Above the conning tower is the navigating bridge with chart room, steering standard, telegraphs, &c., required in the ordinary navigation of the ship.

The vessel is fitted with two steel masts, but unlike her larger sister, the Powerful, these are not fitted with fighting tops, but on top of main-mast pole is fitted large semaphore signalling apparatus. The vessel is fitted with steam steering gear, the engines being placed in the main engine room, and the gear aft under the protective deck. There are five steam steering positions, one on the forward navigating bridge, one on the aft bridge, one in the conning tower, and one forward and one aft, under the protective deck. Powerful hand gear is also fitted aft under the protective deck.

The vessel is lighted throughout with electricity, there being three dynamos supplying electricity to six powerful search lights, and the incandescent lights throughout the ship, which number about 850. The search lights are placed, one in special top on each mast, and two on each bridge.

The ventilation, both natural and artificial, is most complete There are four large ventilating steam fans for ventilating the main spaces of the ship, and one electric driven fan for cabin ventilation. On the deck are arranged two boat-hoisting engines and two coal-hoisting engines, heavy derricks being also fitted for hoisting the boats inboard and over the side. The boats, which are fourteen in number, and include a 56-ft. steam pinnace, and two steam launches, are stowed on a steel boat deck which extends from the forecastle to the after-bridge.

The total complement of the vessel, including the admiral's retinue, will be 718 men, for whose comfort every provision is made. The officers' quarters, which include a spacious suite for the Admiral, are arranged mostly on the main deck abaft the machinery, the crew and petty officers being accommodated on the upper deck under the forecastle, and on the main deck alongside and before the machinery spaces.

Numerous bath-rooms, wash places, galleys, latrines, pantries, and store-rooms are arranged throughout the ship in convenient positions, and every pains has been made to make the Niobe a first-class and fully equipped war vessel.

Description of Machinery.

The propelling machinery consists of two sets of inverted vertical direct-acting triple-expansion engines, having one highpressure cylinder 34 in. diameter, one intermediate 55 in. diameter, and two lower pressure cylinders 64 in. diameter, working on four cranks, the stroke being 48 in. The collective I.H.P. is expected to be about 16,500 when running 110 revolutions per minute, with 250 lbs. steam pressure at the engines. The orank shafts are in two parts of forged steel, and are 17 in. in diameter, with a 9-in. hole from end to end. Each cylinder is supported upon two forged steel pillars at the front and a strong cast-steel column at the back, with cast-iron guide plates attached for the piston rod cross-head. The main bearing frames to which the columns are fastened at their lower end are of cast steel, and are tied together longitudinally by cast-steel distance pieces; the main bearings being of gunmetal lined with white metal. The steam distribution valves for the high pressure and intermediate cylinders are of the piston type, having adjustable packing rings and those for the low-pressure cylinders are of the ordinary double-ported flat description, fitted with large relief rings on the back. The valves are actuated by ordinary double eccentric link motion, provision being made for reversing either by steam or hand gear. Each engine has one air pump worked by means of links and levers, from the high-pressure cross-heads. A small hand pump is fitted in each engine room, arranged so that it may be driven by the main engines at any time if required. There are two main condensers, each having a cooling surface of 8,750 square feet and two auxiliary condensers each having a cooling surface of 1,100 square feet. There are four centrifugal circulating pumps in connection with the main condensers which may also be used for pumping out the bilges in the event of a leak in the hull of the ship; the combined capacity of these pumps will be about 4,800 tons per hour. The auxiliary condensers have also centrifugal circulating pumps and independent air pumps in connection with them. The other auxiliary machinery in the engine-room comprises two electric light engines and dynamos, two steering engines, two reversing engines, two turning engines, two hot-well pumps, four fire and bilge pumps, two sets evaporators and distillers, and two ventilating fans and engines. The boiler rooms are all forward

of the engine rooms and comprise four separate watertight compartments, three of which contain eight boilers each, the remaining one has six boilers. The boilers are of the latest improved Belleville water-tube type with economisers, six of the boilers are composed of seven elements of tubes, twenty with eight elements and four with nine elements. Each element contains fourteen tubes, and the tubes are of solid drawn mild steel 4 in. external diameter. The economisers are composed of six and seven elements of fourteen tubes, the tubes are of solid drawn mild steel 2 in. external diameter. The total heating surface in the boilers and economisers is about 40,550 square feet, the grate surface is 1,449 square feet.

to 250

The casings are built of steel plates, lined inside with bricks in the vicinity of the fire grates, and having asbestos and silicate cotton covering outside. The working steam pressure in the boilers will be 300 lbs. per square inch, which will be reduced at the engine-rooms lbs. per square inch, by means of a "Belleville" reducing valve. The boiler-rooms also contain eight Weir's feed pumps, eight air-blowing engines, for supplying the furnaces with small jets of air under a pressure of about 30 lbs. per square inch, eight forced draught fans with independent open engines, and eight double-cylinder ash-hoist engines. Two ship's ventilating fans are situated in the auxiliary machinery room aft of the main engine-rooms, a third dynamo being placed in this room. The air compressors are placed in the capstan engineroom, and the air reservoirs in the submerged torpedo-room forward. The whole of the main and auxiliary machinery will combine upwards of 124 steam cylinders. The main steam pipes and the receiver pipes on 'the main engines are of lap-welded steel tubes, having a butt strap riveted over the weld, and are fitted at various positions with gun-metal expansion joints. There are in all four main steam pipes between the boilers and the engine-room, which are fitted with Belleville steam separators, from which the main engines take their supply. There will be four funnels placed in line fore and aft, the height of which will be about 80 ft. above the fire-grate.

Mr. Adamson said the first toast he had to propose was "Success to the Niobe," the vessel they had just put into th water. This vessel was known as a first-class cruiser. Six of this class of vessels had been built by contract, and two of them in the Royal Dockyards. The Naval Construction and Armaments Co. had been fortunate in securing two of these six vessels, and the second one, as they would have seen to-day, was well in frame alongside of the one they had just launched. These cruisers, when finished, would, he believed, be the largest cruisers in the Navy with the exception of the Powerful and Terrible. At the same time they fell a good deal short of the two vessels named, the displacement of the Niobe being 11,000, while that of the Powerful was 14,200, and the H.P. of the former being 18,000, as against 25,000 of the latter. In armament, casemates, protective decks, and other features, the cruisers were much alike. The Niobe, he went on to say, was commenced some fifteen months ago, and had been ready for launching about three or four months, but owing to a little difficulty with regard to Belleville boilers they had thought it best to postpone the launching till now. He anticipated a speedy completion of the machinery and other fittings, and in conclusion coupled with the boast the name of Sir William White, Director of Naval Construction.

Sir William White, K.C.B., in replying, said it was quite an unexpected pleasure to him to respond to this toast. He was not aware until Mr. Adamson had concluded his description of the Niobe, that he was expected to say anything on the occasion. She was a ship he had designed, as well as the Powerful. He had with great interest heard Mr. Adamson's comparison of the Niobe with the Powerful, but he took it that comparisons were not of very great importance, because the Navy naturally embraced many classes of ships, built for many services, and while the Niobe was, as Mr. Adamson said, not so large and not so powerful as the ship that bore that name, yet there could be no doubt that in deciding on building these vessels the Admiralty were governed by the consideration that there was room for such a class. It was interesting to notice that, although there had been a good deal of criticism and a good deal of hard words used about monster craisers, yet it happened that our vessels had been imitated in size and in other things at all events. Whatever advantage that might give, we were the first to take the lead in the building of large cruisers. He well remembered

when he proposed the building of the Blake and Blenheim class of about 9,000 tons, about nine years ago, there was a great outcry in some quarters that such large dimensions should be proposed for cruisers, but now they had building for the French and German Navies cruisers like the Niobe, viz., 11,000 tons. The Russians had cruisers of 12,000 tons, and they proposed, so it was said, to have cruisers of 14,000 tons. There was one nteresting fact always to be remembered, that general experience showed if they wanted vessels capable of steaming at a high speed, and maintaining that speed at sea for long periods, they must be of large dimensions, and it had always been a mystery o him why there should be such criticisms of these cruisers in the Navy, when it was remembered that even the Powerful and Terrible were small in comparison with ships in the Mercantile Marine. There appeared to be some confusion at times with regard to war vessels and those of the Mercantile Marine, and although those of the former was sometimes spoken of as having the largest tonnage, it was really less than that of the latter. Without wishing to appear egotistical, he could only say that if it had been possible to imitate in these large cruisers the dimensions and displacement which are given to many of the vessels in the Mercantile Marine, there was no doubt they could have produced much more powerful vessels. The vessels in the Transalantic service, such as the Campania and Lucania, were of very much greater displacement than that of any cruiser laid down for the Royal Navy, and while he recognised the great difficulties that had to be encountered in designing mercantile vessels, he thought everyone who, like Mr. Adamson, had had to do with the building of both classes, would admit that in proportion to the dimensions, and having regard to the displacement, that in designing these warships they had to do more in dimensions in the Navy than was necessary in the Mercantile Marine. The two services were different. The fact he wished to insist upon was, that this criticism of large dimensions for cruisers for the Navy proceeded for the best part from really imperfect information, and those who knew him would bear him out in saying that in the Mercantile Marine there was a tendency towards vessels of larger tonnage just as there was in the Navy. It was a great pleasure to him to come there again after so long an absence and see still further evidence of the excellent work which had been and still was being done by the Naval Construction and Armaments Co. for the Navy. It was a source of enormous strength to the country that establishments of this nature should exist. There was no country in the world to com. pare with ours in its resources of shipbuilding, whether for war or peace. The industry was one of enormous value, and all who wished well to the country, must hope for success and continued success of such enterprises as that, and he trusted that if the new arrangement they had all read of in the newspapers was carried out, it would only be the commencement of another period of even greater prosperity for this company under its new name than it had been in the past.

Admiral Boys, in rising to propose the next toast, expressed his regret at the absence of Lord Harris, the chairman of the company. Lord Harris bad not been with them very long, but his colleagues on the Board fully appreciated his business capacity, his quiet perception and decision. The reason of his absence that day was that he was attending on her Majesty the Queen. They had, in his representative, Lady Harris, a descendant of one of the greatest naval heroes, who gave to the Navy that significant importance which it now held. Lady Harris had been good enough to come there to-day at considerable inconvenience, and, he was afraid, suffering from indisposition, which they hoped would not be made worse by her exertions that day. They had to thank her for having given the Niobe a name. They valued and appreciated her services and he had much pleasure in presenting her, on behalf of the Naval Construction and Armaments Co., with a souvenir of the occasion. Admiral Boys then handed to Lady Harris a beautiful diamond anchor-brooch, supplied by Mr. Storey, jeweller, Dalton Road, Barrow, containing 65 brilliant diamonds of the highest quality, which were elegantly mounted to a special design.

Lady Harris, who was received with applause, said: It gives me the greatest pleasure to come here to-day to perform this ceremony of launching the beautiful cruiser Niobe, and I am quite sure that all those who have witnessed the ceremony will join me in wishing her every possible success in her voyages and in her future career every possible goodness and happiness. This, to me, as a descendant of one of the greatest admirals, whose victory at Cape St. Vincent 100 years ago we have just

been commemorating at my house at Metford, in Staffordshire, is a particularly interesting occasion, and I feel that we shall also wish that success will bring credit upon all those who have been connected with the building of the ship, and that she will bring great honour to the English Navy. I am delighted to have the pleasure of coming here to show how interested I am in the business with which my husband is so intimately connected, and to tell how sorry he was he could not come here to-day because he had to be in attendance on her Majesty the Queen at Windsor. I must say that I hope the tears of Niobe will only be the splash of the waves as they come over her bow. I wish the Naval Construction and Armaments Co. all success in the future, and also the town of Barrow.

Sir Wm. White, in proposing success to the Naval Construction and Armaments Co., said he would not be doing wrong in saying that the company would wish to be added to the toast, success to their successors when they arrived. With this toast he coupled the names of Mr. Adamson, managing director, their principal host of to-day, and the name of his co-director, Mr. J. Amman-Bryce and he trusted that both these gentlemen might long continue to be connected with the establishment in some way or other.

Mr. Adamson said he had always had pleasure in building ships for the Admiralty. The first time he had to do with the building of these ships he remembered was in 1865, when he had charge of drawings for H.M.S. Midge. From that time to this he had always more or less to do in Admiralty work. In the last eight years they had in Barrow one, two, three and sometimes as many as six vessels, building for the Admiralty at one time, and he hoped this would continue, and that there would always be plenty of this class of work.

Mr. J. Annan-Bryce said, on behalf of the directors he fully appreciated the way they had received the toast. Sir William White had been kind enough to say that he hoped Mr. Adamson and himself would be long connected with that establisment. With regard to Mr. Adamson he was glad to say that he would be connected with the company under its new form; but as to himself he was afraid that he as well as the other directors were on the point of performing a happy despatch. He thought there was always a likeness between companies like that and individuals. It was born into the world, struggled for existence, and then finally came the time of its departure, and he could only hope that the company, as well as the individual had during the time of its existence done its duty, and would leave behind it a good name. Judged by this criterion the company had not done badly. It had had a short life, and it had been a hard one. It came into existence nine years ago this month,not altogether under very favourable circumstances, because it took over a business which up to that time had not been very profitable. Since that time, however, it had established a name second to none in the country. The yard was known to be the best yard in England or Scotland either. So far as he knew there had hardly beenin fact there had not been-a complaint of any kind of the work they had done. That was owing, he hoped, partly to the cooperation of the Board of Directors, but almost entirely to the ability of the men connected with the management of the yard. First, they had Mr. A. D. Bryce-Douglas, whom they lost in the prime of his life after being with them only a short time. Mr. Adamson, who had succeeded him as managing director, had fully maintained, indeed, increased the reputation of the company. He (Mr. Adamson) had the good fortune to be seconded by many able men, such as Mr. Gowan, Mr. Buchanan, and Mr. McKechnie (who had not been long with them, but who bid fair to be a splendid man), and some time ago Mr. Blechynden. These men had helped to build vessels which were known in all parts of the world, such as the Oruba and the three Empresses, which bound the British Empire together all round the world. These magnificent vessels, designed by Sir William White, Mr. Durston, and others, would hand down not only their names, but that of the company, to immortality in the annals of England. These were troublous times, and they might see the great vessel they had that day launched take part in war. If she did he was sure she would do credit to her designers and builders. He hoped the success of the company's successors would be equally great. When, a few months ago, a proposal was made by Messrs. Vickers, of Sheffield, the directors thought it the interests of the shareholders that they could not refuse it. The business as it existed up to the present time had been largely speculative, and had rested upon a very narrow basis. Now, however,it would be placed on a broader basis under the control of Yorkshire gentlemen ;

gentlemen possessed of means, possessed of intelligence and enterprise. They had made a great reputation as manufacturers of armour-plates and guns, and he had no doubt they would be able to bring into this district an immense increase of business. He thought they would approve of the action of the directors of the company in consenting to efface themselves from the surface of the world. As this would probably be the last function they would have the honour of attending as directors, he begged to thank them for the enthusiastic way in which they had received the toast. The proceedings then terminated.

there is no one to be found bold enough to assert that any battleship in the world is effectively protected against such an attack. Of course most men-of-war are fitted with torpedo nets and booms, but the uselessness of such a flimsy and troublesome apology for defence against torpedo attack is deplored by all naval authorities.

The case of the battleship Sanspareil when preparing to resist torpedo attack at Torbay on Saturday, the 25th of July, 1896, during the course of the naval manoeuvres, will illustrate one feature of the useless character of this attempt to protect ships against torpedoes. When the order "Out nets" was given the lengths of netting had to be laid along the ship's deck to le

THE DEFENCELESS NAVIES OF THE

WORLD.

THE rapid development and perfecting of various systems of strides during the last few years will undoubtedly claim recognition in the next great naval war, as surpassing in destructive capabilities the most effective gun fire or even in eclipsing the dreaded havoc to be anticipated when a battleship is rammed by an opponent.

It is claimed that many heavily armoured battleships are absolutely shot-proof in the most vital parts at which the shot and shell of heavy ordnance can be directed. This claim is more or less correct, but when the present vulnerable parts of ship's hull are considered, forming as they do an expansive under-water target at which torpedoes will be aimed in battle,

shackled together and fastened to the booms. In this ship the task of getting out the nets was hampered by the fact that she could not carry her nets ready hauled up to the booms owing to these nets in that position covering up her battery of 6-in. quick-firing guns. Every available man, stokers off duty, as well as bluejackets, had to lend a hand in this laborious task, and they managed to get these nets rigged out in about a quarter of an hour from the time when the order was first given. Considering that torpedoboat destroyers now travel at a speed of over 30 knots per hour it is evident that in actual warfare the Sanspareil could have been torpedoed and sunk before her nets were placed in their protective position.

But even supposing that this wire netting could be operated more expeditiously than in the case referred to, it has other grave faults. For instance, they materially hamper the firing operations and movements of a ship to which they are attached.

In most ships they would when topped mask a number of guns and also the discharge of deck torpedoes. Again, the first evolution of a ship in harbour on sighting an enemy is to get under way, which cannot be done until her net defence, which would be rigged out, is got on board. The insuperable difficulties attending this troublesome operation conveys the opinion that a ship thus caught at anchor is in all probability a ship lost, and that this loss is mainly attributable to the detrimental nature of her so styled "defence."

Even should the ship attacked not attempt to get under way, but remain at anchor with her nets out, trusting to them for defence, her case would be still hopeless. It is well known that every destroyer now possesses cutters which can be attached to

portion of the ship to which they are fitted. In the system here illustrated, which is only one of a number of alternative modes of operating steel-plate guards, the shields are hinged to the ship's side just above the water line.

Fig. 1 illustrates the Jones torpedo defensive shield when stowed, that is, when closed up to the ship's contour ready for sea. These guards, when thus closed, do not offer any undue resistance to high speeds, as the additional thickness they create on the under-water section is no more than that which is put upon our fastest wood-sheathed and coppered cruisers.

Fig. 2 shows this torpedo-guard in its defensive position, to which it can be almost instantaneously extended by automatic means, thus allowing all the hands on the ship to attend the

any torpedo, and which will cut through the toughest and heaviest nets ever yet made without prematurely exploding the torpedo. The most successful "net cutter" yet invented is that of Rear-Admiral Wilson. Leaving the point of so-called torpedo net-protection of ships at anchor, which is shown to be worthless, its uses at sea are nil, as it would be impossible to use them at all on a ship under way.

It is evident that if external protection is to be adopted it must be arranged in a very different form to any that at present exists. A system of torpedo defence which is well adapted to fulfil the conditions to be met in submarine warfare is shown in the accompanying illustrations. This torpedo-guard system of defence is the invention of Dr. G. Horatio Jones, F.R.S.L., of Great Russell Mansions, London, W.C.

As will be seen, it consists of a series of steel-plate shields shaped and stiffened to conform to the configuration of the

fighting and working of the vessel at a crucial moment when the battleship is engaged in the heat of action at close quarters. Captain S. Eardley-Wilmot, R.N., late chief torpedo expert of the Admiralty, in his report on torpedo defence, after condemning the net and boom system says:-"This plan proposed by Dr. Jones is, in my opinion, the best which has yet been put forward for guarding against the terrible effects of locomotive torpedo attacks; and, looking to the grave issues involved, I consider that expenditure would be wisely incurred in giving it a thorough trial."

Sir Edward J. Reed, K.C.B., F.R.S. (late Chief Constructor of the Navy) in his report upon Dr. G. H. Jones' improved Torpedo Guard, says: "I have examined the patent specifications, models, and documents, descriptive of the Torpedo Guard for ships of war, of Dr. G. H. Jones, of Great Russell Street, London, and have come to the conclusion that it is so well

conceived and designed for the important object which the inventor has in view as to deserve practical development upon a working scale.

"In view of the enormous experimental and actual outlay in all the Navies of the world upon torpedo defences of mere network, it may be presumed that it is of vital advantage to arrest an approaching torpedo at a distance of several feet from the bottom of the attacked ships. These net defences are assuredly much inferior in many respects to the sheet-steel defence provided by Dr. Jones, especially as regards the relative quickness and efficiency of bringing them into and out of position, operations for which Dr. Jones makes provision by means of most ingenious but perfectly sound mechanical arrangements. Nor must I omit to mention that the torpedo guard of Dr. Jones protects the bilges of the ship, from the keel outwards, in a manner wholly unapproached by the net system, or any other system with which I am acquainted."

We may state, in conclusion, that the inventor, Dr. G. H, Jones, F.R.S.L., of Great Russell Mansions, opposite the British Museum, has, besides the system shown in our illustrations, patented various other modifications of his systems of steel-plate defence.

NAVAL MATTERS-PAST AND PROSPECTIVE.

THE

(From our own Correspondents at home and abroad.)

Portsmouth Dockyard.

HE chances of a naval review in connection with the Queen's Diamond Jubilee being held at Spithead have been much discussed here, but the general opinion appears to be that no such review will take place, which will undoubtedly be a setback to the hopes of Portsmouth. Several Nelson relics have lately come to light here, chief among which are four handsome candlesticks which were in use in Nelson's cabin at the battle of Trafalgar. On the 1st of May the Admiralty will take over from the War Office the site of the present Anglesea Barracks. Very early in the new financial year it is hoped that a start will be made towards the demolition of the old buildings on the site and the erection of new ones, which will enable the output of work from this yard to be increased. A while ago we received news of a story from Glasgow, to the effect that five battleships of the Canopus class, were to be laid down, but it now appears that this was a rumour pure and simple. The Controller of the Navy paid us a visit recently in connection with the proposed new Royal yacht. Many of the designs of the late Prince Consort are to be duplicated in the new yacht, especially in the matter of the internal fittings. The work on the Caesar and Gladiator is growing apace, although, owing to several unforeseen obstacles arising for which the yard is not entirely responsible, the former vessel is somewhat behindhand.

Watertube versus Cylindrical Boilers.

It

In the Year Book of the Office of the United States Naval Intelligence, the verdict of Mr. Durston, the Engineer-in-Chief of the British Navy, is given as in favour of water-tube boilers as against Scotch and other boilers, for marine purposes. is his belief that the advantage of lightness is of great importance in war vessels where high speed for a short distance is required. The low cruising powers which most vessels exert during best part of the time they are in commission is only a small proportion of the power which they are really able to develop, and he thinks that a small engine is more productive of economy in such a case. The use of water-tube boilers of the Belleville type in about twenty-three ships of the British Navy was subjected to much severe criticism in the House last year, when several members gave it as their opinion that they were adopted without sufficient trial, and supposing they had turned out to be failures all these vessels would have had to be supplied with fresh boilers, and the British taxpayer would have had to suffer for the money thus wasted. But the rapidity with which it is possible to get up steam, the Admiralty contended, outweighed all other considerations. On the other hand, Mr. James Howden opined that there would be a difficulty in main. taining steam for a period with the engines at rest with these boilers, owing to the small quantity of water they contain, their larger grate surface, and their small steam room, which renders it necessary to remove fires, lay down steam, and have the fire

bars recoaled and ready for lighting. Thus, he argued, ships fitted with the boilers in question are generally unprepared; while, on the other hand, vessels fitted with cylindrical boilers are ready to move at a few minutes' notice. He was backed up by Colonel N. Soliani, who thinks that none but torpedo boats should be fitted with water-tube, boilers, but believes that a middle course will eventually be adopted by retaining the best characteristics of the cylindrical boiler, while the exigencies of modern steaming and increased efficiency are to be secured by means of arrangements of water tubes. The trials of the Powerful and Terrible has demonstrated the soundness of Mr. Durston's judgment.

The Use of Liquid Fuel in Foreign Navies.

The use of liquid fuel in France is said to be gradually on the increase, in fact she is said to be the largest user of this kind of fuel of any country in the world. All her ships are to be fitted for burning this auxiliary fuel, which is very much on the increase in favour for marine boilers. As is perhaps fairly well-known, the petroleum is of the consistency of thin treacle, with very little smell attached to it, and is of a light brown colour. The wear and tear on the boilers is lessened by its use, and the necessity for forced draught and closed fireroom is done away with by the method by which the fuel in injected into the furnaces, which is in the form of spray, the heat being intensified thereby. A M. Siegle has invented a boiler for the sole use of this particular fuel, which is now under consideration by the French Admiralty. He claims for his invention that it brings about complete and direct utilisation of heat and perfect combustion, the smoke pipe gases being free from all traces of carbon monoxide. The heating surface is increased by the single furnace being divided into a number of tubular telescopic furnaces, which also have the advantage of consuming the fuel regularly. Germany and Italy are also going in for the use of liquid fuel on an extensive scale. It is claimed for it that by its use it is possible to increase the speed of a vessel from 8 to 13 knots in from 7 to 15 minutes, without extra expenditure of coal. The larger vessels are to carry about eighty tons of this fuel. It has been contended that if it is possible to obtain so many advantages from the use of this liquid fuel, the sooner it is adopted by our Navy the better, but it is advisable for the Admiralty to act with a certain amount of caution, especially when it is remembered that we do not produce petroleum in this country, while we have plenty of coal.

The Health of the Navy.

The report of the health of the Navy for 1896 has recently been issued, and from it we gather that on the whole this may be regarded as satisfactory, if we take notice of the preface to the report by the Director-General. The increase in the number of diseases is attributed principally to the numerous cases of influenza rather than anything more serious. This increase in diseases among the men occurred chiefly on the Home, China, Cape of Good Hope, and West Coast of Africa Statione. Unfortunately, too, there is an increase in the number of deaths; but this is accounted for by the disaster at Chemulpo, when the pinnace of the Edgar foundered and 48 officers and men met their deaths. An increase in malarial fevers is also to be noticed, which occurred mainly among the sailors engaged in the different punitive expeditions on the East and West coaste of Africa, especially in the Brass river expedition. The lowest sick rate was on the South-East coast of America station, and the highest on the East Indies &tation. The ratio per thousand sick men daily on the Home station was 40·43; Mediterranean station, 37-19; North American and West Indian, 3652; SouthEast Coast of America, 33.38; Pacific, 41-12; Cape of Good Hope and West Coast of Africa, 48-85; East Indies, 49.9; China, 45 12, Australian, 44-87, and in the irregular force, 43:06. The particular diseases from which the men suffered appear to be enteric fever, from which 270 patients suffered, and out of these 50 died; cholera is responsible for four deaths, and dysentery eight. There are 10,292 cases of venereal disease, one case to every seven officers and men, and although these figures are startling enough, still they are a slight decrease on those of the previous year.

Chatham Dockyard.

There is an abundance of work here. The sister ships Arethusa and Leander will before long have been finished, especially the latter ship, which is now practically completed, but with regard to the former it is not expected that she will be