Lessons Of The War With Spain And Other Articles Part 6

It is not in colonies only, however, that Great Britain has been beneficent to weaker communities; nor are benevolence and beneficence the only qualities she has shown. She has been strong also,--strong in her own interior life, whence all true strength issues; strong in the quality of the men she has sent forth to colonize and to administer; strong to protect by the arm of her power, by land, and, above all, by sea. The advantage of the latter safeguard is common to all her dependencies; but it is among subject and alien races, and not in colonies properly so called, that her terrestrial energy chiefly manifests itself, to control, to protect, and to elevate. Of these functions, admirably discharged in the main, India and Egypt are the conspicuous ill.u.s.trations. In them she administers from without, and cannot be said to colonize, for the land was already full.

Conspicuous result const.i.tutes example: for imitation, if honorable; for warning, if shameful. Experience is the great teacher, and is at its best when personal; but in the opening of a career such experience is wanting to the individual, and must be sought in the record of other lives, or of other nations. The United States are just about to enter on a task of government--of administration--over regions which, in inhabitants, in climate, and in political tradition, differ essentially from themselves. What are the conditions of success?

We have the two great examples. Great Britain has been, in the main, and increasingly, beneficent and strong. Spain, from the very first, as the records show, was inhumanly oppressive to the inferior races; and, after her own descendants in the colonies became aliens in habit to the home country, she to them also became tyrannically exacting.

But, still more, Spain became weaker and weaker as the years pa.s.sed, the tyranny of her extortions being partially due to exigencies of her political weakness and to her economical declension. Let us, however, not fail to observe that the beneficence, as well as the strength, of Great Britain has been a matter of growth. She was not always what she now is to the alien subject. There is, therefore, no reason to despair, as some do, that the United States, who share her traditions, can attain her success. The task is novel to us; we may make blunders; but, guided by her experience, we should reach the goal more quickly.

And it is to our interest to do so. Enlightened self-interest demands of us to recognize not merely, and in general, the imminence of the great question of the farther East, which is rising so rapidly before us, but also, specifically, the importance to us of a strong and beneficent occupation of adjacent territory. In the domain of color, black and white are contradictory; but it is not so with self-interest and beneficence in the realm of ideas. This paradox is now too generally accepted for insistence, although in the practical life of states the proper order of the two is too often inverted. But, where the relations are those of trustee to ward, as are those of any state which rules over a weaker community not admitted to the full privileges of home citizenship, the first test to which measures must be brought is the good of the ward. It is the first interest of the guardian, for it concerns his honor. Whatever the part of the United States in the growing conflict of European interests around China and the East, we deal there with equals, and may battle like men; but our new possessions, with their yet minor races, are the objects only of solicitude.

Ideas underlie action. If the paramount idea of beneficence becomes a national conviction, we may stumble and err, we may at times sin, or be betrayed by unworthy representatives; but we shall advance unfailingly. I have been asked to contribute to the discussion of this matter something from my own usual point of view; which is, of course, the bearing of sea power upon the security and the progress of nations. Well, one great element of sea power, which, it will be remembered, is commercial before it is military, is that there be territorial bases of action in the regions important to its commerce.

That is self-interest. But the history of Spain's decline, and the history of Great Britain's advance,--in the latter of which the stern lesson given by the revolt of the United States is certainly a conspicuous factor, as also, perhaps, the other revolt known as the Indian Mutiny, in 1857,--alike teach us that territories beyond the sea can be securely held only when the advantage and interests of the inhabitants are the primary object of the administration. The inhabitants may not return love for their benefits,--comprehension or grat.i.tude may fail them; but the sense of duty achieved, and the security of the tenure, are the reward of the ruler.

I have understood also that, through the pages of "The Engineering Magazine," I should speak to the men who stand at the head of the great mechanical industries of the country,--the great inventors and the leaders in home development,--and that they would be willing to hear me. But what can I say to them that they do not know? Their own businesses are beyond my scope and comprehension. The opportunities offered by the new acquisitions of the United States to the pursuits with which they are identified they can understand better than I.

Neither is it necessary to say that adequate--nay, great--naval development is a condition of success, although such an a.s.sertion is more within my competence, as a student of navies and of history. That form of national strength which is called sea power becomes now doubly inc.u.mbent. It is needed not merely for national self-a.s.sertion, but for beneficence; to ensure to the new subjects of the nation peace and industry, uninterrupted by wars, the great protection against which is preparation--to use that one counsel of Washington's which the anti-imperialist considers to be out of date.

I have, therefore, but one thing which I have not already often said to offer to such men, who affect these great issues through their own apt.i.tudes and through their far-reaching influence upon public opinion, which they touch through many channels. Sea power, as a national interest, commercial and military, rests not upon fleets only, but also upon local territorial bases in distant commercial regions. It rests upon them most securely when they are extensive, and when they have a numerous population bound to the sovereign country by those ties of interest which rest upon the beneficence of the ruler; of which beneficence power to protect is not the least factor. Mere just dealing and protection, however, do not exhaust the demands of beneficence towards alien subjects, still in race-childhood. The firm but judicious remedying of evils, the opportunities for fuller and happier lives, which local industries and local development afford, these also are a part of the duty of the sovereign power. Above all, there must be constant recognition that self-interest and beneficence alike demand that the local welfare be first taken into account. It is possible, of course, that it may at times have to yield to the necessities of the whole body; but it should be first considered.

The task is great; who is sufficient for it? The writer believes firmly in the ultimate power of ideas. Napoleon is reported to have said: "Imagination rules the world." If this be generally so, how much more the true imaginations which are worthy to be called ideas!

There is a n.o.bility in man which welcomes the appeal to beneficence.

May it find its way quickly now to the heads and hearts of the American people, before less worthy ambitions fill them; and, above all, to the kings of men, in thought and in action, under whose leadership our land makes its giant strides. There is in this no Quixotism. Materially, the interest of the nation is one with its beneficence; but if the ideas get inverted, and the nation sees in its new responsibilities, first of all, markets and profits, with incidental resultant benefit to the natives, it will go wrong. Through such mistakes Great Britain pa.s.sed. She lost the United States; she suffered bitter anguish in India; but India and Egypt testify to-day to the n.o.bility of her repentance. Spain repented not. The examples are before us. Which shall we follow?

And is there not a stimulus to our imagination, and to high ambition, to read, as we easily may, how the oppressed have been freed, and the degraded lifted, in India and in Egypt, not only by political sagacity and courage, but by administrative capacity directing the great engineering enterprises, which change the face of a land and increase a hundredfold the opportunities for life and happiness? The profession of the writer, and the subject consequently of most of his writing, stands for organized force, which, if duly developed, is the concrete expression of the nation's strength. But while he has never concealed his opinion that the endurance of civilization, during a future far beyond our present foresight, depends ultimately upon due organization of force, he has ever held, and striven to say, that such force is but the means to an end, which end is durable peace and progress, and therefore beneficence. The triumphs and the sufferings of the past months have drawn men's eyes to the necessity for increase of force, not merely to sustain over-sea dominion, but also to ensure timely use, in action, of the latent military and naval strength which the nation possesses. The speedy and inevitable submission of Spain has demonstrated beyond contradiction the primacy of navies in determining the issue of transmarine wars; for after Cavite and Santiago had crippled hopelessly the enemy's navy, the end could not be averted, though it might have been postponed. On the other hand, the numerical inadequacy of the troops sent to Santiago, and their apparently inadequate equipment, have shown the necessity for greater and more skilfully organized land forces. The deficiency of the United States in this respect would have permitted a prolonged resistance by the enemy's army in Cuba,--a course which, though sure ultimately to fail, appealed strongly to military punctilio.

These lessons are so obvious that it is not supposable that the national intelligence, which has determined the American demand for the Philippines, can overlook them; certainly not readers of the character of those to whom this paper is primarily addressed. But when all this has been admitted and provided for, it still remains that force is but the minister, under whose guardianship industry does its work and enjoys peaceably the fruits of its labor. To the mechanical industries of the country, in their multifold forms, our new responsibilities propound the questions, not merely of naval and military protection, but of material development, which, first beneficent to the inhabitants and to the land, gives also, and thereby, those firm foundations of a numerous and contented population, and of ample local resources, upon which alone military power can securely rest.

DISTINGUISHING QUALITIES OF SHIPS OF WAR

DISTINGUISHING QUALITIES OF SHIPS OF WAR

From the descriptions of warships usually published, it would naturally be inferred that the determination of their various qualities concern primarily the naval architect and the marine engineer. This is an error. Warships exist for war. Their powers, being for the operations of war, are military necessities, the appreciation of which, and the consequent qualities demanded, are military questions. Only when these have been decided, upon military reasons, begins the office of the technologist; namely, to produce the qualities prescribed by the sea officer. An eminent British naval architect used to say, "I hold that it is the part of the naval officers to tell us just what qualities--speed, gun-power, armor, coal endurance, etc.--are required in a ship to be built, and then leave it to us to produce the ship." These words distinguish accurately and summarily the functions of the military and the technical experts in the development of navies. It is from the military standpoint, solely, that this article is written.

The military function of a navy is to control the sea, so far as the sea contributes to the maintenance of the war. The sea is the theatre of naval war; it is the field in which the naval campaign is waged; and, like other fields of military operations, it does not resemble a blank sheet of paper, every point of which is equally important with every other point. Like the land, the sea, as a military field, has its important centres, and it is not controlled by spreading your force, whatever its composition, evenly over an entire field of operations, like b.u.t.ter over bread, but by occupying the centres with aggregated forces--fleets or armies--ready to act in ma.s.ses, in various directions from the centres. This commonplace of warfare is its first principle. It is called concentration, because the forces are not spread out, but drawn together at the centres which for the moment are most important.

Concentrated forces, therefore, are those upon which warfare depends for efficient control, and for efficient energy in the operations of war. They have two chief essential characteristics: force, which is gained by concentration of numbers; and mobility, which is the ability to carry the force rapidly, as well as effectively, from the centre to any point of the outlying field where action, offensive or defensive, becomes necessary. It is essential to keep in mind both these factors, and to study them in their true mutual relations of priority, in order and in importance,--force first, mobility second; for the force does not exist for the mobility, but the mobility for the force, which it subserves. Force without mobility is useful; even though limited, as in coast fortifications; mobility without force is almost useless for the greater purposes of war. Consequently, when it is found, as is frequently the case, that one must yield somewhat, in order to the full development of the other, it is extreme mobility, extreme speed, which must give way to greater force.

This caution may seem superfluous, but it is not so; for in the popular fancy, and in the appreciation of the technical expert, and to some extent also in the official mind as well,--owing to that peculiar fad of the day which lays all stress on machinery,--mobility, speed, is considered the most important characteristic in every kind of ship of war. Let the reader ask himself what is the most p.r.o.nounced impression left upon his mind by newspaper accounts of a new ship. Is it not that she is expected to make so many knots? Compared with that, what does the average man know of the fighting she can do, when she has reached the end of that preposterously misleading performance called her trial trip? The error is of the nature of a half-truth, the most dangerous of errors; for it is true that, as compared with land forces, the great characteristic of navies is mobility; but it is not true that, between different cla.s.ses of naval vessels, the swiftest are the most efficient for control of the sea. Force is for that the determining element.

Keeping these relations of force and mobility constantly in mind, there is a further consideration, easily evident, but which needs to be distinctly stated and remembered. When a ship is once built, she cannot be divided. If you have on land concentrated ten thousand men, you can detach any fraction of them you wish for a particular purpose; you can send one man or ten, or a company, or a regiment. You can, in short, make of them any fresh combination you choose. With ships, the least you can send is one ship, and the smallest you have may be more than you wish to spare. From this (as well as for other reasons) arises a necessity for ships of different cla.s.ses and sizes, which must be determined beforehand. The determination must be reached not merely by _a priori_ reasoning, as though the problem were wholly new; but regard must be had to the experience of the past,--to the teaching of history. History is experience, and as such underlies progress, just as the cognate idea, experiment, underlies scientific advance.

Both history and reasoning, of the character already outlined in these papers, concur in telling us that control of the sea is exercised by vessels individually very large for their day, concentrated into bodies called fleets, stationed at such central points as the emergency demands. Our predecessors of the past two centuries called these vessels "ships of the line of battle," from which probably derives our briefer modern name "battleship," which is appropriate only if the word "battle" be confined to fleet actions.

Among the naval ent.i.ties, fleets are at once the most powerful and the least mobile; yet they are the only really determining elements in naval war. They are the most powerful, because in them are concentrated many ships, each of which is extremely strong for fighting. They are the least mobile, because many ships, which must keep together, can proceed only at the rate of the slowest among them.

It is natural to ask why not build them all equally fast? The reply is, it is possible to do so within very narrow limits, but it is not possible to keep them so. Every deterioration, accident, or adverse incident, which affects one involves all, as regards speed, though not as regards fighting force. In our recent war, when an extensive operation was contemplated, the speed of one battleship reduced the calculated speed of the fleet by one knot,--one sea mile per hour.

But, it may be urged, will not your slowest speed be much increased, if every vessel be originally faster? Doubtless; but speed means tonnage,--part of the ship's weight devoted to engines; and weight, if given to speed, is taken from other qualities; and if, to increase speed, you reduce fighting power, you increase something you cannot certainly hold, at the expense of something at once much more important and more constant--less liable to impairment. In the operation just cited the loss of speed was comparatively of little account; but the question of fighting force upon arrival was serious.

An escape from this dilemma is sought by the advocates of very high speed for battleships by increasing the size of the individual ship.

If this increase of size is accompanied by increase of speed, but not proportionately of fighting power, the measure, in the opinion of the writer, stands self-condemned. But, granting that force gains equally with speed, there is a further objection already mentioned. The exigencies of war demand at times division, as well as concentration; and, in fact, concentration, properly understood, does not mean keeping ships necessarily within sight of one another, but so disposed that they can unite readily at will,--a consideration which s.p.a.ce forbids me more than to state. Now, a big ship cannot be divided into two; or, more pertinently, eight ships cannot be made into ten when you want two bodies of five each. The necessity, or supposed necessity, of maintaining the Flying Squadron at Hampton Roads during the late hostilities exactly ill.u.s.trates this idea. Under all the conditions, this disposition was not wholly false to concentration, rightly considered; but had the ships been fewer and bigger, it could not have been made.

The net result, therefore, of the argument, supported, as the writer believes, by the testimony of history, is: (1) that a navy which wishes to affect decisively the issues of a maritime war must be composed of heavy ships--"battleships"--possessing a maximum of fighting power, and so similar in type as to facilitate that uniformity of movement and of evolution upon which concentration, once effected, must depend for its maintenance, whether during a pa.s.sage or in actual engagement; (2) that in such ships, regarded as fighting factors, which is their primary function, size is limited, as to the minimum, by the advisability of concentrating as much fighting power as possible under the hand of a single captain; but, on the other hand, size is also limited, as to its maximum, by the need of retaining ability to subdivide the whole fleet, according to particular exigencies; (3) as regards that particular form of mobility called speed, the writer regards it as distinctly secondary for the battleship; that, to say the least, the present proportions of weight a.s.signed to fighting force should not be sacrificed to obtain increase of speed. Neither should the size of the individual ships be increased merely to obtain rates of speed higher than that already shown by some of our present battleships.

Concerning that particular function of mobility which is called coal endurance,--that is, the ability to steam a certain distance without stopping to recoal,--the convenience to military operations of such a quality is evident; but it is obvious that it cannot, with the fuels now available, be possessed beyond very narrow limits. A battleship that can steam the greatest distance that separates two fortified coaling stations of her nation, with a reasonable margin above that to meet emergencies, will evidently be able to remain for a long while with the fleet, when this is concentrated to remain under reduced steam at a particular point. The recoaling of ships is a difficulty which must be met by improving the methods of that operation, not by sacrificing the military considerations which should control the size and other qualities of the vessel.

It is the belief of the writer that ten thousand tons represent very nearly the minimum, and twelve thousand the maximum, of size for the battleship. Our present battleships fall within those limits, and, although less uniform in their qualities than might be desired, they give perfectly satisfactory indications that the requisite qualities can all be had without increase of size. When more is wanted--and we should always be striving for perfection--it should be sought in the improvement of processes, and not in the adding of ton to ton, like a man running up a bill. It is the difference between economy and extravagance. Into battleships such as these should go the greater proportion of the tonnage a nation gives to its navy. Ships so designed may reach the ground of action later than those which have more speed; but when they arrive, the enemy, if of weaker fighting power, must go, and what then has been the good of their speed? War is won by holding on, or driving off; not by successful running away.

An important consideration in determining the necessary composition of a navy is the subdivision of fighting power into offensive and defensive. The latter is represented chiefly by armor, the former by guns; although other factors contribute to both. The relative importance of the two depends upon no mere opinion of the writer, but upon a consensus of authority practically unanimous, and which, therefore, demands no argument, but simple statement. Offensive action--not defensive--determines the issues of war. "The best defence against the enemy's fire is a rapid fire from our own guns," was a pithy phrase of our Admiral Farragut; and in no mere punning sense it may be added that it is for this reason that the rapid-fire gun of the present day made such big strides in professional favor, the instant it was brought to the test of battle. The rapid-fire gun is smaller than the great cannon mounted in the turrets; but, while the latter have their proper usefulness, the immensely larger number of projectiles fired in a given time, and valid against the target presented to them, makes the rapid-fire battery a much stronger weapon, offensively, than the slow-acting giants. Here is the great defect of the monitor, properly so-called; that is, the low-freeboard monitor. Defensively, the monitor is very strong; offensively, judged by present-day standards, it is weak, possessing the heavy cannon, but deficient in rapid fire. Consequently, its usefulness is limited chiefly to work against fortifications,--a target exceptional in resistance, and rarely a proper object for naval attack. It is the opinion of the writer that no more monitors should be built, except as accessory to the defence of those harbors where submarine mines cannot be depended upon,--as at San Francisco and Puget Sound. It should be added that the monitor at sea rolls twice as rapidly as the battleship, which injuriously affects accuracy of aim; that is, offensive power.

The general principle of the decisive superiority of offensive power over defensive is applicable throughout,--to the operations of a war, to the design of a battleship, to the scheme of building a whole navy.

It is to the erroneous belief in mere defence that we owe much of the faith in the monitor, and some of the insistence upon armor; while the cry that went up for local naval defence along our coast, when war threatened in the spring of 1898, showed an ignorance of the first principles of warfare, which, if not resisted, would have left us impotent even before Spain.

Brief mention only can be given to the other cla.s.ses of vessels needed by the navy. Concerning them, one general remark must be made. They are subsidiary to the fighting fleet, and represent rather that subdivision of a whole navy which is opposed to the idea of concentration, upon which the battleship rests. As already noted, a built ship cannot be divided; therefore, battleships must be supplemented by weaker or smaller vessels, to perform numerous detached and often petty services.

From this characteristic of detachment--often singly--important engagements will rarely be fought by these smaller vessels. Therefore, in them fighting power declines in relative importance, and speed, to perform their missions, increases in proportion. As their essential use is not to remain at the centres, but to move about, they are called generically cruisers, from the French word _croiser_,--to cross. They cross back and forth, they rove the sea,--despatch boats, lookouts, scouts, or raiders. They are the cavalry of the fleet.

Prominent among these in modern navies is the so-called "armored"

cruiser,--a type to which belonged the four princ.i.p.al vessels of Cervera's squadron. The name itself is interesting, as indicating the inveterate tendency of mankind to straddle,--the reluctance to choose one of two opposite things, and frankly to give up the other. Armor, being an element of fighting power, belongs properly to the battleship rather than the cruiser; and in the latter, if the weight spent in armor detracts from speed or coal endurance, it contravenes the leading idea of a cruiser,--mobility. But, while the name is incongruous, the type has its place as an armored vessel, though not as a cruiser. In our service at least--where it is represented by the _New York_ and the _Brooklyn_--it is practically a second-cla.s.s battleship, in which weight taken from fighting power is given to enginery and to speed. The advantage arising from this is purely tactical; that is, it comes into play only when in touch with the enemy. The armored cruiser belongs with the fleet, therefore her superior speed does not tell in making pa.s.sages; but when fleets are in presence, or in the relative conditions of chase and pursuit, there is an advantage in being able to throw to the front, rear, or flanks, vessels which on a pinch can either fight or fly. This, be it noted in pa.s.sing, is no new thing, but as old as naval history. A squadron of fast battleships of the day, thrown to the front of a fleet to hara.s.s the flanks of the enemy, is a commonplace of naval tactics, alike of galleys and sailing ships. Off Santiago, the _New York_ and _Brooklyn_ were, by Admiral Sampson, placed on the flanks of his squadron.

Whichever way Cervera turned he would find a vessel of speed and fighting power equal to those of his own ships. Though unequal in fighting power to a first-cla.s.s battleship, many circ.u.mstances may arise which would justify the armored cruiser in engaging one, provided her own fleet was in supporting distance. From their hybrid type, and from the exceptional circ.u.mstances under which they can be used, the tonnage put into these vessels should be but a small percentage of that given to the battle fleet, to which, and not to the cruisers, they really belong.

Concerning all other cruisers, mobility, represented in speed and coal endurance, is the chief requisite. Notwithstanding occasional aberrations in the past, the development of the cruiser cla.s.ses may be safely entrusted by the public to the technical experts; provided it be left to naval officers, military men, to say what qualities should predominate. Moreover, as such vessels generally act singly, it is of less importance that they vary much in type, and the need of subdivision carries with it that of numerous sizes; but battleships, including armored cruisers, are meant to work together, and insistence should be made upon h.o.m.ogeneousness, especially in manoeuvring qualities.

To sum up: the attention of the public should be centred upon the armored fleet, to which the bulk of expenditure should be devoted; the monitor, pure and simple,--save for very exceptional uses,--should be eliminated; the development of the true cruiser,--not armored,--both in type and in numbers, does not require great interest of the public; much of the duties of this cla.s.s, also, can be discharged fairly well by purchased vessels, although such will never have the proportion of fighting power which every type of ship of war should possess. As a rule, it is undesirable that a military force, land or sea, should have to retreat before one of equal size, as auxiliary cruisers often would.

CURRENT FALLACIES UPON NAVAL SUBJECTS

CURRENT FALLACIES UPON NAVAL SUBJECTS

All matters connected with the sea tend to have, in a greater or less degree, a distinctly specialized character, due to the unfamiliarity which the sea, as a scene of _action_, has for the ma.s.s of mankind.

Nothing is more trite than the remark continually made to naval officers, that life at sea must give them a great deal of leisure for reading and other forms of personal culture. Without going so far as to say that there is no more leisure in a naval officer's life than in some other pursuits--social engagements, for instance, are largely eliminated when at sea--there is very much less than persons imagine; and what there is is broken up by numerous petty duties and incidents, of which people living on sh.o.r.e have no conception, because they have no experience. It is evident that the remark proceeds in most cases from the speaker's own consciousness of the unoccupied monotony of an ocean pa.s.sage, in which, unless exceptionally observant, he has not even detected the many small but essential functions discharged by the officers of the ship, whom he sees moving about, but the aim of whose movements he does not understand. The pa.s.senger, as regards the economy of the vessel, is pa.s.sive; he fails to comprehend, often even to perceive, the intense functional activity of brain and body which goes on around him--the real life of the organism.

In the progress of the world, nautical matters of every kind are to most men what the transactions of a single ship are to the pa.s.senger.

They receive impressions, which they mistake for opinions--a most common form of error. These impressions are repeated from mouth to mouth, and having the common note of superficial observation, they are found to possess a certain resemblance. So they serve mutually to fortify one another, and to const.i.tute a _quasi_ public opinion. The repet.i.tion and stereotyping of impressions are greatly forwarded by the system of organized gossip which we call the press.

It is in consequence of this, quite as much as of the extravagances in a certain far from reputable form of journalism, that the power of the press, great as it unquestionably still is, is not what it should be. It intensifies the feeling of its own const.i.tuents, who usually take the paper because they agree with it; but if candid representation of all sides const.i.tutes a fair attempt to instruct the public, no man expects a matter to be fairly put forward. So far does this go, in the experience of the present writer, that one of the most reputable journals in the country, in order to establish a certain extreme position, quoted his opinion in one paragraph, while omitting to give the carefully guarded qualification expressed in the very succeeding paragraph; whereby was conveyed, by implication, the endors.e.m.e.nt of the extreme opinion advocated, which the writer certainly never held.

Direct misrepresentation, however, whether by commission or by omission, careless or wilful, is probably less harmful than the indirect injury produced by continual repet.i.tion of unintentional misconceptions. The former occurs generally in the case of living, present-moment questions; it reaches chiefly those already convinced; and it has its counteraction in the arguments of the other party, which are read by the appropriate const.i.tuency. The real work of those questions of the day goes on behind the scenes; and the press affects them, not because of its intrinsic power, but only in so far as it is thought to represent the trend of thought in a body of voters. On subjects of less immediate moment, as military and naval matters are--except when war looms near, and preparation is too late--men's brains, already full enough of pressing cares, refuse to work, and submit pa.s.sively to impressions, as the eye, without conscious action, takes note of and records external incidents. Unfortunately these impressions, uncorrected by reflection, exaggerated in narration, and intensified by the repet.i.tion of a number of writers, come to const.i.tute a body of public belief, not strictly rational in its birth or subsequent growth, but as impa.s.sive in its resistance to argument as it was innocent of mental process during its formation.

The intention of the present paper is to meet, and as far as possible to remove, some such current errors of the day on naval matters--popular misconceptions, continually encountered in conversation and in the newspapers.