Class VIII.]

STEAM SHIPS OF THE ROYAL NAVY, Ac.—AWARDS.

215

the science of naval architecture. We have to awardMedals to several eminent shipbuilders who have pre-sented the Exhibition with models of the excellent steam-ships which they have lately designed and constructed.

We should have been glad if the great maritime nationof America , instead of sending incomplete and imperfectmodels or drawings of their steam-ships, had furnishedus with the requisite data for estimating the degree ofperfection arrived at by their best shipbuilders, so as tohave enabled us to recognize their incontestable merit.The United States cannot, at present, compete withGreat Britain in the number of their great and regu-lar communications by steamers, although on the linesopened by them, they are nothing inferior to their mightyrivals. The depth and vastness of the rivers of theUnited States, such as the Mississippi —the greatnessof their lakes, which are indeed so many inland seas,have enabled the Americans to build steamers which maybe considered as floating cities, and which satisfy thewants of the greatest way-faring nation of the world.The Americans, however, are to be reproached for theirrecklessness, and the little care they take to avoid evidentperil. Catching fire, blowing up, or foundering from theeffects of the latter—accidents which a little foresightmight have prevented—are considered and accepted bythem as casualties very little to be regarded. Theybrave these dangers knowingly, and to meet competitionwith a rival ship. Hence the accidents which occur arefrequent and dreadful, and still they do not teach thecommercial navigators to be more circumspect. Thesteam-ships of war, however, reserving danger for thetime of battle, exhibit, on the contrary, a prudence whichmakes velocity subservient to security.

In the British navy much has been done, experimentally,for the best application of steam power to naval archi-tecture. We shall notice, in our reports, the results ofthese experiments, which are well worthy of attention.The experiments we allude to are mainly relative tonavigation with recently adapted screw propellers. Thismethod of propulsion has the advantage of acting en-tirely under water, and is consequently protected fromthe fire of an enemy, an advantage not possessed by pad-dle-wheels. Paddle-wheels, also, by the large spacethey occupy on both sides of the ship, do not permit theuse of guns along the whole length of the deck.

Several French professors, engineers, ami naval officers,have made some interesting experiments on steam pro-pulsion, witli ships varving in form and size. The re-searches and experiments of Messrs. Bourgois and Mollhave been already proclaimed and recompensed by theNational Institute of France. These gentlemen are stillpursuing their inquiries at the great manufactory ofsteam-engines for the French Marine at Indret.

We much regret that the maritime nations of the Con-tinent did not contribute examples of their naval archi-tecture to the great Exhibition. The Norwegians andSwedes , those excellent and bold navigators, have not jsent any models or designs of the ships they employ ;either on the ocean or the Baltic. Their shipbuilders, <inheritors of the science and art of the celebrated Chap- ;man,* would have figured honourably, even in comparison twith the most advanced seafaring people. j

Since the last change in the navigation laws of Great jBritain, the Anglo-Maltese purchase merchant-ships of !the Greeks, and have them registered with those of theUnited Kingdom —finding these ships of very little cost,and well adapted to the navigation of the much inter-sected seas of the Cyclades and other parts of the Levant.The Greeks, however, did not send us models of any oftheir ships. The Venetians, the Genoese , and even theDutch , a maritime people both by nature and necessity,failed also to send models. Finally, we regret that theFrench shipbuilders of Havre, of Nantes , of Bourdeaux,and of Marseilles , who do not want either ingenuity,learning, or experience, have not contributed iu any wayto this Exhibition. We had only from that country amodel of the great iron steamers which are built for the

* The eminent author of Architectura Xavalis Mcrcatorla,Stockholm .

navigation of the Rhone , the most rapid and dangerous ofthe French rivers. M. Schneider,* of Creuzot, con-structed these ships and their machinery.

In twelve years there have been built at Creuzot, forthe Rhone , under the direction of M. Schneider, ISsteamers, the first of 89 horse-power, and the last of 300,to carry 620 tons, and to overcome a mean velocity ofthe Rhone equal to at least two metres per second, ascend-ing from Arles to Lyons in 36 or 38 hours. Othersteamers, built for passengers, make still quicker voyages.Machinery for war steamers has been constructed for theFrench Government, at Creuzot, of 453 and of 609 horse-power, with remarkable success.

Screw-propeller Steam Ships.

The application of the screw-propeller to ships of waris of comparatively recent date, but lias, notwithstanding,been so successful as to lead to the expectation that itwill ultimately be generally applied to ships iu the navy,either with full or auxiliary steam-power. The first shipin the navy to which the screw-propeller was applied wasthe “ Rattler,” of SS8 tons, in which, with engines of200 horse-power, a speed of 10 knots per hour was ob-tained.

The results of the trial of the “Rattler” with the“ Alecto,” a ship built from the same lines, and havingengines of the same nominal horse-power, but fitted withpaddle-wheels, proved so highly favourable to the screw-ship, that the Admiralty, in the year 1845, were inducedto order four old ships of the line of 74 guns, and fourold 46-gun frigates, to be fitted witli screws, with a viewto their being employed as block-ships, or harbour guard-ships. The “Blenheim,” “La Hogue,” and “Ajax,”three of these ships, were therefore fitted with screwsand with engines of 450-horse power, and have beenrecently tried at sea. The speed obtained so greatlyexceeded anything contemplated, whilst their efficiencyas men-of-war, for general service, became so fully esta-blished, that they are no longer regarded as fit only forharbour service, but are considered as sea-going ships,possessing powers and capabilities far exceeding thoseof ordinary sailing ships.f

The speed obtained by steam-power alone, varies, inthese ships, from 6^ to knots per hour; and by sailand steam combined, a speed of about two knots morethan that which sail alone would give, is frequently ob-tained, with the power of sailing closer to the wind.

; The forms of “ La Ilogue,” “ Blenheim,” and “ Ajax,”

| although more or less altered abaft, to adapt them for the| screw-propeller, cannot be regarded as altogether well| suited for its effectual operation. Daily experience showsthat much greater comparative length than these shipspossess, combined with a bow or entrance, as well as afine run, is necessary to ensure the best results fromthe screw.

By comparing the dimensions of ships in the mercan-tile navy with those of the royal navy, it will be seenthat screw-ships, for this service, are of still greater com-parative length than in the royal navy; and that, in con-sequence, still better results have been obtained.

The following table (see p. 216,) contains the dimen-sions and some of the calculated elements of a series ofscrew-ships of the most recent construction.

Enumeration of the Awards for Naval Purposes.

Council J Ieduh .

1. To the Admiralty of Great Britain (p. 344), fora magnificent set of models of ships moved either by sails

* To M. Schneider, when minister, we are indebted for theselection of the thirty-six French Jurors and Associates sentto the Exhibition.

f As soon as the conditions of this new problem of navalarchitecture were known to the public, Baron CharlesDupin, in a report to the French Bouse of Peers, announcedin positive and strong terms, the great success to be ex-pected from men-of-war so fitted. He pointed out the newservices which they could fulfil, not merely as harbourguard-ships but as a squadron of attack, for the remotestpoints of the European seas, and even farther.