to London, as we now find it natural to take a fast train from Paris to Marseilles. To do this, it is essential that the problem of stability be absolutely solved.

It has been intimated elsewhere by this man of authority, that the problem has been solved, and this is my conviction. I hope our manufacturers are not going to lag behind in this matter.

LETTER FROM PEKING, CHINA

QUANG SE

April 27, 1912.

At last the southern government has been dissolved and a provisional coalition one has taken the place of the other two governments; but how long this provisional government will remain in power before a permanent form takes charge is uncertain at the present moment. Some say six months, while others say a year; and others, who take a pessimistic view of things, declare that it will very soon be replaced by the old Manchu régime, or by a dictatorship. Only the future can tell; for, although those of us who are here on the scene may think we know what is going on, yet it is quite impossible to make even a guess at the intriguing that naturally is taking place all the time.

One thing is certain, and that is, the present government is about as weak as it can well be and still retain the name of government.

Despite all we hear of a central government having been formed, with the capital at Pekin, such is, in practice, not the case, whatever it may be in theory.

In reality there exists three separate and distinct jurisdictions of authority, for they cannot be called governments in the true sense of the word.

(a) That of the north, under the so-called central government, with Yuan-shih-k'ai at its head.

(b) That of the south, with General Huang-hsing in control.

(c) That at Wuchang, with the vice-president and Chief of the General Staff, General Li Yuen Hung, as its chief.

Just how far the authority of each one of these men carries is problematical; but apparently they are running their own districts with almost entire independence, although nominally, of course, they are acting under orders from Peking and with the authority of the Advisory Council.

The lack of trust on all sides is indicated by the fact that neither Sun-yat-sen, General Huang-hsing, nor

General Li Yuen Hung will go to Peking to confer with Yuan-shih-k'ai, although repeatedly urged to do so, each preferring to remain in his own district, surrounded by his own soldiers and followers. The excuse is given that their presence is necessary to keep the turbulent spirits in order, and that each has the confidence of the people of his district; but this only confirms the previous statement of the weakness of the central government, since it is not able to assert its authority by sending other troops to suppress the troubles.

The army, now having gotten into politics, is not to be depended upon in the slightest degree, and I can see but two solutions of the problem: either

(1) To form a corps d'élite, composed of the best men that are available, paying them a very large amount, and to use this body of men to disarm and to disband the greater part of the present force; or

(2) To form a gendarmerie under foreign officers, as was done in Macedonia.

The so-called Chinese Regiment of Wei-hai-wei fought well against the Boxers in 1900, when led by British officers; so it would seem that the second solution is quite practicable.

The Chinese soldier never has had much respect for his officers, and now that there is a republic, the soldier considers himself the equal of the officer, and in some cases the superior, as was exemplified so many times on the railways, by the soldiers driving the officers out of the first-class carriages and occupying them themselves.

The most important question at the present time is, naturally, that of finance, and the big loan pending is the basis of it; for unless money be obtained in the very near future, the country will soon be in a chaotic state. But here, again, there is a hitch. The bankers demand supervision of the expenditures, and quite rightly, too; for, as it was expressed to me by a foreign-educated Chinese only the other day, the Chinese are very careful when it comes to handling their own money, but very careless of government funds or of other people's funds. The chief things lacking and needful, of course, are accounting and auditing, which do not exist as we understand them.

The country has been ruled more by force of habit and customs than by law and its enforcement; and now that the revolutionary party has brought about such sweeping changes in the former, they find it difficult to control affairs, and there are few men with the needed measure of executive ability to come to the rescue.

It may be thought that the discarding of the cue, the changing of forms of salutation and address, the flag, and the like, are small matters; but, like the first drink, it is the weakening of the moral force that controls us all. The people are adrift, for the revolutionary element insists upon severing all connection with the past as savoring of monarchical ideas.

With the Americans and the French the form of government was changed, but not the form of civilization; whereas the Chinese people are attempting to change both at once, a stupendous task that can be contemplated only with doubt as to a successful result.

The new minister of the navy — or, to be exact, The Minister of State for the Navy, as he is now called has arrived in Peking and will take over his office to-day. His name is Liu-kuan-hsiung. He was educated at the naval school at Foochow and then went to England

and studied at Greenwich. Upon his return, the war with Japan broke out, and he is said to have conducted himself very well as the second in command of one of the Chinese ships. After the war, he held certain minor posts until he was placed in command of the cruiser Hai-t'ien (a sister of the Hai-chi that visited New York), and here he came to grief by running his ship on the Saddles, just outside of Shanghai, the result being that she was a total loss. But for the intercession of his patron, Yuan-shih-k'ai, he would have lost his head for this act; instead, he got off with a loss of all official rank. Later, Yuan secured for him the position of director in charge of the main arsenal in the north, the Peiyang Arsenal at Tenchow, in the province of Shantung and about a hundred miles south of Tientsin on the Grand Canal. Recently, he held a very minor position in the Navy Board, until he was sent south to Canton to take command of the river patrol against the pirates. Upon the breaking out of the revolution, he joined that party as naval adviser.

The new Under Secretary, etc., etc., is one Tang Hsiun Ming the young returned French student who put Admiral Sah off his ship, as I wrote last month.

The Naval Review

LETTER FROM LONDON

The Great Naval Review at Portland, except in so far as the aeroplanes are concerned, excited comparatively little interest. There have been so many naval reviews lately that people are getting rather weary of reading about them, or even seeing them. Matters were further complicated by a good deal of fog, in which the royal yacht was compelled to stand by one night on her way to Weymouth.

The aeroplane work was good, though hardly so exciting as some of the newspapers made out. The hydro-aeroplanes acquitted themselves well, rising from and alighting on the water quite easily. The water was very smooth, however, so the test was not a particularly severe one. One interesting experiment was the dropping of a 300-lb. weight from an aeroplane very near the royal yacht - according to some accounts, a

good deal nearer than had been intended. So far as the aeroplane was concerned, this experiment was supremely successful, as the stability was practically unaffected by it.

An unrehearsed incident was the detection of a submerged submarine. This was seen quite easily from aloft and swooped down upon in conditions that in wartime would presumably have led to its destruction.

Incidental to the review, was an under-water trip made by the King in a submarine, an interesting commentary on the official opinion as to the safety of submarines now-a-days and what obtained a few years ago, when the King (then Prince of Wales) wished to go for an under-water trip, and was told it was not considered desirable that he should do anything so risky.

King George, however, is not the first monarch to go submarining, as James the First, in the year 1620, went for quite a long cruise under water in a submarine invented by the Dutchman, Cornelius Van Drebel.

Vulnerability of Submarines

A-3, which was recently lost under tragic circumstances, has been patched up and used as a target, at 2,000 yards, by the St. Vincent. She was hit at the third shot and sunk at once. At the Portland Review, a submarine was theoretically "sunk" by an aeroplane, which detected her when submerged. Although many are now arguing that the days of such craft are now over, I do not believe this. The evolution of a submarine not to be affected by bombs is by no means impossible even to-day, and the submarine "Dreadnought" of to-morrow is certainly not in the category of "improbable ships."

Submarines and Commerce Protection

The latest suggestion for the protection of commerce in war time, is the formation of convoys protected by submarines. The advocates of the theory argue that even if no existing submarine is capable of crossing the Atlantic, one could probably do so if one of the merchantmen were a mother-ship. It is also argued that, in any case, a submarine of such endurance could certainly be built now-a-days and the chief advantage claimed for the plan is that positions of cruisers protecting a convoy are obvious to the enemy, whereas the position of a submarine would be unknown.

The Indefatigable

The Indefatigable is being fitted with a new type of fire-control, which will give her even larger platforms than she has now. At the same time, one fire-control station is being experimentally fitted in a turret.

The Lion

In the Lion, the top of the conning tower has been chosen for the fire-control station which is armored. I referred a short time ago to the change in appearance of this ship. The changes that have been made are as follows: The foremost funnel has been shifted back until it is almost close to the amidship one- the funnel positions now being very much the same as those in the Indomitable class. The tripod mast, which used to be between the first two funnels, has been dispensed with altogether. The old mainmast has been put just ahead of the foremost funnel, and a bridge built up around it, leaving the conning tower quite clear. Astern of the foremost funnel is a very small mainmast, to carry the derrick. Her three funnels have been greatly increased in height. These changes have undoubtedly increased the efficiency of the vessel.

Pay of the British Bluejacket

The question of pay of the British bluejacket has assumed serious proportions. The men were long ago given to understand that their pay was to be increased. Instead of that, a certain number of warrant officers have been granted opportunities of passing to the quarter deck as deck-officers-a considerable concession to sentiment, marred only by the fact that there was no particular demand for it, whereas the pay question is acute. It is not only that the cost of living has increased while naval pay has remained stationary, but also that there is an unprecedented stagnation in naval promotion. A bluejacket has to pay for his own clothes, and the chance of promotion depends greatly upon his keeping his uniform smart. The majority of the newspapers have recognized this fact, but the Admiralty and the government are alike indifferent.

The government has lately been spending a great deal of time upon securing a minimum wage of five shillings a day for colliers, most of whom are able to earn about seven shillings a day easily. By the time he has paid for his uniform, the average pay of the bluejacket amounts to about that much per week. The colliers, whose minimum wage was bartered about, have every man a vote. The average of bluejackets with votes is about one per cent, or something less.

New Distribution of Fleets

Of late, there have been so many changes and alterations in the distribution of fleets that no very great interest attaches to the latest revision of the Fleet. Parts of the new Admiralty Order follow:

The term "Division" will be restricted to its familiar signalbook meaning, as a tactical unit of variable quantity applicable to any part of a body of ships grouped together for tactical purposes. The terms 1st, 2nd, 3rd, and 4th Divisions of the Home Fleet as used hitherto will be abolished. In place thereof the Home Fleet will be divided into the First, Second, and Third Fleets, and ships will be classed in these fleets according to the status of commission in which they are maintained by their lordships: ships in the First fleet bein in permanent commission with full crews; ships in the Second Fleet being in commission with nucleus crews and receiving full complements of active service ratings on mobilization; ships in the Third Fleet being in commission with reduced nucleus crews or in "material reserve" and requiring reserve men on mobilization. These Fleets are therefore administrative and not tactical classifications.

The Home Fleet thus divided into three fleets will comprise eight squadrons. Each squadron will consist of a battle squadron and cruiser squadron and attached ships, numbered consecutively. Four squadrons will form the First Fleet, two the

Second Fleet, and two squadrons and three additional cruiser squadrons the Third Fleet, as follows:

First Fleet: The First and Second Divisions of the Home Fleet and the Atlantic Fleet, to be in future known as the First, Second and Third Squadrons. A Fourth Squadron will be constituted within this Fleet at a future date.

Second Fleet: The present Third Division of the Home Fleet formed into the Fifth and Sixth Squadrons.

Third Fleet: The present Fourth Division of the Home Fleet formed into the Seventh and Eight Squadrons, and the Ninth, Tenth and Eleventh Cruiser Squadrons.

Training Squadron: The present Fourth Cruiser Squadron will in future be known as the Training Squadron.

Mediterranean Fleet: The present Sixth Cruiser Squadron will in future be known as the Mediterranean Cruiser Squadron. Eastern Fleet: This fleet will comprise the China Squadron, Australia Squadron, and East Indies Squadron.

Other vessels on foreign stations will continue to be designated as at present, but the vessels employed in Newfoundland, the West Indies, and on the south-east coast of South America, will, if combined, be known as the West Atlantic Squadron. Patrols: The organization of the destroyer flotillas will conform to the foregoing system.

The present First, Second, and Seventh Flotillas will be reorganized into four flotillas, to be known in future as the First, Second, Third, and Fourth Flotillas.

The present Third, Fourth, and Fifth Flotillas (nucleus crews) will be also reorganized into four flotillas, to be known in future as the Fifth, Sixth, Seventh, and Eight Flotillas.

A Suggestion for Life-Saving

General Cuniberti, the Chief Naval Architect of the Italian Navy, to whom is due the inception of the “Dreadnought idea,” has evolved a novel system of lifesaving for ships like the Titanic. In substance it is, that the upper and after portion of the ship, containing the cabins, etc., should be constructed of wood, entirely independent of the rest of the ship. This would be bolted to the hull by fastenings which, in the event of a disaster, could be easily unlocked, and, should the ship sink, this upper part would form an ark of safety for every one on board.

The idea sounds a little far-fetched, but not more so than did the idea of Dreadnoughts when Cuniberti first mooted them. On that account, it is being seriously considered on this side of the Atlantic. Boats are of little use except in smooth weather; the Cuniberti plan does not depend on the state of the sea.

Fred T. Jane.

LETTER FROM PARIS

LINE AND STAFF OFFICERS

The subject of the officers of the navy, more especially the question of engineer officers, rightly engages the attention of the maritime world, and every nation looks anxiously for a solution of the delicate problems concerning that class of the personnel.

Up to the present, the French navy has not taken any definite action in the matter. It has three principal bodies of officers, who work for a common cause, each within a perfectly defined sphere.

The naval constructor builds the ship; the line officer navigates it; the engineer works its engines.

The line officer has all the responsibility; for that reason, his authority can never be too great and it is only right to strengthen it. Pre-eminently a man of action, the line officer should be young and, at an early age, used to handling the units corresponding to his rank. We will advance nothing new by saying that time generally dulls the physical and moral energy, and that, as life advances, the officer has less initiative, less decision; that even at times he evinces a certain hesitation in ordering maneuvers rendered necessary by certain contingenciesa hesitation which, in time of action, might be followed by the worst disaster. Hence there is in all navies a tendency to lowering the age limit for commanding offi

cers.

So far, the French navy has made no move in that direction; but it is hoped that before long the government will take up the question, for the vigor of youth is essential in the exercise of command.

In this connection, we might point out the peculiar solution arrived at by the Austro-Hungarian Navy. Promotion is by seniority, with no age limit; an officer incapacitated by sickness or otherwise disqualified for promotion is retained on the list. The interested parties themselves ask to be retired, and the service is thus naturally relieved from encumbrances.

Below is given the average age of promotion to the various grades in the Austrian navy:

a vessel must have knowledge of the work of a specialist, be the latter a gunner, a torpedo man, or a machinist. Of course, he need not study every part in detail; but, when giving an order, he must know thoroughly the nature of that order.

In the face of that imperious necessity, the minister has greatly modified the methods of instruction, and last year he reorganized the schools. Steam engineering has a larger part in the program of the "Borda." The creation of the fire-practice school for officers on the cruiser Pothuau, another excellent institution, permits of the formation of fire controllers, chiefs of sections, to combine drilling methods and to create a standard of instruction whose absence heretofore presented grave inconveniences.

Let us now examine the naval constructors. The members of that corps are worthy men and possess high scientific attainments. Dupuy de Lome and Zédé are among the most prominent of the profession. Dupuy de Lome drew the plans of the Napoléon-the first fast composite ship (sail and steam) and those of the Gloire, the first armored frigate. Zédé synthesized the theories of the submarine in the construction of the Gustave Zédé. The corps of naval constructors has an important work to perform, and it has only 183 members, mostly detailed in the bureaus of the Department and in the navy yards. There are 20 in Paris, 15 at Cherbourg, 17 at Brest, 14 at Lorient, 12 at Rochefort, and 25 at Toulon. This is not enough, at least at Brest and Lorient, the two great building navy yards.

It is not unusual to see a young naval constructor engaged in superintending the work on twenty vessels under construction or repairs, and in solving a thousand details of the material which occur at every step and consume valuable time. Naturally, those solutions refer to ships afloat; yet naval constructors do not navigate. Of course, every flagship has on board a fleet or division constructor; but the duty of that officer consists more in signing papers and noting reports than in playing the part of an engineer. Naval constructors should embark on board ships making cruises, in order to have an opportunity to study the material under working conditions, and to become impressed with the maxim, "The simple solutions are the only truly military ones." We often lose sight of that principle on board that complicate l floating machinery which is the modern battleship.

The steam engineer officer is the principal aid to the commander. He is the indispensable man on board, in regard not only to the main engines, but also to the aux

iliaries, such as pumps, ventilators, ash-hoists, capstans, dynamos, boat winches, distilling apparatus, etc. The handling of all that mechanism is intrusted to a numerous personne!-twenty-five thousand men, in the French Navy.

The engineers advance several claims; among others, that of governing their own men, and the exclusive responsibility for the engines, without any interference on the part of the line officers.

In deciding that question, the minister has clearly defined the difference between duties ashore and afloat. On shore the engineers gained their point, by being given -and properly so-entire control of the school of engineers. Formerly, the heads of these schools were line officers. But on board ship, the authority cannot be divided; there can be but one, that of the commander, and nothing must be allowed to diminish it.

On the other hand, much has been done in the French Navy in favor of the engineer officers. Only, a short time ago their advancement stopped at the rank of "major." At present, the regulations provide, at the top of the establishment, for one officer with the rank of viceadmiral, and two with the rank of rear-admiral. Although it is hard to find duties for engineer officers of high rank, no one contests the propriety of that grade. It is but a fair and just reward for the excellent services rendered by that corps d'élite.

Such are the three principal bodies on which rests the naval establishment. How are they associated? This is the burning question; for, as is well known, origin has an influence that is not to be easily eliminated. These officers spring from too many diverse sources to permit of perfect harmony always existing among them.

The line officers originate (1) from the "Borda," 50 or 60 every year, on an average; (2) from the Ecole Polytechnique, 3 or 4 every year; (3) from the petty officers, according to the regulations, one-third as a maximum, for the vacant places, but in reality 5 or 6 every year. The main source of that recruitment, therefore, is the "Borda." Those coming from the Ecole Polytechnique arrive at the school of application, to them an entirely new situation, at a comparatively advanced age As to the petty officers, they are promoted after graduating from the school of student officers situated at Brest. The subjects of their examination do not compare with the high grade demanded at the entrance to the "Borda."

The engineers of the naval construction corps are graduates of the Ecole Polytechnique. A decree of 1909 authorizes the admission up to one-sixth (16 per cent)