IMPROVED TORPEDO BOAT.
Another notable feature about No. 50 is the comparatively small bow wave she throws up. We believe it is pretty generally acknowledged now that the most noticeable point at night about a torpedo boat traveling at high speed—putting on one side flame and sparks from the funnel—is the high bow wave the majority of these vessels throw up when going quickly through the water. The powerful electric search light causes this mass of foaming water to show up with peculiar distinctness against the dark background of sea and sky. It has been, therefore, thought advisable to reduce this undesirable feature even if something in the shape of speed has to be sacrificed. Fairly full bow lines are the best for fast boats of this class, but in such a model the big bow wave is very noticeable. Messrs. Yarrow have met the demand of naval officers for a less easily observed boat by placing the greatest cross section further aft than they would have done had speed alone been the point aimed at, as it almost always was in the earlier torpedo boats. It is therefore additionally creditable to Messrs. Yarrow that they have reached the unprecedentedly high speed of seventeen knots, with so considerable an addition to the beam, and that they have at the same time reduced the bow wave.
There is a further advantage of less surface disturbance when running torpedo boats. It is unnecessary to point out that surprise will be the chief element of success in future possible attacks in which these craft may be engaged. As the bow wave is most likely to reveal the presence of the boat by sight, so also will it most probably give first warning of approach by sound. It is the splash of the water and not the noise of the machinery that can be heard for the greatest distance when a boat is running with hatches closed—speaking of course of high-speed boats in which the engines are
kept to a high degree of perfection, as they should be, and in the Royal Navy are, with all torpedo boats. It will therefore be seen that there is an additional reason for reducing the objectionable bow wave.
The boat which we illustrate recently made the run from the Thames to Portsmouth, and, the weather being bad, was taken through the somewhat intricate but more sheltered fairways and channels of what is known as the "overland passage." Off Margate she managed to get on the ground—a result by no means to be wondered at; and, as the sands here are very hard, she smashed her propeller. After a time she was got off and beached, when a new propeller was fitted. We mention this incident, as it is generally supposed that these craft are of a very fragile description; "egg shell" is the favorite term of comparison. One distinguished naval officer—retired—has said he would never willingly go on board these craft, for fear of putting his foot through the bottom; and there is a very funny story extant about a sailor with a wooden leg. It would seem, however, from the experience of No. 50, that steel vessels are of much more robust constitution than is generally supposed, and, indeed, there is ample testimony to the fact. We recently witnessed the efforts of a small working party to get one of these vessels over a bank. She was pushed as high up as the strength of the party would allow, and in this position her fore part was over the bank for about a third of the length of the boat. A tackle was then put on the bow, which was bowsed down until the boat could be dragged straight ahead.
A few words may appropriately be added here as to torpedo boat policy generally. Admiral Colomb, in the opening remarks of his excellent little manual, "The Naval Year Book," refers to the torpedo boat question in the following terms: "The fleet, the flotilla, the cruiser, and the harbor attack and defense have each had (i. e., during the past year) their share of attention, and developed exercise, and opinion has been advanced, guided, or turned back by the observation of facts which these exercises have brought out. While it cannot, perhaps, be said that the torpedo, as torpedo, has much altered its position in naval estimation, it seems fair to assume that the torpedo boat, as boat, has fallen in repute. In the first, it has grown very much larger, and has, in point of fact, ceased to be a boat. In part this may have come about because the role which some proposed for the torpedo boat, of being an entirely defensive weapon confined to territorial localities, and operating only within a short distance from its port, has never been generally accepted. Boats which were never intended for voyages have been sent on voyages, and, being found more or less unsuited for that kind of service, supposed improvements have been made, so that they should be capable of executing it. The 'harbor defense' instrument has become a 'sea attack' instrument, and in some sense an unrecognized rival to the undoubted sea-going torpedo vessels like the Archer, the Fearless, and the Rattlesnake."
In these passages Admiral Colomb has put the present aspect of the torpedo boat question very aptly. We are now experiencing the inevitable reaction consequent upon our early over-valuing of the torpedo. The unknown possibilities for distinction of those weapons were so magnified that scarcely any expenditure was thought too great to provide means for their employment, both in and out of season. Torpedo vessels have been growing in size and costliness. More and more gear has been crowded into them, increasing their weight and cost, and also the intricacy of their machinery. In all this, cheapness, the one great virtue of the torpedo, has been overshadowed. No doubt it is right for a great naval power like Great Britain to have vessels of all classes, and the possible value of small fast vessels such as the Archer or the Rattlesnake—not necessarily as connected with the torpedo—can hardly be overestimated. But for smaller naval powers, that look on the torpedo boat as a means of coast defense, especially those countries having a broken coast line studded with islands, bays, and inlets, it is very questionable whether the smaller boats, such as that now under notice, will not be a better investment than the larger craft at present more in vogue. By the additional seaworthiness of this boat, secured chiefly by the increased width, the 60 ft., or second class, boat has been lifted into the category of practicable vessels; and it must be remembered that four or five of these smaller craft can be purchased for the price of one modern first class boat. This is the crucial point, the money standard, and it is to that that all ship and boat building questions must be reduced,
whether it be in wealthy England or the most impecunious and perhaps hardly more than half-civilized state.
The question may be argued from many points of view, and we put forward these remarks simply as suggestions, without any wish to dogmatize. But it seems that, as the cheaper second class boat has been carried so many steps in advance, it may be worth while to reconsider the position with a view to returning to the original torpedo boat idea of small, inexpensive vessels, acting by surprise; and not putting too many eggs in one basket.