IMAGE EVALUATION 
 TEST TARGET (MT-3) 
 
 
 
 C/j 
 
 ^ 
 
 1.0 
 
 I.I 
 
 1.25 
 
 |S0 *^* 
 '- 140 
 
 ■hi 
 
 IM 
 
 22 
 
 IM 
 ;.8 
 
 U IIIIII.6 
 
 V] 
 
 <^ 
 
 /2 
 
 e^ 
 
 % 
 
 <5> 
 
 c» v' 
 
 w 
 
 //, 
 
 w 
 
 '^i 
 
 7 
 
 Hiotographic 
 
 Sciences 
 
 Corporation 
 
 23 WEST MAIN STRIET 
 
 WEBSTER, NY. M5B0 
 
 (716) 872-4503 
 
CIHM/ICMH 
 
 Microfiche 
 
 Series. 
 
 CIHM/ICIVIH 
 Collection de 
 microfiches. 
 
 Canadian Institute for Historical Microreproductions 
 
 Institut Canadian de microreproductions historiques 
 
 1980 
 
Technical and Bibliographic Notes/Notes techniques et bibliographiques 
 
 The Institute has attempted to obtain the best 
 original copy available for filming. Features of this 
 copy which may be bibliographically unique, 
 which may alter any of the images in the 
 reproduction, or which may significantly change 
 the usual method of filming, are checked below. 
 
 □ 
 
 D 
 
 D 
 
 D 
 
 D 
 
 D 
 
 Coloured covers/ 
 Couverture de couleur 
 
 I I Covers damaged/ 
 
 Couverture endommagde 
 
 Covers restored and/or laminated/ 
 Couverture restaurde et/ou pellicul^e 
 
 I I Cover title missing/ 
 
 Le titre de couverture manque 
 
 I I Coloured maps/ 
 
 Cartes g^ographiques en couleur 
 
 Coloured inl( (i.e. other than blue or black)/ 
 Encre de couleur (i.e. autre que bleuo ou noire) 
 
 I I Coloured plates and/or illustrations/ 
 
 Planches et/ou illustrations en couleur 
 
 Bound with other material/ 
 Reli6 avec d'autres documents 
 
 Tight binding may cause shadows or distortion 
 along interior margin/ 
 
 La reliure serr^e peut causer de I'ombre ou de la 
 distortion le long de la marge int^rieure 
 
 Blank leaves added during restoration may 
 appear within the text. Whenever possible, these 
 have been omitted from filming/ 
 II se peut que certaines pages blanches ajout^es 
 lors d'une restauration apparaissent dans le texte, 
 mais, lorsque cela dtait possible, ces pages n'ont 
 pas 6t6 filmdes. 
 
 Additional comments:/ 
 Commentaires suppl^mentaires: 
 
 L'Institut a microfilm^ le meilleur exemplaire 
 qu'il lui a it6 possible de se procurer. Les details 
 de cet exemplaire qui sent peut-dtre uniques du 
 point de vue bibliographique, qui peuvent modifier 
 une image reproduite, ou qui peuvent exiger une 
 modification dans la methods normale de filmage 
 sont indiquds ci-dessous. 
 
 □ Coloured pages/ 
 Pages de couleur 
 
 □ Pages damaged/ 
 Pages endommagies 
 
 I I Pages restored and/or laminated/ 
 
 D 
 
 This item is filmed at the reduction ratio checked below/ 
 
 Ce document est filmd au taux de reduction indiqu^ ci-dessous. 
 
 Pages restaur^es et/ou pellicul^es 
 
 Pages discoloured, stained or foxei 
 Pages ddcolor^es, tacheties ou piqu6es 
 
 Pages detached/ 
 Pages d6tach6es 
 
 Showthroughy 
 Transparence 
 
 Quality of prir 
 
 Quality in^gale de I'impression 
 
 Includes supplementary materii 
 Comprend du materiel supplementaire 
 
 Only edition available/ 
 Seule Edition disponible 
 
 I I Pages discoloured, stained or foxed/ 
 
 I I Pages detached/ 
 
 I I Showthrough/ 
 
 I I Quality of print varies/ 
 
 I I Includes supplementary material/ 
 
 I I Only edition available/ 
 
 Pages wholly or partially obscured by errata 
 slips, tissues, etc., have been refilmed to 
 ensure the best possible image/ 
 Les pages totalement ou partiellement 
 obscurcies par un feuillet d'errata, une pelure, 
 etc., ont 6t6 filmdes d nouveau de fagon d 
 obtenir la meilleure image possible. 
 
 10X 
 
 
 
 
 14X 
 
 
 
 
 18X 
 
 
 
 
 22X 
 
 
 
 
 26X 
 
 
 
 
 30X 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 v/ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 12X 
 
 
 
 
 16X 
 
 
 
 
 20X 
 
 
 
 
 24X 
 
 
 
 
 28X 
 
 
 
 
 32X 
 
 
The copy filmed here has been reproduced thanks 
 to the generosity of: 
 
 Library of the Public 
 Archives of Canada 
 
 L'exemplaire film6 fut reproduit grAce A la 
 g4n6rositA de: 
 
 La bibliothdque des Archives 
 publiques du Canada 
 
 The images appearing here are the best quality 
 possible considering the condition and legibility 
 of the original copy and in keeping with the 
 filming contract specifications. 
 
 Original copies in printed paper covers are filmed 
 bediming with the front cover and ending on 
 the last page with a printed or illustrated impres- 
 sion, or the back cover when appropriate. All 
 other original copies are filmed beginning on the 
 first page with a printed or illustrated impres- 
 sion, and ending on the last page with a printed 
 or illu'^trated impression. 
 
 The last recorded frame on each microfiche 
 shall contain the symbol ^^ (meaning "CON- 
 TINUED"), or the symbol V (meaning "END"), 
 whichever applies. 
 
 Les images suivantes ont 6ti reproduites avec le 
 plus grand soin, compte tenu de la condition f»t 
 de la nettet6 de l'exemplaire film6, et en 
 conformity avec les conditions du contrat de 
 filmage. 
 
 Les exemplaires originaux dont la couverture en 
 papier est imprimis sont film6s en commenpant 
 par le premier plat et en terminant soit par la 
 derniire page qui comporte une empreinte 
 d'impression ou d'illustration, soit par le second 
 plat, salon le cas. Tous les autres exemplaires 
 originaux sont filmis en commen^ant par la 
 premidre page qui comporte une empreinte 
 d'impression ou d'illustration et en terminant par 
 la derniire page qui comporte une telle 
 empreinte. 
 
 Un des symboles suivants apparaitra sur la 
 dernidre image de cheque microfiche, selon le 
 cas: le symbole — ^> signifie "A SUIVRE", le 
 symbole V signifie "FIN". 
 
 Maps, plates, charts, etc., may be filmed at 
 different reduction ratios. Those too large to be 
 entirely included in one exposure are filmed 
 beginning in the upper left hand corner, left to 
 right and top to bottom, as many frames as 
 required. The following diagrams illustrate the 
 method: 
 
 Les cartes, planche*, tableaux, etc., peuvent dtre 
 film6s d das taux de reduction diff6rents. 
 Lorsque le document est trop grand pour fttre 
 reproduit en un seul cliche, il est film6 A partir 
 de Tangle sup6rieur gauche, de gauche A droite, 
 et de haut en bas. en prenant le nombre 
 d'images ndcessaire. Les diagrammes suivants 
 illustrent la mithode. 
 
 1 
 
 2 
 
 3 
 
 1 
 
 2 
 
 3 
 
 4 
 
 5 
 
 6 
 

 >'(). 10. 
 
 U. S. HYDH()(illAI*HlC OFFKE-Bl KLM" OF NAV1(;ATI0N. 
 
 Will, the i't'ittl>H't'*'>'f'* "'' *^'*' 
 
 (oiiiiiuHloif IMI.Wvmaii.r.S.N. 
 
 ||y,|,.oi;rii|ilii*r 
 
 ll'iishitujliin.l/l'- 
 
 STEAM-LANES ACROSS THE ATLANTIC. 
 
 WASHlNGTOls: 
 
 GOVERNMENT PRINTING OFFICE. 
 
 1873. 
 
21 
 
 0? 
 
 k 
 
Umtki) Static IIvuuograi'iiic Oiiice. 
 
 M'a^hhiotoH, I). C, Octohcr 4, 187'J. 
 It soonis appropi into at the present time, when the ocean- 
 steamers between the United States anil Europe arc so 
 numerous and still on the increase, to republish a paper on 
 the "Steam-Lanes across the Atlantic," written in 1855 by 
 U. ¥. Maury, LL. D., &c., then a lieutenant in the United 
 States Navy. The adoption of these or some similar pre- 
 scribed routes for the passages to and from Europe woul.l 
 most assuredly give greater security to life and property 
 and reduce the dangers of this navigation to those which 
 may be encountered on less frecpiented routes. 
 
 K. 11. W. 
 
STK.WIi.ANES ACUOSS TIIK ATl.ANTH . 
 
 Tlir (lisiistiT wliicli belVll llu' lliiitJ'd Slates mail-stoaiiU'i 
 Ar(;tic on hvv pa.s.sayo IVoin Liverpool to New York, in tiio 
 mouth oi' October, l.S.Tt, in consiMinencc of her <'()n>in;;- in 
 collision with the rien«'h .steamer N'esta, in a thick lo;;, 
 forty or tifty miles to the eastward of Capo IJace, first 
 ui>palle<l tlu! public mind with its enormity and then 
 aroused it. ^len inquired of each other if science or in^^c 
 unity couhl notdeviso means or invent i)lans for i>reventin;; 
 the rocurreuce of Himilur .accidents, or, in (!asc of their re 
 eurronce, of providin<»" against the terrible loss of life wliicli 
 atteiuh'il the founderingof that noble ship. Of passcn;::ers 
 ami crew — nu-n, women, and cliihlren — then^ ]>erisIuMl, t»ti 
 that occasion, with her, t(» the number of about three hun 
 dred, owinjf, in a great meastire, to improper management 
 and to the (histardly comluct of a part of the otiicers and 
 crew. 
 
 Among tiie many benevolent persons who favored tin- 
 public with tlie results of their thoughts upon the subject, 
 some suggested measures renu'dial and .some ])rev«Mitivc. 
 Lifeboats and life-pro.servers, water-tight compartments, 
 station-bills for i)as.sengers and crew to " save shij* *' wert 
 anH)ng the remedial plans, and among tlmse for prevention 
 were log-signals, true compasses, rate of sailing, lookoul. 
 ami lanes, or a double track lor the steamers cro.ssing tlii> 
 part of the Atlantic, viz, a lane for them to go in and 
 an«>thei' for them to conu^ in. All or any of the.se plair-^ 
 would, if adopted, tend njore or less to diminish or mitigate 
 the dangers of steam-navigation and the risk of life that 
 passengers incur at sea; but tho.se plans which tend to 
 pn-irnt accident, rather than tho.se that look to atlording 
 relief after the occurrence of accident, seemed to come 
 within tht^ .scope ami objects of this work ; and among these 
 the lam.\s were most inviting. It will be found that, b\ es 
 tablishing :i lane or strip of ocrean for the >tean\ers to go in 
 
6 
 
 STKAM LANEM ACROSS TIIH ATLANTIC 
 
 iiii«l aiiotliiT for tliciii to coinn in, tliu liahility to daiipM' 
 Ironi collision lu'twccii Htt'uincr iiiul sU'auicr, as well as 
 l>etween HtfainoiH and sjiiling vessels, will not only be les- 
 sened, bnt a new resource upon tlie hi^lt seas will, in nuiny 
 eas<'s of wreck and disaster, bo allbrded to those in distress. 
 IJy exaniininjj JMato V carefully, any one may satisfy 
 liiniHclf as to the extent to which the adoption of thesi; lanes 
 will lesson the liabilities, whi«!h are now very ;;reat, to col- 
 lision in foj^ between steamers and sailers. The curves on 
 that' plate show that lbj;s and calms are, along these lanes 
 at least, almost correlative terms ; that is, they often occiu" 
 f<>gether, and in ])roportion as they do occur together just 
 in that prop(ution accidents from collision between Hdiling- 
 vessels are lessened, for vessels moved by canvas cannot 
 well run foul of each other in a calm, and in calms, with 
 thick fogs, is jtrecisely the time w hen such vessels an? in the 
 greatest danger of being run into by a steamer, for, being 
 helpless then, they cannot get out of the way ; consopu'Utly, 
 if they will agree to avoid, as much as jjossible, tin' sti'am 
 lanes as tlu'y ar« marked on the chart, by making it a rule 
 never to attempt to beat along in them, but to cross them 
 quickly, wluMi they have to cross them, and to edge along 
 out of them when, being in them, tln^ wind changes and 
 comes out fair — if those i)ublicspirited shipmasters who 
 are cooperating with me will, in this way, lend a hand, by 
 giving the force of their example and precept, to dedicate 
 to the use of the steam-navigation between Europe and 
 Aujerica tlu' very narrow sli]) of ocean included within these 
 lanes, they will do much, in addition to what they have 
 already done, toward injproving navigation and lessening 
 the dangers of the sea. On the other hand, the captain of 
 i'very steauu'r should as scrupulously aim to keep within 
 the lanes, and never to sutler his vessel to get out of them, 
 excei)t sh(i be compelled to turn aside on account of ice 
 or gales of wind, or uidess she get out of them for want of 
 observations after a succession of cloudy days. 
 
 1 earnestly ai)peal to the tleets of observers, to whom I 
 owe so much, and to whose enlightened zeal and generous 
 labors for the advancement of science and the improvement 
 of navigation this work bears witness, to second this recom- 
 mendation and make it a rule to observe the lanes. This 
 appeal is made especially to those who are in the European 
 
 m 
 
KTKAM LANKM ArUdSS THE ATLANTIC. 
 
 4 
 
 trado. Tlaiy will reiulcr u servico to l)o most gratefully 
 acknowledged if they will always, wluiiiever they enter the 
 lanes, either make hasto across them or run oblitiuely out 
 of them, according as their course may lie or as the winds 
 may allow; antl, when they do thid it ne<;essary to enter 
 one of these lanes, they will please note the fact in their 
 abstract-log kei)t for this ollice, and state also the time and 
 distan<ro sailed in each lane, with such remarks as <-ircum- 
 stances may suggest. 
 
 The more sailing-vessels will agree to keep out of the 
 lanes the more will it concern the steamers to keep in them, 
 and the greater becomes the danger at night, or in a fog, to 
 the hapless sailing-vessel that shall needlessly thrust her- 
 self into one of thein. Practically, their adoption will be 
 attended on one hand with so little inconvenience or loss (»f 
 time 4'ither to sailers or steamers, while, on the other, it 
 will bo attended with so many advantages and .so much 
 less risk to vessels, crews, and jiassengers, that I do not 
 thiidv it necessary to add another word to induce all, I hope, 
 who follow the sea, but certainly, and at Irasf, those who are 
 co-operating with me, t(> favor thi^ lanes and do all that is 
 proper to establish them. 
 
 1 therefore content myself with laying befunc them, Ibi 
 their information, the following correspondence, and to say 
 that the recommendaticm therein contained has met with 
 favor from the right <piartcr,both in IJoston and New York, 
 and with every sea-captain with whom 1 have had an op 
 [•ortunity of con;^ulting. 
 
 Ftoni ^fl■Nsrs. John S. Sleeper, C. W. Cariieriijht, ./. InyersoU 
 Jion-diteh, 7i*. Ji. Forbes, and others, umlericriters, shijhoirn- 
 ers, awl nierrhants of Boston. 
 
 .Januauv 8, IS.M. 
 M Snt: In connection with the discussion respecting the 
 
 dangers of crossing the Atlantic and the modes of diminish- 
 ing them, we have observed a suggestion contained in your 
 letter to Walter 11. .lones, esq., of New York, proposing one 
 j route for steamers to go and anotlier for them to come, of 
 which idea you cite our fellow-citizen !{. JJ. Forbes, escj., as 
 the original author. 
 
8 STKAMLANKS ACROSS TIIK ATLANIIC 
 
 IN'iiiiit MS to hope that this iiroject may ren'ive your fiii- 
 tlier attention, ami tliat you Avill prepare a ehart, exhibit- 
 in f? the routes suggested, so hiid otl' as may, in your judg- 
 ment, best answer the puri>osc in view, of lessening th»' 
 liability oC collision without materiiilly lengthening the 
 passage. 
 
 Ijy thus carrying out a pioiwsition which strongly reconi 
 mends itself to many, you will add another important 
 service to the many for which we would express our thanks. 
 
 I.icut. M. V. Mai uv, 
 
 Xotiinwl Ohsrrnifori/. Wnshiiigton. 
 
 /'ipljl to aluH-ii (lat(')l Frhrvar}/ J.*), iS.Vt. 
 
 (ir.NTi,i:MKN: 1 dulv received vour communication of the 
 Sth ultimo, rc(|uesting me to carry out the proposition con- 
 tained in my letter of the 8th of November last, to NN'alter 
 II. clones, es(i., of New York, by projecting the two steam- 
 lanes across the Atlantic, viz, one for the steamers to go 
 in and the other for them to come in. 
 
 1 at once addressed myself to the task, and after a care- 
 ful examination of the somewhat ample materials att'orded 
 l>y thisolVice, 1 have at length the i>leasur<' to submit charts 
 with the lanes projected on them, together with other mat- 
 ter bearing upon the subject. 
 
 I have examined a nuuiber of the logs both of the C\»l- 
 lins and the Cunard lines. Tiie part of the ocean used l>y 
 them in their voyage to and fro, between the meridians of 
 ir>' and <».")" west, is, for the American, .'500 miles broad, and 
 for the I'Jiglish, ITtO miles broad. The American roadway 
 oveilajts and includes the Ijiglish; consequently there is 
 a breadtli of ocean ."500 miU's wide, in any part of which a 
 sailing-vess»'l. by night or in the fo'g, is now liable to be 
 brought into collision with the steamers. 
 
 Now, snppos<' we lake this sanu' breadth of ocean and 
 lay ott a lane, twenty or twenty live miles broad, lu'ar its 
 northern border, and another, lifteen or twenty miles l)road. 
 near its southern border, and recommend thesteanu'rs, when 
 coming westwardly, to use tln' foruu'r, and, when going east- 
 wardly, to take the latter: would not the adoi>tion of the 
 lecommendation contribute to llie safety both of steam and 
 sailing vessels, of passengers an<l crews .' 1 think s<». 
 
 1 do not in<-;ni to eieate the iiupre<>i(U( by :ni\tliiiig I 
 
STKAM LANES ATRoSS 'IHK All. ANTIC 
 
 9 
 
 our fur- 
 exhibit- 
 ir judg- 
 ing tliO 
 ing tlie 
 
 rocoiji- 
 |)»)rtant 
 thanks. 
 
 »n of the 
 ion con 
 I NN'alUT 
 > steam - 
 rs to go 
 
 r a i'aif 
 atiordt'd 
 it charts 
 lier mat 
 
 the Col 
 used Itv 
 idians of 
 Dad, and 
 roadway 
 there is 
 whidi ;( 
 h' to l»t' 
 
 can and 
 nciir its 
 s broad. 
 rs, when 
 ingeast 
 n of the 
 'am and 
 
 •tldiig I 
 
 say or do, that the adoption of these hiiu-s would <l(t air/iii 
 with collisions, or (;all tor h'ss vigilance, or reheve in any 
 maniu'r the slii]»mastcr from his obligations to look closely 
 to the navigation of his vessel, to be watchful, i>ru«lent. 
 cautious, and careful. ( )n the (H)ntrary, he must never relax 
 his attention t»> the seaman's three L's nor slight his water 
 thermometer. The adoption of the lanes will simply lessen 
 the nihilities, by dinninshing the chances of collision, and 
 to that extent make the navigation of the Atlantic less dan 
 gerous. iSo far from relaxing attention to the log, lead, and 
 look-out, these lanes call for increased diligence on the imi t 
 of the master, ibr that breatltli only is given to them which 
 will Just make them broad enough to cover the probable 
 errors in latitude of a good, careful navigator, after he has 
 l»cen two or three days without an observation. A narrower 
 lane would be forbidding, from the difllculties of keeping 
 in it ; a broader lane would be ndschievous by relaxing its 
 calls upon the attention of the nnister to keep his steamer 
 in it, and by occupying so much of the ocean that sailing 
 vessels would not so willingly, because they could not so con 
 venicMtly, give it u|) to the steamers. 
 
 If these lanes be a<lopted by the steamship coin|)anies. 
 aiul engraved on the general charts of the Atlantic that are 
 used by the vessels of the dilferent nations, and marked a> 
 they are on the Track Charts, series A, of the Xorth Atlan- 
 tic, and as they are on I'lates II and III, 1 have very little 
 <loubt that sailing-vessels would, in the process of time, 
 make it a rule to edge off from the lanes, especially at night 
 and in thick weather. In the tirst i>lace, the; lanes an; so 
 narrow that if the sailing-vessel has to cross them, as. in 
 head-winds und in the ]>rogrcss of her voyage, siie not un 
 fie<pu'ntly will, she will be but a little while in them, and 
 her master will then know on which side to wat<'h for the 
 danger, in the next place, if his <!ourse lie along the lane 
 and the winds be fair, he will, as night comes on or as tin- 
 weather grows thick, begin to think of the steamers and 
 collision and his own responsibilities, and then feel nnn-h 
 more condbrtable by edging oil to one side and leaving the 
 steam track clear. 
 
 The average rout*' of the steameis coming, jis detei 
 mined by the abstract logs on iile here, crosses tlu' nu'riil 
 ians ^)\' Id'. t."r. ;unl .">(>'' iVoni i'orrv lix'c t<> si\tv miles 
 
10 
 
 STEAM-LANES ACROSS THE ATLANTIC. 
 
 lii 
 
 'i 
 
 
 1 I 
 
 nortli of the lane to America, and joins it ou the meridian 
 of 55°, and then runs nearly along with it to Sandy Hook. 
 
 The lane coming is, therefore, a better road than the 
 average route at present used, and for these reasons, viz : 
 It is thirty miles shorter; it runs so far south of Cape Kace 
 and the Virgin Kocks that no time need ever be lost in 
 turning aside, when fogs prevail, to avoid these dangers, 
 for it passes one hundred miles south of Cape Kace. 
 
 This statenuMit, without any explanation, might appear 
 p.aradoxical, for the nearer to Cape liace the shorter the 
 distance ; yet, practically, it has not proved so, because 
 vessels, especially in a fog, as they near this cape have 
 fre(piently to run one, two, three, or more hours to the 
 southward to be sure of clearing it. When they are so 
 running they are not making much hea<lway toward their 
 l)ort. So, on the long run, the attempt to shave Cape llace 
 makes the average distance practically greater than it is 
 by the lane. Indeed it is greater than the statement above 
 implies, for the distance which I have taken as the average 
 b3- present routes is measured by straight lines from posi. 
 tion to position, at noon. 
 
 Congress has given the Secretary of the Navy authority 
 to employ three vessels in assisting me in my researches, 
 by testing new routes and perfecting discoveries. They 
 can be very usefully employed Just at this time. Perhaps 
 he may find it convenient in the spring to detail one or two 
 of them for this service. If so, I shall urge upon his atten- 
 tion the importance of completing the deep-sea soundings 
 across this part of the Atlantic, and also ask for an exam- 
 ination of the A'irgin Kocks, with the view of i)lanting on 
 them, or Just under their lee, a bell-buoy. In that case, 
 this lane might be lifted up so as to shorten the distance 
 and save time by bringing this buoy on the edge of it, and 
 thus luovide a laudumrk that would be very useful in all 
 weather and to all classes of vessels. 
 
 The shortest distance possible for a steamer between 
 Liveri)ool and Sandy Ilook is 3,000 miles ; the average dis- 
 tance actually accomplished is 3,009 miles, and the distance 
 by the middle of the lane coming is 3,038. There is also 
 another recommendation in favor of this lane to the west, 
 which is this : It lies along the northern edge of the Gulf 
 Stream, where there is an eddy setting westward often at 
 
 in 
 
S'l'EAMLANES ACROSS THE ATLANTIC. 
 
 11 
 
 meridian 
 
 (ly Hook. 
 
 than the 
 sons, viz : 
 
 ape Race 
 
 je lost in 
 dangers, 
 
 e. 
 
 it appear 
 lorter tlie 
 because 
 •ape have 
 irs to the 
 ey nre so 
 kard their 
 yape llace 
 than it is 
 ent above 
 le average 
 I'roin posi. 
 
 authority 
 
 ■esearehes, 
 
 ies. Tliey 
 
 Perhaps 
 
 one or two 
 
 I his atten- 
 
 soundings 
 
 r an exain- 
 
 hmting on 
 
 that case, 
 
 le distance 
 
 I of it, and 
 
 eful in all 
 
 r between 
 v'erage dis- 
 le distance 
 LH'e is also 
 ) the west, 
 if the Gulf 
 d often at 
 
 the rate of a knot an hour. On the average, I assume that 
 the set of this eddy will amount to twelve miles a day for 
 three days and a half, or, say, forty miles. This makes the 
 •Ustance by the lane coming practically about 2,998 miles; 
 or, allowing twenty miles for dt'toHr, Ave rdiall have 3,018 
 miles, which will shorten the average time of the passage 
 this way three or four hours, Avith less risk of collision and 
 less danger from Cai»e llace by the way. 
 
 It may be urged against this lane that it cannot always 
 be followed on account of the ice, and that, in.csinuch as it 
 crosses the Grand Banks, the steamers that i)ly in it may 
 now and then run down a fishing- vessel. The reply is that, 
 as far as the lishermen are concerned, they are now liable 
 to be run down by the steamers both going and coming, 
 whereas, with the lane, that liability is incident to the 
 steamers alone that are westwardly bound, and the IIsImt- 
 nien will have the advantage of knowing pretty nearly where 
 the steamer will pass and which way she will be coming. 
 And as for its being obstructed by ice, so as to compel the 
 steamers, as it occasionally will, esi»ecially in ^lay or .lune, 
 to turn out of it now and then, the Erie Canal, of New York, 
 is obstructed by ice the whole of every winter, but that 
 does not prove it to be of no value; it only shows that it, 
 like this lane, would be of nu)re value to commerce if it were 
 never obstructed by ice or anything at all. 
 
 Vou will observe, by looking at this lane ui)on Plates II 
 and 111, that the Grand Banks atVord a i>retty good land- 
 mark, which can be used in the thickest weatlu-r. Generidly, 
 the water-thernutmeter is found to fall as soon as you near 
 these Banks; it is generally a good landmark for them. 
 The eastern edge runs noith and south, and, therefore, 
 afl'ords an excellent correction for longitude. Having ascer- 
 tained, by the lead, when the vessel first strikes this edge 
 then noting the soundings and the distance run before clear- 
 ing the Grand Banks, the latitude will also be known with 
 accuracy sullicient to enable the navigator to decide whether 
 he be in oi' out of the lane, and, if out, on which side. The 
 lane crosses the Banks near their greatest width, L*7."> miles. 
 If a steamer be crossing then; in a fog, and in doubt as to 
 her position, she can Judge, by their breadth and the sound- 
 ings, jtretty nearly as to latitude. Por instance, if the 
 breadth of the Banks, when crossed, be less than L'7."» miles. 
 
12 
 
 STEAM-LANKS ACIIDSS TIIK ATLANTU". 
 
 
 !( 
 
 ((> 
 
 W 
 
 but the .souii<lin;i,s not less thini roily I'atlionis, tlie vesstvi 
 has crossed the IJank to the north of tlio hme; but if she 
 (ind lierself in less than thirty fiithoms, then she has erossed 
 to the south of it. Should she, liowever, iind lierself in 
 water that snddeidy shoals to less than twenty fathon)> 
 and as snddeidy deepens a<;ain, then she is near the Virgin 
 Ifoeks, or the roek and Nine-fathom IJank to tlu' east of 
 them, and her ]»osition is immediately known. 
 
 It should be reoolleeted, however, that these lanes an- 
 not channel-ways in whieh steamers nnist keep or l)e lost, 
 dales of wind, ice, ami other things will iu)w and then 
 force a steamer out of them, and in such cases she will act 
 ually be where she is now, for she will then be in no more 
 danj^er than she is now; oidy when she j;'ets back into tin- 
 lane she will be in less. 
 
 Von will doubtless observe the advanta<;eous posititui 
 of the fork to JIalifax in the lane from JMiroi»e. .Vs this 
 laiu' approaches Newl'oundland, it edtjes olVto the south, in 
 such a manner as to render it impossible for a vessel .so to 
 miss .ler way as to jjet ashore. Supjiose a steamer attempt 
 inji' this lane to be, when she lU'ars the (Jrand JJanks, 100 
 miles out in ]K)sition. (a nn)st extravagant case,) and that 
 she be out on the Newlbundland side, she would, if behav 
 ing proi)erly, be steering i)arallel with the lane, ami if 
 bound to Xew York sh(> would go clear of C'ai)e Race. Uut 
 she might be bound for Halifax, ami by steering we.st too 
 soon might rusi n]nm the laml ; but recollect that the land 
 to Halifax turns otf on soundinj/s, aiid a west course from 
 where the lane from England strikes soundings on the 
 (irand IJanks will take you clear of everything. So, with 
 out the nmst gross neglect of the lead and all the prop«'r 
 ]necaulions, which it is the duty of the shii)master to take, 
 it would seem impossible for him to run his steamer into 
 danger here. 
 
 In the longitude of liu' (Irand iJaiiks, the lane to lluropc 
 is L'OO miles south of the laiu» to America. As a rule, thi> 
 lane for the eastern-bound steamers can be followed always, 
 admitting that an exception now and then in i>ractice will 
 nndvC the rule general. It will be observed that this lam' 
 runs 1']. 1.")- S. from Samly Hook to the nunidian of 70", 
 where it takes a coiusc! K. IL'-' N., towanl its Junction with 
 the are of a great circle, south of the (Irand Hanks. Though 
 
 the 
 (III 
 
 CO 
 
 rou 
 
 tt> 
 
 gen 
 
 ex 
 
 or 
 
 ed( 
 
 giP 
 sai 
 not 
 
 iiat 
 Hon 
 
 Cllil 
 
SIKAM I.ANKS A<U<»SS THE AII.ANTK'. 
 
 la 
 
 tlic vi'SS«>! 
 
 but if slii' 
 liii.scrossiMl 
 
 licrsoU" ill 
 ity i'iithoni> 
 
 the Virgin 
 tlu' oiist of 
 
 '. lanes art' 
 
 or be lost. 
 
 V and then 
 
 he will at!t 
 
 •i in no mon- 
 
 it'lv into tilt' 
 
 ms i)osition 
 
 K\ As this 
 
 the south, in 
 
 vessel so to 
 
 nor attempt 
 
 I JJanks, 1(H) 
 
 ^e,) and that 
 
 Id, if behav 
 
 lane, and if 
 
 Ka(;e. Unt 
 
 in^' west too 
 
 hat the land 
 
 course fronj 
 
 linys on the 
 
 ji". So, with 
 
 1 the proper 
 
 xster to take, 
 
 steamer into 
 
 ne to JOurojte 
 s a rule, this 
 :)wed always, 
 juactice will 
 liat this lane 
 idiau of 70", 
 uncition with 
 iks. Though 
 
 the tlistanee by this laiu' fiom Sandy Hook to this Junetion 
 is a few miles lon<;er than the <lire(;t line, yet on aeeount 
 of the (lulf Strean), it is /;j (inn' the sliortest distance that a 
 steamer can take. I'lom the Capes «)f Delaware it is obvi- 
 ously the shortest. 
 
 The distance from Sandy Hook to Liveri)ool by this 
 lane is 10<» uules gieater than it is by the lane eominj;. 
 iJut the lane st»iny; is iu the Gulf Stream, which of itself 
 w ill nearly, if not quite, make up for this dillerence. The 
 San Fraucis<!0 .steamer was wrecked iu the Oulf Stream, 
 aiul from tlu' time she was di.sabled till she was abandoned 
 she drifted at the rate of two knots an hour. When the 
 (Ireat Western steamshii) first came over she stemmed the 
 (lulf Stream, and was set back in it 17."» miles during; the 
 voyage. Xow, from the Grand Jhinks west, the track of the 
 (Jreat Wi'stern was not as nuuih in the strength of the stream 
 as this lane is, for she]>assed to the north of it. This trij), 
 too, was in Apiil, when the mid<lle of the stream is well 
 south.* 
 
 I may be «'.\(!use«l lor nu'utioning, in this connection, an 
 incident relating to the early history of ocean steam-naviga- 
 tion. After this [>assage of the (Jreat Western, 1 wrote a 
 pajter on the achievements of the Xew York })acket ships, 
 and pointed out on a chart the great-circle route from New 
 York to England, and commended it to the attention of 
 those concerne<l in this new navigation. The i)aper, with 
 the chart, was published in the Southern Literary Messenger 
 (liichmond, Yirginia) for January, 1839. The editor sent a 
 co]>y to Captain Hoskins, and he ever afterwards went by the 
 route recommended on that chart. His competitors stuck 
 to the ohl rlunnb-line route, and from that time Hoskins 
 generally beat them, this way, about a <lay: and here is the 
 »'Xi)lanation : They were sent back iu the Gulf Stream ^~^^) 
 or nu>re miles; he was sent Ibrward 40 or more by the 
 eddy, and gained some ">(> or (»0 additional by the 
 grear circle, which made altogether about one good day's 
 sail in his favor. Tin; great (iircle, or ( 'ape ]\'ace route, was 
 not generally adopteil, however, even when he left tlu' line; 
 
 " The tliroad or axis of tlu' (JiilC .Strrain moves iijt ami down in dfcli- 
 nation as tlic sun docs, ln'in^f fartlicst north in Sc]itt'inl>fi'. t'artlK'st 
 south in Marcli. Its limits arc imt accuratt'ly dcsciilK'd on any vi'ticral 
 I'liart that 1 haxf sfcii. 
 
14 
 
 STKAM I.ANES A< KoSS TIIK ATLANTIi'. 
 
 I, 
 
 aiul it has "boon inisclii^'vou.s by tempting; navigators to 
 shave the cap*' too closely. 
 
 The ciincnt of the (lull' Sticain is not only in favor of 
 tho lane fioinj^', bnt the gales niv, more favorable and the 
 fogs less frecjuent than they would be by a more northerly 
 route. 
 
 In order to enable j'ou to judge knowingly as to the 
 relative merits of these two lanes in this respect, I have, 
 Avith the hell) of the most willing, zealous, and able cori>s 
 of assistants that one ever had, and sueli as can be formed 
 only of Navy ollicers, examined and discussed abstract logs 
 containing observations for no less than 40,(K)0 days, on 
 the winds, weather, the sea, and the currents in the parts 
 of the ocean through which these lanes j)ass. The result of 
 that discussion 1 submit herewith for information, on a 
 chart of engraved squares, (Plate V.) The horizontal lines 
 are there uuirked as per cents., each being counted as one 
 and every fifth one being a little more heavily ruled than 
 the rest. The vertical lines, marked 7<P, (iri'^, (KP, &c., are 
 meridians of longitude between which the lanes pass. 
 JJetween each two of these meridians are twelve columns 
 for the twelve months, beginning always with December, 
 the first winter month. Thus, t cc navigator wishes to see 
 what is the most foggy mouth m the lane to America be- 
 tween the meridians of 70^ and 73^. lie finds on the plate 
 the fog-curve for that lane, and liis eye is immediately 
 attracted to the remarkable peak formed by this curve, in 
 the July column between these meridians, the meaning of 
 which is that, according to the averages derived from these 
 4<),000 days, the probabilities are that, if he were to pass 
 along this i)art of that lane one hundred times in the month 
 of July, but in different years, he would find it foggy twenty- 
 eight times, or, in other words, twenty-eight per cent, of 
 the days in July are foggy along that part of the lane. 
 Casting his eye farther along, he will see that fogs, at certain 
 seasons of the year, are astonishingly prevalent from longi 
 tude .VP to longitude VP, (on the Grand Banks,) and when 
 he conu's to count the columns he will tind that June is the 
 foggieist of months. But the relief and consolation is that 
 that is precisely at the season of the year when daylight is 
 the longest, so that even here there is compensation. 
 
 Now he looks at the fogs for the lane going, and he is 
 
STKAM-LANES ACIJO.SS TIIK ATLANTIf. 
 
 1.') 
 
 iji'atoi's to 
 
 II I'iivor () < 
 (5 ami till' 
 iiortlun-ly 
 
 as to tln' 
 t, 1 have, 
 
 able corps 
 bo formed 
 
 stract lojis 
 
 days, on 
 the parts 
 
 le result of 
 ition, on u 
 f;ontal lines 
 ted as one 
 ruled than 
 P, &o., are 
 anes pass, 
 re columns 
 December, 
 shes to see 
 LUierlca be- 
 )u the plate 
 inmediately 
 is curve, in 
 meaning of 
 from these 
 pre to pass 
 
 1 the month 
 rgy twenty- 
 ler cent, of 
 f the lane. 
 s, at certain 
 from longi 
 ,) and when 
 June is the 
 ition is that 
 
 daylight is 
 ition. 
 ;, aiul he Is 
 
 *• struck with the more modest flexures of the (nirve, and par- 
 ticularly with the fact that both the fog curves almost in- 
 variably come down to the zero (0) liiu> near the meridians ; 
 in other words, that the fogs are h'ss prevalent in both 
 lanes during the autumn and winter, when there is least 
 daylight. 
 
 In like manner, he w ishes to know as to his chances for 
 meeting with a gale of wind as he passes along in the lane 
 to Europe, and whether these gales will be adverse or fair; 
 in other words, whether they will have easting or westing 
 in them. Now, he sees, under the head of " Lane to En- 
 roi>e,"' (Date V,) by the curve marked ''fair gales," that the 
 most stormy i)art olong this line is between the meridians 
 of 35"^ and 40^; that here, in January, it is blowing a gale 
 of wind half the time, (rtfty-two i>er cent.,) while at certain 
 other seasons of the vear gales seldom or never occur. Jlut 
 these gales all have westing in them, and are therefore fair. 
 The preponderance of fair gales along the lane to Europe, 
 viz, all gales having westing in them, is very striking. The 
 vessel will be running with these gales, and therefore 
 diminish their strength. In like manner the gentle dexures 
 in the curve marked "head-gales" denote how much less 
 fre<iuently gales with easting in them are to be met with in 
 the regions through which this lane passes. Xow he will 
 be struck with another remarkable physical fact which ex- 
 perience has proved and these statistics have developed: 
 that fogs and gales, in certain parts of the lanes, seldom 
 come together; for instance, as the fog curves run up, the 
 gale-curves, both for coming and going, come down, and 
 rice versa. This feature is very striking all the way from 
 the meridian of '2~P to that of ChP. These curves are both 
 suggestive and instructive. Others have been added to 
 show, also, the i)er cent, of calms, rains, and thunder and 
 lightning by each lane. 
 
 That you may judge also as to the relative fretjuency 
 with which the parts of the ocean in which these two lanes 
 are traversed by sailing-vessels, I have projected them also 
 on series A of the Wind aiul Current Charts. 
 
 You will observe, by referring to this series, that the 
 part in which the lane going lies is very much frequented, 
 but it is frequented mostly by vessels going. (See also 
 Plates 11 and III.) Those that are coming this way — that 
 is, to tht'west — seek, for the most part, to avoid the Gulf 
 
t 
 
 M 
 
 I 
 1 
 
 16 SIKAM-I.ANKS ACKOSS TIIK ATLANTIC. 
 
 Wtrciim, I'ilhcr l»y j,'oiiij,' to the noitli or l».v tiikin/:' wliat is 
 lulled the .southern route, v hieli is very common, esp«'ehilly 
 ill winter; so that steamers, when in the hine ifuin*;' to Eu- 
 rope, will find the vessels gener.ally all bound the same way, 
 and likewise in the lane cominfj to America, tin,' vessels 
 seen, though not so many, will lor the most part be steering 
 to the westward. And wlien all are bound the same way 
 i-ollisions are rare. 
 
 According to the tables given,* the best routes lor sail- 
 ing-vessels to Kurope, as there determined, run along, for 
 the most part, south of the line going nntil you reach the 
 meridian of 45^, between which and 40° tliev cross this lane 
 ami run along between it and the other. These are the 
 tiaeks that are i)rqiected on Plates 11 and IN. 
 
 I M'ill close this report with a recapitulation as to 
 distances and courses by each lane between New York, 
 ll.alifax, and IMiiladdidiia, on one side, and Cape Clear and 
 Seilly Isles, on the other, lirst begging leave to say that, 
 according to my computation, founded on such statistics as 
 I have touching the velocity of the Gulf Stream, if two 
 steamers bound for Cape Clear, and of exactly equal speed, 
 were to start from Halifax to see which should first get into 
 the great circle part of the lane to Europe from New York, 
 and if one were to go straight for it by steering east and 
 the other were to follow the European lane from Halifax as 
 l>roJected on the chart, this one would reach the point of 
 destination quite as soon as the other, the drift of the Gulf 
 Stream compensating for the greater distance. 
 
 DISTANCKS TO AMKKK'A. 
 
 Hv l.iuii. Hv (T.-iil Cir.li'. 
 
 From Siilly Isles to Ilulifax 'J, r.l 1^,305 
 
 From S<ill.y Isk's to Capos of Di'liiwaic 'J, !)4t^ 'J, 909 
 
 Fioni Stilly Isles to Saurty Hook 2, 8ti2 S, H40 
 
 From Cape Char to Halifax '2, 102 2, 170 
 
 From Cape Clear to Capes of Delaware 2, 78!) 2, 705 
 
 From Capo Clear to Sandy Hook 2, 72:t 2, 695 
 
 I'rom Cape Clear to Samly Hook by aetiuil average 2, 754 
 
 This statement shows that by the lane to America the 
 distance is actually shorter, both to Sandy Hook and, we 
 may infer also, to the Delaware, than the average distance 
 by present route, for the route actually pursued by the 
 steamers now, both to Sandy Hook and the Delaware, may 
 be considered the same from ( 'ape Clear or the Seilly Isles 
 as far west as longitude 70°. 
 
 ■ Maury's Sailiii}; Dirt'ctious. ftli i'<l., vol. '2, pp. '2i\ to :{."), hidiisive. 
 
 t 
 s 
 t' 
 t 
 
ti<: what is 
 
 specially 
 
 iii<>' to Eii- 
 
 saiiie way, 
 
 tlu' vessels 
 
 he steering 
 
 same way 
 
 es lor sail- 
 alonj;', for 
 I reach the 
 ss this lane 
 'se are the 
 
 ,ti(ni as to 
 
 New York, 
 
 e Clear and 
 
 o say that, 
 
 statistics as 
 
 earn, if two 
 
 pqual speed, 
 
 irst get into 
 
 I ^e\y York, 
 
 ug east and 
 
 a Halifax as 
 
 ;hc point of 
 
 of the Gulf 
 
 :uii . Il> ( 
 
 tf'Ht Cir.-I*-. 
 
 li.'ll 
 
 a, 305 
 
 04H 
 
 a, 90!) 
 
 (^i^i 
 
 ii, 840 
 
 IM 
 
 2,170 
 
 789 
 
 •i, n:> 
 
 72:t 
 
 2, 6<»r. 
 
 
 2, 754 
 
 A.merica the 
 ook and, we 
 igo distance 
 sued by the 
 laware, may 
 ! Scilly Isles 
 
 iri, hu'lnsivp. 
 
 -s 
 
 STEAM-LANES ACROSS THE ATLANTK". 17 
 
 DISTAXCKS HV I.ANK TO ICriiOI'K. 
 
 In .••nlly l»l»'H. To Ciipu Clenr. 
 
 From lliilifnx 2, 4;)fi 2, 2H5 
 
 l'"i()tii ( 'api'M (if Dclawnro I), 024 2, H7;t 
 
 I'idiii Siiiiily llodk 2, iifO 2, 829 
 
 " l{»'sidestluv/(7oMrfrom the great circle whicli a vessel from 
 New York, Ilalifnx, lioston, or IMiila(leli)liia would nec«'ssa- 
 rily make by foll()wing the ICiiropeau lane t() (Jape ('lear, it 
 would re(iuirean^f^W///o«f(/^/r7ojo'of only 15 miles for vessels 
 bound into the English Channel to use it also as far as Cape 
 Clear. This lane, therelbre, \viil,in conse(|ueiu;eof the favor- 
 able currentsof the (lUlf Stream, put a vessel into Southamp- 
 ton (piiteassuon as she could reach that port tVom New York 
 or IMiiliidelphia by the great (!ir(!le route. Yessels from Hali- 
 fax will hav(! to make the gieatest drtour of any by ado]>ting 
 the lane to Kiuopc^; but for them it is less than 100 miles out of 
 theirwayas they nowgo, and it will prolong their average pas- 
 sage eastward jjcrhaps two ov three houis. I say pcrhtps, be- 
 cause I am not sure hut that tiie steamers from Ilalitax and 
 New England are set back by thecold current 20oi'.'{0 miles on 
 the route now used for tiu' eastern passage. The (lulf Stream, 
 even from where they will join it by this lane, will set them 
 forward, on an average, 40 or aO miles at the least. It seems, 
 therelbre, that the attractions of this lane as it regards safety 
 should more than outweigh the prolmhic loss of an hour or 
 two during the passage. When 1 speak of distances by 
 the lanes, it should be recollected that the middle of the 
 lane is njcant, as per following table of courses aiul distan<H\s : 
 
 r.ANK TO AMKiaCA.' 
 
 Cimrsi". Dislaiu'i', 
 
 Friiiii Scilly Isles tn Cape Clciii', W'.Xi 7 X. I.'i'.i iiiilis. 
 
 ('ill)i' Clr.ir Ic) lilt. 51 2:i, liilijr. 15 'I I 55 187 
 
 lat. 5l 2:t, lolifi'. 15 to lat. 51 Hi, li)rii.;. 2i) 1) 2 17 S. Is7 
 
 51 Iti viO 50 5(1 25 (I fi 5 1-0 
 
 50 50 25 50 2:i IIO d II 5(1 l!i:i 
 
 50 2:t :io 4!t :it; :!5 o i;t ii iii'.i 
 
 40 :»> :i5 (I -xf x\ in n n i5 w, 
 
 4r? :n 40 47 15 45 21 8 210 
 
 47 15 15 1) 45 :i8 50 25 Id 228 
 
 45 :i8 50 n 45 51 45 27 i:i Kt 
 
 (rt) 45 on 51 45 44 10 55 l!l 45 TH 
 
 44 10 55 42 40 (10 (I 22 27 2:t6 
 
 42 40 (iO 41 42 05 (» 14 :(4 2:tl 
 
 41 42 (15 40 no 70 II 17 45 2:ii: 
 40 :iO 70 to Sandy Hook, 4:1 Ifil 
 40 :iO 7(1 to ('ai)cs of Dchnvarc, 22 8 240 
 
 (a) 45 51 45 to Ilalllax, ;t 5:i 5li:t 
 
 * Th(» courses and distances aie for tlu^ middle of tlie lane. 
 
 No. 40— L> 
 
i 
 
 18 
 
 
 STKAM-LANHS ACKOSS IIIK ATLANTIC. 
 
 Iw\NK TO KlKOl'K.' 
 
 l''n.lii Ciil''^ "•' I'ilii«:i'r to lilt. :!!• Ill', IdliK. "0 (I' 
 
 Siiiiil.N IliM.K In Int. ii'.t Id, Inn;:. •(! n 
 
 lolljf. 
 
 lilt, :i» II), lo 
 
 '«. *" 
 
 II III 
 
 lit. Ill :ii 
 
 40 41 
 
 li.". 
 
 II 
 
 1 1 '.1 
 
 41 Oil 
 
 fill 
 
 II 
 
 11 :i:< 
 
 41 :<:< 
 
 :,:> 
 
 
 
 11 .Yl 
 
 ((») II .'.:i 
 
 fit) 
 
 
 
 4:1 :..-. 
 
 i:t .-..-1 
 
 45 
 
 
 
 i.'i in 
 
 45 4U 
 
 40 
 
 
 
 ■17 IH 
 
 47 18 
 
 35 
 
 
 
 1- :i-,' 
 
 48 33 
 
 :io 
 
 
 
 l!i :iii 
 
 411 30 
 
 8r> 
 
 
 
 .Ml II 
 
 :<o M 
 
 ao 
 
 
 
 .Ml l."> 
 
 ."lO l,"i 
 
 1,'. 
 
 I) In ( 
 
 lipi- Clcn 
 
 
 Cnlll'ti'. 
 
 DJHtniicc 
 
 ' 
 
 K. Ill 4li N. 
 
 ■.>:ui iiiili'H 
 
 
 14 20 S. 
 
 i!ia 
 
 (i.-i 
 
 \> Jl N. 
 
 y;n 
 
 til) II 
 
 !) :;'.) 
 
 Qa7 
 
 .'p.'i 1) 
 
 ti .-. 
 
 a-j.'. 
 
 .'.() II 
 
 4 ,-.7 
 
 •J3a 
 
 4:. 
 
 •J!) 
 
 a.-)! 
 
 40 
 
 tJ7 iic 
 
 S41 
 
 ■A'> 
 
 '.'4 1 
 
 22(1 
 
 III) II 
 
 ','() lis 
 
 213 
 
 •.'.-) 1) 
 
 It) -Jl 
 
 ami 
 
 *) 
 
 \-i 411 
 
 I'.HI 
 
 1.-. II 
 
 !) n 
 
 loa 
 
 
 4 34 
 
 IH0 
 
 
 •J7 :i!t .s. 
 
 i.-.i 
 
 
 ■JO 7 
 
 103 
 
 (I' 
 
 l.". 17 
 
 181 
 
 0' 
 
 !l -iH 
 
 ■:■::< 
 
 (/"niic Clrar lo Siilly Islrs, 
 
 ('»! Iliililiix lo hit. i:t :i(l'. lonu. «'.) II' 
 
 \!\t. 1:1 ' :iii', lotiL'. lid II' to liii. i-j :!()'. lotii;. : 
 
 lilt, l-J :t(l'. Ion;;, :>:< ' II' to l;it. II .'':i'. loiiK. •"'" 0' 
 
 TliuH it ii|)i)('iir.s (liiit one lane will ])nicticiilly shorten 
 tlic (li.staniM' from Cnpc (Mciir to SaiHly Hook ami tlie Dcla- 
 wan' by .")(» miles, wliile the other prolonj^s the distaiiee 
 fioin}»' to lOurojie ~~t mih's, wliieli inoloii^icd ilistaiiee, when 
 measured not by siifety, but In iime alone, tin' (liilf Stream, 
 better w«'atlier, and diminished I'retiueiiey of foys will more 
 than compensate for. In my Jiid.nimMit, these liines, if 
 l»roperly followed, will make the iiveiiiji'e leniilh of ]nissa<;e, 
 as determined by the mean of all for the yeiir, probiibly less 
 each way, certainly not more than an hour or two Ionj,^er 
 than it now is. Individual passaj^cs coininji' will, iierhaps, 
 not be niiide so ([uickly as tliey hav«' been, but, on the nver- 
 ajje, trips will be Shortened. 
 
 For ii better understanding ol the whole subject, I be<i' 
 to refer to Plates II, III, iiiid V. 
 
 The increasinji; number of steamers tends still further to 
 prove the impiu'tance of the.se lanes upon the commercial 
 interests of the world. The merchant-steamers plyiny be- 
 tween Europe and the United States diirinji' tlu^ year 1S,"»7 
 made no less than .'!7 4 jtiissau'cs. This is ex(;lusive of man- 
 of-war steamers. There was, thertifore, on an iivera^c, no 
 less tlian 14 steamers in transit on the hi<;h seas <luriii;;' the 
 whole year, which would juive 7 for each lane all the time. 
 These steamers tiiinsported, besid(>s their own crews, .')4,7(H> 
 persons as i)assenj;'ers, which is more, by -!4,a(M), than were 
 
 # 
 
 The coiirsi'ti ami (ii.staiu'i's iirc tor tlip inuldlc of tlu' liiiii'. 
 
STKAM-LANKH ArUOSS THE ATLANTIC!. 
 
 10 
 
 I»i«tamf. 
 •ZW iiiilfH. 
 I'.i-J 
 
 'i'ii 
 
 34 1 
 
 22(i 
 •Jl-J 
 
 'jiii; 
 111',) 
 
 n;;i 
 
 IHI 
 
 short on 
 I lie Dcla- 
 (listaiifo 
 ('(', wlicn 
 ■ St renin, 
 ^vill more 
 liuic's, if 
 
 l»llSSil«>0, 
 
 )iil>ly loss 
 
 •() lon^or 
 
 jiorliiips, 
 
 tlio iivor- 
 
 ot, I J»og 
 
 lutlior to 
 iMiiioroial 
 Iviiij^' Ito- 
 ^oar isr>7 
 » of nian- 
 oraji'o, no 
 iirin<4' tlio 
 tlio time. 
 vs, r)4,7<)(> 
 lian wore 
 
 traiisportod by stoaiu dnriii};' tlio yoar ISac;. One of fhcso 
 stoaniors, (sorow.) tlio Tcmpost, sailod from Now York for 
 (ilas^-'ow ill l''oltriiary, l.s."i7, and was novor hoard of. Now, 
 if tlu'so Janos had boon nsod by all of tlioin, she oonld not— 
 wliatovor it was that oaiisod lior loss — have sn^vixod lior 
 injury moro than 4S hours without boiiij;' passod by sonio 
 othor sloainor. 
 
 Sorow-stoaniors are rapidly on the increase. They «lo not 
 ^ niako as imieh noise with the iiropollors as the side-wheel 
 steamers do with their i)addlos; <!()nse(iuently, in tliiok 
 woatlior, tlioy do not yivt; as mu(rh warnin;;- of their approach 
 as tlm others with tlieir paddles. In this eiroumstanee I 
 tind another ])loa in favor of the lanes. 
 
 'i'hree years ha\o now (1S">S) passed since these lanes 
 were jtrojeotod. Tlu' siiadows east bj tho lij;Iits of expori- 
 eiiee from them are before ns. Wrecks and (U)llisions at 
 sea have jiioiitly increased, especially about tlu^ JJritish 
 Islands. The crowded state of tho sea renders \]w, rocoj;ni- 
 tioii and use of those lanes a matter of more and more im- 
 portance every yoar. 
 
 The foll()wiii,i;' summary of wrecks and collisions oufj^ht to 
 plead, trumpot-tonj^ued, in favor of our lanes. It is 
 derived from the i)ublic statements made by a humane 
 society in ICnjiland, and is copied from the wreck-register 
 of tho Lifeboat. 
 
 V.ar. 
 
 Wn.'di.s. 1 CiiUision.s. T(jtiil. 
 
 1. «.->:{. 
 
 18.") I. 
 
 lf.".tJ. 
 
 958 
 759 
 893 
 d94 
 
 8:n 
 
 7;j 
 
 217 
 
 ;iu; 
 
 1,015 
 
 987 
 1, 1-11 
 
 1. i:i3 
 
 Tiilal Ihfs 
 lost. 
 
 829 
 989 
 I,.-. 19 
 4(i9 
 .V21 
 
 Total 
 
 4,341 
 
 7k7 
 
 ■), l-iS I 
 
 4,348 
 
 Tims we lind that no less than li'JO ships were totally lost 
 or stranded in IS,")*! from errors, unseainanship, or drunkon- 
 no.s.s, or other i»reventable causes, in addition to those from 
 stress of weather. 
 
li ' 
 
 <* 
 
 i| 
 
 t ■ 
 
 n 
 
 I 
 
/'/,//,• // 
 
 Mm 
 
 i 
 
 ^ ^ ^- '•" "• -" ., 
 
 I . i . • ,, 
 
 - ^'' ' 
 
 ■?>.. 
 
 •/ • . 
 
 
 
^'^K^m^ 
 
ri4itc-M 
 
\ 
 
 ■f1 
 
 S% 
 
 
 '0 
 
 ..} 
 
 w5il^'*^^''''^«(W**' -K»«;^ ..,y».i 
 
 M*»SM^.t4»*< 
 
 1^^ 
 
 
 
 :»,.. -x 
 
 »j'"- 
 
 ..^r--- 
 
 
 
 «;' 
 
 .■f 
 
 
 
Plate III. 
 
 P.MfCltZland. Se. 
 
i 
 
^^ 
 
 i;.\/.t:s AMI tnt;s If.oMi THK vr/'M/ /HV/.V 
 
 ] A N K 
 
 TO 
 
 AMKHITA 
 
 
y. rr/h: sta'a.*/ i.ixf.s .ir/,/ ss ////. iji..\\m 
 
 /'/„{, V 
 
 .^k\^^^mm^k^^^^^^^h^^^mh}x^^i^^^ 
 
 It'Vf.t/ i. fhi 
 
 HetiHo'iOi'M 
 
 I'OJfS^ 
 
 A'lti/i.s 
 
 h'irif (,'iiJiiN 
 
 '■ 7'/i///tt/i ' V /./f/i/.ui/it/ 
 (\ilnt.\ 
 
 l..\SI 
 
 t. rmii'h 
 
 'nu/zii/ff ,\: /.ti/ZiUiutf/ 
 7i7//i/.v ~ " ~ 
 
 /t^Vy^c f4( no.