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 ENGINEERING, MARCH 17, 1882.

THE CUNARD STEAMSHIP “SERVIA;" GENERA

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OMSON, ENGINEERS AND SHIPBUILDERS, GLASGOW.‘

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 MARCHI7, 1882.] ENGINEERING. 245
reflection, said that the brake failed to act; but he did not
say this (as will be seen) immediately after the accident;
1| THE CUNARD STEAMSHIP “SERVIA.” and, although there is not the slightest evidence either

F"@-~"
IIIB
CONSTRUCTED BY MESSRS. J. AND G. THOMSON, ENGINEERS AND SHIPBUILDERS, GLASGOW positive or negative to support his statement, Colonel Yol
land concludes that this man spoke the truth. At the same
time there is evidence, both positive and negative, that the
brake acted as perfectly (when it was applied) going into
Blackburn as it had done at the previous stations on this
'onrney; and it would have prevented the collision if it
ad been applied in time.
Several passengers by this train gave evidence before the
coroner in Colonel Yolland’s presence, and swore to feeling
the brake act distinctl on the different carriages in variou
parts of the train. T e following testimony alone is con
elusive:
William Evans: “ On reaching the West Cabin I felt
the deep grinding bite of the brake on our carriage. \Ve
came into the Blackburn Station at as rapid, or more rapid
speed, I should say, than at any period of our journey
between Manchester and Blackburn. Immediately after
the collision, and after we had attended to the injured, I
spoke to the driver of the train. I naked him, ‘ Why in the
world did you bring that train into this station at such a
rate P’ He replied that he could not see the train standing
in the station, nor could any other man, until he was coming
into the station;” and, “ the driver did not say to me that
the Westinghouse brake would not act."
The guard, whose van was the third vehicle from the
engine, also made an important statement. He said in his
evidence, " I opened the valve of the Westinghouse brake
in the van after we had passed the West Cabin, and I did
not hear any rush of air." Now the brake is allowed to
have been all right at Over Darwen, the previous stop,
and 5t or 6 minutes before reaching Blackburn; and the
driver says there was 80 lb. of air in the gauge passing the
point where he applied the brake, less than one minute from
the time of collision. If, therefore, the guard found no air
on entering the station, it was clearly because the driver
had already let it out of the brake pipe, that is, had applied
the brake, although he bad done so too late to be of material
'/AIl"'§:%K!;QffiVA1i§Vm;§|§\\ V use.
i It is a fact, moreover, that the brake acted on the engine
and four uninjured carriages even after the collision, and
‘~@@%§@§/ . __
Y that nothing was found amiss with the brake couplings,
valves, &c., on the injured carriages, or in the state of the
train generally, to account for the accident in any way
by neat standards. An important feature in tho arrnnge- I AUTOMATIC CONTINUOUS RAILVVAY from any failure of an part of the brake.
We maintain that, aving regard alone to the fact that
ment is the accessibility of the air-pump, for by simply
pushing on one side one of the floor-plates, uncoupling and BRAKE. the signals were not at danger. it is quite superfluous to
turning over the bell-crank, the cover and side bars can UNDER the title of “Automatic Compressed Air turn to the brake as a. cause of the collision. The driver
be lifted straight up and the bucket withdrawn; another Brakes v. Automatic Vacuum Brakes and non states that on the few occasions when he had run to Black
point, also of some convenience, is that every part Automatic Brakes,” the Westinghouse Brake Com burn before, the station had always been clear ; that he
had never taken that particular train into the station pre
requiring lubrication can be reached from the engine pany have issued a reply to Colonel Yolland’s recent viously; that he had himself worked the brake only two
room floor. report on the Blackburn collision, which it will be or three times before, without any proper instruction ; that
remembered was accompanied by a special corrective his usual place for stopping was the further or east end of
minute by the President of the Board of Trade, and the platform (at a point about 165 yards past the point of
THE “SERVIA." collision) ; and that he expected by the state of the signals
W1-: publish this week another two-page engraving Ion which we have already commented (see P98 e to be able to do so on this occasion. And Colonel Yolland
relating to the Cunard steamship “ Servia," these illus 62, anle). The following passages from the West allows in his report, that the driver was quite justified in
trations, together with the view on the present page, inghouse Brake Company’s reply will be read with his endeavour to get to this place, so far as the signals are
showing‘ the arrangement of the engines and boes~ interest : concerned.
We postpone our description until the publication of The q'1°5ti°11 °f A\1l°"mtl° C°mP1‘°59°‘l All‘ Brakes ” Under these circumstances, then, there is nothing to
further engravings. Automatic Vacuum Brakes and non-Automatic Brakes justify the assumption, that the brake in any way failed.
has again been prominently brought forward. In the follow Had onl the last home signal been at danger, had the
ing pages it is proposed to review the subject generally, but express then run 240 yards past it, and had it then struck
more particularly in its relation to two important circum as it did another train at 25to 30 miles per hour, there
NOTES FROM CLEVELAND AND THE stances which occurred during the past year, viz. : might have been grounds for Colonel Yolland's conclusions,
NORTHERN COUNTIES. 1. The conference of railway engineers, held at Euston but us it is there is no excuse whatever for them.
MIDDLESBROUGH, Wednesday. Station, on April 2, 1881. _ _ How thef collision occurred is perfectly clear. The
The (I'Im~elaml Iron Zllarl-et.—Yesterday there was a 2. Colonel Yolland's report on the Blackburn collision, driver, having just descended a steep incline 35 miles long,
large attendance on ‘Chan e, but very little business was which occurred on August 8, 1881. was running at a. reckless speed up to the station, intend
done. Messrs. Connal an Co., the warrant storekeepers Although the first-mentioned preceded the second by ing to proceed to the further end of the platform as usual,
here, had a stock of 169,566 tons, which is a decrease of several months, yet so much greater importance is attached andto make a smart stop similar to what he had been
1610 tons on the week. Previous to the market opening by some people to the latter, as emanating from the chief doing at previous stations, when suddenly he found another
a meeting of ironmasters was held, and they agreed that inspector of the Board of Trade, that it will be well to take train had got there first. He applied the brake, whistlcd,
they ought not to sell No. 3 Cleveland pig iron for less than it first into consideration. and reversed his engine, but for the want of about eighty
43s. 6d. per ton, the position and prospects of the trade A perusal of this document cannot fail to suggest several yards further distance, within which he could easily, by
warranting them, they thought, in stundin out for that ideas forcibly to the mind. means of the brake at his command, have brought his train
figure. Shipments of pig iron from Mid lesbrough are 1. The strong animus displayed throughout by Colonel to a. stand, came into collision with the unprotected train
very heavy, no fewer that 44,209 tons having been exported Yolland against the VVestinghouse brake, as shown, chiefly, already there.
during eleven days this month. No. 3 in second hands by his ignoring all facts and probabilities which told in its This view, however, did not commend itself to Colonel
was offered at 43s. per ton. Consumers are beginning to favour, at the same time that there was no evidence what Yolland. He preferred to accept the statement of the
buy ahead, being satisfied that they cannot gain anything ever, except that of the engine-driver and fireman, against it; driver that, on trying to apply the brake (at a point about
by waiting longer There are still inquiries from America, by his readiness to accept all the engine-driver said as true, half a mile from where ho intended to stop) some mysterious
but little or no actual business has yet sprung up. in the face of facts which rendered his evidence valueless ; ii-re(gulai-ity, the nature of which cannot be discovered,
The Finished Iron Trade.—Continued activity charac by a strained endeavour to make everything fit his own sud enly occurred to the brake. For the purpose of
lierises the manufactured iron trade throughout the North theories; and by a too apparent desire to convey the idea justifying his theories, Colonel Yolland made s. series of
of En land, and prices are nominally the same as they have that the collision resulted in some way from the automatic experiments with a similar train to the Manchester express,
been during the last fortni ht, viz., 71. 5s. per ton less nature of the brake. the brake always being applied at the spot indicated by the
2} per cent. for ship plates, ut while most manufacturers 2. Eve one must be struck by the introduction of so driver. In one ex eriment, when the brake coupling was
quote this figure plates can be bought in certain quarters much irre evant matter concerning automatic brakes gene purposel separa between the first and second carriages
for 5s. per ton less. rally, and about the so-called failures of the Westinghouse (as had n suggested might have been the case at the
brake, by a plying itself at improper times ; whereas he time of the accident, without any evidence to justify the
Shipbuildera and Engineers.—On the Tyne, Wear, and alleges the Bliackbum collision to have been caused, on the supposition) the train stopped ten yards short of the point
Tees both shipbuilders and engineers are in full swing. At contrary, by the failure of the brake to act when required ; of collision, from an initial speed of fifty miles an hour, as
Newcastle and Gateshead the men employed in the engi a class of failure which is well known to be peculiar to and as against forty mentioned b the driver as the speed on
neering establishments have given notice for an advance of inseparable from non-automatic brakes, on account of their the day of the collision. At ast, by cutting ofl’ the brake
10 per cent. in their wages. defective principle. from the train, and allowing it to act upon the engine
The Coal and Col-s Trades.—The fuel trade is steady. Colonel Yolland has, moreover, so contrived to mix up wheels only, the point of collision was in one experiment
The pitmen in Northumberland and Durham are agitating the Blackburn collision with this other irrelevant matter, passed. Colonel Yolland concluded, therefore, that the
for an advance in wages. and so used the alle ed failure of the brake as a foundation collision was caused by the brake refusing to act, except
upon which to buil his arguments, that it will be neces upon the engine wheels ; notwithstanding the positive
The Salt Deposils at Mi<ldlesbrough.—Messrs. Bell sary first to explain how the collision really came about; evidence that the couplings between the engine and train
Brothers, Limited, of Middlesbrough, are carrying on their and more particularly is this required on account of the were found properly connected after the accident. The last
boring operations for salt at Port Clarence successfully, use to which the report has been put by the opponents of mentioned experiment was not made under circumstances
and in the course of a few weeks they expect to be boiling automatic brakes. stated by the driver to have existed, but it seems to have
down salt. Mr. Isaac Lowthian Bell, the head of the firm, A train from Liverpool while standing in Blackburn been necessary to confirm Colonel Yolland in the fixed
who has long been known as a great authority on pig iron Station, was run into byfan express train from Manchester, conviction with which he began, conducted, and concluded
making, is equally well known as a chemist, from his at a speed of from 25to 30 miles per hour, killing eight the inquiry, viz., that the brake had failed. None of the
lengthy connexion with the \Vashington Chemical Works. and injuring sixty-four people. The signals which ought to experiments made, however, were of any sort of value, for
The people of Teesside are looking forward to a big have protected the Liverpool train were off at the time, and the same results might have been obtained by running
chemical trade being shortly established on the banks of this to most people would be suflicient to account for the close up to the station, and then applying the brake over
their river. accident. The driver, however, after having had time for the whole train.
 ENGINEERING, APRIL 7, 1882.

COMPOUND ENGINES OF THE

CONSTRUCTED BY MESSRS. JAMES AND GEORGE '1

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IOMSON, ENGINEERS AND SHIPBUILDERS, GLASGOW.

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 APRIL 7, 1882.1
EXHIBITS AT THE
Fri:
‘Suermi
Fm. l. Flo. 2.
SMITH AND PICKNEY'S PENDULUM MARINE GOVERNOR.
THE CUNARD LINER “SERVIA.”
In to-duy’s issue we bring to a close a. very complete
series of illustrations of the steel-built screw steamer
Servia, the noble ship which was added to the famous
fleet of tho Cunard Company towards the ond of last
year. On account of the many novel circumstances con
nected with her inception, design, construction, &e., this
vessel has been frequently mentioned in our columns,
and more especially in our issue of November 18, I881,
on which occasion we indicated our intention to place a
very full illustrated description of the Servia and her
engines before our readers. Owned by the Cunard
Steamship Company (Limited), and employed in the
North Atlantic mail and passenger service between
Liverpool and New York, the vessel under notice
was commenced on the 20th of January 1880, and
was launched on the 1st of March, 1881, With
the exception of the Great Eastern, she is the largest
ship afloat. If measured by her capacity for cargo, she
is undoubtedly the greatest carrier in the mercantile
marine; for although tho Great Eastern is in a very
considerable degree the larger ship of the two, yet sho
has done so little regularmercantile work that she can
scarcely be looked upon as fulfilling tho purposes that
are discharged by ships like the Servia, and in conso
quenco she can hardly be taken into consideration when
n comparison is being made botwecn her and other
vessels. When sho was built she was more than double
the sizeof any ship then existing, and therefore sho
partook far more of the nature of an experiment than the
Servia. But though the vessel which is the subject of the
presentarticle has been arrived at hya succession of suc-
ENGINEERING.
NAVAL AND SUB)/IARINE
svnmu
I
FIG. 3.
ran HANCOCK INSPIRATOZZ. (See page 319,)
'-lfl l l l
(See page 326.)
cessful experiments in increase of size, yet the last increase
by which she was produced was by far the greatest.
The last addition made to tho Cunard fleet previous to
the Servia was the steamship Gallia, which was built on
the Clyde by Messrs. James and George Thomson in the
year 1879, and subsequently illustrated and described
with much fulness in our pages.‘ She is n vessel measur
ing 430 ft. in length,.by 44 ft. in breadth, and 36ft. in
depth, and she soon proved herself in actual service at
sea to bo a very great success. In his capacity of
managing partner and most influential member of the
Cunard Company, Mr. John Burns had long seen that
it was absolutely necessary, in order to solve the quest-ion
of an improved passenger steamship service between the
old world and the new, that vessels of much larger
dimensions, and even greater steaming power, should be
built. After much anxious study of the question in
evory possible phase, and much consultation with
highly qualified professional experts, ho and his co
partnors eventually and wisely determined that the
next Cunard liner should bo n distinct step in advance
of anything that had been built or was then building,
alike as to speed, coxnfort,and safety; that she should be
the largest mercantile steamer over yet built; and that,
if possible, she should be the fastest ocean steamer afloat.
Now, as the Gnllia had proved herself to bo one of the
fastest ships, as well as one of the most commodious, in
the North Atlantic trade, the company saw that they
were about to engage in what was anything but u smull
undertaking.
Messrs. Thomson, who had built the Gallia, as also
, ' See Enoisnnnnvo, vol. xxviii., page 219.
349
EXHIBITION.
, many other first-class steamers in the Cunard fleet, pro
‘ posed that the new vessel should have a speed of not
less than l7§ knots per hour, or nearly two knots in
1 excess of that of the Gallia : that the dimensions should
be 530 ft. in length by 52ft. in breadth of beam, and
40 ft. 9in. in moulded depth; and that she should he
capable of carrying 6000 tons dead weight at a load
_ draught of 26 ft. Those dimensions were resolved upon
, after very great consideration on tho part of the owners
and builders. In the course of their anxious deliberations
there arose the question as to tho enormous strains to
which such a long ship would be subject in actual
service, n question which has been investigated by many
eminent men, and more especially by the late Mr.
Froudo. In one of his many important scientific de
liverances that gentleman said that "‘ aliko whether we
enlarge a ship by increasing her three dimensions
throughout in the same ratio, so as to enlurgeher total dis
placement in the cube of that ratio, or whether we enlarge
her by increasing her length alone, the ratio in which
the structural weight should be increased is the fourth
power of the ratio in which the dimension is enlarged.
Hence an increase in the length should be followed by n
proportionate increase in all the dimensions, or a much
greater structural weight will be necessary to give sulfi
eient strength.”
This consideration determined the depth of the Servin,
which is very much greater than that of any ship afloat
except the Great Eastern; and the breadth and length
were fixed by the requirements of the speed and weight
carrying capacity of the vessel. Before the principal
scantlings of the ship were fixed, the amount of strain
which would be brought upon her if she were supported
instantaneously by a wave of her own length was calcu
lated and found to bo that produced by a bending
moment of 230,000 foot-tons. In the knowledge of that
important fact it was decided that if the ship were built
of iron tho maximum stress on the material should not
exceed 5} tons per square inch of section, and if of stool
6} tons per square inch—tho question of iron or steel
as the material of construction being then unsettled.
Mr. John, in a paper read before the Institution of
Naval Architects in the year 1874, showed that
in ordinary merchant ships tho general maximum strain
ranged from 1.7 tons per inch in vessels of I00 tons, to
8.1 tons per inch invessels of 3000 tons; and that in
longer vessels it was still higher. Hence, in fixing the
_amount of strain as low as 5% and (SQ tons in the re
spective materials, the owners intended rather to err on
the safe side in rospoct of the strength of their new
vessel. In deciding between iron and steel the owners,
acting on the advice of the builders, who had already
completed the first steamer built of “ mild" steel on
the Clyde, and being guided by the results of a series of
carefully made experiments, decided to go in boldly
for the new material of construction, as made by the
Siemens process. Sinco such a bold step was taken in
regard to the Servia, which was then only in embryo,
this material has passed from the doubtful and experi
mental to the practical and successful stage; but all
credit is due to Mr. John Burns, the Chairman of the
i Cunari Company, for his foresight in seeing that it was
 35° ENGINEERING. [Armr 7, 1882.
the proper material for the construction of such a large companion skylight so as to form a stairway for as many as four distinct sets of gear. They are a
gigantic ship. the accommodation of the emigrants on the lower deck. steam gear, a powerful hand-screw gear, a hand double
Many of the constructional details of the Servia may Amidships, and immediately abaft of the main hatch just purchase chain gear, and tackles working direct to the
be seen in the several figures given in the double-page spoken of, there is a deck-house 190 ft. long by 21 ft. wide, large wheel which, by reference to Fig. 2, is seen to
engravings in our issues for the 10th and 17th March, at the forward end of which there are on the starboard occupy the spacious wheelhouse just spoken of, and is
and in Fig. 9, p. 245. Lloyd's Rules for scantlings are side the chart-room and cabin for the captain, and on the used in lieu of the ordinary quadrant. The wheel just
not framed so as to include such a large ship as the port sidea cabin each for the chief officer and the second mentioned is all in one forging, and to it the massive
Servia, and, therefore, the builders had no help from oflicer. These rooms may be entered either directly from chains of the steam steering gear are attached. Executed
them; but as the Cunard ships are not classed in any the upper deck, or, at their after ends, by doors leading by .\lr. James Miller, of the Kelvin Forge, Partick, it is
registry Messrs. Thomson had free scope to use their ofi the head of the stairway which here communicates a splendid piece of smithwork. With the crossheads,
own judgment. As the ship has already crossed the with the main deck. This is a most important arrange cranks, &c., attached, it weigh about 6.} tons. The rudder
Atlantic in the severest weather that has been experienced ment on account of its convenience in heavy weather. head is 12} in. in diameter. On the top of the deck
for some years back, without showing the slightest sign The stairwayjust referred to as being abaft the captain's house amidships, and right over the cabins occupied by
of weakness, it may fairly be concluded that she is a and oflicers’ quarters is specially planned, however, for the captain and the first and second olficers, there is
strong ship in every sense of the term. On that point the accommodationof those passengers who are quartered erected the forward wheelhouse, within which there is
we have the very best authority for saying that her con in the foro end of the block of state-rooms situated enclosed an excellent example of Messrs. Muir and
dition was most critically investigated by a distinguished abreast of the machinery casings, as shown in Fig. 3. Caldwell‘s steam steering engine. This wheelhouse is
professional gentleman on arecent run,when she was driv Each funnel, with its air hatches, occupies 33 ft. in the the only erection above the midship range of deck-houses
ing through a storm at a great speed, and that only when length of the midship deck-house, and the space between with the exception of the three lookout bridges, which
he came over the engine space could he perceive as much the funnels is occupied by two galleys and a large extend all the way across the ship, and are placed above
vibration as would justify him in concluding that there donkey boiler, the latter of which is shown in Fig. 5. one another. The lowest of them is on a. level with the
were engines in her for her propulsion. No doubt the The main or saloon galley, which measures 21 ft. in top of the midship deck-house, the second is on alevel
cellular construction of the double bottom, which it will length by 15 ft. in width, is provided with a cooking with the top of the steering engine house, and the third
be seen she is possessed of, has contributed its full share range 4 ft. broad and running the whole length of the is 8 ft. above tho second, and 67 ft. above the keel of the
towards this result; but at the same time it may justly galley. This galley contains a great assortment of cook ship, so that the oflicer on this bridge can pursue his
be concluded that the main element of strength lies in ing appliances, all supplied and fitted, together with the lookout observations at a level of 45 ft. above the water.
the great depth of the ship. The last-mentioned oven and hot-plate appliances on the main deck, by Mr. Descending new by way of the grand staircase to the
feature in the construction of the Servia also confers Robert M‘Vinnie, Glasgow. The forward galley, which main deck, whose arrangements are illustrated with very
other incidental advantages upon her. The first of these is for the service of the emigrants and crew, also full detail in Fig. 3, we find an immense amount of
is that it allows of two complete and well-ventilated measures 21 ft. in length and is 10 ft. broad. In it there accommodation, which is of a very varied character. The
decks being carried, each 8 ft. G in. in height, for passenger are the appliances for producing marine-aiirated fresh space abaft of the grand saloon is almost exclusively
accommodation. Another is the great increase that it water (one of them being a large “ Normandy" still), occupied with a portion of the first-class passengers’
gives to the range of stability, at the same time that it for steaming potatoes, and for overtaking the other accommodation, consisting of twenty-four state rooms, in
diminishes the initial stability——thus making her both cuisine work connected with the physical wants of a blocks of four abreast across the ship. At the extreme
safe and steady. When fully laden, her metacentiic great floating population amounting to some 1200 or 1500 after end of the ship on this deck accommodation is pro
height is 3ft. 6in. Her maximum righting moment is individuals. From both galleys there are hoists to work vided for the stewards, about 80 in number. As is the rule
59,000 foot-tons; when the deck edge begins to be to and from the receiving rooms on the main and lower with all first-class trans-oceanic passenger ships, the grand
immersed it is 32,050 foot-tons; and at 90 deg. it is decks, to the former of which there are convenient stair saloon of the Servia forms a very special feature of her
42,700 foot-tons; so that she has 30 per cent. more ways internal arrangements. Entered either at the after or
stability when on her beam ends than when her deck Abaft of the after funnel there is a spacious stair forward ends, this saloon is at once seen to be a most
begins to be immersed ; and it will thus be seen that it way which leads down to the main and lower decks. spacious apartment, of even noble proportions, measuring
is practically impossible to capsize her. Still another From the top of this stairway access is likewise gained 72 ft. in length by 50 f t. in width, and capable of afiording
benefit resulting from her great depth—but which, on to the smoking-room, so that passengers are enabled dining accommodation to about 350 persons at one time.
account of the limit to the draught of water on tho bar to reach it from below without having to go out of shelter. The height of the saloon is generally about Sft. 6in., but
at New York, cannot be completely taken advantage of The smoking-room is a very largo apartment, the position in the centre there is the large oblong opening formerly
-is that the ship could load much deeper in the water, and an angements of which are very well shown in Fig. 2. spoken of when describing the music-room above it.
and could, therefore, carry more weight than if she were Its walls are decorated in linoleum-muralis of a cream This opening is provided for the purpose of givingan
of ordinary depth. In fact, if she were to load down so colour, and the room has many handsome fittings and abundance of light and ventilation, and the total height
that she had a freeboard of 25-in. per foot of depth of conveniences, including tables finished with tops of to the top of the skylight by which it is surmounted is
hold, she would carry 10,000 tons of dead weight cargo, polished and richly-grained Mexican onyx, morocco sofas, about 17ft. The floor of the saloon is formed of polished
In the two-page illustrations in our issue of the 10th of &c. At the bottom of the stairway just referred to there teak, and has handsome carpet runners. All the chairs
March, Fig. 1 shows a longitudinal section of the ship. is the bath-room and lavatory accommodation. Immedi are of the revolving kind, and are made of bird's-eye
She is divided transversely by twelve water-tight bulk ately abaft of the smoking-room we find the casing round maple richly carved. Much elegance and artistic taste
heads,eight of which extend to the main dock. These the engine hatch, which is 36ft. long by 21 ft. wide. have been displayed in the decorations of this splendid
render her very safe from the effects of a collision, All the casings on the upper deck have 12-in. side lights apartment. The panelling of the walls is done in maple
inasmuch as she could still float with any two of them in them spaced 2 ft. apart. Still proceeding aft we next and other fancy woods, and the classical figures and
damaged. On this account she is placed high on the come to the main hatch leading to the forward compart natural-history subjects which are introduced into the
Admiralty list for cruisers. But another qualification ment of the after hold. As is shown in Fig. 2, this separate panels by Mr. T. C. Bowie, Glasgow, are done by
which will render her oven more valuable as an auxiliary hatch is worked by only one steam winch. Still proceed a new process of chromatic staining, which produces rich
in time of war with any other maritime nation is the ing aft we next come to the ladies‘ boudoir and the music and striking efiects, in imitation of inlaid work. The
fact that she can carry such an enormous coal supply. room. The former is an exceedingly handsome and com panels themselves are relieved by styles, surrounded
If her holds be filled with coal and the stores necessary fortable apartment. Measuring 21 ft. in length by 14 ft. above by richly carved and gilt mouldings, which arch
for a warship, she would be able to steam 16,400 knots in breadth, it is luxuriously fitted up with lamps and downwards and terminate on rich foliated and scrolled
at full speed, 27,300 knots at 14 knots per hour, 35,700 settees upholstered in blue velvet, while the leading capitals, themselves resting upon handsome fluted
knots at 12 knots per hour; or she could safely carry feature in the decorations of the apartment is the use of columns, relieved with gold. Around the opening covered
coals to go “round the globe in eighty days.” solid slabs of Mexican onyx for the panelling. As Fig. 2 in by the skylight already referred to there is likewise
The structural arrangements of the Scrvia include indicates, the ladies’ boudoir may be entered on either some very chaste decoration, the tone of which is
four distinct decks—the orlop or cargo deck, and the side from the upper deck, En suite with it there is generally very subdued, and the same is also true of the
lower, main, and upper decks, the latter being shown in the music-room, about 41 ft. in length by 21 ft. in breadth, other decorations of the saloon, while the upholstering is
Figs. 2, 3, and 4, respectively; and besides these there which is a kind of gallery formed around the “ daylight" executed in morocco leather. Of course wall mirrors are
are built on the upper deck a number of deck-houses, opening into the main dining saloon which is directly a prominent feature of the saloon.
which are more or less continuous with each other, and underneath, the opening being guarded by a rich iron Immediately forward of the main saloon just described
which collectively form a fifth deck, called the promenade balustrade, and having ample facility for displaying there are two very extensive pantries. one on each side
deck, which is for the exclusive use of the first-class potted plants and flowers as decorations common to both of the vessel, and between them there is a large open
passengers. In lieu of having a turtle-back forward, apartments. The walls of the music-room are also done area, partly to facilitate the ministering to the wants of
the Servia has a top-gallant forecastlo 100 ft. in length. in linoleum-muralis, the foliage and floral ornamentation the first-class passengers. Further forward, and chiefly
This forms a very extensive deck-house, which termi employed being exceedingly chaste, monochromatic along the sides of the ship, there are conveniently
nates forward in the straight stem of the ship. The throughout, and very light in tone, and the pilasters arranged cabins for about a dozen engineers and oflicers,
mode in which it is divided may be seen by reference to being Moorish in style. Beside being en suite with the two mess-rooms for the same, water-closets, bath-rooms,
Fig. 2. There are included in this deck-house the ladies’ boudoir, the room under consideration is also barber's shop, &c. Thenceforward to within about 60ft.
lavatorios and cabin accommodation for the boatswaius entered by two doors at the after end from the landing of the stem of the ship there are fifty-eight additional
and quarter-masters, the washing and other houses for at the top of the grand staircase which affords the state rooms for the first-class passengers; and the whole
the accommodation of the emigrants, the entrances to the principal access to the main saloon. This staircase is of the forward end of the vessel on the main deck is
lighthouse towers (for the port and starboard lights), certainly the largest ever fitted up in a passenger steamer. fitted up with accommodation for the firemen and sea
the ice-house, the dry-air refrigerating chamber for At the bottom of it there are wall panellings executed in men, numbering in all about 200.
preserving fresh meat on the voyage for tho passengers, beautifully polished maple wood and Hungarian ash; We now descend to the lower deck, which is shown in
and close by it a room for the Bell-Coleman refrigerating and in this particular part of the ship there is arranged Fig. 4. Beginning at the fore end of the ship, and pro
machine (a very nest and compact piece of mechanism a handsome library well stored with modern standard ceeding aft as far as the forward stokehole, there is
made by Messrs. R. Laidlaw and Son, Glasgow). As works, Otherwise the walls of the grand staircase are accommodation for 730 emigrants. The space which is
may be observed, there is placed within this deck-house done in massively embossed linoleum-muralis painted in available for them is divided by an iron bulkhead into
a powerful steam windlass (made by Messrs. Muir and rich, warm colours. As will be observed by again two separate compartments, which are entered by
Caldwell, Glasgow), and there is a stairway which leads referring to Fig, 2, the deck-houses just noticed in suc separate stairways, and are thus available for division
down to the forward part of tho emigrants’ quarters. cession are followed by another _hatch, opening into the into male and female quarters. Thence to the stern of
Abaft of the forecastle there is a companion-house which after hold, and wrought by a single steam winch ; by two the vessel, on the same deck, the space in the sides of
contains a stairway leading down to the forward part of large skylights placed over the after state rooms; and the ship is entirely devoted to the accommodation for
the first-class passengers’ accommodation on the main lastly, by n large steering house, measuring nearly 24 ft. the saloon passengers. Abreast of the boiler and engine
deck, as also two hospitals for the male and female in length by 22 ft, in width and 9 ft. in height, tho roof of room casings may be seen thirty-eight state rooms (nine
emigrants. which is formed by a turtle-back covering of steel which teen on each side) of great size, each measuring 10 ft.
Passing aft, the next thing which excites atten reaches from side to side of the ship. by 6 ft. 6 in.: and abaft of the engine-room bulkhead
tion is the main hatch, 16ft. long and 10ft. wide, The steering gear of such a long ship as the Servia there are forty-five additional state rooms, similar to
which is provided with two steam winches on the fore and must of necessity be made of immense strength, and in those on the main deck, fourteen of them being so
aftcr sides respectively. This hatch is trunkod through accordance with the Cunard Company's motto of arranged that two or more of them can be placed en
the main deck to the lower deck, and is covered by a ‘ making assurance doubly sure,” there are in this vessel suite, and the separate berths having large beds, each
 APRIL 7, 1882.]
~
capable of accommodating two passengers. These rooms
have been specially designedto meet the wishes of those
passengers who may wish to travel en famille; and
some of them will doubtless be in request as “bridal
chambers.”
The total number of state rooms in the ship is 167,
most of which are adapted for carrying at least three
passengers in each; so that at least 500 first-class pas
sengers can with ease be accommodated on board of the
Servia ; and without any great strain the number might
be increased to 640. Amongst the fittings provided in
the state rooms there are a number of the newest
appliances for the comfort of the passengers, including
patent wirework mattresses and Broadfoct's patent
lavatories. Many of the fittings throughout the state
rooms, as also in the dining and other saloons, &c., are
clectro-plated. Each berth is provided with two life
buoys, and pneumatic bells are laid on with great profu
sion all through that portion of the ship which is devoted
to the saloon passengers, no state room being without
one. We had almost omitted to mention that on the
lower deck, directly underneath the main saloon, there is
a spacious dining saloon, capable of seating 60 passengers,
which is generally set apart for serving the meals to the
servants travelling with cabin passengers.
Underneath the lower deck the space is portioned ofi
for cargo holds and coal bunkers, and for the boilers,
machinery, and stores for the ship's use. There are four
separate holds, which are worked by five steam winches
of Messrs. Muir and Caldwoll's make. Reference has
been mado in an incidental way to tho fact that
the Servia is constructed on the double-bottom and
longitudinal bracket system; and it may here be men
tioned that the depth of the double-bottom space is
4 ft. 8 in., and that the space itself is suflicient for
carrying 800 tons of water ballast, without including the
space under the engines, which is not made use of for
water ballasting purposes. There are ten compart
ments in that space, as shown in Fig. 9, and one of
them is 60ft. long. The space in question is not in
cluded in the ofiicial measurements made on behalf of
the Board of Trade, and in consequence no harbour or
lighthouse dues have to be paid on account of it. The
only use which is made of tho water ballast is the
trimming of the ship so as to keep her on even
keel, and bring her into proper condition for crossing
the bars at the two termini of her ocean voyage--Liver
pool and New York.
Proceeding now to treat of tho machinery for the pro
pulsion of the Servia, we should mention in the outset
that her engines, equally with the ship herself, were con
structed by Messrs. James and George Thomson, at
their well-known Glasgow works, Clydebank Foundry,
Finnieston-street, under the active inspection of Mr.
William Muir, an old and faithful servant of the Cunard
Company. The engines, as shown in several of our illus
trations, are of the three-cylinder direct-acting compound
surface-condensing type, with one high-pressure cylinder
72 in. in diameter, and two low-pressure cylinders
each 100 in. in diameter, the length of tho piston
stroke being 6 ft. 6 in. The space which the engines
alone occupy extends to 42 ft. of the length of tho vessel
amidships. The high-pressure cylinder is fitted with
piston valves, and the low-pressure cylinders are fitted
with slide valves, with four ports, as shown in Figs. 10
andll on the two-page illustration which we publish
this week. As may be seen by reference to these views,
the surface condensers, two in number, are placed
fore and alt, thus forming a large portion of the sup
port of the cylinders. They can be worked either in
combination or separately. The starting gear which is
fitted ta the engines was supplied by Messrs. Brown
Brothers, Edinburgh, and is on their steam and hydraulic
system. For eficcting the necessary circulation of water
in the boilers two of Messrs. J. and H. Gwynne’s 20-in.
“Iuviucible" pumps are used; and the air pump
and feed pump are worked off a lever driven from
the low-pressure engines. To the feed pipe there is
fitted an air extractor on the plan patented by Mr, Archi
bald Thomson, superintendent engineer to the Union
Steamship Company. This appliance is of great use in
lessening the danger from corrosionin the boilers. Some
of the individual castings used in the construction of the
engines are of extraordinary weight, reaching up even to
60 tons or more,
Steam is supplied to the engines from seven boilers,
six of which are double-ended, with six furnaces in each,
and one single-ended, with three furnaces, in all 39
furnaces 4 ft. 2in. in diameter, by 6ft. 9in. in length,
and having a total ofiective grate surface of 1050
square feet, while th) total heating surface of the
boilers amounts to 27,000 sluare feet. Of an oval
form, measuring 14 ft. 10 in. in width by 18 ft, high,
and 18 ft. 3 in. in length, and, like the hull and
decks of tho ship, the boilers of the Servia. are con
structed of Siom-us steel, supplied by the Steel Com
pany of Scotland; and they are all fitted with Fox's
corrugated flues, which are likewise constructed of
mild steel, The boilers of the Servia are designed for
supplying steam at a working pressure of 90 lb. per
square inch. They occupy a sp ace whose total length is
about 70ft., and the total weight of the engines and
boilers is about 1800 tons. At this point we may mention
a few more facts as to weights of material. In the hull
ENGINEERING. 351
of the vessel there were used in theshapo of plates, bulkss system, the success of which in practice has been most
angle bars, &c., 3600 tons of steel, and the weight of the remarkable. On another occasion we may describe and
boiler plates was about 300 tons additional, or 3900 tons illustrate the arrangements in detail.
in all. Then, again, steel rivets were used throughout,
which were supplied by Messrs. James Miller and Co., FOREIGN AND COLONAL NOTE3.
Glasgow. Exclusive of bolts there were about 300 tons Transatlantic Steam Nav|'gation.—The present pro
of rivets used in the construction of tho ship, and 25 tons sperity of Transatlantic steamship lines is evident in the
additional in the boilers. steady progress which is being made in improvements and
As mentioned in our issue for August 19th, 1881, the extensions. The French line to Havre propose to build a
crankshaft of the Servia was originally formed of one number of additional steamers, sozne of them exclusively
single forging of wrought iron, 25 in. in diameter, _but as for first-class passengers.
a suspicious flaw was developed in it when the ship was Rolling Stock on the German R1ilwa.ys.—As an instance
almost ready for sea, it was determined-though involv of the continual demand for more rolling stock upon the
ing considerable loss of time and expenditure of money— German railways, we may state that while the Cologne and
to substitute for it a built crankshaft in three pieces, Minden system had 369 locomotives in 1871, the corre
and made of cast steel by Messrs. Vickers, Sons, and Co., sponding stock had risen at the close of 1879 to 619.
Sheffisld. The propeller, in respect both of the boss and Similarly, the stock of trucks upon the same system in
the blades (four in number), is also constructed of Messrs. creased from 10,574 in 1870 to 16,508 in 1879.
Vickers's cast steel, and weighs 38 tons. It is 24 ft. in The Yon Yean Water Supply.--Sundry schemes have
diameter, with a pitch of 35 ft. 6 in.; and tho propeller been suggested for the enlargement of the Yan Ycan water
shafting consists of eight separate forgings of a total length supply of Melbourne. It is proposed, in the first place,
of 164 ft., the diameter being 22 Qin. that the waters in Wallaby Creek (the flow of which
The stern frame of the Servia. is a splendid iron avera es 8,000,000 gallons per day) shall be conducted
I into ack's Creek (one of the streams feeding the reservoir)
forging which was mado by the Lancefield Forge Company,
without delay. The work could be completed within
Glasgow, and weighs about 29 tons; and closely asso
twelve months. It is next recommended that at as early a
ciated with it there is the keel of the ship, formed of five period as racticable the Wallaby Creek waters should be
thicknesses of steel plate, collectively amounting to conveyed irect into the Yan Yean, and the contaminations
6} in., all rivetted up in position by Tweddell’s hydraulic of the Whittlesea flats avoided. It is further suggested
rivetter. Then again, in connexion with the water-tight that an extra channel should be out to convey the new
bulkheads, special mention may at this stage be made of alllueut to the head of the Yan Yean outlet. Should this
the arrangements which have been adopted for closing be done, the Wallaby Creek waters could be brought
the water-tight doors which are in the bulkheads of the straight to Preston in dry seasons, when the contents of
engine and boiler spaces, and which could not be got at the main reservoir become ill-flavoured. The third proposal
in cases of emergency. They are all self-acting, and can is that the Silvery Creek should be connected with the
be worked instantaneously from the upper or any other Wallaby Creek conduit.
deck. The Carrying Trade of the World.—From n. recent
In accordance with the practice of the Cunard Com comparative statement of the carrying trade of the world,
pany, the Servia is barque-rigged, having pole-topmast it appears that omitting vessels of less than 50 tons mea
and top-gallant-mast, and is provided with Cunningham's surement, Europe possesses 42 tons to every 1000 inhabit
ants, America 40, and Australia 79, while Africa and Asia
patent reefing gear on the fore and main masts. She has having only 2 tons per 1000. Liverpool ranks as the most
two funnels of the enormous diameter of 12 ft. 6in., and important port in the world with n tonnage of 2,647,373;
reaching to a height of 105 ft. from the stokehole plates. London stands second, with 2,330,688 tons ; Glasgow third,
Mention should also be made of the large and powerful with 1,432,361 tons, and New York fourth, with 1,153,676
pump supplied by Messrs. Gwynne for discharging the tons. The nine leading ports of Great Britain have a ton
water ballast of the ship, which, together with tho nage of 8 721-,l23, and the first four ports of the United
“ Invincible" circulating pumps of the same firm already States a tonnage of l,976,9L0. Great Britain and Ireland
referred to, may be turned to the hose almost at a possess a tonnage of nearly 12,000,000, and including
momeut’s notice for fire-extinguishing purposes. When colonial vessels, the British flag covers 14,000,000 tons of
describing the top-gallant forecastle in connexion with the total existing tonnage of the world, which is estimated
the main deck, we incidentally referred to the steam to be 27,000,000 tons. The United States twenty years since
carried 66 per cent. of the foreign trade in their own
windlass whose position is indicated in Fig. 2, made vessels, but now only something like 10 per cent
by Messrs. Muir and Caldwell; this powerful windlass
is provided with cables 2% in. in diameter. It is set in Steaniers for the Central Pacific Railroa.d.—Mr. C. P.
in steel framings most securely fixed to both decks Huntington, vice-president of the Central Pacific Railroad,
has closed a contract with Messrs. W. Cramp and Sons, for
forming the tip-gallant forecastle, and is used for the construction of two iron steamships for the compan .
working tho anchors, warping the ship, dzc. Three of depth These ofvessels
hold, are
and to
about
be 350
31.00ft.
tons
long,
capacity.
42 ft. hoam,
They are
28 to
Sir William Thomson's patent compasses are fixed in
suitable positions on board tho Servia, and she is also be employed principally for coal transportation from the
supplied with that distinguished inventor‘s deep-sea coal mines of the company, at Mount Carbon, to San
soundiug apparatus. She is likewise fitted with no Francisco, and will be completed about November 1, 1882
fewer than twelve lifeboats, each capable of carrying Iron in 1'c.cus.—Texas is peculiarly rich in iron. In
sixty persons, or 720 in all; and they are all furnished Eastern Texas there are immense deposits of hematite, or
with Hill and Clarke's patent improved boat-lowering brown oxide of iron. It runs through many counties,
apparatus. We may incidentally state that a complete often forming high hills which are literally filled with it.
model of the Servia, a very splendid piece of workman These ores contain from 40 to 75 per cent. of metal. In
ship, is to be shown in the Naval Exhibition in the Agri some places they are worked to some extent. The region
cultural Hall. in which these ores are situated is heavily timbered, so that
The Servia has already had three runs out to New charcoal for reduction can be had at a nominal figure. The
York and home, but up to the present the weather has iron turned out is of excellent quality. In Robertson,
been amongst the most violent that has been known for Limestone and other counties of Central Texas the same
quality of ores exists, and generally in close proximity to
many years, and hence she has not had a. suitable oppor immense beds of lignite. But perhaps the grandest accu
tunity for undergoing a thoroughly satisfactory test as mulation of iron ores in 'l‘sxa.s, and probably anywhere else,
to her speed. But as it is she is known to have done are in Llano and Burnett counties. It is here in connexion
some good work, both on her oflicial trials and out on the with primitive rock, and appears mostly as magnetite. It
broad Atlantic. The mean of her runs on trial resulted rises out of the granite in immense seams and dykes. It
in s. development of 10,350 horse power with her engines has been wrought to a small extent, and found to yield from
going at 53 revolutions per minute; and her three runs 75 to 90 per cent. of metallic iron, equal to the best
out to New York and home show a mean consumption of Swedish. There is plenty of timber for charcoal and lime
190 tons of coal per 24 hours, which may be set down at stone for flux. Besides, coal has been found close at hand,
something like l.7lb. of coal per horse power per hour. and it is known to be abundant a little further to the north,
Then, again, as to her speed actually attained, which Soapstone is abundant in the same localities, valuable for
amounted to 17 85 knots per hour while she was running furnaces.
“between the lights" on the Firth of Clyde, even after Underground Telegraphy.—The United States Under
she had been five months in the water, and when her ground Cable Company has been organised under the
bottom was necessarily very much fouled; and we may general laws of the State of New York, with a capital of
also mention that on her second run homo she covered a 600,000 dols., which is divided into 6000 shares, with a
par value of 100 dols. per share. This company has con
distance of -H5 knots on one occasion in a 2-t-hour day. tracted with the Société Auouyme des Cal-les Electriques,
That voyage was accomplished in 7 days, 7 hours, of Paris, Francs, for the purchase of the Berthoud-Borel
and 41 minutes, and considering the fact that the rout: patents for the United States, and it proposes to manufac
taken by-the Cunard steamers is from 90 to 100 knots ture and lay underground electric cables, both for telegra
longer than that taken by any other lines of steamers, it phic purposes and lighting, and for telephonic purposes.
is claimed that that run home is tho fastest yct on record. The Société Anonyme des Cables Electriques will manu
When good spring or summer weather is vouchsafcd to facture and ship full and complete sets of machinery for
us we may expect that a keen rivalry will be set up the purpose of putting into practical operation the Ber
between the Servia and the other magnificent Atlantic thoud-Borel system in the United States, and will send
steamers lately fitted for sea, and that tho place for the skilled mechanics to explain and superintend the working
fastest ship between Liverpool and New York will be of the same. _
Illumiinating Power of Ga.s.—-M. Brémond has again
stoutly contested for. Till then we must nurse our brought the question of the effect of altitude upon the
patience and wait; still it ought in this connexion to be lluminating power of gas. M. Brémond contends that in
stated that the bu-lders of the Servia are quite satisfied consequence of the rarefaction of the atmosphere, gas loses
that she will yet prove herself to be a seven-day ship. one litre of illuminating power to every 50 metres of altitude.
It has formerly been meptioncd in our columns that He cited in support of this theory some experiments which
this splendid ship is most completely fitted up with have been recently mado upon the Northern of Spain Rail
electric lighting arrangement; on the Swan incandescent way.