The missile boat 'revolution' of the s was in reality only the second resurrection of the theories associated with the French Navy's Jrune Ecole a century earlier. Then it was the steam torpedo boat which was to sweep the battleship engine ship engineping maritime marine engineering from the seas. Both tile Marine Nationale and the Royal Navy built large numbers Of torpedo boats in the late s and throughout the s. [n service they proved flimsy and unreliable, very suscep­tible to damage on exercises in anything but a flat calm.They also proved useless for scouting as the view from their low bridges was very restricted. The answer to the torpedo boat'menace' proved to be the `torpedo boat destroyer' (TBD), introduced by the Royal Navy in . By doubling the displacement the TBD's scakeeping was improved, and allowed a weight margin for a heavier gun annament. Within a few years the TBD rendered the torpedo boat obsolete; it could destroy hostile torpedo boats by gunfire before they came within torpedo range and then go on to make a torpedo attack themselves on the enemy's fleet.Mexico, Micronesia, Moldova, Monaco, Mongolia, Montserrat, Morocco, Mozambique, Myanmar, Namibia, Nauru, Nepal, Netherlands, Netherlands, New Caledonia, New Zealand, Nicaragua, Niger, Nigeria, Niue, Norfolk Island, Northern Mariana Islands, Norway, Oman, Pakistan, Palau, Palestinian

In the First World War the Royal Navy and the Italian Navy pioneered a new type of petrol­engined torpedo boat, known as Coastal Motor Boats (CMs) in the Royal Navy and Morn­barcaAntrntn Silurante (MAS) in ltaly.These craft caused great excitement, particularly for young officers, and great things were expected of them. MAS., commanded by Lieutenant Luigi Rizzo, achieved immortality by sinking the Austro-Hungarian dreadnought Szent {stvan in the Adriatic on ) June . In she was preserved and put on permanent show in a museum in Rome.''he CMBs' main achievement was a daring raid on the Bolshevik Fleet in Kronstadt on June during the Intervention War. Although they were handled bravely four -ft CMBs were sunk in return for the sinking of the old cruiser which was serving as a depot ship engine ship engineping maritime marine engineering.

The brilliant feat of MAS. , and even the meagre results of the CMB raid on Kronstadt, led to a belief that motor torpedo boats could sink large ship engine ship engineping maritime marine engineerings with inrpunity.The German Navy developed its excellent series of Schnellhootc (known to the British for some reason as E-boats) but they relied on a combination of moonless nights and calm weather to function successfully. The new generation of MAS-boats achieved remarkably little for the money spent on them, the exploits of the US Navy's PT-boats in the Pacific were hugely over-estintatrd, and the Royal Navy's Coastal Forces were known as `Costly Farces' until they learned how to make best use

One of the functions of a specialist Museum is to encourage the further study of the subjects with which it deals. With this end in view the National Maritime Museum regularly organises symposia on different aspects of Maritime History. These symposia, which for the convenience of scholars are held on Saturdays and last the whole day, are conducted at the Museum and organised jointly with the Society for Nautical Research and with other bodies. For example, one symposium has been held under the joint auspices of the Imperial War Museum, another with the United States Embassy. The symposia are adver­tised in academic journals and by the circulation of papers to people known to be interested in the partic­ular subjects concerned. Territories, Panama, Papua New Guinea, Paraguay, Peru, Philippines, Pitcairn, Poland, Portugal, Puerto Rico, Qatar, Rιunion, Romania, Russian Federation, Rwanda, Saint Helena, Saint Kitts and Nevis, Saint Lucia, Saint Pierre and Miquelon, Saint Vincent and the Grenadines, Samoa, San Marino,

The excellent attendances at these informal gatherings and the vigour with which the discussions have been conducted indicates the widespread interest which has developed in matters of maritime history. From time to time, where for one reason or another the subject of a meeting is of especial interest, and records are available, the main papers delivered will be published. In March a symposium on Aspects of the History of ship enginebuilding was held at the Museum which attracted scholars from Sweden, Denmark, Holland, Belgium, France, Canada and the United States. Papers were read by the President of University College, Cambridge, by Mr Ole Crumlin-Pedersen of Roskilde, Denmark, and by Dr G Van der Heide of Schokland Museum in the Netherlands.

High as the standard of the contributions to the National Maritime Museum symposia has been these papers are a particularly notable series. President Morrison summarises the evidence and conclusions presented in Greek Oared ship engines (Cambridge, ) which he wrote with R T Williams, and brings the story up to date. In his paper Ole Crumlin-Pedersen for the first time personally presented to an audience in England the story of the discovery and salving of the Knarr, the first example of the type of vessel with which the Vikings colonized Greenland and ventured on to North America. In his very interesting paper G P Van der Heide among other things presents further evidence of the existence in Northern Europe in the s of vessels the construction of which appears to represent an evolutionary stage between skin construction, that is building by forming planks joined edge to edge into a boat shape and perhaps sub­sequently reinforcing them with frames or `ribs', and the more difficult skeleton construction, building by covering a pre-erected skeleton with a covering of planks. How, when and where skeleton construction developed is one of the most interesting current problems in this branch of maritime history.Sao Tome, Saudi Arabia, Senegal, Serbia, Montenegro, Seychelles, Sierra Leone, Singapore, Slovakia, Slovenia, Solomon Islands, Somalia, South Africa, South Georgia, Sandwich Islands, Spain, Sri Lanka, Sudan, Suriname, Svalbard and Jan Mayen Islands, Swaziland, Sweden, Switzerland, Syria, Taiwan

The aim of this paper is to present the main facts, and some of the inferences that can be drawn from them, concerning the Greek oared warship engines of the early and classical periods. The hope is that such a presentation of facts and inferences may lead, in a gathering of experts in ship engine construction of all ages, to the solution of some of the many problems which remain unresolved.

I shall speak about two main types of ship engine. The first may be loosely but conveniently called `Homeric' since the type which is represented frequently in vase paintings down to the end of the th century appears to correspond to that described in the Homeric poems in some detail. The other is the trieres, known more generally under its latinate English name as the trireme. This was the main type of warship engine in Greek waters from the th to the th centuries.

Two points must be made at the outset. Nothing of any of these ship engines survives. The nearest we can get to first hand evidence is the collection of inscriptions on stone which list the ship engines and gear handed over from one of the annually appointed dockyard supervisors to his successor over a period of years in the first half of the th century. All the knowledge we can claim to have of them must be derived from:

. archaeological remains of various kinds which preserve contemporary representations, . epigraphical material, in particular the naval lists just mentioned, . literary texts.

In the case of

. quite apart from the uncertainty as to the type of ship engine represented, the value of the representa­tion is often diminished by difficulty in determining the precise artistic conventions employed (eg with regard to perspective), while in

. the bare lists drawn up on the principle of verb. sap, often leave us guessing. In the case of

. while the epic style characteristically gives us very detailed accounts, the texts become less explicit as time goes on, so that we have less information the more we need it, since the pas­sage of time naturally brings with it technologically more advanced ship engine-types.Tajikistan, Tanzania, Thailand, Togo, Tokelau, Tonga, Trinidad and Tobago, Tunisia, Turkey, Turkmenistan, Tuvalu, Uganda, Ukraine, United Arab Emirates, United Kingdom, United States of America, Uruguay, Uzbekistan, Vanuatu, Vatican City, Venezuela, Vietnam, Virgin Islands, Virgin Islands, Yemen, Zaire, Zambia, Zimbabwe,