal Eeserve of Merchant Cruisers has been increased by £55,687. The First Lord states in his Memorandum : " The numbers voted Personnel for the current year were 118,625 active service ratings. It is expected that the establishment will have been reached by the end of the financial year, as recruiting has been good. The numbers 12 THE NAVAL ANNUAL. proposed for next year are 122,500." The increases will consist of the following ranks and ratings : — Increase in numbers. Royal Naval Reserve. Colonial Naval Reserve. Officers 26G Warrant Officers 14:; Seamen 1500 Artisans ami Electricians 250 Engine Room Artificers [50 Stokers 1000 Miscellaneous ... 400 Boys (Shipwrights and Coopers) 166 The question of manning is fully dealt chapter. In the year 1890, the first year writer was responsible for the editorship of total numbers voted for the Navy were 68,800 for 1902 amount to nearly double that figure victualling and clothing (votes 1 and 2), and at the two periods, were as follows :— Vote 1. Wages of Officers, Seamen. &c. .. 2. Victualling ami Clothing Votes 13 and 14. Non-effective services Total 3875 with in a subsequent in which the present the Naval Annual, the ; the numbers proposed The votes for wages. the non-effective votes- 3,312,500 1,103,200 4,415,700 1,726,900 5,9t52,00o 2,023,500 7,985,500 1,942.800 6,142,600 9,928,300 The non-effective votes have not yet begun to feel the effect of the additions to the numbers voted in the last twelve years. During this period the increase in the number of the Eoyal Naval Reserve has been comparatively small. Owing to the diminution of the number of British seamen in the Mercantile Marine, which has become a serious national question, this source of supply is decreasing. It must certainly diminish unless the Government seriously grapple with the question. The other sources of supply are the fishing and seafaring population, not only of the mother country, but of the colonies ; the importance of which has been repeatedly urged on public attention by Lord Brassey and the present Editor. A beginning was made in the direction we had suggested by the embarkation of 50 Newfoundland fishermen for six months' training on H.M.S. Charybdis. " The experiment," telegraphed the Times correspondent at St. John's on the day after the Reservists' return, "is considered a complete success. No difficulty is anticipated in obtaining hundreds of volunteers henceforth." The misunderstanding between the Colonial Government and the Admiralty, as to the drill TRAINING. 13 ship which it was proposed to station in Newfoundland waters, will no doubt be removed. The formation of the Fleet Reserve is a most important step in Fleet the right direction. The numbers borne on January 1st, 1902, were Reserve- 7001. The numbers voted for 1902-3 are 10,500. The estimated increase in the year is 3200, about half of which will be due to transfers from the Pensioners' List, for which the numbers voted in 1902-3 are 5078, as compared with 6676 voted in 1901-2. The men who have served their time in the Navy are obviously the best material for the Reserve. It is something to have already 15,000 men available from this source; and it is to be hoped that these numbers may be doubled. A review of the naval history of the past twelve years does not show a sufficiently serious attempt to grapple with the question of Naval Reserves. The policy of maintaining in peace time the number of men required to man the Navy in war time — which is that which has been pursued during these twelve years, with the complete sanction of Parliament — is wasteful of the national resources. But a strong Naval Reserve is not only needed on the ground of economy. It is also needed to enable us in case of war to make use of the enormous potential resources which we possess in this country for shipbuilding. The appointment of a strong Committee, of which Sir Edward Grey is chairman, to consider how far the manning of the Navy may be supplied by Naval Reserves, including the proposal, for the establishment of a Naval Volunteer Reserve, which is again taking shape in the hands of Mr. Chadwyck Healey, is an evidence that the Government propose to give serious attention to this vital -question. Exercise with masts and yards, Lord Selborne plainly states in Training iiis Memorandum, is not considered essential for the proper training of officers or seamen. This announcement is a not unexpected sequence of the abolition of the sailing-ship training squadron, and will, it is to be feared, result in a deterioration of the quality of ■both officers and men. For the present there is an adequate supply of both officers and men trained in sailing ships ; but before many years are past we will probably have to follow the example of the United States Navy, as well as of some of the greatest shipping companies, and re-establish sailing training squadrons for the education of a proportion of both officers and men. The experiments conducted on board the Trafalgar with an Coaling at sen. improved Temperley transporter appear likely to lead to a successful solution of the problem of coaling at sea. The Trafalgar, during the 14 THE NAVAL ANNUAL. operation, steamed head to sea at a speed of from 8 to 10 knots, towing the collier astern of her. The rate maintained for 2 hours 55 minutes was 30 tons an hour, but it is believed that this can be increased to 45 tons an hour, or about a third of the rate attained in harbour under favourable conditions. It would diminish the quantity of coal to be transferred if the collier could tow the battleship during the operation of coaling. This review of the progress of the British Xavy cannot be con- cluded without, first, an expression of satisfaction at the vigorous efforts being made by the present Board of Admiralty to increase our naval strength in various directions, the importance of which has been urged for many years in these pages ; and secondly, an expression of deep regret that Sir William White, for so many years the Director of Xaval Construction, has found it necessary to resign, on account of ill-health, the post which he has filled so well. All our 41 first-class battleships, the Barfleur and Centurion, 47 first-class cruisers, and 47 second-class cruisers, built or building, besides a host of smaller vessels, sloops, destroyers, &c, are due to the designs of Sir William White. No naval constructor has had such responsi- bility on his shoulders ; few, if any, have ever left, or ever will leave, so great a mark on the shipbuilding policy of their country or their time. T. A. BEA.SSEY. 15 CHAPTER II. Foreign Navies. France. The shipbuilding work for the French Navy is being carried forward pro. in accordance with the programme described in the Annual, last year srailimt'- (pp. 33, 34), and more fully in the volume for 1900 (pp. 31-4). This measure is still operative, though, owing to the recent action of the Budget Committee in dealing with the estimates of 1902, its financial continuity was threatened, and there is a possibility that its features may be varied.* According to its provisions four battleships should have been put in hand in 1902, but one only will be begun, the three others being inserted in the list in order that contracts may be entered into and some preparations for them made. It is worth noting that the delays in completing recent ships for the French Navy have been fully as great as for our own. The following were the vessels launched in 1901 :— Armoured Launches. cruisers: Desaix, Sully, 1 )upetit-Thouars, and Leon Gambetta; destroyers : Eapiere, Flamberge ; sea-going torpedo-boats : Siroco, Typhon, Bourrasque ; submarines : Francais, Algerien, Farfadet, Lutin, Gnome, Korrigan ; submersibles : Sirene, Triton, Espadon, Silure ; transport despatch vessel : Yaucluse (of little value, continued after being suspended many years). The following were the vessels laid down in the same period : — Vessels Battleships : Bepublique, Patrie ; armoured cruiser : Victor Hugo : llll,i llow B- destroyers (10) : Francisque, Sabre, Dard, Baliste, Mousqueton, Arc, Pistolet, Belier, Catapulte, and Bombarde ; submarines (23) : Naiade, Protee, Perle, Esturgeon, Bonite, Thon, Souffieur, Dorade, Lynx, Ludion, Loutre, Castor, Phoque, Otarie, Meduse, Oursin, Grondin, Anguille, Alose, and Truite ; also larger experimental boats of a new type, Q 35, Q 36, Q 37 ; first-class torpedo-boats (12) : Nos. 266-277. The only large ship completed during 1901 is the battleship Battle- Iena, which, after many delays, has passed through her trials at Brest. shlf,8t Her displacement is 12,052 tons, and the estimated speed with ena" 15,500 I.H.P. was 18 knots. The Iena has already been described * By a vote of the Chamber, however, on March 8, the ships struck out by the Committee were reinserted in the list. 1(5 THE NAVAL ANNUAL. Henri IV fc'uffren. Ri pub- lique. Patrie. in the Naval Annual, but the following particulars from Lc Yacht may be given here : — " Her ordinary supply of coal or petroleum residuum is 820 tons, giving her a radius of action of ."200 miles at 10 knots : or she can carry 1100 tons of packed briquettes in her bunkers, when her radius of action will be 7000 miles at 10 knots. The armament consists of four 12-in., eight G'-i-in., eight 3*9-in., sixteen 1 S-in., besides smaller guns. She can fire two 12-in., four 6'4-in., and four 3*9-in. guns fore and aft. The armour-belt runs her whole length, and its maximum thickness is 13*78 in. Flush with the upper and lower edge of the armour-belt are two armour decks, and between them is a cellular structure which encloses the various magazines and store-rooms. Above the armour-belt is a light armour varying from 2*36 in. to 4*72 in., which extends right round the ship, but leaves a width of ship's side of more than three feet unprotected between the armour-belt and the 2 * 75-in. armour of the casemates. The Iena was ordered on April 3, 1897." On her trials she attained a speed of 18*2 knots with 16,500 I.H.P., and a coal consumption of 1 • 7 lbs. per H.P. The trials with petroleum fuel were considered highly satisfactory. On the gunnery trials the elevating gear of one of the guns broke, causing considerable delay in the completion of the vessel. The trials of the second-class battleship Henri IV. have been much delayed owing to the non-delivery of her machinery. She is of 8948 tons displacement. The estimated speed, with 11,500 I.H.P., is 17 knots. This vessel was fully described in the Annual, 1900. The Suffren was launched at Brest in 1899. Displacement 12,728 tons; I.H.P., 16,500; speed, 18 knots. She is fitted with Niclausse boilers. The normal coal supply is 1100 tons, which can be increased to 1820 tons. The armament comprises four 12-in. guns, ten 6*4-in., and eight 3*9-in. Q.F. guns, the distribution of which will best be understood by reference to the Plate. Four of the < ! • 4-in. guns are mounted in a casemate amidships protected by 5-in. armour ; the remaining six singly in turrets on the upper deck. The Suffren is protected by a complete water-line belt 12 in. thick amidships, rising to a height of 3 ft. 7 in. above the water-line. There is no unarmoured space between the belt and the lower edge of the casemate armour, as in the Henri IV. Two battleships have been laid down from the designs of M. Bertin — the KepubHque at Brest, and the Patrie at La Seyne. Displacement, 14,865 tons ; length, 434 ft. 10 in. ; beam, 79 ft. 7 in. ; draught of water aft, 27 ft. 6 in. The hull is protected by a belt 11 in. thick at the water-line amidships, and 9-8 in. thick at the upper edge, tapering to 7 in. at the bow and o\ in. at the stern. The FRENCH BATTLESHIPS. 17 belt rises to a height of 7 ft. 6 in. above the water-line amidships, and to 8 ft. 6 in. above the water-line at the stern. There are two armoured decks placed respectively at the upper and lower edges of the belt. The lower deck has a thickness of 2f in. on the sloping sides, and 2 in. on the horizontal portion. The upper or splinter- deck (pont de ricochet) is 2*4 in. thick. The space between the two armoured decks is divided into numerous compartments, and ap- propriated as coal bunkers, magazines, &c. The side is further protected by 2i-in. armour, rising to a height of 17 ft. above the water-line forward. It is carried down to 3 ft. 4 in. below the water- line at the stern, in order to afford protection to this portion of the vessel when pitching. The principal armament, as in the case of most British battle- ships, consists of four 12-in. guns mounted in pairs in closed turrets forward and aft. The secondary armament includes eighteen 6"4-in. Q.F. guns, some mounted in an armoured redoubt, others in pairs in closed turrets, as compared with twelve 6-in. Q.F. in the Queen and Prince of Wales. There are twenty-six 1 "8-111. Q.F. guns and five torpedo tubes, only two of which are submerged ; the three others being protected by light armour. The propelling machinery consists of three vertical triple expan- sion engines, each driving a propeller. The boilers will be of the water-tube type. The estimated speed with 17,475 I.H.P. is 18 knots. That of the Queen is 19 knots with 20,000 I.H.P. The normal coal supply is 905 tons, which can be increased to 1825 tons, giving a radius of action of 7000 miles at 10 knots. One battleship (A 11) is provided for in the estimates of 1902, New and will be put in hand. She will be of the Eepublique class. battlesh,P Three others, A 12, A 13, A 14, also figure in the programme, but it is stated that they will be delayed, owing to the new State gun factory not being in working order, thus retarding the supply of ordnance. The Budget Committee have struck out of the estimates the votes for the third-class battleships Friedland and Vauban, as being no longer effective ships. Turning to cruisers, the Jeanne d'Arc, an armoured cruiser of Cruisers. 11,329 tons displacement and an estimated speed of 23 knots, has Jpanne given much trouble on her trials. She failed to get over 18 knots with her 28,000 I.H.P. Her engines were to run at 120 revolutions, as in the case of our later cruisers ; but before 110 revolutions were reached they developed great heat in nearly all the bearings, which, it is said, were inadequate in surface. There are on board 36 boilers of the small tube express type, and it is said that the feed arrange- c 13 THE NAVAL ANNUAL. Cliateau- renault Armoured cruisers. Dcsaix. D.ipetit- Thouars. meats became choked, with the result that five of them got red hot ; but in no case was any damage done. There is some talk of replacing the boilers, which are of the Guyot type, with those of some other design. The commerce destroyer CMteaurenault has attained the high speed of 24148 knots on her preliminary trials with 24,9G4 I.H.P. The estimated speed was 23 knots with 23,000 I.H.P. The bronze bearings were found unsatisfactory and are being replaced by steel, which is delaying by some four or five months the completion of the ship for service. The CMteaurenault is only protected by an armoured deck, and she carries only two G-4-in. and six 5"5-in. Q.F. guns, on a displacement of 8,018 tons. Lc Yacht states that while the boilers are good the machinery is defective for high speeds, and is of opinion that the high cost .(over £600,000) of a cruiser so weak in offensive and defensive qualities renders it unlikely that the type will be repeated in the French Navy. The commerce destroyer Guichen has been struck off the active list while under repair. The new construction of the French Navy is mainly concentrated on armoured cruisers. Of these there are no less than four classes in various stages of construction. The Desaix, Dupleix, and Ivleber are of 7700 tons displacement, 17,100 I.H.P. , and 21 knots speed. The Desaix was launched at St. Nazaire by the Societe des Ateliers et Chantiers de la Loire on March 21, 1901. The normal coal supply is 880 tons, which can be increased to 1200 tons ; the radius of action with the former is 6450 miles at 10 knots and 1216 miles at 21 knots ; with the latter, 8800 at 10 knots and 1650 at 21 knots. Armament: eight e^-in. guns in four turrets, four 3-9-in., ten l-85-in., and four 1'45-in. guns ; ..also two torpedo tubes. The space between the armour deck and the next deck above is filled with a cellular structure which is watertight ■and protected by the armour-belt. The armour-belt is 4 33 in. thick at the water-line. The idea is that the cellular structure will keep the vessel afloat, even when she is damaged below the water-line. The vessel is intended for distant stations, and on that account has wood and copper sheathing. The Dupleix, launched in 1900 at Bochefort, has commenced her trials. The Kleber is still on the stocks at Bordeaux. The Dupetit-Thouars, Amiral de Gueydon, and Montcalm are of 9517 tons displacement and 21 knots speed. The belt armour has a maximum thickness of 6 in., and the armament comprises two 7'6-in., eight 6'4-in., and four 3"9-in. Q.F. guns. The Montcalm, which was launched at La Seyne in 1900, on her preliminary trials FRENCH CRUISERS. 10 in September, 1901, attained a speed of 20 ■ 85 knots with 18,200 I.H.P. The machinery and boilers are reported by Le Yacht to have given every satisfaction. The Gueydon is nearly ready for her trials at Lorient. The Dupetit-Thouars was launched at Toulon on July 5, 1901. The Conde, Gloire, and Sully have the same general features as Conde'. the Dupetit-Thouars, but the displacement is increased to 10,014 tons; length, 453 ft, ; beam, 66 ft. ; draught, 24 ft. 9 in. Her estimated speed is 21 knots with 20,000 I.H.P. The normal coal supply is 970 tons, which can be increased to 1590 tons, giving a radius of action of 6500 miles and 10,400 miles respectively at 10 knots. The complement comprises 25 officers and 590 men. The Sully was launched at La Seyne in July, 1901. The Conde was launched at Lorient on March 12, 1902. The Gloire was launched in 1900 and is well advanced. The Marseillaise, launched in 1900, and Amiral Aub'e, on the stocks at Brest and St. Nazaire respectively, are of the same class, but have some slight differences in the smaller armament and protection of smaller guns. Cost of Conde, £808,000, including £91,000 for armament. The Leon Gambetta, Jules Ferry, and Victor Hugo are of Leun 12,550 tons displacement ; length, 480 ft. 7 in. ; beam, 71 ft. 2 in. ; Gambetta- draught, 27 ft. The Leon Gambetta was launched at Brest on October 26, 1901. The Jules Ferry was laid down in 1901 at ■Cherbourg, and the Victor Hugo at Toulon. The following particulars are taken mainly from Le Yacht: — Protection is afforded by a -continuous belt rising to a height of 7 ft. 7 in. above the water-line amidships. Its maximum thickness is 7| in., tapering to 5 in. From the belt to the upper deck the side is protected by 2 • 2-in. armour. The armament comprises four 7 * 6-in. Q.F. guns, mounted in turrets forward and aft ; sixteen 6 • 4-in. Q.F. guns, of which four are mounted on the main deck in casemates, and twelve in pairs in six turrets on the upper deck. The turrets are so disposed that ten 6 ■ 4-in. guns (including two of the main-deck guns) can fire ahead or astern. There are five torpedo tubes, of which two are submerged. Twenty- eight Mclausse boilers furnish steam to three vertical triple-expansion engines, each driving a propeller. The estimated speed is 22 knots with 27,500 I.H.P. The coal endurance is 12,000 miles at 10 knots, and the complement will be 38 officers and 690 men. The cost of this vessel is £1,169,940, including armament, £158,792. Another vessel of the Victor Hugo class, C 14, is to be laid down, of which Le Yacht gives the following particulars : — Length, 479 ft. ; beam, 70 ft. ; displacement, 12,550 tons ; number of engines, three, with a total of 27,500 I.H.P. ; speed, 22 knots. She will carry four c 2 20 THE NAVAL ANNUAL. 7*6-in. guns in turrets forward and aft; sixteen 6#48-in. guns, twelve in pairs in turrets and four in casemates ; twenty-two 1 •85-in„ guns; and five torpedo tubes, two submerged. Her armour-belt will be6'7-in. in thickness, and be surmounted by a 21 -in. protection extending to the upper deck. She will have two armour decks, the lower of which will be 2*56 in. in thickness. The second-class cruiser Jurien de la Graviere, of 5650 tons displacement and 23 knots speed, which was launched in 1899, has been commissioned for her trials. Torpedo Amongst the small craft added to the Navy during 1901 were the sea-going torpedo boats Audacieux, Trombe, Siroco, Mistral, and Simoun, of 26 to 28 knots ; the Boree and Tramontane, of nearly 30 knots ; several first-class torpedo boats of 25 knots, and the two destroyers Pique and Epee, which have been found deficient in stability. The destroyer Pertuisane is ready for her trials. The sea-going torpedo boat Siroco, built by M. Normand, has attained a speed of 28*727 knots on her trials, with 355 revolutions. The Siroco, which is of 180 tons displacement, belongs to a new type, the principal features of which are greater strength in construction, better protection, and a lower designed speed than the destroyers of the Javeline class or the sea-going torpedo boat Bourrasque. The Mistral, Simoun and Tramontane, of the same type as the Siroco, have been launched, and the first named exceeded the estimated speed by over a knot on her trials. The Trombe, which was damaged by running on a rock, has been repaired. The Bourrasque was launched August 31 ; estimated speed, 30 knots. Torpedo boats ISTos. 254-256, of 86 tons displacement, have been launched. A turbine torpedo boat, the Libellule, is under construction at Havre. The Lansquenet, which, though built in 1893, has never completed her trials, is to be sold. Sub- Of the submarines, the Erancais and Algerien have entered the tmd sub- service at Cherbourg, and the Farfadet and Lutin have begun their mersibles. trials at Eochefort. The four submersibles Sirene, Triton, Espadon, and Silure have undergone their trials successfully at Cherbourg. The chief improvement in submersibles has been the reduction in the time required to submerge them. A list of the new boats ordered to be put in hand in 1902 is given above. Three experimental sub- mersible boats of larger type are in hand at Cherbourg, Eochefort, and Toulon, and have been designed respectively by MM. Eomazotti, Maugas, and Bertin. Thirteen other submarine boats are in the list of new constructions, but will probably not be put in hand until 1903, for completion in the following year. The types are described in Chapter VIII. GERMAN PROGRAMME. 21 The reconstruction of the Bequin has been completed. The Refit* two 16'5-in. guns have been replaced by two 10'8-in. guns. The X-uctioiiw saving in weight has enabled two 3 * 9-in. Q.F. guns to be added to the secondary armament. The speed attained on trial was 15*3 knots with 6250 I.H.P. The reconstruction of the Devastation is not yet completed. That of the Furieux has been commenced, while the Neptune is to be taken in hand during the present year. The armoured cruiser Dupuy de Lome, the cruiser Jean Bart, the third-class cruisers Coetlogon, Troude, and Forbin, are to be fitted with new boilers or repaired. The cruisers Iphigenie, Duquesne, and Tourville have been struck off the list. The "Artillerie et Infanterie de la Marine " were transferred to Personnel. the War Department under the law of July 7, 1900, and are now known as the Colonial Army. The Navy provides 7000 men of the Inscription Maritime for manning those batteries at the naval bases which bear on the seaward approaches of the harbour or roadstead. The submarine boats, the torpedo boats of the defense mobile, and the shore signalling service absorb over 7000 more. This leaves of the 51,000 voted some 37,000 for the rest of the sea service. There are now estimated to be available 117,000 officers and men when the French naval forces are completely mobilised. Gekmany. The increase of the German Navy is being conducted in accord- Pro- ance with the programme (1901-16) fully described in the Annual 8ran for 1900 and 1901, but some indications seem to show that at the expiration of the first building period (1901-5) additions will be made to the programme to provide other cruisers for foreign service. The complete establishment provided for by the law, including four battleships and seven cruisers as a reserve, is : — 3S battleships, 14 large cruisers, 38 small cruisers. The following is the progress made towards the creation of the battle fleet indicated : — Sachsen class Oldenburg Brandenburg class Kaiser class Wittelsbach class Hand J (1901) K and L (1902) Siegfried class 5 •A 2 8 22 THE NAVAL ANNUAL. Battle- ships completed. Battle- ships launched. Wittels- bach class. By the close of the first building period six other battleships (two yearly) will have been put in hand, and the last addition- making up the number 38, is assigned to the year 1909, and is for the reserve. The Siegfried class are counted as battleships until they are replaced by new ships, and battleships are to be regarded as- obsolete after 25 years. The building of substitutes for old ships will begin in the second building period, 190G-9. Of the 14 large cruisers the Prinz Adalbert is the twelfth.. and the building of substitutes for the older vessels (Kdnig Wilhehn, Kaiser, Deutschland) has been entered upon. Towards the 3S small cruisers, L is the thirty-third, and during the year a substitute for the oldest of the class, the Zieten, is to be begun. The- sum provided in the German Navy Estimates for new construction in 1902 is £3,679,197, or approximately the same as that provided in 1901. The remaining ships of the Kaiser class, 11,150 tons, have passed through their trials, and are to be in commission in 1902. The Kaiser Barbarossa, on the natural draught 50 hours' trial, attained a speed of 15*5 knots, with 7360 I.H.P., 94 revolutions, and a coal con- sumption of 1-83 lbs. per I.H.P. On the six hours' full-speed trial she steamed at 18 knots, with 13,940 I.H.P. , and 112-8 revolutions, The Kaiser Karl der Grosse underwent her trials at the close of last year, but suffered some damage through touching the bottom, and her machinery was somewhat injured in consequence. During the five years 1886-1890 no battleship was launched for the German Navy. During 1891-1895 four, and during 1896- 1900 six battleships were launched. The year 1901 has seen the launch of no less than five first-class battleships, a striking evidence of the increased activity in shipbuilding for the German Navy. The Wittelsbach class, like the Kaiser class, comprises five ships. The Wittelsbach was launched in 1900. The remainder were launched in 1901— the Wettin (ex. D) by Messrs. Schichau, at Danzig, on June 6 ; the Zahringen (ex. E) at the Germania Yard, Kiel, on June 12 ; the Schwaben (ex. G) at Willi elm shaven, on August 24 ; and the Mecklenburg (ex. E) at the Vulcan Yard, Stettin,, on November 9. The Wittelsbach class are 17 ft. longer and have 1 ft. 4 in. more beam than the Kaiser. The displacement is 11,800 tons as compared with 11,150 tons. The armament is the same,. but differently distributed. The 5 ■ 9-in. Q.F. guns of the Kaiser class- are each mounted singly in turrets or casemates. In the Wittelsbach class, eight of the 5 -9-in. guns are mounted in a central batterv. and two forward in casemates on the main deck, while four are mounted forward in casemates and four in turrets on the upper deck. GERMAN BATTLESHIPS. 23 The distribution of the armament gives these ships a powerful how fire from two 9-4-in. guns, and from no less than eight 5* 9-in. Q.F. guns. The position of two of the latter, right under the muzzles of the 9*4-in. guns, appears objectionable, while the muzzles of the turret 5 ■ 9-in. guns on the upper deck are immediately above the forward and after gun-ports of the central battery. The minor armament comprises twelve 3'4-in. Q.F. guns with shields, twelve 1-4-in. Q.F. guns, and eight machine guns. There are five sub- merged torpedo tubes, and one in the stern above water. Protection is better than in the Kaiser class, and is afforded by a complete belt of Krupp steel from 8 to 9 in. thick for three-fourths of the length, and tapering to 4 and 5 in. at the ends. The central battery is pro- tected to the level of the upper deck by 5^-in. armour, marking a great improvement upon the preceding class. The armour on the turrets for the 5 • 9-in. guns is 6 in. in thickness. The 9 ■ 4-in. guns are protected by 10-in. armour. There is a 3 -in. protective deck. The propelling machinery consists of three independent triple- expansion engines, developing 14,000 I.H.P. The estimated speed is 18 knots. The normal coal supply is 700 tons, which may be increased to 1450 tons ; while 200 tons of liquid fuel are carried, as compared with 100 tons in the Kaiser class. The crew number 715. Two battleships were laid down in 1901, viz., H at the Germania Battle- Yard, Kiel, and J by Messrs. Schichau, at Danzig. The displace- down, ment is 13,200 tons. For the construction of two others, K and L, £161,527 apiece is provided in the Estimates of 1902. The increased displacement permits of better protection, a more powerful armament, and greater coal endurance than in the Wittelsbach class. Four 11-in. guns are substituted for the four 9-45-in. guns, and eighteen 6 -7-in. Q.F. guns take the place of 6-in. Q.F. The estimated speed is 19 knots with 16,000 I.H.P. The ships will have six cylindrical and eight Schulz water-tube boilers. Three more coast defence battleships of the Siegfried class — the Bccon- Beowulf, Hildebrand, and Heimdall — are under reconstruction, which is to give them greater length and coal capacity. They are almost ready. The armoured cruiser Prinz Heinrich, of 8870 tons displacement Armoured and 20 knots speed, has been completed. The armoured cruiser Prinz Adalbert (ex. B) was launched at the Germania Yard, Kiel, on June 22. Displacement, 9050 tons; I.H.P., 16,000; speed, 21 knots. Protection is afforded by a complete water-line belt, 7 ft. 6 in. in depth, 4 in. in thickness amidships, tapering to 3 in. at the extremities. Above the belt there is a citadel protected by 4 in. of hardened steel, and extending for 164 ft. There 24 THE NAVAL ANNUAL. is a curved armoured deck, K- in. thick on the horizontal portion and 2| in. thick on the slopes. The armament comprises four 8 ■ 2-in. guns (instead of two 9 ■ 4-in. guns as in the Prinz Heinrich) mounted in turrets forward and aft, protected by 6-in. armour, and ten G-in. Q.F. guns. Of the latter, six are mounted in the armoured redoubt on the main deck, and four in oval turrets on the upper deck, between the 6-in. main-deck guns. There are twelve 3 -4-in., ten 1-4-in. Q.F., and four machine guns, and four torpedo tubes, one forward and two on the broadside being submerged, and one aft above water. The propelling machinery consists of three four-cylinder triple- expansion engines, in three separate compartments, to which steam is furnished by 14 Diirr water-tube boilers. The normal coal supply is 950 tons, which can be increased to 1500 tons. The crew numbers 528. Another armoured cruiser, the Ersatz Konig Wilhelm, of the same type, has been laid down ; a second, the Ersatz Kaiser, is pro- vided for 1902 ; and a third, to replace the Deutschland, is projected. The Ersatz Konig Wilhelm is being built by Messrs. Bloem & Voss, Hamburg, and is to be launched towards the end of the present year. An illustration and criticism of this ship, comparing her with recent German and other cruisers, appeared in the Engineer of December 27, 1901 (see opposite page). The Engineer critic approves the increase in the armoured area in these ships, but believes that 4-in. armour is too thin, and that the 4-in. armoured cruiser, of which the British " County " class and the U.S. St. Louis are examples, is likely to be a transient type. On this criticism, it may be remarked, an increase in the area of armoured side can only be obtained, other conditions being equal, by a reduction in the thickness of the armour. The bases of the turrets of the principal guns are better protected than in the " County " class. On the other hand, the secondary guns are clustered together amid- ships, whereas those of the " County " class are well distributed. The British cruisers have an advantage in speed of 2 knots. thh-ae'S' Tlie Ariadne' Niobe, Nymphe, an(j. Thetis, of 2G65 tons, have class. passed through their trials. The Ariadne steamed 22-18 knots with 8827 I.H.P., while the Thetis attained a speed of 21*75 knots on her six hours' forced draught trial. The Nymphe maintained a speed of 19 knots for three days with 5624 I.H.P. The Niobe, on a similar trial, attained a speed of 19*45 knots. Three others of an improved type, G, H, and J, are under construction, and three more, K, L and the Ersatz Zieten, are to be laid down in 1902. Length, 360 ft. ; beam, 40ft. 4 in. ; displacement, 2715 tons; speed, 24 knots.* G and * These particulars are somewhat doubtful. GERMAN CRUISERS. 25 Name. Trinz Heinrich. Prinz Adal- bert and new ship. Japanese lwate. British '•( lounty " class. U.S. St. Louis. French Montcalm. Displacement, tous . 8930 9048 9800 8800 9700 9517 I.eugtb, feet .... 394 394 400 410 423 453 Beam, feet 65* 65| 6SJ- 66 05i 64 Draught (nieau), feet 23* 23} 24i 244. 231 24} Armament .... 2 9-4-in. 10 6-iu. 10 3-4-in. 10 1-pdr., 4 Maxims 4 8-2-in. 10 6-in. 12 3-4-in. 10 1-pdr., 4 Maxims 4 8-iu. 14 6-in. 12 3-in. 12 small 14 6-in. 10 3-iu. 3 3-pdr., 8 Maxims 14 6-in. 18 3-in. 12 1-pdr., 10 automaticl 2 7- 6-in. 8 6-4-in. 4 4-in. 16 3-pdr., 6 1-pdr. Submerged torpedo tubes 3 3 4 2 2 Above - water torpedo tubes 1 1 (armoured) •• Armour Krupp Krui p Krupp Krupp Krupp Harvey- Nickel Belt 4-iu. 4-3{-in. 7-3i-in. 4-2-in. 4-in. 6-4-in. Deck 2-iu. 2-in. 2* in. 2-in. 3-in. 2-iu. Lower deck, side . 4-in. 4-iu. 5-in. 4-2-in. 4-in. 4-2-in. Length of tbis belt . . 150 ft. 215 ft. 200 ft. 350 ft. 115 ft. 440 ft. Bulkheads, lower deck - 4-in. 4-in. 5-in. 5-in. (aft) 4-in. 0-in. (aft) On main guns . . . G-in. 6-in. 6-in. 5-in. 4-in. G-in. Protectiou to main gun bases 6-in. tubes, conical 6-in. tubes, conical 6-in. com- plete bar- bettes 8-in. shallow- barbette and hoist only 4-in. big tube Secondary guns 4 in turrets, 6 in battery, 4-in. armour on all 4 in turrets, 6 in battery, 4-iu. armour ou all 10 in 6-iu. casemates, 4 unpro- tected 10 in 4-iu. casemates 4 in 4-1 n. casemates, 8 in 4-in. battery, 2 unprotected 6 -4- in. in 4-in. case- mates with unprotec- ted bases, 4 4-in. un- protected 3 3 2 2 2 3 I.H.P 15,000 17,000 14,500 22,00C 21,000 19,600 Speed, knots .... 20 21 20 75 23 215 21 Coal (normal), tons . 1500 1500 550 800 650 1000 Coal (maximum), tons . 1700 1700 1300 1600 1500 1000 14 Diirr 14 Dun- Belleville Various Babcock & Wilcox Normaud H are building at the Weser Yard, Bremen, and J at the Howaklt Yard, Kiel. The gunboat Panther, sister of the Luchs, has been launched at Danzig. Length, 203 ft. 6 in. ; beam, 30 ft. 4 in. ; displacement, 977 tons ; I.H.P., 1300 ; estimated speed, 13i knots. She will carry 120 tons of coal, and with this supply will be able to steam 3000 miles at 10 knots. The Panther and Luchs are a little larger than the Jaguar class. The gunboat B is to be laid down in 1902. The destroyer S 107, the last of the second division of six launched by Messrs. Schichau, of Elbing, during 1901, was launched 26 THE NAVAL ANNUAL. on October 21. S LOG steamed at 28 knots on a forced draught trial ; displacement, 350 tons. Six others of a similar type are to be built at Elbing. G 108, the first of six boats, was launched at the Germania Yard, Kiel, on September 7, and G 109 in December. Displacement, 360 tons ; I.H.P., 6000 ; speed, 27 knots. The third-class cruiser Wacht foundered as the result of a collision with the Sachsen in September. Xo lives were lost. Personnel. The increase of the Xavy has necessitated a corresponding in- crease in the personnel. This is provided for under the law governing German shipbuilding policy, as follows : — Y< ar. 1900 . 191)5 . 1910 . 1915 . 1920 . Total increase, 1900-19 1 in? Other Total. officers. personnel. 876 •22,170 23,352 1179 31,187 32,366 1482 39,898 41,380 178.". 18,609 50,394 2088 57,320 59,408 1212 :u,sn 36,050 The Xavy Bill therefore provided that the personnel should be more than doubled in the next twenty years. These figures must be accepted with caution, as there has been a disposition to accelerate the programme. The numbers voted in 1901 were 31,157 officers and men. The increase in 1902 comprises 111 officers, 120 warrant officers, and 2128 petty officers and seamen. At the same time it should be remembered that coast defences are being gradually transferred to the Navy. In 1901 about 3700 officers and men, with large reserves to draw upon, were employed to garrison the whole of the works at Wilhelm shaven, Kiel, Bremer- haven, Cuxhaven, and Heligoland, and for the water defences, such as submarine mines. Battle- ships com- pleted. Italy. The Xavy Estimates provide for an expenditure of £829,629 on new construction in 1902, as compared with £844,444 in 1901. The Ammiraglio di St. Bon and the Emanuele Filiberto, of 9800 tons displacement, have completed their trials. The estimated speed under natural draught was 16 knots with 9000 I.H.P., and under forced draught 18 knots with 13,500 I.H.P. The engines of the former were constructed by Messrs. Ansaldo from the designs of Messrs. Maudslay. Steam is furnished by twelve ordinary cylindrical boilers. The results of the six hours' trial under natural draught were as follows: — I.H.P., 10,407; speed, 17*4 knots; coal con- sumption, 1 '87 lbs. per I.H.P. per hour. The results of the 1£ hours' ITALIAN BATTLESHIPS. 27 trial under forced draught were : I.H.P., 14,290 ; speed, IS- 3 knots ; coal consumption, 2 • 19 lbs. The Emanuele Filiberto, built at Castellamare, with forced draught maintained the same speed for two hours, the mean power being 14,000 I.H.P. The engines were built by Messrs. Hawthorn & Guppy, of Naples. The Eegina Margherita was launched at Spezia in May and the Tattle- Benedetto Brin from the Ptoyal Dockyard at Castellamare on launched. November 7. The principal dimensions of these powerful battleships are:— Length, 426 ft. 6 in. ; beam, 78 ft. ; draught, 27 ft. 4 in. ; dis- placement, 13,427 tons. The estimated speed with 19,000 I.H.P. is 19*5 knots. The armament is a powerful one, and comprises four 12-in. guns mounted in barbettes forward and aft, and protected by 10-in. armour, four 8-in. guns mounted in turrets on the upper deck, twelve 6-in. Q.F. guns in the redoubt on the main deck, and sixteen 3-in. Q.F. The armour on the water-line belt, which is 10^ ft. deep, is 6 in. thick amidships, tapering to 2 in. at the extremities : that on the redoubt 6 in., and that on the barbettes 8 in. in thick- ness. The armoured deck is 3 in. thick on the slopes, and lh in. thick on the horizontal portion. The armour is of hard steel, made at Terni. The Eegina Margherita has Mclausse, the Bendetto Brin Belleville boilers. The normal coal supply is 1000 tons, giving a radius of action of 5000 miles at 10 knots. This supply can be in- creased to 2000 tons. The complement is 682 men and 37 officers. The Eegina Elena has been laid down at Spezia and the Yittorio I?attle1" -d Emanuele III. at Castellamare. They represent a novel type. Their down. dimensions are as follows : — Length, 435 ft. 6 in. ; beam, 73 ft. 6 in. ; draught of water aft, 27 ft. 3 in. ; displacement, 12,624 tons. The estimated speed is 22 knots with 20,000 I.H.P. The belt armour has a maximum thickness of 10 in., that on the turrets for the principal guns is 8 in. thick, that on the casemates and battery 6 in., while the protective deck is 4 in. thick on the slopes. The armament comprises two 12-in. guns, mounted singly in turrets forward and aft ; twelve 8-in. Q.F., to be mounted in six turrets, three on each side, the amidship turrets being on a higher stage ; twelve 3-in. Q.F., and twelve 1 ■ 8-in. Q.F. guns. The normal coal supply is 1000 tons, which can be increased to 2000 tons. A feature of the ships is their relatively low freeboard, though they are higher forward than other Italian battleships. Three battleships of the same type as the Vittorio Emanuele are to be laid down during the current year — A at Castellamare, B at Spezia, and C at Venice. The battleship Italia is to be fitted with new boilers and much of Refits. the wooden backing removed. 28 THE NAVAL ANNUAL. Armoured y^g Francesco Ferrucio, of 7350 tons displacement, will probably crui^urs be launched in April, 1902. Her sister ships, the Garibaldi and Varese — the former fitted with Niclausse and the latter with Belleville boilers— were submitted to comparative trials in October, 1901. At the first trial, of 24 hours' duration, the Garibaldi over- took the Varese, which started twelve miles ahead of her. The Garibaldi developed 7000 I.H.P. with from 8G to 88 revolutions, and the speed was 17 knots. Only 1G of the 24 boilers were lighted, as was the case in the Varese. The coal consumption was 1*78 lbs. in the Garibaldi, and a little less in the Varese. The Italia Militare e Marina says, in relation to these trials, that any judgment as to the comparative merits of the boilers is premature pending a complete examination of the reports. The torpedo cruiser Agordat, 1313 tons, has passed through her trials. On the six hours' natural draught trial, the I.H.P. was 4670, and the speed 18*8 knots. On the three hours' forced draught trial, 8550 I.H.P. was developed, and the speed was 22*2 knots with 252 revolutions. The Escrcito Italiano says that the torpedo cruisers Monzanibano and Confienza are to be struck off the list this year. The Cariddi has been sold. De- The torpedo boat destroyer Ostro, sister of the Lampo, Freccia, and three others, was launched at Elbiug in February, 1901. All six have been completed. The Nembo was launched at the Pattison yard, Naples, in May. She is the first of six of the same type, all of which are to have a speed of 30 knots, and her measurements are : — Length, 210 ft. ; beam, 19 ft. 6 in. ; maximum draught, 7 ft. 6 in. ; displacement, 350 tons ; I.H.P., 6000. She will be armed with one 12-pdr. and five 6-pdr. guns, and will have a coal capacity of 80 tons. Her boilers will be of the Thornycroft type. The Turbine, a sister ship to the Nembo, was launched from the Pattison yard on November 21, and has attained a speed of over 30 knots. Submarine The submarine boat Delfrno has been submitted to further trials. Her dimensions are : — Length, 79 ft. 2 in. ; diameter, 9 ft. 1 in. ; dis- placement, when completely submerged, 107 tons. Personnel ' The number of men serving in the Navy on December 31, 1900, was 23,028, viz., 1780 officers ; seamen, 8450 ; gunners, &c., 4645 ; engineers and stokers, 5406 ; coast defence, 4527. The number of recruits liable to serve in the Navy, including those whose cases had been adjourned from previous years, was 12,095. The total number which could have been called up to serve with the colours was 6147, all under 32 years of age. The Navy provides the personnel for the semaphore stations, mine-fields, and guns defending the mine-fields RUSSIAN BATTLESHIPS. 29 at the naval ports. The best Italian seamen are now obtained from the fishing class. Eussia. The Prussian Navy estimates for- 1902 only slightly exceed the total for 1901. The sum to be spent on new construction and repairs is approximately the same — viz., £2,670,000. The battleships Pobieda and Peresviet have completed their trials. Battle- They are of 12,674 tons displacement, and the estimated speed is 18 completed knots with 14,500 I.H.P. There is a slight difference in the beam and draught of these two ships. The armament is the same, but while the Pobieda has a complete belt 9-4 in. thick, the belt of the Peresviet extends for only five-sixths of her length, but is from 9-7 in. in thickness. The Pobieda, on a forced draught trial, without her armour on, is reported to have attained a speed of 18*5 knots, developing 15,492 I.H.P. The Peresviet, by official Prussian accounts, attained a speed of 19-12 knots with 13,775 I.H.P. She left Cronstadt on October 24, bound for the Pacific ; and grounded on the Island of Langoland, but was successfully refloated. The Pobieda is expected to follow in the autumn. The Kniaz Potemkine Tavritchesky passed successfully through Kniaz her preliminary trials. Displacement, 12,480 tons ; estimated speed, ° em'me 17 knots, with 10,600 I.H.P. She is an improved Tria Sviatitelia, the chief improvements being a high bow and a more powerful armament. She carries sixteen 6-in. Q.F. in place of the eight 6-in. Q.F. guns carried by her prototype. The thickness of the belt armour is reduced from 13 in. to 9 in. That on the battery is 5 in. in both cases. The Eetvizan, which was built by Messrs. Cramp, of Philadelphia, Retvizan. attained an average speed of 18*8 knots for twelve hours on her trial. She is to proceed to the Far East in June, 1902. The Borodino, laid down at the New Admiralty Yard, St. Peters- Battle - burg, in May, 1899, was launched on September 8, 1901. The fiched. Emperor Alexander III., laid down at the Baltic Yard, St. Peters- burg, on September 5, 1899, was launched on August 3, 1901. These two battleships are of the same type as the Orel, building at the Galerny Yard, and the Kniaz Souvaroff, building at the Baltic Yard, St. Petersburg. Displacement, 13,600 tons ; estimated speed, 18 knots, with 16,000 I.H.P. ; length over all, 397 ft. ; between perpen- diculars, 376 ft. 5 in. ; beam, 76 ft. ; mean draught, 26 ft. Protection consists in a Krupp steel belt, extending from the bow to the after barbette, 9 in. thick at the water-line, tapering to 4 in. at the lower and 7 in. at the upper edge. The central redoubt is protected by 30 THE NAVAL ANNUAL. Armoured cruiser Bayan. Protected cruisers. Bogatyr. Vitiaz. Kaeul. 6-in. armour. The armoured bulkheads are 9 in. in thickness. The armament comprises four 12-in. guns, mounted in elliptical turrets forward and aft, protected by 10-in. armour. The forward guns are 31 ft. and the after guns 23 ft. above the water-line. Twelve 6-in. Q.F. guns are mounted in six turrets on the sides, in such manner that eight can be fired ahead and eight astern. Of the twenty 3-in. Q.F. guns, twelve are mounted in the battery, four forward on the upper deck, and four aft on the main deck. There are six torpedo tubes, of which two are submerged. The above particulars are extracted from Lc Yacht, and may be taken as referring to the other ships of the same class. The Slava, a sister ship, has been laid down at the Baltic Yard, St. Petersburg, and the Engineer states that a battleship of the same type as the Kniaz Potemkine has been laid down at Nicolaieff. The Alexander III. and Oslabya will be under trial in 1902. The armoured cruiser Bayan has been completed at La Seyne, and is expected to leave for the Far East in August, 1902. The Pamyat Azova is to be refitted, and, like the battleship Ekaterina II., will receive Belleville boilers. The armoured cruiser Minin is to be fitted as a training ship. The protected cruiser Diana, of 6630 tons, is reported to have attained a speed of 19*3 knots with 12,129 I.H.P., on her forced draught trials. The Pallada, a sister ship, steamed 19*2 knots with 13,100 I.H.P. The Aurora, the third cruiser of this class, is nearly completed, and will undergo trials in 1902. The protected cruiser Bogatyr, built at the Yulcau Yard, Stettin, is stated to have attained a speed of 24 knots on her builders' trials, her engines developing 20,500 I.H.P. It is expected that she will be ready for her official trials in April, 1902. The Askold, of the same type as the Bogatyr — displacement, 6100 tons — was built at Kiel, and has been delivered at Cronstadt. She has nine Schulz boilers, and, with 24,000 I.H.P., has an estimated speed of 24 knots. Two other cruisers building at Windau and Libau respectively closely resemble the Bogatyr. The Vitiaz was laid down at Galerny Island, St. Petersburg, on November 3, 1900 ; but owing to a serious fire at the yard on June 13, 1901, she was practically destroyed when about 700 tons of metal had been built into her. Her length is 414 ft. ; beam, 52 ft. 5 in. ; draught, 20 ft. 7 in. ; displacement, 6375 tons. The engines are of 19,500 I.H.P., supplied by 16 Normand boilers, and the estimated speed 23 knots. The chief dimensions of the Kagul, building at the Xikolaieff Admiralty Yard, and Otchakoff, laid down at Sebastopol, are as RUSSIAN CRUISERS. 31 follows : — Length on waLer-line, 436 ft. ; beam, 52 ft. ; mean draught, fully equipped and with 720 tons of coal in bunkers, 20 fc. 7 in. ; and displacement, 6250 tons. The engines, constructed by the Nikolaieff Shipbuilding and Engineering Co., are to be twin-screw triple ex- pansion, developing in the aggregate 19,500 I.H.P., and capable of giving the vessel a speed of 23 knots.. The armament of these cruisers comprises twelve 6-in., twelve 3-in., and four 1'85-in. Q.F. guns. Of the twelve 6-in. Q.F. guns, says the Engineer, four will be mounted in pairs in turrets on the poop and forecastle, four singly in casemates on the upper deck, two firing ahead and two astern. The remaining four guns, mounted two on each side of the upper deck, are fitted with large armoured shields. The turrets are protected by 5 in. of hardened steel in front and 3^ in. of soft nickel steel at the back. The casemate armour is 3 J, in. thick in front and If, in. thick at the back. The ammunition hoists for the turret and casemate guns are protected by 3 in. nickel steel. The protective deck has a thickness of 1^ in. on the horizontal portion, and 2|- in. on the sloping sides. The plate given in Part II. is taken from the Engineer. It will be observed that the Bogatyr and her four successors differ from the Varyag in having a high poop as well as a high forecastle. The Boyarin was launched at the yards of Messrs. Burmeister & Third- Wain, Copenhagen, on June 8. The following are the particulars : — cruisers Length, 355 ft. overall; between perpendiculars, 347ft. 10 in. ; beam, 41 ft. 6 in. ; draught, 16 ft. ; displacement, 3200 tons. Steam is supplied by 16 Belleville boilers with economisers. The capacity of bunkers is 600 tons; radius of action, 5000 miles at 11 knots. The Boyarin will carry six 4 *7-in., eight 1'85-in., two l*45-in., one Baranovski landing gun, and two Maxim guns ; also five torpedo tubes, one aft and four on the broadside above water for 17-ft. Whitehead torpedoes. The armour deck, which is 2 in. thick on the slopes, will run nearly her whole length. The weak point in the design is that the engines are not entirely below the water-line, and are not covered by the armoured deck. Where they protrude above it they are protected by an armoured dome. The complement will be 14 officers and 320 men. The estimated speed is 25 knots with 18,000 I.H.P. The Novik, of similar type to the Boyarin, built at Elbing, is Novik reported to have attained a speed of 26 knots on her trials. She is fitted with Thornycroft-Schulz boilers. The Almaz, also of the same type, has been laid down at the Baltic Yard, St. Petersburg. A sister-ship has been ordered from Messrs. Schichau, of Elbing, the Jemtchug and Izumrud are in hand at the Nevsky yards, while the 32 THE NAVAL ANNUAL. De- stroyers. Torpedo boats. Training transport. New docks. Personnel. Kalgoula is said to have been laid down at Nicolaieff ; a seventh of the same class, the Oleg, at the New Admiralty Yard, St. Petersburg. Five destroyers, of 312 tons displacement and 27 knots speed, have been built by the Forges and Chantiers de la Mediterranee at Havre. The Forel was delivered at Cronstadt in October. The Kephal was launched in November. The others are the Osetr, Losos, and Sterliad. The Gagara attained a speed of 26*54 knots on her trials. The Voran, built at the Nevsky Engineering Works, attained a speed of 27 ' 5 knots ; while the Nyrok, of the Sokol type, made a speed of 26*18 knots, and the Filine, built at the Neva works, made 26*94 knots. The Baklan was launched from the Neva Shipbuilding Works in August; displacement, 350 tons; I.H.P., 6000; speed, 31 knots. Five torpedo boats of the Cyclone type have been ordered at the Nevsky Engineering Works. Speed, 25 knots. The Okean, training transport, 12,000 tons, has been launched at Kiel. The maximum speed will be 15 knots, and the vessel at reduced speed has a range of 10,000 miles with 500 tons of coal ; besides carrying a cargo of 4000 tons. In addition to being a coal transport she is to be used as an instructional ship for engineers and stokers, and for that purpose is fitted with Thornycroft-Schulz, Yarrow, Belleville, and Niclausse boilers. The Smolensk, of 11,000 tons, 16,500 I.H.P., and 20 knots speed, has been completed by Messrs. Hawthorn, Leslie & Co. for the Volunteer Fleet. Owing to the increase of the Prussian Fleet in the Far East, it has been decided to construct three large dry docks in 1902 — one at Port Arthur and two at Vladivostock. The total personnel in 1901 consisted of 2131 officers and 57,957 men. New pro- gramme. United States. The Navy Estimates for 1902-3 show an increase of over £4,000,000 over those for the previous year, the biggest increase being under the head of yards and docks. The appropriations for 1901-2 amounted to £1,392,166; those proposed for 1902-3 amount to £4,270,291. The amount proposed for the increase of the Navy is somewhat less than that appropriated in 1901-2. The Secretary of the Navy, in his report dated November 4, 1901, remarks that the Navy is a far greater factor in the relations- of the United States with the world than it was before the recent UNITED STATES BATTLESHIPS. 33 national expansion, which now includes Porto Eico, the Hawaiian Islands, the vast area of land and sea in the Philippines, and obligations in Cuba. " If we are to have a Navy at all it must be commensurate with these great extensions — greater in international even than in territorial importance. This necessarily involves the construction of more naval vessels, their manning, exercise and maintenance." The General Naval Board recommended the construc- tion of four additional battleships, and the programme of 1902-3 includes two battleships, two armoured cruisers, three gun vessels (1000 tons), three gunboats (200 tons), three sloops (650 tons), three steel- training ships (2000 tons), one collier (15,000 tons), and four tugs. The most noteworthy characteristics of all the vessels will be in their armament, in their under-water portions not being sheathed or coppered, and in the fact that no torpedoes will be carried — whereby space will be gained for other purposes. The Illinois on her trials attained a mean speed of 17*45 knots Battle- over a 66-mile course, on June 12, 1901. The Wisconsin steamed at * lps' 15*8 knots on a two hours' natural draught run in her final trials, with 7790 I.H.P. The first-class battleships Maine, Missouri, and Ohio have been Maine launched ; the Maine from Messrs. Cramp's yard, Philadelphia, on ss* July 27 ; the Missouri at Newport News, on December 28 ; and the Ohio at the Union Works, San Francisco, on May 8, 1901. The following description is taken from the Army and Navy Journal of New York : — " The hull is of steel and is unsheathed. Length, 388 ft. ; extreme breadth, 72 ft. 3 in. at a mean draught of 23 ft. 6 in. ; dis- placement, 12,230 tons. The hull is protected abreast of the boilers and engines by a side armour-belt extending 3 ft. 6 in. above the load- water line and 4 ft. below it, having a thickness of 11 in. for a depth . of 4 ft. 3 in., tapering to 7£ in. at the bottom of the belt, and by the casemate armour, 6 in. thick, which extends from the side belt to the upper deck and is worked from the centre of the forward to the centre of the after barbette. At the ends of this casemate armour, diagonal armour 9 in. thick extends from the sides of the vessel to the barbette armour. In the casemate thus formed are placed ten of the 6-in. guns. Above this, on the upper deck, are four 6-in. guns,, in the vicinity of which 6 in. armour is worked far enough forward and aft to afford protection to the crews of these guns. Protection, is afforded to the vitals of the ship below the water-line by a pro- tective deck, worked flat within the casemate, the total thickness on the flat being 2f in., while that on the slopes forward and aft is respectively 3 in. and 4 in. Coffer-dams are built on the protective deck from the diagonal armour bulkheads to the bow and D 34 THE NAVAL ANNUAL. stern in the vicinity of the water-line, and on the berth deck for nearly the length of the vessel. All of these coffer-dams are filled with corn-pith cellulose. The main battery of the ship consists of four 12-in. breech-loading guns, placed in two balanced turrets, and sixteen G-in. Q.F. guns. The turrets are turned by electricity. The armour of both the turrets and barbettes is 12 in. thick. Ten of the G-in. guns are within the casemate, as before stated ; two others are on the berth deck forward in 6-in. armoured sponsons, and four arc on the upper deck. Those in the sponsons forward and two on the upper deck can fire directly ahead, and the other two on the upper deck directly astern, in addition to having a broadside fire. The secondary battery consists of six 3-in. Q.F. guns, eight 6-pdr. Q.F., six 1-pdr. Q.F., two Colts, and two 3-in. Q.F. field guns. A new feature introduced in the offensive power of this ship is the submerged torpedo tubes, one on each side of the vessel. The Ohio and her class are the first battleships of the U. S. Navy to be supplied with them. The magazines and shell rooms of the ship can stow 240 rounds of 12-in. ammunition, 3200 rounds of 6-in. ammunition, 9(300 rounds of G-pdr., and 4000 rounds of 1-pdr. The armour of the forward conning-tower is 10 in. thick, and that of the after or signal tower is 6 in. thick. A steel tube, 12 in. in diameter inside and 7 in. in thickness, extends from the forward conning-tower down to the protective deck, and protects the voice tubes and telegraphs from the commanding officer to the important stations in ■the vessel. Bilge keels to reduce rolling are fitted to the vessel. The normal coal supply is 1000 tons, and the capacity of the 'bunkers is 2000 tons. The arrangement of the bunkers is such . as to afford considerable incidental protection to the machinery. . Steam for the propelling machinery is supplied by water-tube boilers of the Thornycroft type placed in four water-tight compartments. 'There are three smoke stacks. The two propelling engines are of the vertical cylinder direct-acting triple-expansion type, having four cylinders. The collective I.H.P. of the main engines is about 10,000 when the vessel is making a speed of 18 knots." Battle- The following is a description of the two battleships for which ships- provision is made in the current estimates : — The full load displace- ment will be 17,581 tons; the length, 450 ft. at the water-line; the beam, 76-ft. 2 in. ; and the maximum draught, 26 ft. 9 in. Protection will be given by a complete water-line belt, 9 ft. 3 in. wide, with a maximum thickness of 11 in. amidships for a distance of about 200 ft., forward and aft of which the extreme thickness will be 9 in. as far as the big gun turrets, from which point it will be gradually decreased to 4 in. at the stem and stern. The turrets for the big UNITED STATES BATTLESHIPS. 35 guns will have 9 in. of armour, with 11 in. port plate, and 10 in. on the barbettes. Between these, and above the water-line belt, will be 6-in. armour with athwartships bulkheads at the extremities, above ■which again will be 7 in. of armour for the protection of the 7-in. guns. In the two barbettes will be four 12-in. guns in pairs, the platforms being electrically controlled and the guns having an arc of fire of 270 degrees. There will also be eight 7-in. guns in pairs in four electrically-controlled balanced turrets at the angles of the main deck, these turrets having 6^ in. of armour. The superposed turret principle, as adopted in the Kearsarge, has thus been abandoned in these ships. The guns will fire right ahead or right astern, and on each side to 55 degrees before or abaft the beam. Twelve 7-in. Q.F. guns will be in the battery on the gun deck on pedestal mounts behind the 7-in. armour, each gun being separated from the others by traverses of li in. to 2 in. thickness, and the forward and after guns will fire right ahead or right astern. It will be seen that the belt and casemate armour combine with the gun turrets to form a very strong citadel, outside of which there will be excellent protection for the extremities of the ship. Amidships, the armoured deck will be tflat between the turrets at a height of 3 ft. above the water-line, but forward and aft it will slope to the bottom of the side armour, the extreme thickness being 4^ in. at these points. The minor armament comprises twenty-two 3-in. Q.F., eight 1-pdr., and six machine guns. The magazines and shell rooms will be so arranged that about one-half of the ammunition will be carried at the ends of the ships, while sufficient refrigerating apparatus will be provided for those amidships. The ammunition hoists will be worked electrically. The propelling machinery will consist of two triple-expansion engines of 20,000 I.H.P., with water-tube boilers. The estimated speed is 19 knots. The bunker capacity will be 2300 tons. Including the battleships mentioned — the three vessels of the Maine class, and the five of the New Jersey class — there will be nmder construction for the United States Navy during the present year no less than ten first-class battleships ; a larger number than that for any other navy, excluding our own. The monitor Florida, of 3235 tons displacement, launched at Monitors. Messrs. Nixon's yard, Elizabeth Port, Bath, on November 27, is a sister ship to the Arkansas, Nevada, and Wyoming, launched in 1900. The estimated speed with 2400 I.H.P. is 11-5 knots. The monitors Manhattan, Catskill, and Mahopac, built during the Civil "War, are to be sold. Six armoured cruisers, of 13,680 tons displacement and 22 knots Armourel speed with natural draught, are under construction : — The West D 2 cruisers. 36 THE NAVAL ANNUAL. Cruisers projected. Cleveland. De- stroyers. Torpedo boats. Virginia and Maryland, at Newport News; the Pennsylvania (laid1 down in August, 1901) and Colorado, at Messrs. Cramp's yard, Phila- delphia ; the California and South Dakota, at the Union Ironworks. The 1 )rake class have a slight advantage over the California type in speed and radius of action. Three armoured cruisers, of 9700 tons displacement, which were described in the Naval Annual of 1901 (p. 62), are under con- struction— the Charleston at Newport News, the St. Louis at Messrs. Neafie & Levy's yard, Philadelphia, and the Milwaukee at the Union Ironworks, San Francisco. The principal dimensions and data of the two armoured cruisers projected for 1902 are as follows : — Length on water-line, 502 ft. > breadth. 72 ft. 8 in. ; trial displacement, 14,500 tons ; coal capacity, normal, 900 tons ; maximum displacement at full load, about 15,959* tons ; maximum draught, corresponding to maximum displacement, about 27 ft. 2 in. ; total bunker capacity, about 2000 tons. On trial displacement the vessel will carry, in addition to the complete hull machinery and armament, 900 tons of coal, two-thirds full supply of ammunition, two-thirds full supply of stores and provisions, full com- plement, and GG tons of reserve feed water. The armament comprises four 10-in. guns, sixteen 6-in. Q.F., twenty-two 3-in., twelve 3-pdr., four 1-pdr., and six machine guns. The propelling machinery com- prises two main engines, each in a separate water-tight compart- ment, and 16 water-tube boilers, in eight water-tight compartments. The speed obtained on trial will be not less than 22 knots per hour. The main engines are the four-cylinder triple-expansion type, giving at 120 revolutions per minute, maximum, the combined I.H.P. of 25,000, The protected cruiser Cleveland, of 3200 tons, laid down in May, 1900, was launched on September 20, 1901, at the Bath Ironworks. Five others of the same type are under construction. They were described in the Naval Annual of 1900 (p. 48). The estimated speed is 16-5 knots with 4700 I.H.P. Sixteen destroyers were provided for in the estimates of 1898, The Truxton, Whipple, and Worden, of 433 tons displacement, 8300 I.H.P., and 30 knots speed, were launched on August 15 by the Maryland Steel Company, Baltimore. The Bainbridge, 420 tons displacement, 8000 I.H.P., 29 knots speed, was launched at Messrs. Neafie & Levy's yard on August 17. The Chauncey, sister ship to the above, has also been launched. The Goldsborough, built at Portland, Oregon, has given much trouble on her trials. The Bagley and Barney, of 167 tons displacement, attained a speed of 29-2 knots and 29*3 knots on their trials, instead of the 28 knots estimated. UNITED STATES. 37 The Tingey was launched in April, 1891 ; the AVilkes on September 28. A very unfavourable report upon the torpedo craft has been Eeport on presented by a special Board appointed to inquire into the complaints ^ft'l° •of the contractors, who claim relief on the ground that they should not be held responsible for failures under the Navy Department's designs, that the price of materials has greatly increased, and that the cost has been augmented by the expense of repeated trials resulting in many failures. The destroyers Truxton, Whipple, and AVorden, -designed by the Maryland Steel Company, have given good results, and the torpedo boats Bagley, Barney, and Biddle, designed by the Bath Ironworks Co. after studying the plans of M. Normand at Havre, may prove satisfactory. The Department has accepted the Shubrick and Stockton, built at Richmond from its own designs, but, up to the present time, of the 10 destroyers and 12 torpedo boats of the programme only five have been taken over. None of the destroyers are expected to be fully satisfactory. They are not suffi- ciently strengthened against wave-actions and vibrations, and will not attain the desired speed, though to speed much has been sacrificed. Of the torpedo boats the Bailey, Stringham, Blakeley, De Long, Nicholson, and O'Brien, and probably others, are defective in speed or otherwise unsatisfactory. The first of the new type of submarines, the Adder, was launched Sub- at Elizabeth Port on July 22 ; displacement submerged, 120 tons. manncs- The speed on the surface is to be eight knots, the motive power being a gasoline engine of 160 I.H.P. ; and submerged, seven knots, the motive power being an electric motor of 75 I.H.P. The radius of action is 400 miles. She is fitted with one torpedo tube in the stem. The Shark was launched on October 19, and the Moccassin and Porpoise are also in the water. Two others of the same type are under construction. The trials of the Fulton, an experimental boat built by the Holland Company and launched in •June, 1901, are dealt with elsewhere. The large increase to the fleet demands a corresponding increase Personnel. in the number of officers and men. The Secretary of the Navy, in his report, gives two interesting tables (see next page) comparing the United States personnel with that of the other principal naval powers. The numbers on the United States Navy Lists, including the former engineer officers (165 in 1900 and 155 in 1901), are: 1896, 715; 1897, 712; 1898, 712; 1899, 704; 1900, 717; 1901, 728. The Secretary of the Navy recommends that the number of lieutenants be "increased from 300 to 350, that the number of junior 38 THE NAVAL ANNUAL. lieutenants and ensigns be raised to 600, that the enlisted force be increased by 3000 men and the marine corps by 750 men, and presses* for the establishment of a national naval reserve (as distinguished from the naval militia, who are essential for coast defence) from which to draw for sea service on the outbreak of war, or when war is- imminent. Table I. — Number of Commissioned Officers of the Executive Branch. Nation. 1806. 1J-97. 1898. 1893. 1900. 1901. England .... 1728 1768 1804 1897 1970 2085 France 1612 1707 1695 1662 1663 1663 Germany .... 723 749 785 826 905 974: liussia 859 1089 1002 1023 1096 1096 Japan 619 700 724 Italy 586 586 720 748 768 ... Table II.— Total Strength of all Ranks and Eatings. Nation. England .... 88,500 France Germany . . . . ; 21 ,487 Russia* . . . . I 40,372 Japan* | 13,839 Italy 24,203 U.S I 13,460 U96. 1897. 1898. 189 9. 93,750 100,050 106,390 110,640 45,113 45,461 48,783 44,620 21,485 23,302 24,906 26,651 40,500 40,184 42,500 39,546 23,000 23,000 23,000 23,000 24,200 24,200 25,669 24,560 13,460 13,218 12,218 20,275 114,880 49,775 30,386 39,546 26,108 25,804 23,453 In the above table the English figures include the Royal Marines. The French marine infantry is not included. The United States figures do not include marines. Jap ax. The Mikasa, the last of the six first-class battleships which have been built in England since 1896, was sent from Barrow to Ports- mouth in December to be docked, previous to her trials. On the six hours' trial, at four-fifths power, she steamed 17 • 3 knots with 12,235 I.H.P. and a coal consumption of 1*53 lbs., the guaranteed coal consumption being 2 lbs. This result, as pointed out in the Engineer, has only been surpassed in recent years by one British battleship — the Vengeance — which was also built by Messrs. Vickers,. Sons & Maxim, and the coal consumption of which, on her 30 hours' trial, was 1*51 lbs. The 25 Belleville boilers were worked entirely by Japanese stokers. On the full-power trial the Mikasa steamed 18*6 knots, with 16,400 I.H.P., as against an estimated speed The figures given in the table differ considerably from those given elsewhere. JAPAN. 39 of 18 knots with 15,000 I.H.P. Progressive speed trials were made at the lower powers on the measured mile at Stokes Bay, and at the higher powers on a deep-sea 10-mile course off the coast of Devon. The results were as follows : — At 10 knots „ 12 -, 11 „ , 16 „ ., 18-54 „ 2000 I.H.P. :i4.V) „ 5500 „ Soldi „ K»,lti0 „ Two third-class cruisers have been laid down from the designs Cruisers, of Mr. Satow, the Chief Constructor of the Japanese Navy, the Niitaka at Yokosuka, the Tsushima at Kure. Displacement, 3420 tons ; length, 334 ft. ; beam, 44 ft. ; draught, 10 ft. G in ; I.H.P., 9400 ; speed, 20 knots ; Niclausse boilers. The armament compares favourably with that of other cruisers of about the same size. It comprises six 6-in. guns mounted so that three tire ahead and three astern, ten 3-in., and four 2i-pdr. Q.F. guns. The protective deck has a thickness on the slopes of 2^ in. The maximum coal capacity is GOO tons. These cruisers will be built of steel, with ram bow and full stern, without overhang ; will have double bottoms throughout the space between the masts, and will have two signal masts and three funnels. The Yayeyama, 1G00 tons, built in Japan in 1889, is to receive Niclausse boilers. The Akatsuki was launched by Messrs. Yarrow, at Poplar, on De_ November 13, 1901, and went through her official trials on stloyers- November 20. The mean of six runs on the measured mile gave a speed of 31*3 knots. The mean speed for three hours was 31 '121 knots; revolutions, 404; I.H.P., G450; coal consumption, 1-97 lbs. The Shirakumo was laid down at Chiswick on February 28, 1901 ; was launched on October 1, and went through her trials early in January, 1902, in boisterous weather. The mean speed of six runs on the measured mile was 31*819 knots with 400*8 revolutions. The mean speed for the whole trial was 31 • 030 knots. The Asashio, sister ship to the Shirakumo, was launched at Chiswick in 1902. The Kasumi, built by Messrs. Yarrow, attained a speed of 31*075 knots on the measured mile, and 31*295 for three hours. Four destroyers — the Harusame, Hayatori, Asagiri, and Muvasame — are building at Yokosuka, and six torpedo boats (152 tons) — the Kari, Awataka, Hato, Tsubamo, Hibari, and Iviji — at Kure. Nos. GO and Gl (83 tons) were launched at the Kawasaki works, Kobe, in June, 1901, the materials having been sent out by Schichau. 40 THE NAVAL ANNUAL. It is stated that the torpedo boats Sagi, Uzuri, and Kamone will be put in hand at Kure, and the Hashitaka and Otori at Kawasaki. The personnel in 1900 consisted of 2027 officers and 21,815 men. The Navy undertake all floating defences, including submarine mines. MINOR NAVIES Battle- ships. Battle- -ships laid dowu. Cruisers. Austria. The ordinary estimates for 1902 amount to £1,283,470 ; the extraordinary estimates to £GG1,980 ; or a total of £1,945,450. Three battleships, of 8300 tons, are under construction. The Habsburg was launched in 1900 and the Arpad in September, 1901, at Trieste, while the Babenberg was laid down last year. Particulars of their armament and protection were given in the Naval Annual of 1901. The normal coal capacity is 840 tons, and the radius of action will be 3600 miles at 12 knots. Two battleships, A and B, to replace the Laudon and Drache, have been laid down. Displacement, 10,000 tons; length, 390 ft. 6 in. ; beam, 72 ft. 3 in. ; draught, 24 ft. 6 in. The estimated speed is 19 knots, with 14,000 I.H.P. The boilers will be of the Yarrow type. The armour-belt extends from turret to turret and has a maximum thickness of 8*2 in. Above the belt the side is pro- tected by 5-in. armour to the height of the main deck. Amidships this armour is carried up to the level of the upper deck, forming a redoubt for the eight 7* 5-in. Q.F. guns. The deck has a thickness of 2 in. The armament comprises four 9'4-in. guns, mounted in pairs in turrets forward and aft and protected by 9 * 4-in. armour, the eight 7* 5-in. Q.F. guns already mentioned, six G-in. Q.F. guns mounted on the upper deck in casemates above the spaces between 7* 5-in. guns, and 28 smaller Q.F. guns. These battleships, therefore, carry a powerful secondary armament. They have a large area of armoured side and a good speed on a displacement of only 10,600 tons. The second vote for A and the first for B are in the Budget of 1902. The armoured cruiser E, to replace the Badetzky, has been laid down. Displacement, 7400 tons ; length, 384 ft. ; beam, 61 ft. 8 in. ; draught, 21 ft. 4 in. The estimated speed is 21 knots with 12,300 I.H.P. E more resembles a small battleship than a cruiser. She is protected by a belt extending from turret to turret, of which the maximum thickness is 8-2 in., tapering to Gh in. at the lower edge, and bv thinner armour to the height of the main flotilla. ARGENTINE REPUBLIC. — CHILI. 41 deck. In the forward turret, which is protected by 8'2-in. armour, two 9 -4- in. guns are mounted. In the after turret, which is pro- ' tected by 5^-in. armour, only one 7*5-in. gun is mounted. Four 7*5-in. guns are mounted on the main deck amidships, two on each side in a casemate which is divided by a bulkhead. Four 5 • 9-in. Q.Y. guns are mounted in casemates also on the main deck. These casemates are placed abreast of the forward and after turrets. The arrangement appears an ingenious economy of armour, for the casemates themselves both protect the turret bases and ammunition hoists of the principal guns, and serve as thwartship-bulkheads to protect the ship from a raking fire. The torpedo cruiser Szigetvar, of 2350 tons displacement, launched Szigetvar at Pola in 1899, replaces the old Fasana, and is a sister of the Aspern and Zenta. Two monitors for the Danube and five patrol boats are to be begun Danube in 1902. ARGENTINE PtEPUBLIC. The Argentine Republic has for some time ceased to expend money on new construction. Some of the most remarkable cruisers of their day, the Esmeralda and the Buenos Ayres (the latter with a speed of 24 knots), were built at Elswick for the South American Eepublics, and the Argentine Republic possesses a powerful squadron in the four armoured cruisers of the Garibaldi type recently built in Italy. Two armoured cruisers of 8500 tons displacement, 17,000 I.H.P., and 21 knots speed — the General Mitra and General Boca — have just been ordered from Messrs. Ansaldo at Sestri Ponente. The monitors El Plata and Los Andes, of 1535 tons, have been refitted. Five armoured vessels, four cruisers, and four destroyers of the Argentine Navy took part in manoeuvres at Bahia Blanca, described as the most important ever held in South American waters. Chili. The cruiser Chacabuco, of 4500 tons displacement and 22-5 knots speed, has been bought from Elswick. The armament comprises two 7'8-in., ten 4*7 Q.F., and sixteen smaller guns. There are four torpedo tubes, two being submerged. At the same time two 30-knot destroyers were purchased from Messrs. Laird, of Birkenhead. Two battleships of 12,000 tons have been ordered from Messrs. Armstrong, Whitworth & Co., and from Messrs. Vickers, Sons & Maxim. 42 THE NAVAL ANNUAL. Denmaek. The Xavy Estimates for 1901-2 amount to 6,796,495 crowns (£373,400), or about the same as the previous year. The shipbuilding vote amounts to £66,700, and provides for carrying forward a sister ship to the Herluf Trolle, named the Olfert Fischer, of 3500 tons displacement, and the reconstruction of some smaller vessels. The gunboat Moen, of 356 tons displacement, launched in 1875, sank during some experimental firing with high explosives, fortunately without loss of life. Geeece. Three cruisers, four destroyers, and six torpedo boats are reported to have been ordered from Italian firms — viz., Messrs. Ansaldo, of Sestri ; Odero, of Genoa ; Orlando, of Leghorn ; and Pattison, of Naples. The latter will build one cruiser, one destroyer, and four torpedo boats. Mexico. Two gun-vessels have been laid down for the Mexican Govern- ment at the Crescent Shipbuilding Company's yard at Elizabeth Port, New Jersey. Displacement, 1000 tons; length, 200 ft.; beam, 33 ft.; draught, 10 ft. Armament: four 4-in. and six 6-pdr. Q.F. guns, and a bow torpedo tube; speed, 16 knots; coal endurance, 7000 miles. The vessels are fitted to carry 200 soldiers in addition to the regular crew. Netheelands. The Navy Estimates for 1902 amount to a total of £1,390,766. The sum allotted to new construction is £315,250, which includes the completion of the small battleships De Kuyter and Hertog Henrick, of 4950 tons displacement. The torpedo boats Euidjani and Pangrango, built by Messrs. Yarrow, attained a speed of 25*59 knots and 25 '99 knots respec- tively on their trials. The experiments made with oil fuel in the Ophir, also built by Messrs. Yarrow, were successful. The speed obtained with coal only was 24£ knots, but with coal and oil together 26^ knots. The object in view is to supplement the coal fuel in case of an emergency by oil, by which, within a few minutes, the maximum speed may be obtained, although the coal fire may not be in good condition. This is a plan which deserves special consideration. It MINOR NAVIES. 43 does not involve all the difficulties incidental to regulating the burning of oil fuel, but enables, for a spurt, the maximum speed to be obtained at any time. Norway. The Budget for 1902 amounts to £22,200 (4,009,000 crowns). The sum appropriated to new construction has been reduced from £44,000 in 1901 to £14,000 in 1902, and will be spent on two second-class torpedo boats and a despatch vessel of 850 tons. A coast-defence armour-clad of the Eidsvold class is in hand at Elswick. Portugal. The cruiser Eainha Amelia, of 1660 tons displacement, designed by the French naval constructor, M. Croneau, on her natural draught trial, which lasted for five hours, attained a speed of 17 '1 knots with 3088 I.H.P., and on the three hours' forced draught trial a speed of 20-6 knots with 5396 I.H.P. The old ironclad Vasco da Gama, built at Black wall in 1876, is being reconstructed by Messrs. Orlando, of Leghorn. She is to be lengthened 23 ft. amidships. The torpedo gunboat Tejo, of 530 tons displacement, was launched on October 27 in the presence of the King. The estimated speed is- 25 knots with 7000 I.H.P. The armament consists of one 3-in. and six 1'8-in. Q.F. guns, and three torpedo tubes. The hull is of hardened nickel steel. The complement will be five officers and 80 men. PtOUMANIA. It is reported that Roumania intends to build eight monitors of 500 tons, 12 torpedo boats, and eight vedettes for the Danube,, besides six coast-defence vessels of 3500 tons, four destroyers of 300 tons, and 12 torpedo boats. Spain". The chief feature of Spanish shipbuilding is the length of time during which ships remain under construction. The armoured cruisers Cardenal Cisneros, Princesa de Asturias, and Cataluria are of the Infanta Maria Teresa class. The Infanta Maria Teresa herself was launched in 1891, and she and two of her sister ships were destroyed in the Spanish- American war. Their design was inspired 44 THE NAVAL ANNUAL. Reina Begente. Estrema- dura. by the belted cruisers of our Orlando class, so that when the Cardenal Cisneros, Princesa de Asturias, and Cataluna are completed they will already be somewhat out of date. The two former will probably be completed during 1902. The Cataluna may possibly be completed in 1903. Displacement, 7000 tons ; speed, 20 knots. The second-class cruiser Beina Begente, building at Ferrol, is of '372 tons displacement. The estimated speed is 20 knots with 6500 I.H.P. The protective deck has a maximum thickness of 3 in. The armament comprises ten 5-5-in. and 12 2'2-in. Q.F. guns. £115,000 is, according to the Naval Mvnclo IUustrado, to be spent in advancing this vessel in 1902. The cruiser Estremadura, of 2030 tons displacement, which is being built from patriotic subscriptions, will be completed in 1902. The armament, which includes eight 4-in., four 2- 2-in., two 1.4-in., and two 3-in. landing guns, will be supplied by Messrs. Vickers, Sons & Maxim. The Mole at Cartagena will be practically completed during 1902, and £90,000 is to be spent at Caracca. The Revista General dc Marina published in February, 1902, a decree signed by the Queen Eegent, constituting a committee to report as soon as possible upon the proper constitution of the national squadron, indicating the types of vessels and the approximate cost, also whether it would be advantageous to construct the ships in Spanish yards or purchase them abroad. The Government will then submit to the Cortes a proposal for building such ships as are con- sidered necessary for national defence. The Duke of Yeragua, Minister of Marine, presides over the committee, which consists of the admiral and vice-admiral, who are vice-presidents of the con- sultative naval committee, a rear-admiral, three captains, the inspectors of engineering and ordnance, a senator, a deputy of the Cortes, a representative of private shipbuilding industry, and a representative of the mercantile marine. Battle- ships. SWEDEN. In the Budget for 1902 the ordinary charges amount to £581,000, and the extraordinary charges to £610,000, or together about the same as last year. Including ships under construction, Sweden will shortly possess a fleet of ten small battleships of from 3000 to 3700 tons displacement, the earliest of which, the Svea, was launched in 1886. They are well protected, and carry a fair armament for their size. They are of light draught, and the coal supply does not exceed 300 tons, being SWEDEN. 45 designed especially for service in Swedish waters. The Svea, Gota and Thule are being modernized, their guns being converted to quick-firers. The Dristigheten, which was launched in 1900, attained a Dristi- speed of 17 knots on her preliminary trials. She is fitted with °"eteu Yarrow water-tube boilers ; I.H.P., 5400. Protection is afforded by an 8-in. belt of armour. The armament includes two 8 ■ 2-in. guns, mounted in turrets forward and aft, and protected by 8-in. armour ; six 5"9-in. Q.F. guns, mounted in an armoured redoubt on the upper deck, and ten 2* 2-in. guns. Three coast-defence battleships of the same type, slightly modified, are under construction — the "VVasa, Aeran, and Tapperheten ; and a fourth, the Manligheten, has been ordered from the Kockum Com- pany, at Malmu. The first-named was launched in 1901. The displacement is increased from 3500 to 3670 tons, and the coal capacity from 300 to 370 tons. The thickness of the belt armour is reduced from 8 to 7 in. The armament is the same as that of the Dristigheten. The speed is to be 1(3 • 5 knots with 5500 I.H.P. A 31-knot destroyer has been ordered of Messrs. Yarrow, of pe. Poplar, and has received the name of Mode. stroyer. The Engineer published in April, 1901, the following particulars Proposed of the design of aproposed cruiser: — "Displacement, 4000 tons; length, cruiser- 328 ft. ; beam, 50 ft. ; draught, 17 ft.; armament includes eight 6-in. and twelve 6-pdr. Q.F. (Bofors) guns, and two submerged tubes (Elswick). Protection is afforded by a double turtle-back deck and complete cellulose belt rising 3 ft. above the water-line. The armour on the turrets will be 4-5 in., with armoured hoists to each. Speed, 22 knots, and boilers Yarrow. The ship can fire six of her eight 6-in. pieces on the broadside. Each gun is in a closed turret, and each turret is balanced and revolves on its armoured hoist." It has been decided to build a vessel for coastguard service, to be equipped for ice-breaking, towing, and wrecking purposes. Her dimensions are : — Length, 131 ft. ; beam, 25 ft. ; draught, forward 8 ft., aft 10 ft. ; displacement, 300 tons. With 500 I.H.P. the speed is to be 12*5 knots. The armament is to consist of two 6-pdrs. forward and one of the same calibre aft. TUEKEY. Since the war with Greece the navy has occupied a good deal of attention in Turkey, but owing to financial difficulties not much progress has yet been made in the direction of making it efficient. The reconstruction of the Messoudieh, a sister ship to our Superb, at Messrs. Ansaldo's yard, Genoa, has at last been completed. She 46 THE NAVAL ANNUAL. Messou- dieh. Cruisers. Torpedo boats. was built at the Thames Ironworks in 1874, and the present writer was assured, when he visited the ship shortly after her arrival at Genoa, that her hull was still in excellent condition — a fact which reflects great credit upon her builders. The original armament of the Messoudieh was twelve 10-in. MX. guns, in a central battery, and one 7-in. MX., mounted right in the bows. The present armament, which is supplied by Messrs. Vickers, includes two 9*2-in. guns, mounted in turrets on the upper deck, protected by G-in. armour; twelve 6-in. Q.F. guns, mounted in the central battery on the main deck ; fourteen 3-in. Q.F., distributed on the upper deck ; and ten 2'2-in. guns on the superstructure. Twin screws have been fitted instead of a single propeller. The machinery consists of two four-cylinder triple-expansion engines, to which steam is furnished by 16 Niclausse water-tube boilers. The estimated speed is 15 knots with 11,000 I.H.P. Xo progress has apparently yet been made with the reconstruction ofthe Assar-i-Tewfik, launched at La Seyne in 1868. She is a central battery ship of 4687 tons displacement. She was sent to Genoa at the same time as the Messoudieh, and was subsequently sent on to Kiel. A cruiser of 3250 tons displacement has been ordered of Messrs. Armstrong, "Whitworth & Co. She is the first warship ordered in England by the Turkish Government for 25 years. A sister ship has been laid down at Messrs. Cramp's yard, Philadelphia. She is thus described, in the United States official Information from Abroad, July, 1901 :— " Her dimensions are to be as follows : — Length on water-line, 340 ft, ; beam, 42 ft. ; draught, 16 ft. ; displacement, 3250 tons. She will have two masts, fitted with military tops and signal yards, four search-lights, and the usual protective deck. The armament will consist of two 6-in. Q.F. guns, one forward and one aft on the upper deck in the middle line of the ship, protected by armoured shields ; eight 4* 7-in. Q.F. guns, four on each broadside, with armoured shields ; six 3-pdr. Q.F. guns, and six 1-pdr. machine guns, all fitted with shields. She will be equipped with two triple-expansion engines and with Niclausse water-tube boilers, and is expected to develop 12,000 I.H.P. and to make a speed of 22 knots." Two sea-going torpedo boats have been completed by Messrs. Ansaldo. The estimated speed is 27 '5 knots. During the trials in a rough sea, a speed of 26 knots was maintained for seven miles. The delivery has been delayed owing to the non-payment of the final instalment of the purchase-money. T. A. Bkassey. John Leyland. CHAPTER III. Comparative Strength. Dealing first with ships in commission, there have been very con- European siderable changes in the distribution of naval strength during the Wilttrs- past twelve months. In the Mediterranean Squadron the ships of the Royal Sovereign Great class are being gradually replaced by the Formidable class. The Bntam Bulwark will shortly relieve the Renown ; while the Devastation has been relieved as port-guardship at Gibraltar by the Irresistible. The Channel Squadron, temporarily reduced to seven, will again consist of eight battleships as soon as the London is completed. On the other hand, the Reserve Squadron has been strengthened by the substitution of the Resolution, Revenge, and Empress of India for the Alexandra, Colossus, and Eodney. The Reserve Squadron now assembles for a cruise three times during the year. The cruiser strength of the Mediterranean Squadron, which was lamentably weak last year, has been improved by the return to their proper stations of the Astraea from China and the Naiad from the Cape, and by the addition of some cruisers of the Pelorus class — which appear to be especially suitable for employment on this station — but still leaves something to be desired. In considering our cruiser strength in European waters, the cruiser squadron, which has been substituted for the training squadron, and which consists of one first- class and five second-class cruisers, must be taken into account. For two of the latter, first-class armoured cruisers are to be substituted during the current year. The French Mediterranean Fleet comprises in the Permanent France. Squadron six battleships, as compared with seven last year, and in the Reserve Squadron five ships (including the Magenta, which is at Toulon, not attached to the squadron), as compared with two. There has thus been a considerable increase in French naval strength in the Mediterranean. On the other hand, the French Northern Squadron comprises only three ships, as compared with six, the Baudin, Carnot, and Hoche having been transferred to the Mediter- ranean, where they form the Reserve Division with the Amiral Oharner. The Bouvines, Trehouart, Jemmapes, and Valmy form a reserve squadron in the Channel. The coast-defence ships, Indompt- 48 THE NAVAL ANNUAL. US •2 nJS SIS J3 ss a u u o to l, o _ as d a P os ^ 5 H ~r= -43 o *, g a " o § 2 MO 02 Qpq o o Q .^ pq o '8 o ad - 4= — - pq J — 7. H O < 03 os 5 ++ ** 5 ® s o b£^ h a ^ ci 43 c O .2! •3&~ 05 S OJ3J3 c» S J 3J= § flg | 3 3 J -2 ~ -r. fa £ = 3 c o rp C5 go 3 n a J go O 43 "eS S J* 2 M-O S b S O c — H >— i 03 PQ H «J K 03 O o p 1-1 .2 c "g d-'o S o C p-s bc-2," c £-, 03 J? c3 03 c! *rf c; P ci <0 -3 43 ce o 1 s ~ o Sod 2 " ft p e p ill „ * &> 03 L, ft,-" H 2 i-h— O t. £ 03 O S'S'S-p'Sfl 03OJO P 8 § o o£ a ■- a o «;- 03 —.2 03O 2 « 'O o = 4= ffi m ^ H Li -1 £ d C S 3 3 o 43 'S eS ca p c o.2 ^ g "p teg o O O o o o s DC IT E- < H o «6 a Ph E hi o P C O 4 ►5 c M hi CU c- W W o O - H SHIPS IN COMMISSION. 49 able, Tempete, and Eequiu, are in commission as porfc-guardships at Toulon, Bizerta, and Cherbourg respectively. Ships in commission for trial, such as the Henri IV. at Cherbourg, Iena at Brest, Jeanne d'Arc and Montcalm at Toulon, are not included in the figures given above. In European waters we have 29 battleships in commission, 22 of which are of the first class and seven of the second class. The French have 18 battleships in commission, of which nine are of the first class and five of the second class, and four — viz., the Bouvines, Trehouart, Jemmapes, and Valmy — of the third class. The Eussians have one battleship (the Nicolas I.) in commission Russia. in the Mediterranean, besides three gunboats. The Gertzog Edin- burgski and Kreizer are cruising in the Atlantic. The Italians have in the Mediterranean, in full commission for Italy, seven months and with reduced crews for five months, five first-class, two second-class, and one third-class battleships, four armoured •cruisers, besides smaller vessels. The Eussian squadron in the Baltic, appointed this year for Baltic. '*' gunnery practice," will consist of the Alexander II., General Admiral Ku8Sia- Apraxine, Admiral Oushakoff, Admiral Grieg, Admiral LazarefT, Pervenetz, Kreml, and the armoured cruiser Pamyat Azova, with gunboats, &c. ; and the General Admiral, Kniaz Pojarski, and other vessels will be in commission for cadets. The German squadron in the Baltic will be increased in strength, Germany. and will comprise the five battleships of the Kaiser class ; the Brandenburg, Weissenburg, Baden, and Wiirttemberg ; the armoured cruiser Prinz Heinrich, and other cruising vessels. The Hildebrand, Heimdall, Hagen, and Beowulf will form a reserve division. Owing to the cessation of hostilities in China, the naval strength Naval of some Powers has been reduced. The four German battleships ?tr^&th have returned to home waters. The Eussian Sissoi Veliky has East, been replaced by the Peresviet. The battleship Eetvizan is expected to go out in June, and probably the Pobieda later in the year. From May to August it is announced that the new cruisers Novik, Bogatyr, Askold, Diana, and Boyarin will proceed to the Far East, probably followed by the Pallada in the autumn. The French cruisers Amiral Charner and Guichen have been sent home, the latter being replaced "by the d'Entrecasteaux. The British squadron now comprises four battleships of the useful Canopus class, one of which and the Cressy "have replaced the Barfleur and Centurion. The Arethusa and Astraea, which were temporarily attached to it, have returned to their own stations, the former to the Pacific, the latter to the Medi- terranean. We still appear to maintain an inordinate number of E 50 THE NAVAL ANNUAL. Japanese alliance. Other station3. Relative strength. small sloops and gunboats on the China station, some of which, if not built for river work, might be dispensed with. The naval situation in the Far East has been profoundly modified by the Anglo-Japanese alliance, which obliges each country to assist the other in the event of war with more than one Power over questions- arising out of the situation in China and Corea. Japan possesses six first-class battleships and six first-class armoured cruisers, besides a number of high-speed second-class cruisers, most of which were built at Elswick. Japan is by no means to be despised as a naval Power, but the advantage to be derived from this alliance is probably greater for Japan than for ourselves. It should, however, permit of some reduction in the strength of the squadron which we have lately maintained in the Par East. The squadrons on the East Indian, Cape, North American, Australian, and Pacific stations remain about the same as last year~ It was suggested by Lord Brassey, in a letter to the Times in. September last, that a reduction in the number of the smaller ships- on these stations was desirable. The future composition of the Australian squadron will be discussed, no doubt, with Colonial representatives at the Coronation. For employment on this station* especially, cruisers of the Dido class are more suitable than third- class cruisers of the Pearl and Pdngarooma type. The First Lord states in his Memorandum that the Pacific and South American squadrons are to be reduced to three cruisers and one sloop, and one cruiser and one sloop, respectively. The North American, Cape, China and East Indian squadrons are, he says, no more than sufficient for the duties which they have to perform. During the past ten years the comparative strength of the leading navies of the world has been completely modified. Ten years ago the only navy which could bear any comparison with our own was that of France. Next to France as a naval Power came Eussia, and then Italy. Germany and the United States were almost negligible quantities. The Japanese had not yet begun to create a navy. In former years it was customary in this chapter to estimate the comparative strength of navies by the number of battleships built and building, and especially of battleships of the first class, This method would still lead to a fairly accurate conclusion ; but the modern armoured cruiser so closely approaches many modern battleships in displacement and defensive qualities, while the slight inferiority in offensive power is compensated for by a superiority in speed, that this important class should be taken into consideration. In the period referred to we have more than held our own as regards France. France and Italy have dropped back relatively SHIPS IN EASTERN ASIA. 51 SHIPS IN" COMMISSION. EASTERN ASIA. Class. BRITISH. Battleships Albion Glory Goliath Ocean lst-Ol. Cruisers 2nd -01. Cruisers 3rd-Cl. Cruisers Armoured Gunboats Sloops and Gunboats. Torpedo- Gunboats Destroyers Argonaut Blenheim Endymion Terrible Crcssy Aurora Ellipse Orlando Tnlbot Tique IV FRENCH. Redou table D'Entre- casteaux Bncreaud Friunt Pascal Cbasseloup- Laubat Surcouf A'-h ron Styx RUSSIAN. Petropavlovsk Poltava Sevastopol Peresvkt Gromoboi Rurik Rossia Ad. Nalumoff Vary.ig Razboynik Zabiyaka Oremiastchy Otvazny GERMAN. UN'ITKD STATES. Kentucky Monitors — Monad - nock Monterey Fiirst Bismarck Ivaiserin Augusta New York Brooklyn Hansa Heitha New Orleans Bussaid Geier Seeadler Schwalbe Thetisf Yorktowh 20J * Excluding river gunboats. T The Gazelle to be added. J Including 17 in the Philippines. E 2 52 THE NAVAL ANNUAL. SHIPS IN COMMISSION. EAST INDIES. Class. BRITISH. FRENCH. 2nd-Cl. Cruisers . Highflyer Fox Catinat 3rd-Cl. Cruisers . Cossack Perseus Pomone iLfernet Sloops and Gunboats . 2 2 Torpedo-Gunboats 2 (1 in reserve) Coast-Defence Ships Magdala Abyssinia (in reserre) ATLANTIC. BRITISH. FRENCH. UNITED Cape. America. STATES. Battleships Coast-Defence Ship Monarch Hotspur Kearsarge Alabama Indiana Massachusetts Iowa (South Atlantic) Ist-Cl. Cruisers Gibraltar Crescent Tage 2nd-Cl. Cruisers . Forte Terpsichore Chary bd's Indefatigable Cambrian Tiibune Descartes Atalanta (.^outh Atlantic) 8rd-Cl. Cruisers Sloops and Gunboats Barracouta Blanche Pearl Pallas Pysche G D'Estrc'es Sucbit* 1 2 Destroyers . 2 * To be relieved bv Davout. SHIPS IN THE PACIFIC. 53 SHIPS IN COMMISSION. PACIFIC. BRITISH. Class. RUSSIAN. Australian Station. Pacific Station. Battleship •• •• Navarin Ist-Cl. Cruisers Royal Arthur Grafton 2nd-Cl. Cruisers . 3rd-( 1. Cruisers Katoomba Mildura Ringarooma Wallaroo Phcebe Archer Amphion Arethusa Phaeton Ad. Korniloff Sloops and Gin- boats .... 4 3* • • ,, Destboyer . J i Torpedo-Gunboat . ] (1 in reserve) •• * Will be reduced to 1. Note. — The French have the Trotet, second-class cruiser, in commission in the Pacific. to other Powers. Russia, Germany, and the United States have all improved their position as naval Powers, and when those vessels now building are completed they will each possess a larger number of first-class battleships than France. But it is only fair to point out that the French have recently concentrated their efforts on the construction of armoured cruisers, of which there are thirteen under construction, as compared with three for Germany and nine for the United States, while the new cruisers building for Russia can hardly be considered of the first class. Considerable dissatisfaction has been expressed in certain quarters is ship with the British shipbuilding programme for 1902-1903. Is it sufficient for our needs ? We are certainly well up to the two-Power standard at the present moment, whether we take battleships built and building or only completed ships, or whether we take first-class battleships alone or battleships of all classes. We have 29 first- class battleships completed, to 17 for France and Russia. We have 41 first-class battleships built and building, as compared with 13 for France, 15 for Russia, or together 28. If we add the 1G ships built building pro- gramme sufticienl ? 54 THE NAVAL ANNUAL. and building for Germany, the 6 Japanese battleships might, in view of the recently concluded alliance with Japan, be taken into considera- tion. There are then 47 first-class battleships for Great Britain and Japan, as compared with 44 battleships for Russia, France, and Germany. Of second-class battleships we have 11, as against 20 for France and Russia, Of third-class battleships (which are unim- portant in estimating relative strength) we have 17 ; France and Russia have 23. We have 49 first-class cruisers built and building, as compared with France 19, Russia 16, and Germany 6. It is only if we look upon the United States as a possible enemy that our naval position becomes serious. The most noteworthy fact in recent naval progress is the evident determination of the United States, as well as of Germany, to take front rank as a naval Power. With her enormous resources the United States will soon achieve this object. In any •case, it would be difficult for us to maintain the two-Power •standard against Germany and the United States, but the contingency of war between the two great branches of the Anglo-Saxon race is one which no Englishman cares to contemplate, and happily it is one which is yearly becoming more remote. If the United States be struck off the list of our possible enemies, the shipbuilding programme of the Government appears to be sufficient for our needs. Sivmtler The new British battleships are to have a displacement of 16,350 battic*}ll,is tons, and wiU therefore be larger than any battleship yet laid down. In other countries, as well as in this, the tendency in recent years has been to increase the displacement of first-class battleships. The latest French, United States, and Japanese ships have a displacement •of 15,000 tons. The largest German and Russian battleships, on the other hand, do not exceed 13,500 tons, and these two Powers have 31 first-class battleships built and building, which would operate mainly in the Baltic and North Sea in the event of war. In an interesting paper by Admiral Sir John Hopkins, at the United Service Institution, in February, it was suggested that a certain number of smaller battleships should be built for the British Navy. Taking into consideration the increase of naval strength in the waters of northern Europe, the modification in our shipbuilding policy which would provide us with a larger number of battleships of more moderate size is desirable. Ke- Some rearrangement of the comparative tables appears to have men" of" become necessary. The tables of third-class battleships and coast- taWes. guard ships have been amalgamated. The former has hitherto included several ships which could be classified with ships in the latter, and vice versa. The Gorgon class is struck out of the British list ; the armoured gunboats are struck out of the French, Russian, RECLASSIFICATION OF CRUISERS. 55 and German lists, while the Italian and Eussian ships which are more than thirty years old have also been eliminated. The development of the large armoured cruiser of about 10,000 tons displacement and over points to the necessity of remodelling the cruiser tables. Several first-class cruisers should drop into the second class. The Kaiserin Augusta, for instance, cannot be considered as in the same class with the Drake or Monmouth. Were this change made in the first class, it is clear that a very large proportion of the second-class cruisers should be dropped into the third class, while from the latter a number of the smaller cruisers, such as the Archer class, the German Blitz, &c, should be struck out. Vessels of under 19 knots speed can hardly be considered to fulfil the modern requirements of a cruiser ; but in view of the fact that several such ships are still in commission as •cruisers it has been decided to postpone till next year the declassification of the cruiser classes. 56 ■?aam -8D«lds!(I THE NAVAL ANNUAL. paqanuBq o o 00 n_ oc j2 ** ° •■jaara -OOBldsjQ 2 5 S 3 = f •paqaniwq 5 M^g 3 K §,„ E-^ © S s I ; £ s S I? 5 ■juani -ao«lds|g • -a te-S. gfa. 'h5* £ o 5 fe £ ^3 •- ■§ -S e gas fc-S s ^ r-4 i-" n ® 1- -aa^idsid ■peqautveq nnani -aDBjdsid •paqjimsT S P e : ,o : >g : .2 M"1 ^ > ci. a; > >> oj rt o T -. £ x r- e«- p" co o < i OT O < : » . OOOOTf ^o •nuam 1 ■ o o no f i n o judiu I » m o ao oo es c-i -aDBldslQ I § ~>>" -<".-<' -* Q O O Oi 6 o> < •paqDunB-j .2 f * o boOoS! =o|0.2 : — . — . P ■£ to . — . ^-*t ~ •— £^ 3^rt "3 ^ ^ ^1 *E k C -13 .3 '- S a ao««»eoo«»«,s-B»=3-u--oo»ora'5,',5^ ill! is si =, kj a; ^ ^ & a, tq S<3 > a oi ai oi oj oi c oi a en a a> oi o. o» « oj o; oi en oj c ov oj c; .. i o» o o o o o o < -4 ft •jnain -aOB[ds](J COMPARATIVE TABLES. 57 i ■a •paqanuBT co fa H H CO Q w H s •}uatn -a3B[d»!(j a ft •paqaunBT o •luani -3DBldsl(J • a ft •paqounB~r t-1 < •?nara -aoBidsiQ On 00 O a « ■» o o o ■2* a ft Italia Lepanto Andrea Doria ... 'a 1 g •paqaimBT o n o 00 crj oo oo oo a) CO 00 00 00 co co « •jnatn -a3>qdsi(j O CO CD oo o c *l ci o o o CO oo i- cm © oo oT OS © _ft © a ft (Georgi Pobiedo- l nosttz Navarin Catherine II. ... Sinope Tchesme Sissui Veliky ... Rostis!av Nicolai I Alexander II. ... •a to «3 O c ft ft •patpunBi 00 00 00 00 GO OS OS 00 00 00 00 00 00 OO 00 © OS < ■3uam -aoBldsifj . r-l «n 00 p CI CS oc ° S 2> oo o? © OS ft 3 O C-l © © o o t^i ~* r* —1 — ' r- CO a OS A Baudin Duperre ... Courbet ... Devastation Formidable Hoche Magenta ... Marceau ... Neptune ... t> •paqDunBr| CO OS r* CO 1~ 00 00 00 OO cs »n to o *- t- *- 00 CO OS CO 00 00 00 00 CO CO CO 1 H 3 pa H O •inara -aoBidsid ~ -* o o © © o o © ©©©©©*- CD © in CO CO •"* 1 ft 5 O -I o © © OS © © © a ft H OS fc H ^ Benbow Camperdown .. Collingwood .. Howe Rodney Sans Pareil c >- 2 53 C ■S 5 is § en a •paqiuTiB^ 00 00 00 in in cn m -*t* *- 00 00 00 00 00 00 00 CO CO 00 CO 00 CO « OS OS CO CO 58 THE NAVAL ANNUAL. o -t«ani j; © © -aoiqds[(r « -J to •< 1 to r-1 0 n ■a CM cm o •peqounBri s ^ © ■juam Ca o o © -a3B{dBi(j o w CO ^« to CO w 1 , "- , -» H "o CO CO Q W H s a a CJ is C3 H ■2 S ■is a 3 S &, a S 5 o a =3 O *5 H Monterey.. Turitan .. Arkansas.. e 5 I1 3 00 CM CO CD re re *-l ** o © •paqcxine'j 00 00 CO CO CO 00 cs a T. o © ^- O o © •luara K 3 re cj o o o o O -a3Bi<" CD J f£ ; -0 fi 3 -a H to o CM ™ Q Q CD •paqjiniB'i 00 00 ■-£ © *n ••.nam T; es l.o *- S3 © CO -aaB[dsi(j; o cT CO CM «* ■*■ ia ta : fe: 3 go a cj E ■s .a T3 O •r ^ s a .2, p3 = 3 £ 5 Adm. axine Boutakc 3 to CO £ to a a -3 -a Gen. Apr Adm. X X cm m eo •« CO to ■paqautiB-x 00 00 00 00 00 oa 00 en fcc, u. H o H o H > CD •n re lO r-i e*» re c» CO CD © OO , •paqsutiBq 00 00 00 OO 00 00 o> 00 OO 00 00 X s r 3 o 3 © © © 2 -* CO 00 00 Ol C£> M ^J © OS CO to <3 -aop[dsi •paqounc^ s CO 00 CO S £ X X OO 00 X £ 00 £ J. 3 X COMPARATIVE TABLES. 59 mam -33B[dsl(I •paedS w © © © o oi ctj os S *2 a §„ » O N 3 i? > ^h ^H -H O rH — c< N « :ki ti •jusui -aoB[dsid h £ o S ti s # .; > ig e «• s* >£ •paadg .2 • ^ • co r* ci o m ! — < c* ci c* -ci ci £» « CO 4— I « o GO CO -«! O < •jnatu -aoB[ds|(j i-i o ao CO m © C-l^ <£> 00 •paadj 3 ;ot; : »i •3 Sbi, ■§' C ^ S M fe £ 1, U; k 5 ^ c: © © © ]>N rl d C* CI •jnata -80S[dst(J ■p93ds 5-2 « ' ' " jS003 o © - ^ iflrtO © © © o o 2 f( n«m co coo © .- 3 io so ca^^ «5 c^ 30 ift ~i «- 06* ib ©" ?'" » cT *• g>~.2 ; ,, a a £ "S 8 S si S 1,1 e >> O -,..« 3 H 2 ffl S a *S a «?>»S &s s ^T" S*,~ •c SooS-Seec« j<3i^' J£ © cox©©©©©^-cocococococor^ ~ _, h h ci :t 71 :i :i ci ^ .n ci ^ ci ci ?i •jnaui -aoB[ds[a •paads © -* t- C. CO -5t3 :;< = ■Tia^#T^ I «2 © © ~-i •«-© © © CT. © © cT CJJ © CI CI © ©' © © © © © © — < p-* — <-*Wp*c0C0C0C0COC0C0C0C0C0C0C0C0M 60 THE NAVAL ANNUAL. •justn •paads •^Hiarn -aoBidsiQ •paadg f> ci co co co W M C-l £1 C* • O CO o ; © ~ © ! co ■*" -» a sp 3 8 6 >> -3 a -3 c ?°°222^ooiaci JO W K to t— I « D J/3 OD -«i o ! Q O o w CO w PQ <* H •?uata -dotfldsjg •5 — — £ s K i -paadg ! « N ■-( O CI O CI •juain -soBidsid 1- CO ■* CI o CI *- 1- -r c> "5 co -■*■_ in -■* ^l" CO CO CO CO •paadg S > W i Oi O CO *— Ci •JU9tU -83SldsI(J c j a .S .2 ■= fc^ 3 J2 p. P .2 -3 te id •paadg •jnatn 53BldsI(J n CO OS o ■»* OS CO r^ Cft 3 S* -*■ ^ -«* iO to *~ ^ •* •«• CO M CO V ro Tj< CO CO ^ CO ■*r ■«*• P5 3 sst; ^ -i * s -a to tao >i * -3 •" .5 -8 <1 •paads ! oo co co oo •paadg = a | S o fl .2 S J S s-S!3^'Sn«S=3 § ►« s a s s j= g 5 § a ^ H ■<( « u U [si n i^ a n o : q o . a v £ W ^ < 5{ a 3 COMPARATIVE TABLES. 01 © o o o o o o o tD O ^ T cocococococoeccococococococo"coco f I* -2 I 1 111 I l,| S i E-S I I o s ;& || g 2 5 2? >> ,§ c> ov o o p ?» oi c* n 62 THE NAVAL ANNUAL. < •inatn tons. 2,700 3,150 2,950 1,600 1,800 2,700 3,42(1 3,420 ct ft 00 i . 1 . :B ! „ : ! : : ■S § 0 el lllliill •< «- 5 (x ^ 5 ? £ •paads .2©CnaOOOOOO ^ CN r-« r-l C< C* CI C» CI H H DQ Q W H x; & ■itiatn -OOBldslQ O Ci . O CO 0 goo 0 3 " rf _$__ 0, "a oS a " CO i 3 'A Ifiiliilisil^ •p33dg Soooooo 00000000 H 2 w M o •juatn -ao^ldsiQ 00 0 00000 in ■» 22 .coco *- 0 0 00 0 0 t- co 22 § CO* ->" rH i-J" r? "»H « e? C* CI CJ CO 0 a a is ::::!::::::::: :j :: :§dg ::::: :^ :|jj :g :•• :| ■:• :J : :££ :„ :«feJtih|,|Sgig5«|^!-Sal 1 ofi fi | = g Sg-S g g gf » | 2 £ §,» • gl«l« ijigp tiM 1 HsiSlJiaTslf ss IgiSg pi|l l-si|11i •paadg • t*r rf* - Hw -+, ^c ^c ^* «• n(* t** W* t*» «• ^> •** mM COQnQrjcOCOCOcoeOCOCOCO'-£r^t*t— t— COCOCDCOOOOCftoOO^OOOOCT. C^CSOCIOC^O'OOOOOOOOOO'- '^h COMPARATIVE TABLES. G3 •paadg -90B[dsjQ •paadg -aoFidsKi •paadg ' J3 V O "O o a a> B!d -93Bld •paadg aOOGJOf-a&CGXXaOCDCCX So -I Cos : :^52-a £ g t O '~ .2 « ^ fl aiL £1, ~ ~ to - *^ SooHt-ooioftffloaiMcoonn •}U8tn -3D«[d8j(J e*-«- «* ■*■ g£: : : : : : : * 1 « ' Ka J ' Oda3 *■;" •3 g> 5 a fl E .5 o^d g\S 3 8 is « 8 « « •paadg i c-i i- n r- i i CO ^ — o --o ooor- to ::::: m : ® ::::.£:: : : : * : : : : :» :l :a> ? : :8 * : : ||l|j||l|||£|^|||||£ 1 8.2 § 2 « 1 1 §>S'» 9-2- *£ 8 i5 5-3 n«dc i— i H O w r^ p- H co • cm CO CO O CO CM CM : : : : rH CO >* - 3 pa co • cm CO CD OS O o CM - 03 Q W H s ts H r- rH CO CM r-c "H i— I T3 • 3 2 ca 1 CO • **> ■M C5 ; CO •o '3 o • t~- - ■>* O M5 2 < o "3 "S H co . m CO CO CO o CM co ■*! 13 . 3 2 pa ~ r- t^ co • t^ - 3 ca io CO CO CO co CM ■HH 3 C5 U3 CM «J K3 W rH CM t^ pa~ ■* «o - : : rH '3 pq lO O CM o •* IO r-H O CM t^ CO P3 3 o O © CO 1— 1 i— I CO CO t> CO CO C3 •2 so 3.2 CO • CM o CO . CO l-H : '3 pa «> O CO CO CO t> CM t> OS "3 o H eo © o CO C5 CO CO !H '« lH CM ■a • S to pa B CO CO CO 1-1 . . co : i n o o m 1— 1 T— 1 1— 1 CO CO CO CO CM r-l CM CM H pa Ed O o H — 1 l-H f- -+l 1— 1 I— 1 OS CD OS CM CO -+H CO ■"*! IO CO •A . 3 2 IN rH >M i-l CM CM eo CM : '3 pa a i-H t^ -< cm co 3 pq O h 65 CHAPTEE IV. Naval Eeserves. The reserve forces of the Navy have been discussed in many former numbers of the Naval Annual. The subject can never long be laid aside. The circumstances are always changing. We must meet them. Our present system of manning gives us a fine body of officers Present and men, inspired by and worthy of the noble traditions of the past. Bystem. It affords no adequate power of expansion. Looking at the problem from the standpoint of the statesman, it should be the aim to strengthen our Navy, as far as possible, by means which least tend to stimulate the regrettable rivalry in the maintenance of excessive armaments. Constant and large additions to the permanent force have that effect. A force in reserve does not in the same degree provoke to retaliatory measures. No naval Power has ever yet maintained in peace the full Maiming numbers required in war. The fleets with which our most memorable victories were won were not manned by permanent men. The numbers of seamen in the Navy were increased from 17,301 in 1792 to 120,140 in 1798, and again from 77,705 in 1802 to 139,605 in 1808. In the Crimean War the numbers increased from 39,000 in 1852 to 76,000 in 1855. The fleets of the United States, potentially the strongest of the United naval Powers, have not been manned by permanent men. The Secretary of the United States Navy, in his report of December, 1865, described the stupendous efforts which had been made by the naval department in the war which had just been brought to a close. From 7000 men in the naval service at the commencement of the rebellion, the number had been raised to 58,600 at its close. In the short war with Spain the number of men in the navy increased from 12,500 to 24,123. Great Britain stands alone anions; the maritime Powers in Foreign "VI manning her Navy in peace wholly with men enlisted for long j>egerves service. In pursuance of this policy we have added in the last eleven years no less than 55,000 men to our permanent force. We have brought up the strength to 122,500, as against Germany 31,157, France 50,000, Kussia 59,000, Italy 27,000, United States 28,000, and Japan 24,000. In the strength of our permanent force we have a decided superiorit}r. Onr reserves are weak. We have the Ptoyal Naval Eeserve with a strength of 1896 officers and 25,214 men, including 3509 firemen. We have the Fleet Eeserve 10,500, F (36 THE NAVAL ANNUAL. Relative cost, pi /- tllltitt I. the Pension Eeserve 3078. In addition to the reserves supplied by the auxiliary forces we have a reserve in the Navy itself. It consists of the officers and men employed during peace in the training- services, and in ships of a type useless for war. We may estimate their number at one-third of our whole force. This admission may seem to weaken the case for a reinforcement of the reserves. It certainly strengthens the argument against adding to the permanent force in the future, as in recent years. Our reserves will not compare in numbers with the force which the Inscription Maritime, created by the genius and statesmanship of Colbert, secures to the French Navy. The total number on the rolls of the Inscription Maritime is 211,000, including 9000 aged 18 to 20 and 111,000 aged 20 to 50. The reserves are relied upon to give fully 50,000 effectives. Looking to the manning requirements of the engine room, the increase of secondary armaments in large ships, and the multiplica- tion of small craft, everything points to the employment of larger numbers in the future than in the past. In a recent letter to the Times, Admiral Sir Edmund Fremantle wrote as follows : " I am certain that were we at war with a maritime Power, say France, alone, we should in six months have 250,000 men in the Navy, good, bad, and indifferent. The question is whether we prefer to look forward and make some provision for these crews being capable and effective, or are we to be unready and unprepared, as usual ? " The addition made in late years to the permanent force may be accepted as necessary. It is absolutely essential that all ratings requiring special skill should be filled by experienced men. It is not necessary that every man employed in passing ammunition or in the duties of the stokehold should have received a long training in the Navy. Considerations relating to expense, though perhaps less grave than those which relate to efficiency, should not be disregarded. The votes for wages and victualling in the British Navy Estimates have increased from £5,039,000 in 1891-1892 to £8,592,250 for 1902-1903. The non-effective vote has already reached a total of £2,328,000 ; it will be larger in future years. In France the votes for pay increased from £1,542,276 in 1892 to £2,597,000 in 1901.* The vote for victualling and clothing for the same years increased from £998,000 to £1,236,000. In Prussia the expenditure for Navy pay increased from £373,000 in 1892 to £603,000 in 1902, and the charge for clothing and victualling from £276,000 to £507,000. It will be seen that the charge for the permanent force was increased in the British Navy Estimates by more than £3,500,000, as against * Last year for winch comparison possible, owing to transfer of Marines to War Department. NEED FOR RESERVES. 07 £1,292,000 in the French Xavy Estimates, and £461,000 for the Russian Navy, in the periods named. If we continue to add to our permanent force on the scale of recent years, we shall ten years hence have 50,000 more men in the Navy, involving an annual charge of £12,000,000 for the pay and victualling. To the effective votes we have to add the growing charge on the non-effective votes for pay and pensions. Let us assume that the supplies can be obtained from Parliament. Two questions still arise : 1. Is it possible to employ and to train so large a force ? Life in barracks, and harbour training, will not suffice. 2. Would expenditure on a permanent force, so greatly in excess of the strength in other navies, be the most effective application of the money ? Would not our resources be applied to more advantage in the construction of new ships ? The consideration of the subject of manning, in its financial Relative aspects, would be incomplete without some reference to the relative ture on expenditure on manning and shipbuilding in the British and in ;slli.P" . n building:, foreign navies. It has been laid clown as a first principle of our national policy that the strength of the British Navy shall be fully equal to a two-Power) standard. Parliament has been liberal in granting supplies. The Estimates have gone up from £14,240,000 in 1892-1893 to £31,255,500 for 1902-1903. The resources placed at the disposal of the British Admiralty have greatly exceeded those in the hands of other naval administrations. In the ten years 1892-1902, we have an aggregate increase in the British Navy Estimates of £17,055,000. The expenditure on new construction has grown from £4,654,632 at the earlier date to £9,473,000 in 1902-1903. In France the aggregate expenditure on the Navy increased from £8,736,000 to £12,272,000 in 1902, and the expenditure on new construction from £2,038,000 in 1892 to £4,145,000 in 1901.* A far larger proportion of the increase in the expenditure on the Navy has been allotted to new construction in France, owing to the reliance placed on an efficient system of reserves. Where expenditure on manning is kept down bv conscription, XtM'1 ,01 „ . * ,.,.,,. , , , Reserves, the appropriations to shipbuilding must always be large as compared with those of the British Navy. If in future years we can approach nearer to the distribution of resources under the French Naval Administration without loss of efficiency, larger appropriations may be made to shipbuilding without adding to the public charge. Such appropriations are desirable. We have to keep pace with the vigorous efforts of other Powers in the construction of new ships. We have * Complete figures for 1902 not yet available. F 2 G8 THE NAVAL ANNUAL. Supply of .seamen from Mer- cantile Marine falling away. Foreign- ers in British ships. to keep pace with the progress of invention by reconstruction. Sound and seaworthy ships fall out of date in armour, armaments, and propelling machinery. Reconstruction, therefore, as well as new construction, is necessary to keep the Navy at a proper standard of strength. In the present state of the British Navy a reinforcement of ships is more urgent than an addition to the numbers of men. Battleships cannot be improvised. The permanent force can be supplemented, without loss of efficiency, from well-trained reserves. It is not necessary to insist further on the essential importance of the reserves for manning the Navy. Let us turn to the means by which they may be recruited. Our dependence thus far has been chiefly placed on the Mercantile Marine. In the words of the preamble to the Merchant Shipping Act, "the prosperity, strength, and safety of this United Kingdom do greatly depend on a large, constant, and ready supply of seamen." In pursuance of this policy the Eoyal Commission on Manning recommended the creation of a reserve for the Navy recruited from a body of seamen for whose training the State and the shipowners were to work together. The plan was accepted by Parliament. It has given us our Eoyal Naval Reserve. In the preparation of the Report of the Commission Lord Cardwell took a leading part. His reputation as an administrator still lives. With him were associated the most competent authorities of the day in matters relating to shipping. The report was worthy of the eminent men by whose joint labours it was produced. The lapse of time has brought us face to face with new conditions. We do not require seamen in the Navy as in the elder day, nor does the Mercantile Marine produce them. In the importance of its Mercantile Marine the British Empire still holds the pride of place, but the new tonnage is steam tonnage, most efficient for the work it is designed to do, for the cheap and rapid conveyance of mails, passengers, and merchandise, but no longer now as formerly a nursery for seamen. The numbers employed in sailing ships have fallen to 30,000, showing a decrease of some 20,000 since 1892. Large numbers of stokers are employed in the Mercantile Marine : at present they are not as suitable as we could wish to form a reserve for the Navy. It is difficult to maintain discipline among the class from which they are largely drawn. Popular education does not furnish recruits for disagreeable duties which require no special skill. With the vast increase in steam tonnage we see a steady reduction in the number of British seamen, the falling off being mainly among the younger men. The number of foreigners employed is rapidly increasing. The analysis of the returns by the Committee appointed by the Board of Trade to inquire into the manning of our merchant DECLINE OF BRITISH SEAMEN. 69 ships gave the following results: — In 1891,131,375 seamen were employed in the foreign trade of the United Kingdom, 22,052 being foreigners and 21,322 lascars, or nearly 33 per cent, in all non- British. The number of A.B.'s in the foreign trade was 40,265, of whom 12,226 were foreigners and 6953 lascars, or over 47 per cent. non-British. In sailing vessels 42*7 per cent, of the A.B.'s were foreigners. The number of firemen was 24,372, of whom 3224 were foreigners and 77,785 lascars, or over 43 per cent. non-British. The latest return issued by the Kegistrar- General of Seamen gives a total of 247,440 persons employed. Of these 36,892 were foreigners and 36,093 lascars. Many causes have contributed to diminish the number of British Causes of seamen. The life of the sailor in the sailing ship was a life of of British adventure ; service in a steamship is monotonous. With the dis- seamen. appearance of the white-winged sailing ship the sea has lost its old charm, the charm of being a sailor. Apprenticeship to the sea has ceased among the classes from which the working hands are recruited. The statistics were given by Mr. Bitchie in a speech delivered on board the Worcester. British tonnage had doubled since 1862, while the apprentices are only one-fourth of the former number. In sailing ships one out of every ten persons employed is an apprentice; in steamships one out of every 300. The general advance in wages on shore has not been fully shared by the seamen. The pay of able seamen averages £3 per month in sailing ships, and £4 10.5. in steamships ; the earnings of firemen are slightly higher than those of seamen. The current rate of wages paid to seamen and firemen on board foreign shipping may be taken at £2 10s. to £3 per month. The British seaman's wages are necessarily determined by foreign competition. They compare favourably with the standard of living and earnings in Continental Europe and with agricultural w^ages in England ; they compare unfavourably with the rates obtainable in our skilled trades ashore. In confirmation of this view I may refer to the report of the Sir ,, . ■,,»- • » -■*- i ni • -ii i Edward committee on the Manning of Merchant Snips, appointed by the Reed's Board of Trade, with Sir Edward Beed as chairman : — Committee " However undesirable it may be that English sailors should thus be ousted by foreigners from British ships, and however dangerous this change may prove to the State in time of war, the fact must be recognised that the existing unrestricted admission of foreigners and lascars may eventually result in further diminishing, outside of the Boyal Xavy, the number of British seamen. The qualified British seaman, enjoying no preference of employment over even the unqualified foreigner, and receiving no better pay, may 70 THE NAVAL ANNUAL. abandon a competition in which the conditions are decidedly unfavourable to him. " While, therefore, it is impossible to conceive any state of things more unfavourable to the British sailor than the present, it is equally impossible to conceive any state of things more favourable to the British shipowner, in so far as concerns a cheap and a perfectly open market for the labour which he has to employ. The shipowner may select his employes from all nationalities, at any rates of wages, and may also (as the law now stands), at his discretion or caprice, either require or dispense with proofs of qualification. On the other hand, the British sailor, having perhaps qualified himself for the rating of A.B. by four years' service before the mast, may present himself at a shipping office and sign articles — on no better terms as regards food, berthing, and pay — with Scandinavians, Germans, French, Italians, Greeks, Turks, and negroes, some of whom may possess no proof of qualification, and no adequate knowledge of the English language, but who are protected as regards employment in vessels of their own nationalities, wherever such vessels exist. It is the opinion of the Committee that any deterioration of British seamen which may now exist is not owing to the decadence of our countrymen, nor to their dislike for the sea, but to the lack of sufficient attraction in the sea service as at present conducted to draw and hold the best class of British workmen, and in a great measure to an insufficient number of boys being trained to supply the necessary waste in the number of A.B.'s." In quoting these observations it is not intended to cast any reflection upon the British shipowner. In the maritime countries of the European continent, as in the United States, the business of the shipowner is supported by subsidies and protected from com- petition. Since the repeal of the Navigation Laws we have con- sistently adhered to the policy of free and open competition. The most energetic rivals of the British shipowner are those of his own nationality. In the shipping trade exceptional prosperity comes rarely, never lasts long, and is sure to lead to reckless bidding. Competition can only be met hy cutting down expenses. Shipowners have no difficulty in manning their ships at the current rate of wages. British It is often said that foreigners are employed in British ships havenot because they are steady and reliable, while British seamen are deterio- unsteady and unreliable. The unfavourable opinions we hear to-day have been heard before. During the inquiry held by the Commission on Unseawrorthy Ships witness after witness dilated on the profligacy, the drunkenness, the physical, professional and moral deterioration of our seamen. Going further back, to the inquiries of the Manning STOKERS. 71 Committee of 1853, the chairman of the London Shipowners, Mr. Phillips, declared that the seamen were a demoralised race, and that the permission to man British ships with foreign seamen would be productive of great good. In the present — as in the past — :the true view with regard to the British seaman is rather this, that he, like other men, is the creature of habit and the product of circumstances. We have fewer seamen of the old type, for the obvious reason that sails have given way to steam. In seeking for explanations of the increase in the employ- ment of foreigners, it is more reasonable and more just to the British seaman to look to the changed conditions rather than to the deteri- oration which some allege to have taken place. The increase in the number of foreigners in recent years is mainly in the Tropics. We carry on a vast trade with the East, and the route by the Suez Canal and the Eed Sea lies in the hottest region of the globe. For the duties of the stokehold in a tropical climate men of the tropical races are the most suitable. The British stoker may stand to his work from sheer pluck — but he suffers. On deck the duties are those of unskilled labourers under constant exposure to a vertical sun. In relation to the manning of the Navy there is no cause for regret that lascars should be employed. English crews would deteriorate from the effects of climate. It is not desirable that the reserves should lie recruited from the crews of steamships chiefly employed in tropical seas. Our review has shown that the resources we formerly possessed stokers in in the Mercantile Marine for the recruitment of seamen for the Naval ;\[arine. Eeserve are failing. Their gradual disappearance is inevitable. Seamen of the old type are not required as formerly in masted ships. There should be no difficulty in obtaining from other sources as many seamen-class men as we require for the Naval Eeserve. We can get them, as will be shown later, from the fisheries and from colonial and volunteer reserves. A naval volunteer force will give us a reserve to the marines. To create a reserve of stokers is more difficult. It has already been said that while British stokers are employed in the Mercantile Marine in vast numbers — and they are second to none as hard workers — they are recruited from a class which is impatient of discipline. We have to devise means by which their discipline can be so improved as to fit them to be reserve men for the Navy. The unsatisfactory state of the Mercantile Marine — more especially in the class of firemen — is conspicuously shown in the returns of desertions. In 1900 there were no less than 58,000 cases, or 45 per cent, of the total number of engagements. In steamships the percentage of deserters was 49 per cent, for firemen 72 THE NAVAL ANNUAL. and 28 per cent, for A.B.'s. Stokers cannot be recruited from the class to which we may confidently look to supply a volunteer force for gunnery duties and as a reserve to the marines ; nor can they be obtained ready-made from the fisheries and from our beachmen and 'longshore population. That is also the experience in France. The Inscription Maritime gives good men for deck duties, and boatmen of admirable skill. It does not supply men for the engine room and stokehold. The stokers drawn from the Inscription Maritime enter the service without experience of the work of the stokehold, and are trained in ecoles dc chauffe. Reserve of j_n the present condition of our Mercantile Marine, more stokers for . . „,..,. . Navy. especially in relation to the want ot discipline in the fireman class, it seems clear that the force we require can only be created by training in the Navy. It is equally clear that in the present and the near future, for the manning of the engine rooms and stokeholds, the Xavy should be self-dependent and self-contained. It should make provision for training not only men recruited for a full term of service in the Navy, but also a reserve of stokers entered for a short service in the Navy and a long time in the reserve. The reservists should serve long enough at sea to know their work. Seven years, or two commissions in sea-going ships, should suffice. Having completed their service in the Xavy, the stokers in the reserves should, as far as possible, be held in hand by employment in the dockyards. They would receive their retainers as naval reservists in addition to ordinary wages. They should be sent to sea during manoeuvres and on trial ships. Employment might be secured for the stokers of the reserves in large numbers in subsidized mail steamers under condi- tions to be arranged. Some contribution by the State to the wages of reservists might be necessary. The money would be well spent if it secured a reserve of stokers in constant practice in sea-going ships, driven at the highest rates of speed. Short It may be objected to a scheme for increasing the reserves by entering any class of men for short service in the Xavy, that the crews of our ships in commission would be too young. When, however, the Xavy is mobilised, the Coast Guard, the Fleet Eeserve, and the Xaval Eeserve men will go afloat. All these classes consist of men of considerable standing. Short service will not be popular with naval officers. In the Army short service was stoutly resisted. It has given us the Army Eeserve. It is well that we had such a reserve when war broke out in South Africa. In Germany, France, and Eussia short service is accepted for all ratings not requiring special qualifications, as the only means by which adequate numbers can be passed into the reserves. The length of service afloat under service. TRAINING OF STOKERS. 73 existing regulations is in France, forty-seven months ; Eussia, five to seven years ; Italy, four ; Germany, three ; United States, four years. In Japan, volunteers engage for eight years. Conscripts serve four years in the active fleet. Half the seamen and two-thirds of the stokers are, it is stated, obtained by voluntary enlistment. In all navies except those of the United Kingdom and the United States, the training of reserves is rightly regarded as a main duty of the Xavy in time of peace. Many objections would be removed if ships were specially com- missioned for the training of short-service stokers. This is what I would venture to recommend. And here it seems proper to remark that the administration of a service such as that of the British Navy must always be influenced, perhaps unduly, by the traditions of the past. We have inherited a perfect system of training in seamanship. It was begun in the brigs attached to the school-ships, carried forward in a sea-going squadron of masted ships, and completed in the Channel and foreign squadrons. We are now taking a new departure. The Admiralty has announced as a final decision that the masted training squadron shall no longer be kept up. Training ships for stokers should take their place. In the French service several ships are worked as ecolrs de chauffe. Italy has similar training ships. They may be seen constantly under way at Spezia. From the reserves recruited and trained in the Eoyal Navy let us Training . Tii of stokers turn to those drawn from the Mercantile Marine. ft has been recom- in school- mended by high authorities that a plan of training men for the shlPs- Mercantile Marine and the reserve in school-ships should be organised on a large scale. It seemed the best way of improving the morale of the merchant service. Under the new conditions with which we have to deal, it seems necessary to be content with a less comprehensive scheme than that formerly advocated, and to limit proposals for the establish- ment of school-ships, so as to provide chiefly for the requirements for training stokers, to be drawn through the Mercantile Marine into the reserves. The Eoyal Commission on Manning recommended that school-ships should be established at the principal ports. School-ships were strongly recommended by the Eoyal Commission on Unseaworthy Ships, of which I had the honour to be a member, and by the Manning- Committee of 1894, under the presidency of Sir Edward Eeed. The committee urged that the country had provided liberally for technical education in other forms, and no technical training was more essential in this country than that of the sailor. Proposals for the establish- ment of school-ships were strongly supported at a representative meeting of county councillors, shipowners, and others, held in London in May of last year. It was resolved unanimously that the time had 74 THE NAVAL ANNUAL. come when an organised effort should be made to inaugurate a system of training boys for the Koyal Naval Reserve upon the lines recommended in the Eeport of the Eoyal Commission of 1859, and successfully adopted in the Royal Navy. At the date when the Royal Commission on Manning reported, a large supply of seamen-class men was needed for the Navy. The conditions of the present day are different. An increased supply of well-disciplined stokers is what we chiefly need. Much might be done by entering in school-ships boys seeking future employment as stokers. In the Royal service it is possible to raise a superior class for stokehold duties. Entered at an early age, systematically trained, accustomed to the strict discipline of a ship of war, worked only at intervals at full pressure in the stokehold, inspired by the prestige of the Royal service, and encouraged by the prospects of promotion and pension, a stoker as we find him in the Navy is a man of a different stamp from the stoker of the Mercantile Marine, who shares none of his advantages. We should secure a better class by entering boys at the age at which boys are entered for the Royal Navy, and keeping them for two years in a well-ordered school-ship. The number to be entered must depend upon the standard of strength to which it is deemed necessary that the reserve of stokers should be raised. It would be good policy on the part of the Admiralty to contribute the whole or a large part of the cost of training boys entered at the commercial ports for service as stokers in the reserve. It would be well to begin on a limited scale, and gradually extend if the plan be found successful. A considerable number could be provided for in existing ships, which, with State aid, and under Admiralty or Board of Trade supervision, would be more efficient and more attractive to boys of good character and parentage than they are at present. They should cease to be regarded as industrial schools. Lads entered from such institutions are not welcomed in forecastles. We cannot expect it. Reserve ot On leaving the school-ships the boys must be sent to sea either be trained in the Navy or the Mercantile Marine. Receiving no special favours in Navy, from the State, shipowners are under no obligations, and are dis- inclined to help in raising reserves for the Navy. The report of the Liverpool Steamship Owners' Association for 1901 has the following observations : — " The British Government has appointed a committee to enquire into the increasing employment of foreigners. There are not sufficient British seamen, and, if there were, life and property would not be more safe. No scheme based on the assumption that seamen of the Mercantile Marine could be called upon for service in SHIPOWNERS AND THE NAVY. 75 the Navy, even in the time of emergency, could meet the country's wants. If the seamen were called from their duties the whole food supply and general trade of the country would be disorganised to a disastrous extent." We have similar views in the report of the Hartlepool shipowners. They do not consider the question of the number of foreigners employed on British ships as serious. They have no desire to give their co-operation for the manning of the fleet. Their view is that if the Navy requires men, and will bring its pay and conditions more nearly into line with the rates paid and con- ditions prevailing in the Mercantile Marine, it can procure all the men required. Freedom from inspection is the boon which the shipowner most desires. Chambers of shipping have been emphatic on this point. At the last meeting of the Chambers of Shipping of the United Kingdom, held in London, Mr. Angier, in moving a resolution in favour of continued efforts to train British apprentices to the shipping industry, remarked that " they must make a bold and united stand against any interference with this work of an army of faddists, and the misguided attempts always made by Governments to sandwich the work of manning the Naval Eeserve with that of the Mercantile Marine." Shipowners do not ask for State aid. They know that subsidies impartially granted to all would give no advantage against com- petitors, of whom the keenest and the ablest are their rivals under the British flag. Drawing an inference from past experience, ship- owners anticipate that the premiums paid by the Government for the training of apprentices would be insignificant as against the gains or losses resulting from the wide fluctuations in the price of coal and the rates of freight. I have had the opportunity of con- ferring on this point with the leading shipowners of the present day, including the late Mr. Ismay, his son, and his partner, Mr. Graves. They did not see their way to render the Admiralty any effective help in the training of the reserves. A conference with the shipowners of the Tyne led to the same result. Sir Thomas Sutherland has put his view in writing. I am permitted to publish his letter. His opinion entirely coincides with those obtained from other sources. 7th March, 1902. My Dear Brassey, — To whatever extent the Admiralty requires to have reserves, either in officers, seamen, or stokers, the Navy Estimates must bear the whole expense, and in the case of seamen or gunners and stokers, the Navy must give the initial train- ing, and then pass the men into a reserve. The system could be carried out, as in tbe Army, by a three years' service, or perhaps even one year would suffice. Tbe Mercantile Marine would, of course, be only too glad to give subsequent employment to men who had passed through the discipline of the Navy. But any hybrid attempt to make the Mercantile Marine sbarers with the Admiralty in the creation of a Naval Reserve- would, in my opinion, prove futile. Let the Admiralty boldly face the question without 7G THE NAVAL ANNUAL. having any regard to private shipowners. This is, in my judgment, the only true way to achieve success. I think the case is different when we come to officers. Therein shipowners can lend a hand. I suppose the P. & O. Company have more officers on the books of the Naval Reserve than any other company has at the present time, and we have taken every measure to encourage our men to join that service. I don't know whether the Admiralty wants to increase the number of such officers, but if so I should think there would be no difficulty in devising the means to this end. The difficulty arises with the thousands of seamen and stokers who are wanted in a reserve, and, I repeat, the only true plan to act upon, in my opinion, is for the Navy to train these men for one. two, or three years, and then place them in the reserve. They would then have no difficulty in finding employment in the Mercantile Marine, and would be ready to rejoin the Navy when wanted. But all attempts to put on the shoulders of shipowners, even by means cf liberal payment, the task of training reserves for the Navy will end in smoke. Ship- owners have too much to do in attending to their own business. Believe me. Very sincerely yours, Thos. Sutherland. Regula- tions— Royal Naval Reserve. The conclusion is clear that the boys entered for the reserve, and trained in school-ships at the mercantile ports, must, on leaving the school-ships, be taken in hand by the Admiralty. The training ships for stokers must be maintained on a sufficient scale to train : — (I.) Stokers going directly into the reserves. (II.) Those who may be entered for short service in the Navy, followed by a long term in the reserve. (III.) Those trained for long service in the Navy, who would fill the ratings requiring superior skill. When the reserve stokers have been trained, they will, as Sir Thomas Sutherland shows, readily find employment. Let us turn to the training of our existing forces. Proficiency and attention to drill are encouraged in the Navy by badge, pay, and promotion. In the Eoyal Naval Eeserve such rewards are given with a niggardly hand, and it is a great disadvantage. I speak from the experience of six weeks' drill with naval reserve men on board the Eoyal Naval drill vessel in the London Docks. Service on board a sea-going ship of war is necessary to efficiency. The regulations and conditions of service should be such as to make it popular and not irksome to reservists. For the training of the reserves in gunnery, the regulations, as originally laid down, required an attendance of twenty-eight days in the year in a harbour training ship. Later, six months' service in a sea-going ship of war was insisted upon. It was found that the new regulations tended to reduce numbers, and three months only are now required. There should be no cutting down of the training. Whether by payment of bounties or by an addition to pay or pension, the Admiralty should ensure that the Naval Eeserve men put in such length of service afloat as may be required to secure efficiency. It should be obligatory on every officer enrolled in the Royal Naval Eeserve to serve twelve months in a sea-going ship of war. FISHERMEN. 77 Until they have so served, and are favourably reported upon by their captain, the Naval Reserve officers should be considered probationers. Service in a ship of war should be put in when the officer is young and ready to adapt himself to new surroundings. Expense is the only obstacle. Some' shipowners might object to give leave. That difficulty should be met by the Admiralty paying a substitute. The midshipmen of the Eoyal Naval Reserve should not be put upon the list until they have passed an examination — which should not be too stiff — in theoretical subjects. If the supply of seamen from the Mercantile Marine is falling Fishermen away, the fisheries are nourishing. In this vast maritime industry Naval Re- serve. a large body of hardy seafaring men are being reared up at no expense to the State. No training ships or subsidies to shipowners are needed in order to rear up fishermen. Their pay is liberal, the employment does not involve, as in the case of the over-sea trades, prolonged absence from home, and no foreigners are employed. The latest returns issued by the Board of Trade give the number of fishermen constantly employed at 66,700, and the number of those occasionally employed at 38,000. We have in the fisheries a reserve of seafaring men, from whom the auxiliary forces for the Navy might be recruited up to any strength which in the judgment of the Admiralty is necessary. The fishermen are always near at hand. In his speech at the annual dinner of the officers of the Royal Naval Reserve on March 4, 1896, Mr. Goschen specially referred to this important point : — " In old days, perhaps, it might have been said that the first-class reserve were those upon whom we should mainly rely ; but since sails have ceased to play a part to so great an extent on the sea, the second-class reserve, composed of the sturdy fishermen round our coast, seem to me to be almost as valuable as the first-class reserve itself; and they have this advantage over their brother sailors — that they are near in the case of any emergency." The efficiency of the fishermen as gunners will depend on the instruction they receive. The attention to drills, or the willingness to serve at sea in a ship of war, will be proportionate to the rewards offered in pay, promotion, and other advantages. Our fishermen are more particularly adapted by their sea habits for service in small ships. The fishing industry is a nursery for seamen, not only in our Colonial home waters, but in parts of the Empire beyond the seas. The Reserve. fisheries under the British flag in Canadian waters give employment to some 50,000 hardy seamen. I recognised the importance of the Canadian fisheries as a recruiting ground for the reserves when cruising in the Gulf of St. Lawrence, thirty years ago. I had been 78 THE NAVAL ANNUAL. pushing forward suggestions for the enrolment of fishermen in the Koyal Naval Eeserve at home. It was clear that a similar force could be raised in Canada. The advocacy of this policy, begun in lectures and pamphlets, was followed up in the Naval Annual. It was discouraging to work for many years with no success. After a prolonged consideration by successive Boards, Mr. Goschen at length announced to a deputation of the Empire League that the services of colonial naval reserve men would be gladly accepted. The first enrolment of a colonial naval reserve was made in Canadian waters. The experimental training of fifty reservists from Newfoundland in H.M.S. Chary bdis has been highly encouraging. After six months' service on a winter cruise in the West Indies, Commodore Gifford reported to the Newfoundland Government as follows : " We all consider them to be now a useful and efficient body of men who would be a formidable addition to our personnel. So well have they done that I have been able to advance forty to the higher rating, qualified seamen." On their return home the volun- teers were received with an ovation by the population. The advantages of naval training were evident in the improvement of the volunteers in intelligence and physical condition. The movement for the enrolment of a naval reserve has caught on in Newfoundland. The arrival of the Calypso, which has been fitted as a trial ship, will strengthen the movement already so well begun. While Australia cannot rival Canada in the numbers of her maritime population, the island continent has more than 38,880 seafaring men, and they are of a class which has attained to a level of prosperity unhappily rarely seen amongst those who follow the sea. The crew of the Sunbeam on her recent voyage of 20,000 miles from Melbourne to England was the best crew we have ever had in that vessel. When the offer to enrol volunteers was conveyed to the Australian Governments through the Commander-in-Chief in Australia, considera- tion was promptly given to the subject in the colony over which I had the honour to preside. Captain Tickell, of the Victorian Navy, was instructed to visit all the ports and fishing villages on the coast, and to ascertain how far the terms offered would be accepted by sea- faring men. As might have been expected, the rates of pay, which under the regulations proposed did not differ materially from those established for the force at home, were not found sufficient when measured by the colonial standard. The difficulty would be most serious when reservists were called upon to serve for six months continuously on a ship of war. It was clear that some modification must be proposed to meet the NAVAL VOLUNTEERS. 19 conditions with which we have to deal in Australia. At their meeting in Melbourne for the final consideration of the Common- wealth Bill, the Premiers of the Australian colonies directed the naval commandants of the several colonies to consider an alternative plan for submission to the Admiralty. The naval commandants — the majority being retired officers of the Boyal Navy — assembled at Sydney. After a lengthened consideration they issued a report, which has been criticised as indicating a desire to create an inde- pendent navy for Australia. No such plan was in contemplation. It was clear that well-paid colonial seamen could not be expected, at a serious sacrifice, to put in six months' service on board a ship of war. The commandants therefore recommended, as a plan more adapted to colonial conditions, that the naval volunteers should be drilled throughout the year in harbour, going to sea at frequent intervals for short cruises for gunnery practice. For the better carrying out of this plan of instruction they proposed that application should be made to the Imperial Government for the loan of cruisers of modern type, to be manned and maintained at the expense of the colonies, and to be used as sea-going gunnery ships for the training of the Colonial reserves. These recommendations contained no covert design to create a navy free from Imperial control. Sooner or later it will be the duty of the Commonwealth to give further aid in the naval defence of the Empire. If, as may be expected, that aid should be given by the creation of a local navy, we may be assured that while the present loyal feelings remain — and why should they not endure for all time ? — the vessels will be available for combined operations under the direction of Imperial officers. And now let us turn to those auxiliary forces of the Navy which xj^ can be recruited from the amphibious classes of the population. Artillery In the Great War they gave us a sea militia known as the Sea teers. Fencibles ; they filled up the crews of our wooden line-of-battle ships. In a volume published in 1862 on the navies of France and England, it was estimated by Monsieur Xavier Baymond, a well- known authority, that if England applied to all her population who lived by the sea the laws of the French Inscription Maritime, she might reckon on 700,000 or even 800,000 men. With a view to make these vast resources for recruiting available for the reinforce- ment of the Navy, in 1873 a movement was set on foot in the City of London which resulted in the enrolment of the Boyal Naval Artillery Volunteers. I had the privilege of being actively asso- ciated with those first efforts. Nineteen years later the force was disbanded, for no sufficient cause. The volunteers were smart and 80 THE NAVAL ANNUAL. intelligent gunners and good oarsmen. When embarked in gunboats for the annual cruises they efficiently performed their duties. Their conduct was exemplary, their zeal unflagging. The volunteers were annually inspected by the Admiral Superintendents of the Reserve — Sir "Walter Tarleton, Admiral Phillimore, and the Duke of Edinburgh. The reports of those distinguished officers, as of the lieutenants commanding the gunboats, were most satisfactory. The volunteers were not content merely to do the drills required ; they formed sailing clubs ; they purchased a large dockyard hoy — a heavy cutter- rigged vessel — and, without professional assistance, successfully navigated throughout the summer season, and often at night, between Gravesend and Spithead. It was a most creditable performance ; it showed not only enthusiasm, but a skill in pilotage of no mean order. The commanding officer of the London brigade was the owner of a schooner yacht, which was navigated, without any pro- fessional men on board, to the coast of Portugal and to the Azores. On a toujours Us defauts de ses qualites. The naval volunteers were too anxious to be rated as pure bluejackets. It created difficulties for the Admiralty. employed. The volunteers may be looked upon as essentially a reserve to the Marines. They should be fully capable of doing any of the duties of Marines on board ship. Large numbers are required to supply ammunition to quick-firing guns, only a small proportion of whom require special skill ; though all need discipline. That should not be wanting in a well-trained naval reserve, recruited from a class of superior intelligence, and full of patriotism. Volunteers could be employed as trained signallers and telegraphists. Naval manoeuvres have shown there is a scarcity of signal ratings on board our ships, which the casualties of war are likely to render excessive. Skilled mechanics could be enrolled in a naval volunteer force ; they would be available as a reinforcement to the permanent men for electrical and hydraulic work. revWedent ^"ne ^ar(^ exPeriences °f recent years have taught us many lessons. We should not now, in these times of stress and strain, pour cold water on patriotic aspirations. It has been intimated that the present Board of Admiralty are favourable to the re-enrolment of a force on the lines of the Eoyal Naval Artillery Volunteers. The action thus far initiated by the Admiralty has been received with the warmest approval in all the principal ports. Learning a lesson from the experiences of the past, the volunteers will do well not to criticise the regulations and conditions which the Admiralty may lay down. They will accept an engagement to serve in every quarter of the globe in any capacity for which the Admiralty may consider them VOLUNTEERS IN UNITED STATES. 81 to be qualified. I cannot close without a tribute of praise to Mr. Chadwyck-Healey and other members of the disbanded force, who are doing so much earnest and good work in promoting the present movement of revival. Experience of the exigencies of war has impressed the Naval Naval Administration of the United States with the value of a force teers in similarly constituted to those Eoyal Naval Artillery Volunteers ^n*ted which were too hastily disbanded. The report of the Secretary of the United States Navy for 1898 is of particular interest in connec- tion with proposals for the enrolment of volunteers for service in the Navy. When the war with Spain broke out it was found necessary, both for coast defence and to provide crews for auxiliary vessels, to make a large increase in the enlisted force. The only additional trained men available were the officers and men of the Naval Militia, who had been armed and equipped and given a certain amount of training in the line of defence of the shores and harbours of their several States. Leave of absence having been given by the Governors, about 400<) officers and men were added to the enlisted force of the Navy. They were assigned to duty in the auxiliary naval force, in the coast signal service, and on board of cruising ships, some of which were entirely officered and manned by the Naval Militia, with the exception of the commanding, executive, and navigating officers. The Secretary of the United States Navy gives high praise to the sea militia. "These organisations," he says, "were largely recruited outside of the seafaring class. They lacked the experience in gunnery, navigation, and the habits of the sea, which are essential to the immediate service in the Navy. On the other hand, they were men of a high standard of education and intelligence, and rapidly acquired while on board ship the knowledge necessary for their efficiency. Considering their lack of experience, the services rendered were most valuable ; the country has been amply repaid for the money expended in their instruction and training." He further remarks : " The officers and men who were specially charged with the duty of coast defence dis- played perfect aptitude for the work connected with patrol duty, owing to their intimate knowledge of home waters." In his report for 1900, the Secretary of the United States Navy recommends the organisation of a Naval Eeserve on a more com- prehensive scale than heretofore. "Although the seafaring class of our people are a comparatively large number, they are now brought into touch with the naval service and the Naval Depart- ment in time of peace in such a manner as to instruct and prepare any part of it for assistance to the regular service in case of a sudden outbreak of war. Means should be provided to this end, and 82 THE NAVAL ANNUAL. the matter should receive the immediate attention of Congress, and provision be made fur enrolling, in addition to the Naval Militia — which is an organisation of the States, and under their regulation — a Naval Reserve of a national character." No special provision has been made for the Naval Reserve. It is highly desirable to efficiency, i mining jn conclusion, we have to deal with the training of officers. In comparison with Continental countries, little has been done by the British Government for nautical education. An excellent combina- tion of theoretical and practical training for officers is afforded to the cadets of the merchant service at Liverpool and elsewhere, in ex- cellent schools ashore, as well as on board those well-known school- ships the Worcester and the Conway. While the professional education is begun satisfactorily, adequate provision has not yet been made for training at sea. As an example of the kind of training which it is desirable to extend, and for which, in view of naval reserve requirements, the Admiralty might with advantage give their co-operation, a practical and successful experiment may be briefly described. At the instance of the parents and friends of boys on board the Worcester, I purchased two sailing ships, the Hesperus and the Harbinger, trading to Australia, and with the assistance of Messrs. Devitt & Moore a complete system of training was organised. The boys were treated as in the gun-rooms of H.M. ships. They were taught practical seamanship and took their part in working the ship. Navigation was taught by retired naval officers, appointed to each ship as instructors. The commanders were responsible for discipline. The advantages offered in the Hesperus and the Harbinger were appreciated. The ships were always full. The boys were of the class from which the officers of the Royal Navy are recruited. On completing their training they never failed to get employment in the best services in the Mercantile Marine. The Hesperus and the Harbinger were not adapted for competition with . ships of more modern type. They were sold with regret. Messrs. Devitt & Moore are carrying on the work thus commenced in their tine ships, the Illawara and Macquarie, of 1900 tons, well known in Sydney Harbour. Each carries forty cadets. Subsidies I strongly recommend that subsidies should be paid to shipowners owners" ^or ^ue training of officers under engagements to serve in the Royal Naval Reserve. A premium of £100 for each midshipman of the reserve who, on the completion of four years' training, could pass for lieutenant would give encouragement to undertake the work, while the cost to the State would be inconsiderable in comparison with the expenditure incurred on board the Britannia. STRENGTH OF RESERVES. S3 A merchant navy cannot, without help from the Government, supply officers with the varied attainments which in the Royal Navy are acquired by long and elaborate instruction. To bring a reserve fully up to the level of a permanent force is neither necessary nor feasible. Much may, however, be done, and at a moderate cost to the State, to extend the limited opportunities of training for officers at present available. The Germans are setting an example which we should do well to follow. If our fleet were mobilised for a serious and a prolonged struggle, we should be very ill-prepared to meet the demand for officers. Immense numbers would be required. In the American Civil War no less than 7500 officers from the Mercantile Marine wTere employed in the Navy of the North. The Secretary of the United States Navy spoke in the highest terms of their gallantry and devotion. But they were without previous training. It was necessary to establish schools for their instruction in the rudiments of gunnery and naval discipline- Such improvised arrangements cannot be as satisfactory as those carefully organised in peace. Owing to the rapid reinforcement of our Navy in ships and men.. a call on the Mercantile Marine was lately made for supplementary lieutenants. One hundred in the first instance, and subsequently fifty more, received appointments. It remains now to consider the number to which it is desirable Strength that our naval reserves should be raised. We must keep in view the \aval demands for a fleet to which we are year by year making large Reserve- additions. We must look to the strength of other Powers. The Inscription Maritime gives to France about 114,000 men, of whom 25,000 are serving with the fleet, and 50,000 are considered as fully effective for sea service. In Russia and Germany conscription will always furnish large numbers, which we can only get by volun- tary enlistment. Any standard of strength at which the Eoyal Naval Reserve may be fixed is more or less arbitrary. We shall hardly be going too far in fixing the strength of the British reserves as under : — Royal Fleet Reserve . Royal Naval Reserve. Colonial Reserves Naval Volunteers (Stoker Reserve . 15,000 30,000 '20,0011 20,000 20,000 Total. . . 105,000 The numbers proposed are not more than sufficient to keep our Increased strength at a standard of equality to a combination of two foreign ture."0 Powers. As a naval Power Great Britain would hold a more G 2 84 THE NAVAL ANNUAL. commanding position with 100,000 men in reserve for manning the Navy. The charge for a reserve would be light in comparison with that incurred in the last ten years for the growing numbers of permanent men. It is, of course, impossible to create a reserve as strong and as well trained as this country requires without an adequate — that is to say, a liberal — expenditure. AVe have voted money freely for the permanent force. AVe have starved the reserves. In the last eleven years we have increased the permanent force by 55,000 men. The vote for Navy pay has risen from £3,564,000 for 1802-1893 to £6,079,000 in 1902-1903, and the vote for victualling and clothing from £1,475,000 to £2,513,000. In addition, we shall have to meet the increase of charge, which must come automatically from the increase of numbers, for the non-effective vote. What have we been spending in the interval on the reserves ? In 1892-1893 the vote under this head was £159,000. In 1902-1903 the amount is £287,000 — a scanty appropriation in a total of over £32,000,000. The difficulties, so far as they exist, in raising naval reserves in the colonies are all due to the want of means — that is to say, to the scanty appropriations to the reserve forces of the Navy. Staff of It is essential to the efficiency of the reserves that a flag Reserves, officer should be appointed for their supervision. He might be selected, with his staff, from the Retired List. There is much to be done in the way of organisation. The Colonial Reserves and the Eoyal Navy Artillery Volunteers are new forces. In the initial stages difficulties are certain to arise. Stirring speeches may be wanted ; prudent despatches must be written to commanders-in- chief for the consideration of Ministers in the colonies. The sus- ceptibilities of volunteers should be tactfully dealt with. Frequent inspections of scattered forces are required. The charge of the Coastguard and the Reserve Squadron now constantly at sea is a sufficient responsibility for the distinguished officer who at present holds the appointment of Admiral Superintendent of the Reserves. It is desirable to increase the strength of the reserves, and to draw from new sources both at home and in the colonies. No pro- gress— scarcely a beginning — will be made until an officer has been appointed to the command who, by his high standing in the service, will carry weight with the Admiralty and exercise authority over the volunteers. The organisation of reserves has at last been taken in hand seriously by the Admiralty. As a first step a strong committee has been appointed, including Admirals Sir Edward Seymour and Henderson, Commodore the Hon. Hedworth Lambton, Sir Francis •STAFF OF THE RESERVES. 85 Mowatt (representing the Treasury), and Mr. Clark Hall (Kegistrar- < ieneral of Seamen), with Sir Edward Grey as chairman. The committee is asked to report on the means of recruiting, and as to the duties which should be assigned to men of the reserves. We may now look with confidence for a comprehensive and well- considered plan of mobilisation, under which the reserves will take a defined and an important part. Bkassey. 86 CHAPTEE V. British Naval Manoeuvres. Pro- The following was the programme of the manoeuvres of 1901 : — gramme. GENERAL IDEA. The manoeuvre area lies between the 56th and 47th parallels. Fleet B is cruising in the North Sea, and can coal at Plymouth, Portland, or Portsmouth. It has detachments of cruisers and torpedo craft at Plymouth, Portland, and Portsmouth. Fleet X is cruising off the north coast of Ireland, and can only coal at Queenstown or the Scilly Islands. It has detachments of cruisers and torpedo craft at the Scilly Islands and the Channel Islands, which can coal at those places. The whole of Great Britain below the 5 k von Labres, of the Austrian Navy, was ^ employed.! The adjoining diagram, a taken from Captain von Labres' book, . will illustrate his particular formation, , which, in various groupings and com- binations, is at the root of his system. Nothing appears to have transpired as to the opinion which the French officers formed of the Austrian officer's plans. The following criticism of what had taken place, from the pen of Commander Maurice Loir, a well-known French writer, is from the Moniteur de la Flotte. The manoeuvres, he says, were full of very valuable instruction. In the preliminary scheme the idea was characterised by attractive largeness, and approached very near to what might actually happen in war. The intelligence and scouting service was upon an extended scale, and the semaphores and special stations, and even the consulates, took part. The results were good, but some imperfections were disclosed. The torpedo-boats of the mobile defences played a small part in the matter of intelligence, and it was seen that their range of vision was too restricted, and that it is necessary to group them with vessels much higher out of the water. The ineffectiveness of the torpedo-beats and small despatch- vessels for scouting seemed to present a decisive argument in favour of an increase in the number of scouting vessels properly adapted for the purpose. The tactical lessons are also said to have been * For the operations of the Ze'de' during the manoeuvres of 1901, see the chapter on " Submarines." t " Die Flottenfuhrung im Kriepre auf Grund dee Doppelstaffelsystems," Mittler, 1900. FRENCH MANOEUVRES. 125 valuable. The suggestion was made that the command of the fleets should be centralised, and, just as the French army has a generalissimo at its head, so should the navy have an " admiralissiino," not with a temporary appointment, as in the case of Admiral Gervais, but permanently, with the object of securing unity in the methods of naval training. The revictualling and supplying with coal and stores of the fleet at Toulon did credit to the spirit and zeal of the ships' companies, but it was shown that the port lacks material and personal resources which are indispensable. A larger number of lighters and other vessels is required, as well as of special facilities for transferring coal from the wharves to the ships. It was seen that Ajaccio was wanting in defences necessary for the protection of the squadron, while Mers-el-Kebir, as a place advantageously situated for watching the south-western region of the Mediterranean, should be made a valuable base and an important centre of defence. The ships answered all expectations, and there were scarcely any mishaps, although the fleet was not in any way spared. Everything was demanded of the ships that they could give, and they gave it. All the guns answered perfectly, and were fired witli an accuracy and rapidity which testified both to the training of the men and to the quality of the guns themselves. Officers of all ranks rivalled one another in their zeal, and showed of what they were capable. It is true, says Commander Loir, that they had a marvellous iuspirer of men and an incomparable chief to lead them. " By the elevation of his views and conceptions, by the ceaseless ardour which he displays, and by his exclusive love for the noble career of the seaman, Admiral Gervais has won the esteem and devoted affection of all those who have had the honour to serve under his orders." There were also important manoeuvres of disembarkation, in Weste which the French Northern squadron took part, in September. The Atlantique and the Medoc, of the Messageries Maritimes, were taken up as transports, and embarked infantry and artillery, with stores, at Brest, while other troops were put on board La France, of the Compagnie Generale, at Lorient. The transports left Brest on August 28th, and, being joined by La France, were escorted by the Northern squadron to Eochelle. The forts were bombarded and silenced, and the troops were successfully landed at La Pallice. They formed an invading force which took part in important military manoeuvres. In all 6038 officers and men, 737 horses, and 12 guns were put ashore. It is said the transports, in approaching too near the forts with their decks crowded with men, did not preserve the ri^ht semblance of war. ra man- oeuvres. 120 THE NAVAL ANNUAL. Import- ance for training. Squadrons engaged. Various exercises. Germany. The German manoeuvres were doubtless very instructive to the officers and men of the ships, for they were rich in tactical exercises and evolutions, but little that is authentic has been published about them, and they did not include any large strategic scheme. Nominally they began on August 12th, but practically nothing of much note happened until a month later. The squadron which returned from China, consisting of the Brandenburg, Kurfiirst Friedrich Wilhelm, Worth, and Weissenburg, arrived at Kiel, after passing through the Kaiser Wilhelm Canal, in the middle of August, in order to refit, and prepare to take part in the coining operations. Eear-AdmiraL Geissler struck his flag, and the officer appointed for the manoeuvres took the command of this force. Admiral von Koester, Commander- in-Chief at Kiel, and Inspector-General of the Navy, directed the tactical exercises. The following were the forces engaged : — First Battle Squadron. — Vice-Admiral Prince Henry of Prussia. First Division : Kaiser Wilhelm der Grosse (flag) and Kaiser Barbarossa. Second Division. — Rear-Admiral Fischel : Kurfiirst Friedrich Wilhelm (flag), Brandenburg, Worth, and Weissenburg. Second Battle Squadron. — Vice-Admiral von Arnim. Baden (flag), "Wurttemberg, Sachsen, ^Fgir, Hagen, Odin, Siegfried. Light Division. Fir&t Group : Victoria Luise, Hela. Wacht. Second Group : Nymph, Gazelle, Niobe. First Torpedo Flotilla. Division Boat S. 101 (pennant of the flotilla commander). First Division : S. 94 and Nos. 93, 94, and 95. Second Division : S. 96, and Nos. 98, 99, and 100. Second Torpedo Flotilla. First Division : Division Boat D. 9 (pennant of the officer iu command), and Nos. 75 to 81. Second Division : Division Boat D. 10, and Nos. 82 to 87. After a period of tactical exercises, the fleet assembled at Kiel on August 22nd, and Admiral von Koester hoisted his flag in the Kaiser Wilhelm II. The next day was devoted to coaling, and that ship made an excellent record, taking in 702 tons at the average rate of 270 tons per hour. On the 2-lth Prince Henry inspected the landing companies on shore, and on the 26th the fleet put to sea for a week's steam tactics, under the direction of Admiral von Koester. During the course of these operations the torpedo-flotillas made an attack, but the bright moonlight and rough sea were against them, and they failed, as might have been expected. On September 2nd the squadrons left for the east, and on the next night the boats again GERMAN MANOEUVRES. 127 attacked when the fleet was anchored off Arcona. The training seems to have been of a very practical character, and among other evolutions towing was practised. The Kaiser Wilhelm der Grosse took the Baden in tow, while the Kaiser Barbarossa towed the Wiirttemberg, and the Victoria Luise the Sachsen. The ships of the Brandenburg class took in tow the four coast-defence armour- clads attached to the second squadron. On September 4th, while steam tactics were in progress, the two Loss of squadrons apparently performing the "gridiron" evolution, the Sachsen came into collision with the Wacht. At the moment when this happened the two squadrons were turning to reform in line ahead, and the dispatch vessel, in order to take up a new position, attempted to pass ahead of the battleship. The Sachsen's engines were immediately reversed to full speed astern, but she struck the Wacht amidships, and the unfortunate vessel immediately began to settle down. The Weissenburg attempted to take her in tow, but she filled too rapidly, and could not be brought into shoal water. Happily no lives were lost. On the afternoon of September 9th the Emperor joined the Final squadron at Pillau, his flag flying in the Hohenzollern. He was twnT" received with an Imperial salute, and led the fleet to Hela, where it was anchored. On the next day his Majesty transferred his flag to the Kaiser Wilhelm II., and under his direction the fleet engaged in steam tactics in preparation for the arrival of the Tsar. The Eussian monarch arrived on the 11th, in the Standart, escorted by the Svietlana and the Yaryag, and went on board the Hohenzollern. On the next day, the fleet in a fresh formation, Prince Henry of Prussia commanding the " Blue " squadron, and Vice- Admiral von Arnim the " Ked " squadron, the fleet engaged in operations upon a prepared scheme. The " Bed " squadron was operating upon the coast in the neigh- bourhood of Danzig, in support of an army moving westward from the Vistula, and was to blockade the " Blue " squadron at Neufahr- wasser. An engagement ensued, in which the " Bed " squadron was unsuccessful in an attack upon its adversary, having come under heavy fire from the shore. Ships were put out of action on both sides, but it would appear that the engagement was largely of spectacular character. Another action took place on the next day, but the result is not known. It may be said that the German manoeuvres, though not ambitious, were practically useful as a training for officers and men. The final scenes were designed to •grace the meeting of the two Emperors, and, from a naval point of view, had little significance. 128 THE NAVAL ANNUAL. Russia. Combined The manoeuvres in the Baltic in August were of considerable ?P^f" importance, but their naval aspect does not merit a very long descrip- tion. The operations of the fleet were combined with those of the army. A military force was assumed to have been landed at Eevel and to have advanced eastward through Esthonia as far as Wesenberg on the road to Narva, with the purpose of attacking St. Petersburg, while the defending army was to cover the capital and prevent any further landings. There is no purpose of entering into the military operations here. The defenders possessed only a few torpedo-boats and patrolling vessels, and the strategical assumption was that the national squadron had suffered defeat, and that over-sea operations against the Kussian capital had become possible to an enemy. The attacking fleet consisted of the coast defence armour-clads Admiral Oushakoff, Admiral Seniavin, Admiral Lazareff, and Admiral Grieg, the armoured cruisers Pamyat Azova, and Minin, the third-class cruiser Asia, the torpedo-gunboat Voevoda, and two transports, the Samoyed and Krasnaia Gorka, as well as some torpedo-boats. This squadron had assembled at; Eevel, where it was supposed to have covered the descent of the forces which were advancing through Esthonia upon the capital. Landing While there practice was gone through in embarking and at Bjoi-ko. disembarking infantry and artillery, and on the morning of the 20th the 23rd artillery division and a division of the 23rd artillery brigade went on board hired transports, of which seven were Danish and one Russian. The squadron then put to sea, the Minin leading and the Pamyat Azova being astern, while the transport vessels were in two columns, flanked by the coast-defence vessels and torpedo-boats. On the morning of the 21st the squadron and convoy arrived at Bjorko Sound without molestation. Some torpedo-boats were driven off, and the warships opened fire upon the village of Bjorko. A landing was about to be made there when two Finnish regiments and a howitzer battery began to fire upon the troops. The landing was not therefore attempted at the selected position, but was made successfully at a point outside the bay. A good deal of firing accompanied the operation, and the disembarkation was accomplished with great celerity. In all, 16 battalions of infantry and 21 guns were landed. The Tsar and the Grand Duke Alexis, Grand Admiral of the Russian Fleet, witnessed the operations. Having accomplished its object, the squadron proceeded eastward to make an attack upon the fortifications of Cronstadt. The batteries at Ishora and in other positions on the coast covered the southern Attack on Cronstadt. c* (J * I » l' ' ' i * I 1 ...a t w i I ; ■ 1 ' i 1 i i ,-». j | : RUSSIAN MANOEUVRES. llMJ channel. Another defensive group consisted of Fort Constantino, at Cronstadt, and Fort Milutine, half-way between that place and Ishora. There were also the batteries on Kotlin Island, and others covering the northern channel of approach between the island and Sestrorietzk, at which place landings were forbidden. In regard to this attack, the rules laid down alone seem to be of much impor- tance. Boats could not attack with success the front of the batteries or forts at night, but an attack by the channel might succeed if they approached unobserved within less than 110 yards. If armour-clads remained under the fire of the howitzer batteries which protect the approach within less than 6000 yards for half an hour, they were to be considered as out of action. Torpedo and other boats were put out of action if they came under the fire of a single gun for three minutes, and for a shorter time if under the fire of more guns, and at night if discovered and fire was opened upon them. The howitzer batteries on shore were directed to open fire at 8000 yards, and other guns as ships came within range, which was accounted relatively short for the older guns. The booms and mine- fields were extensive, and the former were to be regarded as destroyed if torpedo-boats or pinnaces, with proper apparatus, approached them in the night unobserved, while the mine-fields were regarded as ineffective if two or more boats passed over them at night without being seen. Useful firing practice occupied the fleet for some days. Two night attacks were made on the forts, but the details of them have not appeared. During the course of the operation there was much practice in the transmission of orders by telephone and wireless telegraphy. At the conclusion of the manoeuvres the Tsar expressed his full satisfaction to the Grand Dukes Vladimir and Alexis with what had been done, and at the harmonious co-operation of the naval and military forces. Johx Leylaxd. 130 CHAPTER VII. The Invasion of England." Tho wide- spread be- lief abroad that in- vasion is possible. Conflict- ing views in Ed gland. It is impossible to follow the discussion of many international questions debated on the Continent without realising that there exists, in the military mind of Europe, a conviction that the invasion of England is an operation within the bounds of reasonable possibility. The belief is especially prevalent in France and Germany. It has been put forward in serious publications, and even proclaimed from his place in the French Parliament by a responsible officer who had not long before ceased to be Minister of War.* In Germany there are thinking men who hold the same faith. We have seen Baron von Luttwitz, a prominent officer of the German General Staff, setting himself, in the semi-official Militdr- Wochcnblatt, to prove the unassailability of England to be a delusion, and assuring his comrades that it should not be a difficult thing to land troops on our shores. Another German staff officer, Baron von Edelsheim — " Operationen fiber See" — thinks it possible for Germany, even now, to land six divisions, including cavalry, in England. There are naval officers and writers on the Continent, like Admiral Livonius, who share the same opinion, though it is probably significant that those whose business it has been to study naval warfare, and who, therefore, have some appreciation of its conditions, do not so frequently or completely express adhesion to the view. If these are things that give food for thought, there is evidently still greater cause for an examination of the subject when we see the uncertainty that clouds the conceptions regarding it of some of those responsible for the defence of the country. The most diverse opinions are held upon this vital subject, and some officers of equal eminence express convictions diametrically opposed. To some military men the invasion of these islands appears a matter of comparative ease, and the forts which have been built to command the approaches to the Metropolis would seem to be an expression of such views. Lord Wolseley has stated that " everybody whose intelligence is above the ordinary intelligence of a schoolboy must know this country is open to invasion," and has clinched the matter by saying : " When the Channel is in possession of a foreign * General Mercier, December. 100U. EXPERIENCE OF HISTOEY. 131 hostile navy," then, not only will it be possible, but " most certainly the country will be invaded." It would be an easy matter to give other instances from public utterances showing that the same belief has a considerable hold upon military men, though possibly only upon a minority. On the other hand, many of the ripest thinkers on the question Opponents of Imperial defence declare that the Navy is the only safeguard "invasion — that by the Navy, and by the Navy only, can our shores be Scn°o1-' made secure. Though most of them will admit the possibility of raids, they hold that if the Navy should fail us our last resource would have gone, and that we should be reduced by famine without any hostile landing at all. They ask, What would avail half a million of heroes in England, eager to grapple with the enemy, if the adversary were superior at sea and could starve the country into submission without landing a single man ? The existence of convictions so diverse is manifestly a national peril where the welfare, or even the safety, of the nation is concerned ; and the matter is plainly fundamental, because upon the primary condition of the defence of the British Islands rests the character of all our home defensive forces, and with them of the forces which are to be the defence of the Empire at large. The sooner, then, we arrive at a solution of this great question Tlie , , . appeal to the better for our welfare. There has been an appeal to history 6*11 history. both sides. On the one, the long peace of centuries and the failures of Louis and Napoleon have been cited in evidence ; on the other, the phenomenon of Hoche, the marvel of Egypt, and the adventure of Humbert. Sir Edmund Du Cane has told us that projects of invasion or raid have in many cases been adopted by solidly responsible persons, such as Marshal Saxe and Napoleon, to say nothing of such as have been formed by people now living.* To which the judicious critic may retort that neither of those eminent soldiers was trained by his opportunities or experiences to express a sound judgment on such questions, and that, though at times each cherished the desire to invade, hard facts afterwards demonstrated, sometimes by the evidence of disaster, the folly of the attempt. Certainly, on March 3, 1744, when the contemplated expedition in aid of the Stuarts was ready for the venture, Maurice of Saxe wrote to D'Argenson that the greatest obstacle which he could foresee to the success of the enterprise — an obstacle which merited all the attention of the Minister — was the opposition which might be encountered from British forces at sea. He remarked, even in that time when news travelled slowly, that he had no doubt the English * Times, June 6, 1901. K 2 132 THE NAVAL ANNUAL. The lessons of history — how far applicable. people, or at least the Court, knew the French design, and would take care to make ready all their resources ; and the naval officer who was in command, M. de Barrailh, expressed a precisely similar opinion, with the result that the expedition was presently abandoned.* As to the projects of the Directory and Bonaparte's invasion of Egypt, which is a most notable example of over-sea expeditions, we are fortunately, and most opportunely, helped towards a judgment by a new flood of light. The French military general staff has come to our aid. It has just issued the third volume of Captain Desbriere's " Projets et Tentatives de Debarquement aux iles Britanniques," f and has likewise published the second volume of Captain de La Jonquiere's " L'Expedition d'Egypte, 1798-1801."} These are volumes which merit, with their predecessors, most attentive consideration, because they contain a mass of information concerning the very question at issue. It has been argued that the lessons of history have lost their value ; that stupendous changes in all material things have made old precedents no longer applicable to modern conditions ; that what was denied to Morard de Galles and Hoche in 1796, and to Bompard and Hardy in 1798, may be possible, perhaps, to French or German admirals and generals at some future time. There is a certain reasonableness in the contention, but it is nevertheless true that no teaching must be neglected which can be gleaned from the only real illustrations we possess of invasions of England or Ireland attempted or planned. Otherwise our enquiries will lose the essence of what we seek, and will scarcely escape the reproach of being vaguely empirical. In certain broad respects it must be recognised that projects of landing men in these islands would be both unlike and like their predecessors. They would be unlike them in that they could not have among their factors for success either a mutiny in the British fleet or a rebellion in England or Ireland, which were powerful incitements, and were regarded as essential elements in all previous enterprises against us.§ They would be like their predecessors in that the operations must be planned and organised in secret, and must depend for chances of success upon stealth and evasion, or upon the delivery of some paralysing blow, which could never be effectual if our fleet were * -'Louis XV. et les Jacobites," by Captain J. Colin, 1901. (Chapelot.) f K. Chapelot et Cie., Paris. % Henri Charles-La vauzelle, Paris. § General Hmubert, weary of the fruitless attempts that had been made, wrote to the Minister of War on May 29, 1801, again offering his services, and declaring that SO00 or 10,000 men landed in Ireland would suffice to capture the island from Great Britain. " Let us be persuaded of a truth ; it will never be with a strong army that we can operate with advantage ; it must be with 100,000 Irishmen or 100,000 Scotchmen that we subject the pride of that Power and avenge the Fatrie." FRENCH PROJECTS. 133 prepared. If so much be admitted it may seem reasonable to conclude that those attempts to land men on our shores are most likely to succeed which are planned upon the smallest scale — that the raid is more to be looked for than the invasion in force. Long before the notorious attempts at the end of the 18th and Vagueness beginning of the 19th centuries, the notion of invading England had ^stability buzzed in the brain of France. As is remarked by Colonel Krebs, of hostile lately chief of the historical section of the French General Staff, in an introduction to Captain Desbriere's book, the idea of carrying war into the British Islands was part of the traditions of the French monarchy. The operation had been intended by Louis XIV., and had been the subject of numerous projects under Louis XV. and his successor. Later on, in the time of the Directory, one egregious person, a certain Desfrieches, an artist of Lisieux, proposed to despatch an army of 73,440 men, apparently with guns, horses, and stores complete, on a sort of floating entrenched camp towed by frigates. Other fantastic projects were numerous. Even Hoche, early in 1796, with Humbert and La Barolliere, despairing of conquering' us by force, thought it desirable to organise what he called a " Chouan- nerie " in England, like that of which he had had so much experience in France. It is creditable to Captain Desbriere that he says approval cannot be given to the methods proposed, although he seems to think that the exasperation at our conduct explained the very singular idea. The " Chouannerie " in question was a species of brigandage ; the jails were to be emptied and deserters gathered together, to lie landed on the south coast, in Cornwall or Devonshire, or in "Wales. As may be remembered, this villainous idea was partially carried out in what is known as the Fishguard invasion under Tate, which ended so absurdly. Hoche thought the individuals gathered were of such an order that they might be trusted to do some desperate damage, and he suggested as most likely pillage and assassination. He had seen it in his own country. " Que sera-ce en terre etrangere ! " La Barolliere thought the best plan would be for the brigands to attack and pillage all public conveyances, to seize public property in towns and villages, to preach " la guerre aux chateaux et la paix aux chaumieres," to open prisons and to arm the convicts, and to burn everything that concerned the navy ; while they spoke much of liberty, but had only the purpose of destroying, " et point d'edifier." Every individual who became a cliouan in England was to be encouraged to rob to the extent of 100,000 francs, in order that he might "end his days in comfort." The fact that this benevolent project engrossed the attention of Hoche certainly up to June 19, 1796, and that before the end of the month he had welcomed and was oi'ganising a plan projected by the Directory 134 THE NAVAL ANNUAL. Confidence of French soldiers explained. Villaret- .Toyense and Hoche to jiroceed by stealth. of making a landing in Ireland, may serve as an indication of the instability of his plans, and of the insensate Anglophobia which impelled him to vain adventures. What is very singular and even marvellous in the projects of the time is the blind confidence, even of highly-placed French military officers, in their ability to strike us at home, and in their comical faith that a superior naval force was a thing not to be taken account of. The phenomenon, however, is capable of explanation. The military officer did not think it his business to organise or safeguard the transport at sea. It may be suspected that with some secret satisfaction he viewed with pleasure the very awkward situation in which his careful projects placed his friends in the navy. It was enough for the soldier to organise an army, to plan its operations when it should be landed, and to measure the resistance it would be likely to encounter. That done, he had accomplished his task, so far as preparation could go, and looked to the seaman to make possible its execution. The seaman, brave and loyal enough, would not be a whit behind his comrade in zeal, energy, or enterprise, but a terrible task was before him. He was on the horns of a dilemma. Either he must risk all or be condemned for failure. " Poor Morard de Galles ! " said Hoche ; " he is already twenty years older. How I pity him ! " At a later date, fretting under the fetters of our command of the sea, ill-fated Bompard wrote that he was prepared to risk everything. The dangers were enormous, but, if they would relieve him of responsibility, he would dare all. The fate of his final temerity is well known. Not all the sea officers shared his intrepidity. There were some who foresaw disaster too plainly inevitable, and who, by word or deed, discountenanced the project — for adopting which attitude they incurred the bitter scorn of the soldier, and have fallen under the heavy censure of the publicist.* Yillaret-Joyeuse was to command the naval forces in the expedition to Ireland, and the secret instructions issued to him are very deserving of note, being just as applicable to-day as they were in 1796. They expressed the opinion of the Directory that it was of the utmost importance that the expedition should be hidden from the eyes of the English, and that any engagement whatever should be avoided ; because, however successful might be its issue, it would necessarily be destructive of the very purpose * Hoche wrote in his hitterness : " "What is the Navy? The problem is to discover. God forbid that I should have to do with it ! What a miserable concern ! A great body, of which the parts are disjointed and disunited ; contradictions of all sorts indiscipline organised in a military body. Add to this proud ignorance and stupid vanity, and you will have the thing complete." HOCHE'S EXPEDITION. 135 of the enterprise.* The conditions were indeed most unpropitious for the adventure. Villaret had, or was imputed to have, his mind fixed on a long-planned expedition to India, and to be more than lukewarm in his purposes against Ireland. The latter was probably true, and Adjutant-General Simon told Hoche that the admiral had written to the Minister declaring that the Irish project was foolish and impracticable, and that nothing would make him proceed on such an enterprise. The recriminations between Villaret and Hoche were most bitter, and finally the unfortunate admiral was removed from his command, with the added indignity that his adversary was- empowered to choose his successor. That successor was Morard de Galles. We thus see how naval opinion was over-ridden by military rashness, and the degree of that rashness may be measured by the fact that, failing a scpnadron, Hoche was ready to proceed to- Ireland with a single frigate. The conduct of the business fell into his hands with the appointment of Morard de Galles. That officer wrote to Truguet, the Minister, a pitiable letter in which he deplored his physical and mental incompetence in terms that remind us of the self-depreciation of Medina Sidonia before the expedition of 1588. t His appointment was the opportunity of Hoche, who wrote a note concerning him : " Another victory ! M. de G. accepts. He is the very man for the business. If his eyes are feeble we will see for him ! " Great delay occurred in preparing the expedition, and it was not Hoche'9 ready until the month of December, though it had been definitely exl)eflltlon- planned as early as June 19, when Hoche had been informed that he was " to give to a generous people, ripe for revolution, the independ- ence and the liberty they claimed." Constant difficulties arose, and, though Bruix had been optimistic in his view as to the preparedness of the fleet, it was found that seamen were wanting, and that the collection of stores was slow and difficult ; while further delay was caused by the expectation of the arrival of Admiral Eichery with a reinforcement, and symptoms of mutiny and rebellion had appeared in the fleet. At last, with something under 14,000 troops on board, of whom 633 were lost owing to steps taken to avoid the British fleet, the expedition got under way from Brest on December 15, just * On March 24, 1804, Napoleon expressed the same view in a telegraphic order to Ganteaume, who announced that his squadron was ready to move from Brest, but could not do ao without risking au action. " Une victoire navale dans cette circonstance ne couduirait a rien." — Correspondance, No. 8480. t Morard de Galles to Truguet, November 9, 179G : " I must tell you that I possess none of the qualities necessary in a good, general. The bad state of my health and the pain and grief which I have undergone have notably affected my mental faculties, and the weakening of my sight, which scarcely enables me to distinguish objects at the distance of four paces, opposes an invincible obstacle to my directing the manoeuvres of a squadron." J3G THE NAVAL ANNUAL. two days before the Directory expressed a change of mind and con- templated some other project altogether. It was too late, however, to recall the strangely constituted squadron, with the divergent elements it carried, and it proceeded through extraordinary perils, and, by a marvel of good luck, reached Bantry Bay. Those who wish to read the long story of the difficulties and misfortunes that befel the expedition should read Captain Desbriere's book. An enterprise embarked upon in such conditions appeared inevitably foredoomed to failure. Wolfe Tone described how they lay in Bantry Bay expecting at every minute a visit from the British. The force had become divided, and there were only 6500 soldiers, without a guinea, or a tent, or a horse to drag their four guns. Morard de Galles and Hoche, in the frigate Fraternite, separated from the main body, had fled, under every inch of canvas the ship could carry, from a British vessel, having thrown some of the guns overboard ; and so they were not with their friends in Bantry Bay. So desperate appeared the situation of some of the Frenchmen there that Ptear- Admiral Bouvet, who commanded a division of the squadron, is declared by Grouchy to have wished to return to Brest lest the squadron should be blockaded by the British ; and the other admirals, Nielly and Eichery, for reasons which we may suppose to have been analogous, attempted nothing to further the operations. AVolfe Tone became discouraged, and declared the expedition to be impracticable ; for the weather had grown very bad, and he protested, when they were reduced to seven ships and a frigate, that any attempt to land would be an act of despair, though he thought a disembarkation in the Shannon would have had chances of success. The committee of enquiry into the lamentable failure ascribed as reasons for it the improbability of a large assembly of the forces, the risk of blockade by the weather or by the English, the want of food, which would have necessitated the immediate return of the ships, and the news that 5000 British troops were ready to oppose a disembarkation, while it was believed that six of our ships were at Cork. These considerations had determined the commanders to return to Brest. Fore- Such an expedition does not merit the name of an invasion. It doomed 10 could at the best only have been a raid. If complete success had attended the landing, it would have ended in defeat and disaster, like the subsequent expedition of Humbert. The forces had no money, stores, or means of transport, and these were not to be found in the wild south-west corner of Ireland, and Grouchy's decision not to disembark was doubtless dictated by sound considerations. In England we have been apt to speak of the near success of Hoche's EXPEDITION TO EGYPT. 137 expedition; but the truth is, as the late Admiral Colomb pointed out, that to the French it was rather the vicinity of a failure very much greater than that which they actually experienced. Those who returned could only have been thankful that it was no worse, and subsequent experience must have confirmed them in that opinion. There was a subsequent project of landing 70,000 men in Theenter- England — the fleets of France, Spain, and the Batavian Republic 1797. being allied to accomplish the enterprise in 1797. But all hopes were crushed by the great victory of Camperdown, concerning which Captain Desbriere's remark is worthy of note, though it does not explain the whole fact — that the principal cause of failure was want of co-ordination between the allied fleets of our enemies. Bonaparte, who was a very short time in command of the " Army of England," had arrived at the conclusion in February, 1798, that to make a descent without being master of the sea was the most rash and difficult operation that could possibly be ; and he thought — though his plans often changed — that the right moment for preparing an expedition had been lost, perhaps for ever. It was an enterprise, at least, that promised nothing to his personal glory, and he turned to the plan of invading Egypt, being quite willing that other generals should have charge of the unpromising projects against the British Isles. Much has been made of the expedition to Egypt by those who ^eedit- n regard it as a great example of over-sea operations. But the truth to Egypt. is that there is no analogy between the French landing at Alexandria and an invasion of England. What resemblance can there be between the enterprise of Bonaparte and that of a commander who should attempt a landing upon our shores ? In one case we find Nelson preparing to thwart the purpose of the enemy, and triumphantly endeavouring with that object to reassert our sea power in the Mediterranean, but doing so without adequate force, without frigates to be the eyes of his fleet, without bases for his supplies, and with many of his resources to create. In the other case, we should have the fleets and flotillas of an enemy in our own waters, within the immediate range of our cruisers, and within striking distance of our strongest forces, undertaking an operation beside which those of the 18th century would sink into insignificance. To use the analogy of the invasion of Egypt as a sanction for the plan of invading England is to cloud the argument and make a false and dangerous historical deduction, which, if it should sway our counsels, would have far-reaching consequences, leading to a great misdirection of national effort and resources. Let it be recognised that the expedition to Egypt was an enterprise contrary to the plain teachings of war. It was a remarkable illustration of the imagination, the enterprise, the 138 THE NAVAL ANNUAL. intrepidity, and the moral courage of Bonaparte ; but it can add nothing to his military glory, for at every stage of its sea progress it was within an ace of gigantic catastrophe ; its ill-starred course was shadowed by imminent disaster, and culminated in lamentable failure. Its justification may be sought in the occupation which the attempts of Hoche and Humbert were assumed to have given us at home, and in the fact that it was planned and initiated at a time when we had temporarily abandoned the Mediterranean, and when the pathway to Egypt seemed open. -V We have only to read Captain de La Jonquiere's graphic pages adventure. t° discover how extreme was the danger, and how imminent the peril, that overhung that unwieldy fleet and vast transport, stealing away from Malta and in daily dread of a sight of a sail or the rising of a storm. Those on board the French ships who realised the situation felt that the sword of Damocles was hanging over them. Sulkowski, who was in a good situation to learn the ideas of Bonaparte, wrote that the success so far attained had not in any way diminished the critical state in which the French lay in relation to their superior enemy, if he should appear upon the scene, forcing them to fight with their vessels encumbered with baggage and military stores, and having the painful duty of defending an immense and incoherent convoy, which twenty days of navigation had shown to be as incapable of unity as it was of flight. " Speed, discretion, and the winds could alone give success to this expedition, and we abandoned ourselves to the last." It is well known that when the French arrived off Alexandria on July 1 they were amazed to find that Nelson had been there before them. Vivant Denon, who was on board the Junon, which was sent ahead to communicate with the French consul at Alexandria, learnt that the fleet of Nelson had left the very day before he reached the port. In these significant words he describes the situation : " The presence of the English had shadowed our horizon. When I remembered that three days before we had deplored the calms which held us back, and that without them we should have fallen amid the enemy's fleet, to which ours would have been discovered, I vowed myself thenceforth to fatalism, and commended myself to the star of Bonaparte." The possibility that Nelson might return caused an immediate change in the plans of Bonaparte, and he ordered an instant disembarkation of the troops. " When we arrived before Alexandria," wrote Sulkowski, " the urgency of the peril, and the presence of a formidable enemy on the coast, left no choice in the measures to be taken." The troops were therefore precipitately put ashore, while the squadron, unable to enter the port, and fearing to take refuge at Corfu, LATER EXPEDITIONS. 139 proceeded to Aboukir Bay, there to await the onslaught of Nelson. Such was the landing in Egypt, which ended, as all the world knows, in the destruction of a fleet and the surrender of an army. Is it reasonable to take such an enterprise as a light to guide us in our military policy ? Can we regard the adventure of Bonaparte as the historical sanction for an invasion of the British Isles ? A brief glance at the later expeditions to Ireland shall conclude Later • rm t • i expedi- this enquiry into the historical evidences of the subject. The Irish tions. Kebellion had taken the Directory by surprise ; but it was too good, an opportunity to be lost, and between May and October, 1798, not less than seven expeditions were planned, of which six were prepared and five put to sea, two being disastrous and two useless, while only one attained a temporary measure of success. It was still hoped to gain the help of the Dutch, who had not yet recovered from the disaster of Camperdown, and Admiral Bruix, who was confident, was strong in his urgency. But Admiral Spoors, the Batavian Minister of Marine, attempted to check his ardour, telling him the British Fleet off the Texel presented an insurmountable obstacle, and that even if an expedition should put to sea, it would be pursued and destroyed. His words were justified a little later, when two Dutch frigates which made the venture fell in with the British and were captured. It is necessary to point out that the various expeditions were Sea power really part of a single operation. It was impossible for the French, obstacle. owing to the pressure of the British Fleet in the Channel, either to assemble their forces in any one port or to co-ordinate their efforts. Thus our sea power imposed a grave disadvantage at the very outset, and in the end prevented the general plan from being put into execution at all as a united and consistent endeavour. Independently of the Dutch expedition, there were two other parts of the plan involving preparations at Brest and Eochefort, where the troops were respectively under command of Generals Hardy and Humbert, and the squadrons under Admirals Bompard and Savary. Continual delays occurred, and Cherin, who was the General-in-Chief, disgusted with the disordered authority, thought his position untenable, and retired, summing up the situation in the sentence, " Tout est pret ; rien n'est pret." As to the Brest expedition, it could not put to sea at the time, and the brunt of the business fell upon Humbert and Savary. The instructions to the latter were like those given to Villaret- Joyeuse two years before, and to Ganteaume later on, in the particular direction that he should hide himself from the view of the British. He was the better able to do so because he had only three frigates with him, carrying 1100 soldiers. Those who would know the details of his expedition, of his landing, and ultimate disaster. 140 THE NAVAL ANNUAL. surrender will find much information in Captain Desbriere's book, as also in the pages of Lecky, and in M. Gribayedoff's " The French Invasion of Ireland," published in New York in 1890. Humbert's expedition was a gallant, but almost puerile attempt to take advantage of a rare opportunity, and its measure of success was in inverse ratio to its scale. Bompard'fl It deserves to be noted that the Anacreon brig escaped from Dunkirk on September 4, 1793, having Napper Tandy on board, and that after a strange odyssey it arrived with him at Bergen, in Norway. As to the expedition of Bompard and Hardy from Brest, it was subjected to constant delay, and drove the gallant seaman almost to desperation. Just when the wind became favourable the British ships appeared, and when he sought to go out by the Black Eocks he was attacked on August 20, and, having suffered some damage, returned. It was not until September 9 that he found a chance of slipping out, with semi-mutinous troops on board. The fate of the expedition is well known. According to the normal course of naval warfare, it was discovered by British frigates, pursued, and ultimately brought to action off the Irish Coast, where it was completely defeated on October 12 by Sir John Borlase Warren — a very striking example of the fate of expeditions of the class. On the very same day Savary left Eochefort for his second expedition, being then in ignorance of the fate of Humbert, whom it was intended to relieve. Beaching Killala on the 27th, he became terrified at the risks that were being run by sea and land, cut his cables, and made the best haste he could to return, having thrown overboard a large part of his ordnance, and several of his ships being dismasted. It is the opinion of Captain Desbriere that Bonaparte was not in earnest in his projects against Ireland in 1804. The country was more settled, and he could not look for revolution to justify an enterprise. Enough has now been said concerning the various projected inva- sions of these islands which have occupied the attention of French soldiers and seamen, though the history of the Boulogne Flotilla is interesting and instructive enough. Those who would understand the inner history of these attempts, the effect of the constant pressure exerted by our fleet, the manner in which it affected the enemy's plans, the clumsy endeavours that he put forward, the confusion and uncer- tainty that were caused, the quarrels and bitterness that ensued, and the rashness of spirit that was begotten of the conditions imposed, will find profound instructions in Captain Desbriere's most interesting- pages, and not less concerning the Egyptian expedition in the work of Captain de La Jonquiere. PROSrECTS OP SUCCESS. 14L It is impossible to imagine anything more remarkable in the way Comments. of projected invasion than Hoche's abortive expedition ; anything more rash and perilous than the expedition to Egypt ; anything more complete in its failure than the adventure of Bompard. It has perhaps yet to be explained how it came to pass that the ships conveying the expedition of Hoche should have been able to anchor in the bays outside Brest, and then to put to sea without being discovered or pursued. As Admiral Colomb pointed out in a discussion of this subject, if we separate the personal from the material element in these cases, it becomes plain that what secured Bompard's defeat was the supply of a sufficient number of frigates to observe him; and what secured Hoche's escape — and I may add that of Bonaparte — was the paucity of these necessary adjuncts to any efficient blockading operations. In other words, what secured our success in the case of Bompard was completeness and sufficiency of resources. There is surely a lesson to be drawn here. If our fleets are insufficiently provided with cruisers — the modern representatives of frigates — as there is excellent reason to believe, let them be provided forthwith ; and if in other respects there is anything wanting to our efficiency, let it be instantly made good. For it is useful to remember that, with complete efficiency in every essential respect, both Hoche and Bonaparte would have shared the fate of Bompard. These are salutary lessons, but they are not the only, nor indeed ^l^ceest the greatest lessons, to be drawn from this survey of attempted in invasion invasion. What we see most conspicuously is that descents upon the British Islands, attempted or undertaken, have been in the past always completely or proximately unsuccessful. If they were small, convoyed in a few ships to be counted on the fingers of one hand, they had a chance of success, if fortune should favour them in their game of evasion. The larger the scale of preparation, the greater grew the danger and the nearer the imminence of catastrophe. It must always be so. Evidently in these days great over-sea expeditions in the presence of hostile naval forces are impossible. It has been contended that the introduction of steam has conferred an immense advantage on would-be invaders, but manifestly the gain to defenders is still greater, and the telegraph is a powerful weapon in their hands. It has become easy to cover the sea, by means of swift vessels fitted for wireless telegraphy, with a network of observation. If, in former times, no great expedition could be prepared without the rumour of it reaching English ears, in these days the certainty of our knowledge has become absolute. Not in any port of the Continent can a great army be collected, with the 142 THE NAVAL ANNUAL. Mislead- ing: argu- ments. Con- clusions. vast transport required for its conveyance, without ample warning- reaching the British Government. Those who have supported the idea that we are open to invasion have sometimes put forward the plea that the British fleet might be lured away or be deceived into undertaking some useless operation. As reasonable men, we cannot base our policy upon such an hypothesis. We must take our stand upon rational considerations. "We do not contemplate the possibility of the Army being in some place where it ought not to be. Why should we attribute such folly and mismanagement to the Navy ? We must, moreover, take account of the consideration already suggested — that no enemy has ever ventured in modern times to invade our shores without counting upon receiving powerful aid from a large section of the people, and that now a united people, strong with a larger patriotism, presents an unbroken front and an insurmountable barrier to hostile ambition. The object I have had in view has been, by the light of the researches of French official historians, to show how ill-founded have been the many attempts made against us.* I should do injustice to these officers if I gave the impression that this is their view. As official writers it scarcely could be. On the contrary, they suggest that if the expeditions had been better managed, they would have had good chances of success ; to which, of course, it might be replied that if our operations had been better combined, they would have had no chances whatever. And I believe that an attentive perusal of their pages will convey the latter view with cumulative force— arising from their detailed description — which this general survey cannot give. It may be admitted that they have shown the possibility of raids being effective, if it should be thought worth while to attempt them. In conclusion, let us grasp the essential lesson — that invasions in force can never be accomplished " if England to itself do rest but true," and we do but see to it that our fleet is what the Articles of War declare it to be — that force upon which, " under the good providence of God, our wealth, prosperity, and peace depend." A nation with- out a policy in the matter of defence is in a parlous state. Such a condition has given to France what one of her most prominent admirals described as " a fleet of samples," and to Italy what an Italian Minister of Marine spoke of as a fleet worthy of a naval museum. We have a vast empire to protect, and the fleet will enable us to do that effectually as the over-sea shaft of that lance of which the * Capt. Chevalier, in his " Histoire de la Marine Francaise depuis les Debuts de la Monarchic" (1902), remarks, in relation to the invasion projected by Louis XIV., that Tourville felt the complete inanity of the plans, in which little account had been taken of the naval and military difficulties that •would attend the execution of them. CONCLUSIONS. 143 Army is the head. This may, perhaps, appear to some scarcely the right place in which to speak of military policy. Yet the sufficiency of the Army for its duties and its organisation for war are fundamentally related to the sufficiency of the fleet and to the subject of this chapter. It is universally admitted that, whatever force is maintained within the kingdom, we must have a foreign service army. Our home forces must be constituted as the base and feeder of the foreign service troops, and there must be no vast outlay either on men or inland works for the defence of these isles, the fleet being made supreme. It is an obvious considera- tion that however powerful may be the forces we maintain in readiness for foreign service, they cannot be despatched from our shores until the fleet has made the sea secure for their transport. Thus — if we admit, for the sake of argument, the possibility of a naval catastrophe — there will always be plenty of trained men in the United Kingdom. In that same hour in which the fleet makes it possible for them to leave our shores, no chance of the violation of the kingdom by invasion will remain. The true lesson of this inquiry is, therefore, that a sufficient and efficient Navy is the essential factor in national as in Imperial defence ; and that, recognising this cardinal principle, we are able to formulate a sound military policy, and to direct national efforts and resources to the true and direct end. John Leyland. 144 CHAPTER VIII. Submarines. Tx the past issues of the Naval Annual brief reference has been made to the more important of the submarine vessels which have been constructed in recent years. It is proposed in this chapter to present a short review of the progress and development of vessels intended for use below the surface or awash, without entering into any dis- cussion as to the value of such submarines in naval warfare. David Bushnell, at the close of the 18th century, invented the first known torpedo and the first submarine boat of which any detailed account is extant. Since his day innumerable craft capable of subsurface navigation have made their appearance. Once only, however, has a vessel of this description accomplished anything in actual warfare. During the American Civil War, one of the " Davids " constructed by the Confederates succeeded in blowing up the Federal frigate Housatonic, and in destroying itself at the same time. Since then French submarines are reported to have succeeded in blowing up battleships in mimic warfare. What these machines will do in the next great naval battle can, in the present state of the science of submarine navigation, be only a matter of conjecture. Great Britain. Five In the autumn of 1900, the British Admiralty ordered from gramme Messrs. Vickers, Sons & Maxim, the European agents of the J 901-1 902. Holland Torpedo Boat Company, five vessels of the newest type invented by Mr. J. P. Holland. In January last, Mr. Arnold-Forster, in the House of Commons, explained that when the decision to construct submarine boats was arrived at, only one type of boat was available for purchase, that the right to build boats of this type was in the hands of one firm, and that it was therefore necessary to entrust the work to that firm. A brief account of this type, the tenth invented by Mr. Holland, was given in last year's Naval Annual. The boat is cigar-shaped; length, 63 ft. 4 in. ; beam, 11 ft. 9 in. ; and displacement submerged, 120 tons. The hull is circular in cross-section, and is divided by two water-tight bulkheads into three separate compartments. The motive power for use when not submerged is a 160-H.P. single-screw four-cylinder Otto gasoline BRITISH SUBMARINES. 145 engine, capable of giving a speed of 8 knots on the surface. Sub- merged, the propelling power is a 70-H.P. electric motor, giving ;i speed of 7 knots when awash or totally under water. The radius of a,ction at the surface is about 400 knots (the gasoline tank being of 850 gallons capacity), and the storage batteries have sufficient capacity for a speed of 7 knots on a four-hours' submerged run. The storage batteries can be charged by the gasoline engine running the electric motor as a dynamo when the vessel is at the surface. The armament consists of one torpedo tube forward. Five torpedoes are carried. As each torpedo is fired, water is admitted to special tanks in order to compensate for the loss of weight. In diving, the boat is brought to the awash condition, with only the conning-tower ports above the surface, by the admission of water into the the three main ballast tanks. The method of submersion by the drawing in of cylinders {adopted in the Campbell-Ash boat) has been abandoned in all modern craft. For complete submersion the boat is steered below the surface by means of a pair of horizontal diving rudders at the stern. She dives at a small angle, and is brought to a level position either automatically or by hand. Mr. ISTordenfelt, it may be noted, expressed the opinion that a submarine boat could only be submerged on an even keel. All modern craft, however, go under at an angle. The Holland boats are lighter than the weight of water displaced, and consequently they have a tendency to rise or sink at the smallest provocation. One of the main drawbacks hitherto to the utility of submarines has been their lack of longitudinal stability. In order to counteract this, two trimming tanks and one circular compensating tank are provided, whilst the horizontal rudders are controlled by apparatus similar to that found in the Whitehead torpedo. As the boats are unable to withstand the pressures of depths exceeding 100 feet, automatic means are provided to prevent them from passing the dangerous limit. For air supply and ventilation, tanks, in which air at 2000 lbs. to the square inch pressure is stored, are provided. It may be remarked that experiments are a-eported to have been made in the French submarine Morse with a chemical substance (discovered by M. Georges Jaubert) of compara- tively light weight, which in one single operation can not only •completely remove from vitiated air the carbonic acid, water vapour, and other non-respirable products, but can also automatically restore to it the exact mathematical quantity of oxygen which it lacks. In other words, the substance, when placed in contact with air vitiated by respiration, can completely regenerate it and restore to it its -original qualities. The first British submarine was launched on November 2, 1901, L 14G THE NAVAL ANNUAL. at Barrow, without any ceremony, though representatives of the Admiralty were present. No. 2 was launched on February 21, 1902. It was stated that certain alterations had been rendered advisable in its construction by defects which had been discovered during the testing of No. 1. The trials have been carried out under the direction of Captain Keginald H. S. Bacon, D.S.O., who was appointed in August, 1901, to the command of the Hazard, which was specially commissioned for service with the Barrow submarine flotilla. Before launching, No. 1 was, by means of a floating dock, placed on the gridiron. A crew of six men was put on board, and she was then hermetically sealed for three hours, air being supplied from the compressed air cylinders. The trial was reported to be successful, the men suffering no inconvenience. On her first sea trial. No. 1 started from the gridiron and proceeded along the Devonshire and Buccleuch Docks, and back to her moorings ; her machinery is reported to have worked smoothly, and the boat to have realised all the expectations of her designers. On subsequent trials she is said to have attained a surface speed of 10 knots. The first submersion trials of No. 1 were carried out on February 5, 1902. She went under water with some officers of the Hazard on board, and again most satisfactory results were reported to have been obtained. Her appliances for purification of air were used to main- tain atmospheric conditions, without any need of her cylinders of. compressed air. Mention may be made here of some experiments in destroying submarines witnessed by the Lords of the Admiralty in June, 1901. The trials were secretly conducted, at a considerable distance from shore, but the following is summarised from reports which appeared in several papers. The submarine to be attacked consisted of a barrel sunk some ten feet below the surface. This was attacked and destroyed by the torpedo boat destroyer Starfish. On the starboard side certain plates had been strengthened, and above there was a crutch on which worked a spar torpedo, consisting of a stout pole •42 ft. long, at the end of which was an explosive charge of 32 lbs. of wet gun-cotton. Normally this boom stows inboard and forward, but on going into action it is slung out well forward and immersed in the water at the proper moment. This immersion carries the boom end downward and aft, and the charge is exploded directly the submarine is passed. It is thought that the speed of the destroyer will carry her past the centre of the explosion before the full effects can reach her, and that the submarine, if within 50 to 100 ft. of the explosion, will have her sides compressed to such a degree as to cause fatal leaks. The officers who carried out the experiment are proper. FRENCH SUBMARINES. 147 reported to have said that any submarines within an area of 60 ft. of the outrigger boom of the Starfish when the explosion occurred, must infallibly have been annihilated by the bursting of the charge, and that if a submarine came up within a thousand yards radius of a boom-fitted destroyer it would certainly be done for. The Navy Estimates for 1902-1903 provided for four more Four „ , ^ i i t boats, pro- submarines. Details of these boats have not been made public. gramme It is believed, however, that they will be 100 ft. long, and will 1902-1903. embrace some new departures in design and construction, based on the experiments already made. France. For convenience French under-water craft may be divided into- two classes — the Gustave Zede, or " submarine " proper type ; the- Narval, or " submersible " type : the latter are able to recharge their accumulators whilst at sea. It was in the year 1886 that Admiral Aube, then French Minister Sub- of Marine, ordered from the Societe des Forges et Chantiers de la Mediterranee the first submarine vessel for the French Navy. The original plans were wTorked out by M. Dupuy de Lome, and after his death they were modified by M. Gustave Zede. This vessel, the Gymnote, was launched in September, 1888. She is 55 ft. 6 in. long, 5*9 ft. beam, and displaces 30 tons. Her sole motive power is electricity, and her maximum speed about 6 knots. The Gymnote being intended merely as an unarmed experimental Gustave craft, M. Barbey, when Minister of Marine, ordered M. Eomazzotti to draw up the plans for a larger vessel, to be named the Gustave Zede. She was launched on June 1, 1893. Her dimensions are:. Length, 159 ft. ; beam, 12 ft. 4 in. ; and displacement, 266 tons. The first journey of any length undertaken by this boat was from Salins- d'Hyeres to Toulon. Since then she has journeyed from Toulon to Marseilles, 41 miles, and from Toulon to Ajaccio. Like the Gymnote, she depends entirely on electricity for lier motive power. Before the Gustave Zede was completed, M. Eomazzotti prepared Morse, designs for a submarine which should be intermediate between the Gymnote, displacing 30 tons, and the Gustave Zede, of 266 tons. This vessel, the Morse, was launched at Cherbourg on July 5, 1899. She is 118 ft. long, 9 ft. beam, displaces 144 tons, and her sole motive power is electricity. The Farfadet class, designed by M. Maugas, consists of four vessels, all laid down simultaneously at Cherbourg on September 27, 1899 : Farfadet, launched May 19, 1901 ; Gnome, Korrigan, launched L 2 148 THE NAVAL ANNUAL. February 2, 1902 ; and Lutin. In size they are between the Zede and the Morse, the measurements being: Length, 135 ft. 8 in. ; beam, and also draught, 9h ft. ; displacement, 185 tons. Each boat has a single screw, and the sole motive power is electricity supplied by accumulators. On the surface the speed is to be 12*25 knots, and submerged 9 knots. The complement is a lieutenant and eight men. Two sister vessels, the Francais and the Algerien, designed by M. Eomazzotti, were laid down at Cherbourg in 1900. They were built with the proceeds of a subscription raised by the Matin at the time of the Fashoda dispute. They are practically identical with the Morse. The Francais was launched on January 29, 1901, and the Algerien on February 15, 1901. In a recent article in the Figaro, M. Calmette reported that the Francais and the Algerien could recharge their accumulators whilst at sea by means of a "combination of motors." Details of this arrangement have not been made known. Bibles." In February, 1896, M. Lockroy, Minister of Marine, invited designs for a submarine torpedo boat. The design of M. Laubeuf was chosen. This vessel, the Narval, was laid down at Cherbourg in 1897. She was not launched, however, until October 26, 1899. Whilst the Gymnote, the Gustave Zede, and the Morse rely solely ..on electricity for their motive power, and thus have a narrow radius of action, the Narval is propelled on the surface by a steam engine fed with liquid fuel, and under the waves by an electric motor. To this class the name " Sous-marin autonome a grand rayon d'action " has been given by some writers. In designing the Narval, M. Laubeuf aimed at producing a disappearing vessel which should correspond with the sea-going torpedo boat, just as the Morse was designed to replace the torpedo boat for coast defence. The dimensions of the Narval are as follows : Length, 111 ft. 6 in. ; beam, 12 f t. ; draught 5.L ft. ; displacement, (light) 106 tons, (submerged) 200 tons. The Narval has two hulls ; the external hull is pierced with holes above and below and at the two ends. To bring her to the awash position, sea water is allowed to enter and to circulate freely between the two hulls, the idea being to protect the inner hull from small projectiles. This operation at first took about a quarter of an hour, as the funnel had to be unshipped, all the openings had to be hermetically closed, and sufficient time had to elapse for the unused steam to cool down and the air to be cleared of the hot gases. In some of the newer boats of the Narval type the time required to come to the awash position has been reduced to about five minutes. The motive power on the surface is a triple-expansion steam engine developing 250 I.H.P. The boiler is tubular, and five liquid fuel THE NARVAL. 149 furnaces supply the heat, heavy petrol being injected. Submerged, she is driven by an electric motor, the current being supplied by 158 Fulmen accumulators. The Narval has the following radius of action : — Surface, 252 miles at 11 knots for 23 hours. „ 624 „ 8 „ 78 „ Submerged, 25 „ 8 „ 72 5 She is steered below the surface by four horizontal float-board Narval. rudders arranged symmetrically on each side of the hull, two near the bows, and two near the stern. The armament consists of four above- water Drzewiecki holders fitted with ] 7i-in. Whiteheads. In May last the Narval went from Cherbourg to St. Malo and back again in heavy seas. She was navigated for 40 hours without stopping, covering 260 miles at an average speed of 6^ knots. During the trip she remained below the surface for several hours at a time, and twice recharged her accumulators. In June, 1901, the Narval remained under water for 12 hours. The Ministry of Marine were represented by Naval Surgeon Gibrat, who wrote a full report on the condition of the crew, who appear to have suffered from the confined conditions and from the fumes from the accumulators. Four submersibles besides the Narval have been launched. They resemble the Narval in most particulars, though in some respects- they are improvements on their prototype. These are : Triton, launched July 13, 1901 ; Sirene, launched May 4, 1901 ; Espadon, launched August 31, 1901 ; and Silure, launched October 29, 1901. The outer hull of these vessels is made of steel, and the inner hull of nickel steel. A special gun-metal was used for the Gustave Zede and the Morse, which cost 15 times as much as steel. Between the two- hulls are seven compartments for water ballast and four trimming tanks. For subsurface propulsion two electric motors, connected with the main shaft, are used. The Sirene has succeeded in sub- merging itself in five minutes, but she takes longer to come to the surface again. She cost £32,000. The Triton, which cost £24,700, recently made a run of 40 miles at 10 miles an hour in heavy weather, and remained for four hours 50 ft. below the surface. The Espadon recently went safely from Cherbourg to Havre and back through heavy seas, sometimes on the surface, sometimes 20 ft. below the waves ; her average speed was 8 knots, and her maximum 9*47 knots. The French Budget of 1901 made provision for 23 submarine New sub- boats— 20 of the "defensive," three of the "offensive" type. The marines- 150 THE NAVAL ANNUAL. former were all laid down last year. Nine of these — the Alose, Anguille, Bonite, Dorade, Esturgeon, Grondin, Souffleur, Thon, and Truite — are being built at Toulon ; six — the Castor, Loutre, Phoque, Otarie, Oursin, Meduse — at Eochefort ; and five — the Nai'ade, Perle, Lynx, Ludion, and Protee — at Cherbourg. All 20 will be finished in 1904. Each will be constructed of steel ; displacement, 68 tons ; length, 77 ft. ; beam, 7k ft. ; draught, 8 ft. ; speed, 8 knots ; complement, four men and one officer. Each will cost £14,616. The sole motive power will be electricity, supplied by accumulators, and they are intended for harbour and coast defence. Of the three " offensive " submarines, Q 35 is being built at Cherbourg after the plans of M. Eomazzotti. She is to cost £19,976, aq ubd roqj siboq s o © © S 00 © C5 COM OOK-ffl © © © © C5 * CD - -f = «> ~ " t - • a . : a S.- g S -« S ti a S . 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Cm O >s 4J •M o oS o 03 03 o 03 •iH P4 Pi N a) a> > i Cm O >> +s -M o o 4J oS H o3 CQ 03 o o Pi CQ 03 03 O pi oS r— 1 •M bD oS < O • M 'i— 1 I— 1 > CD Ph rt ■71 Cm n> Pi O Cm '— Cm Cm o 1-5 M O o >> O >> pi O >> H o H PI >-5 PI ft c3 • iH O cS cS eS o U U u Ph o O W 02 02 id A o o > o o •jnainaidraoa •Xlddns iboo -3 03 C, CO ■2 UO ■5-2 © © © CO ITS -tl © © CO © •saqnx opadjoj, C — co — ■ — r . ~ a a" a -i & &, a, a .r .,., .r © ^- w ,-H •qaanc'i josjBf[ O -*l -H — I t~- — 1 i-l rH •ja.tt'id •asaoji pajcoipuj •9J91lHd0JJ •iqSnvaa 525 * ifi 55 tn ail1 /. O j CM — —i CM •q^SnaT •juaraaoBidsiQ coo -< O 00 -h *■ © © CM OO © OO 00 © © OS © CM •nnHJ°I"!-wW\: W rjj _~_ i— « 1— 1 t— 1 OQ .2 5 3 fc a) d ^ E m rt 0 ^ ^ 0) O EC 272 THE NAVAL ANNUAL. SHIPS BELONGING TO POWERS WHOSE NAVIES ARE OF LESSER IMPORTANCE. Belgium. — Several steam vessels, between 419 and 684 tons, principally employed as packets, under the orders of the Govern- ment. The Yille d'Anvers, 414 tons, for fishery protection. Bu Igaria. — Eleven steamers of small size, of which one is used as the Prince's yacht. Two armoured gunboats, for the defence of the Danube, building at Leghorn. Other ships are to be laid down. The Nadiezda, a despatch vessel (715 tons) of the French Casabianca type ; length, 219 ft. 6 in. ; beam, 27 ft. 6 in. ; draught, 12 ft. 6 in. ; launched at Bordeaux in 1898, steamed at 18*85 knots at her trials ; engines, 2600 I.H.P. ; Lagrafel-d'Allest boilers; armament, 2 3* 9-in., 3 l*8-in. Q.F., and 2 torpedo tubes. Ecuador.— The two old (1886) French despatch vessels, Papin and Inconstant (891 tons), built of wood and iron, have been bought. The Eepublic also possesses a torpedo boat and two steam transport vessels. Egypt. — The Nile stern-wheel gunboats Sultan, Sheikh and Melik, 140 tons, Fateh and Xaseh, 128 tons ; also the Abu Klea, Hafir, Metemmeh and Tamai. Some steam vessels on the coast. Hayti. — Steel gun vessel — Crete a Pierrot, 940 tons, length 210 ft,, beam 30 ft. ; 16' 2-in., 1 4- 7-in., and 4 3 ■ 9-in. q.f., 6 M. Steel gunboat — Capois la Mort, 260 tons, 1 3 -9-in., and 4 1-pr. q.f. Iron corvette — Dessalines, 1200 tons, armed witli 1 3 -9-in. q.f., 2 3* 9-in. b.l., 2 1., 2 M. Two iron or steel sloops — St. Michael, 1804, and Toussaint L'Ouverture, of from 500 to 900 tons, of 12 to 14 knots speed, and armed with 1 large and 4 to 8 small guns. Gun vessel, 22nd of December, of 900 tons, 9 knots speed, armed with 4 40-pr. Armstrongs. Mexico. — The Zaragoza, built of steel, 1200 tons, 1300 H.P., 15 knots speed, and armed with 4 4* 7-in. guns and 4 rapid- firing "uns. Two gun vessels — Democrata and Mexico, of 450 tons and 11 knots speed, armed with 2 6 1 -inch muzzle-loaders and 2 small guns. Two small gunboats of 10 knots speed. Five torpedo boats. Two gun-vessels in hand at Elizabethport, New Jersey, 1000 tons, 200 ft, long, 33 ft. beam, 10 ft. draught ; 4 4-in. •q.f., 6 6-pr. ; bow torpedo tube; W.T. boilers, 2400 I.H.P., for 16 knots ; fitted to serve as transport for 200 troops. MorOCCO. — The cruiser El Baschir, of 1200 tons displacement, 2500 H.P., 18 knots speed, built in 1892, has lately been sold to Colombia. A gunboat of 450 tons, 1200 I.H.P., 14-5 knots, built at Sampierdarena (Maclaren & Wilson). FOREIGN NAVIES. 273 Persia. — Despatch vessel — the Persepolis — of 1200 tons and 10 knots speed. She is armed with 5 small breech-loading guns. Peru. — Lima, built in 1881, of 1700 tons displacement, 1800 horse-power, and 16 knots speed ; armed with two 6-in. b.l.e. guns. Screw steamer Santa Rosa, of about 400 tons. Rou mania. — Elizabeta, protected cruiser (deck 3 in. thick), built in 1887 at Elswick ; 230 ft. long, 32 ft, 10 in. beam, 1320 tons, 3000 I.H.P. ; 4 5 • 9-in. b.l.e., 4 Q.P., 2 m., 4 torpedo tubes. Composite gunboat Mircea, 360 tons ; Grivitza, 110 tons. Two gunboats of 45 tons, and 3 first-class torpedo boats, these forming the sea division. For the Danube, the gunboats Fulgurul, Oltul, Siretul, Bistritza, 90 to 100 tons, the torpilleur de barrage Alexandru eel Bun (104 tons), 5 sloops, 2 small torpedo boats, and the screw steamer Romania, 240 tons, repaired 1890. The shipbuilding pro- gramme contemplates the building of 8 monitors of 500 tons, 12 torpedo-boats and 8 vedettes for the Danube, and 6 coast-defence vessels of 3500 tons, 4 destroyers of 300 tons, and 12 torpedo-boats for the Black Sea. SantO Domingo.— The Independent, built in England 1894, 170 ft. long, 25 ft. broad, displacement 322 tons, and armed with seven Hotchkiss quick-firing guns. Restauracion, steel gun- vessel, 1000 tons, launched at Glasgow in 1896. The 14-knot cruiser Presidente has been reconstructed, and carries seven guns. Sarawak. — Two gunboats, of 175 and 118 tons respectively, of low speed, each armed with two guns. Si am. — Two corvettes (800 tons, 8 guns) ; six gunboats. One deck-protected cruiser, the Maha Chakrkri, 290 ft. long, 39 ft. 4 in. broad, of 2500 tons displacement and 17 to 18 knots speed ; armament, four 4"7-in. quick-firing guns, and ten 6-pr. quick-firing guns. Cruiser Makut-Eajakamar, 650 tons. The gunboats Bali and Sugrib, 600 tons, one 4'7-in. Q.F., five 2*2 in., four 1*4 in., 12 knots, launched 1901. Uruguay. — Gunboats: General Artigas, 274 tons, V2\ knots speed, 2 4'7-in. (Krupp), 2 M. ; General Rivera, 300 tons, 12 knots speed, armed with 1 5 ■ 9-in. and 1 2 ' 3-in. gun ; and the General Saurez. Venezuela. — Gun-vessel, Libertador, 832 tons. Four river gunboats. Torpedo gunboats, Bolivar, 571 tons, 18*5 knots, launched 1891 ; Miranda, 200 tons, 12 knots, launched 1895. T 274 THE NAVAL ANNUAL. BRITISH AND FOREIGN TORPEDO-BOAT FLOTILLAS. Great Britain and Dependencies. ! Where Built. a Dimensions. S x C o 1 £ a H o T3 a 9 a a. >> .n awe or Number. j 3 3 J Leng Bean Q - X 5 Tons. MK a*S < O o O Is 3 Great Britain. Feet. Feet. Feet. Knots. Tons. Torpedo-Boat Destroters Chiswick 1894 201-6 19 7-3 2 247 4,500 27-97 1-12 pr. 5-6 prs. 2 45 60 Birkenhead . . 1S94 210 19-5 2 290 4,400 27-97 1-12 pr. 5-0 pre. 2 50 Chiswick 1894 201-6 19 7-3 247 4,500 27-17 1-12 pr. 5-6 prs. 2 45 60 Chiswick 1895 201-6 19 7-3 2 217 4,500 27-97 1-12 pr. 5-6 prs. 2 45 60 Poplar . . 1894 190 18-5 5-25 2 250 3,100 27-98 1-12 pr. 5-6 prs. 2 45 60 East Cowes . . 1894 205-6 20 2 270 4,370 27-21 1-12 pr. 5-6 prs. 2 50 60 Birkenhead . . 1894 210 19-5 2 290 4,400 27-4 1-12 pr. 5-6 prs. 2 50 60 Chiswick 1893 185 19 7 2 237 4,300 27-70 1-12 pr. 3-6 prs. 3 45 50 'Dasher Poplar 1895 190 18-5 5-25 2 250 3,182 26-21 1-12 pr. 5-6 prs. 2 45 60 Chiswick 1894 185 19 7 2 237 4,300 27-76 1-12 pr. 3-6 prs. 3 45 50 Birkenhead . . 1894 210 19-5 2 290 4,500 27-14 1-12 pr. 5-6 prs. 2 50 Birkenhead . . 1893 194 19-25 5 2 280 4,810 27-62 1-12 pr. 3-6 prs. 3 50 70 Paisley 1895 200 19 7-8 2 Vlii 3,800 [27] 1-12 pr. 5-6 prs. 2 50 70 Fairfield 1895 200 19 7-8 2 26 1 3,800 27-04 1-12 pr. 5-6 prs. 2 50 70 Sunderland . . 1S95 196 19 5 2 245 4,200 26-8 1-12 pr. 5-6 prs. 2 50 70 Fairfield 1895 185 19 7 2 260 4 010 27-07 1-12 pr. 5-6 prs. 2 50 ; 70 Poplar 1894 190 18-5 5-25 2 250 3,250 26-08 1-12 pr. 5-6 prs. 2 45 60 Sunderland . . 1895 196 19 5 2 265 4,000 27-1 1-12 pr. 5-6 prs. 2 50 60 Poplar . . 1893 180 18-5 5-25 2 240 3,500 26-77 1-12 pr. 3-6 prs. 3 43 57 Hornet Poplar 1893 180 18-5 5-25 2 240 4,000 27-31 1-12 pr. 3-6 prs. 3 43 57 Fairfield 1895 200 19-7 6-5 2 260 4,000 27-2 1-12 pr. 5-6 prs. 2 45 60 Jarrow . . 1895 200 19-7 6-5 2 252 3,789 27-8 1-12 pr. 5-6 prs. 2 50 60 Jarrow 1895 200 19-7 6-5 2 252 4,007 27-94 1-12 pr. 5-6 prs. 2 50 60 Birkenhead . . 1894 194 19-25 5 2 280 4,000 27-00 1-12 pr. 3-6 prs. 3 50 70 Hebburn 1895 200 19 5-2 2 290 4,052 28-24 1-12 pr. 5-6 prs. 2 50 60 Jarrow 1895 200 19-7 6-5 2 288 3,866 27-91 1-12 pr. 5-6 pis. 2 50 60 Hebburn 1895 200 19 5-2 2 264 3,900 27-13 1-12 pr. 5-6 prs. 2 50 60 Clydebank . . 1894 205-6 19-5 5-25 2 280 4,200 27-37 1-12 pr. 5-6 prs. 2 50 60 Hull 1895 200 19-5 5-4 2 264 3,580 27-60 1-12 pr. 5-6 prs. 2 50 60 Shark Clydebank . . 1894 205-6 19-5 5-25 2 280 4,250 27-59 1-12 pr. 5-6 prs. 2 50 60 Barrow 1895 195 20-5 2 265 4,100 27-10 1-12 pr. 5-6 prs. 2 50 60 Hull . . . . 1895 200 19-5 5-5 2 270 4,5CU 27-9 1-12 pr. 5-6 prs. 2 50 60 Elswick 1895 200 19 5-3 2 300 :j.,7^n 27-5 1-12 pr. 5-6 nrs. 2 45 60 Barrow 1894 195 20-5 2 265 4,000 27-97 1-12 pr. 5-6 prs. 2 45 60 Barrow 1894 195 20-5 2 265 4,010 27-16 1-12 pr. 5-6 prs. 2 45 60 Hebburn 1895 200 19 5-2 2 290 4,292 27-62 1-12 pr. 5-6 prs. 2 50 60 Surly '. .. Clydebank . . 1894 205-6 19-5 5'25 2 280 4,400 28-05 1-12 pr. 5-6 prs. 2 50 50 Elswick 1895 200 19 5-3 2 300 4,100 [27] 1-12 pr. 5-6 prs. 2 45 60 East Cowes . . 1895 20H 19-5 5-6 2 270 4,500 [27] 1-12 pr. 5-6 prs. 2 50 60 East Cowes . . 1895 200 19-5 5-2 2 270 4,400 [27] 1-12 pr. 5-6 prs. 2 45 60 Blackwall . . 1895 200 20 6 2 300 3,850 27-00 1-12 pr. 5-6 prs. 2 50 60 Paisley . . 1895 200 19 5-3 2 270 3,8S0 [27] ' 1-12 pr. 5-6 prs. 2 50 60 Chiswick 1898 227-6 21-25 8-5 2 360 7,900 32 1-12 pr. 5-6 prs. 2 68 100 Chiswick 1896 2i0 19-6 7-1 2 278 5,800 30-37 1-12 pr. 5-6 prs. 2 60 80 Clydebank . . . 1901 218 20-0 56 2 36ii 6,000 31 1-12 pr. 5-6 prs. 2 60 80 Chiswick 1897 210 19-6 7-1 2 278 5,800 . 30-59 1-12 pr. 5-6 prs. 2 60 80 Barrow . . 1896 210-6 21-6 5-6 2 300 6,000 30 1-12 pr. 5-6 prs. 2 60 80 Jarrow Barrow 1896 1 1897 215 210-6 20-75 21-6 6-8 5-6 2 2 326 300 6,185 6,000 30-1 30 1-12 pr. 5-6 prs. 1-12 pr. 5-6 prs. 2 60 60 91 80 Clydebank . 1896 218 20-0 5-6 2 300 6,1100 30 1-12 pr. 5-6 prs. 2 60 SO ! Hull .. .. r.mi 210 20-6 5-8 2 300 5,800 30 i 1-12 pr. 5-6 prs. 2 GU 80 Jarrow 189H 215 2075 6-8 2 325 6,333 30-2 1-12 pr. 5-6 prs. 2 60 91 Hebburn 1897 210 21-0 8 2 1 308 6,000 30 1-12 pr. 5-6 prs. 2 62 82 Chiswick 1898 210 19-5 7-2 2 285 5,800 30-31 1-12 pr. 5-6 prs. 2 60 80 Jarrow 1896 215 20-7 6-8 2 324 6,336 30-3 1-12 pr. 5-6 prs. 2 60 80 Chiswick 1898 210 19-5 7-2 2 285 5,800 30-35 1-12 pr. 5-6 prs. 2 60 80 Chiswick 1898 210 19-5 7-2 2 285 5,800 30-2 1-12 pr. 5-6 prs. 2 60 80 Chiswick 1895 210 19-6 7-2 2 275 5,800 30 1-12 pr. 5-6 prs. 2 60 80 Hull . . . 1901 210-0 20-6 5-8 2 300 5,800 30 1-12 pr. 5-6 prs. 2 60 80 Birkenhead . 1896 210-6 21-7 5-3 2 300 6,000 30-13 1-12 pr. 5-6 prs. 2 58 80 Electra Clydebank . 1901 218 20-0 5-6 2 300 6,000 30 1-12 pr. 5-6 prs. 2 58 80 Express Birkenhead . 1897 227 6 22-0 9 2 300 9,000 31 1-12 pr. 5-6 prs. 2 60 80 Fairfield 1897 227-6 22 • 0 9 2 300 6,000 30 ; 1-12 pr. 5-6 prs. 2 1 60 80 Fairfield 1901 220 21-3 9 2 300 6,000 30 | 1-1 2 pr. 5-0 prs. 2 60 bO Chiswick 1896 210-6 19-6 7-1 2 275 5,800 | 30-16 1-12 pr. 5-6 prs. 2 60 80 * Built by Yarrow, fi tted wilh Thor aycroft W. T. boilers at Earle's. All Jarrow-bu ilt destroyers have Reed's ioilei 5. Vessels marked + have Thoraycrol t W. T. boilers. The Cot ra and A iper jave been lo St. BRITISH TORPEDO FLOTILLA. 275 Great Britain and Dependencies — continued. Name or Number. Tour f.do Boat Destroyers Fawn Flirt.. . Flyingfish fFoam Gipsy Greyhound Griffon . Kestrel . Kangaroo. fLee . . Leopard . Leven Lively . Locust . fMallard . Mermaid . Myrmidon Orwell . Osprey . fOstrich . Otter.. . Panther . Peterel . Quail Racehorse Recruit . Roebuck . Seal . . . Sparrowhawk Spiteful . Sprightly fStag '. Star . . . Success . fSylvia . Syren Thorn Thrasher Tiger Vigilant . fViolet . Virago . aVixen Vulture . Whiting . Wolf TV j a "2 % " .J 1 ^ as $ "3 s =H B 2 T-, % —1 o 1 £ « a a -" ^j S E-i a o c 5 H _■ Feet. Feet. Feet. Tons. Knots. Jarrow . . . 1897 215 20-7 6'8 2 325 6,581 30-5 1 -12 pr. Jarrow . . 1897 215 20-7 6-8 2 328 6,682 30 1 -12 pr. Jarrow . . . 1897 215 20-7 6-8 2 323 6,416 30-4 1 -12 pr. Chiswiek . 1896 210 19-6 7-1 2 275 5,800 30-18 1 -12 pr. Fairfield . 1897 227-6 22-0 9 2 300 6,000 30 1 -12 pr. Hawthorn's . 1900 210 21 8-6 2 316 6,000 30 1 -12 pr. Birkenhead . 1896 210-0 20 5-3 2 300 6,000 30-11 1 -12 pr. Clydebank . 1901 218 20-0 56 2 300 6,000 30 1 -12 pr. Jarrow . . . . 1901 215 20-75 6-8 2 i35 6,500 30 1 -12 pr. Sunderland . 1899 210 0 19-9 7-6 2 283 5,400 30 1 -12 pr. Barrow . . 1897 210 20-0 5-6 2 300 6,000 30 1- -12 pr. Fairfield 1901 2180 20.0 5-6 2 300 6,000 30 1 -12 pr. Clydebank . 1901 218 20-0 5-6 2 300 6,000 30 1- -12 pr. Birkenhead . 1896 210 21-7 5-3 2 300 6,000 30-16 1 -12 pr. Chiswiek . 1896 210-6 19-6 7-1 2 275 5,800 30-11 1- -12 pr. Hebburn 1898 210 21 0 s 2 308 6,000 30 1- -12 pr. Jarrow . . 191)1 215 20-75 6-8 2 335 6,500 30 1 -12 pr. Birkenhead . 1901 218-0 20-0 5-6 2 300 6,000 30 1- -12 pr. Fairfield 1901 227 • 6 22-0 9 2 300 6,000 30 1- -12 pr. Fairfield 1901 210 21-0 9 2 300 6,000 30 1- -12 pr. Barrow . . . 1896 210 20-0 5-6 2 300 6,000 30 1- -12 pr. Birkenhead . 1897 210-6 21-7 5-3 2 300 6,000 30-14 1- -12 pr. Jarrow . . 1899 215 20-75 6-8 o 334 6,500 30 1 -12 pr. Birkenhead . 1895 2136 21'6 5-3 2 300 6,000 30-38 1- -12 pr. Hawthorn's. 1900 210 21 8-6 2 316 6,000 30 1- -12 pr. Glasgow 1901 218-0 20-0 5-6 2 300 6,000 30 1- -12 pr. Hawthorn's. 1901 210 21 8-6 2 316 6,000 30 1- -12 pr. Birkenhead . 1897 218-0 200 5-6 2 300 6,000 30-15 ' 1- -12 pr. Birkenhead . 1896 210-6 21-7 5-3 2 300 6,000 30-13 1- -12 pr. Jarrow . . 1893 215 20 75 6-8 2 331 6,500 30 • 1 1- -12 pr. Clydebank . 1901 218 20'0 5-G 2 300 6,000 30 . 1- -12 pr. Chiswiek 1899 210 19-75 7-2 2 285 5,800 30 1- -12 pr. Jarrow . . ' 1896 215 20-75 6-88 2 328 6,266 30-7 .' 1- •12 pr.. Sunderland . 1901 210-0 21-0 9-2| 2 350 6,000 30 ! 1- 12 pr. Sunderland . 19(11 210 19-9 7-6 2 283 5,400 30 1- 12 pr. Jarrow . . 1901 215 20 75 6-8 2 335 6,500 30 1- 12 pr. Glasgow 1901 210 21 5-5 2 300 6,000 30 ' 1- 12 pr. Birkenhead . 1896 210-6 21-7 5-3 2 300 6,000 30 13 ; 1- -12 pr. Glasgow 1901 210 VI 55 2 300 6,000 30 1- 12 pr. Glasgow 1901 210 21 5-5 2 300 6,000 30 1- 12 pr. Sunderland . 1901 210 20-75 6-88 2 283 5,400 30 j 1- 12 pr. Birkenhead . 1896 210-6 21-7 5-3 2 300 6,000 30-13 1- 12 pr. Barrow . . 1901 2100 20-0 5-S 2 327 6,000 30 ! 1- 12 pr. Clydebank . 1901 218 20 56 2 300 6,000 30 | 1- 12 pr. Jarrow . . 1896 215 20-75 6-88 2 330 6,239 30-2 1- 12 pr. Birkenhead . 1 1897 218 20 5-6 2 300 6,000 30 1 1- -12 pr. Tons 5-6 prs. 2 60 91 5-6 prs. 2 60 91 5-6 prs. 2 58 91 5-6 prs. 2 58 80 5-6 prs. 2 60 80 5-6 prs. 2 60 90 5-6 prs. 2 58 80 5-6 prs. 2 60 80 5-6 pre. 2 91 5-6 prs. 2 58 80 5-6 prs. 2 60 80 5-6 prs. 2 58 80 5-6 prs. 2 58 80 5-6 pis. 2 58 80 5-6 prs. 2 60 80 5-6 prs. 2 62 82 5-6 prs. 2 91 5-6 prs. 2 58 80 5-6 prs. 2 60 80 5-6 prs. 2 60 80 5-6 prs. 2 60 80 5-6 prs. 2 58 80 5-6 prs. 2 91 5-6 prs. 2 58 90 5-6 pis. 2 60 90 5-6 prs. 2 58 80 5-6 prs. 2 60 90 5-6 prs. 2 58 80 5-6 prs. 2 53 80 5-6 prs. 2 91 5-6 prs. 2 58 80 5-6 prs. 2 60 80 5-6 pre. 2 58 91 5-6 prs. 2 62 43 5-6 pre. 2 58 80 5-6 prs. 2 91 5-6 prs. 2 58 80 5-6 prs. 2 58 80 5-6 prs. 2 58 80 5-6 prs. 2 58 80 5-6 prs. 2 58 80 5-6 pre. 2 58 80 5-6 prs. 2 62 88 5-6 prs. 2 58 80 5-6 prs. 2 58 91 5-6 prs. 2 58 80 Derweut Eden Exe Itchen ( ^° fm'tuev particulars at present ; design not yet complete. Usk . . '.'. '.'. '.'. Teviot Ettrick Foyle Erne Nine new boats . . . . Programme 1902-3. Design not yet complete. Torpedo Boats — First Class — 1 {ex Lightning) . . Chiswiek 1877 84-6 10-9* 5 1 27 460 19 1 Chiswiek 1878-9 87 10-9 4 1 28 450 20 1 15 Chiswiek 1880 90-5 10-9 4 1 28 450 21-7 1 15 11, 12 (2 boats) .. .. Chiswiek 1880 87 10-9 4 1 28 450 20 1 15 7 13 Lambeth Poplar 1878 1878 87 87 87 10-9 11 10-9 4 4-5 4 1 1 1 28 33 23 460 550 450 21 22 21 2 2 2 lb 15 15 7 14 7 15 7 a Has four Express W. T. boilers. T 2 276 THE NAVAL ANNUAL. Second Class — 38-48 (10 boats) . . . . Poplar . . . 49, 50 (2 boats) . . . . Poplar . . . 51-62 (12 boats) .. .. Chiswick 63 64-73 (10 boats) . . . . Chiswick 74, 75, 96, 97 (4 boats). . Poplar . . 76-95 (20 boats) . . . . Chiswick 9« Chiswick 99, 100 (2 boats) . . . . Chiswick . 101 1-9 (9 boats) East Cowes . Colonial, etc. — Victoria. Childers Chiswick One boat Poplar . . . Nepean, Lonsdale (2 boats) Chiswick . Kew South Wales. Acheron, Avernus (2 boats) Queensland. Mosquito Chiswick Wasp Tasmania. One boat Chiswick ifew Zealand. Nos. 1-4 (4 boat6) . . . . Chiswick India. Nos. 1-3 (3 boats) . . . . Chiswick Nos. 4 6 (3 boats) . . . . East Cowes No. 7 Paisley . . Submarines — 5 boatbuilding . . . . Barrow . . 4 new boats (programme Barrow . . 1902-03). 1889 1887 1878-9 1879 1880-1 1883 1882-3 1883 1886 60 60 60-5 60 60-5 62 63 66-3 64 64 56 1883 113 12-5 1891 130 13'5 1884 63 7-5 1879 1884 1884 1889 130 1888 ; 130-4 3-7 3 3-5 3-5 3-6 3-5 2-5 3-6 16-5 15 5-9 5-7 3-2 14-8 14-6 14 1901-1 63-4 11-9 16-5 17 16-5 15 16-17 16 16*5-17 12-6 16-16-8 14-5 730 20 1,150 23 150 17-5 300 16 17 1 niach. 1 mach. 2-1 prs. 3-3 prs. 17 1,270 1,030 1,060 21 23-2 20 1 mach. 2 Q.F. /160 I 70 n Great Britain and Dependencies — continued •a Dimensions. c o ■° *3 O \ 5 c o r* " d Name or Number. Where Built. 3 01. ught. umbe Screw place C 5 [axim rial S] a a rpedo nplen il Cap h3 -J ss C — < H o U Tokfbdo Boats. Feet. Feet. Feet. Tons. Knots. Tons. First Class — cont. 17, 18 (2 boats) . . Poplar . . 1877 86 11 4-5 1 33 450 21 2 15 7 East Cowes . . 1878 87 10-9 4 1 28 460 21 2 15 7 20 1880 87 10 4 28 360 16-9 2 15 21, 22 (2 boats) . . Chiswick 1885 113 12-5 5-7 1 63 730 20 3 .. 10 23, 24 (2 boats) . . Poplar . . 1885-6 113 12-5 5-5 1 67 600 19-5 2-3 prs. 3 .. 25-29 f 5 boats) . . 30-33 (4 boats) . . . . Chiswick 1886 127-5 12-5 6-2 1 60 600 21 4 15 Poplar . . 1886 125 13 5-5 1 60-66 670 19-5 2-3 prs. 5 15 20 a34-38 (5 boats) . . East Cowes . . 1886 125 14-6 4 1 60-66 950 18-19 5 15 39, 40 (2 boats) . . Poplar . . 1885 100 12-5 40 500 1 15 41-60 (20 boats) . . Chiswick 1886 127-5 12-5 6-2 1 60 700 21 2-3 prs. 4 15 61, 63-74, 76-78 (16 boats) Poplar . . 1886 125 13 5-3 1 75 700 19-20 2-3 prs. 5 15 20 Poplar . . Poplar . . East Cowes . . 1886 1887 1885 125 135 150 13 5-5 .. 14 6 1 17-5 .. 1 75 105 125 1,000 1,540 22-4 23 2-3 prs. 4-3 prs. 6-3 prs. .. 15 20 80 5 21 30 3 25 35 82-87 (6 boats') . . Poplar . . 1889 130 13-5 5-5 1 85 1,100 23 3-3 prs. 3 19 20 88, 89 (2 boats) . . Poplar . . 1894 142 14-75 4-5 1 112 1,600 3-3 prs. 3 18 20 Poplar 1895 140 14-25 3-7 1 10J 1,430 3-3 prs. 3 18 18 91, 92(2 boats) .. .. Chiswick 1894 140 15-5 7-5 1 130 2,400 23-24 3-3 prs. I 3 18 'J 5 Chiswick 1893 140 15-5 5-4 2 130 2,200 23-5 3-3 pis. 3 18 25 94-96 (3 boats) . . East Cowes . . 1894 140 15-5 1 130 2,000 23-2 3-3 prs. 3 18 25 Birkenhead . . 18H3 140 15-5 1 130 2,690 23-35 3-3 prs. 3 18 25 | Chiswick 1901 160 17 8-4 1 178 2,850 25 3-3 prs. 3 32 20 Five new boats chiswick Progr. inline 1901-2. Details not publish ed. Four new boats Programme 1J 02-3. ] design n ot yet c omplet 1 9 1 9 2 1 2 2 7 2 1 2 7 2 7 2 7 2 1 sp 12 3 19 1 7 1 1 •• 7 ] » Sp. 5 1 : a No. 34 is fitted with Laird \\". T. boilers. b Water-tube boilers of Thornycroft type. FOREIGN TOEPEDO-BOATS. 277 Argentine Republic. Name or Number. Desti;ovees— Corrientes Missiones. . Entre Rios Where Built. Poplar. . Poplar. . Poplar . . Feet. 1896 190 1896 190 1896 190 pq 0 o . a O ^ - gPn 3 S J3(ZJ "3. ^ & fci P w Feet. 19 6 19-6 19-6 Feet. 74 7-4 7-4 FtRST Class — 2 boats I Chiswick 6 boats [ Poplar. . 4 boats I Poplar.. Second Class — Nos. 1-8 (8 boats) . . Nos. 9-10 (2 boats) Poplar. . Obis wick 1890-1 1890 1880-2 1890 1881 150 : 14-5 5-2 130 ' 13-5 6 100 12-5 6 Vedette Boats — Nos. 1-4 (4 boats) , 9.2 7-5 3 3-5 Tons. 280 I 4,000 280 I 4,000 280 4,000 1,500 1,200 600 2 110 1 85 1 52 1 16 1 16 230 230 Knots. 27-4 t. 26- 26' 4 t. 1*1 14-pr. 0 t. { 3 6 -pr, 7 t. [ Q.F., 2 m. 24-52 23-24 20 3 3-prs. 2 3-pr. Q.F. 2 mach. 1Q.F. Tons. 3 54 80 3 54 80 3 54 80 sp. The two 150-ft. boats are named Comodoro Py and Murature. The six 130-ft. boats are named Bathurst, Buchardo, Jorge, King, Pinedo, and Thorne. They have locomotive boilers. The four 100-ft. boats are named Alerta, Centella, Ferre, and Py. * i-in. plating over entire engine and boiler space (Yarrow W.T. boilers). Austria-Hungary. Name or Number. Where Built. First Class — Adler, Falke 22 boats . . Boa .. Cobra Kigyo Python Viper Poplar.. .. ( Elbing, I Trieste, &c. > Poplar Poplar. . 1886. 1886-9 1896 1896 Natter j Elbing Second Class— Nos. 9, 10 (2 boats) j chiswkk> ( 1881 Nos. 11-32 (22 boats) \ Poplar, Pola< 1883-7 Nos. 33-39 (7 boats) ) and ElbinS ( 1887_9i P o 1 a and ' Poplar . . Nos. 2-8 (7 boats) Feet. 135 147-6 150 98-5 107 I 118-1 Feet. 13-7 10-8 11-6 14-4 Feet. 5-6 15-3 7-6 14-9 17-5 2-9 3-1 3-3 Tons. 95 130 152 1878-81 V * •a oo £ o X Maximum Trial Speed. 900 900> 1,000/ Knots. 22-4 fl7-5 to\ I 21-5 / 2,000 24-3 2,000 2,300 26-5 26-5 450 17 600 17 700 18 300 15 2 Nord. 2 mach. 2 3-pr. Q.F. 2 3-pr. Q. 2 3-pr. Q e- a 1Q.F. 1 2 Q.F. 1 1 Tons. 28 28 278 THE NAVAL ANNUAL. Brazil. Dimensions Name or Number. First Class — Nos. 1-5 (5 boa's Poplar. . Araguary Chiswick Iguatemi Chiswick Marcilio Diaz . . . . Chiswick 5 boats F.lbing Piratiny Poty Second Class — Inhanhuay (wood) . . New York 4 boats 1 boat Chiswick 1 boat Poplar. . Thiri> Class — Moxoto Poplar.. 5 boats Chiswick 1882 100 1891 150 1891 150 1891 150 1892-3 152 130 126 1893 90 1883-t 1885 63 1886 6H 1883 60 1883 45 2 mach. 2 Q.F. 2Q.F. 2Q.F. 2-1 prs. 2-1 pr. l-l pr. 1-1 pr. £ « £ 2 16 4 27 4 27 4 27 1-1 pr. 1 1 mach. sp. Tons. 20 22 22 22 30 1 10 Chili. Name or Number. Where Built. Dii oension S s. .a ll 3 1/- 1 "E. £ o faximum rial Speed ruianient. 13 i- C £ a >> e] (3. X c 1 K 5 HH "H < H b Df,-troters — Feet. Feet . Feet. Tons. Knots. Tons. Capitan Orella Birkenhead . 1896 210 21-6 2 300 6000 30 17 1-12 pr. Q.F. 2 65 90 Capitan Mtmoz i Gamero.. .. J Birkenhead . 1896 210 21-6 2 310 6000 30-42 1-12 pr. Q.F. 5-6 pr. 2 65 90 Teniente Serrano . . Birkenhead . 1896 210 21-6 2 300 6000 30 35 1-12 pr. Q.F. 2 65 90 Guardia-Marina 5-6 pr. Riquelme . . Birkenhead . 1S96 210 21-6 2 300 6000 30-09 1-12 pr. Q.F. 2 65 90 Capitan Merinoj 5-6 pr. Tarpa Birkenhead . 1901 2 350, 6000 30 Capitan O'Brien . . j t irst Class — Poplar. . 1881 86 12-5 1 25 400 19-20 4 15 Poplar.. 1881 100 12-5 1 35 400 18-19 4 mach. 4 15 9 Sarjento Aldea Poplar . . 1886 125 13-5 £•5 1 70 800 20 2 Q.F. 4 18 15 Injeniero Hyatt, Ciru- ^ jano Videla, In- jeniero Mutilla, Guar d i a-M a r i n a Contreras, Capitan 'Poplar.. .. 1896 1898 152-6 15-3 7-9 1 140 2200 27-5 27-2 3-3 pr. Q.F. 3 28 40 Thompson, and Teniente Rodriguez (Viper type) Janequeo. Guale, Eu- 1 cumilla. and Gua- ^Poplar.. 1881 100 12-5 . . 1 450 1 Tegualda, Quidora, } Poplar.. .. and Fresia . . . . 87 109 1 400 •• econt) Class— East Cowes 1887 50 16 .. East Cowes 1892 60 96 5 1 15 270 19 1 La Seyne . . 1S95 42 8-6 1 1 The Thompson and Rodriguez were sent out in sections, and put together at Talcahuano and Valparaiso. FOREIGN TORPEDO-BOATS. 279 China. Name or Number. Dimensions. g> as Fibst Class — 1 boat Elbing 1 boat Poplar. . . 25 boats Stettin, &c. 2 boats Stettin 1 boat Stettin 2 boats Elbing Second Class — 11 boats Elbing 1 boat Foochow , 1886 1887 1886-87 1883 1884 1895 1885-86 Blug. 144- 128 110 86 123- 128 16-4 13 13 10-4 21-7 15-8 11-9 6-7 'eet. Tons 7-5 1 128 5 1 69 4-9 1 65 3-4 1 28 120 4-8 1 27 3-3 1 30 1,400 1,000 1,000 650 •400 550 3-3 19 20-5 a .a 3 H fl a o ti 1 «4 a, u o P. a H u , 1 i-pr. revs. 2 1 20 f 3 Q.F., l U Gatlingsj 3 28 1-pr. revs. 3 16 l-pr. revs. 2 16 5 16 Q.F. 2 1 About twenty boats only are said to be serviceable. The four destroyers built at Elbing in 1898-9 were captured by the Allies at Taku, 1900, and a Ided to the navies of Great Britain, France, Germany and Russia. Costa Rica. Costa Rica has one 62-ft., 15-knot boat. Denmark. Name or Number. Where Built. First Class — Hajen Copenhagen Havornen . . ■ • Copenhagen Sb'bjonien . . ■ Copenhagen Delfinen Chiswick HavheBten . . • • Chiswick Hvalrossen . . . . Chiswick Makrelen Copenhagen Narhvalen . . . . Chiswick Nord Kaperen . . . . Copenhagen Soloven Chiswick Soulven Havre.. Springeren . . . . Copenhagen Storen Chiswick Svaardfisken . . . . Chiswick Second Class — Nos. 4, 5 (2 boats') .. Chiswick Nos. 6, 7 (2 boats) . . Chiswick Nos. 8, 9 (2 boats) . . Chiswick Nos. 10, 11 (2 boats). Chiswick Nos. 12, 13(2 boats). Chiswick 1 boat Chiswick •6 ia 0 3 a Dimensions. — o s h SCO r, 1 a "3. % is ■•sg Maximum Trial Speed. a a a 0? 3 H o & 1 ! "E a i o £> t. f 1 § P. 3 "3 e W H rj u Feet. Feet. Feet. Tons. Knots. Tons. j 1896) 1897V 1898) 154-3 15-4 7-9 2 142 2,317 22-9 f 1 4'7-in. 1 I 1 1-pr. ] 3 - 1883 111-5 12-6 6 1 59 620 20 1 mach. 2 14 9 1888 137-9 14 7 1 94 1,200 22 • 8 2 1-pr. revs. 4 ao 15 1884 114 12-6 6-5 1 64 660 18-7 1 mach. 2 14 10 1893 140 14-2 7 2 112 1,200 16 1888 '137-9 14 7 1 94 1,200 22-3 2 1-pr. revs. 4 20 15 1893 140 14-2 7 2 112 1,200 2 1-pr. revs. 4 16 1887 131 14-8 6-8 1 89 1,200 23-3 2 mach. 4 20 14 1880 94-8 10-9 3-9 1 37 450 18-1 •• 2 12 5 1891 119 13 4-9 1 81 800 18-3 2 1-pr. revs. 2 20 14 1887 131 14-8 6-8 1 89 1,200 23 2 mach. 4 20 14 1881 110 12 6 1 49 600 20-7 1 mach. 2 14 9 1882 63 7-5 2-5 1 15 ISC 16-9 1 mach. 2 6 1 1884 66-8 4-2 1 16 170 15-4 1 mach. 2 6 1-5 1886 < 69-5 8-1 3-8 1 17 170 15-7 1 mach. 2 6 1 1888 70-2 8 4 1 18 180 15-8 1 mach. 2 6 1 1889 78-3 9 4-9 1 24 350 i 18 1 1 mach. 2 8 3 1875 58 7-5 3 1 1 " sp. Four destroyers and two boats arc provided for. 280 THE NAVAL ANNUAL. France. Name or Number. Destroyers — Arbalete Arc Arquebuse Baliste Belier Bonibarde Carabine Catapulte Dard Duraudal Epee Epieu Escopette Espingole Fauconneau Flaniberge Francisque Fronde Hallebarde Harpon Javeline Mousquet Mousqueton Pertuisane Pique Pistolet Rapiere Sabre Sagaie Sarbacaue Takou* Yatagan M 32 to 39 . . Sea-Going— Agile Alarnie Aquilon Archer Argonaute Audacieux Aventuriei Averne Boree Bourrasque Cerbere Chevalier Corsaire Coureur Cyclone (ex-Tenare) Dauphin Defi Dragon Eclair Flibustier Forban Grenadier Grondeur Kabyle Lancier Mangini Mistral Mousquetaire . . Where Bailt. Ouragan Rafale.. .. Sarrasin Simoun Siroco Temeraire . . Tourbillon . . Tourmente Tramontane Trombe Turco . . Typhon . . Veloce.. Zouave Normand . . Chalon Normand . . Rouen Nantes Havre Rochefort . . Havre Rouen Normand . . Havre (F.&C. Havre (F.&C. Rochefort . . Normaud Nomiand . . Rochefort . . Rochefort . . Bordeaux . . Normand . . Bordeaux . . Nantes Nautes Chalon Rochefort . . Havre (F.&C.) Nantes , . Kochefort . . Rochefort . . Havre(F.&C.) Rochefort Elbiug Nautes La Seyne . . St. Nazaire Normand . . Normand . . St. Denis . . Nantes St. Nazaire. . Havre(F.&C.) Bordeaux . . Normand . . Normand . . St. Denis . . Chiswick . . Normand . . Havre(F.&C.) St. Nazaire. . Normand . . La Seyne . . Normand . . Normand . . Nomiand . . Havre (F.&C) La Seyne Normaud Nantes Normand Havre (F.&C.) La Seyne . Nantes Normand . Bourdeaux. Havre (F.&C.) Normand . . St. Nazaire. . Bourdeaux . . St. Denis . . Bordeaux . . Nantes St. Denis . . Havre (F.&C.) Havre(F.&C.) St. Denis . . 1894 1900 1901 1899 1893 1893 1888 1898 1894 1889 1892 1891 1894 1895 1892 1892 1891 1893 1S9B 1901 1892 1891 1887 Bldg. 1893 1901 1901 1889 1892 1893 19011 1900 1892 1901 1892 1892 : Captured from the Chinese at Taku, 1900. " Normand" means that the bo N.B.— •' V. & C." " Forges et Chautiers." t has beeu built at that firm's yard at Havre. FOREIGN TORPEDO-BOATS. 281 France — continued. Dimensions. <« _• C 3 0J a °- 03.2 3 >- £ fc, r. Where Built. A C 3 cS ►J if s s 3co 53 33 a 8 "3, 5 Indicated Horse-Powt a I a 3 < 3 H o •a to & o H 1 a "3. a o O 'i Name or Numbt .3 c S a 1 6 o O FrRST Class — Feet. Feet. Feet. Tons. Knots Tons. Bain y 1886 1888 134-5 134-5 11 11 7-2 7-2 66 66 700 700 20 20 2-1 pr. rev. 2-1 pr. rev. 2 2 21 21 12 BouSt-Willaumez . . . St. Denis . . 12 Capt. Cuny 1886 134-5 11 7-2 66 700 20 2-1 pr. rev. 2-1 pr. rev. 2-1 pr. rev. 2-1 pr. rev. 2-1 pr. rev. 2-1 pr. rev. 2 21 12 Capt. Mehl . . . 1886 1886 1886 1886 1886 134-5 134-5 134-5 134-5 134-5 11 11 11 11 7-2 7-2 7-2 7-2 7-2 66 66 66 66 66 700 700 700 700 700 20 20 20 20 20 ■I 2 2 2 2 21 21 21 21 21 12 Challier Dehorter Deroulede Doudart de 12 12 12 LagTee . Normand . . 12 Edmond Fontaine . . . . St. Denis . . 1888 134-5 11 7-2 66 700 20 2-1 pr. rev. 2 21 12 126-129 ( 4 boats) . Normand . . 1889-0 118 13-2 8-6 80 1,250 21 2-1 prs. 2 21 10 145-149 ( 5 boats) . . . ! Normand . . 1991-3 118 13-2 8-7 79 1,300 23-9 2-1 pre. 2 21 10 152-154 ( 3 boatsl . 3 boats) . Normand . . 1892-3 118 13-2 8-7 80 1,300 24-6 2-1 prs. 2 21 10 155-157 ( Bordeaux . . 1893 118 132 8-7 80 1,300 23 2-1 prs. 2 21 10 158-160 ( 3 boats) . . .. Cail .. .. 1893 113 13-2 8-7 80 1,300 23 2-1 prs. 2 21 10 161-163 ( 3 boats) . 1892 118 13-2 8-7 80 1,300 23 2-1 prs. 2 21 10 164-166 ( 3 boats) . . . . La Scyne . . 1892 118 13-2 8-7 79 1,300 23 2-1 prs. 2 21 10 167-169 ( 3 boats) . Creusot 1892 118 13-2 8-7 81 1,300 23 2-1 prs. 2 21 10 170, 171 '2 boats) . ,2 boats). Normand . . 1893 118 13-2 8-7 80 1,300 23-2 2-1 pis. 2 21 10 172, 173 Havre 1893-4 118 13 2 8-7 89 1,390 23-24 2-1 prs. 2 21 10 174-176 ( 3 boats) . Havre 1893-5 118 13-2 8-7 94 1,390 23-24 2 1-prs. 2 21 10 177-179 ( 3 boats) . Havre 1893 118 13-2 8-7 79 1,300 23-24 2-1 prs. 2 21 10 180-187 I 8 boats) . Normand, etc. 1894-5 118 13-2 8-6 80 1,500 25-7 2-1 prs. 2 21 10 188-191 ( 4 boat6) . Havre, etc. 1893-4 118 13-2 8-6 80 1.500 24-2 2-1 prs. 2 21 10 192-194 ( 3 boats) . Havre, etc. 1894-5 118 13-2 8- 82 1,300 23-55 2-1 prs. 2 21 vl 195-200 ( 6 boats) . Havre, etc. 1894-5 319 13-2 8-7 80 1,300 23-5 2 1-prs. 2 21 10 201-205 (5 boats) . Normand . . 1897-8 121-4 13-4 8-6 84 1,700 25-9 2-1 prs. 2 23 10 206-211 (6 boats'). Bordeaux . . 1897-8 121-4 13-6 8-6 86 1,500 23-5 2 1-prs. 2 23 10 212-215 (4 boats). Normand . . 1899 121-4 13-6 8-6 86 1,800 27 2 1-prs. 2 23 10 216-226 (11 boats) (•Cherbourg, l I Toulon, etc. / 1899 121-6 13-6 8-6 86 1,500 23-5 2-1 prs. 2 23 10 227-235 (9 boats). Bordeaux.etc. Bldg. 121-4 13-2 8-7 86 1,500 23-5 2-1-prs. 2 23 10 236-255 (20 boats) Bordeaux.etc. Bldg. 121.4 13-2 8-7 86 1,500 •J3T. 2 -1-prs. 2 23 10 256-257 (2 boats). 1900 121-4 13-2 3-7 86 1,500 23-5 2-1 prs. 2 23 10 258-261 (4 boats). Bordeaux . . Bldg. 121-4 13-2 3-7 86 1,500 23-5 2-1 prs. 2 23 10 262-263 (2 boats) . . . . Creusot Bldg. 121-4 13-2 37 86 1,500 235 2-1 prs. 2 23 10 264-265 (2 boats). Bordeaux . . 1902 121-4 13-2 3-7 86 1,500 23-5 2-1 prs. 2 23 10 266-276 (11 boats) Bldg. 121-4 13-2 37 86 1 , 500 23-5 2-1 prs. 2 23 10 277, P 112, 138, 24 i, 177 (5 boats) Bldg. Second Class — 26 1878 108 11 5-6 45 400 19 2-1 prs. 2-1 prs. 2-1 prs. 2-1 prs. 2 16 10 27 1878 104-4 10-6 6-1 44 400 19 2 16 10 28 1878 111-5 11 5-6 44 400 19 2 16 10 60-64 (5 boats) . Normand . . 1883 108-2 10-3 6-1 45 400 19 2 16 10 65, 66,68 (3 boats) Normand . . 1884 108-2 10-7 6-4 49 500 20 2-1 prs. 2 16 10 69-74 (6 boats) . Normand . . 1885 108-2 10-7 6-5 50 500 20 2-1 prs. 2 16 10 75-82, 84-109 (34 )oats) Cail, etc. 1885-92 114-7 10-6 6 54 525 20 2-1 prs. 2 16 10 111-125(11 boats) LaSeyne.etc. 18S5-90 114-7 10-6 6 54 525 20 2-1 prs. 2 16 10 130-132; 134-144 (14 boats) 1890-91 111-5 11-4 6 52-8 520 21 2-1 prs. 2 16 10 Third Class— 8,10-16,18, 19(10 )oats) \ 86 10-2 5 27 / 10 20 1 -"S 87 87-6 10-8 10-4 5 5-2 33 30 | 10 10 22, 23 (2 boats) . • •• «* 24, 25 (2 boats) . § an 1 3 3 88-5 10-4 6 30 10 ^ W 85-5 10-4 3-8 27 10 33-36 (4 boats) . . .. 1 £•« 00 1 S9 , 10-4 6 32 o 2 10 37-40 (4 boats) . 41, 42 (2 boats) . . . . 3 g £ ' 87 ' 10-8 5 32 2 I 10 .° OJ 2 1 87 10-8 6 33 o 2 10 43, 44 (2 boats) . > g 89 10-4 5-7 32 w c 10 47 87 89 87 10-8 10-4 10-8 5 5-8 5 33 32 32 J I 10 10 in 48 z* 49, 50, 53 (3 boats) 54, 55 (2 boats) . 91 10 6-1 32 / 10 Vedette Boats — 210 (1 boat") (aluminii m) . . Poplar 1894 62-3 9-1 14 20-5 1 8 29, 30 (2 boats) . Chiswick . . 1876 67 8-5 3-5 16 18 1 8 56, 57 (2 boats) . . . . Cbiswick . . 1879 59 7-5 3-5 12 50 16 1 8 58, 59 (2 boats) . . . ' Chiswick . . 1881 63 7-5 3-5 11 50 17 1 8 1894 62-4 8-9 4-9 15 210 16-5 1 9 D, E, F, G, H,I* Creusot 1900 Submarine — 1901 148-8 92 146 Bldg. 77 76 8-0 68 8 5 Bldg. 77 7-6 8-0 63 8 5 Bldg. Bldg. 77 7-6 8'0 68 8 5 Castor 77 7-6 SO 68 8 •• 5 * For the torpedo-transport Foudre. The Libellule, a turbine-motor torpedo boat, is in hand at Cherbourg. First-class boats : 140 others are included in the programme, 1912, or to be completed between 1902 and 1906. 282 THE NAVAL ANNUAL. France continued. Name or Number. S UBM AKIN E — COn td. Dorade EspadonJ Esturgeon Farfadet Fruncais Gnome Grondin Gustave Zede . . . G.ymnote Korrigan I "inre Ludion l.utin Lynx Meduse .. .. , Morse Naiade NarvalJ Otarie Oursin Perle Phoque , Protee . SilureJ Siren e J Scmffleur Tbon Triton* . . . . . 'J'ruite 3 Experimental:}: Q 35, Q 36, Q 37 | Dimensions. ll 3CU 55 o 5 •5 ., a £ ^ o X 3*8 5 * .9 co Knots. 1 1 o Where Built. To a 3 to 3 g e Feet. 5 a ■3 H o & O H a p. g o Bldg. Feet. Feet. Tons. Toulon 77 7-6 8-0 1 68 8 5 Cherbourg . . 1901 Bldg. 111-6 1-2-0 5-4 1 1 06-206 250 8-12 2 11 Toulon 77 7-6 8-0 1 6S 8 5 Rochefort . . 1901 135-8 9-5 9-5 1 185 9-124 9 Cherbourg . . 1901 l 18-8 9-2 1 146 Rochefort . . 1901 135-8 9-5 9-5 1 1-5 9-124 9 Toulon Bldg. 77 7-6 8-0 1 68 8 5 Toulon 1893 159 12-4 1 266 720 8-12 1 8 Mourillon . . 1888 55-6 5-9 5-9 1 39 60 4-6 4 Rochefort . . 1901 135-8 9-5 9-5 1 185 9-124 9 Kochefort . . Bldg. 77 7-6 8-0 1 68 8 5 Cherbourg . . Bldg. 77 7-6 8-0 1 68 8 5 Kochefort . . 1901 135-8 9-5 9-5 1 185 9-124 9 Cherbourg . . Bldg. 77 76 8-0 1 68 8 5 Rochefort .. Bldg. 77 7-6 8-0 1 68 S 5 Cherbourg . . L899 118 9-2 9-9 1 144 8-12'3 1 9 i 'herbourg . . Bldg. 77 7-6 8-0 1 68 8 5 Cherbourg . . 1899 111-6 12-0 5-4 1 106-206 250 8-12 2 11 Rochefort . . Bldg. 77 7-6 8-0 1 68 .. 8 5 Kochefort . . Bldg. 77 7-6 8-0 1 68 8 5 Cherbourg . . Bldg. 77 7-6 8-0 1 6S 8 5 Rochefort . . Bldg. 77 7 6 8-0 1 68 1 .. 8 5 Cherbourg . . Bldg. 77 7-6 8-0 1 68 8 . . 5 Cherbourg . . 1901 111-6 12-0 5-4 1 ld6-206 250 8-12 2 11 Cherbourg . . 1901 111-6 12-0 5-4 1 1 06-206 25U 8-12 2 11 Toulon Bldg. 77 7-6 8-0 1 68 8 5 Toulon Bldg. 77 7-6 8-0 1 68 8 5 Cherbourg . . 1901 111-6 12-0 5-4 1 106-206 i 250 8-12 .. 2 11 Toulon Bldg. 77 7-6 8-0 1 68 8 5 1 Cherbourg i < Rochefort • Bldg. j Toulon ) 1 |Tous. J Submersible boats. Thirty-one other submarine boats, Q 38 to Q 68, are in the list of new constructions, 1902 as part of the programme. Germany. Dimensions. ^ 3 >> Where Built. ! 3 s t 3,8 | .5 E aximutn rial Speed ■C ia a a ■p. a -g Name or Number. a a . 1 to 3 a 1 a o o "3 1-1 m Q J5 a X SH < H o rj Destroyers — Feet. Feet. Feet. Tons. Knots. 1 Tons. D 1, D 2 (2 boats) Elbing 1887 180-6 21-6 9-8 2 250 1,800 19 6 1-pr. revs. 3 48 50 D 3, D 4 (2 boats) Elbing 1888 184 21-8 9-6 2 300 2,000 20 { 4 6-pr. Q.F. 2 1-pr. revs. }3 48 90 D 5, D 6 (2 boats) Elbing 1888-9 190-3 23 9-6 H 320 3,000 22*. { 4 6-pr. Q.F. 2 1-pr. revs. }3 48 90 D 7, D 8 (2 boats) Elbing 1890 190-3 ?3 9-9 2 350 3,500 22j 6QF. 3 D9 Elbing 1894 197-0 24-3 9 9 2 380 4,500 26 6 Q.F. 3 D 10 Chiswick . . 1898 211-9 19-6 8-1 2 310 5,800 28-5 | 5 3-pr. Q.F. 3 52 80 D 11, D 12 Chiswick . . 1900 218-6 20 9 8-7 2 333 7,000 3> ! 1 • 12 pr. 5-6 prs. } 2 | 59 40 S 96-101 Elbing ... 1900 206-8 22 8-9 2 350 6,000 27-5 3 3-pr. Q.F. 3 S. 102-107 1901 G 102-107 Kiel(Germania) Bldg. 206-8 22 8-9 2 350 5,400 27-5 3 3-pr. Q.F. 3 G 10S-113 1901-2 Taku * Elbing 1898 193-7 21-0 2 280 6,000 35 6-3 prs. 2 .. 67 Fikst Class — S 1— S 65 (64 boats)f Elbing 1883-92 |121 1150 15-7 15-6 6-7} 6-7] 85-88 / 900 } U,600J 20-224. 2 1-pr. revs. 2 17 S 66 -S 73 (10 boats) Elbing 1893 154-3 16-4 2 f 110) I 145/ 1,600 .. 3 S 74— S 81 (8 boats) S 82— S 87 (6 boats) Elbing 1894 154-3 16-4 2 125 1,900 25 3 Elbing 1897-8 158-2 16-9 9-0 2 140 2.300 26 2 1-pr. revs, i i | . . 32 G 88— G 89 (2 boats) Kiel(Germania) 1898 154-3 16-5 160 2,500 26 2 niach. 3 22 G 90— G 95 (6 boats) Elbing 1899 157-5 16-9 8-9 2 155 25 1 Q.F., 1 m. 3 .. 30 V 1. V 2 (2 boats) V 3, V 4 (2 boats) Stettin 1884 124-6 1 75 550) 2 Siettin 1884 2 V 5— V 10 (6 boats) Stettin 1884 19 2 G 1, Gaarden 1885 124-6 15-7 6-6 88 1,000 19 2 1-pr. revs. 2 17 Yl, Poplar 1884 120 12-5 5-5 1 65 650 19 2 1-pr. revs. 2 15 25 T 1, T 2 (2 boats) Chiswick, &c. 1884 117-7 12-5 6-2 1 80 20 2 1-pr. revs. 2 15 22 Hi, Kiel(Howaldt) 1886 80 1,000 20-2 2 1-pr. rev*. 2 Kl, Kiel(Dockyardj 1887 118-1 13-4 5-9 « 85 1,000 22 2 1-pr. revs. 18 Second Class — 3 boats 1893 88 22 2 boats 1893 . 90 3 Vedette Boats — l 3 boats .. 13-5 18 2 boats 16 1 boat Chiswick . . 1884 63 8 4-3 1 15-5 1 mach. 2 Ex Hai Ching, captured from the Chinese at Taku, 1900. + S 41 lost 1895. The Estimates of 1901 provide the initial expenditure for the building of a division of torpedo boats. FOREIGN TORPEDO-BOATS. Greece. 283 Dimensions. a <3 a ■s ft 1 >> Name or Number. Where Built. 1 3 Length. Beam. Draught. Number o Screws. a a s •ga. 3 V .Sot H a a < a § u C3 o. 01 o "3 o u Feet. | Feet. Feet. Tons. Knots. Tons. Stettin 1885 128 ' 15-3 54 1 85 1,050 19 4 l-pr. revs. 20 20 6 boats . . . Poplar. . . . 1881 100 12 4-2 1 48 600 19 2 l-pr. revs. 2 12 9 4 boats La Seyne . . 1880 72 13 5-5 1 52 225 10 La Seyne . . 1881 89 11 3-1 1 35 500 17-5 5 Various sp. It is stated that 4 destroyers and 6 torpedo boats have been ordered from Italian firms. Italy. Name or Number. Where Built. Destroyers — Fulmine Sestri (Odero) Lampo Freccia Dardo I Elbing l £S.° :: :: ::}| \«***w Euro Ostro Nembo Turbine Aquilone ( (,£*?}?! Borea Meteoro Tuono First Class— iAquila . Sparviero Nibbio . Avvoltoio Falco Nos. 78, 79 (2 boats) Pellicano Sestri (Odero) Condore Sestri(Ansaido) I (Pattison) Elbing Venice Second Class — Nos. 76,77 (2 boats) Nos. 78, 79 (2 boats) Nos. 80-104, 106-1111 (31 boats)) Nos. 112-116, 118-1351 (23 boats)/ No. 117 Nos. 136-146 I (11 boats)/ Nos. 147-153 (7 boats) Nos. 60-75 (15 boats) Third Class — No. 22 No. 25 Nos. 26-59 (34 boats) Nos, 23, 24 (2 boats) Fourth Class. No. 1 No. 2 .. .. No. 18 . . No. 11 .. .. Submarine — Delfino . . Poplar. . Venice rElbing l Italy (Elbing I Italy Italy .. Italy .. /Elbing I Italy and i and i Feet. 1899 196- 1901 ioon 1902/ 1887 1896 1887-88 1889-92 1895 1893-94 1894-5 Poplar.. Poplar. . . . Chiswick and) I Italy ..] Cbiswick . . Chiswick Poplar.. Chiswick Leghorn Spezia . 1882 1882 1882-86 1881 1878 1879 1883 1883 1895 157-4 154-3 127-7 131-2 131-2 131-2 100 100 100 92 78-8 86 62-4 75-6 Feet. 20-4 19 16-8 15-6 16-4 16-4 16-4 12-5 12-5 11-7 10-5 98 11 7-5 9-9 9-1 Feet. 5-4 14-8 6-9 6-8 6-8 5-5 5-5 5-3 34 4-9 33 3 19 4-5 25 2-5 10 3-8 31 95 P< ! 1— I o Tons. 298 4,800 320 6,000 330 6,000 2,200 110 1,600 147 j 2,700 136 : 2,500 100 I 1,600 1,000 11, 100 U.200. 1,000 1,000 1,000 65 1,000 620 620 430 470 173 420 170 250 22-5 23 21-3 21-8 19 21 17 19-2 1 12-pr. ) 3 3 6-pr. Q.F. J 1 12-pr. Q.F., ) 2 5 6-pr. / 30 {^E?'"}' 2 3-pr.Q.F., 1 l-pr. Cj.F., 1 l-pr. rev. 1 l-pr. Q.F., 1 l-pr. rev. 2 3-prs. 2 2 3-prs. 2 2 3-pr. Q.F., 1 l-pr. rev. 2 l-pr. Q.F 2 1 pr. Q.F. 2 l-pr. Q.F. 2 l-pr. Q.F. 2 l-pr. Q.F. l l-pr. rev. l l-pr. rev. 1 l-pr. rev. 1 l-pr. rev. 1 l-pr. rev. 1 l-pr. rev. 10-0 l l-pr. rev. Tons. 43 , 6o The new Italian destroyers have Thornycloft water-tube boilers. Provision is made for other destroyers in 1902. 284 THE NAVAL ANNUAL. Japan. Name or Number. Dimensions. Destroyers — Murakumo .. .. Chiswick .. 1898\ Shinonome .. .. Chiswick .. 1898 1 Yugiri Chiswick .. 18981 8hiranui Chiswick .. 18991 Kagevou Chiswick .. 18991 TJsugumo . . . . Chiswick . . 1900; Shirakumo .. .. Chiswick .. 19011 Asashio Chiswick . . 1902J Ikadsnchi .. .. Poplar.. .. 1898) lnadsuma .. .. Poplar.. .. 18991 Akebono Poplar.. .. 1899( Sazanami Poplar.. .. 1899} Oboro Poplar.. .. ' 1899 Niji Poplar.. .. i 1899 Kasumi I D ,„_ > t>u„ Harusame . . . . Yokosuka . . ] Muvasanie .. .. Yokosuka ..I r>,, Hayatori Yokosuka . .( S- Asagiri Yokosuka . . J First Class — Kotaka Poplar. . . . 1886 13 boats Creusot . . 1889 7 boats Kobe . . . . 1889 4 boats i Poplar. . . . 1879 1 boat Oo. 24) .. Normand .. 1891 10 boats Kobe .. .. 1891 & Bidg. ; 2 boats j Normand . . 1898 Hayabusa ! Normand .. 1898) Kasasagi Normand .. 189yl Manadzuru .. . . Normand .. I 1899 f Chidori Normand . . I 1900J Shirataka , Elbing .. I 1899 2 boats* Kobe . . . . 1901 10 boats Poplar.. .. 1900 Second Class — 16 boats Elbing .. 1891-9 Feet. 220-3 220-3 220-3 170 114' 114' 100 118 Feet. Feet. 210-0 19-5 7-2 220 -0 20-6 20-6 20.6 20-6 220-3 20-6 19-6 10-6 10-6 12-5 13-1 121-4 13-6 147-7 16-0 152-6 153 9-6 9-6 8-6 8 2 g a 1 "a, 5 ■2 o 1-1 o M Maximum Trial Speed. Tons. Knots. 1 30 1 2 285 5,800 1 t0 \ \ 30-55 ) 2 •• 7,400 31 1 31-03) 2 400 6,000 to | 31-38) 2 307 6,000 31-62 2 308 6,000 31 15 2 320 6,000 31 2 320 6,000 31 190 1,400 19 2 56 525 20 1 56 525 20 1 40 620 20 1 80 1,200 23 1 152 1 86 1,800 27 2 150 4,200 30 125 28 83 •* 1900 27 ( 1 12-pr.O I 5 6-prs. J fl 12-pr.,l (5 6-prs. / fl 12-pr.,> I 5 6-prs. J f 1 12-pr.,l ( 5 6-prs. S a 12-pr.,| \56 -prs. / fl 12-pr.,) { 5 6-prs. ) fl 12-pr.,) { 5 6-prs. J 4 mach. 2 1-prs. 2 1-prs. 2 1-prs. 1 3-pr. 3 3-prs. 2 3-prs j >> S6- 95 2 90 2 90 2 2 6 16 5ft 16 2 21 1ft 24 2 •• 10 3 13 3 36 * Materials sent out by Schichau (Nos. 60 and 61). Mexico. Mexico has five first-class boats building or projected. Norway. Dimensions. Name or Number. 1896 Bldg. 1873 1878 Bldg. First Class — Lyn Od Orni, Otter (2 boats) PiLRask (2 boats).. Snar Springer Varg (8 ), Raket (9) Christiania. ^boats)61^' H" ?} ElbiDS • Storm, Ovrand, Trods Christiania Second Class — Rasp Chiswick . Ulven ...... 2 boats Feet. Feet. Feet. 1882 94-2 9-7 2-5 1882 97-5 11 5-6 1887 108-2 12-2 5-6 1887 101-7 11-8 5-6 1887 104-9 11-8 5-6 1887 97-5 U-6 5-6 1894 111-5 12-4 128-0 128-0 15-0 15-0 i o . = 3 9 x 1 c3 « o Maximum Trial Speed Armament 3 H o -o 3 H 0 •a — u 0 H a a> E a 0 0 2 16 2 16 1 2 16 2 16 3 16 2 16 3 3 3 2 16 3 3 2 2 2 3 3 2 2 2 18 18 25 25 1 25 2sp 1 1 16 2 Tons. 10 10 10 10 15 7 All the Poplar destroyers have Yarrow water-tube boilers, aud the later ones are fitted for the consumption of oil fuel. Portugal. Dimensions. • ,0 0 >> ■o <** a s ■as SH a £3 Where Built. -a . ■g — > if? 1 a p, 3 ,-1 Lengt Beam 3 3 " g. 3 a £ -h 0 a S3 a < O H p. a 0 0 "3 6 Feet. ' Feet. Feet. Tons. Knots. Tons. 5 boats (5-9) . . Elbing 1890-92 Espadarte (1) . . Poplar.. 1881 86 ! 11 5 1 31 450 19-7 2 mach. 2 10 10 Nos. 2, 3, 4 (3 boats) Poplar.. .. 1886 120 12-5 5-5 1 60 700 20 2 mach. 2 16 18 Fulminante Blackwall . . 1880 75 15 2-6 2 40 150 11-5 2 mach. 8 1 boat 25 Lisbon 1893 12 Submarine: — 1892 72-1 11-5 6 Roumania. Dimensions. £ Where Built. 1 a a a S4-1 0 . II a t a x ft a c C3 1. % a u Hi O 03 ga ate S3 a | 1 Where Built. a s o 1 8 03 - o Maximum Trial Speed. Z 5 3 C US a, "3 N m>e or Number. c - a *- - s £ 3 E H o •a % o r- s "E. a o O BALTIC SEA. Dem BOTERs — Feet. Feet. Feet. Tons. Knots. Tons. Poplar. . 1895 190 L8-6 7.0 2 240 4,400 29.7 1 12-pr. 3 2 Krediet, Korshun | (2 boats)) Abu .. .. 1898 198 K 18-6 7-0 2 240 3,800 27-5 6-pr. Isbova . . 1898 ! 196-9 18-4 11-5 1 240 3,800 27 1 2-8-in. 2 1898 1898 196-9 196-9 18-4 is, -4 11 • 5 11-5 1 1 240 240 3,S00 3,800 27 27 3 1-8-iD. 3 1-8-in. 2 2 Ishora.. Isbora i ■ • 1 196-9 j 18-4 11-5 1 240 3,800 27 3 1-8-in. 2 5 boats Ishora.. Bldg. Kit. >kat, Delphin, , Kassatka (4 boats). I Ossetr, Kephal, Losos Elbiug 1899 196-9 18-4 11-5 1 350 6,000 27 1 12-pr,5 3-pi 2 Havre (F.&C.) 19i0-2 186-0 20-8 10-3 2 300 5.000 27 1 12-pr,5 3-pi 2 SO Forel, Sterllad Gagara, Voron, } Filin, Sova .. . .,• fHavre (Nor- l mand) . . j Nevsky : 1900-1 1899 186-0 20-8 10-3 2 1 300 2-10 5.000 27 29 112-pr,5 3-pi 112-pr.5 3-pt 2 55 80 53 Birkenhead 1S99 213 2 1 • .". 12-9 1 370 6,000 28 l.ebed, Pelikan, I Pavlin, Fasan . . f 1 reighton . . Droed,Diatel,BaklaiM Bekass, Gorlitza. 1 Gratch, Kulik, > Perepel, Skvoretz. 1 Nevsky and Ishora • 191 0-2 & Blag. } - 350 6,000 30 1 12-pr,5 3-pi Strige, Shtcbegoi } JLieut. Burukoff Elbing I 9a 193-7 21-0 2 280 6,000 35 6 3-pr. q.f. 2 67 Fikst Class — Aspen Ishora. . 1895 127-9 15-7 6-9 98 1,250 21 2 17 Klbing 1886 128 15-7 7-5 1 87 900 22-2 4 l-pr. revs. 2 is 17 Putiloff 1890 136-5 13 7-8 81 1,100 21 Abo . . . . 1891 152 13 8-3 100 1,000 19 Doineness Putiloff 1895 1279 15-7 6-9 98 1,250 21 2 17 Abo . . 1890 136-5 13 7-8 81 1,100 21 Putiloff 1891 126 13 8-5 81 1,100 21 2 l-pr. revs. 2 13 Hogland Ishora 1894 128 16 6-9 1 85 1,200 22 2 1-prs. 2 13 17 Abo . . 1891 152 13 8-3 .. 100 1,000 19 Kutlinj St. Petersburg 1885 124-2 12-9 5-9 67 500 16-5 2 l-pr. revs. 2 16 15 Kron>chlot Ishora. . 1891 152 13 8-3 100 1,000 19 Elbing 1886 128 15-7 7-5 87 900 20 4 l-pr. revs. 2 13 17 Elbing 1886 128 15-7 7-5 87 1,000 22 4 l-pr. revs. 2 13 17 Elbing 1886 128 15-7 7-5 87 900 20 4 l-pr. revs. 2 13 17 Moonsund Putiloff 1S91 126 13 8-5 81 1,100 21 2 l-pr. revs. 2 13 Ishora 1894 128 16 6-9 85 1,200 22 2 1-prs. 2 13 17 Elbing 1886 128 15-7 7-5 87 900 20 4 l-pr. revs. 2 13 17 Ishora 1898 Noi mand . . 1892 137-9 14-9 6-8 120 1,600 25 2 3-prs. 2 26 16 Rochensalru Putiloff 1890 136-5 13 7-8 81 1,100 21 Ishora . . 1S91 152 13 8-3 100 1,000 19 Normand . . 1894 118 13-2 8-6 80 1,300 24 2 1-prs. 2 21 10 Putiloff 1S93 127-9 15-7 6-9 98 1,250 21 2 13 17 Transund Ishora 1895 127-9 15-7 6-9 98 1,250 21 2 17 Viborg Clydebank . . 1886 144-5 17 8-1 126 1,400 20 2 3-pr. revs. 3 24 45* 1886 128 15-7 7-5 87 900 21 4 l-pr. revs. 2 13 17 St. Petersburg 1877 118 16 10-9 160 800 14-5 4 Q.F. 1 18 16 St. Petersburg 1894 , 123 16 6-9 85 1,200 22 2 1-prs. 2 13 17 Putiloff 1 894 138 14-7 9-9 2 118 25 2 mach. 2 26 1896 128 16 6-9 2 85 1,200 22 2 1-prs. 2 13 17 St. Petersburg 1897 138 14-7 9-9 2 120 25 2 26 Nevsky .. fNevskv and) 1 Ochta . . 1898 118 Akula, Btiicbok .. 1901 147-8 13-0 2 150 4,200 25 2 1-prs. 1 Makrel, Nalim, OkuD.l /Nevsky and, Plotva, Peskar, KetaA \ r»~i,*„ Bldg. 147-8 13-0 2 150 4,200 25 2 1-prs. 1 Paltus, Sig, Buichok | ' Second Class — 21 boats (Galka class) 1 Elbing and ) I Russia . . j 18S0&C. 74-7 8-9 5 1 30 220 16 2 14 3 21 boats CiVoron class) r Elbing and 1 I Russia . . j 66 11-1 1 260 17 Poplar. . 188S 60 8-5 3 1 16 240 17-5 2 1 BLACK SEA. First Class — A. B. C (3 boats) . . Nicolaieff . . 1893 126 .. 81 21 Adler Elbiug 1890 152-0 17-2 7:9 2 130 2,200 27-4 2 l-prs. 3 24 40 Elbing 1890 128-0 16 6-9 1 85 1,200 22 2 l-prs. 2 13 17 Odessa. . 1891 126 13 8-5 1 81 1,100 21 2 l-pr. revs. 2 13 Odessa. . 1891 126 13 8-5 1 81 1,100 21 2 l-pr. revs. 2 13 Poplar.. .. 1880 100 12-5 5-5 1 40 500 22 2 l-pr. revs. 2 12 9 D. E. (2 boats) Sevastopol . . 1893 128 85 22 Claparede . . 1883 120-6. 13-3 Y i 78 Voo 18 2 l-pr. revs. 2 13 12 Gelendshik . . . . La Seyne . . 1883 1 122-7 12-4 6-2 i 73 560 18 2 l-pr. revs. 2 13 11 Nicolaiefl . . 1886 128 15-7 7-5 i 87 900 20 2 l-pr. revs. 2 13 17 Odessa . . 1891 81 1,100 Elbing .. : 1886 j 128 15-7 7-5 i 87 900 21 4 l-pr. revs. 2 13 17 Has received liquid fuel apparatus. + Pernoff type. % Captured from the Chinese at Taku, 1900. A submarine boat from the plans of Lieut. Kolbasieff and Engineer Kuleinikoff has begun her trials. FOREIGN TORPEDO-BOATS. 287 Russia — continued. ■d o . OJ a o a a. £ 1 % a^ 3 V 3 3 ' C •3 Name or Number. Where Built. 1 3 03 M a 3 B s a t 3 ■» 25 3t/f a a H << f £• o H a S a o O ST "3 0 Black Sea — contd. Feet. Feet. Feet. Tons. Knots. Tons First Class — conttl. Kilia Elbiug 1886 128 15-7 7-5 87 900 22 4 1-pr. revs. 2 13 17 Novorossisk Elbing 1836 128 15-7 7-5 87 900 22 4 l-pr. revs. 2 | 13 17 Normand . . | 1883 124-8 11-0 7-0 62 550 18 2 l-pr. revs. 2 13 10 Reni Elbing 1886 128 15-7 7-5 87 900 22 4 l-pr. revs. 2 ! 13 17 Sookhoum Chiawick .. 1883 113 12-5 6 64 700 19.5 2 Nords. 2 13 10 Tchardak Elbing 1886 128 15-7 7-5 87 900 20 4 l-pr. revs. 2 1 13 17 Elbing 1886 128 15-7 7-5 87 900 22 4 l-pr. revs. 2 13 17 3 bo its Elbing 1886 128 15-7 7-5 87 900 22 4 l-pr. revs. 2 13 17 Nicolaieff . . Bldg. Second Class — Istcheritza Sebastopol . . 1878 62-3 9-7 3-9 24 220 15 10 Elbing.. .. 1877 64-3 8-4 2 11 120 15 8 Kefal Chiswick . . 1880 60-5 7-5 3-5 16*8 8 Scheglensk Sebastopol . . 1878 59-3 9-5 3-9 24 220 15 10 Schehouka Sebastopol . . 1878 59-3 9-5 3-9 24 220 15 !u. Odessa.. 1878 64-3 10 4 25 220 15 10 Soroka St. Petersburg 1878 62.3 9-7 3-9 24 220 15 10 1877 60 9-7 3-9 24 210 15 10 Odessa.. .. 1878 64-3 10 4 25 220 15 10 Poplar . . 1877 75 10 50 boats(WoronClass) Elbing, etc. 66 11-1 260 17 3 boats Nicolaieff .. 1898 FAR EAST. Abo . . 1890 136-5 13 7*8 81 1,100 21 71-5 6-5 3-3 1 23 220 16 Jantchiche Elbing . . 1887 128 15-7 11-5 87 970 19 4 l-pr. revs. 2 13 17 N 1893 152-5 16-8 140 2,200 26-5 2 l-pr. revs. 3 24 40 N 1893 152-5 16-8 140 2,200 26-5 2 l-pr. revs. 3 24 40 Podorosnik • • 71-5 6-5 3-3 1 23 220 16 Normand . . 1886 151 12-5 8-4 1 102 800 20 2 l-pr. revs. 2 23 15 71-5 6-5 3-3 1 23 220 16 71-5 6-5 3-3 1 23 220 16 Sootchena Elbing.. .. 1887 128 15-7 11-5 87 970 19 4 l-pr. revs. 2 13 17 71-5 6-5 3-3 1 23 220 16 71-5 6-5 3-3 1 23 220 16 Sunguri (ex Hogland) Abo . . . . 18H0 152 16 7-9 2 140 l,S0O 22 ( Normand .. 1886 151 12-5 8-4 1 102 800 20 2 l-pr. revs. 2 23 15 Ussuri (ex Nargen) j Abo .. .. 1890 152 16 7-9 2 140 1,800 22 2 Unnamed . . \ Ocbtenski . . Bldg. 152 16 79 2 140 1,800 22 Tbe destroyers Lieut. Burukoff, Kit. Skat, Delphin, Kassatka and Som are also in tbe Far East. Tbe G-orlitza and two others have been st-nt to Port Arthur in sections. Spain. Name or Number. Where Built. Destroyers — Terror Audaz I Osado > Proserpina . . . . ) First Class — Acevedo Ariete Azor Bustamente . . Habana . . Halcon Julian Ordonez Orion Kayo Vedette Boats — 3 boats Submarine — Peral Clydebank . Clydebank . Chiswick Chiswick Poplar. . Normand Chiswick Poplar. . Chiswick Gaarden Chiswick East Cowes Carraca 1896 1897 Feet. 220 a 3 Feet. ! Feet. 22 5-6 1885 117-7 1887 147-5 1887 134-5 1887 126 1887 127-5 1887 134-5 1885 117-7 125 1887 147-5 1892 60 1889 70 12-5 14-6 14 10-9 12-5 14 12-5 15-5 6-2 4-9 6 6-2 3-5 4-9 Tons. 2 300 63 97 108 63 59 108 65 85 97 OS CL, O 1 =5 S 6,000 7,500 660 1,600 1,600 800 730 1,600 660 1,000 1,600 S eg* Knots. 28 20-1 26-1 24 21-3 24 ■ 2 12-pr. 2 6-pr.21-pr. 1 2 14-pr. 2 ;6-pr.21-pr. 2 mach. 4 3-pr. Q.F. 4 3-pr. Q.F. 3 3-prs. 1 mach. 4 3-pr. Q.F. 2 1-in. Nord. 2 l-pr. revs. 4 3-pr. Q.F. Tons. 67 100 .. 25 23 25 18 16 .. 25 It is stated tbat the Ejercito, Retamoso, Kigel, and Castor have been condemned. •_>>s THE NAVAL ANNUAL. Sweden. Tokpedo Boats. Name or Number. Where Built. Dimensions. - >> E « Destroter — Mode Poplar.. First Class— Komet Elbing Blixt Carlskrona. Meteor Carlskrona. Stjerna Carlskrona. Orkan Carlskrona. Vind Carlskrona. Bris Carlskrona. 2 boats (A and B) . . Carlskrona . No. 1 Chiswick . 2 boat? (3 and 5) . . Stockholm . No. 7 Stockholm. 2 boats (9 and 11) . . Carlskrona. Second Class — No. 61 Stockholm. No. 63 Chiswick . No. 65 Stockholm. No. 67 Stockholm. No. 69 Stockholm . No. 71 Stockholm . No 73 Stockholm . No. 75 Stockholm . No. 77 Carlskrona. No. 79 Stockholm . No. SI Stockholm . Third Class— N ob.141, 143, 145, 147,Vrc.. ,i„, 149 (5 boats) .;): Stockholm. Submarine — Unnamed .... Feet. Feet. Feet. Bldg. 220-0 20 6 3-9 Tons. 400 6,000 1896 1898 1899 1899 1900 1900 1900 1901 1884 1887 1887 1894 1882 1883 1885 1886 1886 1887 1887 1892 1891 Bldg. Bldg. 18791 1890/ Bldg. 128 128 128 128 128 128 128 128 113-2 114-2 114-2 126-8 91-6 100-1 lliO-l 100-9 100-9 103-4 103-4 100-5 1005 104-0 104-0 15-9 15-9 15 9 15-9 15-9 15 9 15-9 15-9 12-2 12-6 12-6 13-11 11-8 11-10 11-10 11-10 11-10 11-10 11-10 11-6 11-6 12-5 12-5 6-11 6-11 6-11 6-11 6-11 6-11 6-11 6-11 6-3 6-7 6-7 7-7 5-7 5-11 5-11 6-1 6-1 6-7 6-7 6'3 6-3 6-1 6-1 4(1 45 45 46 46 5s 58 49 49 4 'J 49 1,056 1,260 1,330 1,250 1,250 1,250 1,250 1,250 620 620 620 850 350 420 420 430 450 460 460 460 460 Knots. 31-0 23-0 23-5 23-8 23-4 23-5 23-5 23-0 18-5 18-5 18-7 19-5 16-0 19-0 19-0 19.2 19-9 18-6 18-6 18-9 18-9 Tons /l 12-pr. 1 (5 6-prs. J 2 55 95 2 1-9-in. q.f. 2 16 2 1-9-in. q.f. 2 18 2 1-9-in. q.f. 2 18 2 19-in. q.f. 2 18 2 1-5-in. q.f. 2 18 2 1-5-in. q.f. 2 18 2 1.5-in. q.f. 2 18 2 1-5-in. q f. 2 18 1 mach. 2 16 1 mach. 2 16 15 1 mach. 2 16 15 2 mach. 2 16 15 1 mach. 1 mach. 1 mach. 1 mach. 1 mach. 1 mach. 1 mach. 1 mach. 1 mach. 1-5-in. q.f. 1-5-in. q.f. One first-class and two second-class boats are provided fur in 1902. Turkey. Name or Number. Destroyers — Berk-Efshan . . Tajjar . . 2 boats . . First Class — A. B Edjder(No. 10) 1 boat 5 boats . . Timsah 5 boats 4 boats Tewfik . . 2 boats . . Where Built. 2 boats 2 boats Submarine — Abdul Hamid . Abdul Medjid. Teddington Kiel Chertsey Chert sey 1885 1835 1887 1892 1886 1886 Feet. Gaarden .. 1894 187 Gaarden .. 1*94 187 Sestri Ponentel 1901 Sestri Ponente 1901 166 Gaarden .. 1890 152-7 Constantinople 1889 14 0 Gaarden .. 1889-90 126-7 London .. 1887 126 Elbing .. 1886 120-3 Constantinople 1836-89 100-3 Normand . . La Seyne and Constantinople 100- 100-7 124 127 100 100 Feet. 21-6 21.6 18-6 18-9 16 15-4 15 16-2 11-8 13 13 15 3-X >et. Tons 2 270 2 270 4-0 2 145 7-4 2 150 6-9 2 120 8-6 1 85 85 5-5 1 42 5-5 1 42 5-5 1 42 3 160 3 160 2,400 2,200 1,800 1,300 900 550 550 550 250 250 23 23 22 21-7 21 19-5 20 20-3 22 6 1-pr. revs. 6 1-pr. revs. 2-1 pr. 5 3-prs. Q.F. 5 1-pr. revs. 2 1-pr. revs. 2 Nords. 2 mach. 2 Nords. 2 mach. 2 mach. FOREIGN TORPEDO-BOATS. 289 United States. Dimensions. Where Built. Destroyers — Bainbridge Barry Chauncey.. Dale . . Decatur . . Hopkins . . Hull.. .. Lawrence. . Macdonough Paul Jones Perry Preble Stewart . . Truxtun . . Whipple . . Warden . . Bailey Barney Biddle Blakely . . De Long . . Du Pont . . Farragut . . Foote Goldsborough Nicholson O'Brien . . Porter Rodgers . . Rowan Shubrick . . Stockton . . Stringham Thornton . . Tingey . . Wilkes . . Winslow . . Sea-Going— Cusliing , Davis Dahlgren , Ericsson , Fox .. Manly Morris Somers T. A. M. Craven Philadelphia Philadelphia Philadelphia j Richmond . . Richmond . . j Wilmington Wilmington \ Qnlncy, Mass. Quincy, Ma2P^(IF l2P^Q.F^y ^I2PJPF O [O ! [O |oQ Ifrake" ^X "KingALfred "Good Hope" "Leviathan" ^4" r*»f r»f T&^o? '•"s^- T,j,-Cf (e=T-p~| p=He Plate 6. GREAT BRITAIN. First Class Armouheo Cruisers of the "cressy'class "Cre ssv". XbouK ir'V'Hogue". " Eurya lus, "Sut lej . Bacchant' 6w0r ,6m 0 \ »*#S\*S7< >r«rTQ^^_ J>£' Qf> yi V" < \cp-P~ 6in0F' i2PrQf iZPr0F\6,n0F "formidable class Formidable, lrre sis lible. Implacable" Bulwark", London". Venerable" Queen Pruicc ofWales" '■' ?■■ LJ 6'mQF In These Ships 9 Armour Tapers to 2 at 30 ft From Bow, &They have no Forward Bulkhead In the"Queen&"Pmnce of Wales" Instead of Twelve 6' Guns There are Eight! 5" Bf Ten 6' Guns Pla TE I GREAT BRITAIN. Sect/on m way , of Turret J^\ S*\- p->^^f^-\£ Lower Deck Plate 8. GREAT BRITAIN. KING EDWARDVII CLASS King Edward \TT Dominion" Commonwealth Plate 9. GREAT BRITAIN. Diana Herraes J>><1° Highflyer ; JJoris Hyacinth : hchpse fsis " " Juno " Minerva" /Talbot" "Venus" 4 7'QF 4- 7 "OF 4- 7'QF. if fT -Q-ffJ-B-B-B-B-EH + 7Q-F 4-7 QF f7"QF 6'Q F * These Ships Have Eleven 6 inch OF instead of Five6 m &Six4- 7m 0 F &Have ThreeFunnels NB Ml The4 7"Guns in These Ships are to be Replaced with 6" Guns . FIRST CLASS ARMOURED CRUISE »« "imperieuse" "Warspit e" Plate 10. GREAT BRITAIN. N B. Four 6 in Guns in Casemates will be added Plate 11. GREAT BRITAIN. /*Katoomba" ,r Mildur-a' KatfOomba|fongarooma.. I Taui-anga" V'Wallar-oo" /Pallas" PearlTPeaW" Cass j "Philomel'' I("Phoebe" Pe torus Class Pelorus Pomong Pa ctolus Prometheus Peqasus Proserpine Perseus Py ramus. Pa ndo ra. Psyche Pioneer £fc- Ak^ rctfc. aj: — — — " ^— -^- . _\^ z^n^ Plate 12 ►J - Vc, row c or 3-s 3 fc a a a > a rotf +->£ a a MT3 i^c 04. to oi o 3 < Q H w cc D CO O 2 h a < <: UJ cc CO 0 < 03 .2 I h > (h ti 0 tfj ♦j CO *; b CfJ 0 ti 3 8 n t> £ ^ o 10 (a * * * O 11 *r, : ■« •a*? o u --} t *> c „ 0 .M (3D 0/ 0 0 QJ tfS *J C ^ (/) ■i-< CD- * £ D c CJ 0 ••— : -av e fi (3 01 T1 2 2 a, cd =0/ "C •— H o >— „ u 0 "J. . 0 ; fli ? > 0 CO •- X -I 0) c 03 c f— 1— 1 r —. — ~> a t- * ^j Q A) CO a t: a. P C- X >i ^ c p £ 0 0 a: r£ I - ti 0. - ^ -J r i e - 'Oil Q .-i o 03 °. 2 r "3 < h > cr 0 CD CC " c h < 0 LU 0 CC >. 2 C3 ? ■* Si 3 <*. (J So i 4 " GREAT BRITAIN. Plate 16. ARGENTINA. Plate 17. c ARGENTINA. Garibaldi Genera] Belm-i Pueyrrpdoh -San Martin Mjhtsshiohsi ■' S tgun at the angles of th> 7/-QF "T'OI 4 7^ 0 ISI ^ r S"Q.F \JjOF\ 6"Q-F\ 6"qf\ S'i £S) EE3 T Libert a d"& Independencia' Plate 18. AUSTRIA. ARMOURLD CRUISER Kaiser Karl VI : bjl ^a nil IIIIIIIIIIIIIUIIIIIIIIIIIIIIIIIIUIIUUIIIIUIIIII!IIIIIIIIIIIIIIIII!^I!IIIIIIIIIIIIIIIIIIIIIIIIIIIIII!IIIIIII!IIIIIIIIIINIIIIIIIIIIIIIIII l5c">Qr Plate 19. c t AUSTRIA. A (Ersa i i La.udon) "B"(Ersa t i Draclae) ±A±A. — r r7\2S(?.F . — . 28' 75" 75 "Budapest" " Monarch" "Wien" Plate 20. AUSTRIA. "E"(Ersat zBadetiky) =& ^e 7 6 1-6 Plate 21. AUSTRIA Kr.mprinz Erzbcrzog Rudolph si: LB i Habsburgf Plate 22. BRAZIL. Marshal DeodorQ Marshal Floriano. CHILI. Plate 24. CHILI. 0 HiqQins Plate 26. DENMARK. ■ '. i '. . . . . i ; r~ -?- " "«■ V trJU^=_._ 1> rl llulf.1,1 -V. ArmoureJ Deri, M.-r-luC Trolle £j° 1 2,?" ?.?" 2? Plate 27 FRANCE. Amiral Baudii Forniidalilo 5 5QF Amr"l Cuperrt" i-1 f5! BnS=aDnc n n an coco „" \ Uf/js/- Deck NB The Central Barbette for/3 3/n to be Replaced by Two Redoubts for Four 6-4-in Gun;- Plate 28. FRANCE. "d * i.n q^ils. Plate 29. FRANCE. Chanzy" Cha i'imt" L.-i i oucht TreviU e Caiman* In. In tnpt .1 111 r R equ m Terrible" Plate ."0. FRANCE. , ay-^ :._ UC"QF ,. 14.CmQF Plate 31. FRANCE. Cha6Seloup Luubat.' " Bugenud." " Friant." nnln . i 1- 4- ! Qi — <5°f Devastation Courbet Redoutable Sr3 m ~~ z~. . _ . . ~ -y '10 6' 10 6 Devastoti on Has Fourteen 4" Guns Courbet ,. Ten „ Redoutable „ Four „ ,, Plate 32. FRANCE. D esc arte s ^FT^ — *iiijpit|i"i^jQ~~ Dupuy dcLome" a_^s piij[^.-^_ -3 Plate 33. d FRANCE. 47m/m47m/m '*T" 14 cm /ffm l+c/ml4e,h Plate 34. FRANCE. 7724, ARMOURED CRUISERS "Conde" "Gloire" "Sully" "Marseillaise' "Aube" fflllagn s& 4-~ Q.F 65 OF. + V-' eS'Q.F. »p o o o o o 6 5"Q F —I 1 1 1 ■ <8'QF. I8QF 1-3*0 f 1 8"0 F Desaix. Kleber-. Dupleux. 39 QF 3 9 OF Plate 35. d 2 FRANCE. 5 5 QF 55 QF 5-5*0? 5 3 Q F -©B 1 Plate 36. FRANCE. BATTLE SHIP SECOND CLASS Henri IS ft Plate 37. FRANCE. Gueydon "Du Petit- Thouars' 'Monica lm" 64 Q F -B----B - --EH ARMOURED CRUISER . Jeanne d'Arc" '-^ "IT /J'lz- GI-4-Q.F. : ' .■ ' *•■•'-*"' '":""( ; : ~ — .> 5 5 "Q F Plate 38. FRANCE. :^^ Jurien de la Graviere >.y- nf-Tinrr^'hSlifta:!:;^.:;::::-.:.::^:;: 'in;.!:''!!. iiiMITmrmrmmm- &4 or. 64" QF Jules Ferry Lean Gambetta Victo Hugo 6 4 Q F cy=^ — -0—0- 0= Cfe Plate 39. FRANCE. Plate 40. FRANCE i Pot hiiau N ■*- m— i- — , ri Plate -il. B ^ O < J :> LU n t 3 - 5 w>3 9 It! ^. e*'t +1 4> jj H H u £ J" cd u -s -S GERMANY. I- H-f- -f H«r©..-.@ •-O O Q- 4- H— f- -I @- Y t — t — f Plate 44. GERMANY. 3 BATTLESHIPS . "Kaiser FriednchTJl" "Kaiser Karl der Grosse. " Kaiser TCillielnL H ." "Kaiser Wlllielm der Gross Mecklenburg Schwaben Wettin Wittejs"bach Zahnnqen 6'Q.F 6"Q.F 6"QF. Plate 4o. GERMANY. Kdnig Wilhelm Ersatz Pi-in* Adalbert Prinz Heinnch Plate 46. GERMANY. Karfurst Friedrich Wilhclm Brandenburg. Weissenburg Worth ThtOO.ni. *ei}>r »re 16 feet □ " Siegfried" Beo-wuvi1 " Frithjof " HeundaJ " _i " HiMebrajid _!!_Ha£en " .". 0d^ '■' Aegir" ^sw i^ T^iyjgn: N B The 'Hagen"has been Lengthened 27 Feet She now has Three94m. Ten3 4in and Six I *in Guns The Remaining Ships of the Class mil be similarly altered Pi. atf. [7 GREECE. Hydra Psara Spetsai 1 1 1 — Plate 48. ITALY. Andr ea Dorla Francesco Morosini. Ruggiero dl Laui-ta. Duilio" (mot rearmed) Uandolo" 'As refitted and rearmed) Plate 49. ITALY. V'lttorlo E m a n u e 1 e R <• >j 1 n a E 1 e n a . Tbk^— k. u. k. S »«. U, ,<3- <=>- c> cy c»- o * ± 4> ^~ tt t ? t Plate 51. 0 2 ITALY. ( Sardegna" ReUmberto' " Sicilia" n & Mote S«rflh^i/s5ra,to*fff and Sf3a>t*vadr man tfit Plate 52. ITALY. Ammir a g lio Di St. Bon Emanucle Fi liber to 7=^ ^ ^tFM"-^ «— -©- 6 flf r) sM-?- "Carlo ALberto" "Vettor Pisani' 6QF l47Q.fi ,4 7"QF X-——-^~~~~^QF- \60r \60F \e,Qr \6VF Plate 53. JAPAN. Asama and Tokiwa TAKASAGO -^L-^-^-^^V^y-^Yr *-/ 47 *?' Plate 54. JAPAN. It s ukus ima. Hash id ate 4?- 4 7 4 7 4 7Q.F. &PF. 6Pr 6P Plate 55. JAPAN. First C/ass Battleship "Fuji'.' Vashima^ 4 Armoured above Be/t Battleship " Mikasa" 6'of ¥£qt 6Qf\ e' ev?** Plate 56. JAPAN- ARMOURED CRUISER -Idjumo" 6QF G'QF G"0-F ,__. H Par , 1 „ .„J ''W HP dr. 6 OF 6QF C'OF Niitaka . Tsushima 6 O — o o o— H3- e-a- RUSSIA. ARMOURED CRUISER Adm iral Nachlmoff Alexander II -¥ #■ 6 BL 6BL 9 BlSSE t? CD CD Light Superstructive Wood Plate 63. RUSSIA. Catherine H Tchesme Sinope CieorgiPobiedonosetil Tria Sviatitelia <3 2 :ycr:zb^:?r~:!* ^:jc:: 7drM> = vgrw .59' .5-3" ,5 5" .5 '-3' Ur U.r. Hf Iqj^ ^HHh^ Plate 64. TZ RUSSIA. Bayan -p-, - *~llvf S Of 3 "(If e'i?/-- -G — e~ '.j- ? — $ — * — * — t — i 0/" 3"or jof Plate 65. RUSSIA ARMOURED CRUISER "Gromoboi" ^N, I? " O F 6 0 F 6 " 0 F 6 t?F 6"QF FIRST CLASS BATTLE-SrtlPi "Osla bjra" Peresviet 'Pobieda' 3 0F 3 OF 6 OF 3" OF [/^~yV<^- tj-OF -1 T r6 OF 3 'OF 30 F Note In the "pobieda" the Belt Extends the Full Length of the Ship Plate 66. RUSSIA. Nicolai I A I i lb — Jfll!:' .H;:kbi.!i5fil 5 5 o 5 " Ts^'T m.j?=s* Parayat Azova, Main D e c]t. Plate 6' f2 RUSSIA. PETROPAVLOVSK POLTAVA SEVASTOPOL 5 9 (?f. 5 9 OF —mi — r I Pallada -, 6 _J-^~ 'ZJ— a JJf J \^0f\3-QF\ 3^F3W*or Plate 70. RUSSIA. Sissoi VeliKy' 'Warjag" °^k 1 uHj -xsJ !g|~ ^" =f^S™_ F^^--=-r- ->-~~ =;— ^ffirrttimTrTT tH* — f_ * — i f I 3QF 3QF Plate 71. RUSSIA. Ts ar e vit c h 3—S 3 OF 3-Qj: Rnia ; PotenxkinTawitehesky 3QF 3QF 3"QF ^^ 6 OF 6QF 6"Q.F 6^F 6QF Plate 72. ^ < - - mi E3 '-^ TURKEY Messoudieh. M "It- 6'Q.F6"Q.F 6QF 6'QF 3"QF'3*Q.F'3QF}3Qr' 30 F 3 QF Plate 77. UNITED STATES t t t -+ Plate 78. UNITED STATES. ARKANSAS Maine Mis sour1] . Ohio. A j\ 1 ,k I /lx 1 /|x I Ay Plate 79. UNITED STATES. C oi mnb 1 a. Minne apolis Note -Minneapolis has only two funnels. C aliform a . Pennsylvania We st Vir gini a Colorado Ma.ryla.Ttd Soxith Dakot a {6"0F \6VF \5"QF \6"QF \6'QF Plate 80. UNITED STATES. Dasiqn ("or New Ba bt leships Plate 81. a >~> tt> VCr* ^ h ctf 0 co < 62 2 P- t- cn Kent e shi Q LU w— 3 h Z w«> g D © • - DP fe ' ~ - f F 0 D - -©! CD — iKGH^ m LU h < h co Q LU h D - UNITED STATES. Charleston Milwaukee. S^ Louis Georgia Nebraska New Jersey Rhode Island Virginia. Platk 86. UNITED STATES. Design for New Armoured Cruisers ust— _ *M&.£M^m: pyC"" isfel "• ' .jssi crr^ro rm - cm,, , gfo ; , i::irt;i:,:,':;; !IIMiniliM^I!l!li;illlll!lldilll!lll!!llll JIlgiM ff'ipr 3"QF 3,'QF 3'QF 3"QF 6" QF 6 Q F. Texas D D r^-;:::. ',"■ "":■"," zr" "■'";; .." ^ i Plate 87. Ph PART III. ABMOUB AND OEDNANCE PART. III. Armour and Ordnance. INTEODUCTOEY. In the days of old, before the advent of iron and steel, the gun reigned supreme as the seaman's weapon. But when iron superseded wood, and steam took the place of sail, there appeared two formidable rivals of the gun — namely, the ram and torpedo. They still remain with us, and though the former has been so much discredited of late that some battleships are being built without rams, the torpedo is likely to be an important item in a ship's armament for some time to come. But the gun is rapidly eclipsing its two rivals, and ships are being built more and more with the idea of attacking with the gun and of successfully resisting a gun attack. The function of the gun is essentially to attack with shell, and the armour plate was introduced mainly to keep out the shells, and, secondly, to render the ship invulnerable to shot as well as shells. A plate which is penetrable by shot may still be of great value in keeping out shells, so that it is rash to assume that a plate is useless because it is not absolutely invulnerable to non-explosive projectiles. The plate, indeed, is useful protectively, from the mere fact that the existence of armour causes the gunmaker to use a gun of small bore, which, though formidable for piercing plates, is not an ideal shell gun. There have been no marked changes in the year under review, but there has been steady advance in the same directions that have characterised recent years. The gunner's object, whether afloat or ashore, is to make as many effective hits as possible in the shortest time, and to so safeguard his gun by the use of armour that he can count on its remaining in action notwithstanding all the efforts of the enemy. In order that hits may be effective, guns must have good armour-piercing power, and rapidity of loading and aiming is essential; good shell power is desirable. Armour of the highest resisting power must be employed, and, above all, the highest skill is desirable in the laying of the gun and control of fire. At the close of this part of the Annual a series of tables are 294 THE NAVAL ANNUAL. given, showing the existing guns of the various maritime nations. A glance at these tables will show the remarkable way in which the ] tower of the gun has developed in the last few years. But a long period must always elapse before the whole of the weapons in the service of a great country can be remodelled. Again, although much has been said about changing the armour of a ship, there is no single instance in which it has been found practicable to remove the old armour and completely replate an old ship. Thus, although the latest developments of naval ordnance are mainly dealt with in the following chapters, it must not be supposed that these will be in common use afloat for some time to come. The navies of the present day are armed with weapons and provided with armour dating some years back ; it is only the ships still incomplete that will reap all the benefit of present-day knowledge and progress. 295 CHAPTER I. Armour. Never before could it be said that 10(3 armoured vessels were under wide- construction at the same time, and this not in the whole world, but 8Prea4 ' adoption merely in the yards of five nations. Yet such is the case at present, of armour, and no higher testimony could be borne to the universally high estimation in which armour is held. The building of unarmoured ships of over 2000 tons has almost come to an end, and yet it is not ten years since that the unarmoured cruiser of 3000 to 4000 tons was being built in greater numbers than any other type of ship. One great reason for the increased popularity of armour is the improvement in its resisting power which makes a 6-in. plate of the present day equal to a 12-in. plate of a dozen years ago. Another and most potent reason is the discovery that the up-to-date big ship of 16,000 tons or more is very easily worked and handled. As a matter of fact, the Formidable, with her 16,000 tons displacement (loaded), is much handier than the 12,000-ton Nile, and she in turn is more easily handled than the 10,000-ton Colossus. When the Alexandra, which for long ranked as one of oar best Thickness ships, was built, 25 years ago, the thickness of armour plates was ba^beer!0 much what it is now, from 6 in. to 12 in. The calibre of guns was reduced to what it also about the same — say, from 7 in. to 12 m., the gun and armour was 25 plate being fairly well matched. Measured by its calibre, the yearsaS°- piercing power of the gun has gone up more than twofold since then. The best 12-5-in. gun in 1875 pierced some 18 in. of iron, as against 46 in. for the up-to-date 12-in. B.L. If we take the weight of the guns as a basis of comparison, the advance is not so great, but still it is most marked, for the modern 10-in. gun of about the same weight as the old 12'5-in. has a piercing power of some 40 in., as compared with 18 in. But the improvement in armour has somewhat more than kept improve- pace with the increase of the power of the gun. The change from ^.^y^ wrought iron to Krupp steel enhances the value of a 12-in. plate in slightly the proportion of 10 to 23, whilst the improvement in guns of equal f^ ^e weight may be put at 10 to 22. It is, however, mainly the discovery improye- of the big ship that has enabled us to go ahead. The improvements gimpower. in guns and armour have so nearly balanced each other that, but for the naval architects, and especially the greatest genius of them all, 290 THE NAVAL ANNUAL. Water- line proteo! ion. Disposi- tion of water-line protection. The " system of 1875. Sir William White, whose retirement from active service we are mourning this year, we should not have advanced at the rapid rate that we have done. 1 during the year under review there has been no great advance in the manufacture of armour, and it is therefore not inopportune, in the pause which has resulted in the path of progress, to consider the disposition of armour as applied to the ship of the present day. First, it is desirable to go into the question of the protection to the ship's flotation, which is sometimes loosely styled the armouring of the vitals. Armour is, in the main, a product of war. It took its rise in the Crimean War, and was thoroughly established by the war experience gained in the great American struggle of the early " sixties." But it was not the so-called vitals of the ship that called aloud for protection in these wars, but rather the guns and the men that fought them. Xor has any subsequent war experience justified the idea that the protection of the water-line is of greater and more vital importance than the safeguarding of the offensive weapons and the men manning them. The Spanish ships off Santiago would gladly have exchanged some of the water-line protection to save their men from the shells which cut them to pieces, and such lessons as can be deduced from the confused and confusing struggle off the Yalu tend in the same direction. Still, if not of the highest vital importance which some assign to it, the protection of the water-line must be carefully attended to, and all nations are in agreement as to this point. But there are still wide differences of opinion as to the best manner of applying the protection. The two rival systems which attract most imitators may, for convenience sake, be designated the British and French types of protection, since Great Britain has been the main exponent of one, and Franco of the other. When sea-going armoured ships were first built, the armour simply consisted of a series of plates attached to the ship's side giving protection to the guns, whilst the lower edges of the plates extended below the water-line, partly to preserve the ship from the effect of hits between wind and water, and partly to protect the engines and boilers. As the thickness of armour increased, it was found necessary to reduce the area of the protected side — thus the ends of the ship were left unarmoured except for a narrow belt at the water-line. This naturally left the portion above the belt open to the attack of shells, and, to prevent the water which would pass through these shell holes from going below, an armoured deck was provided. This was placed in line with the upper edge of the narrow belt, at from one to four feet above the water-line. WATER-LINE PROTECTION. 297 So far all nations had been in agreement, but when it became a question of further reducing the armoured area in order to still further augment its thickness, considerable difference of opinion was manifest. On the one hand, the French, following the precedent of the American monitors, put their trust in a narrow but complete belt with armoured deck covering it in, whilst the British constructors had a short, broad piece of belt forming an armoured citadel which occupied the central part of the ship, whilst that portion of the ship before and abaft the citadel was not belted, but was protected by an armoured deck sunk below the water-line. Against the French plan it was urged that the top of the belt was so low that a large volume of water would, as the ship rolled, be scooped up through shell holes in the thin side and would swamp and finally capsize the ship ; whilst against the British plan it was urged that, the unbelted ends being riddled, the ship would sink or capsize from the weight of water shipped forward and aft of the citadel. The British plan had the advantage of affording continuous armour protection to the lower portions of turrets and to the ammunition supply generally, which, in the French ships, was dependent on armoured tubes. It also lent itself more readily to the protection of the secondary armament. On the other hand, the advocates of the French system declared that their belt was high enough to guarantee the flotation, and that the guns in barbettes or turrets, with armoured ammunition tubes, were fully and amply safeguarded. There can be no doubt, however, that both systems are open to the objection that large and possibly dangerous masses of water are likely to find their way into the ship. As the resisting power of armour has increased, owing to the Latest substitution of steel for wrought iron and the discovery of the more'or Harvey, Krupp, and other methods of treatment, the armour has le8S a . reversion again spread over the ship, and the British and French types are to ancient once more losing some of their special characteristics, both nations t^cs- having adopted parts of each other's systems. In the latest British ships the belt now extends nearly the whole length of the water-line, whilst the French, on their side, have adopted the British arrange- ment of the upper belt, or citadel, which carries the armour well above the water. Faithful, however, to the original plan, the French do not limit the length of the upper belt, but continue it from end to end, whilst aft, at any rate, the British armour does not run to the stern, but takes a short cut across the ship in the form of a bulkhead with only a low 3-in. belt reinforcing the armour deck. Eecent years have witnessed great developments of deck protec- Develop - tion. The Warrior had no armoured deck, whilst the larger protected ^nt ° cruisers, which carry a much greater weight of armour than did the armoured J & ° deck. 298 THE NAVAL ANNUAL. Warrior, have little protection save the deck. The object of the armour deck is to prevent projectiles, whether shot or shell, from passing downwards below the water-line, where injury might be done to engines, boilers, or magazines, whilst water would also find its way below in the wake of a heavy projectile. But for the deck a shot or shell might well turn downwards and pass through the bottom. In unarmoured ships the armoured deck is always placed with its edges somewhat below the water-line, and with the centre about in line with the water. This has been universally adopted for the cruisers of all nations, the sloped part of the deck towards the edges being thicker than the flat part. Armoured When the resisting power of armour of 4 in. thickness and armoured over was so Srea^y improved by the Harvey and Krupp processes, cruisers. lJUt little advantage accrued to the thinner deck armour, hence the British system of putting all the weight available for armouring a cruiser into the protective deck has very rightly been discredited. A portion of the weight can now be far more economically applied in the form of vertical armour on the ship's side. But there is a great deal of misconception and loose talk on the subject of " armoured " and "unarmoured" cruisers. Thus the armoured cruisers of the Orlando class, which have a narrow belt extending from 1 ft. above the water-line to 4^ ft. below it, are not nearly so well protected against the enemy's fire as the " unarmoured " Diadems. In both ships all projectiles from guns under 7 in. which strike near the water-line will be stopped either by the belt or the slope of the deck. But in the Orlando the flat part of the deck is thinner and more vulnerable than that of the Diadems. In both ships a shell that strikes just above the water-line will tear a large hole and cause water to flow on to the armoured deck, and thus impair the stability and speed ; whilst in the Orlando it is true that those shells that strike the belt itself will burst outside and do no harm, but these will be very few in number, seeing that most of the belt is below water. Thus in the "armoured" ship there will be slightly fewer holes admitting water; whilst in the " unarmoured " one there will be fewer holes in the deck, and therefore less chance of the water finding its way below through a hole in the deck. On the whole an armoured ship with the belt so nearly submerged that the water flows over it with the least roll is in exactly the same position with regard to water-line protection as the ship with protective deck only. There is, however, this to say in favour of the belted ship — the projectiles that are incapable of piercing the armour will glance off harmlessly, whilst those that strike the slope of the deck of a protected ship will go upwards into the ship, possibly passing through the various decks and doing BELT ARMOUR. 299 considerable damage. It is above water that the Diadem, has such an advantage over the Orlando, for 12 of her guns are protected by 6 in. of armour, whilst all the guns of the latter are entirely unprotected except by shields. But all the armoured ships now building, whether battleships or 'J'1"' cruisers, have belts that extend to a considerable height above the armoure water, and this renders these ships much safer against the ingress of shli' water than the older type. As a rule, the belt is in two distinct strakes, the thicker lower strake being topped by the armoured deck. Thus the upper strake prevents the entry of water above the deck, and also protects the latter from direct impact, whilst the thicker strake prevents penetration at the water-line. In British ships, however, both battleships and cruisers, the belt, in lieu of being divided by the deck, is continuous and is usually of uniform thickness, whilst in foreign ships the rule is that the portion of the belt below the deck is much thicker than that above it. The deck in British ships slopes sharply down so as to meet the lower edge of the belt. In foreign ships, save the very latest, the deck is usually nearly flat. Thus in a British ship a shot cannot reach the engine-room or stokehold without first piercing the belt, which will almost certainly break it up, and the fragments then have the task before them of penetrating the armour deck ; whilst in a foreign ship once the belt is penetrated the fragments have only to traverse the coal bunkers before reaching the engines or boilers. The resistance of the belt and deck taken together is, as a rule, fully ecjual to, if not greater than the foreign thick belt. A shot striking 3 ft, or 4 ft. above water in a British ship will encounter a thicker plate than that to be found in foreign ships, and is therefore much more likely to be stopped outside the ship. Still, the upper belt in foreign battleships is usually thick enough to keep out the projectiles from Q.F. guns, and the thicker British belt is easily penetrable by the heavy guns of a battle- ship, such as the 12-in. It is therefore open to question whether the heavy upper belt of the King Edward class, which is 8 in. in thickness, might not advantageously be reduced. It is, however, a notable fact that the French in the Bepublique, and the Kussians in the Borodino, have adopted what is substantially the British plan. The Germans and Americans, however, adhere to the thinner upper belt, but in the latest American armoured cruisers the British plan is followed. The Maine class of battleship, now building in the United States, also has the sloping deck reinforcing the belt. In the latest British, French, and Prussian battleships there is also The upper ,.,, ... P, iij.T armoured an armoured mam deck covering in the top ot the upper belt. In deck, the King Edward class, owing to the ship's side between the upper 300 THE NAVAL ANNUAL. Resistance of the armour protecting engines and boilers. and main deck being completely armoured, so as to form a battery, this armour is put on the upper deck, where it is 1 in. thick. The weight of this armoured deck so high above the water scarcely seems justified. Overhead protection for the main-deck guns might be arranged for a less weight. The upper deck should be as clear as possible, so as not to burst shells there, then mere patches over the guns would suffice. In the typical ships whose protection is given below, the British plan has been universally adopted for protecting engines and boilers, the deck being sloped down to the lower edge of the belt. Protection to Engines and Boilers. First-Class Battleships. Belt. Inches. 9 K.S. 11 to 8 •' Special " 10 to 8 K.S. 9 K.S. 11 to 8 K.S. Deck. Coal Bunker. Total Protect ir n Equivalent in Wrought Iron. King Edward Class . Republique .... Borodino Wittelsbacli .... Inches. 2 sloping. O 3 44 ■» li „ 2i „ 3 Yes. H >> 1) Inches. 31) 3.") to 29 31 to 27 31 35 to 29 It will be seen that a shot with piercing power of 35 in. wrought iron will penetrate the best protected ship, whilst one with 32 in. will have a fair chance. The penetrative powers of heavy suns are as follows : — 1000 yds. 2C00 yds. 3000 yds. Direct. 30 J to Normal. British ) American .... J 12-in. V.=2800 f.s.* 36 43 32 39 29 3 j 23 27 The existing 12-in. guns, with about 2500 f.s. (850 lb. shot), are only effective if a shot strikes direct at 2000 yards. But if the velocity claimed for the new American 12-in. B.L. be realised on service, the gun will be in the ascendency up to 3000 yards, and the resistance at the water-line will have to be increased. This must be For 850-lb. shot. PROTECTION OF GUNS. 301 done either by increasing the thickness of the belt or sloping deck. This latter is decidedly the preferable course. But the above ships are yet in the future — none of them will be ready until 1903 at the earliest — and more than half the existing first-class battleships, including the eight Koyal Sovereigns, six Canopus, six Duncans, nine French ships,* seven Bussians,f and five Germans (Kaiser class), have a resistance to penetration at the water-line not exceeding some 26 in. of wrought iron. So that the existing 12-in. guns are more than a match for these ships at what may be considered the ordinary fighting range of 3000 yards. Moreover, the introduction of a better firing charge than that now in use may increase the power of the gun, but the armour can never be increased in thickness. So that the piercing of the water-line may be looked upon as a not unlikely occurrence in the next fight between battleships. In the case of the armour protecting the guns, the resisting power Armour of that applied to the heavy guns differs very greatly from that protecthi{ protecting the secondary armament. All nations now agree in thc Suns- placing the heavy guns in turrets or hooded barbettes, the endeavour being to protect the guns against even armour-piercing shot from similar guns. But this ideal is not attained by any nation. From 25 in. to 28 in. wrought iron represents the average resistance to penetration of the most recent ships' turrets and barbettes, and this is not sufficient in view of the fact that with velocity 2500 f.s., the 12-in. gun penetrates 29 in. at 3000 yards, and as much as 35 in. when, as in the latest guns, the velocity rises to 2800 f.s. So that the armouring of barbettes and turrets seems likely to increase in thickness once more. Whether any weight can be saved by making the barbette smaller seems an open question. There scarcely seems sufficient reason for building the barbette tower as a cylinder right up from the armoured deck. A much smaller space than that usually provided should suffice for the handling of ammunition ; the turning gear can be placed beneath the armour deck ; and we look forward with confidence to improvements in this direction which will enable the armour to be thickened without greatly increasing the total weight. There has been very marked advance in this direction in the barbettes for the 9 ■ 2-in. guns, one of which was illustrated in last year's Annual, and it will be most interesting to observe what the Americans will accomplish in this direction in their new designs of ships, especially in the armoured cruisers, where saving of weight is of the greatest importance. * Gaulois, St. Louis, Charlemagne, Massena, Carnot, Jaureguiberry, Charles Martel, ]!rennus. f Potemkine, Retvizan, Peresviet, Oslabya Pobieda, Three Saints, Rostislaf. J02 THE NAVAL ANNUAL. Protecl ion for the secondary irmamcnt. It is scarcely fifteen years ago that protection for the secondary armament was inaugurated by fitting box batteries for the 4*7-in. -uns of the British sli i ps Xile and Trafalgar, but this precedent was immediately abandoned and the casemate system was introduced in Great Britain with the passiug of the Naval Defence Act of 1889. At present we have no less than 8G0 casemates, and though there are signs that the clays of the casemate are numbered, all but two of the 35 armoured ships building for us at the present time are so fitted, and there are in the 33 ships in question no less than 380 casemates, a greater number than there are in the whole world besides. For though there is no nation that has not to some extent dabbled in casemates, none has taken them up heartily. When they have been adopted for a time, they have very shortly been abandoned, or when used, as in the German battleships, in combination with turrets and box batteries, the turret is generally preferred, unless the position chosen for a gun is such that the casemate system is the only one possible. The only nation outside Great Britain that has taken up the casemate warmly is Japan, and the reason is not far to seek — most of her ships are from British designs and have been built in England. The following gives an idea of the method of mounting and protecting the secondary armament in battleships, and the Q.F. armament of cruisers : — PROTECTION OF SECONDARY ARMAMENT. Ships Built and Building. Guns in Casemates. Guns in Turrets. Guns in Box Batteries. Tutai. British ..... 860 32 32 924 French ..... 14(1 2C8 26 434 United States .... 12 108 280 400 Russia ..... 66 112 58 236 Germany ..... £4 76 06 256 France stands out as the champion of turrets, and the United States of box batteries. All nations, save Great Britain, have gone in largely for turrets, but till very lately we have had nothing but casemates. But in the latest British ships, the battleships of the King Edward class, the box battery with superposed turrets is introduced and the casemate disappears. This is a great change for CASEMATES AND TURRETS. 303 a British ship ; it means that we have substantially adopted the American plan ; moreover, this plan is now being followed by well nigh all the European nations. The casemate doubtless has some good points, and we shall have to do our best with the 860 guns thus protected ; but it is as well to frankly acknowledge its defects. When the casemate was introduced ships were extremely open to Defects of the attack of common shell, and it was mainly with the view of casemates* meeting shell attack that this kind of protection was designed. The thick front plate was expected to stop all shells striking direct, whilst the thin side and back plates were considered sufficient to stop the fragments of shell that entered the ship in the neighbourhood of the gun to be protected, and burst after passing through the ship's side. It was also hoped that about half the armour-piercing projectiles aimed at a row of casemates would traverse the open spaces between them without doing any harm, whilst in the case of a continuous box battery there would be hardly any misses, right or left. But it is most fallacious to suppose that armour-piercing shot or shell striking the ship's side between two casemates will do no ha*rm. Only if fired from exactly abeam will they pass out without doing damage. If the enemy is some 20° before or abaft the beam, every shot that passes between two casemates will strike and easily pierce the back of a casemate on the disengaged side, and do far more damage than if the guns were in a box battery. Again, if the enemy's bearing be some 50° or 60° from the beam, the projectiles passing between the casemates will pierce the thin side plates of the casemates on the fighting side, so that a shot quite incapable of piercing the front plate will thus find an easy entrance. The casemates most exposed to this kind of attack are those on the upper deck, which are a long distance apart. Moreover, on the upper deck a casemate is most unsatisfactory. The upper deck guns should be capable of use both as broadside and chase guns ; that is, they should fire at least 40°, and if possible 45°, before or abaft the beam, and at least 5° across the line of keel. This entails an arc of training of 140°, which is more than can be obtained from a casemate. The effect of employing a casemate is that the training extends from barely ahead to some 25° abaft ; the gun is neither a good chase gun nor a good broadside gun, and is much exposed to disablement through the weak sides and back of the casemate, or by a high explosive shell bursting in the large port. The French, Prussians, Italians, and Americans, with their secondary Ad van - guns on the upper deck in turrets, get a great advantage over us as [^turret regards the wide arc of training which is essential for such guns. The training across the keel is probably better, and can certainly be made so if adequate arrangements are made for shielding the barbettes ;o4 THE NAVAL ANNUAL. Reputed slow rate of tire from turrets needs veri- fication. Box battery preferable for the main deck. from the blast of the secondary guns. The turret not only possesses the great advantage of thorough all-round protection against shot, which the casemate lacks, but the port being only about one-fifth the size of the casemate port, there is far greater security against the burst of a high explosive shell. Both in casemates and box batteries the large splayed embrasure ports, which measure about 0 ft. across, are ideal shell traps. A high explosive shell, bursting here, would send such a blast into the port as would knock out the gun's crew, at any rate for a time, and thus silence the gun. The drawback which is supposed to attach to turrets is that the loading and laying are slower. This may be the case, but firing at a reduced rate is better than not firing at all, and in a duel between turrets and casemates the rate of fire from the latter would soon fall below that of the former owing to the silencing of some of the casemate guns. In any case it is desirable to see what we can do with turrets ; the slow rate of fire may not be a fact — it has never been verified in England. Since turrets cannot be used on the main deck, and it is desirable to have some guns here, these must be in either a box battery or in casemates. The box battery is decidedly preferable, as it does not possess the weak points of the casemates in the thin backs and sides. Moreover, the guns can be isolated most efficiently by light bulkheads of not more than 1 in. in thickness. But these bulkheads must go completely round the guns, as otherwise a heavy shell, such as the 12-in., will disable the whole battery — not by its fragments, but by its blast. The Americans have an excellent 12-in. armour-piercing shell containing 65 lb. of a high explosive called Dunnite. Such a shell would utterly wreck the whole of a box battery which was not cut up by proper traverses into distinct compartments for each gun. Xow that it is becoming the fashion to have an armoured deck roofing over the box battery, it is very necessary to provide good hatches in this deck to give an exit to the gases from armour- piercing shells which may burst inside the battery. This question has been very insufficiently considered in existing ships. Armour plates are lavishly provided to keep out the shells, but no care is taken to make such arrangements that when shells burst inside the ship, but outside the armour — as, for example, on the main deck abreast the barbette tower — they may do as little harm as possible. In the Majestic class shells bursting between the main deck casemates will either blow up the 12-pounders overhead or strike dowmwards behind the armour on to the fiats. If suitable hatches had been made, the gases could be guided clear both of the 12-pounders and the fiats. TOP HAMPER. 305 It is the commonest possible thing to place round the conning Unneces- tower large structures of ordinary plating which will catch and burst hamper* numbers of shells that would otherwise have passed harmlessly over the ship. If light temporary structures, which could be unshipped on preparing for action, were substituted for the present massive seaman's " heads," &c, there would be a great saving of weight and no sacrifice of comfort. Again, most modern conning towers have chart houses, &c, built over them, as if for the very purpose of making the conning towers untenable by bursting high explosive shells immediately over the captain's head. These also should be removable. None would imagine for a moment, on examining the upper Venti- works of a modern battleship, that they were built up with the funnels" knowledge that they would come under the fire of quick-firing guns using high explosive shells. In these days of ventilating fans, it cannot be necessary to have the numerous and massive air-shafts that rise in all directions. A beginning has been made in some of the newer cruisers, and we look with confidence to see the same improvements in all new ships. The question of the funnels in battleships and armoured cruisers is worthy of careful considera- tion. These ships are intended to stand such a hammering as the Belleisle received. But in less than three minutes after fire was opened at the part of the ship where the funnel was placed in the Belleisle, it was cut through and toppled over. In the firing at the Scorpion it is also said, in the meagre accounts that have appeared in the Press, that the funnel was knocked away, and it stands to reason that such a prominent object is sure to be much cut about. Viewed from the bow or quarter, the four funnels of the latest cruisers present a target some 50 ft. high and 40 ft. across. A high explosive shell bursting in the funnel may send a dangerous blast down into the stokehold. Moreover, if reliance be placed on the funnel for securing a draught for the fires, the loss of the funnel will make a serious difference to those responsible for keeping up steam. "We consider it worthy of discussion whether the funnels could not be dispensed with in action. If made telescopic and lowered down, as was the custom when not in use in the early days of steam, there would be some additional protection to the uptake between decks, and the target for catching shells flying high would be very largely reduced. If a short funnel suffices in a small craft to convey the gaseous products of combustion clear of the deck and those there, it should also suffice in a big ship. Even with the funnel lowered down, the height from fire-bars to top of uptake will be considerable. It must be remembered, too, that in action in an armoured ship there x 306 THE NAVAL ANNUAL. Thickness of armour on secondary guns. Calibre of secondary guns. British secondary armament compared with that of other nations. should be no one on deck. All that is necessary is to have the uptake a trifle higher than the conning tower and turret hoods. In the days of the American Civil War there were no high explosive shells, yet the monitors found it desirable to well nigh eliminate their funnels ; and when ships once more hammer each other as they did then, it is absolutely certain that much of the top hamper above the upper deck will have to go, and the funnel will probably go with it. As pointed out last year, the armour protecting the secondary armament is more than a match for the guns which are likely to be brought against it. Six inches of Krupp steel is the least that is being applied for this purpose, and in the latest ships, such as the King Edward, Borodino, Bepublique, and the new American ships, 6i in. to 7 in. is being used. The Italians are even going to use 8 in. In England, the increase of the size of the guns which must needs follow this increase in the thickness of armour, proceeds at a very slow rate. The 7^-in. gun has been talked of for years. It figured in the Annual of two years ago as being under construction. Yet the Estimates announce that during the year ending April 1st, 1903, we shall have under manufacture — 24 12-in. guns. 12 9-2-in. guns. 10 7'5-in. guns, which will not be completed by April 1st, 1903. 248 6-in. guns. 605 smaller guns, including Maxims, &c. We are spending our money largely on the already outclassed 6-in. gun, and even in a year's time we shall not have a single 7 • 5-in. gun afloat. In the recent Belleisle experiments the 6-in. gun was only pitted against a 4-in. plate, whilst the 9 ■ 2-in. was used against the 6-in. plating, presumably because the 6-in. gun was known to be useless. It is a mistake to continue to supply 6-in. guns by the hundred to battleships which will have nothing much thinner than 6-in. armour to fire at. The destruction of unarmoured parts can well be left to the light guns, of which such large numbers are to be found in all ships. Moreover, the older ships in the line of battle will of necessity contribute large numbers of 6-in. shells, of which more than enough will be poured on to the enemy. What we need is more penetrating projectiles. It is true that, with the exception of the Americans, who have long used the 8-in. slow-firer, and the French, who have a powerful 6 • 5-in. Q.F. gun, other nations are not much ahead of us. But for many years we were well ahead of them in the possession of a and con- CONCLUSIONS. 307 powerful secondary armament, itself well protected and capable of piercing the corresponding protection of foreign ships, and it is a great come-down to have to confess that we have lost our superiority and are distinctly dropping to the rear. To summarise what has been said above, the armoured ship is Summary more in evidence than ever. She will be protected at the water-line by a broad belt starting well below water, where it meets the edge of the sloping armour deck and extending several feet above the water. The thickness of the belt may possibly be increased, but it seems probable that the increased resistance required to withstand the improvements in guns will take the form of thickening the slope of the armour deck. Above the belt an armoured box battery will occupy the midship part of the ship, and above this again, at the four corners of the battery, will be the principal secondary guns in turrets, the main armament being installed in double turrets or barbettes, as has now been for some time the case. The same arrangement seems likely to be followed for cruisers as well as for battleships. With the adoption of turrets and box batteries the casemate will disappear. The thickening of the armour of the main barbettes is most necessary. The increase of the calibre of the secondary guns of battleships and first-class cruisers is imperative ; much of the top hamper encumbering the upper decks of armoured ships will have to go ;. also, possibly, the funnels will have to be lowered in action. X 2 308 CHAPTER II. Armour Plates and Projectiles. Review of The year 1901 has not been notable as regards the manufacture of the year, new types of armour. The Krupp process holds the field, and has been adopted by almost all nations, including England, America, Russia, Germany, Japan, Italy, in which latter country the Tumi works have lately paid a composition to Krupp, whose system has also been imported into France. It has certainly been declared in that country that the French type plates were found to be greatly superior to those made in France by the Krupp process ; but the fact remains that the Russians, when buying plates in France, absolutely insisted on the Krupp process being used. The Russians have wide opportunities of learning which process is the best — they have excellent steel works of their own, they deal largely in America and to the same extent with Germany, and their testimony to the value of the Krupp process is one that must carry weight with all thoughtful men. The The Krupp process ("K.C.")is at its best for plates from 6 in. to cemented 9 in. in thickness. It is much to be desired that the high resistance process. 0f ^ne plates of medium thickness should, as experience is gained, o/plates06 ^e extended to thicker and thinner ones. But this has not been over 9 in. the case. The 11^-in. Carnegie plate, attacked by the 12-in. gun 6 in. in competition with Gathmann, was barely up to the average of plates of this thickness tried some years ago, and although some half-dozen trials of plates under 6 in. have been recorded, none of them showed any specially high resisting powers. Nor have there been many trials of very special interest apart from those in con- nection with the Gathmann gun, which are given below. The fact is, when a process is thoroughly established, as is the case with the Krupp process at present, the trials are almost all reception trials of plates and projectiles. In the former the plate has usually some 20 per cent, higher resisting power than the shot has piercing capacity, so the latter is readily smashed up, whilst in the other case the projectile is altogether an overmatch for the plate, which it gets through easily. The British projectiles are proved against Krupp non-cemented iion-^ (" K.N.C.") plates, and the results of proof, unlike those of armour cemented piates, are seldom published. It, however, appears that the K.N.C. KRUPP PROCESSES. 309 process does not give the uniformity claimed for it. Some plates give way easily enough, others are nearly as good as cemented plates. Again, one portion of a plate will not infrequently display higher resisting powers than another portion. An overmatched plate usually yields through a disc being punched at, but occasionally the hole made by the shot is scarcely bigger than the diameter of the projectile. These latter plates are decidedly superior for unbacked armour, such as that which protects a casemate ; but, perversely enough, it is just the type of plate of which casemates are now being made in great numbers that allows great discs to be punched out. The main deduction to be drawn from these trials is that good projectiles are being made at Sheffield and Els wick, and that it is extremely difficult to secure uniformity in non- cemented plates. Extraordinary as it may seen, notwithstanding that we have No trials of cnsG™ over 800 casemates built and building, there is no record of any mates. trial having taken place at the peculiarly curved front plate which is the most salient feature of this structure. Hundreds of rounds have been fired at flat 6-in. cemented plates, also great numbers, especially abroad, at curved plates intended for turrets. But whether or not, as some plate manufacturers think possible, the curved front plate of a casemate would break up badly under fire has never been determined by trial. And owing to the position of the gun-mounting in the port, the bending of a casemate plate by a non-piercing projectile might, by jamming the gun, be just as fatal as a shot with great penetrating power. It is probable that Krupp process plates, whether cemented or not, would resist better than the old-fashioned Harvey plates of which hundreds of our casemates are made. Still, that does- not obviate the need of a trial. When it was announced that Krupp process plates were being built into the old Belleisle, it was con- fidently expected that the trial of a casemate would take place at last. But it seems to have been a mere test of flat or slightly curved plates suitable for a cruiser's belt, of which we have had many trials already, and the casemate is still an untested structure. For the moment the opportunity of getting really sound information as to how our 6-in. casemated guns will fare in action under the fire of shot, shell, and high explosives respectively may have passed ; but it is impossible to believe that this state of things can long continue, and though we may not be able in next year's issue to describe the trial of one or more casemates, still, it is to be hoped that such a trial will have taken place, and the authorities be in possession of the important information which such a trial must afford. 310 THE NAVAL ANNUAL. (KC.) r. lujn- cemented plates (K.N.C.). Trials in 1901-1902. Bennl- ln ore 6-in. plaie. It was somewhat of a surprise to hear that casemates of K.N.C. plates were being supplied to the Royal Sovereign class. We do not know of any K.N.C. plate that has shown a higher figure of merit than 2 '4, whilst K.C plates have gone as high as 2*9, and, speaking generally, the resistance of the cemented plates is 20 per cent, greater than that of non-cemented. In 1899 a 5-in. K.C. plate, made in America for the Eetvizan, completely overmatched 5-in. shot with velocity 2090 f.s. and penetrating power 11 * 6 in. No 6-in. non- cemented plate would be likely to do better, and some not as well. Nor is there anything to show that K.N.C. plates will stand shell fire better than the cemented ones ; so that until an actual trial of a casemate takes place and proves the efficiency of K.N.C. for this peculiarly shaped armour, we must assume that, if K.C. plates had been used instead of K.N.C, there would be a saving of weight of nearly 20 per cent. We are much indebted to representatives of the various manufac- turers who have given us much valuable information as regards trials, &c, especially to Mr. Meigs, of the Bethlehem Company, United States ; to Mr. Hunsiker, of Carnegie's ; as well as to the great British ordnance firms, Armstrong's, Yickers, Cammell, Brown, and Hadfield's. One of the most interesting trials this year was that carried out on 11th October, 1901, at Messrs. Vickers's range, for the test of an experi- mental plate manufactured by Messrs. Beardmore, which, we under- stand, was treated by a special process of their own. The following rounds were fired with Elswick A.P. shot, weight 100 lb. (See Plate II., which gives a photograph of the plate after the sixth round.) Striking velocity. Striking energy. Penetration. By Tresidder's Formula. round. Tenet ration. Wrought iron. Figure of merit. Remarks. 1 2 3 4 5 f.s. 1996 1996 2049 2177 2261 f.t. 2764 2764 2912 3280 3550 i inches. 2 (about) 2 „ 2 3 Just through 13-S 13-8 14-6 15-7 [ 16-6 2-3 } 2-3 2-4 2-61 2-77 Projectile completely broken up. No cracks. Ditto. Ditto. Ditto. Projectile not much broken. Point just broke skin plate. The plate was therefore a very good and uniform one, with the high figure of merit of 2 • 77. After the last round there was nothing more than a few surface cracks. At the back of the plate the bulges were very slight, with the exception of that caused by the last round. 311 Plate I. — Elswick A.P. Shot after passing through 6-inch Beardmore Plate. V. = 19i5 f.s. Shot was fitted with Johnson cap. 312 THE NAVAL ANNUAL. Trial of Johnson cap. A sixth round was fired at this plate, on 19th December, 1901, for the trial of the Johnson cap. Trials of plates for Russian battleship Alexander III. 10-in. plate for barbette for 12-in. guns. Weipht of projectile. Striking velocity. Striking energy. Penetration. By Tresidder's Formula. Bound. Penetration. Wrought iron. Figure of merit. G lb. 105-9 f.s. 1945 f.t. 2778 Through 138 2-3 (Projectile whole ] and practically 1 uninjured. The projectile made a clean hole, passed through backing and skin, and buried itself in the sand-butt. It was quite cool when found in the sand immediately afterwards. This shot had evidently something in hand — the cap increased the penetrating power some- what more than 20 per cent. As we pointed out last year, this addition to the penetrative power would be very valuable where a gun was almost overmatched. Thus with the 6-in. gun and 2800 f.s. M.V., a 6-in. Krupp plate could be pierced if hit direct or nearly so at 2500 yards, whilst a 5-in. plate could be perforated at nearly 4000 yards. A cap would not make the best 6-in. gun efficient on service against 6-in. plates, for there is not sufficient margin of power ; but it would make it capable of dealing effectively with a ship such as many of the recent armoured cruisers, where the 5-in. plating is much used. This plating would be riddled at 2500 — 4000 yards by all hits within 20° of normal, and though inside 2500 yards an uncapped projectile might suffice, even at these short ranges the direct hits from the capped projectile would come through with greater energy and do more harm inside than their uncapped rivals. The following trials are worthy of record : — (1) As showing the test to which plates for the Patssian Government are subjected. (2) As showing the high excellence of the armour for the small turrets, unbacked and bent to shape. (3) The assistance afforded by a cap. Bethlehem Flate. Gun used, 10-in. B.L. striking velocity. Striking energy. Penetration. By Tresidder's Formula. Found. Projf-ctile weight. Penetration. Wrought iron. Figure of merit. 1 2 3 lb. 500 500 500 f.s. 1730 1722 1705 f.t. lO.SSC. 10,290 10,088 inches. 3 3 2i 19-3 19-2 18 9 1-93 1-92 1-89 313 PlATE II. — BkARDMOEE 6-INCH PLATE "WHICH JUST STOPPED A.P. SHOT, V. = 2261 f.s., but was pierced by shot with Johnson cap, V. = 1945 f.s. 314 THE NAVAL ANNUAL. The projectiles were smashed. There were no cracks. The plate evidently had a good deal in hand. The test is somewhat easier than the British test for similar plates. Carnegie Plate. Gdn used, 6-IN. B.L. {See Plates III. and IV.) rj-in. plate for turret for (!-in. Suns. Projectile weight. Striking velocity. Striking energy. Penetration. By Tresidder' s Formula. Bound. Penetration. Wrouicut Figure of Remarks. lb. f.3. f.t. inches. 1 100 1916 2544 1-75 12-9 2 15 1 2 100 1930 25X2 2- 0 13 1 2-18 1 3 4 100 100 1913 2290 2536 3IJ35 1-38 5- 0 12-9 17-0 2-15 ! 2-83 f Reception trial. • 1 100 with cap \ 1913 2536 5- 0 12-9 2-15 J Resistance of a new battle- ship's armour. What are principles governing the thick- ness of battleship armour ? The plate was nearly, but not quite, perforated by the fourth round (see Plate III.) and fifth rounds (see Plate IV.). It had a very high figure of merit — viz., about 2*9 for uncapped projectiles, but only about 2 • 25 when opposed by a capped shot. The capped shot with 1913 f.s. was exactly equal to the uncapped one with 2290 f.s., and increased the penetrating power 25 per cent. The barbette armour of the Alexander III. would be easily pierced by the latest pattern 10-in. gun with uncapped projectile at 4500 yards range, where the striking velocity is 2050 f.s. On the other hand, the small turrets are proof against the latest pattern 6-in. gun with uncapped shot at 1500 yards, and can only be pierced by a capped shot at 2500 yards. Thus a 12-in. gun should make short work of the main barbettes, but the small turrets are practically proof against the 6-in. It is not altogether easy to understand the principle on which armour is now being applied to battleships. When the Ptoyal Sovereign was built the plan was a simple one. Six-inch plates were supplied to protect the 6-in. guns, whilst the heavy guns, being opposed by projectiles which at 1500 yards had from two- and-a-half to three times the piercing power of the 6-in. gun, had 17-in. plates. Similarly in the French Navy the ship of ten years ago had small turrets of 4-in. and large ones of 14-in. In the latest designs this proportion has been completely altered, so that in lieu of there being from two-and-a-half to three-and-a-half times as much protection for the big guns, they do not get anything like twice as much. Pi ate III" — Catcneoie Steel Company. Ballistic Plate R N.P. 278. Representing Kruppized Armour for Russian B.S. Emperor Alexander III., tested February 23rd, 1901, at Indian Hea 1 Proving Ground. Gun used : 6" BL R. Projectile : Wheeler 6" A. P. uncapped, 100 lb. Impact IV. : Striking velocity, 2290 f.s. Striking energy, 303.". ft.-tons. Penetration, 5". No cracks in plate. I'late IV. — Carnegie Steel Company. Ballistic Plate R.N. P. 278. Representing Kruppized Armour for Russian B.S. Emperor Alexander III., tested February 23rd, 1901, at Indian Head Proving Ground. Gun use I : 6" B.L.R. Projectile : Wheeler 6" A.P. capped, 100 lb. Impact V. : Strikim? velocity, 1913 f.s. Striking energy, 2536 ft. -tons. Penetration, 5". Several fine but unimportant surface cracks developed after the impact. 316 THE NAVAL ANNUAL. Pbopoetional Resistance of Armour Protecting Main and Secondary Guns in- latest Battleships. King Edward Re'publique . Borodino Wittelsbaoh . Georgia . Mikasa . Protection. Secondary armament. Actual thickness. 6£ and 5i 7 5* Equivalent in wrought iron. inches. IS 17 and 14 18 14 10 10 (a) Average 16 Protection. Maiu armament. Actual thickness. 12 11 11 10 11 14 Equivalent in wrought iron. 28 26 26 24 26 32 (b) Average 26 (without Mikasa) Proportion of (a) to (b), 1 to 1 • G. proportional piercing power op main and secondary guns in latest Battleships, 3000 yards, using Nitbo-cellulose Powders. Secondary armament. Piercing power, wrought iron, 3000 yards. Main armament. Piercing power, wrought iron, 3000 yards. Wittelsback .... . . 12 and 24* 14 12 12 12 and 20* 12 35 35? 35? 32 35 35 («) Average 12 h and 22 (b) Average 34£ Proportion of (<() to (6), 1 to 2 •". Accordingly, except in the Mikasa, the big guns are now com- paratively unprotected against their fellows, whilst the secondary guns fare extremely well. The only exception to the latter is when the secondary guns are attacked by the 9*2-in. of the King Edward or the 8-in. of the Georgia. Guns of this size will therefore be pn ibably adopted in all new ships. The 7-in. and 7 * 5-in., with 17-in. and 18-in. penetration respectively, will also supersede the 6-in. Moreover, the reintroduction of, say, 15-in. barbette plates seems more than likely. There is no justification for the present fashion of denuding barbettes to favour other parts of the ship. It will probably be found possible to make barbettes smaller, which would allow some thickening of the armour without increasing the weight. * Extra turret guns 9 "2" and 8". TESTS OF PLATES. 317 Though there is no sound reason for the reduction of the thickness Reasons of barbette armour, there is a plausible reason that may have carried [^/th "c~ weight with the authorities in various countries. The piercing power protection of guns is usually assessed at the muzzle. This would be most barbettes, practical if ships were going to engage as in Nelson's day. But under existing conditions, where the torpedo prohibits an approach to 2000 yards, the system is absurd and most misleading, being grossly unfair to the heavy gun. At the muzzle the penetrating power of the 6-in. is half that of the 12-in. ; but at 3000 yards the 6-in. has lost half its muzzle penetration, whilst the 12-in. has lost but a quarter. Thus at 3000 yards the 12-in. will pierce treble what the 6-in. does, instead of double. And yet the 12-in. has not sufficient armour allowed it as compared with the 6-in., even if the muzzle penetrations only be considered, so that under practical fighting conditions the big guns are now at a great disadvantage. These errors being common to all nations, the first Power that brings out improved designs will, by getting the start, reap a considerable advantage. It is to be hoped that this may be Great Britain rather than some foreign rival. By the courtesy of Messrs. Vickers and the American firm of Reception Carnegie, and Mr. Meigs, of the Bethlehem Company, we have been pfote8°in furnished with several reports of reception trials of plates. In America every instance the plate much overmatched the projectile, so that Britain, the actual details are not worth reproduction. But it is not un- interesting to note that, taking Tresidder's formula as a basis, the tests in Great Britain are slightly severer than those in force in America : — Penetrative Factor, viz. : Piercing power against Plate. wrought iron. Thickness of plate. 12" 1-85 to 1-9 11- 5" British 2- 0 10" Russian (U.S.) 1- 9 9" 2- 2 6' Russian (U.S.") ) 2-ir> ti' American 1 6' British 2-25 5' 2- 2 4' 1- 9 In view of the fact that large quantities of 4-in. plating are being supplied for the armoured cruisers of the Essex and Monmouth types, the low test for this class of plate is not very satisfactory. There seems no doubt that in the recent trials of the Belleisle the armour pierciD 318 THE NAVAL ANNUAL. 4-in. plates were pierced by the 6-in. gun, and it is a question for consideration whether the new moderate-sized armoured cruisers should not have their plating thickened, even at the expense of reducing its aren. Weight for weight, far more value is got out of a 5-in. plate than a 4-in., and there seems a strong case for, at any rate, giving the guns of the new Monmouths 5-in. or even 6-in. protection. Caps for Iii the above reports and comments it is always the uncapped projectile that is taken as a standard. But the cap has once more shown its usefulness for direct fire, and, as stated last year, this device may be relied on to greatly increase the penetration of all projectiles that strike within 20° of the normal. This is often minimised on the ground that in action all the hitting will be oblique. But such a statement will not bear examination. The case of firing at a circular turret or barbette was gone into last year, and it was shown that 34 per cent, of the rounds striking a turret will be within this angle, even if the shooting is so bad that there are as many hits near the edge, which is not aimed at, as near the centre, which is made the target. When the shooting is good, the grouping of rounds towards the centre of the target is very marked. Thus, in the Terrible's prize-firing for 1900, diagrams of which are given in last year's A nnual, there are 41 hits on the centre strip of target, which is 8 ft. broad, and only 39 on the two sides, which together measure 12 ft. in breadth. If this target had been a turret 20 ft. in diameter, 35 out of the 77 hits, or 45 per cent., would have been within 20° of the normal. With average firing, 40 per cent, of the hits on a turret or barbette will be sufficiently direct to profit by the cap. When the belt is the target, the proportion will be higher, for the following reason. There are the strongest tactical grounds for bringing a ship's broadside to bear — i.e., that both barbettes should bear on the enemy. This means that the firing shall be for most ships within 30° of right abeam, and for only a very few as much as 40° or even 45° from the beam. When it is undesirable to set the object as much as 30° before or abaft, it is most necessary in practice to try not to exceed 20°, otherwise an unforeseen yaw may throw out of bearing half the heavy guns. It would be reasonable, therefore, to estimate that 50 per cent, of the hits on the side will be within 20° of the normal. And the conclusion is that nearly half the projectiles fired would profit greatly by the cap. Under these circumstances the adoption of the cap appears inevitable ; indeed, outside Great Britain its use appears to be becoming general. Pattern of The question of the attachment of the cap is an important one. cap- The Johnson cap (see Plate I.) is attached by grinding a groove AMMUNITION SUPPLY. 310 near the point of the shot, whilst Messrs. Hadfield place a rib on the shot in about the same position. Hadfield' s plan would be decidedly preferable if only new shot were in question. But it is most essential that existing shot should be capable of receiving the cap, in which case the Johnson groove would meet the case. It is an open secret that the supply of ammunition in the South Supply of African "War gave a great deal of anxiety. Owing mainly to the piercing long ranges at which firing took place, the expenditure was enormous Pr°jectile&. and unprecedented. There is every indication that in the next naval war similar conditions as regards range will prevail, for besides the great improvement in guns, which naturally leads to long-range firing, we have the fear of the gyroscopically-guided torpedo, which will keep ships from closing. It was not so many years ago that the great majority of our armour-piercing projectiles were bought in France, but this state of things has happily been ended by the establishment of the necessary plant for making and hardening armour-piercers by Firth, Hadfield, and the great Elswick firm. It is especially satisfactory to learn that Messrs. Hadfield have been very successful with cast steel shells. The manufacture of forged steel shells is a very tedious process, and if on an emergency arising there were a demand for large quantities of armour-piercing projectiles, we should very probably go short if we only had forged steel to rely on. The perfection of the cast steel manufacture by Hadfield, therefore, puts us in a better position naturally and is of no small importance. It has been stated in Parliament that the reserves of ammunition and projectiles, which were confessedly short last year, have been made up. Whether this includes a sufficiency of armour- piercing projectiles, to deal with the multitude of armoured ships now coming forward in all countries, seems open to doubt. At any rate, we could wish that our area of supply for these important stores was wider. Woolwich was always celebrated for its Palliser projectiles, but does little or nothing in steel armour-piercers. Armour-piercing shells are not fired in peace time, so that the peace demands are small, and the profit to the steel makers also small. However, we must hope that now that Elswick can supply such excellent shot as the 6-in. figured above (see Plate I.), which passed entire through a K.C. plate 1 cal. thick, and that Hadfield's cast steel are rivalling Firth's forged steel shot, which are of world-wide excellence, the supply may equal the demand, but we cannot ignore the fact that the demand will be a heavy one. 320 CHAPTEE III. The Attack of Armoured Shits. — Piercixg axd Non-piercing Projectiles. — Increased Vel< (cities. TheGatii- The contest between the small-bore gun, mainly depending on its manngun. penetrating powers, with the large-bore weapon, that trusts to smashing rather than piercing, is an old one. In the days of the smooth-bore we had the long 32-pounder beside the short 8-in. shell gun ; and, again, the 64-pounder shell gun competed witli the 7-in. armour-piercing gun ; but for some time the small-bore has held the field, to the almost total exclusion of the shell gun. The shell gun has, however, been revived in heroic fashion in the United States by Mr. Gathmann, and, thanks to the liberality of Congress, has been granted a comparative trial, which has proved most interesting and instructive, and should settle the claims of the shell gun for some time to come. We mainly quote below the official report to Congress, but much of the information from America has been furnished by the celebrated Bethlehem Company, who built the gun for Mr. Gathmann. Large bore It has always been contended by the advocates of large bores boreUa that with a given weight of gun it was possible to obtain more energy from a large bore than from a smaller one. And there is no doubt that this is the case,* and that if it be the object of the gunmaker to obtain the highest possible muzzle energy with the smallest weight of gun, the present type of gun will not be found to altogether suit his purpose. But although high energy is desirable, there are other things that are more desirable. If the guns be large in bore, with short projectiles, the said projectiles lose much of their energy in flight, and on striking an armour-plate are found to be greatly inferior for piercing purposes to a somewhat lighter projectile of "reater length fired from a gun of the same weight but of smaller bore. And although the two guns may be of the same weight, the ammunition of the large-bore gun will be heavier than that of its small-bore rival, so that the total weights of gun and ammunition are not comparable in the two cases. But it is urged for the large- * See, for example, the high energy obtained by the shell guns in Bethlehem Company's Table of Guns. GATHMANN GUN. 321 bore gun that it carries a much more formidable shell, as it undoubtedly can do. The gun is, in fact, essentially a shell gun, and when the principle is carried to an extreme, the howitzer is evolved. In the Gathmann gun the shell was so large, and contained such a large bursting charge, that its inventor dignified it with the title of " The Torpedo Gun." And this it deserves, if the weight of the bursting charge be taken into account. The largest 18-im torpedoes carry a charge of less than 250 lb. wet gun-cotton, whilst the Gathmann shell has a burster of 500 lb. of that explosive. The particulars of the gun are as under. Those of the American Gatlimanr* 12 -in. 40-cal. Navy gun are given for comparison. * Table I. gun com- pared with existing types of heavy 18-inch Gathmann Gun. 12-inch Army Gun. 12-inch Xavy Gun. Weight Travel of projectile Weight of 80 rounds . M.V Pressure in chamber Muzzle energy Penetration wrought iron — 60 tuns. 44 feet. 18 inches. 28 cals. 24- 1 cals. ( 310 lb. j I Dupont \ ( smokeless. I 1840 1b. 77 tons. / 507 lb. | (wet gun-cottou. / 1!)90 f.s. 8-26 tons. 50,592 ft.-tons. 34-0 inches. 25"0 inches. 51 tons. 37 feet. 12 inches. 35 cals. 270 lb. Dupont smokeless 1000 lb. 45 tons. 2300 f.s. 16 tons. 36,720 feet. 38'5 inches. 29-5 inches. 52 tons. 42 feet. 12 inches. 40 cals. j 360 lb. 1 Dupont ( smokeless. S50 lb. 43 tons. 2800 f s. 16-5 tons. 46,246 feet. 47-2 inches. 35 inches. The Gathmann gun with 80 rounds of ammunition weighs 137 tons, the corresponding weight for the 12-in. is 95 tons, so that they cannot be compared as they stand. If a gun on the Gathmann principle were introduced in lieu of the 12-in., the weights of the Gathmann design would have to be cut down by 24 per cent, to bring them to an equality. This would give us a 16-5-in. gun of 45£ tons, carrying a 1400 lb. shell with 385 lb. bursting charge. If shot were used in lieu of shell, the penetration at 3000 yards would be 22^ in. wrought iron or 9^ in. Krupp steel for the gun on Gathmann's principle, as against 35 in. wrought iron and 10 in. Krupp steel, the corresponding figures for the latest 12-in. gun. * The gun tried against the Gathmann was the 35-cal. Army gun. But the 40-cal. Navy gun represents the latest pattern " small-bore." 322 THE NAVAL ANNUAL. Probable effect of large charge of high explosive on modern ship. Trials at Sandy Hook. Targets. ]>ut the 12-in. gun, if it went in for firing shells containing the largest possible charge of high explosive, could fire either a shell of the ordinary type with, say, 120 lb. bursting charge, or a weaker shell of the Gathmann type with 180 lb. The question to be decided, then, is whether, in order to have the power of firing a shell with 385 lb. of bursting charge as against one of 180 lb., it is worth while to sacrifice the power of piercing armour such as that which protects a battleship. The answer must depend on the answer to another question. What damage will the explosion of a charge of 385 lb. of high explosive do to a modern battle- ship ? The experiments narrated below showed that such a shell would do no harm if it struck a thickly armoured part of the ship, such as the belt, and experience with smaller shells indicates that the effect of the explosion is very local ; so that if the shell struck the thin armour which forms the upper belt, though the plates might be crushed in, the structural damage would not be serious. The effect of 385 lb. of high explosive bursting on board an unarmoured cruiser would almost certainly be decisive, but a battle- ship could destroy such a ship readily enough without resorting to her big guns at all. The function of the battleship is to fight her equals, and this would not be much forwarded by the use of very large shells. The trials carried out in America were between the Gathmann gun and the Army 12-in. gun (see Table 1). This latter differs from the new pattern naval gun in being 35 cals. in lieu of 40 ; it also uses a projectile of 1000 lb. in lieu of 850 lb. Its energy is 36,700 ft. -tons, corresponding to a muzzle velocity of 2300 f.s. If the naval 850-lb. projectile were used in this gun, the velocity would be 2500 f.s., which is almost exactly that of the service Mark IX. gun. The Army 12-in. gun therefore fairly represents an up-to-date heavy gun as mounted in recent ships, but has much less power than guns now coming forward. The targets represented " the side construction of the latest type of (American) battleship." The armour plates were made by the celebrated Carnegie firm on the Krupp (K.C.) process ; they were each 16 ft. long, 7i ft. wide, and 11^ in. thick, and weighed 22 tons with the usual backing and inner skin. The guns were fired witli reduced charges for the first two rounds, so as to give velocities corresponding to 2700 yards for the Gathmann gun and 4400 yards for the 12-in. At the third round the Gathmann gun fired a full charge, whilst that for the 12-in. gun corresponded to a range of 1900 yards. GATHMANN GUN. 323 Table II. — Gathmann Gun. Shell. Charge.* Striking Velocity. Kound. Weight. Bursting Charge. Wet Guu-cotton. Energy. lb. lb. lb. f.s. f.t. i 260 1834 497 1650 34,610 2 260 1839 507 1650 34,700 3 310 1840 514 1970 49,500 Gath- mann gun result. The first round struck the centre of the plate and detonated ; the plate was dished 1^ in., but otherwise uninjured. There was slight buckling of the plates of the cellular structure in rear of the frames, but the Committee reported : " Had this projectile struck the belt armour of a battleship, it would not have endangered the vessel." The effect of impact of the second projectile was similar to the first ; the plate, the backing, the frames behind the armour, and the wooden supports against which the whole structure rested remained practically uninjured. The bracket plates forming the sides of the coffer-dam behind the framing were still further buckled, allowing the right edge of the plate to move 2 ft, 9 in. to the rear. The Committee summed up the result of these rounds : " Neither of these rounds would have so far injured the structure of a ship as to endanger its buoyancy." The photographs (Plates V. and VI.) give a good idea of the effect. It will be noticed that the gases from the detonating- shell dug a considerable hole in the ground in front of the target. The third round was fired with a maximum velocity at less than 100 yards range, to determine if it were possible to inflict any damage whatever upon the plate by this system of attack. As a result of this impact there was a vertical crack 8 ft. distant from the point of impact, extending through a row of bolt holes and through the place struck in the preceding round. The backing, the skin plates behind the backing, and the wooden supports against which the structure rested were slightly displaced. The left-hand edge of the plate was thrown backwards about 15 in. under the top plate. The bottom left- hand side of the plate was shoved back about 4 ft. The whole structure, including the wooden supports against which the section rested, was revolved to the left about 30°. The top layer of deck plating was detached and thrown to the rear on top of the sand-butt * Dupoiit smokeless powder. Y 2 324 z a p s fe o 55 i 55 - < -r > "3 i it pi J 1325 *****J ■ / > £ 326 THE NAVAL ANNUAL. about 10 ft. (see Plate VI.). The metal structure behind the armour on the left-hand side of the target collapsed. The Committee summed up the result as follows : " It is evident that had this shot struck the belt armour of a battleship, it would have resulted in no injury to the internal mechanism, the armament, or the 'personnel of the vessel, and would not have seriously menaced its buoyancy. While the target structure was very much damaged by the accumulated effect of the pounding resulting from these three shots striking with a total energy of 119,000 ft.-tons, neither shot would of itself have endangered the buoyancy of a battleship or have wrought serious local damage." 12-ii gun. ich 12- in. Army Gux. iouud. Charge. Dupont Smokeless Nitrocellulose. Projectile. Striking Velocity. Striking Energy. By Tresidder's Formula. Nature. Weight. Bursting Charge. Penetra- tion. Figure of Wrought ! Merit. Iron. ■ lb. lb. lb. f.s. f.t. in. 1 237 Midvale A.P. Shot 1001 19$ Dunnite 1800 22,500 265 230 2 204 >, ?J 1006 23 Maximite 1804 22,700 26-6 231 3 237 Midvale A.P. Shell 1045 60 Dunnite 2073 31,000 334 2-90 The first round struck the centre of the target, perforated the plate, making a clean hole about 13 in. in diameter, and detonated in rear. The angle of opening of the cone of dispersion of the fragments was about 35°, and the backing, skin plates, frames, and coffer-dam plates were completely demolished inside this cone. Plate VII. shews the clean hole made by this projectile ; there were no cracks and only one large flake under the point of impact. The second round struck the right centre of the target, penetrated the plate to a depth of 9^ in., punched out a large disc, detonating as it did so. Diameter of hole, 15 in. in front, 36 in. in rear (see Plate VII.). The right side of the plate, 4 ft. in breadth, was broken off by a vertical crack through the point of impact. A horizontal crack, passing through the two holes made by the first two rounds, almost severed the plate in two. Large fragments of the plate., together with the projectile, were carried through the backing and penetrated 5 ft. into the sand-butt in rear. There was great destruction in rear caused by these fragments (see Plate VIIL). The first two rounds, which proved so destructive, were fired with armour-piercing shot, the small cavity being filled with Dunnite and ::27 M x w 2 2 "* 3 g z & O a o z «3 & 0) no a 50 be ^ TJ 328 THE NAVAL ANNUAL. Third round with armour- piercing Bhell. Remarks on plate and projectiles Deduc- tion as to sufficiency or other- wise of armour of. Maximite respectively, and a base fuze inserted. For the third round an armour-piercing shell was used which contained 60 lb. of Dunnite (5 • 7 per cent, of the weight of the shell). The velocity was increased from 1804 f.s., corresponding to a range of 4400 yds., to 2073 f.s., correspondiug to 1900 yds.; and the energy from 22,700 to 31,000. This addition to the velocity would give an increase of penetrating power of 3 in. Krupp steel over that possessed by the previous rounds — viz., from 11 • 5 in. to 14* 5 in. The shell struck midway between the bottom of the plate and the horizontal crack which ran from the centre to the left edge, and about 3 ft. to the left of the centre impact. It penetrated about 6 in. and detonated, punched out a piece of plate some 15 in. in diameter, and drove it through the backing, skin and sand-butt. The left lower corner, about one-quarter of the plate, was broken into six pieces and driven into the structure and butt (see Plate IX.). One fragment weighing 1^ tons passed through about 15 ft. of sand, and was found 135 ft. in rear. The cellular structure, representing the frames of the ship, coffer-dam, &c, previously much damaged, was now completely demolished. There have been so few trials to determine the resisting power of thick Krupp plates that it is not easy to say if the plate attacked by the 12-in. gun wTas up to the average in resisting power. In our last year's estimate of the resistance of 12-in. Krupp plates we put the figure of merit at 2 • 33 as compared with wrought iron. The Carnegie plate now under review was pierced by projectiles having a piercing- power of 2 • 30 by Tresidder's formula ; it therefore fell somewhat short of this estimate. Krupp, in June, 1896, tried a plate which defeated a blow with factor 2*33, and a Carnegie plate in 1898 defeated one of 2*09, but was pierced at 2*41. Both these plates were probably above the average of their day, and since then there have been no trials other than the ordinary reception tests, when a plate is only subjected to a blow giving a factor of 1*9 to 2*0, which is easily borne without cracking. On the whole, there is no reason to suppose that the plate was not up to the average ; the American Board which superintended the trials make no remarks as to its quality, and accept the results as reliable. The projectiles also seem to have been of good quality; the first did extremely well, the second and third got through by punching, as is most commonly the case when a Krupp plate is overmatched. There is much that calls for serious consideration in the result of this experiment. The armour plate was by Carnegie, one of the most successful makers of Krupp armour, who has obtained remarkably good results in previous trials. 329 it '5 — 3 o O ,2 330 THE NAVAL ANNUAL. It may be taken as a fair example of the thickest plating for ships now. building and designed, as the following table shows: — Carnegie Trial Plate .... Thiekest armour of King Edward Re'publique . Borodino . Wittelsbach . Vittorio Emanuele Georgia . Inches. 11 5 12 0 11 0 11 0 9 8 9 8 12 0 I'enetrable at range* as under by uncapped projectiles. 12" gun with present velocity. Direct. yards. 440(1 4000 5000 5000 6000 6000 4000 30-' to normal. yards. 2000 L600 2500 2500 3300 3300 1600 12" gun with improved powder. Direct. yards. 6400 6000 7000 7ooo 8000 8000 6000 30° to normal. yards. 4000 3600 4600 4600 5300 5300 3600 High explosive shell. It scarcely seems satisfactory to build ships with no armour thicker than 12 in., which this experiment proves can be pene- trated with disastrous results at a range of 4000 yards by a gun equal in power to our 12-in. IX. (V. = 2500). Moreover, by the time the ships lately laid down are completed, it is almost certain that, owing to the introduction of nitro-cellulose, the velocity of the 12-in. gun will have increased to 2800 f.s. (for 850-lb. shell), which will pierce a 12-in. plate at 30° to the normal at 3600 yards. If the 11 -in., and 12-in. plates are meant to act as safeguards against 12-in. projectiles, they [are too thin; if simply required to keep out shot from Q.F. guns, they are unnecessarily thick. The writer does not attach very much importance to the use of high-explosive bursting charges for projectiles used for the attack of thick armour. The spread of the fragments of the first Dunnite-filled shot, which apparently detonated when almost through the plate, was no more than 35°. The fragments of an ordinary armour-piercing shot would cover this area after penetrating. Thick plates are only placed on the belt and barbettes. If a barbette were pierced, the fragments projected by a shot would be sufficient to put the guns out of action without any explosion inside. And if the belt were pierced, there are no men immediately behind it to be demoralised by an explosion. Moreover, there was no oblique firing, which invariably breaks the projectile on impact and prevents the burst taking place inside. Still, the experiment showed that the presence of a high-explosive bursting charge in an armour-piercing projectile need not impair its penetrating powers. Such a projectile would be much more formidable than a shot when striking thin armour or unarmoured parts if there 331 5=3 e_i p "-* o o 7: 3 0) hi — fl SB - S d c o J. S <1) fl a ni 0 ^r O X 332 THE NAVAL ANNUAL. Tower that armour possesses to neutralise the effect of non- penetrat- ing: shell. Necessity of armour- piercing projectiles. were much space inside the armour over which the effects of the explosion could spread. But with guns in casemates or small turrets a heavy armour-piercing shell could scarcely do more than destroy the one struck, which a shot would do equally well. And a safe base fuse is a necessity, unless a hole can be drilled through the head of an armour-piercing shell to admit of a nose fuse. Hitherto base fuses have always been associated with occasional* premature bursts in the bore, which with high-explosive bursting charges entails the destruction of the gun. The experiment was conclusive as to the value of armour for preserving the ship and her crew from the effects of shell that cannot penetrate. If 500 lb. of gun-cotton hurled at a 12-in. plate with over 1900 f.s. velocity was incapable of doing any harm on the further side, what possible chance is there that shells containing less than a sixth of this charge would cause any inconvenience on the further side of a plate, say, half this thickness, near which they might burst ? Once more it has been most forcibly demonstrated that the armoured ship must be attacked with armour-piercing projectiles. The Belleisle experiments of 1900 proved the uselessness of pointed shells made of such an inferior metal as ordinary cast steel against even poor wrought-iron armour, and the Gathmann trials show clearly enough that an armour plate is perfectly capable of shielding those behind it from the effect of an enormous charge of high explosive detonated in contact with it. In an up-to-date armoured ship, whether battleship or cruiser, all the essential part of the armament and all the crew will be under the protection of vertical armour or beneath the armoured deck. A loose idea seems to prevail in many quarters that showering weak common shell at such a ship will cause general demoralisation. There is no justification whatever for such an impression. Shells by the- hundred burst against the armoured ships of the Monitor and New Ironsides types in the American Civil War, with no effect on those inside, and non-piercing shells will have no more effect in the present day. If in an armoured ship all the light unprotected guns are manned and provided with large ammunition parties, these men will suffer greatly at the opening of an action from the long-range high- explosive shell fire with which the action will begin. Moreover, the destruction of whole guns' crews at a distance from the enemy where their guns are outranged and well-nigh useless might certainly cause demoralisation. But this demoralisation would be due not so much to the shell fire as to the unnecessary exposure of men, who would realise that they were being sacrificed for no sufficient reason. As soon as all * If only one shell in 1000 bursts in this way it would still be a serious matter. PROGRESS IN BALLISTICS. 333 unprotected guns are silenced it is absolutely essential to fire armour- piercing projectiles, and woe betide the ship whose supply should run short. The torpedo will prevent ships approaching nearer than 2000 yards, and there will be much missing with the armour-piercers. " Then you will have to take to common shell," is the ordinary advice. " You cannot possibly expect to hit such a small object as a barbette or casemate with your armour-piercing projectile." But seeing that the effective target for the common shell, after the un- protected guns are silenced, consists not of the barbette or casemate, but only of a tiny gun-port or the muzzle of a gun protruding from the same, it is not clear how the advocates of the common shell will mend matters by giving up the firing of armour- piercers. About the year 1890 guns of 40 to 45 calibres began to be manu- factured, and there has been very little change since then in the length of the gun. All nations have adopted heavy guns of from 40 to 45 calibres, whilst 45 to 50 calibres are the accepted lengths of 6-in. guns and under. One of the first 40-calibre guns to be mounted afloat was the British 4*7-in. Q.F., which was closely followed by the 6-in. Q.F. These guns have a velocity somewhat below 2200 f.s., which ten years ago was considered a very high figure. As smokeless powders developed, the chambers of guns were enlarged and higher velocities were attained, and five years ago the velocity aimed at in new designs of guns was from 2500 fs. to 2700 f.s. But it was found that when such velocities were obtained with nitro-glycerine powders, of which cordite and ballistite may be looked upon as the best known examples, the erosion proved to be very troublesome. The high temperature, combined with the rush of gas, causes a rapid enlargement of the gun at the point where the rifled part of the bore begins. The action of the gas is most apparent in attacking the lands, which, after a time, are so completely worn away that the gun becomes a smooth-bore for some distance from where the rifling commences. A heavy gun, after not much more than 100 rounds with full charges,* may be enlarged as much as half an inch, and would lose 150 f.s. or more in muzzle velocity. If firing be continued, the destruction of the rifling will presently become so serious that the projectile will not be properly rotated. The gun has then to be relined. A consideration of these facts has caused a widespread desire for some propellant that would give the high velocities universally Progress in ballistics. Erosion due to nitro- glycerine powders and when high velocity is aimed at. * This does not prevent practice, for a reduced charge may be used which does not give one-tenth the wear of a full charge. 334 THE NAVAL ANNUAL. High velocities recently obtained with nitro- cellulose. demanded without excessive erosion. All nations, save Great Britain and Italy, have now adopted some form of nitro-cellulose with which higher velocities can he obtained than with cordite, whilst the erosion is much less. In Great Britain experiments are being made, and the land service have adopted a modified form of cordite (Cordite M.D.) which contains less nitro-glycerine than the old service type. But it is understood that the Navy are not satisfied that the modified cordite is worth adoption, and that they prefer to wait until the Explosives Committee are in a position to recommend the adoption of a pure nitro-cellulose propellant. A paper by Lieutenant Turpin, U.S.N., gives some interesting figures with regard to results obtained with the nitro-cellulose propellant adopted by the United States Navy. Thus we have the following, showing what has been done with a 50-cal. 6-in. gun in America : — United States Smokeless Powder. Weight of gun. Charge. Projectile. M.V. Energy. Energy per lb. of powder. tons. 8-4 lb. 45-5 lb. 100 f.s. 2922 f.t. 5919 f.t. 130 Lieutenant Dawson, E.N., of Vickers, Sons, and Maxim, to whom very much of the recent progress in gunnery in this country is due, gives the following figures as having been obtained in a 6-in. gun of 45-cal., the capacity of the chamber being 1560 cubic inches, as compared with 1715 cubic inches, the corresponding capacity for the 6-in. Mark VII. :— Eottweil Smokeless Powder. Weight of gun. tons. 7 Charge. Projectile. M.V. Pressure. Energy. lb. lb. f.s. tons. f.t. 34 105 2844 17-9 5890 34 100 2922 17-2 5923 Energy per lb. of powder. f.t. 173 174 Here we have a charge of only 34 lb. Eottweil nitro-cellulose giving the same energy in a 45-cal. gun as that obtained in America with a 45^-lb. charge in a 50-cal. gun. There is no doubt of the superiority of the latter propellant. SMOKELESS POWDERS. 335 The following figures also show what a high power can be obtained from Vickers's 7#5-in. 50-cal. gun with a very moderate pressure: — Eottweil Smokeless Powder. Weight of gun. Charge. Projectile. M.V. Pressure. Energy. Energy per lb. of powder. tons. 15 lb. lb. 80 200 f.8. 2903 tons per sq. in. 15-9 f.t. f.t. 11.700 146 It will be remembered that the German Eottweil firm was very much to the fore when brown powder superseded black. The same firm is once more to the fore now that it is a question of improving on cordite. It is hoped, however, that a British product may yet come to the front, and that we may not have to go abroad for our supplies of nitro-cellulose, as we did for brown powder. The following charges of nitro-cellulose and cordite gave the same velocities in the 6-in. Mark VII. gun — viz., 2922 f.s. Cartridge. Weight. Size of chamber Diam. Length. Cubic contents. of gun. „ in. in. c. in. c. in. 29-6 6-3 22-5 701 1820 Rottweil Nitro-cellulose . 34 6-5 31-2 1033 1560 Compari- son of weight and bulk of nitro- cellulose and cordite charges giving the same velocities. The nitro-cellulose charge is 30 per cent, bulkier, and more magazine space will therefore be required, but the gun-chamber need not be so large, which is a decided advantage. Moreover, the 29^-lb. charge of cordite is practically inadmissible, owing to the enormous erosion, for which reason the present service charge of the 6-in. (VII.) 45-cal. gun is only 20 lb., giving an energy of 4300 ft.-tons as compared with, say, 5700 ft.-tons, which seems likely to be about the service energy with nitro-cellulose. In the tables forwarded by Herr Krupp, which appear at the end of this section, the ballistics are apparently given for Eottweil powder, and even if some allowance be made for .a manufacturer's estimate, which is often somewhat sanguine, there is no doubt that a great advance has been made, and that for the future velocities will not be much below 2900 f.s. In the table published on the authority of Lieutenant Turpin, British and American results corrobo- rated by Krupp's tables. 836 THE NAVAL ANNUAL. U.S.N., the following excellent result with a 40-cal. 12-in. gun is also given : — Wt. of gun. Charge. Projectile. M.V. Energy. tons. 52 lb. lb. 353 850 f.s. 2822 f.t. 46,950 Krupp's figures for a 40-cal. 12-in. gun are almost identical — viz., 45,500 ft.-tons of energy. The American 50-cal. 5-in. gun has also passed a satisfactory proof, the velocity being 3200 f.s. with 60 lb. shell and pressure 18 tons, showing that the estimated velocity of 2900 f.s. can readily be reached without exceeding the service pressure of 16 to 17 tons. We may take it, then, as fairly well established that velocities of from 2800 f.s. to 2900 f.s. will soon be common enough both for heavy and light guns, always supposing that nitro-cellulose exhibits good keeping qualities and gives regular results. Some of the rounds reported from the United States leave a good deal to be desired in respect of regularity ; thus, in the Gathmann trials, the 12-in. Army gun gave the following results with two similar charges of Dupont smokeless nitro-cellulose : — Charge. Projectile. M.V. Pressure. Muzzle energy. lb. lb. f.s. tons per sq. in. f.t. 237 1001 1807 9-5 22,685 237 1045 2080 12-8 31,395 Here we have a difference in energy of 8710 ft.-tons in two rounds. The first charge, for some reason not explained, only gave the extremely meagre result of 96 ft.-tons per lb. of powder, whilst the second gave the fairly normal result of 132 ft.-tons. There was thus a difference of some 36 per cent, in the two rounds, showing that the first charge did not ignite properly. Again, we have in the 4-in. 50-cal. gun : — Charge. Projectile. M.V. Piessure. lb. lb. f.s. tons. 155 32 2891 15-9 15-5 32 3046 17-6 NEW POWDERS. 337 The difference is not so startling, but still it is considerable, and there seems a good deal yet to be learnt in America as to the best method of obtaining regular results with certainty. The American nitro-cellulose powders are difficult to ignite — Smoke more difficult than cordite — and therefore require large primers of {Jy0ne£e black powder. The result is that there is an appreciable amount powders, of smoke, especially with the larger calibres. The charge for the 13-in. American gun has a primer of rifle powder weighing no less than 141b.; the 12-in. gun used for the Gathmann trials had 71b. only. Possibly the relatively small primer used on that occasion may account for the irregular velocities. The reduction of the primer beyond a certain point causes long hang-fires, decreased velocities, and increased pressures. Primers of smokeless powders have been tried without success, and at present, at any rate, there is no efficient substitute for black powder. When a smokeless primer was tried in the 6 -in, in America there was an appreciable hang-fire, and the pressure rose from 1©' to 20 tons. There have been various explosions owing to the accidental stability ignition of smokeless powders, but whether caused spontaneously ofnew ° L i powders. or otherwise is not altogether clear. At Mare Island Navy Yard, San Francisco, a magazine containing 300 tons of smokeless powder, worth £100,000, exploded on June 5th, 11)01. In this instance there was no one near the magazine, so that there seems no other explana- tion save that the explosion was spontaneous. It is understood that since this accident a good deal of the smokeless powder issued to American ships has been condemned, but the naval authorities appear to be satisfied with the type of powder now being made, which is presumably a decided improvement on that condemned. The cost of nitro-cellulose will apparently be more than double Expense that of cordite ; not only is it more expensive weight for weight, but £evh^e far larger charges are used to obtain high velocities. Thus a single nitro-cellulose charge for the American 12-in. gun costs £60, and eighty rounds £4800. The corresponding figures for 12-in. Mark IX. using cordite would be about £1600 for eighty rounds. Any economy gained by the decrease of wear, which renders lining less frequent, is more than compensated for by the extra cost of the ammunition. But since higher velocity can be attained with nitro-cellulose it seems bound to come in, regardless of cost — provided that regular results can be obtained and the stability of the product is assured, and with reference to this there is every reason to be confident that such difficulties as exist will be overcome. The advantage of increased velocities is twofold. First, the Effect of " dangerous space " being increased, the number of hits in a given ^^Tties z 338 THE NAVAL ANNUAL. Improve- ments in recent guns. time is greater, and, secondly, there is greater damage on hitting both with shot or shell. To take the latter first, it is not commonly known that the damage done by a shell is much more due to the velocity at which it was travelling before it burst than to the action of the bursting charge. The main value of the latter is to scatter the fragments. If a shell be burst at rest, none of the more important fragments attain a velocity of more than 500 f.s., and the majority much less than this. But if the shell be burst when it has a velocity of 2000 f.s., the velocity of the fragments is from 1500 f.s. to 2500 f.s., and their energy is sixteen-fold greater than if the burst took place at rest. The above refers mainly to common shell. The additional value of armour-piercing shot and shell owing to an increase of velocity is readily to be gauged by the increase of piercing poMrer and the greater destruction after penetration. The following table shows some of the improvements that have taken place, especially as affecting ships still occupying an honourable place in the list of effective men-of-war : — GUNS FORMING THE PRINCIPAL ARMAMENT OF BATTLESHIPS AND ARMOURED CRUISERS. Penetrating Power and Rate of Fire of Heavy Guns. Ship. Georgia Tsarevitch . Implacable Suffren . . Majestic West Virginian Royal Sovereign Oressy . Renown Devonshire Edgar . Guns in order of piercing power. Weight. 12" 40 cal. 12" „ „ 12" „ „ 12" „ „ 12" 35 cal. 10" 40 cal. 135" 30 cal. 92" 46 cal. 10" 32 cal. 7-5" 45 cal. 9-2" 32 cal. tons. f.s. 52 2800 2750 50 2501 > 2870 46 2370 34 2800 67 2020 27 2650 29 204D 14 2800 24 2060 Rate of Are. Rds. per min. 1-2 If we consider the heavier guns, we see the very great advantage that the Georgia holds over the Majestic owing to the improvement in 12-in. guns. The penetration has increased 40 per cent., and the rate of fire may probably be greater. Again, though the Eoyal Sovereign's guns and projectiles weigh 40 per cent, more than the Implacable's, the penetrating power is 2 in. less, and the rate of fire only one-third. Moreover the Implacable, when attacking an Estimated. PENETRATION AND RATE OF FrRE. 339 11-in. or 12-in. plate, has a little in hand to allow of some obliquity of fire, whilst the Eoyal Sovereign has no margin even when attacking an 11-in. plate, so that the effective hits of the Implacable would be, say, four times as many as those of the Eoyal Sovereign. Again, if the new 10-in. guns of the West Virginia be compared with the Eoyal Sovereign's lo'5-in., we see that the penetration is the same, the rate of fire of the 10-in. about three times as great, and the weight of gun and ammunition about one-half. If the Eoyal Sovereigns are to be reboilered in two.or three years, the shifting of their heavy guns is imperative, but could they carry 12-in. guns without also removing the barbettes, with their cumbrous and inefficient 17-in. armour, and replacing them by modern ones with 11-in. Krupp armour? Lower down the table a similar result is obtained if the Eenown's and Devonshire's guns be compared. Here the 7#5-in. obtains the same penetration as the 10-in., has five times the rate of fire, and is less than half the weight. But is it fair to compare the guns on a, basis of rate of fire Why the and penetration without taking into account the weight of the ^teof bursting charge in the common shell ? Decidedly so, since for heavy fire ami guns the main and principal function is to pierce the armour of either {Lif * the water-line or turrets ; and the more holes the more water admitted, sll0.ulid mainly the more compartments flooded, and the more heavy guns disabled, be con- The Gathmann trials have shown the futility of bursting shells sldered- outside the armour. And if it is only a question of throwing a great weight of non-penetrating shells into an opponent, the lighter Q.F. guns are the best for that purpose. The Majestic's 12-in. guns leave a great deal to be desired, but still, looking at their rate of fire and the fact that their penetrative powers can probably be increased anL inch by the adoption of a nitro-cellulose charge, they may still be. considered good enough. With regard to the moderate-sized guns in Changing^ the table, the Edgar's guns are hopelessly outclassed, as are also the th^ 1.?"in- Eenown's. The Edgar is too small and weak a ship to engage an 9-2-in. armoured cruiser with G-in. armour, so she does not need a gun with much piercing power. All that she requires is an increase in the rate of fire of her protected 6-in. guns. Two pairs of the latest G-in. in double turrets should replace the two 9*2-in. They would fire at least eight rounds to the 9*2-in. one, and would have- sufficient piercing power, whilst their protection would be greatly superior. The 10-in. guns of the Eenown, Centurion, and Barfieur should also be changed, the 9 • 2-in. being the best substitute, always supposing that the weights would admit of it. Otherwise the 7#5-in. would be a decided improvement on the 10-in. z 2 340 THE NAVAL ANNUAL. Improve- The following table shows how the matter stands as regards nients in ° Q.F. guns, improvements in the Q.F. guns : — Ship. < Juris in order of piercing power. New U.S. battleship ... 7" 50 cal. Re'publique 6"4X" 4."> cal. King Edward G" 45 cal. Implacable 6" 45 cal. Charlemagne 6 "48" 45 cal. Majestic and Royal Sovereign 6" 40 cal. Kaiser class 5-9" 40 cal. Bouvet 5-46" 45 cal. Weight. tons. 133 7 7 6* 7 6 4 Weight M.V. of projectile. f.s. 2900 2870 2800t 2500} 2625 2150$ 2400 2525 lb. 165 115 100 100 99 100 88 66 Penetration. Rate Krupp steel of 3000 yards, fire. inches. 6-5 5-5 0 0 3-5* 4* 4 4 4* 4 4 4* As with the heavy guns, the improvements of the last few years have increased the penetration of a gun of given calibre more than 50 per cent. But in the same period the protection of the secondary armament has gone up 100 per cent., so that it is necessary to increase the calibre of the gun. The French have gone up from 5*46 to 6*48, the Americans from 6-in. to 7-in., the Germans are likely to adopt a 6 '7-in. gun, and we should certainly adopt the 7 • 5-in. as a battleship gun. It will deal with 7 in. of Krupp armour at 3000 yards, which is an immense improvement on the 5 in. of the best 6-in. gun. Still, although penetration is very important with these guns, it is not of such supreme moment as with the heavier guns, and in rate of fire there is little to choose between the newer and the older types. Moreover, it will be quite possible to get a very fair velocity out of the 40-cal. 6-in. by enlarging the chamber, whereas the old 9'2-in., 10-in., and 13 '5-in. are hopeless in this respect — the guns are far too short, and are too weak in front of the trunnions to stand the high forward pressures necessary with high velocities. There is not, therefore, very much of a case for shifting the older 6-in. Q.F. guns, unless, indeed, 7 '5-in. guns could be substituted. But this would entail such expense and difficulty that the ships are scarcely worth the serious modifications that would be necessary. At the same time it is urgently necessary that every new battleship should have nothing smaller than the 7* 5-in. The old battleships in the line will supply any amount of 6-in. shell fire for many years to come. But the new ships should do the penetration, and for this purpose the 6-in. is useless. The Americans are mounting 50-cal. 7-in. in the batteries of their latest battle- ships, and although, as the photograph shows (see Plate X.), there is .a very great difference in the size and weight of the 6-in. and 7 • 5-in. * Estimated. f With nitro-cellulose. X With cordite. 341 342 THE NAVAL ANNUAL. still there should be no insuperable difficulty in going back to the old days of a battery of 15-ton guns on the broadside. The writer can conceive of nothing more unsatisfactory than that on the completion of the splendid ships of the King Edward class they should fall into the same category as the Nile, Barfieur, Powerful, Arrogant, Minerva, &c, &c, all of which, being much under-gunned when built, have had to be laid up for months whilst new guns are being supplied, which guns should have been put into the ships originally. Dangerous If the introduction of nitro-cellulose increases the M.V. of a 6-in. 8pace- gun from 2493 f.s. to 2922 f.s., the dangerous space at 2250 yards for a target 27 ft. high is increased from 285 to 390 yards. Or, to put it another way, if at 2250 yards the range be guessed 200 yards wrong, there will be a vertical error of 19 ft. in the one case and of only 14 ft. in the other, a difference of 35 per cent. There would be a rather greater advantage accruing from similarly increasing the velocity of the 12-in. gun. If all the misses were due to miscalcula- tion of the range, the shooting would improve in the same proportion But if only one-third of the misses are due to this cause, there would still be an improvement of 12 per cent., which would have a greater effect than the adding of a gun to a battleship's broadside, or it would make eight ships with the improved guns equal to nine ships with the old. (See also the annexed diagram, furnished by Lieutenant Dawson, E.K) 343 p .9 25 is ri -a s £» H r3 M 344 CHAPTER IV. Recent improve- ments. Trials of Mikasa Eapidity and Accuracy of Fire. It is not so many years ago that the excellent custom was introduced of having trials of guns and mountings on board a new ship, but these gunnery trials of ships went on for some years before a rapidity test was instituted. It is now so thoroughly recognised that rapidity in loading, laying, and supply of ammunition is one of the most important features in guns of all sizes and styles that rapidity trials are carried out almost as a matter of course on the completion of a ship. Sir W. Armstrong and Co. have always been to the fore when any improvements in the mounting and working of guns have been in question, so that it is natural, in reviewing the advance that has been made during the last twelve months, to refer first to the trials of ships in which Elswick mountings are used. The Mikasa, if not, as many hold, the finest battleship yet com- pleted in this country, is undoubtedly equal to the best, and her trials were naturally looked forward to with great interest. The ship is generally similar to our Formidable, but she carries very little armour before and abaft the barbettes. On the other hand, she has a main deck battery in lieu of casemates, with each gun completely isolated from its neighbour by 2-in. screen bulkheads. She also has 14 6-in. Q.F. in lieu of 12 in the British ship. Last, but not least, her barbettes have 14-in. armour in lieu of 12-in. Trial of Rapidity of Loading 12- inch Gun. Time from " Load " to Round. "Ready" or " Fire." sec. 1 .... 40 •>.... 40 3 .... 50 4 .... 30 After barbette (without laying) Fore barbette (laid at target). Starting with gun empty. Loaded and fired 3 rounds in 2 min. 23 sec, or 48 sec. per round. But for this the time Note. — A mistake with a lever caused a delay of 25 sec. would have been 40 sec. per round. The breech was worked with the greatest ease throughout. The screw is practically parallel. The mounting consists" of the usual turret and turntable, with heavy oval shield running on a roller ring. A working chamber is attached beneath, in which the work of RATE OF FIRE. 345 transferring the ammunition from the central tube to the loading- hoist is carried out. The ammunition hoist in the Mikasa differs from that in the Formidable in that the charge and projectile come up together in the Japanese ship and separately in the British one. The ammunition hoist having brought up the charge and projectile to the working chamber, it is there shifted to the loading hoist, which conveys the loading cage up to the gun-chamber, where the guns are locked at an elevation of 4£°, so as to be opposite the chain rammer and loading cage. In the Formidable the trials consisted of firing the guns alternately in the service manner. This is slower than firing inde- pendently, for a gun may have to wait for its neighbour. Starting with both guns empty, the two guns fired ten rounds between them in 4 min. 56 sec, or one round per minute from each gun. Curiously enough, if there is no error in the newspaper reports, the rapidity trials of the Irresistible gave almost identical results — viz., 4 min. 46 sec. for ten rounds. Presumably the guns were empty at the start, though it is not so stated. The Irresistible's mountings are to designs submitted by Vickers and Co. In this type the loading gear and cage are attached to the slide of the gun, so that the loading can be carried out at any elevation. The weight of the loading gear also acts as a counter- balance to the chase of the gun, and allows of the guns being placed further out, so that the muzzles project further over the ship's skle than would otherwise be the case, a most important matter when considering the effect of blast on neighbouring guns. The above times cannot be considered as representing what may reasonably be expected from a thoroughly trained crew. The men, though smart and capable, were strangers to the mechanism, and we confidently expect that ten rounds will yet be got off in 4 min. The conditions for prize-firing are similar to those prevailing in the Mikasa trials — one gun only being fired as quickly as possible. Under these conditions the Mars, starting with the gun loaded, fired eight rounds in 6 min., or, allowing 10 sec. for firing the first round, at the rate of 50 sec, per round. But the Majestic class are allowed in prize-firing to use the all-round auxiliary loading position, to which the supply of projectiles is most faulty, for only eight shell are carried there, and they cannot be replaced without great delay. After the eight rounds the rate of fire of the Mars would be reduced about 50 per cent., so that the above is not so much a practical demonstration of what the Majestic class can do, but rather an argument for rearranging the loading arrangements of these fine ships. The fixed loading station is most objectionable, not only Formid- able's trials. Irresisti- ble's trials. Times compared with those obtained in prize firing. 346 THE NAVAL ANNUAL. because the rate of lire is much slower, but also because of the serious exposure of the guns and barbette-hood when loading ; besides which the guns have to be loaded simultaneously, but fired in succession, so that after a gun lias fired it cannot begin loading until its neighbour has been discharged. Thus, besides the time lost in training to the fixed loading position, which, being fore and aft, means training 90° in the ordinary broadside action, there is the further loss of time due to the guns waiting for each other. The Glory, with all-round loading gear, fired 28 rounds from four guns, each gun firing for 6 min. (starting loaded). It is very possible, therefore, that one or more of her guns may have equalled the eight rounds fired by the Mars. 9.2_in The working of a pair of guns in the same barbette undoubtedly guns in leads to difficulties, and as regards rate of fire the single gun will barbettes, always have an advantage over one of a pair. Some of the success in obtaining rapidity of fire from the 9'2-in. is due to this cause, but much must be attributed to the improvements in handling the projectile which have been introduced by Messrs. Vickers, and to a lesser degree the simple method of working the breech. The former is shown in Plate XIII. The projectile is hoisted by power to a swinging loading-tray attached to the cradle. The breech opens to the right, and the projectile is immediately swung in from the left. The breech is worked by the single motion of a long lever, as shown in Plates XIV. and XV. This has a considerable advantage as regards rapidity over the hand-wheel gear, always supposing that the pad is readily seated and does not stick when opening the breech. Trouble has occurred with sticking pads in opening the breech, and more still in closing ; but various remedies are being applied, some one of which may, it is hoped, prove successful. The following rates of fire have been obtained with the 9'2-in,, the gun being fired under service conditions : — H.M.S. Cressy .. .. .. .. .. .. 5 rounds, 100 sec. Experimental gunboat .. .. . . .. „ 90 „ H.M.S. Aboukir „ 85 „ H.M.S. Sutlej .. .. .. .. .. 3 rounds per minute easily. The 9 • 2-in. gun is therefore a genuine Q.F. as at present mounted. The improvement is immense. The guns of the Edgar class, the last of which ships was not completed till 1894, take 86 sec. between two rounds. The rate of fire has, therefore, increased from four to five times, and the two guns of the Aboukir class are worth eight in the Edgar class. This promotion of the 9 • 2-in. to the ranks of the Q.F. makes it inevitable that this gun will shortly be the principal weapon in the secondary armament of our new battleships. 347 Tlate XT 1 1. — 9-2-in. B.L., with Vickehs Loading Tit ay. 848 Plate XIV. — Tickers Breech Action. 9*2-in. B.L., Open. 349 350 THE NAVAL ANNUAL. 7'5-in. Unfortunately, as stated above, a long period must elapse — two- years at the very least — before we shall be able to report on the- gunnery trials of the first service 7"5-in. gun. Experimental guns of this calibre have given promising results, but this is not the same thing as having the guns mounted for service in their own turret with all ammunition supply arrangements complete. Still, it is not amiss to mention the very high rate of fire attained at Messrs. Vickers's experimental range at Eskmeals with a 50-cal. gun of this calibre. Plate X. shows this gun mounted alongside the- 6-in. The far greater size of the 7'5-in. is a noticeable feature, and has stood in the way of its adoption. But the 6-in. is outclassed to- such an extent that room must and will be made for the 7'5-in., which at 3000 yds. has 50 per cent, greater penetration. The breech action and loading arrangements are generally similar to those of the 9 • 2-in. The photograph clearly shows the arrangements of the shot- tray on the cradle. The replenishment of this tray three or four times a minute is the main problem. Unless a herculean man is available, two men are required to lift the 200-lb. projectile and place it in the tray, unless, indeed, the turret admits of this being done by power. Starting with the gun loaded, five rounds were fired at a fixed target 24 ft. x 16 ft. Eange, 1100 yds. ; all hits ; time, 37 sec. If we assume that the first round was fired in three seconds from the order " Commence," this is at the rate of seven rounds per minute. The rate of fire afloat should closely approach that of the 6-in. Q.F., always supposing the turret training and elevating gear to come out, satisfactorily. Accuracy Yor manv years after the institution of prize-firing, it was generally of practice. ■, . ■ , , . ., Prize- thought that the competition was to be between similar guns m lng- the same ship, and not between different ships. The reason is clear that it was considered impossible to institute a fair comparison between ships which fired on different ranges on different days, with all kinds of varying conditions of wind and weather, to say nothing of different types of guns and mountings. On some stations smooth water and calm weather can be counted on ; on other stations rough weather and a nasty swell are the rule. There are sometimes so many ships waiting to fire that the practice must needs go on, be- the conditions favourable or not. At other times it is possible to wait for a fine day. Nevertheless, there is no doubt that the competition between similar guns in the same ship did not arouse much interest or enthusiasm. Jack has never shown a mercenary disposition ; and had he done so, the prizes were not of sufficient amount to tempt his cupidity. So for some years the regulation prize-firing was regarded PRIZE FIRING. 351 as a formal function which had to be gone through with, and which might possibly interest some few enthusiasts who were mad on guns. For the ordinary Executive officer — the officer of the quarters — or petty officer — captain of the gun — it was one of those aggra- vating occurrences like the dismounting of guns for examination, or the survey of cables, that in a well-ordered ship come now and again to upset the steady business of getting the ship and ship's company into " thorough good order." All this has completely altered during the last few years. " Gunnery, gunnery, gunnery," says Lord Selborne, is of supreme importance : and in looking about for a test of good gunnery the annual prize-firing at once presents itself as at any rate some indication of efficiency. So it has come about that ships have begun to compete against ships, and on one station, at any rate, under the patronage of the admiral. The commander-in-chief in China has given a challenge shield for the ship which does best, the comparative merit being assessed by an elaborate system of points ; and last, but not least, the papers publish results which, although it may not affect the zeal of the captain, commander, or gunnery officer, does certainly incite the crews to greater exertions, and so far is doing good to the service. It is urged by some that prize-firing is a very uncertain test of Objections efficiency ; that the conditions are far removed from those that will prize. prevail in action. The range is known, only one gun fires at a time, ^riLs it is all rehearsed beforehand over and over again, and so on. This cannot be denied. But the same may be said of almost any test that human skill can devise. There can be no doubt that the keenness which has arisen over the prize-firing competition, especially in China, is an excellent sign of vitality, and that the ship that excels in prize-firing will also excel in other gunnery tests. Already there are schemes afloat for testing the hitting power of the whole ship rather than that of the individual gun, and we look forward with confidence to a steady advance in this direction. It is a notable fact that the 40 per cent, of hits, which is the average for the China Station, compares most favourably with the average of some years past, which stands at about 30 per cent. In commenting on last year's prize-firing, we labour under the Comments, disadvantage that only a portion of the results have been published. year's Still, it seems probable that we have the best results before us, for prize - otherwise the statements that this ship or the other had established a record would certainly have been contradicted. At any rate, we have a very full report of the result of all the firing on the China Station which appeared in the Times. Taking first the results, obtained with heavy guns mounted in 352 THE NAVAL ANNUAL. barbettes, it must be remembered that the target has an oblong centre, 20 ft. long and 15 ft. in height, with two jibs at each end, which extend the water-line to 50 ft. Thus the lower part of the target might represent part of the water-line of a ship, whilst the centre stands for a barbette or turret. But a barbette would measure 32 ft. in breadth and 2") ft. in height, so that its dimensions are 60 per cent, greater than that of the target, and it should be as easy to hit the barbette at 2500 yards as it is to hit the target at 1700. But seeing that hits towards the edges of the barbette would glance off, it would be about as easy to pierce the armour as to hit the prize-firing target. The rapidity with which the bearing and distance alters, whilst the ship steams past the stationary target at 8 knots, is probably very fairly representative of the conditions of firing in a broadside action, which., in our opinion, will be the ordinary fight of the future. In every case the practice starts with the gun loaded. When the rate of fire is slow, this makes a very material difference. For example, a gun taking nearly 2 min. to load fires the first round in 10 sec. from " Commence," and may get in four rounds in 6 min. — thus: (1) 10 sec. ; (2) 2 min. G sec; (3) -4 min. 3 sec. ; (4) 6 min. — and be credited with one round in 1 min. 30 sec. in lieu of 1 min. 56 sec, the true time. Of course " Cease Firing " might sound as the gun came to the " Ready," when If min. would be wasted. A fair way of assessing the rate of fire is to take away one round from the total of each gun and deduct from the time for the gun half the average time between two rounds, to allow for waste at the end. Thus the Ocean fired 26 rounds in four runs of 6 min. each. Deduct 4 rounds from 26 = 22 Deduct 2 minutes from 24 = 22 No. of hits = 14 Eesidt, 1 round per gun per min. Hits per round, *§ = 0'54. Hits per gun per min = 0"54. Best Results with Heavy Guns. (Target, 15 ft, high ; area, 525 sq. ft. ; range, 1400-2000 ; speed, 8 knots.) Weight Rounds Hits Hits of metal Ship. Station. Gun. per gun per gun per hitting Remarks. per mm. per mm. cent. per min. lb. C runs in double barbettes. All round loading Ocean China 12" VIII. 1- 0 o-:>4 54 460 l gear, shell from below. Auxiliary loading Mars Channel Do. 1- 0 0-42 42 357 • gear (all round) shell from barbette. Barfleur China 10" 0-93 0-46 49 230 Terrible China 9-2" VIII. 1-75 1-12 G4 420 Guns in single barbettes. PRIZE FIRING. 353 Best Results with Q.F. Guns. (Target, 15 ft. high; area, 300 sq. ft.; range, 1400-1600; speed, 12 knots.) Ship. Station. Gun. Rounds per gun per min. Hits per gun per min. Hits per cent. Weight of metal bitting per min. Remarks. lb. Terrible China . 6" Q.F. 5-33 4-25 81 425 Ocean China Do. 4-80 267 56 267 • • Mars Channel Do. 4-67 2-58 55 258 • • Barfieur China 47 Q.F. 7-95 570 72 256 Note. — Average rate of fire and hitting for last three years : Rate of fire. 12" VIII 0-88 10" 9" VIII. 6" Q.F. 4-7" Q.F. 0-70 1-30 3- 8 5- 3 Rate of hitting. 0-27 0-22 11 1- 7 In every case these ships attain their excellence (1) by a rapidity of fire much above the average, (2) by a percentage of hits very much above the average. There can be no doubt of the pre-eminence of the Terrible (Captain Percy Scott). Her 9'2-in. guns, being on mountings special to her particular type of ship, cannot be compared as regards rate of fire with any other gun, but one round per minute was considered good when these guns were first tried; this has been increased by 75 per cent. The percentage of hits is the highest for heavy guns. With 6-in. Q.F. guns, the Terrible's record of 4*25 hits per minute is as nearly as possible four times the average and stands far above every other ship. The Barfieur stands a very good second. The rate of fire of both 10-in. and 4'7-in. guns is far above the average, and the rate of hitting of the former more than twice the average, whilst that of the 4 • 7-in. gun is three times the usual figure. The Ocean and Mars have done very well. If we look at the hits per minute of the heavy guns, we see that any of them would make exceedingly short work of a rival's barbette, provided they could pierce it. A pair of guns in the Mars and Ocean would pierce a rival's barbette about once a minute at a range of about 2000 yards. The Barfieur wTould hit as often, but, owing to lack of power, could not pierce. The Terrible's 9 ■ 2-in. would deal destruction anywhere in a large armoured cruiser, whilst her 6-in. guns would make short work of the smaller type. 2 A 354 THE NAVAL ANNUAL. The column showing the weight of metal is remarkable. The little 4'7-in. beats the ponderous 10-in. of ten times its weight. The 6-in., which weighs one-eighth of the 12-in. throws two-thirds as much metal into an enemy. Obviously, if a battle is to be decided by weight of hits, apart from piercing power, the smaller guns are far the best. Therefore, as the heavy guns cannot compete as shell guns, they should go in specially for piercing, and the main supply of projectiles should be armour-piercers. 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U, d J. «■ — i 1- . . _. 3Q |j_ ^^ i © CM !-< >-l CO CM © CM 75 2-95 45 11 07 123-43 1711 079 11 5 14-6 312 2890 2506 665 cs o ._, i> co © © © ,- 52 ,- © ti -+i © in © © © uo co oi t^CM^-?, = =^^^©C^P- °° „ C-l CM CM ep f to CO t> co to cc to in to i^ o cc to C — ^- CC q ■ ^, ^ OS CC t~ ni -• 2k -t ° 3 to cc io 2 ■— 1 CM CM t> OS -fi © © © CM ,_ X © — X UO © © © -fi © © -p os x "j © - -f oi '^ 2 ^ t- 2 — CM CM © Calibre, in centimetres. Calibre, in inches . . . Total Lengtii of Gun, in cals. Total Length, in feet . . Length of Bore, in inches . Weight of Gun, iu lbs. Weiglit of Gun, in tons Weight of Steel Projectile, 1 in lbs * . .\ Weight of Charge, in lbs. . Muzzle Velocity, in ft.-secs.j Muzzle Energy, total ft. -tons o SQ be p ■ fl o Is c ~ s - c s *-• r "^ '11 a t -c g ? ■ -o -i ^3 3^ g .-S • « m- p.S =5 J. ^i/2 -i3 " S" S "" £ -2 S1 - -5 "£ ^ © S as C - •- •- © . fr„ 1 O fl . •fl a. ^ = „ „— Jsc ^ -u o flo0'-8sS« . s •- h© . 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E, 2, .9 .S o.2 .5 .2 .a .2 _= a a -7 -7 P-i CS O CO ^ 3 S § be 00 a ~:2 -3 © 05 L- CO ^ 5 P be 5 tCm-p ■— ' a co a « "$ § § ■M O ^ CJ ^1 OJ £_, o a o a _r += 'o ." 2> oj ^ o"! °° - (I) T" 1-? c a 00 e czi s <» rd a o> s ° »- rt a -^ m r/J S <» a ET ? 10 _: ,_; ^ 37G THE XAVAL ANNUAL. Table Relating to Conversion of Measures. Metric to English. Length. English to Metric. I. II. III. IV. V. VI. VII. VIII. IX. X. Metres. Yards. Feet. Inches. Yards. Metres. Feet. Metres. Inches. Centimetres. 1 2 3 1-0936 2-1873 3-2809 3-2809 6-5618 9-8427 39-37 78-74 118-11 i 2 3 0-91438 1-82877 2-74315 1 2 3 0-30479 0-60959 0-91438 1 2 3 2-5400 5-0799 7-6199 4 5 6 4-3745 5-4682 6-5618 13-1236 16-4045 19-6854 157-48 196-85 236-22 4 5 6 3-65753 4-57192 5-48630 4 5 6 1-21918 1-52397 1-82877 4 5 6 10-1598 12-6998 15*2397 7 8 9 7-6554 8-7491 9-8427 22-9663 26-2472 29-5281 275-60 314-97 354-34 7 8 9 6-40068 7-31507 8-22945 7 8 9 2-13356 2-43836 2-74315 7 8 9 17-7797 20-3196 22-8596 Explanation. — To convert any number from one measure to the other, take the values of the different multiples of 10 by shifting the position of the decimal point, and add together. Thus, find the number of yards in 2354 metres (see cols. I. & II.). metres, yards. 2000=2187-3 300= 328-09 60= 54-68 4= 4-37 .-. 2354=2574-44 of feet | of inches of metres in 12-4 metres in 30 -5 centimetres in 1026 yards (see cols. I. & III.). *'u Maintenance and Supplies . . 6 , 527 23,330 200 98,900 Naval Reserve, viz. : Maintenance and Supplies £20,132 219 21,760 200 98,800 Class II. Vote 8.— Board of Trade : 20,351 16,640 Staff and Incidental Expenses in connection with the Royal Naval Reserve Force 3,486 3.466 „ II. „ 9. — Mercantile Marine Services : Staff and Incidental Expenses in connection with the Royal Naval Reserve Force 2,450 2.450 .. II. „ 14. — Exchequer and Audit Department (Cost of Audit) : £ Navy Cash Accounts . . . 7,949 Expense and Manufacturing Ac-) . oeo counts / *'y8iS Store Accounts . . . . 5 , 595 18 526 18 336 Class II. Vote 23. — Stationery and Printing ..... 80 ',000 74,' 000 „ III. „ 1. — Law Charges, England . . 6,346 5,380 Maintenance of Naval Prisoners : „ III. „ 7. — Prisons, England and the Colonies 6,550 5,C80 „ III. „ 13.— Prisons, Scotland 120 105 „ III. „ 20.— Prisons, Ireland 256 100 Revenue Department Estimates : Vote 1. — Customs.— Percentage for provision of funds for District Pay- masters of the Coast Guard . ..... 139 122 Vote 1. — Customs. — Staff and Incidental Expenses in connection with the Royal Naval Reserve Force ....... 3,261 3,261 Vote 2. — Inland Revenue. — Analysis of Food, &c. .... 140 120 Vote 3.— Post Office. — Postage of Official Correspondence (in- £ eluding Parcels) 16,616 Vote 5. — Post Office Telegraphs. — Official Telegrams and Ex-| penses in connection with Telegraphs (Admiralty) 18,184 Wires, and Services of Clerks) ) 34,800 33,767 Total £ 31,554,355 31,159,987 Xoie. — In addition to the Services shosn above, an annuity of £16,243 18s. is payable to the Commissioners of Woods, &c, from the Consolidated Fund, under the Public Offices Sites Act of 18S2 (45 & 46 Vict. c. 32). 419 THE NAVAL ANNUAL. VOTE (A). NUMBERS of Officers, Seamen, Boys, and Royal Marines Borne on the Books of His Majesty's Ships, and at the Royal Marine Divisions. One Hundred and Twenty -two Thousand Five Hundred. I. — Sea Service. Num- NUMBERS, ALL HANKS. bers of which RANKS, £c. all Vote borne oa Provided 1902-1903. 1901-1902. 1st January, For His Majesty's Fleet : 1902. Flag Officers .... IG 15 Commissioned Officers 4,048 3,754 Subordinate Officers . 7G4 S52 Warrant Officers 1,641 1,501 i Petty Officers raid Seamen . 78,522 75,5(11 Boys (Service) .... 3,700 3,700 qq fill 85,323 S4,S85 Coast Guard : Vote 1 ' Commissioned Officers 88 89 \ Chief Officers of Stations . 239 238 Petty Officers and Seamen . 3,873 3,873 4,200 4,200 4,129 Royal Marines (for Service Afloat and on Shore) : Commissioned Officers 471 471 Warrant Officers 32 33 Staff Sergeants and Sergeants 1,417 1,417 Buglers ami Musicians G47 647 Rank and File . 17,022 (a) 17,022 Total . 19 589 19,590 19,39(1 112,480 109,113 10S, 410 Net Increase .... II. — Other Services. !,3G7 "Vote A Other Votes Naval Cadets Engineer Students Pensioners in Home Ships the Reserves, &c. Boys under Training . Various Services Total . Net Increase Total, Sea Service „ other Services 305 187 d in 1,282 6,200 (6) 7,y74 2,046 10,020 (<0 260 180 1,048 6,200 7,688 1,S24 • • 9,512 -> 7,827 1,799 9,626 50S 112,480| 10,020 122,500 109,113 9,512 118,625 Net Increase . (a) Including 12 officers and 27 men, Sub-Head H ,222 16,954 1,579 100 5S,755 Deduct, — I. — Appropriations in Aid £ 2,674,415 12,915 2,696,815 12,815 i.6,355 100 58,735 £ 2,661,500 2,684,000 36,25.") 58,755 Net Decrease £22,500 (a) These amounts include the sums of £28,767 and £9 024 for pay of Inspectors of Tn-des at Home and Abroad respectively, which is charged direct to the cost ot shipbuilding. Note. — Provision has been made for New Construction in the above Vote to the extent of — £ Section 1 993,100 „ 2 1. 144.01)11 „ 3 6,921,420 £9,05S,520 41:2 THE NAVAL ANNUAL. Vote 8. — Shipbuilding, Eepairs, Maintenance, &c. — continued. II. — Sub-Heads under which Section II., Materiel, of this Vote will be accounted for. ESTIMATES. 1902-1903. 1901-1902. Increase. Decrease. £ DOCKYAKD WORK— continued. Section II. — Materiel. Naval Stores, &c. A. — Timber, Masts, Deals, &c. B. — Metals and Metal Articles . C. — Coals for Yard purposes D. — Hemp, Canvas, &c. E.— Paint Materials, Oils, Pitch, Tar,) Tallow, Boats, Furniture, and> other Miscellaneous Articles . ) F. — Electrical, Torpedo, and other Ap-"1 paratus . . . . ./ G.— Freight H. — Rents, Water, &c, Dockyards at"! Home, and Naval Yards Abroad / I. — Gas, &c, Dockyards at Home, andl Naval Yanls Abroad . . . J Coals for the Fleet. K.— Coals, &c, for the Fleet 140,000 1,799,700 105,000 261,000 646,500 315,000 75,000 37,340 17,160 1,621,000 145,000 2,426,000 126,000 225,000 36,000 584,500 62,000 235,000 80,000 69,000 6,000 35,785 1,555 15,215 1,945 1,620,000 1,000 5,000 626,300 21,000 £ Deduct, — L. — Appropriations in Aid . 5,017,700 205,000 5,481,500 188,500 652,300 175,000 30,000 £ 4,812,700 5,306,500 158,500 652,300 Net Decrease . £493,800 BRITISH NAVY ESTIMATES, 1902-1903. 413 Vote 8. — Shipbuilding, Eepairs, Maintenance, &c. — continued. II. — Sub-Heads under which Section III., Contract Work, of this Vote will be accounted for. ESTIMATES. 1902-1903. 1901-1902. Increase. Decrease. Section III.— CONTRACT WORK. A.—] -Propelling Machinery for His Ma-} 3 287,330 2,367,236 jesty s Ships and Vessels . . / B. — Auxiliary Machinery for His Ma-1 jesty's Ships and Vessels . . / 133,244 89,568 C. — Hulls of Ships, &c, Building by Con-j o Q9g ^qq g jg- ^n tract . . . . . ,)\ * * ' ' D.— Purchase of Ships, Vessels, &c. . .. 109,000 E. — Repairs and Alterations by Contract I of Ships, &c, and their Machinery | 175,521 115,523 and Stores . . . . . ) F. — Inspection of Contract Work . G. — Gun Mountings and Air-Compressing Machinery . H. — Machinery for His Majesty's Shore \ lfia „n7 Establishments at Home and Abroad/ * Sft ' dU ' I. — Boyal Reserve of Merchant Cruisers. 56,000 56,000 810,848 | 611,050 215,000 7,313 63,000 920,094 43,676 163,330 109,000 59,998 199,798 55,687 26,693 Deduct, — K. — Appropriations in Aid £ 7,738,150 6,757,920 72,350 72,420 1,279,253 299,023 70 £ 7,665,800 6,685,500 1,279,253 298,953 Net Increase £980,300 414 PROGRAMME of Programme of the Estimated Expenditure in Cash, and in Net Eepairs, Maintenance, &c, (Exclusive of the Fleet Sub-Heads under which this Estimated Expenditure will be provisions of Section 1 (2), Army ESTIMATED EXPENDITURE IN Direct Expenditure. Dockyard Work. Contract i Total Direct Work, Expenditure. Sec. 111. (a) Personnel, Sec. I. Materiel, Sec. II. NEW CONSTRUCTION : £ £ £ £ A.— DOCKYARD-BUILT SHIPS— (/) Hulls, &c. (c) . 730,!)55 993,282 321,407 2,051,644 1 Machinery . 39,080 27,700 988,015 1,054,795 2 776,035 1,020,982 1,309,422 3,106,439 3 B.— CONTRACT-BUILT SHIPS— fa) Hulls, &c. (c) . 213,365 119,918 3,392,054 3,725,337 4 Machinery .... - 2,147,122 2,147,122 5 213,365 119,918 5,539,176 5,872,459 6 C— SMALL VESSELS (d) 3,700 3,100 72,822 7C,622 7 TOTAL NEW CONSTRUCTION 993,100 1,144,000 6,921,420 9,058,520 8 D.— RE-CONSTRUCTION, REPAIRS,, ALTERATIONS, &c. . . ./ 857,932 (h) 657,183 4.~>9,350 1,974,465 9 E.— SEA STORES, &c. . 968,500 10,256 978,750 10 F.— ESTABLISHMENT, INCIDEN-) TAL, AND MISCELLANEOUS 11 CHARGES, UNAPPROPRIATED . ) TOTAL 1,851,032 2,769,683 7,391,02612,011,741 12 (c) Including Hydraulic and Transferable Uun Mount iiigs, &c. ( oo © CO 1 ^> © o ■o Wj OS . a-s) =♦* : h- t~ . §5 t^ t~ £ ^ '- CO eo jH« -<1 eao r— ^2a s « "# T* •^ -> "D . •H .Q ~ «v 05 en 5 S <** : "* ^ O ■* S 00 oo o ^H g t» t~ ^ ■J3 H i» CO t^ eo ! > © © © O O CO eo © DQ o eo o eo p* I -r d eo o eo •^■JS t> eo o ^JH H oj - WD w CO r- eo^ W w •* § 30 ■a as ■»! >o .— fi| ~5 ns . C/5 s^ ■J g o o ©^"" 3 -2 '.-5 © •o H «. . OS © CM 1^ to ■S w »> 5 s s ^ w © C-4 © p H — P o u c*~ M o w (V, Q o CB U o o © O § hi w tx "^ o o ■o o o o Q ^ © s> © 42 a J J (M s H -< » o pa j H < o» © eM w j CO o eo a 03 O © U3 o J ■§§ « ^H to < 5 a 1S ^ S © CO 8 of n i H O H « ^ J ■it — - — =t{ OJ ej CO K s . 6 • g tp cS es o • Ex] ^ "rt "o a- "o . "a £U X w '** "o 3 o h5 H 1 S3 _a "tf ) >» Chalon — Toulon . Nantes — Lorient Ije Havre — Cherbourg First-elass Torpedo Boats r 256 to 276 |(exP.75toP.95 21 boats) | P. 97-111 (15 [ boats.) Bordeaux — Eochfort Various Date of Contract. Date of Completion 1901 1902 1897 1899 1900 1901 Total Estimated Cost. Expenditure proposed for 1901. 1899 » 1900-1 1902 1905 1906 1905 1902 1903 1904 1903 1904 1903 1904 1902 1901 1902-3 1902-4 £ 1,447,842 1,447,842 1,447,842 1,447,842 1,204,128 902, S09 977,363 999,427 762,759 770,321 73,686 73,681 68,881 68,881 Gil, 4(11 69,401 70,481 7i>,481 69,301 60,301 £ 369,456 106,000 96,361 116,890 200,069 233,922 103,743 87,647 21,018 13,018 19,714 19,706 30,018 21,162 24,430 20,426 21,018 21,018 69,301 21,018 69,301 19, SIS 69,301 19,818 69,301 19,818 69,301 69,301 40,317 40,317 39,636 407,549 13,21S 13,218 3,600 8,520 3,600 191,095 293,174 47,S00 Total building by contract, 1902 £13,348,469! 1,887, 139 GERMAN NAVY ESTIMATES, 1902. 423 German Navy Estimates, 1902. (Converted at £1 = 20*43 marks.) Ordinary Permanent Estimates. Proposed for the financial year 1902. Granted for the financial year 1901. Imperial Naval Office ...... Observatories ........ Accounts ........ Martial Law ........ Divine Service and Schools ..... Military Personnel ....... Maintenance of the Fleet ...... Victualling Clothing ........ Barrack Administration, Cashiers and Accountants Lodging Allowance ....... Medical Travelling Expenses, Freight Charges, &c. . Training Establishments ...... Dockyard Expenses ....... Ordnance and Fortification ..... Accountant-General's Department .... Pilotage and Surveying Services .... Miscellaneous Expenses ...... Administration of Kiau-chau Protectorate Total of Ordinary Permanent Estimates carried next page ...... £ 80,481 16,735 19,512 4735 4918 953,948 1,075,305 69,676 17,346 57,507 146,490 69,984 127,273 15,880 1,116,160 366,212 28,704 26,628 54,068 2648 t0J£ 4,254,210 £ 72,590 15,614 17,553 5266 4121 S78.132 935,558 57,450 15,653 121,920 66,525 65,416 121,644 15,486 1,058,343 355,776 27,086 25,691 48,561 2355 3,910,740 424 THE NAVAL ANNUAL. Special Ordinary Estimates. Shipbuilding Programme for the Financial Year 1902. For the Construction of — Battleship Wittelsbach (C). 4th and final instalment Wettin (D), „ Ziihringen (E), „ Mecklenburg (F) 3rd instalment „ Schwaben (G), „ Large cruiser Prinz Adalbert (B), 3rd and final instalment Battleship H, 2nd instalment .... J, .... Large cruiser Ersatz Konig "Wilhelm, 2nd instalment Small cruiser G* 2nd instalment H, ... J, ... Alteration of vessels of Siegfried class, 2nd instalment Battleship K, 1st instalment .... L, ,. .... Large cruiser Ersatz Kaiser, 1st instalment Small cruiser K, 1st instalment L, ... ., Ersatz Zieten, 1st instalment Gunboat B, 1st instalment .... One Torpedo-boat Division, 2nd and final instalment One „ ,, 1st instalment . Other items ....... Total £ 118,012 177,435 177,435 108,909 108,909 279,002 276,553 276,553 245,227 112,580 112,580 112,580 288,790 161,527 161,527 186,001 61,674 61,674 61,674 39,158 168,382 ' 166,422 216,593 £3,679,197 Summary. Proposed for the financial year 1902. Granted for the financial year 1901. Ordinary Permanent Estimates . £ 4.254,210 £ 3,910,740 Shipbuilding .... 3,679,197 3,670,240 Armaments and Torpedo Equipments 1,479.979 1,253,206 Other items .... 360,575 306,008 Extraordinary Expenditure > £ 460,107 489,476 Total 10,234,068 9,629,670 * Now named the Frauenlob. ITALIAN NAVY ESTIMATES, 1902-1903. 425 Italian Navy Estimates, 1902-1903. Financial Year 1st July, 1902, to 30th June, 1903. Converted at £1 = 27 lire. Proposed for 1902-1903. Revised Estimates, 1901-1902. Ordinary Expenditure — General Expenses. Admiralty ........ Pensions. . . . . . . . Expenditure on various services connected with the Mer-) cantile Total £ 51,621 207,111 ure on various services connected with the Mer-1 or-, r-o Marine . . . . . . . . / £ 51,621 200,926 427,431 £ 612,285 679,081 Expenditure for Naval Services. £ £ Ships fitting out, &c. ....... 224,815 225,148 General Staff of the Navy 130,370 126,222 Corps of Constructors 49,928 49,630 Commissariat Service 30,704 30,519 Medical Service 25,260 24,867 Wages — Men .... 459,260 462,963 Gratuities .... 72,296 62,619 Assistants to Constructors and others 54,940 53,681 Accountants, &c. 53,852 53,519 Police ..... 11,326 11,326 Telegraph Service 9037 9260 ,, Materials . 6555 5926 Forts — Personnel 12,964 12,037 Victualling .... 300,000 300,000 Lighting 7704 7704 Hospital Services 20,296 17,828 Honorary Distinctions 555 444 Fuel and Stores, for Ships in Commission . 255,555 266,667 Salaries and Wages — Workshops and Fortifications 4130 4131' Training Establishments ..... 13,037 15,111 Naval Academy 3625 5536 Scientific Services — Personnel 1374 1374 „ „ Materiel 9444 9444 Law Charges .... 1185 1185 Travelling Expenses. 22,222 18,519 Transport of Materials 4629 4629 Carried forward . £ 1,785,063 1,780,288 42(5 THE NAVAL ANNUAL. Brought forward . Materials for repair of existing Ships Labour for maintenance of Hulls and Machinery Materials for maintenance of Ships and Armaments Guns, Torpedoes and Small Arms Labour for construction and repair of Armaments Works Department — Kepairs .... Construction and Completion of the following : — First-class Battleships : Benedetto Brin, at Naples Begina Margherita, at Spezia; Vittorio Emanuele at Castellamare ; Regina Elena, at Spezia Armoured Cruiser : Francesco Ferrucio, at Venice Submarine Boat ..... Sundry Small Craft ..... Laying doion three First-class Battleships of the Vittorio Emanuele class (A, B and C) . Fuel and Stores, Machines, Tools, and Plant for maintenance of Ships: Materials and Labour Proposed for 1902-1903. £ ,785,063 207,925 211,705 151,852 81,481 82,334 92,592 829,630 Revised Estimates, 1901-1902. £ 1,780,288 205,926 208,889 151,852 81,481 82,334 87,170 844,444 161,111 161.111 Total £3,603,694 3,603,495 Extraordinary Expenditure. General Expenses and Half Pay Expenditure on New Construction Coast Defence and Fortifications . Torpedoes .... Total £ 3662 £ 3650 250,728 7407 14,814 3703 18,518 265,500 36,982 Summary Ordinary Expenditure— General Expenses Expenditure for Naval Services . Extraordinary Expenditure Depreciation of Ships in Commission . Rent of Lands occupied by Government Grand Total £ 612,285 £ 679,981 3,603,694 3,603,495 265,500 36,982 129,629 129,629 98,740 98,671 4,709,848 4,548,758 RUSSIAN NAVY ESTIMATES. 427 Russian Navy Estimates, 1902. (Converted at £1 = 96 Boubles ) Heads of Expenditure. 1902. 1901. Central and Ports Administration £ 250,060 £ 244,690 Salaries and Assistance .... 57,862 56,800 Educational ...... 117,566 US, 000 Medical Establishment and Services 120,570 125,393 Pay of Officers, Seamen, &c. 603,036 561,723 Victualling ...... 203,398 196,955 Clothing .... . . 303,758 300,195 Expenses of Ships in Commission 2,127,604 2,116,542 Hydrographic Department 94,950 104,959 Building and Maintenance of Lighthouses* 31,250 31,250 Survey of Mouths of Yenesei and Obi 5,698 5,698 Naval Armaments and Electric Lighting . 1,194,620 1,246,365 New Construction, Repairs and Refits 2,670,574 2,666,991 Admiralty Yards and Workshops 597,971 606,528 Buildings, Rent and Repairs 589,583 589,000 Allowance for transport, &c.f 88,437 Various Expenses ..... 186,215 25S,087 Works of Port Alexander III. . 419,452 333,333 Improvement of Vladivostock . 208,333 208,333 Improvement and Fortification of Port Arthur 333,333 312,500 Expenditure on account of Next Year's Estimates 31,291 31,006 Total .... £ 10,241,561 10,114,348 * The figure for lighthouses is not shown separately in the published particulars of Russian Navy Estimates for 1902. The same figure as for 1901 is given above and the amounts deducted from the estimate published for buildings. — Ed. t Probably included in various expenses in 1901 Estimates. 428 THE NAVAL ANNUAL. United States Navy Estimates, 1902 and 1903. (Converted at £1 = $4-8665, Par, as adopted by Congress). Detailed objects of Expenditure and Appropriation. Estimates, 1902. Appropriations,1902. Pay of the Navy Pay, Miscellaneous . Contingent, Navy Emergency Fund Bureau of Navigation „ Ordnance . Equipment. „ Yards and Docks Public Works — Bureau of Yards and Docks ,, Navigation, including Naval Academy, Train ing Stations, and War College „ Ordnance „ Equipment, including Depots for Coal „ Defences for insular naval stations and coal depots „ Naval Observatory „ Hydrographic Office Bureau of Medicine and Surgery. ,, Supplies and Accounts „ Construction and Repairs „ Steam Engineering Naval Academy Marine Corps Increase of Navy Total . £ 3,108,122 123,292 2,055 102,743 144,194 534,563 917,456 135,994 2,528,005 640,382 175,978 5,754 42,124 921,370 1,658,445 775,280 45,119 599,717 5,378,180 3,123,453 123,292 2,055 51,372 143,147 530,865 824,990 134,569 1,392,160 628,412 65,365 154,115 2,055 43,152 728,213 1,512,553 711,579 46,670 575,058 5,219,357 Estimates, 1903. £ 3,390,159 123,292 2,055 61,646 274,586 707,841 959,211 161,143 4,270,291 383,341 299,455 131,511 102,743 5,712 47,262 50,345 897,481 2,039,622 881,332 50,078 615,117 4,870,648 £17,838,773 £16,012,438 | £20,324,871 429 NAVAL STRENGTH. To the Editor of " The Times:' Sir, — The Parliamentary recess affords an opportunity for the examination of important subjects outside the region of party politics. It is the object of the present communication to bring together, from the last issue of the Naval Annual, the leading facts as to the state of the Navy. Our position has been much discussed of late, and in certain quarters with groundless alarm. And first as to the resources for manning the Fleet. The Navy Estimates for 1901-1902 make provision for a total force of 118,625 men. Accepting the figures given in a paper recently published in the Nineteenth Century by Mr. Robertson, M.P., late Civil Lord of the Admiralty, we may take the permanent force of France at under 50,000 and that of Eussia at under 30,000 men.* We are far above the recognised two-Power standard in numbers, and the quality is undoubted. Invidious criticisms from a foreign source have recently been put into circulation in the Press. In manoeuvres, more especially under peace conditions, between fleets not equally matched in the types of ships of which they are composed, the issue depends as much or more on happier fortune than superior merit. It is certainly unfair to argue that the beaten side is inefficient. Is it not more fitting to congratulate the Service on the boldness with which grave risks have been taken, out of which the squadrons have come uninjured ? To the Admiralty recognition is due for giving to the Navy the more thorough instruction to be obtained in mimic encounters between opposing fleets rather than by combining the whole force to win victories over an imaginary enemy. In this connection it is hardly a breach of confidence to say that I have heard in Lagos Bay, with a satisfaction which the country will share, expressions of the highest admiration from the Commander-in-Chief of the masterly skill with which great fleets have been handled by the Admirals, and the ships by captains, commanders, and lieutenants. Looking behind the permanent force to our Reserve, the position is less satisfactory than we could wish. We need a greater power of expansion. Unless some action is taken by the Government the * The figures were subsequently given officially in the House of Commons, those for Russia being considerably increased.— Ed. 430 THE NAVAL ANNUAL. mercantile marine will cease to be a reliable resource. The subject is too large for a full discussion in a letter not intended to deal specially with manning. It will be sufficient to say that on our side of the Channel we may learn a lesson from that statesmanlike creation of Colbert, the French Inscription Maritime. In so far as it is possible, under a system of voluntary enlistment, to attract men to the sea, to train them, and to hold them to the service of their country in war, the paternal methods of the French Administration might with advantage be followed by the British Admiralty. With these brief observations on the manning of the Navy I turn to the strength in ships, to which recent criticism has been mainly directed. To give a convincing answer to experts who take pessi- mistic views, and a reasonable assurance to the public, a detailed statement is necessary, at least with reference to the most important classes of ships. The first-class battleships are the main strength of the Navy. The list below gives the ships of Great Britain, France, and Bussia, FIRST-CLASS BATTLESHIPS. Great Britain. No. Type. Displacement. Date of Launch. Total Tonnage. Empress of India Majestic Renown Canopus Formidable . Duncan . New type . 14,150 1891-92 113,200 14,900 1894-96 134,100 12,350 1895 12,350 12,950 1897-99 77,700 15,000 1898-99 (Two building) 120,000 14,000 1900-1 84,000 16,500 To be laid down 49,500 41 ships. Collective displacement, 590,850 tons. France. Type. Displacement. Date of Launch. Brennus Carnot . , Charles Martel Jaure'quiberry Massena Bouvet . ... Charlemagne Gaulois . . St. Louis Je'na Suflren Patrie \ Re'publique j 11,395 12,008 11,880 11,824 11,924 12,200 11,275 12,052 12,728 14,865 1891 1894 1893 1893 1895 1896 1895 1896 1896 1898 1899 Buildins: 13 ships. Collective displacement, 159,566 tons. NAVAL STRENGTH. 431 FIRST-CLASS BATTLESHIPS— continued. Rcssia. No. Tri Sviatitelia Petropaulosk . Oslabya Retvisan Cesarevitck Borodino . Displacemeut. ! Date of Launch. 12.480 10,960 12,674 12,700 13,110 13,600 /1892 \1900 1894-95 1898-1900 1900 1901 Building:. 14 ships. Collective displacement, 159,566 tons. with their tonnage. The dimensions are an essential element in the case. In dealing with ships of even date it is safe to assume that the relative fighting efficiency may be measured by displacement. A constant growth in dimensions has been accepted, though not without certain disadvantages, because the gain in armament, pro- tection, speed, coal endurance, and sea-keeping qualities has been held to justify the cost. In battleships of the second class the British Fleet is much below the combined strength of France and Russia. We have 11 ships as against France ten and Eussia also ten ships, the date and average dimensions of the ships of the three Powers being approximately the same. In France and Germany the policy of bringing the older ships up to date is viewed with more favour than in this country. Our inferiority in numbers of battleships of the second class is the more conspicuous because we are reluctant to spend money on modernising machinery and armaments. In third-class battleships, coastguard, and port defence ships our strength is above the two-Power standard. Our list of ships includes the Alexandra, Colossus, Edinburgh, Devastation, Dreadnought, Inflexible, Superb, and Temeraire. Our ten third-class battleships have an aggregate displacement of 94,690 tons. France has 11 ships, aggregate displacement 74,932 tons ; Eussia has only one third-class battleship, launched in 1872. In the coastguard and port defence list Great Britain has 17 ships, including the Agamemnon, Ajax, Hercules, Monarch, Conqueror, Hero, and Eupert. The total displacement of our ships in this class is 107,330 tons. France has 14 coast defenders, total displacement 43,025 tons ; Eussia 16 ships, 51,810 tons. Eight of the French ships and four Eussian are armoured gunboats, not available for offensive operations. We have now to deal with the cruisers. In all classes, and especially the first class, Great Britain is strong, far beyond the two- 432 THE NAVAL ANNUAL. Power standard. cruisers : — The following is a list of British first-class No. 2 2 4 5 2 8 6 4 16 Type. Displacement. Date of Launch . Displacement Imperieuse Blake . Crescent Edgar . Powerful Diadem . Cressy Drake Monmouth 8,410 9,000 7,700 7,350 14.200 11,000 12,000 14,1(10 9,800 1886 1889 1892 1890 189.-) 1896 building building buildinj Tons. 16,800 18,(100 30,800 36,750 28,400 88,000 72,(100 56,400 156,800 We possess a total of 49 ships, mostly of the latest types. Displacement, 503,950 tons. France has 1 9 first-class cruisers, total displacement, 181,065 ; Eussia 13 ships, displacement, 104,063 tons. In the second class Great Britain has 62 cruisers, aggregating 240,180 tons; France 23 ships, 108,024 tons; and Eussia seven ships, 36,496 tons. Great Britain has 44 third-class cruisers, France 13, Eussia five ships. The average tonnage of the British and French ships is approximately the same. The Eussian ships are larger. Omitting the smaller classes, Great Britain has 34 torpedo gunboats, France 21, Eussia nine. Destroyers — Great Britain 111, France 31, Eussia 49. At this stage reference may be made to the state of the Fleet in the Mediterranean. More cruisers and destroyers are needed. If, however, there is a deficiency in any naval arm in the Mediterranean, it is not because no vessels are available, but because they have been placed elsewhere. For the distribution of our naval forces the Admiralty is responsible. The action taken may possibly have been in compliance with Cabinet instructions. As a general observation, it may be remarked that we keep large squadrons on distant stations where the flags of foreign Powers are seldom seen, in deference to traditions with which we are reluctant to break, but which have ceased to be applicable in an age -of telegraphy and steam. While the British Navy has been brought fully up to the two- Power standard in the number and tonnage of the battleships and cruisers in the most important classes, in the designs for every type we have made constant progress. If the ideal of the perfect ship of war is never reached, we may at least claim that Sir William White and his able staff have produced battleships not surpassed in any navy, and cruisers with which there is no fault to find except on the ground of size and cost. The demand for protection by vertical NAVAL STRENGTH. 433 armour, and the construction of very powerful vessels for other navies, such as the Groraoboi, 12,236 tons, for Russia, and the three fine cruisers of the Leon C4ambetta type, 12,416 tons, for France, have brought us to the 14,100 tons of the Drake class. It has been necessary to build ships of the Drake type for special service. For the general duties of protection of commerce it does not as yet seem desirable to exceed the 9800 tons displacement of the 16 cruisers Monmouth class. Their speed of 23 knots is the same as that of the Drake. They are generally armed with 14 6-inch quick-firers and protected by 4 in. armour on the belt and casemates. Seven ships of the same class are built and building for the French Navy. It now remains to compare the rate of progress in shipbuilding. It may be measured roughly by expenditure. Our Navy Estimates for the current year provide £9,003,256 for new construction, as against a proposed expenditure of £3,932,148 for France and £2,492,128 for Paissia. Our appropriation exceeds that of the two Powers by more than two and a half millions, and we build more cheaply. The subject has been carefully examined by a committee of French shipbuilding officers. They have reported that we pay less for labour, and buy the raw materials for shipbuilding at lower prices than those obtained by French manufacturers. A few examples may be given. Implacable Irresistible Re'publique Patrie Cressy Hogue Sutlej Jules Ferry Gambetta . Victor Hugo Hermes BATTLESHIPS. England. Tens. 15.O0D (building) . . France. Tons. ARMOURED CRUISERS. England. Tons. I f Building at Fairfield > 12,000 \ Building at Barrow . I | Building at Clydebank France. Tons. 12,416 (building) / £1,002,909 \ £986,731 | 14,865 (building) £1,421,708 PROTECTED CRUISERS. England. Launch. . . 1S98 . Tons. 5600 Jurien de la Graviere France. Tons. Launch. 5605 . . . 189'J £723,012 £724,472 £733,625 £1,169,940 £278,349 £475,979 2 F 434 THE NAVAL ANNUAL. Well and wisely spent, the vast sum now available for new construction for the British Navy should be sufficient. Let not the liberality of Parliament induce a relaxation of pains and thought in those who administer and design. We must not be content to keep abreast of immediate requirements. In so far as it may be possible a forecast must be made of the developments of the future. We must rigidly keep out of the building programme everything of the second best. In every type we must build the best. Upon a close scrutiny there seems no reason to take exception to any part of the great shipbuilding work now in hand. In the present state of naval science the requirements of the near future may be classed as follows : — Class. Sphere of Action. Types. Battleships Mediterranean and Channel . Majestic, improved. Atlantic and distant stations Canopus and Admiral class, re- constructed. Armoured cruisers Special service .... Drake. Protection of commerce . Monmouth. High speed and long coal endur- ance with a light armament should be the leading features in the Scout class. The Terrible type is too large. The Isis type with increased coal endurance is highly efficient for the Medi- terranean. Torpedo Fleet auxiliaries .... Destroyers, improved, armoured torpedo rams. Harbour defence .... Torpedo boats, submarine boats. By night the unarmoured destroyer is a dangerous foe to a powerful battleship. In a daylight attack a gunless armoured torpedo-ram of high speed and great manoeuvring powers would be most formidable. Looking to the power to deal a decisive blow with the ram or torpedo below the belt from vessels which could be built in numbers for the cost of a single battleship, the constant increase in the dimensions of ships affords grave occasion for reflection. Con- fidence is placed, both in the United States and France, in the capabilities of the submarine boat for harbour defence. The decision taken by the British Admiralty to commence building a submarine flotilla will command approval. FLEET ON FOREIGN STATIONS. 435 In conclusion, we have seen that in men and ships the British Navy is distinctly above the two-Power standard. Whether that standard is sufficient is a political rather than a naval question, not to be disposed of satisfactorily in a letter dealing with the bare facts of the situation, and in which nothing argumentative would suitably find a place. If we have vast interests at stake, our commercial policy is liberal, we are unaggressive, and we do much to promote the welfare of the whole human race. There is no reason, therefore, to be apprehensive of unprovoked attacks from a wide combination of foes. Nor is it statesmanship to exhaust the country in preparations not called for by the present circumstances. We adapt our policy to that of other Powers. If they increase their fleets we must meet them. Potentially the United States are first among the maritime Powers. But England is the mother-country of English-speaking men. We look on the gallant seamen of the Western Eepublic as kinsmen and allies. Our fleets may act together in support of a common policy of the open door. I have the honour to be, Sir, your obedient servant, Lagos Bay, Sept. 9, 1901. BRASSEY. II. THE FLEET ON FOREIGN STATIONS. To the Editor of " The Times." Sir, — I have recently been permitted to place before the readers of The Times a statement showing the strength of the British Navy in men and ships. The present communication deals with the distribution of our naval force. With a decided superiority in the number of sea-going ships in commission, we should be well able to hold our own in every sea. If, as it has been alleged, the Medi- terranean Fleet is deficient in vessels of any type, they should be drawn from distant stations where our supremacy is unchallenged. With these introductory remarks we may proceed to examine the position. We may begin with the Mediterranean, combining the Channel Fleet as its western division with the scp:iadron maintained in the Mediterranean as its eastern division. The following table, compiled 2 f 2 436 THE NAVAL ANNUAL. without access to the latest official information, will be sufficiently accurate for the purpose in view : — Table I. — Mediterranean and Black Sea [includ ng British Channel Fleet). Great Britain. France. Russia. Ships. Tons. Ships. Tons. Ships. Tons. Battleships — Coast defence .... 18 1 1 269.0DO 9830 5440 6 1 69,729 4849 2 6 1 24,960 58,000 3590 Cruisers — Third-class Torpedo gunboats . . . . 4 6 7 4 40,350 31,400 13,985 4020 5 3 7 22,958 6999 60oo 1 1492 Destroyers. — Great Britain, 14 ; France, 6. Submarine. — France, 2. Auxiliary vessels. — Great Britain — Vulcan (torpedo depot), Maine (hospital), Tyne (troopship). France — Foudre. In the Mediterranean the superiority of the British Fleet to a two-Power standard in battleships is beyond question. We are weak in cruisers, not, indeed, as compared with other Powers, but in proportion to our strength in battleships. Our second-class cruisers of the latest type, 5,600 tons, should be large enough for service in an inland sea. It will be suggested later that some vessels of the class referred to could be detached from distant foreign stations for reinforcement of the Fleet in the Mediterranean. The Channel Fleet should be strengthened in cruisers. They should be of the most powerful type. The Navy Estimates of last Session provided for the completion in the year 1901-1902 of six first-class cruisers, five being of the Cressy type. To hold the Channel and defend our coasts and home ports we have the Reserve Squadron, the port guardships, the Cruiser Squadron, the sea-going gunnery ships, and the Instructional Flotilla. The force available is shown in the comparative table. (See Table II. on opposite page.) It is not the policy of Russia at the present time to maintain a naval force in northern waters outside the Baltic. The entire available strength in sea-going ships is concentrated in the China Seas. In existing conditions our battleships in home waters should be sufficient. It is an admitted weakness in our own Reserve Squadron, to some degree noticeable also in the French Xorthern Squadron, that it is constituted mainly of ships not of recent design. By FLEET ON FOREIGN STATIONS. 437 Table II. Great Britain. — Reserve and Cruiser Squadrons, Port Guardsuips, Instructional Flotilla. France. — Northern Squadron. Russia. — Baltic Fleet. Great Britain. France. Russia. Ships. 11 Tons. Ships. Tons. Ships. Tons. 119,(10!) 7 81,865 1 9900 Armoured ships, coast defence 2 12,4(10 4 26,423 8 27,000 Cruisers — Armoured 4 22,4(10 2 11,160 ■ — ■ — First and second class . 4 22,950 3 15,l»l!) — — 4 8750 2 4000 3 9000 Torpedo gun vessels . 15 11,960 1 958 — — Torpedo vessels and destroyers 24 — 12 — — — 4 judicious reconstruction our Admiral class could be strengthened by giving protection to the central battery, thus making them efficient for service on foreign stations, where few battleships of the most modern type will be found under the flags of other Powers. The Admiral type should be taken in hand as soon as the numerous powerful battleships now in progress are completed and available for the reinforcement of our squadrons in European waters. In cruisers on the home station we have a decided superiority. It would be difficult to say how many would be sufficient for the defence of our vast commerce converging on the Channel. The 16 armoured cruisers of the Monmouth class will give a much-needed addition to the fleet. On the China Station powerful squadrons have been formed under the British, Trench, and Eussian flags. (The position is shown in the table on next page.) In the circumstances of the hour, our strength in Chinese waters is a question rather for the Cabinet than the Admiralty. It has been deemed necessary, in deference to political considerations, to bring up the British naval force to a level, approximately, with the combined strength of France and Eussia. Influence with European Powers, in so far as it rests on armed forces, depends in a great degree, if not mainly, on the strength near home. In the late negotiations France, with only one second-class ironclad on the China Station, and the United States, with no battleship in those waters, have spoken with as much authority as Great Britain, although our flag was shown on five battleships of the most powerful type. 438 THE NAVAL ANNUAL. Tablk III. — China Station. Battleships Cruisers — Armoured First-class protected Second-class Third-class . Armoured . Coast Defence Gunboats . . Sloops . Gunboats . Destroyers . Despatch vessel Store ship Surveying ship Great Britain. Ships. Tons. (ill, 0(11) | 11,200 4 41,550 6 29,000 3 : 72;»:> 3 — 10 6 Alacrity. Humber. Waterwitch. Ships. Eedout- able. Tous. 37C7 10,301 12,000 3:.(I0 Troopships : — Mytho. Nile. Vina-long. Kussia. ships. Tons. 51,20ft 55,623 2500 3000 Icebreaker : Silatch. Torpedo Gun Vessel : Gaidaniak. Having a continuous chain of fortified coaling stations, it is the less necessary in time of peace to weaken the British Fleets in the Mediterranean and on the home station. The ships of foreign Powers are largely dependent on facilities only obtainable in British ports. For our own ships those facilities would in all circumstances be available. We have that exclusive advantage. In the Atlantic, including the Cape, the North American, and the South-East Coast of America Stations, Great Britain has a decided preponderance over the two-Power standard : — Table IV. Armoured ship Cruisers — First-class . Second-class. Third-class . Sloops . Gunboats . Great Britain. Ships. Monarch 8845 15,400 26,800 12,645 4520 5430 France. Ships. Tage Isly 2 1 7.389- 5500' 7.i87 2110 While the war continues in South Africa it will be the duty of the Admiralty to maintain a squadron on the Cape Station fully FLEET ON FOREIGN STATIONS. 439 adequate to any emergency. On the east coast of America the United States is the dominant and a friendly Power. Supervision of the fisheries on the coast of Newfoundland and the naval police of the West India Islands are the chief duties of our squadrons. Few vessels onlyj and chiefly of the smaller class, are required as a permanent force. Our flag may be shown from time to time in American waters and the Canadian ports by our Cruiser Squadron. For the training of officers and men, it can scarcely be claimed that the North American compares favourably with the Channel or Mediterranean or Cruiser Squadrons. If the south-east coast of America were included in the North American command the squadron might be reduced. The second-class cruisers Indefatigable and Tribune and the third-class cruisers Pallas, Proserpine, and Psyche would be a valuable addition to our Mediterranean Fleet. A squadron which would include the first-class cruiser Crescent, the second-class cruisers Cambrian and Charybdis, the third-class cruiser Barracouta, and four sloops should be fully equal to the ordinary peace duties of the American Station. It could be promptly reinforced. Combining the Australian Station with the Pacific our squadron is constituted as under : — Table V. — Pacific (including Australia). Great Britain. France. Ships. Tons. Ships. Tons. Cruisers — 1 8400 — — 1 7700 — — 2 860(1 Protet 4065 7 12,920 D'Estrees 2500 3 3000 — — 1 735 — — 1 805 ~~ Our squadrons in the Pacific are our reserve for China. A strong representation of the Imperial Navy in Australia and at Vancouver fosters a patriotic sentiment, and so fulfils a political object of the highest importance. It does not appear desirable to reduce the present strength. On the contrary, our Australian Squadron should be reconstituted as recommended by Admiral Beaumont. The third- class cruisers, which form the bulk of the present squadron, are too- short to keep their speed against heavy seas. They should be lent to 440 TEE NAVAL ANNUAL. the Government of the Australian Commonwealth. As an instruc- tional flotilla they would be useful for the training of the local Naval Eeserve. They would also be effective for harbour defence in case of attack by hostile cruisers on ports, such as Brisbane, Melbourne, or Adelaide, situated on inland seas. The three second-class cruisers of the 5600 tons type now in the Eeserve for the home ports are available for commissioning for the Australian Station. Their length of 320ft., as against the 265ft. of the Mildura class, gives them a decided superiority as cruisers. Eeconstituted as proposed, the Australian Squadron would include the first-class cruiser Eoyal Arthur, three modern second-class cruisers, to be increased as vessels become available, with masted sloops or first-class gunboats for the police of the islands. It should shortly be possible to detach two or three of our best second-class cruisers from our large force in China to the Australian Squadron. As it has already been suggested, that squadron is a reserve for China. The French are makiug considerable reduction in their naval force in Chinese waters. The fleet on the East India Station is shown in the following- table : — Table VI. — East Indies. lireat Britain. France. Ships. Tons. Ships. 1 I 1 Tons. Cruisers — ± 4 3 .-.Cllll 8990 127.5 4063 2452 505 It would seem desirable to reduce the Imperial naval force on the East India Station to a commodore's command. The fast third-class cruisers Pomone and Perseus are more suitable for the Mediterranean than the Tropics. They could be replaced, if necessary, with cruisers of a larger and earlier type, such as the third-class cruisers on the Australian Station, which are perhaps more efficient for the police of the seas in hot latitudes. The Indian Government should be encouraged to strengthen their local navy. It already includes two armoured ships for the defence of Bombay Harbour, numerous gun-vessels, torpedo-boats, troopships, and other steamers. The officers of the Indian Marine have the honour of beins; FLEET ON FOREIGN STATIONS. 441 included in the British Navy List. The esprit rfc corps is keen. It would give sensible relief to the Imperial Navy if some portion of the trying duties on the coasts of Burma and the Persian Gulf were to be handed over to the Indian Marine, which should be placed under the command of a Bear-Admiral. Such an arrangement would give additional men for our European squadrons. In peace we look to the Imperial Navy as essentially a training service. Training will be most thorough in powerful squadrons of exercise under close supervision on the part of the Admiralty. It is difficult to make it as perfect as we could wish in distant waters, in trying climates, and in the weariness of prolonged isolation. If we turn to political considerations, it is certain that the nearer the force and the more often in evidence the deeper the impression which it produces. "Witness the Jubilee review. The statistical position, if the phrase may be used, was a matter of common knowledge. It had produced no such impression, even on those best informed on naval matters, as did the array of ships at Spithead. Our squadrons on those foreign stations where the flags of other Powers are rarely seen are maintained in deference to traditions handed down from the distant past, when the present facilities for communication by telegraph and steam were unknown, and when it was necessary to have a force on the spot to give protection to„ British interests in remote countries. Under the changed conditions the necessity is no longer urgent — pace those lonely Consuls who would be made of sterner stuff than common human nature if they did not sometimes long for the pleasant companionship of a naval friend. For the defence of our coasts, our communications, and our commerce we should be better prepared for every eventuality by a policy of closer concentration. Before concluding, it seems proper to draw attention to the dispersion of the personnel of the British Navy in vessels useless for fighting purposes. "While the number of vessels of all kinds built and building in the British Navy is 695, in this year's published return of fleets of the Powers, as analysed by the American Naval Intelligence Department, we are credited with not more than 477 ships built and building, including ten vessels armed with muzzle- loading guns and the whole of our 99 torpedo-boats. The vessels excluded are old gunboats, training brigs, store ships, surveying ships, and school ships. In the opinion, therefore, of an impartial authority, we are maintaining some 218 vessels which, however useful some of them may be to assist the Navy, are useless for fighting purposes. It 442 THE NAVAL ANNUAL. should be possible to reduce the number of non-combatant and harbour ships. I have the honour to be, Sir, your obedient servant, 4, Great George Street, S.W. October 31, 19D1. BRASSEY. P.S. — It may be desirable to append the names of warships actually in commission on those stations on which a reduction of strength has been proposed : — Armoured ships Cruisers . Cruisers ATLANTIC. Great Britain. Guardship. — Monarch. Port Guardship. — Hotspur. First Class. — Crescent, Gibraltar. Second Class. — Cambrian. Chary bdis. Indefatigable, Tribune, Forte, Terpsichore. Third Class. — Barracouta, Blanche, Philomel, Pallas, Proserpine, Psyche. France First Class. — Tage. Jurien de la Graviere. Second Class. — Isly. Third Class.— D'Estrees. Cruisers . Gunboats Cruisers . Gunboat . EAST INDIA STATION. Great Britain. Second Class. — Highflyer. Third Class. — Cossack, Marathon, Perseus, Pomone. Lapwing. Assaye, Plassey (Indian Navy). France. Second Class. — Catinat. Third Class. — Infernet. Scorpion. INDEX. A (Austrian battleship), 40, 205, plate 20 A 11 (French battleship), 17, 214 Aboukir, 4, 59, 178, plate 7 Abrek, 63, 252 Abyssinia, 52, 185 Acheron, 51, 214 Adder, 37, 289, plate 88 Admiral Boutakoff, 58, 248 Admiral Korniloff, 53, 60, 252 Admiral Nahimoff, 51, 59, 248, plate 63 ] Admiral Oushakoff, 58, 248 Admiral Senjavin, 58, 248 Aegir, 58, 225, plate 47 iEolus, 60, 186, plate 1 Aeran, 45, 260, plate 76 Agordat, 28, 63, 235 Ajax. 58, 178 Akaski, 62, 239 Akitsushima, 62, 239 Alabama, 52, 56, 264, plate 78 Alacrity, 62, 186 Alarm, 63, 186 Albany, 60, 267 Albemarle, 3, 56, 178, plate 9 Albion, 2, 51, 56, 178, plate 5 Alexander II., 57, 248, plate 63 Alexander III., 29, 56, 248 Alexandra, 58, 178 Alger, 60, 219,- plate 36 Almaz, 31, 62, 252 Almirante O'Higgins, 210, plate 26 Almirante Simpson, 210 Almirante Tamandare, 209 Amazone, 62, 228 Amethyst, 7, 186 Amiral Aube, 19, 59, 214, plate 35 Amiral Baudin, 48, 57, 214, plate 28 Amiral Duperre, 57, 214, plate 28 Amiral Trehouart, 48, 58, 214, plate 29 Amroiraglio di St. Bon, 26, 56, 233, plate 53 Amphion, 53, 60, 186 Amphitrite (British), 59, 187, plate 6 Amphitrite (United States), 58, 264 Andrea Doria, 57, 233, plate 49 Andromache, 60, 186, plate 1 Andromeda, 48, 59, 186, plate 6 Anson, 48, 57, 178, p'ate 3 Antelope, 63, 186 Antrim, 178 Apollo, 60, 186, plate 1 Archer, 53, 62, 186 Arethusa, 53, 60, 187 Aretusa, 63, 235 Argonaut, 51, 59, 187, plate 6 Argyll, 178 Ariadne (British), 59, 187, plate 6 Ariadne (German), 24, 62, 228 Arkansas, 35, 58, 264, plate 79 Armour, 293-319 „ advantages of the turret, 303 „ Beardmore 6-inch plates 310 ,, box battery for main deck, 304 ,, defects of casemates, 303 „ development of the armoured deck, 297 „ disposition of, in ships, 297-300 „ for protection of guns, 301, 306- „ improvements in, 295 Krupp plates, 308, 328 ,, necessity of armour-piercing projectiles, 332 „ reduced protection of barbettes, 317 „ resisting power of ship's armour- plates, 300, 314 „ the modern armoured ship, 299 „ thickness of plating reduced, 295 Armoured ships, Argentine, list of, 203 „ Austria-Hungary, list of, 205 Brazil, list of, 208 British, list of, 178-185- Chili, list of, 210 444 INDEX. Armoured ships, Denmark, list of, 212 „ France, list of, 214-218 „ Germany, list of, 225- 227 Greece, list of, 232 Italy, list of, 233, 234 ,, Japan, list of, 238 „ Netherlands, list of, 241, 242 „ Norway, list of, 245 „ Portugal, list of, 246 „ Russia, list of, 248-251 „ Spain, list of, 256 Sweden, list of, 260 Turkey, list of, 262 ,, United States, list of, 264-266 Arpad, 40, 205 Arrogant, 7, 8, 48, 61, 187, plate 2 Asahi, 56, 238 Asama, 59, 238, plate 51 Askold, 39, 59, 252 Aspern, 41, 206 Assaye, 63, 202 Astrasa, 48, 60, 187, plate 1 Atalanta, 52, 62, 267 Aurora (British), 51, 60, 178, plate 2 Aurora (Russian), 30, 59, 252 Australia, 48, 60, 178, plate 2 Austria-Hungary, Naval programme, 40 Auxiliary cruisers, British, list of, 201 „ „ France, list of, 224 „ „ Germany, list of, 231 „ ,, Italy, lint of, 237 „ „ Russia, list of, 255 „ „ United States, list of, 270, 271 Azuma, 59, 238 B. B (Austrian battleship), 40, 205, plate 20 Babenberg, 40, 205 Bacchante, 4, 59, 178, plate 7 * Baden, 58, 225 Baltimore, 60, 267 Barfleur, 8, 57, 178, plate 5 Barham, 48, 62, 187 Barracouta, 52, 62, 187 Barrosa, 62, 187 Barroso, 209 Battleships, British, 1-3, 56-58 „ British and foreign, com- pared, 56-58 „ French, 15-17, 56-58 „ German, 56-58 „ Italian, 56-58 ,, Japanese, 56-58 „ Russian, 5o-58 „ United States, 56-58 Bayan, 30, 59, 248, plate 65 Bayern, 58, 225 Bedford, 6, 59, 178, plate 13 Belford, 178 Belgium, ships belonging to, 272 Bellona, 6?, 187 Benbow, 48, 57, 179, plate 3 Benedetto Brin, 27, 56, 233, plate 50 Benjamin Constant, 209 Beowulf, 23, 58, 225, plate 47 Berwick, 6, 59, 179, plate 13 Blake, 59, 187, plate 4 Blanche, 52, 62, 187 Blanco Encalada, 210, plate 24 Blenheim, 51, 59, 187, plate 4 Blitz, 62, 228 Blonde, 62, 187 Bogatyr, 30, 59, 252, plate 65 Bombe, 63, 219 Bonaventure, 60, 188, plate 1 Boomerang, 188 Borodino, 29, 56, 248 Boston, 62, 267 Bouvet, 48, 56, 214 Bouvines, 48, 58, 214, plate 29 Boyarin, 31, 62, 252 Brandenburg, 56, 225, plate 47 Brennus, 48, 56, 215, plate 29 Brilliant, 60, 188, plate 1 Brisk, 62, 188 British Navy — American Squadron, 52 ,, Australian Squadron, 53 „ Cape of Good Hope Squadron, 52 „ Channel Squadron, 47, 48 „ China Squadron, 49, 51 „ East Indian Squadron, 50, 52 „ increase of personnel, 11 „ Mediterranean Squadron, 47,48 „ Paciric Squadron, 53 „ progress of, 1-14 „ Reserve Squadron, 47, 48 „ smaller battleships advo- cated, 54 „ the Fleet's appendages, 11, 398 Brooklyn, 51, 59, 264, plate 78 Bruix, 48, 60, 215, plate 30 Budapest, 205, plate 20 Buenos Aires, 41, 204, plate 17 Bugeaud, 51, 60, 219, plate 32 Bulgaria, ships belonging to, 272 Bulwark, 2, 48, 56, 179, plate 7 Bussard, 51, 62, 228 C 14 (French cruiser), 19, 215 Cfesar, 48, 56, 179, plate 14 I Cai'man, 58, 215, plate 30 INDEX. 445 Calabria, 02, 235 Calatafini, 63, 235 California, 6. 36, 59, 264, plate 80 Cambrian, 52, 60, 188, plate 1 Camperdown, 48, 57, 179, plate 3 Canopus, 2, 48, 56, 179, plate 5 Capitan Prat, 210, plate 24 Caprera, 63, 235 Captain Sacken, 63, 252 Caramuru, 209 Cardenal Cisneros, 43, 256, plate 74 Carlo Alberto, 59, 233, plate 53 Carnarvon, 179 Carnot, 48, 56, 215, plate 31 Casabianca, 63, 219 Cassard, 48, 60, 219 Cassini, 48, 63, 219 Cataluna, 43, 256, plate 74 Catherine II., 57, 248, plate 64 Catinat, 52, 60, 219 Cecille, 60, 219 Centurion, 8, 57, 179, plate 5 Cesarevitch, 56, 248, plate 72 Chacabuco, 41, 210 Challenger, 7, 61, 188 Chanzy, 48, 60, 215, plate 30 Charlemagne, 48, 56, 215, plate 31 Charles Mattel, 48, 56, 215 Charleston, 36, 59, 264, plate 86 Charner, 60, 214, plate 30 Charybdis, 52, 60, 189, plate 1 Chasseloup-Laubat, 51, 60, 219, plate 32 Chateaurenault, 18, 59, 219, plate 34 Chattanooga, 62, 267 Chicago, 60, 267 Chihaya, 63, 239 Chili, new battleships, 41 Chin-Yen, 58, 238, plate 55 Chitose, 60, 239 Chiyoda, 238 Cincinnati, 60, 267 Circe, 63, 189 Claes Horn, 261 Claes Ug. Dague, 63, 220 Dandolo, 58, 233, plate 49 D'Assas, 60, 220 446 INDEX. Davout, 62, 220 Decidee, 220 Denmark, Naval programme, 42 Denver, 62, 268 D'Entrecasteaux, 51, 59, 220, plate 34 De Ruyter, 42, 241 Desaix, 15, 18, 59, 215, plate 35 Descartes, 52, 60, 220, plate 33 Des Moines. 52, 268 D'Estrees, 52, 62, 220 Detroit, 62, 267 Deutschland, 58, 225 Devastation, 58, 180 Devastation, 21, 57, 215, plate 32 Devonshire, 6, 59, 180 Diadem. 48, 59, 189, plate 6 Diana (British), 48, 61, 189, plate 10 Diana (Russian), 30, 59, 252 Dido, 7, 61, 189, plate 10 D'Iberville, 63, 220 Dmitri Donskoi, 60, 249 Dogali, 62, 235 Dum Carlos I., 247 Dominion, 3, 56, 180, plate 9 Don Alvaro de Bazan, 257 Donau, 206 Don Juan de Austria, 268 Dona Maria de Molina, 257 Donegal, 6, 59, 180, plate 13 Doris, 61, ltd, plate 10 Dragonne, 63, 220 Drake, 4, 6, 59, 180, plate 6 Dreadnought, 58, 180, plate 8 Dristi^iheten, 45, 260 Dryad, 63, 189 Du Chayla, 48, 60, 220 Duilio, 58, 233, plate 49 Duncan, 3, 56, 180, plate 9 Dunois, 63, 220 Dupetit-Thouars, 15, 59, 215, plate 38 Dupleix, 18, 59, 216, plate 35 Dupuy de Lome, 21, 48, 59, 216, plate 33 Dvenadzat Apostoloff, 57, 249 E. E (Austrian cruiser), 40, 205, plate 21 Eclipse, 61, 190, plate 10 Ecuador, ships belonging to, 272 Edgar, 59, 190, plate 4 Edinburgh, 58, 180 Effective fighting ships built and build- ing, 64 Egypt, ships belonging to, 272 Eidsvold, 245, plate 62 Elba, 62, 235 Emanuele Filiberto, 26, 56, 233, plate 53 Emperador Carlos V., 256, plate 73 Empress of India, 48, 56, 180, plate 15 Encounter, 7, 61, 190 Endymion, 51, 59, 190, plate 4 Espervier, 63, 220 Esmeralda, 41, 210, plate 25 Espiegle, 7, 190 Espora, 204 Essex, 6, 59, 180, plate 13 Estremadura, 257 Etna, 60, 236 Ktruria, 62, 236 Euridice, 63, 236 Europa, 59, 190, plate 6 Euryalus, 59, 180, plate 7 Evertsen, 241, plate 60 Exmouth, 3, 56, 180, plate 9 F. Falke, 62, 228 Fantome, 7, 190 Faucon, 63, 221 Fearless, 62, 190 Fezibahri, 263 Fiermosca, 60, 236 Fleche, 48, 63, 221 Fleurus, 63, 221 Flora, 60, 190, plate 1 Florida, 35, 68, 264 Foo-Ching, 211 Forbin, 21, 62, 221 Formidable (British), 2, 48, 56, 180, plate 7 Formidable (French), 48, 57, 216, plate 28 Forte, 52, 60, 190, plate 1 Forth, 60, 190 Foudre, 48, 221 Fox, 52, 60, 190, plate 1 France, Atlantic Squadron, 52 „ China Squadron, 51 „ East India Squadron, 52 „ Mediterranean Squadron, 47, 48 „ Northern Squadron, 47, 48 „ shipbuilding programme, 15 Francesco Ferrucio, 28, 59, 233, plate 51 Francesco Morosini, 57, 233, plate 49 Frauenlob, 62, 228 Freya, 63, 228, plate 42 Friant, 51, 60, 221, plate 32 Friesland, 243 Frithjof, 58, 225, plate 47 Fuji, 56, 238, plate 56 Furieux, 21, 58, 216 Furious, 61, 191, plate 2 Fiirst Bismarck, 51, 59, 225, plate 43 G. Gaidamak, 63, 253 Galatea, 48, 60, 180, plate 2 Calilee, 48, 62, 221 Galveston, 62, 268 INDEX. 447 Garibaldi, 28, 41, 203, plate 18 Gaulois, 48, 56, 216, plate 31 Gazelle, 62, 228 Gefion, 60, 228, plate 44 Geier, 51, 62, 228 Geiser, 213 Gelderland, 243 General Admiral, 60, 249 General Admiral Apraxine, 58, 249 General Belgrano, 203, plate 18 General Mitra, 41, 203 General Koca, 41, 203 Georgia, 56, 264, plate 86 Georgi Pobiedonosetz, 57, 249 Germany, China Squadron, 49, 51 „ increase in personnel of Navy, 26 „ shipbuilding programme, 21 „ types of new battleships, 22, 23 Gertzog Edinburgski, 48, 60, 249 Gibraltar, 52, 59, 191, plate 4 Giovanni Bausan, 62, 236 Giuseppe Garibaldi, 59, 233, plate 51 Gladiator, 48, 61, 191, plate 2 Glatton, 58, 181 Gleaner, 63, 191 Gloire, 19, 59, 216, plate 35 Glory, 2, 51, 56, 181, plate 5 Goito, 63, 236 Goliath, 2, 51, 56, 181, plate 5 Good Hope, 4, 59, 181, plate 6 Gossamer, 63, 181 Gota, 45, 260 Grafton, 53, 59, 191, plate 4 Grampus, 289, plate 88 Grasshopper, 63, 191 Greece, ships ordered, 42 Greif, 62, 228 Gremiastchy, 51, 249 Grenade, 216 Griden, 63, 253 Gromoboi, 6, 51, 59, 249, plate 66 Grozjastchy, 249 Gueydon, 18, 59, 214, plate 38 Guichen, 59, 221 Gunboats, British and foreign, compared, 63 Gunboats for river service, 11 Gustavo Sampaio, 209 H. H (German battleship), 23, 56, 225 H (German cruiser), 62, 228 Habsburs, 40, 205, plate 22 Hagen, 58, 226, plate 47 Hai-Chi, 211 Hai-Shen, 211 Hai-Shew, 211 Hai-Yung, 211 Hampshire, 181 Hannibal, 48, 56, 181, plate 14 Hansa, 51, 60, 228, plate 42 Harald Haarfagre, 245 Harrier, 63, 191 Hashidate, 60, 239, plate 55 Hatsuse, 56, 238, plate 57 Hawke, 59, 191, plate 4 Hayti, ships belonging to, 272 Hazard, 63, 191 Hebe, 63, 191 Hecla 191 Heimclall, 23, 58, 226, plate 47 Hei-Yen, 58, 238 Hekla, 213 Hela, 62, 229 Helgoland, 212, plate 27 Henri IV., 16, 57, 216, plate 37 Hercules, 58, 181 Herluf Trolle, 42, 212, plate 27 Hermes, 7, 61, 191, plate 10 Hermione, 60, 191, plate 1 Hero, 48, 58, 181 Hertha, 51, 60, 229, plate 42 Hertog Hendrick, 42, 241 Highflyer, 52, 61, 191, plate 10 Hildebrande, 23, 58, 226, plate 47 Hoche, 48, 57, 216, plate 36 Hogue, 4, 59, 181, plate 7 Holland, 243, plate 61 „ (United States submarine), 289, plate 88 Hood, 48, 56, 181, plate 15 Hotspur, 52, 58, 181 Howe, 57, 181, plate 3 Hummel, 226 Hundaveudikiar, 263 Hussar, 63, 192 Hyacinth, 61, 191, plate 10 Hydra, 232, plate 48 Idzumi, 62, 239 Idzumo, 59, 238, plate 58 Iena, 15, 56, 216 Illinois, 32, 56, 264, plate 78 Illustrious, 48, 56, 181, plate 14 Immortalite, 60, 181, plate 2 Imperieuse, 59, 181, plate 10 Implacable, 2, 48, 56, 182, plate 7 Indefatigable, 52, 60, 192, plate 1 Independencia, 203, plate 18 Indiana, 52, 56, 264, plate 84 Indomptable, 48, 58, 217, plate 30 Internet, 52, 62, 221 Inflexible, 58, 182, plate 8 Intrepid, 61, 192, plate 1 Iowa, 52, 56, 264, plate 81 Iphigenia, 61, 192, plate 1 448 INDEX. Irene, 60, 229 Iride, 53, 236 Iris, 62, 192, plate 10 Irresistible, 2, 48, 56, 182, plate 7 Isabel la Catolica, 258 Isis, 61, 192 Isly, 60, 221, plate 36 Italia, 27, 57, 234, plate 52 Italy, Naval programme, 26 „ 2>ersoni}el 0f Navy, 28 Itsukushima, 60, 239, plate 55 Iver Hvitl'eldt, 212, plate 27 Iwate, 59, 238 Izumrud, 31, 62, 255 J (German battleship), 23, 56, 225 J (German cruiser), 62, 228 Jacob BaLige, 261 Jagd, 63, 229 Japan, Naval progress, 38 ,, 2,erso»nel °f NavT> 40 Japanese alliance, 50 Jason, 63, 192 Janreguiberry, 48, 56, 217, plate 37 Jean Bart, 21, 60, 221, plate 36 Jeanne d'Arc, 17, 59, 217, plate 38 Jemmapes, 48, 58, 217, plate 29 Jemtchug, 31, 62, 253 Jules Ferry, 19, 59, 217, plate 39 Juno, 61, 192, plate 10 Jupiter, 48, 56, 182, plate 14 Jurien de la Graviere, 20, 60, 221, plate 39 K. K (German battleship), 23, 225 Kagul, 30, 59, 253 Kaiser, 22, 58, 226 Kaiser (Ersatz), 24, 59, 226 Kaiser Barbarossa, 22, 56, 226 Kaiser Franz Joseph, 206, plate 21 Kaiser Friedricb III., 56, 226, plate 45 Kaiser Karl der Grosse, 22, 56, 226, plate 45 Kaiser Karl VI., 205, plate 19 Kaiser Wilhelm der Grosse, 56, 226, j date 45 Kaiser Wilhelni II., 56, 226, plate 45 Kaiserin Augusta, 51, 59, 229, plate 44 Kaiserin Elizabeth, 206, plate 21 Kaiserin Maria Teresa, 205, plate 19 Tvalcroula, 32, 253 Karrakatta, 63, 192 Kasagi, 60, 239, plate 59 Katahdin, 265 Katoomba, 53, 62, 193, plate 12 Kazarsky, 63, 253 Kearsarge, 35, 52, 56, 265, plate 82 Kent, 6, 59. 182, plate 13 Kentucky, 51, 56, 265, plate 82 Kersaint, 222 Khrabrv, 48, 249 Kins Alfred, 4, 59, 182, plate 6 King Edward VII., 3, 56, 182, plate 9 Kleber, 18, 59, 217, plate 35 Kninz Potemkine Tavritchesky, 29, 56, 249, plate 72 Kniaz Souvaroff, 29, 56, 249 Komet, 63, 229 Kondor, 62, 229 Konig Wilhelm, 226 Konig Wilhelm (Ersatz), 24, 59, 226, plate 46 Koningin Begentes, 241 Koninsnn Wilhelmina der Nederlanden, 241, plate 60 Kormoran, 62, 229 Kortenaer, 241, plate 60 Kreizer, 48, 252 Kronprinzessin Stefanie, 205 Kronprinz Budolf, 205, plate 22 Kurfurst Friedrich Wilhelm, 56,- 226, plate 47 L (German battleship), 23, 225 La Hire, 63, 222 Lalande, 62, 222 Lancaster, 6, 59, 182, plate 13 Lance, 48, 63, 222 Latona, 61, 193, plate 1 Latoucbe-Tieville, 60, 217, plate 30 Lauria, 57, 234, plate 49 Lavoisier, 48, 62, 222 Leander, 60 , Leda, 63, 193 Le^er, 63, 222 Leon Gambetta, 15, 19, 217, plate 39 Lepanto (Italian), 57, 234, plate 52 Lepanto (Spanish), 258 Leviathan, 4, 59, 182, plate 6 Levrier, 48, 63, 222 Libertad, 203, plate 18 Lieutenant Ilyn, 63, 253 Liguria, 63, 236 Linois, 48, 62, 222 Lombardia, (d2, 236 London, 2, 48, 56, 182, plate 7 Lord Brassey on " Naval Strength," 429-435 Lord Brassey on " The Fleet on Foreign Stations," 435-442 INDEX. 449 M. Magdala, 52, 185 Magenta, 48, 57, 217, plate 40 Magicienne, 62, 193 Magnificent, 48, 5t>, 182, plate 14 Maine, 33, 56, 265, plate 79 . Majestic, 48, 56, 182, plate 14 Manligheten, 45, 260, plate 76 Marathon, 62, 193 Marblehead, 62, 268 Marceau, 57, 217, plate 40 Marco Polo, 60, 234, plate 51 Marine engineering, 157-173 „ Admiralty Boiler Committee, 165 „ Babcock & Wilcox boiler, 172 ,, Belleville boiler, 165-172 „ combination of steam turbine and re- ciprocating en- gines, 163 ,, Parsons' steam tur- bine, 159-163 progress of inven- tion, 158 „ proposed new steam turbine vessels, 160 ,, trials of H.M. ships Hyacinth and Minerva, 165- 172 ,. weights of Navy and mercantile machinery, 167 Mars, 48, 56, 182, plate 14 Marseillaise, 19, 59, 217, plate 35 Marshal Deodoro, 208, plate 23 Marshal Floriano, 208, plate 23 Maryland, 36, 59, 265, plate 80 Massachusetts, 52, 56, 265, plate 84 Massena, 48, 56, 217 Matsushima, 60, 239 Mecklenburg, 22, 56, 226, plate 45 Medea, 62, 193 Medusa (British), 62, 193 Medusa (German), 62, 229 Melampus, 48, 61, 193, plate 1 Melpomene, 62, 193 Merchant cruisers, 11 Mercury, 62, 193 Merlin, 7, 193 Mersey, 60, 194 Messoudieh, 45, 262, plate 77 Meteor, 63, 229 Mexico, Naval programme, 42 „ shiDS belonging to, 272 Mikasa, 3, 38, 56, 238, plate 56 Milan, 62, 222 Mildura, 53, 62, 194, plate 12 Milwaukee, 36, 59, 265, plate 86 Minerva (British), 61, 194, plate 10 Minerva (Italian), 63, 236 Minin, 30, 60, 249 Ministro Zentino, 210, plate 26 Minneapolis, 59, 268, plate 80 Missouri, 33, 56, 265, plate 79 Mitraille, 217 Miyako, 62, 239 Moccassm, 37, 289, plate 88 Mohawk, 62, 194 Monadnock, 51, 58, 265 Monarch (Austrian), 205, plate 20 Monarch ( British), 52, 58, 182 Monmouth, 6, 59, 182, plate 13 Montabello, 63, 237 Montagu, 3, 56, 183, plate 9 Montcalm, 18, 59, 217, plate 38 Monterey, 51, 58, 265, plate 83 Montgomery, 62, 268 Morocco, ships belonging to, 272 Mutine, 7, 194 N. Naiad, 48, 61, 194, plate 1 Naiade, 222 Naniwa, 60, 240 Narcissus, 60, 183, plate 2 Naval estimates, Austria-Hungary, 40 British, 406-417 „ British First Lord's explanatory state- ment, 379-405 ,, Denmark, 42 French, 418-422 German, 423, 424 Italian, 425, 426 „ Netherlands, 42 ,, Norway, 43 ., Russian, 427 ,, Sweden, 44 „ United States, 428 Naval manoeuvres, British, 86-118 French, 119-125 German, 126, 127 Russian, 128, 129 Naval reserves, 65-85 ,, Colonial, 77 ,, fishermen eligible for, 77 „ need for, 67 „ of stokers, 72, 74 ,, regulations for, 76 ,, Royal Naval Artillery Volunteers, 79, 80 staff of, 84 „ strength of, 83 2 G 450 INDEX. Naval reserves, supply of seamen from Mercantile Marine, 68 ,, training of officers, 82 ., training of stokers, 73, 74 Naval Strength in China, 49 Navarin, 53, 57, 249 Nebraska, 56, 265, plate 86 Neptune, 21, 57, 217, plate 40 Netherlands, Naval programme, 42 Nevada, 35, 58, 265 Newark, 60, 268 New Jersey, 35, 56, 265, plate 86 New Orleans, 51, 60, 268 New York, 51, 59, 265, plate 85 Nicolai I., 48, 57, 250, plate 67 Niger, 63, 194 Niitaka, 39, 62, 240, plate 58 Nile, 48, 57, 183, plate 16 Niobe (British), 48, 59, 194, plate 6 Niobe (German), 24, 62, 229 Njord, 260 Noord Brabant, 244 Norge, 245, plate 62 Novgorod, 58, 250 Novik, 31, 62,253 Nueve de Julio, 204, plate 17 Nymphe, 24, 62, 229 0. Ocean, 2, 51, 56, 183, plate 5 Oden, 260 Odin (British), 7, 194 Odin (Denmark), 212 Odin (German), 58, 227, plate 47 Ohio, 33, 56, 265, plate 79 Oil fuel, 42 Oldenburg, 58, 227 Oleg, 32, 59, 253 Olfert Fischer, 42, 212, plate 27 Olympia, 60, 269 Onyx, 63, 194 Ordnance, 320-376 „ Accuracy and rapidity of fire, 344-346 „ Austrian Naval, 359 Bethlehem Steel Co., 375 British rifled, 356-358 „ Cordite versus nitro-cellulose powders, 335 Danish Naval, 360 Dutch Naval, 361 „ Elswick guns, 370 French Naval, 362, 363 „ German Naval, 364 „ Improvements in recent guns, 338-342 ,, Italian Naval, 365 Krupp Q.-F. guns, 373, 374 „ Prize-firing, 350-354 Ordnance, Protection to turret and bar- bette sights, 355 „ Russian Naval, 366 „ Schneider-Canet Q.-F. guns, •379 „ Spanish, 367 ,, Sweden aud Norway Naval, 368 „ Tables relating to conversion of measures, 376 „ The Gathmann gun trials, 320-326 „ United States Naval, 369 „ Vickers, Sons & Maxim's guns, 371 Oregon, 56, 266, plate 84 Orel, 29, 56, 250 Orion, 48, 58, 183 Orlando, 51, 60, 183, plate 2 Omen, 261 Oslayba, 30, 56, 250, plate 66 Otchakoff, 30, 59, 253 Otvazny, 51, 250 Pactolus, 62, 195, plate 12 Pallada, 30, 59, 253, plate 68 Pallas, 52, 62, 194, plate 12 Pamyat Azova, 30, 59, 250, plate 67 Pamyat Merkuria, 62, 253 Pandora, 7, 48, 6'J, 195, plate 12 Partenope, 63, 237 Pascal, 51, 60, 222 Patria, 204 Patrie, 15, 16, 56, 217 Pearl, 52, 62, 194, plate 12 Pegasus, 48, 62, 195, plate 12 Pelayo, 256, plate 75 Pelican, 207 Pelorus, 62, 195, plate 12 Pennsylvania, 36, 59, 266, plate 80 Peresviet, 29, 51, 56, plate 66 Perseus, 52, 62, 195, plate 12 Persia, ships belonging to, 273 Peru, ships belonging to, 273 Peter Veliky, 58, 250 Petropavlovsk, 51, 56, 250, plate 68 Pfeil, 62, 229 Phaaton, 53, 60, 195 Philadelphia, 60, 269 Philomel, 62, 195, plate 12 Phlegeton, 48, 217 Phcebe, 53, 62, 195, plate 12 Phoenix, 195 Piemonte, 62, 237 Piet-Hein, 242, pl*te 60 Pike, 289, plate 88 Pioneer, 48, 62, 195, plate 12 Pique, 51, 61, 195, plate 1 INDEX. 451 Plassey, 63, 202 Pobieda, 29, 56, 250, plate 66 Poltava, 51, 56, 250. plate 68 Polyphemus, 63, 195 Pomone, 52, 62, 195, plate 12 Porpoise (British), 62, 196 Porpoise (United States), 37, 289, plate 88 Posadnik, 63, 253 Pothuau, 48, 60, 214, plate 41 Powerful, 8, 59, 196, plate 11 Presidente Errazuriz, 210 Presidente Pinto, 210 Prince George, 48, 56, 183, plate 14 Prince of Wales, 3, 56, 183, plate 7 Priucesa de Asturias, 43, 256, plate 74 Prinz Adalbert, 23, 59, 227, plate 46 Prmz Heinnch, 23, 59, 227, plate 46 Prinzess Wilhelm, 60, 229 Prometheus, 62, 195, plate 12 Proserpine, 62, 195, plate 12 Protet, 60, 223 Psara, 232, plate 48 Psilander, 261 Psyche, 52, 62, 195, plate 12 Pueyrredou, 203, plate 18 Puglia, 62, 237 Puritan, 58, 266 Pyramus, 48, 62, 195, plate 12 Queen, 3, 56, 183, plate 7 Quinze de Novembro, 209 K. Racoon, 62, 196 Piainbow, 61, 196, plate 1 Rainha Amelia, 43, 247 Raleigh, 60, 269 Ramillies, 48, 56, 183, plate 15 Rattlesnake, 63, 196 Razboynik, 51, 254 Redoutable, 51, 58, 217, plate 32 Regina Elena, 27, 56, 234, plate 50 Regina Margherita, 27, 56, 234, plate 50 Reina Mercedes, 269 Reiua Regeute, 44, 259 Remier Claeszen, 242, plate 61 Relative strength of Navies, 48-54 Renard, 63, 197 Renown, 48, 56, 183, plate 11 Republique, 15, 16, 56, 218 Repulse, 4b, 56, 183, plate 15 Requin, 21, 48, 58, 218, plate 30 Reserves, Colonial, 12, 77 Royal Fleet, 13, 66 „ Royal Naval, 12 Resolution, 48, 56, 183, plate 15 Retribution, 61, 197, plate 1 Retvizan, 29, 56, 251, plate 70 Re Umberto, 56, 234, plate 52 Revenge, 48, 56, 184, plate 15 Rhode Island, 56, 266, plate 86 Riachuelo, 208, plate 23 Rinaldo, 7, 197 Ringarooma, 53, 62, 197, plate 12 Rio de la Plata, 259 Rodney, 57, 184, plate 3 Roma, 234 Rossia, 51, 59, 251, plate 69 Rostislav, 57, 251, plate 70 Roumania, ships belonging to, 273 „ ships projected, 43 Roxburgh, 184 Royal Arthur, 53, 59, 197, plate 4 Royal Oak, 4bi, 56, 184, plate 15 Royal Sovereign, 8, 48, 56, 184, plate 15 Ruggiero di Lauria, 57, 234, plate 49 Rupert, 48, 58, 184 Rurik, 51, 59, 251, plate 69 Russell, 3, 56, 184, plate 9 Russia, ChiDa Squadron, 51 „ Mediterranean Squadron, 48 „ Naval progress, 29 „ new docks in the Par East, 32 „ Pacific Squadron, 53 ,, personnel of Navy, 32 „ training transport, 32 llynda, 62, 254 S. Sachsen, 58, 227 Saetta, 63, 237 Santo Domingo, ships belonging to, 273 St. Barbe, 48^ 63, 223 St. George, 59, 197, plate 4 St. Louis (French), 48, 56, 218, plate 31 St. Louis (United States), 36, 59, 266, plate 86 Salamander, 63, 197 Salve, 48, 63, 223 Sandfly, 63, 197 San Francisco, 60, 269 San Martin, 203, plate 18 Sans-Pareil, 48, 57, 184, plate 16 Siio Gabriel, 247 Sao Rafael, 247 Sappho, 61, 198, plate 1 Sarawak, ships belonging to, 273 Sardegna, 56, 234, plate 52 Schwaben, 22, 56, 227, plate 45 Schwalbe, 51, 229 Scout, 48, 62, 198 Scylla, 61, 198, plate 1 Seagull, 63, 198 See-Adler, 62, 230 Selhnieh, 263 Severn, 48, 51, 60, 198 2 G 2 452 INDEX. Sevastopol, 51, 56, 251, plate G8 Sfax, 60, 223 Shadie, 263 Shark, 37, 289, plate 88 Sharpshooter, 63, 198 Shearwater, 198 Sheldrake, 63, 198 Shikishima, 56, 238 Siam, ships belonging to, 273 Sicilia, 56, 234, plate 52 Siegfried, 22, 58, 227, plate 47 Sinope, 57, 251, plate 64 Sinus, 61, 199, plate 1 Sir William White, resignation of, 14, 269, 379 Sissoi Veliky, 57, 251, plate 71 Skipjack, 63, 198 Skiold, 212 Slava, 30, 56, 251 South Dakota, 36, 59, 266, plate 80 Spain, Committee on National Squadron, 44 Spanker, 63, 198 Spartan, 61, 199, plate 1 Spartiate, 4, 59, 198, plate 6 Speedwell, 63, 198 Speedy, 63, 199 Spetsai, 232, plate 48 Spider, 63, 199 Stromboli, 60, 237 Styx, 51, 218 Submarine boats, 20, 28, 37, 144-156, 399 Suchet, 52, 60, 223 Suffolk, 59, 184, plate 13 Suffren, 16, 56, 218, plate 41 Sully, 15, 19, 59, 218, plate 35 Sultan, 58, 184 Suma, 62, 240 Surcouf, 51, 62, 223 Surprise (British), 62, 199 (French), 223 Sutlej, 4, 59, 184, plate 7 Svea, 45, 260 Svietlana, 60, 254 Sweden, Naval programme, 44 „ proposed new cruiser, 45 Szigetvar, 41, 207 T. Tacoma, 62, 269 Tage, 52, 60, 223 Takachiho, 60, 240 Takasago, 60, 240, plate 54 Talbot, 8, 51, 61, 199, plate 10 Tamoyo, 209 Tapperheten, 45, 260, plate 76 Tartar, 62, 199 Tatsuta, 63, 240 Tauranga, 62, 199, plate 12 Tchesme, 57, 251, plate 64 Tejo, 43, 247 Tempete, 48, 58, 218 Terpsichore, 52, 61, 199, plate 1 Terrible (British), 8, 51, 59, 199, plate 11 Terrible (French), 58, 218, plate 30 Texas, 58, 266, plate 87 Thames, 60, 199 " The Invasion of England," 130-143 Theseus, 48, 59, 199, plate 4 Thetis (British), 61, 199, plate 1 Thetis (German), 24, 51, 62, 230 Thor, 260 Thule, 45, 260 Thunderer, 58, 185 Timbira, 209 Tokiwa, 59, 238, plate 54 Tonelero, 209 Tonnant, 58, 218 Topaze, 7, 200 Torkenskjold, 245 Torpedo-boat destroyers, structural strength of, 10 „ trials of, 9 Torpedo-boat flotilla, Argentine, list of, 277 Austria - Hungary, list of, 277 Brazil, list of, 278 British, list of, 274- 276 British Colonial, list of, 276 Chili, list of, 278 China, list of, 279 Costa Rica, list of, 279 Denmark, list of, 2 79 France, list of, 280- 282 Germany, listof, 282 Greece, list of, 283 Italy, list of, 283 Japan, list of, 284 Mexico, list of, 284 Netherlands, list of, 285 Norway, list of, 284 Portugal, list of, 285 Roumania, list of, 285 Russia, list of, 286, 287 Spain, list of, 287 Sweden, list of, 288 Turkey, list of, 288 United States, list of, 289 Torpedo gunboats, British and foreign, compared, 63 Trabant, 207 INDEX. 4 5 -'5 Trafalgar, 48, 57, 185, plate 16 Tria Sviatitelia, 29, 56, 251, plate 64 Tribune, 52, 61, 199, plate 1 Tripoli, 63, 237 Troude, 21, 62, 223, plate 58 Tsushima, 39, 62, 240 Tupy, 209 Turkey, Naval programme, 45 „ new cruisers, 46 25 de Mayo, 204 U. Unibria, 62, 237 Undaunted, 60, 185, plate 2 Unnamed ships (Chinese cruiser), 211 „ (Italian battleship), 234 „ (Japanese cruiser), 60, 240 „ (Norwegian coast de- fence), 245 „ (Eussian cruisers), 62, 254 ,, (Turkish cruisers), 263 „ (United States battle- ships and cruisers), 266 United States, Atlantic Squadron, 52 ,, China Squadron, 51 ., Naval programme, 32 ,, new battleships, 34 ., increase of personnel of Navy, 37 „ projected cruisers, 36 Urania, 63, 237 Uruguay, ships belonging to, 273 Utrecht, 244 Valkyrien, 213 Valmy, 48, 58, 218, plate 29 Varese, 28, 59, 234, plate 51 Varyag, 31, 51, 59, 254, plate 71 Vasco da Gama, 43, 246 Vauban, 218 Vautour, 63, 223 Venerable, 3, 56, 185, plate 7 Venezuela, ships belonging to, 273 Vengeance, 1, 56, 185, plate 5 Venus, 61, 200, plate 10 Vestal, 7, 200 Vesuvio, 60, 237 Vettor Pisani, 59, 234, plate 53 Victor Hugo, 6, 15, 19, 59, 218, plate 39 Victoria and Albert, 11, 398 Victoria Luise, 60, 230, plate 42 Victorious, 48, 56, 185, plate 14 Vindictive, 48, 61, 200, plate 2 Vineta, 60, 230, plate 42 Virginia, 56, 266, plate 86 Vitiaz, 30, 59, 254 Vittorio Emauuele III., 27, 56, 234, plate 50 Vladimir Monomach, 60, 251 Voevada, 63, 254 Vulcan, 48, 200 Vzadnik, 63, 254 W. Wacht, 63, 230 Wallaroo, 53, 62, 200, plate 12 Warspite, 59, 185, plate 10 Wasa, 45, 260, plate 76 Wattignies, 63, 223 Weissenburg, 56, 227, plate 47 West Virginia, 36, 59, 266, plate 80 Wettin, 22, 56, 227, plate 45 Wien, 205, plate 20 Wisconsin, 33, 56, 266, plate 78 Wittelsbach, 22, 56, 227, plate 45 Worth, 56, 227, plate 47 Wiirttemburg, 58, 227 Wyoming, 35, 58, 266 Yakumo, 59, 238 Yashima, 56, 238, plate 56 Yayeyama, 39, 62, 240 Yoshino, 60, 240, plate 59 Z. Zabiaka, 51, 254 Zahringen, 22, 56, 227, plate 45 Zeeland, 244 Zelee, 223 Zenta, 41, 207 LONDON : PRINTED BY WILLIAM CLOWES AND SONS, LIMITED, DUKE STREET, STAMFORD STREET, S.E., AND GREAT WINDMILL STREET, W. University of Toronto