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Building Java Programs A Back to Basics Approach 3rd
Edition Stuart Reges Digital Instant Download
Author(s): Stuart Reges, Marty Stepp
ISBN(s): 9780133360905, 0133360903
Edition: 3
File Details: PDF, 6.62 MB
Year: 2013
Language: english
get with the programming
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feedback, MyProgrammingLab improves your performance.

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 Third Edition

Building Java Programs

A Back to Basics Approach

Stuart Reges | Marty Stepp

University of Washington

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Credits and acknowledgments borrowed from other sources and reproduced, with permission, in this textbook appear on
the appropriate page within text and on page 1145.

Copyright © 2014, 2011, 2008 Pearson Education, Inc., publishing as Addison-Wesley. All rights reserved. Printed in
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Many of the designations by manufacturers and sellers to distinguish their products are claimed as trademarks. Where
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printed in initial caps or all caps.

The programs and applications presented in this book have been included for their instructional value. They have been
tested with care, but are not guaranteed for any particular purpose. The publisher does not offer any warranties or
representations, nor does it accept any liabilities with respect to the programs or applications.

Library of Congress Cataloging-in-Publication Data

Reges, Stuart.
Building Java programs : a back to basics approach / Stuart Reges, Marty
Stepp, University of Washington.—Third edition.
pages cm
ISBN-13: 978-0-13-336090-5
ISBN-10: 0-13-336090-3
1. Java (Computer program language) I. Stepp, Martin. II. Title.
QA76.73.J38R447 2014
005.13’3—dc23
2012045404

10 9 8 7 6 5 4 3 2 1

ISBN 13: 978-0-13-336090-5

ISBN 10: 0-13-336090-3
 Preface

The newly revised Building Java Programs textbook is designed for use in a two-
course introduction to computer science. We received such positive feedback on the
new chapters that we added in the second edition that we have gone even further to
make this book useful for both the first and second course in computer science. We
have class-tested it with thousands of undergraduates at the University of Washington,
most of whom were not computer science majors.
Introductory computer science courses have a long history at many universities of
being “killer” courses with high failure rates. But as Douglas Adams says in The
Hitchhiker’s Guide to the Galaxy, “Don’t panic.” Students can master this material if
they can learn it gradually. The introductory courses at the University of Washington
are experiencing record enrollments, and other schools that have adopted our text-
book report that students are succeeding with our approach.
Since the publication of our first two editions, there has been a movement toward
the “objects later” approach that we have championed (as opposed to the “objects
early” approach). We know from years of experience that a broad range of scientists,
engineers, and others can learn how to program in a procedural manner. Once we
have built a solid foundation of procedural techniques, we turn to object-oriented
programming. By the end of the course, students will have learned about both styles
of programming.
Here are some of the changes that we have made in the third edition:

• Two new chapters. We have created new chapters that extend the coverage of
the book, using material that we present in our second course in computer sci-
ence. Chapter 14 explores programming with stacks and queues. Chapter 18
examines the implementation of hash tables and heaps. These expand on
Chapters 15–17 added in the second edition that discuss implementation of col-
lection classes using arrays, linked lists, and binary trees.
• New section on recursive backtracking. Backtracking is a powerful technique
for exploring a set of possibilities for solving a problem. Chapter 12 now has a
section on backtracking and examines several problems in detail, including the
8 Queens problem and Sudoku.
• Expanded self-checks and programming exercises. We have significantly
increased the number and quality of self-check exercises and programming exer-
cises incorporating new problems in each chapter. There are now roughly fifty
total problems and exercises per chapter, all of which have been class-tested
with real students and have solutions provided for instructors on our web site.
v
vi Preface

The following features have been retained from the first edition:

• Focus on problem solving. Many textbooks focus on language details when

they introduce new constructs. We focus instead on problem solving. What
new problems can be solved with each construct? What pitfalls are novices
likely to encounter along the way? What are the most common ways to use a
new construct?
• Emphasis on algorithmic thinking. Our procedural approach allows us to
emphasize algorithmic problem solving: breaking a large problem into smaller
problems, using pseudocode to refine an algorithm, and grappling with the chal-
lenge of expressing a large program algorithmically.
• Layered approach. Programming in Java involves many concepts that are diffi-
cult to learn all at once. Teaching Java to a novice is like trying to build a house
of cards. Each new card has to be placed carefully. If the process is rushed and
you try to place too many cards at once, the entire structure collapses. We teach
new concepts gradually, layer by layer, allowing students to expand their under-
standing at a manageable pace.
• Case studies. We end most chapters with a significant case study that shows
students how to develop a complex program in stages and how to test it as it
is being developed. This structure allows us to demonstrate each new pro-
gramming construct in a rich context that can’t be achieved with short code
examples. Several of the case studies were expanded and improved in the
second edition.

Layers and Dependencies

Many introductory computer science books are language-oriented, but the early chap-
ters of our book are layered. For example, Java has many control structures (including
for loops, while loops, and if/else statements), and many books include all of
these control structures in a single chapter. While that might make sense to someone
who already knows how to program, it can be overwhelming for a novice who is
learning how to program. We find that it is much more effective to spread these control
structures into different chapters so that students learn one structure at a time rather
than trying to learn them all at once.
 Preface vii

The following table shows how the layered approach works in the first six
chapters:

The Layers
Programming
Chapter Control flow Data techniques Input/Output

1 methods String literals procedural println, print

decomposition

2 definite loops (for) variables local variables

expressions class constants
int, double pseudocode

3 return values using objects parameters console input

graphics (optional)

4 conditional char pre/post conditions printf

(if/else) throwing exceptions

5 indefinite loops boolean assertions

(while) robust programs

6 Scanner token-based processing file input/output

line-based processing

Chapters 1–6 are designed to be worked through in order, with greater flexibil-
ity of study then beginning in Chapter 7. Chapter 6 may be skipped, although the
case study in Chapter 7 involves reading from a file, a topic that is covered in
Chapter 6.
viii Preface

The following is a dependency chart for the book:

Chapters 1–6
Programming Fundamentals

Chapter 7 Chapter 8
Arrays Classes

Chapter 12 Chapter 9
Recursion Inheritance and Interfaces

Chapter 13 Chapter 10
Searching and Sorting ArrayLists

Chapter 11
Java Collections Framework

Chapter 14 Chapter 15
Stacks and Queues Implementing a Collection Class

Chapter 16
Linked Lists

Chapter 17
Binary Trees

Chapter 18
Advanced Data Structures

Supplements
Answers to all self-check problems appear on our web site at http://www.building
javaprograms.com/ and are accessible to anyone. Our web site also has the following
additional resources available for students:
• Online-only supplemental chapters, such as a chapter on creating Graphical
User Interfaces
 Preface ix

• Source code and data files for all case studies and other complete program
examples
• The DrawingPanel class used in the optional graphics Supplement 3G

Instructors can access the following resources from our web site at http://www.
buildingjavaprograms.com/:

• PowerPoint slides suitable for lectures

• Solutions to exercises and programming projects, along with homework specifi-
cation documents for many projects
• Sample Exams and solution keys
• Additional Lab Exercises and Programming Exercises with solution keys
• Closed Lab creation tools to produce lab handouts with the instructor's choice
of problems integrated with the textbook

To access protected instructor resources, contact us at authors@buildingjavapro

grams.com. The same materials are also available at http://www.pearsonhighered.
com/regesstepp/. To receive a password for this site or to ask other questions related
to resources, contact your Pearson sales representative.

MyProgrammingLab
MyProgrammingLab is an online practice and assessment tool that helps students
fully grasp the logic, semantics, and syntax of programming. Through practice exer-
cises and immediate, personalized feedback, MyProgrammingLab improves the pro-
gramming competence of beginning students who often struggle with basic concepts
and paradigms of popular high-level programming languages. A self-study and
homework tool, the MyProgrammingLab course consists of hundreds of small prac-
tice exercises organized around the structure of this textbook. For students, the sys-
tem automatically detects errors in the logic and syntax of code submissions and
offers targeted hints that enable students to figure out what went wrong—and why.
For instructors, a comprehensive gradebook tracks correct and incorrect answers and
stores the code inputted by students for review.
For a full demonstration, to see feedback from instructors and students, or to adopt
MyProgrammingLab for your course, visit www.myprogramminglab.com.

VideoNotes
We have recorded a series of instructional videos to accompany the textbook. They
VideoNote are available at http://www.pearsonhighered.com/regesstepp. Roughly 3–4 videos are
posted for each chapter. An icon in the margin of the page indicates when a
VideoNote is available for a given topic. In each video, we spend 5–15 minutes walking
x Preface

through a particular concept or problem, talking about the challenges and methods nec-
essary to solve it. These videos make a good supplement to the instruction given in
lecture classes and in the textbook. Your new copy of the textbook has an access code
that will allow you to view the videos.

Acknowledgments
First, we would like to thank the many colleagues, students, and teaching assistants
who have used and commented on early drafts of this text. We could not have written
this book without their input. Special thanks go to Hélène Martin, who pored over
early versions of these chapters to find errors and to identify rough patches that needed
work. We would also like to thank instructor Benson Limketkai for spending many
hours performing a technical proofread of the second edition.
Second, we would like to thank the talented pool of reviewers who guided us in
the process of creating this textbook:

• Greg Anderson, Weber State University

• Delroy A. Brinkerhoff, Weber State University
• Ed Brunjes, Miramar Community College
• Tom Capaul, Eastern Washington University
• Tom Cortina, Carnegie Mellon University
• Charles Dierbach, Towson University
• H.E. Dunsmore, Purdue University
• Michael Eckmann, Skidmore College
• Mary Anne Egan, Siena College
• Leonard J. Garrett, Temple University
• Ahmad Ghafarian, North Georgia College & State University
• Raj Gill, Anne Arundel Community College
• Michael Hostetler, Park University
• David Hovemeyer, York College of Pennsylvania
• Chenglie Hu, Carroll College
• Philip Isenhour, Virginia Polytechnic Institute
• Andree Jacobson, University of New Mexico
• David C. Kamper, Sr., Northeastern Illinois University
• Simon G.M. Koo, University of San Diego
• Evan Korth, New York University
• Joan Krone, Denison University
• John H.E.F. Lasseter, Fairfield University
Preface xi

• Eric Matson, Wright State University

• Kathryn S. McKinley, University of Texas, Austin
• Jerry Mead, Bucknell University
• George Medelinskas, Northern Essex Community College
• John Neitzke, Truman State University
• Dale E. Parson, Kutztown University
• Richard E. Pattis, Carnegie Mellon University
• Frederick Pratter, Eastern Oregon University
• Roger Priebe, University of Texas, Austin
• Dehu Qi, Lamar University
• John Rager, Amherst College
• Amala V.S. Rajan, Middlesex University
• Craig Reinhart, California Lutheran University
• Mike Scott, University of Texas, Austin
• Alexa Sharp, Oberlin College
• Tom Stokke, University of North Dakota
• Leigh Ann Sudol, Fox Lane High School
• Ronald F. Taylor, Wright State University
• Andy Ray Terrel, University of Chicago
• Scott Thede, DePauw University
• Megan Thomas, California State University, Stanislaus
• Dwight Tuinstra, SUNY Potsdam
• Jeannie Turner, Sayre School
• Tammy VanDeGrift, University of Portland
• Thomas John VanDrunen, Wheaton College
• Neal R. Wagner, University of Texas, San Antonio
• Jiangping Wang, Webster University
• Yang Wang, Missouri State University
• Stephen Weiss, University of North Carolina at Chapel Hill
• Laurie Werner, Miami University
• Dianna Xu, Bryn Mawr College
• Carol Zander, University of Washington, Bothell

We would also like to thank the dedicated University of Washington teaching

assistants: Robert Baxter, Will Beebe, Whitaker Brand, Leslie Ferguson, Lisa Fiedler,
Jason Ganzhorn, Brad Goring, Stefanie Hatcher, Jared Jones, Roy McElmurry, Aryan
xii Preface

Naraghi, Allison Obourn, Coral Peterson, Jeff Prouty, Stephanie Smallman, Eric
Spishak, Kimberly Todd, and Brian Walker.
Finally, we would like to thank the great staff at Addison-Wesley who helped pro-
duce the book. Michelle Brown, Jeff Holcomb, Maurene Goo, Patty Mahtani, Nancy
Kotary, and Kathleen Kenny did great work preparing the first edition. Our copy edi-
tors and the staff of Aptara Corp, including Heather Sisan, Brian Baker, Brendan
Short, and Rachel Head, caught many errors and improved the quality of the writing.
Marilyn Lloyd and Chelsea Bell served well as project manager and editorial assis-
tant, respectively. For their help with the third edition we would like to thank Kayla
Smith-Tarbox, Production Project Manager, and Jenah Blitz-Stoehr, Computer
Science Editorial Assistant. Mohinder Singh and the staff at Aptara, Inc., were also
very helpful in the final production of the third edition. Special thanks go to our edi-
tor Matt Goldstein, who has believed in the concept of our book from day one. We
couldn’t have finished this job without all of their support.
Stuart Reges
Marty Stepp
 LOCATION OF VIDEO NOTES IN THE TEXT
www.pearsonhighered.com/regesstepp VideoNote

Chapter 1 Pages 31, 40

Chapter 2 Pages 65, 74, 89, 97, 110
Chapter 3 Pages 140, 155, 160, 166
Chapter 3G Pages 195, 211
Chapter 4 Pages 239, 247, 274
Chapter 5 Pages 320, 323, 325, 329, 352
Chapter 6 Pages 392, 405, 419
Chapter 7 Pages 454, 461, 478, 495
Chapter 8 Pages 521, 533, 541, 554
Chapter 9 Pages 583, 596, 612
Chapter 10 Pages 658, 663, 672
Chapter 11 Pages 702, 715, 723
Chapter 12 Pages 750, 758, 795
Chapter 13 Pages 820, 823, 829
Chapter 14 Pages 875, 882
Chapter 15 Pages 916, 922, 926
Chapter 16 Pages 958, 965, 978
Chapter 17 Pages 1023, 1024, 1034
Chapter 18 Pages 1059, 1078

xiii
This page intentionally left blank
Exploring the Variety of Random
Documents with Different Content
 Helgoland. Photo: Topical War Service.

HELGOLAND CLASS.

HELGOLAND, OSTFRIESLAND, THÜRINGEN, OLDENBURG.

Displacement: 21,000 tons.

Speed: 21 knots; Guns: 12 12·2in., 14 6in., 14 24pdrs.; Torpedo

tubes: 6.

Astern fire: Broadside: Ahead fire:

6 12·2in. 8 12·2in. 6 12·2in.
4 6in. 7 6in. 4 6in.
 D 1 (CARMEN).
D 2 (ALICE ROOSEVELT).

Very old destroyers, displacing 225 tons, with a speed of 21 knots. Armament: five small guns
and three torpedo-tubes. Complement, 46.

SUBMARINES.

U 1-2.—These are the earliest German submarines, and displace about 150 to 200 tons. The
speed above water does not exceed 9 knots, and two torpedo-tubes are carried. There is a crew
of 11.
U 3-8.—These boats belong to the second German type. The displacement is about 250 tons,
and the surface and submerged speeds are 12 and 8 knots respectively. Three torpedo-tubes
are fitted. Complement, 14 officers and men.
U 9-20.—These boats are believed to be of about 400 tons, with a surface speed of 15 knots,
and to be armed with three or four torpedo-tubes. The crew consists of 17 officers and men.
U 21-26.—These submarines displace about 800 tons, and are said to be able to travel at 18
knots on the surface. They are armed with four torpedo-tubes and two small quick-firing guns.
The complement is about 22 officers and men.
U 27-36.—These boats are the very latest type. The displacement is about 900 tons, the
surface speed 18 knots, and they can travel at 12 knots when submerged. The armament
consists of four torpedo-tubes and two quick-firing guns on high-angle mountings. About 30
officers and men are carried.

MINE-LAYERS.

PELIKAN.—This is the oldest German mine-layer in commission. She was launched in 1890,
displaces 2,300 tons, and can steam at 151⁄2 knots. The armament consists of four 21-pounder
quick-firing guns, and, of course, a large number of mines charged with high explosives. She is
used as a sea-going training ship for mine work. The complement is 195 officers and men.
NAUTILUS.—This ship was specially built for mine-laying work, and was launched in 1906. Her
displacement is 1,935 tons, the designed speed 20 knots. She carries eight 21-pounder guns,
and has magazines for a large number of naval mines, with special gear for dropping them. Her
crew numbers 198 officers and men.
ALBATROSS.—This ship, which was specially built for mine-laying work, was launched in 1907.
The displacement is 2,185 tons, the designed speed 20 knots. She is armed with eight 21-
pounder quick-firers, and has magazines for a large number of naval mines, with special gear for
dropping them. The crew numbers 198 officers and men.
 CHAPTER IV
Admiral Sir John Jellicoe

Immediately the Home Fleets had been mobilised the Admiralty issued the following
announcement:

With the approval of his Majesty the King, Admiral Sir John R. Jellicoe, K.C.B., K.C.V.O.,
has assumed supreme command of the Home Fleets, with the acting rank of Admiral,
and Rear-Admiral Charles E. Madden, C.V.O., has been appointed to be his Chief of the
Staff.

His Majesty immediately sent an inspiring message to Admiral Sir John Jellicoe, as
representing the whole Navy, and it was communicated to the officers and men of the
squadrons in all parts of the world.

At this grave moment in our National history I send to you, and through you to the
officers and men of the Fleets of which you have assumed command, the assurance of
my confidence that under your direction they will revive and renew the old glories of the
Royal Navy, and prove once again the sure shield of Britain and of her Empire in the hour
of trial.
George R.I.

Admiral Sir John Jellicoe’s reply to the King’s message was as follows:

On behalf of the officers and men of Home Fleet, beg to tender our loyal and dutiful
thanks to your Majesty for the gracious message, which will inspire all with determination
to uphold the glorious traditions of the past.
(Signed) Commander-in-Chief,
Home Fleet.

Sir John Jellicoe, on whom the eyes of the nation are fixed, is one of the most distinguished
admirals of the sea service. He has wide sea experience, is a splendid administrator, and is at
the same time a man of cool and determined judgment.
The appointment of Sir John Jellicoe was in itself of the nature of a romance. He had no small
share in shaping the instrument he now commands, and he chose as his Chief of Staff another
most distinguished officer, who happens to be his brother-in-law. Sir John Jellicoe and Rear-
Admiral Charles Madden served together at the Admiralty on more than one occasion, both
having, indeed, been Sea Lords, and they married daughters of Sir Charles Cayzer, Bt.
The Admiralissimo and his chief staff officer are known to be in the most complete accord on
matters of strategy and tactics, and were both associated in the creation and equipment of the
ships of the Home Fleets on which the fortunes of the British Empire will depend. They were
members of the famous Dreadnought Design Committee, and were associated with Admiral of
the Fleet, Lord Fisher of Kilverstone, in his many reforms in naval administration.
 No officer whom the Admiralty could have selected to go afloat at a juncture of such
transcendent importance enjoys so completely the confidence of the naval service as Sir John
Jellicoe. In December, 1912, he became a member of the Board of Admiralty, and then vacated
the command of the Second Division of the Home Fleet, to which he was appointed over the
heads of eleven vice-admirals—a fact which in itself points to the high estimation in which he is
held by the naval authorities.
Born on December 5, 1859, he is the son of Captain J. H. Jellicoe. Educated at Rottingdean,
Sir John Jellicoe entered the Royal Navy as a cadet on July 15, 1872, passing out of the
“Britannia” first of his “batch” by over a hundred marks. In the examination for sub-lieutenant,
which rank he attained six years later (December 5, 1878), he took three “firsts,” in itself a
remarkable achievement.
On August 23, 1880, he was promoted lieutenant, and two years afterwards, as a lieutenant
on board the “Agincourt,” he served in the Egyptian War. He was awarded the Egyptian medal
and the Khedive’s bronze star. On his return to England, in the following year, he studied at the
Royal Naval College, Greenwich, where he won the special £80 prize for gunnery lieutenants. In
May, 1886, while serving on board the “Monarch,” he was awarded the Board of Trade silver
medal for gallantry in saving life at sea, by commanding a gig which went to the rescue of a
stranded ship near Gibraltar, the sea being so heavy that the boat was capsized, but he and the
crew were washed ashore. He served also as gunnery lieutenant of the “Colossus,” and on the
staff of the “Excellent” gunnery establishment.
Gazetted a commander in 1891, he was for a time employed as assistant to the Director of
Naval Ordnance, being subsequently appointed first lieutenant to the “Sans Pareil,” and later to
the ill-fated “Victoria,” Admiral Sir George Tryon’s flagship, on the Mediterranean station, which
was sunk off Tripoli, on the Syrian coast, in collision with the “Camperdown,” when the admiral,
twenty-one officers, and 350 men were drowned. At the time of the collision Commander
Jellicoe was on the sick list in his cabin. When the ship capsized he, with the aid of Mr. West, a
midshipman, contrived to keep himself afloat till picked up. Commander Jellicoe’s silver medal
was lost with other effects in the “Victoria,” and the Board of Trade, so it was reported at the
time, intimated that another medal could be obtained on payment.
After serving as commander of the “Ramillies” flagship in the Mediterranean, he was
promoted to the rank of captain (January 1st, 1897), and joined the Ordnance Committee.
Admiral Sir E. H. Seymour selected him as flag captain in the “Centurion” on the China station.
During the expedition to succour the Legations at Pekin in 1900, in which he narrowly escaped
death by a severe gunshot wound, Captain Jellicoe commanded the Naval Brigade and acted as
Chief Staff Officer, when he gained not only the C.B., but was awarded by the German Emperor
the second class of the Red Eagle with crossed swords.
Returning from China at the end of 1901, he was, in November of that year, appointed to
superintend the building by contract of ships of war; he next served as Naval Assistant to the
Controller of the Navy, which post he vacated in August, 1903, to take command of the “Drake,”
and in February, 1905, he took up the post of Director of Naval Ordnance and Torpedoes, in
succession to Captain Barry.
Much has been said about the improvement of good shooting in the Navy, and in this
connection considerable praise is due to Admiral Jellicoe. Without his help—so a writer in the
United Service Journal once remarked, reflecting a judgment which is known to be well founded
—the good work fostered by Admiral Sir Percy Scott would have been heavily handicapped—in
fact, impossible; for the then Director of Naval Ordnance proved himself a man of original
thought and prompt action, and one of the most capable gunnery experts in the Navy.
During the time he was in command of the “Drake,” he turned it into one of the best shooting
ships of the Navy, and while he was at the Admiralty as Director of Naval Ordnance Captain
Jellicoe did all that was possible to ensure the guns mounted in ships in the first fighting line
being fitted with the most up-to-date day and night sights, as well as to instal a fire-control set
of instruments in each ship for “spotting” and controlling at long-range shooting. The fittings of
the guns and gunnery appliances generally were also greatly improved during the tenure of his
appointment.
 CHAPTER V
Officers and Men of the British Navy

From the current Navy Estimates the following particulars are taken of the number of officers
and men voted in 1914-15 for the naval service. First the strength of the Reserves is given, then
the number of active service ratings and lastly the aggregate mobilised for war:

ROYAL NAVAL RESERVE

(Consisting of Merchant Seamen, Yachtsmen, etc.)

Home Force—General Service

Numbers Numbers
Voted borne on
1914- 1st Jan.,
1915. 1914.
OFFICERS.
Executive Officers 1,340
Com. Engr. Officers 140
- 1,790
Accountant Officers 120
Warrant Engineers 190
MEN.
Leading Seamen 220
Seamen 10,780
Wireless Tel. Operators 120
- 17,280
Engine Rm. Art. 560
Ldg. Strs. 110
Stokers 5,490
Home Force—Trawler Section
Officers 142
Men 1,136
Colonial Branches
Newfoundland:
Men 600
Malta:
Men 400
Australasia:
Officers —
Men —
21,348 19,467
ROYAL FLEET RESERVE
 (Consisting of Naval Seamen and others who have served in
the Fleet for five years or more)
MEN
Class A.—Pensioners.
Seamen Class 3,800
Stoker Class 2,500
- 8,327
Police rat. 187
Royal Marines 1,840
Class B.—Non-Pensioners.
Seamen Class 9,150
Stoker Class 6,500
- 18,710
Police rat. 10
Royal Marines 3,050
Immediate Class.—Non-Pensioners.
Seamen Class 1,600
Stoker Class 1,870 - 4,070
Royal Marines 600
31,107 27,734
ROYAL NAVAL VOLUNTEERS
Officers and Men (efficients) [6]4,500
4,500 4,605
PENSIONERS
Seamen 6,376
Royal Marines 1,734
8,110 8,740
Total 65,065 60,546
Total, Active Service Ratings 151,000 144,871
Total Reserves 65,065 60,546
Grand total [7]216,065 205,417

[6] Includes 300 South African Division.

[7] 1,562 Ranks and Ratings on the Active List. Royal Fleet Reserve Men and Pensioners have been lent
for service under Colonial and Foreign Governments.

When war was declared there was no dearth of officers and men for the British Fleet. The
presentation of a Supplementary Estimate to Parliament by the Admiralty, after the declaration
of hostilities, gave rise to a misunderstanding. This action was a mere formality in order to keep
the right side of Treasury procedure, and it did not mean that 67,000 additional officers and men
were going to be raised. What happened was that Reservists to the number of about 60,000
were called up and they were forthwith transferred to Vote A., which fixes the number of active
service officers and ratings and provides pay for them.
Whereas Parliament provided in the spring of 1914 for an active personnel of 151,000 with
60,000 Reservists, the two totals had to be added together so as to obtain Parliamentary
sanction for full pay being provided for 211,000. In addition the new vote left room for a slight
actual expansion—consisting of a number of retired officers and a quota of artisan and other
skilled ratings to be forthwith raised.
Thus we get an aggregate of 218,000 officers and men for service ashore and afloat. This
total includes cadets and boys under training, and approximately 200,000, it may be assumed,
were available for service in the Home Fleets and the squadrons in distant seas. It is an axiom
that in peace we have more ships than we can man, while in war we shall have a good surplus
of men after manning all the ships. When passing from a peace to a war footing, Royal Fleet
reservists—well-trained men with from five to seven years’ service—and others became available
and the Fleet was fully mobilised, having no inconsiderable surplus to make good the casualties
of battle.
 CHAPTER VI
The Commander-in-Chief of the German Fleet

There is a certain parallel between the circumstances which have brought the commanders-in-
chief of the British and German battle fleets into the positions they respectively hold to-day. Just
as Admiral Sir John Jellicoe was long since “ear-marked” for the supreme command of the Home
Fleets, so was Admiral Friedrich von Ingenohl selected for the control of the German High Seas
Fleet years before his appointment was actually gazetted.
The German commander-in-chief, whose flag now flies in the Dreadnought, Friedrich der
Grosse, is without doubt one of Europe’s most distinguished naval officers. In a navy where
more than elsewhere, a premium is placed upon scientific leadership, this officer early attracted
the attention of his superiors by reason of the skill and resourcefulness he displayed during
manœuvres. He is said to have specialised in cruiser tactics, and to have been one of the first
officers to urge upon the Navy Department the wisdom of adopting the battle-cruiser design
when that novel conception materialised in the British “Invincible.” He is also known as the
leading advocate of that system of tactics which is known in Germany as the “rücksichtslose
Offensive,” and which in homely idiom may be translated as “going for” the enemy hammer and
tongs.
In a word, Admiral von Ingenohl is the embodiment of the strikingly progressive spirit which
pervades the modern German navy. It is by no means a spirit of mere reckless dash, which
reckons on gaining a victory solely by impetuous onslaught. Under modern conditions, tactics
such as these might well be fatal to those who employed them, owing to the deadly precision of
heavy guns and the development of the torpedo. The German school of naval thought favours,
instead, a preliminary period of “mosquito warfare,” seeking thus to reduce both the material
and the moral strength of an enemy before the actual clash of armoured squadrons takes place.
That this idea is faithfully to be adhered to is clear from the opening incidents of the present
campaign at sea, which have already shown that reliance is placed on the torpedo and the mine
as a preliminary means of diminishing our preponderance in big ships. So far, indeed, the
German plan of campaign has been singularly true to the principles advocated by the leading
German authorities who have written of naval warfare. They lead us to anticipate a good deal of
this “Kleinkrieg” before the High Seas Fleet emerges from cover. On the other hand, it were
unwise to suppose that the German Fleet will continue to act strictly by the book, especially in
view of the character of its commander-in-chief.
In German naval circles Admiral von Ingenohl is known as one of the first German flag officers
who completely freed themselves from the military traditions in which the fleet was cradled and
has been reared. The German navy, as is well known, was founded as a branch of the army, and
its early development proceeded on distinctly military lines. Until the present Emperor came to
the Throne the head of the Admiralty was always an army officer, and it followed that, in so far
as the different conditions permitted, the strategy and tactics of the fleet were brought into line
with those of the land forces. Ships were regarded primarily as units for coast defence, in the
most limited sense of the word. This held true far into the nineties, and it is actually less than
two decades since Germany first undertook the construction of ships which were specially
designed to meet and defeat the foe in open sea. It seems probable that Admiral von Ingenohl
owes something of his broader views on naval strategy to the large amount of foreign service he
has seen.
Born in 1857 of comparatively humble parents, he entered the navy at the age of 17. The
service in those days enjoyed nothing like its present prestige. It offered no attractions to the
sons of the upper classes, and was completely overshadowed by the army, then in the zenith of
its brilliance and popularity, after the successful war against France. The navy drew a large
majority of its officers from a class whose social status was considered scarcely high enough to
give its sons the entrée to the army. Proof of this will be seen in the conspicuous absence of
naval officers who are hereditary nobles. Admiral von Ingenohl, in common with Grand-Admirals
von Tirpitz, von Koester, and several other flag officers, received his patent of nobility as a mark
of Imperial favour.
While on his maiden cruise in foreign waters the young officer was privileged to see some
fighting. His ship, the old “Vineta,” was one of a small German squadron which was assembled
to teach the Chinese pirates a lesson. Nineteen years later he was again in action in the same
quarter of the globe, and against the same opponents, when the gunboat “Iltis,” which he
commanded, shelled a battery at Tamsui, which had fired on a German steamer. In the intervals
of command afloat he was engaged at the Navy Department, where he put in one spell of
nearly three and a half years as divisional chief of the ordnance board, and subsequently
directed a department of the Admiral Staff. His first important independent command was the
battleship “Wörth,” in her day one of the best ships in the navy. He was next appointed to the
cruiser “Kaiserin Augusta,” and shortly after to the “Hertha,” a more powerful ship of the same
class. After another short interval of shore work he was appointed to command the Imperial
yacht “Hohenzollern,” where, of course, he came under the direct eye of the Kaiser, who was
quick to recognise his qualities.

POSEN CLASS.

NASSAU, POSEN, RHEINLAND, WESTFALEN.

Displacement: 18,900 tons.

 Speed: 20 knots; Guns: 12 11in., 12 6in., 16 24pdrs.; Torpedo
tubes: 6.

Astern fire: Broadside: Ahead fire:

6 11in. 8 11in. 6 11in.
4 6in. 6 6in. 4 6in.

As early as 1889 he had been a lieutenant in the old Imperial yacht in which the Emperor
made his first long cruises. On leaving the “Hohenzollern” in 1908 he was promoted to Rear-
Admiral, and placed in charge of the second division of the First Squadron. In the following year
he hoisted his flag as admiral of the cruiser squadron in China, whence he was recalled twelve
months later to assume charge of the Second Battle Squadron in home waters. The
commander-in-chief of the High Sea Fleet was then Admiral von Holtzendorff, who, after Grand-
Admiral von Koester (the president of the Navy League), is considered to be the finest naval
strategist in Germany. Under this officer the battle fleet is said to have increased remarkably in
efficiency, both in regard to gunnery, seamanship, and general smartness. This period witnessed
the introduction into the fleet of up-to-date shooting methods, and notably of long-range
practice. In the manœuvres of 1912 the Second Squadron, commanded by Admiral von
Ingenohl, was held to have scored a decisive success against a much stronger fleet, which
included seven Dreadnought battleships, whereas his own squadron was composed of older and
weaker ships. In January, 1913, Admiral von Holtzendorff hauled down his flag, and was
succeeded by Admiral von Ingenohl as commander-in-chief.
The leader of the German battle fleet has, therefore, held his present appointment for
upwards of eighteen months, and it is to be supposed that he is thoroughly familiar with every
unit of his fine force, especially as the ships in active commission spend more than nine months
of the year at sea. The fleet certainly stands to benefit by this comparatively long period of
single command. It will feel the confidence born of experience in its distinguished leader, and he
in turn, knowing exactly what his ships can do, need fear no check to his plans by unsuspected
defects in personnel or material. Whatever the near future may bring, it is certain that the
German navy will put forth its utmost effort to fulfil the hope placed in it by the nation, and
those who anticipate a cheaply purchased naval victory for us are laying up a rude
disappointment for themselves. The material resources of the German fleet alone can give some
idea of its formidability, but its potentiality will be incalculably increased if the leadership is of
the high order which the reputation of the present commander-in-chief leads us to expect.
 CHAPTER VII
Officers and Men of the Foreign Navies

PERSONNEL OF THE NAVIES

Non-com-
Officers
missioned Total
(including
officers (all ranks).
cadets).
and men.
Germany 4,491 74,895 79,386[8]
France 2,844 62,611 65,455
Russia 3,404 57,000 60,404
Austria-Hungary 1,377 19,132 20,509
Japan 4,713 49,950 54,663

[8] Including 7,726 “Seamen Artillerists” and “Marines” who do not serve at sea.

NOTES TO PERSONNEL STATISTICS

GERMANY.—The Imperial German Navy is manned largely by conscription. About 25 per cent.
of the non-commissioned personnel consists, however, of volunteers, or long-service men, who
have made the Navy their profession. These “professionals,” as they are called, are the
backbone of the fleet. They fill all the really important posts, such as that of gun-captain, gun-
layer, torpedo-gunner, leading signalman, and they are responsible for the efficiency of the
conscripts under their charge. Seventy-five per cent. of the personnel is represented by
conscripts mainly from the inland districts whose term of service is three years, and who see the
sea for the first time after entering the Navy. Enrolment takes place each October, and after two
or three weeks of rudimentary instruction on shore, they are distributed among the battle-fleet
and the torpedo flotillas. Hence, at the outbreak of war, 25 per cent. of the German personnel
had been under training about 34 months, 25 per cent. about 22 months, and 25 per cent. no
longer than 10 months.
Owing to the limited period of service German naval training is extremely strenuous and
intensive. Every effort is made to specialize, newcomers being selected for certain duties
according to the aptitude they display. The German bluejacket is not a “handy man” in the sense
that the British sailor is, but he is said to be efficient in his own particular groove. Discipline is
exceedingly strict, and the relations between officers and men are rarely cordial.
The officers are well educated and very scientific in their methods.

FRANCE.—The French Navy is manned principally on the conscript system, but as France has
a large maritime population, the majority of the naval recruits are men who have followed the
sea since boyhood and who, therefore, adapt themselves very quickly to service in the Fleet.
There is also a large percentage of long-service volunteers. The period of compulsory service
was, until lately, two years, but under the new Law this has been raised to three years.
Authorities speak highly of the French bluejacket’s intelligence and courage. Discipline is good,
but not so strict as in the German Navy. The officers are, as a rule, men of high scientific
attainments and very keen on their work.

RUSSIA.—The Russian Navy is manned almost exclusively by conscripts, who serve for five
years afloat. Although his education generally leaves much to be desired, the Russian sailor has
many excellent qualities. He is obedient, courageous, and never gets into a panic. Since the
disastrous war with Japan, the Navy has been purged of many of the elements which impaired
efficiency. The officers are now capable and zealous. The change which has come over the Fleet
is evidenced by an “order of the day,” recently promulgated, which enjoins all naval officers
never to surrender their ships under any circumstances, but to sink them if capture is imminent.

AUSTRIA-HUNGARY.—The Austro-Hungarian Navy is manned by conscripts and volunteers, the

former largely predominating. Four years is the period of service. The men are drawn almost
exclusively from the Dalmatian coast, and represent a very hardy and courageous type. The
average of education is, however, very low, the percentage of illiterates being abnormal.
Although Italian is the mother tongue of the majority, German is the official language of the
Navy. All-round efficiency is maintained on a high level. The officers are men of excellent
education, wide knowledge, and unlimited zeal.

JAPAN.—The Japanese Navy is principally manned on a compulsory basis, the term of active
service being three years. The men are excellent in every way, smart, intelligent, resourceful,
and amenable to discipline. They display a wonderful aptitude for manipulating the complex
mechanism of a modern warship, as was proved in the campaign against Russia. The officers
are highly trained and enterprising.
 CHAPTER VIII
German Naval Bases

KIEL

Kiel, in spite of the growing importance of Wilhelmshaven, still retains its position as
Germany’s premier “Reichskriegshafen,” or Imperial War Port. Its superb harbour, and the
international regatta, known as the “Kieler Woche,” which is held each June, have made Kiel one
of the best known ports of Europe. This year’s regatta, it will be remembered, was rendered
memorable by the presence of the British Second Battle Squadron and some of our light
cruisers. The Imperial Dockyard at Kiel is said to be one of the best-equipped establishments of
its kind in the world.
It has two large building slips, on one of which the Dreadnought battleship “Kaiser” was
constructed, and there are other slips for the building of smaller vessels. Of the six graving
docks, two are large enough for Dreadnoughts. There is also a mammoth floating dock capable
of raising vessels up to 39,500 tons, and five other pontoon docks for ships of smaller
dimensions. Upwards of 10,500 officials and hands are employed at the yard, which specialises
in repair and refitting work, though a good deal of new construction is also undertaken.
Kiel is the official residence of Prince Henry of Prussia, the Kaiser’s brother, who is Inspector-
General of the Fleet. Some four miles down the harbour is Holtenau and the locks of the Kaiser
Wilhelm Canal. Kiel is very strongly defended against both land and seaward attack. The
harbour entrance is guarded by the batteries of Friedrichsort on the west, and those of Laboe
and Möltenort on the east. At Friedrichsort the fairway is less than 1,000 yards wide, so that
ships attempting to force an entrance would have to run the gauntlet of the heavy fortress guns
at almost point-blank range. Friedrichsort is the home of the State torpedo factory, which
supplies practically the entire navy with these weapons.
In normal times the Second and Third Battle Squadrons are based in Kiel, which is also the
base for the Baltic Reserve Squadron, the First Torpedo Division, and the submarine flotillas.
Besides the State yard, there is the immense shipbuilding and engineering establishment known
as the Germania Yard, owned by Krupp, and the Howaldt Yard, both of which construct warships
of the largest size. Hence the building and repairing facilities at Kiel are very extensive, and they
pass automatically under State control in wartime. Kiel itself is a large and thriving city, with a
population of 180,000. Its growth dates from 1866, when it was wrested from Denmark by
Prussia, with the whole of the Schleswig-Holstein province.

HELIGOLAND.

Heligoland is the most remarkable of Germany’s naval strongholds. This island, it will be
remembered, was ceded to Germany by us in 1890. At that date the sea had made such inroads
on the soft cliffs that the complete disappearance of Heligoland at no very distant date was
freely predicted.
 With characteristic thoroughness the Germans took measures to preserve their new
acquisition. Immensely strong breakwaters and sea-walls were built all round the coast, but
violent gales demolished much of the work, which had to be replaced at great expense, and it is
only in recent years that the ravages of the sea have been completely checked.
Simultaneously with this work a good deal of land reclamation went on, with the result that
the area of the island has been greatly increased.
A large harbour for torpedo-boats and submarines has been enclosed by two long moles.
Inside there is a miniature dockyard, with repair shops, magazines, stores, &c. Outside this
harbour there is a safe anchorage for warships of great size. It is estimated that from beginning
to end the naval works at Heligoland have cost Germany something like £10,000,000 sterling.
Fortifications of remarkable strength have been erected. These consist chiefly of heavy guns,
mounted in steel turrets, well concealed from the view of an enemy at sea, and so placed that
every approach to the island is swept by their fire. As these guns are mounted on the plateau
they have a high command, and attacking ships would have to encounter a plunging fire.
Numerous bomb-proof control stations and magazines have been excavated. It is understood
that, given an ample supply of ammunition and provisions, Heligoland is in a position to resist
attack by the strongest naval force for an indefinite period.
There is a powerful wireless station, a naval flying depot, and a large naval hospital. The
garrison consists in the main of four companies of seamen gunners. The commandant is Rear-
Admiral Jacobson.
The high strategical importance of Heligoland is self-evident. Its position, some thirty-five
miles from the mainland, is that of a strong outpost, defending the estuaries of the Elbe and
Weser. A flotilla of destroyers or submarines based on the island could make things very
uncomfortable for a fleet endeavouring to blockade the German coast, and it was the
recognition of this fact which led to the construction of the new torpedo harbour.
Thanks to the wireless station, communication can always be maintained with the mainland,
and also by means of aircraft.
In common with most military nations, Germany appears to place undue reliance on fixed
defences as an element of sea power, but it is obvious, from the vast sums of money she has
spent on its development, that Heligoland plays a leading part in the German plan of naval
strategy.

BORKUM.

The island of Borkum came into prominence a few years ago as the result of an alleged case
of espionage, in which two young British naval officers were concerned.
Borkum is the first German island of the Frisian group. It commands the approach to the Ems,
and would offer a convenient point d’appui for naval operations against the German coast. This,
apparently, explains why it has been strongly fortified by the Germans.
Its guns are said to be numerous, and are well placed among the lofty sand dunes which are
a feature of the island. The garrison is supplied by the army, and includes some batteries of field
artillery and machine guns.
The experience gained during naval manœuvres has shown that Borkum would be a difficult
place to surprise. According to report, some of the guns in position are powerful enough to
inflict serious damage on the largest warships.
 EMDEN.

Emden, the southernmost port of Germany on the North Sea, has of late years acquired
considerable naval importance. There have been frequent reports of the pending establishment
of a State dockyard there, in connection with the Ems-Jade canal, which was to be deepened
sufficiently to allow fairly large warships to traverse it. So far, however, this project has not been
carried out.
Two years ago Emden became a mine station, and the headquarters of the “Arkona,” a light
cruiser converted into a mine-layer. Harbour works on a grand scale have lately been completed
at Emden. There is a commodious basin fronted by wharves and warehouses, and fitted with
up-to-date coaling plant. The canal which connects the port with the river is deep enough to
allow the largest ships to come up.
During the present war it is probable that Emden is being used both as a mine and torpedo
base. It relies for its defence on the batteries at Borkum, some miles out at sea, as ships
entering the River Ems are compelled to pass close to this island.
The railway connections of Emden are very good, so good, in fact, that they are believed to
have been dictated by strategical considerations. Emden has often been spoken of by German
writers as a sally port, and as a convenient point of assembly and embarkation for an army of
invasion.

WILHELMSHAVEN.

Wilhelmshaven ranks officially as Germany’s second war harbour, though its strategical
position makes it, in fact, the principal base of a German fleet operating in the North Sea. It
began its career as a naval station as late as 1869, since when enormous sums of money and
infinite labour have been expended on its development.
In area the dockyard is almost four times as large as that of Kiel, and it is even more modern
in equipment. It contains a bewildering number of docks and basins, together with building
slips, repair shops, depots, and store-houses. There are three Dreadnought graving docks and
four smaller ones, and five floating docks, of which the latest can raise vessels up to 39,500
tons.
Only one of the building slips is available for constructing Dreadnoughts, but a second is being
lengthened sufficiently for this purpose. The total number of officials and workmen is about
10,500 under peace conditions. At Wilhelmshaven were built the Dreadnought battleships
“Nassau,” “Ostfriesland,” and “König,” and at the present moment the battle-cruiser “Ersatz
Hertha” is building there.
The terminus of the Ems-Jade Canal is inside the dockyard, but so far as is known this
waterway is too shallow to permit the passage of any class of warship.
The Jade Channel, which leads to Wilhelmshaven, is exceedingly difficult to navigate, owing to
the innumerable and constantly shifting shoals with which it is infested. To keep this channel
clear elaborate dredging operations have to be carried on throughout the year, as otherwise it
would speedily silt up and become impassable. Access to the harbour is gained through huge
locks, most of which can be used, if necessary, as emergency docks for repairing damaged
ships. When these locks are closed the harbour is entirely cut off from the sea, thus affording
the ships inside complete security against torpedo attack.
Commodious as the harbour is, however, it is not large enough to contain the whole fleet, and
consequently extra moorings were recently laid outside for cruisers and other small craft. The
locks are designed on so large a scale, and are so efficiently operated that several squadrons of
big ships can be passed through in a few hours.
Wilhelmshaven is the base of the First Battle Squadron, the Scouting Squadron (i.e., all the
battle-cruisers and other cruisers of the High Sea Fleet), the 2nd Torpedo Division, and of a
submarine flotilla. It is very heavily fortified.
The approach to the Jade Channel is commanded by the batteries of Wangerooge, an island
garrisoned by seamen gunners, and said to have very powerful guns. There is a flying station at
Wilhelmshaven, with hangars for a dozen seaplanes.

CUXHAVEN

Cuxhaven has lately become an important German naval base. Situated as it is at the extreme
entrance of the Elbe estuary, it commands the approach to the great commercial port of
Hamburg, seventy miles up the river.
Cuxhaven has no dockyard of its own, but it possesses a harbour large enough to
accommodate great ships of war, and certain facilities for carrying out repairs are provided by
the depot of the Hamburg-Amerika Line, of which it is the headquarters.
A mile or two west of the harbour are the batteries of Döse, mounting a number of heavy
guns and quick-firers. These defences are controlled by the navy, and are garrisoned by five
companies of seamen gunners.
Although the mouth of the Elbe is wide, only a narrow channel is available for vessels of
moderate draught, and the defences have consequently been designed to bring an
overwhelming fire to bear on hostile vessels using this navigable approach.
For some years Cuxhaven has been the principal mine station of the German navy. It is the
base for the mine-laying and mine-sweeping divisions, composed of special ships and a large
number of old torpedo-boats equipped for the work. This station is responsible for the
observation mine-fields which close the Elbe to hostile ships in war. It contains an artillery
depot, a powerful wireless station, and barracks for a large contingent of seamen gunners and
marines.
Cuxhaven, moreover, is the principal base of the German air fleet. An immense shed, 590-ft.
long, 98-ft. high, and capable of sheltering two of the largest dirigibles, is approaching
completion. This structure is of the revolving type, thus permitting airships to dock or emerge
without being exposed to the wind. It rests in an excavation. When the shed is lowered the roof
is on a level with the surrounding country, and by this means the location of the shed is hidden
from hostile aircraft.
Near at hand there are permanent hangars for a number of seaplanes, with workshops for
repairing and fitting aircraft of every description.
The German authorities are credited with the intention of gradually developing Cuxhaven into
a first-class naval base, in order to relieve the congestion at Wilhelmshaven.

BRUNSBÜTTEL.

Brunsbüttel is the western terminus of the Baltic-North Sea canal. It is situated about ten
miles up the River Elbe, on the Schleswig-Holstein shore. Some batteries are believed to exist at
this point, armed with guns powerful enough to repel torpedo craft, but the real defences of the
canal locks are the forts at Cuxhaven, at the mouth of the river.
 The widening of the canal, which is now practically completed, necessitated the construction
of new locks on a gigantic scale at each end. Those at Brunsbüttel were completed early this
year, in advance of the locks at the Kiel end.
Brunsbüttel has a harbour nearly 1,700-ft. long and 680-ft. wide. Large supplies of coal and
oil are kept here, and there is a well-equipped coaling plant which enables vessels to coal with
great rapidity. The canal locks are of such massive construction that it is doubtful whether they
could be seriously damaged by torpedo attack.

Moltke. Photo: Central News.

MOLTKE CLASS.

MOLTKE AND GOEBEN (slight differences).

Displacement: 23,000 tons.

Speed: 28 knots; Guns: 10 11in., 12 6in., 12 24pdrs.; Torpedo

tubes: 4.

Astern fire: Broadside: Ahead fire:

8 11in. 10 11in. 6 11in.
2 6in. 6 6in. 2 6in.
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