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Progress in Transportation by Water During the Past One Hundred Years limited by transportation facilities. The original thirteen states con- sisted of a Strip along the Atlantic seaboard, and this strip was a measure of the limited transportation facilities. The Atlantic ocean with its bays and inlets along the shore and a few navig- able rivers to the interior, afforded comparatively quick and dependable communication. In 1807 Fulton’s CLERMONT made her first trip to Albany. Fifteen years later there were over 200 steamboats operating on the Ohio and Mississippi rivers and our frontiers had moved inland to these limits. Let us now turn back a century, to the year 1833. A few small paddle steamers are doing their best to speed up the carriage of freight and passen- gers on inland waters. On the sea the United States is beginning to show the world her superiority in ship con- struction and seamanship. The war of 1812 saw us wrest from England the ‘proud title of “mistress of the seas.” T= frontiers of civilization are Clipper Ship Era Begins We are on the threshold of a “cen- tury of progress” that is to eclipse all previous time, it is the dawn of the American clipper ship era. In Janu- ary 1845 Smith and Dimon launched the Rarnsow designed by John Willis Griffiths. This ship was such a rad- ical departure from all other vessels that most people predicted she would be a failure. The nation little realized that it was the birth of the first Yankee clipper—destined to revolu- tionize naval architecture and to carry our flag to the farthest corners of the earth. The RAINBOW’s first voyage netted her owners 200 per cent over her original cost. She was acknowl- edged by all the fastest vessel afloat. Griffiths next designed the SrA WitcH. This vessel sailed from New York Dec. 23, 1846, the tallest ship afloat. One hundred and four days to China, and back in 81, the next year in 78 and again in 77—the latter an unbeaten sailing record for this run even today. Griffiiths’ designs were *Full abstract of paper presented by J. Howland Gardner, president of the Society of Naval Architects and Marine Engineers, at the annual con- vention of the American Society of Civil Engineers, Palmer House, Chi- cago, June 29, 1933. By J. Howland Gardner* adopted by the great merchants of Boston, Philadelphia and Baltimore, and copied by England and _ other maritime nations. On the discovery of gold in Cali- fornia the Yankee clipper came into its own. Fast American clipper ships loaded under charter from the Far East to England at $40 per ton of 40 cubic feet, with a bonus of from $4 to $6 a ton additional, while the slower English ships were glad to get $13 to $14 per ton of 50 cubic feet. The running time to San Francisco was from six to over seven months. The famous clipper Sea WircH clipped the time to 97 days. The most famous disciple of Grif- fiths was Donald McKay whose ship- yard in East Boston turned out many of our famous clippers. In 1853’) Mc- Kay designed and built the LIGHTNING, the first larger vessel built in this country for an English house. She was 243 feet long by 44 feet wide with a depth of 23 feet. On Mar. 1, 1854 she logged better than 18 knots and coy- ered 436 nautical miles in 24 hours, a record never equalled before or since by any sailing ship, and not surpassed by an ocean going steamer for some thirty years. In August 1851, McKay’s FLYING CLOUD, hung up a record of 89 days, New York to the Golden gate around Cape Horn, and this is still unbeaten but duplicated by this same ship, and in 1860 equalled by the clip- per ANDREW JACKSON. In 1846 we had less than a million tons engaged in foreign commerce. Our tonnage continued to increase up to the Civil war, at which time our deep water tonnage was over 2,600,- 000 tons, and we were carrying 70 per cent of our exports and 65 per cent of our imports. Then came the Civil war. Once more England, ever watchful, seized the opportunity to establish her commercial supremacy. Development of the Steamship One hundred and one years ago the first steam vessel arrived in Chicago carrying supplies for the Black Hawk — war. In 1833, eleven steamboats oper- ated on the Great Lakes. The change from side wheelers to propellers began about ten years later and by 1860 there were 118 vessels of this type, averaging less than 500 tons each. During the Civil war a new type of ship was developed on the Great Lakes from which came the ore carrier of MARINE REviIEw—August, 1933 today. Here we also find the largest side wheel steamer in the world, the GREATER DETROIT, designed by Frank Kirby in 1923 with a speed of 20 statute miles per hour and accommo- dations for over 1500 passengers. Inland waters saw the birth of steam navigation. The Long Island sound steamers were among the lead- ers in this advance. The Fall River line steamer PrLGRiM, designed by the late George Pierce, an iron hull fitted with a sidewheel beam engine, was the first vessel built in this country with a double bottom; the first to use electric lights as the sole source of illumination; and the first to be fitted throughout with automatic fire alarms. The Ciry or Fat River had the first compound beam engine. This engine was designed by the late Stevenson Taylor of the W. & A. Fletcher Co. The PLYMOUTH, of the same line, built in 1890, was the first triple expansion inclined paddle engine, the first fitted with fire bulkheads and the first com- pletely protected by automatic sprink- lers. The GOVERNOR Copp of the Eastern Steamship Co., built in 1906 was the first turbine drive steamer in this country. On the Mississippi and Ohio rivers there has been marked develop- ment in shallow draft steamers. Early Government Shipping Aids Some 12 years after Fulton’s CLEr- MONT started making her trip up the Hudson, the SAVANNAH, the first steam- ship to navigate deep water, crossed from Savanna, Ga., to England. It was not until 1838 that capital could be persuaded to embark on such an adventure. In 1839 the Cunard com- pany was granted a subsidy of $425,000 a year to establish fortnightly sailings to Quebec, Halifax and Boston. The service began with four wooden side wheel steamers of moderate size with sails as well as steam power. The Collins line, operating a semi-monthly service between New York and Liver- pool, was established in 1847, with a mail pay grant of $385,000 a year. The steamship ATLANTIC of wood construc- tion, of 2845 tons was 280 feet long and had 800 horsepower engines oper- ating at a pressure of 16.9 pounds giy- ing her an average speed of a trifle over 138 knots. The OHIO was one of four early iron steamers built at Cramps at Philadelphia in 1873 and in 1874, like the ATLANTIC she had aux- 1g