Men of Invention and Industry

by Samuel Smiles

As everything in the way of saving of fuel was of first-rate importance, we devoted ourselves to that branch of economic working. It was necessary that buoyancy or space should be left for cargo, at the same time that increased speed should be secured, with as little consumption of coal as possible. The Messrs. Elder and Co., of Glasgow, had made great strides in this direction with the paddle steam-engines which they had constructed for the Pacific Company on the compound principle. They had also introduced them on some of their screw steamers, with more or less success. Others were trying the same principle in various forms, by the use of high-pressure cylinders, and so on; the form of the boilers being varied according to circumstances, for the proper economy of fuel. The first thing absolutely wanted was, perfectly reliable information as to the actual state of the compound engine and boiler up to the date of our inquiry. To ascertain the facts by experience, we dispatched Mr. Alexander Wilson, younger brother of the manager who had been formerly a pupil of Messrs. Macnab and Co., of Greenock, and was thoroughly able for the work—to make a number of voyages in steam vessels fitted with the best examples of compound engines.

The result of this careful inquiry was the design of the machinery and boilers of the Oceanic and five sister-ships. They were constructed on the vertical overhead "tandem" type, with five-feet stroke (at that time thought excessive), oval single-ended transverse boilers, with a working pressure of sixty pounds. We contracted with Messrs. Maudslay, Sons, and Field, of London, for three of these sets, and with Messrs. George Forrester and Co., of Liverpool, for the other three; and as we found we could build the six vessels in the same time as the machinery was being constructed; and, as all this machinery had to be conveyed to Belfast to be there fitted on board, whilst the vessels were being otherwise finished, we built a little screw-steamer, the Camel, of extra strength, with very big hatchways, to receive these large masses of iron; and this, in course of time, was found to work with great advantage; until eventually we constructed our own machinery.

We were most fortunate in the type of engine we had fixed upon, for it proved both economical and serviceable in all ways; and, with but slight modifications, we repeated it in the many subsequent vessels which we built for the White Star Company. Another feature of novelty in these vessels consisted in placing the first-class accommodation amidships, with the third-class aft and forward. In all previous ocean steamers, the cabin passengers had been berthed near the stern, where the heaving motion of the vessel was far greater than in the centre, and where that most disagreeable vibration inseparable from proximity to the propeller was ever present. The unappetising smells from the galley were also avoided. And last, but not least, a commodious smoking-saloon was fitted up amidships, contrasting most favourably with the scanty accommodation provided in other vessels. The saloon, too, presented the novelty of extending the full width of the vessel, and was lighted from each side. Electric bells were for the first time fitted on board ship. The saloon and entire range of cabins were lighted by gas, made on board, though this has since given place to the incandescent electric light. A fine promenade deck was provided over the saloon, which was accessible from below in all weathers by the grand staircase.

These, and other arrangements, greatly promoted the comfort and convenience of the cabin passengers; while those in the steerage found great improvements in convenience, sanitation, and accommodation. "Jack" had his forecastle well ventilated and lighted, and a turtle-back over his head when on deck, with winches to haul for him, and a steam-engine to work the wheel; while the engineers and firemen berthed as near their work as possible, never needing to wet a jacket or miss a meal. In short, for the first time perhaps, ocean-voyaging, even in the North Atlantic, was made not only less tedious and dreadful to all, but was rendered enjoyable and even delightful to many. Before the Oceanic, the pioneer of the new line, was even launched, rival companies had already consigned her to the deepest place in the ocean. Her first appearance in Liverpool was therefore regarded with much interest. Mr. Ismay, during the construction of the vessel, took every pains to suggest improvements and arrangements with a view to the comfort and convenience of the travelling public. He accompanied the vessel on her first voyage to New York in March, 1871, under command of Captain, now Sir Digby Murray, Brt. Although severe weather was experienced, the ship made a splendid voyage, with a heavy cargo of goods and passengers. The Oceanic thus started the Transatlantic traffic of the Company, with the house-flag of the White Star proudly flying on the main.

It may be mentioned that the speed of the Oceanic was at least a knot faster per hour than had been heretofore accomplished across the Atlantic. The motion of the vessel was easy, without any indication of weakness or straining, even in the heaviest weather. The only inducement to slow was when going head to it (which often meant head through it), to avoid the inconvenience of shipping a heavy body of "green sea" on deck forward. A turtle-back was therefore provided to throw it off, which proved so satisfactory, as it had done on the Holyhead and Kingstown boats, that all the subsequent vessels were similarly constructed. Thus, then, as with the machinery, so was the hull of the Oceanic, a type of the succeeding vessels, which after intervals of a few months took up their stations on the Transatlantic line.

Having often observed, when at sea in heavy weather, how the pitching of the vessel caused the weights on the safety-valves to act irregularly, thus letting puffs of steam escape at every heave, and as high pressure steam was too valuable a commodity to be so wasted, we determined to try direct-acting spiral springs, similar to those used in locomotives, in connection with the compound engine. But as no such experiment was possible in any vessels requiring the Board of Trade certificate, the alternative of using the Camel as an experimental vessel was adopted. The spiral springs were accordingly fitted upon the boiler of that vessel, and with such a satisfactory result that the Board of Trade allowed the use of the same contrivance on all the boilers of the Oceanic and every subsequent steamer, and the contrivance has now come into general use.

It would be too tedious to mention in detail the other ships built for the White Star line. The Adriatic and Celtic were made 17 feet 6 inches longer than the Oceanic, and a little sharper, being 437 feet 6 inches keel, 41 feet beam, and 32 feet hold. The success of the Company had been so great under the able management of Ismay, Imrie and Co., and they had secured so large a share of the passengers and cargo, as well as of the mails passing between Liverpool and New York, that it was found necessary to build two still larger and faster vessels—the Britannic and Germanic: these were 455 feet in length; 45 feet in beam; and of 5000 indicated horse-power. The Britannic was in the first instance constructed with the propeller fitted to work below the line of keel when in deep water, by which means the "racing" of the engines was avoided. When approaching shallow water, the propeller was raised by steam-power to the ordinary position without any necessity for stopping the engines during the operation. Although there was an increase of speed by this means through the uniform revolutions of the machinery in the heaviest sea, yet there was an objectionable amount of vibration at certain parts of the vessel, so that we found it necessary to return to the ordinary fixed propeller, working in the line of direction of the vessel. Comfort at sea is of even more importance than speed; and although we had succeeded in four small steamers working on the new principle, it was found better to continue in the larger ships to resort to the established modes of propulsion. It may happen that at some future period the new method may yet be adopted with complete success.

Meanwhile competition went on with other companies. Monopoly cannot exist between England and America. Our plans were followed; and sharper boats and heavier power became the rule of the day. But increase of horse-power of engines means increase of heating surface and largely increased boilers, when we reach the vanishing point of profit, after which there is nothing left but speed and expense. It may be possible to fill a ship with boilers, and to save a few hours in the passage from Liverpool to New York by a tremendous expenditure of coal; but whether that will answer the purpose of any body of shareholders must be left for the future to determine.

"Brute force" may be still further employed. It is quite possible that recent "large strides" towards a more speedy transit across the Atlantic may have been made "in the dark."

The last ships we have constructed for Ismay, Imrie and Co. have been of comparatively moderate dimensions and power—the Arabic and Coptic, 430 feet long; and the Ionic and Boric, 440 feet long, all of 2700 indicated horse-power. These are large cargo steamers, with a moderate amount of saloon accommodation, and a large space for emigrants. Some of these are now engaged in crossing the Pacific, whilst others are engaged in the line from London to New Zealand; the latter being specially fitted up for carrying frozen meat.