The morning call., 1890-10-13
THE EVOLUTION OF wAR-sHIPs

1t is we'll that the public should remember
that the rules whi,h apply to merchant
steamers, in regard 10 speed, do not apply
to vessels of the national navy; and that
the speed attained by new ship of war on
her trial trip is very different thing from
tile average speed which may be expected
of The same vessel when she goes on
cruise. For instance, the Charleston COW
cred something ike eighteen knots on her
trial trip, but on her recent voyage to Hon
olulu her average speed was only about
eight. In the case Of ship of war trial
trip is a fornality, which has nothing real
about it, except that it may justify an eX-
pectation that on an emergency the vessel
might perhaps. for short distance, attain
the rate Of speed reached on the trial;
whereas in the case of a merchant steamer,
a trial tlip is supposed to indicate the speed
. which the vessel may be expected 10 aver
age when he performs the work for which
she was built.
The difference underlies the weakness Of
the naval systems OF all the maritime ma
tions. Those nations, including our own,
are spending large sums of money on the
construction of fast cruisers, battle-shipS,
and CONNIE rce-destroyeTs," as they are
called the theory being that their swift
ness will enable them to accomplish their
object. But after the vessels are put in COM
mission aud sent to sea, it invariably hap
pens that they do not cover anything like
the number of knots which they covered ON
their trial trips. This peculiarly was well
set FORTH so far as the English ships are con-
cerned. in a recent al ticle by an intelligent
British Admiral. When the layman asks
why ships of war cannot keep UP their
speed, while merchant steamers can, he Is
met by variety of reasons. He Is told
that it is too expensive to run men-of-war at
the top of their speed; that they would burn
too much coal, and strain their machinery.
He is assured that in four or FIVE months
the bottoms of ships of war, especially IN
warm ATTITUDES, become so foul that their
speed is reduced by one-half. Other reasons
are given, which need not be enumerated.
Conceding the sOundness of all OF. them
the fact remains that modern national nayies
all fail in the very particular on which vic
tory in naval warfare is now admitted to de-
pend. Take the San Francisco, which, the
other day, on her trial trip, made nearly
twenty knots; according to the general rule,
when she has been two years in commission
her rate of speed will be something like fif-
j; teen knots. She would evidently be help
Teutenic or the City OF New York, which
: average twenty knots on every voyage they
make.
The science of naval architecture, so far rs
ships of war are concerned, appears 10
have reached adeadlock. Naval construct
ors have reached the limit of armor which
a ships sides may carry without inpairng
her seawoIthy qualities. Other constructors
j. have cast guns which will pierce that ar
NOR and send shell through it. The limit
of calber for guns to he used on board
ships was probably reached in the Italian
Duilio and the English Inhexible. Guns of
over l1o tons cannot be fret without strain
ing the vessel so as 10 eudanger her sinking.
On the other hand, single shell from a no
ton gun On shore would convert any man
of-war into a Shambles-she would be most
effectually nors du combat. And, again,
the progress of the science OF submarine
gunnrry, as shown in such vessels as the
Portuguese torpedo craft aud the Vesuyius,
: renders it reasonably probable that in a
short time a small craft not much bigger
than Whitehall boat will be able to creep
unseen under the counter of the largest ship
aboat, pick up all the torpedo MEETINGS and
blow her monstrous antagonist into the air.
Under the circumstances it must be admit
ted that the construction of navies is rather
disheartening pursuit.