In the introduction of so many novelties, I was well supported by Mr. F. Leyland, the junior partner of Messrs. Bibby's firm, and by the intelligent and practical experience of Captain Birch, the overlooker, and Captain George Wakeham, the Commodore of the company. Unsuccessful attempts had been made many years before to condense the steam from the engines by passing it into variously formed chambers, tubes, &c., to be there condensed by surfaces kept cold by the circulation of sea-water round them, so as to preserve the pure water and return it to the boilers free of salt. In this way, "salting up" was avoided, and a considerable saving of fuel and expenses in repairs was effected.
Mr. Spencer had patented an improvement on Hall's method of surface condensation, by introducing indiarubber rings at each end of the tubes. This had been tried as an experiment on shore, and we advised that it should be adopted in one of Messrs.
Bibby's smallest steamers, the Frankfort. The results were found perfectly satisfactory. Some 20 per cent. of fuel was saved;and, after the patent right had been bought, the method was adopted in all the vessels of the company.
When these new ships were first seen at Liverpool, the "old salts" held up their hands. They were too long! they were too sharp! they would break their backs! They might, indeed, get out of the Mersey, but they would never get back! The ships, however, sailed; and they made rapid and prosperous voyages to and from the Mediterranean. They fulfilled all the promises which had been made. They proved the advantages of our new build of ships; and the owners were perfectly satisfied with their superior strength, speed, and accommodation. The Bibbys were wise men in their day and generation. They did not stop, but went on ordering more ships. After the Grecian and the Italian had made two or three voyages to Alexandria, they sent us an order for three more vessels. By our advice, they were made twenty feet longer than the previous ones, though of no greater beam; in other respects, they were almost identical. This was too much for "Jack." "What!" he exclaimed, "more Bibby's coffins?" Yes, more and more; and in the course of time, most shipowners followed our example.
To a young firm, a repetition of orders like these was a great advantage,--not only because of the novel design of the ships, but also because of their constructive details. We did our best to fit up the Egyptian, Dalmatian, and Arabian, as first-rate vessels. Those engaged in the Mediterranean trade finding them to be serious rivals, partly because of the great cargos which they carried, but principally from the regularity with which they made their voyages with such surprisingly small consumption of coal. They were not, however, what "Jack" had been accustomed to consider "dry ships." The ship built Dutchman fashion, with her bluff ends, is the driest of all ships, but the least steady, because she rises to every sea. But the new ships, because of their length and sharpness, precluded this; for, though they rose sufficiently to an approaching wave for all purposes of safety, they often went through the crest of it, and, though shipping a little water, it was not only easier for the vessel, but the shortest road.
Nature seems to have furnished us with the finest design for a vessel in the form of the fish: it presents such fine lines--is so clean, so true, and so rapid in its movements. The ship, however, must float; and to hit upon the happy medium of velocity and stability seems to me the art and mystery of shipbuilding.
In order to give large carrying capacity, we gave flatness of bottom and squareness of bilge. This became known in Liverpool as the "Belfast bottom;" and it has been generally adopted. This form not only serves to give stability, but also increases the carrying power without lessening the speed.
While Sailor Jack and our many commercial rivals stood aghast and wondered, our friends gave us yet another order for a still longer ship, with still the same beam and power. The vessel was named the Persian; she was 360 feet long, 34 feet beam, 24 feet 9inches hold. More cargo was thus carried, at higher speed. It was only a further development of the fish form of structure.
Venice was an important port to call at. The channel was difficult to navigate, and the Venetian class (270 feet long) was supposed to be the extreme length that could be handled here.
But what with the straight stem,--by cutting the forefoot away, and by the introduction of powerful steering-gear, worked amidships,--the captain was able to navigate the Persian, 90 feet longer than the Venetian, with much less anxiety and inconvenience.
