§ohut pttrjj Mhm^tm ^ ^ift to 1903 Cornell University Library /M615 .m2 1S37 !k treatlBe of navio^ation bv st^^^^^^ olin 3 1924 030 903 029 Overs The original of this book is in the Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924030903029 A treatise: NAVIGATION BY STEAM; COMPRISIITG A HISTORY OF THE STEAM ENGINE, AND AN ESSAY TOWARDS A SYSTEM THE NAVAL TACTICS PECULIAK TO STEAM NAtlGATiON, AS APPLICABLE BOTH TO COMMERCE AND MARITIME WARFARE. ILLUSTRATED WITH PLATES. SIR JOHN ROSS, C.B., K.C.S., K.S.A., &c. 'a: CAPTAIN OP THE KOTTAL NATY. SECOND EDITION. LONDON : JOHN WEALE, ARCHITECTURAL LIBRARY, No. 59, HIGH HOLBORN. 1837. ADVEBTISEMENT SECOND EDITION. Since the publication of the first edition of this Work, the attention of those - interested in Steam Navigation has been directed to the improvement of the boilers and paddle-wheels — in the former, several methods have been introduced to prevent explosion, which generally takes place from the generation of g.as, and not ixovasteam, and it appears that the safety valves invented by Mr. Douglas, of Glasgow, are the most effectual, and certainly prove that high pressure or expansive steam, may be used With safety; without the use of which, we may despair of establishing such a communication with America by steam, as would be beneficial to the speculator, it being notorious that the steam vessel employed to make such a voyage, would, have on her passage out, constantly to encovinter strong westerly gales, with a heavy sea, in which low pressure steam must be used to great disadvantage, as the steam must blow off to waste* unless the paddle-wheels make their evolutions within sufficient time to expend all that has been generated ; whereas, in expansive steam the pressure or power of the steam can be kept up, whatever, be * (lie resistance, or however slow the paddles are constrained to revolve, by the effects of contrary wind and sea. It has been advanced by some, that the best and cheapest method of im- proving the! paddle-wheels is to extend their dimensions horizontally to half the breadth of the hull of the vessel; and this, indeed, .may hqld good in rivers and in ^paooth water ; for there can be no doubt that too much stress is laid on what is termed back-water, or the "raising and depressing action of the common wheel, at entering and leaving the water, — which, if the vessel is going above five miles per hour, is quite inconsiderable, when due allowance is made in the calculation for her velocity, — ^but, if going at the rate of only two or three miles, it then becomes of importance, and it is on this account that Morgan's improved paddle-wheels have been recommended and praised, by those officers of His Majesty's ships who have reported on them. The objections to the use of these ( ii ) wheels are, however, forniidable : the first is the expense, their f^time cost being three times that of the common paddle-wheels, while their duration is only one- third of the time ; and it being, therefore, probable that the machinery would re- quire to be repaired during the passage, the time lost might be equal to what had been gained by its superior actioh on the voyage above mentioned. It is evident that the extended paddle-wheel first alluded to would not be effectual in a heavy sea, where the rolling of the vessel is considerable ; as the extremities of the paddles would on the one side be completely out of the water, while the opposite were immerged at a depth which must necessarily iihpfede her velocity : hence it arises, that the most suitable paddle-wheel fpr such a service would be that which was the least liable to be rolled out, and the nar- rowest, or the least extended from the vessel's sides, and as much as possible without causing back-water ; it has appeared to me that those invented by Mr. Eobertson, of Liverpool, which enter and ris^e at the anglfe of 45°, possess all the qualities which I have mentioned ; and I would recommend that those who speculate on a steam communication with America should give them a fair trial. These paddle-wheels were fitted first to the Victory discovery ship, in 1828,' and on her passage from Liverpool to London, notwithstanding the vessel was loaded so as to bring the axle of the wheel of the paddle within one foot of the water-line, she actually gained on her sister vessel, the Ha,rriet, which used for- merly to heather; and she performed the voyage in less than four days, in- cluding her detention at several places ; — ^but subsequently they had not a fair trial, owing to the failure of the engine. The floats of these wheels being diagonal, or fitted to the frame at an angle of 45°, enter the water without the splash which a vertical float makes, and, both in entering and rising throw off the water, instead of compressing and lifting it, and by irrimergiKfg to such a depth that they cannot be rolled out by the motion of the ship, without any loss of power, makes the action- of the engine more steady; while, by meeting with more resistance at its deepest point of evolution, it must have the effect of pro- pelling the ship faster. Mr. Eobertson has included in his patent a very ingenioiis invention for closin^'to floats to the side of the ship, so as to make a lee-board^ but as this will be subject to the same objections as Morgan's, I cannot recommend it. ( iii ) -In its application to steam navigation, Mr. Robertson's has a decided advantage (pages 88, 89). When in a strong gale, and when the ship will lie with three or four points of her course, with the/bre-and-q/i saais full, the lee paddle, from its diagonal construction, and being then deeply immersed, will have a surprising effect in keep- ing the ship to windward ; and on a passage to 4-™^6rica, sails ought always to be used when blowing hard, if the direction of the wind is two or three points on either side of the course, — as the ship will then make, with sails and steam jointly, a course within one or two points of the true one, with such increased velocity, compared to what she would with her sails down, and propelling exactly on her course, (that is, with the wind two or three B,oints on the bow,) that sjie would even- tually gain or make more progress than when steam only was employed. To insure success in commimicating with America by steam, it is absolutely-neces- sary that the ship shoidd be fully larger than any steam ship which has been as yet constructed — ^because, in the first place, it will be found that the larger the ship is, the more room she must have in proportion for fuel and cargo, especially when expansive steam is employed ; and, secondly, because her motion in a heavy sea will neither be so often nor so greatly felt in crossing the Atlantic ocean. The dead weight should as much as possible be kept from the bow and stern ; her lower masts should be taunt, and rake very much aft, which will materially ease the pitching motion ; and she should have a suit of fore^md-aft sails, made of the strongest canvas. With these precautions, it will probably not be found once in twenty voyages necessary to call for fuel (as proposed by Dr. Lardner) at the Western Isles ; nor do I think it will be found necessary to make the last point of departure to be Ireland, but Liverpool or Bristol. The fuel should, of course, be of the best ; and the stokers, or men employed at the fires, should be well paid and experienced men ; and a premium should be given to those who keep up the steam to a certain pressure with the least fuel. The boilers should be so constructed, that the deposit of salt could be drawn off at pleasure, as those in the Scotch steam vessels ; and lastly, some pecuniary encouragement should be held out to the engineers and stokers, for the performance of the passage out within a limited time. CONTENTS. Introduction CHAPTER I. ON THE STEAM ENGINE. Object of the Treatise — Progress of the Steam Engine— great alteration in Naval Tactics — Comparative Advantages — Principles and Power of the Steam Engine — ^Marquis of Worcester — Captain Savary— description of his Engine — ^Trial Cocks and Safety Valves — Newcomen's Engine — Beighton's Engine Engine Boilers — Watt's Single Engine — his Double acting Engine — of Steam Valves, Parallel Motions, and other Appendages to the Engine — Engines of Hornblower, Trevethick, and Woolfe — Messrs. Maudslay and Go's. Ship Engine -------_ ._ CHAPTER n. STEAM SHIPS AND VESSELS. Various Classes — variety in Construction — Plan of fortifying the Paddle Wheels — Dimensions of the Town of Drogheda steam vessel — most approved con- struction of the Bow— necessary additions — MjIsts, Yards, and Rigging — respecting the Masts and Yards — compared to Sailing Vessels' Masts — The Rigging Peculiar to a Steam Ship — theiv proportion compared to Sailing Ships — Advantages — the constructing of Steam Vessels as auxiliaries to ships of war — their importance — Steam Vessels for the Defence of the Coast — can be made proof .against shot — Steam Vessels for the protection of Trade — East India Company — Steam Vessels for mercantile purposes — Armament — Placing the Engines- — disadvantage of the Waggon Boiler . - _ ( vi ) CHAPTER III. TACTICS PECULIAR TO STEAM NAVIGATION. PAGE. The Commander— tbe Engineer, Crew, Officers, Anchoring— ditto in a Tidesway — in a Storm — ^in a Caini — ^Underway — ^Light Breeze — ditto abaft the Beam — ditto before tbe Wind — a Gale — on tbe quarter — before it — Lying to in a Gale — Head way — Stern way — being on shore — taken aback — assisting Ships in distress — ^in cases of fire — Boats — Accidents to Boats, &c. - - 82 CHAPTER IV. NAVAL WARFARE. Steam Vessels as auxiliaries to Men of War — Chasing— Action — as Men of War — flotillas — ^^singly— various manoeuvres and evolutions — modes of attack — ■ defence — forming the line — order of sailing, &c. - ... - 107 CHAPTER V. CONVOYS AND COMMERCE BY STEAM SHIPS. Comparative advantages of Steam and Sailing Vessels— their size — of taking Vessels in tow — keeping the Convoy within its limits — Capture — Re-capture — Fuel — method of supplying it at sea in long voyages - 119 CHAPTER VI. DEFENCE OF THE NATTION BY STEAM SHIPS. Parts of the Coast requiring it most — ^Nature of the Vessels for that Service — Harbours necessary for them — great advantage in that mode of defence— se<;urity greater — obstacles to invasion, &c. - - - - - - 129 ( vii ) CHAPTER VII. RULES AND REGULATIONS. PAGE. Importance of establishing Regulations — Causes of Accidents — Remedy — Proposed Rules and Regulations — by day — ^by night— fog — necessity of inspection- Tables of Dimensions — Tables of the Crews and Equipment - - - 137 CHAPTER VIII. On the recent Improvements ' in the Steam Engine by Gumey, Perkins, &c.»- Conclusion of the subject^List of Works on the Steam Engine - - 149 CHAPTER IX. Royal Clarence Sextant, for measuring the exact distance of an object in view- Tables to be used with a common Sextant — and correction— improvements, &c. 175 APPENDIX. Chronological Account of Discoveries and Improvements on the Steam Engine — including Patents— with Remarks on their application to Maritime Purposes Parliamentary Evidence, with remarks on it — Abstract of an Act of Parliament Index, &c. ------------l INTRODUCTION. In the late war which desolated Europe for twenty-three years, events took place which raised the glory and renown of the British Navy so decidedly above all other nations, that it was considered a settled, point, and a generally acknowledged fact, that the " Wooden Walls of Old England," were alone a sufficient protection to her shores, from foreign invasion. Her fleets were no sooner laid up dismantled in her harbours, and those officers who had hitherto been actively employed in offensive and defensive warfare, doomed to spend the remainder of their days in contemplation of the past, than their minds were naturally turned towards the various scenes they had witnessed, and in " fighting their battles o'er again," they reviewed the peculiarities of every action, and being natu- turally led to reason and reflect on the importance of the subject, in the event of a renewal of hostilities, and with a most patriotic and laudable desire to improve the young and aspiring officers, who are expected to maintain the glory, and ensure the future safety of the nation, they felt it a duty incumbent on them to publish those facts and opinions which had been so fully established by talent and experience; thus affording advan- tages to the rising generation of officers, which would bring them at once to a knowledge of the profession, which, without those, could not have been obtained in years of practice. Among these, I may mention the works of Admiral Pender on " Seamanship," Captain Griffith's " Practical A ( X ) Hints," and Admiral Ekitfs "Naval Battles," &c.; the two former giving a complete system and view of seamanship, and deciding point's in the profession which were even doubtful among experienced officers, and often subjects of controversy on which the sailor could not make up his mind during the course of an active life ; and the latter, giving an insight into the higher branches of the profession, which would have been inva- luable to most of those captains who commanded ships of the line during the war. Had no alteration taken place in naval tactics or warfere, these would have remained standard volumes in the hbrary of every naval officer. Navigation in general, has however undergone so complete a revolu- tion by the introduction of the steam engine, as to render its theory and practice no longer the same, and, consequently, the able works alluded to, are no longer of that importance which were at first attached to them ; the change which has taken place, is however still more applicable to naval warfare, than to commqrcia.1 or mercantile purposejSi^ and we trust that this fact has not been oyerlooked by those whose duty it is to wateh over and defend our co^ntry. There is, indeed, abundant reason to believe, that it is fully felt, not only by the government itself, but by eyeiy naval officer who has bestowed the slightest attention on the subject ; while, if it be true, as. is generally understood, that our rivals aiud ejjemies are turning their attention very particularly to this object, it is the more incumbent on us to see that no time is lost by ourselves, in taking such steps as may insure us that con- tinued superiority at sea on which our very existence depends. It is for the purpose of hastening the general attention to this most vital subject, that the present work has been undertaken ; imperfect as it needs must be, where every thing is entirely new, and we have as yet no experience to guide us. Such as it is, pretending to no more than a bare sketch, of what time and practice must hereafter fill up, it will at least ( xi ) serve to call the thoughts and labours of other ofl&cers to the same sub- ject, while I may occupy a few pages of introduction on some general remarks on tiie most leading points connected with a system of offensive and defensive Steam Navigation. The first remark is, that such a system will require a great numerical increase of officers, in the event of a future war, proportioned to that of the men j whether the object be merely the protection of our commerce, or a national defence against invasion and active offensive warfare. Such officers, must also be educated with the knoAvledge, not only of Steam Navigation, and of the conStrtiction and management of Steam Vessels, but of the very machinery and principles of the engine itself, without which they will rarely be efficient for their duties; much as the adequate management of a ship of this nature depends on an intimate knowledge of its moving power, and highly necessary as it is that they who ccftimand should be able to direct and contrOul every thing. It is indeed plain, that if it is necessary that a good officer should be intimate with every thing that appertains to the construction and guidance of a ship on the present system, so that he may direct every thing and depend on no one, not less is it indispensible that he should equally know every thing which relates to the new force which will thus be placed in his hands. It is moreover plain to a very slight reflection, that the adoption of this mode of motion, and these new inventions, will produce an entire revolution in the present system of attack and defence, and that an entire new method of tactics must be a necessary consequence; great differences in the management and conduct of vessels, whether separately or in bodies, must follow from substituting the present mechanical powers, utterly independent as they are of the wind, for those which depend solely on that force : and hence, an entire new course of study becomes opened to naval officers, no less indispensible, than it is new. Thus, for example, must the ancient rule of forming the line of battle, be utterly changed ; 6 A 2 ( xii ) since the nature and direction of the wind will no longer form the same elements of calculation : and similar changes will become necessary, in. the modes of attacking and defending, and even in the usual and simpler cases of chasing, and of other operations between single ships. Some of these will be demonstrated hereafter j but I may also here remark, that another essential variation in the conduct of ships of war, in action, or intending it, will occur in the present system, from the power which is possessed of rendering vessels of this nature partially invulnerable, and of making them shot proof, within at least, certain limits. Thus, for example, it will become possible, for a ship rendered shot-proof, within six hundred yards, or more or less, should it so happen, to approach within that dis- tance of a ship of the line, and, even with one gun, to maintain an action, perhaps to disable and destroy her much more weighty opponent; while the diflference in favour of the steam vessel is obvious, because the machine can be secured, both by heing fortified and placed beneath the water, so as to keep the huU and all the moving power secure from injury, when the sails and rigging of her antagonist, or her moving powers, are as well as her huU, completely exposed; constituting a difference, the great influence of which can be immediately appreciated. Another advantage appertaining to steam vessels thus fortified, which is also of immense importance and effect in its general results, as to naval warfare, is this, that a vessel of this nature cannot be boarded by boats ; while the general system of attack and defence on boarding at close quar- ters, must also undergo an entire change, as the least consideration will render apparent. In reality, a steam vessel, fortified in the manner above alluded to, is incapable of being boarded at all, and cannot be taken in this manner ; while it is plain also, that this mere fact will lead to consi- derable changes of plan and conduct in the case of close actions. Still more, a steam vessel may be rendered a single offensive weapon in herself, on a system similar to that of the ancient warfare of galleys in the ( xiii ) time of Rome ; and to use familiar language, may be employed in running down its antagonist, by the mere impulse of a fortified stem, accompanied by a superior weight and velocity; while this is a species of attack, which, by being always at command, and being independent of wind, will neces- sarily lead to manoeuvres at once new and complicated ; since the object of the assailant will be to attack the broadside, or most vulnerable part of the enemy, reversing entirely, what is now attempted. If I add to this, that vessels of this description may easily engage with red-hot shot, and Avith other missiles, which the present system does not appreciate, or which are now not deemed convenient, it is further easy to see that there is scarcely a limit to the changes which a system of this nature will introduce into naval warfare, and that consequently, an entire new course of study will be required in training both men and officers to this science. It is true, however, I fear, that there are many old officers, who as yet oppose the introduction of this system, or doubt of its practicability; and if it be so, it is no great cause of surprise, while it must be also allowed^ that there are objections, many of which are more obvious than admissible. Certain it is, that should such a system become general, we must bid farewell to the pride of seeing our flags flying in a three-decker, and to all the pomp and consequence of a glorious fleet, so captivating to the human fancy ; and what is more, officers will no longer enjoy, parti- cularly in the superior ranks, that comfort and accommodation which they now possess. It is true ; the insignificance of an admiral's flag flying at the miserable mast of a steam boat cannot be denied; nor indeed, the generally insignificant aspect of a fleet of this character, compared to the gigantic aud noble structures of present warfare. But, whatever may be the ideal value of all this, we must recollect, in opposition to it, the enor- mous difference of expence in favor of a system of defence on the projected principle. The value or cost of a first rate, would build and equip forty steam vessels; either of which, singly, might be sufficient to subdue two ( xiv ) of the fonner in action. The defence afforded to a coast, by even half a dozen vessels, would be more effective than that of a large ship of ten times the cost ; or, were even a convoy of a hundred, merchant vessels, protected by a Hne of battle ship, to be attacked by four steam vessels, the probability is, that they would be all taken and destroyed. If there are more serious objections, or objections of more apparent solid- ity, brought forward by that class of persons to whom I hove been alluding, they are almost entirely founded on misinformation respecting the subject; on inattention, or want of reflection respecting a mode of navigation, which is of recent date, as yet applied to limited purposes, and has not excited that degree of attention which it deserves. I must hope, that this treatise will have the effect of at least leading to a more carefiil consi- deration of the subject, though it should do no morej and I have no fear, but that the results will prove what I contemplate, in the abandonment of so pernicious a line of conduct. But we dare not renounce the attempt, at least; rather I fear, we have no time to lose, in commencing our courses of experiment, instruction, and study; while I also fear that we have already been culpably backward, and that our watchful rivals, enemies to become, have been some time labouring, in somewhat of secrecy, on this subject, anxious to get the start of us, and not unlikely to succeed in so doing, unless our government should come to a decision without further loss of time. In fact, it is notorious, that both the French and Americans have been for some time training their officers in this new art of Steam Navigation ; while the former abound not only in steam engines of our manufacture, but even in English workmen and engineers ; a sufficient proof of their inten- tions on the subject, and of the importance which they now attach to it. If we do not absolutely know, that any other naval power has turned its attention to the subject, this, at least is probable, or we may safely infer, that conscious from experience of their inferiority as to naval warfare on ( XV ) the same old system, and hopeless of attaining, in an equal degree, the management of large vessels and fleets, they wiU gladly resort to a system more practicable, and more economical ; and one, which from its requir- ing far less of what is called nautical knowledge, will bring their means to that equality which may render their future enmity at sea most hazardous to our superiority, if not to our existence. This is a serious, but a true view of the subject ; and without wishing to excite unnecessary alarm, not being an alarmist in disposition) it is very difficult to reflfict steadily on the question^ without some feeling of doubt whether the destiny of Great Britain, may not at length be involved in this very invention, whether its fate will not even be sealed, as soon as steam vessels shall supersede the present ones among the nations of Europe, and become, what the latter scarcely ever can, the general naval warfare of the world. If we examine the present system of naval warfare, we perceive at once, that whatever eflfeets may foEow from the magnitude of the ships,and the force of their batteries, taking numbers also into consideration^ the naval force of a nation must materially depend on its wealth. The most essential circumstance of all, however, is its nautical superiority, using that term in its widest sense, t& distinguish every thing which constitutes the most per- fect character of British Seamen ; and this superiority, whatever other circumstances may unite to form it, is mainly connected with our exten- sive commerceythe real school of seamen;, and however the term may be hacknied, the nursery of our navy. Now, it is in this that we possess ad- vantages with which the continental nations, and above all, the less maritime ones, cannot easily cope, or caw never come into! competition at all : and thus is our naval superiority at present, or on the existing system, identi- fied with the general causes of our prosperity, and secured to us as long as that state shall last But the. case may become far otherwise, should the system of naval warfare, which i& h«re contemplated, ever become ( xvi ) generally established, should it ever supersede the system of large ships managed by thorough-bred seamen. The general political consequences are easily inferred. Warfare at sea will approach more nearly to war- fare on shore, or the differences between a mihtary and a naval system will be small, compared to what they are at present. Any nation suffici- ently wealthy to levy armies and fortify towns, may then build vessels and produce seamen, if sei&ien they can be termed, adequate to the management of a flotilla, and as well fitted for all the purposes of naval warfare, as their soldiers are for land service. The system in fact, will become a species of military, rather than a naval one, and they which should have been sailors, will be maritime soldiers, not seamen; and then will our superiority, as far as depends on seamanship, disappear; or we also shall become what they will be, and must learn to meet them on our own channel, and on their own shores, as we met them at Vittoria and Waterloo. It is equally evident, that the least maritime nations will then become capable of undertaking naval wars, as almost every instruc- tion and discipline which their officers, men and vessels may require, wUl become practicable even in their own rivers and harbours, and on their own narrow seas. Such a system, in fact, will be a renovation of the naval warfare of the Greeks and the Romans, and of that of the gaUies of the Mediterranean and Baltic in later times, if under modifications ; and a mere retrospec- tive glance at those modes of warfare, at the naval actions between Rome and Carthage, at Actium, and in more modem days at Lepanto> will per- haps carry a clearer idea, of what will then become our naval service and our naval policy, than could be given by any mode of present detail. The essential points, or the fundamental character, it is plain, will be the same; what the variations may be, it would scarcely require much reflection to perceive, nor many words to state, if I had not already sufficiently dwelt on this view of the impending revolution. ( xvii ) If therefore we are entitled to expect that all those nations which have felt our superiority, and know its causes, as I have stated them, are likely to turn their attention to this subject, most needful is it that we should at least lose no time in attempting to acquire the necessary knowledge ; that we may at least have a fair chance of preserving that power, which it is to be feared, would otherwise, not during many more years, remain the splendid and overwhelming one that has so long distinguished us among nations. And this is not to be acquired in a day, no, nor in a year ; while I need but merely say, that they who are the most early and the most ardent in this race, are dangerous rivals, or may become so; and while also it must never be forgotten, that to lose a long possessed superiority, were it but once, at the commencement of a new system, is most hazardous ; operat- ing far more injuriously on the self-confidence of a nation, than any casual loss which it might then sustain would do on its wealth or security. I am not prepared (and if I were, this introduction is not the place for it) to point out the exact nature of the political system which would be best adapted for the purpose, and which ought to be adopted at present ; but I may remark generally, that an experimental squadron of stearii vessels ought to be formed with as little loss of time as possible, and that an adequate portion of naval oflScers, with a certain number of men, should be embarked for the purpose of instruction. It may yet be long before the larger ships will be superseded, or rather, diminished in num- bers; and many think it not probable that they will ever be really done away with; but in the meantime, the course of study as to steam vessels, should be directed chiefly to their use as auxiliaries, which is admitted on all sides to be essential; while the progress of time, or rather the event of a future war, would shew what the ulterior tendency of the system was, and what more would be wanted. B ( xviii ) ft It appears to me, indeed, from what has already passed, that no large vessel would now be safe without an auxiliary protecting steam vessel, even should a war take place to-morrow; and it is a faulty feeling which will not see this, whether from pride, or from an undue, if in some sense excu- sable reliance, on a system so long the source of our strength and supe- riority. What the feelings of the nation may be, I am not however pre- pared to say; and if the government has hitherto shown any apathy or re- luctance, I must hope, that under the present auspices, under Him, who now the supreme in peace, has also been supreme in war, this subject will not be long in meeting the attention, which, under the most sober views that can be taken of it, seems naturally and seriously called for. Let me here also make one or two remarks, on that which always is and must be a primary object of anxiety, namely the coast defence. A very slight reflection will demonstrate to any one, that vessels of this description are best adapted for that purpose ; and if any one has not yet made up his mind on this subject, let him reflect on the not very remote history of the Boulogne PlotiUa, the alarms then entertained, and the doubts which were held as to our power of an adequate defence through large vessels. I need not repeat what was then said and thought, should that flotilla, however apparently contemptible, have attempted to make good its escape from port, aijd its landing in a calm which should have temporarily prevented our cruizers from acting, and above all, when a diversion in a remote part had drawn off our larger ships or the channel fleet. The case was possible then, and it is possible again ; but had the threatened coast been provided with fifty or a hundred steam vessels, even ®f a smaU class, it is plain that even the most terrified might have slept in peace, and not only so, but that we should have saved the enormous expence incurred in the coast defence and fortifications, including those ( xix ) Martello Towers, the price of which alone, would have constructed a powerM flotilla of steam ships. Another remark is this ; that we should without delay make such examinations of our most vulnerable coasts, as would ascertain at what points harbours could be constructed, for such vessels to take refuge in a storm, and to be ready as " guarda castas/' or to form a floating for- tification in case of a war. It is plain, that this will be indispensible under whatever view, even far short of any such event as a threatened invasion. No trading vessel will hereafter be able to lie in the Downs, or in any open roadstead on our own exposed coast, if, as is probable, or rather, cer- tain, the enemy shall adopt steam vessels; since any boat of this nature may run across from a French port under cover of night, even so as to plunder and destroy a shore, without the possibility of preventing it on our part, except through the adoption of such a flying and transferable defence. But to pass from warfare, there are other reasons for extending the knowledge as well as the practice of steam navigation, more or less con- nected with the system of government, and with our commerce; and this extension wiU always be checked, until, by a far wider course of expe- riments, and through greater practice inspiring more confidence, the present doubts, inconveniences, or imperfections also are overcome. It is plain, for example, that this mode of navigation is especially applicable to revenue vessels, as it would always give them that superiority which is so essen- tial to the efiectual performance of their duties. Thus, also, it is peculi- arly applicable to pilot vessels ; while, having already been adopted for packet boats and mails of all descriptions, it is unnecessary to notice their acknowledged uses. The adoption of this system, has produced in Scotland in particular, a change in the activity, commerce, and aspect of 3 B 2 ( XX ) the country, and, in the Highlands, in 4he very moral character of the people, as it ultimately will in their wealth, which has exceeded in mag- nitude/in a few short years, all that had taken place since the rebellion of 1745, great as that change was. If we cast our eyes over a wider range, it will be no less easy to see what advantage will arise to commerce, or even to warfare, such as that warfare is in some of our foreign colonies or settlements, from a full adop- tion of the same system; while, as I must not occupy too much space in these introductory remarks, it will be sufficient to allude to the navigation of the Red Sea, or to that of the innumerable narrow straits, rocky shores, rivers and so forth, of the tropical countries, and to the piratical contests of the Arabic coasts. The history of the Burmese war indeed, and the more recent Greek warfare, are examples sufficient to prove what may be done and what gained by the more extended use of steam vessels, by rendering that systematical which has hitherto been casual, and by em- ploying the use of a power, which we can scarcely doubt is at present almost in embryo. Ought we not, ought not Great Britain also to take the lead ? It has ever done so in every thing that belongs to the sea ; it has done so in almost all that belongs to improvement in every thing j our officers have ever been the most distinguished in the world; our seamen have excelled all that ever ranged the ocean, whether in commerce or in war. But as in all else, if there is any thing to be learned, it cannot be acquired with- out teaching, it cannot be known without the means of instruction, and it cannot be made perfect without practice : and we do both ourselves and them injustice, when we do not affi)rd them these means ; for now shall we do them injustice if we suffisr others to head them in the race ; but bitterly also shall we repent it when it is too late. At present, there is no such opportunity ; not much for the men, none C xxi y at all for the officers. Casually indeed, an officer may acquire a knowledge of the steam engine through private studies; and casually, a few also, by means of passages in packet boats, may learn to understand something about their powers and management; but, for many reasons, this must be very limited. Narrow enquiries into the engine itself are not permitted, or the answers are given to mislead; and the expence of a passage renders it impossible to navigate much with this sole view. The practice, in any case, they can riot acquire, since they must not interfere; while the end is, as lookers on, to sit down with the disagireeable conviction that they have much indispensible knowledge to attain, and are cut off from the means of procuring it. But I must conclude. The purpose of this work is rather to call the attention of officers to this subject, than to lay down a complete system ; for whatever the Author, who has made it his study for five years, may have attempted by his own limited exertions, it has not been in his power,, more than that of others, to acquire much knowledge without the means. It is a sketch of the more essential points, with suggestions drawn from his own practice and observation, as well as from experiments; being what is found actually existent in steam packets, but extended, under the supposition of a warlike or other application of their powers and pro- perties. That this book will teach an officer his duty, without prac- tice, is neither expected nor pretended: it can do little more than prove to him how much he requires to study the theory and practice, while it calls his attention to the principal objects that seem at present to demand it. With respect to the moving force, it was indispensible to convey some general idea of that, by means of a distinct chapter on the engine ; since without this essential knowledge, the officers in such a command could not be adequate to their trust ; but as it was not held necessary to be ( xxii ) very ininute, the improvements of little importance to this object have either been slightly noticed, or passed over. Here also, and on some other matters of detail, in the body of the work, the author has been restrained by the political fear, common in this country, in all matters of war, whether well founded or not, of commu- nicating information to the enemy; and this therefore must be his apo- logy for some omissions and obscurities : for those who wish a more full knowledge of the steam engine, the Author can refer to the three recent excellent works of Millington, Farey and Tredgold ; books so complete and full, as to have rendered even an abridgement of them as impossible in a work of this nature, as it would have been superfluous. But wherever the knowledge may be acquired, let naval officers never forget that it is indispensible ; nor, by imitating the example of masters of packets, suppose that they can trust to their engineers. As well might the commander of a ship be ignorant of her construction and properties, how to make sail, work his ship, and, as has been told of former days, if tales say truth, trust all to the master and boatswain. Without the know- ledge of the power in his hands, its extent, its limitations, and its dan- gers, he cannot tell when' to moderate or push its force, or how far it should be done ; he must ever be without confidence ; he may, if rash or ignorant, destroy or lose his vessel ; he is always at the mercy of those who are subordinate to him ; and as is also possible, he may even be deceived by those in whom he must trust that which is the very heart and soul of his ship. Enough. What the government intends to do, it is not my business to conjecture. But, it is my hope, that should this work not produce that effect which indeed I have no right to expect, it will at least serve to excite in the breasts of my brethren of His Majesty's Service, a general wish for the acquisition of the needful knowledge in the first place, and ( xxiii ) what I deem more essential^ a general desire to influence the public opinion, and that of the government, by the declaration of their own. Should it have this effect, it may be followed by sohcitations for employ- ment: and as the pubHc opinion has always weighed, and must weigh, in our free and liberal government, those of naval officers cannot be without their efiect on the Royal and Illustrious Personage who now directs, in almost a literal sense, the Helm ; nor on that Man, to name whom, would almost be disrespectful ; who, once the saviour of his country in war, and now its guardian in peace, knows but too well how intimately the prosperity committed to his charge is interwoven with the success of British arms, as well by sea as land. ERRATA. Fd^e Bt, line \0,Jbr casted read catteil, 85, — SG,for yavnin§ read yawing. 9*, — S,far a atarboard the lielin fasl read the helm made fast a starboard. — I^oie, for stem read slem, and for checked, and read chocked or. 05, line 3, for wit read art. 9S, — for scudding 7'ead sending. 97, — 19,/or got ready every thins read evety thing got ready. 120,— ^, for oS read ot- UO, — lit for Cap read Captain. Every where read Costigin and Trerelhic. A TREATISE, &c. CHAPTER I. ON THE STEAM ENGINE. My aim in the following pages is to give as clear and concise an account as possible of the application of the power of steam, and other artificial agents to the moving of vessels upon the water, being one of those great improvements which the arts have derived from the cultivation of the sciences, within little more than the last half century. The vast importance of navigation, particularly to an insular and commercial nation, like Great Britain, is too obvious to need comment, and any substantial improvement that tends to diminish the risk and uncertainty of this art, cannot but be hailed with the most unequivocal approbation; and such is the application of steam to the purposes of navigating vessels. During a long series of years, the motion of vessels upon the surface of water has depended almost entirely upon the action of the wind upon their sails, or the application of manual labour to oars. The last of these operations is the most ancient, but is nevertheless the most certain, since the uncertainty of the wind is proverbial, while, on the con- trary, if we have sufficient strength, the oar will take a vessel in any direction, even in opposition to both wind and current. The improve- B ( 2 ) merits that late years have produced in the forms of vessels, in the construction and application of sails and rigging, and in the manner of using them, have in no small degree removed the uncertainty of sailing; but cases still remain, and must for ever continue to do so, in which motion cannot be produced in this way, because no vessel can ever be constructed to sail in direct opposition to the wind, and when it altogether abates and an entire calm succeeds, the moving power is AvhoUy suspended. In such cases nothing but the oar remains, and although this is always available in small craft, and may even be occasionally used to advantage for towing large vessels, yet the motion so produced is uniformly very slow, and is only obtained at a great expense of labour. Oars were formerly used with success in the galleys of the ancients, and are even yet retained for large vessels among some of the eastern nations, particularly in the Mediterranean sea. In these cases the rowers are seated at a very trifling height above the water, and are so numerous as to constitute the chief burthen of the vessel, consequently but little stowage room is left for the transport of merchandize, and from the room required by the men, the occupation in which they are constantly engaged, and the incumbrance of their oars, such vessels are much less fit for the purposes of war than the service of the merchant. The totally difierent form of British ships, with their sides highly elevated above the water, to enable them to ride in all seas, entirely precludes the use of oars, independent of which their room is required for more important purposes, and hence the wind (notwithstanding its uncertainty) has alone been resorted to for moving all large vessels, although it has in numberless instances produced the most dreadful disappointments, not only by delaying mercantile expeditions when their sailing has been of the utmost importance, but has defeated the most skilful and scientific manoeuvres of our ablest and most experienced naval commanders, by the power upon which they depended for motion being suddenly ( 3 ) suspended, or from changes of the force and direction of the wind taking fJaice which could not be contemplated. However useful and valuable the power of Avind may be when it is blowing temperatel}'- in the right direction, still it must be confessed that if rowing, or any other artificial means of producing motion, could be um&rmly maintained without that great expence and waste of room and labour which always accompanies it, it must be a great desideratum ; and it will be shown, as I proceed, that all the several applications of steam and other artificial powers to the purposes of navigation approximate more or less to the operation of rowing. The application of the power of steam to the general purposes of navigation is so recent, and as yet is so little understood by those concerned in maritime affairs, as to plead a forcible excuse for the production of the present work; and for the same reason I feel that it would be by no means complete if I were not to preface it with such a general account of the nature of steam, and of the engines or machines in which it is employed, as will enable any one unacquainted with i;heir construction to judge for themselves of their respective merits, and to form a just estimate of the truth and certainty of the truly philosophical principles upon which they act. The great expansive force of steam, or that particular vapour that arises from the boiling of water and other fluids, has been long known to be so great as to bid defiance to the strength of every vessel in which it has been attempted to be confined: and upon this principle and the circumstance of steam being reconvertible into water again with astonishing rapidity whenever it is cooled, does the power of the steam engine depend. Water, in common with most other fluids, is subject to slow and spontaneous evaporation into the air at ordinary temperatures, and whenever it is so carried off", it must be previously formed into a vapour, which from the slowness of the process is invisible. But if the B 2 C 4 ) heat of the water is increased, the effect becomes visible and sensible, and at 212° of Fahrenheit's thermometer (which is the common boiling point of water in the open air at its mean pressure) the steam pro duced becomes equal in power to the pressure of the atmosphere, and |bence the evaporation proceeds rapidly and is palpably visible. At this temperature, the steam of water occupies about 1800 times the bulk of the water in a cold state, or in other words, a single cubic inch of water, when made to boil, will , produce 1800 cubic inches of steam, having a degree of elastic force equal to the air of the atmosphere, which at an average exerts a pressure of 15 lbs. upon every square inch of surface. Hence, if these 1800 cubic inches of steam are received or retained in a vessel having but 900 cubic inches of capacity, the contained steam will be compressed into half its natural bulk, and it will exert a force of twice the power of the atmosphere, or 30 lbs. upon the inchj and if the vessel had a capacity of only 450 inches, then the steam would exert a power of 60 lbs. on the inch to burst open the vessel, and so on in proportion to the condensation that takes place. The power producible by confining steam and increasing its heat may therefore be increased, perhaps without limit, and yet notwithstanding this great force, the instant the steam is cooled down again below the boiling point it is completely annihilated, for the steam then re-collapses into its state of water, and of course shrinks into its original smaU bulk. The first person who, it appears, thought of applying this . valuable principle of the great dilutation of water by heat, and its re-condensation by cold, to the purpose of obtaining a motive power, was Edward Somerset, Marquis of Worcester, a nobleman of great mechanical, acquirements, who lived in the reign of King Charles the Second, and to him the invention of the steam engine is therefore universally ascribed. The marquis did not, however, describe how the machine was to be formed or constructed, but merely published a small tract in 1663, called ( 5 ) ** A Century bf the names and scantlings of such (Mentions as he had tried and perfected," aiid in which it stands as the sixty-eighth of his hundred contrivances, many of which appear so marvellous that it has been doubted whether they ever were invented or not, though this is in some measure set at rest by several of them having since been carried into effect. The first person, however, that produced an effective steam engine, on principles nearly accordant to those described by the marquis, was Capt. Thomas Savary, who, in 1698, obtained a patent for his invention, and tried it before the Royal Society of London in the following year, and as this engine affords an excellent example of the manner in which steam acts to produce power, I shall be the more particular in my description of the principles of this machine, which will elucidate what is to follow. Fig. 1. The annexed diagram, Fig. 1. copied from Professor MiUington's Epitome of Natural Philosophy, in which a very copious account of the ( 6 ) rise and progress of the Steam Engine through its various stages of ipaprovement is given, is not a correct representation of the engine as constructed by Capt. Savary, but is on this account, the better suited to my present purpose, because it is divested of all those appendages which would make the machine appear complex and intricate. The steam is produced in a metal boiler d, which is fixed in a furnace of brickwork, with a chimney of sufficient height to cause the fire to burn briskly under the boiler, for the purpose of converting the water with which the boiler is about half filled, into steam. The boiler has a close top, or plate of metal screwed over it, so as to prevent the escape of any of the steam thus formed, except by. the pipe e, in some part of which there is a cock^ by the opening or shutting of which, the steam can be confined within the boiler, or permitted to escape at pleasure. The further end of the pipe e communicates with the upper part of a strong hollow metal cylinder j), from the bottom of which proceed two pipes. The pipe marked h, pro- ceeds down into the well or other situation, from Avhich the water is to be raised, and the other turns upwards as at k, to convey that water to the elevated position to which it may be required to be forced. Each of these pipes are closed by strong conical valves, opening upwards as at i and k, in such manner that any water that gets above these valves cannot descend again ; and w is a cock fixed in a short pipe, which forms a com- munication between the inside of the rising pipe k, and that of the cylin-. . drical vessel p. Now after what has been said of the nature of steam, it will be obvious, that if the cock y is shut, while the water in the close vessel d is boiling, that an accumulation of highly elastic and powerful steam will soon take place in the upper part of that vessel, and which would burst open that vessel with great violence, if the process was long continued. And likewise that if the cock / should be opened while the steam was so accumulated, it would instantly rush through the pipe C, and fill the. cylinder;), and the pipe k with steam, which by its heat and ( 7 ) force would. expel the atmospheric air previously contained in the cylin- der, and drive it up the pipe k. The cocks n and f, being now shut, would leave the cylinder j? filled with steam; and if cold water was now throvm upon the outside of that cylinder, or any other means resorted to for cooling it, the steam within it would be condensed, or be reconverted into water, which would occupy so little space at the bottom of the cylin- der, compared to the steam lately within it, that its inside would be left nearly in a state of vacuum, and as the cock n is shut, and the valves both open upwards, no external air could get into that vacuous space by either of these openings, but the pressure of the atmosphere upon the surface of the water in the well, would drive that water up the pipe h, and into the hollow space h, as high as the letter m, or to a greater or less height, in proportion to the perfection of the vacuum produced, and pro- vided the extreme height of the vessel Pi did not exceed 33 feet above the surface of the water to be raised ; and as the water so raised could not return back again through the valve k, of course the vessel p would remain nearly filled with water. As the cock f is kept shut during the whole time that the water is so rising, this allov^ time for the steam to accumulate again, and therefore, upon opening the cocky* a Second timef, the steam will again rush to the cylinder p, which is nearly pre-occupied by water, and the elastic force of the steam, will therefore be exerted upon the surface of the water at m, and provided it be greater than the gravitating force of the column of water in the rising pipe k, it will drive the whole of the water contained in^, through the valve, and up the pipe k, so that the vessel p, will once more be filled with steam, which done, the cock / must be again shut, and the cock n opened for an instant, so as to let a momentary jet of cold water run from the pipe k into, or even on to the outside of the cylinder p, by which the steam will be instantly condensed, and a vacuum formed, which will be supplied with water from the well again, and thus, by keeping up the elastic force of the steam by ( 8 ) a good fire, and alternately opening the cocks at /"and n, may any quan- tity of water be raised at pleasure. The height to which the water can be raised, must depend upon the force of the steam, and the strength of the materials of which the boiler and cyUnder are formed. If they are sufficiently strong, steam of any required power may be obtained, by increasing the fire ; and since the steam of water boiling at 212°, is just a balance to the pressure of the atmosphere, so if that force be doubled, or made twice as strong as the atmospheric pressure, it will exert a force equal to 30 lbs. upon every superficial inch of the boiler that contains it, or will have that tendency to burst it, and will at the same time, sustain a column of water 33 feet high, in any rising pipe as k, in the Figure. In thus stating the amount of pressure within the boiler at 30 lbs. upon every superficial inch, it must be understood that the sensible or actual pressure exerted, only appears equal to 15 lbs. upon the inch, because the external air of the atmosphere presses upon the boiler with a force of 15 lbs. on each inch, tending to crush it inwards, and consequently, this 15 lbs. of external pressure, must in every case be subtracted from whatever power the steam may be exerting within the boiler ; and following this rule, it is found that when the steam within the boiler so exerts an actual force of 15 lbs. it will sustain and balance a column of water in the rising pipe k, of 33 feet in height. But the gravitating force of fluids is simply as their heights, consequently, to raise the column of water twice as high, or to '66 feet, the steam must be twice as strong, or equal to a pressure of 30 lbs. on the inch ; to raise it three times as high, or 99 feet, the steam must be equal to 45 lbs. on the square inch, and so on in like proportion for greater or less heights. In the actual construction of this engine> Capt Savary used two rece- pients like p for the water, in order to save time, because one was filling while the other was discharging its contents ; he likewise adopted two ( 9 ) boilers of di£Ferent dimensions^ the one being used to produce steam, while the other was kept constantly filled by a part of the water raised, and which was kept in a nearly boiling state by the same fire, and so arranged, that whenever the water of the steam boiler was nearly exhausted by evaporation, it was replenished on opening a cock, the compressed steam being used to force a sufficient quantity of the heated water into the steam boiler. Among other useful and ingenious contrivances which Capt. Savary introduced into his engine, may be noticed the trial cocks, for ascertaining that the steam boiler contained its proper quantity of water. As all boilers are opake, it would be impossible, without a con- trivance of this kind, to know when they were properly filled ; and this is quite necessary to the steady and uniform action of the machine, because if a boiler is too full, there may not be space enough left above the water to contain the steam as it is produced; and on the contrary, if the water should be nearly or quite exhausted, the steam might be produced so rapidly, as to become dangerous and unmanageable, or the lower part of the boiler might be melted, or burnt and destroyed. The trial cocks of the boiler are therefore so useful, that they have been retained through all the various improvements of the steam engine, and are shown at the letters opqwiA r in Fig. 1. They consist of two small cocks of the common kind, screwed into the upper ends of two tubes of different lengths, which are so fixed into the top of the boiler, that the longest tube r, may project about 3 inches below what should be the general average surface of the water within the boiler, when properly filled, as indicated by the line SS in the figure. The shorter pipe p, fixed to the other cock, terminates below, at about 3 inches above the average water surface; consequently, whenever the cock q is opened, while the boiler is at work, the force of the steam bught to drive water up its pipe and discharge it, while the other cock o ought to discharge steam without water. Should the boiler at any time contain too much water, so as to cover the bottoms of both ( 10 ) the pipes, then boiling water will be discharged by both cocks ; and on the contrary, whenever the water is so far diminished, as to be below the ends of both the pipes, they will discharge steam only without water ; consequently, by an occasional opening of these two cocks, the surface of the water may be regulated to within 3 inches above or below its proper height, as eflfectually as if it was at all times visible. Many engines on Savary's construction, were erected in different parts of England, for supplying houses with water, draining fens, and other purposes; among which, is that of pumping water from ships, which Savary alludes to in a work he printed in 1702, entitled, the Miner's Friend, being a full description of his machine, and a recommen- dation of it to such as were engaged in raising water from deep mines ; to which purpose it was applied in several instances, although attended with a great consumption of fuel, and considerable danger, arising from the very powerful steam that became necessary, whenever the water was to be raised from very great depths. Capt. Savary also first used the term, horse power, as a standard of comparison between what his engines did, and the number of horses required to produce the same effect. It would be beyond the limits or intention of the present work, to enter into an historical detail of all the progressive steps which the steam engine has gone through, and I shall therefore confine myself to a brief account of its grand epochs of imjprovement, On this account, I shall pass over the researches of Doctor Papin, in France, and others in this country, with the mere notice, that that most valuable and important appendage to every steam boiler, The Safety Valve, originated with Doc- tor Papin, who also contrived the two-way, or as it is very generally though improperly, called the Jour-way-cock, for distributing the steam alternately to the top and bottom of the steam cylinder, for the purposes, and in the manner which will hereafter be described. The safety valve is a metal valve, usually of the conical form, opening ( 11 ) outwards, and fixed upon the upper part of every boiler, I{ should be of such capacity, as to give free and ample space for the escape of any super- fluous steam that may be generated as well as for the whole steam of the boiler, whenever it is not wanted for working the machine, in which case the valve is opened. The Safety valve is kept down in its place, so as to prevent the escape of any steam, by a weight placed immediately over it, or by a weight hung to a lever or steelyard, which presses upon the valve, and by which the action of the weight can be increased or diminished at pleasure. The former is by far the most eligible mode of loading safety valves, as they ought in every case to be made to act with a certain determinate power, proportionate to the area of the valve. Thus, for example, if the boiler of what is called a low pressure or condensing steam engine, has a safety valve, exposing 6 inches of surface, and it is required to work the engine with steam of the force of 4 lbs. the weight placed upon the valve must be 4 times 6, or 24 lbs. while, on the contrary, if it had been a high pressure engine, requiring steam of 60 lbs. to the inch, then the weight on a similar valve must be 6 times 60, or 360 lbs., a weight so large, that the steelyard application would most probably be adopted, although it is in no case so good or certain as the immediate weighty from the facility which it affords of doing mischief by shifting the weight further from, or nearer to the fulcrum, by which means the power of the steam may become much augmented or diminished, even without the knowledge of the engineer, and from which cause serious accidents have frequently occurred. In all engines to be used at sea this cannot be too much guarded against, and the safest precaution is to have two safety valves to every boiler, the one being loaded to the maximum power at which it is ever intended the engine shall work, and which ought then to be locked up in a case to which no one has access, while the other is left open, and at the discretion of the man attending the engine. By thi^S means he will always have the power of diminishing c 2 ( 12 ) the force of the steam, or letting it wholly blow oiF, but can on no account increase it beyond the fixed maximum of power, for on attempting to do so, the locked up valve will begin to act, and will thus frustrate any attempt to exert a dangerous or detrimental power on the machinery. The foregoing account of the use and operation of the safety valve will also serve as a further elucidation of what is meant by the expression of steam having a certain power upon the square inch. Thus, if we conceive the safety valve to expose an exact square or superficial inch of surface to the action of the steam, and that steam rises the valve and escapes when the valve is loaded with 10 or any given number of pounds, (the weight of the valve itself being taken into the account,) such steam would be said to be steam of 10 or any other given number of pounds force, and of course as much power as the steam would exert upon each inch of a safety valve, so much would it also have upon every superficial inch of the surface of the boiler to tea,r or burst it open. Next to the engine of Savary, the first important step in the improvement of this machine was efiected by Messrs. Newcomen and Cawley, two tradesmen of the town of Dartmouth, in Devonshire, vi^ho obtained a patent for their invention in 1705. The public was fully aware of the vast importance of the new agent for producing power, which had been brought into existence by Capt. Savary, but at the same time, the danger of carrying it into effect, particularly as it was at first used without a safety valve, and the many serious accidents that had occurred, prevented this important invention being used to the extent to which it would otherwise have been carried, Messrs. Newcomen and Cawley, therefore, at first turned their attention, more to the safety tiian the power of the machine, and in so doing they not only produced an engine of perfect safety, but of astonishing power at the same time. They had watched the operation of Savary's engine, and having noticed the astonishing rapidity with which a vacuum was formed in the water ( 13 ) cylinder, whenever it was suddenly cooled after having been previously filled with steam, the happy thought occurred to them of producing the motive power through the agency of this vacuum, by calling in the aid of atmospheric pressure, instead of the expansive force of steam ; and thus they produced a machine, which they called the Jltmospheric Steam Engine, a name so appropriate, that it has ever since been retained. In the prosecution of their invention, they however met with some difficul- ties of a legal, instead of a mechanical kind, for they could not bring their machine to perfection, without resorting to the method of producing a vacuum by the condensation of ,steam, in the manner in which it had before been done by Capt. Savary, and which was secured to him by his patent previously obtained, although he applied the vacuum to a different purpose, viz. merely raising the water into the cylinder or water receiver, in order that it might be afterwards expelled, and forced up by the force of the steam. These differences were however adjusted, by admitting Capt. Savary into a participation of the new invention, and his name accordingly appears, conjointly with those of Messrs. Newcomen and Cawley, in the patent granted to them ; although it is generally stated by all those who have written oji the history of the steam engine, that he did not contribute any thing to the present important improve- ment, further than ceding his right to producing a vacuum by the con- densation of steam. The steam engine as produced by Newcomen and Cawley, assumed a perfectly new character and form, since a truly bored cyhnder, having an air tight piston working in it, and the great beam or lever, now so well known, were for the first time introduced ; and whatever might be the power required from the engine, still no steam was ever required of greater power than 4 lbs. to the inch, or 4 lbs. more than atmospheric power, con- sequently the operation of the machine was rendered quite safe and harm- less; at least, as to the danger" of explosions from using highly elastic ( u ). steam. The form in which Newcomen's engine now appeared as described in the same work before referred to, is as follows. The boiler for pro- ducing the steam, is set in brickwork as before, and has a powerful fire underneath it, as shewn at t in Fig 2. Fig. 2. s a cylinder, truly bored in the inside, having an open top and close bottom, by which it is connected to the top of the boiler by a short pipe u containing the steam cock. A piston w is made to move up and down in the cylinder in an air-tight manner with as little friction as possible, by packing its edge with loose hemp, and covering its upper surface with water. The piston rod The piston will therefore begin to move, and having made one Or two strokes, every part of the engine will become properly heated and will continue its motion. But should this not be the case, the operation of blowing through must be repeated until it does work properly, after which the blow Valve becomes useless, but is not detrimental to the operation of the condenser, because it will constantly be kept closely shut down by atmospheric pressure. ( 43 ) The chimney or flue of eveiy steam engine boiler shoiiild be equipped with a damper, which is nothing more than a sliding iron plat®, v«ry commonly applied to fines or chimneys for the purpose of regulating their draught, so as to govern the intensity of the firej for a damper closes the chimney in a greater or less degree, or shuts it up entirely, and thus permits a greater or less quantity of atmospheric air to pass through the fire, or none at all, by which it is extinguished; dampers are therefore generally under the controul of those who have the management of the fire, but in the self-regulating damper the fire controuls itself, and is made to burn with more or less violence, as it may be more or less wanted. This contrivance is therefore not only of importance in regulating the power of the steam, but in diminishing the consumption of fuel, by never permitting the fire to burn with greater violence than is necessary for the quantity of work to be performed; and all boilers should be covered with brickwork or some bad conductor of heat to prevent the condensation of steam by their exposed tops or domes. The pipes for conveying the steam should be sufficiently capacious, and as short as possible, to prevent too much exposure of surface to the atmosphere. They should pass from the upper part of the boiler to the steam cylinder, in a direction gently inclining upwards, so that any condensed water that forms in them may run back again to the boiler, i^tead of getting into the cylinder, consequently every boiler should (if possible) be set or fixed lower than its steam cyhnder, and in order the more effectually to prevent condensation, the steam pipes should be coated with haybands, sacking, or some bad conductor of beat, particularly if they are long or much exposed to the air; and every engine that is in daily use should have two boilers if possible, because the boiler frequentiy wa^ts cleaning out and examining, and is much more liable to get out of repair than mj other pa>rt of the machine. Of course, therefore, if the ermine has but one boiler, it must cease to work on such occasions. g2 ( 44 ) As a further preyentitive of waste of steam, every steam pipe should contain what is called A Throttle Valve, for the purpose of regulating the velocity of the passage of the steam from the boiler to the cylinder. This valve is nothing more than a thin plate of metal, made to fit the internal bore of the steam pipe rather accurately, and fixed to a spindle passing transversely through the center of the pipe by steam-tight joints, so that it can be turned round externally by a handle or lever, and set in any direction. If the handle is fixed at right angles to the surface of the plate, then whenever the handle is directly, up or down, the plate will present a thin edge towards the steam passage, and will offer little or no resistance to it; but whenever the handle is placed in the direction of the pipe, it will be quite shut and no steam can pass, so that by moving the handle one quarter round the steam pipe will be more or less closed, and the speed of the engine will be regulated accordingly with the greatest nicety. This handle is moved by the hand in engines where the work is regular, as in steam vessels, but in all cases where an engine is applied to very unequal work this would be unsafe, and it must be under the more certain controul of machinery, in which case a truly beautiful and philosophical contrivance, called the Governor, is resorted to. It is in fact a revolving instead of a vibrating pendulum, and consists of two heavy iron balls fixed to the lowest ends of two bars, which are attached by joints or hinges at their upper ends to an upright spindle, which revolves with due velocity by wheel work or pullies connected with any of the revolving parts of the machinery. The weight of the balls keeps them in contact with the spindle, so long as it remains stationary or moves slowly, but whenever their revolving motion increases, their centrifugal force drives them to a greater or less distance from the center in proportion to the velocity, consequently, the quicker they move, the more they will open or diverge, and this divergence is made use of by a very simple arrangement of levers and rods to produce the necessary ( 45 ) motion of the throttle valve, which is so connected as to be quite open when the engine is not at work, or at its starting. It then receives the full quantitji- of steam, and moves with such velocity that the balls are soon thrown off from the spindle, by which the throttle valve will partly close it and the speed will be diminished. Hard work upon the engine' will in like, manner diminish its speed, and prevent the balls from separating, but the instant it is removed the additional speed of the engine will raise the balls and produce the same retardation, until by the introduction of fresh work the speed becomes so much more diminished as to permit the balls to descend again. By means of the governor an engine under very unequal work may be made to operate with very nearly the same regularity as if its load was quite equable. It is hardly necessary to observe that the perfect action of a steam engine depends in a great measure on the inside of its cylinder being very truly bored and polished, and the apertures by which the steam enters being placed as near as possible to its top and bottom. They are never made circular but are long parallelograms, in order to give as much steam passage as possible without abstracting from the length of the cylinder; for the piston must in no case cover these holes, otherwise the passage of the steam would be stopped, while if too ^eat a space was left above and below the piston much steam would, be wasted. The steam passages are therefore very frequently formed in a protuberance above the top and below the bottom of the cyhnder, instead of passing through the side of it, and in this way they are completely removed out of the way of the piston. In small engines the outside of the cylinder is cased with wood or flannel, as before mentioned, but in the larger sorts a hollow metallic and air-tight casing surrounds the whole cylinder at a short distance from it, and the space between the two is supplied with steam from the boiler by a small pipe for that purpose, by which the cylinder is kept as hot as the steam that enters it. Large engine ( 46 ) cyliuders we ^s^s^Y surrpundecl by a gallery at 3 or 4 feet frftm their taps, for th^ workmen to sta^d upon whUe packing the pistaB, or per- forming other repairs. The piston moving within the st^awi cyUnder, consists of two circular plates of iron attached together by screws, which at the. same time serve to retain the hemp or other packing placed between their exterior edges, to make them air-tight, but with a view to save the trouble and expence of frequent packing, the piston is frequently made altogether of metal, and brass seems tp answer best for this purpose, particularly when the cylinder is of cast iron, which js usually , the case. The metal piston of the Rev. Dr. Cartwright has been much used for this purpose, and is found to answer very well, but that of Mr. Barton being more simple and equally effective, is most frequeatly resorted to. It consists of a solid ring of brass which very nearly fits the cylinder, and is first cut into the form of an equilateral triangle, by taking off three segments. The triangl© so produced next, has its three points cut off so as to form three smaller triangles when the central piece is discarded, and the three segments and three small triangles are secured between plates, as in the common pis- ton, and lastly, three spiral springs press outwards from the piston rod against the backs of the triangles, which act as wedges to press the seg- ments against the inside of the cyUnder, and as these wear by use, the points of the wedges themselves protrude,, and being formed of the same metal, still make part of the piston. A piston of this description has been known to work for many years without requiring any other attention than keeping it properly greased, and for a true cylinder, it is one of the best forms that can be ado,pted, particularly in high pressure steam engines. In Mr. Watt's first construction of the steam engine, the steajcn was permitted to act on the piston during the whole of its passa^ge from one end of the cylinder to the other, by which the motion qf the piston be- came accelerated and most rapid at the moment when ijt was req^uired tq ( 4^ ) Stop4 This was detriiliental to the ehginci not 6flly*on accbtint bf the irregidarity of the motion ; but from the g^at (JUantity of momentum that was necessarily generated in the piston^ the heavy beam> and infact^ in all the mating parts of the Uiiachine, and which riequii'ed to be destroyed between each stroke, at a great sacrifice of power. Mr* Watt however found that he could render the motion of the piston regularly progressive instead of adcelerated, by gradually shutting off the steam, long before the whole motion was completedj and that With the momentum previously acquired (mid which, if continued, woidd have produced detrimental acce- leration) the elasticity of the steam before admitted would complete the stroke of the pastoii. This turned out to be an excessive advantage in point of gj^eaoe, for instead of consuming a whole cylinder ^11 of steam to produce each motion of the piston, it was found that half this quantity was nearly as effective, in consequence of Which Mr. Watt obtained a separate patent in 1782> for this mode of applying steam. Iil his subse- quent experiments (in which he was corroborated by Professor Robison) it appeared tiiat one quarter of a eyliflder full of steam performed 3-fifths of the work that the whole quantity would have done ; so that by shut- ting off the steam when the cylinder was from one quarter to one half filled, very nearly the same quantity of work was done, and that with a much more equable motion than when the whole quantity was used. This circumstance is of the greatest importance in regulating the power of an engine to variable work, since by altering the arrangement of the hand geer, the engine may be made to shut off its steam either at the end of its stroke, or any earlier period. This mode of using steam is now constantly employed, and accounts for the obsei'vation before made, that the four-way cock or slide valve are not the most perfect contrivances for distributing the steam, because in both these, the instant that a vacuum is formed on one side of the piston, steam is admitted, and continues to act on the opposite side, until by their motion the operation is reversed ; ( 48 ) while with the separate valves shevvn in Fig. 4, the steam may be shut oflF in any part of the stroke, while the vacuum can be maintained until the piston reaches the end of the cylinder. In large engines, where the cyUnder contains several hogsheads, this produces a material saving, but in the smaller ones where the cylinder holds but a few gallons it is of less importance. It will be obvious to any one who contemplates the nature of Mr. Watt's improvements in the steam engine that they are susceptible of many forms and applications : and indeed a Mr. Jonathan Homblower actually obtained a patent in 1781, for a process that was highly inge- nious, though probably without his knowledge it had been previously de- scribed by Dr. Falck. Mr. Hornblower's plan was to use two steam cylinders and pistons instead of one, although no additional quantity of steam was required ; for the cylinders were connected by pipes, with cocks or valves, in a manner something similar to what is shewn at Fig. 9, where a 6 is the ordinary cylinder of a double engine, supplied vidth steam as before described by the pipe c, which has two cocks d and e, of any Fig. 9. ( 49 ) of the contrivances before Ispoken of for properly directing and distributing the steam. Cocks are made use of in this figure as being the most simple, and for the same reason no preparation is made for turning them at the proper periods by machinery, but they must be conceived to be opened and shut by the hand. Pipes /" and ^likewise proceed from' the upper and lower parts of the cylinder for the escape of the steam; but instead of leading to the condenser, as in the engines before described, they lead into the reverse parts of another steam cylinder; that is to say, the pipe y from the upper part of the first cylinder leads into the lower part h of the second one, Avhile the pipe g connects the lowest part of of the first cylinder to the highest part of the second. This second steam cylinder is longer, and otherwise of larger capacity than the first, and from its upper and lower parts the two pipes k and / proceed, and terminate in the condenser m, as in other engines. All these several pipes have cocks or valves by which they can be opened or closed at pleasure. To work this machine, all the cocks or valves must be opened at once to blow through or fill every part of the engine with steam, after which the steam cock d and the cocks in the pipes g and / must be shut at the same moment, and the injection cock of the condenser opened. The steam will then enter b, and begins to raise the piston n, while that steam which was already in a will pass by the pipe/ to h, and will con- sequently exert its remaining elasticity to raise the second piston o, above which a vacuum has been formed by connection with the condenser m through the pipe Jc, and as both the pistons are attached to the same end of the beam, of course the power produced by them will be exerted at the same time, arid in the same direction. The pistons having gained the top of their stroke, the steam cock e must be shut, together with the cocks in the pipes y and k, and all the others opened, when their former action will be reversed; for now steam will enter a to depress the piston n, and that which was already in b will exert its elasticity and pass H ( so ) tbrough the pipe g into ^ to depress the piston o, while a vacuum is formed in h by the opening of the pipe I. The pistons will therefor© descend simijltaneously, and By such means Mr. Hornblower expected to have derived great practicgLl advantages, in which he was corroborated by the mathematical investigations of Dr. Robison, who estimated that this machine possessed a power over the engine of Mr. Watt, in the proportion of 853 to 833. This however proved to be one of those cases in which the theoretical investigation of a power could not be made to agree with the practical result, for after a very fair trial of this engine it was found that the friction of two pistons, and the great additional surface that was exposed to cold, more than compensated for the advantage of this mode of applying steam, at least as it was then done; although it has since been ascertained that steam of great heat and high elastic force may be worked with considerable advantage in this manner. The engine of Mr. Hornblower was however ineffective without the condenser, close cylinder, and other improvements which had been secured to Mr. Watt by his previous patent, of which it was deemed to be a direct infringement on the trial of the case at law; consequently Mr. Hornblower was reduced to the necessity of recurring to the old plan of condensing in the large cylinder, and by this the advantages he might otherwise have obtained were quite lost, and his contrivance became useless and unavailing. Although Mr. Watt adopted the use of steam instead of atmospheric pressure, yet in all his various constructions he confined its elastic power to a force very little exceeding that of the air, at which it may be worked with perfect safety. But the early experiments that had been tried on engines, convinced engineers that boilers might be made to withstand very considerable pressure, and if such surprising effects were produced by steam in a weak state, what might not be expected from it when its forc& was accumulated? Such reasoning led to the construction of what ( 51 ) are termed High Pressure Engines, or those in which the. steam, by additional heating and confinement is increased in its elastic power, so as greatly to exceed the pressure of the atmosphere. The operation of such an engine needs but little explanation, for since steam at 212 degrees is a balance to the atmosphere, or will appear without force in the open air, but will move a piston into a vacuous space with a power of from 14 to 15 lbs. on the square inch, so if that steam be doubled in its power or made equal to 30 lbs. on the inch, by heating it to 245 degrees, it will exert the same power agaLnst a piston moving in air, as the former steam did against a vacuum; consequently, by increasing the power of the steam, the construction of the engine may be very much simplified, for the condenser and its cistern, the air pump, the cold water pump, and all those parts that are concerned in forming the vacuum may be entirely dispensed with, and much friction saved. This is of the greatest importance in situations, where the requisite quantity of cold water for efiecting condensation is procured with diflSculty, and this alone, has in many instances, proved a complete barrier to the introduction of an engine where it might have proved highly useful. The first application of strongly condensed Steam to the motion of pistons appears to be that mentioned iti Lisopold's Theatrum Machinarum, 1724, and is attributed to Dr. Papin; but it does not seem to have been successfiilly carried into eSect until applied by Mr. Richard Trevethic, of Camborne in Cornwall, who, in co]:||inction with a Mr. Vivian, of the same place, obtained a patent in 1802 for a form of engine which has been much used and approved on a small scale, and is very generally known by the name of Trevethic's Engine. The construction of a high pressure engine is so closely allied to that of Savary, that it requires but a very small extent of inventive genius for its conversion, because the force that was described in speaking of Savary's engine as acting to depress the water, will -equally well depress H 2 ( 52 ) a piston, the power of which may be transferred to any other purpose. Mr. Trevethic's contrivance however goes much further, and embraces an entire construction of engine in which great simphcity is preserved, and considerable ingenuity displayed. His principal view in its applica- tion, as declared in his patent, was that of forming an engine so compact, portable, and independent, as to be capable of being applied to the moving of carriages on rail roads. This great object he was enabled to eifect ; and there cannot be a higher proof of the perfection of his plan, than its having been successfully applied, since the year 1812, to the transportation of coals from several coUeries near Leeds, Wigan, and Newcastle upon Tyne. The general external appearance of Mr. Trevethic's engine in its complete state for working in a fixed position, is shewn at Fig. 10. When Fig. 10. ( 53 ) applied to loco-motive purposes the construction is the same, except that it is mounted on four wheels, one, of which is the fly-wheel shewn in the Figure. The boiler of this engine is perhaps one of the best that can be conceived for the economy of fuel, though unfortunately it will not admit of great extension of size, without in some measure diminishing its secu- rity. It consists of a cast iron pipe or cylinder p, which is seldom more than 3 or 4 feet in diameter, and from 9 to 12 feet long, according to the size of the engine, and must be perfectly air and steam tight. The end next^ is cast solid or close, but the other is closed by the circular plate or front *, the whole boiler being supported by the four legs or standards * * t, upon a block of brickwork or masonry built to support it. The fire is made in a wrought iron tube in the form of a syphon, the two legs of which lie horizontally within the large cylinder "p, and this syphon is attached at its two ends to the front plate * ; at one end it is so large as to embrace the fire door and ash pit «, together with the bars upon which the fire is made within the door, but its other end contracts into the iron flue or chimney pipe w, which must rise high enough to create sufficient draught for the fire. The large cylinder is filled with water above the surface of the syphon fire-pipe, and guage cocks are placed in the end *, to ascertain its contents. All heat that radiates from the fire, and even from the hot cinders below it, must therefore be communicated to the water, while the steam produced is retained in the upper part of the large cylinder. A safety valve is placed at z, and a b is a common mercurial syphon guage with a floating stick, or with a string passing over a pulley and a counterpoise weight, because the guage in this case must be 60 or 70 inches long, on account of the steam being sometimes required to press with so many pounds upon each square inch. Every part of the steam or working cylinder is hidden in this engine except its top c, because the whole cylinder is immersed in the hot water and steam, being fixed by a flanch at e, while its lower part extends nearly to the bottom of the boiler. ( 54 ) in this way the cylinder is most effectually kept at the same heat as the boiling Watfer : e is the piston rod, which instead of being attached to a beam, carries the T piece ff, which moves between the guides, or stea- dying bars g g: h is the fly-wheel, the shaft or axle of which passes through proper brass bearings in the two legs or supports t, while each of its ends carries a crank (one only of which can be seen in the Figure) connected to the T piece by the two connecting rods / /. As the piston moves up and down, rotary motion is communicated to the fly-wheel^ and from its shaft to any machinery requiring such motion ; but when vertical reciprocating motion is necessary (as in pumping) it is obtained at once from the T piece. On account of the force of steam required in these machines, water is supplied to the boiler by a small forcing pump m, worked by a lever connected with one of the connecting rods /, and this water instead of passing immediately into the boiler is delivered into a pipe or receptacle n fixed upon it, and opening into it by the pipe o, so that the cold water by traversing the full length of this pipe becomes con- siderably heated, and does not check the production of steam. In these engines the steam is admitted and released from the cylinder by a four-way cock such as has been described. This is placed just within the boiler at the top of the cylinder, and its lever is struck at the proper periods by tappets fixed on a small rod or plug-tree, which is attached to, and moves with the T piece; and as a throttle valve is inter- posed between this cock and the boiler, the speed of the piston can be regulated with the same facility and certainty as in any other engine. The difference in action between this and the condensing engine, arises from the steam being much more powerful, and in its acting against the pressure of the atmosphere instead of against a vacuum ; for no conden* sation takes place in this machine, nor could it indeed be effected with sufficient rapidity, on account of the great additional heat of high pres- sure steam. As soon therefore as the steam has performed its oflSce of ( 55 ) qperati»g an. the piston, it is by a motion of the four-wj^y coqk permitted to escape into the open air, while the newly admitted steam is operating on the contrary side of the piston. In passing to the open air it is gene- rally conducted through a pipe in the inside of the cold water pipe n o, in order that it may assist in heating the water before it enters the boiler. From the above description, it will be seen, that the high pressure stecim engine, is a much more simple, compact, and cheap maphine, th^n the condensing one in which steam of less power is used in conjunction with a vacuum ; and the only solid argument against its general intro- duction and use is the danger attendant on the explosion of its boiler, which when it does occur, is accompanied by the most fatal and dreadful consequences. Still however, there can be no doubt, but in time proper mat&rials will be selected, and such modes of construction adopted as will make the use of strong steam as certain as that of less power; and since it has been most clearly proved that the increments of power in the steam are greater than those in the fuel to produce that power, so of course the expence of working such engines must be proportionably lower. When acradents have occurred to boilers, they may in almost all cases be traced, either to bad workmanship or materials, or an injudicious choice, appli- cation, union, or form of them. High pressure boilers, if large,, should always be composed of small parts, effectually and scientifically united ; and materials of the greatest tenacity should be selected, such as thick plates of hammered iron or cop- per, which, if they fail, will merely rend or open, while cast iron from its brittleness, is dispersed in all directions by its bursting. I)ue attention should also be paid to pladng such materials together as will expand and contract equally under equal temperatures, for the perfection and durabi- lity of a joint is greatly dependent on this circumstance. And no boiler of any description should be trusted until it has been proved by injecting cold water into it, by a forcing pump in the manner of Bramah's press, ( 56 ) to,be Capable of withstanding at least twice, if not thrice the force of the steam that is proposed to be generated within it, and which may be ascertained either by loading its safety valve, or using the mercurial guage. The high pressure engine of Trevethic was the only one that was used for a considerable time, but in 1804, a patent was obtained by Mr. Ar- thur Woolf, an engineer of Cornwall, for a new machine, which he did not however bring to perfection until 1810, when the improvements and alterations he had made in it were so great, that he was obliged to solicit a new patent. The perfection of this engine, as described by Mr. Wool^ does not however arise so much from any improvement in its construc- tion, as from a new property which he states he had discovered in steam, and by which he was enabled to apply it in a new manner. His engine is in fact precisely that of Hornblower, (Fig. 9) with such slight altera- tions as to render it unnecessary to give a separate figure of it ; and al- though this machine was non-eflFective when used with moderate steam, and especially during the continuance of Messrs. Watt and Boulton's pa- tent, which precluded the use of their mode of condensation ; yet it has since become of great importance, in the hands of Mr. Woolf. He claims a discovery, which he endeavours to establish by proof, that whatever number of pounds steam might be capable of overcoming on the square inch, so many times would it expand, and yet remain equal to atmosphe- ric pressure, provided its original temperature was maintained. In other words, if steam is strong enough to raise the mercurial guage of a boiler 6 inches, or to open an inch safety valve loaded with 6 lbs. weight, against the pressure of the atmosphere ; that same steam may be admitted into another vessel, six times as large as the first, and still it will be equal to steam of one atmosphere (or 212 degrees) so long as its first heat is pre- served. Taking it for granted that this law holds good in steam, its bene- ficial action in a double cylinder engine, will be immediately apparent. ( 57 ) and such is The Steam Engine of Mr. Woolf. He proposed using steam of about 40 lbs. power on the inch, and this was to be admitted by the pipe c Fig. 9, into the cylinder a h precisely as before described in speaking of Hornblower's engine, which was only altered for his purpose by making the second cylinder much larger than the first. For if steam of 40 lbs. was capable of extending its magnitude forty times, and yet remained equal to the atmosphere, of course, if the second cylinder had forty times the capacity of the first, the steam when discharged into it, would still be atmospheric steam. A condensing engine however requires steam of about four pounds more than atmospheric power on the inch ; consequently, if the second cylinder be not quite forty times the size of the first the entire object will be gained; for the steam on its first admis- sion will act with a power of 40 lbs. upon the first piston n to raise it, and is afterwards admitted to act above the second piston o to depress it in into the vacuum formed in h by the ordinary process of condensation ; while at the same time a new quantity of 40 lbs. steam, has been let in above the first piston n to assist in the operation. This engine thei-efore consists of a high pressure and a condensing engine so united, as to act with one common quantity of steam, which is made to co-operate on two pistons always moving in the same direction at the same time, and thus uniting their power. The beam, fly-wheel, hand geer, and various other parts of an engine as before described are applied in this, as in all other steam engines, consequently, nothing need be said upon them. But Mr. Woolf was too Well acquainted with the nature of strong steam to attempt its production in any of the large boilers that are commonly used for this purpose, and he therefore invented a boiler peculiar to himself, and which formed part of his patent invention. In this, which is altogether made of cast iron, he very properly uses forms which admit of the greatest strength in their construction, while none of the parts individually expose much surface ( 58 ) to the action of the steam. His boiler consists of several strong tubes of about 10 inches in diameter and the entire length of the fire place. They are placed parallel to each other in a gen% sloping direction, at a small distance above the fire, and their upper ends all open into the lower side of a large cylinder set in brickwork above thepi in such manner that its lower part is also exposed to the fire. The steam as it is generated in the lower tubes rises up into the largq cylinder through the water con- tained in it, and is retained above the water until required by the engine. The method Mr. Woolf took to insure the due temperature of the ste§,m in his cylinders was that of making their jackets gr casings Jhe pas,sag?s by which steam was delivered into them, for it passed from the boiler, into the casings, and from thence to the interior of the cylinders, which wer6 thus kept at all times, as hot as the steam that had to enter them. Qn the whole therefore it will be seen that no pains have been spared by- its ingenious projector to make this engine as perfect and a,s safe as is con-: sistent with the nature of high pressure^ steam. TJie accordance stated by Mr. Woolf to have beeii discovered by him between the exact, powef of steam and its expansion, was considered; by all, a,s of an,e,:^trgiordinary nature; but more recent and accurate experiments that h9,ye,been tri^d, show that it does not exist to any thing like the extent at ^rst imagined,: consequently, the disparity in size between the two cylinders is founcl, to be much less than was at first hoped and expected. The large cyjiiider is however made from 5 to 8 times the size of the smaller^ one, an^jn this proportion the engine of Woolf appears to be the most poM^erful^ with the least consumption of coal of any that has yet been laid before the pub- lic. It has been chiefly used in the mining district^?, of Cornwall, where perhaps a better opportunity of examining its merits, has occurred than could be met with in any other place, not only from the great depth of the mines, and the na,ture of engines being there so well understood, and so often put in competition with each other, ;but; frgm ..the ifitrepid man-^ ( 59 ) ner in which high isteam is there regarded; for had it been liable to acci- dents, they must have frequently occurred. Notwithstanding the arguments that may be adduced in favour of high pressure steam engines, still in the form in which they have been hitherto constructed, they should in no case be resorted to, where the low pressure or condensing engine can be substituted in their stead, especially for ma- ritime purposes. The saving of a small quantity of fuel may be an object of great importance to the manufacturer, but is by no means to' be put into competition with the lives of the passengers or crew whx) may be constantly surrounding the machine, ""and who therefore cannot ever be exempt from some risk of danger. It is true that accidents do not very frequently occur ; and it may be urged that the low pressure boiler being constructed in a weaker manner, is more liable to accidents from inat- tention to the fire, than that which is formed with a direct view to strength. But admitting that the one is as secure as the other, still the eflFect of the explosion is sufficient to turn the scale of preference, for while the bursting of a low pressure boiler hardly ever extends its in- fluence beyond the limits of the room which contains itj that of the high pressure spreads devastation around it on all sides ; of which, unfortu- nately there are but too many instances on record. It is however daily gaining ground, and with further and better experience, and by new modes of construction, may at length become safe and common. In America the use of high pressure steam is much more common than it has yet become in England, and there it is by no means a rare occurrence to hear of the use of steam equal to 100 lbs. or more, on the square inch. Before dismissing the subject of the steam engine, it will be necessary to offer a few remarks on the attempts that have been made to improve it, by dismissing the beam, and obtained a circular or rotory motion, imme- diately from the action of the steam without the intervention of a crank. l2 ( 60 ) Such a construction, is unquestionably a great desideratum, especially for nautical purposes ; because the inertia of the hekvy beam and piston, as well. as the friction produced by them and their appendages must be over- come at every stroke, and not only abstract greatly from the power of the machine, but add to the expence of its construction, and the room that it occupies. All the attempts that have hitherto been made to accomplish this desirable end, have however so far proved ineffectual; at least, they have been attended with such practical difficulties, as to have precluded their general introduction into practice ; for the friction attendant upon them, as well as the difficulty of maintaining the packing in a steam-tight condition, has proved so great, as to more than overbalance every expected advantage. Indeed, the difficulties attendant upon this construction of engine, are such, as to leave little hope of its ever being brought to that state of perfection, which may render it superior, or even equal to the engine in its alternating form. With a view to render the condensing steam engine as strong and compact as possible, and thereby to fit it more completely for maritime use, the disposition of many of its parts as before described, may be trans- posed, and this has been very effectually and completely done by Messrs. Maudslay and Co. in some very excellent engines of about 40 horse power each, which they constructed for some post office and other government packets. Their form of engine is shown at Fig. 11. After the description already given of this kind of steam engine, it will merely be necessary in this place to state the names of the several parts which are as follows. B N is the steam cylinder firmly bolted down to some of the main transverse beams of the vessel. This cylinder has a close top, the engine being on the double acting principle, and it is made of larger diameter in proportion to its height than in those engines that are used on shore, in order to obtain great power in a compact form, by not extending the stroke of the piston to too great a length. T is a tube or side pipe, which receives the steam from the boiler, (not shown in |;he figure) and at the same time contains a pecuhar sliding valve, on the principle of Fig. 6, by which the steam is conveyed alternately above and below the piston. The piston rod works through a stuffing box and terminates at the top in a T piece, from each extremity of which, as E, stiiF bars or connecting rods descend, and are attached to one end of the main beam Q A P placed near the bottom of the machine for the sake of strength and to save room. This beam turns or vibrates on the center Q, ( 62 ) which is strongly supported, and the beam is composed of two cast iron plates of similar form, one of which is placed on each side of the machine. The extreme end P of this double beam is united by means of the con- necting rod X D, with the crank M, which turns round the main central axis S, performing a circle equal in diameter to the length of the stroke of the piston. To this main axis S one of the paddle wheels for pro- pelling the vessel is attached, and the paddle wheel on the opposite side is fixed upon a similar axis belonging to another engine, because in large vessels it is always customary to employ two steam engines of equal power, and to connect them each to a paddle wheel, but in such manner that their effect may be concentrated on the main shaft or not, at pleasure. C is an eccentric' wheel fixed upon the main shaft S for working the steam valves, which it does thrbugh the medium of the 4ong but light open worked or braced connecting rod F, which is united to an arm Z upon the lever n G O, which turns upon a center or fulcrliih at G. Thei end n of this lever is joined by the comiecting''rbd w ■! to the top of the rod that works the slide valve, and O i^ a bklance weight at the opposite end of the lever to compensate for the weight of the sliding piece, which covets the steam openings, and by means of whith nothing remains to be overcome but the friction of the slider. The short lever H connected with the two rods V and W, (the latter of which joins the connecting rod E) form a parallel motion apparatus for insuring the truly vertical motion of the piston rod. In ship engines an open condensing cistern is inadmissible on account of the motion of the vessel, and the condenser is not therefore set in a cistern, but is made of a much greater capacity than usual, but in the figure it is completely hidden by the beam. U is the lower part of the air pump and K its piston rod, worked by a con- necting rod rising between the cheeks of the beam, but the air pump is chiefly hidden by the beam and the iron fence work L, placed to keep persons from injury by the working parts. R is the hot water cisterii ( 63 ) which receives the condensed water froiiji the qlose tgp of rjtjie ^^ic.p^unp TJ, and from this vessel it is conducte^d intp,t|ie,.|3iOp^,^whi^^fi5^ Trevethic principle, t^t is; to say^ ja.o brickwork is^;\i^e4 to, set itiifet it is made of thick sheet iron, orp^qre fr^qT}ently.6£4.fe^pJ%qt}p{^r^ fire place is ?i^squaj:e^tube passing^in £i c^rQuitous 4iE?ctipn thj-Qugh th^- water, in order , the, more efFectuallx tp dj^^trib^te thejtjeat^befoj^je smoke reaches the flue. The bQilers o^j^tje^p y.^g^els gyr^ii^seftWJy Jiot made of the waggon or cylipdjical, shapAjlifferQ described, jai^ ^plying to engines to be,use4 jpn land, biit, t|igy.,geng|-gi% fill up <^§^iwhole o£lbat part of the vessel that is apprApriMftd tOijtljemfrvQm side to-sidQ.ajidifromc deck jto deck, aji4 as tJie fir^ ^a,ee,i9,ndfflpe, is.^^ufXQUnded jmjBi|eEy sjd% except at its '^qor, by \y3,tqy, Fhich ift its biSitest, sta^e WM^\mtmM^ above the boiHng poipt, tkisiiaffgr^^/Oie of jfefeeimosteff^^ s^^iWaids against the he^t -pf the ^fg.bqing.communiQated. to iPbetj^itpbaijif oLthej vessel, which canjnot be,. tap.jsgcjirejly giiard.ed.a^ai.n.?tuiuShip Jb^aJers, i)i3ii account of their requisite .diHignjsi9p% are genqr&JJy mac^e iats^o imibreei separate part^svhich §.p together ^j^Ji^^^sX^es^yan^^ ihgl&fov^ JK&itea^es room, but the ^ue or jcfei«iP?lKPipe§.?ilPi* i^4>Apn»i9autbro*igjIii ifeiemgafti and the parts are sepurplyja#e^.j?ift^rvt]^yj£e,^^^^^^ mode of construction is very convenient and affords great faciUty in getting the boiler into its place after the ship is built; and it is economical, because if one part of the boiler should be burnt out, or destroyed before another, that part can be renewed without disturbing the rest. It more- over possesses the important advantage of keeping the water in separate compartments, so that it cannot roll in a great body from one side to the other, and thereby destroy the ballast of the vessel, nor does it admit of any great portion of the metal of the boiler becoming uncovered with water, and thereby becoming more hot than would be convenient. One of the greatest inconveniences attending the use of large boilers at sea is, that they evaporate and waste too much water, to permit of ( 64 ) their being supplied with fresh water, and, consequently, their supply^ must be obtained from the sea, and as sea water deposits its salt, which crystallizes upon the boiler, and particularly in the hottest places, as the evaporation proceeds, this deposition of salt prevents the transmission of heat from the fire to the water, and cannot be too much guarded against. A certain loss of fuel must on this account be submitted to. The most eflfectual remedy that has been found, is a frequent change of the water, by letting a much greater quantity pass into the boiler than is necessary to supply the waste of evaporation, and by occasionally letting off the superfluous quantity by a cock or valve constructed for that pur- pose. By care and judicious management of this kind, the water may be prevented from ever becoming fully saturated with salt; for as hot water holds more salt in solution than that which is cold, a much larger portion of salt will pass ofi" with the heated water, than will enter with that which is in a cold or tepid state. If steam engines could be constructed to work the same quantity of water over and over again without waste, it would be a most desirable improvement; and how far this has been eflFected will be shewn in a future chapter, which I shall devote to an account of the most recent improvements that have been made in these important ma- chines. CHAPTER II. STEAM SHIPS AND VESSELS. The ships and vessels proper in Steam Navigation, will admit of a still greater variety than saihng vessels ; and, although none^have as jTet been constructed of a greater tonnage than 1,000 tons, there is no good reason why they may not be made twice as large, or of as much toniiage as the largest ship in the Navy; for, although there may be a limit to the size of the boiler, shaft, and other parts of the machinery, there can be none to the number, and there can be no objection to two sets, if the ship is too large for one: the construction and model of a steam ship must, however^ be essentially different from that of a sailing one ; and I am naturally led to this subject, before I touch upon the main object of this treatise. Steam ships intended for war, may b^ divided into four classes; first, those intended for cruizing; secondly, auxiliaries to ships of the line and frigates ; thirdly, for protection to the coast; and, fourthly, for despatches and convoys. The first class should be made to combine the qualities of a sailing vessel, with those of a steam vessel; but, as sailing must in all steam vessels be considered the secon- dary quality, the construction, or the proportions of a ship of this nature, must partake more of the form necessary to a vessel moved by this machi- nery than to one dependent only on her sails. The length and breadth ought to be greater in proportion to the depth, and a vessel of this nature must be also flatter in the floor, than is usual in sailing vessels; while, in order that the paddle wheels may be secure from the action of the weaves, the projection in the sides, called the sponcing, must be carried up in a manner which will be apprehended by attending to the following plan, K ( 66 ) Fig. 13. Fig. 14. so as to make that portion as solid as any other part of the ship. This is to be done by carrying timbers, curved according to the form necessary for admitting the water to the paddles, from the floor of the ship to the very outermost projection, as well as within the paddles, deviating very little from what would be the regular form of a sailing vessel, which may be done, indeed so, that at a short distance, the difference will be impercep- tible. It will be useful here to give the proportions of one vessel built on this principle, which is known to have possessed the best qualities, both under the action of the engine, and that of sails, and which has, without having received any material damage, continued for two winters, to ply in the Irish Channel; a sea, open, (as is well known) to aU the swell of the Atlantic. The dimensions of this ship, called the Town of Drogheda, are as follows. Length of Keel 116 Feet. Length on Deck - - 130 do. Breadth between the Paddles - - - - 23 do. Extreme Breadth 27| do. Depth of the Hold 13 do. Draft of Water, with Engine & Coals, but not Cargo 9| do- ( 67 ) This vessel is about 250 Tons, and has two engines of 55 horse power, each on the principle of Boulton and Watt; which, together with the boiler, occupies nea.rly one-half of the tonnage. There is, consequently* little room left for fuel, stores and provisions ; but this can be remedied, by substituting the high pressure engine and boiler, on Mr. Gurney's plan, which has been already described, and which will occupy but one fourth, instead of one-half of the space. The proportions of this vessel, may be increased to the size of the largest ship in the navy ; in which case it will be necessary only to add to the number, instead of the size of the engines. The stem and fore-foot of a steam ship of this kind, should be narrow, and with about an inch in the foot more rake than in sailing vessels ; but the keel ought to be equally deep : the object of the first being to give the rudder more command, and of the second, to prevent rolling and falling to leeward, when cruizing under sail. The bow above water ought to be full, forming with the stem nearly a horizontal semi- circle, and with the forefoot, a vertical one, as represented in these diagrams. Fig. 15. Fig. 16. which proportions have been found best both for safety and velocity. The floor ougkt to be flat, both for the sake of buoyancy and cdnveniencei k3 ( 68 ) because a vessel of this construction will displace less water, or at least> the water which she displaces, wiU be nearer the surface, ^vhence she wiU require less force to impel her through it. The run ought to be very clean, and she ought to draw rather most water abaft. The ruddier should in its proportions, be one-fourth, or, according to the length and size of the vessel, one-half broader than in sailing vessels ; the direction of the vessel being Avhile under the power of steam, often entirely depen- dent on the helm ; the sternpost and rudder ought also both to be secured in the strongest manner possible. As the vessels which I am now describing, are intended to be kept under sail while cruizing, it will not be proper to deviate more than neces- sary from the usual methods of fastening and strengthening the frame ; but that part allotted to the engine and the sides, whejre the shafts protrude, should be particularly supported by sleepers and knees, so as to prevent any tremulous motion^ which is apt to be occasioned both by the engines and paddles, and also to counteract the effect of the waves on that exposed part In constructing the paddles, the proportions depend on the power of the engines, the length of the crank, the height abave water, &c.; but in all cases, it will be adviseable to have them rather within that propor- tion in breadth, so as to diminish as much as possible the overhanging weight. The bulwarks which surround the outside, should also be light, unless guns are to be supported by them, which will only happen in steam ships of a larger class than have as yet been built. On each bow and on each, quarter, 4here should be strong timber heads and cross pieces, to which, tow-ropes or shore-fasts might be taken, without injury to the ship by straining her ; and the davits for quarter and stern-boats should be well sup- ported and secured. The following parts of a vessel of this nature should be increased in actual strength by one^fourth : viz. the ke^, stem, apron, or inner stein, fbttocks, floor timbers, dead wood, sternpost, transom. ( 69 ) inner post, frame timbers, and£lling timb@r# abreast of the eOginej as should 9.]iso, the wales, the rudder, and the rudder fastenings, The best wood-for building «team vessels, is the Tyroleze and Alpine Larch, which has a decided superiority on account of its buoyancy and durfibility. MASTS, YARDS AND RIGGING. It is now necessary to describe how a steam ship ought to be masted and rigged; for although sailing is a secondary consideration, it is one of much importance, since it has been before stated, that in all ordinary cases of cruizing, the ship will be kept under sail. The proportions which the masts should have in point of weight and dimensions, and the posi- tions in the ship, comprise the two main considerations. All steam vessels intended to cruize at sea, should have three, or, if above the size of a frigate, four masts. Each of these should be in the proportion of a Schooner's lower mast, and must vary as these do, accord- ing to the length, breadth, and depth of the vessel, and also according to the climate for which the vessel is intended. It is therefore of little use to attempt to fix any exact rule of proportion; the nearest approximation is by deducting one-third from the length of each mast, as it should be in a vessel entirely for sailing, increasing the thickness at the deck one inch in fifteen, and decreasing its thickness one inch in fifteen at the head : whence the main-mast of a steam ship of 1,000 tons, (the average size of a forty^gun frigate,) would be 62 feet instead of 93, and 30 inches diameter at the deck instead of 28, &c. The bowsprit also is subject to the same reduction. The mast heads should not be burthened with tops, which . hold wind, and materially impede the velocity, and which, though neces- ( 70 ) sary for the support of the topmasts of a sailing ship, are not required to sustain those of a steam vessel, the topmasts of which should be light, and always struck before a gale, at the time the topgallant masts of a frigate would be, and when propelling against the wind. Cross trees, (which have not the disadvantage of holding much wind) are sufficient to support topmasts suitable to a steam ship ; and should therefore be always fitted instead of tops, while these also can be made to unship, and be taken down on deck at pleasure. The topmast of a steam vessel must be regulated as to its length, by the length of the lower mast above board, and its heel when struck should be nearly at the deck ; it should indeed be of the greatest possible length that can be conveniently got upon deck, and its diameter should be similar or proportional to that of a schooner's topmast. There should be nothing above the topmast ; because the advantage derived from light sails in a steam vessel, is so trivial, as not to atone for the weight which is neces- sary to support them. If, for example, such a vessel is before the wind, she wiU go faster by the aid of her machinery than from the power of a light breeze ; while, if the wind is on the beam, their pressure and effisct in heeling the ship, are more disadvantageous than any velocity which can be gained by them. If, again, the wind is before the beam, they are decidedly disadvantageous, as the gear belonging to them will impede the velocity much more than the effect of additional canvas will add to that. A mast, any higher than a topmast, is therefore disadvantageous, under all circumstances, besides being an additional expence: and in the mizen mast in particular, no topmast is necessary or useful under any view. The position of the mast is next to be considered. It must be kept constantly in mind, that masts and sails are secondary in a steam ship, and therefore their positions as well as their proportions must be regarded chiefly as auxiliaries to the machinery or impelling power. It is in all cases a mistake to suppose, that because the ship is long, the foremast ( 71 ) should be placed proportionally further aft, and the mizen-mast further forward; the reverse, even in sailing vessels is the fact, because a long vessel takes more time, and requires more room to tack and to vs^ear, and indeed to perform every evolution. It ought to be evident indeed, that the further from the extremities of a vessel the masts are placed, so is their power of acting on the hull diminished ; since this may be viewed as if they were so many weights acted on by levers, the ends of which are -the stem and stern. But when it is considered that steam vessels are still longer in proportion than sailing vessels, and that the masts should be placed so as to assist the steerage of the vessel, there cannot be a doubt but they ought to be placed as near the extremes as they can pos- sibly be secured ; and the rule for placing them should be, that the step of the fore-mast should be on the fore-fool, and that of the mizen-mast should plumb with the heel. If the ship is long in proportion, or large in tonnage, she should have two intermediate masts ; but if the usual dimensions, or under the size of a 36-gun frigate, one intermediate mast in the centre of the ship, will be sufficient. In this case, this additional mast should bear the same proportions as a similar one would do in a three- masted schooner, as far as regards its shape and thickness ; but it should be one-fourth shorter than it would be if it were rigged solely for sailing, in a ship of similar tonnage. The same directions respecting the top- masts, which have been already given, may be followed. Where two intermediate masts are required, they should be equi-distant from each other, dividing the space between the fore and mizen-masts into equal parts ; the foremast of these being called the first, and the after the second main^mast. The reasons for these arrangements, will be given in the chapter of Naval Tactics, but the yards suitable must now be described. The yards suitable to a steam ship, should be also small in proportion to those of a schooner. They should consist of a fore and main-yard, with a fore and main topsail yard; there is of course no necessity for ( 72 ) any yard on the mizen-mast, there being no top-mast fitted to it. There should also be two spare topsail yards, one-third shorter, but of the same thickness, the use of which will be pointed out hereafter. Every mast should be fitted with a gaff" for its large fore and aft sail, an done for the storm sails. The proportions however of all these yards and gaffs, must be subject to much variation in their dimensions, according to the relative length and breadth of the vessel. The same may be said of the mizen or driver boom. The usual dimensions for a main-yard, are 8-9ths. of the length of the main-mast, and for a fore-yard 7-8ths. of the length of the main-yard; for a main topsail yard 5-7ths. of the length of the main-yard; for a fore topsail yard 7-9ths. of the length of the main topsail yard. The centre diameter of the lower yards should be one quarter of an inch for every foot of length. The sails of a steam ship, should consist of a fore and aft sail to each mast, set upon a gaff"; these being intended for the usual Wants of the vessel, while there should also be a trysail to each inast, to be set in storms. If rigged with three masts, she should have two topsails ; if with four masts, three ; no topsail on the mizen-mast being necessary in any case. She should also have two storm topsails fitted to the short topsail yards, and made of stout canvas; the use of these being for the purpose of scudding, and for lyirig-to in a storm when the sea is heavy. A square sail should be fitted for the fore and main-yards ; but that should always be set flying, or, in other words, from the deck. Lower and topmast studding sails may be also used at times with advantage; and there should also be a staysail to each mast, together with a jib and flying jib, as in a sailing ship ; the use of which will be fully explained hereafter. ( 73 ,) OF THE RIGGING PECULIAR TO A STEAM SHIP. In rigging a steam ship, it is of much importance that the ropes necessary to support the masts and yards, should be so contrived as to hold as little wind as possible, that the velocity of the vessel when impelled against it may not be impeded; and as it is plain that when one rope, and two, of equal tenacity, are opposed vertically to the wind, as shrouds, the former, though much thicker than either of the other two, will hold less wind, it is recommended that in all cases, the shrouds which support the masts and bowsprit should be of the same thickness or diameter, as they would be for the masts of a sailing ship of the same tonnage, the mast of which would be one-third higher. The number of shrouds, should at the same time, be diminished by one-half The fore and after shroud of each mast should also be fitted on the plan of a pen- dant, which would admit of being removed at pleasure. The stays might be a little reduced : the blocks at the mast heads necessary for the run- ning rigging, should be fitted with iron straps and hooks, or made to lash in their places, so that they could be sent down when not required for use J while the dimensions of these must also be regulated by the size of the materials they have to support. The bowsprit should be well secured, and as the rigging attached to it is below the level of the upper part of the hull, there is no objection, on the score of impeding velocity, to the size or number of the ropes which support it; and as it will, in propelling against the action of the waves, be often severely tried, the bobstays should be double, and also considerably stronger than those required for a sailing vessel of equal tonnage ; the bowsprit should be double-gam- moned, and, on the upper side, well supported by an oak fish. The jib- L ( 74 .) boom should also be strongly rigged, with double guys leading to the forecastle, and fitted so as to be quickly and easily sent on deck. All the blocks necessary for the running rigging, should be wide enough to admit the ropes very easily, for they should always be unrove when pvo- pelling against the wind. The lower yards should hang constantly by the geer which hoists and lowers the yard when wanted ; which, in large ships can be done, as well as every other heavy work, by the aid of the steam engine. The topmast rigging should aU lead on deck, and be fitted to shorten and set up according to the position of the top-mast for the idme ; that is, in the difierent cases when it is entirely up or reefed. When the top-mast is lowered on deck, the rigging ought also to be sent down ; the cross-trees being constructed so, that the rigging can be unshipped, by having lock notches, instead of holes to admit the shrouds. It will be found both a safe and convenient method, to hang both lower yards and top-masts by double chains, reeving through check blocks, the former below, and the latter above the cross trees. To the after or hoist- ing end of this chain, the purchase for swaying up, whether by manual labour or by machinery, is to be attached; while it will be more speedily lowered by hand when necessary. The braces ought to lead each way, and be single or double according to the size of the ship, in order that the yards may be kept steady ; and they also wiU be sent down with the yards ; the methods of performing which, will be treated of in their places. The construction of steam vessels, as auxiliaries to ships of the line and fi-igates, is the next subject to be discussed. There can be no doubt, that in a future war, a fleet of men of war, and indeed a small squadron, will scarcely be efiective, vidthout a considerable if not an equal number of steam vessels, to act under various circum- stances; and, among other things, their province will be to tow, or ( 75 ) iAcreasie the velocity of the ships, in calmis or light winds, and particularly in action. As such a vessel can always he taken in tow, under other " circumstances, her masts or sailing qualities, are of much less importance thgin in the case of a cruizer. The weight, and solidity of a vessel of this kind, v*dll always be an advantage> inasmuch, as it will add to the momen- tum; or, when once set in motion, the vis-inertice will be more able to overcome the inequalities of resistance, occasioned by the sea acting on both ships. Vessels constructed for these services, should therefore be made as strong as wood and iron can make them ; indeed> they may be so forti- fied, as to resist shot at distances where it would take complete effect in the sides of her consort; at any rate, the part which contains the machin- ery, should be fortified in that manner. The dimensions of this kind of ship, should be nearly those of the vessel already mentioned, except that she should have two feet more depth of hold, to enable her boilers, and other parts of the machinery, to be placed under the water line ; which, vrith the exception of the shaft and crank, may be easily done. There are inventions indeed, which, if they succeed, wiU remedy that defect; ^so, and, thereby render the auxiliary steam vessel, not only perfectly secure from injury during a general action, but fully able both to assist in keeping her consort in her station^ and in annoying her opponent. A more minute detail of the construction of this kind of ship, must be with- held, for obvious reasons. As to the masts and rigging, being objects so comparatively small, it is only requisite to say, that they should be constructed so as to lower entirely down, when the vessel is wanted for service. The engine will of course be powerful in proportion to the size of the vessel, which will be dependent on her consort for fuel, and she will either be always towing, or in iaw of her consort : the tactics pecu-^ liar to which service, will be fully entered into in the proper place. ( 76 ) The next class of steam vessels to be described, is one of the highest importance ; namely, that which must be employed in the defence of the coast. The dimensions of this class of vessels will vary according to the nature of the part of the coast to which they are attached. Some will be made to sustain the sea in the most boisterous weather ; and these will differ nothing in the construction of the hull, from cruizing vessels, the only one requisite, being in the masts, sails and rigging: and as the quan- tity of fuel is of less importance, the engines may be made more powerful, and secured from the effects of shot at a distance of six hundred yards. The Downs will no doubt be the principal rendezvous of the largest class. Those which are to rendezvous in Dover Pier and the several dry har- bours along the coast, ought all to be of a light draft of water ; but they may be of various sizes, and their engines must either be protected, or the boilers, at least, must be placed below the water-line, as they will pro- bably have to do the work of a battery in defending the coast. It is a mistaken idea to suppose, that the steam ships now in use could be made available for the defence of the coast: the fact is, that neither the vessels themselves, nor the machinery, are at all suitable, except for carrying troops. In the manner in which the boilers are placed, the engineer who attends the engine, and the stokers who attend the fire, would be unable to remain in their stations ; knowing that the first shot which struck thB boiler, which, as it is now placed, could scarcely be missed in action, would occasion their being scalded to death. In the event of hostilities, therefore, the whole system must undergo a perfect change, to become effective. The following wood-cuts are intended as a perspective vi«w, and a section of one method of improvement, which has been found by experiment to be effective : but it is not held out as the only, or even as the best which can be resorted to, while a mimite description is witheld for obvious reasons. ( 77 ): Perspective View ctf a Steam Vessel fortified against Shot. Fig. 17. A Section of a Steam Vessel fortified ajjainst Shot. Fig. 18. The masts, rigging, and sails of these vessels, need not be noticed, as they will be a very secondary consideration, and have been already suf- ficiently described ; but it may be added, that the best plan is to have them fitted to lower down by the stays, as they will then be able to ride ( 78 ) longer at anchor on the coast where most wanted, and also much diminish the expence, both in the original fit-out> and in the wear and tear. It now remains to describe the construction of steam vessels to be employed in the protection of the trade and convoys, which is also a ser- vice of much importance. These vessels should be made to combine the qualities of a sailing vessel, and those of a steam vessel ; and, indeed, would differ very little in the appearance of the hull from a sloop of war. A model of a vessel suitable for this service, and convepng dispatches, is in the possession of the Honourable East India Company, and is nearly the mould of a New York and Liverpool Packet, while it differs so little from the Town of Drogheda, already described, that it is unnecessary to recapitulate the minutiae. These vessels will sail faster under sail only, than most of the convoy of common merchant ships; and if they accom- pany a convoy of Indiamen, they can be kept in tow by one of the fastest sailing ships, while she will be at hand to tow the Indiaman in her turn, when calm, or in light winds. The engines should be more powerful, on purpose to tow up those ships which get astern and to leeward ; and as they will look to the ships of the convoy to replenish the fuel when required, they will be able to afford more room for the machinery. Steam vessels used entirely for mercantile purposes, will have a greater depth of hold in proportion to the dimensions already given, in order that they may carry a greater cargo j these, when loaded, will displace more water, and, consequently their velocity will not be so great, but their inertiae being greater, they will be able to sustain the effects of the sea better than a vessel of less draught of water, and keep their head against a squall, when those built entirely for saihng, cannot. Of these, the Thames of 500 Tons, which trades regularly between London and Dublin, both summer and winter, is one of the best specimens ; those tihat are built for the navigation of rivers, for passengers and goods, must, both in size and draught of water, be built according. to the nature of the river or ( 79 ) water in wbiek they axe to hb €axi|dayed[^ ai^ a ipoaute descrip^ti^i^ of these would: be needless. Those intended for ferries, should be short in proportion to thdrr breadth and depth, in order that they may take" less room in performing their evolutions, and be more under comm^uid of the helm. Masts, sailsi and rigging,: may be entirely dispensed with in a Te8ser@£thi& de&cription. Having described the construction and eijdfiment of steam ships and vessels, as regards their navigation, it remains to treat on the subject of their armameni^' which has occupied the attention of naval officers in no ntoderate degree, and on which a great diversity of opinion exists. That steam vessels will be armed in many ways, there can be no doubt ; for the gun&^ as well as the vessel, must be suited to the service on which she is to be employed, and as well as to her size and construction. But, as it is most probable, that they will have ships of much greater force in weight of Knetal to contend with in the first instance, it follows> that they must be armed to avert that disadvantage. In the class of vessels which has beeii first described, viz. Cruizers, it will be indispensible to have one long gun, a 32 or 42-pounder to traverse in midships, or in such a situation as that it can be fired on either side or over the bow. To a vessel above 200 tons, two of the same description may be mounted, and they should be se- cured, when not in use, near the centre of the ship, fitted on slides that should be of the most approved plan,, and also provided with sights; and there should also be marks on the carriage, and on the deck, to denote its actual elevation, and the number of de^ees in azimuth, which they point from the ship's head ; while all their motions should be directed by screws. The rest of the armament should consist of carronades of the same calibre, their number being according to the tonnage and capacity of the vessel; there should be no guns mounted either far-forward, or far-aft, nor should they be placed on the projections, (if there are any) but kept as near the centre of the ship as possible, and only run into their places when ( so ) required. If the ship is of a large class, there can be no doubt but she will be armed very much in the same manner as a large frigate now is ; and it is extremely probable, that before long, vessels of this nature will be constructed with two decks. All small vessels must be armed with one long gun ; but if their sides are fortified against shot at a particular distance, they may be armed with the same kind of guns which are now in use; the advantages of the various modes of armament will be explained in the proper place. Again^ it is highly probable, that steam will be hereafter used, to a certain extent at least, in place of gunpowder, as its elastic force is fully ascertained to be, when at a pressure of 50 to 70 pounds to the inch, much greater than that of gunpowder, while it is also capable of throwing a shot with much greater advantage ; besides which, the gun can be fired much quicker than it is possible to load a gun in the common way. In this case, and in all cases where the vessel is small, it will be best to place the large gun on a slide, to point always in one direction ; but so that it can be either elevated or depressed at pleasure, while the direction can be obtained by means of the helm, as is commonly practised in gun boats. PLACING THE ENGINES. The engines now in use, are placed, very properly, near the centre of motion, and, as far as the velocity is concerned, they could not be put in a better situation for packets and mercantile purposes ; but when intended for vessels of war, the great object is to place them where they cannot be damaged by shot ; a consideration, which is paramount to every other. It is evident, that the waggon boiler and upright cylinder, are not proper for vessels of war; and in all cases, therefore, high pressure steam should ( 81 ) be resorted to ; the cylinders should be horizontal, and the steam should be generated either in tubes according to Gurney's Patent, already described, or in small boilers which could be placed under the water line. These boilers, and also every part of the machinery should be so fastened that those whose duty it is to examine them, should have access to every part, and there should be railing placed so as to guard against accidents. It would be of much advantage in action, if the paddle wheels and engines were constructed so as to work independently of each other, which has been successfully tried in America; and the reader is here referred to the introductoly article, for an account of this improvement, and that of Mr. Castigin, which sets the question of the practicability at rest. The paddle wheels of a steam vessel for cruizing, shoiild be narrower than those for rivers, by at least one-third; and when the vessel has every thing on board, the paddle that is vertical, ought to be completely im- mersed, and no more. The many improvements which have been made on the paddles, and the manner of placing them, are detailed in the article on that subject, and in the specifications which are also given, to which the reader is referred. The stowage of the ship should be an object of particular attention ; the dead weight should be kept as near the centre of motion as possible, and trimming ballast should be kept in proper cases, ready to be moved, and placed in such a manner, as to bring the «hip perfectly upright, and nearly on an even keel, on every change of wind or circumstances. M CHAPTER III. TACTICS PECULIAR TO STEAM NAVIGATION. Having explained by the introduction to this treatise, that the tactics peculiar to Steam Navigation are essentially different from those required for sailing vessels, and that this science should be studied, as forming henceforth a part of the profession of all nautical men ; it is proposed, without further preface, to discuss the theory and practice of Steam Navigation in all its ramifications; and I shall therefore begin, as in speaking of the construction, vrith steam ships of the first class, acting as cruizers. The commander of a steam ship of war, should be weU acquainted with the principles and nature of the engine, or he will not be able to decide whether the engineer, and those subordinate to him, are doing their duty as they ought, or not ; and a perfect knowledge of the individual duty of each person connected with the engine, will tend both to the safety of the ship, and to her economy ; but such knowledge will be peculiarly advan- tageous during the casualty of action, which is a period at which no per- son in a subordinate station should have any separate .command ; and it should never be in the power of the engineer, to put his own knowledge on a footing which might entitle or induce him to disregard the directions or the wishes of his superior, on the plea of ignorance on the part of his commander. This would undoubtedly be the case, were the captain and officers of a steam ship of war unacquainted with the nature of the steam engine. The commander of a vessel of war, or of any vessels, should be well acquainted with that which is now a part of his profession : he ( 83 ) should, on taking command, examine the engineer and the men under his directions connected with the machinery, touching their scientific know- ledge and qualifications. The engineer's crew should consist of One Head Engineer, at - - - 5s. per diem. One Assistant Ditto - - - - 3s. " One Head Foreman . . - ^ 2s. 6d. " Three Stokers (for a 40-horse power) - 2s " And One Stoker for every additional 20-horse power. One Messenger - _ . - - The engineer and his assistant should have no duty to perform but their own ; neither should the stokers be employed on any thing but the care of the fire ; and they should be allowed a double quantity of beer, or other beverage, while the engine is at work: they should also be relieved every two hours, when employed. The stokers should be regularly bred to their calling. It is a mistaken notion, that any ordinary seaman is able to tend the fire ; since a regular stoker will not only keep a better fire, and a more steady heat on the boiler^ which is of great importance, but will save in fuel, what would soon pay the wages of the whole crew. In a ship of the first class, (1,100 tons) there must be, as in a frigate, three lieutenants and a master; the lieutenant, who in a frigate has charge of the deck, must have also charge cf the engine room, assisted by a mate and a midshipman. But it would be a better arrangement, both for the service and the health of the officers, if it were taken in turns by the day, the week, or the month. In addition to these, fifty men would be suffi- cient to manage the ship, as this anchor, which is the heaviest part of the work> can be weighed by the steam engine, or a Philips' patent fiapstdi^n. But the number will materially depend oii the number of guns which are mounted on the ship. m2 ( 84 ) OF ANCHORS. The anchors necessary for a steam ship, may be considerably less in weight, than those required for a sailing vessel; first, because her masts, rigging, and upper works afford less hold to the wind, because her length renders her a better reader, and because she draws less water. The cable must be of iron, which should be stowed in boxes, and these can be used in trimming the ship. It may be shortened in by the capstern, in the usual way; but a messenger may be led from it to the shaft of the engijae or other apparatus connected with this, and hove up with great ease ; bnt in this operation, care should be taken not to set to the engine, until the anchor is casted and the fish hooked, or the velocity which immediately succeeds the action of the engine, might carry the pin of the anchor against the bow, to the injury of the copper. IN ANCHORING. In a calm, care should be taken that the ship have actually stern-way, by means of the engine, before it is let go, and a suflGicient quantity of cable, (from 5 to 10 fathoms) according to the depth of water, should be veered to cant the anchor, after which a chain cable will never get foul. TO ANCHOR IN A TIDES WAY. The ship's head should be brought round so as to stem the tide, even if the wind is in the opposite direction ; in which case, the ship must be steered from the anchor, as soon as it is at the ground ; but if not, the ship must be observed to go astern by the land or by the lead, before the anchor is dropped. IN RIDING AT ANCHOR IN A STORM. The steam engine may be often used with great advantage when riding at anchor in a storm ; because, by setting just as much steam as will ease ( 85 ) the cable, it will both make the ship ride easier, and materially assist both anchor and cable. There have been many instances of steam vessels riding out a storm when every other vessel present has driven from its anchors; of which, the Superb in the river Medway, is a remarkable instance. There is often a crisis in ships riding at anchor near the top of high water, when, if the anchors and cables will only hold for half an hour, all would be safe ; in this case, three or four bushels of coals would save the ship and lives of the crew. It is also proper to have the engine ready if riding in a storm, that if the cable should part, from a bad link, or other cause, or in case the ship should be obliged to slip, in consequence of another driving athwart-hawse, she might be saved, by propelling to some place of safety, assisted perhaps by the storm sails, IN A CALM. When under weigh in a calm, it is necessary to attend to the trim of the vessel, which must be kept perfectly upright ; which is necessary, both for the sake of the velocity and the engine, as the resistance will then be equal on each of the paddle wheels. For this purpose, a small instrument was invented by the late Captain Head, of the Honourable Company's Service, and as this valuable instrument will also denote the draft of water forward and aft, it may be considered one of much impor- tance, as will more fully appear hereafter. In this situation, the sails shonld be furled, the yards and topmasts struck, and the running ropes all stopped in, because the velocity of the ship will cause her to pass so quickly, that the air will have the same effect in resisting the vessel's pro- gress, as a light breeze of contrary wind. It is of great importance that the vessel should be steadily steered, as yawning is very detrimental to velocity, because it augments the friction of the water on the ship's sides, increases the distance, and deranges the equilibrium. ( S6 ) LIGHT BREEZE. When a light breeze springs up in smooth water, advantage can be taken of it, even shQuld it be four points before the beam. In this case the square yards and sails are to be kept down, and the fore and aft sails set ; the first sail that will stand is the jib, and it is the most proper to set ; but all the gafi" sails and stay-sails may be set at the same time, provided the helm continues to keep nearly in midships; but as soon as the action of the after sail produces an effect brt the helm it should be taken in, and as the wind comes further on the beam, the sheets of the sails should be eased, that they may just stand full and no more: but if the ship carries a weather helm, the jib sheet should be hauled in and kept flatter than the other sheets. These sails will always do good in smooth water, but they will often be of advantage when there is a little swell, which sometimes precedes, and often comes with a light breeze ; as it wiU then tend to keep the ship more steady, and allow the engine to act more regularly. There are often cases, however, when the sails should not be resorted to ; and these occur where the direction or strength of the wind is variable^ in which case there will be more lost in trimming, and thus deviating from the course, than would be compensated by any trifling advantage. LIGHT BREEZE ABAFT THE BEAM. When the wind comes abaft the beam, it must be taken into consider- ation whether the velocity of the ship is not greater than the strength of the wind, which may be known by a feather dog-vane, constructed for the purpose, or by the smoke, if there happens tb be any at the time. If the vane does not blow out well, or the smoke takes a forward direction immediately as it proceeds from the funnel, it is useless, nay dietrimental, to make sail, unless to prevent rolling, when a lofty staysail should be set, If square sails were to be used, they would become backsails. ( 87 ) from the velocity oi the ship: in a five knot breeze the wind is so light, and often makes so little progress, that even at sailing ship often outruns it, by the effect of the impulse she has received, therefore a steam vessel will always be propelled faster than the wind, when she will not go more than five miles an hour before it under sail only, and her square sails should never be resorted to in such a case, or until a stiff breeze has sprung up. LIGHT BREEZE BEFORE THE WIND. ' When the wind is right ajl, that is, when the ship is sailing in the direction of the wind, the square sails are not of use until it is strong enough to keep them full, and then it will be found that the sails set on one mairt only will do more good than if they were set on both. A GALEL In a gale of wdnd, every thing about the masts and rigging, which holds wind and impedes the vessel, should be lowered on deck; that which cannot be taken down should be s^topped in, and the masts left bare, with only the shrouds, which are necessary to support them. It is fully established by experience, that the best plan to make way to windward, against a gale, is to propel directly (against it, commonly called, /w the wind's eye. This is also consonant to theory ; because, in the first place, the ship, being end on to the wind, holds less of it than in any other situation, and therefore her velocity is not so much opposed by the wind on either bow, nor has it the power to blow her head off in any other direction; secondly, because although the swell, or the waves of the sea, are acting directly against her progress, there is less surface of the water composing the wave opposed to her than if it fell on the bow, and, like the wind, it has not the effect of throwing her; ( 88 ) hfead off on either side ; the surest way, therefore, to get to windward is to keep the steam ship's he^d directly against the wind and sea. Great attention must be paid to the management of the helm at the moment of a squall or sudden gust of wind, or when a heavy breaker deadens the vessels way, when propelling against a gale, in which case the helm should be put in midships, when the helmsman will soon feel which way it ought to "be turned to counteract the effects, and she will often be prevented from being forced from her course, by such timely and judicious management; but if every effort to prevent her falling 'off is ineffectual, no attempt must be made to bring her head again to the wind, until she has completely regained her velocity, which is done by steering for a few minutes about seven points from the wind, and then a lull or a moderate mpment must be taken advantage of to put the helm down, and then her course will easily be resumed. As long as a steam vessel can be steered against the wind and sea there is no danger; this assertion however is not intended to convey the idea that putting the head to the storm is always the best or safest position a steam ship can be kept in: on the contrary, she would be much safer and easier, imless the swell is so short that her length is sufficient to overcome its effects, with her head two or three points from the wind's direction. When her head is kept from four to six or seVen points from the vmid, the storm sails will be used to much advantage, and the steam may be kept up at a moderate force, which will be sufficient to keep her from falling off into the trough of the sea, which is the most dangerous position any ship can be in during a storm, and this is one of the cases where, in point of safety, the steam ship has a decided advantage over a sailing one. In the first place, she has exactly the masts, rigging, and sails^ that a man of waro rany other ship would choose to have in a heavy gale; and by having these reduced masts made in the proportions already mentioned, she is able to show more canvas, consequently to keep her headway ( 89 ) better; she will also be more weatherly, and will not be so apt to fall, off. As she draws less water she will be more lively, therefore, under canvas only, setting the engine out of the question, she is a safer vessel; but when the engine is also set on, in addition to these advantages, the question of safety in a storm is beyond a doubt. With the steam ship's head in this direction, the sail should be balanced so as to allow the helm to be nearly a midships, and the rudder which, it must be remembered, is above the common size, should be chocked when the vessel is com- pletely out of the track of other ships. When THE GALE IS ON THE QUARTER, The fore and aft sails on the fore mast should be set, but not those on the main and mizen masts, and the trim and helm should be particularly attended to, but too much of the trimming ballast should not be brought to windward, as the effiect of her heeling in that direction would be to make her ship water. Moderate steam will be sufficient in this case, as, if it were too strong, it might do some damage to the machinery. Great attention should be paid to the valve, in this and the following case. When SCUDDING BEFORE THE GALE, The same sail is set in a steam as would be in a sailing vessel, viz. close reefed main topsail and foresail, or reefed foresail, close reefed fore topsail, &c. This is the period when a sailing ship sails fastest, but it is not the fastest point of sailing in a steam ship, although she is equal io the sailing one : but when scudding before the storm, it is impossible to help rolling, and as the paddles are now constructed, they will first be one side, and then on the other, out of the water, which causes an irregular action or resistance on the shafts ; and as they will be sometimes both out of the water, when there will be no resistance for a few seconds against the engine, the piston would then go with too much velocity, if the full force N ( 90 ) of the steam was applied, and it is therefore advisable to use only a mode- rate quantity of steam, and the power of the engine not being available, it follows that the velocity Avill not be so great as if it were only a strong breeze with smooth water. The recent invention of paddle wheels is calculated to do away with this objection, and ;ivill also add much to the safety and utility of steam ships, while experiments which bid fair for success on this important point are now going on. Much attention must be paid to securing every thing belonging to the engine during a storm, and both engineer and firemen are required to be watchful The present class of steam packets are said not to be well constructed for scudding, being too lean abaft, but it is certain that no accident has as yet happened from that cause, and it is probably a mere conjecture. That objection has, however, not been made to the United Kingdom, Erin, and Town of Drogheda, which have proved that they are calculated to withstand any storm, by having frequently and actually been at sea in the most severe weather and in all situations. We come next to LYING TO IN A GALE. It is understood by this term that the cruizing ship is merely to be placed in the situation most easy for her safety, without any intention of making way against the wind ; and although the steam ship has the advan- tage of being able to assist herself by steam, it does not follow that she must do it, while the fact is that she is always prepared for a storm better than it is possible to prepare any other vessel. All sailing vessels must have masts, to ensure their sailing in moderate weather, which become pre- posterous in a storm, in which it is often necessary to cut them away to save the ship, while the substitutes are the very kind of masts and rigging and sails that belong, as of course, to a steam ship, though not so perfect for the purpose. The steam ship is dependent on steam only, the ( 91 ) masts and sails being secondary; ste is therefore much more effective, as being less exposed to injury from the weather. In lying-to in a steam ship, the try-sails, or reefed try-sails, according to the violence of the wind, are to be used, and the more sail she can carry the more steady she wiU be; but if the reefed try-sails are too much, the fore one should be taken in, and also the mizen one, as well as the reefed main and storm staysails. OF HEAD WAY AND STERN WAY. These are subjects of great importance, as they relate to^ steam ships, and which should be perfectly understood by all commanders and others, who have the charge of navigating them. The head way in a steam ship being, in the first instance, produced by mechanical power, does not partake of the combined effects of air and water, and is not liable to the deviations occasioned by the contrary action of these two elements, as in a sailing vessel the momentum is given by the power of the engine acting on the water, and continued according to the inertia of the body put so in motion, and it is also regulated by the same power. The headway, therefore, is neither instantly produced or stopped, and, in performing every evolution, this is to be considered. The act of diminishing the velocity is called " slowing the engine," because it is accomplished by permitting less steam to enter the cylinders, and this is done by partly dosing the throttle valve, or the induction pipe. The vessel, by her own momentum, then retains her head way, which gradually diminishes until it is altogether lost, but this may be still sooner overcome by stopping the engine, which is done by cutting off the steam entirely, in consequence of which the paddle blades will hold water. Again, this can be done yet more effectually by backing the paddles, which is effected by causing the steam to enter the cylinder in the opposite way. Neither of these N 2 ( 92 ) expedients should, however, be put into practice until the velocity, if above five miles per hour, has decreased considerably, as it might occasion some damage to the machinery. The more headway a steam vessel has, the more space she will require in assuming the opposite direction, and hence, if it becomes necessary to turn round in a narrow channel, or among shipping, or, on entering a harbour, the engine must be " slowed," and the headway diminished. In picking up a boat, the headway most always be attended to^ and the epgine must be " slowed '' when the boat is at such a distance as to permit the vessel to run by her own momentum before she stops. In passing other ships, the same precaution should be observed. The eifect of " stemway " is nearly the same, but the consequences are sometimes different. If it should be calm, and the steam vessel is without motion, while it is required to get her head round in the opposite direction, this evolution will be performed in one-fourth less time, and in one-fifth less space, by giving the steam vessel sternway than by giving her head- way, through the force of the engine. This is to be accounted for by the action of the rudder being more free from the influence of the eddy, or back water, and by its being constantly kept by the action of the water upon it, close over to the side of the stern-post, making a constant angle with the keel of about 36 degrees. All the water which acts upon the rudder passes it tjius from astern in a horizontal direction, while, on the contrary, when the vessel has headway, the action of the rudder is diminished by the eddy which constantly follows the ship, to fill up the water which she displaces, and the water which acts upon it does not pass it in a horizontal direction, and that which the ship has passed over, by rushing up to join, filling up the water displaced by the ship, does not take the direction which has most power on the rudden ( 93 >) The following diagi'ams, representing thie experiments actually made on this important subject, will best explain the facts. Fig. 19. Fig. 20. * « e\ Let A (Fig. 19) represent a steam vessel at rest in a calm, H being the head and S the stern; the helm was put hard to starboard, the ship'was impelled ahead by the power of the engine, which made thirty-six strokes per minute, when she described the circle a b c, eight times her oAvn length in circumference, having returned to the spot from whence she set out in four minutes and two seconds. The vessel being again placed in her original position, and the helm put a ^starboard as before, the ship was impelled astern by the power of the engine, which made thirty-six strokes per minute, when she described the circle dej'six times her own length in circumference, having returned to the spot from whence she set out in three minutes and seventeen seconds, proving that in a calm, wljen no power acted upon her but the engine, the evolution can be performed in one-fourth less space, and in one-fifth less time, by what is called a stern- board. ( 94 ) The second experiment that was made in a calm, is also explained by the same diagram. The steam vessel was placed a starboard the hebn- fast, and head-way given by the engine, making 36 strokes per minute as before, when the vessel had reached the point E. Fig. 20, which she did in 20 seconds, the engine was suddenly slowed, and the paddle wheel allowed to work, so as neither to imj5el nor impede the progress : she then described the curve 1^ f g, and she arrived half her length within the place where she started from, in the space of 9 minutes, 9 seconds, making a circumference of seven times her own length. Again, the ship was placed in her original situation, the helm as before put to starboard, the same impulse given by the engine to produce stern- way ,■ and when she had arrived at the point h, Fig. 2, which she did in 17 seconds, the en- gine was slowed as in the former case ; she then described the curve h, and arrived her whole length within the place that she had started from, in 6 minutes, 2 seconds, making a circumference of six times her own length. From these experiments, which were repeated several times, it is manifest that the evolution of reversing the vessels head, is performed both in less space, by a slow motion, and by what is termed a stern- hoard, than in any other way; a fact, which I shall have occasion to recur to hereafter, in treating of the management of these vessels, in situations of much importance.* This mode of changing the direction of the vessel's head, may be re- sorted to in a pretty strong breeze, but never in a storm, except in cases of great emergency ; such as, to prevent colUsion, to avoid rocks and shoals, or to escape being run down. When however it can be done with safety, it saves both time and distance in all situations. • It has often been suggested, that a rudder on .the stern would be a great advantage ; and al- though the experiments which have been made have not led to an adoption of that plan, there has no reason been given why it should not be adopted ; and it certainly is a great desideratum, to have a rudder fixed on the stern, which would be firmly checked, and allowed to traverse at pleasure. ( 95 ) OF STEERAGE. This subject is also one which demands much attention. The helms- man of a steam vessel, should be thoroughly acquainted with the wit of steering ; he should, in fact, be able to decide even by the ^ee/ of the spoke of the wheel which he holds in his hand, how it ought to be moved, with- out the common indication of the compass, or of the ship's head, in coin- cidence with a distant object. In steering in calm weather or light breezes, a small helm will do, and will increase the velocity ; but in rough weather, the helm should be kept alive, both for the ease of the ship, of the rudder, and also the helmsman. Before the wind, there is little difference between steeericg a steam ves- sel, and a sailing vessel; but it is the duty of the steersman, to inform the officer if she carries, in consequence of the balance of sail, either too much lee or weather helm, as it is also the duty of the officer or pilot, to enquire respecting that fact, and to take steps accordingly. In steering a steam ship, which is propelling against a strong wind and a head sea, the helm must be given quickly, to keep the wind right a-head ; ' and a look- out must be kept by both, for seas which come on either bow, which is often the case, when the ship's head is opposed to the wind; and the helm must be put so as to counteract its effiscts, by luffing to receive it, other- wise the shock occasioned by the sea, may throw the vessel's head off in the opposite direction, and the headway being lost, she may be driven completely out of her course. In managing the steerage in such cases as this, every thing depends on the man at the helm, whose attention should not be taken off, and the regulations on that point should be most strictly enforced. The subject of steering will however come under review here- after, when specific reasons for recurring to it may arise. GOING OUT OF HARBOUR. Steam vessels have peculiar advantages in going out of harbour. The directions of the wind and tide, are of no importance to them, while those ( 96 ) are of the utmost consequence to a sailing vessel; and it has been proved repeatedly, that they can get to sea, when no other kind of vessel can break loose. If the weather is moderate, and the steam is ready, all that is required is, that the head of the vessel should be canted seaward, or in the direction wanted, and the engine set on; but too much velocity ought not to be given until fairly clear of the harbour, especially in narrow waters. The velocity should not be permitted to exceed five miles per hour, and by attention to this regulation, many accidents would be prevented, such as running down boats, getting foul of ships, &c. The look-out men, or the pilot, should be placed as mentioned in the article of rules and regulations, and no other person should be allowed to interfere or speak to the helmsman ; while the people on deck should be prevented from standing between them and the bow, to intercept his view of the objects before the ship. In case of accident, an anchor should be kept ready, and stern and bow ropes kept at hand. The engineer also, should be ready at a moment's warning, to slow, stop, or back the engine ; and the sails which may be wanted, should also be ready. Where a bar-harbour is in question, the bar ought to be ap- proached with caution; but as soon as it is ascertained that there is enough of water to float the ship, and the determination has been made to try, the full force should be set on, to keep her as short a time as possible on it, and to increase the velocity, which tends to prevent or diminish \iQr pitch- ing and sending, and therefore renders her less liable to strike on the bank. In consequence of the invention of steam vessels, it is no longer necessary to build piers out into the channel tide, in order to get sailing vessels to sea, which has been often done at great expence, perhaps to be washed away in the ensuing stOrm; because, if saihng vessels cannot get out so as to loose or make sail, they can be towed out by a steamer, and cast off when clear. of every danger. ( 97 ) ./ COMING INTO, OR TAKING A HARBOUR. In approaching a harbour, the great anxiety of the captain of a sailing vessel, is for the safety of his ship, in event of his not being able to reach the port, in time to get in ; which often happens from fog, variableness of the wind, and other causes ; whence he may find himself embayed in the beginning of a gale. It may indeed be justly said, that no harbour is good for a large ship, let it be ever so commodious, easy of entrance, &c. unless it has a good approach. This is the case with Milford Haven: if it is missed by a ship in thick weather, and its entrance passed, either to the southward or northward, there is no redemption for the ship, if caught in a gale. The steam vessel however may approach any coast or harbour without fear, and calculate positively when she must reach it; if prevented entering by fog or thick weather, she can, by plying to windward, ensure such an offing as will secure her a long night's drift, in four hours ; be- sides which, she can instantly avoid any shoal or danger which may appear. If we now suppose, that a vessel of this nature has approached, and is about to enter, her sail should be taken in in good time, her fenders, ropes, &c. got ready every thing, according to the established rules and regulations ; and the deepest water being chosen, she ought to enter at the rate of five miles per hour; but if the harbour has a bar, she ought to go over it at her greatest velocity, and slow the engine after she is over. If the harbour has piers built out into the channel tide, as before men- tioned, such as at Dover, and if the tide and wind passes the mouth of the harbour in the sarnie direction, the greatest caution and skill is necessary to gain the entrance. She must steer diagonally across the wind and cur- rent, keeping the vessel's head so much to windwardof the weather pier, as will keep its bearings always the same, and appear as if intending to o ( 98 ) weather it, until just time enough, to bear up and clear it to leeward; but the moment that her head is between the piers, is the crisis when the helm should be put a-weather, because the bow will have entered the slack or eddy water, while the stem is in the current ; and unless coun- teracted, in that manner by the helm, would occasion her to run on the weather pier ; at the same time, care must be taken not to run her head too much off, to avoid running on the lee-pier. In steering through a narrow or crooked channel, or in passing between two ships lying ahead and astern of each other, it is always necessary to slow the engine, keeping ready to set on the steam when necessary. It has been already explained, that less space is required by a sternboard; and it is often advantageous to have recourse to that method, instead of making a sweep to bring the head round. In bringing the vessel alongside a pier, it is not necessary, as in a sail- ing vessel, to bring the vessel's head about, to stem the tide and wind, even if in the same direction. It can be done with equal safety, and in much less time, by stopping the engine when the vessel's side is close, and nearly parallel to the pier; then by backing the engine and reversing the helm, she can be laid alongside of it, or of any other object^ by steer- ing to. In the same manner, a berth may be taken without the trouble of ropes and hawsers, and with less risk of doing injury to her self and to other vessels. LEE SHORE. The steam vessel has in this, the most trying of all situations, a decided advantage over the saihng vessel, by being able to ply to windward, either on the appearance of a storm, or before it materially increases, by which she will obtain, in an hour or two, an, offing that would ensure her safety. She may be able to weather a point, which would give her many leagues ( 99 ) drift, to gain a harbour, or to get shelter from a point of land, when it would be impossible for a sailing vessel to do either. If actually caught on a lee shore, and any thing should happen to her engine, she will come under her canvas, which is just of the description suitable to such a situa- tion; and even if she had nothing but her storm sails to depend upon, she would by them be much better calculated to beat off than a vessel of any other description. Steam vessels thus caught on a lee shore, should get all the yards and the topmasts on deck, with the whole of their gear, carry the gaff, or large fore and aft sails as long as possible, and then the try- sails ; and although they would then have double the sail set in proportion to their size, they would be able, from having less weight aloft, and shorter masts, to carry their sail much longer than sailing vessels. When it blows too hard for the sails above mentioned, they must be shifted, (beginning with the mizen, and so going on foreward to the main and fore) with the storm staysails. When every eflFort by sailing and propelling has failed, the anchor is the last resource, in which case one anchor only should be let go, and, if room, a great scope of cable. It has been proved, that in an open heavy sea, a ship will ride longer with three cables on end, than if two anchors were let go with a cable and half, or two cables to each, and she will be much less liable to ride under, or to take water in over the forecastle ; and in this situation, she has great advantages from the masts being so much less in proportion. The vessel being longer, is also an advantage ; and if there is a heavy sea, or a lee current, her having a less draft of water, is also comparatively in her favour. The steam engine, even with a low power, would be of much service, in assisting the cable and anchor. o 2 ( 100 ) ON BEING TAKEN ABACK. This situation, which in a sailing vessel, is often attended with serious consequences, is of no moment to a steam vessel ; the diminutive proportion which the masts and sails bear to the hull, could not, on such an occur- rence, at all endanger the ship, and the sails are more easily trimmed, or taken in. On the appearance of unsettled weather, the square sails may be dispensed with, when they cannot in a square-rigged vessel, and there- fore the emergency is more easily guarded against : and she may be said in this respect, to have all the advantages of a fore and aft rigged vessel. ASSISTING SHIPS IN DISTRESS. This is one of the most interesting services on which a steam vessel can be employed, and one in which her superiority is peculiarly manifest. When the sailing vessel has great difiiculty in approaching a ship in dis- tress, during a fresh gale, the steam vessel can do it with ease. If the ship is sinking, she should propel into the line of drift which the vessel takes, in order when she actually sinks, to be in the best situation to save those who are swimming and clinging to pieces of wood, and she can push on to the spot where men are seen in that situation, or in the direction in which voices are heard. When picking up a boat deeply loaded with men, she should slow and stop the engine, or by a fore or back stroke, keep the vessel exactly to windward, so that she might drop alongside, when head and stern fasts should be thrown, and ropes ready to cast to the crew, in the event of the boat swamping. If the ship is on fire, the steam ship should keep exactly in her wake, and she may approa,ch much nearer than any other vessels ; because, her sails being all taken in, she does not run the risk of having the fire communicated to her, which a sailing ship does. Indeed, if she is certain that the magazine is drowned, ( 101 ) a hawser may be fastened from the bow of the steam ship to the weather quarter of the vessel on fire, and then boats may be hauled by small lines from the one to the other, by which the sufierers would be* much more safely and quickly conveyed from the burning ship. Many lives, and also treasure, might thus be saved; which could not be done by any other than a steam vessel. The superior efficiency of a steam ship is no less manifest in the assistance she is capable of affording to ships which have, by any accident or untoward circumstances, been driven on shore. If the ship or wreck can be approached at all by anything else, she surely can by a steam vessel, and very often the steam vessel can approach a wreck when it is impossible to come near her in any other way, and it will be shewn that the assistance she can give is most effectual. First, let us suppose the ship to be aground on a bank head, which is the most common occur- rence of the kind — the steam ship should approach by backing in her stern towards the stern of the ship that is on shore, and going as near as the shoal will allow, take in the end of a stream or bower cable, which is made fast to the main mast, timber heads, or otherwise securely ; then from 20 to 30 fathoms of the cable should be faked on the deck of the steam vessel, after which it should be made fast on board the ship, it having been handed out of the stern-port, or if from the poop, it must be guyed as near as possible to the water's edge, as the old plan of "getting a ship off the way she went on" is generally the best, and is almost always right astern. The steam ship having then got her steam up to the highest pressure she can with safety, should set on within half a point of that direction, but if the ship's head has either fallen off or come to since she struck, this half point, which is to assist by giving the ship a little of an indirect motion, in order to overcome the power of suction, should be towards the side which her head has removed, which will tend to bring her keel again into the track it had when she first grounded. The cable should ( 102 ) be payed away after the steam ship, and when all is out and the cable begins to come tort, the crew should sally the ship by running to the lee-side, or to the side towards which the steam vessel has tended most, carrying from the opposite side all the weight they can carry at that instant. If this does not succeed, the process should be repeated, and in the mean time the ship should be lightened by starting water, &c. When prepared, let the steam vessel again set on the engine, but steer half a point on the other quarter, and let the crew give her another sally. If she still continues aground from the tide having left her, or from some other cause, and it becomes necessary to lay out a bower anchor, the steam vessel is again far better qualified than any other kind of vessel for this service; she should approach, taking care to make use of the fenders, which will be found described in their proper place, as near as possible to the ship, and hang the anchor to the stern or some other convenient place, and if for only one cable in length she can manage to run out the whole cable with ease and exactness, the ship on shore only has to " pay away cable," and all the trouble of boats with warps and hawsers, besides the time, is saved. If two cables on end are to be laid out, or if she has to cross a tide or current, at least one half of the whole length of cable that is to be so laid out, should be coiled or faked on the deck of the steam vessel, by which means she will be able to place it more exactly in the direction required, by steering so as to allow for the bight of the cable's being carried down the stream. In weighing anchors, and in lightening the ship, the assist- ance which a steam vessel can give is far more prompt and efficacious than can be affi)rded by any other vessel. . If the steam vessel herself happens to be run aground, the engine ought to be instantly backed, and the vessel sallied in the manner before described; if that is not sufficient she should be hghtened by starting water, &c. and an anchor being laid out, the cable or hawser may be successfully hove in by means of the engine, and the vessel, and probably ( 103 ) the lives of the crews might be saved, when all on board a sailing vessel which has not these advantages might perish. If a steam vessel takes fire, the steam engine can be used to subdue it, and if the vessel is now on shore, in order to let the passengers escape, care should be taken that in doing so the paddle wheels should be kept clear of the ground, in order that the engine may not be prevented working and being employed in pumping water; the same may be observed if she is in a sinking state, and it would be well if the paddle wheels were all constructed so that they could, if required, be worked separately or in opposite directions, as has been done in America, in consequence of an accident by fire to one of their steam ships, which being run on shore to give the passengers an opportunity of landing, one of her paddles got so locked by the bank of the river that the engine was stopped, and the vessel was consequently burnt. Fire buckets and lanyards to them should be at hand, in order to quench fire in the event of accidents, which however are not more likely to happen on board a steam ship than any other vessel. EXPLOSIONS. When steam engines came first into common use, accidents of this kind took place, which seemed to lead the mind of the public to imagine that steam navigation would always be exposed to that evil : but these events only turned the talents and genius of scientific men to discover a remedy> which has certainly been accomplished in such a degree as to put the question at least beyond accident; and although some explosions have taken place within these few years> these can be traced to causes which may be said to be now completely removed. It is, however, very easy to cause an explosion wilfully, and indeed ignorance of the properties and nature of steam may still occasion it. The principal causes of these accidents, have now been removed; the boilers are ( 104 ) no longer made of cast iron, the principal safety valve is so enclosed and protected that it cannot neither by accident nor design get so- loaded as not to act, and lastly, high pressure steam is very seldom used; but the mode of generating high pressure steam by means of wrought iron tubes instead of boilers, which has been already men- tioned, has been lately brought to great perfection, and has rendered them equally safe with low pressure or condensing engines, with the great advantage of occupying only one-third of the space, and one-tenth of the weight; and if a shot should break or damage any of these tubes, no explosion would take take place, as the fire would be put out by the setting free of the water. The account of this kind of boiler is given in the 1st Chapter, together with an engraving. To prevent explosion, it is only necessary to examine and see that the boiler is perfectly safe every time that it is cleaned, which it should be as often as it is used. As soon as it is sufficiently cool, after the fire has been removed, the enclosed safety valve should be cleaned and again secured, : During the time the engine is at work, the engineer or his assistant should attend constantly to the gages which regulate the pressure of the steam, and not suffer their attention to be diverted from them on any account. If any explosion does take place it must be, from ignorance or design, and although none can take place from negligence, still considerable injury may be done to the boiler by allowing the supply of water to be either too much or too little, and this is one of the reasons why a thorough knowledge of the steam engine is so necessary to the commander, who must be held responsible for every thing. BOATS AND ACCIDENTS TO BOATS. Every steam ship should have her boats hung in tackles, and ready to be lowered at a moment's notice. These boats should have a flat flooa, and be rather broader than usual in s|iip's boats. There should be alsQ ( 105 ) two life buoys, or more, according to the size of the ship, suspended by slip ropes over the quarter, that on any persons falling overboard, or in the event of a boat being upset or swamped alongside, they might be dropped overboard in a moment. If the steam ship has four buoys, two of them should have a two-inch line of about ten fathoms in length attached to them, with one end fastened on board and the other to the buoy, by which it might be hauled in, and also any person who had hold of it, without the trouble of lowering down a boat for the purpose. When boats approach a steam vessel, they should lay in both the bow and the after oars, and indeed all but two oars on each side, and lie to with the head nearly in the direction in which the steam vessel is steering, cautioning every person to sit still in their places until the boat is fairly alongside and her way stopped, when they should rise from their seats one at a time, as they ascend. The man in the bow, who has hold of the rope, should never make it fast, but hold it in his hand with a turn round the fore beam or a timber head, and the steersman, who has the stern-fast, should hold it slack in his hand, without making it fast any where. In picking up a boat, the steam ship should steer towards her, keeping her a little on the bow, and on the same side on which she wishes her to come to, that the persons in the boat may be aware of their intentions. The commander, pilot, or other officers who have the charge, must call "attention" to the engineer, who should then keep in his hand the barer lever of the throttle valve, ready to execute the orders he might receive. The engine should be slowed just in time to let her way be expended when she arrives at the boat, which distance must be determined by the commander, according to the velocity, the state of the wind, the sea, and the weather, and also the size of the ship and the sail set. If he sees that he will have too much way, the engine should be stopped or backed; and, on the contrary, if she appears not to have enough, the engine should be gently set on, to enable her to reach, when both a bow and stern-fast p ( 106 ) should be thrown on board. The practice of towing open bpfits is productive of much evil, and ought never to be allowed. When a person falls overboard the life buoys should be slipped or cut away, and the engine immediately blacked; and the boat should not be lowered down until the veesel has lost her way, when it should be done by the proper people stationed to it, and not by persons unaccustomed to that kind of service, which is often the cause of the loss, not only of the person who has had the misfortune to fall overboard, but also to the crew of the boat, by letting one end down before the other, getting the ropes foul or jammed, &Cc. When this or any other service is performed by boats, they should be hoisted up in their places before the engine is set on, so as to give the ship any headway. CHAPTER IV. NAVAL WARFARE BY STEAM SHIPS. The revolution which the introduction of steam has made in naval tactics having been already explained, it remains to treat of the diiferent heads under which steam vessels may be arranged when applied to naval warfare, — ^namely, as auxiliaries to men of war — as a separate force — as a protection to trade — and as a defence to the nation. When a steam vessel is attached to d ship of the line, her province will be to assist the ship in the performance of every evolution, and as she could be of no service in a general action unless she was exposed to the fire of the opponents, (a case not to be contemplated when a large ship can so soon sink a small one,) the necessity of constructing vessels for the very purpose will be apparent. It is true the steaim vessels now in use might suffice to assist ships in getting into action ; but after such a vessel was within the range of shot her utility would cease, although if rendered proof against shot, she would be of material advantage. Supposing, therefore, that a vessel of this nature, destined to assist ships of the line, was sufficiently fortified to protect herself and machinery at the distance of 600 yards, she might be usefully attached to a ship, or to the fleet, as an auxiliary in numerous situations and cases. I shall commence with CHASING. This important and interesting portion of naval operations, has by the introduction of steam, suffered a complete revolution, and in many instances its principles and practice are reversed. Formerly, the ship P 2 ( 108 ) to windward was universally allowed to have the advantage, and to obtain the weather gauge was considered by a British officer the first step to victory; but now the ships or fleet to leeward will have a decided advantage, because it will always be in their power to bring the ships to windward to action, by doubling or trebhng the number of steam ships to the chasing ships. . For instance, we shall suppose that the hostile fleets each consist of 20 sail of the line, and that each ship has a steam boat- attached to her; it is evident that if in both fleets the steam vessels were apphed individually to each ship the rates of saiKng would be equal ; but if the fleet to leeward applied all her steam vessels to one half of the fleet, that is, two steam vessels to each of the ten ships composing that half, the consequence must be that they would come up with the rear of the weather squadron; for if their opponents did the same, they would tow away one half and leave the other half unprotected, and would eventuaUy be obliged to bear up to their assistance, when all that they had gained would be lost, but it would be always in the power of the chasing ships to return to their friends if too hard pressed. On the contrary, if the fleet to windward is chasing that to leeward, the whole would be before the wind, when the difference in sailing between steam vesselis and sailing ships would be so little, if the breeze was fresh, that the event would not be much accelerated by that or any other method. In chasing, therefore, the weather gauge is no advantage, yet the state of the wind and weather must be considered. If there is a fresh breeze, so that the rate of sailing between steam and sailing ships is nearly equal, let their positions be what they may the chase will be longer, both in time and distance ; and indeed it will often be judicious not to apply the auxiliary steam ship until the wind has moderated so considerably, that the application of steam would increase the velocity of the ship by one-third. Ships of the line, will generaUy keep their auxiliary steam ships in tow ( 109 ) when they are not wanted; but the rope used to toAV the steam ship, needs not be of so large dimensions as the one by which the ship is to be towed, because, in most cases, the steam ship will sail nearly as well as her con- sort. The main tow rope should be the size of the stream cable, and led from the weather or lee hawse hole, along the weather or lee side accord- ingly, and a sufficient quantity of it coiled or faked on the poop, to reach the steam ship when her tow rope is shortened in ; and when received on board, it should be taken in over the stern, and made fast to the stout tim- ber heads which are built into the frame of the vessel for the purpose, and fastened in the strongest manner. The bight of each tow rope, must be hung with slip ropes, with men stationed to cast them off as the rope be- gins to bear a strain. The steam being up, the vessel will pass the ship on the same side with the main tow rope ; and, as it is slipped, the other can be triced up in the same manner. A preventer shtjuld then be car- ried from the other quarter of the steam vessel, and made fast by a hitch and seizing to the main tow rope, from three to five fathoms from the stem. Each end, and every part exposed to rub or chafe, should be well served or parcelled, and the tow rope veered, or the preventer shortened until they bear equal strain; but the use of this precaution, is no less effec- tive in relieving the nip of the tow rope, which is the part most likely to give way, than in assisting the helm. If the steam vessel, owing to the effects of the wind or sea, carries a weather helm, this disadvantage will be much counteracted by the strain of the tow rope being made greatest on the lee side, which is done by veering a few feet of the part fast on the weather quarter: and if she carries a lee helm, it will be counteracted by veering the lee part. But in propelling directly against the wind, the main tow rope should be kept always in the centre, by an equal strain being kept on both. The length of the tow rope, must also be suited to circumstances. The shorter it is, and the nearer the auxiliary steam vessel is to the shiji, the ( aio 3 less room will be requisite in pea-forming eVery evolution; and what is of im]porfance also, the easier will it be for the ship to supply the vessel A^ith fuel ; and the most convenient distance in smooth water, will be the length of the vessel, as at that distance, fuel could be sent by a traveller fixed on a rope between the mast heads, which shall hereafter be de- scribed. But if there is much swell or sea, the main tow rope should be lengthened, according to the degree of motion, to one-third of a cable, which, in all cases, should be sufficient. The steam vessel which is the largest and heaviest, is the best calcu- lated for towing a ship against a sea, as her own momentum will often be sufficient to overcome the momentary shock or stroke of the wave, when a vessel of more velocity, but less solidity, would be checked by its effect. Great care should be taken in steering after the steam ship, and enquiries should be made, how the steam vessel carries her helm, that the ship may be steered so as to assist in counteracting any disadvantage. If the steam vessel carries a weather helm, the ship should steer on the weather quar- ter, or a little to windward of the wake of the steam vessel, and the con- trary, if she carries a lee helm ; while, if a midships, she should steer in her wake. It will be a necessary precaution, to keep the small tow rope fast, with as much strain on it as will keep it out of the water, when the other is at its extreme extension ; for in event of any accident to the main tow rope, it would hold, with the engine slowed, until the main one could be re- placed, and thereby save much time and trouble. Besides which, if any thing was to happen to the machinery, it would be ready for towing the steam vessel until it could be repaired. A good look out for these accidents, should always be. kept; and in the event of any derangement of the machinery, the ship should pass the steam vessel, by keeping her to the same side on which the tow rope is triced up, the slip ropes of which, should be tended and cast off, as the ( 111 ) stmin comes on them. If two steam vessels are towing one ship, their tow ropes should be independent of each other, which will be found more convenient for performing every evolution, as weE as safer in event of accidents. In this case, the steam vessels must keep their tow rope on the quarters nearest each other, and the. ship should steer evenly between them, so that, in the event of an accident to one, the ship will pass her, obeying the directions already given. In towing a large ship, directly against the wind, which must of course be a light breeze, all the sails in the ship should be furled, the yards hoisted up, and bra, ( 113 ) Let A A represent the ship of the line, B the auxiHary steam vessel; a 6 is a tow rope leading from the after port of the ship to the fore towingp timber heads of the steam vessel, but guyed to her stern by the rope c; d e is a tow rope from the bow of the ship leading to the towing timber- heads, but guyed to the bow by the rope Jl In this manner, the steam vessel, by. backing or propelling with the engine, can give the ship either head or stern-way. The figures at D and C denote the position of the steani vessel in turning the ship by the head and stern, which is done by slacking the tow ropes and guys, except that one at the he9,d or at the stem, according as it is required to turn the ship and propel or back the paddles. The auxiliary steani vessels should be provided with long poles to keep off the ship, and also the fenders which are described in the chapter of Rules, &c. The ship being placed in the most advan- tageous situation, the auxiliary steam vessel may now be employed in annoying the enemy, and may withbut difficulty take up a situation the most eligible for effect, and at the same time out of the reach of the enemy's shot, while should her assistance be wanted she is at hand to render it. But after the action is concluded between the ships, it follows that another battle must take place between the steam vessels on both sides, and on this part of the action the victory depends, for it is only those who have the superiority in steam vessels that can carry oflp the dismasted ships. A ship of this nature may indeed be employed to destroy those whose masts are still standing; and if the weather is moderate and the sea smooth, no ship can escape, as the flotilla of steam boats which remain to the conquerors can pursue, overtake, and dismast or sink those who attempt to escape. Again, in shifting prisoners, it is obvious that it can be done with much more expedition and facihty than by boats. The wounded also can be immediately taken to the nearest hospital, and the lives of many saved by it; and finally, the prizes can be towed into port, and the necessity of jury masts entirely done away. Q ( 114 ) The methods which must be employed by steam vessels in attacking each other, and in defending against attacks, must now be taken into consideratibn, and these may be said to be of the highest importance. As flotillas will assume the character of a battle between armies, and their dispositions will be extremely similar, the main body of the flotilla will be composed of powerful vessels, whose paddles and machinery must be well protected, and there must always be a corps de reserve to supply the places of disabled vessels, and to support any part that may be broken and penetrated by the enemy. The following will be the order of sailing best calculated for 60 sail of steam ships. Fig. 22. f- ♦ * « ♦ ♦ » < • t « I n-'^-vT/.s?,* ♦ ♦ t ♦ ♦ I \!»\-W\\»\ ♦ ♦ ♦ ♦ ♦ ♦ 4 ♦ V\ *\ %\ ^ k ( » fe » « » "•' • • »••• •• The centre division is represented by the letter A, the flag-ship f leading the van. This division consists of 15 vessels, the first hue con- sisting of four taking their station from the flag by keeping her on their bow, from two to four points, according to the signal, and which will regulate the position of the whole; B and C, the other divisions, following the same by their leaders, and leaving a space between each division sufficient to contain one half of a division, which must depend, as well as the distance to be preserved from each other, on the state of the weather and smoothness of the sea. By this arrangement each vessel is kept out of the wake of her next a-headj so that if any accident happens she will ( 115 ) be in the best position either for assisting or avoiding her; it is also the best adapted for forming the various positions of attack and defence. Until the steam vessels are constructed of a much larger size than at present, the line of battle will not be put in practice, but it vt^ill be formed more quickly from, the order of sailing in two or three divisions than in any other way. The division A, Fig. 22, represents this evolution ; the first line of vessels wiU open to allow the second to take a position between them, and the third and fourth will divide and take up their stations as described by the dotted Unes. The division B represents another mode of forming in two lines, which is the most approved plan, being the most difficult to penetrate and throw into confusion. The column C represents the methods of altering the course, all of which movements must be done by preparatory signals. In stationing the vessels in the order of sailing, care should be taken to place the fastest and most poAverful in the rear, for in every evolution they will necessarily have a greater distance to propel in order to obtain their station. The reserve, D and E, are placed in the position the most advantageous to supply the places of disabled vessels, and to protect the /uel transports if any are with the flotilla. In changing the course to the opposite direction, whether in the order of sailing or the line, much time and space will be saved by doing it with a stern-board, as represented in the diagram. Fig. 23, and this must Fig. 23. p'^^-- (7''---c=3> p-"<=<> |}'--c:3> i)"-<^ V-i=0> ''"-cc^, '"'"O ^'^^'-'^^^ ""'"-O q2 ( 116 ) also be done simultaneously, and by preparatory signal. In closing from a single to a double line, the steam vessels which are ahead of the flag or centre ship, must perform the evolution by a stern board, and those ahead by propelling, as represented by the diagram, by which the line will be shortened in the quickest way. Fig. 24. e ^ ^ ^ ( 121 ) •/I (Fig. 25,) the leading ship, b the protecting steam vessels, c the convoy in the order of sailing. It will here not be out of place, to point out the best manner of taking ships in tow under various circumstances. In stormy weather, \i a. steam vessel has to send the tow ropes to a large ship which is lying-to for the purpose, she should have a sufficient quantity, say twenty fathoms, of the tow rope coiled in the weather quarter boat. She should then run under the ship's stern a convenient diistance, and stop her by the paddles on the lee bow, exactly in the direction that the ship drifts, paying out rope un- til it is certain that there is sufficient in the boat to reach the ship, when they may pay away as they go, and hand the end on board. If this rope is strong enough to tow; the ship, it may be taken in at the hawse hole at once, and when fast, the engine may be set on, and the steam vessel steered so as to get right ahead of the ship before the rope is tort, by which time, the engine should be slowed, and afterwards set on as the ship gathers way, until the whole power is applied. During that time, the rope should not be belayed, but held with a double round turn, by a person stationed to veer or easeit, if too much strain should come upon it. If the ship has to sisnd the end of her tow rope, the steam ship should take up a position on the weather quarter, in the wake of the ship's drift, the tow rope or line should be passed out of the hawse, carried along the weather side, and coiled as before into the quarter boat ; and the same directions observed about taking it in. A person should be ready with old canvas to serve the nip before the strain comes on, arid a spring from the opposite quarter should be also clapped on, and the rope should not be finally made fast until both parts bear the saflie strain, and that both ships have had way upon them. The distance from each other, must depend on the state of the sea and the weather, but the nearer they are to each other the better, for the performance of every evolution, and for the supply of fuel to the steam vessel. It will be better also, for the sake R ( 122 ) of safety, to keep the steam vessel on the weather bow, a very little ; as in that case, both will be more prepared to tack in event of danger, and should any accident happen to the machinery, the ship wiU more readily be kept clear of the steam ship, and be able to take her in tow until the damage is repaired. In moderate weather, it is not necessary to lie-to for the purpose of taking a ship in tow, as a steam ship may run alongside of a ship under sail, without any risk of falling on board, and throw a rope to her, by which the toW rope might be hauled on board, and made fast as before. The directions which have already been given are applicable in this case^ and also with respect to the steerage of both ships. The commanding officer of a convoy, may make a particular ship's signal to lead, and sta- tion himself in a situation best suited to protect or assist. In calmis, the steam ships may take six or eight ships in tow at a time, and carry them on three or four miles an hour ; so that if there is one steam ship to every six or eight merchant ships, they need never wait in consequence of calm weather on the line or elsewhere; and ships of a convoy likely to fall on board each other in a calm, can be to a certainty towed away, as indeed all accidents of that nature can be prevented. It often happenis, that merchant ships would make a passage, if they eould only get; out of the harbour or river in which thfey are lyingi^ In this case, steam ships can tpw theih out even against wind and tide, and set them fairly on their voyage; it also Happens, that ships in light winds, or calms, are drifted or carried by currents too near the shore or, rocks, and are often unavoidably lost. This evil is completely remedied by the introduction of steam, for ships can be towed clear of any danger by a steam ship. The appearance of the weather, may make it desiderable that the convoy should before nighty get a better offing ; and this can be ac- complished by the assistance of steam ships, when it cannot be done other- wise, nor can there be any doubt, that in future, convoys will be often ( 123 ) saved by it. Thus, a point may be weathered in one hoiir by the assist- ance of steam, which it would take the convoy a day, or even a week, to beat round, to the great loss of the merchants and owners of the ships. In like manner, the ships of a convoy can be- towed by ste^m vessels into a harbour or a situation where they can stop the tide. EMBARKATION OF TROOPS. The embarkation of troops will receive great facility by the assistance of steam. If troops are only to be carried off to transports*, an immense number may be conveyed on board a steam vessel. On going on board> the arms, baggage, and knapsacks should be taken as they embark, and stowed in a proper place near the centre of the vessel, and the men made to stand close together as they would in their ranks. By this arrange- ment, much time will be saved, and danger avoided ; and the vessel will contain one-third more than are allowed in the usual way, while they will also be able to march out and in, with their arms and knap- sacks. If they are to be carried to a considerable distance, only a certain number can come on board, and that is regulated by act of parliament. In this case, also, it is proper that the arms and baggage should be stowed carefully in the place allotted for them : soldiers from sea sickness, want of use to the motion'of the ship, are unable to take care of their arms, which might be damaged, without the possibility of their preventing it. When the steam vessel comes alongside of the wharf or the transport, care should be taken that the gang boards are properly fixed, and attended by seamen, before they are allowed to step on them, and they ought to be made to march out and in with regularity, which would prevent con- fusion and save time. The baggage and arms should be handed in and out by the seamen, or by soldiers accustomed to that kind of duty. Send- ing troops on an enemies' coast, is the only situation in which soldiers should carry their arms themselves. r2 ( 124 ) Merchant ships should he hound to carry each a certain quantity of coals, and according to the size of the. ship a part of these coals should he kept in hags, ready to whip into a hoat when wanted, or if the ship is in tow to he swung into her. No ship above 200 tons should he provided with less than 30 strong hags for that purpose, which would much facilitate the work and save time. The method of swinging fuel into the ship is very simple. A five inch hawser with a traveller on it is run through a hlock at the fore-topmast head of the ship, and the end sent down hefore all : this end is then sent on board the steam ship, and there made fast to the main or mizen mast. The traveller has a hauling line each way; when the bag is hooked or slung to it the hawser is hauled tort enough to ensure its being kept above the gunwale, the lines are then eased away and hauled in on hoard the steam boat, the vessels being at their full velocity, but as near each other as they can be brought with safety. ON LONG VOYAGES BY STEAM SHIPS. It is believed by those who have not devoted much time and attention to the subject of steam navigation, that it cannot be extended to perforp foreign voyages, and , it must he confessed that the experiments which have already been made seem rather to confirm than to alter that opinion; hut it will be shewn here that the trials which have hitherto been made have not been of such a nature as to justify a decided opinion.. The vessel which first crossed the Atlantic made a longer passage than has often been made by sailing vessels, and her engine was only at work 19 hours. The vessel which first went, to India had also a long passage, and very little of it was made by the engine ; so that these trials should be considered more as relating to sailing than to steam, and those con- versant on the subject, who have seen these vessels, pronounced that such attempts were more calculated to bring disrepute than credit,' both on ( 125 ) themseves and the undertakings. The vessels were miserably bad, both as steam and saiUng vessels, although that was liot the sole fault, as their engines were, in principle, the very worst that could be employed for such an enterprize, being complicated, easily deranged, taking up much space in the ship, and requiring much fuel. It is not to be won- dered at, therefore, that they proved a complete failure, except that they so far gratified the vanity of their owners, in being actuially the first which performed these voyages by steam. But to turn to what ought to be the proper steps taken to ensure success, I must first explain the various circumstances which are to be attended to, and the principal one is the nature of the engine. It is manifest that the machinery which is the least complicated, and least liable to derangement, which affords the most power in proportion to the space it occupies, which possesses the least weight, which is most speedily brought into action, and which consumes the least fuel, is that which ought to be adopted for this service. I need scarcely add that the high pressure engine, with tube boilers, has all these advantages, for although it cannot be philosophically argued that the consumption of fuel required in a high pressure engine is less than necessary for a low pressure or condensing engine, still, taking all the circumstances which are hereafter enumerated into consideration for a stervice of this nature, I am justified in saying that it does actually consume less fuel in relative proportion to the work it performs. In a vessel of 200 tons the space occupied by the boilers and engines to a 30 horse power, on the plan of Boulton and Watt, and improved by Maudsley on the condensing principle, is 120 tons, or nearly 5-8ths of the whole tonnage, whereas a high pressure engine with a tube boiler of the same power only occupies 50 tons, or one-fourth of the whole tonnage. The comparative weight is as 15 tons is to 60 tons, the high pressure weighing at the rate of five cwt. per horse power, and the ilow pressure or condensing engine at the rate of one ton per horse power. This C 126 ) difference in tonnage^ therefore, and in weight, are decided advantages^ which ei;tabl:e the vessel to carry more foel. On reference to the index, it will be seen that there are above flOO patents taken out for lessening the consumption of fuel, but it is not yet decided which is the best, because there have been no persons established to examine into the various experiments on that important subject. Several compositions have been successfully tried, by which room has been saved but not expence, and they have not been adopted on that account. Another advantage which the high pressure engine and boiler have, is the rapidity with which the steam can be got up. A few minutes, instead of two^ hours, is all that is requisite ; and even with common fuel a ship can "make steam" when it falls calm as speedily as she can make sail when a breeze springs up ; and when the engine is no longer of much use, the fire can be instantly reduced or extinguished, even quicker than sail can be taken in. When any accident happens to the great boilers which are necessary to low pressure engines, the machinery is rendered useless for many hours, for the very process of cooling and re-heating the boilers, and the water they contain, is an operation of three hours at least, whereas if a tube should burst, or be damagediit would be only the affair of a few minutes to replace it, and set the engine to work again. The objections, with regard to the safety of the high pressure engine, which consisted entirely in the danger of explosion, are completely done away with by this invention, which is already fully explained in the Chapter on Improvements : it therefore need not be longer dwelt upon, while it may be considered as a decided advantage. The next circumstance to be considered is the size or capacity of the ship. This must be suited to the length of the voyage she has to perform, and the climate in which she is employed ; but in all cases of a foreign voyage the vftssel must be capable of stowing a considerable quantity of fuel, and consequently her depth of hold must be proportionally greater. ( 127 ) Although the velooity maybe somewhat diminished by this n^essary detriment, still there are ad^antages^ fully equivalent, particularly where tlte vesjsefl is propelling against a head sea^ for her additional weighs will eaabl« her often to overcome its effects, when> a lighter' and faster sailing Vessel ccittld not. An avierage must be taken of the number of hours it is probable 'the engine will be at work, Uiidl a fr«sh supply of fuel can be obtariS^dj and compared with the quantity of fuel on board. Those portions of' second class, except those which are stationed for the protection of small dry harbours, which will not admit of a large vessel. The coast to the westward, and that of Ireland, will also be protected in the same manner; while to the larger steam ships, store ships for carrying fuel should be" attached ; these being kept in constant readiness, and care also being taken that they are good sailers. Depots of stores and fuel should be kept in all the colonies, to supply the protecting steam ships. The colonies will also, and in the same man- ner, be far better protected; for even the windward passage to Jamaica, wiU, by the help of steam ships, be always attainable. Henceforth, there- fore, should this system take root and spread, none of our Jamaica-men need pass through the Gulf Stream, and the merchants would be gainers by keeping a steam ship or two, for the express purpose of towing their ships through the windward passage, as it would often make a month diifer- ence in the length of the passage; besides thiat the risk of being wrecked or plundered would be entirely done away. To the East India Company, the introduction of Steam Navigation is of the highest importance; since the monsoons, the currents, and the calms, are at once set at defiance. The navi- gation of the Red Sea and the Persian Gulph, with the channels through the various straits in the passages to China, will be thus also rendered safe and easy : and this new art should therefore be cultivated by the officers of their marine in particular, from the protection which it will affiard to the coasting or country trade. The security thus gained against pirates and privateers, is alone sufficient to warrant its encouragement ; but to that may be added the facility it gives their government, of transporting the disposable force and artillery to the point threatened by a rebeUious na- tive prince; and the effect of its power in actual service, has already been proved, in the share which it took in the late Burmese war. Steam ships in tiie Hoogly and other rivers must be also very conducive to the safety of the navigation, and to expedition in carrying on the trade, in assisting s2 ( 132 ) ships in distress, and in carrying to an anchorage of safety, ships which OQuld not otherwise reach it. But it is to the Bombay Marine Service^ that this invention is peciiHarly advantageous ; because rivers, creeks, and harbours, can be protected aud explored with positive certainty, aiad piracy can by these powerful means be readily and effectually quelled.: ; The communication with England, after the affairs with the Ottoman Porte have been amicably settled, can be carried on through the Red Sea, Mediterranean, &c. in about one half of the time that it could be done in any other way. A set of vessels of the largest class, must be stationed between Falmouth, or Portsmouth and Gibraltar; a set of the se- cond class between Gibraltar and El Arish, or at whatever point in Egypt it may be found most advisable to establish a steam vessel, harbour. From , thence to Suez, the passengers baggage, &c. should be carried by a flying railway, which would be the most effective and durable, and in the endj the least expensive mode of conveyance. From Suez to Mocha, the voy- age may be continued in steam vessels of the second class, and from thence to various parts of India in vessels of the first and second class. ADVANTAGES OF STEAM SHIPS TO THE NATION, If war is still carried on by sailing ships, the advantages which the assistance of steam ships will give must generally decide the victory. The loss of masts will be no longer of consequence, since the ship can be toWed into action, just as well after they are gone as before, and her broadside placed to the enemy. It is plain, therefore, that when any ship is dismasted, the victory must belong to those, whose steam vessels are still in a state to assist; and it will then be a battle between the steam vessels, to decide which shall carry off the whole : so that the advantage in every future navd battle, will entirely or eventually depend on the ( 133 ) steam ships which accompany the fleet; and the same may he said of two single ships. If both are dismasted, like the Eurotas and the Clo- rinde, one steam vessel could easily sink, destroy, or capture both, even if she had only one gun. r; It may also be remarked, that the nation will be defended much more effectually, at one half of the expence, with one third of the number of seamen, with one half the officers of high rank, double the number of cap- tainsi treble the number of lieutenants, and four times the number of in- ferior officers than by the present system. The coasting commerce wiU be more completely protected from priva- teers, and more expeditiously and advantageously carried on, to the satis- faction of every one concernied, than hy the present system. The foreign commerce will be carried on with a certainty never before known; there will be no delays of convoys for a fair wind or by a calm, and the ships cannot be blocked up in a harbour by a foul wind. They will be kept strictly within the limits; and no privateer will approach with any hope of carrying off a prize. Troops will be embarked, and conveyed from one part qf the kingdom to another, with an expedition never before known, and at one half of the expence, together with more comfort; carrying further, every thing' which belong to them, such as arms, ammunition, baggage, women and > children. Artillery and cavalry can be in like manner shifted from one part of the kingdom to another, quicker than is possible by any other mode. The transportation of troops between the islands and settlements in foreign colonies, will be facilitated in a manner which bids defiance to the trade or periodical winds, and to the tides and currents ; this being at present often impracticable, on account of their influence. The advantages of steam ships employed as post office packets, has been already fully established, and will no doubt materially- increiase the ( 134 ) revenue. Passengers can now calculate with certainty when they will be at their destination, and merchants when they will have their returns, letters, bills, &c. to meet their engagements ; and, with respect to both safety and comfort, there is no comparison. The advantages of steam ships as surveying vessels are equally manifest ; since more actual work, particularly in a stasimetric survey, can be performed in one day, than can often be done in a month by a, sailing surveying vessel, and since the men employed can always be com- fortable, have their proper rest and food, and return to an anchorage independently of wind and tide. They can also stop their velocity in coming into shoal water much better than a sailing vessel can, and also regulate their rate of sailing. If they touch or stick on the ground, they have a far better chance of getting off, and they are far more secure from natives or barbarians. The advantage of steam vessels in carrying dispatches is so obvious, that it is almost unnecessary to mention it. What admiral or commanding officer would send his dispatches by a sailing vessel if he could get a steam ship? The advantages of steam ships in suppressing piracy is of the utmost importance; a *feam j02Vafe could not be easily fitted out without consi- derable alarm, and all others must instantly be destroyed by the pro- tecting steam ships. The advantages of steam ships in supplying and equalizing the markets are most beneficial to the public. There can now be no famine; as steam vessels can bring food from the remotest part of the kingdom, and from the neighbouring countries, with such certainty and speed that no serious consequences could accrue from a scarcity of corn or other necessary of life. In the supply of fuel also, the steam vessel is a most useful invention ; since coals can no longer be locked up in Newcastle by an easterly wind, and as the colliers can be tbwed by the half dozen out of Shields and ( 135 ) the several ports on the East Coast of Great Britain, whence, after having been towed out to sea about a mile, they have a fair wind up to London Bridge. The advantages of thus supplying the metropolis with fish, must be acknowledged by all; and although it has been said by the fishermen that steam vessels frightened away the fish, this opinion is without founda- tion. The advantages of steam ships as yachts are so clear, that it is a won- der any amateur could even construct a sailing yacht, when every object he requires is so much better attained in a steam ship than in any other. This neglect is only to be accounted for by the fact that their owners are entirely ignorant of the subject. As soon as it is positively known that by some of the late improvements in the boiler, no accident, such as explosion, likely to be attended with fatal consequences, can take place,, they will certainly supersede all pleasure vessels and yachts above 200 tons, and the royal yachts should be all steam ships. But these advantages in time of war will not be attained, unless we take the lead in this somewhat new art. Inspectors of steam vessels should be appointed, who are well acquainted with the principles,, nature, and practice of the steam engine, who are also thorough bred seamen, who are capable of judging of the various inventions which come before the public, and who are not interested in any way, directly or indirectly, with any of the parties. Their duty should be to inspect all steam ships, and report to government their qualifications and fitness to obtain a licence to carry goods or passengers, to regulate their crews, and determine disputes. These inspectors should attend all experiments made on the steam engine, and sit as a committee quarterly, to determine what inventions are, and are not, worthy the encouragement of government and the pubUc. It must always be kept in mind that the engineers who are employed to make these engines have more relative profit in making one (' 136 ) of the expensive than of the cheap kind, and it is therefore their interest to recommend them, and to set their faces against simplification and improvement. That many inventions of a most important nature are kept ba6k by these means, especially if the inventor has not capital to bring it fairly before the public, there is no doubt j and as examples of this fact, I vvill mention the inventions of Mr. Golds worthy Gurney and Mr. Costigin, and many others. The high pressure engine is made perfectly safe by the application of Mr. Gurney's boiler, and no one conversant on the subject will deny that this principle is the most applicable to naval purposes ; as it is much less expensive and far less liable to injury, takes up only half the room, is one tenth of the weight, and consumes under all the circumstances, much less fuel. Yet it has never made its way in this country, although it has in France; merely because it has never had a fair trials and the inventor has not capital to bring it forward against the opinion of those whose interest it is to keep up the low pressure engine, as being the most profitable to the maker. The high pressure engine will however, and, in case of war, must supersede the condensing engine, and the attention of government will no doubt be turned to that important point. For the improvements I must refer the reader to the 8th Chapter, and the appendix, where he will find copies or extracts of the specifications of the patents, with- remarks on them. CHAPTB1R VII. ON THE IMPORTANCE OF ESTABLISHING REGULATIONS. Within these few years the number of steam vessels employed in various ways on the seas and rivers which surround Great Britain, has increased to nearly a thousand; and as there are yet no established regulations, either for their equipment, appointment, or management, it is to this and not to any defect in the science, that we must attribute the many accidents which have proved fatal already to hundreds. The steam vessels are generally the property of individuals who hold an interest in them by shares, and this business is usually conducted by a committee. This body of persons has the power of appointing not only the captain, mate, and pilot, but also the seamen ; and whatever may be their conduct, they cannot be displaced by their captain from their situation, which they hold independent of him, by the interest they or their friends have in the committee, and presuming on their independence they are therefore under no sort of order or discipline, whence their duty is not performed as it should be for the good of the vessel and for the safety of the passengers, while, further, the captain cannot complain of them, because by doing so he may lose his own place. Another evil, of a still more serious nature, calls most loudly for a remedy, and that is the defective state of the machinery, which is never inspected by independent and disinterested persons, and is therefore permitted to go to the last, or until some accidents take place, which obliges it to be repaired aftey it T ( 138 ) has brought the whole system into disrepute. It is the interference of government alone, which can put a stop to this ; in the first place, by appointing an Inspector General, and Inspectors under him, for England, Scotland, and Ireland, as well as at each of the great Ports. These officers should be well qualified, and conversant with the principles, nature, and construction of the steam engine; they should also be qualified to examine the commanders, mates, and men, touching their knowledge of Naval Tactics, and in the various duties which they have undertaken. They should be qualified to examine the engineers and their men, respecting their professional knowledge ; and it should also be their duty to examine the ship or vessel, and every part of the machinery, and to report whe- ther or not the lives of His Majesty's subjects would be safe in embarking in them ; they should likewise see that the boilers and machinery are so placed, that they can be easily examined ; and they should be invested with the power of correcting all these evils, of hearing and deciding on the complaints of the commanders, mates, engineers, men, and passen- gers, and to regulate their numbers. The following regulations are proposed. I. The commander of every steam vessel, to be skilled in the art of navigation in general, as well as in that peculiar to steam ships. II. The mates and pilots to be skilled in seamanship, in steering, and acquainted with the art of navigation. III. The seamen to be men brought up to the sea, and not landsmen : they must have been either four years at sea, or in a sailing or steam vessel on rivers. IV. The engineers to be ^ble to pass their examination on the prin- ciples and nature of the engine, and also on its practice as applied to ships. V. The stokers to be men brOught up to that calling ; they may be landsmen. ( 139 ) VI. The servants to be persons qualified for that station. VII. The engine and boiler to be placed in such a situation and man- ner that they can be thoroughly examined; they are to be cleaned at the end of every passage or time they are used, and before the fire is again lighted, they are to be inspected by the com- . mander, or proper person appointed to inspect them, and the re- port of their state inserted in a book kept for that purpose. VIII. The safety valve, whether the engine is one of high or low pres- sure, is to be made so that the engineer has the power of raising half the weight which is upon it, the instant that he stops the engine, and he is not to depend on one of his men loading or un- loading it, and it is to be securely enclosed in a case, so that'no one can get at it. IX. The engine room never to be left, without one of the engineers being on duty there while the steam is up ; and when the word or signal of attention is given, he is to keep the levers in his hands, as alSo at night, in a fog, or in a river, ready to slow or to back the engine as required : and he is not on any account to leave his post, for any purpose whatever, until reheVed. X. The captain, oflB^cer, or pilot, (if in pilot water) is to have the entire direction of the course, velocity, and of giving orders or signals to the engineer ; and the following words of command, and signs or signals are established. ATTENTION. To be answered by a nod or inclination of the head. 1st. Set on, or both hands raised as high as the head. The steam is then to be set on, and the engine set in motion. ( 140 ) 2nd. Slow the Engine. Right hand raised as high as thence, and eppositeor above it The engine is then to be slowed, and the weight on the safety valve raised By the engineer, who is to keep the lever in his hand. *^ 3rd. Reverse the Engine. Left hand up to the face, but not above it. The engineer is then by reversing the lever, to cause the paddle wheels to back or revolve, in giving the direction of a stern board. 4th. Stop the Engine. Both hands across the chest. The engine is then to be stopped, and the safety valve lifted. N. B. The signals or signs are to be repeated by an intermediate per- son, if the engineer cannot see the cap. 5th. Starboakd. The right hand extended at fill length. The helm is then to be put to starboard, and the signal is to be repeated by the look-out men, to any ship that is seen approaching. Port. The left hand extended at full length. The helm is then to be put to port, and the signal to be repeated by the look-out men, to any vessel seen approaching. XI. The stokers or firemen, are to be kept constantly at their own 4i^ty ; and they are not to be employed on any other, except in cajses of emergency : they are to be reUeved every two hours. N. B. It is recommended that they s'hould be allowed double or extra allowance of beer or other beverage. ( 141 ) XII. Every steam vessel is to carry over each bow^ two cork fenders, such as described on the margin. a a the two fenders, b h the ropes by which they are suspended. The size to be regulated by the inspector, and the situation fixed by him, for the purpose of lessening the effect of collision, should it unavoidably take place; and every steam ship is to be provided with two spare ones, to place where they may be required. XIII. The helmsman is not to be spoken to or interfered with, by any person but the officer in charge of the deck. XIV- Every steam vessel shall have a platform known by the name of a top-gallant forecastle, on which are to be placed the two look- jttut men, who are to report every vessel that is seen, in what- ever direction it may be, and give timely warning on the ap- proach of small boats; or they are to have a look-out tent, such as here described : the look-out man having in hiis hand a pole,: which ha» a flag on one end, and a ball on the other, with which he is to repeat the signs and orders of the com- mander. ( 142 ) EXPLANATION. a The look-out tent. h The look-out man. S Signifies starboard, which is to be repeated by by the steam vessel which is approaching. p Signifies port, which is to be repeated by the approaching steam vessel. N. B. The tent to be elevated 3 feet above the deck, the man enters by a trap-door in the bottom, on which he afterwards stands, and no person is allowecl to speak to him but the officer in command or charge of the vessel. XV- All steam ships and vessels, meeting another steam ship or ves- sel sailing or propelling in the opposite direction, shall put the helm to starboard, passing with their starboard sides to each other, they shall slow their engines when at the distance of one hundred yards, unless they can pass at the distance of fifty yards of each other. XVI. All steam vessels passing within hail of each other, to slow their engines, until fairly past ; and steam vessels shall on meeting or passing sailing vessels, always pass astern of them. XVII. When a steam ship or vessel overtakes another, in any narrow channel or river, the steam vessel that is overtaken, shall keep to the larboard side of the river, and slow her engine, when at the distance of forty feet, until the other has passed. XVIII. When in a river, no sail shall be carried on the bowsprit. ( 143 ) XIX. The engine shall always be slowed when a boat is coming along- side, just in time to let the boat come to the gangway when she has lost her way. XX. Every steam ship or vessel to carry a boat over the stern; if above 200 tons, one boat on the quarter ; if 300 tons, a ^boat on each quarter, besides the stern boat : the size and capacity of these to be regulated by the inspector. XXI. Every steam ship to have two life buoys on the quarter or stern, ready to slip or cut away, if required. XXII. Drunkeness to be punished : first offence, by fine ; second, by dismissal. XXIII. The helm not to be entrusted to a passenger, or other person, not duly quaUfied. NIGHT. I. During the night, every steam ship or vessel shall carry a light at her foremast head, or if she has no mast, on a pole 12 feet above the deck, in such a position as it can be best seen. Steam ships or vessels are also to have another light ready, on meeting another vessel^ to shew on the starboard bow. II. No steam ship or vessel, is to carry any sail on the bowsprit, during the night. III. Two look-out men are to be stationed on each bow, who are to report every sail and object that is seen ahead, or anywhere else. IV. AU orders, regulations, and words of command which are esta- blished for the day, shall apply to the night also. FOG. I. All steam vessels are to propel in a fog, without having any of the lower sails set, nor any of the topsails, unless necessary to steady the motion of the ship. ( 144 ) II. In a river or narrow channel^ no steani ship or vessel is to have a velocity of more than four miles an hour, during a fog or thick weather. III. In a fog, all steam ships or vessel coming down a river, or if at open sea, steering on any point of the compass which has East in it, including the North Point, are to sound bells for one mi- nute, with an interval of two miiiutes ; and aU steam ships or vessels going up a river, or if at sea, steering on any point of the compass which has West in it,, including the South Point, to sound drums for two minutes, with an interval of one ,• and the former is to slow her engine, to listen for two minutes at the end of every fifteen mimites, and the latter is to slow her engine for one minute in every twenty minutes. The size or power of the bells and drums, to be regulated by the inspector. IV. When absolutely necessary to increase the velocity in a fog to five miles an hour, a gun is to be fired every half hour, and im- mediately afterwards, muskets in succession, one for every mile above five ; at ten miles, two guns are to be fired, and for every mile above ten, a musket in succession. V In a fog, steam ships, the moment a gun is fired, are to slow the engine, and by hstening for muskets, ascertain how many miles the vessel is going; and by bells or drums whether the vessel is going East or West, When a ship hears the bells of another, she is to fire two muskets, and if she hears drums one musket. VI. The same regulations respecting the engineer, the fenders, and the words of command during the night, are also applicable to a fog. VII. When steam vessels steer across a river, the article III. respect- ing the tjompass is to be observed. ( 145 ) The following table is calculated to shew the quality and number of the oflficers and men composing the crews of steam vessels of war of each clasSj supposing them to have long guns and carronades, mounted only in, propoiftion to the number of men. 3 1 i d § go I 1 1 1 i 1 1 CO 1 s 1 OS'S II Is So i 1 {A i 1 E V 1 S E. II n g 1 II fa 1 ■a H aooo 400 1 vt 4 1 ii 7 3 3 25 15 4 3 9 6 4 1 X 1 1 94 2 1500 300 1 it 3 1 a 6 3 6 15 10 3 3 6 4 3 1 (< 1 tt 65 3 1000 200 Cf 1 2 1 a 4 3 4 12 8 3 2 5 4 2 (1 1 u 1 53 4 soo ISO (C 1 1 1 it 3 2 3 9 7 2 2 4 3 2 « 1 u 1 42 5 200 100 (C <( 1 (I 1 2 2 2 8 2 2 3 2 2 tt 1 tt 1 34 6 200 60 C6 a 1 cc 1 1 2 1 8 (( 1 2 2 2 1 K ct tt 1 23 We shall now proceed to shew by the following table, the number of each claSs which would be necessary to man a flotilla of 3,000 steam vessels of war, in case it should be found advisable, (as in all probability it will) to substitute them for 1,000 sail of men of war, which were found necessary for the protection of the nation and commerce during the last war. The steam vessels are proportioned to correspond with the respec- tive classes which were then in the Royal Navy. - 1l "T P s S ni 1" 200 i "a 200 i ft) 1 u tt 1 1 800 s 1 200 E OH a 11 11 1400 Is p So e o I i en I Is S H «e go i II i 'ha 1 i t S i o n 1 CO a a .2 til tn U !• ! 600 1600 6000 3000 800 600 1800 1200 800 200 200 200 200 14800 2 300 300 tt 900 300 tt 1200 900 1800 4500 3000 900 600 1800 1200 1500 300 CE 300 300 20400 3 500 tt 500 1000 500 tt 2000 1500 2000 6000 4000 1500 1000 2500 1500 1000 tt 500 600 tt 26000 4 1000 tt 1000 1000 tt 1000 3000 3000 3000 9000 7000 2000 2000 4000 2000 2000 tt 1000 (( 1000 42000 5 1000 tt tt 1000 tt 1000 1000 2500 2000 8000 tt 20001000 2500 1000 1000 tt 1000 tt 1000 25000 3000 500 15i)0 4700 1000 2000 9200 8500 8400 32500 17000 72005000 1 12600 6900 6000 500 2700 1000 2500 140700 S. & M. u C 146 I By the above taMe, it is manifest that the proportion of officers required for the defence of the nation on this system, is much greater, and that of the seamen much less, than on the system carriied on last war ; it will most probably be found necessary to re-establish the rank of sub-lieutenant, or to give passed mates a certain rank equal to that of a lieutenant in the arn^y, in order to give them that authority which is necessary to the fesponsibiUty they wiU have, as second, and in small vessels as first in command. Before we proceed to estimate the comparative expence, it is necessary most distinctly and unequivocally to point out, that the present system of equipping steap ships with low pressure or condensing engines, is one which is ruinous to every person, except to the manufacturers, whose interest however it is to advise all their customers to continue the use of that cumbersome and expensive machine, as the high pressure en- gine would certainly be to them less productive : but the advantages in the latter are so decided, and so manifest to those who have studied the sub- ject, that we have no hesitation in declaring, that to continue to use the former any longer is extravagance and folly, and that to put them into a ship of war is absurd. The only plea that could ever be adduced as an excuse for not using the high pressure engine, was the danger of explo^ sion ; but that has been completely remedied, by generating the steam in tubes, which are now brought to such perfection, as to set that question at rest. In the following estimate, therefore, let it be understood that the engines are all those of high pressure, which will and must supersede every other, and with tube boilers.* An average may be taken of all the 3,000 steam vessels, including the engine at .^10,000 each, which will make ^^30,000,000, and which is not above one-fourth of what the late navy cost. The materials for building and equipping are all found within our * The tubes of the boilers should always b© proved by watey» in the same manner as a gun barcel 13 proved, before they are allowed to enter a shipt ( 147 ) own kingdom. Thel-e can be no better wood than larcb for tbis purpose j as being the most feiioyant, it displaces the least water, while we have iron and coals in abundance. In manning the steam ships, so few Sea- men are required, that there will never be any occasion for impressmept, but senior oflGicers and engineers will be in great demand ; indeed it is absolutely necessary that a school shoidd be established for the instruc- tion of the rising generation of these Classes; several captains and lieute" nants who have studied the subject, should be employed to instruct those who have no opportunity of obtaining the information, which is abso- lutely necessary. The following table is calculated to shew tlie crews which are proper for steam vessels employed in carrying goods and passengers, and which each should be obliged to have on board. > ^ 1 1 J5 E fi i 1 1 o S.2 is- d s 3 2 d S S i is i i ■i a 1 ■o S a V U 3 »: 5 1 1000 200 (Li 1 8 2 14 2 6 5 2 42 2 500 150 1 5 2 8 2 5 4 2 31 3 300 100 1 4 1 6 2 4 3 I 24 4 200. 60 to 80 1 3 1 4 2 2 2 1 18 5 100 30 to 50 i( 2 u 3 2 2 1 1 13 6 Boats. under 30 tc 1 " 2 1 1 1 t( 8 The above calculation is adapted to both low and high pressure engines, but there can be no doubt that in a few years, the low pressure engine, even in these vessels, will be considered a specimen of the folly instead of the wisdoin of the inventors, and certainly an imposition on the owners. The following are the dimensions of the United Kingdom steam ship, built in 1826, by Mr. Robert Steel, Greenock, and of the Majestic, built by John Scott, Esq. of Greenock, 1821. Engines both by Napier and Co. Glasgow. u2 C 148 ) Name. d o Is 1, I-; 3£ lan m i t n P V 1^ as 1. ■s- 1 1.2 SI 1 II i Is ] e s o III i 1 S 1" Z o s •1 •d Ii5 II 11 5 u . ft ft. ft. in. ft. in. ft. ft. ft. in. ft in. I'on Cwt IcUss calm United > Kingdom) 175 147 45 6 12 18 a 6f. ro Oa. 11 Of, 12 6 a. Low Pres. 200 561 350 160 81 6 1 8 52 1 76 1 8 72 1 2 50 1 2 60 1 5 170 ,17 42 11 3 Majestic 144 125 39 22 6 11 16 7 Of. 8 Oa. 8 6f. 9 9 a. Low Pres. 100 270 254 1 76 68 1 4 45 9 60 62 11 40 9 56 1 100 15 ad ass 31 iO 3 These vessels are said to be the fastest packets that have yet been built; but the Thames, Shannon, Town of Drogheda and the Lightning, have excellent qualities as sea boats, and are fit to make headway against a gale, however severe; and certainly long after a sailing vessel must drift at its mercy. These dimensions should be attended to, and proper oflScers sent on board of them, to ascertain their qualities, and make official reports on the same, as also on board any or all other vessels; by which means the kind of vessel proper for peculiar services or stations, would be fully ascertained. CHAPTER VIII. OP THE RECENT IMPROVEMENTS IN THE STEAM ENGINE. Having in the first chapter given a general and comprehensiye account of the Steam Engine, and traced it through its several forms and states of improvement, as they exist and are knovm up to the present time, I shall now resume the subject again to speak of the more recent improve- ments which have been suggested, and in some instances carried into effect, though not to a sufficient extent to have rendered them generally known to the public. Among these, the most conspicuous of them are the steam engines of Mr. Perkins, and Mr. Gumey ; the gas vacuum engine of Mr. Brown, and the carbonic acid gas engine of Mr. Brunei. Mr. Perkins was one of the first that attempted the contraction of a steam engine on principles essentially different fi-om any that had pre- ceded him ; and for a time, he certainly raised the most extraordinary hopes of success in the public mind. He carried his experiments upon high pressure steam to a much greater extent than any one had dared to do before him, and has broached some very singular notions with respect to steam. One of these is that the elastic force of steam is not infinite, with increase of heat, but that it is limited to the amount of 56,000 lbs. on the square inch, and consequently, if the vessel is sufficiently strong to resist this pressure, no fire that can be applied to it will be capable of producing steam that will overcome or burst the vessel, and that in such a vessel water may even be made red hot, without any danger of expio- ( 150 ) sion. Mr. Perkins hks also endeavoured to establish an hypothesis, that as water is a nearly inelastic fluid, while steam is a highly elastic one, there can be no danger of water ev§r bursting a vessel that contains it, unless that water be permitted to be converted into steam ; and conse- quently, if a vessel is so completely filled with water as to allow no space for steam to form, such vessel can never burst, notwithstanding it should be heated to any degree. On this principle, Mr. Perkins constructed his engine, or rather his boiler, which he calls a steam, generator ; for it does not appear that there is any thing novel in his engine, it being merely a metallic piston working in a bored cylinder, and operated upon by steam of enormous power, in the same way that steam of less force was for- imerly made to act in the engine of Trevithick. Mr. Perkins's steam generator consisted in the first instance of a small wrought iron cylinder of immense strength, which was completely filled with water ; it had a conical valve of very small dimensions on its top, and this valve, which was very heavily laden, up to from 500 to 800 \h». on the square inch, was confined within the pipe that was to supply the cylinder with steam. A v6ry small and powerful forcing pump, capable of supplying but a minute quantity of water at each stroke, worked into, the bottom of the generator, which, when filled with water until it could contain no more, was violently heated; but according to his hypothesis, no steam could be produced. When s6 heated, the forcing pump was worked, and it drove a few drops of water into the generator, which could not enter, without at the same time expelling an equal quantity of water in a nearly ted hot state, from the upper loaded valve; and as soon ais this heated water was released from the pressure of the metal cylinder, it instantly j^fl^A^e? into steam, within the steam pipe, (to use Mr. V&f- kins's own term) j^nd was ready to act upon the piston, like steam pro^ duced in the ordinary Way. In this manner, Mr. Perkins has produoed steam', having a force of 800^ atmospheres, or equal to-19,0001bs. on the ( 151 ) square inch, and he contends that this process is not only mudh more safe, hut at the same time more economical than any other method of producing steam. Mr. Perkins not only appUed the powerful steam that he produced in this way to the workingof steam engines, but to the pu»r pose of discharging balls and shells from steam guns, which he effected with astonishing force and rapidity, completely surpassing what could be done by gunpowder; and if this powerful steam could at all times be instantly commanded, it would furnish a most terrific engine of warfare. Mr. Perkins has since substituted a numerous series of very thick and Strong cast iron tubes of small bore, all having connection with each other, in place of the former cylindrical shape of his generator ; but as his machinery is of necessity very strong and heavy, and the heat required to work it very great, this form of engine does not appear to be well calculated for maritime purposes, and I shall therefore make no further observations upon it.* The tube boiler of Mr. Goldsworthy Gurney, whose name is well known in the scientific world, is of a very different description, and as I think this boiler will be found particularly applicable to naval purposes, I shaU enter into its history and description more fiilly than I should other- wise be warranted in doing. Although the system of generating steam in tubes had been repeatedly tried, and as often abandoned as hopeless by many of our best engineers, Mr. Gurney, from a conviction that no other mode of generatii^ steam could be applied to locomotion on land, was led to study the reasons why former attempts had failed. From previous experiment, it had been found that when steam was formed in a less area than 30 square inches, it could not sepairate itaelf effectually from the water, because if it rose to the surface, or passed along a channel of a smaller area than this, itcarried * See Appendix. ( 152 ) the water with it, leaving the surfaces of the containing vessel dry; in consequence of which it soon became red hot ; thus causing a rapid oxicitation of the metal, a formation of hydrogen gas, and a total want of effective steam. But this was not the only difficulty, for the hydrogen gas, formed from the hot portions of water in the tubes, carries with it so much heat as to burn and destroy the packings of all the joints ieither belonging to the pipes or to the working cyUnder. It was found in one experiment that lead was melted at the distance of forty feet, by hydrogen formed from water passing through a red hot tube. The next difficulty arising from this cause was the sudden and unequal expansion of the metal composing the boiler, which invariably destroys all the joints if made in the ordinary manner, i. e. packed with lead, rust, or hemp. The next difficulty of much importance seemed to arise from the deposits of earthy concretions, which in a short time fills up the tubes and prevents the entrance of water. Supposing the objections above mentioned to have been removed, another very serious practical objection is occasioned in tube boilers by the effects referred to, namely, that of the water passing away with the steam. The passage of water with steam into the cylinder invariably chokes the engine, destroys its action, and has even in some cases been known to have occasioned the breaking of the cylinder cover. All these difficulties may however be overcome by effecting a perfect circulation of water through the tubes, produced by the steam itself, and by the separation of the water from the steam after it has left the boiler, in a separate external vessel constructed for the purpose ; which arrangement removes all the difficulties, except those deposits of earthy substances arising from the evaporation of earthy water. Mr. Gurney observed, by a close analysis, that almost every earth, or combination of earth found in water under common circumstances, might be dissolved by chlorine, which is cheaply formed by the action of a mixture of sea salt and quick lime, and ( 153 ) which maybe rendered sosoluhfe as to be blown out at pleasure; the joints he also proposed should be packed with an elastic fire proof substance, which wiU preserve them sound, even if the boiler by any accident, from defect of pumps, or any of its machinery, should become dry. Mr. Gur- ney accordingly- invented and constructed a boiler on these principles, and its advantages for naval purposes, are manifold and important. They may be thus enumerated. 1st. Safety from explosion; the tubes which are only three inches in circumference, and are made so strong that they will bear a pres- sure of 1000 lbs. to the inch ; the steam separators, junction pipes, and indeed, every part which contains steam, are in pro- ! portion, so that high pressure steiam can be worked without the least probability of bursting the boiler, or any other explosion ; and should it burst, the quantity of water it contains is so small, as to be incapable of doing any mischief. 2nd. The boiler is only one-twentieth of the weight compared to that in use on the principle of Boulton and Watt, and it occupies only one-third of the space. 3rd. The saving in fuel, taking all circumstances into consideration, will be more than one-third. 4th. The steam can be always got up in ten minutes, from lighting the fire, whereas in other boilers, from one to two hours are necessary. 5th. The- boilers, and indeed the whole of the apparatus, except the shaft and paddle wheels for propelling, can be placed complet^y out of the reach of shot, i. e. under the water line. 6th. This boiler is less liable to get out of repair, and when damaged will be much easier repaired than the common boiler. One of its tubes being broken, is of no consequence, as it can be imme- diately plugged up, when only one thirty-sixth part of the power X ( 154 ) of that boiler will be lost, or a two-hundredth part of an engine, with six boilers of 80 to 100 horse power; all which has been proved by an experience of near two years, so as to have put the question beyond all doubt, because boilers on this construction, have been in constant use during that period, at his own manu- factory near the Regent's Park, as well as at various other places. Fig. 26. No. 4. O' O - O • O O - O Pi ('-Q O O O O O O No. 1. Fig. 26, No. 1, represents a front view of this boiler; a; a, are the chambers into which the steam and water are received when generated in the tubes, and are there separated from each other by the steam rising, and the water falling to the bottom; these chambers are therefore called thesepa- ( 155 ) Tutors, h is the tube which unites the two separators, on the top of which the safety valve is placed ; c, c, are the chambers to which the tubes composing the boiler are connected, a side and front section of which are shewn by the two upper figures, and on the left hand, a a being the boiler tubes screwed to the flat side of c, the chamber and the upper figure shews the disposition of the boiler tubes, in part of that flat side. Into either one of these chambers, the injection pipe of the force pump for feeding the boiler is inserted : c? is a small well, to receive any extraneous matter, which may pass into the boiler, and can be opened at pleasure j e, c, are the guage cocks for steam and water, the lower cock being the water level of the boiler j y is the fire door. The lower figure on the left hand side of the cut. No. 2, is a section of the boiler when set, and shews the mode of conducting the funnel from the fire before passing up the chimney, the upper surface of the tubes are covered with a plate of iron, and filled in with sand, to prevent radiation of heat. Instead of brickwork below the boiler, the tubes may be supported by sheet iron and pillars, as represented in the right hand figure. Figures No. 3 and 4 represent the manner the tubes are fastened. Although the advantages which have been mentioned and explained, gave this boiler a decided superiority, there was one objection which appeared to be fatal to its introduction into naval purposes, the use of salt water was impossible, on account of the rapidity with which the salt was deposited in the tubes, and the inconvenience and difficulty of re- moving it, and also its corrosive effects on the tubes; to remedy this how- ever, an apparatus something similar to the boiler, has been invented by Mr. Gumey, and successfully applied in condensing the high pr.essure steam, instead of letting it off to waste, and returning the water so pro- cured by means of a force pump into the boiler, so that by beginning with pure rain or distilled water, steam is continually generated, without any considerable expenditure of fresh water, as the steam from the engine is x2 ( 156 ,) not only condensed, but also a portion of that procured from the salt water, whida is necessarily employed in condensing it, and which can, without loss of power in a steam vessel, be led, from the water thrown up by the paddle wheels to a cistern for the purpose. The description of the condenser is as follows. Fig. 27. j.i The elbow pipe a. No. 1 of Fig. 27, is connected by one flaunch with the eduction way of the engine, and by the other to the cone of the conden- ser, which for a 10 horse pow§r engine, is a cylindrical vessel of 3 fe&t 6 inches long, and 7 inches internal diameter. In this cylinder areplaoefl ia circles forty copper tubes, 5-8thj; iij diameter, which are inserted into ( 157 •) plates at each end, as shewn in 2 of the same figure, by steaiii tight joints. The nozzle c is connected to a cold water. pump, throwing about two gallons of water per horse power per minute. This however is not neces- sary in a ship, as wat«r can be procured as before stated from the paddles. This water will rise in the cylinder, encircling the tubes, until it is ejected at the nozzle d, from whenoe it may be permitted to return to the well or cistern. The steam passing from the engine into the tubes is con- densed before it reaches the lower cone e, and falls into the close cham- ber underneath, and the water is taken from thence by the suction pipe g, connected to the injection pump of the boiler. When there is any deficiency of water in the lower chamber, the ball attached to the cock balls, and admits the requisite quantity from the condensing cylinder, through thfi tube connected at t; and k is a tube fi-om which any air or uncondensed vapour may be drawn out by a small air bucket, or other- wise be permitted to escape. In the experiment Mr. Gurney made, and which I saw, the condenser was appHed to a high pressure engine, when the steam in the boiler was at a pressure of 60 lbs. on the inch, an un- loaded valve was placed on a tube inserted into the elbow a, but s together with all the other airs and gases, .thought to be permanently elastic, or incapable of assuming a solid and visible appear^ ance, but about that time Mr. Faraday, of the Royal Institution of London, made the important discovery that this gas, as well as several others, might be reduced by mechanical pressure into a visible liquid form, resembling watery bat that by aftesward^s raising the temperature of the fluid so obtained it reverted back into its former state of gas with astonishaug. rapidity, and of course ocicupied'a much larger volume iban when in its liquid form, irasomuehibat when^the liquid was at the freezing temperature, of water/ and was afterwards expanded into gas^ by a very low heat, it exerted a force equ^d tor 30 atmospheres or 450 lbs. upon the square inch, and burst the vessels in which the experiments were tried. To construct an apparatus, by which a power so immense, and appa- rently so economical, might bcf rendered available like the steam engine, it will easily be comceived> has occupied the attention and study of many men of science^ not only in thisi country but on the continent^ but the only machine that has app^red before the public, is that of Mr. Brunei, wb(9s6 constant avocations at the Thames Tunnel, have prevented hiS pairing that attention to it, which wodid otherwise most probahfy, have brought it to maturity. He has,^ however, obtained a patent for his con- trivance, which may at some future period become important and useful. At present^ it has not been practically applied to any useful purpose, and therefore I shall not enlarge upon it, or anticipate the prospects of ita ingenious inventor. An account and reprcisentation of the machine co- A a 2 ( 172 ) pied from the specification of Mr. Brunei's patent, will be found in the Third Volume of the Register of Arts and Sciences, page 258, from which it appears, that the construction of Mr. Brunei's machine, is very nearly similar in form and construction to the steam condenser of Mr. Gurney, shown at Fig. 27. It consists of a very strong cylinder or other metal vessel, through the middle of which a number of small thin copper pipes pass, and open into a chamber above and beloWj wdthout any con- nection or opening into the large cylinder. The large cylinder is to be filled with carbonic acid gas, reduced as before mentioned to a liquid state, and the small tubes that pass through it, are for the alternate trans- mission of cold and hot water, or steam to heat and cool the liquid. Two of these machines are to be used at once, by fixing pipes of connection from the part containing the liquid, and conducting one to the top, and the other to the bottom of a common close-topped steam engine cylinder, with a packed piston. The cocks or values are to be so disposed, that while hot water or steam is passing through the small pipes in one vessel, cold water may be running through those in the other. Now, from the expansive nature of the carbonic acid gas liquor, if hot water, say at 120^ is passed through the tubes of one vessel, while cold water at 50° or 60° is passing through the other; the liquid in the first receive^ will expand; and operate with a force of about 90 atmospheres on one side of the pis- ton, while that in the second vessel, will only exert about 40 or 50 atmos- pheres against "the other side of the piston, and consequently, it will be moved with a force equal to the difference of the two pressures, or from 40 to 50 atmospheres, and the. power wiU increase with a greater differ- ence in the temperature of the two vessels. Having produced this first action, it may instantly be cut off and reversed, by reversing the position of the hot and cold water cocks, and letting cold water flow through the first vessel, while the hot water passes through the second. In this way, there appears to be every probability of a most powerful first mover ( 173 ) of machinery, in a very small compass and at little or no expence ; for carbonic acid gas is procurable at all times, from any acid applied to chalk, limestone, or marble, at a very small cost, and as the same gas vrorks over and over again, without renewal, the only supply that could be required would be a trifling compensation for unavoidable waste. So far, however, some practical difficulties have occurred, \vhich have pre- vented this ingenious contrivance from being brought into actual employ- ment, and I shall therefore dismiss it without further observation until time and further experiments may have rendered it available. I have extended my account of the steam engine, and the other modes of obtaining power to a much greater extent than I at first contemplated, from a desire of making my Brother Officers and the Service in general, acquainted vdth the nature and operation of these highly important ma- chines, which have already been so advantageously introduced into the sea service for commercial purposes, and will I am persuaded, ere long be extensively used in the British Navy. The details of the construction of steam engines, and the mode of working and managing them, would be foreign to the present work, and greatly beyond its limits; but for the instruction of those who may wish for such information, I subjoin a list of all the works of any importance on these subjects down to the present time. ( 174 ) LIST OF AUTHORS ON THE SUBJECT OF STEAM. BuchanSn, on Steam Navigation, published GHasgowj J 816. Partington, on the Steam Engine, published London, 1822. Millington, Epitome, &c. Stuart, on the Steam Engine, Galloway, ditto Tredgbld, ditto Farey, ditto Lardn^, ditto Birkbeck & Adcock, ditto course of pitblic&tion. ditto ditto V823. ditto ditto 1824. ditto ditto 1827. ditto ditto 1827. ditto ditto 1828. ditto ditto 1828. ditto ditto, now in CHAPTER IX. DESCRIPTION AND USE OP THE ROYAL CLARENCE SEXTANT. The most important part of this instrument is the Clarence Scale which extends from zero on the arc towards the horizon glass, and commences where the centre of the mirror on the index is in a line with 45° on the arch. It contains the multipliers from one to infinity, corresponding to the degrees, minutes, and seconds on the arc. These multipliers from one to twenty, are divided into thousand parts, those from twenty to forty into hundred parts, from forty to sixty into tenth parts, and from sixty onwards into units, &c. The eye piece horizon glass and the centre of the index mirror form a right angled triangle having two equal sides, and adjusting screws on the most approved plan, are appKed to them. The instrument difiers from the common sextant, by the index mirror being placed diagonally across the index, therefore zero is to the left instead of the right in reading ofi", and by moving the index the opposite way to that of a common sextant, the natural tangent of half the angle of any two objects is measured by reflection and can be read off" on the arc, while the index bar, which is in form of a knife edge from the centre of its mirror to zero on the nonius intersects the Clarence scale, and gives the number to be used as the multiplier, which in all numbers can be read ofi" at the point of intersection to thousand parts with great accuracy from one to twenty, by the microscope which is attached to it; the reading ojQFthen goes to hundred parts as far as forty, ( 176 ) and so on. The eye piece is fitted with a good telescope, which has cross wires and a dark glass to correct the index error by the sun's diameter. The use of the Royal Clarence - Sextant is to determine the exact distance of the observer from an object in view near the horizon, which is done by a short and easy process. 1st. When the bearings and distance of any two objects from each . other are known, which bearing line being at right angles, or nearly so, to the line from the observer's eye to one of the objects. Hold the instrument horizontally, move forward the index until the objects are brought in one by reflection, then read off where the scale is intersected by the knife edge of the index, and you will have a number and its decimal parts, by which the distance between the two objects is to be multiplied to produce the exact distance in miles, yards, or feet, according as it is expressed, that the eye of the observer is from the nearest of these objects. 2d. When the bearings of any two objects from each other are known, but not the distance. Suppose b in the diagram to be the position of the ship, and A and F the two known objects, bring one of these objects A to a bearing at right angles to the line A F uniting the two ; take the angle A 5 F as before, run on a parallel 6 B, noting the distance run, until the object has the same bearing as the first had, then take that distance as the number to be multiplied by the multiplier found as before on the Clarence scale. Or take the distance between one object and another on a part of the coast at right angles as A F C, which makes the angle A C B at the eye 45°, or set the instrument to 45° and mark the part of the coast where the reflected object covers it; then, set the instrument to 2 on the Clarence scale, run ofi" in the same bearing C B, noting the distance until the objects are again in one, the distance run will be half that which the eye is from the object, or what is more useful, set the object at 2, note the ( 177 ) marks on tlie land, then set it to 45° or one on the scale, and run in; ibe distance run will then be equal to the distance the eye is from the object. 3d. When the Chart of the coast in view is in your possession, (which is generally the case,) in sailing along the land the distance from it wiU be readily and accurately found, by setting the index to any .particular number, and looking at the land through the telescope, with the instrument held horizontally, objects on it will be seen to coincide or cover each other, which being noted and measured by scale and compass, and the distance so found multiplied by the number given by the Clarence scale, the product will be the exact distance required. 4th. The coast, or any object, may be approached to any distance required, by setting the index to the particular number on the scale, which, by multiplying the distance between any two known objects forming a right angled triangle with the observer, will produce the distance required. The ship by saiUng off or on brings these two objects in one by reflection, when she will be at the exact distance required, and the particular number is easily found by dividing the distance you wish to place your ship by the known distance of the two objects. It is evident that the Clarence sextant will be found of great importance in surveying, in laying down, and in avoiding shoals, but most particularly in placing a bomb ship, which may be done as directed in article 4th with great accuracy, for it is seldom or ever that a fortress or town is bombarded without the distance between some two points in it being known, or that some distance can be measured between some two points; this being done, the anchor may be dropped within a yard, or even a foot of the range required; For example, at the battle of Algiers the distance between the light-hons© A in the diagram and the flag-staff F was positively known to be 400 yards, yet it is notorious that some of the bomb vessels could not hit upon the correct distance from the light-house, and that the shells were not thrown with Bb ( 178 ) good effect. The distance required was 1600 yards, which being divided by 400 gives the multiplier 4, to which number the knife edge of the index would be set on the Clarence scale, and when the bomb ship had approached until the light-house and flag-staff appeared in one by reflection, the anchor might be dropped within a yard of the distance required. In like manner, line of battle ships and frigates, which are sent to silence a battery, will be able to take up their proper positions with accuracy and precision. The distance of objects may also be easily found by measuring the height of any object which is known or unknown by the same process, and both methods may be successfully and importantly applied to steam vessels, particularly in warlike operations, where the exact distance that their shot would tell on an enemy is absolutely necessary. A steam ship, made proof against shot at a certain distance, which is now ascertained to be practicable, will be enabled by this instrument to obtain her position, (say 1800 feet,) and to maintain it by simply setting the index to 18 the multiple of the length of the mast (say 100 feet) on the Clarence scale, as it will not only shew the exact spot she should be placed in, but by also denoting the alteration, it will point out with what velocity the vessel must be impelled or retarded to keep her station, when she may be compared to a one gun battery, which cannot be approached near enough to be reduced, but which must eventually disable the finest ship in the British navy. The principle of the Clarence sextant has also been successfully applied to the arc of the common sextant, on which the Clarence scale has been engraved, and may be seen at Mr. Jones's, Optician, 62, Charing Cross. The following Table for the computation of distances, 'Tias been con- structed to be used with the sextants on which the sc^Je has not been engraved. Bb2 ( 180 ) IS. ■3 Angle. % Angle. 1 ■s -3 Angle. "9 Angle. Angle. 1 1 S s ■ ■ s 1 / // 45 5 9 / II 9 37 11 10 8 / // 5 17 24 1.5 7 3 38 413 23 / // 2 29 22 1 1 42 16 25 6 9 27 44 10 9 5 14 31 15 8 3 37 17 23 5 2 26 12 1 2 39 48 20 6 1 9 18 36 11 5 11 40 15 9 3 35 56 24 2 23 9 1 3 37 34 7 6 2 9 9 44 11 1 5 8 52 16 3 34 45 24 5 2 20 14 1 4 35 32 16 ,6 3 9 1 10 11 2 5 6 8 16 1 3 33 15 25 2 17 26 1 5 33 41 24 6 4 8 52 50 11 3 5 3 26 16 2 3 31 56 25 5 2 14 45 1 6 32 19 6 5 8 44 46 11 4 5 47 16 3 3 30 38 26 2 12 9 1 7 30 27 56 6 6 8 36 58 11 5 4 58 11 16 4 3 29 21 26 5 2 9 40 1 8 29 3 17 6 7 8 29 £0 11 6 4 55 38 16 5 3 28 6 27 2 7 16 1 9 27 45 31 6 8 8 21 57 11 7 4 53 7 16 6 3 26 51 27 5 2 4 57 2 26 33 54 6 9 8 14 47 11 8 4 50 38 IS 7 3 25 37 28 2 2 44 2 1 25 27 48 7 8 7 48 11 9 4 48 13 16 8 3 24 23 28 5 2 34 2 2 24 26 38 7 1 8 1 2 12 4 45 49 16 9 3 23 11 29 1 58 30 2 3 23 29 55 7 2 7 54 26 12 1 4 43 28 17 3 21 59 29 5 1 56 29 2 4 22 37 U 7 3 7 48 1 12 2 4 41 9 17 1 3 20 48 30 1 54 33 2 5 21 48 5 7 4 7 41 46 12 3 4 38 53 17 2 3 19 39 31 1 50 51 2 6 21 2 15 7 5 7 35 4i 12 4 4 36 38 17 3 3 18 30 32 1 47 24 2 7 20 19 23 7 6 7 29 45 12 5 4 34 26 17 4 3 17 21 33 1 44 9 2 8 19 39 14 7 7 7 23 59 12 6 4 32 16 17 5 3 16 14 34 I 41 5 2 9 19 1 32 ■ 7 8 7 18 21 12 7 4 30 8 17 6 3 15 7 35 1 38 12 3 18 26 6 7 9 7 12 51 12 8 4 28 2 17 7 3 14 1 36 1 35 28 3 1 17 52 43 8 7 7 30 12 9 4 25 58 17 8 3 12 55 37 1 32 53 3 2 17 21 15 8 1 7 2 17 13 4 23 55 17 9 3 11 51 38 1 30 27 3 3 16 51 30 8 2 6 57 11 13 1 4 21 55 18 3 10 47 39 1 28 8 3 4 16 23 22 8 3 6 52 12 13 2 4 19 56 18 1 3 9 44 40 1 25 56 3 5 15 56 43 8 4 6 47 20 13 3 4 18 18 2 3 8 42 41 1 23 50 3 6 15 31 27 8 5 6 42 35 13 4; 4 16 4 18 3 3 7 40 42 1 21 60 3 7 15 7 26 8 6 6 37 57 13 5 4 14 11 18 4 3 6 39 43 1 19 56 3 8 14 44 37 8 7 6 33 25 13 6 4 12 19 18 5 3 5 39 44 1 18 7 3 9 14 22 53 8 8 6 28 59 13 7 4 10 29 18 6 3 4 39 45 1 16 23 4 14 2 10 8 9 6 24 39 13 8 4 8 40 •18 7 3 3 40 46 1 14 43 4 1 13 42 25 9 6 20 25 13 9 4 6 54 18 8 8 2 41 47 1 13 8 4 2 13 23 33 9 1 6 16 16 14 4 5 8 18 9 3 1 43 48 1 11 37 4 3 13 5 31 9 2 6 12 12 14 1 4 3 24 19 3 46 49 1 10 9 4 4 12 48 15 9 3 6 8 14 14 2 4 I 42 19 1 2 59 49 50 1 8 45 4 5 12 31 44 9 4 6 4 21 14 3 4 19 2 2 53 53 55 1 2 30 4 6 12 15 53 9 5 6 32 14 4 3 58 21 ■ 19:3 2 57 58 60 57 18 4 7 i2 41 9 6 5 56 49 14 6 3 56 43 19 4 2 57 2 70 49 7 4 8 U 46 6 9 7 5 53 10 14 6 3 55 6 19 5 2 56 8 80 42 58 • 4 9 H 32 S 19' 8 5 49 35 • M .7 3 53 yo- 19 6 2 55 15 : 90 38 12 5 11 18 26 9 9 .5 46 4 14 8 3 51 56 19'7 2.54 21 100 34 23 51 11 5 37 10 5 42 38 14 9 3 50 23 19 8 2 53 29 -50 22 55 ■ 5 2 10 53 8 10 1 5 39 16 15 3 48 51 19 9 2 52 35 200 D 17 11 5 3 10 41 6 10 2 5 35 58 15 1 3 47 20 20 2 51 44 300 11 27 5 4 10 29 29 10 3 5 32 43 15 2; 3 45 51 20 5 2 47 34 400 8 35 5 5 10 18 18 10 4 5 29 32 "15 3 3 44 22 21 2 43 35 500 6 52 .5 6 10 7 29 10 5 5 26 25 15 4 3 42 55 21 5 2 39 47 1000 3 26 6 7 .9 57 2 10 6 5 23 22 15 5 3 41 29 22 2 36 9 . 5 8 9 46 57 10 7 5 20 21 15 6 3 40 4 22 5 2 32 41 ( 181 ) EXPLANATION OF THE TABLE. The first column contains the numbers from one tp iwpntyp diyj^ed into tenths; from 20 to 30 they are divided into halves; a»d frpJiji 30 t^Q 1000 they are integers; these are to be applied as multipliers of the distance between the two objects in view, which subtends the angle at the eye taken by a common sextant, and the second column contains the angle corresponding to these multipliers. RULE. Take the angle between any two objects in view whose bearings from each other does not form an obtuse angled triangle with the eye of the observer, and with this angle enter the column of angles in the tables, opposite to which in the column of multipliers will be found the number by which the distance between the two objects is to be multiplied. EXAMPLE. The light-house A and flag-staff F on the mole of Algiers is distant from each other 400 yards, bearing N. by E. and S. by W.; a ship runs in with the light-house bearing W. by N. until the angle between the two points is found by the sextant to be 14° 2' 10", required the distance. Distance 400 yards. Multiplier corresponding to 14° 2' 10' 4 Distance required 1600 yards from the light-house. Note. — The angle in this example being a right angle the distance will be exactly correct, but if it was within a right angle there would be an abbcration, for correcting which a table will hereafter be published, but it is of so little consequence that it need only be used where great accuracy is required. If there remains any index error after the instrument has been adjusted, it must not be applied, as in other observations, by adding or subtracting the quantity + or — , but it must be corrected by the tangent screw previous to reading off the number on the Glarence scale. < 182 ) l%e following Table shews the multipliers corrected, when the eye of the observer is equi-distaut from the two observed objects, or formii^ with them an isosceles triangle. Rt. No. Is. No. Rt. No. Is. No. Rt. No. Is. No. Rt. No. Is, No. 1-0 1-125 2-0 21 3-0 3-1 4-0 4-01 1-1 1-2 2-1 2-2 31 3-2 41 4-11, 1-2 1-3 2-2 2-3 3-2 3-25 4-2 4 21 1-3 1-4 2-3 2-4 3-3 3-35 4-3 4-305 1-4 1-5 2-4 2-55 3-4 3-45 4-4 4-405 1-5 1-6 2-5 26 3-5 3-53 4-5 4-504 1-6 1-7 2-6 2-7 3-6 3-63 4-6 4-612 1-7 1-8 2-7 2-8 3-7 3-72 4-7 4-701 1-8 1-9 28 2-9 3-8 3-81 4-8 4-80 1-9 2-0 2-9 30 3-9 3-91 4-9 4-90 2-0 2-1 30 . 31 4-0 4-10 5-0 5-00 The first column shevidng the number of a multiplier for a right angled, and the second for an isosceles triangle. APPENDIX. APPENDIX. CHRONOLOGICAL ACCOUNT OP miuoti$vi$» antf ItntptotiemmU on m ^team Engine* INCLUDING PATENTS, WITH REMARKS; ON THEIR APPLICATION TO NAVAL OR MARITIME PURPOSES. 220.— B. C. It is not my intention or wish, to enter into the list of those who have devoted so many pages to controversy on the antiquity of the Steam Engine ; but, referring the curious on that subject, to MiUington, Stuart, and Farey, I shall proceed to remark, that, from the writings of the various authors, it is more than probable, that the celebrated Archimedes was the first who put into practice this powerful agent, and that it was by Steam that Syracuse was defended so nobly against the Romans, during the reign of Hiero the 2nd, 220 years before Christ ; 2nd.— 130. B.C. which must have been antecedent to the Toy, described by several authors as having been invented by a Greek mechanic, during the reign of Ptolemy Philadephus, 130 years before Christ. a ( 2 ) 3rd.~1563. Mathesias, invented the " Whirling Oelepile," a sphere made to revolve by steam, which it is stated was used for turning the spit. 4th.— 1615. De Cans, in his " raison de force,* describes a spherical vessel, acting by the power of steam, but it does not appear that it was applied to any useful purpose. 5th.— 1650. About this time, air-engines were introduced, but they scarcely deserve notice. 6th.— 1658. Branca's Engine appeared, and is represented by a Negro's head, with a pipe from his mouth, conducting the vapour to the periphery of a mill-wheel, which having produced the rotative motion, acted upon other wheels. A description will be found in Stuart and Farey. 7th.— 1663. The Marquis of Worcester's invention is certainly the first on record, which deserves to be called a Steam Engine ; and whether he himself tried it or not, the description he gives of it in his century of inventions, establishes the fact of his being the inventor; but the con- troversies on this point between Millington and Stuart, and others, are both ingenious and amusing, and to them we refer our readers. 8th.— 1683. Sir Samuel Moreland claimed the invention of a Steam Engine, for which he endeavoured to obtain a patent; but there is no description ( 3 ) of the method of generating the steam, or the apparatus connected with it, although he gives a long account of the results of experiments on the expansion of steam. 9th.— 1685. Dr. Papin, a native of Blois in France, is considered by the Trench as the inventor of the Steam Engine; and there can be no doubt but he was the first who introduced the safety valve. This apparatus is mentioned at full length in the various works on the subject, on which there has also been an amusing controversy. 10th.— 1698. Captain Thomas Savary, whose Engine is described in the first Chapter of this Treatise, is certainly the first who put in practice the power of the Steam Engine to drain water ; and his invention or appli- cation of the power, deserves to be recorded as original. He obtained a patent for raising water by the elasticity of steam, and by atmos- pheric pressure. 11th.— 1699. Amonton's Eire Engine was invented, and is described in several works. 12th.— 1705. Thomas Newcomen and others, having joined Captain Savary, they obtained a patent, fqr condensing steam under a piston, and produc- ing a motion by its being attached to a lever. 13th.— 1718. Henry Beighton, of Newcastle upon Tyne, erected an Engine with considerable improvements, which are also described in the first Chapter. 3 a2 ( 4 ) 14th.— 1718, Desagulier's Engine appeared about this time. This is an atmos- pheric engine, to which many important improvements were made, which are described in Stuart's and Farcy's work, and alluded to in this. 15th.— 1736, Jonathan Hulls, of London, obtained a patent for propelling a boat by steam ; and is undoubtedly the first person who applied that power to naval purposes, and is fully entitled to the honor of being the inventor. i 16th.— 1759. James Brindley, of Lancashire^ obtained a patent for his boiler. 17th.— 1766. Jahn Blakey, of London, made an improvement on Savary's jEngine, and obtained a patent for it. , 18th.— 1769. James Watt, of Glasgow, obtained his first patent, invented the con- denser, enclosing the cylinder, use of oil and tallow, moving a piston by stpam against a vacuum, &c. 19th.— 1769. John Stewart, of London, obtained a patent for a Rotative Motion. 20th^--1772. John Crysel, of London, improved the furnace, and obtained a patent for it. ( 5 ) Smeat'on inade many improvements and ^eMeiilationS on the proper- ties of steam, which will be found at length in Farey's Historical Account;;, 22nd.— J778. Matthew Washborough, of Bristol, obtained a patent for a Rotative Motion. 23rd. -1781. John Steed, of Lanjcashire, obtained a patent for the Crank Movement. 24th.— 1781. Jonathan Hornblower, Penryn, obtained a patent for two cylinders, a description of which is foufid in Chapter I. 25th.— 1782. James Watt, Birmingham^ second patent for his Expansive Engine, six modes for regulating motion^ double aclion engime/double cylinders, steam wheel, &c. a description of which is found in Chapter I. 36th.— 1784. James Watt, of Birmingham, tjiird patent ; parallel jwotipn, loco- motive engine, hand gear and valves. 27th.— 1785. James Watt, of Birmingham, fourth patent, ^ furnace for the con- sumption of smoke, and lessening thjB consumption of fuel. 28th.— 1785. Thomas Burgess, of London, patent for a Rotative Motion. .( 6 ) 29th.— 1790. Bramah and Dickenson, of London, patent for a Rotative Engine. 30th.— 1791. James Sadler, of Oxford, lessening the consumption of steam and fuel, and gaining time and force. 31st.— 1793. Bramah, for improvements and additions to the Fire Engine, April 18th. 32nd.— 1793. Francis Thompson, London, for two separate cylinders. 33rd.— 1793. John Cooke, Description of his Steam Engine. 34th.— 1793. Mr. Francois, published his description of the improved Steam Engine. 35th.— 1794. ' Robert Street, London, patent for " Inflammable Vapour Force," by turpentine falling on hot iron to raise the piston. 36th.— 1796. V. C. Hanley obtained a patent for the saving of fuel. 37th.— 1796. John Pepper, Newcastle, obtained a patent for his method of saving fuel. ( 7 ) 38th.— 1796. Francis Lloyd, of Woolstanton, for an improvement in the furnace. . 39th.— 1796. John Strong, of Bingham, obtained a patent for an improvement of the valves. 40th.— 1796. William Rutley, of Manchester, obtained a patent for an improved mode of working the Steam Engine. 41st.— 1797. Edmund Cartwright, of Middlesex, obtained a patent for "Improve- ments in the construction, working, and application of the Steam En- gine,'' 11th November.— Rep. Arts. 42nd.— 1798. Thomas Rountree obtained a patent for a furnace and blower. 43rd.— 1798. Jonathan Hornblower, 2nd patent for his new invented Rotative Engine. 44th.— 1798. William Rayley, of York, a patent for his philosophical furnace and boiler, &c. 45th.— 1798. George Blundell, of London, patent for an apparatus for saving fuel. 46th.— 1798. John Jackson, of Dockhead, patent for his mode of constructing Steam Engines. C 8 ) 47th.— 1798. Francisco Rapozo, of Lisbon, patent for his cylinder and valves. 48th.— 1798. G. Quieroz, of London, patent for a new cylinder and improved boiler. 49th.— 1798. Robert Delap, of Bouville, patent for his economical boiler. 50th.— 1798. John Wilkinson, of Castlehead, patent for his method of constructing a boiler and sa,ving fuel. 51st.— 1798. Marquis of Chabannes, patent for the improvement of fuel. 52nd.— 1799. Mathew Murray, of Leeds, patent for the improvement of the Steam Engine, lessening fuel^ lessening the expence of erecting Steam Engines, and producing more ready motion. 53rd.— 1799. E. G. Erkhasdt, of London, patent for saving fuel. 54th.— 1799- William Murdoch, Redruth, patent for valves, rotative engine, (&c. 55th.— 1799. James Bishop, of America, patent for his rotative enginle. ( 9 ) 56th— 1799. Samuel Rehe, of London, patent for an engine to transmit force. 57th.— 1799. Rev. Thomas Cooke, for applying fire to caldronic implements, the " carbo frugalist," &c. 1800. 58th. — ^Thomas Devey, London, patent for an improvement in fuel. 59th. — ^Pheneas Crowder, Newcastle, patent for the crank motion. 60th. — John and James Robertson, Glasgow, patent for a furnace for consuming the smoke, applied to a Steam Engine. 1801. 61st. — Edward Cartwright, 2nd patent, locomotive engine, and regulating the velocity of the Steam Engine. 62nd. — Richard Wilcox, patent for Steam Engine arid furnace. 63rd. — William Hase, of Saxethorpe, patent for a new cylinder and improved boiler, 64th. — James Anderson, of Mounic, patent for saving fuel. 65th. — Mathew Murray, of Leeds, 2nd patent, parallel motion, air pump, safety valves, and packing. 66th, — ^Timothy Bramah, Pimlico, patent for safety, and other valves. 67th. — Earl Stanhope, patent for saving fuel. 68th, — Robert Young, of Bath, patent for saving fuel. 69th. — James Glazebrooke, patent for working machines by means of the properties of air. 70th. — William Lymington, of Kennaird, engine for a steam boat, and rotatory motion without a beam or lever. b ( 10 ) 1802. 71st. — James Sharpies, of Bath, patent for mechanical powers applied to the Steam Engine, 72nd. — Thomas Parkinson, London, patent for the conveyance of various fluids. 73rd. — Richard Trevithick and Alexander Vivian, of Cornwall, patent for the high pressure engine; this is described in Chapter 1st, and will, with the tube boiler, supersede all other engines, 74th. — Bryan Ev^ans, patent for saving fuel. 75th. — Mathew Murray, of Leeds, patent for the construction of a pump, and sundry other parts belonging to a Steam Engine, saving fuel, and increasing power. 76th. — ^Thomas Martin, of Brentwood, patent for applying fire to certain machinery of the Steam Engine. 77th. — Thomas Saint, of Bristol, patent for furnace, boiler, &c. 78th. — Joseph Quives, of Brinscombe, patent for a furnace to raise steam. 79th. — Mathew Billingsly, patent for the true boring of cylinders. 80th. — Richard Wilcox, Bristol, patent for air pump, boiler, and furnace. 81st — Naucarrow, description of improvements on the Steam Engine. 1803. 82nd.— John Leach, of Merton Abbey, patent for improvements in construction of the boiler. 83rd._Arthur Woolfe, London, patent for a tube boiler; this is described in 1st Chapter ; it is what led to the construction of Mr. Gurney's improvement, which is now of such importance. 84th.— Edward Stephen, of Dublin, patent for saving fuel. C 11 ) 85th. — John Edwards, of London, patent for saving fuel. 86th. — Bryan Donkin, Dartford, patent for a rotatory engine. 87th. — William Fremantle, patent for his cylinder, pump, parallel motion and valves, described in 1st Chapter. 1804. 88th. — Richard Wilcox, 2nd patent for his furnace and improved boiler. 89th. — James Barret, of Saffron Walding, patent for saving fuel. 90th. — Arthur Woolfe, London, 2nd patent for double cylinders and high pressure steam boiler, described in Chapter 1st. 1805. 91st. — James Rider, of Belfast, patent for his cylinders and regu- lators. 92nd. — Charles Coe, London, patent for his method of applying heat. 93rd.— Jonathan Hornblower, of Penryn, patent for his steam wheel. 94th. — John Stevens, of London, patent for his improved boiler. 95th. William Earle, of Liverpool, patent for his method of working and constructing the Steam Engine and boiler. 96th. Alexander Brodie, of London, patent for his steam boiler and furnace. 97th. ^James Boaz, of Glasgow, patent for his improvement on Savary's engine. 98th. — James M'Naughten, of London, patent for saving fuel. 99th.— Arthur Woolfe, of London, 3rd patent for his improved cylinder and piston. lOOdth.— Richard Dodd, of London, patent for his method of saving fuel. b2 ( 12 ) 101st. — ^Jbhn Trotter, Esq. of London, patent for his steam wheel. 102nd. — William Dellever, of Blackwall, patent for his furnace and boiler. 103rd. — Andrew Flint, of London, patent for his steam wheel. 104th — Samuel Miller, London, patent for certain improvements in the Steam Engine. 1806. 105th.— Thomas Bourne, William Chambers, and C. Gould, of Warwick, patent for roasting meat by the application of steam. 106th — William Lester, of London, patent for a rotative motion or engine. 107th. — Ralph Dodd, of London, patent for his simplification of the engine and machinery. 108th. — Richard Wilcox, of London, 2nd patent for his rotative Steam Engine. 109th. — JosiasRobins, of Liverpool, patent for his improved furnace. 110th. — Samuel Miller, of London, patent for saving fuel. 111th. — William Nicholson, of London, patent for his method of applying steam to various purposes. 1807. 112th. — Henry Maudsley, of London, patent for his portable engine, which is described in the 1st Chapter. 113th. — Allen Pollock, of Glasgow, patent for saving fuel. 114th.— Ralph Dodd. of London, 2nd patent for economy in heat. 115th. — James Bradly, of London, patent for furnace bars. 1808. 1 16th. — ^Thomas Mead, of Hull, patent for his steam wheeL ( 13 ) 117th. — John Linklater, of Portsmouth, patent for his steam vessel. 118th.— ^Thomas Price, of Bilstori, patent for his application of steam. 119th. — Thomas Smith, of Bilston, patent for various improvements on the Steam Engine. 120th. — ^Thomas Preston, of London, patent for the construction of a furnace. 12lst. — Cawden and Partridge, of London, patent for saving fuel. 1809. 122nd. — Mark Noble, of Battersea, patent for his Steam Engine on a new construction. 123rd. — James Grellier, of Aldborough Hatch, patent for saving fuel. 124th. — ^John Murray and Adam Anderson, of Edinburgh, patent for their application of heat to the steam boiler. 125th. — William C. English, of Twickenham, patent for saving fuel. 126th. — John Fiscumeyer, London, patent for constructing and working Steam Engines. 127th. — Edward Lane, of Stoke on Trent, patent for an improved rotative engine. 128th. — ^John F. Archbold, of London, patent for a new application of heat. 129th. — ^William Johnson, of Blackheath, patent for his method of heating fluids. 130th. — ^Richard Scantleberry, of Redruth, patent for certain improvements in the Steam Engine. 131st. — Samuel Clegg, of Manchester, patent for his steel wheel. 132nd.— Nugent Booker, of Lime Hill, Dublin, patent for saving fuel. ( 14 ) 1810. 133rd.— David Cock, of London, patent for heating fluids. 134th. Arthur Woolfe, of London, 3rd patent for constructing Steam Engines, working and saving fuel. 135th. William Clark, of Edinburgh, patent for the regulation of heat. 136th. William Docksey, of Bristol, patent for his method of applying heat. 137th. — ^William Chapman, of Newcastle, patent for a new steam wheel. 138th. — John Justice, of Dundee, patent for a new application of heat. 139th. — Richard Witty, of Hull, patent for making Steam Engines, for arranging and continuing certain properties. 140th. — John Craigie, of Quebeck, patent for saving fuel. 141st — Stedman Adon, of Connecticut, patent for certain improve- ments. 1811. 142nd.— Richard Witty, of Hull, 2nd. patent for additions to his first invention. 143rd. — Joseph Miers, of London, patent for saving fuel. 144th. — Charles Broderip, of London, patent for certain improve- ments in constructing engines. 145th.— Michael Loyan, Rotherhithe, patent for fuel and generation of fire. 146th.— William Goad, of London, patent for improvement in valves. 147th.— John Trotter, Esq. of London, patent' for improvements in the application of steam. ( 15 ) 148th. — John Gilpin, of Sheffield, patent for a new application of steam. 149th. — Henry James, of Birmingham, patent for a new steam boat. 150th, — ^Thomas Deakin, of London, patent for saving fuel. 1812. 151st. — Henry Higginson, of London, patent for a steam boat. 152nd. — John Sutherland, Liverpool,patent for improved boiler and evaporating vessels. 153rd. — Henry Osborn, of Bordesley, patent for the manufacture of cylinders, &c. 154th.-i-R. W. Fox, and Joel Lean, of Falmouth, patent for im- provements in the Steam Engine, and additional apparatus. 155th. — Jeremiah Steel, of Liverpool, patent for his method of applying heat. 156th. — William Onion, of Poulton, patent for an improved steam wheel. 1813. 157th. — John Slater, of Birmingham, patent for his improved boiler. 158th. — Robert Dunkin, Penzance, patent for saving fuel. 159th.— William Brunton, of Butterly, patent for erecting and con- structing engines. 160th.— John Barton, of London, patent for several and various improvements. 161st. — ^Joseph White, of Leeds, patent for improvements in engines. 162nd. — John Sutherland, of Liverpool, patent for a new furnace. 163rd. — Charles Broderip, of London, patent for a new boiler. ( 16 ) 1814. 164th.— Thomas Tudal, of York, patent for the construction of steam carriages. 165th.— William A. Noble, of London, patent for an improved Steam Engine. 166th.— R. W. King, of London, patent for boiling water and pro- ducing steam. ■ 167th ^John Rastrick, of Bridgenorth, patent for improvements in the Steam Engine. 168th. — R. Dodd, and J. Stephenson, of Killingworth, patent for steam carriages. 169th. — William Lash, of Northumberland, patent for a new fur- nace. 170th. — H. Holdsworth, of Glasgow, for discharging the condensed steam. 171st, — Richard Trevithick, of Cambron, patent for a piston and for a Rotative Engine,'' which is described in the first Chapter. See Millington, Farey, &c. 172nd. — Mathew Billingsly, of Bradford, patent for certain im- provements in the Steam Engine. 173rd. — William Moult, of London, patent for a furnace to a steam boiler. 174th. — Marquis de Chabannes, patent for saving fuel, &c. 175th. — W. and M. Be van, of Glamorgan, patent for an improved furnace. 176th — John Cutler, patent for supplying fuel. 1816. 177th. — George E. Muntz, of Birmingham, patent for consuming smokCj and saving the products of it in a furnace. 3 ( 17 ) 178th. — S. T. Dawes, of Broomwich, patent for a parallel motion. 179th. — Bryan Donkin, of Surrey, patent for boiling water. 180th. — Philip Taylor, of Bromley, patent for applying heat to steam furnace. 181st. — ^William Heuson Coleford, patent for his improved engine. 182nd. — Alexander Rogers, of Halifax, patent for saving fuel. 183rd. — Robert Stirling, of Edinburgh, patent for" saving fuel. 184th. — George Rodley, of Exeter, patent for improvenaents in the Steam Engine. 185th. — John Neville, of London, patent for a new mode of gene- rating and applying steam. 186th.— John Gregson, of London, patent for supplying and reduc- ing fuel. 187th.— William Lash, of Newcastle, patent for an improved fur- nace. 1817. 188th.— Moses Poole, of London, patent for certain improvements on the Steam Engine. 189th.— G. Mainwaring, of Lambeth, patent for certain improve- ments on the Steam Engine. 190th.— John Oldham, of Dublin, patent for improvements in steam boats. 191st.— George Stratton, of London, patent for saving fuel. 1818. 192nd.— Lord Cochrane and A. Galloway, patent for consuming smoke by a machine. 193rd.— Alexander Halliburton, of Wigan, patent for a steam fur- nace. c ( 18 ) 194th. — ^William Moult, of London, patent for improvements on the Steam Engine. I95th. — John Scott, of Penge, patent for the construction of steam boats. IQeth,— Philip Taylor, of Bromley, 2nd patent for the application of heat. 197th.^ — ^John Munro, and otherS;, of London and America, patent for improvements on the Steam Engine. 198th. — Joshua Routledge, of Bolton, patent for a rotative engine. 199th.^William Church, of London, patent for improvements on the Steam Engine. 200th — James Ikin, of Christ-church, patent for furnace bars. 201st. — William Johnston, London, patent for coUsuming and destroying smoke. 202nd — Marquis de Chabannes, 3rd patent for a tube boiler. 203rd. — Jones and Plimley, of Birmingham, patent for certain improvements in the Steam Engine, and boiler. 204th. — John Malone, of London, patent for improvements on the Steam Engine. 1819. 205th. — Henry Creighton, of Glasgow, patent for regulating the admission of steam. 206th. — Sir William Congreve, of London, patent for a new steam wheel. 207th. — James Frazer, of London, patent for his junction runnels in a boiler ; remark, this is a very ingenious and effectual method, but expensive. 208th. — Richard Wright, of London, patent for the construction and subsequent employment of steam. 209th. — John Seaward, of London, patent for the raising of steam. ( 19 ) 210th. — John Pontifex, of London, patent fqr an improvement on Savary's Engine. 211tb. — William Brunton, of Birmingham, 2nd patent for an im- proved furnace. 1820. 2l2th — ^Job Rider, of Belfast, patent for a rotatory engine by steam. 213th — Joseph Parker, of Warwick, patent for consuming smoke. 2l4th — John Oldham, of Dublin, 2nd patent for steam boats, and addition to former. 215th. — William Carter, of Middlesex, patent for certain improve- ments. 2l6th. — John Barton, of London, 3rd patent for engines and boilers for steam vessels. 217th. — John Hague, of London, patent for improvements in making and constructing Steam Engines. ' 218th. — John Wakefield, of Manchester, patent for a furnace, and an improved method of feeding fuel. 219th. — John Moone, of Dublin, patent for his rotatory engine, described in Stuart. 220th. — William Pritchard, of Leeds, patent for an improved fur- nace. 1821. 221st — William Addersley, of Middlesex, patent for certain im- provements on the Steam Engine and boiler. 222nd.-^Thomas Mastermans, of London, patent for his steam wheel, described by Stuart and others. 223rd Robert Delap, of Belfast, patent for his stmR^ whpel. c2 ( 20 ) 224th — Robert Stein, of London, patent for improvements on the Steam Engine. 225th. — John Bates, of Bradford, patent for feeding the furnace, 226th. — Jonathan Dickson, of London, patent for the transmission of heat. 227th — Peter Devey, of London, 2nd patent for preparing the fuel. 228th. — John Pennick, of Penzance, patent for a new furnace. 229th. — Henry Brown^ of Derby, patent for a furnace and consum- ing smoke. 230tb. — Aron Manby, of Horsley, patent for the manufacture of engines. 231st — Philips, London, patent for an improved furnace. 232nd. — ^Thomas Bennet, of Bewdley, patent for certain improve- ments. 233rd. — Francis. Eyells, of London, patent for various improve- ments. 234th. — Sir William Congreve, of London, 3rd patent, addition to the former. 235th. — Charles Broderip, of London, 2nd patent for the construc- tion of Steam Engines. 236th. — Julius Griffith, of London, patent for a steam carriage. 237th. — Niel Arnot, of London, patent for a furnace, and a boiler, on a new construction. 238th. — Richard Ormrod, of Manchester, patent for a boiler. 1822. 239th. — ^John Gladstone, ofXlastle Douglas, patent for the construc- tion of steam vessels. 240th. — Alexander Clark, of Leuchars, patent for a steam conden- ser and boiler. ( 21 ) 241st. — ^Jacob Perkins, of London, patent for a tube boiler, for heating water under very high pressure, described in 1st Chaptier. 242nd. — Henry Brown, of Derby, patent for an improvement in boilers, whereby a saving of fuel is effected, and the smoke consumed. See Newton's Magazine. 243rd. — William Brunton, of Birmingham, improvements in fire grates and furnaces. 244th — John Bambridge, of London, and others In America, patent for improvements in the rotatory engine. 245th. — ^Thomas Leach, London, patent for a steam wheel. 246th — G. H. Palmer, of London, patent for a new furnace, and for destroying smoke. 247th. — George Stratton, London, patent for consuming smoke. 248th. — George Stevenson, Long Burton, patent for consuming smoke. 249th Mr. J. Brunei, of Middlesex, patent for certain improve- ments on the Steam Engine, 26th June. 250th. — John Stanley, of Manchester, patent for a new method of supplying fuel to a furnace, 27th July. 251st. — Joseph Smith, of Sheffield, patent for an improvement in the Steam Engine boiler, 4th July. 252nd. — ^Thomas and John Burns, of London, patent for a Steam Engine boiler, and for propelling vessels. 253rd. — Nathaniel Partridge, of Bowbridge, patent for Steam Engine furnace. 254th. — David Gordon, of London, patent for certain improvements and additions to steam packets, applicable to naval and marine purposes. This consists in a mode of boxing the paddle wheels, or of enclosing them in a case. Remark, by this plan the vessel can be easily made proof against shot. ( 22 ) 1823. 255th. — Bury and Bolton, patent for a rotatory Steam Engine, used entirely for hand purposes. 256th. — Union Canal steam vessel, contained 26 persons only, drawing 15 inches water. 257th. — William Johnson, Great Totham, patent for a boiler and furnace. 258th. — Thomas Neville, Surrey, patent for a boiler and furnace. 259th. — William Jessop, of Butherly, patent for a metallic piston. 260th. — Sir Anthony Perrier, Edinburgh, patent for a furnace and boiler. 261st. — Mr. J. Brunei, London, patent for certain improvements. 262nd. — Jacob Perkins, London, 4th patent for boiling water into steam. 263rd. — ^Thomas Peel, Manchester, patent for a rotatory engine, used on land. 264th. — Jacob Perkins, London, 5th patent for improvements on the boiler. 265th. — James Smith, Droitwich, patent for an improved boiler. 266th — Fisher and Horton, West Brosnich, 2nd patent for improve- ments on the steam boiler. 267th. — William Jeakes, of London, patent for a water regulator to the boiler. 268th. — William Wigston, of Derby, patent for certain improvements. 269th. — ^Joseph Bower, of Leeds, patent for improvements which renders the air pump unnecessary. 270th. — Robert Higgin, of Norwich, patent for destroying the smoke. 271st. — James Surrey, of Battersea, patent for improved furnace, a new method for applying heat to produce steam, whereby the expence of fuel will be lessened. ( 23 ) 272nd.— Captain Scobell, R. N. submitted a plan to the Admiralty, for applying impelling wheels to men of war, to be worked by winches, the capstain, or steam; also calculated for small vessels and boats. 273rd. — Jacob Perkins, 4th patent for improvements in the mode of heating, boiling, and evaporating steam. 274th. — Samuel Brown, of Windmill-street, Lambeth, patent for his new invented engine for effecting a vacuum, and thus producing powers by which machinery may be put in motion. 275th. — William Furnival and Alexander Smith, of Glasgow, patent for an improved boiler for Steam Engines and other purposes. 276th. — H. H. Price, of Glamorgan, patent for his invention of an apparatus for giving an increased effect to paddies, used in steam vessels, &c. 277th. — Thomas Timothy Benningfield, London, patent for certain improvements in Steam Engines, applying to rotatory engines. 278th. — Luckcock, of Birmingham, Essay on the Phenomenon of Heat, as applicable to Steam Engines, &c. 279th. — Samuel Hall, of Busford, Nottingham, patent for his inven- tion of a new Steam Engine. 280th. — Mr. Perkins's Account of what led him to invent the steam gun is as follows: — He observed, during his experiments with his generator of high pressure steam, that all metallic substances were projected from the tube of the stop-cock with' great velocity. It struck him that with a properly constructed gun barrel, bullets might be thrown with precision, power, and accuracy, and at the first experiment his hopes were realized, it threw 240 balls per minute, with a velocity greater than gunpowder ; 40 atmospheres of pressure is known to be equal to gunpowder ; an ounce ball was discharged from a musket with a com- mon field charge, against an iron target, and another from a 6-feet barrel by steam, at 40 atmospheres of pressure, both at the same ) 24 ) distance, when the former was much more flattened than the latter, proving the superior force of steam to gunpowder, the reason of which is evidently because the steam power acts with constant undiminished pressure on the ball until it leaves the gun. 281st. — George Vaughan, of SheflSeld, patent for improvements on Steam Engines, by which means power will be gained and expense saved. 282nd. — John T. Paul, of Charing Cross, Westminster, patent for improvements in generating steam, and its application to useful purposes. 283rd — Jaeob Perkins, of London, 5th patent for an improved method of throwing shells and other projectiles by steam. 284th. — W. H. James of Birmingham, patent for carriages to be propelled by steam on turnpike roads, 285th. — Thomas Peel, of Manchester, 2nd patent for a rotatory Steam Engine to produce motion, 286th. — A. Miles Sabin, of America, patent for improvements in the application of steam. 287th, — James Giraud, of America, patent tor improvements in propelling boats, and horizontal pedal water wheel. 288th, — B. S. Doxey, U.S. Navy, Baltimore, patent for paddle wheels to propel all kinds of vessels. 289th. — P, Davis, of New York, patent for a vibrating engine. This was invented by John Trotter, Esq. many years before. 290th. — M, Ward, Columbia, patent for improvement in the Steam Engine. 291st.— Thomas Skidmore, of New York, patent for improvements in boilers for Steam Engines. 292nd.— Thomas Skidmore, of New York, 2nd patent for improve- ment in condensers to Steam Engines. ( 25 ) 293rd. — Stephen Baker, of New York, patent for improvement in steam boilers. 294th. — Mr. Sealy, of New York, invented a mode of destroying bugs by steam : this consists in a boiler with a spout, set on a chafing dish, and the steam is directed to crevices where the bugs are found. 1824. 295th. — John Mc. Cundy, of London, patent for an improved me- thod of generating steam, communicated by a foreigner. 296th. — William Busk, of London, patent for improvements in the means or method of propelling ships' boats, or other floating bodies. 297th. — ^Philip Taylor, City Road, Middlesex, patent for certain improvements on Steam Engines. 298th. — John Christie, of London, and Thomas Harper, of Tam- worth, patent for an improved method of combining and using fuel in stoves, furnaces, boilers and Steam Engines. 299th — ^Jacob Perkins, London, 6th patent, for certain improve- ments in propelling vessels, 300th.^ William Wigston, of Derby, patent for certain improve- ments in Steam Engines. 301st. — ^James Nivell, Southwark, and William Busk, patent for certain improvements in propelling ships, &c. 302nd J. Callier, of Paris, patent for an apparatus, to feed with coals, and other combustibles. Steam Engines. 303rd. — G. Danre, of Havre, patent for a steam boat to carry shell fish from Cancale to Saint Malves. 304th. — L. A. Delangre, of Paris, patent for a mode for propelling vessels and boats on rivers, by means of Archimedes' screw, plaqed horizontally, and put in motion by a Steam Engine, 4 ( 26 ) 305th. — A. A. Geerault, of Paris, pa,tent for a system of oarSj mov- ing in a vertical direction, applicable to navigation of steam boats. 306th.— L. A. G. Hallette, of Arras, patent for a travelling Steam Engine. 307th. — J. Hanchett, Versailles, patent for an application of the re-active power of water, to put in motion boats', and vessels of all kinds. 308th. — G. Heath, of Paris, patent for a method of keeping a boiler always fall of water, by condensing the steam. 309th. — Revoia and Moulimee, patent for a Steam Engine, adapted to Carriages of all sorts, and boats of all dimensions. 3li^h — Walter Foreman, Com. R. N. oif Bath, for certain improve- ments in the construCtian of Steam Engines, 311th. — Pierre Alegne, of Spain, and Commercial Road, Middle- sex, patent for an improved and more economical method of generat- ing steam, applicable to engines, and other purposes. 312th. — Henry Maudslay, and Joshua Field, of Lambeth, Surrey, patetit for a method and apparatus for continually changing the water used for boilers in generating steam, particularly applicable to the boilers of Steam vessels making long voyages, by preventing the depo- sition of salt, or other substances contained in the water ; at the same tittle retaining the heat, saving the fuel, and rendering the boilers more lasting. A particular account of Messrs. Maudslay *s engine and feoiler, will be found in the first Chapter, and a plateof the machinery. 313th. — David Gordon, of Basinghall Street, patent for carriages to fee propelled by steam, or other mechanical means. 314th.. — Alexander Tilloch, of Islington, patent for an improvement in the Steam Engine, or in the apparatus connected with it. SLfith.. — J. Lausins, and A. Thayer, of Albany, New York, patent for an improved rotatory Steam Engine. ( 27 ) 316th. — Thomas Hatton, Philadelphia, patent for an improvement on the Steam Engine. 317th. — ^Timothy Burstall, of Southwark, and John Hill, of Green- wich, patent for a loco-motive, or steam carriage, for the conveyance of mails, passengers, and goods. 318th. — Samuel Brown, of Saville Street, London, Com. R. N. pa- tent for a new invented apparatus, for giving motion to vessels em- ployed in inland navigation : this consists of a chain or rod of great length, applied to a Steam Engine in a boat. 319th. — William Oilman, of Middlesex, patent for certain improve- ments in generating steam, and on engines worked by steam, or other elastic fluids. 320th. — John Broomfield, Islington, near Birmingham, patent for certain improvements in machinery, for propelling vessels, which are also applicable to other useful purposes. 321st. — Goldsworthy Gurney, of Argyll Street, London, patent for his new invented apparatus for propelling carriages by steam on com- mon roads or railways, 14th May. ' The boiler and engine are fully described in the first Chapter. 322nd. — J. C. Dretz, of Paris, patent for an improved rotative Steam Engine. 323rd. — J. Fowler, of Paris, patent for a new steam generator. 324th. — ^J. Grancin, of CrefForn,. France, new mechanism of steam boats. 325th. — ^W. H. James, Coburg Place, Birmingham, patent for cer- tain improvements in steam boilers, for Steatn Engines. 326th. — John Thompson, of Westminster, and others, patent for improvements in producing steam, applicable to Steam Engines, &c. d2 ( 28 ) 1825. 327th. — W. Forman, Bath, patent for Scotland, for improvements in the construction of Steam Engines. 328th W. H. Hill, R. A. patent for Scotland, for improvements in propelling vessels. 329th J. Surrey, of Battersea, patent for Scotland, new method of applying heat to steam boilers. 330th. — John Maccurdy, Middlesex, patent for Scotland, improved method of generating steam. 331st. — Samuel Brown, of Middlesex, apparatus for giving motion to ships employed in inland navigation. 332nd. — William Franklin, of London, invented a self-acting feeder for high pressure boilers. 333rd. — John Reedhead, of Heworth, patent for certain improve^ ments in machinery, for propelling vessels of all descriptions, in marine and inland navigation. 334th — W. H. Jones, notice that he has introduced a new invented generator for the steam carriage, he has a patent for, which he is of opinion will completely effect the purpose, and that he will not only be able to propel on a common road, but up a hill rising one inch in the yard. 33.'5th. — Odica and Delivoni, of Paris, patent for propelling boats. 336th. — Granier and Tefort, of Paris, patent for apparatus to propel boats. 337th. — Giudicelli, of Paris, patent for improvements which he calls the "mechanical soul," to produce rotative motion by steam, &c. 338th. — Bourdiel, Desewnod, patent for apparatus to be applied to steam boats, to prevent the reaction of the water against the wheel. 339th. — De Mirmont, Vienne, patent for a process for propelling steam vessels. ( 29 ) 340th. — S. Raymond, of Paris, patent for improvements in the Steam Engine. 341st. — R. Ort, of Paris, patent for propelling ships and boats. 342nd. — R. Richard, of Paris, patent for propelling ships against a current. 343rd. — O. Picquere de Siem, patent for a new rotative engine. 344th.— William Parr, Union Place, City Road, London, patent for improvement in the mode of propelling ships. 345th. — Charles Mercy, Middlesex, patent for certain improvements in propelling vessels. 346th. — William Jeffries, London and RadclifFe, patent for a machine for impelling with power, without the aid of fire, water or air. 347th. — Jean Antoine Teisser, of Middlesex, patent for certain improvements in the Steam Engine, communicated by a foreigner. 348th. — Lord Cochrane, for a new method of propelling ships and vessels. (This is understood to have failed.) 349th,— Josiah Easton, of Somerset, patent for certain improve- ments in locomotive engines, or steam carriage, and also in the manner of constructing roads and ways for the same to travel over. 350th. — Goldsworth Gurney, of Argyle Street, London, patent for his invention of certain improvements in the apparatus for raising and generating steam; a full account of this will be found in the 1st. Chapter. 351st. — Mr. Eve, of the United States, has given notice of his newly invented Steam Engine, which, he says, has less friction than any other. He took out his patent in November. 352nd. — ^J. C. Radatz, of London, patent for improvements on the Steam Engine. 353rd. — John Bloomfield and Joseph Lucock, of Birmingham, patent for improvements in propelling vessels, and other useful purposes. ( 30 ) 354th.— John Mc Curdy, of Middlesex, patent for certain improve- ments in generating steam. 355th. — ^Vernet and Gauvin, of Paris, patent for a method of obtaining steam without ebulition. 356th. — Earnest Alban, of Rostock, patent for an apparatus to generate steam. 357th. — Samuel Brown, of Eagle Lodge, Brompton, addition to his patent for effecting a vacuum, and thereby producing powers dis- posable. 358th. — Samuel Money, Esq. of America, patent for a vapour engine, to be used in propelling vessels. 359th. — Marquis of Combo, of the Tower and Leicester Square, patent for a rotatory Steam Engine, and saving fuel. 360th. — Robert Mickleham, patent for improvements in steam or air engines, and saving fuel. 361st. — M. J. Brunei, London, patent for a new gas engine. 362nd. — John Thomson, of Westminster, patent for having invented and brought to perfection certain improvements in producing steam- 363rd. — ^Joanne Ereres Dijou, of Paris, patent for a machine to drive boats by the power of steam. 364th. — Count de Martigiere, of Paris, patent for his invention of mechanism, to drive boats up a river he calls " Vatamont." 1826. 365th. — John Poole, of Sheffield, patent for certain improvements in the Steam Engine boilers and steam generators. 366th — ^J. W. Long, U. S. Artillery, patent for a steam pump. 367th. — G. Duning, of Niagara, U. S. patent for a new Steam Engine. ( 31 ) 368t1i. — ^William Barker, Kingston, ^. S* paiteaait far an instnuunent called a light gauge for a steam boiler. 369th.— Cfeawncey Crafte, Gennexiticiiit, U. S.-patcait for -macliinery for propelling boats. STdth.— William Robertson, of Craven Star eet, Strand, pateat for a new method of propelling vessels by steam, oaa canals or navigable rivers, by mejtns of a moveable apjmratus attached t© the stem oristern of the vessels. 371st. — Count Adolphe Eugene de Roseu, Princes Street, Cavendish Square, London, patent for his invention of a new engine to commu- nicate power to answer the purposes of a Steam Engine. 372nd. — Joseph Browne Wilks, of Surrey, patent for his improve- ments in producing steam for Steam Engines, &c. 373rd.— Timothy Burstall, of Leith, 2nd patent for improvements in the machinery of locomotive engines. 374th Benjamin Philips, of New York, patent for steam boats to navigate in a shallow river. 375th. Bennett Woodcroft, of Manchester, patent for certain improvements in wheels and paddles for steam boats. 376th.— B. Large, of Lyons, in Erance^ patent for a system of boilers for Steam Engines. 377th.— John Castigan, of Callow, Ireland, patent for certain improvements in steam machinery and apparatus. 378th.— James Tandall, (at Mr. Home's Manufactory, Warwick "Street, London,) has obtained a patent for what he calls >his calefier or refrigerator for condensing vapour, which deserves notice ; it is on the principle of opposite currents, and may be seen at the Distillery of Messrs. Haworth and Co. Cloak Lane, Thames Street. 379th.— Jare Benedict, of New York, patent for relieving water wheels from the obstruction of back water. ( 32 ) 380th.— S. Fairlamb, and D. Bruce, of New York, patent for a steam packet rotatory engine. 381st. — Stephen T. Corm, George Town, U. S. patent for a steam generator. 382nd. — ^^Cotton Foss, of Ohio, U. S. patent for the application of steam to blast and other furnaces. 383rd. — Joseph H. Laning, of Tenasse, U. S. patent for a method of working steam twice over, or working two steam engines with the same steam. 384th. — Erskine Hazard, of America, patent for explosive mixtures to produce a vacuum, and thereby a power to propel by machinery. 385th. — ^James Frazer, of Houndsditch, London, patent for an im- proved method of constructing boilers of Steam Engines. By this method steam is got up with wonderful speed, and it is also very com- pact. 386th. — James Neville, of New Walk, Surre)^ for his improved car- riage propelled by steam. 387th. — Robert Barlow, Chelsea, patent for a new combination of machinery, or new motion for superseding the necessity of the ordinary crank in Steam Engines, and for other purposes, where power is re- quired. 388th. — John Oldham, of Dublin, patent for certain improvements in the construction of wheels designed for driving machinery : also applicable to propelling boats and vessels. 389th. — Robert and James Stirling, Glasgow, patent for improve- ments in air engines, for moving machinery, &c. 390th. — William Stratton, of Limehouse, Middlesex, patent for improved apparatus for heating air by steam. 391st. — C. E. M. Bereche, Paris, patent for a lighter steam boat than those commonly built. ( 33 ) 392nd.— C. E. M. Bereche, Paris, patent for a lighter steam boat than those commonly built. 393rd. — J. C. Dietz, of Paris, patent for a Steam Engine and water pump to propel vessels in canals and rivers. 394th. — A Goly Cazalat, and Captain Dubain, patent for an impel- ling power without machinery. 395th. — J. B. Dubost, Lyons, patent for a combination of Steam Engines, instead of horses to tow craft up rivers. 396th. — R. D. Carillion, Paris, for a Steam Engine with an inclined piston, stop, partial condenser, and metallic apparatus. 397th. — C. F. Derheims, patent for a particular method of construct- ing Steam Boats, in shallow rivers as well as in deep water. 398th. — ^^H. H . Nery, Paris, patent for a Steam Engine, improved rotatory movement. 399th. — ^Thomas Peck, of St. John's Street, St. James, Clerkenwell, London, patent for his invention of the construction of a new engine worked by steam, which he denominates the revolving Steam Engine. 400th — William Parkinson, of Barton upon Humber, and Samuel Crosley, of City Road, London, patent for an improved method of constructing and working an engine for producing power and motion. 401st — Peter Bust, of Waterloo Place, Limehouse, London, patent for an invention of an improved Steam Engine. 402nd.— Minus Ward, of Baltimore, patent for a new and econo- mical method of using heated air, gases, elastic fluids, and products of combustion^ which are available to the increase of steam power. 403rd. — Elisha Bizelow, of Balesnore, patent for an improved Steam Engine. 404th.-^Elisha Reid, of Lancaster, Kentucky, U. S. patent for a rotatory engine. 405th.^-Daniel Phelps, of New York, patent for a steam generator, ( 34 ) 406th.— W. F. Kearsing, of New York, patent for proppUirig bo^ts. 407th. — Goldworthy Gurney, of Argyll Street, London, patent for certain improvements in lopomotiye giigines, and other applications connected therewith. The description «f these improvements will be found in thg 1st Chapter of this treatise. 408th. — Andrew Motz Skene, of Jermyn Street, London, Lieut. R.N. patent for inventions or improvements in t^he mode of propelling vessels through the water, and for working under shot mills. 409th. — Paul Steinstreet, of Bp,sing Lane, London, patent for certain improvements in propelling vessels, which improvements are applicable to other purposes. 410th.— John Lee Stephens, of Plymouth, Devon, patent for an improved method, or methods, of propelling vessels through 1?ne water by the aid of steam, or other means or power, and for its appli-. cation to other purposes. 411th — Thomas Sunderland, patent (1805) for a new copbination of fuel, viz. |rd gas tar, ^rd clay, and ird saw-dust, should be mixed well and exposed for three months. 412th.— John Costigen, 2nd patent, 13th December, 1826, for certam improvements in steam machinery and apparatus. For a complete description of this improvement, I refer the reader to the Repertory of Arts, vol, 5th, pages 335, 385. Any invention which will enable the high pressure engine to be used with safety, must be of importance to navigation, and the inven- tion of Mr. Qpstigin appears to be one of those which obviates most of the objections which have been made; that of using horizontal cylinders is of much consequence, as it enables the machinery to be plaped entirely below the water line ; the contrivance to prevent the mjuries which horizontal cylinders were liable to, from the friction and weight of their own pistons, is no legs valuable than it is effectual ( 35 ) and ingenious, and will, no doubt, be generally adopted in ships of war. To the boiler there are, no doubt, objections, but these are not so great as to those in the common condensing engine now in use ; unless a circulation of water can be constantly kept up in tube boilers, they will soon be destroyed by the action of the fire, though on Mr. Costigin's plan perhaps not sooner than in a common boiler, with the advantages of requiring less space, water, and perhaps less fuel, also of being easily cleaned and repaired, and constructed into any form suitable to the situation, and the expenses of fitting it up less. There is no doubt but this boiler will be much improved, and will, with other tube boilers, completely supersede those of the low pressure engine now in use. Mr, Costigin recommends placing the boilers and engines at a considerable distance from each other, and where the horizontal cylinder and buoyant pistons aye used for propelling ships, he advises that the cranks should be longer than they are used at present, using also four cylinders instead of two, to work independently of each other, or in conjunction, as required, by which means one propelling wheel might be worked while the other is at rest, or if necessary pro- pelling the Opposite way to turn the vessel on her centre, and one cylinder could be used even if the rest were all out of order. 413. — Mr. Costigin is also the ingenious inventor of a method of impelling and guiding ships, by ejecting water from the stern, by which a moderate velocity may be given to a ship, and her broadside placed in any direction, even after her masts and rudder are gone, which, in many instances during last war, would have been of the utmost importance, the whole machinery being entirely below the water's edge. This consists in a small horizontal engine, on Mr. Costigin's plan, which works a force pump having two induction and two educ- tion nozzles, which can be directed and regulated at pleasure, so as 3 e2 ( 36 ) to act upon the ship either by direct or lateral impulse. He mentions also a plan of applying compressed air to this purpose, but as the power of the steam engine, applied to propelling wheels or paddles, must supersede every such application of the power, it is unnecessary to give a detailed description of them in this treatise, 414th. — Mr. E. Galloway, whose patent in 1826 is already mentioned, has considerably improved his invention of a rotatory engine, for a description of which I refer the reader to the Repertory of Arts, vol. 5, p. 413. 415th. — Thomas Stanhope Holland, of London, patent for a com- bination of machinery for generating and communicating power and motion, &c. 4J2th. — William Hall, of Colchester, Essex, patent for certain improvements in propelling vessels, &c. REMARKS. Oldham claims having invented a new combination of those mecha- nical parts adapted to effect the revolving motions of the paddles, in the manner and by the means set forth in his specification. Mr. James's boiler has been put to the test in pumping water, and is found with a two horse-power to raise seven hogsheads of water per minute, 13 feet high, at an expence of fuel of only Is. 6d. per day; it is completely portable, and well suited to steam boats and locomotive carriages. The whole engine and boiler is contained in a frame five feet four inches by two feet, the cylinder of the engine has only three inches bore and one foot stroke, and is to be seen at Mr. J. Jones, ( 37 ) Wells Street, Wellclose Square, London. The following is the inven- tor's account, which I believe to be correct. The engine now at work, is the first constructed under the patent used ; although it proves the value of the invention is capable of im- provement, it works with more than two horses power. From the result of its operations during six months trial, it appears that an engine of the largest construction may be worked with less than one-half the expence of the best condensing engine; will occupy only one-tenth of the space, and be equal to only one-tenth of the weight There is a considerable saving in the first cost, particularly in engines of great poWer, and will be found very desirable for fixed engines; for the pur- poses of navigation and loco-motion, it will be unrivalled. Its advantages over common engines, are Its perfect safety ; which has been proved by the pressure of steam, to more than ten times its working power. Its portability. The boiler and its suitable engine may be constructed so as not to exceed 2 cwt. to each horse power, for engines of 10 horse power and upwards. Its space is not more than one-tenth of that necessary for ordinary engines. The quantity of water (in proportion to a given power,) is less than that required by any other engine, in consequence of the steam after it is generated being expanded, by coming in direct contact with the flues. Its saving in fuel is so considerable, that the cost in London would be less than ninepence per day, for each horse power. And lastly, The primary cost will not be greater than that of engines on the ordinary construction. Mr. Perkins's Steam Gun was made to project balls by steam at the enormous pressure of 110 atmospheres, and the result was, that they ( 38 ) perforated a block of wood considerably further than those impelled by gunpowder ; a, shower of balls was thrown at the rate of 1000 per minute, and Mr. P. maintains that he could keep up the same force of the steam without intermission for twenty-four hours, or any unlimited time. The experiments which have been tried, are said to have proved, that one pound weight of coal is capable of generating a quantity df steam equal in force to five pounds weight of gunpowder. In the course of Mr. P's experiments, it is said, that he has disco- vered the cause of some of those destructive explosions of steam boilers, which have been hitherto inexplicable. He has found that steam may, under some circumstances, be very greatly raised in temperature, and at the same diminish in elastic force, but that elastic force may be communicated to it instantaneously. Consequently, a boiler in which water has entirely evaporated, may become red hot, and rarify the portion of steam remaining in it, without giving that steam any mecha- nical force, but on a sudden admission of a jet of water into the boiler, the steam will instantly take it up, and become of such exceedingly high pressure, as to cause explosion, and the destruction of the boiler. 1828. George Jackson, of St. Andrews, Dublin, patent for certain improve- ments in machinery, for propelling boats and other vessels, also appli- cable to water wheels and other purposes. William Nairn, of Dave Street, Edinburgh, patent for an improved method of propelling vessels, through or on the water, by the aid of steam or other mechanical force. ( 39 ) PARLIAMENTARY EVIDENCE. 1822. On the 12th of June, 1822, a Select Committee of the House of Commons, took into consideration the subject of Steam Navigation, as relating to the communication between Great Britain and Ireland, when many of the best engineers, and most experienced in steam ves- sels, were examined. It appeared that the invention of paddles, and the application of the power of steam to a vessel, belonged to Jonathan Halls, who put his scheme in practice in 1736, using New- comen's Atmospheric Engine ; the next in succession was the Duke of Bridgewater, who used steam boats for towing barges : then Mr. Miller, of Dalswinton, constructed a double vessel, with a wheel in the centre between them. It appeared, that the Marquis de Souffroy, held a distinguished rank in the list of practical engineers in 1781 ; he constructed a steam vesseJ at Lyons, 140 feet long, and made success- ful experiments on the Seine. In 1795, Lord Stanhope constructed a boat to be moved by steam ; in 1801, Mr. Symington tried a steam boat on the Clyde. In the year 1807, the Americans proved by practice, both their safety and utility. But the merit of the American steam boats, i^ properly due to Mr. Henry Bell, who gave the first model of them to Mf". Fulton; he got the engines he first used from Messrs Boul- ton and Watt. In fourteen years, their numbers increased to above three hundred, and there were now more than double that number in ( 40 ) 1811. The same year the Comet steam vessel, of only four horse power, was the first that appeared in Great Britain; she was constructed by Mr. Bell to ply on the river Clyde ; the success of this experiment led to the construction of others of larger dimensions, which superseded her, and in a few years the rivers in both England and Scotland were covered with steam vessels of various descriptions ; in 1818 they began to perform voyages by sea, and the Rob Roy was then established between Glasgow and Belfast ; she was 90 tons burthen, with 130 horse power, and made her passage regularly in any kind of weather, long after it was impossible to get to sea in a sailing vessel, and establishing the fact that the steam engine could be extended to sea navigation. In 1819 the Talbot, of 150 tons, with two engines of 30 horse power each, plied daily between Holyhead and Dublin, encoun- tering many severe gales; and in 1820 the Ivanhoe, of 170 tons, built by Mr. J. Scott, was established on the same station, their engines were both low pressure, and made by Mr. Napier, of Glasgow ; and in 1821, notwithstanding much opposition, steam vessels were esta- blished as post office packets on that station. At this period the tonnage of the vessels and the power of the engines were increased, and began to carry passengers between Glasgow, Belfast, Dublin and Liverpool, and in the following year between London and Leith, Dover and Calais, and every direction along the coast of Great Britain and Ireland, placing beyond all doubt their safety in the most tem- pestuous weather. The trial at Holyhead also established that a packet could sail at a fixed hour, regardless of wind and tide, which could not take place with sailing packets, which are always obliged to remain either in a calm or a storm. The detail of the evidence of Captain Rogers, and other experienced seamen, who, even aftef the Talbot and Ivanhoe had been for months on the station, were obstinately of opinion that none but sailing vessels, such as the former packets, could (*41 ) ply with safety on that rough and boisterous channel during the winter months, is highly important, for the trial of that very severe winter, obliged them to change their opinion, proving on the very best authority, both the safety and superiority ofsteam vessels for that hazardous service. Accidents of .course occurred, naturally, from the novelty of the experiment, but they could always be traced to the ignorance or ne- glect of the persons employed in the management either of the vessel or the engine; to obviate which, low pressure boilers made of wrought iron or copper came into general use, so that if the boilers burst the materials of which they are composed, did not fly, but rent asunder ; and many inventions to prevent fire were resorted to, so that danger from either cause was very much diminished, if not wholly removed. The Report then suggests that steam vessels should be compelled to carry a certain number of boats, but does not recommend any other restriction, conceiving that individual security would be sufficiently provided for, by the competition among the different proprietors. In this however, they have been much mistaken, for the proprietors who can sail their vessel at least expence, make the most by it, and they are often induced to use the machinery much longer than it ought, on account of making money, minding nothing but the velocity, which is always sure to obtain passengers, who are ignorant of the state of either vessel or engine ; and the circumstance of their having boats sufficient to carry more persons than usual, only tends to induce them to run long after safety is doubtful. The average and comparative length of voyages are as follows. steam Vessels. From Holyhead to Dublin, - - 8 hours Port Patrick to Donaghadee 3 London to Leith - - - - 55 N. B. This passage was once made by the United Kingdom in 42 hours! f Dist. Sailing Vessels. Miles. 70 hours 55 8 m 5 days 429 ( ^ ) steam Vessels. Sailing Vessels. Dist. Miles. From London to Dublin - - - 84 hours 16 days 610 Dublin to liverpool - 14 36 hours 131 *Greenock to T^iverpool - 24 3 days 224 London Bridge to Calais - m 36 hours 120 London to Margate - - - 8 20 84 London to Plymouth - 38 10 days 315 London to Belfast - - 110 18 725 London to Ostend - - - 12 24 hours 90 London to Texel - - - 22 54 170 London to Scarborough - 25 68 225 London'to Portsmouth - - 29 8 days 255 London to Hull - - - - 23 50 hours 215 Brighton to Dieppe - - - 9 30 73 Southampton to Havre - - 15 36 120 Ditto to Guernsey - - - 16 37 125 Milford to Waterford - - 11 25 81 Greenock to Belfast - - - 13 30 90 Greenock to Glasgow jjown 2i 12 6 24 Greenock to Dublin - 25 52 200 Greenock to Ayr - - - - 6 12 48 Greenock to Largs - - - 2 4 18 Greenock to Port Patrick - 9 20 . 90 Greenock to Isle of Man - 18 40 135 Greenock to Campbeltown - 16 18 67 Edinburgh to Aberdeen - 12 25 90 Edinburgh to Stirling - - 4 8 36 Harwich to the Helevoit Sly s 13 28 90 » This passage was once made by the Majeslie, in 21 hours, including one hour's detention at the Isle of Mann. ( 43 ) It was the opinion of the comimiiee, that the application of steam to sailing vessels of the present construction, was impracticable ; and that the fir&t failure of steam vessels was also owing to the construction and insufficiency of the steaming power. It was also collected from the evidence, that the accidents which occurred to the different parts of the machinery in steam vessels, had been owing to the ignorance and negligence of the iCjagineers ; viz. starting the engine without clearing the water, which is often formed above the piston from condensed steam, suffering the bearings of the shafts to work, the links connecting the piston and the beam to get loose, and in some cases making tiiem too tight, so that they became hot by friction, and by not attending carefully to the valve when the vessel is exposed to a heavy sea. The late Mr. Watt said, " with " experience now obtained, we make no doubt but we shall be able to " construct machinery less liable to accident, much must always de- " pend on the vigilance and experience of the men who work the " engines." Mr. Brown, another eminent engineer, -when asked what were the causes of accidents to the machinery, replied, " they depend *' more on the engine keepers than anything else." A long and desul- tory conversation is reported to have taken place with the engineers, Messrs. Bramah, Donkin, Brunei, Galloway, and Perkins, whose opinions varied as to size, strength, materials most proper, and the best construction of the boilers, which opinions are now not worth noticing, in consequence of the great improvements subsequently made in them. The evidence of Charles Williams, Esq. went to show that steam vessels behaved well in a heavy sea, and that the invention of revolving paddles by Mr. Oldham, was an advantage. 1st. That their action on the water is less violent. 2nd. They cause the engines to work more smoothly, at the same time doing the work more effectually. f2 ( 44 ) 3rd. They are of advantage when the vessel heels over by a press of sail, which others are not. 4th. They are of great assistance in tacking or performing any evolution. 5th. The draft of water is of little consequence, therefore steam ships which carry cargoes may load deeply without lessening the action. 6th. In case of accident to the engine the revolving paddles can be placed edgeways, so as not to hold water, and impede the vessel's progress. 7th. The revolving paddles cause no loss of power in striking the water as they enter or rise out of it, and they impel faster than common wheels. 8th. The revolving paddles do not require so large an external projection or sponcing as common wheels do, consequently they are easier for the ship. 9th. Vessels with revolving paddles- are enabled to employ engines of a higher power with greater safety, and with speed com- mensurate, more than can be done with common wheels ; vessels with the common paddle wheels certainly cannot set on the full power when running before a heavy sea, because they would sometimes be out of the water, and run round with great velocity two or three times, then plunging into the water be suddenly stopped, which is dangerous for thie machinery. Many inventions for paddle wheels have lately been brought out, a description of which will be found in another part of this treatise. ( 45 ) STEAM NAVIGATION ACT. Abstract of an Act to facilitate intercourse by steam navigation, between the United Kingdom and the Continent, and the islands of •America and the T^est /wd/e*, 22nd June, 1825. — 7 Geo. IV. cap. 167. Clause 1st — Enacts, that a Company shall be established by the name of the " American and Colonial Steam Navigation Company," and to consist of Valentine, Earl of Kenmure, V. A., Sir Pultney Malcolm, R. A ., Sir H. Blackwood, and seventy-two others, whose names are mentioned, as joint stock sharers. Clause 2nd — Gives power to the said company to build, equip, fit up, and hire, ships and vessels, for supplying and providing fuel and materials, &c. also for making Steam Engines and machinery, to hire masters, pilots, engineers, seamen, mariners, and other men necessary, navigate such ships and vessels between the harbour of Valentia, in the County of Kerry, and such other ports, harbours, rivers, or places belonging to His Majesty in Europe, to other places of or belonging to His Majesty's dominions in America, and His Majesty's Colonies, as the Directors shall think fit, to contract for conveying and carrying passengers, emigrants, troops, military and other stores, goods and merchandize, to make wet and dry docks, provide wharfs, warehouses, erect buildings, and re-let or sell the said tenements, &c. provided the said company do not at any one time purchase, hold, or possess more than six statute acres of the surface of soil, which might subject the company to the pienalties of Mortmain, or other law or statute. Clause 3rd — Provides that every lease shall be for five year? at least, to be executed by five directors, and the counterpart to be delivered, shall be binding and conclusive on all subsequent directors. Clause 4th — Provides that the said directors shall find good security for the due performance of any contract or agreement entered into ( 46 ) by them, and they shall also be personally responsible to the persons contracting. Clause 5th — Provides that actions may be instituted and defended in the name of one or more of the directors, and in foreign colonies in the name of a director, or the agent or attorney for the said company, and the death of the said director, agent, or attorney, shall not abate the law suit. Clause 6th — Provides that it is lawful for' the Court of Equity to issue process of distringas or sequestration on the goods, chattels, and effects of the said company for contempt, and they shall be retained until such contempt is cleared, &c. Clause 7th^ — ^Provides that the directors shall have power and authority to reimburse themselves, severally and respectively, for loss, damages, and expences which they or any of them shall bear, sustain, or be put to by reason of any matter or thing to arise of happen in the execution of this Act out of the funds and property of the said company. Clause 8th— Provides that it shall be lawful for five of the directors to appoint persons to act as agents or attornies in His Majesty's colonies, and places aforesaid to be resident therein, and to revoke and recall them as occasion may require; and by them the said company may either sue or be sued, plead and be impleaded, at law and in equity. Provided such agents are appointed by five of the directors, and the same duly recorded and enrolled in the supreme court, and such record shall be deemed good and sufficient evidence of their appointments; provided also that such appointments shall be revoked or recalled, an entry of revocation or recalling shall be dniy recorded in the county in which the appointment of any such agents shall be recalled or enrolled. Clause 9th — Provides, that if any judgment or decree shall have ( 47 ) been recovered or obtained by such agent in the colonies, it shall be lawful to prosecute the same in any of His Majesty's courts of law or equity in Great Britain or Ireland. Clause 10th — Provides that a memorial of the names of the directors, in form of schedule, shall be enrolled on oath in the high Court of Chancery, in three calendar months. Clause llth-^Provides that judgments, &c. in actions and suits against a director, are to extend to the property of the company. Clause 12th — ^Provides that the vessels, &c. are to be inspected by persons appointed by the Secretary of State for the War and Colonies. Clause 13th — Provides that a sum, not exceeding six hundred thousand pounds, shall, when paid in, be considered as a capital or joint stock, and that it shall be divided into shares of one hundred pounds each. Clause 14th — Provides that the sums subscribed for the profits and advantages thereof, shall be deemed personal estate. Clause 15th — Provides that three-fourths of the said capital are to be raised before any powers of the Act can be exercised- Clause 16th — ^Provides that the company shall not borrow money, or raise it in any way but by subscription. Clause 17th — Provides that before the directors shall commence any works hereby authorized, they shall invest, and continue invested, the sum of o^lO,000 in parliamentary funds, and continue to increase it until it amounts to ^^20,000. Clause 18th — Provides that persons who have subscribed neglecting to comply with calls, are liable to be sued for the same in the name of the secretary, or by one or more of the directors. Clause 19th— Provides that calls made on the subscribers shall not at any one time exceed twenty per cent, per share, and no calls can be made but at the distance of one month at least from each other, and ( 48 ) notices of such calls are to be given in the London Gazette, and one or two London Newspapers ; and if persons shall neglect or refuse to pay their proportion within thirty days after the time appointed, they shall forfeit their shares and interest in the undertaking, and the shares so forfeited shall be sold by the directors, after being three times adver- tized, not earlier than two months after the forfeiture. Clause 20th — Provides that the names of the proprietors shall be entered into books kept by the secretary, and certificates of their shares delivered to them, but the want of such certificate shall not hinder the owner of a share to dispose of it. Clause 21st — Provides for the security of persons holding shares in certain cases or circumstances, occasioned by deaths, marriages, bankruptcies, &;c. Clause 22nd — Provides for shares being transferred, and gives the form of transfer, which transfer must be registered, and the names of the parties to whom transferred entered. Clause 23rd — Provides that no transfer shall be made until two months after the passing of this Act- Clause 24th — Provides that the stock cannot be sold after a call is made, and due until the money is paid, and persons transferring before payment forfeit their share. Clause 25th — Provides, that the Directors of the Company shall consist of eighteen qualified proprietors, two of whom shall be nomi- nated as auditors of accounts. Clause 26th — Provides that none but natural bom subjects of Great Britain shall be qualified to be directors or auditors of the said company. Clause 27th — Provides that an owner or proprietor of shares in the said company shall be qualified to be a director, if he shall at the day of election bona fide hold and possess, and continue to possess, ten shares at least of the joint stock of the said company, and he shall be ( 49 ) in like manner qualified to be auditor or examiner, if he has held ten shares for the space of three months. Clause 28th — Appoints by name the first directors^ and auditors, which it is now unnecessary to mention. Clause 29th — Enacts that in February six directors shall go out of oflSce in rotation, every three years. Clause 30th — Enacts that six directors^ shall be elected out of the proprietors qualified, to succeed those who go out by rotation. Clause 31st — Enacts, that the auditors and examiners shall go out annually. Clause 32nd — ^Provides that officers may be immediately re-eleted. Clause 33rd — Provides that in case of death, resignation, or want of qualification of the chairman, directors, or auditors, a special general meeting is' to be convened by the directors of the proprietors to fill up such vacancy. Clause 34th — Enacts the power of the Directors, to meet, adjourn, direct, manage, transact, issue, lay out, dispose of, build and equip, employ, make contracts and bargains, make bye-laws, rules and regu- lations, &c. Ckuse 35th — Enacts that property or vessels registered under the navigation act, is vested for the time being in the directors, as trus- tees for the company. Clause 36th — Gives power to the directors to appoint secretaries, bankers, receivers, collectors, engineers, surveyors, officers, clerks, agents, servants, &c. and to suspend or dismiss them. Clause 37th — Enacts that the directors shall meet one day in each week at least, and at such other times as they shall think proper ; that two of the said directors may call a meeting, five to be a quorum ; in case of even numbers, the chairman to have the casting vote, and that no director shall be absent more than two months from his duty. g ( 50 ) Clause 38th-— Enacts that tiie directors have it in their.power to call a Special General Meeting, by gjyingtwenty^one days .notice by advertisement. Clause 39th — ^Enacts that there shall be a General Meeting on the first Monday of every- February, or within thirty days thereafter, at twenty-one days notice ; in the absence of the chairman or his deputy, one of the directors, and in the absence of all the directors^ one of /the proprietors , to be chosen chairman, at which all -questions are to be decided by a majority of votegL of the prqprietors, or their proxies ; that is to say, one vote for two shares, two votes for five, three for ten, four votes, for twenty. shares. Clause, 40th^ — Enacts that no business shall be transacted at any Special General Meeting, besides the business for which it has been called, nor at any^adjoumed special or general meeting, except that is unfinished ; nor shall business begin till one hour after the time of meeting, a^ due notice shall be given of the adjournment, to the pro- prietors respectively, or in the manner directed in this act. Clause 41&fe-r-Provides thatthe directors are required expressly to present to the general meeting held in the month of February, a state- ment in writing of the debts, .credits,, and effects of the company. Clause 42nd-T— Enacts that the proceedings of every general and special meeting, shall be entered by the secretary, or whoever acts as such, in a book or books kep,t for the purpose ; and that such orders and proceedings so entered, are to be signed by the chairman, deputy chairman, or director or .proprietor who shall , be in the chair ; and shall be deemed as original orders, and shall be allowed J;o be read before, all courts, judges, justices, and otiiers. Clause 43rd-^Enac,ts that ten . or more subscribers holding together one hundred shares, can call a general meeting of subscribers or pro- prietors, for the purpose of ta.king their opinion and determination on ( 51 ) any matter relating to the company ; first, byxequisttion to the direc- tors through the secretary, and secondly, on tlie event of a refusal, they may call a special meeting by advertisement in iheLondm Gazette, and in four op more of the newspapers published in London or West- minster, stating the time and place, at least twenty-one days after the date of such notice; and the decision, determination, or order of the subscribers and proprieitors present at such meeting, or a majority of them shall be valid to all intents and purposes. Clause 45th — Enacts that every female who is possessed of two or more shares, shall be entitled to vote at any general meeting; and any proprietor who shall be actually resident at a greater distance tihan five miles from the place of meeting, may have full power and autho- rity to give their votes by proxy, every:proxy being a member of the company and entitled to vote. (Here follows, the form of Appointment.) provided that the said form does not bear date at a longer period than six months. Clause 46th— Provides that it shall be lawful for the said directors to declare a dividend, and to set apart one-fifth of the clear profits and produce, until that fund shall amount to 43,000 to meetcotttingencies, and that stock shall be replenished at every subsequent meeting when it is required. Clause 47th — Enacts that general meetings may make bye-laws, pro- vided they are not contrary to the directions or provisions of this act; and copies of them are to be printed, fixed, and continued in the office of the said company. Clause 48th— Enacts the service of notices, writs, or other legal pro- g3 ( 52 ) ceedings, upon any clerk, officer, or agent of the company, shall be deemed a sufficient service, or left at his last and usual place of abode. Clause 49th — Enacts that the costs, charges, and expences to this act, shall be paid and discharged by the directors, out of the monies subscribed. Clause 50th — Provides that this act shall be deemed to be a public act, and shall be judicially taken notice of as such, by all judges, jus- tices, and others, without being specially pleaded. In the year after the above act had passed, it appeared that a great number of the subscribers were unwilling to hazard their capital in this undertaking, and wished to withdraw their names from the list, to authorize which, and for some other purposes,, the following act was obtained, 7th Geo. IV. cap. 124. An act to amend an act of the last session of parliament, for facili- tating the intercourse by Steam Navigation between the United King- dom and the Continent, and Islands of Americia and West Indies^ — May 26th, 1826. Clause 1st — Repeats the preamble of the first Act, that £10 per share had been deposited, but that certain subscribers wish to withdraw from the company and receive back the residue of their deposits, and it being expedient that they should be permitted to withdraw; it is unnecessary to set apart one-fifth, and therefore expedient that it should be repealed ; it is also expedient that the capital should be divided into ^50 shares ; also expedient that the directors should be authorized to purchase ships and register them, also to purchase ( 53 ) provisions. But as these purposes cannot be effected without the aid and authority of Parliament, the said Act is altered, and amended to enable the said subscribers to withdraw according to the form of certificate, (here follows the form of notice,) giving notice tha;t by virtue of this Act the subscriber wishes to withdraw his. or her name at the expiration of six months, after which it is enacted that he or she shall not be liable to any demand or claim as a member of the said company, nor entitled to future benefit. Clause 2nd — Provides that the subscriber is liable for all demands and claims until the expiration of the six months, and is not discharged from the liabilities of the company, previous to his ceasing to be a member. Clause 3rd — Enacts that in six calendar months after the passing of this Act, or as soon as possible thereafter, accounts and estimates of the company's property and debts are to be made out, which, when audited, are to be left at the office for inspection, on Tuesdays and Saturdays. Clause 4th — Enacts that no payments are to be made to the proprietors that withdraw, until all liabilities of the company are discharged. Clause .5th— Enacts, that so soon as the debts and engagements of the company are paid and the property turned into money, the directors may pay off the retiring proprietors their proportion of the residue which may remain of the deposits, after deducting the losses and expenses of the company. Clause 6th— Enacts that a general meeting of the company shall be called at the expiration of six calendar months after the passing of this Act, when the debts, liabilities, and any engagements have been paid, to put into effect the purposes of this Act. Clause 7th— Enacts that the directors are to cause a general account ( 54 ) toibeoprepaared and; audited, and laid before the^said iHeeting,^fsign€d as the Act directs. Claiase 8th--sEnacts that the geaeral meeting shall ascertain the amount of losses and expences to be charged against each i£100 share, and thei determination of this meeting shall be binding; and conclusive on all parties, ' Clause -Sth — Enacts, that after this meeting the money due to the subscribers who have withdrawn may be paid, after the^ deduction* have been Mad«. Clause loth— ^Enacts that it shall be lawful for the said directors^ in order to' raise and make Up the said capital, or joint stock,^ at-any time or times hereafter to accept subscriptions from any person or persons T*ho may think proper ^ of any share or shares of the said capital, and such person or persons, &c. shall be entitled to the share or shares in the capital of the said company for which his, her, or their subscription shall be accepted, and be a member or members of the said company, in the same manner to all intents and purposes as if the same share or shares haid been subscribed for previously to the passing of the said recited Act. Clause 11th — Enacts that the powers of this Act cannot be exercised if the payments and shares of the remaining members do not amount to £20,000. Clause 12th— Enacts tha:t after the expiration of six months the shares shall be £50 instead of a £100, and that the proprietors or their proxies shall be eiititled to vote in respect of every £50 shares as fully as if he had held £100 shares under the said Act. Clause 13th — Enacts that ships may be purchased, or vessels, for' the purpose recited in the said Act. Clause 14th — Enacts that the directors are to be trustees of the ships and property belonging to the company, and when it becomes ( 55 ) n^csegsasry to register any ship of vessel 'belongkgoto ?the coinpfaKy, tben the follawing oat'h shal beraadeiby ficee 'or imOfre of the dfcectors of the'^coiiipftny^ and the register granted- thereon. (Here follows ^im form of the oath.) Clause 15th-i— Enacts^that th€ one-fifth of Jthe profits^ as di^ett^d by the laist Act, is Jto lb© repMled-and -set aisid^;^ • and one-twentreth pafiPt of thfe profits *t6 be set 'aside to ansitij^er contingencies, juntil 'the fund shall famoant to .£lQJt)Qd. Clause 16th — Enacts that the powers, provisions, regulationis^ directions, restrictions, matters, and things whatsoever, contained and recited in the first Act, except so far, as any of them are expressly altered or repe^ed by this Act, shall be deemed, when and construed to extend and operate, and be in fiill force, with respect to all matters and things whatsoever which may happen and arise in the execution of this Act, as fully and effectually to all intents and purposes as if the same and every part thereof were repeated and re-enacted in this Ad and made part thereof, and the said recited Act and this Act, to all matters and things whatsoever, except as aforesaid, be construed into one Act. Clause 17th— Enacts that the costs, charges, and expences attending the applying for, obtaining, and passing this Act, shall be paid out of the monies or property belonging to the company. Clause 18th— And it is lastly enacted, that this Act shall be deemed and taken to be a public Act, and shall be judicially taken notice of as such by all judges, justices, and others, without being specially pleaded. I have given the above Abstract of two Acts of Parliament pn the subject of the American and Colonial Steam Navigation Company ( 56 ) which may now be said to be asleep, because I have no doubt but it will ere long be acted upon, to the great advantage of the nation, as well as to the proprietors. It will be a nursery for the very class of people which will be indispensible in time of war for the defence of the nation, and is an undertaking which ought to be encouraged by every affluent and patriotic individual, and will be of as much import- ance to the navy as the country trade has hitherto been ; and when steam navigation has made a little more progress, this undertaking will certainly flourish. INDEX TO PATENTS AND IMPROVEMENTS. A. Addersley; William Air Engines • • • Alban, Earnest • • Alegne, Pierre • • Amontons • . • ■ Anderson, James • Archbold, John F. Archimedes • • • Arnot, Niel • • • Baker, Stephen Bambridge • • Barker, W. • • Barlow, Robert Barret, James • Burton, John • Bales, John • • Beighton, Henry appendix. No. it 221 5 (( 366 (( 311 (( 11 ct 64 t( 128 chapter 1st. appendix. No. 1 237 B. appendix, No. 293 " 244 " 368 387 89 " 160 216 « 225 . chapter 1st, 13 Beddingfield, T. T. .... appendix, No. 277 Benedict, Jare " ' 379 Bereche, C. E. M. • . • • "391 392 Bishop, James " 55 Billingsly, Mathew .... " 79 172 Bennet, Thomas « 272 Bevan,W. M. « 176 Bizelow,Elisha " 403 Bloomfield, J. and p. . • • " 353 Boaz, James " 97 Booker, Nugent " 132 Bower, Joseph " 269 Bourdice « 338 Bramab, H " 29 66 Branca " 6 Brindley " 16 Bradley, James " 115 Brodie, Alexander " 96 Broderip, Charles . , . . , 144 255 163 Broomfield, John " 320 Brown, S. Capt. R. N. • • • « 318 Bust, Peter . . •,. • • • " 411 ( 58 ) Brown, S. Brown. H. • Brunei, J Brunton, W. Burgess, Thomas . . • . Burns, Thomas and John • Burstall, Timothy . . . . Busk, Wilham Chap. VIII. 274 231 . app. No. 229 242 Chap. VIII. 249 361 159 211 243 " 28 " 252 261 " 317 373 " 294 Callier, J. Cawdon and Partridge • • Gartwright, Edmund • • Carter, William Carillion, R. D. Cazialat, A. G. and Bubain Chafbanires, Marquis de • Chapman, William • • • Church, William .... Christie, John Clark, Alexander . . • • Clark, William Clegg, Samuel ..... Cochrane, Lord .... Cock, David Combo, Marquis of • . . Cdhgreve, Sir William • • Coleford, William Hewsbn Cooke, John 'Cooke, Thomas .... Costigin, John ..... Gorm, Stephen 'Greighton, 'Henry .... ^6lraigie, John . . . t . Crofts, Chauncey .... Crosley and Parkinson • . appendix, No. 302 " 121 « 41 61 215 " 396 " 394 51 174 202 " 137 199 " 298 240 135 " 131 •' 192 348 " " 133 359 " 206 234 181 " 33 67 " 377 38:1 " 205 " 140 '■: " 369 • " 400 Crysel, John • • Crowder, Phineas Cutler, John • • appendix. No. 20 " 59 « 176 D. Dalme, S. Davis, Peter Dawes, S.T Deakin, Thomas • • • DeCaus • Delap, Robert .... Delliver, William . . . Devey, Thomas .... Delangre Desaguliers • . . . . Derheims, C. T. ... Dietz and Co Dickson, Jonathan . • D4J0U, Joanes frere • . Dodd, Ralph .... Dodd, Richard .... Dodd, R. J. Stephenson Docksey, William - . . Donkin, Bryan .... Doxey.B.S Dretz, J.C. Dubain and Cazalat • ■ Duboit, J. B. .... Dunkiuj Robert ■ • . Dunning appendix. No. 303 , " 287 " 178 " 150 4 " 49 223 " 102 " 58 227 314 « 14 " 397 " 392 168 « S63 « 107 114 « 100 " 168 " 136 " 86 179 " 228 " 322 394 395 158 367 E. Earle, Wffliam . Easton, Isaiah Edwards, John appendix. No. 75 349 85 ( 59 ) English, William appendix, No. 125 Erkhardt, E. G « 53 Evans, Bryan " 74 Eve, Mr , . «« 35I Eyalls, Francis " 233 Fairlamb, Mr. Fiseumeyer, JohB Fishei and Horton . . . . Flint, Andrew Foreman, Walter, Com. R. N Fqss, Cotton Fowler, J. - Fox, R. W. Francais, M. •••••• • Franklin, William Frazer, James Freemande, William • • • • Fumival, W. & Alex. Smith appendix. No. 380 1^6 266 103 " 310 327 382 323 " 154 « 34 332 « 207 295 87 275 G. Galloway, E. Gillman, William • • . • Gilpin, John Giudicelli, M Giraud, James Geerault, A. A, Oladstone, John • • • • Glazebrook, James • • • Goad, William Gordon, David Granier and Telfort • • • Grancia, 3. ...••• GregsoD; itiixa appendix, 192 414 319 148 " 337 237 " 305 239 " 69 146 " 254 313 " 336 " 324 " 186 Griffiths, Julius • • Grillier, James • • • Gurney, Gpldsworthy • appendix. No. 236 " 123 . c. IX. 321 350 407 H. Hague, John Hall, William Hall, Samuel Hallet, L. A. G Halliburton, Alexander • Harley, V. C Hatton, Thomas .... Hase, William Haunchett, J. Hazard, Mr. • Heath, G , • Higgin, Robert Higginson Hallam, Thomas Stanhope Holdsworthy, Mr. appendix, No. 217 416 279 « 306 193 " 36 316 63 307 384 308 " 270 151 415 " 170 Hornblower, Jonathan Halls, Jonathan . • Chap. VIII. 24 43 93 « 15 J. Jackson, Qeorge Page 38 Jackson, John appendix. No. 46 James, W. H 284 326 p. 36 . . " 267 . . " 346 . . « 259 • . " 200 . • 129 201 257 . . « 203 • . " 334 . . « ^38 Jfinkes, William • Jeffries, William • Jessop, William • Ikin, James • • • Johnson, William - Jones and Flumley Jones, W. H. • • Justice, J(ihn • • h2 ( 60 ) K. King, R. W. Kearsing, Mr. appendix, No. 1 66 « 406 Lane, Edward appendix, No. 127 Laming, Joseph !!.•••• " 383 Large, B " 376 Lasb, W, " 169 187 Lausin J. and A. Thayer ■ • " 315 Leach, John " 82 Leach, Thomas " 245 Lester, William " 106 Linklater, John . " 117 Lloyd, Francis " 38 Loqou, Michael " 145 Lorey, J. W. " 366 Lymington, W " 70 M. Mainwaring, G. • ■ Maecundy, John • < Maceundy, John • • Malone, John • •' Manby, Aaron • • Martin, Thomas • Martique, M. • • Masterman, Thomas Mathesius • . . • Maudslay, Henry • Mead, Tho^nas • • Merey, Chavles Miers, Joseph . • Miekleham, R. • • appendix, No. 189 295 330 354 204 230 76 364 222 3 112 312 116 345 143 360 Miller, Samuel Mermont and Co. • • • • ■ Money, Samuel ■ Moore, John ■ Moreland, Sir Samiiel • • ' Muntz Murdoch, William . . . . Murray, J. and A. Anderson Murray, Matthew app. No. Nairn, W. ... Naucanrow, M. • ■ Nery, H. H. . • ■ Newcomen, Thomas Neville, John • • . Nivelle, Thomas • Neville, James • • Nicholson, William Noble, Mark • • • Noble, William • • Odiea and Delavoni Oldham, John • • • Onion, William • • ■ Ormond, Richard • Ort, R Osborn, Henry • • Palmer, G. N. Papin, Doctor N. O. P. 104 110 " 339 358 219 8 « 177 ' 44 ' 124 52 65 75 page 88 appendix. No. 81 « 398 chap. L 12 appendix. No. 185 258 " 301 386 " 111 ■ " 122 «' 165 appendix. No. 335 190 214 388 p. 36 " 156 " 238 " 341 153 appendix. No. 246 Chapter I. (.61 ) appendix, No. 400 page 39 appendix. No. 72 213 121 " 253 " 263 285 Chap. I. and VIH. Parkinson, W. and Croaley Parliamentzlry Evidence ■ Parkinson, Thomas • . ■ Parker, Joseph Partridge, Cawdon and Co. Partridge, Nathaniel • • Paul, John and Thomas • Perkins, Jacob 241 262 264 273 280 283 299 Peck, Thomas appendix. No. 399 Pepper, John " 37 Picquerre, O " 343 Phelps, D. " 405 Philips, Benjamin " 374 Philips, Daniel " 231 Pollock. Allen " 113 Poole, Moses " 188 Poole, John " 365 Pontifex, John " 210 Preston, Thomas " 120 Price, H. H. " 276 Price, Thomas " 118 Pritchard, William .... " 220 Ptolemy, Philadelphus ■ • • " 2 Pumeck, John " 288 Q. Quiros, G. • • Quives, Joseph appendix. No. 48 " 78 R. Rapaso, Francisco Rastrick, John • • Radatz, J. C. • • Raymond, S. • • appendix, No. 47 ' « 167 « 352 340 Rayley, William . . . • Reedhead,' John . • . . Reid, Elisha Richards, R. • • • ... ■ Rider, Job Rider, James ..... Rich, Samuel ...... Rivou, Moulinee .... Robinson, William • > • Robins, Josias Robertson, John and James Radley, George .... Rogers, Alexander . • . . Rosen, Count Adolphe, E. Ronntree, Thomas • ■ • Rutley, William . . . . . appexdin. No. 44 « 333 " 404 " 342 « 212 " 91 " 56 " 309 " 370 « 109 " 59 « 184 182 371 « 42 40 Sabin, A. Miles . • • Sadler, James . • • • Savary, Captain Thomas Saint, Thomas .... Sealy, Mr. Scantleberry, Richard • Scott, John Scobell, Captain R. N. • Seaward, John .... Skene, Andrew Motz . Skidmore, Thomas • • Smeaton, • • Smith, James .... Smith, Joseph .... Stanhope, Earl of • . • Stanley, John .... Stead, John Steensbreet, Paul • • ■ Stewart, John • • • • appendix, No. 286 « 30 Chap. I. 10 ' appendix. No. 77 « 294 130 195 " 272 " 209 " 408 " 291 292 " 21 265 251 67 •' 250 " 23 " 409 " . 19 ( 62 ) Stephen, Edward • • Stephens, J. Lee • • Stevens, John • • • Steadman, Adam • • Steel, William • • • Stein, Robert • ■ • Stevenson, Creorge • Stratton, George • • Sutherland, John • • Sunderland, Thomas Surry, James . • Strong, John • • Taylor, Philip • . . . 196 297 Tilloch, Alexander • Thompson, John • • Thompson, Francis • Tessier, Jean Antoine Trevithick, Richard • Trotter, John • • • Tudal, Thomas • • ■ appendix, No. 84 « 400 « 94 « 141 « 155 " 183 389 248 " 191 247 " 152 162 411 « 271 329 39 appendix, No. 130 314 " 326 362 " 32 " 347 " 73 171 " 101 147 164 Vaughan, George • Vornet and Gauvin appendix, No. 20 1 355 W. Wakefield, John • Ward, M. • . • • Washborough, Watt, James VIII. 18 25 26 White, Joseph • • Wigston, William • Wilcox, Richard • Wilkinson, John • Witty, Richard • • Woodcroft, Bennet Woolfe, John • • 97 134 Worcester, Marquis of Wright, appendix, No. 2i8 " 290 402 22 Chapter I. and 27 " i6l " 268 300 62 80 88 118 50 " 139 142 « 375 Chapter I. 83 90 Chapter I. 7 appendix. No. 208 U V. Union Canal Company • • appendix, No. 256 Yandall, James Young, Robert appendix, No. 378 " 68 GENERAL INDEX. A. Aback, taken, c- 3. Abstract of an act of parliament, app. Accidents, c. 4. • ' — to boats, c. 4. — — — to persons, c. 4. Act, abstract of, app. Action, c. 4. ■ single, c. 4. flotilla. Admiral, H, R. H. Lord High, Ded. In. their opinions, c. 1. In. Alteration in Naval Tactics, c. 1. Air, expansion, c. 1. cock, c. 1.' ——engines, c. 1 . pump, c. 1. -piston. 1. ■ -valve, c. 1. — —vessel, c. 1. Alcohol Engine, c. 1. American, imp. c. 8, in. Ancient Engine, c. 1. Anchoring, c. 3. -- in a tidesway, c. 3. . - storm, c. 3. ————— calm, c. 3. weighing, c. 3. Appendages, c. 3. Armament, c. 2. Attack, modes of, c. 4, Auxiliaries to men of vrar, c. 4. Advantages, c. 1, "i. B. Ball, engine for, c. 1. Beighton's, c. 1. Beam, c. 1. abaft the, c. 3. -^— before the, c> 3.- Boats, c. 3. — — — accidents to, c. 3. Boilers, c. 1,2. app. ■' waggon, c. 1, 2; . tube, c. 1, 8. ( 64 ) Boilers, open, c. 1. Bancas, c. 1. cased, c. 1. "Watt's, c. 1. ■ Perkin's, c. 8. Gurney's, c. 8. Blakey's, c. 1. Woolfe, c. 1. — guage, c. 1. self-acting, c. 1. Bow, construction of, c. 1. Buchanan, Robertson, List. Brown, c. 1. C. Calm, c. 3. propelling in, c. 3. experiments in, c. 3. Capture, c. 7. depending on steam, c. 7. Causes of accident, c. 7. Centrifugal force, c. 1. Century of Inventions, c. 1 . Chronological Account, app. Clarence, Royal Sextant, c. 9. Cock, guage, c. 1. Classes of steam vessels, c. 2. Collision, c. 7. , Commerce, c. 5. Commander, c. 3. Comparison, c. 1, 3, 8. Compression of air, c. 1 . '■ steam, c. 1. Condensation, c. 1. Condensing by jet, c. 1. - ■— — — pump, c. 1. guage, c. L- Condensing Gurney's, rappaatus, c. 3. Conclusion of subject, c. 8. Construction, c. 2. Consuming smoke, c. 3, app. coals, c. 5. Convoy, c. 5. Cost of, c. 7. Crank, c. 1, 7, 9. Crews, c. 1, 3, 7. Counterpoise, c. 1. Cylinder, c. 1. various, c. 1. Costigin, c 8. app. D. Damper, c. 1. Day, rules by, c. 7. Dedication, p. 3. Defence of Coast, c. 2, 4, 6. Nation, c. 6. Dimensions, tables of, c. 7. — — Drogheda, c. 7. Majestic, c. 7. Lightning, c. /• United Kingdom, c. 7. — ^^Comparative, e. 7. Diseoveries, Account of, c. 1, app. Distress, assisting ships in, c. 3. Digester, Papins, c. L Desagulier's Engine, c. 1. app. Experiments, c. 1. Double acting engine, c. 1 . Drain spout, c. 1. East India Company, c. 5, in. app. Eduction pipe, c. 1. ( 65 ) Ekins, Admiral, c. 1. Elasticity of Steam, c. 1. to raise Water, c. 1. to raise a piston, c. 1. Engineer, his duty, c. I. Engine, Steam, History of, c. 1. Boilers, c. 1 . Improvements, c. 8, app. List of Works on, c. 8. Equipment, c. 7. Evidences, Parliamentary, app. Evolutions, c. 4. Exhaustion Cock, c. 1. Expansion, c- 4^ Experiments, c. 3,. 8. _ Naval, c. 3. on Sternway, c. 3. Explosion, Causes of, c. 4, 7. External Condensation, c. 1. F. Farey, his Work, app. end. Fire place, c. 1, app. Engine, c. 1 . Causes of, c. 4, 7. Engine invented, c. 1. First Engine, c. I. Practical one, c 1. Double acting Engine, c. 1. Use of Engine, c. 1 . Fuel, method of supplying, c 5, Experiments on, c. 5. quantity consumed, c. 5. — — comparative, c. 6, 8. ^ Fog, Rules concerning, c. 7. Rate of Sailing in, c. 7. Forming the Line, c. 2, 3. ———no longer the same, c. 2, 4. Forming order of sailing, c. 4. Fortifying Paddle Wheels, c. 2, 8. ^^ Steam Vessels, c. 2. . Coast Vessels, c. 2, 6. Flanch, c. I. Floating Piston, c. 8, app. Flues, c, 1 . Flywheel, c. I . Force Pipe, c. l . Pump, c. 1. Four way Cock, c. I. Furnace c. 1, app. Friction, c. 1. G. Gale, c. 3. Glasgow, c. 8, app. Griffiths, Capt. c. 1. Greenock, c. 8, app. Guage on Boiler, c. 1. — : — Condenser, c. 1 . Pipe, c. I. Gun, Steam, c. 1. Gunpowder, c. I. Gurney's Engine, c. 8. Boilers, c. 8. - Blower, c. 8. . Condenser, c. 8. H. Hand gear, c. 1 . Harbours, necessary, c. l, 2, 6. Defence of, c. 2, 3, 6. Entering, c. 6. Sailing out of, c. 6. Head way, c. 3. Heated Air, o. 1 . Water, c. I. ( 66 ) Hiero, c. 1. High Pressure Eagine, c. 1,6, 8. ' p superior, c. 7. Hooke, app. Hornblower, c. 1. Horizontal Arm, c. 1. Cylinder, c. 1,8. Bar, c. I. Piston, c. 1. Horse Power, c. 1 . Hot Water Cistern, c. 1. I. Importance of Steam, In. c. 1, 2, 8. Injection Pipe, c. 1. Cock, c. 1. invented, c. 1. Water, c. 1. Instantaneous Condensation, c. 1. Inspection, necessity of, c. 7. Improvements, c. 8, app. Chronological List of, app. latest, c. 8. Introduction, page ix. Jacket, c. 1. K. Keeping Convoy within the limits, c. 5. L. Latest Improvements, c. 8. Light Breeze, c. 3. before the beam, c. 3. abaft the beam, c. 3. — '■ ■ — before the Wind, c, 3. Line, to form, c. 4. Line of battle, c. 4. Lever beam, c. 1. Levers of Valves, c. 1. Locomotive Engines, c. 1. M. Manoeuvres, c. 4. Marquis of Worcester, c. 1. Chabannes, app. Maritime Purposes, In. Masts, c. 2, 6. Maudslay, c. 1, app. Man Hole, c. 1. Men of War, c. 2, 4. Men to Work, c. 6. Number of, c. 6. Mercury, c. 1. Mines, c. 1. Millington, his book, c. 1, app. Motion, c. 1. Modes of attack, c. 4. Mode^l, app. N Navigation, Steam, c. 2. Naval Tactics, c. 2, 3, 4, 5, 6. Necessity of Inspectioi^, c. 7. of studying, c. 1, Int. of change, c. 1, Int. Newcomen's Engine, c. 1 . Nuncarrow's Engine, c. 1, app. Nozzles, c. 1. O. Object of the Treatise, c. 1 . Objections, In. c. 1, 7, 8. ( 67 ) Obstacles to Invasion, c. 6. Objects, for measuring distant, c. 9. Officers, c. 3. Oelipile, c. 1. Oil, c. 1. Order of Battle, c. 4. of Sailing, c. 4. Orders, c. J, P. Packing, c. 1. Piston, c. 1. Paddle Wheels, c. 1,"7, 8. — — — fortifying, c. 1. — — damage to, c. 6, 7, 8. protecting, c. 1. Parallel Motion, c. 1. Parliamentary Evidence, app. Parliament, Acts of, app. Parts of the Coast requiring defence, c. 6. Papin, c. 1.* ParkingtOD, app. Passage Vessel, c. 3. Patents, List of, app. Pender, Admiral, In. Pepper, J. c. 1. Perkins, c. 8. Pipes, c. 1. Piston, description of, c. 1. ■ moved by Steam, c. I. air, c. 1. . oil, c. 1. in a cylinder, c, 1. floating, Q, 9. - chamber, c. 1. Placing the Engine, c. 2. Plunger, c. 1. Planet, Sun and Planet, c. 1. Plan of Fortifying, c. 2. Portable, c. 8. Plug frame, c. 1, Potter, J. c. 1. Power of Engine, c. 1. Proof against Shot, c 2. Principles of Steam Eiigine, c. 1, 2, In. Progress, c. 2. Proposed Rules, c. 7. Proportion of Steam Ships, c. 6. Q. Quadrant Wheel, c. 1. R. Receiver, c. 1 . Regulations and Rules, c. 7. Importance of, c. 7. Regulator, c. 1. Remarks on Patents, &c. app. . Remedy to Accidents, c. 7. Reversing the Engine, c. 2, 8. Rigging peculiar to Steam Vessels, c. 2. River, propelling in a, c. 3. Red hot Shot, c 2. Rotative Engine, c. 1. S. Sailing Vessels compared, c. 2. Safety Valve, c. 1. Savery's, Captain, Engine, c. 1. Saving of fuel, c. 6, 8.. Sextant, Royal Clarence, c. 9. Self-acting Engine, c. 1. Sliding Valve, c. I. Slow the Engine, c. 7. Smoke consumer, c. 8. Ships in distress, c. 3. Set on, c. 7. Starboard, c. 7. ( 68 ) Spring Beams, c. 1 Steam Engine, History of, c. 1; Ships and Vessels, c. 2. Tactics peculiar to, c. 3. Naval Warfare by, c. 4. Convoys and Commerce by. c. 5. — comparative advantages, c. 1. Ship's classes, c. 2. Sternway, c. 3. Storm, c. 3. Steam Engine, Works on, c. 8. Stuart, book on, app. Stroke of Piston, c. 1. StuflSng Box, c. 1. Suction Pipe, c, I. Symington's Engine, c. 1 , app. Tables of Dimension, c. 7. Tactics, great alteration in, c. 1,2, Tables for measuring distance, c. 8. Tactics, Naval, necessity of studying, c. : comparison, c. 1, in. Tappets, c. 1. Tallow used in the cylinder, c. 1 . Temperature, c. I. Throttle Valve, c. 1. Throat Pipe, c. 1 . Trevithick, c, 1, app. Tides way, c. 3. Two Cocks, e. 1 . Tow, c. 5. Tryal Cocks, c. 1. Tables of Crews and Equipment, c. 7. Top Piece, c. 1. U, V. United Kingdom, Dimensions of, c. 7. 1, in. Vacuum, imperfect, c. 1 . by condensation, c. 1. — • — obtaining, c. 1. Valves, safety, c, 1. various, c. 1. Vapour, c. 1 . Vessels, Steam, c. 1,2. Construction of, <;. 1. Management of, c. 2, 3, 4, /», 6. — — — for commerce, c. 5. for war, c. 1 . for defence, c. 2, 4. — for convoys, c. 5. -^ for auxiliaries, c. 2, 3. Dimensions of, c. 1,7. -r W. Water Cock, c. I. raising a Column of, c. 1. Chambers, c' 1 . Pump, c. 1. Condensing by, c. 1. Injection of, c. 1. — Wheel, c. 1. War, c. 2, 3, 4. Watt, James, his Engine, c. 1, app. Improvements, c. 1. Wheel, Fly, c. 1, ; — Paddle, c. 2, 3, 8. Woolfe, his Engine, c. 1. Wooden Walls, Int. Worcester, Marquis of, c. 1. Works, List of, published, c. 8. Working Beam, c. 1 . Y. Yards, proportion of, c. 2. Description of, c. 2. Dimensions of, c. 2. FINIS. Flummer and Brewis, Printers, Ltove liaae, Eastcbeap.