ON STEAMSHIP PERFORMANCE. 345 
cf 
_ To accomplish what had been proposed, and fully to realize the expectations 
of the public, was naturally a subject of no small anxiety to those on whom 
fhe responsibility devolved of providing vessels so much in advance of any 
which had yet been built. It was not a mere question of speed at the 
measured mile in Long Reach or in Stokes Bay; that had been shown to be 
ticable by the great success of the Royal Yacht, which attained the 
precedented rate of speed, at the trial trip, of 191 statute miles per hour 
_ (wide Table); the difficulty was to maintain such a rate of speed in severe 
_ weather, and under the disadvantageous circumstances which must so often 
ccur in the passage of the Channel four times every day in the year, as to 
in @ comparative regularity in the due performance of a mail service, with 
but very small margin for contingencies at sea. With the object therefore of 
uring this result, it was ultimately decided to increase the size of the 
s to 2000 tons, and that of the engines in like proportion. Designs 
e received from the most eminent builders in England. Those submitted 
by Messrs. Laird, of Birkenhead, and Mr. Samuda, of London, were adopted. 
. Ravenhill, Salkeld, and Co. supplied two pairs of engines, and 
s. James Watt and Co. the other two pairs. The dimensions and general 
rangements of the four vessels are so nearly alike, that the following 
lescription of one, the ‘ Connaught,’ will be sufficient for all. This was built 
by Messrs. Laird, as well as the ‘Ulster’ and the ‘Munster ;’ the fourth, the 
‘Leinster,’ was built by Mr. Samuda. 
The ships are built of iron. The length between the perpendiculars is 
ft.; the beam is 35 ft., and depth 21 ft. The keel is formed of a centre 
plate, 3 ft. deep and 2 in. thick, with two bars 9 in. deep by 2 in. thick, 
n each side at the bottom ; these five plates, with the two garboard strakes, 
-in. thick each, are secured together with iron bolts riveted and countersunk. 
m the top of the centre keel plate two angle-iron bars are riveted, 5 in. by 
in. by 4 in., and to these angle irons, and to the angle irons on the top of 
ae floorings throughout the entire length of the vessel, as far as the fine ends 
allow, is riveted a strong plate, 4 ft. wide amidships, and 2 ft. 6 in. wide 
ends. There are also two very strong box keelsons, secured on the 
ngs at each side of the keel, and another in each bilge. The general 
ng of the ship and the outside plating are done in the usual way, care 
taken to have everything well put together. The engine beams, paddle 
pring beams, and all other beams for the main and lower decks are of 
Timber has been used only for the decks and cabin fittings. There are 
ptincipal iron water-tight bulkheads, which not only provide for the 
of the ship in case of accident, but add greatly to her strength in a 
way. The bulwarks are of iron plates, in continuation of the sides of the 
to the rail, and without any break for gangways, such not being 
ed for landing, either at Holyhead or at Kingstown. To give additional 
h in the centre, where the weight of the engines, wheels, and boilers 
to be carried, the insides of the paddle-boxes are also formed of iron 
, continued from the sides and bulwarks of the vessel, with a strong 
y girder, formed of an iron plate 15 in. broad and 3 in. thick, so as to 
ovide ample means of resistance to the severe shocks which these long 
sels must encounter in rough seas, when driven at such a high rate of 
ed. The gunwale is formed of angle-iron bars, 4 in. by 4 in., riveted to 
@ sheer strake and to a plate which is riveted on the top of the beams. At 
listance of about 15 in. from this, an inner angle bar is riveted, against 
uich the wooden waterway is fitted, so as to leave the outer part, between 
is and the gunwale, to form a drain to take the water off the deck, and to 
us 
ari 
insu 
= 
% 
— 
Be 
