idv 



would meet oitlior almost bows on, or at 

 an oblique unci glancing angle. Here, 

 then, \v s lurtiier suppoit lor the con- 

 tention that, owing to tiio reversal of the 

 screw, the 'J'ogo, instead of going to star- 

 board and saiety, as intended, actually 

 went to port against her riukler, aiiu so 

 into collision. Counsel, at the inquest, 

 several times asked in vain tor an e.\- 

 planatiun of this remarkable position at 

 right angles. 



V'ariations duo to ditVerences in shipsj 

 to right or loft-hantled sci'ews, and their 

 ellects with helms to port and to star- 

 board; the steering elfects produced by 

 reversing from full speed astern to full 

 speeil ahead; aiul other important details, 

 were given in the reports of the commit- 

 tee. The Admiralty, at the request of 

 the committee, furnished details of trials 

 made with two large ships, and these 

 confirmed the committee's conclusions 

 (13. A. report, 1880). 



These results did not reach the com- 

 mittee tor nearly 3^ years; it was pos- 

 sible that they have remained still prac- 

 tically unknown, and that some ot the 

 "numerous collisions between the ships 

 of our own navy," mentioned by the 

 committee as occurring while they were 

 endeavouring "to execute ordinary move- 

 ments," might still be repeating them- 

 selves, OAving to unexpected alteration of 

 direction, due to the reversal of screw 

 reversing the rudder's action. Cable 

 news had recently been received that 

 eight destroyers had been damaged in u 

 fortnight. Vessels of this class train in 

 squadrons, sometimes at night, without 

 any lights, and they ran, therefore, un- 

 usual risks of collision. They had, how- 

 ever, twin screws, but it seemed not im- 

 probable that in their case also some 

 analogous effect of reversal would best 

 explain vague statements as to failure to 



answer helm, or failure of steering gear 

 to act at a critical moment. 



In conclusion, he claimed that the im- 

 portance of the subject justified bold ar- 

 gnnient from the particular to the gene- 

 ral, and submitted that, at the very 

 lea.st, he had made out an overwhelming 

 case for expeiimental trials with the 

 Togo, ae a first step towards ensuring 

 public safety in the future. 



Mr. A. (). Green contended that marin- 

 ers wci-e acquainted with the effect which 

 the levcijal of the sciew had upon the 

 steering qualities of ships. But to ask 

 a captain to dash full speed ahead, rely- 

 ing only upon the action of his helm, 

 was to ask him to undertake a very 

 great risk. The approaching ship loomed 

 up big in front of him, and the ques- 

 tion was whether he would be able to 

 clear the large arc on the horizon. If 

 he went full speed ahead with a full 

 helm and failed to clear the ship in 

 front, the collision would be as bad as 

 it could be. Yet he knew that while 

 Ue reversed his engines, and was lessen- 

 ing the blow, he was, at the same time, 

 more likely to incur a collision. But he 

 knew further that if he did reverse his 

 engines and gave the order "hard a-port," 

 he was sure of obtaining greater con- 

 sideration at the hands of the subsequent 

 court of marine inquiry than would the 

 captain who had determined to dash 

 "foolhardily ahead." 



Further points of detail were discuss- 

 ed. 



Mr. "iVard, in reply, said he realised 

 that the idea had yet to be driven into 

 the minds of courts of law. Thej' should 

 acknowledge that the man who drove 

 ahead was in the right. 



Mr. Ward was accorded a vote of 

 thanks by the meeting for his paper. 



