840 REPORT—1899, 
improvements in marine engineering and the development of steam navigation at 
high speeds. 
Equally true is it that this development could not have been accomplished but 
for the use of improved materials and ‘structural arrangements. Wood, as the 
principal material for the hulls of high-powered swift steamers, imposed limits 
upon dimensions, proportions, and powers which would have been a bar to progress. 
‘The use of iron, and later of steel, removed those limits. The percentage of the 
total displacement devoted to hull in a modern Atlantic liner of the largest size 
is not much greater than was the corresponding percentage in the wood-built 
Britannia of 1840, of one-third the length and one-tenth the total weight. 
Nor must it be overlooked that with increase in dimensions have come con- 
siderable improvements in form, favouring economy in propulsion. This is distinct 
from the economy resulting from increase in size, which Brunel appreciated 
thoroughly half a century ago when he designed the Great Britain and the Great 
Eastern. The importance of a due relation between the lengths of the ‘entrance 
and run’ of steamships and their intended maximum speeds, and the advantages of 
greater length and fineness of form as speeds are increased, were strongly insisted 
upon by Scott Russell and Froude. Naval architects, as a matter of course, now 
act upon the principle, so far as other conditions permit. For it must never be 
forgotten that economy of propulsion is only one of many desiderata which must 
be kept in view in steamship design. Structural weight and strength, seaworthi- 
ness and stability, all claim attention, and may necessitate modifications in dimen- 
sions and form which do not favour the maximum economy of propulsion. 
Swift Passenger Steamers for Long Voyages. 
Changes similar to those described for the Transatlantic service have been 
in progress on all the great lines of ocean traffic. In many instances increase in 
size has been due not only to increase in speed, but to enlarged carrying power 
and the extension of the lengths of voyages. No distance is now found too great 
for the successful working of steamships, and the sailing fleet is rapidly diminish- 
ing in importance. So far as long-distance steaming is concerned, the most potent 
factor has undoubtedly been the marvellous economy of fuel that has resulted from 
higher steam pressures and greater 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. 
Did time permit, 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 Pacific. As this is not possible, 
I must be content with a brief statement regarding the development of the fleet of 
the Peninsular and Oriental Company. 
The paddle steamer William Fawcett of 1829 was about 75 feet long, 200 tons 
displacement, of 60 nominal horse-power (probably about 120 indicated horse- 
power), and in favourable weather steamed at a speed of 8 knots. Her hull was 
of wood, and, like all the steamers of that date, she had considerable sail-power. 
In 1858 the Himalaya iron-built screw steamer of this line was described as 
‘ of larger dimensions than any then afloat, and of extraordinary speed.’ She was 
about 340 feet long, over 4,000 tons load displacement, 2,000 indicated horse- 
power on trial, with an average sea-speed of about 12 knots. The steam pressure 
was 14 lbs. per square inch, and the daily coal consumption about 70 tons. This 
vessel was transferred to the Royal Navy aud did good service as a troopship for 
forty years. 
In 1893 another Himalaya 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 horse-power and a capability to sustain 17 to 18 knots at sea, on a daily 
consumption of about 140 tons of coal. The steam pressure is 160 lbs. per square 
inch, and the engines are of the triple expansion type. 
Comparing the two Himalayas, it will be seen that in forty years the length 
has been increased about 40 per cent., displacement trebled, horse-power qua- 
