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 1 
 
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 THE ATLANTIC FERRY. 
 
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THE ATLANTIC FEEKY, 
 
 ITS SHIPS, MEN, AND 
 WORKING. 
 
 "V 
 
 ARTHUR J. MAGINNIS. 
 
 MEMBER OF THE INSTITUTION OF NAVAL ARCHITECTS. 
 
 
 .. 
 
 I'-'. ,' 
 
 f 
 
 With nnmerous Illustrations, Diagrams, and Plans. 
 
 I 
 
 LONDON : 
 
 J WHITTAKER AND CO., PATERNOSTER SQUARE. 
 G. BELL & SONS, YORK ST., COVENT GARDEN. 
 
 1892. 
 
 
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 THE ATLANTIC FERRY, 
 
 ITS SHIPS, MEN, AND 
 WORKING. 
 
 BY 
 
 .-^ 
 
 ARTHUR J. MAGINNIS. 
 
 MEMBER OF THE IXSTITUTION OF NAVAL ARCHITECTS 
 
 With moncroxs lllustmtions, Diagrams, and Plans. 
 
 LONDON: 
 WHITTAKER AND CO., PATERNOSTER SQUARE. 
 
 G. BELL & SONS, YORK ST., COVENT GARDEN. 
 
 1892. 
 
 
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 I,l-'i1 
 
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 '■>■_■ 
 
415 
 M3 
 
 CHISWICK PRESS :~C. WHITTINGHAM AND CO., TOOKS 
 CHANCERY LANK. 
 
 COl-RT, 
 
 L7H0I 
 
PREFACE. 
 
 The importance and extent of the Transatlantic steam 
 trade has, ever since its commencement, been the occasion 
 of many interesting articles in magazines, newspapers, 
 and scientific periodicals ; but, so far as I can trace, no 
 publication has yet been issued which would, in itself, 
 give an ordinary reader or passenger an idea of the 
 routine, forethought, and general arrangements neces- 
 sary to carry on such a far-reaching organization as a 
 great steamship line, and which would, at the same 
 time, set forth the various efforts of the noted mer- 
 chants and scientists who have initiated and carried on 
 the service, and also the nature and results of the more 
 remarkable examples of vessels and machinery which 
 they have employed. 
 
 It may perhaps be thought that the chapters relating 
 to the working and management are somewhat brief; 
 but in a book of this kind it would not serve any pur- 
 pose, to describe minutely the minor details of the 
 various departments, or duties appertaining to indi- 
 viduals; consequently, only such leading points are 
 described as would serve to show the general system by 
 which the organization is carried on. 
 
 The chapters devoted to a description of the inspection 
 
 !"' 'I 
 
 i I 
 
 
 J ■7- 
 
 I ''' 
 
 1" 
 
 f. 
 
 ■' y. 
 
 p 
 
vi 
 
 PREFACE. 
 
 made by the Governm«ntal Supervising Authorities will, 
 I trust, be reassuring to those who, for health, pleasure,' 
 or business, are constantly travelling by the great 
 Liners, as they fully explain the careful and searching 
 nature of the inspection and survey which is made 
 periodically by an able staff of Surveyors, to insure 
 safety under all circumstances ; and as these gentlemen 
 are solely in the service of their respective Governmenta, 
 they are removed from all liability of being influenced 
 by any personal interest or question of cost to the ship- . 
 owners, which may be entailed by the due fulfilment 
 of the requirements enacted from time to time. 
 
 The retrospect of the trade was, in a brief form, 
 brought forward in a paper entitled "Transatlantic 
 Lines and Steamships," read by me before the Liver- 
 i^ool Engine.3ring Society in 1878, then in its infancy, 
 but now one of the most important associations in the 
 provinces. Owing to the favourable manner in which 
 that paper was received, I have since continued to keep 
 note of all the leading events and records, and from this 
 material I have endeavoured to produce a handy and 
 simple book of reference for the numbers engaged in the 
 Atlantic service, and also for the thousands of passengers 
 who are ever passing to and fro on the great Ferry. 
 
 With a view of rendering the work pleasant and agree- 
 able reading, all harrowing descriptions of losses which 
 have occurred have been purposely omitted ; mention of 
 some being made in a few cases where brief reference is 
 unavoidable, but the genera! particulars of the vessels 
 lost, if required, will be found fully set out in Table No. 7. 
 
PREFACE. 
 
 vii 
 
 The events noted of the earlier periods are almost all 
 gathered from my own scrap-book; those of the later 
 periods have either come directly under my own ex- 
 perience, or are from information kindly given by various 
 lirms and gentlemen formerly, and at present, engaged 
 in the trade, to whom I must express my indebtedness. 
 
 A. J. M. 
 
 Central Buildings, North John Street, 
 Liverpool, 3Iarrh, 1892. 
 
 
 1 
 
 
 ' ;t .r 
 
 
ATLANTIC RECORDS AND EVENTS. 
 
 /to cross thel 
 \ Atlantic J 
 
 First steamer 
 
 British steamer 
 Passenger vessel 
 
 Cunard Line 
 
 Collins Line 
 
 Inman Line 
 
 Allan Lino 
 
 Anchor Line 
 
 National Line 
 
 Guion Line 
 
 White Star Line 
 
 American Line 
 
 Hamburgh American Lino 
 
 North German Line 
 
 Atlantic sci-ew-steamer 
 iron steamer 
 iron paddle-steamer „ 
 twin screw-steamer „ 
 compound engines „ 
 compound 3-crank 
 
 engines " 
 
 triple expansion 
 engines 
 
 express twin screw 
 
 steel steamer 
 nidship saloons 
 steamer lost 
 
 lit with gas 
 
 lit with electric light 
 
 DATE PAGE 
 4 
 
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 1819 
 1888 
 1838 
 
 Savannah 
 
 Boyal William 
 Second Royal 
 
 William 
 
 Britannia i84u 21 
 
 Atlantic I849 41 
 
 City of Glasgow 1850 45 
 
 Canadian i854 64 
 
 Tempest 1856 62 
 
 Louisiana 1863 67 
 
 Manhattan I866 ;o 
 
 Oceanic i87i 77 
 
 Pennsylvania 1873 111 
 
 Borussia 1856 1-21 
 
 Bremen i858 124 
 
 Great Britain 1845 16 
 
 Great Britain I845 16 
 
 Persia 1856 32 
 
 Netting Hill I881 117 
 
 Holland 1869 68 
 
 Arizona 1879 72 
 Martello 
 
 1884 113 
 
 
 City of New ,„ 
 
 
 55 
 
 York '''' 
 
 58 
 
 J» 
 
 Buenos Ayrean 1879 
 
 36 
 
 5> 
 
 Oceanic 1871 
 
 80 
 
 » 
 
 President I84i 
 
 16 
 
 n 
 
 Adriatic i872 
 
 91 
 
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 City of Berlin 1879 
 
 55 
 
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 '-4 
 
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X 
 
 ATLANTIC RECORDS AND EVENTS. 
 
 1 I 
 
 Last wooden vessel built . . 
 
 ,, sailing of Collins' Line . 
 
 ,, sifle-lever engines . . , 
 
 ,, paddle-wheel built 
 Oldest vessel now in Atlantic trade 
 
 Collins' Adriatic 
 Baltic 
 
 Cunard Scotia 
 Cunard Scotia 
 
 DATE 
 
 1857 
 
 1858 
 1862 
 1862 
 
 Palestine, 
 
 built 1855 
 
 5» 
 
 Longest steamer aHoat . . Teutonic, 580 ft. overall 
 
 J, proposed 1891 New Cunard, 600 ft. overall 
 
 „ ever built . Great Eastern, 691 ft. overall 
 
 Greatest displacement afloat . City of Paris, 17,350 tons 
 
 ,, „ ever built Qreat Eastern, 32,i60ton8 
 
 ., indicated horse-power, 
 
 paddles .... Great Eastern, 5,ooo tons 
 
 Greatest indicated horse-power, 
 
 single screw 
 Greatest indicated horse-power, 
 
 twin screw 
 Greatest daily consumption, 
 
 paddles .... 
 Greatest daily consumption, 
 
 sci'ew .... 
 Greatest average speed per hour, 
 
 paddles .... 
 Greatest average speed per hour, 
 
 single screw 
 Greatest average speed per hour, 
 
 twin screw . . . Teutonic, 
 
 Greatest distance run in one day Teutonic. 
 
 Etruria, 
 City of Paris, 
 Scotia, 
 Etruria, 
 
 Scotia, 
 
 Etruria, 
 
 14,350 tons 
 
 18,500 tons 
 
 160 tons 
 
 320 tons 
 
 14 knots 
 
 18-8 knots 
 
 20-3 knots 
 517 knots 
 
 PAOB 
 
 43 
 43 
 32 
 32 
 113 
 
 96 
 281 
 
 lis 
 
 58 
 118 
 
 118 
 
 38 
 
 58 
 32 
 38 
 32 
 
 38 
 
 276 
 275 
 
 QUEENSTOWN TO NeW YORK. 
 
 First passage, under 9 days, 1864, Cunard Scotia 
 
 1872, White Star Adriatic 
 1884, Guion Oregon 
 1889, inman City of Paris 
 
 New YoitK to Queenstown. 
 
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 First passage, under 9 days, 1863, Cunard Scotia 
 
 1869, Inman City of Brussels " 22 
 
 1882, Guion Alaska 6 '^2 
 
 1889, Inman City Of Paris 5 23 
 
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 862 
 
 32 
 
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 32 
 
 855 
 
 113 
 
 rail 
 
 96 
 
 rail 
 
 281 
 
 rail 
 
 118 
 
 
 58 
 
 
 118 
 
 
 118 
 
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 38 
 
 
 58 
 
 
 32 
 
 
 38 
 
 
 32 
 
 
 38 
 
 
 276 
 
 
 275 
 
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 13 
 
 
 
 23 
 
 17 
 
 9 
 
 48 
 
 19 
 
 18 
 
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 22 
 
 3 
 
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 23 
 
 38 
 
 ATLANTIC RECORDS AND EVENTS. 
 
 _ .1. 
 
 Fastest passage, 1 840, Cunard Acadia, Liverpool to New York 1 1 
 
 >» 
 
 )i 
 
 » 
 
 » 
 
 1846, Cunard Europa 
 
 1852, Collins' Baltic 
 
 1864, Cuhard Scotia, Queenstown 
 
 1872, White Star Adriatic „ 
 
 1876, White Star Britannic „ 
 
 1880, Guion Arizona „ 
 
 1884, Guion Oregon „ 
 
 1887, Cunard Umbria „ 
 
 1889, Inman City of Paris „ 
 
 1891, White Star Teutonic „ 
 
 }} 
 V 
 
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 11 
 
 9 
 8 
 
 XI 
 
 h. m. 
 4 
 
 3 
 13 
 
 15 45 
 23 17 
 
 16 36 
 10 47 
 
 9 42 
 
 4 42 
 19 18 
 16 31 
 
 >» 
 
 Fastest passage, 1841, Cunard Acadia, Halifax to Liverpool 
 1852, Collins' Atlantic, New York to Liverpool 
 1856, Cunard Persia, New York to Queenstown 
 1863, Cunard Scotia 
 
 1869, Inman City of Brus- 
 sels 
 
 1875, Inman City of Berlin 
 
 1876, White Star Britannic 
 1882, Guion Alaska 
 
 1887, Cunard Etruria 
 
 1889, Inman City of Paris 
 1891, White Star Teutonic 
 
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 9 21 
 
 9 17 15 
 
 9 1 45 
 
 8 3 
 
 7 22 3 
 7 15 28- 
 7 12 47 
 6 22 
 6 4 36 
 5 22 50 
 5 21 .{ 
 
 NOTED 
 
 STEAMERS. 
 
 
 
 1819 
 
 TO 
 
 1840. 
 
 I'AOE 
 
 Savannah 
 
 
 
 . First. 
 
 4 
 
 Royal WUliam No. 2 
 
 
 
 . First British. 
 
 ") 
 
 Sirius . 
 
 
 
 . First actual liner. 
 
 13 
 
 Liverpool 
 
 
 
 . Liverpool liner. 
 
 6 
 
 Great Western . 
 
 . , 
 
 
 . Bristol liner. 
 
 15 
 
 President 
 
 
 
 . Liverpool liner. 
 
 16 
 
 I I ' 
 
 '4 
 
 ■1 
 
 ) . 
 
 ■ i [l 
 
 • ,:-l 
 
 
Xll 
 
 ATLANTIC RECORDS AND EVENTS. 
 
 NOTED STEAMEllS-continued. 
 1840 TO 1850. 
 
 Britannia ,,,*.. Canard liner 
 Acadia » • 
 
 Great Britain . • • • • First iron and screw 
 
 America Cunard 
 
 Niagara „ • • 
 
 Asia ••.•••• ,f •• 
 Africa » • • 
 
 Adriatic ...... Collins' last wooden 
 
 PAGE 
 
 22 
 
 21 
 16 
 30 
 30 
 30 
 30 
 43 
 
 1850 TO 1860. 
 
 Arctic Collins' Line 
 
 Pacific „ 
 
 Great Eastern Largest ever built 
 
 Arabia Last wooden Cunard 
 
 Persia First iron Cunard 
 
 City of Glasgow First Inman 
 
 42 
 43 
 118 
 30 
 32 
 49 
 
 1860 TO 1870. 
 
 Scotia 
 
 Cunard last paddle-wheel 33 
 
 China First screw Cunard 
 
 Russia Cunard 
 
 City of Boston . . . . . Inman 
 
 City of Paris No. 1 „ . . 
 
 City of Brussels „ . . 
 
 34 
 35 
 50 
 50 
 51 
 
 1870 TO 1880. 
 
 ■Hi ! 
 
 Oceanic • 
 
 City of Richmond 
 
 City of Berlin 
 
 Britannic 
 
 Germanic . 
 
 Gallia . 
 
 Arizona 
 
 First White Star 
 Inman 
 
 White Star 
 
 Cunard 
 Guion 
 
 79 
 54 
 54 
 
 85 
 85 
 35 
 
 72 
 
ATLANTIC RECORDS AND EVENTS. 
 
 • •• 
 
 XUl 
 
 PAQB 
 22 
 
 21 
 16 
 30 
 30 
 30 
 SO 
 43 
 
 NOTED STEAMEHS^continued. 
 1880 TO 1890. 
 
 City of Rome Inman 
 
 Al a s ka Guifyii . . 
 
 Oregon Guion, then Cunard 
 
 America National . 
 
 Etruria Cunard 
 
 City of New York .... Inman, third of name 
 
 City of Paris Inman, second of name 
 
 Teutonic White Star. . 
 
 Majestic 
 
 FAQE 
 53 
 74 
 75 
 69 
 39 
 58 
 58 
 97 
 97 
 
 
 42 
 
 43 
 118 
 30 
 32 
 49 
 
 ) , 
 
 
 heel 33 
 34 
 35 
 60 
 50 
 51 
 
 ( «- 
 
 - H 
 
 79 
 54 
 54 
 
 85 
 85 
 35 
 
 72 
 
 • M 
 
vir. 
 
 VIII. 
 
 IX. 
 
 X. 
 
 XL 
 
 XII. 
 
 XIII. 
 
 XIV. 
 
 XV. 
 

 CONTENTS. 
 
 CHAPTER 
 
 I. Earlt Atlantic Steamebs i 
 
 II. The CunaRd and Collins Lines . . . 2I 
 
 III. The Inman, Anchor, and Allan Lines . . .45 
 
 IV. The Galway, National, and Guion Lines . . 66 
 
 V. White Star Line . . . . ^ ^ 77 
 
 VL Dominion, American, State, Warren, Wilson, and 
 
 Beaver Lines j^q 
 
 VII. Leyland, Johnston, and London Lines . . ! 115 
 
 VIII. Continental Lines 1>1 
 
 IX. The Working of Atlantic Lines .... 133 
 
 X. At Sea on an Atlantic Liner . . . jgy 
 
 XL Machinery of Atlantic Liners . . 173 
 XIL The Men who have Made and Conduct the 
 
 Atlantic Ferry .202 
 
 XIII. Earlier Events ' ^ ^ ' 031 
 
 XIV. Eventful Passages and Scenes . . . . 259 
 XV. The Manning, Expenses, and Cost of Atlantic 
 
 Liners 2g> 
 
 XVL Atlantic Records and Tables. . . . . 270 
 
 Appendix. . . ^^^ 
 
 Index . . . 
 
 297 
 
 1 ■' '• 
 
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 '\ ' 
 
 
 
 ^ 
 
 
 1 1 
 
 * ^ ii 
 
 '■X 
 
 
 I 
 
 
 1 
 
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 I 
 
 
 1 
 
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 1 
 
 
 1 
 
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 1 
 
wimmmmmmmrm 
 
 LIST OF ILLUSTRATIONS. 
 
 PAOK 
 
 British Queen frontispiece 
 
 Savannah , , , , 4 
 
 SiRIUS , . , . 12 
 
 Great Western, 1838 15 
 
 1843 17 
 
 Britannia, 1840 22 
 
 „ Section and Deck plans . . . opposite 22 
 
 „ in Ice at Boston, 1844 24 
 
 Persia and Scotia 33 
 
 China, Deck plan opposite 34 
 
 Umbria and Etruria, Deck plan .... ,, 38 
 
 M » VIEW I. . 39 
 
 Atlantic and Arctic 42 
 
 City of Glasgow 49 
 
 City of Brussels 51 
 
 City of Rome 53 
 
 City of New York, Bulkheap arrangement . . . 56 
 
 VIEW 57 
 
 „ ,, Stern view 59 
 
 ,, „ Deck plan .... opposite 60 
 
 Canadian, 1854 64 
 
 America 69 
 
 Manhattan 71 
 
 Oregon 75 
 
 Oceanic '9 
 
 „ and Germanic, Deck Plan . ". . opposite 80 
 
 ,, Engines, side view 81 
 
 „ „ thwartship view 82 
 
 Britannic and Germanic (model) . . . . . .82 
 
 Gasworks fitted on Celtic, 1872 91 
 
 Stern of Britannic with lowering Propeller . . 93 
 
 British King . . ' 95 
 
LIST OF ILLUSTRATIONS. 
 
 xvu 
 
 Teutonic and Majestic . *'*"*' 
 
 Deck plan 
 
 n 
 
 ft 
 I* 
 If 
 
 » 
 
 II 
 
 II 
 
 Grand Staircase 
 Grand Saloon 
 Smoking Saloon 
 
 Great Eastern, 1858 
 normannia . , , 
 Aller .... 
 
 „ Engines of 
 Vaterland . 
 Friesland . 
 
 Burning of the Liverpool Landing Stage 
 Maury's Lanes (Atlantic Track Chart) 
 City of New York, Saloon . 
 Arctic, Engines of . . 
 
 ^™^' " . . .* ; ; 
 
 China, ., . . . 
 
 Montana and Dacota, Engines of. Section 
 
 T»,^ 'A „ '* " Elevation 
 
 Two Crank Compound Engines 
 
 Three Crank Triple Engines 
 
 Martello, Engines of . . * * ' 
 
 Stern of Single Screw Steamer 
 
 opposite 
 
 AND 
 
 opposite 
 
 PLAN 
 
 opposite 
 
 Teutonic and Majestic, Stern, showing Propellers 
 
 98 
 09 
 101 
 103 
 119 
 123 
 125 
 127 
 129 
 131 
 151 
 
 155 
 
 165 
 
 174 
 
 176 
 
 176 
 
 178 
 
 179 
 
 181 
 
 182 
 
 182 
 
 185 
 
 187 
 
 i> 
 II 
 
 A, VIEW OF TOPS OF ENGINES . 190 
 
 B, LINK MOTION .... ^"^ 
 
 C, Starboard Engine ..*'*' 
 Thrust- Block . ' ' ' ./ 
 Tunnel . . . .' .' ; ' 'P^''''' 
 
 Refrigerating Chambers 
 
 II 
 
 Steering Gear 
 Sir Samuel Cunard . ' * • • n 
 
 101 
 193 
 
 194 
 194 
 198 
 198 
 198 
 
 Sir George Burns .*.."''''*??? 
 Sir David MacIver .....''* 
 
 Mr. Robert Napier . . 
 
 Mr. E. K. Collins ...."'"'' 
 
 Mr. William Inman . ' 
 
 Mr. S. B. Guion •....'' 
 Sir William Pearce. 
 
 205 
 207 
 208 
 209 
 211 
 213 
 215, 
 
 '■ *,| 
 
 ' %',' 
 
 / ii 
 
 ,f «' 
 
 ,u. 
 
 "Id 
 
 g 
 

 'illlll 
 
 XVIU 
 
 LIST OF 1LLU8TUATI0NH. 
 
 Mr. T. H. Ismay 
 
 Mr. J. 8PENCE . 
 
 Sir E. Harland 
 Mr. J. B. Thomson 
 Mr. J. Eldkr 
 Mr. Alex. C. Kirk 
 
 BOVEREION OF THE SEAS, 1883 
 
 Diagram illustrating the development of Atlantic 
 Steamers 
 
 PADS 
 
 217 
 219 
 221 
 223 
 225 
 227 
 245 
 
 296 
 
 i I 
 
 i 1 
 
 ! 1 
 
 ! i 
 
THE ATLANTIC FERRY. 
 
 ' I ,, 
 
 ■■f,« 
 
 »• 
 
 . ERRATA. 
 
 Page X, line 7, /or " 600 feet" read •' 620 feet." 
 Page 9, line 11, for •' 1,150 feet " read " 1,150 tons." 
 Page 46, substitute for footnote, "The City of Glasgow was a/ter- 
 wards lost in the North Atlantic ; she sailed for Pliiladelphia 
 March 1, 1854, with 460 souls on board, and was never heard 
 of again." This should be inserted in Table No. 7, nage 287. 
 Page 92, footnote, for " ^20,000 " read " £200,000." 
 Page 194, Plate D,/or " Funnel " read " Tunnel." 
 Page 270, line 11, for "100 feet i^er inch " read "200 feet per inch." 
 Page 291. In the totals of lives lo8t,/or " 6,309 " read " 6,849," and 
 for " 6,969 " read " 7,449 " (owing to the omission of the City 
 of Glasgow). 
 
 Note. — The diagram illustrating the development of the Atlantic 
 Steamers from 1840 to 1890 can be had separately, on a larger 
 scale, coloured and neatly mounted for hanging up, price 28. 6d. 
 
 
 
 B 
 
 -.•^ll 
 
 Wf^.' 
 
 t • 
 
ilt 
 
 l!l1 
 
 XVlll 
 
 LIST OF ILLUSTRATIONS. 
 
 Mr. T. H. Ismay 
 Mr. J. Spence . 
 Sir E. Harland 
 Mf. J. B. Thomson 
 Mr. J. Elder 
 Mr. Alex. C. Kirk 
 Sovereign of the Seas, 1853 
 Diagram illustrating the development of Atlantic 
 S'^eamers . 
 
 PAGE 
 
 217 
 219 
 221 
 223 
 225 
 227 
 245 
 
 296 
 
 n -i 
 
1^ ,%^, 
 
 
 Ei ' ' ' 
 
 THE ATLANTIC FERRY 
 
 CHAPTEE I. 
 
 THE EARLY ATLANTIC STEAMERS. 
 
 Strange as it may seem to the present generation of 
 fravellers, it is nevertheless true, that it is but some 
 pty years since the sailing clippers had things all 
 jhen- own way upon uie Atlantic highway. The Black 
 »^all Line of sailing vessels, founded in New York 
 n 1816, with its vessels the Pacific, New York, Canada 
 M others, boasted an average passage of forty days out 
 k) New York, and twenty-three aays home to Liverpool • 
 M records are also given in an old English paper called 
 1e -Literary Panorama," dat^d June, 1815, in the 
 iithor's possession, of a ship named the Galatea havmg 
 uled from St. John's, Newfoundland, in eleven days to 
 ortsmouth without having made a single tack. ^Fol- 
 |wmg these are the Red Jacket, the Harvest Quoen, the 
 dependence (which, although built so far back as 1834 
 ade a passage to Liverpool m fourteen days), the 
 Mreign of the Seas, and the Dreadnought, the latter of 
 hich may be termed the last of the famous American 
 
 B 
 
 \ 
 
 i 
 
 I' ': ! 
 
 
i 
 
 l;;i- 
 
 m 
 
 in 
 
 11 
 
 Hi 
 
 ll ! 
 
 THE ATLANTIC FERRY. 
 
 [chap. I. HcHAP. I.] 
 
 clipper fleet. This vessel, the Dreadnought, became very 
 celebrated by having made the passage from New York 
 to Liverpool under fourteen days in 1858, and from New 
 York to Queenstown in nine days seventeen hours. She 
 was long in active service, and was only recently (in 
 1890) wrecked upon the American coast. Some of these 
 sailing clippers gained great renown in the early days 
 of steam navigation by beating the steamers them- 
 selves, notably the clipper Tornado, of the Morgan line, 
 which, in 1846, arrived in New York, before the Cunard 
 steamer, which sailed at the same time, arrived in 
 Boston. 
 
 Before describing the steamships of the Atlantic trade 
 it will not be out of place to relate briefly the early 
 efforts made to apply steam-jjower to the propulsion of 
 vessels. 
 
 The first attempt to propel vessels by steam is claimed 
 by the Spanish to have been made at Barcelona, by a 
 paddle-wheel vessel, under the direction of Blasco de 
 Garey, in 1543. Papin, in France, about 1707 ; Jonathan 
 Hulls, in England, in 1736; William Henry, in Penn- 
 sylvania, United States, also are mentioned in connection 
 with it ; but the first steamer worthy of being so called 
 was that of John Fitch, which he placed for hire upon 
 the Delaware, at Philadelphia, in 1787. This primitive 
 craft was propelled by a system of paddles or oars 
 working vertically, and was the forerunner of the palatial 
 vessels now plying on the great rivers of the United 
 Scates. Some remarkable statements of John Fitch, as 
 showing how far-seeing he was, deserve mention. It is 
 
 ; lilll^ 
 
THE EARLY ATLANTIC STEAMERS. 
 
 8 
 
 IcHAP. I.] 
 
 jstated that, on writing to a friend for the loan of iJ50 
 
 to finish this boat, he stated : 
 " This, sir, whether I bring it to perfection or not, will 
 
 je the mode of crossing the Atlantic, in time, for packets 
 ^md armed vessels." And on another occasion, when 
 
 ^raising his hobby to two visitors, he made use of the 
 following words : 
 
 "Well, gentlemen, although I shall not live to see the 
 time, you will, when steamboats will be preferred to all 
 other means of conveyance, especially for passengers." 
 \fter which, one visitor said to the other, " Poor fdlow ! 
 I'hat a pity he is crazy ! " 
 
 About the same time that Fitch was experimenting with 
 lis boat, attempts were also being made in Scotland by 
 iiller, Taylor and Symington. 
 
 After Fitch came, in 1807, Robert Fulton, who first 
 ame into notice through his steamer, the Clermont on 
 jlie Hudson, in 1807. This steamer was soon after- 
 mrds, m 1812, followed by Bell's Comet, the first on 
 Ihe Clyde, from which date it may be said that steam 
 |avigation became fairly launched, as from that time 
 brth steamships began to be built of all kinds and 
 [escriptions. 
 
 The first actual attempt at Atlantic steam navigation 
 Jas made b^^ Colonel John Stevens, of New York, in 1819 
 pus far-seeing gentleman despatched what would now 
 ^ called an auxiliary steamship named the Savannah 
 hich was built by Crocker and Fickett, at Corlears Hook' 
 ^ew York, as an ordinary sailing vessel, but was soon 
 |turwards htted with engines and boilers, and steamed 
 
 
 ' i 
 
 
 r' *i' 
 
 n 
 . If 
 
 1 
 
 t 
 
 i 
 
 
 
 1 
 
 B*' 
 
 ' -«■ 
 
 j 
 
 
 
 
 |R' 
 
 
 m^J '*' 
 
 
 ^^^^BIk '** 
 
 
 Hi ' 
 
 ^ 
 
IM 
 
 !ill 
 
 ' 
 
 lillri 
 
 THE ATLANTIC FERRY. 
 
 [chap. I. 
 
 from tlie city of Savannah on the 25th of May, 1811), 
 arriving in Liverpool, after a passage of thirty-five days, 
 on the 29th of June. Steam-power was used eighteen 
 days, the paddle-wheels being so designed that they could 
 be unshipped, so as not to interfere with the sailing 
 qualities. This operation required over half an hour's 
 time to effect. 
 
 Her bunker capacity was but limited, as she could 
 
 SAVANNAH. 1819. FIRST ATLANTIC STEAMER. 
 
 ■!l I 
 U i 
 
 only carry eighty tons of coal, besides a quantity of 
 wood fuel. Notwithstanding her successful trip across 
 the Atlantic, her machinery was afterwards taken out, 
 and she continued to trade for some years as a sailing 
 vessel, until, like so many other famous vessels, she 
 came to an ignominious end, by being wrecked on Long 
 Island in 1822. The engines of the Savannah con- 
 sisted of an inclined direct-acting cylinder, of 40 inch 
 
 e» 
 
"i 7'-}' 
 
 5 
 
 CHAP. I.] THE EARLY ATLANTIC STEAMERS. 
 
 diameter and fi feet stroke, and the boiler pressure used 
 
 was 20 lbs. per square inch. J[er speed under steam 
 
 alone averaged six knots. 
 The next vessel to cross the Atlantic was a Canadian 
 
 steamer named the Royal William, which was built at 
 
 Three Rivers, near Quebec, in 1831. 
 
 She was 160 feet long, by 44 feet broad, and 17f feet 
 jdeep, of 363 tons burden. The Royal WlUiam sailed for 
 
 London from Quebec on August 5th, 1833, and arrived 
 
 at Gravesend on September 16th following, a passage of 
 [over forty days. 
 
 In June, 1838, another Royal William was chartered 
 I from the City of Dublin Steam-packet Company, and 
 despatched from Liverpool by the Transatlantic Steam- 
 ship Company to New York. She was built at Liver- 
 jpool, by Wilson. The engines were made by the firm of 
 JFawcett, Preston and Co., of the same place, and were 
 |side-levers, of 276 nominal horse-power, having cylin- 
 iers 48^ inches diameter and 5^ feet stroke. The paddle- 
 sslieels were 24 feet diameter, and her speed was about 
 ten knots an hour. This was the first real passenger 
 steamer to cross the Atlantic, and also the first steamer 
 to sail from Liverpool (on July 5th, 1838). She was also 
 the first to be divided into watertight compartments by 
 Iron bulkheads, of which she had four. When in New 
 York, on the first voyage, she was advertised for the 
 "lomeward passage in the papers as follows : 
 
 ' -I 
 
 il 
 
 . i4 
 
 » . 
 
 ' 1 1 
 
 
 r> ,! 
 
 

 .! Siii'! 
 
 ill ■ : 
 
 i ;;■ I 
 
 THE ATLANTIC FERRY. 
 
 [chap. I. ■ CHAP. I.; 
 
 " British Steamship Royal William, 017 tons. Captain 
 Swainson, R.N.R., Commander. 
 
 " This fine steamer, having lately arrived, will be 
 dispatched aj];ain to Liverpool on Saturday, August 4th, 
 at 4 P.M. She is only sixteen months old, and from her 
 peculiar construction (being divided into five sections, 
 each watertight) she is considered one of the safest boats 
 to England. 
 
 " Her accommodations are capacious, and well ar- 
 ranged for comfort. The price of passage is fixed at 
 140 dols., for which wine and stores of all kinds will be 
 furnished. Letters will be taken at the rate of 25 cents 
 for the single sheet, and in proportion for larger ones, 
 or one dollar per ounce weight. For further particulars 
 apply to Abraham Bell and Co., or Jacob Harvey, 28, 
 Pine Street." 
 
 After making a few passages across the Atlantic, she 
 was returned to her owners, in whose possession she 
 remained as a coal hulk until about four years ago (1888), 
 when she was sold for the sum of .^11. Some idea of 
 this vessel's size may be formed from the following 
 table, giving her dimensions as compared with one of 
 the powerful English tugboats of to-day : 
 
 Royal William, 145 feet by 27 feet broad, and 17^ feet 
 deep, and 817 tons (540 horse-power). 
 
 Tugboat, 1890, 212 feet by 30 feet broad, and 15^ feet 
 deep, and 712 tons (1,000 horse-power). 
 
 To take the place of the Royal William, the Trans- 
 atlantic Steamship Company put upon the station the 
 Liverpool, a steamer with 10 knots speed. The company 
 was announced by the following advertisement in the 
 •'Liverpool Mercury," Oct. 5, 1838: 
 
 lui\ 
 
chap. i.] the early atlantic steamers. 7 
 
 '• Transatlantic Steamship Company. 
 '• Capital 4.^800,000, in Shares of ^100 each. 
 
 *• The arrangement for establishing an intercourse by 
 steam navigation between the British Isles and the United 
 States of America being finally completed, and an union 
 of interests in Liverpool being now satisfactorilv ar- 
 ranged, the Directors of the Transatlantic Steamship 
 Company have to announce that with the view of giving 
 immediate effect to the operations, they have purchased 
 the powerful and splendid steamship, the Liverpool, of 
 4(54 horse-power, by Messrs. George Forrester and Co., 
 and 1,150 tons burthen, built by Messrs. Humble and 
 Milcrest for Sir John Tobin, and intended for Trans- 
 atlantic intercourse. 
 
 " The Directors have also to state that for the pur- 
 pose of securing an efficient and permanent establish- 
 ment between Liverpool and New York, two vessels are 
 now building of 450 horse-power each, and 1,250 tons 
 burthen each, by Messrs. Fawcett, Preston and Co., and 
 Messrs. W. and J. Wilson, and will, it is expected, be 
 available in the course of next yesbr. 
 
 " Shares in the first instance will be issued to the 
 amount of but one half the capital above-mentioned. 
 
 "In issuing the remaining half, priority of subscrip- 
 tion will be given to the then existing proprietors. In- 
 stalments to be called for at intervals of not less than 
 three months, and not exceeding ^10 per share. 
 
 "On allotment of shares a deposit of £5 per share to 
 be lodged to the credit of Trustees with any of the 
 Company's Bankers who will give necessary receipt for 
 the same. 
 
 Trustees.— James Ferrier, Fsq. ; Eichard Williams, 
 Esq. ; James Jameson, Esq. 
 
 ''Managing Directors.— C. W. Williams, Esq., Liver- 
 pool : F. Carleton, Esq., Dublin. 
 
 ''Managing Committee in Live "pool.— B^ivold Little- 
 
 :'M 
 
 )- 1 
 
 '• ,41 
 
 • III 
 

 8 
 
 IWi ATLANTIC FERRY. 
 
 [chap. I. 
 
 liiiill 
 
 il !H 
 
 111! 
 
 dale, Esq.; Joseph C. Ewart, Esq.; Thomas Bootli, 
 Esq. 
 
 ** Bankers. — Liverpool : The Royal Bank of Liverpool. 
 Dublin : John David Latouche and Co, London : Glyn, 
 Halifax, Mills and Co. 
 
 "Solicitors. — John North, Esq., Exchange Alley, 
 Liverpool; P. D. Mahony, Trafalgar Square, London, 
 and Dame Street, DubHn ; J. C. Shaw, Superintendent 
 of the Marine and Machinery Departments. 
 
 " Aj^plications for the unappropriated shares may be 
 made to the Company's Bankers or Solicitors or at the 
 offices of the Company in Liverpool, Dublin, and Lon- 
 don ; or to D. and J. B. Neilson, Stock and Share 
 Brokers, Exchange Street East, Liverpool. 
 
 ** John Pollock, 
 
 ''Agent, 24, Water Street. 
 
 " Liverpool, September 15th, 1838." 
 
 As an instance of the great attention paid to the 
 earlier Atlantic steamers, the following account of this 
 notable vessel, condensed from the '* Liverpool Mercury" 
 of October 12th, 1838, will be of interest : 
 
 *' The Liverpool Steamship. 
 
 " As this vessel is not only the largest steamer hitherto 
 built at this jDort, but the first that has been fitted up // 
 priori, expressly for Transatlantic conveyance, much in- 
 terest and curiosity have been excited by the appearance 
 of so noble a specimen of the united skill of the naval 
 architect and the engine-builder ; and so numerous have 
 been the visitors who have inspected her as the works 
 approach towards completion, that some account of her 
 dimensions and equipments may be acceptable to those 
 of our readers who take an interest in the success al- 
 ready developed, and the high promise presented by 
 the application of steam to the purposes of ocean 
 navigation. 
 
CHAP. I.J THE EARLY ATLANTIC STEAMERS. 9 
 
 ''The Liverpool, it is generally known, was built last 
 .year for bir John Tobm by Messrs. Humble and Mil- 
 crest, and was purchased some months ago by the Liver- 
 pool Iransatlantic Steam Company, an association 
 branchmg out ot the Dublin Steam Company, to whose 
 enterprise and exertions for years Liverpool, as a port 
 for steam vessels, is mainly indebted for its grcwin- 
 prosperity Her length is 235 feet from stem to taffrail'! 
 hei beam 35 feet (exclusive of the breadth of her paddle- 
 
 U50 iel!' ^^ '" ^^ ^''^ ' ^"^ '^^ admeasures 
 
 " She is considerably longer (we believe 25 feet) than 
 
 rin-.^/t'l ^^^^."-f ^^^'. a"d had the mechanical 
 ge lus in his aspirations imagined and depicted, some 
 t 111 ty years ago, such a floating Leviathan, bearing in 
 Its wonderful, and we may add, sublimely powe^rful 
 means rapid transit for thousands of miles even 
 against the adverse winds and the current of the ocean 
 he would have been set down as a ramblin^ enthusiast' 
 over whose safe keeping his friends should exert a 3^^^ 
 lui eye. 
 
 " Such, however, are the rapid strides of modern 
 
 ^S'ttt T^- ^^! '°i^'-""^^ ''»'' HberaHty wi h 
 vi8hnrrtod,-<,nr 1 ^"'i e^^of'-aged, that without 
 Rrifi.1 n -J'sparage the high merits of the Liverpool or 
 British Queen as modern steamships, we venture to pre- 
 aict tliat m thirty years more vessels will, iu the i,ro- 
 
 !»0'toSl'-^-«^ »^ «« '0- of iz 
 
 ."She IS what is termed 'shipbuilt,' there bein^' no 
 
 ndentm-es or dimples in her sid^s for the recept m. of 
 
 paddle-wheels, so that were these removed, she vouW 
 
 jKiyXi^'"':'-^ ^^;""« ^'^'p- -<» - --"• ^ 
 
 ■' The Hneness of her bottom, her length, and excellence 
 
 !)■ ■ 
 
 ^ 
 M, 
 
 ' iv. 'I 
 
 ■ I 
 
 »> ,, 
 
 i .. 
 
10 
 
 THE ATIiANTIC FERRY. 
 
 [chap. I. 
 
 < ! 
 
 I li 
 
 ifii 
 
 !!!' 
 i;!l 
 
 of her t'ligineH, arc all favourable to tliiH KUiuioHiticn, 
 and tlic solution of the problem will in a few dayH put 
 an end to further vague speculation. Steam being the 
 ])riiK'ipal, or almost sole motive power in ccmtemplation, 
 tlu! rif^'^ing of the Liverpool is very light. 
 
 " She has three masts, a foremast like that of a ship, 
 with a top and yards, taut, but light both in spars and 
 rigging, and a mainmast and small mizenmast, each 
 with a plain topmast and cross-trees like a schooner, 
 also very light, and of moderate height, so that the fore- 
 mast will spread as much sail as both. 
 
 "The paddle-boxes are of great size and height ; the 
 figure-head and cut-water look well ; and her stern, 
 which is decorated with carved work, emblematic of 
 England and America, is extremely neat and appro- 
 priate. Some of the standing rigging and chimney-stays 
 are, we learn, partly composed of wire, and are thus 
 stronger than common cordage of a greater thickness, 
 while they present less resistance to the atmosphere. 
 
 " The diameter of the paddle-wheels is 21) feet. 
 
 ** The engines, built by Messrs. Forrester and Co., 
 Vauxhall Foundry, are well worthy of inspection, both 
 in regard to their compactness and beauty in construc- 
 tion, the extraordinary strength, and their superior 
 finish. They are 468 horse-power. The cylinders are 
 each 75 inches diameter, and the stroke of the piston- 
 rod is 7 feet. The propelling force of these machines, 
 (enough to drive the thousands of movements in ten or a 
 dozen of our largest cotton-mills), will be prodigious.' 
 
 " The iron shaft or spindle that turns the paddle- 
 wheels is equal in girth to a man's body, and but fairly 
 proportioned to the revolutionary force which the cranks 
 will communicate. 
 
 "There are two distinct boilers, and two funnels, 
 placed at some distance from each other, and ranging 
 with the masts. The fire-rooms are spacious ; the coals 
 are supplied from lateral bunkers, made of plate iron ; and 
 large water-taps are at hand in case of danger from fire. 
 
[chap. I. 
 
 noHition, 
 layH put 
 eing the 
 iplation, 
 
 f a Hhip, 
 mra and 
 st, each 
 chooner, 
 the fore- 
 
 ^lit ; the 
 !!• stern, 
 natic of 
 1 appro- 
 ley-stays 
 are thus 
 lieknese, 
 here. 
 
 incl Co., 
 ion, both 
 construe- 
 
 superior 
 (lers are 
 3 piston- 
 lachines, 
 
 ten or a 
 ;ious.' 
 I paddle- 
 lut fairly 
 le cranks 
 
 funnels, 
 
 ranging 
 
 the coals 
 
 ron; and 
 
 rom lire. 
 
 CHAP. I,] THE EARLY ATLANTIC STEAMERS. 
 
 11 
 
 
 " Thu main or after cabin ' is a splendid apartment 
 of ryH feet m length, and 28 feet J) inches in width at one 
 end, slightly narrowing to 22 feet 4 inches at the stern ; 
 it is 8 feet in height to the beams, and 8i feet between 
 them 
 
 '• The state-rooms are exceedingly handsome and com- 
 modious. There are in this cabin sixteen in number, 
 each with two berths or beds, with the exception of two, 
 which are each fitted, for the peculiar accommodation of 
 a party, with three beds. They are well lighted from 
 the roofs and sides by patent lights, those in the sides 
 serving also, on being opened, as ventilators. 
 
 " The colouring of these rooms is a warm, delicate 
 l)iiik, with gorgeous damask silk hangings to correspond, 
 of French white, with crimson satin stripes. At the 
 broadest or midship end of this main cabin is the ladies' 
 retn-ing or private room, where several beds are also 
 elegantly fitted up, and every convenience for the com- 
 fort and adornment of ' the fair ' is provided 
 
 " There are tanks in abundance, in addition to which 
 water will be daily and hourly distilled by an appa- 
 ratus fixed for the purpose, and will undergo filtration, 
 so as to be equal in purity and coolness to that of 
 the ' crystal well 'of the hermit. It may be added that 
 m the mam cabin, including the ladies' state-rooms, 
 and the sofas, no fewer than fifty beds are provided. 
 
 \' The ' fore cabin' is 45 feet in length, by from 21) feet 
 4 mches to 28 feet 10 inches in width, and has eight 
 dormitories or state-rooms on each side. This rooni' is 
 fitted in a style somewhat difierent to the other, but 
 scarcely less beautiful or costly. The walls are em- 
 panelled in rosewood and other woods, with rich style, 
 and separated by circular-topped pilasters." 
 
 She sailed from Liverpool on the 20th October, 1838, 
 but put back to Queenstown (then called the "Cove 
 of Cork "), on the 80th October, sailing thence again 
 on November Cth, and reaching New York on November 
 
 . f 
 
 ■■' ^ft 
 
 f »*i 
 
( IIAI'. I. 
 
 teen (la^ 
 IVninsii 
 totheOi 
 Finistei 
 It is, 
 (178 fee 
 703 torn 
 the gre 
 little ve 
 engined 
 Glasgow 
 liaving c 
 litted \vi 
 now in \ 
 and the i 
 named t 
 pany (th 
 alterwar 
 St. Geoi'i 
 from (pl- 
 under th 
 was afte 
 Like the 
 Christop 
 one only 
 mination 
 port, owi 
 mutinoui 
 in so sni! 
 

 CHAl'. I.] TIJK KAHLY ATLANTIC HTKAMERS. 
 
 
 13 
 
 23ril. She made several voyages wliidi averaged seven- 
 teen days out, and fifteen home; and was then sold to the 
 Peninsular and Oriental Company, who changed her name 
 to the Great Liverpool. She was afterwards wrecked oft* Cape 
 Finisterre, on February 21th, lH4(), with a loss of two lives. 
 It is, however, to the plucky little steamsliip Sirius 
 (178 feet long, by 2oh feet broad, and iHj feet deep, of 
 703 tons) that belongs the real honour of commencing 
 the great Atlantic ferry of to-day. This memorable 
 little vessel was built by Menzies, of Leith, and was 
 cngined by Messrs. Wingate and Co., of Whiteinch, near 
 Glasgow. The engines were on the side-lever principle, 
 having cylinders 60 inches diameter and stroke of 6 feet, 
 iitted with a surface condenser exactly similar to those 
 now in use. The paddle-wheels were 24 feet diameter, 
 and the steam pressure 15 lbs. A newly-formed company 
 named the British and American Steam Navigation Com- 
 pany (the leading spirit of which was Mr. John Laird, 
 afterwards M.P. for Birkenhead) chartered her from the 
 St. George's Steam-packet Company, and despatched her 
 from Queenstown for New York on April 5th, 1838, 
 under the command of Lieutenant Eoberts, R.N., who 
 was afterwards lost in the ill-fated President, in 1841. 
 Like the world-famous voyage of the great discoverer, 
 Christopher Columbus, the first voyage of the Sirius was 
 one only carried out to its end by the energy and deter- 
 mination of the commander; as shortly after leaving 
 port, owing to continuous head winds, the crew became 
 mutinous, and declared it was utter madness to proceed 
 in so small a vessel, she being not quite so large a« the 
 
 ''II 
 
 v' 
 
 ,>\ 
 
 ¥-' 
 
 ■Ml 
 
V 
 
 111: 
 
 ii! 
 
 14 
 
 THE ATLANTIC FERRY. 
 
 [chap. I. 
 
 tugboats of to-day. However, thanks to stern dis- 
 cipline and the persuasive arguments of loaded firearms, 
 the gallant little vessel arrived at New York on April 
 24th, after an eventful passage of 18^ days, during 
 which she maintained an average speed of 84 miles per 
 hour on a consumption of about 24 tons of coal per day. 
 
 A few hours after the arrival of the Sirius, another 
 steamer, named the Great Western, owned by the Great 
 Western Steam Navigation Company, of Bristol, also 
 arrived, having left Bristol on April 8th, 1838, thus 
 making the passage in 13|^ days. This "huge vessel," 
 as she was then styled, was built at Bristol, by Patterson, 
 and launched on July 19th, 1837, her dimensions being 
 236 feet long, by 35^ feet broad, by 23i feet deep, and 
 1,340 tons. She was towed to London to have her 
 engines put on board. The engines were built by 
 Maudslay, Sous, and Field ; they were of the side-lever 
 type, having two cylinders 73| inches diameter, and 
 stroke of 7 feet, indicating 750 horse-power. The pad- 
 dles were 28i feet diameter, and the revolutions about 
 fifteen per minute. Steam was generated in four ivon 
 return-flue boilers, carrying 15 lbs. pressure, and the 
 daily consumption was about 33 tons. The average 
 duration of the passages by the Great Western between 
 Bristol and New York was 15 days, the fastest being 
 about 12h days, and the average speed about 8i knots 
 per hour. In 1847 she was sold to the Eoyal Mail Com- 
 pany for ii25,000, and continued in their possession until 
 1856, when she was broken up. 
 
 Another steamer, t 
 
 
 ipiecL'j 
 
[chap. I. 
 
 )rn dis- 
 irearms, 
 )n April 
 , during 
 ailes i)er 
 per day. 
 another 
 le Great 
 tol, also 
 J8, thus 
 vessel," 
 itterson, 
 IS being 
 Bep, and 
 ave her 
 )uilt by 
 ide-lever 
 ter, and 
 'he pad- 
 is about 
 our iron 
 and the 
 average 
 between 
 3t being 
 3 1 knots 
 lii Corn- 
 ion until 
 
 
 4 ■ 
 
 30 
 
 X) 
 
 00 
 
 CO 
 
 H 
 
 a 
 
 tispiecL') 
 
lilll 
 
 iii 
 
 I 111 I 
 
 -nil I 
 
 if ' 
 
 il 
 
 I 
 
 Ijll 
 
 i 
 
 16 
 
 THE ATLANTIC FERRY. 
 
 [chap. I. 
 
 was built by Curling and Young, on the Thames, for the 
 British and American Steam Navigation Company, to 
 trade in conjunction with the Sirius, the engines being 
 supplied by Napier, on the Clyde. Her dimensions were 
 275 feet long, 37* feet broad, 27 feet deep, and of 1,863 
 tons. The engines were of the side-lever type, with 
 cylinders 71* inches diameter, and 7 feet stroke, of 700 
 horse-power, driving paddles 30 feet diameter. She 
 sailed from Portsmouth on her first voyage on July 
 12th, 1839, and, after trading for some time, was 
 sold to the Belgians in 1841. This was owing to the 
 financial collapse of the company, which misfortune was 
 largely brought about by the loss of the President, which 
 first sailed from the Mersey on July 17th, 1840, and, after 
 two or three long and unsuccessful voyages, eventually 
 disappeared, after leaving New York on March 11th, 
 1841, with what would now be called a few passengers. 
 This ill-fated vessel was also built by Messrs. Curling 
 and Y'oung, with engines built by Messrs. Fawcett and 
 Preston, of Liverpool, having cylinders 81 inches dia- 
 meter and 7i feet stroke. 
 
 Having now briefly enumerated the earliest vessels 
 which were produced to create the first Transatlantic 
 lines, it will perhaps be convenient to here notice 
 another of the earlier steamships, the venerable Great 
 Britain, still extant. This, the first iron steamer of large 
 size, was 322 feet long, 48 feet broad, and 31 J feet deep, 
 and of 3,270 tons, and was built at Bristol, by Patterson, 
 for the Great Western Steamship Company, fitted with 
 engines made by them from designs by Guppy. There ^ 
 
[chap. I. 
 
 3, for the 
 pany, to 
 les being 
 ons were 
 of 1,863 
 'pe, with 
 e, of 700 
 ir. She 
 on July 
 me, was 
 g to the 
 tune was 
 it, which 
 nd, after 
 ('eiitually 
 ch 11th, 
 Bsengers. 
 Curling 
 cett and 
 ihes dia- 
 
 t vessels 
 satlantic 
 B notice 
 Ae Great 
 ■ of large 
 set deep, 
 atterson, 
 ted with 
 . There 
 
 •.f.j 
 
 CO 
 00 
 
 H 
 
 a 
 
 S 
 
 
 <• 1 
 
 i« «: 
 
 ) '»' 
 
I!il! 
 
 '"»! 
 
 'iP- 
 lilt 
 
 ^■^ 
 
 \r 
 
 k 
 
 I 
 ill 
 
 ii 
 
 I if 
 
 |ii' 
 
 m 
 
 18 
 
 THE ATLANTIC FERRY. 
 
 [CHAI'. I, 
 
 were four diagonal cylinders, each 80 inches diameter, 
 72 inches stroke, indicating 1,500 horse-power, and 
 burning 65 tons per day, working upwards on the crank- 
 shaft, from which motion was brought down to the screw- 
 shaft by means of four endless chains. The propeller 
 was six-bladed, of widely different form from that now 
 in use ; the pitch was about 25 feet, and the diameter 
 15| feet. Steam at 25 lbs. pressure was generated in 
 three double-ended boilers, fired fore and aft, but with- 
 out the present system of tubes. Each boiler was 34 
 feet long, 10 feet wide, and 24 feet high, and had eight 
 furnaces, each 7 feet 6 inches long, by 1 foot 11 inches 
 wide. These engines were, however, found to be very 
 defective, and were replaced after a short time. The 
 career of this wonderful craft has been a varied and | 
 chequered one. Launched on July 19th, 1843, she was | 
 detained for nearly a year in the dock on account of her 
 beam being too great to allow her to pass out through 
 the dock gates. On July 26th, 1845, she sailed on her 
 first voyage from Liverpool for New York, and continued 
 on that station until September, 1846, when she was 
 stranded on Rathmullin Point, County Down, Ireland, 
 where she remained intact for a whole winter, thus early 
 proving the great strength of iron vessels. In 1853 she 
 was entirely refitted with new masts and engines, and 
 placed upon the Liverpool and Australian trade, in 
 which she was fairly successful until 1874, when she 
 was withdrawn. In 1882 she again underwent a com- 
 plete change, being altered to a full-rigged sailing vessel; 
 as which she only ploughed the waters of the sea for a 
 
[CHAI'. I, 
 
 diameter, 
 )wer, and 
 ;he crank- 
 the screw- 
 propeller 
 that now 
 diameter 
 lerated in 
 but with- 
 er was 34 
 had eight 
 11 inches 
 
 be very 
 me. The 
 aried and rl 
 t, she was 
 lint of her 
 
 it through 
 ed on her 
 continued 
 
 1 she "was 
 I, Ireland, 
 thus early 
 1 1853 she 
 fines, and 
 
 trade, in 
 when she 
 tit a com- 
 ing vessel; 
 i sea for a 
 
 CO 
 00 
 
 •^ 
 
 n 
 n 
 
 .*. ; >i 
 
20 
 
 THE ATLANTIC FERRY. 
 
 [chap. I. 
 
 fwy 
 
 4 
 
 brief period, having put into the Falkland Islands leak- 
 ing, and having been condemned, has remained there 
 ever since as a hulk. 
 
 In concluding this early history it only remains to 
 just notice the oft-quoted saying of Dr. Lardner,^ and 
 we come to the foundation of the great regular lines 
 which to-day bridge the wild and tempestuous Atlantic 
 with swift, silent messengers of peace and plenty. 
 
 ' This noted saying has been constantly referred to, owing to 
 its showing in a remarkable manner the great strides made iu 
 steam navigation. It was only in the year 1838 that, at a scien- 
 tific meeting held in the Royal Institution, Liverpool, Dr. Lard- 
 ner, a leading scientist of that day, after giving some statistics 
 which he thought proved the difficulty to be insurmountable, 
 stated " that, as to the project which was announced in the news- 
 papers of making the voyage directly from New York to Liverpool, 
 it was, he had no hesitation in saying, perfectly chimerical, and 
 they might as well talk of making a voyage from New York to 
 the moon." 
 
 
 11 
 
 i 
 ! 
 
 i 1- 
 
 
 
 
 
 ii 
 
 i 
 1 
 
 ■I 
 
 
 j 
 
 1 
 
 i 
 
 II 
 
 1 
 
 ■: 
 
♦ > • 
 
 CHAPTER II. 
 
 THE CUNARD AND COLLINS LINES. 
 
 The foundation of the modern transatlantic lines— which 
 should rank as one of the great stepping-stones of an ex- 
 j ceptionally eventful age— had but a modest origin. It was 
 I conceived by a gentleman bearing a name now well known 
 and honoured wherever a steamship floats, namely, Mr. 
 Samuel (afterwards Sir Samuel) Cunard. This famous 
 gentleman, whose Ukeness is to be found on a later page 
 Iwas of Canadian birth and origin. Early perceiving the' 
 advantages possessed by steamers over sailing vessels 
 Ifor regularity, Mr. Cunard came to England in 1839 
 ■and together with two of the ablest shipping men then 
 Bxistmg in Great Britain, Mr. George Burns, of Glas- 
 ?ow, and Mr. David Mclver, of Liverpool, entered into 
 m agreement with the British Government (owing to 
 he earlier vessels already noted being withdrawn) to 
 Commence a monthly Transatlantic mail steamship ser- 
 ^ice, from Liverpool to Halifax and Boston, for an annual 
 |ubsidy of i'60,000 per annum. To carry on this trade 
 lour steamers, the Britannia (launched February 5th, 
 1840), Acadia, Columbia, and Caledonia, were built of wood 
 Py Kobert Duncan and Co. and others, at Port Glasgow, 
 ach bemg 207 feet long, by 34^ feet broad, and 224 feet 
 leep, and of 1,156 tons. The engines were of the side- 
 ver type, having two cylinders, each 72 inches diameter 
 
 ,. *..•'! 
 
jJoFOfJLCiBur" 
 
 RI> steamer). 
 
 Face page 22. 
 
 I 
 
 ■ ■ n 
 
 • A\ 
 
 
 ) . « . ■ I 
 
hH 
 
 
 t^ 
 
 HATCH 
 
 
 P/INTRy{Q) 
 
 .'IDllY 
 
 @ 
 
 SAiieY 
 
 
 .F=l 
 
 
 \OfflClt 
 
 I tuesi 
 
 I 
 
 ""I If 
 
 •'»«-| |«ihw»i|mkiiiii| 
 
 i 
 
 StATt ^00 MS 
 
 03 
 
 STATE 
 
 30MS 
 
 itAif 
 
 m 
 
 CABItP 
 
 RobMl 
 
 3^ 
 
 SOIlEPi 
 
 eneiMcs 
 
 STtUD 
 
 vmis 
 
 CARGO 
 
 STt^/AfDS 
 
 CARGO 
 
 SECTION AND DECK-PLAN OF THE HRITAN 
 
DECK-PLAN OF THE HRITANMA (CUNARD STEAMER). 
 
 Face page 22. 
 
|"!l 
 
 tllAI'. II.] Tf 
 
 iiiul H'2 inches 
 lior.sc-power, a] 
 ^'Jive an jiveraj 
 were of the ret 
 fiu-niices worki 
 siiiuption of nl 
 whole of the i 
 Itobert Napier, 
 fiimous in tlie 
 inencement of 
 
 lulvertisenient 
 18-tO ; 
 
 " i^ritish and 
 of l.'iOO tons ar 
 
 "Appointed 1 
 iiig at Halifax 
 mails : 
 
 Britani 
 Acadia, 
 Caledoi 
 Columbi 
 
 " The Britann: 
 July ; the Acadij 
 
 " Passage, inci 
 guineas; to Bost 
 
 " The steamsl 
 Quebec, in conm 
 the mails and pa 
 
 " For passage 
 J. B. Foord, 5i 
 Ijiverpool to D. a 
 
 "The Britannii 
 morning (Friday) 
 should be sent o 
 
our. a.] T»K cuNAnn ,nd roi,i,iN« i,,se„. jS 
 
 .m,l H2 inches ntrok,, w.„kinK up to about 740 in.licated 
 lK..H.-,.o>ver, an,! ,h-,vi„K-i,.uIcI|e« -iHJ fe.t .liametor, ,vbich 
 «,.«. „n averw «pee,l of -, knots per hour. The holier, 
 were of the return-rtue type, four in number, with twelve 
 Inrnaoex working at 20 lh». pressure, and having a con- 
 "umption of about an tons per twenty.four hours. ■ he 
 whole o the machinery was made and fitted by Mr 
 .obert Napier, a name destined afterwards to become 
 famous m the maritime engineering world. The com 
 inencement of this line was announced by the following 
 aaverfsement in the -.Liverpool Mercufy." .Sy a'^! 
 
 ofl^i^^lflf^toVo™^^^^^^^^ 
 
 ing aPHaWax t'ot' ^"'""""^ "> »" '«'• Boston, call- 
 mails : '° '*"'' passengers and her Majesty's 
 
 Britannia, Captain Woodruff 
 Acadia, Captain Edward C. Miller. 
 Cotote*' ''""'" ^'''''*"' Cleland. 
 
 «^nebe i^'Ton^ecLn-S ,f^\'^'-^^- Vt^ZZ 
 tie mails and passX^::"' ''' '""^^ ^^^^^'^' ^"^^'"8 
 
 ""?br'B^r "^^^^^^^^ "'■ " 
 
 "-orning SvT theVT' °l ">%Cob'"g Dock this 
 
 ■{; 
 
 ■'I 
 
24 
 
 THE ATLANTIC FERRY. 
 
 [chap. II. 
 
 (Saturday morning) at ten o'clock, a steamer will be at 
 the Egremont Slip, south end of Prince's Dock, to take 
 off the passengers." 
 
 The great importance of these early mail steamers is 
 clearly shown by the successful attempts made by the 
 people of Boston to release her from the ice which is de- 
 
 dt 
 
 
 
 
 
 
 - ^3", 
 
 fi> 
 
 
 - 
 
 
 ii"i':LLJL 
 
 
 
 ^ 
 
 «^^?,j--t:-: 
 
 -— : 
 
 '' '',- ;i 
 
 ti 
 
 
 * 
 
 .^» 
 
 r * 
 
 ?*i - >' -^ 
 
 ,"■_ 
 
 
 BRITANNIA IN ICE AT BOSTON, 1844. 
 
 scribed in the following extract from the "Liverpool 
 Albion." The illustration is taken from an old print 
 issued by the people of Boston to commemorate the 
 event. 
 
 "Release of the Britannia /?'om the Ice at Boston. — Look- 
 ing into the windows of a print-shop, I saw an engraving 
 of our good ship the Britannia, which we had just quitted, 
 represented as in the act of forcing her way through the 
 
* .■ 
 
 CHAP. II.J THE CUNARD AND COLLINS LINES. 
 
 25 
 
 ice of Boston harbour in the winter of 1844 a trulv 
 Arctic scene. A fellow-passenger, a merchant f;om New 
 lork, where they are jealous of the monopoly hitherto 
 enjoyed by then- New England rival, of a direct and 
 regular steam communication with Europe, remarked to 
 me that, if the people of Boston had been wise, thev 
 would never have encouraged the publication of this 
 prin , as i was a clear proof that the British Govern- 
 ment should rather have selected New York, where the 
 sea never freezes, as the fittest por. for tlie mail-packets. 
 I had heard much durmg the voyage of this strange 
 adventure of he Britannia in the ice. Last winter '^t 
 appears there had been a frost of unusual intensity, such 
 as had not been known for more than half a century 
 which caused the sea to be frozen over in the harboGr 
 of Boston although the water is as salt there as in mid' 
 ocean. Moreover, the tide runs there at the rate of Tour 
 or live miles an hour, rising twelve feet, and causing the 
 who e body of the ice to be uplifted and let down fga^ 
 to that amount twice every twenty-four hours. Notwith- 
 stauding this movement, the surface remained even and 
 unbroken, except along the shore, where it cracked. Had 
 the continuance ot this frost been anticipated, it woiild 
 have been easy to keep open a passage ; but on Feb- 
 ruary 1st when the Britannia was appointed to sail it 
 
 '''^ oT'} !u^\ ?'^ ''^ ^^^ 7 f«^^ *i"ck in the wharf 
 and 2 feet thick for a distance of seven miles out so 
 hat waggons aijd carts were conveying cotton and other 
 freights from the shore to the edge of the ice, where 
 ships were taking m their cargoes. No sooner was it 
 understood that the mail was imprisoned, than the publ c 
 si)irit of the whole city was roused, and a large sum of 
 
 . money mstantly subscribed for cutting a cantl, se^en 
 miles long and 100 feet wide, through the ice. Thev 
 
 j began the operation by making two straight furrows 
 7 inches deep wth an ice-plough drawn by horse and 
 hen sawed the ice into square sheets, each 100 feeUn 
 
 diameter. When these were detached, they were made 
 
 •'!!.:] 
 
 ■»'» 
 
 
26 
 
 THE ATLANTIC FERKY. 
 
 :i! 
 
 ill 
 
 I! Ill Im 
 
 mm 
 
 lilfliill 
 
 
 fill 
 
 i| " 
 
 [chap. n. 
 
 to slide, by means of iron hooks and ropes fixed to them, 
 under the great body of the ice, one edge being first de- 
 pressed, and the ropes being pulled by a team of horses, 
 and occasionally by a body of fifty men. On Feb- 
 ruary 3rd, only two days after her time, the steamer 
 sailed out, breaking through a newly-formed sheet of ice, 
 2 inches thick, her bows being fortified with iron to pro- 
 tect her copper sheathing. She burst through the ice at 
 the rate of seven miles an hour without much damage to 
 her paddles ; but before she was in clear water all her 
 guard of iron had been torn off. An eye-witness to the 
 scene told me that tents had been pitched on the ice, 
 then covered by a slight fall of snow, and a concourse of 
 people followed and cheered for the first mile, some in 
 skighs, others in sailing-boats fitted up with long blades 
 of iron, like skates, by means of which they are urged 
 rapidly along by their sails, not only before the wind, 
 but even with a side wind, tacking and beating to wind- 
 ward as if they were in the water. The Britannia, re- 
 leased from her bonds, reached Liverpool in fifteen days, 
 so that no alarm had been occasioned by the delay ; and | 
 when the British Post Office department offered to defray 
 the expense of the ice-channel, the citizens of Boston de- 
 clined to be re-imbursed." — Leyell's Second Visit to the 
 United States. 
 
 The following notices from the "Liverpool Albion," 
 Feb. 18th, 1850, will also serve to show the great interest 
 taken in the Cunard vessels, and also the duration of 
 passages then prevailing : 
 
 CHAV. ]I. 
 
 «< '/'; 
 
 The Halifax Steam Squadron. — As the British and 
 North American Koyal Mail Company's magnificent 
 fleet stands pre eminent among ocean steamers, the 
 following tabular statements of their performances for the 
 past year (1849) will be found interesting. The first shows 
 the time taken by each vessel on her homeward passage, 
 including the deviation to, and detention at, Halifax : 
 
CHAP. ]I.J THE CUNARD AND COLLINS LINES. 
 
 XaineH. 
 
 Europa . 
 America • 
 Canada . 
 Niagara . 
 Europa 
 
 America . 
 Canada . 
 
 Niagara . 
 
 Europa . 
 
 Cambria . 
 
 America . 
 
 Hibernia . 
 
 Canada . 
 
 Caledonia 
 
 Niagara . 
 
 Europa 
 
 Cambria . 
 
 America . 
 
 Hibernia . 
 
 Canada . 
 
 Niagara . 
 
 Caledonia 
 
 Europa 
 
 Cambria . 
 
 America . 
 
 Hibernia ' 
 
 Canada . 
 Caledonia 
 Niagara . 
 Europa . 
 Hibernia - 
 Cambria . 
 America . 
 Canada . 
 Caledonia 
 Niagara ' . 
 Europa . 
 Hibernia 
 Cambria . 
 America . 
 Caledonia 
 Canada . 
 Europa . 
 Hibernia . 
 
 Port. 
 
 Sailed. 
 
 Arrived. 
 
 NeM' York 
 
 Boston 
 
 New York 
 I Boston 
 
 New York 
 
 Boston 
 
 New York 
 
 Boston 
 
 New York 
 
 Boston 
 i NeM-York 
 
 Boston 
 : New York 
 ' Boston 
 ; New York 
 j Boston 
 j New York 
 I Boston 
 j New York 
 j Boston 
 j New York 
 ' Boston 
 New York 
 Boston 
 I New York 
 Boston 
 New York 
 Boston 
 New York 
 Boston 
 New York 
 NeAv York 
 Boston 
 New York 
 Boston 
 New York 
 Boston 
 New York 
 Boston 
 New York 
 Boston 
 New York 
 Boston 
 New York 
 
 27 
 
 Time. 
 I>a>s. Hours, 
 
 ^ Struck off Halifax and returned to New York 
 
 Did not call at Halifax. 
 " ^^^^ only one engine working. 
 
 ■ ,t 
 
 * 
 
 
 l-^'-- 
 
 f ,- 
 
 »' i 
 
 ^,1' i 
 
 f| 
 
 HRf' 
 
 ^1 
 
 ^^Hfe^B- 
 
 ''■ 
 
 H' 
 
 i 
 
 Bs^Wp^Hp' 
 
 1 
 
 ■ it 
 
 i ■'' 
 
 1 
 
II 
 
 !l!i 
 
 28 
 
 THE ATLANTIC FERRY. 
 
 [chap. II. 
 
 "We extract from a New York contemporary the follow- 
 ing table of the outward voyages of British mail steam- 
 ships during the past year : 
 
 " • Annexed is a table, exhibiting the date of arrival, 
 length of passage, number of passengers, with the day 
 of departure, etc., of each steamer between New York 
 and Liverpool during the past year ; also one showing 
 the time of arrival, passengers, etc., at Boston during 
 the same period : 
 
 
 
 
 
 Passengers 
 
 
 Passengers 
 
 Names. 
 
 Arriv**^ 
 
 Pas- 
 
 from 
 
 Day of 
 
 to 
 
 ^ T \mm*M^^\^% 
 
 
 
 sage. 
 
 Liver- 
 
 Hali- 
 
 Departure 
 
 Liver- 
 
 Kali- 
 
 
 
 
 16 
 
 pool- 
 
 fax. 
 
 
 pool. 
 38 
 
 fax. 
 
 Canada • 
 
 Jan. 
 
 29 
 
 50 
 
 7 
 
 Feb. 7 
 
 10 
 
 Europa ■ 
 
 Feb. 
 
 24 
 
 1.3S 
 
 86 
 
 
 Mar. 7 
 
 71 
 
 3 
 
 Canada . 
 
 Mar. 
 
 25 
 
 144 
 
 88 
 
 20 
 
 April 4 
 
 138 
 
 5 
 
 Europa . 
 
 Apri 
 May 
 
 19 
 
 12i 
 
 82 
 
 7 
 
 May 2 
 
 129 
 
 
 America • 
 
 5 
 
 14i 
 
 71 
 
 4 
 
 „ 16 
 
 118 
 
 11 
 
 Canada • 
 
 j» 
 
 17 
 
 IH 
 
 71 
 
 3 
 
 „ 31 
 
 139 
 
 6 
 
 Niagara • 
 
 June 
 
 2 
 
 13i 
 
 65 
 
 5 
 
 June 13 
 
 115 
 
 11 
 
 Cambria • 
 
 ») 
 
 15 
 
 13i 
 
 61 
 
 3 
 
 „ 27 
 
 94 
 
 
 
 Hibemia- 
 
 )> 
 
 29 
 
 13i 
 
 95 
 
 2 
 
 July 11 
 
 63 
 
 10 
 
 Niagara • 
 
 July 
 
 14 
 
 14 
 
 83 
 
 — 
 
 ,1 25 
 
 92 
 
 12 
 
 Europa . 
 
 »» 
 
 27 
 
 m 
 
 123 
 
 — 
 
 Aug. 8 
 
 87 
 
 
 
 America • 
 
 Aug. 
 
 9 
 
 12 
 
 92 
 
 8 
 
 „ 22 
 
 94 
 
 3 
 
 Canada . 
 
 >> 
 
 25 
 
 m 
 
 125 
 
 3 
 
 Sept. 5 
 
 84 
 
 7 
 
 Niagara • 
 
 Sept. 
 
 7 
 
 13 
 
 127 
 
 8 
 
 M 19 
 
 48 
 
 
 Cambria • 
 
 >> 
 
 22 
 
 13f 
 
 71 
 
 11 
 
 Oct. 3 
 
 51 
 
 5 
 
 Canada . 
 
 Oct. 
 
 4 
 
 12 
 
 72 
 
 1 
 
 „ 17 
 
 72 
 
 4 
 
 Niagara . 
 
 »» 
 
 19 
 
 13i 
 
 148 
 
 — 
 
 „ 31 
 
 14 
 
 5 
 
 Hibemia- 
 
 Nov. 
 
 5 
 
 16 
 
 85 
 
 6 
 
 Nov. 14 
 
 48 
 
 9 
 
 America ■ 
 
 j> 
 
 18 
 
 14 
 
 84 
 
 3 
 
 „ 28 
 
 76 
 
 .3 
 
 Canada . 
 
 Dec. 
 
 1 
 
 13i 
 
 46 
 
 13 
 
 Dec. 12 
 
 78 
 
 2 
 
 Hibemia. 
 
 »> 
 
 18 
 
 17 
 
 69 
 
 6 
 
 „ 26 
 
 36 
 
 5 
 
 * * The average passages to this port from Liverpool 
 Wire made in 13 days and 16 hours. 
 
 ** * The following table exhibits the time of arrival, etc., 
 at Boston : 
 
fax. 
 
 10 
 
 11 
 
 ) 
 
 i J. 
 
 6 
 
 
 11 
 
 
 10 
 
 
 12 
 
 
 6 
 
 
 3 
 
 
 7 
 
 
 5 
 
 
 4 
 
 
 5 
 
 
 9 
 
 
 3 
 
 
 2 
 
 J 
 
 5 
 
 CHAP. II.J THE CUNARD AND COLLINS LINES. 
 
 29 
 
 Names. 
 
 Arrival. 
 
 Pas- 
 sage. 
 
 PassengerH 
 i-iver- Hah- ! Departure. ; Liver- Hali- 
 
 Passengeis 
 
 America • 
 Niagara . 
 America . 
 Niagara . 
 Cambria • 
 Hibemia. 
 Caledonia 
 Europa . 
 America ■ 
 Canada . 
 Caledonia 
 Cambria . 
 Hibemia ' 
 Caledonia 
 Europa . 
 America . 
 Caledonia 
 Europa . 
 Cambria . 
 Caledonia 
 Europa . 
 Cambria, i 
 
 pool. 
 
 Jan. 
 
 12 
 
 Feb. 
 
 11 
 
 Mar. 
 
 9 
 
 April 7 
 
 )> 
 
 27 
 
 May 
 
 12 
 
 ) J 
 
 26 
 
 June 
 
 7 
 
 >> 
 
 21 
 
 July 
 
 4 
 
 )) 
 
 20 
 
 Aufr 
 
 3 
 
 j> 
 
 16 
 
 >» 
 
 31 
 
 Sept. 
 
 12 
 
 it 
 
 27 
 
 Oct. 
 
 12 
 
 >j 
 
 2o ■ 
 
 Nov. 
 
 10 
 
 M 24 
 
 Dec. 9 
 
 „ 29 
 
 13 
 
 53 
 
 15 
 
 50 
 
 13 
 
 80 
 
 14 
 
 43 
 
 13 
 
 i 41 
 
 m 
 
 52 
 
 m 
 
 38 
 
 Hi 
 
 I 53 
 
 104 
 
 1 57 
 
 Hi 
 
 84 
 
 13J 
 
 45 
 
 13 
 
 57 
 
 m, 
 
 68 
 
 13 
 
 65 
 
 m 
 
 114 
 
 lis 
 
 83 
 
 12* 
 
 83 
 
 m ; 
 
 123 
 
 13| 
 
 86 
 
 14* 
 
 14 
 
 14S 
 
 52 
 
 14* 
 
 82 
 
 fax. 
 
 7 
 7 
 17 
 24 
 10 
 12 
 6 
 
 8 
 10 
 
 6 
 
 4 
 18 
 18 
 
 6 
 13 
 15 
 
 5 
 
 6 
 
 4 
 
 pool. ; fax. 
 
 Jan. 24 
 Feb. 21 
 Mar. 21 
 April 18 
 May 9 
 
 „ 23 
 June 6 
 
 „ 20 
 July 4 
 
 „' 18 
 Aug. 1 
 
 j> 15 
 „ 29 
 Sept. 12 
 „ 26 
 Oct. 10 
 24 
 7 
 21 
 5 
 19 
 9 
 
 Nov 
 
 >> 
 Dec. 
 
 Jan. 
 
 49 
 
 1 2 
 
 54 
 
 8 
 
 88 
 
 14 
 
 110 
 
 11 
 
 77 
 
 i 12 
 
 35 
 
 3 
 
 44 
 
 5 
 
 105 
 
 7 
 
 83 
 
 ' 5 
 
 126 
 
 12 
 
 38 
 
 9 
 
 28 
 
 4 
 
 26 
 
 19 
 
 18 
 
 4 
 
 50 
 
 8 
 
 84 
 
 10 
 
 17 ! 
 
 16 
 
 76 
 
 7 
 
 38 ; 
 
 3 
 
 20 ; 
 
 5 
 
 16 
 
 1 
 
 7 
 
 «< < 
 
 days Ind aTKs""^"'"^ '° B;st;;;rom Liverpool is 12 
 
 .ade,,eshortesttoBiZ!tdtl';N^XTo'^^^^^^^^ 
 Xhe actual commencement of this now justly-famed 
 
 ■first sailed from the Mersey for Halifax and Boston 
 
 port on the 19th, havmg made the passage in 14 days 
 8 hours, mcluding a stop of several hou.' at HalS 
 
 Halif "aSStrll' '"" T"' " '^^''' "" -'"-<• '» 
 w,th nineteen passen'era '^ """" '^ ^^'^^''^ °°' '»"-'. 
 
 
 f^ - 
 
 ».. 
 
 '. 1 .■ 
 
 . '/ *' 
 
 ^. n 
 
 ; 
 
 'h c ; , , ■ * 
 
 !- ■' 
 
 1 
 
 
 
 
 ■ ' ■' 
 
 ' 
 
 
 • : 
 
 
 ' 
 
 
 
 . * 
 
 i - - i 
 
 1 
 
 ,1 - f J i «'' 
 
 1 
 
 
 1 
 
 / tl'-H._ 
 
 il 
 
1 '^ ! 
 
 I! :i'; 
 
 I'm 
 
 m 
 
 I'l 
 
 80 
 
 THE ATLANTIC FERRY. 
 
 [chap. II. 
 
 Since this event to the present time the regular sailings 
 of the steamers of this line have been kept up without 
 interruption, though special efforts have sometimes 
 been required. As the gradual expansion of the trade 
 took place other steamers were built and put upon 
 the station ; namely, in 1848 the America, Niagara, 
 Canada, and Europa ; in 1850 the Asia and Africa, witli 
 1,000 indicated horse-power, burning 70 tons per day, 
 and steaming 12^ knots per hour. Each was built of 
 wood, of improved designs, as experience pointed out, 
 but with no radical departures from the Britannia until the 
 year 1856, when the Persia, the first iron steamer, owned 
 by this line was put upon the station to maintain the supre- 
 macy which was now being contested by other lines. 
 
 Another extract is worth printing as showing the 
 financial working of steam shipping forty years ago. 
 
 " The British and North American Royal Mail Com- 
 panij. — The following particulars respecting the Cunard 
 steam fleet will be found interesting, as showing how the 
 company maintained the service in 1850 : — Arabia, build- 
 ing, 950 horse-power and 2,500 tons (lately sold to the 
 West India Royal Mail Company) ; Persia, building, 950 
 horse-power and 2,500 tons ; Asia, 800 horse-power and 
 ^,220 tons ; Africa, 800 horse-power and 2,226 tons ; 
 America, 650 horse-power and 1,826 tons ; Canada, 650 
 horse-power and 1,831 tons; Europa, 650 horse-power 
 and 1,834 tons ; Niagara, 650 horse-power and 1,8'24 
 tons; Cambria, 1,423 tons. But, besides these, there 
 are some subsidiary lines which require to be mentioned. 
 Thus, there are two steamers, the Admiral, of 929 tons 
 and 888 horse-power, and the Commodore, of 800 tons 
 and 350 horse-power, which maintain a communication | 
 between Liverpool and Havre; and two vessels, the 
 
 li! 
 
CHAP. II.] THE CUNARD AND COLLINH LINES. Bl 
 
 Camilla, of 529 tons and 220 Iioi-sp nn^^^ „ ^ n , 
 
 numication between LiveVol an G „ "ow Th. mI"" 
 garet, also, a vessel of 700 tons nnH -iinl" " *^*''" 
 
 tl,e Laurel, a vessel of 428 tZ a^d IHO iZt'"'*"' ''"'' 
 sometimes employed upon th^V"! Xry" 1 S" Ihou^l? 
 ommonly, the Margaret plies between Li^^ pool and fl e 
 Meditenanean, and the Laurd Dlies l)Pt«o»„ R^if f , 
 GiasKow. Thus this great entW i e was is./r ''"'' 
 tamed by a fleet of steamers, the"?oZ of wh eh i TlM 
 horse for the mam line and 1 7>)'i i,„ ""'•; '" ",100 
 a,ul snbsidiary line " The subsidt ri Z *^*^'^'^ing 
 receives from the British Govt ml f.'l'll '"'''/"t^'l'-^sc 
 rate of nearly i'24 per annum .^.i' """■^f™'^. »' «« 
 «1|ole fleet. ^edersTnrSd'S-y' S'Ssir t 
 
 l.mprietors are limitedln immbe. m,d l.f """r^, "' 
 capitaUsts, who arrange theT^?f;.w S?"''™."y«» "arge 
 in«s, the results of Xh a": n'o Tat ^uI^^'to'I'- 
 mate the amount of the ca.r>iM v^t Fu , ^"/s'"" 
 sliips be taken, in round nun bers a %\^t''^ f ^^^ 
 power. Thus for 7 fto<t i,„. *^^" P^'' liorse- 
 
 capital of I'Sae 7C0 To «^ f,'""?!'' «•^!'>«»l<^ have a 
 tafe, plate, etc of the s „ " ^ offi "'''''' ^t'"™'" 
 ■stations, etc., at the severa norti tiH*"T' "'r'''''^^^' 
 
 piave a balanc^o^about 1^7^ nnn'T* expenses, must 
 
 Jo the account of the cai) Al t^. ^ to carry yearly 
 
 |- >uivta. —i^ivcipool Album, February 2, 1852. 
 
32 
 
 THE ATLANTIC FERllY. 
 
 [chap. II. 
 
 The Persia, like her later sister the Scotia, which 
 came out in 1802, was 380 feet long, by 45 feet broad, 
 and }U feet deep, of 3,870 tons, and was built and 
 engined by Mr. Robert Napier and Sons, Glasgow. The 
 engines were on the " side-lever '' principle so often 
 mentioned, having two cylinders each 100 inches dia* 
 meter and 12 feet stroke, and indicated 4,000 horse- 
 power. The paddle-wheels were 40 feet diameter; the 
 boilers were eight in number, having forty furnaces, the 
 steam-pressure carried being 20 lbs., and the consump. 
 tion of coal reached 1(50 tons per day to propel the ship 
 at a speed of 13^ knots. 
 
 No efforts were spared to render these the crack boats 
 in the service, and with very satisfactory results, as the 
 rates of passage-money were raised for these boats, and ^ 
 a sort of express service for passengers was now practi- 
 cally first introduced across the Atlantic. 
 
 Owing to the superiority of the screw-propeller being 
 by this time admitted, these two noble vessels proved to 
 be the last of the ocean-going paddle-wheel vessels, and 
 both were sold ; the Scotia being afterwards converted 
 into a twin-screw telegraph-ship, in which capacity she 
 still exists under her original name. 
 
 Concerning the invention of the screw-propeller, this, 
 like most other matters connected with early engineer- 
 ing, is much disputed, the credit being claimed for Mr, 
 Edward Shorter, of Southwark, who is reported to have 
 taken out a patent for it, and tried it in 1802 on H.M.S. 
 Doncaster, working it by means of an ordinary capstan 
 with gearing ; other names mentioned as the inventors 
 
" Mlj' I .1 I |J> 'W 
 
 ' * ' - ' II 
 
 
 ^ 'fH 
 
 
 II' 
 
 
 
 'i 'i 
 
 
 Ht' 
 
 f ■ 
 
 ii 
 
 „, .;, ! 
 
84 THE ATLANTIC FERRY. [CHAP. II. 
 
 are Robert Hooko, David Bushnell, and Frederic Sau- 
 vage, a Frenclimjin ; but to Mr. F. P. Smitli must h 
 given the credit of lirnt having made it succeHslul. 
 Having obtained hia paten', in 188(1, he had it tried on a 
 smaU vesHel named the Archimedes, which was built by 
 Henry WimshurHt, who also chiims to have had a «hare 
 in working out the screw-propeller. This little vessd 
 was tirst tried on the Thames in 1889, and obtained a 
 speed of 8^ miles. Afterwards it was improved upon by 
 Mi.BennetWoodcroft and Mr.liobert Griffiths, the latter 
 being the introducer of the form now in general use. 
 
 The first •* screw " steamer brought out by the Cuiiard 
 company for their Transatlantic service was the China, 
 which was put on the station in 18G2, her dimensions 
 being 826 feet long, by 40k broad, and 27^ deep. She was 
 built by Messrs. Napier and Sons at Glasgow, as were the 
 engines, which were surface-condensing, and of a tyjie 
 then in vogue ; these consisted of two oscillating cylinders 
 (each 80i inches diameter, and 5 feet <) inches stroke) 
 working upwards, and being geared down to the propeller 
 shaft by ordinary tooth gearing. The pressure carried 
 was 25 lbs., and her average speed was about 12 knots.' 
 
 Another famous screw- steamer brought out by this 
 company was the Russia, which was put on the service j 
 in 18()7. She was of slightly larger dimensions than 
 the China, being 370 feet long, by 48 feet broad, and 
 29 feet deep, and 3,100 tons. She was propelled by in- 
 verted direct-acting engines, havirg two cylinders, each 
 
 85 inches diameter, and 45 inches stroke. The vessel : 
 
 ' For illustration of engines, see p. IGC. 
 
Ul 
 
 sffi^SS 
 
 i£ 
 
 Vf 
 
 HAT(HEB 
 
 sAiir 
 
 , 
 
 
 
 1 
 
 • 
 
 
 
 i « ■ " 
 
 I 
 
 ouse and high bulwarks. 
 
 m 
 
 i 
 
 Face fogt 34. 
 
 .1 
 
 '3. 
 
 li'i ' 
 
 
 fl 
 
 1 
 
 r^^H 
 
 ^^^^B>''' 
 
 . v'^ 
 
 I 
 
 I^^^HH 
 
 p...:.,:.. 
 
 r.^H 
 
 ^pp 
 
 1,,. 
 
 :■ 
 
 WWI'f 
 
 ^ " .^ 
 
 IB 
 
 ■ "r 
 
 f 
 
 t 
 
 ■ 
 
 
 ^ ■ 
 
 
 
 ■ 
 
 ■' . 
 
 '■^4 ' 
 
 '■ 
 
f^^^ 
 
 Middle Deck. 
 
 Main Deck, showing arrangement vith a long wc 
 
 DECK PLAN OF S8. ( 
 
Middle Deck. 
 
 rangement vith a long wooden deckhouse and high bulwarks. 
 
 DECK PLAN OF SS. CHINA. 
 
 Face pagt 34. 
 
j (^IIAP. II. J 
 
 1111(1 cngim 
 
 She Carrie 
 
 jpany for a 
 
 [the fas test 
 
 iBoon after 
 
 for liigli spi 
 
 by the ma 
 
 |1881 she \\ 
 
 Mid by till 
 
 Biigiiies, aiK 
 
 '* bridge 1 
 
 (■etitted with 
 
 After the 
 
 10 add new 
 
 nit none o 
 
 lather behiii 
 
 kill, and mt 
 
 nieir tirst ve 
 
 [rough t ont 
 
 Mgeria and I 
 
 leal engines. 
 
 |tted with CO 
 
 "iig to a lari 
 
 nd were folk 
 
 rank conipoii 
 
 pge vessel, li 
 
 IS built and 
 
 lydebank. i 
 
 y^ 8,500 ton 
 
 711 nd verticil 
 

 j CHAP. II.] THE CUNAKD AND COLLINS LINES. 35 
 
 jan,l ...igines were built by Messrs. J. and G. Thomson 
 She carried on the express service of the Cunard Com' 
 l|an,y for a few years with the Scotia, but the honour of 
 the fastest jmssage having been wrested from this line 
 Isoou after she came out, she did not become noted 
 bov high speed, although she continued to be patronized 
 f-y the majority of the saloon passenger traffic. I„ 
 |W81 she was sold to the Bed Star Line of Antwerp, 
 fend by them lengthened and fitted with compound 
 Bngmes and re-named the Waesland; and still continues 
 bridge the ocean," having recently (1890, been again 
 tehtted with triple engines. 
 
 After the Russia, the Cunard Company still continued 
 to add new iron screw-propelled vessels to their fleet • 
 but none of them became prominent, as they were 
 ather behmd the time in design and arrangements of 
 lull, and machinery, and in passenger accommodation. 
 rheir hrst vessel with compound engines was theParthia 
 i-ought out in 1870, followed in the same year by the' 
 kUrena and Abyssinia, which had ordinary expansion ver- 
 5cal engines. In 1874 came the Bothnia and Scythia, 
 Bted with compound engines (the latter becoming noted 
 •«nig to a large whale striking the propeller in July 1875) 
 Id were followed iu 1879 by the Oallla, fitted with three- 
 ank compound engines, and in 1881 by the Servia This 
 hge vessel, like the other Cunarders about this period 
 »s built and engined by Messrs. J. and G. Thomson, of 
 
 d sto ; "''.:" ''' '"'' '""8- '^ '"■°^''' « deep. 
 ['I 8,000 tons; the engines were of the ordinarv com- 
 
 «"<! vertical three-crauk type, the high-p^ssure 
 
 1. * 
 
 -, .J 
 
 %'r 
 
19 ill I 
 
 ;•* 
 
 I 
 
 H i 
 
 if 
 
 II 
 
 ;:; ! 
 
 'IP 
 1! 
 
 i! 
 
 111! 
 
 •1 '''i'l 
 
 » 
 
 ilill' i 
 
 i 
 
 86 
 
 THE ATLANTIC FKRRY. 
 
 [chap. II, 
 
 cylinder in the centre being of 72 inches diameter, and 
 each of the low-pressure 100 inches, with a stroko of 
 
 G feet 6 inches. 
 
 This vessel was practically the tirst of what may ie 
 called the Express Transatlantic Service, as, owinn; to 
 the immense space required for the powerful machinery 
 necessary for the high speed beginning to prevail, l)ut 
 little room was left for cargo. Another reason for the 
 greater attention given to passenger traffic was the laifje 
 number of slow small-powered big-carrying modern eaigd- 
 boats commonly called *' tramps," which were floodinn 
 the freight market with tonnage and so cutting down rates 
 Although the tirst steel vessel, and the first with a cellu- 
 lar bottom in the Express Service, the Servia was not the 
 first in the North Atlantic trade, that honour belongm^'j 
 to the Allan Liner Buenos Ayrean, built and engincd bj i 
 Denny, of Dumbarton, in 1879, and the Parisian, built In 
 Napier in 1881. In 1882 another Cunarder, the steel I 
 Aurania, also built by J. and G. Thomson, came out, ad 
 represented a new departure suggested by the l)uil(lel^| 
 which was, in fact, a reaction against the then prevailinsj 
 proportions of length to beam, which was generally Hi 
 or 11 to 1. In this craft these proportions were altertii 
 to about 8 to 1, the dimensions being 470 feet loiiif 
 571 feet broad, 871 feet deep, and 13,360 tons. Tli| 
 engines were almost of the same design and size as tlitj 
 
 Servia s. 
 
 Neither of these vessels attained the honour of 
 much-prized " fastest record passage," and beyond tfe| 
 fact of the Aurania having become noted for a seriosi 
 
CIIA1-. 11.] THE CUNARD AND COLLINS LINES. 87 
 
 lueiikilowii of machinery which disabled her for months, 
 they have not been famous. 
 
 As may be surmised by the number of vessels which 
 about this time were being brought out by the Cunard 
 Line, tliey were endeavouring to gain the "premier posi- 
 tion" on the Atlantic which they had now relinquished 
 for over fifteen years ; and it is remarkable that it was 
 l»y the purchase of a vessel from a competing company, 
 vvliich liad already beaten the record, that they at last 
 Hiicceeded in regaining it. This vessel was the magnifi- 
 cent but ill-fated Oregon, which they purchased and first 
 sailed June 7th, 1884, and which will be commented on 
 later. Suffice it here to say, that after two short years 
 I of very successful working for the Cunard Line, and a 
 short experimental service under the British Admiralty. 
 [during which she afforded admirable experience, her 
 career was suddenly terminated by colliding with an 
 : American wooden sc.nooner off Fire Island, outside New 
 York Bay, on March 11th, 1886. 
 
 This memorable event startled the whole maritime 
 
 I world, and the usual alarming statements and prophecies 
 
 [about bulkheads once more became fast and furious ; but 
 
 that the ingenuity and care of both ship-builders and 
 
 ship-owners had not been thrown away, is shown very 
 
 distinctly by the fact that the Cunard Line still retain 
 
 their noted record of never having lost a passenger's 
 
 [life, whereas had the bulkhead division (which was 
 
 identical with that first introduced by Messrs. Harland 
 
 land Wolff) not been efficient and of sound workmanship, 
 
 [thus enabling her to he kept afloat for some hours, it is 
 
 ■ • ^:4M 
 
 
 . t 
 
 %^ 
 
m 
 
 Ml 
 
 ^'11 
 
 
 llllffl 
 
 ! 
 
 .ill iilj^ 
 
 'ii 
 
 111 iiill 
 
 ii. 
 
 I 
 
 88 THE ATLANTIC FERRY. [CHAP. II, 
 
 more than probable that the loss of life would have been 
 appalling. 
 
 Up to the present the last vessels brought out by the 
 Cunard Line to maintain the premier position, are the 
 ■well-known Umbria, which first sailed October 31st, 1884, 
 and the Etruria, on April 25th, 1885. They were of steel, 
 500 feet long, 57^ feet broad, 41 feet deep, and 13,300 
 tons. They were built by the firm of John Elder and Co., 
 then reconstituted under the name of the Fairfield Ship- 
 building and Engineering Co., which had also built the 
 Oregon, whose satisfactory performances had no doubt 
 led to the placing of the order with them; and it is 
 worthy of notice that these were the first vessels actually 
 built for the line which succeeded in making the fastest 
 record passage in recent times. 
 
 Following the usual Cunard custom, there were no 
 pronounced innovations upon the Oregon, the outline of 
 rig being simply modified to correspond with the usual 
 appearance of the fleet, and notwithstanding that the 
 triple engines were then being generally adopted, the 
 machinery was of ordinary three-crank compound type, 
 the diameter of the high-pressure cylinder being 71 
 inches, and of each of the others, 105 inches, with a stroke 
 of 6 feet. The boiler pressure was 110 lbs., the steam being 
 generated in nine boilers having seventy-two furnaces, and 
 consuming 320 tons per day, with 14,000 indicated horse- 
 power which drove her at 19 knots per hour. These 
 particulars and dimensions are interesting, as being in 
 all probability the highest which will ever be reached in 
 compound engines, owing to the ensuing introduction of the 
 
[chap. II. 
 
 lave been 
 
 ut by the 
 », are the 
 1st, 1884, 
 5 of steel, 
 id 13,300 
 and Co., 
 eld Ship. 
 built the 
 10 doubt 
 and it is 
 1 actually 
 16 fastest 
 
 were no 
 iiitline of 
 he usual 
 that the 
 ited, the 
 Lnd type, 
 being 71 a 
 1 a stroke 
 am being 
 aces, and 
 3d horse- 
 . These 
 being in 
 ached in 
 on of the 
 
 n" 
 
 %' 
 
 Face page -38. 
 
 <l^ 
 
 
 ini J 
 
 H,K 
 
 « ' • 
 
 >i 
 
 H 
 
 ■1 
 
 .V 
 
 '.4'' 
 
 t! *■ 
 
 1 (^ V 
 
 t •■ 
 
 li 1 I ' at 
 
Umii OiM 
 
 
 ^AftUCNAOl OCCK 
 
 FUNNEL 
 
 3 
 
 - grj|.l'-i5| I ^-■•^^^-'"'H TT 
 
 Nam Df c« 
 
 ir'SJFST Ct-AJS ACCO*tAfOOitri ON -- - --^JSk ::^airj«_ ' J -?'J™Li L - - -' 
 
 N*l Mm* BiatH. 
 N'JlowlnBillln 
 
 *H- FIRST ClASS /ACCOMMODATION 
 
 CABIN PLAN OF UMBRIA AND El 
 
N PLAN OF UMBRIA AND ETRURIA. 
 
 Face page .38. 
 
. •!».. 
 
 JE A^^HI^^^BI^ 
 
 4" 
 
 i^^mIb^^II 
 
 
 ^^nH 
 
 ' ' ''^WM 
 
 If ' . 1 .? fBwteBKK^BM 
 
 
 '' ^nms^s^BB^M 
 
 WfF 
 
 • 1 /^«^^ 
 
 
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 V,' 
 
 
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 I 
 
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 U 
 
 l**, 
 1?** 
 
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 ■ i» 
 
 
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 i 
 
 ^y 
 
lii 
 
 " t 
 
 ill: I I! 
 
 I I 
 
 I'll 
 
 40 
 
 TllK ATLANTIC J'EHHY. 
 
 [chap. II. 
 
 " twin screws," wliieli divide t le power into two separate 
 HetHof niachinery of considerably more than half the horse- 
 power hitherto used, and also to the introduction of the 
 triple expansion enjjjine, whicli has rendered the com- 
 pound now obsolete. Since their advent these handsome 
 vessels have been hugely and deservedly well patronized, 
 but have had to yield the palm to the former rivals of 
 the Cunard Line, and as there is no finality in such 
 alTairs, and the line is eag r to regain and hold the 
 fastest record passage, " Faint murnnirs of improvement 
 come," so that man's daring and constructive skill, in 
 surmounting the difficulties and trials of advancing still 
 further in the noble kindred sciences of naval architec- 
 ture and marine engineering, is now being put to further 
 test in producing new Cunarders.' 
 
 Following the inevitable laws of nature and the dic- 
 tates of the great manipulator, Father Time, the pro- 
 prietary of this great line, like its vessels, has had to 
 undergo change ; the first being the handing over of the 
 private ownership from the founders, Cunard, Burns, 
 and Maclver, in 1878, to a private company entitled 
 *' The Cunard Steamship Company, Limited," and 
 registered on February '23rd, 1878, witli a capital of 
 i-2,000,000 in 20,000 shares of i'lOO each. This was 
 changed again to a public C' mpany in 1880, the shares 
 being eagerly taken up by the public. Some time after- 
 wards, early in 188^, the Messrs. Maclver withdrew from 
 the company, and the management was taken over by 
 the directors, assisted by a responsible manager and 
 
 ' See Appendix. 
 
(irAP. II. J THE CrNAIin and COLLINS LINES. 41 
 
 ofticiiils under the direct supervision of Mr. (now Sir) 
 Joliii Burns, the present chairman, under whicli riuiinie 
 it now renuiins. 
 
 Following tlie Cunard, the next great steamship 
 cftort to he noticed is the commencement of the once 
 famous CoHins Line, which was founded in the United 
 States in 1H48, to wrest, if possihle, the trade from the 
 Eiv^Mi steamer:,. This Hne commenced its first sail- 
 ing on April 27th, 1849, from New York for Liverpool, 
 by despatching the Atlantic, one of four splendid wooden 
 steamsliips, the others heing named Arctic, Baltic, and 
 Pacific, each of which measured 282 feet long. 45 i^ feet 
 broad, and 32 feet deep, with a tonnage of 2,800 tons, built 
 by William Brown, at New Yorl.. The machinery was 
 constructed by the Novelty Ironworks of the same place, 
 and was of the side-lever type, having cylinders 06 
 inches diameter, and \) feet stroke. The boilers, four 
 in number, were arranged with two rows of furnaces, 
 one above the other, and were fitted with vertical tubes 
 2 inches diameter. Steam was carried at 17 lbs. pres- 
 sure on a consumption of about 85 tons per day. The 
 paddles were S5h feet diameter, the average speed about 
 m knots per hour. Every effort which skill and science 
 could command was put forth in the equipment of these 
 vessels, each costing over ,i'100,000 ; but cost was con- 
 sidered no objeci so long as they outstripped the best 
 performance.-, of the Cunard vessels. In this they were 
 successful, but financially they were not, owing, no 
 doubt, to the lavish expenditure, and in September, 
 1854, they received a terrible blow in the loss of the 
 
 
 
 
 
 '■ i 
 
 ^^.^ 
 
CHAP, ir.] 
 
 iiiil 
 
 lili 
 
 Hi 
 
 Arctic, wl 
 
 named th 
 
 with a lo6 
 
 Hon, and ( 
 
 and prom 
 
 About t 
 
 tliem in tl 
 
 l)ool on Ji 
 
 known, tl] 
 
 of," being 
 
 livinj; fre 
 
 The last of 
 
 brought 01 
 
 in Deceinb 
 
 vessel buil 
 
 Steers, at '. 
 
 broad, and 
 
 Tiie maelii 
 
 works, Ne\N 
 
 ders each 
 
 indicating ; 
 
 20 lbs., tht 
 
 revoUitions 
 
 daily consu 
 
 drawal of t 
 
 laid up, ther 
 
 (Ireland), p: 
 
 cessful she \ 
 
 wards sold t 
 
 she still exis 
 
CHW. II.J THE CVUxnU AND COLLINS LINES. 48 
 
 Arctic, wliich was run into by a small French steamer 
 named the Vesta, otY Cape Race in a dense fog, and sunk 
 with a loss of 822 lives, amongst whom were the wife, 
 son, and daughter of Mr. Collins, the managing director 
 and promoter of the line. 
 
 About two years after this another great disaster befell 
 them in the loss of the Paciflc, which sailed from Liver- 
 pool on June 29th, 1850, but as to her fate nothing was 
 known, the brief and terrible sentence, " Never heard 
 of," being tlie only tale of how a noble vessel and her 
 living freight were suddenly engulfed in eternity. 
 The last of the great wooden paddle-steamers, the Adriatic 
 brought out by the Collins Line, arrived in Liverpool 
 in December, 1857, and was by far the finest and fastest 
 vessel built up to that date. She was constructed by 
 Steers, at New York, and was 355 feet long, by 50 feet 
 broad, and 33 feet deep, her gross tonnage being 3,670. 
 Tlie machinery was constructed at the Novelty Iron- 
 works. New York, and consisted of two oscillating cylin- 
 (lers each 100 inches diameter and 12 feet stroke 
 indicating 2,500 horse-power, with a boiler pressure of 
 20 lbs., the paddles were 40 feet diameter, and at 17 
 revolutions per minute gave a speed of 13 knots on a 
 daily consumption of 85 to 90 tons. Upon the with- 
 drawal of the Collins Line in .January, 1858, she was 
 aid up, then sold to be put upon the service from Gal way 
 (Ireland), promoted in 1861 ; but the line being unsuc- 
 cessful she was agam laid up in Birkenhead, and after- 
 wards sold to serve as a hulk in the west of Africa, where 
 I she still exists. The two remaining vessels, Atl.nMc and 
 
 ■ ■■ i 
 
 
 
 1 
 
 1 '^'■■' 
 
 Mi 
 
 flp7 r it /« 
 
m 
 
 .'iiil! 
 
 liimkiii 
 
 If III 
 
 mm 
 
 44 
 
 THE ATLANTIC FERRY. 
 
 [chap. II. 
 
 Baltic, were converted into sailing-ships and were afloat 
 until recent years, but have now disappeared. 
 
 The continued success of the Cunard Line soon brought 
 forth others anxious for a share of the great profits which 
 were being reaped. In 1847 the Americans established 
 a line to trade between New York and Bremen, touching 
 at Cowes in the Isle of Wight : it was called the Ocean 
 Steam Navigation Company, and contracted to carry the 
 United States mails twice a month. It lasted, however, 
 only a few years, being very unsuccessful. 
 
 In 1848 the Americans formed another line of vessels 
 to ply from New York to Havre, touching at Southamp- 
 ton, under the name of the New York and Havre Steam 
 Navigation Company. They commenced running in 
 1850, with a large subsidy from the United States 
 Government for carrying the mails. The vessels of this 
 line were also very unfortunate, two of them having been 
 lost within twelve months, a misfortune which caused 
 the company to be dissolved some time afterwards. 
 
 :(!lli 
 
41. ♦/::.'■■'•'. 
 
 i 
 
 
 CHAPTEK III. 
 
 THE INMAN, ANCHOR, AND ALLAN LINES. 
 
 Just ten years after the foundation of the Cunard Line 
 (namely in 1850), another of the great lines made a small 
 beginning, but with an entirely diiierent type of vessels 
 from the form then existing. This was the now well- 
 known Inman Line, and was announced in the papers 
 by tbe following advertisement in the " Liverpool Mer- 
 ciiiy," Dec. Cth, 1850 : 
 
 ''Steam communication between Liverpool a»d PhiJa- 
 (Jclj>hi a. —The powerful screw steamship City of Glasgow, 
 B. E. Matthews, late of the Great Western, Commander,' 
 1,610 tons, 350 horse-power, is intended to sail as 
 under : 
 
 '' From Li^>rpooL—^yednesc]a\, 11 Dec; Wednesday 
 12 Feb., 1851. From Philadelph i a. —Tlmradsiy, 16 Jan.! 
 1851 ; Thursday, 13 March. ^ ' 
 
 " This vessel is well known from her successful vova^^es 
 between Glasgow and New York, and has ample stale- 
 room accommodation for about 120 first and second cabin 
 passengers, no steerage passengers taken. 
 
 \' Rates of Passac/c.—From Liverpool.— 1st Cabin, 22 
 gumeas ; 2iid Cabin, 13 guineas. From Philadelphia.— 
 1st Cabm, 100 dollars; 2nd Cabin, 60 dollars. 
 
 " These rates include provisions and steward's fee, but 
 not wmes or liquors, which can be had on board. 
 
 ''Rates of Frei(iht.—From Liverpool —^-^ per ton 
 measurement. From Philadelphia.— Xccordinrr to a^ree- 
 ment. " '^ 
 
46 
 
 THE ATLANTIC FERRY. 
 
 [chap. Ill, 
 
 
 
 ill r '1 
 
 ** Passengers and shippers will find Philadelphia the 
 most central port, possessing railway communication in 
 a few hours and at trifling expense to New York for the 
 North ; being also on the main line from the North 
 through Baltimore to Washington and the Southern 
 States, and the great central railway (now open to within 
 80 miles of Pittsburg on the Ohio) forms the shortest 
 and most direct route to the Western States. All goods 
 sent to the agents in Philadelphia will be forwarded with 
 economy and despatch. 
 
 "For further particulars apply in Philadelphia and 
 New York to Eichardson, Watson and Co. ; in Belfast, 
 to Eichardson, Brothers and Co. ; in Glasgow to Patrick 
 Henderson and Co., and in Liverpool to 
 
 " Eichardson, Brothers and Co., 
 ■ "12 and 13, Tower Buildings,^ ^ 
 
 " Liverpool." 
 
 This service was founded by Mr. William Inman, of 
 Liverpool, in conjunction with the firm of Eichardson 
 Brothers, of the same place, the intention being to trade 
 between Philadelphia and Liverpool. Their first steamers 
 were the City of Glasgow ' and City of Manchester, the 
 former, which was originally built for trade between 
 Glasgow and New York, was described as follows by the 
 *■' Glasgow Courier." 
 
 "A NEW Atlanixc Steamer. 
 
 •' Our citizens will shortly have the gratification of 
 witnessing the starting from the Broomielaw of the first 
 ship of a line of magnificent steamships to sail direct 
 between Glasgow and New York. The honour of this 
 undertaking is due to the enterprise of our townsmen, 
 
 ' The City of Glasgow was afterwards lost in the Black Sea 
 with all hands, but was not then in the Atlantic trade, so is omitted 
 in table of lossefi. 
 
CHAl'. III.] THE INMVN, ANCHOR, AND ALLAN LINES. 47 
 
 Messrs. Tod caiicl M'Gregor, who have already their first 
 vessel 111 a statr of considerable forwardness, and is ex- 
 ].ectec to be ready for launching from the stocks by the 
 end ot Fel)ruary. -^ 
 
 '• The City of Glasgow for such is to be the distinguish- 
 ing name of the splendid steamship now rapidly approach- 
 mg completion in Messrs. Tod and M'Gregor's yard, is 
 built of iron, and is of imposing dimensions, although 
 lier beauty and symmetry apparently detract from her 
 real magnitude. She is a three-decker, of about 1 600 
 tons measurement over all, and is to be propelled bv a 
 screw 16 eet in diameter and 18 feet pitch, which is" to 
 be ^^olked by two lever beam-engines of 350 horse-power 
 
 the syep of the decks clear without encumbrance. The 
 spar-deck will form a magnificent promenade in fine 
 ^veather, and in foul weather the main-deck aftbrds 
 a;np e space or recreation, perfectly lighted and venti- 
 lated, and protected from ram or spray. The total length 
 
 the main-deck is 287 feet, and the breadth 34 feet 
 
 On each side are ranged the state-rooms, leaving 16 feet 
 
 clear in the centre The height between decks fs 7 feet 
 
 ^ Ihe accommodation lor each class of passengers is 
 admirable and most complete. She will can-y 52?abin 
 
 01 hi st-class passengers, 85 second-class, and 400 steer- 
 age emigrants. The crew, including officers, engineers 
 
 aoout 0, so that slie will carry a total livin" cuvo of 
 up»ar<ls 01 COO. Two of the state-rooms foi "tim-Slass 
 
 y tno. The state-rooms lor second-class passeiiKers 
 
 fo -u^^'' f "' ''«''' '^'•'•"^^ '" '^'^- The state-rooL 
 ladies are so capacious that they may be used as 
 
 fe'ZT'Th'Tl^ ''^^' """""' *' retu-e'lrr'tl 
 Uu I .,T' I? 'f ""'■ '" ''" apartment of noble dimen- 
 l 11 sson ?:,f''^"^"^r«""' "f' »»d '"'-niched with 
 * i h aX .1 '"■^\- •f'^'^. ™alls will be decorated 
 i^^tii panellmgs representing views of places of interest 
 
 1 .1 . 
 
48 
 
 THE ATLANTIC FERRY. 
 
 [chap. III. 
 
 on both sides of the Atlantic. One room is being fitted 
 up as an apothecary's shop, from which the surgeon will 
 dispense his medicines. Near this is the bath-roon], 
 with apparatus for pumping up the salt water trom the 
 Atlantic. In fact, nothing has been left undone which 
 science and ingenuity can suggest to add to the com ort 
 and convenience of the passengers. Nor has their sa ety 
 been uncared for in the construction and httingH ct this 
 noble ship. By means of live water-tight bulkheads the 
 vessel is divided into six compartments, so that she 
 would float although several of these divisions were tilled. 
 She will be furnished with six capacious lifeboats, having 
 copper tanks under the seats to render them buovaiu. 
 Danger from tire has been likewise carefully guarded 
 against. The lamps which light the state-cabins cau 
 oSly be opened by the officers of the ship ; and powertul 
 pumps, to be worked by the engines are supplied so as 
 to extinguish at once any fire whicn might break out. 
 In the bottom of the hold are placed iron tanks to con- 
 tain 13,000 gallons of fresh water. There will be ample 
 storage for 1,200 tons of goods. 
 
 " In addition to the screw motive power the Lit) oi 
 Glasgow is barque-rigged, and will carry an enormous 
 press of canvas." 
 
 The City of Glasgow and City of Manchester were built 
 of iron, upon the Clyde, by Messrs. Tod and M'Giegor, 
 and were 258 feet long, 34i feet broad, and 25 feet deep, 
 and of 2,125 tons, and had overhead geared engmes 
 o 3.% horse-power, constructed by the same firm, ^vitl] 
 cylinders 71 inches diii-meter, and stroke of 5 feet, driviu^ 
 a two-bladed screw-propeller. Steam at 10 lbs. pressure 
 was generated in three boilers having nine furnaces, ^^ltll 
 the a^dvent of these vessels com \m u '^cd the long- waged waroi i 
 paddle versus scresv ocean steamers ; >^o that although tlie. 
 Great Britain had been previously in the trade, to the 
 
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 aa 
 
 »0 
 00 
 
 o 
 
 CO 
 
 E 
 
I 
 
 iiiM 
 
 1 I 
 
 50 
 
 TIIK A'lIiANTlC TKltUY. 
 
 [('IIAI'. III. 
 
 Inman Lino holonKs tlio honouf ol' liiiviii« iiitrodiu'cd 
 
 tho I'li'Ht huccoshI'uI iron Hcn^w stoiunor, to wliicli Com- 
 
 pimy's notico it was broii^^ht h.y Mr. Tod, of the linn 
 
 that hnilt tho vohhcI. Tlui first nailing' waH tho City of 
 
 Glasgow, whii'li loft liiv<>ri)ool on DoconilMT lltli, IK.M). 
 
 f,n- rhiladolpliia,, followod Hoon aft(M- hy tln^ City of Man- 
 
 Chester, City of Philadelphia, and othors. In iHf)? llicy 
 
 conniionced calling at Now York, wliioli i)i'ovin}r a nioiv 
 
 Huitahlo port, Philadolphia was j^ivon n]). Aftor tliis 
 
 evont tho diroct rivalry hotwocn this line and tho Cuiinid 
 
 conunoncod ; tho lattor having; by that tinio ^^ot rid of 
 
 their old rival the CoUinH Line, now found anotlui 
 
 coniinj.^ forward with a modern style of screw-stoanishii), 
 
 to c'onipoto with them for a share of the enormous sul:- 
 
 »sidies which were at that time in vogue. 
 
 This rivalry soon bore good fruit as fni- as tho publu 
 were eoneornod, as each succeeding new vessel wa^ 
 always built to outstrip the performances of the otlui 
 line's crack ship, as well as to surpass it in tlu 
 elegance of the lit tings. 
 
 In 18(>i) the Cunard (\mii)any, in the matter of speed, 
 was eclipsed by the perfornninces of the Lnnan steauu. 
 City of Brussels, which made a splendid run home of 
 7 days, '22 hours, 5^ minutes ; and as the first City of Paris 
 had in 1H(>7 made the fastest outward passage, their rival 
 bad to yield the palm. 
 
 The tirst City of Paris was built and engined l>y To.l 
 and M'Gregor of Glasgow in ISlUi, and was 3581 feet 
 long, 40;\ feet broad, and 2G feet deep, and of 2,875 tons, 
 her engines being of the horizontal trunk type, villi 
 
i public 
 
 le otlu'i' 
 ill tlif 
 
 1— ( s 
 
 Ci] 
 
 a -4 
 
 
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 7J 
 
iiilli 
 
 ■ 1 
 
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 52 
 
 THE ATLANTIC FERRY. 
 
 [chap. III. 
 
 cylinders of 89 inches diameter, and 3 feet 6 inches 
 stroke, consuming 105 tons per day, the speed being 12^ 
 knots per hour. This fine vessel was afterwards lost at 
 sea in March, 1885, under the name of the Tonquin. 
 
 The City of Brussels, built by the same firm, avus 
 launched in 1869. She was 390 feet long, 40^ feet 
 broad, 27 feet deep, and of 3,747 tons. The engines 
 were horizontal direct-acting trunk engines with surface 
 condenser, having two cylinders each of 91;- inches 
 diameter, 4 feet stroke, and steam pressure of 30 lbs., 
 which propelled her at a speed of nearly 13 knots on a 
 consumption of 110 tons per day. 
 
 One of those important details which are so vital in 
 the successful working of these great vessels was first 
 adopted on this ship, namely the steam steering gear 
 which had recently been introduced and tested on the 
 Great Eastern. This valuable auxiliary was designed 
 and successfully worked out by Mr. MacFarlane Gray 
 of the famous Yauxhall Foandry, Liverpool, owned by 
 George Forrester and Co., which has since disappeared 
 like some of the other great firms, such as Woods, 
 Vernon, Jack, and others who have helped on the great 
 civilizer of our day— the ocean steamship. 
 
 The career of this famous vessel, the first to reduce 
 the passage to under eight days, in December, 1869, de- 
 serves notice, for she was the last of a type of steamship 
 which was at this date much in vogue, having a long 
 narrow wooden deckhouse with high bulwarks, giving but 
 limited space to the passengers.' This was afterwards done 
 ' See deck plan steamship " China " for this arrangement, p. 34. 
 

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 00 
 00 
 
 
 H 
 
 
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;i'ii 
 
 64 
 
 THE ATLANTIC FERRY. 
 
 [chap. III. 
 
 Ml. 
 
 away with in 1H7'2, another deck boing added and other 
 extensive alterations made to enable her to compete 
 with newer rivals which had come upon the scene. 
 Later, in 1870, the original engines and boilers were re- 
 moved and replaced by four-cylinder tandem compound 
 engines, and in the year 1«77 she was the object 
 of attention, owing to a ver) long delay in arriviii;^ 
 caused by the breakage of the shaft, as there were on 
 board many Catholic pilgrims bound to Rome on the 
 occasion of the jubilee of his Holiness Pius IX. 
 
 In 1883 her career was suddenly ended by a collision 
 with a steamer named the Kirby Hall, which cut into and 
 sank her in a dense fog, oif the mouth of the Mersey, on 
 January 7 th, 1888. 
 
 Following the usual order of things, this famous vessel 
 was succeeded by others to maintain the efficiency of the 
 fleet. The City of Richmond and other vessels were brought 
 forward, and in 1875 the City of Berlin commenced sail- 
 ing. This fine vessel was built and engined by Messrs. 
 Calrd, of Greenock ; she was 488^ feet long, 44i feet 
 broad, 34f feet deep, and of 5,526 tons. The engines 
 were of the two-cylinder compound two-crank vertical 
 type, with cylinders of 72 and 120 inches diameter, and 
 stroke of 5 feet G inches, the boiler pressure being 
 75 lbs., generated in twelve boilers having thirty-six fur- 
 naces. The consumption per day was about 120 tons, 
 and her average speed about 16 knots on the passages 
 made outward in September and homeward in October, 
 1875. These were the fastest ever made up to that time, 
 and were much commented upon, the record being 
 
CHAP. III.] THE INMAN, ANCHOR, AND ALLAN LINES. 55 
 
 wrested from the newer rival, the White Star Line, 
 wliich, commencing in 1871, had till then held the 
 premier position. The first use of the " electric light ** 
 in this trade was made in this steamer, which was fitted 
 with it in November, 1879. In 1887 new triple expansion 
 en^jines and boilers were supplied by Messrs. Laird, of Bir- 
 kenhead, and forced draught on the Howden system fitted. 
 After a p( riod of six years, during which time other 
 lines were bringing forward noble vessels to obtain the 
 much-prized "fastest passage," another beautiful vessel, 
 the City of Rome, was launched for this line at Barrow on 
 June 14th, 1881, and sailed on her first voyage from 
 Liverpool, October 13th, 1881. This graceful vessel was 
 the subject of much comment when being built, but 
 the great expectations entertained were, however, not 
 realized. The construction of the hull, beyond being 
 exceptionally strong, calls for no comment. She was 
 built of iron throughout, and was 546 feet long, 52^ feet 
 Inoad, and 37 feet deep, and of 13,500 tons ; three funnels 
 were for the first time fitted, which being uniformly 
 spaced with four masts, gave the vessel a noble appear- 
 ance in conjunction with the graceful bow and general 
 outline of the hull. For the machinery, which was also by 
 the Barrow Company, the three-crank engine was adopted, 
 but it differed from the other types in the fact that there 
 were six cylinders, three high pressure, each 46 inches, 
 and three low pressure, each 86 inches diameter, fitted 
 tandem fashion, with a stroke of 6 feet. A great departure 
 was made in the working of the slide-valves by means of 
 spur-wheels, which geared the weigh-shaft (on which the 
 
 
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 WEBSTER, N.Y. 14380 
 
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58 
 
 THE ATLANTIC FERRY. 
 
 [chap. III. 
 
 CHAP. m. 
 
 :i ' 
 
 eccentrics were fitted) with the crank-shaft, and thus 
 enabled the valves to be fitted at the back of the 
 cylinders. Hollow shafting was also fitted throughout, 
 except for the propeller length. 
 
 The boilers, which were of the usual type in iron, 
 carrying 90 lbs. pressure, were eight in number, with 
 forty-eight furnaces placed two and two in fore and aft 
 line, which enabled a water-tight bulkhead to be fitted 
 fore and aft on each side, so as to form the coal bunkers; 
 this excellent arrangement was, however, altogetlier 
 altered, as well as other parts of the machinery, after 
 she was returned to the builders, with a view of attain- 
 ing a speed more in accordance with the newer Atlantic 
 vessels. After completion of these alterations, she was 
 again put in the Express Service, under the auspices of 
 the Anchor Line, in 1884, where she still continues. 
 
 With the exception of the City of Chicago, bought to 
 replace the City of Brussels in 1883, no steamers were 
 added to this line until the new regime. The Inman 
 and International (noticed later) placed upon the service 
 the now famous twin screw steel steamers City of New 
 York (the third of that name, see p. 157), in March, 
 1888, and City of Paris, in April, 1889. The intro- 
 duction of these splendid ships to the Express Trans- 
 atlantic Service, marks one of these epochs of complete 
 transformation in type of vessel, which, as the years 
 roll by, the demands of the public necessitate, and the 
 advance of engineering science renders possible. In the 
 design and construction of hull and machinery great 
 advances were made, steel being very extensively used, 
 
 STERN OP CI 
 
 "\ 
 
LCHAP. III. g ^,j^^|,^ jjj -j ^jj^ INMAN, ANCHOR, AND ALLAN LINES. 69 
 
 and following the idea of the builders, Messrs. J. and G. 
 Thomson, great breadth of beam was adopted ; also, as 
 
 STERN OF CITY OF NEW YORK, SHOWING PATENT RUDDER AND TWIN 
 
 SCREWS. 
 
 I may be seen from the illustration, the most minute 
 
 I subdivision into water-tight compartments, effected by 
 
 numerous transverse, and, for the first time, fore and aft 
 
 
 
 
 I i^' 
 
 ■ < 
 
 i » 
 
60 
 
 THE ATLANTIC FERRY. 
 
 [chap. III. 
 
 mid-line bulkheads. These were rendered practicable on 
 account of the adoption, for the first time, in the Express 
 Service, of the "twin screw" system of propulsion. 
 Another great novelty was the adoption of the waterl 
 chambers, to lessen the rolling in a sea-way. 
 
 The general outline was somewhat after the handsomel 
 appearance of the City of Rome, there being three funneisl 
 and three pole-masts with but little sail power, the in- 
 troduction of the twin screws having evidently sounded! 
 the death-knell of all the time-honoured and romantic] 
 associations of the glistening sail and flowing sheet. 
 
 The machinery consisted of two separate (port and 
 starboard) sets of three-crank triple engines possessing 
 all the latest improvements ; the boilers being fitted mil 
 forced draught on the closed stokehole system, and 
 carrying 150 lbs. pressure.^ One of the most marke 
 innovations which deserves notice was the new arrangej 
 ment of the rudder ; this, unlike the usual type, had m 
 part above the water-line, although the hull was so outj 
 lined or built as to look as if there were, but in this cas 
 the rudder proper only reached to a foot or two beloi 
 the water-hne, having the stock passing through 
 water-tight stuffing-box into a compartment in the runl 
 in which a powerful steering gear was placed. This, likf 
 all the other auxiliary machines on board, was workej 
 upon Brown's hydraulic system, which was hither 
 entirely unknown in this trade. 
 
 The first of these fleet argosies was the City of Net 
 
 ' Howden's system of forced draught has since been fitted oi 
 steamship " City of Paris " in 1891. 
 
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 ; hither 
 
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 IICMNTS 
 
 _&C*MEN 
 
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 tmCRONTS 
 
 
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 Face page 60. 
 
 I'-- 
 
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 amw Bf,ms. 
 
 DECK PLAN, CITY OF NEW 
 
amw Bf,ms. 
 
 w^~wm^s: 
 
 iy'tiiiii" ' "* ■ 
 
 
 ONE 
 
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 rcM 
 
 (VIM DtCK 
 
 BOI 
 
 M/£> t/M£ 
 
 llR SP>iCES 
 
 VUtX HE,\0 
 
 DECK PLAN, CITY OF NEW YORK. 
 
 Face page 60. 
 
I 
 
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 tir.M'. III.] 
 
 York, wliicl 
 by the City 
 
 l)roiif,'lit tin 
 
 honour of I 
 
 six (lays fel 
 
 Puhlic at 
 
 ill 1H!)0, o 
 
 iiitiule, whi 
 
 •i.)th. 1890, 
 
 1 run ; this, t 
 
 plete wreck] 
 
 l)realuage of 
 
 mishap it wi 
 
 I iuid flooding 
 
 almost impo 
 
 [other calcul 
 
 limited fore 
 
 Portions of 
 
 (bulkhead, al 
 
 Ijreakage of 
 
 I to flow free 
 
 disabling th( 
 
 Hfe or limb, 
 
 foundering o: 
 
 safely until t( 
 
 ashort deten 
 
 nectionsand 
 
 her own stea 
 
 ever ought t( 
 
 nmged and c( 
 
 li;i: 
 
' .'%'' 
 
 IIIAI'. III.] THE INMAN, ANCHOR, AND ALLAN LINES. C)l 
 
 York, which came out in 1888, and was followed in 1885) 
 hy the City of Paris ; the splendid runs of the latter soon 
 brou^'ht tliem to the front rank, and in May, 188!), the 
 iionoiir of heing the first to reduce the passage to below 
 six (lays fell to the City of Paris. 
 
 Public attention was much turned to this vessel early 
 ill 1H!)0, owing to an accident of exceptional mag- 
 iiitiule, which occurred to the machinery on March, 
 •i.)tli, 1890, when nearing the Irish coast on a homeward 
 mil ; this, as is now well imown, consisted in the com- 
 plete wrecking of the starboard engine, caused by the 
 breakage of the shaft at the tube mouth. Until this 
 I mishap it was generally assumed that total disablement 
 and flooding of both port and starboard machinery was 
 almost impossible, and certainly most unlikely, but like 
 I other calculations of man's extensive but nevertheless 
 limited foresight, it was found not to be infallible. 
 Portions of the wrecked engine damaged the mid line 
 [bulkhead, allowing the water, which had, owing to the 
 'I'reakage of the sea connections, filled one engine-room, 
 to flow freely into the other. Although completely 
 disabling the ship, the breakdown caused no injury to 
 life or limb, and at no time was there any danger of 
 foundering or other fatal accident, for she floated\uite 
 sately until towed into Queenstown harbour, whence, after 
 h short detention occupied in closing the wrecked sea con- 
 nections and pumping out the water, she proceeded under 
 lier own steam to Liverpool ; a fact which once and for 
 ever ought to prove that bulkheads, when properly ar- 
 lianged and constructed, will effectually prevent sinking. 
 
 
 !* 
 
 * 
 
 t ■■ 
 
 
 
 :. ' . *n 
 
 i 
 
 *' \\ 
 
 i*^ '■ 
 
 * f 
 
T^ 
 
 C2 
 
 THE ATLANTIC rKIUlY. 
 
 [CHAI' 
 
 III. 
 
 
 li '-r.li 
 
 Since the advent of these two great " Citien " the Inman 
 and International have rested on their laurels, altliotigb 
 they also have yielded the palm of the fastest passaj^'e to 
 their former rivals as will be recorded later. 
 
 Like that of the Cunard Company the proprietary of the 
 Inman Line has undergone changes. It passed hrst from 
 the private ownership of its energetic founder, Mr. ^Vllli!lUl 
 Inman, to a private limited company in 1H75, which after- 
 wards, in September, 1886, endeavoured unsuccessfullv 
 to raise additional capital by the public issue of deben- 
 tures. The whole organization and fleet was then purcliasdl 
 by the International Navigation Company of the I'nM 
 States, better known as the lied Star Line, and the entire 
 management altogether passed from the well-known namt 
 of Inman to that of Messrs. Richardson, Spence and Cu,. 
 who now continue it under the name of the Inman anJ 
 International Company, Limited. 
 
 In 1851 a line was formed in Glasgow to trade betweto 
 that port and New York City ; under the name of Tlk 
 Glasgow and New York Steam-packet Company. The fiisi 
 steamer, the Glasgow, sailed in 1851, and was followed bt 
 the New York and Edinburgh. The line was fairly successful 
 until 1858, when the New York was lost, which proved tlit 
 tirst step downwards, for soon afterwards the other steamer; 
 were sold, and the line was broken up in 1859. 
 
 The first successful line from Glasgow was that known 
 as the Anchor Line, in 1856. This line, under tlit 
 management of Messrs. Handyside and Henderson, com- j 
 menced by despatching the steamer Tempest to New Yort 
 This trade was, however, only carried on as a secondary I 
 
 ,m' 
 
 ill ! 
 
dl.U'. III.] THE INMAN, ANCHOR. AND ALLAN LINKS. 03 
 
 one to their Mediterranean trade until iHfia, wlien they 
 commenced witli lar^'e steamerH, the tir.st two hein^' named 
 tlie Britannia and Caledonia. The trade increased so 
 rapidly that it was soon found necessary to eonmience 
 weekly sailin^js. The recent additions to the Anchor 
 tleet rank amonj,'st the largest of the Atlantic vessels. 
 
 One of the moderii innovations introduced by this now 
 extensive line was the carrying of dead meat by the dry 
 I'ir process of refrigerating. This was effected on board 
 the S.S. Oircassia by means of machinery specially 
 iuranged and made by Messrs. Bell, Coleman and Co. 
 The enormous trade now carried on in this particular 
 hervice to every part of the world dates from this success- 
 ful venture, which was made in March, 187!J ; the first 
 actual experiment was, however, that of the S.S. Strath- 
 leven in the Australian trade, fitted towards the end of 
 1878 by the same firm of Bell, Coleman and Co. 
 
 The next expansion of the Transatlantic service which 
 we must notice was designed to connect Canada with 
 
 j the mother country, and to this end a contract was 
 entered (in August, 1852) into by a firm in Liverpool, 
 named MacKean, MacLasty and Lamont, with the 
 Canadian Government for an annual subsidy of i*24,000. 
 
 [Early in 1853 the first steamer, Geneva, sailed from 
 Liverpool for Quebec, and was followed by others named 
 tlie Ottawa, Cleopatra, etc. The service lasted until late 
 m 1854, when it came to an end through the Crimean 
 
 [war causing a demand for steamers as " troopers." 
 After the termination of this service, another was soon 
 
 'li 
 
 i^ 
 
 <*i I 
 
 
 
 ,<1 
 
 
 
rlii 
 
 64 
 
 THE ATLANTIC FERRY. 
 
 [CIIAI'. III. 
 
 aftcvwards created by Sir Hugh Allan, of Carada, in 
 conjunction with his brothers in Glasgow, and, under the 
 name of the Allan Line, still flourishes. The first vessel 
 was the Canadian, which sailed from Liverpool, on the 
 20th September, 1854, for Quebec and Montreal ; this 
 was an iron screw-propelled vessel built by Denny, of 
 Dumbarton, 278 feet long, 34 feet broad, 24 feet deep, 
 and of 1,873 tons, with inverted direct-acting snw 
 engines by Tulloch and Denny, having cylinders {)i 
 inches diameter, nnd : .V IVet stroke, the boiler pressure 
 
 ^^ 
 
 CANADIAN (1854), FIRST STEAMSHIP OF THE ALLAN LINE. 
 
 being 12 lbs. per square inch. Owing to this vessel ami 
 her sister, the Indian, being chartered by the Govern- 
 ment, no further sailings took place until April, 1856, 
 when, under the name of the Montreal Ocean Steamship 
 Company, an excellent service was commenced \vliicli 
 has since been carried on regularly. 
 
 Like the other great lines the Allan has kept con- 
 tinuously adding to its tleet, from time to time, and sueli 
 well-known vessels :is the North American, Anglo-Saxon. 
 riirr.^r,tiir,-» ■NTnTTo SoQ+.inn- PnlvTifisia/n. Sarmatian. hnve l)onie 
 
'.' I i ■.■■■■ 
 
 CHAP, m.] THE noUN, ANCHOR, AND ALLAN LINES. 65 
 
 the Canauian flag from time to time down to the hand- 
 some steel Parisian, which was built by Messr.. R. Napier 
 on the Clyde, m 1880. She was 440 feet long, 46^^ 
 roau, 33 feet deep, and of 5,365 tons. The enle, a'so 
 y I.a„.er were compound three-cylinder three! crS 
 type, the d.ameter of the high-pressure 60 inches and of 
 ah of the low 85 .nche.,, with a stroke of 5 feet and 
 bcler ,„ess„re of 80 lbs. Since tne advent of th'CsJ 
 many steamers of the cargo type have been added to he 
 AIM„ L,ne to supply the demands of their extens ve 
 services spreadn.g over the globe, but none for the 
 .press passenger trade, so that practically the Cana 
 dan mail and passenger service h»« nnf „/ "'"-»"»■ 
 1881 In isfis „ . °' advanced since 
 
 1881. In 1888 a contract was entered into by the 
 Onent Lme, of London, with the Canadian Gove™ 
 ment, to commence a superior service with a ^nJZ, 
 mean speed of 18 knots; this, 1.0^01 h^fa 
 l..ough. Unlike the other lines he p o^tta'o 
 Company has undergone no change T.n^ ' 
 
 a V'vate concern. beLg aboutt ; .'i; .,:^ ^T^ 
 s earns inp line left. That the Canadi J/™„t ; ' 
 r" ''«'^'-^"'^'» °o' to rest content is evident bv, 
 rumours occasionally heard of . l,;„i, 1 ^ ""^ 
 
 latest, in March ISQl 1 '"g^-speed service, the 
 
 L„ .„! "''""' ^**''l' ^''"»' fhat a few influential gentle- 
 
 t r't, "™'"''""° ' '"S''-^P^^'' --vice to be T, ac d 
 l"n<iei the management of the Allan Line 
 
 I*; 
 
 ' 1: 
 
 1 
 
 
CHAPTER IV. 
 
 1 ! 
 
 THE GALWAY, NATIONAL, AND GUION LINES. 
 
 In 1857 a line was organized to trade between Gahvay 
 (Ireland) and St. John's, Newfoundland, the shortest 
 ocean route between this country and America ; it co^ 
 menced in June, 1858, with a subsidy from the Govern- 
 ment for carrying the mails. As the steamers were not 
 up to the' standard as regards speed and power, the 
 service was conducted with great irregularity and ^va3 
 eventually given up in 1861. 
 
 In August, 1863, a line was commenced from Liver- 
 pool, making Gahvay the final port of call, with a subsidy 
 from Government of i^75,000 per annum ; it lasted, 
 however, only a short time, being finally given up Id 
 
 January, 1864. 
 
 In 1863 the next line was established by some Liver- 
 pool merchants with three steamers named the Louisiani^' 
 Virginia, and Pennsylvania, under the name of tb« 
 National Steam Navigation Company, but it was not I 
 antil the latter end of 1864— when the Company was re- 
 organized under the name of the National Steamship 
 Company— that this line became a paying one. Since 
 that period it has carried on a regular trade, but iR 
 performances have not proved remarkable, for, although 
 ' Afterwards caiied the Hcllanu (see nexu pagS/- 
 
''If 
 
 CHAP. IV.] THE OALVVAY, NATIONAL, AND GCION LINES. 67 
 
 the vessels are large and strongly built, they are ex- 
 tremely slow. Notwithstanding that their vessels do not 
 rank among the swift class, they have been fairly suc- 
 cessful, and have carried large numbers of steerage 
 passengers. Besides their Liverpool and New York 
 trade, vessels of this line also sail from London to New 
 lork at regular intervals. 
 
 To this line belongs the honour of having first intro- 
 duced the compound engines to the Atlantic trade, the 
 Honand having had her original engines compounded in 
 1 9. by Messrs J. Jack and Co., of Liverpool, by the 
 addition of a high-pressure cylinder 46 inches dia- 
 meter, placed tandem fashion on the. top of each of the 
 onginal low-pressure cylinders, which were 86 inches 
 diameter, the stroke being 4 feet, and boiler pressure 
 
 The most remarkable vessel of recent years placed 
 
 Z2.*^h^!!'f " ™' ^'"''^^^ *>"' "y *'« Company, 
 namely, the high-speed America of 482 feet long, 511 feet 
 
 broad, 86 feet deep, and 5,528 tons. She was designed 
 
 and built of steel, by Messrs. J, and G. Thomson! on 
 
 ar altered proportions; the engines, also by the same 
 
 ir 1 t "r' "^'■■^-"yl-der compound three- 
 ^'ank type, the high-pressure diameter being 68 inches 
 and each of the low-pressure 91 niches, with a stroke oJ 
 ;•' f' ''"'J boiler pressure 95 lbs. The advent of this 
 
 Id air r" """"'"''' "P""' "'''"8 *° *« "e« 
 pecally refrained from the Express Service. A dis- 
 
 itinctlVfi now foafi-iv- ,'-- I 
 
 I - ne,'^ leatuit. m her arrangements was a hand- 
 
 
 ■i 
 
 
 *' 
 
 «. 
 
 ifM 5 m '-■ 
 
 1 
 
 1 - 
 
 ^f J: 
 
 V 
 
 li! 
 
. 4 
 
 d\\ 
 
 m 
 
 
 I 
 
 -I! 
 
 I I 
 
 68 
 
 THE ATLANTIC FERRY. 
 
 [chap. IV. 
 
 some dome over the saloon, which gives it an airy and 
 lofty appearance. It has since been imitated in the 
 Inman City of New York and City of Paris (see p. 165). 
 
 The America being driven at a very high speed on con- 
 siderably less consumption, namely 190 tons per day, 
 than the other *' record breakers," soon took front rank. 
 Her general appearance differed from the then prevail- 
 ing type, there being only two masts and two very lofty 
 elliptic funnels. Notwithstanding that she succeeded 
 in breaking the record in June, 1884, by a passage home- 
 ward of 6 days, 14 hours, 18 minutes, she was sold in 
 1886 to the Italian Government, owing to an alteration 
 having been effected in the management of the Company, 
 which felt reluctant to enter into such an expensive and 
 restless competition. 
 
 Just three years after the National Line commenced, 
 the managers of one of the then noted fleet of emigrant 
 sailing vessels known as the Black Star Line, seeing that 
 the steamships were drawing all the passenger trade, 
 inaugurated the now well-known Gaion Line, the 
 founders being Messrs. Williams and Guion, the former 
 representing the line in New York, and the latter 
 in Liverpool. They commenced in 1866, the first vessel 
 being named the Manhattan, an iron screw^propelled 
 vessel, 335 feet long, 42i feet broad, 28 feet deep, and 
 of 2,869 tons, having low pressure inverted direct- 
 acting surface-condensing engines, with cylinders 60 
 inches diameter, and 3^ feet stroke. This vessel and 
 her machinery were built by Messrs, Palmer, at Janw 
 on the Tyne, and was followed by the Minnesota, Nevada, 
 
r-- 
 
 m. 
 
,r- ».. 
 
 i'i 
 
 H 
 
 O 
 
 H 
 
 n 
 
 CO 
 
 00 
 
 * I r 
 
 ■h 
 
 '*','* (' 
 
 
 ( 
 
 
 
p I"" 
 
 72 
 
 THE ATLANTIC FERRY. 
 
 [chap. IV. 
 
 m lii 
 
 11 i 
 
 Idaho, and others; and later on, in 1870, by the 
 now well-known Wyoming and Wisconsin, iron vessels 
 built and engined by Messrs. Palmer, each being 366 
 feet long, 43^ feet broad, 34 feet deep, and of 3,238 tons. 
 The engines were amongst the first compound type 
 in the Atlantic trade, with one vertical high-pressure 
 cylinder 60 inches diameter, and one double trunk 
 horizontal low-pressure of 120 inches diameter, both 
 working on the same crank, the stroke being 3^ feet, 
 and having CorHss valves ; these engines and original 
 boilers, carrying 70 lbs. pressure, are still at work in 
 1892. 
 
 Some timb afterwards, in 1872, two strange vessels 
 named the Montana and Dakota, of entirely different de- 
 sign, both in hull and machinery, from the then existing 
 type of Atlantic steamers, were brought out. Their dimen- 
 sions were 400^ feet long, 43f feet broad, 40f feet deep ; 
 the engines vvere compound,' one high-pressure, working 
 inverted, of 60 inches diameter, on a forward crank, and 
 two low-pressure, working horizontal, on after crank, 
 each 113 inches diameter, with a stroke of 3| feet, 
 and having Corliss valves. The first boilers (carrying 
 100 lbs.) of the Montana were constructed on the prin- 
 ciple of a series of cross tubes, 15 inches diameter, but 
 these failed with loss of life, and were replaced by ordi- 
 nary tubular boilers, carrying 80 lbs., before she com- 
 menced sailing. Although specially built to lead the 
 van on the Atlantic highway, neither of these vessels 
 succeeded in "breaking the record," and were both 
 ^ See iUustration in the chapter on machinery. 
 
 iilll 
 
 I 
 
 V i! 
 
CHAP. IV.] THE OALWAV, NATIONAL, AND OUION LINES. 73 
 
 attenvanls wrecked, the Dakota in May, 1877, and the 
 Montana „, March, 1880, at places on the Welsh coast 
 .ithn, a few miles of each other. After an interval of seven 
 years another splendid vessel, the Arizona, was brought 
 forward y the Guion Line. She was of iron, built and 
 engmed by Messrs. John Elder and Co., Glasgow, and 
 measured 450 feet long, 45^ feet broad, 35^ feet deep, 
 and 5,164 tons. Her machinery was of completely new 
 design to this trade, being compound with three crank- 
 shafts, each having one cylinder, the high-pressure, of 62 
 inches diameter, being in the centre, and the low-pressures 
 each of 90 inches, with a stroke of 5i feet. There 
 were seven boilers carrying 90 lbs. pressu're and having 
 hirty-nine furnaces; the consumption per day averaging 
 2» o„s ov about 25 per cent, more than the fastest 
 vessels, Bntannic and Germanic, then existing. These 
 she succeeded in surpassing by making the fastest out- 
 m.^ passage in May, 1880, and homeward in July, 
 87 The general design, excepting machinery, was 
 
 Soon after the Arizona had become noted for her ranid 
 passages, this fine vessel became more famous by perform' 
 jngafeat h therto thought impossible, namely^i^X 
 s ee,, mo a huge iceberg and then returning to porf 
 
 |«s»lted in her putting into St. John's, Newfoundland, 
 
 This has since been reversed, see p. 90. 
 
 - V 
 
 ^1 4 
 
 II 
 
 ■■ ( ■ 
 
 t . k ■^ # 
 
 i 
 
 I, 
 
 
 <li 
 
 
 f^- 5 
 
 i r ...■ 
 
'I 
 
 * 
 
 ■:X 
 
 
 ii! 
 
 ill! 
 
 74 
 
 THE ATLANTIC FERRY. [CHAP. l\\ 
 
 with her bow completely smashed and crumpled up 
 almost to the collision bulkhead, which did good service 
 by remaining intact. Beyond the delay and the heavy cost 
 of rebuilding a new bow, this mishap caused no injury 
 to the vessel or the line, but, on the contrary, so proved 
 the excellent construction of the hull that she has since 
 continued to be well patronized. 
 
 In consequence of the success of the Arizona, another 
 iron steamer, the Alaska, built by the same firm, of 
 similar type, but of somewhat larger dimensions and 
 machinery, was put into commission early in 1882, and 
 under the pseudonym of the ** Atlantic greyhound" at 
 once became famous by making the " fastest passage," 
 and eventually became the first to reduce the passage 
 to less than seven days in June, 1882. 
 
 The last vessel to be added to the Guion fleet was the 
 Oregon (already briefly noticed in the Cunard Line) ; this 
 magnificent vessel, which first sailed under the Guion 
 flag, was of iron, and was built and engined by Messrs. 
 Elder on the same design as the two preceding vessels, 
 but of increased size, her dimensions being 500 feet long, 
 54 feet broad, 40 feet deep, and 7,375 tons. The com- 
 pound engines were magnificent specimens of marine 
 engineering ; they consisted of one high-pressure cylinder 
 70 inches diameter, placed in the centre, and two low- 
 pressure, each 104 inches diameter, with 6 feet stroke, 
 the boiler pressure being 110 lbs. and consumption about 
 310 tons per day. Only a brief time elapsed after the 
 first voyage, on which she sailed, on October 7th, 1883, 
 before she became noted for her passages, and eventually, 
 
■*»■ 
 
 n 
 
 I 
 
 i* 
 
 
 '■• ' ' 
 
 ■k ■> 
 
70 
 
 THE ATLANTIC FERRY. 
 
 [chap. IV. 
 
 in August, 1884, reduced the time of crossing the Atlantic 
 to lesa than Gi days. Notwithstanding her magnificent 
 performance with the " red capped " funnel, she was, 
 *or financial reasons, transferred to the Cunard Line 
 in June, 1884, and, as already related, was sunk by a 
 collision. 
 
 After many years of successful and satisfactory 
 working under the original founders, the organization 
 was turned into a private limited company in 1883, anl 
 after the death of Mr. S. B. Guion, which occurred lu 
 December, 1885, was changed into a public one in the 
 November of 1886, under the name of ** The Liverpool 
 and Great Western Steamship Company, Limited." 
 
 f 
 
 ^iliiii il 
 
 ii'i in '' 
 
 ii 'li '^i 
 
 I I I hi II I 
 
CHAPTER V. 
 
 WHITE STAR LINE. 
 
 OwTNG to the long period which ehipsed after the 
 formation of the Guion Line, it was thought that the 
 Transatlantic trade had ceased to be a further field 
 for extension, but in 1870 this illusion was dispelled by 
 the formation of the Oceanic Steam Navigation Company 
 Limited, better known as the White Star Line, which 
 now stands pre-eminently at the head of the great steam- 
 ship companies of the globe. It was announced by the 
 followmg advertisement from the "Liverpool Daily 
 Post " March 1, 1871, in which it may be noticed some 
 of the names formerly used by the Collins Line were 
 proposed though they were not adopted. 
 
 " White Star Line, Oceanic Steam Navigation 
 Company, Limited. 
 
 W.11 8a.l as under for New Yorkf via Queenstown. 
 
 ii» 
 
 l; 
 
 ^Nir' 
 
 tr 
 
 
 .'■1 
 
 « 
 
 * 'it 
 
 tf 
 
li* 
 
 a 
 
 10' 
 
 I . i 
 
 i'* I". 
 
 !i 1 1 
 
 lllfi"' 
 
 78 
 
 THE ATLANTIC FEREY. 
 
 [chap. V. 
 
 Oceanic, 4,500 tons, 8,000 horse-power, Captam Digby 
 Murray, to sail to-morrow, Thursday, March 2nd, 1871. 
 
 '* These steamships have been designed to afford the 
 very best accommodation to all classes of passengers, 
 and are expected to accomplish quick and regular pas- 
 sages between this country and America. 
 
 "The state-rooms, with saloon and smokmg-rooms, 
 are r,laced amidships, and cabin passengers are thus re- 
 moved from tho noise and motion experienced at the after 
 
 part of the vessel. 
 
 "Passengers are booked to all parts ot tj^e btates, 
 Canada, and Newfoundland, Nova Scotia, India, etc., at 
 moderate through rates. A surgeon and stewardeFo 
 carried on each ship. Drafts issued at New York tor 
 sums not exceeding i'lO, free. 
 
 "Parcel^ will be received at the Company s oflices 
 until 6 P.M. of the day before sailing. 
 
 " Bills of lading to be had from Messrs. Benson and 
 Holme, and Mawdsley and Son. Shipping notes at the 
 Company's office. Loading berth, S.W. corner Bramley 
 
 Moore Dock. -, ,,-,n -in + 
 
 "Saloon passage, i^l8 18s. and ±16 16s.; return 
 
 ticket, 27 guineas. Steerage as low as by any other 
 
 fivit-clfliSs line. 
 
 " Bates of freight, etc., may be obtained by applying to 
 
 J. H. Sparks, at the Company's offices, 19, Broadway, 
 
 New York; in Belfast, to Samuel Gowan and Co, 
 
 4, Corporation Street, or to 
 
 "ISMA.Y, ImRIE and Co., 
 
 "7, East India Avenue, or 10, Water Street, 
 "London, E.C., Liverpool. 
 
 This Company, like some of the others on the Atlantic, 
 was an offshoot of one of the sailing clipper lines of 
 former years, namely the " White Star." 
 
 This sailing fleet having come under the management 
 of Mr. T. H. Ismay in 1867, and he having already hei 
 
 Ji I . 
 
 ilili hi". 
 
r 
 
 •^ 
 
 ,.♦ 
 
 l^ 
 
 vt 
 
 i " 
 
 * 
 
 " IW 
 
 i ' 
 
 »■ 
 
 Uf 
 
 ' ' 
 
 
 
 ! > 
 
 1 _ 
 
 «i 
 
iiir' ii 
 
 11 ill 
 
 ::l!iif 
 
 80 
 
 THE ATLANTIC FERRY. 
 
 [chap. v. 
 
 some experience of steamships as director of the 
 National Line, already noticed, conceived the idea of 
 establishing a first-class passenger line aci-oss the 
 Atlantic with a fleet of steamers in every way superior to 
 anything then in existence, a scheme which was by this 
 time ripe for carrying out, owing to the radical improve- 
 ments in design of hull and interior arrangements which 
 were by this time being brought forward, mainly by 
 Messrs. Harland and Wolff, of Belfast. 
 
 Being substantially supported by several influential 
 shipping men, Mr. Ismay, in 1869, entered into negotia- 
 tions with the Belfast firm to build steamers of the 
 latest and most modern type, and in 1870 he was joined 
 by Mr. William Imrie, who had been previously a fello^v 
 apprentice of his. 
 
 In February, 1871, their first steamer, the famous 
 Oceanic first appeared upon the Mersey from Belfast ; her 
 dimensions being 420 feet long, 41 feet broad, 31 feet 
 deep, and her capacity 3,601 tons. 
 
 This vessel will long be remembered as the pioneer 
 of those improvements which, since her advent, have 
 made travelling by ocean steamers so thoroughly com- 
 fortable and luxurious. The curiosity of every one con- 
 nected with nautical matters was thoroughly aroused by 
 the way in which the then existing theories and designs 
 of steamships were in this new craft set aside. Instead 
 of the usual high bulwarks and narrow wooden deck- 
 houses, another iron deck was added, with open iron rail- 
 inf^s for bulwarks, so as to allow the water to come and go 
 on deck ; the saloon was placed amidships, and extended 
 
'■^ 
 
 U; 
 
 '«n» 
 
 **i 
 
 «L 
 
 . j£Ji 
 
 5 a 
 
 O A 
 
 K 
 
 ^ 
 
 ° s 
 
 i ^ 
 
 W I— H 
 
 
CHAP, v.] 
 
 the entire 
 the saloon 
 
 i|TOi' 1 illl'l I 
 
 along both s 
 twice as lai 
 
 t I 
 
CHAP, v.] WHITE STAR LINE. 81 
 
 the entire width of the vessel ; both forward and aft of 
 the saloon the numerous state-rooms were arranged 
 
 ENGINES OF THE OCEANIC. SIDE VIEW. 
 
 along both sides, and as all the side lights were about 
 twice as large as any previously fitted to Atlantic 
 
 G 
 
 ■1 . 
 
 !': 
 
 
 > i .: 
 
 !.. .« 
 
 ii-.*-' t 
 
 ml i * 
 
 ^ r 
 
 -,;• !^ 
 
•w|l 
 
 •h" 
 
 I 
 
 
 m 
 
 82 
 
 THE ATLANTIC FERRY. 
 
 [chap. 
 
 steamers, the light and airy appearance of the interior 
 soon took the attention of Atlantic passengers. The 
 
 FOUR CYLINDER COMPOUND LNGINES 
 
 VVWI-ra: STAB. 1_INS 
 
 ENGINES OF THE OCEANIC. THWARTSHIP VIEW. 
 
 engines also were objects of much attention ; they weit 
 compound four cylinders, with two high-pressure, eadi 
 
CHAP. V.l 
 
 WHITE STAR LINE. 
 
 83 
 
 41 inches diameter, and two low-pressure, each 78 
 inches, working on two cranks with a stroke of 5 
 feet, so that each engine (forward and aft) formed 
 a complete engine in itself, thus forming a double 
 resource in case of breakdown ; steam at 65 lbs. pres- 
 sure was generated in twelve boilers having twenty-four 
 j furnaces, and consuming about 65 tons per day with an 
 I average speed of lU knots. These engines, which were by 
 Maudslay, Sons, and Field, London, like the vessel her- 
 self soon satisfied the doubts of all, and allayed the 
 fears of those old "salts" who so confidently declared 
 her to be unfit to face the heavy weather of the Atlantic. 
 The Oceanic was followed by other vessels of the same 
 type, and as the service was conducted with great 
 regularity and unprecedented speed they soon became 
 I famous. 
 
 In 1872 these vessels made the fastest passage outward 
 
 and homeward, and in 1874 and 1875 two of the most re- 
 
 Imarkably successful steamers ever built were brought out, 
 
 Inamely, the Britannic and Germanic ; each was 455 feet 
 
 jlonn;, 45 feet broad, 33f feet deep, and of 5,004 tons, and 
 
 jwas built of iron by Messrs. Harland and Wolft*. ' The 
 
 en.mies, by Maudslay, Sons, and Field, were two crank 
 
 compound, tandem type, similar to those of the Oceanic, the 
 
 Ingh-pressure cylinders being each 48 inches diameter, 
 
 and the low each 83 inches, with a stroke of 5 feet. Steam' 
 
 at 75 lbs. pressure was generated in eight double-ended 
 
 filers, having thirty-two furnaces, and the consumption 
 
 averaged about 110 tons per day, with a speed slightly 
 
 pvei- K) knots. These vessels were the first to reduce 
 
 j|,i*'A'^ii; 
 
 
 ;■ 
 
 1 
 
 1 ■i't-'-,^';; 
 
 i t f ' . .; 
 
 :.1 
 
 r ' [ \ 
 
 
 ^ r 
 
 ■; 1 
 
 ! I. 
 
■i 
 
 
 ■^ 1 
 
 H 
 
 •1 
 
 m 
 
 r ' ■' 
 
 tw 
 
 •';;;■*• 
 
 J: 
 
 w 
 
 m 
 
 m 
 
 84 
 
 THE ATLANTIC FERRY, 
 
 [chap. v. 
 
 the passa^^e to less than Ih days; their splendid per- 
 formances have attracted world-wide attention, and al- 
 thouf^h they are now eighteen years old, they still retain 
 their place on the Express Transatlantic Service, sailing 
 every fourth week from each port, and having the original 
 engines and hollers. 
 
 Many comments have from time to time heen made by 
 the scientific and shipping press upon the performances 
 of these twin vessels, which since their advent have been 
 the basis for the design and arrangements of all the 
 successful passenger steamers since built for any trade. 
 
 Commenting upon their excellent doings, " The Eiigi- 
 neer " of October 31st, 1884, one of the leading scientific 
 papers, contains the following article, which is interesting, 
 as showing the cost of high speed : 
 
 " Old and Neir Atlantic Steamers. — In June of last year 
 we gave some interesting particulars of the relative per- 
 formance of the Alaska, Servia, and Britannic, showing 
 the results given by each steamer after crossing the 
 Atlantic almost in company with each other. 
 
 '• During the present month the Britannic has again 
 been crossing about the same time with the two latest 
 additions to the Atlantic fleets, namely, the Oregon and 
 America, and gives us another opportunity of analysing 
 the relative merits of the * Old and New Atlantic 
 Steamers.' 
 
 " The Oregon and America both left New York on 
 Wednesday, the 8th of October, and both arrived at 
 Queenstown on the 15th following, the Oregon running a 
 distance of 2,819 knots, occupying 6 days, 12 hours, ;Ji 
 minutes, which gives a speed of 18*01 knots per hour; 
 the America running a distance of 2,777 knots, oecupyin? 
 days, 17 hours, 43"minutes, a speed of 17-14 knots; tlie 
 
[chap. 
 
 V. 
 
 idid per- 
 , and al- 
 ill retain 
 e, sailing 
 e original 
 
 made by 
 ormances 
 lave been 
 f all the 
 V trade. 
 Che Eiigi- 
 
 scientific 
 
 iterestmg, 
 
 [ last year 
 ative per- 
 !, showing 
 ssing the 
 
 has again 
 two latest 
 Tegon and 
 
 analysing 
 ' Atlantic 
 
 1 York oil 
 arrived at 
 running ii 
 hours, 31 
 per bom- 
 occupying 
 niots: tlie 
 
 .1;; 
 
 Ifr 
 
 i .f 
 
 ;^M','U. 
 
 ■f ' ! 
 
h t 
 
 ti '^ 
 
 i A 
 
 'i 
 
 m 
 
 \f 
 
 m 
 
 86 
 
 THE ATLANTIC FERRY, 
 
 [chap. V. 
 
 Britannic left New York on October 11th, and arrived at 
 Queenstown on October 19th, after running a (h stance 
 of 2,852 knots in 7 days, 12 hours, 17 minutes, which 
 gives a mean average speed of 15"85 knots, thus occu. 
 pying, say, one day longer than the Oregon, and about 
 18^ hours longer than the America. 
 
 '"' By these figures it will be seen that in a period of ten 
 years a gain of one day has been obtained in crossing the 
 Atlantic ; and assuming that the consumption of each 
 ship was, respectively, 265, 185, and 100 tons per day, 
 to gain this one day the Oregon burned about 1,056 tons, 
 and the America about 1,174 tons on the passage home, 
 whereas the Britannic burned only 750 tons. 
 
 *' If we then consider that, in the case of the steamer 
 Oregon, it was necessary to burn 906 tons to gain 
 24 hours, ' and in the case of the America, 424 tons to 
 gain 18^ hours on the Britannic, it may well be asked, 
 * Do the" New steamers yield the same efficiency as the 
 Old?' 
 
 "Looking at the wonderful performances of the 
 Britannic, and her sister ship the Germanic, during the 
 past ten years, it seems as if they yet could be made to 
 compare with the newer rivals in speed by increasing the 
 power of their machinery in but a moderate degree, as it 
 is plainly evident that their superior model serves them 
 in good stead ; and, considering that the Britannic's last 
 homeward passage is (if we are not mistaken) the fastest 
 she ever made, the strength of hull would be amply sui- 
 cient to allow of the increased power being supplied, 
 which the extensive use of steel would permit, to suit the 
 existing portions of the ship. 
 
 "When, then (as we stated in our former article), the 
 boilers of these steamers require renewal, it should, in 
 our opinion, be seriously weighed, whether or not it is 
 advisable to replace the existing machinery (excellent 
 though it be) with either triple expansion or ordinarv 
 compound engines of such power as to increase the speed 
 to 18 knots. 
 
(HA I' 
 
 V.J 
 
 WHITE STAR LINE. 
 
 87 
 
 "In order to place more clearly before our readers how 
 miicli it requires to obtain so little, the following table 
 showing the relative horse-powers, etc., will be of 
 
 interest : 
 
 Oregon . 
 America . 
 Britannic 
 
 Fastest 
 passage. 
 
 i1. h. m. 
 
 (y 12 27 
 
 (I 17 43 
 
 7 12 17 
 
 I.H.P. 
 
 13,000 
 9,800 
 4,900 
 
 Consump- 
 tion. 
 
 265 tons 
 185 „ 
 100 ., 
 
 Tonnage. Speed. 
 
 7,250 
 5,530 
 5,004 
 
 18 knots. 
 17-1 „ 
 15-8 ,. 
 
 Again, on September Oth, 1890, the ** Liverpool Journal 
 of Commerce" contained the following further history of 
 their doings in an article headed ; 
 
 "An Unprecedented Record — the Britannic. 
 
 " We have on previous occasions drawn attention to 
 the singular performances of many of the White Star 
 Company's vessels. We say * singular ' because the re- 
 sults attained are absolutely without parallel in the his- 
 tory of steam shipping. We could mention many line 
 ocean steamers belonging to the various companies which 
 still do good work after some tenor fifteen years' service, 
 but it is always the case that such vessels are relegated 
 to the less important routes owing to their inability to 
 maintain the requisite speed. In fact, taking the aver- 
 age experience with ocean steamers, it is found that in ten 
 or twelve years' time they become obsolete, and it is 
 then usually a question of re-engineering and re-boilering 
 them, or selling them out of the fleet. Looked at, then, 
 in the light of the average steamship capability, the 
 record of some of the earlier White Star Company's 
 vessels is simply marvellous, and, as. we aay, altogether 
 without^ precedent. We have before us the log of the 
 White Star mail steamer Britannic, which arrived in the 
 Mersey on Thursday evening, September 4th, from New 
 lork. She left New York at 9.35 p.m. (Greenwich mean 
 
 
 W' 
 
 
 p- ''• [ 
 
 
 V 
 
 - 
 
 ■ - 
 
 1 
 
 
 ' 1 
 
 j 
 
 ' 
 
 
 t 
 
 1 ■: ■ 1 
 
 
 1 ' ! ' 
 ■ ■ ■ i ■ 
 
 !! 
 
 
 |;v 1 
 
 l( 
 
 
 
 IP 
 
 
 ' 
 ' 
 
 
 1 
 
 1; ' 
 
 
 
88 
 
 THE ATLANTIC FERRY. 
 
 [CII.VI'. V. 
 
 
 time) on WedneHday in last week, and arrived at Queens- 
 town at 4.30 a.m. on Thursday, the 4th instant, thus 
 completing? her 318th Transatlantic passage in 7 davH, 
 () hours, 55 minutes, the fastest time she has yet luaile. 
 The following is her log : 
 
 August 28 
 
 
 . 292 knots. 
 
 „ 29 
 
 
 . 372 
 
 
 M 30 
 
 
 . 377 
 
 
 M 31 
 
 
 . 370 
 
 
 Sept. 1 
 
 
 . 37() 
 
 
 » 2 
 
 
 . 377 
 
 
 » 8 
 
 
 . 387 
 
 
 
 
 . 2()1 
 
 ,, to Queenstown. 
 
 f 
 
 rotal 
 
 . 2,812 knots. 
 
 or an average speed of 16 '08 knots per hour. Fine 
 weather prevailed during the passage. The Britannic's 
 previous best performance was in March, 1888, when she 
 crossed from Sandy Hook to Queenstown in 7 davs, 
 9 hours, 30 minutes, which was regarded as sufticientlv 
 remarkable. But when it is reiiienil)ered that this hiirli 
 speed, averaging over 16 knots per hour throughout, or 
 nearly 19 statute miles, is obtained in a ship of over 
 sixteen years old, with her original compound engines 
 and boilers, on a small coal consumption, and witii 
 her large carrying capacity, it will be seen that the 
 Britannic has been so constructed as to give results un- 
 attainable with the fastest ships of the present day, and 
 actually increases in speed as she grows older, reversing 
 the usual experience. It is worthy of mention that 
 in ten voyages performed during 1888 the Britannic 
 averaged 7 days, 15 hours, 57 minutes, whilst her sister 
 ship, the Germanic, during 1889 made thirteen voyages 
 averaging 7 days, 15 hours, 21 minutes, showing a 
 wonderful uniformity in the speed of these twin vessels. 
 The Britannic and Germanic were built in 1874, by 
 Messrs. Harland and Wolff, Belfast, and engined bv 
 
.'HAP. v.] 
 
 WHITE 8TAII LINE. 
 
 89 
 
 Messrs. Maudslay Sons, and Field, London, the engines 
 beiii^- a remarkably fine set of tandem compounds The 
 question may he asked to what do we attribute the" maL^. 
 niticent performances of these vessels ? We can only sav 
 that n, our opmion a very Ki-eat deal is to be credited to 
 the shape of the hul . When any of our great liners are 
 in (hy dock we make it a point to inspect tliem, nnd 
 compare the different lines. Anyone who has done this 
 and compared the Britannic with (,ther crack boats, can- 
 not iiave failed to notice very great differences. The 
 extreme hneness of entrance, the absence of forefoot, the 
 long and full midship section, and the graceful run aft 
 are tea ures of these boats more pronounced than in 
 most others Again a glance at the proportions of these 
 boa s and the results achieved prove the soundness of 
 Scot -Lussells^ theory that to obtain speed we must have 
 grea relative length. These points in the design of the 
 hull have been so carefully and judiciously considered by 
 the aleiited designer o the White Star boats, Sir E. / 
 Harland, with the result that they are among the mos 
 
 oX'Ih nH "'f^^' '""^ consumption of any vessels 
 on the Atlantic. Of course we can put, as is sometimes 
 done, unlimited power into a vessel and drive her This 
 IS, however, not scientific, and therefore not commer- 
 cially successful. In the machinery of these vessels 
 here is no hing very special, except that at the date of 
 it construction it represented the best marine practice. 
 Those who believe in ' good iron ' for ships and en-ines 
 can certamly point to the Germanic and Britannic af an 
 
 CnZ Z r?i ^7^^''' '''y i"^P«^'tant factor has 
 a ^nJfr T^"^^^"«hip put into these vessels, 
 
 and another equally important factor is that the 
 
 Ssl Zl VT' '''' ''''^''''^ ''''^'' ^'^««^^« "^ t'' 
 lis nl Tn ? '^'"'''^y'^^ ^M)ense being spared to 
 
 h splendid vessels only to the very best men. as cap- 
 tai s, engineers, and officers, that they can procure 
 Nothing except faithful service rendered! work C^; 
 
 
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 90 
 
 THE ATLANTIC FERRY. 
 
 [chap. 
 
 and carefully performed, could achieve these astonishing 
 results. The company pay the highest wages, and so 
 obtain the best service." ' 
 
 It is to the White Star Line that the public are in 
 a great measure indebted for the rapid advance in marine 
 architecture and engineering during the last twenty 
 years, owing to the energetic and judicious way in which 
 it has brought out and developed the improvements now 
 so extensively adopted. 
 
 Amongst the most important of these the following 
 may be mentioned, namely : 
 
 Introduction of the improved relative proportions of 
 length, breadth, and depth. 
 
 Placing of saloon and passenger accommodation amid- 
 ships. 
 
 Adoption of electric bells on board ship. 
 
 Providing separate chairs in saloon for each indi- 
 vidual. 
 
 Self-acting water-tight doors. 
 
 Improved bulkhead division, and carrying them up to 
 proper height. 
 
 Introduction of bridal chambers, as in this age of rapid 
 transit a trip across the Atlantic is not too extensive for 
 a honeymoon. 
 
 Adoption of Maury's Lane routes. 
 
 > Since this was written both these vessels have edipsed their 
 best performances. The Britannic in August, 1891, when nearly 
 eighteen years old, having made the passage. New York to Queew- 
 town, in 7 days, 6 hours, 52 minutes, and the Germanic, seventeen 
 years oid, in the same month (August, 1891), made the same 
 passage in 7 days, 7 hours, 37 minutes. 
 
CH 
 
 AP. v.] 
 
 WHITE STAR LINE. 
 
 91 
 
 Overlapping twin screw propellers. 
 Better system of lighting throughout by the replacing 
 of the candle system in 1872-3 with superior mineral 
 
 GASWORKS FITTED ON WHITE STAR LINE CELTIC, 1872. 
 
 sperm oil lamps, followed afterwards by an elaborate 
 and commendable attempt to adopt gas lighting. 
 
 The system of gas supply was somewhat like that now 
 so widely adopted for the lighting of railway carriages, 
 the gas being made from vaporized oil, by an ingenious 
 
 5 I ■ ?1^- 
 
 '». 
 
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 l\ 
 
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 •I I . 
 
 92 
 
 THE ATLANTIC FERRY. 
 
 [chap, 
 
 apparatus, which was placed just off the engine room, 
 and occupied about 1,600 cubic feet of space. 
 
 This was designed and manufactured by Messrs. 
 Porter and Co., of Lincoln, the first steamer fitted l)eing 
 the Adriatic in 1872, followed afterwards by the Celtic in 
 1873. The general effect in the saloon, where there \veie 
 thirty jets, and in the emigrant accommodation when 
 the whole was lit up, was much admired, being a marked 
 contrast to the candles then customary. Considerable 
 trouble was, however, given by failure of the pipes 
 through the working of the ship at sea, and other causes, 
 allowing leakage, and it was eventually abandoned for the 
 mineral oil lamps. 
 
 Another attempt to surmount the trials of the "rolling 
 forties " was the adoption of oscillating state-rooms and 
 berths to counteract the motion in a sea-way, but this, 
 like the more colossal experiment afterwards made on 
 the Bessemer, was abandoned, being utterly ineffectual.' 
 
 An important effort to advance further afield in marine 
 engineering was made by the adoption on the Britannic 
 of a system of raising and lowering the propeller, so that 
 the shaft could be lowered when in deep water till it 
 almost touched the keel, and so allow the propelier to 
 work in more solid water, and be less liable to race when 
 pitching in a heavy sea. To attain this object very 
 great alterations had to be made in the arrangement 
 of the stern, so as to allow of a hollow recess in the 
 
 ' The oscillatiug saloon of the Bessemer was 70 feet long by 30 
 feet bioatl and 20 leet high. The vessel cost ij20,000, but was a 
 total failtU'e. 
 
STEEX OF BRITANNIC, AS ORIGINALLY FITTED WITH LOWERING 
 
 PROPELLER, 1874, 
 
 ^ -I 
 
 
 !•■ ■- i .^ 
 
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 111 
 
 I i 
 
 I 
 
 ' 'ii 
 
 111 
 
 aK 
 
 "■' 
 
 1 wirii 
 
 * ' ' ' L 
 
 isniiiii 
 
 94 
 
 THE ATLANTIC FERRY. 
 
 fcH 
 
 AP. V. 
 
 hull in which the after length of the shafting could 
 move up and down, swivelling from a universal joint, 
 connecting with the tunnel shafting. 
 
 The machinery was so placed in the ship as to rake 
 very much aft, in order to have the whole of the shafting 
 in a straight line when the propeller was working in its 
 lowered position at sea. After a trial extending over 
 some months, the results were not found so satisfactory 
 as had been hoped, or as the working of smaller vessels 
 had previously indicated, so that it was done away with 
 at considerable expense. 
 
 Like some of the other large Transatlantic lines the 
 White Star has not confined itself to the one service, 
 but has widened its connections to such an extent that 
 the well-known cream-coloured funnel and graceful hull 
 may be found floating on all waters of the " great sea." 
 In 1875 an important service was formed on the Pacific 
 between San Francisco and China and Japan, on which 
 service the Oceanic still continues one of the clippers 
 of the seas, in conjunction with the Belgic and Gaelic, 
 modern vessels built to replace others of the same name, 
 sold out of the service as being too small. 
 
 New Zealand Line. — Another important extension of 
 the ocean traffic, begun in 1883, was the direct Eoyal 
 Mail Service to New Zealand, which fine vessels, such as 
 the Ionic, Doric, and Coptic, carry on in conjunction with 
 the Shaw, Saville, and Albion Line. This now im- 
 portant service was first inaugurated by the New Zealand 
 Shipping Company in 1883. The pioneer steamers, which 
 were un(^er the author's superintendence, were the Britisli 
 
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 ti 
 
on 
 
 00 
 
 73 
 
 
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 OJ 0) 
 
ill 
 
 '\\m 
 
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 ill 
 
 9() 
 
 THE ATLANTIC FERRY. 
 
 [cn.vp. 
 
 King and British Queen, steel vessels chartered from the 
 British Shipowners' Company, of Liverpool. These 
 vessels, hy Messrs. Harland and Wolff, were 410j feet 
 long, 39 feet broad, 29 feet deep, aad of 8,412 tons, 
 each having four-cylinder compound tandem engines by 
 Messrs. Jack and Co., ' ' ' -rpool, wi% two high-pressure 
 cylinders, each 28 inchv ..imeter, and two low-pressure, 
 each 60 inches diameter, the stroke being U feet. Steam 
 at 90 lbs. pressure was generated in three boilers having 
 eighteen furnaces, the speed being 12 knots on a consump- 
 tion of 38 tons per day. 
 
 After some years during which no high speed vessels 
 were built, although several ordinary passenger and cargo 
 boats for other trades were brought out, another impor- 
 tant step was taken by the White Star Line which had 
 been long premeditated, namely the building of steamers to 
 keep pace on the Express Transatlantic Passenger Service. 
 Satisfactory negotiations having been concluded witli 
 the British Admiralty, who, profiting by experience, 
 were now anxious to form a real connection hetwm 
 the Eoyal Navy and the " great fleet Messengers of the 
 Mersey," on the basis of an arrangement put forth by 
 Mr. Ismay, the order was placed with Messrs. Harlan^ 
 and Wolff to build the two famous steel vessels Teutonic 
 and Majestic, which were 566 feet long, 57^ feet broad, 
 39i feet deep, and of 9,800 tons. These stately ships, 
 although of the same substantial construction aui 
 excellent arrangements as the first vessels brought out 
 by this Company, present a dilTerent external appear- 
 ance. The four masts arc replaced with what may be 
 
[chap. v. 
 
 ivora the 
 These 
 LlOi feet 
 :1'2 tons, 
 igines by 
 -pressure ■ (n^Bo..- » 
 
 pressure, 
 
 t. Steam 
 L'S having 
 jonsump- 
 
 id vessels 
 and cargo 
 er impor- 
 vhich had 
 
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 :eamers to ■ J^^B s 
 
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 uded witli 
 
 xperience, 
 
 \ between 
 
 ers of the 
 
 ; forth by 
 
 . Harlan^ 
 
 Is Teutonic 
 
 eet broail, 
 
 tely ships. 
 
 ction aiiil 
 
 .•ought out 
 
 al appear- 
 
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 m 
 
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 ml 
 
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 liiiii 
 
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 98 
 
 THE ATLANTIC FERRY. 
 
 [CH.VI'. V. 
 
 termed three flag poles, tho partial abandonment of sail 
 130\ver initiated by the Inman and International Line 
 being carried still further, and the two funnels are 
 spaced so far apart as to allow the saloon being placed 
 between them, the great length of the vessel allowing 
 this to be done uniformly with the masts. 
 
 Beyond the fact that the hulls are divided into duiall 
 compartments by both transverse and fore and aft bulk- 
 heads, and that the saloon accommodation is of the most 
 luxurious kind, having extensive state- and retiring-rooms 
 en suite and of considerable height, the interior calls for 
 no comments, but attention may be drawn to the in- 
 genious ah-angements of the first-class accommodation, 
 whereby each state-room is fitted with only one berth, 
 so that, when preferred, a passenger can procure the 
 privilege of having a room to himself. 
 
 The propelling power, although twin-screw, possesses 
 the novelty in this trade of having the propellers over- 
 lapping a few feet instead of being a slight distance out 
 on each side from the hull, this system, although appa- 
 rently novel, has long been in use elsewhere, and has 
 been used also by Messrs. Harland and Wolff in some 
 cross-channel vessels. 
 
 Earlv in 1891 another step forward was taken by this 
 line in increasing their fleet of cargo steamers, such as 
 the Cufic and Runic, by the addition of the Nomadic anil 
 Tauric, improved forms of cargo vessels specially adapteJ 
 for live cattle. These also have the overlapping twin 
 screws which have proved so successful on the express 
 boats. They will, no doubt, be the prototype of the 
 
S: 
 
 Face f age 98. 
 
 
 1 
 
 i 
 
 i 
 
 1 
 ■ *■■ \ 
 
 I ; ). 
 
H 
 
 W«THOOI«1 
 
 ENCINC 
 ROOM 
 
 OS 
 
 nTI 
 
 FUNNtL 
 
 "'library lUL^^sn 
 
 ru 
 LIBRARY NIUUII — 
 
 Hurvicane Deck. 
 
 T^^r-pTcl^. I C!l 
 
 Upper Deck. 
 
 ^^>f^ n n n n n n fflh 
 
 Main Deck. 
 
 Lower Deck. 
 
 DECK PLAN OF THE TEUTONIC (WHlTE ST; 
 
fUNNtL 
 
 (dOmT) I ~]To|ruHNtL 
 
 LIBRARY \™ b:::p — 
 
 Hurricane Deck. 
 
 iJFUNNEL 
 
 TvrrrctHi 
 
 SALOOM 
 DOME. 
 
 5 t|a TfcjROollH 
 
 Upper Deck. 
 
 aa 
 
 UNNEL 
 
 331 
 
 S:x |T|m 
 
 FUNNEL 
 
 tI rtnloouli 
 
 1^ 
 
 TTT 
 
 nnnnnm 
 
 H ^ CLASS ' 
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 SALOON 
 
 f^lTj Il n n n n n n rf ]^ 
 
 Main Deck. 
 
 Lower Deck. 
 
 THE TEUTONIC (WHlTE STAR LINE). 
 
 Face page 98. 
 

 )i 
 
 ^ 
 
 
 
 Hi r-'im 
 
 
 
 
 
 hi 
 
 i 
 
 
 1 
 
 1 
 
 
Wl 
 
 frit'. 
 
100 
 
 THE ATLANTIC FERRY. 
 
 [chap. V. 
 
 ! ..il 
 
 Ji 
 
 ■li^ 
 
 II 
 
 future cattle fleets of Great Britain, as their exceptionally 
 good ventilation and general arrangements render them 
 admirably adapted for this class of trade. 
 
 It may be interesting to mention that the now exten- 
 sive trade of carrying live catt? across the Atlantic and 
 other oceans was commenced in July, 1874 ; the first 
 steamer to bring cattle to Liverpool from the continent 
 of North America was the SS. European, belonging to 
 Messrs. H. N. Hughes and Nephew, with 373 head of 
 cattle, out of which three were lost ; the next vessel the 
 San Marcos in July, 1875, with 276 head, all for the firm 
 of George Koddick. The dead meat trade by refrigera- 
 tion commenced on the Guion Line's Wyoming in October, 
 1375, a few small lots having previously been success- 
 fully carried in 1874 on the White Star liners Celtic and 
 Britannic. 
 
 Unlike the other Transatlantic lines the proprietary 
 of the White Star has undergone no change, the well- 
 known and respected names of Ismay, Imrie and Co. 
 (since joined by Mr. W. S. Graves in 1881, and the two 
 sons of the senior partner, Mr. Ismay, in 1891) still con- 
 tinuing to steer its course in the same brilliant and 
 enterprising manner as from the commencement. 
 
 The following important correspondence, reprinted 
 from th3 " Liverpool Daily Post," of March 18th, 1887, 
 explains the arrangement above referred to with H. M. 
 Government : 
 
 The Government and Armed Cruisers. 
 
 " A Parliamentary paper just issued contains copies of 
 correspondence respecting the subvention of merchant 
 
 " t; : 
 
Ill 
 
 102 
 
 THE ATLANTIC FERRY. 
 
 [chap. V. 
 
 steamers for State purposes. The paper opens with a 
 letter, dated the 31st January, from Mr. Ismay (of 
 Messrs. Ismay, Imrie and Co., White Star Line), giving 
 the terms on which they were prepared to carry out the 
 scheme for the subvention by the Admiralty of mercan- 
 tile vessels specially built for service ns armed cruisers. 
 Mr. Ismay says : — 
 
 '* The Oceanic Steamship Company 
 
 ** 1. Undertake to hold at the disposition of the Govern- 
 ment, for purchase or hire, at the option of the Admiralty, 
 to be exercised from time to time during the continuance 
 of the agreement, the following vessels, viz. : — Britannic, 
 il30,000; Germanic, ^130,000 ; Adriatic, i 100,000; and 
 Celtic, i* 100,000. 
 
 ** 2. In the event of purchase, the foregoing prices are 
 to be held as the values of the vessels on the 1st January, 
 1887, plus 10 per cent, for compulsory sale, less an 
 abatement of 6 per cent, per annum on the depreciated 
 annual value for the period that may elapse between the 
 1st January, 1887, and the date of purchase by the Govern- 
 ment. In such case the Company shall be entitled to 
 remove from the ship or ships the plated ware, cutlery, 
 crystal, earthenware, blankets, counterpanes, and linens, 
 which articles are not to be considered as part of the 
 equipment of the ships ; such proportionate quantities, 
 however, as may be necessary for the number of officers 
 and warrant officers that would form part of the ship's 
 complement, if used as an armed cruiser, to be left on 
 board free of charge. 
 
 "3. In the event of charter by the Admiralty the rate 
 of hire of the before-named vessels, all or any, to be at 
 the rate of 20s. per gross registered ton per month, the 
 owner providing the crew, or at the rate of 15s. per 
 gross registered ton per month, the Admiralty finding 
 the crew, all risks of capture and of hostilities being 
 assumed by the Admiralty ; the Company to be allowed 
 seven days on pay at the stipulated rate of hire on any 
 of the vessels so chartered for taking down cabin fittings 
 

 
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 104 
 
 THIi ATLANTIC FERRY. 
 
 [chap 
 
 V. 
 
 not required by Admiralty, and ten days on the same 
 pay at the termination of the service for replacing these 
 fittings, the work of dismounting, dismantling, and 
 reinstating to be performed by the Company at the 
 expense of the Admiralty. 
 
 '* 4. Should the Government hire and subsequently elect 
 to purchase any steamer under this agreement, three- 
 eighths of the amount of hire paid during the period not 
 exceading six months immediately preceding the pur- 
 chase to be allowed by way of rebate from the amount of 
 purchase money provided by these presents. 
 
 *• 5. During the currency of this contract any vessels 
 which may be substituted in the mail service for those 
 before named (except the steamers hereinafter referred 
 to) shall also be subject to the like conditions as regards 
 purchase and hire. In the event of purchase the price 
 shall be fixed at the cost price to the Company, with 
 6 per cent, additional for cc pulsory sale, less an^ abate- 
 ment in the manner already provided in Clause 2. . 
 
 *' 6. The Company have determined to build one or two 
 vessels of high speed, and they agree to construct these 
 vessels of such type and speed as shall render them 
 specially suitable for service as armed cruisers, and in 
 accordance with the plans and specifications already 
 submitted and approved by the Admiralty. In considera- 
 tion, the Admiralty agree to pay to the Company for the 
 vessel or vessels so approved, an annual subvention, 
 payable half-yearly, at the rate of 15.s. per '^^ross regis- 
 tered ton per annum, such subvention to commence 
 from the date on which the vessels respectively start on 
 first voyage with the mails, and to be continued yearly 
 for a minimum period of five years, terminable at the 
 end of five years or thereafter on twelve months' previous 
 notice, always provided that no subvention is payable to 
 any vessel after the 1st January, 1894, if the Admiralty 
 shall have given the twelve months' previous notice. 
 
 "7. In the event of the Company ceasing to carry the 
 mails under the contract now beinff concluded before the 
 
 I 
 
CHAP, v.] 
 
 WHITE STAR LINE. 
 
 106 
 
 Company shall have received five annual subventions 
 under the condition of clause (i, they shall he entitled to 
 receive for any part of the period that may not have 
 expired at the time of the termination of the mail con- 
 tract a subvention at the rate of 20«. per gross registered 
 ton per annum, in lieu of Us. as already provided In 
 consideration of the subvention, the Companv shall be 
 precluded from entertaining in connection with anv of 
 the vessels referred to in this contract offers for sale or 
 charter for a period exceeding five weeks, unless, in the 
 case of a longer charter, with the approval of the 
 Admiralty previously obtained, without first giving to 
 the Admiralty the option of exercising the pre-emption to 
 purchase .or hire, such option to be exercised as regards 
 any vessel receiving a subvention within seven days" and 
 as regards the other vessels within forty-eight hours 
 
 u^'' u •; Tu\''^ *^^ Company giving notice to the 
 Admiralty, It shall be accompanied by such evidence of 
 the bona fide nature of such offer for sale or charter as 
 shall, m the opinion of the Admiralty, be satisfactory, 
 otherwise the said notice shall be considered void and of 
 no enect. 
 
 , " 9. In the event of charter by the Company for a period 
 
 m excess of that named, the subvention to be suspended 
 
 during the currency of such charter, unless continued by 
 
 previous special arrangement with the Admiralty. ^ 
 
 10. Should the Admiralty elect to charter any vessel 
 
 ecmving the subven ion, the rate of hire for such vesse 
 
 to be at the mte of 20... per gross registered ton per 
 
 alendar month the Admiralty providing the crew,^or 
 
 :t' T^T, } '^ *^'^ ""'"^"^^'^ ^^« required to find the 
 c ew In the former case the Admiralty are to assume 
 
 losHltU "' ']'' "'^f H^' '''^ ^^ ^««^ ^' damage from 
 ostihties only to be for their account. The teri^ 
 
 nd"rlfr ^^r' ^fo^' time allowance for dismantling 
 
 and refittmg to apply also to these vessels. ^ 
 
 11. In order that the vessels receiving a snecial snh 
 
 ventiori mav be reodv fnv ««-,-;- "^ i ^1^ .^^ ^"'^■ 
 
 may ue reaoj lor service as armed cruisers at 
 
 *. ■,« 
 
 Wl ;i-: 
 
 1 
 
 h 1 
 
106 
 
 THE ATLANTIC FERRY. 
 
 [chap. v. I CHAP. V.J 
 
 i 
 
 the shortest possible notice, the Company shall afford to 
 the Admiralty every facility compatible with the use of 
 the vessels as mercantile ships for fitting on board during 
 the construction of the steamers such permanent fittings 
 and arrangements for their armament, on plans to be 
 approved, as will enable them to be prepared for service 
 within a week of arrival and discharge of cargo at Liver- 
 pool. And as regards the guns contemplated to be placed 
 upon the upper deck, the Admiralty are to provide the 
 racers and other fittings and gun mountings, which the 
 Company are to keep, if required by the Admiralty, in 
 their storehouse at Liverpool without charge, ready for 
 immediate placing on board the ships at the cost of the 
 Admiralty, and to maintain the same in clean order 
 ready for immediate use free of charge. 
 
 " 12. It is understood that the crews of the vessels em- 
 ployed under this agreement shall consist as nearly as 
 possible of one half of men belonging to the Eoyal Na^al 
 Eeserve, and the Company agree to do everything in 
 their power to give effect to this requirement at the 
 earliest possible date after the commencement of the 
 agreement. 
 
 " 13. Should any of the foregoing ships be sold to a 
 British shipowner approved by the Admiralty, the privi- 
 leges of the agreement are to remain attached to the ship 
 or ships under the new ownership. 
 
 "14. The price for the ships receiving the subvention 
 is to be the cost price thereof, subject to the general con- 
 ditions set out in Clause 2 ; but the Admiralty agree not 
 to exercise their pre-emption as regards purchase only 
 for two years after their completion. 
 
 "15. The subvention payable under this agreement to 
 be suspended on the loss of any ship, or in case they are 
 not being maintained in a seaworthy condition, with a 
 Board of Trade certificate, and the Admiralty are at 
 liberty annually to inspect the steamers. 
 
 " 16. Any additional capital expenditure over neiv 
 boilers and machinery to the vessels enumerated in 
 
CHAP. V.J 
 
 WHITE STAR LINE. 
 
 lor 
 
 Clause 1, to be added to the value of the vessel in the 
 event ot purchase, but without 10 per cent, bonus for 
 fompulsory purchase. 
 
 " V' H ^1"^ r''^.^? ''."'^^'' ^^'^ agreement are hired or 
 pill chased by the Admiralty, so as to interfere with the 
 Company s obligations under the mail contract, the 
 Admiralty to agree to obtain the concurrence of the Post 
 Oftce to release them from such obligations 
 
 " Writing on the 19th February, the Admiralty accept 
 he proposed terms, the subvention to commence from 
 the date on which the vessels respectively start on their 
 fii-st voyage with their mails. On the 2nd February the 
 Admiralty communicated the nature of the scheme to 
 he iieasury, explcynmg that the opportunity of prac- 
 tically developing the scheme has been offered bv the 
 negotiations in progress for the conveyance of the mails 
 between the United Kingdom and New York. As to the 
 s tandai-cl ot speed, the Admiralty consider that no vessels 
 of less than seventeen or nineteen knots an hour would 
 meet the ol,)cct m view. And existing vessels, even with 
 this speed, would not be so valuable for their purpose as 
 those specially built to the Admiralty requirements. 
 The Admiralty had formed no definite idea as to the 
 mimber ot vessels that should be retained, but consider 
 tha probably ten would be the maximum number at all 
 kely to be placed at the disposition of the Admiralty 
 uhin the next five years, at the maximum annual 
 charge ot i;50,000. The Admiralty had been in corre- 
 spondence with several large companies, but arrange- 
 ments had only been concluded with the White Star and 
 Cimard Lmes. Although the vessels of the White Star 
 obhin ' vir.i^ *^'' high speed that the Admiralty seek to 
 oMdin, 3 et they are undoubtedly fast ocean-going vessels 
 
 ^^^}iT' '^'T' *^'^"^^«^-*^- Th^ Pnce's nS 
 2un\i m' 1'""'^''' ^"^ ^'''^' ^"d ^fto^-^1 a protec 
 
 rates ?l,«f'Jf"^f ,''"''''" ^^^^"'^ ^^^'^"g *« W excessive 
 lates that might be current in time of war. 
 
 ' Since fully attained in the Teutonic aud Majestic. 
 
 'H *A 
 
i i 
 
 I'm 
 
 m 
 
 108 
 
 THE ATLANTIC FERRY. 
 
 " As regards the conditions as to vessels to be built, 
 their lordships view with much satisfaction the arranae^ 
 ment they have been enabled to effect in this respe'ct. 
 Plans of two proposed new vessels to be forthwith con- 
 structed, and completed in about eighteen months or 
 two years, have been laid before the Director of Naval 
 Construction. That officer has reported to their lord- 
 ships that these plans would provide vessels far in 
 advance of anything that has yet been submitted to the 
 Admiralty for the purpose of armed cruisers. Thev 
 would be of large size, of exceedingly high speed, pro- 
 vided with twin screws, have their engines and boilers 
 below the water line, be divided into numerous compart- 
 ments, and have a protected steering gear. In regard 
 to capacity they would be capable of conveying fully 
 2,000 men, whom they could land at Bombay rid the 
 Suez Canal in 14 days, or via the Caj^e in 22i days. 
 Their coal capacity would be such that at a cruising 
 speed they could probably keep the sea for a long period, 
 probably not less than three months. These vessels will 
 be completed in about eighteen months, and the sub- 
 vention will be an annual charge of about £6,500 for 
 each vessel so long as they carry the mails, or .£8,500 
 should the mails be withdrawn from them. 
 
 "As respects the Cunard Company, that Company 
 already possess the two fastest vessels in the British 
 mercantile marine — namely, the Etruria and Umbria, 
 both of which have a speed at sea of 18 knots an hour. 
 Although these vessels do not possess the advantages 
 that the Admiralty would obtain had they been con- 
 structed upon designs to meet their requirements, yet 
 their lordships think they are vessels of such high speed 
 and such a high class that their retention by the board 
 for national purposes when required is desirable. They 
 have, therefore, entered into negotiations to retain the 
 Umbria and Etruria, and the Aurania — a steamer almost 
 equal in speed — on similar terms to those made with the 
 White Star Company. The annual expenditure for the 
 
L'HAP. v.] 
 
 WHITE STAR LINE. 
 
 109 
 
 retention of these vessels will amount to an average of 
 i'5,B00 each. ° 
 
 " The Treasury's reply is dated 10th February and 
 approves ot the proposed agreements. 
 
 " The offer of the Cunard Line is contained in a letter bv 
 Mr. John Burns, dated 8th February. He offered for sale 
 or hire the following vessels :-Etruria, of 7,718 gross tons, 
 value ,4310,000; Umbria, 7,718, i'301,000; Aurania 
 7.269,^^^240,000; Servia, 7,392, i;l93,000; Gallia, 4,809,' 
 
 "The terms of the subvention and purchase are similar 
 to those agreed to by the White Star Line, but for the 
 charter of the three first vessels the demand is 20.^ per 
 ton register per month without crew, and the other two 
 15s. per ton per month without crew. In the event of 
 the Company determining to build new ships for the mail 
 service, they undertake to submit the plans to the 
 Admiralty, with a view to their being constructed in a 
 
 Tmf A i ^^'}^^ *^ ^^^ purpose of armed cruisers. 
 
 Ihe Admiralty, writing on the same day accepted the 
 proposals for the Etruria, Umbria, and Aurania " 
 
 
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 a 
 
 { 
 
 i 
 
, (• 
 
 13 
 
 
 CHAPTER YI. 
 
 DOMINION, AMERICAN, STATE, WARREN, WILSON, AND 
 
 BEAVER LINES. 
 
 Following the exami)le of the White Star Line, another 
 of the existing lines, the Dominion, commenced in 1872 
 a service between Liverpool, Quebec, and Montreal; this 
 was an offshoot of the Liverpool and Mississippi Steam- 
 ship Company trading between Liverpool and New 
 Orleans, and has continued in the service ever since, 
 carrying the Eoyal Mails in conjunction with the Allan 
 Line. Since the commencement many fine vessels have 
 been added to the Dominion fleet, the last being the 
 Vancouver, a fine iron steamer, sister to the Inman City 
 of Chicago, built on the Clyde. This vessel was brought 
 out in 1884; her dii^ensions are 430i feet long, 45 feet 
 broad, 33 ?r feet deep, with a gross tonnage of 4,928 tons. 
 The engines, by J. and J. Thomson, are of the three 
 crank compound type, having the high-pressure cylinders, 
 53 inches diameter, placed over the after crank, the two 
 low-pressure cylinders being each 80 inches diameter, 
 with a stroke of 5h feet. Since this fine vessel came out 
 no fast mail passenger vessels have been added to this 
 fleet, but it is rumoured that some fine vessels emanating 
 from the great Belfast firm will soon be afloat.' 
 
 ^ Since this was written the Labrador, built at Belfast, has 
 been added, in 1891. 
 
 w 
 
CHAP. VI.] DOMINION, AMERICAN, STATE, ETC., LINEH. HI 
 
 Besides the pansenger service the Dominion Line also 
 carries on an extensive cargo and live cattle trade to both 
 L.verpool and Bristol. Since its foundation the mahacre- 
 mni has been in the hands of the well-known fh-m^f 
 .Messrs Flinn, Main, and Montgomery, no change havin. 
 taken place since its inauguration. " 
 
 From the failure of the Collins Line and others noted 
 down to the year 1871 no efforts were niado by the 
 United States to establish an American Transatlantic 
 line, but in that year steps were taken in Philadelphia 
 .ad an order placed with Messrs. Cramp, of that city.' 
 to build four iron screw steamers, each 843 feet lone 43 
 feet broad, 34^ feet deep, and of 3,119 tons, with vei^tieal 
 t.o-crank compound engines, having cylinders 57 and 90 
 inehes diameter, with a stroke of 4 feet, and boiler pressure 
 ot ()0 lbs. 
 
 These vessels, named the Ohio, Indiana, Illinois, a„d 
 PeBnsylvama, «.ere fitted with large first class passenger 
 accommodation, and, in , onjunction with other English 
 , steamers named Lord Gough, British Prince, etc have 
 learned on the American Line between Liverpod and 
 Pliiladelphia sn,ee its commencement with the Pennsyl- 
 |Tama early in 1878. ' 
 
 After carrying on this service under the original 
 ■-voters or some years, these four steamers wer 
 taken over by the International or Eed Htar LineTal 
 -% noted) m 18.,, who had the large saloon Zt 
 modation removed, and employed them in the more 
 S* :r'^™"' and cargo service in which they^ 
 
li 
 
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 1 
 
 1 
 
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 1 
 
 1 
 
 i 
 
 1 
 
 ■ 
 
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 k^ 
 
 !;ilrr 
 
 112 
 
 THE ATLANTIC FERRY. 
 
 [CIIAP 
 
 V[. 
 
 It ia intereHting to note that it was on one of thtHe 
 steamers the now well-known syHtem of Howden forced 
 draught was introduced in the Atlantic trade, this being 
 fitted to the steamship Ohio in the year 1887, when nhe 
 had new triple engines fitted, and new hoilers, which re- 
 sulted in a great addition to her earning space. These 
 four steamers, Ohio, Indiana, Illinois, and Pennsylvania, 
 tire the only regular liners on the Atlantic trade which 
 fly the American flag, owing to the United States' law 
 which prohibits any vessel to fly it unless actually 
 constructed in the country, and it is for this reason 
 the Inman boats City of Paris and City of New York tly 
 the English flag although constructed with American 
 capital. 
 
 In 1873 a venture which has since struggled to keep a 
 place upon the Atlantic highway was formed in Glasgoi^' 
 to trade from that port — and occasionally Liverpool— 
 to New York, under the name of the State Line. This 
 continued to ply, calling at Lame (Ireland) until early in 
 the year 1891, when it collapsed, the steamers passing 
 into the hands of the Allan Line to swell their already 
 enormous fleet. 
 
 In the same year also, 1873, the South Wales Atlantic 
 Steamship Company was formed to run from Cardiff to 
 New York, but only lasted two years, notwithstanding 
 that they had no dock dues to pay at Cardiff and v?ere 
 supplied with coal gratuitously by the Marquis of Bate, 
 who was one of the largest shareholders in the line. 
 The two steamers were named Glamorgan and Pembroke, 
 and were fitted up in superior style, the former having 
 
CHAP. VI. ) DOMINION, AMERICAN, STATE. ETC., UNE9. 113 
 
 heen lighted with Allan's patent ga« apparatus, which, 
 like the veeselo, was unsuccessful. 
 
 Tl^. next eximnsion of this ^reat trade was made 
 m IHM from Bristol, the pert which first created and 
 earned it on. This was made by a company called after 
 he one which originated the enterprise, namely the 
 (.reat Western, which now carries on a moderate freight 
 and cattle service. 
 
 The year 1875 also saw the birth of another Liverpool 
 Ime of steamers named the AVarren Line, which com- 
 menced a steam service to Boston by the purchase oi the 
 Cuion Line pioneers, Manhattan and Minnesota. These 
 they had fitted with new compound engines, and 
 then placed them on the station for their freight and 
 cattle service early in the year noted, and since then 
 have gradually expanded and added some of the finest 
 freight and cattle service afloat to their line. Under the 
 % of the Warren Line the vessels of the North Atlantic 
 Meam Navigation Company and others also sail, and it 
 .8 interesting to note that they have in their service one of 
 heoldest, if not the oldest, vessel on t!ie Atlantic, namely 
 thePalertine, built by Steele and Co., oi Greenock, in 1858 
 In lebruary of the same year, 1875, another huge 
 trading fleet appeared on the Atlantic, sent forth by the 
 great .hipping firm of Wilson, whose already extensive 
 e from Hull enabled them to command a profitable 
 We from almost any part of the world. In 1884 they 
 
 ntlr t *' ^"'""'' "'"'^ "^« *"P>^ expansion 
 engines on their steamship MarteUo,' a vessel 370 feet 
 
 ' See below, p. 182. 
 I 
 
 i 
 
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 'l-'/. 
 
 
 
 IP 
 
 s ' 
 
 114 
 
 THE ATLANTIC FERRY. 
 
 [chap. VI. 
 
 long, 43 feet broad, 28 feet deep, and of 3,709 tons, with 
 triple engine having cylinders 31, 50, and 82 inches 
 diameter, and 4 feet 9 inches stroke. This service still 
 continues, having been largely increased by a London 
 connection which was formed, in conjunction with another 
 line in 1886, to be noticed later. 
 
 Another of the existing regular lines, the Beaver, 
 or, more correctly speaking, the Canada Shipping Com- 
 pany, Limited, also commenced in 1875 to change from 
 their tine fleet of iron sailing clippers to the steam 
 service, and had three fine iron steamers named the 
 Lake Nepigon, Lake Champlain, and Lake Megantic, built 
 for them on the Clyde, since when they have carried oii 
 a regular service to Canada in the summer and Ne\^' 
 York in the winter, and considerably increased their 
 fleet. 
 
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CHAPTER Vn. 
 
 LEYLAND, JOHNSTON, AND LONDON LINES. 
 
 Notwithstanding the numerous lines already noted 
 another came upon the scene in 1876 to compete with 
 the Cunard Company for a share of the Boston trade • 
 this important Company, now known as the Leyland 
 Line, commenced on this service in 1876, but had Ion. 
 been engaged in the Mediterranean trade from Liverpool 
 under the esteemed firm of Bibby, which had retired from 
 the management some years before. To carry on this 
 service the six largest ships of the then existing fleet were 
 place upon the route, and as they were, so to speak, 
 prototypes of the White Star boats, bein, built prior to 
 them by he same firm of builders, ^hey were suc- 
 cessful, and were soon afterwards fitted with larger com- 
 poimd engines and generally altered to suit them for the 
 w d Atlantic. Since its inauguration the Leyland 
 Le has been most successful, two steamers, Virginian 
 
 f; rr ^"^^*^^-' ^-^^ ^y Messrs. Harlan d and 
 oft, having been added at intervals to the fleet and 
 po ep tit to the standard necessary for a regular 
 l^iansatlantic freight line. 
 
 ^Uhe year 1880 the only regular line from Liverpool 
 paltimore was commenced by the firm of Messrs W 
 
 
m% 
 
 « 
 
 116 
 
 THE ATLANTIC FERRY. 
 
 [chap. VII. I CHAP. VII. J I 
 
 Johnston and Co., who were already extensively en- 
 gaged in the steamship trade to the Danube and other 
 ports. The service is now carried on very extensively 
 with some fine cattle and freight steamers such as 
 the Queensmore, Rossmore, Barrowmore, Sedgemore, and 
 others. Another service from London to Baltimore has 
 also been carried on since early in 1890 with fine 
 steamers of the same class. 
 
 In addition to these lines, there are now very many 
 other occasional vessels engaged, such as the St. Ronans 
 and Borderer, trading to and from the various ports 
 of the United States and Canada, which countries may 
 well be termed the great granaries of modern times 
 owing to the enormous supplies they send to the mother 
 
 country. 
 
 Although the great city on the Mersey still controls 
 almost the whole of the passenger and by far the greater 
 bulk of the freight service of this vast " coming and 
 going " of modern commerce, a considerable number of 
 other freight lines now find location on the Thames, in 
 order to supply direct the teeming mass of humanity 
 centring in the great emporium of the world, London. 
 One of the principal of these is that now known as the 
 Wilson-Hill Line, which, as already noticed, now carries 
 on the service formerly known as the Monarch Line, 
 This once noted line was commenced in 1881 under tbe 
 official title of the Exchange Shipping Company, Limited, 
 by Messrs. Patton, Yickers and Co., with a view of carry- 
 ing on direct from London to New York a regular saloon 
 and emigrant passenger service combined with cargo. 
 
CHAP. VII. J LEYLAND, JOHNSTON, AND LONDON LINES. 117 
 
 and was commenced with the Assyrian Monarch and other 
 steamers built by the Earle Shipbuilding Company, 
 in Hull, followed afterwards by others built on the 
 Clyde. During the early portion of its career a fairly 
 successful business was carried on, but this gradually 
 fell away, and in 1887 the line collapsed, and the 
 steamers, after being laid up in London for some time, 
 were taken over by the Wilson Line, of Hull, and 
 tlie Allan Line, of Glasgow, represented by the line 
 tlien trading from London, called the Hill or Twin Screw 
 Line. 
 
 This latter line (Twin Screw) came into notice in the 
 year 1881 by bringing forward the first twin screw pro- 
 pelled steamer in the Transatlantic trade. This vessel 
 was named the Netting Hill, and was built of steel on the 
 Clyde, her dimensions being 420^ feet long by 45 feet 
 broad, m feet deep, and of 3.902 tons, and was followed 
 afterwards by others of similar dimensions and con- 
 etriiction. 
 
 Although fitted with limited passenger accommodation, 
 they were not designed for what is now generally known 
 as the Express Transatlantic Service— their speed only 
 averaging about 12 knots per hour. 
 
 The engines are of the compound tandem type, but 
 havmg only one crank-shaft and set of cylinders for each 
 (port and starboard) engine, the diameter of each high- 
 pressure being 32i inches, and of the low-pressure 76 
 inches, with a stroke of 4 feet. 
 
 These vessels now carry on a regular service from 
 London to New York in the live cattle and freight trade, 
 
 
118 
 
 THE ATLANTIC FERRY. 
 
 [CHAr. VII. 
 
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 in conjunction with the vessels of the old Monarch Line, 
 as previously mentioned. 
 
 In addition to the Wiison-Hill. National, and Johnston 
 Lines, already noted as trading from London, extensive 
 services are also carried on by the Furness Line to Halifax 
 and Boston, and the Atlantic Transport to Baltimore, 
 Philadelphia, Boston, etc., rid Swansea, commenced in 
 1886. 
 
 Another line commenced in recent years in the live 
 cattle and freight service is the Donaldson, from Glasgow 
 to Canadian ports, which commenced with the steamship 
 Colina in May, 1887, and still continues. 
 
 It will perhaps be of interest to give a brief final notice 
 of the once famed Great Eastern. Her dimensions were 
 0791 feet long, 83 feet broad, 48 feet deep, and of 18,915 
 tons, with oscillating paddle engines, having four cylinders 
 each 74 niches diameter, anc stroke of 14| feet, and hori- 
 zontal screw engines, with f 3ur cylinders, each 84 inches 
 diameter, and 4 feet stroke, the boiler pressure being 30 lbs. 
 generated in ten boilers, having a hundred furnaces fired 
 athwartships. The career of this colossal structure, 
 commencing with her launch in 1858, was singularly un- 
 fortunate, as with the exception of the successful laying 
 of the first Atlantic cable, and a few others, she has 
 never once been a commercial success. As if to add still 
 further to her misfortunes, the last years of her existence 
 saw this once wonderful example of the " much- belauded 
 pet of man's constructive skill" lowered to the level of 
 an advertising medium, and then to be the bugbear of 
 the ports of the kingdom, one port even going so far as 
 
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 120 THE ATLANTIC FERRY. [cHAP. VII. 
 
 to ask Parliament to grant them powers to prevent her 
 floating on the tranquil waters within their precincts. 
 
 After a year or two of this degraded existence, she 
 again underwent one of the periodic sales which had 
 occurred almost annually throughout her career, but for 
 the last time, as she was purchased by a firm of ship 
 brokers for i' 16,000, and was eventually broken up at 
 New Ferry, on the banks of the Mersey, almost in the 
 same year (1890) that the Great Britain ended her career 
 at the Falkland Islands, representing with the broad 
 gauge on the railway, now also doomed, the last of the 
 costly and bitter memories of the engineer Brunei, who, 
 unfortunately for many, had more influence with great 
 capitahsts than other far more capable and less fanciful 
 engineers. 
 
CHAPTER VIII. 
 
 CONTINENTAL LINES. 
 
 Turning now to the continent of Europe, we find many 
 steamship companies competing for shares of the traffic 
 ever flowing to and fro on the greatest highway of com- 
 merce the world has ever known, and which may well be 
 termed the - Nursery of the Steamship," owing to the 
 great achievements in naval architecture and marine 
 engineering which from time to time it has brought forth 
 
 Amongst the largest and most important of these is 
 «ie well-known Hamburg-American Line, trac^-ic. from 
 Hamburg and Cuxhaven to New York, calling at South- 
 ampton. This powerful company, like the English lines 
 hrst commenced the trade with sailing ships in 184?' 
 and gradually developed into steam, their first steamer 
 bemg the Borussia, an iron screw steamer, built and 
 engined by Messrs. Caird, of Greenock, in 1855 Her 
 uimensions were 317f feet long, 40 feet broad, 28 feet 
 deep and of 2,349 tons ; the engines were overhead 
 oscillating geared, with cylinders each 6^ inches dia- 
 metei. and stroke of 6 feet. This vessel, the pioneer, 
 ted on her first voyage on June 1st, 1856, and was 
 
 lowed by a sister ship named the Hammonia, which 
 
 steamers kept up the service, in conjunction with 
 me sailing vessels, until f 
 
 year 1800, w 
 
 liOn the latter 
 
 
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 122 
 
 THE ATLANTIC FERRY. 
 
 [chap. VIII. 
 
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 were disposed of and more steamers abided. Since then 
 the line, having, in April, 1875, absorbed the opposition 
 Hamburg company known as the Eagle Line, has de- 
 veloped into an extensive concern, sending its steamers 
 east and west, and gradually expanding its Transatlantic 
 connection, until at the present time it stands at the 
 head of the continental lines, and possesses, besides an 
 ordinary moderate speed passenger service to New York, 
 an express service almost equal to the Liverpool lines, 
 its modern twin-screw steel boats being of the finest 
 type, with the most advanced arrangements for comfort. 
 
 Of these the Colombia and Normannia have been built 
 on the Mersey and the Clyde respectively, and the Augusta, 
 Victoria, and the Fiirst Bismarck by the Vulcan Company, 
 at Stettin. The relative sizes of the ships and engines, 
 which are triple expansions of the latest type, are as 
 follows : 
 
 Colombia, 463^ feet long, 55i feet broad, 35| feet 
 deep, and of 7,363 tons. Triple engines, cylinders 41, 66, 
 101 inches diameter, with 5| feet strike. 
 
 Augusta and Victoria, 459 feet long, 55| feet broad, 
 38 feet deep, and of 7,661 tons. Triple engines, cylinders 
 41, 67, 106 inches diameter, with 5j feet stroke. 
 
 Normannia, 500 feet long, 57^ feet broad, 38 feet 
 deep, and of 8,250 tons. Triple engines, having sii 
 cylinders, two of 40, two of 67, six of 106 inches, with 51 
 feet stroke. 
 
 Fiirst Bismarck, 502 feet long, 57^ feet broad, 38 feet 
 deep, and of 8,874 tons. Triple engines, cylinders 43, 61 
 106| inches, with 5\ feet stroke. 
 
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 124 
 
 THE ATLANTIC FERRY. 
 
 [chap. vni. 
 
 Like the new Inman vessels this tine quartette havt- 
 adopted the three funnels, and ai)andoned the use of 
 sail power, Mud make the passages across between South- 
 ampton and New York under seven days, taking about 
 eight days to and from Hamburg. 
 
 The other important German line is that known as the 
 Norddeutseher Lloyd from Bremen, which was founded 
 in 1856 by a Bremen citizen, Herr H. H. Meier, who 
 succeeded in amalgamating the various steamship com- 
 panies, coasting and otherwise, then existing, and forming 
 out of them this great company. It was practically con- 
 structed in February, 1857, and commenced the Tnuii^- 
 Atlantic service in June, 1858, with the screw steamer 
 Bremen, 318 feet long, 40 feet broad, 2{) feet deep, and of 
 2,674 tons, with inverted direct-acting engines, having 
 cylinders 90 inches diameter, and 8| feet stroke, indica- 
 ting 2, TOO horse-power. She was built for them by Caird 
 and Co., of Greenock, together with three others, named 
 the New York, Hudson, and Weser. 
 
 Since this event a regular trade has been carried on, 
 and many vessels added to the Norddeutseher fleet from 
 time to time ; in 1862 and 1863 the Hansa and America, 
 followed by the Hermann, Deutschland, and Union, all 
 built by Caird and Co. 
 
 In 1868 a weekly service was commenced from Breniiii 
 to Baltimore, and since then extensive offshoots have 
 been created to the most distant parts of the globe. 
 
 In 1881, under the spirited management of Hen 
 Lohmann, the present managing director, new 17^ knots 
 express steamers, named the Elbe, Werra, and Fulda, eacli 
 
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 126 THE ATLANTIC FERRY. [CHAP. Vllf, 
 
 438 feet long, 48 feet broad, 36] feet deep, and of n.ijHl 
 tons, built by Messrs. Elder and Co., were placed upon 
 the New i'ork service, and were followed afterwards by the 
 18 knot AUer, Trave, and Saale, in 1885 and 188G, which 
 were single screws, and had the first triple expansion 
 engines in the Express Service (although not the first on 
 the Atlantic, as already noted), the diameter of cylinders 
 being 44, 70, and 108 inches respectively, with a stroke 
 of 6 feet, and of 8,200 indicated horsepower. Sinct 
 then has appeared the Lahn, 19 knots, of slightly largti 
 dimensions, from the Fairfield Shipbuilding Company, 
 having triple engines with two high-pressure cylinders, 
 each 32^ inches, one intermediate, 08 inches diameter, 
 and two low-pressure, each 85 inches, with stroke of 
 6 feet, and indicating 9,500 horse-power ; also in 18'.)() 
 and 1891, from the Vulcan Shipyard at Stettin, the Spree 
 and Havel, two fine vessels, 463 feet long, 52 feet broad, 
 84 feet deep, and of 6,963 tons, with triple engines of 
 slightly larger power. 
 
 Owing to the gradual improvement of these fine vessels 
 during the past decade, it will be noticed there is no 
 great gap in their increasing speed, so that the service 
 is carried out with express boats, which make the 
 passages to and from New York in fairly equal time. 
 The vessels of the North German Line maintain a weekly 
 service to New York, leaving Bremen and New Yort 
 every Wednesday and Saturday, and calling at South- 
 ampton ; also a weekly service to Baltimore leaving 
 Bremen and Baltimore each Wednesday. To enable 
 them to carry en this great trade and the other branches. 
 
ENGIXES OF THE ALLEE. 
 
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 128 THE ATLANTIC FERRY. [cHAP. VIH. 
 
 the Company own a fleet of about forty steamers over 
 1,000 tons each, besides numerous smaller craft, and 
 also possess their own graving and other docks, together 
 with extensive works for the overhaul and maintenance 
 of th»^Tr fleet. 
 
 One of the principal lines doing an extensive business 
 from Europe direct is that officially termed the Societe 
 Anonyme Belge-Americaine, better known as the Red 
 Star Line, from Antwerp. This now extensive service was 
 commenced by the iron steamship Vaterland, 'd'lOh feet 
 long, 38^ feet broad, 31 feet deep, and of '2,748 tons, with 
 two-crank compound engines, having cylinders 40 inches 
 and 80 inches diameter, and stroke of 3| feet. She sailed 
 from Antwerp o.i January 19th, 1873, for Philadelphia, 
 and was followed afterwards by the Nederlanct and Switzer- 
 land in 1873 and 1874. 
 
 It is interesting to note that these vessels, which were 
 built and engined by Messrs. Palmer, of Jarrow, were 
 the first ever built to carry petroleum in bulk, in whieli 
 an extensive trade to Antwerp was then commencing, 
 As, however, the passenger trade was also carried on by 
 these vessels, the petroleum shortly became only secou- 
 dary, and, owing to the restrictions of the supervising 
 authorities, was finally discontinued. 
 
 Owing to the continued expansion of their trade other 
 vessels were soon added to the Red Star fleet, the Belgen- 
 land in 1878, and Rhynland in 1879, built by the Bavm 
 Shipbuilding Company, and later by the Zeeland, Waes- 
 land, and Pennland, which under the respective names of 
 the Java, Russia, and Algeria, were previously known in 
 
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 130 
 
 THE ATLANTIC FERRY. 
 
 [chap. 
 
 viri. 
 
 the Cunard fleet. Following them came two fine vessels, 
 known as the Westernland and Noordland, from the yard 
 of Messrs. Laird Brothers, Birkenhead, in 1883. 
 
 In 1889 the last addition was made to the fleet 
 by Messrs. J. and G. Thomson, of Glasgow, who built a 
 fine high speed single screw steel steamer named the 
 Friesland, 430 feet long, 51 i feet broad, 35 feet deep, and 
 of 6,800 tons, w^ith triple expansion engines, having 
 cylinders 35i, 56, 89 inches diameter, and U feet stroke, 
 and with a working pressure of 160 lbs. 
 
 With this fine fleet a regular weekly first class pas- 
 senger and emigrant service is carried on to New York, 
 and a secondary one fortnightly to Philadelphia. 
 
 Of the Transatlantic lines trading from France the most 
 important is the Compagnie Generale Transatlantique, 
 which commenced to run from Havre to New York in 18li'i 
 with English built iron vessels, from the firms of Messrs. 
 Napier and Sons, on the Clyde, and Messrs. Palmer, on 
 the Tyne. The French company, like the other numerous 
 lines, has gradually increased its fleet and expended its 
 services, and now possesses a magnificent fleet of 
 steamers, the finest of which are vessels of large size 
 and good speed, constructed some years ago to maintain 
 a place amongst the other express lines to New ^orL 
 One of these vessels, La Normandie, was built of iron at 
 Barrow, in 1882, with engines having six cylinders, corre- 
 sponding to those of the City of Home : she was followetl 
 by the La Bourgogne, La Champagne, and La Bretagne, tlie 
 two latter being constructed at the Company's own worb 
 at St. Nazaire ; they are each 495 feet long, 52 feet 
 
•■'i!* 
 
 
132 
 
 THE ATLANTIC FERRY. 
 
 [chap. 
 
 VIII. 
 
 I 
 
 f . 
 
 f: 
 
 i • 1 
 
 broad, 33i feet deep, and of 6,900 tons, with six-cylinder 
 compound three-crank engines. 
 
 With these four vessels a superior service is maintained 
 between New York and Havre, though they are not equal 
 in speed to the more modern vessels of the British and 
 German lines. 
 
 Other French lines trading in the cargo service are 
 the Chargeurs Reunis, Compagnie Commerciale, from 
 Havre, and the Compagnie Bordelaise, from Bordeaux. 
 
 From Italy Rubattino's immense fleet keeps up a 
 service between the Mediterranean and New York, as 
 does also the Fabre Line ; from Copenhagen the Thing- 
 valla Line began in 1879, and carries on the only direct 
 service from Denmark to New York. This line became 
 noted a few years ago through the foundering in April, 
 1889, of one of their vessels, the ss. Danmark, when not a 
 life was lost out of 734 souls on board, all having been 
 rescued by the Missouri, of the Atlantic Transport Line 
 from London. 
 
 In 1872 the Dutch line, officially styled the Neder- 
 landsch Amerikaansche Stoomvaart Maatscbappij, of 
 Rotterdam, but known in this country as the Nether- 
 land - American Line, commenced a regular passenger 
 and freight, service to New York. By the purchase m 
 recent years of several of the well-known Liverpool 
 liners as the Baltic, Republic, British Empire, British Crow, 
 and others, they have estabHshed an excellent service 
 between Rotterdam and New York, the steamers now 
 being known under such names as the Veendam, Maasdaa, 
 Rotterdam, and Amsterdam. 
 
 
CHAPTER IX. 
 
 THE WORKING OF ATLANTIC LINES. 
 
 Like the other great organizations formed in the nine- 
 teenth century for the use and convenience of ma.i, the 
 ocean steamship companies enter so much into' the 
 routine of life, that a brief glance into the manner and 
 means by which the current-or circulation-of the 
 beautiful vessels is kept up is likely to be of interest to 
 many and useful to some. 
 
 In considering the subject, it will at once be apparent 
 that It 18 necessary for the successful working of a 
 Steamship Line that there should be one leading head 
 to guide the entire organization, whether it be under 
 I public or private ownership. Acting under him comes 
 the directing staff, which is practically in two separate 
 sections. These may be termed the "Inside" and 
 "Outside" sections. 
 
 The "Inside" section comprises the partners, direc 
 tors, or managers, and, in conjunction with them, the 
 heads of the various departments which are carried on in 
 the office, such u.,- the finance, accountant's, freight (in- 
 ward and outwa. J), passenger, and oftentimes insurance 
 I departments. 
 
 To the same section belongs the arrangement and 
 I conducting of the various negotiations, incidental to the 
 
 1 i 
 

 
 . ■» 
 
 iii 
 
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 184 THE ATLANTIC FERRY. [cHAP. IX. 
 
 general business of the line — such as, the carriage of 
 passengers, freight, and mails ; the fixing of the sailing 
 schedules ; and the thousand and one details which must 
 be fully worked out with the various connections, scat- 
 tered throughout the portions of the world in which the 
 line may be directly or indirectly engaged ; also arranging 
 with the feeders or carriers, consisting of the various rail- 
 ways and steamboat lines, running more or less in con- 
 junction with them ; and also, if they be mail steamers, 
 advising and conferring with the postal authorities, to 
 insure despatch and regularity in the transmission of 
 the mails and generally the utmost efficiency and 
 safety. 
 
 The duties of the various heads of the departments 
 are apportioned to mer of great experience in their 
 special line, so that each may be worked to its utmost 
 capacity. The chief of the freight has for his duties, the 
 tracing, follov^^ing up, and securing for his line tie 
 carrying of every kind of merchandise, machinery in 
 transit, breadstuJBfs, dead meat, live cattle, bullion, and 
 so forthj which it is possible to secure. In the pas- 
 senger branch the same restless energy exists in spread- 
 ing the great network of alluring advertisements— hand- 
 some pictures of the steamers, accounts of fast passages, 
 details of accommodation— by the aid of active agents in 
 every town of the various countries likely to use the 
 watery highway on which the vessels of his line come 
 and go. 
 
 The chief of the accountancy department, as the name 
 indicates, has to keep straight the financial concerns of 
 
THE W'OKKING OF ATLANTIC LINES. 
 
 185 
 
 CHAP. L\.J 
 
 the whole undertaking, commencing at the first great 
 item of capital account, and going down through the 
 immense number of departments in what may be called 
 the home district, to the smallest transactions of all the 
 branches and agencies in outlying foreign ports. 
 
 The more important matters of the line-such as the 
 building of new vessels; the opening up of new services • 
 the regulation of times of sailing ; carriage of mails • 
 agreements with government ; arrangements for charter 
 and such like-are, of course, retained in the hands of 
 the principal and his partners or directors, and nothing 
 18 known of them outside until their proceedings are 
 matm-ed and definitely settled. As soon as any new 
 step has been decided upon, the heads of the various 
 departments are called -apon to report and point out the 
 various details requiring development or improvement 
 each in his own special line, and from time to time pro- 
 ceed to the shipyard and engineering works, and regu- 
 larly inspect the progress of the work ; consulting with 
 the owners and builders as the work advances, with 
 a view of securing the latest and mo it modern arrange- 
 ments. 
 
 The system by which the whole of the various depart- 
 ments and staffs are engaged in keeping up the working 
 of the steamers is somewhat as follows :-0n the arrival 
 of each ship in the home port, the commander reports 
 to the head office the more important events and occur- 
 rences of the voyage, and the heads of the three 
 departments-deck, engine, and steward 's-return a 
 complete - indent " of the overhauling or work necessary 
 
136 
 
 THE ATLANTIC FERRY. 
 
 i -i 
 
 [chap. IX. 
 
 in their divisions to their respective Superintendents. 
 The latter tlien go into the various matters, satis- 
 fying themselves that the work on the Ust is repi- 
 site, and ordbJ-s for the work to be carried out are then 
 given to whichever branch of the shore staff it comes 
 under. 
 
 At the same time that this overhauling "indent" is 
 handed in, a complete list is furnished of the stores con- 
 sumed, of the quantity remaining on board, and of what 
 is required for next voyage. This is also scrutinized by 
 the Superintendents, and then passed on to the various 
 officials, to have the articles supplied in good time for the 
 next sailing date. Should there be any extensive or heaw 
 repairs to be effected, or any important alteration to he 
 made, the Superintendent of the department in question 
 then brings the matter forward before the principals, 
 and the details of the work (or, if necessary, the substi- 
 tution of one vessel for another), are then arranged 
 mutually with the other Superintendents. 
 
 In order to insure effective and perfect working, 
 reguhir fixed meetings of the partners, managers, and 
 superintendents are held, at which the commanders then 
 in port also attend, and the various matters which from 
 time to time require general attention are discussed and 
 arranged, so that each department is kept thoroughly in 
 touch with, and cognizant of the doings of the others. 
 As it is impossible always to define the limits of where 
 one responsibility ends and the other begins, the utility 
 and, indeed, necessity of this system is obvious. 
 
 Turning now to the other great section, the "Outside," 
 
CHAP. IX.] THE WORKING OF ATLANTIC LINES. 187 
 
 this, like tlie '• Inside " section, is conducted under the 
 head or chief, with the other partners or managers 
 acting in conjunction with the heads of the engineering 
 sailing, and victualling departments which are actually 
 engaged m working the steamers. 
 
 The most important is naturally the engineerin.r de- 
 partment, which embraces almost innumerable divisions 
 oiallof which the SuperintendingEngineer is responsible! 
 It IS this department upon which, when a new steamer 
 IS aliout to be taken over from the builders, devolves the 
 duty of arranging the engineering staff on board the 
 vessel. Tins class ranges from the sailing chief engineer, 
 with his staff of engineers, electricians, and refrigerating 
 eiisineeiH, down to boiler-makers, greasers, firemen, and 
 trioimers, and amounts nowadays to a small army of 
 over 160 men in all. 
 
 A very important duty is the up-keep and maintenance 
 of the whole machinery of the vessel, not only in the 
 engine department, which alone comprises upwards of 
 rty different engines, besides the main engines, but 
 also he auxiliary apparatus scattered throughout the 
 - such as windlasses, winches, steering-"gear. and 
 
 td Id r' ' '''"■ ^° "^"-^ '-equirements must 
 
 It """'''°' '™"*' <"' '^^ ^^"'"''"'^ depart, 
 
 m nt , n the way of rearrangement and extension of 
 saloon or emigrant accommodation, the supplying and 
 ve,.a„ ing of the extensive fittings of the clna^-y a. d 
 P t ^ branches, with the numberless minor but impor- 
 'ant requirements of a floating hotel. 
 
 $ 
 
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 t 
 
 138 THE ATLANTIC FEUIIY. [cHAP. IX. 
 
 To effectually fulfil these multifarious duties the 
 Superinttnding Engineer has under his charge extensive 
 repairing works, in which are located the various machines 
 and tools required to carry on the work of the different 
 branches of manufacture and repair. Engineering, 
 forging, smithing, brass nnd lead-founding, boiler 
 making, and general iron and steel work, plumbing, 
 whitesmith's and tinsmith's work, brass-finishing, paint- 
 ing, carpentering and joinery, pattern-making, boat- 
 building, sawing, leather working, laundry work, uphol- 
 stering, electrical engineering, rigging, sail-making, 
 electro-plating, and other kindred matters, are all 
 placed under responsible foremen, who again, in most 
 cases, have charge of a considerable staff to carry out 
 the work on board when the vessels are in port. In the 
 works are extensive stores, containing all the necessary 
 articles constantly in requirement by the different de- 
 partments, so that the vessels may be completely over- 
 hauled and outfitted by the line's own establishment 
 and staff. 
 
 The other important department of the marine or 
 " deck," as it is more commonly called, is under the 
 control of the Marine Superintendent. This gentleman is 
 responsible both for the general work of the ship in port, 
 and for the efficiency of the navigating staff at sea ; the 
 latter consisting of the commander, officers, boatswains, 
 quartermasters, and crew. The numerous other duties 
 connected with the docking and berthing on arrival ; the 
 manner and rate of discharging and loading of cargo: 
 coaling, and outfit for the coming voyage, also fall to his 
 
CHAP. TX.l THE WORKIKO OF ATLANTIC LINES. 139 
 
 care. Acting with the Engineering and Victualling Super- 
 intendentH, he generally, alao arranges for the work 
 of tiie other departments which may require attention 
 previous to commencing the next voyage. 
 
 The nature of this superintendence varies for almost 
 every trip At one time it is to extend or improve the 
 saloon accommodation ; at another, it is to arrange for 
 dry docking for the overhaul of machinery, or for survey- 
 ing purposes. Sometimes the cargo holds may need 
 attention ; at others the meat chambers require altera- 
 tion ; on another voyage more extensive emigrant accom- 
 modation is needed ; and, at all times, the equipment 
 either in sails (which, however, are rapidly falling into 
 disuse), or running-gear, or lifeboats, or such-like sub- 
 sidiary requisites claim vigilant attention. Every now 
 and then it is necessary to open-up, place in position, and 
 expose all the various pump-gears, fire-hose, boat appli- 
 ances, et hov genufi omne, for the annual inspection of the 
 supervising authorities. Added to all these duties is, to 
 a certain extent, the working of the freight at the quay 
 side, for although this is controlled from the office by the 
 freight department, it is necessary that the wharfingers 
 and stevedores who manipulate it should work to suit 
 the state of the ship. 
 
 Then comes the preparing for the voyage: seeing that 
 the cargo and coaling is thoroughly completed ; hatches 
 and openings secured; decks washed down; and all made 
 straight and fair, ready, with fit officers and crew, to 
 receive the passengers and mails on the advertised date, 
 and to pass the inspection, not only of the Government 
 
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140 
 
 THE ATLANTIC FEBRY. 
 
 [chap. IX. 
 
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 i<iS| 
 
 officials, but also the critical and exacting scrutiny of the 
 partners or managers themselves. 
 
 The third division of the ** Outside " section— the 
 victualling department — is also under the charge of a 
 responsible Superintendent, to whom is intrusted the en- 
 tire management of the stewards' department, the control 
 of the outfit for the living-quarters both of the passengers 
 and the leading sections of the crew, and the victualling 
 throughout, including the supply of wines, medical requi- 
 sites, and other articles necessary for the wants of so large 
 a floating population. Besides the shore staff, the Super- 
 intendent is assisted on board by the purser, who gene- 
 rally takes charge of all the ship's papers and documents 
 relating to finances, passengers, and freight ; and who 
 also, assisted by the chief and second stewards, super- 
 vises the working of the large staff required in the distri- 
 bution of the saloon passengers in the berths and places 
 assigned to them, in preparing for the daily meals, and 
 in arrangements for cooking, baking, etc., so that the 
 whole working may be such as to give satisfaction, insure 
 cleanliness and secure all necessary attention to each 
 individual, whether in the state-rooms, saloon, or smok- 
 ing-room. Another of the important functions of these 
 officials is that of keeping a check upon the supply of the 
 immense quantities of food and drink which are in almost 
 continual demand. Not an unimportant object of atten- 
 tion for the Victualling Superintendent is the rearrange- 
 ment of his staff, with due regard to the perpetual 
 fluctuation in the number of passengers, as at one time 
 the vessel may be full, and at another have but few to 
 
 ..i&i 
 
CHAP. IX. j THE WORKING OF ATLANTIC LINES. 141 
 
 provide for ; so that, if too many hands are shipped, 
 there is not work for them, and, on the other hand,' 
 if too few are shipped, the complaints of want of atten- 
 tion come in volumes from disappointed travellers. 
 
 To illustrate the elaborate system necessary for the 
 actual working of a twin-propelled Atlantic liner, it is 
 only necessary to describe the general routine of the 
 various departments, beginning with the news of her 
 coming arrival in the Mersey, which is generally re- 
 ceived by telegraph from Queenstown, and again from 
 Holyhead. 
 
 On the news being received in the general manage- 
 ment division of the office, the expected hour of arrival 
 is at once communicated to the Post Office and Custom 
 House, and an hour appointed for the steam tender 
 to leave the landing stage to meet the liner in order to 
 take off first the saloon, and afterwards the other 
 passengers, while if the mail be a heavy one, a special 
 tender is set apart for it. The passenger department on 
 being informed, generally communicates the hour of the 
 tender's departure to the various hotels, railway com- 
 panies, and others directly interested, and makes pre- 
 parations for the landing of the passengers and the 
 examination of their baggage by the Customs. 
 
 With this tender goes the Victualling Superintendent, 
 accompanied by the Health and other Government 
 officers whose duty it is to pass the ship for entrance into 
 port, and grant permission for the disembarkment of the 
 passengers. 
 
 On the arrival of the various papers and documents at 
 
 ., 1 
 
142 
 
 THE ATLANTIC FERRY. 
 
 [chap. IX. I CHAP. IX.] 
 
 \i *• 
 
 the ofl&ce, the ship is entered at the Custom House and all 
 the necessary formalities are gone through to allow the 
 work of debarkation to proceed whilst the clerical depart- 
 ment at once commences the work of sending out advices 
 as to the supplies of coal, and the delivery of outward 
 freight on quay for the next voyage. 
 
 The Marine Superintendent and his department, on 
 hearing the time of arrival, make all arrangements to 
 dock arid berth the ship as soon as possible after arrival, 
 and get ready for the discharge of cargo, and the 
 re-coaling. After the vessel is docked, the crew are paid 
 off in the presence of a Board of Trade officer as soon as 
 convenient, and nowadays are at once signed on again 
 for the next voyage. The chief officer then submits his 
 "indent" for repairs, stores, and requirements for the 
 next voyage, and this document guides the Marine Super- 
 intendent in his arrangements when the vessel is in 
 dock. 
 
 As soon as the vessel is moored, work is commenced 
 by the stevedores, The hatches are opened and the dis- 
 charge of the cargo is busily proceeded with by a small 
 army of men, some unloading and others coaling for the 
 coming voyage. Immediately the holds are empty the 
 reloading is commenced, so that no time is wasted, and 
 it is no uncommon thing to discharge 4,000 tons of in- 
 ward and load 3,000 of outward cargo, and also put about 
 2,000 tons of coal into one of these vessels in about two 
 working days. 
 
 In the engineering department the work, although 
 altogether out of the public sight, is much more exten- 
 
 n-'l 
 
 \U 
 
 II > 
 
CHAP. IX.] THE WORKING OF ATLANTIC LINES. 143 
 
 sive. As soon as the engines are stopped, the large 
 staff is started to wipe down the machinery, blow down 
 the boilers, or otherwise let off steam, and generally pre- 
 pare the whole for inspection and overhauling. 
 
 The simpler portion of this is done at once ; and when 
 the chief engineer's ** indent" has been through the 
 hands of the Superintending Engineer, the important or 
 heavy work is proceeded with ; both the sea-going and 
 shore staff working conjointly, as the former are alto- 
 gether ^-esponsible for the proper overhauling and ad- 
 justment of the moving parts, so as to insure good 
 working at sea. The boilers after being cleared of the 
 enormous quantity of ashes, soot, and rubbish, always 
 coneiquent on such a large nurnber of furnaces, are care- 
 fully cleaned out ; if necessary the inside is scaled, and 
 the whole is thoroughly overhauled by the ship's boiler- 
 makers and the shore staff under an experienced fore- 
 man, and also under the keen supervision of the chief 
 and second engineers, who are thoroughly ahve to 
 the fact that good work in port means less trouble 
 at sea. 
 
 In addition to this work there is also the overhauling 
 of the machinery in other parts of the vessel, and the 
 sundry repairs required in the other departments, which 
 only can be effected by skilled mechanics. 
 
 After the passenger department has finished with the 
 disembarkation of the passengers, the chief steward turns 
 his staff to clearing away and sorting the numerous 
 articles de voyage which have been in use throughout the 
 tnp, some being put aside for next voyage, and others 
 
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 144 
 
 THE ATLANTIC FERRY. 
 
 [chap. IX. 
 
 sent to the company's works for repair or overhaul. 
 Of these, by far the most extensive is the " Hnen," as 
 it is generally termed, and it may be here mentioned 
 that so extensive and complete are the laundries that 
 the whole of the table and bed-linen for over 300 saloon 
 passengers can be returned to the ship in the space of 
 forty-eight hours ready for use, thoroughly pressed and 
 aired. As soon as the clearing up has been done and 
 the Victualling Superintendent has passed the "indent," 
 the saloon, state-rooms, and other quarters, together 
 with all furniture, are thoroughly overhauled and re- 
 furbished. The galley and pantry meanwhile are also 
 being -attended to by their respective staffs, aided here 
 again by the shore staff, and the various cooking and 
 serving utensils are replaced or sent to the works for 
 repair. It is almost impossible for an outsider to realize 
 the immense quantity of large and small articles which 
 continually require repair or renewal in this department 
 of large passenger vessels, and for the large liners an 
 immense staff of tinsmiths is required to be continually 
 at work, both in making new and patching up worn 
 articles. 
 
 Another class of men kept continuously at extensive 
 work are the carpenters and joiners, and also cabinet- 
 makers, who, under an experienced foreman, are con- 
 stantly engaged in the saloons, state-rooms, steerages, 
 deck-houses, hatches, stores and crew's quarters. The 
 elaborate and extensive lavatories nowadays required, 
 also command the constant attention of experienced 
 plumbers, owing to the labyrinth of pipe arrangements 
 
CHAP. IX.] THE WOBKINO OF ATLANTIC LINES. 146 
 
 in the 8hip, which supply fresh and take away the waste 
 
 water. 
 
 Draughtsmen are also constantly occupied in noting 
 Md making drawings of the changes and alteration^ 
 eontmually being eiifeeted, both to keep pace with im- 
 provements and to further economize 
 
 Besides all these hands directly engaged in work about 
 the ship, It IS necessary to retain, both at the quay side 
 .Dd the works a large staff of book-keepers, clerks, and 
 
 me.keepers to attend to the extensive wants oi the 
 
 I ^ r r '^"" '■ ""' '" "'''''"°°' '^''^W^ '"'tchmen 
 Make chaise during the hours when the workmen are 
 
 ft One oiBcer and engineer are also required to be 
 n board, and certain others of the steamer's crew ready 
 to act in case of fire or other casualty. 
 In addition to the overhauling for an ordinary stay in 
 
 poi must be reckoned thevery great extra wor/enSd 
 f here be any heavy machinery to replace or any mis- 
 
 Uioaid of Trade mspection required by law on all nas- 
 tl f I i ^° *•■" '^«1"'r««'«»t must be largely 
 
 n?K ^"'''"^'^ '"'''^'' ""^o-g'' g'^at credit 
 Jo must be given to the enterprising owners, when 
 
 n ' r'^««°"' f«'- go-g even further thin the 
 .ements m adopting all possible means to increas 
 "■safety and comfort of their passengers and crew. 
 
 .pectin I-'u '^°" *' ''"=^"^"'=« of ""i^ """"al in- 
 'Pecfon which is invariably carried out by the Board^ 
 
 ft- 
 
 
 
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 I 
 
146 
 
 THE ATLANTIC FERRY. 
 
 I'l 
 
 
 H 
 
 ' ! 
 
 [CH.VI'. IX. I CHAP. IX.] 
 
 i I 
 
 own Officials (men of tried experience), it will not l)e 
 out of place to briefly describe the routine and con- 
 ditions necessary to obtain the renewal of the passenger 
 certificate. The first thing is to pay into a mercantile 
 marine office the necessary fees, which vary in amount 
 according to tonnage, at the same time givinjj; notice 
 of where the vessel is lying, and also the hour she 
 will be ready in a graving dock for the purpose of 
 allowing the surveyor to " sight," otherwise carefully 
 survey the bottom, propeller, and all other fittings not 
 visible afloat, which must be done before any painting or 
 exterior work is effected. This is looked upon as the 
 most vital point of the survey, the passenger certificate 
 always dating from the day of sighting. 
 
 Other matters examined by the surveyors are the deck 
 and other fittings and gear ; the holds ; and the hand and 
 steam bilge-pumps, which must have all parts actually 
 shipped in place, and the valves and interiors open for 
 examination ; in addition as many of the bilge strainer 
 boxes as possible must be exposed, together with as many 
 of the limbers,' in order to examine the state of the cement 
 in bilges and to note any signs of working of the ship 
 itself. The bulkhead sluices ' must also be turned, the 
 water-tight doors closed and opened, the handles auJ 
 fittings for these being permanently attached or sus- 
 pended in convenient position alongside. The fire-hos« 
 
 ^ " Limbers," the spaces between the frames of the vessel in tlie 
 bottom under the ceiling. 
 
 ^ " Bulkhead sluices" are the valves in the bilge-pipes, etc., rui- 
 ning through the bulkheads. 
 
CHAP. IX.] THE WORKINO OF ATLANTIC LINES. I47 
 
 «mst l,e connected to the water service, and be stretched 
 »at for inspection with projecting nozzles attached, and 
 connecting keys m place. 
 
 The elaborate equipment of boats has to receive careful 
 attention; each must be uncovered and actually have on 
 l-oard the necessary sails, masts, yards, oars, thole-pins ■ 
 ad rowlocks, attached with strong chains; rudder and 
 .Her ready m place, plugs, bailers, two fresh-water 
 breakers or casks, bread-tank, life-belts and axe, so that 
 each article can be thoroughly inspected. 
 
 The capacities and lowering arrangements of the 
 bo^s- which are strictly defined, not only bv the 
 British but also the United States authorities - must 
 benp to standard, and a complete list of their sizes and 
 capacities, when required, must be handed to the sur 
 veyor; the boats must also be lowered into the water to 
 test the gear and their water- tightness 
 
 AH the scheduled signal and spare lamps must he 
 "leaned and open for survey, the various foWiorns 
 roc ets, etc for night signalling, and the souS 
 leads, must be submitted to inspection ^ 
 
 H,J''l'"f "' ™"" ''''° ''* '''^'"'^'J *■"' ^oraped, with 
 
 Miydock, the whole of the cables must be run out in 
 he bottom of the dock and have the shackle-pins aU 
 
 hje out. so that the numbers may be verified vUh the 
 
 penincates of tests. 
 
 A still more extensive survey has to be gone through 
 Ml. machinery departments ; the whole of the work- 
 jrs Paits. such as cylinders, valves, pistons, pumps 
 
 Ki> v" 
 
148 
 
 THE ATLANTIC FERRY. 
 
 [chap, IX. I CHAP. IX.] 
 
 
 crank-pins, bearings, safety-valves, fresh-water con- 
 densers and other portions must be opened up for in- 
 spection, also the boilers both in the steam and on the 
 fire sides ; it is also necessary at stated intervals to 
 take off the propellers and draw in the stern shafts for 
 examination. This precaution is now generally taken 
 every twelve months by most of the leading lines, a 
 practice strongly to be commended. 
 
 In addition to these requirements all the official papers 
 of the ship, namely, ship's register, the various cer- 
 tificates relating to the compasses, chains and anchors, 
 and also those of the captain, chief and second officers, 
 and chief and second engineers have to be presented for 
 notification. 
 
 After all these steps have been completed, the Board's 
 surveyor has to send to the principal office in Whitehall, 
 London, a declaration made by him stating that the ship 
 is complete in all requirements. On receipt of this the 
 certificate is forwarded to the owners, which allows her 
 to carry passengers for a stated period. 
 
 "When it is remembered that, in addition to all these 
 requirements, very extensive rules and regulations of 
 the Board of Trade have to be complied with by the 
 builders of the ship and machinery previous to the 
 vessel's obtaining a certificate, it is evident that but little 
 is left to be desired in the thoroughness of the protection 
 afforded to the marine travelling public by the British 
 Legislature; and when the enactments are carried out bj 
 the surveying staff with such ability, intelligence ani 
 willingness to help at all times as the author has ex- 
 
THE WORKING OF ATLANTIC LINES. 
 
 149 
 
 CHAP. IX.] 
 
 perienced for over fifteen years, there is no doubt thev 
 provide a strong incentive to all concerned to aim at and 
 achieve a higher grade of perfection in the safe and per- 
 fect working of high speed passenger vessels even than 
 tbat now reached. 
 
 True it is that now and again murmurs of discontent 
 arise from some enterprising builder or engineer, or from 
 some far-seeing shipowner, who finds a restriction placed 
 on some new untried advance ; but if a successful trial 
 proves a new idea to be satisfactory and safe so far as 
 human life is concerned, which ia the Board of Trade's first 
 requirement, then ready acceptance may be obtained 
 even if outside the usual authorized forms. 
 
 In addition to this annual inspection in the home 
 ports, another has nowadays to be undergone by the 
 surveying staff of the United States Government, who 
 some ten years ago, enacted a law which rendered it 
 compulsory for all vessels carrying passengers from the 
 ports of that country to have a certificate, granted on 
 somewhat similar conditions to the British regulations 
 
 Returning now to the direct working of the ship : as soon 
 as the advertised date for sailing-draws near, the "Out- 
 SKl.^ " section having had the work on board completed 
 and all departments in order, steam raised and engines 
 ruHl, and everything ready to receive passengers, while 
 the Inside " section has transacted all its portion of the 
 joik, definite dates are announced for the embarkation of 
 urn the steerage, then the second class, and finally the 
 saloon passengers. This may take place at the loading 
 »^eith in the company's dock, but more generally from 
 
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 it 
 
 i^ 
 
 iPI 
 
 I .' 
 
 iHl 
 
 « ,.i i 
 
 !l 
 
 ^■1 
 
 IfiO THK ATLAN TU rKllHY. [( HAP. IX. 
 
 tlio landing' Htiigo, ii notice of tlu^He hourH boiiif* widely 
 circulated. At a cortain Hpeciticd liour tlic (itlicial 
 clearance takcH place on hoard, which meaiiH the pawHing 
 of the Hliip by the Health and Emigration onicors, uh 
 well an bv the Board of Trade, the ('ustoniH cleanince 
 having? been arranj^'tul previouHly, ho that the v(!HHelH may 
 go out of dock into the river and await the pasKengors 
 and mailH. 
 
 The form of clearing a vessel is carried out l»y two 
 Government otticers, one being a sea-going otticcr of tritd 
 experience from either the Koyal Navy or Mercantile 
 Marine, and the other a fully qualified medical man; 
 thene two gentlemen upon arrival proceed to examine the 
 steerage passenger accommodation as to sleeping, lava- 
 tories, exits, ventilation, and other necessaries ; afterwards 
 each individual steerage passenger, adult or child, has to 
 pass the medical otlicer, to provide against the chance of 
 any infectious disease on the passage. The medical 
 outtit is subjected to examination, and the entire crew 
 has to be mustered and pass the inspection of both 
 officials, so as lo insure their being tit and able men for 
 their respective duties. A careful examination is also 
 made of the lifeboats, some being lowered into the water, 
 and often an inspection of other details, such as night 
 signals and rockets, the supply of fresh water, freeboard, 
 etc. The necessary papers being filled in and signed, 
 the vessel is cleared, and ready to proceed to sea as soon 
 as the saloon passengers and perhaps mails are on board. 
 
 The embarkation of the saloon passengers, which, as a 
 rule, is the final scene, takes place from the dock or 
 
 liii 
 
152 
 
 THE ATLANTIC FERRY. 
 
 . !• 
 
 LCHAP. IX. 
 
 landiMg stage at a convenient time shortly preceding 
 that at which the vessel gets under weigh, and is accom- 
 panied with much busile and stir but no confusion, 
 everything being done systematically. 
 
 The celebrated landing stage, which plays so useful 
 a part in the coming and going of the Liverpool Trans- 
 atlantic liners, is one of the moat important appurten- 
 ances of the great port on the Mersey. Notwithstanding 
 its close proximity to the surface of the water, it was 
 completely destroyed by fire on July 28th, 1874. This 
 disaster was occasioned by some workmen, who were 
 working near the embayment in the ptage, allowing a 
 naked light to set fire to some of the creosoted wooden 
 beams then existing below the deck of the stage, and 
 owing to the inflammable nature of the material and to 
 its in£ccessibi]ity, no effectual means could be found to 
 extinguish it, so that the whole structure, extending 
 nearly half a mile, was totally destroyed. 
 
 Some idea of the extent of the fire can be gathered 
 from the illustration, which is reproduced from a photo- 
 gra; h taken from the Birkenhead side about three hours 
 after the fire commenced. No lives v;ere lost, but the 
 reconstruction of the stage occupied a considerable period, 
 and entailed a cost of over i;250,000. 
 
 I \h \ 
 
 Ji 
 
CHAPTEE X. 
 
 AT SEA ON AN ATLANTIC LINER. 
 
 Upon the arrival of the tender with the saloon passengers 
 alongside the ship, the commander and officers are in 
 attendance at the gangway to receive them, and all the 
 stewards ranged ready, under the purser and chief 
 steward, to direct them to their different rooms and 
 berths, and attend to the removal of the smaller baggage; 
 the larger baggage, which is despatched by another 
 tender, being stowed by the deck department in quarters 
 specially set apart for it. After a short period, the 
 whole of the passengers and their baggage being on 
 board and all ready for sailing, the' tender leaves and 
 returns to the stage with the owners or representatives, 
 aud officials of the company, and, if the state of tide 
 permits, the vessel gets under weigh at once under the 
 supreme charge of the captain, whose station is on 
 the navigating bridge. With him is also the pilot, 
 whose duty it is to navigate the vessel through the 
 channels and passages for which he is duly licensed. 
 There is also on the bridge, alongside the captain and 
 pilot, the fourth officer, whose duty is to transmit the 
 engine-room and steering orders. 
 
 The chief officer's position when leaving or entering 
 port IS in the bow of the ship, to attend to the working 
 
 ¥ ». 
 
 •»ln 
 
« 
 
 r:„ 
 
 
 154 TIIK ATliANTIC I'KltltV. [cilAP. X. 
 
 of the anclior iinil otluu* dutioH in that quarter; to 
 attend to tlic storii, the hocoikI olHcor taktm up liin posj. 
 lion on tlio poop; tlio tliird olViccr {jfivos special attontion 
 to tlio prompt eanying out of tlio ordt3rH ^'iven to the 
 quarter-nuiHtor at the vvhool, and ho on, each otHcer 
 liaving a proper station and duty assigned to him. 
 
 In i\w eny[ine department, also, the duties of each 
 of the statu* are distinctly defined for the time of leaving 
 and entering port, so that nothing? is left undone to 
 secure systonnitic workinjj; throughout. 
 
 After the vessel has got fairly under weigh and cleared 
 the channel, the "stand-hy," as it is technically termed, 
 is dispensed with, and the duties are changed for the 
 regular watches at sea, not to be changed again until 
 the arrival off New York, except in event of foggy 
 weather coming on at sen. 
 
 It is interesting to compare the recorded experiences 
 of a passenger in one of the great Atlantic liners at 
 different periods. In Dickens' ** American Notes" we 
 have a narrative relating to the year 1842, which not- 
 withstanding tlie humorous vein in which it is written, 
 is obviously a graphic and truthful account of an excep- 
 tionally bad passage. The book is so well known that 
 we need not do more than refer the reader to it. 
 
 Mr. Hepworth Dixon describes life on a Transatlantic 
 steamer in October, 1874 : 
 
 How splendid are these passage hoats ! The "Repubhc"is 
 a floating palace, with the style and comfort, of a Swiss hotel. 
 
 I will not say she is better thin the vessels in our track; 
 bnt I liavo put my foot on many decks, and laid my hend in 
 
II 
 
 >- ,■ > 
 
156 
 
 THE ATLANTIC FERRY. 
 
 [chap. X. 
 
 
 i k'M 
 
 ■>i .! ' 
 
 many berths, and I am perfectly content with the " RepubHc." 
 After trying her for several days and nights in weather of 
 roughest sort, even at the equinoxes, I am ready to despair 
 of finding any vessel more completely to my mind. 
 
 A floating palace with 500 souls on board, we measure 
 more than 400 feet in length, and have a saloon amidships, 
 gay with gold and soft with cushions, in which the young 
 ladies can flirt, and their elders dawdle over books and 
 prints. The smoothness is remarkable, and the veutilatinff 
 perfect, with the exception of one evening when we hold a 
 concert ; we breathe a fresh and bracing air that gives a 
 wonderful keenness to the languid palate. 
 
 We have a host of little comforts, some of which are not to 
 be had in a first-class Swiss hotel. 
 
 We ' have a good piano, and a real library of books, a 
 smoking-room, a barber's shop, and a ladies' saloon. Each 
 passenger has a printed list of his fellows, and a track chart 
 of the ferry ; so that he knows the persons on his right and 
 left, and keeps a daily check on the officer who marks our 
 log. The crew is perfect, from the captain, in whose skill and 
 vigilance we put our deepest trust, down to his boy Tommy, 
 a young and laughing scapegrace, who attends my own parti- 
 cular berth, and sees that there is plenty of iced water in mv 
 
 jug- 
 Through mist and storm we keep with singular fidelity to 
 Commander or Lieutenant Maury'^; steam lane for outward- 
 bound vessels. 
 
 Maury's lanes are now well known. 
 
 They were first laid down by order of the American Govern- 
 ment, in order to avoid risk of collision in the fog. The out- 
 ward lane lies to the north, beyond the influence of the Gulf 
 Stream ; the homeward lane to the south, in the strength of 
 the current. They never touch each other ; so that steamers 
 keeping their course can never dash into each other's sides. 
 
CHAP. X.] AT SEA ON AN ATLANTIC LINER. 157 
 
 As a picture of the life on one of the finest of the 
 passenger steamships of to-day, we may give a sketch of 
 the homeward voyage on board the City of New York, 
 as described by a passenger : 
 
 I. The Ocean Yotage. 
 
 The sea I the sea I the open sea I 
 The blue, the fresh, the ever free f 
 
 The ocean voyage is two days old. The sea is smooth and 
 the skies are clear. The great steamer City of New York 
 steadily ploughs her way through the dark blue waters, skim- 
 ming hghtly over the indigo-hued waves that are thrown back 
 from the prow with a ruffled edge of silvery foam. The pas- 
 sengers have become sufficiently confident to partake of a 
 good breakfast, and in the enjoyment of contented idleness 
 are wandering about the ship, or reclining in their chairs 
 whilmg away the time. The fresh sea air blows gently over the 
 decks bringing its wholesome tonic. The chief thing that 
 everybody is elaborately endeavouring to do, may be summed 
 up m the single word— nothing. And how to do this most 
 successfully seems the only apparent anxiety. The Transatlantic 
 voyage is the best possible realization of the true meaning of 
 absolute rest. The steamer has gone far away from the land 
 and the light blue sky and dark blue ocean meet all around, in 
 the great expansive and almost limitless circle of the horizon, 
 without a spot to break the line bounding the vision. The 
 ship and her company have become all the world to those on 
 board, and thus cut off from everything outside, the voyac^e 
 IS an enforced idleness. Letters cannot come, nor can tele- 
 grams vex, so that no business cares disturb the delicious 
 serenity of the situation. Haunting a favourite spot on the 
 lee side of the prome., -^-^ deck-house, the easy chair is reclined 
 back at just the proper angle for comfort. Looking lazily 
 
158 
 
 THE ATLANTIC FERRY. 
 
 [chap. X. 
 
 out upon the passing ocean, seen between your toes, you fade 
 away gradually into a semi-unconscious dreamland in blissful 
 peace with all mankind. A book may for a moment divert 
 attention, but the complete restfulness of the situation almost 
 paralyzes the effort to read it, no matter how light the litera- 
 ture. The quick-moving machinery sings a constant lullaby, 
 and makes the dreamland fancies come and go. 
 
 Fellow voyagers are scattered all about the spacious deck 
 enjoying similar idleness, and as one looks out over the sea, 
 the foam-streaked waves through which the steamer swiftly 
 moves, rush by almost like the rapids of Niagara. The sun- 
 light paints the waters blue, or leaden as the clouds may 
 come to obscure it. The sharp half-hourly strokes of the 
 ship's bell tell the passing time in the language of the sea, 
 ■without regard to the accuracy of the landsman's time- 
 piece, which is always getting behind. Then may come a 
 gpell of fog, and as the lookouts peer sharply forward, the 
 powerful steam siren sounds its deep bass sonorous blast that 
 goes far over the sea, to warn approaching vessels that 
 may be enshrouded in the mist. Rapidly pushing ahead, the 
 vast travelling hotel outstrips the clock, and daily jireets the 
 rising sun further eastward around the globe. Thus the 
 voyage goes on, dreary in fog and storm, when evei'ything on 
 deck is wet and cheerless, but most pleasant on the bright 
 days, when all hands come out to sun themselves. The sterner 
 eort pedestrianize along the extensive promenade deck, discus- 
 sing the probabilities of the voyage, and watching the heaving 
 of the log that aids in measuring the distance sailed. And 
 then the day wears away gradually into the night. The sun 
 that has risen ahead of us and gone past, finally sets in its 
 bank of cloud beyond the wake of the vessel. The full moon 
 shines brightly over the waters, and when the pleasures of the 
 time are ended, the cabin is sought, and the gentle motion of 
 the ship rocks all to sleep. 
 
CHAP. X.] AT SEA ON AN ATLANTIC LINER. 159 
 
 At first this enforced idleness of the sea voyage— so different 
 from the rush and hurry of business on land— is most delicious. 
 But after a while the thoroughly rested mind is satiated, and 
 there comes a growing anxiety for something to do. All things 
 nre now relished that give the mind employment. A passino- 
 vessel is a wonderful sight— all eyes watch her, and all tongues 
 possip about her. The wonder is great, that with all the ships 
 constantly passing between the two Continents, it is yet possible 
 to steam along for a whole day without seeing a sail no matter 
 how distant. The banks of Newfoundland also cause much de- 
 bate, some having the idea that they are a sort of dry land. The 
 gulls, circling about the ship ; the porpoises gambolling in the 
 waves ; the Mother Carey's chickens ; and occasionally a whale 
 -are subjects of interested study. And thus we go along- 
 taking three or four meals a day to help kill time, with brief 
 snacks between on deck— and like Columbus are constantly 
 on the lookout for land. 
 
 After a little more time spent in idle dreaming, the vigour of 
 nature asserts itself more and more, and as %.. cross the New- 
 foundland banks, the bright sunshine and smooth sailing of 
 the ship prompt to exertion. Then one is ready to start out 
 for a survey of the vessel, and to realize the extent and mao-. 
 niBcence of the " City of New York." And first to her prow, 
 where the sharp bows cleave the water, cutting the waves like' 
 a knife and throwing a spray-clond on either side that runs off 
 diagonally backward, covering a long wave of foam. From 
 under the bowsprit there looks down upon the water the fine 
 figure-head of a goddess of the seas, whose surrounding orna- 
 mentation is an adaptation of the coat of arms of New York 
 city, with other appropriate designs. The gradually narrow- 
 ing promenade deck extends up to the prow, its expanded 
 torecastle covered with great capstans and windlass, huge 
 chains and anchors, and derricks rising above, that by noise- 
 ■ess yet speedy hydraulic power move the anchors and power- 
 
 ■ ;*■ 
 
;'.il 
 
 iUr'/F 
 
 160 
 
 THE ATLANTIC FERRY. 
 
 [chap. X. 
 
 ful cargo lifts. As the ship speeds along, the constant look- 
 out seaman stands peering out over the ocean ahead to give 
 timely notice to the officers back on the bridge, of everything 
 coming in sight. Breakwaters cross the deck behind the 
 anchors, to divert any flow of water that may be shipped over 
 the bows, and abaft the forecastle is a railing marking the for- 
 ward limit of the passengers' promenade. 
 
 In its extent and attractiveness, this promenade is some- 
 thing unparalleled in the construction of ocean passenger 
 ships. Looking astern from the forecastle, the broad surface 
 on each side of the deck-house stretches back for over five 
 hundred feet. This broad surface on either hand is divided 
 longitudinally by a centre railing. Within the spaces between 
 the railings and the deck-house, the passengers are recliuing 
 on their easy chairs, clothed in all sorts of picturesque cos- 
 tumes in their rugs and wraps, and lying about in the most com- 
 fortable if not the most graceful attitudes. All colours of the 
 rainbow and all styles of yachting and picnic fashions are dis- 
 played in this parterre of chromatic steamship luxury, bordered 
 on one side by the white wall of the deck-house, pierced with 
 its row of little round windows, and on the other side by the 
 deep blue sea. Outside the railing is the wide and unob- 
 structed promenade Si.ietching almost from stem to stern, 
 where scores are pacing briskly along the deck taking their 
 morning " conSt,*tutional," while others lean over the ship's 
 side watching the restless sea and the distant fishing vessels 
 that are numerous on the banks. At the forward end of the 
 deck-house rises the high rounded glass-covered dome of the 
 grand saloon, having in front of it the ponderous foremast of 
 the ship, with its spars and furled sails, and well aloft the fore- 
 top, a circular railed-in space, where, in time of storm and log, 
 and sighting land, an additional lookout is stationed. On 
 either side of the deck, in front, are the huge cylindrical 
 structures in which are carried at night the steamer's port and 
 
[chap. X. I CHAP. X.] AT SEA ON AN ATLANTIC LINER. 161 
 
 Starboard— red and green side-lights— while in the ventilator 
 shafts which rear their hooded tops above the deck, electric 
 motors whir] the busy fans about and thus give constant sup- 
 plies of fresh air in the apartments below. Here also labour 
 the more muscular passengers at the exhilarating yet tantaliz- 
 ing game of "deck billiards," the flat wooden discs, when 
 shoved along, gyrating in wayward fashion, as the motion of 
 the ship may give them an unexpected twist down towards the 
 leeward side. And here also, at the furthest forward point, 
 stands the anxious voyager, who wishes to divide work with 
 the lookout, and anticipating the end of the journey, get the 
 earliest glimpse of the approaching shores of the Emerald 
 Isle. 
 
 High above the promenade deck, just abaft the saloon dome, 
 crosses the " bridge," or as it may be termed, the " head- 
 quarters" of the ship. Upon it stand the officers on duty 
 guiding the vessel, with constant eye upon the compass and the 
 sea, while an obedient seaman quickly acting upon any order 
 controls the adjacent tiller, which by hydraulic power moves 
 the rndder. Close alongside are the signals to the engine- 
 room, and the " tell-tale " showing by a dial the course the 
 ship 18 sailing and disclosing the slightest deviation. Canvas 
 covers the front of the bridge to keep off the wind, for the 
 swift progress creates an almost constant gale as the vessel 
 drives ahead. On another bridge beneath are the wheel-house 
 and chart-room with the captain's quarters, and here the ship's 
 course and progress are worked out by abstruse systems of 
 nautical mathematics. Behind the bridge in succession rise the 
 three huge black smoke stacks, each with its white encircling 
 band, the especial mark of the Inman line. Heavy smoke pours 
 out of them, and is carried by the wind in a long dark line diagon- 
 ally away from the vessel for miles over the sea, as the coal is 
 shovelled into the furnaces below. Bising also from the deck 
 on either side of these great stacks are the sis large air '' in- 
 
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 Pi 
 
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 162 
 
 THE ATLANTIC FERRY. 
 
 [chap. X. ■ (igj^p. X.] 
 
 draughts " that supply these fires. Powerful fans drive the 
 air down them into the enclosed spaces around the stoke- 
 holes, so that the furnaces ai'e kept constantly nglow by this 
 abundant draught of fresh air, which can only find its vent 
 through the fires and thence into the stacks. Behind the 
 bridge, stretching far abaft, and carried on either side of the 
 deck-honse high above the promenade, is the long double line 
 of the vessel's life-boats, each with its davits and tackle rigged 
 for instant use, and having a spacious platform beneath to aid 
 convenient woi'king. 
 
 Extending our promenade beyond the stacks, we come to the 
 engine hatches, and through their open port-holes in the sides, 
 one can peer far down below and see the broad cylinders with 
 their intricate surroundings of valves and machinery, and 
 their quick-moving piston rods darting up and down as each 
 revolution of the screw-shaft drives the ship along. A flush of 
 heat and an odour of steam come up to tell of the forces 
 moving the ponderous machinery, yet all goes smoothly and 
 well. At intervals there are passage ways opened through 
 the deck-house to give convenient access between the two 
 sides of the ship ; and these also contain the entrance doors 
 to the suites of apartments that are so attractive to the 
 traveller. Each suite has its drawing-i'oom, boudoir and bed- 
 chamber, a little flat in miniature, with lavatoiy and bath, and 
 windows looking out upon the sea. Sofas and wardrobes 
 abound, they ai'e converted into beds at night, and the methods 
 of combining comfort with luxury are unique, making them 
 spacious and attractive to a degree unusual on shipboard. 
 
 The mainmast rises through the afterpart of the promenade 
 deck-house, while at some distance further astern, a railing 
 crosses the deck to divide off the second cabin space, these 
 passengers being allotted the afterpai't of the promenade. 
 Their space is the full width of the broad deck for over one 
 hundred feet in length extending back to the stern ; and under 
 
CHAP. X.] AT SEA ON AN ATLANTIC LINER. 163 
 
 its protecting awnings these second cabin i)assengers hare an 
 accommodation exceeding in comfort and actual luxury any- 
 tiling heretofore provided for them, with a broad stairway 
 leading down to their dining-saloon. The people from the first 
 cabm walk back here, and envy them this wide and level deck 
 which is just the place for a dancing-floor, and is sheltered 
 from the wmds by the protecting deck-houses in front. From 
 Its centre rises the mizzen mast, with the spanker clewed up 
 to the mast, ready for use if needed. A hundred or more pas- 
 sengers are reclining in chairs or lying about this spacious 
 deck gettmg much the most comfortable Transatlantic pas- 
 sage they ever experienced. They nurse their babies, gossip 
 and smg with music and games, and have generally that very 
 good time which people in their walks of life know so well 
 how to enjoy. Near the stern upon this deck, are compasses 
 and complete steering gear, witb starting and stopping signals 
 for use when the vessel is backing or is guided from the stern' 
 as she IS designed to be moved as readily backward as forward! 
 At the very stern is the little mast bearing the ship's colours 
 and from which are displayed signals of recognition to pass- 
 ing vessels. Upon the circle of railings guarding the stern 
 are hung life buoys ready to throw into the sea at a second's 
 notice should any one fall overboard. Behind the ship, the 
 sea boils up m a maelstrom of foam, which flows away in a long 
 white line toward the western horizon, marking the wake, as 
 the displaced waters rush in to fill the chasm through which 
 she has just passed. Beneath us quicklv revolve the great 
 twin screws, one on each side of the rudder, and as we look 
 over the rail, the rush of the blades can be seen through the 
 clear blue water, making the beautiful spirals of air bubbles 
 under the surface that gradually rise and burst out a short 
 <listance behind in white explosions like the smoke of 
 artillery. 
 
 As we swiftly cross the banks of Newfoundland there are 
 
If' 
 
 • ' 
 
 8., ' 
 
 
 * 1 
 
 1 
 
 t 
 
 
 I 
 
 164 
 
 TllK ATLANTIC FEIIHY. 
 
 [chap. X. 
 
 vessels all iibout us. Sonio are steamers speeding westwaid 
 to America; others are merchantmen with all sails spread, 
 plodding over the sea and displaying their signal Hags, lieinj? 
 anxious for report to owners at lionie. But most of them are 
 fishermen— little schooners rocking upon the waves, with their 
 fleet of dories trailing behind, waiting for a school of cod or 
 mackerel to come nlong, and their skippers probably having 
 decided opinions about fishery treaties and the internatioTiiil 
 questions arising over the supply of bait. The sight of these 
 fishermen upon the banks causes a sensation among the pas- 
 sengers, for it does not take much to stimulate us \;n v that a 
 full complement of restfulness has been obtained. We pass 
 close by one or two of them, and pee their trawls and ready 
 baited hooks in the dories, and the crew give us a cheer, 
 although we gaze upon them rather with a feeling of pity at 
 the enforced hardships of their lives. Yet they are all happy, 
 with little care excepting that the approaching steamer may 
 disturb the tish and stop them biting, or, if in fog, threaten to 
 run the dories down. 
 
 The keen and bracing air as we have roamed about the 
 spacious promenade deck has again prompted the appetite, 
 and the passengers are quite ready for the welcome gong sum- 
 moning to lunch . The mid-day meal is the natural prelude to 
 a brief siesta on the luxurious deck chair, where, wrapped in 
 rugs to keep out the cold, the breeze and motion induce to 
 sleep. After this refreshment the survey of the magnificent 
 vessel is resumed. In the forwaTrl portion of the promenade 
 deck-house doovs open from either side i^l^o a spacir-us rotundr.; 
 covering the stairway leading d wn to the grand saloon. This 
 makes a hall about thirty feet wide, beneath which the cabin 
 stairway descends with strong broad balusters, and easy steps. 
 Just behind this hall on the promenade deck, doors open into 
 the library. We wander into this gem of an apartment, cosily 
 located between two of the smoke stacks, around one of which 
 
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 160 
 
 THK ATLANTIC! FKUUY. 
 
 [(^IIAP. X. 
 
 tlie books aro nrrnngi-d in thoir bright bindings, whilo the 
 otiior makes tho back for a Honii-circnlar ottoman. liUxuriouH 
 Hol'aH aro phuMnl all aronnd thJH }»retty room, anil ladiossitnt 
 tho tablcH writing letters to tlioso at home. lI{)on tlio walls, 
 v\hi(;h iiro linished in light coloi;red ornamentiil woods, 
 elegantly p.melled and curved medallitmH bear the names of 
 tlio leading authorH o." America and Britain. The roinid win- 
 dows have j'iasH screens richly engraved with poems of tlic 
 sea, and an octagonal sky-light \nnx\r a flood of warm mellow 
 light npon the writing tables below, while nt uight the i^lectric 
 lights give brilliant illumination. Here the passengers, wlipn 
 tlie air is too fresh outside, come in to rest and rerui, or write 
 tlieir letters and .study majis and railway time books in prepa- 
 ration for the landing. 
 
 Another ecpialiy beautiful apartment is located forward of 
 the stair-hall — the ladies' drawing-room. Pretty sky-lights 
 hero send down their mellow radiance u()on the rich ottomans 
 and carpets, and mirrors reflect the beauties of the linoly de- 
 corated walls, whose elegant panels are surmounted by a 
 gorgeous ceiling. Here gather the ladies and children, and ns 
 the piano plays they look out of the side windows at tlu steadily 
 passing sea with its foaming '" white caps " bubbling every- 
 where in the sunlight, or through the attractive little oriel thiit 
 overlooks the dining-saloon below. 
 
 The giand dining-saloon is one of the chief achievements 
 of the builders of this great steamer. It seems as if it were 
 at least eighty feet long and fifty feet wide. The broad stnir- 
 way leads down to the entrance where one comes in throngh 
 wide gla.ss doors, having on each side the capac'ous side 
 boards over which the food is served, while behind these are 
 the pantries with their supplies of glassware and crockery, 
 and the hot plates. Opposite: there rises a miniature Grecian 
 temple portico above a. balcony whereon is placed an organ. 
 ■RpfwetMi th.em is a broad s^iaco, over which is elevated the 
 
 ^'reat dor 
 
 irlasH adi 
 
 beneath, 
 
 with its 
 
 All the h 
 
 smell, or 
 
 The d( 
 
 of colour 
 
 and its d 
 
 trast wit] 
 
 tiiblo serv 
 
 sea air an 
 
 the passer 
 
 of this sp] 
 
 Passing 
 
 hall is the 
 
 labyrinth 
 
 with bath- 
 
 iniprovem 
 
 each side 
 
 children's 
 
 tage the s' 
 
 upon their 
 
 the niotio 
 
 turn the 1 
 
 cealed in s 
 
 duty shov( 
 
 steam for 
 
 air-tight er 
 
 downward 
 
 freshing tc 
 
 and burn. 
 
 Abaft tl 
 
 the prome 
 
 
:i ir 
 
 [CIIAP. X. I CHAP. X.] AT SKA ON AN ATLANTIC LINER. 
 
 while tlio 
 liUXurioiiH 
 (liivs sit at 
 tlio wallH, 
 111 woods, 
 I nam OH of 
 oiiiid win- 
 :ns of the 
 m mellow 
 lio <!lectric 
 ?<n-.s, wlipn 
 1, or write 
 1 in prepii- 
 
 ovwiird of 
 .sky-lights 
 ottomans 
 Hrioly lie- 
 itt'd by a 
 •on, and ns 
 lu steadily 
 ng e very- 
 oriel thiit 
 
 ievements 
 
 if it were 
 
 road stftir- 
 
 n throngh 
 
 !'ous side- 
 
 these are 
 
 crockery, 
 
 fc Grecian 
 
 jui organ. 
 
 svatcd the 
 
 167 
 
 jsnmi dome of the; Haloon, its high iircliway of richly coloured 
 i,daHs admitting a flood of light upon the dining-tablea 
 beneath, from which on each side stretch cosy alcoves, each 
 with its little round windows looking out upon the waves. 
 All the kitchens are hidden on the decks below, out of &ight, 
 smell, or hearing. 
 
 The decoration or this grand saloon, and its blending 
 of colours are most pleasing. The white dome interior, 
 and its delicately coloured stained glass, are in artistic con-* 
 trast with the rich hues of the walls and the elegance of the 
 tiiblc service. It is no wonder that the appetizing qualities of 
 sea uir are aided by these attractive surroundings, in making 
 the passengers almost all the time seek the solid enjoyments 
 of thi.s splendid refectory. 
 
 Passing further aft, upon the saloon deck behind the stair- 
 hall is the children's dining-room, and then one gets among a 
 labyrinth of state-rooms and interior apartments of the ship, 
 with bath-rooms and lavatoi:-8,all constructed with the latest 
 improvements ; and finally comes to the engine hatches, one on 
 each side of a central hallway, used also as an auxiliary 
 children's dining-room. Here can bo seen to greater advan- 
 tage the swift-moving machinery, with the engineers climbing 
 upon their iron ladders deep down below, as they oil and watch 
 the motions of the ponderous engines whose cranks lightly 
 turn the heavy screw-shafts beneath. The boilers are con- 
 cealed in spaces forward, where forty firemen are always on 
 duty shovelling the coal into fifty-four furnaces creating the 
 steam for the enormous power of the ship. Within the large 
 air-tight enclosed spaces around the stoke-holes, the powerful 
 downward air current always gives a cooling draught most re- 
 freshing to these perspiring firemen, as it makes the fires glow 
 and burn. 
 
 Abaft the engine hatches, another stairway leads up to 
 the promenade deck, and beyond it is the smoking-room, 
 
 iii'!- ! 
 
%v 
 
 ■' :f 
 
 ]i 
 
 
 «r 
 
 i^;^: 
 
 : !. ■ 
 
 *»:: 
 
 168 
 
 The ATLANTIC FERRY. 
 
 [chap. X 
 
 having a comfortable birber's shop as an adjunct. This 
 smoking-room, as broad as the ship and as long as it is 
 wide, has many comfortable seats and little tables lighted 
 fi'om the sky-lights above. Here usually as.semble the 
 greatest travellers and nautical luminaries of the ship. 
 Many are the tales told in this attractive assembly-room, 
 as the veteran.s spin their yarns and discuss every topic. 
 And in tlie evenings, when the trials and enjoyments of the 
 day are ending, here gather the active spirits who spend their 
 time guessing the distance travelled ; for no subject creates 
 more interest and even excitement than the discussion of the 
 ship's daily run. What pleasant memories cluster around 
 this attractive smoking-room of the *' City of New York," 
 where sometimes a hundred people congregate as participants 
 or auditors of some debate of grave import evolved from 
 the events of the voyage. 
 
 As the night wears on, one after another leaves the group. 
 and seeking the state-i'oom turns into the little bed, with the 
 gentle motion of the ship rocking all to sleep. And thus, in 
 the ocean crossing, the day and night pass away, as with 
 monotonous regularity the great twin screws drive the ocean 
 monster forward, while the constant wash and swirl of the 
 waters unite with the vibration of the machinery 
 
 m 
 
 ing our soothing lullabv 
 
 suig- 
 
 II. The Arrival. 
 
 Britannia needs no bulwarks, 
 
 No towers alonf? the steep ; 
 Her march is o'er the mountain waves, 
 
 Her home is on the deep. 
 
 In crossing the Atlantic, one is forcil)ly reminded of the 
 poet Campbell's lines above quoted. Britannia's march is 
 certainly over the mountain waves, and her home is on the 
 deep, if the nnivers.ilitv nf the British flag on all the vessels 
 
CHAP. X.] AT SEA ON AN ATLANTIC LINER. 
 
 169 
 
 «'e have passed be any indication. Possibly some day it may 
 be otherNvise, but now the Union Jack flies over almost all 
 the commerce of the North Atlantic. 
 
 In the grey of an early morning the dull monotony of the 
 sea voyage was most pleasantly broken by the announcement 
 that we had sighted land. With gladness the passenc^ers 
 traced out ahead the dim outline of the Emerald Isle, Ind 
 when they had rubbed their eyes and the haze was somewhat 
 dissipated, the steamer passed the noted rocks of the Bull, 
 Con-, and Calf, with the lighthouse on the Calf Rock towards 
 which the steamer had been pointing in all her long journey 
 over the waste of waters. These are three curious isolated rocks 
 adjacent to Cape Clear, and far out from the mainland, the 
 tallest about two hundred feet high, being the Bull the 
 broadest the Cow, and the little fellow modestly coming alono- 
 behind as the procession travels apparently towards th^ shore", 
 being the Calf. The latter is nearest the path of vessels 
 and consequently has the lighthouse, the Calf Rock Li-ht 
 being with Fastnet, famous as the beacons making the approach 
 to the English Channel. 
 
 Then, in the early morning, the steamer passed the hio-h 
 bold headlands of Ireland, which project with deeplv In- 
 dented intervening bays, and have a white fringe of breakers 
 beating against the bases of the cliffs falling sharply off to 
 the water from the table-land above. Among the first of 
 these was the bold promontory of Brow Head, surmounted 
 by the signal station, and as we passed the steamer displaved 
 her signal flags which were answered from the shore, whence 
 her arrival was quickly flashed by telcQ-raph forward to 
 Queenstown and England, and back to America. About six 
 miles off shore is the remarkable pvramidal pile of rocks 
 known as Fastnet, and we sailed between it and Brow Head 
 Ih.s great pile far out in the sea looks as if especially put 
 there to bear the great revolving flashing light which thus 
 
 II 
 
 i 
 
! » *. 
 
 
 'Ir I ' 
 
 II i 
 
 ( .,.* 
 
 ii-[: 
 
 M*' 
 
 
 '' i.!.!'3J 
 
 170 
 
 THE ATLANTIC FERRY. 
 
 [chap. X. ■ CHAP. X.] 
 
 i' ' I 
 
 guards the Channel entrance. On the tops of the more promi- 
 nent headlands along this rock-bound coast are other little 
 white lighthouses, with their buildings and enclosing walls 
 also painted white. The blue waters of the ocean have turned 
 green as they bathe these shores, upon which not a tree is to 
 be seen. The highly cultivated fields, divided by their green 
 hedge-rows, extend down to the edges of the cliffs, whence 
 one might fall hundreds of feet into the breakers below, while 
 here and there the indented bays open np smiling valleys, 
 with little clusters of thatched cottages scattered over the 
 landscape. And thus as Ireland passes in review the debate 
 among the passengers about her misfortunes is opened, and 
 one is reminded again of the poet Campbell and his plaintive 
 lament : 
 
 There came to the beach a poor exile of Erin. 
 
 Our steamer moves swiftly past the frowning promontory 
 renowned in song and story, the " Old Head of Kinsale," sur- 
 mounted by its tall, white lighthouse marked with encircling 
 red rings, indicative of the bright red light it sends far over 
 the sea. Then the vessel rounds the more modest cliffs of 
 Robert's Head, to reach the " Cove of Cork," halting off the 
 entrance of this pretty bay at Roche's Point, marking the end 
 of the ocean voyage of about 2,800 miles from Sandy Hook. 
 We gaze through the narrow passage in which we have halted: 
 at the green hills within the harbour so dear to every Irish- 
 man's heart. Queenstown lies behind the point, and on either 
 hand inside are the forts guarding this important haven- 
 Rocky Island with its excavated chambers holding vast stores 
 of gunpowder, and Haulbowline Island with its huge fresh- 
 water tank hewn out of the solid rock. Farther in is the 
 noted penal settlement of Spike Island. A little steam tender, 
 dancing like a cork on the waves, comes out from the harbour 
 and fastens alongside us, while the passengers and their 
 
[chap. X. ■ CHAP. X.] AT SEA ON AN ATLANTIC LINER. 
 
 171 
 
 ore promi- 
 ither little 
 sing walls 
 ive turned 
 I tree is to 
 heir green 
 fs, whence 
 slow, while 
 ag valleys, 
 d over the 
 the dehate 
 pened, and 
 s plaintive 
 
 iromontory 
 isale," snr- 
 
 encircling 
 ds far over 
 ist cliffs of 
 ing off the 
 ng the end 
 mdy Hook, 
 ave haltedi 
 very Irish- 
 d on either 
 tit haven- 
 vast stores 
 luge fresh- 
 sr in is the 
 ;am tender, 
 ;he harbour 
 
 and their 
 
 luggage for Queenstown are taken off. This transfer gives 
 mnch omusement to the large audience on the steamer's exten- 
 sive decks, who have been so long without such entertainment 
 that the novelty brings them all out to watch the dexterous 
 and comical gyrations of their compatriots who with multiplied 
 bags and bundles are trying to look dignified as they slide 
 down the gangway-plank to the tender; Then the mail-bags 
 are transferred, and with parting cheers she briskly paddles 
 off into the harbour, leaving a long stretch of foam behind as 
 she goes in among the hills. 
 
 Almost before the tender has started away, our voyage is 
 resumed along the southern Irish coast, past the rock of 
 Ballycotton and its lighthouse, and a panorama of green and 
 brown fields, little white cottages, and grey towers scattered 
 at intervals, the cloud shadows chasing each other along the 
 sloping fronts of bays and headlands. Then the shores recede 
 towards Waterford, and the steamer, distant from the land, 
 takes a long stretch around the south-eastern coast to St< 
 George's Channel. Another isolated rock— Tuskar, with an- 
 other lighthouse surmounting— marks the turning point, and 
 the route lies between Ireland and Wales, the ship moving 
 diagonally across the chjinnel to Holyhead. Here are seen 
 the little tugs towing the ships down from Liverpool that are 
 starting, in some cases, on long voyages around the world. 
 As we move along, the rock-bound coast of Wales comes in 
 sight on the right hand, the Irish coast having disappeared 
 on the left ; and here is got the earliest view of old Albion, 
 and with Dibdin our English passengers exclaim : 
 it's a snug little island ! 
 A right little, tight little island ! 
 Sometimes the distant peak of Snowdon can be seen if the day 
 be favourable, but night has come upon us, and under guidance 
 of the lighthouses, the steamer passes around the great head- 
 lands of Wales-^Holyhead and the Great Orme's Head, pro- 
 
')>'*•''■> 
 
 172 
 
 THE ATLANTIC FERRY. 
 
 [chap. X. 
 
 trading north ward not far away from the Mersey. Entering 
 the low shores of its estuary, this famous river is ascended, 
 and the anchor is dropped in front of Liverpool, the greatest 
 seaport in tlie world. Its docks stretch for miles along the 
 river front, protected by their massive granite walls ; and are 
 filled with Hhipi)ing whoso masts rise among the spacious 
 storehouses. In the cJarly morning a steam tender comes out 
 and takes oft' the jtassengers and their luggage, carrying them 
 to the landing stage, where there is a brief customs inspection 
 and a hurried good-bye. We bid farewell to the noble shiji 
 that has so safely carried us over the sea, and the Transatlantic 
 journey is ended : 
 
 Still they must pass ! the swift tide flows, 
 I Though not for all the laurel grows. 
 
 Perchance in this beslandered age 
 The worker, mainly, wins his wage ; 
 
 And time will sweep both friends and foes 
 
 When Finis comes 1 
 
 .1. C, 
 
 :ili 
 
i«-. . 
 
 M 
 
 CHAPTEE XI. 
 
 MACHINERY OF ATLANTIC LINERS. 
 
 Although the type and construction of the engines have 
 been generally defined in noting the steamers already 
 mentioned, it may not be uninteresting to brieflj; review 
 the changes in design of the machinery in use at dif- 
 ferent times. The first engines were of the side-lever 
 type, which is illustrated by the sketch of the machinery 
 of the Arctic (p. 174). The earlier engines in the Liver- 
 pool, President, and Sirius, were all of this type, but lacked 
 their finish and completeness, and also carried lower 
 pressures, such as 5 lbs. and 8 lbs. per square inch; with 
 them the consumption per indicated horse-power aver- 
 aged as much as 6 or 7 and even 8 pounds of coal per 
 horse-power per hour. The design of boilers generally 
 used was that known as the return-flue boiler, and served 
 its purpose until the pressures became too high for the 
 large area of flat surfaces exposed, which were found to 
 require considerable staying. 
 
 The pressure carried in the earlier days was so slight, 
 that in the log book of the Britannia it was recorded on 
 one occasion: "Broke the larboard steam-pipe, lapped 
 it with canvas and rope-yarn and proceeded with low 
 pressure," meaning evidently 4 lbs. or 5 lbs. per square 
 meh ! So much has been noted of this old vessel, that 
 
 l-j 
 
 i^ ■ 
 
 ill 
 
 |!!fl" 
 
 " 
 
 
 
 ■ 1 
 
■ 
 
 
 
 V i ' 
 
 '\ 
 
 '£| 
 
 amiii},'(MU(»ii 
 
CIIAI'. XI.] MACiriNKIlV OF ATI^ANTIC I.INKIlM. 175 
 
 it in intoroHtin^ to iioro kIvo the, luuum of the first 
 ciigiiHu^rH who H('rv(ul on board. Tin, diiof wuh iuuuo.I 
 Mr. I'otcr K(»mu)tli; tlio hccoiuI, Mr. TlionuiH Jirown ; tho 
 third, Mr. JamoH JJoIl ; tii(3 fourth, Mr. Kobort Waddcll, 
 will. afterwardH rowi to ho chicif oiiKincnr (.f the Scotia'; 
 and Mr. .lainoH Wanhop, fifth. 
 
 Tho (IchIkmi of tlie Hido-lovor cn^ino Innw^ fairly Huitablu 
 for tli(< paddlo-whoolH, waH «(m(>rall.y retained down to tlie 
 Scotia, th(^ last of tlio Hido-Iovor typo, and it was Htiil niit^h 
 a favourite aH to induce niodific-ationH of it hoin^ retained 
 for Hcrow proi)ulHion in the form of a hoani-enKino. Tiie 
 arriiii^enient of tiiiH tyix, in iUuHtrated hy the diagram of 
 tliomi^inoHof the (kniard nteanior Etna, built in lHnr,,on 
 p. 17(1. It will be noticed that the two cylinderH are placed 
 on the port nide to work vertically up to tlu* beam, the 
 I othor end of which is connected to the shaft on which the 
 I spur-wh.iol in keyed; tluH wheel ^ears into a pinion on 
 tho forward end of the pro|)eller-Hliaft, and, with a view of 
 obtiiining a |jfood dispo.sition of the weights, the wheels 
 wero placed between the forward and after engine, of 
 I wliich the forward one only is shown on the sketch. ' 
 
 This system of gearing for screw engines of what 
 wro then considered large power, was introduced to 
 keop down the high piston speed which would have been 
 loquired if the engines had had their piston-rods and 
 ^'laiik-sJiaft connected direct to the screw-shaft, the 
 solutions for a side wheeler ranging from 14 to 18 per 
 I ">imitcs whilst those for the screw-shaft required to run 
 from 40 to 80, <l() and sometimes even 150, wliich was 
 then considered much too fast for ordinary wear and tear. 
 
 n 
 
 ,«,; '.' 
 
■\ i 
 
 i ■■ ': 
 
 ■ , 1 
 
 
 "'(' 
 
 '■ ' 1 
 
 1 HW 
 
 ' ',1 
 
 
 ! 
 
 f 
 
 
 ^ 
 
 
 ,r ^^ 
 
 'i 
 
 t"^ -0 
 
 ! 
 
 - .ii 
 
 ! n\ 
 
 1 / *') 
 
 - 't 
 
 
 ,, 
 
 1 ■ 
 
 t ^ 
 
 m &i\ 
 
 
 
 m 
 
 
 
 End Elevation, Looking Aft. 
 
 Half Plan. 
 
 ENGINES OF ETNA, 1855. 
 
^^ 
 
 Jr 
 
'Mif¥^- 
 
 ^^2k*d, 
 
 d 
 
 jQw^jQi 
 
 ENGINES OF THE CHINA. 
 
^£tM 
 
 i OF THE CHINA. 
 
 Face page 176. 
 
CHAP. X 
 
 An h 
 
 differen 
 
 wheel : 
 
 engines 
 
 who ha 
 
 the 8lo\\ 
 
 He was 
 
 engines, 
 
 given to 
 
 a mome] 
 
 handling 
 
 slow hei 
 
 " They a 
 
 answerec 
 
 else to t 
 
 engine- re 
 
 not be sa 
 
 Anothe 
 
 on the an 
 
 first Tran 
 
 cylinders 
 
 the crank 
 
 spur-whee 
 
 the pinion 
 
 great nove 
 
 face conde 
 
 up, owing 
 
 tubes tigh: 
 
 *5roiight fo] 
 
 Another 
 
177 
 
 CHAP. XL] MACHINERY OF ATLANTIC LINERS. 
 
 An interesting anecdote, which illustrates the marked 
 iffei^nce between the relative velocities of the paddle- 
 wheel machinery and the direct-acting inverted screw 
 engines IS often told of one of the older chief engineers 
 who had been transferred from the charge of one o 
 the slow.movmg paddles to a quick direct acting screw 
 He was struck by the apparent working full speed of the 
 engines, although the order from the bridge had been 
 g.ven to go slow ahead; after surveying the situation for 
 a moment he called out to the second engineer, who was 
 handlmg the engines, " The order is to go slo,o, better 
 slow her down at once." To this the second ;eplied 
 They are going dead slow," on which the chief at oncj 
 
 else to take charge of this job, for I won't be in the 
 engine-room when they are going full speed, as it would 
 not be safe, they are sure to fly to pieces " 
 
 Another form of engine with gearing, was that shown 
 on he annexed plate, which is after the form fitted in the 
 fi St Transatlantic Cunard screw steamer the China. The 
 ejhnders are of the oscillating type working upward on 
 the cr.ik.shaft, on the after end of which is keyed a large 
 
 the pinion on the screw-shaft by four sets of teeth One 
 
 great novelty about these engines was the fitting of a sur- 
 
 .ce condenser, which, although tried eariier, was given 
 
 . owmg to the difficulty experienced in keeping Z 
 
 otonght forward and made serviceable 
 Another form of geared engine for screw propulsion, 
 
 N 
 
 i« 
 
 ii 
 
*•!!# 
 
 , 'til 
 
 
 
 
 
 
 
 *-?i'' 
 
 
 '«f"t 
 
 ■ ' 
 
 • ■.• 
 
 „ 4 
 
 178 
 
 THE ATLANTIC FERRY. 
 
 [chap. XI. 
 
 was the steeple type introduced in the earlier Inman 
 steamers. Considerable trouble was experienced in all 
 these engines with the gearing, owing to the heavy wear, 
 which required constant renewal of the wooden teeth, and 
 it was eventually found that they gave more trouble than 
 the engines connected direct on to the screw-shaft. 
 
 
 Section at XY Loolmig Fonvard. 
 
 THREE CYLINDER COMPOUND ENGINES, MONTANA AND DAKOTA. 
 
 After the engines for screw machinery were arranged 
 so as to be connected direct to the propeller-shaft, many 
 types came into vogue, each line favouring its own 
 form, the Inman adopting the horizontal trunk engine, 
 the Cunard the inverted direct-acting, followed afterwards 
 by the Guion and other lines. 
 
 The Guion Line in its first vessels adopted the 
 
-T — T T r- 
 
 r T T T T •• 
 
 "T- T 1 T T- 
 
 ADenuti-ji Corlc^slatie.s f 
 
 -I r 
 
 
 :T 
 
 fte^ 
 
 '— ! r^p-- ^^-=*e^.'!japil8?_ 
 
 ■^c^ 
 
 /;,° 
 
 Thrust 
 
 kWM 
 
 O 
 
 
 ^IoEO 
 
 i--i 
 
 
 
 J 
 
 ^'.■i^^tB^ 
 
 Pufrnt 
 Boilrrs 
 
 THREE CYLINDER COMPOUND ENGINES, MONTANA AND DAK 
 
 AKOTA, 1872. 
 
: . 
 
 1 
 
 } ' ■ , 
 
 
 1,'; 
 
 IHO 
 
 TUE ATLANTIC FKRUY. 
 
 [CHA1\ \I. 
 
 ^^b 
 
 
 ,1 
 
 1 
 
 
 ■ 
 
 
 . 1 
 
 
 ; ! 
 
 ' 
 
 
 « 
 
 ^^^ 
 
 
 inverted direct-acting engine, but afterwards ehanj^cid, in 
 the Wyoming and Wisconsin, to the type having one 
 vertical cylinder and one horizontal with trunk, both 
 working on the same crank. They were followed after- 
 wards by the type shown on pp. 178, 17t>, which were 
 fitted in the Montana. There was one inverted high-pres- 
 sure cylinder working direct on the forward crank-shaft, 
 and two horizontal low-pressure with return connecting- 
 rods, one on each side of the vessel. The valves of these 
 engines, as also of the Wyoming and other vessels, were of 
 the Corliss type, as may be noticed by the shape of the 
 cylinders and the parts marked A. 
 
 Another peculiarity shown on this diagram is the 
 vertical ash-shoot, into which the overboard discliarge of 
 the circulating water is led. The idea of this shoot, which 
 was first introduced on the earlier White Star boats, was 
 to avoid the annoyance caused in passenger vessels by 
 the putting of the ashes overboard, but it was, however, 
 only a partial success, giving rise, like many other con- 
 trivances, to greater evils than it cured, so that it was 
 eventually done away with on all vessels. 
 
 Another feature of the two sister vessels, the Montana 
 and Dakota, is clearly shown on the section, namely the 
 excessive "tumble home" ' of the vessels about midships, 
 which gave them a very peculiar appearance. 
 
 
 ' This term " tumble home " is used by nautical men to denote 
 the manner in which the sides of the vessels gradually recede 
 inwards from a little below the water line to the deck level; this 
 was done to a great extent in the old three-decker line-of-battle 
 ship. 
 
 
I' 
 
 m\ 
 
 >■ ■ 
 
 i!:l 
 
 ,. Hi 1 
 
 TWO-CKANK COiMl'OUND ENGINKS, 1870. 
 
 |ri,^ 
 
182 
 
 THE ATLANTIC FERRY. 
 
 [chap. XL 
 
 Since the general introduction of the compound 
 engines in 1870, the inverted direct- acting type of engines 
 with two cranks, shown on p. 181, has become almost 
 universally adopted . Where the arrangement of one high 
 and one low-pressure cylinder has been departed from, 
 it was generall:^ i -^t more power by placing the high- 
 
 THREE CRANK TRIPLE EKGINES. 1888. 
 
 pressure cylinder above the low, tandem type, as instanced 
 by the sketch of the first White Star boat's engines 
 illustrated on pp. 81, 82. Sometimes the high-pressure 
 cylinder was placed underneath the low; but all these 
 designs have once more given place to the simple arrange- 
 ment of the triple compound engine with three cranks, 
 illustrated above, and in the annexed diagram of the 
 
-IKES OF THE SS. MARTl 
 
 Face page 182. 
 
cd 
 
 
 
 ftd 
 
 na 
 
 J 
 
 ENGIKES OF THE SS. MARTELI 
 
Id 
 
 «cz 
 
 « 
 
 JINES OF THE SS. MARTELLO (p. 113). 
 
 Face page 182. 
 
CHAP. X 
 
 ^ 
 
 
 ■ 1«: 
 
 wf 
 
 Martelli 
 
 for still 
 
 seems ii 
 
 enables 
 
 the twc 
 
 for the 
 
 It is 
 
 tlie thi 
 
 through 
 
 been pi 
 
 years, a 
 
 broken 
 
 atlantic 
 
 single ( 
 
 owing t( 
 
 One £ 
 
 Paris' ti 
 
 must ee 
 
 the ordi 
 
 altogethi 
 
 amongst 
 
 In de 
 
 of the c 
 
 improvei 
 
 designs i 
 
 cyhndric 
 
 the genei 
 
 later by 
 
 ' Since 
 Cunarcl Li 
 
CHAP. XI.] MACHINEIIY OF ATLANTIC MNEUS. 183 
 
 MarteUo's engineH. Owing, however, to the great demand 
 for still higher indicated horse-power, the tandem system 
 seems again coming into vogue with triple engines, as it 
 enables two high-pressure cylinders to be pUiced above 
 the two low-pressure, which is to be the arrangement 
 for the new high-speed vessels of the Cunard Line. 
 
 It is also remarkable that since the introduction of 
 tlie three-crank engine, the number of disablements 
 through the breakage of crank or tunnel-shaft, have 
 been practically reduced to nil during the last seven 
 years, as, to the author's knowledge, only one case of a 
 broken crank-shaft has occurred in the Express Trans- 
 atlantic Service during the past eight years, and in the 
 single case noted no serious delay was experienced, 
 owing to the fact of the vessel being twin-screw.' 
 
 One serious case of breakage was that of the City of 
 Paris' tube-shaft already noted at page 61, but this 
 must certainly be attributed to circumstances outside 
 the ordinary working, as the cause of breakage was 
 altogether abnormal and not such as ought to be ranked 
 amongst average risks incurred. 
 
 In describing the advances made in the machinery 
 of the express liners, it is remarkable that no great 
 improvement or radical change has taken place in the 
 designs of the boilers, which still remain of the same 
 cylindrical type with return tubes, the only change being 
 the general adoption of the Fox corrugated flue, followed 
 later by the now well known Purves ribbed flue. With 
 
 ' Since this was written the breakage of a crank-shaft on the 
 Cunard Liner Servia has been reported in July, 1891. 
 
 ' Will 
 
1.1 i^ 
 
 184 
 
 THE ATLANTIC FERRY. 
 
 
 [CIIAI'. XI. 
 
 this single exception no alteration haw been made in 
 design, but very considerable advances have l»een made in 
 the tools and appliances employed for boiler makinj^, with 
 a consequent improvement in the actual manufacture of 
 the boilers, which has much increased their durability. 
 
 Other modifications have been effected in the general 
 design of the machinery by the substitution of piston for 
 slide-valves, to reduce the excessive friction due to the 
 high steam-pressures and large surfaces ; built steel 
 crank-shafts have been altogether substituted for solid 
 ones, and in many cases the hollow shafting has been 
 adopted. The removal of the various feed, bilge, and 
 circulating pumps from the main engines has also 
 allowed of better arrangement in design. 
 
 The introduction of the electric light, forced draught, 
 and refrigerating engines, has added many extraneous 
 machines to the modern engine-room, and in the deve- 
 lopment of these auxiliary engines their construction 
 has become a speciality of many firms, with the result 
 that they are all of superior make, and do their work 
 most satisfactorily, requiring but average care to keep 
 them in order at sea. 
 
 One of the most radical departures of recent years is 
 of course the twin screw, which, as may be noticed, has 
 brought about an alteration in the design of the stern 
 from the single screw type long in vogue, illustrated by 
 a reprint of a photograph of a model of one of the most 
 successful steamers, the Britannic. 
 
 The simplest form for the twin screw, and the one 
 generally adopted by the different governments, is that 
 
 l§"l 
 
 sir 
 

 ' * i 
 
 'wm- 
 
 ¥^*' 
 
 ^Ul 
 
 •\ 
 
 y ''fi 
 
 
 fe 
 
 ^■l 
 
 tm 
 
 
 H 
 
 
186 
 
 THE ATLANTIC FERRY. 
 
 [chap. XI. 
 
 illustrated on p. 59, which serves to show the arrange- 
 ment of the City of New York and the City of Paxis. This, 
 as will be seen, does away with the screw port forward 
 of the rudder, and allows the hull to be built solid out to 
 it, the shafts being supported at the propeller by heavy 
 brackets, as they are termed, and covered with a pro- 
 tecting casing to the stern tube. 
 
 The other system which has been recently revived is 
 that adopted by Messrs. Harland and Wolff, namely, the 
 overlapping propellers. This necessitates a screw port, 
 as in the single screw arrangements, but as this opening 
 is no disadvantage, and the advantages of the design 
 and the results obtained have been satisfactory, it is 
 likely to be more extensively adopted. The arrange- 
 ment of the after-part of the hull, as may be seen from 
 the illustration on next page, is so designed that it is built 
 with the frames and shell-plating projecting outwards in 
 the wake of the shafts, which forms a convenient recess 
 inside the ship for the shafts ; it also possesses the great 
 advantage of allowing the stern tube to be fitted exactly 
 as in the single screw arrangements, which gives a de- 
 sirable support to the shaft and propeller, besides keep- 
 ing everything as far as possible secure from danger. 
 
 The designs of the propeller, like those of the boiler, 
 have practically undergone but little change during the 
 past fifteen years, the system of having blades bolted on 
 to the propeller boss being now universally adopted for 
 the express steamers, the material for the blades being 
 manganese bronze, and for the bosses cast-steel or cast- 
 iron. Up to the present the largest propellers yet made 
 
STERN OF TWIN SCREW STEAMERS TEUTONIC AND MAJESTIC, 
 SHOWING OVERLAPPING PROPELLERS. 
 
 4ii" 
 
 i 
 
 ! I 
 
 I 
 
iV, 
 
 
 
 A «.^ 
 
 188 
 
 THE ATLANTIC FERRY. 
 
 [chap. XI. I CHAP. XI.] 
 
 
 have been those on the Umbria and Etruria ; these are 
 24| feet diameter, 33| feet pitch, 216 square feet surface, 
 and weigh about thirty-nine tons each, each blade being 
 about seven tons. Of late the number of blades has 
 been reduced on the twin screw vessels from four to 
 three, which has given a slight improvement. 
 
 When it is remembered that the cost of the manganese 
 bronze for the propeller blades averages about ^120 
 per ton, some idea of the costs of the machinery of 
 the great liners may be formed, the four blades for one 
 of these steamers costing ^3,360, and the boss about 
 another £1,000, so that the total cost of the propeller 
 alone, fitted in place, is but little under £5,000. 
 
 One of the numerous requirements necessitated of late 
 years in the engine-room, owing to the great advance of 
 the steam-pressure, is the ** Evaporator " as it is termed. 
 This is required to make up the supply of fresh water 
 for the boilers, and is generally worked by the passing 
 of steam through coils of pipes immersed in sea-water, 
 and so boiling it, the steam being collected and passed 
 into the boilers with the ordinary feed water. The 
 immense quantities of water used are clearly given in 
 the account of the Teutonic's machinery (reprinted by 
 kind permission from " The Engineer "), with some other 
 interesting data of the various matters of fuel consump- 
 and such like. The other feature of special note in con- 
 nection with the modern machinery is the application of 
 forced draught, which is now being extensively adopted.' 
 
 ^ The term forced drauj,'ht is used when artificial means are 
 adopted either by means of steam jets as on a locomotive, or by 
 
CHAP. XI.] MACHINERY OF ATLANTIC LINERS. 189 
 
 The two systems so far tried on the Atlantic are the closed 
 stokehole principle, where the air is raised to a pressure 
 in the stokehole by means of fans, and allowed to flow 
 direct through the fires, so forcing the combustion. This 
 principle has been extensively adopted by the various 
 navies, but has been practically found wanting in th© 
 heavy Express Transatlantic Service. 
 
 The other principle is the one named after the gentle- 
 man (Mr. Howden) who has so perseveringly pushed it 
 forward against much opposition and prejudice, and which 
 was first introduced to the Atlantic on the steamship 
 Ohio, followed soon afterwards by the White Star Liner 
 Celtic. The results on those vessels were such as to 
 induce the fitting of it in a modified form on the White 
 Star Teutonic and Majestic, and also more recently on 
 the City of Paris, where it was fitted in lieu of the closed 
 stokehole system, when the new machinery was fitted on 
 board after the breakdown. 
 
 The Machinery of Teutonic and Majestic. 
 
 The Teutonic and Majestic are propelled by twin-screw 
 tnple-expansion engines, indicating about 17,000 horse-power. 
 
 The cylinders are 43 inches + 68 inches + 110 inches x 
 60 inches.^ The high-pressure cylinders stand next the boiler- 
 rooms. The engine-rooms are over 50 feet long. All the 
 
 forming a partial vacuum in the funnel, or by fans blowing or 
 orcmg air into the fires. The first record of forced drau-ht by 
 ans 18 that of the famous engineer John Ericsson, who fitted it on 
 tne steamer Corsair in 1830, and later in the U.S. warship 
 Princeton in 184a. '^ 
 
 m 
 
 [' t 
 
 if 
 
 
190 
 
 THE ATLANTIC FERRY. 
 
 [chap. IX. I CHAP. XI.] 
 
 cylinders have piston valves, two each to the intermediate 
 and low-pressure cylinders, and one to the high-pressure 
 cylinder. The cylinders are not steam-jacketted, a very ex- 
 tended experience serving to convince Messrs. Harlund and 
 Wolff that nothing is to be gained from jacketting, at sea at 
 all events, unless the steam is permitted to blow through the 
 jackets, so as to be constantly renewed. This can only be 
 done in a way to avoid much waste and loss with great diffi. 
 culty. All the cylinders of the Teutonic are, however, fitted 
 
 ,t * 
 
 
 A. — VIEW OF TOPS OF BOTH PORT AND STAIiBOARD ENGINES. 
 
 with liners and are air-jacketted. The intermediate and low- 
 pressure pistons have tail rods, but the high-pressure pistons 
 have not. All the pistons are coned to impart stiffness, and 
 have been made as light as is consistent with strength. Each 
 .cylinder is carried on cast steel frames. In front is an A 
 frame, and at the back a single frame, so that the cylinders 
 are carried each on three points of support, and the "three- 
 legged-stool " principle is called in to give stability, which it 
 does in the fullest degree. The condenser is quite separate 
 
[CIIAI'. IX. ■ CHAP. XI.] MACHINERY OF ATLANTIC LINERS. 
 
 itermediate 
 ^h-pressure 
 a very ex- 
 arlund and 
 >•, at sea at 
 ihrough the 
 an only be 
 great diffi- 
 k'ever, fitted 
 
 ENGINES. 
 
 ite and low- 
 sure pistons 
 tiffness, and 
 ngth. Each 
 Dnt is an A 
 le cylinders 
 the " three- 
 ty, which it 
 lite separate 
 
 191 
 
 from the engine. It is cylindrical, of brass, some 20 feet long, 
 and 7 feet in diameter. The tubes are of brass, i inch dia- 
 meter. The aggregate length of all the condenser tubes is 
 about twenty miles. The water passes through the tubes 
 three times ; it is supplied by vertical centrifugal pumps by 
 
 I liiiw ' m , 
 
 
 ji«liiii:f I'ra 
 
 LINK MOTION, MEDIUM CYLINDER. 
 B. — STARBOARD ENGINE-ROOM. 
 
 piessrs. Tangyes, of Birmingham. There is an air pump at 
 each end, worked by back levers by the high and low-pres- 
 sure engmes. These levers also actuate the bilge and sanitary 
 l^mps. The boilers are fed by Weir's vertical pumps, but 
 
 n^ ortiiington pumps are also provided. The engines are 
 
 u 
 
 w 
 
 M 
 
w-\r 
 
 192 
 
 THE ATLANTIC FERRY. 
 
 [chap. XI. 
 
 separated by the longitudinal bulkhead, which rises a few feet 
 above the water-line to a point about level with the cylinder 
 covei's. The whole of the upper part of the engine-room is 
 common to both engines. As the propellers overlap, the 
 engines can be placed much closer together than is possible 
 when the usual system is adopted, and the arrangements of the 
 engine-rooms are exceedingly good. Access is obtained by 
 winding stairs of ample proportions, which are a vast improve- 
 ment on ladders. The engraving on page 190, sketch A, is 
 a view taken from the after end of the upper platform, the 
 cylinder covers appearing on either hand — to port and starboaj-d. 
 
 Fig. B is a view taken on the middle platform. The 
 cylinder bottoms are seen overhead. The construction of the 
 valve gear will be readily understood. A hand-wheel and 
 screw on the weigh shaft is for fine adjustment for expansion. 
 
 The crank-shafts, each weighing 41 tons, are of Whitworth 
 steel, the crank-pins being 22 inches by 22 inches. The main 
 bearings are not of extravagant length. Indeed, they look 
 short, but it is a noteworthy fact that they have never yet 
 needed a drop of water on them, or heated in the slightest 
 degree to give trouble. 
 
 Fig. E gives a view of one of the thrust blocks, which stand 
 in a conveniently large open space abaft the engines, and under 
 the platform on which are two powerful electric light engines 
 by Messrs. Tangyes, driving dynamos by Messrs. Crompton, of 
 Chelmsford, who have carried out all the electrical arrange- 
 ments throughout. 
 
 We have already explained that the screw-shafts are placed 
 so close together that the screws overlap 5 feet 6 inches, and 
 the starboard propeller is astern of the other by 6 feet. The 
 propellers revolve "outboard." A large opening is made in 
 the dead wood to allow of this system of construction. There 
 are no stern brackets, the hull being worked out round the 
 screw-shaft, and fitted with a strong spectacle casting in steel, 
 
[chap. XI. I ^^^^' ^^0 MACHINERY OF ATLANTIC LINERS. 
 
 s a few feet 
 he cylinder 
 ine-i'oom is 
 'verlap, the 
 I is possible 
 nents of the 
 )btained by 
 Lst improve- 
 ketch A, is 
 latform, the 
 d starboaj-d. 
 orm. The 
 ction of the 
 [-wheel and 
 ' expansion. 
 ^Yhitworth 
 . The main 
 1, they look 
 3 never yet 
 he slightest 
 
 vliich stand 
 8, and under 
 ght engines 
 rompton, of 
 )al arrange- 
 
 s are placed 
 inches, and 
 )feet. The 
 f is made in 
 tion. There 
 b round the 
 ing in steel, 
 
 19» 
 
 which carries the stern bearings. There is no screw allev in 
 
 he ordinary sense of the word. Each screw-shaft-one 19^ 
 
 feet and the other 205 feet long, weighing 76 tonsZu'! 
 
 0.-ST.KBOAKD KNOINK roOKINO APX PKOM STOKEHOLE DOOR. 
 
 pu T l: tt WK '^^'' ""''' '''' ^' ^-"^ -*«^<^« 
 
 Atthe "the f'^ '"" '^"' '^"°^^^^' P^^^^ ^' i« -«-xed. 
 
 I othe. Mue IS the longitudinal bulkhead, and in the space 
 
 o 
 
 ■' H 
 
•'•; .- 
 
 k' 
 
 ,* 
 
 r <t 
 
 I F' m 
 
 194 
 
 THE ATLANTIC FERRY. 
 
 [chap. XI. 
 
 between this and the shaft are placed ice making machines- 
 ammonia — by Sulzer, of Wintertbur, and the cold air storage 
 holds are supplied with cold air by fans from this department, 
 A description of this machinery will be found further on. 
 Everything is duplicated, so that the machinery at both sides 
 of the bulkhead is the same. 
 
 The screw propellers are 19 feet 6 inches diameter and 29 feet 
 6 inches pitch, three-bladed, modified Griffiths' true screws, 
 with a surface of 108 square feet each. The propeller blades 
 were cast of Parsons' manganese bronze from ingots supplied 
 by the Manganese Bronze and Brass Co., Deptford, by Messrs. 
 Harland and Wolft", Belfast, who have for some time past 
 adopted this metal for the propellers of all their fast passenger 
 steamships with satisfactory results as regards speed and 
 economy, and in order to turn out these castings in the most 
 perfect manner, have spared no expense in erecting suitable 
 furnaces and providing special plant for the purpose. The 
 engines make from seventy-nine to eighty-two revolutions 
 when driven as fast as they can go. On an Atlantic voyage. 
 the average for the whole run is about seventy-eight revolu- 
 tions per minute. 
 
 Steam is supplied by twelve double-ended and four single- 
 ended boilers, containing seventy-six furnaces. The pres- 
 sure is 180 lbs. They are worked with forced, or rather 
 assisted, draught, on Howden's system. On the bridge 
 decks, abaft each funnel, there are two large fans, driven 
 by compound engines. They drive air into the stoke- 
 holds, supplementing the supply drawn through the fiddley 
 gratings. Below these are fourteen fans, driven by Chand- 
 ler engines, and constructed by Messrs. Bumpstead and 
 Chandler, Hednesford, Staffordshire. These fans are double, 
 and 5 feet in diameter. Each fan— of which there are fourteen 
 in each ship— is able to pass about 10,000 cubic feet per 
 minute at u plenum of 3 inches of water, the revolutions being 
 
lifi 
 
 [chap. XI. 
 
 oachines — 
 air storage 
 epartment, 
 'urther on. 
 both sides 
 
 and 29 feet 
 'ue screws, 
 eller blades 
 its supplied 
 , by Messrs. 
 time past 
 t passenger 
 speed and 
 n the most 
 ng suitable 
 •pose. The 
 revolutions 
 3 tic voyage, 
 ght revolu- 
 
 Pour single- 
 The pres- 
 
 1, or rather 
 the bridge 
 
 'ans, driven 
 
 the stoke- 
 
 the fiddley 
 
 by Chand- 
 
 ipstead and 
 are double, 
 
 are fourteen 
 
 Die feet per 
 
 utions being 
 
m 
 
Face 
 
 page 194. 
 
 ! 1 • i 
 , i • ' 
 
 • r 
 
 r 
 
 1 i ■ 
 
E.— STARBOARD THRUST BLOCK, TEUTONIC. 
 
BD THRUST BLOCK, TEUTONIC. 
 
 Face page 194. 
 
ri 
 
 CHAP. XI. 
 
 350 per i 
 
 the stoke 
 
 the bases 
 
 each chan 
 
 bustion f 
 
 them, ani 
 
 finally del 
 
 about 250 
 
 is admitte 
 
 we have : 
 
 rooms cooi 
 
 fitted. 
 
 It will Tl 
 
 and figure 
 
 idea of the 
 
 evfiporatio] 
 
 are carried 
 
 difficulty V 
 
 which can 
 
 The engi 
 
 power, son 
 
 more ; ther 
 
 the six cylii 
 
 nearly 2,83; 
 
 crank-shaft 
 
 of 17,000 he 
 
 ment involv 
 
 about 120 tc 
 
 of 195 lbs., 1 
 
 inch. Of cc 
 
 water into tl 
 
 feed- water r 
 
 nearly 16^ f 
 
 ton 120 tons 
 
CHAP. XI.] MACHINERY OF ATLANTIC LINERS. I95 
 
 350 per minate. They d,.w the air from the hottest places in 
 te stokeholds and force it into chambers in the uptakes at 
 the bases of the chimneys. There are fifty vertical tubes in 
 each chamber, and through these tubes the products of com. 
 tast,o„ pass, while the air from the fans circulates round 
 hem, and passing down the sides of the smoke-bo.es, is 
 finally dehvered ,nto the closed ash-pits at a ten,pe.,tar o 
 .bout 250 degrees About one-fourth of the whole Mr supply 
 .admitted over the fires, In addition to the eighteen fans 
 we h.ave named, three others, two for keeping the dynamo 
 
 IT ' ""' '"'' """'"''"^ "» fl^«»»'« q^--^ are 
 
 K will not be without interest if we give here a few facts 
 nd figures. wh,ch will help to convey to our readers some 
 Idea of he giganfc scnie on which the processes of combustion 
 evaporation, and condensation, .and the performance of work 
 •re earned on .n the Teutonic and the Majestic. The only 
 d,fficalty we have hes in selecting standards of measurement 
 rt.eh can be read.ly grasped by the mind 
 
 The engines of the Teutonic indicate about 17,000 horse 
 power, sometimes of course a little less, sometimes „ little' 
 « re ; there ore as the power is fairly equally divided among 
 
 neai^v 2,833 horse-power. The energy transmitted to each 
 omuks^^ft IS 8,520 horse-power. It is far more easy to ta^ 
 ofl.,OUO horse-power than it is to realize what its develop 
 
 «t 120 tons of steam per hour, with an absolute pressure 
 ot m lbs., the safety-valve load being 180 lbs. on the square 
 »ch. Of course the feed pumps have to deliver 120 tons of 
 water mto the boilers against this pressure everv hour The 
 
 ta 1-0 tons means 4,320 cubic feet. The energy expended in 
 
 rri 
 
196 
 
 THE ATLANTIC FERRY. 
 
 [chap. XI. 9 cH^p. XI.] 
 
 putting this great body of water into the boilers is over 57 
 horse-power, allowing nothing for friction in pipes or losses of 
 any kind. The feed pumps really absorb about 120 indicated 
 horse-power. The total feed- water for one day of twenty-four 
 hours amounts to 103,680 cubic feet, which would till a cubical 
 tank 47 feet on the side. Such a tank would hold 6,oO0,000 
 gallons ; this would be an ample daily supply for a town 
 of 26,000 inhabitants, giving every person 25 gallons per 
 
 day. 
 
 To convert this water into steam about 12-5 tons of oual 
 
 are burned every hour, or in round numbers 300 tons a day. 
 
 We do not put these figures forward as official, but they are 
 
 not far from the truth. This means that on a trip to America 
 
 the Teutonic burns all the coal that six trains of thirty-two 
 
 wagons each can carry. The 12^ tons of coal need for their 
 
 combustion not less than 250 tons of air. Assuming that this 
 
 air before it enters the fans has a temperature of about 80 
 
 degrees, it will weigh, omitting fractions, 7 lbs. per 100 cubic 
 
 feet The 250 tons represent, then, 8,000,000 cubic feet, 
 
 which would fill a cubical tank 200 feet on the side. To raise 
 
 this air from 80 degrees to 180 degrees, as is done in the 
 
 heating apparatus we have described, represents about 5,800 
 
 theoretical hovse-power, and a large portion of this may be 
 
 regarded as clear gain, being obtained for nothing. In other 
 
 words, if the air were delivered cold to the furnaces instead 
 
 of hot, some 20 tons of coal extra would be required per day. 
 
 The centrifugal circulating engines, as well as the electric 
 
 lighting engines, were made by Messrs. Tangyes, of Birriiing- 
 
 ham. Small as the circulating engines appear to be in this 
 
 great vessel, out of it they would be considered of fair sue, 
 
 big enough, for example, to deal with the pumping o.it of a 
 
 pretty large graving dock. In the Teutonic the duty of 
 
 these circulating engines is of the first importance. They 
 
 must run constantly when the main engines are moving, they 
 
[chap. XI. I CHAP. XI.] MACHINERY OF ATLANTIC LINERS. 197 
 
 mast be started before the main engines, and must be kept 
 runnmg durmg all temporary stoppages, in order that the 
 great condensers may be kept cool, and ready to deal with the 
 immense volumes of steam which are discharged from the low- 
 pressure cylinders of the main engines. 
 
 The weight of steam to be condensed may, as we have said 
 be taken roughly at 120 tons per hour, a quantity which -ives 
 some idea of the important part which surface condensation 
 has played m the progress of steam navigation. About 26,000 
 gallons of water are made into steam at a pressure of 180 lbs 
 per square inch, and reconverted into water every hour To 
 effect this condensation about 4,000 tons of sea water are 
 passed through the tubes of the surface condensers every hour 
 This duty is effected by Messrs. Tangyes' circulating pumps, 
 and It may be interesting to state that the amount of water 
 dealt with on the round trip between Liverpool and New Tork 
 IS over 1,000,000 tons-enough to fill a reservoir about a mile 
 long, a quarter of a mile wide, and six feet deep ; and that if 
 tl.e water were fresh, the daily quantity would suffice for a 
 city of 700,000 inhabitants. 
 
 The following are the principal dimensions of these circu- 
 lating pumping engines as fitted on the Teutonic —Two 
 centrifugal pumps, each with discs or impellers -5 feet diameter 
 with suction and delivery pipes 20 inches diameter. For each 
 pump two vertical compound engines are provided, each with 
 cylinders 8 inches and 15 inches diameter, 14 inches stroke 
 one enoine being amply large to perform the full duty, even 
 when hfting water 2.5 feet high from the bottom of the vessel 
 Ihe unusually large diameter of the disc enables the work of 
 circulating to be done at the very moderate speed of 85 to 95 
 revolutions per minute when the main engines are working 
 tu 1 speed, while the very liberal proportions and surfaces 
 Which have been adopted throughout give good security for 
 proper working and durability. The engines are fullv equipned 
 
 'il- 
 
198 
 
 THE ATLANTIC FERRY. 
 
 [chap. XI. 
 
 Nl 
 
 with continuous oiling arrangements, and all the minor fittings 
 usually found in tirst-class work. 
 
 The enormous distances traversed by the pistons of marine 
 engines is never realized ; at all events, we have never seen 
 any statement of the facts in print. It suflBces to give the 
 speed in feet per minute ; but no one stops to consider what 
 this implies. In the Teutonic the stroke is 5 feet, and the 
 average revolutions 78 per minute. Each piston tlievefore 
 traverses 780 feet per minute, or 4G,800 feet per hour, and 
 1,123,200 feet per day, or in six days not less than 1,275 
 miles. In other words, more than one-third as many miles as 
 the ship steams. The aggregate distance traversed by the 
 three pistons is 7,6o0 miles, or about two and a half times the 
 distance run by the ship. This is pretty well, considering that 
 the piston rings are rubbing all the time. The length of the 
 ring in the low-pressure pistons is 345*o7 inches, or 28 feet 
 91 inches, so that there is a good deal of surface to take the 
 wear, but it is not, under the circumstances, remarkable that 
 cylindei-s should wear and require re-boring. The slipper 
 guides, too, are not spared, each slipper passing over the same 
 distance as each piston. 
 
 The refrigerating machinery on board the Teutonic, as 
 well as that on board the sister ship Majestic, is on the 
 Linde system. It is used for refrigerating the insulated meat 
 holds, and also for the passengers' provision rooms. The general 
 arrangement of the holds and passengers' stores is shovru in 
 the plates F and G. There are two meat holds of a total net 
 capacity of about 40,000 cubic feet, and each hold is provided 
 with distinct refrigerating apparatus ; though the arrange- 
 ments are such as to permit of either refrigerator working on 
 either hold, or, indeed, one refrigerator on both holds. Th*' 
 machinery is placed below the holds between the screw tunnels, 
 *he space being very narrow, so that it was necessary to adopt 
 p somewhat special arrangement and to use two separate 
 
,i<XMii^iiliXtiiii,iSi^><>i-i^ji<<ai<iO^-ii^^ 
 
 S 
 
 Meat Room 
 
 t-i'm'- ■" '-'^Yij-'^' 
 
 
 |fIC, 
 
 Face page 198. 
 
 11 ' 
 
F.— REFRIGERATING CHAMBERS AND GEAR, 
 
v^^,^vy^^^■^^>>>^x^«^!jpjj.;jJ^ 
 
 ING CHAMBERS AND GEAR, SS. TEUTON'IC. 
 
 Face page 198. 
 
! 
 
 J||0 
 
 ii| 
 
 'K' U 
 
wpifi 
 
 Supply 
 
 fio. 
 
 m 
 
 Face page 198. 
 
^ 
 
 Water delivery 
 
 __n 
 
 HT 
 
 liiiliiiiilll i ii 
 
 T 
 
 n 
 
 a 
 
 Circulating water pump 
 
 n 
 
 1»>| pu 
 
 Aiif pump 
 
 / 
 
 / 
 
 / \ 
 
 /• 
 
 \ 
 
 \. 
 
 \ 
 
 V 
 
 C 
 
 /- 
 
 > 
 
 
 (n 
 
 \. 
 
 
 -> 
 
 G. — REFRIGKRATING CHAMEERS AND GEAR, SS. I 
 
CHAMBERS AND GEAR, SS. TEUTOMC. 
 
 Face page 198. 
 

 r 
 
 i< m 
 
 d 4 
 
 k 
 
 n 
 
 .11 
 
 
 ':% 
 
 
 t i 
 
"Ata — ii isb^^ 
 
 'centric bush bearing for throwing 
 rgepLnmon mS, out of gear 
 
 Face page 198. 
 
 
 III 
 
 ii,|»j; 
 
 'i ;" 
 
 'r ,- 
 
 n 
 
 '''1 
 
 
 i 
 
Starboard" Steering eng 
 
 Port Steering engine 
 
 L 
 
 Rudder Stocf' 
 
 H.-DOUBLE STEAM STEERING GEAR, SS. T 
 
 EU1 
 
^^centrcc bush bearing for throv^.ng 
 large pLnmon cnS. out of gear 
 
 M STEERING GEAB, SS. TEUTONIC. 
 
 Face page 198. 
 

 CHAP. XI.J 
 
 machines 
 
 preferred. 
 
 cvaporati( 
 
 drons ami 
 
 atmosphei 
 
 The low e 
 
 a small pu 
 
 prodneed, 
 
 termed th 
 
 densed an 
 
 evaporatoi 
 
 On plat 
 
 combined 
 
 whole bei 
 
 covers at ( 
 
 iron coils 1 
 
 compresso 
 
 with a me 
 
 stuffing-bo 
 
 not water-^ 
 
 is the vei 
 
 niaintainec 
 
 denser the 
 
 vessel in ^ 
 
 stuffing-bo: 
 
 a series of 
 
 so as to av 
 
 one of the 
 
 they can 1 
 
 removinof 
 
 When the 
 
 around t? ^j 
 
 beat given 
 
 to the liqui 
 
CHAP. XI.] MACHINERY OF ATLANTIC LINERS. 199 
 
 machines instead of the duplex type which is now generally 
 preferred. In the Linde system cold is produced by the 
 evaporation under comparatively low pressure of liquid anhy- 
 drous ammonia, a liquid which possesses a boiling point at 
 atmospheric pressure of about 37i degrees below zero Fah. 
 The low evaporating pressure is produced and maintained by 
 a small pump, which draws off the vapour as quickly as it is 
 produced, and then compresses and discharges it into a vessel, 
 termed the condensei-, in which the ammonia vapour is con- 
 densed and rerdered fit for use again in the refrigerator or 
 evaporator. 
 
 On plate G, is shown the pump or compressor, which is 
 combined with a small single-cylinder steam-engine, the 
 whole being mounted upon a box cast-iron bed-plate, with 
 covers at each end, in which is contained the series of wrought 
 iron coils forming the condenser. In the present instance the 
 compressor is an ordinary double-acting pump of cast iron, 
 with a metallic piston, steel valves and boxes, and a special 
 stuffing-box for preventing the escape of the ammonia. It is 
 not water-jacketted, as a special feature of the Linde system 
 is the very low temperature— almost isothermal— that is 
 maintained during compression. Before entering the con- 
 denser the compressed ammonia vapour is passed through a 
 vessel in which any oil that may have entered through the 
 stuffing-box is removed. The ammonia condenser consists of 
 a series of wrought iron coils, each in one long length of tube, 
 so as to avoid inaccessible joints. These coils are attached to 
 one of the end covers of the bed frame, so that when required 
 they can be readily drawn out for examination by merely 
 removing- the nuts of the bolts or studs fixing the cover. 
 When thr -achine is in operation cold water is circulated 
 around t' i coils by means of a pump, so as to carry off the 
 heat giveii up by the ammonia in passing from the vaporous 
 to the liquid stuce. In each machine a jet condenser with an 
 
 it^\i 
 
 m 
 
r^. 
 
 200 
 
 THE ATLANTIC FERRY. 
 
 [chap. XI. 
 
 
 B•^ i. 
 
 14 ' '1^ 
 
 IT '!!*' 
 
 air pump is provided, for getting rid of the exhaust steam 
 from the engine, but as a rule this is not used, as on the 
 voyage the steam is exhausted into one of the surface con- 
 densers connected with the other machinery. 
 
 The refrigerators in which the liquid ammonia is evaporated 
 consist of seines of wrought iron tubes wound in such a 
 manner as to get the largest amou.nt of surface into the 
 smallest amount of space. There are two sets of coils, one to 
 each machine, but one of the sets is again divided into two in 
 order that the refrigeration of the passengers' provision rooms 
 can be carried on independently of the meat holds. The coils' 
 spacer are shown in the illustration. They are below the 
 meat holds, and are well insulated with wood and charcoal, in 
 order to prevent the passage of heat from the machine room, 
 which, owing to its position, becomes extremely hot in warm 
 weather. The holds and provision rooms are cooled by means 
 of currents of cold air produced by Blackman propellers, 
 driven by independent steam engines. These fans draw the 
 air from the holds and pass it over the coils in which the 
 liquid ammonia is being evaporated. In this way the air is 
 made to supply the heat required to evaporate the ammonia, 
 and in so doing it becomes cooled to an extent which depends 
 upon the quantity of air circulated. In actual practice about 
 ten degrees is a very usual reduction. The air is circulated 
 to and from the holds by wood trunks in the usual way. 
 
 J 1 ■: 
 
 hi 
 
 It is of course impossible to exaggerate the impor- 
 tance of the steering gear in a ship like the Teutonic. 
 The most elaborate precautions have been taken to 
 secure immunity from breakdowns. The arrangement 
 is novel in design, and covered by patents secured 
 by Messrs. Harland and Wolff. In its main features it 
 will be seen from the diagram, plate H, that it re- 
 
CHAP. XI.] MACHINERY OF ATLANTIC LINERS. 201 
 
 sembles a great horizontal spur wheel, 18 feet in 
 diameter, movable round the rudder head. This wheel 
 is connected to a tiller, keyed on the rudder head, by 
 arms, each of which is made up of a layer of flat springs. 
 The object of the springs is to take up the blow of a sea, 
 and so relieve the gear of the excessive shock to which it 
 would otherwise be subjected. The spur wheel is 
 worked by specially designed steam steering engines, 
 in duplicate. The tiller wheel and brake gear are all 
 built up of cast steel, and, in regard to strength and 
 workmanship, thoroughly in keeping with the rest of 
 the ship. 
 
 f!!:' 
 

 
 CHAPTEK XII. 
 
 THE MEN WHO HAVE MADE AND CONDUCT THE 
 ATLANTIC FERRY. 
 
 Turning now from the general doings of the great vessels 
 and lines, it will be interesting to recall the individuals 
 whose names have become for ever fixed in the pages 
 of maritime history, and of whom many have now 
 " gone down to rest." Among the first of these was 
 Sir Samuel Cunard, the founder of the great line now 
 bearing his name, who was born in Newfoundland in 
 November, 1787, and was there representing the great 
 East India Company in Halifax, when he was attracted 
 by the advertisement of the EngHsh Admiralty for the 
 mail service across the Atlantic. Shortly afterwards 'in 
 1838) he came to England, and having received an intro- 
 duction to, he met and consulted with Mr. Kobert Napier, 
 of Glasgow, who in turn introduced him to Mr. G. Burns 
 and Mr. David Maclver, which resulted in the line being 
 founded and the contract signed by the three names, 
 Samuel Cunard, George Burns, and David Maclver, and 
 was continued by the joint firms of Cunard, Burns, and 
 Maclver, until Sir Samuel's death in London on April 
 
 28th, 1865. 
 
 Mr. George Burns, who was associated with Mr. 
 Cunard, was born in the neighbourhood of Glasgow m 
 
 ONE OK THE F 
 
 va 
 
«akrfifc*lbA^lk 
 
 ■■ty^*T.#«fT 
 
 SIR SAMUEL CUNARD, BART. 
 
 H(»KN 1787, DIED 18C5. 
 
 ONE OK THE FOUNDERS OF THE CINARP LINE. .TOINT SIGNER OF FIRST ADMIRALTY 
 
 ^' 
 
 MAIL CONTRACT. 
 
Mi 
 mi 
 
 mm 
 
 
 li - t : 
 
 I'! .« 1,1 
 
 
 204 
 
 THE ATLANTIC FERRY. 
 
 [chap. XII. 
 
 t ; 
 
 the year 1795, and in 1818 commenced business as a 
 general merchant with his brother James in Glasgow. 
 A few years afterwards he took over a fleet of sailing 
 coasting vessels to Liverpool and elsewhere, and com- 
 menced with steamers to Belfast in the same year, 1824. 
 Following the usual course, steam was substituted on 
 the Liverpool line, and a fusion made with Messrs. 
 Maclver, of Liverpool. After the founding of the Canard 
 Line, Mr. George Burns resided in Glasgow, looking 
 after the interest of the line there, and also the ex- 
 tensive coasting trade, and eventually retired from busi- 
 ness in 1860, from which time up to his death he resided 
 at Wemyss Bay, on the River Clyde. In May, 1889, he 
 was created a baronet, and died the following year on 
 June 2nd, 1890, aged ninety-five years. 
 
 David MacIver, the other signatory to the contract 
 with the Admiralty for carrying the mails, was born in 
 Scotland in 1807, and was brought up in the office of 
 the American Consul in Greenock. Together with his 
 younger brother Charles he founded the well-known firm 
 in Liverpool of D. and C. Maclver, which took charge of 
 the Liverpool business of the Cunard Line, together with 
 their other services, and was successfully carried on by 
 them together until his death in 1845, aged only thirty- 
 eight years. 
 
 The other great name which must be associated with 
 this splendid enterprise was that of Mr. Robert Napier, 
 the engineer, who practically rendered the venture a 
 success, as his far-seeing judgment in designing and 
 using the best-known systems of marine engineering, 
 
 ONE OF THE K( 
 
 hi 1\ 
 
 J 'J 
 
SIB GEORGE BURNS, BART. 
 
 HORN 1795, DIED 1890. 
 
 ONE OF THE FOINDEKS OK THE C TN.VUD LTXE. JOINT SKiNER OK KIRST ADMIRALTY 
 
 MAIL CONTRACT. 
 
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 23 WEST MAIN STREET 
 
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 206 
 
 THE ATLANTIC FERRY. 
 
 [chap. XII. 
 
 L 4 
 
 prevented any breakdown or failures of machinery, 
 which would have damaged the reputation and success 
 of the line. He was born at Dumbarton on June 18th, 
 1791, and commenced business in May, 1815, by pur- 
 chasing a small blacksmith's shop in Glasgow. Some 
 years afterwards, in 1823, he made his first marine 
 engine for a Clyde steamer, and continued afterwards 
 making numerous engines for other boats down to 1839, 
 when he made the engines for the Atlantic steamer 
 British Queen, and also for the first four Cunard steamers, 
 the connection with that firm being then formed. 
 Amongst other noted vessels engined by him were the 
 old three-decker Duke of Wellington, the last of England's 
 wooden walls ; the second of the English armour-clads, 
 the Black Prince, built and engined by him, and other 
 famous vessels. He died on June 22nd, 1876, aged 
 eighty-five. 
 
 Amongst the names deserving a place on the roll of 
 honour connected with the Transatlantic Service is that 
 of Mr. E. K. Collins, the patrotic American who endea- 
 voured in the earlier days of the trade to secure for his 
 country a foremost place in the great steamship enter- 
 prises then just developing. 
 
 Mr. Collins was a native of Truro, Massachusetts, 
 where he was born on August 5th, 1802. He com- 
 menced his business career at the age of fifteen, in New 
 York City, and after a few years' service as junior, he 
 was engaged by a firm of West Indian merchants, and 
 was employed as purser — or, as it was then styled, 
 supercargo — on board the vessels, where he had occa- 
 
m 
 
 f-M 
 
 MR, DAVID MACIVER. 
 
 BORN 1807, DIKD 1845. 
 
 •IXAUD LINE. JOINT SKi.XEU OF FIRST ADMIRALTV MAM, lO.NTRAfT. 
 
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 208 
 
 THE ATLANTIC FERRY. 
 
 [chap. XII. 
 
 sionally some exciting adventures with the numerous 
 pirates then roving about those islands. 
 
 Some years afterwards, in 1822, he joined his father 
 in the general shipping and commission business, and 
 eventually became head of the firm, which he then com- 
 menced to develop extensively, first by putting fine full- 
 rigged sailing ships on the West Indian and Mexican 
 trade from New York ; and later, in 1836, by establish- 
 ing the splendid service of sailing packets between New 
 
 MR. ROBERT NAPIER. 
 INTRODUCKR OF SIDE-LEVER ENGINES. BORN 1791, DIED 1876. 
 
 York and Liverpool, known as the Dramatic Line, on 
 account of all the vessels having theatrical names, such 
 as the Shakespeare, Garrick, etc. A noted departure in 
 these fine vessels, besides their superior internal fittings, 
 was the total abandonment of the fine-lined vessel having 
 
 chap. XII. 
 
CHAP. XII.] MEN WHO HAVE MADE THE ATLANTIC FERRY. 209 
 
 a sharp rise of floor, and the substitution for it (against 
 the opinions of the noted New York shipbuilders) of 
 the flat-floored form of hull. 
 
 MR. E. K. COLLINS. 
 FOUNDER OF THE COLLINS LINE. BORN 1802, DIED 1878. 
 
 Like the other owners of the Transatlantic sailing 
 liners, Mr. Collins watched with keen interest the work- 
 ing of the earlier British Atlantic steamers, and having 
 
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 210 THE ATLANTIC FERRY. [cHAP. XII. 
 
 satisfied himself that they would prove rivals to the 
 sailers, he endeavoured at an early date, but without 
 any success, to induce the United States Government to 
 assist in promoting a line of American-built and owned 
 steamers, so as to be available for naval service. 
 
 His early appreciation of the utility of steamers was 
 fully shown by a conversation he had with some friends 
 on board one of his own sailers early in 1B41, when 
 seeing the ill-fated President steam past, he declared 
 " that he would do his utmost to promote a line of 
 steamers to cross to Liverpool in ten days." But as 
 already noted, owing to the delay of the United States 
 Goyernment, it was not until 1847, when the Act was 
 passed by Congress, that he was in a position actually to 
 commence the formation of the steamship line bearing 
 his name, and which two years afterwards, in 1849, com- 
 menced with the Atlantic, Arctic, Baltic, and Pacific. 
 
 Upon the withdrawal of the steamers early in 1858, 
 he turned his attention to other matters, and died in 
 New York in January, 1878. 
 
 Mr. William Inman, the founder of the line now 
 bearing his name, was born at Leicester on April Gtli, 
 1825, and was son of Mr. Charles Inman (a partner in 
 the firm of Pickford and Co., the carriers), who having 
 retired from that firm, came to Liverpool. Here his son 
 William completed his education, and eventually became 
 a partner in the firm of Eichardson Brothers, in conjunc- 
 tion with whom he first promoted the steamship service, 
 which he afterwards made so famous. This he success- 
 fully conducted until his death, in his fifty-sixth year, 
 
FOUNDER OF INMAN LINE. BORN 1825, DIED 1881. 
 
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212 
 
 THE ATLANTIC FERRY. 
 
 [chap. XII. 
 
 
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 at Upton, his Cheshire residence, on July Srd, 1881, 
 shortly after the launch, and before the advent of, 
 the beautiful City of Rome, the last vessel ordered by 
 him. 
 
 Mr. Stephen Barker Guion, the founder of the Guion 
 Line, was of American birth, and came to Liverpool, 
 about the year 1851, in connection with the steerage 
 passenger trade of the Black Star Line of sailing ships, 
 which he extensively developed. After a short con- 
 nection, as agent, with the Canard Company for the 
 purpose of working up the steerage passenger traffic, 
 followed by a similar connection with the National Line, 
 he founded his own line in 1800, and successfully carried 
 it on until shortly before his death. This took place on 
 December 19th, 1885, in his sixty-sixth year, at Liverpool, 
 where he was widely known and respected, having occupied 
 several public positions with great credit and ability. 
 
 Mr. Charles MacIver was born in Glasgow in the year 
 1811, and was early connected with his brothers in the 
 shipping business, and on the death of his brother David 
 he retained the sole management of the Liverpool branch 
 of the line, which he conducted very energetically, the 
 vessels of the Cunard Line being generally known in 
 Liverpool as MacIver' s boats. During the early days of 
 the volunteer movement he raised a corps amongst the 
 Cunard Line staff in Liverpool, and became colonel of it. 
 In 1882 he retired from the line, not being in unison 
 with his co-directors as to the future working of the 
 concern, which was then feeling the rivalry of the other 
 lines, and died a few years afterwards, in 1885, a 
 
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 FOUNnER OF (JL'IOX LINK. HOIIN 181!), DIED 1885. 
 
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 214 
 
 THE ATLANTIC FERRY. 
 
 [ciiAr. XII. 
 
 seventy- four, at Malta, where he, for some time pre- 
 viously, had been in the habit of spending the winter. 
 
 Sir William Pearce was born at Brompton, near 
 Chatham, on January 8th, 1833. He was trained 
 in the Government service at Chatham, and from there 
 he passed to the Clyde and assumed the management 
 of Napier's Yard ; but after a few years he took a position 
 at Fairfield, where, in 1870, in conjunction witii the 
 relatives of John Elder, then deceased, he originated 
 the firm of John Elder and Co., of which he became 
 sole partner in 1878. It was just prior to this that he 
 con^menced the more extensive ventures of ocean 
 navigation with which his name has become associated, 
 since when he has built upwards of 200,000 tons of 
 shipping, of nearly 300,000 horse-power, and over 
 ^7,000,000 sterling in value, amongst which may be 
 mentioned the Arizona, built for the Guion Company, 
 after the model and designs of the White Star boats; 
 and also the Alaska and Oregon, vessels that for speed 
 were only surpassed by his later achievements, the Etruria 
 and Umbria. and later on by the new Inman and White 
 Star liners from the yards of other noted firm«. 
 
 Concurrently with this, he constructed the entire Atlan- 
 tic fleet of the North German Lloyd's, which includes seven 
 of the fastest ocean-going continental steamers afloat. 
 
 His great capacity for work, and his ceaseless energy, 
 coupled with exceptional powers of management, and 
 judgment in the selection of men, have resulted in the 
 creation of a vast ship-producing organization, which 
 accomplished the extraordinary feat of constructing an 
 
I^^^^^^fli^iaatai 
 
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 CUNARD LINE. BORN 1811, DIED 1885 
 
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 210 THE ATLANTIC FERnV. [('HAP. XII. 
 
 Atlantic liner of .5,000 tons in the incredibly Hhor* Bpac« 
 of ninety-eight workinfj; days. He was elected the first 
 member of the nowly-created constituency of the Govai 
 Division of Lanarkshire in 1885, and again in 18H(ji 
 having previously contested Glasgow in the Conservutivi 
 interest in 1880. He was chairman of the Guion Steam 
 ship Company and of the Scottish Oriental Steamslii} 
 Company. He was created a baronet in 1887, and died 
 in London, December 18th, 18H9. 
 
 Mr. T. H. IsMAY, the founder and managing director 
 of the White Star Line, was born at Maryport in the 
 year 1837, and came to Liverpool, in 1852, as an appren- 
 tice' to the shipping firm of Messrs. Imrie, Tomlinson 
 and Co. On completion of his term with them, he pro- 
 ceeded to the west coast of South America in a sailinc: 
 ship, the direct steam service then not having been estab- 
 lished. On his return he joined, as junior partner, in 
 1860, the firm of P. Nelson and Co., and in 18G4 became 
 one of the directors of the National Line, then enjoying 
 great prosperity. Afterwards, in 18()(>, he acquired the 
 business of the famed White Star Line sailing fleet to 
 Australia, having i)reviou8ly commenced business on his 
 own account. 
 
 In 1869 he formed the White Star Line of steamers, 
 and in 1870 was joined by Mr. Lnrie,' one of his present 
 partners, who was son of the senior partner of the firm 
 in whose office he served his articles. Since then he has 
 
 ^ Since this was written his retirement from the firm has been 
 announced, although still retaining his entire interest in and 
 position of Chairman of the "White Star Line. 
 
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 FOUNDER OF WHITE STAR LINE. BORN 1837. 
 
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 218 
 
 THE ATLANTIC FEURY. 
 
 [chap. XII. 
 
 steadily aimed at and succeeded in making his famous 
 line of steamers the head of the great shipping concerns 
 of Great Britain and has also found time to become a 
 director of the Koyal Insurance Company, and of the 
 London and North Western Railway Company ; the Chair- 
 manship of which was recently offered to, but declined by, 
 him. He has also served on several Royal Commissions, 
 en which his extensive experience proved useful. 
 
 Not the least important point '^f his career was the 
 propounding of the excellent arrangements in 1878 
 (when the general designs and arrangements of the 
 Teutonic and Majestic were first worked out), l)y which 
 the Government was enabled by a prpcticabl'j and 
 reasonable agreement, lo directly connect the fastest 
 steamers of all the great lines with the Royal Navy, for 
 service in time of war, though they w^ere not atied 
 upon until some years later in 1887. Another pleasing 
 record is the handing over of the sum of 4^20,000, as a 
 nucleus for a fund for the support of aged and indigent 
 merchant seamen, to commemorate the occurrence of 
 his fiftieth birthday in the jubilee year of her Majesty, 
 Queen Victoria, in 1887. 
 
 Mr. James Spence, the senior and respected partner 
 in the well-known firm of Richardson, Spence and Co,, 
 was born in the north of Ireland in 1829, and received 
 Lis early training in Philadelphia, under his ancle, Mr. 
 Clarke, who was one cf the partners in the firm of 
 Richardson, Watson and Co., of that city. This firm 
 then owned an excellent line of packet ships, trading 
 between that port and Liverpool, the agents or con- 
 
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 INMAN AND INTERNATIONAL UNE, BORN 1829. 
 
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220 
 
 THE ATLANTIC FERRY. 
 
 [chap. xn. 
 
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 signees in the latter port being Messrs. Richardson 
 Brothers, which later on commenced the line now known 
 as the Inman. 
 
 In 1854 Mr. Spence retm-ned to England, and founded 
 his now well-known house, in connection with Messrs. 
 Thomas Richardson and Co., of New York and Phila- 
 delphia. In 1872 they became agents and managers in 
 Europe for the American Steamship Company, better 
 known as the American Line to Philadelphia, which 
 still continues successfully under their able management. 
 
 In 1885 a further extension of his firm took place, in 
 the acquisition of the business of the Inman Line, which 
 had been absorbed by the International Company of 
 America. This important accession was mainly carried 
 through by his partner, Mr. Edmund Taylor, who had 
 previously been with the old firm of Richardson Brothers, 
 and who had been associated with Mr. Spence from the 
 commencement as manager and partner. 
 
 Besides the extensive business of his firm, Mr. Spence 
 also finds time to devote to the important Bank of Liver- 
 pool, of which he is one of the managing directors. 
 
 Sir Edward James Harland, Bart., the head of the great 
 shipbuilding and engineering firm at Belfast, is a native 
 of Scarborough, where he was born in 1831. After 
 spending a ""ew years at college in Edinburgh, he was 
 apprenticed in 1816 to the firm of Robert Stephenson 
 and Co., Newcastle-on-T3aie, who were extensive builders 
 of locomotives, and also marine and land engines. Upon 
 the completion of his articles, he entered the drawing 
 office of Messrs. J. and G. Thomson, Glasgow, where he 
 
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 OF MESSRS. HARLAN'n AND WOLFF, HELFAST. BORN 1831. 
 
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222 
 
 THE ATLANTIC FERRY. 
 
 [chap. XII. 
 
 
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 was engaged until 1853, when he took over the manage- 
 ment of a shipbuilding yard in Newcastle-on-Tyne, be- 
 longing to Messrs. Toward. After being there for a 
 short time, he was offered a similar post in the Belfast 
 shipyard, then owned by Messrs. Robert Hickson and 
 Co., which he accepted towards the end of 1854. 
 
 In the year 1858 the owner retired, and he became 
 proprietor of the concern himself, and built his Urst 
 vessel, the steamship Venetian (until recently the African 
 Steamship Company's steamship Landana) for Messrs. 
 Bibby, of Liverpool, which he launched early in 1859. 
 Soon afterwards, in 18G0, he was joined by his present 
 P9,rtner, Mr. Wolff, and since then the firm has achieved 
 world-wide fame, and gradually grown, until it is now one 
 of the most important and extensive in the world. 
 
 In 1885 Sir Edward Harland was elected Mayor of 
 Belfast, and had been previously for some years Chair- 
 man of the Harbour Board, and was created a baronet 
 of the United Kingdom in the year 1885. Some time 
 afterwards, in 1889, he was elected Member of Parlia- 
 ment for one of the divisions of the city. 
 
 The extensive business of which he is the head is still 
 ably carried on by the other partners, Messrs. Wolff, 
 Wilson and Pirrie ; the two latter of whom were 
 amongst the first pupils trained by the firm. 
 
 Mr. James R. Thomson, the present managing director 
 of the great Clydebank establishment, was born in 
 Glasgow in the year 1844, and received his training in 
 the shipyard of his father and uncle, James and George 
 Thomson, then situated between Glasgow and Govan. 
 
 ^ 'I 
 
MR. JAMES R. THOMSON. 
 Of MESSRS. J. AND G. THOMSON, SUIPBLinOERS, GLASGOW HORN 1844. 
 
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 224 THE ATLANTIC FERRY. [cHAP. XII. 
 
 He joined the firm as partner in the year 1868, and 
 has since continued to guide its course in the same 
 satisfactory way as his predecessors, assisted by his 
 brother, Mr. George P. Thomson. 
 
 Amongst the notable merchant vessels built by them 
 may be mentioned the Russia, Servia, and Aurania for the 
 Cunard Line ; the high-speed America for the National 
 Line ; the City of New York and City of Paris for the Inman 
 Line; and the Friesland for the Red Star Line of Antwerp. 
 
 In addition to these, this extensive establishment has 
 of late years turned out some noted warships, such as 
 the Reina Regente, El Destructor, Chizoda, and others for 
 foreign governments ; and the Ramillies, Terpsichore, 
 Thetis, and others for the British Government. 
 
 Another of the noted engineers, indirectly connected 
 with the Transatlantic trade, who have left their mark, 
 is Mr. John Elder, to whom belongs the honour of 
 being the first to introduce successfully the compound, 
 or double expansion engine. He was born at Glasgow 
 on March 8th, 1824, and received his technical training 
 in the shops of Mr. Robert Napier. 
 
 After working for a short time in some shops in Eng- 
 land, he returned to Glasgow, and joined the firm of 
 Randolph and Cunliffe, afterwards known as Randolph, 
 Elder and Co., and supplied the first compound engine 
 to a paddle steamer, named the Brandon, in 1854. 
 
 Some years later, in 1868, he became sole owner of 
 the establishment, and changed the firm to John Elder 
 and Co., under which style it has turned out some of the 
 well-known vessels of to-day. 
 
■ ■ ■ ■ . . , !«! 
 
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 MR. JOHN ELDER. 
 INTRODUCER OF COMPOIM) KNOINKS. HORN 1824, PIED 1869. 
 
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 226 
 
 THE ATLANTIC FEIIIIY. 
 
 [('IIAP. XII. 
 
 The following year, 1809, he died in London at thf 
 early age of forty-live, leaving a large fortune to his 
 widow, who has generously applied it to promote the 
 science of nav.^l architecture and engineering, to which 
 her husband personally contributed so much. 
 
 Amongst the numerous Clyde engineers who have 
 won for themselves a distinguished position must be 
 mentioned Mr. Alexander C. Kirk, LL.l)., to whom 
 belongs the -honour of having made the now universally 
 adopted triple expansion engine a practical success. 
 
 Mr. Kirk is a native of Forfarshire, and was born in 
 1830. He received his technical training at the works 
 of Eobert Napier. Afterwards he entered the service of 
 Messrs, Young, ]\Ieldruni and liinny in iheir paraffin 
 oil works, and when there, had his attention turned to 
 the want of an effective means to maintain a low tem- 
 perature throughout the summer months, which was 
 required to extract the solid paraffin. 
 
 After careful study and experimenting, he eventually 
 succeeded in producing the first successful refrigerating 
 machine, afterwards developed by Bell, Coleman, and 
 others. 
 
 In 1870 Messrs. John Elder and Co. appointed him 
 manager of their engineering works, from which time lie 
 has heen directly connected with marine engineering. 
 In 1874 he designed and had built the first large triple 
 expansion engines for the steamship Propontis, but owing 
 to the failure of the boilers they were not successful. 
 
 Some years later, owing to the great improvements 
 made in the manufacture of the ordinary marine boilers, 
 
CHAP. XII. 
 
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 INTUOI)L(,i;i{ OK TUlIM.i: ICXPANSIO.N KNGI.NKS. IIOU.N 18: 
 
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228 
 
 THE ATLANTIC FERRY. 
 
 [chap. XII. 
 
 CHAP. XII, 
 
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 which enabled higher pressures to be carried, he again 
 turned his attention to the triple expansion system, and 
 in 1881 produced the steamship Aberdeen, which was a 
 complete success, and was soon followed by others ; so 
 that, although triple engines had been previously made by 
 the Ouseburn Engine Works, and the system also used 
 by Messrs. Perkins, it is to Dr. Kirk that the credit 
 must be given of being the first to make them a practical 
 success. In 1877 he joined his present firm of Messrs. 
 R. Napier and Sons, Glasgow, as senior partner. 
 
 Of the superintending engineers who are responsible 
 for the machinery of these great vessels, it is interesting 
 to note that the first gentleman to occupy this important 
 post in any of the regular lines was Mr. Robert Thomson, 
 who was engineer to the Cunard Line under the regime 
 of Messrs. D. and C. Maclver from the commencement, 
 until his death in October, 1871. Mr. Thomson was 
 born at Partick, Glasgow, in 1811, and served his 
 apprenticeship with a firm of millwrights and engineers 
 named Graham, Wellington and Co. Afterwards he 
 commenced his sea service on one of the early steamers, 
 named the Oommodore, trading between Glasgow and 
 Liverpool, from which he joined the Cunard Line. On 
 his death, in 1871, he was succeeded by his assistant, 
 Mr. Logan, who occupied the position until his death 
 in 1885. Mr. Logan was succeeded by the present 
 superintendent engineer, Mr. James Bain, who was 
 appointed to the post from Lloyd's Registry, in 
 which service he was engaged as engineer surveyor. 
 
CHAP. XII.] MEN WHO HAVE MADE THE ATLANTIC FERRY. 229 
 
 His earlier training was received at Glasgow, where 
 he was apprenticed to Messrs. R. Napier and Co., from 
 whence he joined the Cunard Company as sea-going 
 engineer. Afterwards, in 1872, he joined the White 
 Star Line, then hringing forward its new style of hoats, 
 in which he sailed as chief engineer until appointed to 
 Lloyd's in 1875. 
 
 The first superintendent engineer of the Inman Line 
 was Mr. Douglas Hehson, who has long heen known in 
 Liverpool, where he carried on an extensive practice as 
 consulting engineer. After occupying the post for a few 
 years, he resigned, and was succeeded, in the year 
 1864, hy Mr. John Purves, who had been assisting him 
 for some years previous. Mr. Purves was a native of 
 Leven, Fifeshire, and received his training in the shops 
 of Messrs. P. and W. Hawthorn. He occupied the post 
 down to the year 1880, when he was succeeded by Mr. 
 T. F. Irwin, and died soon after at Liverpool, in 1884. 
 After a few years Mr. Irwin, having entered into private 
 practice as consulting engineer in Liverpool, was suc- 
 ceeded by Mr. George Allibon, who retained the post 
 until his death in 1885, when the present superintendent 
 of the line, Mr. J. S. Doran, of New York, assumed the 
 duties, having been for some years superintendent of 
 the Eed Star Line, which at that time took over the 
 undertaking. 
 
 The well-known superintendent engineer of the Allan 
 Line, Mr. William Wallace, is a native of Greenock, 
 where he received his training in the shops of the 
 Caledonian Eailway and Messrs. Caird. On completion 
 
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 230 THE ATLANTIC FEUIIY. [ciIAP. XII. 
 
 of his apprenticeship he entered the shops of Mchsi-h. 
 TuUoch and Denny, of Dvunharton, and afterwards came 
 to Liverpool to look after the engine department of tlie 
 line some years after its commencement, and has since 
 continued in the same position, where he has won for 
 himself well-deserved reputation. 
 
 The other great line, the White Star, has its engineer- 
 ing department under the superintendence of Mr. S. 
 Gordon Horsburgh, who has occupied the post almost 
 since its creation. He is a native of Dundee, and was 
 apprenticed in the engineering works of Messrs. J. and 
 G. Thomson, of Clydebank, Glasgow, after leaving which 
 he served as sea-going engineer in the service of Messrs. 
 Bibby, of Liverpool, and was from that line appointed 
 to his present position in 1871. Since joining this 
 famous service he has been most successful in helping 
 to sustain the splendid reputation of the line, and by so 
 discharging his onerous duties as to deserve the con- 
 fidence and esteem of everyone coming in contact with 
 him. 
 
 On tlie commencement of the Guion Line, the charge 
 of the engine department was placed under the super- 
 intendence of Mr. Jordan, who was responsible for the 
 vessels during construction until after the building of 
 the Montana and Dakota. He continued in iho p.titi n 
 until the year 1876, when he resigned, and was suc- 
 ceeded by the present superintendent, Mr. J. G. Hughes, 
 since when the noted vessels, Arizona, Alaska, and Oregon 
 have be«^:) codded to the fleet. 
 
 
 .■ft'. 
 
CHAPTEK XIII. 
 
 EAIILIEII EVENTH. 
 
 TL'nNiN(. now to a general review of the various in- 
 teresting incidents of the great Atlantic trade during 
 the last fifty years, no hetter record can he ohtained of 
 the earlier events than those puhlished from time to 
 time by the various Liverpool and New York newspapers 
 iiiid journals. 
 
 As an instance of the earlier newspaper notices of 
 steamboats, it may be well to refer to a page from the 
 "Agricultural Magazine" for November, 180B, hi the 
 autlior's possession, which gives the following under its 
 notice of " Manufactures and Useful Arts : " — 
 
 '^ All Account of Mr. Sijminritou's Ncn: Steam Boat — 
 Several attempts have been made to apply the force 
 of steam to the purpose of propelling boats in canals, 
 and there seems to be no reason to think the under- 
 taking by any means liable to insuperable difficulties. 
 Mr. Symington appears already to have had considerable 
 success, and the method that he has employed for making 
 a connection between the piston and the wattr-wheel, is 
 iitlGnded with many advantages. 
 
 " By placing the cylinder nearly in a horizontal 
 position, he avoids the introduction of a beam, which 
 has always been a troublesome and expensive part of 
 the common steam engines : the piston is supported in 
 its position by friction wheels, and communicates by 
 means of a joint with a crank, connected with a wheel, 
 
 i,iwi:i' ' W 
 
232 
 
 THE ATLANTIC FLRRY. 
 
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 [chap. XIII. 
 
 which gives the water-wheel, by means of its teeth, a 
 motion somewhat slower than its own ; the water-wheel 
 serving also as a fly. The steam engine differs but little 
 with respect to the condensation of the steam, fro?n those 
 of Boulton and Watt now in general use : there is ai 
 apparatus for opening and shutting the cc^ks at plea- 
 sure, in order to :'e«^'erse the motion of the boat whenever 
 it may be necessary. Tho water-wheel is situated in a 
 cavity near the stern, and in the middle of the breadth 
 of the boat, so that it becomes necessary to have two 
 rudders, one on each side, connected together by rods, 
 whi<5h are moved by a winch near the head of the boat, 
 so that the person who attends the engine, may also 
 steer. It has been found most advantageous to have a 
 very small number of float boards in the water-wheel. 
 ( " Another material part of the invention consists in 
 the arrangement of stampers, at the head of the boat, 
 for the purpose of breaking the ice on canals, an opera- 
 tion which is often attended with great labour and 
 expense. These stampers are raised in succession by 
 means of levers, of which the ends are depressed by the 
 pins of wheels, turned by an axis communicating with 
 the water-wheel. 
 
 '* Mr. Symington calculates that a boat capable of 
 doing the work of twelve horses, may be built for eight 
 or nine hundred pounds. An engine of the kind has 
 been actually constructed at the expense of the pro- 
 prietors of the Forth and Clyde Navigation, and luder 
 the patronage of the Governor, Lord Dundas : it was 
 tried in December (1801), and it elrew three vessels, of 
 from 60 to 70 tons burden, at the usual rate of two 
 miles and a half an hour. Mr. Symington is at present 
 (July 1802) employed in attempting still further im- 
 provements, and when he has coDipleted his invention, 
 it may, perhaps, ultimately become productive of very 
 extensive utility. 
 " Ocioher 18, 1803. 
 
 " W." 
 
 CHAP. VTi 
 
HAP. XIII. H CHAP. VTii.] 
 
 EARLIER EVENTS. 
 
 233 
 
 This is interesting as being one of the first notices of 
 steamboats. 
 
 But in former days the most interest svas aroused when 
 any accident occurred which delayed the arrival of the 
 steamer at the appointed time; the nature of the in- 
 tensity of this excitement may be judged from the deep 
 feeling expressed in an article in the " New York Herald " 
 on the reception of the news of the safety of the Collins' 
 Line steamer Atlantic, which had been long overdue at 
 that port, owir.g to the breakage of the paddle-shaft, 
 which had compelled her to put back to Queenstown 
 Harbour instead of going on, and as no telegraph cables 
 then existed, the news was not received in New York 
 for a considerable time afterwards. 
 
 " The fate of the Atlantic [Collins Line), account of her 
 siifeti/.'— By the arrival of the steamship Africa at' this 
 port, on Saturday, the 14th, we received the most welcome 
 and gratifying intelligence that it has ever been our 
 pleasure to place before our readers, namely, the safety 
 of the steamship Atlantic. We congratulate our readers 
 and the community at large on the receipt of this wel- 
 come intelligence. The Atlantic, it seems, experienced a 
 similar accident to that which the steamship Niagara, of 
 the Cunard Line, met with about a year ago, and which 
 disabled her on her trip to New York. Now, having 
 made this joyful announcement, let us describe, if we 
 can the sensation which the arrival of the Africa, and 
 the expectation of her bringing intelligence of the Atlantic, 
 created in New York and vicinity. No sooner were her 
 guns heard in the city, than hundreds, and we may say 
 thousands, of our citizens rushed to the Battery and to 
 
 ' Livavpool "Albiou," March 10th, 18r)l (from the "New York 
 Herald"). 
 
 I! 
 

 >f' 
 
 It ' 
 
 '1'/" 
 
 234 
 
 TTIK ATT-ANTIC FKlllfY. 
 
 \vu.\v. xirr. 
 
 ^-^ ■( 
 
 all the docks on the nortli river from the depot of the 
 Collins' Line of stciiniHhips to Castle (4arden, to iiscertaiii 
 whether the Atlantic had heen heard from. They were 
 tnntali/.ed hy the reports of the Africa's ^uuh, as they 
 were lired, one after another, for upwards of an hour, 
 and many an eye was strained in lookinj? for the l)lut) 
 and red lights, the si^nials of the vessels of tlie Collins' 
 Line. At len«,4h a steamship was seen approaehinj^' the 
 city from (,)uarantine ; hut the signals which she bore 
 were not those of the Atlantic or any vessel of the Collins' 
 Line. Mhit if this is not tlu^ Atlantic it must be tlie 
 Africa, and she will, no doubt, hrin«;- some intelligence of 
 the Atlantic' argued the more intelligent of the anxious 
 muhitude. It was the Africa; and as she came up the 
 bay. liring gun after gun, it was believed by the tlion- 
 saiuls on the look-out that that vessel would'not expeH<l 
 so much powder to announce her own arrival only. 'It 
 must be that the Africa brings good news of the Atlantic, 
 or she would not lire so many guns,' said the nniltitude. 
 ' ^yhat can it mean, what is the object of this unconmiou 
 tiring ? ' was the inquiry on every side, and the resi)onse 
 was, * The Atlantic is safe ; the Atlantic has been lieard 
 from ' Soon the Africa approached her dock ; l)ut she 
 did not move half fast enough to satisfy the impetuosity 
 of the thousands who felt as if every moment was an 
 hour until her ariival. At length the Africa reached her 
 wharf in Jcrsfy City, and when she got within hailing 
 distance one of the oilieers ascended the paddle-box and 
 with his trumpet announced, ' The Atlantic is safe ; she 
 has put into Cork with a hroken shaft.' A shout of 
 rejoicing at once went up, which made the welkin ring, 
 which was continued for several minutes. During all 
 tliis time the crowd grew larger, while many of those 
 who heard the glad news ran home to tell it to their 
 families and friends. 
 
 " Jiut what shall we say of the excitement which the 
 account of the safety of the Atlantic created in New York, 
 and especially in the lower part of the city ? No sooner 
 
CHAP. xiri. 
 
 dlAI'. Xlll.] 
 
 KAIU.IKI! KVICNTS. 
 
 235 
 
 were tlie (j;nnH of tlio Africa heard than every one living 
 on tlio nortli Hide of tiie city hurried to the doekH in the 
 iioiKlihourhood of tlie north rive)-, and eagerly Houfrht for 
 any information concerning; this favourite ve.ssel. Tlie 
 imhlication olHce of tliis [)ai)er was crowded to such an 
 extent that it wan with <,'reat difficulty the gentlemen 
 connected with the estahlishinent could find a way of 
 iii^n-cHs or egreSH. From our estahlinhment the excite- 
 iiuint waH carried to iill parts of the city. ' The Atlantic 
 is safe ' was^ amiounced from the stages of the different 
 theatres. The performances were temporarily suspended 
 in those places of amusement by the cheering which 
 (iiBued : sind out of doors the welcome intellig(jiice was 
 iniKscd from person to person, that ' the Atlantk is safe,' 
 until every one in the city was acquainted with the 
 ^jnititymg intelligence. We confine ourselvcis within the 
 hniits of truth and fact, when we say that every man, 
 woman, and child in our great metropolis went to bed' 
 last night with ji * thank (Jod ' on their lips that the 
 Atlantic was safe." 
 
 Notwithstanding that the iron hulls for vessels were 
 altogether adopted by the Inman Company from the 
 inauguration of the line, it would appear that the 
 Lords of the Admiralty had not in 1852 awakened to 
 their advantag-s, as the "Times" of January, 1852, 
 commenting on the matter, had the following :— 
 
 " Ivnn V. WomL—k general impression prevails that 
 the Admiralty prohibition of the use of iron for mail 
 contract steamers, which has thus far cost so manv 
 siienfiees, is intended hencefortli to be abandoned. 
 llie change, however, seems likelv to be made with 
 leluctance, and without any open and creditable ac- 
 knowledgment that the public have all along been in the 
 right and the (xovernment in the wrong. The mode in 
 which this acknowledgment is avoided is bv the insprtJnn 
 ui ii clause, whenever notices for new tenders are issued, 
 
 tljlli • ■ ■ 
 
 ill:'" 
 
 P: 
 
 I: 
 
 ill! I 
 
1^ t» ,. • 
 
 It I ? ' 
 
 236 
 
 THE ATLANTIC FERRY. 
 
 [chap. Xin. ■ CHAP. XIII 
 
 i\ ■ 
 
 '■'.I 
 
 »•; ^ 
 
 \ ' ,« 
 
 
 
 , r 
 
 11. ;> 
 
 'hi 
 41: 
 
 i::'[^ 
 
 J ' f * . 
 N't-. ; 
 
 to the effect that the vessels are to be of wood, but that 
 the parties to the competition may state what deduction 
 they will make upon being allowed to substitute iron. 
 In this way, it is understood, the last two new contracts 
 have been managed, so as to admit of a quiet and, as 
 it were, unacknowledged departure from the old rule. 
 There is no admission that iron is the best material, and 
 it is made to appear, in fact, as if it were somethinj,' 
 inferior, which might be put up with on account of its 
 cheapness. The Admiralty, however, would probably 
 themselves be sorry to admit that mere economy has 
 anything to do with the matter. Safety of life and 
 cargo, and efficiency as regards speed and all the other 
 attributes of a good vessel, are the first things to be 
 looked to, and economy can only be a recommendation 
 when it is superadded to them. By adopting iron on 
 the latter ground the Admiralty, therefore, virtually 
 show that they hold it to be superior to the former. 
 With regard to the necessity of postal vessels being built 
 of wood to enable them to resist shot and to be turned 
 into war steamers, the recent contracts for Australia and 
 the African coast indicate that this point has been 
 abandoned. Apart from the fact that speedy communi- 
 cation with our colonies would be more than ever 
 necessary during war, the Government may at length 
 have recognized that the condition essential, above all 
 others, with respect to vessels performing such a service 
 is, that they should be of a material that would enable 
 them by their speed almost to defy capture, and that 
 would at the same time, in case such a loss should occur, 
 prevent them from being of any use to the enemy. 
 Hitherto the very opposite principle has been acted upon. 
 The vessels have been rendered slow by the peculiar 
 build and material requisite to adapt them to war 
 purposes, while this adaptation causes them to assume a 
 character which would constitute them valuable prizes 
 that might be turned at once into weapons of oli'ence 
 against us." 
 
 measurer 
 
CHAP. XIII.] EARLIER EVENTS. 237 
 
 At the same time the interest in the contest between 
 the screw and paddle steamers began to be aroused, 
 and the doings of each came to be duly advertised, as 
 instanced by advertisements in the Liverpool "Albion" of 
 April 26th, 1852, under the headings "Screw Steamship, 
 City of Manchester," and " Paddle-Wheel versus Screw 
 Steamers." 
 
 " The Screw Steamship City of Manchester. — The Liver- 
 pool and Philadelphia Steamship Company's steamship 
 City of Manchester, Captain Kobert Leitch, arrived in the 
 Mersey, from Philadelphia, at nine p.m., on Friday, the 
 l()th, with seventy-seven passengers and a very full 
 cargo. An opportunity for comparison has offered on 
 this voyage between screw and paddle steamers, both to 
 tlie westward and eastward. On her outward voyage, 
 she left Liverpool exactly twelve hours before the 
 Royal Mail steamship Niagara, and delivered her letters 
 in Philadelphia on the same day, they having gone 
 the whole distance by water, and the Niagara's mails 
 havmg been sent from Boston by railway. On the 
 homeward passage, the City of Manchester brings three 
 days later Philadelphia newspapers and letters than 
 the Niagara, and entered the Mersey exactly three 
 (lays after her. The passages, both outwards and home- 
 wards, being, as nearly as possible^ at the same rate of 
 speed ; if anything, in favour of t)ie City of Manchester. 
 The City of Manchester had 1,100 tons of cargo, weight 
 and measurement on board on her arrival at Phila- 
 delphia ; and had 1,200 tons weight of cargo on board 
 on her arrival at Liverpool, the Niagara coming home in 
 ballast. According to Government returns, the Niagara 
 is a paddle steamer of 1,850 tons builder's measurement, 
 1,008 tons register, and 750 horse-power. The City 
 of Manchester is a screw steamer of 2,125 tons builder's 
 measurement, 1,309 tons register, and 350 horse-powe.:. 
 
 Ill: 
 
 !! 'I !:i!i|ll!!iH 
 I 
 
 : 
 
 u 
 
 iiii 
 
 
 iii 
 
 !l&i!r' 
 
238 
 
 THE ATLANTIC FERRY. 
 
 [chap. XIII. H CHAP. XII] 
 
 Paddle-Wheel rer.siiH Screw Steamers. 
 
 As even sailing' tsliips, under favourable eireuinstances, may, tnice 
 in a time, 3qual the speed of the best ocean steamers, sd is it ([uite 
 possible for any lar^e-sized si-rew, of even small engine-powei', to ilo 
 almost as much once in the twelve mouths ; but "an opportunity for 
 comparison has (ttl'ered on other voyanes (besides the one noted iiliovc) 
 between screw and paddle steamers, Itoth to the eastward and we^t- 
 ward," as the fidlowin^' statement ot the passa<>;es of the ("unanl 
 steamers and the Liverpool and I'hiladelpnia .sririrs very iijaiiilv 
 illustrates : — 
 
 PASSAGES TO THE WESTWAllD. 
 
 ■\^^^ 
 
 
 
 I, 
 
 hi 
 
 > T 
 
 €iti/ of Glas<j()ii- . 
 
 Africa . . . , 
 
 Citji of Glasgoir . 
 Europa. . . . 
 (. '//// of Glasfioiv , 
 Asia. . . . . 
 
 L'ifi; of Glasffoir . 
 Africa .... 
 C 'itij of Munvhcsto' 
 Euroi)a. . . . 
 at If of Glasffov . 
 Asia 
 
 (. 'it II of Ma H i'h csfc) • 
 Africa .... 
 Cif;/ of Glasgoic . 
 Nia^'ara . . . 
 Git 11 of McDichcster 
 Africa .... 
 
 Philadelphia. 
 
 New "^'ork . 
 
 Philadelphia. 
 
 J>o■^ton. 
 
 Philadelphia. 
 
 New "^'ork . 
 
 Philadelphia. 
 
 New York . 
 
 Philadeli>hia. 
 
 liOStOU . . . 
 
 Philadelphia. 
 New Vork 
 Philadelphia. 
 New York . 
 ]Miiladel})hia. 
 New York 
 Philadelphia. 
 New Y'oik . 
 
 1850. 
 Dec. U 
 
 Dec. 7 
 
 INol. 
 Feb. 12 
 Feb. lo 
 April 1(5 
 April 12 
 June 18 
 -June 21 
 dulv 2(5 
 .lulv 2(5 
 An-. 
 A no'. 
 Sept, 
 Sei)t. 
 Oct. 
 ( )ct. 
 Nov. 
 Nov. 
 
 13 
 1(5 
 17 
 13 
 
 8 
 
 11 
 
 o 
 
 8 
 
 Citii of Pittsbtirgh 
 
 Niagara . . . 
 Citif of Glasgoic . 
 Europa .... 
 
 i*hiladeli)liia. Nov. 29 
 
 Citi) of Mandicstcr 
 
 Asia 
 
 Citii of Glasgow . 
 Canada. . . . 
 Citij of iMaiic/icntcr 
 Asia 
 
 j Boston. . . 
 Philadeljdiia. 
 New Y'ork . 
 
 Philadelphia. 
 
 j New York . 
 ! Philadelphia. 
 ' New Y'ork . 
 
 Pliiladeli)hia. 
 
 New York . 
 
 Nov. 29 
 Dec. 10 
 Dec. (j 
 
 Dec. 31 
 1852. 
 
 Jan. 
 Fel). 
 Jan. 
 Mar. 
 Feb. 
 
 3 
 
 4 
 
 31 
 
 5 
 
 28 
 
 1851. 
 Jan. 2 
 
 1850. 
 Dec. 22 
 
 1851. 
 .Mar. 3 
 l'\'b. 28 
 Mav 4 
 April 23 
 Julv 7 
 July 2 
 Ann. 
 Auj;. 
 Au^'. 
 Au<;-. 
 Oct. 
 Se])t. 
 Oct. 
 ( )ct. 
 Nov. 
 Nov. 
 
 1852. 
 Jan. 11 
 
 1851. 
 Dec. 13 
 Jan. 1 
 Dec. 23 
 
 1852. 
 Feb. 9 
 
 13 
 .") 
 30 
 28 
 3 
 24 
 28 
 25 
 20 
 19 
 
 1». 
 
 Jan. 
 l'\'b. 
 Feb. 
 Mar. 
 Mar. 
 
 16 
 24 
 18 
 20 
 12 
 
 14 17 
 
 18 
 13 
 18 
 10 
 19 
 II 
 IS 
 10 
 17 
 12 
 II) 
 10 
 20 
 14 
 15 
 11 
 
 18 
 
 
 
 22 
 
 
 :i 
 (i 
 
 12 
 () 
 I) 
 (i 
 
 2.S 
 ■•{ 
 
 () 
 
 43 
 
 13 Ui 
 22 <» 
 1(5 2:} 
 
 40 
 
 13 12 
 2 I 10 
 17 21 
 15 1 
 12 23 
 
-HAP. XIII. 
 
 S. 
 
 
 may, tnice 
 
 is 
 
 it iiuite 
 
 )\Vl'l', to ill) 
 
 »i'tuiiity tor 
 
 ote 
 
 1 illlOVC) 
 
 1 iiiid \\■e^t- 
 
 he 
 
 ("uiiiuil 
 
 ery 
 
 plainly 
 
 if 
 
 I'Mssafje 
 
 1. 
 
 aliiiiit 
 
 
 1». 11. 
 
 2 
 
 1 •2-2 
 
 22 
 
 U 17 
 
 3 
 
 18 18 
 
 28 
 
 18 
 
 4 
 
 18 
 
 23 
 
 10 -2'2 
 
 / 
 
 1!» 
 
 2 
 
 11 3 
 
 l.S 
 
 IS (i 
 
 .") 
 
 10 ]'2 
 
 ^(J 
 
 17 () 
 
 IH 
 
 1-2 !» 
 
 :] 
 
 11) I) 
 
 u 
 
 10 -28 
 
 28 
 
 20 :< 
 
 2.-) 
 
 14 
 
 20 
 
 1.-) () 
 
 1!) 
 
 11 s 
 
 1 
 
 43 
 
 l.S 
 
 13 Hi 
 
 1 
 
 '22 
 
 23 
 
 10 -23 
 
 9 
 
 40 
 
 16 
 
 13 1-2 
 
 J4 
 
 2 » 10 
 
 CHAP. XIII.] 
 
 EARLIER EVENTS. 
 
 '239 
 
 PASSAGES FKOM THE WESTWAKI). 
 
 Vessel's Name. 
 
 From 
 
 '''.'/ "/ (rlasf/ow . 
 Niagara . . . 
 Citi/ II f Glnsgoiv . 
 Eiu'opa .... 
 C'lfii iif Glasgow . 
 Nia.ii'ai'a . . . 
 (,'/?// '//" Glasgow . 
 At'iica ..... 
 '^iUl "/ '^fdiichcstcr 
 Africa .... 
 t'itf/ of Glasgow . 
 Asia . . ■ . . . 
 
 iJitji of Manchester 
 Africa .... 
 Citu iif Pittsburgh 
 Anioricji . . . 
 Citji of Glasgow . 
 Niagara . . . 
 ('//// (f Manchester 
 Africa .... 
 
 Citii of Glasgow . 
 Caiiaila. . . . 
 i'itij of Manchester 
 (.'auaila. . . . 
 ''itjl of Glasgow . 
 Cambria . . . 
 tV/// (f Manchester 
 Niagara ... 
 
 JMiilailelpliia. 
 
 IJostou. 
 
 Pliiladelnliia. 
 
 Hostoi) . . '. 
 
 I'hiladelphia. 
 
 IJostoii . . . 
 
 Pliiladelpliia. 
 
 New ^'ork . 
 , Philadelpliia. 
 I New York . 
 I Pliila(lel])liia. 
 ! New V(nk . 
 
 Phi]a(lel]»Iiia. 
 
 New York . 
 
 Pliiladelpliia. 
 
 Bostoi. 
 
 Philadelphia. 
 
 New York . 
 
 Pliiladel]»hia. 
 I New York . 
 
 I Philadelphia. 
 
 liostoii. 
 , Philadelphia 
 
 New York . 
 I Philadelpiiia. 
 
 IJostoii. 
 
 Philadelj)liia. 
 
 Boston. . . 
 
 Date of 
 Sailing. 
 
 18.-)]. 
 
 Jan. 
 
 If) 
 
 -Jan. 
 
 lo 
 
 Mar. 
 
 1.-) 
 
 Mar. 
 
 12 
 
 Mav 
 
 lo 
 
 May 
 
 14 
 
 .Julv 
 
 17 
 
 Julv 
 
 16 
 
 Aii<;-. 
 
 28 
 
 All",'. 
 
 27 
 
 Sej)t. 
 
 11 
 
 Sei)t. 
 
 10 
 
 Oct. 
 
 !) 
 
 Oct. 
 
 8 
 
 Oct. 
 
 27 
 
 ( )ct. 
 
 21) 
 
 Nov. 
 
 (i 
 
 Nov. 
 
 (5 
 
 Deo. 
 
 4 
 
 Deo. 
 
 3 
 
 18.j: 
 
 2 
 
 .Tan. 
 
 8 
 
 .)an. 
 
 / 
 
 Fel>. 
 
 24 
 
 Fei). 
 
 2r) 
 
 Mar. 
 
 4 
 
 Mar. 
 
 3 
 
 April 
 
 1 
 
 Mar. 
 
 31 
 
 Date of 
 Arrival. 
 
 KSol. 
 .Jan. 30 
 .Ian. 27 
 Mar. 
 .Mar. 
 May 
 MaV 
 An-'. 
 .Inly 
 Sept. 
 Sept. 
 (Jot. 
 Sept. 21 
 Oct. 23 
 (.)ot. 
 Nov. 
 Nov. 
 Nov. 
 Nov. 
 Deo. 
 Dee. 
 
 1852. 
 -Jan. 23 
 .Jan. 
 Mar. 
 Mar. 
 M.ar. 
 Mar. 
 April 
 
 31 
 
 23 
 
 31 
 
 2.1 
 
 1 
 
 2() 
 
 14 
 
 6 
 
 1 
 
 H) 
 
 16 
 
 
 
 23 
 
 18 
 20 
 14 
 
 18 
 12 
 S 
 23 
 16 
 16 
 
 April 13 
 
 I'a.ssRKe 
 al)oiit 
 
 I). 
 
 13 
 
 12 
 
 1,-) 
 
 11 
 
 IT) 
 
 10 
 
 14 
 
 10 
 
 17 
 
 10 
 
 20 
 
 10 
 
 14 
 
 10 
 
 10 
 
 11 
 
 17 
 
 12 
 
 1") 
 
 11 
 
 1.) 
 10 
 17 
 11 
 18 
 12 
 IT) 
 13 
 
 li. 
 
 16 
 
 
 12 
 
 
 18 
 
 12 
 
 18 
 't 
 (i 
 6 
 
 
 10 
 3 
 9 
 
 12 
 .5 
 1 
 
 12 
 6 
 3 
 
 
 IC 
 
 
 17 
 18 
 17 
 
 () 
 
 4 
 
 17 '21 
 I.-) 1 
 
 12 '2:1 
 
 Another interesting newspaper article which bears 
 upon the Atlantic trade, owing to the vessel herself 
 having made a few voyages in this trade, is the report 
 of the first annual meeting of the " Great Eastern " 
 Steamship Company, which appeared in the Liverpool 
 "Albion " of August 8th, 1853, under the heading of :— 
 
 '• Immense Ocean Steamers. — At the first half-yearly 
 meeting of the Eastern Steam Navigation Company, held 
 
 III' 
 
niiM>! « . 
 
 B'.t t* ^ 
 
 1 !-*•' 
 
 [Ijf r 
 
 h J - '■ 
 
 
 p^-' t 
 
 1% 
 
 •'. ■ 
 
 t 
 
 .,-..; _ 
 
 1" v; - 
 
 f •!. 'i: '■' 
 
 wlyi '<* 
 
 Is "i ' 
 
 fi\- ' 
 
 1:1 's^:ui 
 
 
 ."1 '. 
 
 I 
 
 .1 ' t 
 
 IK' 
 
 240 
 
 THE ATLANTIC FERRY. 
 
 [chap. Xin. H CHAP. XIIj 
 
 in London, on Saturday, the Chairman (Mr. H. T. Hope) 
 stated that their anticipated success was based upon the 
 fact of their being able to carry goods and passengers with- 
 out the numerous stoppages which a voyage to India or 
 Australia entailed upon other vessels. Their theory, ri<j;ht 
 or wrong, was, that until vessels were constructed of a 
 magnitude sufficient to carry a quantity of coals suitable 
 to the length of the voyage, the full advantages which 
 steam navigation was calculated to confer would not be 
 secured to passengers to India or Australia. Their 
 capital was 1*1,200,000, with power to increase it to 
 1:2,000,000, and until one-tenth of the capital, or 
 £120,000, was paid up, they could not enter into any 
 binding contract for the building of vessels or execution 
 of works. The company, therefore, were not responsible 
 for the works that had been already undertaken ; every- 
 thing had been done at the risk of the contractors. On 
 the last occasion of their meeting it had been suggested 
 that they ought not to commence operations until 
 40,000 shp.res had been taken, representing a capital of 
 i'800,000. They were a few hundred shares short of that 
 absolute amount, but they had upwards of 39,000 shares 
 taken, and the others would probably be taken up when 
 the parties who had applied for them returned to town. 
 The report was then read. It stated that they had in- 
 vited tenders from several parties, and had concluded 
 provisional arrangements for the construction of the 
 engines and of the hull of the first ship with Messrs. 
 James Watt and Co., of Soho, and Messrs. Scott Russell 
 and Co., of London. The ship will be built on the 
 Thames, and is to be completed in eighteen months. The 
 dimensions and power of the ships are intended to be as 
 follows, viz. :— Length, 680 feet ; breadth, 83 feet ; depth, 
 58 feet, with screw and paddle engines; aggregate 
 nominal horse-power, 2,000. They are to be so con- 
 structed as to take their whole amount of coals for the 
 voyage from near the pit's mouth at a rate not exceeding, 
 for the best quality, 12s. to 14s. per ton. On the voyage 
 
 
HAP. XIII. H CHAP. XIII.] 
 
 EARLIER EVENTS. 
 
 241 
 
 of existing steamships to Australia or India and home, 
 the consumption amounts to from 4,000 to 0,000 tons ; 
 the cost of which would supply 15,000 to 20,000 tons if 
 taken on board at some port in immediate communica- 
 tion with the coal-field. The ships will carry, besides 
 tlieir own coals, upwards of 5,000 tons' measurement of 
 merchandise, and will have 500 cabins for passengers of 
 the highest class, with ample space for troops and^lower 
 class passengers. These, the directors consider, they 
 will not only be able to carry at rates much smaller 
 than those by any existing steamships, but with an un- 
 precedented amount of room, comfort, and convenience, 
 which the great size of the vessels will enable them to 
 afford. In thus increasing the size of their ships, the 
 directors believe that they are also obtaining the elements 
 of a speed hitherto unknown ; and if hereafter coals 
 applicable to the purposes of steam can be supplied from 
 the mines of Australia, the carrying capacity of their 
 ships, both for cargo and passengers, will be propor- 
 tionately increased. The great length of these ships 
 will undoubtedly, according to all present experience, 
 enable them to pass through the water at a velocity of 
 fifteen knots an hour, with a smaller power in proportion 
 to their tonnage than ordinary vessels require to make 
 ten knots. The hulls of the ships will be of iron, and of 
 more than usual strength, whilst the magnitude of their 
 dimensions will afford peculiar facilities for introducing 
 many precautionary measures conducive both to strength 
 and security. The whole of the ship's bottom, and up 
 to six feet above the water line, will be double, and of a 
 cellular construction, so that any external injury will not 
 affect the tightness or the safety of the ship, the upper 
 deck will also be strengthened on the same principle, so 
 that each ship will be a complete beam, similar to the 
 tube of the Britannia Bridge. The vessels will be divided 
 into ten completely separate water-tight compartments ; 
 and, as the intermediate spaces are sufficient in such 
 ships, being each sixty feet in length, to afford a con- 
 
 R 
 
 iiil! 
 
 I'- 
 
 'I, 
 
!' t ' 
 
 
 ' t 
 
 Vi 
 
 •i 
 
 < ».» i 
 
 ■'.i 
 
 
 t '^ 
 
 
 '♦l 
 
 1 
 
 4 
 
 
 242 
 
 THE ATLANTIC FERRY. 
 
 [chap 
 
 XTII. 
 
 venient arrangement of separate saloons and cabins, tlie 
 bulkheads can be carried completely to the upper deck, 
 giving an efficiency to the system of compartments wliicli 
 has not yet been attainable ; and these compartments 
 admit of further subdivision up to the lower deck, whii'li 
 will be from four to eight feet above water Separate 
 sets of engines, each with several cylinders and separute 
 boilers, will be applied to work the screw, distinct from 
 those working the paddle-wheels, so tliat in the event of 
 temporary, or even permanent derangement of any one 
 of the engines, or of either the paddle-wheels or of the 
 screw, the other engines and propellers would still be 
 available, and the only result would be a proportionate 
 diminution of speed and consumption of fuel, thus 
 rendering the chances of any serious delay almost in- 
 finitely remote. The ship will become, by its construc- 
 tion', a beam of strength sufficient to meet any strain to 
 which it can be subjected, and will consist of so many 
 distinct compartments that no local injury, however 
 serious, can affect its buoyancy to any dangerous extent. 
 The result of the directors' calculations (made on the 
 assumption that the carrying capacity for goods out- 
 wards should be occupied at the rate of 4'4 10.s. per ton, 
 being considerably below present freights, and only one- 
 half of the cabin room occupied, at rates for Jirsf class 
 passengers, .i'G5 ; second class, 4*85; and third class, 
 i'25, including provisions, giving to each of the respec- 
 tive classes enlarged accommodation, and assuming that 
 only one-third of the vessel's capacity would be occupied 
 on the homeward voyage,) is that, after making the 
 most ample allowance for working expenses, depre- 
 ciation, wear and tear, and insurance, a surplus remains 
 equal to forty per cent, per annum upon the capital 
 invested. 
 
 "Mr. Charles Geach, M.P., expressed a belief that the 
 working of these vessels would be as efficient and satis- 
 factory as the theory on which they were projected was 
 sound and true. 
 
iiir 
 
 HAP. XTII. 
 
 t'flAP. XIII.] 
 
 EARLIER EVENTS. 
 
 243 
 
 W 
 
 ■ 
 As the days of the old famous sailin- passon-er 
 chppers have now passed away, the following extrlct 
 from the same paper, of July 4th, 1858, will revive the 
 recollection of how highly they were praised, and of the 
 Sreat mterest taken in them, notwithstanding that even 
 at that date the doings of the Canard and Collins Line 
 were drawing world-wide attention :— 
 
 Arriral of the Cl'q>per-Ship Sovereign of the Seas— 
 li! «,?^^;^''}^^^^^ American clipper-ship Sovereign of the 
 Seas, Captain M'Kay, arrived in the Mersey on Saturday 
 evening, from New York, having made the run n a^^o^eJ 
 
 time than ever previously aceompiyshe7iVy"a saihi'/ship 
 from New York in tow of a steamer, at 
 
 She departed fr 
 
 Q ,^ ,v, XI -loll" ",, V "* ""'* ^'^ ^ steamer, at 
 
 ,i m-'i^-. f \*^"' "'■'■' ™'' ''™''*-<"' 2!'« "liles per 
 (lay, or 12w3 knots per hour. ^ 
 
 "The Sovereign of the Seas was built by Mr. M-Kay of 
 
 fwre Fiv '' ^^^'^f ^l^^'^ ceXehvM clipper-ships Stafford- 
 
 hip built at Woolwich Dockyard, in the year 1037 Her 
 
 ^^T^ "^7^^.?^:^^^ 5^'ith the year, and she was th"e first 
 
 s el built wi h ' flushe decks,' and the largest, up to 
 
 that period, belonging to the English navy. Her keel 
 
 measured 87 feet 9 inches; her main breadth of beam 
 
 \a^s 48 tee 4 inches, and she had three decks, a poop 
 and topgallan forecastle. She was pierced for I'iG guns'. 
 It will thus be seen that Mr M'Kay could not have 
 
 tions being full of instruction. 
 " The Sovereign of the Seas has a dead rise of '^0 inches 
 Id concave lines, but has the longest and sharpest bows 
 
 1 ?« + fP ''' ""f'^" ^^^^/''^'" ^^^a^- Her dimensions 
 aie as follow :-Length between perpendiculars, 258 
 
 ill*- 
 
 i!''!)' '-'ii'iii' 
 
%r 
 
 244 
 
 THE ATLANTIC FERRY. 
 
 [chap. 
 
 XIII. 
 
 ! 
 r 
 
 
 II . 
 
 -'■ ■ 
 
 
 r 
 
 
 feet; over all, from the knightlieads to the taffrail, 
 2(15 feet ; extreme hreadth of beam, 44 feet, al)oiit '20 
 feet forward of the centre ; breadth at the gunwale, 4*2 
 feet ; depth, 2;iJ, feet, including H feet height of l)etweeii- 
 decks ; deck rise, 20 inches ; sheer, nearly 4 feet ; and 
 registered tonnage, 2,421 tons. Considering the sharp- 
 ness of her ends, she has large tonnage capacity lur 
 a clipper, great surface and length of floor, and is 
 very buoyant and easy under canvas. She is sheathed 
 with yellow metal up to 20A feet forward, and to 'llh 
 feet aft. Her bulwarks are 5 feet 2 inches high, sur- 
 mounted by a monkey rail of 18 inches, and the space 
 between the main and rack rails is lilled in with a 
 heavy clamp, bolted both ways. All her accommoda- 
 tions are on deck. She has a full topgallant forecastle, 
 a lavge house amidships, and a spacious trunk cabin, in 
 two divisions, built into a half-poop deck, with steerage- 
 room abaft. Her construction, for solidity and strength, 
 is of the highest order ; her frame is entirely of seasoned 
 white oak, and all her planking and ceiling, as well as 
 her deck frames and lower deck, are of the best of hard 
 pine, and she is copper fastened, square bolted, and 
 trenailed through. In her hold all her knees are of oak, 
 and all her hooks throughout ; in the between-decks, the 
 knees are all constructed of hackmatack. She is 11 feet 
 8 inches through the backbone, including the moulding 
 of the floor-timbers, which is 19 inches. And all her 
 keel and kelson fastenings are of 11 copper and iron 
 bolts, driven in the strongest style, and rivetted. Her 
 keel is sided 10 inches; and, besides the midship kelsons, 
 she has double sister-kelsons, one over the other, on each 
 side, which combined side 15 inches, and mould 30. 
 She has, moreover, the stoutest and most beautifully 
 proportioned set of spars that ever towered above a 
 ship's deck, which sju'ead about 12,000 yards of canvas. 
 All her lower masts are ' made ' from the head to 
 the step, each mast in five pieces, bolted and hooped 
 together. Her bowsprit is also a ' made ' spar, all the 
 
 
IIAI'. Kill. 
 
 taffrail, 
 J)out '10 
 waif, 1'2 
 bt'twecn- 
 iei ; and 
 e sharp- 
 icity tor 
 , and is 
 ilieathcd 
 I to '21;. 
 gh, siu"- 
 he space 
 L with a 
 )mnioda- 
 irecastle, 
 cabin, in 
 steerage- 
 strength, 
 seasoned 
 3 •well as 
 
 of hard 
 ted, and 
 'e of oak, 
 ecks, the 
 is 11 feet 
 uoulding 
 
 all her 
 md iron 
 3d. Her 
 » kelsons, 
 ', on each 
 ould 30. 
 lautifuUy 
 
 above a 
 I canvas, 
 head to 
 i hooped 
 , all the 
 
 X> 
 
 73 
 
 
 o O 
 s? .Si 
 
 S a 
 
 0) 
 
 I'li 
 
246 
 
 THE ATLANTIC FERRY. 
 
 [CIIAP. J 
 
 XIII. 
 
 CHAP. XI] 
 
 S;t . i 
 
 ■^i] 
 
 hi' ' 
 
 i* > 
 
 f.M, ^ 
 
 
 ) 
 1 ^ 
 
 
 f ! 
 
 "f 
 
 
 outside pieces being of hard pine. Her masts rake, com- 
 mencing with the fore 3-8ths, 4-8th8, and 1 inch re- 
 spectively to the foot. Her foremast is 41 inches in 
 diameter, 89^ feet long ; topmast, 19 inches diameter, 50 
 feet long; topgallantmast, 14 inches diameter, 27 i feet 
 long; royal, 11;^ inches diameter, 18 feet long. Main- 
 mast, 44 inches diameter, 92^ feet long ; topmast, UKl 
 inches diameter, 54 feet long ; topgallantmast, 14f inches 
 diameter, 30 feet long ; royal, 12 inches diameter, 20 feet 
 long ; and skysailyard, 10 inches diameter, 14 feet long. 
 Mizzenmast, 84 inches diameter, 82f feet long ; topmast, 
 10 inches diameter, 43 feet long; topgallantmast, 11 
 inches diameter, 24 feet long ; and royal, dh inches in 
 diameter, and 17 feet long. 
 
 About the date of the foregoing account the system 
 of carrying emigrants on these clippers was begin- 
 ning to attract public attention, owing to the sufferings 
 entailed through overcrowding, inattention and the 
 like, and the following extract from the ** New York 
 Herald," of October 26th, 1853, on the condition of the 
 emigrants in those days, will serve to show how serious 
 was the mortality brought about by the then existing 
 state of things, w'hich compare very unfavourably with 
 the steamship services of to-day, when a death is an 
 event of such a rare occurrence as to be noted in the 
 daily papers, notwithstanding that over a thousand a 
 trip are frequently carried by the numerous steamers in 
 the trade. 
 
 "Among the arrivals at this port of emigrant ships 
 during the past few weeks, a very large number of deaths 
 have been reported. In one vessel, the Charles Sprague, 
 the unusually larg: number of forty-five persons died on 
 the passage ^ from Bremen ; and in another, the Win- 
 
IIAP. XIII. 
 
 CHAP. XIII.] 
 
 EARLIER EVENTS. 
 
 247 
 
 Chester, from Liverpool, the number of fatal cases 
 amounted to no less than seventy-nme. The following is 
 the number of cases at this port ' from September 9th up 
 to the present time : — 
 
 A 1 lived 
 
 i8rp3. 
 
 Ships. 
 
 Where from. 
 
 No. of 
 Passengers. 
 
 j 
 Deaths. 
 
 Sept. 9 
 
 Zurich 
 
 Havre 
 
 358 
 
 2 
 
 „ 11 
 
 Lucy Thompson 
 
 Liverpool 
 
 800 
 
 35 
 
 „ 1.") 
 
 Niagara 
 
 »i 
 
 249 
 
 38 
 
 „ 21 
 
 Charles Sprague 
 
 IJreinen 
 
 280 
 
 45 
 
 „ 20 
 
 Oder 
 
 Hainbiuf? 
 
 2.37 
 
 14 
 
 •27 
 
 Winchester 
 
 LiverjKjol 
 
 46.3 
 
 79 
 
 „ 29 
 
 Kate Hunter 
 
 ) ) 
 
 .342 
 
 1 
 
 „ 29 
 
 Rhine 
 
 Havre 
 
 566 
 
 24 
 
 „ .'w 
 
 Talleyrand 
 
 Hamburg 
 
 210 
 
 11 
 
 „ 30 
 
 Louisiana 
 
 ) ) 
 
 142 
 
 3 
 
 Oct. 11 
 
 Harvest Queen 
 
 Havre 
 
 .367 
 
 5 
 
 „ 12 
 
 Copernicus 
 
 Hamburg 
 
 152 
 
 19 
 
 „ 14 
 
 Orphan 
 
 IJremen 
 
 280 
 
 4 
 
 „ 14 
 
 Marmion ... 
 
 Liverpool 
 
 295 
 
 34 
 
 „ 17 
 
 Waterloo 
 
 ) , 
 
 294 
 
 4 
 
 „ 17 
 
 James Wright 
 
 >» 
 
 4.30 
 
 1 
 
 „ 19 
 
 Statira Morse 
 
 Glasgow 
 
 201 
 
 2 
 
 „ 20 
 
 Sir Robert Peel 
 
 London 
 
 407 
 
 6 
 
 „ 20 
 
 Cordelia 
 
 Krenien 
 
 3.39 
 
 3 
 
 „ 20 
 
 London 
 
 Havre 
 
 2-29 
 
 2 
 
 „ 21 
 
 New York 
 
 Liverpool 
 
 400 
 
 16 
 
 „ 21 
 
 Benjamin Adams 
 
 j> 
 
 620 
 
 15 
 
 
 7,701 
 
 363 
 
 " Although the captains, in their reports, with one 
 exception, merely mentioned the fact of such a number 
 having died, it is pretty certain that the disease which 
 carried them off was cholera, that fatal malady which is 
 making such havoc among the shipping in Europe. 
 Several, no doubt, died by the common diseases, but 
 that cholera was raging on board many of the above- 
 named vessels is beyond all question, from the fact that 
 thirty-three persons who were landed at quarantine were 
 
 ^ New York. 
 
 ! !1 
 
 1!! 
 
 llfi 
 
 !i 
 
 ■ '!' 1l 
 
 !i.lil!iyi!i' 
 
m-. ' 
 
 248 
 
 
 I . I 
 
 ,'>iJ^A 
 
 I )j 
 
 THE ATLANTIC FERRY. 
 
 [chap. XIII. 
 
 suffering from that epidemic. The sickness on the Ben- 
 jamin Adams was decidedly cholera ; and, in addition, the 
 ship Sagadahock, from Gottenburg, which arrived at 
 Boston on thq 24th ult., reports the loss of seventy 
 passengers by the same disease. In reference to this 
 matter, a committee of the American Medical Associa- 
 tion has drawn up a memorial to Congress, urging the 
 necessity of compelling all emigrant-vessels to carry a 
 surgeon." 
 
 At this ti'Lie when the steamships were beginning 
 to take emigrant or steerage passengers, a very exten- 
 sive trade was carried on by the famous American 
 sailing clippers, the extent of which may be judged from 
 the advertisements of the different lines and vessels 
 sailing from Liverpool about that date, taken from the 
 Liverpool "Albion," of July 17th, 1854. 
 
 chap. XI] 
 
 I 
 
 L * 
 
 r ' * 
 
 h; 1 
 
 ■i 
 
 h r 
 
 . 1. 
 
 bi 
 
 r-w 
 
 r ..i 
 
CHAP. XIII.] 
 
 EARLIER EVENTS. 
 
 249 
 
 Until further Notice, the Rate of Frciglit to Boston will be £-4 per Ton 
 and to New York ft! per 'i'on. ' 
 
 Until further Notice, CAHG(J for the STEAMERS will he received on 
 and after Nine o'clock, Morninp^, of Satuudays previoi;s to sailing, 
 instead of on Mondays, as heretofore. 
 
 Freif^ht on Parcels, 5s. each, and upwards, according to si/e. 
 
 PARCELS for diflFei-ont Consianees collected and made u]) in Single 
 Packages, addressed to one Party fur delivery in America, for the 
 purpose of evading payment of Freight, will, upon Kxaniination in 
 America by the Customs, be charged with the proper Freight, 
 
 BRITISH AND NORTH AMERICAN ROYAL MAIL 
 
 STEAMSHIPS,' 
 
 APPOINTED RY THE ADMIRALTY 
 
 TO SAIL BETWEKN 
 
 LIVERPOOL AND NEW YORK (DIRECT), 
 
 AND liETAVEEN 
 
 LIVERPOOL AND BOSTON, 
 
 The BOSTON Ships only CALLING at HALIFAX to hind and receive 
 Passengers and Her Majesty's Mails. 
 
 Captain. 
 ... c. h. e. judkins. 
 ... Alex. Rviue. 
 
 Arabia 
 Persia 
 Asia 
 Canada 
 
 Edwd. (t. Lott. 
 Jamk.s Stone. 
 Cambria 
 
 Africa 
 America 
 Niagara 
 Europa 
 
 Canada 
 
 Arabia 
 
 America 
 
 Europa 
 
 Niagara 
 
 Africa 
 
 ... Captain W. Douglas. 
 The under-noted or other Vessels are appointed to Sail 
 
 From LIVERPOOL: 
 
 For Boston 
 
 For New York 
 
 For Boston 
 
 For New York ... . 
 
 For Boston 
 
 For New York 
 
 Captain. 
 
 Wji. Harrison, 
 
 AV. J. C. Lang. 
 
 John Leitch. 
 
 Neil Shannon. 
 
 1854, 
 Siiturda}', the 2-2nd July. 
 Saturday, the '<i9th July. 
 Saturday, the 5th Aug, 
 Saturday, the 12th Aug, 
 Saturday, the 19th Au^', 
 Saturday, the 2Gth Aug, 
 
 From AMERICA : 
 
 Europa From New York Wednesday, 
 
 America From Bosion Wednesday, 
 
 Asia From New York Wedne.sday, 
 
 Niagara From Jios ton Wednesday, 
 
 Africa From New York AVe<lncsday, 
 
 Canada From Boston Wednesday, 
 
 The Pas.sengers and Goods for New York arp intended to be landed at 
 Jersey City, within the juri.sdirtion •■ f the Ciistom-house of New York, 
 
 * New the Cunard Line. 
 
 12th Julv. 
 
 19th July, 
 
 26th July, 
 2nd Aug, 
 9th Aug, 
 
 16th Aug. 
 
 III 
 
 liilllii 
 
 * I I'liiili 
 
 lillillll! 
 
 M 
 
j i '•■ 
 I- , ' 
 
 
 250 
 
 THE ATLANTIC FERRY. 
 
 r 
 
 ■■< . .»■ 
 
 » 1 
 
 
 r » 
 
 
 
 [chap. XJll. ■ CHAP. XI] 
 
 Chikf-Cahin r.\,«.8.\uK fo HALIFAX ami BOSTON, £2a. 
 
 Secund-Caiiis 1'as^agi:, £15. 
 
 Ciiiicr-CAitiN l'A!»sA(.iK to yKtl' YOlxK, t';U). 
 
 Sixon-d-Caiun Tas-saok, £-J(I. Thtxv liatc^ iiivludc Stnvard's Fee and 
 I'rorisioiix, hut irithoiit U'i)ies or Lh/Kor/i, which can he vhtained on Hoard. 
 
 l)o(fs charijed ,4T) ((/<•//. 
 
 Tlii'se Stoaiiisliips liave accoinnuKliitinii for a limitt'd nuinbor of Swond- 
 Cabin Passoiigora. 
 
 A))!)!)-, in ITalifax, to Samttkl CiNAni): in Boston, to S. S. Li- wis • 
 in >io\v York, to Kdwakd C'tNAitu; in Havre and Paris, to Donald 
 Ci;i{Uii:; in Umdon, to ,J. B. Kookd. 52,01(1 Broad Strt-ot; in Glasgow, 
 to G. and J. Bluns ; and in Liverpool, to 
 
 D. and C. MAC IVER, 14, Water Street. 
 
 NoTK. — All i.ETTKKS and m:\vsiaiivHis intended to be sent hy these 
 Vessels must pass through the I'osi' Offui:. and none will ho received at 
 the Airents' Offices. 
 
 The Owners of these Ships will not be nccountable for Gold, Silver, 
 Bullion, Specie, Jewellery, Brecions Stones, or Metals, uidoss Bills of 
 Lading are signed therefor, and the value thereof therein expressed. 
 
 Passengers will lie charged Freight on their personal Luggage when it 
 exceeds Half-a-Ton Measurement. 
 
 %:3^ To prevent disappointment or difficulty, Passengers arc respectfully 
 informed that I'nckuges of Merchandise will not be allowed to be shipiicd 
 as Luggage, or with their Luggage. 
 
 Passengers are nut permitted to go on Board bv the Steamer that takes 
 the Mail. 
 
 I'arcels will be received at the Office of the Agents here until Six o'clock 
 on the Friday Evexjxos previous to Sailing. 
 
 The Canada, for HALIFAX and BOSTON, will start on Sati im.ay 
 next, the 22nd instant.' The Steam-tender Satellite will leave tlie Landing- 
 Stage, opposite the Baths. George's Pier, at Fight o'clock, iiwrniiuj, of that 
 day, with the Passengers for the Canada. 
 
 CAHGO for the Alps is now being received at the Huskisson Dock, 
 according to priority of arrival. 
 
 STEAM TO NEW YORK AND {via JAMAICA) TO CHAGb'KS. 
 
 - The undornoted or other first class Screw Steamships will sail 
 FliOM LIVERPOOL FOE NEW YORK, 
 
 Once a Month until further notice, the extended service being Twice a 
 Month, when the Ships now building are completed : 
 
 Andes 
 Alps 
 
 Capt. MooDiE. 
 Capt. Wick MAN. 
 
 Jura ... 
 iEtna... 
 
 Capt. Doroi-AS. 
 Cajit. Little. 
 
 ^ July, 1854. 
 
IIAP. XJII. ■ CHAP. XIII.] 
 
 EAIM-IKR EVENTS. 
 
 251 
 
 m 
 
 III':: 
 
 
 Alps 
 
 KOU BOSTON AND NKW YOHK. 
 
 WEDNESDAY next, l'.»th July. 
 
 I'lissape ^[l)lu■y to Rostoii, hoyorid wliich Tort I'asscHifjers caiiiint l>e 
 bdciUt'd, £18, iiicludiiiff TrovisioDH and Stcwiinrs Fees, but without Winoa 
 or Li(|iinrs, wliicli can lie ohtainud on board. 
 
 Kri'iglit on Fino Goods to America, £:i \wv Ton Measurement; otiier 
 (iddds by Agreement. Freij^iit will be eoliected in America at tiie rate of 
 ,^4.80 ti» the I'onnd Sterlin!:,^ 
 
 Apply in Halifax to Sami:el C'tx.VRi); in Boston to S. S. Lewis ; in 
 Ne^v York to Kdwakd Cunvud ; in Havre and Paris to Donalu Ci'Uiiie; 
 ill London to .J. B. Fooun, ."^2, Old Broad Street ; in (illiis;,^ow to GicoitoB 
 !iri(l James Burns ; or in Liverpool to 
 
 J), and C. MAt; IVKR, 14, Water Street. 
 
 As soon as (ioods are ^"'"^5' '"^i" Canada, and any (luantity otter for 
 rUKTLANI), these Vessels will call there. 
 
 Tile Kate of Freight by these Steamers is £(> Sterlinjj per Ton Measure- 
 ment, until further notice. 
 
 Freight must be paid in advance on (ioods consigned to order, unless the 
 Names of the Consignees are given at the time of Shipment, and upon 
 all (ioods wlien the amount included in one Bill of Lading does not 
 exceed £•; Sterling. 
 
 Th( Uatij o/' Chief Cabin Passage by tJme Steamers is £:U), reserving Four 
 of the l(ir//r.st Slate Uihhiis in the Pacific for Fumilics, for which an 
 h'.vtra Price will he chari/ul. 
 
 These Steamers have superior accommodation for a limited number of 
 Second Cabin Passengers, at £20 each, including Trovisions. All Parcels 
 charged a.s. and upwards, according to size. 
 
 UNITED STATES MAIL STEAMERS BETWEEN 
 LIVERPOOL AND NEW YOBIO 
 
 '1 he Steamships comprising tiiis Line are the 
 
 Atlantic 
 Pacific 
 
 Capt. West. 
 Cajit. Nte. 
 
 Arctic 
 Baltic 
 
 Capt. Luce. 
 
 ("i'-Jft. COMSTOCK. 
 
 These Vessels ore appointed to sail as follows: 
 
 From LIVKHPOOL: 
 
 Atlantic 
 
 Baltic 
 
 Arctic 
 
 Atlantic 
 
 Baltic 
 
 Wednesday, 2(itli July. 
 
 Wednesday, ytli Aug. 
 
 Wednesday, 23rd Aug. 
 
 Wednesday, Gth Sept. 
 
 Wednesday, 20th Sept. 
 
 And every alternate Wednesday. 
 
 ^ Collins Line, now extinct. 
 

 \t. 
 
 If 
 
 
 
 1^ 
 
 1 ''* 
 
 
 252 
 
 THE ATLANTIC FERRY. 
 
 From NEW YORK. 
 
 [chap. XIII. 
 
 Atlantic 
 
 Baltic 
 
 Arctic 
 
 Atlantic 
 
 Baltic 
 
 And every alternate Saturday, 
 
 Satiirda}-, 8tli July, 
 h^aturday, 22iul July. 
 Saturday, Stli Aug. 
 Saturday, J'.lth Aug. 
 Saturday, -Jnd Sept. 
 
 II aftc; T.vo o'clock ]).ni. 
 v'ived after iix dVlnck 
 
 N.B. — No Goods for the Atlantic fan ne 
 on Tuesday, the 2.5th instant, nor can I'arco - 
 in the evening of that day. 
 
 J'reiglu on Goods, payable at New York, is «. !..vged at tht rate of Four 
 Dollars and Eighty Cents to the Found Sterling. 
 
 D "gs, deb each. 
 
 An experienced Surgeon is attached to each Ship. 
 
 The Owners of these Ships will not be accountable for Gold, Silver. 
 Bullion, Specie, Ji-wellei-y, Frecious Stones, or Metals, unless liills of 
 Lading ure signed therefor, and the value tliereof therein expressed. 
 
 * ^.* 2\o Berth, accurcd until the Passac/e Moiiei/ it paic/. 
 
 Steamships ply reguliirly between New York and Charleston, Savannah, 
 Havana, Jamaica, N«w Orleans, and Chagres. Goods destined to any of 
 these Foris, and addressed to E. K. (Collins and Co., New York, by the 
 above Steamers, will be forwarded with despatch and economy. 
 
 The Steam-tug Company's bont Samson will leave the Landing-Stage, 
 George's Fierheiid, at Ten o'clock, a.m., on Wednesday the 26lii instant, 
 with the Fassengers for the Atlantic. 
 
 Passengers will be charged Freight on their personal Luggage when it 
 exceeds llalf-a- Ton Measurement. 
 
 For Freigiit or Fassage apply to Messrs. E. K. Collins and Co., New 
 York; Jonx Munhok and Co., 26, Kue Notre ])ame des Victoires, Faris: 
 G. H. Dk.vi'kk, 79. lUie d'Orleans, Havre; Stlthkn Kexn.^kd and Co. , 
 27, Austin Friars, London ; or to 
 
 BFOWN, SHIFLEY and CO., Liverpool. 
 
 CHAP. XI] 
 
 TAPSCOTT'S AMEEICAN PACKET OFFICES. 
 
 Genekal Ofeick : OLDHALL, OLDHALL STREET. 
 Pas.sbnger Office : ST. GEORGE'S BUILDINGS, KEGENT ROAD. 
 
 The following First-Class Packets will be despatched on their appointed 
 days, as under: 
 
 For NEW YORK. 
 
 Manhattan, Feabody .. 
 Centurion, ('oombs 
 Chimborazo, GiLciiRisr 
 Constellation, Allen .. 
 Houghton. CoTTKU 
 
 E Z, Hartshohne. 
 
 Tons. 
 
 To sail. 
 
 2500 ... 
 
 ... This day. 
 
 2000 ... 
 
 ... 25t!i Julv. 
 
 1800 ... 
 
 30th July. 
 
 3500 ... 
 
 — 
 
 1800 ... 
 
 — 
 
 1800 ... 
 
 — 
 
HAP. XIII. B CHAP. XIII.] 
 
 EARLIER EVENTS. 
 
 253 
 
 Forest King, Allen 
 
 Coosawattee (new), J. Taxton , 
 
 Northampton, Heed 
 
 A Z, Chandler 
 
 West Point, Mullineu ... , 
 Andrew Foster, Holleutox 
 Shamrock (new), ])oANE ... . 
 
 Progress, Cilvse 
 
 Continent, E, B. Drummond 
 
 Empire (new), Zerega 
 
 Philanthropist, Wilson ... . 
 
 Hehos, Nason 
 
 Kossuth, Uawson 
 
 Dreadnought (new), Samuels 
 
 Adriatic, Jack 
 
 Albion (new), Williams ... . 
 Emerald Isle, Cornish ... . 
 
 Antarctic, Stolfer 
 
 Edward Stanley, Koisinson... . 
 Benjamin Adams, Drummond . 
 William Tapscott (new), Bell . 
 
 And succeeding Packets every Five DiU's. 
 
 For BUSTON. 
 Carnatic, Devereaux 
 
 Tons. 
 
 2000 
 
 2000 
 
 2500 
 
 1800 
 
 2000 
 
 2000 
 
 3000 
 
 3000 
 
 2000 
 
 2000 
 
 1800 
 
 2000 
 
 2550 
 
 2500 
 
 1500 
 
 2000 
 
 2000 
 
 2500 
 
 2500 
 
 2500 
 
 3000 
 
 To sail. 
 
 1500 
 
 PHILADELPHIA. 
 
 1000 
 
 1100 
 
 1232 
 
 1300 
 
 ii-V 
 'V' 
 
 18th July. 
 
 12tli Aug. 
 12 th Sept. 
 12th Oct. 
 12th Nov. 
 
 lass 
 
 , and commanded by men of 
 promote the health and 
 
 For 
 
 Saranak, Decan 
 
 Wyoming, Dunlevy 
 
 Tuscarora, Turley 
 
 Tonawanda, Julius 
 
 The above Ships are of the largest c 
 experience, wlio will take every precaution to 
 ooinfort of the Passengers during the voyage. 
 
 Private Eooms for Families, or persons who wish to be more select, can 
 iit all times be had, and deposits of £1 each, to secure Berths, should be 
 remitted, wlilch shall have due attention. 
 
 Surgeons can have free Cabin Passages by the above Ships. 
 
 Persons proceeding to the interior of the United States can know the 
 actual outlay, and make the necessary arrangements hei-e, to be forwarded, 
 on arrival at Xevv York, without one day's delay, and thereby avoid the 
 many annoyances Emigrant s are subject to on landing at New York. 
 
 Drafts and Exchange for any amount, at sight on New York, payable in 
 any part of the United States, can at all times be furnished to those who 
 prefer this safer mode of taking care of their funds. For further par- 
 ticulars apply, post-paid, to 
 
 W. TAPSCUTT AND CO., Liverpool, and 7, Eden Quay, DubUn, 
 
 Agents for W. and J. T. Tapscott and Co., New York. 
 
 Ji:^ Tapscotts " Emigrant's Guide," Fifth Edition, can be had by 
 remitting Six Postage Stamps. 
 
 PI! 
 
254 
 
 THE ATLANTIC FERRY. 
 
 ,i 
 
 ir: 
 
 VV 
 
 ..» 
 
 i^ .} 
 
 m 
 
 ,i 
 
 I^K^i 
 
 ^^E'^i' 
 
 ^^H~ 1 
 
 ^^^Bf'*''' 
 
 ^^HpiV < 
 
 ^^K' 
 
 ^H^'ij 
 
 ^^H--<!1 
 
 ^H '^■ 
 
 ^^^Gi' 
 
 ^Vii' 
 
 [t'HAP. 3 
 
 XIII. 
 
 "EED CEOSS" LINE OF PACKETS. 
 
 ^^VL, Martindalk and Co. «lispatc-h a regular succession of FIKKT 
 
 CLASS PACKI-rrS to the difforent Ports of America. 
 
 For NEW YUKK. 
 
 Tons. 
 
 J, Nesmith, Chase 1500 
 
 Highflyer, Watekmax 2000 
 
 Kate Hooper, Jackson 3000 
 
 Franklin King, Bokland 2000 
 
 Otseonthe, Young J800 
 
 Kate Hunter, BusciiE 2000 
 
 Winfield Scott, M'Lellan 3000 
 
 Eastern Queen, roRTER 2000 
 
 C. Nesmith, Salisuuby 1800 
 
 Premier, Jioss 3000 
 
 FhcEnix, IIoxie ir)00 
 
 St. Patrick, Whiteman 2000 
 
 Sea Nymph, Harding 1800 
 
 For riIILAI)i:LPHIA. 
 
 W. Sprague, Chase 2000 
 
 Cerro Gordo, Chandler I8OO 
 
 Nashwauk, INI'Intyrk 
 
 W. V, Kent, FliTxNer 
 
 For BALTIMOliE. 
 
 A. B. Thompson, Mustard ... 2000 .. 
 
 Mary Hale, I^ollins 2000 
 
 Annapolis, Graham 2000 
 
 Susan E. Howell, Raffles ... IJOO 
 
 For CHARLESTON, S.C. 
 
 2000 
 1000 
 
 Amelia, M'Kenzie 
 Muscongus, Carter 
 Naomie, Johnison ... 
 Carnatic, Stalker 
 Franchise, Eouinson 
 
 2000 
 
 1200 
 
 1500 
 
 1200 
 
 1800 
 
 For QUEBEC. 
 
 1800 
 
 2000 
 
 1800 
 
 2300 
 
 2000 
 
 2000 
 
 To .sail. 
 
 :i0th .Julv. 
 
 '2M\ Jiilv. 
 
 iiOlh July. 
 20th Aug. 
 
 20th July. 
 20th Aug. 
 
 20th July. 
 
 18th July. 
 To follow. 
 
 Hotspur, Smith ... 
 Dauntless, Jones ... 
 Harmony, Jamieson 
 Crown, CAMruELL... 
 John Davies, Jones 
 Mary Carson, Mills 
 
 The above Ships are of the largest class, and combine all the most recent 
 Lnprovements conducive to the health and comfort of Passenger.s. 
 
 Berths in the First, Second, and Third Classes can be .secured by 
 remitting a Deposit of £l for each Person to the Subscribers. 
 
 A Surgeon wanted for a Quebec Ship. 
 
 For further particulars apply to 
 
 SAUL, MARTINDALE AND CO., 30, Waterloo Road. 
 
 hi 
 
CHAP. XIII.] 
 
 ARLIER EVENTS. 
 
 255 
 
 "ST. GEORGE" LINE OF PACKETS FOR 
 NEW YORK. 
 
 Sails OH the •10th imtant. 
 
 The very superior first-class extraordinary fast-sailing American Clipper- 
 Ship Highflyer, Captain G. B. Watkrman (she is the same nioilel and 
 Sister-ship of the well-known Clipper Dreadnought), 1200 tons re-lister- 
 one year old ; coppered and copper-fastened ; built under particular hispec' 
 tioii, of the choicest materials in the United States; and as a conveyance 
 she is unsurpassed by any Ship in the World. 
 
 For Freight or C^abin' Passage, having very superior Aeconnnodation. 
 apply to 
 
 A. TAYLOH AND CO. 
 
 Freight payable in New York at S4.S0 to the Pound Sterling 
 Agent in New York, David Ogden, Es(]. 
 
 LOADING berth, WELLINGTON DOCK. 
 
 THE "BLACK STAR" LINE OF PACKETS. 
 LIVERPOOL TO NEW YOBK. 
 
 Packet of the 25tk Jul)/. 
 
 The fine first-class American Packet-ship Calhoun, D. H. Tkukman, 
 Commander; 1,749 tons register; New York built; copper-fastened and 
 cop|iered. 
 
 Apply to C. GRIMSHAW and CO. 
 
 Goods will be received till Midnight of the 24th instant. 
 
 LINE OF PACKETS FOR NEW YORK. 
 
 Sailing on the 1 \th of every Month from the Waterloo Dock. 
 
 Tons. 
 
 Siddons, John S. Taylor . 
 Roscius, J. W. Porter 
 J. Rutledge, W. A. Sands. 
 Garrick, R. W. Foster 
 Sheridan, S. Clark ... . 
 
 New Ship, 
 
 New Ship, 
 
 1100 
 1200 
 1250 
 1150 
 1100 
 1500 
 1500 
 
 Aug 11th. 
 Sept. nth. 
 Oct. nth. 
 Nov. 11th. 
 Dee. Uth. 
 Jan. Uth. 
 Feb. 11th. 
 
 Goods will not be received after midnight of the 9th of each month 
 These Ships are all of the first and largest class, built in the city of New 
 \i)rk, of the best materials, combining groat speed with unusual comfort 
 tor Passengers, and they are commanded by men of e.\perionce. 
 
 For Freight or Cabin Passage apply to 
 
 RICHARD S. ELY, 85, Oldhall Street. 
 
 Freight will be collected at the rate of 4 dollars 80 cents to the Pound 
 ctiTiing. 
 
 m 
 
 i'l /' 
 
 IN' 
 
 
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 iM ilini 
 
 PI 
 
 ililfl ill! 
 
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 1/ •. 
 
 
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 m. 
 
 266 
 THE 
 
 THE ATLANTIC FERRY. 
 
 [chap. XIII. 
 
 LIVERPOOL AND PHILADELPHIA STEAM- 
 SHIP COMPANY'S^ 
 
 FAVOUlilTE IRON SCREW STEAMSIIII'S. 
 
 City of Manchester 212') tons 
 
 City of Philadelphia (new) 218'J tons 
 
 City of Baltimore (new) ... 2538 tons 
 
 Are intended tu sail as under : 
 
 Ciipt. W. Wylie. 
 Ciipt. H, Lkitch. 
 Cupt. K. Lioneii, 
 
 From LIVEUrOUL. 
 
 City of Philadelphia Wediies<lay, 2()th July. 
 
 City of Manchester Wednesdijy, Gth Sept. 
 
 From PHILADELPHIA. 
 
 Saturday, -i^nd July. 
 
 Saturday, 19tli Auj; 
 
 Saturday, .'iOiU Sept. 
 
 Kates or Passage viiom Liveriool: 
 
 City of Manchester 
 City of Philadelphia 
 City of Manchester 
 
 Cabin, in Two-berth State Kooms 
 ' ,, Threc-bterth ,, ,, 
 
 F\)rwar<l 
 
 21 guineas each Berth. 
 
 1.) 
 
 
 Int'luding Provisions and Steward's F'ee ; all liaving the same privileges 
 and Messing together. 
 
 A limited number of Passengers will be taken at 8 guineas, including as 
 much Pi'ovisions as reipiired ; and these Passengers are hereby informed, 
 that in order to satisfy the reipiirements of the Government Officers, the 
 date filled into their eontraet ticket will be in every case the date of tiie 
 day preceding the fixed day of sailing. 
 
 These Steamei-s carry " Phillips's Patent Fire Annihilators." 
 
 An experienced Surgeon is attached to each Steamer. 
 
 Dogs charged £3 each. 
 
 F'reight Jc4 per Ton, and Unmanufactured Goofis, &c., will be taken 
 subject to agreement, payable here or in Philadelphia, at 84 80c. per puuiid 
 Sterling. 
 
 Apply in Philadelphia, to Samuel Smith, 17, AValnut Street; in 
 Belfast, to KicHAKDsoN Brothers and Co.; in Dublin, to Cornelius 
 Cauleton ; in London, to Edwards, Sanford and Co., for Passengers, 
 and PiCKFORD and Co., for Goods; in Paris, to Fred. Kedferx, 8, Kuo 
 de la Paix ; in Havre, to W. Davidson ; in ^lanchester, to Geo. Stonier ; 
 and in Liverpool, to 
 
 KICHARDSON BROTHEPS AND CO., 
 12 and 13, Tower Buildings. 
 
 N.B. — When the arrangements are completed, and sufficient Goods otter, 
 one of the above, or other Steam-vessels, will proceed to Baltimore, calling 
 at Norfolk, Virginia, or other Ports on the Chesapeake, going or returning. 
 
 ^ Now Inman and International Line. 
 
 I 
 
CHAP. XIII.] 
 
 EARLIER EVENTS. 
 
 257 
 
 The sailing of t lie Clyde lias unavoiduljly been postponed till the aoth 
 instant. Intending Shippers and Passengers will please make etirly 
 application for I'ooni. 
 
 SCREW STEAMERS BETWEEN GLASGOW AND 
 
 NEW YORK, 
 
 The CLt'DK ScKEW Steam-Packet Comi-any's Screw Steam-Packets; 
 Clyde, 1,200 tons, 250 horse-power, David Hendeuson, Commander 
 
 Petrel, 800 tons, 200 horse-power, 
 intended to sail us under, namely : 
 
 From GLASGOW. 
 
 Clyde 26th July 
 
 Petrel 15th Aug, 
 
 K. H. C. Tims, Commander j are 
 
 From NEW YOliK. 
 
 Clyde 15th Aug. 
 
 Petrel I5th Sept. 
 
 These Vessels have been fitted up expressly for the Trade, and present 
 the best opportunity for the conveyance of Goods and Passengers. 
 
 Rates of Passage, exclusive of Wmes and Liquors, which can be had on 
 board at moderate rates :— Cabin, 18 guineas; Steerage, 9 guineas. No 
 Steward's Fee. 
 
 Freight, including Clyde Dues, Measurement Goods, 80*-. per T(m and 
 5 per cent, primage. Coarse Goods according to agreement. 
 
 No Bills of Lading will be signed excepting those printed expressly for 
 the Company, wliich can be had at Turner and Rose's, 7, South Castle 
 Street, and one of the number affirmed to (duly stamped) will be retained 
 for the Ship. 
 
 Apply in Glasgow to D. A. B. Murray, 14, York Street; or to 
 
 HALL AND MACKINNON, 
 
 18, South Casile Street, Liverpool. 
 
 THE CANADIAN STEAM NAVIGATION COMPANY. 
 
 U)ider Contract with Her Majesty's Provincud Government of Canada. 
 
 Company's Offices: No. 3, Royallnsurance ) WILLIAM RUDD, 
 Buildings, North John Street. S Secretary. 
 
 STEAM TWICE A MONTH TO QUEBEC AND MONTREAL. 
 The Company's first-class powerful Screw Steamships, 
 
 Ottawa ... Capt. J. B. Atkins. 
 Cleopatra... Capt. H. Salt. 
 Charity ... Capt. W. Paton. 
 
 Sarah Sands ^ (chartered) 
 
 Erie (new) Capt. 
 
 Huron (new) Capt. 
 
 Ontario (new) ... Capt. 
 Capt. W. Ilsley. 
 
 ^ Afterwards famous on account of having had a great fire on 
 board at sea, while engaged as a troopship, when owing to her 
 being of iron all the lives were saved. After the fire was subdued 
 she put into the Mauritius with wliole of after end completely 
 burnt out, November. 1857. 
 
 Ill i; 
 
 m 
 
258 
 
 THK ATIiANTIC FKIIUY. 
 
 [CIIAP. XIII. 
 
 » ...I 
 
 h 4 
 
 k 
 
 4. 
 
 
 
 1 
 
 il8 
 
 1 
 
 ■ 1 
 
 
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 rir. 
 
 ^■■' 'I 
 
 '' 1 
 
 ( « 
 
 ^M\>" 
 
 *• \ 
 
 ^Hi" 
 
 > "f 
 
 ^^B'^ 
 
 
 
 1 
 
 Tlio un(I<'r-Mi->tc(l or otlicr Vt'sscls will Ix* dispiitclnMl ns Jnjj.iws, from 
 (BirUond.'inl Din-k) Liv»M|H)c.l, for (^I'KBKC iinil MONTKKAL .lirct, on 
 till' lOtli ami '2Cit\\ uf ouch Month, from April to Scpfciihi'r inclusive; imil 
 from Qiu'Ikt on thw r)th nnd vioth of each Montii JVoni May to Ociobor 
 inclnsiv««. 
 
 When any of ihcso (hitcH full on a Siuxhiy, lh« VcsMt-ls sail on the Monday 
 followinjr. 
 
 Charity 
 
 Tut'sdiiy 
 
 2r)th July, lHft4. , 
 
 Hatos of Passagw to Qut'liw : First Cabin, 20 fjninoas ; Sccund Cuhin 
 \'2 giiipouh, inchidin}? Provisions, but not Wines or Liquors; Third Clasg 
 (5 fjuincas. incdudinji; Pro\ isi»»ns properly cooked. 
 
 (/iirries a Surjjoon. 
 
 Freifjlit to Qnebee or Montreal : iVreasuremont fioods, HOx. \)ov Ton, and 
 6 per cent. |U'image. Course Goods per ajrreenu'Ut. 
 
 Goods for these Ves>els will be received at theTriinsit Slu'ds, Ilirkenliead 
 Dock, and in Liverpo(»I at the Duke's l)o(d(, for conveyance to Birkenhead, 
 at the Shipjur's risk and e\|)ense. 
 
 For Freight or Passage, or furtlun* information, apply to 
 
 LAMONT AM) .MLAKTV, 21, Water Street, Liverpool. 
 
 ST. JOHN. N.B.. AND LIVERPOOL LINE OF 
 
 PACKETS. 
 
 Appointed to sail from LIVf'.EPOOL on the 5th and 20th of every month. 
 
 Ships. 
 
 Captains. 
 
 Reg. Ton 
 
 To sail. 
 
 John Barbour 
 
 . M.\nsii.M,L ... 
 
 ... 9!I7 ... 
 
 20th July, 18.')4 
 
 John Bannerman .. 
 
 . HOBKRTSON ... 
 
 ... 1108 ... 
 
 .'iih Aug. 
 
 Joseph Tarratt 
 
 . PnmiiAKU ... 
 
 ... iM2 ... 
 
 :^Ofli Aug. 
 
 mperial 
 
 . Molt AN 
 
 ... 12!»7 ... 
 
 .'•.th Sept. 
 
 Liberia 
 
 . CnUlCIvSIIANK 
 
 ... 870 ... 
 
 20tli .Sept. 
 
 Eudocia 
 
 . DOANK 
 
 ... lOl.") ... 
 
 .')th Oct. 
 
 Middleton 
 
 . Dklanv 
 
 ... 99t) ... 
 
 201 h Oct. 
 
 David G. Fleming.. 
 
 . Nk'HOLS 
 
 ... 1-J2.'J ... 
 
 .')lh Nov. 
 
 These tine Shijis have been specially selected for this Line, are built of 
 the choicest materials in the province, and arc classed and coppered. Tlieir 
 Commanders are men of experience and ability, and Shippers may rely on 
 their being despatched on their respective dates. Bills of Lnding, of wliich 
 two captain's copies are required, will be .signed at the Office of the Con- 
 signees for the Captain, of which Shippers will ]dease take notice. For 
 Freight or Passage, for which these Vessels have excellent accommodation, 
 apply, in St. John, to Messrs. J. and H. Rked ; here, to the respective 
 Captains, on Board. Brunswick Pock Basin, or to 
 
 FEHNIE BROTHERS and CO.. 
 Orange Court, Castle Street. 
 
 Clii 
 
CHAPTER XIV. 
 
 EVENTFUL PAHSAOES AND SCENES. 
 
 Owing to the excessively wild and tempestuous nature 
 of the North Atlanti<j Ocean, many exciting passages 
 have from time to time heen experienced during the 
 past fifty years, giving opportunity for many acts of 
 bravery, and severely testing the design and construc- 
 tion of the steamers. No more vivid description could 
 be given than the account, already referred to, by 
 Charles Dickens, of the Britannia's passage in 1842, 
 and although in those days the staunchness of these 
 vessels was not so tested as in later years when the 
 speed and power increased, there is no doubt the 
 privations of the passengers were greater. That, how- 
 ever, anxious times are occasionally experienced of later 
 years is evident from the following account of the first 
 voyage of the Republic, one of the early White Star 
 vessels in 1872, sent by a Philadelphia gentleman to 
 the " New York Nautical Gazette." In the course of his 
 story he says : 
 
 " The storm increased until nine o'clock the next 
 day, when we were struck on the port side by a sea. I 
 had many a time talked of being * struck by a sea ' just 
 as of shipping a wave, but from that moment, and hence- 
 forward for the remainder of my life, I received a new 
 impression of what this term means. Without such 
 
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 f\ 
 

 II'" 
 
 (•' . 
 
 i 
 
 ,'. 
 
 lii"*' , 
 .Ml 
 
 if; '> 
 
 ' I i. 
 
 
 260 
 
 THE ATLANTIC FERRY. 
 
 [chap. XIV. 
 
 CHAP. X] 
 
 i.-' 
 
 
 experience I have thought of water as a yielding element — 
 something that would rise and wash across the ship, but 
 it had never entered my mind that to be struck was like 
 having tons of solid matter hurled against the ship like 
 the ball from a cannon. As I said, we were struck from 
 the port side, amidships, opposite the i_-ain saloon ; 
 along this side, on the sofas, were seated about one-half 
 the passengers then in the saloon, say eight to ten. 
 
 ** The plating at this point is about seven -eighths of 
 an inch thick, and the framing some eight inches deep, 
 and. notwithstanding, this side was struck with such 
 force that the passengers were knocked from their seats 
 like cork balls. My friend Mr. Eogers, of Cincinnati, 
 was * projected ' over the top of the port dining-table, and 
 under the central one, receiving a severe contusion on 
 his head, and a serious injury in his right leg. 
 
 "'The deac' -lights were forced in, and a flood of water 
 followed the passengers across the saloon. I happened 
 to be on the other side at the time, and seeing that the 
 side was not actually stove in, I went to the assistance 
 of the chief steward, a brave, determined man, and tried 
 with him to secure the dead-lights by putting down the 
 safety shields ; we succeeded except in one, where the 
 frame was crushed and bent. The frames are about one 
 inch thick, and one andahalf inch wide, with slotted bolt 
 lugs two inches wide, and these lugs were bent like hooks. 
 A strong man could not with a sledge, have struck a 
 blow that would have had the same effect. This was 
 being struck by a sea. As soon as the excitement in a 
 degree abated- I went to the top of the companion-way, 
 and could not, after a warning from the officers, resist 
 the temptation of thrusting my head through the shat- 
 tered door to see what I could of the effects on the ship. 
 That one glance was enough ; the rail was gone, boats 
 were strewed over the deck in splinters, the davits, five 
 inches diameter, were wrenched from their sockets, 
 and swinging over the side. The course had been 
 changed a little, so as to bring the weather on the star- 
 
 if < 
 
 fti 
 
HAP. XIV. 
 
 ement — 
 ihip, but 
 was like 
 ship like 
 ick from 
 saloon ; 
 one-half 
 en. 
 
 ghths of 
 les deep, 
 ith such 
 eir seats 
 acinnati, 
 ible, and 
 asion on 
 
 of water 
 lappened 
 that the 
 ssistance 
 md tried 
 iown the 
 tiere the 
 bout one 
 )tted bolt 
 te hooks, 
 struck a 
 Phis was 
 lent in a 
 ion- way, 
 fs, resist 
 ihe shat- 
 the ship, 
 le, boats 
 vits, five 
 sockets, 
 id been 
 the star- 
 
 CHAP. XIV.] EVENTFUL PASSAGES AND SCENES. ' 261 
 
 board side, or else no one could have ventured to make 
 even so hasty a reconnaissance. While up there I learned 
 of a new horror— that the engine skylights were stove in, 
 and the seas were breaking into the engine-room It 
 was determined to tarpaulin the engine hatch, and 
 Captain Williams, with some half-a-dozen plucky 
 sailors, went out on the deck. Fixing life-lines for safety 
 and retreat, they made their way forward and secured a 
 heavy tarpaulin, which was dragged back, and, fortu- 
 nately, was secured over the hatch, and the men, except 
 Captain Williams, safely housed before we were a^rain 
 struck. Just as he had completed his dangerous task a 
 sea went over, catching him, and carrying him against 
 the tunnel stay, and then against the funnel itself; he 
 dropped down apparently a lifeless mass, and the men 
 who esteemed him for his bravery, went to his rescue' 
 and, awaiting their chances between seas for some ten 
 minutes, got him into the companion-way, and carried 
 him downstairs to the main saloon. 
 
 "I had never seen such a sight before, and hope I 
 never shall again. 
 
 *' It was another proof of the force of the sea, a further 
 explanation of the meaning of ' being struck ; ' the man 
 was literally crushed : the blood flowed from his ears 
 mouth and nostrils, his thigh was broken in two places' 
 and his ribs crushed on one side. A powerful man weighing 
 over 200 lbs., crushed like an insect by the sea ! This 
 cast a new gloom over the passengers, .vhile the hurri- 
 cane increased. The seamen sheltered in the forecastle 
 and elsewhere : strong men used to storms and dangers 
 gave up hope. It appeared as if everything was swept 
 Irom the decks. The wind no longer conveyed an idea 
 of moving air, but of a moving solid, that swept all 
 before it. 
 
 " Through that dreadful night that succeeded no one 
 slept. The sea broke over the saloon decks, and the 
 water came down the companion-wav in tons: the 
 stewards bailed and attempted to keep it out of the 
 
 i 
 
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 'n. 
 
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 m^i 
 
 Ttiiti A'n.AN'rir I'liiiiiiv. 
 
 h IIAI'. MV, 
 
 Hiil()<)i). liiil (MUild not. Tlio Hls,vliH!litM ovrr \.\u\ H\nU\. 
 rotMiiH \V(<ro it) Hovunil pliicoH ntovo in, iin<l in onn cMMr n, 
 nutni (MMMipiod hy Iavi» linlioH wmm tilled to ii. ddptli ol' 
 H(n'(M'nl IV(>t. Ono IimI.v wrnt into liyhtrricH, luiil i'i*iniiinil 
 Hmcnil nu«n to hold ln«r. AtH(iV(tn o'rliudi in tlittnioi'innfj;vv(t 
 \V(M'(t M^nin ' HtrucK i)y it Mm. ' on tlit^ |ioi't liow. It Honmnd 
 ilH if tlio \\\u\U\ I'orwiu'd piii't ol' tli(< Mliip liiid Inutn torn 
 HAVuy. 
 
 *' TliiH wiiH the nioMt Hovoro Hliojds ol' nil, iiiid Ititd it, 
 lik(t tin* I'oiinor om*. Iin^n iilM'cnMt tlio Miiloon, llir dlTtict 
 would luiv<* !>o<>n inoi'M toniltlo ntill. Tliin wiih tlio liiHt 
 lu»iivy Htroko wo ('Xpcrionci'd. Tlio ^Iiihh wi^nt np, luid 
 
 tnf, 
 
 twonty-tour liotn'H liitfi' wo could ^o on tho Hiiloun duck In 
 Hoo tln^ dovn.Hliition lu'ound uh. It wmh toiiiiic. hutonn 
 Itoiit «Mit ol" ten WIIH l(d't, nnd it wmh ntovo. Tin* I'ni.j,';- 
 nuMttH (d' tlu< otluM'H woi-(t loil^od iilMUd. tlio dncdi, hut 
 noiui HO liM'K(« thiit tt niiin could hitndio thotn. 
 
 " Tin* funned ninyn wrro piirtcd, tho coinhinf,i; ii,ho'jt the 
 funntd wiiH piirtcd IVoni tho i\vrU, mid luiu'ly tho wholo 
 of tlu> riiilinp; wiih hmt or luMiKing over tho HidcH ; ittid 
 Htrnn^imt of nil, nnd to mo tho ^routcHt ovidcnco id' tho 
 foi'cu of tint HCii, tho nii/./on hooni (d' hnrd pine, twclvo 
 iiudu'H dinimd,('r, wn.H crunhod n,H though it were ii reed. 
 Nothiufj; hut \<nXvv could hiivo Htruck it, nnd (MtuHidnriu^ 
 th(^ (diiHticity of tlu^ hooin and itH ititindinicntM, with its 
 cn^pncity of rcHiHtiiiK tiiinHVorHo Htniin, it wiih IiiikI, iii- 
 (UhmI, to concoivo that it wiih hridccn hy tho hch ; hut wo 
 wero no lonpicr Hcopticiil." 
 
 Lattu' in tho IHHO dccndo iniiny exciting voyiigoH hiivo 
 boon oxpoiionc(!d, tho nioro notahlo hoing oru) whon tho 
 forward funiud of tho ('uiuird Sorvla vvaH Hhn,tt(!r(!d hy u. 
 treniendouH nva, ahout thirty focitahovo tho nonnn,! water- 
 line. Sonio tinio aftorwurds the VVhit(; Star Germanic 
 waB struck hy a tidal wave with hucIi violonco aH to 
 wrench tiie Hteani winclies from olf the deidcH, and hIovo 
 
 ''i 
 
 i- 
 
(II-VP. XIV. I |ilV|ilNTI''li|, I'AMM/\(1|i;N ANI» MrKN 
 
 KN. 
 
 •ioa 
 
 ill woiiin of |,Im> nU'tiw^ ii'oM iliM'K iMMipnN, wliirh iiJIowiwI 
 till' mhJimhi to iio lldoditd, (MJioi- itiMkiK^cn of \.\h\ M<rnl»lo 
 HirniiHlli imkI iMtwcr ol' Mm kimiI, AUiMiti(i wmvom urn inurHi- 
 roiiN, At Olio Mnio jl, iw iho cotnploto (MUmIiIii^! of iJio 
 Mtout svlmJoluMikN wliirli protnct iJio how imkI Mtoni ; ni, 
 iiiiolhrr Iho Mnii|i|iiiifj; off of davilH mIx and movok iiiriioH 
 <liiiin*<foi' : lit iMMitlioi- tiiito tlio fiiiiiMtl \ft wio<Im<(I 
 
 IUhI ill one I'Otlllll'luiJllo illHtlUMlO, il|||,t (»f tilO t'llillMhdpllJM; 
 
 liiM'f BrIfilMh Qiiftoti, in IHHI, notliiiiK I'lit tlio HiilmtaiitiiiJ 
 liiiiM of tlio hull imkI ii|i|mm' worhn Niivod tho simt^i from 
 I'niiiidoriii^, iiH II' tidtiJ witvif i-ollod on hourd ti.iid Kw^p^' 
 tlio fiitii'p d<-<',l<M foro liiid M,ft, c.U'nriUif, I'k' I'l'idj/o, whool- 
 lioiiMo. ('otiipaiijoii, iMid ciiptfiiirw hoiiNi), fiiniiol, oi^ht 
 loir davitn, hoiiio id' tho wincdrnw, and fill 
 
 ri,WM,y 
 
 lifohoatH iMid tl 
 liiuid-nulH, iMid I'lMiMMij^ loHM of lifo to tho rrow, hut no 
 iiijui'.v whutovnr to tho 700 pii,HHoii(jroi'M on hoard. Not- 
 witliHtandinw tUI thin diumi^ij;*! to tho iippor worl(H, Mho 
 I»ro(M'(ul('d on hor vo^ya/^o, iind waH Moon aftorwardH paMHod 
 Ity a liiKh-Hpcod HtciinKti', and loportod an Mtoamin^ at 
 lull Hpo('<l without a fiintnd, ail woll. 
 
 Tl 
 
 10 poHition of tho TranMatlantic mail Mt<am<frH, in i\ 
 
 10 
 
 H! 
 
 (!V(!nt of war hronJtiiiK <>'<t hctwo-on (inat Ihitain and i\ 
 Vu'iU'A StiitoH, wn,H dolimMJ in lHr»(; hy tho following; ox- 
 inirt from tho " llluHtrato,d London Nowh," of .luno 2lHt, 
 IHr»(; ; hut iindor tho oxiHtinj^ oirciiniHtancoH, hy which 
 mail HtcamcrH aro armod criiiHfirH of (iri^at iJritain, ii 
 in douhtful if hucIi a magnanimouM ((,groorn(!nt would now 
 
 lie ( 
 
 Ifoot 
 
 IVO. 
 
 tt 'II 
 
 riioro aro now Mix rmiil Htoam-packcit communica- 
 iiotiK ovory month botwoon Engiand und the Unitod 
 
 lili 
 
 ■ « |i 
 
 i ! i 
 

 P 
 
 t 
 
 1 
 
 h 
 
 264 
 
 THE ATLANTIC FERRY. 
 
 [chap. XIV. 
 
 States. In article 20 of the United States and English 
 Postal Convention, it states that * in case of war between 
 the two nations the mail packets of the two countries 
 shall continue their navigation without impediment or 
 molestation until six weeks after a notification shall have 
 been made on the part of either of the two Governments, 
 and delivered to the other, that the service is to be dis- 
 continued, in which case they shall be permitted to re- 
 turn freely and under special protection to their respec- 
 tive ports.' " 
 
 THE MAI 
 
 m 
 
CHAPTEE XV. 
 
 THE MANNING, EXPENSES, AND COST OF ATLANTIC LINERS. 
 
 Thrning to the navigating of an express liner, mention 
 must be made of the commanders, officers, and seamen 
 who have from time to time led the van in the past, such 
 as Judkins, Nye, Lucy, Cook, McMickan, Sir Digby 
 Murray, Kennedy, Grace, Gleadell, Hewitt, Munroe, 
 W. H. Thomson, Hamilton Perry, and others, whose 
 names must be placed with those who at present main- 
 tain the same traditions of energy and daring, such as 
 Hains, McKay, Watkins, Land, Parsell, Brooks, Murray, 
 Handle, and others, who now possess the great honour of 
 piloting the twenty-knotters to and fro on the Atlantic, 
 aided by faithful and intelligent officers. Assisting these 
 also come the carpenters, boatswains, quartermasters, 
 A.B.'s, and others, of whom it may be truly said, that 
 they are always ready to cope with, and if possible sur- 
 mount, any difficulty or ordeal which they may be called 
 upon to meet in the densest fogs, heaviest snow-storms, 
 or wildest weather even of the North Atlantic. 
 
 Except by one intimately acquainted with the working 
 and manning of an express liner, only a faint idea 
 can be formed of the great change which has taken 
 place relatively in the number of hands required in the 
 various departments ; the department now requiring the 
 
 liiii 
 
 |!i(!|fl! 
 
 Hill ! 
 
 '\ 'I 
 
 
 hi' 
 
 I ' I''' ' 
 
 W 
 
 I I 
 
 -^f!(f!' 
 
 11 
 
266 
 
 THE ATLANTIC FERRY. 
 
 
 
 It ' 
 
 
 
 ■! Jfi. 
 
 ik c' i ii 
 
 h> 
 
 [chap. XV. 
 
 fewest hands being the sailing, which in former times 
 was of necessity the most extensive. 
 
 Nowadays this department numbers, for a twin screw 
 liner, exclusive of the commander, only 46 ; made up of 
 5 officers, 2 carpenters, 2 boatswains, 6 lookout men, 
 (specially examined as to colour blindness), 6 quarter- 
 masters, 1 storekeeper, 1 lamp-trimmer, 22 seamen 
 (A.B.'s), and 1 mess steward. These are divided into 
 two watches, port and starboard, consisting of 2 officers, 
 3 lookouts, 3 quartermasters, 1 boatswain, and 11 sea- 
 men. 
 
 The staff under the chief engineer numbers 160, rated 
 as follows :— 1 senior second engineer, 1 second, 2 thirds, 
 2 fourths, 2 assistant seconds, 2 assistant thirds, 2 assis- 
 tant fourths, 2 fifths, and 2 sixths. In addition come 2 
 boiler makers, 2 electricians, 1 refrigerating engineer, 1 
 winchman, 2 store-keepers, 26 greasers, 6 leading fire- 
 men, 60 firemen, and 42 trimmers. In other words, 18 
 engineers, 2 electricians, 2 boilermakers, 108 stokehole 
 staff, 26 greasers, 1 winchman, and 4 storekeepers. 
 
 This immense staff is arranged in three watches of 
 four hours each as follows :— 6 engineers, 6 greasers, 20 
 firemen, 14 trimmers, 1 electrician, and 2 electrician 
 greasers, and has charge of no less than 56 different 
 engines, large and small, inclusive of the two sets of main 
 engine^i. 
 
 In the passenger and victualling departments, a staff 
 averaging about 112 men are engaged under the purser 
 and chief steward, and are rated as follows :— 1 second 
 steward, 30 saloon, 12 bedroom, 4 pantrymen, 4 "boots," 
 
lii ; 
 
 CHAP. XV.] MANNING, EXPENSES, AND COST OP LINERS. 267 
 
 12 second cabin stewards, 18 steerage stewards, 8 cooks, 
 4 scullions, 5 bakers, 3 butchers, 5 boys, 1 captain's 
 steward, 1 barber, and 4 storekeepers. This number, 
 unlike the other departments, is, however, always vary- 
 ing more or less, according to the number of passengers 
 to be carried. 
 
 Adding the totals of the three departments together, 
 namely, 47 in the sailing, 161 in the engine, and 114 
 in the passenger, the large number of 322 hands, 
 are required, as a rule, in the running of these 
 vessels, whose wages may be taken at, say d6300 
 for the sailing department, ^6960 for the engine, and 
 i'470 for the passengers, making a total of £1,730 per 
 moni,h. When these figures are considered, together with 
 the other heavy expenses of up-keep or maintenance, 
 office expenses, insurance, agency commission, shore sta£f, 
 works, port charges, interest on capital, and deprecia- 
 tion, it may be fairly taken that, at least, the sum of 
 ±16,000 is required to be realized per trip, before any 
 profit can be counted upon ; so that some idea of the 
 enormous sums at stake in the working and manage- 
 ment of an express Transatlantic line can be realized. 
 When these vast figures are considered, together with 
 the very extensive requirements enumerated elsewhere, 
 the chimerical nature of the schemes proposed from 
 time to time for forming new lines, which promise 
 three and four days' passage across the Atlantic, can 
 easily be discerned ; for they are overwhelming proof 
 that the difficulties in the way of any company or firm, 
 without shipping experience, who would create all at once 
 
 ,11- ' 
 
 ii 1 
 
 lilii !i 
 
268 
 
 THE ATLANTIC FERRY. 
 
 ^-%^o 
 
 In. ' 
 ■ i 
 
 
 [chap. XV. 
 
 a service more luxurious, and having higher speed, than 
 that now afforded by the existing lines, which will at the 
 same time prove a financial success, are utterly un- 
 surmountable. 
 
 As an instance of how much will be required to 
 obtain even a little improvement, it will be inte- 
 resting to follow the changes required, as shown by the 
 following estimate, which is based upon moderate 
 improvements in the existing forms of ships and ma- 
 chinery . If we take for example the Teutonic and Majestic 
 (whose models, as in the case of the earlier White Star 
 boats, notably the Britannic and Germanic, seemed to serve 
 thein in good stead), to attain their present speed of 20 
 knots, requires about 17,000 indicated horse-power each, 
 which means (allowing enough for all the auxiliary 
 engines) a consumption of, in round figures, 300 tons per 
 day of 24 hours, or say 1-6 lbs. per indicated horse-power 
 per hour. Assuming that the consumption may, by ad- 
 vancing improvements, be reduced to 1] lbs. per hour, 
 and that the size of the machinery be so increased as to 
 admit of a daily consumption of 400 tons per day, which 
 would mean engines powerful enough to indicate 25,980 
 horse-power, or say, two sets indicating nearly 13,000 
 each (which is about the average of the Etruria's single set 
 at present), then, assuming this will give an average speed 
 of 22 knots per hour, the reduction in the time occupied in 
 making the passage will only be some twelve or thirteen 
 hours, so that the coming vessel, to ensure a five days' 
 passage B,cross the Atlantic, will require, to indicate over 
 26,000 horse-power, and consume about 400 tons of coai 
 
 CHAP. XV 
 
I! 
 
 CHAP. XV.] MANNING, EXPENSES, AND COST OF LINERS. 269 
 
 per day, which moans a considerable increase in the 
 engine-room staif. 
 
 In addition, the more important feature of first cost 
 will have to be considered ; for, taking the cost of the 
 Teutonic at, say, i5460,000, it will be apparent that nearly 
 i'GOO,000 must be invested in one vessel, which, with the 
 other expenses increasing proportionately, means the 
 earning of immense sums before any return can be 
 obtained for the enormous capital at stake/ 
 
 * See Appendix. 
 
 ill 
 
 iiit'l 
 
 
 . 
 
 Ill 
 
 lin 
 I pi 
 
 [jiji; 
 
 i 
 
 
1^ s 
 
 CHAP. XV 
 
 pi* 
 f, t- 
 
 
 ', .1. 
 
 .'I 
 
 V"' 
 
 
 I ' 
 
 ^B!'" 
 
 ^i 
 
 
 
 
 'i 
 
 
 ■J' 
 
 
 -J 
 
 ^Kl'* 
 
 Ti 
 
 ^^Kii 
 
 >1 
 
 ^HiiTt 
 
 
 CHAPTER XVI. 
 
 ATLANTIC RECOEDS AND TABLES. 
 
 With a view of illustrating in a brief form the records 
 and doings of the great lines and noted vessels during 
 the last fifty years, the author has designed and worked 
 out the diagram, and compiled and arranged the various 
 tables which are to be found at the end of the book. An 
 examination of the diagram is of great interest, as 
 the dimensions and leading particulars of typical vessels, 
 for the various periods ranging from 1840 to 18!)0, 
 are each set out to a scale of 100 feet per incli, so 
 that the relative dimensions and performances of eacli 
 ^an be seen at a glance and compared with each other. 
 The lines marked T will be fou^^.d by reference to the 
 table to denote the time occupied on the passage, and by 
 measuring off on the vertical scnle on the right hand of 
 the sheet, the number and fraction of days required for 
 the passage of any of the vessels is at once found. With 
 this line, T, should also be compared S, which denotes 
 knots per hour, as it is interesting to observe that as the 
 time, T, on passage gradually decreases from 14 days 8 
 hours to 5 days 17 hours, the speed per hour gradually 
 increases from Si to 20 knots. 
 
 The next important point is the relative sizes of the 
 £hips, which are plainly set out by the offsets marked D, 
 
 m 
 
 r% 
 
 
CHAP. XVI.] ATLANTIC IlECORDS AND TAULEH. 271 
 
 denoting the load-line displacements to a scale of :i,000 
 tons to the inch, and which may be readily measured 
 from the tenth scale plotted on the left side of the sheet. 
 The displacement being the factor which denotes the real 
 size of a vessel, it will be seen how vast was the size of 
 the Great Eastern, designed nearly forty yearn ago, for 
 although her length only exceeds that of the Teutonic by 
 120 feet, her diaplacement reaches the enormous total 
 of 32,100 tons, compj;red with the 1(),740 of the latter 
 vessel. 
 
 To trace the gradual rising of the steam-pressure 
 carried in the boilers, it is only necessary to note the 
 line P, which shows the gradual advance from the 
 12 lbs. of the Britannia in 1840, to the 30 lbs. in the City 
 of Brussels in 1869, which practically was the range 
 during the period of single expansion engines. After 
 the City of Brussels, a great increase to CO lbs.— the 
 commencing pressure for the compound or double ex- 
 pansion engines— is shown on the Oceanic, and again a 
 gradual increase to 110 lbs. on the Oregon and Etruria in 
 1883 and 1885. This is succeeded on the City of Paris 
 and Teutonic, by the still higher pressures of 150 lbs. and 
 180 lbs. respectively, which have followed on the adop- 
 tion of the triple expansion engines now in vogue, and are, 
 up to the present, the highest pressures carried in the ex- 
 press trade ; but as 210 lbs. is now carried elsewhere for 
 quadruple expansion engines, it is only a question of 
 how soon another advance will be made. 
 
 Together with the advancing boiler-pressures, the 
 other important items of indicated horse-power and 
 
 I 
 
 i'] ill 
 
 !,'! 
 
 'I I 
 
 !i 
 
 pli': 
 
 lihH. 
 
 1 ii 
 
 . I- 
 
 mm 
 

 
 li 
 
 t 
 
 it 
 
 r' • 
 
 .«vi 
 
 J 
 
 -It ; 
 
 ,,si I' 
 
 272 THE ATLANTIC FEUHY. [cHAP. XVl. 
 
 consumption, marked H and C, also show intercHting 
 changes and resiilia, one of the most marked behig the re- 
 latively heavy conHiimption required for the horse-power 
 given out by the large paddle-wheel steamers. This is at 
 once reduced by the screw-propeller, and again by the 
 adoption of the compound engine, and is followed l)y a, 
 still further relative reduction on the introduction of the 
 triple expansion engines. 
 
 On comparing the vessels and their performances by 
 the offsets, the excellent results given by the high-speed 
 America stand out most prominently, the S and T points 
 being equal to any, whereas all the others are con- 
 siderably lower ; but at the same time it must be noted 
 that commercially she was but an in<lifferent success. 
 
 From a study of this diagram it is interesting to form 
 a brief synopsis of the leading features, as for in- 
 stance : 
 
 The longest vessel now existing is the Teutonic. 
 
 The one having greatest displacement is the City of 
 Paris. 
 
 The greatest displacement yet reached was 32,100 
 tons on the Great Eastern. 
 
 The greatest power indicated by paddle engines was 
 5,000 on the Great Eastern. 
 
 The greatest power indicated by paddle engines on 
 regular Transatlantic lines was 4,000 on the Scotia. 
 
 The greatest power indicated by single screw engines 
 was 14,000 on the Etruria. 
 
 The greatest power indicated by twin- screw engines 
 was 18,500 on the City of Paris. 
 
 m^ 
 
II 
 
 ATLANTIC UKCOltDH AND TAHLEH. 
 
 278 
 
 CHAP. XVI. J 
 
 The highest coiiHumption per day attained hy paddle 
 boat waw U'A) toiiH on tlie Scotia. ' ' 
 
 The highest consumption per day M.ttained by screw 
 boat vvtiH :{'2() toiiH on the Etrurla. 
 
 The hi-hest averaKo speed attained by paddle-boat was 
 14 knots by the Scotia. 
 
 The hif^'hest average speed attained by screw boat was 
 20-85 knots by the Teutonic. 
 
 The lowest steam-pressure carried in boilers was 12 lbs. 
 on the Britannia. 
 
 The highest steam pressure carried in boilers is 
 180 11)8. on the Teutonic. 
 
 Fastest outward passage, Queenstown to Sandy Hook 
 (New York), 5 days, U> hours, 81 minutes by the Teutonic. 
 
 Fastest homeward passage, Sandy Hook to lioche's 
 Point (Queenstown), 5 days, 22 hours, 50 minutes by 
 the City of Paris.' 
 
 In addition to the diagram, the various tables, which 
 will be found at the end, also serve to show the great 
 advances made, thus : 
 
 Table No. 1 gives the various dimensions of the more 
 famous vessels, together with a brief desc.ption of the 
 engines, and practically calls for no comment; but 
 Tables Nos. 2 and 3, which give the rapid passages both 
 out and home, will be found interesting, as showing the 
 vessels' dates, and when the passages to and fro on the 
 Atlantic were reduced respectively to nine, eight, seven, 
 and six days. With a view of making a comparison,' 
 
 ' This has since been reiluced by the Teutonic in October, 1891 
 to 5 days, 21 hours, 8 minutes. ' 
 
 T 
 
 ii' ' 
 
 II" 
 
 ' '!i i 
 
 

 . ( 
 
 r.: 
 
 
 11 * 
 
 f. 
 
 11 u 
 
 ^^■;> 
 
 Bv' I 
 
 \'y'. 
 
 %(^ 
 
 274 
 
 THE ATLANTIC FERRY. 
 
 [chap. XVI. 
 
 the following account of the doings of the various sailing 
 ship lines in 1840, taken from the ** Liverpool Mercury" 
 of June 26th in that year will be of interest. 
 
 Extract from ** Liverpool Mercury" June '2i6th, 1840. 
 PASSAGES OF SAILING VESSELS. 
 
 
 To England. 
 
 To New York. 
 
 Name of Line. 
 
 No. of 
 Voyages. 
 
 Time on 
 Passage. 
 
 Fastest 
 Passage. 
 
 No. of 
 Voyages. 
 
 Time on 
 
 Passage. 
 
 Fastest 
 Passage. 
 
 Old Black Ball Line 
 r»raniatic Line i . . 
 Star Line .... 
 Swallow Tail Line . 
 
 23 
 11 
 11 
 11 
 
 22} days 
 
 m „ 
 
 24 „ 
 
 22i „ 
 
 18 days 
 17 „ 
 
 ?i " 
 1' „ 
 
 11 
 11 
 
 33| days 
 3U „ 
 39 „ 
 35 „ 
 
 22 days 
 
 23 „ 
 
 27 „ 
 
 28 „ 
 
 
 
 STEAMERS. 
 
 
 
 
 Great Western 
 Liverpool 2 . . . 
 
 
 13| days 
 
 15J „ 
 
 12i days 
 131 „ 
 
 
 16i days 
 
 174 ,, 
 
 13 days 
 16 „ 
 
 From this it will be seen the best average passages 
 outward to New York were 33| days by the Dramatic 
 Line clippers, the fastest passage being 22 days, made 
 by the old Black Ball Line. 
 
 For the homeward trip, the best average passages were 
 those of the Dramatic Line, being 20h days, the fastest 
 passage being made by their vessels and also those of 
 the Swallow Tail Line in 17 days. The time occupied 
 by the only two regular steamers, the Great Western and 
 Liverpool, is also of interest, as showing the speeds then 
 attained, and which may be continued down to the pre- 
 
 1 See life of E. K. Collins, p. 208. 
 
 - The Liverpool had eighteen hours farther steaming than the 
 Great Westeni. 
 
li ' 
 
 CHAP. XVI.] ATLANTIC RECORDS AND TABLES. 
 
 275 
 
 ' II 
 
 sent day by reference to the Tables Nos. 4 and 5, which 
 show the average passages made by the various steam 
 lines since 1850. The next table, No. 6, the author has 
 compiled from reliable sources for the purpose of show- 
 ing the average passages which may be expected to pre- 
 vail in the Express Transatlantic Service before many 
 years have passed, as there is no doubt each of the great 
 lines will sooner or later be compelled to increase the 
 number of their high-speed vessels from two to at least 
 four. By the table it will be seen that the averages for the 
 two fastest vessels of each line have been for the year 
 1891 as follows : 
 
 Cunard Umbria and Etruria . 
 Inman City of New York and City 
 
 of Paris 
 
 White Star Teutonic and Majestic . 
 
 which practically ensures a future regular average 
 passage outward and homeward of a little over 6 days. 
 Taking the distance generally travelled between Queens- 
 town and Sandy Hook as averaging about 2,800 knots 
 outward, and 2,840 homeward, these results indicate a 
 mean average speed of 18f knots outward, and 19 knots 
 homeward, which is but little below the maximum speed 
 attained. 
 
 Up to the present time the greatest distance run in 
 one day of 24f hours has been 517 knots, equal to 595^ 
 miles, which was achieved by the White Star liner 
 Teutoric in the month of August, 1891, on an outward 
 passage. This gives a rate of 21 knots, or 24 statute 
 
 . Outward. 
 
 Homeward. 
 
 d. h. 
 
 m. 
 
 d. h. m. 
 
 6 11 
 
 50 
 
 10 20 
 
 6 6 
 
 4 
 
 6 8 24 
 
 6 2 
 
 30 
 
 6 3 60 
 
 111 
 
 m\ 
 
 M 
 

 1. 
 
 i"' 
 
 if.' > 
 
 III * 
 
 f*''" 
 
 1 I 
 
 276 THE ATLANTIC FERRY. [cHAP. XVI. 
 
 miles per hour, and as it is more than probable that 
 this excellent result may at any time be repeated for 
 some days in succession, it is not beyond the bounds of 
 probability that one of the existing vessels may make 
 the passage in about 5| days ; which practically means 
 leaving Liverpool on the Saturday of one week and land- 
 ing in New York about the same hour on the following 
 Friday.' 
 
 The last table, No. 7, which remains to be commented 
 upon, contains in brief a' record of the various steam- 
 ships which have succumbed to the perils of the deep, 
 and, in some instances, left sad memories of friends and 
 relations swallowed up by the great sea, and in others of 
 deeds of indomitable courage and daring (such as the 
 rescue of every life from off the Danmark), greater and 
 more heroic than any which have ever earned the dis- 
 tinction of the Victoria Cross amid the clash of arms, 
 because they have been effected under more thrilling 
 circumstances, and in a higher and nobler cause. 
 
 Out of the 122 vessels lost, it will be noticed 62 
 caused loss of life either directly or indirectly, and it is a 
 matter of great congratulation to notice that not a single 
 life has up to the present been lost by any casualty to 
 the great express liners, a fact which must be largely 
 attributed to the effective bulkhead division now in 
 vogue, as illustrated by the Oregon disaster and the City 
 of Paris breakdown. 
 
 ' Since tliis was written the Majestlcof the White Star Line hos 
 in February, 1892, on an outward passage, manitained an aveia','e 
 speed of 20-4 knots per hour all the way across. 
 
CHAP. XVI.] ATLANTIC EECORDS AND TABLES. 277 
 
 Of the other vessels, it will be noticed that 24 
 were never heard of after leaving port, so that no de- 
 finite reason can be assigned for theL- loss ; the first 
 to figure under this heading being the unfortunate 
 President in 1841. 
 
 Of the others, 53 were wrecked, 15 foundered, 9 were 
 burned, 5 sunk by ice, and 16 sunk by collision, which 
 last has so far been the only one in this unfortunate cate- 
 gory of maritime dangers to claim as a victim one of the 
 swift ships of the great express trade. 
 
 In concluding this description and retrospect of the 
 past fifty years of the working and management of the 
 great North Atlantic lines of steamships, it will not be 
 out of place to take a look into the future and see what 
 may yet be in store for posterity, as it would be idle to deny 
 that there is any finality in such matters ; and so long as 
 the travelling public demand and will pay for yet higher 
 degrees of comfort and speed, new vessels will be brought 
 forward, possessing still further improvements, as every 
 effort which skill and science can command will be put 
 forward, by the great shipbuilding firms, to produce some- 
 thing in advance of their preceding achievements. What 
 the nature of the advances will be it is difficult to 
 surmise, as of course every step forward reduces the 
 field for further improvements and extension ; and 
 although it is quite possible to reduce the time now 
 occupied by merely increasing the power of the machinery, 
 and of necessity the present enormous daily consumption 
 of coal, it is plainly evident that the speeds now attained 
 by the "Fleet Messengers of the Mersey" are fast 
 
 li 
 
 II, 
 li. 
 
 K 
 
 pi 
 ill 
 
 I'; 
 
278 
 
 THE ATLANTIC FERRY. 
 
 [chap. XVI. 
 
 reaching the same condition as the speeds of the express 
 trains, which have been for many years past at a stand- 
 still, the maximum speed of to-day on the railways being 
 but little, if any, more than that attained many years 
 ago. 
 
 But that gradual advances will be made in the near 
 future there is no doubt, and so long as the desire to 
 shorten the duration of ocean voyages, and competition 
 exists, shipowners, engineers, and builders will be pre- 
 pared to advance beyond anything yet achieved, if even 
 moderate financial success can be counted upon and the 
 premier position maintained. 
 
 i« 
 
n 
 
 I 
 
 TABLES 
 
 AND 
 
 APPENDICES. 
 
 
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 TABLE No. 4. 
 Average Passages of Steamships of Atlantic Lines 
 
 
 
 
 FROM 
 
 1850 TO 
 
 liSUO. 
 
 
 
 
 
 
 
 
 
 
 Outirard 
 
 • 
 
 
 
 
 
 
 Year. 
 
 i 
 
 Cnnairt. 
 
 Innian. 
 
 
 Guion. 
 
 1 White Star. 
 
 1850 
 
 D. 
 
 13 
 
 H. 
 
 
 M. 
 
 
 
 D. 
 
 H. M. 
 
 D. 
 
 H. 
 
 M. 
 
 1). 
 
 H. 
 
 M. 
 
 1852 
 1855 
 
 12 
 
 19 
 
 26 
 
 
 
 
 
 
 
 
 
 12 
 
 12 
 
 
 
 
 ^^_ 
 
 
 
 
 1 
 1 
 
 
 
 1866 
 
 10 
 
 11 
 
 34 
 
 11 
 
 15 18 
 
 
 
 
 1 
 
 
 
 1873 
 
 10 
 
 16 
 
 40 
 
 10 
 
 22 4 
 
 12 
 
 6 
 
 38 
 
 9 
 
 1!) 
 
 4S 
 
 1875 
 
 10 
 
 17 
 
 24 
 
 10 
 
 20 45 
 
 11 
 
 8 
 
 47 
 
 9 
 
 16 
 
 33 
 
 1876 
 
 10 
 
 13 
 
 32 
 
 10 
 
 1 44 
 
 10 
 
 23 
 
 45 
 
 8 
 
 21 
 
 14 
 
 1877 
 
 10 
 
 5 
 
 23 
 
 9 
 
 7 21 
 
 10 
 
 3 
 
 30 
 
 8 
 
 18 
 
 27 
 
 1878 
 
 9 
 
 22 
 
 27 
 
 9 
 
 4 15 
 
 9 
 
 20 
 
 1 
 
 8 
 
 1.") 
 
 3!» 
 
 1879 
 
 9 
 
 23 
 
 48 
 
 9 
 
 12 6 
 
 9 
 
 20 
 
 40 
 
 8 
 
 21 
 
 12 
 
 1880 
 
 9 
 
 22 
 
 12 
 
 9 
 
 10 45 
 
 9 
 
 16 
 
 50 
 
 8 
 
 23 
 
 12 
 
 1881 
 
 10 
 
 6 
 
 29 
 
 9 
 
 12 52 
 
 9 
 
 23 
 
 55 
 
 8 
 
 21 
 
 40 
 
 1882 
 
 9 
 
 17 
 
 39 
 
 10 
 
 45 
 
 9 
 
 10 
 
 41 
 
 9 
 
 
 
 18 
 
 1883 
 
 9 
 
 11 
 
 15 
 
 9 
 
 17 3 
 
 9 
 
 9 
 
 5 
 
 8 
 
 20 
 
 29 
 
 1884 
 
 9 
 
 11 
 
 15 
 
 9 
 
 20 3 
 
 9 
 
 9 
 
 5 
 
 S 
 
 20 
 
 2!) 
 
 1885 
 1886 
 
 8 
 / 
 
 
 11 
 
 54 
 10 
 
 9 
 9 
 
 13 42 
 11 32 
 
 9 
 9 
 
 18 
 3 
 
 23 
 
 27 
 
 8 
 8 
 
 16 
 16 
 
 22 
 
 1887 
 
 7 
 
 10 
 
 38 
 
 9 
 
 23 37 
 
 8 
 
 22 
 
 43 
 
 8 
 
 14 
 
 4 
 
 1888 
 
 
 8 
 
 5 
 
 9 
 
 2 44 
 
 9 
 
 1 
 
 2 
 
 8 
 
 12 
 
 4.") 
 
 1889 
 
 7 
 
 10 
 
 30 
 
 8 
 
 3 28 
 
 9 
 
 6 
 
 5] 
 
 8 
 
 ^ 
 
 27 
 
 1890 
 
 7 
 
 15 
 
 23 
 
 8 
 
 16 9 
 
 9 
 
 14 
 
 34 
 
 7 
 
 17 
 
 
 
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fi 
 
 9 
 
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 48 
 
 9 
 
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 33 
 
 8 
 
 21 
 
 !4 
 
 8 
 
 18 
 
 27 
 
 8 
 
 1.-) 
 
 39 
 
 8 
 
 21 
 
 12 
 
 8 
 
 23 
 
 12 
 
 8 
 
 21 
 
 40 
 
 9 
 
 
 
 18 
 
 8 
 
 20 
 
 29 
 
 S 
 
 20 
 
 29 
 
 3 
 
 16 
 
 22 
 
 ^ 
 
 16 
 
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 S 
 
 14 
 
 4 
 
 -i 
 
 12 
 
 4.-) 
 
 S 
 
 7 
 
 27 
 
 w 
 
 1 
 
 17 
 
 
 
 TABLE No. 5. 
 Average Passages of Steamships of Atlantic Lines 
 
 FROM 1850 TO 1890. 
 Homeward. 
 
 Year. 
 
 Cunard. 
 
 Ininan. 
 
 Guion. 
 
 White Star. 
 
 
 D. 
 
 1. M. 
 
 1). 
 
 11. 
 
 M. 
 
 D. 
 
 II. 
 
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 I). 
 
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 12 
 
 16 
 
 
 
 
 
 
 
 
 
 
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 11 
 
 12 
 
 
 
 
 
 
 
 
 
 
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 10 
 
 11 
 
 40 
 
 
 
 
 
 
 
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 9 
 
 7 .)9 
 
 10 
 
 
 
 2 
 
 10 
 
 20 
 
 18 
 
 8 
 
 22 
 
 39 
 
 1870 
 
 9 
 
 4 48 
 
 8 
 
 17 
 
 52 
 
 9 
 
 20 
 
 4 
 
 8 
 
 12 
 
 13 
 
 1877 
 
 9 
 
 5 o9 
 
 8 
 
 21 
 
 51 
 
 9 
 
 12 
 
 54 
 
 8 
 
 11 
 
 9 
 
 1878 
 
 9 
 
 8 37 
 
 9 
 
 
 
 3 
 
 9 
 
 18 
 
 50 
 
 8 
 
 16 
 
 19 
 
 1879 
 
 9 
 
 3 26 
 
 8 
 
 22 
 
 33 
 
 9 
 
 9 
 
 4(1 
 
 8 
 
 10 
 
 32 
 
 1880 
 
 9 
 
 6 58 
 
 9 
 
 1 
 
 59 
 
 9 
 
 9 
 
 9 
 
 8 
 
 17 
 
 26 
 
 1881 
 
 9 
 
 9 29 
 
 9 
 
 2 
 
 18 
 
 9 
 
 11 
 
 14 
 
 8 
 
 13 
 
 54 
 
 1882 
 
 8 
 
 20 17 
 
 9 
 
 2 
 
 21 
 
 8 
 
 16 
 
 20 
 
 8 
 
 10 
 
 50 
 
 1883 
 
 8 
 
 20 46 
 
 9 
 
 2 
 
 55 
 
 8 
 
 13 
 
 1 
 
 8 
 
 11 
 
 6 
 
 1884 
 
 9 
 
 2 14 
 
 9 
 
 1 
 
 37 
 
 8 
 
 22 
 
 6 
 
 8 
 
 13 
 
 21 
 
 1885 
 
 7 
 
 14 36 
 
 9 
 
 2 
 
 19 
 
 9 
 
 5 
 
 34 
 
 8 
 
 
 
 44 
 
 1886 
 
 i 
 
 3 29 
 
 9 
 
 2 
 
 18 
 
 8 
 
 18 
 
 52 
 
 8 
 
 6 
 
 42 
 
 1887 
 
 7 
 
 5 46 
 
 9 
 
 8 
 
 6 
 
 8 
 
 15 
 
 10 
 
 8 
 
 5 
 
 9 
 
 1888 
 
 7 
 
 31 , 
 
 8 
 
 18 
 
 5 
 
 8 
 
 15 
 
 47 
 
 8 
 
 3 
 
 46 
 
 1S89 
 
 7 
 
 2 40 
 
 7 
 
 23 
 
 23 
 
 8 
 
 14 
 
 1 
 
 / 
 
 22 
 
 7 
 
 1890 
 
 7 
 
 4 52 
 
 8 
 
 6 
 
 37 
 
 8 
 
 20 
 
 6 
 
 7 
 
 6 
 
 16 
 
* ^ 
 
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 TABLE No. 6. 
 
 Average Passages of the Two Fastest Steamers of 
 
 EACH Line. 
 
 Outward. 
 
 Year. 
 
 1880 
 1890 
 1891 
 
 Cmmrd. 
 
 D. 
 
 6 
 6 
 6 
 
 H. 
 
 20 
 18 
 11 
 
 M. 
 
 33 
 10 
 50 
 
 White Star. 
 
 H. 
 
 11 
 
 M. 
 
 •29 
 5 
 2 30 
 
 Ilomeuard. 
 
 1889 .... 
 
 6 
 
 18 
 
 8 
 
 
 
 9 
 
 56 
 
 8 
 
 11 
 
 1890 .... 
 
 6 
 
 12 
 
 22 
 
 6 
 
 9 
 
 30 
 
 6 
 
 7 
 
 1891 .... 
 
 6 
 
 10 
 
 20 
 
 6 
 
 8 
 
 24 
 
 6 
 
 3 
 
 21 
 30 
 50 
 
 Fastest Passages yet made by the Fastest Steamer! 
 
 OF each Line. 
 Outward. 
 
 Year. 
 
 1888 
 1889 
 1891 
 
 Mouth. 
 
 May 
 
 September 
 August 
 
 Steamer. 
 
 Line. 
 
 Etruria 
 City of Paris 
 Teutonic 
 
 Cunard 
 luiuau 
 White Star 
 
 D. H. M. 
 
 U 1 47 
 5 19 IS 
 5 16 31 
 
 Homeward. 
 
 1888 
 1889 
 1891 
 
 November 
 December 
 October 
 
 Umbria 
 City of Paris 
 Teutonic 
 
 Cunard 
 Iniuan 
 White Star 
 
 6 3 17 
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 5 21 8 
 
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APPENDICES. 
 
 NEW CUNARD LINERS. 
 
 1892. 
 
 Since the foregoing was written the Cunard Line, in order to 
 once more attain the honour of having the fastest vessels on 
 the Atlantic, have placed an order with the Fairfield Ship- 
 building Company, of Glasgow, for two immense steamers to 
 be built of steel, having twin screws fitted after the style of 
 the White Star boats, but not overlapping. Up to the present 
 (February, 1892) the various particulars and dimensions of 
 these vessels have not been officially announced, but they 
 are to bo GOO feet long, B.P. 6.5 feet broud, and 42*7 feet 
 deep, and over 21,000 tons displacement and 13,000 tons 
 gross, and have a speed on trial of 22 knots per hour, and 
 about 21 at sea, which speed would mean a passage of some- 
 thing over 5^ days across the Atlantic, or about half a day 
 less than the Teutonic and Majestic. 
 
 It is stated the machinery is to indicate 25,000 to 20,000 
 horse-power, or about 50 per cent, more than the City of 
 Paris. 
 
 The two sets of main engines are to be triple expansion 
 with three cranks, but five cylinders to each engine, namely, 
 two high-pressure, placed tandem on top of the two low- 
 pressiu'e cylinders, and placed one on the forward crank-shaft, 
 and one on the after crank-shaft, the one intermediate-pres- 
 sure cylinder being on the middle crank-shaft. 
 
 Steam at 16<> lbs. pressure will be generated in twelve 
 huge double-ended boilers ^ id one single boiler, having 100 
 furnaces in each ship, ^.h it is no doubt likely that some 
 system of forced draught .(probably Howden's) will be fitted, 
 the consumption of coal will ittnge about 400 tons per day, 
 giving about 1 ~ lbs. per indicated horse-power. 
 
294 
 
 APPENDICES. 
 
 'I ( 
 
 'it 
 
 
 «t ' 
 
 The cabin arrangements are designed to have the saloon 
 between the funnels, as in the "White Star steamers ; it will be 
 over 85 feet long by 63 feet wide, and seat 400 passengers, and 
 the utmost efforts will be made to secure the highest desree of 
 elegance and comfort. To construct and work these immense 
 vessels an enormous capital will be required, as taking the 
 cost of hull finished at £30 per ton (a moderate figure) on the 
 13,000 tons, and the machinery at £10 per indicated horse- 
 power, the figures will be £390,000 and £260,000 respectively, 
 making a total cost of £650,000 for each steamer, or 
 £1,300,000 invested in two vessels. 
 
 VICTUALLING REQUIREMENTS AND STORES OF 
 AN ATLANTIC LINER. 
 
 The following interesting particulars, for the year iHb^G, of 
 the victuals put on bonrd a Cunard liner for the round voy- 
 age, and also of the staff employed by the Company, fire given 
 in the "Life of Sir George Burns," by Edwin Hodder, 1890; 
 these figures must now be considerably increased owing to the 
 continued expansion of the traffic : — 
 
 "For a single passage to America the Etruria, with 547 
 cabin passengers and a crew of 287 persons on board, carries 
 the following quantities of provisions : — 12,550 lbs. fresh 
 heef, 760 lbs. corned beef, 5,320 lbs. mutton, 850 lbs. lamb, 
 350 lbs. veal, 350 lbs. pork, 2,000 lbs. fresh fish, 600 fowls, 
 300 chickens, 100 ducks, 50 geese, 80 turkeys, 200 brace 
 gronse, 15 tons potatoes, 30 hampers of vegetables, 220 quarts 
 ice cream, 1,000 quarts of milk, and 11,500 eggs (or at the 
 rate of one egg per minute from the time the ship sails from 
 Liverpool until her arrival in New York). 
 
 " The quantities of wines, spirits, beer, etc., put on board for 
 consumption on the round voyage, comprise 1,100 bottles 
 champagne, 850 bottles claret, 6,000 bottles ale, 2,500 
 bottles porter, 4,500 bottles mineral waters, 650 bottles various 
 spirits. 
 
 "Crockery is broken very extensively, being at the rate of 
 ,900 plates, 280 cups, 438 saucers, 1,213 tumblers, 200 wine- 
 glasses, 27 decanters, and 63 water-bottles in a single voyage. 
 
 "As regards the consumption on board the whole Cuna'i-d 
 
 
APPENDICES. 
 
 295 
 
 fleet for one year, the figures seem almost fabulous : — 4,656 
 sheep, 1,800 lambs, 2,474 oxen are consumed — an array of 
 flocks and herds surpassing in extent the possessions of many 
 a pastoral patriarch of ancient times — besides 24,075 fowls, 
 4,230 ducks, 2,200 turkeys, 2,200 geese, 53 tons of ham, 20 
 tons bacon, 15 tons cheese, and 831,603 eggs. 
 
 " Other articles are in extensive demand, and in the course 
 of a year there is consumed : — one ton and a half of mustard, 
 one ton and three quarters of pepper, 7,216 bottles pickles, 
 8,000 tins sardines, 33 tons salt cod and ling, 4,192 four-lb. 
 jars of jam, 15 tons marmalade, 22 tons raisins, currants, 
 and figs, 18 tons split peas, 15 tons pearl barley, 17 tons rice, 
 34 tons oatmeal, 460 tons flour, 23 tons biscuits, 33 tons salt, 
 48,902 loaves of bread 8 lbs. each. 
 
 " The Cunard passengers annually drink and smoke to the 
 following extent : — 8,030 bottles and 17,613 half-bottles 
 champagne, 13,941 bottles and 7,310 half-bottles clare*-, 9,200 
 bottles other wines, 489,344 bottles ale and porter, 174,921 
 bottles mineral waters, 344,000 bottles spirits; 34,360 lbs. 
 tobacco, 63,340 cigars, and 66,875 cigarettes. 
 
 "The heaviest item in the annual consumption of the Com- 
 pany is of course coal, of which 356,764 tons are burnt — 
 nearly equal to 1,000 tons for every day in the year. 
 
 "This quantity of coal, if built as a wall four feet high and 
 one foot thick, would reach from Land's End to John o' Groats' 
 House. 
 
 "With regard to the aggregate employment of labour by the 
 Cunard Company, it includes 34 captains, 146 officers, 628 
 engineers, boilerraakers, and carpenters, 665 seamen, 916 fire- 
 men, 900 stewards, 62 stewardesses, 42 ^vom i:i to keep the 
 upholstery and linen in order, with 1,100 men of a shore gang, 
 or about 4,506 people to run the ships, which traverse yearly 
 a distance equal to five times that between the earth and the 
 moon ! " 
 
t 
 
Kwti 
 
 KnoU 
 
 ERN. SCOTIA . C iTYQFBfgBSEU - AMERICA. ETRURLA. C!TYQFmR!S. TEUTOHK*.. 
 
 186*- wceT "~ 
 
 iiii 
 
 1884<. 1885. 1889. 
 
 1880. 
 
DIAGRAM ILLUSTRATING THE DEVELOPMENT OF A' 
 
 Lentfth of Hi 
 
 liremUfi . 
 
 Daily CtifiKiiUi 
 Dieplacenwn. 
 htdJnjUed Ifth 
 Hotter Prrjt.iii 
 tffMvd lOuytts p 
 Time oeettpieci 
 Pirijections or 
 Marked --■ 
 Marketl--- 
 
 (S) (S) ® ^ 
 
 BRITANI1I A.G REAT BRITAI N. ARCTIC. PERSIA. G REAT EASTERN . SCOTIA. C iTYOf BRUSSEI & OCEANIC . BRlTANNICdTY OF BERLIN. 
 ISip. 184.3. J850. 1855. 1858; 1864. 
 
 1868, 187L 
 
 1874. 
 
 1875. 
 
ELOPMENT OF ATLANTIC STEAMERS, 1840-1890. 
 
 I 
 
 IL 
 
 Rc-TRtNce 
 
 Lentfth of HnU BR SciUj- KHJ Feet ' \ Inch, 
 
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 Daify Consiunptiorv marktrt C " -- UXtHm^" « 
 
 Dusplacenwnt « « D 
 
 Indicated Ifnrse Power- •• H 
 
 fifiifer Prejt.iiire » .. P 
 
 tSf/tvd Kiiat.s per Hotu- » S 
 
 Time oeiatpied en Passu ae " T 
 Piffcctions on .Sides-De/totes Propelled by Paddlcjt. 
 
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 JECON. AMERICA . E TRURIA 
 1881. 1882. 1883. 1881.. 1885. 
 
 ;EAHIC. BRITAmU L OTYOF BERH W. C ITY OF ROM E. AURANIA . OREGON . AMERICA. ETRURIA. CITY OF PARIS. TEUTONIC. 
 !87L 1874. 1875. 
 
 1889. 
 
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 IMAGE EVALUATION 
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INDEX. 
 
 i i; 
 
 Abyssinia, Cunard Line, 35. 
 Acadia, Cunard Line, 21. 
 Accident to City of Paris' engines, 
 
 60. 
 Accountancy department, L34. 
 Admiralty, lure of Atlantic 
 
 steamers, 102. 
 Adriatic, Collins Line, 43. 
 White Star Line, 92. 
 Advertisements, Transatlantic 
 Steamship Company, 7. 
 Cunard, 23. 
 Tnman, 45. 
 White Star, 77. 
 Africa, Cunard Line, 30. 
 Alaska, 74. 
 *' Albion, Liverpool," 24,26,30, 
 
 337, 248. 
 Algeria, Cunard Line, 35. 
 Allan Line, 64. 
 Allerss., 126. 
 
 engines of, 127. 
 Allibon, G., 229. 
 America, Cunard Line, 30. 
 National Line, 68, 87. 
 American Liners, 44. 
 
 Line, The, 111. 
 Ammonia ice macliines, 193, 198. 
 Anchor Line, 62. 
 Anchors, 147. 
 Annual inspection, 145. 
 Appendix, 293. 
 Archimedes, first screw, 34. 
 Arctic, Collins Line, 41. 
 
 Arctic, engines of, 41. 
 
 loss of, 42. 
 Arizona, ss., 72. 
 
 collides with iceberg, 73. 
 Aimed cruisers, 100, 218. 
 Arrival of steamers, 135. 
 Asia, Cunard Line, 30, 86, 87. 
 Atlantic steamer, Collins Line, 41. 
 ,, "Greyhounds," 74. 
 ,, lines, working of, 133. 
 ,, records and tables, 270. 
 ,, steamers, old and new, 84, 
 ,, Transport Line, 118. 
 Augusta Victoria, ss. , 122. 
 Aurania, ss., 36. 
 Australian steamships, estimate 
 
 for, 241. 
 Average passages, table of, 284, 
 285. 
 
 Bain, James, sup. -engineer Cu- 
 nard Line, 228. 
 
 Baltic, Collins Line, 41. 
 White Star Line, 77. 
 
 Beaver Line, 114. 
 
 Bessemer, with oscillating saloon, 
 92. 
 
 Black Star Line of Packets, 255. 
 
 Black Ball Line, fastest passage, 
 274. 
 
 Board of Trade surveys, 146. 
 
 Boats, capacities and arrange- 
 ments of, 147. 
 
 Boiler pressures, 273. 
 
 I 1 
 
298 
 
 THE ATLANTIC FERRY. 
 
 Borussia, sa., 121. 
 Botlinia, ss., 35. 
 Bremen, ss., 124. 
 Britannia, Anchor Line, 63. 
 
 Cunard Line, 21, 22. 
 
 engineers of, 175. 
 
 in the ice, 24. 
 
 plan of, 7. 
 
 steam-pipe bursts, 174. 
 Britannic, ss., 83. 
 
 deck plan of, 80. 
 
 lowering propeller, 92. 
 
 stern of, 185. 
 
 unprecedented record of, 87. 
 British and North American Royal 
 Mail Company, 23, 30, 249. 
 British King, ss. , 94. 
 British Queen, early steamer, 16. 
 
 accident to, 263. 
 Buenos Ayrean, ss., 36. 
 Bulkheads save life, 37. 
 
 mid-line, 59. 
 Bulk, petroleum first carried in, 
 
 128. 
 Burning of landing stage, 152. 
 Burning of Sarah Sands, 257. 
 Burns, Sir George, 21. 
 Burns, Sir George, life of, 202. 
 Burns, Sir John, 41. 
 
 Cabin plan of Britannia, 22. 
 
 Britannic, 80. 
 
 China, 34. 
 
 City of Paris, 60. 
 
 Etruria, 38. 
 
 Oceanic, 80. 
 
 Teutonic, 98. 
 Caledonia, Cunard Line, 23. 
 Canada, Cunard Line, 30. 
 Canada Shipping Company, 114. 
 Canadian, Allan Line, 64. 
 
 Steam Navigation Company, 
 257. 
 
 Cattle first carried alive, luo. 
 Cattle steamers, 98. 
 Celtic's gas works, 91. 
 Chargeurs Rt^unis, 132. 
 Chart track of Atlantic routes 
 
 155. 
 China, ss., Cunard, 34. 
 cabin plans, 34. 
 engines of, 176. 
 Circassia, Anchor Line, first dead 
 
 meat, 63. 
 Circulating engines, 196. 
 City of Berlin, ss., 54. 
 City of Brussels, descrii)ti()n of, 52. 
 loss of, 54. 
 rapid passage of, 50. 
 City of Glasgow, 45, 46. 
 City of Manchester, 48, 237. 
 City of New York, saloon of, 165. 
 City of Paris, first, 50. 
 second, 58. 
 
 ,, accident to, 60. 
 ,, bulkheads of, 56. 
 ,, engines of, 1S2. 
 „ passage of, 225. 
 ,, saloon, 165. 
 Clearing a vessel, 150. 
 Clermont, early steamer, 3. 
 Clyde Screw Steam-Packet Com- 
 pany, 257. 
 Collins, E. K., life of, 206. 
 Collins Line, 41, 251. 
 Columbia, ss., Cunard Line, 22. 
 
 Hamburg American Line, 122. 
 Combustion, 195. 
 Commanders of Atlantic liners, 
 
 265. 
 Compagnie Bordelaise, 132. 
 „ Commerciale, 132. 
 ,, Generale Transatlan- 
 tique, 130. 
 Compound engines fir,-t used, 68- 
 Condensation, 197. 
 
INDEX. 
 
 299 
 
 Consumption of America, 68, 87. 
 
 Arctic, 41. 
 
 Arizona, 73. 
 
 Asia, 76. 
 
 IJritannia, 2.3. 
 
 Britannic, 83, 86, 87. 
 
 British Kin«jf, 96. 
 
 City of Berlin, 54. 
 
 City of Brussels, 52. 
 
 City f)f Paris, first, 52. 
 
 Etruria, 38. 
 
 Great Eastern, 241. 
 
 Great Western, 15. 
 
 of new Cunards, 293. 
 
 Oregon, 74, 87. 
 
 Scotia, 32. 
 
 sundry vessels, 273. 
 
 Teutonic, 196. 
 Cost of Atlantic liners, 267. 
 
 propellers, 188. 
 Crews of Atlantic liners, 265. 
 Cunard Line, 21, 249, 293. 
 
 reconstituted, 40. 
 Cunard, Sir Samuel, life of, 202. 
 
 Dakota, Guion Line, 72. 
 
 Danmark, loss of, 132. 
 
 Dead meat trade commenced, 
 
 100. 
 Deaths on emigrant ships, 247. 
 Deck department, 135, 1,38. 
 Deck plan of Britannia, 22. 
 
 Britannic, 80. 
 
 China, 34. 
 
 City of Paris, 60. 
 
 Etruria, 38. 
 
 Oceanic, 80. 
 
 Teutonic, 98. 
 
 Umbria, 38. 
 Description of diagram, 270. 
 Diagram of Atlantic liners, end. 
 Dimensions of Atlantic steamers, 
 table of, 280. 
 
 Displacement of City of Paris, 
 
 greatest, 272. 
 Divisions of City of Paris, ,")6. 
 Doctors to be carried, 248. 
 Dominion Line, 110. 
 Donaldson Line, 1 18. 
 Doran, J. S., supt. of Inman Line, 
 
 229. 
 Dramatic Line, fastest passage, 
 
 269. 
 Dreadnought, sailing ship, 1, 2. 
 Duties of heads of departments, 
 
 134. 
 
 Eagle Line, 122. 
 
 Early Atlantic steamers, 1. 
 
 Events, 231. 
 Eastern Steam Navigation Com- 
 pany, 239. 
 Elder, John, life of, 224. 
 ElQQUvi light introduced, 'm. 
 Embarkation, 150. 
 Emigrants first carrietl, .50. 
 
 on sailing ships, 246. 
 End of Arctic's career, 43. 
 
 City of Brussels's career, 54. 
 
 Great Britain's career, 120. 
 
 Great Eastern's career, 120. 
 
 Great Western's career, 15. 
 
 Great Liverpool's career, 13. 
 
 Oregon's career, 37. 
 
 President's career, 1 (>. 
 Engineering department, 1 37 
 Engine-room staff, 137. 
 Engines of Aller, 127. 
 
 Arctic, 174. 
 
 China, 34. 
 
 City of Paris, 182. 
 
 Etna, 176. 
 
 Martello, 113. 
 
 Montana, 178, 180. 
 
 Oceanic, 81, 82. 
 
 Teutonic, 189. 
 
300 
 
 THE ATLANTIC FERRY. 
 
 Engines, two-crank compound, 
 
 181. 
 Etruria, ss., Cunard Line, 38. 
 Eventful passages and scenes, 259. 
 Expenses of Atlantic liners. 265. 
 Experiences on board Atlantic 
 
 liners, 154, 157. 
 
 Fabre Line, 132, 
 
 Fastest average passages, table 
 
 of, 286. 
 Fastest passages, table of, 286. 
 Feed water, quantity used, 195. 
 First steamer, 2. 
 
 Atlantic steamer, 3. 
 
 Clyde steamer, 3. 
 
 Atlantic steamer from Liver- 
 pool, 5. 
 
 water-tight bulkheads, 5. 
 
 English Atlantic steamer, 13. 
 
 steamer missing, 16. 
 
 iron steamer, 16, 49. 
 
 screw-propelled, 16, 49. 
 
 Cunard liner, 23. 
 
 Cunard 
 
 Atlantic screw 
 steamer, 34. 
 
 steel Atlantic steamer, 36. 
 
 American liner, 41. 
 
 Inman liner, 46. 
 
 steam steering-gear, 52. 
 
 National liner, 67. 
 
 CJuion liner, 70. 
 
 compound engines, 70. 
 
 saloon amidships, 80. 
 
 White Star liner, 80. 
 
 New Zealand liner, 94. 
 
 Atlantic triple engines, 113. 
 
 Atlantic twin screw, 117. 
 
 Hamburg American liner, 121. 
 
 North German liner, 124. 
 
 Atlantic Express triple en- 
 gines, 126. 
 
 cost of Atlantic liners, 269, 280. 
 
 Fitch, John, 3. 
 
 Five days' Atlantic i)assage, 268. 
 Flags of Atlantic lines, 292. 
 Fleet messengers of the Mersev, 
 
 277. 
 Forced draught, 112, 188, 194. 
 Form of clearing a vessel, laO. 
 Freight department, dutv of, 
 
 134. 
 Friesland, ss., 130. 
 Frozen meat carried, 03. 
 Fulton's steamer, 3. 
 Funnels of Atlantic Lines, 292. 
 Furness Line, 118. 
 Fiirst Bismarck, ss., 122. 
 Future advances, 268, 278. 
 
 Galway line, 66. 
 
 Gas lighting used, 91. 
 
 General dimensions of Atlantic 
 
 liners, table of, 280. 
 Germanic, ss., 83. 
 Glasgow and New York screw 
 
 steamers, 257. 
 Great Britain, ss., 16, 120. 
 „ Eastern, 118, 120, 239. 
 ,, Liverpool, 1,3. 
 ,, Western, 15, 274. 
 ,, Western Line, 113. 
 Greatest average speed per hour, 
 paddles, 273. 
 average speed per hour, single 
 
 screw, 273. 
 average speed per hour, twin 
 
 screw, 273. 
 daily consumption, paddle, 
 
 273. 
 daily consumption, single 
 
 scrcM', 273. 
 displacement afloat, 272. 
 distance run in one dav, 275. 
 indicated horse-power, pad- 
 dles, 118. 
 
INDEX. 
 
 301 
 
 (Jreatest indicated horse-poAver, 
 
 single screw, 38. 
 indicated liorse-power, twin 
 
 Hcrew, 273. 
 (Juion Line, 70. 
 (Juion, S. B., life of, 212. 
 
 Halifax steam squadron, 26. 
 Hamburg American Line, 121. 
 Harland, Sir E. J., life of, 220. 
 Hebson,D., supt. Inman line, 229. 
 Highest average speed per hour, 
 paddles, 273. 
 average speed per hour, 
 
 screw, 273. 
 average sjteed per hour, twin 
 
 screw, 273. 
 consunii)tion ]ier day , paddles, 
 
 273. 
 consumption per day, screw, 
 
 273. 
 steam jiressure, 273. 
 Holland ss. , 70. 
 Hollow shafting adopted, 58. 
 Horsburgh, S. G., supt. White 
 
 Star Line, 230. 
 Horse-power, 195, 272. 
 Howden's forced draught, 112, 
 
 189, 194. 
 Hughes, J., memoir of, 230. 
 Hydraulic system first adopted in 
 the Atlantic trade, 60. 
 
 Ice at Boston, 24. 
 
 Immense ocean steamers, 239. 
 
 Improvements by White Star 
 
 Line, 90. 
 Imrie, W., becomes partner with 
 
 Mr. Ismay, 216. 
 Inman Line, 45, 256. 
 Inman, William, life of, 210. 
 Inside department, 133. 
 Inspection, Board of Trade, 145. 
 
 International Navigation Com- 
 
 l)any, 62. 
 Invention of screw-pr()[ieller, 32. 
 Iron hulls, 235. 
 Iron steamers, first, 16, 50. 
 
 V. Avood, 235. 
 Irwin, Thomas F., supt. Inman 
 
 Line, 229. 
 Ismay, Imrie and Co., 78, 100. 
 Ismay, T. H., life of, 216. 
 
 Johnstone Line, 116. 
 
 Jordan, supt. Guion Line, 2.30. 
 
 Journal of Commerce, 87. 
 
 Kirk, A. C, life of, 226. 
 
 La Normandie, ss., 130. 
 Lardner, Dr., saying of, 20. 
 Largest steamer afloat, 96. 
 
 steamer ever built, 118. 
 
 steamer jtroposed, new 
 Cunard, 279. 
 Last iron paddle-steamer, 32. 
 
 paddle-wheel built, 32. 
 
 wooden paddle-steamei-, 43. 
 Leyland Line, 115. 
 Life of Sir George Burns, 202. 
 
 of E. K. Collins, 206. 
 
 of Sir Samuel Cunartl, 202. 
 
 of John Elder, 224. 
 
 of S. B. Guion, 212. 
 
 of Sir E. J. Harland, 220. 
 
 of W. Inman, 210. 
 
 of Thos. H. Ismay, 216. 
 
 of A. C. Kirk, 226. 
 
 of C. Maclver, 212. 
 
 of I). Maclver, 204. 
 
 of R. Napier, 204. 
 
 of Sir W\ Pearce, 214. 
 
 of J. Spence, 218. 
 
 of J. K. Thomson, 222. 
 
 on Atlantic steamers, 153. 
 
302 
 
 THE ATLANTIC FERRY. 
 
 Liinliers, 146. 
 
 Link iiHttion of enjjines, 191. 
 
 Live cattle first carried, 100. 
 
 *' Liverpool Albion," 24, 26, 30, 
 
 237, 248. 
 " Liverjiool Daily Post," 77, 100. 
 '•Liveri)ool Mercury," 6, 23, 45, 
 
 2(5!), 274. ^ 
 Liverjtool and Philadelphia^ team- 
 
 ship Company, 256. 
 LiverjMiol, first Atlantic steamer 
 from, 5. 
 hindin<; stage, 151. 
 steamship, 6, 7. 
 steamship, sailing of, 1 1. 
 Liverpool and St. John's Packets, 
 
 258. 
 Logan, — ,8npt. Canard Line, 228. 
 London lines, 116. 
 Loss of Arctic, 43. 
 
 of City of Brussels, 54. 
 of City of Paris, first, 52. 
 of Dakota, 72. 
 of Montana, 72. 
 of Oregon, 37. 
 of Pacific, 43. 
 of President, 16. 
 Losses, table of, 287. 
 Louisiana, ss., 67. 
 Lowering propeller, 92. 
 Lowest steam pressure, 273. 
 
 Machinery of Atlantic liners, 
 
 173. 
 Maclver, Charles, 212. 
 Maclver, David, 204. 
 Maclver, withdrawal of Messrs., 
 
 40. 
 Mail steamers at war time, 263. 
 Majestic, ss., 96, 187, 189, 275. 
 Manchester, City of, ss., 46. 
 Manganese bronze propeller?, 186. 
 Manhattan, ss. , firstGuion,70, 1 1 3. 
 
 Manning of Atlantic liners, 265. 
 
 Manning wlien in Admiralty ser- 
 vice, KMl. 
 
 Martello, ss., U.S. 
 
 Matters examined by surveyors, 
 146. 
 
 Maury's lianes, 155. 
 
 Meat trade, 63. 
 
 Men of the Atlantic Ferry, 202. 
 
 "Mercury, Liverj)ool," 6, 23, 45, 
 2(J9, 274. 
 
 Monarch Line, 116. 
 
 Montana, ss., 72, 178. 
 
 Names of Commanders, 265. 
 Napier, Robert, builds Persia, 32. 
 Napier, Robert, life of, 204. 
 Nati(mal Line, 67. 
 Netiierland American Line, 132. 
 New Cimard vessels, 1892, 279. 
 New York and Havre Steam 
 
 Navigation Company, 44. 
 New York, City of, s*, 58^ 165. 
 New Zealand Line, 94. 
 
 Nightsignalsof Atlanticlines, 292. 
 Nomadic, ss., 98. 
 Normannia, ss., 122. 
 North Gernmn Line, 124. 
 NottingHill, ss., 117, 
 
 Oceanic, ss., 80. 
 
 cabin plans of, 80. 
 
 Oceanic Steam Navigation Com- 
 pany, 77. 
 
 Ocean Steam Navigation Com- 
 pany, 44. 
 
 Ocean voyage, the, 157. 
 
 Officers' positions, leaving jiort, 
 153. 
 
 Ohio, ss., 112 
 
 Old and new Atlantic steamers, 84. 
 
 Oldest Atlantic steamer exist- 
 ing, 113. 
 
INDEX. 
 
 303 
 
 Ore;i(»n, sm., 37, 74, 87. 
 Oscillafin;,'HalooM, 92. 
 Outside section, duties of, 1.30. 
 Oveiiappiii^r uropellers, IHG. 
 Overhauliii},' in port, 135. 
 
 Paciti(!, loss of, 43. 
 Packets for New York, 2o2. 
 Paddles, averaj,'e speed of, 273. 
 greatest horse-power, 272. 
 V. screw, 2.3«. 
 Paddle-steauiers, highest average 
 ."peed, 273. 
 highest consuinption of, 273. 
 Paddle-wheels, first, 2. 
 Palestine, oldest steamer, 113, 
 Passages of sailing Hhijis, 1, 2, 
 
 274. 
 Passages, table of, 27, 28, 29, 238, 
 
 239, 274, 282, 284, 285. 
 Passenger certificate, 146. 
 
 department, 143. 
 Pearce, Sir William, life of, 214. 
 Persia, ss., Cunard, 30, 32. 
 Petroleum in bulk, 128. 
 Pilot, 152. 
 Pirrie, W. J. , partner in Harland 
 
 and Wolff's, 222. 
 President, steamer, 16. 
 Propeller, 194. 
 
 invention of, 32. 
 first, 16. 
 Purves' boiler flues, 183. 
 Purves, J., supt. Inman Line, 229. 
 
 Rapid passages of Atlantic liners, 
 
 table of, 282. 
 Rates for hire by Admiralty, 102, 
 
 109. 
 Red Cross Line of Packets, 254. 
 Red Star Line, 1 28. 
 Refrigerating machinery adopted, 
 
 63, 226, 193, 198. 
 
 Release of Hritannia from ice, 2.'). 
 Rei)ublic, stormy paswage of, 259. 
 Rescue frou) Danmark, 132. 
 Review of tables, 27.'). 
 Royal William, steamer, 5. 
 Russia, Cunard, ss,, 34. 
 
 Safety of Atlantic, Collins Line. 
 
 233. 
 Sailing of a Liner, 149. 
 Sailing shii)s, 1, 2, 243, 252, 274. 
 Sail-power, disuse of, (>(). 
 Sale of America, National Line, 
 
 70. 
 Sarah Sands, ss. , 257. 
 Savannah, steamer, 3. 
 Scotia, Cunard Line, 32. 
 Screw V. paddles, 237. 
 Screw engines with gearing, 175. 
 
 direct -acting, 178. 
 Servia, ss., Cunard Line, 35. 
 
 damage to, 262. 
 Single screw steamers, average 
 speed of, 273. 
 
 greatest consumption, 273. 
 greatest horse-power, 273. 
 Sirius, steamer, 13. 
 Societe Anonyme Relge-Am^ri- 
 
 caine, 128. 
 South Wales Atlantic Steamship 
 
 Company, 112. 
 Spence, James, life of, 218. 
 Staff at Works, 138. 
 
 on board at sea, 266. 
 on board in port, 145, 
 State Line, 112. 
 Steamers lost, table of, 287. 
 Steam-pipe, Britannia, Cunard 
 Line, bursts, 173. 
 
 Steamships for Australia,e9timate 
 for, 241. 
 
 Steam steering gears first used, 
 52. 
 
\ 
 
 ^H-Ol 
 
 804 
 
 THE ATLANTIC FERRY. 
 
 Stern of Hin^'le screw steamer, 185. 
 
 of City of New York, 59. 
 
 of Teutonic, 186. 
 
 witli lowering propeller, 92. 
 Steward's department, 135. 
 St. George Line of rackets, 255. 
 St. Jolin's and Liverpool Packets, 
 
 258. 
 Stores for Atlantic steamers, 294. 
 Struck by a sea, 259. 
 Subsidy, Cunard Line, 21. 
 
 Admiralty, 108. 
 Superintending engineers, 228. 
 Surface condensers, 1.3, 34. 
 Surgeons to be carried, 248. 
 Swallow Tail Line, fastest pas- 
 sage, 269. 
 Symington's new boat, 231. 
 Synopsis of Atlantic Records, ix. 
 
 Tables, Review of, 273. 
 Tapscott's Packets, 252. 
 Teutonic, 96, 187, 189, 275. 
 
 stern of, 186. 
 Thingvalla Line, 132. 
 Tliomson, J. R., life of, 222. 
 Thomson, Robert, sui)t. engineer 
 
 Cunard Line, 228. 
 Three-crank engines adopted, 73. 
 Track cliart, Atlantic Ocean, 155. 
 Transatlantique Line, 130. 
 Triple expansion engines of — 
 
 Aller, 126. 
 
 Martello, 11.3. 
 
 City of Paris, 182. 
 
 Teutonic, 189. 
 
 Twin screws adopted, 117. 
 
 screw. City of New Yoik, 59. 
 screw, greatest horse-power, 
 
 273. 
 screw, highest speed of, 273. 
 Screw Line, 117. 
 screw, Teutonic, 187. 
 
 Umbria, ss., 38, 273, i75. 
 
 deck plan of, 38. 
 United States authorities. 
 
 Mail steamers', 251. 
 Un])recedented record, 87. 
 
 149. 
 
 Value of Atlantic steameis, 102, 
 
 109, 267, 294. 
 Vaterland, ss., 128. 
 Vesta sinks Arctic, 43. 
 Victualling department, 140. 
 Victualling for an Atlantic round 
 
 trip, 294. 
 
 Wallace, William, sui)t. engineer 
 Allan Line, 229. 
 
 Warren Line, 113. 
 
 Water required for boilers, Atlan- 
 tic trip, 105. 
 
 Water-tight bulkheads, first, 5. 
 
 White Star Line, 77. 
 
 Wilson Line, 113. 
 
 Wilson, W. H., partner of Har- 
 land and WoltT, 222. 
 
 W'olff, G. W., shipbuilder, 222. 
 
 Working of Atlantic liners, 113. 
 
 Wyoming, ss., 70. 
 
 CIIISWICK I'RESS:— C. WHITTINGHAM AND CO., TOOKS COURT, CHANCERY LANE.