In the same year that the _Pacific_ took the water was launched the _Himalaya_, of which a beautiful little model is here illustrated. She was built for the P. and O. Line. This fine ship-rigged steamship was constructed of iron at Blackwall in 1853, and in the following year was bought by the British Government and steamed away from Plymouth with soldiers for the Crimea. She was of 4,690 tons displacement, and in that year made a record run from Gibraltar at an average speed of 13½ knots. Originally she had been built for carrying both cargo and passengers, but now she is, or was, ending her sphere of usefulness as a coal hulk at Devonport. Her coal “endurance”--she could carry 1,200 tons--made her a valuable asset, and her six water-tight bulkheads rendered her still more efficient. As will be seen from the illustration, she had a single propeller, and this was driven by yet another type of engine, which we have now to consider. We refer to the vertical trunk engine. We shall be able to understand this better if we examine the illustration facing page 132, which reproduces a drawing of a similar type of engines installed in the P. and O. _Candia_, built a year later than the _Himalaya_. In the trunk engine the piston-rod was done away with, so that the connecting rod is attached directly to the piston within a trunk or tube. This trunk passes through a steam-tight stuffing-box in the cylinder cover, and is made wide enough to allow of the lateral vibrations of the connecting rod inside. As long as steam pressures did not exceed 35 lb. this proved to be satisfactory; but the friction of the stuffing-boxes when they became of large dimensions was a serious drawback. The _Candia_, for which these engines were made, was a screw ship, and the cylinders were placed in a fore-and-aft position. By means of this type of engine, employing trunks, the height required was greatly lessened, and it was not necessary, as will have been noticed was essential in the case of the _Great Britain’s_ engines, that part of them should come up through the deck. Thus, the trunk type meant a saving of valuable space. Between the cylinders were arranged the condensers, which were of the jet type. We may stop to remind the reader that the condenser had been the invention of Watt, who had improved on the Newcomen engine not merely by covering over the top of the cylinder, but by condensing the exhausted steam in a separate vessel, called a condenser. This condensation he brought about by means of a jet of cold water, and the same principle was still employed in the _Candia_. Condensation having taken place, the water thus formed, together with any air which has got in, is then drawn off by the air-pumps, which will be seen in the illustration to be worked from an intermediate crank. It will be remarked on glancing at the left of the picture that the _Candia’s_ crank shaft was connected with the propeller shaft by means of spur gearing, which doubled the speed of