. Cassier's magazine. MESSRS. HARLAND & WOLFF, BELFAST removed from the determination of prac-ticable and serviceable dimensions leftno doubt as to the ultimate issue of theconflict. In i860 sailing ships accounted for 90per cent, of the total tonnage of theBritish merchant marine; to-day theyclaim less than 10 per cent, and theratio is daily decreasing. Paddle steam-ers have disappeared from other thanriver and coastwise traffic. Wood is nolonger looked upon as a suitable ma-terial for ships hulls. Even iron steam - tween them, either in type or were iron, paddle-wheel steamers,,th
. Cassier's magazine. MESSRS. HARLAND & WOLFF, BELFAST removed from the determination of prac-ticable and serviceable dimensions leftno doubt as to the ultimate issue of theconflict. In i860 sailing ships accounted for 90per cent, of the total tonnage of theBritish merchant marine; to-day theyclaim less than 10 per cent, and theratio is daily decreasing. Paddle steam-ers have disappeared from other thanriver and coastwise traffic. Wood is nolonger looked upon as a suitable ma-terial for ships hulls. Even iron steam - tween them, either in type or were iron, paddle-wheel steamers,,the first of 3300 gross tons, and the sec-ond of 3870 tons. The dimensions ofthe Scotia were, 379 feet length by beam by 32 feet moulded depth;and of the Persia, 376 feet by feetby feet. Their engines developedhorse-powers of 4900 and 4000, respec-tively. The average speed of the formervessel was knots, and of the latter, knots. How far these vessels were in advance 236 CASSIERS MAGAZINE. A STERN VIEW OF THE VICTORIAN BEFORE LAUNCHING. THE CINTRAL PROPELLER IS DRIVENBY A HIGH-PRESSURE TURBINE ; THE TWO OTHERS BY LOW-PRESSURE TURBINES THE BRITISH MERCANTILE MARINE 237 of the bulk of their contemporaries may-be gauged from the fact that the averagegross tonnage of steamers exceeding 100tons each was at that time 340 present the tonnage of the maximumvessel is not quite 24,000, and the aver-age tonnage 2400, yielding a ratio ap-proximately of 1 to 10, which is note-worthy as being the same in both events of the ensuing period canbe only very briefly summarised. In pania and Lucania (1893) were the firstvessels of that fleet to be fitted with twinscrews, and that triple screws are beingadopted for the Carmania, which isnow building, while quadruple screwsare projected for the new last and the Carmania are alsoto be turbine steamers. The change insize and profile from the Persia andScotia to the latest designs is verynoti
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