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But since the fishing fleets were at sea for weeks together, and
something faster than a sailing ship was required to hurry the
cargoes to market, a special steam fish-carrier came in which plied
her voyages from the Dogger to London and the east coast ports.
From that it was an easy step to building a steamship for use not as
a carrier but as a trawler. Already steam had been in use on board
the sailing trawler, but that had been for hauling the nets and
warping into dock. The increase of competition, the loss of a market
through calms and the prevalence of head winds, clearly marked the
way for the coming of the steam trawler. Recently it has been shown
that the employment of the motor-propelled trawler means a saving
of cost and a greater share of profits to all concerned, and perhaps
in the next decade the steam trawler may find the more modern form
of propulsion to be a serious rival. But even now sail has anything
but vanished, and there are many purely sail-driven trawlers, as also
there are many steam trawlers with auxiliary sails. Within the last few
years the steam fishing ship has grown to be of considerable size,
with topgallant forecastle, high freeboard and lofty wheel-house, so
that it penetrates to oceans thousands of miles away from the North
Sea, being enabled by reason of its size to carry sufficient quantities
of coal for many miles. The lower illustration facing page 252 shows
one of the modern type of steam trawler. This is the Notre Dame des
Dunes, built by the same makers as the Orontes. Her substantial
forecastle, her bold sheer and high bows, together with her length
(rather more than six beams to the longitudinal expanse), eminently
fit her for her work in most trying circumstances. A curious survival of
the old-fashioned sailing ship is seen in the retention in a twentieth
century ship of the imitation square ports painted along her topsides.
The Notre Dame measures 160 feet long, 25 feet wide, and 14½ feet
deep.
HYDRAULIC LIFEBOAT.
By permission from “The Yachting Monthly.”
But to-day, even with all the modern improvements which have
been put into the ship, both sailing and steam-propelled;
notwithstanding all the navigational appliances, the water-tight
compartments, the size of ships and the excellence with which they
are sent on their voyages, there is still need for the lifeboat, which
has to go out many times during a bad winter at the summons of
necessity. Although it is possible that the motor, as in the trawler, will
eventually oust steam from this special type of craft, that stage has
not yet been reached. Steam is a comparatively recent innovation to
the lifeboat, and this is partially explainable by the deep-rooted
prejudice of the local seamen. It is also owing to the fact that when
the lifeboat has to go out at all the seas are very bad, and the craft is
subjected to the water breaking over, and unless special precautions
were taken to guard against this the fires would be put out, and the
boat would be rather worse off than if she had no engines. There are
only a few steam lifeboats along our shores, and they are placed at
such stations where they can lie afloat instead of having to be
launched down the beach or from a specially constructed slipway.
The first form of steam lifeboat was to some extent on the lines of
the ship which John Allen had suggested as far back as 1730, of
which we spoke in an earlier chapter. It will be remembered that he
advocated a system which was actually employed by James
Rumsey in 1787. The principle was that of sucking water in at the
bows and ejecting it at the stern. A more recent instance of the use
of this idea will be found in the boat illustrated on the opposite page
which shows a hydraulic lifeboat. The disadvantage of having a
screw propeller is that it stands a very good chance of being fouled,
if not damaged, by wreckage and ropes. Therefore engines were
installed which sucked in the water by means of a “scoop,” placed at
the bottom of the boat amidships. The water thus indrawn is
discharged aft on either side of the hull, and if the craft is desired to
go astern, then this is easily done by discharging water forward. This
type has been in actual use, and has been highly efficacious in
saving human life from shipwreck. By referring to the lower figure of
the illustration on page 255, which shows the midship section of one
of the hydraulic type, some idea will be gained of the placing of the
“scoop.” By using alternately one of the after pipes the ship can be
manœuvred to port or starboard just like a vessel fitted with twin-
screws. But there are corresponding disadvantages which require to
be weighed. It is distinctly not an economical method of propulsion,
and if the sea happens to contain much sand considerable damage
may happen to the engines, and other undesirable matter also may
work still greater havoc.
A SCREW LIFEBOAT.
By permission from “The Yachting Monthly.”
On the other hand, we have mentioned that the screw has its
drawbacks owing to the possibility of its suffering injury. It was
therefore decided that this could be avoided by placing it in a tunnel
some distance forward of the stern, and thus protected against all
likely damage. (A similar method is also employed in the steam fire-
boats which are used by the London Fire Brigade on the Thames,
and are summoned whenever a river-side warehouse or factory gets
ablaze.) If reference is made to the illustration on page 257, this
tunnel will be discernible. In order to leave nothing to chance a
water-tight hatch is placed in the cock-pit floor just over the propeller,
through which any pieces of sea-weed, rope, or other undesirable
matter can easily be removed without having to beach the craft first.
These little ships measure about 50 feet long, and about 15 feet
wide; they are driven by direct-acting, compound, surface-
condensing engines, which give to them a speed of about nine
knots.
In certain parts of the world where the rivers are shallow, either
at their banks or in mid-stream, steam navigation is only possible by
means of “stern-wheelers.” Such instances occur on the West Coast
of Africa, and also in America. In general idea, though not in detail,
this method is a reversion to the antiquated ship already discussed
in Hulls’ idea for a tow-boat. The stern of these steamships to which
we are referring is not ended in the same continuous straight line,
but is raised slightly upwards at an angle so that the paddle-wheel is
able to revolve freely without requiring such a draught of water as
otherwise it would have needed if placed on the ship’s side in the
usual manner. This will be seen on examining the stern of the Inez
Clarke, illustrated opposite this page. This stern-wheeler was built as
far back as 1879, but the points on which we are insisting are here
well demonstrated. The draught of the ship, notwithstanding the
weight of her engines, was only 15 inches, so that she was enabled
to go into the very shallowest water, where even a bottle could float.
Nevertheless her stern-wheel was sufficiently powerful to send her
along at 15 miles per hour. Her measurements are 130 feet long,
and 28 feet wide. Steamboats possessing a similar principle to that
exhibited in the Inez Clarke, but much different in the arrangement,
are to-day in use on the Ohio and Mississippi Rivers, being used as
tugs to tow along a large fleet of flat-boats containing coal. As much
as fifty to sixty thousand tons are taken in tow at one time.
THE “INEZ CLARKE.”
From the Model in the Victoria and Albert Museum.
To North America, with its fine long rivers, the steamboat has
been, as Fulton in his foresight prophesied it would be, a highly
useful institution. To the European mind the vast possibilities of the
mighty Mississippi come as a shock when fully realised. To quote the
very first sentence in one of the most popular books which that most
popular writer, Mark Twain, ever wrote, “The Mississippi is well worth
reading about”; so, also, we might add, are its steamboats, but in our
limited space we can only barely indicate some of their essential
features. The illustration facing page 258 shows a couple of these,
the Natchez and the Eclipse, racing against each other along this
great river by the light of the moon at midnight. The first thing that
strikes the attention is the enormous height to which the decks of
these steamboats are raised. The pilot-house is higher still, and will
be recognised as about midway between the water-line and the top
of the long, lanky funnels. Even to Mark Twain the height seemed to
be terrific. “When I stood in her pilot-house,” says the author of “Life
on the Mississippi,” “I was so far above the water that I seemed to be
perched on a mountain; and her decks stretched so far away, fore
and aft, below me, that I wondered how I could ever have considered
the little Paul Jones a large craft. When I looked down her long,
gilded saloon, it was like gazing through a splendid tunnel.... The
boiler deck—i.e. the second storey of the boat, so to speak—was as
spacious as a church, it seemed to me; so with the forecastle; and
there was no pitiful handful of deck-hands, firemen, and roustabouts