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Les diagrammes suivants illustrent la mdthode. errata I to t 9 pelure, on 6 n 32X 1 2 3 1 2 3 4 5 6 -^ r ¥ V I SUPPLEMENT CAPTAIN SIR JOHN ROSS'S NARRATIVE OF A SECOND VOYAGE IN THE VICTORY, IN SEARCH OF A NORTH-WEST PASSAGE CONTAINING W)e 5>upprc00rti jFacte NKt l>SAKV 10 ^ VIWPVM rXDEliSTANDlNG OF THE CAUSES OF THE FAILURE OF THE STFAM MACHINERY OF THE VICTORS. AND A Trsr vrPRKCIATlON or CAI'T.MN sir ..OUN Rf)SS-S CHARACTER ■ ■ ■ AS AN OFFICER AM) A MAN OP SCIENCE. BY JOHN BRAITHWAITE. LONDON : CHAPMAN AND HIALL, UMi, STRAND Cl.'NNINllllAM .AMI SAI.MDS, I'HINTEHS, ( liO W N -COrur, '2, 11,1 Kl -s'l H 1. 1 T . PREFATORY NOTICE. Cnptn,,, Si,- Join Ross, the command.,- of two cxpocUt.ons . «arcl,o,aNo,-th.Wost passage, tl.o exlstcuoe of winch he l,as le.t „. ,nn.h in ,lonbt as eve,-, has. in the Na,-,-ative of Ms last voy^cheen ,,,..,,.0,1 to lay the ch.ef bla.ne of Hs failure o,> the .„-a,mtactu.-crs o L stea,„-e,.gines«ith w-hich his vessel, the Vieto,-y was ccju-ppeC Ih. has clone this, too. i,. language well calculated, by ,ts bokl- „css a,ul hUtc-ncss, to bnpress his reade,. with a beUef that 1» has been a p,-odio,o»s suffe.-er iVon, the eondnct of these parUes Nor s tbis i,npress,o„ at all hhely to be weakened by the reHect.on hat .nnst nlrally sn,,est itself to evcy one, ^^^^^^'^^l^ .es,aenee a.nidst the Polar snows, nn.st have gtvo hts ht oi n d ,,,non (supposing- it to be real) ,«ore time ior coohug- down to tlu Ihriet ol- truth, than usually falls to the lot of o.iended .uortals. Perhai, too, ,t may occur to ,uany. who ealUn, to nn,,d bow co. - „,„„,; ,enc,-os,ty ts co,nbincd w,th .puckness to --"t''- '" "^ „.va cUaraeter-gentlenuudy courtesy, w.th sturdy rect.tud -tha nrin, the eighteen months which elapsed between t^^e rc^^urn ol Capta n Koss to Engla.ul, and the pubhcat.on of h.s ^ Vrattvc >e ^L as a nratter of course, have n,ade the n,d.v,duals wd.se ,.Ua,-aeters were to he se,-,ously affected by his co.nplamts tdly :l;:nuted w.th theh. nature, and even ofi-e,-ed (it would have been B 11 no more thnir fair) to publisli ale with his olinrucs any answer or explanation wliicli the accnsed parties nii^ht iiave to oH'er. No coneliision, in short, could be nion; natural undi'r all the eir- cnnistanees, than that Captain Ross's eharij;es, against the niannlac- turers of his machinery, were perfectly unanswerable — admitting neitlier of refutation nor apoloi^y. Yet how wide is all this of the nt to lum, both from the highly respectable introduction to which 1 ^vas indebted fbr the honour of the Captains acquaintance, as well as from the persuasion tliat a man nlio had vohnitecrcil to enlighten hisbrotht'i- otbccrs in the nianaiicmcnt of steam-power lor maritime purposes, was likely to he heNond all ollu rs (pialilidl to appi'eriate the value of our invention. As yet it liad not assuuud anything beyond an experimental character ; hut, sueh as it was, the ( 'aptain had free permission to he present at all our experiments. M'itli the results of these experinunits he expressed the highest possible satis- taetion. Our boiler, lu- declared, was " just the thini; he wanted," and heii'avc us to understand ihat he would certainly make use of it in a set of ex]>eriments on a lar^c scale, which he meant forlhwitii to institute to jirove that steam-powei- was (juite as apj)rn'ablc to ships of war as to mercliant-\t'sse]s. The reader can readily imagine that afler such opinions and pro- fessions as these, Captain lloss continued to be a welcome visitor at niv manufactory. 1 reasonal)ly anticipated that throui;!) him we had as cood an opportunity as could be desiri'd of practically testing the worth of that improvement of uhich he thought so highly. Captain Ivoss at length informed me that he had pinxhased an old steam-vessel for his intended crpcriiiuuits, and that he wished me to fit it with engines ii]ion a novel construction, the details of which he would furnish — the Ijoilcrs of course to be on our new [)rinciplc, and to be adapted to high pressure. For reasons of his own, which he never condescended to explain, he said lu; shoidd like to have three boilers, two of ten horses', and one of twenty horses' j)owcr ! After much remonstrance I was permitted to construct oidy two of twenty horses' each. Then as to the engines ; the vessel being in- tended (mark this) for " zoar purposes," the cylinders and engines were t) »:i4 rcqiiircd U> In. placed l..)ri/,.)iU:.ll\ , iii.d ;is „car to tli,. bottom of the vessel i,s pmclicnhle. " so i,s to |,e „„t, „i' the reach of shot." The stoaui, inoi-eover, was not to l,e allowed to escape inio the atmo- f^I>here. as is usual in hio h pressure euo i,u,s, hut to he condensed ; aiui y this condensiM- process w;ui, hy another pump, to he forced back into thi^ boiler, and as some loss of water could not ho avoided, some means were t(. he contrived of forcin- into the boiler an extra quantity of uater to make up the deficiency. The reader will. I have little doubt, think this a very complicated contrivance ; I con- fess so (lid 1, hut in r.rpnumcnfinn; complication is seldom reoardcd, since the intention is merely to ascertain facts and results for guidance in practice. Whilst speakin- of the complicated nature of th(^ experimental Victory'.: machinery, I must not om^^ to men- tion, that as the new boiler re(iuircd a much more po\verful draun-ht than that produced hy a chimney, we had recourse to artificial means to produce it, and the best mode that suggested itself at this early perir)d of the invention was the use of bellows. Of course bellosvs constantly worked .vill soon wear and require repair; I mention t'nis particularly, as tliose Avho have read Captain Koss's NarratiN-e may remember that in: has expressed himself very angrily at having had to mend his bellows ! \Vhen the working drawings of this complicated machinery were all completed, and the work far advanced, I began to feel some anxiety about the paddles, and accordingly spoke to Captain Ross respect- 4 inj; thorn ; l)iit of what coufi.hd (nfircly) fron, know in- a few weeks .sooner, that he wasaoain in searcli of a North-West Pa.ssa<;el Had Cajitain I?nss only from the eomnionrenu;nt eonfided in Captain l-lricsson ;,nd myself and spoke,, the truth— had he hut informed ns of jus ,ral intentions— we should have proposed to con- stru hoats and man> others with single engines) would have worked quite as well by itself as if coupled with the other. I do not nuan to say that the spur-gear, even as it was, would have pre- vented each engine from working singly, but still its introduction had the erteet of nialdng our would-bo sailor-engineer believe that it was necessary to stop both engines on every occasion of the coupling-keys giving way, m order to patch up or - make new keys " while he might have, kept his engines steadily going in spite of the much-bewailed, though really insig-.iilcant, breakages. Sure I un. that there is not a stoker in any of hi.. Majesty's steam-ships 1 to whom the idea of working- the enoines siuoly would not have suggested itseU'. To return to the fitting up the machinery for the Victory. The period at U^igth arrived whicli .'^scbsed the principle of the new paddle-wheel. The paddle-boxes were also completed, which were destined to cover, or rather to confine them; and a more perfect specimen of ignorance of the laws which ought to be followed in the construction of bodies intended to move through water than these said paddle-boxes displayed, cannot well be conceived. Let the reader imagine to himself two scpiare boxes, one on each side of the vessel, the wall or perpendicular sides extending downwards and terminating abruptly towards the water- line ; the ends also reaching down to the water, but sloping ofi gradually towards the sitle oithe vessel ; the whole so wry jiid/cious/i/ contrived as to make the free ingress and egress of water irom the boxes impossible! It becomes almost necessary to repeat that these boxes were actually intended to contain the paddlc-.chccb. The engines beini;' at last fixed and the paddle-w heels attached, the entire machinery was started, but while the vessel, be it ob- served, yet remained in the dry dock. I-.ver\ thing on this tirsttrml went off well ; the ])addles, in particular, as they liad the an- only to beat, worked beautifully, to the no snr.dl delight and exultation of Captain l^oss. No sooner was this preliminary trial over, than nmnbers of distinguished persons were invhcd by Captam Ross to view the machinery, to the great inconvenience of the workmen employed in finishing it ofi". And here I may be allowed to remind Captain Koss of the praise which he uniibrndy bestowed upon the superiority of the ~i£orLinansliii) of the engines, as also on ■i the nidivi,hial to nhoni he modestly reserved all the credit of con- frivancc. As the vessel had not as yet left the dry dock, we could not tbrni ;>n> correct opinion of tiie operation of the pad(lle--^vlieels, but our worst fears were realized the moment the vessel was aHoat. In the first ph.ci", she drew three feet more water than Captain Ross had calculated upon or rather anticipated; for Captain Koss seems to Inne regarded all cah:n/at,on as extremely superrtuous m the nettin- up of this remarkable steam-shij). When the most necessary stores and a moderate supply of fuel had been taken on board, the vessel was so tar brounht down in the water, as to leave but one Ibot between the paddle-shaft and the water-line! Still this circumstance appen red to nive no con- nern t,. Captain l^.ss ; nay, to our great surprise, he distinctly declared that he did not expect and did nor believe this deep immersion of the paddle-wheels would in the least influence the working (,f the engines or aii'ect the speed of the vessel ! We tried to reason him out of this preposterous notion, but he stub- bornly defended it on the ground of the " peculiarity of the con- struction of the new paddle-wheel." I will now state what constituted this peculiarity of construction : —The lloats or pndille-boards, instead of beinn as usual, placed pa- rallel with the paddle-shaft, were, in the new wheel, placed at an angle of lorty-tive ch-rees to it; but, as betbre, eacli end of the Hoat was at an eipial distance from the centre line of the shatt. pertbrming ecjual circles during the revolution of the wheel. The only dilferenee then betweiui the action of this i)addle-wheel and that of the connncm one was this:— that in the wheel used c 1 8 l.v Captain Ross, the one end of the lioat ent^vecl the uater before the other, whereas m the connnon padclle-uheel the ^vhole length of the float enters at once. I must, at the same tune, not onut to state tliatthe lenuth of the an,ular Hoat shoukl he n-rcater than the kn.4th of the ordinary iioat to prodnce an ecp.al resistance; f<.rt> -hve deorees bein- the deviation from the parallel line, it fol- lows that snpposino. the an-nlar Heats nsed by Captain Koss to have been eioht feet lono-, they wonld not haveprodnccd any more resistan.ee than Hoats live feet ei-ht inches lont;- placed m the ordi- „arv or approved manner. As far as reoards immersion, however. I f.cl convinced there is no one who ever reilected on the snb,eet. except, i^erhaps, the author of •' Navioation by Steam, applicable- to Commerce and Maritime Warfare," who will not admit that there is no difference whatever between the common paddle-wheecl and tlie one to which Captain Iloss attributed properties at va- riance with the most simple piiysical laws-laws well understood even bv those who iuive no pretensions to be thought scientific. Accordin-lv the immersion which is most effective for the former of these whcds is also most eflective lor the lattei ; and common sense and practice unite to assure us that to i>/an^cfhefr/>rr/int„ the n-atcr ncnvh, to its n.ris (althouoh in .-onformity xvith Captain Rosss hydraulic doctrine^) is a dei^rec of immersion alto;;c"fhcr absurd. Previously to detailin- the pro-ress of the experiments or en- tering into any calculations to prove this all-important point, the Kant^of specfLM is necessary to state that, before we commenced the construction of the enoincs. a written contract was entered mto with Captain Ross, which contamed the fbllowino- stipula- 9 tioiks— viz. that the cylinders should be sixteen inches in dia- meter, with thirty inches stroke, and the speed of the engines from thirty-live to forty revolutions per minute (this of course meant that the boilers should be capable of supplying- steam at that rate), and the pressure to be equal to ibrty-five pounds per square inch. Now, that Captain Ross, a writer upon steam navigation, should not possess knowledge enough to be able to proportion his pad- dle-wheels and floats to cylinders of the dimensions and worked under the pressure specified, never entered our minds. Indeed, it was no business of our's to incjuire about the fitness of the relative proportions, since we were not permitted to know the (orm of the paddle-wheels, much less their dimensions or in- tendoxl immersion in the water. \Ve fbllovved the proportions laul down by Captain Ross and specified in the contract, and the blame of whatever error there may have been in them, attaches entirely to him, not to us. 'fhatthe cylinders actually were of suf- fici(-nt dimensions had the paddltj-wheels been properly applied, [ \\\\\ prove hereafter. I have stat(;d that the vessel, when afloat with some of her stores, was so deeply immersed as to leave a space of only one foot between the paddle-sliaft and the water-line, the paddle-wheels biMug- thus nearly half immersed in the water. I will now proceed to relate the result of our first trial with the Mrtory afloat, and fast to her moorings. On starting the engines it was soon evi- dent that although the extreme diameter of the jwddle-wheels was only eleven feet, six inches, the utmost speed which could be obtained was sixteen revolutions per minute, averaging even under fifteen. But what was far more discouragiiuv. was the ,f" f 10 triflino- tension on the Imvvscr which held the vessel to lier moor- ings, and which conld not have escaped an experienced eye. This was, in itself, a conclusive proof that the paddles were too deejily immersed in the water, hesides beini:*- boxed np in such a manner as to prevent a free current to and Ironi the wheels. A few figures will readily satisfy the reader what the tension on the hawser ouolit to have been, and that the power of the ens*^ines was po- sitively wasted, instead of being- employed to urge the vessel for- ward. The diameter of the cylinders, as stated, was sixteen inches, pres- sure forty -five pounds to the square inch ; but the steam being- shnt off before the termination of the stroke, the efiective pressure was thirty pounds to tjie scpiare inch. Now, sixteen inclies diameter gives a surface of 201 square inches, wiiich, mnltiplicd by the pressure (thirty pounds), jiroduces n))\\ards of six thousand j)ounds. being the actual force of tlie piston ; for cacli revolution of the engine the piston moved tiirough a space of twice two leet six inches, that is five feet : but during the same period the centre of the j)addle-board (being two feet deej)) moved through a circle of precisely thirty feet, hence ;5-30ths of six thousand ])ounds. that is one thousand jiounds will ])e the force which urges the wheel round, and this force would, with tiie connuon paddle-wheel pro- perly trimmed or inmiersed. be the force, or nearly so, with wliich the vessel is urged forward. There being txco cylinders and f7co wheels, it follows that the tension on the hawser before-mentioned, ought to have l^een two thousand jjounds, a force sufficient to have ))roduced a speed of eight miles an hour. It may be proper to add for the information of those of my readers who are not iiuniliar with m n the subject of steam machinery, that two thousand pounds is exactly the force with which an ordinary marine engine of forty horses' power is calculated to urne round the wheels, that is suppos- ing' this force to be applied in the circle which passes through the centre of the floats. If any further proofs were wanting ^o show the bungling ineffi- ciency of the method in which Captain Ross had appHed his paddle- wheels, it is this fact,— that when the Victory was cast off her moorings and got under weigh, the wheels moved no faster than befon (Captain Ross states in his Narrative that he could not exceed four- teen revolutions) ; now, in every other steam-boat, when in full motion, tlie paddle-wheels always move with double the velocity to what they do when the vessel is moored or stationary. Capfaui lioss, however reluctant he may feel, or might have felt to enter into any calculation or reasoning to trace the causes of this unusual result, cannot, it is presumed, deny that there must have been something radically defective in the application of his paddle- wheels. I tell him now, as T did at the time, (to say nothing of the highly improper and clumsy construction of his paddle-boxes,) that they were too deeply immersed, and that the power of his engines was wasted in consequence. One need not be a profound philosopher to comprehend that in Captain Ross's wheel, inniiersed nearly to its axis, every float in entering the water, nnist, in its endeavour to depress it, have met Mith just as much resistance when placed in the vertical position as It encountered in urging the water along in a horizontal direction ; h(>nce, in every position, these floats would ab.sorb an equal quantity of the moving force ; but 1 would ask, could these floats in entering the water with a nearly j^erpendicular movement, dipping into it * " broadside foremost," urge the vessel tor\vnrd>' Assuredly not. they could only tend to lift the vessel in entcrinu: and to depress it in leaving the water, thereby absorbing force without propelling. Enough, I trust, has been said to convince the reader thatC'aptain Ross's paddle-wheel, inunersed as it was nearly to the axis, and confined in a box which totally ]>revented a free ingress and egress of the current, could not give any great speed to his vessel, but that it possessed to pi-rfection the property of absorbing or wasting the jiower of the engines. It would be tedious to pursue this sultject any further, otherwise I could easily prove that not oidy did the very tleep imujersion of the floats of Captain Ross's jiaddle-wheel al)sorb the ])ower of the enyines, but that it positively retarded the ])rogress of the vessel. The reasons will be obvious to every one who will take the troul)le to compare the direction in whieli a float of a wheel inuiiersed to its axis luoves wiicu entering and leaving the water, with the direction in whicli the vessel moves. Captain Ross asserts tliat the cylinders of the engine were not large enough for the jiower [ had contrnctcnl to furnish. Nf)\v to show tlie groundlessness of this cliarge, I must remind the reader that Captain Ross, in drawing up tlic contract, desired that the cylinders and engines should be proportioned for a speed of from thirty-five to forty revolutions per minute. 1 will, therefore, form my calculations on the lesser number, tliat being in the Captain's favour. Two engines of twenty-horses' power each, it will be recollected, were to be j)rovided ; I have already explained that the ciffective pressure of the steam was thirty pounds to the s(piare inch, and 1 13 '!»<" siipcrlici;,! iiiensurcnicnt of t\\e piston was 201 square inclics ; •20) timts ;U)--(j();}0 pounds lnovill^ force of pistou ; stroke, two feet MX inches, that is five feet space moved tiirouoh each revolution, wlncii at thirty-five revohitions per minute is equal to 175 feet -piKv through wliicli the piston moved every minute ; tlie moving- /one as slated, being 6'()3() jKarnds nmltiplied by 17.5, produces a force c(|ual to l,()a5.2.:)() pounds raised one foot high; this sum l)eing divided by 33,()()() pounds (whici) is the number of pounds wliicli the power of a liorsc is capable of raising one foot liigh in OIK' minute) it will ])o seen that Sir. horses' power is the absolute fbrce of each engine, although only twenty horses' power was con- tracted Ibr; this mode of calculating is that adopted by all the \vorl(l. and, moreover, Captain Ross, in his work on " Steam xNavi^ation" bcfbiv alluded to, lays down the very same rule ti)r <'stiinatiiin- the power of an engine, ihiMiig thus proved that Captain Ross's own short-sighted jmlicy, to use no harslier term, his own crude notions and ill- digested plans, were the sole causes of the ill success of the experi- mental machinery in his steam-shij) the Victory— which ill success he has so wantonly and erroneously ascribed to the manufac- turers, 1 will now advert a little more particularly to each distinct charge which Captain Ross has thought fit to bring against us. First— Th(! machinery is designated as being " ex ccra /)/(:" Ex- ecrable, indeed, was the idea of employing nothing but new and vnitricd machinery, and complicated to boot ; and still more execrable the expedient of telling the makers of the engines, that thry wen; nitended to ])ropel a vessel constructed ioVaar purposes." Miat ijic ccorkwtnislup of ///c uiachincnj itself was defective is utterlv tl I 14 false. Every pains was taken to make the en^^ines as perfect as possible. Neitlier trouble nor expense was spared ; every one. too, thought well of them, as hundreds can attest, who inspected them while in progress and when fixed in the vessel ; even (Japtain Koss himself was full of their praise. Second — Captain Ericsson and myself are (diarged with " gross negligence," but in such "eneral terms that we are left in the dark as to the points of our conduct which we have under this head to defend. Did our neglincnce consist in passing* many wiiole nights on board his vessel after we knew its destination, and the season was I'ar advanced, in order to forward the completion of the work, and redeem, as far as lay in our [)ower. the baneful elfects of the wan- ton deception he had ])ractised at the commencement ? Or in our kee[)ing constantlv, even during the night, a great number of men at work till the Victory was ready tor sea ? Third — "T/ic giving xcaij of t/ie conp/ing-kej/s of the main shaft " about which Captain Eoss has made so nuich noise, and which it appears caused so many delays and so nuicli loss of valuable time. Having before adverted, at some length, to this subject, I will only here remark that Captain Ross, instead of stoj)[)ing his engines, should have continued to work them, caring nothing for the imaainary disaster, tor each engine would have worked by itself, and this Captain Ross, with all his self-sufficiency, ought to have known. There might have been some clattering noise in the cog-wheels, but its worst result would have been to remind him of his foil v in introducing these cog-wheels at all, for had there been no such wheels, the working each engine separately might have been attended witli great benefit when amongst the ice. By I b^- 15 slaokino: or stoppinjr the one, and kcepinj? up, at the same time, full speed with the otlier, he would have been enabled to perform nmny most serviceable evolutions amidst the Hoes aud icebergs with which he was beset. I.V,urtli--77/,' external leakage of the boiler,— V.XGvy hi^di-pressure boiler leaks more or less until worked for some time, when the leaks (to use a technical expression) " take up." Now, as Captain Ross worked with distilled water, and there was thus an absence (;f all sediment, a much jrreater time than usual would naturally elaps(! befbre th(> leaks, in this case, could " take up." The malt- ilust contbuuded by Ca|>tain Ross, with " dung and potatoes." which he was told to put into the boilers, should have been repeated three or four times, which would have rendered the vvat(>r, in some deirree, mucilairinous, and caused the leaks to " take up" nmch sooner. As to th(> workmanship of the boilers, it was of the first-rate description, and everything tiiat could be done, was done to ensure their soundness. They were even tried under a pressure of one hundred pounds to the square inch, to prove they could be depended upon, Fifth—The internal leakage of the boilers. — C^MAm Ross havinrr candidly stated, to his readers, that the leak inside the boiler was occasioned by the flue-pipe havin,iut's, that bellows becanu; indispensable to prodnci' thi' recpiisite draui;ht. [ndeed, this tornied, in the estimation of ("aj)tain Hoss, one of the best features of the entire arranyenient. That bellows constantly worked are not very lastini;-, Captain Hoss on^ht to have known, and provided himself accordingly. Seventh — " '/'//(■ nj/iiidcis i/of ot sufficient size." The falsitv of this assertion I have so fully j)ro\ed, that nothing' further need be said except to remind the reader that instead of twenty horses' power contracted for by Captain Ross, the cylinders were sufficiently laruc to produce n])wa,rds of thirty horses' powei- each when worked at the speed (letermim;d by Captain Hoss himself, as the basis upon which the cylinders were calculated and proportioned. JMli'hth — IVdiit of sprcti in flic ship. Kor this Captain I^.)ss has himself alone to blame; it was assuredly no fault of Messrs. Braithwaite and Ericsson that the Victory drew three teet more water than it should have done consistenth with the position ol' the paddle-wheels. That the vessel was imjtedt'd and fin: power of flw engines nbsorljcd In/ the too deep liniiiersl(ni of the paddle-ivheels, as well as the too-contined construction of the |)addle-b(jxi's, is a tact so indisputabk' that nobody witli less etirontery than Captain ]toss would attempt to deny it. Having- thus ex])lained for what purpose the machinery of the \'ictory was from the cuhunence)iient constructed, as well as the ^^ 17 oriirin ottlio iKTuliiiritios and errors in tliiit coiistniction, and liiivintr disproved tlu.'stateniciil put ihvth hy Captain Koss. uliicli attributes to Ca|)tain llricsson and myself the liiilure of Ins last enterprise, /will now take a sunnnary review ot the conduct of Captain Hoss. hy whieii the reader at oui' -lance will see the true position of the y'allant (Japtain. Captain Ror,s deceived us as to tin; mi/ object of the machinery w hich he instnieted us to make. lie positivi'ly ordercid us to place the en<,nnes under the icater-tint to he out of the reach of siiot. lie told tis that he wanted to try the experiment of condensino- the steam in tnhes, and to use the same water ov(>r and over anain ; ior which purpose we made him a <-on(lensino apparatus (never hefnrc tried) aeeordino- to his own directions. VV e received orders to supply iiim with our patent steam-boiler, which, thouuh it promised well, was never belbre used for any prnctient purpose. ( ■a|)tani Ross refused to accpiaint us with the nature of the paddles he was o-oin-' to use, and thus concealed from us a mate- rial circmnstance to be taken into account in proportionim; the size of the cylinders, jbr which tin; only instruction given was that the eii-mes should make from thirty-five to forty strokes per nunute. W ithout beino' at all consulted whether the introduction of co