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@ 1901.] MARINE REVIEW. 21 watchers, as the latter would not have sufficient speed to escape, even under the best conditions. "The fact that our second-class cruisers have not improved in speed during the last ten years was forcibly pointed out by Admiral Sir John Hopkins a short time ago, in a very interesting and comprehensive paper which he read at the Royal United Service Institution. The increase in size in the more recently built vessels of this class, and the saving of weight effected by the use of water tube boilers, have been devoted to giving them a more powerful armament, but without giving them any material advance in speed (half a knot nominal, I think it is.) It is not for me to criticize this policy. I merely point out that these later vessels do not appear to be any better suited to perform the duties of scouts than their older sisters; in fact, for some reasons, rather less so, as they cost about £50,000 more money. Our torpedo gunboats have not sufficient speed, or seagoing qualities, to enable them to act as scouts to our battle . squadrons; and, lastly our destroyers have neither the size, sea-keeping . qualities, nor the coal endurance to fit them for the duties; though they are doubtless excellent little vessels for the purpose for which they were intended. "Recent events in South Africa have illustrated the extreme impor- tance of efficient scouting in land warfare; and, if we may reason by an- alogy, there seems to be cause for believing that scouting will be of at least equal importance in the event of a great maritime war. I have thought it desirable to enter at some length into my reasons for proposing a vessel of this tonnage, speed, and horse power, with such a very light arma- ment, though I am ready to admit that such vessels are not wanted in peace time." PROPOSED DESIGN OF SHIP BRINGS OUT INTERESTING DISCUSSION. Admiral Fitzgerald submitted for criticism the design of the pro- posed vessel. The discussion is quite fully reported in Engineering of London. Capt. Clover of the United States navy was the first speaker. He said that the experience gained by American naval officers during the recent war with Spain was that there was very great need for scouts; they had employed ocean liners for the purpose, and had found them extremely efficient. As a result it had been concluded that it would not be desirable to build vessels especially for such purposes. Such craft must be of con- siderable size--a ship of 3,000 or 4,000 tons was hardly equal to maintain- ing speed in heavy weather during long voyages at sea. The ocean liners were, therefore, best fitted as long-distance scouts, whilst destroyers would fill the position of small scouts for closer operations. They ascertained, however, that in order to find the enemy's fleet they had to cruise all over the West Indies. Many vessels were required to form the big fleet of cruisers necessary, and, therefore, they had come to the conclusion they must depend on the ocean liners, keeping torpedo craft for close scouting. . Admiral Sir John Hopkins said that with all respecr to the opinions just expressed by his American friend, he did not think the big ocean liners would be able to carry out the work of scouting against a formid- able naval foe; say, for instance, one of these vessels was sent to watch certain straits, they would be chased off by more powerful vessels. We had plenty of 20-knot (measured mile) second-class cruisers, but they would be no good against 21-knot cruisers. Nelson had said that the want of frigates would be engraved on his heart. He needed scouts equal to those they would have to meet, but if they were run down they could not get the information that was needed. It was useless to send a ship into a position of danger of being overhauled and taken. He would always urge something more than 20-knot speed. Years ago Sir William White, with that rare skill which distinguished him, had designed 20-knot cruis- ers, but since then he had not gone further in this type of craft. Why, he would ask, was that? He was certain that a naval constructor could pro- gress further if he liked; what, then, held his hand? Capt. Mahan had said that rapidity in action was the most pressing need of a cruiser, other points were subordinate. Com. Ballard, an authority on such matters, asked for first-class cruisers to be brought to a speed of 23 or 24 knots, that second-class cruisers should be 22 knots, and third-class cruisers 21 knots. The speaker considered he was a moderate man in going no further. Foreign vessels were designed for 23 knots and were expected to get 24. In face of this, should we not also go higher? In conclusion, he thought the design shown should be built to, as it was the right kind of ship and one we needed. Capt. May, R. N., said he understood that this ship was to be able to run away, with the certainty of escaping a second-class cruiser, but it would be doubtful if it could escape from a first-class cruiser, as it was of small size, and would be unlikely to keep its speed at sea. It could, how- ever, be driven off by a second-class cruiser, but it would, in turn, drive away a third-class cruiser or a destroyer. Suppose, however, ten of these vessels were needed, it would be necessary to go to the house of commons and ask for £2,750,000 and 3,000 men. Taking the estimate of £100 per head, a very large sum of money would be demanded for ships not able to stand up to anything except third-class cruisers and destroyers. In re- gard to power, it was always understood in the past that the British frigate should beat a French vessel of the same class, but when America produced frigates more powerful than our own, an order was given that our frigates should not go out excepting in pairs. This vessel proposed was not, therefore, a "Nelsonian" frigate. In regard to scouting, ne would point out that the general operation was for the vessel seeking information to endeavor to come up with the enemy's fleet. In closing in she would meet a cruiser, and if the latter were one of the larger class she would be driven off, and probably see nothing of the hostile fleet but the one cruiser, and would, therefore, be unable to report the nature of the enemy's force to the admiral. He did not see much good in the proposed ship, nor how it would fit in. OPINIONS FROM SIR WM. WHITE AND OTHER DISTINGUISHED : CONSTRUCTORS. Sir William White pointed out that about three years ago a proposal was made in France to build two vessels closely approaching Admiral Fitzgerald's design. The vessels were described in detail, and a grant was made; but they were not yet begun, and the grant had not reappeared. here had been in the past considerable discussion as to the value of swift vessels moderately armed, and he thought the balance of opinion was _on the side which Capt. May had supported. If the size were kept down, and the speed were high, there must be sacrifices, as Admiral Fitzgerald had said. He thought that though 200 revolutions was slower running for the engines than in torpedo craft, it was still high, but the type of boiler could not-be used without some falling-off at sea, and he consid- ered 23 knots as a sanguine estimate. Still there was a large margin, but he thought 17,000 H: P. would have to be reduced as a continuous speed performance. Mr. Philip Watts said that in regard to the remarks made by Sir William White, it would doubtless be of interest if he gave figures show- ing how the displacement of the vessel described by the author was made up. They were as follows: Hull and fittings, 1,820 tons; machinery, 820 tons; protective material, 330 tons; armament, 130 tons; equipment, 150 tons; normal coal, 500 tons. The 820 tons was sufficient for two sets of four cylinder engines, which at 230 revolutions would give 17,500 I.H.P. For this ample steam would be given by sixteen Yarrow straight-tube boilers, working at less than three-quarters full power, and at slightly under 200 revolutions thev would get a speed of 23 knots. That would be with 2 in. of air pressure at the outside. Working, theretore, with 75 per cent. of the maximum performance of the boilers, there would be a quar- ter of the number available for being cleaned. That, no doubt, would be a high performance, but experience with recent ships had shown that it could be realized. If it appeared more than could be done, as probably it might to some, he would state that he had consulted engineers who had most experience in work of this kind. Mr. Marshall had said that the result could be reasonably looked for, and 'Mr. Robert Humphreys was prepared to undertake the work on these lines. He wished to state that the design shown was not his. His own feeling was that the ship should have a stronger armament. He would like to see, at least, two additional 6-in. guns, so that the ship would be able to meet a cruiser of the same size; by adding 200 tons to the displacement, two 6-in. guns and sub- merged torpedo tubes could be introduced; another 200 tons would give eight 6-in. guns in place of two 6-in. guns and six 4-in. guns, the speed remaining the same. The addition to the cost would be about £40,000, an outlay which he thought would be quite warranted by the advantages gained on an original total cost of £270,000. Prof. Biles said that Capt. Clover had given the results of practical experience in regard to the advisability of building such ships as the author suggested. The policy of using high-speed steamers as scouts had been questioned by others. He himself had read a paper at the South- ampton meeting of the institution on the possibility of adapting mercan- tile steamers for war purposes, especially for scouting. He had suggested a way of putting armor on a mail steamer, and so placing her in a defen- sible condition. Admiral Fitzgerald asked for his design £250,000, but the speaker would build a mail steamer on the lines he suggested for that sum, and which would be as good for war purposes, but would earn money: in the time of peace. It was for naval officers to settle the need for scouts: but if that exists, Capt. Clover's views were important. If they could use mercantile vessels for scouting, the available money under the navy esti- mates might be devoted to building vessels more intended to fight and not to run away. MASTERS AND ENGINEERS OF LAKE VESSELS. Lake Sand & Gravel Co., The, R. E. Doville, Sec'y, Toledo, O.: Steamers------Walter D., Capt. Byron Warner, Engineer Frank Shepler; Laura D., Capt. Frank Lamb, Engineer Valentine Felder; Commerce, Capt. Egbert Doville, Engineer Levi Eaton; Ella G., Capt. Richard Lynn, Engineer Geo. Gillespie; Syracuse, Capt. John Mulinix, Engineer Jacob -- Mulinix. United States & Ontario Steam Navigation Co., Wm. Wollatt, Mer. Conneaut, O.: Steamer--Shenango No. 1, Capt. R. R. McLeod, Engineer E. Wood. v Stewart Transportation Co., (C. F. Bielman, Mgr., Detroit: Steamer --C. F, Bielman,:Capt. Fred Stewart, Engineer Robert Lacey. ITEMS"OF GENERAL INTEREST. The American Steam Gauge & Valve Mnfg. '\Co., Boston, Mass., cele- brated the fiftieth anniversary of its organization on Tuesday of this week. A bill to incorporate the Dominion Steel Ship Building Co., which i ee before the legislature at Halifax for some time, was withdrawn ast week. The Michigan Yacht & Power Co., Detroit, Mich., has just launched a 50-ft. gasoline power boat for the Lewis River Mining & Dredging Co. for usé upon the Yukon river. Bartlett & Tinker, steamboat agents of Cleveland, announce that the first steamer of the Lake Superior Transportation Co.'s line will leave Cleveland on or about April 25. The first steamer of the Merchants Montreal line, also represented by Bartlett & Tinker, will leave for Montreal and other eastern Canadian points about April 26. _ Acchart of Agate and Burlington bays (Two Harbors) has just been issued and may be had from the Marine Review at 20 cents. As the district covered is small, the chart is on a large scale and shows clearly all the docks at Two Harbors. It is valuable also as a chart covering a part of the north shore of Lake Superior that is most visited by the ore and coal carriers. ; _ whe fire which visited the works of the B. F. Sturtevant Co. at Ja- maica Plain, Mass., on Sunday last, proved to be far less disastrous than was first reported. Only the engine and electrical departments were in- jured. The power plant was started up with but a single day's delay incident to renewing belts damaged by fire, and the entire blower, heater, forge, galvanized iron and shipping departments with the foundry, pattern shop, etc., were in full operation on that day and the shipments going forward as usual. No valuable office records were lost, the most serious damage occuring in the advertising department, where a large amount of printed matter was destroyed. Fortunately, however, an entirely new general catalogue was in press at the time and copies were issued on the 16th in time to meet all demands for information. New offices were es- tablished on Monday morning in a nearby building, and at noon Monday the business was running as usual. With these facilities at its disposal there is no likelihood of any delay in shipments except such as may occur in the electrical and engine departmens, and arrangements are already made for handling this work. '