History of Steam-Navigation.
THE idea of propelling vessels by the action of wheels or paddles, instead of oars, seems to have occurred at a remote period. The mode of carrying the project into execution is clearly, though concisely, described in a very curious and learned treatise, De Re Militari, by Valturius of Rimini. This remarkable work is justly deemed one of the finest and earliest specimens of typography and wood-engraving. It was first printed by John of Verona in 1472, and from the same press an Italian translation of it by Paul Ramusio issued in 1483. It was afterwards reprinted at Paris in 1532, in the original
Latin, by the celebrated Printer, Christian Wechelius.
Of the numerous machines described and delineated in that rare volume, several have been frequently reproduced as new inventions during the course of the last century. Such waste of ingenuity is really a serious evil, arising from inattention to the history of the mechanical arts, and the want of a public repository to exhibit their successive improvements. Mr Dibdin has given, in his Bibliotheca Spenceriana, fac-similes of several warlike engines from Valturius; but we have copied the figure of a
flat-bottomed boat for crossing rivers by the circum-
volution of paddles or vanes. (See Plate CXVI.)
These vanes consisted of pitched sail-cloth; and it
will be seen, that the impulsion was communicated
by means of cranks. The action of each axle
is said to have been equivalent to that of twelve oars.
(Valturius, De Re Militari, p. 314.) We must not,
however, suppose that the power thus applied was
really augmented by such machinery. It has been as-
certained that human force is advantageously exerted
in the act of rowing; but this operation requires skill,
and not more than one person can work conveniently
at the same oar. Where paddles are substituted,
mere strength is sufficient; and a number of men
may combine their labour in turning a crank. Animal
power will, indeed, effect the same purpose. Accordingly,
some of the broad ferry-boats in North America are fitted
with paddles driven by gin-horses.
It is clear, therefore, that, three or four centuries
ago, boats, propelled by the action of paddle-wheels,
were used on some of the large rivers in Italy, and,
most probably, in other parts of the Continent, for the
transporting of troops. Valturius even speaks of pontoons,
composed of three parts, like drums, which could be
conjoined at any time, and again separated, to facilitate
their carriage over land. The method of changing a
reciprocating into a rotatory motion, by the help of a
crank, though not applied to the steam-engine till 50 or
60 years after its invention, had been understood and
practised at the very dawn of the mechanical arts.
The atmospheric steam-engine, which had been
invented by Newcomen and improved by Beighton,
began to be pretty generally adopted in the coal-
works about the year 1720; and it does not seem to
have required any great stretch of imagination to direct
such an efficient power to other purposes besides the
raising of water.
Mr J. Hulls. The first attempt, however, on record to apply steam
to navigation was made by a person of the name of
Jonathan Hulls, who, on the 21st of December 1736,
obtained a Patent, to endure for 14 years, for what
may, without any impropriety, be called a Steam-Boat.
The Letters Patent, and a description of this boat,
illustrated with a plate, are contained in a very rare
Tract, published by Hulls in 1737, under the following
title: A Description and Draught of a new invented
Machine for carrying Vessels or Ships out of or into
any Harbour, Port, or River, against Wind and Tide,
or in a Calm. As the origin of the invention has
been much disputed, we shall subjoin some extracts
from this pamphlet, which lay totally forgotten till
within these few years, and is even yet, on account of
its great rarity, but very little known.*
He introduces his description by a concise view
of the principles of experimental philosophy; in
which he observes (p. 39), "If a person were
to descend to the bottom of a well full of wa-
ter, his body would be pressed the same as if he
descended the same depth into the sea; for there
is the same pressure against a pool-head as there is
against the sea-bank at the same depth, as hath be-
fore been demonstrated.
"Thus I have endeavoured to explain the nature
of the pressure of the air on other bodies, by com-
paring it with other fluids that are visible to our eye,
as mercury, water, &c. and, since the pressure is so
very great, it is the more fit to be applied to a pur-
pose wherein all sorts of manual operations are in-
sufficient. For this present undertaking cannot be
supposed to be done by strength of men or horses,
or any machine driven by either.
"The atmosphere being of a great weight, and
striving to get in where there is a vacuum, I shall
endeavour to show how this vacuum is made, and
in what manner this force is applied to drive the ma-
chine.
"In some convenient part of the Tow-Boat there
is placed a vessel about two-thirds full of water, with
the top close shut; this vessel being kept boiling,
rarifies into a steam. This steam being conveyed
through a large pipe into a cylindrical vessel, and
there condensed, makes a vacuum, which causes the
weight of the atmosphere to press on this vessel, and
so presses down a piston that is fitted into this cy-
lindrical vessel, in the same manner as in Mr New-
comen's engine, with which he raises water by fire.
(See Plate CXVI.)
"It hath been already demonstrated, that a vessel
of thirty inches diameter, which is but two feet
and a half, when the air is driven out, the atmosphere
will press on it to the weight of four tons, sixteen
hundred weight, and upwards; when proper instru-
ments for this work are applied to it, it must drive a
vessel with a great force."
"Note.—The bigness of the machines may be pro-
portioned to the work that is to be performed by
them; but, if such a force as is applied in this first
essay be not sufficient for any purpose that may be
required, there is room to make such addition as
will move an immense weight with tolerable swiftness.
"It is my opinion it will not be found practicable
to place the machine here recommended in the ves-
sel itself, that is to be taken in or out of the port, &c.
but rather in a separate vessel, for these reasons:—
"1st, This machine may be thought cumbersome,
and to take up too much room in a vessel laden with
goods, provisions, &c.
"2d, If this machine is put in a separate vessel,
this vessel may lie at any port, &c. to be ready on all
occasions.
"3d, A vessel of a small burthen will be sufficient
to carry the machine to take out a large one.
"4th, A vessel will serve for this purpose for
many years, after she is thrown off, and not safe to
be taken abroad."
The passages above quoted are followed by the
* It consists of forty-eight pages, in duodecimo; was "printed for the author, and sold, price sixpence,
at the Pamphlet Shops in London and Westminster."
Steam-
Navigation. Explanation of the Machine. The Figure to which this Explanation refers is copied, from that given by Hulls, in Plate CXVI.
"A represents the chimney coming from the furnace.
"B, The tow-boat.
"CC, Two pieces of timber, framed together, to carry the machine.
"Da, D, and Db, are three wheels on one axis, to receive the ropes F, Fa, and Fb.
"Note.—F is the same rope that goes into the cylinder.
"Ha and Hb are two wheels on the same axis with the fans IIIIII, and move alternately in such a manner, that when the wheels Da, D, and Db, move backward or forward, they keep the fans IIIIII in a direct motion.
"Fb is a rope going from Hb to Db, that when the wheels Da, D, and Db, move forward, moves the wheel Hb forwards, which brings the fans forward with it.
"Fa is a rope going from the wheel Ha to the wheel Da, that when the wheels Da, D, and Db, move forward, the wheel Ha draws the rope F, and raises the weight G, at the same time as the wheel Hb brings the fans forward.
"When the weight G is so raised, while the wheels Da, D, and Db, are moving backward, the rope Fa gives way, and the power of the weight G brings the wheel Ha forward, and the fans with it, so that the fans always keep going forward, notwithstanding the wheels Da, D, and Db, move backwards and forwards, as the piston moves up and down in the cylinder.
"LL are teeth for a catch to drop in from the axis, and are so contrived, that they catch in an alternate manner, to cause the fans to move always forward, for the wheel Ha, by the power of the weight G, is performing his office, while the other wheel Hb goes back in order to fetch another stroke.
"Note.—The weight G must contain but half the weight of the pillar of air pressing on the piston, because the weight G is raised at the same time as the wheel Hb performs its office, so that it is, in effect, two machines acting alternately by the weight of one pillar of air of such a diameter as the diameter of the cylinder is.
"If it should be said that this is not a new invention, because I make use of the same power to drive my machine that others have made use of to drive theirs for other purposes; I answer, The application of this power is no more than the application of any common and known instrument used in mechanism for new invented purposes." P. 43.
This Explanation is followed with the annexed "Answers to some Queries that have been made concerning the possibility and usefulness of this undertaking."
QUERY I.
"Is it possible to fix instruments of sufficient strength to move so prodigious a weight as may be contained in a very large vessel?
"Answer. All mechanics will allow it is possible to make a machine to move an immense weight, if
there is force enough to drive the same; for every member must be made in a proportionable strength to the intended work, and properly braced with laces of iron, &c. so that no part can give way or break, if the braces, &c. necessary for this work had been put in the draught, it would have been so much crowded with lines, that the main instruments could not be so well perceived.
QUERY II.
"Will not the force of the waves break any instrument to pieces that is placed to move in the water?
"Answer. First, It cannot be supposed that this machine will be used in a storm or tempest at sea, when the waves are raging; for, if a merchant lyeth in a harbour, &c. he would not choose to put out to sea in a storm, if it were possible to get out; but rather stay until it is abated.
"Secondly. When the wind comes a-head of the tow-boat, the fans will be protected by it from the violence of the waves; and when the wind comes side-ways, the wind will come edge-ways of the fans, and therefore strike them with the less force.
"Thirdly. There may be pieces of timber laid to swim on the surface of the water on each side of the fans, and so contrived as they shall not touch them, which will protect them from the force of the waves. Up inland rivers, where the bottom can possibly be reached, the fans may be taken out, and cranks placed at the hindmost axis, to strike a shaft to the bottom of the river, which will drive the vessel forward with the greater force.
QUERY III.
"It being a continual expence to keep this machine at work, will the expence be answered?
"Answer. The work to be done by this machine will be upon particular occasions, when all other means yet found out are wholly insufficient. How often does a merchant wish that his ship were on the ocean, when, if he were there, the wind would serve tolerably well to carry him on his intended voyage, but does not serve, at the same time, to carry him out of the river, &c. he happens to be in, which a few hours work of this machine would do. Besides, I know engines that are driven by the same power as this is, where materials for the purpose are dearer than in any navigable river in England; therefore, experience demonstrates, that the expence will be but a trifle to the value of the work performed by those sort of machines, which any person that knows the nature of those things may easily calculate." P. 45—48.
Thus, Jonathan Hulls appears to have been the first person who suggested the propulsion of vessels by paddle-wheels moved by steam. His mode of converting the rectilinear into a rotatory motion was ingenious, though not so simple as the crank. It is most probable, however, that he possessed not the means, and did not receive at the time sufficient encouragement to carry his scheme into execution.
A long interval elapsed before a similar project was attempted. About the year 1772 the celebrated Mr. Watt had completely remodelled the steam-engine;
and before 1779 it was, by various improvements, reduced to a compendious form, and adapted to almost every purpose where great power was required. The idea of employing it to propel vessels then naturally suggested itself. One of the first to whom it occurred was the Marquis De Jouffroy, who, in 1781, constructed a steam-boat on the Saone at Lyons; it was 140 feet long, and he made several experiments with it.
In the year 1785 two keen competitors for the invention of steam-navigation appeared in America; namely, James Rumsey of Virginia, and John Fitch of Philadelphia. The following extracts from a Pamphlet, very little known in this country, published by the latter in 1788, are curious:*
"I confess the thought of a steam-boat, which first struck me by mere accident, about the middle of April 1785, has hitherto been very unfortunate to me; the perplexities and embarrassments through which it has caused me to wade far exceed any thing that the common course of life ever presented to my view."—"In June and July I formed models, and in August laid them before Congress, as will appear on their files. In September I presented them to the Philosophical Society, as per certificates."
"Philadelphia, Sept. 27, 1785. At a special meeting of the American Philosophical Society, a model, accompanied with a drawing and description of a machine for working a boat against the stream, by means of a steam-engine, was laid before the Society by John Fitch."
"At a meeting of the American Philosophical Society on December 2, 1785, a copy of the drawing and description of a machine for working a boat against the current, which some time ago was laid before the Society by Mr John Fitch, he this evening presented to them.
"Extract from the Minutes,
"SAMUEL MAGAW,
"one of the Secretaries."
"In October I called on the ingenious Mr Henry of Lancaster, to take his opinion on my drafts, who informed me that I was not the first person who had thought of applying steam to vessels; that he had conversed with Mr Andrew Ellicot as early as 1775, and that Mr Paine, author of Common Sense, had suggested the same thing to him in the winter of 1778."
"In Virginia I waited on his Excellency General Washington, who, in the course of conversation, informed me, that the thought of applying steam was not original; that Mr Rumsey had mentioned steam to him: but nothing that passed in the conversation with General Washington had the least tendency to convey the idea of Mr Rumsey's relying on steam; and General Washington's letter, p. 10 of Mr Rumsey's pamphlet, clears up the matter—for the General himself did not conceive any such thing. Knowing that the thought of applying steam to boats had been suggested by other gentlemen long
before; I left his Excellency, with all the elated prospects that an aspiring projector could entertain, not doubting but I should reap the full benefit of the project: for although I found that some had conceived the thought before, yet I was the first that ever exhibited a plan to the public; and was fully convinced that I could not interfere with Mr Rumsey, otherwise the known candour of General Washington must have pointed out to me such interference. I immediately applied to the Legislature of Virginia for assistance to execute my plan, who signified their wish to encourage my designs, but that the state of their finances prevented it."
"Finding that undoubtedly I was the first person in America that could be termed the inventor of a steam-boat, either agreeably to custom or equity, I thought it prudent to apply to the different states for the exclusive privileges for the emoluments of such invention, which were granted by New Jersey in March 1786, by Delaware, New York, and Pennsylvania, in the winter and spring following, and by Virginia in October 1787.
"I have from the time of my first thought pursued my scheme with unremitting application, without a suspicion of an interruption, until the circulation of Mr Rumsey's invidious pamphlet, the contents of which I now find it necessary next to take under consideration, not doubting but that the design and tendency of that production will be a sufficient apology for the plainness with which I shall treat it."
"Mr Rumsey says, in page 2, that 'in the month of September 1784, he exhibited the model of a boat to his Excellency General Washington, at Bath, in Berkeley county, calculated for stemming the current of rapid rivers only, constructed on principles very different from his present one. Satisfied,' says he, 'of the experiment of her making way against a rapid stream, by the force of the stream, the General was pleased to give me a most ample certificate of her efficacy.' Here it is to be observed, that no mention was made to General Washington of steam at the time of such exhibition: the principles upon which the boat was propelled were entirely unconnected with, and distinct from steam; being simply a model, propelled by water wheels, cranks, and setting poles: a mode which was many years ago tried on the river Schuylkill by a farmer near Reading, but without success. From an exhibition of this plan it was that Mr Rumsey procured the certificate from General Washington, and on that certificate were Mr Rumsey's laws founded. In his petitions to the several legislatures, he prayed for no exclusive right for the use of steam-boats; neither did he make mention of steam to their committees, or even suggest an idea of the kind."
Patrick Miller, Esq. of Dalswinton, in Dumfries-shire, made many experiments on the best mode of impelling single, double, and triple vessels with paddle-
* The Original Steam-Boat supported; or a Reply to Mr James Rumsey's Pamphlet, showing the true priority of John Fitch. Philadelphia, 1788.
Steam-
Navigation. wheels, by the power of men and horses; and printed and circulated extensively an account of a Triple Vessel and wheels, in February 1787. In this Tract, he states,—"I have also reason to believe that the power of the Steam-Engine may be applied to work the wheels, so as to give them a quicker motion, and, consequently, to increase that of the ship. In the course of this summer (1787), I intend to make the experiment."
As the power of men produced only the slow motion of five miles per hour, Mr James Taylor, then residing in Mr Miller's family, and now at Cumnock, suggested the application of a steam-engine as the moving power; and he carried Mr Miller to the house of Gilbert Meason, Esq. St Andrew's Square, Edinburgh, to see the model of a steam-carriage invented by Mr William Symington of Falkirk. Mr Miller was much pleased with the model, and desired Mr Symington to make him a small steam-engine, to work a twin or double boat on Dalswinton Loch. The engine having been accordingly executed and put on board the boat, the experiment was made at Dalswinton in autumn 1788; and it succeeded so well, that Mr Miller commissioned Mr Symington to purchase a gabert, or large boat, at Carron, and to fit up a steam-engine on board of her, to make a trial on a larger scale. Every thing being completed, the trial was made on the Forth and Clyde Canal, in summer 1789, Messrs Miller, Stainton, Taylor, &c. being on board, and the result answered their most sanguine expectations.
Mr Symington. From a manuscript Memorial on Steam-Navigation, drawn up by Mr Symington, with the perusal of which we have been favoured, we make the following extract:
"Mr Miller being then very much engaged improving his newly purchased estate in Dumfries-shire, and I also employed to construct large machinery for the use of the lead-mines at Wanlockhead, the idea of carrying the experiments, at that time, any farther, was entirely given up, till meeting with the late Thomas Lord Dundas of Kerse, who wished that I would construct a steam-boat for dragging vessels on the Forth and Clyde Canal, in place of horses. Agreeably to his Lordship's request, a series of experiments, which cost nearly L. 3000, were set on foot in the year 1801, and ending in 1802, upon a larger scale, and more improved plan, having a steam cylinder 22 inches diameter, and four feet stroke; a complete model of which, with a set of ice-breakers attached, may be seen (if not in Lord Dundas's house, Arlington Street) in the Royal Institution, London, which proved itself very much adapted for the intended purposes, as will appear from the following simple yet authentic narrative. Having previously made various experiments, in March 1802, at Lock No. 20, Lord Dundas, the great patron and steam-boat promoter, along with Archibald Speirs, Esq. of Elderslee, and several gentlemen of their acquaintance being on board, the steam-boat took in drag two loaded vessels, Active and Euphemia of Grangemouth, Gow and Espline masters, each upwards of 70 tons burthen, and with great ease carried them through the long reach of the Forth and Clyde Canal, to Port-Dundas, a distance of 19½
miles, in six hours, although the whole time it blew a very strong breeze right a-head of us; so much so, that no other vessels could move to windward, in the canal, that day, but those we had in tow; which put beyond the possibility of doubt the utility of the scheme in canals or rivers, and ultimately on open seas; though in this state of forwardness it was opposed by some narrow-minded proprietors of the navigation, under a very mistaken idea, that the undulation of the water occasioned by the motion of the wheel would wash and injure its banks: in consequence the boat was, with great reluctance, laid up in a creek of the canal, near Bainsford Draw-bridge, exposed for years to public view; where Henry Bell from Glasgow, who frequently inspected the steam-boat at Carron in 1789, did also particularly examine this; and afterwards, in conjunction with other gentlemen, in the year 1811, constructed the first steam-boat, Comet, to ply on the river Clyde, which was soon followed there by many more, and its use is now rapidly extending to different regions of the globe."
It is indisputable, therefore, that Mr Symington was the first person who had the merit of successfully applying the power of the steam-engine to the propulsion of vessels. The boat which he constructed was, like that proposed by Hulls, really a Tug. It is much to be regretted, that there existed not enterprise enough at that time in Scotland to encourage the ingenious artisan to repeat his experiments on the Clyde. All the subsequent improvements, however, in steam-navigation may be fairly traced to Mr Symington's attempt, and we cannot help thinking that he has a strong claim on the national gratitude. He is still alive, and we fear not in the most flourishing circumstances. Should the state decline rewarding such meritorious services, the opulent proprietors of steam-boats might well evince their liberality and discernment, by bestowing on him some recompence.
Considering the importance to America of navigating her mighty rivers, it is not surprising that the application of the power of steam to the propulsion of boats should, by persevering efforts, have been first carried into successful practice in that continent. This was achieved by the activity and zeal of Mr Fulton, who appears evidently, however, to have derived all his primary knowledge of the subject from Scotland.
Mr Symington's Memorial, above referred to, gives the following remarkable statement:
"When engaged in these last experiments in 1802, I was called upon by Mr Fulton, who very politely made himself known, and candidly told me that he was lately from North America, and intended to return thither in a few months, but having heard of our steam-boat operations, could not think of leaving this country without first waiting upon me in expectation of seeing the boat, and procuring such information regarding it as I might be pleased to communicate; he at same time mentioned, however advantageous such invention might be to Great Britain, it would certainly become more so in North America, on account of the many extensive navigable rivers in that country; and as timber of the first quality, both for
building the vessels, and also for fuel to the engine, could be purchased there for a small expence, he was decidedly of opinion it could hardly fail, in a few years, to become very beneficial to trade in that part of the world; and that his carrying the plan to North America could not turn out otherwise than to my advantage; as, if I inclined it, both the making and superintendence of such vessels would naturally fall upon me, provided my engagements with steam-boats at home did not occupy so much of my time as to prevent me from paying any attention to those which might afterwards be constructed abroad.
"Mr Fulton having thus spoken, in compliance with his most earnest request, I caused the engine fire to be lighted up, and in a short time thereafter, put the steam-boat in motion, and carried him from Lock No. 16, where the boat then lay, four miles west the canal, and returned to the place of starting, in one hour and twenty minutes, to the great astonishment of Mr Fulton, and several gentlemen, who, at our outset, chanced to come on board.
"During the above trip, Mr Fulton asked if I had any objections to his taking notes respecting the steam-boat, to which question I said, none; as I considered the more publicity that was given to any discovery intended for general good, so much the better; and having the privilege secured by letters-patent, I was not afraid of his making any encroachment upon my right in the British dominions; though in the United States, I was well aware, I had no power of control. In consequence, he pulled out a memorandum-book, and, after putting several pointed questions respecting the general construction and effect of the machine, which I answered in a most explicit manner, he jotted down particularly every thing then described, with his own remarks upon the boat, while moving with him on board, along the canal; but he seems to have been altogether forgetful of this, as, notwithstanding his fair promises, I never heard any thing more of him, till reading in a newspaper an account of his death.
"From the above incontrovertible facts, which can be corroborated by a number of people of respectability living at this day, it is very evident that commerce is not indebted to North America for the invention of steam-packets, it being hereby established beyond the possibility of doubt, to be truly British, both in idea and practice, and that Mr Fulton's steam-vessel did not make its first appearance in the Hudson River earlier than 1806 or 1807, four years at least posterior to his having been on board the Charlotte Dundas steam-boat, and minutely examined it, when at work upon the Forth and Clyde Canal, and 18 years later than the date of the first experiments made by me upon steam-boats, on the lake at Dalswinton, Dumfries-shire, in Great Britain."
The following statement upon the same point, by Mr Henry Bell of Glasgow, was addressed by him to the Editor of the Caledonian Mercury, and published in that paper in October 1816:—"Sir, I observed in your paper lately a paragraph respecting steam-boats, in which the Americans claimed the right to the discovery, which is become of so much utility to the public. On this account I propose to give you a full statement of
what I conceive to be the truth. Mr Miller of Dalswinton first wrote upon the method of moving or impelling vessels or rafts through water by paddles, wrought by a capstan, or by the wind, in the manner of a wind-mill, which idea he afterwards gave to all the different Courts in Europe. It will be recollected by most people in this country, that the French proposed to erect rafts for conveying troops to invade this country by means of Mr Miller's wind-mill or capstan plan; for it may be stated that this gentleman built two vessels at Leith, and put them in motion upon his new improvement, and even sent one of them to the King of Sweden, as a present. After this, he thought that an engine could be so constructed as to be applied to work his machinery for the moving of his paddles; and accordingly he employed an engineer to put his plans in execution; but they failed for want of being properly executed.—But to give you a more correct account of the manner Mr Fulton, the American engineer, came to the knowledge of steam-boats, that gentleman had occasion to write me about the plans of some machinery in this country, and begged the favour of me to call on Mr Miller of Dalswinton, and see how he had succeeded in his steam-boat plan; and if it answered the end, I was to send him a full drawing and description of it, along with my machinery. This led me to have a conversation with the late Mr Miller, and he gave me every information I could wish for at the time; I told him where, in my opinion, he had erred, or was misled by his engineer; and, at the same time, I told him that I intended to give Mr Fulton my opinion on steam-boats: the friends of Mr Miller must have amongst their papers Mr Fulton's letter to me, for I left it with Mr Miller. Two years thereafter I had a letter from Mr Fulton, letting me know that he had constructed a steam-boat from the different drawings of machinery I had sent him out, which was likely to answer the end, but required some improvement on it. This letter I sent to Mr Miller, for his information, which must also be among his papers. This letter led me to think of the absurdity of writing my opinion to other countries, and not putting it in practice myself in my own country; and, from these considerations, I was roused to set on foot a steam-boat, for which I made a number of different models, before I was satisfied. When I was convinced that they would answer the end, I contracted with Messrs John Wood and Company, ship-builders in Port-Glasgow, to build me a steam-vessel, according to my plans, 40 feet keel, and 10 feet 6 inches beam, which I fitted up with an engine and paddles, and called her the Comet, because she was built and finished the same year that a comet appeared in the north-west part of Scotland. This vessel is the first steam-boat built in Europe that answered the end, and is at this present time upon the best and simplest method of any of them; for a person sitting in the cabin will hardly hear the engine at work. She plies on the Frith of Forth, betwixt the east end of the Great Canal and Newhaven, near Leith. The distance by water is 27 miles, which she performs, in ordinary weather, in 3½ hours up, and the same down. There were many attempts to make steam-boats in this country
Steam-
Navigation. before this one, but none of them ever answered the end; and even three years after the Comet was set a sailing, there was a number of our first rate engineers joined together, and obtained a patent for what they conceived a new discovery on the paddles for impelling the vessel forward. They were disappointed in their plan, and had to return to the mode of the Comet."
The first American steam-boat which completely succeeded was launched at New York on the 3d October 1807 (five years before the construction of the Comet at Port-Glasgow), and soon after plyed between that city and Albany, a distance of 160 miles.
Rapid Pro-
gress of
Steam-Nav-
igation. In Britain, steam-vessels were first brought into use in 1812 upon the Clyde. They were built at Port-Glasgow, Greenock, and Dumbarton, where the art of ship-building had for many years been conducted by carpenters eminent in their profession. When launched, they were towed at a very trifling expence up the Clyde to Glasgow, situated in the midst of inexhaustible mines of coal and iron, and where the number of skilful practical engineers and artificers rendered the construction of the engines and machinery easy, and the prices moderate.
The early experiments were, of course, made upon a small scale. The first steam-boat actually put to use there was the Comet (40 feet keel, 10½ feet beam, 4 wheels, 4 shovel-shaped paddles on each, with a cistern of fresh water to feed the boiler), built, as already mentioned, by Mr Henry Bell. She had an engine of only three horses' power, being intended merely for passengers; who, till then, had no other means of conveyance on the river than small row boats, either quite open, or supplied with only an awning to secure them from the weather. Small as this engine was, it rendered the passage certain in one tide; the vessel being able to make head-way even against the wind, and in rough weather.
The success of the first experiment soon excited competition; and a larger vessel, the Elizabeth (58 feet on deck, 11 feet beam, with an engine of 8 horses power), was completed in March 1813, and for a time proved very profitable to the proprietors. The third boat, the Clyde, which began plying in July of the same year, was still larger in her dimensions; being 70 feet keel, 75 feet on deck, 13 feet beam, with an engine of 14 horse power.
At present there are about thirty-five steam-vessels on the Frith of Clyde, some of which sail from Glasgow almost every hour, or half-hour, during day-light, to the various ports on the river, and the lochs communicating with it; as Dumbarton, Helensburgh, Loch-Long, Rothsay, Loch-Fine, and Campbellton, on the right bank, and Port-Glasgow, Greenock, Gourock, Innerkip, Largs, Milport, Ardrossan, Ayr, Irvine, Girvan, Stranraer, &c. on the left bank. Many of them occasionally visit Islay, Mull, Staffa, Icolmkill, and adjacent islands, during the summer months; and also Londonderry, Coleraine, and other ports of Ireland. Several vessels of larger dimensions, are employed as regular packets to Belfast, the Isle of Man, Liverpool, &c., and thus a constant communication between the united kingdoms is main-
tained. Since 1821, two steam-vessels have regularly sailed from Leith to Aberdeen, calling at several of the intermediate ports. Five or six steam luggage-boats are constantly employed as lighters and draggers of other boats, for the speedy conveyance of goods from Glasgow to the ports of exportation, and occasionally towing large vessels in or out of harbour. The annual voyages of each of these 35 vessels may be averaged at 10,000 English miles; consequently, the whole sail 350,000 miles yearly, or nearly 14 times the circumference of our globe.
The success of steam-vessels at Glasgow soon excited attention in other quarters, and several of the Clyde vessels were purchased as models. It is worthy of mention, that shortly after the time of their appearance on the Clyde, Mr Lawrence of Bristol established a steam-boat on the Severn, and having carried her to ply on the Thames, the Company of Watermen made such opposition to this innovation, that he was obliged to take her back. Now, however, not only are all the chief navigable rivers in Britain thus navigated, but steam-vessels ply regularly from London to Aberdeen, sometimes passing the Pentland Frith.
On the Holyhead station, to carry mails between England and Ireland, there are three steam-vessels employed, viz. the Royal Sovereign, 210 tons, two 40-horse engines; the Meteor, 190 tons, two 30-horse engines; and the Ivanhoe, 165 tons, one 56-horse engine. They have answered the purpose much better than sailing vessels; as a proof of which, during the last year the latter were employed, exactly 100 Irish mails arrived in London late; while, during the nine months after the steam-boats were first established, only 22 arrived late; and that winter happened to be extremely boisterous. These boats use sails occasionally, and go to sea when sailing vessels dare not leave port. The average passage of the Royal Sovereign, from Houth to Holyhead, is six hours, fifty-seven minutes; from Holyhead to Houth seven hours, thirty-six minutes. Of the Meteor, from Houth to Holyhead, seven hours, four minutes, and back, eight hours, thirteen minutes. The average passage is half the time in which the average passage of sailing vessels used to perform the voyage. The shortest passage was from Houth to Holyhead, five hours, thirty minutes; which, the distance being about 73 miles, is nearly 12 miles an hour.
It is difficult to say what is the maximum speed of steam-vessels. Several of those between London and Margate make the voyage in seven hours and a half, a distance of 84 miles. The Hero made the voyage, wind and tide in her favour, in six hours, sixteen minutes. The Eclipse, from Belfast to Greenock, 120 or 130 miles, has been known to come in nine hours; and, on one occasion, having about 3000 square feet of canvas set, besides the engine at work, she came from Ailsa to Greenock at the rate of 9 miles. The Henry Bell, a new steam-trader between Glasgow and Liverpool, has delivered goods at various warehouses in Glasgow, several hours before the invoices, or advice of the shipment, had arrived in course of post. The New York steam-vessels run up
to Albany, 160 miles, in 21 hours, and down in 19; never in less than 19. They go from Newhaven to New York, 90 miles, in six hours and a half without sail; being nearly 14 miles per hour.
At present, steam-boats frequently ply between London and Dieppe, Rouen, Havre de Grace, Cadiz, Corunna, Alicante, Vigo, Lisbon, and other ports of France, Spain, and Portugal. One was lately established between Naples and Leghorn and Genoa; but soon abandoned, owing to the oppression of the quarantine laws, and the rapacity of the government of the Two Sicilies. Another steam-vessel was launched by an American gentleman on the Lake of Geneva, but, being a very bad sailor, it is about to be replaced by another. Every season they are becoming more numerous, and adventurous in sailing to greater distances and through heavier seas; such as the Bay of Biscay, the Mediterranean, the Baltic, the Gulfs of Finland, Bothnia, &c. A steam-boat, carrying the mail, now sails between Kiel, in Holstein, and Copenhagen. In the Adriatic, the Carolina goes every second day from Venice to Trieste, and the Eridano to Pavia; the latter voyage being usually accomplished in 37 hours. The Royal George steam-boat makes her passage from Portsmouth to Corunna in from 60 to 64 hours; a distance of between 400 and 500 miles.
Having thus endeavoured to give a sketch of the origin and progress of steam-navigation, we shall now proceed to describe the form and parts of a steam-boat (suppose of 100 tons), and to some other details, calculated to furnish a more particular view of the present state of steam-navigation in Britain and other countries.
Fig. 1, Plate CXVII., is an elevation; fig. 2, a longitudinal section; fig. 3, a ground plan; fig. 4, a transverse section. The same letters refer alike to the respective parts of each figure: A, the two boilers, with their two manhole doors, one to each; B, the chimney; C, the steam pipes; DD, the cylinders of the two engines; EE, the two air pumps; F, the side lever; one on each side of each engine; GG, the crank of the paddle-wheel shaft; H, the rod that works the steam valves or hand gear, moved backward and forward by an eccentric wheel on the shaft; I, the nozzles; K, pillars of the framing; LL, the area where the fireman stands to put coals into the furnace; MM, place where the coals are stowed away; NN, the paddle-wheels and covers; O, ladies' parlour; P, principal cabin; Q, second cabin; having each a raised lantern or sky-light, besides the lateral windows of P and Q; R, steward's room; S, breakfasting room; TT, refreshment rooms for the second cabin passengers; U, small boat ready to be let down on an emergency; V, rudder; WW, seamen's beds; XX, space for lumber or spare fuel. The fireman stands in the space LL; an iron trap-ladder leads down to it from the deck, flush with which are two horizontal gratings for the admission of fresh air to himself and the fire; his coals are built up behind him, and he brings down only a few lumps at a time, which he breaks into small pieces as required. The chimney B is a series of sheet-iron cylinders rivetted at the joints, and slipt the one over
the other. Each boiler has a flue within, making various convolutions under the surface of the water; through which the smoke and flame pass, until they enter the chimney.
These wheels being ponderous, acquire sufficient momentum to turn the crank, and supersede the necessity of a fly. The air-pump, feed-pump, and occasional cold water-pump, are wrought by rods from FF, the side horizontal levers. To prevent the waste steam of the boilers from annoying the passengers, a pipe conveys it into the chimney. Besides this, a waste steam valve is within reach of the engine-man, who loads and unloads it as he finds necessary. It is a curious fact, that a great flow of steam into the chimney prevents black smoke from issuing from it, which otherwise would. The paddle-wheels are firmly wedged on their shaft, and whatever pressure they exert against the water causes an equal re-action on the vessel, which is thus impelled either forwards or backwards according to the direction of circumvolution.
The principal cabin is painted, and otherwise tastefully fitted up, and furnished with a stove, the chimney of which rises up through the deck. The second cabin occupies the fore-end of the vessel, and is also completely furnished, less elegantly. Small steam-boats from 30 tons upwards are generally laid out much in the same way, only varying according to the nature of their employment. When intended for sea voyages, a great part of the internal space is allotted for sleeping berths.
Plate CXVI. exhibits a sketch of one of the Clyde vessels, the City of Glasgow, of 300 tons.
The following is an alphabetical list of steam-vessels built in Britain:
| When Built. | Names of Vessels. | Tonnage. | Engines. | Horse Pow. |
|---|---|---|---|---|
| 1822 | Aaron Manby | 140 | 1 | 28 |
| 1821 | Abbey | |||
| 1819 | Active | 83 | 1 | 10 |
| 1816 | Ætna (double vessel) | 75 | 1 | 20 |
| 1820 | Aire and Calder | 110 | 1 | 35 |
| 1816 | Albion | 92 | 1 | 22 |
| 1818 | Albion | 75 | 1 | 24 |
| 1822 | Albion | 160 | 2 | 60 |
| 1815 | Argyle | 88 | 2 | 32 |
| 1821 | Arrow | 130 | 2 | 40 |
| 1820 | Belfast | 190 | 2 | 70 |
| 1821 | Brilliant | 160 | 2 | 40 |
| 1822 | Bristol Cambria | 100 | 1 | 30 |
| 1818 | British Queen | 75 | 1 | 20 |
| 1817 | Britannia | 70 | 1 | 15 |
| 1820 | Britannia | 100 | 2 | 40 |
| 1821 | Britannia | 80 | 1 | 20 |
| 1815 | Caledonia | 102 | 2 | 32 |
| 1816 | Caledonia | 80 | 1 | 12 |
| 1820 | Caledonia | 80 | 2 | 30 |
| 1821 | Caledonia | 84 | 1 | 30 |
| 1821 | Cambria | 130 | 2 | 50 |
| 1813 | Clyde | 69 | 1 | 14 |
| 1821 | City of Edinburgh | 400 | 2 | 80 |
| 1822 | City of Glasgow | 300 | 2 | 100 |
| 1818 | Cobourg | 75 | 1 | 24 |
| Steam- Navigation. |
When Built. |
Names of Vessels. | Ton- nage. |
Engines. | Horse Pow. |
When Built. |
Names of Vessels. | Ton- nage. |
Engines. | Horse Pow. |
Steam- Navigation. |
|---|---|---|---|---|---|---|---|---|---|---|---|
| 1812 | Comet | 25 | 1 | 3 | 1822 | Medina | 100 | 1 | 36 | ||
| 1821 | Comet lengthened | 70 | 1 | 30 | 1822 | Medusa | 90 | 2 | 20 | ||
| 1816 | Congo | 100 | 1 | 20 | 1819 | Mersey | 80 | 1 | 24 | ||
| 1815 | Countess of Scarborough | 50 | 1 | 10 | 1819 | Merscy | 60 | 1 | 20 | ||
| 1821 | Dasher | 130 | 2 | 40 | 1821 | Meteor | 190 | 2 | 60 | ||
| 1817 | Defiance | 50 | 1 | 14 | 1814 | Morning Star | 100 | 1 | 26 | ||
| 1820 | Diana | 60 | 2 | 20 | 1814 | Morning Star | 20 | High pres. | 3 | ||
| 1818 | Dispatch | 83 | 1 | 10 | 1821 | Mountaineer | 190 | 2 | 70 | ||
| 1820 | Duchess of Northumberland | 40 | 1 | 10 | 1821 | Navigator | 40 | 1 | 18 | ||
| 1822 | Duke of Lancaster | 141 | 2 | 50 | 1816 | Neptune | 88 | 2 | 40 | ||
| 1818 | Dunbarton | 100 | 1 | 16 | 1813 | Orwell | 60 | 2 Horiz. | 12 | ||
| 1814 | Eagle (double vessel) | 40 | 1 | 6 | 1813 | Orwell | 20 | High pres. | 3 | ||
| 1816 | Eagle | 70 | 1 | 20 | 1813 | Oscar | 70 | 1 | 12 | ||
| 1821 | Eagle | 170 | 2 | 40 | 1814 | Perseverance | 60 | 1 | 14 | ||
| 1819 | Eclipse | 190 | 2 | 60 | 1814 | Phoenix | 25 | High pres. | 4 | ||
| 1821 | Eclipse | 140 | 2 | 60 | 1821 | Postboy | 80 | 1 | 20 | ||
| 1821 | Edinburgh Castle | 148 | 2 | 40 | 1819 | Port Glasgow | 70 | 1 | 16 | ||
| 1813 | Elizabeth | 40 | 1 | 10 | 1821 | Portuguese | 80 | 2 | 20 | ||
| 1823 | Emerald Isle | 450 | 2 | 65 | 1813 | Prince of Orange | 40 | 2 | 8 | ||
| 1818 | Engineer | 315 | 2 | 70 | 1822 | Prince Llewellyn | 170 | 2 | 70 | ||
| 1817 | Enterprise | 30 | 1 | 5 | 1821 | Queen Margaret | 60 | 1 | 20 | ||
| 1820 | Earl of Egremont | 50 | 2 | 24 | 1823 | Quentin Durward | 96 | 2 | 40 | ||
| 1818 | Favourite | 160 | 2 | 40 | 1821 | Rapid | 140 | 2 | 56 | ||
| 1819 | Favourite | 117 | 1 | 26 | 1822 | Rapid | 140 | 2 | 60 | ||
| 1817 | Fingal | 67 | 1 | 16 | 1816 | Regent | 112 | 2 | 24 | ||
| 1813 | Glasgow, now the Thames | 74 | 1 | 16 | 1814 | Richmond | 60 | 1 | 10 | ||
| 1820 | Glasgow | 90 | 1 | 24 | 1818 | Rising Star | 400 | 2 | 70 | ||
| 1819 | Gourock | 65 | 1 | 14 | 1819 | Robert Bruce | 155 | 2 | 60 | ||
| 1817 | Greenock | 52 | 1 | 10 | 1819 | Robert Burns | 73 | 1 | 24 | ||
| 1823 | Henry Bell | 200 | 2 | 60 | 1818 | Rob Roy | 100 | 1 | 30 | ||
| 1822 | Hercules | 130 | 2 | 60 | 1820 | Rothesay Castle | 90 | 1 | 24 | ||
| 1821 | Hero | 233 | 2 | 90 | 1823 | Royal George Ship | 2 | ||||
| 1823 | Hibernia | 280 | 2 | 40 | 1821 | Royal Sovereign George IV. | 210 | 2 | 80 | ||
| 1821 | Highlander | 67 | 1 | 24 | 1822 | Royal Sovereign | 220 | 2 | 80 | ||
| 1822 | Highland Chieftain | 65 | 1 | 16 | 1821 | Safety | 36 | 1 | 14 | ||
| 1820 | Highland Lad | 51 | 1 | 12 | 1821 | Sampson | 100 | 2 | 40 | ||
| 1815 | Hope | 45 | 2 | 6 | 1818 | Selby | 80 | 1 | 24 | ||
| 1819 | Hope | 30 | 1 | 6 | 1822 | Sir Joseph Yorke | 100 | 1 | 30 | ||
| 1817 | Humber | 80 | 1 | 12 | 1816 | Sir William Wallace, formerly Lord Nelson | 95 | 2 | 32 | ||
| 1820 | Indefatigable | 30 | 1 | 8 | 1823 | Soho | 510 | 2 | 120 | ||
| 1818 | Industry | 79 | 1 | 10 | 1818 | Speedwell | 40 | 1 | 10 | ||
| 1820 | Inverary Castle | 114 | 2 | 40 | 1814 | Stirling Castle | 60 | 1 | 12 | ||
| 1820 | Ivanhoe | 165 | 2 | 56 | 1817 | Sons of Commerce | 80 | 1 | 20 | ||
| 1821 | James Watt | 448 | 2 | 100 | 1822 | Sovereign | 95 | 2 | 32 | ||
| 1817 | John Bull | 75 | 1 | 15 | 1822 | Sovereign | 95 | 2 | 32 | ||
| 1822 | King of the Netherlands | 140 | 2 | 80 | 1822 | St George | 312 | 2 | 110 | ||
| 1814 | Lady of the Lake | 76 | 1 | 20 | 1822 | St Patrick | 298 | 2 | 110 | ||
| 1818 | Lady of the Shannon | 90 | 1 | 20 | 1821 | Star | 90 | ||||
| 1821 | Lady Stanley | 87 | 1 | 20 | 1820 | Superb | 246 | 2 | 70 | ||
| 1819 | Largs | 96 | 1 | 35 | 1821 | Surprise | 120 | 2 | 30 | ||
| 1820 | Leeds | 125 | 1 | 30 | 1815 | Swift | 12 | 1 | 3 | ||
| 1822 | Lemington Packet | 30 | 1 | 7 | 1819 | Swift | 9 | 1 | 3 | ||
| 1817 | London | 70 | 1 | 14 | 1821 | Swift | 250 | 2 | 80 | ||
| 1822 | Lord Melville | 220 | 2 | 80 | 1821 | Swiftsure | 104 | 2 | 30 | ||
| Lord Nelson, see Sir William Wallace | 1819 | Talbot | 156 | 2 | 60 | ||||||
| 1816 | Majestic | 90 | 1 | 24 | 1821 | Tartar | 180 | 2 Horiz. | 80 | ||
| 1821 | Majestic | 350 | 2 | 100 | 1821 | Thames, see the Glasgow | Vertical. | 10 | |||
| 1819 | Maria Tug | 80 | 1 | 24 | 1821 | Thane of Fife | 148 | 2 | 40 | ||
| 1817 | Marion | 70 | 1 | 14 | 1822 | Tourist (now Royal George) | 200 | 2 | 80 | ||
| 1813 | Margery | 70 | 1 | 14 | 1822 | Towart Castle | 120 | 2 | 50 | ||
| 1818 | Marquis of Bute | 60 | 1 | 14 | 1818 | Trusty | 88 | 1 | 10 |
| Steam- Navigation. |
When Built. |
Names of Vessels. | Ton- nage. |
Engines. | Horse Pow. |
|---|---|---|---|---|---|
| 1817 | Fug | 95 | 2 | 32 | |
| 1820 | Two Brothers | 35 | 1 | 9 | |
| 1820 | Tyne | 40 | 1 | 10 | |
| 1821 | Union | 20 | 1 | 4 | |
| 1822 | Union | 53 | 2 | 16 | |
| 1824 | Union, double ferry-boat | 100 | 2 | 30 | |
| 1821 | Venus | 263 | 2 | 60 | |
| 1821 | Velocity | 150 | 2 | 40 | |
| 1818 | Victory | 160 | 2 | 40 | |
| 1820 | Waterloo | 90 | 1 | 20 | |
| 1819 | Waterloo | 210 | 2 | 60 | |
| 1822 | Yorkshireman | 200 | 2 | 80 |
The Soho, the largest vessel in this list, indeed the largest steam-vessel yet built in Europe, was launched in July 1823, intended to ply between Leith and London, a distance of about 460 miles. She is impelled by two engines of 60 horse power each; her length of deck is 163 feet; breadth 27; depth of hold 16 feet, 10 inches; burden 510 tons. Her accommodations are extensive, having space for 112 beds. The ladies' cabin is eight feet high.
The Soho is, however, of somewhat smaller dimensions than the American steam-boat, the Chancellor Livingston, plying on the Hudson river between New York and Albany, constructed by Mr Fulton. The following are some particulars respecting this vessel. Her keel is 154 feet long; deck 165; 32 broad; burden 520 tons; draft of water about seven feet three inches; principal cabin 54 feet long, 7 high; ladies' cabin, above the other, 36 long, with closets; forward cabin 30 long, 7 high. Permanent sleeping-births, in principal cabin, 38; in ladies' cabin, 24; in fore cabin, 56; in captain's cabin on deck, 2; engineers' and pilots', 3; forecastle, 6; fire-men, cooks, &c., 6; total, 135. Her engine is of 75 horse power; diameter of cylinder 40 inches, length five feet; piston rod, 8½ feet; stroke, five feet; boiler, 28 feet long, 12 broad, with two funnels; paddle-wheels, 17 feet diameter; paddle-boards five feet, ten inches long, with two fly-wheels, each 14 feet diameter, connected by pinions to the crank wheel. The machinery rises 4½ feet above the deck. Average rate of sailing eight and one-half to eight and three-fourths miles an hour. With a strong wind and tide in her favour, she has made twelve; but with a strong wind and tide, against her, not more than six miles per hour. The hands employed on board are—13 mariners, 11 cooks, waiters, stewards, &c.;—in all 24.
This vessel, however, is still much surpassed in size by the Lady Sherbrooke, of 787 tons, and 60 horse power; being the largest of eight which ply on the river St Lawrence. This gives 13 tons for each horse power, whereas in the Soho the same burthen has three times as much action applied to it. The American steam-vessels, though fast sailers, are thus impelled by comparatively smaller engines than those built in this country.
It appears from the Report of the Select Committee of the House of Representatives, for session 1817, that there were then 17 large steam-boats in constant employment on the American rivers, besides
ferry-boats. But since that time they have increased so rapidly, that there are now (1823) about 300.
The following are the names of 35 vessels, and their tonnage, plying on the Mississippi and its tributary rivers alone, viz. Alabama, 200 tons; Buffalo, 300; Cedar Branch, 250; Cincinnati, 120; Constitution, 75; Eagle, 70; Etna, 390; Exchange, 200; Experiment, 40; Frankfort, 320; General Jackson, 200; General Pike, 250; Governor Shelby, 120; Harnot, 40; Hecla, 70; Henderson, 85; Independence, 300; James Monroe, 90; James Ross, 320; Johnston, 80; Kentucky, 80; Louisiana, 54; Madison, 200; Maysville, 150; Napoleon, 332; Ohio, 443; Paragon, 400; Rideman, 250; Rising States, 150; St Louis, 220; Tamerlane, 320; Vesta, 100; Vesuvius, 390; Volcano, 250; Washington, 400;—in all 7259 tons.
Belonging to some of the States, there are steam frigates and ships of war carrying guns, some of them 100 pounders. These vessels are 13 feet thick in the sides, of alternate layers of oak and cork; are so constructed, that they can eject boiling water on their enemies; and there are cases of cutlasses and pikes which project from their sides, and draw back again every fifteen seconds.
The Savannah, of 350 tons, was the first steam-vessel that crossed the Atlantic. She arrived at Liverpool 20th June 1819, in 21 days from land to land; 18 of which her engine was going; her daily consumption of coal was about 10 tons, so that she must have had at least 200 on board, leaving 150 for the weight of engine and cargo. Her paddles were occasionally taken off, when she sailed by wind and the whole of the paddle-wheels were capable of being taken to pieces and shipped, in case of bad weather. As the distance is not much short of 4000 miles, she must have averaged nearly 200 per day.
By far the greatest number of steam-vessels use low pressure engines. A larger proportion of American vessels have high pressure engines than in this country. High pressure engines are wrought with steam of a great variety of strengths, from 30 to 160 lbs. per square inch. Some engineers assert, that it is capable of being used at 1000 lbs. The steam is not condensed, but, after having acted on the piston, is allowed to blow off into the air. The diameter of their steam cylinders may be made of any size proportioned to the strength of the steam used. Thus, when it is 160 lbs., the area of the cylinder may be only a sixteenth part of the area of one using steam of 10 lbs.; consequently, a five inch cylinder wrought with such strong steam will be equal in power to a 20 inch cylinder wrought with such weak steam. High pressure engines require neither air-pump, conductor, nor the parts therewith connected; and as the volume of steam used is in proportion, their boilers may consequently be much smaller. Hence these engines occupy less room and tonnage, and require somewhat less fuel; but the risk of explosion is considerable. Were it otherwise, they would be very valuable at sea, because their power can be increased on emergencies, by merely increasing the fire, whereas the power of condensing engines is much more circumscribed, and confined to their original construction. The free effective power of large
Fig. 1.
A detailed side-view illustration of a steamship. The vessel has a prominent, tall smokestack at the rear, emitting a plume of smoke. A large, dome-shaped structure, labeled 'N', is situated on the deck towards the bow. The ship's hull is shown with various structural details and rigging lines. The ship is depicted on a body of water with some wave-like lines.
Fig. 2.
A longitudinal cross-section of the ship's hull. It reveals the internal layout, including the boiler room (labeled 'A'), the engine room (labeled 'B'), and various compartments for cargo and stores (labeled 'C', 'D', 'E', 'F', 'G', 'H', 'I', 'K', 'L', 'M', 'O', 'P', 'Q', 'R', 'S', 'T', 'V', 'X', 'Y'). The smokestack is shown extending from the boiler room. The hull is shown with its keel and various structural supports.
Fig. 4.
A plan view of the engine room. It shows the arrangement of the machinery, including the boiler (labeled 'B'), the engine (labeled 'C'), and the shafts (labeled 'D'). The plan view shows the internal layout of the engine room, including the boiler, the engine, and the shafts. The plan view shows the internal layout of the engine room, including the boiler, the engine, and the shafts.
A plan view of the ship's deck. It shows the arrangement of the rooms, including the engine room (labeled 'A'), the boiler room (labeled 'B'), and various compartments for cargo and stores (labeled 'C', 'D', 'E', 'F', 'G', 'H', 'I', 'K', 'L', 'M', 'O', 'P', 'Q', 'R', 'S', 'T', 'V', 'X', 'Y'). The plan view shows the internal layout of the deck, including the engine room, the boiler room, and the various compartments.
Scale of 20 5 10 20 30 40 Feet.