Two of them of iron.
In accordance with the recommendations of the Committee, two steamers of about 270 tons burden, with engines of 70 to 80 horse-power, were constructed as tug-boats for use on the river Hooghly; and orders were sent to England for two others, better fitted than the Burhampooter and Hooghly, for the navigation of the Ganges or other rivers. These vessels had, indeed, but partially met the wants of the service, and, as it had been now discovered that vessels of less draught could be made of iron, the Court of Directors were recommended to order their construction of that material. They were to draw not more than 2 feet of water; one to be a steam-tug, the other an accommodation boat. Both were to be of the same dimensions, 120 feet long, by 22 feet in width, and very flat-bottomed, which, indeed, was absolutely necessary to secure the stipulated lightness of draught. They were to have two engines of 30 horse-power each, with vibrating cylinders, on account of their greater lightness. However, till the result of the experiment made with these boats was known, the Directors suspended their decision as to the building of more steam-vessels for the navigation of the Upper Ganges and Burhampooter, as also for that of the Indus and other rivers of the Punjâb.
In these early efforts, we have an approximation to what has since been achieved on the rivers of India, presenting, as they did, a field for inland navigation, realizable by steam-vessels with far more advantageous results than could be obtained by the ordinary craft of the country. The success of the first effort, in securing a high power of engines as compared with the draught of water, led to the construction, for similar purposes, of various other iron boats by Mr. Laird, Messrs. Miller and Ravenshill, and Messrs. Forrester.
Steam companies formed, 1845.
Steam committee of 1857, and rapid progress of steam vessels from this date.
Private enterprise, however, in this instance lagged behind Government, as it was not till 1845 that any companies were formed to conduct the trade of that country by means of steam-vessels. The Tug Company of the Hooghly was among the first of these commercial undertakings. The Bombay Steam Navigation Company followed, with four paddle-wheel steamers, three of wood and one of iron, to trade between Bombay and Ceylon on the one hand, and Karáchi on the other. But, however great the advantages derivable from the use of steamers on the rivers and coasts of India, their development, even then, was slow compared with that of Great Britain or the United States. Although starting early, and with energy, in the use of this new power, the people and Government alike seem to have slumbered for nearly thirty years, and to have been dreaming over its advantages: indeed, it was not till 1857, when another committee had been appointed, and strongly recommended the more extended use of steamers, that any very marked progress was made. From that period, however, it has been very great, I may say remarkable, more especially since the opening of the Suez Canal. Since then, those ancient routes of maritime commerce which, in the dawn of history, were first tracked by the Chaldeans and Phœnicians, and, afterwards brought into a system by the greatest and wisest of monarchs, have been, after the lapse of more than two thousand years, re-opened by steam-ships, and this, too, almost along the same course, which Solomon, in connection with Hiram, King of Tyre, first established.
Improved troop steamer for the Lower Indus.
Among the finest vessels ordered by the Government of India after the report of the committee had been considered, may be mentioned one designed by Mr. T. B. Winter, C.E., for the navigation of the Lower Indus. As she is very much the type of all the steamers now employed for the conveyance of troops and passengers on the rivers of the East, I may state that her design somewhat resembles (though with special fittings adapted for the climate of India) the steamer, now employed on the River Hudson, already described,[383] having accommodation for 800 soldiers and their officers in two tiers of cabins, one above the other, built on the main-deck, and surrounded by verandahs and covered with awnings as a protection from the scorching rays of the sun. The sides of these deck-houses, consist almost entirely of Venetian blinds; their frames and those of the berths being made of galvanized iron, having between the frames sheets of perforated zinc so as to admit a free circulation of air, while the whole range of these houses is divided into five separate compartments so as to permit the separation of the troops in case of sickness. By an ingenious contrivance an abundant supply of fresh air is drawn from the paddle-boxes in order that it may contain moisture, and is supplied to all the cabins by means of fans, worked by the steam-engines of the ship in such a manner that a sufficient quantity is provided to completely change, every half-hour, the air in each troop-room. The draught of water of this commodious and beautifully arranged vessel, aided by another ingenious contrivance in connection with her rudder, does not exceed, when laden, 2 feet, while her speed on her trial trip averaged close upon 12 statute miles the hour.[384]
Sea-going steamers of India.
S.S. John Bright.