CHAPTER VII.

Screw-PropellerFig. 139.—Screw-Propeller.

Fig. 139.—Screw-Propeller.

The usual form of screw (Fig. 139) has blades of nearly equal breadth from the hub to the periphery, or slightly widening toward their extremities, as is seen in an exaggerated degree inFig. 140, representing the form adopted fortug-boats, where large surface near the extremity is more generally used than in vessels of high speed running free. In the Griffith screw, which has been much used, the hub is globular and very large. The blades are secured to the hub by flanges, and are bolted on in such a manner that their position may be changed slightly if desired. The blades are shaped like the section of a pear, the wider part being nearest the hub, and the blades tapering rapidly toward their extremities. A usual form is intermediate between the last, and is like that shown inFig. 141, the hub being sufficiently enlarged to permit the blades to be attached as in the Griffith screw, but more nearly cylindrical, and the blades having nearly uniform width from end to end.

Tug-Boat ScrewFig. 140.—Tug-boat Screw.

Fig. 140.—Tug-boat Screw.

The pitch of a screw is the distance which would be traversed by the screw in one revolution were it to move through the water without slip; i. e., it is double the distanceC D,Fig. 140.C D′represents the helical path of the extremity of the bladeB, andO E F H Kis that of the bladeA. The proportion of diameter to the pitch of the screw is determined by the speed of the vessel. For low speed the pitch may be as small as 11∕4the diameter. For vessels of high speed the pitch is frequently double the diameter. The diameter of the screw is made as great as possible, since the slip decreases with the increase of the area of screw-disk. Its length is usually about one-sixth of the diameter. A greater length produces loss by increase of surface causing too great friction, while a shorter screw does not fully utilize the resisting power of the cylinder of water within which it works, and increased slip causes waste of power. An empirical value for the probable slip in vessels of good shape, which is closely approximate usually, isS= 4M∕A, in whichSis the slip per cent., andMandAare the areas of the midship section and of the screw-disk in square feet.

Hirsch ScrewFig. 141.—Hirsch Screw.

Fig. 141.—Hirsch Screw.

The most effective screws have slightly greater pitch at the periphery than at the hub, and an increasing pitch from the forward to the rear part of the screw. The latter method of increasing pitch is more generally adopted alone. The thrust of the screw is the pressure which it exerts in driving the vessel forward. In well-formed vessels, with good screws, about two-thirds of the power applied to the screw is utilized in propulsion, the remainder being wasted in slip and other useless work. Its efficiency is in such a case, therefore, 66 per cent. Twin screws, one on each side of the stern-post, are sometimes used in vessels of light draught and considerable breadth, whereby decreased slip is secured.

As has already been stated, the introduction of the compound engine has been attempted, but with less success than in Europe, by several American engineers.

The most radical change in the methods of ship-propulsion which has been successfully introduced in some localities has been the adoption of a system of “wire-rope towage.” It is only well adapted for cases in which the steamer traverses the same line constantly, moving backward and forward between certain points, and is never compelled to deviate to any considerable extent from the path selected. A similar system is in use in Canada, but it has not yet come into use in the United States, notwithstanding the fact that, wherever its adoption is practicable, it has a marked superiority in economy over the usual methods of propulsion. With chain or rope traction there is no loss by slip or oblique action, as in both screw and paddle-wheel propulsion. In the latter methods these losses amount to an important fraction of the total power; they rarely, if ever, fall below a total of 25 per cent., and probably in towage exceed 50 per cent. The objection to the adoption of chain-propulsion, as it is also often called, is the necessity of following closely the line along which the chain or the rope is laid. There is, however, much less difficulty thanwould be anticipated in following a sinuous route or in avoiding obstacles in the channel or passing other vessels. The system is particularly well adapted for use on canals.

The steam-boilers in use in the later and best marine engineering practice are of various forms, but the standard types are few in number. That used on river-steamers in the United States has already been described.

Marine Fire-Tubular Boiler, SectionFig. 142.—Marine Fire-tubular Boiler. Section.

Fig. 142.—Marine Fire-tubular Boiler. Section.

Fig. 142is a type of marine tubular boiler which is in most extensive use in sea-going steamers for moderate pressure, and particularly for naval vessels. Here the gases pass directly into the back connection from the fire, and thence forward again, through horizontal tubes, to the front connection and up the chimney. In naval vessels the steam-chimney is omitted, as it is there necessary to keep all parts of the boiler as far below the water-line as possible. Steam is taken from the boiler by pipes which are carried from end to end of the steam-space, near the top of the boiler, the steam entering these pipes through small holes drilled on the other side. Steam is thus taken from the boiler “wet,” but no large quantity of water can usually be “entrained” by the steam.

A marine boiler has been quite extensively introducedinto the United States navy, in which the gases are led from the back connection through a tube-box around and among a set of upright water-tubes, which are filled with water, circulation taking place freely from the water-space immediately above the crown-sheet of the furnace up through these tubes into the water-space above them. These “water-tubular” boilers have a slight advantage over the “fire-tubular” boilers already described in compactness, in steaming capacity, and in economical efficiency. They have a very marked advantage in the facility with which the tubes may be scraped or freed from the deposit when a scale of sulphate of lime or other salt has formed within them by precipitation from the water. The fire-tubular boiler excels in convenience of access for plugging up leaking tubes, and is much less costly than the water-tubular. The water-tube class of boilers still remain in extensive use in the United States naval steamers. They have never been much used in the merchant service, although introduced by James Montgomery in the United States and by Lord Dundonald in Great Britain twenty years earlier. Opinion still remains divided among engineers in regard to their relative value. They are gradually reassuming prominence by their introduction in the modified form of sectional boilers.

Marine High-Pressure Boiler, SectionFig. 143.—Marine High-Pressure Boiler. Section.

Fig. 143.—Marine High-Pressure Boiler. Section.

Marine boilers are now usually given the form shown in section inFig. 143. This form of boiler is adopted wheresteam-pressures of 60 pounds and upward are carried, as in steam-vessels supplied with compound engines, cylindrical forms being considered the best with high pressures. The large cylindrical flues, therefore, form the furnaces as shown in the transverse sectional view. The gases rise, as shown in the longitudinal section, through the connection, and pass back to the end of the boiler through the tubes, and thence, instead of entering a steam-chimney, they are conducted by a smoke-connection, not shown in the sketch, to the smoke funnel or stack. In merchant-steamers, a steam-drum is often mounted horizontally above the boiler. In other cases a separator is attached to the steam-pipe between boilers and engines. This usually consists of an iron tank, divided by a vertical partition extending from the top nearly to the bottom. The steam, entering the top at one side of this partition, passes underneath it, and up to the top on the opposite side, where it issues into a steam-pipe leading directly to the engine. The sudden reversal of its course at the bottom causes it to leave the suspended water in the bottom of the separator, whence it is drained off by pipes.

The most interesting illustrations of recent practice in marine engineering and naval architecture are found in the steamers which are now seen on transoceanic routes for the merchant service, and, in the naval service, in the enormous iron-clads which have been built in Great Britain.

The City of Peking is one of the finest examples of American practice. This vessel was constructed for the Pacific Mail Company. The hull is 423 feet long, of 48 feet beam, and 381∕2feet deep. Accommodations are furnished for 150 cabin and 1,800 steerage passengers, and the coal-bunkers “stow” 1,500 tons of coal. The iron plates of which the sides and bottom are made are from11∕16to one inch in thickness. The weight of iron used in construction was about 5,500,000 pounds. The machinery weighed nearly 2,000,000 pounds, with spare gear and accessory apparatus.The engines are compound, with two steam-cylinders of 51 inches and two of 88 inches diameter, and a stroke of piston of 41∕2feet. The condensing water is sent through the surface-condensers by circulating-pumps driven by their own engines. Ten boilers furnish steam to these engines, each having a diameter of 13 feet, a length of 131∕2feet, and a thickness of “shell” of 13∕16inch. Each has three furnaces, and contains 204 tubes of an outside diameter of 31∕4inches. All together, they have 520 square feet of grate-surface and 17,000 square feet of heating-surface. The area of cooling-surface in the condensers is 10,000 square feet. The City of Rome, a ship of later design, is 590 feet long, “over all,” 52 feet beam, 52 feet deep, and measures 8,300 tons. The engines, of 8,500 horse-power, will drive the vessel 18 knots (21 miles) an hour; they have six steam-cylinders (three high and three low pressure), and are supplied with steam by 8 boilers heated by 48 furnaces. The hull is of steel, the bottom double, and the whole divided into ten compartments by transverse bulkheads. Two longitudinal bulkheads in the engine and boiler compartments add greatly to the safety of the vessel.

The most successful steam-vessels in general use are these screw-steamers of transoceanic lines. Those of the transatlantic lines are now built from 350 to 550 feet long, generally propelled from 12 to 18 knots (14 to 21 miles) an hour, by engines of from 3,000 to 8,000 horse-power, consuming from 70 to 250 tons of coal a day, and crossing the Atlantic in from eight to ten days. These vessels are now invariably fitted with the compound engine and surface-condensers. One of these vessels, the Germanic, has been reported at Sandy Hook, the entrance to New York Harbor, in 7 days 11 hours 37 minutes from Queenstown—a distance, as measured by the log and by observation, of 2,830 miles. Another steamer, the Britannic, has crossed the Atlantic in 7 days 10 hours and 53 minutes. These vessels are of 5,000 tons burden, of 750 “nominal” horse-power (probably 5,000 actual).

The Modern SteamshipFig. 144.—The Modern Steamship.

Fig. 144.—The Modern Steamship.

Themodern steamshipis as wonderful an illustration of ingenuity and skill in all interior arrangements as in size,power, and speed. The size of sea-going steamers has become so great that it is unsafe to intrust the raising of the anchor or the steering of the vessel to manual power and skill; and these operations, as well as the loading and unloading of the vessel, are now the work of the same great motor—steam.

The now common form of auxiliary engine for controlling the helm is one of the inventions of the American engineer F. E. Sickels, who devised the “Sickels cut-off,” and was first invented about 1850. It was exhibited at London at the International Exhibition of 1851. It consists[98]principally of two cylinders working at right angles upon a shaft geared into a large wheel fastened by a friction-plate lined with wood, and set by a screw to any desired pressure on the steering-apparatus. The wheel turned by the steersman is connected with the valve-gear of the cylinders, so that the steam, or other motor, will move the rudder precisely as the helmsman moves the wheel adjusting the steam-valves. This wheel thus becomes the steering-wheel. The apparatus is usually so arranged that it may be connected or disconnected in an instant, and hand-steering adopted if the smoothness of the sea and the low speed of the vessel make it desirable or convenient. This method was first adopted in the United States on the steamship Augusta.

The same inventor and others have contrived “steam-windlasses,” some of which are in general use on large vessels. The machinery of these vessels is also often fitted with a steam “reversing-gear,” by means of which the engines are as easily manœuvred as are those of the smallest vessels, to which hand-gear is always fitted. In one of these little auxiliary engines, as devised by the author, a small handle being adjusted to a marked position, as to the point marked “stop” on an index-plate, the auxiliary engine at once starts, throws the valve-gear into the proper position—as,if a link-motion, into “middle-gear”—thus stopping the large engines, and then it itself stops. Setting the handle so that its pointer shall point to “ahead,” the little engine starts again, sets the link in position to go ahead, thus starting the large engines, and again stops itself. If set at “back,” the same series of operations occurs, leaving the main engines backing and the little “reversing engine” stopped. A number of forms of reversing engine are in use, each adapted to some one type of engine.

The hull of the transatlantic steamer is now always of iron, and is divided into a number of “compartments,” each of which is water-tight and separated from the adjacent compartments by iron “bulkheads,” in which are fitted doors which, when closed, are also water-tight. In some cases these doors close automatically when the water rises in the vessel, thus confining it to the leaking portion.

Thus we have already seen a change in transoceanic lines from steamers like the Great Western (1837), 212 feet in length, of 351∕2feet beam, and 23 feet depth, driven by engines of 450 horse-power, and requiring 15 days to cross the Atlantic, to steamships over 550 feet long, 55 feet beam, and 55 feet deep, with engines of 10,000 horse-power, crossing the Atlantic in 7 days; iron substituted for wood in construction, the cost of fuel reduced one-half, and the speed raised from 8 to 18 knots and over. In the earlier days of steamships they were given a proportion of length to breadth of from 5 to 6 to 1; in forty years the proportion increased until 11 to 1 was reached.

The whole naval establishment of every country has been greatly modified by the recent changes in methods of attack and defense; but the several classes of ships which still form the naval marine are all as dependent upon their steam-machinery as ever.

Fig. 145.—Modern Iron-Clads.

It is only recently that the attempt seems to have been made to determine a classification of war-vessels and to plan a naval establishment which shall be likely to meetfully the requirements of the immediate future. It has hitherto been customary simply to make each ship a little stronger, faster, or more powerful to resist or to makeattack than was the last. The fact that the direction of progress in naval science and architecture is plainly perceivable, and that upon its study may be based a fair estimate of the character and relative distribution of several classes of vessels, seems to have been appreciated by very few.

In the year 1870 the writer proposed[99]a classification of vessels other than torpedo-vessels, which has since been also proposed in a somewhat modified form by Mr. J. Scott Russell.[100]The author then remarked that the increase so rapidly occurring in weight of ordnance and of armor, and in speed of war-vessels, would probably soon compel a division of the vessels of every navy into three classes of ships, exclusive of torpedo-vessels, one for general service in time of peace, the others for use only in time of war.

“The first class may consist of unarmored vessels of moderate size, fair speed under steam, armed with a few tolerably heavy guns, and carrying full sail-power.

“The second class may be vessels of great speed under steam, unarmored, carrying light batteries and as great spread of canvas as can readily be given them; very much such vessels as the Wampanoag class of our own navy were intended to be—calculated expressly to destroy the commerce of an enemy.

“The third class may consist of ships carrying the heaviest possible armor and armament, with strongly-built bows, the most powerful machinery that can be given them, of large coal-carrying capacity, and unencumbered by sails, everything being made secondary to the one object of obtaining victory in contending with the most powerful of possible opponents. Such vessels could never go to sea singly, but would cruise in couples or in squadrons. It seems hardly doubtful that attempts to combine the qualities of all classes in a single vessel, as has hitherto beendone, will be necessarily given up, although the classification indicated will certainly tend largely to restrict naval operations.”

The introduction of the stationary, the floating, and the automatic classes of torpedoes, and of torpedo-vessels, has now become accomplished, and this element, which it was predicted by Bushnell and by Fulton three-quarters of a century ago would at some future time become important in warfare, is now well recognized by all nations. How far it may modify future naval establishments cannot be yet confidently stated, but it seems sufficiently evident that the attack, by any navy, of stationary defenses protected by torpedoes is now quite a thing of the past. It may be perhaps looked upon as exceedingly probable that torpedo-ships of very high speed will yet drive all heavily-armored vessels from the ocean, thus completing the historic parallel between the man-in-armor of the middle ages and the armored man-of-war of our own time.[101]

Of these classes, the third is of most interest, as exhibiting most perfectly the importance and variety of the work which the steam-engine is made to perform. On the later of these vessels, the anchor is raised by a steam anchor-hoisting apparatus; the heavier spars and sails are handled by the aid of a steam-windlass; the helm is controlled by a steering-engine, and the helmsman, with his little finger, sets in motion a steam-engine, which adjusts the rudder with a power which is unimpeded by wind or sea, and with an exactness that could not be exceeded by the hand-steering gear of a yacht; the guns are loaded by steam, are elevated or depressed, and are given lateral training, by the same power; the turrets in which the guns are incased are turned, and the guns are whirled toward every point of the compass, in less time than is required to sponge and reloadthem; and the ship itself is driven through the water by the power of ten thousand horses, at a speed which is only excelled on land by that of the railroad-train.

The British Minotaur was one of the earlier iron-clads. The great length and consequent difficulty of manœuvring, the defect of speed, and the weakness of armor of these vessels have led to the substitution of far more effective designs in later constructions. The Minotaur is a four-masted screw iron-clad, 400 feet long, of 59 feet beam and 261∕2feet draught of water. Her speed at sea is about 121∕2knots, and her engines develop, as a maximum, nearly 6,000 indicated horse-power. Her heaviest armor-plates are but 6 inches in thickness. Her extreme length and her unbalanced rudder make it difficult to turn rapidly. Witheighteen men at the steering-wheeland sixty others on the tackle, the ship, on one occasion, was 71∕2minutes in turning completely around. These long iron-clads were succeeded by the shorter vessels designed by Mr. E. J. Reed, of which the first, the Bellerophon, was of 4,246 tons burden, 300 feet long by 56 feet beam, and 241∕2feet draught, of the 14-knot speed, with 4,600 horse-power; and having the “balanced rudder” used many years earlier in the United States by Robert L. Stevens,[102]it can turn in four minutes with eight men at the wheel. The cost of construction was some $600,000 less than that of the Minotaur. A still later vessel, the Monarch, was constructed on a system quite similar to that known in the United States as the Monitor type, or as a turreted iron-clad. This vessel is 330 feet long, 571∕2feet wide, and 36 feet deep, drawing 241∕2feet of water. The total weight of ship and contents is over 8,000 tons, and the engines are of over 8,500 horse-power. The armor is 6 and 7 inches thick on the hull, and 8 inches on the two turrets, over a heavy teak backing. The turrets contain each two 12-inch rifled guns, weighing 25 tons each, and,with a charge of 70 pounds of powder, throwing a shot of 600 pounds weight with a velocity of 1,200 feet per second, and giving it avis vivaequivalent to the raising of over 6,100 tons one foot high, and equal to the work of penetrating an iron plate 131∕2inches thick. This immense vessel is driven by a pair of “single-cylinder” engines having steam-cylindersten feetin diameter and of 41∕2feet stroke of piston, driving a two-bladed Griffith screw of 231∕2feet diameter and 261∕2feet pitch, 65 revolutions, at the maximum speed of 14.9 knots, or about 171∕2miles, an hour. To drive these powerful engines, boilers having an aggregate of about 25,000 square feet (or more than a half-acre) of heating-surface are required, with 900 square feet of grate-surface. The refrigerating surface in the condensers has an area of 16,500 square feet—over one-third of an acre. The cost of these engines and boilers was £66,500.

Were all this vast steam-power developed, giving the vessel a speed of 15 knots, the ship, if used as a “ram,” would strike an enemy at rest with the tremendous “energy” of 48,000 foot-tons—equal to the shock of the projectiles of eight or nine such guns as are carried by the iron-clad itself, simultaneously discharged upon one spot.

But even this great vessel is less formidable than later vessels. One of the latter, the Inflexible, is a shorter but wider and deeper ship than the Monarch, measuring 320 feet long, 75 feet beam, and 25 draught, displacing over 10,000 tons. The great rifles carried by this vessel weigh 81 tons each, throwing shot weighing a half-ton from behind iron-plating two feet in thickness. The steam-engines are of about the same power as those of the Monarch, and give this enormous hull a speed of 14 knots an hour.

The navy of the United States does not to-day possess iron-clads of power even approximating that of either of several classes of British and other foreign naval vessels.

The Great EasternFig. 146.—The Great Eastern.

Fig. 146.—The Great Eastern.

The largest vessel of any class yet constructed is the Great Eastern (Fig. 146), begun in 1854 and completed in1859, by J. Scott Russell, on the Thames, England. This ship is 680 feet long, 83 feet wide, 58 feet deep, 28 feet draught, and of 24,000 tons measurement. There are four paddle and four screw engines, the former having steam-cylinders 74 inches in diameter, with 14 feet stroke, the latter 84 inches in diameter and 4 feet stroke. They are collectively of 10,000 actual horse-power. The paddle-wheels are 56 feet in diameter, the screw 24 feet. The steam-boilers supplying the paddle-engines have 44,000 square feet (more than an acre) of heating-surface. The boilers supplying the screw-engines are still larger. At 30 feet draught, this great vessel displaces 27,000 tons. The engines were designed to develop 10,000 horse-power, driving the ship at the rate of 161∕2statute miles an hour.

The figures quoted in the descriptions of these great steamships do not enable the non-professional reader to form a conception of the wonderful power which is concentrated within so small a space as is occupied by their steam-machinery. The “horse-power” of the engines is that determinedby James Watt as the maximum obtainable for eight hours a day from the strongest London draught-horses. The ordinary average draught-horse would hardly be able to exert two-thirds as much during the eight hours’ steady work of a working-day. The working-day of the steam-engine, on the other hand, is twenty-four hours in length.

The Great Eastern At SeaFig. 147.—The Great Eastern at Sea.

Fig. 147.—The Great Eastern at Sea.

The work of the 10,000 horse-power engines of the Great Eastern could be barely equaled by the efforts of 15,000 horses; but to continue their work uninterruptedly, day in and day out, for weeks together, as when done by steam, would require at least three relays, or 45,000 horses. Such a stud would weigh 25,000 tons, and if harnessed “tandem” would extend thirty miles. It is only by such a comparison that the mind can begin to comprehend the utter impossibility of accomplishing by means of animalpower the work now done for the world by steam. The cost of the greater power is but about one-tenth that of horse-power, and by its means tasks are accomplished with ease which are absolutely impossible of accomplishment by animal power.

It is estimated that the total steam-power of the world is about 15,000,000 horse-power, and that, were horses actually employed to do the work which these engines would be capable of doing were they kept constantly in operation, the number required would exceed 60,000,000.

Thus, from the small beginnings of the Comte d’Auxiron and the Marquis de Jouffroy in France, of Symmington in Great Britain, and of Henry, Rumsey, and Fitch, and of Fulton and Stevens, in the United States, steam-navigation has grown into a great and inestimable aid and blessing to mankind.

We to-day cross the ocean with less risk, and transport ourselves and our goods at as little cost in either time or money as, at the beginning of the century, our parents experienced in traveling one-tenth the distance.

It is largely in consequence of this ingenious application of a power that reminds one of the fabled genii of Eastern romance, that the mechanic and the laborer of to-day enjoy comforts and luxuries that were denied to wealth, and to royalty itself, a century ago.

The magnitude of our modern steamships excites the wonder and admiration of even the people of our own time; and there is certainly no creation of art that can be grander in appearance than a transatlantic steamer a hundred and fifty yards in length, and weighing, with her stores, five or six thousand tons, as she starts on her voyage, moved by engines equal in power to the united strength of thousands of horses; none can more fully awaken a feeling of awe than an immense structure like the great modern iron-clads (Fig. 145), vessels having a total weight of 8,000 to 10,000 tons, and propelled by steam-engines of as many horse-power,carrying guns whose shot penetrate solid iron 20 inches thick, and having a power of impact, when steaming at moderate speed, sufficient to raise 35,000 tons a foot high.

Far more huge than the Monarch among the iron-clads even is that prematurely-built monster, the Great Eastern (Fig. 147), already described, an eighth of a mile long, and with steam doing the work of a stud of 45,000 horses.

Thus we are to-day witnessing the literal fulfillment of the predictions of Oliver Evans and of John Stevens, and almost that contained in the couplets written by the poet Darwin, who, more than a century ago, before even the earliest of Watt’s improvements had become generally known, sang:

“Soon shall thy arm, unconquered Steam, afarDrag the slow barge, or drive the rapid car;Or, on wide-waving wings expanded, bearThe flying chariot through the fields of air.”

[85]The invention of Messrs. Charles T. Porter and John F. Allen.[86]Invented by Mr. John F. Allen.[87]Or not far from 600 times the cube root of the length of stroke, measured in feet.[88]Perkins was a native of Newburyport, Mass. He was born July 9, 1766, and died in London, July 30, 1849. He went to England when fifty-two years of age, to introduce his inventions.[89]It was when writing of this engine that Stuart wrote, in 1824: “Judging from the rapid strides the steam-engine has madeduring the last forty yearsto become a universal first-mover, and from the experience that has arisen from that extension, we feel convinced that every invention which diminishes its size without impairing its power brings it a step nearer to the assistance of the ‘world’s great laborers,’ the husbandman and the peasant, for whom, as yet, it performs but little. At present, it is made occasionally to tread out the corn. What honors await not that man who may yet direct its mighty power to plough, to sow, to harrow, and to reap!” The progress of the steam-engine during those forty years does not to-day appear so astounding. The sentiment here expressed has lost none of its truth, nevertheless.[90]Galloway and Hebert, on the Steam-Engine. London, 1836.[91]“The High-Pressure Steam-Engine,” etc. By Dr. Ernst Alban. Translated by William Pole, F. R. A. S. London, 1847.

[85]The invention of Messrs. Charles T. Porter and John F. Allen.

[86]Invented by Mr. John F. Allen.

[87]Or not far from 600 times the cube root of the length of stroke, measured in feet.

[88]Perkins was a native of Newburyport, Mass. He was born July 9, 1766, and died in London, July 30, 1849. He went to England when fifty-two years of age, to introduce his inventions.

[89]It was when writing of this engine that Stuart wrote, in 1824: “Judging from the rapid strides the steam-engine has madeduring the last forty yearsto become a universal first-mover, and from the experience that has arisen from that extension, we feel convinced that every invention which diminishes its size without impairing its power brings it a step nearer to the assistance of the ‘world’s great laborers,’ the husbandman and the peasant, for whom, as yet, it performs but little. At present, it is made occasionally to tread out the corn. What honors await not that man who may yet direct its mighty power to plough, to sow, to harrow, and to reap!” The progress of the steam-engine during those forty years does not to-day appear so astounding. The sentiment here expressed has lost none of its truth, nevertheless.

[90]Galloway and Hebert, on the Steam-Engine. London, 1836.

[91]“The High-Pressure Steam-Engine,” etc. By Dr. Ernst Alban. Translated by William Pole, F. R. A. S. London, 1847.

[92]Invented by Joseph Maudsley, of London, 1827.

[93]January, 1884, over 120,000 miles.

[94]Railroad Gazette.

[95]The steam-cylinders of the engines of steamers Bristol and Providence are 110 inches in diameter and of 12 feet stroke.

[96]Burned in 1877.

[97]Vide“Memoir of John Elder,” W. J. M. Rankine, Glasgow, 1871.

[98]“Official Catalogue,” 1862, vol. iv., Class viii., p. 123.

[99]Journal Franklin Institute, 1870. H. B. M. S. Monarch.

[100]LondonEngineering, 1875.

[101]Vide“Report on Machinery and Manufactures, etc., at Vienna,” by the author, Washington, 1875.

[102]Still in use on the Hoboken ferry-boats.

“Of all the features which characterize this progressive economical movement of civilized nations, that which first excites attention, through its intimate connection with the phenomena of production, is the perpetual and, so far as human foresight can extend, the unlimited growth of man’s power over Nature. Our knowledge of the properties and laws of physical objects shows no sign of approaching its ultimate boundaries; it is advancing more rapidly, and in a greater number of directions at once, than in any previous age or generation, and affording such frequent glimpses of unexplored fields beyond as to justify the belief that our acquaintance with Nature is still almost in its infancy.”—Mill.

The growth of the philosophy of the steam-engine presents as interesting a study as that of the successive changes which have occurred in its mechanism.

In the operation of the steam-engine we find illustrated many of the most important principles and facts which constitute the physical sciences. The steam-engine is an exceedingly ingenious, but, unfortunately, still very imperfect, machine for transforming the heat-energy obtained by the chemical combination of a combustible with the supporter of combustion into mechanical energy. But the original source of all this energy is found far back of its first appearance in the steam-boiler. It had its origin at the beginning, when all Nature came into existence. After the solar system had been formed from the nebulous chaos of creation, the glowing mass which is now called the sun was thedepository of a vast store of heat-energy, which was thence radiated into space and showered upon the attendant worlds in inconceivable quantity and with unmeasured intensity. During the past life of the globe, the heat-energy received from the sun upon the earth’s surface was partly expended in the production of great forests, and the storage, in the trunks, branches, and leaves of the trees of which they were composed, of an immense quantity of carbon, which had previously existed in the atmosphere, combined with oxygen, as carbonic acid. The great geological changes which buried these forests under superincumbent strata of rock and earth resulted in the formation of coal-beds, and the storage, during many succeeding ages, of a vast amount of carbon, of which the affinity for oxygen remained unsatisfied until finally uncovered by the hand of man. Thus we owe to the heat and light of the sun, as was pointed out by George Stephenson, the incalculable store of potential energy upon which the human race is so dependent for life and all its necessaries, comforts, and luxuries.

This coal, thrown upon the grate in the steam-boiler, takes fire, and, uniting again with the oxygen, sets free heat in precisely the same quantity that it was received from the sun and appropriated during the growth of the tree. The actual energy thus rendered available is transferred, by conduction and radiation, to the water in the steam-boiler, converts it into steam, and its mechanical effect is seen in the expansion of the liquid into vapor against the superincumbent pressure. Transferred from the boiler to the engine, the steam is there permitted to expand, doing work, and the heat-energy with which it is charged becomes partly converted into mechanical energy, and is applied to useful work in the mill or to driving the locomotive or the steamboat.

Thus we may trace the store of energy received from the sun and contained in our coal through its several changes until it is finally set at work; and we might go still furtherand observe how, in each case, it is again usually re-transformed and again set free as heat-energy.

The transformation which takes place in the furnace is a chemical change; the transfer of heat to the water and the subsequent phenomena accompanying its passage through the engine are physical changes, some of which require for their investigation abstruse mathematical operations. A thorough comprehension of the principles governing the operation of the steam-engine, therefore, can only be attained after studying the phenomena of physical science with sufficient minuteness and accuracy to be able to express with precision the laws of which those sciences are constituted. The study of the philosophy of the steam-engine involves the study of chemistry and physics, and of the new science of energetics, of which the now well-grown science of thermo-dynamics is a branch. This sketch of the growth of the steam-engine may, therefore, be very properly concluded by an outline of the growth of the several sciences which together make up its philosophy, and especially of the science of thermo-dynamics, which is peculiarly the science of the steam-engine and of the other heat-engines.

These sciences, like the steam-engine itself, have an origin which antedates the commencement of the Christian era; but they grew with an almost imperceptible growth for many centuries, and finally, only a century ago, started onward suddenly and rapidly, and their progress has never since been checked. They are now fully-developed and well-established systems of natural philosophy. Yet, like that of the steam-engine and of its companion heat-engines, their growth has by no means ceased; and, while the student of science cannot do more than indicate the direction of their progress, he can readily believe that the beginning of the end is not yet reached in their movement toward completeness, either in the determination of facts or in the codification of their laws.

When Hero lived at Alexandria, the great “Museum” was a most important centre, about which gathered the teachers of all then known philosophies and of all the then recognized but unformed sciences, as well as of all those technical branches of study which had already been so far developed as to be capable of being systematically taught. Astronomical observations had been made regularly and uninterruptedly by the Chaldean astrologers for two thousand years, and records extending back many centuries had been secured at Babylon by Calisthenes and given to Aristotle, the father of our modern scientific method. Ptolemy had found ready to his hand the records of Chaldean observers of eclipses extending back nearly 650 years, and marvelously accurate.[103]

A rude method of printing with an engraved roller on plastic clay, afterward baked, thus making up ceramic libraries, was practised long previous to this time; and in the alcoves in which Hero worked were many of these books of clay.

This great Library and Museum of Alexandria was founded three centuries before the birth of Christ, by Ptolemy Soter, who established as his capital that great Egyptian city when the death of his brother, the youthful but famous conqueror whose name he gave it, placed him upon the throne of the colossal successor of the then fallen Persian Empire. The city itself, embellished with every ornament and provided with every luxury that the wealth of a conquered world or the skill, taste, and ingenuity of the Greek painters, sculptors, architects, and engineers could provide, was full of wonders; it was a wonder in itself. This rich, populous, and magnificent city was the metropolis of the then civilized world. Trade, commerce, manufactures, and the fine arts were all represented in thissplendid exchange, and learning found its most acceptable home and noblest field within the walls of Ptolemy’s Museum; its disciples found themselves welcomed and protected by its founder and his successors, Philadelphus and the later Ptolemies.

The Alexandrian Museum was founded with the declared object of collecting all written works of authority, of promoting the study of literature and art, and of stimulating and assisting experimental and mathematical scientific investigation and research. The founders of modern libraries, colleges, and technical schools have their prototype in intelligence, public spirit, and liberality, in the first of the Ptolemies, who not only spent an immense sum in establishing this great institution, but spared no expense in sustaining it. Agents were sent out into all parts of the world, purchasing books. A large staff of scribes was maintained at the museum, whose duty it was to multiply copies of valuable works, and to copy for the library such works as could not be purchased.

The faculty of the museum was as carefully organized as was the plan of its administration. The four principal faculties of astronomy, literature, mathematics, and medicine were subdivided into sections devoted to the several branches of each department. The collections of the museum were as complete as the teachers of the undeveloped sciences of the time could make them. Lectures were given in all branches of study, and the number of students was sometimes as great as twelve or thirteen thousand. The number of books which were collected here, when the barbarian leaders of the Roman troops under Cæsar burned the greater part of it, was stated to be 700,000. Of these, 400,000 were within the museum itself, and were all destroyed; the rest were in the temple of Serapis, and, for the time, escaped destruction.

The greatest of all the great men who lived at Alexandria at the time of the establishment of the museum wasAristotle, the teacher of Alexander and the friend of Ptolemy. It is to Aristotle that we owe the systematization of the philosophical ideas of Plato and the creation of the inductive method, in which has originated all modern science. It is to the learned men of Alexandria that we are indebted for so effective an application of the Aristotelian philosophy that all the then known sciences were given form, and were so thoroughly established that the work of modern science has been purely one of development.

The inductive method, which built up all the older sciences, and which has created all those of recent development, consists, first, in the discovery and quantitative determination of facts; secondly, when a sufficient number of facts have been thus observed and defined, in the grouping of those facts, and the detection, by a study of their mutual relations, of the natural laws which give rise to or regulate them. This simple method is that—and the only—method by which science advances. By this method, and by it only, do we acquire connected and systematic knowledge of all the phenomena of Nature of which the physical sciences are cognizant. It is only by the application of this Aristotelian method and philosophy that we can hope to acquire exact scientific knowledge of existing phenomena, or to become able to anticipate the phenomena which are to distinguish the future. The Aristotelian method of observing facts, and of inductive reasoning with those facts as a basis, has taught the chemist the properties of the known elementary substances and their characteristic behavior under ascertained conditions, and has taught him the laws of combination and the effects of their union, enabling him to predict the changes and the phenomena, chemical and physical, which inevitably follow their contact under any specified set of conditions.

It is this process which has enabled the physicist to ascertain the methods of molecular motion which give us light, heat, or electricity, and the range of action and thelaws which govern the transfer of energy from one of these modes of motion to another. It was this method of study which enabled James Watt to detect and to remedy the defects of the Newcomen engine, and it is by the Aristotelian philosophy that the engineer of to-day is taught to construct the modern steamship, and to predict, before the keel is laid or a blow struck in the workshop or the ship-yard, what will be the weight of the vessel, its cargo-carrying capacity, the necessary size and power of its engines, the quantity of coal which they will require per day while crossing the ocean, the depth at which the great hull will float in the water, and the exact speed that the vessel will attain when the engines are exerting their thousand or their ten thousand horse-power.

It was at Alexandria that this mighty philosophy was first given a field in which to work effectively. Here Ptolemy studied astronomy and “natural philosophy;” Archimedes applied himself to the studies which attract the mathematician and engineer; Euclid taught his royal pupil those elements of geometry which have remained standard twenty-two centuries; Eratosthenes and Hipparchus studied and taught astronomy, and inaugurated the existing system of quantitative investigation, proving the spherical form of the earth; and Ctesibius and Hero studied pneumatics and experimented with the germs of the steam-engine and of less important machines.

When, seven centuries later, the destruction of this splendid institution was signalized by the death of that brilliant scholar and heathen teacher of philosophy, Hypatia, at the hands of the more heathenish fanatics who tore her in pieces at the foot of the cross, and by the dispersion of the library left by Cæsar’s soldiers in the Serapeum, a true philosophy had been created, and the inductive method was destined to live and to overcome every obstacle in the path of enlightenment and civilization. The fall of the Alexandrian Museum, sad as was the event, could not destroy thenew philosophical method. Its fruits ripened slowly but surely, and we are to-day gathering a plentiful harvest.

Science, literature, and the arts, all remained dormant for several centuries after the catastrophe which deprived them of the light in which they had flourished so many centuries. The armies of the caliphs made complete the shameful work of destruction begun by the armies of Cæsar, and the Alexandrian Library, partly destroyed by the Romans, was completely dispersed by the Patriarchs and their ignorant and fanatical followers; and finally all the scattered remnants were burned by the Saracens. But when the thirst for conquest had become satiated or appeased, the followers of the caliphs turned their attention to intellectual pursuits, and the ninth century of the Christian era saw once more such a collection of philosophical writings, collected at Bagdad, as could only be gathered by the power and wealth of the later conquerors of the world. Philosophy once again resumed its empire, and another race commenced the study of the mathematics of India and of Greece, the astronomy of Chaldea, and of all the sciences which originated in Greece and in Egypt. By the conquest of Spain by the Saracens, the new civilization was imported into Western Europe and libraries were gathered together under the Moorish rulers, one of which numbered more than a half-million volumes. Wherever Saracen armies had extended Mohammedan rule, schools and colleges, libraries and collections of philosophical apparatus, were scattered in strange profusion; and students, teachers, philosophers, of all—the speculative as well as the Aristotelian—schools, gathered together at these intellectual ganglia, as enthusiastic in their work as were their Alexandrian predecessors. The endowment of colleges, that truest gauge of the intelligence of the wealthy classes of any community, became as common—perhaps more so—as at the present time, and provision was made for the education of rich and poor alike. The mathematical sciences,and the wonderful and beautiful phenomena which—but a thousand years later—were afterward grouped into a science and called chemistry, were especially attractive to the Arabian scholars, and technical applications of discovered facts and laws assisted in a wonderfully rapid development of arts and manufactures.

When, a thousand years after Christ, the centre of intellectual activity and of material civilization had drifted westward into Andalusia, the foundation of every modern physical science except that now just taking shape—the all-grasping science of energetics—had been laid with experimentally derived facts; and in mathematics there had been erected a symmetrical and elegant superstructure. Even that underlying principle of all the sciences, the principle of the persistence of energy, had been, perhaps unwittingly, enunciated.

Distinguished historians have shown how the progress of civilization in Europe resulted in the creation, during the middle ages, of the now great middle class, which, holding the control of political power, governs every civilized nation, and has come into power so gradually that it was only after centuries that its influence was seen and felt. This, which Buckle[104]calls the intellectual class, first became active, independently of the military and of the clergy, in the fourteenth century. In the two succeeding centuries this class gained power and influence; and in the seventeenth century we find a magnificent advance in all branches of science, literature, and art, marking the complete emancipation of the intellect from the artificial conditions which had so long repressed its every effort at advancement.

Another great social revolution thus occurred, following another period of centuries of intellectual stagnation. The Saracen invaders were driven from Europe; the Crusaders invaded Palestine, in the vain effort to recover from the hands of the infidels the Holy Sepulchre and the HolyLand; and intestine broils and inter-state conflicts, as well as these greater social movements, withdrew the minds of men once more from the arts of peace and the pursuits of scholars. It is not, then, until the beginning of the seventeenth century—the time of Galileo and of Newton—that we find the nations of Europe sufficiently quiet and secure to permit general attention to intellectual vocations, although it was a half-century earlier (1543) that Copernicus left to the world that legacy which revolutionized the theories of the astronomers and established as correct the hypothesis which made the sun the centre of the solar system.

Galileo now began to overturn the speculations of the deductive philosophers, and to proclaim the still disputed principle that the book of Nature is a trustworthy commentary in the study of theological and revealed truths, so far as they affect or are affected by science; he suffered martyrdom when he proclaimed the fact that God’s laws, as they now stand, had been instituted without deference to the preconceived notions of the most ignorant of men. Bruno had a few years earlier (1600) been burned at the stake for a similar offense.

Galileo was perhaps the first, too, to combine invariably in application the idea of Plato, the philosophy of Aristotle, and the methods of modern experimentation, to form the now universal scientific method of experimental philosophy. He showed plainly how the grouping of ascertained facts, in natural sequence, leads to the revelation of the law of that sequence, and indicated the existence of a principle which is now known as the law of continuity—the law that in all the operations of Nature there is to be seen an unbroken chain of effect leading from the present back into a known or an unknown past, toward a cause which may or may not be determinable by science or known to history.

Galileo, the Italian, was worthily matched by Newton, the prince of English philosophers. The science of theoretical mechanics was hardly beginning to assume the positionwhich it was afterward given among the sciences; and the grand work of collating facts already ascertained, and of definitely stating principles which had previously been vaguely recognized, was splendidly done by Newton. The needs of physical astronomy urged this work upon him.

Da Vinci had, in the latter half of the fifteenth century, summarized as much of the statics of mechanical philosophy as had, up to his time, been given shape; he also rewrote and added very much to what was known on the subject of friction, and enunciated its laws. He had evidently a good idea of the principle of “virtual velocities,” that simple case of equivalence of work, in a connected system, which has done such excellent service since; and with his mechanical philosophy this versatile engineer and artist curiously mingled much of physical science. Then Stevinus, the “brave engineer of Bruges,” a hundred years later (1586), alternating office and field work, somewhat after the manner of the engineer of to-day, wrote a treatise on mechanics, which showed the value of practical experience and judgment in even scientific work. And thus the path had been cleared for Newton.

Meantime, also, Kepler had hit upon the true relations of the distances of the planets and their periodic times, after spending half a generation in blindly groping for them, thus furnishing those great landmarks of fact in the mechanics of astronomy; and Galileo had enunciated the laws of motion. Thus the foundation of the science of dynamics, as distinguished from statics, was laid, and the beginning was made of that later science of energetics, of which the philosophy of the steam-engine is so largely constituted.

Hooke, Huyghens, and others, had already seen some of the principal consequences of these laws; but it remained for Newton to enunciate them with the precision of a true mathematician, and to base upon them a system of dynamical laws, which, complemented by his announcement of the existence of the force of gravitation, and his statement of its laws,gave a firm basis for all that the astronomer has since done in those quantitative determinations of size, weight, and distance, and of the movements of the heavenly bodies, which compel the wonder and admiration of mankind.

The Arabians and Greeks had noticed that the direction taken by a body falling under the action of gravitation was directly toward the centre of the earth, wherever its fall might occur; Galileo had shown, by his experiments at Pisa, that the velocity of fall, second after second, varied as the numbers 1, 3, 5, 7, 9, etc., and that the distances varied as the squares of the total periods of time during which the body was falling, and that it was, in British feet, very nearly sixteen times the square of that time in seconds. Kepler had proved that the movements of the heavenly bodies were just such as would occur under the action of central attractive forces and of centrifugal force.

Putting all these things together, Newton was led to believe that there existed a “force of gravity,” due to the attraction, by the great mass of the earth, of its own particles and of neighboring bodies, like the moon, of which force the influence extended as far, at least, as the latter. He calculated the motion of the earth’s satellite, on the assumption that his theory and the then accepted measurements of the earth’s dimensions were correct, and obtained a roughly approximate result. Later, in 1679, he revised his calculations, using Picard’s more accurate determination of the dimensions of the earth, and obtained a result which precisely tallied with careful measurements, made by the astronomers, of the moon’s motion.

The science of mechanics had now, with the publication of Newton’s “Principia,” become thoroughly consistent and logically complete, so far as was possible without a knowledge of the principles of energetics; and Newton’s enunciations of the laws of motion, concise and absolutely perfect as they still seem, were the basis of the whole science of dynamics, as applied to bodies moving freely under theaction of applied forces, either constant or variable. They are as perfect a basis for that science as are the primary principles of geometry for the whole beautiful structure which is built up on them.

The three perfect qualitative expressions of dynamical law are:

1. Every free body continues in the state in which it may be, whether of rest or of rectilinear uniform motion, until compelled to deviate from that state by impressed forces.

2. Change of motion is proportional to the force impressed, and in the direction of the right line in which that force acts.

3. Action is always opposed by reaction; action and reaction are equal, and in directly contrary directions.

We may add to these principles a definition of a force, which is equally and absolutely complete:

Forceis that which produces, or tends to produce, motion, or change of motion, in bodies. It is measured statically by the weight that will counterpoise it, or by the pressure which it will produce, and dynamically by the velocity which it will produce, acting in the unit of time on the unit of mass.

The quantitative determinations of dynamic effects of forces are always readily made when it is remembered that the effect of a force equal to its own weight, when the body is free to move, is to produce in one second a velocity of 32.2 feet per second, which quantity is the unit of dynamic measurement.

Workis the product of the resistance met in any instance of the exertion of a force, into the distance through which that force overcomes the resistance.

Energyis the work which a body is capable of doing, by its weight or inertia, under given conditions. The energy of a falling body, or of a flying shot, is about1∕64its weight multiplied by the square of its velocity, or, whichis the same thing, the product of its weight into the height of fall or height due its velocity. These principles and definitions, with the long-settled definitions of the primary ideas of space and time, were all that were needed to lead the way to that grandest of all physical generalizations, the doctrine of the persistence or conservation of all energy, and to its corollary declaring the equivalence of all forms of energy, and also to the experimental demonstration of the transformability of energy from one mode of existence to another, and its universal existence in the various modes of motion of bodies and of their molecules.

Experimental physical science had hardly become acknowledged as the only and the proper method of acquiring knowledge of natural phenomena at the time of Newton; but it soon became a generally accepted principle. In physics, Gilbert had made valuable investigations before Newton, and Galileo’s experiments at Pisa had been examples of similarly useful research. In chemistry, it was only when, a century later, Lavoisier showed by his splendid example what could be done by the skillful and intelligent use of quantitative measurements, and made the balance the chemist’s most important tool, that a science was formed comprehending all the facts and laws of chemical change and molecular combination. We have already seen how astronomy and mathematics together led philosophers to the creation and the study of what finally became the science of mechanics, when experiment and observation were finally brought to their aid. We can now see how, in all these physical sciences, four primitive ideas are comprehended: matter, force, motion, and space—which latter two terms include all relations of position.

Based on these notions, the science of mechanics comprehends four sections, which are of general application in the study of all physical phenomena. These are:

Statics, which treats of the action and effect of forces.

Kinematics, which treats of relations of motion simply.

Dynamics, or kinetics, which treats of simple motion as an effect of the action of forces.

Energetics, which treats of modifications of energy under the action of forces, and of its transformation from one mode of manifestation to another, and from one body to another.

Under the latter of these four divisions of mechanical philosophy is comprehended that latest of the minor sciences, of which the heat-engines, and especially the steam-engine, illustrate the most important applications—Thermo-dynamics. This science is simply a wider generalization of principles which, as we have seen, have been established one at a time, and by philosophers widely separated both geographically and historically, by both space and time, and which have been slowly aggregated to form one after another of the sciences, and out of which, as we now are beginning to see, we are slowly evolving wider generalizations, and thus tending toward a condition of scientific knowledge which renders more and more probable the truth of Cicero’s declaration: “One eternal and immutable law embraces all things and all times.” At the basis of the whole science of energetics lies a principle which was enunciated before Science had a birthplace or a name:

All that exists, whether matter or force, and in whatever form, is indestructible, except by the Infinite Power which has created it.

That matter is indestructible by finite power became admitted as soon as the chemists, led by their great teacher Lavoisier, began to apply the balance, and were thus able to show that in all chemical change there occurs only a modification of form or of combination of elements, and no loss of matter ever takes place. The “persistence” of energy was a later discovery, consequent largely upon the experimental determination of the convertibility of heat-energy into other forms and into mechanical work, for which we are indebted to Rumford and Davy, and to thedetermination of the quantivalence anticipated by Newton, shown and calculated approximately by Colding and Mayer, and measured with great probable accuracy by Joule.

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