TRANSACTIONS OF SECTION G. 839 
engines developed about 750-horse power, and her coal consumption was about 
40 tons per day, nearly 5 Ibs. of coal per indicated horse-power per hour. She 
had a full spread of sail. 
In 1871 the White Star steamship Oceanic (first of that name) occupied a lead- 
ing position. She was iron-built, propelled by a screw, and maintained a sea-speed 
of about 144 knots. The steam pressure was 65 lbs. per square inch, and the 
engines were on the compound principle. She was 420 feet long, about 7,200 tons 
in displacement, her engines developed 3,000-horse power, and she burnt about 
65 tons of coal per day, or about 2 lbs. per indicated horse-power per hour. She 
carried a considerable spread cf sail. 
In 1889 the White Star steamer Textonic appeared, propelled by twin screws 
and practically with no sail-power. She is steel-built, and maintains a 
sea-speed of about 20 knots. The steam pressure is 180 lbs. per square inch, 
and the engines are on the triple expansion principle. She is about 565 feet 
long, 16,000 tons displacement, 17,000-horse power indicated, with a coal con- 
sumption of about 300 tons a day, or from 1‘6 to 1-7 lbs. per indicated horse- 
power per hour. 
In 1894 the Cunard steamship Campania began her service, with triple expan- 
sion engines, twin screws, and no sail-power. She is about 600 feet long, 20,000 
tons displacement, develops about 28,000-horse power at full speed 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 685 feet in length and over 25,000 tons displace- 
ment. 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 utilised 
in additional carrying power. 
The latest German steamers for the Transatlantic service are also notable. A 
speed of 224 knots has been maintained by the Kaiser Wilhelm der Grosse, 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-horse power, and it is estimated 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 23} knots. All these vessels have steel 
hulls and twin screws. It will be noted that to gain about three knots an hour 
nearly 50 per cent. will have been added to the displacement of the Teutonic, the 
engine-power and coal consumption will be doubled, and the cost increased pro- 
portionately. 
Sixty years of continuous effort and strenuous competition on this great ‘ocean 
ferry’ may be summarised in the following statement. Speed has been increased 
from 84 to 224 knots: the time on the voyage 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 number of 
passengers carried by a steamship has been increased from about 100 to nearly 
2,000. The engine-power has been made forty times as great. The ratio of 
horse-power to the weight driven has been increased fourfold. The rate of coal 
consumption (measured per horse-power per hour) is now only about one-third 
what it was in 1840. To drive 2,000 tons weight across ihe Atlantic at a speed 
of 84 knots, about 550 tons of coal were then burnt: now, to drive 20,000 tons 
across at 22 knots, about 3,000 tons of coal are burnt. With the low pressure of 
steam and heavy slow-moving paddle-engines of 1840, each ton weight of 
machinery, boilers, &c., produced only about 2-horse power for continuous working 
at sea. With modern twin-screw engines and high steam pressure, each ton 
weight of propelling apparatus produces from 6- to 7-horse power. Had the 
old rate of coal consumption continued, instead of 3,000 tons of coal, 9,000 tons 
would have been required for a voyage at 22 knots. Had the engines been pro- 
portionately as heavy as those in use sixty years ago, they would have weighed 
about 14,000 tons. In other words, machinery, boilers, and coals would have 
exceeded in weight the total weight of the Campania as she floats to-day. There 
could not be a more striking illustration than this of the close relation between 
