No. 124. j 143 



edges supporting each other and preventing the iron from breaking 

 ■out from each livct hole, to the edge of the iron. This arrangement 

 requires one-third more weight, <iuc\ when finished, possesses one-third 

 less strength, than boiiers made from Jlmerica^i iron ! 



Without any such arrangeavent of bars on which to rivet the plates, 

 with American iron the sheets are lapped at their edges and the rivets 

 pass through both sheets. The points so rivetted have proved by 

 experience to be the stro77gest part of ike boiler. 



And where right angled turns are required, the sheet may be bent 

 to the L form, without fear of cracking or being at all injured in its 

 properties or strength — thus getting rid of the useless angle or L 

 irons which are necessary when English plates are maile use of. 



This superiority, in part accounts for the greater speed of Ameri- 

 can steamers, the boilers being capable of sustaining a greater pres- 

 sure, may be made of a less size — a consequent reduction of the 

 "weight of iron and the water contained in the boiler — a proportion- 

 ably greater speed is the necessary result. 



In relation to iron ships, we subjoin the statement of John 

 Clowes, Esquire, a member of the American Institute. 



" At our last meeting, there was considerable information elicited 

 from several speakers on the subject of iron boats, steamers, sailing 

 vessels, ^~c. In accordance with the objects of these meetings, viz : 

 to disseminate useful and practical information, do me the favor to 

 accept a few recorded and recollected facts en this interesting and 

 useful public improvement. On the history of iron boats, and iron 

 as- a material for ship building, I would refer to Grantham, C. E., 

 published in 1842 ; a publication containing much useful and prac- 

 tical knowledge. Mr. Grantham is one of the tirm of Page & 

 Grantham, Iron ship builders Liverpool, England. I myself was 

 born and brought up in Staffordshire, in the immediate vicinity of 

 several large iron furnaces, and have a distinct recollection of seeing 

 iron canal boats as early as 1795 ; many of which were built before 

 1785. They were generally employed in freighting ironstone, li.ne- 

 stone, pig iron, &c. I am aware it is a common error to suppose that 

 vessels of iron are but of recent dat^, and that their advocates are only 

 those who are workers in iron ; and many deem iron vessels as 

 visionary, in this wonder-working, improving and go-ahead age, but 

 the invention is not of so recent a date. lion vessels have long been 

 known, and have for upwards of forty years been gradually making 

 a sure though slow progress. Mr. Grantham, in page 6, observes, 

 ' my partner, Mr. Page, was engaged in building iron canal boats up- 

 wards of thirty years ago ; and I myself have seen iron vessels in 

 Staffordshire of a still greater age.' Again, in pages 6 and 7, ' tlie 

 iron steamer Aaron Manly was built in 1820 for a C( mpany in Paris, 

 to ply on the river Seine. In February, 1842, this iron steamer and 

 four others upon the river, were all in good conditii n ; and from 

 1822 to 1830 the iron hull of the steamer Aaron Manly required no 

 repairs. The second iron steamer on record was built by Mr. Gran- 

 tham's father, in 1824, for the Dublin Steam Packet Company to run 

 op the river Shannon, in Ireland, and such was the satisfaction of this 



