SUBSTITUTION OF SCREW FOR PADDLES

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ships, indeed, the Cunard Company themselves were employing screw steamers for their Mediterranean trade-and the time had now come when the Company determined to employ them in their transatlantic service; and when they did come to the determination finally to abandon paddle-wheel steamships in favour of screw steamers, several of the former were at once transformed into sailing ships. The Scotia was converted into a twin-screw, and was used as a cable steamer belonging to the Telegraph Maintenance Company.

The first iron screw steamer built for the Cunard Company was the China, launched in 1862, followed in 1864, by the Cuba, and in 1865, by the Java. In 1867, a larger iron screw steamer was built, the Russia, of 2960 tons, with engines of 492 horse-power, nominal, working up to an indicated horsepower of 3000. The Russia was probably the most beautiful vessel that had, as yet, been put on the service. She was barque-rigged, with a single funnel between the fore and main masts. Her graceful outline and the symmetry of her proportions were considered by nautical men to be perfect; whilst her interior decorations and general accommodation soon gained for her with the public a reputation for comfort and luxury. Her speed averaged 144 knots per hour, she being then the fastest vessel in the fleet. She crossed from Queenstown to New York in 8 days 5 hours and 52 minutes; and from New York to Queenstown in 8 days and 28 minutes.*

In 1870, the Cunard Company turned their attention to the then new invention of compound engines, and finding that this new method utilized steam at a far higher pressure than had been the case heretofore, and produced increased speed at a smaller cost, they determined upon adopting it. The Batavia, of 2553 tons, was the first of their steamers to be fitted with the new machinery; and in the six subsequent years the Company increased their fleet by seven other steamers, all fitted with compound engines. These were the

* It may be noted in passing that the commander of the Russia, Captain Cook, navigated this vessel 630,000 miles [equal to five-and-twenty times round the world] on the Atlantic in all weathers without a single accident or a single breakdown of any kind; and safely carried to and fro upwards of twenty-six thousand cabin passengers.

Calabria, Algeria, and Abyssinia, each of which was of 3300 tons; and these, again, were followed by still larger boats, in the Scythia and the Bothnia. These vessels were all of iron, the two latter being each of 4535 tons, 455 feet in length, 42 feet 6 inches beam, and 36 feet depth of hold. They had accommodation for 300 first class, and 800 third class passengers. They were barque-rigged, and were fitted with compound engines of 500 horse-power, nominal. The high-pressure cylinder was 60 inches in diameter, the low-pressure, 104 inches. The steam was supplied by eight tubular boilers, with twenty-four furnaces; and the coal-bunkers could take in twelve hundred tons of coal. The largest of these seven steamers was the Gallia, of 4808 tons, and 5300 indicated horse-power.

Another advance was now being made in ship-building, and iron, which had superseded wood, was itself to be superseded by steel. The first of the Cunarders to be built of the new material was the Servia, of 3900 tons register. She carried 5000 tons dead weight with a draught of 26 feet; but could have carried 10,000 with safety if the depth of harbours had permitted. Her dimensions were: length over all, 530 feet; beam, 52 feet; depth from top of keel to top of upper-deck beams, 42 feet. She had three complete decks and two partial decks, and was divided into twelve main water-tight compartments by transverse bulkheads. The Servia was entirely constructed of steel, on the lattice double-bottom system, having capacity for 800 tons of water ballast. Her decks were formed of half-inch steel plates, covered with 4 inches of teak. The upper deck had on it the forecastle for some of the crew, and the necessary wash-houses, etc., for emigrants; hospital, companions to main and lower decks; winches for working cargo, officers' rooms, smoking-rooms, galleys, baker's shop, music-room, ladies' rooms, entrance to the main saloon, and a wheel-house right aft.

The main deck had accommodation for seamen, stewards, and engineers; also 86 state-rooms, capable of berthing 334 passengers; also the main dining-saloon, with the necessary pantries and serving-rooms. The lower deck had 82 staterooms, berthing 328 passengers; and contained accommodation