DOUBLE-GEARED ENGINE FOR EARLY ATLANTIC LINER.

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The main spur-wheels were 11 ft. 5-1/2 in. in diameter, and the pinions on the screw-shaft 4 ft. 6 in.; so that the screw propeller made 2-1/2 revolutions to each rotation of the engine. The arrangement ensured that each piston was directly coupled to both of the large wheels, and the increased length of the crossheads, which the plan involved, was counterbalanced by the effect of the double piston-rods, for by this division of the pressure the cross-strain leverage was proportionately diminished.

The use of steam expansively in multiple-cylinder engines was, however, the most important factor in the development of the steamship during the latter half of the nineteenth century.[43] With low steam pressures and simple engines the coal consumption, even for moderate-sized ships, was a serious item in a long sea voyage; and, early in the 'fifties, engineers, recognising the economy which would result from a successful compounding of steam, tackled the problems of steam-generation plant to enable the necessary high initial pressure to be developed with safety. John Elder had fitted several ships, but was, for a long time, content with an initial pressure of from 50 lb. to 60 lb. per square inch.

The late John Scott, C.B., was so convinced of the economy of steam at higher pressures in the compound system that he decided to build, largely at his own expense, a vessel which would enable him to put the system to a thorough test. This steamer, constructed of iron in 1858, was the Thetis, which was, undoubtedly, an epoch-marking ship, as her machinery was operated at an initial pressure of 115 lb. to the square inch—exceptionally high for those days.

For the first time, surface condensers were used in association with the compound marine engine. There were, as shown on [Plate XI]., facing page 36, six cylinders, arranged in two groups, each with one high- and two low-pressure cylinders. The three pistons of each group worked one crosshead, connecting-rod, and crank. Each group had two slide-valves, one for the high-pressure and one for the low-pressure cylinders, and both were attached to one valve spindle and one reversing link.[44] The engines worked up to 51 revolutions per minute—equal to a piston speed of 255 ft. per minute—and the maximum indicated horse-power was 256. The engines were tried by the late Professor Macquorn Rankine, F.R.S., who certified that the coal consumption on trial was 1.018 lb. per indicated horse-power per hour: an extraordinary result, even in the light of modern improvements.[45]

A large part of this efficiency was due to the boilers, which were of the Rowan water-tube type, and are illustrated on the opposite page. They had square vertical water-tubes, and through each of these there passed four hot-gas tubes. They evaporated 11 lb. of water per pound of coal, which was 30 per cent. higher than was attained with the best marine boilers of those days. The coal consumption at sea was about 1.86 lb. per indicated horse-power per hour.

Unfortunately, there soon developed small holes in the boiler-tubes, owing to erosion of the external surface, probably the consequence of the chemical action set up by the steam for cleaning the tubes mixing with the soot and other deposit.[46] Although for this reason this early water-tube boiler did not succeed, there is no doubt that the performances suggested improvements which have since brought complete success to this system of boiler. At the same time, the efficiency of high steam pressures was completely established and resulted in very considerable progress in the size and power of steamships.