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gence of the Duke of Bridgewater's death, and the order was never executed.

John Cox Stevens, of New Jersey, in 1804, constructed a boat on the Hudson, driven by a Watt engine, with a tubular boiler of his own invention. It had a bladed screw-propeller. In the same year Oliver Evans, of Newport, Del., constructed a locomotive and steamboat combined, which he called the Eructor Amphibolis. It consisted of a large flat boat or scow, with a steam engine of the power of five horses on board to work the machinery. When the machine was finished he fixed, in a rough and temporary manner, wheels with wooden axletrees, and thus propelled it to the Schuylkill river, where it was launched. A parade wheel was then applied to its stern and it thus steamed down that river to the Delaware, a distance of 16 miles, leaving all vessels that were under sail far behind. Evans, like Fitch, predicted the time when steam. would be a mighty power on waterways and ocean. Other pioneers in steam navigation were James Rumsey, of Maryland, William Longstreet, a native of New Jersey, Capt. Samuel Morey, a native of Connecticut, Elijah Ormsbee, of Providence, R. I., Nicholas J. Roosevelt, of New York, Robert Livingston Stevens, and Chancellor Livingston, all of whom had been experimenting in steam navigation many years before Fulton began his experiments in this line.

In 1807 Robert Fulton, of New York, went from that city to Albany in the Clermont, a boat of 160 tons burden, with side paddle wheels, driven by an engine which he rurchased in England, of Boulton and Watt. She ran during the remainder of the year as a passenger boat. She was the first that ran for practical purposes which proved of value. The outside bearing of the paddle-wheel shaft and the guard were invented by Fulton. The boat may be considered to have been about the sixteenth steamboat; nevertheless the popular verdict is a just and righteous one. To Fulton more than to any other man is due the credit of the introduction of steam navigation. His enterprise opened the way, and he was the first to apportion the strength and sizes of parts to the respective gtrains and duties. He had previously seen Symington's

boat, and had launched an experimental one, 66 feet long, on the Seine. The former may have directed his attention to the matter, and the latter was a useful apprenticeship. Mr. Charles Brown had built for Mr. Fulton, between 1806 and 1812, six steamboats of lengths varying from 78 feet to 175 feet, and in tonnage from 120 to 337, prior to the practical working of any steamboat in Europe.

OCEAN STEAMSHIPS.

The The first ocean steam navigation in the world was by the steamboat Phoenix, built by Col. John Stevens, and navigated by Robert L. Stevens from Hoboken, N. J, to Philadelphia, in 1808. It was propelled by a screw. Stevens sought the waters of the Delaware because Fulton and Livingston had the patent right to steam navigation on the Hudson.

In 1812, Henry Bell of Scotland, built the Comet, of 30 tons, with side paddle wheels, which plied between Glasgow and Greenock on the Clyde, and the next year around the coasts of the British Isles.

The Savannah was the first steamer which crossed the Atlantic. She was built in 1819, at Corlear's Hook, N. Y., and was of 380 tons burden. She was originally intended for a sailing ship of 350 tons but was purchased on the stocks by Mr. Scarborough, who deserves credit as the first to send a steamship across the most stormy of seas. Moses Rogers was engineer, and Capt. Stephen Rogers was master. The steamer first went from New York to Savannah and on the 26th of May, 1819, the Savannah sailed from Savannah on her memorable voyage. She arrived without mishap at Liverpool in twenty-two days. From England she went to St. Petersburg, Russia, where an effort was made to dispose of her to the Tzar. The sale not being consummated, she returned to New York and was afterward converted into a sailing vessel.

The Royal William crossed the Atlantic from Quebec, in 1833. She had her hold so filled with fuel that there was no room for merchandise of any kind. Dr. Lardner and other scientists therefore thought that, though such a vessel might be profitably employed in coast trade, its

voyage across the ocean could not be profitable if dependent upon traffic alone. It was even claimed by some scientists, prior to this, that no steamship could cross the ocean by means of steam power alone, because they held that no vessel could carry a sufficient quantity of coal.

In 1838 the Great Western (1340 tons) and the Sirius steamed across the Atlantic from England. Two years afterward the Cunard line was started, and was followed by the Collins line in 1850. The Great Britain, with four masts, came to New York in 1846, and excited as much astonishment as the Great Eastern did fifteen years later.

THE SCREW PROPELLER.

The screw propeller was invented by numerous people, if we are to assume that each person who put forward a claim or who patented it supposed himself to be an original inventor. Several notices of the screw propeller occur, but it came more distinctly into notice when brought forward by Ericsson in 1836. The supernaturally wise old sea-dogs and landsmen of the British Admiralty sneered at the innovation, but Capt. Robert F. Stockton and Francis B. Ogden of New Jersey, appreciated it. The former introduced it to the United States Navy Départment, and the war steamer Princeton was launched upon the Delaware. The Robert F. Stockton, an iron vessel fitted with a screw propeller, was launched upon the Mersey, in 1838, and crossed to the United States the next year. Her name was changed to New Jersey, and she was the first screw propeller vessel practically used in America, as Ericsson's Francis B. Ogden was the first in Europe. Ericsson accomplished for the screw propeller in England and America what Fulton did for the paddle wheel in America and Bell in England. The possible value of the screw propeller first began to be perceived and popularized by employing it as an auxiliary to sailing ships. In 1845 it was extended to establish an American line of auxiliary packet ships, but after the building of the Massachusetts the project was abandoned. The employment of auxiliary screws in warships in the Crimean

War indicated the tentative character of all previous uses of the propeller, while it revealed the possible value of this means of propulsion and the futility of any halfhearted use of the propeller in any service in which time. is an important factor. The adoption of the compound marine engine was another point which turned the scale. in favor of the propeller.

THE FIRST IRON SHIP.

(The first iron ship has more reputed birthplaces than Homer. Both the Clyde and the Mersey claim pre-eminence in this respect. Sir E. J. Robinson of Edinburgh, designed an iron vessel in 1816, which was not launched till three years later; and it is said that an iron boat was worked on the Severn even as far back as 1787. Old salts were not alone in their belief that wood was meant by Providence to float, but iron to go to the bottom. A naval constructor of some repute said: "Don't talk to me of iron ships; they are contrary to nature."

STEEL SHIPS.

Steel was not used in the construction of merchant ships' hulls until 1859. As wood in the construction of ships was gradually replaced by iron, so iron, in its turn, has practically given way to steel. Its free use was only & few years ago made possible-on the score of economyby the perfection of the Bessemer process. But for the X triumphant success of that cheap method of steel manufacture, such a thing as a steel hull would have remained the dream of naval architects. The prime cost of vessels is increased by the change, but there is a great gain in durability, which makes the use of steel cheaper than iron in the long run. The carrying capacity of a steel vessel is greater than one composed of iron. The tougher metal better stands the tremendous wear and tear of quick voyages. As to comparative safety in collisions with other vessels or with icebergs, the shock can be sustained with less damage to steel than to iron. For every exigency that taxes the strength of a hull, iron is less suitable than steel.

CIRCUMNAVIGATORS OF THE GLOBE.

1519. Magalhaens, Portuguese, who named Magellan's Straits. 1567. Mendana, Spaniard, who named Marquesas, or Mendana Islands.

1577. Sir Francis Drake, the first English circumnavigator. 1586. Cavendish, first voyage.

1605. Quiros, Spaniard.

1615. Le Maire, Dutch.

1642. Tasman, Dutch, who named Tasmania.

1679. Dampier, English.

1708 Cook, English.

1721. Roggeween, Dutch. 1740. Anson, British.

1764. Bryon, English. 1766 Wallis, British.

1766. Bougainville, French.

1766. Carteret, English.

1768. James Cook.

1779. King.

1826-1836. King and Fitzroy, British.

1836-1842. Belcher, British.

1838-1842. Wilkes, American.

1890. May 4, G. F. Train, American, completed a trip around the world in 67 days, 13 hours, 3 min., 3 sec., stopping over one day in New York.

AMERICAN NAVAL BATTLES.

1776. Paul Jones in Providence, privateer, took 15 prizes in the autumn. Manly and others make many prizes on the N. E. coast.

1778. April, Paul Jones's attack on Whitehaven.

1779. Sept. 23. He captures the British frigate Serapis. 1779. Feb., U. S. frigate Constellation captured the French frigate L'Insurgente.

1800. Constellation and La Vengeance combat.

1803. Frigate Philadelphia taken by the Tripolitans.

1804. Feb., Philadelphia frigate destroyed by Decatur. 1804. Aug., Tripoli bombarded by Commodore Preble.

1811. May 16, Contest between American frigate President and British sloop Little Belt.

1812. Aug. 19, U. S. frigate Constitution captures British frigate Guierriere.

1812. Oct. 8, Capt. Elliott captured Detroit and Caledonia on Lake Champlain.

1812. Oct. 18, Capt. Jones with sloop Wasp, captured the British brig Frolic, and both vessels captured by the British 74gun ship Poictiers on the afternoon of the same day. 1812. Oct. 25, Commodore Decatur, with frigate United States, captured the British frigate Macedonian.

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