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Hi
I

THE ATLANTIC FERRY.

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WHITT.

•^

THE ATLANTIC FEEKY,

ITS SHIPS, MEN, AND
WORKING.

ARTHUR J. MAGINNIS.

MEMBER OF THE INSTITUTION OF NAVAL ARCHITECTS.

I'-'. ,'

With nnmerous Illustrations, Diagrams, and Plans.

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.

.-^

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.

1. *'

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415
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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 '''

■' y.

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.

' ;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 ,„

York ''''

J»

Buenos Ayrean 1879

Oceanic 1871

President I84i

Adriatic i872

»>

City of Berlin 1879

"I .*?

'-4

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J ' 1

■ i ■'■

„n ■

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

58
32
38
32

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.

5»

»j

d. h.
8 13
7 23
6 9
5 19

8 3

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

J»

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5»

48
18

858

862

855

113

rail

281

rail

118

•

276

275

( 3

> V2

ATLANTIC RECORDS AND EVENTS.

_ .1.

Fastest passage, 1 840, Cunard Acadia, Liverpool to New York 1 1

>»

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

9
8

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

»»
)l

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J>
»
»

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

1840.

I'AOE

Savannah

. First.

Royal WUliam No. 2

. First British.

Sirius .

. First actual liner.

Liverpool

. Liverpool liner.

Great Western .

. ,

. Bristol liner.

President

. Liverpool liner.

I I '

■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

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

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

43
118
30
32
49

) ,

heel 33
34
35
60
50
51

( «-

- H

79
54
54

85
85
35

• M

vir.

VIII.

IX.

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

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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

„ ,, 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

ft
I*
If

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

178

179

181

182

185

187

i>
II

A, VIEW OF TOPS OF ENGINES . 190

B, LINK MOTION .... ^"^

C, Starboard Engine ..*'*'
Thrust- Block . ' ' ' ./
Tunnel . . . .' .' ; ' 'P^'''''

Refrigerating Chambers

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

'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.

-.•^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

I' ': !

l;;i-

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.

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

B*'

' -«■

|R'

m^J '*'

^^^^BIk '**

Hi '

!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'-}'

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

. 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

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 ..

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.

" 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.

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

,>\

¥-'

■Ml

111:

ii!

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 ■

tispiecL')

lilll

iii

I 111 I

-nil I

if '

Ijll

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

<• 1

i« «:

) '»'

I!il!

'"»!

'iP-
lilt

^■^

I
ill

I if

|ii'

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

THE ATLANTIC FERRY.

[chap. I.

fwy

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."

i
!

i 1-

i
1

■I

■:

♦ > •

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.

■ ■ n

• A\

) . « . ■ I

HATCH

P/INTRy{Q)

.'IDllY

SAiieY

.F=l

\OfflClt

I tuesi

""I If

•'»«-| |«ihw»i|mkiiiii|

StATt ^00 MS

STATE

30MS

itAif

CABItP

RobMl

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

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-

- ^3",

fi>

ii"i':LLJL

«^^?,j--t:-:

-— :

'' '',- ;i

.^»

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.

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

•'!!.:]

■»'»

THE ATLANTIC FERKY.

:i!

ill

I! Ill Im

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

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

HRf'

^^Hfe^B-

''■

Bs^Wp^Hp'

■ it

i ■''

!l!i

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

Names.

Arriv**^

Pas-

from

Day of

^ T \mm*M^^\^%

sage.

Liver-

Hali-

Departure

Liver-

Kali-

pool-

fax.

pool.
38

fax.

Canada •

Jan.

Feb. 7

Europa ■

Feb.

1.3S

Mar. 7

Canada .

Mar.

144

April 4

138

Europa .

Apri
May

12i

May 2

129

America •

14i

„ 16

118

Canada •

j»

„ 31

139

Niagara •

June

13i

June 13

115

Cambria •

»)

13i

„ 27

Hibemia-

13i

July 11

Niagara •

July

—

,1 25

Europa .

»»

123

—

Aug. 8

America •

Aug.

„ 22

Canada .

125

Sept. 5

Niagara •

Sept.

127

M 19

Cambria •

13f

Oct. 3

Canada .

Oct.

„ 17

Niagara .

»»

13i

148

—

„ 31

Hibemia-

Nov.

Nov. 14

America ■

„ 28

Canada .

Dec.

13i

Dec. 12

Hibemia.

»>

„ 26

* * 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.

)

i J.

CHAP. II.J THE CUNARD AND COLLINS LINES.

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.

Feb.

Mar.

April 7

May

) J

June

July

))

Aufr

>»

Sept.

Oct.

2o ■

Nov.

M 24

Dec. 9

„ 29

i 41

I 53

104

1 57

13J

114

lis

12*

m ;

123

13|

14*

14S

14*

fax.

7
7
17
24
10
12
6

8
10

4
18
18

6
13
15

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.

1 2

110

i 12

105

' 5

126

17 !

38 ;

20 ;

«< <

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 ; , , ■ *

!- ■'

■ ' ■'

• :

. *

i - - i

,1 - f J i «''

/ tl'-H._

1 '^ !

I! :i';

I'm

I'l

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.

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 ■

„, .;, !

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.

sffi^SS

i£

HAT(HEB

sAiir

•

i « ■ "

ouse and high bulwarks.

Face fogt 34.

'3.

li'i '

r^^H

^^^^B>'''

. v'^

I^^^HH

p...:.,:..

r.^H

^pp

1,,.

:■

WWI'f

^ " .^

■ "r

■

^ ■

■

■' .

'■^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

;•*

H i

;:; !

'IP
1!

111!

•1 '''i'l

ilill' i

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

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^'11

llllffl

.ill iilj^

'ii

111 iiill

ii.

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,
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id 13,300
and Co.,
eld Ship.
built the
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and it is
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16 fastest

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he usual
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aces, and
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. These
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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

Arctic, wl

named th

with a lo6

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and prom

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tliem in tl

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known, tl]

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laid up, ther

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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 '^'■■'

flp7 r it /«

.'iiil!

liimkiii

If III

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. ♦/::.'■■'•'.

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. " '^

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 .

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

•Ji

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iiiM

1 I

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

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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.

00
00

■•ll

;i'ii

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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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 »

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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Face page 60.

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tir.M'. III.]

York, wliicl
by the City

l)roiif,'lit tin

honour of I

six (lays fel

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iiitiule, whi

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' .'%''

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*^ '■

* f

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

,<1

rlii

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:

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 -

^f J:

li!

. 4

d\\

-I!

I I

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--

,r- »..

i'i

* I r

■h

'*','* ('

(

p I""

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

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

■■ ( ■

t . k ■^ #

<li

f^- 5

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■:X

ii!

ill!

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,

■*»■

'■• ' '

■k ■>

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."

^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»

^Nir'

.'■1

* 'it

li*

10'

I . i

i'* I".

!i 1 1

lllfi"'

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".

•^

,.♦

i "

" IW

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' '

! >

1 _

«i

iiir' ii

11 ill

::l!iif

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

'■^

'«n»

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. j£Ji

5 a

O A

° 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

■1 .

!':

> i .:

!.. .«

ii-.*-' t

ml i *

^ r

-,;• !^

•w|l

•h"

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.

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 ■i't-'-,^';;

i t f ' . .;

:.1

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! I.

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•';;;■*•

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.

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

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i .f

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ti '^

i A

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.

"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

p- ''• [

■ -

' 1

1 ■: ■ 1

1 ' ! '
■ ■ ■ i ■

|;v 1

'
'

1; '

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.

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.

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^;

u
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I; *'

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.

AP. v.]

WHITE STAR LINE.

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^-

'».

[■^="!^'^.:'l

•■'\\

■ 1 -'. • • i

■ 'j ; ».. .' !
■(>•■•■

iiiH

•I I .

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 .^

" jl

111

I i

' 'ii

111

"■'

1 wirii

* ' ' ' L

isniiiii

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

5 '^

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a jS
2 «*

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OJ 0)

ill

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' 'li

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

K
H

Ci
OD

:eamers to ■ J^^B s

?r Service.

uded witli

xperience,

\ between

ers of the

; forth by

. Harlan^

Is Teutonic

eet broail,

tely ships.

ction aiiil

.•ought out

al appear-

at may l)e

H
CD

t ;..

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]

"OnflHUH

'mi!'

liiiii

¥\

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

Face f age 98.

1
■ *■■ \

I ; ).

W«THOOI«1

ENCINC
ROOM

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.

UNNEL

331

S:x |T|m

FUNNEL

tI rtnloouli

TTT

nnnnnm

H ^ CLASS '
C )

SALOON

f^lTj Il n n n n n n rf ]^

Main Deck.

Lower Deck.

THE TEUTONIC (WHlTE STAR LINE).

Face page 98.

Hi r-'im

frit'.

100

THE ATLANTIC FERRY.

[chap. V.

! ..il

■li^

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

, . ■>, 1

I \;.^]

i3 ; '" ■' '■'■'^ *

■; ■

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B|/i .^.

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"i ■'

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' "■ :' ' ' '■„

' *■ !':

W ll;

104

THIi ATLANTIC FERRY.

[chap

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

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-:

h 1

106

THE ATLANTIC FERRY.

[chap. v. I CHAP. V.J

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

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 "

S ;. ' i

{

, (•

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.

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^

■

!;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

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r- i 4

'l-'/.

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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1 ■

■1 , ■ '■ ■
Vi .

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

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.

iiii

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• I llj

! j

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I
!

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.

tM\

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1 i

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.

fciv*;

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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

1-,

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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.

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

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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.

■il

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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THE ATLANTIC FEBRY.

[chap. IX.

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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

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^

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146

THE ATLANTIC FERRY.

I'l

' !

[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

iPI

I .'

iHl

« ,.i i

^■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 \

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

>- ,■ >

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-

■ ;*■

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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-

.':<M^.''

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ki f

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•■'^^

♦

■W

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'

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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

^^^^^^

■ ■'pi

i ' J

\ 1

■\ 1
1 ■ ' ;■

■1

1 ' .'

■

" I

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'!- !

■' :f

«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

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

! » *.

'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«-. .

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.

,«,; '.'

■\ i

i ■■ ':

■ , 1

"'('

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1 HW

' ',1

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t"^ -0

- .ii

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1 ■

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m &i\

End Elevation, Looking Aft.

Half Plan.

ENGINES OF ETNA, 1855.

'Mif¥^-

^^2k*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,

i«

*•!!#

, '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

fte^

'— ! r^p-- ^^-=*e^.'!japil8?_

■^c^

/;,°

Thrust

kWM

^IoEO

i--i

^'.■i^^tB^

Pufrnt
Boilrrs

THREE CYLINDER COMPOUND ENGINES, MONTANA AND DAK

AKOTA, 1872.

: .

} ' ■ ,

1,';

IHO

TUE ATLANTIC FKRUY.

[CHA1\ \I.

^^b

■

. 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!: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.

ftd

ENGIKES OF THE SS. MARTELI

«cz

JINES OF THE SS. MARTELLO (p. 113).

Face page 182.

CHAP. X

■ 1«:

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

^■l

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

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. '^

[' t

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

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

■' H

•'•; .-

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

Face

page 194.

! 1 • i
, i • '

• r

1 i ■

E.— STARBOARD THRUST BLOCK, TEUTONIC.

BD THRUST BLOCK, TEUTONIC.

Face page 194.

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.

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^^

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.

Face page 198.

Water delivery

__n

liiiliiiiilll i ii

Circulating water pump

1»>| pu

Aiif pump

/ \

/•

G. — REFRIGKRATING CHAMEERS AND GEAR, SS. I

CHAMBERS AND GEAR, SS. TEUTOMC.

Face page 198.

i< m

d 4

.11

':%

t i

"Ata — ii isb^^

'centric bush bearing for throwing
rgepLnmon mS, out of gear

Face page 198.

III

ii,|»j;

'i ;"

'r ,-

'''1

Starboard" Steering eng

Port Steering engine

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

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 ■:

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

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MAIL CONTRACT.

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204

THE ATLANTIC FERRY.

[chap. XII.

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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,

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HORN 1795, DIED 1890.

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MAIL CONTRACT.

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THE ATLANTIC FERRY.

[chap. XII.

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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-

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MR, DAVID MACIVER.

BORN 1807, DIKD 1845.

•IXAUD LINE. JOINT SKi.XEU OF FIRST ADMIRALTV MAM, lO.NTRAfT.

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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

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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-

MAaoAMkilMMMM

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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.

'f *

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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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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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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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• .-

V , -■

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.

iil^- <

i*>

.'J-**

pfl*

•txia

[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").

>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:'"

ill! I

1^ t» ,. •

It I ? '

236

THE ATLANTIC FERRY.

[chap. Xin. ■ CHAP. XIII

i\ ■

'■'.I

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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

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.

■\^^^

> 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

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.

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

:i
(i

12
()
I)
(i

2.S
■•{

()

13 Ui
22 <»
1(5 2:}

13 12
2 I 10
17 21
15 1
12 23

-HAP. XIII.

may, tnice

it iiuite

)\Vl'l', to ill)

»i'tuiiity tor

ote

1 illlOVC)

1 iiiid \\■e^t-

("uiiiuil

ery

plainly

I'Mssafje

aliiiiit

1». 11.

1 •2-2

U 17

18 18

10 -2'2

1!»

11 3

l.S

IS (i

.")

10 ]'2

^(J

17 ()

1-2 !»

11) I)

10 -28

20 :<

2.-)

1.-) ()

1!)

11 s

l.S

13 Hi

'22

10 -23

13 1-2

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.

Mar.

1.-)

Mar.

Mav

May

.Julv

Julv

Aii<;-.

All",'.

Sej)t.

Sei)t.

Oct.

( )ct.

21)

Nov.

Deo.

18.j:

.Tan.

.)an.

Fel>.

Fei).

2r)

Mar.

April

Mar.

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

2.1

2()

18
20
14

18
12
S
23
16
16

April 13

I'a.ssRKe
al)oiit

I).

1,-)

IT)

1")

1.)
10
17
11
18
12
IT)
13

li.

18
't
(i
6

10
3
9

12
.5
1

12
6
3

17
18
17

()

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'

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Is "i '

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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-

iiil!

I'-

'I,

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' t

•i

< ».» i

■'.i

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'♦l

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

■
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'

244

THE ATLANTIC FERRY.

[chap.

XIII.

!
r

II .

-'■ ■

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

o O
s? .Si

S a

I'li

246

THE ATLANTIC FERRY.

[CIIAP. J

XIII.

CHAP. XI]

S;t . i

■^i]

hi' '

i* >

f.M, ^

)
1 ^

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

„ 11

Lucy Thompson

Liverpool

800

„ 1.")

Niagara

»i

249

„ 21

Charles Sprague

IJreinen

280

„ 20

Oder

Hainbiuf?

2.37

•27

Winchester

LiverjKjol

46.3

„ 29

Kate Hunter

) )

.342

„ 29

Rhine

Havre

566

„ .'w

Talleyrand

Hamburg

210

„ 30

Louisiana

) )

142

Oct. 11

Harvest Queen

Havre

.367

„ 12

Copernicus

Hamburg

152

„ 14

Orphan

IJremen

280

„ 14

Marmion ...

Liverpool

295

„ 17

Waterloo

) ,

294

„ 17

James Wright

>»

4.30

„ 19

Statira Morse

Glasgow

201

„ 20

Sir Robert Peel

London

407

„ 20

Cordelia

Krenien

3.39

„ 20

London

Havre

2-29

„ 21

New York

Liverpool

400

„ 21

Benjamin Adams

620

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

■ '!' 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]

L *

r ' *

h; 1

■i

h r

. 1.

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!

j i '•■
I- , '

250

THE ATLANTIC FERRY.

■■< . .»■

» 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

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.

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

2500

1800

2000

3000

2000

1800

2000

2550

2500

1500

2000

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.

ir:

..»

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

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.

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,

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.

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' I V

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.

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;

258

THK ATIiANTIC FKIIUY.

[CIIAP. XIII.

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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

II'"

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.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

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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

(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.

10 poHition of tho TranMatlantic mail Mt<am<frH, in i\

(!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

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

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''' '

I I

-^f!(f!'

266

THE ATLANTIC FERRY.

It '

■! Jfi.

ik c' i ii

[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

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
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CHAP. XV

pi*
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', .1.

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^Kl'*

^^Kii

^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,

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'] ill

!,'!

'I I

pli':

lihH.

1 ii

. I-

r' •

.«vi

-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.

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. '

ii' '

II"

' '!i i

. (

r.:

11 *

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.

d. h. m.

6 11

10 20

6 6

6 8 24

6 2

6 3 60

111

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

II,
li.

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«

TABLES

AND

APPENDICES.

li I

11 I !

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Dimensions, etc., of Famous Atlantic Steamers.

Tj'peof

engine, how

propelled.

Side-lever,
paddles.
Geared with

X if

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^ Is

horizontal,
screw.
Side-Sever.

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3 '

TABLE No. 4.
Average Passages of Steamships of Atlantic Lines

FROM

1850 TO

liSUO.

Outirard

•

Year.

Cnnairt.

Innian.

Guion.

1 White Star.

1850

H. M.

1).

1852
1855

^^_

1
1

1866

15 18

1873

22 4

1!)

1875

20 45

1876

1 44

1877

7 21

1878

4 15

1.")

3!»

1879

12 6

1880

10 45

1881

12 52

1882

1883

17 3

1884

20 3

2!)

1885
1886

8
/

54
10

9
9

13 42
11 32

9
9

18
3

8
8

16
16

1887

23 37

1888

2 44

4.")

1889

3 28

1890

16 9

I'M'

-fo <,

1!)

l(i

1.-)

1,-)

-i

4.-)

TABLE No. 5.
Average Passages of Steamships of Atlantic Lines

FROM 1850 TO 1890.
Homeward.

Year.

Cunard.

Ininan.

Guion.

White Star.

1. M.

1).

11.

II.

I).

18r)(>

18.V)

1S«(5

4 39

1873

7 .)9

1870

4 48

1877

5 o9

1878

8 37

1879

3 26

4(1

1880

6 58

1881

9 29

1882

20 17

1883

20 46

1884

2 14

1885

14 36

1886

3 29

1887

5 46

1888

31 ,

1S89

2 40

1890

4 52

* ^

■ I i

. i
I'-

mSBs

!■«»»

TABLE No. 6.

Average Passages of the Two Fastest Steamers of

EACH Line.

Outward.

Year.

1880
1890
1891

Cmmrd.

6
6
6

20
18
11

33
10
50

White Star.

•29
5
2 30

Ilomeuard.

1889 ....

1890 ....

1891 ....

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
5 22 50
5 21 8

REAMERS OP

White Star.

t).

•29

3T Steamer

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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 ! "

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.

Rc-TRtNce

Lentfth of HnU BR SciUj- KHJ Feet ' \ Inch,

liremUti. „ _. /Ty; ,. «, , ._ „

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.

Mirfwd (^-- - ,. --. -— „ « Sin^/e Srrpw.

l[16wti

^ ® ® ®

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.

itsuu.

%. ^^0^

IMAGE EVALUATION
TEST TARGET (MT-3)

^ .^%

1.0 [f i^ I

I.I

825

■^ 1^ P2.2

1.8

1.25 1.4

1.6

6" -

►

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^:*^' '''^

Hiotographic

Sciences
Corporation

23 WEST MAIN STREET

WEBSTER, NY. 14530

(716) &73-4503

V^'

.^x

^<6

..i!^_

^x,^

Abyss;
Acadij
Accidt

Accou:
Admir

Adriat

Adverl

Cii

Africa,

Alaska

*' Albi(

Algerij
Allan ]
Aller s

enj
Allibor
Americ

Na
Americ

Lii
Ainmoi
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Anchor
Annua]
Appenc
Archini
Arctic,

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.