pressure. Erastus W. Smith afterward introduced this form of engine on the Great Lakes, and still later they were introduced into British steamers. The machinery of the steamer Buckeye State was constructed at the Allaire Works, New York, in 1850, from the designs of John Baird and Erastus W. Smith, the latter being the designing and constructing engineer. The steamer was placed on the route between Buffalo, Cleveland, and Detroit, in 1851, and gave most satisfactory results, consuming less than two-thirds the fuel required by a similar vessel of the same line fitted with the single-cylinder engine. The steamcylinders of this engine were placed one within the other, the low-pressure exterior cylinder being annular. They were 37 and 80 inches in diameter respectively, and the stroke was 11 feet. Both pistons were connected to one cross-head, and the general arrangement of the engine was similar to that of the common form of beam-engine. The steam-pressure was from 70 to 75 pounds-about the maximum pressure adopted a quarter of a century later on transatlantic lines. This steamer was of high speed, as well as economical of fuel.

In the year 1830, there were 86 steamers on the Hudson River and in Long Island Sound.

During the early part of the nineteenth century, the introduction of the steamboat upon the waters of the great rivers of the interior of the United States was one of the most notable details of its history. Inaugurated by the unsuccessful experiment of Evans, the building of steamboats on those waters, once commenced, never ceased; and a generation after Fitch's burial on the shore of the Ohio, his last wish-that he might lie "where the song of the boatman would enliven the stillness of his resting-place, and the music of the steam-engine soothe his spirit "—was fulfilled day by day unceasingly.

Nicholas J. Roosevelt was, as has been already stated, the first to take a steamboat down the great rivers. His

boat was built at Pittsburgh in 1811, under an arrangement with Fulton and Livingston, from Fulton's plans. It was called the "New Orleans," was of about 200 tons burden, and was propelled by a stern-wheel, assisted, when the winds were favorable, by sails carried on two masts. The hull was 138 feet long, 30 feet beam, and the cost of the whole, including engines, was about $40,000. The builder, with his family, an engineer, a pilot, and six "deck-hands," left Pittsburgh in October, 1811, reaching Louisville in 70 hours (steaming about 10 miles an hour), and New Orleans in 14 days, steaming from Natchez.

The next steamers built on Western waters were probably the Comet and the Vesuvius, both of which were in service some time. The Comet was finally laid aside, and the engine used to drive a mill, and the Vesuvius was destroyed by the explosion of her boilers. As early as 1813 there were two shops at Pittsburgh building steam-engines. Steamboat-building now became an important and lucrative business in the West; and it is stated that as early as 1840 there were a thousand steamers on the Mississippi and its tributaries.

In the Washington, built at Wheeling, Va., in 1816, under the direction of Captain Henry M. Shreve, the boilers, which had previously been placed in the hold, were carried on the main-deck, and a "hurricane-deck" was built over them. Shreve substituted two horizontal directacting engines for the single upright engine used by Fulton, drove them by high-pressure steam without condensation, and attached them, one on each side the boat, to cranks placed at right angles. He adopted a cam cut-off expanding the steam considerably, and the flue-boiler of Evans. At that time the voyage from New Orleans to Louisville occupied three weeks, and Shreve was made the subject of many witticisms when he predicted that the time would ultimately be shortened to ten days. It is now made in four days. The Washington was seized at New Orleans,

in 1817, by order of Livingston, who claimed that his rights included the monopoly of the navigation of the Mississippi and its tributaries. The courts decided adversely on this claim, and the release of the Washington was the act which removed every obstacle to the introduction of steam-navigation throughout the United States.

The first steamer on the Great Lakes was the Ontario, built in 1816, at Sackett's Harbor. Fifteen years later, Western steamboats had taken the peculiar form which has since usually distinguished them.

The use of the steam-engine for ocean-navigation kept pace with its introduction on inland waters. Begun by Robert L. Stevens in the United States, in the year 1808, and by his contemporaries, Bell and Dodd, in Great Britain, it steadily and rapidly advanced in effectiveness and importance, and has now nearly driven the sailing fleet from the ocean. Transatlantic steam-navigation began with the voy-. age of the American steamer Savannah from Savannah, Ga., to St. Petersburg, Russia, via Great Britain and the NorthEuropean ports, in the year 1819. Fulton, not long before his death, planned a vessel, which it was proposed to place in service in the Baltic Sea; but circumstances compelled a change of plan finally, and the steamer was placed on a line between Newport, R. I., and the city of New York; and the Savannah, several years later, made the voyage then proposed for Fulton's ship. The Savannah measured 350 tons, and was constructed by Crocker & Fickett, at Corlears Hook, N. Y. She was purchased by Mr. Scarborough, of Savannah, who placed Captain Moses Rogers, previously in command of the Clermont and of Stevens's boat, the Phœnix, in charge. The ship was fitted with steam-machinery and paddle-wheels, and sailed for Savannah April 27, 1819, making the voyage successfully in seven days. From Savannah, the vessel sailed for Liverpool May 26th, and arrived at that port June 20th. During this trip the engines were used 18 days, and the remainder of the voyage was

made under sail. From Liverpool the Savannah sailed, July 23d, for the Baltic, touching at Copenhagen, Stockholm, St. Petersburg, and other ports. At St. Petersburg, Lord Lyndock, who had been a passenger, was landed; and, on taking leave of the commander of the steamer, the distinguished guest presented him with a silver tea-kettle, suitably inscribed with a legend referring to the importance of the event which afforded him the opportunity. The Savannah left St. Petersburg in November, passing New York December 9th, and reaching Savannah in 50 days from the date of departure, stopping four days at Copenhagen, Denmark, and an equal length of time at Arundel, Norway. Several severe gales were met in the Atlantic, but no serious injury was done to the ship.

The Savannah was a full-rigged ship. The wheels were turned by an inclined direct-acting low-pressure engine, having a steam-cylinder 40 inches in diameter and 6 feet stroke of piston. The paddle-wheels were of wroughtiron, and were so attached that they could be detached and hoisted on board when it was desired. After the return of the ship to the United States, the machinery was removed and was sold to the Allaire Works, of New York. The steam-cylinder was exhibited by the purchasers at the "World's Fair" at New York thirty years later. The vessel was employed, as a sailing-vessel, on a line between New York and Savannah, and was finally lost in the year 1822. Under sail, with a moderate breeze, this ship is said to have sailed about three knots, and to have steamed five knots. Pine-wood was used as the fuel, which fact accounts for the necessity of making the transatlantic voyage partly under sail.

Renwick states that another vessel, ship-rigged and fitted with a steam-engine, was built at New York in 1819, to ply between New York and Charleston, and to New Or leans and Havana, and that it proved perfectly successful as a steamer, having good speed, and proving an excellent

sea-boat. The enterprise was, however, pecuniarily a failure, and the vessel was sold to the Brazilian Government after the removal of the engine. In 1825 the steamer Enterprise made a voyage to India, sailing and steaming as the weather and the supply of fuel permitted. The voyage occupied 47 days.

Notwithstanding these successful passages across the ocean, and the complete success of the steamboat in rivers and harbors, it was asserted, as late as 1838, by many who were regarded as authority, that the passage of the ocean by steamers was quite impracticable, unless possibly they could steam from the coasts of Europe to Newfoundland or to the Azores, and, replenishing their coal-bunkers, resume their voyages to the larger American ports. The voyage was, however, actually accomplished by two steamers in the year just mentioned. These were the Sirius, a ship of 700 tons and of 250 horse-power, and the Great Western, of 1,340 tons and 450 horse-power. The latter was built for this service, and was a large ship for that time, measuring 236 feet in length. Her wheels were 28 feet in diameter, and 10 feet in breadth of face. The Sirius sailed from Cork April 4, 1838, and the Great Western from Bristol April 8th, both arriving at New York on the same dayApril 23d-the Sirius in the morning, and the Great Western in the afternoon.

The Great Western carried out of Bristol 660 tons of coal. Seven passengers chose to take advantage of the opportunity, and made the voyage in one-half the time usually occupied by the sailing-packets of that day. Throughout the voyage the wind and sea were nearly ahead, and the two vessels pursued the same course, under very similar conditions. Arriving at New York, they were received with the greatest possible enthusiasm. They were saluted by the forts and the men-of-war in the harbor; the merchant-vessels dipped their flags, and the citizens assembled on the Battery, and, coming to meet them in boats of all