trunked Hues indicating that two stacks were used. 

 It is possible thai the boilers wen- lust fitted so that 

 four stacks were required; alterations made as a 

 result of steaming trials ma) well have included the 

 introduction of trunked flues and the final use of 

 two stacks in line fore-and-aft. This would have 

 required a rearrangement of the fiddley hatches 

 amidships. 



Another troublesome question was the doubtful 

 arrangement of the four companionways on the spat 

 deck. Perhaps onl\ two were fitted, one on each side 

 of the officers' staterooms while the ladderways at the 

 1 1 ew's end of the ship were simple ladder hatches. 



The decision to use four bilge pumps is based upon 

 the lack of drag in the keel of the hulls, which would 

 prevent accumulation of bilge water at one end of 

 the hull. The use of four single-barrel pumps in- 

 stead of four double-barrel pumps ma) be questioned, 

 for chain pumps requiring two barrels would have 

 been practical. 



Allowance for stores was made by use of platforms 

 in the hold. It is known from statements made to 

 the ( ourt of Inquiry, that the magazines were amid- 

 ships and that a part of these was close to the boilers. 

 Fuel and water would be in the lower hold undei 

 the platforms; hatches and ladderways are arranged 

 to permit fueling the ship. 



A few prints or drawings of the ship, aside from 

 the patent drawing, have been found. There are 

 two prints that show the launch of the vessel. < >ne, 

 a print of 1815, is in possession of the Mariners' 

 Museum. Newport News. \'a., and is reproduced 

 in Alexander Crosby Brown's Twin Skips, Xoies on 

 the Chronological History of the I 'se of Multiple Hulled 

 Vessels. 30 A poor copy of this print appears on page 13 

 of Bennett's Steam Navy of the United Stales, and another 

 and inaccurate sketch is shown on page 8. These 

 pictures were of no use in the reconstruction as they 

 show no details that are not in the Copenhagen plans. 

 The patent drawing does not show deck details and 

 in fact docs not represent the vessel as built in an) 

 respect other than in being a catamaran with paddle 

 wheel amidships between the hulls. 



The Steam Battery did not have any particular 

 influence on the design of men-of-war that followed 

 her. In the first place, steampower was not viewed 

 with favor by naval officers generally. This was 

 without doubt due to prejudice, but engines in 1820- 



20 Publication No. 5 (Newport News: The Mariners' Museum, 

 1939), p. 22. 



30 were still unreliable when required to run foi long 

 pei iods, as expei iem ed b) the eai I) 

 steamers. 'I he great weight ol the eai I) rt< 

 and theii size in relation to powei wen- important, 

 .w\d also important wen- practical objections that 

 prevented the design ol efficient naval oi ean steami rs 

 until about 18 10; even then, the paddle whei 1 

 them ver) vulnerable in action. L'mil the introdu - 

 Hon ol the screw propellor it was not possible to design 

 a re, ilK effective ocean-going naval steamer; hence 

 until about 1840 15, sail remained predominant in 

 naval vessels for ocean service, and steamers were 

 accepted only in coast defense and towing services, oi 

 as dispatch vessels. 



No immediate use of the double hull in naval 

 vessels oi the maritime powers resulted from thi 

 struction of the Steam Battery. The Hat-bottom chine- 

 built design employed b) Fulton in Nortl Ru r, Raritan, 

 and other earl) steamboats was utilized in the design 

 for a projected steamer bv the British Admiralty in 

 1815-16. This vessel was about 76 feel overall. 16-foot 

 be. mi, and 8-foot 10 inches depth in hold. Hei de- 

 sign was for a flat-bottom, chine-built hull with no 

 fore-and-aft camber in the bottom, a sharp entrance, 

 and a square-tuck stern with slight ovct hang above the 

 cross-seam. Her side frames were Straight and ver- 

 tical amidships, but curved as the bow and stei n were 

 approached. She was to be a side-paddle-wheel 

 steamer, and her hull was diagonally braced; the 

 wheel and engine were to be about amidships where 

 she was dead fiat for about 14 feet. However, the 

 engine and boilers were not installed; the engine was 

 utilized ashore for pumping, and the vessel was 

 completed in the Deptford Yard as a sailing ship. 

 Under the name Congo she was employed in the 

 African coast survey. Her plan is in the Admiralty 

 Collection of Draughts, at the National Maritime 

 Museum. Greenwich, England. 



The double hull continued to be employed in both 

 steam and team ferryboats in the United Slates and in 

 England and France. A few river and lake steamers 

 were also built with this design of hull. Continued 

 efforts to obtain fast sailing b) use of the double hull 

 produced a number of s tiling catamarans; of these the 

 Herrcshoff catamarans of the 1870's showed high 

 speed w hen ti u hing in a fresh breeze. 



1 designs for double-hulled steamers appeared during 

 the last half of the 19th century; in 1874 the Castalia, 

 a large, double-hull, iron, cross-channel steamer, 

 was built by the Thames Iron-works Company at 



paper 39: iri. ion's "sham battery" 



165 



