Chapter 11 of 11 · 25481 words · ~127 min read

XI.

THE REED ERA.

In 1862 Mr. (afterwards Sir) E. J. Reed, was appointed Chief Constructor, and proceeded at once to produce the type of ship chiefly associated with his name. His ideals ran in the direction of short, handy ships of medium size, as heavily armed as possible, and with a good turn of speed. His arguments in favour of these ideals he afterwards described as follows:--[95]

“The merits of ironclad ships do not consist in carrying a large proportion of weights to engine-power, or having a high speed in proportion to that power; but rather in possessing great powers of offence and defence, being comparatively short, cheap, and handy, and steaming at a high speed, not in the most economical way possible, but by means of a moderate increase of power on account of the moderate proportions adopted in order to decrease the weight and cost, and to increase the handiness.”

Generally speaking, his views were very revolutionary. The greatness of Sir E. J. Reed lay in the fact that he was the first man to conceive of the ironclad as a separate and distinct entity. Previously to him the ironclad was merely an ordinary steamer with some armour plating on her.

[Illustration: SIR E. J. REED.

From a portrait made when he was Chief Constructor of the British Navy]

His first ship was the _Bellerophon_, of 7,550 tons displacement. She embodied distinct novelties in the construction of her hull, described by her designer in the following passages:--[95]

“The _Warrior_ and the earlier ironclads are constructed with deep frames, or girders, running in a longitudinal direction through the greater part of the length of the ship, combined with numerous strong transverse frames, formed of plates and angle-irons, crossing them at right angles. In fact, up to the height of the armour the ship’s framing very closely resembles in its character that of the platform or roadway of a common girder bridge, in which the principal or longitudinal strength is contributed by the continuous girders that stretch from pier to pier, and the transverse framing consists of short girders fitted between and fastened to the continuous girders. If we conceive such a platform to be curved transversely to a ship-shape form, and the under side to be covered with iron plating, we have a very fair idea of the construction of the lower part of the _Warrior_. If, instead of this arrangement, we conceive the continuous longitudinal girders to be considerably deepened, and the transverse girders to be replaced by so-called ‘bracket-frames,’ and then, after curving this to a ship-form, add iron-plating on both the upper and the under sides, we have a correspondingly good idea of the construction of the lower part of the _Bellerophon_. The _Bellerophon’s_ construction is, therefore, identical in character with the cellular system carried out in the Menai and other tubular bridges, which system has been proved by the most elaborate and careful experiments to be that which best combines lightness and strength in wrought-iron structures of tubular cross-section. The _Warrior’s_ system, wanting, as it does, an inner skin of iron--except in a few places, such as under the engines and boilers--is not in accordance with the cellular system, and is inferior to it in strength. As regards safety, also, no comparison can be made between the system of the _Warrior_ and that of the _Bellerophon_. If the bottom plating is penetrated, in most places the water must enter the _Warrior’s_ hold, and she must depend for safety entirely on the efficiency of her watertight bulkheads. If the _Bellerophon’s_ bottom is broken through, no danger of this kind is run. The water cannot enter the hold until the inner bottom is broken through, and this inner bottom is not likely to be damaged by an ordinary accident, seeing that it is two or three feet distant from the outer bottom. Should some exceptional accident occur by which the inner bottom is penetrated, the _Bellerophon_ would still have her watertight bulkheads to depend on, being, in fact, under these circumstances in a position similar to that occupied by the _Warrior_ whenever her bottom plating is broken through; while an accident which would prove fatal to the _Warrior_ might leave the _Bellerophon_ free from danger so long as the inner bottom remained intact.”

As to be related later, the _Vanguard_ disaster tended to contravert this optimism--but of that further on. The point of present interest is the recognition and establishment of a principle which, however commonplace to-day, was in those days a complete novelty and a special feature of the iron ship as a peculiar war entity.

Equally of interest, in some ways more so, are the following anticipations of torpedo possibilities. The torpedo is such a familiar thing to-day that it is hard to throw ourselves back into the point of view necessary to appreciate the prophetic instincts of the man who created the first vessels which can really be called “battleships.”

“It may be proper in this connection to draw attention to the fact that the probable employment of torpedoes in a future naval war has not been lost sight of in carrying out these structural improvements. Up to the present time torpedoes have been used almost solely for coast and harbour defence, and have, under those circumstances, proved most destructive, as a glance through the reports of the operations of the Federal Fleet at Charleston and other Confederate ports will show. It is still doubtful, however, whether these formidable engines of war can be supplied with anything like the same efficiency at sea under the vastly different conditions which they will there have to encounter. The Americans have, it is true, proposed to fit torpedo-booms to their unarmoured ocean-cruisers, such as the _Wampanoag_, and a naval war would doubtless at once bring similar schemes into prominence. Nothing less than actual warfare can be expected to set the question at rest; but whatever the result of such a test may be, it is obviously a proper policy of construction to provide as much as possible against the dangers of torpedoes; and it must be freely admitted that the strongest ironclad yet designed, although practically impenetrable by the heaviest guns yet constructed, would be very liable to damage from the explosion of a submerged torpedo. No ship’s bottom can, in fact, be made strong enough to resist the shock of such an explosion; and the question consequently arises: How best can the structure be made to give safety against a mode of attack which cannot fail to cause a more or less extensive fracture of the ship’s bottom, even if it does no more serious damage? In our recent ships, as I have said, attempts have been made to give a practical answer to this question. Seeing that the bottom must inevitably be broken through by the explosion of a torpedo which exerts its full force upon the ship, it obviously becomes necessary to provide, as far as possible, against the danger resulting from a great in-flow of water. This is the leading idea which has been kept in view in arranging the structural details of our ships to meet this danger, and the reader cannot fail to perceive that the double bottom and watertight subdivisions described above are as available against injury from torpedoes as they are against the injuries resulting from striking the ground.”

[Illustration: THE _BELLEROPHON_, COMPLETED 1866.]

Details of the _Bellerophon_ were as follows:--

Displacement--7,550 tons.

Length--300 ft. between perpendiculars.

Beam--56ft. 1in.

H.P.--6,520.

Mean Draught--26ft. 7ins.

Guns--Ten 12-ton M.L.R., five 6½-ton M.L.R. (changed in 1890 to ten 8-in. 14-ton B.L.R., four 6-in., six 4-in. ditto.)

Armour (iron)--Belt 6in., Battery 6in., Bulkhead 5in., Conning tower 8in.

Speed--14.17 knots.

Coal--650 tons.

Launched--1865; completed, 1866.

Cost--Hull and machinery--£322,701.

The 12-ton guns were on the main deck, the 6½-ton on the upper deck, two of them being in an armoured bow battery. The _Bellerophon_, completed in 1866, was ship rigged, and carried the then novel feature of an armoured conning tower, abaft the mainmast.[96] She proved extremely handy, her turning circle being 559yds. as against 939yds. for the _Minotaur_ and 1,050yds. for the _Warrior_. A balanced rudder, introduced in her for the first time, helped this result to some extent; but the well thought-out design of this, the first real “battleship,” was the main cause.

The _Bellerophon_ was followed by a series of “improved _Bellerophons_,” which will be dealt with later. First, however, it is necessary to revert to the coming of the turret-ship.

So long ago as the Crimean War Captain Cowper-Coles had introduced the _Lady Nancy_, “gun-raft,” previously mentioned in connection with that war. In the year 1860 his plans had matured sufficiently for him to make public the designs of a proposed turret ship, with no less than nine turrets in the centre line, each carrying two guns which were to recoil up a slope and return automatically to position.

There has been much discussion in the past as to whether Coles or Ericsson, the designer of the _Monitor_, first hit upon the turret-ship idea. As a matter of fact neither of them invented it, as the idea was first propounded in the 16th century, and “pivot guns” had long existed. In so far as adapting the idea to modern uses is concerned, Ericsson was first in the field, but his turret revolved on a spindle. The merit of the Cowper-Coles design was that he evolved the idea of mounting the turret on a series of rollers, thus making it of real practical utility.

[Illustration: THE _ROYAL SOVEREIGN_, 1864.]

Coles’ ideal turret ship was not received officially with any great show of enthusiasm; as a matter of fact it was an impracticable sort of ship. The famous fight between the _Monitor_ and the _Merrimac_, early in 1862, in the American Civil War, was, however, followed by a perfect “turret craze.” Turret ships were popularly acclaimed as essential to the preservation of British naval power. The idea of a sea-going ship without sail power was unthinkable; but the turret ships for coast defence purposes were demanded with such insistence that in 1862 Captain Coles, now more or less a popular hero, was put to supervise the reconstruction of the old steam wooden line-of-battleship _Royal Sovereign_ into a turret ironclad.

This ship was originally a three-decker. Coles cut her down to the lower deck, leaving a freeboard of ten feet. The sides were covered with 4½-inch iron armour. Four turrets were mounted on Coles’ roller system, the forward turret carrying two and the other three one 12½-ton guns. These turrets were generally five inches thick, but at the portholes were increased up to ten inches. They were rotated by hand power. There was one funnel, in front of which a thinly armoured conning tower was placed. Three pole masts were fitted. This ship was completed in 1864, and was fairly successful on trials. The cost of conversion was very heavy, and being wooden-hulled her weight-carrying ratio was small, 1837 tons to 3,243 tons, weight of hull.

Coles was at no time satisfied with this old three-decker an a proper test of his ideas, and his agitation was so far successful that the _Prince Albert_ was presently built to his design. She was an iron turret-ship, generally resembling the _Royal Sovereign_, though carrying only one gun in each turret.

Particulars of her are:--

Displacement--3,880 tons. Length--240ft. p.p. Beam--48ft. 1in. H.P.--2,130. Mean Draught--20ft. 4ins. Speed--11.65 knots. Coal--230 tons. Guns--Four 9-in. 12-ton M.L.R.

To the same era belong three armoured gunboats--_Viper_, _Vixen_, and _Waterwitch_--of about 1,230 tons each, armed with a couple of 6½-ton M.L.R. guns, armour 4½ins. The _Waterwitch_, which was slightly the heavier, was fitted with a species of turbine, sucking water in ahead and ejecting it astern (a very old idea revived). This was moderately successful, as the trial speeds of the three were:--

_Viper_--8.89 knots. _Vixen_--9.59 knots. _Waterwitch_--9.24 knots.

In the _Vixen_ twin screws were for the first time tried.

The _Prince Albert_ was completed in 1866, the same year as the _Bellerophon_. Long before she was completed, Coles was agitating for the application of his principles to a sea-going masted ship.

[Illustration: THE _WATERWITCH_, COMPLETED 1867.]

Sir E. J. Reed has left it on record that his attitude in the matter was that of an interested observer. He was at no time blind to the advantages that the turret system conferred; but, unlike the Coles’ party, he was equally observant of its disadvantages. At a very early date he threw cold water on the masted turret-ship idea, and insisted that for a sea-going turret-ship to become practicable she must be mastless. He further pointed out that for a given weight eight guns could be mounted broadside fashion for four carried in turrets.

He developed his own ideas in the _Hercules_, laid down in 1866. The _Hercules_, except that recessed ports were introduced to supply something like end-on fire to the battery, was an amplified _Bellerophon_. Particulars of the _Hercules_ (which was always a very successful ship) are:--

Displacement--8,680 tons. Length--325ft. Beam--59ft. ½in. Mean Draught--26ft. 6ins. H.P.--6,750. Guns--Eight 18-ton M.L.R., two 12½-ton M.L.R., four 6½-ton M.L.R. Armour (iron)--9in. 6in. Belt and Battery. Speed--14.00 kts. (14.69 on the measured mile trials). Coal--610 tons. Cost--Hull and machinery, £361,134.

The _Hercules_ was completed in 1868, contemporaneously with the completion of the _Agincourt_ and _Northumberland_, which were very slowly finished.

At and about the same time the _Penelope_ was built. She was designed for light draught and river service, her maximum draught being kept down to 17½ft. She carried eight 9-ton guns and had a 6-inch belt. Sir E. J. Reed being absent from office, his chief assistant, afterwards Sir N. Barnaby, was mainly responsible for this ship. She was given twin screws.

Captain Coles meanwhile continued to demand turret-ships, and in 1865 submitted a design for a sea-going turret-ship, which was referred to a Committee of Naval Officers. They declined to approve the design, but expressed much interest in the principle involved, and recommended that an Admiralty design on similar principles should be worked out, and a ship built to it. This eventuated in the _Monarch_, which in substance was an ordinary ironclad of less freeboard than usual (14ft.) with two turrets on the upper deck, carrying each a pair of the heaviest guns then in existence (25 tons).

[Illustration:

BELLEROPHON. HERCULES. AUDACIOUS. SULTAN. ALEXANDRA.

BROADSIDE AND CENTRAL BATTERY SHIPS OF THE REED ERA.]

It is difficult to ascertain what part (if any) Sir E. J. Reed had in the design of the _Monarch_. At a later date in the work already referred to (1869) he criticised her severely enough.[97]

“I have already intimated that the enlarged adoption of the turret system has usually been associated in my mind with those classes of vessels in which masts and sails are not required. It is well known that others have taken a wider view of its applicability, and have contended that it is, and has all along been, perfectly well adapted for rigged vessels. I have never considered it wholly inapplicable to such vessels: on the contrary, I have myself projected designs of sea-going and rigged turret-ships, which I believe to be safe, commodious, and susceptible of perfect handling under canvas. But most assuredly the building of such vessels was urged by many persons long before satisfactory methods of designing them had been devised; and my clear and strong conviction at the moment of writing these lines (March 31, 1869) is that no satisfactorily designed turret-ship with rigging has yet been built, or even laid down.

“The most cursory consideration of the subject will, I think, result in the feeling that the middle of the upper deck of a full-rigged ship is not a very eligible position for fighting large guns. Anyone who has stood upon the deck of a frigate, amid the maze of ropes of all kinds and sizes that surrounds him, must feel that to bring even guns of moderate size away from the port holes, to place them in the midst of these ropes, and discharge them there, is utterly out of the question; and the impracticability of that mode of proceeding must increase in proportion as the size and power of the guns are increased. But as a central position, or a nearly central position, is requisite for the turret, this difficulty has had to be met by many devices, some of them tending to reduce the number of the ropes, and others to get them stopped short above the guns. In the former category come tripod masts; in the latter, flying-decks over the turrets; the former have proved successful in getting rid of shrouds, but they interfere seriously with the fire of the turret guns, and are exposed to the danger of being shot away by them in the smoke of action; the latter are under trial, but however successful they may prove in some respects, they will be very inferior in point of comfort and convenience to the upper decks of broadside frigates. In the case of the _Monarch_, which has a lofty upper deck, neither a tripod system nor a flying deck for working the ropes upon has been adopted. A light flying deck to receive a portion of the boats, and to afford a passage for the officers above the turrets, has been fitted; but the ropes will be worked upon the upper deck over which the turrets have to fire, and consequently a thousand contrivances have had to be made for keeping both the standing and running rigging tolerably clear of the guns. It seems to me out of the question to suppose that such an arrangement can ever become general in the British Navy, especially when one contrasts the _Monarch_ with the _Hercules_ as a rigged man-of-war. Nor is the matter at all improved, in my opinion, in the case of the _Captain_ and other rigged turret-ships in which the ropes have to be worked upon bridges or flying-decks poised in the air above the turrets. Such bridges or decks, even if they withstand for long the repeated fire of the ship’s own guns, must of necessity be mounted upon a few supports only; and I am apprehensive that in action an enemy’s fire would bring down parts, at least, of these cumbrous structures, with their bitts, blocks, ropes, and the thousand and one other fittings with which a rigged ship’s deck is encumbered, with what result I need not predict.

“It is well known that both in the _Captain_ and in the _Monarch_ the turrets have been deprived of their primary and supreme advantage, that of providing an all-round fire for the guns, and more especially a head fire. This deprivation is consequent upon the adoption of forecastles, which are intended to keep the ships dry in steaming against a head sea, and to enable the head-sails to be worked. When it first became known that the _Monarch_ was designed with a forecastle (by order of the then Board of Admiralty) there were not wanting persons who considered the plan extremely objectionable, and who took it for granted that as a turret-ship the new vessel would be fatally defective. The design of the _Captain_ shortly afterwards, under the direction of Captain Coles, with a similar but much larger forecastle, was an admission, however, that the Board of Admiralty did not stand alone in the belief that this feature was a necessity, however objectionable. Both these ships, therefore, are without a right-ahead fire from the turrets, the _Monarch_ having this deficiency partly compensated by two forecastle (6½-ton) guns protected with armour, while the _Captain_ has no protected head-fire at all, but merely one gun (6½-ton) standing exposed on the top of the forecastle.”

Time has shown that he was quite correct in his views; but in 1866 and the years that followed he was regarded as unduly conservative and non-progressive.

[Illustration:

ROYAL SOVEREIGN. TYPICAL U.S. MONITOR. SCORPION. CAPTAIN. MONARCH. REED IDEAL OF A MASTED TURRET SHIP.

TURRET-SHIPS OF THE REED ERA.]

Captain Coles objected to the _Monarch_ altogether. He insisted with vehemence that she did not in the least express his ideas. She had a high forecastle, also a poop; these features depriving her of end-on fire, except in so far as a couple of 6½-ton guns in an armoured forecastle supplied the deficiency. The Admiralty replied that a forecastle was essential for sea-worthiness; but Coles was so insistent that eventually he was allowed to design a sea-going turret-ship on his own ideas, in conjunction with Messrs. Laird, of Birkenhead, who had already had considerable experience in producing masted turret-ships.[98] Coles was given a free hand. As a naval officer his form of turret displays the practical mind; as a ship designer he was simply the raw amateur. The _Captain_, which he produced, accentuated every fault of the _Monarch_, except in the purely technical matter of rigging being in the way of the guns. Coles got over this by fitting tripod masts (which Laird’s had evolved before him[99]); but for the light flying bridges of the _Monarch_ he substituted a very considerable superstructure erection. For the _Monarch’s_ armoured two-gun forecastle, which he had so violently condemned, he substituted a much larger unarmoured, one-gun structure. Owing to an error in design, his intended 8-ft. freeboard was actually only 6ft., and his ideal ship resulted in nothing but a _Monarch_ of less gun power, and of 8ft. less freeboard. Her fate is dealt with later. Details of the two ships are:--

It has been said that Captain Coles was tied down by Admiralty ideas that a sea-going ship must have auxiliary sail power. All the evidence is, however, to the effect that not only did he recognise this limitation from the first, but that he concurred with it and believed his design to fill the conditions best. It failed to do so, the _Monarch_ under all conditions doing far better than the _Captain_ on trial (except occasionally under sail).

Sir E. J. Reed’s objections to the _Captain_ design have already been mentioned. He was not the only critic, since Laird’s, of Birkenhead, who built the ship, were so suspicious of the design that they requested the Admiralty to submit her to severe tests for stability.

The ship, however, came through these tests very well, and the public were more convinced than ever that she was the finest warship ever built. One or two naval officers who had criticised her also modified their opinions after she had done a couple of very successful cruises across the Bay of Biscay. Her crew had the utmost confidence in her. She was commanded by Captain Burgoyne, and Captain Coles was also on board her when she made her third cruise in September, 1871.

On the 6th September she was off Cape Finisterre in company with the Channel Fleet, consisting of the _Lord Warden_, _Minotaur_, _Agincourt_, _Northumberland_, _Monarch_, _Hercules_, _Bellerophon_, and the unarmoured ships _Inconstant_ and _Bristol_. Admiral Milne came on board her from the _Lord Warden_, and drew attention to the fact that she was rolling a great deal,[102] but nobody on board the _Captain_ agreed with him that this was dangerous. During the night a heavy gale suddenly arose, and in the morning the _Captain_ was missing. Eighteen survivors reached the land with the story of what had happened.

[Illustration: THE _CAPTAIN_.]

From this it appears that about midnight the ship was under her topsails, double reefed. She had steam up, but was not using her screw. The ship gave a heavy lurch, righted herself, and the captain gave the order, “Let go the topsail halyards,” and immediately afterwards, “Let go fore and main topsail sheets.” The ship, however, continued to heel, and “18 degrees” was called out. This increased until 28 degrees was arrived at. With the ship lying over on her side some of the crew succeeded in walking over her bottom, and these were practically the only survivors. Immediately afterwards the ship went down stern first. There were at this time some five and twenty survivors, including Captain Burgoyne and Mr. May, the gunner. Some of these were in the launch, others clinging to the pinnace, which was floating bottom upwards. Captain Burgoyne was amongst those who were clinging to the pinnace, and that was the last seen of him. A few of the men in the pinnace succeeded in jumping into the launch and so escaped. The rest were never seen again.

The subsequent court-martial placed it on record that “the _Captain_ was built in deference to public opinion and in opposition to the views and opinions of the Controller of the Navy and his Department.” The instability of the ship and the incompetence of Captain Coles to design her were emphasised.

After the loss of the _Captain_ considerable panic on the subject of turret-ships arose. The _Monarch_ was submitted to a number of tests which, however, generally proved satisfactory, and there was never anything to be said against her except that the forecastle and the poop necessitated by her being a rigged ship, negatived one of the principal advantages of the turret system.

To the loss of the _Captain_ is to be traced some of the extraordinary opposition which the _Devastation_ idea subsequently encountered.

The various writings of Sir E. J. Reed make it abundantly clear that just as in the _Bellerophon_ he had realised that an ironclad battleship must be something more than an old-type vessel with some armour on her, so he realised from the first that the ordinary sea-going warship with turrets on deck, instead of guns in the battery, was no true solution of the turret problem. There is ample evidence that he studied the monitors of the American Civil War with a balanced intelligence far ahead of his day, taking into consideration every _pro_ and _con_ with absolute impartiality, and applying the knowledge thus gained to the different conditions required for the British Fleet. It is no exaggeration to say that he was the only man who really kept his head while the turret-ship controversy reigned; the one man who thought while others argued.

He swiftly recognised the tremendous limitations of the American low-freeboard monitors, and at an early date evolved his own idea of the “breastwork monitor,” which began with the Australian _Cerberus_, and ended with the predecessor of the present _Dreadnought_. The ships of this type varied considerably from each other in detail; but the general principle of all was identical. All, whether coast-defence or sea-going, were “mastless”; all, while of low freeboard fore and aft, carried their turrets fairly high up on a heavily armed redoubt amidships. Side by side with them he developed the central battery ironclads of this particular era. He ceased to be Chief Constructor before either type reached its apotheosis; but all may be deemed lineal descendants of his original creations.

[Illustration: THE OLD “INVINCIBLE.” 1872.]

First, however, it is desirable to revert to the Reed broadside and central battery-ships.

The _Audacious_ class, which followed closely upon the _Hercules_, and were contemporary in the matter of design, were avowedly “second-class ships,” intended for service in distant seas. The ships of this class, of which the first was completed in 1869 and the last in 1873, were the _Audacious_, _Invincible_, _Iron Duke_, _Vanguard_, _Swiftsure_, and _Triumph_. As the sketch plan illustrations indicate, the main deck battery in them was more centralised than in the _Hercules_, while instead of the bow battery they carried on their upper decks four 6½-ton guns capable of firing directly ahead or astern.

Excluding the converted ships, the _Audacious_ was the eleventh British ironclad to be designed in point of date of laying down, but in the matter of design she followed directly on the eighth ship--_Hercules_.

Her weights, as compared with the _Bellerophon_, were:--

In some of these ships the principle of wood-copper sheathing was re-introduced; the iron ships having been found to foul their hulls more quickly than wooden hulled ships. The _Swiftsure_ and _Triumph_ (the two latest) were the ones so treated. Sir E. J. Reed was not responsible for the experiment, which was entirely an Admiralty one. It proved successful enough, the loss of speed being trifling.

Details of the _Audacious_ class:--[103]

Displacement--6,010. Length--280ft. Beam--54ft. H.P.--4,830. Mean Draught--23ft. 8ins. Guns--Ten 12-ton M.L.R. Coal--500 tons. Belt Armour--8ins. to 6ins.

===========+===========+===========+============+==========+===========+========= |_Audacious_|_Iron Duke_|_Invincible_|_Vanguard_|_Swiftsure_|_Triumph_ -----------+-----------+-----------+------------+----------+-----------+--------- Speed | 13.2 | 13.64 | 14.09 | 13.64 | 13.75 | 13.75 Builder of | | | | | | Ship | Glasgow | Pembroke | Glasgow | | Jarrow | Jarrow Builder of | | | | | | Machin’y | Ravenhill | Ravenhill | Napier | | Maudslay | Maudslay Launched | 1869 | 1870 | 1869 | 1869 | 1870 | 1870 Completed | 1869 | 1871 | 1870 | 1871 | 1872 | 1873 Cost--Hull | | | | | | & Machin’y| £246,482 | £196,479 | £239,441 | | £257,081 | £258,322 ===========+===========+===========+============+==========+===========+=========

The sheathing increased the displacement of the two latest ships by about 900 tons in the _Swiftsure_, and some 600 tons in the _Triumph_. These two were single-screw ships only, whereas all the others were twin-screw.

In September, 1875, the _Vanguard_ was rammed and sunk by the _Iron Duke_.

[Illustration: THE _VANGUARD_, COMPLETED 1874.]

The finding of the Court Martial was as follows:--

“The court having heard the evidence which had been adduced in this inquiry and trial, is of opinion that the loss of Her Majesty’s ship _Vanguard_ was occasioned by Her Majesty’s ship _Iron Duke_ coming into collision with her off the Kisbank, the Irish Channel, at about 12-50 on the 1st September, from the effects of which she foundered; that such collision was caused--First, by the high rate of speed at which the squadron, of which these vessels formed a part, was proceeding whilst in a fog; secondly, by Captain Dawkins, when leader of his division, leaving the deck of the ship before the evolution which was being performed was completed, as there were indications of foggy weather at the time; thirdly, by the unnecessary reduction of speed of H.M.S. _Vanguard_ without a signal from the vice-admiral in command of the squadron, and without H.M.S. _Vanguard_ making the proper signals to the _Iron Duke_; fourthly, by the increase of speed of H.M.S. _Iron Duke_ during a dense fog, the speed being already high; fifthly, by H.M.S. _Iron Duke_ improperly shearing out of the line; sixthly, for want of any fog signals on the part of H.M.S. _Iron Duke_.

“The court is further of opinion that the cause of the loss of H.M.S. _Vanguard_ by foundering was a breach being made in her side by the prow of H.M.S. _Iron Duke_ in the neighbourhood of the most important transverse bulkhead--namely, that between the engine and boiler rooms, causing a great rush of water into the engine-room, shaft-alley, and stoke-hole, extinguishing the fires in a few minutes, the water eventually finding its way into the provision room flat, and provision rooms through imperfectly fastened watertight doors, and owing to leakage of 99 bulkhead. The court is of opinion that the foundering of H.M.S. _Vanguard_ might have been delayed, if not averted, by Captain Dawkins giving instructions for immediate action being taken to get all available pumps worked, instead of employing his crew in hoisting out boats, and if Captain Dawkins, Commander Tandy, Navigating-Lieutenant Thomas, and Mr. David Tiddy, carpenter, had shown more resource and energy in endeavouring to stop the breach from the outside by means at their command, such as hammocks and sails--and the court is of opinion that Captain Dawkins should have ordered Captain Hickley, of H.M.S. _Iron Duke_, to tow H.M.S. _Vanguard_ into shallow water. The court is of opinion that blame is imputable to Captain Dawkins for exhibiting want of judgment and for neglect of duty in handling his ship, and that he showed a want of resource, promptitude, and decision in the means be adopted for saving H.M.S. _Vanguard_ after the collision. The court is further of opinion that blame is imputable to Navigating-Lieutenant Thomas for neglect of duty in not pointing out to his captain that there was shallower water within a short distance, and in not having offered any suggestion as to the stopping of the leak on the outside. The court is further of opinion that Commander Tandy showed great want of energy as second in command under the circumstances. The court is further of opinion that Mr. Brown, the chief engineer, showed want of promptitude in not applying the means at his command to relieve the ship of water. The court is further of opinion that blame is imputable to Mr. David Tiddy, of H.M.S. _Vanguard_, for not offering any suggestions to his captain as to the most efficient mode of stopping the leak, and for not taking immediate steps for sounding the compartments and reporting from time to time the progress of the water. The court adjudges Captain Richard Dawkins to be severely reprimanded and dismissed from H.M.S. _Vanguard_ and he is hereby severely reprimanded and so sentenced accordingly. The court adjudges Commander Lashwood Goldie Tandy and Navigating-Lieutenant James Cambridge Thomas to be severely reprimanded, and they hereby are severely reprimanded accordingly. The court imputes no blame to the other officers and ship’s company of H.M.S. _Vanguard_ in reference to the loss of the ship, and they are hereby acquitted accordingly.”

[Illustration:

HOTSPUR FRENCH RAM TAUREAU (1865) GLATTON RUPERT

RAMS OF THE REED ERA.]

This disaster drew attention to the ram, the more so when it became known that the _Iron Duke_ was uninjured. Ram tactics had, of course, been heard of before, and had been discussed at great length by Sir Edward Reed in 1868. At that date, although one or two special ram-ships had been built, Sir E. J. Reed had expressed a certain amount of scepticism as to whether the ram could be successfully used in connection with a ship in motion, and pointed out that in the historical instance of the _Re d’Italia_ at the battle of Lissa, the ship was stationary. He further had written:--[104]

“Even if the side were thus broken through, any one of our iron-built ships would most probably remain afloat, although her efficiency would be considerably impaired, the water which would enter being confined to the watertight compartment of the hold, enclosed by bulkheads crossing the ship at a moderate distance before and abaft the part broken through. In fact, under these circumstances the ship struck would be in exactly the same condition as an ordinary iron ship which by any accident has had the bottom plating broken, and one of the hold-compartments filled with water, so that we have good reason to believe that her safety need not be despaired of, unless, by the blow being delivered at, or very near, a bulkhead, more than one compartment should be injured and filled. All iron ships can thus be protected to some extent against being sunk by a single blow of a ram, and our own vessels have the further and important protection of the watertight wings just described; but wood ships are not similarly safe. One hole in the side of the _Re d’Italia_ sufficed to sink her; but this would scarcely have been possible in an iron ship with properly arranged watertight compartments. The French, in their latest ironclads, have become alive to this danger, and have fitted transverse iron bulkheads in the holds of wood-built ships in order to add to their safety. No doubt this is an improvement, but our experience with wood ships leads us to have grave doubts whether these bulkheads can be made efficient watertight divisions in the hold, on account of the working that is sure to take place in a wood hull. This fact adds another to the arguments previously advanced in favour of iron hulls for armoured ships; for it appears that an iron-built ship, constructed on the system of our recent ironclads, is comparatively safe against destruction by a ram, unless she is repeatedly attacked when in a disabled state, while a wood-built ship may, and most likely will, be totally lost in consequence of one well-delivered heavy blow.”

This is in strange contrast to the fate of the _Vanguard_, but the finding of the court-martial indicates that the precautions taken were hardly such as were contemplated by the ship’s designer! Furthermore, she appears to have been struck immediately on one of the watertight bulkheads, and so, instead of being left with seven of her eight compartments unfilled, she had only six unfilled. The shock, also, was such that most of the other bulkheads started leaking; and in addition to this the double bottom is said to have been filled with bricks and cement,[105] and so less operative than it might otherwise have been, since any shock on the outer bottom would thus be immediately communicated to the inner one.

The actual successor of the _Hercules_, in the matter of first-class ships, was the _Sultan_. She differed from the _Hercules_ merely in a somewhat increased draught and displacement, and increased provision for end-on bow fire--four 12½-ton guns able to fire ahead being substituted for the one smaller gun in the _Hercules_.

This end-on fire was given because ram-tactics were then coming greatly into favour. Particulars of the _Sultan_,[106] which was the last of the central battery ironclads to be designed and built by Sir E. J. Reed, are as follows:--

Displacement--9,290 tons. Length--325ft. Beam--59ft. ½-in. H.P.--7,720. Mean Draught--26ft. 5ins. Guns--Eight 18-ton M.L.R., four 12½-ton M.L.R. Coal--810 tons. Armour (iron)--9ins., 8ins., and 6ins. Speed--14.13 knots (single screw). Builder of Ship--Chatham. Builder of Machinery--Penn. Cost--Hull and machinery, £357,415. Launched--1870; completed for sea in 1871.

[Illustration:

CERBERUS. DEVASTATION. FURY. DREADNOUGHT.

BREASTWORK MONITORS.]

Sir E. J. Reed’s “breastwork monitors” have already been referred to. They were received with little enthusiasm by the Admiralty, and the first of them were merely Colonial coast defence vessels. These were:--

============+==========+======+=======+=======+========== Name. |Displ’m’t.|Speed.|Armour.|Turret |Completed. | Tons. |Knots.|Inches.|Armour.| ------------+----------+------+-------+-------+---------- _Cerberus_ | 3480 | 9.75 | 8 | 10 | 1870 _Abyssinia_ | 2900 | 9.59 | 7 | 10 | 1870 _Magdala_ | 3340 |10.67 | 8 | 10 | 1870 ============+==========+======+=======+=======+==========

In general design all were identical, a redoubt amidships carrying two centre line turrets and a small oval superstructure between. Twin screws were employed.

The belief in the ram already alluded to had by now attained such proportions that a ship specially designed for ramming was called for, and the _Hotspur_ was the result. Nothing written by Sir E. J. Reed (and he wrote a great deal) indicates that he was in sympathy with her design, though nominally responsible. The _Hotspur_ was not even a turret-ship. She carried a fixed armoured structure of considerable size,[107] inside of which a single 25-ton gun revolved, firing through the most convenient of several ports. She was fitted with two masts with fore and aft sails. Particulars of her were:--

Displacement--4,010 tons. Length--235ft. Beam--50ft. H.P.--3,060. Mean Draught--21ft. 10ins. Guns--One 25-ton M.L.R., two 6½-ton. Belt Armour--11in. to 8in.; complete belt. Turret Armour--10in. Coal--300 tons. Speed--12.8 knots (twin-screw). Builder--Napier, Glasgow. Launched--1870; completed, 1871. Cost--Hull and machinery, £171,528.

She was built solely and simply as an “answer” to a series of “rams” projected for the French Navy, apparently more with an Admiralty idea of not being caught napping “in case,” than from any belief in her efficacy.

[Illustration: THE _HOTSPUR_, AS ORIGINALLY COMPLETED, 1871.]

Sir E. J. Reed’s ideas in the matter of turret-ships now found expression in four ships of the _Cerberus_ type enlarged. These were the _Cyclops_, _Gorgon_, _Hecate_, and _Hydra_. Like their prototype, they were of the breastwork type, and differed only in having an inch more belt armour and a displacement of 3,560 tons. Differing from them, and perhaps more on Reed lines, was the _Glatton_. Her special feature was the introduction of water to reduce her freeboard in action. She had a single turret only, but her belt was 12ins. thick, and she represented the, then, “last word” in coast defence ships, so far as the British Navy was concerned. Details of her are as follows:--

Displacement--4,910 tons. Length--245ft. Beam--54ft. H.P.--2,870. Mean Draught--19ft. 5ins. Guns--Two 25-ton M.L.R. Armour (iron)--12-10in. Belt Turret, 14in. Coal--540 tons. Speed--12.11 knots (twin screw). Builder of Ship--Chatham Dockyard. Builder of Machinery--Laird. Floated out of Dock--1871; completed, 1871. Cost--Hull and Machinery, £219,529.

The last ship of this group was the ram _Rupert_, of 5,440 tons, laid down at Chatham, in 1870. She was, in substance, merely an enlarged _Hotspur_, carrying two 18-ton guns in a single revolving turret forward and two 64-pounders behind the bulwarks aft. Her armour was slightly inferior to the _Glatton’s_: her speed considerably higher--14 knots being aimed at, though it was never reached. She was one of the very few ships which had their engines built in a Royal Dockyard, hers being constructed at Portsmouth Yard.

About the year 1890, when re-construction was very much to the fore, the _Rupert_ was re-constructed. She was given a couple of 10in. breech-loaders instead of her old 10in. M.L., a military-top, and a few other improvements. The net result of this re-construction was that when, after it, she first proceeded to coal she began to submerge herself almost at once. Her torpedo tubes were awash before she had received her normal quota of coal, and she was, generally, the most futile example of re-construction ever experienced.

The failure was such that thereafter no further attempt to modernise old ships was ever made; instead, a policy of “scrapping” all such was introduced. This is probably the best service that the _Rupert_ ever rendered to the Navy. She demonstrated for all time that--so far as the British Navy was concerned--modernising was a hopeless task. It took France and Germany many years to learn a similar lesson. To-day, it is generally recognised that, as a ship is completed, she represents the best that can be got out of her; and that any attempt to improve her in any one direction merely spells reduced efficiency in some other. Hence the apparently early scrapping of many ships of later date and the present day proverb, “Re-construction never pays.”

The whole of the series, however, can only be regarded as improvements on the old _Prince Albert_ idea. Sir E. J. Reed’s real answer to the _Captain_ was the _Devastation_, designed in 1868, but not completed till 1873; at which date he had left the Admiralty. The _Devastation_ and the _Thunderer_ (completed four years later than her sister) cost Sir E. J. Reed his position. In them he introduced all his ideas as to what the sea-going turret-ship should be. He carried the Admiralty with him; but before ever the _Devastation_ was set afloat, it was “proved” to the satisfaction of the general public that she was an “egregious failure.” The date of her design is about 1868, though, as mentioned above, she was not completed till 1873. The _Dreadnought_ of more or less these times was nothing in the way of novelty compared to the _Devastation_ of the later sixties.

Details of the _Devastation_ (laid down Nov., 1869), were:--

Displacement--9,330 tons. Length--385ft. Beam--62ft. 3ins. Mean Draught--25ft. 6ins. H. P.--6,650. Guns--Four 35-ton M.L.R.[108] Belt Armour--12in. and 10in. (iron). Turret Armour--14in. (iron). Coal--1,800 tons. Speed--13.84 knots (twin-screw). Where Built--Portsmouth Dockyard. Builder of Machinery--Humphrys. Launched--1871; completed, 1873. Cost--Hull and Machinery, £353,848.

On her trials the _Devastation_ proved completely successful. An interesting and little known item in connection with her is that as designed she was to carry two signal masts,[109] one forward of the turrets, one aft. For these, on completion, a single mast on the superstructure was substituted.

[Illustration: THE _DEVASTATION_, AS COMPLETED, 1873.]

How the _Devastation_, even after successful completion, was received by the public can be gleaned from the following extracts from the contemporary press:--[110]

“It is a weakness with the officers and men of any of Her Majesty’s ships to ‘crack up’ the vessels to which they belong, and it is rarely that a bluejacket growls openly against his ship. The warm confidence expressed in the ill-fated _Captain_ by her unfortunate crew is well remembered, and is sufficient to prove that even the first of this necessarily uncomfortable class of monitors was not met by the seamen of the Fleet in any complaining spirit, but that they submitted to the discomforts imposed upon them with characteristic cheerfulness. When, therefore, an unmistakable feeling of dissatisfaction prevails throughout a ship, and no hesitation is shown in expressing it, we may be certain that there is some valid reason for so unusual an occurrence. We hesitated to give currency to reports which reached us during the cruise of the _Devastation_ around the coast with the Channel Squadron, as we had good reason to believe that it was the intention of the Admiralty to pay her off, and berth her in Portsmouth harbour as a tender to the _Excellent_, the advantage of so doing being that a very large number of men passing through the School of Gunnery would thus be enabled to become acquainted with the latest improvements in the turret system.... But since the arrival at the Admiralty of Rear-Admiral Hornby, late in command of the Channel Squadron, who certainly should be able to form a correct estimate of the _Devastation’s_ fitness in every respect for sea service, it has been determined that she shall be ordered to Gibraltar, there probably to remain during the coming winter as a kind of ‘guardo.’ A cruise across the bay in the month of November is not looked forward to by the present crew, who have had a little experience both of being stifled by being battened down and of being nearly blown out of their hammocks when efforts at ventilation are made by opening every hatch. Her qualities as a sea-boat have been fairly tested, and the present notion of filling her up with stores for six months’ further service, and then stowing her away at Gibraltar, leads to the conclusion that on this point at least the value of the counsel of the First Lord’s new Naval adviser is not altogether apparent.

“... It is needless to comment on the facts. They speak for themselves. The condensers will be repaired, no doubt, and strengthened and modified; but no engineer can guarantee that they will not fail again, or, if they turn out a permanent job, that the cylinders will not split, or some other of the mishaps to which marine engines in the Navy are subject may not happen. If the failure takes place in the day of battle it will constitute little short of a national calamity. Even as it is, it must be looked on as a most fortunate circumstance that the sea was perfectly smooth and the vessel near a port. Had the breakdown occurred during the six hours’ run of the ship--which was to have been made on Wednesday--and in a stiff breeze blowing on a lee shore, the ship might have been lost before an effort could have been made to save her. Very important improvements in marine engines of large size must be made before we can reconcile ourselves to the adoption of mastless sea-going monitors.”

With such labour and travail was the modern British battleship born! Public opinion decidedly modified naval construction--leading, as it did, to a considerable delay with the _Thunderer_,[111] the re-designing of the _Fury_, and the building of some old-type ships which else had probably never been constructed.

As already mentioned, Sir E. J. Reed left the Admiralty before the _Devastation_ was completed. None the less the ships which immediately followed were in all essential particulars “Reed Ships,” and so are included in this chapter.

The _Devastation_, owing to the Committee on Designs, received certain minor modifications before completion. These mainly concerned the hatches. Her sister ship, the _Thunderer_, built at Pembroke and engined by Humphrys, was held back, pending the _Devastation’s_ trials, and not completed till 1877.

Save that in one turret she carried a couple of 38 ton (12.5-inch) instead of 35 ton (12-inch) guns, she was a replica of the _Devastation_.

A third ship of the same type, named the _Fury_, was in hand, but criticisms of the _Devastation_ caused her to be re-designed, and she was eventually completed as the _Dreadnought_. In her the very low freeboard forward and aft of the _Devastation_ type was done away with and freeboard maintained at a uniform medium height.

The _Devastation_ and _Thunderer_ had their armour-plates amidships pierced with square portholes. These with some reason were attacked as likely to weaken the armour very considerably, and the _Dreadnought_ was built entirely wall-sided and so depended on artificial ventilation, known in the Navy in those days as “potted air,” even more than her predecessors.

Particulars of the _Dreadnought_:--

Displacement--10,820 tons.

Length--320ft.

Beam--63ft. 10in.

Draught--26ft. 9in.

Armament--Four 38-ton M.L.R., two 14in. torpedo tubes.

Armour (iron)--Belt 14-11in., Bulkheads 13in., Turrets 14in.

H.P.--8,210 = 12.40 knots.

In the original design of the _Fury_ provision was made for a conning tower with a heavily-armoured communication tube. She proved a very successful ship. No sisters were ordered, probably because the Admiralty wished to see how she did before committing themselves to the type. Ere she was finished a different fashion in warships had set in. The cost of the _Dreadnought_ was about £600,000.

The _Alexandra_ was designed long after Reed had left the Admiralty. That famous constructor had nothing whatever to do with her. None the less she was the apotheosis of his box-battery ironclad ideas and for that reason is included in his era. She was simply an “improved _Sultan_.”

Particulars of her:--

Displacement--9,490 tons.

Length (between perpendiculars)--325ft.

Beam--63⅔ft.

Draught--26½ft.

Armament--Four 25-ton M.L., ten 18-ton M.L., four above-water torpedo dischargers (14in.)

Armour (iron)--12-6in. belt, flat deck on top of it. Bulkheads 8-5in. Battery 12-6in.

Horse-power--9,810 = 15 knots.

Coal--680 tons = 2,700 knots at 10 knots (nominal).

She was built at Chatham Dockyard; engined by Humphrys; completed for sea, 1877.

Four of the 18-ton guns were carried in an upper deck battery, and had end-on training. The other guns were carried in the main-deck battery, which was some 10ft. high. The 25-ton guns had a right-ahead training.

After completion she served as Mediterranean flagship, though at the bombardment of Alexandria the flag was transferred to the _Invincible_, which, being of lighter draught, was able to enter the inner harbour. At a later date (about 1890) she was “partially reconstructed.” For her original barque rig a three-masted military rig was substituted, and six 4-inch Q.F. were mounted on top of her upper deck battery. She has been described as the apotheosis of Reed broadside ideas, and a very apotheosis she was. No broadside or central battery ironclad of the British or any other Navy ever equalled her, and she dropped out of the first rank only because the big gun rendered broadside ships entirely obsolete.

_GUNS IN THE ERA._

The principal guns (all M.L.R.) in the Reed Era were as follows:--

======+=======+=========+==========+=========+=======+========= Weight|Bore in| Length |Weight of | Muzzle |Muzzle | Penet’n in |inches.| in |Projectile|Velocity.|Energy.| Iron at tons. | |Calibres.| lbs. | f.s. | f.t. +----+---- | | | | | |yds.|yds. | | | | | |2000|1000 ------+-------+---------+----------+---------+-------+----+---- 38 | 12.5 | 16 | 810 | 1575 | 13,930| 16 | 18 35 | 12 | 13½ | 707 | 1390 | 9470| 13 | 15 25 | 12 | 12 | 609 | 1288 | 7006| 11 | 12 25 | 11 | 12 | 544 | 1314 | 6560| 13 | 14 18 | 10 | 14½ | 406 | 1370 | 5360| 10 | 12 12½ | 9 | 14 | 253 | 1440 | 3695| 9 | 10 9 | 8 | 15 | 174 | 1384 | 2391| 7 | 8 6½ | 7 | 16 | 112 | 1325 | 1400| 6 | 7 ======+=======+=========+==========+=========+=======+====+====

In the early part of the period Armstrong breech-loaders up to 120 pounders had been in use, but the elementary breech blocks were so unsatisfactory that the Navy quickly discarded them, and adhered to muzzle-loaders long after all other Powers had given them up.

The big muzzle loaders tabulated were of a very elementary type also. They were made by shrinking red hot wrought-iron collars over a steel tube; and it was never quite certain how far the interior would be affected. The projectiles never fitted accurately, with the result that there was considerable leakage of gas and very erratic firing. The rifling consisted of five or six grooves into which studs in the projectile fitted.

In 1872 some experiments were carried out, the _Hotspur_ firing at the _Glatton’s_ turret at a range of 200 yards. The first shot missed altogether, the other two struck the turret, but not at the point aimed at. The turret was not appreciably damaged, though theoretically it should have been completely penetrated. This eventually led to the invention of an improved gas check--reference to which will be found at the end of the Barnaby Era.

_UNARMOURED SHIPS OF THE ERA._

Contemporaneously with the _Hercules_ the _Inconstant_ was designed. She was inspired by the United States _Wampanoag_, a type of large, fast, unprotected, heavily-gunned frigate, to which the Americans had always been partial. The _Wampanoag_, as a matter of fact, never reached expectations, whereas the _Inconstant_ was a decided success so far as she went. She marked, so far as the British Navy was concerned, the first appearance of the theory that speed and gun power--in other words, “the offensive”--might be developed advantageously, at the cost of defensive arrangements, a theory which still survives in the “battle-cruisers” of to-day, though of course in a very modified form. None the less, the _Inconstant_ represents the germ idea of our present battle-cruisers, and is supremely important on that account.

Particulars of the _Inconstant_ were:--

Displacement--5,780 tons.

Length (between perpendiculars)--337⅓ ft.

Beam--50¼ft.

Draught (mean)--25½ft.

Guns--Ten 12½ ton M.L.R., six 6½ ton M.L.R.

H.P.--7,360 = 16 knots (trial 16.2).

Speed--Sixteen knots (trial 16.2).

Built at Pembroke Dockyard. Completed for sea 1868 at a cost of £213,324. She had an iron hull, wood-sheathed and coppered. A coal supply of 750 tons gave a nominal radius of 2780 miles. She was ship-rigged and sailed well.

She was followed by a couple of variants on her, the _Raleigh_ and _Shah_, the former 5,200 tons and the latter 6,250 tons.

The _Shah_ was originally named the _Blonde_, but rechristened out of compliment to the Shah of Persia, who was visiting England at the time of her launch.

At a later stage in her career (1877) the _Shah_, then flagship on the S.W. Coast of America, fought a much-criticised action with the Peruvian turret-ship _Huascar_, a Laird-built monitor, carrying a couple of 12½ ton guns, launched in 1865, and generally of the same type (though smaller) as the British _Hotspur_ and _Rupert_.

The _Huascar_ had been seized by the Revolutionists and practically turned into a pirate ship. In attacking her the British Admiral de Horsey gave hostages to fortune, seeing that it was an axiom of those days that an unarmoured ship was helpless against an ironclad monitor. He had, however, no alternative.

As things turned out, the _Huascar_ never succeeded in hitting either the _Shah_, or the _Amethyst_ which accompanied her, while the British flagship, having a speed advantage, the efforts of the _Huascar_ to ram her were futile. The _Huascar_ was hit about thirty times, and one man was killed on board her, but the damage done to the turret-ship was practically nil. The engagement is of further special interest as for the first time a torpedo was used from a big ship in action. The range, however, was too great and no hit was secured.

During the night following the action an attempt was made to torpedo the _Huascar_ from the _Shah’s_ steam pinnace, but the enemy could not be found. Yet it is probable that the knowledge of the _Shah’s_ torpedoes was the reason why Pierola surrendered the _Huascar_ next morning to the Peruvian fleet.

It must have been abundantly clear to him that he had next to nothing to fear from the British gun-fire, while a single water-line hit from him would probably have put the _Shah_ entirely at his mercy, save in so far as her torpedoes might make attempts to ram fatal to him.

END OF VOL. I.

A SHORT GLOSSARY OF COMMON NAVAL TERMS.

=ABAFT.=--Behind or towards the stern of the vessel. Thus one would say that the aftermost turret guns in any ship are “abaft” the mainmast.

=ABEAM.=--On the side of a vessel amidships. To say an object is abeam (or on the beam) means that its bearing by compass is at right angles to the vessel’s course.

=ADMIRALTY, BOARD OF.=--That department of State which is responsible for the proper constitution, maintenance, disposition, and direction of the Fleet in its material and personal elements, executing the duties formerly charged upon the Lord High Admiral; it is presided over by the First Lord (a Cabinet Minister) and consists of Naval Officers--the Sea Lords--and Civil Officials.

=AHEAD.=--In advance--an object is said to be ahead of the ship when its compass bearing is nearly the same as the vessel’s course.

=AHEAD FIRE.=--The discharge of guns along the line of the keel directly ahead of the vessel.

=AMIDSHIPS.=--Generally speaking, in the middle portion of a vessel. The point of intersection of two lines--one drawn from stem to stern, the other across the beam (or widest part)--is the actual “midships.”

=ANCHOR.=--A ship carries several distinct kinds of anchor: the bowers, which are always used for anchoring or mooring the ship; the sheet anchor, as an auxiliary to the bowers; the stream and kedge anchors, which can be used for special purposes.

=ANTI-TORPEDO ARMAMENT.=--Those guns in a ship which are specially mounted for repelling attack by torpedo craft.

=ARC OF FIRE.=--That sector of a circle through which a gun can be moved or trained for effective practice.

=ARMAMENT.=--The weapons of offence with which a ship is armed, including guns and torpedo tubes.

=ARMOUR.=--Any effective covering which protects a ship. The following specify a few main features of armour protection:--

1. =Armour Belt.=--The vertical belt of armour which forms the citadel or fortress of a ship, and may extend right forward to the bows and right aft the stern.

2. =Side Armour.=--Vertical armour placed on the exterior of a ship, being both the belt and additional thereto.

3. =Armoured Deck.=--A curved steel deck protecting the engine room and other vital portions of a ship inside the citadel. A ship may have as many as three armoured decks.

4. =Armour Backing.=--A thick layer of teak which acts as a cushion behind the armour and to which it is secured.

5. =Bulkhead Armour.=--Vertical armour in the interior of the ship, placed across it from side to side.

=ASTERN.=--The opposite to ahead.

=ASTERN FIRE.=--The discharge of guns along the line of the keel directly astern of a vessel.

=ATHWARTSHIPS.=--At right angles to the keel.

=AUXILIARY.=--A ship--not necessarily a fighting ship--which forms a component part of a Fleet. These include Repair vessels, Hospital ships, Depôt, Submarine and Destroyer Mother-ships, Colliers, etc.

=AUXILIARY ENGINES.=--The machinery employed for boat-hoisting, pumping, electric lighting, refrigerating, ventilating, and other purposes on board ships.

=BACKSTAYS.=--Ropes stretched from a mast or topmast head to the sides of a vessel--some way abaft the mast--to give support to the mast and prevent it going forward.

=BALLAST.=--Weighty material placed in the bottom of a ship to give her “stiffness”; that is, to increase her tendency to return to the upright position when inclined or heeled over by the force of the wind or other cause.

=BALLISTICS.=--That branch of science particularly devoted to the theory of gunnery.

=BARBETTE.=--The steel platform or mounting on which a power-worked gun rests and within which it revolves.

=BARGE.=--A general term given to flat-bottomed boats. The _Admiral’s_ (or _Captain’s_) Barge is usually a special steamboat belonging to a warship reserved for the use of the Admiral or Captain.

=BATTEN.=--Long strips of wood used for various purposes.

=To batten down.=--To cover up and fix down, usually spoken of hatches when they are covered over in rough weather.

=BATTERY.=--That portion of a ship’s armament inside the citadel. The entire armament is frequently spoken of as a “battery.”

=BATTLE CRUISER.=--A vessel combining the speed and other essential qualities of a cruiser with an armament and protection sufficient to enable her to take her place in the fighting-line beside the battleships.

=BATTLE PRACTICE.=--An annual practice carried out in the Navy, to test the battle or fighting efficiency of the component parts of a ship’s armament.

=BATTLESHIP.=--A ship specially designed to take and give the hard knocks of a Fleet action.

=BEAK.=--The extreme fore part of a vessel.

=BEAM.=--The widest measurement across a ship.

=BEARINGS.=--This word properly belongs to the art of navigation, in which it signifies the direction (by compass) in which an object is seen.

=BEFORE.=--Forward or in front of; the opposite to abaft.

=BERTHON BOAT.=--A collapsible boat used in destroyers and small craft.

=BETWEEN DECKS.=--In a vessel of more than one deck, to be between the upper and the lower.

=BINNACLE.=--The fixed case and stand in which the compass in any vessel is placed.

=BLOCKADE.=--So to besiege a port that no communication can take place from seaward.

=BLUE PETER.=--A square blue flag with a square white centre, hoisted to denote that a vessel is about to sail and that all persons concerned must repair on board immediately (the letter “P” in the international flag signal code.)

=BOOM.=--A boom is a pole extending outboard--i.e., away from the sides of a vessel.

=Lower and Quarter Booms.=--Booms, conveniently placed, to which boats can make fast.

=BORE.=--The interior diameter of a gun at the muzzle; also the name given to the interior of a gun. Also a word used to express a sudden rise of the tide in certain estuaries as in the Severn.

=To bore.=--When down by the head a ship is said to “bore.”

=BOTTOMRY.=--The hull of a ship pledged as security for a loan.

=BOWS.=--A term indicating those portions of a vessel immediately on either side of her stem (q.v.). Differentiated in association with the terms “Port” or “Starboard.”

=BOWSPRIT.=--A pole of “sprit” projecting forward from the stem of the ship.

=BOX THE COMPASS.=--To name the points of the compass in regular order, i.e., in the direction taken by the hands of the clock.

=BREAKWATER.=--An artificial wall or bank, set up either outside a harbour or along the coast, to break the violence of the sea and so create a smooth shelter.

=BREECH.=--The end of the gun into which the projectile and cartridge are inserted when loading.

=BREECH-BLOCK.=--A heavy steel block which seals the breech when the gun is loaded.

=BREECH-LOADER= (=B.L.=)--Formerly a gun which was loaded at the breech end as opposed to a muzzle-loader. Now used to denote a gun the cartridge of which is not contained in a metal cylinder.

=BROADSIDE.=--The number of guns which can be brought to bear on one side of, or the total weight of metal which can be fired at once from either side of a ship.

=BULKHEAD.=--A structure, transverse or longitudinal, dividing the interior of a ship into compartments.

=BURDEN.=--The capacity of a vessel, as 100 tons burden, etc.

=BURGEE.=--Properly a flag ending in a swallow-tail. Yacht clubs’ burgees are frequently “pennants” which are flags ending in a point.

=CADET, NAVAL.=--A youth who is under training to become a commissioned officer in the Navy.

=CAISSON.=--A hollow, watertight vessel which can be raised or sunk by compressed air or water, and which is used when building foundations under water; or, specifically a lock gate used for closing the entrance to dry docks.

=CAISSON DISEASE.=--A disease to which divers are subject.

=CALIBRE.=--The calibre of a gun is the diameter of the bore (q.v.). This diameter is used as a unit of measurement. Thus, a 50-calibre 12-in. gun is a 12-in. gun which is 50 ft. long, etc.

=CAMEL.=--A hollow tank or vessel filled with water and placed under the hull of a stranded ship. When well secured, the water it contains is pumped out, and the buoyancy thus created helps to lift the ship to which it is attached.

=CAPITAL-SHIP.=--A general term for all warships of such high standard in fighting capacity as would enable them to take part in a Fleet action.

=CAREEN.=--To heel a ship or make her lie over on one side.

=CASEMATE.=--An armoured gun-emplacement in the side of a ship.

=CATAMARAN.=--Properly a species of sailing craft used in the Indies. The heavy wooden rafts which are used to protect the ship’s side when she is lying alongside a dockyard wall.

=CAULKING.=--The operation performed in making the sides or wooden decks of a ship watertight.

=CLASS.=--A ship is said to belong to a certain “class” when there are others identical in appearance or design.

=CLEARING.=--The passing of a vessel through the Customs after she has visited a foreign port.

=COAMING.=--A raised edge of iron or wood placed round a hatchway to prevent water from washing below.

=COASTAL-DESTROYER.=--A large torpedo-boat not considered sufficiently strong structurally to do more than coastal work.

=COASTGUARD.=--A semi-naval organisation of seamen, mostly living along the shores of the United Kingdom intended originally for the prevention of smuggling, but now converted into a force for the defence of the coast or to assist wrecks.

=COMMISSION.=-A ship is said to be commissioned when she is manned for service in the fleet.

A =commission=, the length of time the crew remain in a ship; the order by which a person becomes an officer.

=COMMODORE.=--A Naval Captain specially appointed to take command as such of a squadron of war vessels, or perform some special duty not assigned to an officer of flag rank.

=COMPLEMENT.=--The total number of officers and men forming the crew of a ship.

=COMPOSITE BATTERY.=--A battery consisting of more than one type of gun.

=CON.=--To direct the steering of a vessel.

=CONNING-TOWER.=--An armoured compartment in a ship from which she can be steered, or the gun-fire in an action controlled if necessary. A ship may have more than one conning-tower.

=CONTINUOUS VOYAGE, DOCTRINE OF.=--The doctrine or principle which enables contraband of war to be captured when consigned to a neutral port, but intended for a belligerent.

=CONTRABAND.=--Munitions of war or other goods which are prohibited entry into a belligerent State.

(_a_) Absolute Contraband, material which is always contraband.

(_b_) Conditional Contraband, material which may be declared contraband.

=CONTROL STATION.=--A platform whence range-finding instruments are managed, or from which the gunnery officers of a ship control gun-fire in an action.

=CONVERSION OF MERCHANTMEN.= The right or practice of converting merchant vessels into warships on the high seas or in neutral ports.

=CONVOY.=--A number of merchant steamers crossing the ocean under the protection of warships.

=CORDITE.=--The explosive used in guns for discharging projectiles.

=COUNTER.=--That portion of a vessel which overhangs the keel towards the stern (q.v.).

=COUNTER MINING.=--To lay out and explode mines in the vicinity of hostile ones, in order to destroy them by percussion.

=CRANK.=--A vessel is said to be crank when she lists over easily.

=CRUISER.=--A warship of high speed, usually employed in scouting, commerce protection, and special service. They fall into various categories:--

(_a_) Armoured Cruiser, a vessel having vertical external armour. See also “Battle-Cruiser.”

(_b_) Light Cruiser, a vessel with deck protection only; or, if armoured, of but small size and with a thin belt.

(_c_) Unprotected Cruiser, a cruising vessel having no armour; included in the Light Cruiser class.

=CRUISING SPEED.=--The most economical speed from the point of view of fuel consumption at which a ship can travel.

=DEMURRAGE.=--Compensation paid to the owner of a vessel when she has been detained longer than her time for unloading.

=DERELICT.=--A ship whose crew have abandoned her when at sea.

=DESTROYER.=--A large type of torpedo-boat originally intended to destroy such craft by gun-fire--now, with submarines, the chief medium for torpedo-attack.

=DEVIATION OF THE COMPASS.=--The amount of the variation of a ship’s compass from the true magnetic meridian, caused by the proximity of iron.

=DIRECTOR TOWER.=--An armoured compartment in a ship whence torpedoes are fired.

=DISPLACEMENT.=--The weight of water a ship displaces when floating.

=Normal Displacement.=--The weight of water a ship displaces when she has her normal amount of stores, etc., on board.

=DOCK.=--A place in which a ship may be placed for repair or loading and unloading. See “Floating Dock” and “Graving Dock.”

=DOCKYARD.=--The works, etc., where ships are built or repairs can be carried out. In the Government dockyards ships are commissioned and supplied with stores, ammunition, coal, etc.

=DRAUGHT.=--The vertical distance between the lowest portion of the keel and the water line.

“=DREADNOUGHT.=”--Battleships and cruisers evoked by H.M.S. =Dreadnought=, which was the first ship to be armed with one type of big gun. “A.B.G. ships”--All-big-gun-ships.

=“DREADNOUGHT” CRUISERS.=--Cruisers derived from the principle of design of H.M.S. _Dreadnought_, now called Battle Cruisers (q.v.).

=ECHELON.=--Guns are said to be mounted =en echelon= when they are not mounted symmetrically but are placed diagonally athwart-ship.

=ENGINES.=--The reciprocating, turbine, or internal-combustion machinery for propelling vessels.

=ENSIGN.=--(Usually pronounced “ens’n.”) The flag carried by a ship as the insignia of her nationality or the nature of her duties.

=ESTIMATES.=--The annual estimate or expenditure on the Royal Navy for its administration, personnel, and for the upkeep or building of new vessels.

=FIRST LORD OF THE ADMIRALTY=--The Cabinet Minister who presides over the Board of Admiralty. See “Admiralty.”

=FIRST SEA LORD.=--The Senior =Naval Officer= serving on the Board of Admiralty.

=FLARE.=--The over-hang of the upper part of a ship’s sides beneath the forecastle. The peculiar outward and upward curve in the form of a vessel’s bow. When it hangs over she is said to have a “Flaring Bow.”

=FLEET.=--A number of vessels in company, be they war or other vessels.

=FLEET IN BEING.=--An inferior naval force, capable of action and influencing or impeding the operations of an enemy.

=FLEET RESERVE.=--Short-service men who have left continuous service, but are liable to be called upon in case of war.

=FLEET-UNIT.=--A vessel fit to form a unit in a fleet.

=FLOATING DOCK.=--An oblong floating structure in which a ship may be placed, and out of which the water may be pumped, bringing her above water-level, so that the bottom of the ship can be repaired, etc.; they have usually no motive power.

=FLOTTENVEREIN.=--The German Navy League.

=FLUSH DECK.=--A deck having neither raised nor sunken part, so that it runs continuously from stem to stern.

=FORE AND AFT.=--In the direction of a line drawn from stem to stern of a vessel--at right angles to athwartships.

=FORWARD.=--In front of--the forepart, in the vicinity of the bows of a vessel.

=GRAVING DOCK.=--A dock excavated out of the land into which entry is made from seaward.

=GUN.=--A weapon used for firing shot or shell. See “Breech-loader” and “Q.F. Gun.”

=GUNBOAT.=--A small type of slow cruiser armed with light guns, specially adapted for harbour or river service.

=GUN-COTTON.=--A high explosive used in torpedoes and submarine mines, etc.

=Wet Gun-Cotton.=--Gun-Cotton with a certain percentage of moisture in it; it is useless as an explosive unless dry gun-cotton is present to detonate it.

=GUNLAYER.=--A man specially qualified to train (lay) and fire a gun.

=Gunlayers’ Test.=--An annual practice carried out in every ship to test the efficiency of the gun-layers individually.

=GUN-POWER.=--The fighting efficiency of a ship expressed in the total weight of metal capable of being discharged in a single broadside or a specified period of time.

=HALYARD.=--A rope with which a sail, flag, or yard is hoisted.

=HARVEYISED.=--Armour made by the “Harvey” process. Now obsolete.

=HATCH, HATCHWAY.=--An opening in the deck of a ship through which persons or cargo may descend or be lowered.

=HEAVY GUN.=--Any gun greater than and including a 4-in. Q.F. or B.L.

=HOG.=--When a vessel has a tendency to droop at her ends she is said to hog.

=HORNPIPE.=--The dance once popular among the sailors of the British Navy and still sometimes performed at festive times.

=HOSPITAL SHIP.=--An auxiliary vessel specially designed for the reception of sick and wounded men; by nature of her duties and under rules of International Law she is immune from attack.

=HULL.=--The body, framework, and plating of a vessel.

=HURRICANE DECK.=--In large steamships a light upper deck extending across the vessel amidships.

=HYDRO-AEROPLANE.=--A seaplane. (q.v.)

=HYDROPLANE.=--A type of boat the flattened keel of which is so constructed that, after a certain speed has been attained, the hull rises in the water and skims lightly over the surface, thus driving forward _above_ rather than _through_ the water. The hydroplane =cannot= rise into the air and fly.

=IDLERS.=--Those, being liable to constant duty by day, who are not required to keep the night watches, such as carpenters, sail-makers, etc., also called “Daymen.”

=JACK-STAFF.=--A flagpole for flying the Union Jack, invariably at the bows of the ship.

=KEEL.=--That portion of a ship running fore and aft in the middle of a ship’s bottom.

=KEEL-PLATE.=--The lowest plate of all in the keel; this plate is the first to be laid down when building is commenced.

=KNOT.=--The unit of speed for ships. A ship is said to be going =x= knots, when she is going =x= sea (or nautical) miles in one hour. One sea mile = 6,080 ft.

N.B.--The word =knot= should never be used to indicate distance.

=KRUPP STEEL.=--Steel hardened by a special process discovered and applied at Essen.

=LABOUR.=--When a vessel pitches or strains in a heavy sea she is said to “labour.”

=LANDLOCKED.=--Sheltered on all sides by the land.

=LARBOARD.=--The old term for port. (q.v.)

=LATITUDE.=--Distance north or south of the equator, expressed in degrees.

=LAUNCH.=--To place a ship in the water for the first time.

=LAY DOWN.=--To commence building a ship.

=LEE.=--Or Leeward (pronounced Loo’ard). The side of a vessel opposite to that upon which the wind blows.

=LIGHTER.=--A powerful hull or barge with a flat bottom, used for transporting heavy goods, such as coal, ammunition, etc.

=LIST.=--A vessel is said to have a list if she heeled temporarily or permanently to one side.

=LOG.=--The instrument used to measure a vessel’s speed through the water. Also the ship’s daily journal.

=LONGITUDE.=--Distance east or west of a first meridian, expressed in degrees.

=MAGAZINE.=--The place on board ship or on shore where ammunition is stored.

=MAN.=--To place the right complement of men in a ship or boat to work her.

=MARINE.=--A soldier specially trained for sea service. “Soldier and sailor too.”

=MAST.=--The tall structure in a ship formerly for the carrying of sail, but now carrying control stations, fighting tops, and wireless telegraphy apparatus.

=MASTER.=--The Captain of a merchant vessel who holds a master’s or extra master’s certificate.

=MINE.=--A weapon of war which is placed in the sea by the enemy, and explodes on a ship striking it; or can be fired from the shore or ship by means of an electric current.

=MINEFIELD.=--A space near a harbour specially devoted to mining operations.

=MINE-LAYER.=--A ship specially fitted to lay mines out.

=MINE-SWEEPER.=--A ship whose duty it is to discover and destroy the enemy’s mines in order to leave a clear passage for friendly craft.

=MOLE.=--A stone break-water or sea-wall.

=MOOR.=--To anchor a ship with two anchors.

=MOTHER-SHIP.=--A depot ship for torpedo craft, submarines, etc., victualling and issuing stores to the crews of the vessels under her command controlled by her officers.

=MUZZLE ENERGY.=--The force which is propelling the projectile when it leaves the gun.

=MUZZLE VELOCITY.=--The speed at which a projectile is travelling when it leaves the gun.

=NAUTICAL MILE.=--One sixtieth of a degree of latitude. It varies from 6,046 ft. at the equator to 6,092 ft. in lat. 60° N. or S. The nautical mile for speed trials, generally called the Admiralty Measured Mile, = 6,080 ft., 1.151 statute miles, 1,833 metres.

=NAVIGATION.=--That branch of science which teaches the sailor to conduct his ship from place to place.

=NAVY LEAGUE, THE.=--A strictly non-party organisation formed in January, 1895, with Admiral of the Fleet, Sir G. Phipps Hornby, G.C.B., etc., as its first President, for the purpose of urging upon the Government and the electorate the paramount importance of a supreme Fleet as the best guarantee of peace.

Its agencies are employed in all parts of the Empire spreading information on matters affecting the Royal Navy.

=NUCLEUS CREW.=--The essential part of a crew of a ship such as the gun-layers, petty officers, etc. Some ships are manned by nucleus crews only, being completed to full strength in case of mobilisation. Such ships are sometimes colloquially known as “Nucoloid.”

=OAKUM.=--The substance to which old ropes are reduced when unpicked.

=OCEAN GOING DESTROYER.=--A large type of torpedo boat destroyer, specially designed for service in any wind or weather.

=ORDNANCE.=--A general term applied to guns collectively, and to the Department concerned with them.

=ORLOP DECK.=--The lowest deck in the ship.

=PAY OFF.=--To end a “Commission.”

=PENDANT OR PENNANT.=--A long, pointed flag.

=Paying-off Pennant.=--A long streamer hoisted at the mainmast of a war vessel to denote she is “paying off.”

=POOP.=--An extra deck on the after part of a vessel.

=PORT.=--The left-hand side of the ship as you stand looking forward.

=PRIMARY (or main) ARMAMENT.=--The largest guns mounted in a ship.

=PRIZE.=--In war time, any vessel taken at sea from an enemy.

=PROJECTED.=--A ship is said to be “projected” before keel plate is actually laid.

=PROTECTIVE DECK.=--See “Armoured Deck.”

=PROW.=--The beak or pointed cutwater of a ship.

=Q.F. GUN.=--Quick-firing gun. A gun the cartridge of which is contained in a metal cylinder, as opposed to the B.L. gun.

=QUARTERS.=--A term indicating those portions of a vessel immediately on either side of her stern (q.v.). Differentiated in association with the terms “Port” or “Starboard.” “Quarters” also designates the living space for the personnel and the stations of the crew when in action.

=RAKE.=--The inclination of the mast (or funnels) from the perpendicular; the “rake” is very nearly always in a direction aft, but when the mast slants forward it is said to have a “Forward rake.”

=RAKISH.=--Having a smart or fast appearance. (Applied to ships.)

=RANGE.=--The distance in yards of the object fired at. The extreme range is the longest distance to which a projectile can be fired by any particular gun.

=RANGE-FINDER.=--An instrument used for determining ranges.

=RATE.=--The classification of a vessel for certain purposes.

=RATLINES.=--Small lines crossing the shrouds of a ship and thus forming ladders.

=REFIT.=--To place a ship in dockyard hands for overhauling her machinery, etc.

=REPAIR SHOP.=--A Fleet auxiliary (q.v.) which is fitted with a foundry, etc. on board, and can carry out minor repair work.

=RIBS.=--The timbers which form the skeleton of a ship or boat.

=RICOCHET.=--A leap or bound such as a flat piece of stone makes when thrown obliquely along the surface of the water. Generally spoken of with reference to projectiles. A “_ricochet hit_” is made when a projectile hits the enemy or target after it has first struck the water.

=RIG.=--The rig of a vessel is the manner in which her masts and sails are fitted to her hull.

=RIGGING.=--The system of ropes in a vessel whereby the masts are supported and the sails hoisted. There are two kinds of rigging, viz., standing rigging and running rigging, the latter term including all movable ropes.

=ROLL.=--The oscillation of a vessel in a heavy sea.

=SAG.=--A drooping or depression. A ship is said to sag when her centre tends to droop below the line joining her stem and stern; the opposite to hogging.

=SALVO.=--A discharge of fire from several guns simultaneously.

=SCOUT.=--A light, swift, protected cruiser specially adapted for scouting work.

=SCREENING CRUISERS.=--Cruisers separated from the battle fleet to deceive the enemy as to the Fleet’s position.

=SEAPLANE.=--The official naval designation of the Hydro-aeroplane which is a man-carrying apparatus equally capable of flight in the air and navigation on water. Also called Navyplane, Waterplane, Flying-Boat, Airboat.

=SEARCH, RIGHT OF.=--The right to search neutral vessels for the discovery of contraband.

=SECONDARY ARMAMENT.=--The guns which support the primary armament.

=SHEET.=--The rope attached to a sail so that it can be “worked” as occasion demands.

=SHROUDS.=--Strong ropes (generally wire) which support the mast laterally.

=SLIP.=--The wooden “way” on which a ship is built.

=SPEED TRIALS.=--Trials carried out periodically to test a vessel’s speed.

=SQUADRON.=--A number of ships under command of a single officer.

=STANCHION.=--An upright post supporting the deck above in a ship.

=STARBOARD.=--The right-hand side of the ship as you stand looking forward.

=STAYS.=--Strong ropes supporting spars and masts in a ship.

=STEM.=--The “nose” or “cutwater” of any ship.

=STERN.=--The aftermost part of a vessel.

=STRAKE.=--A line of planking extending the length of a vessel.

=STRATEGY.=--The disposition and handling of Squadrons or Fleets to dominate the forces of an enemy or control the time or place of an engagement. The broad disposition of naval forces.

=SUBMARINE.=--A war-vessel the chief work of which is to operate below the surface.

=SUBMERGED SPEED.=--The speed at which a submersible or submarine can travel under water.

=SUBMERSIBLE.=--A vessel which can be made to dive but which generally navigates on the surface.

=SUPERIMPOSED BARBETTES.=--Barbettes or turrets mounted behind and above other barbettes or turrets so that the guns in the first are enabled to fire over those in the second.

=SURFACE SPEED.=--The speed at which a submersible or submarine can travel when navigating on the surface.

=TACTICS.=--The handling and conduct of ships or squadrons in actual contact with an antagonist, or exercises for training for such engagements.

=TENDER.=--A vessel attached to a parent ship.

=TOP.=--A position or platform on the mast of a vessel. A fighting top in a top armed with light guns.

=TOPHAMPER.=--The upper works of the ship, such as masts, funnels, bridges, cowls, etc.

=TORPEDO.=--An engine of war which is discharged from a tube (submerged or above water) and which travels under water; it is loaded with a charge of gun-cotton which explodes on impact.

=TORPEDO-BOAT.=--A vessel specially designed for attack on larger ships by means of torpedoes.

=TORPEDO BOAT DESTROYER= (=T.B.D.=)--See “Destroyer.”

=TORPEDO-NET.=--A steel wire net which is thrown over the side of a ship and held extended by means of booms; it hangs down about 20 to 30 ft. below the surface, and acts as a defence against torpedoes.

=TORPEDO TUBE.=--A tube from which torpedoes are ejected either by means of a small charge of gunpowder or compressed air.

=TRAJECTORY.=--The line of flight of a projectile after leaving the gun.

=TROUGH.=--The hollow between two waves.

=TRUCK.=--The cap at the head of the mast or a flagstaff. It generally contains one or more holes for the reception of signal halyards.

=TURRET.=--The revolving armoured structure in which big guns are mounted, including the turn-table, ammunition hoists, etc. See “Barbette.”

=TWO-KEELS-TO-ONE-STANDARD.= The standard under which the British Fleet should be maintained at a strength, as against the next strongest Power, of two completed capital-ships to one.

=TWO-POWER STANDARD.=--The standard which indicated that the British Fleet was equal in strength to the fleets of the two next strongest Powers. This standard has been abandoned.

=WAIST.=--That portion of a ship on the upper deck between the forecastle and quarter deck.

=WATER-TUBE BOILER.=--A boiler in which the water is contained in tubes round which the hot gases circulate.

=WAY (Momentum).=--It is important to note the difference between this and the term “_weigh_,” the two being very often confounded. A vessel in motion is said to have “way” on her; and when she ceases to move to have “no way.” But a vessel under weigh in one not at anchor or secured to the shore.

=WEATHER-SIDE.=--The side on which the wind blows.

=WEEPING (or Sweating).=--Drops of water oozing through the sides of a vessel or caused by condensation on the surface of the beams, etc.

=WEIGH.=--To lift the anchor from the ground.

=WIRE-WOUND.=--All big British guns are made by winding miles of steel wire or ribbon round a tube over which the exterior tubes are afterwards shrunk.

=YARD.=--A spar suspended to a mast for the purpose of hoisting or extending a sail, or to which signal halyards can be taken.

From “The Navy League Annual,” by the courtesy of Alan H. Burgoyne, Esq., M.P.

Netherwood, Dalton & Co., Rashcliffe, Huddersfield.

FOOTNOTES

[1] All statements as to King Alfred’s navy are taken directly from the Anglo-Saxon Chronicle, Asser, and Florence of Worcester.

[2] An interpolated passage

[3] Wace.

[4] Guyot de Provins _ex_ Nicholas.

[5] _ex_ Nicolas.

[6] Henry VIII introduced a new form of warship in the “pinnaces,” which were, to a certain extent, analogous to the torpedo craft of to-day.

[7] Records of the Drake family.

[8] The italics are mine.--F.T.J.

[9] So far as I am aware nothing about this appears in any official account. I have no Japanese confirmation, but accounts gleaned at the time from the Russian auxiliaries--who, being foreigners had no object in lying--make it perfectly clear to my mind that the Russian admirals believed that the Japanese were astern of them till they met them at Tsushima. It is the only logical explanation of why Rodjestvensky essayed the narrow passage with his best ships, when he could equally well have gone round Japan with them unopposed, and so secured at Vladivostok that refit of which he was so much in need.

[10] It was badly weather-beaten, of course, and in sore straits on account of its lengthy voyage.

[11] In 1620 the first submarine appeared. It was invented by a Dutch physician, C. Van Drebel; and James I went for a lengthy underwater trip in a larger replica.--See _Submarine Navigation_, by Alan H. Burgoyne.

[12] In this connection, _see_ The First Dutch War, a few pages further on.

[13] It is interesting to note that this particular argument, seemingly rather hyperbolical to-day on account of railways, is so _only if the hostile ships can be kept under observation_.

[14] This practice appears to have been allowed to die out. At any rate it was re-introduced in the time of Queen Anne.

[15] Admiral Colomb (_Naval Warfare_) traced the Dutch defeat--or perhaps one should write, “lack of advantage”--mainly to the fact that the Dutch had a larger mercantile marine to protect, and merely mentions incidentally the constant complaints of Van Tromp and others to the inferiority of Dutch warships compared to English ones. But since so many of the Dutch merchantmen carried very fair armaments, and as “tactics” played no part in this war, I prefer to accept the explanation of the Dutch Admirals, none of whom assigned failures to the more obvious excuse of being hampered by convoys. Dutch contemporary accounts of this and following wars appear generally to be nearer the actual truth than English ones.

[16] Churnock, _ex_ Fincham.

[17] Charles II always had an eye for and interest in improvements in detail, and himself invented new forms of hull, which, however, did not come up to his expectations. Both he and James wore devoted to yachting and steered their own boats.

A singular defect of all the Stuarts in naval matters was their inability to appreciate the importance of the human as well as the material element. In the Cromwell régime, all the old abuses in connection with food, clothing and delayed pay, wore done away with; to re-appear, however, almost as bad as ever soon after the Restoration.

[18] ENGLISH.

Ships 62 Men 27,725 Guns 4,500 Frigates, etc. 23

DUTCH.

Ships 36 Men 12,950 Guns 2,494 Frigates, etc. 14

[19] See Crimean War in a later chapter for a revival of this.

[20] Fincham.

[21] He was Master of the fleet at Beachy Head and also at Cape La Hogue.

[22] The _Pembroke_ (sixty-four) captured by the French in 1710, in this war, had her armament reduced to fifty guns by them.

[23] This extraordinary story of a soldier saving the fleet is made all the stranger by the fact that Sir Hovenden Walker, the Admiral, was a teetotaller and a vegetarian, an almost unheard of thing in those days.

[24] Fincham.

[25] See later references to Sir William White and Sir Philip Watts.

[26] Their recklessness was such that Peter had to give orders that no Swedish ship was to be boarded unless the superior officers were killed. Swedish captains, attacked by superior forces, made a regular practice of allowing themselves to be boarded and then blowing up their ships!

[27] Colomb.

[28] For a very full and detailed account see Chapter XV. of Colomb’s _Naval Warfare_.

[29] The treasure ship was well armed and did not hesitate to engage him. Anson’s success was in some considerable measure attributable to the fact that not having enough men for the broadside firing of the period, he ordered independent firing. It was the Spanish custom to lie down as the enemy fired a broadside, then jump up and fire back. Anson’s independent firing caused much unexpected slaughter on them. This rule of “broadsides” compares interestingly with the salvo firing of the present day.

[30] See earlier reference to the same thing in Raleigh’s time.

[31] Is the well-known _Royal George_, which capsized at Spithead, in 1782.

[32] Admiral Mahan (_Influence of Sea Power upon History_, p. 286) shows how Byng’s dread of anything unconventional in the way of tactics led to the action being indecisive.

[33] Time after time, hostile ships, having had enough of it, passed away ahead and escaped, because to have pressed them would have “disorganised the line.”

[34] Our own naval manœuvres in recent years have seen more than one disaster from the change of a rendezvous.

[35] While this battle of Quiberon was in progress, people in England were burning Hawke in effigy for having allowed the French fleet to escape!

[36] This appears to be the solitary instance in French history in which a use of the fleet on English lines was ever contemplated.

[37] Admiral Mahan (_Influence of Sea Power upon History_) has quoted at length (p. 380) from French authorities to show that only the action of the captain of the _Destin_ (74), in hurrying to block the gap, prevented Rodney from getting through the line on this occasion.

[38] I draw this from Mahan (_Influence of Sea Power upon History_) (page 494). Fincham specifically mentions (p. 107) the introduction of carronades _ten_ years later.

[39] Fincham _ex_ Campbell.

[40] The fire-ship grew to be less and less of a menace owing to the improved handiness of warships.

[41] Here again see Raleigh on Elizabethan Customs.

[42] By the burning of the bulk of the ships in Toulon, the French Toulon fleet was rendered non-existent; but the state of affairs with that fleet was such that its fighting value had long been a cypher.

[43] In order to bring the enemy to action, Howe formed a detached squadron of his faster ships. Hannay (_Ships and Men_) extols him because, in this and certain other movements in the battle, he reverted to the tactics of Monk and other Commonwealth admirals, and threw aside the conventional practice of his own day.

[44] For two opposite views of this particular incident, see Admiral Mahan’s _Influence of Sea Power on the French Revolution_, and Chapter X. of Brassey, 1894.

[45] The preservation of an orderly line throughout the battle.

[46] The story of this ship going down firing, her crew crying _Vive la Republique_, is pure fiction. She surrendered after a very gallant fight, and sank with an English flag flying.

[47] Seeing that, had Howe sunk the grain convoy and then been totally destroyed himself, the Revolution would still have come to nothing from starvation, this French view of the matter is intelligible enough and also very reasonable.

[48] It was in connection with this engagement that Nelson wrote, “Had I commanded our fleet on the 14th, either the whole of the French fleet would have graced my triumph, or I should have been in a confounded scrape.” Also, commenting on Hotham’s, “We must be contented, we have done very well”--“Now, had we taken ten sail and allowed the eleventh to escape, when it had been possible to have got at her, I could never have called it well done.”

[49] _Nelson_, by J. K. Laughton.

[50] _The British Tar in Fact and Fiction._

[51] The title of “delegates” seems quaintly enough to have led Parker and his friends into trouble. The men got hold of the word as “_delicates_,” and interpreted it more or less literally as a claim to superiority.

[52] For a very interesting detailed account, see _Ships and Men_, by David Hannay.

[53] Fincham.

[54] Troude.

[55] He, at the same time, sent a private message to Nelson that if he wished to continue, he was at liberty to do so. The telescope to his blind eye was merely a little jest on Nelson’s part, and in no way disobedience of orders. Parker’s whole object in making the signal to withdraw was to intimate to Nelson that if he deemed himself defeated, he (Parker) would accept responsibility.

[56] Paul had just been murdered, and Alexander changed his policy.

[57] Compare with the similar delay of the Spanish Armada.

[58] Actually never exceeded 93,000.--_Campaign of Trafalgar._--Corbett.

[59] Six was sometimes twelve, sometimes longer periods still. The most reasonable explanation is that Napoleon’s _real_ intentions were to use the army to invade England, if luck and chance threw the opportunity in his way; but otherwise to use it only as a threat.

[60] It was here that he recorded in his diary that he went on shore on July 20th--the first time for close on two years!

[61] His orders were to go to Brest; but having been frightened by some purely mythical news of a British fleet of twenty-five sail (sent him _via_ a neutral ship), he went to Cadiz. As, had he got to Brest, he would have found Cornwallis with thirty-five ships of the line, this piece of precaution (which incidentally led to Trafalgar) saved him for a while.

[62] Rodjestvensky, seeking to inspire the Baltic fleet on its way to Tsushima, is a close modern parallel.

[63] _The British Tar in Fact and Fiction_, Commander Robinson, R.N.

[64] _Vide_ Anson’s boat’s crew in his trip up to Canton. Some captains spent a good deal of money in providing white shirts for their boat’s crews. Others indulged in purely fanciful attires.

[65] A year or two ago a famous Royal Academy picture showed a fleet of Dreadnoughts cruising at sea with the steam trial water tanks on board!

[66] To wear the smartest possible clothes on coming up for punishment was invariable routine. It was hoped that a smart appearance would mitigate the captain’s wrath.--_Vide_, _Sea Life in Nelson’s Time_, John Masefield.

[67] To this day the British bluejacket calls himself a “matlo”--a corruption of the French matelot; so this pigtail introduction theory may be correct enough.

[68] See Food, a page or so further on.

[69] The curious, who wander into the by-lanes off Queen Street, Portsea, will still find heavy iron gates in places. Inside these gates those anxious to escape the press-gangs used to take refuge.

[70] The “bounty” offered, however, was a decided inducement. Cases of bounties as high as £70 can be found.

[71] _The British Tar in Fact and Fiction._

[72] There are West Country villages to-day in which, to my own knowledge, one pound of meat a week is an outside estimate of what is eaten per head.

[73] There were those who accepted weevils in ship’s biscuits as mites in Gorgonzola cheese are accepted to-day! Unpalatable as ship’s biscuit is, there is a certain acquired taste about it. In the later nineties I have frequently seen it handed round as a species of dessert in the wardroom, every senior officer taking some and enjoying it. In the 1890 manœuvres the wardroom officers of “C fleet” did three weeks on “ships” only, in quite a casual way, though the quality even then left something to be desired.

[74] They began at 4s. a day, working up to 11s. a day after six years, and 18s. a day at twenty years’ service, which few ever reached.

[75] For extremely detailed accounts of surgery in action see _Sea Life in Nelson’s Times_, John Masefield.

[76] A form of this rule exists to-day. A man wounded in action is not now mulcted; but a man who tumbles down a hatchway and breaks his leg has to suffer “hospital stoppages,” and “pay for his own cure,” to a certain extent.

[77] Commander Robinson, R.N., in _The British Tar in Fact and Fiction_, seems to have got nearer the true picture than those who have painted things in darker and more lurid colours. He is practically the only writer upon the subject who has realised that many old yarns are capable of being discounted.

[78] It is only fair to the Hebrew race to say that “Jew” was a generic term for a special type of person who grew rich on advancing money to sailors and selling them shoddy articles at ridiculously enhanced prices. Quite a large number of them were not of the Jewish race.

[79] To-day this is flown at the bow only when a ship is at anchor.

[80] At Trafalgar, the _Victory_, as she bore down, suffered heavily from the shot that penetrated her thin forward bulkhead.

[81] _Ex_ Fincham, where the report is given in full.

[82] The mail packet service was under the Admiralty in those days.

[83] The seventy-three ton iron steamboat _Ruby_.

[84] The Lord Armstrong, founder of Elswick, etc.

[85] The italics are mine.--F.T.J.

[86] My italics. In the Germany of to-day (May, 1915), exactly the same style of argument is being advanced.

[87] c.f. the Dardanelles in May, 1915.

[88] Subsequently Sir E. J. Reed, Chief Constructor.

[89] c.f. Views expressed about Dreadnoughts, for another reason in the present year (1915).

[90] From _Naval Development of the Century_, by Sir N. Barnaby, K.C.B.

[91] The _Warrior_ now forms part of the _Vernon_ Establishment at Portsmouth.

[92] _Our Ironclad Ships_, by (Sir) E. J. Reed. Sir N. Barnaby in _Naval Development of the Century_ gives 5,470 = 14.36 knots.

[93] Apparently the first instance of the putting forward of a principle which later on profoundly affected construction.

[94] In 1863, three ironclads, the _Lord Clyde_ and _Lord Warden_, of 7,840 tons, and a small ship, the _Pallas_, 3,660 tons, were constructed with wooden hulls, in order to use up the stores of timber which had been accumulated.--See p. 70, _Our Ironclad Ships_, by Sir E. J. Reed.

[95] _Our Ironclad Ships_, by Sir E. J. Reed.

[96] The American monitors all had conning towers; but British masted battleships were without them.

[97] At a subsequent date, after he had left the Admiralty, he designed the _Independencia_ for Brazil. This ship, afterwards bought into the British Navy as the _Neptune_, was simply an enlarged _Monarch_. Probably, however, the general features of the ship were specified by the Brazilians.

[98] The _Scorpion_ and _Wivern_, built for the Confederate States and bought in 1865. The Peruvian _Huascar_ also ante-dated the _Captain_ in design. All of these were low freeboard ships. Coles had something to do with the designs of all.

[99] All the above ships had one or more tripod masts.

[100] For two of these, 12½ ton M.L.R. were afterwards substituted.

[101] Coles had projected 1,000 tons; but 500 was all that she could take.

[102] She was then rolling from 12½ to 14 degrees.

[103] The _Audacious_ herself was “modernised” in the later eighties. Her sailing rig was removed and a “military rig” substituted. Some minor changes in her lesser guns were also made.

[104] _Our Ironclad Ships_, by Sir E. J. Reed.

[105] _Ironclads in Action_, by H. W. Wilson.

[106] The _Sultan_ was built as a ship-rigged ship. In 1894–96 she was “reconstructed,” two military masts being substituted for her original rig. She was also re-engined and re-boilered by Messrs. Thompson, of Clydebank. Beyond going out for the naval manœuvres one year she did not, however, perform any service in her altered condition, and is now used as a hulk.

[107] Later on this was removed and an ordinary revolving turret, carrying _two_ 25 ton guns, substituted.

[108] About the year 1890–2 _Devastation_ and _Thunderer_ were re-boilered and re-armed with 10-inch B.L.R.

[109] c.f. Frontispiece to _Our Ironclad Ships_, E. J. Reed.

[110] _Naval and Military Gazette._

[111] She was about nine years from laying down to completion!

Index.

Aboukir, Battle of, 152, v. i

Abuses, Naval, 65, v. i

Acquitaine, 11, v. i

Admiral Bacon’s Theory, 204, v. ii

Admiral Hopkins--Earliest Advocate of Centre-Line in England, 179, v. ii

Aerial Bombs First Provided Against, 173, v. ii

Aerial Dreadnoughts, 171, v. ii

Aerial Experiments in Austria, 228, v. ii

Aerial Guns, 226, v. ii

Aeroplanes for Naval Purposes, 226, v. ii

Agreement with the Colonies, Naval, 237, v. ii

Aircraft, Possibilities of, 95, v. i

Aircraft, Potentialities in, 228, v. i

Alexander, 162, v. i

Alexandria, 163, v. i

Alfred the Great, 1, 14, v. i

Alfred, King, 60, 73, v. i

Algiers, 59, v. i

All-Big-Gun Ship Arguments, 143, v. ii

Alterations to “Lion,” 185, v. ii

Alternative “Dreadnought” Ideal, 165, v. ii

Alva, Duke of, 48, v. i

American Colonies Revolution, 124, v. i

American Frigates, 189, v. i

Americanising of British Naval Designs, 176, v. ii

American Monitors and Conning Towers, 272, v. i

American Monitors, limitations of, 292, v. i

American Navy, 189, v. i

American War, 189, v. i

Amiens, Peace of, 163, v. i

Anson, Commodore, 109, v. i

“Answer” British, to frégates blindées, 249, v. i

Antigua, 172, v. i

Antwerp, 183, v. i

Appreciation of Barnaby, 49, v. ii

Arch Duke Charles, 98, v. i

Archers, English, 27, v. i

Armada, Defeat of, 57, v. i

Armada, Delayed, 48, v. i

Armada, Force of, 49, v. i

Armada, Indifferent Gunnery of, 50, v. i

Armada, Real History of, 57, v. i

Armament, Ratio of Size, 95, v. i

Armed Neutrality, The, 161, v. i

Armour, 204, v. ii

Armoured Cruisers Re-appear, 101, v. ii

Armour Experiments at Woolwich, 219, v. i

Armoured Forecastles, 284, v. i

Armoured Scouts, 197, v. ii

Armstrong and Percussion Shell, 227, v. i

“Army of Invasion,” 170, v. i

Articles of War, 11, v. i

Artificial Ventilation, 225, v. i

Armstrong, Guns of, 241, v. i

Artillery, Superior, 229, v. i

Assize of Arms, The, 10, v. i

Athelston, 7, v. i

Australia, Navy of, 233, v. ii

Auxiliary Navies, 231, v. ii

Battle of Trafalgar, 177, v. i

Belle Island Captured, 122, v. i

Berwick Captured by French (1795), 138, v. i

Blockade, Scientific, First Instituted, 120, v. i

Blockade Work, 165, v. i

Bomb Dropping, 226, 228, v. ii

Bombs from Airships, 228, v. ii

Bomb Vessels Introduced, 87, v. i

Bonaparte (see Napoleon), 230, v. i

Bordelais Captured, 158, v. i

Boscawen, 120, v. i

Boswell, Invention of, 107, v. i

Bounty, 200, v. i

Bounty, Given by Henry VII, 36, v. i

Bounty to Seamen, 234, v. i

Bourbon, Isle of, Captured, 185, v. i

Box-Battery Ironclads, 318, v. i

Brading, Battle of, 5, v. i

Breaking the Line, First Attempt at, 128, v. i

Breaking the Line by Rodney, 129, v. i

Breastwork Monitors, 292, 307, 308, v. i

Breech Blocks, Elementary, 320, v. i

Breechloaders, Armstrongs, 320, v. i

Brest, 157, v. i

Brest, Cornwallis off, 172, v. i

Bridport, 139, v. i

Brig Sloop of 18 Guns, 178, v. i

British Battle Fleet, 257, v. i

British Defects in the Crimean War, 234, v. i

British Empire, an English-Speaking Confederation, 241, v. ii

British Flag, 75, v. i

British and French Ideals, 249, v. i

British v. French Ships Discussed in Parliament, 37, v. i

British Guns, 232, v. i

British Merchant Ships Trade with Russia During War, 186, v. i

British Methods of Warfare, 41, v. i

British Navy, Birth of, 34, v. i

British Squadron, Defeat of, 186, v. i

British Tactics, 231, v. i

Broadside Ironclads, 257, v. i

Broke, Captain, 189, v. i

Brown, Samuel, Invents a Propeller (1825), 216, v. i

Bruat, 234, v. i

Brueys, 152, v. i

Bruix, 154, v. i

Buckingham, Duke of, 65, v. i

Bullivant Torpedo Defence, 53, v. ii

Burchett, 92, v. i

Burgoyne, Alan H., 59, v. i

Burgoyne, Captain, 288, v. i

Bushnell, David, and his Submarine, 124, v. i

Busk, Hans, 237, v. i

Busses, 11, v. i

Byng, 99, v. i

Byng, Shot, 116, v. i

Cadiz, 171, v. i

Cadiz, Collingwood off, 175, v. i

Calais, 27, 30, 33, v. i

Colder, 172, v. i

Calcutta, Recapture of (1757), 119, v. i

Calypso, 237, v. ii

Campaign of Trafalgar (Corbett), 170, v. i

Camperdown, Battle of, 150, v. i

Canada Acquired by England, 123, v. i

Canadian Dockyards, 237, v. ii

Canadian Navy, 237, v. ii

Cannon, Early, 38, v. i

Cannon, First use of, 29, v. i

Canute, 8, v. i

Cape St. Vincent, Battle of (1759), 121, v. i

“Capital Ship” Adjusts Itself, 218, v. ii

Capital Ship, Galley Replaced by Galleon, 27, v. i

Cape La Hogue, Battle of, 90, v. i

Capraja, “Queen Charlotte” blown up off (1880), 160, v. i

“Captain,” Nelson in, 142, v. i

Carronades, 129, v. i

Carronades, Part of Armament, 201, v. i

Cartagena, Vernon Fails at, 109, v. i

Catapults, 15, 30, 38, v. i

Catherine the Great, 154, v. i

Cayenne Captured, 184, v. i

Cellular Construction, 267, v. i

Central Africa, 232, v. ii

Central Battery Ironclads, 292, v. i

Centre-line, System, 179, v. ii

Cerberus, 232, v. ii

Cette, 103, v. i

Chads, Captain and Gunnery Experiments, 220, v. i

Chads, Captain, 223, v. i

Chagres Bombarded, 109, v. i

Channel Policed, 10, v. i

Channel Protected by Merchants, 33, v. i

Chappel, Captain, 215, v. i

Charles I, 65, v. i

Charles II, 81, v. i

Charles, Prince, 73, v. i

Charring, 107, v. i

Charter of Ethelred, 8, v. i

Chartres, Duke of, 126, v. i

Chateau, Renault, 96, v. i

Chatham, Earl of, 183, v. i

Christian VII, 180, v. i

Cinque Ports, 22, 29, 35, v. i

Cinque Ports Established, 10, v. i

Civil War, 75, v. i

Claxton, Captain, 215, v. i

Clive, 119, v. i

Clothing, 65, v. i

Clydebank, 188, v. ii

Coal, Larger Store of, Affects

Construction, 263, v. i

Coal Stores, 185, v. ii

“Coastals,” 199, v. ii

“Coastal Destroyers,” 199, v. ii

Coast Defence Ironclads, 199, v. ii

Coat of Mail Idea, 249, v. i

Cockpit, Horrors of, 204, v. i

Cochrane, Lord, and Fire Ships, 183, v. i

Cochrane Opposes Vote of Thanks to Lord Gambier, 183, v. i

Code of Naval Discipline, 12, v. i

Colonials and Local Defence, 237, v. ii

Colour Experiments, 89, v. ii

Command of the Sea (First Appearance of), 75, v. i

Commerce Defence, 75, v. i

Commission, Report of (1806), 187, v. i

Compass, 12, v. i

Coles, Captain Cowper, 272, v. i

Coles, Captain, 280, v. i

Coles, 275, v. i

Coles, Captain, 284, v. i

Collingwood Incompetent, 202, v. i

Collingwood, Resignation of, 148, v. i

Colomb, Admiral, Quoted, 53, v. i

Communication Tube, First for

Conning Tower, 318, v. i

Conflict Between Steam and Gas Engines, 201, v. ii

Congreve Rocket, 236, v. i

Conning Towers in American Monitors, 272, v. i

Constantinople Bombarded, 179, v. i

Continuous Service, 251, v. ii

Contractors, Unscrupulous, 65, v. i

Contemporary Art, 195, v. i

Contraband of War, 161, v. i

Contract-Built Ships First Advocated, 280, v. i

Controller of the Navy and Constructor, Disputes Between, 258, v. i

Converted Ironclads, 257, 258, v. i

Convoys, 92, v. i

Cook, Captain, 115, v. i

Copper Bottoms, 123, v. i

Copper Bottoms, Rapid Deterioration of, 129, v. i

Copenhagen, 161, v. i

Cornwall, Captain, 108, v. i

Cornwallis off Brest, 172, v. i

Cornwallis, 139, v. i

Corsairs, 91, 102, v. i

Cost per Gun for Sailing Man-of-War, 238, v. i

Cost per Gun for Steamers, 238, v. i

Cotton, Sir Charles, 184, v. i

Crimean War, British Defects in, 237, v. i

Crimean War, the British Navy in: Little Better than a Paper Force, 228, v. i

Cromwell, 73, v. i

Cronstadt, 226, v. i

Cross Raiding, 75, v. i

Cruisers of the Super-Dreadnought Era, 188, v. ii

Crusaders, 10, v. i

“Conditional” Ships, 174, v. ii

Cost of Oak, 132, v. i

Cost per Gun for Early Ironclads, 238, v. i

Cumberland, Inventor of Stoving, 107, v. i

Cuniberti, 179, v. ii

Cuniberti’s Conception of All Big-Gun ships, 139, v. ii

Curtis, Captain of the Fleet, 136, v. i

Curtiss Aeroplane, 226, v. ii

Curtiss Turbines, 196, v. ii

Cutting Out Expeditions Instituted, 41, v. i

Daedalus, 221, v. ii

“Dandy” Captains, 195, v. i

“Dandy” Sailors, 195, v. i

Danes, 1, v. i

Danish Fleet Surrendered, 162, v. i

Danish Ships Hired, 5, v. i

Darien, 108, v. i

Dawkins, Captain, 299, v. i

Dean, Sir Anthony, 94, v. i

Dean, Sir John, 94, v. i

Decline of the Navy, 43, v. i

De Conflans, 121, v. i

Defects of the échelon System, 179, v. ii

Defects of the “Royal Sovereigns,” 69, v. ii

De la Clue, 120, v. i

Delegates of Mutineers, 147, v. i

“Democracy on the Quarter Deck,” 257, v. ii

De Pontis, 102, v. i

De Witt, 79, v. i

Deptford Yard, 107, v. i

De Ruyter, 85, v. i

D’Estaing, 126, v. i

D’Estrees, 85, v. i

Descharges, Inventor of Portholes, 38, v. i

Destroyer Attack Bound to Succeed, 195, v. ii

Destroyers in the Dreadnought Era, 199, v. ii

De Tourville, 90, v. i

Devastation idea evolved, 232, v. ii

Devonport Yard, 191, v. ii

Dibden (ref.), 34, v. i

Diesel Engine, 201, v. ii

Dirigibles, 222, v. ii

Discipline, 20, v. i; 258, v. ii

Discipline, Jervis Idea of, 141, v. i

Discipline, Lack of, in time of Charles I, 66, v. i

Disputes Between the Controller of the Navy and Constructor, 258, v. i

Doctors, Naval, 256, v. ii

Dominion of Canada, 234, v. ii

D’Orvilliers, 125, v. i

Double Bottoms, 267, v. i

Dover, 219, v. i

Downs, Battle in (1639), 76, v. i

Drake, Character of, 48, v. i

Drake, Sir Francis, 47, v. i

Drake, Methods of, 48, v. i; 259, v. ii

Dreadnought (analogy), 69, v. i

Dreadnought, first idea of, 164, v. ii

Dromons, 33, v. i

Dropping Bombs, 226, v. ii

Dry Dock, First, 35, v. i

Dubourdieu, 186, v. i

Du Casse, 97, v. i

Ducas, 234, v. i

Duchess of Bedford and Uniform, 194, v. i

Ducking, 12, v. i

Duckworth, Sir John, 179, v. i

Duguay-Trouin, 92, 177, v. i

Dumanoir, 177, v. i

Duncan, 147, v. i

Dundonald, Earl of (Cochrane), 216, v. i

Dutch Fleet Captured by Anglo-Russian Force, 159, v. i

Dutch War, First, 75, v. i

Dutch War, Second, 81, v. i

Dutch War, Third, 83, v. i

Eagle attacked by Submarine, 124, v. i

Earliest Advocate of the centre-line in England, Admiral Hopkins, 179, v. ii

Early Aerial Ideas, 218, v. ii

Early Wire Guns, 247, v. i

Economists Limit Lint and Sponges, 207, v. i

Economists on Shore, 201, v. i

Economy, 36, 114, v. i

Economy in Construction, 97, v. i

Edgar, 7, v. i

Edmund, 7, v. i

Edward I, 22, v. i

Edward II, 23, v. i

Edward III, 23, v. i

Edward IV, 33, v. i

Edward the Confessor, 8, v. i

Effects of Shell Fire, 219, v. i

Egyptian Government, 232, v. ii

Electro, 219, v. i

Elementary Quickfirers, 243, v. i

Elizabeth, 73, v. i

Elizabeth, First Acts of, 44, v. i

Elizabethan Fleet, 73, v. i

Elphinstone, Captain in Russian Navy, 154, v. i

Elswick, 227, v. i; 232, v. ii

End-on Fire, 176, v. ii

End-on Idea, 179, v. ii

End of the White Era, 116, v. ii

Engineer Agitation, 247, v. ii

Engines of “Glatton” built in Royal Dockyard, 311, v. i

England, Austria, and Sweden at war, 180, v. i

“Equal Efficiency,” 215, v. ii

Ericsson, 272, v. i

Ericsson Patents Propeller (1836), 216, v. i

Espagnols-sur-Mer, Les, 29, v. i

Ethelred’s Navy, 8, v. i

Excellence of the “Warrior” Class, 121, v. ii

Experiments, Gunnery, 219, v. i

Experiments to Improve Sailing Ships, 211, v. i

“Explosion” Vessels, 182, v. i

Eustace the Monk, 21, v. i

Feeding of Men During Great War, 200, v. i

Ferrol, 96, 172, v. i

Fight--Shannon (British) v. Chesapeake (U.S.), 189, v. i

Finisterre, 172, v. i

Finisterre, Rodney off, 127, v. i

Fire, Raking, 211, v. i

Fire Ships, 54, 84, 182, v. i

Fire Ships, Decline of, 131, v. i

Fireworks, Use of, 69, v. i

First English Over-Sea Voyage, 11, v. i

First of June, Battle of, 135, v. i

First Ship of Royal Navy, 35, v. i

Fisher, Admiral Lord, 247, v. ii

Flag, Neutral, 161, v. i

Fleet Decoyed Away, 172, v. i

Fleet Saved by a Military Officer, 103, v. i

Fleet of Richard I, 10, v. i

Floating Batteries, First Use of, 130, v. i

Florida Acquired by England, 123, v. i

Flotilla, 163, v. i

Flotilla Invasion, 166, v. i

Flushing Blockaded, 183, v. i

Food, 65, v. i; 254, v. ii

Forecastle, Armoured, 284, v. i

Forecastles on Turret Ships, 284, v. i

Fort, S. Phillip, 116, v. i

Frames, Trussed, Introduced, 210, v. i

France, Why Beaten in Great War, 233, v. i

France, War with, 37, 113, v. i

Frégates Blindées, 247, 250, v. i

French Fleet in Crimean War, 230, v. i

French and British Ideals, 253, v. i

French Warships, Superb Qualities of, 92, v. i

French Fleet Superior to British, 193, v. i

French Floating Batteries, 225, v. i

French Revolution, 132, v. i

Freya, Danish Frigate, Captured, 159, v. i

Frisians, 5, v. i

“Fulton” Driven by steam Paddle, 193, v. i

Future Fights, 215, v. ii

“Galatea” Fitted with Paddles, 213, v. i

Galleon as Dreadnought of the 14th Century, 27, v. i

Galley, Replaced as Capital Ship, 27, v. i

Gambier, Admiral, 179, v. i

Gambier, Lack of Energy of, 182, v. i

Gambier, Lord, Acquitted, 183, v. i

Gambier, Lord, Vote of Thanks to Opposed by Cochrane, 183, v. i

Gambling, Punishment for, 12, v. i

Ganteaume, 163, v. i

Ganteaume, Admiral Escapes from Rochefort, 181, v. i

Garay, Inventor of Steamship, (1543), 214, v. i

Genereux Captured by Nelson, 160, v. i

Genius of Famous Admirals, 216, v. ii

Genoa, Hotham’s Battle of, 138, v. i

Gentlemen Adventurers, 45, v. i

George I, 104, v. i

George II, 107, v. i

George II and Institution of Uniform, 194, v. i

German Seamen, 233, v. i

Germans Agitate for British Naval Efficiency, 231, v. i

Germany, 233, v. i

Germany (analogy), 65, v. i

Germany, Guns from, 43, v. i

Gibraltar, 130, 172, v. i

Gibraltar, Nelson at, 172, v. i

Glasgow, “Black Prince,” Built at, 250, v. i

Globe Circumnavigated by Drake, 45, v. i

Godwin, 9, v. i

Good Hope, Cape Dutch Squadron Captured at, 141, v. i

Graham, Sir James, 236, v. i

Grasse, De, 129, v. i

Greek Fire, 15, 243, v. i

Guadaloup Captured, 137, 185, v. i

Guarda-Costas, 108, v. i

Guerre de Course, 102, v. i

Guichen, 128, v. i

Guillaume Tell Captured, 161, v. i

Gunners, Training of, 241, v. i

Gunnery, Enemy’s Inefficiency of, 176, v. i

Gunnery Errors, 179, v. ii

Gunnery Experiments, 231, v. ii

Guns Against Aircraft, 226, v. ii

Guns, British, 232, v. i

Guns in the Reed Era, 319, v. i

Guns in Submarine, 212, v. ii

Guns of the Watts Era, 202, v. ii

Guns, Pivot, 272, v. i

Guns, Rapid Fire, Development of, 227, v. i

Guns, Turkish Monster, 179, v. i

Hales, Dr., Ventilation System of, 115, v. i

Hamelin, 234, v. i

Hampden, John, 73, v. i

Hanniken, 28, v. i

Hardcastle Torpedo, 204, v. ii

Hardy, Sir Charles, 127, v. i

Harvey-Nickel Armour Introduced, 99, v. ii

Hawkins, 46, v. i

Hawthorn, 188, v. ii

“Heavier than Air,” 221, v. ii

Heavy Rolling of the “Orion,” 183, v. ii

Henry II, 10, v. i

Henry III, 20, v. i

Henry IV, 30, v. i

Henry V, 33, v. i

Henry VII, 34, v. i

Henry VIII, 37, v. i

“Hermione,” Mutiny in, 145, v. i

Hickley, Captain, 299, v. i

Hire of Danish Ships, 8, v. i

Hired Ships, 28, 33, 36, v. i

Holy Land, 11, v. i

Hood, 130, 137, v. i

Hopkins, Admiral, Ideas of, 134, v. ii

Horsey, Admiral de, 322, v. i

Hoste, Captain William, 186, v. i

Hotham, 138, v. i

Howard, Sir Edward, 41, v. i

Howe, 134, v. i

Hubert de Burgh, 20, v. i

Hurrying Ships, 185, v. ii

Hyeres, Battle of, 138, v. i

Icarus, 218, v. ii

Imperial British Fleet, 241, v. ii

Imperial Needs, 237, v. ii

Impressment, 234, v. i

Increased Gun-Power, 203, v. ii

Increased Smashing Power of Projectiles, 175, v. ii

Indecisiveness in British Operations, 137, v. i

Indies, Spanish Wealth from, 47, v. i

Inexperienced Officers, 233, v. i

“Inflexible” at the Nore Mutiny, 147, v. i

Inman, Dr., 187, v. i

Inscription, Maritime, 233, v. i

Instructors, Spanish, in English Navy, 42, v. i

“Insular Spirit,” 5, 73, 82, v. i

Insurance, 206, v. ii

Internal Armour, 206, v. ii

Introduction of Steam, 214, v. i

Introduction of 13.5-inch Gun, 175, v. ii

Invasion, 30, 163, v. i

Invasion, Nelson’s Schemes Against, 161, v. i

Invasion of England, 47, 119, v. i

Invasion Projected by French, 91, v. i

Ironclads, Converted, 257, 263, v. i

Ironclads, The First British, 249, v. i

Ironclad Ships, 229, v. i

Iron for Shipbuilding Instead of Oak, 219, v. i

Iron-plated Ships, 237, v. i

Iron Ships Condemned (1850), 223, v. i

Iron Steamer Existed in 1821, 219, v. i

Island Empires, 6, v. i

Jacobite Element in the Fleet, 88, v. i

Jacobite Rising, 105, v. i

James I, 59, v. i

James II, 86, v. i

James Watt, 236, v. i

Jarrow, 232, v. i

Java, Isle of, Captured, 187, v. i

Jean Bart, 92, v. i

Jervis, Sir John, 141, v. i

Jews, 209, v. i

John, King, 16, 30, 60, v. i

Juan, Fernandez, 110, v. i

Julius Cæsar, 1, v. i

Junction of the Fleets, 98, v. i

“Kamptulicon,” 219, v. i

Keel-Hauling, 12, v. i

“Keeping the Air,” 227, v. ii

Keith, 154, 163, v. i

Keppel, 125, v. i

Killala Bay, French Expedition to, 151, v. i

Kinburn Bombarded, 225, 248, v. i

Kipling (ref.), 34, v. i

Kronstadt, 162, v. i

Kronstadt, Anglo-Danish Demonstration at, 107, v. i

Krupp Fire, Shell, 244, v. i

La Gallisonnier, 116, v. i

“Labour” and the Navy, 207, v. ii

Lagane, 204, v. ii

Laird, Messrs., of Birkenhead, 284, 288, v. i

Laird, 321, v. i; 186, v. ii

Lalande de Joinville, 234, v. i

Lancaster Guns, 227, v. i

“Lancaster,” The, at Camperdown, 150, v. i

“Landsmen,” 252, v. ii

La Rochelle, 30, v. i

La Rochelle, Expedition to, in time of Charles I, 66, v. i

“Last Word,” 258, v. i

Latouche-Treville, 169, v. i

Laughton, Professor, Quoted, 50, v. i

Laughton’s, Professor, Summary, 176, v. i

Laws of Oberon, 17, v. i

Leake, Sir John, 101, v. i

Leave, 254, v. ii

Legends of Floating Rocks, 218, v. ii

Leissegues, Vice-Admiral, 177, v. i

Louisbourg Invested (1758), 119, v. i

“Lighter than Air,” 221, v. ii

Linois, 163, v. i

Liquid Fire, Norton’s, 243, v. i

Lisbon, 102, v. i

Lissa, Battle of, 186, 300, v. i

Little Englanders, 73, v. i

Lloyd, 237, v. i

Loading, Greater Rapidity in, 231, v. i

London, Citizens of, Fit out Fleet Against Spain, 48, v. i

London, Dutch Guns heard in, 83, v. i

Longridge, C. E., 244, v. i

Lord Charles Beresford, 195, v. ii

Lord of the Sea, 22, v. i

Lorient, French Squadron, break-out of, 188, v. i

Lorient, Partial Battle of (1795), 139, v. i

Loss of the “Victoria,” 39, v. ii

Louis Napoleon, 230, v. i

Lower Deck, The, 97, v. i

Lowestoft, 207, v. ii

Machine of Meerlers, 90, v. i

Macintosh, 226, v. i

Maderia Captured, 180, v. i

Maintenance Allowance Increased, 182, v. i

Malaga, Battle of, 101, v. i

Mallett, 244, v. i

Malta, Russian Designs on, 159, v. i

Malta Captured, 160, v. i

Malta Starved into Surrender, 160, v. i

Marines, Objection to New Scheme, of the, 251, v. ii

Marryat, Captain, 12, 212, v. i

Martinique, 137, v. i

Masefield, John, Quoted, 204, v. i

Mastless Ships, 292, v. i

Masts, Tripod, 287, v. i

Mauritius Attacked, 185, v. i

Medal, Tempus, Charles I, 74, v. i

Medine Sidonia, 53, v. i

Mediterranean, 59, v. i

Mediterranean, English Fleet First Stationed, 91, v. i

Meerlers, Machine Ships of, 90, v. i

Meerlers “Smoak-boat,” 90, v. i

Memoirs of Torrington, 100, v. i

Men Wanting, 237, v. i

Men, Lack of Training of, 236, v. i

Messing, 254, v. ii

Messing in Tudor Times, 43, v. i

Methods of Drake, 45, v. i

Military Officer Saves Fleet, 103, v. i

Military Warfare, 7, v. i

Milne, Admiral, 288, v. i

Mines Appear, 226, v. i

Mines, Russian, 226, v. i

Minorca, Battle of, 119, v. i

Moderate Dimensions, 135, v. i

Modern Protective Decks Introduced, 85, v. ii

Modern Variant of “Case Shot,” 195, v. ii

Monk, 76, v. i

Monitor and Merrimac, Fight between, 275, v. i

Montgolfier, 221, v. ii

Motor-Destroyers, 201, v. ii

Mounting of Small Guns Between the échelon Turrets done away with, 175, v. ii

Murder, Punishment for, 12, v. i

Mutiny at Spithead, 145, 200, v. i

Mutiny, The Great, 255, v. ii

Muzzle Loaders, 320, v. i

Nachimoff, Admiral (Russian), 223, v. i

Napier, Admiral Sir Charles, K.C.B., 234, 235, v. i

Napoleon, at Toulon, 133, v. i

Napoleon, Deportation of, to Elba, 193, v. i

Napoleon, Deportation of, to St. Helena, 193, v. i

Napoleon, Emperor, 164, v. i

Napoleon, First Consul, 159, v. i

Napoleon’s Invasion of Russia, 188, v. i

Napoleon and Nelson, 169, v. i

Napoleon, Re-appearance of, 193, v. i

Napoleon, Renovates his Navy, 181, v. i

Napoleon and “Sea Power,” 163, v. i

National Interests, 206, v. ii

Naval Abuses, 65, v. i

Naval Aeroplanes, 225, v. ii

Naval Agreement with the Colonies, 237, v. ii

Naval Aviation, 222, v. ii

Naval Defence Act, 63, v. ii

Naval Defence Act Cruisers, 71, v. ii

Naval Commission, 81, v. i

Naval Regulations of John, 16, v. i

Naval Pay in Great War, 209, v. i

Naval Scare of 1887–89, 61, v. ii

Naval Punishments, 20, v. i

Naval War, The Next, 265, v. ii

Navarino, Battle of, 213, v. i

Navy of Canute, 8, v. i

Navy, Non-Existence of, in Early Times, 19, v. i

Nelson, 12, 97, 162, v. i; 260, v. ii

Nelson (analogy), 42, v. i

Nelson at Gibraltar, 172, v. i

Nelson at Toulon, 133, v. i

Nelson in the “Agamemnon,” 138, v. i

Nelson in the Mediterranean, 157, v. i

Nelson (ref.), 34, v. i

Nelson at Cadiz, 149, v. i

Nelson, First Appearance of (1780), 128, v. i

Nelson, Costume of Men, in Era of, 196, v. i

Nelson Defeated at Santa Cruz, 150, v. i

Nelson, Drawing Away of, 171, v. i

Nelson Institutes Theatricals, 200, v. i

Nelson, Last Order of, 177, v. i

Nelson’s Limitations, 169, v. i

Nelson Mortally Wounded, 176, v. i

Nelson and Mutineers, 151, v. i

Nelson’s Schemes of Invasion, 162, v. i

Neutral Flag, Property Under, 161, v. i

Neutrality, Armed, 161, v. i

New Forest, Oak Plantations, 132, v. i

New Scheme, The, 247, v. ii

Newfoundland Naval Reserve, 237, v. ii

New Zealand and the British Fleet, 234, 237, v. ii

New Zealand’s Interest in the Imperial Navy, 234, v. ii

Nore, Mutiny at, 146, v. i

Norman Invasion, 9, v. i

Normans, 21, v. i

Norris, Sir John, 105, v. i

Norton’s Liquid Fire, 243, v. i

North Foreland, Battle of, 82, v. i

Nova Scotia, 103, v. i

Nile, Battle of (analogy), 42, v. i

North and South Nigeria, 232, v. ii

“Numbers Only Can Annihilate,” 215, v. ii

Oak Plantations, 132, v. i

Oberon, Laws of, 17, v. i

Ocean-going Destroyers, 199, v. ii

Odessa Bombarded, 224, v. i

Odin, 216, v. i

Officering the Fleet, 115, v. i

Officers, Inexperience of, 233, v. i

Officers’ Wine for Wounded, 207, v. i

Ogle, 109, v. i

Oil Fuel, 200, v. ii

Original Conception of the Dreadnought Era, 196, v. ii

Ormonde, Duke of, 96, v. i

Ornamental Work Reduced, 97, v. i

Ostend Attacked, 82, v. i

Ostend Captured (1706), 103, v. i

Paddle Experiments, 212, v. i

Paddles, “Galatea” Fitted with, 213, v. i

Paddle Recognised as a Source of Danger (1825), 216, v. i

Paddle Wheels Exposed, 216, v. i

Paint on Warships, 69, v. i

Paixham, General, 223, v. i

Palmer’s, 175, v. ii

Parma, Duke of, 49, v. i

Parker, Sir Hyde, 161, v. i

Parliament Discusses French v. British Ships, 137, v. i

Parliamentarians, 74, v. i

Parson’s Turbine, 183, 196, 200, v. ii

Paul, Russia, 159, v. i

Pay (1653), 65, v. i

Pay, Modern, 257, v. ii

Payta Captured by Captain Anson, 111, v. i

Peace of Amiens, 86, v. i

Pembroke, Earl of, 29, v. i

“Penelope” Fitted with Engines, 216, v. i

Penelope Frigate attacks Guillaume Tell, 160, v. i

Pennington, Sir John, 73, v. i

Pensions for Wounds, Time of John, 17, v. i

Pepys, 79, v. i

Period of Broadside Ironclads Ends, 263, v. i

Personality, 97, v. i

Peterborough, Earl of, 103, v. i

Peter the Great, 95, v. i

Phineas Petts, 59, 69, 80, v. i

Phœnicians, 1, v. i

Pierola, 322, v. i

Pigot, Captain of “Hermione,” 151, v. i

Pigtail, Origin of, 197, v. i

Pinnaces, 41, v. i

Piracy, 43, 44, v. i

Piracy, English Acts of, 22, v. i

Pirates, 30, v. i

Pitt and Sea Power, 141, v. i

Pivot Guns, 272, v. i

Pizarro, 110, v. i

Plymouth Hoe, Drake on, 50, v. i

Plymouth, Mutiny at, 146, v. i

Plymouth Sacked, 23, v. i

Policing the Channel, 10, v. i

Politics and Admirals, 130, v. i

Pomone, French Frigate, Captured (1794), 135, v. i

Portholes, 49, v. i

Portsmouth, Review at (1512), 37, v. i

Portsmouth Sacked, 29, v. i

Portsmouth Yard, 191, v. ii

Possibility of Airships in the Future, 226, v. ii

Possibility of Dreadnoughts Considered, 145, v. ii

Present Stage of Aerial Progress, 229, v. ii

Press Gang, 199, 200, v. i

Presumed End of Ironclads, 47, v. ii

Prime Seamen, 115, 196, v. i; 251, v. ii

Prince Charles, 74, v. i

Prince of Hesse, 99, v. i

Private Ships, 36, v. i

Privateering, 43, 91, 111, v. i

Privateers Attack Henry IV, 30, v. i

Privateers, French, Activity of, 189, v. i

Private Yards, 132, v. i

Progress Nullified During the Last Twenty Years, 203, v. ii

Progressive Naval Ideas, 196, v. ii

Promotion on the Lower Deck, 252, v. ii

Protection of Boats in Action, 184, v. ii

Providence and the Armada, 53, v. i

Provisioning of Ships Under John, 17, v. i

Punishments, 12, v. i

Punishments (Modern), 259, v. ii

Pursers, 146, v. i

Pym, Captain, 185, v. i

Quebec, Abortive Attack on, 104, v. i

Queen Anne, 95, v. i

Queensland, 233, v. ii

Quiberon, 121, v. i

Quick Firers, Elementary, 243, v. i

Quick Lime, Use of, 21, v. i

Raking Fire, 211, v. i

Raleigh, Sir Walter, 60, 65, v. i

Ram Tactics, 300, v. i

Ramming, 17, v. i

Rapidity in Loading, 231, v. i

Rates in English Navy, Time of Queen Anne, 95, v. i

Rating, New, of Ships Introduced (1817), 211, v. i

“Re-construction Never Pay,” 312, v. i

Reed, Sir E. J., 257, 266, v. i

Reed, Sir E. J., Anticipates Torpedoes, 268, v. i

Reed Broadside Ships, 283, v. i

Reed Ideals in the White Era, 115, v. ii

Reed, Sir E. J., Turret Ships, 292, v. i

Regular Stores Instituted, 132, v. i

Repairs, Cost of, 132, v. i

Reserve Ships, Speedy Equipment of, 132, v. i

Restoration, The, 81, v. i

Retirement of Sir W. White, 113, v. ii

Richard I, 10, v. i

Richard II, 10, 30, v. i

Richard III, 33, 60, v. i

Right Ahead Fire, 258, v. i

Rigging, Firing at, 129, v. i

Right of Search, 159, 161, v. i

Robinson, Commander, on Causes of Mutiny, 146, v. i

Robinson, Commander, R.N., Quoted, 194, v. i

Rocket, Congreve, 236, v. i

Rodjestvensky (analogy), 53, v. i

Rodney, 127, 129, v. i

Rogerswick, Harbour of, 180, v. i

Rogues in Authority, 201, v. i

Rolling of the “Orion,” 183, v. ii

Romans in Britain, 1, v. i

Rooke, Sir George, 96, v. i

Routine, 260, v. ii

Row Boats, 222, v. ii

Royal Indian Marine, 233, v. ii

Royal Naval College Established, Portsmouth, 187, v. i

Royal Navy, Birth of, 35, v. i

Royal Ships, 35, v. i

Royal Yachts, 33, v. i

“Ruinous Competition in Naval Armaments,” 206, v. ii

Russel, 90, 91, v. i

Russell, John Scott, 237, 249, v. i

Russia, War with (1720), 106, v. i

Russian Mines, 226, v. i

Russian Navy Established by England, 95, v. i

Russo-Japanese War, 205, v. ii

Ryswick, Peace of, 92, v. i

Samaurez, 163, v. i

Samaurez in the Baltic, 180, v. i

San Domingo, Battle of, 178, v. i

Sandwich, Earl of, 84, v. i

Saints, Battle of the, 129, v. i

San Juan Nicaragua, Nelson at, 128, v. i

Santa Croix, Capture of, 180, v. i

Santa Cruz, Marquis of, 49, v. i

Santissima Trinidad (130), 145, v. i

Saxon Fleet, 8, v. i

Saxons, 1, v. i

Scantlings, 135, v. i

Scarcity of Oak, 132, v. i

“Scouts” Appear, 127, v. ii

“Scrapping,” 311, v. i

Scheldt, 183, v. i

School of Naval Architecture, 187, v. i

Scotts, 186, v. ii

Scott Shipbuilding and Engineering Company, 175, v. ii

Sea-Fights with the Danes, 2, v. i

Seamen, Bounty to, 234, v. i

Seamen, Foreign, 235, v. i

Seamen, German, 233, v. i

Sea-Going Masted Turret Ship, 276, v. i

Sea-Going Qualities of Barnaby Ships, 59, v. ii

Seamen, Improved, 44, v. i

Sea Kings, Elizabethan, 47, v. i

Seamanship, 114, v. i

Sea Power and Napoleon, 163, 169, v. i

Sea Regiment, The, 251, v. ii

Search, Right of, 159, 161, v. i

Sebastopol Attacked, 224, v. i

Sebastopol, Siege of, 224, v. i

Semenoff, Captain (quoted), 243, v. i

“Semi-Dreadnoughts,” 127, v. ii

Senegal Captured, 184, v. i

Senyavin in the Mediterranean, 181, v. i

Senyavin, Ships of, Restored, 186, v. i

Serpents, 15, v. i

Seymour, Sir Hamilton, 235, v. i

Shah and Huascar Action, 322, v. i

Shell Guns, Adopted, 220, v. i

Shell, Percussion, 227, v. i

Shell, Thermite, 244, v. i

Sheerness, Dutch at, 83, v. i

Ships, Engaging exactly End-on, 179, v. ii

Ships, Iron-plated, 237, v. i

Ships, Ironclad, 239, v. i

Ships of King Alfred, 5, v. i

_SHIPS MENTIONED BY NAME._

Aboukir, 101, v. ii

Abyssinia, 231, v. ii

Acheron class, 200, v. ii

Achilles, 257, 258, v. i

Acorn class, 200, v. ii

Active, 197, v. ii

Admiral class, 47, v. ii

Adventure, 127, v. ii

Aeolus, 72, v. ii

Africa, 108, v. ii

Agamemnon, 133, 138, v. i

Agincourt, 279, v. i

Ajax, 186, v. ii

Aki, 146, v. ii

Alarm, 76, v. ii

Albemarle, 105, v. ii

Albion, 99, v. ii

Alexandra, 277, 318, v. i

Amphitrite, 99, v. ii

Amethyst, 322, v. i

Antrim, 109, v. ii

Amokoura, 234, v. ii

Amphion, 47, 197, v. ii

Andromache, 72, v. ii

Andromeda, 99, v. ii

Anna Pink (1740), 111, v. i

Antelope, 76, v. ii

Apollo class, 72, v. ii

Aquidaban, 77, v. ii

Archer, 201, v. ii

Argonaut, 99, v. ii

Arethusa, 197, v. ii

Ariadne, 99, v. ii

Argyll, 109, v. ii

Assaye, 232, 76, v. ii

Astraeas, 76, v. ii

Atalanta, 187, v. i

Attack, 200, v. ii

Attentive, 127, v. ii

Audacious, 277, 295, v. i

Audacious (1794), 134, 295, v. i; 186, v. ii

Aurora, 197, v. ii

Australia, 174, v. ii

Bacchante, 101, v. ii

Badere Zaffer (Turkish), 232, v. i

Bahama (Spanish), 177, v. i

Baluch, 232, v. ii

Barfluer, 69, 70, v. ii

Beagle class, 200, v. ii

Bellerophon, 266, 279, v. i; 169, v. ii

Belleisle, 232, v. i

Bellona, 197, v. ii

Berwick, 106, v. ii

Birmingham, 197, v. ii

Black Prince, 250, v. i; 35, v. ii

Blake, 61, 63, v. ii

Blanco Encalada (Chilian), 77, v. ii

Blanche, 197, v. ii

Blenheim, 61, 63, v. ii

Blonde, 321, v. i; 197, v. ii

Boadicea, 197, v. ii

Bonaventure, 72, v. ii

Boomerang, 76, 233, v. ii

Brilliant, 72, v. ii

Britannia (1688), 87, v. i

Britannia, 108, v. ii

Brisbane, 197, v. ii

Bulwark, 102, v. ii

Cæsar, 87, v. ii

Caledonia, 181, 263, v. i

Calypso, 237, v. ii

Cambrian, 72, v. ii

Camperdown, 39, v. ii

Canopus, ex-Franklin (French prize), 150, v. i

Canopus, 99, 100, v. ii

Carnarvon, 109, v. ii

Captain, 283, v. i

Captain, Loss of, 291, v. i

Centurion (1740), 112, v. i

Centurion (1891), 81, v. ii

Cerebus (Australian), 292, v. i

Charybdis, 72, v. ii

Chatham, 196, v. ii

Chen Yuen (Chinese), 180, v. ii

Chicago (U.S.), 43, v. ii

Circe, 76, v. ii

Cog, Thomas, The, 28, v. i

Commonwealth, 108, v. ii

Conqueror, 59, 174, v. ii

Cornwall, 106, v. ii

Cornwallis, 105, v. ii

County class, 105, v. ii

Crescent, 71, v. ii

Cressy, 101, v. ii

Cumberland, 106, v. ii

Cyclops, 308, v. i; 242, v. ii

Dalhousie, 231, v. ii

Dartmouth, 234, 237, v. ii

Dauntless, 219, v. i

Defence, 257, v. i

Devastation (1870), 248, 312, v. i

Devonshires, 109, v. ii

Diadem, 99, v. ii

Diana, 212, v. i

Dominion, 108, v. ii

Donegal, 106, v. ii

Drake, 105, 106, v. ii

Dreadnought (old), 292, 317, v. i

Dreadnought (1908), 164, v. ii

Dublin, 196, v. ii

Dufferin, 231, v. ii

Duncans, 105, v. ii

Edgar, 71, v. ii

Elphinstone, 231, v. ii

Endymion, 71, v. ii

Entrepennant (French), 187, v. i

Erebus, 225, v. i

Essex, 106, v. ii

Etna, 225, v. i

Europa, 99, v. ii

Euryalus, 101, v. ii

Exmouth, 105, v. ii

Fearless, 197, v. ii

Flora, 72, v. ii

Formidable, 100, 102, v. ii

Foresight, 129, v. ii

Forth, 48, v. ii

Forward, 129, v. ii

Foudroyant, 140, 160, v. i

Franklin (French prize), 150, v. i

Fulton, 190, v. i

Galatea, 197, v. ii

Gayundah, 233, v. ii

Gazelle, 78, v. ii

Gibraltar, 71, v. ii

Glasgow, 196, v. ii

Glatton (1795), 140, v. i

Glatton, 308, v. i

Gleaner, 76, v. ii

Glory, 99, v. ii

Gloucester (1740), 112, v. i

Gloucester, 204, v. ii

Goliath, 99, v. ii

Good Hope, 103, v. ii

Gorgon, 308, v. i

Gossamer, 76, v. ii

Grace de Dieu, The, 38, v. i

Grafton, 71, v. ii

Great Harry, 35, 37, v. i

Ghurka, 237, v. ii

Hampshire, 109, v. ii

Hannibal, 87, v. ii

Hardinge, 231, v. ii

Havock, 129, v. ii

Hawke, 71, v. ii

Hebe, 76, v. ii

Hecate, 308, v. i

Hector, 257, v. i

Hela (German), 78, v. ii

Henri IV (French), 204, v. ii

Hercules, 279, 283, 288, 295, v. i; 175, v. ii

Hermione, 72, v. ii

Hero, 59, v. ii

Hibernia, 108, v. ii

Hindustan, 108, v. ii

Holland, 218, v. i

Hood, 68, v. ii

Hornet, 129, v. ii

Hotspur (British), 321, v. i

Huascar (Peruvian), 322, v. i

Hydra, 308, v. i

Immortalitie, 43, v. ii

Inflexible, 52, v. ii

Intrepid, 72, v. ii

Imperieuse, 43, v. ii

Iphigenia, 72, v. ii

Iron Duke, 187, v. ii

Illustrious, 87, v. ii

Implacable, 100, v. ii

Inconstant, 321, v. i

Indefatigable, 72, 100, v. ii

Independencia, 280, v. i

Invincible, 295, 319, v. i; 183, v. ii

Iphigenia, 185, v. i

Irresistible, 100, v. ii

Italia (Italian), 63, v. ii

Jupiter, 87, v. ii

Kahren, 232, v. ii

Karrahatta, 76, 233, v. ii

Katoomba, 76, 233, v. ii

Kent, 106, v. ii

King Alfred, 103, v. ii

King Edward VII class, 107, 108, 114, 233, v. ii

King George V, 186, v. ii

Lady Nancy (Gun raft), 272, v. i

La Forte (French), 231, v. i

La Gloire (French), 254, v. i

Lancaster, 106, v. ii

Latona, 72, v. ii

Lave La, 248, v. i

Lavinia, 232, v. i

Leander, 47, v. ii

Lepanto (Italian), 63, v. ii

Leviathan, 103, v. ii

L’Hercule (French), 231, v. i

Liberté class (French), 82, v. ii

Lion, The (1800), 160, v. i

Lively, frégate, 141, v. i

Liverpool, 196, v. ii

London, 231, v. i; 104, 107, v. ii

Lord Clyde, 263, v. i

Lord Nelson, 133, v. ii

Lord Warden (British), 288, v. i

Lorne, 212, v. i

Lynch, 78, v. ii

Magdala class, 232, v. ii

Magnificent, 87, 88, v. ii

Maharatta, 232, v. ii

Majestic, 236, v. i; 85, 86, v. ii

Marengo (French), 231, v. i

Marlborough, 187, v. ii

Mars, 231, v. i; 87, v. ii

Melampus, 72, v. ii

Melbourne, 234, v. ii

Melpomene, 72, v. ii

Merrimac, 190, v. i

Mersey, 48, v. ii

Meteor, 225, v. i

Mildura, 76, 233, v. ii

Minotaur, 258, 272, v. i

Monarch, 280, 283, 284, v. i; 175, v. ii

Monarch, 183, v. ii

Montagu, 105, v. ii

Naiad, 72, v. ii

Narcissus, 43, v. ii

Neptune (1797), 151, v. i

Newcastle, 196, v. ii

New Zealand, 107, 108, v. ii

Nile, 44, v. ii

Niobe, 99, 234, v. ii

Northbrook, 231, v. ii

Northumberland, 257, 258, v. i; 59, v. ii

Nottingham, 197, v. ii

Oberon, 53, v. ii

Ocean, 263, v. i; 99, v. ii

Olympic, 71, v. ii

Orion, 183, v. ii

Orlando, 48, 63, v. ii

Pallas class, 76, 233, v. ii

Paluma, 233, v. ii

Pandora, 76, v. ii

Pathan, 232, v. ii

Pathfinder, 127, v. ii

Pearl (1740), 112, v. i; 76, v. ii

Pelican, The, 45, v. i

Pelorus, 72, v. ii

Penelope, 279, v. i

Persian, 76, v. ii

Phaeton, 197, v. ii

Phœbe, 76, v. ii

Philomel, 76, 233, v. ii

Pique, 72, v. ii

Plassy, 76, 232, v. ii

Polyphemus, 64, v. ii

Powerful, 89, v. ii

Prince Albert, 275, v. i; 134, v. ii

Prince Consort, 261, 263, v. i

Prince George, 87, v. ii

Prince of Wales, 107, v. ii

Prince Regent, 236, v. i

Prince Royal, The, 59, v. i; 174, v. ii

Princessa (Spanish), 114, v. i

Protector, 232, v. ii

Psyche, 76, v. ii

Queen, 107, v. ii

Queen Charlotte, 161, v. i

Queen Mary, 186, v. ii

Rainbow, 72, 234, v. ii

Rajput, 232, v. ii

Raleigh, 321, v. i

Ram, The, 300, v. i

Rattler, 219, v. i

Rattlesnake class, 76, v. ii

Re d’Italia, 300, v. i

Regent, 35, v. i

Renard, 76, v. ii

Renown, 79, 81, v. ii

Republique (French), 82, v. ii

Repulse, 263, v. i

Resistance, 255, 257, v. i

Retribution, 72, v. ii

Revolutionaire (French), (1794), 134, 158, v. i

Ringarooma, 76, 233, v. ii

“River” class destroyers, 131, v. ii

Rossiya (Russian), 89, v. ii

Royal Alfred, 263, v. i

Royal Arthur, 71, v. ii

Royal George, The, 114, v. i

Royal James, The, 84, v. i

Royal Oak, 263, v. i

Royal Sovereign, 275, 284, v. i; 198, v. ii

Royal Sovereign (1657), 69, v. i

Royal Sovereign (1795), 139, v. i

Royal Sovereigns, (old), 81, v. i

Roxburgh, 109, v. ii

Rupert reconstructed, 311, v. i

Rurik (Russian), 89, v. ii

Russell, 105, v. ii

Salamander, 93, 76, v. ii

Sampaio, 78, v. ii

San Ildefonso (Spanish), 177, v. i

Sappho, 72, v. ii

Satsuma (Japanese), 146, v. ii

Scorpion, 287, v. i

Scylla, 72, v. ii

Sea Gull, 76, 93, v. ii

Sea-horse, 232, v. i

Sentinel, 129, v. ii

Severn, 112, v. i; 48, v. ii

Shah, 321, v. i

Sharpshooter class, 90, 93, 232, v. ii

Sheldrake, 76, 93, v. ii

Sikh, 232, v. ii

Sirius, 185, v. i

Skipjack, 76, v. ii

Skirmisher, 127, v. ii

Southampton, 196, v. ii

Sovereign, The, 37, v. i

Spanker, floating battery, 188, v. i

Spanker, 76, 93, v. ii

Spartan, 72, v. ii

Spartiate, 99, v. ii

Speedwell, 76, v. ii

Speedy, 76, 93, v. ii

St. George, 71, v. ii

Suffolk, 106, v. ii

Sultan, 304, 313, 318, v. i

Sutlej, 101, v. ii

Swift, 200, v. ii

Swiftsure, 177, 295, v. i

Sybil, 231, v. i

Sydney, 197, v. ii

Talbot, 89, v. ii

Tauranga, 76, 233, v. ii

Terpsichore, 72, v. ii

Terrible, 89, v. ii

Terror, 225, v. i

Thames, 48, v. ii

Thetis, 72, v. ii

Thunder, 225, v. i

Thunderer, 50, 175, v. ii

Thunderbolt, 225, v. i; 50, v. ii

Tiger, 188, v. ii

Ting Yuen (Chinese), 180, v. ii

Tonnant (French), 248, v. i

“Town” class cruisers, 197, v. ii

Trafalgar, 43, 64, v. ii

Transports, 22, v. i

“Tribals,” 199, v. ii

Tribune, 72, v. ii

Triumph, 58, 295, v. i

Trusty, 225, v. i

Tryal (1740), 111, v. i

Tsarevitch (Russian), 204, v. ii

Undaunted, 197, v. ii

Valiant, 257, v. i

Vanguard, 268, 295, v. i; 169, v. ii

Venerable, 102, v. ii

Vengeance, 99, v. ii

Vernon, 254, v. i

Victoria, 48, v. ii

Victoria (Colonial), 233, v. ii

Victorious, 189, v. i; 87, v. ii

Victory, 231, v. i

Viper, 276, v. i

Vixen, 276, v. i

Von der Tann (German), 180, v. ii

Wager (1740), 111, v. i

Wallaroo, 76, 233, 256, v. ii

Wampanoag (U.S.), 320, v. i; 233, v. ii

Warrior, 254, 257, 267, v. i

Warspite, 195, v. ii

Waterwitch, 276, v. i

Weymouth class, 196, v. ii

Whiting, 76, v. ii

Wizard, 76, v. ii

Wsewolod (Russian), 232, v. i

Yarmouth, 196, v. ii

Zealous, 263, v. i

Zelandia, 108, 234, v. ii

Ship Money, 7, 69, v. i

Ships, Short, handy, 264, v. i

Shipwrights’ Company Established, 59, v. i

Short Service System, 253, v. ii

Shovell, Sir Cloudesley, 98, v. i

Sidon, 216, v. i

Simoon, 223, v. i

Sinope, Battle of, 224, v. i

Syracuse, Neutrality of, Disregarded by Nelson, 152, v. i

Sir Charles Napier, 213, v. i

“Sirius” and “Magicienne” Aground, 185, v. i

Sir W. White’s Views on the “Sovereigns,” 65, v. ii

“Slop Chest,” 195, v. i

Sluys, 24, v. i

Small Cruisers and First Cost, 75, v. ii

Small German Protected Cruisers, 197, v. ii

Smith, Sir Sidney, 180, v. i

“Smoak-Boat” of Meerlers, 90, v. i

Sole Bay, Battle of, 85, v. i

Solid Bulkhead, 204, v. ii

Suffren, 129, v. i

Southampton Sacked, 23, v. i

South Australia, 232, v. ii

Southsea Beach, 175, v. i

Sovereignty of the British Seas, 10, 16, v. i

Sovereignty of the Seas upheld by Cromwell, 75, v. i

Spain, First War with, 28, v. i

Spain, Operations against, 45, v. i

Spanish Instructors in English Navy, 43, v. i

Spanish Wars (Succession), 95, v. i

Spanish Treasure Ship Captured by Captain Anson, 111, v. i

Spanish Treasure Ships, 158, v. i

Specialisation in Elizabethan Times, 46, v. i

Speed in the “Drake” class, 103, v. ii

“Spit and Polish,” 242, v. ii

Spithead Mutiny, 146, 202, v. i

Spragge, 85, v. i

St. Andre, Jean Bon, 134, v. i

St. Bride’s Day Massacre, 8, v. i

St. Lucia Captured (1794), 137, v. i

St. Malo, 90, 119, v. i

St. Thomas Captured, 180, v. i

St. Vincent, 145, v. i

St. Vincent, Cape, Battle of, 145, v. i

Steam Ships Anticipated, 212, v. i

Steam Tugs added to Navy, 213, v. i

Steam Vessel, The First, 215, v. i

Steam Vessels, Auxiliary, 219, v. i

Steam Warships, 215, v. i

Steering Gear Unprotected, 257, v. i

Sterns made Circular, 211, v. i

Stewart Kings and the Navy, 87, v. i

Stones from Aloft, 27, v. i

Stores regularly Instituted, 132, v. i

Stour, Battle of, 2, v. i

Stoving, 107, v. i

Strachan, Rear Admiral Sir E., 177, 183, v. i

Sub-divisions, 271, v. i

Submarine, Americans refuse to officially sanction, 190, v. i

Submarine Battleship may appear, 215, v. ii

Submarine, First, 59, v. i

Submarine, First appearance of, 190, v. i

Submarine, First use of, in War, 125, v. i

Submarine, The, 228, v. i; 208, v. ii

Submarines, a Danger to Big Ships, 194, v. ii

Submarines and Harbour Defence, 208, v. ii

Succession, War of the Spanish, 95, v. i

Super-Dreadnoughts, 175, v. ii

Super-heated Steam, 201, v. ii

Superior Artillery, 231, v. i

Supply of Oak, 132, v. i

Surgeons, 207, v. i; 257, v. ii

Sveaborg, 235, v. i

Swain, King of Denmark, 8, v. i

Sweden becomes French Ally, 186, v. i

Sweden, War with (1715), 105, v. i

Sweden, Peace with, Declared (1812), 188, v. i

Swedish Fleet, 162, v. i

Sweeps superseded by Paddles, 213, v. i

Tactics, 60, v. i

Tactics at Trafalgar, 176, v. i

Tactics, Early, 28, v. i

Tactics, English, 230, v. i

Tactics, First appearance of, 21, v. i

Tagus Blockaded, 181, v. i

“Tailoring,” 260, v. ii

Tarpaulin Seamen, 115, v. i

Tegethoff at Lissa (analogy), 100, v. i

Tercera, Battle of, 48, v. i

Teignmouth Attacked, 89, v. i

Texel, 84, v. i

Thames Iron Works, Blackwall, 250, v. i

Thames, Project to Block, 84, v. i

The Australian Navy, 237, v. ii

The “Battle of the Boilers,” 93, v. ii

The Cape, 176, v. i

The Coming of the Torpedo, 51, v. ii

The “Dreadnought” Commenced, 149, v. ii

The Duties of Naval Airships, 227, v. ii

The Earliest Naval Manœuvres, 54, v. ii

The “Échelon” System Resurrected, 179, v. ii

The First British Ironclads, 249, v. i

Theft, Punishment for, 12, v. i

The Future of Submarines, 215, v. ii

“The Offensive,” 321, v. i

The Origin of “Dreadnoughts,” 137, v. ii

The Periscope, 208, v. ii

“The Torpedo Boat, the Answer to the Torpedo Boat,” 212, v. ii

“The Trafalgar of the Air,” 228, v. ii

Thermite Shell, 244, v. i

“Theseus,” Nelson’s Ship at Santa Croix, 150, v. i

“Thieving Pursers,” 201, v. i

Thompson, Messrs, of Clydebank, 304, v. i

Thornycroft, 201, v. ii

Three Days’ Battle, 76, v. i

Three-Masters, 11, v. i

Thurot, 121, v. i

Ticklers, 253, v. ii

Tiddy, Mr. David, 299, v. i

Tilset, Peace of, 180, v. i

Timber, Boiling, 107, v. i

Timber, Supply of, 132, v. i

Tiptoft, Sir Robert, 22, v. i

Torpedo (analogy), 41, v. i

Torpedo Boat, 120, v. i; 199, v. ii

Torpedoes anticipated by Reed, 268, v. i

Torpedo, First use of, from Big Ship in Action, 322, v. i

Torpedo Gun-Boats, 77, v. ii

Torpedo, The, 228, v. i

Torpedoes, 322, v. i

Torpedo Progress, 203, v. ii

Torrington, 88, v. i

Toulon, 163, 171, v. i

Toulon Abandoned, 133, v. i

Toulon, Attack on Defeated (1707), 103, v. i

Toulon, Royalists at, 133, v. i

Toulouse, Comte de, 98, v. i

Trafalgar, Battle of, 232, v. i

Trafalgar, First Battle deliberately fought under White Ensign, 210, v. i

Trafalgar, Losses to the Allied Fleets at, 177, v. i

Trafalgar Made a Certainty, 166, v. i

Trafalgar, Tactics at, 175, v. i

Training, Lack of, 233, v. i

Training of Gunners, 241, v. i

Treadwell, Professor Daniel, 244, v. i

Treasure Ships Captured (Spanish), 158, v. i

“Trident,” First Iron Warship, 219, v. i

Trinidad, 214, v. i

Tripod Masts, 287, v. i; 175, 186, v. ii

Troubridge, 152, v. i

Trousers, Ample, 196, v. i

Tsushima, 244, v. i

Tudor Navy, 35, v. i

Tumble Home Sides, 41, v. i

Turbines Introduced for Big Ships, 155, v. ii

Turning Circles, 272, v. i

Turkish Monster Guns, 179, v. i

Turret Craze, 275, v. i

Turret on Rollers, 275, v. i

Turret Ships, Idea of, 275, v. i

Turret Ship, Sea-Going Masted, 276, v. i

Turret Ship Controversy, 292, v. i

Turret Ships, Panic About, 292, v. i

Twelve-Inch “A,” 175, v. ii

Two-Power Standard, 96, 131, v. i

Under-Water Protection, 204, v. ii

Uniform, Anson’s Use of, 113, v. i

Uniform, 25, v. ii

Uniform Badge of Pressed Men and Jail Birds, 195, v. i

Uniform, Description of First, 194, v. i

Uniform, First Use of, for Officers, 194, v. i

Union Flag Altered, 209, v. i

Union Jack, 209, v. i

United Provinces, 63, v. i

Unprotected Steering Gear, 257, v. i

Unscrupulous Contractors, 65, v. i

Ushant, 125, v. i

U.S. Monitors, 285, v. i

Vaisseaux Blindées, 248, v. i

Van Drebel, 59, v. i

“Vanguard,” The, Nelson in, 152, v. i

Van Tromp, 76, 84, v. i

Venetian Frigates Captured, 187, v. i

“Vengeur” Sunk (1795), 136, v. i

Ventilation, 115, v. i

Ventilation, Artificial, 225, v. i

Vernon, Admiral, 108, 109, v. i

Versailles, Treaty of, 130, v. i

Vickers, Lts., 192, v. ii

Villaret-Joyeuse, 134, 139, v. i

Villeneuve, 233, v. i

Villeneuve Appointed, 169, v. i

Villeneuve Gets Out of Toulon, 171, v. i

Villeneuve Returns to Toulon, 172, v. i

Victualling, 146, v. i

Walpole, 107, v. i

War, Contraband of, 161, v. i

“War Scare” with Germany in 1911, 185, v. ii

Wars of the Roses, 33, v. i

Warwick, Earl of, 33, v. i; 198, v. ii

Warry (Early Idea of Quick Firer), 242, v. i

Walcheren Expedition, 183, v. i

Watts, Isaac, Sir, 254, 258, v. i

Waterloo, Battle of, 193, v. i

Weather Gauge, 21, v. i

Western Australia, 232, v. ii

West Indies, 171, 177, v. i

Whitehead, 204, v. ii

White, of Cowes, 232, v. ii

Whitworth, Works of, 239, v. i

Who First Adopted Cuniberti Ideas?, 159, v. ii

Why France was Beaten, 233, v. i

Willaumez, Leaves Brest, 182, v. i

Willaumez, Rear Admiral, 177, v. i

Willaumez Blockaded in Basque Roads, 182, v. i

Will Dreadnoughts Die Out?, 195, v. ii

William of Orange, 88, v. i

William the Conqueror, 10, v. i

Wire Guns, Early, 247, v. i

Wolfe, 122, v. i

Wood-Copper Sheathing Re-introduced, 295, v. i

Woolwich, 183, v. i

World Circumnavigated by Drake, 45, v. i

Yarmouth Ships, 22, v. i

Yarrow Boilers, 97, 196, v. ii

York, New, 237, v. i

Zarate, Don Francisco de, 46, v. i

Zeppelin Type (Dirigible), 227, v. ii

Transcriber’s Notes

Punctuation, hyphenation, and spelling were made consistent when a predominant preference was found in the original book; otherwise they were not changed.

Omitted and incorrect accent marks have not been remedied.

Simple typographical errors were corrected; unbalanced quotation marks were remedied when the change was obvious, and otherwise left unbalanced.

Illustrations in this eBook have been positioned between paragraphs and outside quotations. In versions of this eBook that support hyperlinks, the page references in the List of Illustrations lead to the corresponding illustrations.

Footnotes, originally at the bottoms of the pages that referenced them, have been collected, sequentially renumbered, and placed at the end of the book.

The index for both volumes was printed at the end of the second volume. The Transcriber has copied that index to the first volume.

Many alphebetization errors in the index were remedied, but some may remain. Page references in the index were checked automatically, but some may be incorrect.