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CORNELL 
 
 UNIVERSITY 
 
 LIBRARY 
 
 BOUGHT WITH THE INCOME 
 OF THE SAGE ENDOWMENT 
 FUND GIVEN IN 1891 BY 
 
 HENRY WILLIAMS SAGE 
 
Cornell University Library 
 VM298 .H85 
 
 3 1924 030 901 817 
 
 Overs 
 
 olin 
 
HOWELL'S 
 
 Steam Vessels and Marine Engines 
 
 By G. FOSTER HOWELL. 
 
 Being' descriptions and illustrations of some ol the principal Steamships, 
 
 Steamboats, Steam Yachts and Tugs built in the United States 
 
 during the past live years, together with regular and 
 
 special designs of Compound, Triple and 
 
 Quadruple-Expansion Yacht and 
 
 Marine Pvngines, Etc. 
 
 W^ITH A CLOSINCr CHAPTER ON SAILINO SHIPS 
 AND SCHOONER VACHTS. 
 
 Pt'btjshrd by the American Shipbt-itjier, 
 7 CoENTiES vSeip, Xem' York. 
 
iJ 
 
 tto mv Jfrtent 
 
 (Ibarlcs 36. HDillcr, 
 
 Cbls worn 16 ic0pfcttullv Cet^icate^. 
 
PREFACE. 
 
 >H1'', object of this book is 1<J provide iia\ ;il architects, sliipl>uilders and engineers with a 
 ) work of reference. No book of tliis particular kind, showing iUnstrations of modern 
 American marine engines, has ever Ijeen pubHshed in the United vStates. Many 
 American readers are familiar with that excellent British work, " Maw's Marine Engines," b>' 
 Wm. H. Maw, and if one goes to a technical book publisher for a copy of a publication uptjn 
 marine engines, he will be offered one of the many English or Scotch works on that subject, 
 as no American book can l)e found. The same raa>' be said of works npoii steamships and 
 yachts. In the preparation of this book I have used se\-eral articles and cuts that have 
 previoush' appeared in the leading marine and mechanical journals of the United States and 
 Great Britain. In this connection I will thank in advance the editors and proprietors of the 
 following papers ; Engmeei intr ^ The Engineer, London: The Engineer. Xew York; The 
 Steamship, I^eith, vScotland ; Maritie Engineer, London; Ameriean Engineer, New York; 
 .Atneriean MiuliinisI , New York ; /'),('<;', New York ; Seienlifie Anierie<nt , New York ; Cosiier' ■. 
 Magazine, New York ; Marine Reiieie, Cleveland, Ohio. New York Jim; i nee ring Maga- 
 zine. My thanks are also due Ered J. Miller, Prof. J. G. A. Meyer, W. P. Stephens, Thos. 
 Main, M.E., Wm. A. F'airburn, of Bath, Me., and others, for professional assistance (loan 
 of drawings, cuts, etc. ) in connection with the jjublication of this work. If I have omitted 
 the name of anj' journal or authority from which data or illustrations have been obtained for 
 this publication, it has been quite unintentional. Although the book is intended principally as 
 a work on modern American steam ve.ssels and marine engines, I have, in one or two instances, 
 strayed a little from the plan indicated on the litle-j)age, as is the case in illustrating and 
 describing the old vSavannah and the British steamers Campania, Lucania, Cit>' of Rome, 
 America, Empress of Japan, etc., but these additions to the work will doubtless be appreciated 
 by shipbuilders and engineers. To make the book more intere.sting and complete, portraits of 
 some of the designers and builders of the vessels and engines shown in these pages have 
 been added. A few cuts of some well-known marine men are also inserted, 
 
 G. FOSTER HOWELL, 
 
 Brooklyn, .\. )'., January /, iSi)6. y2 1 LaFAVETTE AvENUE. 
 
TABLE OF CONTENTS. 
 
 STEAMSHIPS, STKAxMBoATS. -MARINE i-'.XCIXES, ETC. 
 
 American Line Steainship St Loins and En.i^ines 
 
 Cunard Line Twin-Screw Steamer Campania and Engines. 
 
 American Steamship Savannali. 
 
 < lid Dnminion Line Steam.ship N'orktrnvn 
 
 British Steamship America 
 
 Steamship Howard 
 
 Twin-Screw Passenger Steamers Northwest and Nortliland . 
 
 Steamship El Sol. 
 
 Twin-Screw Steamer Em]jress of Japan. 
 
 Anchor I<ine Steamshi]) City of Rome. - 
 
 Freij^ht Steamship El Rio 
 
 Red J) Line Steamship Curacoa. . 
 
 Wlialeliack Steamer Joseph L. Colliv 
 
 Whaleback Steamer Charles W. Welmore 
 
 Morgan Line Steamship El Norte 
 
 Ellis iS; Eaves' Induced or .SuctKm Lraft 
 
 The Sea-Going Steel Tug Nottingham 
 
 Twin-Screw Steamer City of Lowell. 
 
 Engines of Steamer Richard Peck 
 
 Engine of Whaleback Steamer Christopher Cohnnbns. 
 
 New Steamer Cape Ann . . 
 
 Plans and Si>ecifications for an Iron Tug, .... 
 
 Fire Boat New Voiker and Engines. . 
 
 Bttston and Portland Steamer Bay State 
 
 Boston Fire Boat No. 44,, 
 
 Steel Tug W, G. Wilmot, of New I )rleans. 
 
 Stuart's Channel System of Construction, . 
 
 Engine of Steamer Nutmeg State . . . 
 
 Chapin's Compound Launch Engine. , 
 
 Burrell-Johnson's Compound Jlarine Engine 
 
 Thropp's Compound Marine Engine . 
 
 Sloat's Fire and Water-Tube Boiler 
 
 Tromblee's Compound Yacht Engine . 
 
 Compound Engine of Tug Edwin H. Mead 
 
 Banshee's Steeple Engines 
 
 E^orbes' Yacht E^ngine 
 
 Hayes' Compound JMarine Engini- 
 
 Smit's Marine Engine 
 
 Seaburv's Triple-Expansion Yacht ;{ngine. 
 
 Wheeler Surfrice Condenser. 
 
 Volz's Patent Combined Surface Condenser and h'eed-W'ater Heater 
 Wells' Balanced Compound and (Juadruple E\])ausiiin Engine. 
 Chase's Quadruple-Expansion ^larine Engine 
 
 Clark's Compound A'acht Engine 
 
 Davis-Farrar Yacht Engines 
 
 Joy \'alve Gear 
 
 Marshall's Yalve Gear. . 
 
 Canfield's Patent Balance Yalve.. 
 
 Bonner's Patent Compound Balance Valve 
 
 Sullivan's Trijjle-Expansion Yacht Engine 
 
 E^ngines of the Yacht Neaira . ... 
 
 Three-Cvlinder Compound Engines of Steamer Pleasure , . . 
 
 Donegan & Swift's Launch tjigine .... 
 
 Lnmgair's Ouadruple-P^xpansion Ivngine 
 
 Steeple Compound En.gines of Ferryboat Cincinnati 
 
 CoUer's Yacht Engine 
 
 See's Ouadruple-Expansion Engines in Tug F;1 Toro 
 
 Riley lK: Cowley's Launch and Yacht Engines 
 
 Paul's Patent Reversing Gear. . . 
 
 Compound Engines of the Hoboken Ferr\-boat Bremen 
 
 <")scdlating Engine of the Connecliiait. .... 
 
 ( iscillating ICngines . . 
 
 Compound Beam Engines of tln' Hnuam 
 
 Beam Engines. 
 
 ,,,i... .Settin.g the Yalves of Beam iMigines. . , . 
 
 Ill Morris' Compound Marine lingine . ... 
 
 i,^ Compound Engine of Steam Yacht Dream. 
 
 13 (hiadruple-F^x-pansion Engines of the Sleainshi]i Kensington 
 
 iS Kiugdon's Patent Engine for Steam Launches 
 
 iS Il.nig's Compound Marine F^ngine. . 
 
 i.S Composite Steam Light A'es.scl 
 
 ^5 STEAil YACHTS. 
 
 26 Composite -\n.\iliar\ Steam Yacht Satanella. . . 
 
 27 Steam Yacht F'ree Lance . 
 
 27 ' Steam Yacht Formosa. . 
 
 30 Steam Yacht Peregrine. ... 
 
 30 T\\in-Screw .Steam Yacht Ilirondelle. 
 
 30 Steam Yacht Valiant . 
 
 33 Steam Yacht Marietta, No. > ......... 
 
 33 i Auxiliary Steam Yacht Seniiraniis 
 
 34 j Wooden Steam Yacht Chetolah , . , . . 
 
 36 I Wooden Steam Yacht Reverie 
 
 37 j Steam Yacht Oneonta ... 
 
 39 ! Steam Yacht Wapiiti and her Ivngincs. 
 
 39 i Steam Yachts Built li\' Win. Cramp i\; Sons 
 
 42 Steam Yaclit FHeanor . . 
 
 4,S Steam Yacht Rex . 
 
 45 Three F'astest Steam \';ichls ..,.,, , 
 
 46 Steam \'aclit Alcedo 
 
 47 Steam Yacht Dungeness 
 
 4S Wooden Steam Yacht Clerinont . . , . , 
 
 49 Steam Yacht Restless . , 
 
 50 Wooden Steam Yaclit Linta 
 
 50 Wooden Steam Yacht Caly]>so . 
 
 ,s2 I Steam Yacht Embla 
 
 .S2 Auxiliary Steam Yacht Wild Duck .... 
 
 53 ! Fast British Steam Launch Wild Duck 
 
 57 SAILING SHIPS, SCIKIOXER YACHTS, ETC. 
 
 ,=;7 Clipper Shi|i Morning Li.ght 
 
 .S7 Celebrated Clipper Slii]) Young America 
 
 57 Wooden Ship Aryan. 
 
 5IS First .\merican Steel Sailing Ship . 
 
 60 Packet Ship Dreadnought 
 
 62 ] American Wooden Shipentine Roanoke 
 
 62 I F'our-Masted Bark Olvmpic. 
 
 66 -Vmerican Steel Bark 
 
 The Largest Sailing Vessel in the World 
 
 69 Five-Masted Ship Maria Rickmers 
 
 vSteel Shipentine Somalie 
 
 F'our-Masted Ship Falls of Earn 
 
 74 ; British Shipentine Afghani.stan 
 
 74 R. P. Joy's Schooner Yacht Pilot . . . . 
 
 7,S Auxiliary Steam Yacht Utowana 
 
 76 .Steel Schooner Yacht Lasca 
 
 79 Reefing Topsails 
 
 Si French Schooner Yacht X'elox 
 
 Si Pilot Boat for Fernamlina, Fla 
 
 82 Swedish Schooner \'acht Sveridge. 
 
 85 The -America. 
 
 85 Combined Cruising ami Racing Schooner 
 
 87 Five-Masted Schooner Gov. Ames, 
 
 88 Manton's Improved Windlass for Fishermen 
 
 89 Providence Fisherman's Windlass 
 
 91 Howell's Automatic Wave Lubricating Life Bno\ . . 
 
 93 Ca])tain William Tunibridgt 
 
 93 'I'ackiug Shi]] ("iff Shon-. 
 
 94 
 
 94 
 
 97 
 
 97 
 
 97 
 
 101 
 
 lol 
 
 103 
 
 104 
 104 
 107 
 loS 
 109 
 109 
 no 
 
 112 
 
 "3 
 "3 
 114 
 117 
 120 
 121 
 121 
 121 
 
 123 
 126 
 126 
 
 128 
 
 130 
 130 
 130 
 132 
 134 
 
 134 
 13'^ 
 137 
 I3« 
 142 
 144 
 144 
 144 
 
 145 
 146 
 
 145 
 147 
 H7 
 147 
 148 
 148 
 152 
 LS4 
 154 
 15H 
 LSS 
 159 
 159 
 159 
 162 
 
 '63 
 163 
 167 
 
PORTRAITS. 
 
 Win. H. WcIjIj, Ainericii's Greatest Wooden Sliipljuililer; l'uunil<r 
 of \Veb>)'s Academy and Home for Sliipbnilders, I'ordluim 
 Heights, N Y. 
 
 Cr.iiii|j Sliiplmildin,!; Works, I'hil; 
 
 late Iron Slll|)l)uil(ler 
 the \\'m. Cram]) \' Sons Sin]) ami 
 
 Electrii: Co., 
 
 San 
 
 Wm. Cram]), Pounder of tin 
 
 ilel])hia, I'a. 
 John Ivoach, Chester, I'a., Lin 
 Chas. H. Cram]), President c 
 
 Engine Building Co. 
 J. C. Henderson, Ex-Chief Engineer (general 
 
 1 Edison Systems), New York .... 
 George W. Melville, Engineer-in-Chief, United States Navy 
 Irving M. Scott, President of the Union Iron Works, 
 
 I'Vancisco, Cal 
 
 Clement A. Griscom, President International Navigation Co., 
 
 Philaileljjhia, Pa. 
 (tCO. W. Dickie, Manager Union Iron Works, San I'raiicisco, Cal., 
 Capt, George I,. Norton, Ivditor New York A/ai iiic Juitniiil 
 John W. Collins, I'jigineer-in-Chiel' U. S Re\emie Marine 
 
 Service, Washington, I). C. 
 W. T. Sylven, Designing and Sn]ieniilenuiiig JMigmecr U. S. 
 
 Lighthou.se Service . . 
 
 Horace See, Engineer and Na\al Architect, .New \'ork 
 W. II. Jacques, of See i\: Jac(|ues . . 
 Cieorge V. Sloat, Sui)erintendin,g Engineer, ( )ld Dominion Line, 
 
 New York . . . . . 
 
 Chas. D. Mosher, Engineer and Naval Architect, New York 
 
 E. Piatt vStrattou, Chief Engineer Surveyor to the Record of 
 
 American and Foreign vShi]:)ping; Consulting Engineer 
 
 by Appointment to the Board of Underwriters, New York, 
 Sonimers N. Smith, M.E., Superintendent Newjiort Ne\vs(A'ir- 
 
 ginia) vShipbuilding and Dry Dock Co . . 
 
 W. F.'Durand, Profes.sor of (Marine) Engineering, Sibley Col- 
 lege, Cornell University, Ithaca, N. Y. ... 
 John Haug, Engineer and Naval Architect, Philadelphia, Pa., 
 Chas. R. Hanscom, Naval Architect, Superintendent Bath (Maine) 
 
 Iron Works. . 
 
 i6,, 
 
 17.? 
 
 I 7-1 
 171 
 
 175 
 17.S 
 
 176 
 176 
 
 '76 
 176 
 
 177 
 177 
 
 177 
 
 b'rank B. King, bjigineer and Naval Architect, Superintendent 
 
 Marine Department, Marj-laml Steel Co., S]Mrrow's Point, 17; 
 Darwin Almy, Inventor and Builder of the .\lm\ Water-Tulie 
 
 Boiler, Providence, K. I . 17S 
 
 Ilem-\- Konitzsky, N'aval Architei't anil Paignieir, Pliiladel|Oii;i 1 7.S 
 
 Richanl P. Joy, Detroit, Mich , the Patriot, and Erie ud ami .\d- 
 
 vocate of American Shii)])ing Interests 171) 
 
 Chas. B. Miller, Founder of the Magnolia Metal Co., New \'ork, 179 
 Chas Ward, of Charle.ston, W. \'a., the Iiuentor .and Builder of 
 
 the Ward Boiler . . 1 79 
 
 l\. E. Roberts, of Red Bank, N. J., Inventor and Builder of the 
 
 Roberts Water-Tube Boiler . . 1 79 
 
 Chas. \i. Hyde, Desi,gning and Constructing Engineer, Bath 
 
 ( Maine ) Iron Works .... 180 
 
 Sinclair Stuart, Shi]) and En.gineer Surveyor to the I "nited 
 
 States Lloyds, etc., New York . . i.Sn 
 
 I bibert Caiifield, Master Mechanic Peiinsvlvania K. K. Slio]is, 
 
 Hobokcn, N. J '. . . ),S<. 
 
 Sam'l J. Clarke, .Superiuteniliii'.; baigiiieer Providene'e i\: .Stoiung- 
 
 tou Line, New ^■ork ... i^-o 
 
 James S. Doraii, Superintending Engineer I nlern.ilioiial Xa^'iga- 
 
 tioii Co , New \'ork . ... i.Si 
 
 (jeorge Clarke, A.ssistant Sui^erintendent, Ivngineer American 
 
 and Red Star Lines, New York . i.Si 
 
 John H. l)ialo,gue, Iron vShipbuilder, Camden, N. J . i,S2 
 
 Gustav Hillmann, Naval Architect, Brooklvn, N. Y., Designer of 
 
 the Steam Yacht Nourmahal, etc., etc ... 1.S2 
 
 T. Jackson ,Shaw, Chief En.gineer the Harlan & Hollingsuorth 
 
 Co., Wilmington, Bel ... . [.S2 
 
 James Dredge, of Messrs. Maw & Dredge, Editors London 
 
 E)iginei:riii)( i.s- 
 
 Capt. Wm. Tnuibridge, Proprietor Hotel St. George, Brooklvn, 
 
 N. Y. ' . ■ . .' 1S4 
 
 Ca]5t. 1. J. ;\Ierritt, of the Merritl Wreckin,g Organization, Xe«- 
 
 A'ork . . . 184 
 
 Philip Hichborn, Chief Constructor, V . S. Navy i(S4 
 
 SThAJiSHii' St. P.\ui,. 
 
 Erratum. 
 
 Ill the description of the engines of steam yacht Cohtmbia, 
 page 121, a t}-pographical error occured. It should read : 
 
 There are two low-pressure C3dinders, each 34 inches in 
 diameter, the same as in the dynamite gunboat Vesuvius. The 
 stroke of pistons is 20 inches. ' ' 
 
S3£?!SBllTOte^SSgfSfSlfp3^gE 
 
 aCQD03aQDr.i-,m.-inD.-o.-io-:Ky>so^r>-yir-r-^ 
 
 nrrYyr¥r>-r,.-v^'^".'iryirjL.u/;'^"y^Oi-inn-^rorin ^x";;^ 
 
 
 The Amp;rican Line Twin-Screw Passengkr and Mail vSteamkr vSt. lyouis. — By the Wm. Cramp & Sons Ship and Kngine Building Co. 
 
HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 The American Line Steamer St. Louis and Engines. 
 
 The dimensions of the vessel are as follows : Length over 
 all, 554.2 feet ; length between perpendiculars, 535.8 feet ; ex- 
 treme beam, 63 feet ; gross tonnage, 11,629.21 tons; net ton- 
 nage, 5,893.73 tons. The St. Louis and St. Paul are sister 
 ships. Both were built by \Vm. Cramp & Sons. 
 
 ENGINES OF THE AJIERICAN LINE STEAMER ST. LOUIS. 
 
 The main engines are of the quadruple-expansion t>pe, 
 with six cylinders working on four cranks, an arrangement de- 
 signed by the Cramps. There are two high-pressure cylinders, 
 and each of these is placed over one of the two low-pressure 
 cylinders. The tandem cylinders are at the forward end, the 
 arrangement being high-pressure and low-pre.ssure working on 
 the first crank, the same working on the second crank, the 
 second intermediate on the third crank, and the fir.st intermedi- 
 ate on the fourth crank. The diameters of the respective 
 C5"linders are : two high-pressure, 28'j inches ; first intermedi- 
 ate, 55 inches ; .second intermediate, 77 inches ; two low-pres- 
 sure, 77 inches. The stroke in each case is 5 feet. The cylin- 
 ders are each .separate castings, and are supported on A-frames 
 at back and front, the conden.ser and its pumps being separate 
 and placed in the wings of the ship. The supporting frames 
 are cast in two parts, each part having three sides only, with 
 flanges to the outside for bolting together. The niside is thus 
 entirely' open, so that the soundness of the casting is apparent. 
 The cylinders are braced longitudinally by cast-iron girders of 
 box section, which also extend between the forward and aft 
 cylinder and the ship's bulkhead, so that there is little tendency 
 to work. The.se bulkheads are .specially stiffened by girders 2 
 feet deep, built of plates and angle bars. Each high-pressure 
 cylinder is carried 24 inches alaove the low-pressure cylinder on 
 cast-iron frames on either .side, and this clearance enables a 
 manhole to be provided on the top of the low-pressure cylinder 
 to admit of examination, etc. The main stop valve is in the 
 engine-room, on the same level as the high-pressure cylinders ; 
 and the inlet to the high-pressure cylinder valves is controlled 
 by a balanced piston throttle valve on the main pipe. The 
 steam pipes, it may be said, are all of steel, lap-welded, with 
 double-riveted flanges, and the largest is 20 inches in diameter. 
 
 Piston valves of the Thom's balanced type are fitted 
 throughout, and they are operated by the usual double-eccen- 
 tric link motion, the bent rod being for the a.stern motion. 
 There are two valves for the low-pres.sure cylinders. The 
 spindle of the high-pressure cylinder valve is worked from 
 the low-pressure valve crosshead through a bell-crank lever. 
 
 The second intermediate and the two low-pressure cyl- 
 inders only have jackets, and these drain into water taps which 
 discharge into the hot-well tank. Outside all the cylinders are 
 coated with asbestos, hair- felt, and covered with sheet steel. 
 Cramp's metallic packing is used throughout. It is somewhat 
 similiar to the United States packing, with cast-iron rings com- 
 pres,sed by a spiral spring. The clearance in the cylinders is on 
 the top of the pi,stons '4 inch, and below, 5 s inch. The piston- 
 rods of the high-pressure cylinders are 6 inches in diameter, 
 and in the other C5dinders8'j inches. The connecting-rod is 
 fully twice the length of stroke, 1 1 feet 3 inches centers, and 
 it is Sj4 inches in diameter at top, and 10 inches at bottom. 
 The connecting-rod at top is not forged with the usual IT-end 
 for the crosshead pins. The cro.sshead connection is built up. 
 
 The top of the rod is squared to a T-piece, with a hole bored 
 through the two heads. On the bottom of the crosshead itself, 
 at either side, there is a forged projection, which is screwed 
 and passed through the holes and bolted. In other words, 
 the cro.sshead brasses have a steel T-piece with pin forged to 
 the bottom which pas.ses through the holes on the top of the 
 connecting-rod. Slipper guides for the crosshead are fitted to 
 one side of the framing. There is a steel flange fitted on 
 either side of the column face, and the slipper works inside it. 
 Between the back of the crosshead and the other frame there is 
 a small gangway to admit of inspection, and to economize 
 weight a hoie is bored through the crosshead brasses, which 
 also have the usual piece for adjustment. 
 
 The crank shaft is 21 inches in diameter, the crank 
 pins 22 inches, the bolts being 5 inches at the bottom of the 
 thread. The cranks themselves are 16 inches broad, the length 
 of pin being 3114 inches, and there is a 6-inch hole through 
 the cranks and pins. The bearings are 26 inches long, and 
 are of cast steel filled with Parson's metal. They are bolted 
 down with 4 '2 -inch bolts, and in the bottom water is cir- 
 culated. Here it may be stated that the bed-plate is of cast- 
 iron box-.section , 3 feet 4 inches deep, and 4 feet 7 inches at 
 the center, the center part, instead of being fiat, being dished 
 to the extent of i foot. The ba.ses of the .standards are fitted to 
 the dished part of the bed-plate as well as the flat portion, so 
 as to tend to obviate the radial "working," which sets up 
 torsional vibration and .strains. 
 
 The thrust shaft is 21 inches in diameter, and solid, the 
 diameter over thrust rings being 33 inches. There are 13 
 horse.shoe collars, each 2^2 inches thick, and the surface on 
 the ahead side is 6,616 square inches. The length of the 
 thrust shaft is 14 feet, and it is secured to the bed-plate of the 
 engines. The horseshoe rings are adjustable bj' a horizontal 
 screw with two nuts for each side, which greatl^^ facilitates the 
 removal of any ring. The turning wheel is immediately aft of 
 the thrust shaft. The engine has two cylinders, S inches in 
 diameter by s inches stroke. The thru.st shaft, by the way, is 
 placed in a recess, and over it, with entrance from an upper 
 platform, is the dj'namo-room. 
 
 The propeller or line shaft is 19 inches in diameter, also 
 solid. It is fitted in lengths of 23 feet, with bearings 14 feet 
 apart. These bearings are 2 feet long, and have cast-steel 
 bobies, filled with Par.son's white metal. There is fitted to the 
 after length of the shaft a portable coupling. It is in halves, 
 and through each half there is a longitudinal feather 5 inches 
 wide and 2 '4 inches deep. The ten bolts were put through the 
 coupling when at a high temperature, the subsequent contrac- 
 tion giving greater binding to obviate slip. This arrangement, 
 which is not usual, is to facilitate the drawing of the shaft for 
 repair. The feathers running longitudinally through each 
 half of the coupling would not have prevented the shaft from 
 backing out when the engine was .going astern, and to over- 
 come this possibility, grooves i inch deep were turned in the 
 shaft, forming collars, which engage in collars and grooves on 
 the coupling. There is no outboard shaft, the framing and 
 plating of the ship being bossed out in the same way as in most 
 high-.speed twin-screw merchant steamers now. The stern 
 shaft, which is 21 inches in diameter, is covered with a liner 
 iij inches, working in lignum-vitse bearings, con.structed in 
 the old style in .strips 3i.< inches broad and 1 inch deep, the 
 division between the strips allowing water to circulate. ' The 
 
HOWKLL'vS STEAM VESSEI.S AND MARINE ENGINES. 
 
 QuADRrpi.E-ExpANSroN EN<iiNi;,s of Sth;ami-;r St. Loris. — Built In- Wm, Cramp & Sons. 
 
 stern gland i.s light, but is packed with Tupper s machine- 
 plaited flax packing. The bosses of the propellers are of steel, 
 with three blades of Parson's bronze, and these, for the pres- 
 ent, are set at a pitch of 2iy2 feet. 
 
 The condensers are, as we have already .stated, separate 
 from the main engines. They are 7 feet 2 inches in.side diameter, 
 and the tubes, which are of seamless brass, are i.^ inch in 
 diameter and 16 feet 83/g inches long. There are six stay rods, 
 and the tubes are supported at two intermediate points between 
 the tube plates. The total condensing surface is 26, 170 square 
 feet. The air-pumps are also placed in the wings of the ship. 
 There are four for each condenser, and they are of the Worth- 
 ington t},'pe, with steam cylinders 26 inches in diameter and 20 
 inches stroke. There are 8-inch valves to each of the four 
 buckets. 
 
 We come now to the boilers, which work at 200 pounds 
 
 pressure, having been tested to 300 pounds by water pressure. 
 There are six double-ended and four .single-ended boilers, each 
 15 feet -^2 inches in diameter, while the former are 20 feet 
 long, and the latter are 10 feet 4^- inches. The shell plates 
 are 19-16 inches in thickness, and are quadruple riveted with 
 I '2 -inch rivets. The front plate is flanged inwards. There 
 are four furnaces in each end, and these have each separate 
 combustion chambers. Thus there are in all 64 furnaces. 
 These are of Fox's corrugated type, and in accordance with 
 latest practice they are slightly reduced in diameter towards 
 the back, so that they may be readil}' withdrawn for repairs 
 without injuring the front of the boiler. The flues are 3 feet 3 
 inches in diameter, of 19-32 inch thickness of metal, and the 
 furnaces, which have ordinarj' fire bars, are 6 feet 10 '2 inches 
 long. There are 416 tubes in the single-ended, and 832 in the 
 double-ended boilers, the total number of tubes in all boilers 
 
HOWKIX'vS STKAM VKSSELS AND MARINE ENGINES. 
 
 13 
 
 being 6,656. The number of stay tubes is 32,S in each double- 
 ended boiler. The fire tubes are 234 inches in external diam- 
 eter, and the thickness of metal 11 B. W. G. , while the .stay 
 tubes are 2^ inches in diameter and >4 inch thick, the dis- 
 tance between the tube sheets being 7 feet. The tubes, bj' the 
 way, are fitted with spiral retarders which have given good re- 
 sults in causing the hot ga.ses to pass in a helical course through 
 the tubes, and thus insure prolonged contact with the surface. 
 The tube plates are 5g inch thick. The diameter of the com- 
 bustion chamber stays at the smallest ba.se is i Yx inches for the 
 outside row, and iS-k inches for the inside row; by 7 inches 
 pitch. The total grate area is 1,144 square feet, and the total 
 heating surface 40,320 square feet. There are six safety valves 
 on the double-ended, and four on the single-ended boilers, all 
 of 4 inches diameter. 
 
 The installation of boilers is equally divided between two 
 water-tight compartments. There are thus three double-ended 
 and two single-ended boilers in each, and the installation is 
 worked under Howden's system of forced draught, by which 
 the air is heated before being passed into the furnace. The 
 stokehold is open, and is specially well ventilated. It is divided 
 longitudinall}' in the middle line b}' a thin plating or screen, 
 which comes to within 6 feet of the heads of the stokers. The 
 down air shaft is on the one side of this screen, and the other 
 side is closed in at the top, excepting the in-take for the forced 
 draught fans. Thus the current of air is brought as near the 
 stoking floor as possible. There is bunker capacity for carrying 
 2,500 tons of coal, which will ju.st equal eight days' consump- 
 tion. 
 
 The Cunard Line Twin=Screw Steamer Campania. 
 
 This splendid specimen of British naval architecture and 
 marine engineering was constructed at the Fairfield Shipbuild- 
 ing Works, Govan, Gla.sgow, and is a sister ship to the Lucania. 
 These works were founded by the late John Elder. The Cam- 
 pania has two sets of triple-expansion engines of 15,000 horse- 
 power each. The dimensions of the hull are : Length over 
 all, 622 feet ; between perpendiculars, 600 feet ; breadth, 65 
 feet ; tonnage, 12,950. The plates are of steel, 25 feet long, 
 6 feet wide and i inch thick. Steam is supplied from twelve 
 main double-ended boilers, 18 feet in diameter and 17 feet long, 
 each having eight corrugated furnaces, giving a total grate sur- 
 face of 2,250 square feet. Each boiler weighs nearly 100 tons. 
 The two funnels, it may be added, are from their lowest section 
 120 feet high, or about the height of the Eddystone lighthouse. 
 They are each 21 feet in diameter. The boilers are in two bat- 
 teries, separated by a coal bunker 65 feet in length. Additional 
 coal bunkers are placed over and around the boilers to protect 
 them from shot in case of war. Natural draught is used, 
 ventilation being provided by means of immense ventilators 
 mechanically driven. The boiler plates are iVz inches in 
 thickness. The bulkhead that divides the two engine-rooms 
 is the only longitudinal bulkhead in the ship. 
 
 The engines receive steam at 165 pounds pressure and 
 are triple-expansion, having five cylinders — two high-pressure, 
 37 inches in diameter ; one intermediate, 79 inches in diameter : 
 and two low-pressure cylinders, 98 inches in diameter, with a 
 stroke of piston in each case of 69 inches. These cylinders are 
 arranged with one high-pressure cylinder over each low-pressure 
 
 cylinder, working tandem on the same rod, and the inter- 
 mediate cylinder between them. These v\ork three cranks, set 
 at angles of 120° from each other, the crank shaft being 26 
 inches in diameter. On her trial trip, with 165 pounds 
 pressure and 28 inches vacuum, at 84 revolutions per minute, 
 the two engines indicated 31,050 hor.se- [jower, and de\'eloped 
 an average speed of 23.18 knots. The engines are of a 
 peculiar type, designed to reduce the space into which engines 
 of great power ma)' be compre.ssed. If the old-fashioned plan of 
 using three cylinders for triple-expansion had been followed, 
 it was seen that the low-pressure cylinders in a case of 15,000 
 horse-power would have been greater in diameter than existing 
 machinery could produce with accuracy, or than space could 
 be provided for in the vessels it was proposed to drive. The 
 plan adopted, therefore, was to divide both the high-pressure 
 and the low-pressure cylinders into two, to place a small high- 
 pressure cylinder on the top of a low-pressure, and to put the 
 pistons in each case on the same piston-rod and work them 
 tandem fashion. The intermediate cylinder stands alone in 
 the middle of the series, and the piston-rods of each connect 
 with one of the three cranks of the screw shaft. This arrange- 
 ment got rid of another difficulty. Formerl}' there appeared 
 Irom the top of the low-pressure cylinders a guide-rod, de.signed 
 to prevent the large circumference of the piston in these large 
 cylinders from wearing unevenly ; but, with steam pressure of 
 over 100 pounds, this guide-rod was a constant source of 
 difficulty. It is by this five-cylinder arrangement entirely 
 superseded. The piston of the high-pressure cylinder acts as 
 a guide-rod for the lower and larger diameter, and the steam is 
 entirely boxed in. The piston, piston-rods and connecting- 
 rods of these engines weigh about 120 tons; they have a .stroke 
 of 69 inches, and at 8i revolutions — the normal speed of the 
 engines — this enormous weight is moved at a di.stance of 
 nearly 1,000 feet each minute. The crank shaft is 26 inches 
 in diameter, and each of the three interchangeable parts weighs 
 27 tons and is some 27 inches in diameter. These, with 
 the thrust shaft 14 feet long, make up a total of 110 tons for 
 each crank shaft. The propeller shaft is 24 inches in diameter, 
 and is fitted in lengths of 24 feet, each length having two 
 bearings; and the thrust block is fitted with fourteen rings. 
 The propeller, which is placed on the end of the shaft without 
 any interior overhanging bracket, is three-bladed, and each 
 blade weighs eight tons, or forty-eight tons in all. 
 
 American Steamship Savannah. 
 
 The first voyages of a .steamship across the Atlantic were 
 made in 1819 by the Savannah, an American ves.sel carrj-- 
 ing the American flag and manned by an American crew. It 
 seems eminently proper to preserve an authentic record of the 
 event connected therewith in our national archives, particularly 
 since the original log-book of the.se voyages is in the collection 
 of theU. S. National Museum. So far as is known, no reliable 
 drawings of the Savannah are in existence. A lithograph, 
 fault)' in many of the details of the hull, sails and rigging, 
 has been the basis of all previous illustrations of this historic 
 ves.sel. In view of this fact, a corrected drawing, based upon 
 early descriptions of this vessel, together with such details of 
 description as are extant, has been made by C. H. Hudson, 
 
14 
 
 HOWFXI.'S STKAM VESSELS AND MARINE ENGINES. 
 
 Thi-; Campania. 
 
 The CrNAki) Twin-Scrhw Stkamer CA^rpANiA. 
 
HOWELIv'S STKAM VESSELS AND MARINE ENGINES. 
 
 15 
 
 Triple-Expansion Engines ok the CA1I^A^'IA. 
 
i6 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 under the supervision of Captain J. W Collins, ex-U. S. 
 Commissioner of Fish and Fisheries, and Curator of the Section 
 of Naval Architecture in the National Museum, Washington, 
 D. C, whose familiarity with the history of naval architecture 
 and the construction of sailing vessels, contemporary with the 
 Savannah, has enabled him to correct many errors and supply 
 the deficiency in the original lithograph. 
 
 The following notes, explanatory of certain technicalities 
 in the drawing, have been furnished by Captain Collins; The 
 history of the Savannah shows that she was designed, origin- 
 ally, for a sailing ship; that her construction was already well 
 advanced when it was determined to make a steamship of her, 
 and that she was rigged as a sailing vessel, steam apparently 
 being considered chiefly auxiliary, to be used principally in 
 calms or with light oi' head winds. The contemporaneous 
 lithograph and all other illustrations of this famous vessel, 
 represent her as a full-rigged ship, with, however, no sails 
 loftier than topgallant sails, with her mainmast and foremast 
 more widely separated than on ships designed for sail alone, 
 and having a round stern. The sailing ships of that period 
 were usually rigged very loftily, commonly carrying royals, 
 while the almost universal type of stern was square. Never- 
 theless, it is reasonable to suppose that those having charge of 
 the rig and equipment of the Savaimah may have felt that light 
 sails, which could be used only in moderate winds, would not 
 be necessary on a ship having .steam as an auxiliary motive 
 power, and that her .stern was round is by no means impos- 
 sible. Therefore, not having any authority for changing tlie.se 
 details, they have been represented as in the original lithograph; 
 the relative positions of the masts, smokestack, and wheels are 
 also retained. In all details of hull and rig, with the exception 
 of those mentioned, the effort has been to produce a ship of the 
 period when the Savannah was built, and special attention has 
 been given to the details of sails and rigging, points in which 
 all illustrations of this ship, previou.sly extant, were markedly 
 erroneous and unsatisfactory. The ship is represented as close 
 hauled on the starboard tack, in a fresh breeze, with her paddle- 
 wheels in motion. She is rising on the slope of an Atlantic 
 swell, leaning well over to the breeze, while the yeasty wave, 
 curling away from her bow and sweeping in foam along her 
 sides, indicates that .she is moving at a good speed. The fore- 
 top-gallant sail has ju.st been clewed up and two seamen are seen 
 climbing the rigging to furl the canvas, while in the distance 
 another ship is in sight, running before the wind with square 
 yards. 
 
 The Savannah was a full-rigged ship of 350 tons burthen, 
 and was built at Corlear's Hook, New York, by Francis Fickett 
 and David Crocker, from designs of Wm. Scarborough, of 
 Savannah, Ga. At fir.st .she was intended to be used as a .sailing 
 packet between New York and Havre, France. The keel was 
 laid in 1818, and the vessel was launched Augu.st 22 of the 
 same year. While the Sa' annah stood upon the stocks she 
 attracted the attention of Capt. Moses Rogers, who had been 
 associated with Fulton and Stevens in commanding several of 
 the early .steamboats. It was through his exertions that Scarbo- 
 rough & Isaacs, a wealthy shipping firm in Savannah, were 
 induced to purchase the vessel and fit her with engines wnth a 
 view of giving to that cit>', which was then one of the most 
 important American seaports, the credit of being the first to in- 
 augurate a transatlantic steamship line. The Savannah was 
 equipped with one inclined, direct-acting, low-pre.s.sure engine 
 
 of 90 horse-power, the diameter of the cylinder being forty 
 inches and the stroke 5 feet. Her engine was built by 
 Stephen A^'ail at vSpeedwell Iron Works, near Morristown, N. 
 J. The boilers were built at Elizabeth, N. J., by Daniel Dod 
 or Dodge. The paddle-wheels consisted of eight radial arms, 
 held in place by one flange, and were arranged to close together 
 like a fan. They were furnished with a series of joints so that 
 they could be detached from the .shaft and taken in on deck 
 when storm or other circumstances require it. Her shaft had 
 a peculiar joint at each end arranged for the purpose. The 
 wheelhouse was made of canvas, stretched over an iron rim. 
 It is unfortunate that no detailed drawing or accurate descrip- 
 tion of the wheels or machinery is in existence. The vessel 
 carried 75 tons of coal and 25 cords of wood. The total cost 
 was about $50,000, including engines and all rigging. 
 
 An account book containing a record of the original charges 
 made against the Savannah for machinery, etc., by the propri- 
 etors of the Speedwell Iron Works, is now in the possession of 
 John Lidgerwood, of No. 26 Liberty Street, New York. In 
 addition to the engines the vessel carried the same complement 
 ofspars and .sails as a sailing ship of that period, with the excep- 
 tion of royal raa.sts. The hull and rigging were constructed 
 under the direction of Stevens Rogers, afterwards sailing master 
 of the vessel. The most important difference noticeable in her 
 rigging, so far as can be determined by engravings extant, is 
 that her mainmast stood considerabl}' farther aft than it would 
 have been placed on a ship intended to be propelled only by 
 .sails. This modification of the rig was doubtless made to 
 obtain more space between the foremast and the mainmast, so 
 that the boilers, engines and coal bunkers could be located nearlj' 
 in the middle of the ship and still be forward of the maiimiast. 
 
 The New York Mercantile Advertiser, March 27, 1819, 
 contained the following; " The new .steamship Savannah is to 
 lea\'e our harbor to morrow. Who would have had the cour- 
 age 20 years ago to hazard a prediction that in the year 1819 a 
 ship of 300 tons burden would be built in the port of New York 
 to navigate the Atlantic propelled by steam ? With admiring 
 thou.sands have we repeatedly viewed this prodigy." Moses 
 Rogers, the captain, and Stevens Rogers, the first officer (or 
 sailing-ma.ster, as he was called), although bearing the same 
 surname, were not related by ties of blood. Theywere, how- 
 ever, brothers-in-law, the latter having married a sister of the 
 former. Both men were born in New London, Conn., where 
 the latter died in August, j868. The well-known captain was 
 also chief engineer. The voyage to Liverpool, England, was 
 made in 22 days, 14 of the 22 under steam. She then visited 
 several of the continental ports of Europe before returning to 
 the United States. 
 
 The great fire in Savannah in January, 1820, brought 
 pecuniary embarrassment upon her owners, who, failing in their 
 efforts to sell the vessel to the Government, were compelled to 
 dispose of her elsewhere. Her engines were removed and sold 
 to the Allaire Iron Works, of New York, for $1,600, and put 
 to other purposes. In the Cry.stal Palace exhibition of 1856, 
 the 40-nich cyhnder was exhibited as an historical relic in con- 
 nection with the log-book. After the vessel was divested of 
 her engines, she ran between New York and Savannah as a 
 .sailing packet for .several years. She ran ashore on Long 
 Lsland and went to pieces in 1S22, a few months after the death 
 of her commander. 
 
HOWKlJ-.'S STEAM VESSELS AND MARINE ENGINES. 
 
 17 
 
 ,J^ 
 
 jSitMaww-^wsl^K; 
 
 'n^ 
 
 The Abirrican Stf.amship vSa\'ANNah. — The first ship to cross tlie Atlantic under steam, 1S19. 
 
i8 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 The Old Dominion Line Steamship Yorivto>\ n. 
 
 The steamer shown in the cut represents the Yorktown 
 ( and her sister ship, the Jamestown i , which were constructed 
 in 1S94 b}" tlie Delaware River Iron Shipbuilding & lingine 
 Works, Chester, Pa., for the Xew A'ork and Norfolk, \'a., route 
 These ve.ssels are 322 feet in length over all. 300 feet keel, a 
 beam of 40 feet, and 26 feet 6 inches depth of hold. The 
 engines are of the triple-expansion condensing type, with C3'l- 
 inder diameters of 28, 44,'; and 73 inches for the high, inter- 
 mediate and low-pressure, re.spectivelv, and a common stroke 
 of 54 inches. The propeller is of the .sectional t>'pe, four- 
 bladed , and made of manganese bronze. These ships are 
 
 pool and New York in the passenger and freight trade. The 
 most remarkable fact in connection with this ship is that her 
 model was made b.v an American, Andrew Read, now Superin- 
 tendent of Webb's' Academy and Home for Shipbuilders, Ford- 
 ham Heights, N. ^., at the solicitation of F W . J. Hurst, 
 who was "then Treasurer of the New York Yacht Club. The 
 dimen.sions of this steamship are: Length, 450 feet; beam, 51 
 feet ; depth of hold, 38 feet fi inches; with a gross tonnage of 
 about 6000. She co.st nearly ,/,^2oo,ooo. Her cargo spaces 
 measure a trifle over 3100 tons in cubic feet, but she will carry 
 about 2000 tons dead weight and her coal. The America was 
 sold to the Italian Government several years ago, to be used as 
 a cruiser. 
 
 The Olk Dominio.x hisn StE-A.:mship YorkTowx.— Constructed liy the Delaware Ri\er Iron Shiiilmililing and lingine W'jrks, Che.sler, 1' 
 
 each supplied with four steel boilers having a diameter of 13 
 feet 9 inches, and a length of 12 feet 6 inches, sustaining a 
 working pre.ssure of 180 pounds to the square inch, which sup- 
 plies ample steam. Each boiler has three corrugated furnaces 
 44 inches in diameter. The smokestack is unusually high, to 
 obtain good natural draught, and measures 86 feet from the grate 
 to the top and is elliptical, S'j by 6.10 feet. 
 
 There are three decks and a hurricane deck. The cabins 
 are finished in mahogany, and roo first-class and 150 
 second-class pa.ssengers can be accommodated. Among other 
 features is the length of forecastle, 86 feet, and the side ports 
 are on a railway. Two elevators facilitate cargo-handling. 
 There are accommodations for 40 steerage passengers, and 
 cjuarters for 20 of the crew in the forecastle. , . , . 
 
 The British Steamship America. 
 
 .MODi:LF,ri fiV AN AIMERTCAN. 
 
 One of the handsomest and yacht-like steamships ever 
 built was the America, built in 10S3 by James & George Thom- 
 .son, of Glasgow, for the National Line, to ply between Liver- 
 
 The Steamship Howard. 
 
 The Harlan >.\: Hollingsworth Company, of Wilmington, 
 Del., built, in 1S95, a single .screw steamer f)r the Merchants' 
 and Miners' Transportation Company, to run between Baltimore 
 and Boston. She is a duplicate of the Fairfax, built by the 
 .same firm in 1S91 f )r this line. Her dimensions are: Length on 
 water line, 270 feet ; length over all, 293.5 ; beam, moulded, 42 
 feet ; depth to third deck, 26 feet ; depth to fourth deck, 34 
 teet. She lias accommodations for 144 first-cla,ss and a few 
 second-class pas.sengers, and is handsomelv fitted and furnished 
 The fourth deck is a light hurricane deck, but has steel beams 
 On It are three house erections containing the social hall rooms 
 for first-class passengers, smoking-room, ladies' toilet-rooms 
 and rooms for the engineers. On top of the forward house is 
 the pilot house and the captain's room, all of which are finished 
 m hard wood. The mam saloon, which is finished in mahogany 
 IS located aft of the engine .space on the third deck with a'^laro-e 
 stairway leading to the social hall above. On this deck are 
 also located the galley and rooms for the cooks, oilers and 
 second-class pas.sengers, with the crew in the extreme forward 
 end. 
 
HOWEIjyS STKAM VESvSKI.S AND MARINE ENGINEvS. 
 
 19 
 
 Steamship Borrovvdale, Formerly Co:viMANi)Kn by Capt. \V; 
 
 TUMBRIDGE, NOW PrOPRIE;TOR OF THE HOTEI, ST. GEORGE. 
 
 E-f, 
 
 /y '-. 
 
 -\ 
 
 
 British Steamship America. — Moileleil by an American. 
 
 
 The Mi'.kCHANTs' S; :\Iiners' LiNii SteAiMSHIP Howard. — Built 1 13- the Harlan \' Hollingsworth Co., W'ilniin.i^ton, Del. 
 
20 
 
 HOWELL'S STKAM VESSELS AND MARINE EXGINES. 
 
 Tript<i£-Exi>ansii)N Knginh of New Stf:amshii' Hdward, of thk Merchants 
 
 Mtxivrs' Ijni'., EAi.TiirORK, Mn. 
 
 The air, feed and bilge-pumps are worked from the low- 
 pressure crossheads ; the circulating-pump is of the centrifugal 
 t_vpe and is run b_v an independent engine. The high and 
 intermediate-pressure c_vlinders are fitted with piston-valves, 
 and the low-pressure with a slide-valve, all worked by Stephen- 
 son link motion, and reversed by direct steam gear. The 
 boilers are four in number, each with three corrugated furnaces, 
 and built for working under natural draught at a pressure of 160 
 pounds per sc^uare inch. They are 13 feet 6 inches diameter 
 and II feet 6 inches long, and contain 274 square feet of grate 
 and 7,780 of heating surface. There is also an auxiliary 
 boiler 7 feet diameter and 10 feet long, built also for a working 
 pressure of 160 pounds per square inch. The vessel's speed is 
 15 knots at sea, loaded. 
 
 E>:GINES of the .STE-\MSHIP now.\RD. 
 
 These engines are of the direct triple-expansion type, with 
 inverted cylinders, higli-pre.ssure cylinder, 28 inches diameter ; 
 intermediate, 45 inches diameter ; and low-pressure, 72 inches 
 
 diameter ; stroke, 48 inches. A pi.ston-valve is used for the 
 high-pressure cylinder, and double-ported slide-valves for the 
 intermediate and low-pressure cylinders : the latter valves are 
 fitted with .springs on the back. The piston-rods, tail-rods 
 and crank shaft, which latter is of the built-up type,' are made 
 of hammered scrap iron. The valve-rods are made of steel, 
 with balance pi.stons at the upper ends of the intermediate-pres- 
 sure and low-pressure valve-rods. 
 
 The lower ends of the piston-rods are secured with nuts to 
 wrought-iron crossheads, and the latter have cast-iron shoes 
 fitted with bars of white metal. The packing boxes and glands 
 are bushed with brass, and fitted with Katzen.stein's metallic 
 packing. The piston-rods, and the connecting-rods also are 
 interchangeable. The crosshead-pin brasses are of phosphor- 
 bronze, and the crank-pin brasses are of hard brass, lined with 
 white metal . The bed plate is made of the box form , cast-iron 
 with circular recesses for the main bearings, which are made of 
 hard brass. The water service pipes are of brass, and reduced 
 to suit the requirements tor circulating water through the man, 
 journal brasses. The condenser is of cast-iron, with brass tube 
 
HOWKIJ.'S STEAM \7vSSELS AND MARINI.: ENGINES. 
 
 heads arranged for 34 -inch sohd-drawn brass condenser tubes ■ 
 hese are arranged horizontally. The tubes are arranged in 
 two section,s, water pa.ssing through the tubes in tlie' upper 
 section and returnuig through the tubes in tlie lower one. 
 1 he tail shaft is lotted with a sleeve extending from wheel-hub 
 to a point 6 inches forward of packing box gland. The sleeve 
 IS bored and shrunk on shaft, and further secured by counter- 
 sunk .screws. The stern tube is made of cast-iron, and secureh' 
 htted into a rece.ss bored into the stern frame of the ship The 
 bra.ss bushing is fitted with .strips of lignum-vitse placed on end 
 i he thrust block is fitted with bra.ss collars in cast-iron block' 
 lined with white metal, fitted for water circulation, and a tight 
 
 by nothing afloat. The construction of these high-speed twin- 
 screw steamships has been planned and carried out with a 
 view of making them not only the most modern and luxurious 
 but also the strongest and safest conveyances on the great lakes' 
 They cost about $600,000 each. The general dimensions 
 ot the.se sister ships are : I.,ength of hull over all 383 feet • 
 length between perpendiculars, 360 feet ; breadth, moulded 44 
 feet; depth, 26 feet; load drau.ght, 14 feet; water ballasT 
 capacity, 6S2 tons; load di.splacement, 4,482 tons- tonnage 
 gro.ss regi.stered, 4,244 tons; tonnage, net registered, 2340 
 ton.s. The two main engines are of the quadruple-expan.sion 
 type : diameter of high-pressure cylinder, 25 inches • first 
 
 Shkar Pi,.4n of the Sth.\mship How.^rd, ok the 
 
 box filled with oil for lubrication. The propeller, four-bladed 
 IS 16 feet m diameter, 23 feet pitch, with blades bolted to the 
 hub. The tunnel has a water-tight door aft of the thrust 
 bearing and stuffing box, with gland around .shaft through 
 bulkhead. The ve.ssel has six water-tight bulkheads. Four 
 Scotch boilers furnish steam. The Howard and her machiner^■ 
 were built by the Harlan & Hollingsworth Companv Wil- 
 mington, Del. ' ' 
 
 Merch.-vnt,s' .vnd Mixers' Line, B.\t,timore 
 
 Mn, 
 
 Twin=Screw Passenger Steamers North West and North 
 
 Land. 
 
 These fast and elegant steamers were built by the Globe 
 Iron Works, Cleveland, Ohio, for the Northern' Steamship 
 Company, to ply between Buffalo, N. Y. , and Duluth Minn 
 The North West and North Land are, except in size surpassed 
 
 intermediate, 36 inches; second intermediate, si'^ inches- 
 and low-pres,siire cylinder, 74 inches ; strokei 42 inches.' 
 Total indicated honse-power, 7,000. Twin-.screws, four blades 
 each, 13 feet diameter and iS feet pitch. The crank shafts are 
 ot wrought-iron of the built-up tvpe ; diameter of .shafts 131, 
 inches ; the crank pins are 14 inches diameter and 16 inches 
 long. Solid couplings are forged to the shafts The bed plate 
 IS made m four cast-iron sections, planed and bolted together 
 The thrust block is of the horseshoe type, with ca.st-iroti shoes 
 faced w^h babbitt metal, the sole plate is bolted to the bed 
 plate. The cylinders are without jacket or liners, and the 
 valve chests are connected by faced joints and turned bolts 
 Piston-valves are adopted for all the cylinders, one for the hieh- 
 pressure cylinder and two for each of the other cvlinders The 
 valves are operated by the Joy valve gear and revensed' direct 
 by steam and hydraulic gear. The pistons m the high and first 
 in ermediate cylinders are of cast-iron, and those in the second 
 intermediate and low-pressure cylinders are of steel cone- 
 
HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 shaped ; all the pistons are fitted with single ring packing, and 
 set out with flat bent springs. 
 
 The machinery of the vessel embraces, all told, 65 steam 
 cylinders, 26 pump cylinders, 6 centrifugal pumps, 6 fan 
 blowers, 3 dynamos, one electric ele\-ator, and a steam steerer. 
 Steam is furnished b)" 2S Belleville water-tube boilers arranged 
 in three groups. Steam pressure is 195 pounds; engine speetl, 
 120 revolutions. 
 
 The Twin-Scrkw Steamers NcirTh W'I'.st anh North Land.— Built Ijy the CtIoIk- Iron Works, Clcvelaml (")liio 
 
IIOWEI.L'vS STEAM VICSSEES AND MARINE ENGINES. 
 
 23 
 
 QUADRUPLK-EXI'ANSION EkGINES UV THE STKASIER NORTH WEST. 
 
-M 
 
 HOWELL S STEAM VESSELS AND MARINE ENGINES. 
 
 Engine oi; T\vin-Scrii\v Stkajikr Nukth West. 
 
'I'vviN-SeKhw S'ri';\M)',R Xokth Wbst. 
 
 T\viN-ScR]i\v Stkamkr Empress of Japan. 
 
 ^"^^^ 
 
 Ml4ri±4'ffl UJ ±i-t'>^fct*j;WJto 
 
 Gkni'Rai, Pr,AN OF Steamship p:mpress of Japax. 
 
Thk M(]Kuax Lini-: Sti..\iisihp Er. Soi,. — Buill In- Win. Cramp & Soi 
 
 The Steamship El Sol. 
 
 This fine freight steamer was built by Wm. Cramp & Sons 
 for the Morgan Tine, in 1S90, for service between New York 
 and New Orleans in connection witli the Southern Pacific 
 Company'. She was buiU according to the rules of the American 
 vShipmasters' Association. General dimensions of the hull : 
 I<ength over all, 405 feet ; length on water line, 390 feet 10 
 inches ; beam, moulded, 4.S feet ; depth, moulded to hurricane 
 deck, 33 feet 9 inches ; gross tonnage, 4,522 tons ; net tonnage, 
 3,021 tons. The El Sol's machinery consists of a triple- 
 expansion surface-condensing direct-acting marine engine with 
 inverted cylinders working on cranks at angles of 120°. The 
 cjdinders are t.2, 52 and 84 inches diameter re.spectively, and 
 the length of stroke is 54 inches. The valves are of the piston- 
 slide variet^^ placed on front of engine close to cylinders and 
 actuated by improved Marshall's valve gear. The surface 
 condenser has 6,400 square feet of cooling surface, water being 
 furnished by an independent centrifugal circulating-pump. The 
 crank shaft is 16 inches in diameter. The screw propeller is 
 four-bladed, built up and iS feet in diameter. Steam of 160 
 
 pounds pres.sure is supplied by three double-ended cylindrical 
 steel boilers 13 feet 10 inches diameter by 20 feet 6 inches long, 
 having 18 44-inch circular corrugated furnaces, 6 in each 
 boiler, leading into one common combustion chamber, fired 
 fore-and-aft from two fire-rooms. 
 
 Twin=Screw Steamer Empress of Japan. 
 
 The cuts show a perspective view and general plan of the 
 steel .steamship Empress of Japan, sister ship to the Empress 
 of India and Empress of China, built in i.Sgi by the Naval 
 Construction and Armament Companv at Barrow-in-Furness 
 England, for the Canadian Pacific Railroad Companv and 
 intended for the line between \'ancouver and Hong Kons; 
 The principal dimensions of the vessel are- Length 48s feet 
 over all ; breadth, 51 feet ; mean draught, 24 feet 6 inches She 
 IS propelled by triple-expansion engines, 32 51 and 8^' by sa 
 inches, which on the trial trip developed a~total of o i^o horse 
 power, giving the ship a speed of tS. s knots an hour 
 
HOWEI.I.\S STEAM VESvSELS AND MARINE ENGINES. 
 
 27 
 
 ThK ANCHflR 1,INE STI' \.MSHIP CiTV UI' ROME. 
 
 The Anchor Line Steamship City of Rome. 
 
 This magnificent steamer was built at Barrow-in-Furness, 
 by the Barrow Shipbuilding Companj' for the Inman Tine. 
 Owing to the ship not having come up to speed requirements, 
 .she was thrown back on the builders' hands, and they, unable 
 to .sell her, made arrangements with the Hendersons, of Glas- 
 gow, to take her off their hands. Her gross register tonnage is 
 8,415 tons ; length being 560 feet, breadth of beam 52.3, and 
 depth of hold 37 feet. Notwithstanding her immense size, 
 she is on all hands acknowledged to be un.surpassed for 
 beauty and symmetry even by the fine.st yachts. The vessel 
 has three funnels. Her displacement on 26 feet draught is 13,500 
 tons. Her screw is 24 feet in diameter. She has three 
 cylinder compound engines of 10,000 horse-power, one 63-inch 
 and two 91 -inch cylinders, with a stroke of 66 inches. 
 
 The Freight Steamship El Rio. 
 
 The El Rio is from the yards of the Newport News ( A^ir- 
 ginia ) Shipbuilding Company. She runs between New York 
 and New Orleans, carrying freight only, and is owned by 
 the Morgan line. She is a steel steamer of 4,500 tons register, 
 and of the following general dimensions : Length between 
 stem and after-,side of propeller post, 3S0 feet ; breadth of beam, 
 moulded, 48 feet ; depth from top of keel to top of upper deck 
 beams of lowest part of sheer, 33.9 feet ; length over all, 406 
 feet. She has three decks and a partial orlop deck at fore end 
 offorehold. On the awning deck are iron houses. Freight 
 hatches and ports are located so as to handle cargo expedi- 
 tiously. There are three double-ended Scotch boilers, measur- 
 
 ing 20 feet 6 inches in length b}' 13 feet 10 inches in diameter. 
 The boilers work ordinarily under a steam pressure of 165 
 pounds. Each boiler is provided with six furnaces. The 
 engine pistons have no tail-rods, but in,stead are fitted with ad- 
 justable followers. The valves are of the piston-slide variety, 
 placed on the front of the engine close to the cjdinders, and 
 actuated by the See-Marshall valve gear. The surface con- 
 denser has 6,400 square feet of cooling surface, water being 
 furnished by an independent centrifugal circulating-pump. 
 The crank .shaft is 16 inches in diameter. The propeller is 
 four-bladed, of the built-up type, and measures 18 feet in 
 diameter. The bunker capacity of the El Rio is 1,000 tons. 
 As the coal consumption does not exceed 60 tons per day, the 
 ship can coal in New York for the round trip, and on return 
 have at least 200 tons of coal on hand. She is propelled by a 
 vertical triple-expansion engine with three cranks, placed at 
 angles of 120°. The cjdinders are 32, 52 and 84by 54 inches 
 .stroke. The vessel and her machinery were built under the 
 supervision of Horace See. The Newport News Works is 
 capable of con.structing the largest merchant steamers or war 
 ships afloat, thanks to the enterprise of C. P. Huntington who 
 put his money in this great Virginian establishment, and to C. 
 B. Orcutt, the President of the company, for his executive 
 ability in carrj'ing out the plans of his distinguished chief, who 
 is ranked among the shrewdest financiers of this countr}-. 
 
 ENGINE OF STEAMSHIP EL RIO. 
 
 This engine is of the triple-expansion type, cylinders 32, 
 52 and 84 inches diameter, 54 inches stroke. The distribution 
 of steam in the high-pressure cylinder is controlled b^' one 
 piston-valve, another valve of the same type performs a 
 .similar duty for the intermediate cylinder, and two piston- 
 
28 
 
 HOWELL'S STEAM VESSELS AND MARINE EXGINES. 
 
 Stkamsh 
 
 IP El Rio.— Built liy the Xt-wport Ne- 
 
 ws ( VirKun. , Shi,,lm,l,l,nE .nd Pry Duck Company for the Morgan Line in 1S93. 
 
 ST 
 
 F-VMSHIP El, RIO.— Constructed l.y the Newport News (Vir-inia) Shii.huil.linK and Dry Dock Company for llie Alori-an Dine. 
 
HOWELL'S STEAM \'ESSELS AXD MARINI^: ENGINES. 
 
 29 
 
 Uuipi^K-IixpANsioN Engine of thk Morgan I,rNR Steamship Ei, Rio 
 
 valves are used for the low-pressure c^dinder. The steam is 
 introduced in the middle of each valve, which prevents the 
 high-pressure steam from coming in contact with tlie valve- 
 stem stuffing boxes. All are worked b^' See- Marshall valve 
 gear, and each valve receives its motion from a separate ec- 
 centric ; the valves are placed as close as possible to their re- 
 spective cylinders. In the high-pressure and intermediate 
 valve gear, levers are introduced and connected to the valve 
 stem and valve gear in such a manner as to cause the weight of 
 the valve to counterbalance the weight of the connections below 
 the lever, thereby dispensing with counterbalancing cylinders. 
 The engines are reversed by steam. The main pistons are pro- 
 vided with See's patent adjustable followers. Each follower is 
 cut in three parts, so as to permit of adjustment to compensate 
 for wear and of centering without the employment of tail-rods, 
 and will at tlie same time insure a steam-tight piston without un- 
 due friction. These followers are applicable to horizontal, ver- 
 tical or inclined engines. The general construction is so plainly 
 shown that a further description is unnece.ssary. Pistons with 
 these adjustable followers are now in use on the .steamers Con- 
 necticut, El Sol, El Sud, El Norte, El Toro, Dorothy, Morgan 
 City, Algiers and New York, and we are informed that they 
 
 give excellent satisfaction. The piston-rods of the El Rio are 
 7 ' J inches diameter ; these and the valve stems are fitted with 
 metallic packing. The crank shaft is 1614 inches diameter; 
 crank pin i6l-j inches diameter by 16I2 inches long ; crosshead 
 pins, 8 inches diameter, g'o inches long. The shaft is fitted 
 with vSmith's adjustable thrust bearing, consisting of go-ahead 
 and backing bearings. The air-pump, single acting, 1332 inches 
 diameter; .stroke, 2 s inches. Total cooling surface in condenser 
 is 6,400 square feet. An independent centrifugal circulating- 
 pump is connected to the condenser, .sea bilge and ballast tank. 
 Steam is furnished by three double-ended boilers 13 feet 10 
 inches diameter and 2ot2 feet long ; each contains six corru- 
 gated furnaces 43 inches inside diameter. Total grate surface, 
 400 square feet ; total heating surface, 10,650 square feet ; 
 working .steam pressure, 165 pounds. The propeller is a built- 
 up one with four blades ; it is iS feet diameter, pitch 22 feet, 
 true .screw. On her trial trip the El Sud, which is a sister 
 ship of the El Rio, and whose engine is a duplicate of the one 
 here shown, developed 3,362 indicated hor.se-power, with a 
 steam pressure of 165 pounds, and running at a speed of 73 
 revolutions per minute. 
 
3° 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 The Reh D Line Steamship Curacoa. — Built by Win. Cramp & Sons, Philadelphia, Pa. 
 
 The Red D Line Steamship Curacoa. 
 
 The Whaleback Steamer Joseph L. Colby. 
 
 With this are given two sections and a plan of a steam.ship 
 built in 1S95 by Wm. Cramp & Sons. This vessel belongs to 
 the Red D Line, of which Boulton, Bliss & Dallett are man- 
 
 aging owners, 
 
 and who use her for their trade between New 
 York and Maracaibo. In order to 
 cross the bar at the latter port, the 
 draught is limited to 10 feet only, 
 which enables the vessel to carry 900 
 tons dead -weight. The gross ton- 
 nage is 1,500 tons ; the speed is 11 
 knots, and 12 knots were made on a 
 trial of four hours' duration, which 
 places her in the fourth cla.ss of the 
 U. S. ocean mail service. The en- 
 gine is of the triple-expansion type, with cylinders 18, 28 and 
 45 inches diameter, 30 inches stroke. The boilers are of steel, 
 built for a working pressure of 160 pounds per square inch. A 
 donkey boiler furnishes steam for all auxiliary purposes. All 
 the pumps are independent. The hull is of steel, with a steel 
 deck for half the length of the vessel amidships ; there is also 
 a steel deck house, containing pa.ssenger accommodations, a 
 foreca,stle for the crew, and turtleback aft, all as shown on 
 plans. The ve.ssel has five water-tight bulkheads ; also water- 
 laallast compartment aft of engine, and one at each end of 
 steamer ; the total capacity of these compartments is about 200 
 tons. The dimensions of hull are ; Length between perpendi- 
 culars, 248 feet; beam, moulded, 38 feet; depth, moulded, 17 feet 
 5 inches. The plans for this vessel were furnished by John 
 Haug, consultingengineer and naval architect, Philadelphia, Pa. 
 
 This vessel has attracted widespread attention, as .she is 
 the only American whaleback steamer running on the Atlantic 
 seaboard. vShe has certainly proved herself a splendid sea boat, 
 having been out in all sorts of weather, in the frost, snow, 
 gales and hurricanes of the past three winters. The Colby is 
 265 by 36 by 24 feet in size, with a cargo capacity of 2,100 
 gro.ss tons. She was designed by Capt. A. McDougall, of 
 Duluth, Minn. 
 
 Whaleback Steamer Charles W. Wetmore. 
 
 This pioneer ocean whaleback steamer was built in 1891 
 by the American Steel Barge Company, West Superior, Wis., 
 from designs of Capt. Alexander McDougall. Her first voyage 
 was to Liverpool, from whence she went to San Francisco ; 
 shortly after her arrival on the Pacific coast she was wrecked 
 on a sand bar in the Columbia River, Oregon. The extra-or- 
 dinary carrying capacity of the vessel may be judged from 
 the fact that with dimen.sions of 265 feet long by 38 feet beam 
 and 24 feet depth of hold, .she carried 95,000 bushels of wheat, 
 and actually 87,000 bu.shels on a mean draught of 15 feet 10 
 inches. Her weight capacity was 2,900 tons. She had com- 
 pound engines, 26 and 50 bv 42 inches, built by Samuel F 
 Hodge & Co., Detroit, Mich. Boilers, two in number of the 
 Scc)tch type, 11. 6 by 11. 6 feet, by the Lake Erie Boiler Works, 
 Buffalo, N. Y. 
 
HOWELL'S stp:am vesselvS and marine engines. 
 
 3' 
 
 r r r II muir 1 1 s f r f 1- rr r r 
 
 \Vhai,hback Steamer Joseph I.. Colby. 
 
 Mastless Ocean Whai.eback Steamer Chas. W. Wetmore. 
 
HOWIXL'S STK AM VESSELS AND MARINE ENGINES. 
 
 K fc... k 
 
 
 fefeiy. ^-^.^^^.^ 
 
 I. njr Kfrr rrrifrr 
 
 ^ikl-i i~r[^4-rL, 
 
 r 
 
 n'-\L n 
 
 3 a n n □ 
 
 AVhai.eback Stkamek Chas. \V. Wkt-mork, Siiijwinc; Jury Masts Stuppkd. 
 
 ^^; ..■xk^'^>?y////rT'm\\'\w;^^ 
 
 The Morgan Line Freight STiiAMSi-rii- Ei, XORTE.—Construoteil l.y the Newport News (Virginia i Shipbuilding and Dry Dock Co. 
 
HOWELL'S STEAM VliSSIvES AND MARINIC ENGINES, 
 
 33 
 
 The riorgan Line Freight Steamship El Norte. 
 
 POUNDS OI< WATKR EVAPOKATRD J'ER POUXIJ OF COAE. 
 
 This ship was constructed in iSy2 by the Newport News 
 (Virginia) Shipbuilding and Dry Dock Company for the 
 Morgan Line, to ply between New York and New Orleans. She 
 is 380 feet long between stem and propeller post and 406 feet 
 over all; breadth of beam, 48 feet; depth, 33.9 feet; reg- 
 istered tonnage, 4,500. There are three decks" and a partial 
 orlop deck at the fore end of the forehold. The deck houses 
 are of iron. The engine is of vertical triple-expansion t} pe, 
 with three cranks placed at angles of 120 degrees. The cylin- 
 ders are 32, 52 and 84 inches by 54 inches stroke of pi.ston, 
 working under 167 pounds of steam, which is generated in 
 three double-ended cylindrical boilers, with three Continental 
 corrugated furnaces at each end. 
 
 
 Sept. 2.H, 1S94. 
 
 Oct. s, 1SQ4. 
 
 Stpt.2y. lS'j4 
 
 
 Plain iube^. 
 
 Plain Pube-s. 
 
 Serve Tul)es 
 
 Per pound of coal 
 
 6.600 
 
 6.693 
 
 8.225 
 
 Coinbii.stible . . . 
 
 7-455 
 
 7.674 
 
 9. 290 
 
 Coal from and at 212° 
 
 7.228 
 
 7-274 
 
 ^■9^9 
 
 Combustible . 
 
 S.I 65 
 
 «.332 
 
 10.097 
 
 Fig. I shows the boiler with common tubes; Fig. 2, the 
 boiler fitted with Serve tubes, the section A B and C D being 
 as indicated on Fig. 3. The fan engine and fan are indicated 
 in Figs. 3 and 4, B being the entrance for the air to be heated 
 and C being the damper for shutting off the draft from one 
 boiler when not in use. The cour.se of the air through the 
 boiler is plainly indicated by the arrows. 
 
 
 / \ 
 
 
 
 / 
 / 
 
 DAMPER 
 
 :~^ 
 
 
 A C 
 
 1 FAN 
 
 - 
 
 
 [r- 
 
 U - 
 
 
 
 
 - -^:^--^- = ^---_- 
 
 C 
 
 
 
 1 
 
 P^ 
 
 i^ 
 
 -1 
 
 _r"": -„^ 
 
 1 
 
 FAN 
 
 
 W: 
 
 : 
 
 
 
 Cj 
 
 
 W 
 
 
 \k 
 
 — ^— 
 
 
 
 ! .^ 1 
 
 wf 
 
 
 L 
 
 
 ^" 
 
 ENGINEv 
 
 
 
 _~~-^ 
 
 —^ 
 
 ^d_r 
 
 o\ 
 
 B 
 
 1 ' 1 1 
 
 
 
 
 n 
 
 
 || 
 
 
 — \ 
 
 Fig. I. — Boir^iiR with Common Tubi^s. Fig. 2. — Boieer with Sekvp; Tl'bpis. Fig. 3. — Vertic.ai^ Longitudin,a.e Section. 
 
 The Ellis & Eaves Induced or Suction Draft. 
 
 Induced or suction draft maj^ be defined as natural draft 
 intensified; that is, there are no difficulties arising from its u.se 
 that would not be met with in the use of natural draft with a 
 high funnel. In a forced draft sy.stem the pressure of the air 
 is behind the gases, which are driven against the plate on the 
 opposite side of the combustion chamber and left to find their 
 waj' into the tubes as best they can. An undue heating of the 
 tube sheet between the tubes takes place, and leakage at the 
 tube ends results. With the induced draft S5',steni the gases 
 are led into the tubes in streams as the}' come from the furnace, 
 and there is little or no difference between the temperature 
 of the tube sheet and the tube ends, and trouble from leakage 
 is avoided. In the power plant of the American Line, at the 
 foot of Fulton Street, North River, New York, are two boilers 
 of the Scotch marine type, precisely' alike in all respects except 
 that one is fitted with 31'4-inch outside diameter plain tubes 
 with retarders, and the other with 334^-inch Serve ribbed tubes 
 with retarders, both being used in combination with the Ellis 
 & Eaves suction draft .sy.stem, for which Charles W. Whitney, 
 of 66 Broadway, New York, is the sole agent for the United 
 States and Canada. The following table shows the results of 
 three separate tests: 
 
 Fig. 4. — Re.ar Elevation, .Showing Position of Fan Engines. 
 
34 
 
 HOWHLL'S STUAM VESSELS AXD MARINE ENGINES. 
 
 ^-^J««JWR**'~,. 
 
 Tui'; SKA-(;oiNr, Stkki, Tn; NoTTixi'.HAjr. — BuiU by Joliii II. I)ial(iL;ue S: Son, C;nn(lcn, X. J. 
 
 The Sea-Qoing Tug Nottingham. 
 
 The illustration is a reproduction from an excellent photo- 
 graph of the Nottingham, which is the largest and most com- 
 pletely equipped steel tug ever con.structed in the United States 
 for towing only. She was designed throughout by H. C. 
 Wintringham, Havemeyer Building, New York, as he has 
 made a special study of tugboat recpurements, and was built 
 under his personal super\'ision b> John H. Dialogue & Son, 
 Camden, N. J., for the Central Railroad of New Jersey. She 
 is u.sed for towing coal barges between New York and points 
 on the New England coa.st from Boston east. The Nottingham 
 is 140 feet long over all, 27 feet beam and 17 feet depth of 
 hold. She is built of .steel throughout, mckiding the deck 
 hou.se, and has three complete water-tight bulkheads dividing 
 the hull into four compartments, and two partial bulkheads, 
 one of which can be made water-tight by closing and fastening 
 one steel door. The steel deck house is lighted and ventilated 
 by large side lights and contains, in addition to the upper 
 engine-room and boiler-room, the galley, pantry and me.ss- 
 room, and .staterooms for the chief engineer, second engineer 
 and mate. There are two boilers of the Scotch t)-pe, each i r 
 feet long and 132 inches diameter, with two corrugated .steel 
 furnaces". The bunkers have a capacity for 156 tons of coal. 
 
 The engine is of neat design with the condenser in the back 
 frame, and an open front supported on finished steel columns; 
 it is triple-expansion, the cylinders being ifi'j, 24 and 41 
 inches in diameters, and 3(j inches stroke. Tlie high and in- 
 termediate-pressure valves are piston \'alves and the low-pres- 
 sure valve a double-ported slide valve. The power is equally 
 divided among the three cylinders, and as there are no pumps 
 driven from the main engine, its motion is very even and free 
 from viljration. It has a steam reversing gear, and is handled 
 from the lower engine-room. There is a sanitary and bilge- 
 pump, which is kept at work continuall>- forcing water to all parts 
 of the vessel. There are also fire and donkey-pumps. All the 
 pumps are separate and independent, and steam can be kept up 
 without running the main engine or wa.sting water, and the 
 auxiliary engines exhaust into the conden.ser. Mr. Wintring- 
 ham, the designer of the Ijoat, has given unusual attention to 
 proiiortioning and arranging all details of hull and machinery, 
 and has succeeded in producing a tug which is economical and 
 satisfactory in ever>- particular and in advance of the usual 
 practice. 
 
 The Nottingham receives her name from a very celebrated 
 brand of Pennsylvania coal, the mines of which are owned by 
 the Central Railroad of New Jersey. On her after smokestack 
 she carries the company s mark— a white disc with red center. 
 
HOWKI.L'S STEAM VluSSELS AND MARINE ENGINIvS. 
 
 35 
 
 
 I t i 
 
 
 
 ii l i ll W l il i lW 
 
 Thfc Norwich Lini^'s Stkki. Twik-Scrkw Passkncicr Sth.aiikr CiTv of LowKrj,. — Built Ijv the Bath (Maine) Iron Works. 
 
 n.P- 
 
 Thk Norwich Ijnk's Stei-,i< Twin-Scrkw Passkngkr STHAiiitR City of Lowp:u^. 
 Bnilt bv the Bath I RIaine) Iron Works from Plans of A. Carv Smith. 
 
36 
 
 HOWKLL'S STEAM VESSELS AND MARINE ENGINES. 
 
 
 jtifelVijn 
 
 
 ^^-:'^!^^^^^^*«- 
 
 Tnh Xi'.w HAViiN Line Sti.. \:\ir,()ATs. 
 
 The Twin=Screw Steamer City of Lowt:ll. 
 
 
 This steamboat was built in 1S94 by the Bath (Maine) 
 Iron Works for the Norwich Line, to run between New York 
 and New London, Conn. She was designed b\- A. Gary 
 Smith, New York. Her principal hull dimensions are: Len.gth 
 over all, ^^(^ feet 'a inch; length on load water line, 319 feet 
 io-<4 inches; extreme breadth over guards, 66 feet i mcli; 
 moulded beam, 49 feet 6', inches; load draught, 13 feet; depth 
 of hold 17 feet 7 inches; tonnage, 2,400 tons. The hull ot 
 the vessel is coii.structed entirelv of steel with four complete 
 water-tight bulkheads. She has five decks, named, respec- 
 tively lower, mam, saloon, gallery and hurricane. The pro- 
 pelling power consists of two independent sets of vertical, in- 
 verted, direct-acting, triple-expansion engines, driving ^twm 
 screws The cvlinders are 26. 40 and 64 Ijy ,V>. the high- 
 pressure being fitted with a piston valve, and the intermediate 
 and low-pressure cvlinders with double-ported slides. The 
 total indicated horse-power, including all auxiliaries, is 4.650 
 when the main engines are making 125 revolutions per minute, 
 a piston speed of about 750 feet. The cylinders are supported 
 
 by heavy wrought-iron columns in front and cast-steel columns 
 behind. The piston-rods are of steel, whilst the connecting 
 and all working rods generally are of wrought iron. The air- 
 pumps are worked from the low-pressure crosshead, and are of 
 27-inch diameter witli 12-inch stroke. The condensers are 
 constructed of composition, and have each a cooling surface of 
 .1.3^7 square feet. The crank shaft is 1 1 ^4 inches diameter, 
 and is made of wrought iron with steel crank pins. The pro- 
 peller wheels are constructed of manganese-bronze, they being 
 four-ljladed and 11 feet diameter, with a pitch of about 16 feet. 
 Steam is supplied by six steel single-ended Scotch return tubu- 
 lar boilers, each having a length of 12 feet 10 inches and a 
 diameter of 13 feet 6 inches. They have each three corru- 
 gated furnaces of 43 inches internal diameter, and are designed 
 for a working pressure of 165 pounds to the square inch. The 
 boilers are placed three on the starboard and three on the port 
 side of a boiler-room the width of the ship, and are 44 feet long, 
 and two tall smoke.stacks, 9 b}^ 7 '_. feet, carry off the refuse gas 
 and smoke. The engines, boilers and coal take up 74 feet of 
 the vessel's length amidships, the total coal bunker capacity 
 being 90 tons, sufficient for the vessel to steam one round trip. 
 The propelling machinery was designed by Chas. E. Hyde. 
 
HOWEIJ/S STEAM VESSELS AND MARINE ENGINES. 
 
 37 
 
 Knoinks ok TwiN-SCRiiw vStkamek RiCHARii Pj-xk. — P.uilt 1)y the Harlan & Hollingswortli Co., \Vilmin.t;ton, Del. 
 
 Engines of the Steamer Richard Peck. 
 
 It is only recently that the screw has begun to replace the 
 sidewheel in the passenger service on Long Island Sound. 
 How well the twin screw is adapted to the requirements 
 of that service, in the speed attained and ease of manipula- 
 tion in the crowded waters of the East River, is de- 
 monstrated by the success of the Richard Peck, of the New 
 Haven Line, which created quite a sensation at the time of its 
 addition to the fleet a few years ago. Her length on the water 
 line is 300 feet ; over all, 316 feet ; beam, 48 feet ; breadth over 
 guards, 62 feet ; depth of hold, 18 '2 feet. It is in the motive 
 power that our readers will be chiefly interested. This is fur- 
 nished by two triple-expansion engines having 24, 38 and 60- 
 inch cylinders, and a 30-inch stroke, run regularh^ at 136 revo- 
 lutions per minute, or 680 feet of piston .speed, and developing, 
 with an initial pressure of 160 pounds, about 4,250 indicated 
 horse-power. A good idea of their general appearance and 
 their arrangement with reference to the boilers, etc., is con- 
 veyed by the engraving. The valves are controlled by ordinary 
 marine link motions operated by means of a steam ram, a single 
 stroke of which shifts the blocks through the entire length of 
 the links. The steam rams are operated by the small levers 
 shown in the center of both engines, and so easily are they 
 manipulated that one man standing between the engines can 
 operate both. Piston valves 12 inches in diameter are used on 
 
 the high-pressure cylinders, and slide valves on the interme- 
 diate and low, those on the low-pressure being double-ported. 
 The valves weigh as follows : high-pressure, 200 pounds ; 
 intermediate, 700; low-pressure, about 1,000 pounds. The 
 weight of the slide valve is taken up b}' pistons working in 
 vertical cylinders over the valves, subjected to the steam chest 
 or receiver pressure below and connected with the condenser 
 above. There are also provided equalizing valves on all the 
 C3dinders allowin.g the .steam to escape to the chest or receiver 
 should the pressure in the cylinder exceed, by compression or 
 otherwise, the available initial pressure. Each engine has its 
 own surface condenser of the type ordinarily furnished by the 
 builders of the hull and machinery, the Harlan & HoUingsworth 
 Company, of Wilmington, Del. These are parallel with the 
 engines and behind them. The circulating water is supplied 
 by centrifugal pumps, one for each engine, operated by small 
 vertical engines, directly connected to the pump shafts. Should 
 an accident occcur to the circulating apparatus or the surface 
 conden,ser a jet maj^ be used, and an escape valve is provided 
 for automatically discharging the exhaust to the atmosphere in 
 case of the total disabling of the condenser. The air-pumps 
 are vertical single-acting, operated by beams receiving their 
 motion from the low-pressure crossheads. Two bilge-pumps 
 are also attached to each beam. From the hot-well the water 
 is passed throu.gh a hay filter and returned to the boilers by a 
 10 b)' 6 by 12-inch Blake feed-pump, the speed of which is 
 
38 
 
 HDWKLL'S STEAM V]{SSELS AND MARINE ENGINEvS. 
 
 controlled b^- a Waters pnnip governor operated by a float in 
 the filter tank. The exhaust from the Ijoiler feed-pump is 
 turned into the tank, raising the temperature of the feed some 
 50 degrees. Two Korting I'niversal injectors are used for 
 forcing water iv.nu the fresh-water tanks to the boilers when 
 the engines are not in operation, A b)'-pass is provided between 
 the steam and water compartments of the surface condensers, 
 by opening which salt water mav be added to the condensed 
 steam to make up lo.s.ses, etc. There are also small Blake 
 
 water-jacketed, and have also spray pipes for emergencies. 
 Steam is furnished by six steel Scotch boilers 13 feet in diameter 
 and 12 feet long, with three furnaces each. The furnaces are 
 of corrugated steel, and furnished by the Continental Iron 
 Works, Brooklyn, N, V,, and since boilers of the Scotch type 
 are coming into considerable use in stationary' practice, will 
 interest as well the stationary engineer. The corrugations 
 stiffen the tube against the collapsing pressure to which it is 
 subjected, and make possible the construction of furnaces of 
 
 RxGiNK OK THK Christoi-her CoLrMUFS.— Built 1.V ,S, F, Hodo-e .\: Cr. 
 
 pumps for circulating both salt and fresh water through the 
 saiiitar>- and water service, and a large fire and bilge pump 
 located on the .grating above the engine-room as required by 
 law. The auxiliary pumps, circulating-pumps, engines, electric 
 light engine, etc, are run on j'j pounds pressure, the suppl}- 
 from the main boilers passing through a Foster reducing valve. 
 The engine main shaft is 1 1 inches in diameter, and the 
 crank pins have the same diameter and a length of 12 inches. 
 The main bearings are lined with Magnolia metal, and the 
 crank pin boxes with Parsons' white brass. The crosshead pins 
 run directly on the brasses. The slides and main bearings are 
 
 nn orm thickness sufficientlv thin to allow the heat to be trans- 
 mitted unincumbered with .stiffening rhigs or flanges and of a 
 strength sufi^cent to withstand the pressure demanded bv 
 modern practice The furnaces in the Peck are T nches in 
 diameter aird 8 feet 5 niches long ; and there are in ^ach bo le 
 a total of 65 .square feet of grate surface. Twelve to f^f tee' 
 
 z:':^ d aft t^" ^r^'r "^"^ p^^ ^<^-- foot of'^rft^i : 
 
 natural draft the .stacks, two m number, are 7 feet in cliameter 
 and extend about 66 feet above the level of the gra e The 
 
HOWELL'S vSTEAM VKSSKLvS AND MARINE ENGINES. 
 
 39 
 
 the front of the boilers. There are in each boiler 241 3- 
 inch tubes, each being S feet 4 inches long. The boilers are 
 surface blown at night and blown off from the bottom each 
 morning, and each week one is opened and cleaned, ,so that 
 each boiler receives a cleaning and internal in.spection once in 
 six weeks. The oil from the main bearings, guides, etc., is 
 collected in a pit beneath the low-pressure C3'linder, passed 
 through a Perfection purifier, and used over and over again. 
 The coal bunker is between the engine and Ijoiler-rooms, and 
 the coal is discharged from the Ijunker into buckets suspended 
 from overhead tracks, upon which they may be passed to any 
 
 Engine of the Whaleback Steamer Christopher Columbus. 
 
 This engine was built by Samuel E. Hodge & Co., of 
 Detroit, Mich., for the World's Fair passenger steamer Chris- 
 topher Columbus, constructed at the yards of the American 
 vSteel Barge Company, West Superior, W'is. Engine, 26, 42 
 and 70 by 40 inches. The high-pressure cylinder is fitted with 
 a piston valve, and the low and intermediate with double 
 ported slide valves, the port openings being ample for a piston 
 speed of 770 feet per minute. None of the cylinders are 
 jacketed, Init the high-pressure is fitted with a hard cast-iron 
 
 Boston .-vnd GLorcKSTi-,K Link Stk.\mi';r Cai-e Ann.— Constructed by the Xeafie & ],ey\ Ship and Engine Buildin,g Co., Philadelphia, Pa. 
 
 part of the fire-room. See's ejector is u.sed for discharging the 
 ashes. The boilers are fitted with heaters for promoting 
 circulation in those portions which lie below the level of the 
 grates. 
 
 The following additional details will be of interest. : The 
 air-pump is 26 inches in diameter by 13 inches stroke. The 
 crank shaft is of wrought iron, built up, 11 inches in diameter, 
 the crank pins being of the same diameter and 12 inches long. 
 Two of the main journals are 16 inches in diameter, the 
 remaining four being 14 inches. Thickness and breadth of 
 low-pressure crank web, 9J2 inches; of intermediate, S^-z ; 
 high-pressure, 6^2 ■ There are five thrust collars on each 
 shaft, 1-^4 inches wide, spaced 4?4 inches apart, with an outside 
 diameter of iS inches ; inside diameter, iO;'4 inches. Each 
 condenser has 1,036 tubes, 34 of an inch by 16 feet, giving a 
 cooHng surface of 3,242 square feet to each condenser. — Power. 
 
 liner. The valves are all worked from the ordinary, independ- 
 ently adju.stable link motion, all joints having liberal wearing 
 surfaces, and the position of the links is controlled by a com- 
 bined steam and hydraulic reverse gear, and also a worm and 
 screw hand reverse gear. The crank shaft is of the built-up 
 type, 13 inches in diameter, and n:ade in three interchangeable 
 parts, with .steel crank pins 12 '2 inches diameter, 14 inches 
 long. Each crank is provided with a counterbalanoe of suf- 
 ficient weight to balance the pin and its hubs. 
 
 The New Steamer Cape Ann. 
 
 This elegant screw steamer was built by Neafie & Levy, 
 Philadelphia, Pa., for the Boston and Gloucester Steamboat 
 Company, of Boston, to ply between the latter cit>- and 
 
40 
 
 HOWEIX'S STEAM A'ESSELS AND MARINE ENGINES. 
 
 Plans_1''ijR an iRijx Tl"i;;. — Designed by Heiirv J. Gielow, New York. 
 
HOWELL'S STEAM VESSELS AND MARINE ENGINES, 
 
 41 
 
 Triple-Expansion Engine oe the Fire Boat New Yorker. 
 
 Gloucester, Mass., a distance of thirty miles, which is made by 
 the new boat in one hour and forty minutes. The Cape Ann 
 was launched on April 6, 1895. She was constructed in five 
 months. The Cape Ann has a speed of 16 knots, carries 1,000 
 passengers and is 1S5 feet long, 29 feet beam and 13 feet deep. 
 She is propelled by a vertical inverted compound engine 23 and 
 50 b}' 30 inches, running at 145 revolutions per minute, indicat- 
 ing 1 ,500 horse-power. Her screw is of the built-up style, 9 
 feet 8 inches in diameter. The steel boilers are of the vScotch 
 type, two of them being 10.8 feet b}' 12.2 feet, while the third 
 
 is 1 1.4 feet by 12.2 feet, carrying a steam pressure of 125 pounds. 
 Each boiler has two corrugated flues, forced draught being used. 
 The fire-room is air-tight and worked under pressure, air being 
 supplied by a special steam fan, delivering 25,000 cubic feet of 
 air per minute. All pumps are independent. Her hull is 
 built of steel throughout. She has main, saloon and hurricane 
 decks ; there are five water-tight bulkheads. The steamer has 
 a freight capacit}- of 500 tons. She carries a crew of 20 men. 
 Her cost was about $100,000. 
 
42 
 
 HOWELL'S STEAM VESSELS AND ^L\RINE ENGINES. 
 
 Plans and Specifications for an Iron Tug. 
 
 The accompanying illustrations show the general outline 
 of an iron tugboat, and the general arrangement of its 
 machinery. We believe the design to be a good one, and the 
 following data in connection with the cuts will be useful to 
 some of our readers as matter of reference -in designing 
 similar boats. The general dimensions of the hull are : I^ength 
 over all, ii8 feet; length on water line, iii feet 4 inches: 
 extreme breadth of beam, 22 feet 3 inches : depth of hold 
 amidships, i i feet 6 inches; load draught of water aft, 10 feet 3 
 inches; least freeboard, 3 feet 7 inches. The boat is to be 
 driven by an inverted cylinder surface-condensing compound 
 engine, with two cylinders and cranks at an angle of 90 degrees. 
 The cylinders to stand fore and aft of each other, the high- 
 pressure cylinder to be the forward one. The center of low- 
 pressure cylinder to be 12 inches forward of frame No. 41, and 
 the center of the shaft to be 4 feet 7 inches below the designed 
 water line on frame No. 41. 
 
 High-pressure cylinder is 20 inches diameter, and low- 
 pressure cylinder 40 inches diameter ; both for a 2ri-inch stroke 
 of piston. Steam ports of high-pressure c\-linder not to be 
 less than 24 square inches, and exhaust not less than 48 
 square inches ; the low-pressure cylinder is to ha\'e double 
 steam ports having a combined area of 102 square inches, and 
 an exhau.st area of 136 square inches. The hjwer ends of the 
 cylinders to be fitted with a small Ijonnet with stuffing box and 
 glnnd, both bushed with composition ; also a brass drain valve 
 I inch diameter with copper pipes. Bedplate is to be of cast- 
 iron in one piece, composed of two fore-and-aft box girders 16 
 inches square, and three transverse box girders 10 inches wide 
 and 16 inches deep. Fore-and-aft girders to have open bottoms, 
 and transverse girders to be shaped to receive pillow blocks, etc. 
 All necessary flanges, bosses and lugs for condenser, air-pump, 
 etc., to be cast on, and all surfaces for flanges and connections 
 to be planed. A light cast-iron or wrought-iron pan to be 
 fitted under each crank to receive oil and drip from journals. 
 The main frame for carrying the cylinders on port side will be 
 the surface condenser ; cast-iron frames abo\'e having flanges 
 and through bolts at cylinders and condenser, and crosshead 
 guides, S-inch face, cast on to the inside. On starboard side 
 will be two rectangular cast-iron box columns 9 by 10 inches 
 at cylinders, and 14 by 14 inches at bedplate. 
 
 Steam chests to be cast separate, fitted with face joints, and 
 well bolted to cylinders. The high-pressure steam chest is to be 
 fitted with a screw valve 2'j inches diameter, for a pass-over 
 valve, with copper pipes, and all necessary fittings and con- 
 nections. Valve, seat and stem of composition. Each steam 
 chest is to be fitted with a i-inch relief valve of composition, 
 with copper connection to condenser. A relief valve, set at 45 
 pounds, is to be fitted on low-pressure steam chest. Slide 
 valves to be of the ordinary D form, made of cast iron of as 
 different texture from the iron of the seats as possible, and 
 scraped to a tight bearing surface. A Me^-er cut-off valve is to 
 be fitted on back of high-pressure valve, worked by a .separate 
 eccentric, with right and left-hand screws for adjusting the 
 point of cut-off. Suitable hand-wheel for operating and an 
 indicator plate, graduated to show the point of cut-off, is to be 
 provided. Intermediate receiver is to be of copper pipe 10 
 inches diameter, and of sufficient thickness to stand a working- 
 pressure of 50 pounds ; to have composition flanges, faced, with 
 backing flange to which the pipe is to be riveted and brazed. 
 
 The valves are to be worked by a Stephenson link motion ; 
 the Imk to be of the "double-bar" pattern, with a throw ol 
 about IS inches; to be made of machinery steel, 2^4 inches 
 deep and i '3-inch face. Main eccentrics to have 2;'^-inch face,^ 
 and cut-off eccentric 2-inch face. Eccentric rods to be made of 
 machinery steel. Pistons to be of cast iron, double shell, 
 properly ribbed, with cast-follower fastened with .steel bolts 
 screwed mto brass nuts. Packing rings to be of cast iron, in 
 two thicknesses, and set out with steel springs. Piston-rods to 
 be of mild steel 3'- inches diameter. liach cros.shead is to 
 have two journals 3.^4 inches diameter and 4 '4 inches long. On 
 each side of crosshead there will be a brass .slipper fitted with 
 taper liner and suitable nut and bolt for making adjustments 
 for wear. The wearing surface of the bra.ss slippers not to be 
 less than 96 square inches each. Connecting-rods to be of the 
 best hammered iron. Crank-shaft pillow blocks to be fitted 
 with composition boxes babbitted. Forward journal 10 inches 
 long ; intermediate journal iS inches long and after journal 15 
 inciies long ; all to be 8 inches diameter. Crank shaft to be 
 forged in one piece. The bearing surfaces in thrust bearing to 
 have a maximum pressure of not more than 40 pounds per 
 scjuare inch. Counterbalance wheel to be of cast iron, well 
 fastened to after end of crank shaft : to be fitted with suitable 
 notches so as to serve as a " pry -oft' " wdieel when required, 
 and also to serve as one disk of coupling. vSurface condenser 
 to have a coolin.g surface of 1,000 square feet, measured on 
 outside of tubes ; cast-iron shell i inch thick, and to ha\-e a 
 length of about S feet i inch between flanges. Midway between 
 the tube heads, longitudinally, a cast-iron plate will be fitted 
 and secured to shell to support the tubes and keep them from 
 chattering. Tube heads to be of composition not less than i '4 
 inch thick, and bolted in place with yellow metal or composition 
 standing bolts. Tubes to have cotton packing compres.sed 
 with suitable glands or followers. Tubes to be 5 fi inch in 
 diameter, tinned inside and out, and arranged in two nests or 
 sets, so that the refrigerating water will pass twice through 
 tubes. A suitable brass cup or valve is to be fitted for intro- 
 ducing soda to the condenser. Air-pump to be vertical, single 
 acting, 19 inches diameter and 12 inches .stroke, worked from a 
 low-pressure crosshead by means of suitable levers and links. 
 Valve seats to be of gratin.g form and valves of pure rubber. 
 Hot-well to be ca.st on air-pump, concentric with body of pump 
 and fitted with feed-water connections and outboard delivery. 
 The feed water to be led to a galvanized iron receiving tank from 
 which the feed-pump will draw its supply. Receiving tank to hold 
 not less than 500 gallons, and to be fitted with approved filter for 
 separating oil and grease from water. The circulating-pump is 
 to have a capacity of not less than 600 gallons per minute at 
 ordinary .speed, with suitable sized steam cylinder and direct 
 connection. Feed-pump to be No. 4 Knowles' patent pressure 
 pump, 5 1< -.steam cylinder, 3:^4 -inch water cvlinder, both with 
 a stroke of 7 inches. A pipe heater is to be fitted between 
 engme and condenser, through which exhaust steam will pass 
 from low-pressure cylinder to the condenser for increasing the 
 temperature of the feed-water. There will also be fitted one 
 No. 7 Korting Universal injector, with connections to receiving 
 tank and fre.sh-water tank. A bilge ejector is to be furnished, 
 with proper connections for siphoning water from any compart- 
 ment at will. Propeller wheel is to be of cast iron, four-bladed, 
 9 feet diameter, and fitted on shaft with fore-and-aft-key and 
 a large cap outside with keeper. Boiler to be of the Scotch 
 type, 12 feet 6 inches in diameter, 12 feet long. To be made 
 
HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 43 
 
 -|f^ £«»(,. CJ Kjl '.W KJ M; Bin. Cap, (Sal.-,) 
 
 
 S I Fire ! I Fh;e ] ,^v^' ^i |_ 
 
 Oi ;0^""'"0 Oi 
 
 Oil t.ur>l^ yi'-eUnchS^ 
 
 
 Clfii/Eiishiar' 
 
 Oexek.ai. Pi..-\n of thk Imrk Boat New Yorkkr. 
 
 of Siemens-Martin steel. It is to have three Fox's patent 
 corrugated furnaces 36 inches clear inside diameter, and 8 feet 
 ii5'8 inches long. American lap-welded boiler tubes, 248 in 
 number, 3 inches diameter, 8 feet io}2 inches long, .spaced not 
 le.ss than 4 inches between centres ; 72 of these tubes to be 
 stay pipes. Back connections to be 2 feet 5}^ inches long at 
 bottom and 2 feet 2 J4 inches at top, to be arranged in three 
 separate compartments, each connected with its proper furnace. 
 Grate bars of cast-iron in two lengths, each about 3 feet 7 
 inches long. 
 
 The material of hull is to be iron capable of withstanding 
 a tensile strain of 45,000 pounds per square inch with and 
 40,000 pounds across the grain. Keel to be formed of a bar of 
 hammered iron 6>2 by 2 inches, forged in as long lengths as 
 
 possible \^■ith scarfs iS inches long. Stem of hammered iron 
 6J2 by 2 inches from keel to load water line, gradually 
 diminishing to 4'^ by 2 inches at head. Stern post of ham- 
 mered iron 6' J by 2 '2 inches, with suitable eye and hub forged 
 on for stern pipe and .screw shaft. The rudder post to be 5 by 
 ly-z inches, with shoe or boss at lower end for foot of rudder 
 stock. Frames to be of angle iron 3 by 33;-; inches, spaced 21 
 inches between centres, all to extend in one length from keel 
 to gunwale. Bulkhead frames to be double. Intermediate 
 frames, same size, to be worked in center of each frame space, 
 from stem to frame No. 22, to extend from keel to about 3 
 feet above load water line. This boat was designed by Henry 
 J. Gielow, engineer and naval architect. New York. 
 
44 
 
 Howi'LL's st1':a.m \esskls and marine engines. 
 
 I 
 
 
 v:^. 
 
 k 
 
 -^nmmmmsm. 
 
 ^.rtr*'-'^^^^ 
 
 150ST0N \Nii Portland LrxE Steamkr Ba\- StaTk. 
 
 Thk Nkw Woudkn Fike Boat kjr the City oe Boston.— 1-luiU by John M. Brooks, East Boston, Mas; 
 
HOWELL'S vSTEAM VESSELS AND MARINE ENGINES. 
 
 45 
 
 r\ m 
 
 CoMPiiuND Engines ok Boston's New Fire Boat. — Built b\- Bmwn & Miller, Jersey Citv, N. J. 
 
 Engines of the Fire Boat New Yorker. 
 
 Boston and Portland Steamer Bay State. 
 
 The cut on page 41 shows the triple-expansion engine of the 
 fire boat New Yorker. The cylinders are 15, 24 and 39 by 24 
 inches. The illustration represents the engine without the 
 lagging. The cylinders are lagged with magnesia. 
 
 For the high-pressure cylinder a piston valve is used ; the 
 valve seat is bushed with steel. The area of the steam port is 
 15 square inches, and that of the exhaust port 30 inches. For 
 the intermediate c>diuder a slide valve is used ; area of steam 
 port, 40 square inches, and that of exhaust port, So square 
 inches. The low-pressure cylinder is provided with a double- 
 ported slide valve ; the combined area of the steam port is 100 
 square inches, and that of the exhaust 200 square inches. 
 
 The Fire Boat New Yorker. 
 
 This iron boat was built in 1890 by the John.son Engineer- 
 ing Works, Harlem, N. Y. , from plans of Wm. Cowles. The 
 hull is 125 feet long, 26 feet beam and 14^2 feet deep. Her 
 engines were built by Brown & Miller, Jersey City, N. J,, and 
 the steam generators b}' the PVanklin Boiler Works, Green- 
 poinrt, L. I. 
 
 The hull of this boat was constructed by the New England 
 Co., of Bath, Me. She is owned by the Portland (Maine) 
 Steam Packet Co., and is on the route between the latter place 
 and Boston, Ma,ss. The Bay State bears a .striking resemblance 
 to her consort the Portland, but is built in a more substantial 
 manner and her model is much finer. The hull is as follows ; 
 Length over all, 292 feet; breadth of beam, 42 feet; over 
 guards, 68 feet; depth of hold, 16 feet; gross tonnage, 
 2,211.01; net tonnage, 1,537.63. A heavj' hog frame extends 
 almost the entire length of the boat, reaching to the second 
 deck. It is diagonally braced and strapped with iron. 
 
 The vertical beam engine was built by the Portland Co. , 
 of Portland, Me. The diameter of cylinder is 62 inches ; 
 length of stroke, 12 feet. The Portland Co. also furnished the 
 two steel flue and return tubular boilers The}- are in length 
 23-; feet; diameter, 144 inches; ten.sile strength, 55,000 
 pounds ; steam allowed, 50 pounds per square inch ; flues in 
 each boiler, 2; tubes in each boiler, iSo; the longitudinal 
 seems are double-riveted. There are 146 staterooms and 216 
 berths, which will accommodate 700 people. The paddle-wheels 
 are of the Mahoney type, and are 35 feet in diameter. 
 
46 
 
 HOWKLL'S STEAM A'F,SSP:I.S AND \[ARINK ENGIN^ES. 
 
 Thk STi.Kr. Ti-i-, W. (;. \\"ir.M 
 
 uilt liv !■■. \\-. WlieeU-r .\c Co., West H.iy City, Mich. 
 
 The Boston Fire Boat No. 44. 
 
 The hull of thi.s boat is of wood ( iron would certainly have 
 been better for a fire-fighting machine such as she is). Length, 
 no feet over all ; breadth of beam, 26 feet over plank ; depth 
 of hold from top of ceiling to top of deck beam, on frame -,, 10 
 feet ; draught, S feet 6 inches. The hull and joiner work were 
 built bj- John M, Brooks, of East Boston, and engines, boilers 
 and all machinery, except fire-pumps, by Brown & jNIiller, 
 Jersey City, N. J. The engines are of the vertical inverted 
 cylinder, direct-acting, compound type. The high-pressure 
 cylinder is 18 inches diameter, low-pressure 36 inches diameter, 
 and 24 inches stroke. The high-pressure valve is of cast iroii 
 of the pi.ston type ; the low-pressure \-alve is a double-ported 
 
 slide valve ; and both are proportioned for a piston speed of 
 
 on wff'.^n '"">,"'?■ J^^ ''^'''^ sear is of the Miller patent 
 cut-off type, with double-bar links. Eccentrics and straps of 
 cast iron, and eccentric rods of wrought iron fitted with straps 
 gibs, and keys where attached to the links. A^alve stem ..uide; 
 are of ca.st iron and secured to the cylinders, and thev are 
 fl e M-l ^ 1 ''^/'''''^ ^"^"' '^'^'- 'Th'^ '-eversmg engine is 
 Imeter rr' ''''" ''^'''''' '^'P^ ^ cylinder 7 inches di- 
 
 rear side o t r™'"^' '°"T'' f '^™ '^^^^'i^"" ^°1™^"« «" the 
 rear .see of the engine, fitted with water slides ■ and four 
 
 wrought-iron columns on the front side of the engiiTe The 
 
 net «! with'?' '""•'^T' ^4'°^^^^ ^^^^P under ^t^:boS 
 and fitted with four mam bearings 
 
 The conden.ser is of cast iron,' circular in form. Cooling 
 
HDWELL'S STEAM \^ESSELS AND MARINE ENGINE.S. 
 
 47 
 
 STfAKT's Ckannei, S^'STEM OF CoxsTRrcTiox. — Showing keel, keelsons, intercostals and iloor.s. 
 
 surface, i,ioo square feet ; brass tubes tinned inside and out ; 
 tube sheets of composition ; the cooling .surface being- commen- 
 surate with the power of the boiler. The latter being calcu- 
 lated to supply steam to propelling engine while fire-pumps are 
 in operation. The independent air and circulating-pump has 
 a steam cylinder 12 inches diameter, air cylinder 14 inches and 
 water cj'linder 14 inches diameter, all u inches stroke. 
 
 The propeller is of the built-up tjpe, 8 feet diameter, 12 
 feet pitch. There are two boilers of the vertical type built for 
 a working pressure of 120 pounds per square inch. Thickness 
 of shell, ^- inch ; crown sheets, l^ inch ; tube sheets, '2 inch ; 
 furnace, 11-32 inch; smoke box, 7-16 inch ; all of Siemens- 
 Martin steel. Each boiler contains 542 lap-welded iron tubes 5 
 feet long, 2 inches diameter, expanded and beaded over at both 
 ends. 
 
 There are two vertical fly-wheel duplex fire-pumps, double 
 acting, furnished by American Fire Engine Co., of Seneca 
 Falls, N. Y., with steam cylinders of the compound type. 
 
 Steel Tug W. Q. Wilmot, of New Orleans. 
 
 This boat, named after her owner, is of steel throughout 
 and of the following dimensions : Length over all, no feet 6 
 inches ; beam, 23 feet ; extreme draught, 11 feet ; the engines 
 are triple-expansion, with cylinders 16, 24, 40 inches by 28 
 inches and drive a screw 9 feet 3 inches by 12 feet. The high- 
 pressure cylinder has a pi,ston valve ; the other two cylinders 
 have slides, worked by link motion, which is handled by steam 
 reversing gear. 
 
 The boiler is of the Scotch type, 12 feet 6 inches diameter 
 by 12 feet 8 inches long, with three furnaces 40 inches diameter 
 by 8 feet long ; the grate area is 63 square feet ; heating sur- 
 face, 2,000 square feet. On her trial trip, in Saginaw Bav, the 
 Wilmot made r6 miles per hour under partial power, develop- 
 ing 700 indicated horse-power on 160 pounds of steam, and 125 
 revolutions per mituite. She was built in 1892 by F w". 
 Wheeler & Co., West Bav Citv, Mich. 
 
4'^ 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINEvS. 
 
 Stuart's Channel System of Construction. 
 
 The channel iron system of construction is excellently 
 shown in the accompanying illustration, which pictures the 
 methods employed in the building of a large steel steamer on 
 the lakes. There has been a good deal of controvensy pro 
 and con upon the merits of this system, as compared with the 
 old style of using angel irons on steel plates. The channel 
 SNstem is the invention of Sinclair Stuart, Ship and Engineer 
 Surveyor to U. S. Standard Steamship Owners', Builders' and 
 Underwriters' Association, Limited, British Corporation for the 
 Survey and Registry of Shipping, and LInited States Lloyds, 
 New York, and has been used in the yards of the Cleveland 
 Shipbuilding Co., the Chicago Shipbuilding Co., and others. 
 The channel system certainly saves a large amount of riveting, 
 and its advocates claim that it gives the .ship a greater rigidity 
 where it is most needed, and where rivet heads shear off most. 
 
 The saving in rivets is effected by riveting the flanges of 
 the channeled iron together direct instead of using angle 
 pieces. The illustration shows the turn of the bilge in the 
 foreground, no frames being yet set up. The frames will at- 
 
 tach where the temporary wooden stringer is seen. The cut 
 shows more clearly than any description of the work that 
 might be written how these channel shapes are used for main 
 frames and floor plates, instead of angle iron and plates riveted 
 together to form the desired shape.— Cleveland Marine Record. 
 
 W'kir.HT's L.\UNCH Encinf:. — 6'2, 13 .K N. 
 
 Tkiixk-Ivxpansign Engink of thk Bridgeport Linl. Stkamer NrTMi;(-. St- 
 
 .^TK. 
 
HOWELL'vS STEAM VESSELS AND MARINE ENGINES. 
 
 49 
 
 X3:i 
 
 (TT] rm 
 
 "TI7~"C 
 
 7^1^" 
 
 Chapin's Patent Compound Launch Engine.— Desij<ned by John J. Chapin, Yonkers, N. Y. 
 
 Engine of Steamer Nutmeg State. 
 
 The steamer Nutmeg State was built in 1892 for the 
 Bridgeport Steamboat Compan)-, and is now engaged in the 
 passenger and freight service between New York and Bridge- 
 port, Conn. Her engines are triple-expansion, iS, 27 and 
 42 by 26 inches. At the front side the C3'linders are supported 
 by three wrought-iron columns 414 inches diameter, and at 
 the rear side by three cast-iron columns bolted to the top of 
 condenser, which forms part of the framing. The cooling 
 surface in condenser is 1,600 square feet. A single-acting air- 
 pump is bolted to the condenser and worked by a lever, which 
 receives its motion from low-pressure crosshead. The diam- 
 eter of air-pump is 21 inches. Eor the distribution of steam 
 in the horse-power cylinder a piston valve 10I2 inches diam- 
 eter is used ; and double-ported slide valves perform the same 
 office for intermediate-pressure and low-pre.ssure cylinders. 
 Steam ports in the intermediate-pressure cylinder are 3 inches 
 
 wide and 20 inches long ; in the low-pressure cylinder they 
 are 3 inches wide and 38 inches long. These valves are actuated 
 by the ordinary Stephenson link motion, the links being of the 
 double-bar type, and the motion reversed by steam. The 
 diameter of the reversing cylinder is 8 inches. The pistons are 
 of cast iron, fitted with the ordinary cast-iron packing rings held 
 out by steel springs. Diameter of piston-rods, 3J8 inches ; 
 diameter of connecting-rods, crosshead end, 35,^ inches ; crank 
 pin end, ^Vs inches diameter; crosshead'pin, 4=3 inches diameter; 
 crank pin, 848 inches diameter and g inches long ; main journals 
 8Sg inches diameter and 12 inches long ; crankwebs, 6}( inches 
 thick and 16,^-; inches wide. A worm and wheel is attached to 
 the end of the crank shaft for turning the engine by hand. 
 Diameter of propeller, 9 feet 10 inches ; pitch, 14 feet ; number 
 of blades, 4. Feed and bilge-pumps are worked from the air- 
 pump crosshead. The circulating-pump is an independent 
 one. The engine develops 1,000 horse-power ; total consump- 
 tion of coal, 1,600 pounds per hour. Steam is supplied by 
 
5° 
 
 HOWELL'S STEA^I A'ESSELS AXD ^L\RINE ENGINES. 
 
 t\YO cylindrical Ijoilcrs y feet 4 inches diameter and 20 feet 
 long ; each contain two furnaces 47 inches diameter. Total 
 grate surface, 100 square feet : working pressure, 160 pounds 
 The hull is built of wood ; length on water line, 1S3 teet ; 
 breadth, 34 leet ; mean draught, 9 feet ; displacement, 960 
 tijns. There are 3.S staterooms and a ladies' cabin on the 
 saloon deck, and 36 berths for cabin passengers below the 
 main deck. The enguies were funlt b\" John W. Sullivan, 
 New York, and the hull b)- Robert Palmer i.\: Sons, Noank, 
 Conn. 
 
 Chapin's Compound Launch Enijine. 
 
 The engme herewitli shuwn is a single-\"alve compound, 
 having cxdinder-. 3 and U) inches and 5 inches sti'oke. The 
 cylinders, stecun chest and buttom heails are a smgle disting. 
 The steam chest is made \'er>' large in diameter in proportion 
 to the CN'bnders, in urdert'i get large port area with a minimum 
 of valve tra\'el, also to make a recei\-er between the high-pres- 
 sure and low-pressure c>dinders. The cranks are jilaced di- 
 rectly opposite, the object of the receiver being to do awa\' 
 with the shock and pound in the Imv-pressure cylinder, common 
 in engines exhausting directly from high-]iressure into low- 
 pressure c\linder when running at a high rate of speed. The 
 valve is in one casting, consisting of four discs on a central 
 colunui. Steam enters tile chest between the two inside discs, 
 the Course of the steam lieing shown b\- the arrows. The ex- 
 haust ports at the top and bottom of the steam chest run into 
 each other at the l.)ack of the chest, and the exhaust steam is 
 carried away by one ]>ipe. The steam pipe is 2' ■ inches 
 diameter and the exhaust 3 ' _■ inches. The steam chest is fitted 
 with a cast-iron liner. The liner has bridges across the exhaust 
 ports, and jjieces cut <iut from either end of the liner into the 
 exhaust ports. The object of the latter is to open a jiassage 
 between the ends of the \-al\-e and the chest heads to prex'eiit 
 any choking, making the \'ah-e perfectl_\- balanci.d at all times. 
 The valve here shown is designed with ver_\" little lap, and is 
 intended to admit .steam during about 4 '4 inches of the stroke. 
 Both pistons are fitted with two self-setting spring rings, and 
 are attached to the rods b\- a driving fit to a shoulder and a nut 
 with split pin alio\-e The liigli-]iressure piston is cast heav\- 
 and weighted to ecpial that of the h)w-pressuie. The rods and 
 crosshead being the same weight and the cranks being set 
 opposite, the whole engine is in perfect f)alance. The c_\diiiders 
 are carried by four cast-steel columns set on an incline. The 
 high-pressure cylinder has lugs cast on each side and a web 
 running lialf way up the wall of the cylinder, and the low- 
 pressure has bosses cast on bottom head to receive the columns. 
 The latter have a T on each end and are bolted to cylinder and 
 bedplate bv two bolts. The crosshead and piston-rod are of 
 steel in one ]3iece, the crosshead being extra long, running on 
 flat guides. The latter are carried lj>- horizontal columns going 
 through T's on the main columns, with a nut on each side. 
 The opposite guides are connected, but not shown in drawing, 
 tying the columns together, making a light and very rigid 
 frame. The guides are fitted with brass slippers. The con- 
 necting-rods are 12'.. inches between centers, ha\-ing eyes in 
 the upper end with solid brass bushings pressed in. The lower 
 end has the regular box. The crank shaft is of steel 2 ' _- inches 
 diameter. There are four main bearings, two 4 inches and two 
 
 31, inches long, all fitted with brass bushings. The reversing 
 ^rear is the regular double-bar link motion. The go-ahead 
 eccentric rod is' .straight, the off-set coming altogether on the 
 back-up rod. The top cylinder heads have a -=s-inch ground 
 joint. The guides are adjustable by the nuts of the columns. 
 The thrust has three collars running in a bearing cast on the 
 bedplate. The thrust bearing is babbitted. The bedplate is 
 cast iron, very strong and light. The engine was designed to 
 meet specifications calling for a compound engine of the given 
 size cvliiulers, to make 750 rc\-olulions and occupy little space. 
 The crank shaft, set as it is, does awa\- with all pocketing of 
 .steam 111 the receiver, to be held there in compres.sion till the 
 low-pressure pi.ston is in a po.sition to take it ; but the in.stant 
 the high-pressure cylinder has finished with its steam, the low- 
 pressure is ready to take it without further compression, hi- 
 creasiug the cfiicieiic\- of the engine besides making a very nice 
 balance". Steam enters the chest and is delivered direct into 
 the high-pressure cylinder ; after it has done its work there, it 
 is delivered almost in a straight line across to the low-pressure 
 and from there into the ci ndeiiser. Although two cylinders 
 are run with one valve, the port passages are no longer than 
 other engines and .shorter than most. The valve is \"ery .simple, 
 finished in one setting in the lathe, making it \-er>- cheap to 
 build, and, at the same time, a good job. There are no diflicult 
 or delicate parts about the engine, and is \'er>' eas>- to handle. 
 The speed at wliich engines of this t>pe can be run .surprises 
 all who see them. This engine was designed by John J. 
 Cliapin, Yonkers, N. Y., and is full\- co\-ered b)- patents. 
 
 Burrell=Johnson Compound Tlarine Engine. 
 
 The cut re])reseiits the 16 and 2,s b>- 18 inches and 14 and 
 26 b\' I. S inch sizes of the tandem compound surface-condensing 
 marine engine, built by the ]-5urrell-Johiisoii L'on Co. , Yarmouth, 
 Nova Scotia. The steam cylinders are cast with receiver, and 
 connected between the two with ilanges, and form a reservoir 
 f(.)r the steam from the high-pressure to the low-pressure 
 cylinders. The condenser .at the back and steel c<ilumns in 
 front form the frame. The bedplate is of the hollow box 
 pattern, and fitted with bush metal boxes, liabbitt lined, and 
 have .good, large and long bearings for crank shaft. The con- 
 necting-rods are of forged steel, fitted with bush metal boxes, 
 babbitt lined. The crank shaft is .also of forged steel, made 
 solid, with cranks cut out at right angles, with large crank 
 pins All eccentric rods and other parts have a convenient 
 and pr.ictical way for taking up wear. Propeller shaft is of 
 forged steel, with brass slee\-es, shrunk and screw pinned on 
 slialt, where working tlirout;li stern bearing and stuffing box. 
 The pumps are all worked independently of the engine, and 
 can be regulated to run at the speed required, and have the ad- 
 vantage of the \-acuum when starting the engine. The latter 
 is fitted with steam re\-ersing gear which works with perfect 
 ease, and as quickly as desired. The cylinders are covered 
 with non-conducting material and lagged with walnut, cast 
 iron or mahogany, and fitted with heavy brass bands, or nickel- 
 plated if desired. The engines are built for 125 pounds steam 
 pre.ssure, and will run 140 revolutions per minute with all 
 satety. The engine illustrated is now running in the pas- 
 senger propeller Weymouth, the dimensions of which are as 
 follows: Length, 104 feet ; beam, iS feet ; depth of hold, ■]}■■, 
 feet. 
 
HOWELL'S STEAM VESSELS AND MARIN]- ENGINES. 
 
 51 
 
 Tanokm Cdmi'oi 
 
 NI. SURFACE C.NnRNS.NC, ENGINE OF THE STEAMER WEYMOUTH. 
 
 Trotmi-ieke's Co^IPOUNI) V.^cht Enc.ine. 
 
HOWELL'S STEAM \'ESSELS AND MARINE ENGINES. 
 
 THkoiM''s CoMPcrxD MARrxi', Kxotnk. — Built liy John I{. Tliro]ip \" Sons. 
 
 Sl.ilAT'S FiRK AM) WaTHR-TI'BK BoiI<tR. 
 
 Thropp's Compound Marine Engine. 
 
 Sloat's Fire and Water-Tube Boiler. 
 
 A brief description of this engine is as follows; The cylinders 
 are supported upon hollow cast-iron housings, which are 
 securely fastened to a substantial bedplate. The latter is con- 
 ■structed so as to catch all the waste oil, and overcomes the 
 saturation of hull with grease. The housings are bored in the 
 lathe, also bedplate after being babbitted, making the engine 
 machine-lined. All castings are made of the best charcoal iron, 
 liard, close and free from sand holes. The valves are of the 
 balanced piston type, which overcomes the .serious objection 
 often encountered in high-speed engines, and saves the wear 
 and tear on the link motion and eccentrics. For reversing, 
 the link motion made of .steel, fitted with case-hardened block 
 and pin, is used. The crossheads are made of steel, fitted 
 with brass gifts. The crank shaft is large diameter, made of 
 steel, with large crank pins, which insure a smooth working 
 engine. Connecting-rods, eccentric-rods, piston-rods and valve 
 stems are made of steel. The valve .stem guide is fitted up with 
 bras.ses, which are adjustable. All wearing parts are built so 
 as to take up all lost motion. The builders of this engine are 
 the John E. Thropp & Sons Compan\-, of Trenton, X. J. 
 
 George V. Sloat, of Rutherford, N. J., superintending engi- 
 neer of the Old Dominion Steamship Company, New York, has 
 patented a fire and water-tube boiler, which is shown in the 
 engraving. An engineer will understand it by in.spection ; but 
 little explanation is needed. The ordinary return tubular 
 boiler is provided with water table extending front and rear, 
 which are connected with each other by water tubes upon 
 the side, and a curved water leg, so to call it, amid.ships 
 of the furnace, taking into the under side of the shell. 
 The action of this combination is to produce a much 
 more rapid circulation and a free disengagement of steam, 
 while the heating surface for a given number of cubic feet 
 occupied by the boiler is greatly increa.sed. It is a wholly self- 
 contained boiler for either land or marine purpcses, and for 
 the fir.st mentioned duty is highly desirable, from the fact that 
 It needs no brickwork or setting of any kind, the only 
 external casing being a cour.se of fire-brick over the water 
 tubes, from water table to water table, front and back as 
 .shown m section. This brick counse is covered outside with 
 sheet iron, which makes a hand.some finish. Inclined side 
 
HOWELL'vS vSTEAM VESSELS AND MARINE ENGINES. 
 
 53 
 
 tubes connect the front and rear water spaces, the circulation 
 being front to rear in the side tubes, and from the base of tlie 
 rear water space into the base of the main boiler shell near its 
 rear end through a large curved connecting tube. The flame, 
 in its pa.ssage rearward, strikes this connecting tube, and heats 
 the water in it, thereby cau.sing it to rise into the main body of 
 the boiler, while the cold water flows from the base of the rear 
 water space into the tube, thus maintaining a continuous circu- 
 lalion. The ends of the side tubes come opposite hand-hole 
 covers, there being one cover for each two tubes. The engrav- 
 ing is merely a sketch, .so to speak, showing no working details, 
 but all facilities are provided foi a thorough examination and 
 access to the interior for cleaning and repairs. Mr. Sloat is a 
 thoroughly practical engineer and knows what is needed for 
 commercial work. One of these boilers has been in use for 
 several years on the steamer Albemarle of the (Jld Dominion Dine, 
 and has given good results. It weighs only 20,000 pounds, and 
 is 7 feet front and 14 feet long. It took the place of a lobster- 
 back boiler weighing 30,000 pounds, 8 feet 6 inches front by 20 
 feet long, requiring twice the water that the present boiler does. 
 
 The Tromblee Compound Yacht Engine. 
 
 The Cedar Point Foundry Co., Port Henrj', Essex County, 
 N. Y., are the builders of this engine. The cut shows a 4J2 
 and 8 by 7 inches compound engine. vSome of the dimensions 
 are as follows ; Bedplate, fore-and-aft, 19 inches ; on bear- 
 ing line, 20 inches ; athwartships, 24 inches. Bottom of bed- 
 plate to centre of crank shaft, 3^4 inches ; centre of crank shatt 
 to top of engine, 3 feet 3'„> inches ; face of coupling to centre 
 of bedplate, 20 niches ; diameter of crank shaft, 2 inches : 
 steam pipe, 1I2 inches; exhaust, 2 '3 inches. The cylinders 
 and valve cases are all contained in one casting thereby avoiding 
 joints. Piston valves are used for both cylinders, driven by 
 link motion. The cylinders are mounted on cast-iron columns 
 at the back and turned steel columns at the front. The crank 
 shaft is made from a steel forging and is perfectly balanced. 
 The crosshead is phosphor-bronze, the adjustments for wear 
 being made b}' a sliding wedge vi'orked by a screw. The 
 eccentric is cast iron and the strap phosphor-bronze. Weight of 
 engine complete about 775 pounds. These engines are designed 
 bv Andrew and Theodore Tromblee. 
 
 Com|)ound Engine of Tug Edwin H. flead. 
 
 The above named tug was built in 1893 by T. S. Marvel & 
 Co., Newburg, N. Y., for the Cornell Steamboat Co., Rondout, 
 N. Y. The engine was designed by Joseph De Rycke, New 
 York. The cylinders are 22 and 44 inches in diameter by 32 
 inches stroke, and are fitted with automatic relief valves. The 
 cylinder has a removable valve seat, and the valve is single- 
 ported, and provided with independent adjustable cut-off valves. 
 
 The valve is double-ported, and has a balancing cylinder to 
 relie\e the weight. The engine has double-bar link motion, 
 and a steam reversing gear. The crosshead guides are re- 
 movable, and provided with water channels. The crossheads 
 are forged and the slides fitted with antifriction metal bolted to 
 them. The crank and propeller shafts are 9 inches in diameter; 
 the main bearings are of cast iron, with antifriction metal ; the 
 
 Sloat's Kirk and AVater-Ti'br Bdii.RR. 
 
54 
 
 HOWIU.L'S STEAM A-KSSl'LS AND .MARINE ENGINES. 
 
 Ci>M\'nvsi> 1{nc.ini< oi- Ti-c. liiiWix H. AIiiAii.— Buill by T. S, Jhirvel .K: C"., XewlmrKli, X. Y , for the Conifll Steamboat Co., Rondout, N. Y. 
 
HOWKU/S STiJAM X-JCSSKI.S AND MARINJi KNOIM^s. 
 
 55 
 
 Trtpik-Expansiox Stkrplk K 
 
 X.V,XKS UK THK STRAM.R BA..SHKH,^B„i,t ,„• I,,,„l Br 
 
56 
 
 HOWELL'S STEAM X'ESSELS AND MARINE ENGINES. 
 
 crankb are forged, and the crank pins are of steel, y inches in 
 diameter. The thrust shaft has four collars, with removable 
 horseshoe thrusts. The propeller is four-bladed, 9 feet S 
 inches by 14 feet 6 inches pitch. There are two steel boilers, 
 1 1 feet 6 inches diameter by 1 1 feet long with two corrugated 
 furnaces in each, 42 '< inches diameter ; the working pressure 
 is no pounds. There is a superheater .S feet in diameter, 5 
 feet 9 inches high, having an internal corrugated flue 52>-2 
 inches diameter. There is an auxiliary boiler, 3 feet in diame- 
 ter by 6 feet high. The throttle valve is a balanced piston ; 
 and the exhaust from the low pressure passes through a Straight 
 Line centrifugal grease-extractor and a feed-water heater on its 
 way to the condenser. The latter has a cooling surface of 
 1,125 square feet. The tube heads are of brass, provided with 
 stuffing boxes, which are packed with corset lacing, and held in 
 place by .screw glands. The air-pump is 18 inches \n diameter by 
 14 inches stroke. There is one bilge-pump and two feed-pumps, 
 the latter being 3':; inches in diameter each, and provided with 
 automatic safety relief valves ; all worked by wrought-iron 
 beams connected to the low-pressure crosshead. The vessel i.s 
 of .steel, 122 feet long by 25 feet beam, and has a draught of 
 II feet 9 inches. She has a speed of 15 miles per hour, the 
 engines making 115 revolutions per minute, with no pounds 
 boiler pressure, 12 pounds receiver pressure, and 27 inches 
 vacuum. This \'essel has towed iS square-ended scows from 
 no to 120 feet long, with an average load of 500 tons, making 
 
 FuKlihb' \'KKTIC.VL Y.\CHT IvN'CINK.- 
 
 W. D. Hurbes 6c Ci 
 
 STEEPr,H Engines oi' the H()1.\-iie.a,d & Dudijn Maii, Stk.vaikr Banshkk. 
 
 a total load of 9,000 tons, at the rate of3'j miles per hour, 
 slack water, and has towed 42 empty scows at the rate of 7 
 miles per hour. She is one of 40 tugs owned by the Cornell 
 Company. 
 
HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 57 
 
 The Banshee's Steeple Engines. 
 
 The Forbes Yacht Engine. 
 
 The London and North Western Railroad Co.'s express 
 paddle steamer Banshee was fitted in 1S94 b}' Laird Bros., Birk- 
 enhead, England, with new machinery on the tri-compound 
 system, after the pattern of that made by the same firm for her 
 sister boats, Lily and Violet, several years ago. On her trial 
 trip from Holyhead to Kish Light the rnn occupied 2 hours 21 
 minutes, the engines making 36 revolutions with 4,750 in- 
 dicated horse-power, the return run against the tide with a 
 rough beam sea atid southerly breeze occupied exactly the same 
 time with 38 revolutions and 5, 150 indicated hor.se-povver, the 
 speed for the whole time being 20.42 knots. There is remark- 
 ably little vibration, and the vessel is extremely handy. The 
 machinery consists of a set of triple-e.xpansion steeple engines. 
 The cylinders are bolted, without the intervention of any bed- 
 plate to the engine-room keelsons, by ordinary holding down 
 bolts, and secured to the entablature above by wrought-iron 
 columns. The cylinders are placed in line athwartships, the 
 low-pressure being in the middle, the high-pressure on the port 
 side, and the medium-pressure on the starboard side. The 
 pistons and piston-rods, the bowstring cro.sshead pieces, and 
 the connecting-rods, as well as other parts, are of steel. Owing 
 to the small athwartships space in which it was necessary to 
 place the three cranks, the vah-e chests are placed on the aft 
 side and eccentric motion dispensed with. The type of valve 
 gear adopted is Joy's, which is well known as possessing the 
 good point of occupying little room. Piston valves are used 
 for the high-pressure and medium-pressure engines, and a 
 balanced D-slide for the low-pre.ssure engine. The reversing 
 gear is attached to the upper framing which supports the 
 guides, and is worked by a .steam and h3'draulic engine. The 
 crank pins, crank shafting, and paddle shafting are of hollow 
 steel. All the bearings have a very large wearing surface. 
 The condenser is placed in the fore part of the engine-room. 
 The circulating water is supplied to it b\- a 16 '2 -inch centri- 
 fugal pump driven by a compound engine. The air-pumps 
 are of a special design. There is a vertical triple-expansion 
 engine placed immediately over the three air-pump c}'linders, 
 each steam cylinder and pump cylinder being in line, the crank 
 shaft being placed between. The main feed-pump is .separate, 
 and there are also auxiliary steam feed-pumps, bilge and fire- 
 pumps. Steam is generated in six boilers of the locomotive 
 marine type, at a pres,sure of 155 pounds to the square inch. 
 They are placed in two groups of three each, in two closed 
 stokeholds. Air is supplied to the furnaces by two large fans, 
 situated on the upper deck, driven by two sets of compound 
 vertical engines. The air pressure is i^ inch of water. The 
 paddle-wheels are fitted with curved steel floats of special 
 design. 
 
 The dimensions of the new engines are as follows : Cyl- 
 inders, 44, 70 and 108 inches by 78 inches stroke. The old 
 engines were of the oscillating type, with two cylinders 80 
 inches in diameter, 84 inches stroke. The Banshee's dimen- 
 sions are : Length, between perpendiculars, 310 feet ; beam, 
 34 feet ; depth of hold, 14 feet 2 inches, and she has a gross 
 register tonnage of 1,249 tons. Her working draught is about 
 II feet 3 inches. The Banshee runs between Holyliead, 
 Wales, and Dublin, Ireland, carrying passengers and the 
 mail. 
 
 An unusual compound engine, built by W D. Eorbes & 
 Co., of 1304 Hudson vStreet, Lloboken, New Jersey, is shown in 
 the cut. This engine contains no new principles, its claim to 
 note being ba.sed on constructive details. The usual heavy 
 stanchions are eliminated, two-inch bars of machine steel being 
 substituted. These are braced diagonally by tension rods pro- 
 vided with a turn buckle for increasing the stress, as plainly 
 shown. This gives the engine a very neat and light appearance 
 combined with the requisite strength. The usual round 
 section coriuecting-rod is dispensed ^\ith, the stuffing boxes are 
 unusually long, the guides are a departure from the usual 
 types and are furnished with adju.stable bronze .shoes. The 
 l;earin,gs are large and preclude all possibility of heating or 
 excessive wear. It is a high-speed engine, running at 450 
 revolutions, and develops from 125 to 150 horse-power, the 
 cylinders being 8 by 16, and the stroke 10 inches. The floor 
 .space is very small for an engine of this pov/er, being 44 by 36 
 inches, while the height is 74 inches, thus making it especially 
 desirable where a small space only can be devoted to power. 
 Messrs. Forbes & Company have installed these engines in 
 several 70-foot launches with great success. — Power, New 
 York. 
 
 Hayes' Compound Marine Engine. 
 
 The cut represents one of the sizes of Hayes' compound sur- 
 face-condensing engines suited for tugs, yachts or launches. 
 These engines are designed and built by Edward Hayes, vStony 
 Stratford, Buckshire, Woherton, England. The engine shown 
 is intended for the .severest description of work in towing, and 
 for heavy .steam launches where considerable power in running 
 is necessary. The surface condenser is fitted with brass tubes 
 and tube plates, the tube ends being secured by screw glands 
 with cotton washer packing. The slide valves, steam ports, 
 passages, and the chamber of C)"linder, have proved themselves 
 to be of the best proportions. This type of engine was placed 
 in the steam yacht Regalia, which, it will be remembered, won 
 the international .steam yacht race on the Paris course at 
 Argentenie, in June, 18S9. 
 
 The Smit Harine Engine. 
 
 This triple-expansion engine was designed and built \iy P. 
 Smit, Jr., of Rotterdam, Holland, and is of 130 horse-power. 
 The high-pressure cylinder has a diameter of 8 inches, the in- 
 termediate cylinder of 12 inches, the low-pressure of 20 inches, 
 all with the same stroke of 14 inches. The diameters are cal- 
 culated for a boiler pressure of 150 pounds. According to the 
 diagrams, the power is nearl}' equally divided. With 185 revo- 
 lutions per minute, the high-pressure cylinder gave out 45.4 
 indicated horse-power ; intermediate, 42 indicated horse-power ; 
 and the low-pressure, 44 35 indicated horse-power, or a total of 
 131.75 indicated hor.se-power. These engines consume but a 
 little quantity of coal, as on the trial trip it onlj" amounted to 34 
 kilograms, or nearly 0.64 kilogram per indicated horse-power, 
 which is very low for .so small an engine. The novelty of these 
 engines is the movement of the slide valves which, simple in 
 
ss 
 
 HOWELL'S STEAM A'ESSELS AND MARINE ENGINES. 
 
 The Haves Compounh INIarink En(;ike. 
 
 itself, gives a very compact engine, as the cylinders may be as 
 close together as is consistent with the combination of the cyl- 
 inders through flanges bolted to each other. The slide valves 
 are moved by a common eccentric, which is cast on a sleeve of 
 cast steel, in which is turned a hole, through which the inner 
 shaft runs. This .shaft is rotated by two cranks or pins fastened 
 to the outer flanges, which get their rotation from eccentrics 
 keyed to the crank shaft of the engine. The engine is reversed 
 by backing the handle, which is placed on a casting on the 
 foundation. This lever moves the cast-steel sleeve in the usual 
 way, which turns the eccentrics of the slide valves to the 
 opposite angle and reverses the engine. 
 
 These engines are made in all sizes up to looo indicated 
 honse-power. The larger ones are fitted with steam reversing 
 
 gear, and may be made with link motion without altering the 
 system. The cylinders are coated with non-conducting material 
 over which cast-iron mantles are fitted to form a neat and solid 
 appearance. 
 
 The Seabury Triple-Expansion Yacht Engine. 
 
 Chas. L. Seabury & Co., Nyack, N. Y., have been careful 
 in designing a triple-expansion engine to combine all the best 
 qualities of that class of engine; also to reduce its weight to the 
 minimum, yet having necessary strength. They are accurately 
 proportioned to give equal power from each cylinder, great care 
 being taken to have no superfluous metal in the revolving 
 
HOWEI.L'S STEAM VESSEIvS AND MARINE ENGINES. 
 
 59 
 
 
 Triple-Expansion En(;ini?. — Designed and Built by P. Sinit, Jr., Rotterdam. 
 
 parts, allowing a large factor for safet}-; therefore a high rotative 
 speed can be had with very little noise or vibration. The 
 bedplate is of close-grained cast iron, of the best design, and 
 strongly webbed throughout. The main bearings are lined 
 with the very be.st Babbitt metal, scraped to crank shaft. Crank 
 shaft, valve shaft, stanchions, valve rods, piston-rods, braces, 
 rails and levers are made from solid steel stock of best quality. 
 Connecting-rods and eccentric-rods are forged from solid steel 
 without welds. All are finished bright and polished. 
 
 The crank pin boxes are of be,st bronze, lined with Babbitt 
 metal. Crossheads are of bronze running in cast-iron slides; all 
 
 bearings and wearing surfaces are made extra large, as thej^ 
 are built for heavy and continuous work ; bearings are also ar- 
 ranged for taking up all wear. All main bearings, crank pin 
 bearings and crosshead pin bearing bolts are provided with a 
 simple arrangement for preventing slacking off when running. 
 The thrust bearing is made by turning collars on crank shaft 
 running in Babbitt-lined grooves in bedplate. Air-pump is 
 made of bronze and is operated from low-pressure cylinder. 
 The cylinders are made of the best fine-grained cast iron, bored 
 true and fitted with steel pistons and cast-iron rings ; bushings 
 are also fitted for piston valves which are used, as greater ac- 
 
6o 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 Thk ,Seaih;kv Tripi.h-Ivxi'anston Yacht Ivncink. 
 
 curacy is obtained at the steam ports than where valves are 
 fitted to cylinders without bushings. Relief valves and drip 
 pipes are fitted to each end of all cylinders. The engines are 
 neatly jacketed in brass and mahogany. Two hundred and 
 twenty to 240 pounds of steam should be carried to get eco- 
 nomical results, although they have numbers of them running 
 with 275 pounds. 
 
 They also build compound and simple engines for marine 
 work. Have built a large number for blower and electric light 
 purposes, some of these having run 2,000 revolutions per 
 minute. 
 
 The Wheeler Surface Condenser. 
 
 The " Wheeler-Admiralty " surface condenser differs from 
 the "Wheeler-Standard" in that it has .single instead of 
 double tubes. These tubes, however, are arranged in a special 
 manner, thereby securing minimum number of joints liable to 
 leak, with ample provision for expansion and contraction. As 
 shown by sectional cut above, one end of the tube is drawn 
 thick enough to chase upon it deep screw threads, and has a 
 slot for a .screw driving tool. The other end of the tube is 
 packed with corset lace packing, secured by a screw gland also 
 having a slot for screw driver tool ; the tube can move freely 
 at this end while the other end is held firmly in the tube head. 
 
 Where customers prefer the ordinary arrangement of 
 screw glands at both ends of the tubes, packed with the usual 
 
 corset lace packing and secured with patent .screw glands, the 
 manufacturers can always accommodate them, as their regular 
 pattern of " Wheeler- Admiralty " surface conden.ser is so ar- 
 ranged. 
 
 The Wheeler patent surface conden.ser known as the 
 "Wheeler-Standard," and which has been in successful use 
 for years, is the result of extensive and wide experience in this 
 special line. It combines the necessary' theoretical qualifications 
 with thoroughly practical features. Briefly .stated, Wheeler's 
 improved surface condenser possesses the following advantages, 
 vis . . 
 
 First. — The tubes are so arranged that they are free to 
 expand and contract without the use of packings of paper, 
 wood or .similar materials ; in fact, there are no ferrules, fol- 
 lowers, washers or tube packings of any kind employed. Plain 
 screw joints only are u.sed — the simplest, most durable and 
 efficient tube fastening possible, one that is always tight and 
 cannot dry out or wear out. 
 
 ^ Second. — The tubes are straight, of seamless drawn brass 
 tubing, and carefully tinned inside and outside. They can be 
 easily taken out and thoroughly cleaned in a few hours' time 
 by unskilled labor. The inside tube head does not have to be 
 removed from the condenser for the cleaning or repairing of 
 the large tubes. 
 
 T/n?-d. — The exhaust steam , as it enters the condenser, finds 
 ample room in which to expand, and is then uniformly dis- 
 tributed over the cooling surface. This, together with a very 
 active and perfect circulation of condensing water in tiie tubes. 
 
HOWELL'S vSTEAM \'ESSELS AND MARINE ENr.INES. 
 
 6i 
 
 
 I iJU'L4 |WL f|||^|||||||||||||||||i||||||||| 
 
 RECTANGUr.AR PATTERN OF THIi WHKKrjiR-AnillRAI.TV SCRFACK CONnENSER MOUNTED fl'O.X COMBIXIiD AlR AXD CiRCULATlNG-PUMPS. 
 
 produces a more uniform temperature in tlie condenser, making 
 one portion as efficient as another, and economizing tlie amount 
 of cooling surface and circulating water. 
 
 The Wheeler light-weight surface condenser is applied to 
 small steam vessels, where the minimum of weight and space are 
 combined with simplicity and greatest efficiencj-. 
 
 These improved condensers are made in the smaller sizes, 
 with shells of brass or hammered copper. The tubes are of 
 seamless brass, well tinned inside and outside, and are drawn 
 with great care. These tubes are screwed into the tube heads, 
 thus making tight and durable joints, a verj' important feature 
 for conden.sers that are out of use a large part of the year, as 
 in the case of steam yachts, etc. There are no ferrules, 
 washers, tube packings, etc., to leak or dry out. 
 
 These condensers combine minimum weight with maximum 
 efficiency ; they are more satisfactory' and quite as inexpensive 
 as keel ( outboard pipe ) condensers, and will give the hot feed- 
 water — an impossibility with the latter form of condenser. 
 
 The substitution of a Wheeler light-weight surface con- 
 denser for the keel condenser also removes a great impediment 
 to the speed of a boat. The keel condenser not only gives 
 chilled feed-water and unsteady vacuum, but is always a 
 source of trouble and liable to damage from collision with 
 floating matter or by the boat running aground. 
 
 For launches, steam yachts and light-draught steam vessels 
 plying in fresh water, the Wheeler light-weight jet condenser 
 is the simplest and most compact condenser in the market. In 
 weight it is remarkably light — an important consideration. It 
 
 can be attached to a connected air-pump and worked by the 
 main engine, or it can be arranged with an independent air- 
 pump. The latter is a better plan, as vacuum can be formed 
 for the main engine before starting it, and being independent 
 the speed of the pump can be regulated to suit the demands of 
 the engine. With the high rate of speed that marine engines 
 are now run at it is a great disadvantage to have connected 
 air-pumps. 
 
 The Wheeler light-weight jet condenser is a shell of ham- 
 mered copper or galvanized iron — the exhaust steam pipe, the 
 injection pipe and the pipe that connects the condenser with 
 the air-pump are all attached to the large head, which is a 
 casting made exceedingly light and strong. The injection 
 water is thoroughly distributed by means of a perforated spray 
 pipe extending through the centre of the condenser. One end 
 of this spra3' pipe is firmly attached to the small flange, on the 
 outer side of which is a convenient handle (see left-hand end of 
 conden.ser in cutj ; the other end of spray pipe fits over a 
 nozzle cast on the inner side of the large head, and which 
 projects into the condenser a short distance, thus forming a 
 continuance of the injection pipe outside. When necessary to 
 clean the spray pipe from dirt, chips or grass brought in by the 
 injection water, all that is required is to unbolt the small 
 flange and by means of the handle draw out the .spray pipe. 
 This convenient feature avoids disturbing any of the piping, 
 and gives easy access to the interior of the condenser. The 
 Wheeler Condenser and Engineering Company, New York, 
 are the builders of these condensers. 
 
HOWKIX'S STEAM A'ESSELS AND >L\RINE ENGINES. 
 
 Thk \'oi,z Patknt CoMBiMKn Surface Condenser and Feed-Water Heaticr. 
 
 The Volz Patent Combined Surface Condenser and Feed- 
 Water Heater. 
 
 Marine and stationary engineers using surface condensers 
 are well aware of the difficult5' of retaining the feed-water in 
 the hot-well at or near the proper temperature due to the 
 vacuum in condenser, particularly in cold weather. The 
 water of condensation neces.sarily lowers its temperature as it 
 passes from the condenser through the air-pump, and from 
 thence to the hot-well, filter tank and through the feed-pump, 
 as there is considerable radiation of heat from the pipes and 
 other surfaces. As it is very desirable to return the feed- 
 water to the boilers at as high a temperature as po.ssible, thus 
 not only economizing fuel but adding to the life of the boiler, 
 the use of a simple and effective method of heating the feed- 
 water is of great importance. The A'olz patent combined .sur- 
 face conden.ser and feed-water heater fully meets this condition 
 and is very simple in design. It adds but little extra cost and 
 .space, and a high vacuum can l)e maintained, irrespective of 
 temperature of hot-well; it has given the mo.st satisfactory re- 
 sults on board of .steam vessels. The heater tubes are located 
 in the upper part of the conden.ser, and therefore are exposed to 
 the hottest steam. The feed-water is consecjuentlj' heated to 
 within a few degrees of the temperature of the exhau.st .steam. 
 There is no " choking" of the e.xhaust steam through small 
 and contracted passages as with ordinary heaters, and there is 
 no unnecessary back pressure on the feed-pumps. A large 
 amount of heating surface is obtained, whether the condenser 
 is built either cylindrical or rectangular; furthermore, the 
 weight and .space sa^-ed over that required for the ordinary 
 heater (sometimes crowded in exhau.st pipe) is of considerable 
 value. The engravings show a sectional view and end view 
 (tubes partly exposed) of the patented combined surface con- 
 denser and feed-water heater, cylindrical type. The exhaust 
 steam enters through the top opening in the usual way, passes 
 (Aer a scattering plate and then comes in contact first with the 
 
 heater tubes and then with the condenser tubes, where after con- 
 densation, it flows to the air-pump, which in turn delivers it to 
 the hot-well tank. The feed-water is taken by the feed-pump 
 from hot-well and delivered near the top of the upper or feed 
 chamber, as shown by the arrows, then passes twice through 
 the heater tubes and finally to boilers. The circulating water 
 enters the water chamber at the lower nozzle, as .shown, and 
 after passing through the conden.sing tubes is discharged through 
 the upper nozzle at the .same end of the condenser. An auto- 
 matic relief valve is placed on top of conden,ser, the vacuum 
 always keeping it clo.sed. The tubes of both heater and con- 
 denser are of seamless drawn brass, tinned on both sides, with 
 ferrules at each end properly packed. The shell of condenser 
 is usually cast iron. The water chambers and tube heads are 
 made in one composition casting, with the division plates .separ- 
 ating the feed from the circulating water cast in, thus avoid- 
 ing joints. This feed chamber is made to withstand boiler 
 pre,ssure. Free access to the tubes is provided by the ar- 
 rangement of separate bonnets or heads. The WHieeler Con- 
 denser and Engineering Co., New York, are the builders of the 
 above de\-ice. The inventor and patentee is Wm. E. Volz. 
 
 Wells' Balanced Compound and Ouadruple=Expansic 
 
 Engine. 
 
 In order to balance all forces it must be a natural balance 
 This can only be accomplished bv a double action, where equal 
 steani pressures are exerted simultaneouslv on opposite cylinder 
 heads, and where all forces are equally applied to opposite sides 
 ot the crank .shaft moving in the .same plane. Anv deviafon 
 from the plane produces disturbing and destructive elements 
 
 The \\ells .system represents the onlv improvement in 
 principle that has ever been made. The important advantages 
 derived from a balance of forces in the steam engine were 
 pratically unknown until demonstrated by this sy.stem for the 
 
HOWElJ.'vS STEAM VliSSELS AND MARINIC ENGINES. 
 
 Wkhs' Patent Ouadruple-Expansion Engine. 
 
 rea,son that all engine.s con,structed with a " balance" in view 
 embraced grave mechanical objections. Hence, the .single- 
 acting ' ' unbalanced' ' reciprocating engine is the onl}"- system that 
 has proved to be of any value. While the Wells engine 
 embraces all of the desirable features of the most approved type 
 in general use, it contains none of its objections. It is double 
 acting and so designed that all forces acting in the high-pressure 
 cylinder are held in proper position by the forces acting in the 
 low-pressure cylinder, producing k perfect balance around the 
 crank shaft, and preventing vibration and the escape or loss of 
 power that in all other engines is thrown off through the frame 
 into the foundation. 
 
 BALANCED STEAM PRES.SUEES. 
 
 We desire to call especial attention to this important feature 
 (not contained in any other engine) , as it would be impossible to 
 obtain a balance without it. 
 
 Steam is admitted to both cylinders simultaneously ; during 
 the first stroke, the steam pressures upon the middle cylinder 
 head are exerted against each other ; the force acting upward in 
 the high-pressure c}linder becomes the support of the force act- 
 ing downward in the low-pressure cylinder. In the return .stroke 
 the pressures are exerted upon the top and bottom cylinder 
 heads in opposite directions, giving a balance of pressures 
 within the cylinders — a condition that applies to no other type 
 
64 
 
 HOW-ELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 iffi] o 
 
 Weli,s' Patent Balanced Engini;. 
 
 of eno-ine, as no strains are communicated to the frame and 
 
 bedplate. 
 
 B.ALANCED FORCE.S AND MOTIONS. 
 
 The force of the steam applied to the high-pressure piston 
 descending upon one side of the shaft is balanced by the force 
 of the steam applied to the low-pressure pi.ston ascending upon 
 the other side, leaving only the weight of the crank shaft and 
 its connections to be carried by the mam bearing boxes. 
 
 Each motion in this eiioTue has a corresponding oppo.site 
 motion producing a perfect balance at all angles of the cranks 
 
 and at all speeds. By this arrangement no strains escape from 
 the cylinders, and the connecting-rods and cranks become the 
 sole transmitters and controllers of all forces. It also trans'"ers 
 the fulcrum from the main bearing boxes to the center of the 
 shaft. The weights and forces being equally applied to oppo- 
 site crank pins, moving in opposite direction;; in the same plane 
 the cranks become the beams, or levers of balance, and there 
 being no weight of parts to be lifted and no friction due to steam 
 pressures to overcome ; the steam forces applied to the pistons 
 and the momentum foices stored in its mo^ ing parts are all 
 transformed into crank motion. Its absolute control of these 
 
HOWELL'S STEAM VESSIU.S AND MARINr: ENGINES. 
 
 65 
 
 Chase's Ouauruple-Expansion Marine Engine. 
 
 force,s, for useful effect, greatly increases the power of the engine. 
 It also gives uniforniit}' of motion, its forces being equal around 
 the circuit of the shaft ; they are gi\-en out in the crank arms 
 when the steam forces are diminishing, as the pistons are 
 approaching the end of the stroke, acting the same as an ordin- 
 ary fly-wheel in carrying them over the centers, producing a 
 rotary motion. 
 
 ITS GREAT IMPORTANCE IN LARGE POWERS. 
 
 This principle embraces a very peculiar feature, directly 
 the reverse of the general practice, which is of the highest import- 
 ance ; i. e., the advantages gained by balancing the forces in the 
 Wells engine increase in direct ratio with the bore of cylinder 
 (tons being balanced in large, versus pounds in small engines ), 
 
 while the losses from unbalanced disturbing forces in all other 
 engines increase in the same ratio. Therefore, the greater the 
 power, the more important it is to obtain a balance; and the 
 relief of pressures afforded in the main bearing boxes by this 
 system will readily be seen by multiplying the area of piston 
 with the mean steam pressure, and the weight of the recipro- 
 cating parts by their velocity-. For example, take an engine 
 with cylinders 18 inches and 36 inches diameter with a mean 
 steam pressure of 30 pounds, and a piston speed of 600 feet 
 per minute, it relieves the main bearings of 19 tons pressure 
 per stroke of pistons. 
 
 The principle embraces the most favorable conditions for 
 the construction of large engines ; the " balanced" double-act- 
 ing levers, or cranks, have only their weight and that of the 
 
66 
 
 HOWKLL'S STEAM A-ESSELS AND MARINE ENGINES. 
 
 rods to support between the main bearings, as they are relieved 
 from the weight of the steam and the thrust of the rods. The 
 forces being all transmitted in torsion, they have no tendenc>- 
 to leave their proper positions. 
 
 OrADKUFLEU. 
 
 Two of these engines coupled closel_\' together in one 
 frame, each with cranks set at iSo°, they occupy no more space 
 than the ordinary fore-and-aft compound, and one-third 1 ess 
 space than the triple, and embrace all of the advantages named 
 in the foregoing description of the principle. 
 
 To those who are not familiar with this principle some concep- 
 tion of its \-ast importance may be gained by carefully calcu- 
 lating the useful effect of a perfect balance in the propelling 
 forces, when applied to a ship equal in power to the Majestic 
 where the combinded area of the two low-pressure pistons is 
 20,414 inches multiplied b\' a mean steam pressure of 27'j 
 pounds gives a pressure of 2S0 tons per stroke of pistons ; sup- 
 posing the moving parts of the engine to wei.gh 60 tons and to 
 have a velocity of 870 inches per minute, gives a further pres- 
 sure of 600 tons per stroke or 320 tons in excess of the total 
 steam pressure, and a condjined pressure of loSo tons per 
 stroke, that must be resisted (that heretofore has never been 
 controlled ) by the engine frame bedplate hull of the ship, and 
 finall}' by the ocean itself, into which a large percentage of the 
 power escapes. 
 
 By the Wells system all forces are concentrated in the 
 crank shaft, which prevent any escape, and at same time it 
 relieves the engine frame and hull of all strains and \-ibration 
 and the journals from heating. 
 
 DURAllILITY AND CONSTRUCTION. 
 
 Unbalanced weight in motion ( momemtum ) being the onh- 
 element that tends to destroy an engine ; makes it apparent that 
 balanced weights, balanced steam pressures, and balanced 
 motions are the qualifications nece.s.sary to produce a durable 
 engine, all of which this design possesses in the highest degree. 
 Practice proves it to be far more durable than an}' ever con- 
 structed ; although subjected to extreme pressures and speeds, 
 so far no part of the engine has failed, which is easily accounted 
 for from the fact that all forces being perfectl}' balanced obvi- 
 ates vibration, injurious strains, and unnecessarj' friction, the 
 only elements that tend to destroy the machine. Relieved of 
 the pressure, the life of the main bearing br)xes becomes prac- 
 tically unlimited, and the little wear that occurs on the main 
 journals will be evenh- distributed around their whole circum- 
 ferance. These engines are built by the Wells Engine Com- 
 pany, New York, from designs of Justin R. Wells. 
 
 Chase's Quadruple=Expansion Marine Engine. 
 
 The.se illustrations are taken from a working model of a 
 disconnective quadruple-expansion marine engine built to a 
 34-inch scale by Erank Chase, of Hartford, Conn, 
 
 The principal dimensions of the full-sized engine would be : 
 Diameter of high-pressure cylinder, 14 inches; first inter- 
 mediate, 22 inches ; second intermediate, ,^2 inches ; low- 
 pressure, 45 inches ; stroke, 2S inches. Boiler pressure, 200 
 pounds per square inch. The engine is arranged on the 
 tandem principle, the high-pressure and first intermediate 
 
 cvlinders forming the forward engine, the .second intermediate 
 and low-pressure cylinders the after engine. The cylinders 
 are jacketed with steam direct from the boiler, entering through 
 an inlet valve and dropped into condenser. This enables them 
 to be thoroughly heated before^opening the throttle. At the 
 same time a vacuum may be^produced by starting up the 
 circidating donkey-pump. In addition to the steam jacket is 
 
 Ch.\SE'S Y.AI.VB ("xli.JiK AND M.iKINi; G(.>\'F;RN( )R . 
 
 a coating of a.sbe.stos, and a lagging of alternate strips of ma- 
 hogany and white maple, which last has an effective appear- 
 ance. The relief valves at each end of cylinders are made 
 extra large ; ample pnjvision for draining cylinders and 
 jackets is provided, together with indicator cocks and Gonnec- 
 tKHis. The main valves are all of the piston tvpe, and their 
 upper portions in the upper cylinders are made slightly larger ; 
 this excess in area perfectly balances all the valve gearing 
 beneath. The cylinder pistons are attached to their rods by 
 means of an adjustable .screw collar. This arrangement has 
 the same feature of rigidity as the usual conical rod and nut, 
 but m case of accident, or for adjustment, allows the pi.ston to 
 be readily removed. The pi.ston-rods to the lower cylinders 
 are made considerably smaller than usual bv this method thus 
 .slightly increasing the effective cvlinder area. The stuffing 
 b.ixes between the upper and lower c^dinders are each made in 
 two halves, bolted together, and furnished with split collar 
 bushes. A long sleeve is utilized in place of one set of stuffing 
 boxes ; the .sleeve also serves as as an excellent guide to the 
 
HOWKIX'vS STEAM VESSKLS AND MARINE ENGINEvS. 
 
 67 
 
 Aw.7We*«'r«iWfi? 
 
 Chask's OTiAriRrpi.K-FIxPANSiON Rncinr. 
 
 piston-rods. This arrangement dispenses with one set of 
 stuffing bcsxes, shortens the distance between the cylinders, and 
 enables obstinate cases of hard packing to be more readily 
 dealt with. The upper C3-linders are supported on six vertical 
 columns, any of which ma}' be readily removed for overhauling 
 and repairs. The lower cylinders are supported at the back on 
 the condenser, and in the front on cast-iron columns, the after 
 column being utilized as an oil reservoir, and on this column 
 the engine counter — which is of verj' simple construction — is 
 attached. The go-ahead slides are detachable, and the shoes 
 provided with brushes which dip into oil boxes at the foot of 
 guides. The condenser is very efficient, the circulating water 
 being circulated from the pump in two directions — around the 
 condenser and through the tubes. Targe, easily accessible 
 
 doors to the water side, with manhole and hand-holes to the 
 steam side, are provided ; also snifting valve at lower point. 
 All the pumps, excepting the donkey, are worked from the 
 main engine. There are two feed-pumps with separate air 
 vessels, stop and relief valves ; either pump is sufficient to 
 supply the boiler under ordinary circumstances. Thev are 
 l:)olted on considerably below the hot- well. 
 
 The auxiliary feed may be connected either to the circu- 
 lating water or to an evaporator. The air-pump is single 
 acting, and placed low down on the condenser. The circulating- 
 pump is double acting, and of sufficient capacitv for water of 
 any temperature, the supply being, of course, 'regulated by 
 main injection valve. There are also two bilge-pumps with 
 their necessary stop valves and connections. All the pumps 
 
6S 
 
 HOWKLL'S STEAM VESSELS AND MARINE ENGINES. 
 
 are supplied with pet cocks, and the hot-well with water guage, 
 manhole and vapor pipe. 
 
 The crank shaft is in two sections, flanged and secured in 
 the center by a dowel, which can lie removed readily in case 
 it is desired to run either engine separately. The main bear- 
 ings have brass bushes in boxes ; also oil boxes and siphon 
 pipes. The bearing surfaces throughout the engine are made 
 extra large and well supplied with means of lubrication. The 
 
 Allen .straight link. By the method of suspending this link a 
 .sort of parallel motion'is obtained, which greatly reduces the 
 slipping of the block, and gives a quicker admis.sion and cut-off. 
 By means of a two-way valve to oil c>linder and lever to steam 
 cylinder, reversing may be done (juickl)- or slowly, and the cut- 
 off fixed immovable at any point. The hand reverser consists 
 of a small force-pump connected with the oil vessel, utilizing 
 the same le-i'ers "as the steam. In connection with the steam 
 
 . ^- .^ 
 
 
 Co-Mi'orxi) Y-\CHT Exr.ixK, with Air .\xii Fi'.Mi-l'uiir Att.vchiuj. — Desi.yiied iind Built liv the Kdward S. Clark Co., Boston, Ma.ss. 
 
 water service for cooling purposes is ample, and has universal 
 joints for all parts ; also hose connections for extreme cases. 
 Back of the after-main bearing a gear wheel secured to .shaft 
 engages with a worm driven from an auxiliary engine. By 
 means of a clutch and swinging bracket the worm may be 
 thrown out of gear without causing delay. The auxiliary 
 engine, when not in use as a turning en.gine, serves as a 
 powerful pump for all purposes. It has two double-acting 
 steam c^dinders and pumps, and is remarkably compact. 
 Slotted crossheads are used ; there are no eccentrics ; a cam 
 on the shaft gives the necessary lead and cut-off when running 
 in either direction, and reversing is eft'ected b>- re\-ersing the 
 steam, all the pipes, etc., being cast with the cylinders and 
 chests. 
 
 The main engines are reversed either by hand or steam. 
 Steam reversing engine consists of a steam and an oil cylinder, 
 the pistons of which are connected together, and give motion 
 bv links to the reversing gear, which is a modification of the 
 
 re\-ersing gear is a po.sitive governor, T,'ery sensitive in its action, 
 connected by gearing to the shaft, and having perfect control 
 over the main engine. The cut will explain its action. Fig. 
 I IS a general arrangement. Fig. 2 shows the balance valve to 
 steam cylinder. Steam is admitted slightly to both .sides of 
 piston, and a short movement of valve in either direction by the 
 sensitive go^'ernor reduces the pressure on one .side of pi.ston, 
 the latter, of course, following in the direction of the reduced 
 pressure, and moving the connecting link to valve .spindle nearer 
 to, or farther away from, the center of the slotted link, accord- 
 ing to the speed of engine. The .same movement of the balanced 
 valve opens the valve to oil cylinder as shown in Fig. 3. When 
 the engine is at its normal .speed the oil piston is locked. 
 Should any great acceleration of speed take place, due, for 
 m.stance, to the breaking of the .shaft, the link would be thrown 
 into mid gear, thus shutting off .steam completely from each 
 and every cylinder in the main engine, nor would steam be 
 again admitted except b\- operating the ordinary reversino- lever 
 
HOWEIX'S STKAM X'lvSSEIwS AND MARINE IvNGINEvS. 
 
 69 
 
 which is not in anj' way connected with the antoniatic .r^overnor. 
 The disconnective features of the engine are as luHows : In 
 case the forward engine breaks down, it is disconnected by 
 removing the dowel in crank shaft. The vah-e between the two 
 intermediate cyHnders, together with the throttle valve to high- 
 pressure cylinder, is closed, and the auxihary pump used as a 
 circulating pump. vSteam is admitted to the .second intermedi- 
 ate cylinder through the reducing valve, and the after engine 
 is run as a compound condensing engine. This reducing valve 
 is operated by a lever from the starting platform, and isu.seful as 
 a blow through \'alve for turning centers in starting. In case 
 the after engine breaks down, the connecting-rod is removed 
 from crank pin and secured in an out-of-the-way position. The 
 valve between the two intermediate cylinders is clo.sed and con- 
 nection made between first intermediate exhaust and condenser. 
 The auxiliary pump is u.sed as an air-pump and the forward 
 engine then run as a compound engine. The thrust fr(jm the 
 propeller is taken up on conical r(jllers ruiuiing in oil, fitted 
 with adjustable plates for wear ; this arrangement reduces the 
 friction considerably. 
 
 The engine takes up very little room fore and aft ; e\'ery 
 part is accessible for adjustment and repairs, and a .system of 
 duplication of parts is carried throughout. 
 
 The Hartford (Cotniecticut) Steam I'oiler Inspection and 
 Insurance Compan^■, is interested in the introdnction of this 
 engine. 
 
 Clark's Compound Yacht Engine. 
 
 The two views are from photographs of the engines de- 
 signed and built for the World's Fair launches. The cylinders 
 are 6 and 12 inches in diameter b)- S inches stroke; cast in one 
 piece, with the recei\-er, etc., enclosed inside of the lagging, 
 which is of cherry, handsomel)' finished and held in place by 
 brass bands. The vah-e cliamljers are set at right angles to 
 the crank shaft, which greatly reduces the fore-and-aft .space 
 of the engine — a very essential point in a small engine-room. 
 This also brings the valve chambers close together, making a 
 quick passage of steam from the high to the low-pressure 
 cylinder, thus doing away with the long outside exhaust pipe 
 connnon to most compound engines. The cylinders are sup- 
 ported from the bed of the engine by cast-iron columns on the 
 back side, forming the guides for crossheads, and on the front 
 side by three steel posts, planed square in the center, to which 
 are bolted the bearings for the rocker shafts operating the 
 piston valves, also the bearings for rever.se lever and braces 
 from po.st to frame. The crank .shaft is cut from solid steel 
 forgings, with counterbalance fitted on the two inside cranks, 
 which have notches in them for baring the engine over when 
 cold. The crossheads, crank-pin boxes and all .small connec- 
 tions are made of a high grade of phosphor-bronze, and the 
 main bearings on the crank shaft are lined with Magnolia 
 metal. The quadrant is attached to the reverse lever and 
 made fa.-,t by a clamp on the center post, ,so that when the 
 engine is in the go-ahead gear, the lever stands in an upright 
 position and the "quadrant is entirely enclosed in the engine 
 proper. As will be seen, the air and feed-pumps are fastened to 
 the engine bed, and are operated from the crank .shal't by means 
 of a worm and worm gear, which reduces the .speed of the pump 
 one-fourth the revolution of the engine, reducing the friction 
 
 and overconfing all noise made b>' the valves in all high-speed 
 pumps. 
 
 The thrust bearing is also connected to the engine bed Ijv 
 two steel studs, and as the thrust collar is made fast to the 
 shaft the adjustment is made by the two thru.st bars, which 
 have faces lined with fJabbitt metal and held in place by double 
 loeknnt on the two steel studs. These engines were de.-igned 
 and built by Edward rf. Clark, Boston, Ma.ss. 
 
 The Davis-Farrar Yacht Engine. 
 
 The triple-expansion yacht engines shown in cuts have 
 cylinders 7, loii;., lO'-.. by 8 inches stroke. The high-pressure 
 and intermediate-pressure c>dinders ha\'e piston vah'es, in 
 cages, bolted to false .seats. Tlie low-pressure cylinder has the 
 double-ported Allen vah'e ; all are operated 1))' the Da\'is radial 
 valve .gear. The c) liiiders are supported at the rear b\' a hol- 
 low cast leg, the metal 1>eing disposed so as to give rigidity 
 without excessive weight ; at the fr(jnt b}' polished wrought- 
 steel columns, allowing the working parts to be under the eye 
 of the engineer at all times, and adding greatly to their acces- 
 sibilit)'. Tlie crosshead is of pulished cast steel, carr3'iiig a 
 slipper guide at the back, wliicli operates on slides formed by 
 face of the cast leg of trame, and with wrought guides to 
 take the thrust when Ijacking and Ijeing adjustaljle for wear. 
 The crosshead pin is secured with a substantial dowel on one 
 side and with a split Ijush with a keeper nut on the other. 
 The pin is hollow and is oiled from the center ; the brasses 
 being grooved t(j thoroughly distribute the oil over the wear- 
 
 DAVIS VALVE GEAR 
 
 Fig. 2. Fig. .^. Fig. 4 
 
 The Davis Radial Valve Gear, 
 
yo 
 
 -..rT^ A\D MARINE ENGINES. 
 HOWELL'S STEAM ^•ESbLLS AND 
 
 Thh 1 
 
 ,,,,,.^.KK.KTMPr.F.,^^s.-^-HTF.,.I^r 
 
HOWELL'S STEAM VESSJvES AND MARINE ENGINES. 
 
 71 
 
 The Davis-Farrar Tripi^e-Expansion Yacht Engine, with Davis' Radial Vai,ve Gear. 
 
HOWELL'S STKA.M VESSELS AXI) .MARINE ENGINES, 
 
 ing- surfaces. The shaft lias couphng forged solid with it. 
 The cranks have polished discs containing counterbalance 
 weights. The pillow blocks ha\-e removable bushings, enabling 
 the wear to be compensated for by shimming or removal at 
 slight cost. Cylinder heads, steam-chest covers, and all work- 
 ing parts are highly polished. The method of oiling is shown 
 in rear view, a brass pipe extending along the cj'linders, from 
 which smaller pipes Ijranch, conve^•i^g oil to the journals, each 
 being pro\-ided with a cock to regulate the supply-. The 
 engines have been designed for hard duty under high steam 
 pressure, and have repeatedly on all da\' runs turned a 42-inch 
 wheel, 6 feet pitch, 31(1 re\-olutions per minute, without warm 
 journals or pins. In two years' service on the x'acht Tallalusa, 
 a set of these engines have never .-^hown a warm pin or 
 journal under 185 pounds steam pressure. 
 
 Great care is taken with the lialanciiig of the engines. 
 The steam distribution, as well as the weight in counter- 
 balances, being carefully decided after extended experiments 
 with each size engine. The importance of steam distribution 
 is now very .generally I'ecdgnized by builders of high-speed 
 en.gines. The valve .gear has been designed with this especial 
 object in \-iew ; its extreme simplicity will first attract the 
 attention of the engineer ; in operation it can be compared with 
 the Corliss only. The fast and .slow travel of the valve occurs 
 at the desired points, and there is no perceptible difference in 
 the events of induction, release or compression from full stroke 
 to any point of cut-olT d(.iwn to zero. It is usually designed to 
 cut-off at 'j or ? ,-; stroke as nmximum. Its construction can 
 be understood from cuts, Fi.g. 1 showing the .gear in skeleton. 
 The eccentric strap has attached to its top and bottom sides an 
 arm or link, each 12 inches long, the upper link being pivoted 
 at a point y inches from center of pin connecting it t(i the top 
 of eccentric strap. This fixed point is supported Ijy a suitable 
 stand bolted to the engine base. At its outer end is a ([uadrant, 
 an arm of which extends downward and is connected to the lower 
 liid-:. It will be seen that the vertical throw of the eccentric, 
 operating the upper link or lever over its fixed point, carries 
 its outer end, to which is attached the (juadrant vertically, a 
 distance governed ])\- the throw of the eccentric and the position 
 of the " fixed point" or fulcrum, a distance ecjual to the lap 
 and lead of the valve. The lower link connects the li.iwer arm 
 of the quadrant to the bottom of the eccentric strap. The 
 horizontal throw of the eccentric imparts a "rocking move- 
 ment" to the quadrant, and it is obvious that the position of the 
 valve .stem on the quadrant regulates the port opening for 
 steam ; when in the center, zero, there can be 110 port opening 
 other than the lead, and as it is thrown toward either end 
 more port opening is olifained. Its action can be seen in 
 Figs. 2, 3 and 4, In Fi.g. 2 the engine is on the bottom 
 center. The throw of the eccentric being down has raised 
 the valve an an:ount equal to the lap and lead, and it is ready 
 to take steam at the same time the full horizontal throw of 
 the eccentiic (its (juiek tra\-el 1 is read)- to throw the lower 
 arm of the quadrant to the right and rock its outer end up, 
 giving the port opening with the quickest travel of the 
 eccentric. Fi.g. 3 shows the port open, and it will be seen that 
 the vertical throw of the eccentric beginning would tend to 
 close the port, wdiile the horizontal throw rocks the lower arm 
 of the quadrant further, and maintains the valve in its position. 
 The one throw operating against tlie other, causes the valve to 
 pause or slow up. In closin,g the steam port, in Fi.g. 4, it will 
 
 be seen that the vertical throw of the eccentric is at its quickest 
 point, while the horizontal throw is at its slowe.st and will have 
 little effect in opposing it. Two years' .service has developed 
 no weakness or faults,' and the steam di.stnlmtion given by it is 
 all that could be desired, giving as it does a quick opening and 
 closing of the valve with the slow travel at that point that 
 allows^a free admission and exhau.st, and none of the objection- 
 able features of the ordinary Stephenson link. These engines 
 are built by the Davis-Farrar Company, of Erie, Pa. 
 
 The Joy Valve Gear. 
 
 The cut shows the ingenious arrangement whereby David 
 Joy, of London, has avoided altogether the u.se of eccentrics. 
 He obtains the motion irom the connecting-nid, and qualifies 
 it bv a sliding Idock like Hackworth, or a suspension-rod like 
 Manshall. The motion thus obtained is a very perfect one for 
 a slide valve, as the two quick and two slow periods are just 
 when re(juired. The amount of opening is equal at both ends 
 (jf the \'alve, and earl>' cuts-off can be effected without exces- 
 
 Jon's \',\i.\1.. ( ;|. \K 
 
 sive leads and compressions or premature exhau.stings. This 
 gear has been applied with great success to locomotives, where 
 the saving of space for the eccentrics admits of longer crank pins 
 and journals ; it has also been taken up by martne engineers. 
 The chief fil)jections to this gear are that it comes in the way 
 of the principal working parts, and makes them a little difScul't 
 to get at when working, and also that a small amount of wear 
 on tlie joints of the gear would cause a deflect in the valve 
 motion, and produce a serious amount of rattle of the "-ear. 
 
HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 73 
 
 These, however, can be got over by making the pins substantial 
 and all the joints adjustable. 
 
 David Joy, of London, has recently designed an arrange- 
 ri:ent of reversing gear for marine engines, by means of which 
 link motion is done away with and yet the effect of linking up 
 can be obtained, whilst reversal of the engine is under perfect 
 control. This result is accomplished by putting a pair of hy- 
 draulic cylinders in the eccentric sheave, and in this way can 
 shift it to an equivalent of any position on the shaft, from full 
 gear ahead to full gear astern, whilst the intermediate position 
 naturally brings it concentric with the shaft, so that the valve 
 has no motion at all. 
 
 The Marshall Valve Gear. 
 
 This arrangement of slide-valve gear, which has been 
 fitted by R. & W. Hawthorne, Leslie & Co., Newcastle-on- 
 Tyne, to a large number of marine engines, including those of 
 several recent ships of the Royal Navy, is illu.'trated in Fig. 
 103. In this system only one eccentric is u.sed, the end of 
 
 re\-ersing le\-er R, an}- desired degree of expansion can be 
 obtained or the engines reversed as required. In this system 
 there are few working parts, and the distrijjution of steam 
 both for full power and for expansive working is satisfactors-. 
 
 Richard vSennett. 
 
 Marshall's valve gear is a modification of Hackwortli's, 
 and differs from it in the method of getting the oblique motion 
 of the rod-end. Fig. 6S shows the plan adopted by F. C. 
 Marshall, of Newcastle-on-Tyne, and also illustrates general!}' 
 what has been said of Hackwortli's. Here the eccentric-rod is 
 hung, by means of a rod fnjm the end of a lever, on a reversing 
 shaft in such a way that it moves on the arc of a circle inclined 
 to the centre line. The motion is not quite so perfect as with 
 the inclined sliding bar, and necessitates double ports to the 
 bottom end of the slide valve in order to get as much opening 
 to .steam there as at the top end ; but there is less friction, and, 
 on the whole, it works mo.st satisfactorily. The pins require to 
 be of good size, and they should all have adjustable brasses to 
 provide for the large amount of wear which of necessity comes 
 on them. A. E. Skaton. 
 
 Fig. 103. Marshali- Vai,ve Gear.— From the Marine Engine, by 
 Richard Sennett. 
 
 the eccentric-rod being attached to a rod hung from a pin 
 on the reversing shaft lever R, by which it is constrained 
 to move in an arc of a circle inclined to the centre line. 
 To an intermediate point, P, in the eccentric-rod a connect- 
 ing link is attached which communicates the necessary motion 
 to the slide-valve rod. By adjusting the position of the 
 
 Marshalls P.itent Valve Gear. 
 
 Fig. 6,S. Dr.^wx by A. E. Se.vton, of E.aki.k's Shipbuilding 
 Works, Huix, Engi.anij. 
 
74 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 I ' ^fc \ .rf-'^5£'^''^v 
 
 
 m!> 
 
 
 ])ETAii, iiF Marshall's \'ai,\"1'. (iEAK. 
 
 Canfield's Patent Balance Valve. 
 
 The engraving shows a vertical steeple compound engine 
 with but a single valve to operate both cylinders. There is no 
 receiver, the exhaust going direct to the low-pressure c>linder 
 through the valve itself. The engine, as shown, !;as a high- 
 pressure cj'linder iS inches diameter, and a low-pressure cylin- 
 der 36 inches diameter, the steam chests on both cylinders con- 
 necting with a conduit of sufficient area to equalize the steam 
 pressure on both ends of the hollow piston valve, rendering it 
 perfectly balanced, the difTerence of areas in the tail-rod and 
 valve stem being so proportioned that the weight of the vah-e 
 is balanced by the difference of pressure on the top and bottom 
 heads. It will be seen that there is but one ^-alve for both cylin- 
 ders, the ^'ah•e itself taking the place of a receiver. Tliis ar- 
 rangement reduces the unavoidable loss in the receivers com- 
 monly used, in the increase of volume and condensation in 
 passing the steam from one cylinder to the other. The plan is 
 the device of Hobart Canfield, of Morristown, N. J. In this 
 system, the valve being jacketted by live steam at boiler pres- 
 sure, any moisture due to the first expansion is reheated by the 
 live steam as it passes through the valve from the high to the 
 low-pressure cylinder, and tlie condensation is reduced \'erv 
 materiallv. Cards taken from one of these engines witli an 
 initial pressure of 100 pounds in the high-pressure cylinder, 
 cutting off at 5,3 stroke, show 26 pounds initial in the low- 
 pressure cylinder, thus proving that the increase in V(jlume be- 
 tween the c)dinders is reduced to its lowest terms, for in this 
 system the pressure is about double that which would be indi- 
 cated if a common receiver were used. 
 
 This system has been practically tested, and the in\'entor, 
 Mr. Canfield, has several engines from 500 to i,5riO horse- 
 power in service. The ]">atentee of tlie >,'nlve is Master Me- 
 chanic at the I-'enns_\d\'ania Railroad Shops in Hoboken, N. J. 
 
 
 Ib-'^ 
 
 STKEiT.r; CoiriMirNi) Hxcine wrrii Caneiiuji's \'.\eve. 
 
 Bonner's Patent Compound Balance Valve. 
 
 A very ingenious valve has Ijeen designed by John Bonner, 
 Master Mechanic, of Tilnirnn, Cal. This valve simplifies the 
 handling of compound engines in a marked degree, making it 
 very economical in both water and fuel. The cut illustrates a 
 steeple compound engine ecpiipped with this valve, which, as 
 will l)e seen, dispenses with the steam chest and steam recei\'er. 
 An enguie of this desi-riiition, equi]iped with a Bonner com- 
 [)Ound balance valve has Ijeeu in operatKju for the past year in 
 
HOWELL'S STEAM VESSI'ES AND MARINE ENGINES. 
 
 -/v;^/^-7-/ 
 
 Co/iiro^v/n ^fi/^yir£ y^/y 
 
 
 
 
 
 :• i^K 
 
 Bonner's Patent Balance Valve. — Designed b^- Jolin Bonner, Tiburon, Cal. 
 
 a 30-foot launch with 6 feet beam, and drives the boat 10 miles 
 an hour. In connection with a water-tube boiler, patented by 
 the same inventor, stea:n is generated very quickly with a con- 
 sumption of but little fuel. The dimensions of this engine and 
 boiler are: High-pressure cjdinder, 2-^8 inches; low-pressure 
 cylinder, 4^4 b^^ 414' inches ; height from base to top of high- 
 pressure CN'linder, 27 inches. Weight of engine, 90 pounds. 
 Boiler has 3 square feet of grate surface and a large heating 
 surface. The boiler weighs, with casing, 350 pounds, and 
 measures 20 by 24 b_v 34 inches. The United States Govern- 
 ment license permits a pressure of 250 pounds, although iSo 
 pounds is about the average used in running the launch. 
 With this pressure, the 22 '_> -inch propeller wheel makes 350 
 revolutions per minute on a consumption of from 15 to 20 
 pounds of good steam coal per hour. The construction of 
 these valves is very .simple, and there is nothing about them to 
 get out of order. It is so perfectly balanced that b}' its use all 
 the valve gearing, eccentrics and straps can be made one-third 
 of the weight of an ordinary engine of the same horse-power. 
 The engine frame and base are made of steel as light as possible, 
 combined with strength. 
 
 The Sullivan Tri|>le=Expansion Yacht Engine. 
 
 The increasing interest now taken in steam yachting has 
 necessitated a better class of machinery than heretofore. Speed 
 is now of the first importance, though mo.st owners are par- 
 ticular about the appearance of their engines and wi.sh them to 
 be as attractive as possible. The illustration represents a triple- 
 expansion engine built by John W. Sullivan, New York. 
 The cylinders are all three in one casting so as to save weight, 
 the back of columns which carry the guides for the cro.ssheads, 
 are all cast hollow of steel and the bedplate is also of steel for 
 the same reason. Piston valves are used throughout, driven by 
 Bremme gear so that the engine is very open in appearance, 
 easy of access and greatly .simplified. Light steel colunms 
 .support the front of the cylinders. The crank shaft and 
 eccentrics are forged steel in one piece, while the connecting 
 and piston-rods, valve gear and all bolts and nuts are also steel. 
 The connecting-rods are bored through the centre in order to 
 further reduce the weight. The air and two feed-pumps are a 
 single bronze casting, motion being obtained from the low- 
 pressure engine through the medium of light steel levers and 
 
76 
 
 HOWELL'S STliA?»I VESSELS AND MARINE ENGINES. 
 
 links. The thrust bearing is arranged on the after end of the 
 engine bed where it is under the immediate supervision of the 
 engineer. The space occupied b^' these engines fore and aft is 
 one-tliird less than is required for tlie ordinary st>de of con- 
 ■^truction, while the entire engine can lie oiled and inspected troni 
 the starting platform. On a recent trial of one of the small sizes 
 (jf these engines some remarkable results were obtained. The 
 diameters of the cylinders were 5, .S and 13 inches, respectively, 
 with a common stroke of 8 inches. With a boiler pressure of 
 2rio pounds, the number of revolutions made was 400, which is 
 equal to a piston speed of 533 feet. Calculated percentage of 
 admission, small cylinder, 70; intermediate cylinder, 60; large 
 cylinder, 7'j. Horse-po'>\'er estimated 3S, 39'_- and 40 ' j , 
 respectively, or 118 horse-power altogether. The entire weight 
 of engine, including air and two feed-pumps, is 2,480 pounds. 
 The propeller was 38 inches diameter by 6 feet pitch, and the 
 speed attained was over 17 miles per hour. The vacuum 
 maintained was 26 inches, which is very remarkable considering 
 the high number of revolutions, while the engines were 
 absolutely noiseless and developed no tendency to heat or 
 cause trouble in an}' way. On the score of economy these 
 engines make a most satisfactory showing, furnishing a horse- 
 power for 1. 6 1 pounds coal per hour, which is equivalent to 
 less than one ton of coal for ten hours steaming, or a distance 
 run of about 200 miles. 
 
 Engines of the Yacht Neaira. 
 
 These engines ( illustrated lj\- Fig. i 1 were designed and 
 patented by T. Main, Arlington, N. J., and constructed by R. 
 Wetherill & Co., of Chester, Pa. The Neaira is built of steel, 
 and is no feet long on the water line, 20 feet beam, and 10 
 feet deep, with 7 feet 3 inches draught of water aft : mean 
 draught, 5 feet 10 inches ; speed, 13.6 knots an hour. 
 
 The engines are of the balanced compound type; the high- 
 pressure cylinder is 15 inches diameter, and the low-pre.ssure is 
 28 inches diameter Ijy 16 inches stroke; the cylinders are placed 
 at an angle of about 23 degrees apart, and the cranks are 
 directly opposite, so that the working parts of the one engine very 
 nearly Ijalance similar parts of the other. The pistons work in 
 opposite directions, consequent!}' the pressure of one piston is 
 nearh' balanced by that of the other through the crank, and 
 the pressure on the shaft journals is reduced. This causes a 
 great reduction of friction in p.issing the centers, and con- 
 sequently increases the power. 
 
 These engines require onlj- 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 .staterooms 
 athwartship, which was a very great advantage to the owner. 
 The valve motion is taken from the connecting-rods, and 
 pi-^ton x'ah'es are used on both cylinders, which are controlled 
 fiv one starting handle for .starting, stopping, .going ahead, 
 backing, or working expansively. And owing to the engines 
 being at an angle to each other thev have no dead centers, l)ut 
 can be controlled under all conditions. 
 
 The surface condenser is located on one side of the engines, 
 with nidependent 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 t\pe 
 of engines the journals require less wearing surface than usual, 
 and tend to remain cool when running fast, owing to the work 
 
 ,'iiTi,i,i\".\N's TRiPT.r;-I'",xi'ANSioN Y.-\cht Enoine. 
 
 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. 
 vSteam is supplied at a pressure of 125 to 150 pounds by a 
 Scotch type of boiler (illustrated by Fig. 2) with two corrugated 
 furnaces 33 inches diameter; the boiler is 8 feet diameter by 10 
 feet long, has a steam drum and an air heater located at the 
 base of the smoke.stack. 
 
 T. Main's system of hot blast is fitted to the boiler. A 
 fan blower, driven by a pair of balanced compound engines 3 ! c 
 and 6 inches diameter by 4'j inches 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 
 degrees. This vessel has run several times from New York to 
 New London, a dLstance of 1 10 statute miles, in .seven hours, 
 consuming two tons of coal during the run. The engines 
 have been run at a maximum speed of 1,80 revolutions, 
 with 150 pounds steam, and indicated 348 hor.se-power! 
 They have been u.sed during eight yachting sea.sons, very 
 little has been done to them, and they are now in good 
 condition. A modified plan of the blowing engines on this yacht 
 is illustrated by Fig. 3, adapting them for u.se on small yachts 
 or launches, for running dynamos, blowers, or for stationarv 
 v.'ork. 
 
HOWHLL'vS vSTKAM VKvSSELS AND MARINE ENGINES. 
 
 77 
 
 I'lO. I. 
 
 Engines and ]}oiler of Stham Yacht Neaira. 
 
78 
 
 HOWELL'S STEAM VESSELS AND iMARINE ENGINES. 
 
 
 KiG. 3- 
 
 *:^^, ff- ^^'''Si^-=?lr^" 
 
 ^ Fig. 4 
 
 :Maix',s P.-\TEN'r B.\i,--vNCEr) Engine in Sti'..\m Y.vcht Xe.\ir.\. 
 
HO\VElj;S STEAM \'ESSEES AND MARINE ENGINES. 
 
 79 
 
 _ 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 arranged as quadruple-expansion 
 engines, fitted with steam jackets, to use steam of 200 to 250 
 pounds pressure, supplied from water-tube boilers, such as 
 Belli'ille, Almy, Roberts or similar boilers, fitted on the hot- 
 blast system. It is claimed such a combination will i)roduce 
 an indicated horse-power on one pound of coal per hour when 
 properly carried out and worked. Fig. 4 represents the engines 
 of the Neaira modified as balanced quadruple tandem engines, 
 fitted with steam jackets on three cylinders, and .so arranged 
 with movable 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 than an ordi- 
 nary .single upright engine. 
 
 Three Cylinder Compound Engines of Steamer Pleasure. 
 
 The boat whose engines are illustrated on another page, is 
 a wooden vessel built in 1894 ^Y F- W. Wheeler & Co., West 
 Bay City, Mich., for the Belle Lsle and Wind.sor Ferry Com- 
 pany. She is to run on the Detroit River, touching at Belle 
 Isle, Windsor, and other sununer resorts. The distance be- 
 tween stops being too short to olitain the full benefits of a triple- 
 expansion engine, it was decided to adopt a three-cylinder 
 compound engine, thereby retaining the smooth working of a 
 triple-crank engine. Tlie high-presstire cylinder is 24 inches 
 diameter, and the two low-pressure cylinders are 34 inches 
 diameter each, with a common stroke of 24 inches. The high- 
 pressure cylinder is placed in the center so as to equalize 
 pressures and passages. Each cylinder is fitted with relief 
 valve, and a 3-inch .starting valve is provided to admit live 
 steam into both low-pres.sure cylinders. The engine is de- 
 signed for a piston speed of 500 feet per minute. The ports in 
 the high-pressure cylinder are 2'- inches wide and ly inches 
 long, and both low-pressure cylinders have ports 3 inches wide 
 and 26 inches long. The main steam pipe is 7 inches diameter, 
 the receiver pipe is 8 inches diameter, and the exhaust pipes 
 leading to condenser are each g'j inches diameter. The 
 throttle valve is of the balanced cylindrical type, and fitted with 
 suitable relief valve so as to work freely. All cylinders are 
 fitted with valve-chest liners of hard, close-grained cast iron, 
 with diagonal bridges and ports 2 inches wide The high- 
 pressure vaU-e is i r inches diameter, fitted with solid ring so as 
 to be easily renewed, and the low-pressure valves are each 15 
 inches diameter, fitted with self-.setting spring rings. The out- 
 side lap on the high-pressure valve is i 3-16 inches on t(.)p, and 
 I inch on bottom, and 3-16 inch inside lap on bottom ; the low- 
 pressure valves have I 9-16 inches lap on top, and i^:-; inches 
 on bottom, with an inside lap of 3-16 inch on bottom. All 
 valves have a travel of 5 inches, and are worked directlv by 
 the Stephen.son double bar link motion provided with adju.st- 
 able cut-off arrangement. Steam is cutoff at 0.75 stroke in 
 high-pressure cylinder, and 0.65 stroke in low-pressure cylin- 
 ders when in full gear. All valve stems are of machinery 
 .steel 2,^4 inches in diameter, and are guided by adjustable valve 
 stem guides with brass bushings. The engine is provided with 
 steam reversing .gear, having a cylinder 8 inches diameter and 12 
 inches stroke, operated by a differential valve motion under easy 
 control of the engineer. The pi.stons are of cast iron 6 inches 
 
 deep fitted with adjustable spring rings. The piston-rods 
 are of machine .steel 4 inches diameter, secured to crossheads 
 and pistons by tapered ends and nuts. The crossheads are 
 of wrought iron, with gudgeons and .slippers forged on. The 
 slippers are provided with brass gibs 10 inches wide and 14 
 inches deep. The connecting-rods are of wrought iron 6 feet 
 between centers, having the upper end forked to suit the 
 crosshead pins, which are 4 '4 inches diameter and 4 inches 
 long. The upper ends are turned 3^4 inches diameter, and 
 the lower ends 4.-^4. inches diameter. All bolts in connecting- 
 rods are of .steel i -'4 inches diameter at the upper ends, and 2 '4 
 inches at the lower ends. The crank-pin brasses and all main 
 journals are lined with Magnolia anti-friction metal in strips. 
 The cylinders and valve chests have a magnesia covering, and 
 are lagged with highly polished cherry. They are supported 
 by six cast-iron columns, the port columns being provided 
 with large bearing surfaces and water jackets for the slides. 
 Through bolts are used wherever practical throughout the whole 
 engine. The bedplate is of the box tj-pe cast in one piece, 
 with six main journals, and raised feet for columns. All main 
 journals are provided with cast-iron caps secured by two 2'_- 
 inch bolts. The crank shaft is made of wrought iron of the 
 built-up type, and is 9 inches diameter. The crank arms are 
 5)-< inches thick for the forward low-pressure, 6 inches for higli- 
 pre.ssure, and 6'- inches for the after low-pressure, with a 
 conunon width of i6'^4 inches at the pins, and 18 inches at the 
 shaft. 
 
 The cranks are placed 120 decrees apart with the forward 
 lou'-pressure leading the high-pressure, and the after low- 
 pressure following. The three thrust collars are forged on 
 crank .shaft and are 15 ■•:■ inches diameter and 2'.^ inches thick. 
 The thrust bearing is bolted to the bedplate and is of the 
 horseshoe type, with four cast-iron columns with anti-friction 
 metal facings adjustable by means of steel bolts and brass nuts. 
 The collars are designed for a pressure of 50 pounds per 
 square inch, and a line bearing 9 inches wide is ca.st on the 
 thrust block to support the shaft, while a similar bearing 
 supports the line shaft. The stern tube is of cast iron iS feet 
 long, with an internal bearing at the forward end. The stern 
 bearing is bolted to the stern post, and is of cast iron with a 
 cap 20 inches long lined with lignum-vitse, and adjustable by 
 means of a rod running through stern post. The line and 
 propeller shafts are 9 inches diameter, and g^i inches diameter 
 at the bearings. The propeller wheel is 10 feet diameter and 
 13 feet pitch ; it is of the cast-steel dovetail type, patented by 
 the Dry Dock Iron Company, of Bay City, Mich. 
 
 Steam is furnished by two cylindrical return tubular 
 boilers 10 feet in diameter and 12 feet long, designed for a 
 working pressure of 135 pounds per square inch. Each 
 boiler has two furnaces, 40 inches diameter and 9 feet 3 inches 
 long, and 152 3-incli tubes, giving a total grate surface of 7S 
 square feet, and a total heating surface of 2,554 square feet. 
 The boilers were built by \A'icks Bros., Saginaw, Mich. All 
 pumps are independent and were supplied by Dean Bros., of 
 Indianapolis, Ind. The air-pump is single acting, steam 
 cylinder 12 inches diameter, water cylinder 16 inches diameter, 
 and a stroke of 12 inches. The feed-pump is of the duplex, 
 outside packed, plunger type, 10 by 6 by 12 inches. A suitable 
 fire-pump, bilge-pump, and water-service pump for tanks are 
 also provided. The exhaust steam from all pumps passes 
 through a feed-water heater, 20 inches diameter with 52 I'/o- 
 
So 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 Three Cylinder Compound Engines ok the Fekrv Steaiii'.r I'leaswrk.- Built by ]-'. W. Wheeler ,S: Co., We.st Bay Citv, Mich 
 
HOWEIj;S STEAM VESSELS AND MARINE ENGINES. 
 
 inch brass tubes 6 feet long. ()ne of the leature of the boiler- 
 room, which is comrnoflious and well ventilated, is a Kirb^' 
 hydraulic ash ejector, manufactured b_v the Detroil Dr_v Dock 
 Company. By this labor-saving de\'ice the ashes are forced 
 overboard by water under pressure from the deck pump. The 
 principal dimensions of the ves.sel are: Length over all, 140 
 feet; length on load water line, 127 feet 4 inches; breadth 
 over guards, 5t feet 6 inches ; beam, moulded, 39 feet 7 inches ; 
 beam on load water line, 36 feet ; depth, moulded, 14 feet 5 
 inches; draught aft, 12 feet ; draught forward, 9 feet. The hull is 
 built of white oak of very heavy dimen.sions throughout, and 
 shaped forward so as to enable her to easily break through the 
 ice encountered during winter .-,er\-ice lie'tween the cities of 
 Detroit and Windsor. The vessel has three decks, and is 
 capable of accommodating 2,000 pa.s.sengers. The designs of 
 hull and machinery were made by the builder's con.structing 
 engineer, S. Anderson. 
 
 Donegan «& Swift's Launch Engine. 
 
 This engine is very light in weight, and simple in its work- 
 ing parts and design. It is a single engine, with reversing 
 
 horse-power. 
 
 lever, operated on the .side. The .smallest .size, 2 ; 
 
 has a 2>2 inch cylinder ; .stroke, 3 inches ; re\'olutions, 250 : 
 diameter of shaft, i 3-16 inches; height, 22 inches ; base," 12 
 by 12 inches; weight, 90 pounds. The largest size is 2r) horse- 
 power and of the following dimensions : Cylinder, 7 '4 inches ; 
 stroke, 8 inches; re\'olutions, 200; diameter of shaft, 2 7-16 
 inches ; height, 52 inches ; base 26 by 30 inches ; weight, 850 
 pounds. These engines are built by Donegan tt vSwift, New 
 York. 
 
 Lumgair's Quadruple=Expansion Engine. 
 
 David Lumgair, of West Bay City, Mich., has two patent^ 
 on a quadruple-expansion condensing engine, which, it is 
 claimed, is suitable for the heaviest marine work. The prin- 
 ciples can also be applied to the triple-expansion engine for 
 those who prefer lower steam. The working of this engine 
 will readily be understood by examination of the accompanying 
 illustration. Steam from the boiler enters the high-pressure 
 valve chest through opening «, and enters the lower end of the 
 cylinder on the top side of the valve, leaving the c^dinder 
 through the bottom side of the valve. It then enters opening 
 /', and passes through pipe b to the upper end of the valve 
 chest, and enters the top end of the cylinder on the bottom side 
 of the upper valve, lea-f ing the cylinder through the top side of 
 this vah'e, where it enters pipe c, leading to the second inter- 
 mediate pressure valve chest. The steam enters this cylinder 
 through the bottom side of the valve, and leaves on the 
 top side of the valve ; it then passes into the low-pressure 
 valve chest, enters the valve on the top side, and exhausts 
 through this valve into the condenser through opening e. The 
 high-pressure, first mean pressure, and second mean pressure 
 are piston valves ; the low-pressure valve is a slide valve. The 
 spaces between the two pistons on each engine are connected to 
 the condenser. A live steam pipe, v\dth valve connection, is 
 placed under the valve on the first intermediate pressure. 
 
 Donegan & Swift's Launch Engine. 
 
 There being always a vacuum between the two pistons, the 
 difference in area of the two cylinders, multiplied by the 
 vacuum, will give, in the smaU engines shown, 4 honse-power 
 to the first two cylinders, and 16 horse-power for the other two 
 cylinders, and equals the power gained by the vacuum. It was 
 found that by opening the live steam connection with the upper 
 valve on the high-pressure end, the engine could be forced in 
 ca,se of emergency. In trying it on a 12, 17 and 24-inch triple- 
 expansion engine, 25 more turns a minute were made. The 
 inventor, Mr. Lumgair, claims for the.se engines that they are 
 easily handled and reverse well. They take up little room in 
 the boat, there are only two sets of engines to look a'ter and 
 the pistons are easy to get at. The fir.st co.st is low, and the 
 fuel con.sumption is .small. The following is a key to the letters 
 .shown on the drawing : Cylinders 6, 8 14, ii-^, 15'34-inch by 10- 
 
 inch .stroke; a, steam from boiler; /;, high-pressure 
 intermediate ; c, first mean to second mean pressure ; 
 tween pistons to condenser ; e, exhaust to condenser ; 
 valve and connections, live .steam to first mean prcs.sure. 
 for reversing not shown in plan. 
 
 to first 
 d, he- 
 's -inch 
 Valve 
 
82 
 
 HOWELL'S STEA^I A'ESSELS AND MARINE ENGINES. 
 
 LuMGAiR's Patent OdadrtplE-Expansion Marine Engine. — Designed by David Luni^i^air, West Hay City, Mich. 
 
 Steeple Compound Engines of Ferryboat Cincinnati. 
 
 The motive power of the Cincinnati consists of two steeple 
 compound engines, of which we give a perspective view. 
 The.se engines were designed by H, S. Hayward, Superintend- 
 ent of motive power, and H. Canfield, and constructed at the 
 Pennsylvania Railroad Company's shops at Hoboken, N. J. 
 The high-pressure cylinder of each engine is iS inches diameter; 
 low-pressure cylinder, 36 inches diameter : stroke, 26 inches. 
 A distinguishing feature of these engines is the balanced piston 
 valve, which is the invention of Hobart Caiiiield, Master 
 Mechanic in charge of the Pennsylvania Railroad shops at 
 Hoboken. Fig. 3 shows this valve on a larger .scale, and its 
 action will be readily understood. One valve is u.sed for both 
 cylinders. When the pistons are at the iijiper end of the 
 stroke, the valve occupies the position as shown in Fig. 3, 
 
 allowing the steam from the lower part of the steam chest to 
 pass through the upper port of the high-pressure cylinder as 
 indicated by the arrows i ; while the exhaust steam from the 
 high-pressure cylinder passes through the lower port, as 
 indicated b>' the arrows 2, into the valve, which is cast hollow, 
 and leads the .steam into the upper port of the low-pressure 
 cylinder, as indicated by arrows 3 ; the exhaust from the low- 
 pressure cylinder pa.sses through the lower port into the upper 
 part of the chest, as indicated by arrows 4, from whence it flows 
 through the exhaust pipes into the conden.ser. The advantage 
 obtained with the u.se of this valve is that, during the passage 
 of the steam from the high-pre.ssure to the low-pressuVe 
 cylinder, condensation is reduced, and a comparatively high 
 pressure is secured in the low-pressure cylinder. The weight 
 of the valve .stem and tail-rod is such as to counterbalance the 
 difference in pres.sure on the upper and lower ends of the valve. 
 
HOWELT.'vS STEAM VESSELS AND MARINE ENGINES. 
 
 83 
 
 Its construction is certainly very simple, and it gives excellent 
 results. In these engines the valves are actuated by a Joy 
 gear, but they may be operated by any of the usual motions 
 Ihe mam shafts are coupled between the two engines, so that 
 m case of an accident to either engine or line of shafting, the}' 
 can be disconnected and used independently. The shafts 
 extend the entire length of the boat, with a four-bladed 
 
 Fig, 3. — Can1'IEi,i>'s Bai,anck Vai,ve. 
 
 sectional propeller wheel at each end ; these wheels are 8 feet 
 9 inches diameter, and 13 feet 6 inches pitch, and work 
 together in either direction. The diameter of shaft is 9 inches ; 
 diameter of crank pin, 8 '_> inches; length, gV3 inches. High- 
 pressure piston-rod is 4 inches diameter, and low-pressure 
 piston-rod is 3 inches diameter. 
 
 The condensing apparatus is independent of the main 
 engines. The condenser is cylindrical, 4 feet 6 inches diameter, 
 12 feet 3 inches long, and has 1,950 square feet cooling surface. 
 
 Steeple Compuuxd Engines of Ferryboat Cincinnati. 
 
84 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 ^M^ ^^^ar^rir^t^4^^.^^, ,j fl^^^=-^ 
 
 Thk Coij.ek Yacht Engine. — nc,^i,L;iit;d Ijy B.J. Collt-r, Detroit, Mich. 
 
 The cooling water passes through the tubes and is provided 
 by a lo-inch centrifugal pump, dri\'en at 230 revolutions per 
 minute, b}- a 7 b\' 7 vertical engine. The air-pump is of the 
 Knowles pattern, with lo-inch steam cylinder, i;-inch air- 
 cylinder and 16-inch stroke. Steam is furni.shed b>- two return 
 tubular fine boilers, 10 feet diameter, 16 inches long. Each 
 boiler has two furnaces, 42 inches diameter, giving 49 square 
 feet grate surface and 1,750 square feet heating surface, and is 
 tested for a working pressure of 120 pounds. Out of the 
 economical features in the design of a ferryboat for this service 
 is that it is wasteful to have the boiler power equal to that of 
 the engine, as over one-half of the boat's time is spent in the 
 ferry slips. As the engines are idle so long, loss in the boiler 
 pressure while crossing the river is desirable; so that with 
 nearly uniform firing the boilers will not " blow off " while 
 waiting in the ferrj- slips. On the test trips that w'ere made, a 
 uniform boiler pressure of 97 pounds was maintained for two 
 hours: the main engines made 92 revolutions per minute and 
 dcA-eloped 720 indicated horse-power which gave a speed of 
 
 12.2,5 miles per hour. When the boat was stopped and the 
 steam pressure allowed to reach 115 [)ouik1s, the engines 
 showed 1,016 indicated horsepower and two miles were made 
 in eight minutes, or at an average rate of 15 miles per hour; 
 the steam i)ressure at the end of this run had fallen to 88 
 pounds. The tests showed that the boilers burned 15.85 
 pounds of coal jier square foot of grate per hour and "had 
 evaporated 9.72 pounds of water to one pound of coal. There 
 is, in addition to the main boilers, a donkey boiler 42 inches in 
 diameter and 6 feet 9 niches in height ; a Craig circulating 
 apparatus is fitted in connection with this boiler, by which a 
 unitVirm temperature is maintained throughout the main boilers 
 while steam is being raised. The principal dimensions of the 
 hull are as follows : Length over guards, 206 feet ; length of 
 hull, 200 feet; beam over guards, 65 feet; lieam of hidl, 46 
 feet ; depth from deck to keel, 17 feet; draft, 10 feet 10 inches- 
 drsplacemeiit, S90 tons. The hull is of iron, built by Samuel 
 L. Moore & Sons Co., of Elizabethport, N. J., from plans and 
 specifications furnished by the Pennsvlvania Railroad. 
 
HOWELL'vS STKAM VESSELS AND MARINIv EXGINES. 
 
 »,S 
 
 The Coller Yacht Engine. 
 
 This engine was designed by B. J. Coller, of Detroit, Miclr , 
 and IS built by the Coller Steam Yacht and Engine Works, of 
 that city. By close examination of the engraving, it will' be 
 seen that the Coller patent valve motion to this engine is taken 
 from the connecting-rod, which resnlts in a quicker opening of 
 the valve than that of any other engine. These engines are 
 built in sizes from 30 horse-power compound to 600 horse- 
 power triple-expansion. 
 
 See's Quadruple=Expansion Engine in Tug El Toro. 
 
 The Morgan Line steel tug El Toro (the Bull), con- 
 structed by the Newport News Shipbuilding and Dry Dock 
 Company in 1891, from specifications of Horace See, New 
 York, is one of the mo,st complete ve.'^.sels of her kind in the 
 United States. The El Toro was designed principally as a fire 
 boat, to be stationed at Pier 37, North River, and to tow the 
 ships of the Morgan Line from that pier, where they go upon 
 their arrival in port to discharge cargo, to Pier 25, North 
 River, the lower berth, where the ves.sels are loaded. 
 
 The dimensions of the El Toro are as follows : Length 
 over all, 90 feet ; beam, moulded, 19 feet ; depth, 10 feet 9 
 inches. Her tonnage is 65.8 net and 130.16 gross. Tlie main 
 engine is of the vertical surface condensing quadruple-expan- 
 sion t>pe, with two cranks working at right angles to one 
 another, two pistons being connected and arranged tandem to 
 each other. The cylinders are 9^^, I3^j', 183-4' and 26 inches 
 diameter, respectively, with 22 inches stroke of piston. Steam 
 of iSo pounds pressure is employed. The lower c_\-liiiders are 
 bolted together, and supported on one side by two columns, 
 which are cast on the condenser, and on the other side by two 
 wrought-irou columns fastened to the bedplate. The cast 
 columns also form the guides, which are of the slipper slide 
 variety, with water circulation through the go-ahead face. 
 The front of the engine is open for examination of the journals. 
 The upper cylinders are bolted together, each one being sup- 
 ported on three columns secured to the lower cylinders. All 
 of the cylinders are fitted with piston .slide valves, o]ierated l)y 
 the See- Marshall vah'e gear, and rever.sed by steam gear from 
 the upper platform. All of the main steam piston and valve- 
 rods are fitted with the See metallic packing. The condenser 
 is fitted with brass tubes and sheets. An independent cen- 
 trifugal circulating-pump supplies the condensing water. The 
 air-pump is driven from the crosshead, as are also the feed and 
 bilge-pumps. There are also two Worthington independent 
 vertical feed, fire and bilge-pumps, arranged either for feed, 
 fire or bilge service. The circulating-pump is also provided 
 with a bilge suction for pumping out the boat. A Wass 
 extractor is furnished to remove grease, air, etc., from the 
 feed-water. The propeller shaft is covered with brass at the 
 water end, which revolves on a lignum-vitse bearing ; the 
 wheel is a solid true screw of iron, 7 feet in diameter. The boiler 
 is of steel and of the cylindrical return tubular type, fitted 
 with two corrugated furnaces leading into one common com- 
 bustion chamber. It is 9}^ feet diameter by 10I2 feet long, 
 and was built by Hammond & Coon, Buffalo, N. Y. 
 
 Sre's Oi-ADRrpr.K-Exp.iNsiox Engtnks in Trr, Ei, Toro. 
 
86 
 
 HOWELL'S STEAM \ 
 
 ESSELS AND MARINE ENGINES. 
 
 ■,, i.v s. 
 
 
 Jm..Mm^^,^^^^^' 
 
 :-. 5 i^v 
 
 RII.EV & COW..,..VS STKAM VaCHT AXl. LAUNCH ENGINES. 
 
HOWI^L'vS STKAM VKSSKLvS AND MARINE ENGINES. 
 
 Riley & Cowley's Launch and Yacht Engines. 
 
 The small cut represents Riley 6c Cowley's j^.](, and 9 by 6- 
 inch compound launch engine. Tlie valves are of the piston 
 type. The cranks are at right angles, thus avoiding any "dead 
 centres." Rever.sing is effected by means of an improved gear, 
 consisting of one eccentric for each valve keyed upon a loose 
 sleeve placed on forward end of shaft. Loose sleeve is rotated 
 about on shalt in either direction by means of a pin engaging 
 in a .spiral in .sleeve and straight spline in shaft, said pin being 
 moved forward and aft on shaft by a .second sleeve operated by 
 rack and pinion. A pas.s-over valve introduces live .steam into 
 the low-pressure valve chest when it is desired. The engine is 
 provided with a complete automatic oiling apparatus, whereby 
 
 complete and stored away for winter. Great economy in fuel 
 and ease of handling make it most desirable for small yachts, 
 while its handsome appearance makes it an ornament to the 
 3acht. This size of engine, with 250 pounds .steam pressure 
 and 600 revolutions, will develop 5ohor.se-power, and is suitable 
 for boats from 40 to 50 feet long. These engines are built by 
 Riley & Cowley, South Brooklyn, X. Y. 
 
 This firm was called upon in 1891 to build a fast steam 
 launch for the Yale Navy, .so-called, the .same being the Yale, 
 College Boat Club. This launch is to follow the regattas, or 
 races, between rival colleges, and must necessarily be fast and 
 handy to keep up with the contestants. The committee tried 
 other builders before Riley & Cowle3', but the ves.sels supplied 
 were not accepted, as they did not come up to the requirements. 
 
 From "Steam and the Marine Engine." — By John Yeo. 
 
 all journals are uniformly lubricated with running at highest 
 speed. Adjustments for taking up the lo.st motion on every 
 working joint of the engine are also provided, and the bearing 
 surfaces are of ample area. It will be remarked that the en- 
 gine presents a very open front, enabling attendant to adjust 
 and in.spect working parts at all times witli facility, and allow- 
 ing of repairs to be made without pulling engine apart. One of 
 the marked features of these engines is the entire absence of 
 vibration, even at highest speeds. This is due to the care with 
 which the reciprocating parts are balanced. The ports and 
 passages are so proportioned that excessive .speeds are possible 
 without undue frictional resistance to steam in passing through 
 them. The engine, being free from pumps, delivers its full 
 power to the propeller, while the pumps, being independent, 
 may be adjusted to their work. It is self-contained and of ex- 
 ceeding light weight, and may be readily lifted out of boat 
 
 This firm had no difficulty in con.structing a launch to fill the 
 bill, which was to make a boat capable of a mean velocity of 14 
 miles an hour for seven continuous hours. They did this, as 
 stated, and ran a measured mile in slack water in 3 minutes 15 
 seconds, which is at the rate of 16^-2 miles an hour. The 
 details of the launch are as given herewith : 
 
 The hull is 53 feet long over all, 8 feet 6 inches beam, by 
 4 feet deep ; she is an open launch, having a cockpit fore and 
 aft, with a car-top canopy over engine and boiler, and curtains 
 to enclose the machinery. The engines are the Riley & Cowley 
 triple-expansion type, 5, S and ly^ by S inches. The pi.ston 
 valves are on the side, so as to economize space fore and aft. 
 The valve motion consists of three gears ; one is keyed on the 
 crank shaft, one on a three-throw crank .shaft (cranks coinci- 
 dent with main crank shaft), and one large gear on a movable 
 stud to raise the wheel above or below centre line, so as to give 
 
ss 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 angular advance to valves for forward or back motion. The 
 impro\'ed rever>ing .gear of this engine was suggested by 
 Charles R. Cowley, sun of the senior member of the firm, and 
 is the fir.st of the kind e\'er used. It marks a new departure in 
 this branch of marine and mechanical engineering. No links 
 or eccentrics are used, as the valves are driven by a small three- 
 throw steel crank shaft, which derives its motiiju from the main 
 crank .shaft by means of three cut-gear wheels. 
 
 The intermediate wheel is ])ro\-ided \^ilh a sliding mechan- 
 ism whereby it ma}* be moved along a line at right angles to a 
 line connectinc; the two shafts. 
 
 Paul's Patent Reversing Gear. 
 
 With this gear the motion of the engine is rever.sed by 
 shifting the eccentric centre across the shaft in a direction at 
 right angles to the crank, from the ahead to the astern centre 
 by the nteans shown in sketch. The shaft end is flattened, and 
 the eccentric eye fitted to it with sufficient clearance at the sides 
 to allow the necessary travel across the shaft. It is also bored 
 out to fit a mandril, which, revolving with the shaft, is .shifted 
 out or in by means of the ordinary reversing lever or wheel 
 and screw gear. This mandril is fitted at the inner end with 
 
 Pauls Patent Eccentric Single Valve Gear, eaual to Link Motion^ 
 
 This motion gives the proper angular advance to the \ alves 
 and determines the direction in which the engine will run. 
 From the crank pins of the valve crank shaft are connecting- 
 rods attached to the valve stems. The piston valves are fitted 
 with rings and the .seats are bu.shed with steel. The cross- 
 heads, valve stems, and piston-rods are also steel. The crank 
 shaft boxes are of the best composition, and the propeller shaft 
 is of Tobin bronze : it is 2)2 inches diameter, and the pro- 
 peller itself is 36 inches diameter, by 5 feet pitch. 
 
 The boiler is the Roberts water-tube t>-pe, having 16 square 
 feet of grate surface. The condenser is copper, of the keel 
 type, and all pipes are of copper and brass. Under the floor 
 forward is a copper tank that contains 150 gallons fresh water. 
 The certificate allows 250 pounds of steam. 
 
 a steel pin, which projects through longitudinal slots in the 
 shaft into diagonal slots in the eccentric. The pressure of this 
 pin on the sides of the diagonal slots, as the mandril is moved 
 out or in, causes the eccentric to move across the shaft. The 
 eccentric is prevented moving endways on the shaft by a collar 
 and washer. The valves of two cylinders working on cranks 
 at right angles are actuated from one eccentric b>' the arrange- 
 ment shown in dotted lines. The valve immediately over The 
 eccentric is worked direct, while the other valve, which may be 
 pilaced on centre line of cylinders, or out to front or back, is 
 worked through weigh shaft and wipers, the motion for these 
 being taken off the strap at right angles to the eye for the 
 direct wrought valve. For three or more valves the motion 
 is taken from the .strap at points corresponding to the position 
 
HOWELL'S STEAM \'ESSELS AND MARINE ENGINES. 
 
 89 
 
 of the cranks, with separate weigh shaft and wipers for each 
 valve. The special point about this gear is that it has the prop- 
 erties of variable cut-off and uniform lead as perfect as in the 
 best link motion arrangement, the eccentric travel and valve 
 opening being varied, while the lap and lead remain constant. 
 Matthew Paul & Co., of Dumbarton, Scotland, are the owners 
 of this patent gear. 
 
 Compound Engines of the Hoboken Ferryboat Bremen. 
 
 The Hoboken Ferry was the 
 States to adopt the screw ferryboat. 
 by a screw at each end of the hull, 
 
 first ferry in the LTnited 
 
 These boats are propelled 
 
 one screw pushing and the 
 
 illustrations. They were built by the North River Iron Works. 
 The high-pressure C) linders are 20 inches diameter ; low- 
 pressure cylinders, 36 inches diameter ; stroke, 28 inches. 
 Each boat is provided with an independent air and circulating- 
 pumping engine of the Blake .system, with compound .steam 
 cylinders similar in general design to those furnished for the 
 United States battleship Maine. They are of the following 
 dimensions : High-pressure cylinder, 7 inches diameter ; low- 
 pressure cylinder, 14 inches diameter ; stroke, 16 inches. 
 These work two .single-acting vertical air-pumps 17)4 inches 
 diameter, and 14 inches stroke. One double-acting horizontal 
 circulating-water cylinder, 17 inches diameter, 16 inches stroke. 
 The seats for the salt water valves in the circulating-pump are 
 
 P/^ U LS pAff Ef4 J REVeF\S tfNJO C?E/\F\ 
 
 -■W§:sSMm 
 
 other pulling, as it were. This principle was first applied here 
 to the Bergen, whose engines are, however, of the triple- 
 expansion type. A continuous shaft runs the entire length of 
 the boat, and is driven by one engine. If the shafts were in 
 two pieces, and not connected, each screw would, of course, 
 have to be run by an independent engine. The Bremen and 
 the Hamburg are sfster boats. Their hulls (steel) were built 
 by T. S. Marvel & Co., Newburg, N. Y., and the machinery 
 by the W. & A. Eletcher Company, Hoboken, N. J., in 1S92. 
 The length of each over all is 222 feet; on water line, 218 
 feet 6 inches ; breadth over all, 62 feet ; breadth on water line, 
 35 feet ; draught, light, 10 feet 6 inches ; draught, loaded, 
 about II feet; depth of hold, 17 feet. The total seating 
 capacity in each boat will accommodate about 450 p;r.sons. 
 Each boat has two compound engines, as shown in the 
 
 formed in solid composition plates, instead of seats driven into 
 cast iron. The piston and piston-rods are of composition, and the 
 air and water cylinders are lined with composition. The extra 
 amount of valve area permits the pumps to be run at a high rate 
 of speed. The initial .steam pressure in the main engines will be 
 125 pounds, furnished from two horizontal boilers, 9 feet i inch 
 in diameter, and 21 feet long. Each has two corrugated furnaces, 
 44 inches diameter. Total grate surface, 100 square feet. The 
 boilers are tested to 250 pounds hydro.static pressure. The 
 diameter of the crank shaft is g]i inches. The cranks in each 
 engine are set opposite to each other, and when the engines are 
 coupled, the center line of cranks in one engine will be perpen- 
 dicular to that of the other, .so that the cranks practically stand 
 at 90 degrees apart. The W. & A. Fletcher Company were 
 the contractors for the entire boat complete. 
 
go 
 
 HOW 
 
 ELL'S STEAM VESSELS AXD MARINE EXGIXES. 
 
 CoilPOUND E>'<jINJiS OF llcjBUKhN i-hKkVbUAT L>i<l:Ml;>i . 
 
HOWELL'S STKAM VESSELS AND MARINE ENGINES. 
 
 Compound Oscii,i,aTing Engine of the Providence and StoninGTox I^ine Steamer Connecticut. —Built by Win. Cramp & Sons, Philadelphia, Pa. 
 
 Oscillating Engines of the Connecticut. 
 
 The Providence and Stonington Line, throngh the pensist- 
 ency of the late Capt. David vS. Babcock, several years ago de- 
 cided to try a compound o.scillating engine in its new freight 
 steamer Nashua, and with that end in view contracted with the 
 Morgan Iron "Works for the engine which now propels that 
 boat, the hull of which, as well as that of the Connecticut, 
 were built by Robert Palmer & vSon, Noank, Conn. After the 
 engine was built, it was found that the modified Corliss valve 
 gear with which it was fitted caused considerable trouble and 
 anxiety, until Jerome Wheelock, of Worcester, Mass., put in 
 the Wheelock gear, after which the engine worked like a clock. 
 The Connecticut was designed by Geo. B. Mallory, New York, 
 and her machinery was constructed by Wm. Cramp & Sons. 
 The engine has a high-pressure cylinder 56^^: inches diameter 
 and low-pres.sure cylinder 104 inches diameter, both being 11 
 feet .stroke, and both coupled directly to the main shaft. This 
 shaft carries feathering paddle-wheels, which were originally 
 28 feet in diameter, and had 12 buckets 14 feet wide and 4I/2 
 feet deep. The steam pressure ordinarily carried is 120 pounds. 
 Steam is furni.shed by .six gunboat boilers, each 12':: feet in 
 diameter and 20 feet 3 inches long. These boilers are placed 
 
 three together and are fired from two fire-rooms ; over each is 
 located a centrifugal fan 6 feet diameter and 5 feet face, supply- 
 ing 30,000 cubic feet of air per minute. The engines make 
 about 25 revolutions per minute, and develop 4,500 to 5,000 
 hor.se-power ; the .speed which the boat can attain is 17 knots 
 per hour. These engines are the largest oscillators ever built. 
 The total weight of the engines and boilers, including the water 
 in the latter, is about i,oco tons. The surface condenser has 
 12,000 square feet of tube surface. All the auxiliary engines 
 work in connection with a separate surface condenser entirely 
 independent of the main condenser. 
 
 The direct-acting engine takes much less room than the 
 beam engine, and also weighs considerably less than a beam 
 engine of the same capacity. The Connecticut differs from her 
 chief rival, the Pilgrim, in having a wooden instead of an iron 
 hull. The design of her hull shows a bow line 171 feet long, 
 or nearly half her length, then a short parallel body, and then 
 stern lines sharper than those usually seen in other boats of this 
 class. The principal dimen.sions are as follows : Length over 
 all, 35S feet 6 inches; length on 11 feet load line, 345 feet; 
 beam outside of hull planking, 48 feet 2 inches ; extreme 
 width over guards, 87 feet ; depth of hold, 17 feet 3 inches ; 
 extreme depth forward, 23 feet 6 inches ; extreme depth aft, 
 20 feet. 
 
92 
 
 HOWELL'S STEAM VESSELS AND 1SL\RINE ENGINES. 
 
 Cumi'(h:ni) Beam Exf'.iNRS m- Stkamer Honam. — Built by A. & J. Iii.nlis, fUasgow, Scotland. 
 
HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 93 
 
 Oscillating Engines. 
 
 This type is much more common in England than else- 
 where. The term applies to a cylinder mounted on trunnions, 
 oscillating on its axis to accommodate the lateral sweep of the 
 crank, thus dispensing with a connecting-rod, crosshead and 
 girders, the piston-rod being connected directly to the crank 
 pin. 
 
 At first there was a persistent effort to perform steam dis- 
 tribution by means of, or through, the trunnions so as to dis- 
 pense with valve gearing, thus reducing a piston steam engine 
 to the most simple form it has ever attained, but these methods 
 have failed in practice, and oscillating engines are now com- 
 monly made with the usual slide or other valves like fixed 
 engines. The object sought in the oscillating type of engines, 
 aside from simplicity and cheapness, was the saving of room, 
 or their compactness, a feature conspicuous in English practice, 
 where oscillating engines are in a great many cases set directly 
 beneath the paddle shafts of steamers, and have given excellent 
 service. This method is not only applied to small boats, but 
 to large steamers of the highest class plying in the English 
 and Irish Channels. The shortening of the stroke of engines, 
 and various mechanical devices for diminishing the distance 
 between the piston and crank has rendered the oscillating 
 arrangement unnecessary. The rapid movement of the cyl- 
 inders on the inward stroke of the piston produces lateral strains 
 on the piston-rod, gland and pistons that cause rapid wear and 
 derangement, unless provided for by careful design, good 
 material and the best of workmanship. In fact, but one firm 
 in the world has attained complete success with o.scillating 
 engines, that of Penn & Son, in England. — John Richards, in 
 Industry, San Francisco, Cal. 
 
 Compound Beam Engines of the Honam. 
 
 The twin screw is displacnig the single .screw, and the 
 paddle-wheel is giving place still more decidedly to the .screw 
 propeller ; while in the method of operating the paddles the 
 beam engine is destined soon to pass away. One finds several 
 services which were formerly carried on by paddle steamers 
 having beam engines now conducted b\' screw steamers. The 
 Bergen, Bremen and Hamburgh of the Hoboken ferry are 
 cases in point, while several paddle steamers have now been 
 fitted with other types of engines than that of which the 
 walking beam was such an attractive feature. It is true, it 
 required marvelously little attention : but it was far from 
 economical. It can serve no purpose to sing a requiem — many 
 of our American friends might claim that it is yet too soon for 
 that. Certainly, in this country the beam engine belongs to 
 the pa.st. It never gained any distinct hold on British favor, 
 although admired by Scott Russell, but several engines of the 
 type have been made in this country for service in foreign 
 waters, and a record of modern engineering practice would not 
 be complete without a reproduction typical of the British 
 design. A. & J. Inglis, of Glasgow, some years ago made 
 probably the most successful engines of this class, and one is 
 illustrated herewith. These we should have been glad to 
 describe long ago ; but characteristic modesty on the part of 
 Messrs. Inglis suggested excuses as frequently as we urged the 
 claims of our readers. The present time, however, is not 
 
 inopportune, since we may be said to be in the transition stage. 
 vSoon the triple-expansion direct-acting engine will be exten- 
 sively adopted for paddle steamers, as it already is for screws. 
 It is not difficult to trace the evolution of the beam engine 
 as applied to the propulsion of paddle steamers. The great 
 difficulty in paddle engines was to .get a sufficient length of 
 stroke of piston, while keeping the engine low in the ship, and 
 minimizing the length of space required. It was soon recog- 
 nized by Watt, and some American engineers, that the most 
 natural and possibly most picturesque arrangement was to 
 adopt the simple old-fashioned beam used by Newcomen for 
 the colliery pumps and land engines. While American engi- 
 neers adopted this system, Robert Napier, Watt, Maudsley, 
 and Fawcett continued to use the side-lever engine, the first 
 named bringing it to its perfect stage in the Persia and Scotia. 
 This side lever may be termed the English form of the beam 
 marine engine. Here it was considered undesirable to ob.struct 
 the deck with the walking beam, while the adoption of the 
 side lever enables the engineer to choo.se any proportion of 
 .stroke and any size of paddle-weel that would best serve the 
 purposes of the ship. American engineers have continued to 
 use the beam engine, although, as we have indicated, there are 
 evidences which encourage the belief that it will be superseded. 
 Messrs. Inglis were the only firm in this countrj' which largely 
 adopted the system, and the engines of the Honam, which we 
 illustrate, are a typical design. One of the largest beam 
 engiues constructed, however, was for the Puritan of the Fall 
 River Line. The Inglis beam engine indicates several 
 departures in the details when compared witlr the American 
 engine of that day, and was more strongly built. The gallows 
 frame, which supports the main center of beam, instead of 
 being of wood, as was the usual practice in the United States, 
 was of steel plates and angles, and of box section. It was 
 secured to massive box keelsons on the floor of the ship. This 
 style of framing had not then been adopted b}- an}' other firm, 
 and it gave great satisfaction. The wooden frame used in 
 the American engine "wobbled," and allowance had to be 
 made for this in the clearance between the piston and cylinder 
 ends, 5 inches being not uncommon. It is easy, therefore, to 
 understand that there was considerable waste of steam and 
 con,sequent loss of efficiency. The steel frame — which, by the 
 wa3', is adopted in America — is perfectly rigid, and only the 
 ordinary clearance is necessary. The Honam's engines were 
 on the compound principle, and in this respect aLso were a 
 departure. The cylinders, as shown on the front elevation, 
 were inclined towards each other at the head, admitting of the 
 piston-rods beiiig connected to the one point on the forward 
 end of the beam. This secured a perfectly balanced motion. 
 In the engines of the Puritan, already referred to, the cylinders 
 are nearly vertical, and are connected at two points to the 
 walking beam. The great difference in the size of the two 
 engines — the Puritan's indicate 7500 and the Honam's only 
 2goo — militate against any reliable compari.-on of results, 
 more especially as the former is worked under forced draught 
 with Sturtevant fans, and has two superheaters utilizing the 
 waste gases before they pass into the smokestack. It may be 
 noted, however, that the indicated horse-power in the Puritan 
 is at the rate of about 9 per square foot of grate area, while the 
 power was i indicated horse-power to 3J2' square feet of heating 
 surface; in the Honam the results were 9.7 indicated horse- 
 power to I square foot of grate area, and i indicated horse- 
 
'H 
 
 HOWELL'S STEAM \-ESSELS AND MARINE ENGINES. 
 
 power to 2.73 square feet of heatiug surface. The relative 
 coal consumption r&sults would be interesting, but they are not 
 given in the case of the Puritan. In the Inglis boats, fuel 
 economy has alwa^-s been a marked feature. 
 
 The high-pressure cylinder of the Honam's engines is 40 
 inches in diameter, with a stroke of 10 feet, while the low-pres- 
 sure cylinder is 72 inches in diameter, with a stroke of 9 feet 
 ID inches, the difference in stroke being due to the inclination 
 of the cylinders. Double-beat steam and exhaust valves are 
 provided, while the high-pressure cylinder is fitted with ex- 
 pansion valves. The surface condenser is placed alongside the 
 cylinders, as shown in the forward elevation, while the pumps 
 are worked by a rod from the walking beam, as shown in 
 the front elevation. The cooling surface is 5395 square feet. 
 The walking beam, which is constructed in the same waj' as 
 is u.sually adopted in American vessels, with cast-iron center 
 and forged steel strap, is 23 feet in length, 11 feet deep, and 
 weighs 14 tons. The secti(m of beam strap is 7 inches by 9 
 inches, and the main center is 14 inches in diameter in the main 
 bearings. The piston-rod is 5 -=4 inches in diameter in the ca^e of 
 of the high-pre.ssure, and 7 inches in that of the low-pressure 
 engine, and of steel, while the connecting-rod is 23 feet long 
 from center to center, and 13 inches in diameter. The crank 
 shaft is 17' J inches in diameter. The paddle-wheels ha\'e feather- 
 ing floats, and are entirely of steel. They are 21 feet in diameter, 
 and the floats are 15 feet by 4 feet. These latter measurements 
 are very unusual, and it would certainly be ver3' interesting to 
 know if the builders of some of the recent fast paddle steamers 
 have gone so far as to reduce the diameter of their wheels to 
 2.1 times the stroke, or to increase the float area to 60 square 
 feet. Steam is supplied from three double-ended boilers placed 
 athwartships and fired from the wings. These boilers are 14 
 feet in diameter and 14 feet long, and have in all 18 furnaces. 
 The grate area is 297 square feet, and the heating surface 7939 
 square feet. They work at a pressure of 75 pounds, and at 33 
 revolutions the engines developed 2900 indicated horse-power. 
 The steamer, which, with the engines working at this power, 
 attained a speed of 16}^ knots, is 270 feet long, the breadth, 
 moulded, being 38 feet, and the extreme breadth 72 feet 6 inches, 
 the depth, moulded, 13 feet 3 inches, and the extreme 30 feet. 
 The tonnage is 2800 tons. — London Engineering . 
 
 Stevenson Taylor, Vice-President and General Superin- 
 tendent of the North River Iron Works, Hoboken, N. J., wrote 
 to the editor of Engineering, under date of September 12, 1893, 
 as follows : 
 
 Sir : — We are verj' much interested in your article " Beam 
 Engines for Paddle Steamers" (issue of September i, 1S93), 
 giving an account of the engine of the .steamer Honam, as we 
 were when you before published (November 9, iS88j a descrip- 
 tion of this .same .steamer. There are a few inaccuracies to 
 wliich, in justice to our old friend, the beam engine, we must 
 call your attention, and we believe you will be glad to correct 
 them. I. The wooden frames of the American beam engines 
 never "wobbled" to the extent that "allowance had to be 
 made for this in clearance Isetween the pistons and cylinder 
 ends;" and so far from "5-inch (clearance) being not uncom- 
 mon," we must saj- that in our experience of over 40 years (dur- 
 ing which time we have built and repaired hundreds of these 
 engines; we have not seen one engine with 5-inch clearance ; i 
 inch at each end being the usual design for the largest of them. 
 If there ever was a beam engine with 5-inch clearance at each 
 
 end or at both ends, it was because of an egregious blunder and 
 not from necessity. 2. You refer in a complimentary manner to 
 the iron frame and keelsons of the steamer Honam, parenthetic- 
 ally remarking, " which, by the way, is now being adopted in 
 America." We have a number of boats on our list, as well as 
 those built by others, built before the Honam, which have iron 
 or steel engine frames and keelsons, and some of these boats 
 have wooden hulls. 3. The Puritan has not forced draught. The 
 blowers mentioned only ventilate the fire-room, which is so open 
 that no extra air pressure is possible. No exact test for deter- 
 mining the economy of the Puritan engine has been made, but 
 on the Citv of Fall River (a boat about the dimen.sions of the 
 Honam) , belonging to the same line, and having the same style 
 of engine as the Puritan, careful tests were made in 1883 (.see 
 Journal of the Franklin Institute, July, 1SS4). These tests 
 showed an average consumption of 2.04 pounds anthracite coal 
 per hour per horse-power, and we have reason to believe that 
 all of the engines built since, of the same st>de, perform just 
 as well. The City of Fall River, by the way, has a wooden hull, 
 with a wooden engine frame and keelsons, and both cylinders 
 have a design clearance of i inch only. The engine frame 
 does not " wobble." Of course, there is no use in these days 
 advancing the advantages of the American beam engine. The 
 tide is setting in other directions, but they ha\'e been, and still 
 are, extremelv .serviceable,' and, considered all round, are eco- 
 nomical for work performed. 
 
 W. & A. Fletchrr Company. 
 
 S. T.WLOR, I'icc-Prcsidciit and General Supcrintendeul . 
 Beam Engines. 
 
 These in theory and in fact represent the best arrangement 
 for rotative speeds within their limit. Their special features 
 are that the moving weights are in equilibrium, the pumps are 
 worked direct from the beam, and the strains are more direct 
 than in other engines. P'or the.se and other reasons they are 
 more durable. 
 
 Their use on ferryboats in this country arises mainly from 
 the fact that the machinery, as a whole, is set on its edge, so to 
 speak, the main working parts above the deck, and the space 
 occupied, a long, narrow strip fore and aft, does not inter- 
 fere with the deck traffic and loads. It is true, the engine space 
 extends up through the cabin and above the roof, but this is 
 not a great encumbrance. There is also the reason for ferry 
 service that beam engines fitted with balance puppet valves as 
 made at this day are ea.sy to ' 'handle ' ' and keep off the centers, 
 because in equilibrium. 
 
 For stationary purposes there are the objections of greater 
 first cost, larger proportions because of slower speed, larger 
 space occupied, but, notwithstanding this, one of the finest 
 plants for duty in cotton mills has just been constructed in Eng- 
 land on the beam system, and the most complete pair of wind- 
 ing engines ever made on this coast are at this time (1S95) 
 under construction at the Union Iron Works in San Francisco. 
 —John Richards, in Indttslry, San Franci.sco, Cal. 
 
 Setting the Valves of Beam Engines. 
 
 Assuming that the rock-shaft arm is keyed on to the rock 
 shaft in its proper relation to the center line of motion of the 
 eccentric-rod, and that the wipers are keyed on to the rock 
 
HOWELL'S STEAM VESSI'LS AND MARINE ENGINES. 
 
 95 
 
 Thk Morris Compound Marine Engine. — Built bv the Morris Machine Works. 
 
 The Morris Single M.\rixe Engine. 
 
 shaft in their proper relation to tlie rock .shaft arm, which i.s 
 always the ca.se in properly constructed engines, the first step is 
 to ascertain the proper length of the eccentric-rod, and the most 
 convenient starting point for doing so is from the center of 
 motion of the valve gear. 
 
 Hence, the first thing to be done in setting beam engine 
 valves is to set and to hold the rock shaft at the center of its 
 motion, which is when the lifting-rods are down, the valves 
 seated, and the lifting-toes adjusted the right distance from the 
 rock shaft, and .straight with each other, so that the ends of 
 both wipers will be the same distance from their respective toes. 
 
 Next put the main crank on the center, and turn the throw of 
 the eccentric directly in line towards the center of the eccentric- 
 hook pin ; then make a fine center-punch mark on the edge of 
 toe pin, and one on the edge of the hook .strap, and set a pair 
 of compasses corresponding to the distance between those marks, 
 and measure it. Add to that distance half the throw of the 
 eccentric ; reset the compasses to that length, and move the 
 eccentric until the eccentric punch marks and compasses again 
 correspond, and adju.st the length of eccentric-rod so that the 
 hook will just engage the eccentric-hook pin while the eccentric 
 is held at that position ; then slack up the rock shaft so that 
 
y6 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 
 Thi-. JIdKKis Steeple Compound Eni'.ine, n and ]6 In- s. 
 
 Tm; CorLTEK & :\IcKen/,ie Compound Kxcine in Yacht Drkam. 
 
 it can be mo^-ecL hook on the eccentric-rod, and turn the 
 eccentric in the direction to raise the required valve until it has 
 the proper lead ; then ( if tlie engine is of the style that has 
 two eccentrics and two rock shafts) proceed in tlie same man- 
 ner with the exhaust valve gear, and the valves are set. 
 
 To prove the accurac>' of adjustment, turn the main crank 
 to its opposite center, and if there is a difference in the lead. 
 
 either lengthen or shorten the eccentric-rod to make up half 
 the difference, and turn the eccentric to make the other half, 
 fasten the eccentric on the shaft, and the \-alves will be right. 
 There can be no general rule gi\-en as to how the eccentrics 
 sliould l)e placed in relation to the crank, as that depends on 
 the relative arrangement of the lifters, valves, wipers, and rock- 
 shaft arms. — The Eii;^ince>\ New York. 
 
HOWElX'vS STEAM VESSELS AND MARINE ENGINES. 
 
 97 
 
 The riorris Compound flarine Engine. 
 
 This engine is built by the Morris Machine Works, Bald- 
 winsville, N. Y. The engraving is of a 5 by 10 by 6-inch 
 engine. The cylinders are cast .separately and bolted together 
 with a receiver between them. The high-pres.sure cylinder has 
 a balanced valve of the same type as that used in the Straight 
 Line engine. The valve on the low-pressure cylinder is a com- 
 mon D-valve. The cranks are arranged at an angle of 90 
 degrees to each other. All working parts, such as piston-rod, 
 crosshead, connecting-rod, crank .shaft and link motion, are 
 made of steel. The cylinders are supported by cast-iron 
 columns behind and poli.shed steel rods in front, giving full view 
 of all the working parts. Oil reservoirs are fitted on the Ijack 
 side of the engine, and by pipes leading from these reservoirs 
 the crosshead guide, crank pin, and crosshead pin are auto- 
 matically oiled. One of the.se engines, during a recent trial, 
 ran continuou.sly at 450 revolutions per minute, showing no 
 tendency to heat. 
 
 The steeple and the fore-and-aft compound engines are 
 both built with a view to having a strong and substantial 
 engine, at the same time having a fairly light design and an 
 engine in w'hich every part can be easily seen in operation and 
 readil}' got at. All the bearings are made to take up, except 
 some of the smaller sizes in the link motion, where small bronze 
 bushings are forced in, which can, when the bearings are worn, 
 be driven out and replaced by new ones. 
 
 The small vertical engine shown in the cut is built by the 
 Morris Machine Works, Baldwinsville, N. Y. The engine is 
 made in eight sizes, the smallest being 5 bj' 5. It will be 
 noticed that the engine contains several features not found in 
 any other, the principal one being the frame, which should at 
 once commend itself to users of .small vertical engines. Free 
 accessibility to all parts of the engine can be had at all times. 
 These engines were designed for hard and continuous service, 
 and are fitted in the best possible manner. The reciprocative 
 parts are nicely counterbalanced, which will permit of high 
 speed without vibration. 
 
 Compound Engine of Steam Yacht Dream. 
 
 The machinery that drives the fastest steam vessel ever 
 built in Bridgeport, Conn., is the .subject of this sketch. This 
 boat is the steam yacht Dream, designed for H. M. Hilhs, co- 
 proprietor of the Evening Post of that city. The vessel is 60 
 feet long over all, 12 feet beam, 5 feet deep, and draws 20 inches 
 forward and 3 feet 4 inches aft. The power required is supplied 
 by a Herreshoff water-tube boiler. A Worthington double- 
 acting vacuum pump controls a keel condenser consisting of 48 
 feet of 3-inch pipe. The engine, as shown in the prospective 
 view, is a fore-and-aft compound, designed and built by the 
 Coulter & McKenzie Machine Co., of Bridgeport, Conn. It is 
 capable of furnishing 75 horse-power, and turns a 3-foot screw 
 of 4 feet 7 inches pitch 250 turns per minute with 100 pounds 
 of steam. The high-pressure cylinder is 6 inches in diameter, 
 the low-pressure 12 inches and the stroke 9 inches. Both 
 cylinders are cast in one piece. The exhaust from the high- 
 pressure cylinder passes around that cylinder and into the low- 
 pressure valve, thus making a receiver and jacket in one and 
 permitting the passage of steam to the low-pressure cylinder 
 
 without piping. The pistons are fitted with a .sectional Dunbar 
 packing, consisting of a solid center, or "bull" ring, on each 
 side of which is fitted an L-shaped ring and a square ring, 
 with good results. These rings are cut in three or four .seg- 
 ments, as may be desired, and are adju.sted so as to break joints. 
 The rings are pressed against the walls of the cylinder by 
 means of round wire springs of a diameter equal to the inside 
 width of the rings. This construction insures even and suffi- 
 cient pressure of the rings against the cylinder. The valves 
 are of the balanced piston type, made up of a center and two 
 end pieces held together by the valve stem and fitted with a 
 steam-tight ring on each end. The live steam enters on the 
 top of the valve, passes through the center and enters the 
 cylinder from each end, the exhaust steam pas.sing around the 
 center, as will be understood. The vah'cs are operated by 
 Stephen.son link motion, the connections of which have every 
 adjustment. The link blocks are bronze bushed, with a hard- 
 ened and ground steel bush working on a hardened steel pin. 
 The links are made in halves and bolted together. The cyl- 
 inders are supported upon six steel columns, which are securely- 
 fastened to a substantial cast-iron bed piece, making a frame 
 which permits ready access to every part of the engine for 
 repairs or adjustment. 
 
 The Dream is a wooden vessel, built by Geo. W Ma.sters, 
 Bridgeport, Conn., in 1893. Referring to the illustration of 
 sectional plan of cylinders : The exhaust from the high-pres- 
 sure c},'Hnder passes around that cylinder and into the low-pres- 
 sure valve, thus making a receiver and jacket in one, and per- 
 mitting the passage of steam to the low-pressure cylinder 
 without piping. 
 
 Quadruple=Expansion Engines of the Steamship 
 Kensington. 
 
 The International Navigation Company, of Philadelphia, 
 Pa., had two large steel twin-screw .steamers built in 1S94 on 
 the other side of the Atlantic — the Kensington, by James & 
 George Thompson, of Clydebank, Glasgow, and the Southwark, 
 by Wm. Denny & Bros., of Dumbarton, Scotland. The 
 vessels are sister .ships. The engines are of the quadruple- 
 expansion t3'pe, direct acting and surface condensing. The 
 four cylinders each work a separate crank, and they are so 
 arranged as to produce the minimum of vibration, the parts 
 being so disposed as to be practically balanced without the use 
 of counterweights. The order of the C3'linders from the forward 
 end is high-pressure, second intermediate, first intermediate, 
 low-pressure. The sequence of turning is high-pressure, low- 
 pressure, second intermediate, finst intermediate. Cranks are 
 at right angles to each other. Diameters of cylinders are as 
 follows: High-pres.sure, 25^2 inches; first intermediate, 37)2 
 inches; second intermediate, 521-!^ inches; low-pressure, 74 
 inches, with a common stroke of 4 feet 6 inches. The high- 
 pressure and two intermediate-pressure cylinders are each fitted 
 with piston valves, and the low-pressure has a double-ported 
 flat valve. All valves are worked b^- a single eccentric radial 
 valve gear. It is operated b^- a single eccentric through 
 a quadrant rocking on trunnions. The reversing is obtained 
 by moving the sliding block attached to the valve spindle from 
 one end of the quadrant to the other. The lap and lead is 
 secured by a separate lever worked from the crosshead of the 
 
y8 
 
 H(n\']':iX'S STHAM X'ESSELS AND MARIXU KNGINHS. 
 
 Vkrtil'ai, SiicTTOx THRijucii Csi.ixru.Ks 01- Cdixtkr ^; McKknsie Yacht Kngink. 
 
 Shctkin Plan oi- Cyijndkrs. 
 
 iiiaiii engine. This arrangeUK-iU nf \-al\'t iiintidn allows nf the 
 valves of the engine being ])laeed at the back, thereb}" Ijringing 
 the centers (if the cylinders nuich clo>er tngether and econo- 
 mizing space in the engine conqiartnient : and, nf cnnrse, 
 adding to the cargo ca]xicit>- nf the slii]). The tnlal length nf 
 the engines is abotit 25 feet, which is much le^s than cnnld be 
 attained if the ordinary link gear had been used. The revers- 
 ing .gear is controlled by a Ilrown steam and h\alraulic direct- 
 acting engine. 
 
 In the conslructinn of the engines, cast steel was largeh' 
 
 used. The shafting is nf Siemens-Martin .steel. The fotir 
 cranks are eacli Innlt u]) se])arately, and are interchangeable. 
 The crank shaft is 14-54 inches in diameter, the thrust shaft 
 14 inches, and the tunnel shaft 14 inches. The thru.st blocks 
 are nl llie ordinary hnrseshne tvjie, of white metal, and tliere 
 are sex'en rings Tlie blades nf the prni)eller are nf manganese 
 lirnnze, while the boss is nf cast steel. There are tliree blades 
 tn each i.rn],eller, the diameter being 17 feet, and the jiitch 20 
 feet. The cnndeirser is ofjlong, and supports the back of the 
 cylinders. It is 19 leet long, nf cast-iron, and is fitted with 
 
HOWELI.'vS STEAM VESSELS AND MARINE ENGINES. 
 
 99 
 
 :»'' 
 
 Gp'nerai, Vikw of thk Ouadrupi^k-Expansttix p^xr.iNP.s <)!■ I'Hi'. lNTp;RNATroNAi, Navicatton" Co.'s TwiN-ScRhw Steamship Kp;NSiNr,T(jN. 
 
 brass tubes, the cooling surface being a)jout 10,000 square feet. 
 The condensing water to each condenser is circulated by a large 
 centrifugal pump driven by an independent engine. The air- 
 pumps are driven by a le\-er working from the crosshead of a 
 low-pre.ssure engine in the usual way. There is also fitted a 
 large evaporator to produce the neces.sary fresh \\-ater from sea 
 water to make up the feed, and to avoid the use of salt water 
 in the boilers. A large feed heater and filtering arrangements 
 are provided. An auxiliary condenser has, in addition, been 
 fitted on board, with a separate circulating-pump, so that all of 
 the auxiliary machinery- in the shi]i is worked separately from 
 the propelling engines. An installation of Worthington pumps 
 has been fitted on board. 
 
 There are three boilers in the ship, constructed of steel, 
 and adapted for a working pressure of 200 pounds to the 
 square inch. Two of the boilers are double-ended, and are 15 
 feet 9 inches in diameter by 21 feet 5 inches long, while the 
 single-ended boiler is of the .same diameter, but 11 feet 3 inches 
 long. There are four furnaces at each end, making twenty in 
 all, each with a Purves flue. These are 3 feet 4 inches mean 
 diameter, the length of fire bar being 5 feet 9 inches. The 
 total heating surface is 12,176 square feet, and the grate area 
 is 3S3 square feet. The boilers are fitted with Serve tubes 
 3 '4 inches in diameter, with i-'t; inches .spaces between. 
 There is fitted al.so a .system of induced draught, patented by 
 Ellis & Ea\'es. The boilers are in one compartment and 
 
lOO 
 
 HOWELL'S STKAM \'ESSELS AND MARINE ENGINES. 
 
 DRAWINCS of }{Nn \'IK\VS of EnGINKS of THF KF.NSINC/roN. 
 
 exhaust into one chimney stack, which is 84 feet high from 
 the grate level, and elliptical plan, 14 feet by 9 feet. The fans 
 are 7 feet 6 inches in diameter, and are dri^-en direct by 
 Sturtevant engines running under ordinary conditions at a 
 .speed of 370 revolutions. The fans induce a draught through 
 the furnaces, the air ha\-ing previou.sly been heated b}- pas.siug 
 through tubes placed in the way of the waste gases from the 
 furnaces. The inlet of air to the furnaces is through tubes 
 placed in a casing o\-er the boiler, thence down a passage in 
 front of the smoke box at the end of the boilers, and into the 
 furnaces. The gases from the furnace, after passing through 
 the boiler, play around the tubes forming the air inlet, and sub- 
 sequently pass into the funnel at the base of which are the five fans 
 inducing draught through the passages thus briefly indicated. 
 At the trials on the measured mile at Skelmorlie, the dis- 
 
 placement of the \-e,ssel was 12,400 tons, the draught being, 
 forward, 2 i feet y inches ; aft, 2 i feet 7 inclies; and mean, 2 i feet 
 s inches. Six runs were made, the mean results being as fol- 
 lows : Steam pres.sure, 199.5 pounds per square inch; air pres- 
 sure in stokehold, 3.16 inches; revolutions, port engine, 
 M6.4 ; revolutions, stai'board engine, .S6.9 ; indicated hor.se- 
 power, both engines, .^,313; vacuum, 27 inches; .speed, 15. S 
 knots. The temperature at the base of the funnel was about 
 550 degrees Fahrenheit. On her first trip to Philadelphia the 
 speed averaged 14. i kn(jts, and on the homeward run 13.7 
 knots, the indicated horse-power being about 7,000. 
 
 The dimensions of the hull are : Length between perpen- 
 diculars, 4S0 feet ; breadth, moulded, 57 feet ; and depth, 
 moulded, 40 feet. She is built throughout of Siemens-Martin 
 steel, and is subdivided Jjy nine water-tight bulkheads. 
 
HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 lOI 
 
 SINGLE COMPOUND. 
 
 THE 
 
 DOUBLE COMPOUND. QUADRUPLE EXPANSION. 
 
 'KINGDON" PATENT ENGINE, FOR STEAM LAUNCHES. 
 
 Constructed by vSimpson, Stricklanrl & Co., Dartmouth, South Devon, Englanfl. 
 
 The Kingdon Patent Engine for Steam Launches. 
 
 In these engine.s only one valve is needed to regulate the 
 admission and emission of steam in the cylinders, ^^'hich are both 
 double acting, consequently there are no more moving parts 
 than in a single cylinder engine. The grade of expansion is 
 directly proportioned to the area of the cylinders, and there is 
 far less loss of pressure between them than is the case in most 
 compound engines, owing to the .shortness of the pa.s,sages, and 
 owing also to the fact that the temperature of the steam is 
 maintained during its pas.sage through the valve by the live 
 steam with which it is surrounded. The steam is carried 
 throughout about nine-tenths of the stroke in all cylinders, and 
 consequently the effort on the crank .shaft is very uniform. 
 Both pistons being on the same piston rod, the strains on 
 the crank .shaft, due to an unequal amount of work being 
 done in the two cylinders at different portions of the stroke, 
 are entirely done away with. These engines are constructed 
 by Simpson, Strickland & Co., Dartmouth, South De^'on, 
 England. 
 
 Haug's Compound Marine Engine. 
 
 In the accompanying cut, Fig. i shows a compound marine 
 
 engine in which the pistons travel in opposite directions, the 
 cranks being set at i8o degrees. The principal noveltj' in the 
 design is the piston valve, which admits steam to the high- 
 pre.ssure cylinder, then exhausts it into the low-pre.ssure 
 cylinder, and finally into the atmosphere or condenser. The 
 distribution of the steam by means of this valve is clearly indi- 
 cated in Fig. 2, which shows a sectional elevation, a sectional 
 plan, and a plan of the cylinders and valve. This figure also 
 ser^'es to show the compactness with which the cj'linders and 
 \-alve may be arranged, the valve being operated by a radial 
 valve gear. A quadruple-expansion engine can be arranged 
 on this principle, one set of cranks being placed at 90 degrees 
 with the other set, as shown in Fig. 3, thereby securing a 
 nearly perfect balance of working parts with great uniformity' 
 of motion, and comparative simplicity. 
 
 Charles Ward, of Charleston, W. Va., put a small engine 
 of the type shown in Fig. i into the steam launch Mascot, 
 built by him for the War Department, Engineer Corps. The 
 hull, which is constructed of steel, is 61 feet long, 8 feet i 
 inch beam, 3 feet 4 inches deep, drawing 7 inches forward and 
 14 inches aft. The engine has cylinders 6'^ and 13 inches in 
 diameter, 8 inches stroke. During the trial the engine ran at 
 the rate of 540 revolutions per minute, driving the boat 13 ^''3 
 miles per hour. 
 
HOWELL'S STKAM \ESSKLS AND MARINE ENGINES. 
 
 HAUC'S Cfl.MFOUNl) Marink Kn<,ink. 
 
HOWErj;S STEAM VICSSEES AND MARINE ENGINES. 
 
 103 
 
 '"'.(/• -i 
 
 Haug'S Compound Marine Engine. — Designed by John Hauj<, Philadelphia, Pa 
 
 The engine worked non-condensing ; steam was supplied 
 by a Ward boiler of the launch type, having a grate surface 
 of 4 square feet, and 80 square feet of heating surface. The 
 weight of boiler is 965 pounds ; water in the boiler, 1 10 pounds; 
 engine complete, 1,000 pounds. There was no opportunity to 
 take indicator diagrams from the engine, but the horse-power 
 was judged to be from 70 to 75, or one horse-power for every 
 27 to 30 pounds weight of machinery. The accompanying de- 
 signs were made by the inventor of the valve, John Hang, 
 Mechanical Engineer and Naval Architect, Philadelphia, Pa. 
 
 Composite Steam Light=Vessel. 
 
 On April 11, ICS95, the Lighthouse Board, \\'ashington, 
 D. C, opened bids for another of the high-class, electrically- 
 hghted light-ships that have of late been introduced into the 
 service. The illustration gives an idea of what the boat is 
 like. This ve.s.sel is of compo.site construction, 112 feet on the 
 water line, 28 feet 6 inches moulded breadth, and 13 feet 
 depth of hold. The frame is of steel with steel-plate keel, 
 steel bilge strake and steel sheer strake. Wood planking is 
 
 used from the keel up to the sheer line at the main deck, and 
 from that point up to the spar deck steel plate is used. The 
 frames, floors, keelsons, stringers, beams, shear strake, bilge 
 strake, strapping, keel plate, etc., are of steel; stem, stern- 
 post, rudderpost, rudder, false keel, .shoe, .sheathing and grip 
 on stern, bilge keels are of white oak ; keel, planking and 
 deadwood of long-leaf Georgia or Florida pine. Fastenings in 
 plank, keel and deadwood are of galvanized iron ; in the wood 
 sheathing, composition spikes. The metal sheathing is 26, 
 28 and 30-ounce metal, double punched. The propelling engine, 
 which will, of cour.se, be of use only in moving the vessel to 
 and from her station or for handling her in case of accident 
 that might remove her from her moorings, is about 350 hor.se- 
 power, and of the vertical inverted surface condensing type, 
 with a single cylinder 20 inches diameter and 22 inches stroke 
 of piston. There are two main boilers of 300 hor.se-power 
 each and two auxiliary of about 40 hor.se-power each. The 
 main boilers, of the Watkin & Dixon type, the .same as those 
 built by Heipershau.sen Bros. , New York, for several harbor 
 tugs, are not more than 14 feet long, 8 feet wide and 8 feet 6 
 inches high from under side of furnace leg to top of shell, the 
 shell S feet diameter. The electric light plant consists of tw<.) 
 
'->4 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 Plans for a Composite Steam Light Vessei, for the Woods Hon (Mass.) .Station. 
 
 of the General Electric Conipan>''s marine .sets known as m. p. 
 4-S.550, with 5 by 4-inch double-cylinder Sturtevant engines. 
 The co.st of this ve.s.sel was about $70,000. The contractors 
 for the construction of the ship were the Bath ( Maine ) Iron 
 Works. 
 
 The Composite Auxiliary Steam Yacht Satanella. 
 
 This beautiful craft was designed by I. S. White, and 
 built by White Bros., Cowes, Isle of Wight, England, in i.SSi. 
 .She is a composite vessel, ha\-ing an iron frame planked with 
 wood, and was christened Golden Fleece by her owner, W. H. 
 Roberts. In 1891 .she was brought to America b}- the late 
 Francis T. Osborne, and afterward became the property of Perry 
 Belmont, of New York, who changed her name as above. 
 Dimensif)ns : Length o\-er all, 136 feet; load water line, ii3'l' 
 feet; beam, 22)2 feet; draught, 13^/2 feet; net register, 114.97 
 tons; C. H. M., 169. S tons ; has compound engines i3'2 and 
 22 b>- 13 inches, built b}- G. E. Belliss, Birmingham, England. 
 
 The Steam Yacht Free Lance. 
 
 The dimensions of this vessel are : Length over all, 137 
 feet; load water line, 108 feet; beam, 20 feet; draught, 6 feet 9 
 
 inches. Engines, triple-expan.sion, 11,17 and 29 by 20 inches, 
 which develop o^-er 500 indicated honse-power. 
 
 Steam is furnished by two Almy water-tube boilers. The.se 
 steam generators are each 8 feet 4 inches high, 6 feet 4 inches 
 long, 4 feet 6 inches wide, giving 1600 square feet of heating 
 surface and 52 square feet of grate. The owner of the Free 
 Lance is F Augustus Schermerhorn, New York. 
 
 The frames are of steel angles 21-^ by 2'A by '4 inches, 
 s])aced 24 inches apart from centers in one' piece from keel to 
 main deck lodger plate. Floors are of plate steel 3-16 inch deep 
 and are gradually deepened aft on a fair line to stern post. 
 0\'erhang aft is braced with a plate keelson of 8.12 pounds steel 
 cut down on frames and clipped to .skin, and also one under the 
 deck. There is one center line continuous keelson running from 
 bow to stern, extending above the floor two inches and secured 
 with a double angle back to back. Sister keelson, between the 
 center keelson and bilge, is continuous on each side of plates 
 Under the engme and boiler space proper, steel keelsons are 
 placed as required for machinery, and they are gradually tapered 
 forward and aft to strengthen the boat just forward and aft of 
 engine space. Bulkheads are as follows : Collision bulkhead at 
 bow, of 7.35 pounds steel .stiffened with 1J4 bv i-'r^-inch ano-les- 
 one at fore end of boiler space of same weight; a light one be- 
 tween boiler space and engine-room, merely to keep du.st out • 
 one aft of engine space, .same as bow, and one at stern tube ' 
 
IIOWEIJ.'S STEAM VESSJ'XS AND MARINE ENGINES. 
 
 105 
 
 P' W 
 
 ~^r 
 
 h 
 
 
 «a::» 
 
 ¥^ 
 
 ^W*-;g?sr*-T-'*^j^" 
 
 COIMPOSITK AllXIIJARY STBAII YaCHT SaTANEW.A. 
 
 also two light ones between tlie ensj'ine and Ijoiler-rooni, to Ije 
 utilized as a coal bunker. The main deck 1)eanis are of steel 
 angles 2J2 by 2 '2 by '4 inch, one on each frame in one ]iiece 
 and well secured to .side b^- gus.set plates cur\-ed on inner edge. 
 All plating is of steel. The main deck is of selected «-hite 
 pine 2J2' by 2 Jo inches, bolted with special bronze screw bolts, 
 put in from the bottom, IT. S. Navy style. House deck is of 
 well-sea.soned mahogan>' tongue and grooved 1^4^ inches thick. 
 Cabin deck is layed with well-seasoned white pirte i ij.' inches 
 thick. A. Cary Smith was the desi.gner of the yacht. 
 
 KNGINES OF THE STEAIM YACIIT FREE LANCE. 
 
 With this we gi\'e an illustration of the engine for tlie 
 
 .steam )-acht Free Eance, built for F A. Schermerhorn, of 
 New York, by Lewis Nixon, at the Crescent Shipyard, Eliza- 
 bethport, N. J., from the designs of A. Car\- Smith, of New 
 York, the engines Ijeing designed by Charles C. Bowers, sujier- 
 intending engineer of the .shijn-ard. 
 
 The engine is of the inverted direct acting triple-ex]>an- 
 ,sion tA-pe, with cylinders 11,17 ^^"d 29 inches diameter and a 
 stroke of 20 inches. Tlie c>iiiiders are mounted in the order 
 of high, intermediate and low-jircssure, with the high-pre.ssure 
 valve on tlie forward end of the engine, the intermediate jires- 
 sure valve lietween the high-pressure and intermediate pressure 
 cylinders, and the low-jiressure vah-e on tlie after end of the 
 engine. The steam ports in high-pressure c\-liiider are i -'4 bv 
 
io6 
 
 HOWKLL'S STEAINt VESSELS AND MARINE ENGINES. 
 
 "•*^' 
 
 F. ArClSTlIS SCHERMKKH(IRN-'S STKAM YaC HT I'RKK, T,\XCK.— BuUt l)v Lewis Ni>iU 
 
 11, Rli/,al)ethpoil, X. J., from 1 H-Ni^ns of A, C:n-\- Siiiitli 
 
 ir3_ 
 
 ■:^^s 
 
 Shear Plan of the Steam Yacht Free Lance. -Rniltll.y T.ewis^Nixoii, KlizaI.ethport, N. J., frr.,„ Desisiis of A. Carv 
 
 Smith 
 
HOWELL'S vSTEAM VESSKLvS AND MARINE ENGINES. 
 
 107 
 
 Engtnk ok the Steaii Yacht Free I.anck. 
 
 9 inches; intermediate pressure c>-linder, 2 '4 b>- 17 inches. 
 There are double ports in the low-pre.ssnre cyhnder, each i;'4 
 by 30 inches. The throttle valve is balanced and fitted with a 
 relief vah'e. The high-pressure cylinder is fitted with a piston 
 \'alve 6 inches diameter ; the intermediate pressure c>-linder 
 with two piston valves each 6 inches diameter, and the low-pres- 
 sure cylinder with a large double-ported D-.slide valve. The 
 piston ^•alves have self-setting spring rings. Liners are fitted 
 to the steam chests of the high-pressure and intermediate pres- 
 sure cylinders, and the low-pressure steam chest has a false 
 seat or liner for the .slide valve to work on. All valves have 
 4-inch travel and are worked direct by the regular Steven,son 
 double-bar link. The valve stems of the high-pressure and 
 intermediate pressure valves are i-'s inches diameter, and for 
 the low-pressure i -'4 inches. They are made of steel and work 
 in guides fitted with brass bushings. The eccentrics are of cast- 
 iron 2 inches wide for the high-pressure, and 2 '4 inches wide 
 for the intermediate j^re.ssure and low-pre.ssure cylinders, \vith 
 ca.st-iron straps. 
 
 The high-pre.ssure eccentrics are fitted to the end of the 
 shaft, which is turned down to 2 inches diameter to receive them, 
 thereby allowing the use of eccentrics of much .smaller diameter 
 than tho.se of the other cylinders. The engine is supplied with 
 steam reversing gear having a cylinder 5 inches diameter, 10 
 
 inches .stroke, and fitted with gag for adjusting the cut-off ; 
 all are under easy control of the engineer. All pi.stons are cast- 
 steel di.sks 3 inches deep at sides and attaclied to the rods by a 
 (juick taper and nut. All the pistons ha\-e two rings side ])y 
 side, Ijncked uj) 1>_\- a tliird ring of the same widtli as tlie two 
 outside ones, and in the kjw-pressure jwston the three rings are 
 reinforced b^- nine helical springs i inch out.side diameter, and 
 abotit I J4 inches long, made of '/s-inch bra.ss wire. The c\linders 
 are carried by the conden.ser at the fjack, and three wrought- 
 iron cohnnns in front, which form the frame of the engine. 
 The l)ed plate is of the girder type 7 feet HSy, inches l<jng, con- 
 forming to the .shape of the ve.s.sel, and lias 5 main journal bear- 
 ings. The crank .shaft is of .solid forged steel 6 inches diameter. 
 The cranks are placed 120 degrees apart in order of high-pres- 
 sure, intermediate pressure and low-pressure, and are counter- 
 balanced. The thrust bearing has six collars forged on. All 
 crank-pin brasses, main bearings and eccentric straps are lined 
 with anti-friction metal. The condenser is of cast iron 6 feet 
 1 1 '4 inches between the tube sheets, and has 602 brass tubes 
 5s inch diameter ; the tulje sheets are "i inch thick. A rotary 
 circulating-pump i.S inches diameter, witli blades 3 inches wide 
 at tlie root tapering to i ' 2 inches at the outer end, is bolted 
 onto the end rif the conden.ser and run b\" an .independent 
 engine with a c>'linder 5 inches diameter by 3 inches .stroke ; 
 also bolted to the condenser and attached direct to the shaft of 
 the circulating-pump. The air, feed and fire-pumps are all in- 
 dependent. The engine is fmeh' and substantially built, and 
 for the speed and ])Ower it de\'elo]ied takes up \'ery little .space, 
 and all parts are within ea.sy reach of the engineer. The engine 
 was built by S. L. Moore & Sons, EHzabethport, N. J. The 
 dimensions of hull areas follows : Length over all, 137 feet ; 
 on water line, loS feet: beam, 20 feet ; draught, 6 feet 9 
 inches. 
 
 The Steam Yacht Formosa. 
 
 The hull of this yacht is of mild .steel throughout. Dimen- 
 sions, length overall, 157 feet ; beam, motilded, 22 feet; depth, 
 12 feet 5 inches; draught, with all stores on board, 9 feet 6 
 inches. 
 
 Her maximum .speed under forced draught is about 17 
 miles ; her continuous speed under natural draught 15 miles, 
 and she is exceptionalh* free from ^■ibration at all speeds. 
 From her design upwards she is the product of the Atlantic 
 Works, of East Bo.ston, Mass. The .specifications for hull and 
 machinery were written by Wm. T. Keougli, engineer of the 
 compan>'. The lines of the hull are b>- the well-known naval 
 architect, Richard F. Keough, of East Boston, and she was 
 rigged b>- A. B. Low & Co. She was built in 1894 for Geo. F. 
 Fabyan, of Boston. 
 
 KXGINKS OF THp; STE.^JI YACHT FOKMOS.A. 
 
 The small half-tone cut represents the engines of steam 
 >-acht Formo.sa, built by the Atlantic W'orks, Ea.st Boston, for 
 George F. Fabian. This vessel is a sea-going yacht. Her 
 propelling engines are of the vertical inverted triple-expansion 
 type, 13)2, 21, 34 by 22 inches. The cylinders are all cast 
 .separately, bolted together and fitted with outside connecting 
 passages consisting of copper pipes. The framing is of 
 vertical steel coltunns sta>'ed with diagonal rods. The con- 
 denser is c>'lindrical, of cast iron, and contains 1,200 stpiare 
 
io8 
 
 HOWELL'S STKAM VESSELS AND MARINE ENGINES. 
 
 STEAM Yacht Formosa. — Buill by the Atlantic Work.s, East Bo.ston, Mas.s., for treo. I'. Fabyan. 
 
 ft-et of cooliiiL;" surface. Tlic cuiiifjined air and circulatiiig- 
 ]mni]) is of the liorizontal t\-])c. The feed-pump is of the ver- 
 tical (lii])lcx l\i>c, controlU-d .'iiitoniaticalh'. There are also two 
 other iaiiii]is fwr ,-vner:o pnr])n-,es. She is fitted with three 
 ins]iirators of tile I laiicock lo(onioti\-e t>'iie. The l)oilers are 
 ol the Ahin water-tiil ". iM'e, three in mini1:)er, two main 
 lioilers and (.ne donke;-, l.oder. They are designed and built 
 tor^ a workin-- jiressure of 223 pounds per square inch. She 
 is fitted for forced dn, unfit on the clo.sed .stokehold .system, the 
 au' heuig forced in 1)\ means of a Sturtevant fan driven by a 
 ])air of engines conn(.-cted direct to the shaft of the fan. This 
 arrangen.ienthaspro\ ed \ery satisfactory , as even at the highest 
 speed the fire-room i^ nnusualh- cool and comfortable. 
 
 The Steam Yacht Peregrine. 
 
 Exi'.ixr.s 01- Ste.\m Y.vciit Formosa. 
 
 for 
 
 all, 
 
 2^ f 
 
 dral 
 
 stor 
 
 afte 
 
 wat 
 
 A 1 
 
 -al 
 
 for 
 
 sist 
 
 inc 
 
 This crafi was designed by C. R. Hanscom, Bath, Me., 
 R. EI. While, of Hoston, .Mass. Dimen.sions : Length over 
 i,vS teet ;, inches; load water line, 131 feet; beam, extreme, 
 'eet ; depth ..f hold, 13 feet; mean draft, 10 feet'; extreme 
 It, 10 feet o inches. In the forward hold i.s located the cold 
 age room and large comjiartments for stores, and in the 
 ■r hold are the engineer's stores, wiue-rooni and three fre.sh 
 er t.anks with .1 capacit)' of about 2,,soo gallons of water. 
 arge tank is .also located amidships with a capacity of 3,500 
 Ions ol water, and small tanks are fitted in the engine-room 
 hot and col.l, salt and fresh water. The motive power con- 
 s of a vertical triple-expansion engine, 14, 21, 34;/; by 22 
 hes. Piston valves are used throughout, and tlie high-pre.s- 
 
HOWEI^L'S STEAM VESvSELS AND MARINE ENGINEvS. 
 
 109 
 
 STEAM Yacht PerEGRINK.— By the Bath (Maine) Iron Works, for R. H. White, of Boston, Mass. 
 
 sure cylinder is placed in the center, the intermediate forward 
 and the low aft. The condenser forms ])art of the framino; at 
 the Ijack of the engine, and tlie c^dinders are well supported 
 and braced b\' steel columns. The propeller is of manganese 
 bronze, four-bladed, with a diameter of S feet 3 inches and a 
 pitch of about 10 feet. There are two Alm>' water-tube boilers, 
 built for a working pressure of i<S5 pounds each, occupying a 
 space 83 inches long, 83 inches wide and 104 inches high. The 
 grate surface is 65 square feet, and the heating surface about 
 2,500 square feet. The designed indicated horse-power is Soo, 
 and this gi\'es the vessel a speed of over 14 knots. The Bath 
 Iron Works were the contractors for the hull ( which is of 
 steel) and machiner>-. 
 
 The Steam Yacht Valiant. 
 
 Twin-Screw Steam Yacht Hirondelle. 
 
 This craft was designed and built by Chas. L. Seabury & 
 Company, Nyack , N. Y. Her dimensions are as follows ; Length 
 over all, 85 feet ; load water line, 74 feet 9 inches ; beam, 13 
 feet 6 inches ; draft, 4 feet 6 inches. The keel, stern and stem 
 post are of white oak, the deadwoods are of oak and yellow pine, 
 timbers of selected white oak, .steam-bent : the floors or heel 
 straps of be.st white oak, and planking of selected yellow pine. 
 She is copper-fastened and riveted. The machinery con.si.'-ts of 
 two triple-expansion engines, and a Seabury patent safety 
 water-tube boiler. The galley is forward of the engine-room. 
 The yacht was built in 1S93 for Caleb G. Evans, New York. 
 
 After the iron steam yacht Alva ( built by Harlan & Hol- 
 lingsworth Compan>-, of Wilmington, Del.) was sunk off the 
 Massachusetts coast by the Metropolitan Line steamship 
 H. F. Dimock, it was decided by her owner, W K. Vander- 
 bilt, ot New Y'ork, to have a large twin-screw yacht built 
 in England, from plans of St. Claire Byrne, of Liverpool, 
 by Laird Bros., of Birkenhead, England. The Valiant is of 
 the following principal dimensions : Length over all, 331 feet ; 
 on load line, 293 feet ; beam, 39 feet ; depth, 25 feet 3 inches ; 
 tonnage, 2,184; yacht measurement, 1,823 gross register; 
 double bottom for water ballast purposes, 180 tons ; for fresh 
 water, 30 tons, and the fresh water tank capacity is 50 tons. 
 The deck houses, about 175 feet in length, and the bulwarks are 
 of steel, but the whole paneled in teak. The engines are twin- 
 triple compound. The cylinders are 23, 36 and 55 inches by 
 3 feet stroke ; boilers, two double end and a single end. fifteen 
 furnaces in all ; 160 pounds pressure. At a trial in Liverpool 
 Bay under natural draught, a speed of upwards of 15 '4 knots 
 was established. This may be assumed to be the ordinary 
 sea-going speed. Under forced draught and full power she ran 
 for upwards of .six hours, and the mean revolutions being 145 
 per minute; 170 knots was covered in 10 hours and 50 min- 
 utes, giving an average of 15.7 knots. On the measured mile, 
 under forced draught, the mean two runs gave upwards of 17 
 knots, while the mean of the whole series was a fraction 
 below. Weather squally and strong breeze, but the result very 
 .satisfactory, as she had 700 tons of coal and stores on board. 
 
HUWb-;JX'S STKAM X'KSSHLS AND MARINE KNGINKS. 
 
 ^•;y'35!BSSSte:5SS»Bi»«Br.-r- 
 
 I- — ■ 
 
 TwiN-ScRKw Sxi'.AM Yacht IIiKuxiDii.i.K.— Kuilt li\' CIkis. L. Scalmrv \' Co., for C;ilel. i\. Evans. 
 
 sufficiein for a run aero.ss from New York to the [Mediterranean 
 ports at 15 knot,s .speed without intermediate calh The \'aHant 
 is the only brig-rigged steam yacht afloat. She even carries a 
 fore and main royal like a sailing \essel. 
 
 The Steam Yacht Harietta, No. 2. 
 
 This craft was built in '^9,5, and is the second yacht of her 
 name built bv the Pusey & Jones Company, Wilmington, Del., 
 from plans of Henry J. Gielow, New York, for H. 1!. Moore, 
 of this city. The designer savs ' In preparing the plans of 
 the Marietta, the principal ends ni view were good accommoda- 
 tion and economical maintenance of a rea.sonable high speed 
 for a cruising craft. The yacht is 142 feet 6 inches over all, 
 118 feet load" water hue, 16 feet beam, S feet 11 niches depth 
 of hold, and 6 feet and 6 inches draught. The hull is of mild 
 steel, the keel being 5 ' .. inches by i ' y. inches ; frames 2 inches 
 by 2'inches, 3 pounds per foot ; floors 10 inches deep and from 
 3-16 to '4 inch in thickness ; plating from 3-16 inch to 5-16 
 inch thick. The bulkheads are three in number, a collision 
 bulkliead forward and one at each end of engine space. The 
 deck is flush, broken only by a low trunk over the owner's 
 stateroom. The deck hou.se is 18 feet long, .serving as a social 
 hall and dining-room, a dumb waiter leading to the galley 
 below. The crew is berthed in the bow, then conies the cap- 
 tain's room, galley and engine space. Abaft this there are 
 four staterooms so arranged with a folding bulkhead between 
 them that the\- may be thrown into one large room the full 
 
 width of the yacht. The saloon is 15 feet long, furnished in 
 the usual wa\- for da}- use, but with folding berths and cur- 
 tains by whicli it can be divided into four separate rooms. 
 Abaft of the saloon is the companion, with toilet-room to port, 
 and a .stateroom to starboard, while abaft all is the owner's 
 stateroom, 10 feet long and extending full width of yacht, the 
 low trunk .giving ample li.ght and head room and superior ven- 
 tilation The toilet-room is fitted with bath-tub, plumbed for 
 hot and cold, fre.sh as well as .salt water. The yacht is 
 lighted by electricity. The engine is triple-expansion, the 
 diameter f)f cylinders being 12 inches, 18 inches and two 20 
 inches, \vith a uniform piston stroke of 15 inches. The bed- 
 ulate is of cast steel. The cylinders are supported by eight i '3- 
 inch steel columns, well connected and braced diagonall}'. All the 
 moving parts are of steel, as light as due regard for strength as 
 well as clurability will permit. The bearings and pins are large 
 so as to run perfectly cool under all conditions. The valve 
 motion is taken from a parallel shaft, geared to main crank 
 shaft, and the reversing is effected by means of a sleeve on a 
 parallel shaft, one end with a straight slot working on a feather 
 in one of the gear wheels, and the other end having a spiral 
 slot working on a feather on parallel shaft. By moving this 
 sleeve in and out the necessary angular advance is obtained for 
 operating the valves. The latter are all piston valves, fitted 
 with packing rings to make them tight. The condenser has a 
 copper shell to save weight, and has 482.^ s-inch tubes 5 feet 
 long. Air and circulating-pumps are of standard make. The 
 propeller is four-bladed, 4 feet 9 inches in diameter, of ca.st 
 iron. The engine is carefully balanced and will be entirelv free 
 
HOWKIX'S STKAM VI'SSICLS AND MARINE l^NCINKS. 
 
 t r I 
 
 W. K. Vankkrbii.T's T\vin-vSckE\\' vSteaim Yacht Valiaxt. — Built l)y Laird Bros., Birkenhead, England. 
 
 L_. 
 
 The STKAJiI Y.VCHT JUKOK, FORMK^t.I,^■ THK JiARIKTTA, N'O. I. 
 
HUWELL'S STEAM VESSELS AND .\L\RINE ENGINES. 
 
 Tiiiv STKAjr Yacht Makii'/itv, N( 
 
 H B. MddRE'S Steam Yacht Marietta. — Built T>y the Pn.sey & Jones Co., Wilmington, Del., from Plans of Henry J. Gielow. (No. 2). 
 
 from vibration, making 310 revolutions ordinarily, but can be 
 driven in exce.ss of 35orevolution.s per minute. The machinery- 
 was built by J. W. Sullivan. There are two Roberts water-tube 
 boilers, 5 feet wide, 7 feet w inches long by 6 feet high, about 
 24 square feet of grate each, and about Soo square feet of heat- 
 ing surface each." 
 
 Auxiliary Steam Yacht Semiramis. 
 
 This vessel is of 703 tons register. She was designed by 
 Alfred H. Brown, of London, for John Eysaght, and built by 
 Ramage & Ferguson, Leith, Scotland, in 1S89. She is of steel 
 throughout. Her dimensions are as follows: Length between 
 
HOWiaj;S vSTlvAM \-KSS1<;LS and marine IvNGINKS. 
 
 Saii, Plan ok the Auxiliary Stkam Yacht vSp;miramis. 
 
 perpendiculars, 206 feet 4 inches; length, load water line, 194. 
 feet; beam, extreme, 27 feet i inch, least freeboard, 6 feet; 
 depth, moulded, 16 feet; depth, hold, 14 feet 6 inches; draft, 
 extreme, 14 feet 6 inches. Her engines are triple-expansion: 
 cylinders iS, 29 and 47 inches bj- 33 inches stroke, indicating 
 730 horse-power. Her bunker capacity- is 150 tons, the con- 
 sumption at 10 knots being 8 tons, while on 12 tons she has 
 made a .stead\- speed of 12 knots. It is expected that on long 
 cruises she could easil>' steam 4,000 miles at 10 knots on her 
 bunker coal. The total .space given to the machinery is 47 feet 
 6 inches; engines, 15 feet; boiler, double ended, of steel, jfm 
 pounds pressure, 27 feet, and athwartships bunker 5 feet 6 inches. 
 
 The Wooden Steam Yacht Chetolah. 
 
 This entire boat and machinery were designed and built at 
 Newburyport for Capt. Chas. Tunt, a retired shipmaster of that 
 place. Hull by L. Marquand, of Salisbury, and machinery b\- 
 C. R. vSargent, Newburyport, Mass. Dimensions ; Length, 
 no feet over all, 89 feet water line, 16 feet 6 inches beam, and 
 when ready for sea, with bunkers full of coal, draws 8 feet (S 
 inches. The crew are quartered aft. The motive power is a 
 SCO horse-power triple-expansion engine, with cylinders ii^-, 
 18, 30 inches by 16 inches stroke, all the cylinders being fitted 
 with piston valves worked by a radial valve gear, each valve 
 having an independent cut-off and the whole reversed by steam. 
 The cylinders set on cast-iron columns with steel posts in front, 
 giving a very open arrangement and easy of access to all parts 
 of engine. The cast-iron columns carry the slides, which are 
 cast with circulating passages for water. Cro.s.sheads are forged 
 
 .solid with the piston-rods. Cranks set at 120 degrees and are 
 "built up." Pins are 534 inches diameter by 6 inches long. 
 Shaft, forged steel, 6 inches diameter, covered with brass. 
 Wheel, 6 feet diameter, 9 feet 6 inches pitch. Steam is furnished 
 by a Hodge upright tubular boiler 8 feet 9 inches diameter, 9 
 feet high. It has a double furnace with water leg between and 
 750 tubes 2 inches diameter and 6 feet long. Grate surface, 
 47'- square feet. Shell is i4-inch Spang steel, butt and strap 
 ri\-eted. Working pressure 165 pounds. Cruising ( for which 
 the boat was especially designed), engine makes about 155 
 revolutions and 1 1 knots. This is found to be the mo.st eco- 
 nomical speed, all things considered. Under natural draught 
 there is no trouble in running engines to 200 revolutions, 
 which show.5 1234 knots by log. 
 
 The Wooden Steam Yacht Reverie. 
 
 This vessel was designed several years ago by Gustav 
 Hillmann, the well-known and veteran naval architect of 
 Brooklyn, N. Y., wdio designed J. J. Astor's magnificent iron 
 steam yacht Nourmahal. The Reverie was built by Samuel 
 H. Pine, Greenpoint, L. I., for the late Samuel G. Wilcox, but 
 was afterward sold to Fred. G. Bourne, of New York. The 
 yachtis j 10 feet long on the water line, i6feet8 inches beam, and 
 8 feet 7 inches deep, and draws 6 feet of water ; her registered 
 tonnage is 92.15 tons gross and 53.48 tons net. The machin- 
 ery was built under the .supervision of the Babcock & Wilcox 
 Company, of New York, and con.sists of an inverted condensing 
 triple-compound engine, with cylinders 11, 16J-2' and 26 inches 
 diameter by 12 inches stroke, using 225 pounds pressure. The 
 
"4 
 
 HOWKLL'S STEA^[ VESSELS AND .MARINE ENGINES. 
 
 
 
 -4 ■ 
 
 
 
 
 
 
 
 
 
 1 
 
 \ 
 
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 1 
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 i 
 
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 BSi 
 
 - 
 
 
 
 
 
 
 Thk WooDi-.N STEa:m Yacht Chi-.TOI.Ah. — Built for Captain Clias, I.unt, of Xewliiiry])(>rt, .Mass. 
 
 cyliiider.s are fitted with pi.ston valves throughout, having one 
 high-pres.sure, two intermediate and three low. There is a 
 Baird evaporator, with its pump capable of evaporating 400 
 gallons of water in 24 hours, a duplex pump 5 '4 by 3'j by 6 
 inches, and an injector for feeding the boiler. The steam is sup- 
 plied to all these auxiliaries and the main engine by one Bab- 
 cock & Wilcox marine water-tube boiler, 10 feet 6 inches long, 
 7 feet wide and 9 feet 7 inches high, constructed entirely of 
 wrought iron and steel, there being no cast or malleable iron 
 whate\'er entering its construction. The following gives the 
 essential particulars relating to the boiler : Heating surface, 
 1,235 square feet ; grate surface, 40 .square feet; ratio of heat- 
 ing surface to grate surface, 31 to i ; weight of boiler (dry), 
 20,515 pounds; weight of boiler (wet), 26,084 pounds; 
 weight of boiler per .square foot of heating surface (dry), 16.16 
 pounds ; weight of boiler per square foot of heating surface 
 fwet) , 21.12 pounds. During a test of the boiler for capacity, 
 506 horse-power (one horse-power being equal to 15 pounds of 
 water evaporated into dr\' steam, triple-compound engine 
 practice ) was easily developed for eight hours of continuous 
 steaming. This is equivalent to 12.6 horse-power per square 
 foot of grate. 
 
 The Steam Yacht Oneonta. 
 
 This craft was designed by Gardner & Co., New York, 
 and built in 1S95 at the Delaware River Iron Shipbuilding & 
 Engine Works, Chester, Pa., for F. C. Dinninny, of this city, 
 and is a departure in many ways from the ordinary type of 
 
 steam >acht, being designed with a \'iew to both conilort and 
 speed. Her dimensions are: Length over all, 140 feet; load 
 water line, 132 feet; beam, 19 feet 6 inches; draught, 7 feet. 
 She is fitted with a water-tube boiler of the Daring type, of 
 about 2200 square feet of heating surface and 55 square feet of 
 grate, built of selected material to .stand 600 pounds. A pecu- 
 liarity of this boiler being that no rivets are used, the drums 
 being welded up by the Continental Iron Works, and thus all 
 danger of leakage due to expansion of joints, caused by the 
 high pressure u,sed in this type of boiler, is prevented. The 
 engine is of the triple-expansion type, three cylinders 15, 23, 35 
 by 16 inches; indicated horse-power, 1000; revolutions, 400 per 
 minute. This engine is balanced by Normand's method of 
 placing the low-pressure cylinder in the center, and thus avoid- 
 ing the severe racking couple that results when the revolutions 
 coincide with the period of vibration in the ordinary type of 
 marine engine. The auxiliary machinery is independent, 
 except the air-]Hunp, which is direct. Forced draught on the 
 closed fire-room principle is in.stalled, but .seldom used, as suffi- 
 cient steam for ordinary running can be secured by natural 
 draught. The Oneonta, in a trial run, covered 100 miles in 5 
 hours and 6 minutes, or nearly 20 miles an hour, which is not 
 bad when it is con.sidered that the yacht is not built as a fiver, 
 but has as much room as any yacht of her size afloat. The 
 hull of the boat is of steel up to Government .standards in every 
 particular; flush decked with large dining saloon forward and 
 ladies' deck house aft. In appearance the Oneonta resembles a 
 Government despatch boat, and the effect, while odd, is not 
 displeasing. 
 
Howi'jj/s sT]';am x'KSvSels and MAKINK imCrlNKS. 
 
 115 
 
 Wooden Stram Yacht Reverie.— Fitted with a Babcock & Wilcox Water-Tube Boiler. 
 
 
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 Steaai Yacht OneonTa. -Constructed at the Delaware River 
 Iron Shi]>l)uililii],<< and Engine Works, Chester, Pa. 
 
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 Triple-Expansion Engine of the Wooden Steaji 
 Yacht Chetoeah. 
 
 Engine of Steam Yacht One(jnta. 
 
mn J Li^mji mq^ ^^gsmx: 
 
 Steam Yacht AVai'ITi. — liuilt by 1'. W. Wheek-r ^: Co., West Bay City, Midi., for Isaac Beariiiger, of Sai^inaw, Mich. 
 
HOWEl^L'S STEAM VESSELS AND MARINE ENGINES. 
 
 117 
 
 — g.Uf UfVeeUv 8,^Q.Uf^%\^au ^au— 
 — ~\ u.T^s \'6?>K. Scale \'i -- X'k aa^.— 
 
 '^S~ 
 
 TRri'LH-ExFANSiox Enoin]'; of Isaac Braringkr's vStkasi Yacht \Vai>iti. 
 
 Steam Yacht Wapiti and Her Engines. 
 
 One of the handsomest up-to-date j'achts on the great lakes, 
 the Wapiti, was completed in July. 1895, at the shipbuilding 
 yards of F. W. Wheeler & Co., We.st Bay City, Mich. She 
 replaces for Isaac Bearinger, of Saginaw, Mich., his old 
 yacht of the same name. The Wapiti is a steel yacht of the 
 following dimensions : Length over all, 106 feet 6 niches ; 
 length on water line, 98 feet : beam, moulded, 14 feet 4 inches : 
 depth, moulded, 7 feet. The hull is built of liiild steel having 
 tensile strength of from 55,000 to 60,000 pounds per square 
 
 inch. The weight of shell plating is from 10 to 121.. pounds 
 per square foot. Frames are spaced 17 inches from center to 
 center, and are steel angles 2I; by 2^j by 5 pounds per foot. 
 The floor plates are 15 inches deep and weigh 10 pounds per 
 .square foot. There is a reverse bar on top of floors 2^2 by 2}^ 
 by 4 pounds per square foot. A continuous center keelson made 
 of two angles 4 b\- 3 by 12 pounds per foot, riveted back to 
 back and strongly connected to reverse frames, runs the entire 
 length of vessel. These are also three keelsons running the 
 lull length of boat of 3 by 3 by S pound angles riveted back to 
 hack. The bulkwarks are of steel and paneled in.side with 
 
ii8 
 
 HoWKI.L'vS ST]-;A.M MvSSia.S AND MARINE ENGINKS. 
 
 Skctionai, Views. 
 
HOWELL'S STEAM VESSELS AND ^L\RIN]■: EXGINES. 
 
 irg 
 
 ■T^iti-'C'" f"^'"^- 
 
 Stkam VachT Cor,UMHiA, — I'.uiU Iiy Win. Cramp Xi Sons, for J Harvev Ladew, of New York. 
 
 niahogan}'. All the woodwork above deck, including cabin.'s, 
 bulwark.s and seat is of mahogany, with the exception of the 
 rail, plank shear and hou.se coamings, which are of teak. The 
 two pole spars are of white pine and very light, and step on top 
 of cabins so as not to occupy valuable space in cabins. The 
 motive power consi.sts of a triple-expansion engine with cyl- 
 inders 9, 14 and 23 by 14 inches, driving a Trout wheel 4 feet 
 6 inches diameter and 6 feet 6 inches pitch. In order to take 
 up as little fore-and-aft space as possible, the vah-es, which are 
 all piston type, were put on the side of cylinders and operated 
 by Marshall radial gear. The cylinders are placed in the order 
 of high, intermediate and low. The bedplate is cast iron of 
 the girder type, with five main journals and a tb.rust bearing of 
 the horseshoe type with two collars cast on. The crank shaft 
 is .solid forged with cranks at 120 degrees apart, in the following 
 order: Intermediate, high-pre.ssure and low-pressure. All 
 working parts are made as light as possible with all rods and 
 bolts of machinery steel. All main journals and crank-pin 
 brasses are lined with anti-friction metal. The general .style 
 of the engine, which is designed for a piston speed of 950 feet 
 per minute, is very clearly shown by the engraving. The sur- 
 
 face condenser is a special style made by Dean Bros., of Indian- 
 apolis, Ind., with combined air and circulating-pumps. The 
 brass tubes in condenser are 5/8 inch diameter and 6 feet long, 
 giving a cooling surface of 385 square feet. The diameter of 
 air-pump is 9 inches, circulating-pump 9 inches, and steam 
 cylinder 7 inches, with a common stroke of 10 inches. The 
 total weight of the conden.ser and pumps is 4S00 pounds. Steam 
 is supplied by a Roberts safety water-tube boiler, 8 feet 8 
 inches long, 8 feet 5 inches wide and S feet 4 inches deep. It 
 contains two furnaces 3 feet 8 inches wide by 7 feet long, with 
 grates for burning anthracite coal. The steam pressure allowed 
 is 300 pounds per square inch, and at this pressure, with the 
 engine making 350 revolutions per minute, a speed of 16 miles 
 per hour is obtained. A special feature in connection with the 
 machinery is a patent universal roller thrust bearing, made by 
 Michael Schmaltz, of West Bay City, Mich. This bearing 
 consi.sts of eight conical rollers running between two cast-steel 
 di.scs, as will readily be .seen by the accompanying illustration. 
 All parts of this bearing are well adjusted and the friction is 
 reduced to a minimum, thus tending to increase the number of 
 revolutions of the engine considerably more than when the 
 
HOWKLL'S STEAM A'KSSEUS AND MARINE 1-:NGINES. 
 
 The AuxII.IAR^■ Stk^m Yacht Eleanor. — Built bv the Rath (INIainel Iron Works, for\\'m. Slater, ofXnrwich, Conn. 
 
 horseslKje design is used. The Wapiti's straigln stem and 
 low freeboard gives her the appearance of an ocean steamer. 
 The vessel and her machinery were built from designs of vS. 
 Anderson, chief engineer with F \\\ Wheeler & Co. 
 
 Steam Yachts Built by Wm. Cramp & Sons. 
 
 Though steam >'aclit building is not usualh' a profitable 
 part of the work of a shipyard, the Cramp Company lias from 
 time to time undertaken the construction of vessels of that 
 character. The most important of these yachts are enumerated: 
 The Corsair ( since renamed the Kanapaha ) and the Stranger 
 were built in iSSo, and delivered to their owners, Messrs. 
 Charles J. Osboru and George Osgood, of New York, in July 
 of that year. Tiiey were substantially sister ships, having the 
 same principal dimensions and type of machinery, with only 
 minor differences in trim and interior fittings. The>- have 
 been constantly in use during the 14 years of their existence, 
 performing satisfactorj- service to their owners at extremeh' 
 small cost of overhaul and repair. Their dimensions are as 
 follows: Length, 165 feet; extreme beam, 23 feet ; draught 
 of water. Corsair, s feet : Stranger, g '4 feet ; displacement 
 at that drau.ght. Corsair, 2,S'"< tons ; Stranger, 330 tons. They 
 are powered with two-cylinder vertical inverted compound 
 engines, having high-pressure cylinders 24 inches and low-pres- 
 sure 44 inches diameter with 24 inches stroke. They are each 
 provided with a pair of single-ender boilers 1 1 feet diameter by 
 i'~i feet fi inches long, and carrying steam at So pounds this 
 motive machiner}' developed 600 indicated horse-power on trial, 
 and produced a speed of 13'- to 14 knots. The next important 
 steam yacht built b)- Cramp was the .\talanla, delivered to Ja> 
 
 Gould in June, iS,S3. This yacht was subsequently lengthened 
 and her jtower increased. Her dimensions, as len.gthened, were 
 as follows ■ Length on water line, 22,s.'4 feet ; extreme beam, 
 2(Sij feet ; mean draught of water, H' leet 2 inches : displace- 
 ment at that draught, 617 tons. The Atalanta is propelled b>" 
 a two-cylinder vertical compound engine, with cylinders 
 respectively 30 and 5o inches diameter and 30 inches stroke. 
 Steam is supplied by a pair of doubte-ender return tube boilers 
 13 feet 4' J inches diameter by 14 feet long. The maximum 
 indicated horse-power developed by the Atalanta s macliiner\- 
 occurred during the memorable steam \acht race in Long Island 
 Sound in 1SS6. It was 1,340, and gave her a mean speed of 
 17.3 knots over a course So' . knots in len,gth. .Subsequenth' 
 Mr. Gould made several extended cruises in her, on one occa- 
 sion \'isiting the Levant as far as Constantinople. She has 
 remained in the possession of his children since his death. In 
 i,sS3 the Cramp Company decided to make a practice trial of 
 the iirinciple of triple-expansion, and not being at that moment 
 able to induce any of their commercial customers to undertake 
 the innowation in a ship, they Iniilt a steam yacht known for 
 some time In- her ship\-ard number "246," liut subsequently, 
 when sold to Charles \V Harkne.ss, of Cleveland, Ohio, 
 christened the Peerless. Being powered with one of the first 
 triple-expansion engines built in America, and the development 
 of that type being in its infanc>- elsewhere, the performance of 
 " Number 246" was watched with great interest by the engi- 
 neering profession. Her dimensions are : Length on the 
 water line, 152 feet 7 inches : extreme beam, 22 feet ; mean 
 draught of water, 8 feet 2 inches ; displacement at that 
 draught, 260 tons. Her triple-expansion engine is vertical, 
 three cvliuder : high-pressure 17 inches, intermediate 24 inches 
 
 aiM low-pressure 4c 
 
 inch 
 
 es diameter with 22-inch stroke. 
 
HOW'KLTv'S STEAM X'KSSlvLS AND MARINE ENGINES. 
 
 121 
 
 Steam is supplied l)y one cylindrical boiler 12 feet 10 inches 
 diameter b)- 1 2 feet long. The working pressure is 180 pounds, 
 and the resultant maximum indicated horse-power developed 
 in the yacht race already referred to was 816, producing a 
 maximum speed of 17.4 knots per hour under forced draught. 
 It is worthy of note that this early application of triple-expansion 
 in America was made with a steam pressure 213 pounds greater 
 than has since been employed here, and 50 pcjunds greater than 
 had beeu attempted up to that date abroad. After remaining 
 in possession of the Cramp Company about two years, the Peer- 
 less went into .service on Lake Erie, where she has .since held 
 the record for speed over all pleasure craft, and until very 
 recently over the entire .steam fleet of the Ckeat Lakes. In 
 fact, she is excelled in speed now only by the ver}- latest and 
 largest passenger steamers in those waters. During the >ear 
 following the advent of the Peerless, a pressure of naval and 
 commercial work caused the Cramp Company to decline a 
 number of proposals for steam yachts, until in 1893, J. Harvey 
 Ladew, of New York, expressed a desire to own the fastest 
 pleasure vessel afloat. The result was the beautiful little 
 vessel represented in the picture and known as the Columbia. 
 Her dimen.sionsare: Length on load water line, 180 feet; length 
 over all, 202 feet ; extreme beam, 23 feet ; mean draught 
 (cruising trim), loi-x feet; displacement at that draught, 526 
 tons; probable best racing draught, g'- feet; displacement at 
 racing draught, about 436 tons. She is powered with a four- 
 cylinder triple-expansion engine, cylinder diameters respectively, 
 high-pres.sure 21 ^^'2 inches, intermediate- pres.sure 31 inches, 
 and two low-pressure 44 inches each. Steam is supplied by 
 two single-ender return tube boilers 12 feet 2 inches diameter 
 b}' II feet 5 inches long, with a working pressure o*^ 160 pounds, 
 and developing under forced draught a maximum of 1,900 
 indicated horse-power. The Columbia having been made ready 
 for trial, left Cramp's yard for New York, and on Tuesday, 
 December 19, 8:25:41 A. M., Mr. Flagler's hou.se, at Larch- 
 mont, L. I., bearing directly abeam, she started on trial over 
 the New York Yacht Club course from Larchmont to the 
 Pequot House, New London, distant 80.52 knots, which .she 
 reached at 12:56:24. The mean speed was 17.85 knots equal 
 to 20.53 statute miles an hour. During this run, between two 
 intermediate points, namely, Stratford Shoal Light and Falk- 
 ner's Lsland, a distance of 22 knots, her speed was 18.35 knots. 
 This was due to the deep water in that part of the cour.se, the 
 depth in other parts not being sufficient to prevent dragging to 
 .some extent. At a mean speed of 18 knots this vessel requires 
 a depth of water at least fifteen times her own draught to avoid 
 dragging. In view of the difficulties of the course and the fact 
 that the yacht, when in water of sufficient depth to give her a 
 fair chance, exceeded 18 knots, she was promptly accepted by 
 her owner. 
 
 The Steam Yacht Eleanor. 
 
 The Bath (Maine) Iron Works built the steam yacht 
 named Eleanor, to the order of William A. Slater, of Norwich, 
 Conn. The Eleanor was designed by Chas. R. Hanscom. The 
 principal dimensions of the Eleanor are: Length over all, 231 
 feet; length, load water Hue, 208 feet; length, keel, 1S5 feet; 
 beam, extreme, 32 feet; depth of hold, 17 feet 5 inches: mean 
 draught, 13 feet 4 inches; displacement, 1,136 tons. She is con- 
 
 structed of steel throughout. The propelling power consists 
 of a vertical iinerted direct acting triple-expansion engine, with 
 cylinders 18, 2S and 45 inches diameter by 30 inches stroke. 
 Steam is supplied by two steel .Scotch boilers, each 12 feet 
 6' J inches long an<l 12 feet 5 inches diameter. The total grate 
 surface 120 square feet, and the working pressure 165 pounds. 
 The propeller is three-bladed, 10 feet 4^4 inches diameter and 
 II feet 6 inches to 12 feet pitch. The area of her principal 
 sails is 10,935 square feet. The following are the dimensions 
 of her spars: Length of mizzen mast, deck to hounds, 43 feet 
 6 inches; mainmast, deck to hounds, 51 feet; foremast, deck to 
 hounds, 49 feet; mizzen topmast, including topgallant, 46 feet 
 6 inches; main topma.st, including topgallant, 53 feet 4 inches; 
 fore topmast, including topgallant, 54 feet 4 inches; spanker 
 boom, 56 feet; spanker gaff boom, 34 feet 6 inches; main gaff, 
 18 feet; fore gaff, 18 feet; bowsprit, 48 feet 6 inches; bowsprit 
 outboard, 34 feet 6 inches; fore yard, 64 feet; main yard, 64 
 feet; fore topsail yard, 48 feet; main topsail yard, 48 feet; fore 
 topgallant yard, 33 feet; main topgallant yard, 33 feet. 
 
 The Steam Yacht Rex. 
 
 This fast wooden steam yacht was designed and built by 
 L. IJoyer's .Sons, New York. Her dimensions are: Length 
 
 over all, 64 feet; water line, 59 7-12 feet; beam, 
 
 feet; 
 
 depth, 4^2 feet; extreme draft at wheel, 3 feet. The keel is 
 of white oak. Frames are of steam-bent white oak, placed 
 six inches between centers with hackmatack floor frames, 
 fastened through keel and keelson with brass screw bolts. The 
 motive power is a triple-expansion engine of 5, 8^3, 13:^8 
 inches diameter of cylinders and 9-12-foot stroke of piston. 
 The engines throughout are carefully and accurately fitted, 
 perfectly balanced, and have been run 1,000 revolutions per 
 minute, making 1500 feet piston speed a minute, which is the 
 highest ever attained by a marine engine. There is practically 
 no vibration. The boiler, of the Boyer water-tube type, is 
 made of wrought-iron tubes, screwed together in sections, has 
 no joints directly attacked by the heat from the furnace, is 
 provided with a steam drum of steel plate double riveted, 
 which is entirely removed from the heat of the furnace. It 
 was subjected to 650 pounds hj'drostatic pressure, and is 
 allowed 300 pounds of steam pres.sure. It is a great econo- 
 mizer of fuel, 2,000 pounds of coal being sufficient to cruise 
 the Rex from 150 to 175 miles at natural draught. 
 
 The Three Fastest Steam Yachts. 
 
 The small yachts shown running abreast have developed 
 remarkable speed. The figures pubhshed herewith were all 
 furnished by Chas. D. jMosher. 
 
 The Feiseen was built for W B. Cogswell, of Syracuse, 
 N. Y., and was launched in the spring of 1893. She was 
 afterward sold to the Brazilian Government and fitted up as 
 a torpedo boat. This boat has a record of 31.6 miles per hour, 
 having covered a distance of "};( miles in 13 minutes and 45 
 seconds again.st a .slight tide. Her dimensions are : 85 feet 
 long, 9 feet 8 inches beam and 3 feet 6 inches draught. The 
 hull is of composite construction, the keelsons, part of the 
 frames and bulkheads being of steel. 
 
HOWELL'S STEAM VESSELS AND MARIXE ENGINES. 
 
 f %TW "^f^ 
 
 
 fe%._ 
 
 I 
 
 Thk PItgh-Spked Wooden Steam Yacht Riix.— I)esi,^jne(l aiul built bv ],. l?o\-tr's Sons, New York. 
 
 A'\NKEI'; DoOIiI.It, 
 29. 6 miles per liour. 
 
 Feiseex, 
 U-6 miles per hour. 
 
 Norwood, 
 30.5 miles per hour. 
 
HOWELL'S STEAM VESSiaS AND MARINE ENGINES. 
 
 123 
 
 .Shear Plax of the Composite Steam Yacht Alcedo. 
 
 The machinery' consists of a Mosher patent quadruple- 
 expansion engine, having cylinders 9j<, 13' j, iS and 24 
 inches in diameter by 10 inches stroke, it having developed 600 
 horse-power when making about 600 revolutions per minute 
 under a working pressure of 250 pounds per square inch. The 
 boiler is of the Mosher water-tube type, with 1200 square feet 
 of heating surface and 33 square feet of grate surface, and 
 allows a working pressure of 275 pounds per .square inch. 
 
 The Norwood was launched in the .spring of 1S90, having 
 been built for the late Norman L. Munro. This boat is an 
 open launch, 63 feet long, 7 feet 3 inches beam and 3 feet 
 draught of water. She has a cockpit forward and one aft, 
 each 10 feet long. She is decked over for a distance of 12 feet 
 forward and 10 feet aft. 
 
 In a series of runs over the measured mile course of the Wan- 
 ne.squam Boat Club, on the Merrimac River, in slack water, 
 she developed a mean speed of 30 miles per hour, having 
 covered the course during this trial at a rate of 30.5 miles per 
 hour. 
 
 The engine is of the Mosher triple-expan.sion type, having 
 cylinders 9, i4,ij and 22 inches diameter by 9 inches stroke, 
 which has indicated 450 horse-power when making about 560 
 revolutions per minute. The engine is provided with an 
 inboard surface condenser, independent air and feed-pumps 
 and blower engines for forced draught. The boiler is of the 
 Mosher water-tube type, with a working pressure of 275 
 pounds, having 800 square feet of heating surface and 24 square 
 feet of grate surface. 
 
 The Yankee Doodle, originally known as the Buzz, was 
 built in the sea.son of 1.SS8-9 for Mr. Mosher's own use. She 
 is a trunk cabin launch, 50 feet long, 6]4 feet beam and 30 
 inches draught of water. This launch attained a .speed of 29.6 
 
 miles per hour, which record was made during a race on July 
 4, 1892, on the Schuylkill River, in .slack water, over a 
 mea.sured mile course, which was covered in 2 minutes i 3-5 
 seconds. The engines consist of a pair of simple high-pressure 
 direct acting, each with cylinders 8 inches in diameter and 8 
 inches stroke, having indicated 194 horse-power when making 
 722 revolutions per minute, with a .steam pres.sure of 150 
 pounds. The boiler has 300 square feet of heating surface and 
 8 square feet of grate surface. The Buzz and Norwood were 
 built at Amesbury, Mass., by Chas. D. Mosher, Engineer and 
 Naval Architect, New York. The Feiseen was designed by 
 Wm. Gardner; her engine was built by L. Wright, Jr., of 
 Newark, N. J., and the hull bv A. B. Wood & Sons, Citv 
 Island, N. Y. 
 
 The Steam Yacht Alcedo. 
 
 The Alcedo is a flu.shed-deck steam yacht of composite con- 
 struction, built in 1895, by George Lawley & Son, Cit}- Point, 
 .South Boston, Mass. , from plans of Waterhouse & Chesebrough, 
 Boston, Mass., and under their supervi,sion, for Geo. W Childs 
 Drexel, of Philadelphia, Pa. The general dimensions of the 
 yacht are as follows: 124 feet over all, 102 feet load water line, 
 16 feet 2 inches beam, 6 feet 6 inches draught. The hull is sub- 
 divided into f^^•e compartments by four steel water-tight bulk- 
 heads. The construction is of rather more than usual strength 
 for a vessel of her size. The hull is stiffened by a sy.stem of 
 steel straps worked diagonally over the frames and deck frames. 
 The planking of the hull is of Georgia pine, 2 3,^ inches thick. 
 A peculiarity in the arrangement of this yacht is that the en- 
 gines are forward of the boiler, which fact enables a gain of a 
 
124 
 
 HOWELL'S STEAM VESSELS AND ^L\RINE ENGINES. 
 
 4 
 
 fi f7iL.ji 
 
 --•!-^M^Z.- ''■■^r^-'- -" 
 
 G. W. C. I>rkx}';l's Nl'.w .^TJiAii VachT Ai.cKIio. — Hesigncd by Waterhciuse & Cliesebrou,i;h. Built by Geo. Lawley & Soil, 
 
 considerable amount of after-calDin accommodation, owing to 
 the weight of the boiler and coal being in the after end of the 
 machinery space, rather than the forward end, as is the usual 
 arrangement of a yacht of this size Directh- aft of the ma- 
 chinery space and separated from it by a .steel water-tight bulk- 
 head, and protected from the heat of the boiler and the noise of 
 the fire-room by an across coal bunker, is the owner's state- 
 room. The machinery consists of a triple-expansion engine of 
 gi^, 15 and 24',: inches diameters with a stroke of 13 inches, 
 built hv the Fore River Engine Co., of Weymouth, Mass. 
 Steam is furnished b_\' a double fire box water-tube boiler of 
 the Almv t\-pe, licensed to carr\' a pressure of 250 pounds to 
 the square inch. The circulating, air, feed and bilge-pumps 
 are all independent and are arranged to exhaust into the 
 low-pressure recei\"er of the condenser. Pistons are of cast steel 
 with spring rings as lighth' constructed as is consistent with 
 strength; val\-es of cast iron of jiiston type. The>- are actuated 
 by a side crank shaft dri\-en from main shaft liy steel and raw- 
 hide gears. The reverse is accomplished with a spiral sleeve, 
 working on a spiral on side shaft. The spirals and sleeves are 
 
 cut from the solid steel, making a compact and durable piece of 
 mechanism. The engine runs without the slightest vibration, 
 and turns a bronze, four-bladed propeller, 5 feet diameter 7 
 leet pitch, 320 revolutions per minute, with 200 pounds steam. 
 The condenser is 6 feet long, 36 inches diameter, copper shell, 
 brass heads and tubes, contains 650 feet cooling surface. The 
 coal bunkers have a capacity of 18 tons. 
 
 sneli,in(t s comp.ined 
 
 HAND STEER KR 
 TEr.EGR.'VPH. 
 
 AND e:ngine-room 
 
 Among the novel features in the bridge fixtures of the 
 -\lcedo is the steering apparatus and engine-room telegraph. 
 They are combined in a manner which affords great conven- 
 ience to the wheelsman, permitting him to operate either of 
 them without moving from his po.sition. The device was de- 
 signed by J. H, Snelling, of the Marine Manufacturing and Sup- 
 ply Co. , I s"^ South Street, New York. which company con.structed 
 the machine. The .steering apparatus is the well-known Snelling 
 steerer, used generally on yachts of this class, but modified to 
 suit the .special conditions required. On top of it is mounted 
 
SPELLING'S COIIBINED HAND SXEEKER AND EnGINE-RoOM TELEt;.RAPH. 
 
126 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 Mrs. Lucy C. Carnkgik'S Sti>;am Yacht Dungknkss. — Huilt by the MarvlaTid Steel Co., Sparrow'.-^ roiiit, Md. 
 
 the dial and operating le\'er of the telegraph, the supporting 
 column carrying in its interior the necessary- connections to the 
 rudder, as well as the connections to a dial in the engine-room, 
 which latter exhibits on its face a duplicate of the order trans- 
 mitted from the bridge. The captain, therefore, while steering, 
 has at hand the means of giving mechanically his orders to the 
 engineer, and has before him the dial reporting \-isibly to him 
 the correct reception of these orders from the engine-room. 
 The machine is entirely of polished brass. 
 
 fresh cold air from the top of the hou.se and heating it before it 
 enters the cabins. The electric in.stallation is \er\' complete, 
 including, besides a full outfit of lamps, special heating appa- 
 ratus for plates, coffee urns, etc. The engines are compound, 
 i,'^, 24 by 18, with a 6-foot wheel. The main boiler is 10 feet 
 6 inches in diameter and 10 feet long. The yacht was launched 
 on March 10, 1894. The trial trip was made on April 28, the 
 speed being 12 miles per hour for a run of 30 miles. 
 
 The Steam Yacht Dungeness. 
 
 The Wooden Steam Yacht Clermont. 
 
 This yacht was designed by Geo. B. Mallory, New York, 
 and was con.structed under his supervision at the works of the 
 Mar3dand Steel Co., Sparrows Point, Md. Mrs. Lucy C. 
 Carnegie, of Pittsburg, Pa., for whom she was built, is the 
 owner of the magnificent estate on Cumberland Island, off the 
 Georgia Coast, from which the yacht takes its name. The 
 hull is of steel throughout, the dimensions being : Length 
 over rail, 120 feet ; load water line, 104 feet ; beam, extreme, 
 20 feet ; least freeboard, 4 feer ; sheer, .stem, 5 feet ; transom, 
 I foot ; draught, stem, 5 feet ; sternpost, 7 feet 6 inches. The 
 deck house and fittings are of mahogany ; the house is 31 feet 
 long and from 12 feet to 8 feet wide, with a saloon 22 feet long, 
 the after portion containing the captain's room, la\'atory, etc. 
 The owner's and guests' quarters are all forward. The heat- 
 ing apparatus con.sistsof radiators under the cabin floors, taking 
 
 One of the handsomest steam yachts in this port is the 
 Clermont, owned by A. Van vSantvoord, of this city, and built to 
 his order by the "VV & A. Fletcher Co. , Hoboken, k. J. , in 1892. 
 The Clermont has a wooden hull, copper .sheathed, built by H. 
 Lawrence, Greenpoint, L. I.; length on load line, 150 feet 6 
 inches; over all, 160 feet 3 inches; beam, moulded, 25 feet; over 
 planking, which is 2-incli oak, 25 feet 6 inches ; over guards, 
 43 feet ; depth of hold, amidships, 10 feet 8 inches; draught, 
 ready for service, steam on, 5 feet 3 inches. The frame.s\re 
 of chestnut and oak, and are 10 inches deep at centers, with 
 25-inch centers. The machinery was built by the North River 
 Iron Works, Hoboken, N. J., and comprises a beam engine 
 with one 40-inch cylinder by 6 feet .stroke, suriace conden.sTng, 
 driving feathering wheels 17 feet diameter outside of buckets^ 
 by 6 feet 6 inches face ; the buckets are of steel and curved.' 
 
HOWELL'vS STEAM \'ESSKLS AND MARINE ENGINES. 
 
 127 
 
 A. \'AN Saxtvoord's Wooden Steam Yacht Ceermont. — ^Machinery by the \V. & A, Fletcher Co., Hoboken, N. J. 
 
 There is one .steel retnrn flue boiler, built for 60 pounds work- 
 ing pressure ; the shell is 8 feet i inch diameter, b.v 9 feet 6 
 inches wide on front, and a total length of 26 feet. The .steam 
 chimney is 3 feet 6 inches diameter inside, 6 feet 6 inches out- 
 side diameter, and 7 feet S inches high. Eorced draught is 
 provided, to be used if needed. A donkey boiler, to carry 125 
 pounds per square inch, is also furnished. The actual speed of 
 the Clermont in dead water is iS miles per hour, with 800 in- 
 dicated horse-power, and 46 revolutions per minute of the 
 wheels. The yacht was built for cruising, not for spurting, 
 but she manages to maintain a high velocity notwithstanding. 
 The joiner work is by John E. Hoffmire & Son, New York ; 
 the deck houses are 12 feet wide, inahogany outside, quartered 
 oak and sycamore inside ; the rooms on the main deck com- 
 
 prise a smoking-room, 12 by 14 feet forward; captain's and 
 officers' mess-rooms forward ; engine and donkey boiler-rooms 
 amidships ; two wash-rooms and water-closets, entrance to gal- 
 ley, .stairs and extra refrigerator, all amidships outside engine 
 frame. Also, on main deck, entrance to lower saloon, butler's 
 pantry, dining-room, all aft ; owner's room (very large), 
 private bathroom, hot and cold water, and water-closet con- 
 necting with it, extreme aft, deck house. The smoking-room, 
 forward, is so fitted and arranged that it can be converted into 
 a sleeping- room, having wash basins, etc., concealed. The 
 rooms below comprise mates, engineers, firemen and sailors' 
 quarters forward, galley and .steward's apartments amid.ships, 
 and dumb waiter from galley to butler's pantry on main deck ; 
 there are three large staterooms for guests aft ; a bathroom. 
 
HOWKLL'S STEAM VESSELS AND MARINE ENGINES. 
 
 hot and cold water, and water-closet aft ; a cloak and baggage 
 storeroom aft ; a ver}' large music room, elegantly furnished 
 with silk tapestry on the walls and plush cushions, oil paintings, 
 piano, writing desk, bookcase, etc. Rooms below deck : Miss 
 Van Santvoord's room — the owner's daughter — is in the ex- 
 treme aft ; it is elegantly decorated, has private wash-room and 
 every convenience attached. The advantages of a sidewheel 
 yacht are, .speed on light draught and quiet running, there 
 being no vibration whatever on the Clermont, and, lastly, great 
 comfort and room to move around in. 
 
 The Steam Yacht Restless. 
 
 The present owner of this iron craft is Hiram W Sibley, 
 of Rochester, N. Y., who fitted her with new machinery in the 
 .spring of 1S95. The Restless was built by Houston & Wood- 
 bridge, Linwood (or Marcus Hook), Pa., in 1887. Length 
 over all, 131 feet, load water line, 113 feet; beam, 16 feet; 
 draught, 7.6 feet. She has a Roberts water-tube boiler, 9 by 9 
 feet, put in with all improvements in March, 1894, which 
 carries 200 pounds of steam, working pressure. Her engine 
 
 Tripi.E-E-KP.\nsion Kncine of H. \V. Sibley's ,STE.\ir Y.\chT Restle.ss.— Built Ijy F. W. Wlieeler & Co., West Bay City, Mich. 
 
 was built by F. W Wheeler & Co., West Bay City. Mich., 
 and is of the triple-expansion type, 12, iS and 30 by 16 inches, 
 driving a Trout propeller wheel, 5 feet 6 inches diameter and 9 
 feet pitch. The cylinders are placed in the order of high, 
 intermediate and low, with high-pressure and intermediate 
 valves between their respective cylinders, and both low-pressure 
 valves between the intermediate and low cylinders. Dwing to 
 the limited space, the high-pressure and intermediate cylinders 
 were cast together, and the intermediate and low-pressure were 
 connected by a steam belt around the former c}dinder. The 
 ports in the high-pressure c_\'linder are i .^4 by 9 inches, in 
 the intermediate cylinder 2 'Y by 15 inches, and 3 '4 by 26 
 
 inches in the low. The main steam pipe is 5 inches diameter, 
 and the exhau.st pipe to the condenser is 11 inches diameter, 
 both pipes being of copper. The throttle valve is of the bal- 
 anced cylindrical type and fitted with a relief valve. Steam is 
 admitted in the middle of the high-pressure valve to the high- 
 pressure cylinder, exhausts at both ends directly to the inter- 
 mediate valve, from the middle of which it exhausts into a belt 
 around tlie intermediate cylinder directly to both ends of the 
 low-pressure valve, and exhan.sts from the inside of the valves 
 to the condenser. The cylinders are fitted with piston valves 
 throughout, of the following diameters: High-pressure, 5}^ 
 inches; intermediate, 8 inches, and two 8 inches on the low- 
 
HOWELL'S STEAM A'ESSELS AND MARINE ENGINES. 
 
 129 
 
 pressure. The high- pressure valve is fitted with loose rings so 
 as to be easily removed when worn, and has i 1-16 inches lap 
 on top and 31-32 inch lap on bottom, with 1-16 inch exhaust 
 lap on bottom. The intermediate valve is fitted with .self-set- 
 ting spring rings, and has i '/S inches lap on top and i 1-32 
 inches lap on bottom, with ys inch exhaust lap on bottom. 
 The low-pressure valves are also fitted with self-setting 
 spring rings, and have i 3-16 inches lap on top, i 3-32 inches 
 lap on bottom, and if; inch exhaust lap on bottom. Ah valves 
 have 4 inches travel, and are worked directly by the Stephen.son 
 double bar link motion with adjustable cut-off arrangement. 
 
 all of .steel. The c)linders are supported b>' three cast-iron 
 columns with guides for the slippers, and three wrought-iron 
 columns in front. The bedplate is of the girder type with the 
 thrust bearing cast on, and has six main journals. The crank 
 shaft is solid, forged of mild steel 5^' inches diameter, and 
 the crank pms are 5^2 inches diameter by 7 inches long. The 
 cranks are placed 120 degrees apart in the sequence of inter- 
 mediate, high-pressure and low-pressure, and are 2^ inches 
 thick on high-pressure, 3 inches on intermediate and 3^4 on 
 low-pressure, all being 7}^ inches wide. The three thrust 
 collars are forged on the crank shaft and are 11 inches diame- 
 
 The Iron Steam Yacht Re.sti,ess. — Owned by Plirani W. ,Sil)le\-, of Rochester, N. Y. 
 
 All valve stems are ij4 inches diameter of machinery steel, and 
 work in adjustable guides fitted with bra.ss bushings. The 
 low-pressure valve stems are connected together by a wrought- 
 iron cro.ss-arm, and one set of eccentrics and links work both 
 valves. The eccentrics are cast iron two inches wide, with 
 cast-iron straps. The engine is supplied with steam reversing 
 gear, having a c3'linder 5 inches diameter and 8 inches stroke, 
 operated by differential valve motion under easy control of the 
 engineer. All pistons are cast-iron discs, 3^2 inches deep at 
 sides secured to piston-rods by quick taper and nuts. The pis- 
 ton-rods are 25?, inches diameter of machinery steel forged 
 .solid with the crossheads. The .slippers are provided with 
 brass gibs 11 inches deep by 8 inches wide, and the gudgeon is 
 3 '4 inches diameter by 5 inches long. The coiurecting-rods 
 are also of .steel, 40 inches between centers, 2 'c inches diameter 
 at upper ends and 3',° at lower, with upper end worked to suit 
 crosshead. The bolts in crossheads are ifh inches 
 diameter, and in connecting-rods are i'^ inches diameter, 
 
 ter, and 1 3^ inches thick. The horseshoe collars are faced with 
 anti-friction metal, and are adjusted by means of .steel bolts and 
 brass nuts. All crank-pin brasses and main journals are lined 
 with anti-friction metal. The cylinders are covered with mag- 
 nesia and lagged with highly-polished mahogany. All revers- 
 ing gear is placed on the back of the engine, thus giving an 
 open front with free access to all journals and working parts. 
 The .surface conden.ser is independent of the engine and has 
 79550 inches bra.ss tubes, 19 vS. \V G. 6 feet 6 inches long, 
 giving a cooHng surface of 847 square feet. The air and 
 the circulating-pumps are of the Blake combined type with 
 steam cylinder between; size, 8 by 9 by 9 by 10 inches. 
 Throughout the whole engine everything is finely finished and 
 compares favorably with the best class of high-speed yacht 
 engines. On the trial trip in Saginaw Bay, the engine made 
 250 revolutions per minute with 200 pounds of steam, and 
 everything worked nicely. The engine was built from designs 
 made by S. Anderson, engineer with F. W. Wheeler & Co. 
 
13° 
 
 HOWELL'S STEAM VESSELS AXD MARINE EXCxINES. 
 
 ^*^> 
 
 
 — ~-^*'^w3?*Sitw!l'^ ~" 
 
 ^'''■'^S^BtWaai. 
 
 The Woodkn Steam Yacht UnTa. — Built li\' Clias. I,. Se:il)ur\' i\; Cn., Nvack, X. V. 
 
 Wooden Steam Yacht Linta. 
 
 The illustration of the steam yacht Linta, built by Chas. L- 
 Seabury & Co., of Nyack-on-the-Hudson, for Walter Luttgen. 
 of this city, was taken from a photograph obtained while the 
 yacht was steaming past the Battery, during the Columbus 
 Naval Parade, October 1 1 , 1892. She was constructed that sum- 
 mer. Her dimensions are as follows: Length overall, 85 feet; 
 load water line, 72 feet; beam, 14 feet, draught, ,=; feet. She 
 was designed as a small family cruiser, with an average speed 
 of 12 miles an hour. 
 
 The Wooden Steam Yacht Calypso. 
 
 Built by the Atlantic Works, of East Bo.ston, in 1894, for 
 Harry E. Converse, of Maiden, Mass. The hull is of wood. 
 The principal dimensions are ; Length on load water line, 102 
 feet ; beam, 17 feet ; draught, 7 feet 4 inches, with tanks and 
 bunkers full and all stores on board. Her engines are of the 
 fore-and-aft vertical inverted direct acting compound type, with 
 cranks set at 90 degrees. The cylinders are 12 and 22 inches 
 diameter, and the stroke of piston is 16 inches. The main valves 
 are of the piston type, and are actuated b3' a Stephenson link 
 motion. She has a c\lindrical surface condenser with 400 
 square feet of cooling surface. There are two independent feed- 
 pumps, and a combined air and circulating-pump, all rif the 
 
 Blake type. There is a Hancock locomotive inspirator and a 
 bilge ejector. There is an auxiliary suction pipe and valve 
 from the circulating-pump to the bilge for use in case of emerg- 
 enc)-. She has thus three different methods of feeding boiler 
 and four different wa\-s to discharge from the bilge. The boiler 
 is of the Almy double-tube t>pe, the safety ■v-ah'c being set for a 
 working pressure of 130 pounds. 
 
 The Steam Yacht Embla. 
 
 This craft was built in 1893 by Chas. L Sealnir\' ^: Co., 
 Nyack, N. Y., for John H. Hanan, New York. The hull is 
 composite built. Dimen.sions: Length over all, 163 feet; length, 
 waterline, 133 feet; beam, 20 feet; draught, 8 feet. The keel 
 is of white oak, also the stern po.st, .stem post and deadwoods, 
 while frames or timbers are of steel. The reverse frames, keel- 
 sons and deck beams are steel, fa.stened and riveted to frames. 
 There are irve steel bulkheads so arranged as to make water- 
 tight compartments. The machinery is a triple-expansion 
 engine, surface condensing, and two Seabury water-tube boilers 
 of the bent-tube type, specially adapted for large vessels. Coal 
 bunkers are arranged either side and end of boiler-room. They 
 hold forty to fifty tons. The boiler water tanks have large 
 capacity. Her speed is eighteen miles an hour. The builders 
 were also the designers, but A. Cary Smith represented the 
 owner in .superintending and making inspection of the work as 
 it progressed. 
 
The Wooden Steam Yacht Caia'pso. -Built by the Atlantic Works, East Boston, Mass. 
 
 / ?s 
 
 :»'»™SSS2SR-^ 
 
 '-i*ar" 
 
 John H. I-lANAN'h S'l'i'. \m \'achT Emuta. — B"ilt Ijy Chas. L. Seabiirv & Co., Nyack, X. V. 
 
13-^ 
 
 HOWELL'S STEAM A'ESSELS AND MARINE ENGINES. 
 
 Auxiliary Stkam Yacht Wii.d Duck. — Built at the Atlantic Works, East Boston, Mass. 
 
 Auxiliary Steam Yacht Wild Duck. 
 
 The designs for the .steam yacht shown in the ilkistration 
 were made by the late lid. Burgess. The view represents the 
 yacht under sail alone, and she has been proved to work well to 
 windward, tacking within ten points. She was built in 1S92 
 for Hon. John M.Forbes, at the Atlantic Works, East Bo.ston. 
 Her lengtli on the water line is 125 feet, and from the out.side 
 of stem to outside of rail, aft, 154 feet 6 inches ; beam, moulded, 
 23 feet 6 inches; depth from upper side of deck beam to top 
 of keel, 12 feet 6 inches ; draught, 7 feet 6 inches. The gen- 
 eral specification for engine, fxiiler and .screw were made by 
 Miers Coryell, of New York. The hidl is built of mild steel to 
 Lloyd's rules. The power consists of two Belleville boilers 
 
 furni.shed with .separate and automatic pump. The engines 
 were designed by Jas. T. Boyd, and are of the triple-expansion 
 type, 10 inches high-pressure, 14I4 inches intermediate-pre.s.sure, 
 2SI2 inches low-pressure, with iS inches stroke of piston. The 
 condenser forms part of the framing of the engine and contains 
 600 square feet of cooling surface. Air and circulating-pumps 
 8 inches .steam, ro inches air and 10 inches water. The pro- 
 peller wheel is of the Bevis patent. The ves.sel is fitted with a 
 steel centerboard 21 feet long, 6 feet yj^ inches wide, hung 
 with the Burgess hook. The smokestack is telescopic, which, 
 together with the centerboard, are worked from the top of 
 the house. In her trial trip, under .steam only, she made a 
 .speed of 10 3-10 knots without any forcing. Revolutions of 
 engine, 208 per minute. Steam pre.ssure at engine, 180 pounds 
 per square inch. 
 
HOWELL'S vSTEAM VIvSSKLS AND MARINE ENGINES. 
 
 133 
 
 
 
 TRIl'LIi-ExPANSIDN EnGINK OF 36-1'OOT STEAM LAUNCH WILD DuCK. 
 
 The Fast British Steam Launch Wilij Duck. — Built by Simpson, Strickland & Co., Dartmouth, South Devon, England. 
 
134 
 
 H(nVP:LL'S STlvAM \'ESSI{LS AND MARINE EXGINrvS. 
 
 Thi-. \\\)Oiikn ClJi'PER Smi' .AIoKNiNC. I^IC.HT. — lUult l.y Will. Craiiip, of I'liiladelpliia, in 1S5-,. 
 
 The Fast British Steam Launch Wild Duck. 
 
 The steam launch \\'ild Duck was built by Simpson, 
 Strickland & Co., Dartmouth, South Devon, E;no-land. The 
 boat is 36 feet long b_\- 6 feet beam, has engines with c_\'linders 
 3-'4, 6 and 9 inches b>' 5 inches stroke, and a water-tube boiler 
 of the firm's patent marine t>'pe. Her machinery space is onlv 
 10 feet of her length. On her trial trip she made 16 miles an 
 hour. The working jjressure is i So pounds, and the engine 
 runs at about 750 revolutions. The engine is too .small to in- 
 dicate satisfactorily at this speed, but from the pressure in the 
 cylinders and the revolutions, the builders estimate the indi- 
 cated horse-power at aliout 50. The engine is illustrated bv a 
 front elevation and end elevation at the low-pressure c)linder 
 end. The>- are of the usual design of the firm, with cast-steel 
 bed frame and back standards, and turned steel vertical columns 
 in front. The Wild Duck is intended for sea service. 
 
 Clipper Ship Morning Light. 
 
 The immediate precursor of the modern "ocean gre\- 
 hound," was the clipper ship of the forties and fifties. In the 
 
 infancy of steam naviga- 
 tion, the stately clippers, 
 witli their splendid hulls, 
 great spars and enormous 
 spread of canvas often out- 
 stripped the steamers. One 
 of the most celebrated and 
 successful clippers of her 
 day was the Morning 
 Li.ght, built by William 
 Cramp, in 1853, for the ac- 
 count of Buckner & Mc- 
 Cammon, of Philadelphia. 
 The ' ' poetry of the sea ' ' 
 became idylic in these 
 „ ,., ,. winged ships, which rode 
 
 the waves niore like living creatures than like mechanical 
 structures The Morning Light has been preserved bv the cun- 
 ning hand of the arti.st, that the generations who .see only trans- 
 atlantic hners in commerce, and hu.ge floating castles bristlino- 
 with turrets and casements and clad with th'ick steel for wai' 
 may know m what kind of ships their forefathers went down 
 to tlie sea. The Morning Light was one of the smallest of the 
 
HOWETj;s STEAM A'ESSIvI.S AND MARINE ENGINES. 
 
 '35 
 
 
 
 The CELKBRATkd Clipper Shit Young A:merica. — Built in 1853, by Wm, H. \\'ebb, for Geors;e Daniels, of New York. 
 
 clipper ships built bj' \Wm. Cramp during- that period, but none 
 of the others has been preserved b}- art. The Bridgewater was 
 nearly twice the tonnage of the Morning Light, as was also the 
 Manitou. They were all of the .same type, and the shipbuild- 
 ing records of that time agree that the full-rigged clipper ships 
 of the Delaware represented the perfection of naval architec- 
 ture, and for many years spread the fame of the American 
 shipyards to ever\- quarter of the globe. Larger sailing ships 
 have since been built both in wood and iron, but so far as 
 model, seaworthiness and symmetry are concerned, the>- ha\-e 
 not been improved upon. The supremacy of Philadelphia in 
 the shipbuilding art was established before the beginning of the 
 
 century, and the sailing record between Cape Henlopen and 
 Liverpool is still held by a Philadelphia ship, the Rebecca Sims, 
 built in 1800, of which further mention will be made. Thus 
 the competitors whom William Cramp had to meet with at the 
 outset of his career, were masters of the art, and to hold way 
 with them he had to build ships rating with the best in the 
 world. The Morning Light was principalh- emplo_\-ed in the 
 California trade around Cape Horn, in which she made a num- 
 ber of remarkabh- successful voyages. Though, as already re- 
 marked, much smaller than other Cramp-built clippers, she 
 was considered one of the best sea boats, and fastest and mo.st 
 weatherly sailers of her time. 
 
13^ 
 
 HOWELL'S STEAM \'ESSELS AND MARINE ENGINES. 
 
 Aryan, the Last Wooden Sailing Ship 
 
 3.:„.T ,K THE UNIT.D STATES.-Ccstructed 1 , y Charles X'. M„,ot, Ph^psburg, Maine. 
 
 The Celebrated Clipper Ship Young America. 
 
 This country became renowed for its extraordinariI\- fast 
 wooden clipper ships during the years between 1S45 and'i86s 
 before steamships had taken the wind out of sails, and the 
 fastest of all these Yankee clippers was the world-renowned 
 \ou.ig America built in New York by America's greatest 
 wooden shipbuilder, Wm. Henry Webb, for George Daniels, and 
 associates, of I^ ew York. The builder of this .ship is the founder 
 of W ebb s Academy and Home for Shipbuilders, at Ford ham 
 Heights, NY He is spoken of as the ■' Grand Old Man" of 
 American shipbuilding. One of the features of this ship that 
 every sailor will readily notice, is that she has only a sinrfe 
 mizzen topsail, containing three reefs, while the fore and main 
 topsails are double. Capt. E. C. Baker, ex-Superintendent of 
 the I nited States & Brazil Steamship Company, commanded 
 
 aees cfn; ft '""' ■*' ™"^^" "^"^^ "^ ^''' ^'-^'^test pas- 
 sages. Capt. Baker was very proud of his ship and often spoke 
 
 o this Z rf f'^'"^^ '1""''*'^" ^'h^'' f^i^"ds and admir° rs 
 of this splendid clipper were Jabez Howes and John Rosen ed 
 
 ': ? ^'S'^^^r't "'°" -^'^ °"'^^ ^^'«"i^ ■ About the 
 
 .*ipleft Philadelphia with a car g "of oTl °b uiif ^ Kunr 
 France, and was never afterward heard fnmi. Thus eiicie fe 
 
 i™.;ti ?„"S""'"',"-'"' T-"' =■'-« ■--> ■ ra. Sons': 
 
 East India' tra k .1 fs ' 'h'' ■' '"' ''' ^^''^°"^'^ ^"^ 
 
 in i.ss,. Hei inainmast was 207 feet in 
 
IIOWKLL'S STKAM \'ESSKLS AXD MARINE ENGINES. 
 
 137 
 
 l^iifilH.- 
 
 i:-^ i^ I . 
 
 Thk Stkel ShipknTink Diri{;o.— The First Four-Masted Iron Shiji built in America. Coiistrncteil and Owned by Arthur Sewall & Co., Bath, Maine. 
 
 length. She sailed on a voyage from New York to San 
 Francisco, from 50 degrees of latitnde in the Atlantic 
 Ocean to 50 degrees of latitnde in the Pacific Ocean, in six 
 consecutive days. She made a trip from 'Frisco to New York 
 in S3 days, the fastest on record ; New 'S'ork to Liverpool, iS 
 days ; Liverpool to Melbourne, 81 days. Callaoto Oueenstown, 
 74 days. Glasgow to Otago, New Zealand, G8 days. Otago 
 to Callao, 36 days. San F"iancisco to Hong Kong, 47 days. 
 Manilla to New York, 98 days. She beat the American ships 
 Invincible and David Crockett and the British clipper Ther- 
 mopylae on .several occa.sions. The Young America once made 
 15 knots an hour for 80 hours while under comntand of Capt. 
 Horace T. Bader, of West Yarmouth, Ma.ss. One of her 
 commanders was the late Capt. David S. Babcock, who was 
 afterward President of the Providence and Stonington Line, 
 
 and the father of W . I. Babcock, General Manager of the 
 Chicago (Illinois) Shipbuilding Company. George Howes, of 
 New York, says he never saw a more beautiful ship than the 
 Young America. She had a counter like a pilot boat. A good 
 drawing of the Young America will be found in Webbs' Work 
 on Shipbuilding, by Wm. H Webb. 
 
 The Wooden Ship Aryan. 
 
 The illustration represents the last wooden .ship built in 
 the United States. The Aryan Cmeaning the last of her race) 
 was launched on July 13, 1893, from the yard of Charles V. 
 Minott, Phipsburg, Maine, and is owned by her builder, Jas. 
 W. Elwell & Co., New York, and Capt. W.R. Dickinson (late 
 
HOWELL'S STEAM VEvSSELS AND MARINE ENGINES. 
 
 ^ 
 
 ^^^zni^ 
 
 ^^X 
 
 a 
 
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 1 
 
 ^ 
 
 
 T«I 
 
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 ""C:::;^^ 
 
 DiRiGO, THE First American Steei, Sailing Ship. — Built by Arthur Sewall & Co., Bath, Me. 
 
 of the shipentine Rappahannock ), who commands her. The 
 dimension.s of the vessel are as follows: Length, 248 feet 6 
 inches; beam, 42 feet 2 inches; depth, 26 feet 3 inches; net 
 tonnage, 2,017; gross tonnage, 2,123. She cost about $45 per 
 ton, ready for sea. Her crew number 25 men. The Aryan 
 can carry 3,400 tons of wheat. One of the great influences 
 that has brought about the decadence of the American 
 sailing ship is the change from wood to iron in their con- 
 struction. Another important factor in driving American 
 ships off the sea has been the change from sail to steam, and, 
 lastly, the advent of the low priced, cheaply manned and 
 cheapl}' run British tramp steamer. The new tramp steamers, 
 with triple and quadruple-expansion engines, will carry 4,000 
 tons of cargo on a consumption of only 15 to 20 tons of coal 
 per day, making a speed of from g to 10 knots an hour. Their 
 crew consi-sts of only from 8 to 10 men before the mast, about 
 the same number of .stokers, and in some cases only two en- 
 gineers. A sailing .ship of 4,000 tons capacity would require 
 from 25 to 30 sailors. Another era in cheap ocean transporta- 
 tion is dawning — we refer to the turret deck or whaleback type 
 of steamers with quadruple-expansion engines and water-tube 
 boilers. A fleet of turrets have already been built. These 
 vessels are cheap to build, cheap to run and easily kept in 
 
 working order. They represent the very acme of economy in 
 the construction and running of cargo steamers. This, then, 
 is one of the greatest factors in forcing our American sailing 
 ships off the face of the waters. The building of the Nicaragua 
 Canal will complete the work of final extinction. 
 
 The First American Steel Sailing Sliip. 
 
 Dirigo ( meaning in Spanish " I direct" ) was designed and 
 built by Aithur Sewell & Co., of Bath, Maine, who own her. 
 The general dimensions are: Length, 312 feet; breadth, 
 4515-100 feet; depth 25 6-10 feet; gross\onnage,' 3,004.80 '; 
 net tonnage, 2,855.79. These figures are Custom House or 
 official measurements. The name of the vessel is the motto of 
 the State of Maine. She was launched February 10, 1894. 
 She spreads about 12,500 yards of canvas. Her three skysail 
 yards give her a clipper-like appearance. ' 
 
 The ship is designed to carrv a full cargo on 22.6 feet 
 draught, and to stand up without ballast when light in port. 
 She has a flush main deck of .steel fore-and-aft, the whole of 
 which IS sheathed with 334-inch hard pine planking. The 
 lower deck has steel .stringers and tie plates, and is planked 
 
HOWEI^VS STKAM VESSELS AND MARINE ENGINlvS. 
 
 139 
 
 /C^^^V^&4!<(feW.V,^^*ifttert««^'i 
 
 The FAMdrs Vankhk Packet vShip Drkahnought, which was Co^mmaniird by Cattaix S. Samuels. 
 
 with 2-inch hard pine. There are two steel commodious deck 
 houses, the forward and larger one of which contains comfort- 
 able quarters for the crew, also galley. The smaller deck house 
 aft is fitted up for the accommodation of all the apprentices and 
 petty officers, also containing the carpenter's shop. There is a 
 large full poop aft, in which is the captain's accommodation, 
 and a saloon, 16 feet square, on the starboard side. The mess- 
 room and pantrj' is in the center, while the officers' cabin and 
 two spare staterooms are fitted on the port side, the sail-room 
 occupying the space right aft. On top of the poop is a steel 
 chart house which also forms a cabin entrance. The helms- 
 man is protected by a .steel hood, open on the forward end. A 
 
 large flying bridge is fitted, connecting the poop and topgallant 
 forecastle, and proves a great convenience in bad weather. 
 The scantlings of the vessel are equal to Lloyd's. The lower 
 masts and topma.sts are in one length, measuring 134 feet ; the 
 pole bow.sprit, 67 feet long ; the lower yards, 92 feet long, and 
 the upper and lower topsail yards are all of steel. A large 
 crane is fitted on each side of the bow for working the anchors. 
 Though costing a little more than a wooden hull, the advantage 
 which steel vessels always have over wooden ones in command- 
 ing freights, has made her as profitable as her big predecessors, 
 Roanoke, Susquehanna, and Shenandoah. The .steel plates 
 and angles used in the construction of this ve.ssel were imported 
 
,-,-r RK^rixr. Ill' THE Tlri 
 
 \NOKi':. SH'Avinc. I 
 
 HP, Ik. IN ri RN-r.l-CKLKS 
 
 The \X'j'n>i:s b 
 
 SUU.K.X..K R0AXuKK.^Bunt hy AnUu. SewaU ^ Co., BaU. Mau.e. 
 
HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 '41 
 
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 miiimmmmm%''^^- 
 
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 f^''.,:,^. 
 
 ,v,":/si 
 
 W/M^..:..---: ^,,;y,:'^,- 
 
 The GraniTi-: StaT]':.---A T\'pis;al American Wooden Sailing Ship. 
 
'42 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 n 
 
 ^^^^^m^mimm^mmtm 
 
 F(iUR-Masticl) Wooden Bark ()lyiipic. — Built by the New Unxland Company, Batli, Me. 
 
 from David Colville & Sons, of MotherwelL near Glasgow. 
 A donkey engine of 20 horse-power works the ship's wind- 
 lass by means of a messenger chain, and the same motive 
 power will be utilized in foreign ports for discharging and 
 taking on cargo. Her anchors w^eigh 6,300 pounds each. The 
 crew consists of 24 men before the mast, two boatswains, three 
 mates, cook, steward, carpenter, engineer and four boys. She 
 is capable of making 131- knots an hour in a good breeze. 
 We are not aware of the cost of the Dirigo, but a rough estimate 
 would place the figures at $150,000. 
 
 The Packet Ship Dreadnought. 
 
 This renowned .ship was built at Newbury port, Mass., in 
 1853, by Wm. Currier and Jas. T. Townsend, for David Ogden, 
 Gov.' E^ D. Morgan and Capt. Samuel Samuels, under the super- 
 vision of the latter. By the sailors she was nicknamed the 
 " Flying Dutchman." She was what might be termed a .semi- 
 clipper, and posses,sed the merit of being able to bear driving 
 as long her .sails and spars would stand. She was 200 feet long 
 between perpendiculars, 217 feet on deck, 40 feet beam, 26 feet 
 deep; tonnage, o. m., 1,443; "sL 1,227; carrying capacity, d.w., 
 1,700 tons. " It has been said that with a strong leadnig breeze 
 
 and all .sails drawing, nothing was ever allowed to pass the 
 clipper Dreadnought, not even a steamer. Her first return trip 
 was made in Februarj', 1854. On that voyage she scudded 
 into celebrity by reaching Sandy Hook as .soon as the 
 Cunard steamer Canada, which had left Liverpool one day 
 earlier. In 1859, made the 3,000 miles from Sandy Hook to 
 Rock Light, Liverpool, in 13 days and 8 hours ; and in 1S60, 
 went from .Sandy Hook to parallel of Queenstowii, 2,760 miles, 
 in the unequalled sailing time of 9 days and 13 hours. In 
 April 1S69, the famous ship left Liverpool in command of Capt. 
 Mayhew, bound for San Franci.sco, and was wrecked on the 
 morning of the Fourth of July on Cape Penas, N. E. of the 
 Island of Terra del Fuego. She had a cargo of 2,000 tons. 
 Her loss was occa.sioned by her having anchored nearer shore 
 than was supposed, and when the breakers were discovered she 
 was becalmed and drifted with the current. The crew, 34 in 
 all, had hardly time to get into two boats which they succeeded 
 in lowering, saving none of their effects but the clothes they had 
 on, and not a mouthful of provisions. For days they subsisted 
 on the shellfish which they gathered from the rocks at low tide. 
 By day they pursued their course southward, toward the Straits 
 of Maire, and on the 17th day after their wreck fell in with the 
 Norwegian bark General Birch, who.se captain, A. Amersden, 
 treated them with all possil.)le kindness and attention. The 
 
HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 145 
 
 Steei. Bark Projected by Cart. Chas. H. Nelson, oe Boston, Mass. 
 
 Birch landed the sufferers at Talcahauno. Ten of them were 
 left in the hospital at that port, and lost their toes, which were 
 frost-bitten. Thus ignominiou,sly ended the career of America s 
 greatest and fastest western ocean passenger ship. The per- 
 sonality of Capt. Samuels is not less conspicuous than was the 
 name and fame of his ship. He won an international reputa- 
 tion in command of the yacht Henrietta, in the ocean yacht 
 race against the Vesta and Fleetwingin December, 1866. Lapt. 
 Samuels has added to his laurels by writing a book of lite at sea 
 ,n sailing ships, entitled, "From Forecastle to Cabin, ' publi.shed 
 by Harper & Bros., New York. This book is the best pen 
 picture of a .sailor's life, outside of ' 'Two Years Before the Mast, 
 by Richard H. Dana. Capt. Samuels is now, and has been 
 for the past six or seven years, one of the proprietors of the 
 ^z^Yor\. Marine Journal of which Capt. George L. Norton is 
 editor and manager. The Dreadnought was commanded by 
 Capt. Samuels from the time she was built until iS63^ covering 
 the period of her career as a Liverpool packet. The Dread- 
 
 nought carried a fiery cross painted on her fore top.sail, and 
 was readily recognized at sea by this characteristic. The 
 three following stanzas are from a ballad, entitled, " The Dread- 
 nought, ' ' which was once the choice windlass and capstan .song, 
 or shanty, of both American and British packet ship sailors. 
 The ballad contained some eight verses. 
 
 There's a saucy wild packet, and a packet of fame. 
 She belongs to New York, and the Dreadnought's her name; 
 She is bound to the westward where strong winds do blow. 
 Bound away in the Dreadnought to the westward we go. 
 
 Oh ! the Dreadnought's a-bowling down the wild Irish .shore, 
 Captain Samuels commands her as he's oft done before, 
 While the sailors like lions walk the decks to and fro,-- 
 Bound away in the Dreadnought to the westward we'll go. 
 
 Here's health to the Dreadnought and to all her brave crewl 
 Here's health to Captain Samuels, and officers, too! 
 Talk about your flash packets. Swallow Tail and Blue Ball, 
 But the Dreadnought's the clipper to beat one and all. 
 
144 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINE;S. 
 
 American Wooden Shipentine Roanoke. 
 
 An American Steel Bark. 
 
 Tht first fiinr-inasted slii]i, of what we might call the ne\\' 
 era of American wooden sailing ships, was huilt about the year 
 1S74, hy J. Henr>' Sears, uf Biiston, and called the (Jcean King. 
 This ship was fore-and-aft rigged on tlie jig.ger mast, a-^ all 
 four-masted American shijjs are. It is enough to swing fore, 
 main and niizzen \-ards in tacking shi]), and reef and furl sails 
 on the three masts without adding another set of \ards, which 
 experience has pro\-ed are iiseless for jiractical purposes. All 
 our American four-masters can be comUed on the fingers of one 
 hand. The Roanoke was Iniilt by Arthur Sewall & Co., of 
 Bath, Me. Her length on the keel is 311 feet, and her length 
 o\'er all is ^^^i feet. Her extreme lieani is 49. ,, feet, and her 
 depth 29. I feet, and her drau.ght 27 feet. Her main and 
 mizzen lower masts are 92 feet high, and her fore lower mast 
 is 91 feet hi.gh. Her lower spanker mast is i;S feet hi.gh. The 
 Roanoke has loaded over 5,oor) tons of general cargo. vShe 
 carries a crew of about 40 men. The Shenandoah, a sister 
 ship, is 3,25.^ tons register. The Rappahannock, which was 
 burned, was 3,053 tons. The Susquehanna is another four- 
 master of about 2, goo tons register. The half-tone cut of the 
 Roanoke's rigging shows the modern wrought-iron turn-l)uckles 
 now u.sed altogether instead of the old-fa.shioned hem]i lan- 
 yards. One man and a boy can nriw do tlie work of a wdiole 
 watch in setting up the rigging, and can do it in less than one 
 quarter of the time occupied \>y the old wa_\-. These turn- 
 buckles were made by the Clex'eland (Ohio) Forge and Iron 
 Company. 
 
 The Four=Masleil Bark Olympic. 
 
 The illustration represents the ( )lynipic, the onh" four- 
 masted bark afloat, and the onl>- wooden ,sailing \-essel capable 
 of crossing the Atlantic or douliling Cape Horn with a clean- 
 .swept hold and without a pound of l)allast of an>- kind in the 
 same. This ^-essel was built in 1S92 bv the Xew Lhi.gland Co., 
 of Bath, Me., for Capt. \V. H. Be.s.se, of Xew Bedford, Mass., 
 and others. She carries double topgallant yards and a main 
 skysail. Her deadweight capacity is about 2,3.j(.i tons : full 
 capacity for lumber, 1,4010,000 feet on 19 feet of water. Di- 
 mensions: Length, 224 feet ; beam, 42 feet 2 inches ; depth 
 of hold, 21 feet. vShe is provided with two bow ports, 36 inches 
 square, and two stern ports 32 inches square, to enable her to 
 take in spars or long square timber. All the standing rigging, 
 bobstays and jib guys are set up with screws or turn-buckles, no 
 deadeyes or lanyards being used even for the topmast rigging. 
 The Olympic .spreads 80,000 square >-ards of cam-as. Ller fore 
 and main }-ards are each 84 feet long ; the hatches, three in num- 
 ber, fore, main and niizzen, are each 20 by 16 feet. Carries 233 
 tons of cargo to the foot. The vessel is especially fitted for the 
 Oregon timber and spar trade. X. 1). Sinclair and Benjamin 
 Moore are owners with Capt. Bes.se, whose .son, W vS. Be.s.se, 
 of Xew York, is the ship's agent at this port. The two most 
 remarkable points about the Olympic are her rig and tlie fact 
 that .she can sail \vithout ballast with sk>-sail )-ard aloft, and 
 still stand u]i as stift' as a church. The lo\\er rigging is rattled 
 down with galvanized gas pipe, wliicli lasts as long as the 
 shrouds, the latter being of liest steel wire. The Olympic is 
 1,469 tons gross and i,4r"j tons net register. 
 
 Some twenty years ago there was built by the Harlan & 
 Hollingsworth Co., of Wilmington, Del., an iron bark called 
 the Iron Age. Since then no iron vessel of that rig has been 
 constructed in the United States. True it is that the lamented 
 Commander Henrv R. Gornnge, of the U. S. Navy, constructed 
 the iron ships T. F. Oakes and Clarence S. Bement, and 
 
 Steam AN'haler in Ihe Ice Pack " Boilin.L; Oil. 
 
 l-'rozen hi the Ice of Kerin.t; Sea. 
 
 A Typical Whahni; Vessel. 
 
 ScENK.s IX THr: MoiiiiRx Ami.;rican \Vh.\iasg Industrv. 
 Reproduced from Photographs taken on the spot. 
 
HOWEU;S RTl'.AM VESSIvLS AND MARINE liXrUNES. 
 
 '45 
 
 The Five-Masted Steel Sailing Ship Potosi. 
 
 the iron schooner Red Wing, at the yards of the American 
 Shipbuilding Co., in Philadelphia. One iron sailing ship, the 
 Tillie E. Starbuck, was also built by John Roach, at Chester, 
 Pa These and the Dirigo complete the fleet of American 
 iron sailing vessels. There is one man in New England, Capt 
 Charles H. Nelson, Boston, Ma.ss., who thinks that the United 
 States can turn out as good a specimen of a steel square-rigged 
 vessel as any country in the world, and he has had plans drawn 
 for the construction of a steel bark of 1,398 tons. Her estima- 
 ted cost will be about $100,000. A look at the plans will con- 
 vince the most sceptical of the ultimate success of the bark as 
 far as her lines, carrying capacity and construction go. Her 
 length will be 220 feet, 36 feet 8 inches breadth, 22 feet 6 
 inches depth. 
 
 The Largest Sailing Vessel in the World. 
 
 A little more than three years have pa.ssed .since the proud 
 
 German five-nia.ster Maria Rickmers started from an English 
 port on her second voyage, from which she never returned. 
 Only one sailing ves.sel of similar dimensions has been Vaiilt 
 since I we refer to the French five-ma,ster Ea France) ; but now 
 Germany has become the posses.sor of the largest sailing ve.ssel 
 in the world. On June 8, 1895, the five-master Potosi was 
 launched from the yards of Tecklenborg, and made her first 
 voyage to Iquique, a distance of 11,000 miles, in 72 days, 
 arriving at that port early in October. The vessel is owned by 
 the well-known Hamburg house of F. Eaei.sz. 
 
 The Potosi is about 426 feet 6 inches long, 52 feet 5 inches 
 broad, and 32 feet 9 inches deep. She has a capacity of 6,150 
 tons, or 550 tons more than that of Ea France. The uninitiated 
 may obtain a better idea of the great size of this vessel from 
 the following figures; 5,51 1,500 pounds of iron were u.sed in 
 its construction, and the vessel, which will make regular trips 
 to the western coast of South America for saltpeter, can carry 
 about 13,227 bags of this salt. 
 
146 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 Five-Masted Sl'iiEE Smr Maria RicK^rKRS — Built liv Russell X: Co., Glasgow. 
 
 Five=Masted Ship Maria Riclvmers. 
 
 The Steel Shipentine Somali. 
 
 Tliis auxiliary steamer wa.s built in iSg2 ])y Ru.ssell & Co. , 
 of Glast;ow, for the Rickmers, of Bremen. Her climen.sions 
 were : Length over all, 375 feet ; on water line, ;/ir) feet ; 
 beam, 4.S feet : depth, 25 feet S inehes. Her tonnage was 
 3,813 tons, gro.ss : carrying capacity, ,S,85o tons. She was fitted 
 with a double bottom and deep midshi]i \\'ater tanks, capable 
 of holding i,3i:«:> tons water liallast. Her auxiliar>' engine was 
 of the trijale-expansion t>-]ie, 16, 26 and 42 by 27 inches, of 7.S0 
 indicated horse-power, Imilt b_\' Kincaid & Co., of Greenock. 
 After the .ship had made a couple f>f \-o_\'ages, .she went to 
 Rangoon, loaded rice, and was ne\-er heard fmm after 
 leaving port. Auxiliary- .steamers ha\-e been tried in the I'nited 
 States, but have always proved a failure. 
 
 It is scarcely necessary to inform anv old sailor that the 
 Somali is an Ehiglish .ship. Look at the cut of her jibs, top- 
 .sailsand topgallant sails. Dimensions: Length, 329.9 feet; beam 
 47 feet; depth, 27 feet; registered tonnage, 3,537 tons. She 
 carries a crew of 3S, all told, including four apprentices Her 
 three forward masts measure 20S feet from deck to truck, and 
 the jigger ma.st 162 feet; .spanker boon:, 47.6 feet; spanker' gaff, 
 36 feet; bow.sprit, 60 feet from the knightheads out; the lower 
 \-ards 90 feet in length. Her .six to])gallant yards are each 70 
 feet in length. The anchors weigh about three tons each. 
 The .Somali loaded in San Franci.sco 5,700 tons of wheat on 
 a draught of 23 feet, with a freel^oard of 6 feet 8 inches. She 
 
HOWiaL'S STKAM VKSSKLS AND MARINE ENGINES. 
 
 H7 
 
 The ;t,537-Tc)N I'ouR-IMASTriD British Shitentixk Somali. — I'.uilt liv Rus,sell ^^ Co., I'ort (Vla.sj^ow. 
 
 is owned by the Hill.sl)oro Shipping Co., of Li\'erpoi)l ; was 
 built in 1S92 b>- Russell .S: Co., of Port C/lasgow. 
 
 Four=nasted Ship Falls of Earn. 
 
 The dimensions of this steel ship are 302.2 feet in length, 
 42.1 feet beam and 24.5 feet depth, 2,279 tons net: and the 
 weight of .ship complete, i ,6So tons. It ma>- be noticed that all 
 of the lower masts are much the same length, jv";. , 90 feet by 
 32 inches in diameter, except the jigger mast which is S5.3 
 feet bv 30 inches in diameter. Tlie rake of the masts is as 
 follows: Fore, -'4 inch to the foot : main, "8;mizzen, i inch, and 
 jigger I "s inches. The sta\-e of the bowsprit is 4 \ inches per 
 foot, the foremast being stepped far enough forward to obviate 
 the neces,sit>- of a jib l)oom. The lower yards, excepting the 
 jigger, are square, the latter being 71 feet 6 inches. The total 
 .spread of canvas is 55,,S20 square feet. — ClcA-eland Marine 
 Record. 
 
 The British Shipentine Afghanistan. 
 
 It is not an easy matter to obtain a photograjih of a lar.ge 
 ship under full .sail. It is only upon the broad ocean that her 
 full canvas is ordinarily brought into play. It was at the be- 
 ginning of a voya,ge from the outer harbor of Boston that our 
 artist correspondent, H. T. Stebbins, happily succeeded in canie- 
 rizing the four-masted ship Afghanistan, and from his photo- 
 graph our engraving has been made. 
 
 The Afghanistan is a Kriti.sh ship, built in iSSS, of iron, 
 at Stockton-on-Tees, b}- Richard.son, Duck & Co. Her .gross 
 re.gi.ster is 2,2^6 tons. Length, 291 feet 2 inches. Beam, 42 
 feet I inch. Depth of hold, 24 feet 3 inches. She is pro\-ided 
 with steam hoi.sting a])])aratns and all the modern im])ro\-e- 
 ments. At present the shi]) is in Chinese waters. — Siienlific 
 .-\infrican . 
 
 R. P. Joy's Schooner Yacht Pilot. 
 
 This wooden racing schooner yacht was designed by 
 Richard P. Joy, of Detroit, Mich. Dimensions: Length over 
 all, 40 feet : load water line, 28 feet ; overhang, aft, 7 feet ; 
 forward, 5 feet: draught, 3 feet 8 inches; lea.st freeboard, 2 feet : 
 sheer, forward, 2 feet : aft, 8 inches ; displacement, fresh 
 water, 6]- tons; lead keel, 2^- tons; lateral plane, without 
 board, Si. 65 square feet ; with board, 97 square feet ; lower 
 canvas, 839 square feet. The Pilot was designed for a cruiser, 
 and has comfortable accommodations for six people. She has 
 proved herself a most seaworthy boat and a fast sailer in 
 several cruises on the Lakes. The hull is divided into five 
 water-tight compartments by four bulkheads, which greatly 
 reduces the danger of smking in case a hole is stove in the 
 boat. Her hull is of solid construction, the keel, stem and 
 stern post being of oak. The frames also are of oak, steam 
 bent. The planking is double, of pine, inside ]^ inch, laid 
 diagonally, outside .'4 inch. This type of boat is usually .slow 
 in .stays, as e\-idenced by the behavior of the Vigilant. To 
 
i4> 
 
 HOWELL'S STEAM VESSELS AXD ^LARIXE ENGINES. 
 
 Thk Fiiur-MasTed British Sti-.ki, Saiuxc, Suit Fai.i.s oi-" Kakn. P.uill liy RusscU ^S: Co., (rreenock, Scotland. 
 
 overcome this fault the deadwood lias been cut awa^- aft in 
 Pilot, and she is remarkably quick in coming about. The 
 center of effort is so figured that she is perfectly balanced with- 
 out the foresail or with the foresail alone, which is a great 
 convenience in case of a sudden squall, as she can immediately 
 be brought under shortened canvas without reefing. The 
 yacht was built by the Detroit Boat Works, being launched on 
 July 21, 1^9,^, just two months from the time her keel was 
 laid. The work of construction was very thoroughly done, 
 and the yacht has proved a credit to her clever designer and 
 owner, who, by the way, is one of the most enthusiastic friends 
 and advocates of American shipping. — Forest and Stream, N. Y. 
 
 Auxiliary Steam Yacht Utovvana. 
 
 Was built ill iSyi. by Neafie & \,^i\\\ Philadelphia, Pa., 
 for A\' W. Durant, New York, from plans of J. Fjeavor Webb, 
 
 Naval Architect and P^iigineer, of this cit}'. She is of steel. 
 Dimensions; i55..3feet long, 27. S feet beam and 16.5 feet deep. 
 Her motive power is a triple-e-N:]iansion engine, 10, 15 and 25 
 inches diameter of CA'linders Ijy 20 inches stroke, of about 340 
 indicated horse-power. Hackworth valve gear has been adopted. 
 She has one vScotch boiler of about io)'2 feet diameter Viv 9 feet 
 long, with two furnaces. 
 
 The Steel Schooner Yacht Lasca. 
 
 This centerboard yacht was built in 1892, bv Henry 
 Piepgras, City Island, N. Y., for John E. Brooks, New York, 
 from plans of A. Gary vSmitli. vSlie is 121 tons gro.ss, and iis 
 tons net. Length, 106 feet; beam, 2,^ feet; depth, ii.sfeet. 
 
The IjRitish Tkox ShippintinI'; Ai-ciiANrsTAN. — Ha\-iiig I'aiiiteil Torts, ol.l j\Iaii-of-A\'ar Style. 
 
 Thk BKrxisH ST)-;Kr, Shipkxtixe Cosmopoi.itax. 
 
15° 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 No I-'OKK OK :Mi/,/,1(X R(i\-AI, KOR Till'; BnVS To IJIOSK IJK FUKI. ON THIS vShip. 
 
HOWKI.L'S STKAM A'KSSIiLS AND MARII^]v EXGIXES. 
 
 151 
 
 ~^ 
 
 * It 
 
 mm ^.(K-ii'y/ :% 
 
 Bow Vncw OK AN Oi.o British vSHIl^ thi{ Calcutta, with Stuohinm; Sails Sht. 
 
152 
 
 HOWELL'S STEAM VESSELS AND .AL\RINE ENGINES. 
 
 American Cijitkr vShip Spartan Running Before a (Iale 
 
 Thji P.ritish Iron Cupper Ship Garfii;i.d. 
 
 Reefing Topsails. 
 
 Three hatul-spike raps on tlie forward lialrli, 
 
 A hoarse voice shouts down the fo'caslle dim, 
 Startling the sleepinir starboard watcli, 
 (.)ut of their hunks, their clothes to snatch. 
 With little thought of life or limb. 
 
 "All hands on deck ! d'ye hear the news? 
 
 Reef topsails all — 'tis the old man's word; 
 Tumble up, ne\'er mind jackets or shoes !" 
 Never a TTian wonld dare refuse, 
 
 When that stirriu;.; cry is heard. 
 
 The weather slirouds are like iron liars. 
 
 The leeward backstays curving out. 
 I<ike steely spear-points gleam the stars 
 From the "black sky flecked with feathery bars, 
 Bv the .storm-wind swerved about. 
 
 Across the bows, like a sheeted ghost, 
 Quivers a luminous cloud of spray. 
 Flooding the forward deck, and most 
 Of the waist; then, like a charging host, 
 It rolls to leeward away. 
 
 "Miz/.en topsail, clew up and furl; 
 
 Clew up your main course now with a will !" 
 The wheel goes down with a sudden whirl, 
 "Ease her, ease her, the good old .girl, 
 Don't let your head sails fill !" 
 
 "Ease off lee braces; round in on the weather; 
 Ease vour halyards; clew down, clew down; 
 Haul oul vour reef tackles, now together!" 
 Like an angrv bull against his tether, 
 Heave the folds of the topsails brown. 
 
 "Haul taut vour bnntlines, cheerly, men, now !" 
 The gale sweeps do\vn with a fiercer shriek. 
 
 .Shock after shock on the weather bow 
 
 Thunders the head sea, and below 
 Throbbing timbers groan and creak. 
 
 The topsail yards are down on the caps; 
 Her head lies up in the eyes of the bla.st; 
 
 The fiellving sails, with sudden slaps. 
 Swell out and angrily collapse. 
 
 Shaking the head of the springing mast. 
 
 Wilder and heavier comes the gale 
 
 Out of the heart of the Northern Sea; 
 And the phosphorescent gleamings pale 
 Surge u]) awash of the monkey rail 
 
 .Along our down-pressed lee. 
 
 "Lav aloft ! lav aloft, boys, and reef. 
 Don't let my starliolines be last," 
 Cries from the deck the sturdN' chief; 
 " 'Twill take a man of muscle and beef 
 To get tliose ear-rings passed." 
 
 Into the riguing, with a shout. 
 
 Our second and thinl mates foremost spring; 
 Crackles the ice on the ratlines stout. 
 As the leaders on the yards lay out. 
 
 And the footropes sway and swing. 
 
 On the weather end of the jumping vard, 
 
 One hand on the lift, and one beneath. 
 Grasping the cringle, and tugging hard, 
 Black Daii, our third, grim and scarred. 
 
 Clutches the ear-ring for life or death. 
 
 "Light ui) to windward," cries the mate, 
 .\s he rides the surging yard arm end. 
 And into the work we threw our weight. 
 Every man bound to emulate 
 
 The rush of the gale, and the sea's wild .send. 
 
 "Haul out to leeward," comes at last. 
 
 With a cheering from the fore and main; 
 "Knot your reef-points, and knot them fast;" 
 Weather and lee are the ear rings passed, 
 
 And over the yard we bend and strain, 
 
 "Lay down men, all; and now with a will, 
 vSwing oil your topsail halvards, ami sway; 
 Ea.se your braces and let her fill. 
 There's an hour below of the mid-watch still. 
 Haul taut _\-our bowlines — well all — belay !" 
 
 — U'alU'i- niitchcll. 
 
HDWKIJ/S STKAM \']{SS]^LS AND MARINF: ENGINES. 
 
 153 
 
 Sail Plan of RrcHARn P. Jo\-'s Scu<iiin-i.,r ^"\L■^T Prr.oT. 
 
 The STp;Kr, Schoonkk Yacht I.asca. 
 
 Auxiliary- Stkam Yacht Utowana. 
 
154 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 The French Schooner Yacht Velox. 
 
 Now that England and America's attention is once more 
 attracted to schooner yachts through the regattas for this kind 
 of vessel, it may be interesting to publish the plans of a thor- 
 oughly French >-acht which, although dating several years 
 back, gives no leeway to similar foreign yachts. Built in Havre 
 in 1875 by Augustin M. Normand, who obliged us with the 
 plans, the Velox .shows remarkable improvements and special 
 features, showing a great ad\-ance over foreign con.structions, 
 as these novel forms were only applied later to a number of 
 celebrated foreign }-achts in her wake. 'Mr. Che\-reux, in an 
 elaborate article, published in T/ie I'tT^/// of April 13, 1895, has, 
 moreover, brought out forcibly these characteristics which are 
 found in certain racing yachts recently built in England. The 
 outlines of the A'elox, a combination of tho.se then in u.se partly 
 in England and in America, call at first for stability of ballast 
 and for width of water line. The hull of the Velox is, there- 
 fore, in reality a conglomeration of two hulls brought together 
 
 b}' softened curves, a 
 broad hull with a weak 
 depth on the lines of 
 the celebrated Sappho 
 and under that upper 
 one another very nar- 
 row one, very high, 
 intended to receive the 
 ballast. The length of 
 the second receptacle 
 is so great, in propor- 
 tion to its width, that 
 its resistance is hardh' 
 more than the surface 
 friction, and, notwith- 
 standing the capacity, is such that it can accommodate in a low 
 draught, without injuring the stability or .solidity, all the bal- 
 last necessary. The center volume is placed at a slight distance 
 from the water line and the dLsplacement rather le.s.sened, .so 
 that the hight of the metacenter ( half center ) above the center 
 ( which is inversely proportionate of the displacement ) becomes 
 con.siderable. The metacenter is located i meter and 42 centi- 
 meters above the water line. This is of exceptional value for a 
 yacht having a great stability of weight. It will be .seen what 
 enormous distance from the center of gravity to the metacenter 
 could be po.s.sibly obtained if the total of the ballast was lead 
 and if the lower hull was consequently reduced. The low- 
 displacement in proportion to the volume of freeboard, allows 
 the ship to rise \'er>' easily with the wave, and the nautical 
 qualities are ver}' good indeed. The board lines are compo.sed 
 of two diagonal and one longitudinal line. The first, running 
 from front to rear, are only present in the center part. The 
 second, running in an oppo.site direction, covers the ends in 
 connection with a longitudinal outer layer. There are, there- 
 fore, three thicknes.ses of very thin woodwork in the middle 
 and only two at the ends. These layers, powerfully riveted, 
 form a surface as rigid as a metallic hull. It was also po.s.sible 
 to allow a considerable distance between frames which admitted 
 of a very light construction. Iron stanchions, in.serted into 
 the sides, bind the bridge and frame and prevent a deformation 
 of the tran.sver.sal lines. 
 
 The keel is very large ( 96 cm. ;, hanging free in the center 
 
 and supports a leaden keel. Tlie yacht is not at all intended 
 for racing, and, moreover, the proportion of lead in the total 
 make-up of the balla.st is exceptionally weak ( 25'- tons on S7 
 tons of total weight ). Yet the vessel carried very readily one 
 of the greatest expanses of canvas of any existing yacht. 
 Important modification would have been necessary if it was 
 intended to apply the same .system of outlines to a racing 
 vacht ; but it appears that the plan gi^•es a maximum of carr\-- 
 iiig power and stability, which is the intrinsic moti\'e power of 
 a .sailing vacht, as it conditions the quantity of canvas. The 
 A'elox is b>- her dimen.sions, qualities and beaut>' of shape 
 before all a high sea ve.s.sel and compares ad\-antageously with 
 the best English and American yachts of her type. Let us 
 quote by comparison now as to yachts of her kind, more recent 
 constructions, like the Ambassadress ; the fine schooner Con- 
 .stellation, by Burgess; Yampa ; Alcse : and in England, En- 
 chantress, Cetonia, Waterwitch, etc. Let us compare the \'elox 
 with the Coronet, which dates but from i,S,S6, and was built by 
 C. & R. Poillon, Brooklvn, N. Y. 
 
 
 VE 
 
 -ox. 
 
 COKONKT. 
 
 Total lentfth. 
 
 I -^8 feet 
 
 6 inches. 
 
 133 
 
 feet 
 
 Lentrth, load water line. 
 
 1 23 " 
 
 V 
 
 123 
 
 
 Beam, . 
 
 23 " 
 
 7'2 
 
 27 
 
 " 
 
 Drau^lit, 
 
 12 " 
 
 9V " 
 
 12 
 
 " 6 inches 
 
 Length of foremast, . 
 
 95 " 
 
 9 '2 
 
 91 
 
 
 " mainmast, 
 
 51 " 
 
 6-V " 
 
 36 
 
 
 " main boom, 
 
 69 " 
 
 2'i " 
 
 63 
 
 * ' 
 
 Ballast 
 
 87 tons. 
 
 126 tons. 
 
 Surface of canvas, , 
 
 1,146.58 
 
 yards. 
 
 923 
 
 1-5 yards. 
 
 Displacement, 
 
 249.20 
 
 tons. 
 
 277 
 
 tons. 
 
 Following is a key to the letters shown in the plan of the 
 interior of the Velox: A, owner's cabin ; B B, cabins; C, 
 toilet ; /?, hall ; F, saloon; G, dining-room; //, officers' mess; 
 /, captain's room ; //, bunks ; J/, buffets ; JV, pautry ; O, 
 second officer's cabin; z", lockers; (?, cook's cabin; 5', kitchen; 
 T, wash-room; f\ quartermaster's room; f^, mailroom. — /.c 
 Yacht, Paris. 
 
 A Pilot Boat for Fernandina, Fla. 
 
 A. Cary Smith designed this pilot boat, of the following 
 dimensions: Length over all, 93 feet; length on load water 
 line, 72 feet; beam, 20 feet; draught of water, lo feet 10 
 inches. This boat is a wide departure from the ordinary pilot 
 boat, but no more so than those the genius Geo. Steers used to 
 build compared to the boats of that day. It has been shown 
 that the modern yacht far outclasses her elder sisters in beating 
 to windward in a sea way, not only in sail carrying power, but 
 in getting over the water in.'tead of digging into it; and in 
 running in a bad sea the modern overhang is much superior to 
 the old short flat counter. 
 
 Anyone who has anchored in a tide sea ".stern to" 
 knows what it means when a sea strikes the short, flat counter 
 stern of the old type. The stern overhang has always been 
 held to be a great detriment in the judgment of seafaring men, 
 but this judgment was formed on the prevalent flat counter 
 stern, and when some years ago the owner of the steam yacht 
 Meteor consulted Mr. Smith about putting on a long overhang 
 on the .stern of that yacht, the idea was condemned bv all .sea- 
 men, but not with.standing this, Mr. Smith put a stern on that 
 measured 20 feet from the inner post. The captain of the boat, 
 on his return from a trip to the West Indies, gave his opinion 
 
HOWELI^'S STEAM VESSKI^S AND MARINE EN 
 
 GINES. 
 
 155 
 
 The Celehrathd Frrnch Schooner Yacht \'e;i,ox. 
 
156 
 
 HOWELL'S STEAM \'ESSELS AND MARINE ENGINES. 
 
 -I 
 
 Thk CklkhraTko I'Ki-:NeH Schoonkk Yacht \'kl().\. — Built by M. A. Norniaml, Havre. 
 
HOWKLI/S STKAM VKSSI-XS AND MARINE ENOINIiS. 
 
 157 
 
 Saii^ Plan ok a Mouern Pilot Boat. — Designed by A. Cary Smith, of New York, for Capt. T. B. Laserre, of Fernandina, Ida. 
 
 that she was a much better .sea boat than before, though he was 
 opposed to the project at first. The explanation was that with 
 the former short flat counter, the sea struck it with such force 
 as to loo.sen the oakum. With the new stern the blow was 
 received on a roundino- form that rafsed the boat without the 
 tremendous shock the old stern used to get. Again, the 
 schooner Itasca proved what the modern type of >-acht can do 
 at sea. It is a remarkable fact, that the old yachts rarely made 
 a fast run when the weather was bad. When the sea got up 
 they were obliged to "heave to," even though the wind might 
 be favorable. All the.se points have been given careful consid- 
 eration in the design of the ]''crnandina boat. First there is a 
 
 considerable drag to the keel and a good rake to the .stern post. 
 These features insure quick staying qualities. The mainmast 
 is placed in the same relative position as that of the Iroquois, 
 and as the center of buoyancy is in the same position, this boat 
 will also " lay to " with a main trysail. To insure .small head- 
 sails, the forefoot has been well cut away as head sails give 
 the most trouble at sea. The masts have considerable rake, as 
 it was not deemed advisable for .such a boat to carry runners as 
 yachts do. The fore topmast is very short compared to the 
 main topmast in order to carry a large jib topsail with the wind 
 free diu'ing siunmer weather, and a small one will be carried to 
 windward. 
 
i5« 
 
 HOWELL'S STEAM X'ESSELS AND MARINE ENGINES. 
 
 Thk Celkbkatku .Schooner Yacht America. 
 
 Thi; S^vEiiTSH R\ciNC, Schooner Yacht Sverihoe. 
 
 The Swedish Schooner Yacht Sveridge. 
 
 This remarkably fa.st schooner ^vas built at Essiiiger, 
 Sweden, by Carl A. Anderson, in 1S52. She bears a .strong 
 resemblance to the America, which she raced off the Isle of 
 Wight on Uctober 12 of that year, outsailing the former 
 for a long distance, Init finalh" lost the race b\- the breaking of 
 the jaws of her gaff. The general appearance of the two 
 boats is so .similar that we ma>" assume that the designer of 
 Svericl,ge has at least taken his inspiration from the American 
 pilot boats, which have retained the same .general type before 
 and for a time after America. The dimensions of vSveridge 
 were: Length o-\-cr all, 113 feet irj inches; load water line, 96 
 feet; beam, extreme, 25 feet S inches; load water line, 24 feet S 
 
 inches; draught, 11 feet S inches; displacement, 
 149.5; area, midsliip section, square feet, ro2. 
 
 The America. 
 
 long tons, 
 
 The schooner >-acht America was built in 1S51, by George 
 Steers, New York, for a s>'ndicate headed by John C. Stevens, 
 George L. Schu>-ler, and otliers. She was rigged precisely 
 like a pilot boat of that da)-, with a single jib, a lug 
 fore.sail, and no fore top.sail. She had neither jib boom, fore 
 topma.st nor fore boom. Dimensions of hull; Length on deck, 
 94 feet; on water line, 8,S feet; on keel, 82 feet; beam, 22 feet 
 d inches; depth of hold, 9 feet 3 inches; draught of water, 11 
 feet 6 inches. 
 
HOWEIJ/S vSTEAM VESSKLS AND MARINIv IvNCilNIiS. 
 
 159 
 
 CoMPOSiTK Schooner Yacht. — Designed ))y Fred. \V. Martin, Superintendent of the Racine (Wis. ) Yaclit and Boat Works. 
 
 A Combined Cruising and Racing Schooner. 
 
 Manton's Improved Windlass for Fishermen. 
 
 The drawings shown herewith represent a iO(j-foot schooner 
 vacht who.se dimensions are as follows : Length overall, 100 
 feet ; length, load water line, 65 feet ; beam, extreme, 20 feet ; 
 draught, extreme, 13 feet ; displacement, 6.S short tons. Sail 
 area : Mainsail, 2,472 square feet ; foresail, 1,224 square feet ; 
 .stay.sail, 624 square feet ; jib, 525 square feet ; total, 4,^45 
 feet. The vessel is designed as a combined cruising and racing 
 craft, and her interior will be fitted with two .staterooms, cap- 
 tain's room, large saloon with six folding berths, galley, and large 
 forecastle for crew. Her frame will be of compo.site con.struc- 
 tion, with .single plank below load water line and double plank 
 above. Decks of white pine laid f(.ire-and-aft for holystone 
 finish. All hatch coamings, companions, .skylight frames, and 
 everything above decks, will be of mahogany. The design is 
 from' the pen of Fred. W. Martin, of the Racine (Wi.sconsin) 
 Yacht and Boat Works. 
 
 The Five=Masted Schooner Gov. Ames. 
 
 This ve.s.sel was built in iS,S8 by Leavitt Storer, at Waldo- 
 boro, Maine, and is 265 feet in length overall, 50 feet beam,^ 
 and 21 feet 6 inches in depth of hold, drawing that draught of 
 water. She is of 1,700 tons measurement, and has a carrying 
 capacity of 3,000 tons of coal. She spreads 7.000 yards of 
 canvas.' Her owner is Capt. C. A. Davis, of Somerset, Ma.ss. 
 
 Up to 1 856 the mercantile marine of this country handled 
 their chains with a wooden windlass with three turns around 
 it, operated by a beam. The chain had to be overhauled for- 
 ward of the windlass before making port, and where the range 
 was uncertain or unknown, a vessel was liable to go ashore 
 before the matter could be rectified. Wooden pumps were in use, 
 and a modern steering wheel was a novelty. In 1856 James 
 Emerson brought out his iron windlass, which revolutionized 
 the old method. A vessel could anchor with any range, with 
 one or Itoth anchors, without previous arrangement, and one 
 or both anchors could be taken at once. Joseph P. Manton, 
 of Providence, R. I., has since brought out many real improve- 
 ments in this line, such as iron side bitts, improved deck pipes, 
 pump brake, windlasses, locking gear, taking anchor by 
 direct steam windlasses, also from donkey, etc. 
 
 To meet the requirements of the fishing fleet, a windlass has 
 been designed expressh' for them which is stronger than 
 an}' wooden windlass, and the anchor can be taken in one-half 
 the time. The drum for the rope cable, and wildcat for the 
 chain, are independent of each other. As the drum revolves 
 and is easily controlled by a friction band, the cable will la.st 
 much longer. In anchoring with the chain, it is only required 
 to shackle the chain to the anchor, and the whole range is 
 under control. 
 
 Some of the advantages that the new windlass possesses 
 are, that it can be unlocked when under strain, its operation is 
 
i6o 
 
 HOWl'JJ.'S STEAM \'ESSELS AXU \rARINE IvNGINES. 
 
 
 
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 immMWB^Basmih 
 
 KoliiMS 
 
 Sp*t,5 .•■ '■ 
 
 - -"S'i* •—■ - 
 
 -^■■i 
 
 
 SEraiP' 
 
 
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 ..-' ' ■ 
 
 
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 Im\-]':-Masti.,i. SchoonI'.k (;t)\-. AaUvS.— liuilt b^- I.r:i\il.l Stoivr, \\';il.loboro, I\rL\ 
 
 
 TnK Four-IMastkii \Vi>(jrip;N ScHnuNiiK Jui: II. Jvckson, Jk 
 
 'I'lII'. I'olk-MASTlMi W" l.,N SlII(Kix|.;r I-IaR(jI.]i[N1.. on Till'-, WAV 
 
HOWELL'S STKAM MISSELS AND MARINE ENGINES. 
 
 i6i 
 
 JM — ^IliluiiiiiJ 
 
 Thp; Manton Pathnt Fisherman's Windlass. 
 
 Providence Fishkr.ma.x's Windlass. — Built Ijy the American Ship Windlass Co. 
 
1 62 
 
 HOWPXL'S STEAM VESSELS AND MARINE ENGINES. 
 
 entirely noiseless, there being no pawls ; it is light, but strong, 
 and has a large range from speed to power, the change being 
 quickl}' made. 
 
 By its use the life of cables is largely increased, a saving 
 of some moment when their cost is considered. Special forms 
 are made for steam or for using soft-cored wire rope. 
 
 The Providence Fisherman's Windlass. 
 
 The need of a windlass especially adapted to the require- 
 ments of fi.shing schooners, engaged in the cod and halibut 
 fisheries, has long been felt. The Providence fi.sherman's 
 windla.ss, built by the American Ship Windla.ss Company, of 
 Providence, R. I., fills these requirements, as will be seen by 
 reference to the engraving. The port side of this windlass is 
 fitted with a wooden or iron barrel or drum to accommodate a 
 manilla cable of from six to ten inches or even a foot in cir- 
 cumference, enough room being left between the welps of the 
 windlass and the deck to allow the splices to pass clear at each 
 ICO fathoms length, when the hawser is swollen beyond its 
 natural size by being water-soaked. In this improved style 
 the barrel or body of the windlass revolves with the cable while 
 the latter is being paid out, and in this way prevents the 
 wear and tear of rope caused by the friction of coming in con- 
 tact with the sharp edges of the welps, which are bolted on the 
 windlass body. The Providence pump-brake fisherman's wind- 
 lass differs from, and is an improvement on, all other windlasses in 
 regard to the barrel revolving in the direction of the cable when 
 the anchor is let go. In this respect the manufacturers have 
 accomplished .something that was supposed to be impractical : 
 in fact, they have made an entirel}' new and original departure 
 to in the workings of a windlass for fi.shing vessels. In addition 
 the great saving in the wear and tear of the cable, brought about 
 by this improved method, it is estimated that 500 fathoms of ma- 
 nilla cable, costing onedollar per fathom, will last at least half as 
 long again by using the Providence windlass. In handling the 
 anchors they can be weighed in half the time formerly occupied, 
 as the windlass runs perfectly true and without any lost motion. 
 The anchor can be dropped instantlj', and after touching 
 bottom the hawser will run out without any overhauling. The 
 speed can be regulated by a hand at the brake. Three or 
 four or even five turns of the hawser may be put round the 
 windlass, so that in heaving the cable in, only one man is needed 
 abaft the windlass to coil it away. In paying out the cable, 
 this barrel revolves the same as a fi,shing reel, but is entirely 
 under control of the man at the wheel or lever. The speed of 
 either the cable or chain in running out over the " wild cat " 
 on starboard side or the revolving drum on port side, is con- 
 trolled by the friction band, which is actuated either by a lever 
 or a small hand wheel, with or without spokes ; that is, if 
 there is not room enough between the windlass and traveller 
 boom to allow of a bar being used. The port side of this 
 windlass can be worked independent of the starboard side, and 
 vice versa, or both sides may be entirely disconnected from the 
 main shaft which runs through from end to end, thus turning 
 the windlass into a powerful winch, and leaving the ends free 
 and clear for warping or hoi.sting purposes. The levers 
 attached to the driving ratchet wheel are so arranged that they 
 may be brought into the center of the working beam, thus 
 procuring a double purchase for breaking out the anchor, after 
 
 which they can be slid out to the ends of the beam, giving a 
 quick speed again for running the anchor up to the hawse pipe. 
 On the starboard side the windlass is fitted with a wild cat or 
 iron grabwheel, to take one inch chain (or any .size desired), 
 which will run from the chain locker on deck under an iron 
 roller or pulley, placed abaft the windlass and over the wild 
 cat, instead of having it come up from the locker below, 
 directly under the windlass, as is the case on board of coa.sters 
 and large vessels. The two iron pawls have an attachment 
 by which they may be kept raised while the slack of 
 the cable is being hove in, thereby making the windla.ss as 
 noiseless as a silent-running sewing machine. This noiseless 
 plan might be highly appreciated by the New England fi.sher- 
 men, who now stand in mortal dread of being pounced upon 
 by a Dominion cruiser early in the morning, through making 
 such a clatter "heaving short" before dawn. In heaving up 
 an anchor with this improved windlass, only one side need be 
 used, thus saving the power expended on the old type of 
 wooden windlass in heaving round the dead weight of the side 
 not in use, and it also saves the time used in trycing up the 
 chain on the starboard side. The arrangement of two iron 
 pawls and one ratchet wheel accomplishes more than the old- 
 fashioned windlass did with two wheels, besides giving a much 
 stronger, more compact and convenient machine without any 
 lost motion. The clamps on the new style windlass are made 
 of heavy gun iron and the pawls of best forged Norway iron, 
 so strong that they are capable of outlasting the vessel in all 
 cases. This improved plan of handling ground tackle by means 
 of the patent fi.sherman's windla.ss inu.st .steadily gain in favor 
 with vessel owners and builders, as it is exceedingly valuable 
 for the ease and rapidity of coming to an anchor and getting 
 under weigh. The most important point gained by this inven- 
 
 HowEr-,i.'s .Sei,f-AcTinc. Rinc, Bi 
 
HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 163 
 
 tion is the saving in dollars and cents to the user of this im- 
 proved windlass. Hawsers lasting a year, worked over tlie old 
 wmdlass, will last at least eighteen months or two years on the 
 one here represented, to say nothing of the time and labor 
 saved by its use. The attention of owners and masters of our 
 New England fishing fleet is especially invited to the foregoing. 
 For descriptive catalogue address Frank S. Manton, Agent, 
 Providence, R. I. 
 
 Note.— The improved Providence fisherman's windlass, as 
 now budt by the American Ship Windlass Co. , differs slightly 
 from that shown. The barrel, for one thing, being very much 
 larger than that illustrated above. 
 
 Howell's Automatic Wave Lubricating Life Buoy. 
 
 _ The device consists of a ring Ijuoy in the inner circle of 
 which is placed a rubber tube, about one inch in diameter, 
 which is filled with oil. Tliree or four inches from the ends of 
 
 the tube there is inserted a 
 light brass tube, small enough 
 to fit snugly into the rubber, 
 thus forming a tight joint. On 
 either side of the brass tube 
 there is fitted a brass rose ( sim- 
 ilar to that on a sprinkling can 
 or watering pot ) , \vliich is 
 soldered to the former. There 
 is also fitted a brass cap which 
 is screwed into the metal tube, 
 to Ije used for filling the rubber 
 pipe with oil. When the 
 buo\- is hung at the stern 
 or on the vessels' quarters, 
 the oil cannot escape, but the moment the buo}- is cut loose and 
 thrown overboard, the oil automatically and instantaneously 
 
 commences to leak out of the ro.ses, no matter which side of 
 the buoy strikes the water. The most important feature of 
 this in\'ention is that a man may be seen, or rather, the smooth 
 patch of water where he is may be kept in sight by those on 
 board his vessel, even though she has run a couple of miles 
 away before being brought up into the wind and hove to. 
 Many men are drowned after falling overboard because the 
 peo])le on tlie ship lo.se .sight of them before a boat can 1)e 
 lowered, but this simple and ingenious device proves an anti- 
 dote to the turmoil going on all around, and provides an 
 artificial mill pond, so to .speak, where the mariner may float 
 in safety until he is picked up. This device is the invention 
 of G. Foster Howell, of the Americaji Shipbuilder, but is 
 owned and manufactured by D. Kahnweiler, 437 Pearl Street, 
 New York. 
 
 Captain William Tumbridge. 
 
 Captain William Tumbridge, the proprietor of the Hotel 
 St. George, of Brookhn, N. Y., is a man " with a record," and 
 that a most eventful and honorable one. He went to .sea at 
 thirteen years of age; at eighteen was mate of the ship 
 Veteran, of Li^'crpool, and at twenty-one was a member of the 
 American vShipmasters' Association. He was in the Federal 
 Xav\' during the War of the Rebellion, and was one of the 
 landing party which made the feint, drawing the fire of Fort 
 Fi.sher, while the real attack was in the rear of the fort. In 
 iSyS he conmianded the clipper ship vSpartan, which made the 
 pas.sage from New York to Havre in eighteen daj's ( extraor- 
 dinary time for a .sailing vessel), and three years afterward, 
 as captain of the steamship Borrowdale, he reached the head 
 of the Gulf of Bothnia, in latitude 66°, the mo.st northern 
 point in the gulf ever attained by a steamship of that size 
 until that time. 
 
 Anchor and Cabi,e. 
 
164 
 
 HOWELL'S STEAM VESSELS AXD MARINE ENGINES. 
 
 Thp; Star-Spangi,ei) Bannkr. 
 
 
 
 In thp: Ddi.drums. A Shii' Becai.micd. 
 
HOWEIvL'S STEAM VEvSSELS AND MARINE ENGINES. 
 
 165 
 
 ' Oi<D Gi.oRY " — Thk Ambkican Ensign. 
 
 The United St.^tes Fkigati; Constitution — " Oi.i) Ironsiues." 
 
 The Unitij) .States Man-iu'-AVar Kears.vrc.e. 
 
1 66 
 
 HOWELL'S STEAM VESSELS AND MARINE ENGINES. 
 
 Thh AiiRRicAN Ship Governor Goodwtn, 
 
 The Frexch Four-Masted vShip Un 
 
^'"SsSr- 
 
 Tacking Ship Off Shore. 
 
 Tacking Ship off Shore. 
 
 The weather leech of the topsail shivers ; 
 
 The bowlines strain and the lee shrouds slacken ; 
 The braces are taut and the lithe boom quivers, 
 
 As the waves with the coming squall-cloud blacken. 
 
 Open one point on the weather bow, 
 
 Is the lighthouse tall on Fire Island Head ; 
 
 There's a shade of doubt on the Captain's brow, 
 And the pilot watches the heaving lead. 
 
 I stand at the wheel, and with eager eye 
 
 To sea and to sky and to shore I gaze, 
 Till the muttered order of " Full and by '' 
 
 Is suddenh- changed to " Full for stays!" 
 
 The ship bends lower before the breeze. 
 As her broadside fair to the blast she la3's, 
 
 And she swifter springs to the rising seas 
 As pilot calls " Stand by for stays ! " 
 
 It is silence all, as each in his place. 
 
 With the gathered coil in his hardened hands, 
 
 By tack and bowline, by sheet and brace. 
 Waiting the watchword, impatient stands. 
 
 And the light on Fire Island Head draws near. 
 
 As trumpet-winged the pilot's shout 
 From his post on the bowsprit's heel I hear. 
 
 With the welcome call of " Ready, about '. " 
 
 No time to spare ; 'tis touch and go, 
 
 And the Captain growls, " Down helm ! hard down 1 " 
 As ni}' weight on the whirling spokes I throw. 
 
 While heaven grows black with the storm-cloud s frown. 
 
 High o'er the knightheads flies the spray, 
 
 As we meet the shock of the plunging sea. 
 And my shoulder stiff to the wheel I lay. 
 As I answer, " Aye, aj'e, sir, hard a-lee ! " 
 
 With the swerving leap of a startled steed 
 The ship flies fast in the eye of the wind, 
 
 The dangerous shoals on the lee recede. 
 
 And the headland white we have left behind. 
 
 The topsails flutter, the jibs collapse, 
 
 And belly and tug at the groaning cleats, 
 
 The spanker slaps, and the mainsail flaps. 
 
 And thunders the order, " Tacks and sheets ! " 
 
 'Mid the rattle of blocks and the tramp of the crew. 
 Hisses the rain of the rushing squall, 
 
 The sails are aback from clew to clew, 
 
 And now is the moment for " Mainsail haul ! " 
 
 And the heavy yards, like a baby's toy, 
 By fifty strong arms are swiftU' swung ; 
 
 She holds her way, and I look with joy. 
 
 For the first white spra}' o'er the bulwarks flung. 
 
 ■ Let go and haul ! " 'Tis the last command. 
 And the headsails fill to the blast once more. 
 Astern and to leeward lies the land, 
 
 With its breakers white on the shingly shore. 
 
 What matters the reef or the rain or the squall, 
 
 I steadv the helm for the open sea ; 
 The first mate clamors " Belay there all," 
 
 And the Captain's breath once more comes free. 
 
 And so offshore let the good ship fly. 
 Little care I how the gusts may blow ; 
 
 In my fo'castle bunk in a jacket dry, 
 Eight bells have struck and my watch is below. 
 
' LiKi-; A I'ArxThu Ship on a Paintkh Ocean. 
 
 ' Tkihii ami Tki I-. ' 
 
 Sanuv Hook Pilot Bcjat James l'. Loubat. 
 
H()\\'i<;li;s sti'.am a'I'.ssi'.ls and marinI', rnginks. 
 
 169 
 
 % 
 
 .^--./■.' .. <- 
 
 / 
 
 y 
 
 'iMia 
 
 WlI.I.lAlI LKAMI'. 
 
 WiLUAM II. Webb. 
 
II()\\'KLi;S STEAM A'KSSELS AND MARINK ]';Nt'TlNES. 
 
 Ji:iHN KiiACit. — I'.iiru oil Cliri^Uii.is Day, iSrv Iiit-il, Jami:ir\- m, 1SS7. 
 
HOWELL'S STliAM VESSELS AND MARIXI' ENGINJvS. 
 
 171 
 
 Chari^ks ii. Cramp. 
 
172 
 
 HOWELL'S STEAM X'ESSELS AND MARINE ENGINES. 
 
 J. C. Hl'.XDI-.RSON. 
 
HOWELL'S STEAM VESSELS AND MARIN]' I'NCUNICS. 
 
 173 
 
 .^' 
 
 ,-'»^„ 
 
 GKf'RC.Ii ^^'. MKLVII.I.E. 
 
 Ci.EMKN'T A. GRISCOM 
 
 Irving M. Scott. 
 
174 
 
 HOWELL'S STEAM \-ESSELS AND MARINE ENGINES. 
 
 *s. 
 
 Capt. Crho. L. NoK-i'dX. 
 
 (',i{i). W. DiCKTh 
 
loW'I'LL'S STEAM \'KSSI'LS AND MARINT'. KNrUNKS. 
 
 175 
 
 John W. Ci:irj.iNS. 
 
 W. T. Svi,\-KN. 
 
 Horace biis. 
 
 W. H. lACoUHS. 
 
' :»■- 
 
 :.ji# 
 
 Gi'.oKi;,E V. Si.<j \'[-. 
 
 CHAS. I). SIOSHEK. 
 
 ^ 
 
 '■^^Sf ^PRi 
 
 
 E. Pl.ATT STkATTd.X. 
 
 So^^MKKs X. Smith. 
 
IK) 
 
 \\'Ta,l,'S STKA]\I VI<:SSKI,S ANT) MAKINK P:Xf;iNES, 
 
 177 
 
 Prof. W. l\ Dukanh. 
 
 John Haug. 
 
 Chas. R. HANSClOt, 
 
 I'rank B. KiNi. 
 
178 
 
 H()\\'I-,IJ/S STKAM \'E8SI£T.S AND MARINl': KXGINICS- 
 
 ■^Sftl-: 
 
 ll\RWIX \lAt\", 
 
 IIliNKN" Ki IXCIV KN-. 
 
HOWELL'S STEAM \'].;sSI';LS AND MARINE ENGLXES 
 
 179 
 
 RlCITARD P. JO\-. 
 
 C'HA.S. B. ailLI^KR. 
 
 Char^ks Ward. 
 
 E. E. Roberts. 
 
I So 
 
 HUWHLL'S STEAM X'ESSELS AND MARINE ENGINlvS. 
 
 y 
 
 CH\Rr.ns K. H\'iii:. 
 
 Si XI \,\\ I; Si'i \i<'i'. 
 
 'n 
 
 % 
 
 HiJLlEKT CAXFri.I., 
 
 vSamuei, J. L'r.AkK]... 
 
HOWULL'S STEAM \'ESSKLS AND MARINE 1{X(-,E\ES. 
 
 i8i 
 
 ^ ^ <^\ 
 
 Ja^iKS S. Dokan. 
 
 r;i';("jRi',iv Ci.AKKi.. 
 
I82 
 
 HOWELL'S STKAM \ KSSHLS AND MARIXL HNGINKS^ 
 
 (VrS'l' W" I III, I, MANN. 
 
 V?fc 
 
 JijHN H. DiALOGUF. 
 
 T. Jackson Shaw. 
 
HOWKLL'S STUAM X'KSSia.S ANT) MA 
 
 RINK I'.NfUNKS. 
 
 iR.^ 
 
 James DKi{nr;i.:, ni. Mkssrs Maw S; Drhik'.K, Enfrous Lontion " Kncineering. 
 
f 
 
 L'aI'T. I. J. IMkkritt. 
 
 CapT. Wji. Tuiibrid(_,k, 
 
 Pin 1,11' lliciiiii M< 
 
BOOKS OF REFERENCE 
 
 ON-ts-- 
 
 MARINE ENGINEERING. 
 
 -;« 
 
 fm»f 
 
 Marine Propellers. 
 
 By Sydney W. Barnaby. 115 pa.tces, _^9 illustrations 
 
 and 6 foldint; plates, Svo., clotli $4.25 
 
 Screw Propellers and Marine Propulsion. 
 
 B\- I. McKini Chase. 230 pa^es, illustrated, Svo., cloth 3. 00 
 
 The Boilermakers' and Iron Shipbuilders' Com- 
 panion ; comprising a series of original and 
 carefully calculated Tables. 
 
 By James I'oden. 4th edition, 222 pa_t;es, illustrated, 
 
 r2nio., cloth 2.00 
 
 Steamships and their Machinery from First to Last. 
 
 By J. W. C. Haldane, C.E. 532 pages, with foldinj,' 
 
 plates, illustrations and plans, .Svo., cloth 6.00 
 
 The Progress of Marine Engineering from the 
 time of Watt until the present Day. 
 
 ByT.Main, M.E. 24Spaf^es, 67 illustrations, j2nio., cloth 3. 00 
 
 Steam Yachts and Launches ; their Manage- 
 ment and Making. 
 
 By C. P. Kunhardt. 267 pages, i6oillu.strations, Svo. .cloth 3.00 
 
 Submarine Boats. 
 
 Bv G. W. Hovgaard. 9.S pages, 12 illustrations, and 
 
 two large folding plates, i2mo., cloth 2.00 
 
 The Marine Transport of Petroleum. A Book 
 for the use of Shipowners, Shipbuilders, Mer- 
 chant Captains and Oflficers of Petroleum- 
 Carrying Vessels. 
 
 By G. H. Little. 251 pages, 66 illustrations, i2nio., cloth 3. 50 
 
 Drawing of a Triple-Expansion Engine and the 
 Pipe Arrangements. 
 
 On 2 sheets, each 40x25 inches, with index to Engine 
 
 and Pipes, in cloth case '-50 
 
 Breakdowns at Sea, and how to Repair them. 
 
 By A. Richie I.eask. 252 pages, 89 illu.strations, 
 
 r2mo., clotli ■ 2.00 
 
 Electric Lighting for Marine Engineers ; or, 
 how to light a ship by the Electric Light, 
 and how to keep the apparatus in order. 
 
 By Sydney F. Walker, M.I.E.E. 293 pages, 134 illus- 
 trations, i2mo., cloth. $2.00 
 
 Useful Hints to Sea-going Engineers ; and how 
 to Repair and avoid breakdowns. 
 
 By W. H. Thorn. 203 pages, 36 illustrations and four 
 
 folding plates, r2mo., cloth 1.40 
 
 Practical Advice for Marine Engineers. 
 
 By Chas. W. Roberts, M.E. 150 l).ages, 64 illustra- 
 tions, i2nio., cloth 1.00 
 
 Modern American Marine Engines, Boilers and 
 Screw Propellers ; their Design and Con- 
 struction. 
 
 By Emory EdA\ards. 146 pages, illustrated, quarto, 
 
 cloth 5.00 
 
 Theoretical and Practical Ammonia Refriger- 
 ation. A work of Reference for Engineers 
 and others employed in the management of 
 Ice and Refrigeration Machinery. 
 
 Bv I. I. Redwood, 
 'cloth 
 
 146 pages, 15 illustrations, i6mo.. 
 
 A Manual of Marine Engineering ; comprising 
 the Designing, Construction and Working of 
 Marine Machinery. 
 
 By A. E. Seaton. 5S5 pages, 147 illustrations and two 
 folding plates, with numerous tables, Svo., cloth 
 
 Reed's Engineers' Handbook of the Board of 
 Trade Examinations for Certificates of Com- 
 petency as First and Second-class Engineers. 
 
 By W. H. Thorn. In 2 vols: vol. I — text, 662 pages, 
 344 illustrations, Svo., cloth; vol. II — 36 large 
 
 6.00 
 
 folding plates, com])lete 
 
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 Publishers of Books relating to Civil, Mechanical, Electrical, Mining and Marine Engineering, 
 
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 Try our Sketching Paper. Send for sample. 
 
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 BUILDER OF 
 
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 MARINE ENGINES. 
 
 PROPELLER WHEELS A SPECIALTY, 
 
 384 AND 385 SOUTH STREET. 
 NEW YORK. 
 
 DAVID L. BRADLEY. 
 
 G. FOSTER HOWELL. 
 
 JO H E ^-^ 
 
 AMERICAN SHIFBIILDER, 
 
 A Weekly Journal of Naval Architecture, Marine Enjj^ineering, 
 Commerce, Steam Navigation, Etc. 
 
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