THE PROGRESS IN STEAM NAVIGATION. 579 



series of trials, conducted in 1872 by Sir Frederick Bramwell. on 

 a small vessel named the Miranda. She was only 45 feet long juid 

 weighed 4 tons, yet she exceeded 16 knots on trial. The Xor^\^giaIl 

 torpedo boat built in 1873 was 57 feet long, 7i tons, and of 15 kn^ots. 

 The lirst English torpedo boat of 1877 was 81 feet long, 29 tons, and 

 attained 18^ knots. 



Mr. Yarrow also undertook the construction of small, swift v(\ssels 

 at a very early date, and has greatly distinguished himself throughout 

 the development of the torpedo flotilla. Messrs. White, of (V)wes, 

 previously well known as builders of steamboats for use on board 

 ships, extended their operations to the construction of torpedo boats. 

 These three firms for a considerable time practically monopolized this 

 special class of work in this country. Abroad they had a))le competi- 

 tors in Normand in France, Schichau in Germany, and Herreshotf in 

 the United States. Keen competion led to successive improvements 

 and rapid rise in speed. 



During the last six years the demand for a fleet of al)out luo 

 destroyers, to be built in the shortest possible time, invoh'ed the 

 necessity for increasing the sources of supply. At ihv invitation of 

 the Admiralty a considerable number of the leading shipbuilding and 

 engineering firms have undertaken, and successfully carried through, 

 the construction of destroyers varA'ing from 26 to 33 knots in speed, 

 although the work was necessarily of a novel character, in\-olving 

 mau}^ difliculties. As the speeds of torpedo vessels have riscMi. so 

 have their dimensions increased. Within the class, the law shown to 

 hold good in larger vessels applies equally. In 1877 a first-class 

 torpedo boat was 81 feet long, under 30 tons weight, developed 400 

 horsepower, and steamed 18i knots. Ten years later th(^ correspond- 

 ing class of boat was 135 feet long, 125 tons weight, developed 1.500 

 horsepower, and steamed 23 knots. In 1897 it had grown to 150 

 feet in length, 140 to 150 tons, 2.000 horsepower, and 26 knots. 

 Destroyers are not yet of seven years' standing, but they come under 

 the rule. The first examples (1893) were 180 feet long. 24o tons, 

 4,000 horsepower, and 26 to 27 knots. They were followed bv 3(>-knot 

 vessels, 200 to 210 feet long, 280 to 300 tons, 5,500 to 6.000 horse- 

 power. Vessels now in construction are to attain 32 to 33 knots, their 

 length being about 230.feet. displacements 360 to 380 tons, and engine 

 power 8,000 to 10,000 horsepower. 



Cost has gone up with size and power, and the limit of progn-ss in 

 this direction will probably be fixed by financial considerations rather 

 than bv constructive difliculties. great as these aiv as speeds rise. It 

 may lie interesting to summarize the distinctive features of torp.-do 



(1) The propelling apparatus is excessively light in proportion to 

 the maxinuim power developed. Water-tube l>oilers are now unn er- 

 sally adopted, and on speed trials they arc "forced" to a considerable 



