THE PROGRESS IN STEAM NAVIGATION. 571 



importance. So far as long-distance steaming is concciMuHl. the mosl 

 potent factor has undoubtedly been the mai-velous economy of fuel 

 that has resulted from higher steam pressures and gi-eater expansion. 

 In all cases, however, advances have been made possible not merely 

 by economy of fuel, but by improvements in form, structure, and 

 propelling apparatus and by increased dimensions. This might be 

 illustrated by many interesting facts drawn from the records of the 

 great steamship companies which perform the services to the Far 

 East, Australia, South America, and the Pacilic. I must be content, 

 however, with the statement of a few facts regarding the development 

 of the fleet of the Peninsular and Oriental Company, The paddle 

 steamer William Fcmcett^ of 1829, was about 75 feet long, 200 tons 

 displacement, of 60 .nominal horsepower — probably about 120 indi- 

 cated horsepower — and in favorable weather steamed at a speed of s 

 knots. Her hull was of wood, and, like all the steamers of that date, 

 she had considerable sail power. 



In 1853 the Himalaya^ iron-built screw steamer of this line, was 

 described as "of larger dimensions than any then afloat and of extraor- 

 dinary speed." She was about 340 feet long, over -l.ooo tons load 

 displacement, 2,000 indicated horsepower on trial, with an avt-rage 

 sea speed of about 12 knots. The steam pressure was 14 pounds per 

 square inch and the daily coal consumption about 7() tons. This ves- 

 sel was transferred to the royal navy, and did good s(>ryice as a troop- 

 ship for forty years. In 1893 another liniwhnja was added to the 

 company's fleet. She was steel built, nearly 470 feet long and 12,000 

 tons load displacement, with over 8,000 indicated horsepower and a capa- 

 bility to sustain 17 to 18 knots at sea on a daily consumption of about 

 140 tons of coal. The steam pressure is 160 pounds per square inch, 

 and the engines are of the triple-expansion type. Comparing the two 

 Ilhualaya.s it will be seen that in forty years the length has been 

 increased about 40 per cent, displacement trebled, horsepower (|uad- 

 rupled, and speed increased 50 per cent. The proportion of horse- 

 power to displacement has oidy been increased as 3 to 4, enlarged 

 dimensions having secured relative economy in propulsion. The rati' 

 of coal consumption has been probably reduced to about one-third of 

 that in the earlier ship. The latest steamers of the line are of still 

 larger dimensions, being 500 feet long and of proportionately gr(>ater 

 displacement. It is stated that the II!mal<ii/a of 1853 cost f 132.000 

 complete for sea; the corresponding outlay on her successors is not 

 published, but it is probably twice as great. 



On the service to the Cape similar developments have taUen place. 

 Forty years ago vessels less than 200 feet long and of about 7 knots per- 

 formed the service, whereas the latest additions to th(> fleets K^x^i^vA 

 500 feet in length and can, if required, he driyen at 17 to is knots, 

 ranking in size and power next to the great trans-Atlanti.lmers. Com- 



