the hold. Taking the proportions of other boilers as shown by
Marestier, it has been estimated that the _Savannah_ might have had a
boiler about 18 to 20 feet in length, 7 to 8 feet wide, and 6 to 6-1/2
feet high at firebox. The form might be the same as that of _Fulton
the First_, illustrated in the translation of Marestier's report.[21]
However, since the Russian descriptions[22] indicate there were two
boilers, each measuring 6 feet in diameter and 27 feet in length, the
two boilers would have reached past the mainmast if they were located
in the same manner and in the same place as the boilers shown in the
illustration of _Fulton the First_. Consequently, if the Russian
description is accepted, there would have been a need for longer fuel
(coal) spaces in the wings.

The boilers, then, were the largest piece of equipment to be passed
through the decks; for this an opening (estimated to have been about
10-1/2 feet wide and 8-1/2 feet long) probably was cut through both
decks about 3 feet forward of the main hatch, which was commonly a
little forward of the mainmast. The boilers could then have been
lowered, after end first, into the hold. The opening in the lower deck
could then have been closed, except for a small hatchway perhaps, and
the steam cylinder let down to the lower deck and moved aft into
position. To allow the crosshead to reach its maximum travel, the
opening in the upper deck would have been about 10-1/2 feet wide--the
over-all width of the engine frame--and would have been left open,
inside the deckhouse.

The width of the boilers might be particularly important because it
would determine the deadrise at floor in the hull. The apparently
precise dimensions of the boilers given in the Russian description
were utilized to arrive at a suitable hull form. Both a single boiler
and a double boiler (as described in the Russian accounts) were placed
in the hull to assure the correct space estimates.

Since the engine, as shown by Marestier, had an air-pump cylinder
alongside the steam cylinder (with the pistons of both attached to the
crosshead), it is evident that a condenser was employed. This
condenser would not have been much larger than the air-pump cylinder.
It may have been placed under the side paddle wheel axle on the lower
deck, but its mode of operation is unknown. Possibly it was of the
jet type, with pumps operating off the paddle wheel axle and with a
return of condensate from a hot well in