Offensive Torpedo Warfare still in its Infancy.—Though during the seventeen or eighteen years that torpedoes have been considered as a legitimate mode of naval warfare there have occurred three big wars, in each of which submarine weapons, offensive and defensive, have played an important part, still the subject of offensive torpedo warfare must be even now considered as in its infancy, and therefore any opinions expressed as to the merits and demerits of the various apparatus in connection therewith can but be based on the theoretical capabilities of each torpedo, and on the results of experiments carried out with them during peace time, which latter as a rule are conducted under far too favourable conditions to be relied upon.

Their Use during the Civil War in America.—During the American civil war, the only offensive submarine weapon that was used was the outrigger or spar torpedo, which in those days was a crude and imperfect machine, and manoeuvred from boats possessing all the features which a torpedo boat should not possess. Still under these unfavourable conditions ships were sunk by such means by both Federals and Confederates, proving that in future wars this mode of attack, favoured by the vast and important improvements that have lately been effected both in connection with the torpedoes and torpedo boats, should play a prominent part, and prove a most destructive mode of attack.

Their Use in the Franco-German and Russo-Turkish Wars.—In the Franco-German war of 1870-1, offensive torpedo warfare was not resorted to by either side, the French fleet being deterred from entering German waters by the submarine mines placed, or at least supposed to be placed, in position.

From the Russo-Turkish war much light was expected by torpedoists to be thrown on the subject of torpedo warfare, but alas, little or nothing was done to settle any of the many vexed questions which exist in regard to offensive submarine weapons. The torpedo experience of that struggle tended rather to prove that the vast importance hitherto attached to torpedo attack was much exaggerated.

One of the causes which led to the failure of offensive submarine weapons, when employed on active service, seems to be due to the fact that, owing to the extremely small radius of the destructive effect of such weapons, it is absolutely necessary for complete success to explode the mine in actual contact with the attacked vessel; to ensure which, at night time, in an unknown harbour, with the position of the vessel attacked somewhat uncertain, and even without the additional obstacles of guard boats, booms, electric lights, &c., is a service of infinite difficulty, and one which may easily terminate in a failure. The foregoing would more especially apply to the spar torpedo attack, but in an attack with the Whitehead fish, or towing torpedo, there would be an additional cause of failure, viz., the complicated nature of their manipulation.

Torpedoes may be divided into four classes, viz.:—

• 1.—Drifting or floating torpedoes.
• 2.—Towing torpedoes.
• 3.—Locomotive torpedoes.
• 4.—Outrigger or spar torpedoes.

Drifting or Floating Torpedoes.—By "drifting" or "floating" torpedoes are meant all those submarine machines which are dependent on the tide or current of a stream for their action and motion.

During the American civil war this mode of attacking vessels was constantly employed by the Confederates, and though not successful in destroying any of the Federal ships, was the means of considerably hampering the movements of their river flotillas.

Drifting torpedoes might be advantageously used for the destruction of pontoon bridges, booms, &c., and in this way, had the Turks in their late war used them, the Russians would have found the crossing of the Danube a matter of infinite danger and difficulty; in fact, by a systematic use of such weapons, combined with a little dash on the part of the Ottoman flotilla on the Danube, that river should have been to the Russians an impassable barrier. To use these torpedoes most effectively, especially against a single vessel, a thorough knowledge of the force and direction of currents should be gained before proceeding to undertake an operation in which these submarine weapons are used.

Another point to be remembered is, that if such a torpedo were started with the flood, for example, towards an enemy, and did not explode, there would be a chance of its being returned to the starting-place by the ebb tide.

In this class the following torpedoes seem the most practicable:—

• 1.—Lewis's drifting torpedo.
• 2.—McEvoy's drifting torpedo.
• 3.—American extempore drifting torpedo.

Description of Lewis's Drifting Torpedo.—"Lewis's" drifting torpedo, designed for the express purpose of destroying booms or other floating obstructions placed round a vessel at anchor for the purposes of defence, is shown at Fig. 101. It consists of a box a, containing the charge and fitted with several detonating fuzes. This box is attached to one side of a beam b, and within 6 inches of one extremity, the beam being about 20 feet long and 7 inches square; to the opposite side, of the same end of the beam b a heavy weight c, resting in a shoe d, is attached by a long iron rod e, which reaches to the other extremity of the beam, and is there connected to a bell-crank lever and spring f, a pressure on which detaches the weight c; a chain g, 18 feet long, connects the weight loosely with the upper end of the beam, and another chain h, 9 feet 6 inches long, connects it with a point more than 2 feet below the centre of the beam. The apparatus is so constructed that it floats nearly vertical with the top of the beam just above the surface of the water.

On the machine drifting against the boom or other obstruction, the spring or lever f at the upper extremity is pressed down, thus releasing the weight c, which falling, becomes suspended by the two chains g and h, and brings the beam into an inclined position. The weight of this mass of iron and the chain suspending it are suddenly brought to bear on the top of the beam, dragging it under water and clear of the boom, &c. At the same time the lower end, released from the weight, rises, and the whole apparatus is carried forward by the current against the side of the vessel, on striking which the torpedo is exploded.

Description of McEvoy's Drifting Torpedo.—"McEvoy's" drifting torpedo is intended to be floated, singly or in groups, by the aid of tides or currents against vessels at anchor, bridges, &c.

At Fig. 102 is shown a plan of this form of drifting torpedo.

It consists of the body of the torpedo a, which contains the charge, at the side of which is placed the loading hole b; c is the tube containing the priming charge; d is the framework surrounding and protecting the wheel or screw e; f is the fuze pillar, in the centre of which is a steel rod g, and on the top a thin steel plate h is placed; i is the nipple for the percussion cap; k is a horizontal bar, turning and resting on top of the fuze pillar f; m is the lever for supporting the hammer n when it is set; l is the screw barrel supporting the wheel or screw e; o is a safety pin; q is the supporting chain, and p the spring for working the hammer n.

By means of a buoy or log of wood, from which the torpedo is suspended, it can be adjusted so that the explosion shall occur at the requisite depth.

To prepare the torpedo for use, unscrew the fuze pillar f, take off the horizontal bar k, place a percussion cup on the nipple i, and screw it tightly against the end of the steel rod g. The fuze pillar is then ready for use, and should be screwed into the body a. Then fill the torpedo with the explosive and close the loading hole b. The hammer n is then set by drawing it back and bringing the end of the lever m against it, at the same time running the screw barrel l under the lever m, so that its end catches the screw of the barrel, as shown in the figure. The safety pin o is then put in its place and secured by a few parts of thread, which by a sharp jerk on the safety line will be easily broken.

The horizontal lever k, which carries the lever m and propeller e, rotates on the top of the fuze pillar f, and is prevented from rising by means of a screw. The torpedo being let go, the safety pin o is pulled out by means of a line which is attached to it. The propeller will not revolve whilst the torpedo is drifting with the current, but the instant it is stopped by the action of the current the wheel will be caused to revolve, and after a few revolutions it will unscrew the barrel from under the end of the lever k, and the latter, dropping the hammer n, will be forced by the spring p into contact with the thin steel plate h on the top of the fuze pillar, which blow is transmitted by means of the steel rod g to the percussion cap, and the torpedo exploded.

American Extempore Drifting Torpedo.—This form of drifting torpedo, which is readily made, was used in great numbers by the Confederates, and though not successful in sinking any Federal ships, caused their vessels considerable annoyance and delay.

At Fig. 103 is shown a sketch of this torpedo. It consists of a tin case containing about 70 lbs. of powder. A stiff wire a, b passes through a hole punctured in a strip of tin c, and a stuffing box d; the end a of the wire is covered with fulminate, and so arranged that the friction caused by its passage through the strip of tin c will ignite it; a number of wires lead from b to pieces of driftwood on the surface e, e, e, and the case is supported at the proper depth by a line attached to a section of log.

Towing Torpedoes.—By towing torpedoes are meant those submarine machines which are so shaped and arranged, that when towed from a ship or boat in motion they will diverge to a considerable extent, thus enabling the towing vessel to pass clear of the ship attacked, and yet near enough to allow of the torpedo being brought in contact with some part or other of her hull.

Towing torpedoes were for the first time employed on actual service during the late Russo-Turkish war, when a modified form of the well-known Harvey torpedo, designed by a German officer, was used by the Russians, but in no case was it successful.

In this class of submarine offensive machines may be placed the following:—

• 1.—Harvey's towing torpedo.
• 2.—Menzing's towing torpedo.
• 3.—The French towing torpedo.

Harvey's Torpedo.—This form of towing torpedo was invented conjointly by Captain John Harvey and Commander Frederick Harvey, R.N., and is intended to be used at sea both as a means of offence and defence.

At Fig. 104 is shown in elevation the small sized Harvey towing torpedo, in which all the latest improvements that have been devised are represented.

a is the case of the torpedo, formed of Muntz's metal, but not provided, as the original ones were, with an exterior case of wood; by this alteration greater capacity combined with extreme lightness is obtained, which undoubtedly much enhances the value of the small size torpedo which is intended to be carried by and manoeuvred from boats; b is the principal or after lever, hinged on the top of torpedo at c, and rests, when ready for action, in a crutch formed in the top of the exploding bolt d; e is the foremost lever, hinged at f, and kept in position on the after lever b by a groove formed in it and a lashing which passes through a slot in the principal lever, as at g; h is the side lever, pivoted at i, and exerting a pressure on the firing bolt d by means of a lanyard which is passed through the bolt k and over the principal lever b; l is the top lever, pivoted at m, and exerting a pressure on the bolt d by means of a lanyard which is passed through the bolt n and over the principal lever b; this top lever l has been added to ensure the action of the torpedo, on its striking sideways against a vessel; o and t are handles, to the former of which the lashings of the levers h and l are secured; p is the ring used for attaching the buoy rope; r, r are two loading holes, made in the side of the torpedo case, by which a charge of gun-cotton may be quickly and efficiently stowed; this also is a new feature in the small size torpedo; s is the rudder formed for the purpose of controlling the direction of the torpedo when the tow line is suddenly slacked.

In regard to the large size torpedo, the construction of the case remains as in the original ones, the improvements being, the enlargement of the loading and fuze holes, and the addition of the top lever l, as shown at Fig. 104.

The small size torpedo is capable of holding 47 lbs. of water, whilst the large size one will contain 76 lbs. of water, or about 33 lbs. and 58 lbs. of gun-cotton respectively.

The slings are made of best Italian hemp, and consist of a span of four legs, which are secured to lugs at the corners of the torpedo and connected to an iron thimble, which is shown at Fig. 105; this thimble is made suitable for either wire or hemp rope, and is so arranged that should the seizing become slack, the parts of the slings cannot become detached from the thimble.

The legs of the slings should be so fitted that when stretched alongside the torpedo they extend 1 foot beyond the stem for the large torpedo and 8 inches for the small one; the four legs should be so fitted that when an equal strain is brought on them, the thimble should be on a level with the upper lugs, and the upper fore span form an angle of 80° to 85° with the side of the torpedo; this is shown at Fig. 106. This arrangement gives the best divergence with the least strain on the tow rope, and is suitable when the torpedo is kept at short scope, as well as when a long length of tow line is out.

The mode of attaching the foremost and side levers is shown at Fig. 107. Before reeving the lanyards they should be well greased in the wake of the fair leads, but not where they are made fast. The lanyards should be made up like a reef point. Care should be taken that the short arm of the side lever h is brought close into the fair lead, and its lanyard should be set up sufficiently taut to give a slight spring in the principal lever b by the strain thus brought on it. This lever b has a steel fish on the top, in order to prevent it taking a permanent bend. If the side lever lanyard is properly set up, the bolt will spring down about 1/8th of an inch when the safety key is withdrawn, owing to the spring in the lever, and the shrinking of the lanyard; this brings the muzzle 1/8th of an inch nearer the pin without disturbing the side lever.

The bolt is so arranged that the torpedo can be fired by either of the following methods:—

• 1.—Mechanically.
• 2.—Electrically at will.
• 3.—Electrically on contact or at will.

Mechanically.—In this case the bottom of the inner cylinder, as at a, Fig. 108, is fitted with the ordinary mechanical chemical fuze, ignition being effected by the breaking of the glass vessel containing the sulphuric acid on being forced into contact with the needle n, by the action of the levers on the torpedo striking a vessel.

Electrically at Will.—For this purpose a platinum wire fuze is used, one terminal being connected to earth through the bolt, the other to a wire leading up through the core of the bolt, and connected by means of an ebonite joint with a single cored electrical cable leading from the torpedo vessel.

Electrically on Contact, or at Will.—In this case, a resistance coil is inserted in addition to the fuze, and is so arranged that on the bolt being forced down a short circuit is formed, cutting out the resistance coil (about 20 ohms), and thus enabling the battery to fire the fuze, which, owing to the 20 ohms resistance in the circuit, it was previously unable to effect. Should the bolt so arranged be required to be fired at will, it is only necessary to put a more powerful battery in circuit, and so fire the fuze through the 20 ohms resistance.

Exploding Bolt.—The exploding bolt is fitted to act with a pressure of from 30 to 40 lbs. on its head for the large size torpedo, and from 15 to 20 lbs. for the small size one.

The bolts are all the same size, and differ only in the direction of the slot for the safety key k, being port or starboard bolts accordingly. The muzzle of the exploding bolt stands 1 inch off the pin when in the safety position, that is, when the safety key rests on the brass work of the priming case.

The safety key is secured in the slot of the exploding bolt, as shown at Fig. 108, by eight or nine parts of strong whitey-brown thread secured to the key, passed round the bolt, and securely knotted; the parts of the thread should come away with the key, in order that none of the parts may be worked down the tube by the exploding bolt.

In the event of the large torpedo being cut away in deep water after the withdrawal of the safety key, it will explode by pressure on the head of the bolt at about sixty fathoms depth; the small one at about thirty fathoms.

Buoys.—The buoys are of two sizes, and are made of solid cork (such cork only being used as will ensure great floating power after being immersed for a time); each buoy is built upon a galvanised iron tube running longitudinally through; on the ends of the tube are screwed wooden cones, which bind all together, and render the buoy indestructible.

Two buoys are used for each torpedo, the larger buoys for the large size torpedo, and the smaller buoys for the small size torpedo. The buoy rope is of hemp, about five or six fathoms in length and two inches in circumference, an eye being spliced in the end nearest the torpedo; to this eye is bent the tow rope, with a single or double sheet bend forming the knot by which the torpedo is towed; the other end of the buoy rope is passed through one of the rings in the stern end of the torpedo (according to whether working in deep or shallow water), then through the tube of the first buoy, and an overhand knot made in the rear; then through the next buoy, and a knot in the rear of that. Recently, Captain Harvey has adopted a large and a small buoy for each torpedo, the large one being practically sufficient, the smaller one being added in the event of the other one becoming sodden.

Brakes.—The brakes are used for the purpose of controlling the tow ropes; they can be fixed by screws into the deck at the most convenient place for command, and in a properly constructed torpedo vessel would be placed below the water line, to prevent exposure of the men working them. They are so arranged as to admit of the tow rope being quickly veered, and at the same time are sufficiently powerful to bring the torpedo to the surface when required. Success greatly depends on the skilful handling of these brakes, for in conjunction with the cork buoys they give the operator command of the depth at which the enemy is to be struck. Unless a very high rate of speed is required, one handspike will control the tow rope; the other strap can be thrown off the drum, and the handspike allowed to lie on the deck ready to be thrown into gear, if necessary. The surface of the drum in contact with the strap should be powdered with rosin to increase the friction. The tow rope should be so reeled up that in veering the reel may revolve towards the men at the handspike. The spindle will contain several tow ropes, that, in the event of one torpedo being cut away, another can be immediately bent.

The brake for small torpedo requires only one drum and handspike. It can be fitted to a steam launch by placing an extra thwart across near one of the others.

Care should be taken that the riding turns lie fairly over each other, to prevent a jamb when veering.

The brakes, both large and small, are so made as to ensure durability, they being considered a part of the ship's furniture.

Brake for safety key line is a small reel on the same principle. When going a slow speed, it may not be necessary, as the safety key line can be attended by hand; but when going ten or eleven knots, it will be found of considerable advantage, both in keeping the bight of the safety key line from dragging astern, thereby lessening the divergence of the torpedo, and also in drawing the safety key when a strong stop is used.

Arrangements for Launching and Towing the Torpedoes.—A yard across either the main or mizen mast of a torpedo vessel, from 20 to 25 feet above the water line, is a very convenient method for launching and towing. The leading block on the yard, through which the tow rope is rove, may be fitted to a traveller on the yard with an inhaul and outhaul, that the distance out from the ship's side may be regulated as convenient.

In a large vessel, the leading block for tow rope can be fixed to the end of the quarter-boat's davits. The brakes for commanding the tow rope should be screwed firmly to the deck. In a vessel properly constructed for the service, they would be on the lower deck, the tow rope having been led along the yard, and down each side of the mast.

A leading block for the tow rope is placed on the deck by span or bolt a few feet in front of the brake. The safety key reel, if used, must be fixed in a convenient position on deck, that the man attending it can see how to control it; in a properly constructed vessel he would be in the pilot house. The safety key line leads through a small leading block on the ensign staff or some convenient point abaft the lead of the tow rope, 15 to 20 feet above the water. The leading block on the yard may be fitted with a lizard, if thought necessary. A sharp instrument should be kept by the brakes ready to sever the tow rope.

In large men of war, arrangements are made for carrying a loaded torpedo and two buoys in a convenient position on each side of the vessel, in such a manner that the tow line can be bent, the exploding bolt screwed in, the levers adjusted, and the torpedoes and buoys dropped simultaneously when required.

Preparing the Torpedoes for Use.—The torpedoes, port and starboard, loaded and ballasted, having been hoisted out of the torpedo room, are placed on the deck on their own sides, with their heads forward under the leading block, and the buoys placed abaft them and strung together; the exploding bolts are now entered into the torpedoes, and forced down until their safety keys rest on the brass work, taking care that each safety key points in the direction of the eye through which its lanyard has to pass; the levers are now secured by their lanyards, as explained at pages 120 and 121. The eye at the end of the buoy rope is now rove through the large or small ring in the stern end of the torpedo. The tow rope having been previously rove through the leading block on the deck and on the yard, is rove through the thimble of the slings from forward aft, and bent, with a single or double sheet bend, to the eye of the buoy rope. The safety key line having been previously rove through the leading block on the ensign staff, and the lanyard on the safety key having been led through the eye of the handle, making a fair lead with the slit in the bolt, are bent together with a double sheet bend, and stopped to the eye of the handle by a split yarn of suitable strength, the yarn having been first secured to the line by a round turn outside the bend.

The line should also be stopped with another split yarn round all parts of the slings close up to the thimble, having first made an overhand knot in the line at a distance a few inches longer than that between the eye bolt and the thimble.

The crew having been stationed at their respective posts, the handles having been shipped on the tow reel, the tow line is then reeled up until the torpedo will launch clear, and swing out under the leading block on the yard. Hold the torpedo by the handspikes, and take off the handles of the brake. In swinging out, care should be taken that in starting from the deck the fore slings do not foul the fore top lever. The stern of the torpedo can be steadied by keeping a slight strain on the buoy rope. The safety key line must be kept clear, and not checked, or it might break the stop and draw out the key before intended. The buoys must be placed in a proper position and hands stationed by them to launch them overboard the instant the torpedo takes the water. It would be better to stop the screw, if circumstances would allow of it, when lowering the torpedo and buoys into the water, to prevent the chance of the buoys fouling the screw. The torpedo, on reaching the water, will immediately diverge clear of the ship; the buoys being launched, as the strain comes on the buoy rope, they will be towed clear away from the screw, and full speed may be put on at once. The men at the handspikes must veer steadily, occasionally checking the torpedo, that it may be kept near the surface, and not allowed to dive, which it will do if the tow rope is slacked up altogether, and then a sudden strain brought on it.

Eventually it will come to the surface, when the bow is pointed up by the strain on the tow rope; greater the speed the more quickly will it be brought to the surface. In shallow water this should be particularly attended to, as in diving it might strike the bottom and injure the levers, and, if the safety key has been withdrawn, explode; moreover, it brings an undue strain on the tow rope. The torpedo can now be gradually veered out to the distance required, the safety key line so attended that a sufficient strain is kept on it as not to allow of a long bight of line dragging astern of the torpedo; at the same time having due regard to the strength of the yarn by which the line is stopped to the handle of the torpedo. The distance veered must depend upon the nature of attack. The tow line should be marked with knots every 10 fathoms: under some circumstances the torpedo would be close to the ship until passing the enemy; at other times veered to 40 fathoms it will be found most suitable.

The full divergence of 45° is obtained up to 50 fathoms; beyond that the bight of the tow rope in the water drags the torpedo astern, unless the tow rope is triced much higher up, which has its disadvantage; 40 to 50 fathoms of tow rope gives the best command of the torpedo, veering 2 or 3 fathoms of tow line suddenly will always sink the torpedo some feet below the surface. Should it become necessary to use the torpedoes with a stern board, they can be so used, but in this case the port torpedo is used on the starboard, bow and starboard on the port; all other arrangements being exactly the same. In rough weather, advantage should be taken of the roll, and the torpedo allowed to swing out from the yard, and be let go by the run, checking the tow rope immediately the torpedo is in the water. It is not absolutely necessary to ease the vessel when launching; the torpedo can be launched at full speed. In the event of its being found necessary to cut adrift the torpedo, in consequence of coming suddenly across a friendly vessel, the tow rope should be cut near the brake, and if the buoy rope has been rove through the large stern ring, the torpedo will sink and be lost, the buoy only remaining. If the buoy rope has been rove through the small stern ring, the torpedo will be suspended by the buoy rope; and should the safety key not have been withdrawn, can be recovered with safety.

In the event of wishing to recover it when the buoy rope has been rove through the large ring, a toggle must be lashed on the tow rope abaft the leading block on the yard, when it can be recovered by the buoy rope; as a general rule, however, it will be found best to expend the torpedo, and not attempt its recovery.

Recovering the Torpedo.—Should the safety key have been withdrawn, great caution is necessary. Tongs, shown at Fig. 109, for going round the upper part of the bolt, to take the place of the safety key, when once clasped and secured round the bolt, render the torpedo safe to handle; this could only be done from a boat. With the safety key in, there is no danger in hoisting it inboard again by its own tow rope, and hoisting up the buoys at the same time with a grapnel.

Different Methods of Using the Torpedo.—There are two methods of employing the torpedo, either of which may be adopted, according to circumstances.

In the first method, it is not necessary to withdraw the safety key till just before dipping; in the second method the safety key line is belayed at about twenty fathoms, and the key withdrawn when the line is tautened by the ship going ahead.

Tactics.—Description of the various attacks that may be made with the Harvey torpedo against a ship at anchor or under way. In the following diagrams T is the torpedo vessel, S the ship attacked.

Attacking a Vessel moored Head and Stern.—In this case the torpedo vessel steers in for the bow or quarter of the vessel attacked, according to the direction of the current, and on the side approached launches the torpedo between the moorings, as at A; leaving the tow rope slack, the torpedo vessel proceeds ahead or astern against the current, and when at a sufficient distance off, the tow rope is held fast, which will cause the torpedo to diverge into contact with the vessel attacked, as shown by Fig. 110.

Attacking a Vessel at Anchor by Crossing her Bow.—In this case the torpedo is sufficiently diverged when near to the vessel with a good scope of tow rope out. After having crossed her bow, proceeding onwards, the tow rope will be brought obliquely across her cable, and the torpedo will swing into her, as shown at Fig. 111. It may be here remarked, that in all cases the depth of the explosion can be obtained by the sudden slacking of the tow rope; and the tow rope once under the keel, causes the torpedo to be hauled down near to it before exploding.

Attacking a Vessel at Anchor by coming up from Astern on either Side.—In this case the torpedo is launched when on the quarter of the vessel attacked, as at A, the tow rope left slack. After steaming ahead some distance, hold fast the tow rope, when, by continuing to steam on, the torpedo will diverge into contact with the bottom of the vessel attacked, as shown at Fig. 112. When skilfully performed, the total destruction of the enemy is certain, since the torpedo is springing from a depth to the surface, and will, in consequence, strike near her keel. The torpedo vessel can pass at her greatest speed, and, if thought necessary, near enough to clear away any of the ordinary obstructions, such as booms, nets, &c.

Passing Down between Two Lines of Vessels at Anchor.—In this case it would be impossible to fire at the torpedo vessel, for fear of injury to their friends. Two or more torpedo vessels following each other with preconcerted signals would cause great destruction. See Fig. 113.

Attacking a Vessel in Motion from Right Ahead.—In this case two torpedoes are launched, port and starboard, each diverging to its full extent; when passing the vessel attacked, one or the other of the tow ropes is brought across the cut-water, and by the simultaneous motion of the two vessels in opposite directions, the torpedo is brought alongside of or under the bottom of the vessel attacked, as shown at Fig. 114. The torpedo vessel should keep the masts of her enemy in one until close to, when either torpedo will be used, according to the movement of the enemy. At the time of the tow rope taking the cut-water, the brake is suddenly eased up; the tow rope will then pass under the bottom, when by checking the tow rope the torpedo will be hauled under the bottom.

To execute this attack, judgment, skill, and nerve of the highest order will be required, as the risk of being run down will be imminent.

The Attack from Astern.—In this case two torpedoes are launched, and diverged as in the previous case; it is assumed in this instance that the torpedo vessel can outspeed the vessel attacked, which will enable her to bring a torpedo under the run of the attacked vessel, as shown at Fig. 115.

If Chased by a Hostile Vessel, and unable to Face her.—In this case veer a torpedo astern, having first obtained a position a little on the bow of the chasing vessel. When it is known by the length of the tow rope out that the torpedo is about abreast of her bow, hold fast the tow rope, which will cause the torpedo to diverge, and be brought into contact, as shown at Fig. 116. As a last resort drop spanned torpedoes.

Torpedoes can be used with a stern board, if necessary. The port torpedo, in this case, will be launched on the starboard side, and the starboard on the port side.

It should be here remarked that, although great speed is essential in the torpedo vessel to come up with the enemy and choose an advantageous position, it is not advisable to tow the torpedoes, if it can be avoided, at a greater speed than 11 knots; because the strain brought upon the towing gear is excessive, and the torpedo would require a large addition of ballast to keep it sufficiently immersed to attain the full divergence.

There is, however, one style of attack in which the highest speed can be maintained, viz. by dropping the torpedo alongside in passing.

This mode of attack is one of the best, particularly under cover of darkness, against a ship at anchor.

The position of the torpedo is known, and the tow line is never in contact with the enemy during the operation; a skilled hand at the brakes is all that is required, the vessel keeping a straight course at the highest speed, passing as close as possible to the enemy, in order to clear away all obstructions. The tow rope must not be checked by the brake too suddenly.

Defensive Purposes.—The Harvey torpedo may be used as a means of defence by large ships against a torpedo vessel attacking with that species of submarine weapon, as the latter would be forced to pass outside the former vessel's torpedo, and thus decrease the chance of a successful dip. Again, in the case of an attack by the ram, these torpedoes afford some protection, as a deterrent.

Night time.—Though a dark night and tempestuous are favourable to a surprise, yet in the case of a Harvey torpedo attack it is essential that the weapon should be seen to dip it at the proper time, therefore daylight is necessary to this species of torpedo attack.

Value of the Harvey Torpedo.—The Harvey torpedo is undoubtedly of considerable value when ably handled, yet the skill and judgment required is very great, and can only be acquired by constant practice.

Description of the Menzing Towing Torpedo.—This modified form of the Harvey towing torpedo was designed by Captain Menzing, of the German navy, to remedy what is considered by the Germans as the chief defect of that weapon, viz. its liability to injure friendly vessels, and also to do away with the necessity of using two torpedoes, one for each side of a ship.

At Fig. 117 is shown a plan and elevation of this towing torpedo. a is the body of the torpedo, somewhat similar to the Harvey, but narrower at the stern, and bevelled on both sides towards the bow; b is an iron frame placed in the bow, capable of being turned either to the right or left; c is the hole for the introduction of the fuze, and d is the loading hole; e is a rudder placed at the stern of the torpedo; f, f are levers, by pressure against which the torpedo may be fired mechanically, or electrically at will; these levers are connected to a block of wood fitted with stops to prevent them being pushed too far over; s and p are two towing ropes, one on each side of the torpedo, which pass from its stern through the point of the frame b, and thence to the vessel, these are also connected to the rudder e in such a manner that on either of the ropes s and p being tautened the rudder e is turned in the opposite direction; w is an electric cable, strong enough to bear the whole pressure of the torpedo when being towed right aft.

To diverge the torpedo on the starboard quarter of the ship, the line s must be slackened, and the whole towing strain brought on the rope p, causing the frame b to be pulled over to a knot k in the rope p, made at the proper position to ensure the torpedo towing at the correct angle from the course of the vessel, and at the same time causing the rudder e to be turned to starboard; this is shown at Fig. 117 by the dotted lines.

To diverge the torpedo on the port quarter, the towing rope p would be slackened and the whole strain brought on the rope s, and an action opposite to that already described would be the result.

Two cork buoys are used, similar to those employed with the Harvey torpedo; one being attached at a distance of 10 feet from the stern of the torpedo, and the other at such a distance astern that the torpedo would be placed at a distance below the surface to allow of safety to a friendly vessel.

The torpedo is manipulated in a similar manner to the Harvey, the circuit being closed at the moment of the first buoy disappearing, at which time the torpedo would be about ten feet below the surface. The two buoys are together capable of supporting the torpedo, and thus by means of the second one it may be picked up, should it be necessary to cut the towing ropes.

Description of the French Towing Torpedo.—The towing torpedo used by the French is represented in section and plan at Fig. 118.

a is the body of the torpedo, formed of wood enclosed in a thin steel case; b is the head made of cork; c is the case containing the charge, which is generally 33 lbs. of dynamite, this case is supported by the bolt d resting on the plate e; f, f are whiskers, which are connected to the plate e; g and h are hollow tubes, one end of g being attached to the case e, and one end of h to the rear end of the body of the torpedo a, and they are so arranged that when the case c is released, its weight will draw out the tube g, which slides along the tube h to nearly the full extent of the latter; k, k are bolts, to which the towing sling is attached; l is the fuze, and n is a small gun used for firing the torpedo at will. The hole in the plate e through which the bolt d passes is larger than the latter, so that when the plate is moved backwards by pressure being applied to the whiskers the bolt is freed from support, and case c attached to it falls.

The modes of firing are as follows:—

Locomotive Torpedoes.—By "Locomotive" torpedoes are meant those that possess within themselves the power to move through the water, when once started in a given direction.

Of this species of submarine weapons, the following are the most efficient and are the ones most generally used:—

• 1.—The Whitehead fish torpedo.
• 2.—The Lay torpedo.

Invention and Adoption of the Fish Torpedo.—The idea developed by the fish torpedo is due to an Austrian marine artillery officer, who is now dead. In 1864, Mr. Robert Whitehead, then superintendent of iron works at Fiume, acting upon the suggestions of a Captain Lupuis of the Austrian army, commenced a series of experiments to ascertain the practical value of the above idea, the result being a fish torpedo, commonly called "The Whitehead," which though far inferior to the fish torpedo of the present day, was then considered to be a fearful and wonderful weapon.

The Austrians were the first to purchase this weapon, and two years later, in 1870, Mr. Whitehead came to England, and prosecuted numerous experiments with his fish torpedo under the supervision of several English officers, and on the 8th of October of the same year he succeeded in completely destroying an old hulk moored at the mouth of the Medway. The fairly successful results of these experiments induced the English government to purchase the secret and several of Mr. Whitehead's fish torpedoes, under the following conditions:—

And the total amount paid to Mr. K. Whitehead at that time was the sum of seventeen thousand five hundred pounds, which did not include the sum of two thousand five hundred pounds claimed for the expenses attendant on the Medway experiments. Since then a large number of Whitehead's fish torpedoes have been purchased from time to time, especially during the Turco-Russian war, when some two hundred were ordered, also great numbers have been manufactured at Woolwich. The English fish torpedo, as far as can be ascertained, is a vastly superior weapon to the Whitehead fish torpedo, possessing as it does increased speed, and therefore far greater accuracy.

Besides Austria and England, nearly all the European governments have purchased the Whitehead secret and torpedoes, but in the case of some of them, the last two clauses of the English conditions of purchase were omitted.

The Turkish is the only government that has obtained the Whitehead secret and torpedoes without paying for it. This was managed as follows:—

"On the night of the 20th of December, 1877, the Russians made an attack with Whitehead torpedoes on an Ottoman squadron lying in the harbour of Batoum, but owing to a want of practical knowledge of the manipulation of such weapons, no vessels were sunk or damaged, but two fish torpedoes, one in perfect condition, were found the next morning high and dry on the beach at that place."

The American government have up to the present time not sanctioned the purchase of the costly Whitehead torpedo, preferring their own locomotive torpedo, which will be fully described further on. On a government purchasing the fish torpedo, a certain number of their naval or military officers are sent to Fiume in Austria, where Mr. R. Whitehead's manufactories are situated, and where the necessary very exhaustive experiments with his torpedoes are carried out, and are there thoroughly instructed in the manipulation of these machines, and are also supplied with a double set of drawings of the various parts of the torpedo. These officers, and all others whom it may be necessary to initiate into the mysteries of the Whitehead secret, are bound on their honour not to divulge it.

Employment of Fish Torpedoes in War.—The fish torpedo has been employed on actual service on three known occasions only, in two of which it failed to fulfil its deadly mission.

On the 29th of May, 1877, a Whitehead fish torpedo was fired by H.M.S. Shah against the Peruvian ironclad Huascar, but failed to strike her, owing to the latter vessel altering her course at the moment of the torpedo being discharged. The next instance of the employment of the Whitehead torpedo was that one mentioned at page 132. The last and only successful attempt yet made occurred on the 26th of January, 1878, when the Russian steamer Constantine fired a Whitehead torpedo against a Turkish guard vessel off the harbour of Batoum, and completely destroyed her.

Description of Torpedo.—A general view of the Whitehead fish torpedo is shown at Fig. 119. It is divided into three parts, connected together by screws.

Vertical and horizontal steel fins are fitted for the purpose of maintaining the torpedo in an upright position whilst passing through the discharge tube, or frame; the former fins run nearly the whole length of the weapon, while the latter are considerably shorter. The motive power of the torpedo is compressed air, forced by means of a powerful steam air compressing pump into a portion of the steel chamber (3) at a tension of upwards of 1000 pounds to the square inch, which is equivalent to about sixty atmospheres, and which by means of a set of small three cylinder Brotherhood engines, contained in the steel chamber (3), drives two screw propellers. These engines are capable of exerting a force of forty indicated horses, and yet only weigh about thirty-five pounds, from which it will be understood that to attain these results the workmanship and materials employed in their manufacture are of the very highest order and fineness.

The torpedo is made of various sizes, ranging from 14' long and 14" maximum diameter to 19' long and 16" maximum diameter.

Capabilities of the Fish Torpedo.—The capabilities of the fish torpedo are as follows:—

Placing the Charge.—The explosive is generally placed in what is termed the cartridge case, which case is similar in shape to the interior of the charge chamber (1), and is fixed thereto by means of wooden wedges.

Ignition.—The method of ignition is mechanical, and is arranged as follows:—Extending from the nose of the torpedo to the cartridge case is a tube terminating in a copper case, in which is placed the priming charge and detonating composition; within this tube is a steel rod some 2 feet long, fitted with a needle point at its inner end, and its outer end screwed into a frame; this frame is capable of moving in and out, and is connected with a spiral spring which tends to force it, and consequently the steel rod, or striker, inwards. By compressing this spiral spring, the inner end of the frame is butted against a catch, by which it is prevented from acting. On this catch being released, no matter by what means, the spring is brought into action and forces the frame and steel striker inwards, the needle point of the latter coming into contact with the detonator fires the priming charge, and so explodes the torpedo. The foremost extremity of the torpedo, which is termed the nose piece, is so fitted that it is capable of being forced inwards, but in a position of rest its inner edge is just clear of the catch. On a pressure being brought on the nose piece in a direct line with the length of the torpedo, it will be forced inwards, the result being the releasing of the catch and explosion of the torpedo. In addition to the nose piece, horizontal and vertical levers, or whiskers, may also be used, a slight pressure on either of which will similarly effect the explosion of the torpedo; also cutters for penetrating nets, &c., are fitted to the nose piece when desired.

Safety Wedge and Key.—For safety purposes a wedge is employed, which when in the safety position prevents the catch from acting; this wedge is so arranged that it may be withdrawn by the action of the machinery after the torpedo has run a certain distance, and also may be replaced by similar means in the safety position on the completion of the run. As an additional precaution a safety key is used, which is inserted in the head of the torpedo through the spring of the frame.

Description of Adjustment Apparatus.—For adjusting the length of range for withdrawing and replacing the safety wedge, &c., the following apparatus is employed.

Two cog wheels, a large and a small one, are fixed on the upper part of the after end of the torpedo, just in front of the screw propellers: the small wheel is fitted with a certain number of teeth, thirty for instance, which gears into an endless screw attached to the propeller in such a manner that one revolution of the propeller moves the wheel one tooth, therefore thirty revolutions would turn the wheel one complete revolution. The big wheel is fitted with much larger teeth than the small one, and by means of a pin on the latter wheel is moved round one tooth for every complete revolution of the small wheel, and clamped in this new position by a spring catch, which is also worked by the pin on the small wheel. In front of these wheels is a stud which works fore and aft in a slot, and attached to a spring which tends to draw it to the after end of the slot. This stud is connected by means of a wire rod to the valve that admits the compressed air to the engines; when the stud is in the fore part of the slot the valve is open, and when in the after part it is closed.

Adjusting Length of Range.—By means of a lever the spring of the stud is compressed, and the stud moved to the fore part of the slot; then the big wheel is moved round until a stud on its face is the required number of teeth above the lever. For every thirty revolutions of the propeller, and consequently one tooth of the big wheel, a certain known distance is traversed, which varies according to the pattern of the torpedo.

Adjusting Apparatus.—When the propeller has made the number of revolutions corresponding to the length of range required, and consequently has moved the big wheel the number of teeth it was set above the lever, the stud on the big wheel presses against the lever and so releases the spring in the slot, causing the slot stud to fly from the fore part to the after part of the slot, by which action the valve admitting the compressed air to the engines is closed, and consequently the engines cease to work.

Attached to the axle of the big wheel is a small brass arm, which is connected by means of a brass rod to the safety wedge, and is so arranged that after the required number of revolutions of the propeller, the safety wedge will be drawn out; or it may be drawn out at the instant of the torpedo leaving the tube, carriage, &c. Also by means of an additional lever at the fore part of the torpedo, which is connected by means of a wire rod to the valve that admits the air to the engines, and by arranging the attachment of the safety wedge to the brass rod from the big wheel, so that on the wedge being withdrawn it is released from that brass rod, on the torpedo having completed its run, the action of closing the valve which admits the air to the engines causes the additional lever to force the wedge into the safety position.

Torpedo to Float at End of Run.—This is due to the difference of buoyancy at the end of a run from what it was at the commencement, owing to the compressed air being used in working the engines.

Torpedo to Sink at End of Run.—This is effected by means of the adjustment chamber (2), in the after end of which there is a spiral spring valve, which can be attached to the brass rod on the outside of the torpedo that works the valve which admits air to the engines, in such a way that on the valve being closed, and therefore the run of the torpedo completed, the spiral spring valve is opened, admitting water to the adjustment chamber (2) of sufficient amount to sink the torpedo.

To Explode the Torpedo at End of Run.—This is effected by connecting the vertical firing whisker to the rod which otherwise would be connected to the safety wedge lever, by which means, on the valve admitting air to the engines being closed, a force is transmitted to the vertical whisker instead of to the safety wedge lever, and consequently the torpedo is exploded.

Adjusting the Depth.—A small wheel, the face of which is marked in feet, is placed on the left side of the fore part of the adjustment chamber (2). To adjust for depth, by means of a key turn the wheel until the number corresponding to the depth of run required is opposite the pointer.

The torpedo is maintained at the desired depth by means of certain mechanical apparatus contained within the adjustment chamber (2), and which constitutes what is termed the secret of the fish torpedo. This chamber is connected by screws to the foremost and after chambers of the torpedo, in such a manner that by means of a number of small holes bored round the circumference, as shown at (2), Fig. 119, the faces of the chamber are exposed to the pressure of the water, which varies with the depth to which the torpedo descends. Within the adjustment chamber is an endless strong spiral spring, attached to the after face of the chamber, and so arranged that after being set to a certain tension, capable of resisting an equivalent pressure on the outside of the aforesaid face, any increase or decrease in this exterior pressure will cause the spiral spring to work a rod by which the horizontal rudders of the torpedo are regulated, and thus the desired depth for which the spring is set is maintained. The course of the torpedo is represented by a series of curves, above and below the line, representing the depth it is set for, these curves gradually decreasing until at 100 yards' distance from where the torpedo was started the curves are so small that the path of the torpedo is almost identical to that of a straight line.

Within this adjustment chamber is also placed an automatic balance, which also assists to maintain the torpedo at the desired depth, by reason of its swinging forward on the torpedo descending, and swinging aft on its rising, which motion is used to regulate the horizontal rudders. The above is merely a general idea of the arrangement used in the Whitehead fish torpedo, to enable it to reach and maintain whatever depth it may be necessary to use it at from 5 to 15 feet.

Projecting the Torpedo.—The fish torpedo may be projected in various ways, viz.:—

Discharging Torpedo through a Submerged Tube in the Stem.—In this case a tube is fitted to an orifice in the stem; this opening is as far below the water line as possible, and is closed by a watertight cap and a sluice valve; the inner end of the tube is fitted with a watertight door; the torpedo being prepared for action is placed inside the tube, the inner door closed, and the tube filled with water; then the watertight cap and sluice valve are opened, and the torpedo started by means of a piston which is worked by compressed air. This piston can be worked from deck, and so the torpedo fired at the proper instant. To prevent the torpedo from slipping out of the tube, a stop is placed in the fore end of it, which can be withdrawn at the same time as the compressed air is admitted behind the piston. The torpedo being clear of the tube, the sluice valve and watertight cap are closed, and the tube emptied of the water, the projecting piston being at the same time forced back.

On the Broadside.—In this case, the discharging tube works inside an iron casing, through a stuffing box at the inner end, and in a shield attached to the outer end of the tube. This shield, placed on the fore side of the orifice, is of such a length as to protect the torpedo from the pressure of the water passing the vessel. The mode of discharging the torpedo in this case is similar to that used when projecting it through the stem.

Comparison of the Stem and Broadside Methods of Projecting the Torpedo.—The former method of projecting the torpedo seems the most suitable to specially built torpedo vessels, but not so to large ironclads, on account of the difficulty of fitting a tube to the stem of such a ship, and also that in so doing the efficiency of the vessel as a ram would be impaired.

In regard to the accuracy of the firing of the above methods, both seem equally good, though in the case of firing on the broadside it would be necessary to prepare carefully calculated tables of deflection, any mistake in the using of which would be fatal to a successful torpedo shot.

Projecting a Torpedo from above Water.—In this case an iron carriage is used, which is fitted with a frame, in which the torpedo rests; the outer end of this frame is provided with a lip, some few feet long, by which means the rear end of the torpedo is slightly canted up on leaving the frame, and any undue strain on the tail of the torpedo is prevented. The frame is mounted in the iron carriage in such a way that it can be elevated or depressed by means of a screw, as in the case of a gun mounted in an ordinary carriage. The torpedo is ejected from the frame by means of a piston as previously explained, a small reservoir of air being attached to the carriage, so that it can be used at any port.

Firing a Torpedo from the Surface.—The torpedo possesses sufficient buoyancy to float with a small portion of its upper surface above water; such being the case, it is only necessary to set the various adjustments, point it in the required direction, and by hand turn back the lever on the upper part of the weapon (which opens a communication between the air chamber and the engines), when it will instantly dart off and very rapidly attain the depth it is set for.

Method of Firing a Fish Torpedo from a Boat.—To manipulate a fish torpedo from a boat, it may be carried in a light frame, which can be lowered or raised by means of a pair of davits. When required to discharge the torpedo, the frame containing it is lowered into the water, so as to bring the torpedo about two feet below the surface, the head being somewhat lower than the tail.

Thornycroft's Method of Firing Fish Torpedoes from a Boat.—Another method, which has been patented by Mr. J. I. Thornycroft, of the firm of J. I. Thornycroft and Co., steam launch builders, and which is fitted to the torpedo boats built by them for foreign governments, is shown in elevation and plan at Fig. 120 and 121.

The apparatus consists of two or more bent levers A securely and rigidly fixed on a shaft B, which works in bearings fixed on the deck of the vessel C from which the torpedo is to be discharged. On the ends of the levers A furthest from the shaft B are pivoted other levers D, to which the cradle or case E for sustaining the torpedo is suspended. The other ends of each of these levers are connected to the vessel by means of rods or tubes F, jointed at each end in such a way that when the shaft B is made to revolve in its bearings, the case containing the torpedo is guided over the side of the vessel and close to it, and is held in a position convenient for discharging the torpedo, as shown at Fig. 120.

The shaft B may be made to revolve by means of ropes G and pulleys H attached to the levers A, or by hydraulic or steam pressure, as may be found most convenient.

The torpedo case can be towed alongside the vessel if necessary without deranging the apparatus. The torpedo case is carried in the angles of the bent levers, and is stowed away so that neither it nor the suspending levers project at all beyond the hull of the vessel; also when lowered, the levers and suspending rods fold over one another so as to occupy very little space, and the torpedo is suspended close to the hull.

Also the torpedo during the operation of lowering as well as when in a firing position remains close to the side of the vessel, thereby obviating any risk or inconvenience from excessive leverage which would have a tendency to capsize the boat.

For especially built torpedo launches, the above mode of carrying and launching the fish torpedo is certainly the best yet devised.

Woolwich Fish Torpedo.—In the Woolwich torpedo, the engines exert a force of nearly 60 indicated horses, and work up to 1000 revolutions per minute; the total weight of the torpedo fully charged (33 lbs. of gun-cotton) is about 500 lbs.

The Whitehead fish torpedo costs about 380l., while the Woolwich one costs only 300l.

The Lay Torpedo Boat.—Priority of invention of this torpedo was on the 13th of June, 1873, awarded by the Commissioners of Patents to Mr. John Louis Lay, several other persons having claimed the invention, among whom was Colonel Von Scheliha, an officer of the Russian army.

This locomotive torpedo, or more properly called torpedo boat, has been for several years adopted by the American government, during which time it has undergone a series of exhaustive experiments, which has proved it to be a most valuable and efficient weapon of offence and defence. Lately the Russian government have adopted it, and intend using it extensively in the defence of their harbours, &c.

General Description of the Torpedo.—At Fig. 122 is shown a longitudinal section of a Lay torpedo boat constructed and provided with guiding and controlling apparatus, and with means for propelling it by ammoniacal gas. Fig. 123 is a horizontal section of the same; A is the hull or body of the boat, which has conical ends A¹, A², and is formed of thin plate iron, or steel, or other suitable material. The section in the end A¹ forms the magazine containing the charge of dynamite or other explosive material; A³ is the section containing the gas reservoir or holder; the compartment A⁴ contains the apparatus for holding and paying out the electric cable; the compartment A⁵ in the end A² contains the motor engine, the steering apparatus, and other parts to be hereinafter described. All of these compartments or sections are separated from each other by means of air-tight bulkheads A⁶. The torpedo boat may be propelled by means of a single screw, double screw, or two screws. In the latter method, which is shown at Fig. 122 and 123, the propellers B and C are made to revolve in opposite directions; the shaft D of the propeller B is hollow or tubular, and the shaft E of the screw C passes through the same; these screws are actuated by an engine shown at F. H, H are the horizontal rudders, or side wings, two forward and two aft; these wings are mounted on shafts or spindles passing transversely through the boat; these rudders may be set to occupy a horizontal position, or a more or less inclined position in the proper direction, to cause the submerging of the boat by the action of the water on the said rudders as the boat moves forward, and they are adjusted before starting. N, N are two guide rods, one aft and one forward, which project up from the boat to enable the operator to determine its position at any part of its run, and in the case of a night attack they are provided with lights; the said rods can be raised or lowered at the will of the operator. Q is the electric cable, which affords a medium of communication between the operator on shore, &c., and the torpedo boat, whereby it may be started, stopped, steered, fired, and has her position ascertained; this cable is carried in the boat in a coil arranged longitudinally in the air-tight chamber A⁴ in the reel frame R, and is payed out as the torpedo progresses through a tube S, projecting aft under the boat and beyond the rudders and propellers, so that the said cable will not be fouled by the same; or it may be payed out through a hollow shaft in the centre of the boat. One end of this cable is connected to a keyboard at the station on shore or on board of the ship or other structure from which the torpedo boats are controlled. This keyboard is provided with a suitable battery or other means for generating the electric current, as hereinafter described.

The said cable is composed of several wires, each of which is insulated from the others. One of these wires is connected with the mechanism for starting and stopping the boat, one is connected with the steering apparatus, one serves for indicating to the operator at all times the exact position of the rudder, one is connected with mechanism for elevating and depressing the said guide rods, and one serves for firing the charge in the magazine.

The motive power for effecting the necessary movements of the mechanism or apparatus in performing the above operations is obtained from the aforesaid engines, which are provided with suitable valves arranged in combination with electro magnets, shunts, and the devices connected with the said wires of the cable, as hereinafter set forth.

This form of cable has since been replaced by one which consists of two wires only, the one for performing all of the necessary operations, exclusive of the firing or exploding of the magazine, and the other exclusively for this latter purpose. This improvement is effected by employing a series of relays or resistance coils, or a multiple, or compound relay in the boat. The advantages gained by this improved form of cable are:—

Two rudders are generally used, one below and one above the boat, as shown at U, Fig. 122. These rudders are operated and controlled by means of a small auxiliary engine T, Fig. 122, which is started, stopped, and reversed by the electric current conducted through the cable Q in connection with magnets attached directly to a valve forming part of the said engine. This valve is so actuated by the magnets that when the current passes in one direction the engine T will move the rudder to starboard, and when the current acts in the opposite direction it will turn the rudder to port.

The mechanism for firing the charge in the magazine A¹ is clearly shown in Fig. 124, and operates as follows:—Projecting from the front extremity or stem of the boat is a rod or pin V, which extends through a suitable packing box W into the said magazine or charge chamber; when the boat strikes an object, the said rod is forced inward into contact with the springs or points X, thereby closing an electrical circuit and igniting a cartridge, shown at Y, in the magazine.

The charge in the magazine can also be fired at any moment by the operator on shore closing a circuit on the keyboard and thereby cutting out one of two resistance coils placed in the circuit to prevent accidental or premature discharge—that is to say, there are two resistance coils. The battery is not sufficiently powerful to fire through both resistance coils at the same time. When the boat strikes an object, the resistance coil in the magazine is cut out by the driving inward of the rod V, as above described; the battery then fires through the one on the keyboard. On the other hand, if the operator desires to fire the torpedo boat before she touches the object of attack, he manipulates the switch to cut out the coil in the keyboard, the charge then being fired through the coil in the magazine. This arrangement of the two resistance coils is very effectual in preventing accidents.

In some instances the magazine is made detachable from the hull of the boat, so that on striking an object it will descend or drop down in the water before exploding. This modification is shown at Fig. 125 and 126.

The magazine A* is attached at its lower side to the boat by a chain or other suitable connection. At its upper edge it is held by a rod a*, as shown in Fig. 125. This rod is fitted to slide in dovetailed bearings, as shown at b*, and when this magazine is in its place on the boat the said rod is engaged with a catch or stop c*, but when the said rod is driven against any object it is forced back and released from the said catch or stop, and the magazine then drops, as in Fig. 126, and is fired.

To effect the firing a ball d* is used and placed in a tube containing two springs or plates e* and arranged in an upwardly inclined position, as shown in Fig. 125, one of the said springs being connected with the cable and the other with a wire that passes through the cartridge to earth.

While the magazine is in the position shown in Fig. 125 the circuit is incomplete, but when the magazine drops the said ball falls into the position shown in Fig. 126; the circuit is then completed, and the magazine is fired.

The electrical or electro-magnetic apparatus for generating, directing, and controlling the currents, whereby the above-described operations are effected, may be of any suitable kind, the following being the form of apparatus usually employed.

A battery r, shown at Fig. 127, consists of any desired or requisite number of cells constructed and arranged in any suitable manner, and connected by proper conducting wires with the keyboard s. The latter is provided with a series of pole changers s¹, s², s³, s⁴, and switches s⁵, s⁶, and is shown in Fig. 128.

Each of these pole changers is arranged to effect and control one of the above-named operations, and is therefore connected with one of the aforesaid insulated wires forming the cable. For instance, the pole changer s¹ effects the starting and stopping of the propelling engine; s² controls the steering apparatus; s³ is connected with the steering index; s⁴ operates or adjusts the aforesaid guiding rods; and the switches s⁵, s⁶ control and effect the firing of the charge in the magazine.

The connections between these pole changers and switches, and the apparatus they operate or control on board the boat, are as follows—that is to say, the said propelling engines have a throttle valve, which controls the admission of the gas from its generator or reservoir to the cylinders of the said engine, and in combination with this valve in the boat there is a shunt and set of electro magnets. The armature of the latter is connected with a lever, which is pivoted so that the action of the electric current in one direction through these magnets will pull one end of the said lever down, and the action of the current in the other direction will pull its other end down—that is to say, by reversing the current through these magnets the movement of the said lever is reversed; and this lever, connected by suitable means with the slide of the said throttle valve, will open or close the same, and thereby start or stop the engine as required.

For operating and controlling the above-described steering apparatus, and indicating the position of the rudder to the operator on shore, the following devices are employed, in combination with the pole changers s², s³ on the keyboard:—The pole changers are geared together by insulated toothed wheels, which are fixed on the spindles or axes of the said pole changers, so that the latter work accurately together and maintain the same relative positions to each other. The pole changer s² is connected by one of the said insulated cable wires with a shunt on board the boat, which shunt is connected with a set of magnets arranged in combination with the valve of the engine that drives the steering apparatus, and which valve is reversed or opened and closed by the reversal of the currents through the said magnets, as above described, and the said engine moves the rudder to port or starboard at the will of the operator. In order that the operator may know the exact position of the rudder at any moment, a series of pins or projections fixed on an arc or other portion of the rudder stock, and arranged in combination with an insulated spring projecting into the path of the said series of pins, are employed. This spring is connected by one of the cable wires with the pole changer s³ on the keyboard, which is geared with and moves in unison with the pole changer s², so that the electric current that controls the steering engine, and the current that returns the indication of the rudder's position, will both be reversed simultaneously. A separate battery is connected with the index on the said keyboard, whereby a constant current is maintained between this index and the indicating apparatus on the boat.

The current passing from the said spring to the shore is made to indicate the position of the rudder by the index on the keyboard by the contrivance shown in Fig. 129. This contrivance consists of a set of magnets w, which have a vibrating armature w¹ pivoted to oscillate between them. One end of the armature lever is provided with insulated spring pawls w², which take into ratchet wheels w³. On the same shafts on which these ratchet wheels are fixed are wheels w* formed with insulated teeth and geared with each other. The shaft of one of these wheels is geared by bevel pinions w⁴ with a vertical shaft w⁵, to which is attached the index needle or finger x**, Fig. 128. Therefore it will be obvious that this index finger is placed in connection with the aforesaid spring and series of pins attached to the rudder yoke on board the boat.

Now it will be obvious that when the rudder is turned in either direction these pins will come successively in contact with the said spring, and at each contact and separation the circuit will be made and broken, and an impulse will be transmitted through the cable, whereby a corresponding movement will be transmitted to the said index finger or pointer x** on the keyboard.

The pole changer s⁴ is connected with another of the insulated wires of the cable, which on board the boat is connected with a shunt and set of magnets arranged in combination with the aforesaid cylinders that operate the said guiding rods, so that by sending the current in one direction the said rods will be raised, and by sending the current in the opposite direction the said rods will be lowered.

The switch s⁵ is connected with another of the said insulated wires of the cable, which forms the circuit, including the aforesaid two resistance coils.

By adjusting this switch the operator completes the circuit through the two resistance coils, and then, but not till then, the charge can be exploded, either by the operator, or by the action of the firing pin or rod when the same is driven in and cuts out the other resistance coils as above described. The resistance coil X¹, Fig. 124, is connected to the binding screws 9, 10 by the wires 7 and 8. These binding screws are in metallic connection with the two springs X, but otherwise they are carefully insulated. One pole of the fuze Y is connected to the binding screw 10, the other put to earth through the body of the boat, as at E; the main wire 11 is connected to the binding screw 9. Now when the operator cuts out the resistance coil at the firing station, which is done by moving the switch s⁶, the electric current is sufficiently powerful to ignite the fuze Y through the resistance coil X¹, so that at any moment the torpedo may be exploded by the operator on shore, or by the contact between the torpedo and the attacked vessel the rod V will be driven in, and, coming in contact with the springs X, will bridge over the space that originally existed between them and so cut out the resistance coil X¹, and the torpedo will be exploded automatically.

Capabilities of the Lay Torpedo Boat.—The capabilities of the Lay torpedo boat are as follows:—

Launching the Lay Torpedo Boat.—For facilitating the launching and controlling of the Lay torpedo boats, a structure or submarine fort is used. This structure may be square, or oblong, and may be made to carry any number of the torpedo boats. The body is constructed of plate or sheet iron of suitable strength and stiffened with angle iron, or otherwise, and divided longitudinally or transversely into watertight compartments, into which the water is admitted to sink the said structure. At the top or upper side, cylinders or tubes are placed, each of which is capable of containing and launching one of the torpedo boats. At the forward end of each tube is a door, or cover secured to a rod or shaft fitted to turn in suitable bearings; this rod or shaft is provided with an arm which is connected to the piston rod of an engine worked by gas contained in a reservoir, or by other suitable means. The slide or other valve which controls the admission of the gas, &c., to this engine is arranged in connection with electro magnets, connected by a suitable cable with a keyboard on shore, or wherever the operator's station may be. By sending an electric current through this cable in one direction through the electro magnets, the door is closed; and by sending such a current in the opposite direction it is opened. The cables carried in the torpedo boats, and through which the mechanism on board each torpedo boat is operated and controlled, are also in this case connected with the keyboard, which must be provided with a number of sets of pole changers and switches, or equivalent devices, corresponding with the number of boats to be controlled by means of the said keyboard.

This apparatus will form a very convenient adjunct to fortifications or stations liable to be attacked by sea. The said fort may be prepared for use by placing torpedo boats in the said tubes, and may be kept floating until the enemy's ships have arrived closely enough to permit the determination of the point where the said fort can be most advantageously located for operating against the said ships. The fort is then towed to this point, or taken as near as possible thereto on rails, and towed the remainder of the distance. It is then submerged, and will be ready for immediate operation. The said fort is provided with suitable valves for the admission of water to sink the same, and with means for forcing in air through the pipe P* to expel the water when the fort is to be raised.

When it is desired to launch either of the said torpedo boats, the door of its tube or cylinder is first opened by sending a current through the cable that controls the door, as above described. Then the current is sent through the boat's cable to start her propelling engines. The said boat will then emerge from the cylinder or tube and will rise to the surface, or as near the surface as may be desired, and may then be directed and controlled by the operator at the keyboard, as previously described. And one after another of the said torpedo boats may be thus launched and exploded, without giving to the enemy any clue to the point or position from which they are being sent.

Launching the Torpedo from a Ship.—The method of launching the Lay torpedo boat from an ironclad or other large ship is shown at Fig. 130. The tubes or cylinders S in which the torpedo boats A are held are, in the apparatus shown at Fig. 130, closed at their inner ends by plates, or covers S¹, which are provided with suitable water-tight and insulating packing boxes S² for the passage of the electric cables of the said torpedo boats, each cable being connected with the keyboard, which is placed in any convenient part of the ship, and at their outer ends the said tubes are furnished with strong and well-fitted slide valves, or sluice gates S³, which are opened by screws, connected by gearing with a hand wheel, and shaft S⁴, S⁵, for the admission and exit of the said torpedo boats. Also these cylinders are provided with packing pieces at their sides, arranged to be pressed by screws or otherwise up to the sides of the torpedo boats in these cylinders, and thereby hold them firmly and immovably in rough weather.

The Method of Sinking and Raising a Lay Torpedo Boat.—The apparatus by which this is effected is shown at Fig. 131, which is a longitudinal section of a portion of a torpedo boat. The hull A of the torpedo boat is provided with a water chamber l, which has holes or apertures l¹ in the bottom of the same, and is also provided with an air cock at l². In connection with this chamber is arranged a small cylinder m, provided with a piston m¹, whose rod m² is attached to the lever of the said cock. A spiral spring m³ is provided to resist the inward movement of the said piston. The said small cylinder m is connected by a pipe m⁴ with a valve chest, in which is arranged a slide valve m⁵. The said slide valve is connected by a rod or rods to the lever or levers m⁶, whose fulcrum is at m*, and the said levers are connected by the links or rods m⁷ with the armatures of electro magnets n, which are included in the circuit of the cable, whereby the boat is controlled from the keyboard at the station; o is a pipe extending from the said valve chest to the aforesaid water chamber l; p is a feed pipe by which gas is conducted from the reservoir or generator to the valve chamber.

When it is desired to sink the torpedo boat an electric current is sent in one direction through the said magnets, and thereby operates the slide valve to admit gas to the cylinder m in front of the piston m¹, which is thus forced inward and opens the air cock l². The opening of this cock permits the escape of the air from the water chamber l, and consequently the entrance of water through the apertures l¹, and the boat then immediately sinks.

When it is desired to raise the boat a current is sent in the opposite direction through the said electro magnets, thereby operating the said valve and piston in such a manner as to close the cock l² and open the port o¹ and the pipe o, thereby allowing the gas to pass from the valve chamber into the compartment l; this gas by its pressure expels the water from the said compartment, and the boat then having its normal buoyancy restored immediately rises to the surface.

The Lay Torpedo Boat used as a Tug to take out a Number of Small Torpedoes.—This arrangement is shown at Fig. 132 and 133. The small vessels or torpedoes are designed to be first sunk and then exploded, chiefly for clearing harbour or the like of mines or other obstructions. These results are accomplished by means of the following devices and arrangements, that is to say, each of the small vessels or torpedoes F is provided with apparatus which is included in an electrical circuit formed by a suitable insulated cable G, extending throughout the train of small vessels or torpedoes F. One vessel of this train, preferably the rear one, is connected with the station by an electrical cable H, which is payed out from a coil or coils, or a reel or reels, in the said vessel as the same travels through the water. This cable H connects with the cable G, which is connected with the towing boat A, and passes through the series of boats F to the said cable H. One wire of the said cable is arranged in combination with sealed or covered apertures in the bottom of a compartment or compartments of these small vessels F, as shown at I, the covers of these apertures being so formed as to be ruptured or destroyed by the explosion of a cartridge or cartridges placed in the said compartment or compartments. When a current of electricity is sent through the aforesaid wire of the cable it will explode the said cartridges and open the apertures, thereby admitting water into the said compartments so that the vessel F will sink.

The cable G that passes through the train of torpedoes or vessels F is so arranged that when a current passes through the other wire of the said cable it will fire cartridges placed in the charge chambers or magazines of the said small vessels, as shown at J. The part of the cable or towing line G, which connects the towing boat A with the train of small boats or torpedoes F, is attached to a hook or other device, which can be disengaged by sending a current through the cable K, connecting the boat A with the shore or other station. It will be understood that when being used for this purpose the said boat A is not or need not be charged with explosive material.

The aforesaid towing boat A takes the train of torpedoes F to any required position. It is then disengaged from the train, leaving the said small vessels or torpedoes F floating in such position. Then by sending a current first through one wire of the cable H the boats F are first sunk by the explosion of the cartridges and opening of the apertures, as above described. They may then be discharged immediately by sending a current through the other wire of said cable H and firing the cartridges in their magazines, or they may be left submerged to form mines which may be exploded at any desired moment.

The said small vessels or torpedoes may be provided with vertical rods to indicate their position to the operator at the station; these rods are shown at L, and they should be made hollow to allow the air in the water compartments or chambers to escape to permit the water to enter the same when the vessels F are to be sunk; or other suitable provision may be made for the escape of the air from these compartments.

The said vessels F are preferably made cylindrical with conical ends, and are provided with suitable insulating and water-tight packing boxes, as shown at F¹ for the cable G to pass through at the stem and stern of each vessel.

The Lay Torpedo in Clearing Obstructions.—For this purpose the torpedo boat is provided with an apparatus, shown at Fig. 134 and 135, in combination with the electric cable, whereby the said boat is controlled and guided, and there is arranged in the boat A a compartment A³, from which extends down into the water a line or rod U, provided at its outer end with a hook or claw U¹, properly formed to take hold of any chain or bar with which it may come in contact. In the said compartment A³, and upon the upper end of the said line or rod U, is placed a small case or cylinder U² containing a charge of dynamite or other explosive material and a cartridge or fulminating cap, or a bottle of sulphuric acid, surrounded with a certain quantity of chlorate of potash and sugar. This case or cylinder U² is shown detached and drawn to an enlarged scale at Fig. 135, and it will be seen that the said case is provided with a tube 1 containing a cartridge, or a phial filled with explosive substance at 2, and a ball or weight at 3. The said case is fitted to slide upon the said line or rod U, and when placed at the upper end thereof and not held or retained will slide to the lower end of the same. In the said compartment A³ is arranged at U⁴ an electro-magnetic apparatus, included in the circuit of the said cable, and connected with a bolt or catch which in its normal position holds the said explosive case and prevents its running down on the grappling line or rod U. This explosive case is also provided at its lower end with a grappling hook U⁵.

When the grappling hook U¹, on the lower or outer end of the line or rod U, engages with any obstruction the boat will be stopped, and this stoppage will be indicated on the keyboard. The operator by this indication is apprised of the stoppage of the boat by an obstruction, and by sending a current through the cable by means of a switch provided for this purpose on the keyboard he can immediately release the explosive case U², which runs down the line or rod U, and engages by its grappling hook U⁵ with the hook U¹. The line or rod U is then disengaged from the boat A, and the explosive case U² turns or falls over. As it turns over the ball or weight 3 contained in the tube 1 drops on the said phial 2, fractures it, and thereby allows the acid to mix with the explosive or fulminating charge and explode the case U². This explosion will rupture or destroy the obstructing chain or bar, so that the ironclad ships or other vessels can pass freely and safely into the harbour or beyond the point where it was intended to stop them.

Used to clear away Mines and Electric Cables.—For this purpose there is an implement V provided, Fig. 136, somewhat of an anchor form, but with four or any desired number of arms V² extending outward at a suitable angle from its shank V¹. In the neck of each of these arms are fitted two small plain or toothed discs V³, which are so arranged as to present their teeth to any object lying in the angle or corner formed by and between the arms V² and shank V¹ of the said implement, as shown at W.

In using this implement it may be attached to a line or cable coiled in the torpedo boat, which, in this case, is used without being charged with explosive material, and is sent in advance of any ship that has to enter or pass through the suspected water. This line must be arranged in combination with a detaching apparatus controlled by electro-magnetic apparatus included in the circuit of the cable which connects the torpedo boat with the keyboard at the operating station.

By sending a current from the station the operator releases the said implement or its line from the detaching hook or holding device. The said implement then sinks to the bottom; then the said boat returns to the ship, paying out the said line as she so returns. The end of this line is then taken by a steam tug or other vessel, and the said grappling implement is thereby dragged along through the water over which the ships are to advance, thus breaking any wires or cables that may be in its course. This operation is shown at Fig. 137, in which A is the towing boat, K the controlling cable, V the said implement, V* the line attached to the implement V, X X submerged mines, and X¹ X¹ are the mine cables.

In some instances it may not be practicable to reach the enemy's ship or other object of attack directly from the station to which the torpedo boat is connected, and from which it is controlled. In this case a small boat, &c., is used in addition, which should be so arranged as to present to the enemy's view as slight a surface as possible. This mode of attack is shown at Fig. 138, where A is the torpedo boat, and N is the small auxiliary boat. This boat N is provided with a keyboard and battery like that described at page 144, and the electric cable L, carried on and payed out from the torpedo boat A, is connected with the keyboard. The boat N is also attached to and towed by the torpedo boat A by the tow line O; and the torpedo boat is steered and guided by means of the said keyboard in the boat N. The auxiliary boat is designed to contain two men, who lie down, one at the bow, the other in any convenient position abaft him; the latter has control of the keyboard, while the former by the aid of a telescope keeps the torpedo boat in view, and transmits his orders to the man at the keyboard. On arriving at such a distance from the enemy as to render an attack practicable, the tow line O is disengaged, and the torpedo boat A, guided and controlled, and fired from the boat N. The torpedo boat being exploded, the auxiliary boat can be rowed back to the station or ship to which it belongs. By this means the range of action of the torpedo boat is greatly extended, and with comparatively slight danger to those employed in making the attack.

A more recent form of the Lay torpedo boat is shown at Figs. 139, 140, and 141, where Fig. 139 is a plan or top view of such a boat, Fig. 140 is a side elevation of the same, and Fig. 141 is a midship section on the line x x. A is the hull of the boat, a is the main or central portion of the said hull, b, b are side or auxiliary portions of the same. These parts a and b may be oval or circular in transverse section; they are constructed of thin steel or other suitable sheet metal, and secured together by riveting or bolting. The side or auxiliary portion b form the reservoirs or chambers for the gas; they also serve to contain the propelling engines. c is the magazine, d the chamber or compartment for containing the coiled cable, e is the compartment containing the electrical steering and other apparatus, f is the firing rod or pin, g is the water ballast chamber, h is the cable, i the paying-out tube, j, j are the screws or propellers which rotate in opposite directions, and k, k are the sight or guiding rods.

The parts of the apparatus or mechanism whereby the various operations of the torpedo boat are effected are connected to the cable and controlled by electric currents transmitted from the station through the cable, as previously described. The Lay torpedo boat weighs about 1 ton, its length is 23 feet, and speed 12 knots per hour.

Spar or Outrigger Torpedo.—By a spar or outrigger torpedo is meant a torpedo which is carried at the end of a pole or spar projecting from a boat or vessel, and which may be fired either by contact or at will.

This system of submarine offence has up to the present time been the only one that has successfully stood the crucial test of actual warfare.

During the civil war in America the spar torpedo attack was resorted to by the Confederates and Federals, principally by the former, the result being the loss of two large men of war and severe injury to several other ships composing the Federal fleet, and the loss of one vessel of war belonging to the Southerners.

The spar torpedo was also used on several occasions by the Russians in their attacks on the Turkish ships in the war of 1877-8, but in only one attempt was it the means of sinking a Turkish vessel.

Description of McEvoy's Duplex Spar Torpedo.—At Fig. 142 is shown a sketch of Captain McEvoy's improved patent duplex spar torpedo, which is the form most generally used at the present time, and which seems to fulfil all the requirements of such a submarine weapon, viz.:—

In Fig. 142, a is the case, capable of containing some 33 lbs. of gun-cotton; b is the tube through which the three wires w, w¹, and w² are led; c is the socket in which the wooden or steel spar is introduced and secured, d is the striker, which is attached to a brass contact plate within the head of the case a in such a manner that any pressure either on the head or side of the striker d will force the aforesaid plate in contact with the two studs to which the battery wires are attached; e is a cradle affixed to the striker d to ensure its action on contact being made by the torpedo with the attacked vessel; the explosive is inserted at f, the socket c being made to screw on and off.

When a hollow steel spar is used, the battery wires are sometimes led through the interior of the torpedo and the spar, by which means they are well protected; the only objection to this method of leading the wires being the probability of injury to them, should the spar be broken on contact, or by a shot.

McEvoy's Arrangement of Torpedo Wires.—At Fig. 143 is shown the arrangement of wires as devised by Captain McEvoy, whereby the spar torpedo may be exploded at will or on contact. c and z are the poles of the firing battery, to which are attached respectively the wires d and d²; f is the fuze, which is placed in the centre of the charge, and to the poles of which the wire d² is attached, the other end of this wire being connected with the stud s; to the stud s¹ is attached the other end of the wire d, and at the point c in the same wire is inserted a contact breaker; another wire d¹ is connected to the wires d and d² at the points r and r² respectively, and at the point k in this same wire is inserted a firing key, which latter is shown in section at Fig. 144, from which the mode of connecting the two ends of the wires and of using the key will be at once apparent. The contact breaker is somewhat similar to the firing key, but there is no spring in it, contact being made or broken by screwing the two parts together or apart. The object of the contact breaker is to prevent the torpedo being exploded by contact, and so to place the control of the weapon entirely in the hands of the operator. As will be seen from Fig. 143, if contact is broken at c, it is impossible to fire the torpedo unless the firing key k be pressed in; but should contact be made at c, then either by means of the firing key k, or by the torpedo striking the hostile vessel, its ignition will be effected.

The foregoing method of arranging the spar torpedo wires is certainly very neat and effective, and is at the present time in extensive use. As yet it has not been adopted by the English government, they still preferring to fire the spar torpedo at will alone.

The different methods of manipulating the spar torpedo from boats will be described in the following chapter.

General Remarks on Offensive Torpedoes.—The torpedoes that have been described in this chapter are the only ones that at the present time can be considered as having been proved to be practically useful, and which in future wars may be employed against ships with some chance of success.

The spar, the Whitehead fish, and the Harvey towing torpedo have each been subjected to the test of actual service, the former weapon being the only one that has under those conditions been successfully used. Taking this fact into consideration, also the high pitch of excellence that has been attained in the construction of steam torpedo boats, and also the results of the numerous exhaustive experiments that have been from time to time carried out in England, America, and Europe, with various modifications of the locomotive, towing, and spar torpedoes, there can be no two opinions as to which of the numerous species of offensive submarine weapons is the most practicable and effective, and that is the spar or outrigger torpedo.

To manipulate successfully locomotive and towing torpedoes in an attack against hostile vessels, the operators must be not only unusually fearless and self-possessed, but also must possess a thorough practical knowledge of the complicated method of working and manoeuvring those weapons—in fact, they must be specialists; whilst in the case of the spar torpedo, which may be fired by contact, it is only necessary to employ men capable of handling a boat well, and possessed of dash and pluck, to ensure an attack by such means being generally successful. Of course under some circumstances, such as in a general action, when the locomotive and towing torpedoes are manipulated from specially constructed torpedo vessels, they will prove of great value, and the fish torpedo fired from a boat, in close proximity to the attacked vessel, in smooth water, and unmolested, would sink a vessel which under the same circumstances, owing to her being protected by booms, might prove impregnable to a spar torpedo attack; but such favourable conditions will not often occur in war time.

As an offensive submarine weapon of defence, the Lay torpedo boat should prove of real value; and also manoeuvred from specially constructed vessels, it seems capable of being used in a variety of ways. As yet little is known of this weapon, all the experiments carried out with it having been confined to America; but now that Russia has adopted it, and one or two have also been secured by the Peruvians, its practical value will become more generally known.