Forty-Six Years’ Record—Internal Arrangements—Swimming Baths—“On Their Honour”—No More Sails—The Revenge as a Picture—The Isis and Aurora—Lieutenants’ Adventure—Scotch Hospitality—Shooting Instruction—“Good Fishing”—A Creditable Record—The Cost of the Britannia—The Instructional Staff—An Excellent Arrangement—A Heavy Responsibility—Discharged Right Well—The New Scheme—Utilitarian Buildings—The Racer Again—Popularity of Practical Mechanics—No Half Measures.

HAVING followed the story of the Britannia from her cradle—but not to her grave, as interment would be premature at present—it only remains to add a few details and remarks on the general arrangements as now existing, and on the results of the work performed in the training of young officers during the period of forty-six years since the institution of the Illustrious under Captain Harris, together with a brief description of the new scheme which is now in operation, concurrently with the last days of the Britannia.

The arrangements and general condition of the two ships which constitute the establishment, as the result of many years of experience and successive improvements under various captains, are such as to impress most favourably anyone who has had experience in naval discipline and the adaptation of ships to such purposes. Whatever may be the views held by various officers and others as to the advisability of using a stationary ship in preference to a college—and they are many and diverse, as we have seen—there can be but one opinion as to the high state of perfection which has been attained in the Britannia, whether from a sanitary, a disciplinary, or an educational point of view.

The cadets’ chests and hammocks are divided between the two ships—which are, of course, practically one, by virtue of the connecting bridge—the first and second terms being located on the lower deck of the Hindostan, the third and fourth on the main deck of the Britannia. At the fore end of each of these decks are large salt water baths, with fresh water shower-baths; every cadet, on turning out in the morning, has to go through the bath, and is also provided with hot water at his washing place for supplementary ablutions. Arrangements are also made by which about one hundred cadets get a hot fresh water bath each week. The hot and muddy followers of the beagles are not forgotten, a very acceptable warm bath being provided for them when they return on board.

The cadets’ chests and clothes are under supervision by the lieutenant in charge of each term, who supplies the captain with a list of deficiencies once a month, and frequently inspects the chests and clothing, to see that they are kept in good order.

Naval uniform, etc., is very strictly prescribed nowadays, down to the most minute details—such as neckties, and toe-caps on boots—in great contrast to the laxity of former days; and the cadets are bound by these to the very letter.

The studies are divided between the two ships, and are as good as they could be made on board a ship; gangways are built at the sides, so as to utilise the full breadth of the ship, without the necessity of passing through one study for access to another. The lecture-room is on board the Britannia, fitted with rising tiers of seats, and all appliances for practical demonstration in physics, etc.

The messroom is on the lower deck of the Britannia; and a bulkhead separates this and the steward’s pantries, etc., from the ship’s company’s quarters at the fore end.

The wardroom officers have an excellent messroom at the after end of the middle deck, with anteroom and billiard-room. It may sound odd to landsmen to hear of such a nicely adjusted article as a billiard-table on board ship; and, of course, in a sea-going ship or one moored in an exposed position it would be futile. In a close and quiet harbour such as Dartmouth, however, it is quite feasible, and any little alterations in the trim of the ship are compensated by means of a screw on each leg of the table and a spirit level.

The captain has his quarters on the main deck, above the officers.

The poop of the Hindostan is roofed in and fitted permanently as a chapel, the only adaptation necessary for Sunday being the covering of the skylights which light the studies below, and which otherwise interfere with the arrangement of the seats. This is a vast improvement on the old style of “rigging church” with messroom forms, etc., on the middle deck, which is all very well in a sea-going ship, where you cannot devote a portion of a deck to the purpose.

The upper deck of the Britannia is covered in, and used as a place for recreation and skylarking in bad weather, also for such functions as prize day, etc.

There are two floating swimming baths attached to the ship: one is moored a little way off, and the other, in which the water can be heated when necessary, is secured under the bridge which connects the two ships. These are used for the purpose of instruction in swimming; every cadet is tested as to his capabilities in this respect on joining; should the weather be too cold at the time, he must produce a statement from his parents or guardian that he can swim. The test is to swim sixty yards without stopping; any boy who is unable to do this is placed under instruction, and his progress regularly reported until he can pass in swimming. No cadet is allowed to use the boats for recreation, or to present himself for final examination, unless he is able to swim. The first paragraph of the regulations to be observed by cadets when away from the ship explains clearly enough the spirit in which the rules are imposed:—

“Cadets when on shore for recreation enjoy complete freedom from surveillance. This advantage can only be enjoyed with their co-operation, and it is obviously to their interest, in every way, to show that the confidence reposed in them is not misplaced. Certain rules and regulations are laid down for their guidance, and they are ‘on their honour’ to abide by them.”

The rules are by no means too harsh or exacting, and the system is found to work perfectly.

The youth “Navilus,” in his booklet, it will be recollected, records how he and his companion went on board the German man-of-war. This was a breach of rules, without first obtaining permission, but not a very terrible offence; indeed, it would have been almost too much to expect that they should, in response to such a cordial invitation, reply that they were not permitted to do so.

The course of studies and seamanship as at present pursued is contained in the Appendix, and needs but little notice here.

It will be observed that instructions as to working sails and masts, manoeuvring a ship under sail, etc., are wiped out; all that is taught is the names of sails and how to “bend” fore and aft sails. All fitting of rigging is also abolished, and only such bends and hitches, knots and splices, retained as may be occasionally useful. It was quite time, no doubt, to take this step, seeing how much else there is to learn, and that none of these lads will ever see a sail set in their future ships; still, there is a certain feeling of regret about it. England attained her unrivalled place on the ocean by her sailors’ smartness in the old style of seamanship; she will have to maintain it with the new appliances when the time comes.

Another source of regret—entirely sentimental, no doubt; but are not sailors proverbially sentimental?—is the final disappearance of the big ship under a cloud of canvas. Such a sight as the cadets were called from their studies to witness one day at Portland, when the Revenge, a very handsome two-decker, was beating into the roads; Captain Harris stood on the poop, a veritable sea-dog, and criticised every movement.

A big battleship or cruiser is a fine sight, the embodiment of power and dangerous energy; but she cannot hold a candle to the Revenge as a picture!

In 1902 great excitement was caused by the news that the Racer was doomed; and in due course her successor put in an appearance—a very different sort of craft.

The Isis is a second-class cruiser of 5,600 tons and 8,000 horse-power, though she is capable of developing a good deal more than this when it is found necessary to press her. She is reckoned as a 19-or 20-knot vessel, and, as will be seen from the illustration, is a very business-like looking craft, presenting quite an imposing appearance in the narrow waters of the Dart.

Her first cruise commenced on October 2nd, 1902, when she took the fourth term cadets to sea for a blue-water cruise; the first since the days of the Ariadne in the early ’seventies. It was during this trip that, while at Santa Cruz, in Teneriffe, some idiotic Canary Islanders attacked Captain Mundy, and injured him rather seriously.

The Isis, however, did not provide sufficient accommodation for the cadets who were ripe for sea training, so another vessel was attached to the Britannia—the Aurora, an older vessel, and, though of the same tonnage and lower speed, rated as a first-class cruiser; she has a considerable amount of protective armour.

These two vessels are kept going, and in the summer number of the magazine for 1903 there is quite a long yarn about their doings, with scores of the cricket matches played by the cadets at various ports.

When the cadets joined for their cruise on May 7th, 1903, at Plymouth, it is recorded that all turned up punctually except one boy, whose parents had sent him to Portsmouth by mistake; and, as he came from Wales, he had rather a roundabout journey to Plymouth! They visited the Scilly Isles, where Mr. Smith-Dorrien, who owns large property there, extended liberal hospitality to them. Here a somewhat awkward mishap attended two of the lieutenants. They went out in a skiff, when the weather became somewhat rough—as everyone knows it can at the Scillies—and their small craft capsized, out of sight of the ship. However, they managed to swim on shore, and were well looked after by a fisherman’s family until a ship’s boat brought them on board, luckily none the worse.

From the Scillies they went to Milford Haven, thence to the Isle of Man, and on to Oban. They were to have gone on to the “Land of the Midnight Sun,” but one of the lads had to be landed for an operation for appendicitis, so their stay at Oban was prolonged, and the Norway trip abandoned.

Two of the ship’s boats took part in a sailing race, and the gig of the Isis, steered by the first lieutenant, succeeded in carrying off the prize, being, indeed, 18 minutes ahead of her time allowance; which must have astonished the members of the local yacht club who admitted them to the competition; for it is, curiously enough, a sort of axiom among yachtsmen, that naval officers cannot sail a boat.

From Oban they went to Invergordon, Tobermory, and Stornoway. But the weather-god of the Hebrides is an unrestful sort of person, and treated them to a little of the bluster which he always has up his sleeve, even in the summer months; and before they arrived at Milford Haven, on July 5th, a good many of the cadets had had a good opportunity of getting their “sea-legs.”

All naval officers who have visited Scotland in their cruises carry away pleasing recollections of much kindness and hospitality, and the experience of the officers and cadets on board the Isis formed no exception to the rule.

The Aurora, meanwhile, sailing on the same day, visited Guernsey, Yarmouth (Isle of Wight), Weymouth, Torquay, Falmouth, the Scilly Isles, Kingstown, Bangor, Lamlash Bay (in the Isle of Arran), thence to the Isle of Man, and finally to Milford Haven, where they found their “opposite number,” the Isis, and compared notes as to their respective cruises. It is quite obvious, from the tone of the letters from the two ships, that these cruises, teeming as they do with opportunities of acquiring valuable knowledge and experience, are also a source of much pleasure and enjoyment to the lads.

It is recorded in the magazine that the captain has started a shooting class among the cadets of the senior term; giving preference to those who have not had an opportunity at home of using a fowling piece. Clay pigeons are provided, and the cadets are instructed in all the precautions which should be used when out shooting, so as to minimise the risk of accident. This is an excellent idea, and the boys ought to be very grateful to Captain Cross for originating it. Every shooting season has its tale of accidents, many of them arising from an utter disregard of precautions and lack of common sense; opportunities often occur of shooting on foreign stations, and the experience gained with the clay pigeons at Dartmouth will come in handy afterwards, no doubt. The practice of dragging a loaded gun through a hedge is responsible for many deaths, the culprit being usually also the victim; and the extraordinary things that people who are supposed to be experts in the use of fire-arms will do sometimes are almost incredible. Let us hope that these young gentlemen, being forewarned, will learn the value of caution and common sense in the use of both sporting and service weapons; not forgetting the revolver, which, in the hands of careless or incompetent persons, is the most dangerous weapon of all.

The King’s Birthday “whole” was curtailed to a “half” in 1903, owing to the presence of scarlet fever in Dartmouth; but, as it was held on June 26th, the day was long, and was well filled up. Three cricket matches, a picnic of about 140 up the river, and a sea-fishing party of forty or fifty comprised the entertainments, which were all eminently successful. The fishermen were piloted by Mr. James, of Dartmouth, to an ideal fishing ground, where they hauled up many big fish, including huge conger eels—which often give exciting sport by their antics when landed, getting mixed up with all the tackle in the boat, and going for the fishermen open-mouthed when they endeavour to disentangle them—rock-cod, and other marine monsters; they also had a parallel experience with that of the apostolic fisherman of old, for, though they were not using nets, one of their best lines broke from the weight of fish upon it.

The spot selected by this acute Dartmouth gentleman presents a strong contrast to some places which are marked “good fishing” on the Admiralty charts, where, indeed, the words hold good in an ironical sense, for you may fish all day there; but, whether your fishing be good, bad, or indifferent, there is no “catching”!

Before proceeding to describe the arrangements which are to supersede the old Britannia course, it may be interesting to give a few figures showing the numbers who have passed through the ship. These are not available earlier than January 1st, 1862.

Since that date the number of cadets actually entered, up to the close of 1902, is 5,009; the number who have presented themselves for final examination out of the ship, from December, 1862, to August, 1903, is 4,741; and out of these there have been 151 failures—3·1 per cent.

This is not a large percentage over so long a period; but taking the last ten years separately there is a very marked improvement, 1,770 cadets examined giving only 27 failures, or 1½ per cent.; and the last five examinations—up to August, 1903—have brought no failures.

There is no record easily available as to the numbers withdrawn, or discharged, for misconduct, earlier than midsummer, 1879; since then, up to August, 1903, 79 have been withdrawn, and eleven discharged for misconduct, or 2·9 per cent. in all; and these numbers include six who were discharged at the time of the bullying investigation, during Captain Digby’s command.

During the last ten years, however, only 1·6 per cent. have left before completing their course, there being only one case of dismissal for misconduct.

Since 1884, 66 cadets have entered the Service from the two training-ships of the Mercantile Marine Service Association, the Conway in the Mersey, and the Worcester in the Thames. These lads, after two years in the training ships, provided they fulfil certain conditions as to age, etc., are admitted for examination with the cadets in the Britannia.

Some details as to the cost of the Britannia will be found in the Appendix; the figures are high, and do not include the cost of the sea-going training ships now in commission, which is not small.

If the gross amount named in the estimates be taken, without deducting the parents’ contributions, the rate per head per annum in 1882-3 would be £258, and in 1901-2 £187. Whether this is excessive in respect of what is obtained for it, or how it compares with the cost per head at the most expensive public schools, it is not precisely within the scope of this volume to inquire; but probably a ship school of the high type of the Britannia is a very expensive affair, and, after all, when the amount of the Navy estimates, year by year, is taken into consideration, forty or fifty thousand pounds does not seem an extravagant sum to pay for the training of executive officers: it will come a good deal heavier in the future, however.

The course of study will be found in the Appendix; but something should be said about the masters and their work.

The instructional staff consists of the chief naval instructor, eight naval instructors, two French masters, two drawing masters, one English master, and one natural science master.

Of these, Mr. J.H. Spanton, the senior drawing master, has been 36 years in the ship; Mr. P. Brunel, the senior French master, 28 years; Mr. Hamilton Williams, the English master, 27 years; and Mr. Tims, the chief naval instructor, is in his twentieth year. In the past, there have been several naval instructors who have remained for over 20 years—to wit, Mr. A.C. Johnson, 24 years; the Rev. J.C.P. Aldous, 23 years; Mr. W.W. Lane, 22 years; Mr. G.B. Mason, 22 years.

Mr. Aldous, it will be recollected, was appointed, in 1875, as chief naval instructor, though he had never been connected with the Service in any capacity; during his long tenure of office he retained the goodwill of all his colleagues, and entirely justified his selection by the Admiralty for this important post.

Mr. Johnson was—and is—an enthusiast in the science of navigation, and has published several books on the subject, one of which—on finding the position of the ship at sea, by observations, in cloudy weather—has run into over five-and-twenty editions. He also edited a text-book on trigonometry for the use of the cadets.

The cadets are divided into two watches, and those who join each term are divided into two classes, half of each class being in either watch. Thus, if 64 cadets join in one term, they would be known as first and second class starboard and first and second class port; and as one watch is always “out of study”—i.e. at seamanship or other work—the class actually present with the naval instructor would number sixteen. A cadet captain has charge of this sixteen, and has to see that they enter and leave the study quietly, and pay due attention to whatever work they may be about, in the absence of the instructor.

There is also an excellent arrangement by which the boys of each class have to inform their captain every evening how they have employed their leisure time; and this has to be accounted for under numerous headings on a regular form provided for the purpose, and covering a week, Sunday excepted. Thus, so many will be swimming, or photographing, walking, playing cricket, tennis, racquets, fives, etc.; or out in sailing boats or blue gigs, and so on; 23 headings in all, including “punishment,” the total number in the last column showing that all the class have been accounted for each day; and this form is presented to the captain on Sunday.

The cadet captains are by this means made to feel that they have certain responsibilities, while it constitutes a decided check on aimless loafing, which is a bad thing for all boys.

It is now time to take leave of the Britannia. Her story has been followed pretty closely for 46 years, from the day on which Captain Harris received his first batch of cadets on board the Illustrious; and it is hoped that the life on board and the various vicissitudes of the ship under successive administrations have been described with sufficient accuracy to give a true picture of this institution—an institution which has had a bearing and influence upon the efficiency of the Navy during all these years, the importance of which can scarcely be overrated.

Sir William Martin stated nothing but the truth when he wrote to Captain Harris, in 1861: “There is no man in England whose opportunity of doing good to our country, for ages to come, is greater than yours.” And if it was true in regard to Captain Harris, it must be held to be equally applicable to his successors in command, and, in a lesser degree, to the large number of officers and masters who have assisted them.

How have they discharged this heavy responsibility?

It is impossible to pass a verdict otherwise than favourable on the whole, keeping in mind, of course, the fact that those immediately responsible for the conduct of the establishment were always under orders, with regard to general principles, from the Admiralty. Mistakes may have been made at headquarters, errors in discipline, teaching, and so on, may have crept in on board from time to time. To err is human, and a great administrative department such as the British Admiralty must, of necessity, deal largely in compromises. You cannot find, on this earth, any corporation, institution, or structure which combines the highest degree of excellence in all the attributes which go to make up its composition; and in the conduct of the Britannia there must always have been conflicting elements difficult to reconcile.

Taking it all round, however, the general conclusion must be that the Britannia has done right well, and that those who have been responsible for her management have done their best in the interests of the Service.

That no pains have been spared in perfecting equipment, organisation, discipline, recreation, must be patent to all who have taken the trouble to read these pages—otherwise they have certainly been written in vain—and if any further proof be needed, a visit to Dartmouth will dispel all doubts.

The visit must not be delayed too long, however; the last days of the Britannia are approaching, and in a year or two the familiar twin hulls, with the connecting bridge, and the flotilla of steam and sailing boats clustered about them, will have disappeared. The last batch of cadets under the old regulations will be entered in November, 1905; and it is probable that, if space permit, they will be housed in the College now rising on the hill, while the ship may be kept on for a time as an overflow, or as a store for marine appliances, etc.

The old gives place to the new; but for many years to come there will remain hundreds of officers who will look back with pleasure on their life at Dartmouth, and who will ungrudgingly acknowledge the many valuable lessons they learned in the “good old Brit.”

A few concluding words are necessary in order to describe the new system which is to take the place of the Britannia.

Years ago, when the Naval Academy was first instituted, the question of the necessity, or at least the advisability, of some previous training for boys, before sending them to sea, was mooted. In those days it was partial, a large number continuing to join their ships straight from school; then the scheme was dropped for twenty years, until Captain Harris came to the front, and previous training was made compulsory.

There were many dissentient voices at that time, and for years subsequently there were not wanting those who maintained that more efficient officers would ultimately be obtained upon what we have alluded to as the “pitchfork” system.

Time, with its abnormally rapid changes of the last century, has, however, solved the problem—as it eventually solves all questions—and he would be a bold man, and a somewhat foolish one withal, who would venture nowadays to advocate a policy of no previous training.

The new regulations are of a revolutionary character, and—without going into the merits of the question with regard to the amalgamation, during probation, of the executive officers, Engineers, and Marine officers, which has raised some discussion—the principal points are as follow:—

The average age of entry is between 12 and 13.

All candidates are admitted, as before, by the nomination of the Admiralty.

All are liable, at the expiration of their training, to be placed on the strength as sub-lieutenants, Engineer sub-lieutenants, or subalterns of Marines, as may be required; but the wishes of each officer will be consulted as far as is compatible with the needs of the Service.

In giving nominations, preference will be given, other things being equal, to those applicants whose parents or guardians declare for them that they are prepared to enter any of the three branches.

In the first circular issued, a competitive examination of a stiff character was provided for; by a subsequent amendment, however, this has been replaced by a qualifying examination, not of a very formidable nature. So it is to be hoped that the anomaly of bestowing a number of nominations, two-thirds of which cannot possibly come to anything, is to be finally relegated to the past.

Examinations will be held three times each year, preceded by a medical examination, the subjects being as follow:—

Part I.

1. English (including writing from dictation, simple composition, and reproduction of the gist of a short passage twice read aloud to the candidates).

2. History and geography:

(a) History (simple questions in English history and growth of the British Empire).

(b) Geography (simple questions with special reference to the British Empire).

3. French or German (importance will be attached to the oral examination).

4. Arithmetic and algebra:

(a) Arithmetic (elementary, including vulgar and decimal fractions).

(b) Algebra (to simple equations with easy problems).

5. Geometry (to include the subject matter of the first book of Euclid, or its equivalent in experimental geometry and mensuration).

The use of instruments and of algebraical methods will be allowed.

Part II.

(One only to be taken.)

6. Latin (easy passages for translation from Latin into English, and from English into Latin, and simple grammatical questions).

7. A second modern language (of which, if not French or German, notice must be previously given), or an advanced examination in the language selected under Part I.

8. Experimental science (easy questions with the object of testing practical knowledge and powers of observation).

On passing this examination candidates will be sent to the training establishments for four years.

Instruction will comprise an extension of the present Britannia course, and a thorough elementary instruction in physics, marine engineering, etc., including the use of tools and machines. Instruction will also be carried out in small vessels attached to the establishment.

Examinations will be held during the second and fourth year of training. Cadets who fail to pass will be withdrawn. Parents or guardians are required to sign a declaration on the admission of a cadet to the training establishment to the effect that he shall be immediately withdrawn on the receipt of an official intimation of his being considered unfit for the Navy.

After leaving the training establishment cadets will go to sea, and will then be instructed in seamanship, navigation, pilotage, gunnery, mechanics, and engineering by the specialised officers of the ship.

After three years, each midshipman who has passed the qualifying examinations will become an acting sub-lieutenant.

Acting sub-lieutenants go to Greenwich Royal Naval College and to Portsmouth for final instruction in the subjects they studied while midshipmen at sea.

On conclusion of their examination in these subjects, having reached the age of 19 or 20, sub-lieutenants will be distributed between the executive and engineer branches of the Navy and the Royal Marines. No sub-lieutenant will be required to join any branch for which he did not enter as a boy when applying for a nomination.

Such are, briefly, the regulations under which—simultaneously with those who, between 14½ and 15½ years of age, are going in for the last of the old system—cadets are now being entered.

The training establishments alluded to consist of the colleges at Dartmouth and Osborne, with such steam vessels as may be necessary for instruction afloat.

The Dartmouth College is, however, very far from being completed, but our illustration gives a truthful picture of its future appearance.

It is reproduced from an original drawing, kindly lent by Mr. Aston Webb, R.A., the architect.

The Dartmouth College has some pretensions, as has been seen, to artistic merit in appearance, and will, in fact, be a very handsome and effective building on its commanding site.

Those who look for anything of this nature at Osborne will, however, be grievously disappointed. The College in the Isle of Wight is utilitarian to the last degree; so much so as to render any criticism of the buildings from an artistic point of view quite out of the question.

There is a reason for this, however; and the reason is that it had to be prepared for the reception of the first batch of cadets under the new scheme in July, 1903; and at the beginning of that year it had literally no existence.

Having decided upon the adoption of this scheme, and deeming it imperative that it should be brought into operation as speedily as possible, the Admiralty had no option but to “rush” the College into existence; and the King having sanctioned its erection at Osborne, it was rushed accordingly. Sir John Fisher, who had this arrangement in hand, and very much at heart, is perhaps better qualified for getting the maximum amount of work done in the minimum time than any officer in the Service.

The stables at Osborne House formed the nucleus of the new building; and in close proximity to these—which were promptly adopted for various purposes—there were run up a series of bungalow erections—dormitories, officers’ quarters, and so on—constructed of timber and a kind of hard plaster known as “uralite.”

The illustrations give a correct idea of their general appearance; and though, as has been observed, they are utilitarian rather than ornamental, they are very well fitted in every way, and quite up to date. There are twenty-five beds in a dormitory, and room for a few more if necessary; each cadet’s chest stands at the foot of his bed, and a wash-stand beside it; there is a plunge bath, with three ordinary ones, at the end of the dormitory, and a capital lavatory besides, for use in the daytime.

The officers’ quarters are very comfortable and well furnished, and the cabins are of sufficiently liberal dimensions to be dignified by the name of rooms.

The whole establishment is lit by electric light, the current being brought from Newport at a high voltage, and transformed at East Cowes, so as to be delivered at 240 volts.

The playing fields are very large in extent—much larger than those at Dartmouth—and though they are now somewhat in the rough, they will in time be excellent, the subsoil being gravel and the drainage consequently very good.

The officers of the Osborne College are to be found in the “Navy List” under our old friend the Racer, formerly attached as a rigged cruising vessel to the Britannia, but now denuded of her yards and sails, and used as an instructional ship for the College.

Captain R.E. Wemyss is in command at Osborne, and his staff comprises a commander, four lieutenants, two engineer lieutenants, and an engineer sub-lieutenant, a captain Royal Marine Artillery, chaplain, staff surgeon, surgeon, staff paymaster, and assistant paymaster, besides some warrant officers and petty officers for instructional and disciplinary purposes.

There are also eight masters for studies, who do not, however, at present reside in the College, but have a comfortable sitting-room appropriated to them.

More dormitories, etc., are in course of construction, in anticipation of a considerable increase of numbers in the near future.

This does not, however, include the whole establishment, for down by the river-side, about three-quarters of a mile distant, there is an excellent workshop, with all necessary machines of the latest description, run by electric motors. This was also run up in record time, but is built of brick, and in every respect most workmanlike and suitable for its purpose.

There are—in October, 1903—about eighty cadets, whose course is in full swing, and who appear to be thoroughly happy and comfortable, and keen about work and play alike.

The workshop appears to possess a tremendous attraction for them; and, judging by the eagerness with which they race for their places and tackle the tools, practical mechanics is not going to be a difficulty in the new scheme.

A substantial pier is being constructed on the river, and various improvements are being rapidly carried out.

How the course is to be apportioned between the two Colleges is not precisely settled at present; but it is almost certain that the cadets will commence at one—probably Osborne—and, after two years or so, be transferred to the other to complete their course.

Such is briefly the educational arrangement for our future naval officers; the scheme excited a good deal of adverse comment when it was announced, and only experience, of course, can demonstrate its merits and defects. It has been inaugurated with a great deal of energy, and certainly appears to promise well, at any rate in the probationary stage. With later developments, which some people predict will bring a certain degree of failure, we are not concerned just now. It is obvious, however, that some radical change was necessary, and half measures are seldom successful; so it is as well, perhaps, that the authorities have “taken the bull by the horns,” and had the courage of their convictions.