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Coal Depôts. Although first-class steamers can dispense with intermediate coaling-ports, large supplies must be maintained at distant points (289-292). The more strong places there are the better for the ship-owner (300-309). For the China trade through the Suez Canal the most important places are Port Said and Singapore (225, 310, 293, 296). There should also be a fortified depôt for coal at Hong Kong (297, 301, 302). Aden is of secondary importance, and is seldom used (226, 308). China traders would not require protection between Aden and Singapore, as they seldom touch at Ceylon (304). Part of the China trade, and most of the Australian trade, now goes by the Cape of Good Hope, and if the Suez Canal were closed, the whole trade to the East would go by that route. The Cape is a point of vital importance for coaling, refitting, and refuge (312, 327-330). Some protected port in the latitude of St. Vincent would be very desirable (315, 319). At Sierra Leone the supply of coal is unsatisfactory (317, 318). Ascension and St. Helena are of little use (320, 325). Mauritius would come into great impor- tance in time of war, but at present there is very little demand for coal there (324, 331-335). For the South American trade, Rio would be a desirable coaling-station, but there is no British possession between Demerara and the Falkland Islands (279, 337). A good coaling-station might be established at one of the West Indian Islands for both naval and mercantile purposes, but it would be less important than Singapore for the China trade (341-343).

Coal Supply.In time of war coal will probably be supplied to depôts by slow steamers belonging to neutral Powers, but they will be liable to capture for carrying contraband of war (385-387). Port Saïd and Singapore are supplied with coal from England (230, 241). The eastern coast of South America is supplied from South Wales (284). Good coal is ob- tained from New South Wales (232-235). Japan has a natural supply, which is sometimes used (358). Labuan coal is expensive, and little used (236, 237).

Refitting. Means for refitting are ample everywhere, but when in foreign territory might not be available in war time (270-273, 280-283).

Food Supply-Our chief sources of food supply are the United States, Canada, the Black Sea, India, and Egypt (285). In the event of war with the United States, the food supply from Quebec and Halifax would probably be stopped (352–354).

Convoy. In time of war convoys would be desirable and necessary on certain routes and at certain points liable to attack (258-260).

Precautions. Early warning of hostilities should be given by telegraph to such ports as Hong Kong, Shanghae, and Singapore, to enable vessels to take precautions (261-263). There would be no necessity for steamers to exceed their ordinary speed at sea, if no enemy were in sight (361–363).

Merchant-steamers as Cruizers.-Most of witness' ships fulfil Admiralty requirements as to water-tight compartments, which involve little inconvenience or expense. Engines are protected on either side by coal, but cannot be placed below water-level (250-257).

Ship Canals.-Witness sees no benefit in the Suez Canal, and thinks the Panamá Canal a mistake.

February 12 1880. CHARLES MCIVER, Jun., Esq., Chairman of the Liver- pool Steam-ship Owners' Association, and managing partner of the Cunard Line (393-395).

Speed and Coal Endurance of Steamers.--The Cunard Line trades with North America and the Mediterranean (395, 396). On the American line the tonnage of the steamers runs up to 5,000 tons (460), and the speed to 16 knots. The average speed at sea is about 14 knots (412). On the Mediterranean line the maximum tonnage is 2,600 tons (461). Steamers run nearly direct from port to port, and follow almost exactly the same routes, which, however, could be easily varied in war time (414, 415, 422). Steamers easily carry

sufficient coal to take them to the United States and back at the rate of 12 knots. The amount of coal carried depends on the amount of cargo, but space for twelve days' consumption is usually reserved ex- clusively for coal (399, 408-410).

Sailing-ships.-Practically there is no sailing trade between Liverpool and North America (527-530). Timber is brought from North America in sailing- ships which go out specially for it (533, 534).

Crews.-The crews of the Cunard steamers consist of British-born men, with few exceptious (454).

Coal Depôts. Coal can always be obtained at Halifax, Malta, Gibraltar, and Port Said (397, 398, 405). The coal at Halifax comes from Nova Scotia, and is very good (402, 403, 407, 408). The other ports men- tioned are supplied with British coal by slow steamers (467, 468). Louisburg may come into importance as a coaling-station (571-573). At Cyprus the harbours are not good, but they are capable of improvement (562, 563). The present improved machinery in ships is well adapted for burning any description of coal (404, 575).

Refitting.-There are ample facilities for refitting in the Mediterranean, but not in the North Atlantic, where dock accommodation is defective (424-427, 430-435). There is no inducement to private enterprise to im prove it (508, 509). Ships meeting with accidents in the Atlantic are generally brought home for repair (429).

Danger in War.-The North Atlantic trade would be exposed to danger from cruizers only at the ends of the voyage; cruizers could not be kept in mid-ocean (486, 437). A war with the United States would practically stop the North American trade, but the Dominion trade might go on as usual (443, 541-543). British trade in the Mediterranean could not be carried on unless that sea were kept quite free from hostile cruizers (553-556, 559).

Protection required.-The old system of convoy would be useless, except, perhaps, in the Mediter ranean (438, 525, 552). In the North Atlantic, strong naval protection would be needed in the Irish Channel and on the coast of America (440, 494-498, 538-540), A strongly fortified coaling-station and harbour of refuge at Halifax would also be required (499–507, 514, 544-549). This amount of protection should be ample both for fast and slow steamers (520-525). In the Mediterranean, Malta and Gibraltar are of the greatest importance as coaling and refitting stations (465, 560). Port Said, though useful, is of secondary importance (466, 561). War with Spain would not prevent merchant-ships from coaling at Gibraltar (595-569).

Blockades. Blockades are almost obsolete, and would not stop fast steamers, provided the induce- ments were sufficient (444, 445, 557, 576-578).

Merchant-ships as armed Cruizers.-The Cunard vessels comply with the Admiralty requirements. They steam over 12 knots, and are so divided into compartments that damage to one would not sink the ship (447-451, 462, 463). The engines and boilers are protected on either side by coal bunkers, but are not below the water-line (411, 452, 586, 587). There would be no difficulty in strengthening the ships to carry heavy guns (457-459, 484-487, 493). One vessel carrying two 25-ton guns could be turned out weekly (491, 492). It would not be advisable to arm merchant-cruizers with such heavy guns, as they could not in any case engage men-of-war (487, -488). If the Government took over merchant-ships to act as eruizers, crews would have to be provided (453). The crews of the Cunard steamers might take service if special inducements were offered, but would only be of use in navigating, as they know nothing of gunnery (454-456). Naval Reserve officers are not employed on the Cunard Line, because their absence for drill would interfere with the regular mail services. For the same reason, the number of Naval Reserve men in the crews is limited (472-483, 583-585).

Insurance.-War risk is more a question for under- writers than for ship-owners. It does not pay to lose a

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