Steamship

A steamship, often referred to as a steamer, is a type of steam

powered vessel, typically ocean-faring and seaworthy, that is
propelled by one or more steam engines[1] that typically move
(turn) propellers or paddlewheels. The first steamships came
into practical usage during the early 1800s; however, there
were exceptions that came before. Steamships usually use the
prefix designations of "PS" for paddle steamer or "SS" for
screw steamer (using a propeller or screw). As paddle steamers
became less common, "SS" is assumed by many to stand for
"steam ship". Ships powered by internal combustion engines
use a prefix such as "MV" for motor vessel, so it is not correct
to use "SS" for most modern vessels.

As steamships were less dependent on wind patterns, new trade

routes opened up. The steamship has been described as a
"major driver of the first wave of trade globalization (1870–
1913)" and contributor to "an increase in international trade
that was unprecedented in human history."[2]

Contents
History Engraving of the elevation plan and section of a steam-
Screw-propeller steamers boat, 1827

Name prefix
First ocean-going steamships
Long-distance commercial steamships
Era of the ocean liner
Decline of the steamship
1970–present day
See also
Notes
References
Bibliography
Further reading
External links

History
The steamship was preceded by smaller vessels designed for insular transportation, called steamboats. Once the technology of steam
was mastered at this level, steam engines were mounted on larger, and eventually, ocean-going vessels. Becoming reliable, and
propelled by screw rather than paddlewheels, the technology changed the design of ships for faster
, more economic propulsion.
Paddlewheels as the main motive source became standard on these early vessels (see Paddle steamer). It was an effective means of
propulsion under ideal conditions but otherwise had serious drawbacks. The paddle-wheel performed best when it operated at a
certain depth, however when the depth of the ship changed from added weight it further submerged the paddle wheel causing a
substantial decrease in performance.[3]

Within a few decades of the development of the river and canal steamboat, the first steamships beg
an to cross the Atlantic Ocean. The
first sea-going steamboat was Richard Wright's first steamboat Experiment, an ex-French lugger; she steamed from Leeds to
Yarmouth in July 1813.[4][5]

The first iron steamship to go to sea was the 116-ton Aaron Manby, built in 1821 by Aaron Manby at the Horseley Ironworks, and
became the first iron-built vessel to put to sea when she crossed the English Channel in 1822, arriving in Paris on 22 June.[6] She
carried passengers and freight to Paris in 1822 at an average speed of 8 knots (9 mph, 14 km/h).

The American ship SS Savannah first crossed the Atlantic Ocean, although most of
the voyage was actually made under sail. The first ship to make the transatlantic trip
substantially under steam power may have been the British-built Dutch-owned
Curaçao, a wooden 438 ton vessel built in Dover and powered by two 50 hp
engines, which crossed from Hellevoetsluis, near Rotterdam on 26 April 1827 to
Paramaribo, Surinam on 24 May, spending 11 days under steam on the way out and
more on the return. Another claimant is the Canadian ship SS Royal William in
1833.[7]
The side-wheel paddle steamer
The first steamship purpose-built for regularly scheduled trans-Atlantic crossings SS Great Western, the first purpose-
was the British side-wheel paddle steamer SS Great Western built by Isambard built transatlantic steamship, on its
Kingdom Brunel in 1838, which inaugurated the era of the trans-Atlantic ocean maiden voyage in 1838.
liner.

The SS Archimedes, built in Britain in 1839 byFrancis Pettit Smith, was the world's first screw propeller-driven steamship[notes 1] for
open water seagoing. It had considerable influence on ship development, encouraging the adoption of screw propulsion by the Royal
Navy, in addition to her influence on commercial vessels. The first screw-driven propeller steamship introduced in America was on a
ship built by Thomas Clyde in 1844 and many more ships and routes followed.

Screw-propeller steamers
The key innovation that made ocean-going steamers viable was the change from the
paddle-wheel to the screw-propeller as the mechanism of propulsion. These
steamships quickly became more popular, because the propeller's efficiency was
consistent regardless of the depth at which it operated. Being smaller in size and
mass and being completely submerged, it was also far less prone to damage.

James Watt of Scotland is widely given credit for applying the first screw propeller
to an engine at his Birmingham works, an early steam engine, beginning the use of a
hydrodynamic screw for propulsion.

The development of screw propulsion relied on the following technological Francis Pettit Smith 1836 patent for
innovations. his propeller design originally fitted to
the Archimedes.
Steam engines had to be designed with the power delivered at the bottom of the
machinery, to give direct drive to the propeller shaft. A paddle steamer's engines
drive a shaft that is positioned above the waterline, with the cylinders positioned below the shaft. SS Great Britain used chain drive
to transmit power from a paddler's engine to the propeller shaft - the result of a late design change to propeller propulsion.
An effective stern tube and associated bearings were required. The stern tube
contains the propeller shaft where it passes through the hull structure. It should
provide an unrestricted delivery of power by the propeller shaft. The combination of
hull and stern tube must avoid any flexing that will bend the shaft or cause uneven
wear. The inboard end has a stuffing box that prevents water from entering the hull
along the tube. Some early stern tubes were made of brass and operated as a water
lubricated bearing along the entire length. In other instances a long bush of soft
metal was fitted in the after end of the stern tube. The Great Eastern had this
arrangement fail on her first transatlantic voyage, with very large amounts of uneven Image of stern tube and propeller
wear. The problem was solved with a lignum vitae water-lubricated bearing, shaft in a lighthouse ship.
patented in 1858. This became standard practice and is in use today
.

Since the motive power of screw propulsion is delivered along the shaft, a thrust bearing is needed to transfer that load to the hull
without excessive friction. SS Great Britain had a 2 ft diameter gunmetal plate on the forward end of the shaft which bore against a
steel plate attached to the engine beds. Water at 200 psi was injected between these two surfaces to lubricate and separate them. This
arrangement was not sufficient for higher engine powers and oil lubricated "collar" thrust bearings became standard from the early
1850s. This was superseded at the beginning of the 20th century by floating pad bearing which automatically built up wedges of oil
which could withstand bearing pressures of 500psi or more.[8]

Name prefix
Steam-powered ships were named with a prefix designating their propeller configuration i.e. single, twin, triple-screw. Single-screw
Steamship SS, Twin-Screw Steamship TSS, Triple-Screw Steamship TrSS. Steam turbine-driven ships had the prefix TS. In the UK
the prefix RMS for Royal Mail Steamship overruled the screw configuration prefix. SeeShip prefix[9]

First ocean-going steamships

The first steamship credited with crossing the Atlantic Ocean between North America and Europe was the American ship
SS Savannah, though she was actually a hybrid between a steamship and a sailing ship, with the first half of the journey making use
of the steam engine. Savannah left the port of Savannah, Georgia, on 22 May 1819, arriving in Liverpool, England, on 20 June 1819;
her steam engine having been in use for part of the time on 18 days (estimates vary from 8 to 80 hours).[10] A claimant to the title of
the first ship to make the transatlantic trip substantially under steam power is the British-built Dutch-owned Curaçao, a wooden 438
ton vessel built in Dover and powered by two 50 hp engines, which crossed from Hellevoetsluis, near Rotterdam on 26 April 1827 to
Paramaribo, Surinam on 24 May, spending 11 days under steam on the way out and more on the return. Another claimant is the
Canadian ship SS Royal William in 1833.[11]

The British side-wheel paddle steamer SS Great Western was the first steamship purpose-built for regularly scheduled trans-Atlantic
crossings, starting in 1838. In 1836 Isambard Kingdom Brunel and a group of Bristol investors formed the Great Western Steamship
Company to build a line of steamships for the Bristol-New York route.[12] The idea of regular scheduled transatlantic service was
under discussion by several groups and the rival British and American Steam Navigation Company was established at the same
time.[13] Great Western's design sparked controversy from critics that contended that she was too big.[12] The principle that Brunel
understood was that the carrying capacity of a hull increases as the cube of its dimensions, while water resistance only increases as
the square of its dimensions. This meant that large ships were more fuel efficient, something very important for long voyages across
the Atlantic.[14]

Great Western was an iron-strapped, wooden, side-wheel paddle steamer, with four masts to hoist the auxiliary sails. The sails were
not just to provide auxiliary propulsion, but also were used in rough seas to keep the ship on an even keel and ensure that both paddle
wheels remained in the water, driving the ship in a straight line. The hull was built of oak by traditional methods. She was the largest
steamship for one year, until the British and American's British Queen went into service. Built at the shipyard of Patterson & Mercer
in Bristol, Great Western was launched on 19 July 1837 and then sailed to London, where she was fitted with two side-lever steam
engines from the firm of Maudslay, Sons & Field, producing 750 indicated horsepower between them.[12] The ship proved
satisfactory in service and initiated the transatlantic route, acting as a model for all following Atlantic paddle-steamers.

The Cunard Line's RMS Britannia began her first regular passenger and cargo service by a steamship in 1840, sailing from Liverpool
to Boston.[15]

In 1847 the revolutionary SS Great Britain, also built by Brunel, became the first iron-hulled screw-driven ship to cross the
Atlantic.[16] The SS Great Britain was the first ship to combine these two innovations. After the initial success of its first liner, SS
Great Western of 1838, the Great Western Steamship Company assembled the same engineering team that had collaborated so
successfully before. This time however, Brunel, whose reputation was at its height, came to assert overall control over design of the
ship—a state of affairs that would have far-reaching consequences for the company. Construction was carried out in a specially
adapted dry dock in Bristol, England.[17]

Brunel was given a chance to inspectJohn Laird's 213-foot (65 m) (English) channel
packet ship Rainbow—the largest iron-hulled ship then in service— in 1838, and
was soon converted to iron-hulled technology. He scrapped his plans to build a
wooden ship and persuaded the company directors to build an iron-hulled ship.[18]
Iron's advantages included being much cheaper than wood, not being subject to dry
rot or woodworm, and its much greater structural strength. The practical limit on the
length of a wooden-hulled ship is about 300 feet, after which hogging—the flexing
of the hull as waves pass beneath it—become too great. Iron hulls are far less subject
.[19]
to hogging, so that the potential size of an iron-hulled ship is much greater Great Britain in the Cumberland
Basin, April 1844. This historic
In the spring of 1840 Brunel also had the opportunity to inspect the SS Archimedes,
photograph by William Talbot is
the first screw-propelled steamship, completed only a few months before by F. P. believed to be the first ever taken of
Smith's Propeller Steamship Company. Brunel had been looking into methods of a ship.
improving the performance of Great Britain's paddlewheels, and took an immediate
interest in the new technology, and Smith, sensing a prestigious new customer for
his own company, agreed to lend Archimedes to Brunel for extended tests.[18] Over several months, Smith and Brunel tested a
number of different propellers on Archimedes in order to find the most efficient design, a four-bladed model submitted by Smith.[18]
When launched in 1843,Great Britain was by far the largest vessel afloat.

Brunel's last major project, the SS Great Eastern, was built in 1854–57 with the intent of linking Great Britain with India, via the
Cape of Good Hope, without any coaling stops. This ship was arguably more revolutionary than her predecessors. She was one of the
first ships to be built with a double hull with watertight compartments and was the first liner to have four funnels. She was the biggest
liner throughout the rest of the 19th century with a gross tonnage of almost 20,000 tons and had a passenger-carrying capacity of
thousands. The ship was ahead of her time and went through a turbulent history, never being put to her intended use. The first
transatlantic steamer built of steel wasSS Buenos Ayrean, built by Allan Line Royal Mail Steamersand entering service in 1879.

The first regular steamship service from the East Coast to the West Coast of the United States began on 28 February 1849, with the
arrival of the SS California in San Francisco Bay. The California left New York Harbor on 6 October 1848, rounded Cape Horn at
the tip of South America, and arrived at San Francisco, California, after a four-month and 21-day journey. The first steamship to
operate on the Pacific Ocean was the paddle steamer Beaver, launched in 1836 to service Hudson's Bay Company trading posts
between Puget Sound Washington and Alaska.[20]

Long-distance commercial steamships

The most testing route for steam was from Britain or the East Coast of the US to the Far East. The distance from either is roughly the
same, between 14,000 to 15,000 nautical miles (26,000 to 28,000 km; 16,000 to 17,000 mi), traveling down the Atlantic, round the
southern tip of Africa and across the Indian Ocean.[21] Before 1866, no steamship could carry enough coal to make this voyage and
have enough space left to carry a commercial car
go.
A partial solution to this problem was adopted by the Peninsular and Oriental Steam Navigation Company (P&O), using an overland
section between Alexandria and Suez, with connecting steamship routes along the Mediterranean and then through the Red Sea.
While this worked for passengers and some high value cargo, sail was still the only solution for virtually all trade between China and
goes was tea, typically carried in clippers.[22]
Western Europe or East Coast America. Most notable of these car

Another partial solution was the Steam Auxiliary Ship - a vessel with a steam engine, but also rigged as a sailing vessel. The steam
engine would only be used when conditions were unsuitable for sailing - in light or contrary winds. Some of this type (for instance
Erl King) were built with propellers that could be lifted clear of the water to reduce drag when under sail power alone. These ships
struggled to be successful on the route to China, as the standing rigging required when sailing was a handicap when steaming into a
head wind, most notably against the southwest monsoon when returning with a cargo of new tea.[23] Though the auxiliary steamers
persisted in competing in far eastern trade for a few years (and it was Erl King that carried the first cargo of tea through the Suez
Canal), they soon moved on to other routes.

What was needed was a big improvement in fuel efficiency. While the boilers for steam engines on land were allowed to run at high
pressures, the Board of Trade (under the authority of the Merchant Shipping Act 1854) would not allow ships to exceed 20 or 25
pounds per square inch (140 or 170 kPa). Compound engines were a known source of improved efficiency – but generally not used at
sea due to the low pressures available. Carnatic (1863), a P&O ship, had a compound engine - and achieved better efficiency than
other ships of the time. Her boilers ran at 26 pounds per square inch (180 kPa) but relied on a substantial amount superheat.
of [22]

Alfred Holt, who had entered marine engineering and ship management after an apprenticeship in railway engineering, experimented
with boiler pressures of 60 pounds per square inch (410 kPa) in Cleator. Holt was able to persuade the Board of Trade to allow these
boiler pressures and, in partnership with his brother Phillip launched Agamemnon in 1865. Holt had designed a particularly compact
[22]
compound engine and taken great care with the hull design, producing a light, strong, easily driven hull.

The efficiency of Holt's package of boiler pressure, compound engine

and hull design gave a ship that could steam at 10 knots on 20 long tons
of coal a day. This fuel consumption was a saving from between 23 and
14 long tons a day, compared to other contemporary steamers. Not only
did less coal need to be carried to travel a given distance, but fewer
firemen were needed to fuel the boilers, so crew costs and their
accommodation space were reduced. Agamemnon was able to sail from
London to China with a coaling stop at Mauritius on the outward and
SS Agamemnon (1865)
return journey, with a time on passage substantially less than the
competing sailing vessels. Holt had already ordered two sister ships to
Agamemnon by the time she had returned from her first trip to China in 1866, operating these ships in the newly formed Blue Funnel
[22]
Line. His competitors rapidly copied his ideas for their own new ships.

The opening of the Suez Canal in 1869 gave a distance saving of 3,300 nautical miles (6,100 km; 3,800 mi) on the route from China
to London.[24] The canal was not a practical option for sailing vessels, as using a tug was difficult and expensive – so this distance
saving was not available to them.[22] Steamships immediately made use of this new waterway and found themselves in high demand
in China for the start of the 1870 tea season. The steamships were able to obtain a much higher rate of freight than sailing ships and
the insurance premium for the cargo was less. So successful were the steamers using the Suez Canal that, in 1871, 45 were built in
Clyde shipyards alone for Far Eastern trade.[21]

Era of the ocean liner

By 1870 a number of inventions such as the screw propeller, the compound engine,[25] and the triple-expansion engine made trans-
oceanic shipping on a large scale economically viable. In 1870 the White Star Line’s RMS Oceanic set a new standard for ocean
travel by having its first-class cabins amidships, with the added amenity of large portholes, electricity and running water.[26] The size
of ocean liners increased from 1880 to meet the needs of thehuman migration to the United States and Australia.
RMS Umbria[27] and her sister ship RMS Etruria were the last two Cunard liners of
the period to be fitted with auxiliary sails. Both ships were built byJohn Elder & Co.
of Glasgow, Scotland, in 1884. They were record breakers by the standards of the
time, and were the largest liners then in service, plying the Liverpool to New York
route.

RMS Titanic was the largest steamship in the world when she sank in 1912; a
subsequent major sinking of a steamer was that of the RMS Lusitania, as an act of RMS Oceanic, an important turning
World War I. point in ocean liner design

Launched in 1938, RMS Queen

Elizabeth was the largest passenger steamship ever built. Launched in 1969,
RMS Queen Elizabeth 2 (QE2) was the last passenger steamship to cross the
Atlantic Ocean on a scheduled liner voyage before she was converted to diesels in
1986. The last major passenger ship built with steam turbines was the Fairsky,
launched in 1984, later Atlantic Star, reportedly sold to Turkish shipbreakers in
2013.

RMS Titanic was the largest
steamship in the world in 1912
Most luxury yachts at the end of the 19th and early 20th centuries were steam driven
(see luxury yacht; also Cox & King yachts). Thomas Assheton Smith was an English
aristocrat who forwarded the design of the steam yacht in conjunction with the
Scottish marine engineerRobert Napier.[28]

Decline of the steamship

The decline of the steamship began after World War II. Many had been lost in the war, and marine diesel engines had finally matured
as an economical and viable alternative to steam power. The diesel engine had far better thermal efficiency than the reciprocating
steam engine, and was far easier to control. Diesel engines also required far less supervision and maintenance than steam engines,
and as an internal combustion engine it did not need boilers or a water supply
, therefore was more space efficient.

The Liberty ships were the last major steamship class equipped with reciprocating engines. The last Victory ships had already been
equipped with marine diesels, and diesel engines superseded both steamers and windjammers soon after World War Two. Most
steamers were used up to their maximum economical life span, and no commercial ocean-going steamers with reciprocating engines
have been built since the 1960s.

1970–present day
Most steamships today are powered by steam turbines. After the demonstration by
British engineer Charles Parsons of his steam turbine-driven yacht, Turbinia, in
1897, the use of steam turbines for propulsion quickly spread. The Cunard RMS
Mauretania, built in 1906 was one of the first ocean liners to use the steam turbine
(with a late design change shortly before her keel was laid down) and was soon
followed by all subsequent liners.[29]

Most capital ships of the major navies were propelled by steam turbines burning
RMS Mauretania, built in 1906, and
bunker fuel in both World Wars. Large naval vessels and submarines continue to be
the sister to the RMS Lusitania, was
operated with steam turbines, using nuclear reactors to boil the water. NS Savannah,
one of the first ocean liners to adopt
was the first nuclear-powered cargo-passenger ship, and was built in the late 1950s the steam turbine and was soon
gy.[30]
as a demonstration project for the potential use of nuclear ener followed by all subsequent liners.
Thousands of Liberty Ships (powered by steam piston engines) and Victory Ships (powered by steam turbine engines) were built in
World War II. A few of these survive as floating museums and sail occasionally: SS Jeremiah O'Brien, SS John W. Brown, SS
American Victory, SS Lane Victory, and SS Red Oak Victory.

A steam turbine ship can be either direct propulsion (the turbines, equipped with a reduction gear, rotate directly the propellers), or
turboelectric (the turbines rotate electric generators, which in turn feed electric motors operating the propellers).

While steam turbine-driven merchant ships such as the Algol-class cargo ships (1972–1973), ALP Pacesetter-class container ships
(1973–1974)[31][32] and very large crude carriers were built until the 1970s, the use of steam for marine propulsion in the commercial
market has declined dramatically due to the development of more efficient diesel engines. One notable exception are LNG carriers
which use boil-off gas from the cargo tanks as fuel. However, even there the development of dual-fuel engines has pushed steam
turbines into a niche market with about 10% market share in newbuildings in 2013. Lately, there has been some development in
hybrid power plants where the steam turbine is used together with gas engines.[33] As of August 2017 the newest class of Steam
Turbine ships are the Seri Camellia-class LNG carriers built by Hyundai Heavy Industries (HHI) starting in 2016 and comprising five
units.[34]

Nuclear powered ships are basically steam turbine vessels. The boiler is heated, not by heat of combustion, but by the heat generated
by nuclear reactor. Most atomic-powered ships today are either aircraft carriers or submarines.

See also
Steamboat
Paddle steamer
History of the steam engine
International relations of the Great Powers (1814–1919)#T
ravel
List of steam frigates of the United States Navy
Bibliography of early American naval history

Notes
1. The emphasis here is onship. There were a number of successful screw propeller driven vessels prior to
Archimedes, including Smith's ownFrancis Smith and Ericsson's Francis B. Ogden and Robert F. Stockton.
However, these vessels were boats—designed for service on inland waterways—as opposed toships, built for
seagoing service.

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Dickinson, Henry Winram (1913).Robert Fulton, engineer and artist: his life and works . John Lane, New York,
London. p. 333.,E'Book
Lambert, Andrew (1984). Battleships in Transition, the Creation of the Steam Battlefleet 1815–1860. Conway
Maritime Press. ISBN 0-85177-315-X
Mahan, Alfred Thayer, n (1907). p : From sail to steam: recollections of naval life. Harper & Brothers, New York,
London, p. 325. E'Book
Pacific Mail Steamship Company(1867). A sketch of the new route to China and Japan . Turnbull and Smith, San
Francisco. p. 104. E'Book
Sewall, John Smith (1905).The logbook of the captain's clerk: adventures in the China seas . J.S. Sewall. p. 278.
E'Book
Thurston, Robert Henry(1891). Robert Fulton: his life and its results. Dodd, Mead and company, New York. p. 194.
E'Book
Walske, Steve (2011). Civil War Blockade Mail: 1861 - 1865. Steve Walske Exhibition at WESTPEX 2011. p. 32. Url

Further reading
Quarstein, John V. (2006). A History of Ironclads: The Power of Iron Over Wood
. The History Press. p. 284.
ISBN 9781596291188. Book

External links
Media related to Steamships at Wikimedia Commons
Transportation Photographs Collection- University of Washington Library

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