WAR NOTES.

Taranaki Daily News, 24 April 1916, Page 8

WAR NOTES.

LAST TO LEAVE AXZAC. ■ At every important engagement on land and sea Jerseymcn will be' found taking their share nobly, and it js therefore not surprising to learn'that a Jerscymaii was amongst the last party to evacuate Anzat (says a Jersey paper). Private Chas. A. Kogers, of the Taranaki Company, Wellington Infantry Battalion, Xew Zealand Forces, the soldier concerned, is a young Jersey • lad who left the island a few years ago to join Henry Brown and Co., of Xew Plymouth, and promptly joined up when the call came from the Motherland. He has been rather seriously wounded during the fighting at the Gallipoli Peninsula, but having recovered was again in the fighting line when the decision was made to evacuate. It will be remembered that great credit has been given to the Xew Zealanders for this, and it is gratifying to know that a Jcrseyman shaves in this praise. Writing home, he says that 15 men from each company were picked out to occupy the trenches whilst the main body got away safely. Two Xew Zealand hospitals were also left and sacrificed in ease .any of the men were left wounded. "There is no mistake," .ho adds, "that Johnny the Turk received a great surprise, so I give you a brief idea of our evacuation. The Wellington Battalion left the Apex trenches as follows; First party, 1.40 a.m.; second, 2 a.m.; third, 2.5 a.m. I left with the last men, and fired my final shot at Johnny Turk at 2.10, and quicklv prepared for the beach at Anzac, All arrived quite safe and pleased that we had fulfilled the important duties entrusted to us. "We are .now at Ismaila, where the big fight took place last year, and I daresay will remain here for a few months, and then we hope the Division will be sent to 'La Belle France.'"

GERMANY'S NEW SUBMARINE. There was a report the other day to the effect that a remarkable hew "German submarine had been sighted off the coast of Norway. The stories of "submarine dreadnoughts" must be read with a good deal of reserve. The Germans may be turning out great new types, but if rapidity of construction is their chief aim—and little doubt can be felt on that point—the essential development will be the standardisation of engines and parts, so that many engines can be built in the shortest space and at the least cost. There are very good reasons, therefore, foi supposing that the Germans are not building big experimental submarines, though it is possible, of course, that one firm may have undertaken the construction of a special type! The best information available is that three types are at present being built by the enemy, a sea-goin» submarine of 1000 tons or over, an Intermediate type of about 800 tons for the Baltic, and a coast-defence type of perhaps 300 tons. B.ut while this can be described a s the best information to hand, it has to be added that the source of it is still open to doubt. An interesting note on the size of submarines is given, in the journal Engineering. "In the present stage of I development of the single-acting Diesel engine," it says, "it is entirely practicable to instal a submarine - power plant of from 4000 to'iiOOO horse-power in a boat of from 900 to 1100 tons surface displacement. .When this displacement is 1 coupled with a length of about 200 ft, a speed of'twenty-five knots or more, it is -well to remember that excessive length in a submarine is in itself a very' undesirable feature. In operating submerged, it is not always possible to avoid some fore anijl aft inclination, of the boat's axis; and when great lengths are involved, comparatively small angles of inclination result in great differences in the level of the bow and stem. Obviously, then, the greater the length the greater the depth of water required for rapid and safe submerged manoeuvres. On this account, having in view the possible and probable uses of the fleet and submarine, .every effort will no doubt be made to keep the length within reasonable limits. Adopting, say, 300 ft as the limit of-length, coupling this with, a displacement of about 1200 tons on the surface, from 10,000 to 12,000 horse-power would bo required for a surface speed of twenty-five knots. An installation of Diesel engines of such power would at this moment of writing bt experimental."