When referring to the side-lever engines in a former chapter, I drew attention to the fact that in spite of their virtues they had the great drawback of taking up a great deal of space. The second illustration facing page 128 represents an attempt to overcome this disadvantage. As will be seen on examining the lower part of the engines, the lever has now become very small in size. It will be noticed that there are two inverted cylinders, whose piston-rods are connected by a cross-head, the latter being guided by lever parallel movement, and from it the power was conveyed by means of a connecting rod to the crank on the paddle-wheel shaft. The connecting rod can be seen between the two cylinders in the illustration. These engines were made in 1843 for the _Helen McGregor_, a paddle-steamer engaged in the Hull-Hamburg trade. She was of 573 tons, and was one of the largest ships of her class. [Illustration: ENGINES OF THE “GREAT BRITAIN.” _From the Model in the Victoria and Albert Museum._] [Illustration: ENGINES OF THE “HELEN McGREGOR.” _From the Model in the Victoria and Albert Museum._] It was not until 1852 that the Cunard Company were so thoroughly convinced of the capabilities of either iron ship-building or the screw propeller as to give both a trial. Four iron screw steamers were then built, and these were the first owned by this line which were fitted with accommodation for emigrants. The next year six more iron screw steamers were added, and connection formed with the chief ports of the Mediterranean; and when the Crimean War broke out a number of the Cunard ships were employed as transports. But from one reason and another the screw propeller had not found general favour among passengers. The vibration it caused, its unpleasant “racing” in bad weather, and the new motion as compared to that of the old paddle-wheel, allied to the usual obstinate temperament, showed that the earlier type had still to be retained for a while. Following on the medieval custom, the stern of these early steamships was still regarded as the place of honour, and the saloon passengers were accordingly placed abaft the machinery, which was amidships. Thus placed, the traveller was doubtfully privileged, for the close proximity of the propeller made life on shipboard exceedingly trying to the nerves, and there were many who, having voyaged in the old ocean-going sailing ships, looked back with mixed feelings to the longer but less nerve-racking journeys. The strain on the early screw engine was very considerable when the vessel was pitching fore and aft into the Atlantic seas. Being of comparatively small size, its movements in such circumstances were far more lively than in a modern, lengthy liner, which is able to stretch over a longer span. Consequently, as the bow came down into the sea and the stern rose out, the propeller was much more prone to race wildly, and the gearing, such as we saw in the