In a condensing engine, the effective pr_History of merchant shipping and ancient commerce, Volume 4 (of 4)

piston is the steam boiler pressure _plus_ the weight of the atmosphere

due to the vacuum produced on the opposite side thereof.[463]

[Sidenote: Ratio of speed to power.]

The boilers for this description of engine, being supplied with water

from the sea, required frequent “blowing out” in order to prevent

incrustation, and keep the water at a safe and regular density. But

this “blowing out” process, which occasioned a very considerable

loss in fuel, was to a great extent overcome by the introduction of

the _surface_ condenser, which produced fresh water; and this water

is pumped back into the boiler to be again and again evaporated and

condensed, thus dispensing with feeding from the sea. When the marine

engine arrived at so comparative a stage of perfection, the public

demanded increased speed, and when steam navigation was extended to

distant stations, where fuel was costly, it became a matter of the

greatest importance to still further economize its consumption; but

considering that the speed of a steam-ship in relation to the power

of the engines is subject to a ratio peculiarly its own (to double

the speed of a ship the engines have to exert eight times the power

necessary for the slower rate), the energies of the engineering world

were severely taxed to obtain a greater speed on a less consumption.

Higher pressures were introduced, and the principles of expansion more

thoroughly worked out. It was known that, when steam from the boiler

was cut off after the piston had traversed any desired portion of the

cylinder’s length, its expansive energy still enabled it to exert a

considerable, though a necessarily decreasing, motive force upon the

piston: that is to say, if steam of 50 lbs. absolute pressure were cut

off at one-half the stroke, its elastic energy at 9/10ths of the stroke

would be 28 lbs., while the mean of its force throughout the whole of

the stroke would be 42 lbs.: in other words, if the whole volume of

steam in the cylinder, at the initial pressure, produced 50 lbs. per

square inch, one-half of that volume, used expansively, would produce

42 lbs. per square inch.

To more effectually work out these principles and utilize the steam at

high pressures, the compound engine was introduced, and is now, almost

universally, adopted in the steamers of the mercantile marine.

[Sidenote: The Compound Engine]

The following woodcut shows an ordinary pair of direct acting inverted

cylinder compound engines, as usually fitted in screw steamers.[464]

It will be seen that they consist of two steam cylinders, one of

small, and the other of large diameter. The steam from the boiler, at

a high pressure, enters the small cylinder, and, thence, at the end of

the stroke, passes, through an intermediate receiver, into the large

cylinder acting upon its piston entirely by its expansive force. At the

conclusion of its double work, it passes into the surface condenser,

and is there condensed into fresh water, producing the vacuum effect in

the large cylinder.

[Illustration: COMPOUND SURFACE ENGINE.]

The distinctive difference between the simple and the compound engine

is that, in the former, the work of the steam is begun and ended in

the same cylinder, whereas, in the latter, it is begun in the small

or high pressure cylinder and completed in the large or low pressure

one; the work obtained in the small cylinder with the high pressure,

and consequently the hotter steam, should be about equal to that in

the large one with the lower pressure and cooler steam: in fact, it

is the aim of engineers in designing a compound engine to proportion

the cylinders and arrange the details of effecting the admission,

expansion, and eduction of the steam, so that its pressure may be

thoroughly utilized and as much work as possible obtained from it.

Some engineers consider the simple engine to be more economical than

the compound engine with the same pressure and total expansion; but

I am informed, by those who have had opportunities of witnessing the

performance of engines made on this principle, that, after a thorough

trial in large ocean-going steamers, the anticipated results were not

obtained from them, and that they were, consequently, replaced by

compound engines.

[Sidenote: more economical than the simple.]

But when the compound engine itself was first introduced, the high

pressure and with it, necessarily, high temperature steam, together

with surface condensation, caused serious drawbacks to its efficiency,

so that great changes had to be made in the internal arrangements of

both engines and boilers. For instance, the high temperature produced

great wear and tear in the cylinders, valves, valve faces, and so

forth, while the boilers rapidly corroded under the influence of the

feed water taken from the condenser. These evils, however, when more

thoroughly understood, were provided against; and the enormous saving

in fuel induced shipowners to adopt the compound engines: under careful

engineers, they last as long as, and cost very little more for repairs

than the ordinary common condensing engines which consumed twice the

amount of fuel.

It will, thus, be seen that the great stride in economy in the

marine engine is due to high pressure steam expansion, and surface

condensation: and, with a view to further economy, pressures are still

advancing, the difficulty now being to construct a boiler that will

withstand these pressures, and, at the same time, fulfil the other

requirements of a marine boiler at sea. With these objects in view a

number of patent water tubular boilers have been made. In 1870 and

1871 three ocean-going steamers were fitted with Howard’s and one with

Roots’ patent boilers to work at a pressure of 120 lbs. per square

inch, but they were not very long at sea before they failed, and

were condemned. Again, in 1870, two very large steamers, each of 800

nominal horse-power, built for one of the Atlantic lines, were fitted

with improved water tubular boilers to work at 120 lbs. pressure, but

the trial of the first set of boilers, which completely failed, led

the owners to condemn them and supply both vessels with those of the

ordinary type to work at a pressure of 80 lbs. per square inch.

The failure of these boilers entailed an immense loss to the owners,

and detained the vessels over twelve months, besides rendering the

large engines, which were designed to work at 120 lbs., much less

efficient at the lower pressure than they were intended to be.

It will, thus, be seen that the primary obstacle to advancement in

economy appears to be the boilers, and although their construction,

for very high pressure, is an expensive experiment, there are no less

than four different descriptions (all of them patented) now being built

in this country for marine purposes, any one of which, if thoroughly

successful, will be another great step in advance.

However great the saving, hitherto, effected in fuel, there is still a

wide margin between the means used and the effect produced, and great

room, in other respects, for improvement. Indeed, Mr. Froude’s late

experiments, at the instance of the Admiralty, on the actual resistance

of ships, show that, in the case of the _Greyhound_, the ship he

experimented on, the efficiency, at a speed of 10½ knots, was only 51

per cent., showing a loss of 49 per cent. of the motive power, which

was even greater when the speed was less.[465]

There remains, therefore, a very large and deeply interesting field of

research; for, of all the heat produced, we utilise in the steam engine

only a small proportion for the purposes of propulsion.[466] Nor have

we yet reached perfection in our ships, so far as regards the best form

for obtaining the greatest speed. I have already shown[467] that, in

river navigation, the American steamers surpass in speed anything we

have as yet accomplished; and that they have made various attempts

towards the adoption of the flat floor or “skimming” process—in other

words, to sail over the surface of the water rather than to force the

ship through it, as in the case of the cigar ship and others.

[Sidenote: Great skill required for building perfect ships,]

To construct a perfect ship is itself a problem of the highest order,

to which the attention of mathematicians and the knowledge, skill, and

tact of naval architects have of late years been constantly directed,

with as yet no examples of complete success, however much the ships of

our own time surpass those of our forefathers. Nor can the construction

of safe, effective, powerful, profitable, and durable engines and

boilers for marine purposes be a matter of easy determination, as shown

from the fact, that there are still continual failures, revealing

many difficulties yet to be overcome. Again, the means of propelling

the vessel through the water suggests questions as to the resistance

of fluids, which hydro-dynamic science has hitherto failed fully to

resolve. Finally, the combination of all these, so as to bring about

to the greatest advantage the effect desired, is a still more arduous

task which the skill of the naval architect, the mechanician, and the

sailor, even when combined, has not yet overcome. To the perfecting of

our steam-ships we must still continue to apply ourselves, if we would

maintain the high maritime position we now hold; for it is, only, by

the unwearied exertions of all who are employed in our varied branches

of industry, and with the aid of wise and just laws, that England can

hope to keep ahead of all other nations.

[Sidenote: and especial importance to England of having the best ships.]

[Sidenote: But her ships not yet perfect,]

We have already, it is true, made extraordinary progress in the model

and propulsion of our ships, but we have not yet approached perfection,

nor shall we reach it, unless we continue earnest in our endeavours

to do so. We know the properties of air, water, and electricity, and

we have discovered the means of utilizing and directing these powers

and of applying them to the most valuable purposes; yet, it is still

necessary to carry in our steam-ships vast stores of coal—so great, on

certain voyages, as to occupy much of the space otherwise available for

cargo. So long, therefore, as this necessity exists, it cannot be said

that we have reached anything like perfection.

Nevertheless, we have made surprising advances, and have derived

many inestimable advantages from the application of the power of

steam to sea and river navigation, far exceeding the most sanguine

anticipations, whether as the means of extending commerce with

the various producing and manufacturing portions of the globe, or

in promoting the advancement of civilization to less cultivated

regions.[468] By steam navigation, the intercourse between maritime

nations has already been facilitated to an almost incredible extent;

while postal communication has been established between Great Britain

and her extensive possessions in India, East and West, as well as with

the United States of America, and, indeed, with all other countries.

Even the most remote regions of Australia, China, and Japan have now a

regular postal steam communication with Great Britain; we have doubled

Cape Horn in our steam-ships, reaching the once distant shores of the

Pacific in a space of time so short, and with certainty so unerring

that, only a quarter of a century ago, the work performed would have

been considered altogether impossible.

[Sidenote: though great progress has been made during the last half

century.]

To enable us to secure these important advantages we have been greatly

indebted to the invention and application of the screw to marine

propulsion, for, without it, we should not have been able to undertake

such remote voyages by means of steam, and without it, also, we

certainly could not have successfully maintained them with profit and

regularity; but there is still much to be done, and were we, in the

pride of our achievements, however great they may be when compared with

those of our forefathers, to assume that we have reached anything like

perfection in Ocean navigation, our children would very likely have

reason in their day to smile at our vanity.

FOOTNOTES:

[442] The dimensions of the _Iona_ are 250 feet in length and 25 feet

breadth of beam. She is propelled by a pair of oscillating engines,

with a combined nominal power of 180 horses. Her draught of water, when

fully laden, does not exceed 6 feet, and her speed under favourable

circumstances is from 20 to 21 statute miles per hour. She is the

fastest vessel in Great Britain, or perhaps in the world, one or two of

the steamers of the United States excepted.

[443] Vol. ii. pp. 536-7. The _Q. E. D._ was 120 feet long, and 27 feet

wide. She registered 272 tons.

[444]

[Sidenote: Her dimensions and crew.]

The _King Coal_, which was contracted for in the latter end of the year

1870, cost complete for sea 15,000_l._ She carries 900 tons coal cargo,

with bunker space for 100 tons more, and has extra water-ballast for

making a passage when she has no cargo on board; against strong winds

her speed is 8½ knots an hour when loaded, and from 9½ to 10 knots

when light in fine weather; her power, 90 horse nominal. She has an

excellent saloon cabin on deck for the captain, with four berths and

accommodation for the chief mate and steward at the entrance; her crew

consists of 17 persons all told. The master and crew find themselves in

provisions; their respective duties and pay are as follows:—

Master £17 0 0 per month, with 2_s._ 6_d._ per day

subsistence money.

1st Mate 7 10 0 ” ” 2 0 ”

2nd ” 6 10 0 ” ” 1 6 ”

Chief Engineer 12 7 6 ” ” 2 6 ”

2nd Engineer 8 15 0 ” ” 2 0 ”

Steward 5 10 0 ” ” 1 6 ”

5 Able Seamen 6 15 0 ” in full each man.

4 Stokers 6 15 0 ” ”

1 Boy 3 0 0 ” ”

1 Carpenter 8 5 0 ” ”

The voyage from Newcastle to London and back usually occupies from six

to eight days. Hoisting sails, lifting anchor, and other heavy work is

done by steam winches. The crew are accommodated in a roomy and well

ventilated forecastle level with the main deck, the seamen occupying

one side of it, the stokers the other, with a bulkhead between them.

The engineers have cabins on deck in the bridge-house, the wheel-house

stands on the platform which spans the deck in midships, and is so

arranged that, while the helmsman can see everything ahead, he is

protected from the inclemency of the weather.

[445] See _ante_, vol. ii. p. 536.

[446] These celebrated smacks were from 160 to 200 tons register. In

the early part of this century (before the close of the great war) they

sailed in company for protection. On one occasion they were attacked

by a French privateer, heavily armed, to which they gave action, and,

after a severe encounter, beat her off in gallant style; the senior

captain, Nesbitt, acting as “Commodore” of the little fleet. Each of

these smacks had accommodation for about twenty first-class passengers.

The passage between Leith and London, a distance of 500 miles, usually

occupied from three to five days, but has been made in fifty hours,

although it was not, unfrequently, protracted from eight to twenty

days. The first-class fare, including a table “groaning with food,” but

exclusive of wine, spirits, or beer, was only two guineas each person;

a rate which must have left little profit on long passages.

[447] After the cessation of the sailing packets, and before the

opening of the Holyhead Railway, the Dublin Mail was for some years

carried _viâ_ Liverpool by the City of Dublin Steam Packet Company.

[448] These celebrated ships are built of iron. The length between

the perpendiculars is 334 feet; the beam is 35 feet, and depth 21

feet. There is a centre keel plate, 3 feet deep and ⅝ inch thick, with

two bars, 9 inches deep by ⅝ inch thick, on each side at the bottom

forming also the keelson; the plate, with the two garboard strakes,

⅞ inch thick each, are secured together with iron bolts riveted and

countersunk. On the top of the centre keel plate, two angle-iron bars

are riveted, 5 inches by 4 inches by ½ inch, and to these angle irons,

and to the angle irons on the top of the floorings throughout the

entire length of the vessel, as far as the fine ends will allow, is

riveted a strong plate, 4 feet wide amidships, and 2 feet 6 inches wide

at the ends. There are, also, two very strong box keelsons, secured on

the floorings at each side of the keel, and another in each bilge. The

engine bed-plates, paddle and spring beams, and all other beams for the

main and lower decks, are of iron. Timber has been used only for the

decks and cabin fittings. There are nine principal iron water-tight

bulkheads, which not only provide for the safety of the ship in case

of accident, but add greatly to her strength in a seaway. The bulwarks

are of iron plates, in continuation of the sides of the vessel to the

rail, and without any break for gangways, such not being required for

landing either at Holyhead or at Kingstown. To give additional strength

in the centre of the vessel, where the weight of the engines, wheels,

and boilers has to be carried, the insides of the paddle-boxes are also

formed of iron plates, continued from the sides and bulwarks of the

vessel, with a strong bow girder, formed of an iron plate 15 inches

broad and ¾ inch thick, so as to provide ample means of resistance to

the severe shocks which these long vessels must encounter in rough

seas, when driven at their high rate of speed. The gunwale is formed

of angle-iron bars, 4 inches by 4 inches, riveted to the sheer strake

and to a plate which is riveted on the top of the beams. At a distance

of about 15 inches from this, an inner angle bar is riveted, against

which the wooden waterway is fitted, so as to leave the outer part,

between this and the gunwale, to form a drain to take the water off

the deck, and to discharge it through the scuppers. This arrangement,

which was introduced by the late Mr. John Laird, has been found very

convenient in freeing the decks quickly from water. These iron gunwale

plates are 5 feet wide by ¾ inch thick amidships, tapering gradually to

about 2 feet 6 inches by ½ inch at the ends, with a system of diagonal

tie plating from side to side, securely bolted or riveted to the deck

beams. Between the paddle-boxes an upper deck, about 50 feet in length,

has been placed.

[449] Each of these vessels cost somewhere about 80,000_l._, complete

in all respects for sea.

[450] See Appendix No. 26, p. 644.

[451] The dimensions of the _Victoria_ are as follows: length 200 feet,

breadth 24 feet, and depth 12½ feet; she is 566 tons gross or builders’

measurement; her engines are 220 horse-power nominal, and her draught

of water 6½ feet.

[452] See evidence, Mr. Samuel Jack Mason, before the Committee of

Lords on the International Communication Bill, 1872, pp. 49, 50, and 51.

[453] The trains will come in from the South Eastern Railway and the

London, Chatham, and Dover systems by independent lines to a central

station. They will then be run on a hydraulic hoist, eight to nine

carriages at a time, and this hoist will be lowered until the rails on

it are exactly level with those on the steamer; a flap is then let down

completing the communication between the rails on the hoist and the

rails on the steamer, and the carriages are immediately hauled on to

the steamer.

When the steamer enters the dock to receive the trains, she is run

between rollers, fixed two on each side of the dock and allowing the

least possible movement of the paddle-boxes sideways. Movements lore

and aft of the steamer are prevented by buffers (similar to ordinary

locomotive buffers) fixed at her end, which butt against recesses at

the end of the dock, and also by blocks fastened to the dock wall which

receives her end a little further aft, ordinary mooring apparatus

keeping the ship tight up against the buffers.

In rough weather there may be a slight vertical movement when the

head of the ship is next the hoist, but the flap which is let down,

as before described, will be sufficient to accommodate this slight

difference of level, which will be little more than is met with in

passing over a turntable as in many railway stations.

[454]

No. of

Question.

49. Length 450 feet to 470.

Beam 95′ 0′′ over paddle-boxes.

123. Beam 57′ 0′′ not including paddle-boxes.

156. Depth 14 feet in hold from floor to

ceiling.

153. Depth 34½ feet inner skin to hurricane

deck.

50. Draught 12 to 13 feet.

513. Freeboard 21′ 0′′ to hurricane deck;

8′ 6′′ main deck.

51. Power Two independent pairs of engines,

one to each paddle, collectively

of 1600 to 1800 nominal horse-power,

12,000 indicated horse-power.

167. Speed Twenty knots or 23 miles.

130.} {Seventeen carriages, containing

274.} Capacity for passengers { 336 passengers; or 2000

278.} { passengers, neglecting carriages.

132. Cargo 22 trucks, say 180 tons goods.

68. Cost of boats £500,000 for three.

60. Estimate for construction of harbour at £

Andrecelles, coast of France 700,000

63. Estimate for extension of Dover Harbour, &c. 1,000,000

---------

£1,700,000

Cost of three steamers 500,000 (?)

---------

£2,200,000

----------

[455] Such vessels are well-known to Indian navigators; and, while

carrying between 100 and 200 tons, ride steadily on a heavy swell

that causes a large steamer to roll its ports under water. They are

extraordinary looking craft, and are frequently to be found, not merely

in the vicinity of Ceylon, but about the islands of the Pacific, and

along the coasts of Northern India, as well as on the shores of Java

and Sumatra, though nowhere else. The Indian boat, however, so far

as I can judge, most resembling the steamer which Captain Dicey has

built, is the _jangá_ (not the _catamaran_),—a double platform canoe

of the Cochin China backwater. The pontoons at Chatham are of a similar

construction. To form the jangár, a floor of boards is laid across two

boats, with bamboo railings 10 to 12 feet broad and 16 feet long; in

these boats, native regiments, cattle, &c., are ferried across rivers.

I may add, that the _catamarans_ proper are constructed of three logs

lashed firmly together, the centre one being the largest. They are

usually from 20 to 25 feet in length, and from 2½ to 3½ feet only in

width.

[456] On Saturday May 8th, 1875, the _Bessemer_ underwent what may

be called her first trial—that is, she crossed from Dover to Calais

and back again. It would appear from the narratives in the different

journals that she had nothing to contend with, on this occasion, in the

way of weather or sea, and that, starting at 11.17 A.M. and reaching

Calais Harbour at 12.45, her speed was about the same as that of the

ordinary boats. Her greatest novelty, the saloon, was, however, not

tried on this occasion. On this point Mr. Bessemer remarked, at a

dinner given to him in Calais on the same day:—“I never dared to hope

that, at first, this ship would be completely successful, so much

depends on skill, and you must remember that there are no means whereby

absolute automatic action can be given to the saloon, because there is

no absolute point of stability. Within the ship we are like Archimedes

who wanted a fulcrum for the lever that was to move the world; what we

want is to place our fulcrum in an absolutely quiet spot.... In port

the machinery will move with a degree of steadiness that is all that

can be desired, the very reverse of this will take place at sea when

the vessel itself moves and the cabin is required to be quiet: and,

just as we require more practice to move the cabin in still water, so

we require more practice to keep the cabin still in the moving ship.”

[457] See _Harper’s Weekly Illustrated Newspaper_, New York, October

28th, 1858, where drawings are given. I visited the cigar ship

which was built at Milwall, London, in 1864, when she was ready for

launching, and inspected her carefully.

[458] Though lightning from the heavens has never yet been usefully

employed, and is not likely to be so, the electricity generated in

galvanic batteries and used for telegraphy is precisely the same as

lightning.

[459] Among other advantages the projectors offer an almost absolute

safety of boilers from explosion, as they are made of 3-inch

wrought-iron tubes ⅜ inch thick; the boilers when put together are

proved to 2500 lbs. hydraulic pressure on the square inch, are worked

from 300 lbs. to 500 lbs. per square inch as desired, and their

bursting pressure is 20,000 lbs. per square inch.

[460] Messrs. Perkins and Son base their calculations for speed on the

fact that the vessel they propose will have 30 horse-power to a foot

of midship section, the best Atlantic steamers having only from 4 to 5

horse-power to each foot of midship section.

I have submitted these particulars to a gentleman of great scientific

and practical knowledge of marine propulsion, who remarks: “This

large steamer is, I fear, a wild idea, until the form of the present

steam-ship is very much improved. It will require a great deal more

power than what Mr. Perkins proposes to drive such a vessel 30 knots

an hour; and marine engines must be very much improved to get anything

like this power in a ship, and to maintain it for 100 hours on a

consumption of 500 tons of coal.” But as everybody admits that we have

not yet reached perfection, it is solely with the object of furthering

improvement, that I furnish my readers with the plans and proposals of

Mr. Perkins.

[461] It will be remembered that the earliest application of the

steam-engine was for the purpose of pumping water; hence, when applied

to turn machinery, the great lever of the pumping engine was retained.

The same thing took place on the application of the steam-engine to

navigation; and, even now, the beam or lever engine is in common use

both here and in America.

[462] A practical engineer, with whom I had recently some conversation

on this subject, informed me that when, many years ago, he was

superintendent of one of the oldest Steam Navigation Companies, it was

scarcely possible to maintain a pressure sufficient to keep the air out

of the boilers, and the hissing noise it made, when rushing into the

boiler through the reverse valve, was a not unfrequent tell-tale of the

slackened efforts of the over-worked fireman.

[463] To convert a quantity of water at 32 degrees into 10 lbs. of

steam, requires 1 cwt. of coal; but to convert it further into steam at

40 lbs. pressure, would only require 1·012 cwt., and to raise it into

even 90 lbs. not more than 1·024 cwt. of coal would be required.

[464] The following illustration is from a photograph furnished by

Messrs. T. Richardson and Son of West Hartlepool. It is exactly the

same in principle as those supplied by Messrs. J. and G. Thompson

of Glasgow, to the _Bothnia_ and _Scythia_, belonging to the Cunard

Company, which I have already described, and represents the usual

construction of modern marine engines of the best class.

[465] See details in the Transactions of the Institution of Naval

Architects, 1874.

[466] It may be stated, generally, that 1 lb. of coal can, under the

most favourable circumstances, be made to evaporate from 12 to 16

lbs. of boiling water, the evaporation of each pound being equivalent

to 745,800 foot-pounds of mechanical work. At this rate 1 lb. of

coal ought to give out from nine to twelve million foot-pounds of

work, while, in reality, no steam-engine does so much as two million

foot-pounds for a pound of coal, so great is the loss from the want of

proper means of utilizing the whole work produced by the combustion of

the coal.—Vide Text-Books of Science, p. 174; by C. W. Merrifield,

F.R.S.

[467] See _ante_, vol. iv. p. 150.

[468] In the Appendix No. 27, p. 645, will be found the number of iron

steam-vessels built and first registered in the United Kingdom in each

year from 1861 to 1874; and the amount of British tonnage, steam and

sailing, from 1850 to 1873, as compared with the United States, France,

Holland, and Norway.

LIST

ARTICLES AND TABLES IN APPENDICES.

No. PAGE

1. ROBERT FULTON, HIS ORIGIN AND PLACE OF BIRTH 587

2. DREDGING MACHINES OF THE RIVER CLYDE TRUST, WITH

THEIR DIMENSIONS, COST, AND POWER 591

3. SHIPS LAUNCHED ON THE CLYDE, 1863-4 593

4. SHIPBUILDERS ON THE CLYDE, FROM JAN. 1 TO DEC. 31, 1871 594

5. SHIPBUILDING ON THE WEAR FOR 1874, AND FOR THE QUARTER

OF 1875 ENDING 30TH SEPTEMBER, WITH NAMES OF BUILDERS 595

6. RELATIVE WEIGHT AND STRENGTH OF WOODEN AND IRON

SHIPS 599

7. DIMENSIONS OF MACHINERY AND BOILERS OF THE AMERICAN

COASTING STEAMERS “BRISTOL” AND “PROVIDENCE” 600

8. COMPARATIVE STATEMENT OF THE AVERAGE SAILINGS OF

THE CUNARD AND COLLINS LINES OF STEAMERS DURING

THE GREAT RACE OF 1851 AND 1852 601

9. PASSAGES OF THE CUNARD STEAMER “PERSIA” BETWEEN

LIVERPOOL AND NEW YORK, 1856 TO 1868 603

10. STEAM-SHIPS (CUNARD LINE, &C. &C.), BELONGING TO MESSRS.

BURNS, MACIVER, AND CUNARD, 1875, AND THE TRADES IN

WHICH THEY ARE ENGAGED 606

11. TABLE SHOWING THE PROGRESS IN THE CUNARD STEAMERS

FROM 1840 TO 1875 _to face_ 608

12. CUNARD COMPANY’S REGULATIONS 609

13. STEAMERS OF THE INMAN COMPANY, 1875 611

14. STEAMERS OF THE ALLAN LINE, 1875 612

15. LETTER OF INSTRUCTIONS, “WHITE STAR” LINE 613

16. PASSAGES OF THE “WHITE STAR” STEAM-SHIPS 614

17. TABLE OF THE PASSAGES OF TRANSATLANTIC STEAM-SHIPS,

1873-74, BETWEEN LIVERPOOL AND NEW YORK, WITH AVERAGE

OF EACH LINE 617

18. PARTICULARS OF “ANCHOR” LINE OF STEAMERS 633

19. STEAMERS OF THE ROYAL MAIL WEST INDIA STEAM PACKET

COMPANY, 1ST JANUARY, 1875 634

20. STEAMERS OF THE PACIFIC STEAM NAVIGATION COMPANY

(1ST JANUARY, 1875), WITH THE TONNAGE, DIMENSIONS,

AND COST OF EACH 635

21. STEAMERS OF THE LIVERPOOL, BRAZIL, AND RIVER PLATE

STEAM NAVIGATION COMPANY, JANUARY, 1875 637

22. LOG OF THE PENINSULAR AND ORIENTAL COMPANY’S S.S.

“KHEDIVE” 637

23. LIST OF STEAMERS BELONGING TO THE PENINSULAR AND

ORIENTAL STEAM COMPANY, JUNE, 1875 639

24. LIST OF STEAMERS BELONGING TO THE FRENCH MESSAGERIES

MARITIMES COMPANY, AND HOW EMPLOYED IN 1875 641

25. STATEMENT OF THE NUMBER OF VESSELS, WITH THEIR TONNAGE,

WHICH HAVE PASSED THROUGH THE SUEZ CANAL,

FROM 1870 TO 1874 INCLUSIVE 643

26. AVERAGE TIME OF PASSAGES OF THE MAIL PACKETS BETWEEN

KINGSTOWN AND HOLYHEAD, FOR FOURTEEN YEARS, ENDING

30TH SEPTEMBER, 1874 644

27. NUMBER AND TONNAGE OF IRON STEAM-SHIPS BUILT AND

REGISTERED IN THE UNITED KINGDOM FROM 1861 TO

1874, AND THE TOTAL TONNAGE, STEAM AND SAILING, AS

COMPARED WITH FOUR OTHER NATIONS 645

APPENDICES.

APPENDIX No. 1. VOL. iv., p. 50.

_Robert Fulton._

In the life of Henry Bell by E. Morris (Glasgow, 1844), there is the

following letter from Mr. Bell to a Mr. John McNeill. It is dated,

Helensburgh, 1st March, 1824, and is as follows:—

“Sir, I this morning was favoured with your letter. In reply to your

enquiry respecting the late Robert Fulton the American engineer, his

father was a native of _Ayrshire_, but of what town or district there I

cannot say. He went to America, where his son Robert was born.”

As Ayrshire is my own native county, I was curious to ascertain if

the Robert Fulton of whom Henry Bell writes was any connection of an

old man named Fulton who rented a farm belonging to Lord Ailsa in

the district of Carrick about four miles from the town of Ayr where

I was born, and where also I was educated under a very dear uncle,

the Rev. William Schaw, after whom I was named. Old Fulton (or rather

old “Ballig,” which was the name of his farm, and that by which he

himself was better known) and his family were members of the United

Presbyterian Church, of which my uncle was minister. On his ministerial

visits to Ballig, I used, as a boy, frequently to accompany him,

perhaps, more for the good fare which was produced on these occasions,

than for anything else. Old Ballig or Fulton would be then (1827-1829)

a man of somewhere about 80 years of age, and I remember he frequently

spoke of an elder brother who had settled in America whose son became

a “_great man_.” What that greatness consisted of, I do not recollect,

but as it was something which in my boyish days had, with the good

fare, made a lasting impression on my mind, it came fresh to my

recollection when I read the letter I have just quoted in the life

of Henry Bell, and I wondered if the “great man,” the nephew of old

Ballig, was the Robert Fulton of worldwide fame.

Through my friend Mr. T. M. Gemmell, of Ayr, I ascertained that the

grandson of the old man whom I knew now occupied the farm of Ballig.

From this person, however, no reliable information could be obtained

as to the position or fate of his ancestors. Perhaps, that was not

surprising, as the schoolmaster does not appear to have paid many

visits to Ballig since the days of my boyhood. Resolved to trace the

matter still further, I applied to my friend and school companion, Mr.

H. G. Reid, of H. M. Stationery Office, who, from his literary tastes

as editor of his father-in-law’s great work ‘McCulloch’s Commercial

Dictionary,’ readily lent me a helping hand. He, in turn, applied to

his friends in Scotland, and among others to Mr. Cochran Patrick, of

Woodside, in the parish of Beith, Ayrshire, where the Fulton family

appear to have had their origin.

Mr. Patrick himself, a gentleman of considerable literary acquirements

and fond of antiquarian research, heartily joined us on our voyage

of discovery and, after some trouble, found a Mr. James Stevenson,

residing on his own property in Lochwinnoch, who said he knew all about

the Fulton family, and who made the following statement in writing,

which I give in his own words as follows:—

“_Knows, 31st March, 1875._

“Robert Fulton was born at Mill of Beith, parish of Beith,

Ayrshire, in the year 1765. His father, William Fulton, was born

at Threepwood, also in the parish of Beith, about the year 1720.

He took a lease of Brownmuir and Mill of Beith, corn mill, about

the year 1742. He married Rose Mitchell, a native of Dumbarton,

in the year 1744. He had issue five daughters and two sons. The

eldest son, William, was born about the year 1747 or 1748; he

became a partner in the firm of Fulton, Buchanan, and Pollock,

who erected a large cotton mill in Lochwinnoch. William Fulton

was manager, and carried on the engineering connected with the

mill. Among the workmen employed were the late William Dunn of

Duntocher, and Henry Bell of Glasgow. Robert Fulton, when young,

was educated in the highest branches of learning, being master

of nine different languages. He had a cousin, Henry Fulton, in

London, who had a warehouse, and Robert’s father intended him to

go there. He was educated so that he might be able to transact

business with foreign merchants. He went to London about the year

1788, but he did not like to be confined in the warehouse or

office. He went to sea many different voyages, was at Greenland,

America, and the Indies. He was often in London, and came

different times to Scotland to see his father, mother, and his

brother and sisters, and also got models and machines made by

his brother’s workmen at Lochwinnoch for some of his inventions.

He was in Scotland about the year 1801, and visited a steam-boat

in the Forth and Clyde Canal along with Henry Bell. He was about

London after that. He had inventions of different things, which

he made offer of to the British Government, but they would give

him no encouragement, after that he went to Paris and made offer

of them to Bonaparte. The British Government, hearing that he

had made offer of them to Bonaparte, issued an order for his

apprehension. He was in Paris about the year 1803, and left for

America in company with the American Consul Livingston. He got

acquainted with his daughter or niece, Harriet Livingston, in the

vessel, and was married to her in a short time after. It was after

that that he started the steam-boat on the Hudson River. He had

been at great expense and got into difficulties for want of money.

He left America and went to Antigua, and commenced business, and

remained there, except when visiting his friends in Scotland. I

recollect him being here, in this house, visiting my father and

mother, my sister and elder brother very well recollect the same;

it was in the year 1821. He returned to Antigua and died in about

a year after that; also his wife died about a year after him. His

will and settlement came home and was in the hands of Martin and

Simpson, writers, Paisley; the way I know this he was uncle to

both my father and mother, their mothers being both sisters of

Robert Fulton.

“The few statements herein contained are within my own knowledge.

“JOHN STEVENSON.”

By this very distinct statement, it appeared we had discovered that the

celebrated Robert Fulton was not merely of Ayrshire parentage, _but was

himself born in Ayrshire_, a fact, if substantiated, of no ordinary

importance to us as Scotsmen, who, proud of our countrymen Watts and

Symington, could now rank with them as a countryman also of our own,

the only rival claimant, of note, to the invention of the marine steam

engine. It may have been the case that he was a renegade, who having

propounded to Napoleon a scheme for the invasion of England, had

disowned the land of his birth, and sought protection as an American

subject—an opinion, however, which tended to confirm our belief

that the Robert Fulton of engineering fame was _really_ a Scotsman.

Indeed, considering the statement made by Mr. Stevenson, there were

many reasons for supposing that such was the case; and our belief was

strengthened when, on searching the parochial register of the parish

of Beith, deposited in the General Register House, Edinburgh, we found

the following entry: “Robert, lawful son to William Fulton and Rosie

Mitchell in Miln of Beith, April 17th; baptised April 22nd, 1764.”

The only real differences (apart from the dates 1764 instead of 1765,

in the statement) which required to be cleared up, was his death in

Antigua in 1821, instead of in New York in 1815, as stated by his

biographers, and, also, the fact of his marriage to Miss Livingston.

To ascertain these points I communicated with the Governor of Antigua,

who courteously obtained and forwarded, in due time, a copy from the

the death of a Robert Fulton at the age of fifty-three, and his burial

on the 25th November, 1819. As this Robert Fulton was buried two years

before Mr. Stevenson saw the Robert Fulton of whom he speaks, as the

copy of his will which the Governor of Antigua was also good enough to

obtain, makes no mention of the name of Livingston, and as no record

could be found of the death in that island of any other person of the

name of Robert Fulton, we reluctantly arrived at the conclusion that,

after all, we had not found the man for whom we had made so diligent a

search.

The incidents in the lives are, however, so much alike, that they are

worthy of record, and may give my readers some idea of the labours of

an author to arrive at the truth; labours which are frequently made in

vain, as in the present instance. But, though the Fulton from Beith was

apparently not the Fulton of fame, I have a strong impression that the

nephew of my old friend Fulton of Ballig was so, though I have not the

time, at present, to make further researches, as this volume is now on

its way to press.

W. S. LINDSAY.

_Shepperton Manor, Nov. 1875._

APPENDIX No. 2. VOL. iv., p. 69.

_Dredging Machines of the River Clyde Trust, with their Dimensions,

Cost, and Power._

The plant is made up as follows:—

6 steam dredgers,

14 steam hopper barges,

1 steam tug,

3 diving bells,

270 punts, and numerous small boats.

The value of the whole plant is estimated at 140,000_l._

General Dimensions of Largest Dredger:—

Ft. In.

Extreme length 161 0

Depth at sides amidships 10 0

Breadth moulded 29 0

Rise of deck at centre 0 10

Sheer of deck 2 3

One bucket ladder, 89 ft. 6 in. between centres.

Size of buckets, 3 ft. 3 in. ⨉ 2 ft. 5 in. ⨉ 1 ft. 11 in.

Capacity of buckets, 13½ cubic ft. each.

Mean working draught, 6 ft. to 7 ft.

Engines.—Horizontal, condensing, 2 cylinders with link motion,

governor, and all recent improvements, say 75 H.P.

Ft. In.

Diameter of cylinders 2 3

Length of stroke 3 0

Average strokes per minute, 33.

Boiler.—Horizontal, tubular, with 3 furnaces, each 3 ft. 1½ in. wide.

Ft. In.

Length at bottom 9 4

Width 11 4

Height 13 10

Working pressure of steam, 10 lbs. to 15 lbs. per square inch.

Consumption of coals, &c.:—

Coals, per day of 10 hours 50 cwts. to 60 cwts.

Tallow, per day of 10 hours about 1 lb.

Oil (lard,)per day of 10 hours 13½ gills.

Waste, per day of 10 hours 1½ lb.

Nos. 11, 12, 13, and 14. STEAM HOPPER BARGES.

General dimensions:—

Ft. In.

Length of keel and fore rake 145 0

Breadth, moulded 25 0

Depth, moulded 11 9

Length of hopper 56 0

Breadth of hopper at deck 19 6

Breadth of hopper at bottom 8 6

Height of coamings at sides of hopper 1 4

Capacity of hopper, about 320 cubic yards, or 400 tons.

Engines, &c.—Direct acting, condensing, 2 cylinders, each 24 in.

diameter and 24 in. stroke. Expansion valves, link motion, &c., say 40

H.P.

Propeller, 3 bladed, 8 ft. diameter, pitch about 16 ft.

Boiler.—Cylindrical, 11 ft. diameter, and 9 ft. 6 in. long, tubular,

fitted with superheater, 2 furnaces, working pressure, 30 lbs. per

square inch.

Draught, speed, &c.—Loaded, with sand, 9 ft. 6 in. forward, and 11

ft. 6 in. aft. Light, boiler full, and 20 tons to 30 tons of coal in

bunkers, 4 ft. forward, and 8 ft. 2 in. aft.

Speed, 8 miles to 9 miles per hour.

Strokes of engine, average 70 per minute.

Steam pressure, 25 lbs., vacuum, 24.

Consumption of coals, &c.:—

Coals, per day of 10 hours 70 cwts.

Tallow, per day of 10 hours 5 lbs.

Oil, per day of 10 hours 20 gills.

Waste, per day of 10 hours 2 lbs.

“The cost of dredging, of course, varies much according to the

character of the material to be lifted, and to the power of the dredger

employed and the capacity of its buckets. The material to be dredged

ranges from silt and sewage deposit to the hardest of gravel and

boulders, completely concreted together. Where good lifting sand was

being dredged, one of the two most powerful of the dredgers lifted, on

each of five consecutive days, 2240 cubic yards, or about 2800 tons;

the engine working 9 hours the first day, 9¾ hours the second, third,

and fifth days, and 9¼ hours the fourth day; the average strokes of the

engine being 33 per minute, and the average depth of water that the

points of the buckets were working at, 20 ft.”

APPENDIX No. 3. VOL. iv., p. 71.

_Ships Launched on the Clyde, 1863-74._

The following return is from the Report, for 1873, of Mr. Wm. West

Watson, Chamberlain to the City of Glasgow.

-----+---------------------+-----------------------

|Amount of new Tonnage|Amount of new Tonnage

Year.| launched | on the Stocks or

| during the year. | under contract at

| |31st Dec. of each year.

-----+---------------------+-----------------------

1863 | 124,000 | 140,000

1864 | 178,505 | 105,957

1865 | 153,932 | 109,404

1866 | 124,513 | 71,869

1867 | 108,024 | 124,082

1868 | 169,571 | 134,818

1869 | 192,310 | 140,999

1870 | 180,401 | 180,175

1871 | 196,229 | 301,809

1872 | 230,347 | 247,345

1873 | 232,926 | 192,608

1874 | 262,430 | 182,303

-----+---------------------+-----------------------

_New Vessels launched on the Clyde during the Year 1874._

Nos. Tons. Nos. Tons.

Iron Steamers under 100 tons each 14 543

Iron Steamers from 100 to 500 tons each 25 7,621

Iron Steamers from 500 to 1000 tons each 29 19,121

Iron Steamers from 1000 to 2000 tons each 23 36,029

Iron Steamers from 2000 to 3000 tons each 25 61,202

Iron Steamers from 3000 tons and upwards 19 70,969

------------ 135 195,485

Iron Sailing Ships, under 500 tons each 1 415

Iron Sailing Ships, from 500 to 1000 tons each 12 8,867

Iron Sailing Ships, from 1000 to 2000 tons each 37 56,266

----------- 50 65,548

Composite Steamer 1 100

Composite Steamer Gunboats for the 2 656

British Government

----------- 3 756

Composite Sailing Ship 1 241

Iron Canal Lighter 1 100

Iron Steam Launches 3 30

Iron Hopper Barges 2 140

Wooden Schooner 1 130

------------

196 262,430

The returns from which this table is constructed were obtained

confidentially from the respective builders, and I may add that the

value of the vessels specified above may be assumed, notwithstanding

a fall of from 2_l._ to 3_l._ a ton, when compared with the value in

the year 1873, as amounting, in round numbers, to the enormous sum

of nearly 6,500,000_l._ sterling.—_Note by Mr. William West Watson,

Chamberlain of the City of Glasgow._

APPENDIX No. 4. VOL. iv., p. 71.

_Shipbuilders on the Clyde, from 1st January to 31st December, 1871._

The following return from the ‘North British Daily Mail’ of 1st

January, 1872, includes not merely the vessels built at Glasgow,

but also at Greenock, Port-Glasgow, Dumbarton, and other places on

the Clyde.

--------------------------------------+----------+--------+---------+---------

Names of Builders. | Steamers.| Sailing| Tonnage.| H.P.

| | Ships.| | Nominal.

--------------------------------------+----------+--------+---------+---------

John Elder & Co., Fairfield | 12 | 2 | 31,889 | 5,275

Caird & Co., Greenock | 6 | .. | 18,400 | 2,820

William Denny & Brothers, Dumbarton | 7 | .. | 14,921 | 1,810

Archibald M’Millan & Son, Dumbarton | 7 | .. | 9,720 | 500

London & Glasgow E. & I. S. Co., L.,} | 8 | .. | 8,740 | 1,220

Glasgow } | | | |

J. & G. Thomson, Govan | 6 | .. | 8,715 | 1,040

A. Stephen & Sons, Linthouse | 5 | 2 | 8,529 | 965

Henderson, Coulburn, & Co., Renfrew | 11 | .. | 7,386 | 1,200

Aitken & Mansel, Whiteinch | 7 | 4 | 6,760 | 840

Blackwood & Gordon, Port-Glasgow | 7 | .. | 6,284 | 870

Barclay, Curle, & Co., Stobcross and} | 7 | 1 | 6,070 | 500

Whiteinch } | | | |

Robert Duncan & Co., Port-Glasgow | 4 | .. | 5,726 | 1,528

R. Napier & Sons, Govan | 5 | .. | 5,709 | 860

Charles Connell & Co., Scotstoun | 3 | .. | 5,560 | 385

Tod & M’Gregor, Patrick | 2 | .. | 5,500 | 710

William Simons & Co., Renfrew | 7 | .. | 5,450 | 1,050

Scott & Co., Greenock | 7 | .. | 4,900 | 710

J. G. Lawrie, Whiteinch | 4 | 1 | 4,760 | 800

John Reid & Co., Port-Glasgow | .. | 5 | 4,620 | ..

Robert Steele & Co., Port-Glasgow | 3 | .. | 4,389 | 611

A. & J. Inglis, Pointhouse | 6 | 2 | 4,322 | 730

Henry Murray & Co., Port-Glasgow | 14 | .. | 3,780 | 569

Dobie & Co., Govan | 5 | .. | 3,445 | 450

Thomas Wingate & Co., Whiteinch | 12 | 5 | 2,947 | 395

William Hamilton & Co., Port-Glasgow | 3 | .. | 2,304 | 308

J. & R. Swan, Dumbarton | 6 | 5 | 2,000 | 230

Cunliffe & Dunlop, Port-Glasgow | 4 | 3 | 1,381 | 210

Thomas B. Seath & Co., Rutherglen | 6 | 9 | 1,000 | 100

Irvine Shipbuilding Co., Irvine | .. | 4 | 973 | ..

John Fullarton & Co., Paisley | 4 | .. | 916 | 173

Robert M’Lea, Rothesay | .. | 5 | 700 | ..

J. & J. Fife, Rothesay | .. | 17 | .. | ..

Scott & M’Gill, Bowling | 2 | 1 | 200 | 20

William Fyfe & Sons, Fairlie | .. | 3 | 175 | ..

Peter Barclay & Sons, Ardrossan | .. | 1 | 117 | ..

--------------------------------------+----------+--------+---------+---------

_Note._—No reliable return similar to the above has been compiled

since 1871 of the names of the builders, and the number of ships built

by each firm, but the aggregate amount of tonnage launched on the Clyde

each year since then, inclusive of 1874, has been quite as great (see

preceding page), though the proportion to each builder has of course

materially varied.

APPENDIX No. 5. VOL. iv., p. 71.

_Shipbuilding on the Wear, from the 1st January to the 31st December,

1874._

The following return from the ‘Sunderland Times’ includes all the

vessels built at Sunderland and places in the immediate vicinity

on the River Wear for the above year.

IRON SHIPS.

-----------------------+--------------------+------+-----+------------------

Builders’ Names. | Ships’ Names. |Tons. |Class| Port of Register.

| | | A 1.|

-----------------------+--------------------+------+-----+------------------

Austin and Hunter |Barambio | 754 | 90 |Bilboa.

” ” |Knight Templar | 1546 | 90 |North Shields.

Bartram, Haswell & Co. |Cumbria | 675 | 100 |Scarbro’.

” ” |Clan MacLeod | 671 | 100 |Glasgow.

” ” |Stag | 1558 | 90 |North Shields.

Blumer, J., and Co. |St. Peter | 753 | 90 |Sunderland.

” ” |Waikato | 1053 | 100 |London.

” ” |Dacca | 1153 | 100 |London.

” ” |Waitangi | 1161 | 100 |London.

” ” |Blyth | 751 | 90 |North Shields.

” ” |Waimate | 1157 | 100 |London.

” ” |Fernglen | 850 | 100 |Sunderland.

Doxford, W., and Sons |Yen-tai | 947 | 100 |London.

” ” |Broomhall | 1430 | 100 |Dundee.

Laing, James |Kashgar | 2621 | 100 |London.

” |St. Lawrence | 2220 | 100 |London.

” |Formosa | 1024 | 100 |London.

Mounsey and Foster |Roderick Dhu | 1723 | 100 |Liverpool.

” ” |Santander | 709 | 90 |Newcastle.

” ” |Imbro | 1222 | 90 |Sunderland.

” ” |Eastern Monarch | 1769 | 100 |London.

” ” |Senator | 1768 | 100 |Liverpool.

” ” |Duchess of Edinburgh| 1766 | 100 |London.

” ” |Dunalistair | 1756 | 100 |Dundee.

” ” |Linguist | 1601 | 100 |Liverpool.

Osborne, Graham & Co. |Lolland | 557 | 90 |Nakskov, Denmark.

” ” |Andes | 866 | 100 |Hull.

” ” |Alexandra | 797 | 90 |Newcastle.

Oswald and Co. |Idomene | 1424 | 100 |Liverpool.

” ” |Respigadera | 1629 | 100 |Liverpool

” ” |Foyle | 1662 | 100 |London.

” ” |Fitzclarence | 917 | 90 |Glasgow.

Pile, W., and Co. |Barossa | 1019 | 100 |London.

” ” |Rodney | 1519 | 100 |London.

” ” |Olive | 885 | 100 |London.

” ” |Plassey | 1764 | 100 |London.

Short Brothers |Arizona | 1288 | 100 |North Shields.

Simey, A., & Co. |Stag | 1048 | 90 |W. Hartlepool.

Thompson, J. L. |Florence Richards | 1051 | 90 |Maryport.

” |S. W. Kelly | 1064 | 100 |Cardiff.

” |Romulus | 1442 | 90 |Sunderland.

Thompson, J. L. |Remus | 1447 | 90 |Sunderland.

” |John Howard | 1237 | 100 |Cardiff.

Thompson, R., jun. |Lochnagar | 1597 | 90 |Aberdeen.

” |Theseus | 1041 | 100 |London.

” |Min | 1411 | 100 |London.

” |Rayner | 1155 | 90 |Newcastle.

Watson (creditors) |Ballochmyle | 1511 | 100 |Greenock.

” ” |Baron Aberdare | 1708 | 100 |London.

-----------------------+--------------------+------+-----+------------------

There are several large vessels at present fitting out, but as they

have not yet been classed, they are not included in Lloyd’s List for

this year.

_Classed at Lloyd’s only._

WOODEN SHIPS.

-----------------------+---------------------+------+-----+------------------

| | |Class|

Builders’ Names. | Ships’ Names. |Tons. | A 1.| Where sold to.

-----------------------+---------------------+------+-----+------------------

Crown, John |Unkomanzi | 333 | 11 |Aberdeen.

” |Robina Dunlop | 512 | 12 |Glasgow.

” |Transvaal | 384 | 12 |Aberdeen.

Gardner, James |Truth | 527 | 13 |Liverpool.

” |Campsie Glen | 510 | 12 |North Shields.

” |Aydon Forest | 522 | 12 |North Shields.

Gibbon, N. |Nancy Holt | 328 | 12 |Liverpool.

” |Lanercost | 562 | 12 |Sunderland.

” |Tonga | 314 | 12 |London.

” |Mary Frost | 325 | 12 |Liverpool.

” |Coomassie | 428 | 12 |South Shields.

” |Glen Ville | 325 | 12 |London.

Gibbon and Sons |Violet | 170 | 11 |Sunderland.

” ” |Emily McLaren | 445 | 12 |Greenock.

Gill, John |Zeeburg | 533 | 12 |Greenock.

Pickersgill, Wm. |Thomas C. Seed | 296 | 12 |Fleetwood.

” |Florence and Margaret| 302 | 12 |Fleetwood.

” |William D. Seed | 757 | 12 |Fleetwood.

” |Emma Crook | 305 | 12 |Fleetwood.

Richardson, W. |Pauline | 472 | 11 |Newcastle.

” |Swallow | 309 | 11 |Dartmouth.

” |Chittagong | 335 | 11 |London.

Thompson, Rich. |Adeliza | 297 | 11 |Fleetwood.

” |Silver Cloud | 304 | 12 |London.

” |Our Annie | 377 | 12 |Fleetwood.

-----------------------+---------------------+------+-----+------------------

_Ships building on the Wear, for the Quarter ending September 30,

1875._

Intended for classification in Lloyd’s Register of British and Foreign

Shipping.

WOODEN SHIPS.

-------------------------+-----+-----------------------+--------

Name of Builder. |Tons.| Progress. |Class A.

-------------------------+-----+-----------------------+--------

Crown, John | 700 |Planked and caulking | *13

Dunn, G. | 50 |Planked | 8

Gardner, J. | 650 |Nearly framed | 12

” | 100 |Planked | 10

Gibbon, N. | 340 | ” | 12

” | 300 |Laying down | 12

Gibbon, J., and Sons | 250 | ” | 12

Pickersgill, William | 300 |Launched | 12

” | 300 |Keel laid | *12

Richardson, W. | 280 |Fitting out | 12

Thompson, Richard | 330 |Nearly ready to launch | 12

” | 490 |Framed | 12

-------------------------+-----+-----------------------+--------

COMPOSITE SHIPS.

-------------------------+-----+-----------------------+--------

Name of Builder. |Tons.| Progress. |Class A.

-------------------------+-----+-----------------------+--------

Laing, James |1200 |Planked and decked | 16

Thompson, R., jun. | 800 |Keel laid | 16

-------------------------+-----+-----------------------+--------

IRON SHIPS.

-------------------------+-----+-----------------------+--------

Name of Builder. |Tons.| Progress. |Class A.

-------------------------+-----+-----------------------+--------

Austin and Hunter | 900 |Launched | 100

” ” | 700 |Building frames | *100

” ” |1000 |Commencing | 100

Bartram, Haswell, and Co.| 900 |Launched | 100

” ” ” |1200 |Plated | 90

” ” ” | 800 |Framing | 100

” ” ” | 650 |Commencing | 100

Blumer, J., and Co. |1100 |Preparing to launch | 90

” ” | 500 |Plating | 100

Doxford, W., and Sons |2700 |Nearly ready to launch | 100

” ” |2700 |Plating | 100

” ” | 650 |Ready to launch | 100

” ” |1700 |Framing | 90

” ” | 700 |Not commenced | 100

Gulston, G. S. | 700 |Ready to launch | 90

Laing, James |2700 | Framed and standing | *100

” |2700 | Not commenced | *100

” |1400 | Ready for sea | 90

” | 620 | Not commenced | 100

Mounsey and Foster | 800 | Launched | 100

” ” | 800 | Plated | 100

Osbourne, Graham, and Co.|1320 | Ready to launch | 100

” ” ” | 780 | In frame | 100

” ” ” |1340 | Laving down | 100

Oswald, T. R. |1470 | In frame | 100

” |1420 | Fitting out | 100

Short Brothers |1500 | Plating | 100

Simey and Co. | 875 | Finishing | 90

Thompson, Robert, jun. | 500 | Finishing | 100

Thompson, J. L., and Sons| 600 | Preparing material | 100

Watson, W. (creditors) |1600 | Framed | 100

-------------------------+-----+-----------------------+-----

Vessels sold 41

Vessels *unsold 5

Vessels building 46

Tonnage 44,115 tons

Total last quarter, 57 vessels, of 57,803 tons

LIVERPOOL UNDERWRITERS’ REGISTRY FOR IRON VESSELS.

_List of Vessels building on the Wear, for the Quarter ending September

30, 1875._

------------------------+------+-------+------------

Name of Builder. | Tons.| | Progress.

------------------------+------+-------+------------

Jas. Laing | 1164 | S.S. | Completing.

” | 1000 | S.S. | Completing.

” | 1250 | S.S. | Completing.

” | 900 | S.S. | Plating.

” | 800 | S.S. | Plating.

” | 600 | Barque| Commencing.

T. R. Oswald | 1900 | Ship | Fitting out.

” | 1830 | Ship | Completing.

” | 1630 | Ship | Plating.

Short Brothers | 1200 | S.S. | Completing.

Wm. Doxford and Sons | 1000 | Barque| Completing.

Mounsey and Foster | 900 | Barque| Completing.

Austin and Hunter | 900 | Barque| Completing.

Osborne, Graham, and Co.| 1200 | Ship | Commencing.

G. S. Gulstan | 900 | S.S. | Completing.

------------------------+------+-------+------------

The following table shows the number of ships built each year on the

Wear since 1858, with the aggregate and average tonnage.

-----+-----+---------+---------

Year.| No. | Tons. | Average

| | | Tons.

-----+-----+---------+---------

1858 | 110 | 42,003 | 381

1859 | 100 | 37,184 | 371

1860 | 112 | 40,201 | 358

1861 | 126 | 46,778 | 371

1862 | 160 | 56,921 | 355

1863 | 171 | 70,040 | 410

1864 | 153 | 71,987 | 470

1865 | 172 | 73,134 | 425

1866 | 145 | 62,719 | 432

1867 | 128 | 52,249 | 408

1868 | 138 | 70,302 | 509½

1869 | 122 | 72,420 | 585⅓

1870 | 103 | 70,084 | 680½

1871 | 97 | 81,903 | 844⅓

1872 | 122 | 131,825 | 1,080½

1873 | 96 | 100,324 | 1,045

1874 | 95 | 99,731 | 1,049¾

-----+-----+---------+---------

APPENDIX No. 6. VOL. iv., p. 96.

_Relative Weight and Strength of Wooden and Iron Ships._

Forty years ago the relative general difference between the weight of

wooden and iron vessels may be fairly taken as stated by Mr. Laird in

his evidence; but, inasmuch as iron ships have gone on since that date

increasing in length, and wooden ships rarely exceeded 5½ times their

beam, the weights relatively have increased, and may now be taken in a

vessel of the same tonnage as 6-10 against wooden ships of a high class

which would be built of timber of high specific gravity. As the weight

of timber varies from 45 to 64 lbs. per cubic foot, the weight of a

ship is consequently regulated by her class, as also by her length; and

as a ship of ten times her beam must necessarily be built of heavier

scantling than one of the same register tonnage, a long and high-class

ship will necessarily be of greater weight than a short vessel of

inferior description.

In an interesting paper on the strength of iron ships, by Mr. William

John, Assistant Surveyor of Lloyd’s Registry, which will be found among

the Transactions of the Institution of Naval Architects for 1874, that

gentleman gives the weight of iron ships of superior class, under 340

feet in length, and of 2500 tons burden, as 1596 tons.

APPENDIX No. 7. VOL. iv., p. 146.

_Description of Machinery and Boilers of the American coasting Steamers

“Bristol” and “Providence.”_

_Beam Engine._—Cylinder, 110 in. diameter, with a stroke of 12

ft. Balance, puppet valves, with adjustable drop cut off. Surface

condenser, with 8500 square ft. of tube surface. Bucket and plunger

circulating pump connected with beam.

_Paddle-Wheels._—Of iron, 39 ft. 6 in. diameter, with a face of 12 ft.

Wheel-shaft, 21 in. diameter.

_Boilers._—Three in number, extending fore and aft the vessel in the

hold. Fire-room, athwart ship. Boilers of the flue and tubular type;

with double tier of furnaces, one above the other, on the plan for

which the constructing engineer has a patent. Shell of boilers, back of

furnaces, circular. Extreme length, 35 ft. Diameter of round shell, 12

ft. 5 in. Width of furnace front, 12 ft. 7 in. Number of furnaces in

each boiler, four. Interior of boilers, flues below, and 5-in. tubes

above.

Total amount of fire-surface 13,800 square ft.

Grate-surface 510 square ft.

Pressure of steam carried, 25 lbs. to square inch.

Effective horse-power, 3000.

Speed, 18 to 20 miles per hour.

Engines and boilers designed by Erastus W. Smith of New York.

The engines of the _Bristol_ and _Providence_ are believed to be the

largest single marine engines afloat in any part of the world.

APPENDIX No. 8. VOL. iv., p. 219.

(TRANSATLANTIC STEAM.)

_Comparative Statement of average Sailings of Collins and Cunard Lines

for the second half of the Year 1851._

------------------------------------------------+--------------------------

The following is extracted from ‘The New | But the Cunard Company

York Courier and Engineer:’— | themselves give the

| following returns of the

Collins Line—14 trips, Liverpool to New York. | sailings of their steamers:—

| Days.| Hrs.| Min.|

Total time occupied | 158 | 21 | 15 |

Average time per trip | 11 | 8 | |

Quickest trip by “Baltic” | 9 | 13 | .. |

Longest trip by “Atlantic” | 13 | 17 | 30 |

Cunard Line—13 trips, Liverpool to New York. |

| Days.| Hrs.| Min.| | Days.| Hrs.| Min.|

Total time occupied | 161 | 4 | 15 | .. | 155 | 17 | 26 |

Average time per trip | 12 | 9 | .. | .. | 11 | 23 | 30 |

Quickest trip by “Africa” | 10 | 6 | .. | “Africa” | 10 | 10 | 50 |

Longest trip by “Europa” | 16 | 20 | .. | “Europa” | 17 | 2 | 50 |

Collins Line—13 trips, New York to Liverpool. |

| Days.| Hrs.| Min.|

Total time occupied | 142 | 10 | 45 |

Average time per trip | 10 | 23 | .. |

Quickest trip by “Baltic” | 10 | 4 | 45 |

Longest trip by “Baltic” | 12 | 9 | .. |

Cunard Line—14 trips, New York to Liverpool. |

| Days.| Hrs.| Min.| | Days.| Hrs.| Min.|

Total time occupied | 160 | 18 | 44 | .. | 147 | 18 | 1 |

Average time per trip | 11 | 11 | .. | .. | 10 | 13 | 17 |

Quickest trip by “Africa” | 10 | 9 | 20 | “Africa” | 10 | 5 | 35 |

Longest trip by “Europa” | 14 | 3 | .. | “Canada” | 12 | 21 | 20 |

The following are the names and voyages of the Cunard Steamers making

the above averages:—

| Days.| Hrs.| Min.| | Days.| Hrs.| Min.

Asia | 13 | 14 | 30 | Asia | 10 | 15 | 11

Africa | 14 | 13 | 55 | Africa | 10 | 17 | 28

Asia | 13 | 1 | 40 | Asia | 10 | 6 | 40

Africa | 12 | 1 | 45 | Africa | 10 | 8 | 50

Asia | 10 | 23 | 25 | Asia | 10 | 6 | ..

Europa | 11 | 19 | 49 | Europa | 10 | 19 | 37

Africa | 10 | 21 | 44 | Africa | 10 | 17 | 35

Asia | 10 | 21 | 15 | Asia | 10 | 2 | 47

Niagara | 12 | 22 | .. | Niagara | 10 | 21 | 50

Africa | 11 | 1 | 5 | Africa | 10 | 4 | 30

Asia | 11 | .. | 15 | Asia | 10 | 20 | 28

Niagara | 12 | 9 | 13 | Niagara | 10 | 20 | 40

Africa | 10 | 10 | 50 | Africa | 10 | 5 | 35

| | | | Asia | 10 | 18 | 50

+------+-----+-----+ +------+-----+----

155 | 17 | 26 | | 147 | 18 | 1

---------------+-----+-----+----------+------+-----+----

_Comparative Statement of average Sailings of Collins Line and Cunard

Line for the first half of the Year 1852._

-------------------------------------------------+------------------------------

The following is extracted from ‘Huntz’s | But the Cunard Company

Merchant’s Magazine,’ September 1852:— |themselves give the

|following returns of the

Collins Line—13 trips, Liverpool to New York. |sailings of their steamers:—

|Days.|Hrs.|Min. |

Total time occupied | 154 | 20 | 15 |

Average time per trip | 11 | 22 | .. |

Quickest trip by “Atlantic” | 10 | 3 | .. |

Longest trip by “Pacific” | 15 | 4 | 30 |

Cunard Line—13 trips, Liverpool to New York. |

|Days.|Hrs.|Min. | |Days.|Hrs.|Min.

Total time occupied | 170 | 15 | 45 | | 163 | 12 | 18

Average time per trip | 13 | 3 | 3 | | 12 | 13 | 52

Quickest trip by “Asia” | 10 | 19 | .. |“Asia” | 10 | 22 | 10

Longest trip by “Niagara” | 20 | 19 | .. |“Canada” | 17 | 22 | 30

Collins Line—13 trips, New York to Liverpool. |

|Days.|Hrs.|Min. |

Total time occupied | 143 | 17 | 50 |

Average time per trip | 11 | 1 | .. |

Quickest trip by “Arctic” | 9 | 13 | 30 |

Longest trip by “Baltic” | 12 | 21 | .. |

Cunard Line—13 trips, New York to Liverpool. |

|Days.|Hrs.|Min. | |Days.|Hrs.|Min.

Total time occupied | 145 | 13 | 30 | | 141 | 18 | 32

Average time per trip | 11 | 5 | .. | | 10 | 21 | 44

Quickest trip by “Asia” | 10 | 5 | 10 |“Asia” | 10 | .. | ..

Longest trip by “Asia” | 12 | 21 | 30 |“Asia” | 12 | 16 | 41

The following are the names and voyages of the Cunard steamers making

the above averages:—

|Days|Hrs.|Min.| |Days.|Hrs.|Min.

Asia | 13 | 12 | 50 | Asia | 10 | 5 | ..

Canada | 17 | 22 | 30 | Canada | 11 | 17 | ..

Africa | 14 | .. | 40 | Africa | 12 | 5 | 40

Asia | 12 | 23 | 50 | Asia | 12 | 16 | 41

Europa | 12 | 4 | 11 | Europa | 11 | 8 | ..

Africa | 11 | 10 | 45 | Africa | 10 | 14 | 40

Asia | 11 | 3 | 40 | Asia | 10 | .. | 40

Europa | 12 | 9 | 26 | Europa | 11 | 1 | 5

Africa | 11 | 23 | 30 | Africa | 10 | 4 | 45

Asia | 10 | 22 | 10 | Asia | 10 | 10 | 45

Europa | 11 | 8 | 20 | Europa | 10 | 20 | 3

Africa | 11 | 15 | 16 | Africa | 10 | 10 | 13

Asia | 11 | 20 | 10 | Asia | 10 | .. | ..

+----+----+----+ +-----+----+----

|163 | 12 | 18 | | 141 | 18 | 32

--------+----+----+----+------------+-----+----+----

APPENDIX No. 9. VOL. iv., p. 227.

_“Persia’s” Passages (out and home) Liverpool and New York._

------------+--------+---------+---------------------------+--------------

| | | | Consumption

| | | Detention at Queenstown, | of Coal per

Date. |Outward.|Homeward.| Bar, &c. | Indicated

| | | |H.P. per hour.

------------+--------+---------+---------------------------+--------------

1856. |D. H. M.| D. H. M.| | lbs.

Jan. 26 1|14 3 0| .. | .. | 3·47

Mar. 8 2|12 1 25| 9 12 7| |

Apr. 19 3|10 1 30| 9 8 50| |

July 12 4|10 19 13| 9 4 35| |

Aug. 23 5|10 22 7| 9 18 37| |

Oct. 4 6|10 2 32| 9 7 2| |

Nov. 15 7|10 3 0| 9 11 20| |

| | | |

1857. | | | |

Jan. 10 8|14 5 12| 9 6 20| |

Feb. 21 9|13 7 58| 10 16 0| |

June 13 10| 9 21 41| 9 2 55| |

July 25 11|11 1 0| 9 10 38| |

Sept. 5 12|10 2 6| 9 11 43| |

Oct. 17 13|11 7 15| 9 17 5| |

Dec. 12 14|12 21 40| 9 21 40| |

| | | |

1858. | | | |

Mar. 20 15|10 19 56| 9 17 15| |

May 1 16|10 7 0| 9 17 5| |

June 5 17|10 16 0| 9 6 28| | 3·47

July 24 18|10 6 20| 9 16 55| |

_For Newfoundland for “Europa” Passengers._

Sept. 4 19|12 9 0| 9 21 10| |

Oct. 16 20| 9 22 30| 10 8 22| |

Nov. 27 21|15 7 20| 9 19 0| |

| | | |

1859. | | | |

Mar. 19 22|11 4 30| 10 17 20| |

Apr. 30 23|11 4 47| 9 7 40| |

June 11 24|10 9 25| 9 4 30| |

July 23 25|10 21 50| 9 16 45| |

Sept. 3 26|15 18 10| 9 17 2| 3 Days—Broke crank-pin. |

Oct. 15 27|10 21 8| 9 11 49| |

Nov. 26 28|12 1 45| 9 20 12| |

| | | |

1860. | | | |

Mar. 31 29|11 17 45| 9 19 12| |

May 12 30|11 6 10| 9 15 43| |

June 23 31|12 6 18| 9 8 45| |

Aug. 4 32|11 1 35| 9 7 41| |

Sept. 15 33|12 8 13| 9 18 30| |

Oct. 27 34|10 18 30| 10 19 5| |

Dec. 8 35|12 3 10| 10 8 57| | 3·47

| | | |

1861. | | | |

Mar. 30 36|10 1 30| 9 17 50| |

May 11 37|10 13 50| 10 10 25| |

June 22 38|11 1 0| 9 18 5| |

Aug. 3 39|11 1 30| 10 12 27| Bell Buoy 12 hours. |

Sept. 14 40|10 22 0| 10 19 47| |

Oct. 26 41|10 3 13| 11 16 17| |

|Bic Bic to Halifax Halifax Home. |

Dec. 15 42|10 22 15| 2 23 55| 8 Days, 1 hour, 4 min. |

| | | |

1862. | | | |

Apr. 12 43|11 15 45| 9 17 17| Queenstown 10 hrs. out. |

May 24 44|11 19 8| 9 16 40| |

July 5 45|11 2 25| 9 19 33| |

Aug. 16 46|11 3 5| 10 4 35| Queenstown 6½ hrs. out. |

Sept. 27 47|12 8 53| 9 13 28| |

Nov. 8 48|12 14 5| 13 13 55| |

| | | |

1863. | | | |

Apr. 11 49|11 2 28| 10 5 45| |

May 23 50|10 23 45| 9 22 30| |

July 4 51|10 14 17| 10 0 55| |

| | | {Queenstown. |

Aug. 15 52|11 3 30| 10 11 45| { H. M. H. M. |

| | | {Out, 4 20. Home, 1 45. |

Sept. 26 53|11 5 5| 10 10 5| ” 5 53. ” ” |

Nov. 7 54|11 19 40| 9 22 2| |

| | | {Bar. } |

Dec. 19 55|11 22 44| 10 5 40| { H. M. H. M.} | 3·47

| | | {Out, 3 0. Home, 4 0.} |

1864. | | | |

Mar. 26 56|11 10 45| 10 1 20| Out, 7 5. |

| | | {Queenstown. |

May 7 57|11 10 | 10 10 50| { H. M. H. M. |

| | | {Out, 7 10. Home, 2 10. |

July 30 58|11 13 20| 9 20 15| |

| | | {Bar. |

Sept. 10 59|11 8 20| 10 8 30| { H. M. H. M. |

| | {Out, 4 15. Home, 9 40. |

| | | {Queenstown. |

Oct. 22 60|10 23 47| 9 20 0| { H. M. H. M. |

| | | {Out, 5 17. Home, 1 0. |

| | | |

1865. | | | |

Apr. 8 61|11 10 15| 10 4 45| ” 7 30. ” 1 25. |

May 20 62|11 10 40| 10 6 5| ” 3 10. ” 1 30. |

July 1 63|11 1 0| 10 5 8| ” 5 35. ” 1 20. |

Aug. 12 64|11 0 30| 9 21 10| ” 5 15. |

Sept. 23 65|10 18 45| 9 22 0| ” 7 0. ” 0 37. |

Nov. 4 66|10 23 0| 11 0 40| ” 7 30. |

| | | |

1866. | | | |

Apr. 7 67|12 12 20| 9 21 20| ” 6 17. |

May 19 68|10 11 55| 9 15 55| ” 7 0. | 3·47

June 30 69|12 3 35| 9 20 20| ” 6 45. |

Aug. 11 70|11 4 10| 9 18 20| ” 6 35. |

Sept. 22 71|13 11 55| 9 20 15| ” 8 25. |

Nov. 3 72|10 23 35| 9 21 55| ” 0 35. ” 1 5. |

Dec. 29 73|13 0 55| 10 5 0| ” 1 20. |

| | | |

1867. | | | |

Apr. 20 74|12 11 50| 11 19 55| ” 5 15. |

June 1 75|11 21 35| 10 4 25| ” 9 5. ” 1 7. |

July 13 76|10 23 25| 9 9 10| ” 0 55. ” 0 20. |

Aug. 24 77|11 2 55| 9 13 15| ” 2 30. |

Oct. 5 78|11 23 30| 10 12 20| ” 4 5. | 3·47

Nov. 16 79|10 4 25| 11 19 0| ” 7 15. |

Dec. 28 80|13 7 10| 10 17 25| ” 6 55. |

------------+--------+---------+---------------------------+--------------

APPENDIX No. 10. VOL. iv., p. 237.

_Account of Steamers belonging to the Cunard Company, in 1875._

(The vessels of this Company, which is a private undertaking,

belong solely to Messrs. Burns, Glasgow, Messrs. MacIver,

Liverpool, and Mr. William Cunard, London.)

BETWEEN LIVERPOOL AND UNITED STATES.

---+---------------------+------------+--------+--------+--------

| +------------+--------+--------+--------

1 | Atlas | 1860 | 2,393 | 1,552 | 300

2 | Calabria | ” | 2,901 | 1,730 | 409

3 | Hecla | ” | 2,421 | 1,578 | 270

4 | Marathon | ” | 2,403 | 1,552 | 300

5 | Olympus | ” | 2,415 | 1,585 | 270

6 | Scotia | 1862 | 3,871 | 2,124 | 1,000

7 | China | ” | 2,638 | 1,613 | 420

8 | Cuba | 1864 | 2,668 | 1,534 | 560

9 | Aleppo | 1865 | 2,056 | 1,398 | 280

10 | Java | ” | 2,696 | 1,760 | 600

11 | Malta | ” | 2,132 | 1,449 | 280

12 | Tarifa | ” | 2,058 | 1,399 | 280

13 | Palmyra | 1866 | 2,043 | 1,389 | 260

14 | Russia | 1867 | 2,960 | 1,709 | 600

15 | Siberia | 1868 | 2,497 | 1,698 | 300

16 | Samaria | 1870 | 2,605 | 1,694 | 300

17 | Abyssinia | ” | 3,253 | 2,075 | 500

18 | Algeria | ” | 3,298 | 2,104 | 500

19 | Batavia | ” | 2,553 | 1,627 | 450

20 | Parthia | ” | 3,166 | 2,035 | 450

21 | Bothnia | ” | 4,535 | 2,923 | 600

22 | Scythia | 1874 | 4,557 | 2,923 | 600

23 | Saragossa | ” | 2,262 | 1,429 | 300

24 | Jackal (Tender) | 1853 | 180 | 111 | 100

25 | Satellite (Tender) | 1848 | 157 | 82 | 80

| | +--------+--------+--------

| | | 64,718 | 41,073 | 10,009

---+---------------------+------------+--------+--------+--------

BETWEEN LIVERPOOL, HAVRE, AND THE MEDITERRANEAN.

---+---------------+-------------+--------+--------+-------

| +-------------+--------+--------+-------

1 | Balbec | 1853 | 774 | 484 | 130

2 | British Queen | ” | 763 | 565 | 150

3 | Stromboli | 1856 | 734 | 619 | 120

4 | Kedar | 1860 | 1,875 | 1,215 | 212

5 | Sidon | 1861 | 1,853 | 1,198 | 212

6 | Morocco | ” | 1,855 | 1,193 | 212

7 | Trinidad | 1872 | 1,899 | 1,228 | 300

8 | Demerara | ” | 1,904 | 1,231 | 300

9 | Nantes | 1873 | 1,472 | 949 | 160

10 | Brest | 1874 | 1,472 | 949 | 160

11 | Cherbourg | ” | 1,614 | 949 | 170

| | +--------+--------+--------

| | | 16,215 | 10,580 | 2,126

---+---------------+-------------+--------+--------+--------

HALIFAX AND BERMUDA TRADE.

---+---------------+-------------+--------+--------+--------

| +-------------+--------+--------+--------

1 | Delta | 1854 | 644 | 428 | 120

2 | Alpha | 1863 | 653 | 513 | 112

3 | Beta | 1874 | 1,087 | 677 | 160

| | +--------+--------+--------

| | | 2,384 | 1,618 | 392

---+---------------+-------------+--------+--------+--------

GLASGOW AND LIVERPOOL.

---+---------------+-------------+--------+--------+--------

| +-------------+--------+--------+--------

1 | Penguin | 1864 | 680 | 439 | 180

2 | Raven | 1869 | 778 | 490 | 150

3 | Owl | 1872 | 914 | 502 | 230

| | +--------+--------+--------

| | | 2,372 | 1,431 | 560

---+---------------+-------------+--------+--------+--------

GLASGOW AND BELFAST.

---+---------------------+------------+--------+-------+------

| +------------+--------+-------+------

1 | Buffalo | 1865 | 686 | 391 | 280

2 | Llama | ” | 686 | 391 | 280

3 | Camel | 1866 | 691 | 393 | 280

4 | Racoon | 1868 | 831 | 479 | 300

5 | Hornet | 1874 | 548 | 322 | 100

6 | Wasp | ” | 550 | 320 | 100

| | +--------+-------+------

| | | 3,992 | 2,296 | 1,340

---+---------------------+------------+--------+-------+------

GLASGOW AND LONDONDERRY.

---+---------------------+------------+--------+-------+------

| +------------+--------+-------+------

1 | Bear | 1870 | 691 | 331 | 150

---+---------------------+------------+--------+-------+------

SUMMARY.

--------------------------------------+-----------------+-------

| Tonnage. |

+--------+--------+ Horse

| Gross. | Nett. | Power.

+--------+--------+-------

Transatlantic | 64,718 | 41,073 | 10,009

Mediterranean and Havre | 16,215 | 10,580 | 2,126

Halifax and Bermuda | 2,384 | 1,618 | 392

Glasgow and Liverpool | 2,372 | 1,431 | 560

Glasgow and Belfast | 3,992 | 2,296 | 1,340

Glasgow and Londonderry | 691 | 331 | 150

+--------+--------+-------

49 vessels | 90,372 | 56,329 | 14,577

--------------------------------------+--------+--------+-------

APPENDIX NO. 11. VOL. iv., p. 238.

_Table showing the Progress of Improvement in the Cunard Steamers from

1840 to 1875._

PARTICULARS OF SHIP

---------+---------------------------------------------------------

Name +----------------------+-----+----------------------------

| | |

of | Built. | | Tonnage.

| |Wood |

Ship. +------+-----+---------+ +-----------+---------+------

| | | | | | |

---------+------+-----+---------+-----+-----------+---------+------

Acadia |Clyde |1840 | J. Wood | W | 524 | 615 | 1139

Britannia| ” | ” |R. Duncan| ” | ” | ” | ”

Caledonia| ” | ” | C. Wood | ” | ” | ” | ”

Columbia | ” | ” |R. Steel | ” | ” | ” | ”

Hibernia | ” |1843 | ” | ” | 631 | 791 | 1422

Cambria | ” |1845 | ” | ” | 662 | 760 | ”

America | ” |1848 | ” | ” | 841 | 984 | 1825

Niagara | ” | ” | ” | ” | 817 | 1008 | ”

Europa | ” | ” | J. Wood | ” | 824 | 1010 | 1834

Canada | ” | ” |R. Steel | ” | 830 | 1001 | 1831

Asia | ” |1850 | ” | ” | 1012 | 1214 | 2226

Africa | ” | ” | ” | ” | 1010 | 1216 | ”

Arabia | ” |1852 | ” | ” | 928 | 1474 | 2402

Persia | ” |1855 |R. Napier|Iron | 1221 | 2079 | 3300

Scotia | ” |1862 | ” | ” | 1746 | 2125 | 3871

China | ” | ” | ” | ” | 990 | 1539 | 2529

Cuba | ” |1864 | Tod & | ” | 1133 | 1534 | 2668

Java | ” |1865 | J. & G. | ” | 936 | 1760 | 2697

Russia | ” |1867 | ” | ” | 1250 | 1709 | 2959

Calabria | ” | -- | ” | ” | 1171 | 1731 | 2902

Abyssinia| ” |1870 | ” | ” | 1177 | 2076 | 3253

Algeria | ” | ” | ” | ” | 1193 | 2104 | ”

Bothnia | ” |1874 | ” | ” | 1612 | 2923 | 4556

Scythia | ” | ” | ” | ” | 1650 | 2906 | ”

---------+------+-----+---------+-----+-----------+---------+------

---------+----------+--------+-------+------------------------------

| | | |

Name | | | | When half coals are burnt.

| Length | | |

of | of Keel |Breadth | Depth +--------+--------+-------------

| and | of | of | Mean | Area, |

---------+----------+--------+-------+--------+--------+-------------

Acadia | 207 |34.2 | 22.4 | 16.10 | 520 | 2050

Britannia| ” | ” | ” | ” | ” | ”

Caledonia| ” | ” | ” | ” | ” | ”

Columbia | ” | ” | ” | ” | ” | ”

Hibernia | 219 |35.9 | 24.2 | 17. 3 | 549 | 2580

Cambria | ” | ” | ” | ” | ” | ”

America | 251 |38.0 | 25.3 | 17. 9 | 576 | 3100

Niagara | ” | ” | ” | ” | ” | ”

Europa | ” |38.2 | 25.4 | 17. 9 | 580 | ”

Canada | ” |38.0 | 25.7 | 17. 9 | 576 | ”

Asia | 266 |40.0 | 27.2 | 18. 9 | 657 | 3620

Africa | ” | ” | ” | ” | ” | ”

Arabia | 285 |40.8 | 27.7 | 19. 0 | 686 | 3950

Persia | 376 |45.3 | 29.9 | 20. 0 | 828 | --

Scotia | 379 |47.8 | 30.5 | ” | -- | --

China | 326 |40.5½ | 27.7 | ” | 728 | --

Cuba | 338 |42.0 | ” | ” | 796 | 4100

Java | 337 |42.6 | ” | ” | 798 | 4120

Russia | 358 |42.6 | 28.0 | ” | ” | 4750

Calabria | 331 |42.0 | ” | 22. 0 | 796 | --

Abyssinia| 363 | ” | 34.0 | 20. 0 | ” | 4950

Algeria | ” | ” | ” | ” | ” | ”

Bothnia | 425 | ” | 35.0 | ” | ” | 6080

Scythia | ” | ” | ” | ” | ” | ”

---------+----------+--------+-------+--------+--------+-------------

PARTICULARS OF ENGINES.

---------+-------+---------+------------------------+---------+-------

Name |Paddle | Common +---------------+--------+Diameter |Length

| or | or | | | of | of

---------+-------+---------+---------------+--------+---------+-------

Acadia |Paddle.| Common. | Side Lever. | Jet. | 72½ | 82

Britannia| ” | ” | ” | ” | ” | ”

Caledonia| ” | ” | ” | ” | ” | ”

Columbia | ” | ” | ” | ” | ” | ”

Hibernia | ” | ” | ” | ” | 77½ | 90

Cambria | ” | ” | ” | ” | ” | ”

America | ” | ” | ” | ” | 72½ | 82

Niagara | ” | ” | ” | ” | ” | ”

Europa | ” | ” | ” | ” | 90 | 96

Canada | ” | ” | ” | ” | ” | ”

Asia | ” | ” | ” | ” | 96¼ | 108

Africa | ” | ” | ” | ” | ” | ”

Arabia | ” | ” | ” | ” | 103 | 108

Persia | ” | ” | ” | ” | 100½ | 120

Scotia | ” | ” | ” | ” | 100 | 144

China |Screw. | ” |Oscill. geared.| Sur. | 80¼ | 66

Cuba | ” | ” | ” | ” | 82 | 72

Java | ” | ” | Inv. Direct. | ” | 85 | 42

Russia | ” | ” | ” | ” | 87 | 48

Calabria | ” | ” | ” | ” | 72 | 48

Abyssinia| ” | ” | ” | ” | ” | ”

Algeria | ” | ” | ” | ” | ” | ”

Bothnia | ” |Compound.| ” | ” | 104.60 | 54

Scythia | ” |Compound.| ” | ” | ” | ”

---------+-------+---------+---------------+--------+---------+-------

---------+--------------------------------------------

| Boilers and Furnaces.

Name +-----------+---+---------+----------+-------

of | of |No.| of | Area. |Surface

---------+-----------+---+---------+----------+-------

Acadia | Flue. | 4 | 12 | 222 | 2698

Britannia| ” | ” | ” | ” | ”

Caledonia| ” | ” | ” | ” | ”

Columbia | ” | ” | ” | ” | ”

Hibernia | ” | ” | 16 | 247 | 3788

Cambria | ” | ” | ” | ” | ”

America | ” | ” | ” | 300 | 4750

Niagara | ” | ” | ” | ” | ”

Europa | ” | ” | ” | 314 | 4796

Canada | ” | ” | ” | ” | ”

Asia | ” | ” | 20 | 417 | 7032

Africa | ” | ” | ” | ” | ”

Arabia | Tubular. | 4 | 24 | 642 | 16948

Persia | ” | 8 | 40 | 800 | 26080

Scotia | ” | ” | -- | -- | --

China | ” | 4 | 24 | 432 | 11920

Cuba | ” | ” | ” | ” | ”

Java | ” | ” | ” | ” | ”

Russia | ” | ” | 28 | 504 | 13910

Calabria | ” | ” | 24 | 432 | 11920

Abyssinia| ” | ” | ” | ” | ”

Algeria | ” | ” | ” | ” | ”

Bothnia | ” | 8 | ” | 444 | 11758

Scythia | ” | ” | ” | ” | ”

---------+-----------+---+---------+----------+-------

----------+-----------------+----------------------------

| Horse-power. | Coal Consumed.

Name +-------+---------+---------+---------+--------

----------+-------+---------+---------+---------+--------

Acadia | 425 | 740 | 4.7 | 4. | 38

Britannia | ” | ” | ” | ” | ”

Caledonia | ” | ” | ” | ” | ”

Columbia | ” | ” | ” | ” | ”

Hibernia | 500 | 1040 | 4.3 | 4.2 | 44

Cambria | ” | ” | ” | ” | ”

America | 670½ | 1400 | 4. | 5. | 60

Niagara | ” | ” | ” | ” | ”

Europa | 689½ | 1450 | ” | ” | ”

Canada | ” | ” | ” | ” | ”

Asia | 824 | 1000 | 3.92 | 6.2 | 76

Africa | ” | ” | ” | ” | ”

Arabia | 938 | 3000 | 3.75 | 8.5 | 120

Persia | 917 | 3600 | 3.7 | 8.5 | 150

Scotia | 974½ | 4200 | 3.65 | 10. | 164

China | 484 | 2200 | 3.3 | 5.4 | 82

Cuba | 520 | 2300 | 3.3 | 5.5 | 83

Java | 465½ | 2440 | ” | ” | 85

Russia | 492 | 2800 | ” | ” | 90

Calabria | 350 | 2480 | 3.4 | 5.6 | 86

Abyssinia | ” | ” | 3.4 | ” | ”

Algeria | ” | ” | ” | ” | ”

Bothnia | 507 | 2780 | 2.2 | 4.1 | 63

Scythia | ” | ” | 2.2 | ” | ”

----------+-------+---------+---------+---------+--------

----------+--------------------------------------------

| GENERAL REMARKS.

Name +---------+---------+--------------+---------

| Bunker | Cargo | Cabin | Average

of |capacity.|capacity.|accommodation.| speed

| | | |per hour.

Ship. | | | Number |

| tons | tons | of |

| weight. | weight. | adults. | knots.

----------+---------+---------+--------------+---------

Acadia | 640 | 225 | 90 | 8.3

Britannia | ” | ” | ” | 8.4

Caledonia | ” | ” | ” | 8.7

Columbia | ” | ” | ” | 8.5

Hibernia | 740 | 300 | 110 | 8.9

Cambria | ” | ” | ” | 9.6

America | 840 | 450 | 140 | 10.1

Niagara | ” | ” | ” | ”

Europa | ” | ” | ” | 10.2

Canada | ” | ” | ” | 10.5

Asia | 930 | 500 | 160 | 12.3

Africa | ” | ” | ” | ”

Arabia | 1400 | ” | ” | 12.5

Persia | 1640 | 1100 | 180 | 12.9

Scotia | 1800 | 1400 | 240 | 13.

China | 1100 | 1050 | 160 | 12.9

Cuba | ” | 1100 | ” | 12.8

Java | ” | ” | ” | ”

Russia | 1180 | 1260 | 180 | 13.

Calabria | ” | 1100 | 150 | ”

Abyssinia | ” | 1600 | 180 | 12.5

Algeria | ” | ” | ” | ”

Bothnia | 940 | 3000 | 340 | 13.

Scythia | ” | ” | ” | ”

----------+---------+---------+--------------+---------

Though these celebrated steamers must have made, in the course of the

35 years, two or three thousand passages across the Atlantic, they

never lost a life nor a letter entrusted to their charge, through any

of the so-called ordinary disasters of the sea.—See _text_, p. 239.

------------------------------------------------------------------------------

ANALYSIS OF DIFFERENCE BETWEEN “BRITANNIA” AND “BOTHNIA.”

--------------------+------------+----------------------+---------------------

|“Britannia.”| “Bothnia.” | Difference in favour

| | | of “Bothnia.”

+------------+----------------------+---------------------

Year Built | 1840. | 1874. |

| | |

Cargo Capacity | 225 Tons. | 3000 Tons. | 13·75 times more.

| | |

Passenger |90 Persons. | 340 Persons | 3·70 times more.

Accommodation | (1st Class)| (1st Class, not |

| | including steerage.) |

| | |

Average speed | 8·4 Knots. | 13 Knots. | 1·46 times faster.

per hour | | |

| | |

Consumption of fuel | 4·7 lbs. | 2·2 lbs. |Decrease of 2·5 lbs.,

per indicated horse| | | or more than one-half

power, per hour | | | saved.

Mr. McGregor Laird, in his remarkably prophetic letter on Transatlantic

steam voyages (see note, text, p. 171), which appeared under the

signature of “Chimera” in the _Liverpool Albion_, 28th December 1835,

estimated the consumption of coal at 9½ lbs. per horse per hour, but

considered that quantity could be reduced by working large engines

expansively. The first steamer of the Cunard Company in 1840 consumed

close upon 5 lbs.; the last a little over 2 lbs. If we can still only

convert one-sixth of the heat we create into steam (see text, p. 581),

we may hope to be able to reduce the consumption to ½ lb. of coal per

horse-power per hour.

_To face page 608._

APPENDIX No. 12. VOL. iv., p. 244.

_Rules for exercising Boats and Fire-Pumps, on board all Ships with

eight Boats in the Cunard Service._

1st. Every officer in charge of a boat shall be conversant with the

names and number of the crew thereof, and have a muster-roll of the

same; and in exercising boats when mustered at “boats’ stations,” shall

place his men, sailors forward, firemen amidships, stewards, &c., aft;

and shall see that his men wear the badge with the number of the boat.

2nd. Each officer shall place two of sailing department, who will

attend the outside chocks, gripes, and davit-lockings, lower the boat

when swung out, and remain to belay the falls, when hoisted up. No boat

to be lowered until the order is given, “lower away.”

3rd. Each officer shall station two of sailing department to take cover

off, and fore and aft spar out of the boat, and remain in her.

4th. In hoisting up, the crews of opposite boats assist each other, the

starboard boat taking the after falls on both sides, and the port the

forward.

FIRE STATIONS.

In case of fire the crew of No. 8 boat shall attend to the port-hose,

and No. 7 to the starboard: the crews of Nos. 5 and 6 working the

main-deck pump, Nos. 3 and 4 the pump on the saloon, assisted by Nos. 1

and 2.

The steward department to attend the fire-buckets and blankets; a

certain number to be told-off to each.

BILGE PUMPS.

The crew of No. 8 boat shall rig and man the bilge pumps on port-side,

forward, No. 7 taking the starboard forward, No. 6 the port amidships,

No. 5 the starboard amidships, and No. 3 the starboard after-pump.

WATER-TIGHT DOORS.

Carpenter to stand by to shut any water-tight doors which may be

required, and all water-tight doors must always be kept in perfect

order.

* * * * *

Every officer in the Cunard service is expected to know and act up to

these rules.

_Rules and Regulations of the Cunard Company (applicable to the Cabin)._

It being obvious that, on a passage of some days’ duration, the

comfort of a numerous body of passengers must very much depend upon

the manner in which they themselves assist in promoting it, a cheerful

acquiescence is expected in the following regulations and suggestions,

which, if in any instance at variance with the opinions, habits, or

inclinations of the few, are framed with a regard to the comfort of the

whole.

1.—In case of dissatisfaction with any of the servants, it is

requested that the head steward may be informed, and, if the

grievance be not immediately redressed, that the captain be

appealed to, and, if of a serious nature, that it be represented

in writing, in order that it may be brought before the agents at

the conclusion of the voyage.

2.—The stewards and boys are engaged on the express understanding

that at table they attend in becoming apparel.

3.—The state-rooms to be swept, and carpets to be taken out and

shaken, every morning after breakfast. To be washed once a week,

if the weather is dry.

4.—The saloon and ladies’ cabins to be swept every morning before

breakfast, beginning at 5 o’clock.

5.—Bedding to be turned over as soon as passengers quit their

cabins. Slops to be emptied and basins cleaned at the same time.

Beds to be made once a day only, except in cases of illness, &c.,

and within one hour after breakfast.

6.—Bed linen to be changed on the eighth day. Boots and shoes to

be cleaned and put back into the state-rooms every morning at 8

o’clock.

7.—Two towels to be hung up for each passenger, and to be changed

every other day, or as often as required.

8.—Passengers are requested not to open their scuttles when there

is a chance of their bedding being wetted. The head steward to see

that the scuttles are open when the weather will permit.

9.—The stewardess only is to enter the ladies’ cabin and

state-rooms, and to make the beds at the time before stated.

10.—The wine and spirit bar will be opened to passengers at 6

A.M., and closed at 11 P.M.

11.—Breakfast to be on the table at half-past 8, and cloths

removed by half-past 9.

12.—Luncheon to be on table from 12 to 1 o’clock.

13.—The before-dinner bell to be rung at half-past 3—dinner to

be on the table at 4—the cloths to be removed the instant it is

over.

14.—Tea to be on the table at half-past 7.

15.—Supper, if required and ordered, to be before 10 o’clock.

16.—Lights to be put out in the saloons at half-past 11, and in

the staterooms at 12.

17.—As the labour of the servants must be very great, and the

space required for a larger number absolutely preventing an

increase, the passengers are requested to spare them as much as

possible between the meal hours, and particularly preceding dinner.

18.—No passenger is allowed to change his state-room or berth

without the knowledge of the purser; and it is understood that the

passage tickets are to be given up to him before the termination

of the voyage.

19.—With or without their owners, _dogs_ are not allowed to come

abaft the foremast.

APPENDIX No. 13. VOL. iv., p. 259.

_Inman Company—Transatlantic Fleet, 1st Jan. 1875._

---------+-----------------+------+----------+---------+------

---------+-----------------+------+----------+---------+------

1 |Ajax | 1856 | 163 | 133 | 30

2 |Bosphorus | ” | 448 | 333 | 30

3 |Hercules | ” | 211 | 174 | 30

4 |City of Bristol | 1860 | 2655 | 1,805 | 350

5 |City of Limerick | 1863 | 2536 | 1,724 | 250

6 |City of London | ” | 2765 | 1,880 | 450

7 |City of Durham | 1865 | 697 | 538 | 120

8 |City of New York | ” | 3,499 | 2,380 | 350

9 |City of Paris | 1866 | 3,081 | 1,975 | 550

10 |City of Antwerp | 1867 | 2,391 | 1,626 | 350

11 |City of Brooklyn | 1869 | 2,911 | 1,980 | 450

12 |City of Brussels | ” | 3,747 | 2,323 | 600

13 |City of Montreal | 1872 | 4,451 | 3,027 | 600

14 |City of Chester | 1873 | 4,700 | 3,000 | 800

15 |City of Richmond | ” | 4,700 | 3,000 | 800

16 |City of Berlin | 1874 | 5,000 | 3,500 |1,000

| | +----------+---------+------

| Total | | 43,955 | 29,398 |6,760

---------+-----------------+------+----------+---------+------

_Abstract from the Log of the S.S. “City of Berlin,” from Queenstown

(Roche’s Point) to New York (Sandy Hook)._

7 Days, 18 Hours, 2 Minutes—Mean Time.

----------+---------+--------+--------+-----+------+-----------------------------

1875. | | | Queens-| | |

----------+---------+--------+--------+-----+------+-----------------------------

Thursday, | .. | .. | .. | .. | .. |9.20 p.m. left Liverpool Bar.

16 | | | | | |{11.30 a.m. arrived at

Friday, |Southerly|Channel | | N. | W. |{ Queenstown. 4.50 p.m.

17 | | | | | |{ left Queenstown.

Saturday, | Variable|S. 81 W.| 303 |50·45| 15·58|Calm.

18 | | | | | |

Sunday, | Easterly|S. 79 W.| 367 |49·37| 25·19|Light airs to light breeze.

19 | | | | | |

Monday, | Easterly|S. 77 W.| 376 |48·08| 34·35|Light airs to light breeze.

20 | | | | | |

Tuesday, | Easterly|S. 74 W.| 368 |46·18| 43·11|Light airs to light breeze.

21 | | | | | |

Wednesday,| N.E. |S. 70 W.| 380 |43·59| 51·34|Moderate breeze to calm.

22 | to S.W. | | | | |

Thursday, | Variable|S. 77 W.| 374 |42·37| 59·49|Light variable airs.

23 | | | | | |

Friday, | N.N.W. |S. 72 W.| 381 |50·52| 67·55|Light to moderate breeze.

24 | | | | | |

Saturday, | To Sandy Hook | 280 | .. | .. |{6.30 a.m. arrived at Sandy

25 | | | | |{ Hook (New York).

----------+------------------+--------+-----+------+-----------------------------

_Abstract from the Log of S.S. “City of Berlin”—Continued._

_From New York (Sandy Hook) to Queenstown (Roche’s Point)._

7 Days, 15 Hours, 28 Minutes—Mean Time.

----------+---------+--------+--------+-----+------+------------------------

1875. | | | Sandy | | |

----------+---------+--------+--------+-----+------+------------------------

| | | | |{9.0 a.m. passed Sandy

Saturday, | Westerly| .. | .. | N. | W. |{ Hook (New York). 9.15

2 | | | | | |{ discharged pilot. 9.20

| | | | | |{ ahead full speed.

| | | | | |

Sunday, | Westerly|N. 80 E.| 388 |41·25|65·37 |Light breeze.

3 | | | | | |

Monday, | Variable|N. 74 E.| 362 42·55|57·45 |Calm to moderate breeze.

4 | | | | | |

Tuesday, | S.W. |N. 70 E.| 366 |44·57|49·51 |Light breeze throughout.

5 | | | | | | |

Wednesday,| S.W. |N. 68 E.| 361 |47·15|41·53 |Light breeze throughout.

6 | | | | | |

Thursday, | S.W. to |N. 71 E.| 381 |49·20|32·54 |Fresh breeze throughout.

7 |N.W. | | | | |

Friday, | North |N. 79 E.| 347 |50·23|24·06 |{Fresh gale and heavy

8 | | | | | |{ beam sea.

| | | | | |

Saturday, | North |N. 82 E.| 362 |51·17|14·43 |{Strong breeze and heavy

9 | | | | | |{ beam sea.

| | | | | |

| | | | | |{5.10 a.m. arrived at

| | | | | |{ Queenstown; 6.10 left

Sunday, | To Queenstown | 253 | .. | .. |{ Queenstown; 5 p.m.

10 | | | | | |{ Holyhead; 9.20 passed

| | | | | |{ Rock Light, Liverpool.

----------+---------+--------+--------+-----+------+------------------------

APPENDIX No. 14. VOL. iv., p. 262.

_Allan Line—Transatlantic Fleet, 1st Jan. 1875._

------------+--------+--------+-----------+----------------

Names. | Gross | Nett |Horse-power| Cabin

|Tonnage.|Tonnage.| Nominal. |accommodation for.

------------+--------+--------+-----------+----------------

Sardinian | 4,200 | 2,300 | 675 | 120

Polynesian | 3,983 | 2,023 | 675 | 120

Sarmatian | 3,911 | 2,175 | 650 | 100

Circassian | 3,200 | 1,845 | 550 | 100

Scandinavian| 2,840 | 1,811 | 500 | 100

Prussian | 2,794 | 1,776 | 500 | 90

Austrian | 2,458 | 1,650 | 450 | 115

Nestorian | 2,466 | 1,677 | 455 | 115

Moravian | 3,323 | 2,014 | 500 | 80

Peruvian | 3,038 | 1,845 | 500 | 100

Hibernian | 2,752 | 1,726 | 400 | 80

Nova Scotian| 3,305 | 2,082 | 400 | 80

Caspian | 2,728 | 1,788 | 400 | 80

Manitoban | 2,395 | 1,543 | 300 | 25

Canadian | 2,401 | 1,531 | 280 | 25

Corinthian | 1,517 | 959 | 170 | 40

Phœnician | 2,350 | 1,550 | 275 | 30

Waldensian | 2,300 | 1,500 | 275 | 30

Acadian | 931 | 596 | 100 | ..

Newfoundland| 900 | 550 | 100 | 40

Rocket | 350 | 175 | 100 | ..

Meteor | 250 | 150 | 75 | ..

Mersey | 227 | 51 | 20 | ..

+--------+--------+-----------+----------------

| 54,619 | 33,317 | 8,350 | 1,470

------------+--------+--------+-----------+----------------

APPENDIX No. 15. VOL. iv., p. 276.

_“White Star” Line of Steam Ships._

(Copy of Manuscript Letter of Special Instructions.)

CAPTAIN * * * * S.S. * * * *

DEAR SIR,

History of merchant shipping and ancient commerce, Volume 4 (of 4) · 第 23 / 25 章

In a condensing engine, the effective pressure on either side of the