CHAPTER V.

EXTRACTS FROM REPORTS.-STEAM VESSEL ACCIDENTS, EVIDENCE ON DESTRUCTION OF BOILERS, AND CAUSES OF EXPLOSION.-LOSS OF THE "FORFARSHIRE."-OFFICIAL LETTER TO LORD JOHN RUSSELL ON THE CAUSE.-AMERICAN REPORT ON CAUSES OF NINETY-NINE EXPLOSIONS.

THOSE Only who are practically acquainted with the rapid destruction of the boilers from incrustation, and the consequent unnecessary consumption of fuel by the present system; or have gone through the evidence on the subject, in the several Reports by Committees in England and America, can sufficiently estimate the importance of an invention that will remove these effectual barriers to the universal employment of steam instead of wind power. The valuable evidence of engineers and practical men, embodied in the "Report on Steam Vessel Accidents," lately printed by order of the House of Commons, will, however, amply repay the time of perusal, and afford sufficient information on the subject.

In that Report it is stated, from the evidence on boilers, at page 14, "That they are very frequently continued in use till they become dangerously thin. We were shown several in the yards of engine and boiler makers, which (to use their own expression,) 'might be walked through;' indeed, the hand might be pushed through some boilers which we examined, but recently taken out of steam boats.-[See Mr. Laird's Evidence, page 64.] Mr. Shaw states, page 44, That the boilers of the Fingal,' in 1835, were so weak that they had to be shored between the deck and the tops of them, which

expanded and contracted like a pair of bellows. Captain Bain writes, page 89, That he has frequently had occasion, sometimes under very trying circumstances, to stop rents in boilers by temporary expedients; that he has witnessed it in other vessels, and has seen boilers worked till they were as thin as paper, &c. Some boilers, in actual use, are only kept tight by the deposit of mud, concretions of salt and sand, &c. between the flues; these obstructions to the passage of heat are not removed, as the metal of the boilers would give way, and they must necessarily undergo repair, which is delayed until they will no longer hold together, or until ruptures occur and have produced mischief.

"The explosion of deteriorated boilers is not the greatest disaster to be dreaded from steamers so ill provided; under the head of wrecks and founderings, the calamitous consequences of boilers failing at sea are still more fearfully exemplified."

Among other material evidence on the destruction and duration of the boilers, Mr. James Kennedy says, at page 63, "That the boilers are often worked after they have worn so thin as not to be trust-worthy, and generally not so frequently blown off and cleaned as they ought to be."

Messrs. Forrester and M'Gregor state, at page 65, "We have seen salt and sand accumulate in them to the depth of four feet between the furnaces, from not blowing off often enough."

Mr. John Laird, the eminent iron ship-builder, says, at page 65, "That he is in the habit of making and repairing a great many boilers for steamers; that he has seen them taken out of vessels in so worn a state that the hand could be pushed through them, consisting of little else than scales and rust; that the duration of an iron boiler may be called four years, it being useless to repair them after that term."

Captain Edward Chappell, R. N., of Her Majesty's Dublin

Mail Steam Packet Office, says, at page 69, "The horrible calamity which took place by explosion of a steam boiler at Hull, (the Union,' by which 24 persons were killed,) is supposed to have been occasioned by the engineer letting the water get too low in the boiler, which caused the generation of a highly explosive gas."

Messrs. Scott, Sinclair & Co. recommend, at page 85, for the purpose of guarding against explosions, that “above all, the masters take special care to see that their boilers have been carefully and well cleaned and examined."

Mr. C. W. Williams observes, at page 51, "How important a part the boiler of a steam vessel has to act, and that its giving way in heavy weather, or its general insufficiency, operates, in effect, in rendering every other part of the machinery utterly unavailable."

Steam Navigation owes something to this gentleman. Besides organizing a set of night signals, and superintending an efficient inspection of the fleet of steamers of the City of Dublin Company-no little merit in these days of Steam shipwreck and boiler explosions-he was the first to introduce iron water-tight divisions, to prevent steamers sinking from a leak; a humane and useful invention. He was also the first to construct an iron sea-going steamer, which seem destined completely to supersede wooden steamers, of whatever size, in those cases where the iron steamers can be kept constantly at work; for otherwise, their lying by may probably occasion a ruinous oxidation: but this only experience can determine. To continue Mr. C. W. Williams's Extracts from this Report would be unnecessary, since the rest of the evidence is to the same effect, that the explosions and destruction of the boilers arise from want of water and incrustation.

The melancholy loss of 45 lives, sent upon the moment to their last account, by the destruction of the boilers of the "Forfarshire," is still familiar to public recollection. If any

occurrence, connected with that fatal wreck, can make the catastrophe less painful, it is one of the noblest examples of heroism recorded among the daring deeds of heroic females -Grace Darling. Never be that name unrecorded!

In the official letter to Lord John Russell on the event, given at page 24 of this Report, is the following:-" Partial accidents from the explosion of steam boilers are constantly taking place; and only last week a steam boiler of one of the Newcastle and Shields boats burst, and occasioned the death of two individuals. These accidents are of so fearful a nature, and so constantly occurring, that it becomes necessary the government should be apprised of them, in order to institute inquiries that may lead to some measure which may be calculated to render steam boat navigation more safe to the community, and prevent the occurrence of calamities of such extended and fearful a nature."

The number of explosions down to 1839 were 23, and 77 persons killed. This is exclusive of lives lost through boilers failing at sea.

The evidence in that Report fully confirms the evidence given to Parliament upon Steam Navigation to India, (1834 and 1838) by Messrs. Field, M'Gregor Laird, and other engineers, by which it is proved in substance, that in sea-going vessels-owing to the incrustation by the salt water—the most difficult part of the machinery to keep in repair is the boilers; that, sometimes, they are injured as much in a few days, as they would otherwise be in as many years; that, in one case, a pair of boilers, made by Messrs. Bolton and Watt, gave way on their first voyage; that in consequence of this evil, the boilers are constantly requiring extensive repairs, even under the most careful management; and that in so short a period as four years, they must be entirely replaced. [See the Evidence on Steam Navigation to India, (1834;) particularly pages 61, 65, 76, and 103.]

The "Report to the Congress of the United States, on the number, nature, and causes of the disasters to steam boats," read in December, 1838, is not less conclusive. Out of the whole number of accidents, 99 were from explosions, occasioning the destruction of 500 persons; and, among the causes assigned, are "deficiency of water in the boilers, and omission to cleanse them frequently." In that Report it is observed, "In respect to explosions, the want of a sufficient supply of water in the boilers is believed to be the most plain, direct, and frequent cause of them. Smeaton and Watt, who made such vast improvements in the principles and the structure of steam machinery, appear to have both been fully aware of the danger resulting from an insufficient supply of water." And in the recommendations for legislative enactments, it is proposed, "That the boilers be cleansed periodically, or as often as once a month, under heavy penalties; as many explosions have occurred through sediment of salt and other substances collected within the boilers."

A remedy has been at length discovered, in Symington's method of continuing the first water in the boilers, that must, in a great measure, prevent these calamities, by removing the chief causes of their occurrence. Let it therefore be inquired into. Experience has placed its efficiency beyond doubt; and they will be responsible for the consequences, who neglect to apply the remedy, if proved effectual, and not found to occasion other disadvantages.

It only remains to show how it is that this plan saves so much fuel. Persons who have not made themselves acquainted with the depositions left by the evaporation of salt or impure river water, and have had no opportunity of seeing the thick crust, which adheres with so much tenacity to the boilers that it requires to be separated by the chisel, may probably doubt a saving in fuel so considerable as nearly onethird. The incrustation, however, is a very bad conductor of