]18 



THE CIVIL ENGINEER AND ARCHITECTS JOURNAL. 



[May, 



T, , ,- X- ' T Horse Length 



Date. Naqie. No. Tonnage. „„„,.,„„ b 



Power.; on Deck. 



Beam. 



Depth 

 of Hold. 



Remarks. 



1839 



1840 



1840 



Dolphin 



Ck)quette 



Iron Duke 



ft. in. 

 29 106^ 50 114 6 



1840 Telegraph 



1840 I Steamer 

 1840 Rose 

 Thistle 



1840 i Steam dreilge 



1840 i Steam ferry boat 37 



30 



163M 1 50 



1840 



1840 

 1841 



1841 



1841 



Canal boat 



Steam barge 

 Yarra Yarra 



Juno 



Barge 



1841 Steamer 



45 



14 

 100 



12 



30 



48 men 



80 



150 

 104 6 



13G 



81 

 153 6 



65 



66 6 



65 



"8 9 

 96 



82 3 

 60 



150 3 



ft. in. 

 14 



15 



15 



18 



10 

 20 6 



14 



9 



6 



9 

 14 6 



19 6 



16 



19 



ft. in. 

 7 6 



8 



7 9 



8 3 



' 6 and 



4 6 



11 6 



4 



7 and 



4 6 



3 2 



5 



7 10 



12 



4 



10 



Ituilt for the " Royal Maritime Society " of Berlin for the Ipper Elbe, 

 Havel and Spree to lierlin. The dimensions were regulated bv some 

 locks and bridges. She is of a very full model to save draught of water, 

 which was limited to 2ft. 2in. She is partly used as a tug boat for tow- 

 ing the lighters of the country. 



Fast and strong built. She is very stable, and her speed is fully equal 

 to 13 miles an hour. Her great length gives great accommodation for 

 tonnage, and if speed and accommodation are considered conjointly, the 

 residts are perhaps the best yet obtained by any vessel. 



For the river at Deraerara, as a steam-barge to carry 40 hogsheads of 

 sugar, stowed in the holds, on a draught of 3ft. .'Jin. She carried this 

 cargo at a speed of 7 miles an hour, and made the passage across the At- 

 lantic in safety on this draught of water, being litted with lee-boards like 

 the Yorkshire billy buoys. 



IJuilt for the Weser and adjoining coasts, and gives good results, being 

 a strong and substantial boat. The draught of water was confined to 

 2ft. Sin. She made the passage from Oravesend to Bremenhafen in 46 

 hours. 



Built for one of the lakes in the north of Italy, and sent out in sections. 



Built for Sydney in every respect as sea-going steamers of the first class. 

 They are built of a very fine model and are very fast. Their speed in the 

 river when light was proved to he 13 miles an hour. They earn- GO tons 

 of cargo on a draught of 7 feet of water. 



Built for clearing out the Fossdyke Navigation with bucket frames to 

 work on either side, and deepen the sides of the canal. The draught of 

 water is 2ft. 3in., and she was towed round the coast of Lincolnshire, by 

 a steamer without injury in the month of January. 



Built for Calcutta for the Hoogly, and sent out in sections, with oscil- 

 lating engines. The draught of water will not exceed 18 inches when 

 light. 



Adapted for swift canal navigation by horses, at a speed of 1 miles an 

 hour. 



Built for an experiineutal barge. 



Built for Port Phillip, New South \VaIes, and sent out in sections all 

 complete. 



Building for tlie trade between London and Hull. To he rigged as a 

 schooner. 



Building for a floating fire-engine, and fitted with a pair of paddle- 

 wheels. The engines are worked by cranked handles by 48 men, and 

 anangement is made by which they can be thrown out of gear, and the 

 paddle-wheels can be connected and set in motion, that the barge maybe 

 easily removed to wherever it may be required. 



Building for the Royal Danish Board of Admiralty, and intended cliiefly 

 for a private yacht for the Royal family of Denmark. 



The extensive use of iron steam vessels makes any information upon the subject most valuable, and vpe tlierefore feel highly indebted to 

 Messrs. Fairbairn for their liberality in furnishing us with the preceding notes. Being engaged in this manufacture to such an extent, the 

 results of Messrs. Fairbairn's experience are valuable, and we trust tliat their example will enable us to obtain from otlier distinguished engineers 

 such materials as will form an important record of the progress of this branch of engineering and marine architecture. 



THE BOARD OF TRADE AND THE RAILWAYS BILL. 



DtRiXG the last month a good deal of time has been lost with the 

 Easter recess, so that the committee to wliom at Sir Robert Peel's 

 wish was referred the consideration of the powers as to railways to 

 be given to the Board of Trade was only able to meet in the beginning 

 of tne month, when for several days they were employed in hearing 

 witnesses for and against the plans of the Board of Trade. The evi- 

 dence of Mr. Brunei against tlie proposed interference is said to have 

 had great influence upon the committee, and seriously to have annoyed 

 Mr. Labouchere, but we regret to have heard it reported that a rail- 

 way engineer of great eminence had taken a very different course, and 

 had given his support in favour of the views of the Board of Trade, 

 and against the iirofession. We sincerely hope that there may have 

 been some mis-statement with regard to this latter circumstance! as we 

 think that such a course at (he present moment is likely to be of serious 

 prejudice to the welfare of the profession. On the motion of Lord 

 Granville Somerset a number of reports ami returns relative to rail- 

 ways have been published, which are quite confirraatorv of the worst 

 surmises as to the conduct and intention of the Boardi and its Com- 

 missioners. It is very true that much of the arrogance of the govern- 

 ment functionaries is directed against the companies and directors, but 

 it must not be supposed that they are the only parties threatened. On 

 the contrary, the military engineers (for suchWe regret to say all the 

 inspectors have been) give arbitrary opinions as to the use of blocks 

 or chairs, the form and weight of rails and chairs, the construction of 

 locomotives and carriages, the manufacture of axles and wheels, gra- 

 dients, embankments, mode of working, and whatever else they can 



possibly interfere with. Nor is this all, for one of the party, with the 

 accustomed hankering for meddling with private property, proposes 

 to excise the locomotive engineers, as Major Pringle and his colleague 

 did the marine engineers. It is suggested that to ensure the manu- 

 facture of axles of proper materials, the engineers and the assistants 

 should at all times have access to every part of tlie works, and it needs 

 scarcelv to be presumed that this suggestion will be carried by the 

 same power being claimed for the government officers, powers which 

 it is known are useless as a protection, and useful only as an annoyance, 

 for if there be a disposition to act wrongly no inspection of this kind 

 avails, instances having occurred of fraudulent lails having been made 

 under the very eyes of engineers. In the same spirit recommenda- 

 tions were made that stations shoidd be shut up, and that locomotive 

 engines should be licensed, a recommendation, which though to short- 

 sighted men it may appear to the advantage of engineers is clearly 

 the reverse, for it is sure to follow that under such restrictions the 

 supply must be reduced. 



The bill itself we have described, this appendix to if is a rich com- 

 mentary on its spirit, dictated by ignorance, it is pregnant with quack- 

 ery and oppression, and while its recommendations wouhi be inopera- 

 tive for any useful purpose, they would be abundantly ellective for 

 mischief, a delusion on the public'and an injury to the profession. In 

 the course of the last month all the railway companies have petitioned 

 against it, not one engineer. We have done our duty, we have called 

 — we call on the profession to petition and oppose, and we urge them 

 to lose no time. Let them read Colonel Thomson's report, and imagine 

 such a man as he excising their ollices and their workshops, and then 

 if they are not aroused, we do not imagine they ever will be. 



