and afterwards to complete it at the full width. Trenches for supernumeraries and charger-pits are also to be constructed of smaller dimensions in rear of the main trench. The former, in the requisite number of short lengths, three paces in rear of the main trench, the charger-pits twenty paces in rear, five feet in length, three feet deep, with a ramp six feet long a each end. The parapet formed of the earth thus thrown out will be seventeen feet in length, six feet in height from sole of trench and reveted with sods or turf. As regards the means of execu tion, one tool is to be issued to each complete file, a shovel to the right file, and a pick to the left. On the march, the tools are to be carried alternately by ranks, the front rank with "slung arms," each man carrying his pick or shovel at the trail in the right hand, iron to the front and vertical, the rear rank with trailed arms, and vice versa. On some occasions the shelter trenches may be prepared before hand by a working party detached for the purpose. In this case, "it is to be borne in mind that the excavation of one cubic yard (27 cubic feet) of earth per hour is not too much to expect from an unskilled labourer, such work being continued for eight hours. The mode of proceeding would be the same as above described, except that each man would be provided with a pick and shovel, (the former to be carried in the left hand and the shovel in the right,) and would have a larger portion to excavate, varying according to the nature of the soil and the time in which it is to be done. "In four hours a man should be expected to execute the following amounts: From 8 to 16 paces of supernumerary trench. main trench if four feet wide. "One to two men should execute a charge-pit of dimensions described above in the same time." It is added that the same dimensions of trench may be filled up by fatigue parties composed of an equal number of men in one hour. Here we may be permitted to ask whether a method of slinging entrenching tools might not be devised for use upon occasion ? Any one who tries the experiment will find out that the method of carrying tools at the trail is far the best and simplest. But occasions may happen when it may be desirable to have the rifle in the hand and the tools attached to the person. Whilst we are waiting for the new pattern tools-which we hope will prove strong enough to stand the hard usage they will certainly receive if they are to be for use and not for show-it seems to us that it might be desirable to make the most of those already existing. Slings, straps, and the like cannot always be improvised when wanted. Under the heading, Advanced Guards, Picquets, &c., we find that the details of advanced guards have been much simplified. They are in future to be composed of front, right, left and connecting files, and a support of a half-company, the main body forming the reserve. Rear guards to be formed in like manner, and on the march, the files are to stand fast, and take up their distance as the column moves off. We could wish that the instructions respecting rear guards had been given more explicitly, so that the practice which obtained a few years back (and probably does still) in some regiments, of countermarching the rear company before throwing out a rear guard, thus giving rise to much needless confusion if the men are required to close rapidly on the column, might be understood, as it is seemingly implied, to be unnecessary. Some additional instructions respecting the defence of buildings might, we think, have been given under the head of outposts. It appears to us that a few" pictures" similar to those accompanying the "shelter trench exercise," showing some of the most familiar buildings, say, in the neighbourhood of Aldershotfarms, toll-houses, or country inus, defended by detachments of troops, would convey more instruction to young officers and noncommissioned officers than many pages of letter-press and diagrams. We should have liked to have seen the method suggested by the late Colonel Sir W. Reid, R.E., for troops on outpost duty to receive the general or field-officer of the day by repairing to their posts of defence (when in a building or entrenchment) in place of standing to their arms, recognised. In the part headed Miscellaneous Subjects, we observe a few simplifications in guard-mounting duties; also very minute details respecting the ceremony of presenting colours. At the end of the book we have a leaf, apparently an afterthought, containing a few common-sense rules to be observed by troops in crossing floating bridges. Some analagous memoranda as to the mode of entering and leaving boats, and "escalading" might we think also have been added with advantage. Now, in conclusion, let us note what appears to us a serious omission when compared with the extreme care bestowed on many matters of less importance, we mean the absence of any allusion to, or recognition of the fatigue duties which are indispensable in action. No doubt the Revising Committee did not feel themselves justified in trenching on the vexed question of our transport deficiencies. But a few simple rules for the performance of such very obvious duties as the distribution of fresh ammunition, and the removal of the wounded, might surely have been given. It does not require much field experience to know that these duties must be performed, and that when arrangements for these purposes are left to chance they are often productive of inconvenience, and in the last named matter, not unfrequently of grave irregularities. The custom of detailing a few men for such duties whenever field manoeuvres are practised, and providing certain recognised rules for their guidance, it seems to us in all probability would obviate many difficulties on active service. TRANSPORTS, FOR THE CONVEYANCE OF NATIVE TROOPS AND FOLLOWERS. BY DEPUTY INSPECTOR-GENERAL PELLY, F.R.C.S., C.B. Until very recently, there does not appear to have been any attention paid to this subject; and although some few rules have latterly been made with a view of regulating the amount of ventilating apertures in proportion to the number of men between decks, it may safely be asserted that much more remains to be done before we can consider that we have attained to such a degree of improvement as is not only desirable, but essential, to the health of the men during long voyages. In March, 1866, some rules were published in General Orders, regulating the amount of superficial area to be allowed to each man; but without any reference to cubical space, or to the transverse sectional areas of inlets and outlets for ventilation. These orders laid down that for voyages not likely to exceed five days, a space not exceeding (it might from this wording be apparently less), six feet by one foot in steam vessels, and six feet by one and a quarter in sailing ships, were allowed to each adult Sepoy. For longer voyages, six feet by one and a half were allowed to each adult Sepoy, whether in steamers or sailing vessels; but only six feet by one were allowed to each campfollower, under all circumstances. These rules were, in fact, only a repetition of those issued in Calcutta, on the 17th August, 1862, and were published after some correspondence concerning the accommodation provided for the 22nd Regiment Native Infantry, when on their voyage from Hong Kong and Shanghai to Bombay in March 1865. Taking even the highest allowance given to Sepoys, viz., nine square feet, men must be packed pretty closely; and even in an ordinary room, men massed together in large numbers would soon render the atmosphere poisonous. What must it be in the case of followers, who are allowed only six square feet per man? There can scarcely be room for them to turn, and they must be doomed to breathe little else than the air last expired by themselves, and their immediate neighbours. It is true that the measurements given are considered sufficient, upon the ground that it is an understood rule that one third of the men should always be upon deck. But this is not at all times practicable, nor is it on all occasions attended to-even when there is nothing to prevent it. Even granting that this rule is strictly carried into effect, there would then at the most be only twelve superficial feet for the Sepoy, and eight for the follower areas, which (especially the latter) are considered by most people as far too limited. Why, it may here be asked, should there be such a marked difference between the areas allowed for the two classes of Natives? The emigration laws require that even in temperate climates twelve superficial feet should be allotted to each adult. At least as much space per man must surely be requisite within the tropics. The arrangement for the accommodation of Natives on board, based only upon superficial space was evidently not considered satisfactory by the Government of Bombay; for in December, 1866, a reference was made through the Quartermaster-General's Department to the Sanitary Commission, the President being requested to prepare rules for the regulation of ventilation on board troopships. The answer embodied a set of rules based, apparently, on the suggestions made by Dr. Parkes in his excellent work on Military Hygiene. That these rules were not considered by the Government as sufficient to meet the many probable contingencies which might be anticipated on board a transport conveying troops or followers, may be inferred from the fact that the subject was again referred to the Commission. His Excellency the Commander-in-Chief was of opinion that the suggestions with regard to separate ventilation for troop-ships should be reduced to a system bearing a fixed proportion to the superficial space allowed by regulation to invalids, men in health, women and children, and hospitals. "Sir Robert Napier believes that the Emigration Committee has acted on these principles in framing their freight rules for emigrants." This was going to the root of the question; but the reply did not afford the information hoped for. It was as follows: "In clause V. of the Emigration Rules alluded to by the Commander-in-Chief, the number and minimum size of bellmouthed metal ventilators, and of air shafts with which emigrant vessels are required to be fitted are stated; but nowhere in the rules is there any allusion to a fixed proportion obtaining between the transverse sectional area of the ventilating apertures, and the superficial area of the emigrant's deck. The requisite size and number of tubes have not yet been experimentally determined; indeed, the disturbing effects of the varying force and relative. direction of the wind, as well as the difference of temperature, seem to render it impossible to prescribe one rule suited to all circumstances; it would seem best to have plenty of ventilating tubes with the means of closing wholly or partially some of them. It is thought that there should be throughout five superficial inches of ventilating openings to every ten and a half feet of occupied deck surface, or, to facilitate calculation, that there should be a minimum of half a square inch to one square foot of deck surface; after deducting for hatchways, masts, lockers, &c. It must be admitted that there are great difficulties in prescribing one rule suited to all circumstances on board ship; but it is not unreasonable to hope that they may be so far overcome as to give a nearer approach to a correct calculation than the above offers. Fancy being shut up in a cell six feet in length, eighteen inches wide, and not more than seven feet high, without door or window, the only opening being one on the top, of four and a half square inches area! imagine this, as in the case of a follower, reduced by one third as regards superficial space and area of the ventilator, and an idea may be formed of the kind of accommodation that would, under the above scale, be provided for troops on board. A choice, if permitted, would probably be given in favour of the cell, for there the occupant would inhale air rendered impure by his own respiration, and the emanations from his own body alone-whereas in the vessel he would be doomed to inhale that which is polluted by the impurities, formed by hundreds of his comrades, as well as his own. The disproportion between the ventilating area thought requisite on boardship and on land is so great, as will presently be pointed out, that it is difficult to imagine upon what grounds the calculations are made. Probably, however, it is thought that the motion of the vessel, when under sail, will give such a constant current of fresh air, that comparatively a very small amount of ventilating space will be required. This is, doubtless, to some extent found to be the case in practice, where the wind is blowing freshly, and the vessel moving freely; but even then, from the deficiency of a current for below the atmosphere between decks is always more or less foul. What must the state of it be when the air is still, or the weather so bad as to necessitate all the men being kept below, and the closing of the hatches, &c.? Most certainly had the proportion of half a square inch to every square foot been enforced on board the vessels going to Abyssinia, the mortality would have been something frightful. As it was, as will be seen presently, ten times the amount of ventilating space was found insufficient. In making the calculations for ventilation on board transports, we should not lose sight of the results of numerous experiments made by many able men on land, with a view to ascertaining how much fresh air is requisite to keep a man in health-how much is required to replace that which has been rendered foul by expiration and the exhalations from his body-and also |