Paddle Wheel Steamers

In 1856 they were joined by the "Adriatic," of 5,888 tons gross with engines of 4,00o I.H.P. designed for a speed of 131 knots, which marked the high water mark of American paddle steamer construction on the Atlantic. When the subsidy on which the company relied was suddenly withdrawn after two disasters the service collapsed and although Commodore Vanderbilt constructed somewhat similar ships to maintain the Stars and Stripes on the Atlantic they were soon withdrawn and for over thirty years American steamship development was practically confined to the rivers and coasts of the country, and the Pacific trade.

While these big paddle steamers were being built the screw propeller was being introduced into European Atlantic com panies, beginning seriously with the foundation of the Inman Line in 185o. This company, which was intended to improve the emigrant service, began with iron screw steamers—the first of under 2,000 tons—barque rigged and still maintaining a full spread of canvas. Its example was soon followed. The North German Lloyd and Hamburg American Companies in Germany, and the Compagnie Generale Transatlantique in France, saw the opportunities of the great Continental fields of emigration with up-to-date steam tonnage and were soon encroaching on the third class traffic which was the last stronghold of the sailing packet.

The Cunard Line was endeavouring to carry on in its tradi tional way, in spite of the fact that by then the naval conditions were considerably relaxed, but it was gradually being forced into line. For its mail ships it remained faithful to the paddle until the early 'sixties, the "Scotia" of 3,871 tons which was launched in 1862 being the last and finest of the type. It had, however, changed from wood to iron with the "Persia" of 1856 and had purchased the screw steamer "British Queen" of 773 tons in 185o. On the experience gained with her the company had the "Alps" and "Andes" built for the West Indian service in 1851 and were so satisfied with them that the screw steamer "China" of 2,529 tons was practically contemporary with the "Scotia" and in spite of her smaller size showed her advantages in competitive service trials.

The "Himalaya..

In 1853 the Peninsular and Oriental Line, although they were not destined to abandon the paddle for some years afterwards, built the iron screw steamer "Himalaya" which was the biggest vessel of her type in the world, having a gross ton nage of on dimensions 340 by 46.2 by 34.9 feet depth of

hold. Her trunk engines gave her a speed of 13.9 knots on trial, and yet were sufficiently economical to permit her to stow enough fuel to undertake long voyages under steam which showed a profit. After one or two voyages on her owners' service she was taken up as a transport for the Crimean War and so impressed the Admiralty that they bought her and employed her as a naval trooper until the 'nineties. She was then converted into a coal hulk and still (1928) performs that duty at Portland.

"Great Eastern..

The "Great Eastern" is perhaps the most discussed steamship that has ever been built, and the most his toric failure. She was originally conceived by Mr. I. K. Brunel on the success of the "Great Britain," and in 1851 a company was floated for the purpose of building her and trading to the East. At that period steam navigation to the East and Australia was greatly handicapped by the lack of coaling facilities, and the "Great Eastern" was specially designed to ply between England and either Calcutta or Colombo, where smaller steamers and sailing vessels could pick up her cargo and passengers and dis tribute them to various destinations. Her dimensions of 692 feet on the upper deck by 82.5 feet beam and 3o feet draught gave her a gross tonnage of 18,914, and it became necessary to take particular precautions that her hull should have the requisite strength. She was therefore not only given a double bottom, but a tubular upper deck and was one of the strongest ships ever built. The hull and the paddle engines were built by Messrs. Scott Russell and Co. on the Thames, while James Watt & Co. of Birmingham built the screw engines, for Brunel had decided to provide alternate methods of propulsion, the greatest fault in the original design. Mr. Scott Russell of the building firm de signed the details of her hull and gave her the wave line prin ciple in which he believed. The paddle engines indicated 3,411 horse power, while the screw engines which drove a four-bladed propeller indicated 4,886. Altogether 6,500 square yards of canvas were set on her six masts and she was fitted with ample bunker accommodation for a long voyage, in addition to large holds and passenger accommodation.