along some of the rivers in England, and across the Channel to the
Continent. But there were no ocean steamers, properly so-called, and
there were no steamers used for warlike purposes. As in the case of
the wagon boilers, the boilers of the paddle steamers of 1831 were
most unsuited for resisting pressure. They were mere tanks, and there
was as much pressure when there was no steam in the boiler from the
weight of the water on the bottom, as there was at the top of the
boiler from the steam pressure when the steam was up. Under these
circumstances, again, from 3½ lb. to 5 lb. was all the pressure the
boilers were competent to bear, and as the engines ran at a slow
speed, they developed but a small amount of horse-power in relation to
their size. Moreover, as in the land engine, the connection between
the parts of the marine engine was such as to be incompetent to stand
the strain that would come upon it if a higher pressure, with a
considerable expansion, were used, and thus the consumption of coal
was very heavy; and we know that, having regard to the then
consumption, it was said, on high authority, it would be impossible
for a steamboat to traverse the Atlantic, as it could not carry fuel
enough to take it across; and indeed it was not until 1838 that the
Sirius and the Great Western did make the passage. The passage had
been made before, but it was not until 1838 that the passenger service
can be said to have commenced. In 1831, the marine boiler was supplied
with salt water, the hulls were invariably of wood, and the speed was
probably from eight to nine knots an hour. In 1881, the vessels are as
invariably either of iron or of steel, and I believe it will not be
very long before the iron disappears, giving place entirely to the
last mentioned metal. With respect to the term "steel," I am ready to
agree that it is impossible to say where, chemically speaking, iron
ends and steel begins. But (leaving out malleable cast iron) I apply
this term "steel" to any malleable ductile metal of which iron forms