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 The progress of marine englneerinc 
 
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THE PR0QRE55 
 
 .= OF - 
 
 MARINE = ENGINEERING, 
 
 From the time of Watt until 
 the present day. 
 
 WITH SIXTY-SEVEN ILLUSTRATIONS. 
 
 By T. MAIN, H. E. 
 
 NEW YORK: 
 
 THE TRADE PUBLISHING CO., 
 
 No. 56 VESEY ST., 
 
 1893. 
 
 Kb 
 
COPYRIGHTED, 1S93, BY T. MAIN. 
 
PREFACE. 
 
 In preparing this work, for the consideration of 
 steamship owners, or those who represent their inter- 
 ests, it was thought advisable to commence at the time 
 of Watt, and trace the Progress of Marine Engineering 
 until the present day. Newcomen's atmospheric en- 
 gines, in which the steam was condensed in the steam 
 cylinder had been improved somewhat by Smeaton, but 
 it was still wasteful of fuel . And to Watt we are in- 
 debted for the great discoveries relating to the steam 
 engine, namely, the separate condenser, the steam jacket, 
 the system of expansion, the surface condenser, the 
 high-pressure or non-condensing engine, and the method 
 of coking the coal and admission of air in the furnace, 
 in order to effect its more perfect combustion, and the 
 prevention ot smoke. 
 
 Since Watt's time his discoveries have been im- 
 proved on ; steam has been carried at higher pressures, 
 
VI PREFACE. 
 
 and expanded in two, three, and four cylinders in suc- 
 cession, the cylinders have been fitted with steam jackets 
 formed by hard cast iron liners, (suitable to stand the 
 wear of the piston packing rings, ) which are secured 
 and made steam tight by means of a flange on the bot- 
 tom end, and by a copper strip caulked into a tapering 
 recess at the top end, the jackets are kept free from 
 water and air. This provision is very necessary in order 
 to prevent the cooling of the steam by expansion below 
 the temperature due to its pressure, and the reduction 
 of the mean pressure in the cylinders. The surface con- 
 denser has been improved so that fresh water may be 
 supplied to marine boilers, and evaporators have been 
 introduced for replenishing the waste of fresh water. 
 
 Cylindrical steel boilers with corrugated furnaces 
 have been introduced making it possible to carry pres- 
 sures up to 200 lbs. And now water-tube boilers are 
 coming into use, in which pressures up to 400 lbs. may 
 be safely carried. 
 
 High speed balanced , engines constructed of best 
 material, with good workmanship, have been introduced 
 making it possible to obtain the maximum of work, with 
 the minimum weight of engiiies ; and balanced or com- 
 pensating cranks, with the pistons connected to them 
 moving in opposite directions, greatly reduce the friction 
 on the main bearings. Recent experiments have shown 
 that the friction on these bearings amounts to from one- 
 third to one-half of all the friction resistance of the en- 
 gines. 
 
 Feed water heaters have been brought into use. 
 
PREFACE. Vll 
 
 which abstract and utilize the heat from the exhaust 
 steam in order to heat the feed water. Artificial or 
 forced draught has been introduced on the closed fire- 
 room system for the purpose of increasing the steaming 
 power of the boilers, and to generate sufiicient steam 
 from small boilers. This system has been characterized 
 as "one for obtaining an increase of power regardless 
 of expense." The effect on the boilers, whenever a 
 furnace door is opened, of the rush of a column of cold 
 air into the furnace is most injurious to the furnace and 
 tube plates. 
 
 The closed furnace hot-blast system while equally 
 effective is much more economical on account of utiliz- 
 ing the heat and reducing the temperature of the waste 
 furnace gases, in order to heat the blast which supports 
 combustion. The furnace is under complete control, 
 and there is no injury resulting from cold air entering 
 the furnace. 
 
 71- 
 
 Methods of feeding a«d shaking grates are coming 
 into use, so that there may be a continuous coking and 
 heating of the coal, preventing smoke, and . that the 
 grates may be kept free from clinkers and ashes. 
 
 These improvements have been traced and exam- 
 ples given in the British and European, as well as in the 
 United States Mercantile and Naval Marine, where pro- 
 gress was evinced . 
 
 Watt's patents have been noticed, as well as those 
 of Woolf, Earle, Napier's, Seguine, G. Stephenson, 
 Fulton, R. L. Stevens, Adam Hall, Ernest Wolff, Hin- 
 rick Zander, McNaught, Bodmer, Meyer, J. Bourne, C. 
 
Vlll PREFACE. 
 
 W. Williams, Elder, Cowper, Kirk, Brock, Hall, Spencer, 
 Sewell, Allen, Lighthall, Volz, Wheeler, Sickels, Dick- 
 erson, J. B. Neilson, Siemens, F. B. Blanchard, W. 
 Gorman, Howden, R. Wylie, T. Main, Belleville, Rob- 
 erts, Almy, &c. 
 
 In the first six chapters the early experiments in 
 steam navigation, the adoption of improvements, and 
 the opposition to them also, have been noticed. In the 
 seventh chapter or conclusion the various economical 
 improvements, and the principles which control them 
 have been considered. The direction in which further 
 progress may be obtained has been reviewed, and the 
 history of the management of Cornish engines cited as 
 an example to the owners of steamships. In tracing out 
 these improvements I have in addition to my own notes, 
 consulted Lardner, Tredgold, Bourne, Mechanics Mag- 
 azine, Artizan, Reed, White, Rankine, Thurston, Preble, 
 Prideaux, Grier, Weissenborn , C . Wye Williams, D. K. 
 Clark, Siemens, Mallet, Haswell, Nystrom, King, Tom- 
 linson, Bartol, Kirkaldy, Johnson, Isherwood and En- 
 gineering. 
 
 The author was prompted to prepare this work on 
 account of the opposition and misrepresentation which 
 he met with in working his patents, and he most re- 
 spectfully submits it for the consideration of all who are 
 interested in the progress and prosperity of marine en- 
 gineering. He tenders most grateful thanks to those 
 who were instrumental in introducing his patents. 
 
 THOMAS MAIN. 
 New York, iqth May, 1893. 
 
CONTENTS. 
 
 CHAPTER I. 1-20. 
 
 James Watt's patents, Dr. Roebuck, 3 ; M. Boulton, 
 4 ; Smeaton's improvements, 5 ; Pickard patent for the 
 crank, 6 ; Watt's furnace patent, 8 ; Homblowers patent, 
 9; James Rumsey's boat, 11; John Fitch's boat, 11; 
 Millar, Taylor, and Symington's boat, 1 1 ; Symington's 
 steamboat "Charlotte Dundas," 12; Trevethick & Viv- 
 ian's high-pressure engine and steam carriage, 1:3; 
 Woolf's double cylinder engine, 13; Earle's tandem en- 
 gine, 13; The "Clermont," 14; The "Phenix," 15; The 
 "Comet," 16; David Napier, 16; First steam vessels in 
 the British Navy, 17; Robert Napier, 17; Seguine's 
 tubular boiler, 18; Locomotive Rocket, 19; Napier's 
 Scotch boiler, 19. 
 
 CHAPTER II. 20-36. 
 
 The "Chancellor Livingston," 20; Woolf engines 
 by J. P. Allaire, 21 ; First war steamboat "Fulton" for 
 the U. S. Navy, 22; "Gen. Pike, " first steamboat built 
 on the Ohio River, 22; The "Savannah," first steamer 
 to cross the Atlantic, 23; R. L. Stevens' steam feriy 
 from N. Y. to Hoboken, 24; "New Orleans," first 
 steamboat to descend the Mississippi, 24; Steamer 
 " Portland," the first that used anthracite coal and blow- 
 
X CONTENTS. 
 
 ers, 25 ; Adam Hall's application of expansion, 26 ; Steam 
 chimneys by J. P. Allaire, 27 ; Stevens', Sickels', Allen 
 & Wells', and Winters' cut-ofS's, 28; Steamboats "New 
 World," "Bay State," "Empire State," and "Isaac 
 Newton, " 29 ; " Buckeye State " with compound annular 
 engine by E. W. Smith, 30; "Georgia" and "Ohio," 
 30.;. Collins Steamers, 30; "America" on the Lakes, 31 ; 
 "Golden Gate" and "Illinois," with oscillating engines, 
 32 ; Inclined engines for the Union ferry, 32 ; "Prince- 
 ton," U. S. N., 32; "Massachusetts,!' "Susquehanna," 
 and "Mississippi," 33; "Saranac," "Michigan "Water 
 Witch," and "Powhattan," U. S. N., 34; "San Ja- 
 cinto," 35. 
 
 CHAPTER III. 36-101. 
 
 Ernest Wolff's compound or triple-expansion en- 
 gine, 36; Hinrick Zander's compound three-cylinder 
 and three-crank engines, 37; The "Cricket" Woolf en- 
 gine, 38; W. McNaught's compound engine, 39; Bod- 
 mer's compensating balanced engines, 39 ; Meyer, and 
 Bourne's expansion valves, 40 ; Cornish engines, 41 ; Fair- 
 bank's report on combustion, 42 ; Cornish system of in- 
 spection, 44 ; the Cunard steamer ' 'Britannia" commences 
 to run, 46; S. S'. "Arabia,"48; S. S. "Scotia,"5o; Inman 
 Line ships, 51 ; S. S. "City of Rome, "and "Normandie," 
 52; S. S. " Great Britain, "53; John Elder, 55 ; Pac. Steam 
 Navigation Co's. steamers, 56; S. S. "Great Eastern,"- 
 57; British Association report on steamship perform- 
 
CONTENTS. XI 
 
 ance, 58; H. M. S. "Constance" with compound en- 
 dues, and the "Octavia" and "Arethusa," competitors, 
 60; H. M. ships "Tenedos" and "Briton," 61; S. S. 
 "Sin Nanzing," 63; Superheaters, 65; Surface con- 
 densers, 66 ; S. S. ' 'Oceanic " and White Star steamers, 
 66; S. S. " Propontis ," 69 ; S. S. "Aberdeen^" 7 1 ; S. 
 Fox's corrugated furnace, 72; Guion Line steamers 
 "Arizona," &c, 73; Cunard steamers "Campaina", &c, 
 75 ; Bremen steamers, 77; S. S. "Paris," 78; S. S. "Ma- 
 jestic," 81; Hamburg steamers, 82; S. S. Scott, 83; 
 S. S. "Ophir," 87; S. S. "Buenos Aires," 89; The 
 French steamship "Australieri, " 93; S. S. " In vers - 
 naid,"95; Yacht "Myrtle," 97; S. S. "County of 
 York," 97. 
 
 CHAPTER IV. 101-126. 
 
 British Naval steamers, 102; H. M. S. " Terrible,' 
 104; F. P. Smith's propeller experiments, 104; "Ar- 
 ■chimedes," 106; "Rattler," the first screw vessel for 
 the British Navy, 107 ; John Ericsson's experiments, 
 109; H. M. S. "Amphion," no; Napier's geared en- 
 gines, 113; Penn's trunk engines, 114; Twin screw 
 iron-clad ships, 115; The "Inflexible," 116; Russian 
 frigate "Gen. Admiral," 116; Russian iron-clad "Sin- 
 ope," 117; H. M. S. "Thetis," 118; H. M. S. "Edgar," 
 119; H. M. S. "Blake," 123; Tubulous boilers, 124; 
 Cruiser "Nuevo De Julio," 124. 
 
XU CONTENTS. 
 
 CHAPTER V. 126-177. 
 
 Steamers "Washington" and "Hermann," 126; 
 "Franklin" and "Humboldt," 127; S. S. "Fulton" 
 and "Arago," 127; S. S. "Vanderbilt" and the Havre 
 Line, 128; Long Island Sound steamboats, 129; Liber- 
 ian steamer "Seth Grosvenor," 130; U. S. coasting 
 steamers, 130; Towboat "T.Freeborn," 131; N. Y. 
 ferryboats, 132; China steamboat "Hu Quang," 133; 
 Long Island Sound freight boats, 134; Pac. Mail S. S. 
 Co's. side- wheel steamships, 135; Screw steamboats 
 "Electra" and "Galatea," 136; S. S. "Rising Star," 
 136; Steamboats "Bristol" and "Providence," 137; 
 Steamships " Pennsylvania," " Ohio," &c, American 
 Line, 138; Pacific Mail S. S. Co's. screw ships, 139; S. 
 S. " City of Peking, " 145; Morgan Line ships, 148; S. 
 S. "El Sol," 149; S. S. "Venezuela," 149; The N. Y. 
 and Brazil Mail steamers "Seguranca," "Vigilancia," 
 &c, 151; S. S. "San Benito," 161; Steamboats "Puri- 
 tan," &c, 163; Steamboat "Maine," 164; Steel steam 
 yacht "Neaira," 165; "Restless," 173; Twin screw 
 steamships on the Lakes, 173; Twin screw steamboats, 
 174; White Star freight steamers, 175; New White Star 
 triple screw steamship, 176. 
 
 CHAPTER VL 177-223. 
 
 United States frigate "Merrimac" and class, 177; 
 
CONTENTS. Xm 
 
 Corvette "Lancaster" and class, 180; Steam sloop "Iro- 
 quois" and class, 182; "General Admiral," Russian 
 war ship, 188; Gunboat "Winona" and class, U. S. N., 
 189; Sloop "Kearsarge" and class, igo; Screw sloops 
 "Lackawanna" and class, 191; Double-ended gunboat 
 "Octorara" and class, 192 ; Double-ended gunboat "Wi- 
 nooski" and class, 193; "Wampanoag" and class, 195; 
 "Java" and class, 199; Lake Erie experiments on ex- 
 pansion of steam on the steamer "Michigan," 200; 
 Italian armour plated frigates, 206; The "Monitor," 
 207; The "Dictator" and "Puritan," U. S. iron-clads, 
 208; Thesteamram "Dunderberg," 209;the U. S. sloops 
 "Alert," "Ranger" and class, 214; the "Trenton", U. S. 
 N.,2is; Cruisers "Chicago," "Boston, " "Atlanta" and 
 "Dolphin," 215 ; the "Newark" and class, 217 ; the U. S. 
 ship ' 'Yorktown" and class, 217; armoured ship ' ' Maine" 
 and. class, 218; Twin screw armoured cruiser "New 
 York," 219; Cruiser No. 12, "The Pirate," 219. 
 
 CHAPTER VIL 223-248. 
 
 Large steamers, 223; Surface condensers, 224; Ex- 
 pansion of steam, 225; J. P. Joule's equivalent, 226; 
 Rankine, and Clark on heat and mechanical energy or 
 force, 226 ; Lightfoot on mechanical work and heat, 227 ; 
 Cylinder condensation during expansion of steam, 228; 
 Steam jackets as a remedy by Clark, Sutcliffe, Cowper 
 
XIV CONTENTS. 
 
 and A. M. in engineering, 229; Prof. Kennedy 
 oncost of heating air or steam, 230; Regnault's ex- 
 perim,ents on generation of steam, 232; Boiler tests in 
 the United States and England, 233 ; Type of boilers 
 to carry high pressures, 235 ; Mariotte's law of the ex- 
 pansion of gases, 236 ; Regnanlt's experiments show in- 
 creased volume of air when heated, or diminished vol- 
 ume wljen cooled, 236; Balanced compensating engines, 
 237 ; Siemens on combustion and the, theoretical duty 
 of coal, 238 ; Prideaux on artificial draught for furnaces, 
 239 ; C W. Williams on the admission of air to furnaces, 
 240 ; Houldsworth on the temperature of furnaces and 
 the effect of air admission, 240; Williams on careful 
 firing, 241 ; Juke's moving grate bars, 241 ; Prideaux 
 on firing and air admission, 242 ; Watt's method of 
 firing, 242 ; Feeding and shaking grate bars, 243 ; Heat- 
 ing the air supplied to the furnaces, or hot-blast, 243 ; 
 Neilson, Siemens, Blanchard, Gorman, Howden, and 
 Wylie's methods, 243 ; T. Main's system of hot-blast, 
 244; Necessity of careful firing, 247; More economy of 
 fuel still attainable, 248; History of the Cornish engines 
 an object lesson to steamship men, in their efforts to 
 attain economy of fuel, 248. 
 
List of Illustrations. 
 
 PAGE. 
 
 1 Steamship " Paris, " Frontispiece 
 
 2 James Watt, portrait . . . 4 
 
 3 M. Boulton, " . . .4 
 
 4 The "Clermont" . '^ = « -":' 14 
 
 5 The "Comet" . . . . .14 
 
 6 Steamer "Savannah" . . . 23 
 
 7 S. S. "Britannia" . . . -47 
 
 8 " "Arabia" engines '.• . .49 
 
 9 John Elder, portrait . ' . . -55 
 
 10 S. S. " Sin Nanzing's " engines . ' 64 
 
 11 " " Oceanic, " ship ... 67 
 
 12 " " engines ... 68 
 
 13 A. C. Kirk, portrait . . . -7° 
 
 14 S. S. "Aberdeen " engines . . 71 
 
 15 " "Campania" ' . . -75 
 
XVI ILLUSTRATIONS. 
 
 1 6 S. S. " Paris " engines ... 78 
 
 17 
 18 
 
 19 
 
 20 
 21 
 22 
 
 23 
 24 
 
 25 
 
 26 
 27 
 28 
 29 
 
 79 
 
 " Majestic," ship ... 81 
 
 "Scott" " . . .83 
 
 " engines ... 84 
 
 ... 8s 
 
 boilers ... 86 
 
 " Buenos Aires " engines 89 
 
 " " " . . 90 
 
 " Australien," ship . ^. .92 
 
 " cross-section . 93 
 
 " boilers .94 
 
 " Inversnaid " engines 95 
 
 "... 96 
 
 30 Yacht " Myrtle " engines ... 98 
 
 31 " " "... 99 
 
 32 " Archimedes " ship 106 
 
 33 " Amphion " engines . . .in 
 
 34 Cruiser " Edgar " ship . 120 
 
 35 " " engines .121 
 
 36 Commodore Vanderbilt portrait 128 
 
 37 S. S. "Colima" ship .... 140. 
 
 38 " " engines ... 141 
 
 39 ' ■ ■ 142 
 
 40 " " City of Peking " ship 144 
 
 41 " " " engines . 146 
 
ILLUSTRATIONS. 
 
 XVli 
 
 153 
 154 
 
 42 S. S. "City of Peking " engines 146 
 
 43 " "El Sol" ship .149 
 
 44 C. P. Huntington portrait . 150 
 
 45 S. S. " Seguranac " hot-blast . 152 
 
 46 " " furnace fronts 
 
 47 " " steam fan blower . 
 
 48 Steamboat " Puritan " .163 
 
 49 " "Maine" ... 164 
 
 50 Steam Yacht " Neaira" engines . . 166 
 
 51 " " " indicator cards 167 
 
 52 " " " boilers . . 168 
 
 53 Yacht engines . . . 170 
 
 54 Balanced quadruple tandem engines . 172 
 
 55 Admiral Farragut portrait . . .180 
 
 56 Sloop of War " Iroquois " engines . . 183 
 
 57 " " « - . J84 
 
 58 " " " " . . 185 
 
 59 Steam Ram " Dunderberg " ship .210 
 
 60 " " " " . . 210 
 
 61 " " " " machinery 210 
 
 62 " " " " engines . 211 
 
 63 Cruiser " New York " ship . . . 220 
 
 64 " " " engines . . . 220 
 
 65 " " " " . . 221 
 
 66 Volz's Condenser and Feed Heater . . 225 
 
 67 Belleville Boilers . . . • . 234 
 
THE PROGRESS OF MARINE ENGINEERING 
 
 FROM THE TIME OF WATT UNTIL 
 
 THE PRESENT DAY. 
 
 CHAPTER I. 
 
 From the days of Hero of Alexandria, about 120 
 years B. C, who constructed a rotary steam engine, 
 until the time of Watt, A. D., 1769, many experiments 
 had been tried by Somerset, Papin, Savery, Newcomen, 
 Leupold and others, but very little progress was made. 
 In this year James Watt took out his first patent, dated 
 January 5th, 1769. It was for a method of lessening 
 the consumption of steam and fuel in fire engines. The 
 specification states: — 
 
 ' ' First : — That the steam vessel or cylinder must, 
 during the whole time the engine is working, be kept as 
 hot as the steam that enters it; (ist) by enclosing it in a 
 case of wood or any other materials that transmit heat 
 slowly; (2nd) by surrounding it with a steam jacket, or 
 
2 THE PROGRESS OF MARINE ENGINEERING. 
 
 other heated bodies, • and (3rd) by suffering neither 
 water, or any other substance colder than the steam, to 
 enter or touch it during that time. 
 
 Secondly : — In engines that are to be worked wholly 
 or partially by condensation of steam, the steam is to be 
 condensed in vessels distinct from the steam vessels or 
 cylinders, although occasionally communicating with 
 them. These vessels are called condensers, and whilst 
 the engines are working, these condensers ought, at 
 least, to be kept as cold as the air in the neighborhood 
 of the engines, by the application of cold water or other 
 cold bodies. 
 
 Thirdly : — Whatever air or other elastic vapor is not 
 condensed by the cold of the condenser, and may impede 
 the working of the engine, is to be drawn out of the 
 steam vessels or condensers by means of pumps, 
 wrought by the engines themselves, or otherwise. 
 
 Fourthly: — I intend, in many cases, to employ the 
 expansive force of steam to press on the pistons, in the 
 same manner as the pressure of the atmosphere is now 
 employed in common fire (atmospheric) engines. In 
 cases where cold water cannot be had in plenty, the en- 
 gines may be wrought by this force of steam only, by 
 discharging the steam into the open air, after it has 
 done its office. 
 
 Lastly : — Instead of using water to render the pis- 
 
THE PROGRESS OF MARINE ENGINEERING. 3 
 
 ton or other parts of the engine air or steam tight, he 
 afterwards employed a packed piston working in a 
 bored cylinder." 
 
 The great and valuable improvement, described in 
 this specification, is that of condensing in a separate 
 vessel, and it necessarily involved a method of clearing 
 the condenser of air and water. The application of the 
 principle could only be rendered perfect by keeping the 
 cylinder as hot as the steam, and the condenser as cold 
 as it could be done with economy. 
 
 The discoveries embraced in Watt's first patent 
 were made when he was a mathematical instrument 
 maker in Glasgow University, A. D. 1765. But it was 
 not until 1769, when Dr. Roebuck of the Carron Iron 
 Works joined him in partnership, for the construction 
 of such engines and a patent was taken out, that an 
 experimental engine was constructed. 
 
 In the first trial this machine more than fulfilled 
 Watt's anticipation; its success was complete. In the 
 practical details of its construction, however, some diffi- 
 culties were still encountered, the greatest of which 
 consisted in packing the piston so as to be steam tight. 
 
 While Watt was endeavoring to overcome the diffi- 
 culties, his partner. Dr. Roebuck, became embarrased, 
 and he was unable to supply the means of prosecuting 
 the projected manufacture of the new engines. The 
 
4 THE PROGRESS OF MARINE ENGINEERING. 
 
 important results of Watt's labors, however, having be- 
 come more publicly known, Mr. M. Boulton, of Soho, near 
 Birmingham, proposed to purchase Dr. Roebuck's in- 
 terest in the patent. This arrangement was effected in 
 1773, and in the following year, 1774, Watt removed to 
 Soho, and then the famous career of BoUlton & Watt 
 commenced. 
 
 Watt obtained also an act of Parliament, A. D., 
 1775, for prolonging, for the period of twenty-five years, 
 the exclusive term vested in James Watt by the patent 
 of 1769. About the year 1776, Watt invented a tubular 
 condenser, with the view of condensing the steam drawn 
 off from the cylinder without the process of injection. 
 These tubes were surrounded by water, and the steam 
 from the cylinder passing through them was condensed 
 by their cold surfaces, and so no atmospheric air could 
 be introduced into the condenser to injure the vacuum. 
 
 Thus protected and supported, Watt now directed 
 his mind to perfect the practical details of his invention, 
 and the result was, the construction on a large scale of 
 the engines which have been called his Single Acting 
 Steam Engines. At this time the steam engine had 
 never been employed for any other purpose save that 
 of raising water by working pumps. 
 
 From .1750 to 1780 Smeaton applied himself with 
 great success to the improvement of wind and water 
 

 W' 
 
 n 
 O 
 
THE PROGRESS OF MARINE ENGINEERING. 5 
 
 mills, and succeeded in augmenting their useful effect 
 two-fold, with the same amount of water. He also 
 made many improvements on Newcomen's atmospheric 
 engines, increasing their power and duty, and often 
 used them as returning engines for the permanent and 
 regular means of supplying water wheels for mills. 
 These improvements obstructed for a time the extension 
 of steam power to mill work, but the increase of manu- 
 factures soon created a demand for power greatly ex- 
 ceeding what could be supplied by such limited means. 
 For several years after the extension of Watt's first pat- 
 ent by Parliament, he was occupied in perfecting and 
 constructing his engines for the drainage of mines, and 
 in overcoming obstacles to their general adoption. 
 When, however, these were overcome and the works for 
 the manufacture of pumping engines, at Soho, had been 
 organized and brought into active operation, he turned 
 his attention to the adaptation of the steam engine to 
 move machinery, and thereby to supercede animal power 
 and the natural agents, wind and water. Having made 
 his reciprocating engines very regular in their move- 
 ments, he then considered how to produce rotary motion 
 and thought of the application of the crank, in the manner 
 of the common turning lathe. A model was made which 
 answered his expectations, but having neglected to take 
 out a patent for it, the invention was communicated by a 
 
6 THE PROGRESS OF MARINE ENGINEERING. 
 
 workman employed to make the model, and a Mr. 
 Pickard, of Birmingham, took out a patent in 1780 for 
 the application of the crank, and this prevented Watt, 
 for a time, from using his own invention. In these cir- 
 cumstances, he thought it better to accomplish the same 
 end by other means, than to enter into litigation. Ac- 
 cordingly in 1 7 81, October 25 th, he invented and took 
 out his second patent for several methods for producing 
 rotative motions from reciprocating ones; amongst 
 which was the method of the sun and planet wheels. 
 This contrivance was applied to many engines, and pos- 
 sesses the great advantage of giving a double velocity 
 to the fly-wheel, but at the expiration of Pickard's pat- 
 ent, which restricted the use of the crank, the sun and 
 planet wheel was discontinued in Watt's engine and the 
 crank restored. 
 
 Although by these contrivances Watt succeeded in 
 obtaining a continuous circular motion from the recip- 
 rocating motion of the steam engine, the machine was 
 still one of intermitting, instead of continuous action. 
 This did not satisfy the mechanical taste of Watt. He 
 soon perceived that if he could devise means by which 
 the piston might be impelled by steam upwards as well 
 as downwards, he would then have continuous action. 
 To accomplish this, it was only necessary to throw the 
 lower end of the cylinder into alternate communication 
 
THE PROGRESS OF MARINE ENGINEERING. ^ 
 
 with the boiler, while the upper end would be put into 
 communication with the condenser, then the piston 
 would be driven continually, whether upwards or down- 
 wards, by the power of steam acting against a vacuum. 
 Watt obtained his third patent for this contrivance on 
 the 12th of March, 1782, embracing various methods of 
 appljdng steam : — 
 
 First: — For an expansive steam engine, with six 
 different contrivances for equalizing the power. 
 
 Secondly: — The double-power steam engine, in 
 which the steam is alternately applied to press on each 
 side of the piston, while a vacuum is formed on the 
 other. 
 
 Thirdly : — -A new compound engine, or method of 
 connecting together the cylinders and condensers of 
 two or more distinct engines, so as to make the steam 
 which has been employed to press on the piston of the 
 first, act expansively on the pistpn of the second, etc., 
 and thus derive an additional power to act either alter- 
 nately or conjointly with that of the first cylinder. Of 
 the modes of regulating the power of steam engines, 
 the most effective was by letting the regulating valves 
 open fully at first, and shutting them completely when 
 the piston has proceeded only part of the stroke (or cut- 
 ting off). This method forms the basis of Watt's Ex- 
 pansive Engine, which renders available more of the 
 
8 THE PROGRESS OF MARINE ENGINEERING. 
 
 power of the steam than when the piston is acted upon 
 by the whole force of the steam through the entire 
 length of the cylinder. 
 
 There yet remained another step to complete the 
 mechanism of the double engine, viz: a guide for the 
 piston rod, and this was accomplished by the invention 
 of the parallel motion. This is a combination of levers, 
 one point of which describes a line nearly straight, and 
 to this point the piston rod is connected. This Watt se- 
 cured by a fourth patent, A. D., 1784. Another part of 
 this patent was for a locomotive engine, by which a 
 wheel carriage was to be propelled on a road. 
 
 Watt obtained a fifth patent, A. D., 1785, for a 
 method of constructing furnaces, in which the best 
 principles the philosophy of the period could furnish, 
 are applied to elicit the heat and prevent or consume 
 the smoke, whereby greater effects are produced from 
 the fuel. He also applied to the steam engine the con- 
 ical pendulum as a governor, the steam gauge, conden- 
 ser-gauge, and an instrument for ascertaining the state 
 of the steam in the cylinder, called an indicator. In 
 improving the furnace. Watt proceeded nearly on the 
 principle of Argand's lamp. The grate and dead 
 plates were laid in a sloping direction, downwards from 
 the fire-door, at an angle of about 25° to the horizon. 
 The fuel when introduced is laid on the dead plates, 
 
THE PROGRESS OF MARINE ENGINEERING. 9 
 
 there it is submitted to the process of coking, by which 
 the volatile gases which it contains are expelled, and 
 being carried by a current of air, admitted through small 
 openings in the fire-door, over the burning fuel on the 
 back part of the grate, they are consumed. When the 
 fuel in the front of the grate has been coked, it is pushed 
 back and a fresh feed introduced in front. The coal thus 
 pushed back soon becomes vividly ignited, and by con- 
 tinuing this process, the fuel spread over the grate is 
 maintained in the most active state of combustion at 
 the back part of the grate. This plan is very effectual, 
 with judicious firing, and at the chimney of the boiler 
 at Soho, where it was in use for half a century, smoke 
 was never to be seen. The openings in the fire-door to 
 admit the air were regulated so as to just admit the 
 quantity which consumed the smoke, more would be 
 prejudicial. 
 
 Previous to the introduction of Boulton & Watt's 
 engine into Cornwall, Jonathan Homblower had been 
 one of the principal builders of engines of that district. 
 In 1 78 1 he took out a patent for working an engine with 
 two cylinders of different sizes, by allowing the steam to 
 flow freely from the boiler until it fills the smaller cyl- 
 inder above the piston, it is then exhausted into the 
 lower end, from there it is expanded into the upper end 
 of the larger cylinder impelling the piston down, then 
 
10 THE PROGRESS OF MARINE. ENGINEERING. 
 
 it flowed into the lower end, and finally into the , con- 
 denser, leaving a vacuum in the large cylinder. Horn- 
 blower's engine met with little success, as it used steam 
 at low pressure, it had a limited expansive power. Be- 
 sides, he could not use his engine without borrowing 
 Watt's condenser and air pump, cylinder cover and 
 stuffing box, etc. 
 
 In the year 1785 Watt had been eleven years at 
 Soho, and was actively engaged in building his single 
 acting pumping engines, and double acting rotative en- 
 gines with sun and planet vyheels instead of a crank. 
 The merits of these engines had become well known, 
 and they were the original type of nearly all the engines 
 used afterwards in steam navigation. 
 
 From this date successful efforts began to be made 
 in propelling vessels by steam. 
 
 In 1785 James Rumsey, of Va., gave a public exhi- 
 bition on the Potomac, above Shepherdstown, Virginia, 
 of his discovery that a boat could be propelled by steam 
 up stream against the current. In 1786 John Fitch, of 
 Philadelphia propelled a boat by steam on the Dela- 
 ware. In August of the following year (1787) Fitch 
 propelled a new and larger boat, on the Delaware, at 
 three or four miles an hour, but the rate of progress 
 was too slow to satisfy the projector. A. D., 1788, on 
 October 14th, a boat, the joint production of Patrick 
 
THE PROGRESS OF MARINE ENGINEERKVG. II 
 
 Millar, James Taylor, and Wm. Symington, propelled 
 by steam, was put in motion on the Lake of Dalswinton 
 in the south of Scotland. A successful experiment, 
 the vessel moved at the rate of five miles an hour. Mil- 
 lar suggested the use of paddle wheels, Taylor proposed 
 the steam engine as the moving power, and Symington 
 constructed the steam engine. The same men, in the 
 following year, fitted up a larger boat, which was tried 
 on the Forth and Clyde canal in December, 1789, and 
 went at the rate of seven miles an hour. During the 
 summer of 1790, the steamboat company which had ac- 
 quired an interest in John Fitch's invention, ran a steam 
 packet on the Delaware for three or four months, at a 
 speed of about eight miles an hour, from Philadelphia 
 to Burlington and Trenton, also to Chester and Wil- 
 mington, but the boat was not a success financially, and 
 was laid up in the Autumn and was never used after- 
 wards. During the next ten years many experiments 
 were tried with steamboats, but nothing of value seems 
 to have been produced. 
 
 In 1794 Pickard's patent for the crank expired, and 
 Watt resumed the use of it on his engines. In the year 
 1800 the extended patent right which had been granted 
 to Boulton & Watt for their improved engine, expired, 
 and at this time Watt retired altogether from business, 
 and the works at Soho were then conducted by the sons 
 
12 THE PROGRESS OF MARINE ENGINEERING. 
 
 of Boulton and Watt. In 1769, soon after the earlier 
 discoveries of Watt, but before they had come into prac- 
 tical application, Smeaton computed that the average 
 duty of fifteen atmospheric engines (or the number of 
 lbs. one bushel, of 94 lbs., coal would raise one foot 
 high) was 5,600,000. In 1772, Smeaton commneced his 
 improvements and raised the duty to 9,450,000. In 
 1776, Watt obtained a duty of 21,600,000, ft, lbs. In 
 1779, Watt reported a duty of 23,400,000 ft, lbs. From 
 1779 to 1788 Watt introduced the application of expan- 
 sion, and raised the duty to 26,600,000. In 1798 an en- 
 gine built by Watt gave a duty of 27,000,000. In 1802, 
 Wm. Symington, who had been associated with Millar 
 and Taylor in the experiment at Dalswinton, constructed 
 a steam vessel for the purpose of superceding the use of 
 horses in towing vessels along the Forth and Clyde 
 canal. This vessel, the "Charlotte Dundas," went 
 steadily at the rate of six miles an hour, and may be 
 considered a complete success, but was interdicted by 
 the canal company, as they feared its motion would 
 destroy the canal banks. The boat was fitted with a 
 stem wheel. 
 
 In 1 802 Trevethick & Vivian patented and con- 
 structed a high-pressure or non-condensing engine, the 
 first of this kind which was brought into extensive prac- 
 tical use. This idea occurred to Leupold in 1720, and 
 
THE PROGRESS OF MARINE ENGINEERING. 1 3 
 
 to Watt, but neither of them had reduced their notions 
 to practice. The first trial of this species of moving 
 power for carriages took place on a railroad at Merthyr 
 Tydvil, Wales, in 1805. It was not at that period fol- 
 lowed up, but was later. In 1804, Arthur Woolf ob- 
 tained a patent for the application of 'steam, raised un- 
 der a high pressure, to double-cylinder engines. The 
 mode of condensation invented by Watt being now pub- 
 lic property, and the term of Hornblower's patent hav- 
 ing expired, Woolf adopted the arrangement of the lat- 
 ter, with the alteration of using high-pressure steam in 
 the small cylinder, and employing the condensing ap- 
 paratus of Watt. The fact that contributed to the suc- 
 cess of Woolf 's engines, was that although the expansion 
 was not sufficient to yield much advantage over ordinary 
 engines, the division of the work of the steam between 
 the two pistons diminished the differences in pressure 
 and the loss of steam. The first Woolf engine was set 
 up in a London brewery, afterwards Hall made a large 
 number. In 18 15 they were introduced into France by 
 Edwards, and they rapidly came into use there, without 
 much change in construction. 
 
 In 1805, Willis Earle took out a patent for engines 
 composed of a large and small cylinder superposed (or 
 tandem) with two pistons mounted on the same rod, a 
 device frequently repeated since that time. 
 
14 THE PROGRESS OF MARINE ENGINEERING. 
 
 In 1807, Robert Fulton, in New York, launched a 
 steam vessel, "The Clermont," 130 ft. long by 18 ft. 
 beam, and 6 ft. depth of hold. The boat was fitted 
 with a Boulton & Watt engine, 24 inches diameter of 
 cylinder and 3 ft. stroke, it was called a square engine, 
 or table engine, and had two connecting rods and cranks. 
 The boiler was a low-pressure, or wagon-shaped one, of 
 the form used with Watt's engines, and set in masonry. 
 The side wheels were 15 ft. in diameter and 4 ft. wide, 
 with two ft. dip. The condenser stood in a large cold- 
 water cistern. The weight of the masonry and the 
 great capacity of the cistern diminished materially the 
 buoyancy of the vessel. The "Clermont" started on 
 her first trip from New York on August 7th, 1807. The 
 speed was about five miles per hour, and several trips 
 were made during the Summer. During the Winter of 
 1807-8 the "Clermont" was almost wholly rebuilt and 
 much improved. She commenced her trips for the sea- 
 son of 1808, and started regularly at the appointed hour. 
 At the end of the season she proved too small for the 
 crowds who thronged to take passage. The success of 
 the "Clermont" led Fulton & Livingston to build two 
 other vessels, viz: "The Car of Neptune" and the 
 "Paragon" and add them to the line, and from that 
 time to the present, the Hudson river has been the scene 
 of the most remarkable series of experiments of locomo- 
 
'CLERMONT" 
 
 COMET • 
 
THE PROGRESS OF MARINE ENGINEERING. 15 
 
 tion on water which has ever been presented in the his- 
 tory of navigation. In 1809, February nth, Fulton 
 took out his first patent for navigation by steam ; and 
 February 9th, i8ii, he obtained a second patent for 
 some improvements on his boats and machinery. In 
 1867, Robert L. Stevens, of Hoboken, in conjunction 
 with his father, John C. Stevens, of Hoboken, con- 
 structed a paddle-wheel steamer, which was in motion 
 on the Hudson only a few days later than Fulton's first 
 successful voyage. He called her the "Phenix. " Pre- 
 cluded, by Fulton's monopoly on the waters of New 
 York, the "Phenix" was employed as a passage boat 
 between New York and New Brunswick, and finally in 
 June, 1809, she went to sea by steam, around Cape May 
 to the Delaware, where she ran from Philadelphia to 
 Bordentown, and belonged to what was called the Swift- 
 sure Line, between New York and Philadelphia. This 
 vessel made the first sea voyage by steam. 
 
 Prior to the practical working of any steamboat in 
 Europe, Charles Brown, on the East river had built for 
 Fulton the following vessels: "Clermont," in 1806; 
 "Raritan," 1807; " Car of Neptune, " 1807; "Paragon," 
 1811; " Jersey Ferry Boat, " 1812, and "Fire Fly," 1812. 
 In 181 2, Henry Bell placed a steamer called the 
 "Comet" on the Clyde to ply between Glasgow and 
 Greenock. This vessel was built by John Wood, of 
 
l6 THE PROGRESS OF MARINE ENGINEERING. 
 
 Port Glasgow, and was 40 ft. keel, and 10^ ft. beam, 
 and had a three-horse power engine, built and fitted on 
 board by John Robertson, of Glasgow. The vessel 
 made a speed of about five miles an hour, and con- 
 tinued, during the Summer toply successfully as a pas- 
 senger boat. In the following year, 18 13, the "Eliza- 
 beth," built by John Wood, and engine by John Thomp- 
 son, was started for passengers on March 9th and aver- 
 aged a speed of nine miles an hour. This vessel was 
 very successful and brought much profit to the owner. 
 The ' ' Comet " heralded the way to rapid improvements, 
 and the years 1815 to 1820 gave us ocean-going steam- 
 ships. Soon after the introduction of steam on the 
 Clyde, David Napier of Glasgow entertained the idea of 
 establishing steam communication on the open sea. He 
 commenced a series of experiments with models of ves- 
 sels, so that he could decide on a suitable model. This 
 led him to adopt the fine wedge-like entrance, by which 
 the vessels built under his superintendence were after- 
 wards so distinguished. In 1818 he established a regu- 
 lar steam communication between Greenock and Belfast 
 by means of the "Rob Roy," a vessel of about ninety 
 tons burden, and thirty-horse power. She plied two 
 years between these ports with success, and afterwards 
 was transferred to the English Channel as a packet be- 
 tween Dover and Calais. In 1819, J. Wood built for D. 
 
THE PROGRESS OF .MARINE ENGINEERING. 17 
 
 Napier, the "Talbot," one hundred and fifty tons, with 
 two of his engines, each thirty-horse power. She was 
 the most perfect vessel of her day iii all respects. The 
 "Talbot" plied between Holyhead and Dublin and con- 
 ferred on Ireland rapid communication. D. Napier in 
 1822 introduced surface condensers on the "Post Boy," 
 a steam vessel built by him, to enable him to use fresh 
 water in the boilers. He introduced the side-lever en- 
 gfine, for sea-going, and the steeple engine, for river 
 vessels, and the double-crosshead, direct-acting engine. 
 In 1820-23, the " Comet, "" Lightning, " and "Meteor," 
 the first steam vessels in the British navy, were built at 
 Deptford, London, by Oliver Lang, and fitted with side- 
 lever engines by Boulton & Watt. In 1822, Wood built, 
 on the Clyde, the "James Watt" and "Soho, '■' to run 
 between Leith and London, the engines being from the 
 works of Boulton & Watt. In 1826, the "United King- 
 dom" was built for the trade between London and Ed- 
 inburgh. She was 160 ft. long, with 26}^ ft. beam, and 
 had engines of 200-horse power built by David Napier. 
 She was considered the wonder of the day, aud people 
 flocked to see and admire her. 
 
 In 1822, Robert Napier commenced to build marine 
 engines. He had been in business some seven years as 
 a blacksmith, millwright, engineer, and ironfounder, 
 but he had never built any marine engines. In this 
 
1 8 THE PROGRESS OF MARINE ENGINEERING. 
 
 year he associated David Elder with him as his foreman 
 and manager. This connection existed for nearly half 
 a century. Napier's first contract was for the engines 
 of the "Leven," (a steamer intended for the trade be- 
 tween Glasgow and Dumbarton) which was designed by 
 Elder, and in succession the engines and boilers of the 
 " New Dumbarton ", "Sultan", "Greenock", "Helens- 
 burgh", "Clarence", "Ardincaple ", "Eclipse", etc., 
 were turned out from the workshops of Napier. He 
 soon after moved to the Vulcan Foundry, Glasgow, and 
 also succeeded his cousin, David Napier, at Lancefield 
 Foundry, about 1830, who then went to London. The 
 admirable designs and the accuracy of the workmanship 
 which Elder introduced into marine engineering soon 
 raised the character of the establishment of which he 
 was manager, and orders came flowing in from all 
 quarters. He was said to have been the first to apply 
 expansion valves to steamers. 
 
 In 1828, M. Seguine obtained a patent for the mod- 
 em (fire) tubular boiler, dated February 22nd, 1828, and 
 in the following year, 1829, George Stephenson brought 
 out his celebrated locomotive. Rocket, on the Liverpool 
 and Manchester railroad, which had a cylindrical boiler 
 6 ft. long, and 3 ft. , 4 in. in diameter, with a fire box 2 
 ft., 3 in. broad, 3 ft. long and 3 ft. deep, having a.3- 
 inch water space. In the boiler were twenty-five 3-inch 
 
THE PROGRESS OF MARINE ENGINEERING. I9 
 
 fire tubes. The suggestion of using these tubes was 
 due to Booth, the treasurer of the railroad company, 
 and the superiority of the Rocket was due chiefly to the 
 greater amount of fire surface which the tubes fur- 
 nished, and the trial of it settled decisively the future ca- 
 reer of the locomotive engine, and from this time the 
 locomotive went steadily forward. 
 
 In 1 83 1, James and William Napier, of Glasgow, 
 patented their return tubular boiler, with a large back 
 connection or combustion chamber, commonly called 
 the "Scotch boiler", in which the tubes are placed over 
 the furnaces. And before the patent was sealed, the 
 patentees contracted to supply boilers to the Clyde Ship- 
 ping Company's steamer, "Aimwell" These boilers 
 gave good satisfaction, and were the precursors of the 
 modem return tubular boilers. They admit of a large 
 amount of grate and fire surface in a limited space, 
 which, of course, is most important on board a steam 
 vessel. 
 
CHAPTER II. 
 
 In 1815, the "Chancellor Livingston" was con- 
 structed under the superintendence of Fulton, in New 
 York, to run on the Hudson. She was not launched 
 until after his death, and may be considered the crown- 
 ing effort of his life. She was 496 tons burden ; keel, 
 154 ft. long; decks, 165 ft.; beam, 32 ft.; draft, 7 ft., 
 3 in.; paddle wheels, 17 ft. diameter, by 5 ft, 10 in. 
 wide; engine, 7 5 -horse power; cylinder, 40 in. in diam- 
 eter, by 5 ft. stroke; boiler 28 ft. long and 12 ft. broad, 
 with two smoke pipes. She had two fly wheels, each 14 
 feet in diameter, connected by pinions to the crank 
 wheels. The machinery rose 4 ft. above the deck. Her 
 average speed was 8. 5 miles per hour. She was after- 
 wards lengthened, and with a larger engine her speed 
 was increased. In 1832 she was bought by C. Vander- 
 bilt and A. H. Cross, of Portland, and put on the route 
 
THE PROGRESS OF MARINE ENGINEERING. 2 1 
 
 between Boston and Portland, as an opposition boat. 
 At that time she had in her third engine, which was 
 what was called a square or cross-head engine ; walking 
 beams had not then canie into use. This engine had a 
 S6-in. cylinder and 6-ft. stroke. It was the custom, 
 with square engines, to have large crank wheels on the 
 centre shaft, with gear teeth on their rims, and these 
 were geared to pinion wheels on the fly wheel shafts, as 
 it was thought the cranks would not pass the centres 
 without a fly wheel to help them past. 
 
 In 1825 to 1828, James P. Allaire, of New York, 
 adopted the Woolf double-cylinder engine on the steam 
 boats "Henry Eckford", "Sun", "Commerce", "Swift- 
 sure", "Post Boy", and "Pilot Boy" They were 
 built on the square-engine design, the low-pressure en- 
 gine being connected to what was before, the fly-wheel 
 shaft, and so geared to the high-pressure engine. The 
 paddle shafts had cranks and their pins connected them 
 to the crank wheels on the centre shaft. The D-slide 
 valve was used on the engines and the high-pressure 
 steam of 125 to 150 lbs., generated in the Redfield 
 boilers, caused trouble and delay in starting and stop- 
 ing. Sometimes the boats would run into one another 
 or run into the dock. The teeth on the gear wheels 
 .sometimes broke and caused trouble and they went out 
 «of use. The fly wheels were also dispensed with on the 
 
2 2 THE PROGRESS OF MARINE ENGINEERING. 
 
 square engines, balanced poppet valves and a cut off 
 were applied, and some of them are still in use. 
 
 In 1814, the first war steamboat, "Fulton", for the 
 United States navy, was built on Fulton's design, by A. 
 & N. Brown, of New York, and launched on October 
 1 8th, of that year. Length, 150 ft. ; breadth, 56 ft. ; 
 depth, 20 ft. ; water wheel, 16 ft. diameter by 14 ft. 
 wide, dip 4 ft; engine, 48-in. cylinder by s-ft. stroke; 
 boiler, 22 ft. long by 12 ft. broad and 8 ft. deep; ton- 
 nage, 2,475. The structure rested on two boats, keels 
 separated from end to end by a canal 15 ft. wide, and 
 the water or paddle wheel between them. The boilers 
 were placed in one boat and the engines in the other. 
 She was fitted with guns for coast and harbor defense, 
 was tried on July 4th, 181 5, and her speed was about 5 
 miles an hour. When the various tests of her powers 
 had been made the war had terminated, and the ' ' Ful- 
 ton " was taken to the Brooklyn navy yard, where she 
 was used as a receiving ship until June 4th, 1829, when 
 she was accidentally blown up, killing many people. 
 
 in 1816, Capt. N. Bliss, of Hebron, Conn., who had 
 been intimate with Fulton, and who had been engaged 
 in building a steamboat at Philadelphia, went to Cincin- 
 nati, and there in the following year he engaged, with 
 the eldest son of Gen. W. H. Harrison, in the construc- 
 tion of steamboats. They built the "Gen. Pike", which 
 
C/1 
 
 < 
 
 3 
 3 
 
 S3 
 
 3" 
 
 
THE PROGRESS OF MARINE ENGINEERING. 23 
 
 Capt. Bliss afterwards claimed was the first steamboat 
 built on the Ohio river. He returned to New York in 
 1827, and soon afterwards with Dr. E. Nott, formerly 
 president of Union college, he engaged in experiments 
 in steam navigation. In 1831, he established the cele- 
 brated Novelty Works, where the machinery for many 
 ocean steamships and steamboats was since constructed. 
 A. D. , 1819, the "Savannah", the first steamship 
 to cross the Atlantic ocean, sailed from Savannah on 
 the 26th of May, and reached Liverpool on June 20th, 
 having been 14 days under steam, the rest of the time 
 under sail, as they feared the fuel might-give out. The 
 vessel was built at Corlears Hook, New York, by Croker 
 & Fickett. She was 380-tons burden, and was launched 
 on the 28th of August, 1818, and built to ply between 
 New York and Liverpool as a sailing packet. William 
 Scarborough & Co., of Savannah, purchased this ship 
 and named her the "Savannah". They allowed the 
 rigging to remain and fitted her with machinery, and 
 paddle wheels constructed to fold up like a fan, and to 
 be laid on deck when not in use, her shaft having a 
 joint for that purpose. The wheel house was made of 
 canvas extended on an iron rim. The engine castings 
 were made at the Allaire Works, New York, and the 
 boilers at Elizabeth, New Jersey, by Daniel Dodge. 
 After leaving Liverpool this ship visited Copenhagen, 
 
24 THE PROGRESS OF MARINE ENGINEERING. 
 
 Stockholm, St. Petersburg, Cronstadt, Arendal, in Nor- 
 way, and from thence went to Savannah in 25 days, 
 steaming on the passage 19 days. Afterwards, at the 
 suggestion of President Monroe, the owners sent her to 
 Washington in the hope of selling her for a cruiser, but 
 the government did not buy her. She was there sold 
 at auction and converted into a packet. After being 
 used for a time as a sailing packet between New York 
 and Savannah, the "Savannah" went ashore on Long 
 Island and was broken up. The steam cylinder of the 
 vessel lay around the Allaire Works for many years, 
 and was accidentally broken up. It was said that Scar- 
 borough ruined himself by this ship and died poor. 
 
 In 1816, Robert L. Stevens commenced steam fer- 
 riage between New York and Hoboken; in 18 18 he dis- 
 covered the utility of using steam expansively, and 
 using anthracite coal for fuel in steamers; in 182 1 he 
 substituted the skeleton wrought iron for the heavy 
 cast iron walking-beam, and in 1824 applied an artificial 
 blast to the boiler furnace, and in 1827 the hog-frame 
 to boats to prevent them from bending at the centre. 
 
 In 1811, the "New Orleans," built at Pittsburgh, by 
 Fulton, Livingston & Roosevelt, went from that city to 
 New Orleans. The size and plan of this steamboat was 
 furnished by Fulton. It was n6 ft. long and 20 ft. 
 beam. The engine had a 34-in. cylinder, and the boiler 
 
THE PROGRESS OF MARINE ENGINEERING. 25 
 
 etc. in proportion. This was the first steamboat to de- 
 scend the Mississippi, and the first to ascend was the 
 ' ' Enterprise "in 1 8 1 5 . After this steamboats rapidly in- 
 creased in number on the western waters. They usually 
 had high -pressure, horizontal engines, and cylindrical 
 or Cornish boilers, carrying steam of 100 to 150 lbs. 
 pressure. 
 
 In 1822 a company was formed called the "Rhode 
 Island and New York Steamboat Company ", and reg- 
 ular trips, twice a week, were begun by the "Fulton" 
 and "Connecticut". These trips were continued 
 through the season, and thus was inaugurated the 
 steamboat trade between New York and Providence. 
 Similar trips were made in 1823. 
 
 Until the year 1834 steamboats in the United States 
 had burnt wood only. In 1836 experiments were made 
 with anthracite coal for fuel on board the ferryboats in 
 New York with success. In 1835, Capt. Coyle, then 
 the engineer of the steamer "Portland", is said to have 
 invented a blower by which he was able to use anthra- 
 cite coal on board the "Portland", and she was said to 
 be the first steamer that burnt anthracite coal with suc- 
 cess. Small blower engfines were soon after adopted in 
 New York. The advent of ocean steam navigation 
 soon led to the almost universal use of coal (bituminous 
 and anthracite) ; even the steamboats on the Mississippi 
 
26 THE PROGRESS OF MARINE ENGINEERING. 
 
 have adopted the former. From 1830 to 1840 beam en- 
 gines were generally adopted in the Eastern States, and 
 on the lakes for steamboats. Fulton had adopted the 
 square engine, but R. L. Stevens retained the beam en- 
 gine of Watt, placed the condenser below the cylinder, 
 on a bed plate with the air pump, and supported the 
 beam by a wooden gallows frame. He also introduced 
 a very long stroke of the piston. This involved a 
 smaller diameter of cylinder, lighter connections, longer 
 crank, and larger diameter of paddle wheel which acted 
 more favorably on the water. The parallel guides were 
 also substituted for the parallel motion. The next 
 great improvement that was effected in American en- 
 gines is the application of the principle of expansion. 
 The practice of the Cornish engineers, who used the ex- 
 pansion principle, was known, and Adam Hall, then of 
 West Point Foundry, N. Y., was said to be the first 
 who conceived the idea of using high -pressure steam on 
 the beam engine and cutting off the supply at ^, ^, or 
 even ^ of the stroke, anticipating a saving in fuel, and 
 an increase in velocity. It was found by experiment, 
 and established by practice, that more work was done 
 at less expense, by cutting off at ^ than by cutting off 
 at % the stroke ; the steam pressure being, of course, 
 increased in proportion. The method of working ex- 
 pansively with a long stroke engine, and large balanced 
 
THE PROGRESS OF MARINE ENGINEERING. 2f 
 
 valves and passages, has allowed a high velocity of pis- 
 ton, 600 feet per minute is common. 
 
 The steam jacket of Watt was seldom adopted, but 
 the high steam chimneys on the boilers (said to have 
 been first introduced by James P. Allaire) were an equiv- 
 alent, when steam of not over 40 lbs. was used, which 
 was the practice then, the chimney acted as a separator, 
 to separate the water in suspension in the steam, by 
 gravity, and it also superheated the steam to a moderate 
 degree. At this period, the fly valve, placed close to 
 the steam chest in the steam pipe, and operated by a 
 cam motion, was used as an expansion valve. Such an 
 engine, compared to what had been used before, devel- 
 oped a great amount of power with a good degree of 
 economy, and with a reduced weight of engine. 
 
 From 1840 to 1850 steamers began to cross the At- 
 lantic ; the Mexican war broke out and continued from 
 1845 to 1848 ; the discovery of gold in California in 1847, 
 and the political transfer to the United States in 1848, 
 taken together, gave a great impetus to steamboat and 
 steamship building. Beam engines of much greater di- 
 mensions for river, lake, and coasting trade, side-lever 
 and oscilating engines for ocean steamships, and inclined 
 and side-lever engines for the navy were built exten- 
 sively. A good specimen of the earlier beam engine is 
 that of the "Osceola", cylinder, 34 in. diameter by 11 
 
28 THE PROGRESS OF MARINE ENGINEERING. 
 
 ft. Stroke; constructed by Adam Hall, of New York, 
 and illustrated in the Practical Mechanic and Engineer's 
 Magazine, Glasgow, 1845. This engine had the fly- 
 valve cut-off. During this period R. L. Stevens intro- 
 duced his long-toe cut-off, which came to be extensively 
 used, and was usually fixed to cut off at about J^ stroke, 
 and the speed of the engine was regulated by the throt- 
 tle valve. In contrast with this, F. E. Sickels intro- 
 duced his celebrated adjustable cut-off, as applied to bal- 
 anced poppet valves. In this design the steam valve 
 can be tripped and closed at any part of the stroke, and 
 is adjusted when the engine is working. It can also be 
 used instead of the throttle to control the speed of the 
 engine. The valve stems are detached from the valve 
 gear, and the fall of the valves is controlled by dash- 
 pots, so that they may not slam on the seats though 
 they fall quickly, and close the valves almost instantan- 
 eously. This gear when properly adjusted works very 
 nicely, and gives an ideal indicator diagram. It also, 
 when properly applied and worked, secures great econ- 
 omy in fuel. 
 
 Allen & Wells, of the Novelty Works, New York, 
 introduced their cut-off, intended to produce the same 
 result as the Sickles cut-off, and this was applied in many 
 cases successfully. Herman Winters, then at the Mor- 
 gan Works, also introduced his cut-off with a revolving 
 
THE PROGRESS OF MARINE ENGINEERING. 29 
 
 shaft and cams, which was used in a good many cases 
 and with good results. But none of these cut-oflEs had 
 the range or produced the instantaneous cut off that 
 the Sickles' cut-off did. 
 
 A good example of the condensing beam engine 
 built at this time is the "New World's" engine, built 
 by T. F. Secor & Co., designed by Edward Tothill, and 
 illustrated in Tredgold on the Steam Engine, London, 
 1 85 1. The cylinder is 76 in. diameter by 15 ft. stroke; 
 paddle wheels, 45 ft. diameter by 12 ft. face; return, 
 round-flue boilers ; steam pressure 45 lbs. cut off at 8 ft. 
 by a Stevens cut-off gear, and the boilers have a fan 
 blast under the grate ; consumption of anthracite coal 
 per hour, 9,000 lbs. ; average number of revolutions per 
 minute, 17. This engine was afterwards put in the 
 steamboat "St. John", in 1863, and the cylinder in- 
 creased to 84 in. diameter. The most noted beam en- 
 gines built during this period were the "Bay State" 
 and "Empire State" for the Fall River Line to Boston: 
 Cylinders 76 in. diameter by 12 ft. stroke; return-flue 
 boilers on the "Bay State" and drop-flue on the "Em- 
 pire State". Both carried 25 lbs. steam, with Stevens' 
 cut-off at half stroke. The "Empire State" had 
 Sickles' cut-off fitted afterwards. The "Isaac Newton " 
 cylinder, 8iin.dia. by 12 ft. stroke, and return-flue boilers; 
 steam, 35 lbs., with Stevens' cut-off at j^ stroke; for 
 
30 THE PROGRESS OF MARINE ENGINEERING. 
 
 the New York and Albany Line. The "Empire 
 State", with 76 in. cylinder by 12 ft. stroke; steam, 30 
 lbs., and the "Buckeye State", with an annular en- 
 gine; cylinders, 37 in. and 80 in. in diameter by 11 ft. 
 stroke ; return tubular boilers ; steam, 75 lbs. pressure; 
 the steam was first used in the small cylinder and then 
 expanded into the large one. Both of these engines 
 were designed by E. W. Smith, of New York, and ran 
 on Lake Erie. In the decade before 1850, the side- 
 lever engines for the "Georgia" and "Ohio" were 
 built, by T. F. Secor & Co., designed by Edward Tot- 
 hill; cylinders, 90 in. diameter by 8 ft. stroke; round- 
 flue boilers; steam pressure, 15 lbs., cut off at 4 ft. with 
 Stevens' cut-off ; ran between New York and New Or- 
 leans. They were well proportioned, strong, serviceable 
 engines, and in some respects resembled the Cunard en- 
 gines in use at that time. They were illustrated in 
 Tredgold, 1851. 
 
 The side-lever engines of the Collins Line Steamers, 
 "Atlantic", "Artie", "Pacific", and "Baltic", were 
 built in 1849-50; the two former at the Novelty Works, 
 and the two latter at the Allaire Works, New York. 
 The engines were designed by C. W. Copeland, and the 
 boilers by John Faron, chief engineer of the line 
 There were two engines in each ship, with cylinders 95 
 in. dia. by 9 ft. stroke in the "Atlantic" and "Pacific", and 
 
THE PROGRESS OF MARINE ENGINEERING. 3I 
 
 95 in. diameter by lo ft. stroke in the "Artie"' and 
 "Baltic". The boilers had two tiers of furnaces and 
 vertical water tubes back of them, and the four boilers 
 connected to one smoke pipe. The steam pressure was 
 14 lbs., and cut off with Stevens' cut-ofE and Sickles' on 
 the "Baltic", at 4 ft. and 4 ft. 6 in. respectively. 
 
 With using salt water, the scale in the tubes was 
 troublesome, and the unequal expansion of the front 
 and back tubes caused them to leak, so that the expense 
 for cleaning and repairs was heavy. The unequal ex- 
 pansion of the parts of the engine, due to the design of 
 the bracing, caused breaks and consequent expense, yet 
 the engines did good service, the ships made good 
 voyages and with reasonable economy of fuel. 
 
 The engines of the steamer "America", on the 
 Lakes at this time, running between Buffalo and Chi- 
 cago, are typical western river engines. They are 
 slightly inclined, cylinders 30 in. diameter by 11 ft. 
 stroke ; steam pressure 90 lbs. cut off by cam at 4 ft. 2 
 in. ; seven return flue boilers on deck 3 ft. 6 in. in di- 
 ameter by 30 ft. long, with two return flues 16 in. diam- 
 eter in each, all set in brickwork inside a sheet-iron 
 case, built at Cincinnati. There was an engine and 
 paddle wheel at each side of the boat, and each inde- 
 pendent of the other, so that one can be backed when 
 the other is going ahead, or they work together as de- 
 
32 THE PROGRESS OF MARINE" ENGINEERING. 
 
 sired, so that they can turn the boat easily. 
 
 Another example of marine engines for ocean 
 steamers were the oscillating engines of the "Golden 
 Gate" built at the Novelty Works,- and of the "Illinois" 
 built at the Allaire Works, New York : there were two 
 in each ship, cylinders 85 ins. diameter by 9 ft. stroke: 
 they had slide valves, worked by link motion gear for 
 reversing and backing : the boilers were return tubular, 
 steam pressure 14 lbs. the cut-off was by the link motion 
 only, the engines worked hard by hand, and a small 
 pair of reversing engines were applied on the ' ' Illinois". 
 
 The ships ran on the California route from New 
 York to San Francisco: the "Golden Gate" on the 
 Pacific, and the "Illinois" on the Atlantic. 
 
 Inclined engines were adopted on the Union Ferry 
 from New York to Brookljoi before 1850. They worked 
 well, took up little deck room, and were not much affect- 
 ed by the jarring of the boats when making a landing. 
 
 Drop flue boilers were generally used with them, 
 
 steam about 15 lbs. pressure, cut off at half stroke by a 
 
 -Stevens cut-off, a fresh water tank was used to feed 
 
 the boilers from and the tank was filled from the Croton 
 
 (City) water pipes. 
 
 Before 1850, the principal steamers which had been 
 built for the United States Navy were the ' ' Princeton' 
 663 tons, designed by John Ericsson, 164 ft. long by 30 
 
THE PROliRKSS OF MARINE ENGINEERING. ;}^ 
 
 ft. 6 in. beam, constructed in 1843. She had two semi- 
 cylindrical engines with vibrating pistons, and three 
 iron flat flue boilers, with fan blast tinder the grate, all 
 below the water line. Propellor 14 ft. diameter by 35 
 ft. pitch, 24 revolutions per minute, speed about 9 miles 
 per hour. 
 
 The "Massachusetts", 779 tons, engines and boilers 
 designed by John Ericsson, built by Hogg & Delamater, 
 New York. Two inclined engines, cylinders 25 ins. 
 diameter by 3 ft. stroke, two iron return tubular boilers, 
 steam pressure 40 lbs. , cut off at half stroke, draft pro- 
 duced by an exhausting, fan in the chimney : propellor 
 9 ft. 6 ins. diam. by 20 ft. pitch, revolutions per minute, 
 
 5°. 
 
 The "Susquehanna", 2436 tons, engines and boilers 
 designed by C. W. Copeland, two inclined engines, direct 
 acting, cylinders 70 ins. diameter by 10 ft. stroke, steam 
 pressure 10 lbs. , ctit off at 6 ft. by Steven's cut-off, paddle 
 wheels 31 ft., 2 ins. diam. by 9 ft. 6 in. face, revolutions 
 per minute, 12, four copper flue boilers. 
 
 The "Mississippi", 1788 tons, engines and boilers 
 designed by C. W. Copeland, two side lever engines, 
 cylinders 75 ins. diam. by 7 ft. stroke, steam pressure, 
 12 lbs. cut off at 3 ft., paddle wheels 28 ft. diam. by 11 
 ft. face, revolutions per minute, 11, [four copper flue 
 boilers. 
 
34 THE PROGRESS OF MARINE ENGINEERING. 
 
 The "Saranac", 1426 tons, engines and boilers 
 designed by C. W. Copeland, two inclined engines, 
 direct acting, cylinders 60 ins. diam. by 9 ft. stroke, 
 steam pressure 14 lbs., cut off at 3 ft. 6 ins., paddle 
 wheels 27 ft. 6 in. diam. by 9 ft. face, revolutions per 
 minute, 13, three copper drop flue boilers side by side. 
 
 The "Michigan", 518 tons, on Lake Erie, engines 
 and boilers designed by C. W. Copeland, two inclined 
 engines direct acting, cylinders 36 ins. diam. b)' 8' ft. 
 stroke, steam pressure 15 lbs. cut off at .3 ft. 6 ins., 
 paddle wheels 21 ft. 10 ins. diam. by 7 ft. 6 ins. face, 
 revolutions per minute, 22, two iron return flue boilers, 
 side by side. This vessel was afterwards fitted with two 
 Martin water-tube boilers, and had Sickles cut-off, when 
 the experiments were made at Erie, Penn. , to determine 
 the relative economy of using steam with different 
 measures of expansion, with a steam pressure of 2 1 lbs. 
 per sq. in., cutting off at 4-45 to 11-12 of the stroke. 
 
 The "Water Witch" is 131 ft. long by 19 ft. beam, 
 by 9 ft. 9 in. deep, engine and boiler designed by C. H. 
 Haswell, inclined back acting square engine, cylinder 
 37.5 ins. diam. by 6 ft. stroke, paddle wheels 16.5 ft. 
 diam. by 6 ft. face, return tubular boiler, cut-off adjust- 
 able. 
 
 The "Powhattan", 2419 tons, engines and boilers 
 designed by C. H. Haswell, two inclined engines, ''cylin- 
 
THE PROGRESS OF MARINE ENGINEERING. 35 
 
 ders 70 ins. diam. by lo ft." stroke, paddle wheels 31 ft. 
 diam. by 10 ft. face, four copper flue boilers. 
 
 The " San Jacinto ", 1426 tons, engines and boilers 
 designed by C. H. Haswell, two inclined engines, gear- 
 ed 2 2-7 to I, cylinders 62^ in. diam. by 50 ins. stroke, 
 revolutions per minute, 30, propellor 14 ft. 6 ins. diam. 
 by 40 to 45 ft. pitch, steam pressure 15 lbs., three cop- 
 per-flue boilers side by side. 
 
 In these U. S. Naval steamers it will be observed, 
 that there was no effort made to produce economy of 
 fuel beyond the ordinary half-stroke cut-off; neither 
 high pressure steam, high chimney to superheat, nor 
 steam jacket to prevent cylinder condensation. 
 
CHAPTER III. 
 
 In 1834 Earnest Wolff took out a patent for an 
 engine described as compound, which indicates the pos- 
 sibility of modifying existing engines so as to adapt them 
 to the new mode of action. 
 
 The invention consists of the combination of two 
 or more engines, each coniplete in all its parts, and so 
 disposed that while the first receives steam at one, two, 
 or more atmospheres, the next engine is moved by the 
 steam that escapes from the first. In the last engine 
 the steam is condensed in the ordinary way, or escapes 
 into the atmosphere. The work supplied by the several 
 engines is applied to the same shaft, or to several com- 
 bined, or to independent shafts. As in steam vessels 
 and other applications, two conjoined engines are gen- 
 erally employed. The present invention is especially 
 adapted for this purpose, as it presents economic advan- 
 
THE PROGRESS OF MARINE ENGINEERING. 37 
 
 tages, and it reduces the expense of the apparatus with- 
 out increasing its complication. It is sometimes useful 
 to have between the cylinders an intermediate reservoir 
 to regulate the pressure. This may be placed with ad- 
 vantage at the base of the chimney, so as to maintain or 
 raise the temperature and the pressure of the steam in 
 its passage from one cylinder to the other. Indeed if 
 necessary, the heat may be supplied by a special fire- 
 box. It is often necessary to employ a special pipe with 
 a stop-cock, to admit the steam from the boiler to an in- 
 termediate reservoir, in order to give to the machine 
 the power of starting any crank. This direct introduc- 
 tion may be employed to increase, for a time, the power 
 of the engine. The writer then explains a method of 
 modifying old engines by adding to a high-pressure en- 
 gine a low-pressure cylinder ; or, in the case of a marine 
 engine, by substituting for one of the low-pressure cyl- 
 inders a high-pressure cylinder. The drawing annexed 
 to the patent shows a pair of marine beam engines. 
 This patent seems to have anticipated the compound en- 
 gines afterwards built so extensively. 
 
 In 1842, Hinrik Zander took out a patent for an en- 
 gine, in which the steam acts in the first cylinder ex- 
 pansively, to a certain extent, then passes into the two 
 others, which are larger, and expands. The three cyl- 
 inders are attached to the same shaft, so that their mo- 
 
38 THE PROGRESS OF MARINE ENGINEERING. 
 
 tion may be as uniform as possible. The low-pressure 
 cylinders are provided with jackets which contain the 
 steam from the boiler. Zander describes intermediate 
 reservoirs, and proposes to introduce into them, or into 
 a communicating pipe supplying their place, a float- 
 valve to allow the escape of condensed water. In his 
 drawings is represented a disposition in which the crank , 
 of an oscillating, high-pressure cylinder, placed oblique- 
 ly, is attached to the crank of a marine beam engine. 
 This engineer seems, according to documents found, to 
 have built some marine engines on this plan. This 
 patent seems to have anticipated the three- cylinder and 
 the three-crank engines, since built so extensively. 
 
 In 1844, Octavius Henry Smith patented an engine 
 acting on the Woolfian principle, consisting of a high- 
 pressure and a low-pressure cylinder, both oscillating 
 and having their rods attached to the same crank. The 
 " Cricket " engine, on the Thames, was of this kind. A 
 description of it was given in the Practical Mechanic 
 and Engineers' Magazine, 1846. This boat was built 
 and engines fitted by W. Joyce & Co., of Greenwich; 
 speed, 14 miles an hour; consumption of coal, 4^^ lbs. 
 per indicated horse power per hour. The boiler was a 
 Napier return tubular, but appears to have been reck- 
 lessly managed, and it exploded, killing the fireman 
 and injuring many others. This accident placed a dam- 
 
THE PROGRESS OF MARINE ENGINEERING. 39 
 
 per on the introduction of high-pressure steam for a 
 time. 
 
 In 1845, Wm. McNaught patented a form of com- 
 pound engine, in which a high-pressure cylinder was 
 applied to an ordinary beam engine. He attached the 
 high-pressure cylinder to the beam, on the end oppo- 
 site to that on which the low-pressure cylinder was con- 
 nected, and the steam after being used in the usual way 
 in the high-pressure cylinder, passed into the low-pres- 
 snre cylinder, after which it escaped into the condenser. 
 An engine of this kind was illustrated in the Practical 
 Mechanic -and Engineers' Magazine, of 1846. The pro- 
 portion of the cylinders was 4 to i ; the steam pressure, 
 30 to 40 lbs., and the consumption about 4^ lbs. coal 
 per indicated horse power. Many engines were 
 changed to this plan, and many new ones were also 
 built on it. 
 
 In 1841, J. G. Bodmer, of Manchester, obtained a 
 patent for his double-piston, compensating, locomotive 
 engine, with balance cranks and hollow piston valves, 
 with cylindrical cut-off valves inside, controlled by right 
 and left screw. An illustrated description was given 
 by Bodmer in the Practical Mechanic and Engineers' 
 Magazine, of 1846 and 1847. There was also a com- 
 pensating, marine engine shown with double cranks, 
 surface condenser, centrifugal circulating pump, piston 
 
40 THE PROGRESS OF MARINE ENGINEERING. 
 
 valve, cut-off valve controlled by right and left screw 
 or valve stem. A modification of this idea was patented 
 in the United States by Wallace Wells, called the Wells 
 balanced engine. Another modification was also used 
 on the United States steamer " Pensacola" by Dickerson 
 & Sick els. In 1842, Meyer effected an important 
 improvement. He formed the idea of causing the 
 expansion valves to work on the back of the steam 
 valves, so as to obtain a considerably quicker cut-off. 
 Retaining Bodmer's ingenious right and left screw spin- 
 dle, Meyer produced the gearing represented in the 
 Practical Mechanic and Engineer's Magazine, of Sep- 
 tember, 1846, which soon came into use, and is still ex- 
 tensively used on stationary and marine engines. The 
 steam slide valve is merely a flat plate provided with 
 two end ports and a central exhaust cup, as used in or- 
 dinary valves. The cut-off plates work steam tight on 
 the back of the steam slide valve, and their relative dis- 
 tance is adjusted by the right and left screw on the 
 valve stem. This gear is adjustable when the engines are 
 working, and there is a hand or worm wheel on the 
 cut-off valve stem for revolving it, and an index for 
 showing the point of cutting off the steam. 
 
 In 1838, John Bourne took out a patent for using 
 high-pressure steam expansively in steam vessels, in 
 which plan the feature of external condensation was in- 
 
THE PROGRESS OF MAKINE ENGINEERING. 4 1 
 
 troduced. He proposed to use the locomotive form of 
 boiler with brass tubes 2^ in. diameter. The steam 
 was to be cut oif by a slide valve formed of two mov- 
 able plates worked on the back of the common slide 
 valve ; and the degree of expansion was regulated by a 
 right and left hand screw, which drew the plates nearer 
 together, or separated them further apart, according as 
 much or little expansion was desired. The spindle on 
 which the screws were cut passed through a stuffing 
 box, and was armed at the top with a small wheel, by 
 turning which the amount of expansion was determined. 
 Bourne believed this was the first example of a class of 
 expansion valves, which has come into extensive use 
 since. He proposed to condense the steam by sending 
 it through a number of small copper tubes immersed in 
 cold water. 
 
 In 1836, the Cornish, single-acting, condensing en- 
 gine at Holmbush, cylinder 50 in. diam. by 9 ft. stroke, 
 steam at 30 lbs. pressure, and cut-off at 1-6 stroke, 
 burned 112 lbs. of Welch coal to raise 140,484,000 lbs. 
 one ft. high. This shows a great improvement over 
 Watt's engine of 1798, which, as we have seen, burned 
 94 lbs. of coal for a duty of 27,000,000 ft. lbs. or raised 
 one foot high. J. Bourne says: " The Cornish engines 
 are always provided with a steam jacket, supplied with 
 steam direct from the boiler. That Watt in his earlv 
 
42 THE PROGRESS OF MARINE ENGINEERING. 
 
 practice, discarded the steam jacket for a time, but re- 
 turned to it again, as he found its discontinuance occas- 
 ioned a perceptible waste of fuel, and in modern en- 
 gines it has been found that where a jacket is used, less 
 coal is consumed than where the use of a jacket is re- 
 jected." The grand secret however, of the economy of 
 of the Cornish engine lies, first, in the use of high-pres- 
 sure steam cut off when a very small part of the stroke 
 has been performed, and working expansively over the 
 remainder ; second, in the steam jacketing and careful 
 clothing with non-conducting material, of every part of 
 the engine where heat can escape; third, the excellent 
 system of registering and publishing the duty of each 
 engine which has been prevalent in Cornwall. It has 
 made both the proprietors and engineers much more 
 careful than they otherwise would have been. The re- 
 sults obtained were very little aided by any peculiar ex- 
 cellence in the boilers. 
 
 At the British Association meeting, at Manchester, in 
 1842, during the discussion of Mr. Fairbaim's report on 
 the combustion of coal and the prevention of smoke, 
 Capt. Taylor, of Cornwall, spoke as follows: He re- 
 ferred to the statement in Mr. Fairbairn's report, that 
 the average consumption of coal in Manchester was io}4 
 lbs. per horse power per hour, while in Cornwall it was 
 only 2j4 lbs. Although in Cornwall they had none of 
 
THE PROGRESS OF MARINE ENGINEERING. 43 
 
 those ingenious devices for burning smoke, they allowed 
 very little to escape, and made i lb. of coal do as much 
 as 4 lbs. were made to do in Manchester. In the parish 
 of Giiennap there were twenty-five chimneys, of which 
 he had eighteen himself, and not a particle of smoke 
 could be seen. All the engines were, besides, of a very 
 large power, but the boiler space was greater and more 
 care was taken in the firing. As to patents for coking 
 the coal, that had been the duty of every careful fireman 
 in Cornwall, for the last twenty years. It was, however, 
 to be observed that the kind of work done by the engines 
 was of such a nature that the amount done with a given 
 quantity of coal could readily be ascertained. In con- 
 sequence of this, the system had been introduced of 
 weighing out the coal regularly to the firemen, and the 
 duty of the engines was reported every week, and, at 
 some mines, every day. This produced, simultan- 
 eously, an emulation among the engine-makers, the 
 proprietors, and the workmen, each of whom was 
 ashamed of being outdone by his neighbors ; and, from 
 their joint care and exertions, and most especially that of 
 the firemen, resulted that extraordinary economy for 
 which the Cornish engines are so justly famed. The 
 plan followed was to keep their fires bright, coking 
 the coal in front, and when sufficient boiler space was 
 given, and proper management insured, no smoke-con- 
 
44 'i'HE PROGRESS OF MARINE ENGINEERING. 
 
 suming patents were necessary ; and he felt fully per- 
 suaded that if the proprietors of steam engines in Man- 
 chester would attend to the Cornish principle, they 
 would find their smoke consumed and much gross waste 
 of fuel prevented. 
 
 About the year 1811, a number of the proprietors 
 of the principal Cornish mines agreed to establish a sys- 
 tem of inspection, under the management of Capt. Joel 
 Lean, and to publish monthly reports. In these reports 
 were stated, with other particulars, first, the consump- 
 tion of coal in bushels ; second, the duty of the engine 
 expressed by the number of pounds raised one foot high 
 by the consumption of one bushel of Welch coal of 94 
 lbs. When these reports were commenced, the num- 
 ber of engines brought tinder inspection was 21; in 
 1814, thirty-two; in 1820, forty; in 1828, fifty-seven, 
 and in 1838, sixty-one. This gradual increase in the 
 number of engines brought under this system of inspec- 
 tion was produced by the good effects which attended 
 it. These beneficial consequences were manifested, 
 mot only in the improved performance of the same en- 
 gines, but in the gradually improved efficiency of those 
 -which were afterwards constructed. 
 
 The following, taken from the statement of the duty 
 of Cornish engines by Thomas Lean and brother, pub- 
 lished by the British Association, will show in a striking 
 
THE PROGRESS OF MARINE ENGINEERING. 45 
 
 manner, the improvement of the Cornish engines, from 
 the commencement of this system of inspection up to 
 1838. In 1813 the average duty of the best Cornish en- 
 gine was 26,400,000 ft. lbs., or raised one ft. high by 
 the consumption of one bushel of Welch coal of 94 lbs. ; 
 in 1818, the duty was 39,300,000 ft. lbs; in 1823 the duty 
 was 42,100,000 ft. lbs. ; in 1828, the duty was 76,800,000 
 ft. lbs. ; in 1833, the duty was 84,300,000 ft. lbs., and in 
 1838, the duty was 90,900,000 ft. lbs., and the Holm- 
 bush engine, before mentioned, showed the duty with 
 30 lbs. steam cut off at }4, and 94 lbs. coal, to be 117, 
 000,000 ft. lbs. 
 
 As an example of the beneficial effects produced 
 upon the efficiency of an individual engine, by the first 
 application of this system of inspection, the case of the 
 Stray Park engine may be mentioned. This engine, 
 constructed by Boulton & Watt, had a 60 in. cylinder 
 and when first reported in 181 1, its duty amounted to 
 16,000,000 ft. lbs. After having been reported for 
 three years, its duty was found to have increased to 32, 
 000,000 ft. lbs., this estimate having been taken from 
 the average result of twelve months performance. Its 
 duty was doubled in less than three years. It ap- 
 pears that the increase of the efficiency of these engines 
 was not the effect of any great or sudden improvement, 
 but was due to the combination of a number of small 
 
46 THE PROGRESS OF MARINE ENGINEERING. 
 
 improvements in the details of the operation of the en- 
 gines, and to the gradual increase in the pressure of 
 steam. These remarks, it will be admitted, apply with 
 equal force to the inspection, reporting, and manage- 
 ment of marine engines of the present day, and shows 
 what economy in fuel may be effected in a similar way. 
 
 In 1840, the Cunard Company started their famous 
 line of Mail Steamers, between Liverpool, Boston, and 
 New York. Their first ship, the "Britannia" left Liv- 
 erpool on July 4th and entered Boston harbor on the 
 1 8th, after a run of 14 days and eight hours. The "Brit- 
 annia" was 1 150 tons B. M., 207 ft. long, 34 ft. 4 in. 
 beam, by 22 ft" deep; two side-lever engines; cylinders 
 72^^ in. diameter, by 6 ft. 10 in. stroke; jet condenser, 
 D-slide valves, gridiron expansion valve on the side of 
 the valve casing, and a cam cut-off at 3, 4, 5, and 6 
 tenths of the stroke; paddle wheels, 27 ft. 9 in. diam. 
 by 8 ft. face; four flue boilers; grate surface, 222 sq. ft. ; 
 fire surface, 2698 sq. ft.; steam pressure, 12 lbs.; coal 
 consumption, about 6 lbs. per L H. P. per hour. The 
 "Acadia", "Caledonia", and "Columbia", were the 
 same as the "Britannia" 
 
 The "Hibernia", built in 1843, and the "Cambria" 
 in 1845, were 1350 tons B. M., 220 ft. long, 35 ft. 9 in. 
 beam, by 24^ ft. deep; two side-lever engines with 
 cast-iron gothic framing; cylinders, 77^^ in. diam. by 7 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 47 
 
 <! 
 
 2 
 
 t^^^^ 
 
48 THE" PROGRESS OF MARINE ENGINEERING. 
 
 ft. 6 in. stroke; paddle wheels, 29 ft. 9 in. diam., by 9 
 ft. 3 in. face; four flue boilers; grate surface, 247 sq. 
 ft. ; fire surface, 3778 sq. ft. ; steam, 14 lbs. ; consump- 
 tion, 5)^ lbs. per horse power. The "America", "Ni- 
 agara", "Europa", and "Canada", built in 1848, were 
 1756 tons B. M., 251 ft. long, 38 ft. beam, and 25 ft. 9 
 in. deep; two side-lever engines, with wrought-iron 
 framing ; cylinders, 90 in. diam. by 8 ft. stroke ; paddle 
 wheels 32 ft. diam. by 9 ft. face; four flue boilers ; grate 
 surface, 314 sq. ft. ; fire surface, 4926 sq. ft. ; steam, 15 
 lbs. ; consumption, 5 lbs. per horse power. The "Asia" 
 and "Africa", built in 1850, were 2128 tons B. M., 266 
 ft. long, 40 ft. beam, and 27 ft. deep; two side-lever en- 
 gines, wrought-iron framing; cylinders, 96^ in', diam. 
 by 9 ft. stroke ; paddle wheels, 35 ft. diam. by 9 ft. 3 in. 
 face; four flue boilers; grate surface, 417 sq. ft.; fire 
 surface, 7032 sq. it. ; steam 16 lbs. ; consumption, 4^ 
 lbs. per horse power; 3,000 indicated horse power. 
 
 The "Arabia", built in 1851, was 2292 tons B. M., 285 
 ft. long, 40 ft. 8 in. beam, and 27 ft. 6 in. deep; two 
 side-lever engines; cylinders, 103 in. diam. by 9 ft. 
 stroke; paddle wheels, 35 ft. 6 in diam. by 10 ft. 6 in. 
 face; four tubular boilers; grate surface, 642 sq. ft.; 
 fire surface, 16,948 sq. ft. ; steam pressure 20 lbs. ; con- 
 sumption, 4 lbs. per horse power. The "Persia" was 
 built of iron in 1855, was 3586 tons B. M., 360 ft. long. 
 
THE PROGRESS OF MARINE ENGINEERING. 49 
 
50 THE PROGRESS OF MARINE ENGINEERING. 
 
 45 ft. beam, and 29 ft. 8 in. deep; two side-lever en- 
 gines; cylinders, 100 in. diam. by 10 ft. stroke; eight 
 tubular boilers ; steam pressure, 20 lbs; I. H. P., 3,500. 
 The "Scotia", the last of the side-wheel steamers for 
 the Cunard Company, was built of iron in 1862, was 
 4,136 tons displacement, 379 ft. long, 47 ft. 10 in. beam 
 and 30 ft. 6 in. deep; two side-lever engines; cylinders, 
 100 in. diam. by 12 ft. stroke; paddle wheels, 40 ft. 
 diam.,; eight tnbular boilers; steam pressure, 25 lbs.; 
 I. H. P., 5,000; consumption, 160 tons coal per day; coal 
 per indicated horse power per hour, 3.3 lbs. 
 
 The engines of these Cunard ships were designed by 
 David Elder, and were fine specimens of side-lever 
 marine engines built about 50 years since, were always 
 reliable and did good service in their day. These en- 
 gfines and the hulls of the iron ships "Persia" aud 
 "Scotia", were built by Robt. Napier, of Glasgow. 
 
 Owing to the greater economy in fuel of 
 the screw propeller ships, "Russia", "Java", 
 and others, making the same speed of 339 knots 
 per day, and consumming 85 to 95 tons of coal 
 per day, the "Scotia" was withdrawn and laid up 
 in 1877. In the Summer of 1879 the "Scotia" was sold 
 to the British Telegraph Construction and Maintenance 
 Company, new engines and twin screws were placed in 
 her, and she sailed from the Mersey for Singapore. 
 
THE PROGRESS OF MARINE ENGINEERING. SI 
 
 In 1850 the iron screw steamship, "City of Glas- 
 gow," the pioneer vessel of the celebrated Inman Line, 
 sailed from Liverpool for Philadelphia on December 
 I oth. She was i , 600 tons, and 350 horse power (nominal). 
 The engines were two beam geared engines with jet 
 condensers, the propeller shaft making two revolutions 
 for one of the crank shaft, cylinders 66 ins. diameter, 
 by 5 ft. stroke, speed 7.3 ktiots per hour, ptopeller i^}i 
 ft. diam. by 18 ft. pitch; this ship was succeeded by 
 the ' ' City of Manchester, " and they formed the Liver- 
 pool and Philadelphia line. 
 
 In 1857 the Inman ships went to New York, and 
 the line was increased afterward by the "City of Phil- 
 adelphia," the "City of Baltimore," and the "City of 
 Washington. " 
 
 In r86o the "City of New York" was added, and 
 in 1863 the "City of London," "City of Cork," aiid 
 "City of Limerick " were added. 
 
 In 1868 the "City of London" and "City of Paris" 
 were added. 
 
 In 1869 the "City of Brussels," and in 18^2 the 
 "City of Montreal." 
 
 In 1874 the "City of Chester," "City of Richmond" 
 and "City of Berlin" came out with compound engines. 
 
 In 1876 the "City of Brussels " received new com- 
 pound engines, and the trunk engines of the "City Of 
 
52 THE PROGRESS OF MARINE ENOlNEERING. 
 
 Montreal" were changed to compound. 
 
 In the "Brussels" the consumption was reduced 
 from I lo to 65 tons of coal per day, and the cargo space 
 increased by about 8oc5 tons. 
 
 In 1882 the " City of Rome " came out. She was 
 586 ft. long, 52 ft 3 ins. beam, by 37 ft. deep, tonnage 
 8,836 tons, draughtof water 26 ft. Compound tandem en- 
 gines, cylinders, three high pressure 43 in., and three low 
 pressure 86 ins. diam., by 6 ft. stroke, three cranks, 120° 
 apart; propeller 24 ft. diam. Eight double ended 
 boilers, steam pressure 90 lbs., revolutions 60, speed 18 
 knots, I. H. P. 10,000. 
 
 The Barrow Shipbuilding Co., the builders of the 
 " City of Rome," also built in 1883 the "Normandie," 
 of similar design, for the French Line between Havre 
 and New York; 450 ft. by 50 ft, by 37 ft deep. Three 
 tandem engines, cylinders, three 35^ ins. high pressure, 
 and three 75 ins. low pressure, by 5 ft. 7 ins. stroke, low 
 pressure cylinders jacketed^ four double and four single 
 ended boilers, steam 85 lbs. pressure; I. H. P. 8,000, 
 revolutions 63 per minute, speed ij}( knots. 
 
 The "City of Rome" was returned to the builders 
 on account of not fulfilliftg the conditions of the con- 
 tract. They afterwards transferred her to the Anchor 
 Line, and that company have since run her from Liver- 
 pool and Glasgow to New York. 
 
THE PROGRESS OF MARINE ENGINEERING. 53 
 
 In 1845 the steamship " Great Britain" came out. 
 She was built from designs of Mr. Brunei by the Great 
 Western Steamship Co., and was 322 ft. long, 51 ft. 
 beam, 32^^ ft. deep, tonnage 3,440 tons, draught 16 ft. 
 There were four engines, cylinders 88 in. diam., by 6 
 ft. stroke, drum on the crank shaft 18 ft. diam., pro- 
 peller shaft drum 6 ft. diam. , and they were connected 
 by four chain bands, the propeller shaft making three 
 revolutions for one of the crank shaft. The propeller 
 had six blades, diam. 155^ ft., pitch 25 ft., speed 12 
 knots. 
 
 In September, 1846, the "Great Britain" went 
 ashore in Dundrum Bay on the Irish coast. She was 
 floated again in August, 1847, was taken to Liverpool, 
 where she was repaired, and fitted with two geared 
 oscillating engines by Penn, and a three bladed screw. 
 The vessel was employed in the transport service 
 during the Crimean war, and afterwards ran from 
 Liverpool to Australia as a passenger and freight ship 
 for many years. 
 
 In 1882 the "Great Britain " was altered to a full 
 rigged sailing vessel. 
 
 In 1886 she put in to the Falkland Islands leaking, 
 was condemned, and remains there still as a coal hulk 
 
 (1893)- 
 
 In 1854 John Elder took out a patent for compound 
 
54 THE PROGRESS OF MARINE ENGINEERING. 
 
 engines, having two pairs of high and low pressure cyl- 
 inders, each pair being side by side, and placed in an 
 inclined position ; one pair of high and low forward, 
 and the other pair abaft the surface condenser, which 
 lies athwart ship, directly under the crank shaft. The 
 centre lines of the two pairs of cylinders inclose be- 
 tween them an angle of about 60°. The connecting 
 rods of the two high-pressure cylinders are connected to 
 one crank, and the two low-pressure to the other, the 
 two cranks being placed diametrically opposite. It fol- 
 lows from this arrangement that the steam passes direct 
 from the top or bottom of one of the high pressure cyl- 
 inders, to the corresponding end of the adjacent low 
 pressure cylinder, the length of the connecting passages 
 being thus rendered as short as possible. The cylin- 
 ders are steam jacketed both at the sides and bottoms. 
 The small cylinder has triple ports, and the steam is 
 admitted by a pair of gridiron valves fixed on a single 
 spindle, and kept up to their seats by springs at the 
 back. The low pressure cylinders have double steam 
 ports, and the distribution of the steam to these cylin- 
 ders is effected by a pair of slide valves working in sep- 
 arate chambers. The two valves are fixed on one 
 spindle, which works through a bush placed in an open- 
 ing in the partition dividing the two chambers. ' The 
 Surface condenser is placed directly beneath the crank 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 55 
 
 shaft, and it in fact forms a kind of base plate, to 
 which the cyUnders are fixed. The condenser is ar- 
 ranged so that the condensing water passes through the 
 tubes, it being made to traverse their length three 
 
 "John Elder." 
 
 times. The two circulating pumps are placed at one 
 end, and the two air pumps at the other end of the 
 condenser, each being driven by an independent eccen- 
 
56 THE PROGRESS OF MARINE ENGINEERING. 
 
 trie. The paddle wheels are of the feathering class, and 
 are fitted with wrought iron floats, the edges being so 
 sharp that they offer little resistance in entering and 
 leaving the water. 
 
 The Pacific Steam Navigation Company about 1859 
 fitted a set of these engines on board each of their 
 steamers "Lima" and "Bogota," instead of the old 
 side-lever engines, which had two cylinders 73 in. 
 diam. by 6 ft. stroke, and four tubular boilers with 260 
 ft. of grate surface, and 7,000 ft. of fire surface, steam 
 pressure 16 lbs., coal consumption 3,700 lbs. an hour, 
 speed about ioj5^ knots per hour, ships 250 ft. long by 
 30 feet beam. 
 
 The new compound engines were two pairs, cylin- 
 ders 52 in. and 90 inch by 5 ft. stroke, and two tubular 
 boilers with 130 ft. grate surface, and 3,200 ft. of fire 
 surface, steam pressure 26 lbs., coal consumption 2,200 
 lbs. an hour, I. H. P. 1160, or 1.9 lbs. per I. H. P. per 
 hour. 
 
 The machinery space was 30 ft. shorter, the boiler 
 power is about half what it was before, the speed of 
 the ship was increased, and the consumption about 
 one-half what it formerly was. The accommodation 
 was much increased, the weight of the hull was in- 
 creased by adding a spar deck, etc. , to the extent of 
 150 tons, and the coal endurance was increased from 
 
THE PROGRESS OF MAklXE EXGINEERIXG. 57 
 
 8 to II days consumption. The steamers " Callao " and 
 "Valparaiso," belonging to the same company, were 
 fitted with similar machinery. 
 
 In i860 the steamers " San Carlos " and ''Guaya- 
 quil " were built by W. Simons & Co. on the Clyde for 
 the Pacific Steam Navigation Company ; engines by 
 Randolph, Elder & Co. ; ships 210 ft. long by 30 ft. 
 beam, by 18 feet deep, fitted with double cylinder en- 
 gines, geared, cylinders two 53 in. and two 31 in. diam., 
 by 2 ft. II in. stroke, steam jacketed, revolutions of en- 
 gines 48 per minute, of screw 96 per m., Griffith's screw 
 diam. 10 ft. $ in., pitch 13 ft. 4 in.; one spiral flue 
 boiler 12 ft. 6 in. diam., by 24 ft. high, grate surface 
 74 ft., fine surface 2,200 sq. ft. ; steam pressure 50 lbs, 
 coal per hour 1,120 lbs.. I. H. P. 531, coal per horse- 
 power per hour 2. i tbs. , speed of ship 11% knots. The 
 success of these ships, and their great economy in coal 
 consumption, while running on the Pacific coast, soon 
 became widely known. 
 
 In June i860 the steamship "Great Eastern" ar- 
 rived in New York on her first voyage from Southamp- 
 ton. She was designed by Brunei, built by J. Scott 
 Russel in London, and was 680 feet long, 82 ft. beam, 
 58 ft. deep, tonnage 24,320 tons, draught loaded 30 ft., 
 built with double bottom and longitudinal frames, and 
 iron deck planked above. 
 
S8 THE PROGRESS OF MARINE ENGINEERING. 
 
 This vessel had both paddle wheels and screw. The 
 paddle wheel engines, built by J. Scott Russel, were 
 on the diagonal oscillating plan, four cylinders, each 
 74 in. diam. by 14 ft. stroke, with jet condenser, pad- 
 dle wheels, 60 ft. diam., by 13 ft. face, revolutions 10 
 per minute. The screw engines, built by Boulton 
 & Watt, were horizontal direct acting, four cylinders 
 84 in. diam. by 4 ft. stroke, revolutions 34 per minute. 
 Propeller had four blades, diam. 24 ft., pitch 37 ft. 
 There were four horizontal tubular boilers for the 
 paddle engines, and six for the screw engines, steam 
 pressure 25 lbs., I. H. P. 8,000, speed 14 knots, coal 
 per day 250 tons. 
 
 This vessel did good service while laying tjie sec- 
 ond Atlantic cable, but . was not a commercial success, 
 and was subsequently sold for ^16,000, and broken up 
 at New Ferry on the Mersey in 1890. 
 
 In 1859 the British Association, at the meeting 
 held in Aberdeen, appointed a committee to report 
 on steamship performance the following year. 
 
 In i860 at the meeting of the association in Oxford 
 the committee made a lengthy report with tabulated ac- 
 counts, showing the results of their inquiry, and which 
 was published in the Londen Artizan for July, i860. 
 
 The following are some of the results reported. Pa- 
 cific S. Navigation Co.'s steamers ''Lima," " Bogota," 
 
THE PROGRESS OF MARINE ENGINEERING. 59 
 
 "Callao" and "Valparaiso," steam pressure 26 lbs., coal 
 per horsepower per hour 1.9 lbs. Steamers "San 
 Carlos " and " Guayaquill. " steam pressure 50 lbs, coal 
 per horsepower per hour 2.1 lbs. The U. S. S. "Wy- 
 oming-," steam pressure 30 lbs., coal per horsepower 
 per hour 4 lbs. The U. S. S. " Niagara," steam 11 lbs 
 coal 4j^lbs. ; the U. S. S. '■ Massachusetts," steam 32 
 lbs., coal 4 J^ lbs. The French '• Messageries Imperi- 
 ales" (merchant steamers), steam pressure 10 lbs., coal 
 per horse power per hour 8 lbs. The Holyhead and 
 Kingston mail packets, steam 14 lbs., coal per horse- 
 power per hour 6J^ lbs. The West India mail steamers 
 '■ Atrato " and " La Plata, steam 14 lbs., coal per horse- 
 power per hour 7 lbs. 
 
 On the British naval ships the average steam 
 pressure was 20 pounds., consumption of coal not re- 
 ported, but it was probably about 7 lbs. per horse- 
 power per hour. It seems singular that no attention 
 had been given before this time to the question of 
 coal economy on steamships, by the British Admiralty. 
 
 The committee on steamship performance was reap- 
 pointed in i860 and again in 1861. At this date the 
 Pacific Steam Navigation Co. had almost single handed 
 shown the way to encourage the adoption of really 
 practical and economical plans, but after attention had 
 been so strongly called to the subject by the British 
 
6o THE PROGRESS OF MARINE ENGINEERING. 
 
 Association committees, the British Admiralty and 
 steamship owners began to investigate the subject for 
 themselves. As a result in i860 the Admiralty ordered 
 three sister frigates to be built in the dock yards, and 
 contracted with three firms for competitive machinery 
 for them, offering a premium of ^^2,000 to the builders 
 whose engines propelled their ship imder similar cir- 
 cumstances with the greatest speed, or the greatest dis- 
 tance with the least fuel. 
 
 The "Constance" was fitted by Randolph, Elder 
 & Co. , with compound engines, having two high-pres- 
 sure cylinders, 60 in. diam. , and four low-pressure cyl- 
 inders 78 in. diam., by 45 in. stroke. The shaft had 
 three cranks, the two high-pressure cylinders were con- 
 nected to the middle crank, and two of the low-pressure 
 cylinders to each of the end cranks. The cylinders 
 were steam jacketed, and Sewell's surface condenser 
 was used. 
 
 The "Octavia" was fitted by Mandslay & Co., 
 with three horizontal engines connected to three cranks 
 120° apart; cylinders steam jacketed and each 66 in. 
 diam ijy 42 in. stroke. Hall's surface condenser. 
 
 The "Arethusa" was fitted by Penn & Son, with 
 two horizontal trunk engines, connected on two cranks 
 at right angles, cylinders equal to 80 in. diam. by 42 in. 
 stroke, and Spencer's surface condenser. 
 
THE PROGRESS OF MARINE ENGINfiERING. 6 1 
 
 After long delay, the trials came off during the 
 Summer of 1865. The ships all left Plymonth at the 
 same time, each coaled to the same amotmt. After the 
 start the "Constance" and "Atethusa" steamed to- 
 gether for three days, the "Octavia" not in sight. 
 A gale, however, separated them. In due time the 
 "Constance" steamed into Maderia. On the thifd day 
 after her arrival the "Oetavia" made her appearance 
 under canvass, and coal all consumed. The "Arethusa'' 
 did not arrive until the fifth day after the " Coiisttoce, " 
 also under canvas, coal being all done. It ttimed out 
 that while the "Constance" consumed about 45 tons 
 per day, the other ships consumed from 65 to 90 toils in 
 the same time. 
 
 The superior economy of the double-cylinder en- 
 gine was, by these extraordinary results, placed beyond 
 question, and the least that could be said about it was 
 that Rstndolph, Eld6r & Co., Were well entitled to the 
 premium they so strefluomsly endeavored to win, and 
 had moreover so gallantly Won. 
 
 About i86g the British Admiralty ordered two cor- 
 vettes, the "Tenedos" and "Briton," of about 1,600 tons 
 each, to be fitted with compound engines. The "Ten- 
 edos" was fitted by John; Elder & Co., with back-acting 
 compound engines, cylinders 57 ins. afld ^oiris. diam. by 
 30 ins. stroke, connected to cranks at right angles, with 
 
62 THE PROGRESS OF MARINE EMGINEERmG. 
 
 counterbalance weights on cranks, surface condenser, 
 six cylindrical boilers, with two cylindrical furnaces in 
 each, steam pressure 60 lbs. , cylinders, bottoms, heads, 
 and pistons steam jacketed, slide valve on low-pressure 
 cylinder, and slide valve with a cut-ofiE valve on the 
 back, on the high-pressure cylinder. At the six-hours 
 steam trials in 1870, the consumption was 1.58 lbs. coal 
 per horse-power per hour for 8 knots, and 443 I. 
 H. P. 
 
 It was 1.3s lbs. for 16 knots, and 867 I. H. P., aiid 
 it was 2.32 lbs. for 13 knots, and 2018 I. H. P. 
 
 The "Briton" was fitted by J. & G. Rennie with 
 compound engines, cylinders 57 ins. and 100 ins. diam. 
 by 33 ins. stroke, connected to cranks at right angles, 
 surface condenser, receiver between the cylinders with 
 E. A. Cowper's arrangement for re-heating the steam, 
 steam pressure 60 lbs. 
 
 At the six-hour steam trials in 1870, the consump- 
 tion was 1,675 l^s. coal for 8 knots, and 597 I. H. P. 
 
 It was 1.515 lbs. coal for 10 knots and 11 00 I. H. P. 
 and it was 1.98 lbs. coal for 12.76 Jknots, and 2019 I. 
 H. P. 
 
 These trials were considered highly satisfactory by 
 the Inspectors for the Admiralty. 
 
 In 1868-9 John Elder & Co. built the "Italy" for 
 the National Line; 400 ft long, 42 ft. beam, and 36 ft. 
 
THE PROGRESS OF MARINE ENGINEERING. 6;^ 
 
 deep, with compound engines, cylinders 60 and 96 in. 
 diam. by 4 ft. stroke, steam jacketed, cranks at right 
 angles, surface condensers, 3 cylindrical double ended 
 boilers, with six cylindrical furnaces in each, and three 
 superheaters, steam pressure about 60 lbs. coal consump- 
 tion about 2 lbs. P. I. H. P. per hour. 
 
 This ship proved very successful, and many similar 
 ships have since been built. John Elder died about the 
 time this ship was completed, and it may be considered 
 one of his last and best efforts. 
 
 In 1869 John Elder & Co. built the "Sin Nanzing" 
 for the North China Steam Navigation Co. She was 
 225 ft. long, 32 ft. beam, and 23 ft. deep, with compound 
 diagonal engines, two high pressure cylinders, 38 in. 
 diam. and two low pressure cylinders, 76 in. diam. by 
 4 ft. 3 in stroke, surface condenser, two cylindrical 
 double ended boilers, with six cylindrical furnaces in 
 each, steam drum on each boiler, paddle wheels 19 ft. 
 6 in. diam. by 7 ft. 6 in. face, steam pressure 55 lbs., 
 both cylinders steam- jacketed, consumption of coal 2 
 lbs. per I. H. P. per hour. 
 
 In this year, 1869, after John Elder's patent of 1854 
 had expired, W. Simons & Co. , of Renfew on the Clyde, 
 built the "India" for the Anchor Line, 311 ft. long, 36 
 ft. beam, and 23^^ ft. deep, ?2oo tons, with compound 
 engines, vertical, two pairs of cylinders 36 in. and 7 2 in. 
 
64 THE pr(k;ress of marine engineering 
 
 
 •z 
 
 Q 
 
 5 
 
THE PROGRESS OF MARINE ENGINEERING. 65 
 
 diam. by 3 ft. stroke, each high pressure cylinder con- 
 nected to a crank opposite the one to which the low 
 pressure cylinder is connected, and one pair of cranks 
 was at right angles to the other, cylinders steam jacket- 
 ed, cut-off valve on the back of valve on the H. P. cylin- 
 der. Two cylindrical boilers, double ended, with six 
 furnaces in each, steam pressure 40 lbs. Propeller, 
 four bladed, 16 ft. diam. by 22 ft. pitch, surface con- 
 denser, consumption 36 tons coal per day, average 
 speed 1 1 J^ knots. The performance of this ship was 
 considered highly satisfactory. 
 
 During the decade from i860 to 1870, before the 
 surface condenser had been perfected, and before the 
 introduction of high pressure steam in marine boilers, 
 many varieties of tubular superheaters in the uptake 
 were introduced on ships of war, both in Europe and 
 the U. S. , and a considerable saving of coal was effect- 
 ed. Boixrne estimates the average saving at that time 
 from superheaters was about 10 per cent. 
 
 But on merchant steamers, steam chimneys or 
 steam chests were generally used for drying the steam, 
 and separating it by the action of gravity from the 
 water held in suspension. A good example of this 
 practice was introduced by David Elder (who was called 
 the father of Clyde engineers) on the earlier Cunard 
 steamships, which commenced to run in 1840. A short 
 
66 THE PROGRESS OF MARINE ENGINEERING". 
 
 chimney projected about 4 ft. above each boiler, and 
 the four boilers were connected by a steam chest or 
 chimney about 8 ft. high, placed above them, each 
 boiler was connected to this chest by a stop-valve pipe, 
 which delivered the steam into the chest, and the steam 
 pipes to the engines were connected to the top part of this 
 steam chest. The boilers were of the flue type, with 
 large roomy furnaces and good facilities for cleaning 
 them. The engines were on the side-lever plan, D- 
 slide valve, gridiron cut-off valve placed on the side of 
 the valve casing, worked by cams on the paddle shaft, 
 and cut off the steam at .3, .4, .5 and .6 of the stroke, 
 the main valve cut-off at .7, steam pressure about 12 
 lbs., the cut-off was put on and shortened toward the 
 end of the voyage, as the ship lightened up by the con- 
 sumption of coal. 
 
 About 1870 the surface condenser had been sub- 
 stantially perfected by Hall, Spencer, Sewell, and Light- 
 hall, and as fresh water could be furnished to the boil- 
 ers, people began fo use higher pressures on the boilers 
 of sea going steamers- 
 
 In March 187 1 the " Oceanic", the pioneer vessel of 
 the While Star Line, arrived in New York : the hull was 
 of iron, and constructed by Harlan & Wolff, of Belfast, 
 length 432 ft., beam 41 ft., depth 36 ft, draught of 
 water 24 ft, tonnage gross 4350 tons. 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 67 
 
 M 
 M 
 
68 THE PROGRESS OF MARINE ENGINEERING. 
 
 O 
 n 
 
 •z 
 
 o 
 
THE PROGRESS OF MARINE ENGINEERING. 69 
 
 The engines were built by Maudslay, Son & Field, 
 of London. They were on the tandem compound prin- 
 ciple, with two cranks at right angles and counterbal- 
 anced, cylinders were two 41" and two 78" in diam. by 
 S ft. stroke, slide valves, with cut-off valves on high-press- 
 ure cylinders, surface condenser, steam jackets, and su- 
 per-heater in the chimney, propeller 23 ft. diam. by 31 ft. 
 pitch, revolutions 51 per minute. Ten two-furnace oval 
 boilers, grate surface 411 sq. ft, heating surface 12,060 
 sq, ft., steam pressure 65 lbs., indicated horse power 
 3,509, consumption of coal 65 tons per day, coal per I. 
 H. P. per hour 1.75 lbs., average speed 14^ knots, 
 max. 16. The steamers "Adriatic", "Atlantic", "Bal- 
 tic", "Republic", "Celtic", "Britannic", and "Ger- 
 manic", succeeded the "Oceanic", and were somewhat 
 larger, but of similar design. 
 
 In 1874, the steamship "Propontis", belonging to 
 W. H. Dixon, of Liverpool, was fitted with new mach- 
 inery by John Elder & Co. The engines were designed 
 by A. C. Kirk, and were on the triple-expansion princi- 
 ple, with three cylinders 23", 41" and 62 in. diam. by 3 
 ft. 6 in. stroke, three cranks 120° apart, cylinders steam 
 jacketed on both sides and ends. The boilers were 
 Rowan & Horton's patent water-tube type of boiler to 
 carry 150 lbs. pressure, coal consumption from 1.6 to 1.8 
 lbs. per I. H. P. per hour. These engines worked well, 
 
7° 
 
 IHE PROGRESS OF MARINE ENGINEERING. 
 
 but the boilers gave trouble and were taken out, and new 
 boilers of the ordinary type to carry 90 lbs. pressure 
 were substituted, in 1876. 
 
 In 1881 R. Napier & Co. built the steamship "Ab- 
 erdeen" for Geo, Thompson & Co., for their trade from 
 
 A. C. Kirk. 
 
 England to Australia and China. The design was by 
 A, C. Kirk, the managing partner. The ship was 350 
 ft. long, 44 ft. beam, and 33 ft. deep. The engines 
 
THE PROGRESS OF MARIXF. ENGINEERING. 7 I 
 
 were similar to those on the "Propontis", cylinders 30 
 in., 45 in., and 70" in. diam. b}- 4 ft. 6 in. stroke. The 
 
 'S. S. Aberdeen's Engines. 
 
72 THE PROGRESS OF MARINE ENGINEERING. 
 
 boilers two in number are ordinary double-ended ones, 
 constructed of steel, with six of Fox's corrugated fur- 
 naces in each, steam pressure 125 lbs., high -pressure 
 cylinder not jacketed, second cylinder jacketed with 
 steam of 50 lbs. pressure, and the low-pressure cylin- 
 der with steam of 15 lbs. above the atmosphere. At 
 1,800 I. H. P. the consutnption of coal was 1.28 lbs. per 
 I. H. P. And at 2,631 I. H. P. and at a speed of 13.74 
 knots the coal consumption was 1.5 to 1.6 lbs. per I. 
 H. P. per hour. 
 
 About this time Samson Fox's corrugated furnaces 
 came into use, which made it possibleto carry Steam of 
 much higher pressure, and so to secure more economy 
 of fuel by expanding the steam to a greater degree. 
 
 About 1878-9 another type of engines came into 
 use, and were fitted on the steamship "Gallia", built by 
 J. &. G. Thomson for the Cunard line. This ship was 
 450 ft. long, 44 ft. beam, and 36 ft. deep. The engines 
 had three cylinders, and three cranks 120° apart, high- 
 pressure cylinder 60 in. diam. and two low-pressure 
 cylinders 80 in. diam. by 5 ft. stroke, steam jacketed, 
 surface condenser, steam pressure 75 lbs., eight cylin- 
 drical tubular boilers, with three furnaces in each, coal 
 per day 98 tons, I. H. P. 5,300, coal per I. H. P. 1.73 
 lbs., speed 16 knots. 
 
 In 1879 the celebrated steamer "Arizona," of the 
 
THE PROGRESS OF MARINE ENGINEERING. 73 
 
 Guion Line, went on her route from Liverpool to New 
 York, and was said to have marked a new era in the 
 type of Atlantic mail steamers. After running- success- 
 fully for a time, she struck an iceberg off the coast 
 of Newfoundland, while steaming at fourteen knots 
 an hour at night. The bow was crushed in for a 
 length of 26 feet, but the collision bulkhead saved her. 
 After temporary repairs at St. John she crossed the 
 ocean to Liverpool, and afterwards went to Glasgow for 
 repairs. Since then she has been running successfully. 
 This ship is 465 ft. long, 45^ ft. beam, and 37 J^ ft. 
 deep; gross tonnage, 5,146 tons. Engines three cylin- 
 der compound, high pressure cylinder 62 in. diam., two 
 low pressure cylinders each go in. diam., by 5 ft. 6 in. 
 stroke, cast iron cylinder liners, steam-jacketed all over, 
 piston- valves, six double-ended boilers, and one single- 
 ended, 39 furnaces in all, steam pressure 90 lbs., indi- 
 cated H. P. 6,300; speed, 390 knots per day; consump- 
 tion about I. 75 lbs. 
 
 The "Alaska," of the Guion Line, came out in 1882. 
 Engines 68", 100", 100", by 6 ft. stroke; L H. P., 10,- 
 000; speed, 420 knots per day. In 1884 the " Oregon " 
 came out, and was purchased by the Cunard Co. and 
 made several successful voyages before she was lost by 
 collision off the Long Island coast. She was 500 ft. long, 
 54 ft. beam and 38 ft. deep; tonnage, 7,375 tons; en- 
 
74 THE PROGRESS OF MARINE ENGINEERING. 
 
 gines 70", 104", and 104 in. diam. by 6 ft. stroke; I. H. 
 P. 13,300. Many ships were fitted with engines of this 
 type, including the Cunard Co. 's steamer. " Servia," 
 built by Thomson, which came out in 1882; she 
 was 530 ft. long, 52 ft. beam and 40 ft, 9 in. deep ; en- 
 gines 72", 100" and 100" diam. hf 6 ft. 6 in. stroke. 
 Six double-ended boilers and one single, 39 furnaces 
 in all; steam 90 lbs., I. H. P. 10,300; consumption 190 
 tons coal per day, per indicated H. P. 1.7 lbs. 
 
 The " Aurania, " built by Thompson, came out in 
 1883 ; was 470 ft. long, 57 ft. beam and 38^ ft. deep ; en- 
 gines 68", 91", and 91" diam. by 6 ft. stroke, I. H. P. 
 8,500. 
 
 The "Umbria" and "Etruria", built by John Elder 
 & Co., in 1884, gross tonnage 8,000 tons, 520 ft. long, 
 57 ft. beam, 40 ft. deep, engines 71", 105", and 105" 
 diam. by 6 ft. stroke, I. H. P. 13,300, speed 20 knots 
 per hour, nine boilers, 72 furnaces, steam pressure no 
 lbs., consumption 310 tons coal a day, per I. H. P. 2 
 lbs. 
 
 The "Campania" and "Lucania, " built by the 
 John Elder or Fairfield Co., Glasgow, for the Cunard 
 Line, are 600 ft, long on the water line, 620 
 ft. over all by 65 ft. 3 inches beam, and 43 
 feet in depth ; gross tonnage about 12,500 tons. 
 They have twin screws, driven by two sets of triple ex- 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 75 
 
 pansion engines ; each set has five cylinders and three 
 cranks 120° apart; the two high-pressure cylinders are 
 37 ins, diameter, the intermediate 87 inches, and the two 
 low-pressure 98 ins, diameter, by 5 ft. 9 ins. stroke ; the in- 
 
 'S. S. Campania. 
 
 termediate cylinder connects to the middle crank, and 
 one high and one low, arranged tandem, connects to 
 each end crank. 
 
 Steam will be supplied by 1 2 double-ended boilers, 
 with 8 furnaces in each, and one single-ended auxiliary 
 boiler. Steam pressure about 160 pounds ; indicated 
 horse-power, maximum 30,000 H, P. 
 
 The Campania left Liverpool for New York on 
 her first voyage on April 22nd, 1893, and New York on 
 May 6th, 1893. 
 
 The "Parisian", built by R. Napier & Son for the 
 
76 THE PROGRESS OF MARINE ENGINEERING. 
 
 Montreal Steam Shipping Company, came out in 1 88 1 , was 
 450 ft. long, 46 ft. beam, and 36 ft. deep, gross tonnage 
 5,500 tons, engines 60", 85", and 85" diam. by 5 ft. 
 stroke, four double-ended boilers, with six furnaces 
 in each, steam pressure 75 lbs. speed 14^ knots, I. H. 
 P. 5,000. 
 
 In 1884 R. Napier & Co. built the steamship "Aus- 
 tralasian", for Geo. Thompson & Co. She was 350 ft. 
 long, 44 ft. beam, and 33 ft. deep, similar to the "Ab- 
 erdeen"; engines triple expansion, cylinders 32", 46", 
 and 70" diam. by 4 ft. 6 ins. stroke, with some changes 
 in the valve gear. In other respects this ship was a 
 duplicate of the "Aberdeen", and it was the success of 
 tne Aberdeen on the long Australian voyage that showed 
 ship owners the economical advantages to be attained 
 by triple expansion, and which induced the owners to 
 build the Australasian. Coal consumption on trial trip 
 was 1.28 lbs, perl. H. P. and during the voyage in- 
 cluding coal used for all purposes on board from 1.5 to 
 1.6 lbs. per I. H. P. 
 
 After building the "Aberdeen" R. Napier & Co. 
 supplied to the Mexican Transatlantic Co. three steam- 
 ers, each fitted with engines of 5000 indicated horse- 
 power of the same type as those of the "Aberdeen", with 
 three cylinders and three cranks. 
 
 About 1886, the three New York and Bremen 
 
THE PROGRESS OF MARINE ENGINEERING. 77 
 
 Steamships "Aller", "Trave", and "Salle" built by 
 John Elder & Co., came out, length 438 ft., beam 48 ft, 
 depth 36 ft., 3 ins., 5500 tons burden, 4 masts, 
 indicated horse-power 7,974, Triple expansion engines, 
 cylinders 44 ins., 70 ins. and 100 ins. diam., by 6 ft. 
 stroke. Steam pressure, 150 lbs. 
 
 Another example of the triple expansion engine 
 was fitted on the Bremen steamship "Lahn", built by 
 John Elder & Co., came out in 1888, length 448^ 
 ft, beam 49 ft., depth 36^ ft, indicated horse-power 
 9,500, two cylinders, 32 J^ in., one 68 in. and two 85 in. 
 diam., by 6 ft. stroke, steam pressure, 150 lbs, the high 
 pressure cylinders were tandem to (or above) the low 
 pressure, which were connected to the end cranks, 
 and the intermediate cylinder connected to the 
 middle crank. The builders claimed that this ar- 
 rangement gave an equal distribution of the power on 
 the three cranks, speed, 18.75 knots an hour, the coal 
 consumption on this ship at sea averages about 1.5 
 lbs. coal per indicated horse-power per hour. 
 
 Some examples of the modern twin screw steamers 
 are as follows: 
 
 The "City of New York" and "City of Paris", 
 came out in 1888 and 1889, and were built by J. & G. 
 Thomson, of Glasgow, length 525 ft., beam 63^ ft, 
 depth 42 ft., tonnage 10,500 tons, twin screws, two sets of 
 
78 THE PROGRESS OF .MARINE ENGINEERING. 
 
 Engines, .S. vS. Paris. 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 79 
 
8o THE PROGRESS OF MARINE ENGINEERING. 
 
 tripple expansion engines, with steam jackets, cylinders 
 (in each set) 45 in. 71 in. and 113 in. diam., by 5 ft. 
 stroke ; all the valves are piston valves, one on the high, 
 two on the intermediate, and four on the low-pressure 
 cylinders, nine double ended boilers, with six furnaces 
 in each, grate surface i, 270 sq. ft., fire surface 50,040 
 sq. ft., steam press, 150 lbs., closed fireroom, with 
 forced draught, average speed per hour 20 knots, 
 consumption of coal per day, 328 tons, indicated 
 horse-power, 18,000, coal per indicated horse-power per 
 hour, 1.7 lbs. 
 
 The machinery of the "City of Paris" broke down 
 in 1890, and while it was being repaired the Howden 
 system of hot-blast was fitted to the boilers. 
 
 In consequence of an act of Congress of July, 1892, 
 providing for the transfer of the "New York" and 
 " Paris " to the American flag, on condition that double 
 the foreign built tonnage admitted to American register 
 must be built by the owner or owners of such foreign 
 built ships in American ship yards. 
 
 The contract for the construction of two swift 
 steamers for the new American Line to Southampton 
 was signed on Feb. 7th, 1893, with Cramp & Sons, of 
 Philadelphia. 
 
 It is intended that these vessels will have twin 
 screws, and direct acting quadruple expansion engines, 
 
C/5 
 
 ::2 
 
 ft 
 
THE PROGRESS OF MARINE ENGINEERING. 8 1 
 
 with a working pressure of 210 lbs of steam, supplied 
 by the ordinary type of Scotch boilers of moderate dia- 
 meter. 
 
 The American flag was formally raised upon the 
 "NewYork"' at New York, on Feb. 22nd, 1893, and 
 she sailed for Southampton on Feb. 25th, 1893, under 
 the American flag. 
 
 The White Star steamers " Teutonic " and " Ma- 
 jestic " came out in 1889 and 1890 and were built by 
 Harland & Wolff, of Belfast, length 582 ft., beam 57^^ 
 ft, depth 39 ft. 4 in., tonnage 9,686 tons, twin screws, 
 two sets of triple expansion engines, cylinders (in each 
 set) 43 in., 68 in., and no in. diam. by 5 ft. stroke, 
 twelve double ended boilers, with six furnaces in each, 
 grate surface 1,154 sq. ft., fire surface 40,972 sq. ft. 
 steam pressure 180 lbs. 
 
 Howdens hot-blast, average speed per hour, 20 
 knots, consumption of coal per day 316 tons, indicated 
 horse-power i 8000 coal per indicated horse-power her 
 hour 1.6 lbs. 
 
 The twin screw steamers of the Hamburg and New 
 York Line, came out in 1889 and 1890. The "Colum- 
 bia", built by Lairp, Birkenhead, is 460 ft. long, 56 ft. 
 beam, by 38 ft. deep, two sets of triple expansion en- 
 gines, cylinders 41 in., '66 in. and loi in. diam., by s>^ 
 ft. stroke. Nine double ended boilers, with six fu 
 
82 THE PROGRESS OF 'MARINE ENGINEERING. 
 
 naces in each, steam pressure 1 60 lbs. I. H. P., 12,500, 
 speed iSj4 knots an hour. 
 
 The "Augusta Victoria" and the " Fuerst Bis- 
 mark", of the Hamburg and New York Line, were 
 built at Stetin, Prussia, and are of similar dimensions 
 and design to the " Columbia". Speed about i8j^ 
 knots. 
 
 The steamsip " Normannia", also of the Hamburg 
 Line, was built by the Fairfield (Elder) Co. , Glasgow, 
 and is 520 ft. long, 500 ft. between perpendiculars, 57^4 
 ft. beam, and 38 ft. deep, gross tonnage 8,500, twin 
 screws, two sets triple expansion engines, cylinders 40 
 in., 67 in., and 106 in. diam.-, by 5j^ ft. stroke, piston 
 valves on each cylinder. Nine double ended boilers, 
 with eight corrugated furnaces in each, making 72 in 
 all, steam pressure 160 lbs. Independent air, feed, and 
 bilge pumps in each engine room. In the engine rooms 
 are also fitted auxiliary condensers. Wier's feed-heat- 
 ers and evaporators, and other modem appliances for 
 economising fuel and labor. Each fireroom is fitted 
 with two fans and engines to supply air to the furnaces 
 under all atmospheric conditions, average sqeed 19^ 
 knots, consumption about i . 6 lbs. coal per horse-power 
 per hour. 
 
 The twin-screw steamer " Scott", belonging to the 
 South African Mail Co. , from England to Cape Colony,, 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 83 
 
 H 
 O 
 U 
 CO 
 
 i m 
 
 -44 173 
 
84 
 
 THE PROGRESS OF MARINE ENGINEERING. 
 
 built by Denny & Co. , Dunbarton, is one of the latest 
 examples of that type, and went on her route in 1891. 
 
 "S. S. Scott's Engines. 
 
 This ship is 500 ft. long overall, arid 460 ft. on the load 
 water line, 54 J^ ft. beam, and 37)^ ft. deep, tonnage, 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 8S 
 
 6,884 tons, displacement 10,000 tons, built of steel. Two 
 sets of triple expansion engines, cylinders 34^^ in., 57 J^ 
 
 'S. S. Scott's Engines." 
 
 in., and 92 in. diam.; by 5 ft. stroke, all cylinders are 
 fitted with liners of close grained iron, and are steam- 
 
86 
 
 THE PROGRESS OF MARINE ENGINEERING. 
 
 jacketed, the pressure in each of the three jackets being 
 regulated by a reducing valve, so that the most econo- 
 mical jacket pressure may be maintained. There is 
 
 S. S. Scott's Boilers. " 
 
 one piston valve on the high pressure cylinder, two oh 
 the intermediate, and one three ported slide valve for 
 
THE PROGRESS OF MARINE ENGINEERING. 87 
 
 the low-pressure cylinder. Weir's feed-water heaters 
 and evaporators are fitted in the engine rooms. There 
 are six steel double-ended boilers, each having six cor- 
 rugated furnaces, grate surface 837 sq. ft., heating sur- 
 face 22,964 sq. ft. Donkey boiler for a working press- 
 ure of 120 lbs., steam pressure in main boilers 170 lbs. 
 I. H. P., 11,656, speed 19 knots, revolutions per min- 
 ute 80, coal per horse-power per hour 1.5 to 1.6 lbs. 
 
 The steamship " Ophir", for the London and Aus- 
 tralian trade, is the latest example of the first-class 
 twin-screw steamer, built by R. Napier & Co. , and went 
 on her route November, 1891. Length over all 482 ft., 
 between perpendiculars 465 ft., beam 53^^ ft, depth 
 37 ft., gross tonnage 6,900 tons, displacement at 24 J^ 
 ft., draught 10,600 tons. Engines designed by A. C. 
 Kirk. Two sets of triple expansion engines, cylinders 
 34 in., ^i}4 in. and 85 in. diam. , by 4j4 ft. stroke. 
 They are inverted and direct-acting, and all the cylin- 
 ders are steam-jacketed. The valve gear is of the ordi- 
 nary link motion. The high pressure and intermediate 
 cylinders have single piston valves, and the low-presure 
 cylinder has a double-ported slide valve. Weir's feed water 
 heaters, centrifugal circulating pumps, air and bilge 
 pumps, worked by the main engines, auxiliary conden- 
 sers. Brown's hydraulic starting and reversing gear. 
 There are in addition to a distilling and auxiliary boiler 
 
88 THE PROGRESS OF MARINE ENGINEERING. 
 
 seven main boilers, in two compartments, which are 63 
 ft. apart. In the after one there are three double ended 
 boilers, and in a recess in the forward bulkhead a dis- 
 tilling boiler, while in the fore compartment are two 
 double ended boilers, one at either side, and two single 
 ended boilers in the centre, placed back to back, grate 
 surface 756 sq. ft., heating surface 26,004 sq. ft., steam 
 pressure 160 lbs., test pressure 320 lbs. The fire rooms 
 are so constructed that they can be worked with forced 
 draft on the British Admiralty system. There are 
 eight fans, each driven by a separate engine. Propellers 
 17 ft. diam., each has three blades of manganese bronze, 
 pitch 23 ft., 3 in., cruising speed 18 knots, maximum 
 18^ knots, maximum horse-power 11,400. When on 
 a 500 mile trial, mean speed 15.8 knots, consumption 
 93/4 tons of coal in 24 hours. Indicated horse-power 
 7.393, equal to 1.2 lbs. per horse-power per hour ; con- 
 sumption at full power and for all purposes on the ship 
 about 1 . 5 lbs. per I. H. P. per hour. 
 
 The steamship " Buenos Aires", of Barcelona, is an 
 example of another type of vessel. She was built in 
 1887 by Wm. Denny & Brothers, of Dumbarton. Length 
 410 ft., beam 48 ft., depth 32 ft. The engines were de- 
 signed and patented by Walter Brock, and are of the 
 quadruple-expansion tandem type, with two cranks at 
 right angles, cylinders, 32 in. 46^ in., 64^ in. and 92 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 89 
 
 "S. S. Buenos Ayers' Engines. 
 
90 THE PROGRESS OF MARINE ENGINEERING. 
 
 - ' ' i_i 1 : — I ' — ' ' — •■ — '" 
 
 S. S. Buenos "Aires' Engines. 
 
THE PROGRESS OF MARINE ENGINEERING. 91 
 
 in. diam. , by 5 ft. stroke, the lower part of the engine 
 being of the ordinary construction. There were three 
 double ended steel boilers, steam pressure 180 lbs., in- 
 dicated horse-power 4,300, speed 15^^ knots. 
 
 Many engines were altered to this plan. As ex- 
 amples, the large steamer " Tenasserim", belonging to 
 the British and Burmese Steam Navigation Co., had 
 compound engines 47 in. and 82 in. diam., by 3j^ ft. 
 stroke, with four single ended boilers for 60 lbs. steam 
 pressure. These were removed in 1887, and new en- 
 gines and boilers, on Brock's system, were fitted in the 
 ship. The new engines had cylinders 241^ in., 37 in., 
 49 in., and 72 in. diam., by 3j^ ft. stroke. And the 
 new boilers were two double ended, suited for a press- 
 ure of 180 lbs. An increase in power of 40 per cent, 
 was developed, with a corresponding increase in the 
 speed of the vessel. Indicated horse-power 1,800. 
 
 The ' ' Kron Prinz", owned by the North German 
 Lloyd Co., in 1887, had her machinery changed to the 
 Brock system. This ship was 318 ft. long, 39^^ ft. 
 beam, and 31 ft. deep. Her old engines had cylinders 
 48 in. and 88 in. diam. , by 4 ft. stroke, and four single 
 ended boilers for 60 lbs. steam. In their converted form 
 the engines have cylinders of 21 J^ in., 30^ in., 43 in., 
 and 61 in. diam., by 4 ft. stroke. They are supplied 
 with steam of 170 lbs. pressure, from two double ended 
 
92 THE PROGRESS OF MARINE ENGINEER 
 
 ING. 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 93 
 
 boilers, grate surface 173 sq. ft., heating surface 4,338 
 sq. ft., speed 13.19 knots, I. H. P. 1,700- In conse- 
 quence of the gfreatly increased economy of the new en- 
 gines, the owners were enabled to convert a consider- 
 able portion of the coal bunkers into carrying space . 
 
 The steamers " Austr alien", " Polynesien", and 
 "Tasmanien", illustrate the latest development of 
 
 Section of S. S. "Australien. " 
 
 French marine construction, being the newest additions 
 to the fleet of the Messageries Maritime Go's . steamers 
 for passengers and freight, between Marsille and Syd- 
 ney, N . S . Wales. These steamers were built at the 
 company's own works, near Marsille, and are 602 ft. 
 long, 59j^ ft. beam, and 44 ft. deep; displacement 
 
94 
 
 THE PROGRESS OF MARINE ENGINEERING. 
 
 8,638 tons, draught 22 to 26 ft. They are fitted with 
 triple-expansion engines, cylinders 44 in ,67 in. and 
 106 in. diam., by 4j^ ft. stroke, steam press 180 lbs., 
 revolutions per minute 82, 1. H.P., 7,650, speed 18 knots. 
 
 amm 
 
 1 
 
 Boilers of S. S. " Atstralien. " 
 
 These ships are fitted with twenty Belleville boilers, set 
 back to back amidships, with a fireroom on each side, 
 and the coal bunkers between them and the outside of 
 the hull, grate surface 623 sq. ft., heating surface 23,- 
 000 sq. ft. It is reported that these ships have attained 
 a higher speed, and greater economy than was anticipa- 
 ted by their designers, and that the boilers have done 
 good service in this company's ships, replacing the 
 Scotch boilers. 
 
 The steamer "Falls ot Inversnaid", fitted in 1888, 
 with quadruple-expansion engines, by Rankin & Black- 
 more, of Greenock, illustrates another tjrpe. This ship 
 
rHE PROGRESS OF MARINE ENGINEERING. 
 
 95 
 
 is 312 ft. long, 40 ft. 4 ins. beam, by 19 ft. 7 ins. deep, 
 and was constructed to carry 4,000 tons dead weight, 
 
 Engincs S. S. " Inversnaiu. 
 
 on a mean draught of 2 1 ft. The engines are on the tan- 
 dem plan, similar to the White vStar Line engines, with 
 two cranks; cylinders 18 ins., 26 ins., 36 ins. and 52 ins. 
 
96 
 
 THE PROGRESS OF MARINE ENGINEERING. 
 
 diam. , by 39 ins. stroke. There are two boilers, 13 ft. 
 diam., b)^ 11 ft. long, constructed for a working press- 
 
 Engines S. S. " Inversnaid. " 
 
 ure of 180 lbs., and fitted for forced draught into closed 
 ashpits, with automatic valves to admit air, both above 
 and below the furnace bars ; fans worked b)^ compound 
 
THE PROGRESS OF MARINE ENGINEERING. 97 
 
 Chandler engines. Speed 9^ knots, on a consumption 
 of 1 3 tons of coal per day. 
 
 The builders of these engines claim that on the 
 yacht "Myrtle", 163 ft. long, 2o>^ ft. beam, and 14 ft. 
 deep, tonnage 318 tons, speed 12 knots, and with simi- 
 lar engines, built by them, cylinders 1 2 ins. , 1 7 ins. , 24 
 ins., and 34 ins. diam., by 24 ins. stroke, one 
 two furnace boiler, and 180 lbs. steam, the con- 
 sumption on a three hours run was 1.2 lbs. coal per in- 
 dicated horse-power per hour. 
 
 They also claim that on the yacht "Rionnag-na- 
 Mara", 170 ft. long, 21 ft. beam, 131^ ft. deep, 311 tons, 
 speed 12 knots, and their three crank tandem engines, 
 with three 7 ins. high-pressure, one 16 ins., one 22 ins., 
 and one 34 ins. cylinder, by 2 ft. stroke, one two furnace 
 boiler, for 180 lbs. pressure. The mean indicated horse- 
 power was 41 2, on athree hour's trial, coalper hour 463. 6 
 lbs., coal per horse-power 1.125 ^^s., maximum horse- 
 power at 1 1 3 revolutions, 5 28 H. P. , and yet these engines 
 did not have steam jackets, nor hot-blast. , 
 
 The steamship " County of York", gives another 
 example of quadruple-expansion engines. This ship 
 was built in 1885, by the Barrow Shipbuilding Co., and 
 is 23s ft. long, 38 ft. beam, and 25 ft, 7 ins. deep; 
 carries 3,500 tons dead weight, speed 9.3 knots. The 
 engines are of the two cranks, at right angles, tandem 
 
98 
 
 THE PROGRESS OF MARINE ENGINEERING. 
 
 'Engines of the Yacht Myrtle." 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 99 
 
 " T^.-KT r-TKv.o. ov TFF Yacht Myrtle." 
 
lOO THE PROGRESS OF MARINE ENGINEERING. 
 
 type, 'cylinders zo ins., aSJ^ ins., 40 ins., and 57 ins. 
 diam., by 3 ft. 6 ins. stroke. Propeller 16 ft. diam., 
 by i8j^ ft', pifcli, revolutions, 58 per minute. Two sin 
 gle ended boilers, with three corrugated furnaces in 
 each, grate surface 99 sq. ft, heating surface 2,692 sq. 
 'it. , njiean indicated ^horse-power 940. The engines are 
 said to have proved exceedingly economical. 
 
CHAPTER IV. 
 
 In 1820, when the British Admiralty first began to 
 apply steam power to propel their ships of war, they 
 used (as wc have seen on the "Comet", "Lightning", 
 and " Meteor",) side lever engines, by Boulton and 
 Watt. Previous to 1830, they possessed only a few 
 small steamers, which were principally employed for the 
 purpose of towing ships in and out of harbor, and other 
 services on the coast, with an occasional voyage to Lis- 
 bon or Gibraltar. These vessels were built very strong, 
 and although it became necessary in the first instance to 
 employ them in the conveyance of the Mediterranean 
 mails, on the adoption of steamers for that service, they 
 were removed to other duty as soon as more competent 
 vessels could be built expressly as packets. 
 
 About 1830, the Admiralty, having determined to 
 add a small squadron of steam cruisers to the Navy, 
 
I02 THE PROGRESS OF MARINE ENGINEERING. 
 
 gave directions for the construction of a steam ship of 
 war at each of the Dockyards. In pursuance of this ar- 
 rangement, the "Dee", "Phenix", "Salamander", 
 " Rhadamanthus", and "Medea" were constructed. 
 Length 206 ft., beam 32 ft., tonnage 835 tons, coal 
 bunker capacity 320 tons, draught of water 14 ft. The 
 engines for these ships were built by Maudslay & Field, 
 of London. They were on the side lever plan, the two 
 cylinders were each 54 ins. diam., by 5 ft. stroke. Mor- 
 gan feathering paddle wheels on the " Medea", 24 J^ ft. 
 diam., by 5 ft., 8 ins. face, steam jackets on the cylin- 
 ders. Four flue boilers, speed from 8J^ knots to 10 
 knots, according to draught of water, coal per day, at 
 full power, 18 tons, 17 cwt., coal per horse-power, per 
 hour, 8 lbs. , best coal, 7 lbs. , 
 
 The "Medea'' was fitted with disconnecting cranks, 
 to allow the wheels to revolve when under sail. 
 
 The "Bernice", built in 1836, was 165 ft. long, 28 
 ft., 8 ins. beam, 20 ft. deep, tonnage 646 tons, two side 
 lever engines, by Robt. Napier, cylinders 56 ins. diam., 
 by 5 ft. stroke, revolutions per minute 22, paddle wheels 
 23 ft. diam., by 8J^ ft. face, flue boilers. 
 
 During this decade, from 1830 to 1840, the side- 
 lever engines continued to be used, but about the latter 
 date, the direct-acting engine began to come into use, 
 and before 1850 many types had been designed. 
 
THE PROGRESS OF MARINE ENGINEERING. 103 
 
 In Bourne's treatise on the Steam Engine, of 1851, 
 in Plate I, he represents a comparitive view of direct- 
 action engines, and says: " Direct action engines have 
 of late years come into extended use in steam vessels, 
 and their emplo5Tnent appears likely to become univer- 
 sal. They are less bulky and less weighty than side- 
 lever engines. Most of the early devices were crude 
 and unsatisfactory, but the excellent performance of the 
 oscillating and double cross-head engines have redeemed 
 the class from the disgrace that might otherwise have 
 been expected to overtake it. " The existing crop of 
 direct-acting engines is divisible into five varieties: 
 First, all those which have the connecting rod between 
 the piston-rod and the crank ; second, steeple engines 
 which have the connecting-rod situated above the crank ; 
 third, the Siamese or double cylinder engine, as em- 
 ployed by Maudslay & Field ; fourth, the double cross- 
 head engine adopted by Bury & Fawcett, of Liverpool, 
 and fifth, the oscillating engine, brought into favor by 
 Penn, of London. 
 
 The "Thunderbolt" was built in 1842. Length 
 174 ft., beam 36 ft, depth 21 ft., toimage 1000 tons. 
 Two direct-action engines, by Robt. Napier, cylinders 
 67 ins. diam., by 5 ft. stroke, paddle wheels 26 ft. diam. 
 by 7 ft., 10 ins. face, flue boilers. 
 
 The " Terrible," built during this period, furnishes 
 
104 THE PROGRESS OF MARINE ENGINEERING. 
 
 an example of the largest class of steam frigates pro- 
 pelled by paddle wheels, length 226 ft, beam 42 J^ ft., 
 depth 27 ft. 3 ins., tonnage 1846 tons; engines, Mauds- 
 lay & Field's double cylinder type, four cylinders each, 
 72 ins. diam. by 8 ft. stroke; paddle wheels 34 ft. diam. 
 by 1 3 ft. face. One piston valve for two cylinders, sep- 
 arate double beat expansion valve, operated by cam 
 motion and adjustable. There were four double-ended 
 tubular boilers, with six furnaces in each. 
 
 Many vessels were built for the British Navy before 
 1850, having direct acting engines of these various t3rpes, 
 but after that date the screw propeller began to be 
 adopted for the propulsion of ships in preference to 
 paddle wheels, and other types of engines came into use. 
 
 In 1836 F. P. Smith obtained a patent, dated May 
 31st, for an improved propeller for steam and other 
 vessels, made to revolve under water in a recess or open 
 space formed in the dead-wood of the run, forward of 
 the rudder post. A small model was made and exhib- 
 ited in operation. 
 
 The same year Mr. Smith and his friends con- 
 structed a boat of six tons, with an engine of about six 
 H. P., and exhibited her on the Paddington Canal and 
 the Thames. In September, 1837, Smith took this ves- 
 sel from Blackwall to Gravesend and then along the 
 coast to Ramsgate, Dover, Folkstone and Hythe. On 
 
THE PROGRESS OF MARINE ENGINEERING. I05 
 
 the 2Sth of the same month he returned to London in 
 stormy weather, and made a speed of 6}^ miles an hour. 
 Her progress was watched by nautical and naval men 
 who were loud in their praises. These favorable im- 
 pressions reached the Admiralty and produced a visible 
 effect there. 
 
 In March, 1838, the Admiralty requested Mr. Smith 
 to have the vessel tried under their inspectors. Two 
 trials were accordingly made which were considered 
 satisfactory. Before finally deciding, however, upon 
 the adoption of the propeller, the Admiralty considered 
 it desirable that an experiment should be made with a 
 vessel of at least 200 tons ; and Mr. Smith and his asso- 
 ciates resolved to construct the "Archimedes." 
 
 This vessel was 106 ft. long by 21 ft. beam, and 237 
 tons, and made her first trip in 1839. She was fitted 
 with two engines of 80 H. P., her cost was ;^io,5oo and 
 her speed was 9 J^ knots. 
 
 After various trials and some changes, in April 1840, 
 the Admiralty dispatched Capt. Chappell of the navy, 
 and Mr. Lloyd the chief engineer of Woolwich Dock- 
 yard, to conduct a series of experiments at Dover, and 
 the speed of the "Archimedes" was tested relatively 
 with that of the mail packets on the Dover station. The 
 result was a highly favorable report to the Admiralty, 
 stating that the success of this new method of propul- 
 
Io6 THE PROGRESS OF MARINE ENGINEERING. 
 
 sion had been completely proved. 
 
 Immediately after these experiments were con- 
 cluded the vessel was placed at the disposal of Capt. 
 Chappell who, accompanied by Mr. Smith, per- 
 formed with her the circumnavigation of Great 
 Britain, visiting in their progress every sea-port 
 of importance on the course. Everywhere the 
 
 "Archimedes." 
 
 vessel became an object of wonder and admiration. 
 After this the " Archimedes " made a voyage to Oporto. 
 This voyage was performed in 68^ hours, and was, at 
 the time, held to be the quickest voyage on record. 
 She also visited Antwerp and Amsterdam, passed through 
 ' the North Holland Canal, and made a number of trips 
 
THE PROGRESS OF MARINE ENGINEERING. I07 
 
 to Other places. She was next lent to Mr. Brunei, who 
 performed various experiments with her at Bristol, 
 after having fitted her with screws of several different 
 forms. The result was considered so satisfactory that 
 the "Great Britain", originally intended to be propelled 
 by paddles, was altered to adapt her to the reception of 
 a screw. 
 
 Meanwhile the Admiralty had determined upon 
 adopting the screw for the service of the Navy, and in the 
 merchant service an opinion had arisen equally favor- 
 able to its eligibility. In 1840 and 1841, the "Princess 
 Royal" was built at Newcastle, the "Margaret" and 
 " Senator " were built at Hull, and the "Great North- 
 em", a vessel of 1500 tons burden, was laid down at 
 Londonderry, in Ireland. All these were merchant 
 vessels. 
 
 In 1841, the " Rattler", the first screw vessel built 
 for the Navy, was laid down at Sheerness. This vessel 
 which was 176 ft. long, 32 ft, 9 ins. beam, 200 horse- 
 power, with Maudslay & Field's double cylinder geared 
 engines, four cylinders 40 ins. diam. , by 4 ft. stroke, 
 revolutions 25 per minute, revolutions of screw, 100 per 
 minute, tonnage 888 tons, was launched in the Spring of 
 1843. The screw was 9 ft. diam., by 11 ft. pitch, by i 
 ft. 10 ins. long. In the years 1843, 1844 and 1845, an 
 extensive series of experiments was made with the ' 'Rat- 
 
I08 THE PROGRESS OF MARINE ENGINEERING. 
 
 tier'', Upon screws of various forms, and under var3ring 
 circumstances of wind and water. The performance of 
 the vessel was found to be so satisfactory that the Ad- 
 miralty ordered twenty vessels to be fitted with the 
 screw, under Mr. Smith's superintendence. The screws 
 introduced into these vessels were in every case double- 
 threaded screws, set in the deadwood, after the fashion 
 adopted in the " Archimedes" and the "Rattler." 
 
 On July 13th, 1836, John Ericsson, who had been 
 in England since 1826, took out a patent for an im- 
 proved propeller applicable to steam navigation, and 
 during that year he made numerous experiments in 
 London with a model boat, 2 ft. long, to determine the 
 merits of his propeller. The results attained were con- 
 ,sidered satisfactory, and in 1837 a vessel 45 ft. in length, 
 8 ft. beam, and 3 ft. draught of water was built on the 
 Thames, in order to test on a larger scale the merits of 
 the invention. This vessel, the "Francis B. Ogden," 
 (called after the United States Consul in Liverpool,) 
 was tried on the 30th April in the same year. Her suc- 
 cess was very remarkable. She at once attained a speed 
 of 10 miles an hour. 
 
 A schooner of 140 tons was towed by her at the rate 
 of 7 miles an hotir. Ericsson invited the Lords of the 
 Admiralty to witness the performance of his vessel. 
 They embarked on the Admiralty barge at Somerset 
 
THE PROGRESS OF MARINE ENGINEERING. ,109 
 
 House, and the "Ogden" towed them to Limehouse and 
 back at a speed of lo miles an hour. He received no 
 encouragement from the Admiralty ; as he discovered 
 that the surveyor of the navy was of the opinion that, 
 as the propelling power was applied at the stern, the 
 vessel could not be steered in an efficient manner. 
 
 In the winter of 1837 a canal boat called the 
 " Novelty " was fitted with Ericsson's propellers, and 
 was set to ply on the canal between Manchester and 
 London. The propellers were only 2 J^ ft. in diam. , 
 driven by a ten-H. P. engine, yet the boat made a speed 
 of 8 to 9 miles an hour. 
 
 At this time Ericsson came into communication 
 with Capt. R. F. Stockton, of the United States Navy, 
 who was so much pleased with the performance of the 
 experimental boat, that he ordered an iron vessel, 70 ft. 
 long, 10 ft. beam, and fifty-H. P., to be constructed at 
 Liverpool, and fitted with the new propeller. This 
 vessel, which was called the "Robert F. Stockton," 
 was taken to London and tried on the Thames in Janu- 
 ary, 1839. She towed four laden coal barges lashed 
 along side of her at the rate oi 5% miles an hour. In 
 April, 1839, the " Stockton " left England, and pro- 
 ceeded under sail to America. 
 
 In the latter part of 1839 Ericsson proceeded to 
 America, where he remained, and in 1843 introduced 
 
no THE PROGRESS OF MARINE ENGINEERING. 
 
 his propeller on the United States Steamer "Princeton. " 
 
 When Ericsson left England he consigned his in- 
 terests to Count Rosen, and in 1843 the Count received 
 an order from the French Government to fit a 44 gun 
 frigate, the "Pomone," with a propeller on Ericsson's 
 plan, and with two engines of 220 H. P., which were to 
 be beneath the water line, as in the case of the " Prince- 
 ton," cylinders 46 in. diam. by 46 in. stroke, revolutions 
 40 per min. 
 
 In 1844 the British Government gave Count Rosen 
 instructions to fit the " Amphion " frigate with a pro- 
 peller and with engines of 300 H. P., which were to be 
 kept below the water line in the manner of the engines 
 of the "Pomone." 
 
 The engines of these vessels were the first engines 
 in Europe which were kept below the water line. 
 
 They were also the first direct-acting horizontal 
 engines, employed to give motion to the screw. 
 
 The air pumps, which were also horizontal, were 
 double acting, and were furnished with canvas valves 
 to diminish the shock incident to the shutting of large 
 apertures where so high a speed had to be maintained. 
 
 Both vessels were completely successful. The 
 speed engaged to be given was five knots an hour. A 
 speed of about seven knots an hour was actually 
 obtained. 
 
THE PROGRESS OF MARINE ENGINEERING. Ill 
 
 s^ ■ ' • ' ' < < • 1 < '^ 1 f '-,. . 
 
 "Amphion's Engines." 
 
112 THE PROGRESS OF MARINE ENGINEERING. 
 
 The "Amphion" was 177 ft. long, 43 ft. 2 ins. 
 beam, 2050 tons displacement, two cylinders 48 ins. 
 diam. by 4 ft. stroke, revolutions 48 per min., short 
 slide valve balanced, with adjustable cut ofE valve on 
 the back. The engines were built by Miller, Ravenhill 
 & Co., and designed by Mr. Holm. The "Pomone's" 
 engines were also designed by Mr. Holm. 
 
 ■' It will be observed that when Smith, introduced his 
 propeller on the ' ' Rattler " he adopted geared engines, 
 with the propeller shaft making four revolutions for 
 one of the crank shaft. This was due to the fear then 
 existing in England that the air pumps would not work 
 satisfactorily at a high speed. 
 
 Ericsson, on the contrary, on the "Princeton," 
 "Pomone," and "Amphion," connected the engines 
 direct to the propeller shaft, and in consequence, the 
 contest between the advocates of geared and direct 
 action engines followed, and continued many years un- 
 til rubber valves for air pumps were perfected, when 
 the geared engine disappeared. 
 
 John Bourne, in his treatise on the Screw Propeller, 
 edition of 1867, published two large plates, one showing 
 a comparative view of geared screw engines, and the 
 other showing a comparative view of direct-acting screw 
 engines, from which it appears that a great amount of 
 ingenuity was called forth in- designing the various 
 
THE PROGRESS OF MARINE ENGINEERING. II 3 
 
 types of screw engines. Nearly all these types of en- 
 gines have become obsolete, and have been supplanted 
 by the direct-acting vertical engine which has less fric- 
 tion than horizontal engines. 
 
 The engines of the "Miranda," "Dauntless'' and 
 " Duke of Wellington," are examples of the geared en- 
 gines in vogue from 1850 to i860. 
 
 The "Miranda" was 196 ft. long, 34 ft. beam, 
 draught of water 13^^ ft., tonnage 1039 tons; engines, 
 two horizontal, cylinders 56 ins. diam. by 3 ft. 9 ins. 
 stroke, geared 2.43 revolutions of propeller to one of 
 crank shaft, revolutions of engines 32 per min. 
 
 The "Dauntless" was 218 ft. long, 39 ft. 9 ins. 
 beam, draught 17 ft, tonnage 1570 tons; engines two 
 horizontal; cylinders 84 ins. diam. by 4 ft. stroke; 
 geared 2.276 to one; revo. of engines 30 per min.; 
 speed 10 knots an hour. 
 
 The "Duke of Wellington,"— line of battle ship, 
 and flag ship in the Baltic during the Russian War in 
 1854 — ^was 240 ft. long, 60 ft. beam, draught 24 ft., ton- 
 nage 3760 tons; engines, two horizontal; cylinders 94 
 ins. diam. by 4 ft. 6 ins. stroke ; geared, revo. of engines 
 30 per min. ; of propeller 67 per min. ; speed 10. 7 knots ; 
 propeller 18 ft. in diam. by i6j5^ ft. pitch. These en- 
 gines were built by Robt. Napier of Glasgow. 
 
 The horizontal trunk engines, introduced by Penn 
 
114 THE PROGRESS OF MARINE ENGINEERING. 
 
 of London, were extensively used. The first examples 
 of this class were constructed for the "Arrogant" and 
 "Encounter'! in 1848; two cylinders 60 ins. diam. ; 
 trunks 24 ins. diam. ; equal to a cylinder 55 ins. diam. 
 by 3 ft. stroke. 
 
 The armour plated ship "Warrior," built in 1861, 
 length 380 ft., beam 58 ft. 3 ins., tonnage 6109 tons, 
 draught 26 ft., also had Penn's horizontal trunk engines, 
 cylinders 104 ins. diam. by 4 ft. stroke; speed 14.4 
 knots; steam pressure 22 lbs. ; propeller 24^ ft. diam. 
 by 30 ft. pitch; 54 revo. per min. 
 
 The troop ship "Himalaya," built 1856, was 340 ft. 
 long, 46 ft. beam, tonnage 3550 tons, draught 17 ft; 
 Penn's horizontal trunk engines, cylinders 78 ins. diam, 
 by 3^ ft. stroke; steam pressure 18 lbs. ; I. H. P. 2050; 
 speed 13.78 knots. 
 
 The ' • Bellerophon, " — ^iron clad — ^built 1865, and 
 regarded as the most perfect example of E; J. Reed's 
 system, was 300 ft. long, 56 ft. beam, tonnage 4270 
 tons; draught 21 ft.; speed 14.27 knots; Penn's hori- 
 zontal trunk engines, 6000 I. H. P. 
 
 The iron clads, "Agincourt," "Minotaur" and 
 "Northumberland," of 6220 tons, had engines of 1350 
 nominal H. P., or about 8000 I. H. P., were completed 
 about 1865; speed 15 knots. 
 
 The first had horizontal back- acting engines by 
 
THE PROGRESS OF JIARINE ENGINEERING. II 5 
 
 Maudslay, and the last two had Penn's horizontal trunk 
 engines. The engines of these vessels were designed 
 to work with great economy, and to indicate six times 
 their nominal power ; these advantages being obtained 
 by means of superheating, great expansion and surface 
 condensation. 
 
 In 1870 the twin screw iron-clad ships, "Van- 
 guard," "Invincible" and "Iron Duke," sister ships, 
 were tried. They were 280 ft. long, 54 ft. beam and 
 5560 tons displacement; I. H. P. 5000; .speed about 14 
 knots. 
 
 In 1877 the "Alexandra," twin screw iron-clad 
 ship was tried. She was 325 ft. long, 63 ft. 8 ins. beam 
 and 9432 tons displacement; I. H. P. 8615; speed 15 
 knots; propellers 21 ft. diam. by 22 ft. 3 ins. pitch. 
 
 In 1877 the twin screw steel despatch vessel "Iris" 
 was tried. She was 300 ft. long, 46 ft. beam, draught 
 19 ft. 9 ins., displacement 3750 tons; The engines by 
 Maudslay & Field, are direct-acting horizontal tandem 
 compound. There are in all four high pressure cylin- 
 ders 41 ins. diam., and four low pressure, 75 ins. diam. 
 by 3 ft. stroke, two surface condensers, two propellers 
 18 ft. diam. by 18 ft. 8 ins. pitch; twelve tubular boilers 
 with brass tubes 6^ ft. long, 3^ ins. diam., grate sur- 
 face 700 sq. ft., fire surface 18,700 sq. ft. On the first 
 trial the steam pressure was 62 lbs., revo. 90 to 91 per 
 
Il6 THE PROGRESS OF MARINE ENGINEERING. 
 
 min., speed i6 knots an hour, consumption 2.7 lbs. per 
 I. H. P. per hour; I. H. P. 7088. 
 
 After some experiments had been made with the " 
 screws, another trial was made in July 1878, with the 
 propeller 16 ft. 3 ins. diam. and 20 ft, pitch, and the 
 surface of the blades reduced 25 per cent. ; the speed 
 was then 18.57 knots and the I. H. P. 7714; revo. 97 
 per min. 
 
 This great improvement in the speed of the "Iris," 
 and her good maneuvering qualities, attracted a great 
 amount of attention and the results obtained formed a 
 basis for future guidance. 
 
 The sister ship "Mercury" was similarly fitted. 
 
 The twin screw iron clad, "Inflexible" was tried 
 in 1878. She was 324 ft. long, 75 ft. beam, draught 21 
 ft., displacement about 11,000 tons, I. H. P. 8407. 
 Engines by John Elder & Co. of Glasgow, are com- 
 pound, each having one high-pressure cylinder 70 ins. 
 diam., and two low-pressure 90 ins. diam. by 4 ft. stroke. 
 There are 8 double and 4 single ended boilers, steam 
 62 lbs., speed 14.75 knots, consumption 2 lbs. coal per 
 I. H. P. per hour; two propellers 20 ft. diam. by 23 ft. 
 pitch. 
 
 In 1874 J. Scott Russell designed the engines for 
 the Russian frigate, "General Admiral." They were 
 vertical compound, built by Baird at St. Petersburg; 
 
THE PROGRESS OF MARINE ENGINEERING. II 7 
 
 cylinders 92 ins. and 130 ins. diam. by 4 ft. stroke; 
 steam 60 lbs. press. ; cylinders steam jacketed. These 
 were among the first large vertical engines for war ships. 
 
 The torpedo boats all had vertical engines. 
 
 In 1890 the Russian twin screw iron clad battle 
 ship " Sinope, " was tried off Sevastopol on the Black 
 Sea. This ship was built at Nicholaeff, and the ma- 
 chinery was constructed by R. Napier & Sons of Glas- 
 gow, and fitted on board at Nicholaeff. 
 
 The success of the well known "Aberdeen" in- 
 duced the Russian Admiralty, as early as 1884, to inves- 
 tigate the merits of the vertical triple-expansion engines, 
 with a view to adopting them in their navy, and they 
 entered into negotiations with Napier & Sons, the re- 
 sult being that the design and construction of the 
 engines for the "Sinope" were intrusted to them, 
 
 These engines are of special interest as being the 
 first triple-expansion engines ordered for a war ship, 
 and so thoroughly were the authorities convinced that 
 this was the engine of, at least, the immediate future, 
 that, shortly afterwards, the construction of three sets 
 of triple-expansion engines for the gunboats "Taporo- 
 sets," " Chemomenetz " and "Donetz" was intrusted to 
 Messrs. Napier also. This machinery was fitted on 
 board the boats by the Russian Admiralty at Nicholaeff 
 where the vessels were built. They have been at work 
 
Il8 THE PROGRESS OF MARINE ENGINEERING. 
 
 for some time, the engines working with marked econ- 
 omy and success. 
 
 The "Sinope" is 339 ft. 6 ins. long, 69 ft. beamj 
 draught 26 ft. 6 ins., displacement 10,000 tons. Two 
 sets of vertical triple-expansion engines, cylinders 44 
 ins., 63 ins. and 95 ins diam. by 45 ins. stroke, brass 
 surface condensers and circulating pumps, wrought iron 
 columns. Kirk's valve gear worked from the connecting 
 rods, piston valves. 
 
 There are 14 single ended tubular boilers with 3 
 furnaces in each, grate surface 1064 sq. ft., heating sur- 
 face 26,222 sq. ft, steam pressure 125 lbs. On the six 
 hours full power trial the indicated power was 12,803 I. 
 H. P., speed 17 knots; consumption 1.35 lbs. coal per 
 indicated horse power per hour. 
 
 In Sept., 1 89 1, the British twin screw, secoud-class 
 cruiser "Thetis," built by J. & G. Thomson, Glasgow, 
 made an eight hours trial. 
 
 The ' 'Thetis " is a sister ship to the ' ' Terpsichore " 
 and "Tribune," built by the Thomson's, who contracted 
 for the construction of three of the 27 second-class 
 cruisers, ordered under the Naval Defence Act, 
 
 The "Thetis" is 300 ft. long, 43 ft. beam, 22 ft. 9 
 ins. deep, draught 16^ ft., displacement 3400 tons. 
 This ship belongs to what is known as the protected 
 deck class. The engines are of the triple-expansion 
 
THE PROGRESS OF MARINE ENGINEERING. II9 
 
 vertical inverted type, now so universally adopted in 
 the British Navy, in contra-'distinction to the horizontal 
 type, which held their place fron; the beginning of screw 
 propulsion in the Navy, until very recently. Each set 
 of engines is placed in a separate engine room with a 
 fore and aft bulk-head dividing them, and each is in all 
 respects similar. 
 
 The cylinders are 33 J^ ins., 49 ins. and 74 ins. diam. 
 by 3 ft. stroke ; the' cylinders are steam jacketed, the 
 jackets being formed by the cylinder ' liners, piston 
 valves working in seperate liiiers are fitted to the high 
 pressure, and intermediate cylinders, and a flat double- 
 ported valve with a relief ring at the back is fitted to the 
 low pressure cylinder, surface condensers are built of brass 
 plates for lightness, two evaporators and distillers : steam 
 at 155 lbs. pressure is supplied by three double ended 
 and two single ended and boilers, grate surface 573 sq. 
 ft., heating surface 15,404 sq. ft., forced draught in air- 
 tight fire room, pressure aillowed i^ in. of water, actual 
 75 in., maximum indicated horse power 9400, 'at 138 
 revolutions per minute, speed, 20 knots, air pressur in 
 the fire-room .75 ins., I. H. P. per ton of maphinery 
 and water 13. 
 
 In November, 1891, the, British twin-screw first- 
 class cruiser "Edgar", constructed in the Devonport 
 Dockyard, was tried for four ho|ars at full power, with 
 
I20 THE PROGRESS OF MARINE ENGINEERING. 
 
THE PR(:h;RESS of marine EXGIXEEKIXC; 
 
122 THE PROGRESS OF MARINE ENGINEERING. 
 
 forced draft of i inch water pressure. This ship is the 
 first of her class of nine vessels, to be commissioned 
 under the. Navel^Defence Act, and is 360 ft. long, 60 ft. 
 beam; draught 23 ft., displacement 7350 tons, indicated 
 horsepower 12,463, speed 20.97 knots. The two sets 
 of engines were built by the FairSeld Co. , Glasgow, and 
 are triple-expansion vertical engines, with three cylin- 
 ders and three cranks, The cylinders .are 40 ins., 59 
 ins.,' and ^8 ins. diam., by 4 ft, sins, stroke, steam- 
 jacketed. The high-pressure cylinders are each fitted 
 with a liner of forged steel, and the intermediate and 
 low-pressure cylinders are fitted with cast iron liners, 
 piston valves on the high-pressurg;,. and double ported 
 slide valves on the intermediate and low-pressure cylin- 
 ders. Steam is supplied by four double ended boilers, 
 each with eight furnaces, and one single ended auxiliary 
 boiler with three furnaces, grate surface 868. sq. ft., 
 heating surface 25,411 sq. ft, steam' pressure 155 lbs. 
 The engines and boilers are well designed, and they in- 
 dicate the best practice of to-day in high-power machi- 
 nery. Contract H. P, with forced draft 12, 000,. actual 
 13,000, contract H. P., with natural draft 10,000, actual 
 10,170. I. H. P. per ton of machinery 11.35, piston 
 speed 888 ft. per minute, revolutions per minute 104.5, 
 contract pressure in the. : fireroom i in. , actual '. 7 in. 
 
 The British protected cruiser "Blake" was built 
 
THE PROGRESS OF MARINE ENGINEERING. 1 23 
 
 at Chatham Dockyard, and the machinery was built by 
 Maudslay, Sons & Field, of London. The vessel is of 
 9000 tons displacement at 25 ft., 9 ins. mean draught. 
 Her length is 375 ft., beam 65 ft, engines 13,000 H. P., 
 with natural, and 20,000 with forced draught.. They 
 consist of four distinct sets of triple-expansion inverted 
 . cylinder engines, and occupy, with boilers, etc. , nearly 
 two-thirds the length of the ship. They are placed in 
 four separate compartments, two sets being coupled to- 
 gether on the starboard and port sides respectively for 
 driving each screw. There are four high-pressure 
 cylinders. 36 ins. in diam. , four intermediate cylinders, 
 52 ins., and four low-pressure cylinders, 80 ins., with a 
 stroke of four feet; revolutions 90 to 105 per minute; 
 two propellers, each 18 ft., sins, diam., with a mean 
 pitch of 24 ft., 6 ins. Surface condenser for each set of 
 engines, air pumps worked from the main engines ; in- 
 dependent centrifugal circulating pumps; steam of 125 
 lbs. is furnished by six main double-ended boilers, hav- 
 ing four furnaces at each end, and one auxiliary boiler ; 
 grate surf ace 863 sq. ft. , heating surface 26,936 sq.ft. 
 Forced draught is produced by twelve 5 ft. , 6 ins. fans, 
 three being placed in each fireroom. The estimate was 
 that this ship would be able to steam continuously for 
 long periods, and over great distances, at 20 knots per 
 hour, and with forced draught she was to be able to at- 
 
124 THE PROGRESS OF MARINE ENGINEERING. 
 
 tain 2 2 knots when occasion required. But these high 
 results, have not been obtained on account of the boiler 
 tubes leaking when under forced draught. The speed 
 on the early trial was 19.12 knots, but of late on the 
 sister ship "Blenheim", when under forced draught, 
 the speed was 21.6 knots per hour, and still better re- 
 mits are expected by using the Chatham ferrules, in 
 order to protect the ends of the boiler tubes. 
 
 The British Admiralty have lately adopted three 
 types of tubulous boilers for torpedo boats. Messrs. 
 Thomeycroft & Co. will fit their type of boiler in one 
 boat. 
 
 Messrs. Yarrow & Co. are also introducing water 
 tube boilers in some they are building. Messrs. Laird 
 have also included water tube boilers in their contract 
 with the Admiralty, but they have gone abroad for 
 their design, (presumably Belleville boilers) in order to 
 test the efficiency of these types. 
 
 The Argentine cruiser "Neuvo De Julio," con- 
 structed by Armstrong, Mitchell & Co. , Newcastle, from 
 designs by their naval architect Philip Watts, arrived in 
 New York April 17th, 1893, to be present at the Naval 
 Review there on April 27th, and is considered the fast- 
 est cruiser yet constructed. 
 
 She is 350 ft. long between the perpendiculars, 44 
 ft. beam, 16^ ft. mean draught, load displacement 
 
THE PROGRESS OF MARINE ENGINEERING. 1 25 
 
 3500 tons, contract horse-power with natural draught 
 9,000 and with forced draught 14,500 respectively. She 
 has twin screws driven by two sets of triple-expansion 
 four cylinder engines, built by Humphrys, Tennant & 
 Co. of London. Each set of engines has two low-pres- 
 sure cylinders 66 ins. diam. , one intermediate cylinder 
 60 ins. in diam. , and one high -pressure cylinder 40 ins. 
 in. diam. and 30 ins. stroke. 
 
 Their are eight single ended boilers, contract speed 
 with natural draught 21^ knots, with forced draught 
 22 J^ knots; speed on trial without forcing 22.74 knots 
 with 14,500 1. H. P. Coal bunker capacity 800 tons, which 
 will enable the vessel to steam 10,000 knots at the most 
 economical speed. 
 
CHAPTER V. 
 
 About 1848, the steamers "Washington" and 
 "Hermann " commenced to run between New York 
 and Bremen. They were 236 ft. long, 39^ ft. beam, 
 31 ft. deep, average draught ig}4 ft., tonnage 1750 tons. 
 They had two side-lever engines, cylinders 72 ins. diam., 
 by 10 ft. stroke, paddle-wheels 34 ft., Sins, diam., by 
 7^ ft. face, revolutions per minute 11, steam pressure 
 1 2 lbs. , cut ofE at 3 ft. , 4 ins. ; two iron flue boilers side 
 by side, grate surface 182 sq. ft., heating surface 5760 
 sq. ft., fan blast under grate, consumption of bitumi- 
 nous coal per hour 3920 lbs., speed ir knots. 
 
 In 1850, the steamer "Franklin", and 1851, the 
 " Humboldt commenced to run between New York and 
 Havre. The first was 2400 tons, and had two side lever 
 engines, cylinders 93 ins. diam., by 8 ft. stroke, and 
 
THE PROGRESS OF MARINE ENGINEERING. I 27 
 
 fonr iron flue boilers. The second was 2850 tons, with 
 side lever engines, cylinders 95 ins. diam., by 9 ft. 
 stroke, both built at the Novelty Works, New York. 
 Their average voyages between New York and Cowes 
 was about 12 days, 21 hours. The "Franklin" was 
 lost on Long Island, in 1854, and the "Humboldt" 
 was lost near Halifax in 1853. 
 
 The '"Arago" and "Fulton" were built, and 
 took their, place in 1855-56. The "Fulton" was 290 
 ft. long, 42 ft., 4 ins. beam, 31J4 ft. deep, tonnage 
 3000 tons, She had two inclined oscillating engines, 
 cylinders ^65 ins. diam., by 10 ft. stroke; built at the 
 Morgan Iton Works, New York. Paddle wheels 31 ft. 
 diam., by '9 ft. face,, two Of;E. W. Smith's double fur- 
 nace flue and tube boilers,, draught 1 7 J^ ft. 
 
 The "Arago" was about the same tonnage as the 
 "Fulton", and had oscillating engines, built at the 
 Novelty Iton Works, New York. 
 
 On the breaking out of the Rebellion, in 1861, the 
 line was withdrawn and the ships went into the service 
 of the U.|S. Govt. After the war the "Arago" was 
 sold to the Peruvian Govt', and the "iFulton" was 
 broken up. 
 
 In 1857 the steamship "Vanderbilt" was put on 
 the New York, Southampton and Havre Line, establish- 
 by C. Vanderbilt. She was a wooden ship, built by J. 
 
128 
 
 THE PROGRESS OF MARINE ENGINEERING. 
 
 Simonson, 340 ft. long, 49 ft. beam, 33ft. deep, dratight 
 loaded 20 ft., tonnage 4,000 tons. She had two overhead 
 beam engines, cylinders 90 ins. diam. by 12 ft. stroke. 
 
 COII.MODORE VaNDERBILT. 
 
 paddle wheels 41 ft. diam. by 10 ft. face. Four return 
 tubular boilers, grate surface 600 sq. ft. , heating surface 
 
THE PROGRESS OF MARINE ENGINEERING. 1 29 
 
 18,000 sq. ft., steam pressure i8 lbs., superheated by 
 high steam chimneys and cut off at half stroke ; revo. 
 17 per min., average speed at sea 12^ knots, consump- 
 tion of coal per day 100 tons. 
 
 The steamers "North Star," "Northern Light," 
 *' Ariel" and "Ocean Queen," were afterwards added 
 to the line, and they continued to run until 1861, when 
 the war interfered. These ships all had beam engines. 
 
 In 1855 the Long Island Sound steamboats, " Ply- 
 mouth Rock," "Commonwealth" and the "Metropolis" 
 came out. The "Plymouth Rock" ran on the Stoning- 
 ton Line, and was 325 ft. long, 40 ft. 6 ins. beam, and 
 12 ft. 6 ins. deep. She had a beam engine, built by the 
 Allaire Works Co., N. Y., cylinder 76 ins. diam. by 12 
 ft. stroke, paddle wheels 36 ft. 10 ins. diam. by 10 ft. 
 face, two return flue boilers on the guard, grate surface 
 182 sq. ft., heating surface 4,900 sq. ft., fan blast, steam 
 30 lbs. , cut-off at half stroke, steam chimneys. 
 
 The "Commonwealth" ran on the Norwich Line, 
 and was similar to the "Plymouth Rock" engine built 
 at the Morgan Iron Works, N. Y. 
 
 The "Metropolis" ran on the Fall River Line, and 
 was 342 ft. long, 45 ft. beam and 16 ft. deep, tonnage 
 2108 tons. Beam engine built at the Novelty Works, 
 N. Y., cylinder 105 ins. diam. by 12 ft. stroke, paddle 
 wheels 40 ft. diam. by 13 ft. face. Four vertical tubular 
 
130 THE PROGRESS OF MARINE ENGINEERING. 
 
 boilers on the guards, grate surface 294 sq. ft., heating 
 surface 12,000 sq. ft., fan blast used on the latter part 
 of the passage, steam pressure 24 lbs. , cut-off at 4^ ft. 
 by Allen & Wells cut-off, revo. 153^ per min., speed 
 17.8 miles an hour. 
 
 In i860 the "Seth Grosvenor" for Liberia came 
 out. She was 96 ft. long, 16 ft. 8 ins. beam, 5 ft. 2 ins. 
 deep, tonnage 84 tons, draught 3 ft. 6 in. ; she had a 
 steeple engine, built by the Allaire Works Co., N. Y., 
 cylinder 28 ins. diam. by 3 ft. stroke, paddle wheels 13 
 ft. 6 in. diam. by 3 ft. face ; Sewell's surface condenser, 
 the first ever built for a ship, surface 276 sq. ft. One 
 flue and tubular boiler, grate surface 22.5 sq. ft., heat- 
 ing surface 540 sq. ft., steam pressure 25 lbs., cut-off at 
 half stroke, revolutions 27 per min., speed 135^ miles 
 an hour, consumption 125 lbs. coal per hour. 
 
 In i860 the coasting steamer "R. R. Cuyler," for 
 the New York and Savannah trade, came out. She was 
 23s ft. long, 32^ ft. beam, 16 ft. 4 ins. deep, tonnage 
 1800 tons, draught 16 ft. ; single upright engine, built 
 by the Allaire Works Co., N. Y., designed by John 
 Baird, cylinder 70 ins. diam. by 4 ft. stroke, slide valves 
 with cut-off valve on the back, steam pressure 25 lbs., 
 cut-off adjustable, screw propeller 16 ft. diam. by 23^ 
 ft. pitch, four blades. 
 
 Two tubular boilers with steam chimneys, grate 
 
THE PROGRESS OF MARINE ENGINEERING. I3I 
 
 surface 172.5 sq. ft., heating surface 6254 sq. ft, speed 
 13 knots, revo. 60 per min. 
 
 In 1 86 1 the coasting steamer "John P. King," for 
 the New York and Charleston trade, came out. She 
 was 235 ft. long, 37 ft. beam and 21 ft. deep, draught 
 12 ft., tonnage 1550 tons. She had a single beam en- 
 gine, built at the Allaire Works, N. Y., cylinder 71^ 
 ins. diam. by 12 ft. stroke; Sickels' adjustable cut-off, 
 paddle wheels 28 ft. diam. by 10 ft. face. Two round 
 flue boilers with high steam, chimneys, grate surface 217 
 sq. ft., hieating surface 5422 sq. ft, revo. 22 per min., 
 steam 25 lbs., speed 13 knots, consumption about 30 tons 
 of coal per day. 
 
 This ship was sold to the U. S. Government, and 
 known during the war as the " Rhode Island " ; after 
 the war she was sold again, and known as the "Char- 
 leston." 
 
 In 1862 the steamer "Eagle" came out She was 
 built to take the place of the " Rhode Island. " She was 
 of the same dimensions; the cylinder was 75 ins. diam. 
 by 12 ft. stroks, and the paddle wheels 30 ft. diam. ; the 
 boilers were i ft. longer, but in other respects the same ; 
 steam 25 lbs., revo. 20 per min., cut-off Sickles' adjust- 
 able, speed 13 knots. 
 
 In 1 86 1 the tow-boat "Thomas Freeborn" came 
 out She was 150 ft. long, 25 ft. 4 ins. beam, and 9 ft 
 
132 THE PROGRESS OF MARINE ENGINEERING. 
 
 deep, tonnage 340 tons, draught 5 ft. 9 ins. Single 
 beam engine, built at the Allaire Works, N. Y. , cylin- 
 der 40 ins. diam. by 8 ft. stroke, paddle wheels 20 ft. 
 diam. by 7 ft. 6 ins. face ; one return flue boiler, grate 
 surface 61.5 sq. ft, heating surface 1457 sq. ft, steam 
 pressure 30 lbs., cut-off at half stroke, revo. 3opermin., 
 when towing 22 per min., speed 16 miles. 
 
 In 1861 the ferry boats, "Kings County" and 
 ■'Suffolk County," for the New York and Long Island 
 City ferry came out. They were 158 ft. long, 32 ft. beam 
 and II ft. 10 ins. deep. They had single beam engines, 
 built by the Allaire Works Co. , cylinders 34 ins. diam. 
 by 9 ft. stroke, paddle wheels 19 ft. diam. by 6 J^ ft. 
 face. One cylindrical flue and tubular boiler, grate sur- 
 face 44.5 sq. ft., heating surface 2716 sq. ft., steam 
 pressure 28 lbs., cut-off Sickels' adjustable, revo. per 
 min. 26, speed 13 miles per hour. 
 
 On these boats the cut-off was used as a throttle ; 
 when going with the tide the steam was cut off short, 
 and when gcjing against the tide the cut-off was length- 
 ened so that the boat would cross in about the same 
 time ; the consumption of coal was very moderate. 
 
 In 1861 the Staten Island ferry boats, "Clifton" 
 and " Westfield," to run in connection with the railroad 
 on the Island to New York, came out. They were 224 
 ft. long, 34j^ ft. beam and 13 ft. deep, tonnage 977 
 
THE PROGRESS OF MARINE ENGINEERING. 1 33 
 
 tons. They had a single beam engine, cylinder 50 ins. 
 diam. by 10 ft. stroke, paddle wheels 22 ft. diam. by 9 
 ft. face; two return flue boilers, grate surface 97 sq. ft., 
 •heating surface 2706 sq. ft., steam pressure 30 lbs., cut- 
 off at half stroke, revo. 26 per min., speed 16 miles an 
 hour. 
 
 The boats were the first to have a saloon on the 
 upper deck, and to have the buckets on the paddle 
 wheels half the length of the face, and staggered in 
 order to prevent the jar, and the boats when under way 
 were in fact very steady. 
 
 They were sold to the U. S. Government to run be- 
 tween Annapolis and Havre de Grace, and two others, 
 "Clifton" No. 2 and "Westiield" No. 2, were built to 
 take their place. 
 
 In 1862 the China steamboat, "Hu-Quang," for the 
 Yang-Tse-Kiang River service, came out. She was 
 built by H. Steers; was 290 ft. long, 36 ft. 8 ins. beam 
 and 14 ft. deep, tonnage 15 10 tons, draught 9 ft. She 
 had a single beam engine with single poppet valves, 
 built by the Allaire Works Co., N. Y., cylinder 76 ins. 
 diam. by 12 ft. stroke, with Sickels' adjustable cut-off, 
 paddle wheels 28 ft. diam. by 11^ ft. face; two round 
 flue boilers with steam chimeys 20 ft. high above the 
 boiler for superheating, grate surface 217 sq. ft., heat- 
 ing surface 6642 sq. ft., steam pressure 30 lbs., revo. 26 
 
134 THE PROGRESS OF MARINE ENGINEERING. 
 
 per min. , speed 1 8 miles an hour. 
 
 This boat was considered the fastest that had ever 
 gone to China up to that date, and she ran many years 
 from Shang-hae up and down the river. 
 
 In i860 the Long Island Sound freight boat, "City 
 of Norwich," to run between New York and Norwich, 
 Conn., came out. She was 200 ft. long, 36 ft. beam 
 and 12 ft. deep, tonnage 900 tons, draught 6 ft. 9 ins. ; 
 she had a single beam engine, built at the Allaire 
 Works, cylinder 54 ins. diam. by 11 ft. stroke, with 
 Sickels' cut-off, the dash pots being central with the 
 valve stems, paddle wheels 31 ft. diam. by 7 ft. 9 ins. 
 face. One flue and tubular boiler, with two tiers of furn- 
 aces, on E. W. Smith's patent plan, steam chimney, 
 grate surface 156 sq. ft., heating surface 3003 sq. ft, 
 steam pressure 25 lbs, cut-off at 2 ft. makes 18 revo. 
 per min. , and at 3 ft. cut-off makes 20 revo. per min., 
 speed 14 miles an hour. 
 
 This vessel was in the Government service on the 
 Chesapeake Bay during the war, and has since been on 
 the Norwich Line. 
 
 The "City of New London," a sister boat, was built 
 the year after, and both boats are still running. (1893). 
 
 In 1 86 1 the Pacific Mail Steamship Co. brought out 
 their wooden side-wheel steamship ' ' Constitution, " built 
 by W. H. Webb; length 360 ft, beam 45 ft, depth 
 
THE PROGRESS OF MARINE ENGINEERING. 1 35 
 
 31 j4 ft., tonnage 3500 tons. She had one beam engine, 
 built at the Novelty Works, New York, cylinder 105 
 ins. diam. by 12 ft. stroke, Allen & Wells' cut-off gear, 
 paddle wheels 40 ft. diam. by 1 2 ft. face ; four round 
 flue boilers, and surface condenser. 
 
 When this steamer ran on the California route, car- 
 rying light merchandise, mails and passengers, she 
 would go from 9 to 10 knots, on 32 tons of coal per day. 
 But when the Central Pacific Railroad was being con- 
 structed, and the ships of this class carried heavy loads 
 of railroad iron, the speed fell off to from 7 to 8 knots, 
 and the consumption of coal increased to about 50 tons 
 per day on account of the wheels being so deep in the 
 water. 
 
 This Company built about sixteen similar ships, the 
 last one, the "America," came out in May, 1869, and 
 was 380 ft. long, 50 ft. beam, by 31^^ ft. deep, tonnage 
 4100 tons. She had a beam engine, cylinder 105 ins. 
 diam. by 1 2 ft. stroke, paddle wheels overhung, and 42 
 ft. diam. by 1 2 ft. face. When this ship left New York 
 deep, the engine was only making seven revolutions 
 per minute. 
 
 During stormy weather on the China Line, these 
 engines would not make more than four to five revolu- 
 tions per minute, and the engineer had to stand by and 
 help them over the centre with the starting bar. 
 
136 THE PROGRESS OF MARINE ENGINEERING. 
 
 The "Henry Chauncey, " one of these ships which 
 ran on the line from New York to Aspinwall, with a 
 steam cylinder 100 ins. diam. by 12 ft. stroke, cost 
 $750,000, carried 1000 tons freight at a speed of ()% to 
 10 knots, consuming 45 tons of coal per day. 
 
 In contrast to this, the iron screw steamer, ' ' Pana- 
 ma," built for the Pacific Mail S. S. Co. in 1873, having 
 compound engines, cylinders 30 ins. and 56 ins. diam. 
 by 4j^ ft. stroke, cost $250,000 carried the same amount 
 of freight, and the same number of passengers at the 
 same speed, on a consumption of 1 5 tons of coal per day. 
 
 In 1864 the screw steamboats, "Electra" and 
 "Galatea," for the New York and Providence Line, 
 came out. They were 260 ft. long, 40 ft. beam and 15 
 ft. deep, tonnage 1640 tons, draught 12 ft. The engines 
 were vertical direct-acting, built at the Etna Iron Works 
 New York, with two cylinders 44 ins. diam. by 3 ft. 
 stroke, slide valves, and adjustable cut-off valves on the 
 back of them, propeller 13 ft. diam. by 22 ft. pitch. 
 Two return flue and tubular boilers, with steam chim- 
 neys 13 ft. high, grate surface 154 sq. ft., heating sur- 
 face 6060 sq. ft, steam pressure 26 lbs., revo. 70 per 
 min. , speed 15 miles an hour, consumption 20 tons coal 
 from New York to Providence, distance 180 miles. 
 
 In 1866 the steamship, "Rising Star," built for the 
 Star Line from New York to New Orleans, came out. 
 
THE PROGRESS OF MARINE ENGINEERING. 1 37 
 
 She was 315 ft. long, 44 ft. beam, by 31 ft. deep, ton- 
 nage 3500 tons, draught 17 ft. ; she had a single beam 
 engine, built at the Etna Iron Works, N. Y. , cylinder 
 100 ins. diam. by 12 ft. stroke, steam jacket, with a sep- 
 arate boiler to supply it with steam at a higher pressure ; 
 Sickels' adjustable cut-off gear, surface condenser, pad- 
 dle wheels 36 ft. diam. by 11^ ft. face, buckets stepped 
 to prevent jarring. Two flue and tubular boilers, with 
 two tiers of furnaces on E. W. Smith's patent plan, and 
 steam chimneys 18 ft. high for superheating, grate sur- 
 face 435 sq. ft., heating surface 10,672 sq. ft., steam 
 pressure 25 lbs., cut-off at 4 ft., revo. 20 per min. , speed 
 15 knots light. This ship was sold to the Pacific Mail 
 S. S. Co. , and ran from New York to Aspinwall. 
 
 In 1867 the steamboats, "Bristol" and "Provi- 
 dence," of the Fall River Line, from New York to Bos- 
 ton, came out. They were built by W. H. Webb, and 
 were 360 ft. long, 48 ft. 4 ins. beam, 16 ft. 6 ins. deep, 
 tonnage 3000 tons, draught 10 ft. 3 ins. They had 
 single beam engines, built at the Etna Iron Works, N. 
 Y., cylinders 110 ins. diam. by 12 ft. stroke. Sickles' 
 adjustable cut-off gear, surface condenser, paddle wheels 
 38 ft. 8 ins. diam. by 12 ft. face, stepped buckets to 
 prevent jarring and shaking. There were three flue 
 and tubular boilers, with two tiers of furnaces on E. W. 
 Smith's plan, steam chimneys on the two outside boilers 
 
138 THE PROGRESS OF MARINE ENGINEERING. 
 
 21 ft. high for superheating, grate surface 510 sq. ft., 
 heating surface 13,850 sq. ft., steam pressure 25 lbs., 
 cut-off at 4 ft., revo. 18 per min., average I. H. P. 2750, 
 coal per I. H. P. 2.8 lbs. per hour, speed 19 miles an 
 hour. 
 
 These boats excelled in speed, splendor and con- 
 venience of acommodation, steadiness of motion, and 
 in economy of fuel, any boats which had ever ran on 
 Long Island Sound up to that date. The ' ' Bristol " 
 was burned accidentally, but the "Providence" is still 
 in service, (1893). 
 
 In 1873 the American Steamship Co. completed 
 their steamer, "Pennsylvania," and she commenced 
 running from Philadelphia to Liverpool in May of that 
 year. This ship was built by W. Cramp & Sons, Phila. , 
 and is 355 ft. long, 43 ft. beam, and 33^4 ft. deep, ton- 
 nage 3030 tons. The engfines were compound and sur- 
 face condensing, with the cranks set at right angles, 
 cylinders 57 ins. and 90 ins. diam. by 4 ft. stroke; the 
 main slide valves are on the outsides of the high and 
 low-pressure cylinders, and each is fitted with a cut-off 
 valve on the back, steam jacket on the high-pressure 
 cylinder only; propeller four bladed, 17 ft. diam. by 24 
 ft. pitch. There were three double-ended cylindrical 
 boilers with six furnaces in each, grate surface 272 sq. 
 ft., heating surface about 7800 sq. ft, steam pressure 
 
THE PROGRESS OF MARINE ENGINEERING. 1 39 
 
 60 lbs. , cut-off at 1 9 ins. in the high-pressure cylinder, 
 revo. 6opermin., average speed 12.8 knots, consump- 
 tion 44 tons of coal per day, coal per horse per hour 2 
 lbs., indicated H. P. 2000. 
 
 The sister ships, "Ohio" and "Indiana," were 
 added to this Line the same year, and the " Illinois " in 
 January,, 1874. 
 
 In 1887 the " Ohio " was fitted with triple expansion 
 engines by J. Howden & Co., Glasgow, cylinders 31 
 ins., 46 ins. and 72 ins. diam., by 4 ft. 3 ins. stroke, and 
 three single-ended tubular boilers to carry 160 lbs. 
 steam, and with Howden's forced hot-blast, grate sur- 
 face 112 sq. f t . After a four hours trial, it was found 
 that the indicated horse power was 2 ^,24, the consump- 
 tion was reduced to 28 tons coal per day,' and per horse 
 power per hour to 1.23 lbs., and the cargo space was in- 
 creased 740 tons. The other ships were afterwards 
 similarly changed. 
 
 In 1873 the Pacific Mail S S. Co. completed their 
 three iron steamships, "Colon," "Acapulco" and 
 "Granada." The first was built at Chester, Pa., and 
 the two latter at Wilmington, Del. 
 
 The compound engines were built by the Elder Co., 
 Glasgow, and fitted on board the vessels in New York. 
 They were 300 ft. long, 40 ft. beam and 30 J^ ft. deep, 
 tonnage 2686 tons, draught 18 ft., cylinders 50 ins. and 
 
14° 
 
 THE PROGRESS OF MARINE ENGINEERING. 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 141 
 
 86 ins diam. by 3 ft. 6 ins. stroke, slide valves with cut- 
 off valve on the high-pressure cylinder, steam jackets 
 on both cylinders, surface condenser. There were four 
 
 Engines of S. S. "Colima 
 
 single-ended cylindrical tubular boilers, with a super- 
 heater common to all, grate surface 228 sq. ft., heating 
 surface 6690 sq. ft., steam pressure 60 lbs., propeller 16 
 
142 THE PROGRESS OF MARINE ENGINEERING. 
 
 ft. 3 ins. diam. by 24 ft. pitch, indicated H. P. 1330, 
 consumption per day 30 tons coal, per horse power per 
 hour 2. 1 lbs. , average speed 1 1 knots. 
 
 Engines of S. S. "Colima." 
 
 These ships carried 2000 tons freight, or twice the 
 amount carried by the paddle wheel steamer, ' ' Henry 
 Chauncey," on the same coal consumption, and two 
 
THE PROGRESS OF MARINE ENGINEERING. I43 
 
 knots per hour faster, and cost about one-half the price 
 of the "Chauncey." 
 
 The same year, 1873, the Pacific Mail S. S. Co., 
 completed the "Colima," built by J, Roach at Chester. 
 She was 312 ft. long, 40 ft. beam, 30 >^ ft. deep, ton- 
 nage 2906 tons, draught 18 ft. The engines were com- 
 pound, designed by T. Main, cylinders 5 1 ins . and 88 
 ins. diam. by 3j^ ft. stroke. In other respects the ship 
 was the same as the " Colon. " 
 
 In 1874 the Pacific Mail S. S. Co. completed their 
 iron screw steamships, "City of Panama" and "Guate- 
 mala," built by J. Roach ^t Chester; Pa. They Were 258 
 ft. long, 36 ft. beam, 2& ft. 4 ins. deep, tonnage 1500 
 tons, draught 14 ft. The engines were of the com- 
 pound type, designed by T . Main, cylinders 30 ins. and 
 56 ins. diam. by 4^ ft. stroke, slide -valves with a cut- 
 off valve on the high-pressure cylinder, steam jackets 
 on both cylinders ; the high-pressure cylinder has a liner 
 with a flange on the bottom end,*which forms the jacket, 
 surface condenser ; there were four .single-ended two- 
 furnace boilers, with one superfieater common to all, 
 grate surface 144 sq. ft., heating surface 3772 sq. ft., 
 steam pressure 80 lbs., propeller 13 ft. diam. by 21 ft. 
 pitch, four blades; indicated horse-power 700, coal per 
 day 15 tons, coal per indicated horse-power per hour 2 
 lbs., speed lo knots. 
 
144 THE PROGRESS OF AIARINE ENGIXEERIKG . 
 
 < ■;. ,y' j'li '^'/ /ii 
 
 6 
 
 r. 
 
 5 
 
 
THE PROGRESS OF MARINE ENGINEERING. I4S 
 
 In 1874 The Pacific Mail S. S. Co. completed their 
 steamships, "City of Peking" and "City of Tokio." 
 They were built by John Roach at Chester, Pa., and 
 were 423 ft. long, 47 ft. 10 ins. beam, and 38 J^ ft. deep, 
 tonnage 5000 tons, draught 22 ft. They had two pairs 
 of vertical compound engines, designed by T. Main, 
 cylinders two 51 ins. and two 88 ins. diam. by 4^ ft. 
 stroke, and steam jacketed on the sides, bottoms and 
 tops ; the high-pressure cylinder had a liner bolted with 
 a flange at the bottom, and packed at the top, and this 
 liner formed the steam jacket; on the low-pressure cyl- 
 inder the jacket was cast on; the slide valves were 
 double-ported, with a cut-off valve on the back for the 
 high-pressure cylinder, and a ring to relieve the pres- 
 sure, surface condenser. There were ten single-ended 
 boilers with three furnaces in each, arranged in two 
 groups, with two smoke pipes, two superheaters, grate 
 surface 570 sq. ft., heating surface 17,850 sq. ft, pro- 
 peller 20 ft. 3 ins. diam. by 29 ft. pitch, four blades; 
 indicated average horse-power 3500, consumption 75 
 tons coal' per day, revo. 52 per min., steam pressure 60 
 lbs., speed 15 knots, coal per I. H. P. per hour 2 lbs. 
 
 When running from San Francisco to Hong Kong, 
 using five boilers and consuming 50 tons of coal per day, 
 the speed was about 1 1 knots ; the indicated horse-power 
 was 2500, and the coal per horse-power per hour was 
 
14^ 
 
 THE PROGRESS OF MARINE ENGINEERING. 
 
 1.8 lbs. The "Tokio" was wrecked at Yokoliama, but 
 the "Peking" is still running, (1893). 
 
 In 1875 The Pacific Mail S. S. Co. completed their 
 
 Engines of S. S. "City of Peking." 
 
 steamships, "City of San Francisco," "City of New 
 York" and "City of Sydney." They were built by J. 
 Roach at Chester, Pa., and were 352 ft. long, 40 ft. 
 
THE PROGRESS OF MARINE ENGINEERING. 1 47 
 
 beam, 28 ft. 10 ins. deep, tonnage 3000 tons, draught 
 21 ft. They had compound engines, designed by T. 
 Main, cylinders 51 ins. and 88 ins. diam. by 5 ft. stroke' 
 
 Engines of S. S. "City of Peking." 
 
 and jacketed on the sides, bottoms and tops ; short slide 
 valves, and cut-off valves on the back for both cylinders, 
 surface condenser. There were six single-ended return 
 
148 THE PROGRESS OF MARINE ENGINEERING. 
 
 tubular boilers with three furnaces in each, and one 
 superheater, grate surface 378 sq. ft., heating surface 
 10,650 sq. ft., propeller 20 ft. diam. by 22,% ft. pitch, 
 four blades, average indicated horse-power 1800, revo. 
 52 per min., consumption 36 tons coal per day, coal per 
 I. H. P. per hour 1.86 lbs., steam pressure 80 lbs. , Speed 
 13 knots. 
 
 In 1879 the "Chalmette," belonging to the Morgan 
 Line, between New York and New Orleans, was com- 
 pleted. She was built by Wm. Cramp & Sons, Phila- 
 delphia, and was 322 ft. long, 42 ft. beam, and 21 ft. 3 
 ins. deep, tonnage 2983 tons. The engine was of the 
 single tandem type, with one connecting rod and one 
 crank, two cylinders 35 ins. and 70 ins. diam. by 4j^ ft. 
 stroke. Four single-ended boilers with three furnaces 
 ii^ each, steam pressure 85 lbs., average I. H. P. 1350, 
 consumption 32 tons coal per day, coal per I. H. P. per 
 hour 2.2 lbs. 
 
 The "Excelsior" was added to this Line in 1882, 
 and the "El Dorado," and "El Paso" in 1884; they 
 had tandem engines, cylinders 38 ins. and 76 ins. diam. 
 by 4j^ stroke. 
 
 The "El Mar " was added in 1889, with triple ex- 
 pansion engines, cylinders 29 ins., 45 ins. and 74 ins. 
 diam. by 4^ ft. stroke; and the "El Sol" was added 
 in 1 890 to the Line, now owned by the Pacific Improve- 
 
THE PROGRESS OF MARINE ENGINEERING. I49 
 
 ment Co. 
 
 The "El Sol" is 391 ft. long, 48 ft. beam and 33 
 ft 9 ins. deep, with four masts ; tonnage 4522 tons; built 
 by W. Cramp & Sons, Philadelphia. Triple-expansion 
 engines, cylinders 32 ins., 52 ins. and 84 ins. diam. by 
 4j^ ft. stroke, surface condenser. Steam of i6o lbs. is 
 supplied by three double-ended boilers with six furnaces 
 in each, speed 15 knots. 
 
 Three similar vessels, the "El Sud," "El Norte " 
 and "El Rio," have, beep added to this line, running 
 from New York to New Orleans in connection with the 
 Southern Pacific Railroad, to California. They were 
 built at Newport News, Va. ; the latter vessel has only 
 two masts. 
 
 The Newport News Ship-building and Dry Dock 
 Co. , (established by C. P. Huntington, President of the 
 Southern Pacific Railroad), are now building the " El 
 Sid," a similar vessel for the same Line. 
 
 They are also building two twin screw freight 
 steamers, 10,000 tons, and over 500 ft. long, to ply be- 
 tween New Orleans and Liverpool. It is said that these 
 are to be the nucleus of a fleet of American ocean 
 steamers, fully equal in all respects to the highest 
 achievements of modern marine architecture. 
 
 The Red D. liner, "Venezuela," built by W. Cramp 
 & Sons, 1889, was 303 ft. long, 40 ft. beam and 27 ft. 9 
 
150 THE PROGRESS OF MARINE ENGINEERING. 
 
 ins. deep, tonnage 2843 tons, and has triple-expansion 
 engines; cylinders 25 ins,, 41 ins. and 67 ins. diam., by 
 3^ ft. stroke; steam of 160 lbs. pressure is supplied by 
 
 C. P. Huntington. 
 
 six return tubular boilers, average I. H. P. 2060, coal 
 per day 28.7 tons, coal per I. H. P. per hour 1.3 lbs. 
 In 1890 the steamships, "Seguranca" and "Vigil- 
 
THE PROGRESS OF MARINE ENGINEERING. I51 
 
 ancia," belonging to the United States and Brazil Mail 
 Steamship Co., were completed. 
 
 They were built by the J. Roach Co. , at Chester, 
 Pa., and are 320 ft. long, 44 ft, 4 ins. beam, and 28 ft. 
 deep, tonnaga 4,050 tons, draught 20 ft. The engines 
 are of the triple-expansion type, cylinders 28 ins., 44 
 ins. ,' and 70 ins. diam. , by 4 ft. stroke ; no stearn. jackets ; 
 surface condenser, cut off by the lap on the slide valves, 
 and the reversing links ; piston valve on the high -press- 
 ure cylinder. There are six cylindrical tubular boilers, 
 with two corrugated furnaces in each, and a horizontal 
 steam-druna to each boiler; grate surface 270 sq. ft., 
 heating surface 9,700 sq. ft. The hot-blast system of 
 T. Main, and the Eureka circulator were fitted to the 
 boilers, steam pressure 180 lbs., indicated horse-power 
 per hour 2,750, consumption, when under way, per day, 
 38 tons coal, coal per I. H. P. per hour 1.28 lbs., speed 
 at sea 12 knots, revolutions per min. 70. 
 
 The general arrangement of the hot-blast, slightly 
 modified, in regard to the blower, is shown by fig. I. 
 
 The arrangement of the furnace fronts is shown by 
 fig. 2, and the steam fan blower arrangement is shown 
 by fig. 3. 
 
 On these ships the pressure blower was used, but it 
 has since been demonstrated, that for moderate blast 
 pressure, the fan blower is equally effective, while it is 
 
152 THE PROGRESS OF MARINE ENGINEERING. 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 153 
 
 i 
 
 I 
 
 • it 
 
 41 
 
 • 
 
 -A- 
 
 ll 
 
 
 
154 
 
 THE PROGRESS OF MARINE ENGINEERING. 
 
 3 
 
 s 
 
THE PROGRESS OF MARINE ENGINEERING. 1 55 
 
 not SO bulky, nor so costly, and it weighs much less. 
 
 The object aimed at in this hot-blast is to control 
 the combustion of the coal in the furnace by means of 
 closed furnaces and artificial blast, without reference to 
 the condition of the atmosphere, the wind, or the height 
 of the smoke pipe or chimney, and also to utilize the 
 heat of the waste furnace gasses, and return it to the 
 furnaces in the air which supports combustion. 
 
 It will be observed from the illustration that the 
 waste furnace gasses, and the air to support combustion 
 move in opposite directions, and consequently that while 
 the one decreases in temperature, the other increases. 
 It was found that the temperature of the waste furnace 
 gases below the air heater was 700 degrees, while above 
 the heater it was only 450 degrees. It was also found 
 that the temperature of the air drawn from over the 
 after boilers, and from the engine room was 115 degrees, 
 while it was delivered into the furnaces at a temperatute 
 of 300 degrees. Consequently all the heat necessary to 
 raise the temperate of the air from the fireroom temper- 
 ature up to 300 degrees was saved. 
 
 It will further be observed from fig. 2. that the air 
 is supplied to the ashpit by an eight inch pipe, while a 
 four inch pipe supplies the furnace above the grate. 
 Consequently 80 per cent, of the air goes under the 
 grate, and 20 per cent, above. 
 
156 THE PROGRESS OF MARINE ENGINEERING. 
 
 It is found that when the furnace is properly ma- 
 nipulated, a very perfect combustion of bituminous coal 
 is obtained, and scarcely any smoke is perceptible. 
 
 With this system there is absolutely no danger of 
 causing leaky tubes. There is a valve to shut off the 
 air before opening the furnace door, and when open 
 there is nearly an atmospheric balance at the door, so 
 that no cold air enters the furnace, and no hot gas 
 comes out. Then there is no difficulty in consuming as 
 much coal on the grate, as may be consistent with pro- 
 ducing good combustion at the same time. For it should 
 be remembered that three operations go on in combus- 
 tion. First, the combustible gas has to be liberated or 
 evolved from the coal ; second, the air and combustible 
 gas have to be mixed, and third, combustion of the gas 
 has to be effected before it enters the tubes and becomes 
 reduced below the ignition temperature of about 1000 
 degrees. And if combustion is too rapid, sufficient time 
 does not elapse to allow these operations to be effected. 
 
 The air above the grate is first admitted into the 
 hollow furnace front, then through the perforated front 
 lining into the furnace in fine streams, in order to facil- 
 itate the mixing with the combustible gases in the fur- 
 nace before combustion. 
 
 The blower shown on fig. 3 is arranged with curved 
 blades or vanes, as in the Appold pump and Lloyd 
 
THE PROGRESS OF MARINE ENGINEERING. 157 
 
 blower; it is of large diameter, and driven by Main's 
 patent balanced compound engines. 
 
 In 1888-89 the hot-blast system of T. Main was ap- 
 plied to the U. S. and Brazil Mail S. Ship Go's, steam- 
 ers, "Advance," "AUianca" and "Finance," and when 
 kept in order and properly worked the saving in coal 
 was from 20 to 25 per cent, of the coal used while under 
 way. 
 
 The "Advance," on her voyage from Rio Janeiro 
 to New York in June and July, 1888, as per engineer's 
 log, consumed 32 tons of coal per day, and the running 
 time was 2 1 days i o hours. And on the voyage from 
 Rio Janeiro to New York in August and September, 
 1888, — as per log — the first after the hot-blast was fitted, 
 the consumption was 22.5 tons of coal per day, and the 
 running time was 2 1 days, which shows that the saving 
 by the hot-blast was 30 per cent, of the coal, and 10 
 hours time on the voyage. 
 
 In consequence of the strong competition of the 
 English freight steamers, (or tramps, as commonly 
 called,) together with a change in the management of 
 the Company, and the mutilation and neglect of the 
 coal-saving apparatus on their ships. The U. S. and 
 Brazil S. S. Co. became financially embarrassed, and 
 went into the hands of a Receiver in March, 1893. The 
 five ships were libeled and sold at auction by the United 
 
158 THE PROGRESS OF MARINE ENGINEERING. 
 
 States Marshal, by order of the Court. 
 
 It may be asked why the American steamship does 
 not successfully compete in the foreign trade? Two 
 reasons may be given ; first, Congress has refused to 
 give sufficient protection to ships engaged in the foreign 
 trade, so as to compensate for the high rate of wages 
 paid in the United States ports, compared with those 
 paid in foreign ports. Second, the British freight 
 steamer is more cheaply constructed, but particularly, 
 because they are run at less cost, on account of the low 
 rate of wages paid to the crew, and that the British 
 freight ship-owner adopts the fuel saving devices as they 
 come up. 
 
 This class of vessels were first introduced for con- 
 veying coal from the several sea-bordered coal-jdelding 
 districts of England to London, to take the place of the 
 sailing colliers. 
 
 Among the first of this new class, were the screw 
 colliers, "Black Prince" and "Fire-Fly," built by T. 
 Vernon & Sons, of Liverpool, for the General Iron 
 Screw Collier Co. , and both vessels were fitted with en- 
 gines by James Watt & Co. , of Soho and London. 
 
 The "Black Prince" was completed in July, 1854, 
 and on her first voyage made the passage from Liver- 
 pool to Cardiff in 31 hours, and from Cardiff to London 
 in 64 hours, with 700 tons of coal on board, distance 690 
 
THE PROGRKSS OF MARINE ENGINEERING. I59 
 
 knots, or 7^ knots per hour, draught of water loaded 
 15 ft. The engines had two cylinders 34 ins. diam. by 
 22 ins. stroke, with jet condenser, tubular boilers, steam 
 about 16 lbs. pressure, revo. 58 per min., I. H. P. 262, 
 propeller 10 ft. diam. by 16 ft. pitch, consumption 5 to 
 6 lbs. coal per I. H. P. per hour, and manned the same 
 as the old sailing collier, except as to the engineers 
 crew, which was additional. 
 
 And this class of vessel since that day, has continued 
 to grow in number and size, and the machinery has im- 
 proved in coal economy, through the different stages of 
 surface condenser, superheated steam, higher pressure 
 of steam, compound engines, triple-expansion engines, 
 evaporators, heaters for feed water, and forced hot- 
 blast, until we see in the White Star freight steamship, 
 "Bovic," lately built, a vessel that will carry about 8000 
 tons of freight at a speed of 13 knots, with twin screws, 
 triple-expansion engines, steam at 180 lbs. pressure, 
 forced hot-blast, and other improvements for running, 
 and handling freight cheaply; consumption about 1.25 
 lbs. coal per I. H. P. per hour. 
 
 And these vessels are to-day seen all over the world 
 competing for business in every country. Late accounts 
 from England report depression in the shipping trade, 
 and exceedingly low and unremunerative freights offered 
 in all parts of the world. Ship-owners there say that it 
 
l6o THE PROGRESS OF MARINE ENGINEERING. 
 
 is consequent on over-production, and a large number 
 of vessels are lying idle in almost all ports, chiefly those 
 having compound engines, as they cannot compete with 
 ships having triple-expansion engines, and hot-blast, 
 which use a small amount of cheap coal. 
 
 Within the last six years, it is reported that 549,000 
 tons of British steamers, and 428,000 tons of sailing 
 ships, have been sold to foreigners, principally to Nor- 
 way, France and Germany; and these ships are now 
 competing with both British and American ships. 
 
 In the case of the Brazil trade, it has been the cus- 
 tom to send freight steamers from Liverpool to Rio 
 Janeiro with a general cargo, from there to New York 
 with coffee, or from Para to New York with rubber, 
 and then from New York to Liverpool with a general 
 cargo, and so making a triangular voyage. The same 
 is largely done by French and German freight steamers 
 from their home ports. And this is the state of things 
 which the U. S. and Brazil Mail S. S. Co. have been 
 contending against. 
 
 The U. S. Government compelled them to carry 
 and handle the mails for the postage money, said to have 
 been less than the service cost, and but for the fact that 
 the Brazil Government paid the Company about $100,- 
 000 per annum, for carrying their mails to the United 
 States, the Company would probably have been inslo- 
 
THE PROGRESS OF MARINE ENGINEERING. l6l 
 
 vent before. 
 
 On account of the high rate of wages prevailing in 
 the United States,' it seems to be necessary that in ad- 
 dition to having their ships fitted with the most econom- 
 ical machinery, there should be some protection or dis- 
 crimination of some kind in the U. S. ship-owners favor 
 afforded by Congress, in order to give a fair field for 
 competition. 
 
 The British are now suffering in this way from the 
 competition of cheaply manned foreign ships; chiefly 
 from the Norwegian ships, which were bought from the 
 British ship-owners. 
 
 The steamship, "Kimberly," built at Port Glasgow, 
 and which had been wrecked on the United States coast, 
 was purchased by the Pacific Improvement Co. , and re- 
 constructed at Newport News, Va. , in 1890. The hot- 
 blast system of T. Main, and the Eureka Circulator were 
 fitted to the boilers at the same time. 
 
 The "Kimberly," now called the "San Benito," is 
 350 ft. long, 41 ft. beam, and 33}^ ft. deep, tonnage 
 3789 tons. The engines are vertical compound, cylin- 
 ders 44 ins., and 82 ins. diam. by \% ft. stroke. There 
 were two double-ended boilers with six furnaces in each, 
 grate surface 228 sq. ft., steam pressure 80 lbs. 
 
 The ' ' San Benito, " loaded at Norfolk for Liverpool, 
 and left Oct. 20th, 1890, thence to London, Cardiff and 
 
l62 THE PROGRESS OF MARINE ENGINEERING. 
 
 San Francisco; speed lo knots, coal per day 24 tons, 
 average I. H. P. 1600, coal per I. H. P. per hour 1.4 lbs. 
 
 The log of the vessel, before the alteration, showed 
 a speed of 9. 6 knots, and a consumption of 34 tons coal 
 per day, which shows a saving of coal of about 30 per 
 cent., and an increase in speed. This ship is now in 
 service as a steam Collier between San Francisco and 
 Vancouver Island. 
 
 The Fall River iron steamboat, "Pilgrim," built by 
 J. Roach, at Chester, Pa., came out in 1883. She is 
 390 ft. long, 50 ft. beam, and i8J^ ft. deep, tonnage 
 3500 tons. Single beam engine, cylinder no ins. diam. 
 by 14 ft. stroke, surface condenser, steam pressure 50 
 lbs. There are four Redfield boilers, with two steam 
 chimneys and smoke pipes, paddle wheels 41 ft. diam. 
 by about 13 ft. face. 
 
 This vessel had a double botton, and many water- 
 tight compartments, which kept her afloat when • she 
 struck the rocks near Blackwell's Island New York har- 
 bor, making a large hole in the bottom. She was 
 placed safely on the dry-dock and repaired ; speed about 
 18 miles an hour, coal per horse-power about 3 lbs. per 
 hour. 
 
 The "Puritan" of the Fall River Line, from N. Y. 
 to Boston, came out in 1888. She was built of steel, 
 with a double bottom and compartments like the ' ' Pil- 
 
THE PROGRESS OF MARINE ENGINEERING. 1 63 
 
 grim, " and had a compound beam engine, built by the 
 W. & A. Fletcher Co., New York. The hull was built 
 at Chester, Pa,, and is 420 ft. long, 52 ft. beam, and 21 
 ft. deep, tonnage 4600 tons. The cylinders are 75 ins. 
 diam. and 9 ft. stroke for the high pressure, and no 
 ins. diam. and 14 ft, stroke for the low pressure, cut-off 
 on both cylinders, paddle wheels 35 ft. diam. by 14 ft. 
 face. The buckets are feathering, surface condenser. 
 The boilers are of the Redfield return tubular type, for 
 a pressure of no lbs,, grate surface 850 sq. ft., heating 
 surface 26,000 sq. ft, I. H. P. 7500, coal per I. H. P. 
 per hour about 2 lbs ., speed about 1 9 miles an hour. 
 
 The "Plymouth," of the Fall River Line, came out 
 in 1890, She was also built of steel with a double bot- 
 tom and compartments like the "Pilgrim" and "Puri- 
 tan." The hull was built at Chester, Pa., and is 366 ft. 
 long, 50 ft. beam, and 21 ft. deep, tonnage 3770 tons. 
 The engines were built by the W. & A. Fletcher Co., 
 New York, and are inclined triple-expansion engines, 
 cylinders 47 ins,, 75 ins., and two 8iJ^ ins. diam., low 
 pressure, by 8 ft. 3 ins, stroke ; there are two cranks at 
 right angles, the high and one low-pressure engine con- 
 nect on one crank, and the intermediate and one low- 
 pressure engine connect on the other crank, poppet 
 valves, adjustable cut'Off on the high-pressure cylinder, 
 and fixed cut-oif on the others, surface condenser, pad- 
 
164 
 
 THE PROGRESS OF MARINE ENGINEERING. 
 
 die wheels 30 ft. diam. by 14 ft. face; the buckets are 
 feathering. There are eight cylindrical Scotch boilers, 
 fitted for 170 lbs. pressure; each boiler has two corru- 
 gated furnaces; I. H. P. 5500, coal per I. H. P. per 
 hour about 1.8 lbs., speed about 19 miles an hour. 
 
 In 1892 the steel screw steamboat, "Maine, " built by 
 the Harlan & Hollingsworth Co., Delaware, for the New 
 York, Stonington & Providence Line, came out. She 
 
 Steamboat "Maine." 
 
 is 310 ft. long, 44 ft. beam, and 17^ ft. deep, tonnage 
 1703 tons, draught i2j^ ft. The engines are direct-act- 
 ing, surface condensing, triple expansion, with four 
 cylinders 28 ins., 45 ins., and two low pressure 51 ins. 
 diam. by 3j^ ft. stroke, propellers four bladed 13^^ ft 
 diam. There are four cylindrical return tubular boilers, 
 each has three corrugated furnaces, for a pressure of 
 160 lbs,, grate surface 274 sq. ft., blowers and air-tight 
 
THE PROGRESS OF MARINE ENGINEERING. 165 
 
 fireroom arranged for forced draft if needed, coal per I. 
 H. P. per hour about 1.6 lbs., speed i8>^ miles an hour. 
 
 The "New Hampshire" is a sister boat to the 
 "Maine," and both are running successfully, (1893). 
 
 The steel steam yacht, "Neaira, " was built in 1887 
 by Houston & Woodbridge of Marcus Hook, Pa., (on 
 the Delaware River), for Lovejoy & Noyes of New 
 York, and is 110 ft. long on the water line, 20 ft. beam, 
 and 10 ft. deep, with 7 ft. 3 ins. draft of water aft, 
 mean draft 5 ft. 10 ins., speed 13.6 knots an hour. The 
 engines of the "Neaira" are of the balanced compound 
 type, were designed and patented by T. Main of New 
 York, and constructed by R. Wetherill & Co., of 
 Chester, Pa. 
 
 They are illustrated by Fig. i ; the high-pressure 
 cylinder is 15 ins. diam. , and the low-pressure is 28 ins. 
 diam. by 16 ins. stroke, the cylinders are placed at an 
 angle of about 23? apart, and the cranks are directly 
 opposite, so that the working parts of the one engine, 
 balance the similar parts of the other, and they work in 
 opposite directions; consequently the pressure of the 
 one piston is balanced by that of the other, through the 
 crank, and the pressure is removed from the shaft jour- 
 nals, except what is due to the weight of the moving 
 parts. 
 
 This causes a great reduction of friction in passing 
 
1 66 THE PROGRESS OF MARINE ENGINEERING, 
 
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THE PROGRESS OF MARINE ENGINEERING. 167 
 
 the centres, and consequent increase of power. These 
 engines require only two journals, which makes a great 
 reduction of length in a fore and aft direction, and which 
 in this vessel allowed for an additional row of state 
 rooms athwart ship, which was a very great advantage 
 to the owners. The valve motion is taken from the con- 
 
 Indicator Cards of the " Neaira." 
 
 necting rods, and piston valves are used on both cylin- 
 ders, which are controlled by one starting handle, for 
 starting, stopping, going ahead, backing or working ex- 
 pansively; and owing to the engines being at an angle 
 to each other they have no dead centres, but can be con- 
 trolled under all conditions. 
 
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THE PROGRESS OF MARINE ENGINEERING. 169 
 
 The surface condenser is located on one side of the 
 engines with independent air, and circulating pumps 
 under it. The feed pump is also independent. The 
 thrust bearing is bolted to the bedplate, and accessible 
 in the engine room. In this type of engines the journ- 
 als require less wearing surface than usual, and tend to 
 remain cool when running fast, owing to the work on 
 them being light. 
 
 It is believed that there is no type of engines before 
 the public to-day so compact as these, or which admits 
 of so much power being located in so small a space. 
 Steam is supplied at a pressure of 125 to 150 lbs. by a 
 Scotch type of boiler, (illustrated by Fig. 2), with two 
 corrugated furnaces 33 ins. diam. ; the boiler is 8 ft. 
 diam. by 10 ft. long, has a steam drum, and an "air heat- 
 er located at the base of the smoke pipe. T. Main's 
 patent system of hot-blast is fitted to the boiler. A fan 
 blower driven by a pair of balanced compound engines 
 3^ ins. and 6 ins. diam., by 4j^ ins. stroke, is used to 
 draw air from over the boiler, and forcing it through 
 the air heater into the closed furnaces ; 80 per cent, of 
 this air goes under the grate, and 20 per cent, of it 
 above, at a temperature of 220°. 
 
 This vessel has run several times from New York 
 to New London, a distance of no statue miles, in 7 
 hours, consuming 2 tons of coal during the run. 
 
170 THE PROGRESS OF MARINE ENGINEERING. 
 
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THE PROGRESS OF MARINE ENGINEERING. 171 
 
 The engines have run at a maximum speed of i8o 
 revolutions per min. with 150 lbs. steam, and 348 indi- 
 cated horse-power. 
 
 They have been used during six yachting seasons, 
 very little has been done to them, and they are now in 
 good condition, (1893). 
 
 A modified plan of the blowing engines on this 
 yacht is illustrated by Fig. 3, adapting them for use on 
 small yachts or launches, for running dynamos, blow- 
 ers, or for stationery work. 
 
 When it is an object, in addition to compactness, to 
 attain a high degree of economy of fuel, (and it always 
 is or should be). These balanced engines can be ar- 
 ranged as quadruple expansion engines, fitted with 
 steam jackets, to use steam of 200 to 250 lbs. pressure, 
 supplied from water-tube boilers, of such a type as the 
 Belville, Almy, Roberts, Ward, or similar boilers, fitted 
 on the hot blast system, and such a combination will 
 produce an indicated horse-power on about one pound 
 of coal, when properly carried out and worked ; Fig. 4, 
 represents the engines of the " Neaira," modified as bal- 
 anced quadruple tandem engines, fitted with steam 
 jackets on three cylinders, and so arranged with move- 
 able stuffing boxes that the lower pistons, cylinder heads, 
 and valves, can be removed without disturbing the 
 upper cylinders, and all this will occupy no more space 
 
172 THE PROGRESS OF MARINE ENGINEERING. 
 
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THE PROGRESS OF MARINE ENGINEERING. 1 73 
 
 than an ordinary single upright engine. 
 
 The steel steam yacht, "Restless," built in 1887 by 
 Houston & Woodbridge, for W. M. Singerly of Phila- 
 delphia, was 100 ft. long, 16 ft. beam, and 9 ft. 6 ins. 
 deep. 
 
 The engines of the "Restless" are also of the bal- 
 anced compound type, designed and patented by T. 
 Main, and constructed by R. Wetherell & Co. ; they 
 have cylinders 13 and 24 ins. diam., by 16 ins. stroke, 
 similar to those on the "Neaira," and have been used 
 for six yachting seasons with good success. 
 
 When engines of this type are on a large scale they 
 may be arranged with two sets of cranks at right angles, 
 the high pressure and first inermediate connected to the 
 forward cranks, and the second intermediate and low 
 pressure pistons connected to the after cranks. 
 
 As an example of the progress of steam ships on 
 the Great Lakes, the two twin screw steel vessels now 
 building at Cleveland, O. , for the Great Northern Railway, 
 and Northern Steamship Co. , may be given. They are 
 intended to run from Buffalo to Duluth in connection 
 with the Great Northern Railway from Duluth to 
 Everett on Pugent Sound. 
 
 The ships are being built by the Globe Iron Works 
 Co. , Cleveland, and are 380 ft. long over all, 44 ft. beam, 
 and 34 ft. deep; they will cost $550,000 each, and will 
 
174 THE PROGRESS OF MARINE ENGINEERING. 
 
 Tiave a speed of 20 miles an hour. They will be fitted 
 -with two sets of quadruple expansion engines, with cyl- 
 inders 25 ins., 36 ins., 51^^ ins., and 74 ins. diam., by 
 42 ins. stroke, to develop 7000 I. H. P. The boiler 
 power will consist of a battery of twenty-eight Belleville 
 boilers to carry 225 lbs. of steam, piston valves and Joy 
 valve gear; independent air pumps, and condenser, 
 twin screws, each 13 ft. diam. by 18 ft. pitch. 
 
 It is expected that the distance of 1000 miles will 
 be run in 50 hours, and that the outcome of the present 
 contract will be six vessels to form a daily line. The 
 Great Northern already has a fleet of six large steel 
 freight steamers, which have been running from Buffalo 
 to West Superior for the past four years. 
 
 There is now a large fleet of steel screw freight 
 steamers, with compound and triple-expansion engines, 
 on the Lakes, engaged in transporting ores, grain, and 
 other merchandise, besides a number of twin screw pas- 
 senger steamers. 
 
 The Long Island Sound steamboat, "Richard 
 Peck," furnishes another example of the twin screw 
 passenger and freight boat. She is 300 ft. long on the 
 water line, 316 ft. over all, 48 ft. beam, and 62 ft. over 
 guards. The engines are triple expansion, 4,000 I. H. 
 P., two propellers 10 ft. 6 ins. diam., speed about 18 
 miles an hour; built by Harlan & HoUingsworth, Wil- 
 
THE PROGRESS OF MARINE ENGINEERING. 1 75 
 
 mington, Del. This boat runs between New York and 
 Newhaven, Conn. 
 
 The twin screw steamboats, "Monmouth" and 
 "Sandy Hook," which run from New York to Port Mon- 
 mouth in connection with the railroad to Long Branch, 
 are examples of fast boats; length 270 ft. over all, beam 
 35 ft., depth 15 ft. 6 ins., tonnage 1440 tons. They 
 have two sets of triple-expansion engines ; the cylinders 
 are 19 ins., 39 ins. and 50 ins. diam., by 30 ins. stroke, 
 revo. 165 per min. ; four boilers, steam pressure 160 
 lbs., speed about 18 miles an hour. 
 
 The "Monmouth" was built by Cramps, and the 
 "Sandy Hook" by Harlan & HoUingsworth. 
 
 The freight steamers, "Cufic," "Runic," "Tauric," 
 "Nomadic," "Naronic," "Bovic," "Civic" and "Goth- 
 ic" followed the "Majestic" in the White Star Line. 
 Their tonnage is from six to eight thousand tons each, 
 they were built by Harlan & Wolff, have triple-expan- 
 sion engines, with steam jackets, carry i8o lbs. steam, 
 have Howden 'shot-blast, evaporators, and all improve- 
 ments, speed about 13 knots, and are considered the larg- 
 est and most economic freight carriers up to date, (1893) ; 
 the latest have two screws. 
 
 It is announced that the White Star Co. are nego- 
 tiating with Harlan & Wolff, Belfast, to construct for 
 their line, two steamers about 680 ft. long, 68 ft. beam, 
 
176 THE PROGRESS OF MARINE ENGINEERING. 
 
 with 45, 000 I. H. p., and to be propelled by three screws 
 at a speed of 27 knots an hour, so that the run across 
 the Atlantic, from Queenstown to New York, will take 
 4j^ days only. 
 
CHAPTER VI. 
 
 About 1853 Congress ordered six frigates to be 
 built at the Navy yards. The ' ' Merrimac, " " Niagara, ' ' 
 "Wabash," "Roanoke," "Colorado," and "Minne- 
 sota," of about 4,500 tons displacement at 24 ft. draught. 
 The "Merrimac" was 300 ft. long over all, and 51.4 
 ft. beam ; the ship was built at Boston, and the engines 
 at West Point Foundry, N. Y. There were two back- 
 acting engines, cylinders 72 ins. diam., by 3 ft. stroke, 
 with the cylinders at the opposides sides of the vessel. 
 The slide valves were worked by a link motion, and 
 there was a separate cut-off valve worked by a separ- 
 ate eccentric, the varying expansion being obtained by 
 a slot in the lever which worked the cut-off valve, and 
 by which the stroke may be lengthened or shortened 
 at pleasure, jet condenser, propeller (Griffith's) 17 ft., 
 4 ins. diam., by 26 ft, 2 ins. pitch, made to hoist up when 
 
178 THE PROGRESS OF MARINE ENGINEERING. 
 
 under sail. There were four boilers, with four furnaces 
 in each, speed 8 to 9 knots, speed with both canvas and 
 steam 12 to 13 knots, steam pressure 10 to 12 lbs., 
 consumption at full steam 40 tons per day, bunker capa- 
 city 600 tons coal, revolutions 45 per minute. 
 
 This vessel was afterwards the celebrated Ram 
 "Merrimac" that fought with the "Monitor" near 
 Newport News, Va. 
 
 The "Niagara" was built at the Brooklyn Navy- 
 Yard, from plans by George Steers, and the engines 
 were direct-actiug, built by Pease & Murphy, of New 
 York, from plans by C. W. Copeland. There were three 
 cylinders, 72 ins. diam., aud 3 ft. stroke, with flat slide 
 valves, and cut-off valves on the sides of the valve- 
 chests, the cranks were 120° apart. There were four 
 Martin boilers with six furnaces in each, grate surface 
 448 sq. ft, heating surface 17,900 sq. ft., propeller 18 
 ft. 3 ins. diam., by 30 ft. pitch, steam pressure 15.5 lbs., 
 speed 10.5 knots, coal per hour 3,980 lbs., coal per I. 
 H. P. per hour 4j^ lbs., revolutions 36.6 per minute. 
 
 The "Niagara" and the British Ship-of-war 
 "Agamemnon" were used in laying the first Atlantic Cable. 
 
 The "Wabash" was built at the Philadelphia Navy 
 Yard, and the engines were built by Merrick & Towne, 
 of Philadelphia, and had the first flat valve in the navy, 
 with the cut-off valves on the back, adjusted by right 
 
THE PROGRESS OF JIARINE ENGINEERING. 1 79 
 
 and left screw on the valve-stem, and a balancing ring 
 on the back. 
 
 The "Roanoke" and "Colorado" were built at 
 the Norfolk Navy Yard, Va. , and the engines at the 
 Tredegar Iron Works, Richmond, Va. They were trunk 
 engines, similar to those built by Penn, of London, for 
 the " Himalaya" troop ship, and many others. 
 
 The ' ' Minnesota " was built at the Washington Navy 
 Yard. The engines were on the trunk plan, similar 
 to those of the " Roanoke," and were built at the Wash- 
 ington Navy Yard, under the stiperintendence of D. B. 
 Martin, Engineer-in-Chief U. S. Navy. 
 
 The enormous expense incurred in keeping these 
 frigates in commission, caused them to be gradually 
 withdrawn and replaced by smaller vessels. 
 
 Accordingly in 1856-57 Congress ordered the build- 
 ing of five steam corvettes. The "Lancaster," "Hart- 
 ford," "Brooklyn," "Richmond," and " Pensacola. " 
 
 The ' ' Lancaster " was built at Philadelphia, tonnage 
 2, 360 tons. The machinery consisted of two back-acting 
 horizontal engines, with cylinders 60 ins. diam. by 30 
 ins. stroke. Two Martin's vertical tubular boilers, pro- 
 peller 12 ft. diam. by 19 ft. pitch, speed 9 to 10 knots 
 an hour. 
 
 The "Hartford," Admiral Farragut's iiagship at 
 Mobile, was built at Boston, and was 264 ft. long over all. 
 
l8o THE PROGRESS OF MARINE ENGINEERING. 
 
 44 ft. beam, draught loaded i6 ft., tonnage 1990 tons. 
 She had two horizontal engines, cylinders 62 ins. diam. 
 
 AUMIRA_L FaRRAGUT. 
 
 by 34 ins. stroke, iDropeller 14 ft. 6 ins. diam. by 24 ft. 
 pitch, made to hoist up out of water. Two Martin's 
 vertical tubular boilers. 
 
THE PROGRESS OF MARINE ENGINEERING. lOI 
 
 The " Brookl3m " was built by J. Westervelt, of New- 
 York, and was 247 ft. long, 43 ft. beam, and 22^ ft. 
 deep, tonnage 2000 toils. The engines were built by 
 Pease & Murphy, of New York, and were direct-acting 
 horizontal, the two cylinders were 61 ins. diam. by 33 
 ins. stroke, with flat slide valves on the upper side, and 
 had adjustable cut-off valves on the back, on the Myers 
 or. Bourne plan, with right and left screws for adjust- 
 ment, jet condenser. She had two Martin boilers, with 
 brass tubes, propeller 14 ft. 6 ins. diam. by 26 ft. pitch, 
 speed 10 knots an hour. 
 
 The "Richmond" was built at Norfolk, Va., and 
 was 259 ft. long, 42 ft. beam, draught 16 ft., tonnage 
 1934 tons; two horizontal engines, cylinders 58 ins. 
 diam. by 30 ins. stroke; two Martin boilers, propeller 
 14 ft. diam., Sickels' valve arrangement. 
 
 The "Pensacola" was built at Pensacola, Florida, 
 and was 231 ft. long, 44 ft. beam, 21 ft. deep, draught 
 17 ft. tonnage 2158 tons. The engines were horizontal, 
 had four cylinders about 60 ins. diam. by 3 ft. stroke, 
 with single poppet valves, and cut-off gear; Bodmer 
 compensating balanced cranks, one set at right angles 
 to the other, the pistons worked in opposite directions, 
 two on one set of cranks and two on the other set ; these 
 engines were constructed in the Washington Navy Yard 
 under the supervision of Dickerson & Sickels ; there was 
 
1 82 THE PROGRESS OF MARINE ENGINEERING. 
 
 some delay in finishing them, but when tried they 
 ■worked well, and the ship made a speed of 13 knots, 
 but as a controversy arose between the designers and 
 the Engineer corps of the Navy, the engines never seem 
 to have got justice done to them ; they were finally re- 
 moved, and a pair of 60 ins. by 3 ft. stroke engines sub- 
 stituted. 
 
 In 1857-58 Congress ordered the building of seven 
 steam sloops of war or gun-boats: the "Iroquois," 
 "Wyoming," "Mohican," "Dacotah," "Seminole," 
 ' Pawnee, " " Narragansett, " and the side wheel steamer 
 * 'Saginaw." The vessels were built at the Navy Yards, 
 and the engines were built from competitive plans furn- 
 ished by the builders. 
 
 They were the first U. S. Naval vessels in which 
 the surface condenser was introduced. There were 
 sixteen sets of plans presented by the different builders 
 to the Navy Department, for their consideration. The 
 first award, and the highest price, $130,000, was given 
 for the machinery of the "Iroquois." That plan was 
 the most compact, and allowed 230 tons of coal in the 
 bunkers, which was more than the others gave in the 
 space allotted. 
 
 This vessel was built at the Brooklyn Navy Yard 
 by constructor B. F. Delano, and was 225 ft. long, 34 ft. 
 beam, by 16 ft. deep, tonnage 1016 tons, draught about 
 
THE PROGRESS OF MARINE ENGINEERING. 1 83 
 
1 84 
 
 THE PROGRESS OF MARINE ENGINEERING. 
 
 13 ft. The engines were designed by T. Main, and 
 built by Pease & Murphy of New York. They were 
 back-acting horizontal engines, two cylinders 54 ins. 
 diam. by 28 ins. stroke, and counter-balance on the 
 cranks, with Pirisson's double vacuum condenser located 
 over the cross-heads, and this is believed to be the first 
 
 Cylinders OF the "Iroquois." 
 
 condenser^'arranged that way ; the flat slide valves were 
 on the upper side of^the]cylinders, and had cut-off valves 
 on the back, adjusted by'a right and left screw on the 
 valve stem, there was a ring on the back of the valve 
 for relieving the pressure. Propeller, two bladed to 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 185 
 
 hoist up out of the water, was 12 ft. 2 ins. diam. hy igj4 
 ft, pitch. Two Martin vertical tubular boilers, with 
 seven furnaces in each, one of them having one furnace 
 separate to be used as a donkey boiler, or with the 
 others, grate surface 250 sq. ft., heating surface 7,500 
 sq. ft., steam chimney 2 ffa above the boiler, steam 
 
 — i 
 
 Pumps and Condenser of the " Iroquois." 
 
 pressure 30 lbs., maximum revolutions 86 per min., 
 speed 13 J^ knots, I. H. P. 800, coal per day at full speed 
 24 tons, coal per I. H. P. 2.8 lbs. per hour, 18 tons of 
 coal per day gave 76 revolutions, and a speed of 11 J^ to 
 12 knots, and 12 tons coal per day gave 63 revolutions 
 
1 86 THE PROGRESS OF MARINE ENGINEERING. 
 
 and a speed of 9 knots. 
 
 The "Iroquois" was built of live oak, and has had 
 a long and successful career. She went in commission 
 in 1859, and is still in commission now, 1893; has been 
 in continuous service almost, except when undergoing 
 repairs. She was said to have been the fastest vessel 
 in the fleet, when running past the forts at the taking 
 of New Orleans during the civil war. This vessel was 
 always fast, owing to the cylinders being large, the cut- 
 off could be lengthened, when the boilers got to be weak 
 from age, and the pressure had to be reduced, and so 
 the speed could be maintained under all conditions. 
 
 The "Wyoming" was built at Philadelphia, and is 
 232 ft. long, 33 ft. beam, by 15 ft. 10 ins. deep, tonnage 
 997 tons, draught 13 ft. 3 ins. There were two direct- 
 acting engines with double piston rods, slide valves and 
 independent cut-off valves, one surface condenser, cyl- 
 inders not jacketed, 50 ins. diam. by 2 ft. 6 ins. stroke; 
 two large Martin boilers, and one small one^ for donkey 
 boiler, grate surface 242 sq. ft., heating surface 7,890 
 sq. ft. , propeller 12 ft. 3 ins. diam. by 19 ft. pitch, speed 
 9 knots, coal per hour 1461 lbs., coal per I. H. P. 3 lbs. 
 per hour, steam pressure 22 lbs. 
 
 The "Mohican" was built at Portsmouth, N. H., 
 and is 233 ft. long, 33 ft. beam, 16 ft. deep, and 13 ft. 
 draught, tonnage 1000 tons. Has direct-acting engines. 
 
THE PROGRESS OF MARINE ENGINEERING. 1 87 
 
 with two cylinders 54 ins. diam. by 30 ins. stroke. Two 
 Martin Boilers. Propeller 12 ft. 9 ins. diam. by 19 ft. 
 pitch, revolutions per minute 80. 
 
 The " Dacotah " was built at Norfolk, Va., and was 
 227 ft. long, 32 ft. beam, 13 ft. draught, tonnage 1085 
 tons. Two cylinders 63 ins. diam., by 36 ins. stroke. 
 Propeller 126 ins. diam. by 18 ft. pitch. 
 
 The "Seminole " was built at Pensacola, and was 
 219 ft. long, 31 ft. beam, 14 deep, tonnage 801 tons. Two 
 back-acting engines, cylinders 50 inch. diam. by 36 
 stroke, surface condenser. Two Martin boilers, and 
 donkay boiler with one furnace. Propeller 9 ft. 6 ins. 
 diam. by 17 ft. pitch, I. H. P. 750, coal per day 22 tons. 
 
 The " Pawnee " was built at Philadelphia; she was 
 238 ft. long, 47 ft. beam, tonnage 1289 tons. Two hori- 
 zontal direct-acting engines, cylinders 65 ins. diam. by 
 3 ft. stroke. Martin boilers. Two propellsrs each 9^ 
 ft. diam. ; these engines had a series of four gear-wheels 
 connecting to the propeller-shaft, which caused the pro- 
 pellers to revolve in opposite directions ; these wheels 
 never worked satisfactory, which caused the ship to be 
 a partial failure. 
 
 The " Narragansatt " was built at Boston, and was 
 188 ft. long, 32^ ft. beam, 14 ft. deep, draught 9 ft. 
 Two horizontal back-acting engines, cylinder 48 ins. 
 diam. by 28 ins. stroke. Two Martin boilers and one 
 
1 88 THE PROGRESS OF MARINE ENGINEERING. 
 
 auxiliary boiler; propeller 9^ diam. by 18 ft. pitch. 
 
 The machinery for these sloops was built under the 
 superintendence of Samuel Archbold, Engineer-in-Chief 
 U. S. N., with back-acting engines and surface con- 
 densers; was the most compact, most economical in 
 fuel, and had the greatest coal endurance of any machin- 
 ery in the navy up to that time. 
 
 The "Saginaw" was a side-wheel steamer, and was 
 built at Mare Island, Cal. ; she was 163 ft. long, 26 ft. 
 beam; tonnage 456 tons; two inclined oscillating en- 
 gines overhung paddle-wheels, 20 ft. diam. by 6 ft. face; 
 two boilers; bunkers carry 100 tons of coal; consump- 
 tion 5 tons per day. 
 
 In 1859 W. H. Webb, of New York, completed 
 building the "General Admiral" for the Russian Gov- 
 ernment; she was 308^^ ft. long, 54^^ ft. beam, 33 J^ ft. 
 deep, tonnage 4,036 tons, draught 23 ft. This vessel 
 had horizontal back-acting engines, built at the Novelty 
 Works, N. Y., cylinders 84 in. diam. by 45 in. stroke, 
 with jet condenser, propeller 19 ft. diam. by 30 ft. 
 pitch, six return tubular boilers, grate surface 700 sq. 
 ft., heating surface 21,000 sq. ft., revolutions per min- 
 ute 50, speed 13 knots, average speed at sea 12.7 knots. 
 
 In June, 1861, soon after the commencement of 
 the Civil War, the United States Government contract- 
 ed for the building of twenty-three gunboats, to be 
 
THE PROGRESS OF MARINE ENGINEERING. 189 
 
 built from plans and specifications furnished by J. 
 Lenthall for the hulls, and by B. F. Isherwood for the 
 machinery. 
 
 These boats were built of wood and were called the 
 ninety-day gunboats, as it was expected that they could 
 be built in that time. 
 
 The "Winona", built by C. & R. PoiUon, of N. 
 Y., and the "Penobscot" built by Carter, of Belfast, 
 Me. , with engines built by the Allaire Works, N. Y. , 
 may be taken as examples of the others. They were 
 158 ft. long, 28 ft. beam, 12 ft. deep, tonnage 559 tons, 
 draught 10 ft. 
 
 The engines were on the horizontal back-acting 
 plan, but with one piston-rod connected to a cross-tail, 
 which was connected to the cross-head by two side rods, 
 one above the crank-shaft and one below it ; two cylin- 
 ders 30 in. diam. by 18 ins. stroke, the slide valve to 
 have sufficient lap to cut off at ^ of the stroke, link 
 motion. Sewell's surface condenser : two Martin boilers, 
 grate surface, 88J^ sq. ft., heating surface, 2700 sq. ft. 
 steam pressure, 30 lbs. , one Dimphel blower and engine 
 for forced blast; revolutions 90 per minute; speed 9^ 
 knots, propeller 9 ft. diam. by i2j^ ft. pitch. 
 
 At a cruising speed of 71 revolutions, and with 20 to 
 25 lbs. steam pressure, the consumption was 634 lbs. of 
 coal an hour, or 6.8 tons per day, and the speed was 
 
igo THE PROGRESS OF MARINE ENGINEERING. 
 
 6.8 knots. I. H. P. 200, coal per I. H. P. per hour 3.2 
 lbs. These engines were unusually heavy in all their 
 parts, for instance, the piston-rods were 5 ins. diam., 
 which was the usual size for a 50 ins. cylinder on a 
 merchant steamer, or 2. 78 times stronger than was neces- 
 sary, and the other parts were in about the same 
 proportion. 
 
 In 1 86 1, soon after ordering the gunboats, the U. S. 
 Govt, ordered the following vessels of about 1020 tons 
 to be built. The "Oneida," "Kearsarge," "Wachu- 
 sett," "Ossipee," "Housatonic," "Juniata," "Tusca- 
 rora" and "Adirondac. " The engines of the "Oneida" 
 were duplicates of the engines on the "Iroquois," ex- 
 cept that she had a Sewell condenser, and a fixed four- 
 bladed screw propeller. 
 
 The engines on the "Kearsarge" — that sunk the 
 "Alabama" — and " Wachusetts " were similar to those 
 on the ' ' Mohican " and ' ' Seminole. " 
 
 The engines on the other five vessels were of the 
 Govt, type, with 42 ins. cylinders, by 30 ins. stroke. 
 
 In 1862 it was found that the gunboats were of little 
 value to establish the blockade, as they were too slow ; 
 a vessel going 9 knots could not, of course, catch a 
 blockade-runner going 12 to 14 knots, and besides the 
 "Alabama" had so startled the commercial public, that 
 there was a general outcry for fast war vessels. And 
 
THE PROGRESS OF MARINE ENGINEERING. I91 
 
 SO the Navy Department set to work to provide a fleet 
 capable of overhauling and catching her. They built 
 three tjrpes of vessels. The first was a fleet of screw 
 sloops as follows : The "Lackawanna," " Ticonderoga, " 
 " Canandaigua, " "Shenandoah," "Sacramento" and 
 " Monongahela. " 
 
 The "Lackawanna" may be taken to represent the 
 others ; she was built at the Brooklyn Navy Yard by 
 constructor B. F. Delano, and was 256 ft. long over all, 
 38^ ft. beam, 17 ft. 8 ins. deep, tonnage 1610 tons, 
 draught 15 ft. The engines were bUilt at the Allaire 
 Works, N. Y., from plans and specifications by B. F. 
 Isherwood, Chief of the Bureau of Steam Engineering. 
 
 They were horizontal back-acting engines, with one 
 piston-rod connected to a crosstail, which was connected 
 to the crosshead by two side-rods, one above the crank- 
 shaft and one below it. Two cylinders 42 ins. diam. by 
 30 ins. stroke ; the slide-valves were on the outsides of 
 the cylinders, stood on edge, and were made with suffi- 
 cient lap to -cut off at two-thirds of the stroke, and worked 
 by link motion for reversing and backing. Sewell's surface 
 condenser. Propeller four-bladed, and fixed on the 
 shaft, diam. 15 ft., mean pitch 17^ ft. 
 
 Two Martin boilers, and one auxiliary boiler, with 
 14 furnaces in all, grate surface 273 sq. ft., heating sur- 
 face 8950 sq. ft., steam pressure 30 lbs., two Dimphel 
 
192 THE PROGRESS OF MARINE ENGINEERING. 
 
 blowers and engines for forced draft, maximum revolu- 
 tions 68, I. H. P. 8 to 900, speed 1 1 J^ knots. 
 
 When these vessels were going at full speed, and 
 with steam of 30 lbs. , there was very little expansion, 
 (cutting off at two-thirds in a small cylinder), for the 
 power developed, and in consequence of this, the con- 
 sumption was about 28 to 30 tons coal per day, and the 
 coal per I. H. P. from 3 to 3^^ lbs. per hour. The en- 
 gines were unusually heavy in all their parts, the piston- 
 rod was 7 ins. diam., which was the usual size for a 68 
 ins. cylinder on merchant steamers, and the other parts 
 strong in proportion. 
 
 The second type was a fleet of (what was called) 
 ''double-enders," as follows: The "Octorara," "Tioga," 
 "Tennessee," "Sonoma," "Mahaska," "Paul Jones," 
 "Port Royal," "Miami," "Cimerone " and "Cone- 
 maugh. " 
 
 One of these vessels, the "Octorara," built at the 
 Brooklyn Navy Yard, will represent the others. She 
 "was 207 ft. long, 35 ft. beam, by 12 ft. deep, tonnage 
 800 tons, draught 6 ft. 9 ins. There was one inclined 
 engine, cylinder 44 ins. diam. by 7 ft. stroke, with bal- 
 anced poppet valves, arranged with Stevens' cut-off, 
 and two eccentrics, one for going ahead, the other for 
 backing, Sewell's surface condenser, overhung paddle 
 wheels 22 ft. diam. by 8 ft. face; two boilers with ver- 
 
THE PROGRESS OF MARINE ENGINEERING. 1 93 
 
 tical water tubes, each with three furnaces, grate surface 
 97^ sq. ft., heating surface 3000 sq. ft, steam pressure 
 30 lbs., cut-off at fi of the stroke, forced blast by means 
 of Dimphel blower and engine, speed 12 to 13 knots. 
 
 These vessels were similar to the Union ferry boats 
 in New York harbor, fitted with a rudder on each end, 
 so as to go with either end foremost ; coal per I. H. P. 
 per hour about 3 to 3 J^ lbs. 
 
 The third type, or class, consisted of a fleet of 
 twenty-seven double-enders as follows: "Winooski, " 
 "Peoria," "Algonquin," " Ascutney," " Agawam," 
 "lasco," "Metacomet," "Mendota," "Mackinaw," 
 "Lenapee," " Mattabesett, " "Mingoe," "Massasoit," 
 "Otsego," "Osceola," " Pontoosuck, " "Pontiac," " Pa- 
 tuxet," "Sassacus," "Shamrock," "Tacony," "Talla- 
 poosa," " Wyahusing," " Chicopee," " Chenango," 
 ' ' Tallahoma, " and ' ' Eutah. " 
 
 One of these vessels, the "Winooski," built at the 
 Boston Navy Yard, will represent the others. She was 
 240 ft. long, 35 ft. beam, by 12 ft. deep, tonnage 1060 
 tons, draught B% ft. The engine was built at the Etna 
 Iron Works, N. Y., and was inclined, cylinder 58 ins. 
 diam. by 8 ft. 9 ins. stroke, with balanced poppet valves, 
 and Stevens' cut-off gear, set to cut-off at two-thirds of 
 the stroke; Sewell's surface condenser, overhung pad- 
 dle wheels, 26 ft. diam. by 9 ft. face; two Martin's 
 
194 THE PROGRESS OF MARINE ENGINEERING. 
 
 vertical tubular boilers with five furnaces in each, grate 
 surface 195 sq. ft., heating surface 4900 sq. ft., steam 
 pressure 30 lbs., speed on trial 16 miles an hour, revo- 
 lutions deep, 16 per min., light, 21 per min. 
 
 The " Winooski," on a speed trial on Long Island 
 Sound, with 40 lbs. steam, and with blowers going, 
 made 26 revolutions per minute; coal per I. H. P. 3 to 
 3j^ lbs. per hour; cubic ft. in the cylinder 160. 
 
 The "Algonquin" had an inclined engine with 
 single poppet valves, and Dickerson and Sickels' valve 
 gear, cylinder 48 ins. diam. by 10 ft. stroke, cubic ft. 
 in cylinder 125.5 ; two Dickerson's, inclined water tube 
 heating, and vertical fire tube superheating boilers. 
 
 In 1865 a competitive duty trial was made at the 
 dock, foot of Delancy St. , N. Y. , between the ' ' Win- 
 ooski" and "Algonquin," for 96 consecutive hours, (to 
 show economy of fuel in proportion to power,) with the 
 paddle wheels reduced to 22 ft. diam. over the buckets. 
 
 Before this trial began the cut-off on the ' ' Win- 
 ooski" was altered, so as to cut off at yi on the down 
 stroke, and 1-5 on the up stroke. 
 
 The "Winooski" ran the 96 hours trial success- 
 fully, and the indicator cards, dated Dec. 4th, 1865, 
 showed that the engine made 14.8 revolutions with 35 
 lbs. steam, cutting off at yi on the upper, and 1-5 on 
 the lower end of the cylinder. 
 
THE PROGRESS OF MARINE ENGINEERING. 1 95 
 
 The "Algonquin" ran for 48 hours, and then 
 stopped on account of the superheating tubes leaking, 
 and the escaping steam mixing with the soot choked 
 the draught, and prevented the trial being continued. 
 
 The cut-off on the " Winooski" was afterwards set 
 back to the ^ point as before fixed. 
 
 Thus it appears that the Navy Department turned 
 Dickerson's guns (expansion and large cylinder) against 
 himself, and fought him with his own weapons ; they 
 cut off at 1-5 and J^ in a cylinder 28 per cent, larger 
 than Dickerson's. 
 
 In June 1863, during the dark days of the rebellion, 
 just before the battle of Gettysburgh, and the surrender 
 of Vicksburgh to Gen. Grant, when the U. S. Govern- 
 ment was menaced by the Governments of Great Britain, 
 France and Spain, threatening to recognize the Confed- 
 eracy, and to intervene in Mexico, to establish an Em- 
 pire there, and before the July riots in New York. The 
 U. S. Government decided to build the following ves- 
 sels: the " Wampanoag, " "Ammonusuc," "Nesham- 
 iny," " Pompanoosuc, " "Madawaska," "Chattanooga," 
 and "Idaho," of 3500 tons. These vessels were de- 
 signed to be as fast as it was possible to build Men-of- 
 War. 
 
 The Government also decided to build another class 
 of vessels a little smaller, as follows: the "Java," 
 
196 THE PROGRESS OF MARINE ENGINEERING. 
 
 "Ontario," "Kewaydin," "Guemere," " Minnetinka, " 
 " Antietam, " "Illinois," " Piscataqua," " Mosholu," 
 "Contocook," "Pushmataha," "Manitou," "Hassalo," 
 "Mondaman," "Neoranquo," " Williamette, " "Saga- 
 quata," "Watanga," "Aropho," and " Winaloset, " of 
 3200 tons, and less power than the others had. 
 
 It was claimed that the commencement of these 
 vessels, which was widely advertised, prevented the 
 recognition of the Confederacy by the three aforemen- 
 tioned powers, and that the compact was broken, so 
 that the French only, went into Mexico. It was also 
 claimed that, although the machinery of some of them 
 was a total failure, yet the effect produced by them pre- 
 venting foreign interference, was well worth all that 
 they had cost the Government. 
 
 The "Wampanoag," " Ammonoosuc," and"Nesh- 
 aminy," were 335 ft. long, 44 ft. beam, by 23^ ft. deep, 
 tonnage 3500 tons, built in the Navy Yards. The en- 
 gines were horizontal direct-acting geared engines, de- 
 signed by B. F. Isherwood, cylinders 100 ins. diam. by 
 4 ft. stroke, geared about two to one ; the valves were 
 on the outside of the cylinders, and stood on edge, and 
 operated by link motion gear, siirface condenser. There 
 were eight vertical tubular main boilers, and four su- 
 perheating boilers, arranged with two firerooms, one 
 forward and one aft of the engines, with the propeller 
 
THE PROGRESS OF MARINE ENGINEERING. 1 97 
 
 shaft in the middle of it; grate surface 1128 sq. ft., 
 heating surface 31,148 sq. ft., propeller 18 ft. diam. by 
 25 ft. mean pitch, four blades. 
 
 The "Wampanoag" went in commission and made 
 a cruise at sea from Feb. 7th to 17th, 1868, and accord- 
 ing to the official report her maximum speed was 17 
 knots, revolutions of engines 32 per min., of screw 64 
 permin., I. H. P. as per indicator cards 3895, coal per 
 hour 13,371 lbs., coal per I. H. P. per hour 3.43 lbs., 
 steam pressure 37 lbs. 
 
 At a speed of 11^ knots, steam pressure 15^^ lbs., 
 the revolutions were 20 per min., I. H. P. 990, coal per 
 hour 3562 lbs., coal per I. H. P. per hour 3.6 lbs. 
 
 The "Wampanoag" made the 96 hours dock trial 
 Dec. 2ist, 1867, steam 42 lbs., revolutions 24 per min. 
 
 The "Ammonoosuc" made the 96 hours dock trial 
 May 8th, 1868, steam pressure 30.5 lbs., and 27 revolu- 
 tions per min. 
 
 The "Neshaminy" made the 96 hours dock trial 
 Nov. 13th, 1868, steam 34 lbs., revolutions 30.5 per 
 min. , the engines working well during the trial. 
 
 It was found on inspection, Nov. i6th, 1868, that 
 the wooden cogs of the spur gear wheel of the "Nesh- 
 aminy " had worn down during the 96 hours trial ^ of 
 an inch, the crushed wood lay under the wheel, and the 
 cogs on the "Wampanoag," (which lay along-side), had 
 
198 THE PROGRESS OF MARINE ENGINEERING. 
 
 worn about ^ of an inch. 
 
 The ' ' Neshaminy's " engines having made more 
 revolutions than those of the " Wampanoag, " accounted 
 for the increased wear. In consequence of this defect, 
 and the deficient acommodation for the crew, caused by 
 the between-decks being taken up for coal bunkers, the 
 "Neshaminy " and the "Ammonoosuc" never went in 
 commission, but were laid up until they rotted. 
 
 About 1871-2 the "Neshaminy's" machinery, which 
 cost $680,000, was sold back to the builder for $46,000, 
 and was used in the construction of the new compound 
 engines for the ' 'Tennesse, " formerly the ' 'Madawaska. " 
 
 The " Pompanoosuc " was never completed. 
 
 The "Madawaska" was fitted with a pair of Erics- 
 son's bell crank engfines, cylinders 100 ins. diam. by 4 
 ft. stroke, by the Allaire Works Co. N. Y. There were 
 only two journals to the crank shaft, which prevented 
 the engines from being worked up to their power on ac- 
 count of hot journals, the ship could only go about 12 
 knots, although she had power to propel her 16 knots. 
 The engines were removed, and new horizontal tandem 
 compound engines, with two cylinders 40 ins. , and two 
 78 ins. diam., by 40 ins. stroke, were fitted, of smaller 
 power, which made her a useful ship, gave room for 
 the crew, was economical in fuel, and gave a speed of 
 13 knots. She was then called the ' ' Tennessee " 
 
THE PROGRESS OF MARINE ENGINEERING. 1 99 
 
 The " Chattanooga" was built by Cramp, with two 
 direct-acting engines by Merrick & Sons, Philadelphia, 
 cylinders S4 ins. diam. by 3}4 ft. stroke, propeller 18 ft. 
 diam. by 29 ft. pitch>; -'eiglit horizontal tubular boilers, 
 speed about 13 knots. 
 
 The "Idaho" was fitted with Dickerson's engines, 
 built at the Morgan Works N. Y. There were four 
 cylinners 30 ins. diam. by 8 ft. stroke; two propellers 
 14 ft. diam. The ship was not very successful, and the 
 engines were finally removed, and the ship fitted as a 
 sailing ship. 
 
 There were few of the ships of the "Java " and 
 "Ontario" class, of 3200 tons, ever finished. 
 
 They were 315 ft. long, 47 ft. beam, by 23 ft. pins. 
 deep; the engines were of the horizontal back-acting 
 type, two cylinders 60 ins. diam. by 3 ft. stroke, pro- 
 peller 17 ft. diam. by 28 ft. pitch. Four main boilers 
 and two superheating boilers, surface condenser, flat 
 slide valves, with link motion for reversing and cut off. 
 The ships were slow, as the cylinders were small, and 
 the steam was not expanded much, consequently they 
 were expensive on fuel. Many of these engines were 
 stored at the Brooklyn Navy Yard, and afterwards sold 
 for old material. 
 
 It may be asked why the machinery of this great 
 fleet of nearly one hundred steam vessels was construct- 
 
200 .THE PROGRESS OF MARINE ENGINEERING. 
 
 ed on the principle of cutting off at two-thirds of the 
 -stroke, and so expanding the steam of 30 lbs. pressure 
 only one and one-half times, notwithstanding the ex- 
 amples furnished in the "Iroquois," "Wyoming" and 
 " Mohican," and the results obtained in these vessels, 
 tinder the superintendence of S. Archbold, Engineer in 
 Chief U. S. N. 
 
 The reply will be found in the fact, that B. F. 
 Isherwood, the new Engineer in Chief, had a theory, 
 which was promulgated in a report of the Board of U. 
 S. Naval Engineers, to the Hon. Isaac Toucey, Secre- 
 tary of the Navy, and dated Erie, Pa., Feb. 18, 1861. 
 
 This Board was composed of B. F. Isherwood, Theo. 
 Zeller, Robt. H. Long, and Alban C. Stimers. 
 
 The report gave an account of a series of experi- 
 ments tried on the U. S. steamer " Michigan," in the 
 Lake harbor of Erie, Pa. , with the vessel moored to the 
 wharf, from Nov. 10, i860, until date. 
 
 There were seven experiments tried under various 
 degrees of expansion, namely, 4-45, 1-6, 1-4, 3-10, 4-9, 
 7-10 and 11-12 of the stroke; each of these experiments 
 continued 72 consecutive hours, with a constant boiler 
 pressure of 2 1 lbs. ; the steam was cut off by a Sickels 
 gear ; there were two engines, cylinders 36 ins. diam. 
 by 8 ft. stroke, one engine only was used, and the two 
 boilers. 
 
THE PROGRESS OF MARINE ENGINEERING. 201 
 
 The experiments were made, "for the purpose of 
 determining the Relative Economy in Rapport of fuel 
 to power, of using steam with different measures of ex- 
 pansion. " After a long and elaborate report with an 
 illustration of the boilers and seven indicator cards 
 showing the different degrees of expansion, also tabu- 
 lated matter, the Board sums up to their own satisfac- 
 tion as follows: 
 
 " The experiments have been made under the most 
 favorable conditions, not only for obtaining exact com- 
 parative results, but for obtaining the maximum for the 
 large measures of expansion. The boiler pressure was 
 sufiSciently high; the back and friction pressures, the 
 minimum in practice ; the organs of the engine were 
 well proportioned, and functioned properly ; the boilers 
 furnished easily an abundant supply of steam, and never 
 gave the slightest evidence of foaming. Every circum- 
 stance combined to render the results even hypercritic- 
 ally unexceptionable ; yet in all respects, and under all 
 possible changes of condition, they are conclusive 
 against the popular belief in favor of high measures of 
 expansion ; for cutting off the steam at 7-10 of the stroke 
 of the piston is scarcely recognized as working it ex- 
 pansively. 
 
 "With regard to steam jacketed cylinders, there 
 are no published experiments on the results of which 
 
202 THE PROGRESS OF MARINE ENGINEERING. 
 
 we can safely base an opinion. Such a set of experi- 
 ments have yet to be made, and are of the first conse- 
 quence in engineering; but judging from our personal 
 experience, we are by. no means sanguine that, under 
 proper conditions, with engines of and above the med- 
 ium size, any gain greater than a few per centum can 
 be made ; or that this gain will not be as great when 
 the steam is used without expansion, as when it is used 
 expansively. 
 
 " All the claims for great economical gain by the 
 use of steam very expansively have been asserted for 
 engines of the same type as that employed for the ex- 
 periments, and which are the kind almost universally 
 employed for river and marine purposes, the engines in 
 which the cylinder is steam jacketed, or in which super- 
 heated steam has been attempted, consisting of but a 
 few exceptional cases. " 
 
 From this extract of the report of the Lake Erie 
 Board of which Mr. Isherwood was President, and his 
 practice after he became Engineer in Chief of the U. S. 
 Navy, it will appear that he ignored the examples of his 
 predecessors, C. W. Copeland, C. H. Haswell, D. B. 
 Martin and S. Archbold; they had all used the princi- 
 ple of expansion, cutting oif at Y^ stroke, and even less. 
 Adam Hall on the Hudson River had cut-oif at ^ with 
 40 lbs. steam. 
 
THE PROGRESS OF MARINE ENGINEERING. 203. 
 
 Stevens had introduced his cut-off which was gen- 
 erally used at J^ stroke ; David Elder, and Maudslay, 
 used separate expansion valves ; James Watts' patents 
 provided for working steam expansively, and for steam 
 jackets. The Cornish Engineers had used steam of 30 
 lbs. pressure cut off at }i, and they invariably used 
 steam jackets; John Elder was using steam jackets on 
 his compound engines ; James P. Allaire in N. Y. , used 
 high steam chimneys to dry and superheat the steam ; 
 David Elder used steam chimneys (or chests) on the 
 early Cunard steamers, with expansion valves ; and F. 
 Sickels, who had the most perfect cut-off, had applied 
 it on many steamers. 
 
 This Sickels cut-off, with Dickerson's improve- 
 ments, were being introduced on the Naval steamers, 
 "Richmond" and "Pensacola," at the Washington 
 Navy Yard, and were to have single poppet valves, ap- 
 plied to the cylinder heads, so that they might be steam 
 tight, and avoid unnecessary clearance in the steam 
 ports. 
 
 These engines would no doubt have given good 
 satisfaction, and produced good results, if they had re- 
 ceived proper treatment, but as the principles embodied 
 in this cut-off, interfered with the pet theory of the ^ 
 cut-off, Mr. Isherwood seemed determined to destroy 
 them, and did so in the end. 
 
204 THE PROGRESS OK MARINE ENGINEERING. 
 
 His treatment of Dickerson and Sickels was any- 
 thing but fair and impartial. 
 
 The engines on the "Hu-Quang," 76 ins. cylinder, 
 by 12 ft. stroke, and on the S. S. "Golden Rule," 81 
 ins. cylinder, by 1 2 ft. stroke, with single poppet valves, 
 worked well for many years, until the vessels were 
 wrecked. 
 
 The Sickels cut-off was successfully used on the Col- 
 lins S. S. "Baltic," "Empire State," "Kill Von KuU," 
 "Rhode Island," "Eagle," "City of Norwich," and 
 "City of New London," "Suffolk" and "Kings 
 County"; the Fall River Steamboats, "Bristol" and 
 "Providence," and many others. 
 
 The purpose of the experiments was, ' ' to deter- 
 mine the relative economy in (proportion) rapport of 
 fuel to power, with different measures of expansion. " 
 But instead of having the power constant, and varying 
 the steam pressure , the pressure was constant at 2 1 lbs. , 
 and the power varied , by reducing the paddles. 
 
 Consequently (if for no other reason) such experi- 
 ments can have no practical value, besides 2 1 lbs. was 
 taken as the pressure, when 30 lbs. had already been 
 used by Mr. Archbold on the "Iroquois." 
 
 Then again see the absurdity of conducting a 72 
 hours experiment cutting off at 4-45, expanding eleven 
 times, with steam at 21 lbs., and without a steam jacket, 
 
THE PROGRESS OF MARINE ENGINEERING. 205 
 
 or a superheating apparatus, (which is its equivalent) ; 
 any novice knows that such an experiment is utterly 
 absurd. 
 
 J. Bourne in his treatise on the steam engine pub- 
 lished 1851, showed: " That if the steam be stopped at 
 ^, its performance is multiplied 1.7 times; at }i, 2.1, 
 times; at }^, 2.4 times; at 1-5, 2.6 times; at }^, 2.8 
 times ; at 1-7, 3. times, and at >^, 3. 2 times. " Of course 
 we cannot have the same degree of expansion with low 
 pressure steam as with high pressure, and then we must 
 prevent cylinder condensation, either by steam jackets 
 or by superheating. 
 
 J. W. Nystrom, also, in his Pocket Book of Mechan- 
 ics and Engineering, published in Philadelphia 1861, 
 showed the advantage of expanded steam, particularly 
 when it was superheated, and what he had done in that 
 way in Russia. 
 
 And yet in the light of all that, Mr. Isherwood in 
 building the engines for the gun-boats and sloops, 
 adopted the condenser and pump arrangement, and the 
 boilers from the "Iroquois," but discarded the cut-off 
 valve, and reduced the capacity of the cylinder 21.5 per 
 cent. 
 
 In Cornwall, (1842) with 30 lbs. steam, steam jacket, 
 and }4 cut-oif, one horse power was obtained from 2}4 
 lbs. coal. On the "Iroquois," 2.8 lbs; on the "Wyom- 
 
206 THE PROGRESS OF MARINE ENGINEERING. 
 
 ing," 3 lbs.; on the gun-boats and sloops, 3^ to 3j^ 
 lbs.; and on the " Wampanoag " class, from 3.43 to 
 3.6 lbs. 
 
 From all this it will be seen that the ^ cut-off 
 theory was a most expensive one to the nation. 
 
 In some cases before 1869, a superheating appar- 
 .atus was constructed to go in the uptake, but in order 
 to be of much value, it would have to be used in con- 
 nection with expanded steam. 
 
 When John Elder's compound engine was intro- 
 duced in 1872-3, by the Pacific Mail Co., on the Phila- 
 delphia Line to Liverpool, and on the Mallory Line ; 
 with expanded steam, steam jackets, and superheater . 
 Then the Lake Erie two-thirds cut-off theory fell to the 
 ground, and the fallacy was exposed. 
 
 In 1861, W. H. Webb of N. Y., contracted to build 
 two wooden armour plated frigates for the Italian Govt. 
 They were the " Re d' Italia, " and " Re Dou Luigi di 
 Portogallo"; length 285 ft., beam 55 ft., depth 33 ft., 
 tonnage 5,000 tons, armour plate 4 J^ ins. thick. The ma- 
 chinery consisted of two horizontal back-acting engines, 
 ■cylinders 84 ins. diam. by 45 ins. stroke, with slide 
 valves, and cut-off valves on the back, propeller 20 ft. 
 diam. by 31 ft. pitch. Six return tubular boilers, grate 
 surface 700 sq. ft., heating surface 21,000 sq. ft., revo- 
 lutions 50 per min., speed 12 J^ knots an hour. 
 
THE PROGRESS OF MARINE ENGINEERING. 207 
 
 In Jan. 1862, the "Monitor" was launched at 
 Greenpoint, Brooklyn . This vessel was designed by J. 
 Ericsson, built of iron, and was 174 ft. long, 41 ft. 
 beam, and 11^ ft. deep. The engines were horizontal, 
 with two cylinders 40 ins. diam. by 22 ins. stroke, built 
 at the Delamater Iron Works, N. Y., connected by bell 
 cranks and rods to one crank on the propeller shaft, the 
 connecting rods being arranged at right angles to one 
 another, the valves were on the side of the cylinders, 
 "and had an adjustable plate on the back to relieve the 
 pressure, no cut-off valve. This vessel arrived at New- 
 port News, Va., on March 9, 1862, and fought with the 
 Ram, "Merrimac" on that day, speed about 8 knots an hour. 
 
 Many vessels of this type were built during the 
 years of the civil war. 
 
 On December 26, 1863, the iron clad monitor, "Dic- 
 tator, " was launched at the Delamater Iron Works, N. 
 Y. She was also designed by J. Ericsson; length 314 
 ft., beam 50 ft., depth 2 2j^ ft. 
 
 The engines were built at the same works, and had 
 two vertical cylinders 100 ins. diam. by 4 ft. stroke, 
 with trunks in the upper ends, the pistons were con- 
 nected through the trunks to the bell crank shafts, and 
 they were connected to one crank on the propeller shaft,: 
 the weights of the pistons, trunks, links, bell crank arms, 
 and connecting rods, were all centered on the one crank 
 
2o8 THE PROGRESS OF MARINE ENGINEERING. 
 
 pin ; and to balance these weights, there was a counter- 
 balance weight cast on a large overhung crank wheel in 
 which the crank pin was secured; a light crank and 
 shaft led forward to work the eccentrics. 
 
 The air pumps were worked from the bell crank 
 shafts extended. Propeller 21^ ft. diam. by 34 ft. 
 pitch. There were six boilers with two tiers of furnaces 
 and vertical water tubes above them, grate surface 1128 
 sq. ft., heating surface 32,000 sq. ft. 
 
 Owing to the crank wheel being overhung, and 
 only one journal being provided to receive the strain 
 and wear, of these two engines of 5000 I. H. P. the re- 
 sult was, that the engines would propel the vessel about 
 9 knots, with the upper brass and binder of the crank 
 shaft left off, and they would not do any more with 
 them on, on account of that journal getting hot. Sperm, 
 Olive, and Castor oils were used, but it was of no use, 
 as the engines and boilers, with sufficient power to drive 
 the ship 15 knots, could not be driven to propel her con- 
 tinuously, more than 9 to 9^ knots. 
 
 In consequence, the. engines proved to be a com- 
 plete failure. 
 
 The "Puritan," a sister ship was launched July 2, 
 1864, she was never finished, but was sent to Chester, 
 Pa. , where John Roach & Son cut her up and built a 
 new "Puritan," a ship-shape vessel, 290 ft. long, 60 ft. 
 
THE PROGRESS OF MARINE ENGINEERING. 209 
 
 beam, 2oJ^ ft. deep, with double bottom 3j^ ft. deep, 
 which was launched Nov. 6, 1882. This vessel was 
 fitted with twin screws, 15 it. diam. by 21 ft. pitch, and 
 two pairs of compound horizontal engines, cylinders 50 
 ins., and 86 ins. diam., by 3j^ ft. stroke. There are 
 ten cylindrical return tubular boilers with three furn- 
 aces in each, grate surface 570 sq. ft., heating surface 
 17,000 sq. ft., steam pressure 80 lbs., revolutions 68 per 
 min., I. H. P. 3300. 
 
 Owing to the delay in making an appropriation in 
 Congress for armour plate, this vessel is not yet com- 
 pleted, but promises to be an efficient, seaworthy, and 
 formidable vessel. She is now (1893) at the Brooklyn 
 Navy Yard receiving the armour plate, two turrets, and 
 outfit, is ilearly complete. 
 
 In 1862, W. H. Webb of New York contracted with 
 the U. S. Govt, to build the Steam Ram, "Dunder- 
 berg." This vessel was built of wood, 370 ft. long, 72 
 ft. beam, by 2 2j^ ft. deep, draught 21 ft., displacement 
 about 8000 tons, armour plate 4}4 ins. thick, tapering to 
 about 3 ins., speed 15 knots. 
 
 The machinery was built by John Roach at the 
 Etna Iron Works, N. Y. , and consisted of two horizont- 
 al back-acting engines, designed by T. Main, on the 
 plan of the engines of the U. S. Steamer, "Iroquois," 
 (also designed by him); the cylinders were 100 ins. 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 211 
 
 diam. by 45 ins. stroke, with in dependant air and circu- 
 lating pumps, (proposed by E. W. Smith, and built by 
 H. R. Worthington), flat slide valves with cut-off valves 
 on the back, adjustable by right and left screws, and a 
 ring on the back to relieve the pressure, propeller of 
 brass, 21 ft. diam. by 28^ ft. mean pitch, and fixed on 
 the shaft. There were six main boilers and two donkey 
 boilers — designed by E. W. Smith, Supt. for Mr. Webb 
 
 Engines of the "Dunderberg." 
 
 — with two tiers of furnaces, and return horizontal tubes 
 above, grate surface 1250 sq. ft., heating surface 30,000 
 sq. ft., steam pressure 25 lbs., maximum revolutions 
 per min. 62, I. H. P. 6000, speed 15.3 knots an hour. 
 
 This vessel was not completed until Sept. 1866, 
 owing to the delay with the machinery. 
 
 When Mr. Roach contracted for this work, he had 
 never built an engine, knew little about engineering, 
 was an iron moulder, had a small foundry, where he 
 
212 THE PROGRESS OF MARINE ENGINEERING. 
 
 made castings for house-work, and bridge work for the 
 Harlem Bridge, had a few tools for fitting up such 
 work. 
 
 At the same time he contracted to build an oscillat- 
 ing engine for a steamboat, cylinder 66 ins. diam. by lo 
 ft. stroke. Two inclined engines for two double-ended 
 gunboats, cylinders 58 ins. diam. by 8 ft. 9 ins. stroke. 
 Also two sets of double engines, cylinders 44 ins. diam. 
 by 3 ft. stroke, for the Providence screw steamboats, 
 "Electra" and "Galatea." 
 
 In Dec. 1862, Mr. Roach associated T. Main with 
 him as his Superintendent, and this connection existed 
 for many years . Mr. Main had been Supt. Engineer 
 at the Allaire Works, N. Y. , Draftsman at the Fulton 
 Iron Works, N, Y., and had been assistant to David 
 and John Elder in designing and constructing the en- 
 gines of the Cunard steamers and others, from 1847 to 
 1854, in the Vulcan Foundry, and Lancefield Works of 
 Robt. Napier of Glasgow. 
 
 Under these circumstances Roach commenced his 
 great career, and he often said in succeeding years, that 
 for whatever success he had attained, he was largely 
 indebted to Mr. Main for it. 
 
 No doubt but that Mr. Webb's patronage greatly 
 helped his credit with the merchants, and at the banks ; 
 but after all, his credit was chiefly based on his eUgi- 
 
THE PROGRESS OF MARINE ENGINEERING. 2I3 
 
 neering success, and at that time he did his business 
 largely on a credit basis. 
 
 He built in succession, boiler shop, foundry exten- 
 sion, machine shop, blacksmith shop, coppersmiths 
 shop, brass foundry, and fitted them 'with engines, 
 shafting, travelling and swing cranes, planers, lathes, 
 boring mill, slotters, punches, shears, rollers, drills and 
 other tools, and before the engines for the ' ' Dunder- 
 berg" were finished, and those before mentioned. He 
 built also the engines for the (boilers, wheels, and re- 
 paired the engine for the "Guiding Star," 8i ins. by 12 
 ft.), "Rising Star" 100 ins. by 12 ft, "Nebraska" 81 
 ins. diam. by 12 ft. stroke, "Palmilla" double engines 
 36 ins. by 8 ft. stroke, "Bristol" and "Providence "no 
 ins. cylinder by 1 2 ft. stroke ; two pairs of 60 ins. by 3 
 ft. stroke engines, and one pair of geared engines for 
 the "Neshaminy," cylinder 100 ins. diam. by 4 ft. 
 stroke, for the U. S. Govt. , were well under way, besides 
 finishing the Harlem Bridge at the head of Third Ave., 
 N. Y. , and other miscellaneous work. 
 
 Before the " Dunderberg " was finished the war was 
 over, and the U. S. Govt, had no need of the vessel. 
 Meanwhile Mr. Webb had an opportunity to sell her to 
 the French Govt. , and the U. S. Govt, gave their con- 
 sent. 
 
 The " Dunderberg " sailed for Cherbourg on July 
 
214 THE PROGRESS OF MARINE ENGINEERING. 
 
 19th, 1867, and was there called the " Rochambeau. " 
 On a trial there with a French crew, she made a speed 
 of 15.3 knots an hour, but being a wooden vessel covered 
 with armour plate she soon met the fate of all such ves- 
 sels, that is the wood behind the iron decayed. 
 
 In 1873 Congress ordered the building of seven 
 small sloops, and one large vessel. The sloops were 
 the "AUert" and "Ranger," built of iron, and the 
 "Essex," "Alliance," "Adams," "Huron" and "En- 
 terprise," of wood; they were about 175 ft. long, 32 ft. 
 beam, and 10 ft. 3 ins. deep, tonnage 620 tons. 
 
 The engines were horizontal back-acting compound, 
 cylinders 34 ins. and 51 ins. diam. by 42 ins. stroke, 
 built in part from a competitive design by T. Main, to 
 whom was awarded a premium of $1000; namely, one- 
 half for the counterbalancing feature, and one-half for 
 the best plan presented in competition with the plans of 
 the Navy Department. The cylinders were both steam 
 jacketed, slide valves on the outsides of the cylinders 
 with cut-off valves on the backs of them, the high-pres- 
 sure cylinder had one piston rod connected to a cross- 
 tail, which was connected to the crosshead by two side 
 rods. The low-pressure cylinder had two piston rods 
 which connected to the crosshead, one went over and 
 the other under the crank shaft, surface condenser, 
 counterbalance ends on the low-pressure cranks, and 
 
THE PROGRESS OF MARINE ENGINEERING. 2I5 
 
 placed at such an angle as to balance the cranks on 
 both engines, propeller 14 ft. diam. by 19 ft. pitch. 
 There were eight boilers with one furnace in each, 4 ft. 
 6 ins. diam., grate surface 192 sq. ft., heating surface 
 4800 sq. ft. , steam pressure 80 lbs. These boilers were 
 not very successful, the furnaces threatened to collapse, 
 and they were replaced by boilers with two furnaces in 
 each, as in the competitive design. 
 
 The "Trenton" — "the larger vessel — was built of 
 wood at the Brooklyn Navy Yard, and was about 2000' 
 tons. The engines were three cylinder compound, built 
 by J. Roach in N. Y., one high-pressure cylinder 58 J^ 
 ins. diam. and two low-pressure 78 ins. diam. by 4 ft. 
 stroke. 
 
 Eight cylindrical tubular boilers with, three furn- 
 aces in each, grate surface 504 sq. ft., heating surface 
 about 15,000 sq. ft. , steam pressure 80 lbs. This proved 
 to be a very serviceable vessel , and after a successful 
 career she was lost in a hurricane at Samoa in the Paci- 
 fic Ocean. 
 
 In 1882 Congress authorized the construction of 
 four unarmoured cruisers — the "Chicago" of 4500 tons, 
 the "Boston" and "Atlanta" of 3000 tons each, and 
 the "Dolphin" of 1500 tons — to be built subject to the 
 directions of an Advisory Board to be appointed by the ' 
 Secretary of the Navy, . 
 
2l6 THE PROGRESS OF MARINE ENGINEERING. 
 
 ■ In 1883 John Roach of N. Y. and Chester, Pa., 
 contracted to build these vessels. The "Chicago" was 
 315 ft. long, 48 ft. 2 ins. beam, by 31 ft. 4 ins. deep, 
 double bottom 42 ins. deep, mean draught 19 ft., pro- 
 tective steel deck ij^ ins. thick. Two propellers 15^^ 
 ft. diam. by 2 2j^ ft. mean pitch. There were two sets 
 of vertical compound beam engines, with slide valves, 
 and cut-off valves on the high-pressure cylinders, sur- 
 face condenser, independent air, and circulating pumps. 
 Cylindrical tubular boilers, externally fired, furnaces 
 lined with fire brick, steam pressure 80 lbs. , I. H. P. 
 5000, speed i5j4 knots an hour, coal per I. H. P. per 
 hour about 2 lbs. 
 
 The "Boston" and "Atlanta" were sister vessels, 
 length 270 ft, beam 42 ft, depth 26 ft, double bottom 
 40 ins. deep, protective steel deck i J^ ins. thick, draught 
 1 7 ft. There were three horizontal engines, one high- 
 pressure cylinder 54 ins. diam. and two low-pressure 74 
 ins. diam. by 42 ins. stroke, surface condenser, inde- 
 pendent air, and circulating pumps. Propeller 17 ft. 
 diam. by 20 ft. pitch, I. H. P. 3500. There are eight 
 boilers with two furnaces in each, grate surface 400 sq. 
 ft., heating surface 10,000 sq. ft, steam pressure 80 lbs., 
 speed 15 knots, coal per I. H. P. per hour about 2 lbs. 
 
 The "Dolphin" was 240 ft. long, 32 ft beam, 19 
 ft. 9 ins. deep, draught 14}^ ft. The engines were of 
 
THE PROGRESS OF MARINE ENGINEERING. 2 17 
 
 the vertical overhead cylinder type, with surface con- 
 denser athwartship between them, cylinders supported 
 on wrought iron columns diagonally braced, cylinders ' 
 42 ins. and 78 ins. diam. by 4 ft. stroke, slide valves, 
 and cut-off valve on the high-pressure cylinder, inde- 
 pendent air, and circulating pumps. 
 
 There are two double-ended and two single-ended 
 cylindrical tubular boilers, with two firerooms, steam 
 pressure 80 lbs., I. H. P. 2240, speed 15^^ knots, coal 
 per I. H. P. per hour 2 lbs. 
 
 In 1887 the U. S. ships, "Newark," "Charleston," 
 "Baltimore," "Philadelphia," "San Francisco," "York- 
 town," "Concord" and "Bennington," were commenced. 
 
 The "Newark" is 300 ft. long, 49 ft. 2 ins. bgam, 
 draught 18 ft. 9 ins. mean, speed 20.4 knots, twin screws 
 and two sets of engines, steam pressure 150 lbs., dis- 
 placement 4083 tons, I. H. P. 10,500 maximum, coal 
 per I. H. P. per hour about 1.5 lbs. 
 
 The "Charleston," "Baltimore," "Philadelphia'' 
 and "San Francisco," are similar to the "Newark." 
 
 The "Yorktown," "Concord" and "Bennington" 
 are 234 ft. long, 36 ft. beam, 14 ft. mean draught, dis- 
 placement 1700 tons, I. H. P. 3600 maximum, speed 
 16.6 knots. 
 
 Two sets of triple-expansion engines, cylinders 22 
 ins., 31 ins. and 50 ins. diam. by 30 ins. stroke, fitted with 
 
2l8 THE PROGRESS OF MARINE ENGINEERING. 
 
 liners but unjacketed, which is singular in view of the 
 great economy of steam jackets when properly applied 
 and worked, with high pressure steam, piston valves ; 
 air, circulating, and bilge pumps independent of the 
 main engines; two three-bladed screws about loj^ ft. 
 diam. There are four cylindrical horizontal tubular 
 boilers, grate surface 220 sq. ft., forced draught by 
 closed fireroom. Coal per I. H. P. per hour about 1.5 lbs. 
 
 Since 1889 the U. S. Govt, have begfun the con- 
 struction of seven armoured ships, the " Maine," 
 "Texas," "Monterey," "New York," "Indiana," 
 "Massachusetts" and "Oregon"; and seven cruisers 
 known as Nos. 6, 7, 8, 9, 10, 11 and 12. 
 
 The "Maine" may be taken as an example of the 
 others; she is 324 ft. long, 57 ft. beam, mean draught 
 21 ft. 6 ins., displacement 6682 tons, speed 17 knots, 
 and was built at the Brooklyn Navy Yard. 
 
 The engines were built at the Quintard Iron Works 
 N. Y. There are two sets of vertical triple-expansion en- 
 gines, cylinders 355^ ins., 57 ins. and 88 ins. diam. by 
 3 ft. stroke. There are to be eight cylindrical return 
 tubular boilers, with three furnaces in each, grate surf- 
 ace 553 sq. ft., heating surface 18,800 sq. ft., steam 
 pressure 135 lbs., forced draft under the grate bars ; two 
 three-bladed propellers 15 ft. diam. 
 
 This vessel was launched Nov. 18, 1890, but none 
 
THE PROGRESS OF MARINE ENGINEERING. 2I9 
 
 of this class are yet finished. 
 
 Protected cruiser No. 6, may be taken as an ex- 
 ample of some of the others; she is 340 ft. long, 53 ft. 
 beam, zij^ ft. mean draught, displacement 5500 tons, 
 I. H. P. 13,500, speed 20 knots. There will be two sets 
 of triple-expansion engines, cylinders 42 ins., 59 ins. and 
 92 ins. diam. by 42 ins. stroke, revolutions 129 per min. ; 
 grate surface in boilers 824 sq. ft., heating surface 28,- 
 300 sq. ft., steam pressure 160 lbs. 
 
 The twin screw armoured cruiser, "New York,'' 
 is 380 ft. long, 64 ft. 10 ins. beam, by 23 ft. 6 ins. 
 draught, displacement 8,150 tons. She has two sets of 
 triple-expansion engines to drive each propeller, the 
 cylinders are 32 ins., 46 ins. and 70 ins. diam. by 3 ft. 6 
 ins. stroke, liners in cylinders, but not used for steam 
 jackets, (which seems singular), piston valves. Six 
 double-ended boilers with eight furnaces in each, and 
 two auxiliary boilers, grate surface 988 sq. ft., heating 
 surface 31,000 sq. ft., steam pressure 160 lbs,; two 
 three-bladed propellers 16 ft. diam. by 20 ft. pitch, rev- 
 olutions 129 per min., mild forced draught, speed on 
 trial 20 to 21 knots, three smoke pipes. 
 
 Cruiser No. 12, known as the "Pirate," is another 
 example, and is 412 ft. long, 58 ft. beam, 24 ft. draught, 
 displacement 7475 tons, I. H. P. 21,000 maximum, speed 
 22 knots. There will be three screw propellers, and 
 
220 THE PROGRESS OF MARINE ENGINEERING. 
 
 Engines OF the "New York 
 
THE PROGRESS OF MARINE ENGINEERING. 221 
 
 Engines of the "New York. 
 
222 THE PROGRESS OF MARINE ENGINEERING. 
 
 three sets of triple-expansion engines, cylinders 42 ins. , 
 59 ins. and 92 ins. diam. by 3j^ ft. stroke, revolutions 
 i29permin. There are six cylindrical boilers with 
 eight furnaces, and two with six furnaces in each, grate 
 surface 1285 sq. ft, heating surface 43,272 sq. ft., 
 steam pressure 160 lbs., probable consumption 1.5 lbs. 
 per I. H. P. per hour. 
 
 It is the intention to run this vessel full power with 
 the three screws, two-thirds power with the two out- 
 board screws, and one-third power with the centre 
 screw, as may be necessary, the engines working at full 
 power in each case, as it is believed they will work with 
 more economy that way, than at a reduced power. 
 
CHAPTER VII.— Conclusion. 
 
 In the foregoing statements I have endeavored to 
 give some examples in the progress of marine engineer- 
 ing, from the time of Watt until the present day, pru- 
 dence suggests that it is desireable to know what pro- 
 cess others have made, before we attempt to progress 
 ourselves. 
 
 At the present time (1893) when steamers are built, 
 and being built to steam 20 to 27 knots an hour, and to 
 develop from 20,000 to 45,000 I. H. P., it is important 
 that this power should be produced at a small expendi- 
 ture of coal. It has been demonstrated in theory that 
 . 2 lbs. of coal will produce one horse-power, and yet on 
 first-class Atlantic steamers with triple-expansion en- 
 gines and 180 lbs. steam, 1.5 lbs. of coal is still required 
 for one horse-power per hour. 
 
 It may be interesting to trace some of the causes of 
 this discrepancy. 
 
224 THE PROGRESS OV MAKINK ENLrlNEERING. 
 
 Before i860, attempts had been made by Watt, Hall 
 and others to produce a reliable surface condenser, in 
 order to furnish fresh water to the boilers, with the view 
 of using high-pressure steam, and to prevent the neces- 
 sity of blowing off the salt and lime deposited in the 
 boilers, from the sea water. It was then the custom to 
 use copper or brass tubes, but the coperas from them 
 was found to injure the boilers, grease and tallow from 
 the cylinders, also got into the boilers and produced in- 
 jurious results, the packing at the ends of the tubes also 
 caused trouble. 
 
 But about this time the practice of tinning the 
 brass tubes was introduced, and W. Sewell, H. Allen 
 and W. A. Lighthall of New York, and Mr. Spencer of 
 England, patented methods of packing the condenser 
 tubes, and the practice of introducing zinc plates in an 
 iron cage suspended in the boiler, to prevent galvanic 
 action, together with methods of intercepting the grease 
 and tallow, and of using much less tallow and oil in the 
 cylinders, has made the surface condenser a reliable 
 apparatus. 
 
 Since then Cobb, Volz, and Wheeler of New York, 
 have made improvements in combined surface con- 
 denser and feed-water heater, and condenser without 
 any packing, and several types of evaporators have been 
 introduced for the purpose of supplying the deficiency 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 225 
 
 of fresh water, produced by leaks and waste at the 
 gauge cocks. These evaporate the sea water in a vac- 
 uum, which leaves the salt and lime soft and easily re- 
 moved ; so that now, when this surface condensing ap- 
 paratus is properly attended to, the result is all that can 
 be desired. 
 
 The subject of expansion has received careful at- 
 tention from scientific engineers, by expanding steam 
 
 VoLz's Patent Combined Surface Condenser 
 AND Feed Water Heater. 
 
 of 160 to 200 lbs. pressure in three and four cylinders, 
 with steam jackets made steam tight, with proper means 
 of blowing out the air, and draining off tne condensed 
 water, though the practice of cutting off with the slide 
 valve does not give as good a result as by a separate 
 cut-off valve, as formerly used on the compound and 
 low-pressure engines. 
 
 • The practice of leaving off, neglecting, and talking 
 against the steam jacket, seems unwise, and shows a 
 
226 THE PROGRESS OF MARINE ENGINEERING. 
 
 lack of knowledge of the subject. The motive is to save 
 a little expense in the construction, and a little trouble 
 in taking care of it. 
 
 J. P. Joule the experimental philosopher has de- 
 monstrated, that heat and mechanical force are identical 
 and convertible ; that an English thermal unit of heat, 
 or that which is required to raise one pound of water 
 one degree, is capable of raising 772 lbs. weight one 
 foot in height. This is known as the mechanical equiv- 
 alent of heat, or "Joule's Equivalent." And inversely, 
 772 lbs. descending, or Joule's equivalent, will raise one 
 pound of water one degree, or produce one thermal unit.' 
 Consequently Joule's equivalant is equal to 772 foot lbs., 
 or one thermal unit. 
 
 From this it follows that one horse-power, or 33,000 
 lbs. raised one foot high is equal to ■a-|4t-^=42- 75 Joule's 
 equivalents, or thermal units, per horse-power per 
 minute. 
 
 Rankine says, "Heat-energy and mechanical energy 
 are mutually convertible, one British thermal unit being 
 the equivalent in heat-energy, of 772 foot-pounds of 
 mechanical energy." 
 
 D. K. Clark says, ' ' Heat and mechanical force are 
 identical and convertible. Independently of the med- 
 ium through which heat may be developed into me- 
 chanical action, the same quantity of heat is resolved 
 
THE PROGRESS OF MARINE ENGINEERING. 227 
 
 into the same quantity of work. The motion gained by 
 the piston of an engine, will be precisely equivalent to 
 the energ>', heat, or molecular motion lost by the atoms 
 of the gas ; and it would be as reasonable to expect one 
 billiard ball to strike and give motion to another with- 
 out losing any of its own motion, as to suppose that the 
 piston of a steam engine can be set in motion without a 
 crresponding quantity being lost by some other body. " 
 J. B. Lightfoot of London, in a paper on Refriger- 
 ating Machinery, read before the Institution of Mechan- 
 ical Engineers, 1886, says: 
 
 ' ' As mechanical work and heat are mutually con- 
 vertible, it is obvious that, if during expansion a gas 
 — or steam, for it obeys the same law — is caused to per- 
 form work on a piston, its supply of heat must be drawn 
 on to an extent measured by the thermal equivalent of 
 the work done, provided no extraneous source of heat 
 exists from which the deficiency can be made good ; and 
 the gas — or steam — after expansion will be colder than 
 it was before expansion. Expansion behind a piston 
 without the addition of heat from any extraneous source 
 is called adiabatic expansion. 
 
 From this it will be seen that every horse-power 
 developed in a steam engine, represents 42^ Joule's 
 equivalents of power or work applied to the machinery, 
 and 42 %. thermal units of heat lost by the steam in the 
 
228 THE PROGRESS OF MARINE ENGINEERING. 
 
 cylinder. And if steam of i6o lbs. pressure is. expanded 
 adiabatically, (or without a steam jacket or superheater) 
 in a triple-expansion engine, with a ratio of i to 8 be- 
 tween the high and low-pressure cylinders, and cutting 
 o£E at half stroke in the high pressure, or i6 expansions, 
 the loss from cylinder condensation must be immense. 
 And in fact it is found to be so, for when such engines 
 are working at half power, it is found to be necessary 
 to open the pass-over valve, so as to admit high-pressure 
 steam to the low-pressure cylinder, in order to prevent 
 the low-pressure piston from pounding on the condensed 
 water in the cylinder. 
 
 It would be greatly to the interest of owners to in- 
 sist that their engines were fitted with properly con- 
 structed steam jackets, steam tight, and with provision 
 for freeing them from air and water, and also to insist 
 that the engineers operate them properly, and report 
 results. 
 
 D. K. Clark in his manual for Mechanical Engi- 
 neers, 1889, reports, (from his own experiments on 
 locomotive engines): "That in jacketless cylinders, im- 
 perfectly protected, the quantity of steam condensed 
 amounted to from 11 to 42 per cent, of the whole of the 
 steam admitted to the cylinders, according to the period 
 of admission. " 
 
 He further reports examples on stationary engines 
 
THE PROGRESS OF MARINE ENGINEERING. 229 
 
 by Mr. Sutcliffe at Saltaire, who found the condensation 
 to be at 7.4 expansions 27 per cent., at 9 expansions 
 36.6 per cent., and at 11. 4 expansions 46.6 per cent. 
 
 E. A. Cowper before the Institution of Mechanical 
 Engineers, i860, showed: " That from indicator figures 
 which he had taken with, and without steam jackets, 
 the loss from the want of the jacket when steam was 
 cut off at 2-7 of the stroke was 11.7 per cent, at 1-5 of 
 the stroke 19.6 per cent, at J^ of the stroke 27.2 per 
 cent., and at i-ii of the stroke 44.5 per cent." 
 
 J. Bourne in his "Recent Improvements in the 
 Steam Engine," 1868, published Mr. Cowper's indicator 
 figures or cards, confirming the results from them. 
 
 A. M. in "Engineering," April 1874, publishes two 
 sets of indicator diagrams from compound engines built 
 by R. Napier & Sons, which were taken during the 
 voyage, the trial continued 24 hours, the same amount 
 of coal was weighed out each watch, the pressure in the 
 boilers was kept at 58 lbs., but the steam jackets were 
 used only on alternate watches of 4 hours, so that gave 
 three sets of diagrams with, and three without the steam 
 jackets. 
 
 The result with steam off the jackets gave 58 revo- 
 lutions and 103 1 H. P. And the result with steam on 
 the jackets gave 63 revolutions and 1182 H. P. ; which 
 was a gain of 5 revolutions per min. and 151 H. P., with 
 
230 THE PROGRESS OF MARINE ENGINEERING. 
 
 the same quantity of coal used in each case. The gain 
 in power was 14.6 per cent, at that degree of expansion 
 when using the steam jackets. From these experiments 
 it does not appear what the heating of the steam jacket 
 cost; but from a paper by Prof. Kennedy of University 
 College London, on compressed air, read before the 
 British Association at Newcastle, 1889, wherein he gives 
 the result of experiments made for several weeks in 
 Paris, with the Popp system of compressed air. The air 
 was compressed at a central station to 75 lbs., then 
 transmitted in pipes 3 J^ miles, and worked in air en- 
 gines, (similar to steam engines) to operate machinery. 
 
 When the air was used cold it had an efficiency of 
 46 per cent, of the power applied to compress it. When 
 heated to 392° Fahr. , it had an efficiency of 64 per cent., 
 and when water was injected into the heated air it had 
 an efficiency of 87 per cent. 
 
 Prof. Kennedy found that when the air was heated 
 it caused a saving of 225 cubic ft. of air per H. P. per 
 hour. This air cost for 10 hours $1.68, and the cost for 
 charcoal to heat the air-heating stove was 1 2 cents ; so 
 that by expending $1.00 for charcoal to heat the air to 
 392° it produced additional work worth $14. 
 
 And as the expansion of all gases and vapors is con- 
 trolled by the same law, it may be assumed that the cost 
 of heating the steam jackets, will be in the same pro- 
 
THE PROGRESS OF MARINE ENGINEERING. 23 1 
 
 portion to the value of the additional work performed. 
 
 T. S. Prideaux in his "Economy of Fuel," by J. 
 Weale London, 1853, says on this subject: "Whenever 
 engines are worked expansively, (and all are, or should 
 be) and more particularly condensing- engines, heating 
 the cylinder should be deemed an indespensible condi- 
 tion, and to neglect doing so, as- act of consummate 
 folly, inasmuch as it is a wanton sacrifice of 30 per cent. 
 of useful effect, when no obstacle exists in the way of 
 its attainment. What makes such remissness the more 
 unpardonable, is the fact, that the advantages of the 
 system have been practically demonstrated and pro- 
 claimed in Cornwall for twenty years past ; whilst the 
 explanation of its mode of action, was made clear by 
 the publication in 1 848, of the researches of Regfnault. 
 Extraordinary however as such a statement may seem 
 to the reader, I believe it to be a fact, that there is not 
 at the present moment (1853), either in the Royal Navy 
 or the Mercantile Marine, a single steamer fitted with 
 any apparatus for heating the cylinders, and as a neces- 
 sary consequence, all their attempts to carry the princi- 
 ple of working expansively, beyond the narrowest lim- 
 its, prove abortions. 
 
 "The cause of this singular supineness must be 
 sought in the fact, that the manufacture of steam en- 
 gines is regarded too much from a commercial point of 
 
232 THE PROGRESS OF MARINE ENGINEERING. 
 
 view, by those engaged in it ; whilst the want of know- 
 ledge of the subject in those who order and pay for 
 them, places them entirely in the hands of the makers." 
 
 This was said in 1853, when steam of 20 lbs. was 
 used, and it applies to-day (1893), with much greater 
 force when steam of 180 lbs. is used in common pracice. 
 
 One direction in which still greater economy of fuel 
 may be obtained, is by using a still higher pressure of 
 steam. Regnault's experiments show that it costs 
 nearly the same to generate steam at high as at low 
 pressures, as follows : Total heat in degrees Fahr. from 
 water at 32°, at 40 lbs. (including atmophere), 
 
 1162° At 100 lbs., 1181° 
 
 At 150 lbs., 1190° At 200 lbs., 1197° 
 
 At 250 lbs., 1203° At 300 lbs., 1208° 
 
 At 350 lbs., 1212° At 400 lbs., 1217° 
 
 So that there is only 55° more heat required to gen- 
 erate steam at 385 lbs., than at 25 lbs. pressure above 
 the atmosphere, or about 5 per cent, additional heat ; 
 and if steam of 25 lbs. is cut off at }i of the stroke, its 
 performance is multiplied 2.1 times. On the contrary 
 if steam of 385 lbs. is cut off at 1-30 of the stroke, or 
 expanded 30 times, its performance will be multiplied 
 4.4 times, or a gain of 210 per cent. 
 
 Before such a pressure of steam can be used it will 
 be necessary to have a different type of boiler. 
 
THE PROGRESS OF MARINE ENGINEERING. 233 
 
 According to U. S. law, in i860, when steam of 30 
 lbs. was used, boilers were tested to 45 lbs. , leaving a 
 margin of 15 lbs. between the working and the test 
 pressure. Now, in 1893, when steam of 160 lbs. is used, 
 boilers are tested to 240 lbs., leaving a margin of 80 lbs. 
 There does not seem to be any sufficient reason why so 
 great a margin should be required now, more than there 
 was then. 
 
 In England under the protest of the builders, who 
 were bursting their boilers while testing them even be- 
 fore they were used, the rule of multiplication was 
 changed to one of addition, and instead of testing to 
 double the working pressure, they now test to go lbs. 
 above, leaving a constant margin of 90 lbs. And they 
 gave the reason for adopting that margin, because it 
 happened to be what they were using when they changed 
 the rule. 
 
 If a reasonable margin was adopted, say 50 lbs., the 
 working pressure might be increased to 200 lbs., on 
 such a test as is now required for 166 lbs. But before 
 any pressure approaching 400 lbs. can be used, it is 
 most likely that some type of water-tube boiler will have 
 to be adopted. There are now several such boilers be- 
 fore the public. 
 
 The Belleville boiler, among the high-pressure 
 water-tube boilers, seems to present very strong claims 
 
234 
 
 l-HE PROGRESS OF MARINE ENGINEERING. 
 
THE PROGRESS OF MARINE ENGINEERING. 235 
 
 for adoption. It was first introduced in France in 1849, 
 and the latest design was made in 1889. It has been 
 extensively used for stationy and marine work, both in 
 the Navy and merchant marine, at pressures up to 200 
 lbs., and in competition with the Scotch type of boiler. 
 This boiler has been adopted by the Messageries Mari- 
 time Co. , (one of the largest in France). They have 
 fitted several of their steamers with this type of boiler 
 to the extent of 7,000 H. P. 
 
 The French Govt, have fitted one of their vessels 
 with Belleville boilers of 14,000 H. P., one of 8,000 H. 
 P., three of 7,400 H. P., and many others. 
 
 The Russian Govt, have fitted one of their ships 
 with boilers of this type of 6,000 H. P., and others of 
 less power. This boiler it is claimed will stand any re- 
 quired pressure, has good circulation, will superheat or 
 dry the steam to a moderate degree, is light and com- 
 pact, its firebrick furnace is conducive to high tempera- 
 ture, and a more perfect combustion, and economy, it 
 is non-explosive, and easily kept in repair, altogether 
 its adoption seems to be a safe operation, and with it 
 steam pressure and economy can be increased. 
 
 The Thorneycroft, Yarrow, Roberts, Almy, and 
 Ward, water-tube boilers are also extensively used, and 
 give satisfaction on small vessels, but thus far have not 
 been adopted on large steamships, (1893). 
 
236 THE PROGRESS OF MARINE ENGINEERING. 
 
 Before the greatest practicable economy of expan- 
 sion can be reached — in addition to the highest attain- 
 able pressure of steam — there should be the smallest 
 possible amount of clearance in the cylinders ; the steam 
 should be cut off sharp in each cylinder at the desired 
 point of cut-off ; that the speed of piston should be the 
 highest attainable, and each cylinder should be steam 
 jacketed. 
 
 According to Boyle and Mariotte's law of the ex- 
 pansion of gases and vapors, the pressure should be one- 
 half, when the volume is doubled, if kept at the same 
 temperature. But in fact the steam expanding in a cyl- 
 inder adiabatically — or without a steam jacket — is not 
 kept at the same temperature, but is controlled by the 
 law of Dalton and Gay-Lussac, and later experiments 
 of Regnault, that when gases are heated from 32° to 
 212" they increase in volume 1.367 times, or diminish in 
 the same proportion when the temperature is reduced. 
 So that adiabatic expansion is controlled by the com- 
 bined laws of Mariotte and Regnault. But when a good 
 steam jacket is used, E. A. Cowper has found that the 
 steam will expand according to the Mariotte law, or 
 when the volume is doubled, the pressure will be one- 
 half. 
 
 The author has designed and patented an engine 
 intended to meet these requirements. 
 
THE PROGRESS OF MARINE ENGINEERING. 237 
 
 The weights of the moving parts, and the pressure 
 due to the work are balanced, by means of compensat- 
 ing cranks, which makes one-half the moving parts 
 balance the other. The working strain or pressure 
 when passing the centres, and consequent friction, is 
 removed from the crank shaft journals — ^which permits 
 a high speed of piston — and the engines occupy much 
 less space. For small powers they are made tandem 
 quadruple, with one set of cranks. But for large powers 
 they are direct-quadruple, and have two sets of cranks. 
 Several engines built on this plan show great steadiness 
 in working, freedom from vibration, and heating of 
 journals, see the "Neaira's" engines. 
 
 Another direction in which still greater economy 
 may be obtained, is by producing a more perfect chem- 
 ical action in the combustion of coal in the furnace. 
 Chemistry defines combustion as ' ' intense chemical ac- 
 tion attended by the evolution of light and heat." 
 
 The product of the combustion of coal in atmos- 
 pheric air, is carbonic acid gas, steam, and nitrogen, 
 which are colorless gases, and whenever smoke appears 
 it is an evidence of imperfect combustion, and conse- 
 quent waste of fuel. 
 
 C. W. Siemens, in a lecture delivered in Bradford 
 1873, in behalf of the British Association, states: "In 
 burning i lb. of carbon in free oxygen, carbonic acid is 
 
238 THE PROGRESS OF MARINE ENGINEERING. 
 
 produced and 14,500 units of heat or thermal units. But 
 in practice we cannot do that, as we burn coal in atmos- 
 pheric air, it is safe to assume that not more than 12,824 
 thermal units can be produced from i lb. of coal. Then 
 as one unit produces 772 foot pounds, we have 12,824 x 
 772=9,900,128 foot pounds from one pound of coal, and 
 if this is divided by 33,000x60=1,980,000 we have 
 f;fM-;Hf=S H. p. per hour from i lb. of coal, or 
 -|-=;.2 lb. of coal per H, P. per hour as the theoret- 
 ical duty of coal. 
 
 The lowest recorded duty is by Rankin and Black- 
 more, which is given at about 1.2 lbs. coal per H. P. 
 per hour, yet this is six times the theoretical duty, which 
 still leaves a large margin for economy. 
 
 One cause of this discrepancy or waste is in the 
 high temprature of the waste ga!ses in the chimney, re- 
 quired to produce strong natural draught, particularly 
 to bum anthracite coal. In regard to this, T. S. Prid- 
 eaux in his "Economy of Fuel," by J. Weale, London, 
 1853, says: 
 
 "I shall no doubt excite general surprise, and per- 
 haps some incredulity, when I state that from a calcu- 
 lation I entered into on the subject (the result of which 
 certainly surprised myself), I find that i lb. of coal ex- 
 pended through the mechanical agency of a steam en- 
 gine, will generate more force, and consequently is 
 
THE PROGRESS OF MARINE ENGINEERING. 239 
 
 capable of producing a stronger current of air, than 500 
 lbs. of coal expended in heating a column of air to act 
 by its diminished specific gravity, through a chimney 
 35 ft. high ; and that consequently, all the products of 
 combustion which are allowed to escape out of the furn- 
 ace into the chimney, before they have fallen below the 
 temperature at which they can be usefully employed — 
 for the sake of producing draught — are most prodigally 
 misapplied . 
 
 "Strange to say however, this is the system at 
 present almost universally employed, apparently in utter 
 unconsciousness of its wastefulness, and notwithstand- 
 ing the fact, that numerous collateral advantages are 
 attendant on the employment of compressed air, not the 
 least of which are the perfect control it gives over the 
 action of the furnace, and the extent to which it enables 
 us to utilize the escaping heat. 
 
 "The result of the employment of this wasteful 
 and unscientific system, is seen in the fact, that in steam 
 engines where an intense draught is employed, the con- 
 sumption of fuel is 25 per cent, more than that of those 
 where the products of combustion are reduced to a com- 
 paratively low temperature before they enter the chim- 
 ney. " 
 
 These remarks apply with equal force at the present 
 day (1893) to natural draught furnaces. 
 
240 THE PROGRESS OF MARINE ENGINEERING. 
 
 Another cause of waste is in not introducing air to 
 the furnace in a proper way. 
 
 Chas. Wye Williams has treated this subject in an 
 exhaustive manner, and wrote a treatise on the subject, 
 which was published by J. Weale London, 1858, which 
 with extensive additions by D. K. Clark, was repub- 
 lished by Crosby, Lockwood & Co., London, 1886. Mr. 
 Williams demonstrated that in return tubular boilers 
 ■with a short run back of the bridge, the proper place to 
 introduce air to consume the furnace gases, was at the 
 front of the furnace, through a plate perforated with J^ 
 inch holes, with an area of from 5 to 6 sq. ins. , for every 
 sq. ft. of grate, when natural draught was used, this 
 arrangement facilitated the mixture of the air with the 
 ■combustible gases, while passing over the fire, before 
 they entered the tubes, and were reduced in tempera- 
 ture. 
 
 In an experiment by Mr. Houldsworth, made for 
 the British Association at Manchester in 1842, he de- 
 monstrated by means of a pyrometer in the furnace, the 
 great increase in the temperature when air was intro- 
 diaced on the plan of C. W. Williams. The decrease 
 when the grate bars became uncovered in places, and 
 when the coal on the grate was leveled — the immediate 
 increase in temperature, which showed the necessity Of 
 keeping the grate bars covered. 
 
THE PROGRESS OF MARINE ENGINEERING. 24I 
 
 Without air admission the mean temperature in the 
 furnace was 975°, and the water evaporated per pound 
 of coal was 5.05 lbs. With air admission the mean tem- 
 perature in the furnace was 1160°, and the water evap- 
 orated per pound of coal was 7.7 lbs. Mr. Houldsworth 
 estiinated the advantages gained by the admission of air 
 to be about 34 per cent. 
 
 The great difficulty with the furnaces in steam 
 ships has been to get the firemen to attend them proper- 
 ly. Mr. Williams states as follows : 
 
 ' ' The facility with which the stoker (or fireman) is 
 enabled to counteract the best arrangements, naturally 
 suggests the advantage of mechanical feeders. Here is 
 a direction in which mechanical skill may be usefully 
 employed : — the basis of success, however, should be the 
 sustaining at all times the uniform and sufficient depth 
 of fuel on the bars. " 
 
 Juke's moving bars, at one time extensively .used 
 in England, met these conditions. The bars moved at 
 about 6 ft. an hour, the coal was fed into a hopper at 
 the front, at a uniform thickness, and the clinkers and 
 ashes were delivered at the back, into a truck on a rail- 
 track in the ash pit, on which they were withdrawn. 
 
 Owing to the complication of this apparatus, and 
 the difficulty of applying it to marine boilers, it never 
 came into use on them. But in regard to its economy. 
 
242 THE PROGRESS OF MARINE ENGINEERING. 
 
 and its smoke consuming, or smoke preventing proper- 
 ties, it has never' been surpassed. It was a continuous 
 coking arrangement, and the air was admitted with the 
 coal into the furnace. On this subject Mr. Prideaux 
 states : 
 
 " If a continuous and equable supply of air is to be 
 furnished to a furnace, then, in order that this supply 
 of air may exactly correspond with its requirements, the 
 supply of fuel must be made continuous and equable 
 also ; so that at all times there shall be just the same 
 quantity of fuel in the same state, that is to say, at the 
 same stage of combustion. This appears to be the most 
 perfect method of working a furnace, and the most ob- 
 vious mode of overcoming the difficulty, and it is accord- 
 ingly to accomplish this object, that most of the at- 
 tempts to prevent smoke and attain perfect combustion 
 have been hitherto directed." 
 
 This plan as we have before shown, was the one 
 pursued by Watt at Soho, where it was in use 50 years 
 and never produced smoke. The furnace was inclined 
 25", and had a broad dead or coking plate, the coal was 
 coked at the front, then pushed back and spread at short 
 intervals. 
 
 This method insures a pro.per chemical action of 
 combustion, the carburetted hy^c^en is contimuoasly 
 evolved, the air is continuously admitted to'consume it, 
 
THE PROGRESS OF MARINE ENGINEERING. 243 
 
 and the carbonic oxide which may rise above the fuel 
 on the grate ; while the air is applied to the carbon on 
 the grate, from the ash pit. 
 
 The author has designed a combined feeding and 
 shaking grate to accomplish these objects. It is a 
 method of operating the ordinary grate bars,' and is ap- 
 plicable to any furnace. 
 
 Another and a third direction in which greater 
 economy of fuel may be secured, is by the ' method of 
 heating the air supplied to the furnaces, by the waste 
 heat of the furnace gases. 
 
 This method termed the hot-blast system, has long 
 been, and is now almost universally used in the smelt- 
 ing of iron. It was first used by J. B. Neilson, Glasgow, 
 in 1830, where he heated the air to 600° in a separate 
 kiln or furnace, and the consumption of coal was re- 
 duced to yi what it had been before. This kiln was 
 afterwards placed over the smelting furnace and the air 
 was heated by the waste gases. 
 
 Siemens afterwards introduced his Regenerative 
 hot-blast stoves, in which he used firebrick to absorb 
 the heat from the waste furnace gases, and return it to 
 the blast on its way to the furnace. By this means he 
 obtained a much higher temperature in the blast, than 
 Neilson had done, and a corresponding economy. 
 
 F. B. Blanchard of New York, used a hot-blast ar- 
 
244 'I'HE PROGRESS OF MARINE ENGINEERING. 
 
 rangement on the steamboat, "J. Faron," which ran on 
 the Hudson River in 1857-58, and which showed very 
 good combustion and great economy. 
 
 Wm. Gorman of Glasgow patented a hot-blast plan 
 in 1852, made some experiments in 1854, and published 
 results in the London Artizan of i860. 
 
 J. Howden of Glasgow patented a system of hot- 
 blast in 1882, which has been applied to many steamers. 
 
 R. Wylie of Hartlepool, England, in 1885 applied 
 a method of hot-blast to the steamer "Stella." 
 
 T. Main of New York, in 1886, patented a combi- 
 nation or system of hot-blast, with some of the features 
 of Blanchard's and C. W. Williams' patents, but adapted 
 to present needs. 
 
 The object of the latter system is to heat the air 
 which supplies the furnaces, from the heat of the waste 
 furnace gases, by means of an air heater, common to all 
 the boilers, placed at the base of the smoke pipe, and 
 forming a part of it. The air is drawn from over the 
 after boilers, and from the engine room, by a blower 
 operating on cool air before it is expanded by heat, and 
 forced through the air heater to the furnaces, delivering 
 about 80 per cent, below, and 20 per cent, above the 
 grate. The temperature of the waste gases above the 
 air heater is found to be 400 to 450°, and below, 700°; 
 and the temperature of the air entering the furnaces 
 
THE PROGRESS OF MARINE ENGINEERING. 
 
 245 
 
 300°. The saving- in coal over the natural draught 
 method is 20 to 25 per cent., according to the firing. 
 When the furnace is kept closed the pressure of steam 
 can be regulated by speeding the blower in the engine 
 room. And when the engines are stopped, the blower 
 can be stopped and combustion arrested completely, and 
 so prevent blowing off steam. 
 
 It will be observed that if the air entering the furn- 
 ace is heated 200 to 250° , it represents that amount less, 
 of heat to be abstracted from the hot coal on the grate, 
 and this is obtained from the waste furnace gases, no 
 combustion can take place until the air is heated to from 
 800 to 1000°. It is not found to be practicable to heat 
 the air to more than 300°, nor to reduce the waste gases to 
 less than 400 to 450°, for there is a margin needed to 
 transmit the heat from the waste gases to the air, and 
 then if the gases were hotter, that would reduce the 
 heating effect in the boiler. 
 
 We have seen that the power to work the blower is 
 so little, that it is scarcely an element in the question, 
 because it renders so much of the heat in the waste gases 
 available for power. It will also be noticed that as the 
 air is so much cooler than the water in the boiler, it will 
 more readily absorb the heat in the waste gases at their 
 low temperatures. The air is admitted high up in the 
 furnace front, which prevents the coal being heated up 
 
246 THE PROGRESS OF MARINE ENGINEERING. 
 
 at the door, and of course the air being cooler and heav- 
 ier than the gases in the furnace, will settle down by 
 gravity and mix with them, the air is distributed by a 
 perforated plate in the furnace front after the plan es- 
 tablished by C. W. Williams. 
 
 It is found that when the air is introduced into the 
 ash-pit, and furnace arbitrarily in the ratio of 4 to i so 
 as to supply the needed oxygen to the carbon and hydro- 
 gen at the proper time and place, in a heated condition ; 
 then the supply of air approximates more closely to the 
 theoretical amount of 150 cubic ft. to each pound of coal 
 consumed, and consequently less surplvis air passes 
 through the furnace, and so producing a cooling effect. 
 
 This is a thing to be guarded against, particularly 
 when we remember, that for every equivalent of oxygen 
 we receive in the atmospheric air, we are compelled to 
 take four equivalents of nitrogen with it, and this nitro- 
 gen is heated in the furnace, and carries off a large 
 mount of heat, which is only partly recovered before it 
 reaches the atmosphere and is lost. 
 
 When it is desired to burn a large quantity of coal 
 per sq. ft. of grate, it is only necessary to adapt the ca- 
 pacity of the blower, to the quantity of coal to be burned. 
 
 It may further be remarked that this method of 
 artificial draught makes it possible to maintain the steam 
 pressure, without any reference to the condition of the 
 
THE PROGRESS OF MARINE ENGINEERING. 247 
 
 atmosphere, for a few more or less revolutions of the 
 blower, will raise or lower the pressure as may be de., 
 sired. 
 
 There is also another most important feature about 
 this system ; when the air is shut off from a furnace, and 
 the door opened for firing, the cool air does not fiow 
 into the furnace from the fire-room, neither does the 
 hot gases from the furnace flow into the fire-room, for 
 the reason that the air pressure in the other furnaces, 
 balances the atmospheric pressure, and so keeps the air 
 at the open furnace door in a state of rest, and this pre- 
 vents the violent expansion and contraction, and leaking 
 of tubes, caused by cold air flowing into the furnace, as 
 it does when the furnace door is opened in an air-tight 
 fire-room, with an air pressure in it. 
 
 For the purpose of deriving the greatest degree of 
 economy from the hot-blast system, it is very necessary 
 that the firing ^ould be properly atteiided to, that the 
 grates should be kept free from clinkers, that the coal 
 should be k^t spread level and no part of the grate left 
 uncovered, that bituminous coal should be coked at the 
 furnace door — then pushed back and spread level on the 
 grate, that the spaces between the grate bars should be 
 so close that small coal could not fall through and be 
 wasted, that a proper thickness of coal should be carried 
 on the grate — leaving sufficient space above for com- 
 
248 THE PROGRESS OF MARINE ENGINEERING. 
 
 bustion, that the coal and ashes should be kept separate 
 on the fire-room floor — and so prevent their mixing and 
 waste, and that the engineers should give special atten- 
 tion to enforce and carry out these conditions. 
 
 For as we have seen from C. W. Williams, the fire- 
 man can with facility counteract the best arrangements, 
 if not controlled. 
 
 From a review of this subject it appears that there 
 is still much economy of fuel, reduced weight of ma- 
 chinery and coal, and reduced space occupied by machine- 
 ry and coal, attainable. Besides there will be an increase 
 of power due to reduced friction, and an increase in cargo 
 space, obained. But these objects have to be gained by 
 means of a combination of improvements, together with 
 the efforts of owners, builders, and operators of steam- 
 ships. The history of the management of Cornish en- 
 gines, and the registry and publishing system practiced 
 in the Cornish district, furnishes one of the best object 
 lessons extant, for the guidance of steamship men in 
 their efforts to attain economy of fuel, in the running 
 of steamships.