THE PEOGRESS IN STEAM NAVIGATION. 5^9 



about 20 knots. The steam pressure is ISO pounds per squmv in.-h, 

 and the eng-nies are on the triple-expansion principle. She is about 

 565 feet long, 16,000 tons in displacement, 17,000 horsepower indi- 

 cated, with a coal consumption of about 8()(J tons a day, or from l.C to 

 1.7 pounds per indicated horsepower per hour. In 1894 the Cunaid 

 steamship CamjMnla began her service, with triple-expansion engines, 

 twin screws, and no sail power. She is about 600 feet long, 2(J,0(>0 

 tons displacement, develops about 28,000 horsepower at fulLspeed of 

 22 knots, and burns about 500 tons of coal per day. The new Oceanic, 

 of the White Star Line, is just beginning her work. She is of still 

 larger dimensions, being 7(»4 feet in length and over 25,000 tons dis- 

 placement. From the authoritative statements made, it appears that 

 she is not intended to exceed 22 knots in speed, and that the increase 

 in size is to be largely utilized in additional carrying power. The 

 latest German steamers for the trans-Atlantic service are also notaljle. 

 A speed of 22i knots has been maintained by the Kaiser WiUwIm dr 

 Grfme, which is 25 feet longer than the Campania. Two still larger 

 steamers are now building. The Deutschland is 660 feet long and 

 23,000 tons displacement; her engines are to be of 33,000 horsepower, 

 and it is estimated that she will average 23 knots. The other vessel is 

 said to be 700 feet long, and her engines are to develop 36,000 horse- 

 power, giving an estimated speed of 23i knots. All these vessels have 

 steel hulls and twin screws. It will be noted that to gain about 3 

 knots an hour nearl}" 50 per cent will have been added to the displace- 

 ment of the Teutonic, the engine power and coal consumption will l)e 

 doubled, and the cost increased proportionately. 



Sixt}' 3'ears of continuous effort and strenuous competition on this 

 great "ocean ferry" may be summarized in the following statement: 

 Speed has been increased from S^ to 22^ knots; the time on the xoyage 

 has been reduced to about 38 per cent of what it was in 1840. Ships 

 have been more than trebled in length, about doubled in breadth, and 

 increased tenfold in displacement. The engine power has l)een made 

 fort}^ times as great. The ratio of horsepower to the weight driv«'n 

 has been increased fourfold. The rate of coal consumption— measured 

 per horsepower per hour — is now only about one-third what it was in 

 1840. To drive 2,000 tons weight across the Atlantic at a speed of s.^ 

 knots per hour, about 550 tons of. coal were then burned: now. to diiv e 

 20,000 tons across at 22 knots, about 3.000 tons of coal are burned. 



With the low pressure of steam and heavy, slow-moving paddle 

 engines af 1840, each ton weight of machinery, boilers, etc., pr()duced 

 only about 2 horsepower. With modern twin-screw engines and 

 high steam pressure, each ton weight of propelling ai>i)aratus produces 

 from 6 horsepower to 7 horsepower. Had the old rate of coal con- 

 sumption continued, instead of 3,000 tons of coal, 9.000 tons would 

 have been n^quired for a voyage at 22 knots. Had the engines been 



