publication in the Transactions, and the usual vote of thanks to the authors of the papers having been proposed by the president and passed, the meeting adjourned, the members separating with the intention of next meeting at Hamburg.

Discussion on Mr. Seaton's paper.

The discussion on this paper was opened by Mr. Milton, of Lloyd's, Sir John Hay being in the chair. The speaker said there had been papers dealing with fractures of steel on previous occasions, but this was the first showing that the cause might be revealed by the microscope. It was an important point especially in regard to shafts, for it was annoying after preparing a shaft to have to cast it aside. The author had directed attention to the researches of Professor Arnold, who had confirmed Dr. Sorby's researches, and demonstrated the causes of the peculiar behaviour of alloyed metals when under mechanical treatment, and the speaker would like to ask whether annealing without work showed its influence by microscopic examination; he had found copper brittle when unannealed, but when annealed it possessed the usual ductility. Referring to the shaft in question he was surprised that such good mechanical tests were stood as the chemical analysis showed it to be of such bad material. The speaker did not agree with the author that to bore out the centre of the shaft rendered it much safer, as it removed that part of the forging liable to be of inferior material, and in which disintegration would most likely commence. It might be true with shafts such as figured in the first illustration, where the disintegration commenced from the centre, but supposing the shaft were like the second one illustrated, in which the weak part is near the circumference and the sound metal in the centre.

Mr. Hall, of Sheffield, was speaking, when the Earl of Hopetoun entered and replaced Sir J. Hay in the chair. Referring to Mr. Milton's surprise at the shaft doing so well as it had, the speaker did not think the results at all unusual. As a practical steelmaker he knew that ingots will pipe, but the good steelmaker casts his ingots long enough to cut off the pipe, and with it the sulphur and carbon which, owing to its remaining liquid the longest, would congregate there. In regard to annealing he would say good steel could not be spoiled by judicious annealing, and thought there was as much need to anneal forgings as castings. Speaking generally on the trustworthiness of steel shafts, he would point out that the one referred to was made in 1883, at which time steelmakers did not know as much as they do now, and though the shaft was as bad as it well could be, it had stood a good many years, and with increased knowledge and modern improvements, no good steelmaker in the present day would turn out a shaft as bad as this. Though Mr. Seaton said he was somewhat sceptical of the fatigue theory, he, the speaker, had in his paper on "Fractures in Steel Shafts," referred to cases in which it had been found that shafts of good material had broken, after years of work, and he could see nothing to account for it but the theory of fatigue. He was glad to hear what Mr. Seaton said about the use of the microscope, and thought there was a great future for it in the examination of steel.

Mr. Thornycroft considered the Institution greatly indebted to the author for impressing on users of steel the value of the microscope, and thought this method of investigation might be extended to other materials, and he would like to ask whether anything had been done in the examination of gun-metal. He trusted this manner of investigation would be followed up.

Mr. Ellis expressed his appreciation of the good work Professor Arnold had done, and thought the discussion valuable in that it brought the steelmaker and user into contact. His company (John Brown & Co., Limited) had been using the microscope for many years, and he could bear testimony to its value. He thought the bad analysis of the shaft was due to a pocket in which the objectionable materials had collected. As to alarming the steel user by the revelations of the microsections, which showed lines of weakness, he would point out that, although the pictures were of good size, the particles of steel they represented were very minute.

Mr. Manuel told how his company (the P. & O.) had been using steel shafts since 1881 without a single breakage or discovering a sign of fracture, and he did not now, after 14 years, feel inclined to go about, as was proposed, with a microscope in his pocket looking for flaws. The use of the microscope was not, however, new to him. Since 1881 he had put 110 steel shafts in vessels, and he did not fear using steel, as one shaft had

run nearly a million miles, and was still good. He quite agreed with what the author said about fatigue, but he did not agree with cutting out the middle of the shaft, for his experience was that shafts break down from the outside, and not from the middle. He would point out that in microscopic investigations only a minute part of the metal was taken, and he did not think it justifiable to condemn the whole on the testimony of that minute part.

Mr. Hall here remarked that by fatigue he meant the effect of continuously bending metal in one direction and then another.

Mr. A. Denny considered Mr. Manuel's shafts stronger than many persons thought necessary. He would like to see hollow shafts universally adopted, as when the hole was made in the middle they were able to make up to the full section in order to give the required strength, by adding to the diameter outside, in addition to which the boring-out gave facilities for inspection.

Mr. R. Matthews thought the analysis of the shaft would lead one to suppose that it was made from the remains of steel castings, and had taken in all the dregs. The proper way to make such a shaft was by the hydraulic press, and not by hammer. It was the practice of his firm (Whitworth & Co.) to anneal a forging for a shaft, then turn it, and then anneal again. The formation of the collar was also important; they did not make their shafts as large diameter at the end as the collar had to be, and then turn them down; but they upset the end, so as to get the fibres of the metal running from the shaft into the flange, so obtaining the full strength of the metal. Regarding what had been said about fatigue, he thought a shaft, like a man, had a given capacity for work, and that you could not expect to get long life out of poor material.

Professor J. O. Arnold feared, from some remarks of Mr. Manuel's, that his report to Mr. Seaton was not as clear as it should have been. He, Mr. Manuel, had imagined himself going about with a pocket microscope, but the speaker assured him he would want something very different wherewith to carry on such an investigation. Mr. Milton had asked whether the microscope would reveal annealing. Mr. Seaton had. examinations made (not by the speaker) which showed this In the unannealed sample the casting was seen to consist of particles of steel and iron laid alongside each other; after annealing they were no longer side by side, but interlocked. He did not think the difference due to annealing could be due to molecular changes, but to inter-crystallization. With regard to fatigue, his idea was that it was due to the gradual loosening of crystals in the metal. Mr. Matthews had spoken of a homogeneous metal, but he did not think such a thing existed, certainly it did not exist in the form of steel shafts, all of which, as the microscope showed, consisted of particles of iron and steel alongside each other.

Mr. Seaton, in his reply, said it had been stated that the shaft referred to had passed the Board of Trade and Lloyd's. Undoubtedly the analysis was bad, but he would point out that neither of the two departments referred to tested the piece which goes into the ship, but tested that which did not go into the ship, and which was prepared by the steelmakers for the purpose of testing. He would test parts of the shaft itself, thus drillings for bolt holes could be utilised. Mr. Thornycroft had raised an important question about testing gun-metal with the microscope, but the speaker's interest was more with the high strength bronzes. He thought Mr. Manuel need not trouble to go about with a microscope in his pocket as his shafts were always made strong enough to relieve him of any anxiety, even if they were made of cast-iron they would probably stand their work. He thought his paper ought to allay any scare on the part of steelmakers, for if a shaft so inferior in composition did its work for so many years, how very trustworthy steel shafts as now made should be found. Referring to Mr. Matthew's contention for the use of the press, the speaker said no one doubted but that very perfect forgings were turned out by the big Manchester firm, but some makers still say that a hammer is best for the purpose. He would not enter into the question, which was purely one for the steelmakers, whether hematite ore was good or not for making steel for forgings, he was not informed on the question, but he must confess he was surprised to hear that material condemned. However, he might tell Mr. Matthews that the firm which supplied the shaft referred to in the paper professed to use nothing but Swedish iron.

Discussion on Captain Little's Paper.

Before this paper was read the Earl of Hopetoun informed the meeting that he had been summoned to a conference with Mr. Goschen and must therefore apologise to the members for running away. Previous to his departure Sir E. J. Reed proposed, and Mr. Martell seconded, a vote of thanks to the noble President for his conduct in the chair. His lordship having suitably replied, Sir E. J. Reed took the chair, and the reading of the paper was proceeded with.

Mr. Martell, in opening the discussion, said that disaster to grain-laden ships more often occurred through bad proportions than from the causes referred to by the author. The fault had been that beam was too small as compared to depth. To show that the figures given in the paper were not applicable to the present time, Mr. Martell pointed out that one of the ships quoted, 20 years old, was 284 ft. long, 34 ft. beam, and 26 ft. deep. No one would ever think of building such a vessel today. Happily, the losses of mercantile ships were decreasing continually, and one cause for this was the better proportions now adopted, and another cause was the load-line Act. He could not agree with the author as to a hard-and-fast line being laid down in regard to metacentric height, and he would challenge the statement as to the safety of sailing ships; he maintained that never were sailing ships better built or safer than in the present day. Feeders he thought of service for filling up spaces under decks when grain cargoes were carried, but a better way was to take out the lower deck so that there would be no spaces below it to fill, and to make up for the loss of strength due to the absence of the deck by putting in additional strength in the hull structure.

Mr. A. Denny thought, with Mr. Martell, that it would not be wise to attempt a hard-and-fast line for metacentric height. He was pleased to find in the author one of those able sea captains, and the class was happily increasing, who took more than ordinary interest in the scientific features connected with the vessels they had to command.

Captain Law instanced the danger that frequently arose from the ventilators being washed away from the decks of grainladen vessels and so allowing water to get into the cargo. More ships were lost, he thought, from this cause than from the shifting of the cargo. Of course ventilators were necessary for coal cargoes, but he did not think them essential for grain.

Captain Little having briefly replied, the meeting terminated with the usual votes of thanks.

The discussion on Mr. R. E. Froude's paper on "The NonUniform Rolling of Ships" was, as might be expected from the title, of a more or less abstruse mathematical nature, and need not be fully reproduced by us.

Sir William White congratulated Mons. Bertin on having emulated Mr. Froude to complete the work on which he had for ten years been engaged, and announced that Mons. Bertin would contribute his reply in writing. He, the speaker, thought this the most important paper they had had for twenty or twenty-five years. He considered the paper extremely valuable to naval architects, because it classified and summarised all work done before, and then carried the problem beyond the limits hitherto reached. In the course of his remarks Sir William told how, in his experience on the point of observation, the waves frequently failed to assume those gracefully rounded curves shown on the diagrams, the surface of the sea being more often like a confused series of pyramids.

Mr. Thornycroft said the paper pointed to the desirability of those at sea recording their observations so that students of wave motion might give effect to what would be likely to happen in the case of a ship amongst more complicated wave systems.

Professor Biles thought that the paper opened up a new field

Lieut. Kriloff, having thanked Sir E. J. Reed for his kind expressions, proceeded, with the aid of sketches on the blackboard, to deal with certain points raised in the discussion of his paper.

În the absence of the author, Mr. C. E. Stromeyer's paper on the "Measurement of Feed and Circulating Water, &c., by Chemical means," was read by the secretary.

Mr. Shonheyder, in opening the discussion, said that the methods proposed would be useful for measuring large quantities of water, but he considered it inferior to measurement by the drum weir, the latter enabling the quantity of water passing to be seen at any time, whereas by the author's system, samples had to be taken and analysed. The author said that the chemical system he proposes gave a difference from the meter readings of 5 per cent. On board ship they required an apparatus which was not interfered with by the motion of the ship, and he found he could get with a meter an accuracy of indication within 1 per cent. of absolute truth, and further, meters could be read by ordinary engineers, whereas chemical analysis required special knowledge. Mr. Stromeyer had said that on account of the air which is mixed with the feed water, when the pumps are worked by the main engines, meters would not give accurate results. The speaker provided a valve to let the air out continuously and he found that the error was within 1 per cent. Of course, if a large volume of air had constantly to be dealt with he would provide special means for extracting it. Mention had been made in the paper about the difficulties attendant upon pumping hot water, but he had gone as high as 296 deg. Fahr. with success.

Mr. Milton did not suppose that the author wished to fit the apparatus he described in the paper to a marine engine, but the speaker considered he might justly claim to be the first to suggest a workable method of measuring the vast quantity of circulating water used at sea. The speaker called attention to the fact that athough an error of 5 per cent. had been admitted it was not large when it was considered that the tests were made with Glasgow water, the purest supplied for municipal purposes, and he personally thought that a test which would give results with a water containing only one or two grains of salt per gallon must be considered very accurate.

Mr. Thom, of Glasgow, remarked that he had assisted at one of the trials mentioned in the paper. These trials were made to test ordinary boilers against water-tube boilers, and thus he considered the information obtained was extremely valuable. By the aid of the system suggested in the paper, they were able to get records of the amount of circulating water used-data not to be obtained by any ordinary means. He contended that meters would occupy too much space on shipboard, and, again, the pipes and connections leading to them would take up a great deal of room. The accuracy of the new process surprised him, and he was sure that all engineers would be thankful to the author for the years of study he had given to this matter, and for the amount of ingenuity displayed in carrying out the experiments.

Mr. J. G. Kinghorn's paper on "Salvage Appliances," was read by Capt. J. Bell, the author being absent. This paper elicited no formal discussion, but on the conclusion of the reading a number of models, which were placed on the platform, were exhibited in action, and afforded considerable interest to the members present. The meeting, after the usual votes of thanks, then adjourned until the evening.

"THE MORSE" VALVE RESEATING MACHINE.

were apt to get too much into the way of thinking they knew all about rolling. The speaker instanced some curious rolling motions he had observed with a ship having a negative metacentric height, he had made calculations and found her perfectly safe.

66

Mr. Froude having briefly replied, the next-an even more advanced mathematical-paper, on A New Theory of the Pitching Motion of Ships on Waves, and of the stresses produced by this Motion," was read by the author, Lieutenant A. Kriloff. Professor Biles, Mr. Froude, Mr. A. Denny, Professor Greenhill, and Sir E. J. Reed took part in the discussion of this paper, the latter expressing his grateful thanks to the author for the information the paper afforded.

N our issue for March, 1894, we gave an illustrated since then we are pleased to hear that it has been extensively adopted by engineers, manufacturers, steamship owners, &c., with evident satisfaction, as the makers inform us they are constantly receiving repeat orders.

The appliance was, at the time of our description, made in three sizes only, viz., the first size to deal with valves from in. to 4 in., the second size dealing with valves from 3 in. to 9 in., and the largest size sufficing for valves from 4 in. to 12 in. Owing to an

increasing demand for an intermediate size, the patentees have now placed on the market a machine capable of dealing with valves ranging from 1 in. to 6 in., and this size, we are informed, has lately been in so great request that the makers have been unable to supply the orders on hand. The range of work of the tool has also been extended by a recent addition to the outfits, as the 6 in., and 9 in. machines can now be supplied with apparatus for dealing with the discs, or valves, of various descriptions, whereas formerly their sphere of usefulness was limited to the valve seats only.

The invention of Mr. Morse, the machine does its work quickly and accurately, and as it will reseat any valve, steam or hydraulic in its place, and without having to take down or in any way disturb the valve or the range of pipe, it is obvious that its use will save time, trouble, and expense, besides cutting short the loss due to leakage.

Over 4,000 firms, including the Admiralty, many of the leading steamship, railway, and hydraulic companies, and all the leading engine builders, are now using the tool, a fact which is perhaps the best proof of its appreciation. Many of these firms commenced with the small size machine, but have subsequently extended their orders up to the largest size.

All further particulars can be obtained from Mr. Richard Rankin, of 22, Manchester Street, Liverpool.

NAVAL MATTERS-PAST AND PROSPECTIVE.

(From our own Correspondent.)

I Service Institution there are printed two essays, devoted to

N the current number of the Journal of the Royal United

the subject of the requirements of the Royal Navy in personnel. The first of these is by Commander Honner, and won the Gold Medal of the institution; the second is by Captain EardleyWilmot, and took the second prize given by the Council. To our readers the portions of these essays dealing with the engineering branch of the naval profession will be the more interesting, and therefore a brief summary may be acceptable, although everybody who wishes to learn the opinions of the service on this most important question should read the essays for himself. Commander Honner gives the following table of the number of engineer officers which he estimates are required for the service of the fleet, and the number available:

Rank.

Chief Inspectors and In

spectors of Machinery

...

-

Fleet Engineers

In addition to the above, 172 engineer students were in training at the beginning of the year. From this source Commander Honner reckons that 70 officers might be obtained, leaving a deficiency in round numbers of 170. He hopes that by the extension of Keyham College an increase of students will be possible, so that the deficiency may in course of time be made up from this source. He is opposed to direct entry, and believes, that by an addition to the pay of the engineers all difficulty in obtaining a supply of the right kind of officers would be surmounted. That the social position of an engineer has anything

to do with the matter he doubts, since "a wardroom mess is a Bohemian society-taking a man for his individual worth-there is little of class caste about it." Commander Honner has not much faith in the R.N.R. engineer, nor will have until he has served a course of training in war vessels. Dealing with the engine-room artificers, "the backbone of that service," he says, "if we consider what a mass of engines, all of different types, are to be found on board a modern battleship, and only differing in degrees on the smaller vessels, we are forced to the conclusion that nowhere but in the Navy itself can such training and experience be obtained." He calculates that 2,400 engine-room artificers are needed for the fleet, and recommends the establishment of a reserve of trained men from the merchant service. He also makes suggestions for the establishment of a reserve of stokers and firemen, and reckons that by his plan, in ten years time there would be available, in addition to the 2,400 artificers and 14,000 stokers in the regular Navy, sufficient reserves to make up a total of 22,403 men of these branches.

Entry and Training of Engine-room Staff. Captain Eardley-Wilmot does not, in his suggestions, enter into so much detail as Commander Honner, but what he has to say is very much to the point. First treating the matter historically, he passes in rapid review the means of entry and training of engineers for the Navy which have been adopted since 1838, when regulations on this subject were first promulgated. Then, after a description of the present methods, he says:-" It will be observed, however, that they (the engineers) are not brought into contact with the younger officers of the fleet until they meet in a seagoing ship. I cannot help thinking that it would bring this branch more in harmony with the others if it were recruited in the same way, and entered the service through the same channel. Let all join the training establishment, and on completion of the 18 months, or even a year, those who intended to follow the career of an engineer could undergo the further training in a dockyard, as now, instead of embarking in a training squadron, (the course he suggests for naval cadets). Friendships would be formed in the training establishment, to be renewed afterwards at sea, which would tend to an increased sympathy between the branches and conduce to that co-operation between them so essential to the best interests of the service." For the engine-room artificers and stokers, Captain EardleyWilmot has several suggestions to make. The former grade

...

he thinks should be reached only from the latter, as the status of a chief petty-officer in the Navy should only be reached after experience in the Navy has proved the fitness of the recipient. At the same time he would give commissions as engineers to selected men, from the artificers grade, just as he would open the quarterdeck to the seamen class. Stokers, he considers, when newly raised, should invariably go through a course of training in all classes of vessels before being drafted to ships in actual commission for service. His plan for creating an effective Reserve is very similar to that advocated by Commander Honner, and consists essentially in establishing short service alongside the long continuous service which at present obtains. By this system the continuous service man would enter the Navy for a lifetime, the short service man for a period of training, and then find his livelihood in the Merchant Marine and other seafaring pursuits, his earnings being supplemented by a retaining fee from Government, while, of course, he would be liable to be called out in case of emergency. It is believed by many people that this is the only way in which an effective reserve of seamen and stokers can be obtained, and that indirectly this system would also have the result of filling our Merchant Marine with native-born seamen, instead of as at present, a very large proportion of foreigners.

Portsmouth Dockyard.

The prescribed time for constructing the new battleship is 20 months, which will be an advance on the record which stands in the case of the Majestic and Magnificent at just under two years. The Prince George and the Eclipse will both be finished before next winter, and should be nearly out of hand by the time the new ship is begun, so that there will be a fair field for work on her. It has been decided to build a smithery between the pumping station and the new dock, an establishment which has for long been required in this part of the yard. The Nymphe paid off on April 2nd and the Beagle on April The Barham and Bellona will come here to be fitted Thornycroft water-tube boilers. The Nelson was

17th. with

commissioned on April 14th to take a new crew to the Trafalgar. The Fox,commissioned the same day, has left to relieve the Swallow on the Cape Station. Overtime is being worked here, not only on the new ships Cæsar, Eclipse, and Gladiator, but during the last month on the coastguard vessels, Australia and Edinburgh, as well. The visit of the Lords of the Admiralty was made in connection with the business of the Naval Works Bill, and they took note of the steady advance which is being made with the new docks, particularly No. 14. The Prince George also came in for inspection, and although overtime is not being worked on her, such good progress has been made, both by constructors and engineering contractors, that but little doubt remains, if the armour-makers keep time, the vessel will be completed to date. It is stated that after all the dredging operations, which have been going on here for so long, the improvement in the depth of the channel is but small in proportion, and for this reason a boom defence is to be prepared at Calshot Castle to shut in Southampton Water as a secondary harbour for men-of-war in time of emergency. The Powerful and Terrible are both to come to this port for their trials and completion, and it is expected that they will arrive in June or July. No. 96 torpedo boat has been delivered here from White's yard at Cowes, and is the last boat of this class built for the Navy. The Eclipse is in a fair way now to be completed for the Reserve. The Intrepid was commissioned April 28th to relieve the Tourmaline. This dockyard is now at the height of its activity, for in addition to the construction work, the coastguard and training ships are undergoing refit, and the Royal yachts, such as have not been finished, are also in hand. The next ship for the pennant is the Melpomene to relieve the Dædalus at Bristol.

General Programme and Progress.

An interesting return is published in Lloyd's Register for the quarter last completed, which shows that at that date there was a total of eighty-three warships building in the United Kingdom with a displacement of 312,375 tons. Of these vessels all but nineteen are being constructed for the British Navy. Fifteen are building in the present dockyards, two battleships at Chatham, one at Portsmouth, and one at Pembroke; one firstclass cruiser at Pembroke, two second-class cruisers at Chatham, two at Portsmouth, and three at Devonport. There are also two third-class cruisers building at Sheerness. Of course, under the head of building, those which are technically" completing are included. Of the British Navy ships building in private yards, Messrs. Thomson, of Clydebank, have one battleship, two cruisers and four destroyers. Messrs. Laird have one battleship and six destroyers. The Barrow Co. (Naval Construction and Armaments) have two first-class cruisers, two second-class cruisers, and two destroyers. There are also in process of construction on the Clyde one first-class cruiser, four second-class cruisers, and one destroyer. The balance is made up by six destroyera at Chiswick, six at Barrow, two at Paisley, one at Barrow, and one at Sunderland, while Mr. White at Cowes, had still a first-class torpedo-boat on the stocks. To these vessels several more of the new programme must now be added. The four new third-class cruisers of the Pelorus type are to be named Perseus, Prometheus, Pegasus and Pyrames.

The Subsidised Mercantile War Auxiliaries. Although it is now fully recognised that a merchant ship of the fast ocean liner class cannot be converted into a war cruiser, there can be no question that these vessels will be most useful to the Government in war time. The Admiralty, therefore, having inspected and passed a number of ships of this kind, their owners will as usual receive subsidies entitling the nation to have first call on their services in an emergency. The sum of £48,620 will be paid this year to the Cunard, Peninsular and Oriental, White Star, and Canadian Pacific lines. This is an increase of £3,137 on the sum paid last year, and distributed as follows, entitles the Government to the services of the vessels named: Cunard Co.Campania and Lucania, £7,500 each; White Star Line-Teutonic £7,285, Majestic £7,396; Peninsular & Oriental Steamship Co.Himalaya and Australia, £3,375 each; Victoria and Arcadia, £2,438 each; Canadian Pacific Co.-Empress of India, Empress of China and Empress of Japan, £2,437 each. The following additional steamships belonging to the above companies, are under the terms of the contracts by which the subsidies are paid, to be held at the disposition of the Admiralty in certain eventu. alities. White Star Line-Britannic, Germanic and Adriatic; Cunard Line-Etruria, Umbria, Aurania and Servia ; P. & O. Co.

The dates fixed for the completion of the vessels building here are now settled. The Victorious will be completed next September, the Illustrious in June, 1897, and the new battleship in September, 1898. Of the cruisers, the Minerva will be finished and out of hand by July, and the Vindictive by December, 1897. Several vessels from private yards will come here to be fitted out. The Jupiter battleship from Thomsons, of Clydebank, the Diana and Venus, cruisers from the Fairfield Co., and the Dido, a sister ship, from the London and Glasgow Engineering and Shipbuilding Co. The refit of the Severn being complete, the Leander will take her place and in addition to refit and overhaul will receive quick-firers and a new rig. The coast guardships Mersey and Galatea are refitting, and the latter is also receiving a new armament of quick-firers. The trial of the Monarch was very satisfactory, a speed of from 15 to 17 knots being easily attained. The Triton, surveying vessel, has left to begin her summer work. The refit of the Cyclops is complete, and indeed by the way the work is being pushed on it is evident that the programme both of repair and shipbuild. ing will be carried out to date. The Grafton fits out here to relieve the Edgar, and it is reported that the torpedo-boat destroyers Ranger, Porcupine and Haughty will be commissioned either for service in the Channel or Mediterranean. The work on the new barracks will soon be commenced in earnest, and as a preliminary step the old Brennan torpedo factory has been given up by the War Office, and its site, like that of the prison, will be occupied by four blocks of new buildings. It does not appear to have been definitely settled whether the new hospital will be erected on ground at the eastern end of the Dockyard extension, or upon higher ground near Gillingham, but the point will probably be decided soon, as it is certain that the work will not be long delayed. It is in contemplation to supply this yard with another dock, as at present there are only four of from 400 to 410 ft. in length, and one of these is always used for building purposes. It was at one time proposed to use the north and south locks as docks, but the foundations being unsafe, this plan is now definitely abandoned.

Engineers and Stokers in the Reserve.

The well-known engineer expert, whose notes in the Globe on engineering subjects always attract special attention, writes:-In the opinion of most people the present Admiralty is the best we ever had, and yet it is far from perfect. For instance, Mr. Goschen has more than once asserted that the Admiralty have no difficulty in obtaining as many stokers as they want-this, of course, is necessarily not of the First Lord's own knowledge, but what he is told to say-and yet I hear from one of our most important dockyards, from a source on which I can implicitly rely, that there is a dreadful scarcity of stoker's ratings in the Reserve, worse than ever. In this particular port there are not ten chief stokers and twenty-five leading stokers, while stokers are so scarce that not a single ship can be found in the Reserve that is not below her proper "skeleton" complement. Another officer writes from a no less important dockyard to say he has not had a quiet day for ages. He is always being taken away to do testing and other kinds of work in other vessels, although he has a party of mechanics and stokers hard at work in his own ship, where his presence is sorely needed. Other senior men are taken away from their own particular duties to run trial trips and the like because the Reserve is so extraordinarily shorthanded. In former times there were generally sufficient supernumerary officers in the Reserve to attend to trial trips, examinations, &c., bat the day of the supernumerary engineer officers in the Fleet and Dockyard Reserve has apparently gone for ever.

Steam Trials of the "Renown."

The steam trials of the Renown battleship, built at Pembroke, and fitted out at Devonport, have been highly successful, and reflect the greatest credit on Sir William White, her designer, and on the manufacturers of the engines, Messrs. Maudslay, Sons & Field. The speed attained on the eight

hours' trial was nearly a knot in excess of that fixed by the contract, being 17-9 knots; and on the four hours' forced draught trial, with an air pressure of only 7-10ths of an inch, the speed was 18 knots. The engines of the Renown are of the usual Navy type, and there are eight single-ended return-tube boilers. The propellers are 16 ft. 6 in. in diameter, with 21 ft. pitch. The boilers have a collective grate area of 821 square feet and a total heating surface of 28,840 square feet. There are eight fans for the supply of forced draught, and the tubes, of which there are 4,640, are fitted with the Admiralty ferrule. The forced draught trial, which took place on April 6th, gave the following mean results for the four hours:-The steam pressure was 145 lbs., the vacuum 27 in., the air pressure in the stokeholds (as already mentioned) 7-10ths of an inch, the mean revolutions 104 per minute, the mean I.H.P. for the starboard engines 6,340, and for the port engines 6,561, making a total of 12,901. The speed by log, verified by cross-bearings, gave a mean of 18 knots, the maximum being 19 knots. Some interesting trials are to be carried out by the Majestic. These trials will consist of a series of runs over the measured mile at Stokes Bay, including two of 10 knots, four at 12 knots, four at 14 knots, four at 16 knots, and two runs at the slowest possible speed. On the completion of these trials the battleship will steam at full speed with forced draught over a given course, making a nine hours' run, in order to determine what are the best possible results which can be obtained.

Devonport Dockyard.

The Arrogant cruiser will be launched here on May 26th. The Edgar, which is to be relieved by the Grafton, will come here for overhaul and repair. She has been absent since March, 1893. The new battleship will be laid down in December next on the slip which the Arrogant vacates, and which is to be prepared for the purpose with all possible expedition after the launch. The Hyacinth was paid off the day previous to Good Friday, and the Sappho with relief crew of Phabe on the following Saturday. The Sappho has since been commissioned with new crews for the Sphinx and Redbreast on the East Indian station. The visit of the First Sea Lord and Controller to this yard was doubtless in connection with the progress of the new works, but their lordships took occasion to visit the Renown, and also to have a cursory inspection of the Arrogant and other vessels in hand. The Benbow is to have her 6 in. guns replaced by quick-firers. One of the ships which has left this port during the month is the Northampton, which is doing most useful work in training boys. Since she was commissioned in June, 1894, no less than 1,426 boys have joined her, and more than 1,000 have been passed into the Navy. A fair proportion of the lads have gone from the West Country, a locality which from time immemorial has had the reputation of supplying good material to the sea service. Good progress is being made with the extension of the Naval Engineering College, a new recreation ground on the site of the old Keyham lake being a great improvement on that previously existing. The new dockyard extension scheme provides for the construction of two basins, one lock, and three docks capable of taking in any modern vessel. The "A" division of the Fleet Reserve at this port has never been so full as it is now, with the following vessels and torpedo craft: Northumberland, Agamemnon, Bellerophon, Temeraire, Belleisle, Gorgon, Thames, Blanche, Pearl, Forth, Antelope, Harrier, Hussar, and torpedo boats Nos. 45, 52, 53, 55, 57, and 58.

Torpedo-boat Destroyers.

The Admiralty have recently given orders for the construction of an additional number of torpedo-boat destroyers, and among them one that is to have the speed of 32 knots. This boat will be built by Messrs. Thornycroft, who now hold the palm for building the fastest boat afloat. With the four boats now ordered, this firm will have ten in hand. Of the fifteen boats ordered soon after the publication of the Estimates, the Angler and the Ariel will be built at Thornycrofts; the Avon and the Bittern at Barrow; the Bat, Chamois, Whiting, Crane and Star, by Palmer's Co., at Jarrow; and the Earnest, Griffon, Locust, Panther, Seal and Wolf, by Laird's, of Birkenhead. All these boats are longer, larger and faster than their prototypes, and will have improved sea-keeping powers. They carry also a heavier armament. Of the older boats the Porcupine has recently been passed on to the "A" Reserve, as ready for sea; the Ranger,

built by Hawthorn, Leslie & Co., made a mean speed on her three hours' trial of 27-172 knots; the Haughty also made a speed of just under 28 knots on the Mapling, with an I.H.P. of 4,224. The names of the first batch of destroyers of 30 knot destroyers, and their distribution to the contractors is, the Desperate, Larne, Foam and Mallard, at Thornycrofts; the Electra, Brazen, Recruit and Vulture, at Clydebank; and the Quail, Thrasher, and Virago, at Birkenhead. The Desperate, on her official three hours' trial, made 30 knots with ease, the actual distance covered during the three hours' run being 103 statute miles, and this, although the wind was high and the sea rough for trial purposes. Messrs. Earles, of Hull, and The Naval Construction and Armaments Co., of Barrow, have each recei red orders from the Admiralty for the construction of two 30-knot destroyers. In the latter case these are additional to two already in hand.

The Engineer Students at Keyham.

Previous to leaving for the Easter vacation, the students at the Royal Naval Engineers' College, Keyham, were assembled in the gymnasium for the distribution of the prizes won at the last examination. Rear-Admiral Church, who was accompanied by Commander Grenfeil, the Captain of the College, gave away the prizes after an inspection, followed by a short address. These prizes were, as usual, of a scientific and useful character, and the names of the successful students are as follows:-Prizee for study, Fourth year, Wilding, for general progress and the best papers in higher mathematical and mechanical subjects, physics and chemistry; Third year, Parry, for general progress and the best papers in physics and chemistry; Second year, Mitchell, for. general progress and the best papers on physics and chemistry. English and French:-Martin for best paper in mathematics, Hamilton for general progress, and Wilshen for general progress. Prizes for workmanship: Carter, Dawson, Dowling, Rowe, Nicholson, Coleman, Hocken, Warren, Broke and Alexander. Prizes for professional subjects: Simmons, Dawson, Edmonds and Gillingham. The prize-giving was attended by, amongst others, Mr. R. Mayston, chief engineer of the factory at Keyham, Mr. J. Crocher, who has been acting as headmaster during the absence of Professor Worthington; Mr. Bennet, R.N., who is in charge of the practical educational course; with Messrs. Wharten, Cole, Davies and Carter, masters of the college.

Sheerness Dockyard.

The Charybdis, which has been refitting during Easter, has since left to rejoin the Particular Service Squadron. She had her new steam capstan fitted at Chatham. The torpedo-boat destroyers Contest and Janus, having been completed, have again taken their places in the instructional flotilla, but it is supposed that their places will presently be taken by the Porcupine and Haughty, so as to give all the completed boats a certain amount of work. The Wye, after refit, has left for the west coast of Africa and Ascension, carrying out a new crew to the Magpie gunboat, now about to hoist the pennant for a third commission. An extension of date has been made for the completion of the Pelorus, and it is not unlikely that day and night shifts will be needed to have her finished by the end of May, so that she may go into the "A" division of the Fleet Reserve by the middle of June. Another vessel in which there has been some delay is the Cleopatra, but the work of rigging her new spars will soon be completed now, and in any case she should be ready to join the Training Squadron if required before the vessels make their next cruise. She has had a very extensive refit, which is the reason why she has taken rather longer than was at first anticipated. The Caroline has come to hand for good, her active service being at an end on her paying off on April 10th. There is a report afloat that she will be used as a depot ship, and at one time it was suggested that she might be chosen as the new training tender to the Britannia. Now, however, it appears likely that she will join the list of vessels for sale. The gunboats Onyx and Niger will not both undergo refit at this yard, the former only being taken on hand while the latter goes to Portsmouth. In the engineer's department good progress is being made with the torpedo-tubes for the Powerful and Terrible, which are to be fitted at Portsmouth with these adjuncts. The repairs of the surveying sloop Egeria are being now carried out in the steam basin, where she will be masted and otherwise prepared for another commission. One of the chief questions submitted to the First Lord of the Admiralty during his recent visit was a