who saw them, and they presented a
marked contrast to the other steamers that were to be seen in the London
Docks.

Mr. Napier engined and supplied the East India Company with the
Berenice, 220 horse power, in the year 1836, and subsequently with the
Zenobia, 280 horse power, both of which were used as war and packet
ships by the company. In 1839, the British Queen followed with engines
of 420 horse power, which were then considered of extraordinary size.
Several finely modelled steam-yachts were also supplied about this time
to the order of that great turf celebrity, the late Mr. Assheton Smith.
Amongst these we may mention the Fire King, 230 horse power, a vessel
which was the first illustration of the hollow-line system, and which
proved itself to be the fastest steamer then afloat. In the year 1840
the Government was induced to enter into a contract with Mr. Napier to
supply engines for two new war vessels, the Vesuvius and Stromboli, and,
when the return for the cost of repairs, &c., of a number of war
ships--including the Vesuvius and Stromboli--was ordered by the House of
Commons in the year 1843, it was found that the work executed by Mr.
Napier stood the test most favourably when compared with that done by
some other engineers, and consequently proved economical to the nation.
The origin of the British and North American Mail Company, or, in other
words, the Cunard Company, in the year 1840, was an event of immense
national and international importance, to the bringing about of which
Mr. Napier contributed both by his counsel, and by his supplying the
first vessels. Sir Samuel Cunard, who was evidently a man of immense
enterprise and rare foresight, came across the Atlantic with the view of
taking measures for the projection of a line of steamships between
London and New York. Having been introduced to Mr. Napier through his
friend Sir James Melvill, of the India House, Sir Samuel contracted with
him for four vessels, each of 900 tons and 300 horse-power. Mr. Napier
assured Sir Samuel at the time that vessels of this size would be
inadequate for the requirements of the Atlantic trade, and suggested
that they should be 1200 tons and 400 horse-power; but as he failed to
alter Sir Samuel's mind on this point, he proceeded with the building of
the vessels according to contract. Only a very short interval had
elapsed however, when Sir Samuel again saw Mr. Napier, with whose views
as to the size of the vessels he de