The training of the troops is thorough and strictly progressive, the responsibility of the company, squadron and battery commanders for the training of their commands, and the latitude granted them in choice of means being, as in Germany, the keystone of the system.

Originally the government engaged French officers to assist in organizing the army and elaborating its system of tactics and strategy, and during several years a military mission of French Foreign Assistance. officers resided in Tōkyō and rendered valuable aid to the Japanese. Afterwards German officers were employed, with Jakob Meckel at their head, and they left a perpetually grateful memory. But ultimately the services of foreigners were dispensed with altogether, and Japan now adopts the plan of sending picked men to complete their studies in Europe. Up to 1904 she followed Germany in military matters almost implicitly, but since then, having the experience of her own great war to guide her, she has, instead of modelling herself on any one foreign system, chosen from each whatever seemed most desirable, and also, in many points, taken the initiative herself.

When the power of the sword was nominally restored to the Imperial government in 1868, the latter planned to devote one-fourth of the state’s ordinary revenue to the army and navy. Had the estimated revenue accrued, this would have given Military Finance. a sum of about 3 millions sterling for the two services. But not until 1871, when the troops of the fiefs were finally disbanded, did the government find itself in a position to include in the annual budgets an adequate appropriation on account of armaments. Thenceforth, from 1872 to 1896, the ordinary expenditures of the army varied from three-quarters of a million sterling to 1½ millions, and the extraordinary outlays ranged from a few thousands of pounds to a quarter of a million. Not once in the whole period of 25 years—if 1877 (the year of the Satsuma rebellion) be excepted—did the state’s total expenditures on account of the army exceed 1½ millions sterling, and it redounds to the credit of Japan’s financial management that she was able to organize, equip and maintain such a force at such a small cost. In 1896, as shown above, she virtually doubled her army, and a proportionate increase of expenditure ensued, the outlays for maintenance jumping at once from an average of about 1¼ millions sterling to 2¼ millions, and growing thenceforth with the organization of the new army, until in the year (1903) preceding the outbreak of war with Russia, they reached the figure of 4 millions. Then again, in 1906, six divisions were added, and additional expenses had to be incurred on account of the new overseas garrisons, so that, in 1909, the ordinary outlays reached a total of 7 millions, or about one-seventh of the ordinary revenue of the state. This takes no account of extraordinary outlays incurred for building forts and barracks, providing new patterns of equipment, &c. In 1909 the latter, owing to the necessity of replacing the weapons used in the Russian War, and in particular the field artillery gun (which was in 1905 only a semi-quickfirer), involved a relatively large outlay.

The Navy.—The traditions of Japan suggest that the art of navigation was not unfamiliar to the inhabitants of a country consisting of hundreds of islands and abounding in bays and inlets. Some interpreters of her cosmography Early Japanese War-vessels. discover a great ship in the “floating bridge of heaven” from which the divine procreators of the islands commenced their work, and construe in a similar sense other poetically named vehicles of that remote age. But though the seas were certainly traversed by the early invaders of Japan, and though there is plenty of proof that in medieval times the Japanese flag floated over merchantmen which voyaged as far as Siam and India, and over piratical craft which harassed the coasts of Korea and China, it is unquestionable that in the matter of naval architecture Japan fell behind even her next-door neighbours. Thus, when a Mongol fleet came to Kiūshiū in the 13th century, Japan had no vessels capable of contending against the invaders, and when, at the close of the 16th century, a Japanese army was fighting in Korea, repeated defeats of Japan’s squadrons by Korean war-junks decided the fate of the campaign on shore as well as on sea. It seems strange that an enterprising nation like the Japanese should not have taken for models the great galleons which visited the Far East in the second half of the 16th century under the flags of Spain, Portugal, Holland and England. With the exception, however, of two ships built by a castaway English pilot to order of Iyeyasu, no effort in that direction appears to have been made, and when an edict vetoing the construction of sea-going vessels was issued in 1636 as part of the Tokugawa policy of isolation, it can scarcely be said to have checked the growth of Japan’s navy, for she possessed nothing worthy of the name. It was to the object lesson furnished by the American ships which visited Yedo bay in 1853 and to the urgent counsels of the Dutch that Japan owed the inception of a naval policy. A seamen’s training station was opened under Dutch instructors in 1855 at Nagasaki, a building-slip was constructed and an iron factory established at the same place, and shortly afterwards a naval school was organized at Tsukiji in Yedo, a war-ship the “Kwanko Maru”[20]—presented by the Dutch to the shōgun’s government—being used for exercising the cadets. To this vessel two others, purchased from the Dutch, were added in 1857 and 1858, and these, with one given by Queen Victoria, formed the nucleus of Japan’s navy. In 1860, we find the Pacific crossed for the first time by a Japanese war-ship—the “Kwanrin Maru”—and subsequently some young officers were sent to Holland for instruction in naval science. In fact the Tokugawa statesmen had now thoroughly appreciated the imperative need of a navy. Thus, in spite of domestic unrest which menaced the very existence of the Yedo government, a dockyard was established and fully equipped, the place chosen as its site being, by a strange coincidence, the village of Yokosuka where Japan’s first foreign ship-builder, Will Adams, had lived and died 250 years previously. This dockyard was planned and its construction superintended by a Frenchman, M. Bertin. But although the Dutch had been the first to advise Japan’s acquisition of a navy, and although French aid was sought in the case of the important and costly work at Yokosuka, the shōgun’s government turned to England for teachers of the art of maritime warfare. Captain Tracey, R.N., and other British officers and warrant-officers were engaged to organize and superintend the school at Tsukiji. They arrived, however, on the eve of the fall of the Tokugawa shōgunate, and as the new administration was not prepared to utilize their services immediately, they returned to England. It is not to be inferred that the Imperial government underrated the importance of organizing a naval force. One of the earliest Imperial rescripts ranked a navy among “the country’s most urgent needs” and ordered that it should be “at once placed on a firm foundation.” But during the four years immediately subsequent to the restoration, a semi-interregnum existed in military affairs, the power of the sword being partly transferred to the hands of the sovereign and partly retained by the feudal chiefs. Ultimately, not only the vessels which had been in the possession of the shōgunate but also several obtained from Europe by the great feudatories had to be taken over by the Imperial government, which, on reviewing the situation, found itself owner of a motley squadron of 17 war-ships aggregating 13,812 tons displacement, of which two were armoured, one was a composite ship, and the rest were of wood. Steps were now taken to establish and equip a suitable naval college in Tsukiji, and application having been made to the British government for instructors, a second naval mission was sent from England in 1873, consisting of 30 officers and warrant-officers under Commander (afterwards Vice-Admiral Sir) Archibald Douglas. At the very outset occasions for active service afloat presented themselves. In 1868, the year after the fall of the shōgunate, such ships as could be assembled had to be sent to Yezo to attack the main part of the Tokugawa squadron which had raised the flag of revolt and retired to Hakodate under the command of the shōgun’s admiral, Enomoto. Then in 1874 the duty of convoying a fleet of transports to Formosa had to be undertaken; and in 1877 sea power played its part in crushing the formidable rebellion in Satsuma. Meanwhile the work of increasing and organizing the navy went on steadily. The first steam war-ship constructed in Japan had been a gunboat (138 tons) launched in 1866 from a building-yard established at Ishikawajima, an island near the mouth of the Sumida river on which Tōkyō stands. At this yard and at Yokosuka two vessels of 897 tons and 1450 tons, respectively, were launched in 1875 and 1876, and Japan now found herself competent not only to execute all repairs but also to build ships of considerable size. An order was placed in England in 1875, which produced, three years later, the “Fusō,” Japan’s first ironclad (3717 tons) and the “Kongo” and “Hiei,” steel-frame sister-cruisers of 2248 tons. Meanwhile training, practical and theoretical, in seamanship, gunnery, torpedo-practice and naval architecture went on vigorously, and in 1878 the Japanese flag was for the first time seen in European waters, floating over the cruiser “Seiki” (1897 tons) built in Japan and navigated solely by Japanese. The government, constantly solicitous of increasing the fleet, inaugurated, in 1882, a programme of 30 cruisers and 12 torpedo-boats, and in 1886 this was extended, funds being obtained by an issue of naval loan-bonds. But the fleet did not yet include a single battleship. When the diet opened for the first time in 1890, a plan for the construction of two battleships encountered stubborn opposition in the lower house, where the majority attached much less importance to voting money for war-ships than to reducing the land tax. Not until 1892 was this opposition overcome in deference to an order from the throne that thirty thousand pounds sterling should be contributed yearly from the privy purse and that a tithe of all official salaries should be devoted during the same interval to naval needs. Had the house been more prescient, Japan’s position at the outbreak of war with China in 1894 would have been very different. She entered the contest with 28 fighting craft, aggregating 57,600 tons, and 24 torpedo-boats, but among them the most powerful was a belted cruiser of 4300 tons. Not one battleship was included, whereas China had two ironclads of nearly 8000 tons each. Under these conditions the result of the naval conflict was awaited with much anxiety in Japan. But the Chinese suffered signal defeats (see [Chino-Japanese War]) off the Yalu and at Wei-hai-wei, and the victors took possession of 17 Chinese craft, including one battleship. The resulting addition to Japan’s fighting force was, however, insignificant. But the naval strength of Japan did not depend on prizes. Battleships and cruisers were ordered and launched in Europe one after the other, and when the Russo-Japanese War (q.v.) came, the fleet promptly asserted its physical and moral superiority in the surprise of Port Arthur, the battle of the 10th of August 1904, and the crowning victory of Tsushima.

As to the development of the navy from 1903 onwards, it is not possible to detail with absolute accuracy the plans laid down by the admiralty in Tōkyō, but the actual state of the fleet in the year 1909 will be apparent from the figures given below.

Japan’s naval strength at the outbreak of the war with Russia in 1904 was:—

Number. Displacement.
Tons.
Battleships 6 84,652
Armoured cruisers 8 73,982
Other cruisers 44 111,470
Destroyers 19 6,519
Torpedo-boats 80 7,119
— ———
Totals 157 283,742
Losses during the war were:—
Battleships 2 27,300
Cruisers (second and smaller
 classes)		 8 18,009
Destroyers 2 705
Torpedo-boats 7 557
— ———
Totals 19 46,571
The captured vessels repaired and added to the fleet were:—
Battleships 5 62,524
Cruisers 11 71,276
Destroyers 5 1,740
— ———
Totals 21 135,530
The vessels built or purchased after the war and up to the close
 of 1908 were:—
Battleships 4 71,500
Armoured cruisers 4 56,700
Other cruisers 5 7,000
Destroyers 33 12,573
Torpedo-boats 5 760
— ———
Totals 51 148,533
Some of the above have been superannuated, and the serviceable
 fleet in 1909 was:—
Battleships 13 191,380
Armoured cruisers 12 130,683
Other cruisers, coast-defence
 ships and gun-boats		 47 165,253
Destroyers 55 20,508
Torpedo-boats 77 7,258
— ———
Totals 204 515,082

To the foregoing must be added two armoured cruisers—the “Kurama” (14,000) launched at Yokosuka in October 1907, and the “Ibuki” (14,700) launched at Kure in November 1907, but no other battleships or cruisers were laid down in Japan or ordered abroad up to the close of 1908.

There are four naval dockyards, namely, at Yokosuka, Kure, Sasebo and Maizuru. Twenty-one vessels built at Yokosuka since 1876 included a battleship (19,000 tons) and an armoured cruiser (14,000 tons); seven built at Kure Naval Dockyards. since 1898 included a battleship (19,000 tons) and an armoured cruiser (14,000 tons). The yards at Sasebo and Maizuru had not yet been used in 1909 for constructing large vessels. Two private yards—the Mitsubishi at Nagasaki and Kobe, and the Kawasaki at the latter place—have built several cruisers, gun-boats and torpedo craft, and are competent to undertake more important work. Nevertheless in 1909 Japan did not yet possess complete independence in this matter, for she was obliged to have recourse to foreign countries for a part of the steel used in ship-building. Kure manufactures practically all the steel it requires, and there is a government steel-foundry at Wakamatsu on which more than 3 millions sterling had been spent in 1909, but it did not yet keep pace with the country’s needs. When this independence has been attained, it is hoped to effect an economy of about 18% on the outlay for naval construction, owing to the cheapness of manual labour and the disappearance both of the manufacturer’s profit and of the expenses of transfer from Europe to Japan.

There are five admiralties—Yokosuka, Kure, Sasebo, Maizuru and Port Arthur; and four naval stations—Takeshiki (in Tsushima), Mekong (in the Pescadores), Ominato and Chinhai (in southern Korea).