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 ENGINEERING, J tTLr 30, 1880.

COMPOUND ENGINES 0 F THE S. S. "A RI Z 0 N A."

CONSTRUCTED BY MESSRS. JOHN ELDER AND CO., ENGINEERS, GLASGOW.

(FO'T N otice, see Page 89.)

Fig .3.

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 ENG INEERING. [S EPT. 3· 1~ Bo.

l30 1I.~E RS OF THE S.S. "ARIZONA."

CO.\STRUOTED DY l\IESSRS. JOHN E L DER AND CO., ENGINEERS, GL ASGOW.

(FO?· Description, see Page 196.)

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during the week . In Glasgow the stock of warrants t
t

nmounts to 466,087 tons, and they are receiving abont 500 '•
t--•
tons daily. Yesterday the market price of No . 3 Cleve-
land pig at Middlesbrough was 4·2s. per ton. In some cases
it change<l bands a t 4 l s. 9d., but makers were un-
willing to sell for leas than 43s. During the month of
August the shipments from t his port have been very sntis- l ••t
factory, upwards of 72,600 tons having been exported. •• •
1 ..V2
This is an increase of 11,166 tons compared with t he same -· · - •
period l::l.st year. There is a steady demand for for ge iron.
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Throughout the district there is a settled belief that good
trade will prevail for the next few year s.
The Finished Iron Trade.- A good deal of work is still --.·--- --·--------,---· - ........ ·- _.. -· -- ....... _ , .
on hand, but owing to the keen competition prices are not '' 6 'I
••
advancing . Some firms possess. great advantages over •' •\ •'
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other firms, and consequently there is considerable variation I
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in quotations. There is every r eason to believe that for I

some tim e to come this branch of the staple industry of

Cleveland will be kept fully going. •• I.
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The S teel Trade.-The demand for ijteel continues good, l.~.<·-- .. ·--·- 3' 6-
. ·-------~ :
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-·- - -
and in this district elaborate preparation is being made
for increasing the productive power . Mest~rs. Bolckow, •
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/1 . M-.L

Vaughan, and Co., t he largest steel r ail maker s in the •

world, have just about do ubled the productive power of • I I

their Eston Works, at Middlesbrongh, wher e th ey have I •
•

er ected the 15-ton Bessemer converters. The Darlington -

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· -· . I
Iron Company are now making steel , and Mr. Muller is
pushing forward with his fine new plant for steel.mo.king I
•
at his l!;rimus Works, Middlesbrough. There 1s more
inquiry for steelehip plates. As soon aR there is anythin g I
•
like o. demand which will justify the laying down of plant,
there is little doubt that firms in Cleveland will quickly
meet the emergency. •
 EN GIN EERIN G. [ SEPT. 3, I 880.
and refer to classification and principles, nitrogen,
sulphur, and carbon, and their various compounds.
In connexion with these lectures the laboratory will SPRING SE T FOR. R1\IL'vVAY ARRI.r\GE .
be open daily, and on Tuesdays and Fridays before
the lectures, a laboratory class will be held, a similar
class being held on the 'Vednesday evening of each
week. Professor Ayrton will lecture on three sets
of subjects in the evenings; on Tuesdays on electrical
instrument making, and on Fridays on weighing
appliances and on motor machinery. Regular day
and evening laboratory classes will also be held in
connexion with theso lectures. The fees charged
for tbo session ar~ extremely low, each course
being 5s., while the charges for the laboratory classes,
and the use of material and apparatus, are equally
moderate.

"PRING EAT .. FOR CARRIAGES.

M. D ELE SERT, adminstrator of the \Vestern Railway
of Franco, h as r ecently devised a n ew mode of su spend-
ing tho seats of r ailway and other carriages, which we
illustrate by the annexed engraving. From this it will
bo seen that it consists of a framo placed within tho
v ehicle consisting of the seats and floor and caiTiecl by
supplementary springs made three or four times m ore
flexibl e than those above the axles. The advantages
claimed for this arrangement are the following : the H eating surface in firebox •.. 153 sq. ft. to two ordinary enginos on steep incline, while t he cost of
suspended mass, including the weight of tho passenger, , flues . •. . .. 1,223.84 sq. ft. fuel and engine service is but little more than for one engine
b eing r educed to a minimum, the springs may also be Total heating surface . . . . .. 1,376.84 , of the "American" type.
mado lighter, more er,pecially a s tho accident al rupture Capacity of t ank on boiler ••• 1200 gallons. T :1king the 2 por cent. gradient the r esistance is :
of on o of them would n ot bo attended with so much ris k W eightondrivingwheels •.• 100,000 lb . Pounds per
ns that of the ordinary springs. 2. The floor of the ,, of engine in working Ton.
order, includini water in tank 115,000 ,
carriage is as elastic as the seats them selves, an advan-
tage which cannot bo obt ained by the u se of springs W e may ad d that tho locom otive was originally built
Gravity 2 x 2000 • • •
100
••• ... 40
under t he seats only, and the whole st1ucture sways with a tank on the boiler, having a capacity of 1200 Wheel friction ... • •• • •• 6
together, thus entirely avoiding the shock resulting from gallons, and a coal-box on the footplate, back of the cab. Wind (say) ... •• • • •• ••• - 1.8
the differ ence in m ovem ent between the rig id floor and Th e coal s pace being found insufficient, however, the
the yielding soa t. The Western R ailway of France has coal- box on the footplate has been dispensed with, and T otal r esistn.nce ... • •• ... 47.8
the engine is now worked wi th a separate eight-wheeled Traction, including weight of engine=
made experiments with this system on a second-class 542.5 X 47 .8=25,931
carriage, select ed in preference to a first-class because t end or attached.
the springs are m or o rigid, and thero is a sp ecial object Tho fo llowing r eport on the p erformance of the" Uncle W eight of engine on driver, =100,000
Dick" will be r ead with interest: 25 931 1
in r endering this class of scat less fatiguing for travel- Adhesion = • =
l or e than thoy are a t present. In the trial tho compart-. Trinidad, Colorado, May 1, 1879. 100,000 3.86
Messr s. BuRNHAM, PARRY, WILLIAMS, and Co.,
m onts wore divided into two parts, ono l eft undisturbed, Philadelphia, P enn., On the 6 per cent. gradient we have :
the othor fitted with the D el ossert anangem ent a s sh own H erewith please find a r eport of the locomotive "Uncle Pounds
in the sketch, for four places only, the other four soats Dick, " a s promised you, on our Mountain Division of this per Ton.
b eing left as before, so that comparison could be made by road. Gravity 6 x 2000 120
100 ... • ••
shifting from one end of the carriage to the other. The The engine was intended more esper.ially to meet the r o-
r esults of the trial ha vo given every satisfaction. Tho quirem Pnt s of operating the tempora.ry track . over the Wheel friction •• • ••• - 6
same Aystem has been applied \vith much su ccess by mountn.iu during the progress of work on the tunnel at Wind (say) ••• • •• = 1.8
M. Binder and Oo., of Paris , to road carriages, br oughams, Raton Pass.
On the 2 per cent. incline, Trinidad to Morley, length of Total resistance .. . ... 127.8 = 32,4G1lb.
landaus, &c. Traction-= 254 X 127.8=32,461
maximum ~radient=31 , 800 ft.
Adhesion = ~ 32 •461=
On the 3t per cent. incline, Morley to Tunnel, length of 1
CONSOLIDATION LOCOMOTIVE. maximum grade=19,100 ft. 100,000 3.08
WE give this week on pages 188 and 1 9, engraving~
of tho locom otive "Uncle Dick," an ongino of the Conso- DISTANCES AND GRADIENTS.
lidation typo, but of larger dimensions than usual, con-
structed by Messr s. Burnham, Parry, Williams, and Co.,
of the Baldwin L ocomotive W orks, for working a t em-
Distance
•
ln
IMetal Rise. T otal Fall.
Grade in
Feet Maximum
Total
Curvature.
Average
Gr adient
Miles. F eet. Feet. P er Mile. Curvature. Degrees. F eet per Mile.
porary "Switchback" track across the Raton range
of the Rocky Mountains on the New Mexico and Southern
Pacific extension of the Atchison, T opeka, and Santa F e deg. deg . min.
Railroad. This railroad runs from Missouri City t o Trinidad to Morley ... 10 800 1.5 105.6 10 865 06 80
Morley to Tunnel ••• 5.1 766 3.0 184,.8 10 945 44 150.2
Pueblo, connecting thero with tho narrow gauge line- 2.75 275 275 316.8 16 1081 13
Switchback • • • •••
formerly named the Den ver and Rio Gra.ndo Hailroad-to
Donvor . Tho branch on which the" Uncle Dick" work s
l oaves tho main line at La Junta, about 570 milos west The 275ft. rise on the north side of the Mountain, The above loads n.re started from a standstill, without
of the Missouri l'iver, and runs south-west over the Switchback line, is made in 7000 ft., there being also t aking the slack of t he train, and without slipping the
Raton Mountain to Oter o, a distance of 119 miles. Tho 47lt deg. of 16 deg. carves. drivers.
portio n of tho r oad on which the "Uncle Dick" works is The performance of the Uncle Dick, not including the The differ ence of adhesion on the 2 per cent. and on tbo
a line laid ovor the m ountain t op for u se whilo the weight of engine, is as below : 6 per cent. gradients is owing to the fact that the load on
tunnel on the main lino is in cow ·so of construction, and On 2 per cent. gradients, 482l tons, hauled at 8 miles per the 2 per cent. incline is not the full load.
a plan of it is g iv en on page 189 . From Trinidad to hour. The locomotive passes r eadily through 16 deg. curres
Morley, a dis tance of 10 miles, the r oad follows tho On 3& per cent. gradients, 258~ t ons, hauled at 8 miles when the outer rail is elevated at a rate of t in. per deg.
per hour. R espectfull v,
valley of the Purgatoiro river for 2 miles, thence, cr oss- Switchback 6 per cent. maximum, 194 tons, hauled at J . D. B uRR, Assistant Engineer.
ing this stream, the r oad follows up Raton Canon with 6 miles per hour. GEO. HACKNEY, Sup. Land C. D.
n early a. uniform gradient of 1 in 50 (105ft. 6 in. The last rate includes also the time consumed in opening
p er mile). From Morloy to tho tunnel.th ore is for 3 miles and closing six switches.
o f th e way a maximum of 3t ft. por 100 ft. On this The most successful day' s work in the mountain has TliE GUI 0 .1: LU ER " ARIZONA."
FOLLOWING up tho three d ouble-page engravings
portion of the line the maximum curve is 10 dcg. been leaving Trinidad a.t 7 a .m. with 15 loaded cars and
(.374 ft.), and on all curves ther o is a. compensation at the tank of coal and water to Morley, Morley to TunnellO which we havo r ocently g iven (soo our number s of July 9,
rate of .05 ft. per degr ee, per 100ft. The curves ar e ; ery loaded ca.rs, Switchback, during the dn.y, 46 loaded ca.rs J uly 30, and Aug ust 13) of the machinery of the st eamer
frequent, and tho average curve is about 7 d eg. The from t he north to the south side, and bringing back a.s Arizona, of tho Guion Lino, wo complete the series of
vu tor rail at first was el evated tin. p er cent. per d egr ee. many in return, and then ren.ching Trinidad agaiu at 7 in encrravings by g iving additional ones on pages 192 and
On the "Switchback" the max imum curvo is 16 dog., the evenin g. During th e day 2! hours were lost in waiting 197 of the present number, and proceed t o lay boforo
for conuexions, and for dinner . our reader s a detailed d escr iption of the whol e, ther eby
and gradient G ft. per 100ft. The ordinary rounti trip with londs over the Switchback ,
Tbo leading features of tho Consolidation t ypo of fulfilling the promise which we made som o months ago.
21 miles, consumes 50 minutes. Aver age train seven loaded Built last yen.r for Mossrs. Guion and Co., of
~ngine have already boen descr ibed in our pagos, and as car s of 43,000 lb., each ond tank 44,000 lb., although eight
the engravings we g ive s how the construction of the cars, and at one time nine cars, have been taken over the Liverpool, for their ser vice between that p ort and N ew
"Uncl e Dick " v ory clearly, wo will only add tho l oading t emporary line. So that t en round trips, with seven rars Y ork, by Messrs. J ohn Elder and Co., Glasgo,Y, tho
dimen sions, which arc as follows: each trip, can r eadily be made during any one day, or a. Arizona. has proved a vessel of g r eat success as an
Cylinders ... ... ... 20 in. dia. by 26 in. stroke total of over 6,000,000 lb., moved over the Switchback in ocean-going steamer. ITer dimensions are as follow:
Total wheel base ... . .. •.• 22 ft. 10 in. one day is en tir ely within the locomotive's capacity. longth, between perpendiculars, 450 ft., or over all,
Driving wheels . .. ... ... 42 in. in diameter The performance of two ordinary ''American,. engines, 465ft .; breadth, 45 ft. 6 in. ; and depth (moulded)
Rigid wheel bnse (between r ear on the same line, is submitted by way of comparison. 37 ft. 6 in.; with a gross tonnage of 5146.55 tons. he
and second pairs of drivers) .. . 9ft. Eng:nes coupled , one of 17 x24 cylinder 3, the other 16X2! was built under Lloyd's survey, and is classed as a
Diamet er of boiler, inside .. . 57 in. cylinder, both engines in good condition. 100-A 1 "three-deck" vessel, being the bigh ost and
L ength of firebox, inside~ .. . 119 , L eaving Trinidad for Tunnel, 15 miles, with their train, strongest class. The upper n.nd main decks of tho
Width of , , ... . .. 33~ ,, and retlll·ning at 7 p .m., 34 loaded cars was the greatest
number transferred over the Switchback in one day, and vessel are complet ely iron-plated, and the l ower deck is
Number of tubes . .. ... •.• 213
2 in. bringing back as many in t•eturn. So that under the best iron-plated for abou t half the l ength of the vessel amid -
Diameter , . .. •·• .. . ships, the u sual wood d ock being laid over the iron deck
L ength , ... .., •.• 10ft. 11 ~ in. conditions the "Uncle Dirk" is.more than equal in capacity
 SEPT. 3, 1H8 o. j ENGINEERING. 1 97

CRANI(SHAFT OF THE S. S. " A R I Z 0 N A."

•
. CONSTRUCTED BY MESSRS. JOHN ELDER AND CO., ENGINEERS, GL ASGOW .
•
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in each : case. T her e js also an orlop deck extending S.S. "Arizona."- .LJ.bsb·act of Engineer's' Log. -Sandy eccentrics ancl link motion and solid rockj ng lovers ;
from the engine and boiler spaces to each end of the ship, H ook to Queenstown. and the r ever sing is effect ed by one of t he well-known
while a large promenade dock for the u se of the first- steam and hydraulic r ever sing engines of Messrs. Brown
class passengers is formed by extending the r oof of the
deckhouscs outwards to the sides of the vessel ; and to •
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Brothers of Edinburgh. It is placed at the back of the
condenser and sh own in Fig. 3.
that extent, therefore, tho Arizona is a five-decked 8::s Remarks. Placed at the back of the engines, the surface con-
E~
::s
steamer. 'l'he vessel is barque-rigged, with four pole- (.) 0 :..
:> Q) denser is divided into two parts, each of wh ich forms an
masts, all of whi~h are made entirely of iron, from t he
~
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Q) p..
. independent condenser for the corresponding low-pressure
keelson t o the truck. She has eleven iron bulkheads •
m . a.verage
cylinder. The total condensing surface is 12,540 squar e
extending up to the main deck; eight of these ar e water- July 22 27 53 Lert Sandy Hook. feet. At the back of each condenser there is fitted a n
tight ; and as a safeguard against fire, five of the bulk - , 23 27 53.5 Strong wind on sta.rboard bow. air pump, together with feed and bHge pumps, all of
h eads are carried up to the upper deck. " 24 27~ 52. 7 ,. , which ar e actuated in the usual way, by means of levers
The passen 0o-er accommodation of t h e Arizona is so " 25 27t 6=:1. 2 Light
eightwind on beam; dense fog
hours. from the piston rod cr ossh eads. The condensing water
arranged that the first-class passengers are forward of " 26 27! 52 Light wind on beam ; dense fog is supplied by mean s of two lar ge centrifugal pumps
the machinery, and the second and third-cl ass aft. There sixteen hours. made by Messr s. Gwynne and Co., E ssex-str eet Works,
is accommodation provided for 140 first -class passen0o-ers, , 27 27 53.2 Light fair wind. London; and the arrangements ar e such t hat the water
, 28 27 53.1 Light variable winds a.nd calms. h b
all on the main deck, on which deck also t here is situated , 29 27 53.8 Variable winds ; a.ll sails set is made to pass through the top division of t e tu es
the large and magnificent dining saloon which is seated five hours. fir st, it being claimed for this arrangement that the
t o accommodate 150 persons. This saloon is 40 ft . long, " 30 27 :;a. Arrived at Queenstown. steam is more quickly condensed than by the m ore
while its width is the whole breath of the vessel. On common method of allowing the h eated water to pass out
the upper deck and over the saloon there is a l arge Most providentially the foremost bulkhead remained un- through the top divisions of the tubes, and that the
smoking-room for the first-cl ass passengers, and in addi- injured and water-tight. An examination of the vessel feed-water is obtained at a higher temperature. In addi-
tion there are the sleeping and day cabins for the cap- and h er machinery was made immedia tely after the acci- tion to the pumps already mentioned, there are t wo
tain. Above the latter, and on the promenade deck, there dent, wh en it was found that she showed not the slightest pumps for supplying water for sanitary pur poses, two
is situated the ladies' boudoir, an apartment which is trace of leakage jn any par t, while the machinery was auxiliary feed donkeys for use in case of any der angement
fitted np in a most luxurious manner . Well t owards the as perfect as before; consequ ently she was quite sea- of the main feed pumps, a small au xiliary feed donkey for
after end of the vessel accommodation is provided for 70 wor thy, n otwithstanding the fact that the whole of her the small boilers, &c. Other small engines ar e fitted for
second-cl ass passenger s, nnd there is also the- second- bow was carried away in the collision. On page 437 of our turning main engines by steam, when t h e vessel is in
class saloon. At the st ern ·of the vessel permanent twenty-eighth vol ume, we gave an illust ration of the con- p or t, as also for lifting the ashes from the stok eholes t o
berths are fitted up for 140 third-class or steerage pas- dition of the ship's bow after the collision. At the tim e of the deck.
senger!3, with all the r equisite water-closets, lavatories, the accident the vessel was bound for Live1·pool, but after The crankshaft, which we illustrate in Figs. G and 7,
&c. The lower deck can be fitted up to accommodate a consultation with the passengers it was consider ed ad- on the present page, is, as will be seen, built up of five se-
1000 steerage passengers if r equired. On the main visable to steer for St. John's, Newfoundland , where the parate pieces. The two pieces of each part of the sh aft, •

deck, between the first and second-class passenger s' passengers were t ransferred to another steamer. Before as also t he two cr anks, are forged out of the best
cabins, the engineers, officers, stewards, &c., are provided the Arizona left St. J ohn's h er bow was temporarily re- h ammered and rolled scr ap iron, in accordance with the
with the accommodation which they r equ ire. The sea- paired, after which she steamed home to Liver pool with special method of manufacture adopted about eighteen
men are ber thed, as usual, on the main deck, fo rward, the whole of her car go on board, meeting with rather years ago, by Messrs. Beardmore, of the Parkhead Iron
nnd the firemen find their accommodation in a large iron heavy weather during the voyage. After the vessel was and Steel F orge R olling Mills, and which has stood tho
dec k-house amidships, on the upper deck, which also unloaded in L iver pool she was sen t to the Clyde for r epair test of experience over that long period. For the crank-
includes the saloon and crew's galleys, the entrances to by her builder s, into whose charge she was placed on the pin a forging of cast steel is used . The diameter of the
the first and second-class cabins, as also the large 20th December. H er r epairs wer e pushed on with great journals is 22! in., while that of the crank-pin is 23 in.,
smoking-room and the captain's cabins. rapidity, work being carried on at night by aid of the and the t otal weight of the complete shaft in the finished
In respect of the g eneral fittings and mechanism for el ectric light. The vessel was first placed in the Salters- state is upwards of 55 tons. By thus building up the
working the vessel, we may mention that they include croft Graving Dock, Go van , on the date mentioned, where shaft in pieces, the forgings for engines of the l argest
all the most r ecent and approved appliances, such as a minute examination was made with the view of ascer - class are of the simplest kind and of such a size as to
pneumatic bells, fresh water distilling apparatus, by taining the extent of the damage sustained. It was insur e almost absolutely perfect soundness throughout.
Messr s. Alexander Brownlee ancl Co., Glasgow, steam- found that about 20ft. of ironwork of the bow, to within All the cr ankshaft bearings, as also the cr ank-pin bushes,
steering gear (Mr . J . MacF arlane Gray's), by .Messrs. a few feet of the collision bulkhead, had been completely are lined with white brass. The propeller is 23ft. in
George Forrester and _Co., L iverpool ; large h ori zontal carried away by the collision with the iceberg, but in the diameter. The boss is made of cast iron, and the
steam winch es for handl ing the cargo, a steam windlass, other parts of the hull every plate was in its pl ace, an d blades are of Messrs. Vick ers, Sons, and Co's. cast steel,
by Messrs. Emerson and Webber, L ondon, and a steam not a single rivet had been started. Besides being highly and t he total weight of the propeller is n early 27 tons.
crane for lifting the anchor s. satisfactory to the owners, this fact was most gratifying As will be seen by reference to Figs. 4 and 5, forming
When the Arizona was tried on the Clyde before pro- to the builders, as bearing testimony t o the substantial the two-page engraving given with our issue of 13th
ceeding to Liverpool to take up her position as a first- work turned ou t at F airfield shipyard. August, the boiler s for supplying steam to the engines
class Transatlantic liner, h er engines dev eloped 6357 in- T urning our attention n ow t o the machinery of the a.re arranged in two groups, with athwartship stokeholes.
dicated h orse-power nt 56 r evolutions per minute, whilE\ Arizona, we would first refer to Figs. 1 and 2 forming There are six dou'He-ended boiler s, as shown in detail in
the vessel was making about 17.3 knots per hour under t he two-page engraving in our issue of July 9 and Fig. 3 Figs. 8 and 9, on page 192, and one singl e-ended boiler.
easy steam. The maximum power developed on that in our t wo-page engraving of July 30. I t will t h ere be They are each 13ft. 6 in. in din-meter, and the l ength of
occasion was 6630 indicated h orse-power. seen that the engines are compound, having three in- the double-ended boilers is 18ft., while that of the single-
This vessel, it may be r emembered, began h er car eer verted cylinders, the middle or high-pr essure cylinder ended one is 10ft. I n all t h ere ar e 39 furnaces, each
by making the fastest passage that had, up till that time, having a diameter of 6~ in., and t he two outside or low- 3ft. 3 in. in diameter, and the total grate surface is 780
been r ecorded of any vessel sailing between Liverpool, pressure cylinder s being each 90 in. in diameter, while square feet, the t otal h eating surface of all the boiler s
or rather Queenstown, and New York- the actual time, t h e whole of them ar e adapted for a stroke of 5 ft. 6 in. being 19,500 squar e feet. Constructed fo r a working
allowing for differ ence, being 7 days, 11 hours, 49 minutes. Each of the cylinders has a hard cast-iron liner and pressure of 90 lbs. per squar e inch, these boilers arc
On her r eturn \ Oyag o she improved upon that excellent they are all steam jacketted all over. The slide val ves, formed of sh ell plates 1 1%- in. in thickness rivetted to-
r esult by making the passage, after allowing for dif- which ar e of the equilibrium pist on type, are placed at gather with double-bu tt straps, all the h oles being drilled
ference, in 7 day s, 8 hours, 56 minutes. Then, on h er the back of the en gines, as shown in the cross section aft er the plates wer e bent to the proper curvature.
second homeward voyage h er actual time was still further of t he engines, Fig. 2 ; a detail view of the lower The design and construction of the mach inery, and of
r educed to 7 days, 8 hours, 9 minutes. In connexion portion of one of these valves being given jn F ig. 10 on the vessel throughout, reflect the gr eatest cr edit upon
with this matter the following abstract of the engineer's page 192 of the present number. This arrangement Messrs. J ohn E lder ancl Co. We are assured that during
l og will be of interest: of valves allows of the cylinders being ptaeed closer the whole of the time that the Arizona has been in actual
Since making the befor e-mentioned fast passages, the toget h er than would be possible if the valves were be- service, working at full power, she h as given the great es t
Arizona has thoroughly maintained h er r eputation for tween the cylinders , and thus t h e space requir ed in the p ossibl e amount of satisfaction, leaving nothing to be
speed, and she had become quite a favourite with passen- ship is the least possible l ength . Since this mode of desired; and we cannot but congr atulate Messrs. Guion
gers, when h er career was tempor arily interrupted by an placing the valves was adopt ed by Messrs. E lder and Co., and Co. u pon t h eir good fortun e in being the own er s of
untoward accident which occurred in mid-ocean, thr ou gh several y ear s ago, it h as proved in every way to be sue- su ch a magnificent example of Cly de shipbuilding and
collision with an iceberg, on the evening of Nov. 7, 1879. cessful. The valves are worked by the usu al double marine engineering.
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