FOOTNOTES:

Figure 6.—Reconstruction of the hull lines and general arrangement of the Savannah.Figure 6.—Reconstruction of the hull lines and general arrangement of theSavannah.VIEW FULL SIZE

The reconstructed hull-form (figure 6) shows the man's bust figurehead mentioned in the register, and the supporting head and trail mouldings employed in the packets and other American ships of the period. The figurehead may have had some relation to the original or intended name of the ship prior to her purchase for conversion. No detailed description has been found. A ship built to the drawing would at least sail well and would carry her machinery, fuel, etc., as indicated in the descriptions that exist. Whether or not the hull is precisely like that of the original ship can never be determined until the original plan, or model, is found. The proposed deck arrangement is shown in dotted lines, in plan view.

Figure 7.—Reconstructed drawing of spar and outboard profile of the Savannah.Figure 7.—Reconstructed drawing of spar and outboard profile of theSavannah. Dotted lines indicate working sails. Standing rigging only is shown. Royal yards were set flying and were crossed only when the ship was under full sail, never at anchor.VIEW FULL SIZE

The rig shown infigure 7is based upon Marestier's sketch and his incomplete description. Since the ship had long royal poles on her topgallant masts it is highly probable she crossed royal yards, like the later packet ships. The proportions for the length of spars are based upon the masting rules given by M'Kay[23]in 1839. The fore spencer gaff, used as a crane for handling coal and cargo if the fore or main yards were not available, may have been long enough to be used also as a crane to handle the side wheels. The stack and mainstays may have made the fore spencer sail a nuisance, so it may not have been set while the vessel had her engine. In general, aside from the use of the spencers on fore and main, the sail plan shown is of standard proportions and arrangement of 1815–1825. For rigging, Darcy Lever's book[24]was consulted. The drawing of the reconstructedSavannah'ssail plan agrees with contemporary sail plans of ships in the author's collection. The log shows she set studding sails and had all the light canvas of a ship of her type.

There remain a number of matters that do not directly concern the reconstruction project but which are of sufficient technical importance to warrant comment. Apparently the engine was mounted on a wooden frame consisting of two large oak timbers on each side, say about 10" × 10", one above the other, that probably supported iron saddles in which the two cylinders rested. Between each pair would have been the iron track, or channel, in which the ends of the crosshead travelled, along the axis of the engine in elevation. These frames measured about 9 feet 2 inches, outside to outside, and reached from the beams of the upper deck on either side of the crank hatchway to abaft the mainmast on the lower deck. It is probable that the fore and after ends of the frame were supported by stanchions stepped on the lower deck at the fore end and in the hold at the after end. The crosshead was of iron and probably had shoes at the ends to work in the tracks or channels in the frame. To help steady the crosshead, these shoes probably were a foot or more long, for the loading of the crosshead is spread out. The pitman to the paddle wheel shaft is to starboard of the centerline of the engine; the steam cylinder piston is slightly off center of the frame and crosshead; and the piston of the air cylinder is close to the port engine frame. The steam lines to the valves of the steam cylinder come in horizontally over the frames. As has been mentioned, the frame may also have supported the paddle wheel axle bearings at the crank.

This engine has been criticized by some writers (see Tyler's[25]résumé of Gilfillan's[26]comments), but theSavannahlogbook shows it gave no trouble, and should be compared with the logs ofSiriusandGreat Westernas summarized by Tyler. The relatively slow piston speed and small power put little strain on the moving parts. Tallow was probably used for lubrication, being introduced into the valve chest by pots on top of the casing, where radiated heat would melt the tallow. From the valve chest the melted tallow was carried into the cylinder, and from there probably passed into the jet condenser. No doubt the lubricant became a sludge that had to be removed from the condenser at least once every 48 hours. There is no real evidence that the engine and boilers suffered any great strains; the operating pressure of steam must have been low at all times. The boilers were probably of very low efficiency and made steam slowly. Fuel consumption was high, and, according to the logbook, the vessel ran out of coal when she reached the English coast; however, she had enough fuel left to steam up the Mersey to Liverpool, probably using wood. At the time she ran out of coal she had used her engine about 80 to 83 hours. While this indicates a fuel consumption of almost a ton per hour, it must be remembered that the intermittent operation of the engine required expenditure of fuel to raise steam in cold boilers over and over again. This was one of the weaknesses in the auxiliary steamship, particularly, as in the case of theSavannah, when the engine was used a number of times during a voyage without long periods of continuous operation. Also, there is doubt that the vessel carried as much as 75 tons of coal; she probably had no more than 55 to 60 tons aboard, if the figure of 1,500 bushels is correct. It is impossible to establish exact weight-cubic measurements with the available data.

Though the authorities quoted seem to agree that theSavannahcould steam only 41/2to 51/4knots in smooth water, her logbook credits her with 6 knots under steam alone at sea. However, this is probably an approximation affected by current and sea rather than a truly logged speed.

Judging by references in the logbook, theSavannahcarried one boat on the stern davits. The davits, shown in Marestier's sketch, would handle a boat of about 16 to 18 feet in length. At sea the boat was probably carried on top of the deckhouse. The vessel obtained a new boat during her European trip. It is probable that the lack of passengers is why a second boat, which could have been stowed on the deckhouse roof, was omitted.

There is no record of how theSavannahwas painted, except that the logbook refers to her "bright" strake. Packets appear to have followed what once was a Philadelphia practice in having a varnished band along the topsides. Marestier's sketch indicates that there may have been four or five bands of color, beginning at or a little above deck and wide enough for the top band to be up about two-fifths the height of the bulwarks. The hull was commonly black. The bands were red, white, and blue and there was a "bright" strake, or alternate black and varnished bands. These bands were about 3 to 5 inches wide. Sometimes the "bright" band, as mentioned in theSavannahlogbook, was along the topside just above and adjacent to the top of the wale, or belt of thick planking, or might be the uppermost strake of the wale. Perhaps theSavannahhad a wide bright band above the wale and multicolored bands just above the deck. The headrails were painted black, with mouldings at top and bottom of rails and with knees picked out with very narrow bands of yellow, or "beading." The figurehead was then commonly painted in natural colors, to suit the form of head if a figure or a bust. The bowsprit and davits probably were black. Deck structures were probably white, the neck natural, with waterways and inside of bulwarks white, the stack black, and rail caps varnished.

In this period it was unusual to copper a wooden ship before launch, so it is doubtful that theSavannahwas copper sheathed. Since her voyage occurred during a period of financial depression, it is probable that her bottom was "white" (tallow and verdigris).

The reconstruction described herein produced a plan for a model that complied to the fullest extent with all the known dimensions and descriptions of theSavannahthat have yet been found. The result showed that the United States National Museum's old model could not be altered to agree with the known features of theSavannahand that a new model was therefore necessary. So that the new model would be comparable to other models of early American steamers, existing or intended, in the Watercraft Collection, it was constructed on the scale of one-quarter inch to the foot. The new model (figs.2,8, and9) is now on exhibition at the Smithsonian Institution.

Figure 8.—Stern-quarter view of the new model of the Savannah, showing one wheel partially folded and the iron frames for canvas wheel-boxes in place.Figure 8.—Stern-quarter view of the new model of theSavannah, showing one wheel partially folded and the iron frames for canvas wheel-boxes in place.

Figure 9.—Bow-quarter view of the new model of the Savannah, showing deck arrangement details.Figure 9.—Bow-quarter view of the new model of theSavannah, showing deck arrangement details.

FOOTNOTES:[1]Carl W. Mitman,Catalogue of the Watercraft Collection in the United States National Museum, U.S. National Museum Bulletin 127, 1923.[2]Jean Baptiste Marestier,Mémoire sur les Bateaux à Vapeur de Etats-Unis d'Amérique, Paris, 1823.[3]A memorandum dated April 20, 1899, in the manuscript file on the watercraft collection shows that the Museum had both the rigged model and the original logbook at that time. Also in the collection were a coffee urn and miniature portrait of theSavannah'scaptain, Moses Rogers, that had been presented to him abroad; later, these items were returned to the donor. A cup and saucer belonging to Captain Rogers also had been given to the Museum, and they are now in its historical collection.[4]Robert Greenhalgh Albion,Square Riggers on Schedule, Princeton, New Jersey, 1938. Between the years 1817 and 1837 the yard of Fickett and Crockett also operated at various times under the name of S. & F. Fickett and the name of Fickett and Thomas. The yard appears to have specialized in the construction of coastal packet ships, because only 4 ocean packets, against 24 coastal packets, were built by the various partnerships in which Fickett was a member.[5]L. M'Kay,The Practical Shipbuilder, New York, 1839.[6]Howard I. Chapelle,The Baltimore Clipper, Salem, Massachusetts, 1930, pp. 112–134.[7]Sidney Withington, translator,Memoir on Steamboats of the United States of America by Jean Baptiste Marestier, Mystic, Connecticut, 1957.[8]Ibid., pl. 7, figs. 32, 33, 35.[9]Ibid., pl. 3, fig. 10.[10]Geo. Henry Preble,A Chronological History of the Origin and Development of Steam Navigation, 1543–1882, Philadelphia, 1883.[11]John H. Morrison,A History of American Steam Navigation, New York, 1930.[12]David Budlong Tyler,Steam Conquers the Atlantic, New York and London, 1939.[13]S. C. Gilfillan,Inventing the Ship, New York, 1935.[14]Charles Frederich Partington,An Historical and Descriptive Account of the Steam Engine, London, 1822.[15]J. Elfreth Watkins, "The Log of theSavannah," inReport of the U.S. National Museum for the Year Ending June 30, 1890, 1891, pp. 611–639.[16]Previously, the author had assumed there was one boiler with two flues.[17]Op. cit.(footnote 4).[18]William Morgan and Augustin Creuze, eds.,Papers on Naval Architecture, London, n. d., no. 12, p. 387.[19]Letter from Carl C. Cutler to the author, November 24, 1958.[20]Op. cit.(footnote 5).[21]Withington,op. cit.(footnote 7), pl. 9, figs. 55, 56.[22]Report of Malcolm Bell, Jr., and Frank Braynard.[23]M'Kay,op. cit.(footnote 5).[24]Darcy Lever,Sheet Anchor, London, 1808–1811. (Reprint, Providence, Rhode Island, 1930.)[25]David Budlong Tyler,Steam Conquers the Atlantic, New York and London, 1939.[26]S. C. Gilfillan,Inventing the Ship, New York, 1935.

[1]Carl W. Mitman,Catalogue of the Watercraft Collection in the United States National Museum, U.S. National Museum Bulletin 127, 1923.

[2]Jean Baptiste Marestier,Mémoire sur les Bateaux à Vapeur de Etats-Unis d'Amérique, Paris, 1823.

[3]A memorandum dated April 20, 1899, in the manuscript file on the watercraft collection shows that the Museum had both the rigged model and the original logbook at that time. Also in the collection were a coffee urn and miniature portrait of theSavannah'scaptain, Moses Rogers, that had been presented to him abroad; later, these items were returned to the donor. A cup and saucer belonging to Captain Rogers also had been given to the Museum, and they are now in its historical collection.

[4]Robert Greenhalgh Albion,Square Riggers on Schedule, Princeton, New Jersey, 1938. Between the years 1817 and 1837 the yard of Fickett and Crockett also operated at various times under the name of S. & F. Fickett and the name of Fickett and Thomas. The yard appears to have specialized in the construction of coastal packet ships, because only 4 ocean packets, against 24 coastal packets, were built by the various partnerships in which Fickett was a member.

[5]L. M'Kay,The Practical Shipbuilder, New York, 1839.

[6]Howard I. Chapelle,The Baltimore Clipper, Salem, Massachusetts, 1930, pp. 112–134.

[7]Sidney Withington, translator,Memoir on Steamboats of the United States of America by Jean Baptiste Marestier, Mystic, Connecticut, 1957.

[8]Ibid., pl. 7, figs. 32, 33, 35.

[9]Ibid., pl. 3, fig. 10.

[10]Geo. Henry Preble,A Chronological History of the Origin and Development of Steam Navigation, 1543–1882, Philadelphia, 1883.

[11]John H. Morrison,A History of American Steam Navigation, New York, 1930.

[12]David Budlong Tyler,Steam Conquers the Atlantic, New York and London, 1939.

[13]S. C. Gilfillan,Inventing the Ship, New York, 1935.

[14]Charles Frederich Partington,An Historical and Descriptive Account of the Steam Engine, London, 1822.

[15]J. Elfreth Watkins, "The Log of theSavannah," inReport of the U.S. National Museum for the Year Ending June 30, 1890, 1891, pp. 611–639.

[16]Previously, the author had assumed there was one boiler with two flues.

[17]Op. cit.(footnote 4).

[18]William Morgan and Augustin Creuze, eds.,Papers on Naval Architecture, London, n. d., no. 12, p. 387.

[19]Letter from Carl C. Cutler to the author, November 24, 1958.

[20]Op. cit.(footnote 5).

[21]Withington,op. cit.(footnote 7), pl. 9, figs. 55, 56.

[22]Report of Malcolm Bell, Jr., and Frank Braynard.

[23]M'Kay,op. cit.(footnote 5).

[24]Darcy Lever,Sheet Anchor, London, 1808–1811. (Reprint, Providence, Rhode Island, 1930.)

[25]David Budlong Tyler,Steam Conquers the Atlantic, New York and London, 1939.

[26]S. C. Gilfillan,Inventing the Ship, New York, 1935.

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