^*K^^< #\f 4\ / .>i^\^ i^Sv J5*«i*.w v-^*.^ ■.■^ ,»-,. .5,-^,s^-»_>.. B*W!tWt**lttWA^( SX^^ ws\ .>. VX.V.^»^fa«>^fei^..t^ ©mcere' IReference Xibrar?, DOVER. 2^ .r.fs2„ Section....'yr. yir This work is valued at It must be returned within 14 days but may be re-issued at the discretion of the Librarian. m- Officers should see that the books are perfect when issued, as all damage will be charged against the last holder. Date of Purchase : \^ A // •^ lY p A /:' ,-^> THE NAVAL ANNUAL, 1912. EDITED BY VISCOUNT HYTHE, D.C.L., A.I.N.A., Honorary Fellow of Balliol ; Commander of the Order of the Crown of Italy. PART I.— Earl Brassey, G.C.B. ; Sir William H. White, K.C.B. ; Commander C. N. Eobinson, R.N. ; John Leyland ; Alexander Richardson; and the Editor. PART IJ. — List of Ships : Commander C. N. Robinson, R.N., and John Leyland. Plans of Ships : S. W. Barnaby, M.I.N.A. PART IIL— Armour and Ordnance: Commander C. N. Robinson, R.N. PART IV. — First Lord's Memorandum, and Speech on Intro- duction OF Navy Estimates ; British and Foreign Estimates. 1912. J. GRIFFIN AND CO., 2, TiFK Hard, PoRTSMOHTn. (booksellers to her late majesty queen victoria.) Foreign Agents : PARIS: hOyVEAU & CHEVILLET, 22, RUE DE LA KANQUE. NEW YORK: I). VAN NOSTRANl> COMPANY. BERLIN: W. H. Ki'HL. UONO KO.NO, SHANGHAI, AND YOKOHAMA: KELLY, WALSH A CO. TOKYO & O.SAKA: M ARl /.ENKAHrsHI KI-KAISUA. TOKYO: THE METHOUIST Pt'BLISIIlNci COMPANY. BUENO.S AYKES: MITCHELL'S BOOK STORES. LONDON : PRINTED BY WILLIAM CLOWES AND SONS, LIMITED, DUKE STREET, STAMFORD STREET, S.E., AND GREAT WINDMILL STREET, W. PREFACE With the growth of naval preparations in almost every country of the world, the work of preparing the Naval Annual for publication becomes heavier. The only important Power which has not increased her new construction during the year under review is the United States. (rermany is adding to her naval programme; but even more note- worthy is the progress of the Navies of France and Eussia. The fact that both countries have set their naval administration in better order, and are building up powerful fleets, will tend to preserve the balance of power in Europe. The year has been one of unprecedented activity in British shipbuilding yards. A number of important ships are in hand for foreign navies. And it is interesting to note that our great private shipbuilding firms are extending the sphere of their activities. Messrs. Armstrong, IMessrs. Vickers, and IMessrs. John Brown & Co., are directly connected with the new construction now going forward in Spain and Eussia, and the first-named firm with that about to be undertaken in Canada. In his speech in the House of Commons on March 18th, the First Lord of the Admiralty described the steps that will be taken to main- tain that command of the sea which is absolutely indispensable to our national existence, and set forth the only lines on which a reduction of expenditure on naval armaments can be brought about. The determination of the Government, as expressed by the First Lord, has been received with general approval. Hardly a dissentient voice has been raised. The fact that the people of this country appreciate the importance to them of the Navy, and the growing disposition of the Oversea Dominions to assist the Motherland in the defence of the Empire against aggression, are to a Britisher the most satisfactory features in the past year. To one point of naval policy referred to in the following pages special attention may be directed. From time to time the argu- ments against the growth of dimensions have been set forth in the Naval Anniial. These arguments apply with special force to-day as regards the latest type of battle-cruiser, wliich is some 10,000 tons larger and costs from £250,000 to i;500,000 more than earlier vessels of the type. There is a noticeable growth of IV PREFACE. opinion among naval constructors and others that the advantage of a knot or two in speed is much too dearly purchased. The weighty words Avith which Sir William White concludes his chapter, and the paper read by Admiral Sir Eeginald Custance at the Spring meeting of the Institution of Naval Architects, merit the serious consideration of those responsible for the administration of the Navy. Part I. of the present volume contains the usual reviews of the progress of Navies and comparative strength, which, for the reasons already given, involve far more work for the Editor than was the case a few years ago. Lord Brassey offers some suggestions on Naval Ad- ministration. Commander Eobinson contributes an i nteresting account of the Italian naval operations, and Mr. Leyland's paper on Naval War Staffs gives an excellent survey of what is required for the British Navy. Mr. Eichardson discusses machinery problems in high-powered warships. Sir William White, by special request, writes on a subject of which he is a master. Commander Eobinson's work has been carried through in spite of serious illness. Mr, Barnaby remains responsible for the plates of ships. Part IV., in addition to the usual matter, contains the First Lord's speech of March 18 th, already referred to, and some papers regarding the Dominion Navies. After twenty-one years' work, the Editor had serious thoughts of discontinuing the publication of the Naval Annual. The book was started by Lord Brassey, in the first instance for the benefit of Naval officers, and secondly to bring together reliable information in convenient form to awaken general interest in the Navy. With these objects in view it has been continued by the present Editor. The Admiralty now circulate to Naval ofiicers far more information than they did some years ago. Other Annuals have come into existence. The Navy League Annual, from being a cheap publication which it was well for the Navy League to issue, has developed into a volume in the style of the Naval Annual, and to some extent competing with it. There might therefore seem to be less reason for carrying on the Naval Annual now than in days gone by. But after consultation with Naval officers and others whose opinion was of value the Editor came to the conclusion that the book was of real service to the Navy and the country, and that the time and trouble devoted to making the information given as reliable as possible were not thrown away. CONTENTS. PART I. CHAPTER I. Suggestions on Naval Administration Earl Brassey 1 CHAPTER II. The British Navy Editor 19 Foreign Navies CHAPTER III. CHAPTER IV. (Editor •> {John Leyland] 36 Comparative Strength Editor 69 Comparative Tables .. 83 CHAPTER V. Machinery Problems in High-Powered Warships Alex. Bichardson 91 Naval War Staffs CHAPTER VI. CHAPTER VII. John- Leyland 11 Recent Changes in Warship Design (at special request of the Editor) Sir Williavi White 124 CHAPTER VIII. The Toeco-Italian War .. .. Commander C. N. liohinaon 146 PART 11. LIST OF BRITISH AND FOREIGN SHIPS. Commauder G. N. Robinson, K.N., and John Leyland. PLANS OF BRITISH AND FOREIGN SHIPS. S. W. Baknaby, M.I.N.A. VI THE NAVAL ANNUAL. PART III. ARMOUR AND ORDNANCE. ORDNANCE TABLES. Commander C. N. Kobihson, R.N. PART I y . First Lord's Statement First Lord's Memorandum on Naval War Staff British Navy Estimates Programme of Shipbuilding .. First Lord's Speech (House of Commons, March 18th) GUNLAYERS' TeSTS Battle Practice in H.M. Fleet .. AUSTRO-HUNGARIAN NaVY ESTIMATES French Navy Estimates German Navy Estimates Italian Navy Estimates Japanese Navy Estimates Russian Navy Estimates Turkish Navy Estimates United States Navy Estimates Imperial Conference, 1911 : The Defence Scheme Australian Navy: Admiral Sir Reginald Henderson for Naval Board .. Numbers of Perhonnel of Principal Navies Suggestions PA8E 367 385 395 408 412 435 445 446 447 451 453 455 456 457 458 459 462 467 LIST OF ILLUSTEATIONS. H.M.S. Monarch H.M.S. Dartmouth . Danton (French battleship) Kaiser (German battleship) Moltke (German battle-cruiser) . Imperator Pavel I. (Russian battleship) Von der Tann (German battle-cruiser) Frontispiece facing -page 26 38 45 46 53 138 DIAGRAM Showing the Expenditure on New Construction during the years from 1880-81 to 1912-13 facing page 411 PAET I. CHAPTEK I. Suggestions on Naval Administration. In submitting some suggestions on naval administration, the writer well knows how slender is the aid which outsiders can give to those in places of responsibility. Points in connection with the Auxiliary services may sometimes be overlooked. The present paper is largely compiled from the contributions of past years to the Naval Annual. To maintain supremacy at sea without adding unduly to the public charge has been the aim continually in view. Eeluctantly following naval developments elsewhere, the British Navy Es- Navy Estimates have been brought to a vast total : — compared 1909. J911. Total Expenditure. STew Construction. Total Expenditure. New Constraction. Great Britain . Germany United States . £ 36,000,000 20,000,000 29,000,000 £ 11,000,000 10,000,000 8,000,000 £ 45,000,000 22,000,000 26,000.000 £ 17,500,000 12,000,000 5,250,000 In the eleven years 1900 to 1910, the Navy Estimates have aggregated — for Great Britain, £383,000,000 ; Germany, £157,000,000; United States, £240,000,000. Our expenditure has grown in enormous proportions. Our supremacy sliould be beyond question. How do we stand ? In men, in ships completed, in ships in commission, we hold a commanding position. In new construction, as measured by the amounts voted, we have not in recent years maintained the two-Power standard. New Construction. Great Britain. United States. Germany. £ £ £ 1909-10 11,074,550 7,976,897 10,177,000 1910-11 14,741,174 6,889,005 11,398,000 1911-12 17,567,000 5,343,789 11,710,000 It is not contended that progress has not been suniciently rapid for present needs. We have to look lo the liitun!. If increased B 2 THE NAVAL ANNUAL. construction should be required, it may be possible to put a check on expenditure for other services. Manning. xhis brings us to the policy in regard to manning. In numbers we far exceed the two-Power standard. Costs of manning must be high under a voluntary system. Navy Pay, 1911-12. Numbers. Wages. Great Britain 134,100 7,511,500 United States .... I ( 60,500 7,206,211 Germany [l910 57,355 1,910,010 Prance ) | 57,500 2,533,043 In addition to wages and victualling, expenditure must grow on the maintenance of ships kept in commission, largely for purposes of training. The cruisers of the larger classes at sea under the British flag vastly outnumber those under foreign flags. The Admiralty insist on manning all effective ships with full crews of permanent men. In this they stand alone. No naval Power has ever yet maintained in peace the full numbers required in war. In the greatest period of our naval history the fleets were not manned by permanent men. The number of seamen in the British Navy was increased from 17,000 in 1792 to 120,000 in 1798 ; from 78,000 in 1802 to 140,000 in 1808. In the Crimean War the numbers were increased from 39,000 in 1852 to 76,000 in 1853. In the Civil War, the personnel of the Navy of the United States increased from 7000 men at the beginning to 58,000 men at the close. In the w^ar with Spain, the numbers were doubled. Permanent men are required for gunnery, torpedo and signalling ratings, and for other services. Many duties may be efficiently necessary performed, under supervision, by untrained men. When the ships ratings. of all nations were assembled at Spithead to do honour to his late lamented Majesty, on the occasion of his Coronation, the present writer paid a visit to the American flag-ship. Out of a total crew of 700 men, no less than 135 were drawn from the inland States, chiefly from Chicago and the vicinity. The captain of the ship spoke highly of these men. They had fully compen- sated for their inexperience as seamen by the pains they had taken to acquire a knowledge of their duties. In addition to the novices the complement included ninety-five apprentices. The ship's company was regarded by their officers as thoroughly efficient, although consisting, as to a full third of the total number, of Highly trained men not MANNING. 3 untrained men. In the fleets of all the Naval Powers, a considerable percentage of the crews are landsmen. In comparisons of strength, we do not reckon foreign ships to be inefficiently manned. The continual increase in the demands for manning the Navy Lord was viewed with apprehension by Lord George Hamilton, a Naval Hamff- adniinistrator of long experience. In his Memorandum on Navy ^°^- P2stimates for 1902, he described the steps which he proposed to take for the reinforcement of the Eeserve : — " It seemed to be quite unreasonable to expect that the whole of the extra force, required to man om* greatly increased Fleet, should exclusively consist of officers and men on the permanent establishments of the Navy, of continuous service, and entitled to pension. He was anxious to associate the increase of the permanent establishments with a steady growth in the numbers and efficiency of the Eoyal Naval Reserve." In fixing the numbers of the permanent men, the probable Lord wastage in naval warfare must be considered. This subject was mouth, discussed at the Colonial Conference of 1907. In his address on naval policy Lord Tweedmouth said : — " The question of manning was a very important one. The present view of the Admiralty undoubtedly was, after very careful consideration of the whole subject, that the conditions of modern war probably would lead rather to the loss of ships than of men. The results of the Japanese "War, and other experience, had shown that there was always a con- siderable number of men saved, even if a ship be lost, and that the loss of men in battle was smaller in naval warfare than on land. As war went on we should find that we had a number of men at our disposal, whose ships had been either damaged or lost." On naval as on other questions, opinions, perhaps unconsciously, depend on the point of view. The Colonial Governments had offered assistance in the maintenance of the Imperial Navy by the enrolment of Naval Reserves. The Admiralty had desired to obtain financial aid. Hence, perhaps, the statement that reinforcements of the personnel were not urgently required. If the Naval Members of the present Board concur in the opinion of the Admiralty, as conveyed to the Colonial Conference in 1907, the necessity may seem less urgent than formerly for a continued increase in the numbers of our permanent men. Whatever be the view as to the reliability of Reserves and as to Numbers wastage, the demands for the permanent force must be based on the ° ™^°" number of effective ships which the Admiralty undertakes to man. If we place ships in reserve in the great ports of the outer Em])ire, the Colonial Governments may help in regard to manning. It is B 2 THE NAVAL ANNUAL. Commis- sions and Commit- tees on Manning. necessary to distribute as well as to concentrate our forces. I was serving at the Admiralty at the time of the Penjdeh incident. War with Kussia was imminent. We were ill prepared. In the ports of Australasia, doing a Colonial and oversea trade, now reckoned in hundreds of millions, a panic prevailed, not altogether unwarranted, humiliating to the homeland, responsible for giving protection, and with no fast vessels in our squadrons. Two steamers of the P. and 0. Company were hastily fitted out as cruisers at Hong Kong and Sydney. Heavy expenditure was incurred ; no hastily improvised force can be really effective. Let us take warning from the past. As we continue from year to year to build cruisers specially designed for naval operations in European waters, we should place in reserve in the ports of the outer Empire vessels which we can spare, and which may for many years be valuable for the protection of the coasting trade of Australia, if threatened by a stray raider. It would relieve the pressure on the Imperial resources if the complements could be filled up from the Naval Eeserves of the Colonies. This subject will be resumed later in dealing with the scrapping of ships. We have now to consider the steps to be taken for the reinforce- ment of the Eeserves. The subject has been examined again and again by Eoyal Commissions and Departmental Committees, on which able statesmen have served. The continuous-service system, which has given to the Navy our force of permanent men, was introduced, in pursuance of the recommendations of a Committee of Naval Officers, appointed in the year 1852 by the Duke of Northumberland, then First Lord of the Admiralty. Our Eoyal Naval Eeserve force, recruited from the Merchant Service and the fisheries, was created on the recommendations of a Eoyal Commission, appointed in 1859, to consider the manning of the Navy by methods more suitable than the press gang. In 1902 a Committee, of which Lord St. Helier was Chairman, inquired into " the increasing employ- ment of lascars and foreigners in the Merchant Service, and the effect of such employment upon the reserves of seamen of British nationality available for naval purposes in peace and war." In 1903 the Admiralty appointed a Committee on the Naval Eeserves. Sir Edward Grey was Chairman. The Navy was represented by Sir Edward Seymour, Admiral Henderson and Sir Hedworth Lambton ; shipowners, by the late Sir Alfred Jones ; the Treasury, by Sir Francis Mowatt; and the Board of Trade by Mr. Clarke Hall. The proposals set forth in the present Memorandum are largely based on the recommendations of Sir Edward Grey and his colleagues. RESERVES. As a preliminary to the consideration of suggestions for the Reserve's ir J 11 present reinforcement of the Eeserve, let us note the present strength. strength. Number voted 1902-03 1911-12 Roval Naval Reserve 27,280 20,335 Royal Fleet Reserve 10,500 17,150 Pensioners 5,578 7,550 Colonial Reserves — 1,550 Roj-al Naval Artillery Volunteers — 4,400 Total Reserves . . . 48,358 50,985 The first reserves for manning the Navy are the Coastguard and Coast- the Marines. The Coast-guard are seamen of long and meritorious service. They may be kept up to date by re-qualifying in the training establishments. When mobilised they give to the Service afloat the example of good discipline. They exemplify to the younger men the reward the Service has to offer to those who deserve. It is regrettable that the number of the Coast-guard has been reduced. In the Eoyal Marines we possess another reserve, which has Marines. never failed us. While the Seaman-class men have been continually increased, the Marines have been cut down. The recent policy seems unwise. The JNIarines are an amphibious force, specially adapted to our requirements — good soldiers on land ; on board ship well disciplined and a working power, giving to the Navy some gunners of rare skill. Passing from the forces permanently embodied, we turn to men ^5*^^^ trained in the Navy, and who have done service in the Fleet. By Reserve, the creation of the lioyal Fleet Eeserve, men who leave the Navy without pensions, but witli some years of training in the Fleet, are not, as formerly, lost to the country. The increase in the Eoyal Fleet Eeserve has made good the reduction in numbers in the Eoyal Naval Eeserve. Turning to the means of recruiting from the Mercantile Marine Stokers. and the civil population, trained stokers are the men whom the Navy chiefly needs. Sir Edward Grey's Committee was satisfied that the Merchant Service firemen would do good work in the stokehold and be amenable to discipline. The Navy Estimates for 1911-12 provide for a reserve of 5 GOO stokers. With a Mercantile Marine which gives employment in steam vessels to a quarter of a million of men, there sliould be no difficulty in increasing the numbers as required. Eecruiting should be under the supervision of retired engineers, stationed at the chief mercantile ports. All the seventeen officers at present employed in the recruiting service are retired officers of j\Iarines. The Navy requires firemen for service in tropical climates. The Lascar Committee on Eeserves recommended that a Eeserve of Lascars and THE NAVAL ANNUAL. Royal Naval Volun- teers. Colonial Naval Reserves. Kroomen should be enrolled. Large; numbers are employed in the trade under the British flag with the East by the Suez Canal, passing through the hottest region of the globe. Lord St. Helicr's Committee formed a most favourable impression of the lascars, belonging to the ISTorthern races of India, who had come before them as witnesses. They did not feel competent to express any decided opinion on their employment in men-of-war. They had no doubt of their desire to be so employed, or of their competency, at least in the capacity of stokers and firemen. The Committee on Eeserves reported that a body of volunteers would prove a most useful auxiliary branch of the personnel of the Navy in time of war : — " With only a slight knowledge of sea work, but with training in the use of naval arms, landsmen would be a])le on occasion to render most useful service." The first enrolments were made when • Lord Goschen was first Lord of the Admiralty. The recruits of those early days were full of zeal and enthusiasm, not, perhaps, always associated with ready submission to authority. They insisted too much on being classed as executives and as seamen. They were disbanded, to the great regret of all concerned. On the advice of Lord Fisher the force has been reconstituted and organised in six divisions : Commander London The Hon. Eupert Guinness, C.B. Clyde Marquess of Graham, C.B. Tyneside Commander Lloyd, Pi.N., C.B. Sussex Viscount Curzon. Bristol The Hon. Cyril Ward, Lieut. E.N. Mersey Sir Eichard Bulkeley, Bart. The Admiralty provide an admirable staff of instructors. They have been liberal in appropriations for the construction of drill sheds. The force now numbers over 4000 efficients. On the Clyde and the Tyne the newly entered men are recruited largely from building yards, in which ships of the most powerful type are constructed for the Navy. It would be possible to raise volunteers in large numbers. After a short training they would be efficient for many duties, and especially as a reserve to the artificers of the Fleet. The Committee on Eeserves recommended the enrolment of volunteers as a Eeserve to the Marines, and to receive a similar training. The Colonies are well able to give Eeserves for the manning of the Navy. At Colonial Conferences, Premiers and Ministers have enlarged with just pride on the quality and number of their maritime populations. In his address to the Colonial Conference of 1907, it was claimed by Sir Eobert Bond, on behalf of Newfoundland, that RESERVES. 7 the fisheries of that Island gave employment to 60,000 hardy men. " For more than 400 years they had been a recruiting ground for the British Navy." Some 500 men have already been enrolled as a Eeserve, and embarked in His Majesty's ships. The reports as to discipline, sailor-like qualities and efficiency have been most satis- factory, A Naval Eeserve of 5000 men could be raised in Newfoundland. On the same occasion Mr. Brodenr pointed to the efforts which the Government of Canada had made to train Eeserves for the Navy. They had been the first among the States of the Outer Empire to fit out sea-going ships for training. The seafaring people of Canada number not less than 70,000 men. Australia has a considerable seafaring population. The number available as recruits for the Naval Eeserves exceeds 30,000 men. Eear-Admiral Sir William Cresswell, first Naval Member of the Board of Naval Administration for the Commonwealth, has l)een an able and strenuous advocate for the creation of a local naval force. He has recommended the enrolment of a Eeserve of 5000 men for service, not limited to the Australasian Squadron. He has developed schemes for enrolment and training, and shown the many services which the Australian Eeserves could render to the Imperial Navy. All squadrons east of Suez and west of the Horn could be most rapidly and safely reinforced from Australia. The Australian Eeserves might take the place of continuous-service men, who would be better utilised in the Battleship Squadrons. The Navy Estimates for 1911-12 provide for 550 Naval Eeserve men in Australia, one- tenth of the number which Admiral Cresswell desired to enrol. It is a beginning. The enrolment of Colonial Eeserves is commended by those Political political considerations on which the Committee on Eeserves insisted, tjous. In their view a proportion of the company of every ship on a foreign station should consist of Colonial Eeserve men. If this rule were observed, it would encourage the spirit of partnership in the Imperial Navy and distribute Eeserve men evenly through the whole fleet. If the recommendations respectfully submitted should be adopted, the total strength may be as under : — Eoyal Fleet Reserve o 0,000 Eoyal Naval Eeserve 15,000 Eoyal Naval Volunteers 5,000 Stoker Eeserve 5,000 Lascar Eeserve 5,000 Colonial Eeserve 10,000 Total 70,000 ping. S THE NAVAL ANNUAL. The Eeserves as proposed for the British Navy do not exceed those of Continental Powers. With stronger and more fully trained Eeserves there should be no present need for a larger force of permanent men. Scrap- "VVe have now to consider the training of Colonial Eeserves and, in this connection, the scrapping of ships. It should be the policy of the Admiralty to give all the aid they can to tlie Colonial Govern- ments, in their patriotic endeavour to relieve the homeland of the heavy charge for their local defence. The Colonial naval forces will require gunnery ships and small cruisers for that training at sea which is essential to efficiency. Ships have been scrapped which would have been valuable in Australasia. It has been a wise policy, largely due to the initiative of Lord Fisher, to put out of the dockyards vessels hopelessly inefficient for every service. The policy may be carried too far. At the Admiralty eyes are ever fixed on the latest ships of the most formidable foreign Power which we must be prepared to meet. We have to look at the naval position as it must be considered in Australia. And first let us take the battleships. Ships of the latest type are few in distant seas. Japan has two Dreadnoughts built, and three building. The other battleships of the Japanese Navy, eleven in number, are similar in armament, protection, and speed to the battlesliips we have lately sold at nominal prices. The list included ten ships completed as recently as 1894 — two, the Nile and Trafalgar, completed in 1900 — all of large dimensions, powerfully armed, of good speed, with ample coal and in sound condition. As the supply work of destruction goes forward, the fifteen older ships now on the list of effectives may shortly disappear. We have six sliips Canopus type, date of launch 1897-9, cost £900,000 ; and nine Majesties, date 1894-6, cost £1,000,000. These ships carry four 12-in. and twelve 6-in. guns. Amidships and in the gun positions they are stoutly armoured. They are well adapted for service as gunnery ships. They would greatly strengthen the flotillas at present avail- able in Australasian waters. The great ports of Australasia — Melbourne, Sydney, Brisbane, Adelaide, Perth, Wellington, Hobart — are situated at the head of deep inlets of the sea. The channels of approach are narrow and tortuous, between banks and shoals, in some parts too far from the land for effective defence by shore batteries. When the present writer was serving as Governor of Victoria, Vice-Admiral Sir George Neville was in command of the Naval forces. The local Navy was a harbour-defence flotilla, consisting chiefly of torpedo vessels and gunboats. It included one small SCRAPPING. 9 coast-defence monitor, the Cerberus, liiunched in 1868. Such a vessel might have been put aside in Home waters as obsolete. Far away under the Southern Cross, a different appreciation may be formed as to the fighting efficiency of vessels. In a report addressed to the Minister of Defence Sir George Neville strongly urged that the Cerberus should be kept in a state of efficiency. His recommenda- tions as to the Cerberus rested upon considerations which apply generally to Australian defence. The attack would be sudden. The Australian squadron would be concentrated, and possibly 2000 miles away. It was necessary to possess some means of defence by local forces afloat and ashore. The vessels making the attack would be unarmoured fast cruisers, unable to withstand the fire of heavy guns. Under cover of darkness it would be possible to force wide entrances defended by fixed forts. In the narrow inshore channels an armoured vessel would effectively bar the way. If the Cerberus could be recommended as effective for port defence, many vessels we have lately sold should have been deemed worth repair and maintenance for purposes of harbour defence, and as gunnery ships. We have been hasty in the scrapping of cruisers. In the Minute on Admiralty policy presented to Parliament in 1905 it is contended that cruisers deficient in speed are at a hopeless disadvantage as scouts. Eegard should be had to other services for which they might be required, and especially for the protection of trade in distant seas, beyond the range of the latest and most powerful cruisers of the enemy. In " the long wash of Australasian seas," in the brave west winds and southerly " busters " of the Southern Ocean, length and displacement are telling factors. In al)ility to keep the sea in the Southern Ocean, the cruisers of the earlier type are superior to vessels of higher speed but smaller dimensions, which the Govern- ment of the Commonwealth have been recommended to build. If the policy of late years is followed, the Diadem class, as the oldest on the list of protected vessels, may prematurely be consigned to the scrap heap. They deserve a better fate. Passing from the armoured sliips required for gunnery instruction and harbour defence, and the cruisers for the defence of commerce, we turn to ships of the smaller classes. Gunboats and third-class cruisers, such as those scrapped for no defect except their insufficiency of speed, would be excellent vessels for training purposes in New- foundland, the Canadian ports, in South Africa and in Australasia. The utilisation of small cruisers for training of reserves was recom- mended in a Memorandum on Australian Defence by Captain Muirhead Collins, K.N., some time permanent head of the depart- ment dealing with defence in the colony of Victoria, and now filling 10 THE NAVAL ANNUAL. a high post in the office of the Australian Commonwealth. The practical recommendations may be quoted : — " One thing is clear, namely, that the present system of local naval defence is entirely unsatisfactory. Everyone will agree that the Colonies should take some active share in naval defence. We have in Sydney a naval brigade formed largely of men who had previously served in the Koyal Navy, with no ships to drill in. In Melbourne Me have a naval brigade and only a harbour defence. In South Australia and Queensland there are naval brigades and a small class of vessel. What is wanted is the establishment of naval reserves, with adequate means of training and instruction in sea-going ships. " There is no reason why ships in reserve should not be stationed at the several ports, and made use of for this purpose. It would be quite possible to drill a reserve effectively without, perhaps, the condition of a six-months' continuous service. With ships stationed at the different ports, the members of the reserve could be periodically embarked for cruises extending from a week to three weeks ; and, not only that, they could put in other drills on board ship in harbour. Such a scheme might carry out the recommendations of the Con- ference, without having a permanent nucleus of these vessels in reserve raised by the Colonies. The permanent portion of the force might be Imperial." The policy it has been sought to recommend would relieve the self-governing Dominions in no inconsiderable degree of the charge for building new ships. Admiral Henderson estimated the first coBt of the ships proposed under his comprehensive scheme at ^623,000,000, and the annual charges at £5,000,000. At the Colonial Conference lately held, a Memorandum was pre- sented by the Admiralty enumerating the vessels, of which the smallest Fleet unit should consist : — 1 armoured cruiser, Indomitable class, new, 3 unarmoured cruisers, Bristol class, 6 destroyers, 3 submarines. For construction the estimate was taken at £3,700,000 ; for manning and upkeep the annual cost was put at £600,000. Let it be noted that Australia, alone of all the Dominions, has favourably considered shipbuilding proposals on an adequate scale. In addition to the charge for the Navy, the cost of the new defence scheme, adopted on Lord Kitchener's recommendation, is estimated, in the initial stage, at £1,130,000 annually, to be increased in a few years TRAINING. U to £2,000,000. The total appropriations of the Australian Common- wealth to defences were estimated for 1910-11 at £2,713,424. Expenditure from Colonial excliequers on the greatly increased scale lately recommended must he spread over a long space of time. In the interval which will elapse before all the ships proposed for the local navies are completed, we may, at little cost to our homeland, confer a real boon on our kin beyond the sea. We may, as it has been said, place vessels in reserve in Australasia, which would materially increase the means of defence, at least from such forms of attack as it is necessary to prepare to meet. In doing this essential work of co-operation we create a new bond of Empire. Having dealt with the reserves, the training of merchant seamen Boy may be briefly considered. The ISTavy should never lose touch with seamen, our Merchant Navy, the mainstay of our strength, the pride and glory of the country. The qualities of the British seaman have been eloquently described by Lieutenant Miller in command of the school- ship Conway : " While none of the races which follow the sea — lascars, negroes, Frenchmen, Danes and Swedes — are wanting in good qualities, the Briton will do more hard work of any kind and do it better : he will be less dismayed in time of danger ; he will struggle on longer and die harder at the last, faithful to the end. All the best qualities of the grand race to which he belongs are to be found in him." Let us not practise paltry economy in the provision for the training of seamen. Every Commission and Committee of Inquiry has recommended that State aid should be given for training. The Manning Commission of 1860, to which reference has already been made, in their Pteport, drawn, as it is supposed, mainly by Lord Cardwell, recommended that twelve school-ships should be established at the principal ports. In each ship one hundred boys were to be in training at the expense of the State. The annual cost was estimated at £40,000. Descending to our own times, in 1906 a Committee was appointed to inquire into the supply and training of boy seamen. Lord Devonport was the chairman. Shipowners were ably represented by Sir Alfred Jones, Sir Walter Piunciman, ]\Ir. Charles Wilson, and Mr. Stephen Furness. The Committee recommended State aid under prescribed conditions. " Seeing," they said, " how closely the interests of this country are connected with those of the shipping industry, it is needless to insist on the importance of proper provision being made for the training of sailors for the Merchant Service. We are of opinion that there is ample justification for State assistance. It should take the form of a capitation grant to approved training institutions." The Committee recommended a grant of £20 in respect of each boy 12 THE NAVAL ANNUAL. trained for the sea service, tlie number of boys in training not to exceed 5000. At the Conference lately held in London under the auspices of the Navy League, Mr. Geoffrey Drage in the chair, the managers of every training ship maintained by private benevolence were present. They spoke with one voice. They declared it impossible to raise the necessary funds for the effective training of boys in adequate numbers. The Exmouth, the finest training ship in the world, is maintained by the funds supplied by the Metropolitan Asylums Board. The standard of efficiency attained could not have been reached unless the means had been provided from sources less precarious than voluntary subscription. State aid should not be limited to harbour ships. Shipowners should be encouraged to take apprentices for training at sea. The testimony is unanimous that the training is best given in sailing ships. The advantages were commended to the Committee on the Training of Boy Seamen by the owners of the Allan Line steamers in an interesting Memorandum. " Sailing ships," they say, " have been the recognised training school. The length of their voyages at sea, compared wdth those of steamers, and the character of the w^ork on board, give greater opportunity for the instruction of the sailor. Observation is sharpened ; energy, endurance and resource in times of emergency are all stimulated and strengthened." The cost of training is about the same in sailing ships as in harbour ships. On a late occasion the Marine Society sent 200 boys to sea in the sailing ship Illawarra, on a round voyage to and from Australia. The cost was £25 per boy, or approximately the amount taken in all estimates of the cost of training by Commissions and Committees, and considerably below the charge in the training establishments for the Eoyal Navy. We must look to the Board of Trade to take tlie initiative in the training of boy seamen. The cost of subsidies should fall on the votes for education. The amount would be small in relation to the total expenditure. The Admiralty should be ready to give help in supervision and in the supply of competent instructors. Officers State aid in the national work of training for the sea should not ^•^■^- be limited to seaman-class men. There is need in the Beserves for highly trained officers. Two officers' school-ships have for many years been established — the Worcester in the Thames, and the Conway in the Mersey. The education in these ships leaves nothing to be desired. The training in the school-ships is not followed up. There is no organised system for the education at sea of young officers of the Mercantile Marine. The writer 'made a successful experiment in sailing ships under the management of Messrs. TRAINING. 13 Devitt and Moore. To make adequate provision for the sea training of the officers of the Naval Eeserves is far beyond the scope of private effort. At great cost to the State, the cadets reared in the Navy receive a liberal education and complete professional training. The Admiralty should make some provision for the education of cadets of the Naval Iveserve. In closing these recommendations, the Report of the Eoyal Commission on Manning may appropriately be quoted : — " We possess," they said, "in the Mercantile Marine elements of naval strength such as no other country in the world enjoys. It is in the power of the Government to draw closer to the State, at the moment of danger, the loyal enthusiasm of those on whom your Majesty must rely. While the primary object of any scheme of training at the public charge is protection from the hazards of war, it is an advantage not lightly to be valued that the enrolment, training, and maintenance of a Eeserve must improve the position and elevate the character of British seamen of both the Services, and knit them together in the firm bonds of reciprocal feeling and of common interests." In this connection some observations may perhaps be made as Training to the training of boy seamen for the Navy. The present system is seamon perfect in the beginning in the shore establishments ; it leaves some- ^°^ Navy. thing to be desired in the more important stage when the boys are first sent to sea. The instruction must materially differ from that of former days. In some essential features it must remain as before. Sea conditions are unchangeable . . . iu all time, Calm or convulsed — in breeze, or gale, or storm ; Icing the Pole, or in the torrid clime, Dark-heaving . . . In whatever type of ship they serve, qualities are needed in the crews which can only be acquired at sea. Training-ships making rapid passages under steam cannot be the best school. For purposes of training the total disappearance of masted vessels is regrettable. I have belbre me an interesting letter from Sir Beauchamp Seymour, dated from the Helicon, Bocche di Cattaro, November 9, 1880, He deals with the difficulty at that time experienced in " finding vessels as training-ships for ordinaries." History repeats itself. It is reported that the like difficulty is found to-day in sending boys to sea from the training establishments on shore. The numbers are large and increasing. Estimates, 1911-12 : l>oys (service), 2161 ; boys (training, seamen class), 1911-12, 4340 ; 1910-11, 3295 ; boys training (artificer and artisan), 6220; total boys, 7121. For the first training of boys 14 THE NAVAL ANNUAL. at sea the mastless battleships, as it has been said, are not the ideal type. Sir Beauchamp Seymour proposed to build special masted vessels of moderate displacement and fitted with auxiliary engines. He would not attempt to arm ships specially designed for training boys in seamanship ; the ports would be fitted for ventilation and not for guns. His recommendations as to the cruising-ground might with advantage be followed in the present day when the Battle Fleets are concentrated in Home waters. " When," he said, " you have got your training-ships, the question remains — where to send them. England is no place for the youug fellows ; the bad weather you have in the Channel knocks the heart out of them, and wherever you go there is leave or grumbling. I would have the Mediterranean the cruising-ground, and send the drafts of boys out there as they leave the harbour training-ships. There is plenty of bad weather here, too, but it is not the wretched, wretched work of the Channel or the Bay in an easterly gale in February. I would let the ships visit all the seaports on either side of the Mediterranean ; I believe that a service of this sort would be popular." After many years as a yachtsman in the Mediterranean, the present writer would commend the south coast of the Peninsula, between Lagos Bay and Carthagena, as an ideal cruising-ground in the winter months. From whatever quarter the wind may blow, it is always possible to take shelter under the land. With a training squadron based on Gibraltar, the problem of dealing with boys on first going to sea would be solved in the best way and at the least cost. The physical training aloft and on deck would tend to higher efficiency in all the ratings in the Navy. Auxiliary From reserves of men to reserves of ships. In opposing the ratification of the Declaration of London, Chambers of Commerce have complained chiefly of the danger to trade from the conversion of merchant steamers into cruisers on the high seas. Having failed, as might have been expected, to induce the military powers, who have no naval stations in distant waters, to give up the right they claim to convert merchant ships into cruisers on the high sea, let us not neglect the means of defence which we have at command in the Mercantile Marine, by the conversion of our many fast vessels under the British flag into auxiliary cruisers. The naval advisers and administrators of the United States were among the first to appreciate the importance of auxiliary cruisers. In a Keport of 1869 the Secretary of the United States Navy wrote as follows : " There is another element of defence in time of danger, perhaps as effective as any other available to wise and liberal statesmanship, and such means would be at hand if we had lines of ocean-going steamers of high speed and able to keep the sea for any cruisere. AUXILIARY CRUISERS. 15 length of time. Any of the ships could be converted quickly into a ship of war. A comparatively small force of this kind, appropriately armed, and let loose on the ocean, under the command of hold and intelligent officers, would be a dangerous foe to the commerce of any country. Our own ships were substantially driven from the seas by two or three roughly equipped vessels much inferior in power to those of which I have spoken." Subventions to mercantile cruisers were strongly advocated by Sir Xathaniel Barnaby when Chief Constructor to the Navy. In a paper read at the Institute of Naval Architects in 1878, he proposed that the fastest steamships in the Merchant Service should be placed on an Admiralty list. They should be specially adapted for service as cruisers, by internal sub-divisions, more complete than would be required in ships built solely for purposes of commerce. Armaments and fittings were to be prepared and kept in store at naval stations, as well as at Home ports. The crews would be completed from Home and Colonial Eeserves. In the discussion" on Sir Nathaniel Barnaby's paper. Admiral Sir Frederick Grey gave the lessons of his long experience : " The idea of trusting to our merchant ships at all has been deprecated. Now, having been at the Admiralty, and felt the difficulty of providing even in peace time the force necessary to fulfil the various duties devolving on our ships of war, I think it would be utterly impossible for the Navy alone to provide suffi- cient protection for our merchant ships." At a later date similar proposals were approved by Sir Cooper Key and Sir Anthony Hoskins. The policy advocated in former days by the naval authorities was supported by leading shipowners. An able paper was contributed to the Nautical Magazine by the late Lord Inverclyde: "There never was a time in the history of this country when the subject of the efficiency of the Eoyal Navy occupied a position of greater importance than it does at present. Our risks lie in the fact that the fleets of other nations are fast becoming powerful and reliable ; and whilst no Navy can numerically approach that of this country, yet there are nations in Europe whose fleets combined would un- doubtedly give us enough to cope with. How then can we stride ahead as the greatest maritime Power and hold our own against the fleets of the world ? Not by being satisfied with increasing the strength of the Navy proper, which, owing to the prodigious cost of modern vessels, can only be done in a comparatively small degree. But what cannot be accomplished in that direction can be attained by other means ready to our hand, and that is by utilising the vessels of the Mercantile Marine." The Admiralty has not been negligent of its duty in pushing the 16 THE NAVAL ANNUAL. Showing the Flag. Eelations with Germany. construction of cruisers. The number can never be sufficient to give full protection to trade in every sea. Behind the regularly built cruisers, in distant waters, south of the line, and in the far East, auxiliary cruisers may do good service. The cost to the State would be inconsiderable as compared with the building of regular cruisers. It is not necessary to insist on extreme speed. The merchant steamers which might be converted into cruisers would not be the greyhounds of the North Atlantic. The mercantile cruiser will be vulnerable. So, too, the regular cruisers lately built for the Navy, designed chiefly for fast steaming, not sufficient in displacement to carry armour. If service as cruisers were considered in the original construction the large merchant steamer may be protected by internal sub-division and an armoured deck, and fitted to carry a light armament. The Mercantile Marine can supply a valuable reinforcement to the Navy in the narrow seas in vessels for service as scouts and sea-keeping destroyers. We have in the cross-channel services thirty-nine vessels steaming twenty knots and over. All these vessels could carry a torpedo armament. They can keep the sea in all weathers. Taking advantage of the present opportunity, it may once more be urged that the policy as to " showing the Flag " shadowed forth in the statement laid before Parliament by the Admiralty, in 1905, should continue to engage attention. It was claimed that so imposing and ubiquitous a display of power had never before been attained by our Navy. Our fellow-subjects in Australasia have seen little in late years to reassure them as to the power of the Imperial Navy. The Flag of the United States was displayed with impressive effect on the unprecedented occasion of the voyage of circumnavigation, undertaken with signal success by the armoured fleet. There has been no similar demonstration under the British flag. It should be made. Two of our latest Dreadnought cruisers, imposing specimens as they are of naval architecture, with the four cruisers of the Good Hope class, would form a noble squadron. In the great harbours of Australasia they would be welcomed enthusiastically and leave a lasting impression. Finally, the writer takes occasion to refer to matters which must, in the present posture of affairs, cause deep concern to all thinking men, and which in an eminent degree affect the Admiralty. If the hostile feeling which unhappily exists in Germany (not without some provocation) continues, we must look for renewed efforts in construction. Let us consider the circumstances which have led to mutual GERMAN EXPANSION. 17 distrust. In Germany the const nictioii of battleships has advanced on a scale unapproaclied elsewhere. It has caused anxiety — perhaps undue anxiety — in this country. Cjermany does not stand alone in the resolve to create a strong Navy, Leading statesmen in all countries have been impressed by the writings of Captain Mahan. In the United States, of all countries the most secure from foreign foes. President Eoosevelt had ambitious schemes of naval expansion. Everywhere the belief is held that a nation has no influence without a Navy. Nor is this conviction new. Naval weakness in former times was a moving cause of the discontent then universal in Germany. In a memoir on the political condition, written in 1847, Prince Hohenlohe, Minister at Athens, used these words : " No one will deny that it is hard on a thinking energetic man to l3e unable to say abroad, ' I am a German,' and not to be able to pride himself that the German flag is flying from his vessel. And when we study the map and see how the Baltic, the North Sea, and the Mediterranean break upon our shores, and how no German flag commands the customary salute . . . surely tlie hue of shame will rise into our cheeks." To create a Navy was impossible while Germany was a divided land. It was sure to be undertaken when Imperial unity was achieved. Eussia and France were in close alliance and strong at sea. To redress the balance was a not unnatural resolve. Many ships were built of a type adapted to shallow waters. They became obsolescent at a stroke by the creation, under the direction of Lord Fisher, of a new type with unmatched superiority in speed, and armed with guns of longer range than any hitherto carried on board ship. There was no reticence in the commendation to the public of the new design. It was proclaimed that all earlier ships were obsolete. Lord Fisher carried consternation into Boards of Admiralty. Nutuit et nutu totum tremefecit Olympum. In Germany it was resolved to make a vigorous effort to build Dreadnoughts. The total number proposed under the Navy Law was thirty-eight. Four ships were to be laid down annually, to be reduced to two ships in 1912. We might have wished that the construction had been spread over a longer term. The aggregate force proposed cannot be pronounced excessive for the Fleet of a first-class Power. If no clouds had arisen in Morocco, we might shortly have found ourselves under serener skies. It should have been possible to fulfil our obligations to France without giving offence to Germany. To indicate how reconciliation might be effected would take us too far into politics. The cession of Walfisch P>ay might fittingly be 0 18 THE NAVAL ANNUAL. considered on a suitable opportunity. To hoist our flag on the only good harbour on the coast of German South- West Africa was an example of some characteristic British propensities which we find it difficult to hold in check, and wliich do not win for us universal good. will. There may be objection in South Africa to tbe cession of Walfisch Bay. AVith a magnanimity beyond example, we have given to that country unrestricted powers of self-government. In return, we may ask that British interests should be considered. While we retain the naval supremacy no harbour on those distant coasts can be used as a base for operations directed against South Africa. Objections would be removed if compensation could be found elsewhere. Nor sliould it be impossible by friendly negotiation to obtain for South Africa full powers of administration in Delagoa Bay, under the flag of Portugal, and under an imperial engagement for the payment of an annual sum equal to the present net revenue. We have a precedent in our occupation of Cyprus under Turkish suzerainty. In our dealings with Germany generally let us take a new departure. In commerce the rivalry is keen but friendly. It is the desire of the masses in both countries to be friends. The cordial invitation lately addressed by the Mayor of Berlin to the Lord Mayor, and gladly accepted, is an incident of happy augury. And now a self-imposed labour is ended. It is well to turn over from the active service of other days to a harbour ship under the old flag. Brassey. 19 CHAPTER II. The British Navy. The appointmeut, in November, of ]\Ir. Winston Churcliill to be Board of First Lord of the Admiralty, in the place of Mr. McKenna, led to an ralty. almost complete change in the 2^^'>'sonncl of the Board. Admiral Sir Francis Bridgeman has become First Sea Lord in place of Admiral of the Fleet Sir Arthur Wilson, whose time was not up till March, 1912. Both these distinguished officers rank with Sir Geoff rej Hornby and Sir Michael Culme-Seymour as the most capable admirals of their day in handling fleets at sea. From this point of view it is regrettable that Sir Francis Bridgeman should have been withdrawn from his sea command. Sir Arthur Wilson has done invaluable service to the country as First Sea Lord at a critical period in the history of the Navy, and no one can appreciate better than naval officers themselves liow well he has maintained the best spirit of naval administration. His successor may be confidently relied upon to follow in his footsteps. H.S.H. Prince Louis of Battenberg has succeeded Sir George Egerton as Second Sea Lord, and Captain W. G Pakenham follows Ptear- Admiral Madden as Third Sea Lord. Picar- Admiral Briggs remains Controller of the Navy. Sir Francis Ilopwood has been added to the Board as an Additional Civil Lord, with a fixed tenure of office. The First Lord explained his duties as follows : — " He will conduct the business and commercial transactions of the Board, and all their relations with the great contracting firms. It will be his duty to furnish the Third and Fourth Sea Lords with all that they may require in order to build, arm, equip, and supply the Fleet." The transfer of Vice-Admiral Sir George Callaghan from the Command of the Second Division to be Commander-in-Chief of the Home Fleet (a post which has included the Command of the First Division), lias entailed a redis- tribution of other commands. The creation of the Naval War Staff w^as one of the first steps Naval taken by the new First Lord. The subject, which has been for some gj^,y time under consideration, is discussed at length in a later chapter, and the First Lord's Memorandum is printed in Part IV. AVhethor as important results will follow from the step as some of its advocates predict, the principles on which the War Staff has been established are sound, and have been generally apjiroved. c 2 20 THE NAVAL ANNUAL. Warship construc- tion in Great Britain. It is satisfactory to know that the functions of the War Staff at the Admiralty are advisory and tliat it will possess no executive authority and discharge no administrative duties. With the First Sea Lord rests the decision as to accepting or rejecting its advice. His responsibility will therefore not be impaired — a very important point. As regards the War Staff for the Fleet, it is stated in the First Lord's Memorandum that for Officers appointed to the Staff there will be regular periods of sea-going executive duty alternating with periods of employment on Staff duties. In an explanatory Statement, issued by the Admiralty in March, this point is still further insisted upon. Officers appointed to the Staff have no claim to be continuously employed on Staff duties. The creation of a special class of Staff Officer is certainly not desirable in the Navy. The Officer who is frequently serving as an executive Officer will be better fitted for Staff duties than one who has lost touch with the ordinary work of the Naval Officer afloat. One of the most remarkable features of the year under review is the activity in the war shipbuilding industry of Great Britain. Seven large battleships and five battle-cruisers (including the Australia and New Zealand) have been under construction throughout the year for the British Navy, in addition to the four battleships and one battle- cruiser laid down or ordered towards the end of the year. Thanks to the enterprise and efficiency of organisation of our great private firms, this country is directly or indirectly responsible for a large proportion of the warship construction now in hand for the world's navies. Messrs. Armstrong, Whitworth & Co., Messrs. Vickers, Messrs. John Brown & Co., Messrs. Beardmore, and others have spared no expense to bring their plant for the construction of hulls and machinery, armour and ordnance up to a high state of efficiency, and they have been assisted by the wise distribution of the orders of our own Government. They are now reaping the reward of their enterprise, and most of our principal private yards are full of work. There are under construction, at British yards, battleships for the Brazilian, Chilian, and Turkish Navies, a battle-cruiser for Japan, three monitors for Brazil, besides scout-cruisers for China and torpedo craft for various Powers. British firms are also responsible for the carrying out of the large shipbuilding programme now in hand in Kussia, both in the Baltic and Black Sea, and are directly interested in the combination which is building the Spanish battleships at Ferrol and gunboats at Carthagena. Including ships building abroad, about fifty per cent, of the armoured ship construc- tion of the world is at the present moment in British hands. A recent visit to some of the leading shipbuilding yards on the Tyne BATTLESUirS COMPLETED. 21 and the Clyde shows that our present position is likely to be maintained. Messrs. Armstrong are preparing an entirely new shipyard some miles down the Tyne from their present yard — the increased size of modern warships having much reduced the number of slips available at Elswick, while the width between the piers of the low-level swing-bridge at Newcastle makes it difficult to pass the later broad ships. The magnificent new shipyard and engineering shops of Messrs. Beard more at Dalmuir, on the Clyde, are capable of coping with more work than they have at present in hand, while Mr. Meyer, the Secretary of the United States Navy, speaks in the very highest terms of the system of administration and organisation of the enormous business controlled by Messrs. Vickers. We have reason to be proud of our great private establishments for the production of war material — a very important element in naval strength — but the good work done in the Eoyal Dockyards must not be forgotten. Of the latter Mr. Meyer, an impartial witness, speaks as follows : — " In the English dockyards I noticed particularly a cordial spirit of co-operation among the different departments. There seemed to be no jealousies and nothing but the best team-work. Paper- work and red tape had been reduced to a minimum, and this was also the case at the Admiralty ; in fact, throughout the British Navy." In the year 1910-11 only one battleship, the Neptune, and one 1909-10 battle-cruiser were added to the Navy. During the year under ^ja^^^e review four battleships have been completed. The battle-cruiser colossus. Lion will not be completed till May. The Colossus and Hercules belong to the 1909-10 programme, and were launched respectively on April 9th and May 10th, 1910. Both went through their trials in March, 1911, and were practically completed when the last volume of the Naval Annual was published. They are attached to the Second Division of the Home Fleet. Displacement, 20,000 tons ; speed on trial, 21'5 knots. The main armament consists of ten 12-in, guns, mounted as in the Neptune, and not as in the earlier ships of the Dreadnought type. In the Dreadnought, Bellerophon, Temeraire, Superb, St. \''incent, Collingwood, and Vanguard, the turrets are placed abreast on each forequarter, and the centre turret is on the same level as the after turret. Consequently these ships have eight guns available on the broadside and six for firing ahead or astern. In the Neptune, Hercules and C(j1ossus, two turrets are echeloned amidships, and there are two turrets abaft the superstructure, one firing over the other. In this case ten guns instead of eight are available on the broadside, six, as in the Dreadnought class, for firing ahead and eiuht for firing astern. 22 THE NAVAL ANNUAL. Orion. class. The Orion is the third of the eight armoured ships of the 1909-10 programme to be completed and the first to mount the new 13"5-in. gun. Displacement, 22,500 tons. Some particulars of these ships were given last year. The main armament consists of ten 13"5-in. guns, which throw a projectile of 1250 lb. as compared with one of 8501b. for the 12-in. gun. The 13-5-in. gun itself weighs only about ten tons more than the 12-in gun. Both guns are of the same length, the former being of 45 calibres and the latter of 50 calibres. All the turrets in the Orion class are, for the first time in British battleships, placed on the centre line, the second and fourth turrets being raised so that the guns in them can respectively fire over the bow and stern turrets. This gives a broadside fire from ten guns, but only four can be fired ahead or astern. The anti-torpedo armament consists of sixteen 4-in. guns mounted on the upper deck and on the superstructures. The Orion is protected by a belt at the water-line 12 in. thick amidships, extending for about 60 per cent, of the length and tapering to 4 in. at the ends. The side above the belt is protected by 9-in. armour up to the main deck, and by 8-in. armour between the main and upper decks. The predecessors of the Orion have no protection on the side above the main deck. The turbine machinery is by the Wallsend Company. There are four shafts each with an ahead and astern turbine. There are two high-pressure and two low-pressure turbines for steaming ahead and the same for steaming astern. The boilers are of the Babcock and Wilcox type. The official steam trials of the Orion took place on September 11th and 18th, and passed off satisfactorily. The following results of her trials and those of two of her sister ships are taken from Engineering : — 30 Hours' Tria 1 8 Hours at Full Power. S.H.P. Coal. Speed. S.H.P. Coal. Speed. Orion . 18,966 lb. 1-8 19-5* 29,108 lb. 1-6 21-02* Monarch 19,128 1-8 — 28,555 1-9 21-88* Thunderer . 18,927 — 18-8* 27,416 1-78 20-8* * ilean speed of measured distance runs. The gunnery trials were equally satisfactory. All the ten 13 • 5-in. guns trained on the Hjroadside wQve, tried simultaneously. The ship heeled over abuut 3 degrees, but no damage was done to the hull and ORION CLASS. 23 the mountings of the guns are reported to have shown no signs of weakness. The Monarch, of the same cLass as the Orion, was laid down at Monarch. Elswick on April 1st, 1910, and launched on March 30th, 1911, with a weight of 11,500 tons on board, including 2000 tons of armour, with all her boilers in place, decks rivetted down, funnels and bridges in position — this notwithstanding the fact that all work had been stopped for sixteen weeks owing to the shipyard lock-out — and went through her trials at Devonport in December. She will be handed over on March 31st, and will thus have been completed in less than two years, in spite of the shipyard lock-out, thanks to the energy of the contractors. The whole of the movable parts of the five barbettes, with all internal fittings and armour, ten 13*5-in. guns, and the barbette crowns were placed on board in five days. After the com- pletion of her steam and gunnery trials the Monarch returned to the Tyne to be fitted out for commissioning. She is the first of the four contingent ships of the 1909-10 programme to be completed. The Thunderer was launched from the Thames Iron "Works on Thun- February 1st, 1911, and the Conqueror, the fourth ship of the Orion con- class, from the yard of Wm. Beardmore & Co., Dalmuir, on May 1st. I^eror. At the launch of the latter, Mr. Beardmore stated that the ship would have been in the water four months earlier but for the ship- yard lock-out. That, in spite of this, such good progress has been made with the construction of the ships in hand is very creditable to the various contractors. The Thunderer went through her trials early in March, and will be completed in May. The Conqueror will be completed in August. The battle-cruiser Lion, which was launched on August 6th, Battle- 1910, at Devonport, went through her trials in January, 1912. Displacement, 26,350 tons ; designed speed, 28 knots, with 70,000 S.H.r. The armament comprises eight 13'5-in. guns, which give a broadside fire of 10,000 lb., as compared with 6800 lb. for the battleships which can use only eight 12-in. guns on the broadside. A full description of the machinery and boilers, which were constructed by Messrs. Vickers, appeared in Englneeriiuj of January 5th, from which the following extracts are quoted : — cruiser Lion. There are two sets of turbines, entirely independent of each other, and arranged on either side of the centre line of the ship. There are four shafts, each with one propeller. Each set comprises a high-pressure ahead turbine, in which is incorpo- rated a cruising stage at the forward end of the turbine for working at low power only, the steam being by-passed over this stage at full power or at high fractions thereof; a low-pressure ahead turbine; a higii-prcssuro astern turbine; and a low- pressure astern turbine. The high-pressure ahead and astern turbines are separate, and both are mounted on a wing shaft, while tlio low-pressure ahead and astern turbines are within one casing and arc on an iiuier shaft. All of the turbines are of tlie Parsons re-action type, and the machines in each set work in series. All four 24 THE NAVAL ANNUAL. Princess Royal. 1910-11 pro- gramme. Battle- ships. shafts are available for ahead and astern working. . . . There are forty-two water- tube boilers of the Yarrow type, working at 235 lb. pressure per sq. in., and arranged for forced draught with closed stokeholds. The boilers are fitted in several water- tight compartments, with more than usual sub-division. The trials of the Lion took place in very heavy weather. No precise details have been published, but it is reported that, though the contract S.H.P. was exceeded by 10 per cent., the speed expected was not obtained. Other propellers have been tried. The great heat from the funnels during the trial at full power caused the metal fittings of the bridge, etc., to melt, and made it impossible for anyone to con- tinue on the tripod mast. The mast is to be removed, the position of the funnel is to be altered and other modifications carried out, at a cost of £25,000, which will delay the completion of the ship until May. The battle-cruiser Princess Eoyal, which is practically a sister ship to the Lion, was launched at Barrow on April 29th, 191L Dis- placement, 26,350 tons ; length over nil, 700 ft., and between perpendiculars, 660 ft. ; beam, 88^ ft.; 'draught, 28 ft. Contract speed, 28 knots, with 70,000 S.H.P. The Princess Eoyal is protected by a belt extending nearly the whole length of the ship, of a maximum thickness of 9 in., tapering to 4 in. at the ends. The side above the belt is protected by 6 -in. armour, while the armour on the gun-houses is 9 in. thick. There are two protective decks. The armour of the Princess Eoyal, and of the later armoured ships now under construction, has 25 per cent, more resisting power than that of previous ships, due to a process invented by English makers. Similar modifications to those in progress in the Lion are to be made both in the Princess Eoyal and Queen Mary. Of the four battleships of the 1910-11 programme, the King George V., which was laid down at Portsmouth on January 16th, 1911, was launched on October 9th of the same year. The Centurion, which was laid down at Devonport on the same date as King George v., was launched November 18th, 1911. The Ajax was launched at Messrs. Scott's yard, Greenock, on March 21st, 1912, and will be completed by March 31st, 1913, The Audacious is likely to be launched at Messrs. Cammell Laird's works, at Birkenhead, in the early summer, and is not due for completion till 1913-14. The following are the leading particulars of these ships : — Length between perpendiculars . . . 555 feet. Beam 89 feet. Displacement 23,000 tons. S.H.P . 27,000. Speed 21 knots. Main armament, as in the Orion class, ten 13'5-in. guns. BATTLE-CRUISERS. 25 These ships may have a secondary battery of 6-iii. guns mounted in gun-houses, a very considerable improvement on their pre- decessors. The 4-in. so-called anti-torpedo boat armament of recent British battleships and battle-cruisers is mounted in the most exposed positions, so would be useless after an action, and in any case is hardly powerful enough to stop a modern destroyer of 750- 1000 tons displacement. Eecent German battleships are provided Avith a powerful secondary battery of 6'7-in. or 5 • 9-in. guns. The area and thickness of the protection are similar to that of the Orion class. The battle-cruiser Queen Mary, which was laid down at Messrs. Battle- Palmer's yard, Jarrow, on March 6th, 1911, was launched on q^^^^^ March 20th, 1912. This vessel is to be fitted with Parsons turbines Mary. and Yarrow boilers, supplied by Messrs. John Brown & Co. The displacement is reported to be 27,000 tons, the length being the same as the Lion, but the beam is greater. The armament and protection do not differ materially. The estimated speed is 28 knots, with 75,000 S.H.P. The battle-cruiser New Zealand, presented by the Dominion to the British Navy, was launched at Fairfield on July 1st, 1911, but progress has since been delayed by the non-delivery of her armour. Displacement, 18,800 tons ; length between perpendiculars, 555 ft, ; beam, 80 ft. ; draught, 26i ft. ; S.H.P., 44,000. The designed speed is stated to be 25 knots, but this will certainly be exceeded, as the Indomitable class all attained a speed of about 27 knots on trial. The armament is the same as that of the Indomitables and Inde- fatigable, viz., eight 12-in. and sixteen 4-in. guns. The two centre turrets are eoi echelon, and, as in the Indefatigable, spaced further apart than in the Indomitables. One of the funnels is between them. The centre pair of guns have thus a considerably larger arc of fire than in the case of the Indomitables. Five armoured ships were provided in the programme of 1911- I9ii-12 1912, but their commencement has been delayed owing to labour g^^^^j^g troubles and other causes. Of these the battleship Iron Duke was laid down at Portsmouth on January 15th, and the Marlborough at Devonport on January 25th, 1912. On the former £182,289, and on the latter £171,515, were to be spent by March 31st. Messrs. Cammell Laird & Co. have in hand the machinery for the Ports- mouth ship, Messrs. Hawthorn, Leslie & Co. that for the Devonport ship, which will have boilers of the Yarrow type. Tlie contracts for the two other battleships have been awarded — tlie Delhi to Messrs. Vickers, and the lieubow to Messrs. Beardoiore — on, it is said, exceptionally favourable terms. Tlie di.splacement of the fiur 26 THE NAVAL ANNUAL. Second- class cruisers. battleships is believed to be about 25,000 tons, their length being 580 ft. The armament will comprise ten 13*5-in. guns of the new- design, firing a shell of 1400 lb., as compared with one of 1250 lb. for the 13'5-in. guns of the Orion class. There will be a powerful secondary battery of 6-in. guns, probably mounted on the main deck behind armour. The contract for the remaining armoured ship (a battle-cruiser, to be named the Tiger) of the 1911-12 programme has been awarded to Messrs. John Brown and Company. The ordering of the Tiger was delayed for seven or eight weeks owing to reconsideration of her design, with the view of strengthening the vessel. The Tiger is of the same length as the Lion, but of greater beam, and the displace- ment approximates 28,000 tons. There will be the same modifica- tions in the armament and its disposition as characterise the battle- ships of the year's programme. The four second-class cruisers of the 1909-10 programme, the Dartmouth, built and engined by Messrs. Vickers, the Falmouth (Messrs. Beardmore), the Weymouth (Messrs. Armstrong), and the Yarmouth (London and Glasgow Co.), have been completed. The Yarmouth was launched on April 12th, 1911 ; the three first- named were launched in the previous financial year. Displace- ment, 5250 tons ; estimated speed, 24f knots ; armament, eight 6-in. guns. Full particulars of these ships were given last year. The following is the result of their trials as taken from Engineering : — Xame. 24 Hours' Trial. Full-Power Trial. S.H.P. Coal. S.H.P. Coal. Dartmouth Falmouth Weymouth 13,985 14,287 13,661 lb. 1-6 1-7 1-6 23,117 23,467 23,532 lb. 1-4 1-8 1-4 As to the speed realised, the performance of the first-named may be taken as typical. At 14,235 S.H.P., the mean speed was 23*49 knots; at 19,028 S.H.r., it was 24-95 knots, and at 23,550 S.H.P. 25-9 knots. The three second-class cruisers of the 1910-11 programme belong to the Melbourne class. The Chatham, laid down on January 9th, 1911, was launched on November 9th of the same year; the Southampton is in an advanced state at Clydebank (Messrs. John Brown & Co.), and tlie Dublin, at Dalmuir (Messrs. Beardmore & Co.). The latter should be launched on April 16th and the former in PROTECTED CRUISERS. 27 May, coal strike permitting. These vessels show a further advance in displacement to 5440 tons. The designed speed is 26 knots, with 25,000 S.H.P. The armament comprises eight 6-in. guns and four 3-pdrs. We are now returning to the dimensions of the second-class cruisers completed in 1897. The Talbot class, of 5600 tons displacement, though originally designed to carry five 6-in. and six 4*7-in. guns, were subsequently armed with eleven 6-in. guns. The modern second-class cruiser has an advantage of more than 5 knots in speed on the Talbot. The three second-class cruisers of the 1911-12 programme, one of which, the Birmingham, is building by Messrs. Armstrong, may carry an armament of ten 6-in. guns. The delay in ordering the Lowestoft and Nottingham is due to the desire of the First Lord to place the contracts with the Thames Iron Works. It will be far better to recognise, as Messrs. Thornycroft and Yarrow have done, that ship- building on the Thames, owing to high rates of wages and other reasons, is not commercially possible in competition with the northern yards. The award of the contract for the Thunderer to the Thames Iron Works was very doubtful policy. These cruisers will be completed in 1918-14.* The Blonde, particulars of whose trials were given last year, Third- ". was commissioned on May 17th, 1911. The Amphion, laid down at cruisers. Pembroke in March, after the launch of the Active, was launched on December 4th, 1911. Displacement, 3440 tons; speed, 25 knots, and armament, ten 4-in. guns, as in their predecessors. The Active attained a speed of 26 knots on trial, with 19,498 S.H.P., and a coal consumption of ISllx The Naval Defence Act cruisers of about the same size carried two 6-in. and six 4"7-in. guns. In previous numbers of this volume attention has been called to the heavy cost of the Boadicea and later third-class cruisers. They are intended to act as parent ships to destroyers, but it appears somewhat difficult to justify the expenditure of nearly £300,000 apiece on vessels so deficient in figliting qualities. The third-class cruiser of the 1911-12 programme, to be known as the Fearless, was laid down at Peml)roke on November 15th, 1912. Displacement, 3360 tons; S.H.P., 18,000; speed, 25 knots. The machinery for this ship is lieing constructed by Messrs, Beardmore. There has again been an acceleration in the building of destroyers, Do- which are now turned out within eighteen months from the date of ^ ''^y'^"- order. When the last issue of the Naval Annual was published, eiglit boats of the Acorn class, of tlie 1909-10 programme, remained uncompleted. These have all been passed into commission, the last ♦ The Lowestoft and Nottingham arc to l)i' luiilt in ll.M. durkyii'ds. 28 THE NAVAL ANNUAL. to be delivered being the Fury, on February 10th, 1912. The boats of this class were from designs by Sir Philip Watts, and there was not the variation in their details such as is to be found in earlier classes designed by the private torpedo-boat firms. The following description is quoted from an account of the trials of the Hope, built by Messrs. Swan, Hunter, and Wigham Eichardson, Ltd., and engiued by the Wallsend Company, which appeared in Engineering : — Their length is 240ffc., their beam 25ft. 3in., and their draught 7ft. 9in., when the displacement is about 780 tons. They are fitted with two tubes for firing torpedoes, and their armament includes two 4-in. quick-firing guns and two 12-pounders. They are thus more powerfully armed than their predecessors, and are, moreover, much more strongly built, with high forecastles, in order to maintain full speed in heavy seas. The propelling machinery is of the Parsons reaction turbine type, and in all there are seven turbines— a high-pressure cruising, an intermediate cruising, a high- pressure main turbine, and two low-pressure turbines, these turbines all being for propeDing the vessel ahead ; in addition, there are two turbines for astern-going purposes, and these are incorporated in the casings of the ahead-going low-pressure turbines. There are three lines of shafting, and mounted on each wing shaft are one cruising, one low-pressure ahead, and one astern turbine. The high-pressure turbine only is connected to the centre line of shafting. For cruising purposes, during which periods a low power is required, the steam is passed in series through the whole of the ahead-going turbines, commencing with the high-pressure cruising turbine, and it is under these conditions that the economical advantages of these cruising turbines become apparent. For full speed, both cruising turbines become inoperative units so far as propulsion is concerned. The low-pressure ahead and astern turbine alone are used in manoeuvring, the centre turbine being idle. For generating the steam there are four express water-tube boilers of the Yarrow type, entirely constructed at the works of the Wallsend Slipway and Engineering Company, Limited. They are the design and arrangement now usually adopted for this class of vessel, and have been so often described and illustrated in our pages that any description here would be superfluous. The fuel used for the boilers is a heavy oil, and that used for the trials was of the usual quality as supplied to the Admiralty. Of the twenty- three destroyers authorised in 1910-11, including three for service in New Zealand waters, fourteen were designed at the Admiralty and nine by private firms. The former were similar to the Acorn type — of 750 tons displacement, carrying two 4-in. and two 12-pdr. guns, and with a speed of 27 knots. The latter, of about the same displacement, were of four special designs, each design differing as regards speed. Two 28-knot destroyers, the Archer and Attack, were ordered from Yarrow ; two of 29 knots, the Acheron and Ariel, from Thornycroft ; two of 30 knots, the Badger and Beaver, from the Parsons Co., in association with Denny and Bros. ; and three of 32 knots, the Firedrake, Lurcher, and Oak, also from Yarrow. Of the fourteen boats of Admiralty design, the Ferret was commissioned on October 12th, 1911, theSandfly and Hind in December, and the Forester and Defender in January, and most of the remaining boats have now been delivered. The Acheron was commissioned on November 1st, 1911. The Admiralty ordered that, as from December, 1911, the boats of the 1910-11 programme were to be formed into a new Seventh Destroyer DESTROYERS. 29 Flotilla, with the Venus as parent-ship, to bo attached to the First Division of the Hume Fleet. Thirteen of the twenty destroyers authorised in 1911-12 have been ordered, and tenders for the remainder provisionally accepted from eight firms, as follows : — Messrs. Thornycroft and Co. . . . Hardy, Paragon, Porpoise, Unity, Victor. „ John Brown and Co. . . . Acasta, Achates, Ambuscade. ,, Hawthorn, Leslie and Co. . Christopher, Cockatrice, Contest. ,, Swao, Hunter and Co. . . Shark, Sparrowhawk, Spitfire. ,, London and Glasgow Co. . . Lynx, IMidge, Owl. „ Denny and Bros Ardent. ,, Fairfield Co Fortune. ,, Parsons Turbine Co. . . . Garland. The displacement of these boats will be from 920 to 935 tons, or about 140 tons heavier than that of the vessels of the two preceding programmes. They will have engines of 24,500 S.H.P., and will have a length of from 255 ft. to 260 ft. The speed will be 31 or 32 knots, with turbine machinery and oil fuel. The armament will consist of three 4-in. guns, in place of the two 4-in. and two 12-pdr. weapons of the Beagle and Acorn types. The Hardy, ordered from Thorny- croft, will have, in addition to a turbine installation for high speeds, an installation of internal combustion engines on the Diesel system for use at cruising speeds. This boat will be 257 ft. in length, with a beam of 20 ft. 6 in., and will have a speed of 32 knots. The four other boats ordered from Thornycroft and Co., of the same length and beam as the Hardy, are designed for 31 knots speed. The contract date for the completion of the.se twenty boats is December 31st next. The Admiralty, having learned in February that the torpedo .boat- destroyer programme of a Continental Power had been accelerated, invited tenders for twenty destroyers provided for in the 1912-13 programme, and the orders for these will have been placed before this issue of the Naval Annual is in the hands of the readers. Five submarines were completed during 1911-12 — viz., D 3, D 4, Sub- marines. and D 5 at Barrow and D 7 and D 8 at Chatham. Of the former, D 4 was the first submarine completed for any navy to carry a gun for offensive purposes. The trials of this boat were carried out in the Iri.sh Sea during November and were understood to have given satisfaction. The gun mounted, a 12-pdr., is placed under a hatch, the cover of which slides away, and the gun conies into view. After being fired, the gun is made to sink into the hatchway again, and the cover slides into its former position. The vessel was delivered at Portsmouth on December 2nd, and further trials have been made. D 6, of the same programme, is completing at Barrow. The six boats of the 1910-11 programme are the first of the "E" class, and were described in the Naval Anmial last year. Of the six 30 THE NAVAL ANNUAL. authorised in the 1911-12 programme, three will be of an improved " E " class and will be built at Barrow. They will be longer and of greater girth than any previous submarine, and will mount two quick-firing guns. Their displacement will be about 1000 tons. Two other boats of the programme have been allotted to Chatham Dockyard. The sixth and last boat will be a submersible of the Laurenti type as constructed by the F.I. A.T. San Giorgio Company, of Spezia, and will be built by Scott's Shipbuilding and Engineering Co. The following description of the type appeared in Engineerincj : — A feature of the Laurenti design is the construction of an outer hull to give the highest propulsive efficiency and reserve buoyancy on the surface, with the minimum of draught, and an inner hull to minimise the internal cubic capacity while ensuring satisfactory conditions when submerged. The double skin, which is braced with stays to ensure the maximum of structural strength, is confined largely to the central part, and the space between the shells up to the water-line on surface displacement is utilised to form water-ballast tanks for submergence. . . . Vertical bulkheads divide the interior into several compartments. The new British submersible boat will be of the twin-screw type, with twin six-cylinder F. I. A. T. engines in one engine-room, and electric motors, the latter for propelling the boat when submerged. The torpedo-tubes will be forward, under the bow, and the storage- tubes above. The two river gunboats of the 1911-12 programme have been ordered from Messrs. Yarrow, and are to be named the Kingfisher and Eail. Fleet The number of ships now maintained in commission as Fleet liaries, auxiliaries has risen to a very formidable total, and must absorb a not inconsiderable proportion of the manning resources of the Navy. Many of the first- and second-class cruisers of the Naval Defence Act period have had their armaments removed and been converted into depot ships for destroyers and submarines, mine-layers, etc. Is the removal of the armament always necessary ? The Blakes and the Crescent class carried a powerful armament, and could fight, though they might not be able to catch the numerous second- and third-class cruisers in foreign navies. The Maidstone, depot ship for submarines, of 3600 tons displace- ment and 14 knots speed, has been launched at Greenock. Two tenders for submarines, of 960 tons, are under construction at Messrs. Cammell Laird's, Birkenhead, one of which is due for completion by March 31st, 1912. Two additional auxiliaries have this year been ordered — a torpedo boat-destroyer depot ship, named the Woolwich, from the London & Glasgow Co., and a hospital ship from Messrs. W. Beardmore & Co., Ltd. The latter will include every appliance which medical and surgical experience has evolved for the alleviation of the suffering of the sick and wounded. When complete for service the vessel will have cost considerably over £200,000. DOMINION NAVIES. 31 The construction of the Australian Naval unit, which is to Dominion Navies. comprise one liattle-cruiser, three cruisers, six destroyers, and ^yg(.j.a^|jj^ three submarines, is progressing. The battle-cruiser Australia was launched at Clydebank on October 25th, 1911. Displacement, 18,800 tons; armament, eight 12-in. guns, sixteen 4-in. guns, and two 21 -in. torpedo tubes. The ship is protected by a belt 8 in. to 4 in. thick, with 10-in. armour on the turrets. The designed horse- power of the Parsons turbines is 44,000 S.H.P. — rather more than that of the Indefatigable — and the speed should be greater. At normal draught it is expected that her sea speed will be 26 knots. The Australia should be completed towards the end of the current year. The second-class cruisers Melbourne and Sydney, which are being built by Messrs. Cammell Laird & Co., at Birkenhead, and by the Loudon and Glasgow Company, at Glasgow, are in an advanced state. Displacement, 5440 tons ; armament, nine 6-in. guns. They are sister ships of the enlarged Town class, of which the Chatham was launched in October, 1911. This type may be suitable for work in the Pacific, but in the seas of the Southern Ocean a larger vessel would be preferable. The Commonwealth Government has accepted the tender of the New South Wales Government for the construction of the third cruiser — to be named the Brisbane — as well as of the three remaining destroyers of the programme, at the State dockyard. Cockatoo Island, Sydney Harbour. Of the three tirst destroyers of the programme, two were com- pleted in Scotland and arrived in Australia last year ; the third, the VVarrego, was shipped in sections to Sydney, put together there, and launched in April, 1911. Two of the submarines are building at Barrow, and will be launched this year. The third has not yet been ordered. Admiral Sir Eeginald Henderson's report proposed the creation of an Australian naval unit, to consist of eight battle-cruisers, ten protected cruisers, eighteen destroyers, twelve submarines, three depot ships for flotillas, and a fleet repair ship. This fleet, when fully manned, will require approximately 15,000 officers and men. No further steps beyond these above recorded have yet been taken. For the control of the Australian Navy, Admiral Sir Ptegiuald Creation Henderson proposed the creation of a Naval Board on the lines of Board, the Board of Admiralty, to be composed as follows : — 1. The Minister of State for Defence (or for the Navy, should a separate naval department be created later). 2. First Naval Member (to be a senior officer of the Common- wealth Navy not below the rank of captain). 32 THE NAVAL ANNUAL. 3. Second Naval Member (to be a senior officer of tbe Imperial Navy not below the rank of captain). 4. Third Naval Member (to be a senior officer of the Common- wealth or Imperial Navy not below the rank of captain). 5. Finance and Civil Member (to be a Member of Parliament, of the Senate when the Minister is in the House of Representatives, and vice versa). Admiral Henderson further recommended that the Board should have a naval representative in London attached to the Staff of the High Commissioner, but with an office in the Admiralty building and the right of access to the members of the Admiralty Board. That section of Admiral Henderson's able report which deals with control and administration is reprinted in full in Part IV, His recommendations have been approved ; a Naval Board has been created, and the definition of its powers and functions has received official sanction as follows : — " The Naval Board shall, subject to the control of the Minister, be charged with the administration of all matters relating to the Naval Forces. The members of the Board shall act as a whole, its orders being issued over the signature of the Naval Secretary. All orders, etc., for the Naval Forces will in future be issued by the Naval Board through their Secretary, and are to be obeyed accordingly. Such orders will be issued to or through the Director of Naval Reserves, naval commandants, or the officer in charge of the destroyer service ; and these officers may communicate direct with the Naval Board, addressing their communications to the Naval Secretary, Navy Office, Melbourne." Canada. Little progress has been made towards the creation of the Canadian Navy. The programme of Sir William Laurier's Govern- ment proposed the construction of four second-class cruisers, one third-class cruiser, and six destroyers, the whole to be built in Canada. Mr. Borden, the present Premier, stated in the Canadian House of Commons, on November 20th, 1911, that the proposal of the late Government called for an expenditure of £2,000,000 in ten years and planned a Fleet which would be useless as a fighting force and obsolete by the time it was completed. The whole question would be reconsidered. There is much force in Mr. Borden's criticism. If the Canadians wish to create a Navy, they must face the heavy expenditure necessary for the construction of modern battle-cruisers. In the debate on Mr. Choquette's motion to repeal the Naval Act — which was defeated by fifty-one votes to two — Mr. Lougheed, Leader of Senate, speaking for the Government, said that the Conservative Party was not in agreement two years ago with the Liberal policy regarding the Navy, believing, as it did, that Canada's naval I AIRSHIPS— DOCKS. 33 programme should be along the lines of united action and central control in the Imperial Navy. This statement is very significant. The first annual report of the Naval Defence Department states that besides the 21 naval cadets now under training, 223 recruits were registered, of whom 185 went to the Niobe and 38 to the Piainbow. A site for the Canadian works of Messrs. Vickers is being pre- pared at Montreal. It will be completed this summer, when the building oP the ship-repairing and engineering works will be com- menced. The large rigid dirigible airship constructed by Messrs. Vickers Naval at Barrow for the Navy was wrecked in September. The airship ^^^ ^en was on May 23rd, 1911, taken out of the shed in which it had been planes. constructed, for the first time. It was made fast to its moorings in the dock, and behaved admirably, in spite of the high wind which was blowing. It was subsequently taken back to its shed, where certain alterations were made, and it did not again emerge till the day of the accident. The delay, it is reported, was due to the difficulty as regards the supply of hydrogen. The weather was favourable on the morning of the accident, which is believed to have been due to the rupture of one of the gas-bags as the ship was being taken out of the shed. One hydro- aeroplane is under construc- tion at Eastchurch, and two others are on order. A Deperdussin aeroplane has been purchased, and flew from Issy-les-MouKneaux to Eastchurch. Another airship has been ordered from Messrs. Vickers. The position as regards docks capable of taking the ships of ever- Docks, increasing size that are built or building for the Navy is not unsatisfactory, and, with the completion of the docks now in hand, will shortly improve. According to the First Lord, there are at present nine docks which can take Invincibles, Lord Nelsons and all earlier ships. Five of these, one of which is at Haulbowline, are suitable for the latest battleships. Two floating docks for the largest vessels that at present exist will be completed in a few months ; one of these will be put in the Medway and the other ultimately at Portsmouth. Early in 1913 a new dock will be available at Torts- mouth, another in January, 1914 ; and the three docks and the lock at Kosyth in 1916. Pending the completion of the docks at Rosyth the Admiralty are considering the advisability of towing one of the floating docks to Cromarty, and using it as a temporary subsidiary base until the large base on the north-east coast has been completed. There are five private docks which ccnild be used to dock the largest vessel, and two more are being built. There are also four others which will take vessels of the Invincible class. D 31 THE NAVAL ANNUAL. Naval The results of the Tests of Gunlayers and of Battle Practice are, as usual, given in Part IV. From the former it appears that the standard of shooting with heavy guns is about the same as last year. The percentage of hits to rounds fired is 50"01 in 1911 as compared with 51-85 in 1910 and 5412 in 1909. In 1910 ricochets were counted as ^ hit; in 1911 they were counted as -^-q hit. If in these two latter ricochets had counted as whole hits, the percentage of hits to rounds fired would be 54'86 in both 1911 and 1910, as compared with 54-12 in 1909 and 53-57 in 1908. The best ship in the Fleet is the cruiser Challenger, which obtained 90*76 points, the average hits per minute with the 6-in. guns being 7*64. The best shot in the ship, Leading Seaman J. E. Bennett, obtained the extraordinary number of 14-4 hits per minute. The Minotaur stands second in the list with 86 02 points, ten hits per minute being obtained by the best shot in the ship. Leading Seaman E. Kussell, with a 7-5-in. gun. It is interesting to note, in the gunlayers' tests for 12-in. guns, that the five best ships are pre-Dreadnoughts. The best ship is the Eussell with 2-31 hits per turret per minute, equal to 1*65 hits per gun per minute. The Queen and Britannia, second and third, obtained over two hits per turret per minute, while the Superb only obtained 1'76 hits per turret per minute. Estimates The Navy Estimates for 1912-13 amount to £44,085,400 as 1912 13 compared with £44,392,500 in 1911-12 ; the increases under the head of Pay, £115,500, Naval Armaments, £198,000, and Naval Works, £449,700, being more than compensated for by a decrease of £1,236,000 in the amount to be voted for Shipbuilding and Eepairs. The First Lord, in introducing the Navy Estimates in the House of Commons, explained that owing to various causes there was a con- siderable sum unspent on new construction in 1911-12, which would involve increased expenditure in the following years. New pro- The programme of construction to be commenced in 1912-13 involves an expenditure of £1,903,000, and comprises four large- armoured ships, eight light-armoured cruisers, and twenty destroyers. Of the large-armoured ships two are to be built in the dockyards, and two by contract. On the former about £166,000 apiece is to be spent; the two latter will hardly be begun. The light-armoured cruisers are of quite a new type with high speed and little armament which will serve as the eyes of the Fleet. The two dockyard-built ships will be substantially advanced during the year. For the six contract-built ships only £12,000 apiece is taken, and they will hardly be laid down during the financial year 1912-13. £1,053,000 is taken for the twenty destroyers, which will consequently be well advanced. The programme of battleship construction is adequate gramme. PERSONNEL. 35 having regard to the fact that only one battleship and one battle- cruiser are to be laid down in Germany this year. The First Lord's speech, in which he states the margin that the Admiralty consider we should possess over Germany, and the battleship pro- gramme for the next few years, is printed in full in Part IV. It is the most noteworthy speech delivered by a First Lord of the Admiralty for many years. The frank and statesman-like way in which he dealt with German naval expansion has been universally approved in this country, and has not been resented in Germany by the weightier organs of the press. Mr. Churchill's way is the only way by which a reduction of armaments can be obtained. The personnel is to be increased to an average of 136,000 men Personnel. borne, and a further increase is foreshadowed in succeeding years. The strength of the Fleet Reserve is to be increased by 1500 men to 26,200. The numbers borne on January 1st were 24,153. At the same date there were 8441 men in the Pensioner Eeserve. A new class of the Fleet Reserve, to be called the Immediate Eeserve, is to be created, which is to have twenty-eight days' training annually. The establishment of the Royal Naval Reserve has been increased to 21,534, the increase being entirely in the new Trawler Section. The numbers borne show a small increase over last year. The Naval Volunteer Reserve is practically up to its establishment of 4100, the numbers borne on January 1st being 4063. The grand total of the numbers voted for the Naval Service is 196,291, of which less than one-third, or 60,291, are ojQficers on half pay or officers and men in the various branches of the Reserve. The numbers borne on January 1st, 1912, were 190,846, including 500 officers and men lent to Colonial or Foreign Governments. The first officers entered under the system of common entry have Officer now reached the rank of Lieutenant. The conditions imder which they may specialise are set forth in the First Lord's Memorandum. There has been considerable misgiving as to how far the system will succeed. It is possible that only a small proportion of the officers so entered will voluntarily enter the Engineer Branch, but it is hoped that this proportion will be sufficient for the needs of the Service. The system of common entry is held to work well in the United States Navy. It is, at any rate, certain that it is desirable that the executive officer shall possess sufficient knowledge of engineering to effectually command his ship, and that the large bodies of men in the engine-room shall be in charge of officers of equal standing to those on deck. The shortage in the Lieutenants' list is to be partly met by the promotion of warrant officers. Hythe. P 2 36 CHAPTER III. Foreign Navies. France. Improved ^q Navy has made greater progress during the last year than tration. that 01 France. In nearly every department of naval activity there is evidence that the period of stagnation, suspense, and unrest is at an end. The Reports of M. Bos, M. Chaumet, and M. Benazet drew the attention of Parliament to the deplorable condition to which the French Navy had been allowed to sink, and, under the able and vigorous impulse of Admiral Boue de Lapeyrere, steps were taken to place the administration of the Navy on a sound footing. Better collaboration has been established between various branches of the Service, the dockyards have been set in order, the period of con- struction much reduced, and a shipbuilding programme put in hand which will make the French Navy again a formidable naval force. The idea too long prevalent in France, that torpedo-boats, submarines, and the guerre de course could compensate for inferiority in the fighting line, has been abandoned. A new squadron of powerful ships has been commissioned. The manoeuvres brought together an unusual number of vessels of all classes, and the great review outside Toulon on September 4th, when M. Fallieres, accompanied by the Presidents of the Chambers and many of their members, saw the whole Fleet under way, was the most important French naval demonstration since M. Loubet reviewed the Fleet off La Ciotat in 1901. The terrible disaster to the Liberte on September 25th was a serious blow to progress, but the Navy has recovered its equilibrium, and the Naval Department has since made it a special care to prevent the recurrence of such calamities. M. Delcasse has proved a worthy successor to Admiral de Lapeyrere as Minister of Marine, and the immediate future of the French Navy is safe in his capable hands. Admiral de Lapeyrere is now in command of the Battle Fleet. Command In a very notable report on the Estimates of 1912, in which he Meditcr- dealt with the Liberte disaster, questions relating to the high com- mand, the central and dockyard adininistration, and other matters, M. Painleve, the Budget reporter, raised the fundamental question of the real object of the French Fleet, which he described as the ranean. FRENCH NAVAL POLICY. 87 command of tlie Mediterranean— /<<■ mailrise de la Meditcrranec. French resources, he said, did not permit France to rival Germany in her naval preparations, but they enabled lier to command at least the western basin of the Mediterranean against the Fleets of Austria and Italy, which he further declared to be the essential object. In his view the disembarkation of an army corps, properly equipped and supplied, on the Channel or Atlantic coast is not an enterprise to be feared. It would present too many risks, in view of the presence of the coast flotillas and the length of time it would take. Even if it partially succeeded, the invaders would encounter the land forces, and unless they could seize some fortified place, in which they would be invested, they would be lost. Therefore, M. Painleve regarded the hypothesis of an invasion by sea as chimerical, and moreover as promising to change in no respect the results of the war on land. The. following passage from the report, although its conclusions are not undisputed, represents the ideas which at present dominate French naval policy : — La maitrise de la haute iner dans la Manche efc dans I'Atlantique, si desirable qu'elle soit, ue nous est point indispensable. Au contraire,si elle nous 6chappait dans la M6diterran6e occidentale, ce serait un d^sastre. La neutrality de I'ltalie pent dependre de notre puissance dans la ]\I6diterran6e. Si nous sommes faibles, I'appat de la Tunisie et la menace de I'Autriche centre laquelle nous ne pourrions I'aider a se proteger la dt'termineraient peut-etrc a intervenir centre nous. Or un d6barquement sur la cote tunisienne serait autrenient facile et dangereux que sur les cotes de France : si notre flotte n'est pas dans la M6diterran6e, quel obstacle rencontrerait-il ? Mais une condition est indispensable : pour reniplir sa mission, il faut que notre flotte soit enti^rement concentr^e a I'heure du combat. La vieille conception d'une flotte du Ponant et d'une flotte du Levant est une conception n^faste. II importe de se rappeler la maxime de I'amiral ]\Iahan : " Une flotte divis^e en tron^ons est une flotte gratuitement affaiblie et livr6e a la d6faite." Sans doute, si notre flotte (jtait superieure aux flottes r^unies de la Triple Alliance, la disposition de nos cotes nous inclinerait a constituer deux armies uavales : I'une a Brest, capable de tenir tete a la flotte allemande ; I'autre a Toulon, capable de tenir tete a la flotte austro-italienne ; mais, dans I'^tat actuel de uos forces, ce n'est la qu'un reve dangereux de m^galomanie. Tous nos navires de haut bord ne doivent former qu'une arm6e navale. Pour qu'une telle arm6e soit entraln^e aux manoeuvres d'ensemble, pour que chaque navire rem- plisse automatiquement son role de combat, il ,faut que cette concentration soit pernianente et il faut que domino I'id^e que le champ de bataille naturel de cette armee est la M^diterrau^e. D'ailleurs, au moment de la revue navale, alors que I'heure pouvait devenir grave et que les int6rets de clochers faisaient silence, tous les Fran^ais out eu la sensation que la flotte Mail Id oi'i il fallait. M. Chautemps, in his report to the Senate relative to new con- struction, said that there was a change in the aspect of the dockyards owing to the better employment of the men and the introduction of new plant. The state of the Fleet was satisfactory, and construction, Ijoth in the dockyards and the private yards, was more rapid and more economical. The period allowed for the building of the new battle- ships is thirty-six mouths. The six battleships of the Danton class, which were laid down ships in 1906-7, have been completed. Displacement, 18,028 tens; pj™^^^ armament, four 12-iu. and twelve 0-4-in. guns. Designed speed was 19i knots, with 22,500 S.H.i'. These ships arc driven by H8 ttiE NAVaL ANMtAL. turbine engines, and, as was to be expected .with a type of machinery little known in the French Navy, there were a number of mishaps on their trials. These have now been concluded satisfactorily, con- siderably more than the designed speed having been realised in all cases. The ships with Belleville boilers did better than those with Niclausse boilers. The following particulars are taken from Le Yacht, which comments on the heavy coal consumption at low speeds, and other Service papers : — 24 Hours. 10 Hours. 3 Hours. Boilers. S.H.P. Speed. S.H.P. Speed. S.H.P. Speed. Danton . Belleville . 18-16 19-44 29,650 20-18 Diderot . Niolausse . . 14,668—18-26 20,230—19-48 22,150—19-75 Condorcet • 18-3 19-31 19-8 Mirabeau . . BelleviUe . 18-27 19-73 19-73 Vergniaud . Niclausse . 17-74 19-15 19-67 Voltaire . . Belleville . 18-63 19-78 20-66 Armoured cruisers. Battle- ships under con- struction. Courbet. It is very noteworthy that the steam trials of most of these ships were carried out in a very few days, instead of dragging out for many months, as has been the practice hitherto in the French Navy. M. Painleve states, in his report, that the Danton class during the manoeuvres consumed two and a half times as much coal as the Patries. The gunnery trials of these battleships are also reported to have passed off satisfactorily. The turrets are less cramped than in preceding French battleships, and, with improved loading arrange- ments, a more rapid rate of fire has been attained — two rounds from the 12-in. and three rounds from the 9-4-in, guns per minute. The weight of a single broadside is 6776 lb. The broadside fire per minute is considerably superior to that of the Dreadnought, and slightly inferior to that of the Neptune, the German Nassau class, and the United States Delaware. These ships are well protected by a complete water-line belt 10 in. thick amidships. The armoured cruisers Edgard Quinet and Waldeck-Eousseau, which were launched respectively in 1907 and 1908, have at last been completed. The Waldeck-Eousseau on her 10 hours' full-power trials attained an average speed of 23 '10 knots, with 36,110 H.P. and a coal consumption of 1*94 lb. On the 24 hours' trial with normal draught the average speed was 21 • 62 knots, with 28,300 H.P. and a consumption of 1*5 lb. The Courbet and Jean Bart, designed by M. Lyasse, were launched respectively on September 22nd and 23rd, 1911, at the Lorient and Brest dockyards. Length, 546 ft. ; beam, 88 ft. 6 in. ; mean draught, 29 ft. ; displacement, 23,100 tons ; S.H.P., 28,000 ; designed speed, 20 knots, which will probably be exceeded on trial. The main armament comprises twelve 12-in. guns in six turrets — two forward, two aft. BATTLESHIPS BUILDING. 39 and two abreast amidships. Turrets No. 2 and 5 are raised, so that the guns in them can fire over the forward and after turrets. This disposition gives a broadside of ten 12-in. guns, while eight guns can fire ahead or astern. A feature of these ships is the powerful secondary battery of twenty-two 5"5-in. guns, protected by 7-in. armour. Eighteen of these are mounted on the upper deck, four of which can fire ahead, while four are mounted on the main deck below the after turrets, and can be fired right astern. The disposition of these guns will best be understood by a reference to the diagram. As regards protection, there is a complete water-line belt 11-in. thick amidships and 7-in. thick at the ends. The side above the belt from the forward turret to the after tunet is protected by 7-in. armour up to the level of the upper deck. From the upper deck to the spar deck the ship is protected for over 200 ft. by 7-in. armour, with 7-in. athwartship bulkheads, forming an armoured redoubt for eighteen of the 5 • 5-iu. guns above mentioned, and protecting also the bases of the funnels. There are three armoured decks — the lower, 2|-in. thick; the main, 1'9-in. ; and the upper, 1'2-in. There are four 18-in. submerged torpedo tubes ; recent British battleships are fitted with 2l-in. tubes. Each ship will have twenty-four boilers, for using either coal or liquid fuel, those of the Courbet being of the Niclausse and those of the Jean Bart of the Belleville type. There will be two cruising turbines, two high-pressure and two low-pressure turbines for steaming ahead, and the same for going astern, driving four propellers. In some British battleships cruising turbines have been suppressed. The normal coal supply is 900 tons and the maximum 2700 tons, which will enable the ships to steam 8500 miles at 10 knots. The cost of the Courbet and Jean Bart is set down at £2,604,000, or nearly £900,000 more than that of the Neptune. They are some 3000 tons larger, and must be pronounced in every respect most powerful fighting ships. They are well protected and well armed, they carry the same coal supply as British battleships, and though the designed speed is lower, the speed realised on trial and on service will probably not be far short of that of their competitors in other navies. The Courbet and Jean Bart are due for completion in May, 1913. They were laid down in November and October, 1910. If the anticipations are realised, they will have been completed in little over thirty month.s, an enormous improvement on previous rates of construction in France. Two ships of the same type, the France and Paris, were laid down on August 1, 1911 ; the former at the yard of the Forges et Chantiers de la Mediterranee, La Seyne, the latter at the yard of the Forges et 40 THE NAVAL ANNUAL. The pro- gramme. Battle- ships Bretagne, Provence, Lorraine. Chantiers de la Loire at Saint Nazaire. These ships are clue for completion in the last quarter of 1914, or in rather over three years from the date of laying down. The destruction of the Liberte has led to an alteration in the number of battleships to be laid down. The Naval Law, which proposes a fleet of twenty-eight battleships, ten scout cruisers, and fifty-one destroyers, has been sanctioned by the Chambers. Four ships of the programme have been laid down, as shown above (Jean Bart, Courbet, France and Paris), by yearly votes. Under Article 2 of the Law, vessels lost are to be replaced, and thus in 1912 three battleships will be laid down, followed in 1913 by two, in 1914 by two, in 1915 by four, and in 1917 by two. Two scout cruisers are to be laid down annually in 1917, 1918, and 1919. The money which it is estimated will be absorbed by the completion of the programme is proposed to be spread over eight years : £6,400,000 in 1912 ; £6,800,000 in 1913 ; £7,000,000 in 1914 ; and £7,400,000 in each of the years from 1915 to 1919 ; total £57,000,000. (For details of the programme see Naval Ammial 1910.) The design of the three new ships to be laid down this spring shows a radical change in the armament. The Superior Council of the Navy decided, early in 1911, that a report on the merits of a 13'4-in. gun for the ships of 1912 should be presented, but before full trials had taken place a sketch plan of the ships was prepared, according to indications given by the Minister's Cabinet and the General Staff. The indications given to the technical authorities were that they should take the Jean Bart as the point of departure in their plans, but that the ships should mount ten 13"4-in. guns in five double turrets on the keel line, while the smaller armament would remain the same, as well as the torpedo armament and the protection. The disposition adopted for the main armament resembles that of the Orion. A single turret is placed amidships, with an arc of fire of 120 degrees on either side, instead of two turrets abreast with an arc of 180 degrees, as in the Jean Bart. The altered positions of the masts and funnels have led to some changes in the location of the secondary battery, consisting of twenty- two 5 • 5-in. guns, of which eighteen will be mounted on tlie upper deck behind 7-in, armour, fourteen being forward of the amidships turret, while four are mounted on the main deck beneath the after turrets. The diameter of the torpedoes will remain as in the Jean Bart, it being considered that with hot-air equipment the speed and range are what is required, while the charge is enough for all purposes. The displacement is increased to 22,637 tons. In Le TORPEDO FLOTILLAS. 41 Yacht these sliips are held to be too vulnerable to torpedoes and mines. They will be named Bretagne, Provence and Lorraine. Of the eighteen destroyers (700-750 tons displacement), seven ^^° have been completed, and the following are still in hand, showing in brackets where they are being built and the date given for completion : — Bisson and Eenautlin (Toulon, 1913) ; Protet (Eochefort, 1914); Commandant Lucas (Toulon, 1914); Capitaine Mehl (Lorient, 1912) ; Dehorter (Cherbourg, 1912) ; Francis Garnier (Lorient) ; Commandant Bory and Commandant Eiviere (Lorient, 1912); Magon (Lorient, 1913); Mangini (Toulon, 1913). These boats carry each two 3*9-in. Q.F. and four 9-pdrs., and four torpedo-tubes. The designed speed was 31 knots. On trial this has been well exceeded, and the boats have behaved well in a sea-way. The speeds attained on trial are as follows : — Bouclier, 35 * 34 knots ; Casque, 34-9 knots; Cimeterre, 33 • 75 ; Fourche, 33*8 knots. The Bouclier, which was engined by the Cie. Electro-Mecanique, attained the above result with 15,000 H.P. and a coal consumption of 1*46 lb. The smaller vessels, Enseigne Henry and Aspirant Herbert (450 tons, 28 knots), which are building at Eochefort, are to be completed this year. Nine submarines are to be completed this year (Foucault, Sub- Euler, Franklin, Coulomb, Arago, Curie, Le Verrier, Clorinde and Cornelie) ; two are to be advanced (Gustavo Zede and Nereide) ; and nine are to be begun (Q 94 to Q 102), and are to be ready for trials February-May, 1914. The vessels named in the first list are developments and variations of the Pluviose type, displacing about 400 tons. The Pluviose is propelled on the surface by steam, and on trials attained 12*5 knots, while the later boats, with petrol motors, have travelled at 15 knots. They have also much greater range of action. The Gustave Zede and Nereide, which are from the design of M. Simonot, will rise to a surface dis- placement of 780 tons, and have motor engines corresponding to a speed of 20 knots. Of the nine boats to be laid down in 1912, eight (Q 94 to Q 101) will displace 410 tons, with 181 ft. length and 16 ft. 9 in. beam, engines of 1300 H.P., surface speed 15 knots, and complement of three officers and twenty-four men. Q 102 will be larger — 520 tons, 196 ft. 9 in. length, 17 ft. 9 in. beam, engines of 2100 H.P., surface speed 17^ knots, complement three officers and twenty-six men. A salvage dock for submarines has been launched at St. Nazaire. Length, 324 ft. ; beam, 76 ft. It is constructed to lift weights up to 1 000 tons from a depth of 28 fathoms. The importance of liizerta is increasing, and the port is to become the base for a squadron of six battleships, five armoured cruisers, Bizerta. 4^ THE NAVAL ANNUAL. Aux- iliaries. The Libert^ disaster. and a destroyer flotilla. Ships of the Daiiton class have been refitted there. The two docks are to be enlarged for ships of the new classes, and two large basins are projected. The mine-layer Cerbere, 566 tons, 20 knots, is to be completed this year, and a coal transport, 3150 tons, 12 knots, is to be put in hand. The destruction of the Liberte at Toulon on September 25th will be dealt with in detail and technically in Part III. of the Naval Animal, and therefore it is necessary here to do little more than give the sequence of events as they were observed by the other ships in the harbour. At 5.31 a.m. smoke was observed issuing from the embrasure of the forward starboard casemates of the Liberte. Two or three series of detonations were counted. A great volume of flame then broke out and reached the bridge, long tongues of fire leaping up to the fore-top. It was thought at the time that they w^ere caused by the combustion of the small-calibre ammunition. This burst of flame, however, soon died down, and though red fire could be seen through the dense smoke, it began to be thought that the fire had been got under control. General quarters were heard sounded on board the Liberte, where a signal for assistance was seen flying ; and many men having leaped into the water, the boats of the squadron were soon rescuing as mauy as could be pulled up. But at the sounding of general quarters, and the flames having died down, a number of men swam back to the ship and climbed on board. About ten minutes of uncertainty then passed, at the expiration of which, at 5.53 A.M., the ship suddenly blew up with a tremendous detonation, and fragments of her structure were propelled tln-ough the aii" in various directions and damaged several of the ships. The destruction of the Liberte was complete, and as the smoke cleared away she was seen to be a mere mass of wreckage. The loss of life was very great. At the time of the disaster the captain and second in command were absent on leave, but the senior officer present, Lieut. Garnier, gave the order to flood the magazines. So rapid, however, was the advance of the flames that the execution of his order seemed to be impossible, and it appears to be questioned whether the pressure of water was sufficiently great. The whole of the circumstances touching the disaster have been reported upon by a committee presided over by Eear- Admiral Gaschard. The Eepublique was seriously damaged by flying wreckage. A mass of armour, weighing nearly a ton, struck her side 50 feet from the stern, staving in her plating, and damaging her near the water- line. Two projectiles, much small wreckage, and part of the Liberte's bridge also struck her, and an officer and some thirty men PfiENCH MANCEUVRES. 43 were killed or wounded. The Democratic and other ships were injured, and the captain of a training-ship was killed by a fragment as he stood on the bridge of his vessel watching the Liberie. The manoeuvres, which took the form of exercises, began on ^ran- CBUVrGS. September 5th and concluded on the 16th, under the direction of Vice- Admiral Jaureguiberry, who had his flag in the Jules Ferry. With the exception of the Bouvet and the vessels employed in the training service, practically every serviceable vessel in the French Fleet was employed, and no French Admiral has ever had such a powerful force under his command. Moreover, with the exception of the Jules Ferry, Jules Michelet, Foudre and Casabianca, the whole of the vessels belonged to squadrons, divisions and flotillas which are now always in commission, and the four named are habitually assembled and exercise with nucleus crews under command of a rear-admiral. It was observed that a great number of voluminous orders and instructions were issued to the Fleet on the very eve of the operations, the inference being that the spirit of particularism in the squadrons has not yet been altogether eliminated, and a considerable number of exercises in tactics were intended to give cohesion to the Fleet. Each of the Admirals commanding the Battle Squadrons (Boue de Lapeyrere, Bellue, and Aubert) led in turn a fleet of fifteen or sixteen vessels into action with an adversary, after setting forth in a memorandum his intentions in the case presented to him. There were various exercises of distant blockade, or rather observation, giving rise to some interesting situations but no remarkable incidents, and showing the practical advance made by wireless telegraphy, signals being transmitted and received by both sides without their adversaries being able to interfere with them. The flotillas showed considerable enterprise, and some of the submarines made an excellent attack on the second squadron at a distance of twenty miles from the coast. There were four fighting exercises, in one of which fog descended and played an unexpected part. The tactical ideas of Admiral Fournier no longer dominate the French Fleet, and the object of the exercises was to determine the best use of the formation of ships in line ahead — the long line or the short line, the long single line and the short double line — and also the use of swift battle-cruLsers, which were represented by armoured cruisers. The conclusions arrived at do not seem to be known, but it was pointed out that a French squadron of six ships would be unfavourably placed if engaged with a foreign squadron of eight. With regard to the swift cruisers, it appeared that they required 44 TfiE NAVAL ANNUAL. fully half an hour to reach the positions of advantage they desired, and when the Admirals endeavoured to economise this time by making dispositions in advance, they generally found their objects defeated. Germany. Battle- The three battleships of the 1908 programme, Helgoland, Ostfriesland and Thiiringen, have been completed, and have joined the High Sea Fleet. The Helgoland was laid down at the Howaldt Yard, Kiel, in December, 1908, the Ostfriesland at the Imperial Dockyard, Wilhelm shaven, in October, 1908, and the Thiiringen at the Weser Yard, Bremen, in January, 1909. The period of construction was about thirty-three months. The speed of the three ships on trial exceeded 20 knots, and the machinery worked very satisfactorily. The Thiiringen on trial steamed 21-07 knots with 34,000 H.P. The principal dimensions are as follows : Length, 546 ft. ; beam, 93^ ft. ; draught, 26^ ft. ; displacement, 22,500 tons. There are three sets of triple-expansion engines, and the designed speed was 20*5 knots with 28,000 H.P. The armament comprises twelve 12-in. guns, which are all mounted at the same level on the upper deck. The turrets are distributed as in the Nassau class, viz., one forward, one aft, and two on either beam. This gives a broadside fire from only eight 12-in. guns as compared with ten guns in recent British battleships. There is a powerful secondary battery of fourteen 5 • 9-in. guns mounted behind armour on the main deck. Two of these guns can be fired ahead, and four astern. There are, in addition, fourteen 3 • 4-in. guns. Protection is afforded by a complete water-line belt, and by side armour carried up to the upper deck and extending from the funnel to the after turret. The normal coal supply is 900 tons, and the maximum supply 3000 tons. The complement consists of 1107 officers and men. The fourth and last battleship of the Helgoland class, but of the 1909 programme, the Oldenburg, which was launched at the Schichau Yard, Danzig, on June 30th, 1910, has passed through her trials. She will probably be commissioned in April. The two other battleships of the 1909 programme belong to a new type. The Kaiser was launched at the Imperial Dockyard, Kiel, on June Gth, 1911, and the Friedrich der Grosse at the Vulcan Yard, Hamburg, on March 23rd, 1911. Details of the Friedrich der Grosse were made public by the Marine Rundschau much earlier than has latterly been the practice in matters concerning naval construction in Germany. A great change is made in the design, and it may be presumed that she is the type-ship of a class which GERMAN BATTLESHIPS. 45 will also include the Konig Albert, Kaiser, Kaiserin, and Prinz Eegent Luitpold. The displacement is increased to 24,119 tons, and the deck plan closely resembles that of the British Neptune. The armament comprises ten 12-in., fourteen 5 • 9-in., and twelve 3 • 4-in. guns. There are three turrets on the keel line, each mounting two 12-in. guns, one of them forward, and one of the aftermost pair firing over the other. Two other turrets with the same armament are on either side echeloned, the aftermost of this pair being on the port side. The number of guns is thus reduced from twelve to ten, but there will be a full broadside, with ahead fire of six guns and astern fire of eight. The length of the ships will be 564 ft. 3 in., the beam 95 ft. 3 in., and the draught 27 ft. 3 in. The additional displacement is devoted to obtaining higher speed and range of action. The engine power is 25,000, to give a speed of 21 knots. The normal coal supply will be 1000 tons, but the total bunker capacity will be 3600 tons. The diagram and a photograph of the model show that the Friedrich der Grosse will have two pole masts of ordinary type, and two funnels standing between them, but each near one of the masts. The ship is to be completed for service in the autumn of the present year, when the Kaiser is also due. Of the three battleships of the 1910 programme, the Kaiserin was launched at the Howaldt Yard, Kiel, on December 11th, 1911 ; the Konig Albert is building at the Schichau Yard, Danzig, and the Prinz Eegent Luitpold was launched at the Germania Yard, Kiel, February 17th, 1912. The three battleships of the 1911 programme have been laid down, the Ersatz Kurfiirst Friedrich Wilhelm at the Vulcan Yard, the Ersatz Weissenburg at the Weser Yard, and " S " (an additional ship) at the Imperial Dockyard, Kiel. These ships are to be com- pleted in the summer of 1914. The main armament wUl probably be composed of 14-in. instead of 12-in. guns. The Estimates of 1912-13 (prepared in December, 1911) provide, according to the Navy Law, for the laying down of a battleship to replace the Brandenburg. Of the battle-cruiser Von der Tann (1907 programme) a de- Battle- scription was given last year. On completion she was sent on y^^^^"^, a cruise to South America, and returned in time to take part in Tanu, the Coronation Picview at Spithead, when the present writer had the opportunity of visiting her. Her displacement and speed are about the same as those of the Indefatigable, viz., 18,700 tons and 27 knots. On trial .she attained a speed of nearly 28 knots, and " Nauticus" reports lliat on the last stage of the return journey from South America — from Tenerilfe to Heligoland — an average speed of 46 THE NAVAL ANNUAL. Moltke. Protected cruisers. 24 knots was maintained. The main armament of the Von dev Tann consists of eight 11-in. guns as compared with the eight 12-in. gu)is of the Indefatigable, but any inferiority in this respect appears to be more than compensated for by a secondary battery of ten 5"9-in. guns, which the Von der Tann carries on the main deck behind 6-in. armour. The battle-cruiser Moltke, of the 1908 programme, which was launched at the yard of Blohm & Voss, Hamburg, on April 7th, 1910, was completed last year. The following particulars, taken from "Nauticus," which differ in many respects from those given in the Naval Annual of last year, may be accepted as reliable : — Displacement, 22,600 tons ; length, 610^ ft. ; beam, 96i ft. ; draught, 27 ft. The armament comprises ten 11-in. guns mounted in five turrets, which are distributed as in the Neptune, but with the side turrets echeloned in the opposite direction ; twelve 5 • 9-in. guns mounted in a main deck battery, and twelve 3*4-in. guns. This distribution gives a broadside fire from all the 10-in. guns and from six 5* 9-in, guns. Six 11-in. and four 5 •9-in. guns can be fired ahead, and eight 11-in. and four 5 •9-in. guns astern. The weight of broadside of the Moltke is thus considerably superior to that of the Indefatigable. There are four torpedo-tubes. Eeliable information as to the protection is not available, but the maximum thickness of the belt armour is probably 7 in., and that of the turrets 10 in. The Moltke, like the Von der Tann, is driven by Parsons turbines with 24 boilers. The designed speed was 25^ knots with 50,000 S.H.P. It is claimed that the ship has attained a maximum speed of 29*7 knots. On the measured-mile trials the speed was 28-4 knots with 86,000 S.H.P.* The Moltke is 4000 tons larger than the Von der Tann and the British ludefatigable, and being of later design is naturally superior to them in fighting qualities. She must be pronounced from every point of view a very powerful ship of her type. The Goeben, of the 1909 programme, which was launched on March 25th, 1911, at the Blohm & Voss Yard, is sister-ship to the Moltke. She is to be completed in the summer of this year. The battle-cruisers Seydlitz (1910 programme) and K (1911 programme) are also building at the Blohm & Voss Yard. Another ship of the class. Ersatz Kaiserin Augusta, is in the Estimates of 1912-13. The Seydlitz was launched March 30th. The cruiser Magdeburg (Ersatz Buzzajrd) and Breslau (Ersatz Ealke) were launched respectively on May 13th and 16th, 1911, the former at the Weser Yard, and the latter at the Vulcan * Speed 27-25 knots on six hours' full-power trial. Cf. Chapter V. GERMAN DESTROYERS. 47 Yard, Stettiu. These ships are believed to be of about 4500 tons dis- placement, and to carry an armament of two 5*9-in. and ten 4'1-in. guns. In size and armament they are thus practically the equals of the earlier vessels of the British Town class. Their immediate predecessors, the Koln, etc., are credited with a speed of 27 knots on trial. The speed of the Magdeburg will probably be the same. The Stralsund (Ersatz Cormoran) and Strassburg (Ersatz Condor), of the 1910 programme, were launched in 1911, the former on November 4th at the Weser Yard, the latter on August 24th at the Imperial Dockyard, Wilhelnishaven. Two cruisers of the same class, but of about 5000 tons displace- ment, were laid down in 1911 — the Ersatz Seeadler at the Germania Yard in the summer, the Ersatz Geier at the Howaldt Yard, Kiel, in the autumn. Two similar cruisers, the Ersatz Irene and Ersatz Prinzess Wilhelm, are to be laid down in 1912. It is stated that these cruisers will mount 8 * 2-in. guns. Two divisions of six destroyers each are laid down and completed ^orpedo every year. G 186-191 and V 192-7 have been completed respec- tively at the Germania and Yulcan Yards, and are in commission. G 7-12 are under construction at the former, V 1-6 at the latter yard, the builders in each case supplying turbines of their own design. Twelve destroyers are being constructed by Messrs. Schichau ; it is uncertain whether for the German or a foreign Navy. Twelve destroyers will be laid down in 1912, to be numbered 13 to 24. Sixteen submarines, U 1-U 16, have been completed, of which one, the U 3, sank in Kiel Harbour. Twenty-five of the crew were saved ; the commander, a lieutenant and a seaman, who with great heroism endeavoured to save the boat, were drowned. The old gunboats Miicke, Skorpion, Crocodil, and Natter, the training vessels Ehein and Nixe, and the former despatch vessels Comet and Meteor have been removed from the list. The old battleship Wiirttemberg is classed as a school ship, the Sperber as a gunboat, and the Schwalbe as a special service vessel. The old Moltke, depot ship for submarines, has been re-named Acheron. The Estimates for 1912 amount to £22,008,746, an increase of Esti- nearly £1,000,000 as compared with those for 1911. The ordinary ™^*^^- permanent Estimates account for over £500,000 of this increase, there being a rise in nearly every item, owing to the expansion of the Fleet. The vote for new construction is practically the same as in 1911, viz., £7,906,508. The votes for armament show a large decrease, £3,887,057 in 1912, as compared with £4,335,440. " Other items," which include the construction and improvement of docks at Kiel, Wilhelmshaveu, etc., have risen from £668,610 to £1,512,040. 48 THE NAVAL ANNUAL. Dock- yards and works. Supple- mentary pro- gramme. The Estimates include charges for a number of works at the dockyards. For Wilhelmshaven a floating dock is to be built, and at the same port there is to be a new foundry for cast steel, the mechanical shops are to be enlarged, the dockyard railways and other communications are to be improved, and a tug is to be built. At Kiel the mechanical shops will be enlarged, and there will be improvements at Ellerbeck. Bridge and other communications will be improved in the inner harbour, and there will be important dredging in the outer harbour. The resources of the Danzig Dock- yard are to be increased, especially for submarine-boat purposes. There is to be a tug for Heligoland ; new moorings are to be laid out at Sonderburg, with fortified works ; magazines are to be built at Mariensiel and Dietrichsdorf, near Wilhelmshaven, with improve- ments at those places. At Friedrichsort there is to be a new torpedo factory, the gun-mounting shop is to be enlarged, and provision is to be made for the supply of distilled water. Several mining vessels are to be built or others adapted for the purpose. An addition to the programme laid down in the existing Navy Law has been for some time under discussion. The proposals provide for the construction, in addition to the present programme, of three battleships, two small cruisers, and some submarines, the creation of a Third Squadron, and a considerable addition to the personnel. An additional battleship will be laid down in the first year, viz., 1913, and subsequently two others, so that the three may be completed b|y 1920. The addition to the programme of new construction is not as serious as at one time seemed probable, or as the agitators of the German Navy League desired. The German Eeserve Squadron already consists of eight battleships, in addition to the Wettin, which is used as a training-ship. The formation of the Third Squadron for the High Sea Fleet will take the place of the Eeserve Squadron, which in any case we had to be prepared to meet. The proposed addition of 75 officers and 1600 men annually to the 'personnel is really one of the most important features of the new programme. Italy. Battle- ships building. The Dante Alighieri, which was laid down in June, 1909, and launched at Castellammare on August 20th, 1910, has been through her trials. The three battleships laid down in August and September, 1910, have been launched — the Conte di Cavour at Spezia on August 10th, 1911 ; the Giulio Cesare at Ansaldo's Yard, Sestri Ponente, on ITALIAN BATTLESHIPS. 49 October loth ; aud the Leonardo da Vinci at Odero's Yard, Genoa, on October 14th, 1911. They are down for completion at the beginning of 1913. The principal dimensions are as follows : — Length, 557 ft. ; beam, 92 ft. ; draught, 28 ft. ; displacement, 21,500 tons. They have four propellers, driven by three groups of Parsons turbines, and the designed speed is 22 knots with 24,000 S.H.P. These three ships represent an entirely fresh departure as regards the main armament, which comprises thirteen 46-calibre 12-in. guns, mounted in five turrets. There are three three-gun turrets forward, aft, and amidships, and two two-gun turrets elevated, so that the guns in them can fire over the forward and after turrets. This distribution gives a broadside fire from thirteen guns, while five guns can fire ahead or astern. In addition the ships carry twenty 50-calibre 4'7-in. guns and fourteen 3-in, guns. They are protected by a water-line belt 9^ in. thick amidships, tapering to 4^ in. at the ends, and by a l|-in. armoured deck. The turrets are protected by 9^-in. armour, and the 4*7-in. guns by 4|-in. armour. The normal coal and oil supply is 1000 tons. The complement is given as 44 officers and 950 men. The battleships F and G, which have just been laid down in the New dockyards at Spezia and Castellammare, are to be named Andrea Doria ^^°^,^^ and Duilio. They will be improved Cavours, better protected, and mounting 12-in. and 5'9-in. guns. The following particulars have been given : — Displacement, 21,500 tons ; length, 570 ft. ; beam, 91 ft. ; draught, 29 ft. ; main armament, probably thirteen 12-in. (46-calibre) guns in five turrets ; protection 10|— 6-in. armour. H.P., 38,000 ; speed, 23 knots ; turbine machinery.* Two others are projected, to be built in private yards, and may carry 14-in. guns. The scout-cruiser Quarto was launched at Venice on August 19th, Scout 1911. Length, 432 ft.; beam, 42| ft.; draught, 13^ ft.; full load dis- °^^''- placement, 3250 tons. The armament consists of six 4*7-in. guns and six 3-in. guns. There are two above-water torpedo tubes. The ship is driven by two groups of Parsons turbines, each group having one high-pressure and one low-pressure turbine, with ten Blechynden boilers, eight for liquid fuel and two for mixed stoking. The designed speed is 29 knots, with 22,500 S.H.P. The normal fuel supply is 425 tons of naphthalene and 25 tons of coal. The complement will be 12 officers and 185 men. A sister-ship, the Nino Bixio, was launched at Castellammare on December 30th, where the Marsala has since been put into the water. The armoured cruiser San Giorgio ran on the Gajola reef off Sau Posillipo Point, in the Bay of Naples, when returning from a trial on ^°^^^°- * Dimensions and speed given are reliable. Other particulars doubtful. £ 50 THE NAVAL ANNUAL. August 12th. At the time of the disaster it is calculated that the cruiser displaced 10,450 metric tous, corresponding to a draught of 7 '47 m., while the reef was at a depth of from 6*8 m. to 5*8 m. She was driven by her impetus so far over the reef that the stern was raised 9 ft. above the normal water-line, exposiug the torpedo tube, and the ship heeled over 7 degrees to starboard. The rock penetrated the double bottom, the hull being crushed, and the framing driven in for a considerable distance. About 4300 tons of water invaded the boiler-room, magazines, and lower compartments. The armament was removed, and the guns and turrets were sent to the Armstrong factory at Posillipo, while every effort was made to lighten the ship by taking out the conning tower and removing some of the armour and other heavy weights. Her situation was precarious, because she rested chiefly on the amidships third of her length, some of the after part being lifted clear of the water, and the forward part having little support. When eflforts had been made to close the hull of the cruiser from the inrush of the sea, a measure which presented much difficulty, supports were built up where necessary, with the object of preventing straining of the hull. Several vessels stood by to render assistance, and the collective pumping power at work to keep down the water amounted to 15,000 tons per hour. Fortunately the weather was favourable, but the absence of tide placed the salvage workers at a disadvantage. The cruiser was divided into transverse compartments, and cement was employed to make them watertight. These arrangements were not entirely satisfactory, and in the case of the boiler-room the compressed-air system of excluding water was resorted to. At Castellammare, the Pattison yard, and elsewhere, several " camels," cylindrical in form, and each with an internal capacity of 350 tons, were made, analogous to those employed in the case of the Gladiator, and with this assistance the San Giorgio was floated. She was docked in the commercial harbour at Naples, where the present writer saw the extent of the under-water damage. A work that almost amounted to under-water reconstruction had to be taken in hand, and the cruiser is now almost ready for service. The Rivista Marittima remarks that, more fortunate than the Montagu, the Bedford, or the Sully, the San Giorgio's mishap took place in the neighbourhood of a dockyard and private works which presented every facility for assistance, to which circumstance unquestionably the salving of the vessel is due. Flotillas. Of the six destroyers of 650 tons, built by Messrs. Pattison at Naples, some are nearly completed and some are in service. They ITALIAN ESTIMATES. 51 are 30-kuot boats, with oil stoking, aud are named Impavido, Impetuoso, ludomito, Insidioso, Intrepido, and Irriquieto. Messrs. Orlando are building four others at Leghorn — the Ardito and Ardente, with Parsons turbines, and the Audace and Animoso, with Zoelly turbines. Thirty-two coast-defence torpedo-boats of 120 tons, provided for in 1909, are in hand as follows, several of them having been launched:— 1 P.N. to 12 P.K, oil stoking (Pattison, Naples); 13 O.S. to 24 O.S. (Odero, Genoa); 25 A.S. to 32 A.S. (Ansaldo, Genoa). The F.I.A.T. San Giorgio Company, at Spezia, have completed Sub- the submarines Medusa, Velella and Argo, launched complete (250-300 tons, 13-8 -5 knots), and five others are in hand — Palea, Fisalia, Fantina, Salpa and Zoea. The Atropo has been built at the Ger mania Yard, Kiel (330 tons, 13 knots). The Galileo Ferraris and Giacinto Pullino have been begun at Spezia (Cavallini type, 400 tons, 18-14 knots). The Nautilus and Nereide are being built at Venice. The river-gunboat Sebastiano Caboto (800 tons) is in hand, and a surveying vessel, Ammiraglio Magnaghi, 1800 tons, 14 knots, is to be built. The Turkish vessels Thetis and Derna, which were captured at Captured the beginning of the war, have been added to the Italian Navy under the names of Capitano Verri and Bengazi. The Navy Estimates for 1912-13 amount to £8,675,000 as Navy compared with £7,808,000 for 1911-12. Under the head of mates. ordinary general expenditure there is an increase of £50,000 for pensions and £176,000 for subsidies to the Mercantile Marine (the latter possibly due to the number of ships taken up for the war in Tripoli). The ordinary expenditure for naval services stands at about the same figure as last year, viz., £6,473,000. All the items for pay, victualling, etc., show considerable increases, but these are compensated for by the disappearance of £400,000 expended last year under the law of June 27th, 1909. The vote for new construction amounts to £2,400,000, an increase of less than £60,000 over the amount voted in the previous year. There is, however, in addition a supplementary vote for shipbuilding of £177,303, and it is proposed to spend £400,000 on purposes other than ship- building. Austria-Hungary. The Zrinyi, last of the three battleships of the class, has been completed, and joined the fleet on August 31st, 1911. The Viribus Unitis (IV.), the first of the four battleships of tlie E 2 52 THE NAVAL ANNUAL. new Austrian programme, was launched at the Stabilimento Tecnico, Trieste, on June 24, 1911-. At the date of the launch she had been eleven months in hand, and was advanced to the extent of 45 per cent. On December 1 the percentage was 70. Some particulars of these ships were given last year. Length, 495 ft. ; beam, 89 ft. 6 in. ; mean draught, 27 ft. ; displacement, 20,000 tons. The main arma- ment consists of twelve 12-in. guns, mounted in triple turrets on the centre line, two turrets at either end. The inner turret in both cases is elevated, so that there is a bow and stern fire from six 12-in. guns, while the weight of broadside is 11,904 lb. All the 12-in. guns have an arc of fire of 300 degrees. There is a secondary battery of twelve 5*9-in. guns, mounted on the upper deck between the turrets, pro- tected by 6-in. armour, besides eighteen 2"8-in. (of which six are mounted on the higher turrets, and twelve are on the upper deck) and six smaller quick-firers. One hundred and thirty rounds are carried for each of the 12-in. guns, 200 rounds for the 5'2-in. guns, and about 2000 rounds for the quick-firers. There are three 18-in. torpedo-tubes. The hull is protected by a complete water-line belt 11 in. thick amidships, 4f in. thick at the ends. The side above the belt is covered with 6-in. armour from the forward turret to No. 3 turret. The turrets have 12-in. armour, and the protective deck is 2^ in. thick. The propelling machinery consists of three sets of turbine engines, with Yarrow boilers for coal or oil stoking. The designed speed is 20*5 knots, with 25,000 S.H.P. The full coal supply is 2000 tons. No. v., being the second ship of the same class, was laid down at the Stabilimento Tecnico, Trieste, in August, 1910, and on December 1 had advanced 37 per cent, towards completion. She is named the Tegetthoff, and was launched on March 21st, 1912. Work upon this ship was retarded by a tidal wave and heavy storms. No. VI. was laid down on January 15th, 1912, on the slip vacated by the Viribus Unitis, and it seems doubtful if she can be launched this year, as was intended, owing to damage done by the great storm ; but it is hoped that she will be ready for service in the summer of 1914. No. VII., being the fourth ship of the class, was laid down on January 29th, 1912, at the Danubius Yard, Fiume, where two large berths have been constructed, the after- most part of them beiug cut out from the rock, and where extensive shops for shipbuilding purposes have been built. Hitherto the Danubius Yard has built only small vessels. Cruisers. Three protected cruisers of the Admiral Spaun type, G, H, and J, are under construction. Displacement, 3500 tons. Engine power is increased from 21,000 to 25,000, and the speed from 26 to 27 knots. RUSSIAN PROGRESS. 53 G is in hand at the Monfalcone Yard, near Trieste, and H at the Danubius Yard, Fiume, where J is to be built. Two berths for vessels of this class have been constructed by the Danubius Company. Under the Fleet Law, six destroyers of 800 tons are to be built, Destroy- and the contract was given to the Danubius Yard, Fiume, April 1st, 1911. The boats were to be laid down in the autumn of that year. They will be oil-driven. Twelve destroyers of 200 tons are also provided for. Seven submarines have been completed, and six others (U 8-U 13) Sub- are to be built. A submarine tender, the Vulcan, has been launched, and will have Diesel motors. The salvage vessel Hercules has been completed. Tiie Habsburg has been refitted and partly reconstructed, and tlie Refits, Arpad and Babenberg are to be taken in hand. Three Austrian Lloyd steamers have been purchased, and are to be converted into hospital ships. The 22,500-ton floating dock for the new battleships has been Floating completed, and was first used for the Viribus Unitis. In 1911 there were 817 officers (of whom 180 were midshipmen Person- and cadets), in addition to 702 officers of auxiliary corps — engineers, doctors, paymasters, etc. The crews numbered 14,328, including 328 warrant officers. Tlie numbers are to be increased gradually to 18,500 in 1913. EussiA. A very considerable change for the better has taken place in Eussian Naval Administration during the past year. Vice- Admiral Grigorovitch has already proved himself to be a vigorous Minister of Marine. The Duma, now that the Administration has been set in order, have been liberal in granting the increased funds demanded for the Navy. An extensive programme of new construction is in hand, the supervision of which the Russian Admiralty have been wise enough to place in the hands of Messrs. John Brown & Co. and Messrs. Vickers. The Navy Estimates for 1912 amount to £17,447,950. £7,616,850 are to be devoted to new construction, not including a supplementary estimate, £1,221,875, for the Black Sea sliips. The Imperator Pavel I., sister-ship to the Andrei Pervozvannyi, ^attle- £. 1 • i_ / . ships com- of which the completion was recorded last year, is, at last, now out pleted. of baud. She was laid down iji 1903, and has consequently been eight years under construction. Displacement, 17,200 tons ; speed, 18 knots; armament, four 12-in., fourteen 8-in., and twelve 4*7-in. 54 THE NAVAL ANNUAL. Battle. ships launched. New pro- gramme. Baltic. Black Sea. guns. These ships may be classed with the Agamemnon and Lord Nelson. The Evstafi, also laid down in 1903, has at last been completed at Nikolaieff, on the Black Sea. Displacement, 12,733 tons ; speed, 16 knots; armament, four 12-in., four 8-in,, and twelve 6-in. guns. The sister ship, loann Zlatoust, is also completed. The four battleships laid down in the spring of 1909 have been launched — the Sevastopol on June 29th, 1911, the Poltava on July 10th, the Petropavlovsk on September 9th, and the Gangut on October 7th. Particulars of these ships have already been given in the Naval Annual. Displacement, 23,000 tons. Main armament, twelve 12-in. guns, which are to be mounted, as in the Italian ships, in four triple turrets. The remarkable feature of these vessels is the speed, which is set down as 23 knots, with 42,000 S.H.P. The naval programme introduced in 1910 was based upon a very wide view of the situation, both in the Baltic and the Black Sea, and provided for a Fleet establishment, with building periods, dates for the obsolescence of ships, and the necessary increase of the 'per- sonnel. The complete scheme proposed the construction of vessels up to the year 1920, and involved an expenditure of ^670,000,000. The programme since put before the Duma involves an expendi- ture of £50,274,000, spread over five years. Four battleships or battle-cruisers, of 26,000 tons displacement, and mounting 13-5-in. guns, are to be laid down in 1912 for the Baltic. The programme also includes nine protected cruisers and thirty-six destroyers, and the completion of Reval as the principal base of the Fleet. The establishment of the Baltic Fleet is to comprise eight capital ships, viz., the four battleships launched in 1911 and the four ships above mentioned" twenty cruisers, thirty-six destroyers, twelve submarines, and mining, school and transport vessels. According to the programme the Black Sea Fleet must have one and a half times the strength of the fleet of the other Black Sea Powers. It has been decided to put in hand three battleships, nine large destroyers (said to be of 1100 tons), and six submarines. It was necessary to reorganise the shipyards, and accordingly the Belgian Company at Nikolaieff has enlarged its resources, in associa- tion with Messrs. Vickers, in order to build one of the new ships, the Ekaterina II., while Messrs. John Brown & Co. entered into a like arrangement with the firm of Ivauoff' & Bunge, of Nikolaieff, at whose yard the Imperator Alexander III. and Imperatritsa Maria are being built. The following particulars of these battleships, which were officially laid down at the end of October, 1911, have been published :— Displacement, 22,500 tons ; length, 551^ ft. ; beam, RUSSIA. 55 89ift.; draught, 27^^-; speecl, 21 knots; coal supply, 3000 tons. The armament will comprise twelve 12-in. guns mounted in four triple turrets and twelve G-in. guns. They will be fitted with turbine engines. In addition to the vessels indicated above there are in hand for Torpedo the Black Sea nine destroyers, of 450 tons, and one submarine boat. Two other vessels of the latter class were to be built, but the money has been diverted to other purposes. For the Baltic Fleet, the torpedo-cruiser Novik, 1260 tons, a submarine of about 500 tons, and a submarine salvage vessel are under construction at the cost of the League for Strengthening the Fleet. The Novik was launched in July, 1911. The gunboats Karo and Ardagan, five mine-sweepers (150 tons), Caspian, and some transports have been completed. The old ships Minin, General Admiral, and Gerzog Edinburgski, Mining have been converted into mine-layers, as well as the Ladoga, Narovna, and Onega. The Ijorsky yard has delivered five mining vessels of 150 tons. In the Black Sea the transports Beresina and Shilka have been converted for the same purpose. The following vessels have been removed from the list : — The old Vessels battleship Dvenadzat Apostoloff, the cruisers Admiral Korniloff and Asia, torpedo-boats Pronsitelny, Pylki, and 17 known by numbers, the submarine Forel, and many gunboats, transports and harbour craft. Eeval is to be developed into a first-class naval base, with all the Naval resources of a great dockyard. Quays and moles are to be extended in such a manner that the Active Fleet may be accommodated there. There are to be two dry docks for battleships, one for cruisers, and a double dock for torpedo craft, as well as a floating dock of 30,000 tons capacity. Machinery shops are to be built and supplied with new plant, and there are to be oil and coal depots, stores, magazines, a hospital and other requirements of a dockyard. The port will be provided with defensive works on the sea and land sides, and with every equipment and supply for mine defence. Other docks for battleships, cruisers and destroyers are proposed for the use of the Second Active Squadron, and there is to be a supplementary base, well defended, and fully equipped for the fitting and coaling of ships. Kronstadt is also to be provided with greater facilities. New works are contemplated at Sevastopol, Nikolaieff (where a 30,000-ton floating dock is to be built from British designs), and Vladivostok, and on the coasts signal and wii-eless telegraph stations are to be established. During manoeuvres in the ]>lack Sea, on (Jctoher 2n(l, the fleet Mishap, was proceeding in lim; ahead when the i'anteleimon took the ground 56 THE NAVAL ANNUAL. and received some damage. Coal and ammunition were removed, and the ship was towed off. The Evstafi also touched the bottom, but received little damage. A committee of inquiry, presided over by Vice- Admiral Sazarenny, held Vice-Admiral Bostroem, Commander- in-Chief, to blame, and he was relieved of his command. Secre- tary's Report. United States. Mr. Meyer, Secretary of the Navy, in his Eeport for the year ending June 30th, 1911, refers with just pride to the increased efficiency and considerable economies effected in various branches of naval expenditure owing to the improved systems of administration recently introduced. " Under the present organisation," he says, " the work accomplished has been expedited with economy and unusual efficiency. Economy is shown by the fact that the effective material strength of the Navy has been increased within the annual, appropriations. Efficiency is shown by the facility with which business has been transacted." The number of ships available for active service has been increased, as is shown by the following table : — Vessels op the Navy Ready fob Service, and those Undergoing Extensive Repairs at the end op Certain Calender Years. 1909 1910 1911 Class of vessel. In active service or ready. Repairing. In active service or ready. Repairing. In active service or ready. Repair- ing. Battleships Armoured cruisers Cruisers Gunboats . Colliers . . . . Destroyers . Submarines 17 10 13 33 19 9 12 10 14 5 4 11 6 18 10 13 34 17 18 8 11 14 2 2 9 10 26 8 20 33 21 35 17 5 2 7 1 1 3 Total . . . 113 50 118 48 100 19 The Secretary claimel that on March 15th, 1912, the percentage of the Battleship Fleet ready for active service would be 100 per cent. It is obvious that such a state of things will only be momentary ; but in future it is provided that every ship shall have a stated period for overhaul. Much of the improved result is due to a great deal of repair work being done by the ships' crews. Improvements in engineering efficiency have been secured by the institution of com- petitive steaming tests between various classes of warships, and by UNITED STATES BATTLESHIPS. 57 providing money prizes for the engineering crew of the ship showing the best results in speed and fuel consumption. " We are now mnintaining," says the Eeport, " a Fleet about 20 per cent, larger than the one in commission two years ago, and are doing it with an appropriation under this Bureau of $400,000 less." Considerable economies have been effected in the cost of docking, in the manufacture of articles of equipment, in the manufacture of powder, in tlie store-keeping system, etc. Mr. Meyer visited the English dockyards and some of the principal private shipyards in the summer, and formed a very favourable opinion of the system of administration. The Florida and Utah, which were laid down in March, 1909, Battle- ships have been completed. Displacement, 21,825 tons; speed, 21 knots; com- armament, ten 12-in. and sixteen 5-in. guns. These ships have P^®*^^^- already been described in the Naval Annual. The Utah is reported to have attained a speed of 21*6 knots on her trials with 28,477 S.H.P. She is driven by Parsons turbines. The Wyoming was launched at Messrs. Cramp's Yard, Phila- Battle- delphia, on May 25th, 1911. Her sister-ship, the Arkansas, was launched. launched at the New York Shipbuilding Company's Yard earlier in the year. Displacement, 26,000 tons; armament, twelve 12-in. guns, in turrets on the centre line ; speed, 20^ knots with 28,000 S.H.P. These ships are also fitted with Parsons turbines. Of the two battleships of the 1910 programme, the Texas was Battle laid down at the Newport News Shipbuilding Co.'s Yard, and the New u^iler York at the New York Navy Yard, on September 11th, 1911. Length, construc- 573 ft. ; beam, 95^ ft. ; mean draught, 28^ ft. ; displacement, 27,000 tons ; speed, 21 knots with 35,000 S.H.P. The armament comprises ten 14-in. guns, in five turrets on the centre line, and twenty-one 5-in. guns. The arrangement of the turrets is similar to that of those of the Orion, the second and fourth turrets being elevated. Nine- teen of the 5-in. guns are mounted on the main deck, ten being in a central battery protected by 6-in. armour. The remaining two 5-in. guns are mounted on the superstructure near the conning tower. The hull is protected by a complete water-line belt of 12-in. maximum thickness amidships. Above the belt is a strake of 9-in. armour up to the main deck and extending from the funnel to the after turret. The transverse bulkheads are of 10-in. armour. The armour on the turrets is 12-in. thick, that on the gun-houses 14-in. to 8-in. tliick. In these ships the turbine has been abandoned for the reciprocating engine, which the Secretary states is about 30 per cent, more economical at cruising speeds and of about the same economy at high speeds. 58 THE NAVAL ANNUAL. De. stroyers. Sub- marines. New pro- gramme. Naval bases and docks. The two battleships of the 1911 programme have been named Oklahoma and Nevada. The contracts liave been awarded respec- tively to the New York Shipbuilding Company and the Fore River Shipbuilding Company. Displacement, 27,500 tons. The design shows a main armament of ten 14-in. guns, mounted in two double and two triple turrets. The Oklahama will be driven by reciprocating engines, the Nevada by Curtis turbines, both ships using only oil fuel. No cruisers are under construction for the United States Navy. The five Ammen class destroyers have been completed. The six Fanning class have been launched. All these destroyers are of 900 tons displacement and carry an armament of five 3-in. guns. The contracts for the eight destroyers of the 1911 programme have been awarded as follows : — Four to Messrs. Cramp & Sons (Zoelly turbines), two to the Bath Iron Works (Parsons turbines), and one each to the New York Shipbuilding Co. and the Fore River Co. (Curtis turbines). Displacement, 1040 tons ; speed, 29^ knots, with 16,000 H.P. ; armament, five 4-in. guns, the most powerful armament yet mounted in a destroyer. The names of submarines have been substituted by classes with numbers, the earliest boats being designated Al, A2, etc., the latest boats K5, 6, 7, 8. Fifteen boats are under construction, viz., G1-G4, H1-H3, K1-K8. K5-K8 were authorised in 1911. The H and K types are of about 500 tons displacement. The programme, for motives of economy, is limited to the construction of two battleships and two colliers, which will barely maintain the strength of the Battle Fleet, but the Democratic caucus in Congress refused to vote any battleships at all. The Secretary put in an urgent plea in his Report for the construction of cruiser-battleships, scouts, and destroyers, besides repair and supply vessels, but did not suggest estimates for their construction. He considered that four destroyers and one scout should be laid down for every battleship, and that one supply ship and one ammunition ship are required for each squadron of eight battleships. Eight destroyers and two scouts should be therefore laid down every year. In the Naval Annual of 1910 the suggestions of the Secretary of the Navy for the suppression of the smaller Navy yards was referred to at length. The Secretary, in the Report for 1911 from which we have already quoted, again urges the necessity for the concentration and readjustment of the Navy yards. He says : — " If we were freshly confronted with the duty of locating and building the naval stations required in the Atlantic, without regard to existing stations, the interests of the nation and the Navy would be best served by the UNITED STATES NAVAL BASES. 59 establishment of one first-class naval station on the coast north of the Delaware, equipped for docking, repairing, and provisioning at least half the entire Fleet, and one station of the same capacity at Norfolk (Chesapeake Bay). This would be supplemented by a Fleet rendezvous at Guantanamo, with sufficient docking and repairing facilities to enable the Fleet to maintain itself in that vicinity for considerable periods, but not for extensive repairs ; an ample torpedo- boat base at Charleston ; a torpedo and submarine base at Key West ; and a station for the large reserve fleet at Philadelphia." Mr. Meyer's remarks relating to the Panama Canal, which is approaching completion, are worthy of serious note : — " The Panama Canal, which for all practical purposes will become a part of our coast line, and is destined to become the most important strategical point in the Western Hemisphere, makes a Caribbean naval base, with adequate docking and repair facilities, absolutely necessary. The best location for this station is Guantanamo Bay, Cuba, which we now hold. Assuming that we will continue to maintain an efficient Fleet, this base not only will enable us to control the Caribbean, with all its lines of approach to the canal, but, with a torpedo base at Key West, will render the Gulf of Mexico immune from attack." The deficiencies in docking accommodation in the United States are great. There are more dry docks at Portsmouth than in all the Navy yards of the United States. Steps are being taken to remedy the deficiency. The two large docks at New York and Puget Sound will be completed in 1912 ; the third dock, which is under con- struction at Pearl Harbour, Mr. Meyer recommends should be lengthened to 1000 ft. The Secretary urges the opening on a large scale of the Alaskan coalfield for naval purposes. The coal has been fully tested and found satisfactory. An increase of 2000 men in the personnel is urged. Personwl. The new battleship Delaware accomplished two very remarkable Voyage of performances last year. Between January 31 and April 25 she made ^®^*^*™ the voyage of 17,000 miles to Valparaiso and back, stopping only at Rio on the return journey. On arrival at Boston, Captain Grove reported that no repairs were needed, and that the ship the day before had averaged 20 knots for 2^ hours, with two boilers out of fourteen under forced draught. On June 4th the Delaware left New York for the Coronation Keview, with 2747 tons of coal and 282 tons of oil. She took no supplies while abroad, and returned to Boston on July 9, with 607 tons of coal and 18 tons of oil remaining. The average speed was 11*85 knots. 60 THE NAVAL ANNUAL. Naval In October a great naval review was held on the Hudson. Twenty- review. /. 1 1 1 • ^ • four battleships, four cruisers, twenty-two destroyers, sixteen torpedo- boats and eight submarines, besides other vessels, took part. At the same time twenty-four vessels of the Pacific Fleet assembled off Los Angeles, California. These reviews are said to have had a favourable effect on recruiting. Japan. In the Naval Annual last ,year, the special features of the Japanese shipbuilding programme were explained as well as the rapid obsolescence of vessels, indicating the need of a further pro- gramme, and the financial constriction that affected the preparation of such a programme. At a Cabinet meeting on November 24th, a compromise was arrived at, which appears to have been much more to the mind of the Minister of Finance than of Baron Saito, Minister of Marine. A scheme of construction covering the years up to 1920 was under consideration, involving an outlay not far short of £40,000,000, but it was decided to authorize an outlay of £9,250,000 only for 1912-17, making provision for the building of one battle- ship (Fuso) and three battle-cruisers, and, in view of the present heavy demands on the exchequer, to lay the chief burden on the years 1915 and 1916. The distribution of expenditure would be as follows: 1912, £250,000; 1913 and 1914, £1,000,000 each; 1915, £2,000,000 ; 1916, £4,500,000 ; 1917, £500,000. The economists thus secured their object of restricting immediate expenditure, and at the same time made a concession to the Navy Department. But the Minister of Marine is stated not to be content, and is reported to have said that the minimum programme, which ought to be commenced and completed between 1913-1920, was eight battleships and eight cruiser-battleships, as well as sixteen small cruisers, at a cost of over £35,000,000. Battle- The battleship Aki, laid down in March, 1906, and launched in April, 1907, was completed in April, 1911. Displacement, 19,800 tons. She has a mixed but powerful armament of four 12-in., twelve 10-in., and eight 6-in. guns. The Settsu, laid down at the Yokosuka Navy Yard in January, 1909, was launched on April 1st, 1911. Her sister-ship, the Kawachi, was launched on October 15th, 1910. They are to be completed in the spring of 1912. Displacement, 20,800 tons ; speed, 20j^ knots. These ships carry an armament of twelve 12-in., ten 6-in., and twelve 4'7-in. guns. The battleship Fuso will be laid down at Kure. It is said that the displacement will be 30,000 tons, and that the ship will mount 15-in. guns. She is the first vessel of the new programme. JAPANESE CRUISERS. 61 Four battle-cruisers are under construction. Displacement, Battle- criiis6rs 27,500 tons. The Kongo is building at Barrow. The Hiyei was laid down in (October, 1911, at the Imperial Dockyard, Yokosuka ; the orders for the Kirishima and the Haruna were placed in May, 1911, respectively with the Mitsubishi Company, Nagasaki, and the Kawasaki Shipbuilding Company, Kobe — two private firms which for the first time undertake large warship construction. Engineer Eear- Admiral Fujii, in a paper at the Jubilee INIeeting of the Institute of Xaval Architects, stated that three of these cruisers, including the Vickers ship, will have Parsons turbines, and the fourth Curtis turbines of 64,000 H.P. Armament, eight 13'5-in. and sixteen 6-in. guns. Three others, as is shown above, are to be laid down. The three cruisers Hirado, Shikuma and Yahagi have been Cruisers. launched. Displacement, 4800 tons ; length, 475 ft. ; beam, 46^ft. ; draught, I65 ft. ; speed, 26 knots ; armament, six 6-in., four 3-in. The destroyers Yamakase and Umikase have been completed. De- Displacement about 1200 tons ; speed, 35 knots. Two others of the class, Sakura and Tashibana, are in hand at Kure, of which the former was launched on December 20th, 1911. The Harusame, 374 tons, 29 knots, launched at Yokosuka in 1902, has been lost with officers and men. Three submarines, Nos. 10, 11 and 12, have been launched. The Toba, river-gunboat, was launched at Sasebo, almost com- plete, on November 7th. The works at Chinhaiwan, which is to be the headquarters of Harbour the fifth naval district, approach completion. Makung has been equipped as a base for the flotillas. At the Mitsubishi Yard, Nagasaki, dock No. 3 is to be lengthened and widened for the recep- tion of the largest ships. The dry dock at Sasebo, for vessels up to 30,000 tons displacement, has been completed. SECONDARY NAVIES. Argentina. In a recent Memorandum communicated to the National Congress, Rear-Adiiiiral Saens Valiente, Minister of Marine, explained the situation of the Argentine Fleet, and gave his views as to the need of expansion, better training, and the provision of new resources. He strongly enforced the necessity of caring for the interests of officers and men, and said that their training was at least as important as considerations regarding material. Pay must be increased, seamen's 62 THE NAVAL ANNUAL. barracks must be built, and, more than all, mancEuvres and exercises must not be restricted by want of supplies. Coal and ammunition must be provided in sufficiency for these objects. The Minister said that the ships of the Garibaldi class were in good condition, and were being reboilered at the national establishments. He added that there were a number of vessels which could be employed or converted for necessary auxiliary purposes. It was, however, necessary that there should be annual provision for the replacing of the obsolescent vessels, so that an established strength might be maintained. The " thermo- tank " system of magazine refrigeration was being installed in the Pueyrredon and Almirante Brown, and was to be generally applied. The contracts for the building of the two battleships were being punctually observed, and the steel supplied by the Bethlehem Company gave complete satisfaction. Twenty officers were attached to the United States Navy, and on their return were to be appointed to the new battleships. The Minister's report further stated that the naval development implied much work at the harbours and bases. At Bahia Blanca the plant must be modernised and increased, a dry dock must be constructed (for which the contract, it appears, has since been given to a German firm at a price of £1,400,000), and new magazines must be built, as well as houses and barracks for officers and men. In the La Plata river the bed of the stream must be dredged for the laying out of mooring berths, and at the naval establishment the machinery shops must be enlarged, petroleum tanks must be provided, and there must be a torpedo station and range as well as barracks and a hospital. The Minister reported that the personnel included 516 executive officers, 106 engineers, 43 medical officers, 2 torpedo engineers, 17 electricians, 5 naval constructors, and 74 administrative officials. There were 7147 non-commissioned officers and men, and a corps of specialists for the new ships required to be created. The various classes of the reserve numbered 11,411 men. The battleship Eivadavia, laid down May 25th, 1910, was launched at the Fore River Yard, on August 26th, 1911, and her sister-ship, the Moreno, on September 9th, at Camden, N.J. These ships were fully described last year. Length, 585 ft. ; beam, 98 ft. ; displacement, 27,600 ; armament, twelve 12-in. and twelve 6-in. guns ; speed, 22^ knots. The contract allowed twenty-four months and twenty-seven months respectively for the completion of these ships. It is unlikely that they will be completed within the contract time. Twelve 32- knot destroyers have been launched, four in British, four in French, and four in German yards (two Germania and two Schichau). The Schichau boats, Cordoba and La Plata, it is reported. i BRAZir> — CHILE. 63 both attaiued on their six hours' acceptance trials a mean speed of 34 • 7 knots, and the latter made a maximum speed for a considerable period of 36*8 knots. Brazil. The battleship Eio de Janeiro has been delayed by modifications in the design. She is in an early stage of construction at Elswick : — Length, 632 ft. ; beam, 89 ft. ; displacement, 27,500 tons. The armament comprises fourteen 12-in. guns in double turrets, twenty 6-in. guns, ten 3-pdrs., and three torpedo tubes. The hull is protected by a belt of 9-in, armour (K.C. and Armstrong), and by 9-in. and 6-in. armour on the side above the belt. The turrets have 9-in. armour, and the secondary battery is protected by 6-in. armour. There are three armoured decks (2 in., 1^ in., and 1 in.) ; Parsons turbines ; Babcock and Wilcox boilers ; machinery by Messrs. Vickers. Speed, 22 knots. Coal supply, normal, 1500 tons ; maximum, 3000 tons. Complement, 1100. The building of the third cruiser, Ceara, has been delayed. Three submersibles of the Laurenti type have been built at the F.I. A.T. San Giorgio yard, Spezia. Chile. The craze for the construction of monster battleships which has pervaded South America during the last few years has now reached Chile. The construction of two battleships was proposed. The despatch of the Delaware to Valparaiso last year was probably not unconnected with the fact that tenders for these ships had been called for. The tenders from British firms were considerably lower, as in the case of the Argentine battleships, than those of their competitors in the United States. In spite of the pressure brought to bear on the Chilian Government, Messrs. Armstrong have secured the order for one of these ships. Displacement, 28,000 tons ; armament, ten 14-in. and twenty-two 4*7-in. guns. Six powerful destroyers are being built by Messrs. J. Samuel White & Co., Cowes. Displacement, 1500 tons ; length, 320 ft. ; beam, 32 ft. 6 in. ; draught, 11 ft. H. P., 27,000. Speed, 31 knots. Maximum fuel capacity, 80 tons oil and 427 tons coal. Armament, six 4-in. guns, two Maxims, and three 18-in. torpedo tubes. 64 THE NAVAL ANNUAL. China. During the rising which brought about the creation of the Chinese Eepublic, the Navy generally supported the revolution and played an important part in the fighting on the Yang-Tse. The training cruiser Ying-Swei was launched at Barrow on July 13th, and the Chao-Hao at Elswick on October 23rd. The latter is somewhat larger — 2750 tons as compared with 2500 tons. Length, 330 ft. ; beam, 42 ft. ; draught, 13 ft. 3 in. Armament, two 6-in., four 4-in., and two 3-pdr. guns and two torpedo tubes. She will have Yarrow and cylindrical boilers, and Parsons turbines supplied by Messrs. Hawthorne, Leslie & Co. Speed, 22 knots. Maximum coal supply, 600 tons. Complement, 350. A 400-ton destroyer is being built by Schichau at Elbing, and another at the Stabilimento Tecnico, Trieste. An Admiralty yacht has been built and launched at Kiao-chau, named Wufong, and steamed at 14 knots on her trials. Denmark. Provision was made in 1911 for beginning a coast-defence ship of the Peder Skram type improved. The torpedo-boat Soridderen, built by Messrs. Yarrow at Scots- toun, with between 4700 and 4800 H.P., attained a speed of 27*2 knots on her three hours' trial, or rather more than the contract speed. Yarrow boilers and Brown-Curtis turbines. The Soiilven has been launched at Copenhagen, and the Flyvefisken has been delivered by Schichau. Three others of the class are in hand at Copenhagen dockyard and in the yard of Burmeister & Wain — 230 tons, 27 knots. Greece. Provision is made by the Estimates of 1912 for building a new cruiser at a cost of £1,080,000, torpedo craft at a cost of £320,000, and the completion of the Salamina arsenal. It is intended partially to reconstruct and re-arm the ships of the Hydra class. The submersible Delphin has been launched at Chalon-sur- Saone; 300-460 tons, 164 feet long, 14-9 knots, 5 tubes. NETHERLANDS — NORWAY. 65 Netherlands. The Estimates of 1912 amount to a total sum of £1,730,992, being an increase of £12,847. To the former coast defence programme, another for the building'of vessels for the defence of the Dutch East Indies has been added, which includes four armoured vessels. In 1912 the Estimates provide for the laying down of one of these vessels at the royal dockyard, Amsterdam — Displacement, 7480 tons ; reciprocating engines of 10,000 H.P. ; speed, 18 knots. Armament, four 11-in. 45-calibre guns in two double turrets, ten 4'1-in. guns, three torpedo tubes. Armour, 6-in. side and 10-in. barbettes. Four 180-ton 30-knot torpedo boats are also to be commenced in 1912. Four destroyers, 480 tons, were laid down in 1911, and two others of the class, the Bulhond and Jackhals, are completing. These are of the same class as the Fret and Wolf. Four destroyers are to be completed in 1912, as well as three armoured gunboats. Messrs. "Whitehead have built at Fiume a submarine of improved Holland type — 150 tons submerged, 105 ft. long, 10 ft. moulded beam, 300 H.P. Diesel engines for surface propulsion and 300 H.P. electric motor for use submerged, statical diving gear, two bow tubes, and four torpedoes, 3-ton drop keel, lifting eyes, outward connections for pumping in air, telephone buoy, submarine signal apparatus, etc. At the trials the greatest surface speed was 11*2 knots, range at 10 knots, 1000 nautical miles ; endurance at 7 knots submerged, 6 hours 23 min. ; at 8"6 knots, 3 hours, and at 11 knots, 1 hour. So great was the success that further orders were placed, so that of this type eleven boats are under construction, for one of which, 380 tons, the following guarantees have been given : — Greatest surface speed, 16 knots ; range of 11 knots, 2600 miles; endurance submerged, at 11 knots, 1 hour, and at 8 knots, 3j hours. This boat is intended for the East Indies. Some of the boats are being built at Flushing under the direction of Messrs. Whitehead, and one of the 150-ton class has been launched. Two submarines are to be completed in 1912. Tlie two mine-layers provided for in 1910 have received the names of Medusa and Hydra, Norway. Early in January, 1912, the Ministerial Council presented to the Storthing a scheme of naval expansion, accompanied by a memoran- dum, in which the decline of Norwegian naval strength was indicated, and a warning given that the country could not depend ii[>on the perpetual maintenance of peace, and be sure of keeping free from F 66 THE NAVAL ANNUAL. international complications. The Fleet, it was stated, was no longer equal to its duties, and a programme of new construction must be adopted. This programme proposes an established strength of eight coast defence armoured vessels, six destroyers, forty torpedo boats, twelve submarines, four gunboats, one mine layer, and other vessels converted for that purpose. The immediate object is to build at a cost of £900,000 two of the armoured vessels, of which the following particulars have been published : — Length, 295 ft. 3 in. ; beam, 50 ft. ; draught, 16 ft. 4 in. ; speed, 15 knots. Armament, two 9'4-in., four 5-9-in., four or six 12 pdrs. or smaller guns, and two submerged torpedo tubes. Sums of £50,000 are to be expended on improvements at the naval station in the Ofoten Fjord and of £35,000 on ammunition. Peru. The Peruvian Government have acquired by purchase the French armoured cruiser Dupuy de Lome, 6676 tons, launched in 1890 and completed in 1893. She has received the name of Elias Aquirre. POETUGAL. On the institution of the Portuguese Eepublic, in the events leading to which the Navy took an active part, the cruiser Dom Carlos I, built at Elswick in 1898, was re-named Almirante Eeis, and the Eainha Amelia became the Ptepublica. A Bill has been drafted by the Minister of Marine proposing to build for the Portuguese Navy three battleships and three scouts, besides torpedo vessels and submarines, at a total cost of about £8,800,000. The small cruiser Sao Eafael, of 1800 tons, was wrecked in October. Only one life was lost. A vessel for fishery protection, the Lynce, has been launched at the Orlando yard, Leghorn. Spain. The battleship Espana was launched on February 5th, 1912, by the Sociedad Espaiiola de Construccion Naval, a combination in which Messrs. Vickers, Armstrong and John Brown are interested. The Spanish Government, like the Eussian Government, has been wise enough to secure th» skill and experience of British firms in SPAIN — SWEDEN — TURKEY. 67 carrying out their programme of new construction, and thus ensure that the ships laid down will be completed in a reasonable time. The Espana and her two sister ships are of 15,460 tons displacement; speed, 19i knots; armament, eight 12-in. guns and twenty 4-in, guns. These ships appear to be of a very suitable type for a navy such as that of Spain. They would be improved if they carried a secondary battery of 6-in. guns. The Alfonso XIII. is making good progress at Ferrol, and the third of the class, Jaime I., has been laid down on the berth vacated by the Espaiia. The gunboat Eecalde has been launched at Cartagena, where two others of the same type are under construction. Displacement^ 800 tons. Armament, four 3-in. guns. It is difficult to comprehend the purpose of building vessels of this kind. The guns, mounting and armour for the ship under construction are supplied from England, the rest of the material is being made in Spain. Sweden. A proposal had been made for the construction of an armoured vessel of 6800 tons, and 22 knots speed, mounting four 11-in. and eight 6-in. guns, and having two torpedo tubes. Action has been suspended till a Parliamentary Committee appointed to inquire into the whole question of national defence has reported. The submersible Hvalen, of 180 tons displacement, has been completed by F.I.A.T. San Giorgio Company at Muggiano, Spezia. She made the voyage to Sweden without escort, and covered the 790 miles from Spezia to Cartagena without stopping. Three boats of similar type are under construction at Muggiano for the Brazilian Navy, Turkey. The building up of the Turkish Navy was commenced by the purchase of two old German battleships of the Brandenburg class. The value of sea-power has been brought home during the war with Italy, and orders have now been placed with Messrs. Armstrong and Messrs. Vickers for the construction of two powerful battleships, the IJeshad-i-Hamiss and Eeshad V., the first of which has already been laid down at Barrow. Length, 525 ft. ; beam, 91 ft. ; displacement, 23,000 tons. The main armament will consist of ten 135-in. guns mounted in five turrets on the centre line. Sixteen 6-in. guns are mounted in an upper deck battery protected by 5-in. armour. The hull is protected by a water-line belt 12 in. thick amidships, tapering to 6 in. at the ends. Between the upper edge of the F 2 68 THE NAVAL ANNUAL. belt and the main deck there is a strake of 9-in. armour, and between the main and upper decks a strake of 8-in. armour extending from the second to the fourth turret. The designed speed is 21 knots, with 31,000 H.P. They will be fitted with Parsons turbines. Seven gunboats (510-420 tons) have been built in France, three by the Chantiers et Ateliers de la Loire and four by the Forges et Chantiers de la Mediterranee. Owing to its powerlessness to take effective action, the Turkish Navy has played an inconsiderable part in the war. The larger vessels have been kept in the Golden Horn, but some torpedo boats have been destroyed and the old cruiser Avn-Illah and another vessel were sunk by gun-fire at Beyrout. Hythe. John Leyland. I 69 CHAPTER IV. OOMPAEATIVE STRENGTH, The outstanding features of the year are the growth and increase in the programme of the German Navy and the great improvement in the administration of the Navies of France and Eussia, which have already resulted in a much more rapid execution of the shipbuilding programme and in a great increase in naval strength, and will have an even greater effect in the future. France and Russia will again become important Naval Powers. For the British Navy four battleships have been completed, three battleships and four cruiser-battleships (including the Australia) launched. For tlie German Navy three battleships and one cruiser- battleship have been completed and three battleships launched.* France has completed six battleships and launched two, while Russia has completed three battleships and launched four. For Italy there have been launched three battleships, while her nominal ally Austria has launched one. Japan has launched only one battleship, but is entering on a new period of shipbuilding activity, one battleship and four cruiser-battleships having been laid down. The three more important South American Republics — Argentina, Brazil, and Chile — are all building battleships of the largest size. Turkey, which has had a severe lesson on the value of sea-power in her war with Italy over Tripoli, has ordered two powerful battleships. From the above summary it is evident that France has made the greatest progress of any Power in naval strength during the past year. The Lists of Ships in Commission in European Waters have this Ships in year been divided into two categories. In the table on page 71 *'°°"^^^" are given the Fleets in commission in Northern Europe, excluding the Fourth Division of the Home Fleet. From the figures given for British protected cruisers are excluded the sixteen third-class cruisers and scouts attached to the destroyer flotillas. The first, second, third, fourth and fifth flotillas each comprise three third-class cruisers or scouts, besides a depot ship. The seventh flotilla, which consists of only seven destroyers, whereas the number of the other flotillas varies from twenty-nine to twenty-five, has one. In another table are given the Ships in Commis.sion in the Mediterranean. The Russian ships have been added to the former, those of Austria and Italy to the latter. Apart from the substitution of recently completed sliips for older vessels, there is little change in British and German Fleets in full commission. The First Division of the Home Fleet and the First ♦ CruiBer-battleship Seydlitz (ex J) was launched March 30tb, 1912. sion. 70 l^fifi NAVAL ANNUAL. Squadron of the German High Sea Fleet (with one exception) now consist of the all-big-gun type. Britain. The Hercules, Colossus, Orion, Monarch, and Agamemnon have taken the place of five King Edwards in the Second Division of the Home Fleet. By the end of the year the remaining King Edwards will be replaced by more modern ships. The battle-cruiser Lion will shortly join the First Cruiser Squadron in place of the Defence, which is ordered to China. The First Cruiser Squadron will then be entirely composed of battle-cruisers. The Indomitable has been transferred to the Second Squadron in place of the Shannon, which takes the place of the Bacchante in the Fifth Squadron. The Third Division of the Home Fleet comprises nine* battleships (five King Edwards, the Irresistible, and three Majesties) as com- pared with eleven battleships last year, five armoured cruisers, four second-class cruisers, one third-class cruiser, and five torpedo gunboats, besides the cruisers and scouts attached to the Destroyer Flotillas. Forty-eight submarines organised in five sections are in commission with the Third Division of the Home Fleet. The Fourth Division of the Home Fleet comprises eleven battle- ships (five Albions, five Majesties, and one Eoyal Sovereign), and nineteen cruisers, of which nine are of the first class. These ships can hardly be considered as ready for immediate service as the German reserve ships and have therefore not been included in the tables. The last Eoyal Sovereign must shortly disappear from the list. The Atlantic and Mediterranean Fleets each include the same six battleships as last year, Ger- The First Sc^uadron of tlie German High Sea Fleet is, with the ^^^y- exception of the Elsass, composed of battleships carrying twelve 11-in. or 12-in. guns as their main armament. The Second Squadron consists of Deutschlands and Braunschweigs — the Wittelsbachs, which have a main armament of 9 •4-in. guns, having been transferred to the Eeserve Squadron. The-Deutschland has become the flag- ship of the Fleet. Attached to the High Sea Fleet are two Cruiser Squadrons, which include two cruiser-battleships, an armoured cruiser and five small cruisers. The Eeserve Squadron has been increased from six battleships to eight, of which four Wittelsbachs form the North Sea Division and four Kaisers form the Baltic Division. France. The French Fleet in Commission has been immensely strengthened by the completion of the six battleships of the Danton class. The Fleet is to be mainly concentrated in the Mediterranean and organised in three squadrons, to each of which a Cruiser Squadron consisting of three armoured cruisers is attached. In the First * Eleven if the gunnery ships Majestic and Vengeance be included. 71 < (-1 -Jl O u o ■J Andrei Pervozvannyi Imp. Pavel Cesarevitch Slava Gromoboi MakaroS Bayan Pallada 'A < 3^ i a •< 03 Q Bouvet Charlemagne Gaulois Carnot Charles Martel Jaure'guiberry Gloire Conde' Marseillaise 6 < > North Sea. Wittelsbach Zahringen Mecklenburg Schwaben Baltic. K. Wilhelm II. K. Friedrich III. K. Barbarossa K. Wilhelm der Grosse 2 12 - > > 25 ►^Q i m •a a TO 1 i-H m a 3 g d" 1 H Proposed . 8 8 8 8 33* 8 8 16 8 — 8 57 25 8? 33 Actual . 8 8 6 6 28 8 1 9 8 2 10 47 17 8 25 March, 1913 . 8 8 8 6 31* 8 3 11 8 7? 15? 57 21 8 29 Including Fleet Flagship. By March 31st, 1913, the First and Second Squadrons will be composed entirely of Dreadnoughts, and there will be one Dreadnought to spare as Fleet Flagship, if the anticipation of the Estimates are COMPARATIVE TABLES. 79 realised. The Agamemnon and Lord Nelson will be available for bringing up the strength of the Third or Atlantic Squadron to eight battleships. The First Squadron of the Second Fleet may be composed entirely of the King Edward class. Two Formidables and one Duncan class will be available for the Second Squadron of this Fleet. Six Canopus class, and nine IVIajestics, which are as powerful as the ships in the German Eeserve Squadron, will be left to complete the Second Squadron of the Second Fleet or to form the Thii'd Fleet. By March, 1913, four additional battleships, including the Oldenburg, should be completed for Germany. The First Squadron and half the Second Squadron may then be composed of Dread- noughts ; and four battleships of the Deutschland or Braunschweig classes will become available for the Third Squadron. COMPAEATIVE TABLES. Few changes have been made in the Comparative Tables this year. The German Wittelsbach class, which carry only 9*4 in. guns as theii" main armament, have been transferred from Table I. to Table I LI. No battleships, with the exception of the ill-fated Liberie, disappear from the lists. In the cruiser tables, the later German cruisers, built and building, have been placed in the second-class. In displacement and armament they are the equivalents of the Bristol class. Eleven of the small French third-class cruisers, which were indicated last year as probably to be condemned as ineffective, have been struck off the lists. The present position as regards battleships of all classes is shown Battle- in the following table. Only the battleships which are believed to ^^^P^- ^^^ be completed by March 31st, 1912, are reckoned as built. The Thunderer and Lion, which have been tlirough their trials, and will probably be completed in May, the German Oldenburg and the Japanese Kawachi and Settsu, which it has been reported will be completed in April, are shown as building. Ships (viz., the German Ersatz Brandenburg, and the French A 5, 6 and 7) which will probably be laid down early in the year 1912-13 are included as building. Britain. Germany. U.S. France. Russia. Italy. Austria. Japan Built . 56 29 31 21 10 8 6 13 Building 16 14 6 7 7 6 4 7 Total . 1-2 43 37 28 17 14 10 20 In completed battleships we are nearly equal to Germany and the United States combined, Init we have only two more shi[)S under 80 THE NAVAL ANNUAL. IModern battle- ships. construction than Germany alone. France and Russia have much improved their position since last year, when they had respectively sixteen and seven battleships completed. They have now twenty-one and ten completed, but while in numbers the Franco-Russian Fleet is equal to that of Germany, only two of the Russian battleships are fit to lie in a line with Dreadnoughts, and six battleships are now confined to the Black Sea. In the following table is given a forecast of the relative positions of the principal navies at the end of 1912 and two following years — the comparison being conflned to modern battleships, viz., those included in Table I. Cruiser- battle- ships. Dread- noughts, Britain. Germany. United States. France. 1911 (end) .... 1912 (to be completed) . 36 3 17 3 22 2 12 1912 (end) .... 1913 (to be completed) . 39 4 20 3 24 2 12 2 1913 (end) .... 1914 (to be completed) . 43 4 23 3 26 2 14 2 1914 (end) .... 47 26 28 16 In the above figures no allowance has been made for the battleships which may have to be transferred to the category of " older battleships " during the next three years. The Formidable class, the oldest ships in the British list, are certainly fit to lie in a line against the German Deutschlands or Braunschweigs, and the only reason for transferring the former to the lower category is on account of age. In any case the British figures are bound to suffer in future comparisons with those of other navies, because we have many more ships which must be relegated to Table III. or struck off the lists owing to obsolescence. Of battle-cruisers or cruiser-battleships we have four (excluding the Lion) completed and six (including the Australia) under con- struction. Germany has two built and four under construction, while Japan is also building four. The latest ships of this type are more than 10,000 tons larger than the Indomitables, and it may well be questioned whether it is good policy to put so many eggs in one basket. For the fighting line the battleship is more serviceable, while the protection of commerce would be better provided for by distributing the cost of the Lion between two or three ships. The comparison of naval strength is confined to Dreadnoughts by those who consider th^t the ehip armed with eight or ten guns of 1 FORECASTS FOR THE FUTURE. 81 11-iu. calibre or over has put all the older ships out of the reckoning. Though this view has never been accepted in these pages, the accompanying table has been prepared to show the number of Dread- noughts and ships fit to lie in a line with them which will be com- pleted on March 31st, 1912, and the three following years. It has been assumed that the four armoured ships to be laid down in 1912-13 for the British Navy will be battleships. Britain. Germany. U.S. Fkance. Russia. Austria. Italy. Japan. 1912 14 7 6 G 2 1 2 1913 19 11 8 G 2 1 3 i 1914 24 13 10 8 6 2 4 4 1915 28 16 12 10 9 4 6 5 The following table is a forecast of the position as regards Battle- . cruisers. battle-cruisers : — Bl >ITAIN. Germany. Japa 1912 4 2 — 1913 9 3 1914 10 4 1 1915 10 5 4 In preparing the above forecasts it has been estimated that British ships will be completed as they are now in about two years ; that the German programme of construction as set forth in the Estimates will be adhered to, and that the period of construction in Germany is about three years. Germany does occasionally complete her battle- ships in somewhat less, and could probably complete the hulls of several ships at once in two years. It is however doubtful whether the supply of guns, gun mountings, and other fittings could keep pace with this rate of construction. We have a great advantage over Germany in respect of the number of first-class firms which can not only build the hulls of warships but complete the ships in every respect. In France and Russia the period of construction of a battleship will probably be reduced to three years or a little over. In Italy the rate of construction is also being improved. The fore- cast is probably fairly accurate; and though the German Navy may somewhat improve its relative position during the next two years, we shall, by March 31st, 1914, have twenty-four Dreadnoughts and Germany tliirteen. Adding the battle-cruisers, which are often classed as Dreadnoughts, we shall have in 1914 thirty-four all-big-gun ships to Germany's seventeen. The position will not be unsatis- factory, but having regard to the fact that Austria has four battleships of the largest class under construction there can be no reduction in our battleship programme. A noteworthy feature of the table is tlie G 82 THE NAVAL ANNUAL. f,Teat improvement which will take place in the position of France and Kussia after 1913. In l'.>14 the Franco-Paissian Alliance will have fourteen all-big-gun battleships. Germany alone will have thirteen, and the Triple Alliance nineteen. In 1915 the Franco- liussian position will still further improve. France and Paissia will have nineteen ships, Germany sixteen, and the Triple Alliance twenty-six. In the cruiser classes we have a large superiority, but hardly so great as is required for the protection of the enormous interests we have at stake on the sea. Of first-class cruisers we have 41, Germany 9, France and the United States each 15. In this class France and the United States stand well. Of second-class cruisers, built and building, we have 42, Germany 14, and France 11 ; and of the third-class we have 34, Germany 30, and France 10 after striking off ineffective ships. In this class we do not stand well. Most of the German third-class cruisers are more modern and faster than ours, but they carry a very poor armament, and could hardly fight the Naval Defence Act cruisers of the Latona class. For the protection of commerce more second-class cruisers are required. The British programme of new construction for 1912-13 comprises four armoured ships. This programme may be regarded as adequate provided that we maintain our present advantage over Germany in rapidity of construction, completing our ships in two years, and that there is no acceleration in the German rate. The supplementary programme proposed for the German Navy will not affect tlie figures of completed battleships in the forecasts given above. The survey of comparative strength made in the foregoing pages leads to the conclusion that the position, whether as regards Fleets in commission or programmes of construction, is not unsatisfactory from the British point of view. The German menace has been frankly and squarely met by the First Lord. The only serious criticism which the present writer would venture to make is that the policy of concentration may be carried too far. We have possessions in every sea, and we still possess nearly half the mercantile tonnage of the world. Hythe. COMPARATIVE TABLES. 83 ■^aam •p.tqjiinB'i .*i .'I "=^3 1-2 §- § ^ — -^ O M ^ a a a 3 ..:: -3 ■5) g a a" s Kani^; — a laam ?<«. _=i > ■a e •- 5 :- J • ■ u =£ = -§■=- S.- ^2 ■?. •paipanB^ _ _ ^ _i r^ -^ ^ , o o o; c: Oi X n o; -•^ II p -a flj t, ^ O M > =* - to CO CO ^ o - ^ — -l o I OS ^ O O I pAqoaar^ "jaatn -Mtidsia 1 = = = s = o c o n p4 ,^ ._, 16,460 15,950 13,516 12,700 h5,200 14,850 ■* S 5 /'(MO Kawachi Setlsu Aki tjatsuma Kashima Kalori Iwami Hizen Asalii Mikasa Sbikisliima .1" la O ^ f- « lA *n ri o Ci o 00 •jaatu I ^ S •p»q3an»7 — ^ o o ^rB%i. us •jt'ain -*>»1<1''IU w «o F- 5|l .S 3 .c 8 *•■= ^ J « ' 3 3 .2 3 •paqouniri •2 "c = 'd.d io-a •51 g ^?;q j; J ;; i5 > c; i5 sc ::: > oSS 0> T. 0-. c7» Oi Ci ci c- Ci Oi r. a> (7> Oi Oi 03 -»j fci2 is a 8 a ?a k '3 3 A X .S 3 00 ? 3 "C iTwqonuri : : :^- c :S S 5 r, « 1, s C t. •— .5 o " O M r f i- "= _ a CS>V-S,3CS0j«i-o.*''0»;..*Vi 3*-^?? :ssi a a S Ok < G 2 84 THE NAVAL ANNUAL. Pi CO B Q (^ H w I-:; o •jaain o -9DSld8|(J o !z: •-* ^ Harm Hiyei A'isish •>* •psqonnBi o c •juani -aoBidsiQ 1 ^- «- >• ^ a ? i Kaisei gusta Ut'z ... en ke ... derTa 3 H ^ cc o ttj k '^ Ci S > Ol OS o> ■jnam -aoBldsiQ oo ■" 00 r;j (M rt rt rH ■■"§■■■■ '■ : : ai CQ F- i n .Vary cess Jlo Zealan rail a* fatigabl mitable xible .cible .£• !3 ■«) » K *• S 'C .s g 5 -c •= M > -I ^&i^<'^^S°SS N — o — ,-cni-.~t- •Ii3qonn»7 h:| H H as oi 05 o^ o; OS OS c _r _r J- - : H" i a : = fl s J - PI » ; > IS' .£ *3 *r .« S «idsKi S Z S 5 5^« 3SoC-^3x3>3^5t;--5;S. -paodg •jnaui 3JV|ds|(J • * • • ■^•ri-S'S ■So ■■ :«^.9a «.^ o . ■< i — s£ § S'S i " = £ 3 E -psadfj r ^ ^ o o s A -»3»ld8|a •p»ad3 : : ij : : i : : i i ■ i i I :TTTTTTTTTTTTTT1 : i i i i i i : : : : = f ^^ ■f.'s 'si- '"111 i '-^I^S ' 'illJ^ 'a ■ ■?|!.''^lv^ islihiljl il||i is! pipi|l|l|l|?||illll 86 THE NAVAL ANNUAL, -pasds S O O A 5 N e» F-1 ; CO CO CO O ■^ ^ O S w •paods 2 -. S ^ _, -i^ : 1 1 1 a I •§ gi <: 5 •«) (S M o o ^aooocoeoeoeoeo I ^ M c^ d •^uam -3o»idsi(i o cs o o «o ^ o « Tj» lO (o" ;0 § 5 J 2 N 6 M TO H •paads I -^ i^ te> - C* M O W M CI M SDBlds!(J lO »-< 00 U5 C-I C^ lA O^ CO O 0> ■-" 00 t- I- » : 5 ■p .:'■- ■Ssi nH rJ ■.a 1 1 .Is o o m o iJ CM i-s •paads ;r^>-i*-40)coeoooooao •luarn -aoBidsjQ I I ^ a s o •pasdg •pojdg to o to to m CI ;i f< oi oooooooo O i-T !■': O ir^ O o lO r.i r.-i ...... ^ . ^ S r^ rS ."» lT s I- -^ r^^ -^ hi T- T- r^ rr! S5 5S?iSSSaS2SS2SSSS2 222S22 2 22 2§§§SS COMPARATIVE TABLES. 87 i tons. > 3.400 3,470 3,534 3,H36 2,597 2,428 2,690 3,277 I 2,245 2,351 2,498 CD m 1 lillliilillllll la •paads Sosoi!»oot-t--it-ooi^»«oot-o 1 •jnani -aoBldsjQ « 1 ■ M5 n •paDds San J,. " C-) < •jnam -aD»id9i(i 3 V cJ M* cj* •* n « M « n i S5 . . . «J . 0! ::1=;il=:i:r: sllllllllllll H-«l5.® o C5 :::::: _a : : : £ h u^i a S— cs a 3 o •pwds i 1 •jaatn -wsidsja ^. o g t-ncooon 5" 1 S5 .a ■ ■ ■ 2 q ■ i « ■ ■ c? ?>. «■? i >.S 2 0-2 2 a.a ^ •paadg 2^'*"*'l»X00OOOQ00>030S0» •jnai-u -aoBldsiQ - c»_ cj^ in r; CO « <^ C'SyF3-s»acie s •pwds y .«.---*.•*.-».-«.<» ->•-*•-*• •*• oa> j2^Jc>c^^^c^c^c^c^c■^t^c^rlf^c^r^e^e1c3cl^IMP^flc^^^^f^c^^^ ^ H O -wvidBia oooo S oooin S2 o 2 M CO n « " « n «M ^ pf CO la e i iiiiiilliipil J ^ -III ii5 si ityliiii • 1 -paadg •S>oo>oio.ninin«Mric» S a> o> • o> » o> » •• o oo»»oooooggog 88 THE NAVAL ANNUAL. P H I— I P (M o CO -* CM t5 h' 1 iz; < 1 i f^ •Suipima 0 •* 1 ■* 1 to 1 CD A fH i-H ' tH 1 1 0 t- CM 0 en Oi 00 0 t- ?nna T-H i-H x 00 o CM •Saipiing CO 05 •liniff 00 to 1-1 •I«?ox CO o i-H •Snipiing o rH o T-l •ii'iia rH •moj. 00 •anipijna CM 1 CO •in"a S CO rH •i«ioi S 00 rH CO CO •anipiing CO I-I 1 rH rH ■iiina: i-H (M i ■moz CO CO •auiptjna CO 1 CO rH 1 < i-i t- 00 •aajpiina CI 1 * ♦ 01 rH •^nna ^ 1 "-t 1 •A S ' n H K ^ 1 * C-l 00 i •Snipnna j ^ ' 1 1 CO O Hina 1-t § 1 in C5 U >< o g m H Q 1 1 1 " w : « CO 00 90 THE NAVAL ANNUAL. Total Naval Expenditure. 1903 1904 1905 1906 1907 1908 1909 1910 1911 1912 Great Britain. £ 35,709,477 36,859,681 38,151,841 31,472,087 31,251,156 32,181,309 35,831,800 40,603,700 Germany. £ 10,401,174 10,102,740 11,301,370 12,005,871 14,225,000 16,490,000 19,702,685 21,235,090 44,392,500 21,095,932 44,085,400 22,008,746 United States. 16,824,058 20,180,310 24,444,948 21,358,199 21,260,732 26,438,434 28,990,592 27,001,866 25,989,498 25,944,798 France. Japan. £ £ 12,292,227 3,611,786 12,382,433 2,061,322 12,667,856:2,341,194 Kussia. 12,349,567 11,949,906 12,392,684 Italy. £ 4,840,000 5,000,000 5,040,000 5,322,154 12,245,7406,187,667112,490,444; 12,486,793 7,227,2321 8,850,240j5,661,822 12,797,308'8,094,88410,222,733'6,266,193 13,353,8247,202,823' 9,895,641 6,537,118 15,023,019 7,608,081 9,723,5747,458,4261 16 , 654 , 621 8,861,829t 11 , 502 , 306 7 , 808 , 608 16, 931,14919, 461, 817|l7,447,950*j8, 675, 444 ♦ Excludes Supplementary Estimate for Black Sea. t Includes Supplementary Estimate. Amount Voted for New Construction. The Actual Expenditure for Great Britain is shown in Italics. Great Britain. I Germany. U. States. France. Japan. Russia. Italy. 1903 1904 1905 1906 1907 1908 1909 1910 1911 1912 11, (12, 13, {13, 11, {11, 10, {10, 9, (8. 8, (8, 11, {11, 13, £ 473,030 398,133) 508,176 184,419) 291,002 368,744) 859,500 486,397) 227,000 849,589) 660,202 521,930) 227,194* 052,318) 279,830 15,068,877 13,971,527 £ 4,388,748 4,275,489 4,720,206 5,167,319 5,910,959 7,795,499 10,177,062 11,392,856 12,250,269 11,787,565 £ 5,327,367 6,611,909 8,683,000 6,776,086 4,872,888 6,227,874 7,976,897 6,889,005 5,343,782 4,998,140 £ 4,528,621 4,370,102 4,705,295 4,652,010 4,138,967 £ £ £ — ,3,268,755 1,183,338 — 4,480,188 '1,121,753 — 4,576,370 1,714,556 752,595 4,576,583 1,362,207 3,233,298 2,846,268 1,398,111 4 , 193 , 544J2 , 967 , 918 2 , 703 , 721 4 , 517 , 766 2 , 345 , 572 1 , 758 , 487 1,866,358 2,190,707 4,977,682 2,692,2601,424,013 |2,181,200t 5,767,537 2,977,4934,609,444 12,277,302$ 5,275,146 — 7, 616, 85012,400, 000 J * Includes Supplementary Estimate, £G89,100. t Not including £1,221,875 for Black Sea. X Should be increased by sum available under Law of 1911. 91 CHAPTEK V. Machinery Problems in High-Powered Warships. The problems to be solved by the designer and constructor of machinery for warships have increased in difficulty, while their solution has become more imperative, by the demand for higher speeds in ships together with great fighting force. A few years ago the strategist and tactician considered 1 9 knots a sufficiently high rate of speed for ships of the line. Now they ask for 27 or 28 knots, and more, for ships with the same, or much greater, power of attack, and with almost the same thickness, and equal extent, of armour protection. Such battle-cruisers require so much power to drive them at the high speeds desired that the weight of their propelling weight of machinery may now, or will soon, reach 5600 tons. In other words, battle- ■^ -^ . . . cruisers one-fifth of the total displacement is taken up with machinery, machin- Although this proportion is only equal to that usually allowed for ^^^' armaments, the artillerist is jealous of the increase, and, as ever, seeks to impose limitations to the weight of machinery while still exacting the high speed. In Germany and some other continental countries the combatant officers have been more successful than in this country in the enforcement of reduced weights for propelling machinery ; and it is pertinent to inquire whether the result is altogether satisfactory, and to what extent the compliance with such demands is commendable for British ships. As a first and indisputable proposition it may be said that naval ^9^}- engine designers are always anxious to economise in weight and to speed attain efficiency. In Britain reliability in prolonged high-speed ^^^'ttle" steaming has been recognised as of primary, and economy and weight cruisers. as of secondary, importance. If advance is to be made a certain measure of risk must be taken, and in naval engineering it is taken. Courage reaps its reward when all goes right, but no excuse is made for failure. When ships go into action the continuous maintenance of a speed of even only a mile per liour faster than that of the enemy may mean everything. Thus high-speed trials of shoi-t duration are not the truest test, nor are their results trustworthy bases for deductions when the ship does not carry her service load. Both these conditions obtained when the German cruiser Moltke attained her 92 THE NAVAL ANNUAL. Choice of types of boilers. Large- tube versus small- tube boilers. much advertised rate of 29^ knots. Her measured mile trials gave a speed of 28-4 knots, with her turbines making 325 revolutions and developing about 86,000 shaft-horse-power, while on a separate six hours' trial at full power the speed was 27 * 25 knots, with an average of 76,680 shaft-horse-power. The Von der Tann, about which also misstatements have been made, got 27*63 knots for 71,500 shaft- horse-power. The "log" speed of 31^ knots credited by the Press to the Lion is probably as much above the actual rate got on measured mile trials as the Moltke's 29^ knots exceeded her 28*4 knots. British trial conditions are certainly severe and are directed to test reliability rather than to conduce to the realisation of very high speeds for short periods of time. In considering, in the light of practice in various countries, whether a happy mean has been struck in the present day solution of some of the machinery problems, the boilers call for first attention. British practice, up to within a year or so, has been influenced by the limitation imposed upon the rate of fuel combustion per foot of heating surface, in order to ensure greater durability and the maintenance of high speed for long periods, and further by the aim to get high economy at cruising speeds. The German engineer, on the other hand, primarily considers how much fuel can be burned for the minimum of weight, without burning the boilers, the amount of steam available being the determining factor as to the power developed in the turbines, and as to the speed realised by the ship. This leads to the consideration of the question whether the large- tube or the small-tube boiler should be fitted, the Germans adopting the latter and the British the former. Non-technical authorities — and many such influence decisions on technical questions at all Admiralties — seemed, in the early stages of the water-tube boiler, to believe that large tubes were suited for large ships and small tubes for small ships, alliteration evidently having been a guiding influence. This view is changing. It is not easy to understand why a boiler with small tubes should not work as well in a big ship as in a small ship. The Eussians have a saying that the boiler does not know the size or the type of the ship in which it is embarking. To make the arguments quite clear to the lay reader, it should be said that in large-tube boilers — perhaps it would be more accurate to say horizontal tube boilers — such as the Babcock & Wilcox, Belleville, Niclausse, Miyabara, and others, the tubes, in which steam is generated, are more or less approximately horizontal, and range from If in. up to 4 in. in outside diameter, the fire grate being placed under them. The small-tube or "Express" boiler, of which the Thornycroft, Yarrow, JSTormand TYPES OF BOILERS FOR BATTLE-CRUISERS. 93 and Schultz types are the best known, is triangular in section, with water drums at the ends of the base line and a steam drum at the apex, the steam generating tubes, extending from the bottom to the top drums, varying as a rule from 1 in. to 1^ in. in external diameter, M'ith tlie lire grate between the water drums. The Yarrow boiler is, however, made also with Ij-in. tubes, and is then regarded in all navies as suitable for big ships. The small-tube boiler weighs less per square foot of Weight, heating surface, which is the determining factor in the generation of steam ; in the small-tube boiler the weight is 141b. to 151b. and in the other 231b. to 241b., including boilers, water and fittings. Thus in adopting the small-tube "Express" boiler in their battle-cruisers, the Germans probably save quite 450 tons on the boiler weights. German cruisers' trials are run with an air Rate of pressure in the stokehold of quite 3 in., and under those consump- conditions the boilers burn 601b. of coal per square foot of grate per hour. In British practice the air pressure is seldom over 1 in. and the rate of combustion rarely reaches 501b. with If-in. tube boilers and 301b. to 351b. with the combined If-in. and 4-in. tube boilers. The former has more heating surface relative to grate area than the latter, and thus the coal consumption is 0 • 851b. and 0 • 91b. respectively per square foot of heating surface. With greater ex- perience there is now less tendency in Britain to limit the rate of consumption per square foot of heating surface. It is contended that the small-tube boiler is less durable, Dura- but this is largely a matter of care in management. Durability ^ ^ ^' depends greatly upon the keeping of the surfaces cleaned, which in turn depends upon the facility afforded for examination. There should therefore be ready access to the interior of the tubes for inspection and cleaning. The experienced engineer can arrive at a conclusion as to the merits of the respective types by applying this general standard. There are those who consider that there is greater tendency to priming in the small-tube boiler should the water become slightly "salted,'' owing to condenser troubles, to priming of evaporators, or to salt water getting into the reserve tanks. These contingencies are more liable to occur, and more difficult to rectify, in a large installation than in a small one — for instance, in destroyers or small cruisers. The larger diameter tubes are of thicker metal — ]; in. in the case of 4-in. tubes, against I in. in l|-in. and Ij-in. tubes. But strength does not depend altogether on thickness of metal. The metal of the tubes of the boiler of the famous Turbinia was only T^g-in. thick, and no boiler has ever had to stand tlie degree of pressing to whicli it was 94 THE NAVAL ANNUAL. subjected, and yet the tubes were not seriously affected. It should be stated, however, that the high-pressure runs were for relatively short periods of time. Indeed, it is easier to overheat a thick metal than a thin one; although if corrosion be permitted, the small, thin tube must suffer sooner. That is a matter for care — to ensure that when emptied the tubes are dry. The greater angle of inclination of the tubes in the small-tube boiler conduces to this dryness. Again, the smaller the tube the less the Safety. destruction or danger to life should one- burst. The flow ot water out of the opening then is so much less than in the case of a large tube that the water level does not fall so quickly and longer time is afforded for drawing or extinguishing the fire in order to obviate serious damage to the boiler, through the water level dropping too low. A satisfactory ratio of length to diameter must however be maintained to give a flow of water adequate to ensure that the interior surface is covered with water, otherwise burning will ensue. This ratio may be 8 ft. 6 in. of length to Ij in. outside diameter without risk, A Ij-in. tube lends itself more readily to speedy repair than the If-in. tube, as it does not require so much power to expand it ; this is important in view of confined spaces. Types of Kefereuce has been made to the British and German practice foreign ^^ large fast-stcaming ships. In the former the large-tube type of higb- boiler is preferred, the Babcock & Wilcox and Yarrow being used, ships. The Babcock & Wilcox boiler is now made with l||-in. diameter tubes, except the row next the fire, which is of 4 in. diameter tubes ; while in the Yarrow boiler the tubes are If-in. throughout. In the German Navy the small-tube boiler — the Schultz-Thorny croft — is adopted. The Austrians are applying the Yarrow type with l|-in. tubes, using 3 in. of air pressure and burning 501b. to 601b. of coal per sq. ft. of grate per hour, and lib. per sq. ft. of heating surface. The French authorities fit the Belleville boiler in large ships ; on normal full -power trials they burn up to 261b. of coal per sq. ft. of grate per hour, but they have a supplementary trial of three hours' duration when the full power must be maintained with only three-fourths of the boilers in use. On this trial they burn 351b, of coal per square foot of grate area per hour, or l-151b. per square foot of heating surface. The Eussian Navy has adopted Yarrow type boilers, and these in their new 23,000 ton battleships, recently launched, will consume 381b. per square foot of grate per hour on a twelve hours' trial at 32,000 shaft-horse-power, but on a four hours' run at 42,000 shaft- horse-power, to give 23 knots speed, when coal and oil will be high pressure. PRESSma NAVY BOILERS. 95 used, the rate of fuel consumption is to be 501b. per square foot of grate, or 0 • 91b. per square foot of heating surface per hour. The Italian authorities use small-tube boilers in large ships ; the San Giorgio burned about 501b. of coal per square foot of grate per hour. The Japanese authorities in their large cruisers building in Japan are, as stated in Engineer Eear- Admiral Fujii's paper at the Institution of Naval Architects, using a boiler very similar to the Yarrow type but with slightly curved tubes. In their existing large cruisers with Miyabara boilers they burn 441b. of coal per square foot of grate per hour. In the United States the large-tube boiler is used with a combustion of about 401b. of coal per square foot of grate per hour with 1 in. of air pressure. It will be noted that it is the custom to consume a larger amount of Working . boilers coal per sq. ft. of grate in the small (l^j-in.) tube boiler by pressing the under boiler more, which is permissible as the limit has not been reached in consumption per sq. ft. of heating surface. By following this practice in German cruisers a saving in weight for a given power is realised. Even large-tube boilers could be pressed more than is the case now. The total amount of coal consumed under high pressure or otherwise is dependent on the size of the grate and on the freedom of circulation in the tubes. In large-tube boilers there is a greater proportion of grate to heating surface than in small-tube boilers, in order to avoid frequent cleaning of the fires, which, in prolonged high- speed steaming, tends to reduce speed, owing to " loss of steam." The floor space occupied is less per unit of grate in the case of large-tube boilers with tubes approaching the horizontal. The side walls are vertical and thin, all the tubes being over the fire. In the triangular or small-tube boilers there are at the sides the water drums with the tubes rising from them to the steam drum at the apex, so that the width of the fire is narrowed, or the extent of floor space occupied increased, by the water drums. The Germans have minimised this disadvantage by increasing the width of the boiler and introducing, equidistant from the ends of the base line, a central water drum, with vertical tubes connecting to the steam drum at the apex and a grate on each side of the central drum. In general practice the ratio of grate to heating surface is, in battle-cruisers with large-tube boilers, 1 to 35 ; in triangular moderate diameter tube boilers, 1 to GO, and in small-tube boilers, 1 to 58. Two square feet of heating surface should suffice for each horse-power to be developed in practically each type ; the difference, in any case, is small. No direct disadvantage from the evaporative point of view follows, therefore, from any restriction of grate in the small-tube boiler. Thus, even if in a cruiser or battleship one does not want to 96 THE NAVAL ANNUAL. Express boilers iu destroy- Oil fuel in boilers. Reduc- tion in weigbt carried. force the boiler as much as in a torpedo-boat, it is quite legitimate to have small tubes. Experience with the small-tube boiler in the lighter cruiser and torpedo boat destroyer is bound to influence practice. The small-tube boiler is universally adopted in destroyers, but there are differences in the fuel used. In the British and French navies either coal or oil is used exclusively; both are not used in combination as in large ships. In the United States and Japanese navies oil is used in con- junction with coal in the same boilers. In the German, Austrian and Argentine destroyers some of the boilers are coal-fired only, and these are used when cruising ; others are oil-fired, for use only when steaming at full speed. The cheaper fuel is thus adopted during the greater part of the year. The time is fast approaching when oil will be exclusively adopted for all ships, notwithstanding possible higher cost, estimated at 33 per cent, when allowance is made for the higher evaporative efficiency. This is compensated for by reduced staff and less size of ship, and by the fact that the oil-fired boiler is more efficient than the coal-fired boiler. Even so, this does not much affect the arguments regarding the choice between small tube and large tube boilers. Indeed, the change will be to the advantage of the former. There is no trouble from grates choking up as under severe pressing with coal. The vessel may continue at full speed for a period as long as the fuel lasts, as fires and tubes do not require cleaning. The average evaporation is about 13 lb. of water from and at 212 deg. F. per lb. of oil consumed, against 8 lb, to 8^ lb. per lb. of coal. There is thus a gain of about 50 per cent, in steam production per unit weight of fuel. This means that where 1000 tons of fuel is carried, the ship using oil will have a radius of action 50 per cent, greater than one using coal, other things being equal, or for the same radius the oil fuel carried may be 33 per cent, less in weight. As such reduction affects all dimensions and propelling power and weight of machinery for the same speed, the decrease in displacement tonnage is very much greater. This gain, due to the higher heat value of oil, is apart from other well-appreciated benefits resulting from the adoption of oil fuel only, — in being able to refill bunkers in the minimum of time and with little expenditure of labour, in storing the oil anywhere suitable, and in avoiding the labour of trimming and of moving coal to a point accessible to the stokers. All these advantages are augmented with increase in speed. In a battle-cruiser burning anything up to 60 tons of coal per hour, much handling is needed as compared with the the mechanical flow of 40 tons of oil through pipes. However the coal- bunkers may be arranged, the use of 1400 tons in 24 hours, or ADVANTAGES OF OIL FUEL. 97 even 470 tons iu an eight-hours' spin, calls for much work within the bunkers. Again, in coaling ship, although there are very great achievements by the ships' crews, it must be remembered that the crew after a fight will need rest, and the work of labourers, not organised and witliout that spirit of rivalry common to all ships' crews, will fall far short of these performances, and thus the ship will be longer away from the fighting line than when oil may be pumped on board while the ship is at sea. With these high-powered vessels, thousands of tons of fuel must be dealt with on such occasions. Not only is the weight and space required for oil-fuel boilers Reduc- reduced by the decrease in heating surface but by the decrease in gpace the space in front of the boilers, since no fire cleaning tools are used, required, all that is necessary being an arrangement roomy enough for drawing tubes. Coal and ash handling appliances are not needed, and here also space is saved, while holes in the side of the ship for ash-ejectors may be dispensed with. But the greatest economy in space is in respect of fuel storage. Where a high rate of coal consumption is desired, coal bunkers athwartships (or 'tween decks with coaling trunks to the stokehold) as well as along the sides are necessary, especially in ships with such broad beams as 92 ft. With oil fuel no bunkers adjacent to the boilers would be required, and the boiler space, including bunkers, would be 30 to 40 per cent, less were the oil stored between bottoms. There would result a shortening of the ship, a reduction in displacement, and a decrease in power and weight of machinery for the same speed ; or the saving could be utilised to add to the effectiveness of any or all of the fighting elements. There may even be some saving in weight in the boilers for oil burning. As with the question of large and small tubes in boilers so with Ex- oil versus coal, there is practical experience upon which to found ^Ith oif deduction. The mechanical details have been greatly improved, and fuel, no oljstacle presents itself in this connection. The requirements for success, and the means adopted to meet them, may be briefly described. The flash-point of the oil is about 200 deg. F. and its specific gravity 0 • 88. No trouble need therefore arise on the score of inflammability. To ensure effective atomising the oil is heated to from 125 deg. to 150 deg. F., and in forcing the fuel through the burner constant pres- sure is exerted. The spraying of the oil from the burner is effected by pressure produced by the oil pumps, no steam or air being used ; the pressure averages about 200 lb. Combustion should commence within an inch or two of the nozzle of the burner. There should be a surrounding volume of air around the base of the burning conical flame to protect the fr,000 H.P., as an example. The steam plant needs some eighty separate engines of about 2800 I.H.P., and the majority of these are the heaviest "steam eaters" for their power in the ship. All of these, as well as the condensers, could be dispensed with in an oil-engined sliip. The main engine compressors could be utilised in the production of the high-pressure air for torpedo firing and for some work in the big gun turrets, and there would be advantage in thus concentrating the air-compressing work, as part of the air raised to the 700 lb. or 1000 lb. pressure for fuel injection in the main engines could be stored, and, when reG[uired, passed to a high-stage compressor for raising it to the 2500 lb. pressure for torpedo firing. The capstans and other deck gear and hoists could be worked by compressed air, but as electricity is required for lighting and other operations, these auxiliaries, as well as the hydraulic power plant, could be operated by electricity from the oil-engine driven generators. Even the oil-engine exhaust might be utilised in connection with the distilling plant and hot water service. There are possible advantages from such concentration of the prime- moving media. The question which disturbs shipowners as well as naval Oil authorities, however, is as to whether the superior thermo- '^"PP^* dynamical efficiency and the advantage from reduced weight and space will not be more than counterbalanced by future increases in the price of oil, as compared with current prices of coal. This fear is not justified so much by possible deficiencies in supply as by the ownership of oil fields being concentrated in such few hands as to encourage market manipulation and price infiation. As to supply, it is computed that, were all naval and merchant ships driven by oil engines, the amount of fuel required would be from 24,000,000 to 25,000,000 tons per annum. In the past two years the oil output for 110 THE NAVAL ANNUAL. Distribu- tion of world's supply of oil. British Colonial oil fields. the world increased by about 10,000,000 tons, and in six or seven years it has gone up from 28,750,000 to about 50,000,000 tons. In 1904 it was 28,750,000 tons, in 1908 it reached 38,000,000 tons; it advanced in 1909 to nearly 40,000,000 tons, and in 1910 jumped' up to over 47,000,000 tons, and this year it should be about 50,000,000 tons. This total, however, means crude oil, containing all the light oils which are extracted by distillation before the heavy oil used in engines is obtained. The proportion of heavy oil is never more than one-half of the total of crude oil ; indeed, one-third is nearer the correct figure. Thus little more than one-third of the 50,000,000 tons of crude oil produced is suitable for the internal combustion engines described. The United States takes first place among the producing countries, providing 64 per cent, of the world's supply, and four new petroleum fields were opened out in the Middle West in 1910. California is now the principal oil yielding State — giving between 8,000,000 and 9,000,000 tons per annum — Oklahoma Territory is next, and Illinois third ; these three give three-fourths of the supply from the United States, and more than one-half of the world's supply. liussia is the second most prolific producing country ; but the output, which in 1910 was about 9,000,000 tons, shows little increase over a period of years. Great hope is still taken in the Maikop field, but experience show^s that the oil is at a greater depth than was at first anticipated. Baku wells are yielding less than formerly, due, it is said, to partial exhaustion and to the greater depth at which oil must be sought. In two years there has been a decrease of 32 per cent, in the supply from this district. The Galician field, which used to take third place, is on the wane. Eoumania shows development, and the output in 1911 was one and half million tons, or three times that of 1906. There is progress, too, in the Dutch East Indies, the total for 1911 being 1,624,000 tons, against 1,000,000 tons in 1906. These are the principal foreign sources of supply, and their location is of strategical interest. Exploration is being actively pursued in, and is certainly not being neglected, by British possessions. This applies to Burma, where the yield is developing. Oil is known to exist, and springs have given oil in the Punjab and Baluchistan. In Canada and the West Indies (notably at Trinidad and Bermuda), on the Gold Coast and in Nigeria, development work is in progress ; indeed, an experimental supply from Trinidad is now being used in boilers in British naval ships. Generally petroliferous deposits are miore widely distributed than was supposed to be the case even a year or two aso. cruiser of the future. FUTURE OF OIL FUEL. Ill It must not be forgotten, however, that oil as fuel for boilers is in Extended great demand tor land service. American locomotives, tor instance, now use over 8,000,000 tons of oil per annum for tliis purpose, and this is a rapidly increasing quantity. The time is fast approaching when oil will be exclusively used in all warships, not only in the British Navy but in all Fleets. A feature conducive to fairly reasonable prices continuing is tliat the mechanical appliances for recovering oil from great depths are improving in efficiency without increasing in first cost, so that it may be found practicable to work at great depths more economically in the future. The expense of transit by piping and of transport by tank steamers is lessening. Thus the oil engine is certain to come into favour for many The ma- merchant ships, and has potentialities also for large warships. At the battle- present much research work is being done which will yield definite data and encourage development. Full consideration of the results so far achieved with all types of machinery suggests, however, that, although this new prime mover has claims for moderate powers, it does not assist towards the solution of problems affecting such high- powered warships as battle-cruisers of 28 to 30 knots speed. The conclusions, almost inevitable, are that, in such ships, if not indeed in all high-powered fast ships, boilers with small tubes should be adopted and worked under greater pressure, that oil fuel should be exclusively used irrespective of its first cost, that steam should be superheated to the extent of 100 deg. F., and that the combined impulse-reaction turbine, with or without power transmission gear, will ensure high economy at reduced as well as full speed. These offer probabilities of satisfactory solution of the problem of augmenting propelling power without involving a proportionate increase in the weight of machinery. The alternative designs of steam and oil engines being manufactured for ships of the British Navy, and the care exercised in collecting data for guidance towards future improvements and developments, establish the fact that the engineering work of our Admiralty is, to say the least, in no respect behind that of other Powers, and that while reliability is very properly a first consideration, enterprise is readily favoured and risks prudently encountered. Alex. Richardson. 112 CHAPTEE VI. Nayal War Staffs. There is reason to expect tliat the organization and character of the Naval War Stafif, as outlined in the First Lord's Memorandum, dated January 1st, 1912, and further explained to the Fleet in a circular dated March 11th, will commend themselves generally to the good judgment of the Naval Service. That the scheme has been accepted with reluctance by some officers is no doubt true. Certain safeguards were and are necessary, such as that of protecting the Navy from the danger of the rise of a distinct and privileged class of officers for whom commands and appointments would be reserved. Such a result could have no other effect than to weaken the spirit of comradeship in the Fleet and to discourage a large class of deserving and meritorious officers. But if this consequence be averted, the wisdom of what has been done will be generally recognised. The best feature of the scheme is that it is the outcome of organic growth within the Admiralty departments, which have developed and changed to meet the new conditions and complexities of the Naval Service. The existence of the Board of Admiralty is a potent and highly beneficial factor in the creation and sphere of action of the new Staff. It may be contended with reason that the War Staff implies nothing that is really new. Certainly all its functions have been executed — and executed with unexampled success — in the past, and when its organisation and duties are examined it will be seen that nothing more than a new and better form and an enlarged system are given to things which existed already. It is also a paramount merit of the scheme that it is based neither upon military nor upon foreign parallels. The command, leading, and conduct of troops in the field, if they do not differ in all respects in kind from the command and handling of ships and fleets, differ profoundly from them in degree. The differences, indeed, may well be so great as in their consequences to be fundamental. The campaign of Hawke which ended at Quiberon Bay, the long blockades of Brest and the Atlantic ports, and Nelson's blockade of Toulon, showed that the business of supplying and maintaining a fleet demands both experience and knowledge, but, as the First Lord's Memorandum stated, war on land varies in every country according to numberless local conditions, involving the thinking out of a whole series of intricate arrangements and elaborate processes. In other words, the sea service has nothing to do with ADMIRALTY STAFF DEVELOPMENT. 113 problems arising iu the transport and supply of various military units, as affected by muddy roads or no roads at all, flooded rivers, broken bridges, and a hundred other circumstances of land warfare. " The sea, on the other hand, is all one, and, though ever changing, always the same ; ev^ery ship is self-contained and self-propelled." Still more important is it to observe the manner in which the Evolution system of the British Naval War Staff, or Admiralty War Staff, as it British is styled in the Navy List, differs from the systems prevailing ^^aff. abroad, where complications arise from the want of any organisation answering precisely to the Admiralty Board in this country. These differences are mainly the subject of the present chapter, but it is fii'st necessary to show the gradual development of the British Naval War Staff from earlier organisations in order to explain some dangers that have been avoided. It may be argued with reason, that after Sir James Graham had abolished the Navy and Victualling Boards, and absorbed the Civil Departments in the Admiralty, the Sea Lords became inevitably more and more engrossed in the complexities of a vast material business, and consequently had fewer opportunities of studying problems of war and war training than had their predecessors, until, at last, the constitution of a Naval War Staff became imperative. This great transfer of business took place in 1831, Sir Thomas Masterman Hardy being at that time First Sea Lord, but it was not until 1883 that the Foreign Intelligence Branch came into existence. It had a modest beginning and was not regarded with much favour, and in 1886, when some reduction was projected, Lord Charles Beresford, on that and other grounds, resigned his seat on the Admiralty Board, and proposed the institution of a Naval Intelligence Department. There is no intention of recording the history of the Intelligence Intelli- Department here. It continued to do useful work, conducted in a c^'^art- few dusty and inconvenient rooms in Whitehall, endeavouring to ™ent. master the significance of every fresh development of naval science, and formulating plans for use in the event of the outbreak of war. It was the agency always available to the Admiralty for duties of this kind, and those who were acquainted with its work knew that, as time passed on, the title of Intelligence Department became a misnomer, intelligence, as such, forming the least important part of the duties of the Department. The conspicuous success of the German Great General Staff of the Army, under the guidance of Moltke, had impressed itself upon the minds of thinkers in every country. The Hartiugton Commission of 1889 toyed with the subject, and it was first brought prominently to public notice by Mr. (now Professor) Spenser Wilkinson, in a little book entitled " Tiie Brain of the Navy," 1895. It may be questioned, however, whether that writer has I 114 THE NAVAL ANNUAL. The First Sea Lord and the Chief of the Staff. Pro- gressive changes. greatly influenced the changes which have subsequently taken place. He regarded the Board of Admiralty as a " legal fiction " ; it recorded nothing and was altogether subservient to the First Lord. What he desired was a Moltke for the Navy — the best naval strategist in the Service — and no one was to stand between him and the Cabinet, as represented by the First Lord of the Admiralty. " If you have a first-rate strategist, with an office of picked and trained officers as assistants, to work at the arrangements for a possible war, it would evidently be absurd to put another man as a buffer or telephone between him and the Cabinet which needs his advice." Evidently, then, in this conception of the case, the high strategist could be no other than an invigorated and responsible First Sea Lord. The developments which have taken place have not led to this result, and the First Sea Lord stands between the Chief of the Staff and the First Lord. The Admiralty Board had a clear view of one vital necessity. There must be a direct line in the naval hierarchy from the Staff up through the Board and the First Sea Lord to the Cabinet Minister. The latter as a civilian is, by the very nature of things, incompetent to decide between two distinct lines of policy advocated by responsible naval authorities. It was of the utmost importance to guard against this manifest danger. Any other arrangement would be contrary to the highest traditions of the Service, and fraught with insecurity and the promise of disaccord. As to the view expressed in some quarters that the Chief of the Staff should present an annual report to Parliament, thus superseding the Board of Admiralty and overriding his senior officers, there could, of course, be no parley with a contention so palpably absurd. The sub-committee of the Committee of Imperial Defence, which was assembled to investigate the grave charges of naval unpreparedness made by Lord Charles Beresford, in a letter to the Prime Minister, dated April 2nd, 1909, finding that there were differences of opinion amongst officers of high rank regarding im- portant principles of naval strategy and tactics, stated in their report, dated August 12th, 1909, that they looked forward " with much confi- dence to the further development of a Naval AVar Staff," from which the naval members of the Board might be expected to derive common benefit. Two months later a change was made " in further develop- ment of the policy which has actuated the Board of Admiralty for some time past of organising a Navy War Council." The Naval Mobilisation Department was brought into being under the direc- tion of a flag officer (Bear- Admiral H. G. King-Hall), and took over that part of the business of the Naval Intelligence Department and the Naval War College which related to war plans and mobilisation. Under the presidency of the First Sea Lord the officers directing the FIRST LORD'S MEMORANDUM. 115 Naval Intelligence and Mobilisation Departments and the Assistant Secretary of the Admiralty were to form a standing War Council, with which the Eear-Admiral commanding the Naval War College might be associated when the business was such as to require his presence. Surprise was expressed in some quarters at the leisurely manner in which those distinguished officers, Lord Fisher and Sir Arthur Wilson, proceeded in this matter of organising a Naval War Council or Staff. Perhaps the explanation of the circumstance is to be found in a wise remark made by Moltke in the course of a comment on German Generals and the Army Staff. " There are generals," he said, " who need no counsel, who deliberate and resolve in their own minds, those about them having only to carry out their intentions." " But such generals," he added, " are stars of the first magnitude, who scarcely appear once in a century." This judgment of the great German soldier suggests a further reflection touching the British Naval War Staff. These " stars of the first magnitude," themselves finding a staff a luxury or superfluous, may have foreseen the rise of lesser luminaries at some future time to whom a staff would prove a necessity. Mr. Churchill's Memorandum on the constitution of the Naval British War Staff is printed elsewhere in this volume, and the organisation gyg^em and duties of the Staff will not be described here, but the diagram given below will illustrate the relations and lines of responsibility and authority in the several departments. It will be seen that the only relations which can properly exist — and the point is of great importance — between the Chief of the Staff and the First Lord must be through the channel of the First Sea Lord. The provision that " the First Lord and the First Sea Lord will, whenever convenient, consult the Directors of the various Divisions, or other officers if necessary," seems, however, to present some risks against which precautions should be taken. First Lord of the Admiralty. " Delegate of the Crown in exercising supreme executive power." First Sea Lord. Other members of For certain purposes holding the ^he Admiralty " position of Commander-in-Chief of it the Navy." Board, directing Chief of the Staff. Departments. " Primarily responsible to the First Sea Lord." I I I Intelligence Division. Operations Division. Mobilisation Division " War information." " War plans." " War arrangements." I 2 116 THE NAVAL ANNUAL. German Admiral- stab. It is interesting to compare this arrangement with that which exists in Germany in the organisation of the Admiralstab, though, in view of the fact that the system was partially described in the Naval Annual last year, the subject shall be dealt with briefly here. The German Emperor is head of the Navy in a much more real sense than the King is head of the British Naval Service. He is the supreme executive officer of the German Navy, being its pro- fessional chief, both in command and administration. The Navy may be, though in practice it is not, controlled by the Imperial Chancellor in the Emperor's name. The Admiral Staff is not upon the same scale as the Army Staff, and its chief and its officers have no executive function, and are unconcerned with finance. They are employed in the duties which are grouped round the function of command. The Chief of the Staff is independent of the Chief of the Imperial Navy Office, and though they may, and do, collaborate in their work, there is no bond between them, and no direct channel, for example, through which the Admiral Staff can influence the develop- ment of ship types. These two high officers are both du'ectly subject to the Emperor, whose advisers they are, and the Emperor can call to his counsels any other officer whose appointment places him in an Immediatstellung to the Throne. This system is radically different from that which has been adopted in this country, and it presents difficulties and dangers which are only arrested or averted by the exercise of the supreme executive power of the Emperor. The organisation is as follow^s : — The Emperor. OberbefeJilshaber — Executive Chief in Command and Administration of the Navy. 1 . Naval Secretary of State. Chief of Imperial Navy Office ; deals with every- thing that costs money. 2. Chief of the Ad- miral Staff. Concerned with every- thing that relates to command. I Sections concerned with intelligence, plans for opera- tions, mobilisation, and training. 3. C.-in-C. Baltic. 4. C.-in-C.NorthSea. 5. Insp. of Training. 6. Chief of High Seas Fleet. 7. Chief of Cruiser Squadron. This is the organisation and system which were completed by the great changes made in 1899, with the object of separating the functions of comma-nd and administration and placing them upon a sure and independent basis. The OherJcommando of the Emperor was GERMAN AND FRENCH NAVAL STAFFS. 117 then abolished, his Majesty took over the supreme executive command, or OhcrhefeM, and the section of the Oherhomjiiando whicli had been concerned with staff duties was erected into the independent Admiralstab der Marine, with its seat in Berlin, and a responsibility to the Emperor alone. The constitution and duties of a Naval Staff concerned with the Origin and duties of command must inevitably conform to the requirements of ^gfe^tg ^f the system of Government under which it serves. A system which the !FrGTicri is applicable to the command of the British Navy is not applicable system. to that of the Navy of Germany, and neither system could be applied to the French Navy. It was in 1868 that the French Naval Staff made a modest beginning. The Chief of the Staff in former times had been an officer analogous to our " Captain of the Fleet," who acted as the alter ego or right hand of an admiral afloat, and in a similar capacity at a port. Admiral Eigault de Genouilly proposed to the Emperor Napoleon 111. that the Minister of Marine should have such a coadjutor, as Chief of the Staff, at the head of the Bureau of Operations, which was to be attached to the Minister's Cabinet. This Chief of the Staff was to act in the Minister's name in order to secure rapid decision in matters in which several departments were concerned. He was the immediate collaborator of the Minister. The organisation of 1868 remained almost unchanged until 1881, when the office of Chief of the Staff of the Fleet was attached to the Staff at the Ministry, as Admiral Clone said, in order that the Minister might have the whole of the active fleet in his hands. In 1882 an Intelligence Branch was added to the Operations Branch, and in the following year M. Barbey, being Minister, organised the staff more completely, with a certain number of branches executing defined duties. The Chief of the Staff was still to be the right hand of the Minister, giving effect to his policy, and to hold permanent relations with the inspectors-general of the services, and with the Admiralty Council and the Council of Works. So far was this system extended that the Minister of Marine dele- gated a part of his duties to the Chief of the Staff, and orders relating thereto, issued by the latter, had the same executive authority as if they had emanated from the Minister himself. The result was that the Chief of the Staff became engrossed in a multitude of business matters which practically precluded him from undertaking his real duties of preparing for war. It was soon discovered, moreover, that he had become too powerful, and M. de Lanessan therefore reorganised his Department and restricted the range of his authority. "Whether the Minister was in this influenced by the example of Germany, or by the view that he 118 THE NAVAL ANNUAL. himself had been partially superseded, does not clearly appear. The result was that the Chief of the Staff became in practice head of little more than the Operations Branch, and Admiral Bienaime, reproaching the Minister, said that the Chief and his branches worked a vide. " Si vous me faites jamais connaitre un acte de I'etat-major general, qui puisse compter parmi les progres de la marine ; si vous pouvez me montrer son influence dans la construction des batiments, de notre artillerie, dans la mise en accord des differents services, je crois que vous ferez un tour de force." It will be observed that the conception expressed in this statement is altogether different from that which has inspired the German system. The Chief of the Staff would exercise a practical and direct power in the conduct of naval affairs, instead of being an adviser only. A change in the latter direction was, however, made by M. Lockroy in 1896, when the departments for the Fleet in commission, the Fleet under construction, and the accountant service were separated. The Chief of the Staff was no longer to be an intermediary between the Minister and the departments, but was to be the head of an inde- pendent department, poursuivant son but special sans preoccupations etrangeres. In the distribution of business, however, the Chief of the Staff exercised supervision over twelve different branches, including those for staff work proper, naval law, pay and clothing, hospitals, stores, hydrography and submarine defences, so that the last state was almost worse than the first. In 1899 the Chief of the Staff was definitively relieved of his duties as Chief of the Minister's Cabinet, and was stripped of some other duties, so that he thenceforth exercised little other control than that over the members of the naval staff, and had leism-e to concern himself more advantageously with the duties of preparation for war. It was subsequently officially admitted that problems, which had scarcely been raised and for want of time had been neglected, were at last in process of solution. In his volume " La Defense Navale," M. Lockroy alleges that, " des plans de cam- pagne et de guerre, il n'en existait pas en juillet, 1898 [the period of FashodaJ ; a peine quelques "phrases vagues et sans coJiesion, ecrites sur un cahier." Tiie A decree of January 31, 1902, with some subsequent modifications, existing regulates the existing organisation of the French Naval Staff, which French ° . . . . system. has been placed under the direct authority of the Minister. Its chief has been relieved of all responsibilities for the various classes of the naval personnel, and for the direction of several administrative branches. He has no administrative duties of an executive character, and confines his activities to questions which concern preparation for war. At the same time he possesses what is FRENCH NAVAL STAFF DEVELOPMENT. 119 believed to be a sufficient, though ill defined, power of survey in affairs having relation to his special duties, and can require the departments to supply such information as he desires. His position is strengthened by the fact that he is a member of the Superior Council of the Navy, which is the nearest approach the French possess to a Board of Admiralty. This system has not been accepted without reservations by some senior officers, including Admiral Bienaime and Admiral de la Jaille, and undoubtedly questions of the gravest importance are left in a position of some uncertainty. There is still the crucial difficulty of a separation between the functions of command and the executive duties of administration. The Chief of the Staff is concerned with the former. What is his influence upon the latter ? The lena disaster, and the great shipbuilding pro- gramme of Admiral Boue de Lapeyrere, caused this question to be much discussed. It was believed by some officers that the Chief of the Staff could exercise no influence in matters of ship design, but at a Senatorial Committee of Inquiry he said the Minister had consulted him on the subject of the battleships of 18,000 tons, and that, even if he had not been consulted, the decree of 1902 placed upon him the responsibility. If a new gun was to be introduced, a report thereon would be submitted for his opinion. Upon other matters of like kind he said he would be consulted. The Director of Naval Construction considered the decree of January 31, 1902, explicit on the point that the Technical Committee should submit proposals for the visa of the naval staff", parce que celui-ci, etant Vorgane charge de preparer la guerre, y est interesse au pi'emier chef. The Director-General of Ordnance declared that there was no disunion in the central administration. Nous vivons dans la collaboration la plus intime avec le chef d'etat-major. These declarations seem to show that official relations in France are closer than the actual structure of the organisation provides for in Germany ; though, of course, it is true that in all countries those who work whole-heartedly for a common object must collaborate in measures for its attainment. But in order that no doubt should be left as to the influence French to be exerted by the Chief of the Staff' in France, a modification ^j^g^gtafi-s of the decree was introduced in November, 1907, which appears power of to have been regarded by opponents of the new system as a confession that it was in some respects defective. Except in regard to the movements of the Fleet, the Naval Staff was un organe d'etudes — a thinking body ; but if preparation for war requires long and incessant study, it is certain tliat it demands also an effective and constant participation in the organisation and setting in motion of activities of every nature — c'est-d-dire une part reelle et 120 THE NAVAL ANNUAL. indispensable d'initiative et d' impulsion, said the preamble of the new- decree. Accordingly, the Naval Staff received a " right of initiative," enabling it, in case of need, to prescribe to other departments the execution of such works, experiments, or trials as it may desire. Another important innovation — which appears to have been caused by the events in Morocco — authorised the Minister, after notifying the various Departments, to delegate authority to the Chief of the Staff to issue direct and immediate executive instructions in order to secure rapid despatch of business. This regulation seems to contemplate the situation which would arise during periods of strained diplomatic relations and preparations for war. The organisation of the French Naval Staff will be best seen by the following diagram : — President of the Eepublic. . . I Minister of Marine. Chief of the Naval Staff. Other Members of the Superior Movements Branch. I (MisceUaneous Business.) Technical, Ordnance, and other 1st Section (Intelligence). Departments. 2nd Section (Coast Defence and Ports). 3rd Section (War Plans and Pre- paration). 4th Section (Ship Designs, etc.). 5th Section (Training, etc.). The Movements Branch appears anomalous in its civilian character and miscellaneous duties ; the 4th Section has given rise to a great controversy concerning the relation of the Naval Staff to the Technical services alluded to above, and the 5th Section is of recent constitution. Origin of In the United States Navy a Naval War Staff, not fully organised, American exists under another name. There is some objection in Congress and system. elsewhere to the word " staff," and the Army Staff seems to be regarded as standing in opposition to the will of the Legislature, and its intended enlargement is opposed. The office of Naval Intelligence was established in 1882 ; the Naval War College came into existence in 1884, and the General Board was created in 1890. The need of intelligence was brought home to the authorities at the beginning of the new Navy by the many deficiencies that became apparent in the naval resources of the country. The institution of the War UNITED STATES GENERAL BOARD. 121 College was a more important step, for the College is in no ordinary sense a teaching establishment. It is a place for the study and discussion of naval problems, of war in all its phases — historical, strategic and tactical— of events which lead up to war, and of the probabilities or possibilities which arise therefrom. Besides carrying on such studies, it prepares and lays before the General Board such schemes as are called for; and in conjunction with the General Board, it prepares plans for all eventualities, and is able to furnish to a Commander-in-Chief in war complete studies of any theatre of war. In an opening address delivered by Captain French E. Chadwick, General U.S.N., President of the War College, in 1902, he said he hoped the war establishing of a Naval General Staff was accomplished " in the College. triune organisation of the General Board, the War College, and the Intelligence Office." It is the pride of the Naval War College that it was the instrument for bringing before the world the doctrines established by the master-mind of Mahan. It was the College, in co-operation with the General Board, that prepared the plans for the war with Spain. The General Board advises the Secretary of the Navy on all important matters, such as the question of the Panama Canal, the shipbuilding programme, and the location of the Navy yards and docks. In his report for 1910 Mr. Meyer, Secretary of the Navy% said that during the year the work of the General Board, War College, and Office of Naval Intelligence had been better co-ordinated, so that war plans and strategic studies were "up to date." The principal business of the Intelligence Office is indicated by its name, and the chief duty of the General Board, which has been regarded as constituting the nucleus of a staff, and of the War College, has been to prepare and perfect war plans, and to train officers to understand and execute them. Although the Naval Board is accustomed to put forward its judgment as to what the ship- building programme should be, always therein exceeding the views of Congress and sometimes of the Navy Department, its formation was, perhaps, best described by Eear- Admiral H. C. Taylor, U.S.N., in a paper read at the Naval Institute, Annapolis, in 1903, as being to avoid as much as possible questions of material, and " not to say what force we should have, but to prepare for war whatever force Congress should give us." Be this as it may, the General Board was and is without respon- sibility for can-ying out its recommendations. It has had no execu- tive powers, nor has it had any means of co-ordinating its views with those which emanate from the Bureaus. When Mr. Meyer instituted the " Aids " for his Department, it was with the idea of creating 122 THE NAVAL ANNUAL. Peculi- arities of the American system. Con- clusion. a means through which effect might be given to policy. " An operating division of the Fleet is a branch that has been lacking in the Navy Department." The Aid for Operations advises the Secretary as to strategic and tactical concerns in conjunction with the General Board, and regarding movements and the disposition of vessels, and he prepares orders for the Secretary's signature covering these matters. There is no executive power, except through the action of the Secretary, and where money is to be expended the consent of Congress is required. This system is unlike those which exist in the naval adminis- tration of Great Britain, Germany, and France. The Aid for Operations is concerned with the work which is analogous to that falling within the province of the British First Sea Lord, but the latter is a responsible officer, acting in practice as Commander-in- Chief of the Navy, while the Aid for Operations is merely an assistant of the civilian Secretary of the Navy, and in no sense controls the Naval General Board. The same is true of the functions of the other Aids, who deal with matters concerning jjersonnel, material, works, etc. The Secretary therefore has various advisers, and is merely assisted in co-ordinating policy by his Aids. When the naval programme of 1911 was under cousideration, the Naval General Board advised the laying down of four battleships, sixteen destroyers, and a con- siderable number of scouts and auxiliaries. The Secretary and the Navy Department did not accept the suggestion. They recommended only two battleships, struck out the destroyers, and most of the auxiliaries, and inserted two submarines. Therefore the General Board does not necessarily influence policy, and there appears to be wanting some organization analogous to the Board of Admiralty in the British Service, or the French Superior Council of the Navy. The following scheme of the United States organization must be regarded in the light of the preceding remarks. President. I Secretary of the Navy, assisted by Naval Aids. I I.I. (Aid for Operations.) Naval General Board. Naval War College. Intelligence Of&ce. I I I . (Aid for Personnel.) Bureaus concerned with these duties. (Aid for Matiriel.) Bureaus of Con- struction, Ord- nance, &c. (Aid for Inspection.) Board of Inspectors. Survey, Shore Stations, &c. It is not possible to pursue this question further by an inquiry into the systems existing in the administration of other navies. Enough has been said to suggest that the problems arising from the organization of Naval War Staffs, of co-ordinating the functions FEATURES OF WAR STAFFS. 123 of administration and command, and of advisory and executive authorities, are engrossing attention in all navies. The new system in the British Navy is the outcome of tradition and experience, and certainly is more efficient, as a salutary means of bringing to bear the influence of mature thought upon all naval ])roblems that may arise, than any of the systems that have been examined. In Germany everything turns upon the final executive power of the Emperor. In France the Chief of the Staff occupies a position analogous to that of the British First Sea Lord, but he is directly subject to the Minister, his authority and functions are not the same, and the organisation of the sections of his department is confused with administrative and executive duties, owing to the want of an organic system for co-ordinating the duties of administration and command. In the United States the existence of a strong bureau system operates against the position and influence of the General Board, and gives the Secretary a great many advisers, in dealing with whose counsel he has sought the assistance of " Aids," whose position he is now seeking to establish by legislative enactment. John Leyland, 124 . THE NAVAL ANNUAL. CHAPTER VII. Eecent Changes in Warship Design.* A FAIR appreciation of the character and rapidity of changes made in warship designs, since the advent of tlie Dreadnought and the three vessels of the Invincible class, must be based upon an understanding of the principal characteristics in which those four ships differed from their predecessors. Keeping in view the nature and extent of the changes made when passing from pre-Dreadnoughts to Dreadnoughts, one can measure more justly the difference between Dreadnoughts and post-Dreadnoughts, or, as it is the fashion in some quarters to call the latest types, super-Dreadnoughts. ESSENTIAL DIFFERENCES BETWEEN PRE-DREADNOUGHTS AND DREADNOUGHTS. The The essential differences in the designs of the Dreadnoughts as faciiitat-^*^ compared with their predecessors may be summarised as follows : — ing Dread- first, higher speed ; second, a principal armament of ten 12-in. guns design. for battleships instead of four 12-in. guns, and of eight 12-in. guns instead of four 9 * 2-in. guns for armoured cruisers ; third, the absence of any secondary armament (7 '5-11]. or 6-in. guns); fourth, an important change in the distribution of the side-armour. In con- sequence of these changes, it became inevitable that the dimensions, displacements and costs of the new types should be greater than those of their predecessors. Most fortunately for naval architects, the genius and perseverance of Sir Charles Parsons placed at their disposal the marine steam turbine at the time when the increase of speed was decided upon. Higher speeds, of course, necessitated the development of greater engine power. Steam turbines provided a means of obtaining a greater development of engine power in proportion to the weight of propelling apparatus — because they proved to be more economical than reciprocating engines in their consumption of steam and coal at or near maximum powers. Consequently, for a given horse-power the use of turbines secured economies of weight and space in boiler * This chapter was kindly undertaken by Sir William White at my special request. — Editob. CHARACTERISTICS OF DREADNOUGHTS. 125 rooms ; aud, although turbines required somewhat greater floor-space than reciprocating engines, the total floor-space needed for turbines and boilers was not much larger than that required for reciprocating engines and boilers giving the same power. Turbines could be placed lower in the ships, and occupied less height, leaving above them considerable clear space, which would have been occupied by the cylinders of reciprocating engines. Their lower situation in the ship also gave better protection in action. The adoption of the steam turbine, therefore, in the Dreadnought and Invincibles greatly facilitated the attainment of higher speeds on smaller dis- placements and dimensions than would have been possible had reciprocating engines been employed, as they necessarily were in earlier battleships and armoured cruisers. The principle hereby illustrated is of general application, and has received endless illustrations in ship-design both for war and commerce. Ships of later date always benefit by the march of improvement in science and manufacture ; and the fact must not be overlooked when they are compared with vessels built at earlier periods. Not only in pro- pelling apparatus but in materials of construction and naval ordnance the Dreadnought and Invincibles necessarily gained upon their pre- decessors, and are at some disadvantage as compared with later ships — the so-called super-Dreadnoughts. Eadical changes in the character of the principal armament of Increased the Dreadnought and Invincibles, although named as the second of^ama- cause of increased dimensions and displacements, had really the ment. most potent influence on the designs. The use of a much greater number of 12-in. guns, of course, involved considerable increase in weight of armament ; five armoured stations had to be provided for the ten guns, as against two such stations in earlier ships ; in order to secure large arcs of horizontal command for more numerous heavy guns, some of them were placed at greater heights than heretofore, and this fact necessitated increase in the weight of barbettes and pro- tecting armour. On the other hand, there was a saving in weight by an abandonment of the secondary armament and of the battery or turret armour used to protect it ; but, after allowing for this fact the adoption of single-calibre big-gun armaments was necessarily accompanied by a large proportionate increase in weight. In all ship-designs the principles are recognised that increase in the load to be carried at a given speed must involve an increase which is many times greater in the displacement, and that as the maximum speed to be attained becomes higher, the proportion of the increase in displacement to tlie increase in load will become greater. In the Dreadnoughts, therefore, the cumulative effect of higher speed and 126 THE NAVAL ANNUAL. Effects upon design. Positions of guns. greater load of armament and protective armour was serious and had to be provided for by the naval architect. Furthermore, this radical change in the principal armament carried with it the necessity to provide, below each heavy-gun station, large hold-spaces for magazines and shell rooms, as well as accommodation for the machinery required to work the heavy guns, for ammunition hoists and other appliances requiring adequate protection. In addition (as will be seen on reference to Plates 3 and 9, Part II.) the dispositions of the heavy guns adopted in the Dreadnought and Invincibles involved the necessity for placing some of the heavy-gun stations with their ammunition spaces and machinery near the central portions of the length, where engines, boilers and coal bunkers were necessarily situated. Obviously, this arrangement made it much more difficult than it had been in preceding ships to provide efficiently for the stowage and transport of coal, for easy communications between engine-rooms and stokeholds, and for safe and efficient working of the propelling apparatus. This feature was important, but the main effect of the necessity for greater hold-space (for magazines, etc.), concurrently with the instal- lation of more powerful propelling apparatus required for the attainment of the higher speeds, was seen in the imperative demand which arose for a considerable increase of length. Breadth had to be increased in order to ensure satisfactory conditions of stability. Draught of water could not be increased to any great extent without inconvenience and limitation of possible range of action. Experience had led to the general adoption, in the largest classes of British warships, of maximum normal draughts ranging from 26 ft. to 27 ft. ; and so far as the normal draughts of the first Dreadnoughts were concerned this condition was observed. In regard to deep-load draughts, however, precedent was not followed, and, in consequence of the new departure in this respect, misleading comparisons have been made between the Dreadnoughts and their predecessors. This important fact will be illustrated hereafter. The disposition of the heavy guns in the Dreadnought (Plate 3) is a modification of a system which had long been used, but was eventually abandoned, by the French Navy, in which four heavy guns were mounted each in a separate armoured station — one on the centre-line of the deck forward, another on the centre-line aft, and one on each broadside. The fifth station in the Dreadnought is placed on the centre-line between the engine and boiler rooms ; the foremost station is raised a deck higher than the other four stations, this pair of guns firing over a high forecastle. In the official description of the ship it was remarked that these arrangements were selected CHARACTERISTICS OP DREADNOUGHTS. 127 " in order to give the ship good sea-going qualities and to increase the command of the forward guns." The same description stated that " eight 12-in. guns could be fired on either broadside and that four or possibly six 12-in. guns could be fired simultaneously ahead or astern " ; adding that " whilst it is recognised that broadside fire is held to be the most important in a battleship, all-round fire is also considered of great importance, since it lies in the power of an enemy to force an opponent, who is anxious to engage, to fight an end-on action." This last assertion has been challenged by some of the highest authorities on naval tactics ; and, in later designs for British ships, the disposition of the heavy guns has been changed in a sense which increases greatly the predominance of broadside fire — all the guns being made available over large arcs of horizontal training on both broadsides. In the In\'incibles (Plate 9) the four heavy-gun stations are differently disposed, the arrangement embodying a combination of the two centre-line positions at the bow and stern generally adopted in preceding battleships, with two stations placed nearly amidsliips and en echelon, as was the fashion in " central citadel " battleships built about thirty years earlier. Three of the four stations were placed a deck higher than in preceding ships ; the fourth (after) pair of guns fired over the upper deck, and were placed at the usual height. It was considered possible to fire six guns directly ahead or astern ; the same number of guns commanded large arcs of training on either broadside, and the remaining pair could, if required, be fired over limited arcs of command on the broadside opposite to that on which the station containing them was placed. In both types the " anti-torpedo-boat guns " were of small calibre, and without armour protection. " It was considered necessary to separate them as widely as possible from one another so that the whole of them shall not be disabled by one or two heavy shells." In the Dreadnoughts there are twenty-four 3-in. guns ; in the Invincibles, sixteen 4-in. guns. The King Edward class had been armed with fourteen 3-in. guns for similar work, and the ten 6-in. guns she carried were also available. The Lord Nelson had carried twenty-four 3-in. anti-torpedo guns, and was also armed with ten 9 • 2-in. guns carried in six turrets. A brief statement will suffice in regard to the changes made in The ques- the distribution of the hull armour of the Dreadnought and Invincibles h^gf^t- from the corresponding distribution in the battleships which immedi- age." ately preceded ; both systems are admirably illustrated in Plates 3, 4, and 9, Part II. For about three-fourths the length from the bow, the Dreadnought's side armour extends vertically from 5 ft. below 128 THE NAVAL ANNUAL. the normal load draught up to the main deck, which is about 9 ft. above the water-line. The upper part of this water-line region is protected amidships by 8-in. armour for about half its depth from the main deck, and by a lower belt of armour having a maximum thickness of 11 in. at the upper half tapering to about 7 in. at the lower edge. Towards the bow the thicknesses are gradually diminished down to 6 in. For about one-fourth of the total length of the vessel, reckoning from the stern, the side armour is 4 in. thick. Advocates of the new type at first insisted strongly on the great advantages attaching to the side armour being extended throughout the length ; much was said in condemnation of the " soft ends " of preceding British battleships ; but that position has since been aban- doned. On the other hand, in descriptions of the Dreadnought and Invincibles attention was not drawn to the fact that the " sinkage " from normal to deep-load draught in the new types was extra- ordinarily great, as compared with the corresponding sinkage in their predecessors. This difference in design seriously affected the relative efficiency of the protection given by side armour to the buoyancy and stability of the two types. Eventually it became known that, owing to their great " sinkage " from normal to deep-load draughts, their thickest side armour was wholly under water when the Dreadnoughts and Invincibles were fully laden. When the ships were upright and at rest in still water, the top of the 8-in. side armour was then only about 4 ft. above water. Above the side armour throughout the length, the sides (as usual) were formed of thin steel plates, and were destitute of armour protection. The distribution of side armour in preceding battlesliips of the Lord Nelson or King Edward classes (see Plate 4) is essentially different, and in these vessels the areas of the sides above water protected by armour are much greater than in the new types. In the earlier ships the side armour is carried to the height of the upper deck for a considerable length amidships, where the breadth of the ship is greatest ; whereas in the Dread- nought there is no corresponding protection of the upper works. Consequently those portions of the thin sides can be riddled at the longest ranges by projectiles fired from the lightest guns which would be used in fleet actions. Not only were armour-protected areas of the above-water portions of the new types greatly reduced as compared with the corresponding areas in preceding vessels but the disparity was increased by the greater sinkage of the new types from normal to deep-load draught. The maintenance of stability and buoyancy in the Dreadnoughts, when their sides have been battered by projectiles, was thus made inferior to that of their predecessors ; and the consequent risks were accentuated by the fact that in most foreign INTERNAL SUBDIVISION. 129 battleships, built* subsequently to the Dreadnought, the earlier disposition of side armour has been retained in association with a powerful secondary armament of quick-firing guns. Eeference to the plans of French, German, American, and Japanese battleships in Part II. will illustrate this statement. One feature of the protection given to the Dreadnought was Bulkheads officially described in 1906 in the following terms : — " Special atten- internal tion has been given to safeguarding the ship from destruction from armour, under-water explosion. All the main transverse bulkheads below the main deck are unpierced except for the purpose of leading pipes or wires conveying power. Lifts and other special arrangements are provided to give access to the various compartments." So far as the maintenance of the integrity of water-tight bulkheads was concerned, this was a fresh attempt on well-worn lines ; but the former attempts, both in the Eoyal Navy and in the Mercantile Marine, had been followed by a reversion to the plan of having openings in bulkheads at a low level throughout the engine rooms and stokeholds. This result had followed upon actual experience, and was a consequence of events which showed that, unless free and easy communications were maintained, risks of other accidents, perhaps as serious as the risk of foundering, had to be faced. Naval architects always prefer to avoid openings in watertight partitions, but it is possible to minimise risks by fitting watertight doors which can be closed rapidly and only opened when passage for and aft becomes requisite. From unofficial sources, however, it soon became known that the first sentence in the passage above quoted really included a new departure in the shape of " internal armour," designed to protect the vitals of the ship from injuries resulting from the driving in of debris when a submarine mine or torpedo caused an effective explosion. At the time it was considered doubtful by many persons whether or not this system was likely to prove successful. The plan had been previously applied on a large scale in the Cesarewitch and other Kussian ships, but in tlie Dreadnought it was only used to a limited extent. In some of lier successors, as will be noted hereafter, it was applied more extensively. Now it has gone out of fashion. In this connection it is proper to note that the weights of heavy Higher guns, gun-mountings, barbette and shell-armour in the Dreadnought gravity. are not only much greater than those in earlier battleships, but are placed higher above the normal water-line. It is true that these heights are sensibly lessened by the large " siiikage " from normal to deep-load drauglits which occurs in the Dreadnought, but they always remain considerable, and as a consequence the centre of gravity of tlie Dreadnoughts is relatively higher than that of tlie earh'er types. K 130 THE NAVAL ANNUAL. This fact has a great influence on tlie comparative "range of stability " of the two types, and it necessitated an increase in the proportion of beam to draught of water in the Dreadnoughts. For example, the Dreadnought, with a normal draught of water of 26^ ft., has a breadth of 82 ft., and the King Edwards, with 26| ft. draught, have a breadth of 78 ft. The Dreadnought must, therefore, have been made a stiffer ship than her predecessors, if she was to equal them in range of stability ; and as a consequence her period of oscillation when rolling would prove less, and her quickness of motion greater. This anticipation has been realised ; it has been demonstrated by actual trials at sea that under average conditions the Dreadnought and her successors are not equal to earlier types in steadiness of gun-platforms. Long experience has also proved that the heights at which the heavy guns are carried in the pre-Dreadnoughts are amply sufficient to secure the power of fighting these guns efficiently, even in heavy weather. Increase in the height above water at which guns are mounted may obviously be carried too far, having regard to all the consequences involved therein. The In regard to the value of the higher speeds with which the of^speed! Dreadnoughts and Invincibles were endowed authorities differ widely. The official view was expressed as follows : — " The greater the mobility the greater the chance of obtaining a strategic advantage. This mobility is represented by speed and fuel endurance. Superior speed also gives the power of choosing the range. To gain this advantage the speed designed for the Dreadnought is 21 knots." The speed trials were made at normal draught, and the speed attained was about 2 knots higher than had been reached by preceding battleships. It has since been demonstrated conclusively that such a difference in speed does not and cannot exercise any important effect in determining the range at which a fleet action will be fought. As to the strategic advantages of superior speed much may be said, but such a discussion lies outside the scope of this paper. For the Invincibles the maximum trial speed was fixed at 25 knots ; the speed attained at normal draught was about 26 knots, showing an excess of about 2 knots above the trial speeds of preceding armoured cruisers. No British armoured cruiser of earlier date had been armed with guns exceeding 9 • 2 in. in calibre ; but the Invincible class was designed to carry eight 12-in. guns in four armoured positions. A few foreign cruisers had been armed with four 10-in. or 12-in. guns, in addition to a good secondary armament. The step taken in the Invincible class was therefore most not.ible ; it involved the creation of vessels which were originally classed as armoured INCREASED DISPLACEMENTS. 131 cruisers but were obviously intended for the line-of-battle, and are now officially designated battle-cruisers. The installation of a heavier armament, concurrently with the provision of propelling machinery of 43,000 H.P. — an increase of 40 per cent, above the engine-power of the swiftest armoured cruisers of earlier date — necessarily involved a large increase in length and displacement for the Invincibles. Their armour protection was weak relatively to that of contemporary battleships, especially in that section of the defence which was devoted to the heavy gun stations. Opinions differed, and still differ, in regard to the policy of building such large and costly cruisers, and of endowing them with very high speed, if they are primarily intended to take part in fleet actions. There is, however, no reason for supposing that smaller vessels could have been produced which would have fulfilled the governing conditions of speed, armament, defence and fuel-supply laid down by the Admiralty for the guidance of the Director of Naval Construction and Ms staff. Keeping this fact in view, it will be of interest to consider what were the actual increases of dimensions and displacement of Dread- noughts laid down in 1905-6, as compared with their immediate predecessors. The Dreadnought herself was 65 ft. longer and 4 ft. broader than Dread- the King Edwards ; in normal draught of water she was nearly and^King identical ; in her Navy List displacement (corresponding to the Edwards, normal draught) there was an increase of 1550 tons. This normal draught, however, does not furnish a true basis of comparison between the types ; because (as stated above) the differences between normal and deep-load draughts, or " sinkage," is much greater in tlie Dread- nought than in the King Edwards or any preceding British battle- ships. There is official authority for the statement that the Dread- nought when fully laden, complete for sea with fuel, ammunition and stores, draws 31 ft. 6 in. ; and the fact can be verified by personal inspection of the vessel. The "sinkage" from normal draught to deep load is, therefore, 5 ft. ; the displacement corres- ponding to the deep draught is about 22,200 tons. For the King Edwards the sinkage is only about one-third as great (about 20 in.) and the deep-load displacement is 17,500 tons. On this basis, there- fore, which is obviously a fairer one than comparison between Navy List displacements, the Dreadnought draws 3 ft. more water and weighs 4700 tons more than the King Edward. Instead of being about 9i^ per cent, heavier than the King Edward, as would appear from a comparison of the Navy List displacements, the Dreadnought is nearly 27 per cent, iieavier when both vessels are fully laden. K 2 132 THE NAVAL ANNUAL. Influence upon foreign con- struction. As compared with preceding armoured cruisers the increase in length of the Invincibles was 30 ft., and in the Navy List displace ment nearly 2700 tons. In this comparison also there is no allow- ance made for greater sinkage in the later types, and their deep-load displacements would show an enormously greater excess over those of the earlier vessels, but it is unnecessary to give actual figures. Perhaps a better idea of the advances in size made in 1905-6 may be obtained by comparing them with the total progress made from the first sea-going British armoured ships (Warrior class, ordered in 1859) to the King Edwards ordered in 1901-2. The Warrior was 380 ft. long and 9200 tons displacement at 26 ft. 9 in. draught; the King Edwards are 425 ft. long, 16,350 tons displace- ment at the same draught, and 17,500 tons when fully laden ; showing an increase in length of 45 ft. and in deep-load displacement of 8300 tons during a period of forty-two years, as against an increase in length of 65 ft. and in deep-load displacement of 4700 tons made at one step in the case of the Dreadnought. There can be but one opinion as to the boldness of the new departure ; there were, and still are, great differences of opinion as to its wisdom. The lead given by Great Britain in the construction of Dread- noughts was soon followed by other countries, so far as the adoption of a large number of guns of large calibre for the principal armament was concerned. In most cases, however, a powerful secondary armament was also provided and protected by armour. The change in principal armament was accompanied by an increase in speed in most cases, and, for reasons explained above, there was a considerable increase in both length and displacement. Germany, for example, passed in 1906-7 from battleships about 400 ft. long, 73 ft. broad, with displacement of 13,200 tons, at 25 ft. draught, to the Nassau class, which have a length of 450 ft., are 89 ft. broad, and of 18,200 tons displacement, at 26 ft. 9 in. draught. The trial speed of the Nassaus was increased about a knot, and twelve 11 -in. guns were mounted in six positions on each ship instead of four 11-in. guns mounted in two positions on their predecessors {see Plate 34). The secondary armament was somewhat reduced in power in the Nassaus, but was still of a formidable nature and well protected by side armour, which also strengthened the defence of the stability of the ships when subjected to attacks by artillery. The first battleships of the United States armed on the single- calibre big-gun principle, were identical in length, displacement, and speed with their predecessors ; consequently, a more simple com- parison can be made and a better idea formed of the real effect of this change in principal armament. Stated briefly, the Michigan, of LATER DREADNOUGHTS. 133 450 I't. in length, SO^i ft. breath, and 16,000 tons, was capable of carrying an armament of eight 12-iu. guns mounted in four armoured positions; in addition she carried twenty-two guns of 3-in. calibre (without armour protection), for defence against torpedo vessels. The Louisiana, which preceded her, was of the same length and displace- ment, and attained about equal speed on trial ; she was armed with four 12-in. guns in two armoured positions, eight 8-in. guns mounted in four armoured turrets, twelve 7-in. guns in an armoured battery ; and also carried twenty 3-in. guns, with no armour protection, as a defence against torpedo vessels. Abolition of the 8-in. and 7-in. guns, and the armour assigned for their protection, made it possible, therefore, to double the number of heavy guns. Eeference to Plates 71 and 72 will make the comparison better understood, and will show that all the heavy guns were mounted at the middle line of the Michigan and made available on both broadsides. In addition, two of the turrets were placed at a higher level than the neighbouring turrets, and the guns contained therein could be fired directly ahead or astern over the adjacent turret. This disposition of the armament was novel, and American designers showed great boldness in adopting it. The venture was not made, however, until the system had been tested experimentally and proved to be successful. From the foregoing figures it will be noted that the Michigan class were made broader in proportion to draught than the Louisiana, in order to secure satisfactory conditions of stability, and that the armoured area of the sides above water was greatly reduced, thus lessening the protection given to the maintenance of stability when damaged in action. The Michigans have proved less steady gun-platforms than their predecessors, for the reasons stated above. Dreadnoughts and Post-Dkeadnoughts. The development of British armoured ships since 1905 has taken Develop- place along lines, starting, respectively, from the Dreadnought, classes, classed as a battleship, and the Invincible, originally classed as an armoured cruiser, but now officially designated a battle-cruiser. The latter class are superior in speed to battleships, but inferior in armour defence and in the number of their heavy guns. These battle-cruisers, it is said, are intended to act as the swift divisions of fleets ; but many high authorities on naval strategy and tactics take exception to the fundamental ideas on which the designs have been based. The value of exceptionally high speed is especially doubted although its attainment has involved great additions to dimensions and co.st. In endeavouring to trace the development 134 THE KAVAL ANNUAL. of each of these classes official data will be used as far as possible. Where official data are not available, because of recent endeavours to preserve secrecy in regard to the characteristics of ships building, particulars will be given which are believed to be approximately correct although not officially sanctioned. The appearance of the Navy Estimates for 1912-13 has fortunately added much information and has cleared away some misapprehensions. For purposes of comparison between Dreadnoughts and post-Dreadnoughts it will be assumed, as seems reasonable, that the same amount of " sinkage " has been allowed for in their designs. On this assumption it will not be necessary to consider the relative deep-load draughts and displacements of the ships, as was done above when comparing pre-Dreadnoughts with Dreadnoughts. Normal draughts and Navy List displacements will be used throughout unless otherwise stated. Larger The first fact to be noted respecting " post-Dreadnought " battle- ^^^^' ships is that their maximum speeds on contract trials have been maintained at 21 knots, the estimated speed of the Dreadnought. The number of heavy guns has remained the same as in the Dread- nought— namely ten — and these guns have been mounted in pairs. The disposition of the heavy -gun stations adopted iu the Dreadnought was repeated in six of her successors, laid down in the period 1907-8 ; three later ships (Neptune class) have their heavy guns disposed on a different system {see Plate 2) ; and in subsequent battleships (Orion class) laid down in 1909-10, still another disposition is adopted (see Plate 1). The 12-in. guns mounted in the Dreadnought and her three immediate successors were 45 calibres long ; the next six post-Dreadnoughts (up to and including the Neptunes) carry 12-in. guns, 50-calibres in length, and of greater weight and power. In the Orion class 13"5-in. guns, 45 calibres in length, were introduced. This type of heavy gun is understood to be still favoured, im- provements having been made in the designs of later weapons. Kumours are afloat to the effect that still larger calibres will be introduced. Opinions differ as to the desirability of abandoning the 12-in. calibre, which was adopted about fifteen years ago after full consideration, . and in the light of actual experience with 13'5-in. and 16'25-in. guns. During the long period while the 12-in. calibre was in use the designs for successive types of 12-in. guns had been greatly improved, and they had been adopted as the principal weapons mounted in all battleships, except those of the German Navy, where 11-in. guns had been preferred. It is a significant fact that about the time when Germany was moving on to the 12-in. calibre the Admiralty should have adopted 13*5-iu. guns. In this paper it is not proposed to deal with the arguments POST-DREADNOUGHTS. 135 for or against increase of calibre. The responsible authorities have decided to make that change, and our present task is to show how great has been the effect produced thereby upon the sizes of ships and their cost. In respect of armour protection to hulls and heavy -gun stations, Variations the arrangements described for the Dreadnought were practically ^^ esign. adhered to in her three immediate successors (Bellerophon class, 1906) ; they were sensibly modified in the six battleships which followed (St. Vincent and Neptune classes), and were radically altered in the Orion class. Internal armour was employed to a limited extent in the Dreadnought; it was applied much more extensively in some of her early successors, but its use appears to have been abandoned in the latest post-Dreadnoughts. In the designs of recent battleships there have been unceasing variations from year to year. Each shipbuilding programme has introduced another class, differing in important details from vessels laid down previously and still incomplete. Continual watchfulness of the progress of invention is undoubtedly desirable ; improvements of all kinds should be adopted if substantial advantages accrue therefrom ; but while these principles are accepted, a review of the numerous changes made during the last seven years makes it difticult to understand why some alterations have been made and why other arrangements have not been adopted sooner, seeing that their general character was well known and their possible advantages had been previously recognised and made use of by other countries. Whatever may be the explanation of the action taken, there has been a continuous and considerable growth of dimensions which will now be briefly illustrated. The Bellerophon class were laid down about the date when the Dreadnought was first commissioned ; their design must have been completed before any experience was gained with the Dreadnought. The feature in which they difiered most from her — the extended use of internal armour as a defence against under-water explosions — could not in any case have been influenced by peace-experience with the pioneer vessel had she been completed and tried. It was obviously a feature whose value could only be decided by exhaustive experiments. It was true that French and liussiau designers favoured internal armour, but that was no reason for adopting it in British ships unless its value had been demonstrated. Yet it was decided to add considerable weights of internal armour in the Bellerophons, and in consequence their draught of water was made 6 in. greater than that of the Dreadnought, and the displacement was increased by 7U(J tons. At the date when the use of this 136 THE KaVal ANKUaL. internal armour was ordered events had occurred which threw doubts . upon its value ; subsequent experiments have confirmed these doubts, and the system has since been abandoned, A more deliberate procedure, based upon thorough and representative experiments, must have secured better results and increased economy. " Soft- In the next post-Dreadnoughts in point of date (the St. Vincents) pQgj® a radical change was made in the protection of the extremities. Dread- The fact became apparent to every person who visited the ships Avhile they were building, but it was not noticed in most descriptions of the class. One feature in which the Dreadnought had been alleged to be greatly superior to her predecessors was the extension of her side armour to the bow and stern, where the minimum thicknesses were respectively 6 in. and 4 in. Pre-Dreadnoughts had been more lightly protected at the extremities, and advocates of the Dreadnought type were accustomed to describe them as " soft-ended " ships. The Bellerophous resembled the Dreadnought in their armour, but in the St. Vincents, for considerable lengths near the bow and stern, no thick armour was fitted, and the sides were protected by steel-plating from 2 in. to 3 in. thick. In the opinion of the writer this light protection was perfectly justified both in the St. Vincents and in the pre-Dreadnoughts, and it was wise to make the change in the St. Vincents. As a matter of fact, however, the St. Vincent class and later post-Dreadnoughts are as soft-ended as the earlier battleships, "which were strongly con- demned on the ground that they were inferior in protection to the Dreadnought. The St. Vincents were made 650 tons heavier than the Bellerophous, being 10 ft. longer, 2 ft. wider, and 1350 tons greater in displacement than the Dreadnought. These ships also required machinery of 1500 greater horse-power than the Dread- nought in order to attain the speed of 21 knots. Anna- ^be Neptune class, designed in 1908, is chiefly notable ments. because of the new departure in the disposition of the heavy-gun stations (Plate 2). The two central turrets are placed en echelon, similarly to those of the Invincibles, instead of abreast as in preceding Dreadnoughts ; the second turret from the stern is raised so that the guns may fire directly astern over the after turret, and be available over large arcs of training on either broadside, as had been previously arranged in the American battleship Michigan. All the heavy guns could be used on each broadside, the fire of two of them being restricted to comparatively limited arcs of training on one broadside. In this way the Dreadnought disposition of guns was improved upon, and the predominant value of broadside fire was more fully recognised. Fifty calibre 12-in. guns were mounted, and ABMAMENT QUESTIONS. 137 as the result of various changes the dimeusions were raised to 510 ft. in length, 85 ft. in breadth, 20,000 tons displacement (normal draught), with engines of 25,000 horse-power for 21 knots. The extremities were lightly armoured, and the side-armour was carried only to the main deck. Next in date came the Orion class, the first of which was laid down towards the end of 1909. In these vessels, as already stated, ten 13-5-in, guns were mounted in pairs, and all the stations were placed on the centre-line. Two of the turrets were carried at greater heights than the others ; the arrangement of the American battleship Michigan being followed in that respect. All the guns were thus made available over large arcs of training on both broadsides. These features will be better understood by reference to Plate 1, which also illustrates the considerable enlargement of the areas protected by side-armour in the Orion class, and the greater vertical extension of the side armour as compared with preceding vessels of the Dreadnought type. It will be noted that the extremities of the Orion are unarmoured. These changes in armament and armour necessarily involved large additions to the load which the Orion class had to carry, as well as larger requirements for hold-space to accommodate magazines and shell rooms. In consequence, the length was increased to 545 ft. and the breadth to 89 ft. At the normal draught (27^ ft.) the corresponding displacement is 22,500 tons, and engines of 27,000 horse-power are required to drive the vessels at 21 knots. In the programme of shipbuilding for 1910-11 provision was Secondary made for battleships of the King George V. class, some of which are ^^"^^* now completing afloat. Official figures for the class have not been published, but it is understood that these vessels closely resemble the Orion class in armour and principal armament. It is alleged, however, that the secondary armament of 6-in. guns will be restored, and that armour protection n)ay be given to these guns. The principal dimensions are said to be : — Length, 555 ft. ; breadth, about 90 ft.; displacement, 24,000 tons; horse-power (for 21 knots) 27,000. If these particulars are approximately correct they indicate the magnitude of the growth in dimensions of British battle- ships since 1905 ; and they show that, after long controversy, the necessity has been tacitly admitted for that better protection of buoyancy and stability which was recommended as soon as details of the Dreadnought's design were disclosed. If it should prove true that a powerful and protected secondary armament forms part of the design, there will be additional reason for congratulation. No particulars are available of the designs for four battleships included in the Navy Estimates for 1911-12, and now in early stages 338 THE KaVAL AKKUAL. of construction. Past practice, however, makes it probable that there will be a further increase in dimensions, and the question naturally arises — Whereunto will battleships grow ? To that question the writer has attempted a reply elsewhere, and will make no answer here. Battle- Turning to British post-Dreadnought battle-cruisers, a brief statement of their development will suffice. In this connection readers will find Plates 8 and 9 of much interest. The three Invincibles of 1905-6 were followed, early in 1909, by the Inde- fatigable, which was made 25 ft. longer, about 18 in. broader, and 1500 tons heavier. The armaments were identical : there was little difference in the armour protection, but the two mid-ship 12-in. gun stations (en echelon) were placed further apart, and larger arcs of horizontal command were thus secured. The engines had to develop 43,000 horse-power, as against 41,000 horse-power in the Invincibles, the estimated speeds being practically equal. In the next battle-cruiser, the Lion, laid down within a year of the Indefatigable, there was an enormous advance in size. Official particulars for the vessel are now available, and are in agreement with figures previously published. The principal features are : — Length, 660 ft. ; breadth, 88 ft. 6 in. ; normal draught of water, 28 ft.; displacement, 26,350 tons; estimated horse-power, 70,000; estimated speed, 28 knots ; armament, eight 13 • 5-in. guns, and sixteen 4-in. guns. The side armour is said (unofficially) to^have a maximum thickness of about 9 in. in the region of the water- line, to be about 6 in. thick above this belt, and to rise to the height of the upper deck for a considerable length amidships. The extremities are unarmoured. All the heavy-gun stations are placed on the ceutre-line, and the eight guns can command large arcs of horizontal training on both broadsides. The Princess Eoyal is a sister-ship to the Lion; the Queen Mary, launched in March, 1912, is said to have a displacement of 27,000 tons, and it is alleged that the Tiger (just ordered) will be still larger. Whether these reports prove true or not, there is now official authority for the state- ment that the latest British battle-cruisers surpass contemporary battleships in dimensions, displacement and cost. The Lion is 100 ft. longer than the King George V., and about 2400 tons heavier; her engines can develop on trial more than twice the power, and her principal armament is less powerful to the extent of two IS* 5-in. guns. The armour defence although relatively weaker is still con- siderable ; the cost, according to the latest Navy Estimates, excluding guns, ammunition and reserves, is nearly dG150,000 greater than that of the battleships, and approaches two millions sterling. The PROPULSION AND FUEL. l39 propelling and other machinery are estimated to cost half a million — a sum which closely approaches the cost of first-class British battle- ships built thirty years before the Lion was laid down. In face of ligures such as these, it appears to be well worth considering afresh the opinion expressed by competent authorities to the effect that such high speed is not of great advantage in ships whose primary duty is to serve as units in fleets. Contract trials of warships extend over a few hours, and are made Boilers, with everything at its best, engines and boilers in perfect condition, and^"^ ' a large force of skilled stokers, and picked coal or oil-fuel. The bunkers, development of power from a given set of .boilers on trial consequently exceeds greatly the power which can be realised over long periods, under working conditions at sea. "When a long run has to be made at liigh speed, the question of trimming and transport of coal from bunkers to boiler rooms also becomes of great importance ; whereas on short runs it has little, if any, influence on the develop- ment of steam. With oil-fuel, of course, the latter difficulties do not occur. In warships of Dreadnought types, wherein armament requirements must predominate, a number of magazines and shell- rooms for heavy guns have to be placed in the neighbourhood of machinery and boilers. The problem of fuel transport is conse- quently and necessarily more difficult than it is in swift ocean-going passenger steamers, which are built primarily to perform regular voyages at maximum speeds, and have the central hold-spaces left absolutely free for the accommodation of engines, boilers and bunkers. In these vessels also the provision of boiler power is relatively greater than in warships, the conditions of stoking are easier, and regularity of performance tends to increased efficiency. For these and other reasons, which need not be mentioned, it is well recognised by all who are familiar with the subject that the high trial-speeds of warships do not represent their average sea-speeds over long distances ; and that those trial-speeds are not comparable with the average sea-speeds of ocean-going passenger steamers. Persons not well informed have failed to understand these differences and have dwelt upon the value of swift battle-cruisers as commerce protectors, especially against the raids of auxiliary cruisers drawn in time of war from- the Mercantile Marine. The idea of employing large and costly Ijattle-cruisers on such a service hardly requires serious discussion ; Ijut as the statement has been repeatedly made it may not be out of place to remark that there would be small prospect of success even for the fastest cruisers if employed on the proposed service. Comparing the \Aon, for examj)le, with the Mauretania, of the Cunard Line, it is found that the power developed 140 THE NAVAL ANNUAL. on contract trial by the former does not differ much from that which enables the Mauretauia to cross the Atlantic at an average speed of 26 knots in favourable conditions of weather. The Mauretania is 100 ft. longer than the Lion, of deeper draught and much greater displacement, yet she carries only a moderate load (cargo, passengers and stores) in addition to the large coal supply necessary for the service. Two-thirds of the total length of the Mauretania are given up wholly to propelling and auxiliary machinery, boilers and fuel. The Lion, on the other hand, has to carry a heavy burden of armour and armament, to which there is nothing corresponding in the mercantile steamer ; and considerable spaces in the hold are occupied by magazines and shell-rooms. Under these adverse conditions the utmost skill of the naval architect has to be exercised in order to achieve the results above described ; but no human skill, under the limitations imposed by the offensive and defensive features of the Lion, can endow her with steaming power — at as high a speed and over as great a distance — equal to that possessed by the Mauretania. Obviously the proper method of dealing with the operations of auxiliary cruisers belonging to other countries is to employ British auxiliary cruisers. Our Mercantile Marine is rich in vessels suitable for the Service, and all requirements can be met, provided wdse pre- vision is exercised and suitable arrangements are made during peace. Foreign The Tabular Statements for War-fleets contained in Part II. of this volume give information as to the progress made in foreign navies during the post-Dreadnought period, and it is unnecessary to make more than a brief allusion thereto. It is, however, singular to note that the South American Eepublics have the largest battleships in process of building at the present time. Two vessels now com- pleting afloat in the United States for Argentina are 585 ft. long, 98 ft. broad, and of nearly 28,000 tons displacement, with turbine machinery of about 40,000 H.I\, and an estimated trial speed of 22^ knots. Fully laden, the displacement is 30,000 tons, and the draught will not exceed 30 ft. The armament includes twelve 12-in. guns, twelve 6-in. and sixteen 4-in. This is a long step away from, the Dreadnought, and it was made in about five years. Chile is said to be building vessels of equal size in this country ; Brazil has built here two Dreadnoughts of nearly 20,000 tons, and proposed to build another of 32,000 tons, but has re-arranged her programme and decided on a vessel as large as the Argentina ships. The United States are building battleships 575 ft. long, more than 95 ft. broad, of 27,500 tons displacement on 28^ ft. draught, carrying ten 14-in. guns and a powerful secondary battery of 5-in. guns. These ships are exceptionally well defended. For 70 per cent, of the progress. "GOING ONE BIGGER." 141 length the side armour will extend from 8 ft. 6 in. below water to 9 ft. above, and have a uniform thickness of 13^ in., except for a short distance below water to the lower edge. Transverse armour bulkheads of equal thickness will be built across the ship where the side armour ends. No thick armour will be fitted for the remainder of the length near the extremities. The heavy gun stations are to be protected by 13-in. armour. Two strong steel protective decks will complete the hull protection. It is said the total weight of the armour will be about 7000 tons. Germany has the Kaiser class on the stocks or completing afloat — 564 ft. long, 95 ft. wide, with 24,100 tons displace- ment on 27 J ft. draught, armed with ten 12-in. guns, fourteen 5'9-in. and twelve 3*4-in. The battleship cruiser Moltke last completed is 610 ft. long, 96| ft. broad, and of 23,000 tons displacement at 27 ft. draught. Japan, in the Kongo class of battle-cruiser, is closely following the characteristics of the Lion, and has reached 27,000 tons in displacement with heavy guns of 14-in. calibre. It has recently been stated that a battleship of 30,000 tons will next be laid down. France is content with about 23,500 tons. From these facts it will be seen that all the navies of the world are busily engaged in the game of "going one bigger" in the designs of post-Dreadnoughts, that game having been started with the Dreadnought and Invincibles, and widely advertised as the " winning game." In the matter of secondary armaments, the British lead has not been followed ; nor has the system of hull armour adopted in the Dreadnought been widely adopted, the majority of foreign battleships and armoured cruisers having greater proportionate protected areas. In this respect our latest types have come into line with foreign practice, which is really a perpetuation of former British practice in pre-Dreadnoughts. The American disposition of the heavy gun stations and relative heights of adjacent turrets is becoming universal. An outstanding feature in all recent battleships is the greater Beam and proportion of breadth to draught of water. It has been explained ^'^^■ug^*'- that this change has been imperatively required in order that the vessels may possess a reasonable range of stability ; and it was long ago pointed out that tlie relative increase of beam must involve quickness of rolling motion and less steadiness of gun-platform. Experience has verified these anticipations. There is good reason for thinking that in their periods of oscillation the largest and latest post-Dreadnoughts closely approximate to the corresponding periods of " converted " ironclads on service in the Royal Navy forty years ago, which ships were notorious for their heavy rolling. The greater dimensions and weights of the modern ships will doubtless tell in 142 THE NAVAL ANNUAL. favour of somewhat more moderate rolling in a sea-way; but their relatively small periods of oscillation will render them liable to be set rolling very often, as their periods approximate to the periods of waves occurring in ordinary conditions of sea. The great weight and inertia of these modern ships must also tend to diminish the effect of any practicable bilge keels or other appliances which might be used to secure greater steadiness. Moreover, it is known that these appliances cannot sensibly lengthen the period of oscillation, and it will not be questioned that one of the greatest difficulties in the way of good shooting with heavy guns is to be found in an unduly quick-rolling motion of the platform. This feature of Dreadnought types deserves serious consideration when their relative fighting efficiency is being estimated. Very commonly discussions of this subject proceed as if the conditions which prevail on experimental firing grounds, or polygons, held good also in actions at sea ; but it is obvious that conclusions based on such reasoning must be fallacious. Battle- practice results differ sensibly from those obtained on proving grounds, and the fact is not difficult of explanation. When guns of different calibres and weights are fired from a ship, which is not only in motion through the water but is also subject to rolling motion, their accuracy of aim and percentage of hits to rounds fired must be sensibly influenced by these conditions, which differ essentially from the conditions which prevail on a proof-range. Triple Another deduction from recent experience is that when eight or ten heavy guns are mounted in four or five stations on the centre- line of even the longest warships, considerable difficulties have to be faced in regard to convenient working and habitability of bridges, fire-control stations, and other important items connected with the efficient navigation and fighting of the ships. In calling attention to the fact, the writer has not the least desire to criticise ; indeed, there can be no doubt that in the designs those arrangements which appeared to be the best possible solution of an extremely difficult problem would be selected and caiTied out. The really important question, arising in view of what has happened and the costly alterations now being made in certain ships, is whether or not the condition should continue to be accepted that four or five gun stations must be provided for in an individual ship. Austrian, American and Italian designers have adopted triple-gun turrets instead of twin-gun in order to maintain the full number of guns while reducing the number of stations. This change has simplified the designs in many ways, but it yet remains to be proved that triple-gun turrets will be as efficient as twin-turrets in loading and firing the guns, or that this excessive concentration of guns in a single station does not involve turrets. EXPENDITURE. ]43 serious risks. Would it not be as well to reconsider the subject on the basis of a sensible reduction in the total number of heavy guns which should be mounted in an individual ship ? Eelative Cost of Eegent Warships. At the root of all shipbuilding programmes lies finance. The Finance cost of each unit in the Fleet, as well as the numbers of each class of struotion. • shi[) required for the services contemplated as necessary in war, will control the total expenditure. It is the business of the responsible authorities to decide both as to numbers and types of ships to be laid down and to select those combinations of types which will best utilise the total expenditure incurred. The foregoing survey of the last seven years has demonstrated the fact that successive types of battleships and battle-cruisers have been made larger, have carried greater weights of armour and more powerful armaments, and have been propelled by engines of greater power. It would appear certain, therefore, that these successive additions, starting from pre-Dreadnoughts, must have been accompanied by proportionate increases in first cost and cost of upkeep and maintenance ; but exact comparisons between types cannot be made on the basis of official figures for either actual or estimated first cost of ships. Great fluctuations have occurred in the condition of the shipbuilding and engineering markets during the last seven years ; and these fluctuations have, on the whole, tended to a considerable diminution in the outlay upon Dreadnoughts and post-Dreadnoughts as com- pared with what their cost would have been if built contempora- neously with pre-Dreadnoughts. In short, no fair comparison of first costs for different types — qua types — can be made unless they are based on identical prices for labour, materials, machinery, armour and other items. Some idea of the fluctuations in prices which have occurred, in consequence of special or temporary conditions, will be obtained from the following statements drawn from Parliamentary papers. For the King Edwards (Imilding 1902-3) the cost per horse-power of machinery exceeded £13 ; for the Dreadnought the corresponding cost was £13-7; for the Neptune (1909-10) it was £10; for the Orion £9*8; for the Lion £7*2. The price of armour per ton has also been sensibly reduced since the King Edwards were built ; during the period 1908-10 the cost of steel and other shipbuilding materials was low owing to tiie depressed condition of the industry. Owing to great developments in the productive power of British warship building, competition not long ago reached a point when eminent firms are known to have made quotations which not merely 144 THE NAVAL ANNUAL. included no profit but did not cover the whole of their establishment charges. Probably the closest comparison which can be made, on the basis of official figures of cost, is to be found in the cases of the Britannia (King Edward class) and the Dreadnought herself, as the two vessels were building in Portsmouth Dockyard at the same time. The Britannia was laid down in February, 1904, but not commissioned until the autumn of 1908 ; the Dreadnought was laid down in October, 1905 and commissioned in December, 1906. It is well known that the work on the Britannia was delayed in consequence of the preference given to the Dreadnought, and her longer period in construction undoubtedly led to greater cost. Neglecting these dis- advantages the figures for first cost stand as follows : — Hull, armour, machinery, gun mountings, and establishment charges : Dreadnought, £1,700,000; Britannia, £1,360,000. Guns: Dreadnought, £113,000 ; Britannia, £91,000. Totals: Dreadnought, £1,813,000; Britannia, £1,451,000. These figures, however, do not represent the total costs of the two ships : when complete for sea they also carry ammunition and ordnance stores ; while the addition of every ship to the Fleet necessitates a corresponding addition to the reserves of these items of armament. In statements of cost for French, German, and other foreign warships these items are provided for and stated in Estimates. British practice differs, and the cost of guns alone is given against each ship. Foreign practice is undoubtedly fairer in making com- parisons between types, especially as the costs of complete armaments in Dreadnoughts are greater than the corresponding costs for pre- Dreadnoughts. On this basis the relative costs would probably stand as follows : — Dreadnought, £2,000,000 ; Britannia, about £1,550,000. In other words, four Britannias could be produced for about the same total cost as three Dreadnoughts if built contempo- raneously and under identical conditions. It has been stated on the hio-hest official authority, and the statement has been frequently reproduced, that the first eight Dreadnought battleships put into commission (up to and including the Neptune) cost to build precisely the same sum as would have built nine King Edwards. On examination of Parliamentary Eeturns, however, it is found that in this statement no allowance has been made for ammunition, ordnance, stores, and reserves. Moreover, and much more important, is the fact, illustrated above, that the post-Dreadnought types were built under conditions of the shipbuilding industry which made prices run very low ; that fact alone vitiates the comparison, and a fairer basis is to be found in the cases of the Britannia and Dreadnought. DREADNOUGHT FINANCE. 145 By the same official authority the public was iufornied that the Costs of upkeep. annual upkeep of the eight Dreadnoughts involved a cost £50,000 less than the corresponding cost for nine King Edwards. It was not made clear whether or not allowance was made in this comparison for the excess in annual outlay for maintenance and repairs which would be incurred on the Dreadnoughts. However this may be, and even if the group of King Edwards annually cost £50,000 more than the group of Dreadnoughts — which could be actually produced for the same total sum, including complete armaments — it may be reasonably argued, taking the risks of naval actions into account and the serious dangers arising from under-water attacks, that the increase of numbers of King Edwards which could have been secured for ships of the same cost constituted a suflicient reason for incurring the greater annual cost of their upkeep. It is most desirable in the public interest that fuller and more accurate statements in regard to the cost of the armaments of H.M. ships should be published than those which are at present available. Corresponding statements appear each year for the expenditure on each ship building, and the cost of separate items — hull and armour, machinery, gun mountings and establishment charges. The cost of guns is also given, but that for the l)alance of the expenditure on the armaments of individual ships does not appear, and it is essential to any fair comparison of types. In foreign Estimates the information can be found. The Dreadnought and Invincibles ordered in 1905 were built at a period when prices ruled high and were pioneer vessels of their respective types. According to the Navy Estimates published im- mediately after their completion, the first costs — including guns, but excluding ammunition and ordnance stores — were respectively £1,813,000 and £1,750,000. If these vessels had been built under the same conditions as their successors of the Orion and Lion classes their costs would have been considerably less According to the Navy Estimates for 1912-13, the Orion has cost £1,919,000, and the Lion £2,068,000 inclusive of guns. These huge figures for the costs of single vessels, which may be put out of action by a single successful under-water attack, may well give pause, and lead to a reconsideration of the policy the prosecution of wldcli has involved such financial consequences within seven years. W. H. White. 146 THE NAVAL ANNUAL. CHAPTER VIII. The Tueco-Italian War. Its Naval Features. Last autumn, just as the international difficulties connected with the affairs of Morocco appeared to be in a fair way of peaceful settlement, public attention was abruptly directed to the disturbed relations between Italy and Turkey, The state of tension was caused, according to the Italian official Note, by Turkish opposition to Italian enter- prises in Tripoli, and to the ill-usage by the Turks of Italian subjects. For a long time Italy had occupied a privileged position in regard to the Tripolitaine province, and her notorious aspirations towards a more stable establishment of her interests appear to have excited in Turkey a nervous feeling, which found expression in the adoption of restrictions to trading of an irritating character. During the summer the Italian Government had sent to the Turkish Ministers a strong protest against this alleged illtreatment of its people in Tripoli and in some of the Red Sea ports, with a suggestion that it was most Strained desirable remedial measures should be taken without delay. It was hoped that a better feeling might be created by friendly negotiations. Early in September, however, it was reported that the diplomatic correspondence was not proceeding satisfactorily, and several of the Italian newspapers began a vehement campaign for further and more energetic action. The Turkish Press replied by threatening a boycott of Italian commerce and the expulsion of Italian subjects. The ne.xt step in the controversy appears to have been made by the Ottoman Government, and to have taken the shape of designs intended to strengthen the garrison and defences of the Tripolitaine ports. On September 23 the Italian Consuls in Turkish liarbours warned Italian merchant captains that their vessels had better leave ; the Italian Government called the reservists of the 1888 contingent to the colours, and a Turkish transport, the Derna, on her way to Tripoli, was " sliepherded " by Italian cruisers. On the same day an account was published in some of tlie European and American news- papers describing tlie composition of an expeditionary force said to be intended for the occupation of Tripoli ; and the steps taken to engage transports, Avith the date when the force would be despatched relations. NAVAL PREPARATIONS. 147 were also ineutioned. The Arabs in Ti-i[)oli ])ecanie much aifitated, and Europeans began to leave the place. This was immediately followed by the establishment in Italy of a strict censorship upon news telegrams. On September 25 Italy presented a Note to Turkey complaining of the continuance of this state of unrest, protesting against attempts to rouse the inhabitants of Tripoli to molest Italian citizens, and recommending Turkey to abstain from sending reinforcements to Northern Africa. The Ottoman Government denied that the Europeans were in danger. Then, on September 28, the Italian Italian Government presented its ultimatum to Constantinople. In this turn. document, after recapitulating the grievances of Italian subjects in Tripoli, and intimating the uselessness of further negotiations, the withdrawal bv the Porte of its garrison was demanded, and the resolution of the Italians to occupy Tripoli was announced, A reply was required within twenty-four hours. But this being considered unsatisfactory at the Quirinal, a state of war between Italy and Turkey automatically came about at 2.30 p.m. on Friday, September 29, when the twenty-four hours' limit expired. From the foregoing summary of the circumstances which ushered in the war — and it would be foreign to the scope of this article to go further into the political causes of the struggle — it will be manifest that there were many signs beforehand of what was likely to occur. The British public, mainly because it had not had its attention prominently directed to the matter by the press, was somewhat taken Ijy surprise, but there is reason to believe that no Government in Europe was without due warning. It was natural to the Turks that they should be caught unawares, for history shows that they have ever been among the last people to accept warnings of the kind. Witness Tchesme, Navarino, and Sinope. On the other hand, Italy had fully prepared for her enterprise. Not only was the Fleet and Warning Array ready, but, as subsequent events proved, was provided with a symptoms, complete scheme of operations. Moreover, during the manceuvres of earlier years, the whole plan may be said to have been rehearsed in detail. Landing operations, block ides, bombardments of coast positions, and the like, had been made the object of special exercises of the land and sea forces in co-operation. Pontoons, bridges, and all the necessary equipment of an expeditionary force had been supplied, with horse-brows and other appliances for eml^arking and disem- barking. It was obvious from the lirst that Italy had profited by tlie lessons of the wars of recent times, and had directed all her energy towards perfecting her plans for the occupation anil annexa- tion of Tripoli. L 2 148 THE NAVAL ANNUAL. Limits of war area. Strategi- cal problems. Ottoman naval un- readiness. The relative geographical positions of the disputants, as well as the limitations which Italy voluntarily placed upon her action by restricting the war area, made it certain that the first phase of the operations must be wliolly naval in its character. Owing to the predominance of the Italian Fleet, and the hopeless inferiority of Turkey's naval resources, it resolved itself into a demonstration of the invaluable character of superior sea-power as an instrument of war. It is quite possible, indeed, that Italy's action was hastened, if not precipitated, by indications on the part of Turkey of a deter- mination, or, at all events, of a desire, to acquire an effective navy. The marked disparity between the naval strength of the two nations simplified the problem with which the Italians were confronted. The primary objective was the naval force of the enemy, and it was necessary to destroy or contain this force so that a military expedi- tion could be passed across the Mediterranean from tlie Italian ports to Northern Africa without hindrance or molestation. In other words, Italy's strategical need was to arrange the best combinations of her available forces so as to neutralise the numbers and distribution of the hostile fleet, and thus ensure a successful outcome of her operations. Tactically, the problem would have been how best to use these combinations should they be faced by the enemy, but as the narration of events to be given later will show, the Turks solved, this problem for their opponents by the withdrawal of their principal ships to security behind the fortresses in Europe. As a rule, the main object of a naval war must be the destruction of an enemy's fleet, but in this case the same purpose was served when the Ottoman men-of-war thus voluntarily eclipsed themselves. The Turkish force could not even be accused of possessing the character of a " fleet in being," and the potential threat of such a force has had no real influence upon the operations, although, naturally, this has not pre- vented the Italians from adopting those precautionary measures which were applicable to the circumstances. Although, however, the geographical situation of the Turkish provinces made open-sea communication the essential precedent to any successful attempt at protecting them from invasion, the proximity of the coast of Albania to that of Italy gave opportunity for a naval force of sufficient strength and mobility to menace the Italian trade in the Adriatic by way of reprisals, and might have retarded the despatch of the expedition. No attempt, however, was made to take advantage of this position, and the Italians had little trouble in disposing of the few torpedo craft which, mainly for the Customs prevention service, made their base at Preveza. Otherwise Italy was practically unassailable. This was not the case with Turkey, whose THE WAR AREA. 149 loug coastline in the Levant and Red Sea was exposed to attack, while, although the Dardanelles were closed by fortresses and after- wards mined, elsewhere the Turkish ports were ill-protected. It would have been open to Italy either to seize islands like Lemnos or Mitylene in the /Egean Sea, or to make a demonstration off Salonika, but for the apprehension of causing further European complications. Simultaneously with the despatch of its ultimatum to Constantinople, the Italian Government addressed a note to its legations or consulates in the States adjacent to the Turkish frontier, informing them that Italy did not wish to encourage any movement against Turkey in the Balkan Peninsula, and would use her best efforts to prevent anything of the sort happening. Similarly, when Austria-Hungary displayed some nervousness in consequence of the proceedings on the coast of Albania, Italy at once stopped operations in that direction. It seems probable also that the same determination to restrict the war area if possible operated in the use which Italy made of her Fleet, and it may even be that the successful escape of the Ottoman ships from Beyrout to the Dardanelles in the early days of the struggle was due as much to the abstention of the Italians as to the efforts of the Turks. Had a meeting taken place, there can be little doubt as to what the result would have been, and bearing in mind the influence which the so-called " Massacre of Sinope " had upon Western opinion in 1853 the Italians were probably quite satisfied to see the small Turkish squadron take shelter behind the forts at Kum Kaleh and Sid el Bahr, It is unnecessary in these notes, since they are only intended Tripoli to sketch the naval operations, to give a detailed description of the Cyrenaica. province of Tripoli ; but a few words may be said about the ports which became the scenes of naval activity. Tripoli, with Cyrenaica, has a .seaboard of some 1100 miles, but the coast is very imperfectly charted, and difficulties of access make it unfavourable for the disembarkation of troops. At the same time, the absence of any effective system of fortification and an efficient garrison precluded any successful attempt to oppose a landing. It was in every case bad weather M'hich caused delay to the Italians in their attempts to throw men on shore. The principal seaports are Tripoli, Benghazi, and Derna, while there is also at Marsa Tobruk a harbour, which is capable of considerable development. It affords perfect shelter in five to seven fathoms from all winds excepting those from the south-east to east. It is, moreover, of large extent. The harbour of Tripoli affords fairly good anchorage, but landing is not easy when strong northerly winds prevail. The defences of the place consisted of twy the end of October, the Navy had fulfilled the more important Blockad- and strenuous portion of its work, and many of the ships were able ° to return to their home ports for refit. Thereafter, its duties con- sisted mainly in the suppression of the contraband trade which was carried on from European ports to the coast of Tripoli and Cyrenaica. To prevent the war supplies reaching the enemy, a blockade has been enforced by cruisers and destroyers and by armed merchant vessels. These last-named are vessels with a sea speed of from 18 to 19 knots, and carry six or eight 4*7-in quick-firers. They are manned by naval reservists. According to a statement in a technical journal 172 THE NAVAL ANNUAL. Stoppage of French steamers. Affair at BejTout. the mail steamers used i'or the purpose had not already gun positions provided in the original design, but before the war broke out were strengthened and fitted with gun platforms. At the same time, special magazines were fitted to carry 250 rounds per gun. In addition to the blockade of the African coast, squadrons of cruisers and flotillas of destroyers patrolled the Eastern Medi- terranean. To the blockaders was allotted the task of harrassing the caravans of war material which moved along the coast. With this object, on the Egyptian side, between Marsa Tobruk and the frontier, the port of Sidi Berrani was occupied by the Italians towards the end of November, and on the other side, Zuara, thirty miles from the Tunisian frontier, believed to be a depot for supplies, was bombarded. The Egyptian Government has taken energetic measures to prevent smuggling, but on the Tunisian side the population is so strongly in sympathy with the Arabs across the frontier that it has been found almost impossible entirely to stop the traffic in arms and ammunition, and this circumstance caused some irritation in Italy. Several points of international law were raised in January by the action of Italian men-of-war in regard to French mail steamers. In January, the Carthage, the mail steamer between Marseilles and Tunis, was stopped by an Italian destroyer and escorted to Cagliari on the ground that in her cargo was an aeroplane intended for the use of the Turks. After some negotiation, the Italian Government ordered the release of the ship on the assurance of the French Government that the owner had given an undertaking not to employ his services or his aeroplane for the Turks. About the same time a Turkish Red Crescent mission left Marseilles in another mail steamer, the Manouba, for Tunis. This ship was also stopped and taken to Cagliari, where the Turkish passengers were landed and the ship enlarged. The French Government again protested against Italian action, and a little later the Italian Government expressed itself satisfied that all the Turks were hond fide members of a Eed Crescent mission and ordered their release. Public opinion in France was much excited over this interference of the Italian authorities with their mail steamers, but the friendly and conciliatory attitude of the Governments on either side enabled an amicable adjustment of the matter to be arrived at. It was decided that all questions arising out of these incidents should be submitted to the Hague Arbitration Court. Another incident which arose out of the contraband traffic was the 'destruction of two Turkish ships in the Port of Beyrout on February 23. In that port were two Turkish vessels, the Avni Illah and the Angora. The former was an old armoured ship of THE AFFAIR AT BEYROUT. 173 2314 tons displacement, built in 1869 and re-armed in 1906. She carried four 6-in. quick-firers and eighteen smaller guns. The Angora was a sister vessel to the Tokat, a torpedo-boat 165*8 feet long and displacing 165 tons, armed with two small machine guns, and launched in 1906. These two ships were believed to be affording help to the blockade runners, and on the morning in question the armoured cruisers Trancesco Ferruccio and Giuseppe Garibaldi arrived ojff the port and demanded the surrender of the two warships. This summons Avas communicated to the Governor and to the consular authorities, and the Turks were given until nine o'clock to comply. At that time, no reply having been received, the Italians opened fire and were replied to vigorously by the enemy. At 9.20 the Avni Ulah was silenced, a fire having broken out on board her. The Garibaldi then went into the port and destroyed the torpedo-boat. It is said that the Avni lUali was afterwards scuttled by her crew. Admiral Faravelli, in his report, denies the statement that the town was bombarded, and it appears that the damage said to have been caused by the fire from the ships was much exaggerated. Some of the people on shore were killed, and some buildings struck by the shells. A panic was caused in the town, but martial law was proclaimed by the Governor, and order quickly restored. In February, a blockade runner, carrying 250 tons of war material, macMne guns, rifles, shrapnel, grenades, etc., was captured by the Italian patrol. Ifiscellaneous. To the regret of everybody, Admiral Aubry, who had commanded Admiral the fleet from the outbreak of war, died on board his ship from death, peritonitis on ]\larcli 4. To his energy, capacity, and professional experience much of the success of the operations was due. He was born in 1849, and first saw service in the war with Austria in 1866. He also took part in the Abyssinian campaign as a lieutenant in 1889. He was twice Under-Secretary of State for the Navy, and for a time sat as deputy successively for Castellammarc and Naples. He was succeeded in his command by Vice-Admiral Faravelli. By a Koyal Decree of November 26, a special flag was assigned to the naval lauding parties. It was to be preserved generally on board the flagship, and to be handed to the commander of any naval force landed (i.e., if a complete force), and with this flag, in reward of the gallantry already displayed by the naval forces, the gold medal of military valour was assigned — that is, to the flag and not to individuals. In proposing this award, Admiral Leonardi Cattolica, the Minister of Marine, cited certain facts to show the great .s^-vices 174 THE NAVAL ANNUAL. Conduct of naval forces. of the seamen, " in preparing for and protecting the disembarkation of the Army," in which they had given many proofs of valour, which merited " both honour and reward." On the disembarkation of the Army, most of the seamen returned to their ships, but on October 23 two battalions of seamen were landed in support of the troops. Admiral Borea Eicci, in his report, said the per so7in el of the Navy were the admiration of all (fighting of October 26-27), and in a later report he said that on the 26th a party from the Sicilia, scarcely relaxing their fire, issued from the trenches to pursue the enemy. General Caneva stated that he was glad to confirm the sentiments of his admiration for the fine conduct of the officers and men of the landing party, who had so valiantly assisted in the happy result of the action. In connection with the affair at Benghazi, where the Navy lost one officer and six seamen killed, and two officers, one warrant officer, and eleven seamen wounded. General Briccola wrote that he was greatly contented with the seamen and the admirable troops ; and the seamen were praised in an order of the day by the Naval Commander-in-Chief The Turkish ship Derna has been renamed Bengazi in memory of the fighting there. The Thetis, another captured vessel, was renamed Capitano Verri. Pietro Verri was an Army captain who in the attack on Sciara-Sciat, on October 26, when the Italians were attacked in front and rear, fought with " tenacity worthy of our ancient ancestors." Finding himself near a party of young seamen in the trenches, north of Henni, he joined them and led them against the enemy exclaiming " Avanti Garahaldini del Mare f " Amid a hail of bullets, sword in hand, and in the midst of the young seamen, he fell with the cry of " Savoia ! " As the war is still in progress, it would be premature to attempt to indicate all the lessons it may contain from a naval point of view. Hitherto, however, there is no evidence to show that in connection with such encounters as have taken place there will be much of value to obtain with regard to tactics or design. On the other hand, when the full accounts of the transport of the expedition are avail- able, much useful information about equipment, stowage, etc., should be forthcoming. The silent, resolute, business-like manner in which the work of preparation and execution was carried out by the Italian Navy has aroused the admiration of all seamen. And, finally, as the First Lord of the Admiralty said on March 18, the events of the struggle have " reminded the world of those eternal troubles — that unreadiness for war did not secure peace, that insufficient strength invited aggression, and that the I'ower which commanded the sea was itself immune from attack." Chas. N. Eobinson. PART II. LIST OF BRITISH AND FOREIGN SHIPS. ORDNANCE TABLES. PART II. LIST OF BEITISH AND FOREIGN SHIPS. The following abbreviations are used throughout the Alphabetical List : — a.c. Armoured cruiser, a.g.b. Armoured gunboat. b. Battleship. b.cr, Battle-crui»er. c.d.s. Coast-defence ship, comp. (io armour column). Compound or steel-faced armour. Cruiser. Despatch vessel. Gunboat. Gun-vessel. cr. d.v. g.b. 1. M. sub. A. H.s. Harveyised or similar hard-faced steel. K.s. Krupp steel, shd. Sheathed, p. Protected. t. Turret-ship(in class column) . t. Speed and I.H.P. at trials (in speed and I.H.P. columns), to.cr. Torpedo-cruiser, to.g.b. Torpedo-gunboat. Light guns under 15 cwt., including boats' guns. Machine guns. Submerged torpedo tube. Armstrong guns. K. Krupp guns. The following abbreviations are used to distinguish the various types of boilers : — W.T. Water-tube boilers, where the My. Myabara. type is not known. Kic. Niclausse. B. Belleville. Nor. Normand. Bl. Blechynden. N.S. Normand-Sigaudy. B. & W. Babcock and Wilcox. R. Reed. D'A. D'Allest. T. Thornycroft. D. Diirr. T.S. Thornycroft-Schulz E. Earle. W.F. White-Forster. Ex. Express. Y'. Yarrow small tube. DuT. Du Temple. Y''. Yarrow largo tube. L. Laird. V.E. Vickcrs Express. L.N. Laird-Normand. cyl. Cylindrical. M. Mum ford. The following abbreviations distinguish types of turbines : — P.T. Parsons. C.T. Curtis. 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Bu Igaria. — Eleven steamers of small size, of which one is used as the Prince's yacht. Two armoured gunboats for the Danube built at Leghorn. The Nadiezda, despatch vessel (715 tons), launched Bordeaux, 1898; 18-85 knots; 2600 I.H.P. ; Lagrafel-d'Allest boilers; armament, 2 3'9-in., 3 l"8-in. q.f., and 2 torpedo tubes. Three 100-ton 26-knot torpedo boats launched 1907 ; three smaller. Colombia. — The cruiser Almirante Lezo (eic El Baschir), of 1200 tons displacement; 2500 H.P. ; 18 knots; built 1892, bought from Morocco, 1902. Two gunboats, Chercuito, 643 tons, and Bogota. Two river gunboats, General Nerino and Esperanza, 400 tons. Cuba. — Cruiser Cuba, 2055 tons, 3500 H.P., 18 knots, and gunboat Patria, 1200 tons, 1500 H.P., 16 knots. Ecuador. — The torpedo cruiser Almirante Simpson, 812 tons, bought from Chili. One torpedo boat and two transport vessels. Egypt. ^-The Nile stern-wheel gunboats Sultan, Sheikh and Melik, 140 tons, Fateh and Naseh, 128 tons ; also the Abu Klea, Hafir, Metemmeh, and Tamai. Hayti. — Steel gunboat— Capois la Mort, 260 tons, 13-9-in., and 4 l-pr. Q.F. Iron corvette — Dessalines, 1200 tons, armed with 1 3-9-in. Q.F., 2 3-9-in. b.l., 2 1., 2 m. Two sloops— St. Michael and 1804. Gun-vessel, 22nd of December. The gunboat Liberte was blown up and destroyed, with a loss of 70 lives. It is stated that the Italian cruiser Umbria, 2245 tons, has been bought.. Mexico. — Two gun-vessels, Tampico and Vera Cruz, launched Elizabethport, New Jersey, 1902 ; displacement, 980 tons ; armament, 4 4-iu. Q.F., 6 6-pr. ; bow torpedo tube ; 2400 I.H.P. ; speed, 16 knots ; fitted to serve as transport for 200 troops. Gun vessels Bravo and Morero, 1200 tons ; 2600 I.H.P. ; Blechynden boilers ; 17 knots ; launched Leghorn, 1904. The Zaragoza, 1200 tons, 1300 H.P., 15 knots speed, and armed with 4 4-7-in. guns and 4 small quick- firing guns. Gun-vessel, Democrata, 450 tons; 11 knots; 2 O^-in. muzzle-loaders and 2 small guns. Torpedo transport General Guerrero, 1880 tons; 1200 I.H.P.; completed at Barrow 1908. Two small gunboats of 10 knots speed. Five torpedo boats. Two cruisers, 2400 tons, to be built. Peru. — Almirante Grau, cruiser, 3200 tons; 370 ft. long, 40 ft. 6 in. beam, 14 ft. 3 in. draught ; lauuched at Barrow, March, 1906 ; 246 THE NAVAL ANNUAL. 2 6-in., 8 14-pr., 8 Ij-pr. ; 2 submerged torpedo tubes; l^-in. armoured deck, 3-iu. conning tower; 14,000 I.H.P. ; 24 knots. A sister vessel is in hand at the same yard. Eclaireur, cruiser, 1769 tons, launched 1877, partially reconstructed ; bought from France. Armoured cruiser Dupuy de Lome, purchased for £140,000, and renamed Elias Aquirre. Seven submarines are to be built in the United States. Lima, of 1700 tons, 1800 I.H.P., 16 knots ; arma- ment, 2 6-in. B.L.R. guns. Screw steamer, Santa Eosa, about 400 tons. ROU mania. — Elizabeta, protected cruiser (deck 3 in.), built in 1887 at Elswick ; 230 ft. long, 32 ft. 10 in. beam ; 1320 tons ; 3000 I.H.P,; armament, 4 5'9-in. b.l.r., 4 q.f., 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 Eulgurul, Oltul, Siretul, Bistritza, 90 to 100 tons, the torpilleur de harrage Alexandru eel Bun (104 tons), 5 sloops, 2 small torpedo boats. The shipbuilding programme includes 8 monitors of 600 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. Four monitors (3 4*7-in. guns) and 3 torpedo-boats completed. Santo Domingo.— The Independencia, built in England 1894, 170 ft. long, 25 ft. broad, displacement 322 tons, and armed with seven Hotchkiss quick-firing guns. Eestauracion, steel gun- vessel, 1000 tons, launched at Glasgow in 1896. The 14-knot cruiser Presidente has been reconstructed, and carries seven guns. SaraVA^ak. — Two gunboats, of 175 and 118 tons respectively, of low speed, each armed with two guns. Siam. — Deck-protected cruiser, Maha Chakrkri, 290 ft. long, 39 ft. 4 in. beam, of 2500 tons displacement and 17 to 18 knots speed; armament, four 4*7-in.-, and ten 6-pr. quick-firing guns. Makut-Eajakamar, 650 tons. The gunboats Bali, Muratha, and Sugrib, 600 tons, one 4*7-in. q.f., five 2*2 in., four 1*4 in., 12 knots, launched 1898 and 1901. Several other gunboats, Three modern despatch vessels 100 to 250 tons. Three 380-tor, 27-knot destroyers, built at Kobe. Uruguay. — Gunboats: General Artigas, 274 tons, 12^ knots speed, 2 4*7-in. (Krupp), 2 m. ; and General Saurez, 300 tons. The Italian cruiser Dogali has been purchased. The cruiser Uruguay, built at the Vulcan Yard, Stettin; 1100 tons; 2 4-7-in., 4 12-pr., 12 Maxims; 2 18-in. torpedo tubes; 5700 I.H.P.; 23 knots. Venezuela. — The gunboats Bolivar (571 tons, 18-6 knots) and Miranda (200 tons, 12 knots) ; transports Eestaurador (568 tons), and Zamora (350 tons). BRITISH TORPEDO-BOATS. 247 BRITISH AND FOREIGN TORPEDO-ROAT FLOTILLAS. Great Britain. N4m« or Number. Built by. Tbomycroft I Orrat Britain. To«riii>o-BoAT I)|8TKOT>R8. fBoKfr .. .. fBrulier .. .. Cooflkl White .. Dragoo I^AJnl . . Kervent Hanna . . + H«nw. Llgtitaiog . . . . Palmer . . Opoasiun IlawUioru Purcapine I'aliner . lUmxer lUwthum Sonftab Kan thorn Snrljr 1 Tbomson TetMT Whlt« Wliard Zebf» ! Thames Iruuworks; Zephyr Hauna tAjbaUQM .. .. Thuriiycroft Angler Arab Browu k Co. fATon Vickers Bat Palmer.. . thltteni Vlckere Braien Brown k Co. fBallflncb Karle»Co. . ■»Cbeerfiil Hawthorn . tCoqnette Thomycrofl Crane ' Palmer tCjrgnet , Tbomycroft fCjmthU .. flieaperato tDove EunoA .. JCtoctrm .. kxpTH* .. Fairy tralooo . . fFam* Fawn FUit.. . Flylac FUl tFoam Olpv Orey bound UrtSon Kartral Kan^wioo l>p»cn Uvely Locnat tMaUanl Meraald MyrmlOob OrweU Otffrtj fOHilch (Mtar 265 4,600 265 4,500 320 4,370 290 4.600 275 3,800 275 3,800 270 3.250 275 4,007 295 4,052 275 3,866 29S 3,900 205 4,292 280 4,400 320 4,500 320 4,400 310 3,850 275 3,850 430 7,900 310 5,800 470 6,000 355 6,000 360 6,186 .-<55 6,000 345 6,000 345 5,800 355 6,000 336 6,800 360 6,336 335 6,800 355 6,800 310 6,800 345 5,800 355 6,000 3S0 6,000 465 9,000 355 6,000 375 6,000 310 6,H00 360 6,581 360 6,682 360 6,416 310 6,800 355 6,000 385 6,000 355 6,000 350 6,000 370 6,600 350 6,000 370 6,000 385 8,000 365 6,000 310 6,800 355 6,000 37U 0,500 360 6.000 3;.5 6,000 375 8.000 S&O e.ood S5S 6,000 370 6,200 885 6,000 386 e.ooo S50 0,000 Knots. 29-17 27-97 27-21 27-14 [27] 27-04 26-08 27-94 28-24 27-91 27-13 27-62 2H-05 [27] [27] • 27-00 [27] 31-5 30-37 31 30 30-1 30 30 30 30 30-21 30-3 30-3 30-2 30 30 30-13 30 31 30 80 30-16 30-5 30 30-4 30- 18 30 30 30-11 30 30 30 30 30 30-16 30-11 30 SO .to 30 12 pr. 12 pr. 12 pr. 12 pr. 12 pr. 12 pr. 12 pr. 12 pr. 12 pr. 12 pr. 12 pr. 12 pr. 12 pr. I2pr. 12 pr. 12 pr. 12 pr. -12 pr. 12 pr. ■12 pr. ■12 pr. 12 pr. 12 pr. 12 pr. ■12 pr. -12 pr. -12 pr. -12 pr. -12 pr. -12 pr. 12 pr. -12 pr. 12 pr. -12 pr. -12 pr. -12 pr. 12 pr. -12 pr. -12 pi -12 pr. -12 pr. -12 pr. -12 pr. -12 pr. -12 pr. -12 pr. -12 pr. -12 pr. -12 pr. -12 pr. -12 pr. -12 pr. -12 pr. 12 pr. -12 pr. -13 pr. -12 pr. -12 pr. -12 pr. l-i pr. -12 pr. -12 pr. -12 pr. 5-6 prs. 6-6 prs. 5-6 prs. 3-6 pre. 5-6 prs. 5-6 prs. 5-6 prs.- 5-6 prs. 6-6 pr8. 6-6 prs. 6-6 prs. 6-6 prs. 6-6 prs. 6-6 prs. 5-6 prs. 6-6 prs. 5-6 prs. 5-6 prs. 6-6 prs. 5-6 pre. 5-6 prs. 6-6 pre. 5-6 pre. 6-6 pre. 5-6 pre. 5-6 pre. 5-6 pre. 5-6 pre. 5-6 pre. 6-6 pre. 5-6 pre. 6-6 pre. 6-6 prs. 6-6 pre. 5-6 pre. 6-6 pre. 5-6 pre. 5 6 pre. 6-6 pre. 6-6 pre. 5-6 pre. 6-6 pre. 6-6 pre. 6-6 pre. 6-6 pre. 6-6 pre. 6-6 pre. [ 5-6 pre. 1 5-6 pre. j 5 6 pre. 6-6 pre. I 6-6 pra. 6-6 prs, 5-6 pre. ] 5-6 pre. j 5-6 pr». 5 6 pre. I 5-6 pre. I 6-6 pre. ! 6 6 pre. I 6-6 pre. 5 6 prs. 6-6 pre. 45 45 50 60 50 60 45 50 50 50 60 60 60 60 45 50 60 68 60 60 60 60 •0 60 60 62 60 60 60 60 60 60 68 68 60 60 60 60 60 60 68 58 60 60 68 58 60 60 62 58 60 60 60 68 63 I 86 68 90 60 90 58 »0 llullt by Yarruw, ntlc>J wlih Iburoycrun W. f. brjllrre at I'jirlo'a. AllJarrow-buIlt topher ..) J*Cockatrice . . ..} J*Contest . . ..) i*Fortnne i*Garlaii(i l*Hardy (a) . . J*Lynx l*Midge rOwl . . J*Paragon I*Poipoi8e J*Unity J*Victor t*Shark .. ..j t*Sparrowbawk . . V J*Spiifire 20 boats (programme 1912-13) Torpedo Boats. First Class — 025-027(3 boats).. 033 034 041, 042 (2 boats),! 049-055 (7 boats), V 057, 058 (2 boats)\ 065-068(4 boats)..) 071-07 4 (4 boats) .A 076-078 (3 boats) ,.( 079 80 81 (e.r-Swift).. .. 82, 83 (2 boats) . . 85-87 (3 boats) . . 88, 89 (2 boats) . . 90 91, 92 (2 boats) . . 93 95, 96 (2 boats) . . 97 98, 99 (2 boats) . . 101 102, 103 (2 boats).. 104-105(2 boats).. 107, 108 (2 boats).. 109-113 (5 boats).. 114-117 (4 boats).. o '■? 15 boats (1-5) .. £^Sh boats (6-10)t * S (2 boats (11-12)+ •7 '4 boats (13-16) .. g 2 boats (17-18)J.. S ! 2 boats (19-20)t . . Q- 1 2 boats (21-22)j . . £ No. 23+ .. .. • VNo. 24J .. .. 14 boats (25-2S) 2 boats (29-30)1 2 boats (31-32)t 2 boats (33-34)1 3 boats (35-36)1 Built by. John Brown . . . Denny Hawthorn . . Fairfield Parsons : ... Thornycroft . . . London and Glasgow Co. Thornycroft.. . Swan Hunter Thornycroft. , Yarrow . . White .. .. Thorny crolt. . Yarrow . White . Yarrow . Thornycroft. White' .. . Laird . . . Thornycroft. Hl'Arthur . Thornycroft White .. . Thornycroft. White ., .. JJWhite . . . . 4[Thornycroft ^[Yarrow White .. .. Denny . . Thornycroft . . Hawthorn . . Yarrow.. Palmer . . White .. .. Denny . . . . Thomycrolt. . Hawthorn . . Palmer . , . . Bldg, Bldg. Bldg. Bldg. Bldg. Bldg. Bldg. Bldg. 1886 1886 1886 1886 1886 1887 1885 1889 1889 1894 1895 1894 1893 1894 1893 1901 1888 1888 1889 1901 1902 1903 1906 1906-7 1907 1907 1907 1907-8 1907-8 1907 1908 1908 1908 1908 1909 1909 Feet. 260 25T 260 257 257 257 127-5 125 125 125 125 135 150 130 130 142 140 140 140 140 140 160 130 '5 134-6 130 160 166 165 175 166i 172 182 180 178-6 185 177-3 177 182 180 178 6 185 177 M Feet. 27 26} •n 26i 26 i 2t)i 12-5 13 14-6 13 13 14 17-5 13-5 13-5 14-75 14-25 15 15-5 15-5 15-5 17 14 14-8 14-5 17 17-25 17-6 Hi \U 18 18 IS 18-3 18-6 IS 17-9 18 18 18-75 18-6 17-9 Feet. 8-3 80 8-3 8-0 8-0 8-0 6-2 5-5 4 7-1 8-4 8-8 5-8 6-3 5-3 5-10 5-6 6.5 6-6 5-4 6-5 6-6 5-3 6-2 6-5 6-6 Tons. 935 75 75 105 125 85 85 .112 100 130 130 130 130 178 92 96 95 178 200 205 235 255 225 256 251 280 308 253 292 283 259 287 306 298 24,500 24,500 24,500 600 670 950 700 1,000 1,540 1,160 1,100 1,600 1,430 2,400 2,200 2,000 2,690 2,850 1,060 1,050 1,250 2,850 2,900 2,900 3,750 3,750 3,750 4,000 4,000 4,000 4,000 4,000 4,000 4,000 4,000 4,000 4,000 4,000 Knots. 32 31 32 31 31 32 19-5 18-19 22-4 23 23-24 23-5 23-2 23-35 25 21 23-2 20 25 25 25 26 27-3 26 26 26 26 26 26 26 26 26 26-5 26 26 3 4-iu. 3 4-in. 3 4-in. 3 4-in. 3 4-in. 3 4-in. 2-3 prs. 2-3 prs. 2-3 prs. 2-3 prs. 2-3 prs. 4-3 prs. 6-3 prs. 3-3 prs. 3-3 prs. 3-3 prs. 3-3 prs. 3-3 prs. 3-3 prs. 3-3 prs. 3-3 prs. 3-3 prs. 2-3 prs. 2-3 prs. 2-3 prs. 3-3 prs. 3-3 prs. 3-3 prs. 2-12 prs. 2-12 prs. 2-12 prs. 2-12 prs. 2-12 prs. 2-12 prs. 2-12 prs. 2-12 prs. 2-12 prs. 2-12 prs. 2-12 prs. 2-12 prs. 2-16 prs. 2-12 prs. Fitted with turbines and for using oil fuel. f Have Thornycroft W.T. boilers. J Fitted with modified Yarrow W.T. boilers. ir These boats were originally named, as shown in the Xaval Annual for 1906-1907. a Fitted with Diesel engines for cruising purposes. f 1000 knots. BRITISH TORPEDO-BOATS. 261 Great Britain — continued. Number. Built by. Submarines. | 2boatB(No3. A2, A4, >,.. , 1902-3) JMcKers 9 boats (No8. A 5- i A 13, 1903-4) .. J 11 boats (B Class) .. 10 boats (1905-6) C ) class / " 5boats(1906-7)C12-16! 1 boat (1906-7) D 1 . . «^20.V'"^^!?'':K''-*'bain 10 (.1907-8>^ C 21-C 24 . . . . Urj ,.„,„ C 2.';-€ 30 . . J 2 (1908-9) C 33-€ 34 . [ Cbatbam 7 (1908-9)— C 31-C 32 . . . . Vickers C 35 C 36 . . . . „ C 37-C 38 .... „ D2 , 2 (1909-lU) D 7-U 8. . Cbatbam 4 (1909-10) I) 3-D 6.. Vickers 2 (1910-11) K1-E2.. Cbatbam 4(1910-11)E3-E6.. Vickers 2(1911-12)E7-K8..' Cbatbam 3 (1911-12) E9-E 11. Vickers 1 (1911-12). Special igcotth' Laureuti type .. i^*'^"* " 1903 1904 1905 1906-7 1907-8 1908 1908 1909 fl908l 11909/ 1910 1909) 1909> 1910) 1910 1911 1911 Bliig. Bldg. Bldg. Blclg. Bldg. I'imeiiBions. o . Speed. 1 a ^ t a 1 a s 11 s CO Submerged. I ^ p. (« Feet. Keet. Tons. Knots. Knots. TonP. 100 10 1 204 450 U 7 2 •• H 150 204 600 16 9 2 .. 135 13^ 313 600 13 9 .. .. 16 135 13 i 313 600 14 10 2 16 135 IH 313 600 13 2 16 2 595 1,200 16 io 3 • . 135 13} 313 600 13 2 16 135 13i 321 600 13 10 2 15 135 13} 321 600 13 16 135 13} 321 600 13 •• 15 135 13} 321 600 13 •• '" IS 604 1200 .. -. 176 2>i bOO 15 176 22} 800 15 TORPEDO FLOTILLAS OF THE DOMINIONS. Australia. Name or Number. Built by. toiipkdo-boat Dkstkotebs. Yarra Parramatta Denny .. Kairfield Warrego Fairlield* SUBMAKINKS. 3 boats ' Vickers ■s 1910 1910 1911 DimeusioDS. Keit. Feet. 245J 245} Feet. 24^ 7-8 241 7-8 24i I 7-8 Bldg. Details not published. .4 T3 Tons. 700 9,500 700 I 9,500 700 9,500 Knots. 27 28-48 28 i a H B m p. P" ti ^ 6 }l 4-in., 3 12-pdr. 3 iTona. 66 ' 130 Traospurted in sections and reconstructed in Auhtralia. 252 THE NAVAL ANNUAL. Argentine Republic. Name or Number. Where Built. Desthoyers — Corrlentes . . . . Missiones Entre Elos . . . . .San Luis, .Santa ¥e,\ Santiago, TucumanJ llendoza, Kioja,| .Salta, San Juan . . ) Catamarca, Jiyny . . Coriloba, La Plata . . FiBST Class — 2 boats 6 boats Yarrow Yarrow Yarrow Cammell Geimania Schicbau Thornycroft Yarrow Dimensions. 1896 1896 1896 1911 1911 Feet. 190 190 190 285 Feet. 19 6 19-6 19-6 Feet. 7-4 7-4 7-4 29-9 9-6 283-2 28-3 I 9-9 1890-1 1890 2SG-7 279 160 130 27-1 29-6 14-5 13-6 9-6 7-3 5-2 6 u m fl gCL, u w o. « K Tons. 2 280 4,000 2 280 4,000 2 280 4,000 980 19,750 950 18,000 2 940 18,000 890 19,000 2 110 1,600 1 85 1,200 Sot Knots. 27-4 *. 26-0 t. 26-7 t. 32 24-62 23-24 I 1 14-pr. < 3 6 -pr, ( Q.F., 2 M. 4 4-in. 4 4-in. 3 3-pr8. 2 3-pr. Q.F. Tons. 80 80 80 4 illO 250* 4 {no 4 1110 250* 291)* The two 150-ft. boats are named Comodoro Py and Murature. The six 130-ft. boats are named Bathurst, Bucbardo, .lorge. King, Pinedo, and Thorne. * Also oil fuel 50-110 tons. Biikenhead toats, combined iaipulse and reaction turbines; French, Rateau ; German, German Admiralty type. Austria-Hungary. Name or Number. Destroyers — Six Huszar Streiter . . , Ulan Wildfang . . Uskoke . . Scharfschiitze , Dinara . . , Cslkos Pandur Reka Turul Velebit . . First Class — Eaiman . . Alligator . . Anaconda Drache Delplin . . Greif . . . . Hal .. .. Krokodil . . Moewe Narwal . . Plngnin . . Scbwalbe . . Seehund . . Wal .. .. Triton . . Alk .. .. Echse Hydia Kormoran Krake . . Molk.. .. Phcinix Polyp Skorpion . . Boa .. .. Cobra Kigyo Python . . Viper Natter I-XII SUBMBESIBLKS — U 1 and 2 U 3 and 4 U 6 and 6 U7 Where Built. Fiume . . Yarrow Trieste Yarrow Trieste Fiume > Yarrow Yarrow Yarrow r Trieste and l I, Fiume / Fola . . . , Kiel, Germania Fiume.. Finme. : ::} 1905 (■1906 1906 1906 1907 (l907 fl908) 11909/ 1906-7 1896 1896 1909 1910 1908 1909 Dimensions. Feet. 265-9 ) 179-9 147-6 160 141-8 106 Feet. 25-6 14-9 17-6 12-6 21-0 Feet. 8-0 7-6 8-8 Tons. 800 130 152 200 /216 \240 /235 1295 f235 (268 6,000 3,000 2,000 2,000 2,300 2,600 720 \ 200 / 600 \ 320 / 500 1 230 / sg 26-6 26-6 26 12-2-7-3 12-9 11-4-10 f 1 12-pr. \ I 7 3-pr. / 4 3-pr. 2 3-pr. 2 3-pr. 2 3-pr. 2 3-pr. Tons. About twenty torpedo-lioats (83 tuns), built 1890-9 the Fleet Law, an 2, are of duatttrul value. 1 will be put in band in 19 Submarines \j 8-U 13 are provided 12 or 1913. foi- by FOREIGN TORPEDO-BOATS. Brazil. 253 Name or Number. Where Built. Dkstroters — Para Amazouas Plahuy . . . . Matto G rosso . . Parahyba . . Kio Grande do N. Alagoas . . . . Santa Catbarina Parana Sergipe . . FiKST Class — Pedro Ivo. . Silvado . . Qoyaz . . . . Gonzales I Yarrow JKlbing Yarrow Thomycroft ■s •s 1 Dimensions. a" Q S3 11 li it a 1 a 1 } 1 1 1 •3 6 i 1 t P i Feet. Feet. Feet. Tons. Knots. Tons. 1908 T.OU 27-25 ^ 1908 6,898 27-17 1908 6,563 27-21 1908 7,403 27-16 1909 1909 !240 23-6 10 2 550^ 6,700 7,778 27-29 [ 27-27 2 4-ln., 4 3 prs. 2 140 1909 7,403 27-25 1909 6,982 27-30 1910 8,877 28-74 1909 8,554 27-60; 1892-3 162 17-2 7-9 2 130 2,200 28 2-1 prs. 3 24 30 1907 152-5 15-3 3 1 26-5 2-3 prs. 2 1908 152-5 16-3 3 26-5 2-3 prs. 2 Five additional destroyers and three large submarines are proposed. Three submersibles are building at Muggiano (F.I.A.T.), Laureuti type. Chile. Dimensions. >, Name or Number. Where Built. Launched, i a 1 Draught. Number of Screws. 1 .1 Q Indicated Horse-Powe s| ac& 'is Armament. o 1 i p. i I 6 Dbstboters — Feet. Feet. Feet. Tons. Knots. Tons. SIX AVbite.. .. Bldg. 320 32-6 11-1 3 1500 27,000 31 6-4-in. 2 M. 3 507 Capitan Orella Laird .. ., 1896 210 21-6 5-4 2 300 6,000 30-17 1-12 pr. Q.F. 2 65 90 Capitan Mnnoz V Gamero. ... / Laird .. .. 1896 210 21-6 5-4 2 1 300 6,000 30-42 1-12 pr. Q.F. 5-6 pr. 2 65 90 Tenlente Serrano . . Laird .. .. 1896 210 21-6 5.4 2 300 6,000 30-35 1-12 pr. Q.F. 2 65 90 Gnardla-Marina 5-6 pr. Riquelme .. .. Laird .. .. 1896 210 21-6 5-4 2 300 6,000 30-09 1-12 pr. Q.F. 2 65 90 Capitan Merinoj 5-6 pr. Tarpa > Laird . . . . 1901 210 21-6 5-4 2 350 6,000 30 Do. 2 65 90 Capitan O'Brien . . ) First Class — Injeniero Hyatt, Ciru- jano Videla, In- jeniero ilutilla. Guardla-Mar ina Contreras, Capitan Yarrow / 18961 11898/ 152-6 15-3 7-9 1 140 2,200 27-5-27-2 3-3 pr. Q.F. 3 28 40 '1' bom p son, and Teniente Uo 1898) 1883 1888 1884 1893 1888 1893 1887 1880 1891 1887 1881 Feet. 125 164'3 lll'S 137-9 114 140 137-9 140 131 94-8 119 131 110 Feet. 14-3 15-4 12-6 14 12-6 14-2 14 14-2 14-8 10-9 13 14-8 12 Feet. 7-9 6 7 6-6 7 7 7 6-8 3-9 4-9 6-8 Tons. Destroyers (230 tons, 27 knots), built and building, as follows i—Flyvesfisken (Schichan); Soriddereu (Yarrow), 27-2 knots; Soulven, Spaekhuggeren (Copenhagen dockyard); Tumleren, Vindhunden (Burmeister and Wain). Electric submersible Dikkeren, delivered by F.I.AT. Co., Muggiano, 1909.— Length, luft. 3 in. ; bram, lift. ; 103-130 tons, 12-7J knots. Submersibles Havmanden and Havfruen, of the Holhind type, are being built by the Whitehead companj', one at Fiume, the other at Copenhagen dockyard. France. Name or Number. Destroters — ArbalSte . . . . Arc Arquebuse . . . . Ballste . . . . Belier Bombarde . . . . Bouclier Bontefeu . . . . Branlebas . . Carabine . . . . Carabinl3r . . Carquois . . Casque . . . . Catapulte . . . . Cavalier . . . . Chasseur . . Cimeterre . . Claymore . . Cognee . . . . Coutelas . . . . Dague Dard Dnrandal . . Epee Epieu Escopette . . . . Ktendard . . . . Fanion Fanfare Fantasein . . . . Fauconnean Faulx Flamberge . . Flenret . . . . Foiirche Francisque.. Fronde . . . . Gabion . . . . Glaive Hache Hallebarde Harpon . . . . Hussard . . . . Janissaire . . Javeline . . Lasnquenct Mameluck . . . . Massne . . . . Mortler . . , . Where Biiilt. Normand . . Chalon Normand . . Rouen Nantes Havre (F.&C Normand . . Bordeaux . . Normand . . Rochefort . . Rouen . . . . Rocliefort . . Havre(F.&C, Havre(F.&C Normand . . Normand . . Bordeaux . . Normand . . Toulon Rochefort . . Bordeaux . . Rouen Normand . . Havre (F.&C. Normand . , Rochefort . . Bordeaux . . Bordeaux . . Normand . . Havre (F.&C. Normand . . Nantes Rochefort . . Rochefort . . Nantes Rochefort . . Bordeaux . . Rouen Rochefort . . Toulon Normand . . Bordeaux . . Lorient Rouen . , Nantes Bordeaux . . Nantes Toulon Rochefort . . 1903 1903 1902 1903 1903 1903 1910 1909 1907 1902 1908 1907 1909 1903 1910 1909 1909 1906 1907 1907 1910 1903 1899 1900 1903 1900 1908 1908 1907 1909 1904 1911 1901 1907 1909 1904 1903 1907 1908 1968 1899 1903 1909 1910 1903 1909 1909 1908 1906 Dimensions. ^ Feet, 183 183 183 183 183 183 233 233 193 183 210 190 233 183 210 210 246 190 190 190 246 183 180 190 183 183 210 210 193 210 210 233 183 190 •233 183 183 210 190 190 180 183 210 210 183 210 210 190 190 Feet, 20-11 20-11 20-11 20-11 20-11 20-11 24-9 24-9 ■^1-3 20-11 21-9 19-6 24-9 20-11 21-8 21-9 26 2011 20-11 ■JO-11 26 2011 20-8 20-8 20-11 20-8 21-9 21-9 21-3 21-8 21-9 24-9 20 8 20- 11 24-9 20-11 20-11 21-9 20-11 20-11 20-8 20-11 21-9 I 21-8 20-11 218 21-8 I 2011 20-11 Feet. 10-3 10-3 10-3 10-3 10-3 10-3 9-7 9-7 10-3 10-3 10-3 10-3 9-7 10-3 10-3 10.3 9-7 10-3 10-3 10-3 9-7 10-3 10-3 10-3 10-3 10-3 10-3 10-3 10-3 10-3 10-3 9'7 10-3 10-3 9.7 lC-3 10-3 10-3 10-3 10-3 10-3 10-3 10-3 10-3 10 3 10-3 10-3 10-3 10-3 Tons. 300 300 300 300 300 300 715 715 320 305 430 335 715 300 469 454 730 335 335 335 730 310 300 335 300 300 430 430 320 469 430 715 300 335 715 305 300 430 335 335 305 300 430 469 300 469 469 335 335 6,000 6,000 6,000 6,000 6,000 6,000 15,000 13,000 5,000 6,300 7,200 7,200 13,000 6,000 8,600 7,200 13,.')00 6,000 6,000 6,000 13,000 6,500 5,000 5,700 6,000 5,700 6,000 6,000 6.000 8,600 6,000 13,000 6,700 6,000 13,000 6,300 6,000 6,000 6,000 6,000 5,300 6,000 7,200 8,600 7,000 8,600 8,600 6,000 6,300 S 9- Knots, 28 28 28 29-4 28 30-5 31 31 28 28 28 30 31 28 31-2 28 31 30-3 28 31 29-4 28 26 28 26 28 23 28 30-5 28 31 26 28 31 28 28 28 28 28 27-2 28 28 28-6 29-3 28 28 28 28 ^ 1 a a 8! a •< o f- l-9pr. 6-3prs. 2 62 l-9pr. 6-3pr8. 2 62 l-9pr. 6-3prs. 2 62 l-9pr. 6-3prs. 2 62 l-9pr. 6-3prs. 2 62 l-9pr. 6-3pi8. 2 62 2-3-9iQ.4-9pr 4 62 2-3-9in 4-9pr 4 62 l-9prs.6-3prs 2 62 l-9pr. 6-3pr8. 2 62 6-9 prs. 3 62 19-pr.4 3-pr8. 2 62 2-3 9in.4-9pr. 4 62 l-9pr. 6-3prs. 2 62 6-9 prs. 3 62 6-9 prs. 3 62 2-3-9in.4-9pr. 4 62 l-9pr. 6-3pr8. 2 62 l-9pr. 6-3prs. 2 6^ l-9pr. 6-3pr8. 2 62 2-3-9in.4-9pr. 4 62 l-9pr. 6-3pr8. 2 62 l-9pr. 6-3pr8. 2 62 l-9pr. 6-3prs. 2 62 l-9pr. 6-3prs. 2 62 l-9pr. 6-3prs. 2 62 l-9pr. 6-3pr8. 3 l-9pr. 6-3pr8. 3 l-9pr. 6-3pr8. 2 62 6-9 prs. 3 62 l-9pr. 6-3prs. 3 2-3-9in.4-9pr. 4 62 l-9pr. 6-3pr8. 2 62 l-9pr. 6-3prs. 2 62 2-3-9in.4-9pr. 4 62 l-9pr. 6-3pr8. 2 63 l-9pr. 6-3pr8. 2 62 l-9pr. 6-3prs. a l-9pr. 6-3pr8. 2 62 l-9pr. 6-3pr8. 2 62 l-9pr. 6-3pr8. 2 62 l-9pr. 6-3pr3. 2 62 6-9 prs. 3 62 6-9 prs. 3 62 l-9pr. 6-3pr8. •^ 62 6-9 prs. a 62 6-9 prs. 3 62 l-9pr. 6-3prs. 2 62 1- 9pr. 6-3prs. 2 62 Tons. 75 75 75 75 75 76 160 160 84 75 120 37 160 75 150 120 160 75 75 75 160 75 84 75 76 75 84 150 160 75 75 160 75 65 75 75 84 75 120 150 75 150 150 75 75 N.B.— " F. k C." " Forges et Chantiers." " Normand" means that the boat has been built at that firm's yard at Havre. FOREIGN TORPEDO-BOATS. 265 France — continued. Name or Number. I>ESTROTKRS — COIlt. Mousquet Mousqueton ObuFier Oriflamme Pertnisane Plerrier Pique Plstolet PoigTiard Rapiere Sabre Sabretacbe , Sagaie Sape , Sarbacane Spahi Stvlet Takou • , Tirailleur Tromblon Trident Voltigeur Vatagan Borv, Gamier, Riviere, Melil, Dchorter (S) . . . - liisson, I'cnaudin, Protet, Magon, Conim. Lucas Manwini (6) Henry, Herbert (2) . . . , SBA-CrOlHG- Aquilon . . Archer Audacieux . . Averne Boree . . . . Bouixasque Chevalier . . Cyclone Daupbin . . Dragon Fllbufltler .. Forban Grenadier . Grondeur . . Kabyle Laucier Mangini Mistral Orage . , . . Rafale.. .. Sarrasin Simoom Slroco . . . . Tourmente Tramontane Trombe Typhon First Class — 201-4 (3 boats) .. 206-211 (5 boaU).. 212-215 (4 boats).. 216-226(11 boats).. 227 -235 (8 boats) . . 236-255 (20 boaU) 266-267 (2 boats). . 258-261 (4 boats).. 262(1 boat).. 264-265 (2 boats).. 266-276 f 11 boats) 277-294(18 boats) 295-317 (23 boats) 318-367 (50 boats) 368-369 (2 boats). . AVhere Built. Nantes Chfilon Rochefort . Nantes Rochefort . Rochefort . Havre (F.&C.) Nantes Rochefort . . Rochefort . . Rochefort . . Nantes Havie(F.&C.) Rouen Rochefort . . Havre . . . . Rochefort . . Elbing Bordeaux . . Rochefort . . Rochefort . . Nantes Nantes Normand, 1 &c ] Toulon, etc. Rochefort . . Normand . . Normand .. Nantes Havre(F.&C.) Bordeaux . . Normand . . Normand . . Normand . . Havre(F.&C.) Normand . . Normand . . | Normand . . i Normand . . Havre (F.&C.)! La Seyne . . i Normand . . Nantes Normand . . La Seyne . . Normand . . Bourdeaux.. Havre (F.&C.) Normand St. Denis Bordeaux Nantes Havre (F.&C.) Normand Bordeaux Normand Toulon, etc.j Bordeaux,etc. Hordeaux.etc. Bordeaux, etc. Bordeaux . . Creusot Bordeaux . . liordeaux.etc. Bordeaux, etc. Normand, etc. Havre, etc. Toulon 1902 1903 1907 1908 1900 1906 1900 1903 1909 1901 1904 1908 1902 1907 1903 1908 1915 1898 1908 1905 1907 19(9 1900 1911 Bldg. 1911 1895 1893 1900 1894 1900 1901 1893 1898 1894 1892 1894 1895 1892 1892 1891 1893 1896 1901 1891 1901 1893 1901 1901 1891 1910 1900 1901 1897-S 1897-8 1899 1899- 1902 1901 1902 1900 1902 1902 1902 1902 1904 1905) 1905-7}. 1906 Dimensions. Feet. 183-9 183-9 190-3 210-6 183-9 190-3 190-3 1H3-9 190-3 183-9 183-9 210-6 183-9 210-6 183-9 210-6 190-3 193-7 206-9 190-3 190-3 210-6 190-3 213 243 214-6 137-8 138 144-2 141 147-7 147-7 144-3 144-2 141 138 143 144-2 138 147-5 144-3 138 147-6 147-7 144-3 147-7 139 144-2 147-7 141 147-7 144-2 144-2 121-4 121-4 121-4 121-6 121-4 121-4 1-24-8 124-S 124-8 l'24-8 124-8 124-8 124-8 Feet, 20-H 2011 20- 11 21-9 20-8 20-11 20-8 20-11 20-11 20-8 20-11 21-9 20-11 21-9 20-11 21-9 20-11 21-0 21-8 21-0 19-6 21-9 20-8 24-9 24-9 21-6 14-6 14-7 15-2 16-4 16-7 16-7 15-7 15-2 16-4 14-7 16-4 15-2 14-7 14-6 14-7 14-7 14-8 16-8 14-7 16-7 14-7 15-2 16-8 16-4 16-7 15-2 15-2 13-4 13-6 13-6 13-6 13-2 13-2 13-2 13-2 13-2 13-2 13-2 14-0 14-0 10-3 10-3 10-3 10-3 10.3 10.3 10.3 10.3 10.3 10-3 10-3 10-3 10-3 10-3 10-3 10-3 10-3 100 7-8 7-9 6-5 lO-O 9-3 8-0 8-0 6-8 10-0 9-3 8-2 9-3 10 8-2 5 7-7 8-2 7-9 8-8 7-7 8-0 7-7 10-0 8-8 9-3 8-0 10-0 100 Tons, 300 300 335 430 300 335 335 300 335 300 305 430 300 430 305 430 335 280 410 335 335 430 335 750 450 127 131 152 133 160 160 134 152 137 129 132 135 129 130 128 128 129 182 128 160 131 152 182 132 160 152 152 » 6,300 6,000 6,300 6,000 5,700 6,300 5,700 6,000 6,000 5,700 6,300 6,000 6,000 6,000 6,300 7,200 6,300 6,000 7,200 6,300 7,200 7,200 5,700 18,000 18,000 8,600 2,000 1,250 4,200 1,500 4,400 4,400 2,700 4,200 1,500 1,400 1,500 3,200 1,400 1,550 1,100 1,400 2,100 4,200 1,100 4,400 1,100 4,200 4,200 1,500 4,400 4,200 4, 200 1,700 1,500 1,800 1,500 1,500 1,500 2,000 2,000 2,000 2,000 2,000 2,000 3,000 11 Knots. 30-2 28 28 28 26 28 26 28 28 26 28 28 30-1 28 28 28 25 28 25 30 28 26 26-17 21 30 24-4 30 31-41 27-2 30 25-22 25 23-5 31-2 25-25 24 21-6 25-79 27-6 30 21-7 31-4: 20-5 30 30 24-6 30 30 30 25-9 23-5 27 23' 23-6 •23-5 260 26-0 26-0 26-0 26-0 26-0 26 l-9pr. 6-3prs. l-9pr. 6-3pr8. l-9pr. 6-3pr8. l-9pr. 6-3pr8. l-9pr. 6-3pr8. l-9pr. 63-pr8. l-9pr. 6-3pr8. l-9pr. 6-3pr8. 1.9pr. 6 3pr8. l-9pr. 6-3prs. l-9pr. 6-3pr8. 6-9 prs. l-9pr. 6-3pr8. l-9pr. 6-3pr8. l-9pr 6-3pr8. 6-9 prs. l-9pr. 6-3pr8. 6-3 pr. Q.F. 6-9 pr. 6-3 pr. Q.F. l-9pr. 6-3pr3. 6-9 prs. l-9pr. 6-3pr8. (2 3-9-ln., ^ I 4 9 pre. J f2 3-9-in., 1 I 4 9 prs. J 6 9 prs. 2-3 prs. 2-3 prs. 2-3 prs. 2-3 prs. 2-3 prs. 2-3 prs. 2-1 prs. 2-3 prs. 2-3 prs. 2-3 prs. 2-3 prs. 2-1 prs. 2-3 prs. 2-3 prs. 3-3 prs. 2-3 prs. 2-3 prs. 2-3 prs. 3-3 prs. 2-3 prs. 3-3 prs. 2-3 prs. 2-3 prs. 2-3 prs. 2-3 prs. 2-3 prs. 2-3 prs. 2-1 prs. 2-1 'prs. 2-1 prs. 2-1 prs. 2-1 prs. 2-1 prs. 2-1 prs. 2-1 prs. 2-1 prs. 2-1 prs. 2-1 prs. 2-1 prs. 2-1 prs. 62 62 62 62 62 62 62 62 75 120 75 67 1-20 67 62 i 37 62 120 62 33 23 , 10 23 10 23 10 • Cmptared ft-om the Chinese at Taku, 1900. 256 THE NAVAL ANNUAL. Prance — continued. ■s .a a Dimensions. a 1 .2 Q f4 a 3-S is. i 1 1 ft 1 ^ Name or Number. Where Built. 5 a Feet. 1 tao i 1 5 "3 0 0 Feet. Feet. Tons. Knots. Tons. SUBMAKIKB— Aigrette Toulon 1904 117-6 12-9 8-3 172 200 10-5 20 Algerlen Cherbourg . 1901 118 9-2 146 250 8 13 9 Alose Toulon 1903 77 7-6 8-0 68 60 8 5 Anguille Toulon 1903 77 7-6 8-0 68 60 8 5 Bonite Toulon 1903 77 7-6 80 68 60 8 5 Calypso Toulon 1907 154-3 344 '7 Castor Rochefort . 1903 77 7-6 8-0 68 60 8 5 Cigogne Toulon 1904 117-6 12-9 8-3 172 200 10-5 20 Circe Toulon 1907 154-3 344 '7 Dorade Toulon 1903 77 7-6 8-0 68 60 8 5 Bmeraude Cherbourg . 19U6 146 12-9 12-0 390 600 12 6 16 Espadon Cherbourg . 1901 111-6 12-4 5-4 106-200 250 8-12 2 10 fisturgeon Toulon 1903 77 7-6 8-0 68 60 8 5 Follet Rochefort . 1901 135-8 9 5 9-5 185 , , 8-12i 9 Frangais Cherbourg . 1901 118 9-9 146 250 8-13 9 Gnome Rochefort • 1901 135-8 9-5 9 '5 185 . , 8-12i 9 Groudin Toulon 1903 77 7-6 8-0 68 60 8 5 Kerrigan Rochefort . 1901 135-8 9-5 9-5 185 8-12i 9 Loutre Rochefort . 1903 77 7-6 8-0 68 60 8 6 Ludion Cherbourg . 1902 77 7-6 8-0 68 60 8 5 Lynx Cherbourg . 1902 77 7-6 8-0 68 60 8 6 Meduse Rochefort . 1903 77 7-6 8-0 68 60 8 6 Naiade Cherbourg . 1902 77 7-6 8-0 68 60 8 6 Opale Cherbourg . 1906 146 12-9 12-0 390 600 12 6 Otarie Rochefort . 1903 77 7-6 8-0 68 60 8 5 Onrsin Rochefort . 1903 77 7-6 8-0 68 60 8 6 Perle Cherbourg . 1903 77 7-6 8-0 68 60 8 5 Phoque Rochefort . 1904 77 7-6 8-0 68 60 8 6 Protee Cherbourg . 1902 77 7-6 8-0 68 60 8 5 Kubis Cherbourg . 1907 154-3 12-9 12-0 390 600 12 6 16 Saphir Toulon 1908 146 12-9 12-0 390 600 12 fi Silure Cherbourg . 1901 111-6 12-4 5-4 ICl 6-200 250 8-12 2 10 Sirene Cherbourg . 1901 111-6 12-4 5-4 106-200 250 8-12 2 10 Souffleur Toulon 1903 77 7-6 8-0 68 60 8 5 Thon Toulon . i 1903 77 7-6 8-0 1 68 60 8 , , 5 Topaze Cherbourg . 190S 146 12-9 12-0 390 600 12 6 Triton Cherbourg. 1901 111-6 12-4 5-4 106-200 250 8-12 2 10 Truite Toulon 1903 77 7-6 8-0 68 60 8 , , e Turquoise Toulon 1908 146 12-9 12-0 2 390 600 12 6 Dauphin Cherbourg . 1904 122-8 10-2 7-6 2 168 220 101 Argonaute • • ^ • • • • Toulon 1905 160-6 13-9 9.0 1 301 330 11 4 20 Pluviose, Ventose, Nivfise, Germinal, 1907 to. 1912 Floreal, Prairial, MesBidor, Thermidor, Cherbourg . J 1 il60 1 16-4 13-6 2 398 700 7*-12i 7 24 .. Fructidor.Vendemiaire Brumaire, Frimaire Papin, Fresnel, 1 Berthelot i Rochefoit . . \ 1908 1909 }l60 16-4 13-6 2 398 700 7i-12i 7 24 Monge, Ampere, 1 Gay-Jjussac / Toulon . . { 1908 & 1909 jl60 16-4 13-6 2 398 700 7i-12i 7 24 Foncault, Euler, \ Franklin, Watt, Cagnot, Giffard, Faraday, ^'olta, 1 Cherbourg . . i 1909 & Bldg. }l60 Newton, Jloiitgolfier ) Rochefort . . > 16-4 13-6 2 398 700 7i-12i 7 24 , , Bernouilli, Joule, Toulon . . ) Coulomb, Arago, Curie, Le Verrier, (16, Prog. 1905-6) ) Amiral Bourgeois \ ( Bldg. 184-6 26-3 , . 2 655-735 1,560 10-15 7 26 Archimide 1 Cherbourg < 1909 211-9 30-2 2 577-810 1,700 10-15 7 27 Mariotte I 1911 212-6 , , 2 530-625 1,440 10-15 6 25 Charles Brun ) ( 1910 144-6 13-6 2 355-450 10-15 7 20 Clorinde ) Cornelie J Rochefort . . Bldg. 174 16-9 10-9 2 394 1,300 15-8 7 20 Gnstave Zede . . . . ) Nerelde ( Cherbourg . . 1911 239 6 19-8 14-4 2 780-1000 10-20 Submereibles Q 94 and 95 (Cherbourg), Q 96-99 (Toulon), Q 100 and 101 (Cherbourg), Q102 (Rochefort), provided for — Estimates, 1912. FOREIGN TORPEDO-BOATS. 257 Germany. Where buUt. •d 1 J Dimensions. o . IE II 1 i si a? ^5 a 1 1 a >. S Name or Number. i a 2 a 1 1 DKSTBOTF.RS — D 3, D 4 (2 boats) cubing 1888 Feet. 184 Keet. 21-8 Feet. 9-6 , 2 Tons. 300 2,000 Knots., 20 1 4 6-pr. 2 l-pr. revs. } 3 48 Tons. 90 D 6, D 6 (2 boats) Elblng 1888-9 190-3 23 9-6 2 320 3,000 22* { ^S:revs.}3^« 90 D 7, D 8 (2 boats) D9 i) 10 Taku (ex Hai Ying) S 90-101 (12 boats) Elbing Elbing Chiswick . . Elbing Elbing 1890 1894 1898 1898 1900 190-3 197-0 211-9 183-7 200 23 243 196 21-0 23 9-9 9-9 81 8-9 2 2 2 2 2 380 380 310 280 350 3,500 4,500 5,800 6,000 6,000 22* 26 28-5 30 27-5 6Q.F. 6Q.F. 5 3-pr. 6 3-pr8. 3 3-pr. 3 3 3 2 3 62 80 67 S 102-107 (6 boats) G 108-113(6 boats) Elbing KieI(Germaiiia) 1900-1 200 1901-2 200 23 22 8-9 8-9 2 2 350 350 6,000 6,000 27-5 29-2 3 3-pr. 3 3-pr. 3 3 49 100 S 114-119 (6 boats) 8 120-125 (6 boats) Elbins Elbing 1902-3 200 1904 200 23 23 8-9 2 8-9 2 350 350 6,000 6,000 29-2 29-2 3 3-pr. 3 3-pr. 3 49 3 49 100 100 S 126-131 (6 boats) G 132-136 (5 boats) G 137 Elbing Kiel Gennania) Kiel(Gcnnania3 1904-5 205 1906 207-4 1907 226-4 23 23 25-4 ..2 8-9 2 9-8 3 420 6,000 420 6,500 570 10-, 000 30 28 32 3 6-pr. 4 6-pr. 114-pr.33pr. 3 3 3 66 72 100 170 S 138-149 (12 boats) Elbing.. .. 1906-7 331 26-7 8-9 2 530 10,000 30 123-pr.34-pr.i 3 72 170 V 160-161 (12 boats) Stettln(Vulcan) 1907-8 269 25-7 100 2 670 10,500 30 2 23-pr. 2 M. 3 83 175 V 162-164 (3 boats) S 165-168 (4 boats) G 169-173 (5 boaU) Stettlu( Vulcan) Kiel(Germania) 19U8-9 . . 1908-9, .. 616 616 15,000 15,000 30 30 2 23-pr. 2 M. 2 23-pr. 2 M. 3 .. 3 '.'. 160 160 G 174-175 (2 boats) S 176-179 (4 boats) V 180-185 (6 boats) Kiel(Gennania) Elbing Stettin( Vulcan) 1 1909 \ and 233 1 I'.tlO 25-9 7-6 640 ,16,000 32-5 2 23-pr. 2 M. 4 83 180 G 186-191 (G boats) V 192-197 (.6 boats) Kiel(Germania) Stetun(Vulcan) 1910 1911 233 233 25-9 25-9 7-6 7-6 610 16,000 640 16,000 32-5 32-6 2 23-pr. 2M. 2 23-pr. 2 M. 4 i 83 4 1 83 180 180 V 1-V 6 (6 boats) G T-G 12 (6 boats) StettinCVuIcan) 1911 Iviel(Germania) 1912 ] [ 1 32* 324 ;; FissT Class — T 43— T 47 (6 boats) Elbing .. 1892 ! 150 15-6 6-7 85-88 1,600 20-22* 2 l-pr. revs. 2 .. 17 T 49— T 57 (9 boats) Elbing .. 1893 , 154 -3 16-4 2 { III) MOO 3 S S'^— S 87 (30 boats) G 88— G 89 (2 boats) Elbing .. 1894-8 158-2 Kiel(Germania) 1898 154-3 16-9 16-5 90 2 140 2,300 160 2,500 26 26 2 l-pr. revs. 2 macb. 3 3 22 32 1 Note.— The German destroyers (from S 90 ilownwanl) are given above in groups showing successive yearly programmes, the last series l>eing that of 1911. Tbe Estimate) of 1912 provide for the building of two divisions of destroyers (12 boats). Asubmarine boat (U 1), 180 tons, 128 ft. long, 8 ft. 10 in. beam, submerged displacement 240 tons, speed 12 and 9 knots, launched at the Germauia Yard, August 30, 1905 ; U 2 to U 16 built at G'-rmania Yard and Danzig ; others building. The V destroyers have A. E.G. turbines ; S boats, Schicbau ; and most of the G boats Parsons turbines (G 173, Zoelly). Greece. Dimensions. Name or Number. Where Built. Destboteks — Naulcratonssa . . | ThyelU K. Sphendoni .. .. p*"^"" • Loncbi j Nike.. j Aspls I Stettin Doxa f(Vulk«n) Velos ) SunHAItlNF. — D._-lphln (ChalonHur Feet. I Feet. 1900 220 20-6 } 1911 \ 164 s ^1 a .3 i "S. "S E 7-2 2 360 7-2 2 360 /300-1 1460 / 1 1 is. Sen a at 30 a S. i * Knots. ,Ton». .32-1 1 g[." i 2 12,4 6-pr. 2 I 68 80 32-63 I 2 12, 4 6 pr. a 68 .•■^ome additional ilestroyers an- projected. 258 THE NAVAL ANNUAL. Italy. Name or Number. Seatri (Odero) ' 1898 Destbotkrs — Fulmine .. .. liEmpo . . . . Freccia . . . . Dardo . . . . Strale . . ■ . Euro Ostro Nembo . . . . Turbine . . . . Aquilone . . . . Borea Meteoro . . . . Tuono Zefflro .... Espero J^ ((Pattison)/ Bersagliere ArtigUere . . . . Granatiere Lanciere . . . , Alpino . . . . Corazziere Pontlere . . Carabinierl Fncilierl . . Garabaldiuo . . Where Built. Impavido Impetuoso Indomito . Insidioso . Iiitrepido . Irriquieto. 6 others . Ardito Ardeute . Audace . Animoso . f F;iblng l(Schichau) f Naples I (Pattison) r Naples ■> Genoa (Ansaldo, '> Armstrong) ) r PaUison ' (Naples") 6 Ansa'do (Genoa) 3 Orlando (Leghorn) 3 Orlando (Legliorn) 18991 1901/ 190n 1902J fl906 I190t }1909 1910 Bldg. Bldg. Dimensions. Feet. 200 FiBST Class— Aquila, Sparviero . .)' ,,,,,, Nibbio. Avvoltolo . . / *''*''°8 Nibbio, Avvoltolo Pelllcano . . . . Condore . . . . Slrio, Saglttario Spica, Scorplone Serpente, Saffo Alcione, Ardea Albatros, Aiorone A store, Arpla . . Orione, Orsa . . Olympia, Orfeo Gabbiano . . . . I Sestri (Odero)' Sestri(Ansaldo) ■ Elbing Pegaso . . . . Perseo Procione . . . . Pallade . . . . Cigno . . . . Casslopea Calliope . . . . Clio Centauro . . Canopo . . . . Calipso . . . . Climene . . 1 P.N.-12 P.N. 13 0.S.-24 O.S. 26 A.S.-32 A.S. Odero . . / Genoa ^ \ (Ansaldo) ] Spezia . . . . ( Naples ■> I (Pattison) f ( Naples ■> ( (Pattison) j r Naples 1 \ (Pattison) J Pattison Odero . . Ansaldo Second Class — No. 117 .. .. Ncs. 136-8, 140-2 1 I. 1 (6 boats)), i"*'y NOS. 147, 149-162 Y ,. ,„ (5 boat/.)): ""'y 1905-6 1906 6 1905-6 /1905 11906 /1905 11906 1907 1905 1905 1906^ 1907 1906 1907 1907 1909 1909 Fldg. 1895 1893-94 ]67'4 164-3 Feet. 20-4 19 16-8 131-2 16-4 131-2 16-4 Feet. 6-4 7-6 14-8 6-9 Tons 298 gft< l"S ^^ 4,800 6,000 6,000 6,000 6,000 147 136 2,200 2,700 2,600 f2,900; l3,250j 3,000 86 1,000 86 1,000 85 1,000 Knots. 28 1 12-pr. 3 6-pr. Q.F. 30 (^^2-p'-Q-^-' I 5 6-pr. 1 12-pr. Q.F. 6 6-pr. 112 pr. Q.F. 6 6-pr. 4 12-pdr. 1 4-7 in. 4 12-pr. (14-7 in. ) 4 12 pr. 2 3-pr.Q.F.. 1 l-pr. Q.F., 1 l-pr. rev. 2 3-pr. 2 3-pr. 2 3-pr. f26-4| 126-6/ 3 3 pr. 2 1 pr. Q.F. 2 )-pr. Q.F. 2 l-pr. Q.F. FOREIGN TORPEDO-BOATS. 259 Italy — continued. Where Built. Launched. Dimensions. H ^5 1 t u n a-g Armament. 1 3 i a 1 1 ^ Name or Number. a 3 a to 1 i i Feet. Feet. Feet. Tons. Knots. Tons. Sdbmarikk— Delfino Spezia . . . . 1894 78-6 10-1 ., I Ill 160 10-12 2 12 Glanco, Squalo, 11906) 1230 ' Narvalo, Otaria, >Venlce, &c. n907j. 120 14-3 ,. ., 15 ,, 2 ., Tricheco . . . . |l909) Foca,:Mednsa, Velclla, 1 Argo, Falea . . / Fantina, Salpa Muggiano . . j < Spezia \ \ (Cantieii) (Bldg.l 139-6 14-2 • • .. 1297 / 750 fl0'15> \ 8-3 j .. 2 FisaHa, Zoei .. . . Leghorn ..•' Nautilus, Nereide . . Venice Bldg. G. PuUino, Q.\ Ferraris . . . . / Spezia Bldg. 400 .. 18-14 Atropo , Kiel^Germania) 1912 .. •• 330 •• 13 Ten destroyers (5l0 tons) and thirty torpedo-boats are in tlie programme of 1911. water-tube Iwilers. The new Italian destroyers have Thornycroft Japan. Dimensions Name or Number. Where Built. Dkstrotkks— Murakumo .. .. Thornycroft Sblnonome . . . . 'I'homycroft Ytlglri Thornycroft Shiranci Thornycroft Kagerou Thornycroft Usugnmo . . . . Thornycroft Shirakumo . . . . Thornycroft Asashlo Thornycroft Ikadsnchi . . . . Yarrow Akebono Yarrow Sazanami Yarrow Oboro Yarrow Nijl Yarrow Kasumi Yarrow Asagirl Yokosuka . . Mnrasame .. .. Yokosuka .. Yamahlko . . Port Arthur FumizukI Port Arthur .Satsuki St. Petersburg HatBushlma . . Yokosuka . . Yayol Yokosuka . . Klsaragi Yokueuka . . Hiblkl Yokosuka .. Wakaba Yokosuka . . HatsuyukI Yokosuka . . Kamikaze Yokosuka.. Ariake Yokosuka . . Fnbaki Yokosnka . . Arare Yokosuka . . Yunagi Malzuru Olte .Malzuru AsakaM Kobe . . Hamkaae Kobe . . Sblgure Kobe . . Hatsuharu . . Kobe . . Yugnrl .Saaelx) . . Tadachl Sasebo.. Mikadzoki .. .. Sasebo.. .. Nowake Sasebo.. Uschio Kure . . . . Nenobl Kure . . ShiratBuyu . . . . Nagasaki . . Shiiayoki Nagasaki . . S ^ s S % * il o. K 5 I 5§ Feet. Feet. Feet. , Toufl Knots. 1898\ 18981 1899 210-0 18991 1900J 18981 1899}. 220-0 1899) I 1899 I 220-3 1899 I 220-3 1902 220-3 20-6 9-6 }u 19021 1902/ 19031 1903> 1902) 1905 \ 1905 1905 1906 1905 1906 1905 1905 1905 1905 1906 1905 1905 1906 1906 1906 1905 1906 1906 1906 1906 1905 1906 1906 j 220-3 '.^0-6 9-6 12-pr.,1 5 6-pr8. / (I 12-pr.,l 16 6-pr8./ fl 12-pr.,l I 6 6-prs. / / 1 12-pr.,i I 6 6-prs. / a 12-pr.,l 16 6 -prs. / rl 12-pr..) I 5 6-pr8. i l 12-pr.,i 6 e-prs. / f 1 12-pr., I I 6 3-prB. / 6 12-pr. .2 ' ^- £• ^ a I & i s Tons. s 2 260 THE NAVAL ANNUAL. Japan — continued. Name or Number. Where Built. Dimensions. n g as, SCO •3 «> n S w Destroyers— Matsukase Sbirot&ye . . Asatsuyu . . Ilayal^ase KikntsukI Minatsuki Nagatsuki Utsuki . . Isonami . . Uranami . . Ajanami . . Kaifu Umikaze . . Yamakase Saknra Tashibana First Class- Hayabusa. , Nagasaki Manadzuru Chidori Sbirataka. . Aoataka . . Hato . . . . Hibari Karl .. .. Kiji .. .. Tsubame . . Hashitaka Kamone . . Otori . , . . Sagl .. ., Uznri Fukuxlu . . Second Class — 2 boats . . . . 1 0 boats . . 16 boats . . . . 1 boat (No. 24) 2 boats . . . . Submarines — e boat3 2 boats 2 boats 5 boats Osaka . Osaka . . Uraga . . Uraga . . Uraga . . Uraga . . Yokosuka Yokosnka Yokosuka Maizuru Nagasaki Kure . . Kure . . Normand Normand Normand Normand Elbing Kure ., Kure . . Kure . . Kure . . Kure .. Kure .. Kawasaki Kure .. Kawasaki Kure . . Kure . . Kiel .. Kobe .. Yarrow Elbing Normand Normand [U.S.A. Fore River, Japan . . Vickers Kawasaki . . 1906' 1906 1907 1906 Bldg. Bldg. 1907 1907 1909 1909 1909, 1909 1910 19U Bldg. Bldg. 1898) 18991 1899[ 1900) 1899 1903 1903 1903 1903 1903 220-3 , 20-6 Tons. 2 374 1200 700 Knots. 147-7 16-0 1903 1902 1904 1904 1902 1902 1896 1901 1900 1891-9 1891 1898 1904-5 1906 1908 1911 162-6 16-3 7-9 6,000 20,600 18,000 4,200 4,200 6 12-prB. /2 4 7-ln.,\ I 5 3-in. / /2 3 9 in Ui2. » ln.1 27 f 1 6-pr.. \ \ 2 3-prs. / / 1 6-pr., \ \ 2 3-prs. / 118 13-1 121-4 13-6 65 135 12 13-5 6-9 8-6 120 60-80 325 1,900 1,200 1,800 27 2 3-pr8 2 1-prs. 1 3-pr. Tons. FOREIGN TORPEDO-BOATS. 261 Netherlands. Name or Number. Pkstroyeks^ Wolf, Fret (1909) ..) Bnlhond, JaKluls \ (19in)\ FiBOT Class — Ardjoeno . . _ Batok Cycloop Dempo EmpoDg Foka Goentoer Habang , Idjen Krakatau Scylla Hydra Ophir Pangrango Rludjani Smeroe Tangka Wajang Minotaurus, Pj'tbon Zeeslaog Krokodll Draafc Sflnx Scylla Meijndert Jentjes . . Johan vau lirakel . . Van de I'.ijn . . Willem WiUemsze.. Roemer Vlacq Pieter Constant Jacob Cleydljk Jansscn 1904 154-3 16-S 7-9 1 144 2,000 25 2 3-prs. 3 24 40 ( & Fijenoo dj Do. 1906 154-3 16-5 7-9 144 2,000 26 2 S-prs. 3 24 40 All the Poplar destroyers have Yarrow water-tube boilers, and the later ones are fitted for the consumption of oil fuel. Four torpedo-boats of the Ophir cla~^8 improved, 180 tons, 2 IJprs., are to be built. Four dottrojers are in hand for the Indian ^larinc, first instalment voted 1911. Submarine boat, No. 1 (120 tons). Nos. 2 and 3, 132-150 tons, 11-8 knots, 2 tubes. Nos. 4 and 5 are being built by Messrs. Wliitt-head, Fiumc, 380 t«ns, 151 ft. 6 in. long, IG knots (surface"), 11 knots (submerged) speed. A boat is l)eing bHilt for the East Indies, 150 tons (submerged), 10,") ft. long, 10 ft. beam, 300 h.p. (Dicjcl), and 300 h.p. (electric), 16 knots (surface), 11 knots (submerged sp.ed), 2 tubes. Two submarines to be completed 191"2. 262 THE NAVAL ANNUAL. Norway. Name or Number. Where Built. Desthoters — Valkyrien Elbing Draug Christiania. . Troll Christiania.. First Class — Varg(8), IUket(9) Hval,I)elfln, Hai (3) boats) / Storm, Brand, Trods Laks, Slid, Sael, Skrei Kjeck, Hvas, Dristig) Kvlk.Djerv, Blink, V Glint, Hauk, Falkl Skarv, Teist, Loni Jo, Grib . . . . Ravn, Orn . . . , Submarine — Kobben Nos. 2, 3, 4 Christiania, Elbing Christiauia . Christiana . Christiana . Christiana . Christiana . Germnnia Kiel Germania Kiel 1908 Bldg. 1894 1896 1899 1900 1898 1903 1906-7 1903 Bldg. Feet. 190 111-6 128-0 128-0 128-0 134-5 119 Feet. 24-3 12-4 15-0 15-0 15-0 14-9 14-9 Feet. 9-3 6-9 6-3 Tons. 374 100 73 /205 1255 si 80- w 3,300 7,500 1,100 1,100 11,000 1,700 1,035 440 250 Knots. 23-2 24-5 23 25-0 22-5 2 12-pdr8.\ 4 l-pdrs. / 6 I2-pdr8. 21'4-in.Q.F. 21-4-in.Q.F. 2 1-4-in. 2 1-4-in. 2 3-pr. 2 1-4-in. Tons. 90 Trovision made for a destroyer, and a torpedo-boat. Skarv class, is in band. A submarine of the Kobben class is to be built. Portugal. Dimensions. fe . 1 1 >> Where Built. •a 1 "R . a ll Maximum Trial Speed Annament. a 1 1 Name or Number. 1 1 11 1 1 Feet. Feet. Feet. Tons. Knots. TOOB. Destroyer Lisbon Bldg. 240 23-6 5 boats (5-9) . . . . Elbing 1890-92 Mlneiro Lisbon 1893 ■■ 1 ■■ 1 ■' * • * * 12 Three torpedo-boats building in France. A submarine has been built at the F.I.A.T. San Giorgio Yard, Bluggiano. Eoumania. Name or Number. Where Built. First Class — Naluka j Havre.. Sborul Havre . . Smeul Havre , . Dimensions. j j 1 .d M & Q p' a ^A n a Feet. Feet. Feet. 1888 120-7 11-3 6-9 1888 120'7 11-3 6-9 1888 120-7 11-3 6-9 PCO ' Tons. 1 56 1 56 1 56 g"^ a1 Srg" Knots. 678 21 578 21 578 21 1 1-pr. rev. 1 1-pr. rev. 1 1-pr. rev. Tons. 12 13 12 8 100 ft. Torpedo Vedette Boats built by the Thames Iron Works. 4 built by Schichau, 1904, Vedea, Argosul, Trotosul, Teleorman, for the Danube. FOREIGN TORPEDO-BOATS. 2(J3 Russia . Dimensions. | *i 1 tj i J3 o II i ll i 0 H 1 "o ^ g- Name or Number. VVbere Built. a i i ■a 3 a § 5 .2 a g K^ g. a g a? g e- 1 1 hJ 33 o ia SB Sh < H o BALTIC SEA. Dk,sTKOTKB5^ Feet. Feet. Feet. Tons. Knots. Pons. KondrHteiiko.Okhot-j .. J - Silterekij-Strelok ..1^ HclMugloreJ 1905 250-3 27-0 8-9 2 625 7,300 25-26 ( 2 12-pdr8.1 I 6 6-pdr8. / 3 100 191 Amuretz, Gaidamak.wKiel ■> Ussurietz, Vsadiiik ./ I (Germanii)/ f 19051 I 1906/ 232-9 ■23-7 7-9 2 660 6,500 25-26 ( 2 12-prs. 1 I 6 6-pr8. / 3 98 180 Emir Bukbaraky.j ( 2 I2-pdr8.> I 6 6-pdrs. / liobrovoleti Kiuii.V Helsingfors 1905 238 27-0 8-6 2 580 6,500 25-26 3 98 134 Moskvityanin. . ..) Donskoi - Kasak, Kasanetz, Sabaika- letz, Steregushtshi, Strashny, Trukbnie- Kiga .. .. / 19041 I 1906/ 239-9 23-7 7-6 2 608 f6,200l :7,020/ 25-27 f 2 12-pilr8.\ I 4 6pdrs. / 2 90 / 60 1120 netz - J>tavroi)ol»ki, Ukraina, Voiskovoi Frytki Poplar.. .. 1895 190 18-6 7-0 2 240 4,400 29.7 1 12-pr,3 3-pr 2 Kevy.Uetlvy.Kyany, Kezviyl, Prosorlivy, Ridiiy, ro8luchuy, > I'rutchny, PoratflU- 1 Abo.Ishora & Nev8ky .. } 1898 196-9 18-4 U-5 2 240 3,800 27 1 12-pr,3 3-pr 2 55 53 cbtchl, I'odvilsuy . .1 Bravi, Vidoy, Bodry fNevsky andi I Ishora ..] 1900-2 196 9 18-4 11-5 2 350 6,000 27 1 12-pr,5 3-pr 3 62 80 Grozni, Grosiashtcbi St. Petersburg 1904 196-9 18-4 11-6 2 350 6,000 27 1 12-pr,5 3-pr 3 62 80 Tverdy, Totscbny,\ Trevoshny . . . . 1 Abo . . . . 1905 196-9 18-4 11-5 2 240 6,000 27 1 12-pr,B 3-pr 3 62 80 Iskoueny, Ispolni-l telni.Kriepky.Lepky] La Seyne . . 1905 185-9 21-0 7-5 2 324 6,600 26 { 1 12-pr,6 3-pr 2M }^ 60 f 30 UOO Lovkl, Letutsbi.i Lichol 1 Havre 1 (Normand) i 1905 185-8 21-0 7-5 2 324 6,6C0 27-5 ( 112-pr,53-pr 2m 1^ 60 /30 lioo Boievol, Bditelny,\ Bnrnl, Vnimatelni, Vnushitelnl, Vynos- fElbing > livny, Sergicff, Yura-( \ Schlcbau/ 1905-6 20^-9 ■23 0 2 365 6,500 28 3 95 sovsky, Svlereff, Dmitrieff Silnl, Storoshevol, Stroiny, Rasyasht- Bhy, Raatoropny, Burakoff, Dyelni, Roetolny, Dej-alelnl, fSt. Petersburg \ and Ochta f 19051 . 1907/ 185-9 21-0 7-5 2 335 66 6,600 26 [ 1 12-pr,6 3-pr 2 H }' 60 / 30 UOO Myftky.MoliKletbky, Mosbtebny.Malieieff, Anastoeoff . . . . ' KiRST Class — Aspen Ishora.. .. 1895 127'9 15-7 6-9 1 98 1,260 21 _, 2 17 Domeness . . . . (•utiloff . . 1895 127-3 15-7 6-9 1 98 1,250 21 2 17 Transund Ishora. . . . 1895 127-9 15-7 6-9 1 98 1,260 21 ^^ 2 17 2 boats St. Petersburg '.896 1-28 16 6-9 2 85 1,200 22 2 1-prs. 2 13 17 6 boats St. Petersburg 1897 138 14-7 9-9 2 120 ,, 26 ,, 2 26 8 boats Nevsky 1898 , , , , 118 BUCK SEA. Dk^tuotkks — Baranoff, Shestakoff, ) PuHtcbiu, SazareuuyJ Nicolaieff . . 1907-8 241-6 27-0 7-9 2 614 6,500 25 6 12-pdr9. 3 90 200 i^vidtii, Zavemi,] Zbarki, Zbntkl.l Zhivoi, Zhivulka,] NicolaleSf .. 1903-4 210 21-2 7 2 350 6,500 27 1 12-pr,5 3-pi 2 Zbivutsblehy ..J 1 StremitelinI, Strogi, | Sinetlivy, Svirepyj 1 Abo .. .. 1 1901 190-4 18-5 11'6 2 240 3,800 27 ll'2-pr,3 3-pr 2 60 Zadorni.Zorki.Zvoukl Nicolaieff .. 1903 210 21-2 1 2 350 6,500 27 1 12-pr,6 3-pi 2 Bespokolny . . . . Bystry, Dtrsky, Guievuy, Gromky Pospifscbny, Pron- Bitelrd, Pilky, Sisba- Nicolaieff .. Nevsky, Putiloff, &c. Uldg. •• -• 1,050 33 •• Btlivy j KiasT Class — A. B. C. (3 boats) . . ! Nicolaieff .. 1893 126 •' _^ 81 21 U. E. (2 boaU) . . Sebastopol . . 1893 128 ,. ^ , ,. 85 22 FAR EAST. ijF^Tl-.OYKltS — Begpoclitcbadiii, Bes-j tracbiii, Bubcbumni Elblng 1899 196-9 18-4 11-6 1 350 6,000 27 I 12-pr,5 3-pi 2 (3 boaU) ! Grozovol, N'lastni .. Havre(F.&C.) 1900-2 186-0 20-8 10-3 2 300 5,000 ■2H 1 r2-pr 5 3-pi 2 80 Holki NevKky 1 1900 1 196-9 lM-4 1 11-5 1 3.S0 H.OOO 28 1 i'2-pr.f.3-i>r Submarine Plotr Koschka (expcrimeiiul), Dollln (77 ft., 175 tons), (iraf Sheremctoff oimploted at St. IN tcrdbiirg ; Akuln, Alligator, iJrakon, Kalnmii, Knikr^lll, lllnogi (400 tons, Laki' typej ; alBo Kcfal, Akula, Makrel, Byt' knots an- building at the I'utlloff and Baltic Yards, St. Petersburg Subiimilfs Knhlialoi, Morsli, lilt, Narval, Nerpa, Tluleiiy, aic built or building for the Black S.-a ; and 9 destroyerH, 4r.(i toas, arc in hand. 264 THE NAVAL ANNUAL. Spain. Name or Number. Where Built. Destrotees— Terror Clydebank . Audaz Osado Clydebank . Proserpina . . . . Rustamente . . . . Cartagena . Villamil Cartagena Requeecens . . . . Cartagena First Class — 24 boats Cartagena . Azof Poplar. . , Halcon Poplar . . ( 2 12-pr. 2 l6-pr.21-pr., f 2 14-pr. 2 (6-pr.21-pr., 5 6-pr. 3 3-pr. 4 3-pr. 4 3-pr. Tons. 67 ' 100 Azor and Halcon rc-bollered by Yarrow (water-tube). * Turbines and Normand type boilers. Sweden. TOKPEDO-BOATS. Dimensions. m >, Where •D 0 . |i i _ <» as- ^5 a 0 H § 1 Name or Number. Built. a a 5 to a a OS 1 =2" a t S' ^ m « Q W H 0 '-' Destroyers— Feet. Feet. Feet. Tons. Knots. (1 12-pr. 1 \5 6-pr8. j Tonp. Mode Yarrow 1902 220-3 20-6 8-9 2 400 6,800 32-4 2 65 95 Magne Thornycroft 1905 Wale Malnio 1906' Ragnar Sigurd JIalmo Gothenburg 1909, 1?09) 216-9 20-8 8-2 2 430 7,200 30-0 12 12-pr3. \ U 6-prs. / 2 63 90 Vidar Malmo 1909 Hugin Gothenburg 1909 Munin JIalmo 1910 First Class — Komet Elbing 1896 128 15-9 6-11 92 1,0B6 23-0 2 1-9-in. Q.F. 2 16 Blixt Carlskrona. . 1898 128 15-9 6'11 92 1,260 23-6 2 1-9-in. Q.F. 2 18 Meteor Carlskrona. . 1899 128 15-9 6-11 92 1,330 23-8 2 1-9-in. Q.F. 2 18 Stjema Carlskrona. . 1899 128 15-9 6-11 92 1,250 23-4 2 1-9-in. Q.F. 2 18 Orkan Carlskrona. . 1900 128 15-9 6-11 92 1,250 23-5 2 1-5-in. Q.F. 2 18 Vind Carlskrona.. 1900 128 16-9 611 92 1,250 23-5 2 l-5-in. Q.F. 2 18 Bris Carlskrona.. 1900 128 15-9 6-11 92 1,250 23-5 2 1-5-in. Q.F. 2 18 Virgo Carlskrona. . 1902 128 15-9 6-11 92 1,250 23-5 2 1-5-in. Q F. 2 18 Mira Carlskrona.. 1902 128 15-9 6-11 92 1,250 23-5 2 1-6-in. Q.F. 2 18 Orion ] Sirius \ Carlskrona. . 1903 128 15-9 6-11 92 1,250 23-5 2 1-5-ln. Q.F. 2 18 17 KapeUa Pleiad Normand . , 1905 125 15 6-6 96 1,900 26 2 1'5-in. Q.F. 2 18 2U Vega \ Vesta J Carlskrona. . Bldg. 125 17-5 8-6 105 1,900 25 fl 6-pr 1 Ul-4-in. / 2 18 20 Spica, Astrea, Iiis,^ ITietis J (■Bergsimdandi ( Gothenburg! Bldg. 125 17-5 8-6 105 1,900 25 a 6-pr. 1 U l-4-in. J 2 18 20 Altair ) Antares 1 Argo j Stockholm . . 1908 128 17-5 8-6 •• 110 2,000 25 2 6-pr8. 2 18 20 Arctnrus ) Perseus, Polaris . . Bergsund . . 1 1912 Regulus, Kigel A, B. C, D . . . . .Stockholm . . fCarlskrona&t 1, Gothenburg j [Bldg. 128 17-6 8 6 1 110 2,000 25 12 6-pr. 2 18 20 Second Class- No. 75 Stockholm . . 1892 100-5 11-6 6-3 49 460 18-9 1 mach. 2 14 9 No. 77 Carlskrona. 1891 100-5 11-6 6-3 49 460 18-9 1 mach. 2 14 9 No. 79 Stockholm . . 1902 104-0 12-6 6-1 49 1 ]-5-in. Q.F. 2 14 No. 81 .Stockholm . . 1902 104-0 12-5 6-1 49 1 1 -5 -in. Q.F. 2 14 No. 83 Stockholm . . 1903 104-0 12-5 6-1 49 1 1 6-in. Q.F. 2 14 No. 85 Stockholm .. 1903 1040 12-5 6-1 49 1 1 -b-iu. Q.F. 2 14 Third Class— NOB.141, 143, 146,147,1 149 (5 boats) ..J Stockholm . . / 18791 t 1890/ 550 10-7 4-1 2 21 80 10 .. 2 .. 1-5 Submersible." — Enroth Stockholm . . 1902 82-0 13-0 11-6 2 146 100 12-11 1 Hajen 1903 1908 65-0 139-6 11-6 14-2 6:9 120 185-235 200 750 10-7 15-7i '2 15 Hvalen Muggiano . . Three submersibles provided for, of which one (llvalenitype) have been built at Stockholm. FOREIGN TORPEDO-BOATS. 265 Turkey. Name or Number. AVTiere Rullt. Destroyees — BerkEfehan . . . . Kiel . . . . Tajjar Kiel . . . . Samsoun \ &• :: :: :: bordeaux .. Yar-Hissar . . . . ) Jadighiar-i-Millet . . j ;Muavenet-i-llillet,. . I f Klhing 1 Mahabct-i-Watan ..[ \ (Schichau)/ Nuhum-i-Hamijet . .) FiKST Class— Ac-Hisar Scstri Ponente Urffa, Antalia, To-j kat, Deradj, Kula-> Sestri Ponente bia, Mossnl . . . . ) A. b Sestri Ponente Edjder(No. 10) .. Kiel .. .. 6 boats, . . . . . . Kiel . . . . j 2 boats Kiel . . . . 1894 1894 1907-8 1906 1901 1890 1889-90 1892 Dimensions. Feet. 187 187 165-8 165-8 166 152-7 126*7 127 Feet. 21-6 21.6 18-6 18-6 18-6 18-9 15-4 as Feet. Tons. 270 270 1,200 12-3 2 j 610 14,000 4-5 4-5 4-0 7-4 8-6 .. 165 2,200 . . 165 2,200 2 145 2,400 2 150 2,200 1 85 1,300 a CO Knots. 25 25 6 1-pr. revs. 6 1-pr. revs, C 19-pr. 1 I 6 3-pr. J ; 3-4 in. 2 M. 2-1 pr. 5 3-pr8. Q.F. 2 1-pr. revs. ^ ^ o 7. Cu o. a ^ S 2 3 2 3 •• 2 2 2 21 Tons "■ome of t!io alx)ve vessels may have been destroyed iu the war. Ten destroyers are intended to be purchased or built. United States. Where Built. a p Dimensions. ' 1 laximum rial Speed. Armament. 1 p. ^ Name or Number. i a i ught. umber of Screws. Guns. 1 0 H .11 2 n 2 « 5 ''H Q 5 Pestrotkks — ft. in. ft. in. ft. iu. Tons. Knots. Tons. Smith . . . . Philadelphia 1909 289 0 26 0 8 0 3 700 10,362* 29-5 f. > 89 286 Lamson . . . . Philadelphia 1909 289 0 26 0 8 0 3 700 10,000* 29-5 89 286 Preston . . . . Camden, N.J. 1909 289 0 26 0 8 0 3 700 10,000* 28 89 270 Flusser . . . . Hath, Me. . . 1909 289 0 26 0 8 0 3 7U0 11,842* 30-41 «.| 89 296 Reid . . . . Bath, Me. . . 19U9 289 0 26 0 8 0 3 700 12,734* 31-82f.l i-9 295 Paulding . . . . Bath, Me. . . 1910 289 0 26 If 8 4 3 742 12,000* 29-50 1 89 210 I irayton . . Bath, Me. . . 1910 289 0 26 U 8 4 3 742 12,000* 29-50 89 210 Roe » Terry . . . . / Newport 1909 289 0 26 li 8 4 3 742 12,000* 29-50 ; 89 210 News, Va. 1909 289 0 26 If 8 4 3 742 12,000* 29-50 89 210 I'erkins . . . . Quincy, Mass. 1910 2H9 0 26 li 8 4 2 742 12,000t 29-50 ' 5 3-in., 2 M. • •S 89 216 .'Jterrett . . . . Quincy, Mass.! 1910 289 0 26 H 8 4 2 742 12,000t 29 -.'•lO 2 89 216 McCall . . . . Camden, N.J. 1910 289 0 26 li 8 4 3 742 12,000* 3:i0 CO 89 210 Burrows . . Camden, N.J. 1910 289 0 26 1^ 8 4 3 742 12,000* 29-50 89 210 Warringti lU Philadelphia 1910 289 0 26 1 + 8 4 2 742 12,0001 I'i.OOOj 30 89 210 Mayrant . . Phllaflelphia 1910 289 0 26 H\ 8 4 2 742 •29 -.lO 89 210 Monagban Nfwfiort News 1911 289 0 26 li 8 4 3 900 12,000* 30 89 210 'J'rippe Bath, Mo. .. 1911 289 0 26 U 8 4 3 900 12,000* 29-50 89 210 Walke . . . . Quincy, Mass. 1911 289 0 26 11 8 4 2 900 12,00U| 29-50 89 216 Ammen . . . . Camden, N..J. 1911 289 0 26 H 8 4 3 900 12,000* 29-50 89 210 Patterson . . . . Ihiladelpliia 1 1910 289 0 26 H\ 8 4 3 900 12,000* .-ill ij 89 210 liainbrldge PlUladeiptila 1901 245 0 23 7 6 6 2 420 8.000 '28-45 l2 M-pr.,5 6-pr.} 2 64 139 Biirry . . . . Phihulelplda ' 1902 245 0 23 7 1 6 6 Z 420 8,000 28 13 2 14-pr., 5 6-pr.. 2 64 139 Chauncey . . I'hiladeiphia 19U1 245 0 23 7 6 6 2 4-20 8,000 28-64 2 14-l)r., 5 ti-pr. 2 64 139 Dale Richmond . . 1900 245 0 23 7 6 6 2 4-20 8,000 28 2 14-pr., 6 6-pr. 2 64 139 Decatur . . . . Richmond . . 1900 245 0 23 7 6 6 2 420 8,000 28-10 2 M-pr., 5 6-pr. 2 64 139 Hopkins . . . . Wilmington 1902 244 0 24 6 6 0 2 408 8,456 29-02 2 14-pr., 6 6-pr. 2 64 160 Hull Wilmington | 1902 244 0 24 6 6 0 3 408 9,119 28-04 2 14-pr., 5 6-pr. 2 64 150 Lawrence. . . . Qnlncy, Ma.'W. 1900 242 3 22 3 6 2 2 40U 8,400 28-41 2 14-pr., 5 6-pr. 2 64 116 Macdonougb . . Quincy, Mass. 1901 242 3 22 3 6 2 2 400 8,400 28-03 2 14-pr., 5 6-pr. 2 64 lis Paul JoDcs San Francisco 1900 245 0 23 7 6 6 2 420 8,000 28-91 2 14-pr., 6 6-pr. 2 64 139 Perry . . . . San Francisco 1900 245 0 23 7 6 6 2 420 7,950 ■28 32 2 14-pr., 5 6-pr. 2 64 139 Preble . . . . .San Francisco 1901 245 0 23 7 6 6 2 r>o 7,370 28-03 2 n-pr., 5 6-pr. 2 64 139 Stewart . . . . Morris Heights 1902 245 0 23 7 6 6 2 4-JO 8,000 29-69 2 14-pr., 5 6-pr. 2 64 139 Truxtnn . . . . Baltimore . . 1901 248 0 23 3 6 0 2 433 8,300 29-68 2 14-pr., 5 6-pr. 2 64 232 Whipple .. .. Baltimoro , . ' 1901 248 0 23 3 6 0 2 433 8,300 28-24 2 14-pr., 5 6-pr. 2 64 332 Worden .. .. Baltimore .. 1 1901 348 0 23 3 : 6 0 2 433 8,300 29-86 2 14-pr.. 6 6-pr. 3 64 232 * Parsons turbines. f Curtis turbines. J Zoelly turbines. i Quns of destroyers of this class are Driggs Seml-Antomatic Quick-Firers. 266 THE NAVAL ANNUAL. United St9ites—contmued. Dimensions . ti Armament. a-t ■d o . c •o % a H o t 1 Name or Number. Where Built. •i 1 J3 a a J3 o Zi i "Si Q Guns. "o. a a 3 S Destroyers— coH- tinued. ft. in. ft. in. ft. iu. Tons. Knots. Beale ) I Fanniug . . . . a Heulcy .. .. Quincy, Mass. 1911 289 0 26 li 8 4 3 900 12,000* 29-50 5 3-iu.,2M. .1 s i89 210 Jarvis . . . . ^ Jewctt . . . . n Sea-Going — Bagley . . . . Bath .. .. 1900 157 0 17 0 4 7 2 167 4,200 29-15 3 3-pr. 3 29 Bailey . . . . Morris Heights 18<)9 205 0 19 0 6 0 2 235 5,600 30-20 4 6-pr. 2 20 Barney . . . . Bath .. .. 19C0 157 0 17 0 4 7 2 167 4,200 29-04 3 3-pr. 3 29 Biddle . . . . Bath . . . . 1900 157 0 17 0 4 7 2 167 4,200 28-57 3 3-pr. 3 29 Blakely .. .. Boston 1902 175 0 17 6 4 8 2 165 3,000 25-58 3 3-pr. 3 29 70 De Long . . . . Boston 1901 175 0 17 6 4 8 2 165 3,000 25-52 3 3-pr. 3 29 70 Dn Pont . . . . Bristol, R.I. 1897 175 0 17 8 4 8 2 165 28-58 4 l-pr. 3 32 76 Foote Baltimore .. 1896 160 0 16 I 5 0 2 142 2,000 24-63 3 l-pr. 3 24 44 Porter . . . . Bristol, R.I. 1896 175 0 17 8 4 8 2 165 28-63 4 l-pr. 3 32 76 Rodgera . . . . Baltimore . . 1896 160 0 16 1 5 0 2 142 2,295 24-49 3 l-pr. 3 24 44 Rowan . . . . Seattle, AVash. 1898 170 0 17 0 5 11 2 182 3,200 27-07 4 l-pr. 3 32 60 Shubrick . . . . Richmond . . 1899 175 0 17 6 4 8 2 165 3,375 26-07 3 3-pr. 3 29 70 Stockton . . . . Richmond . . 1899 175 0 17 6 4 8 2 165 3, -27 5 25-79 3 3-pr. 3 29 70 Tingey . . . . Baltimore . . 1902 175 0 17 6 4 8 8 165 3,000 24-94 3 3-pr. 3 29 70 WUkes . . . . Morris Heights 1901 175 0 17 6 4 8 2 165 3,495 25-99 3 3-pr. 3 29 70 AVinslow . . . . Baltimore .. 1897 160 0 16 1 5 0 2 142 2,000 24-82 3 l-pr 3 24 44 Cusliing . . . . Bristol, R.I. 1890 138 9 14 3 4 11 2 105 1,720 22-60 3 l-pr. 3 23 36 Dahlgren . . . . Bath .. .. 1899 U7 0 16 4 4 7 2 146 4,200 30 4 l-pr. 2 32 ' Davis . . . . Portland, Ore. 1898 146 0 15 4 5 4 2 132 1,750 23-41 3 l-pr. 3 Ericsson .. .. Dubuque, Iowa 1894 149 7 15 6 4 9 2 120 1,800 24 4 l-pr. 3 23 35 Farragut . . . . San Francisco 1898 213 6 20 8 6 0 2 273 5,878 30-13 4 6-pr. 2 76 Fox Portland, Ore. 1898 146 0 15 4 5 4 2 132 1,750 23- 13 3 l-pr. 3 GoldsborougU . . Portland, Ore . 1902 194 8 20 5 5 0 2 247-5 6,000 27-40 4 6-pr. 2 131 Morris . . . . Bristol, R.I. 1898 138 3 15 6 4 1 2 105 1,750 24 3 l-pr. 3 28 Somers . . . . Schlchau, Elbing .. 1898 149 33 17 5 2 145 1,900 17-5 •• Stringham Wilmington 1899 225 0 22 0 6 6 2 340 7,200 25-33 7 6-pr. 2 120 T. A. M. Craven Bath . . . . 1899 147 0 16 4 4 7 2 146 4,200 30 4 l-pr. 2 32 Thornton . . . . Richmond 1900 175 0 17 6 4 8 2 165 3,000 24-88 3 3-pr. 3 29 70 TaiKD Class— Gwin Bristol, R.I. 1897 99 6 12 6 3 3 1 46 850 20-88 1 l-pr. 2 8 Mackenzie Philadelphia 1898 99 3 12 9 4 3 1 65 850 20 1 l-pr. 2 15-3 McKee . . . . Philadelphia 1898 99 3 12 9 4 3 1 65 850 19-82 2 l-pr. 2 Talbot . . . . Bristol, R.l. 1897 99 6 12 6 3 3 1 46 850 21-15 1 l-pr. 2 '8-8 Submarine — Al Elizabethport 1902 63 4 11 9 1 120 160 7—8 .. .. A2 Elizabethport 1901 6.i 4 11 9 I 120 160 7—8 A3 San Francisco 1902 63 4 11 9 1 120 160 7—8 A4 Elizabethport 19U1 63 4 11 9 1 120 160 7—8 .. A5 San Francisco 1902 63 4 11 9 .. 1 1-20 160 7—8 A6 Elizabethport 1901 63 4 U 9 1 120 160 7—8 .. A7 Elizabethport 1901 63 4 11 9 1 120 160 7—8 •• Bl Qnincy, Mass. 1909 1 B2 Quincy, Mass. 1906 Wo 6 13 0 170 8^—10 B3 Quincy, Mass. 1909 1 Cl Quincy, Mass. 1906 106 0 273 02 ri909' 03 04 1909 1909 (239-1 1274] 500 2 05 Quincy, Mass. ( 1909 Dl D2 D3 1909; 1909 1, 1909! (278-^ l340i 4 El E2 Quincy, Mass. Fl ] F2 i^s F4 J San Francisco Seattle Bldg 160-0 13 0 525 9i— 14 .. 6 Gl G2 G3 G4 Newport News 1911 Philadelphia Hi, 2, St.. .. 1910 K5, U, 7, 8 Quincy, &c. . . Bldg.] .. 1 ■■ 1 500 22 •• Destroj'crs Alwiu, Balcli, Benham, <'assin, Cunimings, Downcs, lunicau, Parker, provideil fjr 1911 ; 1040 tons, 16,000 11.1'., 29! knots, the 4-in. guns. * Parsons turbines. 1 tub-surface destroyers. PLANS OF BEITISH AND FOREIGN SHIPS Scale for Plates. 100 feet to the inch c lO !o 30 to sc m '0 so so mo ipc ■ ^1 i,_li ^1 — li— Ijlllll t=! t= Platk 1. h '1 GREAT BRITAIN. BATTLESHIPS. Neptune. Colossus. 3 TO 4" 11"- \ — ^ i}|[jl!f|{l|i|j||[!| iL ,11" r^ IB ■_fr ^^ i''Miifiilliiiiilliiiiii!iu;ii,aiii;!iiiiiiiiiiiiiiiiiiili ^=51^ l; ^ Length, 510 ft. ; 10,9oa-20,000 tons ; Speed, 21-y-21-7S knots ; Completed, 1911 ; Armament, 10 — 12 in., 16 — 4 in. Sec page 183. Plate 2. GREAT BRITAIN. BATTLESHIPS. Dreadnought. Bellerophon. Temeraire. Superb. Collingwood. St. Vincent. Vanguard. Dreadnought. — fAiiutli, 490 ft. ; 17,900 tons ; Speed, 21-8 kuots ; Completed, 190G ; Aiinameut, 10—12 in., 24 — 12 pr. TemeTa'ire " t-I^-i^'H-t''. ^^0 ft. ; 18,000 tons ; Speed, 21-6-22 knots : Completed, 1909 ; Superb f Armament, 10—12 in., 16—4 in. St°"vinre°ru' • — ^-^"^'t''. ^00 ft. : 19.2;-.0 tons : Speed, 21o-i2-l knots ; Completed, IDIO ; Vanguard ( Arniunient, 10-12 in., 20-4 in. N. 13. —Tile masts are dlllirintl.v .inan'-'i-d in llie later sliii)S. See pa(je ISO. Plate 3. GREAT BRITAIN. BATTLESHIPS. Lord Nelson. Agamemnon. Leniitb, 410 ft. ; 16,500 tons ; Speed, 1S-T5-18-9 knots ; Coniplfted, lOOS ; Armameut, 4—12 in., 10—9-2 in., 24—12 pr., 5 small. See page 1S3. King Edward VII. Africa. Hibernia. Britannia. Hindustan. Commonwealth. New Zealand. Length, 42.1 ft. : 1(>,:J50 tons ; Speed, IS-.'')- 19-.^i knots; Completed, 1905-1906; Arni.-.Mient. 4 — 12 in., 4-9-2 in., 10—0 in., 14—1-2 pr., 17 .snniU. See page 1S2. Platio 4. GREAT BRITAIN. BATTLESHIPS. Triumph. Swiftsure. i4Pr 14-P'- Length, 43(> £l. ; 11,800 tons ; Speed, 19-6 knots : Completed, 1004 ; Armament, 4—10 in., 14—7-5 in., 14—14 pr., 2—12 pr., S .small. See page 185. Albemarle. Cornwallis. Lenj-'tli, 405 ft. : 14,000 ton.-* ; Spi-uil, 18C l'.):{ knots ; (■..inp'.etod, 1903-1004 ; Armament, 4—12 in., 12-0 in., 12-12 pr., .s small. See pa(je l.si. Plate 5. -a

;i.- Arniament, 4— f)-4 in., G -5-9 in., 20 small. Hcc jKiiic 196. Plvtk 17. AUSTRIA. ARMOURED CRUISERS. St. Georg. ^3^ ^ 6 0 F 7-f T 6 6 OF Length, 384 ft. ; 7185 tons : Speed, 22 kuots ; Completed, 1906 ; Armament, 2—9-4 in., 5—7-6 in., 4—6 in., 9—12 pr., 16 .small. See pacje 196. Kaiser Karl V!. Lengtii, 3G7 ft. : 61.'il tons ; Speed, 20-7 linuts ; Completed, 19110 ; ArmameTit, 2—9-4 in., 8 5-9 in., 22-small. Sec par/e 196. Plate 18. BRAZIL. BATTLESHIPS. Minas Geraes. Sao Paulo, 1 I [ Leiiuth, 500 ft. : 10,2S1 ton.s ; Speed, 21 knots ; Minas Geraes, Completed, 1909 ; Sao Paulo, Completed, 1910. Armament, 12—12 in., 22— 4-7 in., 8 small. Rio de .Tanciro, liuildinir, will have H— 12-in., 20— 6-in., 10 .small. See page 198. ri.ATK 10. CHILI. ARMOURED CRUISER. Esmeralda. 6'or 6"0F 6'QF e'QF ) 0- + 3QF ? ,^ t f ? t -?- 3 QF ^ 3 QF ' 3 QF Lenstli, 436 ft, ; 7020 tons ; Speed, •22-S knots ; Completed, 1S97 ; Armament, 2-8 in., 16—6 in., S— 12 pr., 6 small. See paye 200. Plate 20. DENMARK, COAST DEFENCE SHIPS. Herluf Trolle. Olfert Fischer. Peder Skram. Leiigtli, 1^71-274 ft. ; 3415-3.543 tons ; Speed, 16-16-5 knots ; Completed, lfOl-1910 ; Armament, 2 — 9-4 in., 4—5-9 in., 18 small. See paije 202. Platk 21. cy "^ CO o ^ Plate 22. 73 fM Platk 23. FRANCE. BATTLESHIPS. Condorcet. Danton. Diderot. Mirabeau. Vergniaud. Voltaire. 3 3 J ^ Length, 470 ft. ; 17,710 tons ; Speed, 19 knots ; C'ompleteil, l!)ll : Armament, 4— 12 in., 12— 9-4 in., 16— 12 pr., 10 small. See page 203. Democratie. Justice. Verlte. Leiifitli, 439 ft ; 14,035 tons ; Speed, 19-3 knots ; Compkted, 1907- lOOS : Armament, 4—12 in., 10—7-6 in., 28 small. See page 203. Plate 24. FRANCE. BATTLESHIPS. Patrie. Republique. Length, 439 ft. ; 14,635 tons ; Speed, 191 knots : foniiiktol, 1900 ; Aniiament, 4—12 in., 18- 6-4 in., 28 small. See pane 205. Suffren. Length, 412 ft. : 12,.V27 tons : S^cimI, IS knots ; (.'onipktecl, 11)03 : Annanient, 4—12 In., 10- OA in., s— 3-9 in., 22 sniull. See page 200. PL.VTK 25. FRANCE. BATTLESHIPS. Henri IV. Length, 354 ft. ; 8807 tons ; Speed, 17-2 knots ; Completed, 1903; Armament, 2 — 10-8 iu., 7—5-5 in., 14 small. See page 204. Charlemagne. St. Louis. Length, 385 ft. ; 11,108 tons ; Speed, 18 knots ; Completed, 180S-1900 ; Armament, 4—12 in., 10—5-5 in., 8—3-9 in., 34 small. See page 203. Platk 26. FRANCE. BATTLESHIPS. \ ~r— -t-V-J-Vr-^™- ^'^:==_ I ' }' m. TTI ^^r. Lensth, o82 ft, ; 11,954 tons ; Speed, 17-8 knots ; Completed, 1S90 ; Armament, 2—12 in., 2—10-8 in., S— 5-5 in., 30 small. Jaureguiberry. See ;>«;/(' 203. loa' Lent^lli, 3C4 ft. ; ll,0;i7 U.ns ; .Spied, \i knots : C.mpleled, ISOti Arniameiit, 2-12 in., 2—10-8 in., 8—5-5 in., 32 small. Si'e I'fi'ti' 2ii4. I'l.ATK 27. FRANCE. BATTLESHIPS. Bouvines. *Trehouart. -<3v: u- 4 Qf 4'eif :^ The "Tre'houart" has but one funnel Length, 294 ft. ; G071-G691 tons ; Speed, 15-7— 16 knots ; Completed, 1S04-1S06 ; Armament, 2 — 12 in., 8—4 in., 11 snuill. See paye 203. Platk 28. FRANCE. ARMOURED CRUISERS. Ernest Renan. ^ nge 2')4. Jules Ferry. Leon Gambetta. Victor Hugo. 5 ^^^— li U n J^ mr(\ IF? n mr- ,[J n'ij^il 4fp- gftii'i'iiiii^ilil' iiaiiilMIiilyiii'liy^^^ % =-^J^R^ Leiii^'tli, 4sO fl. : 12,351 tons ; .Speed, 22o-23 knots ; C'oiiii>leted. 1904-1900; Armament, 4—70 in., 10-6-4 in., 24 sniiill. See iiaije 205. Platk 21t. FRANCE. ARMOURED CRUISERS. Conde. Marseillaise. \ A JL.-±h!Lu_ ,,,..;iil:ii:iii:Mii!,lliliilillillilliiilil!!ll!l!l^ 6-5 g-5" ^ es" Lengtli, 453 ft. ; 9856 tons ; Speed, 21-21 !» kimts : l.'onipleted, 1903-19D4 ; Armament, 2—7-6 in., S— 0-4 in., 6—4 in., 20 small. See page 203. Duplelx. 3 3 0 F Length, 12(1 ft. ; 757S tons ; Speed, 21-21-7 knots : Completed, 1903 ; Armament, S— 64 in., 4—3-9 in., 14 small. See page 204. Plate 30. FRANCE. ARMOURED CRUISERS. Dupetit-Thouars. Gueydon. &!EiL^=±=^ 6 4"QF 6 4-"Q.F -B-#-a--^ ---O-Efe^ t/egr Length, 453 ft. : 0367 tons : Speed, 21-22-5 kn.its : Completed, 1902-1905 ; Armament, 2—7 0 in., 8—6-4 in., 4 -4 in., 22 small. See page 204. Jeanne d'Arc. 5 5'9 F 55'Q.F Leii-lh, 477 ft. : ll,ij!(2 lon.s ; !S|ac.l, 21-7 knot« ; ('..mpleti-d, 11)03 : Armament, 2— "-O in., H— 5-5 in., 2G small. See imge 205. Plate 31. d FRANCE. ARMOURED CRUISER. Pothuau. ^^^'"^ ^o^' 6'iQ.r. Len,!.;th, 370 ft. : 5.374 tons : .Speed, 19-2 knots ; Completed, lS9(i ; Annanient. 2— 7-6 in., 10— 5'5 in., 24 small. See page 205. Jurien de la Gravifere. 64 QF 6-4' QF Length, 440 ft. ; 5595 tons ; Speed, 22-9 knots : Completed, 1901 ; Armament, 8— 6'4 in., 12 small. See parje 20^. Plate o2. O ft -a GERMANY. BATTLESHIPS. Nassau. Rheinland. Westfalen. ^ 2 t5^^ ^=^u^^ Leugtli. 4:,5 ft. : 1S,2U0 tons ; Speed, 20 kiiut.s ; Completed, 1900-1'JlO ; Anuameiit, 1-2—11 in., 12—6 in., 16-3-4 in. See pMe 210. Deutschland. Hannover. Pommern. Schlesien. Schleswig-Holstein. Length, 398 ft. ; 13,040 tons : Speed, 18-5- 19-2 knots : Completed, 1900-i;09 ; Armament, 4—11 in., 14—6-7 iu., 22—3-4 in.,~8 small. See page 209. Plate 3-i. GERMANY. BATTLESHIPS Braunschweig. Elsass. Hessen. Lotliringen. Preussen. ^5H^ 6 7 QF 6 7 OF 34Q. 6 7 OF I I I 67 QF 6 7"0F 6 7 OF 6 7 OF Len-tli, 398 ft, ; 12,997 liii ? ; Speed, Izi-IS-T kimts ; Conipluted, 1904-1C06 Annanient, 4— il in., 14— 6' ,' in., 12 — 34 in., 20 sniull. Mecklenburg. ;Schwaben. Wet.'n. Wittelsbacli. Sec page 209. Zahringen. I I J.cnulli. 3;i4 ft. : 11.043 tons ; Soeed, 18—19 knots ; Coiiiplclfd, 1902-1903 ; Anuuiiieiit, 4- 94 i i"., 18-0 ill.. 12-3-4 in., 20 small. Sec pmii' 210 Tl, A llCiSo. GERMANY. BATTLESHIPS. Kaiser Friedrich III. Kaiser Karl der Grosse. Kaiser Wilhelm II. Kaiser Wilhelm der Grosse. 6'QF jth, 377 ft. ; 10,074 tons ; .Speed, IS kiiot.s ; t'oiupletea, 1S!»8-19J1 ; Aimanient, 4—9-4 in., lS-6 in., 12—3-4 in., 20 small. Note. — Superstructure is being cut down. Hec uagc 210. Plate 36. — ¥ 1 1 ^ t-t v: o Pr-ATK 37. ?-2 Plate 38. GERMANY. ARMOURED CRUISERS. Gneisenau. Scharnhorst. Length, 450 ft. ; 11,420 tons ; Speed, 22-5— 23-8 kiK.ts ; Ci.ni])letc(l, 1908 ; J Armament, 8—8-2 in., C— 0 in., 20—3-4 in., 14 small. See page 2(i9. Yorck. --^Qf-^ C" 6' I I,L-n;:tIi. 4IK! ft. -, O.-J.-.O tons ; Spiid, 21 1 knot...: Cniniiliti .1, l!Hir> : AiMianicnt, 4- .s-2 in., 10 6 in., 10— .'t-4 in., 14 small. Sec page 211. Plate 3'.i. GERMANY. ARMOURED CRUISERS. Prinz Adalbert. Friedrich Karl. 6'OF. i^"Q-> -^Cdr -€}^ -o -e - Q-m: T^ --^-^^ Length, 393 ft. ; SS5S tons : Speed, 20-2— 20-5 knots ; Completed, 1903-1E04 ; Armament, 4—8-2 in., 10— G in., 12—3-4 in., 18 small. See page 211. Prinz Heinrich. Leuutli. SiW ft. : 8759 tons ; Speed, 20 knots ; Comiileted, 1902 Annanient, 2—9-1 in., 10 -.'rO in., 10— 3-4 in., 14 small. See pafw 211. Plate 40. GREECE. ARMOURED CRUISER. Giorgios AverofF. Length, 430 ft. ; oa.'.fi tons ; Spfc-d, ?4 knut^ ; Completed, l!»ll. Armament, 4—9-2 in., S— 75 in., Hi— 3 in. See page 21G. rL.XTF. II. ITALY. Length, 557 ft. ; 24,000 tons ; Speed, 22 knots ; BuiUlina Armament, 13—12 in., 20—4-7 in., 14 — 12 pr. Dante Alighieri. See page 217 Length, 505 ft. : 1S.300 tons; Speed, 23 knots ; BuikUn? Armament, 12—12 in.. 20-4-7 in., IG— Sin. See jage 217. Plate 42. Napoli Vitlorio Emanuele. Len-th, 435 ft. ; 12,42o tons ; Speed, 22 knots ; Completed, 1907—1909 ; Armament, 2—12 in., 12—8 in., 12—3 in., 12 small. See page 218. Benedetto Brin. Regina Margherita. 6 a(je 217 Pl.\tk 4"). < a. CO m < H -3 H o _ o = Plate 46. JAPAN. BATTLESHIPS. Kawachi. Seltsu. •1 1 6 6 6 1 — m Lengtli, 4S0 ft. ; -iO^SOO tons ; Speed, 20-5 knots ; Building Armament, 12—12 in. ; 10—6 in. ; 12—4-7 in. See pofje 222 .8 ¥ Ak!. 7?-,v IT 7 I r*- 12 G 6 lOy o-o-o 4 Length, ■1S2 ft. ; 19,b00 tons ; Sj ced, 20-.'> knots ; Comideted 1011 ; Armament, 4—12 in., 12—10 in., 8—6 in., 8—12 iir., 4 small. See jHtijf 221. Platk 47 JAPAN. BATTLESHIPS. Satsuma. S, PI: Leiistli, 482 ft. ; 19,350 tous ; Speed, 20-5 knots'; Conipleted,'1909:: Ariiianient, 4— 12 in., 12—10 in., 12—4-7 in. ,^4—12 pr., 4 small. Kashima. See'page 223. Lenytli, 420-42.') ft. ; 15,950-16,400 tons ; Speed, 19-5 knots ; Completed, 1906 ; Ainianient, 4—12 in., 4—10 in., 12—6 in., 12—12 pr., 11 small. See page 222. Plate 48. JAPAN. BATTLESHIPS. Iwanii (t'.c Orel . rsn P^P Length, 308 ft. : lo.r.Ui t<>ns ; Speed, 18 knots ; Completed, 1004 ; Annanient, 4—12 iu., G— 8 in., 20—3 in., 26 .small. See page 222. 60F 'f^r 6Qf\ e' 6Qf. U-nyth, 4'JU fl. ; l.-.,200 tons ; Speed, 18 5 knots ; Completed, 1!I02 ; Arfiianient, 4 12 in., 4—10 in., 10—0 in., 20—12 pr., 2 ) small. NiiTK.— 4— 10 In. ^'nns have lieen siilistltnted for 4- (i in. on njipir dei- See J aje 222. Pl.\tk 10. e 2 JAPAN. BATTLESHIPS. Sagami Inle Peresviet. Suo late Pobieda. 6 Of 3 OF 6QF 3' OF 3 0 P- '6' OF 3' 0 F 3'0 F Note.: In the "pobieda" the Belt Esien::s the Full Length of the Ship . LeniiUi, JOl ft. ; 12,674 tons ; Speed, iS knots ; Completed, 19;il .Armiiuient, 4—12 in., 10—6 in., 16—12 pv., 27 small. See page 223. Hizen late Retvizan. ^Of\ SQF 2 0F lA'nutli, :J74 ft. ; 12,700 tons ; Speed, IS knots ; Completed, 1902 ; Aimament, 4—12 in., 12-G in., 20-12 pr., 0 small. See page 221. Tlatk 50. JXPAN. BATTLESHIPS. Asahi. Shikisli'ma. ■^6' ^ |'POi"t'^ cn 6^:tyi^— ar\6' JWl' , „, !'.°°l £i rvmxrrr*wi 6"Qr 6'Qr e"Qf e'gr g-gf ,2 pi- I {'"Qr ,2P'^ 1 . \,i2Pr 6'Qr T~\^ -^^^^3{- The Asahi " has but two funnels. Liii-th, 4M0 ft. : H,S50 -15,S0J tons ; Speed, 18— IS -3 knots ; Completed, 1S99-19C0 ; Aimanient, 4-12 in., 14—6 in., 20—12 pr., 12 small. Hce pane 221. Tango hile Poltava. 5 9'OF. 5 9'OF I-.-n-th, o07 It. ; 10,im;o {,,\t~ ; >yrvA, li; knot- ; ( miiplrti'd, 180S ; .\iiiiaiMi-Mt, 4 I'J in., 12 j'.) in., 14 small. See page 223. Pl.\tk T)!. JAPAN. ARMOURED CRUISERS. 'buki. Kurama. IT ,0" -f»-f mpli-tcd, 1907 Armament, 4-10 in., 8—8 in., '20—4-7 in., VZ small. .Sfee pane r:!l Pl,ATK (il. RUSSIA. ARMOURED CRUISERS. Gromoboi. Length, 473 ft. ; 12,336 tons ; Speed, 20 knots ; Completed, 1900 ; Armament, 4—8 in., 16—6 in., 20—3 iu., 20 small. See page 230. JZL i_M m_i lllilll!ilililiJ!l!l!!lliill!glililliii^ i^^ ■TV- \6'0f 6"QF \6 0F \6QF \6QF j'of j'cj for Length, 480 ft. ; 12,130 tons ; Speed, 2U knots ;,C(>nii)leted, 1898 ; Armament, 4—8 in., 16-6 in., 12—3 in.," 20sni;ill. See page 231. Plate 62. KUSSIA. CRUISERS. 6 or Length, 420 ft. ; y'JU5 tons ; Speed, 23-S kuots ; Completed, I'JUl ; ■AMuaiueiit, 12— (1 iu., 12 — 3 in., 12 small. ice 2Mye 232. Bogatyr. Oleg. 6 'or t>C/-t 6 0 F.I G — e - - H34- -^; '^ — ^ — ^ — ^f — t^ O'' I 3'OF I JO/^ l.eii^ttli, 417-440 ft. ; 064.>« ft. ; 14,04S tons ; Speed, 19— 10-4 knots ; Conii)lett'(l, 1905-1006 ; Aniiauieiit, 4—12 in., S— S in., 12— C in., 12—3 in., .30 small. See pane 239. j^ I f^y I f^-> I '\^ Length, 388 (t. ; 12,300—12,440 tons : Speed, 17-8— 181 knots ; Coniplettd, 1902-1904 ; Armament, 4—12 in., 16— (i in., 6—3 in., 18 small. See jiaije 24ii. Platk 73. Alabama. UNITED STATES. BATTLESHIPS. Illinois. + f f f- Leugth, 368 ft. ; 11,56.5—11,653 tons ; Speed, 17—17-45 knots ; Completed, 1903-1901.; Armament, 4 — 13 in., 14 — 6 in., 24 small See page 239. Montana. ARMOURED CRUISERS. North Carolina. Tennessee. Washington. nmwm ■! .i: jiiiii! iiimiiii||n;!:ii'iii C Q.F. G Q.F. 3 Q.F. 3 Q.F. 3 Q.F. 6 Q.F. 6 Q.F. Length. 502 ft. ; 14,500 tons ; Speed, 22— 22-8 knots ; Completed, 190G-1908 ; Armament, 4—10 in., 16—6 in., 22—3 in., 22 small. See page 240. Plate 74. UNITED STATES. ARMOURED CRUISERS. California. Colorado. Maryland. Pennsylvania. South Dakota. West Virginia. n ' T! I -TirpT m nr I'i?;^ 'T'd/'''ttam'^" :,,nii;iMiiii;iiii;iiiiiii^i:^;>r^iii:i'iii!iriiii;i!iiii'im^^ Length, 502 ft. : 13,680 tons ; Speed, 22— 22-4 knots ; Completed, 1905-1907 ; .\niianient, 4—8 in., 14—0 in., 18—3 in., 30 small. See pvije 239. Charleston. St. Louis. I.ent'tli, 424 ft. ; '.)70i) tons ; .Sjieed, 22—22-3 knots ; Coni|>liti'il, 1900 ; Aiinanient, 14—6 in., 18—3 in., 30 small. See page 239. Pi. ATI-. 7"). k PART III. AEMOUK AND OEDNANCE, 269 PAET III. AEMOUR AND ORDNANCE. Ix making a survey of armour and ordnance matters for the past year, there is apparent, at first glance, what may be descril^ed as a period of marking time ; but this is not to say that there has been no advance, for such a state of tilings it is impossible to contemplate. The progress made, however, has been mainly in the development General and improvement of existing war material, and effectively the P'-'og^'ess- onward movement has not exhibited itself to any considerable extent, either in the increased resistance or changed disposition of armoured protection, in the greater calibre or improved power of the weapons, or in variations in the design and type of completed vessels. There have been none of the revolutionary changes which at different periods in the past have surprised and disturbed those who are interested in the production or use of naval war appliances. Nor are there now any clear indications of novel or sensational movements in the immediate future. In guns of about 13*5-in. calibre, all the Powers seem to have found the heaviest weapon for the principal armament of big battleships and cruisers, but the tendency is still to increase rather than to reduce weight. Similarly, a gun of about 6-in. calibre is now generally regarded as the most useful weapon for the battery which was primarily installed for protection against torpedo attack, but also may at certain ranges be used in fleet action. Improvements in armour ha.ve not given this means of protection any unexpected advantage in its contest with the gun. Recent practice points to a further spreading of armoured protection rather than to any material increase in its tldckness. The fact that the advocates for a reduction of weight in this direction are again making their voices heard is a point to be noted. But although modification rather than innovation is the prevailing characteristic of the advance made both in attack and defence, the increased range of the torpedo — for which equality with the gun is now claimed — the larger sea-keeping powers and elfectiveness of the submarine, as well as the rapid strides towards efficiency made with the aeroplane, all betoken uncertainty in tlie time to come, and these causes of unrest 270 THE NAVAL ANNUAL. Research work. Shooting of the Fleet. must prepare naval men, manufacturers ami constructors alike for approaching developments and impendiuff changes of importance. At no time in tlie history of modern armaments has so much research work been undertaken than has been the case recently, and it may also be said that at no time has the development been of so great importance and influence alike in the power, rapidity of firing, and reliability of guns of all calibres. The firms engaged in the production of the material for naval war are continuously prosecuting experiment, and if all information were available, the story they could disclose would form a most instructive chapter in connection with modern artillery for naval, coast defence, and field work. And as it is with the gun so it is with the projectile, the torpedo, and other accessories and adjuncts of naval warfare. Unfortunately the bonds of secrecy increase apparently almost in direct ratio with the value of the information which could be disclosed. The British Government and the foreign Powers for which these firms are doinc: important work compel them to conform to binding conditions to secure secrecy, and in the interests of patriotism the public must rest satisfied with the assurance that the Admiralty is securing the best that ingenuity and experience and unrestricted expenditure on experiment can give. There is, however, a tangible proof of superiority in the circumstance that many Powers are adopting the specialities and inventions of British firms, and to this extent also the industry and enterprise of the great companies which manufacture war material must be of economic advantage to the nation. In his Statement Explanatory of the Navy Estimates for the current year, the First Lord refers to the satisfactory rate at which the manufacture of guns is proceeding, to the good progress made in other directions in regard to ordnance material, and to the constant and earnest attention which the development of the torpedo and the methods of controlling fire are receiving. The high standard of shooting in the Fleet has been maintained, and the reports of battle practice and gunlayers' trials which have been issued show that the advance of late years continues, and on very similar lines. There has been a further approximation of battle practice conditions to the probabilities of action, conjoined with quite remarkable progress in the matter of scientific record, analysis, and examination of results. This, it must be acknowledged, is the best method of arriving at weak points in the gunnery system, obtaining an explanation of them, and thus reaching the absolutely correct remedies. It is essential to get a clear idea of the character of the fault, if it is to be put right, and this is exactly where the recent methods of trial and record are bound to be productive of GUNNERY ADMINISTRATION. 271 advantageous result. Nor should it pass without notice here that much progress has been made in the direction of battle practice with torpedoes since this exercise was introihiced a few years ago. It is now developing into a thorough test of the organisation and use of the torpedo in action. At the present moment, when attention is directed to the A Tactical institution of a reorganised and reconstituted War Staff, and the ' ^ ' object and purpose of the changes recently made are so widely discussed, it seems to be a favourable opportunity for suggesting that it is illogical to supply a Strategical Staff without its natural complement in the naval service, a Tactical Staff also. Strategy may be studied at the War College, but tactics must be taught at sea, and therefore every officer who is entrusted with a command afloat might be encouraged to report fully on all methods and experiments in tactical movements which take place under his eye or commend themselves to his notice. A Tactical Staff" at the Admiralty or at the War College might receive these reports, and after collating, comparing, and criticising them, the results could be summarised, and submitted afresh to the Service at sea for further consideration and trial. As it is the weapons that influence tactics, or should do so, the Inspector of Target Practice, as the officer most closely in touch with the competence of the Fleet in gunnery, its methods and management, should be brought into the counsels of the authorities at the Admiralty and War College to advise on these reports, and suggest further tests and experiments based upon them. The members of the Tactical Staff engaged in this work should include, and perhaps be mainly chosen from, officers who have specialised in gunnery, torpedo, and submarine work. Again, as tactics are influenced by the weapon so design should be influenced by tactics, and thus it follows that the studies and deductions of the Tactical Staff should be discussed by the head of the War College and the Inspector of Target Practice, with the Chief of the Staff, in order to make sure that the foundation of all proposed changes in the design of new ships should rest on sea experience, and be examined in the light of the most recent developments in tactics, these in their turn depending upon the progress made by the Fleet in the use and application of the weapons supplied to it. The introduction of the Inspector of Target I'ractice as an official The adviser of the War Staff", whicli must occur in practice, even if it be JfT^rget not nominally tlie case, may remind readers of the Naval Annual of Practice, some remarks pertinent to this matter which appeared in last year's issue. It was then pointed out that, under the guidance of Sir Arthur Wilson, the tendency, already manifest in the time of Lord 272 THE NAVAL ANNUAL. Fisher, to divide gunnery administration into two branches — making the Director of Naval Ordnance the Board's adviser as to material, and the Inspector of Target Practice the Board's adviser as to its utilisation — had shown a distinct advance, and that the valufe of this step had been demonstrated in many ways. It appears to be a point well worth consideration and discussion whether this differentiation of functions might not now be definitely established. In tliis case, the Inspector of Target Practice would become the chief of the gunnery staff, while the Director of Naval Ordnance would be the officer responsible for the provision of armaments. Mr. Winston Churchill, when introducing the Navy Estimates on March 18, referred to an inquiry into the methods of training and testing the officers and men in what he called " this supreme and paramount service," the gunnery of the Fleet, which had just been completed ; and it is noteworthy that he has devoted much time since he came into office as First Lord to personal investigation at sea of the conditions in which the gunnery practices and trials are carried out. It is only natural, therefore, that he should realise to the fullest extent how essential it is there should be a special staff for the constant study of the methods of gunnery, as obtained from the experience of the Fleet, and the manner in which the results should make their influence felt in other branches of naval administration. The nucleus of an organisation for such a staff already exists in the gunnery officers attached to the ships of the principal admirals afloat as flag-commanders, and those in the office of the Inspector of Target Practice. Little more is needed than to subject the existing institution to a similar treatment in the way of expansion and reorganisation to that which the Naval Intelligence Department has recently undergone. The training establishments at the ports and the officers now at the Admiralty who deal with questions of gunnery practice, the development of fire-control, and such problems as are connected with the use of guns, torpedoes and other weapons, would then pass under the control of the Inspector of Target Practice ; he would be called to the War Council, and the Board would look to him for advice on everything that pertained to gunnery methods and progress. There would then be a fourth or gunnery division to the War Staff, the assistant director of this division being charged with similar duties in relation to torpedo work. Large The past year has been notable for the increased favour with which the large calibre guns are viewed, and it may now be said that the 12-in. 50-cal. gun is no longer regarded by any Power as the most desirable weapon in ships of the line. In the British Service the 13 • 5-in. 45-cal. gun has completely supplanted it, and calibre guns LARGE CALIBRE GUNS. 273 in several foreign navies tlie 14-in. 45-cal. gun is now favoured ; it remains to be seen whether either the Britisli or foreign Powers will be satisfied with tho«e weapons or adopt still larger ones. There is, to begin with, the great advantage of the increased size of projectile with its augmented bursting charge, and the consequent enormous addition to the destfttctive force and the area of the danger zone within any ship after the shot has penetrated the armour. As is now well known, the projectile of the 12-in. gun is of 850 lb. weight, that for the 18-5-in. 1250 lb., for the 14-in. 1488 lb., and for the 15-in. 1950 lb. It may be accepted that the weight of tlie Inirstiug charge contained within the armour-piercing shell of these respective guns increases in greater proportion than the weight of the missile itself. The destructive force of the explosive contents is Bursting the dominant aim rather than the extent of penetration. Already charges. the 12-in. gun is quite satisfactory from this latter point of view, even at the greatest ranges within the possibilities of the vision of the gunner. Thus the penetration of hardened steel armour plate at 3000 yards, according to the Gavre formula, i^ 22*2-in. with the 12-in. 50-cal. gun, and is only increased to 25 ^-in. for the 15-in. 45-cal. gun, using the largest projectile already named. Tbere is, however, the undoubted advantage that higher penetra- tion and greater destruction within the ship is achieved with a considerably reduced muzzle velocity in the larger calibre guns, and, consequently, the life of the gun is very much prolonged, as wear and tear and erosion increase with velocity. As will be seen from the Table of Ballistics of Vickers' guns, published on page 357, the muzzle velocity of the 12-in. 50-cal. gun is over 3000 f.s. ; for the 13*5-in. gun 2700 f.s., for the 14-in. gun 2525 f.s., and for the 15-in. gun 2500 f.s. These figures alone indicate that the larger weapon will have a much longer life, and that, for a given duty, the cost must be considerably less than in the case of the 12-in. or even of the 13'5-in. gun. The weight of the projectile increases greatly the muzzle energy developed, even with the reduced initial velocities, and thus there is manifest a steady increment, particularly marked in the case of the 15-in. gun. The energy given for the 12-in. weapon is 53,400 f.t., for the 13-5-in. 63,190 f.t., for the 14-in. gun 65,790 f.t., and for the 15-in. gun 84,510 f.t. It becomes interesting to note the develop- ment in the muzzle energy per ton of weight of gun. In the case of the most powerful 12-in. gun it is 811 f.t., for the 13-5-in. 830 f.t., for the 14-iu. gun 820 f.t., and for the 15-in. gun 880 f.t. per ton weight of gun. In considering the efficiency of these large calibre guns, however, T 274 THE NAVAL ANNUAL. it is necessary to take iuto account the rapidity and accuracy of fire. In this respect there need be no misgiving. The progress indicated by experimental work, not only in the reduction of the weight of the mechanism and mounting of guns, but also by the improvement of their rapidity and reliability of action, gives good promise of a satis- factory issue on these points. The aimed rounds per minute are only decreased from 2 in the case of the 12-in. 50-caL gun to 1 • 2 in the case of the 15-in. 45-cal. gun. Rate of To the achievement of this result many improvements in mechanism contribute. One of these may be mentioned as typical. The breech mechanism of the Vickers gun is now much appreciated, and it is not therefore surprising that in the large calibre guns the firm contented themselves with developing along the lines most approved by recent practice. On the opposite page is reproduced a drawing of the breech mechanism for the 15-in. (35 '5 cm.) gun. Notwithstanding the extra large breech opening required for this gun, as compared with one of 12-in. bore, the breech mechanism for the former has been so carefully designed as to exceed in weight only very slightly that of the 12-in. gun. In so far as it is possible the parts are standardised and made interchangeable irrespective of the size of the gun. This applies notably to the firing gears. Indeed, Messrs. Vickers have aimed at this unity for all types from the 4-iu. upwards. In the larger calibre guns, however, dual control is pro- vided, so that the mechanism can be operated either by power (hydraulic or electric) or by hand gear. The mechanism is so perfect in its details that it can be opened by hydraulic power in four seconds and by hand in seven seconds. The time for closing is practically the same. Foreign The further information now available about the new guns of ad\ance. foreign manufacturers shows that the British example of an increase in calibre is being followed by the majority of them. The United States has four battleships actually building which will carry a 14-in. gun, and a 16-in. gun may possibly be mounted in the next battleships to be laid down. In Germany, a 12-in. 50-calibre gun has succeeded the 12-in. 45-calibre gun for the ships of the Kaiser type, and still larger guns of 13'56-in. and 14'96-in. calibre appear in the Krupp list, and may be mounted in the Ersatz-Weissenburg and other ships of the 1911 progi^amme. No doubt if these larger guns had been ready they would have been adopted for the Kaiser class. France has advanced from the 12-in. gun of the Jean Bart class to the 13'4-in. gun of the Bretagne class, while Japan is arming her new battle-cruisers of the Kongo type with a 13*5-in. gun, and has been reported to favour a 15-in. gun for the battleship 275 - — 'f^t^m: T -J 276 THE NAVAL ANNUAL. Fuso, now building at Kure. It is possible, however, that difficulties of manufacture may operate against this intention, but in such a case the guns might, of course, be obtained in another country, for, as will be seen from the tables of the ordnance manu- facturers, 15-in. guns have already been adopted by the Vickers firm. Italy found a similar difficulty when desiring to equip the Andrea Doria and Duilio with ten lo'H-in. guns, and has kept to the 12-in. gun instead, because, according to report, neither the Vickers-Terni works nor the Armstrong factories were at the moment in a position to supply guns larger than 12-in. calibre, and the Italian authorities did not wish to go outside the country to obtain them. Guns of 14-in. calil)re are being supplied to the Chilian battleship Valparaiso and of 13'5-in. calibre to the Turkish battleship Eeshad V., under construction at Els wick and Barrow, but the Brazilian battleship Eio de Janeiro, which was originally to have had guns of 14-iD. calibre, will now mount 12-in. guns to the number of fourteen, owing to the desire of the Brazilians to reduce the displacement from 32,000 tons. Disposi- There continues to be great diversity of practice in regard to the tioD of disposition of the heavy guns in the latest battleships, but the mert. British and American methods of turrets all on the centre-line is coming more into favour, partly, no doubt, because of the advent of the triple turret. There does not appear in the distribution of guns that desire for a maximum efficiency of fire in all directions which for some time seemed to be aimed at. On the contrary, the right ahead and right astern fire has relatively decreased as the desire to obtain the maximum of intensity on the broadside, where the ship offers the largest target, has become more marked. The system of super-posed turrets has given satisfactory results. Although the plan of raising the second forward or second after turret high enough to permit of the gun muzzles passing over the top of the turret before or abaft them allows theoretically of a right ahead or right astern fire, it has been found inexpedient to use this advantage under ordinary conditions. But the higher command given by the raised turrets, and the enlarged arc of fire gained on either bow and quarter for an increased number of guns, is a good enough reason for the system being favoured. Triple turrets have now been adopted by the United States, which is the fourth Power to experiment with this method of increasing gun power at a relatively small increase of weight, but neither Italy, Austria, nor Bussia have yet completed a vessel mounting triple turrets. It is true to say that the introduc- tion of the triple turret seems likely to add to the diversity of practice in regard to the number and disposition of the heavy guns GUN DISPOSITIOX. 277 of battlesliips, Ijecause it opens up large possibilities to the desiguer, especially in the case of a ship with both three-gun and two-guu turrets. Compare, for instance, the Eussiau or Austrian battleships with twelve 12-in. guns, all triple mounted, with the Brazilian Itio do Janeiro, mounting fourteen 12-in. guns, all twin-mounted, or the Italian battleships with thirteen 12-in. guns, mounted partly on either system. In America there has been no change in the principle of turret Triple and distribution, the centre-line method, which has been followed con- turrets, sistently whether eight, ten, or twelve heavy guns were mounted, being adhered to. But an important innovation has been made in regard to the disposal of the guns in the turrets by the decision to adopt the triple turret, though not to the same extent as in some of the European navies. Whereas the Texas and New York, of the 1910 programme, have their ten 14-in. guns in five twin turrets, the Nevada and Oklahoma, of the 1911 programme, have six of their ten 14-in. guns in two triple turrets, and the remaining four in two twin turrets. A compromise has therefore been made between the old and the new systems, and it is reasonable to trace it, at least in part, to a desire to save weight for the additional armoured protection, which is another special feature of the 1911 vessels. It appears that if the United States designers had mounted three guns in each of the four turrets instead of in two only, they would not have been able to increase the armour and still to keep within the limit of displacement fixed by Congress. In the disposition of their turrets, the new American ships resemble the Italian Conte di Cavour, except that the latter has an additional triple turret amidships. One triple turret is placed forward and the other aft, the two twin turrets coming between them, and being raised so that their guns may fire over them. The Germans have also made an important change from the practice followed in their early Dreadnoughts of mounting only two of six turrets on the centre-line. In the Kaiser class, there are only five turrets instead of six, and three are on the keel line, the other two being placed en echelon, that on the port side being aftermost. The new plan is therefore identical with that of the British Neptune. It has a distinct advantage over that which preceded it, in that, while there are two heavy guns less, it enables two more guns to be fired on either broadside. It may be that when particulars of the design of the Ersatz Weissenburg and her sisters are forthcoming they will show that the Germans have followed the further British step of mounting all the turrets on the centre-line. The Kaiser design shows a tendency in this direction. turrets. 278 THE NAVAL ANNUAL. Centre-liue twin turrets only is the method now adopted by France for her three battleships of the 1912 programme — the Bretagne, Lorraine, and Provence — which tlierefore resemble the British Orion class. This change was a very natural one when the calibre of the guns was increased from 12 in. to 13-4 in. and the number reduced from twelve to ten. Triple There is again a no\cl departure to be noted ill Italy, for this Bower, the first to adopt the triple turret, has now developed it to a greater extent than any other Bower. The Andrea Doria and Duilio will, it is stated, be armed with iifteen 12-in. guns, in five triple turrets, as compared with the thirteen 12-in. guns, in three triple and two twin turrets, of the Coute di Cavour, and the twelve 12-in. guns, in four triple turrets, of the Dante Alighieri. In each case, the turrets are on the centre-line. The method in the Dante Alighieri is similar to that in the four Austrian Dreadnoughts of the Yiribus Unitis class, and the four Eussian Dreadnoughts of the Gangut class. It is not known that in the three Eussian Dreadnoughts begun last year for the Black Sea any departure has been made from this disposition, all the reports that have yet appeared giving twelve 12-in. guns in four triple turrets on the centre-line. Japan is following, for her squadron of battle-crui§ers of the Kongo type, the example set in the British Lion class, the vessels having eight 13"5-in. guns in twin turrets on the centre-line. In regard to the battleship Fuso, however, neither the number of guns to be carried nor the manner in which they will be disposed has been disclosed. The two battleships building at Elswick for Chile and Brazil afford an interesting contrast in armament, the A^alparaiso, for the former Power, having ten 14-in. guns in twin turrets ; the Eio de Janeiro, for Brazil, having fourteen 12-in. guns, also twin mounted. For the former, there could hardly be any doubt that to adopt the plan favoured in most other countries and place all the turrets on the keel line was the best, but the latter must have presented many problems to the designer. Not more than six twin gun turrets had formerly been placed on the centre-line of any battleship, and then only in the case of two vessels for the United States. The alternative plans were to mount five turrets on the middle line and the sixth and seventh either abeam, as in the early British Dreadnoughts, or en echelon, as in the Neptune class. Practice in regard to armaments below the primary battery, and their protection, is still iu process of change. In the British battle- ships, for example, when the Dreadnought principle was introduced, the intermediate battery of 9 • 2-in. guns fitted in the King Edwards TRIPLE TURRETS. 279 and the Lord Nelsons was omitted, and in place, of two or more Inter- descriptions of guns in the torpedo defence battery only one was ^^^ used. At tlie same time the armoured protection to all but the secondary batteries, heaviest guns was abandoned. In some foreign ,ships of the Dread- nought era, notably the German, the thin side armour for the protection of the intermediate battery was retained over the lighter guns, but both armour and guns showed a decrease in weight. Wliile the Deutschlands carried fourteen G • 7-in. guns behind armour of the same thickness as their calibre, the Nassaus have twelve 5*9-in. guns, and exhibit a corresponding decrease in the thickness of armour. The British practice introduced in 1906 has been followed in all the Dreadnought type of battleship hitherto, and although the torpedo defence guns have shown an increase in calibre they have not been protected by armour. In the King George class, it was reported that with the increase of the calibre of the torpedo defence guns to 6 in. there would also be a return to armoured protection for these guns. It seems more likely, however, that this change will occur in the Iron Duke class. Obviously the question of the so-called secondary armament remains a debateable point, but while most navies are adopting a 5-in. or 6-in. gun not all of them are mounting a third gun for dealing with torpedo attack. Moreover, there has not been in any country a return to the batteries of 9 • 2 in., 8 in., 7 "5 in., or 6*7 in., which supplemented the smaller number of 12-in. guns in the primary batteries of pre-Dreadnought ships. The practice in regard to the anti-torpedo battery in foreign navies differs in detail, but is fairly similar in character. The Germans, in the Kaiser class of battleships, retain the 5 ' 9-iu. and 3*4-in. guns, which they have in the Nassau class, but in place of twelve of the former have now mounted fourteen, and for sixteen of the latter are mounting only twelve. This plan of mounting two descriptions of guns in the anti-torpedo battery appears to be Two- followed only by Austria-Hungary and Brazil. The former Tower, anti- in the Yiribus Unitis class, has twelve 5"9-in. guns and eigliteen torpedo . . . "^ . ° batteries. 12-pounders, while in the latest Brazilian ship, the Eio de Janeiro, there are twenty 6-in. and ten 3-in. guns. In both cases the heavier gun is to be behind armour. The Americans, in the Nevada and Oklalioma, are to mount twenty-one 5-in. guns behind armour, and the French are also in the Bretagne class to mount twenty-two 5 • 5-in. guns in this battery. The Italians have advanced from the 4 •7-in. mounted in their first four Dreadnoughts to 6-iu. guns in the two ships of the Andrea Doria type. The Eussians, in the four ships of the Sevastopol class, will mount sixteen 4*7 in., and Chile, in the Valparaiso, is also content with this calibre of gun, but will mount 280 THE NAVAL ANNUAL. twenty-two. The thickness of armour to these guns is more or less dependable upon the displacement of the ship, but, apparently, in the opinion of most naval constructors it should not be less than 6-in. The necessity for disposing the guns of the anti-torpedo battery in such a manner as not to interfere with the arcs of training of the heavier guns has conduced to diversity in practice, but there appears a general tendency to bring the greater number of these guns into a central casemate, and although it has been suggested that the guns might be so fitted as to be placed below during a day action, there are no indications that this method is likely to be adopted at present. Armour. So far as heavy armour is concerned, while improvements and modifications in methods of manufacture are widely reported, these do not appear to have affected the character of recent plating to any large extent. The standard of resistance has been raised in plates of British construction, as was stated in last year's Naval Annual, and possibly in some of those made abroad, but in no case sufficiently to bring about any such a revolution as was caused by the introduction of the Harvey and Krupp processes. If this were not the case, it is hardly likely that so many Powers would be experimenting with thicker plates than those which have been used in the latest ships. Nor have any of the novelties, from which so much was expected a short time back, justified as yet the promise of the earlier announce- ments concerning them. It is rather from improvement in metal- lurgical processes, and by the introduction of new alloys and methods of face-hardening, than from any novel systems, that fresh develop- ments in the competition between attack and defence are anticipated. Meantime, there is clearly an inclination to distribute armour more widely, and the decrease in area of side plating, which was a feature in the first Dreadnought, has become less marked. In the later battleships an extension of vertical side armour, both upwards and downwards from the water-line, is manifest. This may be owing in part to the necessity for keeping out high explosive shell, but also partly because, as Sir Eeginald Custance said in the lecture he delivered before the spring meeting of the Naval Architects' Institution, " the losses sustained by the Variag at Chemulpo and by the Prussian ships at Ulsan seem to show that armour protection against fragments of bursting shell is absolutely necessary." It is now universally recognised that the gun has proved its superiority to the armour, and though, as has been said, the resisting power of the latter has made some advance, no adequate measure of meeting this superiority seems possible except by increasing the thickness of the plate. If this is done, there must be a greater SIDE PLATING. 281 sacrifice of some other element, and probably one tli;it is more essential to fighting efficiency. "While tlic main belts arc getting deeper, they are not longer in proportion to the length of the vessel, and at the same time, as they are carried higher for the protection of the an ti- torpedo battery, this form of providing for the safety of the crews of the lighter guns may be substituted for the turrets or barbettes in which these guns have sometimes been placed. There was apparent at one time a leaning towards an increase in thickness of the armoured deck, and to give it a curvature at the sides, extending much lower down than heretofore ; indeed, it was proposed to carry the edges of this deck down below the bottom of the armoured belt. ]\Iore recently, however, the desire for internal armour has weakened, and this method of protection, copied from French designs, has not been followed to the same extent in later British ships. The proposal to armour the upper deck, caused by the apprehension of bombs to be dropped from aeroplanes, has not yet materialised in any of the leading navies, but in addition to the armoured bulkheads which afford protection against raking fire, splinter-proof traverses are abeady adopted in some of the most recent designs. So far as protection against under-water attack is concerned, the methods adopted have for their purpose the localisation of the effect of explosion from mine or torpedo. A new development in armoured protection is indicated by the Becent ATTifincfljii accounts received of the design adopted for the new battleships practice. Oklahoma and Xevada, the keels of which have recently been laid down. In this matter the Americans would appear to have been influenced by the result of the experiments made with the San Marcos. It is stated that the belt armour in these vessels will have a maximum thickness of 13*5 inches. This is heavier than anything that has been put upon modern ships, at any rate during the last decade, and shows a great advance upon the 11 -in. belts of their immediate American predecessors. This belt is to be 17^ ft. in width, and to extend over 400 ft. of the 575 ft. which is to be tlie length of the vessels at the water-line. It will thus reach before the forward barbette, and come about 30 ft. abaft the after barbette. The height of the belt is to be 9 ft. above the water-line and 8^ ft. below it, the thickness at this point falling to 8 in. Into either end of the belt will be worked a 13-in. athwartships bulkhead, while the extreme ends of the vessel are to be protected by a curved steel deck of 1 • 5-in. in thickness. The faces of the triple gun turrets are to be protected by sloping plates of 18-in. steel, and of the twin gun turrets by 16-in. steel. The latter thickness of armour will also be used for the conning-tower, signal station and communication 282 THE NAVAL ANNUAL. tubes, while the base of the single funnel will have a glacis of 13-in. armour. If the above description should prove to be correct, it is obvious that to some extent these vessels show a return to the soft- ended type which has been the subject of so much criticism. Eeference has already been made to the necessity for some provision in the matter of defence against the splinters caused by bursting shell. In the Kaiser class, the Germans, in addition to placing their armament of 5*9-in. guns behind 7-in. armour, have provided splinter-proof lateral screens as a protection to the crews against flying debris. For this purpose and for deck plating those descriptions of armour winch are not perhaps primarily intended f(jr the thickest plating may be used with advantage. On the opposite "Era" page an "Era" cast-steel shield is shown, and Messrs. Hadfield shield?, are supplying large quantities of the material of which these shields are made for ammunition tubes, conning-towers, etc., to various Governments. An illustration on the same page represents some of the " Era " steel communication tubes which have been made for a foreign Power. The results of some recent gunnery experiments, so far as they can be ascertained independently of official sources, and the con- clusions to be derived therefrom, have been instructively summarised in an American professional journal. They are, in effect, as follows : — It is indicated that existing armour is not sufficiently heavy to prevent a battle- ship from being sunk by gun fire. That masts, funnels, light upper works, and unprotected or partially protected guns cannot survive the first clash of battle. That as little v70od as possible, or none at all, should be used in ship fittings and accessories. That linoleums and heavy coatings of paint must be avoided, as certain to give rise to local and stubborn fires whenever compartments in which they are used are reached by explosive shell. That main armour belts must be much wider and carried well under water as well as above, and continued to the extremities of the ship. That an armoured upper deck is a necessity. That light belt, casemate, and bulkhead armour is only just a good igniter for shells on impact or at penetration. That armour should not be worked except where it is absolutely essential for protection. That to prevent the dislodgment of armour as now carried and fastened, the plates should be of the largest dimensions compatible with their adaptability for handling and transportation. That a greater proportion of the total displacement must be assigned to armour if it is actually meant to provide against damage to buoyancy and stability, to assure the integrity of the armament and vital parts, and to effectively protect the complements of the ships. With many of these conclusions there will be general agreement, but the last-named — the assignment of still larger weights to armour — is not likely to meet with endorsement from a large section of the naval students and observers in all countries. On the contrarv, if 283 Pkotective " Era ' SiKELi Shield (Hadfield's Patent) for the Mountinct OF 6-iN. Quick-firing Guns. This patented type of the Hadfield Shield for all calibre guns is being supplied in large numbers to several Governments for warship purposes and land defences. 'Era" Steel Communication Tubes for First-ccass Cruiser. 284 THE NAVAL ANNUAL. the question is not raised, Should there l)e a total abandonment of armour ? it is certainly asked whether the time has not come when a large reduction might be made with general advantage and with- out loss of battle efficiency ? It is manifest that the apportionment of weight to armour in recent ships has already increased out of all proportion to the effectiveness of the protection ensured. At no reasonably probable range for beginning an engagement does the armour now used offer adequate or substantial protection against the heaviest gun. The suggestion is made, therefore, to reduce the armour and to utilise the weight saved to increase the gun power, which is the most effective form of defence. So far as may be judged from the discussions which have taken place about this matter, the reasons assigned for not following this course are these : Armour protection gives a moral support to the men, or, in other words, the men who had not its protection would not fight with the same heart as those who were given it. Secondly, that peace trials, and, to some extent, reports from the actual test of war, were delusive, and not to be relied upon. It is possible that the powers of the gun have been unduly magnified in peace experiments, in which case it may be hoped that better results will be obtained from the armour in an actual battle. And, finally, while it is now necessary to make high explosive shell armour-piercing, and therefore with thicker walls and a smaller bursting charge, if the armour is removed or its thickness reduced, shells will be made thinner, and given bursting charges which will have destructive effects far exceeding even those famous Japanese ''portmanteaux" which caused so much damage at the Battle of Tsushima. Gun- Improvements in heavy and light gun mountings are constantly being evolved. Progress in this matter is very rapid, and it is only those who are in constant touch with the designers and manu- facturers of these appliances who can hope to keep abreast of the many changes. It is a common experience with naval officers who have been abroad, for, say, two or three years, to find themselves on their return in the position of students who have to spend some months of concentrated energy to become fully acquainted with the alterations which have taken place in the meantime. Messrs. Armstrong of Elswick have during the past year, amongst many other matters, taken out patents for improvements of gun-mountings. Amongst these we find a chain rammer for loading ordnance, which is capable of being worked at high speeds without vibration or noise. This improved rammer also enables the loading mechanism of the gun to be very nmch simplified. Another invention of this firm is connected with the elevating gear of gun- mount ings GUN MOUNTINGS. 285 mountings. The object of this invention is to enable a pair of guns in a turret to be directed and fired sometimes separately and some- times simultaneously, only one sight being used for the direction of both guns in tlie latter case. The two guns can be connected either for independent fire or simultaneous use at will. When connected for the hitter pur})ose, arrangements are made that they move perfectly together when elevated, and also that corrections can be made, so as to allow for any difference or discrepancy in the firing of one gun as compared with the other, the result being that when the tjuns are fired there will be no difference in arranfjincr. The outstandinij features of a new Beardmore G-in. ffun-mountiiifi: I^^ard- ° . . more 6-1 n. are the arrangement of the sights and of the traversing gear. The mounting aim of the designer has been, as regards the sights : {a) to reduce to a minimum the movement of the eye-pieces of the telescopes when elevating the gun or setting the sights for range ; (h) to ensure the movement of the two telescopes being always absolutely identical ; (fi) to reduce the possibility of backlash in the gearing of the range and deflection dials. And as regards the traversing gear : {a) to avoid the evil effect of backlash ; {h) to provide a frictional connec- tion only between the traversing hand-wheel and the gun, crosshead and shield ; (r) to do away with the necessity for an oil l)atli ; {d) to iacilitate manufacture and fitting. The telescopes are carried on a rocking bar, the hinge of which is close to the trunnions of the cradle, and on it the telescopes are so placed that their eye-pieces are also close to the trunnions, hence any movements of the cradle (and gun) about its trunnions, or of the rocking bar about its hinge, are scarcely appreciable to the men looking through the telescopes. The whole sighting arrangement, including sight cam, range and deflection dials and electric motors for operating the pointers, is carried on a metal bracket secured on top of the cradle above the trunnions ; this can be readily removed from or placed on the cradle ; the complete sight forms a separate unit, and does not necessi- tate the disturbance of any other part. The rocking bar hinged to front part of bracket consists of a semicircular U-shaped trough, in which slides a correspondingly curved steel bar, the front ends of which are connected together by a straight steel bar stretching across from one side of the cradle to the other. This bar carries at its extreme ends the telescopes, one on either side of the mounting ; thus the connection being rigid, the movement of the two telescopes must always i)e identical. Part of a worm-wheel is secured to the above-mentioned curved part of the rocking bar, and a worm on the shaft of the deflection dial provides necessary movement for deflection. For the movement in the vertical plane necessary for adjusting the sight for range, the rocking bar is driven about its hinge by a cam, whicli is in one with the range dial, situated towards the rear part of the bracket; the cam and dial are driven as one by a shaft through the medium of a worm and worm-wheel. Though in the case of both range and deflection gears the arrangements are such as to render the necessity of it improbable, simple means of taking up any backlash are provided in both. To compensate for deficiency in manufacture, accidental distortion, or when changing the sight from one cradle to another, means are provided in the telescope carriers for adjusting the parallelism of the telescopes in both planes. The elevation and deflection are given to the sight by suitably geared and placed hand-wheels worked by the sight-setter, for whom a seat is provided behind the gun- layer. The seats for the gunlayer and traverser have got height adjustment to compensate for the difference in the heights of men. Foot-rests are also provided 286 THE NAVAL ANNUAL. 2S7 288 THE NAVAL ANNUAL. for all three, with simple means for lifting, lowering, and securing same without using screws or clamps. The traversing gear is novel in that the worm-wheel usually attached to the fixed pedestal is replaced by what may be termed a nest of friction rings, and the worm usually gearing with it is replaced by a corresponding nest of friction discs. The traversing ring is secured to the pedestal and has a circular flange standing away from it about 4J inches. This flange has got V-shaped horizontal grooves running round its outer surface, and a smooth inside surface. To the carriage revolving in the pedestal is hinged vertically a bracket by means of a somewhat modified bayonet lock, and in this bracket is enclosed the whole of the rest of the gear. A vertical shaft, supported in the bracket by roller bearings, is provided at its lower end with a friction pinion (the discs) corresponding in section to that of the outside of the flange, and at the upper end with a worm-wheel to engage the traversing worm. The worm-wheel is kept small (the number of teeth in this case is nineteen only), which ensures an equal wear all round the wheel, since even a small arc of traver.sing entails complete revolution of the wheel. The traversing worm is secured to a horizontal shaft, which also carries suitable gear connecting it to the hand-wheel, and has besides got means for taking up any backlash which might occur in course of time between traversing worm and worm- wheel. To give the necessary pressure between the traversing friction pinion (the discs) and the circular flange, and thus provide sufficient friction for traversing and suitable muzzle resistance, a roller is placed inside the flange which, by means of a spring and a bell crank lever, is pressed against the smooth inside surface of the flange. As the bell crank is hinged to the bracket, the roller keeps the friction pinion (the discs) up to its work, and also secures the bracket in its place. This traversing system has been used for a 4-in. mounting as well as for a 6-in., and has by now been given a good trial. It runs very smoothly, is not affected by wear, in fact it improves with it, and is not sensitive to any eccentricity of the working surfaces in the flange. No pressure from the spring can be communicated to the carriage pivot, so that no friction is set up between pivot and pedestal. It will be seen from this that a blow from the enemy's prejectile on gun or shield will simply cause tbe friction connection with the carnage to slip, and thus probably avoid disruption of the gearing. The necessity for an oil bath is, obviously, avoided, together with its elaborate oil-tight packings, &c. The difficulty of the manufacture of the large worm-wheel and of obtaining accurate fittings with its worm is removed ; the elasticity of the spring which produces the friction connection automatically takes up any irregularity that might possibly exist in rings or discs. The carriage pivot is provided with a vertical roller-bearing, and double speed is provided in both elevatiiig and traversing gears. The change fronr one speed to another is done by turning over a small lever, and is both positive and instantaneous, as the engagement takes place in any position. The cradle and recoil cylinder are cut out of one forging by the procedure of boring, turning and slotting used by the firm for 6-in. as well as for 4-in. mountings. The shield provided for this mounting is of the usual type, but it will be noticed that the gunlayers, sight-setter and all the delicate parts of the sighting gear lie snugly within its shelter, unexposed to splinters, &c., caused by the enemy's fire. Fire- Eegarding the fire-control positions fitted in the British ships, positions, the VBSsels of the St. Vincent and Indefatigable classes had their mast forward of the funnel, the arrangement of the guns in these ships no doubt allowing for this, but in all vessels following these, with the exception of the cruisers of the 1911-12 programme, tlie mast with the fire-control position is abaft the funnel ; in the latter vessels the fire-control positions have been arranged on the forward and after towers. The Admiralty have decided to modify the positions of the fire-control in some of the later vessels. If it is desired to continue placing the control position aloft, it seems clear that this should be placed forward in the ship, before the funnels, so as to lessen the inconvenience to the observers arising GUN SIGHTS. 289 from the heated gases or smoke, either of which are likely to impede the view. It should be as high up as possible also so that the accuracy of the observer's view should not be influenced by the smoke or vapour from his own guns. If, as in the latest American sliips, there is to be only one funnel, this should facilitate the problem, the importance of which is manifest, since the situation of the control position is a vital principle of men-of-war design. It seems likely, however, that before long the control stations will be brought down to conning-tower level. Accuracy of fire is very largely the result of the adoption of the Gun Yickers well-known " Follow the Pointer " system, and this is being applied to all mountings, irrespective of the bore of the gun or of the number of guns in the turret, whether one, two or three. The principle, which is now very widely accepted, consists briefly in the fitting of a large dial to the sight, with an electrically controlled pointer, as is shown on the following page, where the arrangement of the transmitter switch is also shown. The dial is graduated, and there is an index point on the stationary part of the sight. When the range is trans- mitted from the control station the pointer is moved round from the zero towards the range at, which the sight is required to be set. The sight-setter then operates his control wheel so as to keep this pointer always opposite the index mark. This consists in elevating the sight until the range on the dial, to which the pointer has been deflected, is brought opposite the zero mark. The same principle is applied to the deflection gear. This system, after many improvements, has been cut down to a very simple form of transmitting switch, consisting of a plain drum with four contact pieces, one of which makes continuous contact, and the others alternately engage with cams. The receiving portion consists of a simple step-by-step motor mounted on a base plate, gearing with a worm and wormwheel of the spindle of the pointer. The deflection receiving portion is exactly the same as that for the range, except that the gearing is arranged to suit the smaller number of divisions. The receiver for these instruments is so constructed as to form a separate unit, which is attached, in conjunction with the sighting gear, in such a manner that the sight may be used with or without this gear, and its removal or emplacement does not make any difference to the sighting gear or require any alteration to enable the latter to be used in the ordinary way. To the ordinary trans- mitter there is fitted the repeat receiver, which acts as an indicator to the transmitting number. This repeat receiver registers the transmissions, and thus in itself forms a separate unit, and is exactly u 290 THE NAVAL ANNUAL. Fire Control System. Vickers' " Follow the Pointer " Kange and Deflection Instruments, Arrangement of Range Eepeat Receiver. y^ mis Fire Control System. Vickers' " Follow the Pointer " Range and Deflection Instruments. Arrangement of Transmitter Switch. PROJECTILES. 291 jectilea. in conjunction with the receiver attached to the sight, as already- explained. The hollow caps referred to in the Naval Annual last year and Pro- the year before, which were introduced by two Sheffield firms, Thos. Firth & Sous and Hadfield's Steel Foundry Co., Ltd., the well-known projectile makers, have completely proved their merit. Solid caps are practically obsolete, and all the leading navies of the world have adopted hollow caps ; and the few which have not already definitely accepted this type of cap for their armament are experimenting to satisfy themselves of its value. It is gratifying to Englishmen that a new departure of considerable moment should have been evolved in this country, as so many recent inventions with regard to imple- ments of warfare have first seen the light in other countries, the earliest caps being used in the Russian and United States Navies. In this connection illustrations are given on pages 292-3. These show various fragments of various caps assembled after having been fired at a mild steel plate ; all these caps are of the same design, as shown fitted to the unfired projectile on the left of the illustration. The caps marked " B " and " D " have, it will be noticed, behaved excellently, preser\T.ng their ring form until a late stage of the perforation. The caps marked " A " and " C," which were not quite so good, have still made a fairly perfect ring. The object of the firing at a mild steel plate was to make certain of catching the fragments of cap so that they could be examined and reassembled. When fired against hard-faced plate, the caps are more disrupted and the pieces are more difficult to obtain. It will be noticed that each of the four caps tested expanded about a calibre diameter before bursting. Similar, and indeed even more severe action, occurs in regard to capped shot fired at hard-faced plates. Mark. Fired at. Striking Velocity. Inside Diameter of Bottom Kim. Before Firing. After Firing. A B C D 5-in. Mild Steel Plate Ditto Ditto Ditto f.s. 1,0G0 1,060 1,082 1,035 in. 2-8 2-8 2-8 2-8 in. 3-65 4-08 3-73 4-12 Messrs. Thomas Firth and Sons, after having for many years confined themselves to supplying projectiles without explosives, recently decided that it was desirable, in view of the great extension of their business abroad, to put themselves in a position, in combination with manufacturers of influence, to supply complete ammunition for ordnance. This they have uow done, and are in a position to provide u 2 292 THE NAVAL ANNUAL. This Projectile, taken from current supplies, represents one of the Hadfleld " Heclon " Armour-Piercing Projectiles 12-in calibre, weighing 860 lb., equipped with their new Patent Cap, which was recently fired against a 12-in. K.C. (Knipp Cemented) Plate at under 1700 f.s., equivalent to a range of about 6i miles. The Projectile perforated the 12-in. Plate, the Skin Plate, Backing and Target, and was recovered unbroken at a dis- tance of over 2 miles beyond the target. ThisjProjectile represents a Hadtield 14-in. "Eron" §hell of large bursting capacity, after perforating, unbroken, a 6-in. K.C. (Krupp Cemented) Plate of the latest type. The Projectile was fired ut the low velocity of 1120 f.s., passed through the K.C. Plate, Back- ing, 24 feet of sand-butt, and was recovered unbroken about a quarter of a mile beyond the butt. This Projectile represents a Hadfleld 14-in. •' Heclon " Armour-Piercing Shot (Cap- ped) after perforating, un- broken, a 12-in. K.C. (Krupp Cemented) Plate of the latest type. This projectile was flred at a velocity of 1497 f.s., passed through the 12-in. K.C. Plate and no less than 20 feet of sand butt. No other 12-in. K.C. Plate has yet been perforated at this e.xtraordinary low velocity, which is eq\nvalent to a range of no less than 7i miles — that is, a 12-in. K.C. Plate would have been perforated by this Hadfleld Projectile from a gun placed 7i miles awaj'. Hadfield's Large-calibre A. P. Capped Projectiles. 2^3 -'^^^ammasmmmmm 294 THE NAVAL ANNUAL. ammunition from the smallest type of 1 pdr. to the 15 -in. armour- piercer, the projectiles being filled with either Lyddite or T.N.T., and fitted with fuses of the firm's own design. Their arrangements enable them also, though not manufacturers of cordite, to supply completed cartridges both for breech-loading guns using silk cloth- covered cartridges and for quick-firing guns having their charges contained in brass cases. The necessary tubes, primers, brass cases for packing the cartridges, and all the other details, are also now supplied by them. The firm is therefore in a position to supply complete ammunition for a battleship, Ammuni- In last year's edition an improved ammunition hoist for dealing hoists. '^^t^ ^^6 ammunition of the lighter armaments was described. This hoist was power-worked and intended for comparatively long lifts. Messrs. Armstrong have now designed and patented a hoist which can readily be worked by one man without excessive effort. The arrangement is very simple and ingenious, and almost, except the effort of the man in pulling on a rope, automatic in its action, as it receives the ammunition below and deposits it without further attention on to the loading tray at the gun position. Although a man can lift a 100-lb. projectile breast high, he would have much difficulty in raising it above his head in order to pass it through the gun-house floor to a man above. Also there would be considerable danger of the projectile being dropped. The possibility of men being able to pass the projectiles up at the rate required is doubtful. From experiments which have been made, it has been proved that if the projectile is hoisted in a light cage balanced as to the weight of the cage and half the weight of the projectile, it is a very easy matter for a man pulling at a sufficiently large and soft rope (such as is used in tolling a bell) to raise the projectile in about three seconds. The new Elswick hoist is made to deliver the pro- jectile into a swinging loading tray, by which with one other motion it can be swung round into the gun. The loading tray is swung round into the position to receive the projectile, is made with a hinge, and is cut away to allow the two Z-shaped arms of the cage to pass through it. Thus the projectile in rising passes above the loading tray by tipping it like a flap, which then falls down under the projectile, the arms of the cage on its return passing through the loading tray, and leaving the projectile supported on the loading tray. As the guides of the cage are curved to a radius struck from the trunnion centre, the above action can take place at any angle at which the gun is required to be loaded. No one is required to attend the hoist above the floor level, and the man loading has only to swing the loading tray round to the gun AMMUNITION HOISTS. 295 and to return it for the next projectile. One man below hauls up the cage and projectile, and then hauls (by the other side of the rope) the cage down and the balance weight up. Another man below keeps the waiting tray charged, and the cage on coming down automatically receives a new projectile. An indicator would show the man hauling up the projectile when the gun-loading tray was in place ready to receive another projectile. The operation of the hoist is as follows : — When the man pulls at the bell rope he hauls up the 100 lb. shot and 20 lb. weight of cage ; the balance-weight, which is 70 lb., helps him, so that in effect he lifts only 50 lb., which with a soft rope he can do hand over hand easily. He pulls down, say, 8 ft. of rope and the projectile is brought above the loading tray. He then lets go the rope and the projectile settles into the loading tray, but is pressing on it with only 50 lb., the balance-weight still holding against the rest of the weight of the projectile and cage. This is a position of rest, in which it is safe to let go of the rope for any length of time. By taking hold of the other rope and hauling down the empty cage, 20 lb. of cage is assisting to lift the 70 lb. balance-weight, so that the effort on the rope is again 50 lb. only. When the cage is fully hauled down it has struck a catch which sets free the projectile ready in the waiting-tray. This projectile falling into the cage holds it in place, and again the rope can be left for any length of time. Should there not be a projectile in the waiting-tray, the cage is held by an independent catch, which only gets relieved of its duty when a projectile is placed or rolls into the cage. The cordite, which is within the weight a man can easily handle, is passed through a hatch in the floor on the opposite side of the gun. The diagram on the following page illustrates an ammunition hoist patented by Messrs. Armstrong, of the differential type such as is used, for example, where the powder charges are stowed on a deck above the shell-room, so that the cage used for raising the powder charges has a smaller distance to travel than the cage carrying the shell. The object of the invention is to provide a differential hoist of improved construction, more especially as regards simplicity of mechanism and certainty of operation. One of the cages is con- nected to the other by a rope reeved over sheaves mounted on either cage, one end of the rope being fixed to one or other of the cages, while the other end is fixed in a suitable position so that when the upper cage moves the lower cage moves faster. The number of sheaves is such as to give the required increase of travel to the lower cage. Should, however, the difference in travel of the cages be such 296 THE NAVAL ANNUAL. r.o I Fic I a Akmstrong Ammunition Hoists for Heavy Gun I\rouNTiNGS. FIELD GUNS. 29? that it cannot be obtained by a mere multiplication of the sheaves, the number of sheaves are employed that would give a difference of movement larger than is required, and the end of the rope is attaclied to a slide which is moved downwards by the lower cage in the last part of its downward travel. The seamen of the Navy are often called upon to conduct expedi- Lauding tions in the various parts of the Empire, and the naval landing gun ^^"^' is probably the most frequently used in actual warfare of all naval weapons. These guns are usually of the 12-pdr. type, but the machine gun offers considerable advantages, especially in hilly country, and it is therefore interesting to record, not only the improvements made by Messrs. Vickers, in their well-known Adjustable Tripod Mounts for their Automatic E.G. Gun, but in the limber which they are manufacturing in connection ^vitll these tripod mountings for the use of naval landing parties. The tripod mount is of advantage, not only because it can be so easily carried itself over difficult country, but because it is mounted in such a way as to enable the gunner to take advantage of any cover which the natural contour of the country affords him. The illustra- tions on page 298 show the gun and tripod mount in various positions. There is first an elevation showing the gun in its highest position, viz., with the line of sight 32 in. from the ground level. Th'^ second shows it in its lowest position with the line of sight 16 in from the ground level. There is also a view showing the gun behind a bank, against which the two front legs are resting, while the trail shoe of the rear leg has its deep flange so placed as to prevent slipping. In all positions the gun can be trained about a vertical pivot without altering the angle of elevation in which the gun is laid, while the slope of the ground on which the gun may thus be adapted ranges from 50 degrees descending to 60 degrees ascending. These figures show the great adaptability of the tripod mount. The last view shows the mounting in its housed position. In this case the front legs are folded back for facility in transit. The important feature is, of course, the method of mounting the gun and securing the legs, and altering their angle, relative to each other, to the quadrant-shaped structure, illustrated in detail on page 299. The gun itself is carried on a crosshead with a pivot which fits into a socket to enable it to be trained. This pivot has a frame extending rearwards, on which is carried the elevating screw of the usual right- and loft-handed screw type, and on the same frame there is a clamp to secure the gun at the desired elevation. The socket for the pivot and the training arc are mounted on guides on the top of the casing carrying the screw for the adjustment of the legs and of the position of the gun relative to the ground level or slope. There are two movable training stops, each having a spring plunger engaging in teeth formed under the training arc. As shown in the section lili, on page 2'J'J, 29B THE NAVAL ANNUAL. O P5 299 300 THE NAVAL ANNUAL. •when the plunger is pushed down, the teeth are disengaged, and the stop may be moved along the training arc. The clamp for the top carriage consists of an eccentric bolt and link with a hinged plate. The adjusting gear handle serves for this clamp, and fits on a hexagon on the eccentric bolt. When the handle is pushed down, the eccentric bolt on the socket raises the hinged plate against the guides on the adjusting gear casing, and thereby the top carriage is secured in any position. The handle operates the adjusting screw through bevel gearing, and by this means raises and lowers the adjusting nut, as seen on the large elevation on page 299. The upper ends of the front and rear legs are engaged by this adjusting nut, and through it receive parallel motion, which alters their angle relative to the ground level. This adjusting gear is enclosed in a casing having at the top of the side-plates guides for the top carriage, and as these guides are fitted outside as well as inside they hold the side-plates rigid. The side-plates are also provided with bearings for the fulcrums of the front and rear legs, and with slots which form guides for the adjusting nut. The front legs are attached to a Y-piece pivoted in the front bearing, which receives its movement when the adjusting nut is raised or lowered, and on each side of this Y-piece there is a bolt with an eccentric clamp for attaching the front leg. Above, and radial from the bolt, is a toothed segment for engaging the teeth formed at the top of the front leg. By this means the mounting can be adapted for any uneven grormd. At the upper end the legs are secured by means of a link having a longitudinal slot, so that the legs can be disconnected from the teeth of the Y-piece and folded back as in the housed position. The rear leg of the trail is pivoted in the rear bearing. Its angle relative to the ground is altered by the raising or lowering of the adjusting nut. A word may be said regarding the seat for the gunner. It is carried on a hinged bracket and a sliding sleeve, so that it can be pushed down flat on the trail to form a kneeling pad when the gun is being fired in the lowest positions. Again, the upper part of the seat is made in two halves, and is hinged in front so that the two parts can be swung round horizontally to form elbow-rests when the gunner desires to adopt the reclining position. A sliding bolt is provided to lock the seat in any position. There are only five clamping handles on the mounting, and they are all arranged to operate downwards. The handle for the adjustment gear is detachable, and it serves also for clamping the top carriage. The following are particulars of the mounting : — Weight of mounting — 4:51b. =20-5 kgs. Maximum elevation (training pivot vertical) — 16 deg. Maximum depression (training pivot vertical) — 4 deg. Slope of ground on which the mounting can be adapted with training pivot vertical — from 5 deg. descending to 60 deg. ascending. Lowest position, line of sight — 16 in. off the ground (406 mm.). Highest position, line of sight— 32 in. ofi the ground (812 mm.). Sixteen turns of the adjusting handle serve to raise the mounting from the lowest to the highest position. A naval landing limber has been specially designed for carrying this adjustable tripod mounting. The limber itself carries 7000 rounds of ammunition and has the usual accessories and entrenching tools, and is so formed that the tripod can be mounted on it so that it is ready to be fired even in transit. The ammunition is accom- modated in seven compartments, and four seats are provided. It is scarcely necessary to enter into details regarding the construction, but one important feature is that everything is strongly made, and the experience of Messrs. Vickers has been utilised to ensure reliability even with the severe treatment inevitable in heavy country. The following gives the weights of the gun, tripod and limber : — Weight of gun 28 lb. = 12 • 7 kgs. Weight of tripod 45 ,, = 20-5 ,, Weight of limber with 7000 rounds of ammunition . 1240 ,, = 562 ,, Total . 1313 „ = 595-2 „ TOIU'EDOES. 301 Writincr in the Naral Annual for 1910, Vice-Admiral Sir Sidney ^^"to- ^ •111 mobile Eardley-Wilmot, in reviewing the position of the Whitehead torpedo torpedoes, as a weapon for use at sea, remarked that " greater simplicity and much higher velocity seem essential to give this form of attack a more assured position in naval warfare." Sometime has now elapsed, and it is interesting to again review the position of the torpedo and see to what extent either or both of the above requirements have been actually met in practice. Before doing this, however, it is perhaps desirable to point out to anyone who may refer to the Naval Annual for 1910 that one particular feature, at any rate, which was not then existing must be mentioned if the torpedo is to be given its true value. In comparing the Whitehead torpedo with a 12-in. gun, the inference was made tliat the gun, at any rate, possessed an effective range of something like double that of the torpedo. As a matter of fact, the effective range of the Whitehead torpedo now equals if it does not actually exceed that of the gun. The fact that the torpedo maintains for the whole of its course a definite depth eliminates altogether the chances of missing its object due to variations in the trajectory curve, and, as recent practices have borne out, a torpedo fired, say, at the centre of a line of ships in single column line ahead, the chances are only two to one against some ship being hit, even up to ranges of 10,000 yards. Consequently it is only reasonable to believe that with a considerable number of torpedoes fired without any particular objective, but at the centre of a fleet, there exists every probability that some will, in actual practice, hit one or other of the ships composing the fleet ; and since at the ranges now possible with the torpedo, torpedo craft, or even the smaller fast cruisers, would be practically at a safe distance, the possibility of successful daylight attack with the torpedo has to be seriously reckoned with. As is well known, the Whitehead torpedo has, in the course of its development, tended to increase in size, and the majority of torpedoes being manufactured at the present time for our own or foreign Governments are of the 21-in. diameter type. This larger torpedo, on account of the increased weight of charge carried, and on account of its increased speed and length, is considerably more formidable than the previous type of 18-in. torpedo, although this latter is still preferred for some torpedo craft and submarines. In the gradual growth towards the increased size the torpedo has remained fairly constant as regards the ratio of length to diameter ; consequently, the 21-in. torpedo is in the neighbourhood of 22 ft. long, and possibly represents the limit in size that present-day launching tubes and appliances for handling render convenient or even possible. 302 THE NAVAL ANNUAL. Speaking generally, it may be said that all torpedoes under construction at the present time are fitted with superheaters for heating the air, and many have added to this generators for con- verting water into steam, which, added to the heated air, more than doubles the efficiency that could be obtained from the com- pressed air charge alone. But with these improvements, complications in machinery and the necessity of greater care in handling bring up again the original question as to whether greater simplicity has resulted in the last two years. It certainly cannot be claimed that torpedoes can be more simply adjusted now than they were formerly, but there is a tendency — certainly abroad — to construct torpedoes for one range and one speed only, and with tliese limitations the torpedo can be more simple and efficient. But assuming that the principle of one range one speed is generally adopted, it means that two torpedoes are required for carrying out the best form of day and night attack : a long-range, slow torpedo is most desirable for day attack, whereas a short-range and high-speed torpedo is more suitable at night; and the present tendency is to provide two separately designed torpedoes to fulfil these two differing conditions. The following table shows the present speeds and ranges of the torpedoes constructed by Messrs. Whitehead & Co., of Fiume. There is also shown the amount of explosive carried in the head. Speeds and Explosive Charge op Torpedoes. Tor- pedoes, Diameter of Torpedo. Speeds. 1000 yards. 3000 yards. 6000 yards. 8000 yards. m. 18 21 kts. 42J kts. 41 kts. 27 kts. 27 lb. 209 330 The torpedo department of Messrs. Armstrong, at Elswick, has been extremely busy during the past year. The demand for torpedo- tubes, both for submerged discharge and above-water discharge, has been very considerable. As regards the submerged discharge, a new problem had to be faced in providing for a greater length and weight of the 21-in. torpedo. It was found by shipbuilders extremely inconvenient to provide space for the loading of the 21-in. torpedo axially in the tube. This operation was difficult enough with the 18-in. torpedo, but the greater length of the 21-in. torpedo made it excessively difficult to find sufficient beam space to enable this operation to be performed, To meet the difl&cult^ Messrs. Armstrong designed and have HIGH-ANGLE MOUNTINGS. 303 perfected a submerged tube into which the torpedo can be introduced from the side. The arrangements adopted are extremely ingenious and simple in their operation. As in the previous well-known Elswick submerged torpedo-tube, compressed air or gas is admitted into the outer tube in rear of the piston, and this drives the piston forward. When the piston with the attached shield has travelled to a certain distance, a large valve in the axis of the piston is allowed to open, admitting the pressure to act on the torpedo itself, and force it out. The increased weight of the piston and shield necessitated the employment of new methods to bring them to rest at the completion of their stroke. Pneumatic, hydraulic or spring buffers are used for this purpose. The large side-door requires power for its operation. A smaller power motor, either electrical, hydraulic, pneumatic or steam, working through a series of levers, actuates this door without difficulty, and at the same time carries the torpedo into its position in the piston. As regards above-water tubes, Messrs. Armstrong have carried out a large number of experiments with the object of perfecting arrange- ments for above-water discharge, and to produce a tube which will ensure accurate ejection of the torpedo, combined with lightness and facility of working, with due regard to strength. They have evolved such a tube, and have constructed a large number of them for different navies. The advent of the airship and the aeroplane, and the rapid and Gun widely entertained growth of opinion in favour of their potentialities jngg^or in war, has naturally occupied the attention of the designers of ord- airship nance, and on the following page is illustrated the system designed by Messrs. Vickers for enabling the 4-in. 40-cal. and the 3-in. 50-cal. guns to be mounted on pedestals on board ship, in order to give a high angle not only for use against aerial fighting machines, but for other purposes where a high trajectory is desired. Little need be said about the guns, as they are of the firm's standard type. The chief interest is associated with the mounting. The mounting consists, first, of the usual cradle with recoil cylinder and running out gear, the springs of the latter being arranged in a single column enclosed in a steel tube secured to the underside of the cradle, to be readily removable for adjust- ment. Second, a carriage of the usual Y shape, having side cheeks carrying the trunnion bearings and a vertical pivot, with suitable elevating and training gear operated by handwheels, and a platform and seat for the man operating these elevating, training and sight wheels, as well as one for the operating and quick loading gear. Third, a pedestal with a training wormwheel at the upper end, and roller bearings at the top and bottom and a baU-thrust bearing. The elevating gear is the most novel feature, and five turns of the handle suffice to raise the breech from 90 deg. to 30 deg. for loading. As shown on the drawings published on page 304 the elevating arc is secured to the cradle by the brackets which carry the running out springs, while the pinion is carried on a hollow cross shaft on the upper carriage. The left-hand end of the shaft is arranged to receive a sliding clutch, which engages with a wormwheel. The boss of the clutch 304 THE NAVAL ANNUAL. ^'6-5_»'of*n9 ^«B< _^ ViCKERS' S.A. 4-INCH (10 CM.) 40-CAL. HiGH ANGLE PEDESTAL MOUNTING. AIRSHIP ATTACK. 305 screws into the boss of the wormwheel with a quick pitch screw. A sliding bolt locks the clutch to the wormwhcel. The wormwhcel is mounted on a sleeve which carries a pinion gearing with a rack which swings on the trunnions and carries the sighting gear. By this means the movement of the sight coincides with the gun when the elevating gear is operated. One turn of the handwhecl elevates the gun 2 deg. The loading gear is worked from the right hand of the mounting, the crank handle being geared to the cross-shaft by spur wheels. The sliding bolt is withdrawn by the foot lever and the clutch disengages itself automatically from the wormwheel when the loading gear is operated. The training gear consists of a wormwheel on the top of the pedestal secured by means of a friction clamp so as to relieve the gear from excessive shock. Gearing with the wormwheel is a worm connected by bevel gearing to the training hand- wheel. The worm runs in an oil bath and is fitted with ball bearings and an adjusting device for taking up wear. The elevating and training handwheels are carried on the same bracket. The handle of the training wheel is fitted with a pistol with electrical firing gear so that the operator may fire the gun without taking his hand off the wheel. One turn of handwheel trains the gun 3 deg. The sight is connected to the arc pivotally mounted on the left hand trunnion, and has arrangements to correct the ranging angle automatically for the different pointing angles. The telescope is of special design, having the eye-piece at the side for convenience in sighting at high pointing angles. The pawl for actuating the semi-automatic gear is attached to a bracket on the cradle, on the right-hand side of the mounting. The pawl can be thrown out of action when using the gun as quick-fire instead of semi-automatic by means of a small lever actuated by a handle on the right hand side of the mounting. Messrs. Armstrong have also introduced a pedestal mounting for the 3-in. semi-automatic gun for balloon or torpedo-boat attack. The gun and its mountings, shown on page 306, are designed to form the ordinary armament of torpedo-boat destroyers, and in addition to be suitable for attacking airships. For these combined purposes the training and elevating mechanisms of the mounting are arranged to give large and rapid movements to the gun and sight both in direction and elevation. As a rapidly moving airship may appear suddenly from any direction and at any altitude, it is necessary that the sights should be capable of being aligned on it in the shortest possible time. For this reason the sights are arranged so that the gunlayers always look in the direction of the object aimed at and bring it into the field of the sighting telescope by the aid of open sights. The mounting is sighted on both sides, the sights being cross connected to give the same range and deflection to each sight. The gunlayer on the left elevates and aligns his sight in elevation only, and fires. The gunlayer on the right trains and aligns his sight in direction only. The range and deflection is set by a third man or sight setter. As accuracy and rapidity of aiming and firing depend on the gun- layers being well supported and steadied in the most convenient positions for using the telescopes and the elevating and training handwheels, both the gunlayers are provided with seats, each having a footrest and a breastrest. The eyepieces of the telescopes are slightly in front of the trunnion axis, and are so placed that they follow, when elevating, the natural movements of the gunlayer's or trainer's eye when looking upward at X 306 THE NAVAL ANNUAL. VICKERS' AUTOMATIC RTFLE. 307 an object in mid-air. The pivot round which the sight bar rocks when giving angles of elevation for range coincides with the trunnion axis, so that any alteration of the setting of the sights for range very slightly aftects the position of the telescope eye-pieces. The pedestal round which the carriage revolves when training is internal and the carriage is supported by a ball-bearing. jMessrs. Vickers have recently completed an automatic rifle A.uto- which, to judge from the very successful trials which have been rifle. carried out with it, promises to be a great advance on any weapon of this type yet produced. Owing to the careful balancing of all the parts and the long recoil of the mechanism, the force of which is absorbed by spiral springs, the " kick " has been reduced to a minimum, and with the rifle in question it is possible to fire a long series of shots at great rapidity without unduly tiring the man. All he has to do is to fill the magazine from a clip and press the trigger for each shot without removing the rifle from his shoulder or taking his attention from the object aimed at. The force of recoil developed by the explosion of the charge is used to unlock the breech and reload the rifle automatically. The mechanism comprises very few parts, which are simply and strongly constructed. All the working parts can be taken apart and put together again with great facility, and the assembling of the rifle is a quick and simple operation which can be performed without any tools, a cartridge only being required. The whole mechanism is self-contained and can be removed from the rifle in one operation, and, when in position, is so covered in that the rifle is practically dust-proof. The rifle is constructed to fire high-velocity cartridges with pointed bullets, giving a velocity of over 2800 ft. sees. The magazine is constructed to take five cartridges, but, if required, the capacity can be increased to take a greater number of rounds. The gun is arranged so that it can be used as an ordinary magazine rifle, and is changed from automatic to single fire by simply turning a small lever .on the side of the rifle ; it can then be operated by using the bolt lever as in an ordinary magazine rifle. The weight of the rifle has been kept as low as possible without in any way impairing the efficiency of any of the mechanism details or of the barrel. The expansion of the Coventry Ordnance Works during the last Coventry year has been considerable. In order to deal with the increased worTs^°° volume of work and ensure rapid delivery, large additions have been made to the plant of the Company, new shops fitted completely with machines of the latest types being installed at both the Coventry and Scotstoun Works. X 2 308 THE NAVAL ANNUAL. 309 310 THE NAVAL ANNUAL. Amongst the many other innovations introduced during the last year the following are of general interest : — Designs of guns for the attack of aeroplanes and balloons are being produced and promise to be very successful. Various models of an entirely new design of automatic rifle are being manufactured at the works. These models can be arranged to be functioned by gas, or recoil, and are being adapted for different sizes and classes of ammunition. An experimental automatic rifle calibre machine-gun has been manufactured and passed through successful trials. The mechanism is similar to that of the automatic rifle, and the designs allow great advantage in weight over existing types, and also have the advantage that when supplied in conjunction with the rifle no special training of the troops is required for the use or care and maintenance of the machine-gun. Fuses. Extended and most satisfactory experiments with fuses for high explosive shell have been carried out, and the fuse design shows several novel features, especially as regards safety arrangements. Amongst the improvements introduced into hydraulically worked mountings is a hydraulic sight. The arrangement is such that the power required to raise or lower the sight is supplied by a hydraulic cylinder, the movement of which is controlled by a rotating valve operated by the range dial spindle. The range dial is revolved by hand in the usual manner. A feature of this arrangement is that the dial can be placed behind the sight where there is ample space in the turret. Also all mechanical gearing, and consequent backlash, is obviated. The optical part of the sight can be passed either vertically or horizontally through the gun-house armour. Owing to the small power required to turn the range dial, this sight readily lends itself to any method of director-control from a central position. Another novel feature in connection with hydraulic mountings is an improved ramming and cordite tilting by means of which the total time previously required to load any given type of gun is materially reduced. The 6-in.-4-in. high and low velocity and 12-pdr, designs of mountings have been improved and brought up to date in the light of recent experience. As regards the number of contracts now in the hands of the Coventry Company rapid strides have been made during the last few years. Guns of various sizes, including the very largest manufactured, have passed successfully through proof, and several contracts for guns up to the largest sizes are now being executed for the British and other Governments. The five twin 13"5-in. hydraulic mountings for the Conqueror have all been tried with marked success in the pits at CORDITE. 3 1 1 the Scotstoun Works of the firm, and the gunnery trials of these mountings at sea will probably have been carried out before this volume is in print. The manufacture of tlie five similar mountings for the Ajax (the order for which was placed during the latter part of 1910) is nearing completion. A further order for a set of five heavy mountings for a battleship of the 1911-12 programme has recently been received. A new Coventry design Mark VII. of a 6-in. upper deck shielded mounting has recently been accepted by the Admiralty, and an order for a number of these mountings is in hand. Several contracts for various sizes of the Coventry-Holmstrom breech mechanism have also been made. The services of Mr. Howard Wright, the experienced designer and manufacturer of aeroplanes, have been secured for this firm, and his factory, where monoplanes and biplanes of all descriptions have been produced during the last few years, has been purchased by the Com- pany and incorporated as an Aviation Department. Special macliines are being designed for competition in the War Office Military Aero- plane Trials, 1912, and are now approaching completion. The services of Mr. T. Sopwith, the experienced English aerial pilot, have also been retained. The Company is therefore in a- position to supply aeroplanes of all kinds of designs both for flight over land or water. Messrs. William Beardmore & Co. during the past twelve months Messrs. have been making further experiments with tubular cordite in a ^^^^^ ' 12-in. gun with results that are not only satisfactory but tend to & Co. show that the power of guns may be considerably increased without any loss of " life," or that for the same power the " life " may be considerably prolonged. Their attention has also been given to the question of suitable weight of projectile for modern conditions of warfare, i.e., at long ranges ; weight can only be gained usefully by increased length, and this brings in the question of rifling as affecting the stability of the projectile. Given sufficient stability at the long ranges, it is obvious that the heavier projectile, by retaining its velocity better, will be more effective for perforation of armour, and has also the great advantage of carrying a longer bursting charge. The firm's gun factory at Parkhead is in process of extension, to meet the growth of their business in the manufacture of ordnance, and a complete new shop for the manufacture of breech mechanism of all sizes has been installed during the past year. Mechanism for a number of 13*5-in. and 9'2-in. guns is now being manufactured by them for the Admiralty and War Office;. In the gun-mounting department a new design of hand-worked mounting for a 6-in. gun has been completed and is under trial. It 312 THE NAVAL ANNUAL. is very questionable whether such a heavy gun as a 6-in. 50-calibre can be efficiently worked by hand in a seaway with considerable motion on the ship. The improvements introduced in this mounting materially add to its efficiency in this connection. A description of this mounting is given on page 285. As regards armour, the year 1911 has not witnessed any startling developments. In the Parkhead Works, however, there have been improvements made in the present quality, with the result that a greater uniformity is now obtained. Evidence of this fact is shown by the consistently good results obtained at firing trials on plates selected from supplies. The output of the firm was not so large as in the previous year, the reason being that extensive additions were being made to the plant, which hindered to some extent the regular work. The additions — viz., several new treating furnaces, a 10,000-ton bending press, and a new armour-rolling mill — are now working, and the plant is now capable of producing 10,000 tons of armour per annum. The belt armour for the Conqueror was completed during the year, also the barbette armour for the King George V., Ajax and Audacious. One branch of armour manufacture which has been improved considerably during the year is that of armoured communi- cation tubes. Those now produced are equal, if not superior, to face- hardened plates of equal thickness. A considerable quantity of deck plating also has been finished. This material is now subjected to firing trial, several plates from supplies having been tested with excellent results. This firing trial is purely a shock test, the plate being attacked at an acute angle to line of fire. When it is con- sidered that this material is not subjected to treatment, or at most to a simple annealing after rolling, it is obvious that the material must be of a superior class. Elswick Messrs. Armstrong have introduced a revised method of igniting system. the cordite charges of guns which have the De Bange system of obturation. The intention of this improvement is to diminish the risk of accident when charges which have the igniting material attached to the bag are being handled in the gun-house or magazines. Furthermore, it does away with any danger that may be attached to stowing cartridges which have their igniting material attached in the magazines. The Elswick system provides for the lighting primers to be kept and handled quite apart from the cartridge. Special arrange- ments are made in the mushroom head of the obturator for receiving the priming charge. This subject is an interesting one, and no doubt further develop- ments of it will be followed with considerable interest. SUBMARINE MINES. 3i; Withiu the past few years there has l)een ready and convinced Auto- recognition of the great potentialities of the automatic submarine marine mine. This is a direct consequence of experience in recent wars, ™i"^^- and of the improvements made in the mechanical features of these instruments of destruction to ensure safety in liandling them on land ViCKERS' Automatic Submarine Mine (No. 5a). and on l)oard mine-laying ships, to effect ])r('cisi()n in laying them, particularly in respect of the depth of submersion below the surface, and to achieve efficiency in action. In tlie Iiusso-.Tapancse war great destruction was wrought by mines, and the numl)cr of ships sunk by these instruments quickened interest and stimulated experimental research towards improvements 314 THE NAVAL ANNUAL. in respect of safety, precision and efficiency. Now there is full confidence in their potentialities. Sir George Clarke, a great authority on all matters of defence, said, some years ago, that " the fact that the whole question of submarine mine defence has been allowed to remain in the hands of experts who ignore naval requirements and the practical conditions of war accounts for much misdirected energy and some evident danger." Therefore, it is well that the question has recently been taken up by a firm who make a continuous study of the necessities of war as an element in the solution of the mechanical problems associated with the manufacture and use of war munitions. Messrs. Vickers, whose aim it is to meet all naval requirements and the practical conditions of war, were compelled by the success of the submarine mine in the Far East to take up this weapon, and the result has been most interesting. Success in In connection with the automatic type of mines, the essential mining- conditions to be fulfilled are as follows : — The firing gear must be delicately adjusted in order to ensure explosion of the charge with the slightest shock due to the contact of the passing ship, and yet provision must be made so that the mine cannot be fired prematurely either on land or in the mine-laying ship or when being launched into a " field." The depth of immersion under the surface must be constant and precisely as predetermined, irrespective of the distance between the surface and the bed on which the floating mine is to be anchored. A further desideratum is that in the event of one or two mines exploding the adjacent ones should not be fired ; this it will be recognised is a difficult condition, as the concussion of the water resulting from the explosion of one mine tends to disturb others as greatly as the contact of a passing ship, especially in the case of a sensitive mine. These conditions are met in the Vickers mine as a result of experiment and practical tests. The patent type of mine which is illustrated on page 313 obviates any possibility of either the shock or wave motion set up by the explosion of one mine affecting others. This mine is globular in form, and is fitted with a lever which projects beyond the mine, and is deflected radially from its set position when the mine comes in contact with the ship, and rolls along the side of the hull. The action of this contact lever releases the firing gear, which is then actuated by the buoyancy of the mine. The lever is locked by a spring-supported spindle, so that the shock must be one of considerable force. A submerged log, for instance, would not be sufficient to displace the lever from its locked position. The lover and its mechanism is placed on the bottom of the spherical mine. On it there is a stop, B, so that only when it is forced radially through a certain arc by contact with the ship can the mine be fired. Percussion is achieved when the projection B has cleared the end of the striking mechanism. The firing gear is unlocked, a direct pull is exerted on the spindle. It will be seen that at C there is a forked crosshead, each end terminating in a bulb to fit over the concave head of the striker spindle A. As the forked crosshead is drawn outwards, its ends drop into the enlarged part D, releasing the trigger spindle A, which, impelled TRIALS WITH MINES. 315 by its spring, robouuds against the detonator. At E there is introduced an clastic joint, to ensure tliat the firing mechanism is not affected by sea-water. The contact lever prevents detonation until it is struck by a passing ship. There is the further provision that this lever cannot operate until a sal-ammoniac seal is melted, which can only be accomplished after the mine has been immersed. At the same time there is a plug, G, at the top of the mine, which permits the igniting charge to be withdrawn through the cover over the detonator cylinder, which is screwed in place at the last moment before immersion. Many trials have been carried out with these mines to establish their safety before immersion, their efficiency when they came in contact with ships travelling at even the lowest practicable speed, and the accuracy with which they can be immersed and anchored at a predetermined depth from the surface. To accomplish this last- mentioned result there is an anchoring chamber and a winch with paying-out cable, which is seen alongside the actual flotation chamber in the section on page 313. The paying-out cable is connected to the end of the spindle actuating the firing gear, and passes through a cursor on to the drum of the winch. The cursor is of soft metal, being easily removable, while the cable is of steel, so that there is no excessive wear of the cable. The section on page 313 shows the mine complete in transit on a bogie on rails. The projection at the bottom is simply a brake in connection with the transit arrangement. When launched the weight K is detached, and drops for the whole length of the sounding-line, which is fixed in any particular mine at the depth at which the mine itself is to be immersed under the water surface. This weight, which acts as a plumb- line, is, as seen, supported in a cavity on a spring-loaded spindle, in order that when the weight touches bottom, the tension of the spring is released, so that the spindle, actuated by the spring, drives a pawl into the pinion of the paying-out drum. As soon as the mine is floated the cable begins to pay out, the anchor chamber sinking. To the end of the shaft of the paying-out winch there is secured a threaded extension, in contact with which is a square nut M, which, under normal circum- stances, bears against the spindle carrying the pawl for engagement with the toothed pinion of the winch. Ultimately this nut clears the spindle, but so long as the weight is acting on the spindle it cannot rise in the guide N. As soon as the weight touches bottom, and the pull upon the spindle ceases, the spring forces the spindle through the groove up the guide N until the pawl 0 enters into one of the teeth in the wheel P, arresting the motion of the paying-out winch. At the same time, the spring- loaded stop Q advances into the spindle cavity, retains the spindle in the highest position of its vertical travel, and thus clamps permanently the toothed flange on the winch. The action of this apparatus is thus positive, and definitely and per- manently clamps the winch. In this way it is impossible for the winch to rotate in any way, so that even strong currents have no effect upon the degree of immersion of the flotation chamber of the mine. From the foregoing description it will be understood that as the winch ceases to pay out when the weight of the sounding-line has reached the bottom, and as the weight of the winch drags the flotation chamber downwards with it, the final mooring position of the flotation chamber will be a distance from the surface equal to the length ])etween the anchoring chamber and the weight on the sounding-line. E.xhaustive trials have been made of this anchoring system to determine the accuracy in the depth of immersion of mines designed 316 THE NAVAL ANNUAL. on this principle. Four mines were used for this series of tests. In each case there was brought into operation a hydraulic brake mounted on the shaft of the paying-out cable at 11, and the strength of this brake, which regulates the speed of the sinking of the anchor, varied from about 4*4 to 15-4 lb. The mines were lowered from the deck of a ship, and the sounding-weight was dropped into the sea at the same time. In no case did the degree of immersion actually obtained exceed 20 per cent, of that desired. In the case of immersion of a little more than 3 yards (3 metres) the result was in the worst case only 6 '66 per cent, in excess of that aimed at; with about 5h yards (5 metres), immersion 6 per cent. ; and with about 8f yards (8 metres), immersion under 4 per cent. The speed of immersion was tested in several trials in a depth of water of 72 to 75 metres. The predetermined depth of submergence was 5 ft. in water of a depth of 75 metres, and the time taken to anchor was 32 seconds, giving a speed of about 2-3 metres per second. With a depth of 72 metres the time taken was 28 seconds, giving a speed of practically 2. J metres per second. A test was also made to determine thfe maintenance over a prolonged period of the depth of immersion. The depth of water was 10 metres, and the depth of immersion was decided upon as one metre. After 6 hours it was found that there was no change in the depth of immersion, allowance being made for the rise of the tide. Upon the mine being dismantled it was found that there was no leakage into the firing mechanism. Another mine was similarly immersed for 23 hours at a depth of 9 metres from the surface, and here also absolute water- tightness was thoroughly established upon dismantling and examina- tion of the interior. Of equal importance is the design of suitable mechanism for launching or laying and mooring the mines in waterways, and to the devising of satisfactory mechanism Messrs. Vickers and Captain Elia have devoted much experimental research. FOREIGN POWERS. United States. In the course of a review of ordnance matters during 1911, Eear- Admiral N. C. Twining, Chief of the Bureau of Ordnance, remarked that progress had been rather in the direction of improving and developing existing types than in any marked changes. There had been no revolution, and no upheaval seemed to bo indicated. The increasing efficiency of the submarine, the torpedo and the aeroplane. UNITED STATER OIJDNANCE. 317 had caused naval officers and ordnance authorities to look forward to the time when these factors of warfare might cause new demands to be made in matters both of ordnance and ship construction, but up to the present time the proposals had been merely tentative or speculative. The contest between the gun and the armour-plate was still going on, but the Chief of Ordnance thought the gun had now the balance of advantage, and still more powerful types of guns were contemplated. In the United States Navy the standard heavy gun is the Ordnance. 14-iii. of 45 calibres, and for torpedo defence a 5-in. of 51 calibres. Tlie following table shows the superiority of the modern guns over their predecessors. (The last gun given in the table is the army and coast fortress gun, and has been added to show how it differs from the naval gun. Its nitro-cellulose charge is 329 lb.) Calibre. Length in Calibres. Length. Weight. Muzzle Velocity. Weight of Shell. Muzzle Energy. Extreme Range, Ship Mounting. Penetration in Ki'upp Armour. ins. ft. tons. foot sec. lbs. foot tons. yds. ins. 5 40 17 3-1 2,. 300 50 1,852 7,000 2-3 at 6,000 yds. 5 51 22 5-0 3,150 50 3,439 12,000 3-0 at 6,000 yds. 12 45 46 53-6 2,850 870 48,984 22,000 15-2 at 10,000 yds. 12 50 51 56-1 2,900 870 51,944 24,000 15-6 at 10,000 yds. 14 45 54 63-3 2,600 1,400 65,687 21,000 15-9 at 10,000 yds. 14 .0 46 2,150 1,660 57,285 The superiority of the naval 14-in. over the 50-calibre 12-in. is due in some measure to the increased steadiness of the projectile during flight, which is the advantage arising from its added weight, and the " hitting power " is greater, although the extreme range of the gun as mounted on board ship is less. The nitro-cellulose powder charge employed is 370 lb. The 5-in. torpedo defence gun is regarded as effective up to its extreme range of 12,000 yards. The short length and low muzzle velocity of the army 14-in. gun have caused some comment. It is understood that they were adopted in order to minimise the effect of erosion, and reduce the cost of re-lining. It is held that tliis policy, if once justifiable, is so no longer, since it gives the Army a gun inferior to that it may have to meet, thereby sacrificing the great advantage shore guns should possess — viz., the ability to outclass the enemy's ship's ordnance. With regard to erosion, Eear-Admiral Twining says that the effect is due probably to the action of the powder gases on the metal of the gun as softened by the high temperature to which it is exposed, being about 4000 deg. F. The process of re-lining has hitherto consisted in boring out the interior of the gun, shrinking in u Erosion. 318 TFIE NAVAL ANNUAL. new tube, and then boring and rifling again. The facility of the operation is in future to be increased, and the cost greatly reduced by building all guns with liners slightly conical and susceptible of easy removal. In this way the time required for re-lining a big gun will be reduced from 75 to 25 days. From other sources it appears that no appreciable results have been attained from experi- ments with powder and special banding of the shell, but some changes in the form and pitch of the rifling are said to promise a likelihood of increasing the life of a gun from 150 to 200 rounds. The question of bands is still under consideration. There is in the naval appropriations for the first time this year a charge (125,000 dols.) for re-lining guns, and it is anticipated that an annual continuous appropriation for this purpose will be necessary. At the present time the cost of a liner for the 12-in. gun is 4000 dols., and of inserting it 6500 dols., which is about 17 per cent, of the cost of a new gun. Powder. The nitro-cellulose powder, which replaced the prismatic brown powder, is still the standard propellent in the United States Navy, and Eear- Admiral Twining claims for it that when not affected by climatic or other unfavourable circumstances it will retain its qualities and continue serviceable for from twelve to fifteen years. If deterioration should occur, warning is given by the physical appearance of the powder, so that spontaneous combustion or explosion is never to be apprehended, and it is extremely doubtful whether spontaneous combustion is possible unless the powder should be subjected to abnormally high temperatures. Eear- Admiral Twining says that the powder is extremely satisfactory in stability, ballistic characteristics, and keeping qualities, and that there is no better smokeless powder in the world. The propellent is constituted of cotton dissolved in nitric acid, and dried and colloided. The material is then passed through a mechanical press and comes out in long strips and rods, which are cut into the required lengths. The form of grain used for large-calibre guns is multi-perforated, the perforations being longitudinal, so that the burning of the powder is constant and the gas pressure practically unchanged during the time in which the projectile is travelling from the breech to the muzzle. If powder should become deteriorated ballistically, it is reworked, the process being analogous to the radouhage of the French. The grains are ground in water and the paste dried, and the material worked much as in the case of new powder. Shells. AVith regard to the shell used in the United States Navy there is little to report. Eear- Admiral Twining says that the projectiles are " being slowly but surely improved." They are all capped, with AMERICAN GUN MOUNTINGS. 319 the exception of the 5-in., the body being of hard and tough forged steel, containing alloys of nickel, chrome, vanadium and other metals, and it is in the composition and treatment of the steel that advances have been made towards giving hardness without brittleness. " These points are, in the main, manufacturers' secrets, not disclosed even to Government oflicials." The problem of making a high-explosive shell capable of penetrating armour and carrying a sufficient bursting charge appears not yet to have been satisfactorily solved. The proposal to employ a shell carrying a large explosive charge, to detonate on contact, finds no favour officially. Great damage might be done by the Isham shell, but the damage could not be comparable to the eflects of a shell bursting inside armour. The Puritan trials confirmed the official opinions previously held on this point. With regard to the mounting of guns in United States warships Gun there has been strong objection to the introduction of the triple j^gg turret system. It is true that it would lead to a reduction in the weight of armour carried, but there is the danger of three guns being put out of action instead of two, as well as of complications occurring in the matter of ammunition, turret machinery, concentrated weights, and other features. But, nevertheless, says Eear-Admiral Twining, the time " seems now to have arrived when the necessities of ship design and tactical considerations have forced the triple turret, and it is interesting to note that Eussia, Austria, Italy, and the United States have all incorporated it in their latest battleship designs. It is now decided that United States battleships Nos. 36 and 37 (Nevada and Oklahoma) will each carry the triple turrets as a part of their main armament. These turrets will embody certain new ideas in gun-mountings which have not yet been embodied in any foreign design." He adds that " for secondary gun-mountings compactness and lightness are essential, but to attain them, without sacrificing the rigidity which is necessary for accurate firing, requires ingenuity." In this connection it is interesting to note that the Bethlehem The! Steel Company have several new designs of electro-hydraulically hem operated turret gun-mountings, and tliat their works are busily Company, engaged in turning out such turrets, which have given very satis- factory results in trials carried out to determine the flexibility of control of the various gun and ammunition supply machinery installed in the turrets. As is well known, the electro-hydraulic installation consists of a constant speed and continuously running electric motor driving a variable delivery hydraulic pres.sure pump, which supplies oil under pressure to an hydraulic motor, which operates the gun machinery. This combination in itself is not new, and is used in American, Kussian, and Japanese turrets, and even on pedestal gun- 320 THE NAVAL ANNUAL. mountings, but up to the present the weakest unit in the power transmission scheme has been the hydraulic speed variator itself, and the diurability of the variators has left very much to be desired. Two causes have contributed to the unfavourable results referred to, viz., the unequally distributed load on the large ball thrust-bearings and the wearing of the valve face of the cylinder barrels and the face of the valve plate. In some types of swash plate hydraulic transmission machines the cylinder barrels are rotary, and work on a fixed valve plate, whilst in some proposed machines it is the valve plate which rotates. As the valve ports have to be of a certain area to pass the requisite amount of pressure fluid, it is impossible to reduce the diameter of the valve faces as much as might be wished, and conse- quently the limit of rotary speed is reached in a 30-H.P. machine at about 400 r.p.m. ; otherwise the life of^'he valve port faces is very short. This is a very slow speed for the modern electric motor, and it means either a heavy and cumbersome motor or a reasonable size of motor and gearing between the motor and the pump end of the hydraulic speed variator. The Bethlehem Steel Company have therefore decided to use a machine which does not require any ball bearings at all, and which does not employ rotary valve faces, and consequently a 15-H.P. machine for the elevating gear of a heavy gun can be connected direct to a motor running at 1000 r.p.m., whilst a training speed variator of 30 H.P. can be run at 800 r.p.m. To control the speed and direction of rotation of the gun, turret and ammunition hoist, the Bethlehem Steel Company use a variable throw crank-pin of an ingenious construction which governs the amount of fluid sent to the hydraulic motor, and the throw of the crank-pin is altered by a small hydraulic servo-motor. This combination ensures that the exertion on the part of the operator is very slight, and as the control is by means of the double hand-wheels described in the 1909 Naval Annual, it is easy to imagine that the control of a heavy turret causes no fatigue to the gun layers and trainers. Gun The Bethlehem Steel Company are making large numbers of anti- tnals, torpedo armaments for their own and other Governments of 4-in., 5-in., and 6-in. calibre. As typical of Bethlehem design in small mountings two photographs are reproduced on page 321 showing a 4-in. gun and mounting (side and breech end views) which have several interesting features. The gun is of 50-calibre length and of the " all-steel " design, using fixed ammunition with a long pointed shell of 31 lb. of nitro-cellulose powder, brass cartridge case and • combination electric and percussion primer. The M.V. is just over 3000 f.s., and to illustrate the great range of this gun it will be only 321 a-- , Tg- -■■■■■ ^ II iMM^iiii iiiiiBiii™^--<-'^-TT Bethlehem i-iy. Gun (Rear View). Bethlehem 4-in. Gln (Siue Viev.j 322 THE NAVAL ANNUAL. necessary to mention that at 5 deg. elevation the average range for ten rounds was 7970 yards, whilst twelve shots with 9 deg. 30 min. gave a mean range of 10,768 yards. These facts speak very highly for the happy combination of gun, powder, and shape of projectile. The mount- ing when used in torpedo-boats or destroyers is fixed on a pedestal having an unusually large base, so as to reduce upward and down- ward deck stresses to a minimum. The recoil of the gun is absorbed by two brake cylinders below the gun, and these cylinders also contain the running-out springs. The Bethlehem " Two Hand " elevating and training wheels are used, and there is also a two- speed change gear fitted to each mechanism, actuated by the foot pedals shown on the platforms. The cross-connected sights are of the Bethlehem Eock Bar type with eccentric adjustment for range.* San An account was given in the Naval Annual last year of the experi- firiDgs^ mental firing at the San Mai'cos, but the following comment from the military point of view, published in the Journal of the United State, Artillery (July-August, 1911), is peculiarly interesting and deserves to be reproduced : — Tor the coast artillery, the work on the San Marcos raises some rather disquieting questions. Heretofore, it has been generally conceded that for reasons inherent to the comparatively unstable gun platform offered by a ship, as well as her inability to determine ranges with great accuracy (both of which advantages are possessed to a high degree by the coast artillery), a man-of-war could not open an effective long range fire upon a sea-coast battery. As the old saying went, " A gun ashore is worth more than two afloat." This estimate of the situation is now, by some, questioned. Excepting the absence of a return fire, the firing of the New Hampshire on the San Marcos closely paralleled the conditions that would obtain between a ship and a low- sited direct-fire battery ashore, namely, the firing ship had a stationary target, com- paratively quiet water to manoeuvre in, and selected her own range, which she varied at will. In the absence of definite experimental knowledge, the effect of such fire upon a battery's materiel and personnel is problematical. The utter lack of overhead cover is, bj' the Navy, considered a very weak feature of our style of emplacement. Naval officers express the belief that after the first salvo the emplacements would be swept with fragments of shell and splinters of concrete, enveloped in clouds of fumes from exploding shell and dust from the earthern parapets in front, and the gun carriages (especially those of the disappearing type) would be so clogged with debris carried over from the parapet that they would soon cease to function. On the other hand, the ship being in motion, continually clears herself from her own smoke. Furthermore, that all battery-commander and primary stations erected at, or in the immediate vicinity of, the battery would be speedily wrecked. Under such condi- tions they say it would be impossible for the battery to make any effective reply. They also point out that a single battleship of the latest type, with its broadside of ten or twelve 12-in. guns, outclasses the direct-fire armament of most of our forts ; and that a division of four such ships could bring to bear a fire far superior to any that could be brought against it (even if the shore batteries could reply). Regarding the fire from mortars, they admit this is a harder proposition, but are inclined to discredit the ability of mortars to hit a rapidly moving target, frequently changing speed and direction, at the long ranges now used. -They also claim that they would speedily "knock out" the various observing and plotting stations by which the mortars are directed, wherever they are visible and exposed, as at Fort Monroe and many other forts. * In the photograph showing the side view of the gun, the projection from the breech, which is just seen in front of the breech block, is not i)art of the breech mechanism, but part of a bore telescope which had inadvertently been left in place. SAN :\IAK('()S TIIIALS. 323 liear-Admiral Twining- considered the most striking lessons of the firing to be: 1. The fact that, at ranges of 10.000 and 12,000 yards, the New Hampshire could place her shots on any ]tortion of the ship at will, thus proving the accuracy of her spotting and pointing. 2 The tremendous havoc wrought in the San IMarcos hy the passage or bursting of entering shell. The Chief of the Ordnance Bureau's opinions on the torpedo Tor- question are interesting. He says that while the torpedo continues to '^ be held in great favour as a weapon of under-water attack, it must be admitted that no navy has at present an adequate system of defence against such attack if efficiently delivered. Torpedo nets as carried by the vessels of some foreign navies are ineffective, since torpedoes have been designed which can cut, penetrate, or displace the nets. The searchlight is ineffective, since a torpedo may be successfully launched at a range beyond its reach. Gunfire is ineffective against an invisible target, and the torpedo-i)oat can launch its weapon while still invisible to the gun. Pickets and scouts are not thoroughly effective, since they may themselves be attacked and disabled, or they may be eluded. The practical torpedo of the present day may be effectively used at a range of 8000 yards ; a range of 10,000 yards at 27 knots speed is confidently expected in the near future. The United States' Navy now has in course of building two types of torpedo which will, beyond a doubt, fill these conditions, and may exceed them. The reliability of the torpedo in the hands of the general service is, unfortunately, still questionable, and many failures and wild shots are to be expected. There is, however, nothing mechanically impossible in the conditions of the problem of making torpedoes reliable, and recent advances in this direction justify the hope that in the near future a thoroughly accurate long- range weapon will be produced. Although there is no change to record in the character of the Armour armour employed in the Navy of the United States or of any other country, there is a marked advance in the methods of armour- making. The Krupp steel plates manufactured in the United States and tested in 1905, though they resisted penetration, showed considerable flaking round the points of impact; while a plate of last year's make, which has been illustrated, showed that it had been attacked by four A.T. projectiles, of v/hich none had perforated, and that there was practically no flaking. To meet the increasing power of guns and the penetrative effect of shell, the American ships are now receiving thicker armour, and the Bureau of Ordnance has even had a plate made 18 in. thick, which has been tested with a view to a possible future demand for armour of that thickness. Thin plates of greatly increased resisting power are now made for turret and conning tower tops with a nickel-chrome-vanadium alloy, specially treated, which gives very satisfactory results. Krupp armour is made in the United States by the Midvale, Carnegie and Bethlehem Steel Companies. The Krupps in Cermany endeavoured to restrict the operations of the Midvale Company on the ground of alleged infringement of certain American patents, but V 2 324 THE NAVAL ANNUAL. some of the patents were held by the District Court of Pennsylvania to be invalid and the others not to have been infringed, and the decision was upheld successively by the Circuit Court of Appeal and the Supreme Court, to which the action was carried. Great gratification was caused by the success of the Carnegie Steel Com- pany in securing the contract for the supply to Italy of 4600 tons of armour plating which, for reasons not fully explained, the Terni Company were unable to deliver. The contract price was a little more than £85 per ton, while the French Schneider group is stated to have asked £94, Messrs. Cammell Laird £107, and Messrs. Krupp £108. The Bethlehem Company has been very successful in turning out armour-plate, and they have now their works busy with American and European orders. Two of these plates are illustrated. They were respectively of 12-in. thickness, reducing to 5 in. and to 6 in., in each case with 6-in, oak backing and f-in. skin plating, and the angle of fire was normal. The lower 12-in. to 5-in. plate was tested at Indian Head in the early part of October last, in the presence of the Chilean Commission. The plate was attacked by six 12-in. capped a.p. projectiles and one 12-in. uncapped a.p. projectile. The first five projectiles, being capped, were fired' at striking velocities averaging 10*8 f.s. higher than the prescribed velocity (1514 f.s.), and the maximum .pene- tration, as will be noted from the accompanying reports, was 4^^ in. In the case of the sixth shot, an uncapped 12-in. a.p. projectile, brought to 870 lb. weight, was used, with the idea of assimilating as nearly as possible the conditions under wklch armour ballistic tests are generally conducted in 'Europe. This shot was fired with a striking velocity of 1660 f.s., and the estimated" penetration was 3 in. The seventh shot, using a 12-in. capped a.p. projectile, was fired with a striking velocity of 1793 f.s., or 279 f.s. higher than the prescribed velocity. In» the case of this shot the penetration measured 15 in., . but as the plate was only 12-in. thick, a cone must have been pushed out of the back of the plate as the projectile did* nojL- penetrate into the oak backing. - . > The upper plate represents a group of 6-in. armour, and was attacked by three 6-in. capped a.p. projectiles, weighing 105 lb. each, with velocities averaging 1*6 f.s. higher than the prescribed velocity (1648 f.s.). It-appears from the report and photograph tha't the maximum penetration effected was from 1^ to 2 in. It may be noted that the lines which appear to the right of the photograph and seem to be hair cracks in the plate, are only defects in the original photograpli from which the one for tlie illustration was copied. 325 Bethlehem Plate, No. 123281 Bl Fl. w ^^^ ^y^ ■v,». "•- ^^^^ K^ , - . ' Bethlehem Plate, No. 12307C Bl. 82(1 THE NAVAL ANNUAL. Test of Plate. United States Naval Proving Ground Indian Head, MD. Maker, Bethlehem Steel Co. Lower Plate. Thickness Backing 6-in. Oak Number of Securing Bolts G. Impacts. Gun No. and calibre Rounds fired to date Projectile used and make Length of projectile Diam. of bourrelet . Diam. of body Diam. of band Diam. of lip . Weight of projectik' Type of band used . Plight (by screen) . Powder used . Charge, pounds Striking velocity Dimensions of impact Dimensions flaking Distance from top . Distance from left . From nearest impa ;t Dish Penetration . Cracks . August 30, 1911. Class " A," thickness 5 in. to 12 in. Skin Plate ^ in. Angle attack normal. Number of Armour Bolts 32. 1 . 12-in., .85-9 '2 same 3 same 71 72 73 ( W.S.A.P., 1 '^ \ lot 3, 1908 / same same capped same same 11-965 11-968 11-967 11-929 11-940 11 -939 12-139 12-140 12-139 12-294 12 294 12-294 870 lb. same same . 3 in. 2 grvs. same same smooth smooth smooth S.P.245 same same 97 lb. 95 lb. 961b. . 1514D-1543 1514D-1507 1514D-1528 11 X 12 9 X 10 9 X 10 28 X 37 17 X 32 15 X 19 67 70 82 96 144 52 No 50 47 1 i No. 41-in. 3-in, 3-in. No No No Test op Plate. United States Naval Proving Ground, Indian Head, MD. Test for Information of Chilean Government. ^laker, Bethlehem Steel Co. Lower Plate. Thickness Backing 6 in. Number of Securing Bolts 6. October 2, 1911. Contract Group Ship Class "A," thickness 12 in. to 5 iu. Skin Plate § in. Angle attack normal. Number of Armour Bolts 32. Impacts. Gun No. and calibre Rounds fired to date Projectile used and mal' Length of projectile Diam. of bourrelet Diam. of body Diam. of band Diam. of lip Weight of projectile Type of band used Flight (by screen) Powder used Charge, pounds . Striking velocity . Dimensions of impact Dimensions llaking Distance from top Distance from left From nearest impact Dish . Penetration Cracks Remarks 1 2 3 4 12 in. 35 calibre, Number 9 89 90 91 92 Wheeler-Sterling, armour piercing, 1908, Lot 3 38-4.50 38-374 35-853 uncap. 38-430 11-982 11-980 11-971 11 - 980 11-967 11-941 11-988 11-946 12-143 12-139 12-138 12-138 12-299 12-298 12-295 12-298 870 lb. 870 lb. 870 lb. 870 lb. 8 in., 2 grooves smooth smooth smooth smooth S.P.245 S.P.245 S.P.245 S.P.245 98 lb. 96 1b. 113 lb. 129 lb. 15.39 (D. 1514) 1507 f.s. 1660 (D. 1678) 1793(D.18C 9 X 10 10 X 11 6x7 12 X 12 24 X 27 23 X 35 10 x 26 22 X 30 82 87 84 66 148 108 69 130 42 29 88 20 H-H 85 3-in. Est. 12 in. Plate developed a few cracks on face during fire. Penetration of 4th shot measured 15-in. deep, but as plate was only 12-in. thick a cone must have been pushed out of back of plate as the shell did not penetrate into oak backing. FRENCH GUNS. 327 Tkst of Plate. UniTED States Naval Pkoving Ground. Indian Head, IMD. November 15, 1911. Maker, Bethlehem Steel Co. Class "A," thickness 6 in. Upper Plate Skin plate g in. Angle attack Thickness Backing 6 in. normal. Number of securing l)olts i. Number of armour bolts 12. Inipac-ts. 1 2 :i Gun No. and calibre G in. 40 calibre. Number 559 Rounds fired to date 381 332 333 Projectile used, and Maker 1 Wheeler-Sterling, Mark ' \ Lot Number 4. A" 1902, Length of projectile capped Diam. of bourrelet . 5-964 5-965 5-964 Diam. of bodv 5-928 5-932 5-930 Diam. of band 6-115 6-119 6 -116 Diam. of lip . None None None Weight of projectile 105 lb. Type of band used . l|-in. old type Flight (by screen) . smooth Powder used . S.P. 512 Charge (lb.) . 12-2 12-2 12-1 Striking velocity, I). 1648 1648 1657 1644 Dimensions of impact 5 x5i 6x6 5x5* Dimensions, flaking 12 X 16 8 X 10 13 X 16 Distance from top . 41 42 42 Distance from left . 60 81 37 From nearest impact None 21 23 Dish .... i i i Penetration . 11 in. 1^-2 in. 1-1 J in. (Fstimated) Cracks .... None None None Fkaxce. The Liberie disaster, some particulars relating wliereto are given Ordnance, below, overshadowed the French Navy for a period, bnt did not check its activities, and will not be without some reacting advan- tages. There are evidences of a more vigorous policy, and of a more alert and energetic disposition in officers and men. It has been decided to adopt the 13 4-in. gun — ten of them in five turrets on the keel line — for the three ships which are to be laid down this year. There were diverse opinions as to the wisdom of the adoption of a bigger gun. Many officers were well content with the 12 in. and its obus aluurdi, which has given great satisfaction ; but on the wliole it is recognised that, other navies having taken the initiative in adopting a larger calibre, it would have been difficult for the French Navy to be content with an inferior gun. The only fear is that in the near future it may be necessary to apply to the 13 •4-in. gun the same reasoning which has been applied to the 12 in. The shell to be employed with the new gun will weigli llOOi lb., and will carry an explosive charge of a little more than 55 lb. of melinite. Ballistic details and the characteristics of the Britisli 12-in. wire-wound gun. It appears to be stated in the German naval service that the new 12-in. has 30 per cent, less endurance than the 11-in., and the same feature must appear still more markedly in the larger types. Although the facts are wanting, it appears to be known that the life of the Crerman 14-in. gun is equivalent to the firing of 80 or 90 rounds. Moreover, German guns are heavier calibre for calibre than British guns, and the re-tubing is not so easy as in the case of wirQ-wouijd guns. Thd 534 THE NAVAL ANNUAL. Armour. Krupp gim steel is undoubtedly of a quality not likely to be surpassed, but the problem of erosion is becoming of greater and greater importance with every increase in calibre and proportionate increase of gas pressure. In the Naval Annual last year details were given of the new 14-in., and some details are appended of the two later guns, which will also be found in the Krupp ordnance table: — — 34-3 cm. = 13-f 6 in. 1 38 cm. — 14-OG in. Length, calibres 40 45 50 ! 40 45 50 „ bore '. ft. 47 60-6 56-3 I 49-8 56-1 62-3 total M 47-9 53-5 59-1 53-1 59-3 65-6 Weight, light . tons 53-43 60-22 67-01 : 72-72 81-88 91-22 ,, heavy ?' 59-24 66-71 74-40 1 80-50 90-73 101-15 shell . lb. 1,212-5 1,212-5 1,212-5 1,653-4 1,653-4 1,653-4 charge » 388-0 445-2 507-0 526-8 604-0 690-0 Initial velocity ft. sec. 2,779 2,940 8,094 2,772 2,936 3,091 I\Iuzzle energy ft. tons 64,604 72,718 80,532 88,250 98,874 109,498 Perforation steel muzzle . at^ . > ms. 40-94 44-39 47-71 45-56 49-53 53-30 It is improbable that the 15-in. gun will be mounted in any of the ships now building or contemplated. Possibly it is intended for coast defence works, for which the Krupps supply large numbers of guns. In the matter of ordnance for battleships the Germans have always been conservative, and they long retained the 11-in. when other navies had adopted a larger calibre. If a gun of 14 in., still more of 15-in., should be mounted in coming ships, it is not likely to be accepted with enthusiasm, and more probably will be regarded as having been imposed by the increasing armaments of other Powers. " Nauticus " says that the rumoured mounting of a 15-in. gun in British ships is wholly improbable. On the subject of lighter guns there are various ideas, but " Nauticus " favours a mixed armament, and the plan is adopted in all the new ships. Fourteen 5'9-in. guns behind armour and twelve 3'4-in. are a powerful equipment. "Nauticus" says that the secondary calibre exercises a great moral and material effect, there being a large area of ships vulnerable to its attack, and that the 5'5-in. is the ideal gun for use against protected vessels. The smaller guns are regarded as indispensable for night defence against torpedo attack. No light can be thrown upon progress in armour and steel production in Germany. Nothing authentic is known of the protec- tion of any of the vessels built since the Dreadnought type was introduced, but the Helgolands are understood to have 12-in. water-line protection, reducing to 4 in. at the bow and stern, and GERMANY — ITALY. 335 the bases of all the turrets are \se\\ protected. Transverse armoured bulkheads are general, and all the secondar}'- guns are well protected in armoured barbettes. Great attention is dcNOted to the subject of underwater protection in view of the danger of mines and the increased range of the torpedo, which is placing it alongside the gun as a means of attack in long-range engagements. " Nauticus " remarks that, unfortunately, just when the development of underwater protection was beginning to proceed upon systematic lines, secrecy began to be observed in all the great navies regarding these matters, and nowhere has the secrecy been more evident than in Germany. Consequently, says " Nauticus," just at the moment when underwater protection is increasing in interest we are placed in the disagreeable position of being dependent on information which is scanty and often unreliable. The Germans long held, and perhaps do still, to the practice of keeping the main bulkheads without doors, as the only safeguard against the possibility of doors being left open at the critical moment. In Germany theoretical considerations and tank experiments have been made by Dr. Bischel, Engineer Dr. Blochmann, and Naval Constructor Neubeck, but no great guidance has been obtained in this way. The French have experimented with armoured caissons representing the Henri IV. and IMirabeau, the Italians with the Morosini, and the Americans with the Florida and the Puritan, but the result of these and other trials is not definitely known. From the warm approval given to the French plan of building a longitudinal bulkhead over the greater part of the ship's length at some distance from the side, it may be inferred that this system has been adopted in Germany also. The great increase of beam which has become necessary in order to prevent increase of draught favours this, system of protection. Longitudinal bulkhead protection is not, however, directly con- cerned witli armour protection. It is in many ways unfortunate ihat we cannot know what is being done in the matter of armour for ( lerman ships of war. Plates representing e\'ery class of armour are constantly under trial at the Krupp firing grounds, but no details are allowed to transpire. Italy. The object of the group of naval constructors, engineers and finauciers who control or influence the productive activities of Italy in the matters of ordnance and armour is to make the country independent of foreign sources of supply. That they have not yet entirely succeeded is shown by the fact that the tender for 4100 tons of armour for the new ship.:; was thrown open to international 336 THE NAVAL ANNUAL. conjpetitioD, and that the contract was awarded to the Carnegie Steel Company at the price of £125 per ton. This is a naatter which is referred to below. The combination consists chiefly of the Terni steel works — ^Alti Forni-Acciaierie di Terni — and the Vickers Terni ordnance factory at Spezia, with the shipbuilding and engineering establishments of the Orlando and Odero firms at Genoa. In associa- tion with the Armstrong gun-factory at Pozzuoli and other works it is hoped that it will be possible to build, arm and equip warships complete in every particular. Armour. The initiative in the making of armour-plate in Italy came from Count Cavour, who in 1862 urged the national industries to utilise the excellent iron mines of the Valtrompia, but at the time the economic situation was not propitious, and it was not until Benedetto Brin took an energetic part in financial reconstruction that the Terni steel works were founded in 1884, the engineering chief being Signer V. S. Breda. Since that time the establishments have grown very greatly in resources and capacity. Power is obtained from the famous Cascata della Nera, but the company has also important lignite coal mines at Spoleto. Last year new armour-plate works were set in operation, as well as a new Martin steel plant, and at the meeting of the company in Eome, presided over by Signer Orlando, on March 26th, it was claimed that the plant in the new plate works was the most powerful in Europe, and that, in its utilisation of hydro-electric power and the excellence of its plant, it is on the highest level. The resources were stated to be of such an elastic character that the country could have all the ai-mour-plate it would require, and the shipbuilding industry be placed in a position to undertake large work for foreign navies. The capacity for the production of Krupp armour-plating is returned as more than 12,000 tons per annum, as well as of the largest forgings for guns for the use of the Vickers-Terui factory. In view of these great resources the award of the contract for a large quantity of armour-plating to the Carnegie Company seems remarkable, and is not easy to explain. The possible lack of productive capacity seems disposed of by the statement above. There can only remain the questions of time and price. It is pretty well known that there has not always been a proper co-ordination of means to ends in the development of the Italian Navy. Essential parts of ships, and perhaps more especially armour, have not always been ordered in due time to enable them to be supplied when they were required, with the result that delay has occurred in the completion of ships, and it has been suggested that such a situation of affairs may have caused a hasty appeal to be made to foreign resources. Whether this was really the case has not been disclosed. ITALIAN ORDNANCE WORKS. 337 AVith regard to the question of price, it is thought possible in Italy that the Carnegie Company may have chosen to secure the order at a very narrow margin of profit, and it has been asked whether this price is not less than is actually being paid by the United States Government for the armour for American ships. There has also been a rumour that the Italian Government desired to intimate its unwillingness to be dominated in the matter of price by anything in the nature of a " ring." These are matters into which it is unnecessary to enter here, liut there seems to be no doubt that by this time the steel resources arc such that there need be no appeal to foreign resources for anything relating to armour, armament, or, indeed, for any other naval requirement. Krupp steel and other varieties of the metal are turned out in large quantities by the Terni establishments, which this year have entered upon a larger development. At the Turin Exhibition the company showed an armour-plate 13 ft. wide and nearly 50 ft. long, weighing about 24 tons, which had to be cut into sections for the purpose of railway transport, as well as a forged 12-in. "un tube over 50 ft. in length. The Yickers-Terni ordnance works at Spezia are in the most Vickers- intimate relations with the Terni steel works. As has been stated, '^®™'- the principal reason for which these magnificent works were erected was to complete in Italy the means of satisfying, in conjunction with the Armstrong works at Pozzuoli, the requirements of Govern- ment and private yards, in all that relates to gun and armament materials. The founders of the Vickers-Terni were Messrs. Orlando and Odero with the Acciaierie di Terni and the technical and financial aid of Messrs. Vickers. The Spezia works, however, are entirely Italian, and for the sake of safety have been built near the fortified Gulf of Spezia, in a position in a fold of the hills which cannot be attacked, and thus work can proceed even during time of war without any protection from the Navy. The area of the works, e.xcludiug the ground put aside for a workmen's village, covers a space of 150,000 square metres. The workshops are of the most up-to-date and perfected type, and the machinery is of the most modern kind. Travelling cranes cajiable of lifting 100 tons are placed in the workshops for the construction of big guns and barbettes, for which four huge pits, 40 ft. in diameter and 60 ft. deep, have been prepared, for the comi)l<'ti«m, adaptation and test of naval mountings. Tlie workshop for the building uji of the l)ig guns is said to bo the largest in Europe. It is ec^uipped with an electric travelling crane capable of lifting 100 tons, which works at a height of nearly 100 ft. from the groun«l, with a pit (JO It. deep, so that it is z 338 THE NAVAL ANNUAL. 339 VlCKKH.T-TlJlM GUXJ-Ti.i.N I'lU-SS. 340 THE NAVAL ANNUAL. possible to construct guns even larger than 16 in. and of 50 calibres of length, all the machine tools being on this scale. The strength of Yickers-Terni lies in its alliance with the Terni steel works, which have undertaken to furnish all forgings and pieces of cast-steel required for the construction of the guns and mountings. Thus co-ordinating work according to modern methods, the Vickers-Terni ordnance establishments liave not required to have their own steel works, for which, however, a space on their ground had been set aside. The works at Terni have been fitted with great hydraulic presses, plant for tempering and treating the material, and large lathes for the work on the tubes and jackets for the bigger guns. The association of these two firms constitutes such a powerful and complete organisation tliat it may certainly be anticipated that it will be possible in Italy, between the works at Pozzuoli and those at Spezia, to turn out the best type of guns, like those of the firms of Armstrong and Vickers. The Spezia works are also fitted with the plant for making field and siege artillery, and are now executing important orders for the Army, besides the armament of the new Italian Dreadnoughts. When the King of Italy recently paid a visit of inspection to the works, His Majesty expressed his high satisfaction at the manner in which these great works had been built and supplied with plant within a very short space of time. Hand in hand with the production of guns, there is visible in Italy an increasing anxiety witli reference to the " life " of these Erosion, weapons, and the possibility of reducing the erosive effects which are the enemy of that " life." An important study of this question, from the pen of Captain Bravetta, recently appeared in the Eivista di Artiglieria c Genio, and seemed to embody the conclusions at which Italian authorities on ordnance have arrived. Some chemical experts have regarded it as an error to strive for high calorific effects \\ith low pressures, and have urged tliat the true object should be to attain great results with low temjieratures. Captain Bravetta says there may be two ways of reducing temperature. There may be the possibility of introducing some substance which will operate as a refrigerator, or there may be a reduction in the proportion of uitro-glycerine. He considers that these may be practical methods, while the abandonment of the uitro-glycerine compound seems, at least at present, impracticable. There would be too many difficulties in adopting a nitro-ammonium compound. If it were possible to arrive at a less erosive material of that kind,- insensible to humidity, which seems unattainable, it would be necessary to go to a pressure of 3500 to 4000 atmospheres, which ITALY — GUN EROSION. 341 would be equivalent to ordering the provision of new ordnance altogether. Carbon, or substances rich in carbon, such as dense vaseline, will render powder less sensilde to heat and make it more stable; but there is the disadvantage that such powders are apt to produce return flames, which may be the cause of disaster. It has therefore been proposed to introduce some substance rich in o.xygen, such as nitrate of barium, in the jiroportion of 10 per cent, of the total weight ; but the effect is to increase the production of smoke, to add to the weiglit of the charge, and to leave residual products in the tube, besides other undesirable consequences. It has been proposed also to vary proportions and introduce other substances with tlie object of removing these defects, but appai'cntly without great results. Dinitro-glycerine, besides being less sensitive to shocks, may liave over nitro-glycerine the advantage of being more stable, produc- ing little smoke, and having somewhat smaller erosive effects. It may be a q^ind mediuiit between nitro-glycerine and nitro-cellulose. But Captain Bravetta is of opinion that gelatinized nitro- cellulo.se, excluding nitro-glycerine, though theoretically less erosive, has in practice given unsatisfactory results. He points out other disadvantages, and says that powders with a nitro-cellulose base are very unstable, and must l)e kept in hermetically-sealed cases if tliey are to retain the volatile elements which give them their ballistic value. C^aptain Bravetta does not therefore give to the Italian naval service much hope of prolonging the "life" of the guns, especially those of large calibre, which have a constitutional defect that begins to reveal itself from the very first round fired, and condemns tlie gun to ultimate failure unless re-tubed. The best policy, therefore, he says, is to have a large reserve of guns, and to establish the best system of keeping them efficient by providing resources for rapid re-tubing or otherwise making good the ravages of the erosive propellents. In short, the remedy, in his view — which, there is reason to believe, is that of the Italian Navy — the remedy is not chemical but mechanical. He has shown the gravity of the situation by giving tables which prove that the 4.j-calibre 12-in., firing one round a minute, which is a minimum, perhaps, in a hot action, and having a " life " of 100 rounds, will be useless after an hour and forty minutes, while the 50-calibre gun will be exliausted after one hour and twenty-six minutes, its " life " being reckoned as equal to 86 rounds. As to the 13'5-in., with a "life" of 80 rounds, and firing at intervals of eighty seconds, it would last one hour and forty-seven minutes. 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CC - 71 „ .^ .. -t- _ CO X .tl ^ o a. ^ — cc 'C If: ir^ ^ ^ 71 71 ^ ^ -f t^ -f -t* l" C-l '» — ^ i~ l~ 05 i3 5 ^ = E "£ -^ ri M JC — — — CM CM —I cc CC CC 1— — -o (M 7-1 t~ CM a O o 05 CM « J3 "C = P-,' ,_l' ,-)' ,-(' ,-h' P-l' cm' CM cc' co'ui o cc ~ rH* t>-' t-' Co' -*i' Tf' JO -^ o "^ 1 " '"' ""■ '" "^ '"' — ■« J -f _ -+I i« lO O X •O ._ _ _ ^ CO "£5 ec _ _^ CC cc ~ tc t^ (>J 5 irt i,'^ » c o '■■7 If. lO s •* cc - = 1 ^ o o c ^ o c c o _H c c If; o o If: «; ^ ,- — — ,- — — ifi ,- ~ i^ ir^ «rt o •toei-n •^ IC i« 'f: X f T 'f; 'f? -ti cc -♦< cc •»• CO ^ ^ -ti -"^ lO 50 •V ui 'r^ -i; I—' • 'r^ >-' — : — 'p" i-* '^ s *■" r' .^ 2 ^ >- _: '"' , |~| ^ ^ ^_. ^ ^ ^ 1-^ ^ , ■ — — ^ > Xi 1— ■ _•— 1 hH ^ — ' ^ ™ ~ »H >^ " >■ ^"^ > >^ "" > ^ " ^^ "^ l-H >■ ^ >-H '"' >■ > '"' '"' '"' "^ " > J" > '"' '-' « ■i 6 S s 6 e c e d « « K a: X x X a: a: d d d d d S5 ^ •< h X u> b.' - — u* ^ ».' ^ J J J J J J J J J J _i J J J J _• D « X « a *■ «' s a ai s: » « »' s n ee A » « M a n a d d d d d Cjl c C C s d e - s ^ si -■ c c 13 d c -• -• -• -: d _• ;2 _• £ £ d g « 2 ■^ -r -f >rt '■ • o « •■T XI 'i> •ij I- X X X c c 71 71 71 CM --'i c'l 5 •^ 355 v -2 356 H O p 15 i <1 1 rt 1? p 5 cb ^ 03 !z; "d D PCH •iH ft 0 0? ft Q •i-i ^ 3 n o yj zD ^ ■ -cs t-OJ-.J'OMOCO^t- OSXCD.-'^*- r- ♦Jp^-^c-lo; ^ cow f-i-ccoo -< CO r-c P7 CO 6 152 50 tons 8-75 8890 100 45 36 lb. 35-5 16 1 3050 930 6492 2010-5 26-3 668 9 6 152 45 tons 8-4 8.535 100 45-36 lb. 31 14-061 2800 853 5436 1683-4 23-1 586-7 9 6 152 40 Ions 6-6 6706 100 45-36 lb. 24 10-886 2500 762 4334 1342-2 19-5 495-3 9 4-7 120 50 cwts. 66 3353 45 •i0-4l lb. 15 0 804 3000 914 2808 8B9 6 19-4 492-7 12 4-7 120 45 cwts. 53 2692 45 20 41 lb. oz. 9 11 4-395 20(JO 792 2109 653 15-45 392-4 12 4-7 120 40 cwts. 42 2131 45 20 41 lb. 0 125 2-78 2200 670 1510 407-6 11 6 294-6 12 4 102 50 cwls. 42 2131 31 14 06 lb. U 4-99 3 00 914 1934 698 9 100 406-4 12 00 ^ o ic:o;o — *--.*osc^ ot!.i;-icor:-t£ia cot-r-c^-JTi.H o cc C »- "r CO J3 , irt O O .O N ifl ■* t- CO « O *J « -.D - . o I- -.3 .c CO -M • ■ O i-OliC^^-J*--^^' • CO-. Ol «c:-^»fico 5 ^ r-i inc^co ^i-'S CI CO 3 76 50 cwts. 18-5 940 12-5 5 67 lb. oz. 3 4 1-474 2800 8.53 680 210 0 11-6 294 6 20 a; c5!U!t-eo = = ->i'C0.-'«>n ass 2-24 57 50 cwts. 10-5 53 J 0 2-722 lb. oz. 12 5 0 5-25 2400 731 240 74 3 8 0 203-2 25 2-24 57 40 cwts. 7 5 3S1 6 2-722 oz. 10 0--283 1968 bOO 161 49-8 5.6 142-2 25 s 3 < l-c5 47 50 cwts. 7-5 381 3-3 1-6 lb. oz. 1 (1 0-4.53 2680 817 164 SO-8 7 3 185-4 25 1-85 47 46 cwts. 5 0 254 3 3 1-5 oz. 100 0 2-3 23i0 701 121 37 5 5-7 144-7 25 a c t B o u CL £ c c 1 % e 1 t B o .fl ■5 c c 0 1 1 •c iio. Projectile lbs. do. do. kdoB. do. Charge, M.P. Cordite do. do. do. kil s. Muzzle Velocity f.s. do, do. m.s. Muzzle Energy f.t, do. do. ni.t. Penetration at Muzzle ...ins. do. do. ...mm. 02 % O n P < m PC? w Eh 1—1 O , j: 5 ^- 0 ^ S 5 C-) V2 «- ^ • 2; "CO" 0 Jj" -* 5,. 0001-. I-ON ♦^ K 0-. c)cooti5 -* . i-oo in i<5 •t;1C0. n -0 a ->; -a 0 . V. « 0 ■'-' '^ £ - S .-2 3 s S • g> .g S : C ^ j= ^ .5 1 c -^j 9 r? 2 2 5 S -^ S >o " "a 1 ^ eg 1 <= »: •-•5 ,= N lO •! .e4 1* 2 f * 23 = 5.5 S ec /j -^ 1 5 lO O 31 n i~ ^ CD ^ o « ¥3 = g f Sips - 30 r-4 •5=2 -• J. " lO N . ■?i| 3 to 00 "^ = "" " ios»H h » t' "-■ M 5 ^ O IM 3 '- S' • ^ 3 O '■^ -v C5 O , •- — O N - i . " M S3-Ss ^ ** :: 10-in. Semi- Auto. 1 i3 '-' tr so -«■ - CO =^ O) " 00 CO 9-2-in. Semi- Auto. 50 cal. N O ?5 . CO c* o> •» ■* = 3 3 g S ? f> "* a m n a> a> i* CO o -^ g o ^ ■* •* 8-in. Semi- Auto. 50 cal. to ^ X « o g to -sss^ CO o ^ 7-5-iD. Semi- All to. 50 cal. to to . . „ » CO O X- = " S " o 3 /. § o ■* ^~i Z^< 5 to ?l 09 CO ^. « „ m to ? •^1 6-iu. Semi- Auto. 1 o lO " .S "^ CO » N 00 2 jo .2« ?.o CO ^' in 'O f- 0-in. Scml- Amo. 46 cal. to « nm i 00 *ieo 0 0 Z S 3 1 '^ ^ * ^ C>i CO lUM I o 5!, CO u*'* a; 0^ 4-7-in. Semi- Auto. 45i-al. t- -.o o • • M •.<< N N tn X o I.O a \a ^ ~- - -r "* o « S S 15 1 -J2 ♦i- CO 4-in. Scml- 60 cal. _^ 2 _^ o to eO ^ ■* O 3> rH 1 to 0-" 0 (U 0°- ■t-in. Semi- Auto. 40 cal. "•Sio fh 2 to o S "!° . 00"^ * 0 0 "!■< "3 3 c: O Ci U-U I 1 ^ o — 0 c f" cr-' II i 1 e • « X « '^ -- 1 ^ o 00 . _ "2 gS d-M ! 1 o to » ^ a ^ n 00 OS a> ' 2 to o • CO ^ • 00 .o CO F> ^ c: ?< o 1 o— -> CO C*M 'J 0 0 0, I i 5 to •* iC I- ^ CO CO X .-: o to Oi i "^ » Tl .^ 1 o . 2 crco 0 0 to to 11.2 too III 1 'ddl-sl .Ef if a s " £ <« 1- K 3 3 3 _ -J ? ? ^, ?. ii 5:r .? •i ■ a 53 ■c s 2 3 -j; -:r 1 2 •yj Si <~ .a 0 (« 1 1 If JJ J, c c 357 ^■ w -^ 3 31 ^ i 3 ■■ ■-' rt- ° F-" 3 0) "to -■, S ^3S" 'A 7^ Cl -- >« ■' „• 0 —• 3 ooc.»-S = ==r 0 "^=2§ ." * i « -i i 2 3 ^• 00 ^Hs^"""-' ^ " i^ i;; *i t^ u" 0 _■ 0 X ., X. ., S ,,, ,r. 6- " f ^^gi .« ;o tj" — .-.- => 3' Sou, u.3.,:^^ lo - 0 ,-!. . ~^ -^ *r *J 0 0- .X - .0 .0 0 .0 = -o - <= 3 - 0 i 0 0 2 '° r. ^-, T, 0 ri 01 = C-. "* to » CO U rn ;^ » *:>' 0 — .- 0 -2 >i, 10 -.O CO C -f — ^ -^ CO ^ S 00-^ - « ^ '-' ^J — < .3^ ^- 0 C3 ~: 0 -; 0 CO *s to • ^ OS M to irt 0 0 ~ •■' m no r. jl„ao«. •w 3i M -r -^ r< I-] *: 0 cj 0 t 0 ^ 0 . la « 10 01 = ~> . en . 00 •7 cr— j5 2 r-5 to 0 M ?: --o c-i ^ * - t- r-t r-( u a ti rt c 3 >.{ 0 .1- 1 . -■CO to c ; : a - J. J, 2= uj CO ; '' 0 »- L. = 2 x X- s r / - A • a -3 -co t B.tx. 11 0 ._ t. <- >« ^ = <- - !^ -lit % i^2a I^^SSiii; 3£ ^ « 0 0 3 tfc tc tt.2^ ;j ^ .^i -.::j:s??=?5 ? - ^-^-; s 358 CQ 15 P 0 M !3 tf O 0 ^ § ^ w +2 o >J s <1 ft ft p rt 00 •H o © ^ OS !>^ &^ (< GQ 'a Eh ^ S [^ P> O O o ■£ t> o _, _ _ ^■"^ Co -V CO =D CO p-J »o a O o o ,; O o © rH ec to ^ . C<5 05 lO " 1—1 © OS M Oi to »o ._. O cc b- lO o o © © cc .5 S 00 m t^ IfS © (M ■^« t^ c^ X - --o Oi (M © X CJ o r-H o >-H ■M lO r- »n K CO « o — ■ (N o 00 o o O ^^ (M © 'T c3 cc to 1^ n ^ O g r-l 1—1 M '" 5<1 l^ -• "* r'l X tn rH X ^ Ift •rf ■-» r . cq t^ ir^ "O o o © © CC .El» t^ 05 X X m ec 1 "^ OS 25 'ti cc «" i^ 05 © f- (N T' o cc (N (M ec rH (7; '^ (M (M -— o i« lO o ^ . o o OC X < ~; © © X Ci X t- ^. in C^ -t< ?0 (M rH -J. "5 ^ a *i" Vi lO - "^ o '? 00 IM 6 IN o •«*i © :: ^ o 1—1 o CC' • "7 _ ■*! ^H IM 1-H ec o o «3 - >n ■ o 1—1 *; (N cc T-< . o o c"i o ;o -tl (N © t— X i-H cf cc cc * ■^ Tp -in ^H i lO CO s rH © • o =o 1—1 O ITS IM ^ rH *; —1 , ^^ m " s^ lO i" O 04 lO S iO ec r-t rH . -JO " rH r— ■ O c 3 © "7 _ CC O CO (>? • " ^ t> (M '"' " S2 o o © © c ■*a o o N (N h- • 2 i i (>ci rH Irt X • O O o I-H w '"' 1— ( *i -H c fe lO o Irt -f. C<) © © ' .t^ © • 4< I> o d X "^ M M rH ^ "3 o !M o o « © (N c. C CO © (M • • M OT i o 1— ( N CO (N • ffj t^ t> i"H 1—4 ' I-* 5 -'-■ ^ '5 c J 1 ' GO o\ lO o c- rj © ^) c '" - .ti CO © • • S M T i M o o o X _|-°l » ■*! (M o r) . , ■^ ' Vo^ 4:"S •* o t^ o ©, C] t^ ,; <= © © • e._ lO o CO u ,^ 00 (M iM (M CC ^ -- — ^— - -- in 1-' *5 00 o f-H tc © T •e o t^ • • u CO © > •=■ = 1^ ■* « 1— 1 CC C5 C5 IN t-; _c a e s C j£ ' ^" o a o "" •~ —' ■^ r*. c Tc p o o (2 359 m w w o CO >1 o ;, ^ — -co 00 »o ; CO C5 ao C5 iM c>0 ' uoirtooot^r^eoxiM —i ■-, lO ^ '-> O uo l^ • 05 t^ O 00 ■# II t^ CO t>(X> (M (N 1—1 irDi.-SOO-H0C-+iO-+i C5 s o ic CO r^ I- • -H- to r^ CO Ci -* C5 CO Jj CO IC0 CO CO -tl cc i^ -^ t^ ?^ c^ lO 1-0 = C: O 55 -+< O V5 O O 1.0 -»• 05 » -f • CO -H CO CO O -f CO i-Oi (M 00 O^ O CO CO „• t^ t> UO CO l-H M ^. OOOOCOCOOOOOO'M ,,-^t- ^ O lO CO 00 00 CO CO CO l> 'O >0 r-H 1-1 ' irt i-o — o CO -H r5 — I o— 1< O C^ 1(0 CO -t< -fi • CO UO t^ CO -*i ~ CO -»< cr; -S' CO c£ CO CO UO CO ^ rf< rt .-I c o =: >o CO CO --r ^ CO =; C lO M lO CO ^ ■ CO -H CO CO ^>O(Ml«05— I COC5I>COCO .S UO UO 1-1 IM lO C; lO lO CD CO O CO 00 IC4 (M O m -o 1— I • 05 -" CO CO i>ot-as locccococo ■^ lO r-l -H OUOiOlOCOOOCOO-H CO o . t^ • • coos CO — ' o • CO • CO 05 o ■^ ""^ [.^ I (M t; t^ ' . CO 05 X ) o eo OT • 00 • ! CO 00 o > 00 o in I • CO • I > (M CO 00 1 CO t- •*! 1 Oa CO 05 I -ti >— I eo ' • -H • ( I Cq 00 00 ( O '>'" C>0 . CO ■ I C CO 03 1^ . . . CO • ' ^ 00 — ' CO uo . l>00 • CO >o CO 90 -J^ l-H 00 o I «0 CO O 'M . — • CO 1-^ QC r- CO S.2 ^* S 5 i- E — O 5 ■— t«% V[_:; 4J ^ O <-! S ~ 1- —3 C be !-i "-fi » ~ ca 5 r»-r'' :ih Q o n o .-"^ "^ ii n 41 ij e >^|«^-2A.2 :2 3 1'-^ Ifl'^.^'^.S.t g "B S bill I OH^H^^pS^SSS Ph f-i C ■— O O O CO CM w CO O S 3V — — l.O —I -f rH CO CO cc r. 1^ X i~ CO a: C5 co co T. Z~. M -M CO —1^05 0 00 O C O O CO O -*i lO O 00 IM r-i.0C:05CCOi0t^05CMC0C0 , , ■*! — — CM o-j i^ (M » CO CO :o 1^ X CO ?^ o r- r- X 05 CO ^ - o =: a; o 3 'O CO -+I CO r- CO -f C I — - X t^ M 00 CO CO CO ~ 1.0 o = ~ uo >n s to C5 C l.O I- — O CJ lO CO liO CO CO • O t^ CD -T- I-- CO CM 05 CO CO CO = i> X lo CO t^ ••H -H — . r- 00 (M -+1 T-i ".ocro~'*o;oooiM o CO "O r^ ~ ~ C: C-I C-J GO CD CD CO t> C5 ||-f050;xc^icoMX05coeo ■— i o ' lO CO 1-- l.O -tl rH »0 -H — -X) 1^ CM 12 O lO O O O i-O O O O -H 'C5 i-i 'O o O M C; O C-1 05 -tl X l^ 00 t> uo •<*HM — C^)l>;Or-iXCMM00 O CO •*! IC O CO CM r-> OCOOSCCOOCO^ C^ .©i.O-*- CO '*r;rtOO-HCOCO CO •*■-+■ en o — — IC CO CM — 1.0 O O O OJ 05 C; CO o © lO ■* :0 O C5 CO CO " '^ CO lOCM— OO-'COrHOSlCCOCO lO CO l^ CO l> ^ — 1 ^ up ^ _ Irt C O O © CI CM O OO CM 110CMCMOOO;-+I05COCOCO ■*it^iO=:l>CO^OOXCOCO CO -+< CO t^ »o — I rH -+I -+• -H •^OMOlCMCOCOrHOO — coco CI CI 00 CM ■* -^ ^ CO rt< ^ 0~ ©0©10i-H©CO~ COCO^OOCM-HIOCOCO io©t^s©eoi-i05iococo •*! ■*! r-» — CO a -H -H CO -:*< — 1 C:©©0©©i.O©CCM I © CO © ~ © r-i 05 lO CO 00 ICDCOCOOCOrtOOCMCOCO ©©®©©U0CO©©-4< I © CO O © O 05 ■* CO t^ CO tCM05iOt>C0 O0C5COCO 1— 1 •-- © oa © — — CM CO — < Ci0r©©X©O5CO© ©— OlCiiOO- COCMCOCO loccoocoo— ix©ioeocc • CM CM CO O l^ X .2 -^ — CM CO ©i(0©©©.-HeOrt 1—1 1—1 CM CJ ©10©©©1-IC0'<*'©-* i©>J©©©' -"Xt^CO -ocMcocortt^xxeoco © r CO = CO © /.^ trs GN ^fc^ ^ V^ ^*"4 • l^J ^^ ^.W -ij *''ti'»t<©c5't■ CO CO _ .• .,:05t-C0O-+i CO © f ■' CO © C-J • •+> CD t^ CO -H rt2 '^ JJ bo 1 9 2 "-;3 a 3t" ® N a , /^ ._, 3 'H . g J J3 r: = 3-:jaoar«-.!;o S o o o Cr'H^^J^"-^ j5h;S?s^^SS?^ PL, t 2 — U I- l^ X. so X O S C: -M ri ? I -»< -^ ■» _ _ _ bO 60 at tC to o o " :* ^ o 'o - a s a s I- a -^ s t'i ■^i tc r- - S ~ - bo io at tc to ac bo tr. bo -•-• — caaaa — csa • — — '-O ^■'5 i^ M rj - 3 s -: rt -: 03 :; cox>cc;':'i-f'M>-i>Hi-cMt-», ~ -o X) X — I » 35 1.- X i.-^ '^ r. •-; t~ ri i- -ri ti o -f X X X — -M :.t "O v; t- x ~. i t-iioxor^iooooo'osooo 1-1 ^ i-H cq n M :•: cc :50'*<0a0— i^OOOi-ICOOOOOOOO lO X C5 — t-- I- M --J -f ^ o X X to Xj r-. c; :o — 1.1 t> 00 C5 '.-: n -f ■*! n ^) CO to I": o "-0 X t- OS :o ■:o t~ OCSi«Oi«-J>-iOi/;Oi-'iCC:>OOOtOOCO'« •rl^e^00t^5q(Mt0C«5lO00'*1t-05i-':00Oe<5'— IM oooseOGOC5t^oMeci-i;o:oooto^t^'JjOOOOOOOOOOOO 0— •'fo '*i3:-ti^;ooTC-^oo5toc.C5'Moa50M:xi(^55 l- s o o o I— ^ f ^ re^ ?< iM )00~. r^iO — . — c* to JO eo CO o ■= irt i.T i.t i-: -o o o 'f '■: lO to o c o c i.-: I r-i cccci-Ti.-v— 3:oto — totoo — — -t>i-i-_ri~ I r-l 1-1 rt r-. K ?< ?4 to I.-; •.- o » OO to -t< S rt I-H rl M P3 • oooo-eoto-* S rj i.-V to C 5 • • . i~ (N -fi I- w iM to M © -f r. o 00 as &OOOQ tf}9mQinso©i9iAo>nmoinmo>nii^o 8 1 5 X ?! 3 -H ^ ?i :<; ^ -♦> o 1- to "J 1- I- X X /. c c ~ ri ri Ti — — X a.- S « ^3 o" N P 5—1 -0 ^ i's "5 g ?c3 ^ si I 8 l^j ^ ■-r •=; tj -a '^ i '^ o B ^ _w , 2 1 e 3 S N't -.9 ? Eh ^^ « ^ ^ « o Ji 2 . £ ^ ti _ .S « » -2 .ti •« 3 tE'g g S « •S d S M ^ « s s 3 i " f3 S — ^ c c o *j •^ § o £ S s »:: « " « § 2^ ° - s -5 -^ « S 3 S-^TJ ,^ " 0) ^ t-, -*J O CS •* ^ 2 5 §• o C 2 ^-2 5 2 5 iH C it SS -^ ^ S,- « 3 &< ® w "^ 3 a; a " «^ jj -£.2.2 £f=2 ^ -te -o ^ o .tJ S o ic cS ^1553 3 3 tr,":; ZV .£ S a ? -J^ _*» ;^ - '^ 0530''^ s s?:r ^ '^S 5 f' -^ o s f, ^ 2 — '^■5 5 "=- 9;^ S £ u o a 3 S = ■-' ♦J o i^ ^ " S £^ = t 09 3 .9 'T If ^3 ^ '^ —J ."-t ^?0^.-B-- CO %. **' 1^ ^^ 3 d ^ Q. c3 ,-i, T* ^- - .S « 01 — > . rz .L-= SI. •- 3 -" ■" O -3 cj S © d 01 n t; "7, ^-3 o ''••- 5.— 2 tc"~ "n 5 £1 = C D g 2 5 s o -^ e g H « •_' J3 3 - 362 S m § i? ^ P 0 1^ Q) ^ GQ P^ ^ o -^ ^ =^, o pq CO V ^ oi E^ CO 5l t- cc 3". OS lO -^ n r- • • O f • ?M — o O cq M oioirt- l>©4l.^C035-< t— • O -t< • l~- t- o CO ■* CO c^ "O -X) r. :o -+1 0 10 X M X C CD 0; X XI f iC 05 © ■+1 nH C^^ I- -^l I-l c-l rH 1—1 -f 1- 35 "^ o 00O5-tllCeOC:T]CC CO Thl CO r-l ■* 00 -f M I^ o c-t 10 ■*! CO CD ■* 35 W5 ^ l> » «« lO(MJ0r-l t^ (Mr-: 1-H © '"' Sq (N rt* lO CO X c; -t< • IM O O ^ ?t CO f O ■* CO 1-1 CO C5 05 IM C4 3^ (M 00 © 0 X ■* ■* X ri ■*xt^C0^C0-r:T5 • • • • X -M (M X -1 IM t- CO c-l CO — X c-l -( X t^ o tH ^ -# i^ 3V — O C^ ■ (M l-~ r^ CI X -r -* 5 CO CO CO © 10 ■*IMl>05X-i — t- r~ in CO t~nc;©©xc »0 r^ ■>*< 00 -* C^ (M -M CO 05 o CO 0 0 CO 35 CO © CMO3inc0IMX- rt C^l CO c-l 33 CO CO CM CO CO CO in ■*! 1—1 CM o ■* . lo — 1 o ■+ ic c; -M CO CO ?o en 00 c O r- CO 05 f •<*< (M (N CO CO vo CO (M CO • CO © © t> ■<*< -^ in c-l -t< in ^ • • • • X X — 1 CM-*lCM©XinX7M 1-1 lO (M t^ — t- lO c-l CO o CO n CO '(0 ©C0'+lTj • • • . TjH in — CMin(MCC5l^©05 rH 3; (M c-l X in o CO t^ • o — ' © inco— 'Xi>t^?Qin • • in 35 • X © —1 in©cMi-iTtHfxx © ^ m (M CM © CO 35 .© m c-l CO T. • Tt< — ' •N Ol irt ^. — . o-^ooi^cocqcoo ■* Oi O i>) CO a: O- O ei M •<*l 00 CD CO 10 >* i>co — xxin35co ■ • in 35 • CO CD CO eOrtCMi-1 — C0051-1 r(< i-H «>(M CM CM CO rH (M m CM o o •* to • o rt (N CO «o o 00 © O OC I- CO l^ f iO © Ol l^ C) l> 1-1 -N 00 © 10 05X— X-iCO©© ■ • in C5 • X f CO ^ CM CM n X t- — m X ^ - — V— CD CM CO CO ■f in CM s.s" "i o ^ -^ go d • 11 "S := "3 3.= o e-9 0 0 ji c- "S "r "S ~ = c Qi ^ ** M E — tti i 32 £~ "^ == p5 a p ^ .*" lis ^ H :SS ;S S ^ ^ si ilsS « £ - if is r I"? 2 .£•5 o * P . ■ g 3 T i 1 ^ ;:.o Ph 0 ^ £ 0 0 0 0 K* H — J S "^ ,2 ,^ "Sj W) be "be N "n h:i^ ^ ^ S ^ CONVERSION OF MEASURES. 163 Table Relating to Conversion of Measures. Length. Metbic to Ekglish. English to Mktkic. I. II. III. IV. V. VI. Vll. VIII. l.\. X. Metres. Yards. Feet. Inches. VardB. Metres. Feet. Metres, Iiiclies. Centimetres. 1 2 3 1-0936 2-1873 3-2809 3-2809 6-5618 9-8427 39-37 78-74 118-11 1 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 29-5-281 275-60 314-97 354-34 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 22-85LtG Explanation.— To convert any number from one mrasure to tlie other, take the values of the differeut multiples of 10 by shifting the position of the decimal point, and add together. Thus, find the number of yards I of feet of inches of metres I of metres in 2.354 metres in 12-4 metres in 30 -5 centimetres in 1026 yards in 1742 feet (see cols. I. & II.). '(see cols. I. 4III.). (see cols. I. &IV.). (see cols. V. & VI.). (seecols.VII.&VIIl. > metres, j-ards. 2000=2187-3 300= 328-09 50= 64-68 4= 4-37 2354=2574-44 metres, feet. 10 =32-809 2 = 6-562 0-4= 1-312 Note, 1 m.=lOOcm. cms. inches. 30-0=li-8il •5= -197 12-4=10-683 30-5=12-008 yards. metres. 1000=914-38 20= 18-29 6= 5-49 -. 1026=938-16 feet, metres. 1000=304-79 700=213-36 40= 12-19 2= 0-61 1742=530-95 of centimetres in 17-72 Ins. (see cols. IX. & X.) inches. cms. 10-0 =25-400 7-0 =17-780 0-7 = 1-778 ■02= -051 .-. 17-72=45-009 Note. — A ready way of approximately converting all French measures into English inches is tomultiply by 4 and apply the decimal point by common sense — Thus for a 15-cm. gun ; 15 x 4 = 60. Now this Calibre cannot be 60 inches, nor can It be 0-6 inch ; therefore it must be 6 inches. (The exact value is 5-906 in.) Weight. Metric to English. English to Metric. I. II. Kilo- x«r,a grammes ^ons. III. IV. Pounds Grains Avoirdupois. Troy. V. Tons. VI. Milliers. VII. Pounds Avoir- dupois. VIII. Kilo- grammes. IX. (5 rains. Troy. X. Gramme 1 -000984 2 -001968 3 002953 4 -003937 5 -004921 6 -005905 7 -006889 8 -007874 9 -008858 2-2046 15432-3 4-4092 30804-7 6-6139 46297-0 8-8185 61729-4 11-0231 77161-7 13-2277 92594-1 15-4323 108026-4 17-6370 123458-8 19-8416 I3889I-1 1 2 3 4 5 6 7 8 9 1-016 2-032 3 048 4 064 5 080 6-096 7-112 8 128 9 144 1 2 3 4 5 6 7 8 9 0-4536 0-9072 1-3608 1-8144 2-2680 2-7216 3-1751 3-6287 4-0823 1 2 3 4 5 6 7 8 9 -0648 -1296 -1944 -2592 -3240 -3888 -4536 -5184 -5832 ExPLAKATiON. — To convert any ininilxr from one measure to the other, lake the values of the different multiples of 10 by shifting the position of the decimal point, and add together. Thus, lind the number of tons In 35 DiiUicrB ( ee cols. I. & II. Note, 1000 kg. = 1 milller). nilUlers. tons 30 = 29-53 5 = 4-92 .-. 35 = 34-46 of pounds In 56-3 kilo- grammes, (see cols. I. & III.), kgrms. lbs. 60 =110-231 < = 13-228 0 3= -661 of grains In 120 grammes (see cols. I. & IV. Note, 1000 gmis. = lkg.) grammes, grains. 100=1543-23 20= 308-65 of milliers in 38 tons (see cols. V. & VI.). tons, milliers. 30 = 30-48 8= 8-13 of kilogramnuB of grammes in 6h pounds in 85 grains (seecolB.VII.&VIII) (see cols. IX. & X.), lbs. kgs. 6U = 27-216 8 = 3-629 .66-3=124-120 .•.120=1881-88 .•.38 = 38-61 .-.68 = 30-846 Note. — 7000 grains troy = 1 pound avoirdupois. grains, grammes. 80 = 5-184 6 = 0-324 .-. 85 = 6-508 364 THE NAVAL ANNUAL. JlKXr.IC TO English. PRESSURE. English to Metric. Atmospheric TO English. English to Atjiofpheric. I. 11. III. IV. V. VI. Vil. VIll. IX. X. XI. Kilo- grammes per square centi- metre. Pounds per square inch. Tons per square inch. •00635 •01279 •01905 Pounds per square iucb. Kilo- grammes per square centi- metre. Tons per square inch. Kilo- .grammes per square centi- metre. Atmo- spheres. 1 2 3 Tons per square inch. -00656 -01313 -019G9 Tons per square itch. Atmo- spheres. 1 2 3 14-223 28-446 42-6G8 1 2 b -07031 - 14062 •21003 1 2 3 157^49 314^99 472-48 1 2 3 152 • 38 304 • 76 457-14 4 56-891 7M14 85 •337 •02540 •03175 •03810 4 5 6 •28124 •35155 •42186 4 5 6 629-97 787 • 47 944^96 4 5 6 •02625 •03281 •03938 4 5 6 609-52 761-91 914-29 7 8 9 99-560 113-783 128-005 •04445 -05080 •05715 7 8 9 •49217 •56248 •63279 7 8 9 1102-45 1259-95 1417-44 7 8 9 •04594 •05250 •05906 7 8 9 1066-67 1219-05 1371-43 Note.— One atmosphere is taken to be 14 -7 lbs. per square iuoh. Explanation. — To convert any number from one measure to the other, take the value of the different multiples of 10 by shifting the position of the decimal point, and add together. Thus, find the number of pounds I of tons of kilogrammes per square inch \ per square inch per square in 32-1 kilo- in 3210 kilo- centimetre in grammes per grammes per 15 lbs. per square centimetre square centimetre square inch (see cols. I. & U.). (see cols. I. & III.), (see cols. IV. & V.). kgs. per lbs. per kgs. per tons per 6q. cm. sq. in. ' sq. cm. sq. in. lbs. per kgs. per 30 =426-68 I 3000 = 19 05 sq. in. sq. cm. 2 = 28-45 I 200 = 1-27 10 = -7031 0-1 = 1-42 10 = -06 5 = -3516 ,-. 32-1= 456-55 3210 = 20-38 of kilogrammes per square centimetre in 18 3 tons per square inch (see cols. VI.&VII.). tons per kgs. per sq. in. sq. cm. 10 = 1574'9 8 = 1259-95 0-3 = 47-25 15 = 10547 .18-3 2882*10 of tons per square inch in 3li5 1 atmo- spheres. (seecols.VIII.&IX.). atmo- tons per. spheres, sq. inch. 3000 = 19-69 200 = 1-31 50 = -33 4 = -03 .-. 3254 = 21-36 of atmosphere in 14-6 tons per square inch (see cols. X.& XI.). tons per atmo- sq. in. spheres, 10 = 1523-8 4 = 609-6 0-6 = 91-4 .-. 14-6 = 2224-7 ENERGY. JIetric to English. English to Metbic. I. II- III. IV. Metre- tons. Foot- tons. Foot- tons. Metre- tous. 1 2 3 3-2201 6-4581 9-6872 1 2 3 0-3097 0-6194 0-9291 4 5 6 12-9162 16-1453 19-3743 4 5 6 1-2388 1-5484 1-8581 7 8 9 22-6034 25-8324 29 0615 7 8 9 2 1678 2-4775 2-7872 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 foot-tens in 4367 metre- tens (see cols. I. & II.). metre- foot- tons, tons. 4000 = 12916-2 300 = 968-72 60 = 193-74 7 = 22-60 .•.43G7 = 14101-26 of metre-tons in 3592 foot-tons (see cols. lU. & IV.). foot- metre- tons, tons. 3000 = 929 • 1 500 = 164-84 90 = 27-87 2 = -62 .-.3592= 1112-43 l.metre-ton is termed a " dinaniode '' in Italy. PERFORATION THROUGH IRON AND STEEL WITH THE FACE NOT HARDENED. To obtain perforation through steel equivalent to a given peiforation through iron, and Dice vmsa. 1 inch steel = li inches iron ; that is, 4 inches steel = 5 inches iron. Thus, given 9-4 inches perforation through Iron, 4 9-4 X - = 7-52 inches steel; 5 or, given 5-2 inches steel, 52 X - = 6-5 inches irou. PART IV. STATISTICS, OFFICIAL STATEMENTS AND PAPERS. 366 THE NAVAL ANNUAL CO C-: 1—1 r-i -1-3 s:3 on o I n rn y, o w h-1 ^ c H rrt ;/j W (7J r^ fl") H X -1.^ t^ >^ -i-i > ^ «J ^ ra id 03 O hn t^ o w Si T—^ D 1—1 ^ 1 o T— 1 1—1 X, n W +j ^ (M w 1 >?; 1—1 to S o W v: = J^ c o CO o o C5 GO CO as UO § OD '1 CO r-l CO 00 00 CO 00 8 CO C2^ 4 i s H tH CO OO o Cl^ o" lO frT o Ci 01 3 O o (M ■* o Ol o o m o CO D O Ttf o •<*( ^^ tH 00 -* o o t- ? ~ t ^ 3^ ^ ,S C o » c 5 i 3 i ^ & C « _ M (^ c: > ■) to t~ lO o t~ CD t^ 00 CO o (M :> o o (M CO t- CO r-l o o> CO o (>? CI 1-H CO O 02 ■^ o o t~ -i CO m o I-( (M i-l I-l ■* a (M lO 5 o o lO lO L- >c OD CO tH OS 00 1 '^^ t~ 00 T-l 'J* timates for 1912-13 amount to £44,085,400, as compared with £44,392, nOO, for the current year. The principal increases occur under the heads of Pay of Personnel (Vote I.), N'aval Armaments (Vote IX.), and Works (Vote X.). The numbers required for manning the Fleet are 2000 more than Avere asked for in the Estimates for the current year. This increase is due mainly to the requirements of new ships now being placed in commission and under construction. The increase of £115,500 in Vote I. is due chiefly to the pay required for the additional xicrsonnel. The increase in the armaments vote is mainly due to the require- ments of new construction. Vote X. shows an increase of £449,700. The important new woiks at liosytli and Portsmouth liave reached a stage of development at which the contractors must earn very large sums if they are to complete the works within the contract time. No new works of great magnitude are proposed for the coming year. The large increase in expense is solely due to the maturing of the definitely contracted obligations of the State. The annuity in repayinent of loans under Xaval Works Acts remains at the same total as in 1911-12, and the annual addition of this charge of £1,322,000 should not be overlooked in comparing British Xaval Estimates with those of foreign countries. Increases under Votes XII., XIII., XIV., and XV. are mainly nutomatic, the non-effective charge l)eing increased by £95,000. The shipljuilding vote (\'ote 8, Sections l., II., and III.) shows a decrea.se of £1,230,000, the expenditure falling upon 1912 I:', iu respect of old programmes being less than the corresponding eliarges in 1911-12. The diminution upon the heail of construction is largidy neutralised by the growing cost and numbers of the j^crsonncl, by the rise in prices, by the greater quantities of fuel re E^ t> H I— I Q w ■^ X § g « O 125 ^ ><1 H to •3 o tn "ot B H !z; W i^ M H -ij H !JJ =rt =rt 85 =« O d S 03 "g w 03 to Pj ^ -^ S. 2Q *J o rrt Ol © o Sh OS CO CD CO o I-l U3 03 cq t- o >o CD rH ^ B .2'-^ -, ,d m ^ >~. -, 0) ^ n fl o P4P4 S.2 eo »o S "-I O o l-H -ta 396 THE NAVAL ANNUAL. Abstract of Navy Votes. Estimates, Oross Estimate. Appro- priations in Aid. 10 11 12 13 14 15 I. — Numbers. Total Number of Officers, Seamen, Boys, Coast guard, and Royal Marines ..... II. — Effective Services. Wages, &c., of Officers, Seamen and Boys, Coast-gnard,"! and Royal Marines ... Victualling and Clothing for the Navy Medical Establishments and Services Martial Law ..... Educational Services . . . Scientific Services .... Royal Naval Reserves Shipbuilding, Repairs, Maintenance, &c. : Section I. — Personnel Section II. — Materiel .... Section III. — Contract Work Naval Armaments ...... Works, Buildings, and Repairs at Home and Abroad Miscellaneous Effective Services Admiralty Office ...... Total Effective Services . III. — Non-Effective Sebvices. Half-Pay and Retired Pay Naval and Marine Pensions, Gratuities, and passionate Allowances Civil Superannuation, Compensation Allowances, andl Gratuities . . . . . . . ./ £ £ Total Non-Efieotive Services Grand Total Com-1 136,000 7,801,500 3,359,437 289,965 3,600 218,885 103,789 436,432 3,515,800 5,457,100 13,230,600 4,064,700 3,547,000 545,386 437,350 £ 174,500 731,337 20,065 100 66,385 31,789 9,732 22,000 380,300 175,000 145,700 32,000 13,386 8,850 43,011,544 1,811,144 977,212 1,547,126 413,410 2,937,748 45,949,292 21,412 30,926 410 52,748 1,863,892 Provisiuu to the extent of £97,820 Is included in the t^timates fur I9I2-1913 undir Votes ti, 10 and 12, lor tbe Acts, 1895 to 1965. In addition to the Cash expenditure, stoclcs of Stores purchased in previous years BRITISH NAVY ESTIMATES, 1912-1913. 397 Estimates for 1912-1913. 1912 1913. Estimates, 1911- L912. DifTerence on ^et Estimates. Votes. Net Estimate. Qro88 Estimate. Appro- priations in Aid. Net Estimate. Increase. Decrease. Total Nnmbers. Total Numbers. Numbers. Numbers. 136,000 134,000 .... 134,000 2,000 A. £ £ £ c £ £ 7,627,000 7,703,000 191,500 7,511,500 115,500 .... 1 2,628,100 3,233,942 615,142 2,618,800 9,300 2 269,900 289,787 18,887 270,900 1,000 3 3,500 4,000 100 3,900 400 4 152,500 215,363 64,863 150,500 2,000 5 72,000 99,818 27,818 72,000 6 426,700 397,768 9,768 388,000 38,700 7 8 3,493,800 3,563,500 22,000 3,541,500 47,700 Sec. I. 5,076,800 5,432,900 477,500 4,955,400 121,400 Sec. II. 13,055,600 14,589,300 174,000 14,365,300 .... 1,309,700 Sec. Ill 3,919,000 3,827,400 106,400 3,721,000 198,000 9 3,515,000 3,095,300 80,000 3,065,300 449,700 10 532,000 547,339 15,339 .')32,000 11 428,500 415,250 8,850 406,400 22,100 12 41,200,400 43,304,667 1,762,167 41,602,500 956,700 1,358,800 955,800 945,141 18,841 926,300 29,500 13 1,510,200 1,499,121 30,921 1,468,200 48,000 14 413,000 395,870 370 395,500 17,500 15 2,8M5,000 2,840,132 50.132 2,790,000 95,000 44,085,400 46,204,799 1,812,299 44,392,500 1,051,700 1,358,800 Net Decrease £307,100 conttnuatiun of Her\-ice8 originally priviiied for out of funds raised undi-r tlie aulhority of tlic Naval Works will be drawn upim wittiuiit replacement to lUe oxteiit of £C8,U00 (eitlmated). 398 THE NAVAL ANNUAL. Statement of the Principal Points of Difference between the Estimates of 1911-1912 and those for 1912-1913. DECREASES. Wages of Artificers in Dockyards ....... Naval Stores for the Fleet ........ Propelling Machinery for His Majesty's Ships and Vessels (Contract) Hulls of Ships (Contract) Repairs and Alterations by Contract of Ships, &c. .... Gun Mountings and Air-Compressing Machinery (Contract) Machinery for His Majesty's Shore Establishments (Contract) . INCREASES. Wages, &c,., of Officers, Seamen and Marines . Victualling and Clothing for the Navy Educational Services ..... Eoyal Naval Reserves .... Fuel, &c., for the Fleet .... Decrease in Amount of Receipts arising from the Sale of Ships Auxiliary Machinery, &c., for His Majesty's Ships and Vessels"! (Contract) . . . . . . . . . | Armour for His Majesty's Ships and Vessels (Contract) . Inspection of Contract Work ..... Naval Ordnance Establishments, and Naval Ordnance Stores Works, Buildings, and Repairs ..... Non-Eflfective Services ...... Miscellaneous Increases ...... Decrease in Amount of Repayment from the Government of India on account of Services rendered by His Majesty's Ships engaged in the Suppression of the Arms TraflSc in the Persian Gulf ........ Net Decrease 98,500 4,000 2,000 40,300 123,500 77,500 2,038 93,345 14,000 195,500 449,700 90,000 23,248 44,500 56,098 93,350 208,093 896,163 45,000 186,527 80,000 1,565,231 1,258,131 307,100 BRITISH NAVY ESTIMATES, 1912-1913. 399 Statement showing the Total Estimated Expendituhe for tlie Naval Service, iucludiug Amounts provided in the Navy Estimates, as well as in the Civil Service and other Estimates, for the following Services : — Navy Estimates: Estimated Expenditure (after deducting Appropriations in Aid) Civil Service Estimates: (o) Estimated Expi-nditure under — Class I. Vote 10. — Public Buildings, Great Britain : £ Maintenance and Repairs, includingl,^ ^c^ New Works, Alterations, &c. . J^"- '^" Rents, Insurance, Tithes, &c. . . 2,290 Fuel, Light, Water, &c. . . . 6,000 Furniture 3,500 Class I. Vote 11. — Surveys of the United Kingdom . „ I. „ 14. — Rates on Government Property . „ I. „ 15. — Public Works and Buildings, Ireland : Coast-guard, viz. : Purchase of Sites New Works and Alterations, including Naval Reserve Stations Maintenance and Supplies . Naval Reserve, viz. : Maintenance and Supplies . 6,970 4,219 31 Class II. Vote 8.— Board of Trade : Staff and Incidental Expenses in connection with tlie Royal Naval Reserve Force „ II. „ 9.— Mercantile Marine Services : Staff and Incidental Expenses in connection with the Royal Naval Reserve Force „ II. „ 13. — Government Chemist : Analysis of Food, &c. ..... „ II. „ 15. — Exclie =+i : : : : CD C/ d „ — - IB a oa 2 o , 0/ cs *j es H O »-( li go c; >^ S.2^ tC;5 Or^ c 2 o ;». •« 1' ^ _. > = •Si 555.2 8:2; ^ J n o5c 2 I) 402 THE NAVAL ANNUAL. VOTE (A). NTXJMBEES of Officers, Seamen and Boys, Coast-guard, and Eoyal Marines Borne on the Books of His Majesty's Ships, and at the Eoyal Marine Divisions. One Hundred and Thirty-six Thousand. (136,000.*) I. — Sea Service Under NUMBERS, ALL RANKS. Num- bers of which Vote RANKS, asc. Ranks Trovided. iBt 1912-1913. 1911-1912. January, 1912. / Fob His Majesty's Fleet : Flag Officers .... Commissioned Officers Subordinate Officers . Warrant Officers Petty Officers and Seamen . 28 4,727 740 2,070 97,811 26 4,692 736 1,960 96,670 Boys (Service) .... 2,601 107,977 2,161 106,245 105,879 COAST-GUAED : Commissioned Officers 99 102 Vote 1 Chief Officers and Second Mates. 205 208 Petty Officers and Seamen . 2,796 3,100 2,790 3 100 3,027 Royal Marines (for Service Afloat and on Shore) : Commissioned Officers 420 425 "Warrant Officers 67 58 Staff Sergeants and Sergeants 1,300 1,299 Band Ranks,Buglersand Musicians 1,708 1,641 Rank and File .... 1.3,296 13,296 \ Band Boys .... 272 (a) 17,063 241 16,960 16,983 Total . 128,140 126,305 125,889 Net Increase • Average for the year. 1,835 (a) Including 30 Offlcers, &c., Sul>-Head8 F and H. BRITISH NAVY ESTIMATES, 1912-1913. 403 Vote {K)— continued. II. — Other Services Under which Vote BANKS, &c. NUMBKRS, ALL RANKS. Num- bers of aU Ranks borne on Provided. 1912-1913. 1911-1912. let Jannary, 1912. Naval Cadets Pensioners in Home Ships, kc. Vote 1 Boys under Training — Seaman Class Artificer Class forj 820 299 4,281 596 5,996 805 287 4,340 572 6,004 5,731 ir t o /For Victualling and Clothing ^°*® ^ \ the Navy 7 7 Vote S i^^^ Medical Establishments i vote 6 <^ Services mdj 769 607 Vote 5 For Educational Services . 552 551 Vote 6 For Scientific Services . 3 3 Vote 7 For Royal Naval Reserves . ._ 68 60 V * c /For Shipbuilding, Repairs, Main- ^°^® ^ \ tenance, &c.: 1 Section I. 245 221 Section II. 15 2d Section III. . 90 96 Vote 9 For Naval Armaments 81 81 Vote 12 For Admiralty Office 39 1,864 36 1 6Q] 1 ackct Total . 7,860 7,695 7,423 Net Increase 165 Total, Sea Service „ other Services Net Increase 128,140 7,860 126,305 i 7,695 136,000 2,000 (6) Including 16 Offlcers, Sub-IIead U. (c) iDclndlng Ofllcers, Seamen and Service Boys . „ lietired Officers and I'eDsioners (Vote 1) „ Boys (I'raiuing, Si-aman C'Uds) „ Hoys fTraliiiiiK, Artificer) „ noyB( I'rainiDK, Artlxau) ,, Koyal Marines 134,000 2,483 ■i,301 299 2H7 4,281 4 340 696 6T2 04 66 137 139 7,860 7,696 2 D 2 404 THE NAVAL ANNUAL. VOTE 8. SHIPBUILDING, KEPAIES, MAINTENANCE, &c. I. -Estimate of the Sum which will be required, in the Year ending 31st March, 1918, to defray the Expenses of Shipbuilding, Eepairs, Maintenance, &c., including the Cost of Establish- ments of Dockyards and Naval Yards at Home and Abroad. Dockyard Work. Section I. — Personnel. — Three Million Four Hundred and Ninety- three Thousand Eight Hundred Pounds. (£3,493,800.) Section II. — Materiel. — Five Million and Seventy-six Thousand Eight Hundred Pounds (£5,076,800.) Contract Work. Section III. — Contract Work. — Thirteen Million and Fifty-five Thousand Six Hundred Pounds. (£13,055,600.) (Total of the Three Sections of Vote 8 . . £21,626,200.) II. — Sub-Heads under which Section I., Personnel, of this Vote will be accounted for. ESTIMATES. 1912-1913. DOCKYARD WORK. Section I. — Personnel. Dockyards at Home. A. — Salaries and Allowances . B. — Wages, &c., of Men, and hire of Teams C. — Wages, &c., of Police Force D. — Contingencies .... Naval Yards Abroad. E. — Salaries and Allowances . . . '(a)113,33.') F.— Wages, &c., of Men, and hire of Teams 420 , 885 (o) 248,437 2,647,764 59,689 3,700 1911-1912. G. — Wages, &c., of Police Force H . — Contingencies Deduct, — I. — Appropriations in Aid 21,340 650 3,515,800 22,000 £ 245,328 2,707,303 55,825 2,900 112,695 417,444 21,355 650 Increase. Decrease. £ 3,109 3, '864 800 640 3,441 £ .59 ,'539 3,493,800 3,563,500 22,000 3,641,500 11,854 11,854 15 59,554 59,, 554 Net Decrease £47,700(6) (a) These amonotB include the subib of £39,661 for pay of Inspectors of Trades and Senior Draughtsmen at Home and £15,365 for pay of Inspectors of Trades Abroad, which is charged direct to the cost of shipbuilding, see Programme. (6) This Vote is increased by a sum of £420 in respect of Dockyard Labour on Fixed Machinery originally provided for by advances under the Naval Works Acts, 1895 to 1905. i^o<«.— Provision has been made for New Construction in the above Vote to the extent of— Section 1 £942,175 „ 2 647,175 ,.3 12 382,177 £13,971,527 The difference (£142,979) between the provision under Section III. of the Vote (£12,382,177) and the amount shown in the Programme (£12,239, 1 98) is due to the estimated withdrawals from Stock of transferable auxllisry machinery, gun mountings and steamboats during the year being lees than the cash payments for like articles brought into Stock iu the same period. In addition to the Cash Vote of £5,076,800 under Section II., stocks of Naval Stores purchased in previous years will be drawn upon without replacement during 1912-1913 to the extent of £66.000. BRITISH NAVY KSTIMATES, 1912-1913. 405 Vote 8. — Shipbuilding, Kepairs, Maintenance, &c. — contin'ued. II. — Sub-Heads under which Section II., Materiel, of this will be accounted for. Vote ESTIMATES. Increase. Decrease. DOCKYARD WOB.K— continued. Section II. — Materiel. 1912-1913. 1911-1912. Naval Stores, dec. £ £ £ £ A .—Timber, Masts, Deals, &c. . 208,700 209,000 •• 300 B. — Metals and Metal Articles . 1,034,800 1,117,600 .. 82,800 C. — Coal for Yard purposes 120,000 137,000 •• 17,000 D. — Hemp, Canvas, &c. . 208,000 210,000 .. 2,000 E.— Paint Materials, Oils, Pitch, Tar,| Tallow, Boats, Furniture, and> other Miscellaneous Articles . ) 708,000 743,000 35,000 F. — Electrical, Torpedo, and other Ap-"l paratus . . . , ./ 516,000 483,500 32,500 •• G.— Freight 55,000 50,000 5,000 .. H. — Rents, Water, &c., Dockyards at"l Home, and Naval Yards Abroad / 41,000 39,800 1,200 I. — GraaandElectric Current, Dockyards! at Home and Naval Yards Abroad/ 13,100 14,000 •• 900 Dediict,— ^ 2,904,600 3,003,900 38,700 138,000 J.— Appropriations in Aid. 339,300 436,500 97,200 Fuel, &c., for the Fleet. K. I.— Fuel, Lubricating Oils, &c., for\ the Fleet . . . ./ 2,565,300 2,567,400 38,700 40,800 2,168,500 2,097,500 71,000 •• K. II.— New Craft and Machinery for| Coaling, &c / 136,000 103,000 33,000 •• K. III. — Salaries, Wages, and Allow- 1 ances . . . . ./ 139,000 126,000 13,000 K. IV.— Maintenance of Craft for Coal-1 ing, Ac, and incidental expenses/ 109,000 102,500 6,500 •• Deduct,— ^ 2,552,500 2,429,000 123,500 L. — Appropriations in Aid . 41,000 41,000 £ 2,511,500 2,388,000 123,500 £ 5,076,800 4,955,400 162,200 j 40,800 Nit Increase . £121, 400(a) (tt) Tbla Vote ix iucreasetl t)y a sum of 151)0 iimler Nuval Stores lu respect of KlxeJ Machinery originally provided for by odvancea under tUe Naval Worlu Actu, lo9I> to li)06. 406 THE NAVAL ANNUAL. Vote 8. — Shipbuilding, Eepairs, Maintenance, &c. — continued. II. — Sub-Heads under which Section III., Contract Work, of this Vote will be accounted for. ESTIMATES. Increase. Decrease. 1912-1913. 1911-1912. Section in.— CONTRACT WORK. A. — Propelling, &c., Machinery for His) Majesty's Ships, Vessels, &c. . / B. — Auxiliary Machinery, &c., for His) Majesty's Ships, Vessels, &c. . j C. — Hulls of Ships, &c., Building by Con-\ tract / D. — Armour for His Majesty's Ships and) Vessels . . , . ./ E. — Repairs and Alterations by Contract 1 of Ships, &c., and their Machinery} and Stores . . . . . ) F. — Inspection of Contract Work G. — Gun Mountings and Air-Compressing^ Machinery . . . . / H. — Machinery, &c., for His Majesty's) Shore Establishments at Home and > Abroad j H.H. — Fixed Machinery, formerly pro-j vided for by Advances under the> Naval Works Acts, 1895 to 1905 . j I. — Royal Reserve of Merchant Cruisers . K.— Purchase of Ships, Vessels, &c. £ 4,017,308 105,000 3,411,057 2,576,152 100,000 124,000 2,384,383 337,000 8,000 150,000 17,700 £ 4,225,401 102,962 4,307,220 2,482,807 145,000 110,000 2,570,910 400,000 25,000 150,000 20,000 £ 2,038 93,345 14,000 £ 208,093 896,163 45,000 186,527 63,000 17,000 2,300 Deduct,— ^ L. — Appropriations in Aid 13,230,600 175,000 14,539,300 174,000 109,383 1,000 1,418,083 £ 13,055,60014,365,300 108,383 1,418,083 Net Do urease . . £1,309, 700 (o) (a) Thi8 Vote Ib increased by a enm of £8000 (Sub-Head H.H.) in respect of Fixed Machinery originally provided lor by advaacea under the Naval Works Acts, 1895 to 1905. BRITISH NAVY ESTIMATES, 1912-1913. 407 VOTE 9. NAVAL ARMAMENTS. I. — Estimate of the Sum which will be required in the Year ending 31st March, 1913, to defray the Expense of Naval Armaments, Three Million Nine Hundred and Nineteen Thousand Pounds. (£3,919,000.) II. — Sub-Heads under which this Vote will be accounted for. ESTIMATES. 1912-1913. 1911-1912. NAVAL ORDNANCE, &o., ESTAB- LISHMENTS AT HOME AND ABROAD. A. — Salaries and Allowances . B. — Wages of Artificers, &c. . C. — Wages of Crews of Naval Ord- nance Vessels D. — Wages, &c., of Police Force E. — Medical Attendance, Rents,! Water, Gas, &c., and Coutin-> gencies . . . . ) NAVAL ORDNANCE STORES. F.— Guns G. — Projectiles and Ammunition H. — Torpedoes and Gun-cotton I. — Small Arms, Torpedo Materials,! Maintenance of Vessels, and) Miscellaneous . . . ) K. — Inspection, Proof, Experiment8,\ &c / L. — Freight and Incidental Charges 57,836 344,700 12,700 33,200 16,394 1,081,500 1,480,500 334,500 413,370 26'), 000 25,000 £ 54,840 341,700 12,200 29,000 16,760 1,160,000 1,210,000 308,600 428,000 245,000 21,300 Increase. 2,996 3,000 500 4,200 270,500 25,900 20,000 366 78,500 14,630 £ Deduct, — M. — Appropriations in Aid 1,064,700 3,827,400 145,700 106,400 £' :!,919,000 3,721,000 3,700 330,796 93,496 39,300 I 291,496 93,496 Net Increase £198,000 408 PROGRAMME of PiioGRAMME of the EstimaTed Expendituee in Cash, and in Net Maintenance, &c., in (Exclusive of the Fleet Sub-Heads under which this Estimated Expenditure will be provisions of Section 1 (2), Army NEW CONSTRUCTION : A.— dockyaed-built ships— Hulls, &c.(c) . Machinery B.— CONTEACT-BUILT SHIPS— Hulls, &c. (c) . Macbiuery C— OTHEE VESSELS, &c. (d) . TOTAL NEW CONSTEUCHON 0.— EEPAIES, ALTEEATIONS, &c. E.— STORES, FOR MAINTENANCE,. &c 1 F.— ESTABLISHMENT, INCIDEN- j TAL. AND MISCELLANEOUS}' CHARGES, UNAPPROPRIATED .) ESTIMATED EXPENDITDRE LN Direct Expenditure. Dockyard Work. PerBonnel, Sec. L Materiel, Sec. n. 825,985 72,585 898,570 42,805 42,805 800 942,175 1,506,500 537,320 27,465 564,785 90,960 Cr. 10,420 Contract Work, Sec. m. 2,026,167 739,874 2,766,041 (3) 6,003,910 3,165,915 Total Direct Expenditure. (A) 3,389,472 1 839,924' 2 4,229,396 S 6,137,675 3,155,495 80,540 9,169,825 9,293,170 1,850 303,332 TOTAL £ 2,448,675 647,176 742,650 1,027,500 305,982 7 (e) 12,239,19813,828,548 8 231,543 2,480,693 9 1,027,50010 11 2,417,325 12,470,741117,336,741 12 (c) Including Hydraulic and Transferable Gun Mountings, &c. (d) Including Harbour Craft, and excluding Torpedo Boats, &c., the value of which is included under other ."^ub-IIeads. {e) Exclusive of £1,800 provided under Vote 2 fof new Lighters for Victualling Yard Service, £39,200 provided under Vote 9 for New Vessels for Naval Ordnance Store Service and £122,000 for Coaling Craft, Vote 8, Section 2, Sub-Head K. (/) Including £1,077,736 for Armour. (g) InclndiDg £1,488,416 for Armour. SHlPBUILDlNa, &c. 409 Values of Stoues issued for Shipbuilding, Uepairs, Alterations, the Year 1912-1913. Coaling Service.) accounted for in the Navy Expense Accounts, under the AND Navy Audit Act, 1889. 1912-1913. EXPENDITUKE AS ESTIMATED IN NAVY ESTIMATES, 1911-1912. Difference between Direct Expenditure, 1911-1912 (b) and 1912-1913 (a). Establish- ment, &c.. Aggregate, Charges, ap- 1912-1913. portioned. Direct Ex- penditure. (B) Establish- , portioned. Increase. Decrease. 1 2 258,010 29,868 £ 3,647,482 869,792 £ (h) 3,206,101 951,961 £ £ 228,746 3,434,847 27,168 979,129 £ 183,371 £ 112,037 3 287,878 4,517,274 4,158,062 265,914 4,413,976 71,334 •• 5 116, 036' 6,253,711 53,448 3,208,943 7,235,041 3,113,089 112,796 7,347,837 44,696 3,157,785 42,406 1,097,366 6 169,484 9,462,654 10,348,130 167,49210,505,622 •• 1,054,960 7 5,388 311,370 550,493 8,497; 558,990 244,511 8 9 10 462,75014,291,298 325,462 2,806,15.5 94,678, 1,122,178 15,056,685 2,797,328 1,056,300 421,903 331,899 88.174 15,478,588 3,129,227 1,144,474 2,802,101 •• 1,228,137 316,6:!5 28,800 11 882,890 3,026,641 3,026,041 841,976 2,802,101 12 3,909,53121,246,272 18,910,313 3,644,07722,554,390 •• NET DECEEASE ON DIEECT ZXPENDITUEE (A) Inclading £9r)'2,r.OO for Anuunr. (0 Inclading Jtl,i2O,307 for ArnKUir. £1,573,572 410 TH£ NAVAL ANNUAL. LIST of New Ships and Vessels Estimated to be Passed into Commission durinof the Years 1912-1913 and 1911-1912. 1912 1913. Name of Ship. Load Displace- meut In Tons. Estimated Horse Power. Number of Guns, ARMOUBED SHIPS, King George V Centurion Thunderer Conqueror Ajax Lion . Princess Eoyal Queen Mary TTNARMOITRED SHIPS. Dublin . . . Southampton Chatham Amphion TORPEDO CRAFT Torpedo BoATlgj. Destroyers . / Submarine Boats 6 MISCELLANEOUS Maidstone Woolwich Endeavour Alecto Kingfisher Rail . . 22,500 22,500 (O 27,000 27,000 26,350 («) 26,350 70,000 70,000 5,400 22,000 5,400 22,000 5,400 22,000 3,440 18,000 Various 3,600 2,800 1,280 1,100 935 1,400 10 10 10 1911-1912. Name of Ship. Load Displace- ment In Tons. Estimated Horse Power. Number of GUDB. ABMOTJRED SHIPS. Hercules Colossus .... Orion .... Mon»fch. . . . UNARMOURED SHIPS. Dartmouth Falmouth Weymouth Yarmouth Blonde . Active TORPEDO CRAFT. 20 Torpedo BoatV Destroyers ./ Submarine Boats 5 MISCELLANEOUS Adamant Watchful Daisy Esther . . . 20,000 20,000 ie) 22,500 (e) 22,500 5,250 5,250 5,250 5,250 3,350 3,440 935 600 25,000 25,000 27,000 27,000 22,000 22,000 22,000 22,000 18,000 18,000 Various 1,400 800 (e) Estimated. 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FIEST LOED'S SPEECH.* On introducing the Navy Estimates in the House of Commons, March 18th, Mr. Churchill said: — The foundation of naval policy is Finance, and the only credit that can be claimed by the Board of Admiralty is for keeping the requirements of the Navy at a minimum consistent with public safety and for securing the utmost possible development of war power from the funds entrusted to them. If the country is of opinion that the needs of the Navy have been well and amply provided for, it is to the House of Commons and not to the Board of Admiralty, and to the Chancellor of the Exchequer and not to the First Lord, that their thanks and gratitude are due. It is necessary that this should be recognised, and it is right for me to say at this point that the great scale which our naval armaments have been forced to assume has only been rendered possible without additional taxation or recourse to borrowing by the wonderful fertility of the great Budget of 1909, for which my right hon. friend the Chancellor of the Exchequer will be long and variously remem- bered and increasingly respected. The financial aspect of the Naval Estimates is not cheerful. All the world is building navies, and everything connected with every navy is constantly increasing in size, complexity, and cost. Naval finance cannot be conveniently studied on the basis of a single year. Annual Estimates, however useful they may be for certain purposes of Parliamentary control, do not give the House of Commons a fair chance of understanding or of measuring naval expenditure. Capital ships affect the Estimates of three successive years. The Estimates I present to-day are almost entirely governed by what was settled last year and the year before, and the Estimates and war strength of two years hence will be mainly decided by what is determined this year by the House of Commons. So far as possible I have tried to look ahead, and the effect of every measure to which I shall refer to-day has been and is being worked out on the various Votes for three, four, and five years ahead. It may be, though of course I do not make any pledge on the point, that during the course of the present year we shall find ourselves able so far to forecast future naval finance as to be able to present in the House of Commons next year the Estimates not of one year but of a series of years. * Reprinted from The Times, and revised where necessary according to the Official Report. FIRST LORD'S SPEECH. 413 For the present, however, my study of this immense business does not enable me to go beyond certain general indications in regard to prospective finance, which are given and will, I trust, be taken strictly without prejudice. Owing principally to labour troubles which have involved delays in shipbuilding, there has been an under-spending on the Votes for shipbuilding, repairs, and maintenance of £1,600,000. The bulk of that sum has to be at once surrendered to the Exchequer, although the liability to meet which it was voted for I'arliament still continues. In consequence the Estimates of 1912-13 are artificially inflated by £600,000 and those of 1913-14 by about £1,000,000. It has been found necessary, with Treasury sanction, to dispose of £300,000 of this under-spending so as to provide for certain urgent services, and this has had the effect of relieving by that amount the Estimates of 1912-13. The extra burden on the Estimates of 1913-14 is, however, irremediable. Bringing Expenditure Forward, Since it is most desirable both for home and foreign services that Naval Estimates should, if possible, exhibit a continuous downward tendency, apart from measures consequent upon new increases abroad, I have endeavoured to bring as much expenditure forward into the year 1912-13 as possible in order to lighten the burden of succeeding years. A rather larger proportion than usual of the new programme is to be taken in hand during 1912-13, and all reserves of guns, ammunition, and torpedoes are to be brought up to their full level. These measures, which are justifiable, and even necessary, on other grounds, will, I hope, have the effect of securing for Votes 8 and 9 — the two principal index Votes on naval finance — a continuous decline, aggregating in the three years in prospect about £2,300,000. This diminution would continue to the extent of another £300,000 if the survey were extended two years further. The progressive reduction and improvement in Votes 8 and 9 will be very largely counteracted by the growth of automatic and uncontrollable charges, charges which accrue on Votes other than Votes 8, 9 and 10. The Accountant-General estimates that even if no addition to numbers were necessary beyond the 135,000 expected to be borne on March 31, 1912, there would be an increase through the mere maturing of obligations which the State has already contracted in pay, allowances, pensions, &c., of £250,000 in 1912-13, and an additional £415,000 in 1913-14. If the numbers increase at the rate of 2000 a year — which is the lowest possible increase which can be contemplated on the basis of the programme of other countries remaining as they are now disclosed, tlien the automatic augmentation 414 THE NAVAL ANNUAL. of the Votes over which the Accoimtant-Geueral presides would in the five years I am taking into consideration amount to £1,700,000. Sources of Increased Expenditure. The second source of certain and uncontrollable increase lies in the consumption of fuel — coal and oil. That is due to the rapidly increasing horse-power of the Fleet. Ships are joining the Navy of 70,000 horse-power, and of course they consume for an equal amount of movement a greater quantity of fuel than the vessels of from 15,000 to 20,000 horse-power which they replace. The increase due to the automatic augmentation of coal and oil consumption will not be less in the next five years than about £900,000 a year. Thirdly, there is the ever-increasing size and cost of ships of all types and classes, necessitating larger docks, wider dock entrances, and more complicated and extensive repairing plant. Lastly, there is the ordinary labour pressure in the dockyards and the general advance in prices. The House will see that the relief we may expect on one set of charges is likely, on the figures I have adduced, to be very largely neutralized by automatic increases upon other portions of the Estimates. The requirements of 1912-13, after all possible reductions have been made, including relief by expenditure of the surplus in 1911-12, present the following principal features: — An increase of ^personnel of 2000, an increase in the pay, non-effective pay, and other automatic charges of £280,000, an increase in the cost of fuel of £125,000, an increase in the Votes for armaments and ammunition of £200,000, and an increase of the expenditure upon works due only to the execution of existing contracts at Rosyth and Crombie of £450,000, making a total increase of £1,055,000, against which I have been able to show^ a reduction of about £1,100,000 in new construction and about £250,000 on other services under Vote 8. The nominal net decrease, therefore, upon the Estimates is just over £300,000 and the true decrease is £600,000. Germany and the Naval Situation. I propose, with the permission of the House, to lay bare to them this afternoon with perfect openness, the naval situation. It is necessary to do so mainly with reference to one Power. I regret that necessity, but nothing is to be gained by using indirect modes of expression. On the contrary, the Germans are a people of robust mind, whose strong and masculine sense and high courage do not recoil from, and arc not offended by, plain and blunt statements of fact if expressed with courtesy and sincerity. Anyhow, I must discharge my duty to the House and the country. The time has come FIRST LORD'S SPEECH. 415 when both nations ought to understand, without ill-temper or disguise, what will be the conditions under which naval competition will be carried on during the next few years. The cost and strength of a navy depend upon two main things ; first of all, there is the establishment of ships and men, maintained in the various scales of commission, and secondly the rate and amount of new construction by which the existing fleets are renewed or augmented. The increase in the establishment of great navies like the British and the German Navies does not involve such heavy additions to the annual expenditure as the increase in new construction. On the other hand, the cost of increases in new construction is confined to the years in which it takes place and comes to an end with the com- pletion of the ships ; while increases in the number of men, although comparatively small so far as the cost in one year is concerned, involve charges in pay and pensions which recur year after yeai for a whole generation. Increases in new construction mean increased strength for fighting through having better military plant. Increases in establishment mean increased readiness for fighting through being better organised and better trained. It will be convenient for the House to bear these distinctions in mind. The Fighting Value of pre-Dreadnoughts. Before I discuss the actual standard of new construction which we should look to as our guide in the next few years, there are three general observations which I shall venture to make. The first is that in times of peace we measure the relative naval construction of two navies by percentages, and that is, perhaps, as good a way as any other. In naval war, and especially in modern naval war, another system of calculation becomes dominant. Battles are not decided by ratios or percentages. They yield definite and absolute results, and the strength of conflicting navies ought to be measured, and is measured, not as in peace by comparison, but by subtraction. We must expect that in a fleet battle between good and efficient navies, equally matched, tremendous damage will be reciprocally inflicted. Many ships on both sides will be sunk or blown up. Many more will sustain injuries whicli will take months to repair. Others, again, will not come out during the whole of the war. Indeed, the more we force ourselves to picture the hideous course of a modern naval engagement, tlie more one is inclined to believe that it will resemble the contest between MaTnilius and Herminius at the Battle of Jvako liegillus, or the still more homely conflict of the Kilkenny cats. That is a very satisfactory reflection for the stronger naval Power. It will always pay the stronger naval Tower t(( 416 THE NAVAL ANNUAL. lose ship for ship in every class. The process of cancelling would conduct us, albeit by a ghastly road, to certain victory and a condition, not of relative but of absolute superiority. Further, with a reciprocal destruction of the newer ships, the older vessels will rise swiftly in value ; when the ace is out the king is the best card, and so on. We possess more Dreadnoughts than any other two Powers in the world to-day, and if all the Dreadnoughts in the world were sunk to-night our naval superiority would be greater than it is at the present time. We cannot imagine the course of a naval war which would not tend steadily to increase the relative fighting value of the large resources we possess in pre-Dreadnoughts, until, as time went on, quite old vessels would come out and play an important part. We therefore keep such vessels carefully in a material reserve, and arrangements are being perfected by the War Staff to bring them into commission at the sixth, ninth, or twelfth month of any war. All this must be considered in judging the standards of new construction which are appropriate to our needs. CONSTEUCTION AND MAINTENANCE ChAEGES. The second observation which I would wish to make is this — it is very easy to make rapid increases in new construction so long as you are not burdened with the expense of maintaining a great establishment. Our German neighbours have not yet begun to feel the weight of maintaining year by year a gigantic naval service. These charges matiu'e slowly but remorselessl5^ The expenses of maintenance apart from new construction must grow irresistibly with every year, and therefore it may be found that as time passes the very rapid rate of new construction which we have seen elsewhere may to some extent be abated by the deadweight drag of increasing maintenance charges. We have a very wide and long experience in the Admiralty. We know the forces which are operative upon the finance of a great nav}% and we are not yet convinced that they will not be found, sooner or later, to operate elsewhere. My third observation is this — it is wrong and wasteful to build a single ship for the Navy before it is wanted. Up to the moment when the contract for a battleship has been definitely signed, the vessel is the heir to all the expanding naval science of the world ; but from the day when the design has been finally fixed she is obsolescent. She has become a wasting security. Nearly three years of her brief life have been lived before she is born. Before she is even launched the vessels which are capable of destroying her have been projected. It is an ill service to the Navy and to tlie State to build a single sliip before its time. We have to sow each year for the FIRST LORD'S SPEECH. 417 harvest we require two years later as niueh as we re(|uire aud no more. What I might venture to call " the more the merrier " argument is as detrimental to efficiency as to economy. The only safe rule wliich the British Admiralty can follow is to maintain the minimum consistent with full security. Guarantee by the Admiralty. Having reviewed our existing naval resources in the light of the foregoing observations, we are not prepared to recommend at the present time the two keels to one standard in new construction against Germany. The time may come when that will be necessary, but it is not necessary now. I will, however, state precisely the standard which we regard as appropriate to the present situation. Before doing so, I should like to make it clear that, as a result of the measures taken by my right hon. friend the Home Secretary, there is no cause whatever for alarm or despondency. The Admiralty are prepared to guarantee absolutely the main security of the country and of the Empire day by day for the next few years, and if the House will grant us what we ask for the future, that prospect may be indefinitely extended. I propose, first of all, to deal with new construction and leave the establishment of the Navy to the last. Standards of naval strength must vary with circumstances and situation. Adequate naval superiority is the object, and the standards which we adopt are necessary though arbitrary guides for securing it. When the next two strongest naval Towers were France and Russia, and when those two Powers were also what one might call the most probably adverse diplomatic combination, the two-Power standard was a convenient rule, based upon reality, for us to follow as a guide. The passage of time and the rise of the Navy of a single Power to the first place upon the Continent have changed this. We have no longer to contemplate as our greatest potential danger the alliance, junction, and co-operation of two naval Powers of approximately equal strength, with all the weakness and uncertainty inherent in such combinations ; but we have had for some time to consider the growth and development of a very powerful homogeneous navy, manned and trained by the greatest organising people of the world, obeying the autliority of a single Government, and concentrated within easy distance of our shores. In consequence, the two-Power standard, if applied to P^urope alone, would be quite inapplicable, because it would be wholly inadequate. On the facts of to-day the Navy we should require to secure us against the most probable adverse combination would not be very nmch greater than the Navy we should re(|uire 2 E 418 THE NAVAL ANNUAL. to secure us agaiust the uext strongest naval Power. la order, therefore, to provide a reason for the necessary measures which have been taken during the last few years it has become necessary to extend the two-Power standard so as to include the United States of America, and thereby the two-Power standard has lost much of its good sense as well as its reality. Sixty per Cent. Superiority. The time has come for us to readjust our standard in closer accord with actual facts and probable contingencies. The actual standard of new construction which the Admiralty has in fact followed during recent years has been to develop a 60 per cent, superiority in vessels of the Dreadnought type over the German Navy on the basis of the existing fleet law. There are other and higher standards for the smaller vessels with which I will not complicate the argument, because they do not greatly affect the finance. If Germany were to adhere to her existing law we believe that that standard would, in the absence of any unexpected develop- ments in other countries, continue to be a convenient guide for the next four or five years, so far as this capital class of vessel is con- cerned. Further than that it is idle to speculate. I must not, however, be taken as agreeing that the ratio of 16 to 10 could be regarded as a sufficient preponderance for British naval strength as a whole above that of the next strongest naval Power. Even if we possessed an Army two-thirds as strong as that of the strongest military Power we could not agree to that. The statement I make is much more limited. Superiority in Pre-Dreadnoughts. We are able for the present to adhere to so moderate a standard because of our great superiority in vessels of the pre-Dreadnought era, among which the eight King Edwards and at least eight of the armoured cruisers are quite unmatched among contemporary ships. As these vessels gradually decline in relative fighting value our ratio of new construction would have to rise above the 60 per cent, standard. Every addition which Germany makes or may make to the new ships she lays down each year must accelerate the decline in the relative fighting value of our pre-Dreadnoughts, and therefore requires special measures on our part. Meeting German Construction, Applying the standard I have outlined to the House — that is to say, two sliips a year for the next six years, because that is what FIRST LORD'S SPEECH. 419 the law prescribes — applying lhi.s standard oi" GO per cent, to the existing German ISTavy Law, and guarding ourselves very carefully against developments in other countries which cannot now be foreseen, it would appear to be necessary to construct for the next six years four ships and three ships in alternate years, beginning this year with four. That is a little above the 60 per cent, standard — it is really over 17 ships to 10 — but that is the least that will maintain the 60 per cent, standard. That is what we had in our minds when we framed the Estimates now presented to the House of Commons. If we are now, as it would seem, and I fear is certain, to be confronted with an addition of two ships to the German construction in the next six years — two Dreadnoughts — two ships spread over the six years, we should propose to meet that addition on a higher ratio of superiority by laying down four ships in the same period, spreading them, however, conveniently over the six years so as to secure the greatest evenness in our finances. If we are confronted with three ships additional, we should lay down six over those years, and the forecast of new construction which I now make vmder all reserve would become four, beginning with this year, five ; four, foui' ; four, four ; as against the German construction of — two, three ; two, two ; and three, two. Alternatively, if three were laid down by Germany in the six years our construction would become five, four ; five, four ; and five, four, an alternation of fives and fours, as against the German alternation of threes and twos. A Varying Principle. It is clear that this principle could be varied to suit the circum- stances. Let me make it clear, however, that any retardation or reduction in German construction within certain limits will be promptly followed here, as soon as it is apparent, by large and fully proportionate reduction. For instance, if Germany likes to drop out any one, or even any two, of tliese annual quotas, and keep the money in her own pocket for the enjoyment of her own people and for the development of her own prosperity, we will at once, in the absence of any dangerous development elsewhere and not now foreseen, drop out our corresponding quota. All slowing down by Germany will be accompanied naturally on our larger scale by us. I have to say " within certain limits," because, of course, both Great Britain and Germany have to consider, among other things, the building of other Powers, though ilie lead of both those countries is at present very considerable over any other Power besides each other. Take as an instance of this proposition which I am putting forward for general consideration, the year 11)1 o. in that year, as I apprehend, Germany 2 K 2 420 THE NAVAL ANNUAL. will build three capital ships, and it will l)e necessary for us to build five in consequence. The Book of Misunderstanding. Supposing we were both to take a holiday for that year, and supposing we both introduced a blank page into the book of mis- understanding ; supposing that Germany were to build no ships that year, she would save herself between six and seven millions sterling. But that is not all. In ordinary circumstances we should not begin our ships until Germany had started hers. The three ships that she did not build would therefore automatically wipe out no fewer than five British potential super-Dreadnoughts. That is more than I expect they could hope to do in a brilliant naval action. As to the indirect results within a single year, they simply cannot be measured, not only between our two great brother nations, but to all the world. They are results immeasurable in their hope and brightness. This, then, is the position which we take up — that the Germans will be no gainers so far as naval power is concerned over us by any increases they may make, and no losers on the basis I have laid down by any diminution, A Perfectly Simple Plan. Here, then, is a perfectly plain and simple plan and arrangement whereby, without any diplomatic negotiations, without any bargaining, without the slightest restriction on the sovereign freedom of either Power, this keen and costly naval rivalry can at any time be abated. It is better, I am sure, to put it quite frankly, for the Parliaments and peoples to judge for themselves. As to the minor vessels in the new programme, I must say a few words. The programme of minor vessels is strictly within the limits of the normal expenditure on this class on ships. New Torpedoes and Submarines. We ask the House to sanction the building of 20 torpedo-boat destroyers, and to enable us to lose no time in pressing forward their construction. Upon the information before me in December I thought it proper to send out tenders for the whole flotilla of this year, feeling confident that Parliament would approve them when the time came. The tenders have been received, their examination was completed a few days ago, and we shall be able to allocate the vessels for immediate construction as soon as the House gives us the necessary authority. Provision has been made in the Estimate for their immediate and continuous construction. We are asking about £700,000 this year for the construction of submarines. We do not propose to state the number, because that would indicate with FIRST LORD'S SPEECH. 421 unnecessary precision the type that these vessels would assume. Submarines are in a state of transition. We liave in submarines an ample preponderance, and we can afford to lie back till the last moment, so as to secure the very latest developments. Small Ckuisers. The only novel feature in the minor programme is the small cruisers. If we had repeated the programme of recent years we sliould have built four Chathams, about 5400 tons, and one Blonde. We have been considering, however, the cruiser problem as a whole. We observed that the Chathams grew larger each year, and that they did not end the rivalry of type, but approached ever more closely to the armoured class of 10 or 15 years ago. This would be a very expensive development if it were to continue, and we are by no means satisfied that it is a development based on a sound appreciation of naval tactics. Numbers, also, are very important in this sphere, and we propose, therefore, to hark back to smaller vessels and to build eight of these new light-armoured cruisers instead of the four Chathams and Blonde type which have hitherto figured in our programmes. I do not think the House will wish me to go too much into detail about the dimensions and qualities of these vessels. They are described as light-armoured cruisers, and they will in fact be the smallest, cheapest, and fastest vessels, protected by vertical armour, ever projected for the British Navy. They are designed for attendance on the Battle Fleet. They are designed to be its eyes and ears by night and day ; to watch over it in movement and at rest. They will be strong enough and fast enough to overhaul and cut down any torpedo-boat destroyer afloat, and generally they will be available for the purposes of observation and reconnaissance. Docks, Oil, and Aviation. I have dealt with the programme for the year, and before I come to the important ([uestions connected with the establishment, which we should maintain, there are four topics connected with shipbuilding to which I must refer — docks, oil, aviation, and shipbuilding capacity. The dockmg accommodation availal)le for the Fleet, actual and prospective, is not unsatisfactory. Indeed, I may say I was very agreeably surprised by an impiiry I undertook into it. We possess at the present time nine docks which cum take luvincibles. Lord Nelsons, and all earlier ships; and five of tliese arc suitable for our late3t battleships. In a few months there will bi; two fiouting docks capalde of takiug the largest size of shijjs which exist at jtresent, and tiiese two Moating docks will bo jtul, oiui in th(^ Mcdway and the 422 THE NAVAL ANNUAL. other possibly at Portsmouth. Early next year there will be a new lock ready at Portsmouth, another also of the largest size will be ready in January, 1914. In 1916 the three docks and the lock at Eosyth — four in all -will be available. Meanwhile, there are five private docks wide enough to contain tlie largest vessel, and two others now in course of construction. In addition to the above there are four others which will take in vessels of the Invincible class. That is, in the opinion of the Admiralty, sufficient provision for our needs at the present time. The question is being considered carefully whether, pending the completion of the docks at Eosytli, one of our floating docks when ready should not be towed to Crom'arty and used there as a subsidiary base with floating workshops, pending tlie creation of the large base which is being developed on the North- East Coast. Further provision for docks will be necessary in 1916 or before 1920, for we have to look four years ahead in regard to docks. But there is no cause for anxiety or complaint in the immediate future. The Advantages of Oil. The adoption and supply of oil as a motive power raises anxious and perplexing problems. In fact, I think they are among the most difficult with which the Admiralty have ever been confronted. Oil as a fuel offers enormous advantages to ships of all kinds, and particularly to the smallest kind. In speed, in convenience, in clean- liness, in economy, and in the reduction of personnel, oil is incon- testably superior to coal. If internal combustion engines of sufficient power to drive warships can be perfected, as may, I think, be hoped for within a very reasonable time, all the advantages of oil will be multiplied, and some of them will be multiplied three or four times over. On the other hand, can we make sure of obtaining full supplies of oil at reasonable prices in time of peace, and without restriction or interference in time of war ? Can we accumulate and store a sufficient reserve of oil to meet our ever-growing requirements ? Can we make that reserve properly protected against attack, either by aeroplanes or sabotage ? All these matters are receiving our continuous attention. Aviation. So much has been said in the Army debates during the last few days upon the subject of aviation that only a passing reference to the naval aspect is now required. Early in November my right hon. friend the Secretary for War and I agreed that the War Office and the Admiralty should work together as far as possible in the development FIEST LORD'S SPEECH. 423 of this vital and important new service. A sub-committee of the Committee of Imperial Defence was set up, which, under the guidance of the Under-Secretary for War, lias produced a bold, far-reaching, and carefully-considered scheme. The Admiralty is very much indebted to my right hon. friend for the service he has rendered in this connexion. We have now acquired some land at Eastchurch, adjoining that of the Eoyal Aero Club, who courteously gave us the use of their aerodrome for flying purposes. The buildings and sheds for a Naval Aviation School are in course of erection. A considerable number of aeroplanes both for training and experimental purposes liave been purchased, principally in England, and some of them are being adapted for the special needs of the Navy. We do not require in the Navy to develop aviation on the same great scale as in the Army. We have already a certain number of good naval aviators, and we are going to increase them as rapidly as possible. I hope it will not be many months before regular flights of naval aeroplanes can be attached for ordinary service to the various squadrons and commands of the fleets. I can assure the House that the greatest importance is attached by us to a thoroughly good and effective development of this service, and money shall not stand in the way of any necessary steps. Mr. LEE (Hants, Fareham, 0pp.) — How much ? Mr. CHUPtCHILL.— We have taken in the Estimates of this year as much as we think we can spend. Although there is no money taken in the Estimates for the purchase of dirigible balloons or dirigible airships, it ought not to be supposed that that subject is not also engaging unremitting attention, especially the latest developments. Our Shipbuilding EesoUrces. Lastly, the House is entitled to be relieved of any anxieties which members may feel in regard to the expansive power of the ship- building resources of the country. It is not possible to say whether our most prominent competitors can build as fast as we do. What is certain is that they do not in practice do so, and it is also true, 1 am pleased to say, that we can build, arm, and equip great ships each year, and we can continue that process year after year upon a scale largely in advance of any other single Power, according to its present resources. The House may take it for certain that there is abso- lutely no danger of our being overtaken unless we decide as a matter of policy to be so. Now I leave new construction and turn to establishment. 424 THE NAVAL ANNUAL. Margins of Safety. Upon the establishraent of ships maintained in full commission and upon the number of active service ratings actually permanently available depends our immediate readiness for war. The growing strength of foreign navies, and the increases, actual and prospective, upon which we must reckon in their j^^rsojinel, make it now necessary somewhat to strengthen the force which we keep constantly ready for immediate service in Home waters. I do not think it would be particularly useful at this juncture for me to enter into detailed comparisons between the force which we keep immediately available and the forces which are at the disposal of various foreign Powers, and I hope I shall not be pressed to do so. I would prefer to pursue the general argument. We asked Parliament to assent to large margins of safety. That is not because we do not believe our Fleet, man for man, and ship for ship, would not acquit itself with credit and to the satisfaction of King and country. There is, however, a very practical reason which any layman can understand. We stand as a nation upon the defensive. It is inconceivable that we should make a surprise attack upon Germany or any other European Power. Apart altogether from the moral aspect, which I am not now discussing, what would be the use of it ? We have no means of following up sucli an attack, even if it were successful, and no means of bringing the war to a speedy conclusion. Therefore, I say, we are relegated to the defensive. This entails certain obvious consequences. There is a considerable difference between the number of ships which are available any day taken at random throughout the year and by chance, and the number which could be got ready for a particular date or period marked out in advance. For instance, if the House of Commons sent a Committee down to Portsmouth to-night, and orders were given to mobilise all the ships in the harbour, we could produce a certain number. If, however, we were told privately beforehand that the Committee were going down to sec how many ships we could turn out at short notice, say, on April 1 or May 1, we could produce from 25 to 30 per cent. more. That is a very important fact which any one can appreciate. It is a fact which makes it necessary for us to have a sufficient margin to be able to meet at any moment the naval force of an attacking Power at their selected moment. Ouii Peculiar Position. The second reason why we must have an ample margin is that the consequences of defeat at sea are very mucli greater to us than they would be to Germany or to France. There is no similarity FIRST LORD'S SPEECH. 425 between our naval needs and those of the two countries I have mentioned. There is no parity of risks. Our position is highly artificial. We are fed from the sea ; we are an unarmed people ; we possess a very small Army, and we are the only Power in Europe which does not possess a large army. We cannot menace the independence or the vital interests of any great Continental State. We cannot invade any Continental State. We do not wish to do so, but even if we had the wish, we have not got the power. These are facts which justify British naval supremacy in the face of the world. If ever any single nation were able to back the strongest fleet with an overwhelming army, the whole world would be in jeopardy, and a catastrophe would swiftly occur. People talk of the proportion which the navies of different countries should bear to the commercial interests of the different nations, and the proportion of France, the proportion of Italy, the proportion of Germany to their respective mercantile marines. But when we consider our naval strength we are not thinking of our commerce, but of our freedom. We are not thinking of our trade, but of our lives. Nothing, of course, can make us absolutely safe against combinations which the imagination can summon up. We have faced combinations over and over again in the past, and some- times heavy odds, but we must never conduct our affairs so that the navy of any single Power would be able to engage us at any single moment — even our least favourable moment — with any reasonable prospect of success. If this is " insular arrogance," it is also the first condition of our existence ! I am glad to be able to assure the House that no difficulty will be experienced in making arrangements to maintain our relative position in the near future, and to secure as quickly as we need them adequate margins of safety. I am glad also that these measures will not involve any excessive or dispro- portionate expense. We should not, of course, require to build any more ships other than those I have referred to under the head of New Construction. All we should need to do is to bring up, as we require it, and no sooner, a larger portion of our existing Fleet into a higher status of commission, and consequently of greater readiness. IiEOHfiANISATION OF THE FlEET. We propose at the present time, in view of the increases which are in ])rogress, to recast completely the organisation of tiie Fleet. Under the new organisation the ships available for Home defence will be divided into the First, Second, and Third Fleets. Tlie whole three Fleets will comprise eight battle squadrons of eight battleships each, together with their attendant cruiser s([uadn>ns, flotillas, and 426 THE NAVAL ANNUAL. all auxiliaries. Each of these three Fleets will represent a distinct administrative status and standard of commission. The First Fleet will comprise four battle squadrons of fully commissioned ships, with a Fleet flagship. The battleships of the First and Second Divisions of the Home Fleet will become the First and Second Battle Squadrons. The Atlantic Fleet will be based on Home ports instead of Gibraltar, and will become the Third Battle Squadron. During the course of the present year, as new vessels join the Fleet at the top of the list, this squadron, which now consists of six battleships, will be increased to eight ; so that the Fourth Battle Squadron formed of battleships now in the Mediterranean will step into the place of the Atlantic Fleet and be based on Gibraltar, raised ultimately and if necessary to a strength of eight ships. The Fourth Battle Squadron will from its strategic position at Gibraltar be able to give immediate assistance in Home waters or in the Mediterranean should naval combinations in that area render its presence necessary or useful. Its movements will l)e regulated by the main situation. These four squadrons will constitute the First Fleet. The Second Fleet will be composed of two battle squadrons, with their attendant cruiser squadrons on what is called the existing Third Division scale. The ships maintained on this scale cost practically as much to man each year as ships in full commission. They have a full complement of active service ratings always provided. They do not require any mobilisation reserve which is in civil life. Half their crews, including a large proportion of special ratings, are always on board ; the other half, roughly speaking, are in the schools and barracks on shore, going through the courses of instruction, and the regular circulation of which is essential to the good organisation and training of the Navy. I hope the scale will not be underrated because they are called vessels maintained with nucleus crews. They are vessels with full crews constantly provided. The system has been adopted in order that the courses of instruction may be performed, and that the active service ratings may have in rotation a fair share of time on shore instead of always being engaged on service afloat. There is one serious defect which appears to attach to the Third Division compared with full-com- missioned vessels. It is possible that they might be cruising away from their Home ports with half nucleus crews on board, and when the emergency came, they would have to go back to tlie Home ports to take on the rest of the crew in the schools and barracks ; and consequently some delay might at certain times in the year be caused in their readiness for active service. It may be two or three days. We propose to reduce the defect by the following arrangement. At present the Third Division consists of eleven battleships. We propose FIRST LORD'S SPEECH. 427 to raise the number to sixteen, and to divide them into the Fifth and Sixth Battle Squadrons forming the Second Fleet. The move- ments of the Fleet will be arranged so that one of these two battle squadrons will be always present in Home ports, and ready to move as soon as steam can be raised. The other will usually be in that condition. The division of the Second Fleet into two battle squadrons will take place at once, but the full strength of these squadrons will not be realised for several years unless circumstances render the acceleration of the process necessary. When the process is complete, the Fu'st and Second Fleets will comprise forty-nine battleships available at the shortest notice, completely manned with the regular active service ratings of the Navy. By the time this work is com- pleted, we may expect that the next strongest naval Power, i.e., Germany, will possess twenty-nine battleships ready immediately without mobilisation for war, of which twenty-five will be in full per- manent commission. At present we have only twenty-two battleships in full commission in Home waters, even including the Atlantic Fleet. It is clear in view of these developments that a large expansion on our part is necessary ; and I hope that the House will realise the full scope and the simplicity of the measures we propose to take to give us the power we shall need. The Third Fleet will also consist of two battle squadrons together with the remaining four cruiser squadrons. It will be manned on the present Fourth Division scale by reduced nucleus crews ; and on mobilisation there will be added an additional proportion of active service ratings, and the rest of the ships' complement will be made up from the mobilisation reserves now in ci\il life. A proclamation is required in due form before the Tliird Fleet can proceed to sea in its entirety, and although every effort will be made to accelerate the process of mobilisation, a few days' delay will be inevitable before the Third Fleet can be ready for sea. New Class of Fleet Reserve. With the view of securing, at any rate, a portion of this Fleet on an emergency and at very short notice, we propose to institute and develop a new class of Royal Fleet Reserve to be called " the Immediate Reserve." This force, wliich will be limited at present, will consist of about 5000 men. It will be composed of men who volunteer for this special service, receiving a shilling a day instead of sixpence, and liable to be called out to serve in an emergency without the need of gener.il mobilisation. From the inquiries we liave l)eeu making we have reasuu to bclicivc that a very considerable 428 THE NAVAL ANNUAL. proportion of the men of the Eoyal Fleet Eeserve will be willing to give us their services. They have all served in the Navy from five to ten years ; they are men of the highest character and of substantial position. A large proportion of these men will be drawn from those who are already in Government employment in the dockyards, post office, fire brigades, and elsewhere. It will be necessary, in order that real efficiency may be secured to tlie ships manned by this proportion of the Eeserve, that the Immediate Eeserve should pass through twenty-eight days' training each year on the actual ships on board of which they will serve on mobilisation. They will not be a large pool of Eeserve men who are sent anyhow through the Fleet according to the needs of any particular mobilisation. They will know exactly what ship they will be allocated to in war, and on that ship they will serve their twenty- eight days' training. They will know what gun or torpedo tube they will serve at, and with whom they will serve. In future the Coast-guard, one of the prizes which is offered by the British Government to sailors, will be confined to men who have given this special service in the Immediate Eeserve. We shall have to rely on the patriotism of the employers. Not a very large number is involved, but very satisfactory replies have been received, showing a desire to facilitate the development of a Eeserve so necessary to the Service. Arrangements will be made, if necessary and if it is desired, through the labour exchanges to provide suitable and competent substitutes during the time that the Eeserve men are doing their annual training. The Immediate Eeserve men will enable us to mobilise and man the Seventh Battle Squadron and another cruiser squadron at short notice ; and we expect the standard of efficiency of the two squadrons will be far above the ships of the present Fourth Division scale. The present Fourth Division scale will only apply to the Eighth Battle Squadron, which will consist of the oldest ships we have. "VVe do not propose to provide crews for the Eighth Battle Squadron unless it becomes necessary, and until a better class of ships filter down through new ships joining at the top of the list. The vessels for which no crews are provided will be passed into the material Eeserve, care being taken to keep them in readiness so as to replace ships lost in action but whose crews are saved when the vessel is destroyed. Thus we estimate for the purpose of comparison a total mobilised fleet of fifty-seven, or if necessary sixty-five, battleships, compared with thirty-eight of the next naval Power. This proportion of fifty-seven to thirty-eight would not be sufficient if numbers were the only test or measure of naval superiority ; but it must be remembered that our superiority ship for ship can be traced all down the line, and it is very important FIRST LORD'S SPEECH. 429 • when tlie older classes of vessels are concerned. As wliat I may call the " Dreadnoughtisation " of other navies progresses, it will l)e necessary to raise not merely the quality but the scale of our fleets, and the new organisation I have unfolded would lend itself rapidly to further requirements. It would be easy simply to increase the squadrons from eight to nine or ten ships. Let me repeat, however, that, just as in the case of new building, we shall proceed in the development and perfection of this new organization step by step as may be necessary, and the rate of our development will be slowed down if we are convinced that a corresponding retardation has begun elsewhere. Destroyer Flotillas. With regard to the flotillas of torpedo-boat destroyers, it will also be necessary to make some expansion. We are forming a Seventh Flotilla of twenty destroyers this year. We should propose to form an Eighth Flotilla next year, and it may be that we shall have to form a Ninth Flotilla in 1915. These flotillas will be formed simply by maintaining the older vessels in commission witli nucleus crews instead of striking them off as new destroyers of each year are commissioned. In connexion with the flotillas, we propose to institute a new command. At present three flotillas manned by nucleus crews, and certain submarines are provisionally assigned to the duties of coast defence. They are now under the control of the Vice-admiral commanding the Third Division. With a view to their better training in peace, it is now thought necessary they should be placed under a special admiral. In war they Mdll be controlled through this officer directly from the Admiralty, so as to enable the Battle Fleet or fleets to operate with the utmost freedom and confine themselves to the prime business of defeating the enemy's Battle Fleet, without Ijeing diverted from that task by the necessity of protecting the Jiritish coasts from any minor raid or descent, whether naval or military. The officer in charge of this new command will be called the " Admiral of Patrols," and, of course, the vessels at his disposal will be available for all purposes besides those which I have indicated as being in the forefront of their most obvious duties. As I have already told the House, the immediate cost of these measures will not be great, thougli the charges will gradually augment and will be recurring. The principal item of increase is the personnel. The rate of increase in Germany under the existing Navy Law is 3500 men a year. This year they have added 3712 men. Against that we are asking now — I think the House will believe with great moderation — for no more tiian 2000 men increase on the average. 430 THE NAVAL ANNUAL. which means that we can veoruit up to 3000 more by the end of the year. If there are any additional increases elsewhere we shall find it necessary, in order to man the war Fleets at the various dates in the future and to develop the Fleet organisation, to ask a substantial addition immediately. More Commissioned Officers. After the House has listened to these important proposals, a very few sentences will suffice to explain certain subsidiary points which will be entailed by them. It takes a long time to train men for the Navy, but it takes still longer to train officers. On the other hand, we require at once to have a substantial increase to the lieutenants' list. The pressure at the present time upon the officers of the Navy is very severe, and it is not always possible to allow them the full amount of leave to which they are entitled in the course of every year, small as it is ; and with the development of the new Fleet organisation this strain will, in ordinary circumstances, be greatly increased. It is therefore necessary for us to have more commissioned officers, and to have them as soon as possible. We propose, therefore, to take two steps which, I hope, will commend themselves to the House and to the Service. Everyone acquainted with the Navy must have been struck by the extraordinary high qualities of discipline and intelligence which are displayed by the best class of warrant officer. These are the days when the Navy, which is the great national Service, should be opened more broadly to the nation as a whole. The question, as the House knows, is fraught with difficulties. We have thought them well over, and we are agreed in believing that there are no difficulties which cannot be, and ought not in the public interest to be, overcome. We propose, therefore, to select a considerable number of the younger warrant officers, by yearly instalments of twenty-five to thirty, up to a total of 100, possibly more, for promotion to the rank of commissioned warrant officer, a rank which already exists and which is equivalent to that of sub-lieutenant. After duly qualifying for their new duties, these officers will be appointed to ships and be available for all executive duties of sub-lieutenants. They will, of course, be eligible for promotion, strictly according to their merits, to the higher ranks. As, however, they will start as commissioned officers some years later than those who enter the Navy through the naval colleges, it is probable that the great bulk of them will retire content with a career which will have carried them from bluejacket to commander. If this should, in practice, be the result of our FIRST LORD'S SPEECH. 431 departure Ave shall have made the necessary additiou to tlie lieutenauts' list without producing that block in promotion to the higher ranks which would otherwise be inevitable, and which would be deeply injurious to the Service as well as unjust to the individuals. Such a block would produce aged captains and venerable admirals. Lord C. Beeesford : Hear, hear. (Laughter.) Mr. Churchill : It would also prevent men reaching what are, perhaps, commands of the most direct responsibility in the world while they are still in the prime of their manhood, and, otherwise, it would injuriously affect the efficiency of a fighting service. As the promotion of a number of the younger warrant officers may be thought to affect somewhat hardly the warrant officer of many years' service, it is proposed to concede to them what they have so long desired, namely, promotion to the rank of commissioned warrant officer after fifteen years' service as warrant officer, instead of after some twenty years, as now, provided they are found fit ; so that there are really two careers which the warrant officer can embark on, one of which will lead to promotion after fifteen years' service to a commission and probably employment on shore, and the other of which will carry with it much speedier promotion as warrant officers and continuous employment on fully-commissioned ships. The details of this scheme are now being worked out. We have also been struck with the age and size of the senior midshipmen. I am strongly of opinion that a young gentleman of nineteen or twenty who has been trained for six years or more exclusively for the profession of arms, and who has qualified in every way required of him, deserves advancement to the rank of commissioned officer. We therefore propose to allow midshipmen to qualify in navigation and seaman- ship at tlie end of two years and four months' service as midshipmen. It is better to split up the examination into two parts instead of giving them the long and exhausting three weeks' trial they are put to at the present time. If they are successful in qualifying in navigation and seamanship, they will at once be promoted to the rank of acting sub-lieutenant and be available for all the duties of that rank. Eight months later they will have to pass in the remaining subjcicts of their course, and then receive their regular commission as sub-lieutenants. Continuous Com.missions. We propose to make a change forthwith in the system which now regulates the commissioning (jf ships. Under the present system of two years' commissions the Admiialiy has sought to keep the captain, 432 THE NAVAL ANNUAL. officers, and men of a ship's company together if possible without any changes for the whole period of the two years. This is not, however, possible in practice. Death, illness, retirement, promotion, the necessity for qualifying or requalifying in the evermore numerous courses of instruction, are always producing large and inevitable changes even during the short period of a two years' commission. On the other hand, there is a grave loss in efficiency and war power and a serious waste of human effort involved in the process of killing the live ship every two years, by dispersing officers and crews far and wide and deliberately destroying the efficiency as a fighting ship, which has been gained with so much trouble and has now to be started afresh next morning under a completely new regime. We have come to the conclusion that it is far better to keep the ship continuously in commission at the same high level of efficiency ; and we therefore propose to revert to the system of con- tinuous commissions which was in force before the two years' commissions were introduced, but to effect the changes in personnel more systematically and at regular intervals. The system of con- tinuous commission will be extended to all ships manned with nucleus crews. Up to now these ships have not only had to make themselves efficient with half a crew instead of a whole one, but they have had to hand over these nucleus crews on an average every eight months to a fully manned ship about to recommission and to start afresh themselves with a new half crew selected from the barracks and schools. The system cannot of course be applied to ships on foreign stations, nor to torpedo craft in Home waters. Three- year commissions will therefore be adoj)ted on foreign stations and two-year commissions will remain in force for torpedo craft. Subjects of Inquiry. Three inquiries into very important subjects of naval administra- tion have been, or are being, held at the present time. The first has been into the gunnery of the Fleet and into the methods of training and testing the officers and men in this supreme and paramount service. That inquiry is now completed, and the results are being carefully weighed. It has been a conference as well as an inquiry at which a large number of the best sea-going officers have been present. It is possible I may have to make a slightly larger request to the House for practice ammunition, and I shall not hesitate to do so if that is necessary. A second inquiry which is to be instituted will deal with the whole system of the entry and education of cadets and midshipmen. I must make it clear, however, that this inquiry implies no departure FIRST LORD'S SPEECH. 4''''' from or reversal of the policy of naval training instituted in 1902. but rather is calculated to give full effect to it. The House will be glad to learn that Sir Eeginald Custance has accepted my invitation to preside over this committee, which will commence its labours at once. Thirdly, the time has come when there must be a full inquiry into the system of summary punishments which are now in force, including their consequential effects as regards pay, position, badges, and pension. It is of high importance to tlie interests of the Navy that the system of punishment should be physically and morally beneficial as well as corrective, and that it should be so devised in regard to offences where no dishonour is involved as not to wound the self-respect of lighting men. The General Principle of Administration. I hope the House will discern from the account I have given the general principle of naval administration to which we adhere — homogeneity of squadrons, simplicity of types and classes, modernity of material, concentration in the decisive theatres, constant and instant readiness for war, reliance upon gun-power, reliance upon speed, and, above all, reliance upon 136,000 officers and seamen, the pride of our race, bred from their boyhood up to the permanent service of the sea. These are the principles which we ask the House of Commons to approve. For the rest I have only a word to say. The spectacle which the naval armaments of the nations of Christendom afford at the present time will no doubt excite the curiosity and the wonder of future generations. Here are seen all the polite peoples of the world, as if moved by spontaneous impulse, devoting every year an immense and ever-growing pro- portion of their wealth, their manhood, and their scientific knowledge to the construction of gigantic military machinery which is obsolescent as soon as it is created, which falls to pieces almost as soon as it is put together, which has to be continually renewed and replenished on an ever larger scale, which drains the coffers of every Government, wliich denies and stints the needs of every people, and which is intended to be a means of protection against dangers which perhaps have no other origin than in tlie mutual fears and suspicions of men. The most hopeful interpretation which can be placed upon this strange phenomenon is that naval and military rivalries are the modern substitute for what in earlier ages would have been actual wars, and just as credit transactions have in the present day so largely superseded cash payments, so the jealousies and disputes of nations are more and more decided by the mere possession of war 2 F 434 THE NAVAL ANNUAL. power without the necessity for its actual employment. If that were true, the grand folly of the twentieth century might be found to wear a less unamiable aspect. Still, we cannot conceal from ourselves the fact that we live in an age of incipient violence and strong and deep- seated unrest. The utility of war even to the victor may in most cases be an illusion. Certainly all wars of every kind will be destitute of any positive advantage to the British Empire, but war itself, if ever it comes, will not be an illusion ; even a single bullet will be found real enough. The Admiralty must leave to others tlie task of mending the times in which we live, and confine themselves to the more limited and more simple duty of making quite sure that, whatever the times may be, our island and its people will come safely through them. GUNLAYERS' TESTS. 435 Eesult of Test of Gunlayers with Heavy Guns in His Majesty's Fleet, 1902-1911. 1902. 1903. 1904. 1905. 1906. 1907. 1908. 1909. 1910. 1911. Number of ships that fired . 1 139 134 108 100 89 121 117 116 117 127 Number of guns or turrets . 1,2411,2961,171 1,096 1,0731,365 1,277 1,312 1,3181,496 1906 target 4,789 5,996 5,748 4,374 5,733 7,547 Number of hits 1907 „ Ricochet . 4,073 4,826 5,108 3,520 436 3,944 570 Number of misses 1906 target 1907 „ 6,863 7,028 i 7,664 3,357 2,3281,991 .. 5,465 4,183 4,330 3,253 3,714 Excess of hits over r 1906 , , misses . .\1907 „ Nil Nil Nil 1,017 3,405 5,556 .. .. .. Nil '643 778 703 800* Excess of misses (1906 ,, over hits .\1907 ,, 2,0741,032 1,916 Nil NU Nil .. .. j .. .. .. 1,392 NU NU NU NU Percentage of hits / 1906 , , 41-1 '46-04 42-86 56-58 71-12 79-13 , . .. to rounds fired (1907 ,, .. ., 42-70 53-57 54-12 51-85 50-01 Hits per gun per minute — 1 t 1 0" „ ^ ^ 1 A" J 1906 target 12 audio .|^gQ7 ° •38] -53 -47 1 •58 •81 •61 •40 '-"56 •63 '•70 -581 Q.9» /1906 „ ^ ^ • • ■ -11907 ,, •35 -701 -73 1-40 2-84 3-25 , , .. .. .. ! 2-01 2-20 1-94 2-01 1-90 J ^ ,„ (1906 ,, /•5 . . . .|^9Q^ ^^ .. 3-48 .. .. 1-58 2-51 2-47 2-61 2^78t 6" B.L. and] 1906 ,, Q.F. . . .\1907 „ 2-41 2-63 2-63 4-14 5-68 5-93 .. i .. .. 3-32 3-98 4-03 3-69 3-89: 4-7"Q.F.and4"(1906 ,, B.L.andQ.F.\1907 „ 2-02 2-47 2-28 3-73 4-96 5-73 .. .. 2-38 3-32 4-06 3-84 3 -91 J Number of ships from whomi no returns were received . J 19 30 43 Nil NU 3 8 10 12 19 * Counting ricochet as whole hits. t The figures for 1911, counting ricochets as whole hits, would be 54-86. X Ricochet hits counting ^th hit. Results not directly comparable with those obtained in 1910. Abstract, 1911. Order of Merit. Fleet or Squadron. Xo. of ^°^*^ «>.iT.» Men periiun First Ship in Fleet. Score. H^nn^. Turret, i No. of 10 11 East Indies .... China r Atlantic Fleet and Fifth 1 |\ Cruiser Squadron . ./ (Mediterranean Fleet and ) \ Sixth Cruiser Squadron/ iHome Fleet, Second j Division, and Second) Cruiser Squadron . ) (Home Fleet, Third V \ Division, and Cruisers/i Australia ' Fourth Cruiser Squadron Home Fleet, First) Division, and First), Cruiser Squadron .]\ Special Service Tenders | Cape of Good Hope . Total, 1911 Test Total, 1910 Test Difference . 1 6 13 14 14 34 8 7 13 14 3 11 70 190 186 176 411 79 82 126 69 29 78-43 Highflyer . . 78-43 69-715 MiNOTAUB . . 86-02 48-339 ^•''-*^® °^ Edin-1 \ burgh 47-639 i Russell. 44-479 I Natal . 43-852 Sapphire 127 1.429 41-328 37-960 35-383 32-140 28-390 Powerful BrUliant Blanche Cadmus Hermes J' 57-85 70-36 66-27 64-79 66-82 64-61 46-86 56-85 45-69 43-297 117 1,318 42-649 + 10 +111 + •618 Note. — The 4-in. guns of BoUorophou and I u vincible classes are not iucludod iu this Abstract. 2 F 2 436 THE NAVAL ANNUAL. O > < O o w H o H P TO w Comparison witli previous year. -2 ^ ■^■^coico-iooaiTHt-iXJOt- ^_to COOt-OOOOCOCOClOlOtO oocjicjitD-^ooieo OllOt-OtOrHO-* »0 Oi U5 t~ t-COlOu:>COiOCO*C^ ■*>0OC0rH-^10t- CO lO -2S so .as CO O »0 00 C<) Ol o »o O O b- CM^t-in(M^>Ot- COCMt-lOC-OOi'* O 0 (M>OCO(31CMt-OCO 8S ■^-^oajt-oocoooT-io^ t-00rHOrH-*OC0 T-H T-H tH -* 00 1 _c 4.9 O 1 J. E. Bennett, L.S. . W. Grover, P.O. (2) . R. Russell, L.S, . . E. G. Hewitson, P.O.(l) R. Eggleton, P.O. (1) . F. Laughrin, A.B, H. Fowler, L.S. . , W, H. Martin, P.O. (1) H. Durrant, P.O. (1) . J. H. Bylett, P.O. (1) . P. H. Moody. P.O. (1) A. Stott, Act. Bom., R.M.A. J. Scott, P.O. (1) . . J. Acton, A.B. . J.Thundercliffe,P.O,(l) B.Clarke, Gnr., R.M.A, J. E. Yates, P.O. (1) . J. H. Taylor, P.O. (1) . J. L. W. Gerrie, P.O. (1) J, B. A. Cook, Lnc. Corp., R.M.L.I. J, E, Williams, L.S. . A.Richer,Pte., R.M.L.I. g a> 3 CDQ0OC0CNC:iOt~rHa3^t~ CM O ^ O Ot-iHQ0C0THiO?DOOcDiO Ol005t-a>t-t-C£)t-«0CD»0 CMlOCMrHCMtOO-* 00tDCMt-'*00t0tO ooo 1 a o H -2 ■*■*•» ooqcoco^t-coot- C0COiOt~00Q0C0C0C:5!NO5CO oocqaico-^cscrico OlCt-OOrHO'^ t-coioiocoioocq>Oi-i-^(M -*>OOtOrH-^10t- CO lO 1^ 3 a S O!MTHO»0-*l0C0t-C0T}(O OCOOCOt~r-(C50>^100-^ O5t-C0CX)tMlrtt~-* lOCMtOiHT-HOCTO T-K CI iH O .HTHOOt-OOOQOCOOOCMOO-* t-l lOt-CMOSCO-^HtOrH o o s So 10rH-*^?-lrH-*0(NOoco to T-l to CO rH -* ;0 i-l to Oi CO COCOCOCMIO^OO CTtOrHt-rHCMlOtO CM CO rH CO CO c 5 6" B.L. VII.(6) 9-2" B.L. XI. . 7-5" B.L. . . 6" Q.F. . . 6" Q.F. . . 4-7" Q.F. , . 6" B.L. VII. (6) 12" B.L. IX. . 6"B.L. VII. (6) 9-2" B.L. . . 6" Q.F. . . . 9-2" B.L. X. , 7-5" B.L. . . 6" B.L. VII. (fe) 12" B.L. IX. . 6" B.L. VII. (6) 12" B.L. IX. . 9-2" B.L. X. , 6" B.L. VII. (a) 4" Q.F, . . . ft- to ■<* "o c . a) to TH-*OTH(MQO(MTt<(MCqCO«3 T-H rH rH i-H rH rH Tj(CM-*CM-*TiHOOO to to ooot-t-t-t- to to to CO to CO S til a • it3 _i^ '^ '^ '^ '^ 'C • fl "5 fl ct a fl d CM rH o O "O o »o o-*-^»oaoo-t< COCOOCOOlOQOOO coco O lO r-l CO »o0 o CO (M t- rH (M -* CO o a •^ CO "* t- GO O 00 ■* •* i-H CO O CO t- o t- CO O CD OC 00 CO 00 C^ 00 O i-l O CO 01 r-( i-H iH iH Tjf O lO -* 00 03 CM rH CO 00 t--*G0O5a5O5rHb- rH00»OO5 -2 h4 -r^ & 7r ". . rH . . s ^S^i^Z"i .Il§-:l"^i ^-Sj^^^JmI §>.!!> .f|^|^t-2^_ t-t->Ot- »0 t- CO O -* 01 t- O t- O Cq CO O »0 00 CO 00 ■<:*< CO CO O 00 rH JO 03 (N OCOOOCM OJt-t- (MIOJO lOm-^OOlOO-* 000000 CDOq OOCTlOCNt-COrHuO t-lO CIOOIOOI •*■*-* -*CDlO C0CD-*00rH(MO (M-*0 005 C t4 n ca o " coco OlOrHCO lOOqO •*0'*< •^CO'*frH»OrH>0 OrH'* O"* -*0CCM-^ t-o O OO-*rHC0 CO 0 rH t- rH CO CO rH CD rH t;- rH (M CO O CO rH Tjt i; «;oi. S-; ic CD t- CO CD rH CO CO * t- CD tK 05 CO CO ■* «g ■* « tH "* rH O ■* CO rH rH rH CO O •* o rH O O O o § 8 o >o t:~ >o cjo >o lO 00 £5 CO >o >o o CM lO 00 CO CO lO CM O CO >o CO CO 00 t- lO >o •o >o 00 CM >o lO lO lO »o o •>* «o M rHrHCMCMrHrH rHrH rH WCMOlCMrH (^"Z ^f^ ■2 ;3 >: |.25 H - 3 S . « . . ^ . I 2 a 1 ^. la § I .3 a I I -U I fe a § I !zi kH o < aiMWOCko a;^ i-s < < tr* n < 438 THE NAYAL ANNUAL. to ft w m pa w O H en w H o H CO 2.2 3 O t- CO 00 .j_00 CT) CO 00 01 iH 03 0 CO -* ^ 00 r-l tH CO 00 oooicocTirHiootoowcoincoOrH t-COCOOrHCOt-rHCOtOrHT-IOJO'* O ■* to ■* tH 0 '^ 0 ^ 0 THTj1O-^C0-*rH'*O^C0C0C0rH-* "go a"' CM 00 10 0 t- CO 0 CO 00 »0 05 00 05 10 to cq (^i to 00 00 t- 05 t- CO rH 00 0 rH »0 CO • • CO to 00 iO cq rH • t- 00 O iO tH O'iif 0 COO CO (M oco rH cq rH CO oq -^H O CO ? o o c^ t- CD O CO lO t- '^ 00 0 t- CO cq to i-H 00 to CO T-IC0-*tDrHC>C0C0C^(Mb-C0t~O»C5 rHCNC>qCqO1CO>OC00000rH00tOtO-^ Is?* tH O t-QO t-T-H 05 0 to rM OOC35rHt~^)OCOa>Ot->OL-tDrHO Best Shot in Ship. i ■ ■ 'd "So . : ,H . o • - .2^Sdgi§g^-^„.i.S^j . ^ d ^ W ^ d ^ t^ H ^" H H fe H o r-l 0 ^ l-l i-H 00 >o 0 to vn 05 lO -^ T-l 0 0 CO t- lo-^ojcqcTiOioqo^OicocMCTJCJi rHcot--*cqoo^tDcqcft>ococjico CO 03 CT> t- 0 0 iH 10 (M »0 COClCT>aDCM iocq»o-*invO'*rHiotocoTi# 0 -<* 0 '^ 0 -^ TjlO-^CO^rH'^O^COfOCOrH'* c Si 1' aj 3 13 s to t~ Oi «5 00 OS CO rH CO (M 0 0 0 10 t- tO CM t- 0 rH to 10 cococMtDcM»nco03cqcocqt~rHcq tDCMOOrHOCOCOOOrHCqOirHtOrH oq t-00 05 t- cq t- (M to CO 00 t~cMtDtDoocot-eocriT(ttot~cMt- ocqoo iH 0 CO 0 1-1 iH >0 OOOtOOOOrHrHOO'*eOCMOO rH s| ^5°*^ '^l >* t- oq t- CO t:~ CO CO T}i CO »0-*OtD0500t0 01CO^CMCO»CtD CO ■* rH CO eocMCjqcq co spuiio a: ■* to 0 oq T-t to rH 10 >0 tH tH 0 t- ■*! CT> to iH t- iH CD i-H to tOrHrHCjqJOlOTjfrHOTHrHCOCOCO tOrHt-rHCOrHtOrHt-CO>0-*rHtO e a . pqmw c^ ; ; s 0 .<# -it -^ -^ '^ . so-so J-' fn rs ^ ^ ra 0 CO en d (M rH rH (M cq rH : ^ ■« 'S -^ 'g M CO a 01 a rH rH CM rH Oq - 0 « fi 0 rri . . . a 1 ^ 'a § :2 SB 0 0 Pi 0 1-^ 0 q til pq [x( p c c3 CO CO * CM CO -^ 10 CO CO CO CO to t- CO CO e3 00 CO <3i 0 rH 01 CO CO CO "^ "^ ^ * NAVY GUNNERY. 430 (M(M0 lO -^Jl 05 «5 « (N o ■* O b cq coo 05 tH 00 CO CO ^ CO o O rH -O COiH CO O -* O -^ rHl Ml 00 >o CO lO t- CN iH CO CO iH CO (M Oi ^ o ee o t- t- o (MOO t- CO ^ -* t- O iH o to r-l Tt(>OCOClCOOCO COCDi-H O CO CO 00 CO (M O -^ iH CO « oJ , .ID ■« - — •'^ ca -« ij- ID K^d R t-;p4p?^" edi-i^* w p:; d ^ H^" t-s" ^ p?dd H«i^' i^i-idP?Wd<^ »0 lO "Ot-COt-C3(Mt--*lrt co-*ooio^aocooooco»coo-*coio lO-o ■.# ^ CO ■«( CI to >0 -H 00 •* T-( t- Ol t-^>OC0-HCO-*CO COt~00CT)00(MC0»OCOCOt- 02 (M 0 02 CO "O 10 >0 rH to 05 0 00 t- CD t- 00 Cn 00 0 (M 0 rH CO CO rHCM^CO-*10COrH(MCOrH 0 rH -* CO CO rH 0 0 CO t- OrH 01 (NTOCH t- rH rH(M 10 0-*rH10tM005CqO->*-* rH 0 rH OCqt-OrH(M to t-eo 00 0 05 (M t-O rH >-l CO ■* 10 rH 0 (M -rJH CO t-oooojiocurHcowiot- ■* 0 CO 0 rH cq >o Ci 0 CO CO ira rH O) 0 I- -C -tl CO •^ -^ -^ CO ■* Ul 0 U3 a ^2 S^. a c ^ gSaSkS s' i^ -2 flog- 0 f a 1 0 Ph 1 > 0 a 3 If Blanche Diaua . Bellona Algerine Hermes n3 w so a 12 M ir. C3 0 0 t- 00 CT Q rH (?1 CO ■* 10 »o »o »o »o »o >o to ■♦ •* * •* ■<»< >o 10 lO .a o a ii:": 440 THE NAVAL ANNUAL. ^ <0 ^ r-i Cq CO C^ IM co"*oeo»oiMt-t-('OiH iHt-io»o?-iTj W CC d f4 :a3 ^' H fe' [i^ S ^ K o pq p.- d W fe W H P5 ex ^■g • • f^" Hs" OQ Pq CO* :^dqg-r o fi; Ph ''^ o -^ o a^ -1 . 2 To ro M U Q +3 P^' cc Ph d I-b' 0 (M O >0 i-lrHi-ICMCOrHT-lrH COrH COCMtMOq COiH •spano'H: c c I" U) JS K_ =" oq>05 (M"cq"; t-t-i o o O'Ti a p:( PQoa 1-5 h^« P Hi ^ |> •of Ol CO -* >n CO t- C* CJl O iH cq CO o co t- c o CO CO CO CO CO t^ t~ t~ t- t- r^ t- 1 •* NAVY GUNNERY. 441 WrHCOOSiH CM O CD CO 05 05 0 t- t- t- 03 t- t- ■* iH 05 «p «3 4(imT»liH«« OmO ■* . ■ tK O • • (>) (M • ■ • • CO 00 CO iH . . 00 C<1 (M 0 ■* O t- t- 00 CO C~O00C0r-l(Mt-C0CT)C0t~'*^0500iOC0COO 05 t-io t-eococD oooo CO CD CO OCDQOOO(MCO(>lC- »Q 00 O CO C5 O CO O tH tH CT> CO rH iH 0> lO CO 05 00 00 CD t- t- t- >0 OJ 05 tH O ^ ;* ;* CNCNt-CiOqOO .^OOJlO CI 05CD CM Or-IC0»O00OOC0C0i-(05t-C0C0C0C0CN OOOOt-OCOCD >0-ICOCOCOC^(yicocoeOiH(MrHOi CM t- 05 CM CO 00 CO CO CO O O O 53 CO lO CO CD CO tH lO >OCMCOTlf.^(M OC003CD CO coco CO r4a0-^i-IC0C000C0OOCMCMOOCD03O(NC0 O t~CO t- oOCOt-COCOiOt-COCOt-OOlOCO-^COt- rH O rH 0(M CO 0(M O 1-1 tH iH iH »o i-lt-t-rH-*rHrHCMOCOTilTi)Tjl(MCDCOCDCOOS>Ot~ OT-l-^T-lt-lCO--i fe 1-1 > i4 M uj w M M : 5d"S c3.-«p^<-ii/i*>c8rioSJ3 oo on ^<5 442 THE NAVAL ANNUAL. rfi ■" !3 Co t^ C3 .--H t0 1.-t~>OTH COOOt-H rHlO r-lTjlTtH tH C5CO Ot~TH Cq CNOi-I0 COCOlO lO CD -^ «M 0(N -^(M 05 -^QOr-ICMt- CqOQlO t-. O-OO CO Tt(t~ .t~ T-t ' tH OI ■* 05 t- 02 t~ CO »0 CO O CO to O t- CO ■* -^ C> «0 U3 CO 01 cqo3-^cDco 00-*^ eoQO ococo oq cooo cocooi cq lO O CO CO tH rH CO tH >0 CO lO CO O Al (M 4n tH Cq Oq a • pJ O ^^ i-^l cJ fl • -^O o . - -PL, • o -^ • • S • ■'r-o p4 ^SE^t-s'hs'Hs" d^i-i ^ dK6 ^ 1-iPP i-j"iij< 00 1-1 rH rH 00 05 CO rH ■* MH CO rH 05 CO t- rH rH 0 t- iH cq 0 tH cq iH 0 iH cq cq cq cq cq cq tH 0 cq rH rH cq 0 CO 0 tH 0 00 i-H oq T-H 0 -* »o 10 iH GO iH tH rH tH 0 10 0 CO cq t- CO 0 CO 03 -* 03 .H CM -H ■<*( 0 rH CO 00 CO CO to CO CO th OrHrHOiocq OrHO -^ oqt-co JO rHcq oeoo •spnnaa: ° o c OS £2 Jb »6 " b-t-cb ^ i4 J CO CO CD P5 • iJ • • 02 ^ H cN • ; rH t~ CO CD-^-^OO-^ ■-lt~t-CMlO.-H(M-rt0 •* -* OJ -CM o -* CO00000-*-*Ot~C0OC0Ot:~O0500O Ot-t-a)COrHt-t-(MlOT-l(M-*t-0 iH iH (MOt-«OOOCDt- (M CO rHi-liHrHiH(Mlrt^-IO CO t- eO0 iji Til >0 C3 •>* O O CM in -K -n CO CI cq Ol (?» O O O CI lO ■«»< -t iH ■ts CO .43 43 .«3 .«3 to 01 (» 01 iH iH I-l iH ■t34343'^ AS AS AS AS OOOIOQH CA 03 tn •Ol i-li-lrHCl CI t-liHiHt-l iH iHi-(t-lt-l !l " 444 THE NAVAL ANNUAL. Ricochet hits counting three-tenths hit. Not directly comparable with 1910. Best Ship. Total Number of Average Gun. Guns. Rounds Hits. per minute. Direct. Rico- chet. Rounds. 1 Hits. 12-in Totals 1911. . . „ 1910. . . Russell (Mediterranean) 2* 106* 102* 15 742 706 9 260 314 0 70 ! 54 3-93 3-08 3-02 2-31 1-15 1-44 Difference . +4 +36 -54 + 16 +0-06 -0-29 9-2-in., (Double Gun Turret) Totals 1911. . . „ 1910. . . Minotaur (China) . . . 2* 10* 14* 15 66 106 10 35 54 1 2 8 4-82 3-96 4-85 3-34 2-21 2-62 Difference . -4 -40 -19 -6 -0-89 -0-41 9-2-in., Marks X.& XI. (Single Turrets) Totals 1911 . . . „ 1910. . . Dominion (Home, 2nd Div.) 4 80 80 24 438 444 20 240 247 1 32 28 4-95 3-83 3-93 4-19 2-08 2-28 Difference . Nil -6 -7 +4 -0-10 -0-20 7-5-in Totals 1911. . . „ 1910. . . Minotaur (China) 10 94 98 60 507 517 39 261 244 4 30 28 8-01 5-18 5-11 5-53 2-78 2-61 Difference . -4 -10 +17 +2 +0-07 +0-17 6-in., Mark XI. . . . Totals 1911. . . „ 1910, . . Glasgow 2 64 50 12 323 233 9 160 128 0 15 9 8-39 6-96 6-50 6-33 3-62 3-77 Difference . + 14 +90 +32 +6 +0-46 -0-15 6-in., Marks VII. & VIII. Totals 1911 . . . „ 1910. . . Monmouth (China) . 12 518 453 67 2787 2266 45 1375 1046 4 262 172 8-95 7-57 6-91 6-33 3-98 3-48 Difference . +65 +521 +329 +90 +0-66 +0-50 6-in. Q.F Totals 1911. . . „ 1910. . . Flora (China) 2 164 179 12 934 1002 9 647 634 1 51 41 8-75 6-58 6-43 6-82 3-79 4-07 Difference . -15 -68 -87 +10 +0-15 -0-28 4-7-in. Q.F. . . . Totals 1911. . . „ 1910. . . Flora (China) 8 80 102 48 452 571 30 182 245 1 23 27 9-14 7-43 7-61 5-88 3-10 3-35 Difference . -22 -119 -63 -4 -0-08 -0-25 4-in. Q.F Totals 1911. . . „ 1910. . . Sapphire (Home, 3rd Div.). 12 172 134 69 937 739 46 440 336 0 36 38 11-04 9-93 9-81 7-43 4-55 4-26 Difference . + 38 +198 +104 -2 +0-12 +0-29 4-in, B.L Totals 1911. . . „ 1910. . . Newcastle 10 202 120 56 1004 593 37 430 266 1 47 29 10-20 8-83 9-02 6-85 4-03 4-27 Difference . +82 +411 +164 +18 -0-19 -0-24 * Turrets. 12-in., 1 run of Z-^^j mins. or 2 runs of Ji mine, per turret. 9-2-in. (Double gun turret), 1 run of 1^ rains, per turret. 92-in., Marks X. and XI. (Single turrets), 1 run of l/x mins. 7'5-in., 1 run of 1^ mins. 6-in., Marks XI., VII., and VIII., 1 run of J min. 6-in. Q.F., 1 run of 1 min. 4-7-in. Q.F., 1 run of f min. 4-in. Q.F. and B.L., 1 run of J, min. BATTLE PRACTICE. 445 Abstract of Kesults of Battle Practice in H.M. Fleet, 1911. The conditions of the practice differed considerably from those of former years, so that no comparison can be made. Order of Merit. Fleet. No. of Ships. No. of Guns. Average Points. First Siiip in Fleet. Score. 1 Australia .... 3 37 257-42 Encounter 446-0 2 China 6 74 182-17 Minotaur 273-9 3 ("Atlantic Fleetand 5th ■! \ Cruiser Squadron j 9 146 ] 158-31 Formidable . 331-7 4 (Home Fleet, Istj 1 Battle and lst> ( Cruiser Squadrons! 15 146 142-11 *Collingwood . . 285-1 5 Mediterranean Fleet! and 6th Cruiser | Squadron . . . ) 7 114 113-87 Exmouth 296-7 6 (Home Fleet, 3rd) \ Division . . | 18 256 112-56 Antrim .... 225-9 7 Home Fleet, 2nd j Battle and 2nd> I Cruiser Squadrons) Totals and averages 13 156 101-01 Dominion . 208-7 71 929 1 133-20 ♦ Fired inside range on Run 2. Fired at a Fixed Target. — Cape of Good Hope 41 266-8 Pandora 387-8 446 THE NAVAL ANNUAL. Austro-Hungarian Navy Estimates, 1911-12. (Converted at £1 = 24 Krouen.) Heads of Expenditure. Estimates, 1912-15. Estimates, 1911-12. Ordinary Estimates. £ Pay of OflScers, etc. ....... 248,377 Pay and Clothing — petty officers and seamen 243,334 Land Service ........ 122,336 Sea Service ........ 355,880 Shore Establishments ...... 35,643 Maintenance of Fleet 494,913 Neto Construction, viz. : — Battleship Erzherzog Franz Ferdinand, 14,500 tons 137,500 (A) Hulls Battleship Kadetsky, 14,500 tons 179,166 ^^^ Battleship Zrinyi, 14,500 tons . ^ Cruiser Admiral Spaun, 3,500 tons . 166,666 8,333 |l2 Torpedo-boats, 100 tons to CO 12,500 (B) Guns, torpedo fittings, &c., for above-named vessels o 329,166 Guns and Small Arms ...... s 148,375 Miscellaneous ..... . . be "o fcJO 208,410 2,690,099 Less Special Beceipts ..... o o '-t3 o 16,666 Total of Ordinary Estimates .... 2,673,433 Extraordinary Estimates. 04 '^'*'^^ \ Fleet; Wages . . . • . •/ Qc 07 I Shipbuilding — Maintenance and repair of) ^^'^' \ Fleet; Materials 28 I Ordnance Staff .... oQ o^ (Guns — Repairs and improvements, &c. ^^,Sl [ Wages „o „, (Guns — Repairs and improvements, &c. '^"' "^^ \ Materials QO Q I . * .' - ' >IIydraulic and other Works Administrative Staff Travelling and lodging allowances . Charitable and subscriptions . Pay of Reserve Officers . Secret Service . . . • 36 37 38 39 40 Section II. 41-15 , Mercantile Marino and Fisheries 46 PenBionB Credits voted fur 1912. Credits voted for 1911. £ £ 182,064 177,022 29,288 .30,079 12,780 13,091 2,6.^7,712 2,. 570, 287 101,725 100,459 54,321 49.262 1,004,145 1*72, 583 907,155 827,718 199,949 187,650 210,253 202,299 502,120 528,708 783,387 751,120 80,340 76,180 175,664 168,978 672,767 691,954 161,152 154,237 185,035 161,508 148,909 151,744 107,298 71,053 38,944 35,497 4,000 4,000 132,914 121,263 662,132 649,192 Carried forward £9,074,084 £8,698,882 448 THE NAVAL ANNUAL. French Navy Estimates — continued. Cap. in Esti- mates, 1912. Heads of Expenditure. Credits voted for 1912. Credits voted for 1911. £ £ Brought forward . 9,074,084 8,698,882 Section III. New Construction, Guns, Worhs. 47 Sundry Stores ..... 347,297 48,880 48 Shipbuilding in Dockyards — AVages 426,800 547,240 49 ,, ,, Materials . 1,447,529 1,988,000 50 ,, by Contract 2,319,440 2,531,200 51 Torpedoes and Mines .... 340,000 219,000 52 Machinery, large tools, and workshops 449,360 358,280 53 New guns and renewals— "Wages 111,816 110,665 54 ,, ,, Materials . 1,582,987 1,461,094 55 , , machin ery, tool s, and worksli ops 127,960 80,100 56-58 JNew Works, including defence of military"* \ ports and bases of operations . . / 703,876 611,280 £16,931,149 £16,654,621 FRENCH NAVY ESTIMATES, 1912. 449 1'kogra.mme of New Construction, to be continued oii undertaken IN 1912. — Building in Dockyards. (lasj. J Names of SUips. Wb. re Bnilding. Date of Com- meucement. Proposed Rate of Completiou. Estimated Cost. I'robablf Expenditure in 191-2. Jean Bart Brest . . 1910 1913 £ 2,487,170 £ 825, 91. J Battleships . Courbet Lorient . 1910 1913 2,439,450 737,720 Mirabeau . Waldeck-Rousseau 1908 1911 2,049,373 51,000 ,, 1906 1911 1,442,378 10,920 / Enseigne Henry . Rochefort 1910 1912 1 10(3,417 32,827 Aapiraat HorbiTt __ 1910 1912 Torpedo-boat Destroyers . Bisson .... Renaudin . Toulon . Hill 1911 1913 1913 248,353 111,955 Protet (ex M So) . Rochefort 1911 1914 130,949 56,791 Commaiidatit I Lucas (ex M 78) Toulon . 1911 1914 137,106 68,879 / Bruinaire . Chobourg 1909 1912 I Krimaire . 1909 1912 > 221,584 14,232 Nivose ., 1909 1912 Foucault . 1910 1912 1 Kuler . 1910 1912 } 126,2(39 64,960 Krankliu . S9 1910 1912 ) Mariolte . 1908 1912 115,611 5,800 Fnraday . Rochefort 1909-10 1911-12 j Volfa .... Newtou . '• 1909-10 1910 1911-12 1912 299,244 49,200 Montgolfier . 1910 1912 Amiral Bourgois )f 1908 1912 115,642 19,600 BernouiUi Toulon . 1908-9 1911-12 ' 32 .Submu fines . ( Joule . . Coulomb . Arago .... Curift .... Le Verrii-r " 1908-9 1908-9 1908-9 1908-9 1908-9 1911-12 1911-12 1911 12 1911-12 1911-12 1 489,872 112,350 Charles Brun . ^\ 1908 1911 106,360 726 Clormde (ea; Q90) Rochefort 1911 1913 I 148,408 63,114 Corne'lie(ex Q91) 9) 1911 1913 Gustave Ze'de (ex Q92) . . . Ncre'ide (ex Q 93) Cherbourg •J 1911 1911 1913 1913 1 307,613 140,295 Q 94 and Q 9;! . Uocliefoit 191 i 1914 1. '54. 568 47,126 Q9itoQ99 . . Toulon . 1918 1914 338,105 »2,10U QIOOan(l(Jl"l ■ Cherbourg 191 :i 1914 1.52,047 43,430 \ Q 102 . . . . Rofhcfort 1913 ickyards 1914 .. £ 95,430 18,400 Total b uilding in Dt 11,861,952 2,. 557, 340 2 o 450 THE NAVAL ANNUAL. Programme of New Construction, to be continued or undertaken IN 1912. — Building by Conti;act. Class. Names of Ships. AVliere BiiikliiiK auil to be Complete) )) • • 1906 1911 2,229,788 123,280 BttttlesbiiiB . Vergniaud . Bordeaux — Toulon. 1906 1911 2,209,892 103,480 France . (ex A H) Paris I (ex A 4) 1911 1911 1914 1914 2,524,970 2,524,970 867,768 867,768 Dague . Bordeaux —Lorient . 1911 1914 111,290 32,190 Faulx . . . Nantes— Lorient . 1911 1912 110,838 23,760 Boutefeu . Bordeaux— Lorient . 1911 1911 107,964 7,080 Bouclier Le Havre — Cherbourg . 1911 1911 120,344 8,600 Capitaine Mebl St. Nazaire — Lorient . 1912 1912 124,692 55,920 Torpedo-boat Destroyers ! Deborter . FrancisGaruier St. Nazaire — Clierbourg Cherbourg .... 1912 1912 1912 1912 125,028 127,556 55,472 57,992 Commandant Bory Commandant Riviere INIagou . (ex M 79) Mangini , (ex M 80) Lorient >» Toulon 1912 1912 1913 1913 1912 1912 1913 1913 120,764 120,252 125,147 124,031 47,280 47,080 36,667 36,067 [Pluton . . . Cherbourg .... 1911 1912 73,065 28,297 Mine-layers . J Cerbfere ( (ex A 2) .... .1912 1912 59,745 44,545 Transport . . T . . . . Total building by Contract .... 1912 1912 . . £ . 63,719 32,000 15,435,567 2,717,806 GERMAN NAVY ESTIMATES, 1912. 451 German Navy Estimates, 1912. (Converted at £1 = 20- i'A marhg.) Ordinary Permanent Estimates. Heads of Expenditure. Esti mates for Granted for the Unancial the financial year 1912. year 1911. Imperial Navy Office Admiral Staff .... Look-out Stations aud Observatories Station Snperintendencies Administration of Justice . Naval Chaplains and Garrison Schools Navy Pay .... Maintenance of Ships in Commission , Victualling .... Clothing .... Garrison Works and Administration „ Building Materials Lodging Allowance . Medical Department Travelling Expenses, Freight Charges, &c. Training Establishments . Maintenance of Fleet and Docks Ordnance and Fortification Accountants' Department Pilotage, Coastguard, and Surveying Service Miscellaneous Expenses .... Administration of Eiau-cliau Protectorate Total of Ordinary Permanent Estimntos Surniuary, next page; . carri^'d 115,960 17,521 111,651 16,091 21,240 20,450 4o,841 42,. 532 10,727 10,544 10,285 9,940 2,037,400 1,910,010 2,472,396 2,300,245 157,162 141,380 28,503 24,370 70,083 65,142 46,730 45,328 207,709 204,073 164,010 158,648 207,866 196,808 31,126 27,904 1,810,310 1,779,725 l,o:;8,.').")0 922,886 60,995 58,233 44,681 42,684 104,:{91 87,948 7,619 7,800 to I S,709,i:;5 8,184,392 2 O 2 452 THE NAVAL ANNUAL. German Navy Estimates— c(>?z^/m«<'ac thence east to 155 deg. East longitude. On the east by the meridian of 155 deg. East longitude to 15 deg. South latitude, thence to 28 deg. South latitude on the meridian of 170 deg. longitude, thence south to 32 deg. South latitude, thence west of the meridian of IGO deg. East longitude, thence south. On the south by the Antarctic Circle. On the west by the meridian of 05 deg. East longitude. 462 THE NAVAL ANNUAL. THE COMMON WE ;VLTH FLEET. THE NAVAL BOARD. [Appendix to Report hj Admiral Sir Reginald Henderson^ control and administration. Inteoductohy Eemarks. Under the Naval Forces Act of 1910, power is taken to constitute a Naval Board with such functions " as may be prescribed." Under the Eegulations and Standing Orders for the Naval Forces of the Commonwealth at present in force, " the Naval Board shall, subject to the control of the Minister, be charged with the administration of all matters relating to the Naval Forces," and " the Members of the Board shall severally exercise such powers and perform such duties as are from time to time assigned to them by the Minister." The Board does not, however, appear to have'any executive authority or control over the Naval Forces. The Regulations as to the government of the Forces are : " The Director and every member of the Naval Forces permanently employed shall faithfully and diligently employ the whole of their time in the service of the Commonwealth, and shall in all things obey the orders and directions of the Govern- ment." " All orders and directions of the Government with respect to the administration of the Forces shall be communicated by the Board, and Commandants will issue the necessary orders to give effect to them." The control of the Naval Forces, under present conditions, is, therefore, exercised by the Government, i.e., the Minister of Defence, through the Naval Board, but the Naval Board has no powers of its own, and is merely a mouthpiece. In considering the question of the control of a service such as the Navy, there are two points to be met — («) The system must admit of complete Parliamentary control and responsibility ; but as far as possible such control should in practice be restricted to matters of policy and finance, and the power of Parliament to interfere in matters of detail in the government and administration of the Navy should be reserved for very exceptional circumstances. (h) The controlling authority should be such as will have the full confidence of the officers and men of the Service, whose careers are entrusted to it, and should contain Naval Officers whose sole interest THE COMMONWEALTH FLEET. 463 Avould be to maintain the Navy in an efficient state by providing for all its needs. The enormous value to the Naval Service of obtaining and retaining the confidence and loyal support of the personnel to its governing body cannot be too much emphasised. In the Mother Country these two requirements are met by the appointment of a Board of Admiralty, on which there are two political members and four senior naval officers of reputation ; this Board is responsible as a whole for the government of the Navy, and is appointed, and acts, as a single authority. I recognise that there is great difference between the conditions as regards the Naval Forces in the Mother Country and the Common- wealth. In the former both the Navy and the ' Board of Admiralty have been established for a long period, and have stood the test of time and experience ; in the latter both the Navy and its controlling authority have to be created, and must necessarily be experimental. Nevertheless, I consider that a Board constituted on the lines of the Board of Admiralty, and having responsibility as a whole, would meet the requirements of the Commonwealtli better, and would be well qualified to foster and develop the Australian Fleet. It is essential, too, that the controlling authority in Australia should have and retain the full and complete confidence of the Admiralty. Ministers are here to-day and gone to-morroAv ; their responsi- l)ility ends M'ith their tenure of office, whereas the Navy is a livinn- and growing organism, the creation of years, for which continuity of policy is essential. It should not be within the power of the (iovernment of the day, for financial or any other reasons, to take steps which may have disastrous effect at a future date on the safety of the Commonwealth, unless such steps are carried out with the full knowledge and approval of the people of Australia, who would have to bear the consequences. A Board on which senior officers of the Navy sit is not likely to suffer any such steps to be taken without protest. In further development of this proposal, I consider that the annual Estimates of Expenditure as framed by the Board should be signed by each Member of the Board, and be subject to alteration by Parliament alone. I have dealt rather fully with this matter, as I view it as being of paramount importance to the well-being of the Commonwealth naval development, and I cannot too strongly express my hope that the Navy will be kept outside party politics. " It must be distinctly recognised that a National Force, maintained at a high standard of efficiency, can only be produced by the work of years, and that such work must be steady and continuous; any divergence from the policy decided on may, and probably will, lead 464 THE NAVAL ANNUAL. to chaos and useless expenditure of money." (Lord Kitchener in his Memorandum on the Defence of Australia.) The Constitution of the Naval Board. The Board recommended is as follows : — 1. The Minister of State for Defence (or for the Navy, should a separate Naval Department be created later). 2. First Naval Member (to be a Senior Officer of the Common- wealth Navy, not below the rank of Captain). 3. Second Naval Member (to be a Senior Officer of the Imperial Navy, not below the rank of Captain). 4. Third Naval Member (to be a Senior Officer of the Common- wealth or Imperial Navy, not below the rank of Captain). 5. Finance and Civil Member (to be a Member of Parliament, of the Senate when the Minister is in the House of Eepresentatives, and vice versa, or as an alternative this Member might be a Senior Naval Accountant Otlicer or a Civilian Accountant). With a Permanent Secretary of the Board, I also recommend that this Board should have a Naval Eepresentative (at the outset a Captain in the Imperial Navy should be selected) in London, to be attached to the staff of the High Commissicmer, to be accommodated with an office in the Admiralty Building, and to be allowed personal access to the Members of the Admiralty Board and to the various Admiralty Departments ; this officer to be the channel of communi- cation between the Commonwealth Naval Board (whom he would represent, and from whom he would receive instiTictions) and the Home Board of Admiralty. This officer would, in fact, represent the Commonwealth Naval Board in the same way that the High Com- missioner represents the Commonwealth Government, and he would be under the orders of, and receive the support when necessary of, the High Commissioner. He could be most useful in maintainino o CO CO S — ~- a: < ?. Ci ^ t~ Ti c^ C3 CO CO -tf 00 t~ ^ CD CI L~ CO 00 0 CO -0 lO -tl L~ — 0^ CO CI -* 0 0 1-1 0 0^ »-<_ CI < r:^ 0 c" 0" J^ CO cc rt< -t co" l- 7; *— * 1 — 1 •-H i-H 1—1 1— i 1— t 1-H 1-1 p ^ "■ 00 -t< ~¥ CI CO CO CO L^ > 0 -th CT C5 C5 0 L- t- tH 1-1 00 ^ L~ 05 0 CI -(< 0 -f' 0 0 0 10 ;- — " ■_£ CO co' t- QO" rc 0" 0" 0" 0' •M vx CI CI C1 CI CI CI CO CO CO 0 CO t- CI "0 0 0 10 id ^ 0 0 0 0 C1 CI ■* -*< •<)< 00 10 5: »o t- CO 00 »o 00 CO 0 OT 00 CO t-H of 1^ cT ^ cT lo" ■•*< co" CO co' 0 CO CO 0 t- 0 w ~* rtl -n Tf ;£ t— 'O 0 0 CO 0 >o 0 CI ■* CO •o -* 0 CO "O 01 •* ?. CO C-l 0 ■0 i.O 1-f -"H 0^ CO 0 o_ co" r-" cf CI -tl !>■' t~ t-"^ t:~ 00' Qo" •o io 10 iC "O 0 0 lO 10 0 y. L- fX ■^ o 'O ■>* CO CN ■>»« 10 CO CO ■«»1 l~ 0 ^ 10 CO <-( 00 CO C5 "O o_ CO 00 1: ^ CO 10" cc" 0' CO CO 0" co' L~ s - CO CO 'Jl lO >o 0 S'l __- < 0 0 00 8 t- v-f 00 ^ s Q Q H i-H t- 'H CO CO o\ 8 0 0 ^ t-H 00 C3 ■»I1 CD ■^ CI 0 0 0 •- t~ _r 10 0" l-^ t~ t~ t~ t~ ^^ 1* H T-H CI CI CO CI CI CI C) CI CO CO ■<: »-H 1— t r-t 1-1 f-H .-) r-^ l-( 1-1 1-1 M « 0 ^ ^ CI CO ^ "J 5g J, 22 _ 0 r-t 8 s 8 8 s 8 8 8 8 c3 "*" '^ 1-1 iH 1-1 rl *^ 1-1 iH »H IH I-( 2 H 2 469 INDEX. A. A, Netherlands battleship, 226 AbouMr, 178, plate 13 Abrek, 232 Acheloos, 216 Achaies, 178, plate 10 Active, 27, 186 Adamastor, 229 Admiral Makaroff, 230 „ Spaun, 197 Adventure, 186 Adzuma, 221, plate 53 iEger, 228 Molus, 186 Aeran, 236, plate 65 Africa, 178, plate 4 Agamemnon, 178, plate 4 Agordat, 219 Airship for British Navy, 33 Ajax, 24, 178, plate 1 Akashi, 224 Aki, 60, 221, plate 47 Akitsushima, 224 Alabama, 239, plate 74 Albany, 243 Albemarle, 178, plate 5 Albion, 178, plate 6 Alexander II., 231 Alfonso XIII., 67, 234, plate 64 Alger, 207 Almaz, 232 Almirante Condell, 200 „ Grau, 245 „ Lynch, 200 „ O'Higgins, 200 „ Ileis, 66, 229 „ Tamandarc, 199 Alphios, 216 Amalfi, 217, plate 44 Amazone, 212 Amethyst, 186 Amiral Aubc, 203, plate 30 Ammiralgio di St. Bon, 217, plate 44 Amphion, 27, 186 Amphitrite, 186 Andrea Doria, 49, 217, plate 42 Andrei Pervozvannyi, 53, 230, plate 58 Andromeda, 186 Antrim, 178, plate 11 Arcona, 212 Aretusa, 219 Argentine Republic — Personnel of Navy, 62 Eeport of Minister of Marine on the Fleet, 61, 62 Ships belonging to, 194, 195 Torpedo flotilla, 62, 252 Argonaut, 186 Argyll, 178, plate 11 Ariadne (British), 186 „ (German), 212 Arkansas, 57, 239, plate 70 Armour and Ordnance- British, 269-316 Ammunition hoists, 294-297 Anti-torpedo battery, 279 Automatic rifle, 307 Automatic submarine mines, 313- 316 Beardmore & Co.'s Ordnance Works, 311 Breech mechanism of the Vickers 15-inch gun, 274, 275 Coventry Ordnance Works, 307- 311 Disposition of guns in modern ships, 276-278 Distribution of armour in modern ships, 280-284 " Era " steel shields, 282, 283 Fire-control positions, 288 General progress, 269 Gun mountings, 284r-288, 308, 309 Gun mountings for air-ship attack, 303-307 Gunnory adminiRtrution, 271, 272 Gun sighting, 289-291 470 INDEX. Armour and Ordnance — British — Intermediate and secondary batteries, 278, 279 Landing guns, 297-300 Large calibre guns, 272-276 Ordnance Tables 342-344, 356-358 Projectiles, 291-294 Research work, 270 Torpedoes, 301-303 France, 327-332 Age limit for powder on board ship, 330 Armour-plate factories, 329 Disaster to the Liberte, 42, 329, 330 Magazine flooding, 332 Naval gunnery, 328 Ordnance, 327 Ordnance Tables, 348, 349, 359 Projectiles, 328 Germany, 333-335 Armour protection, 334-335 Gun erosion, 333 Life of Krupp guns, 333 Ordnance Tables, 360 Particulars respecting new gmis, 333-334 Italy, 335-341 Armour-plate works, 335, 336 Gun erosion, 340, 341 Ordnance Tables, 350 The Vickers-Terni Ordnance Works, 337-340 United States, 316-327 Experimental firing at the San Marcos, 322, 323 Gun erosion, 317, 318 Gun mountings, 319 Ordnance, 317, 318 Ordnance Tables, 355, 361 Powder and Projectiles, 318-319 Eemarks of the Chief of Bureau of Ordnance on the Torpedo question, 323 The Bethlehem Steel Co., 319- 320 Trials of armour-plates, 323, 327 Trials of new 4-inch guns, 320- 323 Armoured protection in modern ships, 280-284 Armoured ships. Lists of— Argentine, 194 Austria-Hungary, 196 BrazU, 198 British, 178-185 Chili, 200 Denmark, 202 France, 203-206 Germany, 209-211 Armoured Ships, Lists of — Greece, 216 Italy, 217, 218 Japan, 221, 223 Netherlands, 226 Norway, 228 Portugal, 229 Russia, 230, 231 Spain, 234 Sweden, 236 Turkey, 238 United States, 239-242 Arpad, 196, plate 17 Asahi, 221, plate 51 Asama, 221, plate 54 Askold, 232, plate 63 Aso, 221, plate 54 Aspern, 197 Assar-i-Tewfik, 238 Astraea, 186 Attentive, 186 Audacious, 24, 178, plate 1 Augsburg, 212 Aurora, 232 Australia, 31, 193 Australian Navy, 31, 193, 371, 372, 459-466 Austria-Hungary — Battleships built and building, 79 Floating Dock for new battleships, 53 Increase in penonnel of Navy, 53, 467 Naval Estimates, 446 Naval Ordnance Tables, 345 Naval Programme, 51-53 Reconstruction of ships, 53 Relative strength in modern battle- ships, 81 Ships belonging to, 196, 197 Submarines, 53, 252 Table showing number of ships in commission and reserve, 74 Torpedo flotilla, 53, 252 Auxiliary cruisers. Lists of — British, 193 France, 208 Germany, 215 Italy, 220 Russia, 233 United States, 244 B. Babenberg, 196, plate 17 Bacchante, 179, plate 13 Bahia, 199 Bai'ham, 186 Banoso,.199 INDEX. 471 Battleships — British, 83, 84 British and foreign compared, 83, 8-i French, 83, 84 German, 88, 84 In commission in European waters, 69-74 Italian, S3, 84 Japanese, 83, 84 Modern, relative strength in, 81, 83 Russian, 83, 84 United States, 83, 84 Bayan, 230 Bcllerophon, 21, 179, plate 3 Bellona, 186 Benbow, 25, 179 Benedetto Brin, 217, plate 43 Benjamin Constant, 199 Berk-i-Satvet, 238 Berlin, 212 Berwick, 179, plate 12 Birmingham (British), 27, 187 Birmingham (United States), 243 Black Prince, 179, plate 11 Blanche, 187 Blanco Encalada, 200 Blitz, 197 Blonde, 27, 187 liliicher, 209 Boadicea, 27, 187 Bobr, 232 Bogatyr, 232, plate 63 Bonifaz, 235 Bouvet, 203 Bouvines, 203, plate 28 Brandenburg, 209 Braunschweig, 209, plate 35 Brazil — Naval programme, 63 New destroyers, 253 Ships belonging to, 198, 199 Torpedo flotilla, 253 Bremen, 212 Brennus, 203 Breslau, 46, 212 Bretagne, 41, plate 22 Brilliant, 187 Brisbane, 31, 193 liristol, 187 liritannia, 179, plate 4 British and Foreign Ordnance Tables, 342-362 British and Foreign Ships, JJsts of, 177-246 British and Foreign Torpedo-boat Flotillas, 247-266 British Navy — Administration, 371 Airehip, 33 Atlantic Fleet, 71 I British Navy — Battleships built and building, 79-81 Battleships completed during 1911-12, 369 Battleships in commission in European waters, 69-74 Cape of Good Hope Squadron, 76 Ceremonies and Visits, 373 Changes in the composition of the Fleets, 77-79, 374, 375 Coast-guard, 379 Contributions from India and the Colonies towards Naval Ex- penditure, 400 Cruisers comi^leted and building in 1911-12, 369 Docks capable of taking largest ships, 33 Effective fighting ships, built and building, 88 Estimates for 1912-13, 34, 367-434 Expenditure on new construction, 1, 368 Fleet auxiliaries, 30 Fleet exercises, 372 Floating Docks for Portsmouth and the INIedway, 371 Greenwich Hospital, 383 Gunnery administration, 271, 272 Gunnery practice of the Fleet, 34, 435-445 Home Fleet, 71 List of new ships estimated to be passed into commission during the years 1911-1913, 410 Mediterranean Fleet, 73, 74 Naval Reservea, 379-381 Naval War Staff, 19, 20, 112-115, 385-390 Naval Works, 383 New construction, 34,369-371 New destroyers, 27-29, 249, i50 Ocean-going destroyers, 249, 250 Personnel, 35, 376-*378, 467 Progress of, 21-30 Relative Strength in :\Iodern Battleships, 80, 81 Reorganisation of the Fleet, 77- 79, 374, 375 River gunboats, 192 Royal Marines, 379 Ships completed between April 1, 1911, and March 31, 1912, 369 Ships in commission in Eastern waters, 76 Ships removed from effective list, 192 Ships under construction, April 1, 1912, 369 472 INDEX. British Navy — Special service vessels, 192 Submarines, 29, 30, 89, 251 Suggestion on Naval Administra- tion, 1-18 Table showing annual amount of naval expenditure since 1903, 90 Table showing annual amount voted for new construction since 1903, 90 Table showing expenditure on naval Service for past few years together with estimated expenditure for present year, 866 Table showing number of ships in commission and reserve, 74 Torpedo flotilla, 89, 247-250 J, ,, of the Dominions, 251 Brooklyn, 239 Bruix, 203 Budapest, 196, plate 17 Buenos Au-es, 195 Bulgaria, Ships belonging to, 245 Bulwark, 179, plate 6 Caesar, 179, plate 7 Calabria, 219 California, 239, plate 75 Cambrian, 187 Canadian Navy, 32, 193, 371, 372, 459- 461 Canopus, 179, plate 6 Capitao Prat, 200 Carlo Alberto, 217 Carnarvon, 179, plate 11 Carnot, 203, plate 27 Cassard, 207 Cataluna, 234 Ceara, 63, 199 Centurion, 24, 179, plate 1 Cesarevitch, 230, plate 59 Chacabuco, 200 Challenger, 187 Chao-Hao, 64, 201 Charlemagne, 203, plate 26 Charles Martel, 203 Charleston, 239, plate 75 Chamer, 203 Charybdis, 187 Chateaurenault, 207 Chatham, 26, 187 Chattanooga, 243 Chester, 243 Chihaya, 224 Chili- Proposed Naval programme, 63 Ships belonging to, 200 Torpedo flotilla, 63, 253 China — Ships belonging to, 201 Torpedo flotilla, 64, 253 Chitose, 224 Chiyoda, 221 Cincinnati, 243 Claes Horn, 237 Claes Uggla, 237 Cleveland, 243 Coatit, 219 Cochrane, 179, plate 10 CoUingwood, 21, 179, plate 3 Colombia, Ships belonging to, 245 Colorado, 239, plate 75 Colossus, 21, 179, plate 2 Columbia, 243 Commonwealth, 180, plate 4 Comparative Naval Expenditure, 90 Comparative Strength of Navies, 69-82 Comparative Tables — British and Foreign battleships, 83,84 British and Foreign cruisers, 85-87 Conde, 203, plate 30 Condorcet, 38, 203, plate 24 Connecticut, 239, plate 72 Conqueror, 23, 180, plate 1 Conte di Cavour, 48, 217, plate 42 Contributions from India and the Colonies towards Naval Expenditure, 400, 401 Cornwall, 180, plate 12 Cornwallis, 180, plate 5 Cosmao, 207 Courbet, 38, 203, plate 28 Crescent, 187 Cressy, 180, plate 13 Cruisers — British, 85-87 Bi'itish and Foreign compared, 85-87 French, 85-87 German, 85-87 Italian, 85-87 Japanese, 85-87 Russian, 85-87 United States, 85-87 Cruising Ships, Lists of — Argentine, 195 Austria Hungary, 197 Brazil, 199 British, 186-192 British Naval Reserved Merchant, 193 Chili, 200 China, 201 Denmark, 202 INDEX. 473 Cruising Ships, Lists of — Dutch Indian Navy, 227 France, 207, 208 ,, Merchant Cruisers, 208 Germany, 212-214 ,, Merchant Cruisers, 215 Greece, 216 Italy, 219, 220 ,, Merchant Cruisers, 220 Japan, 224, 225 ,, Merchant Cruisers, 225 Netherlantls, 227 Norway, 228 Portugal, 229 Eussia, 232, 233 Volunteer Fleet, 233 Spain, 235 Sweden, 237 Turkey, 238 United States, 243, 244 ,, Merchant Cruisers, 244 Cuba — Ships belonging to, 245 Cumberland, 180, plate 12 D. Dante Alighicri, 48, 217, plate 42 Danton, 37, 203, plate 24 Danzig, 212 Dartmouth, 26, 187 Decidee, 207 Defence, 180, plate 10 Defence Forces of the Dominions, 193 Delaware, 59, 239, plate 71 Delhi, 25, 180 Deinocratie, 203, plate 24 Denmark — Naval Ordnance Tables, 346 ,, Programme, 64 New Submarines, 254 Ships belonging to, 202 Torpedo flotilla, 64, 254 Denver, 243 D'Entrecasteaux, 207 De Ruyter, 226, plate 56 Desaix, 204, plate 30 Descartes, 207 Des Moines, 243 D'Estrces, 207 Deutschland, 209, plate 34 Devonshire, 180, plate 11 De Zeven Provincien, 226 Diadem, 187 Diamond, 187 Diana (British), 187 „ (llussian), 232 Diderot, 38, 204, plate 24 Dido, 187 Disposition of guns in modern ships, 276-278 Docks capable of taking largest ships, 33 Dominion, 180, plate 4 Dom Luiz I., 229 Don Alvaro de Bazan, 235 Dona Maria de Molina, 235 Donegal, 180, plate 12 Doris, 187 Drake, 180, plate 12 Dreadnought, 21, 180, plate 3 Dreadnought tvpe of battleship, 80, 81 Dresden, 212 Dristigheten, 236, plate 66 Dublin, 26, 188 Dubuque, 243 Du Chayla, 207 Duilio, 49, 217, plate 42 i Duke of Edinburgh, 181, plate 11 Duncan, 181, plate 5 Dunois, 207 Dupetit-Thouars, 204, plate 31 Dupleix, 204, plate 30 Dutch Indian Navy, Vessels of, 227 E. Eber, 212 Eclipse, 188 Ecuador, Ships belonging to, 245 Edgar, 188 Edgard Quinet, 38, 204 Effective fighting ships, built and build- ing, 88 Egypt, Ships belonging to, 245 Eidsvold, 228, plate 56 Ekaterina II., 54, 230 Elba. 219 Elias Aquirre, 66 Ellida, 228 Elsass, 209, plate 35 Eraanuele Filibcrto, 217, plate 44 Emden, 212 Emperador Carlos V., 234, plate 64 Empress of India, 185 Encounter, 188 ICndymion, 188 Ernest Renan, 204, plate 29i Erzherzog Ferdinand Max, 196, plate 16 Erzherzog Franz Ferdinand, 196, plate 16 Erzherzog Friedrich, 196, plate 16 Erzherzog Karl, 196, plate 16 Esmeralda, 200, plate 20 Espaua, 66, 234, plate 64 Espora, 195 Essex, 181, plate 12 474 INDEX. Etruria, 219 Europa, 188 Eurotas, 216 Euryalus, 181, plate 13 Evertsen, 226 Evstafi, 54, 230, plate 58 Exmouth, 181, plate 5 Extremadui-a, 235 Falmoutb, 26, 188 Fearless, 27, 188 Fei-Ying, 201 Flora, 188 Florida, 57, 239, plate 71 Foo-Ching, 201 Foresight, 188 Formidable, 181, plate 6 Forte, 188 Forward, 188 Foudre, 207 Fox, 188 France, 39, 204 Francesco Ferruccio, 217, plate 45 Frauenlob, 212 French Navy — Battleships built and building, 37- 40, 79 Battleships in commission in European waters, 71 Disaster to the Liberte, 42, 329- 332 Effective fighting ships, built and building, 88 Fleet Auxiliaries, 42 Improved Naval Administration, 36 Mediterranean Fleet, 74 Merchant cruisers (auxiliary to Navy), 208 Mine laying vessels, 208 Naval Estimates, 447-450 „ Manoeuvres, 43 „ Ordnance Tables, 348, 349 „ Policy, 36-37 „ War Staff, 117-120 New Destroyers, 41 „ Works at Bizerta, 41 Personnel, 467 Programme of new construction, 40, 449, 450 Belative strength in modern battleships, 80, 81 Salvage dock for submarines, 41 Ships in commission, 70-72, 74 Submarines, 41, 89, 256 Table showing annual amount of naval expenditure since 1903, 90 French Navy — Table showing annual amount voted for new construction since 1903, 90 Table showing number of ships in commission and reserve, 74 Torpedo flotilla, 41, 89, 254, 255 Freya, 212 Friant, 208 Friedrich der Grosse, 44, 209 Friedrich Karl, 209, plate 40 Friesland, 227 Frithjof, 228 Fuji, 221 Fiirst Bismarck, 209 Fuso, 60, 221 Fylgia, 236, plate 66 G. G (Austrian cruiser), 52, 197 Galveston, 243 Gangut, 54, 230, plate 57 Garibaldi, 194 Gaulois, 204, plate 26 Gazelle, 212 Gefion, 212 Geier, 212 „ (Ersatz), 47, 212 Geiser, 202 Gelderland, 227 General Baquedano, 200 General Belgrano, 194 General San Martin, 194 Georgia, 289, plate 73 Georgi Pobiedonosetz, 230 Germany — ■ Battleships built and building, 79 Battleships in commission in European waters, 71 Dockyards and works, 48 Effective fighting ships, built and building, 88 High Sea Fleet, 70, 71 Increase in personnel of Navv, 48, 467 Merchant cruisers (auxiliary to Navy), 215 Naval Estimates for 1912, 47, 451, 452 Naval War Staff, 116 Ordnance tables, 360 Progi-ess of construction, 44-47 Belative strength in modern battleships, 80, 81 Reorganisation of the Fleet, 78, 79 Shipbuilding prograuimc for 1912, 452 INDEX. 475 Germany — Ships in commission in Eastern waters, 76 Ships struck off effective list, 47 Special serwce vessels, 214 Submarines, 47, 89, 257 Supplementary naval programme, 48 Table showing annual amount of naval expenditure since 1903, 90 Table showing annual amount voted for new construction since 1903, 90 Table showing number of ships in commission and reserve, 74 Torpedo flotilla, 47, 89, 257 Gibraltar, 189 Gilyak, 232 Giorgios Averoff, 216, plate 41 Giulio Cesare, 48, 217, plate 42 Giuseppe Garibaldi, 217, plate 45 Glasgow, 189 Gloure, 204, plate 30 Glory, 181, plate 6 Gloucester, 189 Gneisenau, 209, plate 39 Goeben, 46, 209, plate 37 Goliath, 181, plate 6 Good Hope, 181, plate 12 Gota, 236 Governolo, 219 Grafton, 189 Greece — Naval programme, 64 Ships belonging to, 216 Torpedo flotilla, 257 Gromoboi, 230, plate 62 Gueydon, 204, plate 31 Guichen, 208 Gunnery practice of the British Fleet, 34, 435-445 Gustavo Sampaio, 199 H. H (Austrian cruiser), 52, 197 Ilabsburg, 196, plate 17 Hai-Chi, 201 ilai-Shen, 201 Hai-Shew, 201 Hai-Yung, 201 Hamburg, 213 Hamidieh, 238, plate 68 Hampshire, 181, plate 11 Hannibal, 181, plate 7 Hannover, 209, plate 34 Hansa, 213 Harald Uaarfagre, 228 Haruna, 61, 221, plate 46 Hashidate, 224 Hawke, 189 Hayti, ships belonging to, 245 Heibetnuma, 238 Heimdal (Danish), 202 Heimdal (Norwegian), 228 Hekla, 202 Helena, 243 Helgoland, 44, 209, plate 33 Henri IV., 204, plate 26 Hercules, 21, 181, plate 2 Herluf Trolle, 202, plate 21 Hermes, 189 Hermione, 189 Hertha, 213 Hertog Hendrik, 226, plate 56 Hessen, 209, plate 35 Hibernia, 181, plate 4 Highflyer, 189 Hindustan, 181, plate 4 Hirado, 61, 224 Hiyei, 61, 221, plate 46 Hi-Ying, 201 Hizen, 221, plate 50 Hogue, 181, plate 13 Holland, 227 Hussar, 189 Hyacinth, 189 Hydra, 216 I. Ibuki, 221, plate 52 Idaho, 239, plate 72 Idzumo, 221, plate 53 Iki, 223 Ikoma, 221, plate 52 Illinois, 239, plate 74 Illustrious, 182, plate 7 litis, 213 Imperator Alexander III., 54, 230 Imperator Pavel I., 53, 231, plate 58 Imperatritsa Maria, 54, 231 Imperial Conference and Naval Policy of the Dominions, 371, 372, 459-466 Implacable, 182, plate 6 Indefatigable, 25, 182, plate 9 Independencia, 194 Indiana, 239 Indomitable, 25, 182, plate 9 Inflexible, 182, plate 9 Invincible, 182, plate 9 loann Zlatoust, 34, 231, plate 58 Iowa, 240 Irene, 213 Irene (Ersatz), 47, 213 Iridc, 219 Iron Duke, 25, 182 Irresistible, 182, plate G 476 INDEX. Isis, 189 Italy — Auxiliary cruisers, 220 Battleships built and building, 79 Effective fighting ships, built and building, 88 Naval Estimates, 51, 453, 454 Naval Features of the War with Turkey, 146-174 Ordnance Tables, 350 Personnel of Navj', 467 Programme of new construction, 48-51 Relative strength in modern battleships, 81 Salving of the San Giorgio, 49 Ships belonging to, 217-220 Ships captured from Turkey, 51, 174 Submarines, 51, 89, 259 Table showing annual amount of naval expenditure since 1903, 90 Table showing annual amount voted for new construction since 1903, 90 Table showing number of ships in commission and reserve, 74 Torpedo flotilla, 50, 89, 258 Itsukushima, 224 Iver Hvitfeldt, 202 Iwami, 222, plate 49 Iwate, 221, plate 53 J. J (Austrian cruiser), 52, 197 Jacob Bagge, 237 Jacob van Heemskerck, 226 Jaguar, 213 Jaime I., 67, 234, plate 64 Japan — Battleships built and buildmg, 79 Cabinet Meeting respecting naval programme, 60 Effective fighting ships, built and building, 88 Increased docking accommodation , 61 Naval Estimates, 455 Personnel of Navy, 467 Programme of new construction, 60,61 Eelative strength in modern battleships, 81 Ships belonging to, 221-225 Ships in commission, 76 Special service ships, 225 Submarines, 61, 89, 260 Japan — Table showing annual amount of naval expenditure since 1903, 90 Table showing annual amount voted for new construction since 1903, 90 Torpedo flotilla, 61, 89, 259, 260 Jaureguiberry, 204, plate 27 Jean Bart, 38, 205, plate 23 Jeanne d'Arc, 205, plate 31 Jemchug, 232 Jules Ferry, 205, plate 29 Jules Michelet, 205 Juno, 189 Jupiter, 182, plate 7 Jurien de la Graviere, 208, plate 32 Justice, 205, plate 24 K. Iv (German battle-cruiser), 46, 209 Kagul, 232 Kaiser, 44, 210 Kaiser Barbarossa, 210 ,, Franz Josef I., 197 „ Friedrich TIL, 210, plate 36 ,, Karl der Grosse, 210, plate 36 „ Karl VI,, 196, jjlate 18 ,, Wilhelm der Grosse, 210, plate 36 „ Wilhelm II., 210, plate 36 Kaiserin, 45, 210 ,, Augusta, 213 „ Elizabeth, 197 „ Maria Theresia, 196 Kansas, 240, plate 72 Kasagi, 224 Kashima, 222, plate 48 Kasuga, 222, plate 53 Katori, 222, plate 48 Kawachi, 60, 222, plate 47 Kazarsky, 232 Kearsarge, 240 Kent, 182, plate 12 Kentucky, 240 Kersaint, 208 Kheyr-ed-Din Barbarossa, 238 Khrabry, 231 Kien-Gnan, 201 men- Wei, 201 King Alfred, 182, plate 12 King Edward VII, 182, plate 4 King George V, 24, 182, plate 1 Kirishima, 61, 222, plate 46 Ivleber, 205, plate 30 Kolberg, 213 K5ln, 213 Komet, 197 Kongo, 61, 222, plate 46 INDEX. 477 Konig Albert, 45, 210 Konigsberg, 213 Koningin liegentes, 226, plate 56 Koningen Wilhelmina der Neder- landen, 226 Koreits, 232 Kortenaer, 226 Kurama, 222, plate 52 Kurfiirst Friedricli Wilhelm (Ersatz), 45, 210 Kwang-Ting, 201 L. La Hire, 208 Lancaster, 183, plate 12 Latouche-Treville, 206 Lauria, 235 Lavoisier, 208 Laya, 235 Leipzig, 213 Leonardo da Yinci, 217, plate 42 Leon Gambetta, 205, plate 29 Lepanto, 235 Le\iathan, 182, plate 12 Libertad, 194 Liberte, Disaster to the, 42, 329-332 Liguria, 219 Lion, 23, 24, 183, plate 8 Liverpool, 189 London, 183, plate 6 Lord Nelson, 183, plate 4 Lorraine, 40, 205, plate 22 Lothringen, 210, plate 35 Louisiana, 240, plate 72 Lowestoft, 27, 189 Liibeck, 213 Luchs, 213 Lufti-Hamayoun, 238 M. Machinery problems in high-powered warships, 91-111 Magdeburg, 46, 213 Magnet, 197 Magnificent, 183, plate 7 Maine, 240, plate 73 Mainz, 213 Majestic, 183, plate 7 Makguino, 224 Manhattan, 240 Manligheten, 236, plate 65 Marco Polo, 217 Marietta, 243 Marine Engineering — Machinery pro- blems in high-powered warships — Advantages of electrical propul- sion, 102, 103 Marine Engineering — Advantages of oil fuel for boilers, 96,97 Advantages of superheated steam in turbines, 100 Advantages of the oil engine, 108, 109 British Colonial oilfields, 110 Choice of types of boilers, 92 Conditions of speed trials of battle- cruisers, 91, 92 Cruising oil engines in a destroyer, 104 Designs of oil engines, 106, 107 Developments in turbines, 100 Distribution of the world's supply of oil, 110 Experience with electrical propul- sion, 103 Experience with oil fuel, 97 Experience with super - heated steam, 99 Extended use of oil. 111 Geared turbines, 101 Large experimental oil engine cylinders, 107 Large tube versus small tiabe boilers, 92 ^Machinery of the battle-cruiser of the future. 111 Merchant ship oil engines, 107, 108 Oil engines for German battle- ships, 104, 105 Oil supply, 109, 110 Submarine-boat oil engines, 107 Superheated steam, 98, 99 Turbines with electrical propul- sion, 101 Types of boilers for battle-cruisers, 92-94 Types of boilers in foreign high speed ships, 94, 95 Weight of battle-cruiser's ma- chinery, 91 Working boilers under high pres- sure, 95 Marlborough, 25, 183 Marques de la Victoria, 235 Marques de Molins, 235 Mars, 183, plate 7 Marsala, 49, 220 MarseUlaisc, 205, plate 30 Marshal Deodoro, 198 Marshal Floriano, 198 Marten Trouip, 226, plate 56 Martin Alonso Tinzon, 235 Maryland, 240, plate 75 Massachusetts, 240 Massena, 205 Mecklenburg, 210, plate 35 478 INDEX. Medea, 189 Medjidieh, 238, plate 68 Medusa, 218 Melbourne, 31, 193 Melpomene, 189 Messoudieh, 288, plate 68 Meteor, 197 Mexico, Ships belonging to, 245 Michigan, 240, plate 71 Mikasa, 222, plate 49 Milwaukee, 240, plate 75 Minas Geraes, 198, plate 19 Minerva (British), 190 Minerva (Italian), 220 Ministro Zenteno, 200 Minneapolis, 244 Minnesota, 240, plate 72 Minoshima, 222 Minotaur, 188, plate 10 Mirabeau, 38, 205, plate 24 Mississippi, 240, plate 72 Missouri, 240, plate 78 Mogami, 224 Moltke, 46, 210, plate 87 Monarch (Austrian), 196, plate 17 Monarch (British), 22, 183. plate 1 Monmouth, 183, plate 12 Montana, 240, plate 74 Montebello, 220 Montcalm, 205, plate 31 Monterey, 241 Moreno, 62, 194, plate 14 Miinchen. 218 N. Napoli, 218, plate 43 Nashville, 244 Nassau, 210, plate 34 Natal, 188, plate 10 Naval administration, suggestions on, 1-18 Naval Estimates — Austria-Hungary, 446 British, 1, 34, 367-434 British, contributions from India and the Colonies, 400, 401 British, First Lord's Explanatory Statement, 367, 394 British, First Lord's speech in the House of Commons, 412-434 French, 447-450 German, 1, 451, 452 Italian, 51, 453, 454 Japanese, 455 Netherlands, 65 Russian, 53, 456 Turkish, 457 United States, 1, 458 Naval features of the Turco-Italian war, 146-174 Naval Gunnery, British — Abstract of results of battle prac- tice, 1911, 445 Results of gunlavers' test, 1911, 435-444 Naval policy of the Dominions, 371, 372, 459-466 Naval war staffs^ British, 112-115, 385-390 French, 117-120 German, 116 United States, 120-128 Nebraska, 241, plate 78 Neptune, 21, 188. plate 2 Netherlands — Gun vessels of the Dutch Indian Navy, 227 Naval Estimates, 65 ,, Ordnance Tables, 847 ,, Programme, 65 New submarines, 65, 261 Ships belonging to, 226, 227 Torpedo Flotilla, 65, 261 Nevada, 58, 241 Newcastle, 190 New Hampshire, 241, plate 72 New Jersey, 241, plate 78 New Orleans, 244 New York, 57, 241, plate 69 New Zealand, 25, 188 Niitaka, 224, plate 55 Nile, 185 Nino Bixio, 49, 220 Niobe (Canadian), 193 Niobe (German), 213 Nisshin, 228, plate 58 Njord, 236 Noord Brabant, 227 Norge, 228, plate 56 North Carolina, 241, plate 74 North Dakota, 241, plate 71 Norway — Naval ordnance tables, 351 Proposed naval programme, 66 Ships belonging to, 228 Torpedo flotilla, 262 Nottingham, 27, 190 Novik, 238 Nueve de Julio, 195 Numbers of jiemonnel of principal navies, 467 Numberg, 21^ Nymphe, 213 O. Ocean, 183, plate 6 Oden, 286 INDEX. 479 Ohio, 241, plate 7o Okinoshinia, 22:5 (.)klahama, iiS, 241 Oldenburg, 210, plate 38 Oleg, 2;U{, plate 6:5 Olfeit Fischer, 202, plate 21 Ordnance Tables — Austrian Naval, 345 Betlilehem Steel Co., 3(jl Bofoi-e guns, 362 British ritled, 342-344 Coventry ordnance works" guns, 358 Danish Naval, 346 Dutch Naval, 347 Elswick guns, 356 French Naval, 348, 349 German Naval, 360 Italian Naval, 350 Krupp gvms, 360 Norway Naval, 351 Keiating to Conversion of ^Measures, 363, 364 Russian Naval, 352 Schneider, 359 Spanish Naval, 353 Swedish Naval, 354 United States Naval, 355 Vickers, Sons & Maxim's Guns, 357 Oregon, 241 Orion, 22, 183, plate 1 Omen, 237 Oscar II., 236, plate 65 Ostfriesland, 44, 210, plate 33 Otawa, 224 P. Paducah, 244 Pallada, 231 Pamyat Mercuria, 233 Pandora, 190 Pantelehnon, 231. plate 60 Panther, 213 Parana, 195 Paris, 39, 205 Partenope, 220 Pathfinder, 190 Patria (Argentine), 195 Patria (Portugal), 229 Patrie, 205, plate 25 Patrol, 190 Peder Skram, 202, plate 21 Pegasus, 190 Peik-i-Shevket, 238 Pelayo, 234 Pelenk-i-deria, 238 Pelikan 197 Pelorus, 190 Pennsylvania, 241, plate 75 Perseus, 190 Peru — Naval programme, 246 Ships belonging to, 245 Pctropavlovsk, 54, 231, plate 57 Philomel, 190 Piet-Hein, 226 Pioneer, 190 Pisa, 218, plate 44 Planet, 197 Poltava, 54, 231, plate 57 Ponnuern, 210, plate 34 Portugal — Loss of the Sao Rafael, 66 Proposed naval programme, 66 Ships belonging to, 229 Torpedo flotilla, 262 Posadnik, 233 Posen, 211, plate 34 Pothuau, 206, plate 32 Presidente En-azuriz, 200 Preussen, 211, plate 35 Prince George, 184, plate 7 I'rince of Wales, 184, plate- 6 Princessa de Asturias, 234 Princess Pioyal, 24, 184, plate S Princeton, 244 Prinz Adalbert, 211, plate 40 Prinz Heinrich, 211, plate 40 Prinz Regent Luitpold, 45. 211 Prinzess Wilhelm, 213 Prinzess "Wilhelm (Ersatz), 47, 213 Prometheus, 190 Proserpine, 190 Provence, 40, 206, plate 22 Psara, 216 Psilander, 237 Psyche, 190 Pueyrredon, 194 Puglia, 220 Puritan, 241 Pyramus, 190 Q. Quarto, 49, 220 Queen, 184, plate 6 Queen Mary, 25, 184. plate 8 R. Radetzky, 196, plate 10 Rainbow, 193 Raleigh, 244 Ramillies, 185 Recalde, 235 480 INDEX. Eecent changes in warship design, 124-145 Dreadnoughts and post-Dread- noughts, 133-143 Essential differences between pre- Dreadnoughts and Dread- noughts, 124-133 Relative cost of recent warships, 143-145 Eegina Elena, 218, plate 43 Regina Margherita, 218, plate 43 Reina Regente, 235 Reinier Claeszen, 226 Renown, 184 Republica (Brazil), 199 (Portugal), 66, 229 Republique, 205, plate 25 Reshad V., 67, 238, plate 67 Reshad-i-Hamiss, 67, 238, plate 67 Resolution, 185 Re Umberto, 218 Revenge, 185 Rheinland, 211, plate 34 Rhode Island, 241, plate 73 Rio de Janeiro, 63, 198, plate 19 Rio de la Plata, 235 Rio Grande do Sul, 199 Rivadavia, 62, 194, plate 14 River gunboats, list of, 192 Roma, 218, plate 43 Roon, 211, plate 39 Rosario, 195 Rossia, 231, plate 62 Rostislav, 231, plate 60 Roumania — Naval programme, 246 Ships belonging to, 246 Torpedo flotilla, 262 Roxburgh, 184, plate 11 Royal Arthur, 191 Royal Oak, 185 Royal Sovereign, 185 Rurik, 231, plate 61 Russell, 184, plate 5 Russia — Baltic Fleet, 71 Battleships built and building, 79 Efifective lighting ships, built and building, 88 Naval bases and coast defence, 55 ,, Estimates, 53, 456 ,, Ordnance Tables, 352 ,, Programme, 55, 231 Personnel of Navy, 467 Relative strength in modern battleships, 81 Ships belonging to, 230-233 Ships converted into mine layers, 55 Ships removed from effective list, 55 Special service vessels, 233 Submarines, 89, 263 Table showing annual amount of naval expenditure since 1903, 90 Table showing annual amount voted for new construction since 1903, 90 Table showing number of ships in commission and reserve, 74 Torpedo flotilla, 89, 263 Volunteer Fleet, 233 S. S (German battleship), 45, 211 Sagami, 223, plate 50 St. Georg, 196, plate 18 St. Louis (France), 206, plate 26 St. Louis (United States), 241, plate 75 St. Vincent, 21, 184, plate 3 Salem, 244 San Giorgio, 49, 218, plate 45 San Marco, 218, plate 45 Santo-Domingo, Ships belonging to,246 Sao Gabriel, 229 Sao Paulo, 198, plate 19 Sapphire, 191 Sappho, 191 Sarawak, Ships belonging to, 246 Sai'degna, 218 Satellit, 197 Satsuma, 223, plate 48 Scharnhorst, 211, plate 39 Schlesien, 211, plate 34 Schleswig-Holstein, 211, plate 34 Schwaben, 211, plate 35 Scylla, 191 See-Adler, 214 See-Adler (Ersatz), 47, 214 Sentinel, 191 Settsu, 60, 223, plate 47 Sevastopol, 54, 231, plate 57 Seydlitz, 46, 209 Sfaktirea, 216 Shannon, 184, plate 10 Shikinami, 224 Shikishuna, 223, plate 51 Shikuma, 61, 225 Siam, Ships belonging to, 246 Sicilia, 218 Sinope, 231 Sirius, 191 Sivoutch, 233 Skirmisher, 191 Skjold, 202 Slava, 231, plate' 59 Southampton, 26, 191 South Carolina, 24, plate 71 South Dakota, 242, plate 75 INDEX. 481 Soya, 225, plate 55 Spain — Naval ordnance tables, 353 ., programme, 66 Ships belonging to, 234, 235 Torpedo Hotilla, 264 Spai-tiate, 191 Spetsai, 216 Stettin, 214 Stralsund, 47, 214 Strasburg, 47, 214 Strjelok, 249 Stuttgart, 214 Suflfolk, 184, plate 12 Suffren, 206, plate 25 Suggestions on naval administration, 1-18 Suma, 225 Suo, 223, piate 50 Superb, 21, 185, plate 3 Surcouf, 208 Sutlej, 184, plate 13 Sutsnva, 225 Svea, 236 Sweden — Naval ordnance tables, 354 Proposed Naval programme, 67 Ships belonging to, 236, 237 Torpedo flotilla, 264 Swift, 191 Swiftsure, 184, plate 5 Sydney, 31, 193 Szigetvar, 197 T. Tacoma, 244 Talbot, 27, 191 Taymovo, 199 Tango," 223, plate 51 Tappcrheten, 236. plate 65 Tatsuta, 225 Tchu-Tai, 201 Tegetthoff, 52, 196 Temeraire, 21, 185, plate 3 Tennessee, 242, plate 74 Terrible, 191 Texas, 57, 242, plate 69 Theseus, 191 Thetis, 214 The Turco-Italian War — Its Naval Features, 146, 174 British Naval oflicers lent for re- organisation of Turkish Fleet, 155, 156 Conduct of Naval forces, 174 Contraband of war, 171, 172 Death of Adiuinil Aubv, 173 Italian Fleet, 150-154," 157 ,, naval bases, 152 The Turco-Italian War- Italian Naval development, 150 ,, ,, personnel and or- ganisation, 152 ,, plan of operations, 160 ,, nltimatiim, 147 Limits of war area, 148 Mobilisation of Italian Fleet, 158 Narrative of the operations, 156- 174 Occupation of Tripoli. 163-165 Operations in the Adriatic, 160-163 ., Ecd Sea, 165-168 Ottoman naval unreadiness, 148, 149, 154 Questions of neutrality, 170, 171 Strained relations, 146 Strategical problems, 148 Transport of the Expeditionarv Force, 168-170 Tripoli and CjTenaica, 149 Turkish Fleet, 154-156 ,, Naval distribution, 159 AVarning symptoms, 147 Thor, 236 Thule, 236 Thunderer, 22, 23, 185, plate 1 Thiiringen, 44, 211, plate 33 Tiger (British), 26, 185 Tiger (German), 214 Timbira, 199 Tiradentes, 199 Tokiwa, 223, plate 54 Tone, 225 Topazc, 191 Torkenskjold, 228 Torpedo-boat flotillas. List of-- Argentine, 252 Austria-Hungar}-, 252 Brazil, 253 British, 247-251 ,, Colonial, 251 Chili, 253 China, 253 Denmark, 254 France, 254-256 Germany, 257 Greece, 257 Italy, 258, 259 Japan, 259, 260 Netherlands, 261 Norway. 262 Portugal, 262 Koumania, 262 Russia, 263 Spain, 264 Sweden, 264 Turkey, 265 United States, 265, 266 Tnibant, 197 Trehouart, 206, plate 28 2 I 482 INDEX. Tria Sviatitelia, 231, plate 61 Trinuiph, 185, plate 5 Tsugaru, 225 Tsukuba, 228, plate 52 Tsushima, 225, plate 55 > Tupy, 199 Turgut Keis, 238 Turkey — Naval Estimates, 457 ,, Features of the War with Italy, 146-174 ,, programme, 67 Ships belonging to, 238 Torpedo flotilla, 265 25 de Mayo, 195 U. Uji, 225 Undine, 214 . Unnamed ships — Austrian battleships (2), Nos. VI. and VII., 196 Netherlands armoured gunboats (3), 226 Swedish coast defence ship, 236 United States — Atlantic Squadron, 75 Auxiliary cruisers, 244 Battleships built and building, 79 Effective fighting ships, built and building, 88 Increase in personnel of Navy, 59, 467 Naval bases and docks, 58 ,, Estimates, 458 ,, Ordnance tables, 355-361 ,, programme, 57, 58 ,, Review, 60 „ War Staff, 120-123 Opposition in Congress to great naval expansion, 58 Relative sti-ength in modern battleships, 80, 81 Report of the Secretary of the Navy, 56 Ships in commission in Eastern waters, 76 Special service ships, 244 Submarines, 58, 89, 266 Table showing annual amount of naval expenditure since 1903, 90 Table showing annual amount voted for new construction since 1903, 90 Torpedo flotilla, 58, 89, 265, 266 Voyage of the Delaware, 69 ' Uruguay, Ships belonging to, 246 Utah, 57, 242, plate 71 Utrecht, 227 V. Valparaiso, 200 Vanguard, 21, 185, plate 3 Varese, 218, plate 45 Vasco da Gama, 229 Venerable, 185, plate 6 Venezuela, ships belonging to, 246 Vengeance, 185, plate 6 Venus, 192 Vergniaud, 38, 206, plate 24 Verite, 206, plate 24 Vermont, 242, plate 72 Vettor Pisani, 218 Vicksburg, 244 Victor Hugo, 206, plate 29 Victoria Luise, 214 Victorious, 185, plate 7 Viking, 228 • Vincente Yahez Pinzon, 235 Vindictive, 192 Vineta, 214 Virginia, 242, plate 73 Viribus Unitis, 51, 196, plate 15 . Vitiaz, 233 Vittorio Emanuele III., 218, xA&ie 43 Voevoda, 233 Voltaire, 38, 206, plate 24 Von der Tann, 45, 211, plate 38 W. Waldeck Rousseau, 38, 206 Warrior, 185, plate 10 Warship construction in Great Britain, 20,21 Warship design, recent changes in, 124-145 Wasa, 236, plate 65 Washington, 242, plate 74 Weissenburg (Ersatz), 45, 211 Westfalen, 211, plate 34 West Virginia, 242, plate 75 Wettin, 211, plate 35 Weymouth, 26, 192 Wheeling, 244 Wien, 196, plate 17 Wilmington, 244 Wisconsin, 242, plate 74 Wittelsbach, 211, plate 35 Worth, 211 Wyoming, 57, 242, plate 70 < INDEX, 483 Yabagi, 61, 225 Yakumo, 223, plate 53 Yarmouth, 26, 192 Ying-Swei. 64, 201 Yodo, 225 Yorck, 211, plate 39 Z. Zahringen, 211, plate 35 Zealandia (ex-New Zealand), 185. plate 4 Zealand, 227 Zelee, 208 Zenta, 197 > Zrinyi, 51, 196, plate ley- LOKOox: rHiXTKO bv williau clowci axo so.vti, i.iuitcd. Df«E ITRCtT, STAUrUKD BTnCKT. S.r.. AXD OIlfAT WIXMMII.L STRrtT, W. aa^ J p Tech B Pr.y:ical fit Applied ScL Serluls Brassey's Naval Annual 1912 PLEASE DO NOT REMOVE CARDS OR SLIPS FROM THIS POCKET UNIVERSITY OF TORONTO LIBRARY i»s?isstmwssss«ssss«^«W! M