The Pekin was finished in May 1873; the Shanghai in July 1873; the Ichang, October 1873; and the Hankow in April 1874.
The hulls of these vessels are of iron to the main-deck, and of the most substantial construction, every precaution being taken to give them sufficient strength to make the voyage to China in safety, as well as to withstand the severe strains they are occasionally subjected to in the river, by being left aground with a full cargo. The Hankow cost, delivered at Shanghai, close upon 70,000l.
In forwarding the particulars of these vessels, Messrs. A. and J. Inglis remark: “Though the hulls are constructed entirely of iron, the entire structure above the main-deck is of wood, as light as possible consistent with the requisite strength, so as to lessen the top weight, as we were informed that the steamers of the Yang-tse were peculiarly liable to get aground, owing to the frequent shifting of the channel in some parts of the river. The cargo spaces,” they add, “are in the lower holds, and also between the main and saloon decks. The accommodation for passengers and officers, the galleys, pantries, bath rooms, store rooms, and other conveniences are all above the saloon deck.
“The main saloon is placed forward between the captain’s rooms and the machinery space; above the captain’s rooms are the pilot-house and quarter-masters’ cabins.
“The engines are after the American style, with walking beam, but are rather more solidly constructed than is usual in America. The gallows frame, which supports the main centre of beam, instead of being made of wood as in the States, is of malleable iron; box framing is secured to massive box keelsons on the floors of the ship. This style of framing, never before adopted in beam engines, has given great satisfaction in the six steamers to which we have fitted it.
“The Ichang and Hankow had common radial wheels, but in the Pekin and Shanghai feathering wheels were adopted, with marked advantage in point of speed. We have no doubt that the Hankow would have attained 15 knots speed, had she been fitted with feathering wheels.
“Besides these four vessels we built a similar vessel, the Hupeh, for Messrs. Russell and Company, Shanghai, in 1868, and the Shing-King, a sea-going steamer with beam engine, in 1873. Messrs. Russell and Company had previously built all their steamers in America or China, but, becoming alive to the advantages of iron over wooden hulls, had the above vessels and three screws built by us for their trade on the Yang-tse and Gulf of Pechili.”
[397] North China Herald, 21st of January, 1875.
[398] The Chinese Government have during recent years established various very extensive arsenals, especially at Nankin, Foochow, and at Shanghai, where they manufacture large quantities of small arms, and various kinds of machinery. At the two latter places, they are now building gun-boats and war cruisers, and they contemplate, also, constructing iron-clads at these places.
[399] Chinese junks vary in size from 120 to even 1000 tons, but, as they stand high out of the water, their capacity seems greater; they are usually fitted with two or three masts, and their sails are furled or unfurled like Venetian blinds. Those built and equipped for war are somewhat superior in strength and in speed to those employed in commerce; but, in general, the decoration and design are similar. The merchant vessels are provided with ports, so as to carry guns. The most remarkable features in their hull are the abrupt and flat termination of the bow, together with the absence of a bowsprit. A strangely fashioned contrivance answers the purpose of a windlass. It is affixed to the outside of the bow, by means of which the anchor is weighed. As among the ancients, an eye is sometimes painted upon the bows of their war junks. The lower part of the stern is either entirely hollowed out, in an angular form, or, being flat in its primary construction, has in its centre a recess of that description. Within this, is a second hollow or chamber, rising the whole height, nearly from the keel to the bottom of the quarter gallery, within which the rudder moves, and is protected from the violence of the sea. This rudder is 5 or 6 feet in length, and managed by ropes only, one of which is fastened to the poop, so as, occasionally, to lift it out of the water, with a view to its preservation.