BIG U. S. WARSHIPS TO LEAD WORLD'S.-Secretary Daniels Tells House Committee of Electrically Driven Craft-New Mexico Speedy.—America's capital fighting ships of the future will be superior to those of other nations because of their electrically driven machinery, Secretary Daniels told the House Naval Committee to-day in disclosing remarkable results attained by the new dreadnought New Mexico, equipped with the electric drive which is to be a feature of all the big ships authorized since 1916.

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The New Mexico's turbo-electric machinery was designed to develop 26,500 horsepower at full speed and to give the ship a speed of 21 knots. She actually developed more than 31,000 horsepower," Mr Daniels said, "and maintained for 4. hours a speed of 2114 knots, and this when running at a displacement 1000 tons greater than her design called for.

"If she had been tried at her designed displacement, as is customary with all new ships, she would have made 21.5 knots without any trouble whatever; and, what is still better, she could have kept up this speed as long as her fuel lasted, for, like all our later dreadnoughts, she is an oil burner and there would be no reduction in speed due to the necessity of clearing fires, which must be done in coal-burning ships after a run of four hours at top speed."

The Secretary said fuel economy at cruising speed had been one of the things sought in substituting electric drive for the ordinary turbine equipment.

“And I am happy to say," he added, “that this requirement also was met. As a matter of fact, the New Mexico will steam at 10 knots on about 25 per cent less fuel than the best turbine driven ship that preceded her.

On the whole, I think the country has cause to be proud of this achievement in engineering, not alone because of the pronounced success in this particular instance, but because of the assurance it gives of the superiority of our capital ships to those of foreign nations."

The advantages of electrical propulsion as applied to battleships are, the official said:

I. A quick shift by merely turning a switch from cruising speed of 12 knots an hour to high speed of 21 knots an hour.

2. Economy in fuel.

3. The practicability of running a ship astern with exactly the same speed. 4. Saving of space in the engine room.

5. Making it possible to place different units in watertight compartments so that a torpedo explosion disabling one part of the machinery would not cripple the ship.

Members of the Naval Affairs Committee were enthusiastic over the proved practicability and efficiency of electrical propulsion. Secretary Daniels testified that it was much cheaper to equip a vessel with electrical driving machinery than with turbine engines.-Ñ. Y. Times.

THE MARINE OIL ENGINE IN THE UNITED STATES.-The types of engines being fitted include semi-Diesel engines, both two and four-cycle, direct reversing and with reverse gears, Diesel engines, two and four-cycle, land trunk piston and marine crosshead designs, engines of high speed of revolution with mechanical gearing, or electrical reduction between the engine and the propeller, and the usual slow-speed direct-coupled motors. The powers up to which the marine oil engine is being built at present in America are relatively small, 200 h. p. per cylinder being the maximum of which we have record. The many and varied types of machinery, however, which are now at sea in the American marine, or shortly will be tried out, will give to the American marine engineers a very clear insight into the problems associated with the future developments of this industry, and will provide much useful data on which to base future designs.-Engineering,

AERONAUTICS

NAVY DIRIGIBLE HAS FLIGHT.-Manned by aviation officers of the marine corps and the navy, and with two civilian mechanics aboard, the first of the navy's twin-motor dirigibles flew over Washington, October 22, at the completion of the first lap of approximately 315 miles of a flight from Akron, Ohio, to Rockaway, N. Y.

The big dirigible landed at the Anacostia aviation field for a fresh supply of fuel, but resumed its flight at 1.17 p. m. The start was made from Akron, October 22, at 1.10 a. m., central time, and the landing was made at 11.10, eastern time, a running time of nine hours, approximately 35 miles an hour.-Naval Monthly, 18/12.

OUR WAR IN THE AIR.-When hostilities were suspended American aviators had destroyed 661 more German airplanes and 35 more German balloons than the Americans had lost. The number of enemy airplanes destroyed by the Americans was 926, and the number of balloons 73, continues a recent Associated Press dispatch. Two hundred and sixty-five American airplanes and 38 balloons were destroyed by the enemy. On November 11, the day of the signing of the armistice, there were actually engaged on the front 740 American airplanes, 744 pilots, 457 observers, and 23 aerial gunners. Of the machines, 329 were of the pursuit type, 296 were for observation and 115 were bombers. Between September 12 and November 11 the air forces operating with the First Army dropped about 120 tons of high explosive on the enemy lines and supply depots and railheads. Figures concerning America's share on other parts of the front have not yet been divulged.-Scientific American, 28/12.

ITALIAN "WHITE EAGLE" FOR OCEAN FLIGHT.-The correspondent of The Daily Telegraph at Milan reports that Signor Caproni has nearly finished the gigantic machine in which it is intended to fly from Italy to America. The machine is a huge triplane with engines of 3000 horse power and ample accommodation for a certain number of passengers, for whom cabins and sleeping berths will be available.

It is proposed that the aviators take the same route as Columbus did, flying from Italy to Cadiz and the Azores and thence to the American coast and landing near Washington.-N. Y. Times, 11/1.

OUR ARMY OF FLIERS.-In his recent annual report Major General William L. Kenley, director of military areonautics, states that 4980 men had been graduated as reserve military aviators, the first rating for pilots, by June 30, last, with 110 bombers, 85 bombing pilots, 464 observers, 389 observer pilots, and 131 pursuit pilots. In the year ended last June 30 there were 152 fatalities in training, or an average of one death to 2684 hours and 201,000 miles flown. Stalled engines, usually due to an error of the pilot, caused 86 deaths; collisions, 30; and sideslips, 10. The report goes on further to state that 440 balloon officers also had been graduated, 155 of whom were fully qualified observers during the year.-Scientific American, 28/12.

AN AIRPLANE BUILT TO BE SHOT DOWN.-Until quite recently, the usual way for a machine gunner to train for his pleasant task of bringing down Boche airplanes has been to blaze away at captive balloons. At best, this has been tame sport. Another way has been to use the so-called camera gun, which records the "hits" on a film or plate; but the main objection to this procedure is that a substitute is used for the gun, and that the "hits" cannot be determined until the negative is developed some time later. It has remained for an American aircraft builder to introduce a diminutive airplane which flies itself without the aid of any human hand to guide it, and which can therefore be used as a target, thus bringing realism and efficiency to the aerial gunnery schools.

The target airplane is of the Burgess-Dunne type, modified to meet the conditions for which it was designed. Inherent stability is obtained by employing a large sweepback and negative dihedral angle. The course of the machine is governed by setting and locking the control surfaces in position prior to flight. The duration of flight may be governed by limiting the fuel supply or by employing an automatic timing device to control the throttle. By the proper setting of the controls, the machine can be made to fly in a spiral path until its fuel is exhausted, whereupon it will assume its natural gliding angle and land approximately at its starting point. This fact makes it an easy matter to recover the machine after a flight, if it has not been shot down before exhausting its fuel.

The little machine is of the seaplane design, to facilitate starting and alighting. It has a span of 18 feet 5 inches. The cord is only 28 inches. The length is 9 feet, while the overall height is 4 feet 8 inches. Although the weight of the complete machine is only 175 pounds, it is capable of carrying a man. The power plant consists of a 12 horsepower, four cylinder motorcycle engine, which has been rebuilt to meet the special requirements. The engine drives a 42-inch propeller, since the machine is of the "pusher category. While climbing, the diminutive airplane develops a speed of 40 miles per hour, which rises to 50 when flying on a level keel.

"

Firing at the target airplane, the aerial-gunnery students get excellent practice. They use actual machine guns firing actual cartridges, and operate under conditions pretty close to actual aerial combat. It is not to be supposed that the target airplane is shot down on its initial flight; in fact, its life is considerable because of the difficulty of scoring a vital hit. Most shots merely perforate the wings or clip the structural members, and a few minutes' overhauling soon prepares the target machine for further flights. Scientific American 28/12.

MISCELLANEOUS NOTES

HUNTING WILD FOWL IN PLANES FORBIDDEN BY AERO DIRECTOR.-The Director of Military Aeronautics has ruled against the shooting of wild fowl with machine guns from airplanes.

The shooting of wild fowl with machine guns from airplanes is absolutely forbidden. Airplanes will not be used in any manner for hunting or shooting wild fowl. Airplane flights along the coast, or any place where migratory wild fowl may be found, will be conducted in such a manner as to interfere as little as possible with the habits and feeding of the wild fowl.

Commanding officers will use every means to carry out the regulations and will bring to trial any offenders that may in the future be guilty of breaking any of them.-Official Bulletin, 10/1

NAVAL UNIFORMS AT COST.-Senate Passes House Bill for Equipping Officers. The Senate yesterday passed the House bill authorizing the government to furnish uniforms and equipment to naval officers at cost.

Another House bill providing for the temporary promotion of officers of the marine corps now serving with the army also was approved. Both measures now go to the White House for the President's approval.—Washington Evening Star, 16/12.

The U. S. cruiser Milwaukee, which went ashore at Eureka, Cal., January 13, 1917, has broken in two, it is reported, and is beyond saving. She was 426 feet in length, with a full load displacement of 10,839 tons, and had a speed of 22.22 knots. She was launched in 1904, and was first commissioned in 1906. Her main battery consisted of fourteen 6-inch guns. The contract price of her hull and machinery was $2,825,000.-Army and Navy Journal, 11/1.

CURRENT NAVAL AND PROFESSIONAL PAPERS

UNITED STATES

TIMES CURRENT HISTORY. January.-Surrender of the German Fleet, by an eye witness. United States Navy in the War (from Secretary of the Navy's Report). Brave Deeds of the Marine Corps (from Secretary of the Navy's Report). Total Damage Caused by U-Boats.

THE WORLD'S WORK. January.-Germany's Future Military Position (Possible Alliances in the East), by J. B. W. Gardiner.

ATLANTIC MONTHLY. January.-The Idea of a League of Nations, by the British League of Free Nations Association. Freedom of the Seas and Our Merchant Marine (an argument for international control of merchant marine), by Bernard N. Baker.

INDUSTRIAL MANAGEMENT. January.-Ford Methods in Ship Manufacture, by Fred E. Rogers.

NATIONAL GEOGRAPHIC MAGAZINE. November.-A New Guide for Shipping (Navassa Light Off Jamaica), by George W. Putnam.

NAUTICAL GAZETTE. January 11, 1919.-Structural Details of Concrete Ships, by W. Noble Twelvetrees, M. I.

SCRIBNER'S MAGAZINE. January.-Fighting in France With the Marines, by Lieut. Newton Jenkins.

SHIPPING. December 28, 1918.-Progress in Turbine Ship Propulsion, by Frances Hodge Curson.

SCIENTIFIC AMERICAN. January 11-Curious German Projectiles. January 18.-Battleship Strength of the Five Leading Naval Powers.

COLLIER'S WEEKLY. January 18.-Flying Down the Coast (with American Naval Forces on the French Coast), by James B. Connolly. America's Opportunity-the Far East, by Edgar Mels.

FLYING. January.-Aerial Transportation, by Henry Woodhouse.

COUNTRY LIFE. January.-(Navy Number). The Navy and its Job, by Henry M. Beston. Navy Paintings, by Reuterdahl.

JOURNAL OF CLEVELAND ENGINEERING SOCIETY. November.-The Inspector's Standpoint in Munition Production, by John T. Marsh.

GREAT BRITAIN

NINETEENTH CENTURY. December.-Gibraltar and Ceuta, by Gen. Sir Chas. Callwell. "Perfide Albioni (British Treaties With Sweden), by Sir Francis Piggott.

LAND AND WATER. December 5.-The Freedom of the Seas, by Arthur Pollen. December 19.-The Victory of the Fleet, by Arthur Pollen. Victors of the Air, by Boyd Cable. The Surrender of the Submarine, by Captain Woodis Rogers.

UNITED SERVICE MAGAZINE. December.-Comparisons in German Strategy, by Lieut. Col. C. H. Wilson. The Dutch Convoy and the Right of Visit and Search, by Hugh L. Bellot, D. C. L.

ENGINEER. January 3.—Four Years of Naval Progress (to be inserted in March Institute). Aeronautics, 1914-1918. Shipping in 1918.

ENGINEERING. January 3.-Crossing the Atlantic by Air.

DIPLOMATIC NOTES

FROM DECEMBER 20 TO JANUARY 20

PREPARED BY

ALLAN WESTCOTT, PH. D., Instructor, U. S. Naval Academy

OPENING OF THE PEACE CONFERENCE

PRELIMINARY MEETINGS OF SUPREME COUNCIL.-Following his visit to Italy, President Wilson returned to Paris on January 7. The first meeting of the Supreme Council of the Peace Congress, consisting of the Premiers, Foreign Ministers, and other representatives of Great Britain, France, the United States, Italy, and later Japan, met at the Foreign Office in Paris on Monday, January 12, and sessions of this body were continued throughout the week. Questions of rules of procedure, admission of delegates, etc., were considered.

It was agreed that for the present no representative of any government in Russia could be admitted, since such recognition would commit the conference to a decision on the whole Russian question.

Following two sessions on January 15, this joint communiqué was issued, giving the number of delegates allotted to various nations:

"The President of the United States and the Prime Minister and Foreign Ministers of the Allied Powers, assisted by the Japanese Ambassadors in Paris and London, held two meetings to-day. In the course of these meetings the examination of the rules of the conference has been continued and almost completed.

"It was decided that the United States, the British Empire, France, Italy, and Japan should be represented by five delegates apiece. The British Dominions and India, besides, shall be represented as follows: Two delegates respectively for Australia, Canada, South Africa, and India, including the native States, and one delegate for New Zealand.

"Brazil will have three delegates. Belgium, China, Greece, Poland, Portugal, the Czechoslovak Republic, Rumania, and Serbia will have two delegates apiece, Siam one delegate, and Cuba, Guatemala, Haiti, Honduras, Liberia, Nicaragua, and Panama one delegate apiece.

"Montenegro will have one delegate, but the rules concerning the designation of this delegate shall not be fixed until the moment when the political situation in this country shall have been cleared up.

"The meeting adopted the following two general principles: "One-Each delegation being a unit, the number of delegates forming it shall have no influence upon its status at the conference.

"Two-In the selection of its delegation each nation may avail itself of the panel system. This will enable each State at discretion to entrust its interests to such persons as it may designate.

"The adoption of the panel system will in particular enable the British Empire to admit among its five delegates representatives of the dominions, including Newfoundland, which has no separate representation, and of India."