In a recent impression we gave some particulars of the trial trip of a boat built for the Italian government by Messrs. Yarrow & Co., which attained the highest speed known, namely, as nearly as possible, 28 miles an hour. On the 14th April the sister boat made her trial trip in the Lower Hope, beating all previous performances, and attaining a mean speed of 25.101 knots, or over 28 miles an hour. The quickest run made with the tide was at the rate of 27.272 knots, or 31.44 miles per hour, past the shore. This is a wonderful performance.

In the following table we give the precise results:

Boiler.Receiver.Vacuum.Revs.Speed.Means.Second Means.
lb.lb.in.per min.Knots per hr.Knots per hr.Knots per hr.
1130322837322.64124.956
21303228372.727.27225.02824.992
3130322837222.78425.02825.028
4130322837727.27225.24825.138
5130322837523.22525.24825.248
6130322837727.272
Means1303228374.525.101

The boat is 140 ft. long, and fitted with twin screws driven by compound engines, one pair to each propeller. These engines are of the usual type, constructed by Messrs. Yarrow. Each has two cylinders with cranks at 90°. The framing, and, indeed, every portion not of phosphor-bronze or gun metal, is of steel, extraordinary precautions being taken to secure lightness. Thus the connecting rods have holes drilled through them from end to end. The low pressure cylinders are fitted with slide valves. The high pressure valves are of the piston type, all being worked by the ordinary link motion and eccentrics. The engine room is not far from the mid length of the boat, and one boiler is placed ahead and the other astern of it. Each boiler is so arranged that it will supply either engine or both at pleasure. The boat has therefore two funnels, one forward and the other aft, and air is supplied to the furnaces by two fans, one fixed on the forward and the other on the aft bulkhead of the engine room.

The fan engines have cylinders 5½ in. diameter and 3½ in. stroke, and make about 1,100 revolutions per minute when at full speed, causing a plenum in the stokeholes of about 6 in. water pressure. Double steam steering gear is fitted, for the forward and aft rudder respectively, and safety from foundering is provided to an unusual degree by the subdivision of the hull into numerous compartments, each of which is fitted with a huge ejector, capable of throwing overboard a great body of water. A body of water equal to the whole displacement of the boat can be discharged in less than seven minutes. There is also a centrifugal pump provided, which can draw from any compartment. The circulating pump is not available, because it has virtually no existence, a very small pump on the same shaft as the centrifugal being used merely to drain the condensers. These last are of copper, cylindrical, and fitted with pipes through which a tremendous current of water is set up by the passage of the boat through the sea. Thus the space and weight due to a circulating pump is saved and complication avoided.

The air and feed pumps are combined in one casting let into the engine room floor, quite out of the way, and worked by a crank pin in a small disk on the forward end of the propeller shaft. This is an admirable arrangement, and works to perfection.

The armament of the boat consists of two torpedo tubes in her bows, and a second pair set at a small angle to each - Yarrow's patent - carried aft on a turntable for broadside firing. There are also two quick firing 3 lb. guns on her deck. The conning tower forward is rifle proof, and beneath it and further forward is fixed the steering engine, and a compressing engine, by which air is compressed for starting the torpedoes overboard and for charging their reservoirs. A small dynamo and engine are also provided for working a search light, if necessary. The accommodation provided for the officers and crew is far in advance of anything hitherto found on board a torpedo boat.

The weather on the morning of Thursday, April 14, was anything rather than that which would be selected for a trial, or indeed any, trip on the Thames. At 11 A.M., the hour at which the boat was to leave Messrs. Yarrow's yard, Isle of Dogs, the wind was blowing in heavy squalls from the northeast, accompanied by showers of snow and hail. The Italian government was represented by Count Gandiani and several officers and engineers. In all there were about thirty-three persons on board. The displacement of the vessel was as nearly as might be 97 tons. A start was made down the river at 11:15 A.M., the engines making about 180 revolutions per minute, and the boat running at some 11½ or 12 knots.

During this time the stokehole hatches were open, but the fans were kept running at slow speed to maintain a moderate draught. The fuel used throughout the trip was briquettes made of the best Welsh anthracite worked up with a little tar. The briquettes were broken up to convenient sizes before being put in the bunkers. This fuel is not of so high evaporative efficiency as Nixon's navigation coal, but it is more suitable for torpedo boat work, because it gives out Very little dust, while the coal in closed stokeholes half smothers the firemen. Watering only partially mitigates the evil. Besides this, the patent fuel does not clinker the tube ends - a matter of vital importance.

During the run down to Gravesend, the small quantity of smoke given out was borne down and away from the tops of the funnels by the fierce head wind, and now and then a heavy spray broke on the bows, wetting everything forward. In the engine room preparations were made for taking indicator diagrams. No attempt was made to drive the boat fast, because high speeds are prohibited by the river authorities on account of the heavy swell set up.

The measured mile on the Lower Hope is on the southern bank of the river, about three miles below Gravesend. Just as the boat passed the town, in the midst of a heavy rain squall, the stokehole hatches in the deck were shut, and the dull humming roar of the fans showed that the fires were being got up. The smoke no longer rose leisurely from the funnels. It came up now with a rush and violence which showed the powerful agency at work below. A rapid vibrating motion beneath the feet was the first evidence that the engines were away full speed. As the boat gathered way she seemed to settle down to her work, and the vibration almost ceased. The measured mile was soon reached, and then in the teeth of the northeaster she tore through the water. The tide and wind were both against her. Had the tide and wind been opposed, there would have been a heavy sea on. As it was, there was quite enough; the water, breaking on her port bow, came on board in sheets, sparkling in the sun, which, the rain squall having passed, shone out for the moment. As the wind was blowing at least thirty miles an hour, and the boat was going at some twenty-six miles an hour against it, the result was a moderate hurricane on board.

It was next to impossible to stand up against the fury of the blast without holding on. The mile was traversed in less than 2½ minutes, however; but the boat had to continue her course down the river for nearly another mile to avoid some barges which lay in the way, and prevented her from turning. Then the helm was put over, and she came round. There was no slacking of the engines, and astern of her the water leaped from her rudder in a great upheaved, foaming mass, some 7 ft. or 8 ft. high. Brought round, she once more lay her course. This time the wind was on her starboard quarter, or still more nearly aft. The boat went literally as fast as the wind, and on deck it was nearly calm. The light smoke from the funnels, no longer beaten down by wind, leaped up high into the air. Looking over the side, it was difficult to imagine that the boat was passing through water at all. The enormous velocity gave the surface of the river the appearance of a sheet of steel for 1 ft. or more outside the boat. Standing right aft, the sight was yet more remarkable. Although two 6 ft. screws were revolving at nearly 400 revolutions per minute almost under foot, not a bubble of air came up to break the surface.

There was no wave in her wake; about 70 ft. behind her rose a gentle swelling hill.

Her wake was a broad smooth brown path, cut right through the rough surface of the river. On each side of this path rose and broke the angry little seas lashed up by the scourging wind. Along the very center of the brown track ran a thin ridge of sparkling foam, some 2 ft. high and some 20 ft. long, caused by the rudder being dragged through the water. There was scarcely any vibration. The noise was not excessive. A rapid whirr due to the engines, and a rythmical clatter due to the relief valve on one of the port engine cylinders not being screwed down hard enough, and therefore lifting a little in its seat at each stroke, made the most of it. The most prominent noise perhaps was the hum of the fans. Standing forward, the deck seems to slope away downward aft, as indeed it does, for it is to be noted that at these high speeds the forefoot of the boat is always thrown up clean out of the water - and the whole aspect of the boat: the funnels vomiting thin brown smoke, and occasionally, when a fire door is opened, a lurid pillar of flame for a moment; the whirr in the engine room; the dull thunder of the fans, produce an impression on the mind not easily expressed, and due in some measure no doubt to the exhilaration caused by the rapid motion through the air.

The best way to convey what we mean is to say that the whole craft seems to be alive, and a perfect demon of energy and strength. Many persons hold that a torpedo boat is likely to be more useful in terrifying an enemy than in doing him real harm, and we can safely say that the captain of an ironclad who saw half a dozen of these vessels bearing down on him, and did not wish himself well out of a scrape, has more nerve than most men.

The second mile was run in far less time than that in which what we have written concerning it can be read, and then the boat turned again, and once more the head wind with all its discomforts was encountered. Events repeated themselves, and so at last the sixth trip was completed, and the boat proceeded at a leisurely pace back again to Poplar. Mr. Crohn, representing Messrs. Yarrow on board, and all concerned, might well feel satisfied. We had traveled at a greater speed than had ever before been reached by anything that floats, and there was no hitch or impediment or trouble of any kind.

The Italian government may be congratulated on possessing the two fastest and most powerful torpedo boats in the world. We believe, however, that Messrs. Yarrow are quite confident that, with twin screw triple expansion engines, they can attain a speed of 26 knots an hour, and we have no reason to doubt this. - The Engineer.