ADDRESS
TO TlHE
GOVERNMENT OF THE UNITED STATES
UPON THE MERITS OF
PIRSSON'S PATENT STEA.1M CONDENSER.
WASHINGTON:
GIDEON AND CO., PRINTERS.
1850.
On r(-2%S PATENT STE4PII  COND\N U21I








AN ADDRESS
TO THE
THE ATTENTION OF THE CONGRESS OF THE UNITED
STATES IS RESPECTFULLY INVITED TO
PIRSSON'S PATENT CONDENSER,
For Supplying the Boilers of Marine Engines with Fresh Water;
which will be found of the utmost importance to
their Steam Naval Marine.
~ This great invention can also be so arranged as to furnish an
adequate supply of perfectly pure fresh water for the
USE OF THE SHIPI'S CRE W, FOR
WASHING  CLOTHES, &c., &c.
Patented in the United States, and the Kingdoms of Great Britain,
Holland, Belgium, Republic of France, 4-c., &c., &c.
Tl'he importance of possessing an ample supply of fresh water,
for the generation of steam as a motive power, is, to Engineers,
and all others interested in the subject, well known.  In the
last few years, and at present, the use of steam as an agent for
Marine purposes, has, and still continues to receive, considerable
attention from those engaged in commercial enterprises, as well aS
our own and foreign Governments; to many the subject, as far at




least as detail is concerned, is entirely new, and the few remarks
I am about to make are more particularly addressed to such persons.
Although the subject under consideration relates to the construction
of the steam engine, such parties may suppose that to be a matter
with which they have little or nothing to do. Inasmuch, however,
as great loss mlay follow from this supposition, I propose to give so
much information as will be necessary to stimulate further investigation.
In all sea-going steamers the salt water of the ocean has hitherto
necessarily been employed in the generation of steam for their
engines.  Numerous are the evils consequent upon this.  One
arises from its density, another from its chemical action, and both
these are increased in their effects by the continuance of the process, for the steam generated from salt water will be perfectlyfresh.
As fast as water leaves a boiler in the form of steam, more must
be sent in to supply its place; and this, in the old mode of working, has necessarily been from the ocean, and therefore salt: it
is evident, then, that in a short time the water must become saturated; that is, when it can hold'no more salt in solution; and the
moment that point is passed the excess is immediately precipitated,
in the solid state, on the flues and bottoms of boilers.  There is
a means, however, by which the precipitation of salt can be partially, though never wholly, prevented; and that is, by performing
the operation known as "blowing off."  This consists in discharging from the boiler, at certain regular intervals, a portion of
the super-salted water, before it becomes fully saturated;? and introducing in its place a new supply of sea-water.  But it will at
once appear to the uninitiated as a very strange proceeding  to
throw  away hot water, which represents a certain  amount of
power and fuel, to replace it with cold water, which has to be
*Sea-water becomes a saturated solution when the density of the brine is 12-33ds
of its weight. The most favorable point at which to keep the water, is 2-33ds, to
accomplish which an amount equal to one-half of the quantity required for making
steam must be fed in and blown out!




3
heated, and again blown overboard!  As engines have hitherto
been constructed, however, there has been no possible alternative.
As before remarked, the evil has been only palliated, not cured.
Tr'he water in the boiler still remains more dense than it is in the
sea; and of course in an increased degree, more dense than fiesh
water.
I propose now. to state the several effects consequent upon this
result.   First, water holding  impurities in solution  does not
attain the Eeriforrm state with the same facility as if pure; neither
does it possess the same elastic force or power of propelling the
engine with the same temperature, i. e., the same consumption of
fuel; hence the amount of difference is the direct amount of loss;
and the following statement will give some idea of what that
amount is.
The elastic force of steam, generated from fresh water, as shown
by the rise in a column of mercury, (the usual way of measuring
the pressure of steam,) and that fiom salt water, is as follows:
The steam of fresh water, at 212~ F., has an elastic forn offiercury 30 inches.
to raise a column of mercury
The steam from sea-water, " 212~ F.,  "    "    "    "  23.05 " Loss, 6.95 in.
"    fresh water, " 216~ F.,  "    cc"    "    32.5 "
CC   sea-water, " 2160 F.,  "    "    "    cc  24.6 C( Loss, 7.90 "
"    fresh water, " 2200 F.,  "    "    "    "  35.1 c"
Cs   sea-water, "' 220~ F.,  "    cc    "    "  26.5 ~" Loss, 8.51 "'
This is at the ordinary density of ocean water, and shows a con.
siderable difference, the last example exhibiting a loss of four and
a quarter pounds pressure on each square inch of the piston.
Taking, then, a common sized cylinder for marine engines,
say seventy inches diameter, we should have, if fresh water were
employed, and with the consumption of the same amount of fuel,
a pressure of 16,354 pounds on the piston mnore than if in the case
of salt water.  This, however, is below  the true calculation, for
the density of the water taken is that of the sea, and is far less than
of that contained in the boilers.  Thus is shown the disadvantage
in the use of salt water as regards power.
I shall now exhibit its action, in comparison with fresh water,
upon the boilers and engines.  On land in situations where pure




water can be had, numbers of boilers can be found which have
been in constant use, under high pressure steam, for periods ranging from fifteen to twenty years, and are yet safe. In sea steamers it would be difficult to find anv iron boilers seven years old;
and if found, they would exhibit a spectacle of craziness and
patches, wasteful in the extreme as to the use of fuel, and dangerous besides. A great majority reach this condition in less than five
years; and many are worn out and become hazardous in two or
three years use! The steamship Princeton's boilers, made of iron,
were renewed after 3 years service. There are even instances
where boilers have imperatively required extensive repairs at the
end of the first voyage, by reason of the destroying character of
sea-water. The rationale of this will now be briefly examined.
Sea-water in 1000 parts contains 25 of chloride of sodiunm; 5.3
sulphate of magnesia; 3.5 chloride of mnagnesiumn; 0.2 carbonate
of lime and magnesia; 0.1 sulphate of lime, besides, in minute
quantities, sulphate and muriate of potash, iodide of sodium, and
bromide of magnesium.  Iron appears to have a strong chemical
affinity for some of these matters; and it is found, that the moment
the water in the boiler has obtained a greater specific gravity than
that of the sea, deposit commences, increasing in quantity as the
density becomes greater.  This deposit immediately adheres to the
iron and coats it with a white crust, called scale.  Thefirst effect
resulting will be the rapid oxidation or corrosion of the iron; and
so firm is the union of the two, that nothing will remove the compound but a chisel or like instrument. This process is of itself very
injurious, as it cuts away and weakens the iron; but there are many
places in boilers where even this expedient cannot be resorted to, as
under the flues, in the water legs and other intricate parts; and hence
these parts are the first to yield, as clearly seen in the numerous
patches applied to repair them. The next feature resulting from this,
is the inability to generate the requisite supply of steam, arising from
the fact, that the coating or scale is a non-conductor of heat, and
the extent of the evil will be in proportion to the thickness of this
coating, which varies in the same boiler, from that of a sheet of




paperj to three-quarters of an inch, or even more.  If the only
result of this were the increased consumption of fuel, it might appear unnecessary to allude to it so emphatically, but it is the forerunner of consequences far more momentous, viz., liability to
explosion, and that too woithout wvarning, or the possibility of
calculating the time.  That occurs in this wise: When scale has
formed, the water no longer comes in contact with the iron; the
crust is a bad conductor of heat, and the iron attains a dangerously
high temperature.  If the scale is thick, the intense heat in the
furnace (urged it may be, by a powerful artificial blast) will make
such parts red-hot, sometimes, in a single minute.  In this sate,
having no longer strength, it immediately yields to the internal
pressure, and an explosion is the result.  Where the scale, however, is not so thick as to produce this precise result, it yet causes
the destruction of the iron, by what is called burning. In such
cases the boilers are in an extremely dangerous condition, and repairs must always follow. The direct expense of making these
is by no means the only cost, for there follows, what is to the owners
far worse, loss of time. And startling as it may seem, the time
lost in making repairs, from  damage by salt water alone, may
be safely estimated at one-eighth of the whole e.zvistence of the
ship.
Repairing damages involves the necessity of suitable shops; and
as these are found in comparatively but few places, and distant
from each other, sea steamers are often under the necessity of going
thousands of miles for what oftentimes will be mended in a week,
as witness the case of the steam frigate Mississippi, Capt. Adams,
which was compelled to leave the Gulf of Mexico, at a time when
most wanted, to go to Norfolk for the purpose of having her boilers
repaired, &c. All salt water is not alike in producing the beforementioned bad effects,some being much worse than others. Such
are the tropical seas: a steamer there can, with difficulty, keep
down the deposit of salt, and numerous instances have occurred
in which they have had to lie-to, have their boilers cooled down,
opened, and the salt shovelled out as if from. a factory, before shie




could proceed. An engineer, lately from the Pacific, has stated,
that as far as he could learn there was not a steamer there with
boilers in conplete order, and yet nearly all of those vessels are
new.
In a communication of the 1Slh of June, mnade to the Hon. the
Secretary of the Navy by Mr. Haswell, the Engineer-in-chief, he
says:' Of the value of this instrualent, (Pirsson's condenser,) if successfully applied in the naval service, a fair appreciation of the
benefits involved may be had in a consideration of the following
elements:
ist. The saving in the consumption of fuel; for equal pressures of steam will reach firom 8 to 12 per cent. It will also
enable high steam to be used, by which a further economy of it
(fuel) rnay be had in an increased expansion of it.
2d. The cost of repaits to boilers will be reduced more than
one half.
3d. The necessity of using copper as the material of construction will be dispensed with.
4th. The duration of iron boilers will be extended from 4 or 5
to 9 years.
5th. The weights of boilers, similar in design with those to be
used with salt water, will be reduced 20per cent.
6th. The use of fresh water will enable tubular boilers to be
used; which are the most economical, in space occupied, weight of
material, and in fuel consumed.
7th. The use of fresh water by condensation will preclude the
formation of scale; which will effect a very mcterial economy of
fuel, and reduce the danger fromn injury to boilers by their being overheated.
Sth. The absence of scale in steam boilers, and the saving of
time otherwise lost in effecting repairs to boilers, will render a
steamer more effective, and will extend her term  of service far
beyond any time that has yet been attained.
In fine, the successful introduction of fresh water into the boil



ers of marine steamers, is the most interesting feature that is now
presented to the consideration of the profession; and in consideration of its affording economy of fuel and increased duration of the
operation of a boiler, it is of more value to the naval than to the
merchant service."
If there be so many advantages resulting from the use of fresh
wvater in the generation of steam, as the Engineer-in-chief recapitulates, surely, then, no means should be left untried to procure it.
Economy in our naval service is essential to its prosperity and
well-being, but the hand of penury may be equally fataltto it.
Thousands of dollars may be annually saved by the adoption of
this important improvement. the efficiency and greater duration of
the vessel ensured, and the safety of human life and the national
honor may be the better guarded.
Copy of a letter from  Commodore Charles Stewart, U. States
Navy, to a friend in VWashington.
PHILADELPHIA, June 26, 1850.
MY DEAR STR: I hope that you will not forget to bring to the notice of the Hon. the Secretary of the Navy, the importance of adopting Pirsson's condenser for our national steamers.  I regret indeed,
that the steamship Mississippi was permitted to leave for the Mediterranean before that great invention was applied to her.
There has been no improvement conferred on sea-going steamers equal in value to the Pirsson condenser. The scientific world
has been many years endeavoring to -discover the means of substituting fresh water for salt, for the use of the boilers of sea-going
vessels, but have hitherto failed; and the consequence has been,
that the boilers of war steamers, as well as those of the mercantile
marine, have been constantly subject to heavy repairs; and the delays incident thereupon have been severely felt, to say nothing of
the enormous expense which has attended them.




I hope, therefore, that you will not fail to urge the Secretary of
the Navy to direct this condenser to be constructed for the engines
of the steamers now building.
I am, very truly, yours,
(Signed)         CHA'S STEWART.
Practical evidence of the merits of Pirsson's Condenser.
PHILADELPHIA, May 17th, 1850.
J. P. PIRSSON, esq.:
DEAR SIR: It gives me pleasure to state, that your patent condenser has fully met our expectations, and given entire satisfaction on board the steamship Osprey.
On her voyage out from Philadelphia she has carried her fiesh
water in the boilers to Charleston, without once blowing off, saving thereby largely in consumption of fuel. At Charleston the
engineer let the water out of the boilers to examine them, and
wash out any sediment* which might have been deposited from
any uncleanness of water; and, therefore, on his return t;ips salt
water was taken in at Charleston, but so perfect is the condensation and evaporation, for supply of water, that the salt water
was worked intofresh before they reached the Capes of Delaware.
Under these circumstances, of course, no scale was anticipated in
the boilers, and none was found of any kind on examination, on the
return from the first voyage. No farther examination was made
for scale until the end of the third voyage, when there wvas not the
slightest trace of deposit of salt, scale, or sediment of any kind,
the iron being as clean as the day it was put in. This result is,
of course, highly satisfactory to us, and must be gratifying to you.
We are now preparing to build a second steamship, and shall put
in your patent condenser.
Very respectfully,
A. W. THOMPSON,
President of Philadelphia and Atlantic Steam Navigation Co.
* That is from dirt left by the workmen, and to be found in all new boilers.-.-J. P. P.




PHIILADELPHIA, May 11th, 1850.
J. P. PIRSSON, esq.:
DEAR SIR: To your queries respecting the operation, of your
new patent condenser for supplying the boilers of marine engines
with fresh water, I have this report to make as to its actual operation on board our ship:
We have now made several voyages since its attachment to our
engine; and from the first moment that we applied steam to it until
now, it has done all you claimed for it, viz., furnishing our boilers with an abundant supply of fresh water of the purest character,
so that now, after having been several times in tropical seas, I have
found the boilers as bright and clean as the day they were finished. To be able to bear testimony to the above, would, I apprehend, be sufficient to establish the claim of value which would
undoubtedly attach to any successful invention for this purpose.
But in my opinion, to rest here would be stopping far short of what
is due to your discovery.  For, besides furnishing, as above stated,
an ample supply of fresh water, it also greatly increases the efficiency of the engine, by giving us a much better vacuum, and enabling us to get a more abundant supply of steam than before.?
For I am satisfied had we been using salt water, (without blowers, as at present,) we should have found it, at times, difficult to
proceed. Another distinguishing feature in your invention, and
to my mind one of no little importance, is, that you do not change
the general structure of the engine, or require any new modes of
operating it. Your invention gives me no trouble, but on the contrary saves me and the hands much work, not to mention, in addition, the economy of fuel, which is considerable.
In conclusion, I will say, that your apparatus came on board
amid doubts and fears from all hands; now, no argument that I
know of could get it out of the ship; and I should be sorry to go' Although the vacuum is better, yet that is not the only reason of the increased power
of the engine. See remarks on that subject in the introduction.-J. P. P.
2




10
to sea in any vessel not thus supplied.  With my hearty recommendations of it to all interested in ocean steam navigation, and
with every wish for your success,
I remain, yours, respectfully,
GEO. F. COFFEE,
Engineer of Steamship Osprey.
PHILADELPHIA, May 4th, 1850.
J. P. PIRssoN, esq.
DEAR SIR: In answer to your inquiry how your condenser,
now on board the steamer Osprey, running between this port and
Charleston, operates, I am happy to say, that from the first trial
up to the present time it has given entire satisfaction; it has never
for a moment failed in its operation, and the vacuum is regularly
maintained at twenty-six inches, and the water produced by condensation returned to the boilers at 100 to 110~. The condenser and
evaporator are fully tested on board the Osprey, as follows: Here
they fill the boilers with fresh water, which they carry to Charleston; on their arrival there it is necessary to let out the water, to
cool down, so as to clean furnaces and flues, and as they cannot fill.
up with fresh water, they do so with salt; as soon as they start from
Charleston the evaporator is put in operation, and the fresh water
produced sent into the boilers. You are well aware, that sea-water of ordinary density and temperature produces no deposit on the
internal surface of a boiler; the Osprey only has sea-water in her
boilers while she is at the wharf at Charleston, after the flues are
cleaned, say six hours; the evaporator then gradually reduces the
density of the water in her boilers, so that in thirty hours out it is
quite fresh; and on her arrival at the Capes it cannot be distinguished from the Delaware water. The internal surfaces are perfectly clean, and have not been touched since she started, while in
the old boilers they required to be cleaned often.




Your condenser must, I think, commend itself to general favor,
for the reason that there is no contingency connected with it that
can cause any delay to the engine; for if we suppose that the fresh
water part should entirely give out, the ordinary condenser still remains uninjured. I am well satisfied, however, that there is no
part of the condenser but will last as long as the rest of the engine.
Yours, truly,
B. H. BARTOL,
Chief Engineer, Sc.
OFFICE OF THE PHILADELPHIA AND
ATLANTIC STEAM NAVIGATION Co.
PHILADELPHIA, May 15th, 1850.
J. P. PInssoN, esq., New York.
DEAR SIR: I hardly know what to say in answer to your request for my opinion of your patent condenser for supplying fresh
water to the boilers of marine engines, lately put to the engines
of the steam ship Osprey, owned by our company. My opinion is
to reiterate, what as far as I learn is the same with all, Comnmander, Engineers, and our Company, viz., that it has proved eminently successful; and, also, the consumption of fuel has been
greatly reduced. The advantages attendant upon the use of fresh
water for the generation of steam, which is undoubtedly great, are
all obtained by your invention, and this, too, without complicating, or in any way endangering the operations of the other parts
of the engine.
Much more I could say, and will, if you wish it. But of this I
assure you,if I owned ten steamships, your invention should form
a part of every one of them.
I am, very truly, your obedient servant,
JOHN L. LINTON,
Treasurer.




12
FRANKLIN WORKS, PHILADELPHIA,
11May 29th, 185o0.
Mr. J. P. PIRSSON.
DEAR SIR' Your favor of 24th inst., duly at hand, we immediately brought the matter referred to before the parties, on whom
we urged the importance of your invention, and at our solicitation they have ordered it. Please prepare the necessary calculations and instructions, as soon as possible, that we may get the
work under way. Make your estimate so as to give us an ample
supply of fresh water for the ship's use also, if at any time it should
be found necessary.
Respectfully, yours,
JAMES T. SUTTON & CO.
NEW YORK, May 30th, 1850.
J. P. PIRssoN, esq.
DEAR SIR: We are glad to learn that you have put your excellent invention for supplying the boilers of marine engines with
fresh water into operation, on a scale commensurate with its importance; and, also, that you have realized all you expected by
its successful performance.  We never had the least doubt of its
accomplishing the end you had in view at the time of its invention,
when you presented your drawings of the same for our consideration and aid in obtaining its introduction.'You may remember we
urged its adoption in a steamer we were then putting an engine
into, but the depressed state of things at that time" discouraged the
owners from applying it, because of the increased cost, notwithstanding, we gave it as our opinion, that the difference of saving in
fuel alone would pay for it in a few months use. There seems to
be, at present, a disposition on the part of owners of steamers to
pay reasonably for any improvement saving fuel, and for the preser*Spring of 1846.-J. PO P.




13
vation of boilers; both of which your invention accomplishes,
You will, therefore, please send us the cost of your patent condenser per cubic foot of cylinder, carrying 15 lbs. to the inch, and
cutting the steam off at half stroke, and oblige,
Yours, respectfully,
H. R. DUNHAM & CO.,
Archimedes Works.
WASHINGTON, D. C., August 8, 1850.
DEAR SIR: I was much gratified to learn, during my recent
visit to Philadelphia, that your Patent Steam Condenser had proven
itself every thing which I had predicted. Prior to its application
to the steamship OSPREY, (when in model,) I was satisfied with
its excellence and great value. It will doubtless effect a great and
useful improvement in ocean steam navigation. By it the expense
of maintaining ocean steamers will be vastly reduced, and no
steamer with fuel on board need be without fresh water at sea for
the use of the crew, &c.
Your condenser will cause the same amount of fuel to do onethird more work in the propulsion of vessels at sea, and it will
double the durability of their iron boilers-consequently rendering
the boilers less liable to accident from irregular corrosion; and one.
third of the tonnage of the vessel, which is saved by economizing
fuel, will be available for paying freight.
In war steamers the advantage gained by the use of your condenser is so self-evident that it should be universally adopted. Its
perfect success on board the Osprey has conclusively proven its
merits and great value.
I am, very respectfully, &c., your obedient servant,
WM. W. HUNTER, U. S. Navy
J. P. PIRSsoN, esq., New York.




14
The recommendation of Wmn. Sewell, esq., a Chief Engineer of
the United States Navy, to Capt. W. W. Hunter, U. S. N.
PORTSMOUTH, aVA.,
August 12, 1850.
DEAR SIR: I have taken the liberty of addressing you on a subject of great importance. I refer to using fresh water in the boiler
of the steamer you are now, constructing.
I have always considered it of the highest importance to accomplish this object; but all the arrangements used heretofore have
had some serious objections that were nearly or quite equal to the
benefits derived from the use of the fresh water. You are aware
of the use of Hall's and Ericsson's, and perhaps some others.
There has been a condenser put into the "Osprey," and I have
letters from the owners, and from the foreman of Messrs. Merrick
& Son, stating that it has worked most successfully, and in which
I have full confidence myself, as it, in my opinion, removes all
the objections to those named above, and will save at least twothirds, if not the whole cost of its application on the passage out,
as you may calculate on a saving of about 20per cent. offuel.
This alone will be a most important item, both in saving the
cost of the fuel, and in the greater distance that can be accomplished with the same amount. Then there is greater safety to the
boiler, increased durability of it, and a saving in repairs, &c., as
well as the certainty of keeping in order.
The saving of 20 per cent. of fuel, where coal is from 30 to 40
dollars per ton, will be a very important consideration, besides
saving in the labor in handling as well as in the cost.
I think you will see the importance of it. It is patented by Joseph P. Pirsson of No. 5, Wall street, New York; it is not very
expensive, a considerable part of it being cast iron."
Truly, yours, &c.,
WILLIAM SEWELL.
Capt. WM. W. HUNTER, U. S. Navy.












ADDITIONAL AND FRESH
EVIDENCE OF THE PRACTICAL WORKING OF
PIRSSON'S STEAM CONDENSER,,fi FOR FURNISHING AN AMPLE AND CONTINUOUS SUPPLY OF PURE
FRESH WATER FOR THE BOILERS OF OCEAN STEAMERS AND
FOR THE USE OF PASSENGERS AND CREW\; AND IT IS THE ONLY
SUCCESSFUL APPARATUS KNOWN TO MAN.
1. A CLEAR SAVING OF ONE HALF THE COST OF MAINTAINING STEAM WAR VESSELS:
2. NO EXPLOSION OF BOILERS:
3. GREATER EFFICIENCY OF ENGINE AND DURATION OF
VESSEL AND MACHINERY SECURED:
4. ONE FOURTH LESS BOILER ROOM REQUIRED.
5. FROM 2 TO 300,000 DOLLARS PER ANNUM SAVED
ON THE PRESENT STEAM VESSELS OF THE NAVY,
>  SEE TESTIMONIALS  APPENDED, ANT)
DECISION OF PATENT CASE.
WASHINGTON:
GIDEON AND) CO., PRINTERS.
1851.








ADDITIONAL AND FRESH
EVIDENCE OF. THE PRACTICAL WORKING OF
PIRSSON'S STEAM CONDENSER,
f  FOR FURNISHING AN AMPLE AND CONTINUOUS SUPPLY OF PURE
FRESH WATER FOR THE BOILERS OF OCEAN STEAAMERS AND
FOR THE USE OF PASSENGERS AND CREW; AND IT IS THE ONLY
SUCCESSFUL APPARATUS KNOWN TO MIAN.
1. A CLEAR SAVING OF ONE HALF THE COST OF MAINTAINING STEAM WAR VESSELS:
2. NO EXPLOSION OF BOILERS:
3. GREATER EFFICIENCY OF ENGINE AND DURATION OF
VESSEL AND MACHINERY SECURED:
4. ONE FOURTH LESS BOILER ROOM REQUIRED.
5. FROM 2 TO 300,000 DOLLARS PER ANNJUM SAV. lED
ON THE PRESEiNT STEAM VESSELS OF' THE N& vy.
- SEE TESTIMONIALS APPENDED, AND)
DECISION OF PATENT CASE.
WASHINGTON:
GIDEON ANDT CO., PRINTERS.
1851








AN ADDRESS
TO THE
THE ATTENTION OF THE CONGRESS OF THE UNITED
STATES IS RESPECTFULLY INVITED TO
PIRSSON'S PATEINT CONDENSER,
For Supplying the Boilers of Marine Engines with Fresh Water;
which will be found of the utmost importance to
their Steanl Naval Marine.: This great invention can also be so arranged as to furnish an
adequate supply of perfectly pure fresh water for the
USE OF THE SHIP'S CREW, FOR
WASHING  CLOTHES, &c., &c.
Patented in the United States, and the Kingdoms of Great Britain,
Holland, Belgium, Republic of FJrance, &cc., &c., &c.
T'he importance of possessing an ample supply of fresh water,
for the generation of steam as a motive power, is, to Engineers,
and all others interested in the subject, well known.  In the
last few years, and at present, the use of steam as an agent for
Marine purposes, has, and still continues to receive, considerable
attention from those engaged in commercial enterprises, as well as
our own and foreign Governments; to many the subject, as far at




2
least as detail is concerned, is entirely new, and the few remarks
I am about to make are more particularly addressed to such persons.
Although the subject under consideration relates to the construction
of the steam engine, such parties may suppose that to be a matter
with which they have little or nothing to do. Inasmuch, however,
as great loss may follow from this supposition, I propose to give so
much information as will be necessary to stimulate further investigation.
In all sea-going steamers the salt water of the ocean has hitherto
necessarily been employed in the generation of steam  for their
engines. Numerous are the evils consequent upon this. One
arises fiom its density, another from its chemical action, and both
these are increased in their effects by the continuance of the process, for the steam generated from salt water will be perfectlyfresh.
As fast as water leaves a boiler in the form of steam, more must
be sent in to supply its place; and this, in the old mode of working, has necessarily been from  the ocean, and therefore salt: it
is evident, then, that in a short time the water must become saturated; that is, when it can hold no more salt in solution; and the
moment that point is passed the excess is immediately precipitated,
in the solid state, on the flues and bottoms of boilers.  There is
a means, however, by which the precipitation of salt can be par.
tially, though never wholly, prevented; and that is, by performing
the operation known as "blowing off." This consists in discharging from the boiler, at certain regular intervals, a portion of
the super-salted water, before it becomes fully saturated;* and introducing in its place a new supply of sea-water.  But it will at
once appear to the uninitiated as a very strange proceeding to
throw away hot water, which represents a certain amount of
power and fuel) to replace it with cold water, which has to be
*Sea-water becomes a saturated solution when the density of the brine is 12-33ds
of its weight. The most favorable point at which to keep the water, is 2-33ds, to
accomplish which an amount equal to one-half of the quantity required for making
steam must be fed in and blown out!




heated, and again blown overboard! As engines have hitherto
been constructed, however, there has been no possible alternative.
As before remarked, the evil has been only palliated, not cured.
The water in the boiler still remains more dense than it is in the
sea; and of course in an increased degree, more dense than fresh
water.
I propose now to state the several effects consequent upon this
result.   First, water holding impurities in solution  does not
attain the weriform state with the same facility as if pure; neither
does it possess the same elastic force or power of propelling the
engine with the same temperature, i. e., the same consumption of
fuel; hence the amount of difference is the direct amount of loss;
and the following statement will give some idea of what that
amount is.
The elastic force of steam, generated from fresh water, as shown
by the rise in a column of mercury, (the usual way of measuring
the pressure of steam,) and that from salt water, is as follows:
The steam of fresh water, at 212~ F.,  has an elastic force sufficienty  30 inches.
to raise a column of mercury $
The steam from sea-water, " 212~ F.,  CC   "    C"  "c  23.05 c" Loss, 6.95 in.
c"   fresh water, " 216~ F.,  CC"    "    "    "C  32.5 CC
Cc   sea-water, " 216~ F.,  "    Cc  Cc  "C  24.6 "( Loss, 7.90 "
CC   fresh water, " 220~ F., c"    "    "    "  35.1 C"
"C   sea-water, " 2200 F.,  "    "    "    "  26.5 CC Loss, 8.51 "C
This is at the ordinary density of ocean water, and shows a considerable difference, the last example exhibiting a loss of four and
a quarter pounds pressure on each square inch of the piston.
Taking, then, a common sized cylinder for marine engines,
say seventy inches diameter, we should have, if fresh water were
employed, and with the consumption of the same amount of fuel,
a pressure of 16,354 pounds on the piston more than if in the case
of salt water. This, however, is below the true calculation, for
the density of the water taken is that of the sea, and is far less than
of that contained in the boilers.  Thus is shown the disadvantage
in the use of salt water as regards power.
I shall now exhibit its action, in comparison with fresh water,
upon the boilers and engines.  On land in situations where pure




4
water can be had, numbers of boilers can be found which have
been in constant use, under highpressure steam, for periods rang.
ing from fifteen to twenty years, and are yet safe.  In sea steamers it would be difficult to find any iron boilers seven years old;
and if found, they would exhibit a spectacle of craziness anzd
patches, wasteful in the extreme as to the use of fuel, and dangerous besides.  A great rnmajority reach this condition in less than five
years; and many are worn out and become hazardous in two or
three years use!  The steamrship Princeton's boilers, made of iron,
were renewed after 3 years service.  There are even instances
where boilers have imperatively required extensive repairs at the
end of the first voyage, by reason of the destroying character of
sea-water.  The rationale of this will now be briefly examined.
Sea-water in 1000 parts contains 25 of chloride of sodium; 5.3
sulphate of magnesia; 3.5 chloride of mnzagwesiumn; 0.2 carbonate
of lime and m.caglzesia; 0.1 sulphate of lime, besides, in minute
quantities, sulphate and mzuriate of potash, iodide of sodiun, and
bromide of magnesium.  Iron appears to have a strong chemical
affinity for some of these matters; and it is found, that the moment
the water in the boiler has obtained a greater specific gravity than
that of the sea, deposit commences, increasing in quantity as the
density becomes greater.  This deposit immtediately adheres to the
iron and coats it with a white crust, called scale. The first effect
resulting will be the rapid oxidation or corrosion of the iron; and
so firm is the union of the tvu, that nothing will remove the compound but a chisel or like instrument.  This process is of itself very
injurious, as it cuts away and weakens the iron; but there are miany
places in boilers where even this expedient cannot be resorted to, as
under the flues, in the water legs and other intricate parts; and hence
these parts are the first to yield, as clearly seen in the tnumerous.
patches appllied to repair them. Thlie next feature resulting fiomn tlis,
is the inability to generate the requisite supply of steam, arising from
the fact, that the coating or scale is a non-conlductor of heat, and
the extent of tile evil wvill be in proportion to the thickness of this
coating, which varies in the same boiler, from that of a sheet of




paper, to three-quarters of an inch, or even more. If the only
result of this were the increased consumption of fuel, it might appear unnecessary to allude to it so emphatically, but it is the forerunner of consequences far more momentous, viz., liability to
explosion, and that too wit/hout warning, or the possibility of
calculating the time.  That occurs in-this wise: When scale has
formned, the water no longer comes in contact with the iron; the
crust is a bad conductor of heat, and the iron attains a dangerously
high temperature.  If the scale is thick, the intense heat in the
furnace (urged it may be, by a powerful artificial blast) will make
such parts red-hot, sometimes, in a single minute.  In this state,
having no longer strength, it immediately yields to the internal
pressure, and an explosion is the result.  Where the scale, however, is not so thick as to produce this precise result, it yet causes
the destruction of the iron, by what is called burning.  In such
cases the boilers are in an extremely dangerous condition, and repairs must always follow.  Tihe direct expense of making these
is by no means the only cost, for there follows, lwhat is to the owners
far worse, loss of time.  And startling as it may seem, the time
lost in making repairs, from  damage by salt water alone, may
be safely estimated at one-eightlh of the whole existence of the
ship.
Repairing damages involves the necessity of suitable shops; and
as these are found in comparatively but few places, and distant
from each other, sea steamers are often under the necessity of going
thousands of miles for what oftentimes will be mended in a week,
as witness the case of the steam frigate Mississippi, Capt. Adams,
which was compelled to leave the Gulf of Mexico, at a time when
most wanted, to go to Norfolk for the purpose of having her boilers
repaired, &c.  All salt water is not alike in producing the beforementioned bad effects,sonme being much worse than others.  Such
are the tropical seas: a steamer there can, with difliculty, keep
down the deposit of salt, and numerous instances have occurred
in which they have had to lie-to, have their boilers cooled down,
opened, and the salt shovelled out as if from a factory, before she




6
could proceed. An engineer, lately from the Pacific, has stated,
that as far as he could learn there was not a steamer there with
boilers in complete order, and yet nearly all of those vessels are
new.
In a communication of the 18th of June, aInde to the Hon. the
Secretary of the Navy by Mr. Haswell, the Engineer-in-chief, he
says:
"Of the value of this instrument, (Pirsson's condenser,) if successfully applied in the naval service, a fair appreciation of the
benefits involved may be had in a consideration of the following
elements:
1st. The saving in the consumption of fuel; for equal pressures of steam will reach from 8 to 12 per cent. It will also
enable high steam to be used, by which a further economy of it
(fuel) may be had in an increased expansion of it.
2d. The cost of repairs to boilers will be reduced more than
one hayf.
3d. The necessity of using copper as the material of construction will be dispensed with.
4th. The duration of iron boilers will be extended from 4 or 5
to 9 years.
5th. The weights of boilers, similar in design with those to be
used with salt water, will be reduced 20 per cent.
6th. The use of fresh water will enable tubular boilers to be
used; which are the most economical, in space occupied, weight of
material, and in fuel consumed.
7th. The use of fresh water by condensation will preclude the
formation of scale; which will effect a very material economy of
fuel, and reduce the danger from iUjjury to boilers by their being overheated.
8th. The absence of scale in steam boilers, and the saving of
time otherwise lost in effecting repairs to boilers, will render a
steamer more effective, and will extend her term  of service far
beyond any ti-me that has yet been attained.
In fine, the successful introduction of fresh water into the boil



ers of marine steamers, is the most interesting feature that is now
presented to the consideration of the profession; and in consideration of its affording economy of fuel and increased duration of the
operation of a boiler, it is of more value to the naval than to the
merchant service."
If there be so many advantages resulting from the use of fresh
water in the generation of steam, as the Engineer-in-chief recapitulates, surely, then, no means should be left untried to procure it.
Economy in our naval service is essential to its prosperity and
well-being, but the hand of penury may be equally fatal to it.
Thousands of dollars may be annually saved by the adoption of
this important improvement, the efficiency and greater duration of
the vessel ensured, and the safety of human life and the national
honor may be the better guarded.
Copy of a letter fsom Commodore ChOarles Stewart, U. States
Navy, to a friend in Washinzgton.
PHILADELPHIA, June 26, 1850.
MY DEAR SIR: I hope that you will not forget to bring to the notice of the Hon. the Secretary of the Navy, the importance of adopting Pirsson's condenser for our national steamers. I regret indeed,
that the steamship Mississippi was permitted to leave for the Mediterranean before that great invention was applied to her.
There has been no improvement conferred on sea-going steamers equal in value to the Pirsson condenser. The scientific world
has been many years endeavoring to discover the means of substituting fresh water for salt, for the use of the boilers of sea-going
vessels, but have hitherto failed; and the consequence has been,
that the boilers of war steamers, as well as those of the mercantile
marine, have been constantly subject to heavy repairs; and the delays incident thereupon have been severely felt, to say nothing of
the enormous expense which has attended them.




8
I hope, therefore, that you will not fail to urge the Secretary of
the Navy to direct this condenser to be constructed for the engines
of the steamers now building.
I am, very truly, yours,
(Signed)          CHA'S STEWART.
Practical evidence of the merits of Pirsson's Condenser.
PHILADELPHIA, May 17th, 1850.
J. P. PIRSSON, esq.:
DEAR SIR: It gives me pleasure to state, that your patent condenser has fully met our expectations, and given entire satisfaction on board the steamship Osprey.
On her voyage out from Philadelphia she has carried her fiesh
water in the boilers to Charleston, without once blowing off, saving thereby largely in consumption of fuel. At Charleston the
engineer let the water out of the boilers to examine them, and
wash out any sediments which might have been deposited from
any uncleanness of water; and, therefore, on his return tzips salt
water was taken in at Charleston, but so perfect is the condensation and evaporation, for supply of water, that the salt water
was worked intofresh before they reached the Capes of Delaware.
Under these circumstances, of course, no scale was anticipated in
the boilers, and none was found of any kind on examination, on the
return from the first voyage.  No farther examination was made
for scale until the end of the third voyage, when there was not the
slightest trace of deposit of salt, scale, or sediment of any kind,
the iron being as clean as the day it was put in.  This result is,
of course, highly satisfactory to us, and must be gratifying to you.
We are now preparing to build a second steamship, and shall put
in your patent condenser.
Very respectfully,
A. W. THOMPSON,
President of Philadelphia and Atlantic Steam Navigation Co.
*That is from dirt left by the workmen, and to be found in all new boilers.-J. P. P.




PUILADELPHIA, May 11th, 1850.
J. P. PIRSsoN, esq.:
DEAR SIR: To your queries respecting the operation of your
new patent condenser for supplying the boilers of marine engines
with fresh water, I have this report to make as to its actual operation on board our ship:
We have now made several voyages since its attachment to our
engine; and from the first moment that we applied steam to it until
now, it has done all you claimed for it, viz., furnishing our boilers with an abundant supply of fresh water of the purest character,
so that now, after having been several times in tropical seas, I have
found the boilers as bright and clean as the day they were finished. To be able to bear testimony to the above, would, I apprehend, be sufficient to establish the claim of value which would
undoubtedly attach to any successful invention for this purpose.
But in my opinion, to rest here would be stopping far short of what
is due to your discovery. For, besides furnishing, as above stated,
an ample supply of fresh water, it also greatly increases the efficiency of the engine, by giving us a much better vacuum, and en.
abling us to get a more abundant supply of steam than before.*
For I am satisfied had we been using salt water, (without blowers, as at present,) we should have found it, at times, difficult to
proceed. Another distinguishing feature in your invention, and
to my mind one of no little importance, is, that you dou not change
the general structure of the engine, or require any new modes of
operating it. Your invention gives me no trouble, but on the contrary saves me and the hands much work, not to mention, in addition, the economy of fuel, which is considerable.
In conclusion, I will say, that your apparatus came on board
amid doubts and fears from all hands; now, no argument that I
know of could get it out of the ship; and I should be sorry to go
* Although the vacuum is better, yet that is not the only reason of the increased power
of the engine. See remarks on that subject in the introduction.-J. P. P.
2




10
to sea in any vessel not thus supplied.  With my hearty recoinmendations of it to all interested in ocean steam navigation, and
with every wish for your success,
I remain, yours, respectfully,
GEO. F. COFFEE,
Engineer of Steamship Osprey.
PHILADELPHIA, May 4th, 1850.
J. P. PIRSSON, esq.
DEAR SIR: In answer toyour inquiry how your condenser,
now on board the steamer Osprey, running between this port and
Charleston, operates, I am happy to say, that from the first trial
up to the present time it has given entire satisfaction; it has never
for a moment failed in its operation, and the vacuum is regularly
maintained at twenty-six inches, and the water produced by condensation returned to the boilers at 100 to 1100. The condenser and
evaporator are fully tested on board the Osprey, as follows: Here
they fill the boilers with fresh water, which they carry to Charleston; on their arrival there it is necessary to let out the water, to
cool down, so as to clean furnaces and flues, and as they cannot fill.
up with fresh water, they do so with salt; as soon as they start from
Charleston the evaporator is put in operation, and the fresh water
produced sent into the boilers. You are well aware, that sea-water of ordinary density and temperature produces no deposit on the
internal surface of a boiler; the Osprey only has sea-water in her
boilers while she is at the wharf at Charleston, after the flues are
cleaned, say six hours; the evaporator then gradually reduces the
density of the water in her boilers, so that in thirty hours out it is
quite fresh; and on her arrival at the Capes it cannot be distinguished from the Delaware water. The internal surfaces areperfectly clean, and have not been touched since she started, while in
the old boilers they required to be cleaned often.




Your condenser must, I think, commend itself to general favor,
for the reason that there is no contingency connected with it that
can cause any delay to the engine; for if we suppose that the fresh
water part should entirely give out, the ordinary condenser still remains uninjured. I am well satisfied, however, that there is no
part of the condenser but will last as long as the restof the engine.
Yours, truly,
B. H. BARTOL,
Chief Engineer, 5c,
OFFICE OF THE PHILADELPHIA AND
ATLANTIC STEAM NAVIGATION CO.
PIILADELPHI4A, May 15th, 1850.
J. P. PIRssoN, esq., New York.
DEAR SIR: I hardly know what to say in answer to your re.
quest for my opinion of your patent condenser for supplying fresh
water to the boilers of marine engines, lately put to the engines
of the steam ship Osprey, owned by our company. My opinion is
to reiterate, what as far as I learn is the same with all, Cornman.
der, Engineers, and our Companyl, viz., that it has proved eminently successful; and, also, the consumption of fuel has been
greatly reduced. The advantages attendant upon the- use of fresh
water for the generation of steam, which is undoubtedly great, are
all obtained by your invention, and this, too, without complicating, or in any way endangering the operations of the other parts
of the engine.
Much more I could say, and will, if you wish it. But of this I
assure you,if I owned ten steamships, your invention should form
a part of every one of them.
I am, very truly, your obedient servant,
JOHN L. LINTON,
Treasurer 




12
FRANKLIN WORKS, PHILADELPIEIA,
lMJay 29th, 1850,
Mr. J.P./ PIRSSON.
DEAR SIRS Your favor of 24th inst., duly at hand, we immediately brought the matter referred to before the parties, on whomr
we urged the importance of your invention, and at our solicitation they have ordered it. Please prepare the necessary calculations and instructions, as soon as possible, that we may get the
work under way. Make your estimate so as to give us an ample
supply of fresh water for the ship's use also, if at any time it should
be found necessary.
Respectfully, yours,
JAMES T. SUTTON &  CO.
NEW YORK, May 30th, 1850.
J. P. PIRssoN, esq.
DEAR SIR: We are glad to learn that you have put your excellent invention for supplying the boilers of marine engines with
fresh water into operation, on a scale commensurate with its importance; and, also, that you have realized all you expected by
its successful performance.  We never had the least doubt of its
accomplishing the end you had in view at the time of its invention,
when you presented your drawings of the same for our consideration and aid in obtaining its introduction. You may remember we
urged its adoption in a steamder we were then putting an engine
into, but the depressed state of things at that time: discouraged the
owners from applying it, because of the increased cost, notwithstanding, we gave it as our opinion, that the difference of saving in
fuel alone would pay for it in a few months use. There seems to
be, at present, a disposition on the part of owners of steamers to
pay reasonably for any improvement saving fuel, and for the preser*Spring of 1846.-J. P. P.




13
vation of boilers; both of which your invention accomplishes.
You will, therefore, please send us the cost of your patent condenser per cubic foot of cylinder, carrying 15 lbs. to the inch, and
cutting the steam off at half stroke, and oblige,
Yours, respectfully,
H. R. DUNHAM &  CO.,
Archimedes Works.
WASHINGTON, D. C., August 8, 1850.
DEAR SIR: I was much gratified to learn, during my recent
visit to Philadelphia, that your Patent Steam Condenser had proven
itself every thing which I had predicted. Prior to its application
to the steamship OSPREY, (when in model,) I was satisfied with
its excellence and great value. It will doubtless effect a great and
useful improvement in ocean steam navigation. By it the expense
of maintaining ocean steamers will be vastly reduced, and no
steamer with fuel on board need be without fresh water at sea for
the use of the crew, &c.
Your condenser will cause the same amount of fuel to do onethird more work in the propulsion of vessels at sea, and it will
double the durability of their iron boilers —consequently rendering
the boilers less liable to accident from irregular corrosion; and one.
third of the tonnage of the vessel, which is saved by economizing
fuel, will be available for paying freight.
In war steamers the advantage gained by the use of your condenser is so self-evident that it should be universally adopted. Its
perfect success on board the Osprey has conclusively proven its
merits and great value.
I am, very respectfully, &c., your obedient servant,
WM. W. HUNTER, U. S. Navy
J. P. PIRssoN, esq., New York.




14
The recommendation of Win. Sewell, esq., a Chief Engineer of
the United States Navy, to Capt. W. W. Hunter, U. S. N.
PORTSMOUTH, VA.,
August 12, 1850.
DEAR SIR: I have taken the liberty of addressing you on a subject of great importance. I refer to using fresh water in the boiler
of the steamer you are now constructing.
I have always considered it of the highest importance to accomplish this object; but all the arrangements used heretofore have
had some serious objections that were nearly or quite equal to the
benefits derived from the ruse of the fresh water. You are aware
of the use of Hall's and Ericsson's, and perhaps some others.
There has been a condenser put into the "Osprey," and I have
letters from the owners, and from the foreman of Messrs. Merrick
& Son, stating that it has worked most successfully, and in which
I have full confidence myself, as it, in my opinion, removes all
the objections to those named above, and will save at least twothirds, if not the whole cost of its application on the passage out,
as you may calculate on a saving of about 20 per cent. offuel.
This alone will be a most important item, both in saving the
cost of the fuel, and in the greater distance that can be accomplished with the same amount. Then there is greater safety to the
boiler, increased durability of it, and a saving in repairs, &c., as
well as the certainty of keeping in order.
The saving of 20 per cent. of fuel, where coal is from 30 to 40
dollars per ton, will be a very important consideration, besides
saving in the labor in handling as well as in the cost.
I think you will see the importance of it. It is patented by Joseph P. Pirsson of No. 5, Wall street, New York; it is not very
expensive, a considerable part of it being cast iron."
Truly, yours, &c.,
WILLIAM SEWELL.
Capt. WM. W. HUNTER, U. S. Navy.




15
[EXTRACT.]
OFFICE OF ENGINEER-IN-CHIEF, U. S. NAVY,
August 26, 1850.
SIR:
In regard to the desire expressed for a direct and unequivocal
opinion of mine as to the value and efficiency of Mr. Pirsson's
invention, &c., I have to say:
1st. As to its "value and efficiency," in the total absence of
the elements of the number and extent of its applications, the one
element of value pro rata with the ordinary condenser is alone
left, and this, in the point of economy of expenditures, will range
as follows:
In the consumption of fuel from 10 to 20 per. cent.
In the construction and repairs of boilers to be from 30 to 50 per
cent.; whilst in the more essential point of efficiency, the term of
capacity for duration of operation of the vessel may be safely stated
at one-third more.
2d. "Of its superiority or inferiority to other contrivances for
the same purpose, it presents the essential element of being less
liable to disarrangement, with equal efficiency of action, with that
enjoyed or claimed, by and for, any other contrivance for the same
purpose.
3d. Of "the importance of adopting it in the Navy." It presents itself in the several points of economy, efficiency, and the
duration of operation of a naval steamer, in either of which its
application, in my opinion, is imperatively called for. As an exponent of the extent of the economy that would be effected by it
in the consumption of fuel alone, by the steamers now existing in
our Navy, it would induce a saving of    tons of coal per diem!
Regarding further the request for an unequivocal answer from
this office, I trust that the report of the 3d instant was not otherwise considered, for if so, I signally failed of my purpose, as I
have always been anxious to remove cause for a censure so obnoxious to propriety, both in my official and professional communica



16
tions; and with a view therefore to meet this case in the spirit that
is asked for it, and aside from any comparisons with either positive or alleged claims, I beg leave to say that, in my conviction,
the instrument of Mr. Pirsson, except in the position of the tubes,
is WHOLLY NOVEL, COMPLETE IN ALL ITS ARRANGEMENTS, and
EFFICIENT IN ITS OPERATION; and that the economy of marine
steam navigation renders the application of it, or one of similar capacity and efficiency, positively imperative; and further, that of
such consideration is an instrument for the furnishing of fresh water to marine steam engines, that without the immediate application of it to steam engines in this country, foreign governments
will resort to it, and in the lapse of time there will be accorded to
them the credit of an improvement in the marine engine, second
only to the original construction of it.
I am, very respectfully, yours, &c., &c.
(Signed)                     CH. H. HASWELL.
To CHIEF OF BUREAU OF CONSTRUCTION,
Washington.
[COPY.]
BUREAU OF YARDS AND DOCKS,
Washington, L). C., /ugust 31st, 1850.
SIR: As you desire me to state my opinion of your patent condenser, I have no hesitation in saying, from an examination of the
model, and from the testimonials presented by you from competent
persons of its entire success in the steam ship Osprey, that it is the
best machine for the purposes for which it is designed I have ever
seen, and that all sea-going steam vessels should be furnished with
them for safety, economy, and convenience.
i am, very respectfully, your obedient servant,
(Signed)                            JOS. SMITH.
To J. P. PIRSSON, esq.,
Washington, D. C.




17
THE REPORT OF ENGINEER COFFEE.
GREAT SAVING OF COAL, OIL, AND TALLOW.
STEAM SHIP OSPREY,
Philadelphia, January 25th, 1851.
"'The boilers of this steamship have undergone a thorough exploration, the result of which is, we found neither the iron plates
norfJues in any part injured by corrosion or scales, and they are,
to all appearances, just as good as when they first left the boilershop. The workmen declared they had never before seen so clean
a pair of boilers after being used; and this is true: for, had we been
using salt water, as we should have done if it was not for Pirsson's
condenser, the boilers would have been badly scaled and much
worn by this time.
"' We next examined the condenser, and the result was equally
gratifying with that attending the boilers. The pipes we found as
perfect and in as good condition as when they were first put in.
Indeed, this somewhat astonished me, as I had been frequently
told that the pipes would be found furred, or coated with a deposit, which would prevent the steam being condensed. But nothing
of a deposit appeared, and the best proof of their cleanliness is,
that we closed up the apparatus, leaving the pipes in precisely the
same condition that we found them.
"The saving in coal and oil is very considerable. We use now
one barrel of oil, where we formerly used three barrels, and a large
quantity of tallow besides. The latter we have dispensed with
altogether.  That a steamship is much safer with Pirsson's condenser than without it, I have been fully convinced by my last
year's experience; and of this no better evidence is required than
the fact that a much greater volume of steam can be produced by
the same amount of fuel than when salt water is used. "
(Signed.)    GEO. F. COFFEE.
Chief Engineer.
3




CAPTAIN  BAKER, of the STEAMSHIP COMMODORE
STOCKTON, now on her voyage to the Pacific, writes thus to
the constructors of her engines:
CAPES OF DELAWARE, -
October 31, 1850.
Messrs. J. T. SUTTON & Co.:
GENTLEMEN: I have the pleasing satisfaction of informing you
that the engines of the Commodore Stockton perform as well as
any engines of the same power can do.  The condenser works
perfectly, and I believe that it will perform all that Mr. Pirsson
guarantees.0 We are now at the capes of the Delaware, and our
boilers are continuously and amply supplied with fresh water.
This, I consider one of the most important improvements that has
ever been introduced on board a sea steamer, and as soon as it is
generally known, no steamer will be built without it."
I am, yours, respectfully,,
(Signed)    JNO. BAKER,
-Commanding, steamship Commodore Stockton.
FROM "THE JOURNAL OF THE FRANKLIN INSTITUTE.!'
In the last number the following notice of Pirsson's Condenser
appears: " The Condenser of Mr. J. P. Pirsson, which was noticed in the Journal some time since as being in use on board the
steamship' Osprey,' running between this port and Charleston,
has been examined within the last few days, while the ship was
being refitted for the coming season, and found to be as perfect as
when first put in use. The tubes, both internally and externally,
were found to be perfectly clean, and the boilers free from scale.'"
In another part of the same Journal, amongst the minutes of
the proceedings of its Directory is the following: " Pirsson's condensers in the steamship Osprey have just been opened for the
purpose of inspection by Messrs. Bartol & Smith, and found to be
clean and in good order after a year's constant use, and had given
much satisfaction to the examiners."




FROM "THE REPUBLIC" OF FEBRUARY 20, 1851.
NAVAL ECONOMY.
The attention of the scientific world has been directed for several
years to devising some mode of supplying the boilers of sea-going
steamers with a continuous supply of fresh water. It is admitted
that the use of fresh water would effect a great saving; but there have
been hitherto mechanical difficulties in the arrangernents for furnishing it which have been entirely overcome, it is believed, by
Mr. Pirsson's condenser.
In addition to the mass of testimony furnished the Naval Committee at the last session of Congress, we have before us the recent
report of the chief engineer of the"steamship " Osprey," and a
letter to the builders frotm the commander of the steamship Cornmodore Stockton, besides the report of the Board of Examiners
appointed by the Franklin Institute of Philadelphia, confirming
the continuously successful working of Pirsson's condenser, and
furnishing some very remarkable facts.
CAUTION.
An effort having been made before the Naval Committee of
the House of Representatives, to defeat the proposition to save
money to the Government, by another person claiming to be the
inventor of this apparatus, the following is a copy of the decision
of the Commissioner of Patents in the case:
In the matter of the interference between the pending application of Edwald Lynch and the patent granted to Joseph P. Pirsson, for which a hearing was appointed on the first Monday in December, 1850.
The testimony forwarded by both parties having been carefully
considered, priority of invention is hereby decided infavor of said
Joseph P'. Pirsson.
(Signed.)    THOS. EWBANiK,
Conzmn-issioner of Patents.
U. S. PATENT OFFICE, Dec. 20, 1850.




20
[from the New York Herald.]
FRESH WATER FOR THE BOILERS OF SEA STEAMERS.
It has been our aim to keep the readers of the Hlerald informed
of all progress making in steam navigation; and, under date of
April 19th, we gave an extract from a Philadelphia paper, relative
to an apparatus for providing fresh water, which, it stated, had
been applied to one of the Charleston steamers from that port, and
that so far it had worked admirably.  We at once requested one
of our correspondents there, who is an able engineer, to look into
the matter and report the details, as we wiell knew the great interest such an invention would possess to our readers.  He wrote
that the inventor had afforded him  every explanation, but had
requested that no publicity should be given to facts until several
voyages should have been made, and the efficacy of the apparatus
fully demonstrated.  Our correspondent has now furnished the
report requested, from which we take such parts as are of most
interest, regretting that we have not space to give it entire.
" The steamer Osprey has an improved condensing apparatus,
so constructed that the condensation of the steam, to produce the
usual vacuum, is effected without mixing it with the salt injection
water, as formerly the case.  The steam  from all water is of
course fresh, and, being reduced to the solid form again, should
give back a quantity of water equal to that of which it was originally composed.  Some of the steam generated will have been
lost by leaks, as at the stuffing-boxes, gauges, &c.; and on this
vessel that loss is made up by a very ingeniously arranged evaporator, which is constantly in operation when the engine is in motion, and may also be used at any other time if necessary. T'he
condensed water from both these sources is delivered into a reservoir, ready to be pumped into the boilers by the oicdinary feed
pump.
c" These are precisely the results intended to have been accomplished by the use of Hall's English invention,'which performed
to entire satisfaction, but which, from radical defects in the principle of its construction, it was found could not be kept in order;
the vacuum would be impaired on the slightest (lefect, and consequently the efficiency of the engine would be destroyed.  In the
Osprey,.it was evident to any engineer that if the apparatus should




21
fail at all, it can only be in the production of fresh water, since
the vacuum  must still be as perfect as in the usual method of
working; the boilers would then have to be supplied with salt
water instead of fresh, but this would not involve the necessity of
stopping the engine even for a moment.
"The Osprey fills her boilers here with fresh Delaware water,
which, by means of the condenser, she uses over and over again
until she gets to Charleston, and might as easily continue round
the world. At that port she must empty the boilers of the hot
water, in order to cool sufficiently to clean the furnaces; and she
fills them with the salt water of tile harbor, as fresh cannot be had.
The evaporator is so effective that a sufficient supply is produced
to render that in the boilers perfectly fresh by the time she has
reached the capes. The ship has now made some seven or eight
voyages, and the boilers are as perfectly clean as when new.
" The Philadelphia and Atlantic Steam  Navigation Company
are the owners of this ship; and I was informed by the President,
A. W. Thompson, esq.; that they estimate the saving of fuel as
of very material importance.  They are so highly gratified with
the performance of the new condenser that they intend to have it
attached to the engines of the new ships they are building for the
same line.  The engineer, Mr. George F. Coffee, expresses himself much pleased with it, as he is enabled to get a better vacuum,
and also to keep the water in the boilers at an uniform height.  I
have to acknowledge the kindness of both those gentlemen for
the information here given.
" The alterations were made under the immediate supervision
of the inventor, Mr. Joseph P. Pirsson, of New York, who, I
learn, has been four or five years in perfecting his invention, and
has now patents in the United States, and in the principal countries
of Europe.
" I do not hesitate to express the opinion that his invention will
yet be the means of shortening the voyag-e fron  New York to
Liveipool fro~m one to TWO DAYS."








R.AR - -R.tS: ~M:::j~,:~ —-===~-;.:.~-O.,:.:~'..Rr..',- OF:
DELIVEREDKS
IN TIIS.EN'ATE OF.'r!~I U NITED STA TES,
AUGU:T:0,.52,,
EXTRACS.0     i       f ETTEK S'RO  TO E NEAW. DJERPASM ET;
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P. NT:.E.::.-10  g.    L:- OW- IEtS.
NJI     IN T:tSHE SEN;AT'':E OF TIlE  UNIT'E:D S'T'ATrES,
AUGUST 30, 18.5P
AND i'    -EXTRThilS FROM L.ETTERS -FROM- THE NAVY; DEPARTP_ MENT'l'.    I
_           4








REMARKS
OF
MR. S TOCKTON, OF NEW JERSEY,
PIRSSON'S CONDENSER,
DELIVERED
IN THE SENATE OF THE UNITED STATES,
AUGUST 30, 1852,
AND
EXTRACTS FROM LETTERS FROM THE NAVY DEPARTMENT.
WASH IN GTOP 0 
PRINTED BY LEMUEL TOWERS
1852.








REMARKS
OF
MR. STOCKTON, OF NEW JERSEY,
ON
PIRSSON'S CONDENSER.
DELIVERED IN THE SENATE OF THE UNITED STATES, AUGUST 30, 1852.
The Senate having under consideration the Naval Appropriation Bill, Mr. STOCKTON said:
Mr. PRESIDENT: I will endeavor to  answer the
question proposed by my friend, the Senator from
Illinois, and I hope it will be satisfactory.  My
impression is that Senators do not thoroughly understand this subject, and that the mystery and confusion which has enveloped it heretorfore is likely to continue, unless some further explanation is made. Although when this debate commenced 1 did not intend
to tak any part in it, yet notwithstanding, I must now
ask the indulgence of the Senate for a few momenss
while I explain, as well as I may be able, the circumstances under which this question comes before the Senate, and the necessity there seems to be that Congress
should do precisely what the amendment asks them
to do.
A steam condenser capable of supplying a vessel with
a sufficient quantity of fresh water for her boilers, has
long been a desideratum in ocean navigation. I will
not detain the Senate by a dissertation on the steamboiler or engine; all must know the importance of a
condenser at sea, to supply fresh Awater for the boilers.
I will proceed at once to show that Pirsson's condenser




4
is the best, the very best beyond  all question, that
has yet been invented, and that experiments, full
and ample experiments, have proved it to be all its
friends claim for it.
Now, sir, I must be permitted to present to the Senate the following satisfactory testimonials in corrobo.ration of what I have said, and will say, in its favor.
In reference to Pirsson's steam surface vacuum condenser, Messrs. HENRY R. DUNHAM & Co., of the Archimedes S-team-Engine Works, say:
"6 We gave it as our opinion that the difference of savin g in
fuel alone would pay for it in a few months use. There
seems to be, at present, a disposition on the part of the owners of steamers to pay reasonably for any improvement saving:fuel, and for the preservation of boilers; both of which your
invention accomplishes."
COMMODO-RE STEWAIRT whose opinions of such matters has ever been regarded with respect and confidence, says:
" There has been no improvement conferred on sea-going
steamers equal in value to the Pirsson condenser."
COMMoDoRE SMITH, Chief of Bureau of Yards and
Docks, says:
"It is the best machine for the purposes for which it is designed I have ever seen, and all sea-goin,_  steam  vessels
should be furnished with them for safety, economy, and convenience."
COMMIODORE SHUBRICK, the present Chief of Bureau
of "Construction, Equipment, and Repairs," says:
T" he Bureau concurs in this view of the late Secretary, and
indulges in the hope that Congress, in consideration of the deficieacy of the Navy in the only description of steamers which
may be considered at all efficient for war purposes, will put it
in the power of the Department to introduce Pirsson's surfarce
con'densers into several new propeller frigates and sloops of
Wallr."
CHARLES H1. HASrELL,  the late Engineer-in-Chief
of the Navy, in an official report to the late Secretary




of the Navy, Mr. Preston, says in regard to Pirsson's
condenser:
"It presents itself in the several points of economy, efficiency, and( the duration of operation of a naval steamer, in
either of vwhich its application, in my opinion, is imperatively
called for. As an exponent of the extent of the economy that
would he effected by it in the consumption of fuel aloie, by
the steamers now existing in our Navy, it would induce a
saving of' 59 tons of coal per diem!"
And again:.
"I beg leave to say that, in my conviction, the instrument
of Mr. Pinsson, except in the position of the tubes, is WHOLLY
NOVEL, COMPLETE IN ALL ITS ARRANGEMENTS, and EFFICIENT IN ITS
OPERATIoN; and that the economy of marine steam  navigation renders the application of it, or one of similar capacity
and efficiency, positively imperative; and, further, that of
such consideration is an instrument for the furnishing of fresh
water to marine steam engines, that without the immediate
application of it to steam engines in this country, foreign
governments will resort to it, and in the lapse of time there vill
be accorded to them the credit of an improvement in the marine
engine, second only to the original construction of it."
CHArLES W. COPELAND, formerly Chief Engineer in
United States Navy, late Chief Engineer of the Allaire
Steam Engine Works, and now an eminent consulting
Engineer in New York, says:
" In respect to condensation by metallic surfaces, my opinion has often been expressed that this is the only remedy for
many of the evils attendant upon ocean steam navigation.
Of the numerous plans that have, from time to time, been
brought forward to accomplish this object, Pirsson's condenser is the ONLY ONE which is effectual, and at the same time
avoids the evils arising from an expansion and contraction of
the parts, which has caused the destruction of ALL OTHERS.
"This condenser has been in use for several years, giving
the most satisfactory results in every respect. From my knowledge of it, I have not hesitated to recommend it for sea-going
steamers, and in one or two cases it has been adopted on my
recommendation, and the most satisfactory evidence furnished
in regard to its operation.
" The advantage of this mode of Mr. Pirsson over the ordinary jet condenser, I conceive to be"First. A saving of fuel to the extent of at least 15 per
cent.




"Second. An increased durability of the boilers, not less
than 50 per cent.
"Third. The labor of keeping the boilers in proper condition, both at sea and in port, is very much diminished.
" Fourth. A very great saving in current repairs of boilers.
" Fifth. Boilers of a given power would occupy less room
and weigh less in consequence of the " blowing off" operation
being unnecessary.
"'Sixth. A much more uniformly efficient vacuum can be
maintained at sea with Pirsson's condenser than with any
other, and consequently there is not that amount of labor required in attending upon the engines."
B. H. BARTOL, Chief Engineer of Merrick & Towne's
Steam Engine Works, at Philadelphia, who constructed
one of Pirsson's Condensers for a steamship, says:
"The Pirsson condenser must, I think, commend itself' to
general favor, for the reason that there is no contingency connected with it that can cause any delay to the enine; for if
we suppose that the fresh water part should entirely give out,
the ordinary condenser still remains uninjured. I am well
satisfied, however, that there is no part of the condenser but
will last as long as the rest of the engine.
Messrs. JAMEs  T. SUTTON &  CO., of the Franklin
Steam  Engine Works, at Philadelphia, say:
" We urged the importance of your invention, and at our solicitation they have ordered it. Please prepare the necessary
calculations and instructions, as soon as possible, that we
may get the work under way. Make your estimate so as to
give us an ample supply of fresh water for the ship's use also,
if at any time it should be found necessary."
Lieut. WILLIAM  W. HUNTER, U. S. Navy, who has
had much experience in steam matters thus expresses
himself:
" Pirsson's condenser will cause the same amount of fuel to
do one-third more work in the propulsion of vessels at sea, and
it will double the durability of their iron boilers-consequently
rendering the boilers less liable to accident from irregular
corrosion; and one-third of the tonnage of the vessel, which
is saved by economizing fuel, will be available for paying
freight.
"In war steamers the advantage gained by the use of Pirsson's condenser is so self-evident that it should be universally
adopted."




Chief Engineer, GEo. F. COFFEE, of the steamship
Osprey, which has had the Pirsson condenser attached
since 1849, thus speaks of it:
"The boilers of this steamship have undergone a thorough
exploration, the result of which is, we found neither the iron
plates nor flues in any part injured by corrosion or scales, and
they are, to all appearance, just as good as when they first
left the boiler shop. The workmen declared they had never
before seen so clean a pair of boilers after being used; and
this is true: for had we been using salt water, as we should
have done if it was not for Pirsson's condenser, the boilers
would have been badly scaled and much worn by this time.
"We next examined the condenser, and the result was
equally gratifying with that attending the boilers. The pipes
we found as perfect and in as good condition as when they were
first put in. Indeed, this somewhat astonished me, as I had
been frequently told that the pipes would be found furred, or
coated with a deposit, which would prevent the steam being
condensed. But nothing of a deposite appeared, and the best
proof of their cleanliness is, that we closed up the apparatus,
leaving the pipes in precisely the same condition that we found
them.
"The saving in coal and oil is very considerable. We use
now one barrel of oil, where we formerly used three barrels,
and a large quantity of tallow besides. The latter we have
dispensed with altogether. That a steamship is much safer
with Pirsson's condenser than without it, I have beenfully convinced by my last years experience; and of this no better evidence is required than the fact that a much greater volume
of steam can be produced by the same amount of fuel than
when salt water is used."
The Editors of that scientific work, the "JOURNAL
OF THE FRANKLIN INSTITUTE," say:
"The Condenser of Mr. J. P. Pirsson, which was noticed in
the Journal some time since as being in use on board the
steamship'Osprey,' running between this port and Charleston,
has been examined within the last few days, while the ship
was being refitted for the coming season, and found to be as
perfect as when first put in use. The tubes, both internally
and externally, were found to be perfectly clean, and the
boilers free from scales."
EDwARD  K. COLLINS Esq., of the Collins  line of
steamers, says, August 18, 1852, a few days since:
" Having for a long time entertained a favorable opinion of
Pirsson's condenser, I have taken much pains to get every in



formation I could respecting it, and I am h appy to say that
my.opinion has been so fully confirmed, that I SHALL PUT IT IN
THE NEXT STEAMSHIP I BUILD."
GEORGE 1W. ASPINWALL, Esq., who has had  the
Pirsson condenser in use on three of his steamers thus
closes a letter recommending it:
"I can only say I never would send a steamship to sea without the Pirsson condenser, securing as it does so GREAT A SAVING
IN ALL RESPECTS."
Now hear what Chief Engineer ROANiE, of the steamship " Quickstep," says of the advantages of Pirsson's
Condenser, in a letter to the constructors of the engines,
Messrs. Reany, Neafle & Co., he remarks:
"Can you point to any steamship which has ever steamed
continuously for forty-five days, under a constant pressure of
forty pounds of steam  to the square inch; part of the time,
too, in the saltest of oceans, without ever blowing one drop of
wvaterfronm her boilers, or once drawing the fires?  This was
done in the Quickstep, and much more."
At another part of the letter he says:
"The vessel was very deeply laden, and we encountered
very heavy weather; yet not the slightest accident occured
to any part of the machinery, as on a survey at that port
every thing was found in perfect order.  The boilers and condenser were absolutely as perfect as when they left your works.
The rest of our voyage was accomplished with like results.
"Here let me stop for a moment, and consider what has
been done. A small steamer, (550 tons,) of inferior power,
laden to the water's edge, leaves the wharf at Philadelphiapasses twice through the tropics-through the Strail s of'
Magellan- steams on continuously for some twenty thousand
miles, on two occasions of periods of forty to fifty days, not
having a fire drawn from her boilers-arrives at her port of
destination as perfect as at the start, ready for a new cargo,
and not a place to spend a shilling upon the engines or boilers
if you would!
But I have not half done with stating the remarkable
things performed by the condenser or resulting from it. One
of the most gratifying was the vacuum, and the temperature of
the feed water. The vacuum gauges were open syphons, hence
affected by every change of the atmosphere. When the barometer stood at thirty inches, the mercury in the short leg
of my gauges stood constantly at 141 inches below equilibrium, or equal to a vertical column of 29 inches, and feed




water, according to the temperature of the ocean, was from
150~ to 160~ F."
Again he says:
"Some amusing incidents occurred on the voyage. My
assistants had very poor faith in the condenser when we left,
and prophesied all manner of difficulties. My first assistant
stuck to it that the pipes would all choke up. At Rio I was
taken sick, and while unable to do duty he opened the caps
to examine the pipes. I-Iis astonishment and disappointmennt
on findingl nothing there was very great. HIe said he could
hardly believe it possible that it should be in such perfect
order. I was constantly visited by engineers in every port,
and from steamers of all nations. Their surprise on examining the admirable condition of my boilers was unbounded,
and they would constantly contrast it with that of their own,
manyq of which were badly scaled and burnt, and undergoing
costly repairs. An old Brazilian officer who came to see me
said, after a long and careful examination,'I knews that if
this was ever found out, it would be some Yankee that would
do it; it is a great thing.' And so I say, it is a great thing;
and you will never find me operating an engine without one,
if I can help it. If any engineer would say otherwise, let
him look at the crazy and unsafe condition of the boilers in the
Pacific at this time, especially in the pioneer steamers. All
those might now have been sound and strong, had Pirsson's
condensers been on board."
Mar. Aspinwall, the owner of the Quickstep, in a
letter dated July 22d speaking of Mr. Roane, says:
"You may count him  as a very reliable, excellent, and
faithful man, and one in whom you can confide. I highly
recommend him as a good mechanic and engineer, and a
trustworthy man. He served seven years with Messrs. Stillman, Allen & Co., of the Novelty works.
Further important testimony is afforded by Chief
Engineer BucK, of the steamship "Al6atero8,"` who has
had a long experience with Pirsson's condenser.  He
says, among other things:
" The greatest consumption of coal with the fresh water apparatus has been, and now is, TWELVE tons per twenty-four
hours, and the boilers were always kept perfectly clean;
while, however, we were using salt water, as we had to do
with the jet part of the condenser, the consumption of coal
was INCREASED ABOUT SIX TONS per twenty-four hours, and the
whole interior surface of the boilers became covered with scale,
while the speed of the engine was also materially diminished by
reason of a deficiency in steam."




10
Again, he adds:
" The action of the fresh water has separated the scale which
had formed inside of the boiler, and the quality of the water
supplied by the condenser is so pure and fresh that I would
cheerfully compromise for no worse for drinking while at sea."
Then comes the testimony of Chief Engineer SIMON
BAKER, who had charge of the steamship "Commodore
StoctCon,," from Philadelphia to San Francisco, and for
many months afterwards in the Pacific ocean. He says:
" On our arrival at San Francisco, a searching investigation
into the condition of our machinery, boilers, and condenser,
was instituted, and it was universally admitted that no
steamer had ever arrived there in such perfect condition. It
seemed to astonish the engineers of other steamers there as
much as it pleased me, although my previous experiments
with the condenser had satisfied me of its inestimable value.
"I am now about to return home, and I leave the Commodore Stockton at this port, with her machinery in the most
satisfactory condition. The boilers and the condenser are as
perfectly clean and free.from scale or deposit of any kind as
when they were first made, and not a single dollar has been expended on the boilers, notwithstanding they have been in constant service for nine months. I know of no other boilers
which have been in use on this ocean for three months, that
are not covered with scale, and many of them that have been
in use for two years are entirely destroyed.
"Our boilers have been constantly supplied with fresh
water and a vacuum regularly maintained at 27 inches; the
feed water returned to the boilers at 118~, and has scarcely
ever varied from this temperature. When we left Philadelphia we were burning bituminous coal, and consumed 41 tons
(accurately weighed) per 24 hours, carrying 34 and 35 inches
pressure of steam, and working at full stroke. In order to
test more fully the advantages of the condenser, as you d(esired, in going to Rio Janeiro, I shut off the fresh water apparatus, and used your condenser as a common jet condenser.
Here the incalculable value of the apparatus was made very
manifest. The consumption of coal was increased twenty per
cent.; and the temperature of the feed water was reduced
nearly 15 degrees, and the vacuum fell and became very irregular. The difference between your fresh water apparatus and
the ordinary condenser is here shown by the steadiness of the
vacuum; because, through all the changes of the temperature
even, the vacuum was preserved at 27 inches, whilst by the
ordinary condenser I could not manage to obtain a steady
vacuum under the most favorable circumstances."




Andl he thus ends his letter:
" In conclusion, 1 would assure you that if engineers generally were acquainted with the value of your condenser, they
would go to sea in no steamer to which it was not attached.
As to the pecuniary saving, it is too large for owners of seagoing steamers to disregard, as they can be run at so much
less expense, that no vessel without them can successfully
compete with those having them on board."
Mr. THOMPSON, the President of the Atlantic Steam
Nacvigation Co., thus speaks of Pirsson's condenser: 
"It will at all times afford me pleasure to aid in the extension of the use of the condenser, for two reasons: First. It is
a great private benefit to the owners of steamers, because it
makes them more economical, and will therefore tend to increase the steam marine, and extend commerce. Second: It
is a public good, because it preserves the strength of marine
boilers, and tends greatly to the safety of those on board such
steamers as use it."
Then comes engineer SAMUEL GENTHER, of the steamship "Utah," who says:
"I have had charge of the Utah since she was built. Pirsson's patent condenser is attached to the engine, and operates
in the most satisfactory manner, furnishing an abundant supply of fresh water to the boilers. I have condensed steam at
40 pounds to the inch, whole stroke, when the water was at
a temperature of 70~ F., and obtained a vacuum of 261 inches,
and feed water 150~ to 1600 F. Maximum consumption of
coal three and a half tons per 24 hours.
"I have been visited by many engineers, some of the most
prejudiced against the introduction of new things, who have
unanimously expressed themselves satisfied with the perfection
of your arrangement.
"From my experience, I am prepared to make this offer: I
will guarantee to take any well-constructed steamship round
the world, and return to port with the boilers in the most perfect condition, as far as any deposite of scale or corrosion is
concerned, provided your condenser is properly applied on
board. On this I will stake my professional reputation."
Finally, we are placed in possession of the testimony
of a board of the most experienced practical steam engineers of the Navy, who were recently appointed to examine the whole subject of condensation, and they state:
" We consider Pirsson's to be the best surface condenser
known, for the following reasons:




12
"No surface condenser can be safely or judiciously used except it contain a provision, or is so arranged, that it can instantaneously, and at wvill, be converted into a cornmmon jet
condenser, in the event of fracture or other derangement of
the pipes F, parts, &c., A surface condenser must possess, therefore, this important property; if this be absent, other merits
may deserve admiration, but cannot recommend it as practical; anid here we fully agree with the commission in the following opinion, viz: "that we would not be willing to trust a
vessel of our own property without a full provision for a resort to an ordinary injection condenser, and which we cannot
but consider as a first and most essential point in any device
of the kind."  This important requisite, the commission truly
states, belongs to Pirsson's condenser, and they attribute it to
Symington's. Pirssons, however, is the only condenser preseating the NEW and important features of the DOUBLE VACUUM,
by which the condensing surfaces are relieved from the atmospheric pressue, and consequently strain and  leakage,
causes alone of the failure of all other plans of surface condensation. This is not the case with Symington's condenser,
mentioned by the commission in connexion with Pirsson's, as
affecting the same objects. Symington's has a single vacuum,
and if used as a surface condenser, has all the disadvantages
of the atmospheric pressure on the pipes, similar to Hall's
Miller's, and others.
" Question 4. Is it advisable to make the application of the
most approved condenser to all steamers of the Navy?
"Answer. We are of opinion, that, for the reasons hereinbefore stated, it is advisable to apply, as soon as practicable, THE
CONDENSER OF PIRssoN, as now being fitted to the United States
steamship "Alleghany," TO ALL STEAMERS of the Navy, plying
in sed water.
"' This condenser has already been applied to eight merchant steamships; it has been in use in some of them for several years, and the practical results fully bear out our estimate
and opinions.  There are also two large steamships now
being fitted with it at New York.
Mr. President, in addition to all this, we have a letter from  the Secretary of the Navy, stating that a
board of examiners had investigated the merits of 3I[r.
Pirsson's and several other condensers, and that they
had found none of them  perfect —all might be improved.  For all practical purposes this report was
quite useless; it could have no influence to guide the Se



cretary. Since that examination and report, however
there have been experiments made which prove that
this condenser entirely answers the purpose intended;
and is beyond all kind of doubt, the best that has yet
been used in our navigation, and is an instrument by
which hundreds of thousands of dollars may be saved
to the United:States within the coming year, provided
all our own steamers can be supplied with it. This
practical demonstration in its favor, blowing to nothing
the conclusions of scientific examiners, so bothered the
Navy Department, that the Secretary would take no actionl on the subject without the authority of Congress.
Sir, the opposition outside of this Senate to the use
of this condenser, has been untiring, and is as groundless as it seems to have been interested and vindictive.
Various means have been adopted by persons outside
of the Senate to destroy or disparage Mr. Pirsson's invention, and to alarm and excite the Navy Department
and members of Congress. The most absurd reports have
been circulated, which have contributed to embarrass the
Secretary. I hope the Senator from Illinois is answered.
I did hope that it would not be necessary to detain
the Senate by going so far into the merits of this machine. I did hope that all that would be necessary to
satisfy any one, even my friend, the honorable Chairman
of the Committee on Finance, would be, that it was
recommended by all the Chief Engineers of the Navy,
by the head of the Bureau of Construction, by the Secretaryof the Navy, and by the unanimous recomnimenldation of the Committee on Naval Affairs, who, after a
careful examination, do advise its adoption in the
Navy. Is there not something due to this careful examination of the subject, something due to all these
opinions expressed in the decided way in which they
have been expressed-?




14
Again, amongst the evidences of the superiority
of Pirsson's condenser-and that his condenser is
likely to answer the purposes for which the Secretary
is to be authorized to use it, there will be found in the
testimony that has been presented to the Naval Committee, a statement of the engineer of the " Quick Step," on
board of which this condenser had been used. That vessel went to California from Philadelphia. She made one
continuous passage, except when she stopped for coal,
and her boilers were supplied with fiesh water from
the time she left Philadelphia till she arrived at San
Francisco. On her arrival at which place, her engine
and boilers were examined, and they were found to be
not only in good order, but absolutely as perfect as
when she left Philadelphia.  [Now, sir, I will ask
whether this well authenticated experiment does not justify the recommendation of the Secretary of the Navy, of
the Bureau of Construction, and of the Naval Committee, in a way so as to leave no doubt as to the expediency
of immediately applying this condenser to the Navy.
If Senators are resolved to disregard these incontestible evidences of the value of this machine, in consequence of information they have got from other, and
perhllps, not the most honorable or disinterested parties-if they are determined to put down the recommendation of the Secretary of the Navy, of the Bureau
of Construction, and the unanimous recommendation
of the Naval Committee, in consequence of what they
have heard outside of the Senate, let them do it. I
shall do my duty. I stand up here as a member of the
Naval Committee, to defend the recommendation of
that committee, and I place my reputation, not only as
a member of that committee, but the little professional
reputation I have, on the statement that the Pirsson
condenser will be found to answer better than any other
heretofore used.




15
Mr. President, what do gentlemen, in the face of
these experiments and recommendations, propose?
Why, that this subject should be passed over for the
present, and that all the boilers in your steamships
shall continue to use salt water for the next year, to
their great expense and detriment. The boiler of the
vessel to which I have alluded, when examined at San
Francisco, after a continuous voyage of 20,000 miles,
was found to be perfect, and in the language of the
engineer, " not a place to spend a shilling on the engine or boilers if you would;" and I say that if the
ordinary condenser had been used, it would have cost
many " shillings," if not half the original cost of the
boilers to repair them.
Sir, why should this amendment not be adopted?
Gentlemen say because there is some doubt on the subject. I say there ought to be no doubt-there will be
no doubt in the would on the mind of any candid inquirer, that this is the best condenser that has ever
been used. The Secretary of the Navy did not doubt —
the Naval Committee do not doubt-and we come here
this morning, all of us, and ask you to direct the Secretary of the Navy to use it. We ask this authority
because, in consequence of various reports and suggestions made to him, the Secretary feels constrained to
hesitate, lest he might incur too great expense without
the authority of law-and we ask Congress to authorize him to do whatever he may see fit to do, and pay
whatever he may see fit to pay for its use. Surely, sir,
we do no more than our duty. This is not an unreasonable request to be made to Congress. But gentlemen
say that this machine may be improved, may [be Inmide
better. We certainly admit that it may be made better, but we also say that until you do get a better one,
in the name of common sense and prudence acdlpt this,




16
which is admitted to be the best now in use, and will
save to the Government a large amount of money.
If Senators are not yet satisfied, nothing remains for
me to do but to make a long scientific discussion on
the subject of marine engines, and the use of coal, to
show the absolute necessity that something should be
done to reduce the enormous expense of your steam.
navy; gentlemen do not appear to understand much
about steam navigation, and I fear it would take more:time than the Senate can well spare to make them comprehend it fully. My belief is, sir, and I stake my
standing here in the Senate upon it, that if you adopt
this condenser on all your steamships, you will save
nearly $200,000 a year by the operation. In the hope
that I have finally satisfied my friend from Virginia,
the chairman of the Committee on Finance, as well as
other Senators, as to the importance of this measure,
I will detain the Senate no longer.
The debate having been continued by several Senators, Mr. STOCKTON rejoined and said:
If my friend from  Illinois desires another answer
to his interogatory, from me, I will give it. I intended to do so when I last addressed the Senate. I thought
I stated that the Secretary of the Navy wanted authority to use this condenser, in consequence of'the dliculties and confusion which have been thrown in his
way by persons interested in other condensers, and especially because the report made by scientific gentlemen who were appointed for that purpose, was not sufficiently definite or conclusive. The Secretary did not
feel himself at liberty to go on in so important a business without authority of Congress. It will be perceived that this has been forced out of the ordinary
course of departmental regulation, by the interference




of persons not at all' connected mith the navy, and who
are interested in other condensers. What we ask is
merely to disembarrass the present Secretary from the
difficulties that seem to have constrained the action of
his predecessor.
Mr. CASS. Do I understand that the report of the
board was unfavorable to the application?
Mr. STOCKTON. It was more favorable to this than to
any other condenser, but not conclusive.
Mr. CAss. But still not entirely favorable.
Mr. STOCKTON. I wish to be perfectly understood.
The board thought, as I understand the report, that the
Pirsson condenser was the best; but that parts taken
from several condensers, might possibly make a better
one than his. I have in my hand papers which prove
that I am not mistaken.
Mr. SHIELDS. No doubt of it.
Mr. STOCKTON. Now, sir, as a legislator, called upon
to determine what is the best course for the Department of the Navy to pursue under the circumstances; and
especially, as a member of the Committee on Naval
Affairs, I am constrained to insist, with earnestness, that
this amendment ought to be adopted by the Senate.
Our steam navy is costing annually, too much money,
and I believe we may reduce its expenses $200,000 a
year, by a judicious, application of this condenser to all
the engines. Is that not a matter of importance?
How is this conclusion to be avoided? How can Senators satisfy themselves to let the present expenses go
on, simply because the commission did not report that
this condenser was perfect, and incapable of improvement; they reported more favorably of this than any
other condenser, the only difficulty in their minds seems
to have been, that they thought another one might
possibly be made better than Pirsson's; when such a.2




one is made we can use it. But in the meantime let
us apply this.
Mr. President, I have given you the experience of
persons who are engaged in stearm vessels in the mercantile marine-men who are apt to do that which is best;
especially that which is most economical. I cited in
my former remarks, the instance of the " Quickstep "
steamer which went to California, and stated that on
her arrival there her engines and boilers were in as
good condition as when she left Philadelphia. This is
no exaggeration: the evidence in my hand proves it.
Upon so serious a subject as this I am disposed to confine myself within the limits of exact figures.
Here is a letter from the engineer of that steamer to
which I have before referred, stating these facts, and
his great surprise at the result. Here is also a letter
from Mr. George W. Aspinwall, owner, or part owner
of that vessel. Here, likewise, is a letter addressed to
myself, from eminent and skilful mechanics, IReany,
Neafie & Co. in Philadelphia, written to me simply because they knew I felt an interest in such experiments.
Now, I think if Senators have faith in any human
testimony-if they can believe what is testified to by the
most reliable men, they must believe the concurrent testimony of these witnesses and they must come to the conclusion that this is the best condenser now in use or known.
If this be still a disputed fact, then we must go further
into the testimony. But I do not think it can longer be
doubted. Admitting, then, that it is the best condenser-admitting that it has done much to economise
fuel, and preserve the boilers and engines, I ask Senators if they can resist the conclusion, that it is their
duty to give the Secretary of the Navy authority to
use it if he sees fit, and enable him to reduce the expenses of our naval marine. Sir, as a friend of the




19
Navy-as a friend of economy-as a friend of improvement and of progress, I ask Senators to reconsider their
opinions-to do justice to an honorable and useful citizen, and to vote for the amendment.








REMARKS 
As entirely appropriate to the subject so ably discussed by COMMODORE STOCKTON, the following extracts
from letters of the Chief of the Bureau of "Construction, Equipment, and Repair," are submitted for the
consideration of the legislative branch of our Government. These portions of COMMODORE SHUBRICK'S letters, which are now for the first time published, furnish
some evidence of the necessity of early providing for
the construction of suitable war-steamers, which may
be accomplished at a moderate expense, as a large number of frames for vessels as are now lumbering up our
naval stations, and many of them going to decay.
We are indebted to the Hon. J. P. KENNEDY, Secretary of the Navy, and to COMMODORE SHUBRICK, for
the opportunity of furnishing these important suggestions, which we trust may receive that attention they
are entitled to.
Extract of a letter from COMMODORE SHUBRICK, Chief
of the Bureau of Construction, Eq uipment, &c., to
the- Secretary of the Ncavy, of April 2, 1852:
It seems to be conceded on all hands that, for warsteamers, the screw propeller has great advantages over
the side wheels. We have in our Navy but one propeller (the "San Jacinto") at sea; and one (the " Princeton,") preparing for sea. Improvements in the form
and arrangements of propellers, and new developments
of the principles which govern the application of this
power, are daily occurring; and it surely would seem
to be the dictate of prudence that we should keep pace
with other nations, so far as to bring practically into
operation all improvements, and be enabled thereby to




go to work understandingly in preparation of an adequate force on the occurrence of any unforseen emergency.
We have live-oak frames, cut many years since for
sloops-of-war of the first class, and now in the best
condition for use. These frames, lengthened with such
promiscuous timber as is on hand, would build steamers of about 1,300 tons-a class between the "'San
Jacinto" and "Princeton."  It is estimated that, by
using materials on hand, and diverting from  "repairs"
a part of the amount intended for that purpose, an addition to the estimate for " increase, repairs," &c., for
the next fiscal year of three hundred and fifty thousand dollars, for the purchase of engines and machinery,
would enable us to build and equip three such steamers. They would be of the most useful class; neither
so large as to involve an expense disproportioned to
the ordinary services required of a steamer, and large
enough to fully test the power and management of the
improved propeller. Their armament would be such as
to make them quite efficient vessels-of-war. If it should
be deemed expedient to build larger steamers, we have
on hand live-oak frames, cut years since for frigates,
and now in the best condition for use, that might be
worked up in the same way.
Whatever increase it may be deemed advisable to
make to our steam Navy, and surely some increase of
propellers is necessary; this Bureau cannot too strongly
express its opinion against the policy of converting a
vessel built to be propelled by wind, acting on canvas,
into one intended to be propelled by steam; as the
forms and proportions of vessels proper for each purpose are so entirely different, that to alter is almost as
expensive as to build altogether new, and the end in
view cannot in that way be at last attained.




23
If sailing vessels are always to form a part of the
naval force, and those now built should be converted
into steamers, it would not be long before it would become necessary to build others.
It may be urged that England is converting ships-ofthe-line and frigates into propellers. This is true, but
she does not often send such ships abroad. They are
intended for home service and harbor defence. Our
steamers are for foreign service, to accompany our sailing ships-of-war to the China seas, to the Mediterranean,
and to all parts of the world where protection is needed
to our extended and extending commerce.
England has forty-four propeller steamers in commission. The United States has one! England is building three 80-gun steam propellers, and is converting
three line-of-battle-ships into propellers. The United
States is neither building nor converting, except the
small propeller " Princeton," rebuilding with her old
machinery.
The Bureau has suggested the building of three medium sized steamers, in order to bring the subject before the Department in the very lowest point of view,
as regards expense, which it believes to be at all consistent with the true interests of the country; but it
has no doubt that we should be vastly below the
the proper point of preparation, if measures were immediately taken to build several propellers of the
largest size, using the frames on hand for first class
frigates.
Great embarrassment has been experienced in consequence of the failure on the part of persons contracting to build steam engines for vessels-of-war, to comply
with their contracts in point of time. This can, in the
opinion of the Bureau, be removed, by building one
engine at the Navy-Yard in this city, and binding the




24
individuals who contract for the others, to furnish
them by the time that the one here is finished. A
wholesome emulation would thus be excited between
the workmen in the public workshops, and those in the
workshops of individuals.
Extract of a letter from  COMMODORE SHUBRICK, Clief
of1 the Bureau of Construction, Equipment, and Repaies to the Secretary of the Navy, of May 8, 1852:'The hope was indulged that, in view of the fact that
the United States is so far behind all other powers,
having any claim to Naval respectability, in its steam
Navy, and especially in that description of force which
is acknowledged to be the most efficient for war purposes, the screw propeller, an addition for increase, &c.,
would have been made to the estimates from the Bureau, that an opportunity might be afforded to the Department to call into exercise in the public service
some of the genius of the country, in the application
of qa power which is destined without doubt to be the
great fulcrum of Naval strength, and one short step
taken towards a state of preparation becoming a nation
having a commerce so wide spred and so valuable as is
that of the United States.
The fact is already before the Department that we
havey at the different Navy-Yards, quantities of materials suitable for steamers, in the frames, purchased years
since for frigates and sloops-of-war. An appropriation
to meet the expense of labor, and to purcha se or construct
stera  engines and machinery, would be all that would
be required at this time for a purpose so desirable.