The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1840-06-12 00:00:00

THE " ARCHIMEDES" STEAM VESSEL.

In our last publication we gave a hasty and necessarily im-
perfect account of the first experimental cruize of the " screw
ship" ArchimOes on the waters of the Mersey. Before
noticing her strcond trip, we feel anxious to submit a few fur-
ther particulars, for the insertion of which, being then almost
on the eve of publication, we had not adequate time or dis-
posable space.
We may premise that, in making what we must certainly
admit to be "favourable" notice of Mr. Smith's new plan
for the propulsion of steam ships, we by no means wish to
derogate from the merits of the highly scientific men, and en-
terprising proprietors of steam vessels, who have, for years
past, devoted their talents, their individual exertions, and
their means to the improvement of steam navigation, whether
as regards the machinery for propulsion, or the splendid
fittings and equipments of vessels, both for home and foreign
traffic. On the contrary, we deem them worthy of the highest
commendation; we believe that they have rendered an es-
sential service to their country, and that whatever degree of
perfection steam navigation may yet attain by subsequent
appliances, its success is mainly attributable to their en-
deavours, and the public encouragement which it has so
meritedly elicited.
At the same time it must be admitted (as we have before
stated) that the " paddle wheel" mode of propulsion has
many disadvantages in the opinion of mechanical and nautical
men who have studied its operation. It is, however, to a
certain extent, a sure mode, and, though clumsy, is found—
abundance of steam power being supplied—to work well,
particularly in smooth water. It evidently, however, in-
volves a great waste of steam, much of the power required to
maintain a given speed being expended, not in propelling the
vessel, but in thrashing down and afterwards in lifting up the
water, in, to an inexperienced eye, a very triumphant,—
but certainly, (we think,) a very unprofitable manner.
We shall not attempt to define precisely the average
loss of steam thus occasioned ; but we will venture to
say that it amounts to nearly one-half of that indi-
cated in horses' power. It cannot reasonably be supposed,
that any mode of propulsion or traction of a vessel on so
subtle an element as water, even in a quiescent state, can give
the same velocity that may be acquired by steam agency on
shore, where the fulcrum, or hold of the propelling medium
is on terra firma. The most that can be accomplished is to
find the best principle of action in water which mechanical
agency can supply, and which combines, with speedy propul-
sion, strength, safety, and continuous application in all wea-
thers. No one will suppose that it would require a traction
anything like 460 horse power to drag the Liverpool steam-
ship, for instance, at a rate of ten or eleven miles an hour,
provided it could be, and were, properly applied. We will
venture to say that one-third that power, exerted upon a
cable to pull her along, by a locomotive engine upon a bank,
would bring her to the highest possible navigable speed, if,
indeed, it did not (as a sailor would say) " tear the bows out
of her." From this proposition, and knowing, too, that
water presents a strong fulcrum (though not equal to
land) for the propulsion of bodies insinuatingly • formed to
pass through what may be called its superstratum, and
that the finny inhabitants of the deep swim through it at
great depths, where the resistance must be stronger, by a mere
twirl of the tail or a twitter of the fin ; knowing this, we
cannot shut out from our conviction the impression that
vast improvement in steam, and indeed in general naviga-
tion, may yet be achieved, and that another century may
produce novelties as wonderful as those which have even at
this early period of the science astonished the mechanical
philosophers of the day. It were futile to place limits on
the inventive advancement of the human mind, and the sim-
ple fact that the application of steam to ships is scarcely of
twenty years' standing, is almost enough to warrant us in
assuming that it is yet in its infancy.
With these opinions we hail every new mode of employing
so mighty an agent which is attended with practical success,
though but to a certain extent, as furnishing a new datum, at
least, by which we may proceed nearer to the point of per-
fection, if that cannot be attained ; and of therefore advanc-
ing the general welfare of mankind. We have no fear, more-
over, that the general adoption of the present plan will be
so stubbornly adhered to as to prevent the introduction of
others that promise obvious advantages. Truth, in science
as well as in morals, must ultimately prevail ; and we feel as-
sured that the practical demonstration of the applicability of
the water-screw to steam-vessels supplied by the Archimedes,
will soon lead to a fair and unprejudiced trial of its efficacy
on a more extended scale, with such improvements as expe-
rience and new modification may suggest.
There are several advantages of the screw principle over
the paddle-wheel 'which we have not before noticed, and
which we shall now briefly enumerate.
The water through which a vessel passes propelled by the
screw is not torn up and undulated by its action, to the en-
dangerment of open boats, as in the commotion frequently
caused by paddle-wheels. One great feature in the screw is,
that it renders steam navigation available in merchant ships
on long voyages in times of need, at a small expenditure of '
fuer. Making steam the resort in such cases, sails being the
general mode of propulsion, an engine that would on this
principle propel a vessel even at the rate of from three to five
miles an hour, against a head wind, or in a dead calm, would
accomplish a great desideratum. Many a fine and valuably-
laden vessel from distant countries is delayed in our channels
by contrary winds, after a fine voyage, for many days, to the
great loss of the merchant; for there is no denying that
despatch is the soul of business." We have an instance
on record within the last six months of a fine ship, after a
run of fourteen or fifteen days from New York to the
south of Ireland, having been battered about in the channel
for nearly as long a period, before she could reach this her
port of destination. The detention of vessels in calms, and
particularly in what are termed " the horse latitudes," is
also well known, and exceedingly costly and vexatious. In
both cases the screw engine, even on a small scale, would be
highly beneficial. For a West India voyage we cannot con-
ceive anything more applicable than that combination of
" sail and screw" which this application admits. If adverse
winds prevail on starting amongst what are called " the va-
riables," the use of the screw in addition to the sails, or
per se if requisite, and a speedy run south to the latitude in
which the trade winds prevail, would inevitably ensure a
short passage to any of the Antilles, without the further aid
of steam. When the trade wind was met with, studding-
sails might be set below and aloft, and the steam dispensed
with.

One of the most striking features of Mr. Smith's applica-
tion of the Archimedean screw is its undeniable simplicity.
When a principle is simple, and to a great extent effective,
we may entertain greater hopes of final perfectability (ad-
mitting that to be attainable,) than if it were hedged round
with complication. From simplicity we can proceed to ad-
ditional mechanical gains; from complicacy-, unless by a re-
version to simplicity, every addition gives but increased
friction and decreased power.
The screw, whether applied as a medium of moderate pro-
pulsion to a heavy vessel on emergencies, or in equal com-
bination with sails, requires no unwieldy erection on the top
sides of the ship, and may be applied in all weathers. The
vessel may be thrown by the lee by a press of sail, and the
propelling principle, being under water, is unaffected. In
the construction of the Archimedes, it was some time before
the projectors could make up their minds whether she should
he modelled and built more as a steam or a sailing vessel, or
a combination, as nearly as possible, of both. They decided
upon the last distinction. She is a yacht as well as a steamer.
Had she been built with a lighter draft of water, for steam
only, or principally, as are our ordinary steam-boats, she
would, no doubt, have " steamed" with greater speed. As
it is she has, as an experimental vessel, done wonders.
We have seen some extracts from the log-book of the
Archimedes, while on six successive trips between Dover,
Calais, and Ostend, in April last. On most of these occa-
sions she beat H. M. packets Ariel and Beaver, by some
minutes. On the Gth day, Captain Chappell, R.1•1'., (now
with the vessel) and Mr. Lloyd, engineer, from her Ma-
jesty's Dock-yard, Woolwich, commenced the superintend-
ence of the trials, by direction of the Lords Commissioners
of the Admiralty. In the voyage across, the Widgeon beat the
Archimedes in the first trip, by 51 minutes. In returning,
by ten minutes, no sail being set. The Widgeon is the fastest
of the Dover packets, is ten tons less than the Archimedes,
has ten-horse power more, is not so broad by five feet, and
draws 41 feet less water. In a subsequent trial, in a dead
calm, the Widgeon beat the Archimedes by only 31 minutes
in going, and 4in returning—the time occupied being respec-
tively 2 hours 9 minutes, and 2 hours 11 minutes. The
Widgeon was, however, subsequently beaten by the Archi-
medes, as appears from the following extract from the log :
" On the Ist of May, the Widgeon and Archimedes started
together for Calais, with a fresh breeze, both carrying sail
and steaming. Archimedes performed the distance to Calais
Roads in 2h. lm., beating Widgeon by 9 minutes. In re-
turning to Dover, she beat the Widgeon by 5 minutes, mak-
ing the distance in lh. 53m.—the fastest passage ever made
between France and England by 14 minutes."
The Archimedes has since been beaten in our river by the
Duchess of Lancaster, but so triflingly, and under such com-
parative circumstances, that the fact is noticed merely Aa
candid admission, but is of little or no weight as affecting the
"
on pr
Mr.Sinciple" of the crew,
may doubt which is yl ess et youngrender in application
mith's plans, and berendered much
more efficient.
It was at first apprehended, that the necessity for the very
rapid revolution of the screw would produce a detrimental,
and, perhaps, irremediable amountof friction, and consequent
tear and wear of the shaft, bearers, &c. These apprehensions
have been by no means realized. The screw being under
water, and consequently in a constantly cold medium, which,
itself, serves to lubricate the sockets like oil, the wear by
friction is astonishingly small—not, indeed, worthy of notice.
We have seen one of the bearers, which has been in use for
many months, and it appears, for every practical purpose, as
perfect as when it was first put in. The engine (none of the
best, we think,) works at the rate of about twenty-five
strokes per minute, and as each turn of the shaft is multiplied
upon the screw by about 51, it follows that the revolutions
the revolving scull wheel (for such it is) are about 133 per
minute—the periphry being 5 feet 9 inches. The vessel has
steamed 3,000 miles within the last six weeks.
It might be supposed that the propelling gear, being so
near to the stern-post, the vessel would be difficult to steer.
The contrary is, however, the fact. She takes her helm most
readily, and will turn within an unusually small space. The
propulsion being right on end, and under water, gives
her a decided advantage over vessels worked by paddle-
wheels, one of which may pull more or less at her side ac-
cording to its immersion or abstraction from the water, par-
ticularly in a sea-way. So little tendency has the screw to
give an unsteady direction to the vessel, that when she was
put head to wind she stemmed on in straight course without
a hand at the helm for some minutes together. On a lee
shore a small screw engine would doubtless be effectual when
other means had failed in preserving life and property in
merchant ships. The Archimedes is provided with ast eapi-
'thistle, like those of railway locomotives, a useful cont m-
ance to warn vessels of her being near during fogs, &c.
In noticing thus favourably Mr. Smith's screw propeller,
we have no object to serve but to bring it fairly before the
public, who must be the final arbiters as rektrd_s_ its merits.
We may possibly over-rate its present practicable efficiency,
itsand
introductionits
probable
will at o
improvements;odistant
periodbut
)-1 we 1e general,
c lio to
and
think t a
thatt
it may give rise to a new era in steam navigation. For our-
selves, if the feeling of envy belonged to our nature we should
envy Mr. Smith. We had rather be the author of this sim-
ple but wonderful " Essay on Ocean," than of Pope's
" Essay on Man,"—for this admirable application of the
screw of the great mechanical philosopher of Syracuse may
do more good for humanity than all the fine perceptions of
the poet, however adorned by the graces of language.
But we must proceed to a short notice of
THE TRIP ON WEDNESDAY.
At twelve o'clock about seventy or eighty gentlemen of the
first respectability embarked in the Archimedes, on her
second experimental trip. The day was, as before, remark-
ably propitious, and the attention of Captain Chappell and
the worthy inventor in offering every explanation with
respect to the vessel and its mechanism was unremitting. As
we have already given so minute a description of the steamer
and detailed fully the principle of its propelling power, we
consider it only necessary to add one or two additional par-
ticulars, more especially as the route taken was precisely
similar to that adopted on the previous day. We may pre-
mise, however, in passing, that her second trip has
only tended to confirm our former favourably expressed
opinion of this novel application. Shortly before reaching
the Crosby Light-ship, the Duchess of Lancaster steam-ship
was perceived making directly for the port, and as she was
known to be a remarkably fast sailer, and Mr. Smith being
desirous of proving the capabilities of the Archimedes, imme-
diately " put about," and awaited the arrival of the former
vessel. On coming up, the screw in
motion, and the two vessels wenth
was
admirablymm immediately
togetherate ly)q t
for
the Duchess had a very slight advantage'
some distance, though we are bound in fa.iiiririeesspsetcot sotfatsepetedat,
e better adapted
proportions as to power, draught, &c., being
owing, as will be seen from the subjoined comparison, to her
of
fr
tqhuei ctkidseailtiong. Awrcithhim, edes had also the full strength
whilst her competitor ran the
whole distance in the eddy. This is the first time the
contend T he

Archimedes has been beaten,
noticed.

•ith the slight exceptions above

ARCHIMEDES. DUCHESS OF LANCASTER.
Diameter of cylinder . 37 in. Diameter of cylinder . 40 in.
Stroke 3 ft. Stroke... 3 ft.
Tonnage 237 Tonnage 238
Draught
Estimated steam-power, • Estimated steam-power,
80-horse 90-horse
Length between per- Length between per-
pendiculars
Beam ...... 22 ft. 6 in. Beam
Area of midship section Area of midship section
at 10 feet draught.. 143 ft. at 6 feet draught
We may also add that the Archimedes had that morning
taken in a four days' supply of coals, whilst the Duchess may
fairly be presumed, on the termination of her voyage, to have
had a very small quantity on board. It was the decided con-
viction of the whole company that had the vessels been on
equal terms the result would have been the reverse.
The company were landed about half after four, all equally
delighted with their gratifying excursion.
As there was a feeling on board relative to the slip or loss of
power from the screw, the following explanation will doubt-
less be satisfactory :—The screw, being 8 feet pitch, would,
if working in a solid, advance 8 feet for each revolution ; but,
working in a fluid, the relative difference between the speed
of the screw and the vessel appears, at first sight, to be con-
siderable, from the supposed oblique action of the propeller.
The following mode of calculating the speed of both will
shew that the difference is barely one-sixth, which is consi-
derably less than that of ordinary paddle-wheels.
The number of revolutions of the engine per minute is 26,
which, multiplied by the spur wheels 5i times, gives that
number of turns to the screw for one of the engine.
26 revolutions of the engine per minute.
51-

138 revolutions of the screw per minute.
8 feet pitch of screw.

1104 feet travelled per minute.
20 being lof 60, to bring it into

22,080 yards per hour,
which, divided by 1760 (the number of yards in a statute
mile), gives us 12 miles 160 yards per hour as the speed of
the screw. Speed of the vessel for 26 strokes per minute,
10 10-25 miles per hour by the log.
As we remarked at the commencement, we must leave our
readers to judge from the facts we have stated as to the gene-
ral adoption of this mode of propulsion ; but there seems to
be only one opinion as to its superiority to that now in use
amongst all the scientific and practical gentlemen with whom
we have conversed. We feel assured that all who have wit-
nessed the qualifications of the Archimedes will testify that
none of our statements are exaggerated. We can only add,
in closing our remarks, an earnest hope that Mr. Smith's
success may be commensurate with his talents, perseverance,
and outlay of capital, and in the words of a gallant old ad-
miral, "May his screw be long, and long ,nay he screw."