Fig. 91.—The Atlantic, 1851.
The steam-vessels of the time are well represented in the accompanying engraving ([Fig. 91]) of the steamship Atlantic—a vessel which was shortly afterward (1851) built as the pioneer steamer of the American “Collins Line.” This steamship was one of several which formed the earliest of American steamship-lines, and is one of the finest examples of the type of paddle-steamers which was finally superseded by the later screw-fleets. The “Collins Line” existed but a very few years, and its failure was probably determined as much by the evident and inevitable success of screw-propulsion as by the difficulty of securing ample capital, complete organization, and efficient general management. This steamer was built at New York—the hull by William Brown, and the machinery by the Novelty Iron-Works. The length of the hull was 276 feet, its breadth 45 feet, and the depth of hold 311∕2 feet. The width over the paddle-boxes was 75 feet. The ship measured 2,860 tons. The form of the hull was then peculiar in the fineness of its lines; the bow was sharp, and the stern fine and smooth, and the general outline such as best adapted the ship for high speed. The main saloon was about 70 feet long, and the dining-room was 60 feet in length and 20 feet wide. The state-rooms were arranged on each side the dining “saloon,” and accommodated 150 passengers. These vessels were beautifully fitted up, and with them was inaugurated that wonderful system of passenger-transportation which has since always been distinguished by those comforts and conveniences which the American traveler has learned to consider his by right.
Fig. 92.—The Side-Lever Engine, 1849.
The machinery of these ships was, for that time, remarkably powerful and efficient. The engines were of the side-lever type, as illustrated in [Fig. 92], which represents the engine of the Pacific, designed by Mr. Charles W. Copeland, and built by the Allaire Works.
In this type of engine, as is seen, the piston-rod was attached to a cross-head working vertically, from which, at each side, links, B C, connected with the “side-lever,” D E F. The latter vibrated about a “main centre” at E, like the overhead beam of the more common form of engine; from its other end, a “connecting-rod,” H, led to the “cross-tail,” W, which was, in turn, connected to the crank-pin, I. The condenser, M, and air-pump, Q, were constructed in the same manner as those of other engines, their only peculiarities being such as were incident to their location between the cylinder, A, and the crank, I J. The paddle-wheels were of the common “radial” form, covered in by paddle-boxes so strongly built that they were rarely injured by the heaviest seas.
These vessels surpassed, for a time, all other sea-going steamers in speed and comfort, and made their passages with great regularity. The minimum length of voyage of the Baltic and Pacific, of this line, was 9 days 19 hours.
During the latter part of the period the history of which has been here given, the marine steam-engine became subject to very marked changes in type and in details, and a complete revolution was effected in the method of propulsion. This change has finally resulted in the universal adoption of a new propelling instrument, and in driving the whole fleet of paddle-steamers from the ocean. The Great Britain was a screw-steamer.