This steamer has been built for the Russian Government for the use of the Trans-Siberian Railway Co. This class of vessel was first introduced into this country, in its present improved form, by Messrs. Yarrow & Co., and is one of the principal specialities of the firm. It is, however, interesting to know that the first steamer that was ever built was on the sternwheel principle. This class of vessel, as is well known, is specially adapted where extremely shallow draught is essential, as by the trussing adopted longitudinal strength is obtained with the minimum amount of weight, and thus light draught is secured. The vessel in question will be shipped very shortly to Vladivostock in pieces, from whence it will be transported into the interior of Siberia and there put together. It is constructed of mild steel, galvanized, and will draw about 12 in., and have a speed of about 12 miles. Messrs. Yarrow & Co. have constructed a large number of this class of steamer for all parts of the world, some of them having a draught not exceeding 10 in. The main deck is flush, and upon this is usually placed the cargo. There is an upper deck upon which is situated the cabin accommodation.

The Trans-Siberian Railway is a work of great magnitude, and the rapidity with which it is being constructed compares favourably with what has been done in the past in the United States and Canada. It may be interesting to note that the line extending in an easterly direction from St. Petersburg is at the present time finished as far as Krasnoiarsk, and will very shortly be opened to Irkutsk. The eastern extremity of the line is at Vladivostock, and is completed from that port in a westerly direction as far as Khabarovka, on the Amoor river. The extent of the line actually opened at the present time is about two-thirds the total distance, and it is confidently expected that direct railway communication between St. Petersburg and the Pacific will be effected in the year 1900, and doubtless, when finished, it will have considerable political importance.

Two stern-wheel gunboats have lately been shipped by Messrs. Yarrow & Co. for the Portuguese Government for service at Lorenco Marques. One of these was built in floatable sections, which system was adopted by this firm 13 years ago in a similar vessel constructed for the navigation of the Congo for the use of Mr. Stanley. Similar vessels have been built for the Briti-h Government for the Nile Expedition, and for service on the Zambesi, and it was regretted that the firm were unable, through press of work, to tender for similar vessels required at the present time for service on the Nile.

A smart little twin-screw gunboat, with compound engines, is being constructed for the Brazilian Government. This boat is about 90 ft. in length, and will have a speed of about 12 knots.

Six first-class torpedo boats for the Chilian Navy are also in hand. These are 152 ft. 6 in. in length, by 15 ft. 3 in. beam, and are propelled by triple-expansion engines, and have a guaranteed speed of 25 knots. The bunker capacity is 40 tons, which will give a very large range of action. The indicated power will be about 2,000, and they will be an improvement on the Viperwhich vessel was lately built at these works for the Austrian Navy. This vessel, it will be remembered, attained a speed for three hours-carrying 26 tons of 26'6 knots, with a consumption of 1.9 lbs. of Welsh coal per I.H.P. per hour, with an air pressure of of an inch in the stokehold.

The armament of the Chilian vessels will consist of torpedo tubes and quick-firing guns as usual.

Abont eleven hundred men are at present employed by the firm, and it will be seen, from the state of the yard, that there is not a single foot of ground to spare.

momentum of a moving mass and its disinclination to suddenly change its rate or direction of motion; and by the working of the main valves of the main engines by a separate auxiliary engine, so that the main engines cannot revolve any faster than the main valves are operated by the auxiliary engine. The main objections to the two first mentioned systems are that they do not anticipate the reduction of load, in consequence of the fact that there must be a marked increase in speed to put them into action, consequently they are only partially effective. The objection to the third system is that as the main valves are not controlled by the main engines, the advantages of lead, cut-off, and compression are done away with, and very heavy strains are thrown on the operative gear of the main engine.

It must be remembered that a governor not only prevents the engine wrecking itself, but prevents priming and unnecessary wear and tear, as well as saving both fuel and time. It is a well-known fact,

COB

that, when the weather is bad and the engines have to be governed by the engineer standing at the throttle valve, the progress of the ship is often nil and the steam consumption is high; whereas, if the engines. are automatically governed they keep on at a steady rate, the ship progresses, and much less steam is consumed, due to the absence of the waste of energy that obtains when racing takes place.

We

We have pleasure in bringing before our readers a marine engine governor which is of an entirely different class to those already described. This governor has been invented and patented by Mr. R. Keats, of 9, Garnier Street, Fratton, Portsmouth. illustrate the device in the adjoining diagram, from which it will be seen that it consists of a small vertical inverted engine with a fly wheel, which is adapted to work at a constant speed. The crank shaft is connected directly to the shaft upon which a screw of very coarse pitch is arranged, and which is therefore revolved at the same speed as the crank shaft. Upon the screw is fitted a pulley wheel with its boss arranged as a nut, and this pulley nut wheel

is driven by the engine to be governed, by means of a belt, at the same speed that the small engine drives the screw. The rates of revolution between the auxiliary engine and the main engine is 8 to 1. The nut wheel is adapted to operate a lever which is connected to the slide valve of a small steam cylinder fitted with a piston and piston rod, which is directly connected with the throttle valve gear of the main engines. This lever is pivoted at the end of another lever operated by the piston, which one may term a "hunting" lever, as it is so adjusted that when the piston has travelled the distance required by the travel of the nut wheel on the screw, it closes the slide valve of the small cylinder again. When this governor is connected with the main engines and the latter are travelling at their required speed, the screw and nut wheel are revolving at the same speed; but directly the main engines begin to go faster or slower the nut wheel begins to travel on the screw and opens the valve of the cylinder at one end or the other as the case may be, when the piston-rod of the throttle valve gear travels backwards or forwards and so shuts or opens the throttle valve of the main ergines.

If the main engine is working at 75 revolutions per minute, the nut-wheel is revolving eight times as fast. When the main engine gains th of a revolution, the nut-wheel gains th of a revolution; when it gains and of a revolution, the nut-wheel gains th of a revolution, and works the throttle valve accordingly. When the main engines gain th of a revolution, the nut-wheel gains of a revolution, which then shuts off all steam from the main engines. When the nutwheel has gained or lost of a revolution, it becomes disconnected from the screw, so that the speed of the small engine is not interfered with. It will thus be seen that this governor is very quick in its action, and thoroughly adapted to the requirements of a marine engine.

Now, although this governor does not anticipate the change of motion, it does the next best thing, it, like the Siemen's differential governor, makes the change of motion directly it takes place, operate the throttle valve, and control the motion of the engine from further acceleration or retardation.

This governor has been fitted to a number of steamers, some of which have boilers carrying steam at 200 lbs. per square inch, and judging from the testimonials which we have seen, the governor appears to be giving the greatest possible amount of satisfaction.

It is interesting to note that the whole device is only 3 ft. long and 3 ft. high. The cylinder for operating the throttle valve is 5 in. diameter and 6 in. stroke, and the cylinder of the engine, which is single acting, is 2 in. diameter and 2 in. stroke. The fly wheel is 24 in. diameter with a 2 in. square rim and a solid centre. The crank shaft is machined solid out of mild steel, the eccentric, which is 2 in. diameter and 2 in. long, being made solid therewith. The main bearings are three in number, and are 51⁄2 in., 4 in. and 3 in. in length respectively. The connecting rod is four times the length of the stroke in length, the length of the top and bottom bearings being 2 in. and 31 in. respectively. The screw on the shaft is 3 in. pitch with 6 threads, the brass nut fitting thereon being

8 in. long. It will thus be seen that very ample bearing surface has been allowed in all the wearing parts, and therefore the engine should run for long periods with little attention, and have a very long life. The lubrication is automatic as far as the guide and the top end of the connecting rod are concerned. We think that Mr. Keats is to be congratulated on the device as a whole, which appears to have great promise of being a simple solution of a difficult problem.

T

NAVAL MATTERS-PAST AND PROSPECTIVE.

(From our own Correspondent.)

is extremely likely that the Particular Service Squadron, which was commissioned on January 14th, will shortly be broken up, two of the cruisers composing it having already been ordered to join the Channel Squadron, while all the torpedo-boat destroyers have been paid off. This squadron, it will be remembered, was composed of two battleships, the Revenge and the Royal Oak, two first class cruisers, the Gibraltar and the Theseus, two second-class cruisers, the Hermione and Charybdis, and six torpedo-boat destroyers. The announcement that these vessels would be mobilised was made on January 8th, and on January 20th the squadron was ready for sea, in fact did put to sea for a short cruise. The time occupied therefore, from the announcement till the squadron was in readiness to act was twelve days, and there was no difficulty at all in providing the 4,000 officers and men required for the purpose. Such a force is some what incorrectly termed a Flying" Squadron, for although composed of vessels of high speed, the two battleships would scarcely be assigned a part in any force designed to act at a distance from home waters as a flying squadron might be supposed to do. The duty of the Particular Service Squadron would in an emergency have been without any question to act as a reinforcement to either the Channel or Mediterranean squadrons, and most probably the latter. highly probable that the two battleships and the two first-class cruisers may, after the manoeuvres, which will begin about the first week in July, be sent, as was originally contemplated, to the Mediterranean.

Torpedo-boat Destroyers.

It is

Now that the destroyer flotilla which was attached to the particular Service Squadron has been put out of commission, the desirability of despatching more of these vessels to the Mediterranean is again being discussed. At the present time there is only one destroyer, the Ardent, attached to the squadron commanded by Sir Michael Culmesigmond, while until recently there were no less than twenty in commission in the Channel and home ports. It is reported that three torpedo-boat destroyers will now be despatched to Gibraltar, and three more to Malta, to perform at these stations similar instructional work to that which is being executed by the flotillas attached to the three naval ports. With the addition of the boats now released from service with the squadron under Admiral Dale's command there are a sufficient number in the reserve to supply from six to ten destroyers for duty in the Mediterranean, and it is at least as necessary for young officers to gain an insight into the navigation of the territorial waters in that sea as in those nearer home. Opportunity would also be afforded for additional engine-room ratings to become acquainted with the use of water-tube boilers. Of the destroyers recently ordered, two are to have a speed of 32 knots, but the others will only be required to attain the 30 knots, which has been the speed stipulated for in previous boats of late date. The two exceptionally fast boats will be built by Messrs. Thornycroft, of Chiswick, and Messrs. J. & G. Thomson, of Clydebank, these two firms, with that of Messrs. Laird's, of Birkenhead, being now the leading con. structors of small craft of this description.

Bluejackets at a Tournament.

This year the management of the Royal Military Tournament at Islington having been assumed by the War Office, permission has been given for a small detachment of seamen to give an exhibition of field gun exercise in aid of the charities of their soldier brethren. Some irritation has, however, been

created by the treatment of the bluejackets by the authorities of the show, and also by the slight which was shown to the marines, who were not asked to take part in a pageant entitled "The Sons of the Empire." It has always been the acknowledged right of any detachment of seamen present with land troops to take the post of honour to which their position as the most essential factor in the defence of the Empire and their priority of establishment as a standing force entitles them. The Navy also considers the White Ensign as its distinctive colour, the Union Jack being a national emblem common not only to land and sea services, but properly used by civilians as well. As regards both these points difficulties have arisen which if not amicably settled would tend to engender a feeling between sailors and soldiers which is not calculated to have the best results. The omission of the marines from a parade of all arms, entitled the "Sons of the Empire," in which detachments of troops from all the colonies and dependencies as well as from England, Scotland, Ireland and the Empire are to take part, is an inexplicable mistake, for as everyone knows, it is this gallant corps which is always the first to be called upon in any real emergency to provide a force for expeditions abroad. If the tournament is to be a success in every way the War Office officials will do well to remove all cause for heart-burning and jealousy.

Portsmouth Dockyard.

Rumour has been rife recently as to many movements in connection with vessels now in the Reserve at this yard, but so far there is little sign that they have much foundation. It was said that the Iphigenia would relieve the Arethusa in the Mediterranean, but the Scylla has now been commissioned for this purpose. The Indefatigable has been named for the Australian station, and the Melpomene to relieve the Dadalus at Bristol. The Malabar is to pay off here and be prepared as a harbour vessel at Bermuda, which seems to be a poor use to make of such a fine vessel. It would be a relief to commission some of the vessels here, for basins and jetties are all crowded up. Perhaps the manœuvres, for which it is said mobilisation will take place on July 7th, will clear some of them away, at least for a time. The departure of the two vessels of the Training Squadron and the portguard ship to her moorings will also create vacancies. Work is proceeding merrily on the Prince George, and although this ship will not make a record it is quite certain that she will be ready for her trials in the autumn, the propelling machinery supplied by Messrs. Humphreys & Tennant is in a very forward condition. The Cæsar is also growing apace, but this ship and the Gladiator cruiser are not intended either to break the record. We have had a great deal of work in connection with the instructional flotilla of torpedo-boat destroyers, illustrating the kind of trouble these vessels will give in war time.

The repairs of the Edinburgh, guardship at Queensferry, have been completed. The Intrepid after a satisfacfory commissioning trial left for the West Indies to take the place of the Tourmaline. The Salamander will pay off on June 3, and her crew will then commission the Spanker at Devonport. The Bramble which has been selected to commission here as a relief to the Cockatrice as special service vessel in the Danube is to be transferred to Chatham for purposes of manning. The Huuter, torpedo-boat destroyer, has completed her trials with satisfaction. The Alexandra having had her defects made good has returned to Portland, and the Achilles has taken her place in dock for overhaul.

Electricity in the Navy.

The propulsion of men-of-war by electricity is virtually unknown in the British Navy, and, indeed, as a motive power it has been used in only a few cases for small boats, and in connection with experiments in submarine navigation. There is, however, in other directions a wide field for the application of the electro-motor, and especially in connection with instruments used in the transmission of signals and orders, and in the distribution of power for actuating several of the numerous small engines fitted for auxiliary purposes on board a man-ofwar. It is quite likely that before long we shall see the voicepipe and the electric call-bell superseded by some form of telephone. The urgent need also for a really trustworthy electro-mechanical telegraph for the transmission of orders from one part of a ship to another is so obvious that it cannot be very long before this want is supplied. Electricity is also likely to come into use for training, elevating, and loading the guns, and for facilitating the supply of ammunition to the

heavier kinds of ordnance. For these and similar purposes it has been tried, both in our own and in some foreign navies, and has given every satisfaction; it will be surprising, therefore, if it should not become a rival to the older systems connected with hydraulic and steam gear. The rapid development of this force in connection with bells, firing circuits for guns and torpedoes, for incandescent illumination, search lights, and telegraphy, makes it a certainty that before long electromechanical engineering will have been successfully established as an important department in the British Navy.

Brassey's Naval Annual.

This important publication, which was issued last month, is every bit up to the standard of the excellent volumes which have preceded it since the initial copy issued in 1886. Lord Brassey having accepted the responsible and distinguished office of a Colonial Governor, his son, who has edited most of the volumes, states in the preface to the tenth "Annual" that he intends to carry on the work on his own responsibility. Mr. Brassey provides chapters on the progress of the Navy, the relative strength of our own and foreign fleets, the great assembly of war vessels at trial, the manning of our Fleet, and with Captain C. Orde-Browne, on British and foreign naval construction. Two particularly interesting chapters are supplied by foreign naval officers, M. E. Weyl giving a detailed description of the administration and the resources in personnel and material of the French navy; while Signor Vecchi (Jack la Bolina) deals in a similar manner with that of Italy. There are three new contributors. Mr. Charles Gleig, late R.N., undertakes a description of the British and foreign maneuvres, the serious illness of Mr. J. R. Thursfield, who has hitherto supplied these chapters, preventing him from doing so this year. Commander Bacon, a well-known expert, writes on "The Value of Torpedo Boats in Wartime," and appraises this description of craft at a high standard. Mr. G. R. Dunell provides an interesting and instructive chapter upon 06 'Marine Engineering and Water-tube Boilers." In another division of the work Mr. Barnes and Mr. Laird Clowes relinquish the compilation of the tables of warships of our own and foreign navies to Commander Robinson and Mr. John Leyland, and these gentlemen have somewhat altered the form of the tables, supplying fresh statistical matter. Captain Orde. Browne writes, as usual, the chapters on armour and ordnance. The illustrations are increased in number, and quite up to the highest standard of this class of art.

Launch of the "Hannibal."

The putting into the water of this battleship at Pembroke was an unqualified success, and the vessel was on April 29th towed to Hobbs Point and placed under the sheer legs to receive her machinery and boilers. It is unnecessary to describe this vessel, as she is in all material respects like her sisters, of which particulars have already been given in detail. The ceremony of naming the vessel was performed by Mrs. Lawrie, the wife of General Lawrie, M.P., who represents the Pembroke Burghs. The assemblage of persons to witness the launch was perhaps not so great as when the Duchess of Saxe-Coburg christened the Edinburgh, or when the Duchess of Connaught named the Empress of India, but there was a large and representative gathering of visitors, who were completely satisfied with the arrangements made by the superintendent of the yard and his assistants for their benefit. It is feared that the intentions of the authorities to make Pembroke a fitting as well as building yard cannot be carried into execution in connection with the Hannibal, and that she will have to go to Devonport to be completed; the Andromeda will, however, be fitted out at the port. That this yard and that at Haulbowline are to receive the consideration of the Admiralty, and that in both cases an extension will take place, is now quite certain.

The Needs of Naval Engineering

In the discussion on the naval essays which took place at the Royal United Service Institution, several representatives of naval engineering took part, and their remarks were received with the greatest possible attention by the representative gathering of officers of all branches of the naval service present. Chief Inspector of Machinery, C. Johnson, who has recently retired, had prepared a very interesting paper, which he read, and which will be printed in extenso in a future number of the journal of the Institution. He does not believe in the mercantile marine as a source of supply, either for officers or men, to this branch, because, in the first place, at least six

years' training are absolutely necessary to make a naval engineer, of which time he considers nearly five years essential to the proper handling of tools. The stokers and firemen of the merchant marine would also require training before they would be available as an effective and efficient reserve. With regard to the position of naval engineers he classified his remarks under three heads. First, training, which must be adequate; secondly, numbers, which must be increased; and thirdly, authority, as to which he considers larger powers should be given over their own men. Chief engineer Edwards, of the Powerful, also spoke in support of what had been said by Mr. Johnson, and his remarks evidently met with considerable approval from many of his hearers. It cannot fail to be of interest to the engineering corps that two officers so highly respected as these gentlemen should have had an opportunity of placing on record the opinions of their brothers in the naval

service.

Devonport and Keyham.

The launch of the Arrogant and the completion of the Renown and Talbot has been followed, if one may say so, by a period of comparative stagnation. This is not to say that work has ceased, far from it, but the progress now being made is of a steadier and less dramatic nature. In addition to the continued construction of the Furious, a sister to the Arrogant, there is a large amount of repairing work under way, but it appears not to be contemplated to proceed with the new battleship for some little time. Perhaps the visit of the Lords Commissioners of the Admiralty and the advent of a new Commander-in-Chief, may make a difference in these matters. The Renard, which has been undergoing repairs here, is now completed. The refit of the Benbow is complete, but that of the Melampus, owing to the state of her boilers, will occupy some time yet, it has indeed been suggested that she will be relieved by another vessel before the manoeuvres take place. The Warspite will, after certain repairs are effected at Haul bowline, come here in order to receive her quick-firing 6-in. guns in place of those she now carries.

The Engineer-in-Chief and Naval Engineers.

Mr. Durston, C.B., is an authority to whom all must listen when he gives his opinions on naval engineering and allied topics. He has been writing recently to the honorary secretary of the Institute of Marine Engineers apropos of a paper read by Mr. T. Cooper on "Engineers and the Royal Naval Reserve," and as what he says may be taken as the official view it deserves every consideration He contends that no account has been taken of the staff of chief engine-room artifices and of engine-room artificers, who, he claims, correspond with the junior engineers of the old Navy or the Mercantile Marine. When these are taken into consideration, says Mr. Durston, our engine-room staffs compare favourably in every way with those of the Mercantile Marine. With regard to the assistant engineers for temporary service as recently advertised for, Mr. Durston urges that the regulations show that the authorities wish to get the pick of the young mechanics whose parents have made some sacrifice for them. It is not, however, intended to tap this source of supply to any great extent at present. Engine-room artificers perform junior engineers' duties, and therefore the head of the Naval Engineering Department thinks that their case should receive corsideration as to whether some of them might not receive warrant officers' rank. Only in an emergency such as we cannot at present contemplate, would engineers from the merchant service be drafted into the Royal Navy. Finally, Mr. Durston records his opinions that engineer officers in the Navy should be put on the same footing as regards training, &c., as the executive or deck officers.

Torpedoes and Torpedo Warfare.

The public of this country are, on the whole, very ignorant of the science of torpedoes and the theory of torpedo warfare, and perhaps pardonably so, because until recently the only compre hensive text-book on these subjects was of a nature too technical to be read by the ordinary civilian. The popularly written work of Lieutenant George Armstrong, now issued as one of the series of Navy Hand-books published by Messrs. Bell, removes this stigma from our literature, and places it within the reach of an intelligent Englishman to make himself thoroughly cognisant not only of the appearance of these weapons of war, but of their proper use. Lieutenant Armstrong deals with his subject in a singularly interesting manner, and the history and present con

dition of the weapon and all its accessories, as well as mines, nets, and torpedɔ craft generally, are so lucidly explained, that quite a thrilling interest is imparted to the subject. The concluding chapters of the book are supplied by an officer who, during the late Chino-Japanese war, actually saw and participated in torpedo warfare, have a special importance. All who are interested in the efficiency of the Navy should study this work, which is, moreover, beautifully and profusely illustrated with photographs, diagrams, and a very graphic, original drawing by M. Martino, the Queen's naval painter.

Sheerness Dockyard.

There is no very marked change in the condition of affairs at this yard since I wrote last. The Pelorus continues to furnish employment to the largest number of men. In addition to small craft, the Cleopatra and Champion have had a fair share of labour, but it is scarcely expected that the Tourmaline will take the place of the former vessel on the weekly pay-book. Probably she will, after paying off, join the Dockyard Reserve like the Garnet, her sister ship. The Swallow is another visitor that may give employment, but this is uncertain. What is to be the future career of the Cleopatra is still a matter of doubt, but one story is to the effect that she will be commissioned to perform similar work to that on which the Northampton is engaged, viz., as an auxiliary training ship for boys' newly entered. The arrival of the machinery of the Pelorus from Clydebank makes it pretty certain that this vessel will be passed into the A division of the Medway Reserve within fourteen months of the laying of her keel plate. The repair of the Onyx has been completed, and she has left for Harwich to resume her duties. The Niger, her sister ship, has also left after a similar overhaul. The Tourmaline arrived here from the West Indies on May 21st, and will dismantle and go out of commission at this yard.

Cruises and Trial Trips

Special interest attaches to the trial of the Talbot, the first of her class of cruisers to have her machinery tested on the mile. This vessel, which has been built and engined at Devon. port, has just completed most satisfactorily all her trials in the Channel. On the forced draught trial the mean results were: Steam, 144 lbs.; vacuum, starboard, 25 in.: port, 25 in.; revolutions, starboard, 144-2: port, 138-9; I.H.P., starboard, 4.957; port, 4,819; total, 9,776; air pressure 106 of an inch; speed, 20 knots. The machinery worked very smoothly, and there would have been no difficulty in increasing the H.P., but with that which was guaranteed only slightly exceeded half an knot in excess of the estimated speed was easily obtained. The thirty hours' coal consumption trial which followed was made with the engines working at of the natural draught power. This, it is calculated, is the most economical rate at which this design of cruiser can steam for long periods at a time. The mean results for the thirty hours' were: Vacuum, starboard, 26 in.; port, 26 1 in.; revolutions, starboard, 114.9; port, 113.5; I.H.P., starboard, 2,451; port, 2,462; total I.H.P., 4,913; speed, 16.68 knots. The coal capacity (normal) of this class of cruiser is 550 tons, and with this amount in the bunkers, the vessel steering at the above rate of speed could, as the coal consumption recorded was 1.84 lbs. of coal per each I.H.P. per hour, cover a fairly long distance. The opening up of the machinery examination was very satisfactory.

Explosion on Board the "Terrible."

The accident which occurred on board the first-class cruiser building at Messrs. Thomson's, at Clydebank, reveals the fact that we are as yet unacquainted with some of the dangers to which modern ships of war, and possibly merchant vessels, are exposed now that it is necessary to paint their inner skins. It appears that a gas was evolved from the paint with which the bilges of the huge cruiser was coated, and that this found its way into the circulating pump chamber, when it caused an explosion as soon as a naked light was brought into contact with it. The result was considerable damage to this part of the vessel, which, fortunately, was unattended with loss of life. The accident recalls the loss of the Dotterel, which was attributed to a similar combustion of volatile gas. The report of the Admiralty chemist has not been made public, but in the general interest it is to be hoped that it will be, and that all the light that can be thrown on the causes of the accident will be made public. Fortunately, the damage to the vessel is not great, and

will probably be covered by the provision of a new circulating pump chamber, but it is only right that all should learn by this experience, especially as several explosions which have occurred recently in the holds or other parts of vessels below water are still unexplained.

Pembroke Yard.

With regard to the proposed alterations and extensions at this yard, the Secretary of the Admiralty has written to the docal member stating that he does not understand how any misapprehension can have arisen in regard to the Admiralty proposals in this connection. The construction of the jetty will be proceeded with as soon as the proposal has received Parliamentary sanction, but the work will not be completed this year and provision will be made for its completion in 1897. General Laurie holds out some hopes of the Hannibal being completed

soon be ready for launching. Nearly the whole of the propelling machinery for this ship has been received in the yard from the contractors, Messrs. Penn & Sons, of Greenwich, and everything looks most flourishing for her progress. Repairing work and the preparation of ships for commission has prevented the Vindictive being pushed on, but she is not what can be called behind her time. The Grafton, which has hoisted the flag of Admiral Oxley, who is to be second in command on the China station, will leave here as soon as possible after June 4th to relieve the Edgar. Her repair and refit is of the thorough nature and this will possibly delay her a little. The Ranger, having completed her trials, is now ready for sea, and it is still thought likely that with the Haughty she may be sent to Malta. The Scylla hoisted the pennant on May 28th, and will leave for the Mediterranean to take the place of the Arethusa. The Jupiter is to come here from Clydebank for completion. The Mersey's refit was completed on the date already mentioned, and she left for her

at the yard, but he is not very sanguine, because it will be necessary to get her away by January in order that the Andromeda may take her place alongside the wharf at Hobbs Point. He does not despair of seeing 3,000 men at work in the yard with two ships in the water and two on the slips. The tube which has been manufactured by Messrs. Whitworth & Co. to give armoured protection to the telegraphic communication between the bridge and the conning tower of the Andromeda has been delivered and placed on board the ship. The masts of the Hannibal are to be delivered here, and Sir William White, who has visited the yard, has expressed himself as satisfied with the progress made on that vessel and the Andromeda.

Chatham Dockyard.

The building programme at this yard is being carried out with rapidity and it is certain that the Victorious and Minerva will be completed before the autumn. The trials of the cruiser will probably take place almost immediately. The Illustrious will

port. The Agincourt, having had a few external defects made good, has had her hull recoated with an anti-fouling composition. The Gossamer is being prepared at this yard for a commission in the Mediterranean, but no date has yet been fixed for her to hoist the pennant. Of vessels being re-armed at this yard, the Galatea's ports are nearly finished, the Severn is ready for her trials of the new armament, and the Leander is also in hand being prepared for her new guns.

North-East Coast Institution of Engineers and Shipbuilders.-The summer excursion of this Institucion will be to Cardiff, via Leeds, Crewe, and Pontypool-road, on the 22nd of June, calling at Sunderland and Stockton-on-Tees, and will return from Cardiff at about 9.30 a.m. on Saturday, June 27th.