1902: Faster….Faster….FastER began in the early 20th century

Hi June,
  Here's the ScreenShots for a colorful story from 1902 about the mail
ship Peru doing a time test run along the coast from Pigeon point to Big Sur.
Let me know if you want a Corrected Text version of this. Enjoy. John

The new steamer Peru of the Pacific Mall Company’s line to China and Japan was speeded over the Government course from Pigeon Point to Point Sur on Sunday afternoon. The course is 58 nautical miles, a little more or less,and to earn the Government subsidy the steamer had to show a speed of 14 knots, or to cover the distance in a few minutes over four hours. She actually covered it in five minutes under the four hours, showing an average speed of 14.96 knots during the test. Her best running, during the middle of the course, when the engines and firemen had  warmed  to their work, was 15 knots strong, and after that the result was never in doubt. The steamer held 15 knots for three consecutive hours.

The Peru is the first large ocean-going commercial steamer ever built on this coast. The success of the Union Iron Works with the cruisers Charleston and San Francisco has been even exceeded in the case of the Peru, and puts the mechanical skill of the Pacific well up to that of the Atlantic. In point of fact the Peru on her Sunday trial beat her sister ship, the Columbia, built on the Atlantic, by a fifth of a knot. It was the general impression of the eperts on the Peru when she was being speeded that she can do 15 knots easily with natural draught, all the time; and the testimony is conclusive to the effect that she is remarkably steady and free from vibration, even when going 13 knots in a choppy sea.

When a CALL representative was awakened from a brief, fitful slumber on the Peru at 8 o’clock on Sunday morning, he found himself taking a last look at the Mail dock, as the propeller throbbed beneath his feet. He had been patiently waiting since 10 o’clock of the previous night for the hour of parting, but it did not come for three good reasons. First, there was a small hitch with the crankpin, which became heated during the final test of the engines at the wharf. Secondly, there was a reasonable doubt about crossing the bar at night with a big steamer loaded down to full ordinary draught. Thirdly, the Peru drew only 17.4 inches forward and too much aft, specific as to a certain draught forward. Accordingly the stern wheeler Alvira from Stockton was brought alongside and many hundreds of bags of flour wre discharged into the forward hold, till the ship drew 18 feet forward and 20 feet aft. Her mean displacement on a 19-foot draught being 4450 tons, the alteration to a mean of 19 feet 3 inches increased this displacement to 4550 tons, so that the Peru when she started was ahead of the contract in this particular.

Just as soon as the Peru had reached a point abrreast of Meiggs wharf a dense fog gathered ahead and the steam whittle was blows vigorously. It was quite a cold morning, and THE CALL representative, who was the only newspaper man on the vessel, felt chilly and lonely. It had been anticipated that a long list of applications would be filed for the trip, and the Union Iron Works had taken the proper precaution to guard against converting a serious trial of the first large commercial steamer built on the coast in to an idlers’ holiday outing. With the exception of a few boy apprentices from the iron works shops, who were supposed to be out on a cruise of instructionns, the 209 persons on board were all out on a cold-blooded, serious businerss proposition. There was no popping of corks nor jingling of glasses, and when the Peru passed the heads at 8:30 o’clock, there was no pomp or pageant or firing of salutes; only the dull heavy thuds of the piston rods, gradually increasing in frequency, and the swash-swash of the waves at the bow. After passing buoy 2 the steamer took a southward course, still veiled in a fog which hid all objects beyond a cable’s length distant.

Captain Ward, happily recovered from his recent illness, was on the bridge, and with him was Captain Tremaine Smith, well known on the China line, and Pilot Miller. Among the little knot of officials interested in the Peru’s trial were the following from the Union Iron Works: R. Forsythe, in charge of the engineer’s department; G.W. Dickey, manager of the works; James Dickey, designer; W.R. Eckard, consulting engineer, and John Scott, the last-named having oversight of the trip on behalf of Irving M. Scott.

Just as soon as the Peru had reached a point abreast of Meiggs wharf a dense fog gathered ahead and the steam whistle was blown vigorously. It was quite a cold morning, and THE CALL representative, who was the only newspaper man on the vessel, felt chilly and lonely. It had been anticipated that a long list of applications would be filed for the trip, and the Union Iron Works had taken the proper precautions to guard against converting a serious trial of the first large commercial steamer built on the coast into an idlers’ holiday outing. With the exception of a few boy apprentices from the iron works shops, who were supposed to be out on a cruise of instruction, the 20 persons on board were all out on a cold-blooded, serious business proposition. There was no popping of corks nor jingling of glasses, and when the Peru passed the heads at 8:30 o’clock there was no pomp or pageant or firing of salutes; only the dull heavy thuds of the piston rods, gradually increasing in frequency, and the swash-swash of the waves at the bow. After passing buoy 2 the steamer took a southward course, still veiled in a fog which hid all objects beyond a cables’ length distant.

Captain Ward,happily recovered from his recent illness, was on the bridge, and with him was Captain Tremaine Smith, well known on the China line, and Pilot Miller. Among the little knot of officials interested in the Peru’s trial were the following from the Union Iron Works: R. Forsythe, in charge of the engineer’s department; G.W. Dickey, manager of the works; James Dickey, designer; W.R. Eckard, consulting engineer, and John Scott, the last-named having oversight of the trip on behalf of Irving M. Scott. 

The steamer ran on a south-southwest course for nearly two hours, during which she sighted a bark under easy sail, outward bound, and a steam schooner bound south. At 10 o’clock the course was changed to a point nearly due east, in order to enable to pilot to make a landfall. The fog slowly lifted, and at last the long line of the hills of San Mateo County, between Point San Pedro and Pescadero, were faintly seen. By the time the Peru had got well in with the land, at a distance of a little over a mile, the fog lifted sufficiently from the base of the hills to enable the location to be ascertained, and the sand of Halfmoon Bay came out as a bright patch of orange in contrast with the gray. As the steamer closed in the engines were sslowed dow, and the vessel, having lost her way altogether, was allowed to roll on the waves for an hour or more while the lead was cast and her drift aascertained. It was found that this quantity, which would have had to be allowed for in the speed trial, was next to nothing, but the wind sent the vessel in-shore, and a small allowance was made for that.

The Peru now steamed down the coast at gradually increasing speed till Pigeon Point was reached. The veil of fog had entirely lifted: the sun shone out bright and warm, and overcoats were doffed as hastily as they had been donned at the start. There was a brief adjournment for lunch, but all minds were occupied in the near approaching speed trial, as the throbs of the propelpropelier (?) increased in rapidity there was a proportionate eagerness to rush up on the deck. The lighthouse came out now, a strong white point and as the steamer, with her propelier (?) running 72 revolutions, came down abreast of it a stream of black smoke poured from her smokestack, indicating that the firemen below were awake to the situation and prepared to meet it.

It was to be a four hours’ battle between the ship and 58 miles of space. Every one wanted to see the ship win, and there were some on board who felt that momentous issues were at stake. It was not alone a question of the mail subsidy, but whether the Pacific Mail steamers of the future should be built on the Pacific or the Atlantic. The Union Iron Works of San Francisco was committed to a contest of speed and endurance with the Cramps of Philadelphia and other well-known Eastern firms. And as the Peru, momentarily gaining speed, fairly leaped over the waves, experts nodded their heads, went aft to look at the log and said that the Peru was “in it.”

That they were not mistaken was shown by several things. First, the rapid change of bearings in objects on shore, which began to shift like the scenes in a phantasmagoria. Secondly, by the wave that was heaped up at the bows and by the big “bone in her mouth.” Third by the log—and, by the way, there were two of them, one on the starboard, one on the port of the ship’s counter. Four hundred feet astern two miniature propellers were being towed by the ship, their revolutions being, of course, in exact proportion to the ship’s speed, and faithfully registering themselves on two dials, with a large hand to denote the miles and a small hand to denote the fractions of a mile. Every few seconds there would be a long melancholy “caterwaul,” resembling nothing so much as a moonlight sonate of disconsolate felines on the tiles, as one or the other of the logs was affected by a tension of the cord and the motion of the tiny screws. “Mee-ah-yow,” that was the sound, and it recurred more and more frequently as the Peru jagged along, so as to become almost a continuous “mew.” Experts and amateurs alike became interested in the logs, and everybody’s pencil was at work on the first few miles. The Peru kept doing better and better, and held her steam bravely even when the engines were making 77 and 78 revolutions a minute.

From 3 till 5 o’clock the interest was sustained. The ship wold win; that was settled. She had been doing 15 knots all the time from the fifteenth minute after the run was started. Some of the officials, ho had had an anxious night of it, and some of the “unofficials” who had been kept awake all night waiting for the Peru to start, took the opportunity of turning in for an hour’s sleep.

It argued well for the success of the venture that the officials most directly concerned were as cool as a cucumber all the time.  As between Captain Kempff, the Government expert, with whom lay the verdict, Captain Ward, the commander, Captain Tremaikne Smith, his fidus Achates Pilot Miller, whose eyes never left the coast line for a moment, the quartermaster whose steering might make or break the trail and the engineers and firemen below, it ws hard to say who could have carried off the palm for cool concentration of mind on the work to be done. To the mere onlookers the aspect of the coast line, momentarily varying; the play of light and shade on the mountains and cliffs; the glinting of the sun’s rays on the blue waters that seemed to dance with the “gaudium certaminis”: the sweeping of the tracery of stars and cordage across the blue vault, as the Peru now and again sank in the trough of the sea–all these things were but a part of the panorama of beauty which unveiled itself: the “sea change,” which so many have read o, and so few have understood. Once in awhile the spouting of a whale would form an incident; then those familiar with landmarks would note how the ship was nearing the outer point of the bay of Monterey,the inner sweep; of which was lost in the atmospheric haze. To seaward there was nothing but the horizon Hue of the blue Pacific; above, a sky without a cloud.

On, on went the Peru, and now far to the southward a low hummock was pointed out as the bourne of the pilgrimage. That little hummock, looking like an island, was Point Sur. If the Peru was abreast of it by 21 minutes after 6 she would fill the bill; and once more a trip was made aft to look at the logs. The result was reassuring, and as the end was so near the sleepers stole forth from their bunks, and those who had been over the “seventeen-mile drive” from Monterey pointed out the monument on the summit of a hill. Then came Point Sur, and just as the Peru’s steam whistle gave a triumphant blast  half a dozen watches were noted and found to agree as watches rarely do. The run commenced at 2 h. 21 min. 20 sec.; it closed at 6 h. 16 min. 20 sec, so that the run had been made in 3 hr. 55 min, and the Peru had 6 minutes to spare. Her speed over the course was officially given as 15 96 knots; had she got in half a minute sooner it would have been 15 knots.

“She is a daisy,” said everybody when the general handshaking had finished. “Well,” said Captain Ward, “let me have the Peru at 15 knots, which she can easily make, and even the China may have to look to her laurels. It’s a good boat that can make 15 knots and hold her steam right along like the Peru has done.” There was a whirl of white smoke from the steamer’s pipe as he spoke, showing that she had made more steam than she wanted.

Consulting Engineer Eckart, who watched the trial on behalf of the Union Iron Works, showed THE CALL reporter the cylinder-cards taken during the trip, from which the horse-power, etc. is calculated for his official report. This cards are made automatically and indicate precisely the pressure above and below the piston in the cylinder at any given moment. Mr. Eckart said that while he had had no time to work up the cards they were the finest he had ever taken and were superior to those of the Rio Janeiro on her speed up. They showed greater efficiency in every respect, and were better even than those of the Columbia, the sister ship built on the other side.

Immediately after the trial the Peru was headed northward and homeward. The change of course occurred just as a number of the young apprentices and guests had settled down in the preliminary soup at the dinner tale. There was a fine menu ahead of them. There was a fine menu ahead of them, bt the young gentleman’s countenances began to put on a play of colors from white to green and pale pink, like the hues of the dying dolphin, and they promptly discovered that dinner had no charms for them. They were even doubtful whether their breakfast and lunch had altogether agreed with them. [there may be words missing here so I will go on with what I have, sorry.]

…which the horse-power, etc. is calculated for his official report. These cards are made automatically and indicate precisely the pressure above and below the piston in the cylinder at any given moment. Mr. Eckard said that while he had had no time to work up the cards they were the finest he had ever taken and were superior to those of the Rio Janeiro on her speed up. They showed greater efficiency in every respect, and were better even than those of the Columbia, the sister ship built on the other side.

Immediately after the trial the Peru was headed northward and homeward The change of course occurred just as a number of the young apprentices and guests had settled down to the preliminary soup at the dinner table. There was a fine menu ahead of them, but the young gentlemen’s countenance began to put on a play of colors from white to green and pale pink, like the hues of a dying dolphin, and they promptly discovered that dinner had no charms for them. They were even doubtful whether their breakfast and lunch had altogether agreed with them….

In a sea of doubts they rushed up the companion ladder, and confided their troubles to the gulls and fishes. There was a nasty choky head sea all the way back, and the Peru thrashed into it at the rte of 13 knots. By nightfall only the old stagers and those who had long ago found their sea legs remained on deck. They were in a minority decidedly. It was a trying night for any vessel, but sleep came to all in time.

The Peru arrived off the heads at 2:55 a.m. and docked at 4 a.m. The trial was a satisfactory one in all respects, and especially in all respects, and especially in the total freedom from vibration. Only in a  few bunks directly over the propelier itself could its movements be felt. Amidships or forward only the motion of  surrounding  objects would inform a person on deck that the ship was moving. The Peru’s tall smokestack proved no drawback. It made plenty of steam, and the rolling was as insignificant as the vibratory movement.

One of the most interesting features on the Peru is her steam gear, which is of the Union Iron Works pattern, and worked admirably. It surprised the most sanguine expectations of the designers, and has the paramount advantage of being connected direct with the big wheel so that if anything happens to it the quatermaster is not under the necessity of going aft to steer the vessel. The small wheel is keyed into the larger and is operated by a three-cylinder engine, the apparatus being so nicely poised and adjusted that a child of 12 years of age could steer the big steamer with the finger.

The Peru is 334 feet long, 45 feet beam; mean draft 19 feet; displacement =, 4450 tons; carrying capacity, 2539 tons.

Captain William Ward, who will command the vessel on her first trip on Thursday, is the youngest commanding officer in the Pacific Mail Company’s service, and is the only one of a number of apprentices taken on by the company to be trained for such positions who has made a success of his profession. He has already established a reputation as one of the most trustworthy captains in the company’s employ.

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Finis

——-DO YOU KNOW THE UNION IRON WORKS? ITS HISTORY? DID YOUR GRANDFATHER OR GREAT-GRANDFATHER WORK FOR THE UNION IRON WORKS? TELL US YOUR STORY.