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1903-] MARINE REVIEW AND MARINE RECORD, 25 that from the Queen of the West for the Evening Star. The engine from the St. Lawrence was placed in the Foh-Kien: at New York; the Southern Michigan in the Thomas Cornell on the Fludson river; that from the Western World to the Fire Queen; that from the City of Buffalo to the Morro Castle; that from the Plymouth Rock to steamer Plymouth Rock for China waters; and that from the Western Metropclis to the steamship Western Metropolis, operated on the Atlantic coast and built at Brooklyn in 1863. In 1856 theie were on all the Northern lakes 107 side-wheel steamboats, 135 propellers and 1,006 sailing vessels, none of the latter smaller than schooner rigged. This was a large increase in five years. The first compound engine on the lakes was in the Oregon, built in 1846 and which was 200 ft. long and 28% ft. beam.: These compound engines were built at Pittsburg and were of the clip- per type, western-river style, having cylinders. 24 in. and 48 in. by 9 ft. stroke each, with six boilers, and water wheels 28 ft. by 10 ft. This vessel was destroyed by fire at Chicago in 1849. The next was the Buckeye State, built in 1850, and run from Buffalo to Cleveland. This hull was 282 ft. by 32 ft. by 13 ft.; engine, annular cylinder, compound beam; small cylinder, 37 in. diame- ter; large cylinder, 80 in. diameter; stroke, 11 ft. Steam was furnished by three flue return-tubular boilers. The initial steam pressure in the high-pressure cylinder was 50 lbs. This ma- chinery was built at the Allaire Works, New York city, from designs of John Baird and Erastus W. Smith, engineers. Water wheels were 35 ft. by 9 ft. 3 in. FIRST COMPOUND ENGINES INTRODUCED ON THE LAKE. It was on Lake Erie that the compound propeller engine for the merchant service in this country first took form. 'This does not include the yacht Octavia. The first engines were those al- tered from simple condensing engines by the addition of a small cylinder, in 1867, under the Perry & Lay patent. The first new engine of that type built was placed in the Jay Gould in 1869. These were steeple compounds. The first fore-and-aft compound engine on thé lakes was installed by the Globe Iron Works of Cleveland, O., in the propeller Egyptian, built at Black River, O., in 1873. The King Iron Works of Buffalo in 1875 built one of the same type for the yacht Orizaba, still in commission. The pioneers of the triple-expansion type of engine on the lakes were those in the Cambria, built by the Globe Iron Works Co., Cleve- land, and the Roumania, built by S. F. Hodge & Co. at Detroit, Mich., both completed in 1887. For the quadruple-expansion type, two came out in 1894, the Northwest, by the Globe Iron Works of Cleveland, and the Unique, by the Frontier Iron Works of Detroit. Capt. Harry Whitaker of Buffalo obtained a patent, Oct. 18, 1853, for the "direct application of the crank outside the hull to side-screw propellers combined with high-pressure engine." The first application under this patent was in 1855 to the side-wheel steamer Baltic, whose hull was 221 ft. by 30 ft. by 12 ft. depth of hold, with originally a high-pressure engine of 35-in. cylinder by 8 ft. stroke: In the place of this engine there were a pair of high-pressure engines of 26 in. by 36 in., fitted cn each side of the vessel, to drive a screw propeller of about 13 ft. diameter. In 1856 Arthur Edwards, owner of the ves:el, wrote to the designer of the machinery, in part: "She has not broken her machinery nor met with any accident during the whole time of two seasons. She now carries double the freight and runs with less than half the fuel, and at a much higher rate of speed. Notwithstanding her present engines rate 60 per cent. less power than her former engine, she now runs with 45 Ibs. pressure of steam instead of 90 Ibs. usually worked in her paddle-wheel engine. . .°. The application cf side propellers gives great deck room for carrying deck load and stability to the boat that 1s not obtained by any other means of propulsion. She -has not damaged freight to the amount of one dollar for the last two seasons, yet she has ex- perienced some of the heaviest gales upon our lakes, with heavy deck loads of freight and live stcck." An engineer who was on the lakes at the time and knew the Baltic and her machinery very well, says: "The Baltic was a freighter; when running light was very fast, and when loaded was very slow. This would seem to be the result obtained in all four applications of this mode of propulsion. The next experiment along this line was on the Eureka, or Charlotte Vanderbilt, which ran on the Saugerties route on the Hudson river. is In 1864 Wright & Whitaker constructed the Com. Perry for the revenue cutter service on the lakes. The vessel was 166 ft. by 23 ft. 6 in. by 10 ft., with a draught of 6 ft. 6 in. There were two engines to each propeller wheel, of 18 in. diameter and 24 in. stroke each, and located about 12 ft. apart. The two propellers were each 13 ft. dizmeter and one-third submerged. Steam was furnished by two Whitaker drop-tube vertical boilers, 18 ft. by 9 ft., intended for a wes shite of 90 lbs. One of the en- gineers who was on this vessel says: | on could not stand watch in the engine room, on account oe the sea swashing over everything in the room, coming - the way of the holes left for the cylinders and running out the ae floor. Our ordinary cruising speed was 9 knots, yet I have ti her at a rate of 14 knots and 16 knots, but at tle ree ain a large consumption of fuel. The boilers were -- aie : pressure of 120 Ibs. to 150 ibs. steam at times. "The eo -- thought only fit for a mill pond, as the operation ee e i poe 'Was anything but comfortable." 'The noise from the four ex Sep pipes with the four short exhausts from the engines was a -y to the noise from the machinery of a saw mill. e vesse "When any sea was on- some good service.on the lakes and was finally placed out of com- mission about 1880, lhe steamboat Water Witch, built in 1861, and of 170 ft. length and 26 ft. beam, had a beam-propeller engine geared to the propeller shaft, fitted in the vessel by the Detroit Locomotive Works. The wheel was 9 ft. diameter by 18 ft. pitch, making 75 to 80 revolutions. The vessel was lost, in 1863, on Lake Huron. There had been four or five of this same type of engines built in New York Just prior to this date. The Detroit & Cleveland Steam Navigation Co, operated for two years, about 1850, two hizh-pressure stzamboat;, Southerner and Baltimore. The former was 170 ft. by 27 it. 10 in. by 11 ft. 6. in., with an engine of_27 in. cylinder by 8 ft. stroke, and five boilers; and the lattcr was 169 ft. by 26 ft. by 11 ft. 4 in., with an engine of.24 in. cylinder by 8 ft. stroke, and five boilers. During 1852, other interests had the Forest City built for the route. She was of about the same size as the Southerner and Baltimore. The same year the St. Louis and the Samuel Ward were added to the service. The former was 185 ft. by 27 ft. by 12 ft. 6 in, with a low-pressure engine, 44 in. cylinder by 9 ft. stroke, and the latter 173 ft. by 25 ft. 6 in. by 9 ft. 4 in., with an engine of 40 in. by 10 ft. stroke. The Cleveland, built in 1852, was added the same year. She was 180 ft. by 28 ft. by 11 ft. 8 in. with an engine of 50 in. by 10 ft. The May Queen, built in 1853, and the Cleveland, were the only steamboats operated on this line until 1855, when the Ocean. was added. From-1856 to 1862 the May Queen and the Ocean filled the service between the two cities; from 1864 to 1867 the City of Cleveland and the Morning Star were on the route; from 1867 the R. N. Rice, built that year, ran with the Northwest, until 1868, when the Detroit Steamship Co. was incorporated, and the same steamers ran until 1877, when the R. N. Rice was partially burned. 'lhe same year the com- pany had built by Kirby Bros. their first iron-hull vessel, the city of Detroit No. 1, the hull being 250 ft. by 36 ft. by 14 ft. 6 in., with a beam engine of 62 in. by 11 ft. stroke. This steamer with the Northwest covered this route until 1883. The City of Cleveland, a duplicate of Detroit No. 1, was built in 1880 and ran on the Mackinac route until the City of Mackinac was com- pleted, in 1883. After this vessel was in service one year her en- gine was compounded by the W. & A. Fletcher Co. of New York. A high-pressure cylinder was added just in the rear of the low- pressure cylinder and connected through its piston to the same end of the beam. In 1889 the City of Detroit No. 2 was con- structed of steel. She was the largest vessel of the fleet at that time and had all the improvements. Since then there have been added the City of Alpena and City of Mackinac, both constructed in 1893 at Wyandotte, Mich., of steel, having compound beam en- gines and costing over $300,000 each. These were built to take the place of steamers of the same name that were sold to the Cleveland & Buffalo Transit Co. They were not so progressive in the introduction of iron- hull vessels on the lakes as they were on the Atlantic coast, for ft was not until 1861 that David Bell of Buffalo constructed the screw steamer Merchant for Lake Erie service. This industry did not show a healthy growth until 1871, when the King Iron Works, successors of the Shepherd Iron Works, built four screw steamers fer the Anchor Line, and abcut the same time the Wyan- dotte yard of the Detroit Dry Dock Co. built the E. B. Ward. Since 1890 iron ship building on Lake Erie and Lake Michi- gan has made marvelous strides, and some of the vessels con- -- structed there in the last few years have been for Atlantic coast service being sent through. the Canadian canals to the coast, in some cases in sections. 'These vessels have proved a credit to their builders. NAVIGATION ON LAKE ONTARIO, On Lake Ontario a grant was obtained in 1815 from the rep- resentatives of Robert Fulton and his associates, who held the ex- .clusive right, under the legislative grant, to steamboat navigation on the waters of the state of New York, for the right to navigate this body of water. The Ontario was built at Sacketts Harbor, N. Y., in 1816, and commenced to run between Ogdensburg and Lewiston early in the season of the next year. The vessel was 112 ft. long, 28 ft. beam and 8 ft. 3 in. depth of hold. She was fitted with masts and sails as vessels of that period. The engine was a lever-beam, built by Danie] Dod, Elizabethtown, N. J., hav- ing a 34-in. cylinder and 4 ft. stroke, the castings being furnished by Robert McQueen of New York city, Steam was furnished by two single-flue bcilers. After the original engine had done serv- - ice for twelve years it was removed, and one built by S. Sexton, low-pressure of 28 H. P. substituted. The vessel was broken up about 1835. soe : The Sophia was built the year after the Ontario. The boat was smaller than her predecessor, being of but 50 tons. She was 67 ft. 8 in. long by 18 ft. 2 in. beam by 4 ft. 7 in, hold, and was built at Sacketts Harbor by A. S. Roberts for E. Camp & Co., the owners of the Ontario. She had a low-pressure engine, built by James P. Allaire of New York. The next steam ves- sei was the Martha Ogden of 49 ton;:, built at Sacketts Harbor in 1823 by A. S. Roberts for L. Ogden & Co. She was 74 ft. 3 in. by 17 ft. 10 in. by 4 ft. 2 in.; and was also fitted with one of James P. Allaire's low-pressure engines, of 22 H. P. This steam- boat continued in service until 1832 when she went ashore and was lost for further use. In 1831 the Brownville was built for D. Griffen & Co. She was 85 ft. 10 in. by 20 ft. by 7 ft. 4 in. and was fitted with a low-pressure engine. In the same year the Charles Carroll was built at S-cketts Harbor by C. Cae for the same parties that owned the Brownville. She was 81 ft. 8 in. by 14 ft. 6'in. by 6 ft. 3 in., and was fitted with a low-pressure engine,