TRAINING IN SAIL

Stratford Evening Post, Volume II, Issue 224, 20 April 1933, Page 3

TRAINING IN SAIL

Naval Officers and Rating's

CONSIDERATION BY ADMIRALTY Criticism by At a time when the standard of seamanship in the Royal Navy is coming in for criticism by elderly officers of the “shell-back" school and the revival of training in, sail for young officers and ratings is being seriously considered by lire Admiralty, it seems opportune l 0 present a few facts which suggest that our modern naval men can still handle their ships with a smartness that should delight the heart of any old salt, writes Hector Bywater in ihe London Daily Telegraph. Not so long ago a correspondent wrote to the Daily Telegraph recalling an occasion when a British destroyer having a foreign potentate on board, astonished and apparently disconcerted the exalted passenger by coining to her anchorage at high speed. “Flying anchorages, ’ as they are termed, have always been a specialty, if not a monopoly of the Royal Navy, and many thrilling stories might be told about them. This particular evolution demands seamanship of the highest order, it is impressive enough to see a single ship mak„ a flying anchorage; when a whole squadron performs this manoeuvre the effect is magnificent. More recently, when a United States squadron was visiting Gibraltar, our Mediterranean Fleet arrived to pay its respects. As a graceful gesture to the visitors our battleships made a flying anchorage, and so perfectly was the manoeuvre carried out that the American Admiral hoisted a congratulatory signal. Fifteen knots is the highest speed at which a destroyer has ever made a flying anchorage. A decidedly ticnlish operation even in open water, it calls foi consummate skill and unerring judgment when the harbour is crowded with ships.

Hew it Is Dene A destroyer carries eight shackles of cable (.12J fathoms, or 75 feet) on her starboard anchor, and six shackles on ?ier port “mud hook.” When about to make a flying anchorage the ship stops both her engines, which are immediately put 'full speed astern together, while at the same moment five or six shackles of both cables are let go.

As the anchors take the ground their pull, combined with the backward impulse of the reversed propellers, checks the momentum of the ship, and, given good judgment, the instant at which she loses way and becomes motionless on the water can be calculated to a nicety. Needless to say, the manoeuvre is one which only practice can make perfect. The operation is much more difficult to perform with the modern turbine-driven vessel than with one propelled by reciprocating engines, owing to the small proportion of driving power which is available astern rvith turbine machinery. Flying anchorages are not infrequently made by our largest battleships, but. in this case the procedure is different. The engines have to bo stopped, then reversed, about a mile away from the point of anchorage, and even then the drag on the massive cables and anchors barely suffices to bring the 30,0U0-ton floating mass to a standstill at the required position. What Cruisers Will Do

Light cruisers can anchor at speeds up to ten knots, when their cables are “run out to a clinch,” which signifies to full length. The manoeuvre is often carried out when our cruisers visit foreign ports, and never fails to excite admiration. All of which is good for the national prestige.

Speaking from considerable personal experience gained in warships of many nationalities, I should say that the British Navy is still easily first in seamanship- which is simply the art of handling i any type of craft, from small boats to | super-dreadnoughts. We have admirals and captains who I do not hesitate to handle their Commands I in a way that would appal the more | conservative seamen of other navies, yet | such is their skill and judgment that J accidents hardly ever occur. It is a wonderful experience to stand on the compass platform of a warship beside a commanding officer who knows exactly i what his vessel will do, and who can drive or “gentle” her just as an experienced horseman handles his mount. Some years ago a British squadron was due to pay a courtesy visit to a foreign port. A few hours before its arrival a dense fog descended upon the sea. Pilot boats sent out to meet the ships turned back to harbour, assuming that our squadron would not attempt to make port before the fog lifted. According to the original programme the squadron was due to reach its moorings by 3 a.m. Judge, then, of the astonishment ashore when, exactly at the appointed hour, the thunder of saluting guns reverberated across the bay, and, as the fog lifted, the British ships were seen to be moored in perfect alignment at their appointed stations.