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 THE 
 
 LOGS OF THE FIRST VOYAGE, 
 
 MADE WITH THC 
 
 UNCEASING AID OF STEAM, 
 
 BETWEEN 
 
 ENGLAND AND AMERICA, 
 
 GREAT WESTERN. 
 
 OF BRISTOL, 
 
 LIEUT. JAMES HOSKEN, R.N., Commander ; 
 
 APPENDIX AND REMARKS, 
 
 CHRISTOPHER CLAXTON. 
 
 BRISTOL: 
 
 I'KINTIiU /• THi: MIKKOH OFIIl'l BY JOHN lAM.OK. 
 
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TO THE 
 
 RIGHT HONOURABLE THE EARL OF MINTO, G.C.B., 
 
 FIRST LORD OF THE ADMIRALTY. 
 
 Great Western Steam Ship Office, 
 Bristol, July ^tli, 1838. 
 
 My Lord, 
 
 t 
 
 The Directors of the Great Western Steam Ship Company are 
 indebted to the Board of Admiralty for the kindest assistance. 
 
 The only return which would be adequate they have made, in an 
 anxious, and, they trust, not unsuccessful endeavour, so to conduct their 
 undertaking that it might be useful to the two greatest maritime Nations of the 
 World, beneficial to science, and honourable to their country. 
 
 To your LonlJJp this ^rst record of their enterprise is duly and 
 most respectfuV^ dedicated, by 
 
 Your Lordship's obedient 
 
 Humble Servant, 
 
 CHRISTOPHER CLAXTON. 
 
•'# 
 
THE GREAT WESTERN. 
 
 Preparatory to an examination of the Logs of the first Steam Ship which 
 hiiH j'ver traversed and retiirnfd aeross the Atlantie, between England and tiu; 
 United States, by the powers (»f machinery, exercised unceasingly through- 
 out the whole jlistanee, a few words may bt; devoted to the efi'orts and pro- 
 jects previously directed to a purpose; which lia.s now been so gloriously 
 accomplished. Tiu' first attempt to render the force of steam auxiliary to 
 Transatlantic Navigation was l)y a ship from the United States in 1819, 
 but ws her engint's wen- of small power, and were used merely as auxiliaries 
 when her sails were inoperative, her voyage, highly honourable as ii was 
 to American «nt((rpri3e, can scarcely be clas9(;d with the efforts of the 
 present day. 
 
 In furtherance of a project for establishing steam communication with the 
 United States, an Act of Parliament was applied for and obtained some years 
 since, f : r the formation of a C-ompany (the Valentia), which proposed to fur- 
 nisii a nund)(>r of Steam V^e-sels of GOO tons each, for the purpose of plying 
 regularly Ix'tween Valentia, on theWest Coast of Ireland, and New York, but the 
 terms of tlu- Act not having been complied with, it becamea dead letter. Pro- 
 posing, however, to avail themselves of some of its favouring clauses, another 
 Company (the Dublin), endeavoured, in 1836, to renew the project, but 
 also without success. They went so far as to advertise for four pairs of the 
 largest engines, and to lay down a keel two years ago at Liverpool. 
 in the same year, (lovernmeiit thought fit to set an inquiry on foot, through 
 a Conimission, touching a similar project to the Valentia, as a seaborne 
 continuation of a proposed Railway from Dublin to the West Coast.* 
 
 Toward tiic latter eiul of 183o, a Company was formed in London, called 
 the British and American, which proposed to lay down several Steamsrs of 
 large dimensions, to run alternately lietween London and Liverpool and New 
 Vork. I'i'eviously, iiowever, to this, and wliilc the (rreat Western Railway 
 subseription etlorts were on foot in IJristol, the grand object of making it 
 a'l outport to tlie Metropolis for \ I'sseis of all descriptions trading on or 
 tlirough tlie Atlantie, was nexcr lost sight of. Tiie appearance of 
 th(! I'rospeetus of the British and American C.)nij)any brought matters to a 
 point, and in November. 1885, a party of gentlemen connected with the Railway 
 (among wiioni were tii»ir celeluated engineer Mr. Bkunkl, and Mr. (iUPPy), 
 altera gooil (h'al of discussion on the feasil)ility ofsueii an experiment, put 
 <lown their names as ready to take sliares in the event of due encouragement 
 l)eing given in Bristol. It was Sduie time in October, 18M, that Mr. 
 Gui'i'V and Mr. Bhlnki. eonsidted, and fairly enlisted the writer 
 in the ca\ise as a pmetical nautical nnin, acquainted in iiis particular 
 line witli the full advantages of Bristol's position. Having satisfied ourselves 
 that the leading gentlenuMi connected witii the Railway and some of the most 
 influential nuTcliants and nu)nied nu-n in tin; city were ready to come for- 
 ward if a fair case were made out, a journey was undertaken through all 
 
 * Bristol, as a Steam Port, with the Great Western Railway at her back, would have 
 nothing to (car even if this ohjeet were accomplished. 
 
I 
 
 (...) 
 
 the great Steam Ports of the Empire, Mr. Patterson, a ship-buihier, in 
 whose abilities in his line the utmost confidence could be placed, who was 
 known as a man open to conviction and not prejudiced in favour of either 
 quaint or old-fashioned notions in ship-building, being one of the party. 
 The Report, Appendix No. 1, is the result of that excursion and inquiry, and 
 upon its publication our (tuipany sprang into life, and with great rapidity 
 into action also. 
 
 The stem-post of its steam ship, the Great Western, was raised on the 
 28th July, 1836, and she was launched on the lOtii July, 1837, proceeded 
 on her way to London on the 18th August, and arrived in the river 
 on the 22nd of the same month, after a renuirkable passage under 
 canvass four-fifths of the distance, having left the steamer, a fast one, which 
 was to have attended her, behind. Her first trial down the river was made 
 on the 24'th March, her second on the 28th March, in botii of which she 
 beat two of the fastest Gravesend boats. She eventually sailed on the 31st 
 March, and arrived in King-Road on the 2nd April, whence she started on 
 her first voyage to New York on the 8th of the same month. 
 
 The Journals on either side of the Atlantic heaving kept the reading 
 public informed on general matters connected with the progress of the Great 
 Western,, and the local press having recorded the proceedings of the 
 Company, whose formation has been thus cursorily glanced at, all that is 
 anticipated for the following observations is their being looked upon as 
 explanatory, and in some degree necessary, previous to either a critical or 
 scientific examination of the Logs and Tables. 
 
 The reader in search of descriptions of either the Ship or her Engines, 
 is referred to the Appendices, where, with Reports, they are registered as 
 matters of reference for the Proprietors of the Company; while the reader 
 in search of amusement may find it in tlie Journal of tlu; Voyage to 
 and a description of the departure from New York, by two weli-infonned 
 American Gentlemen, which touching as they do upon the vast importance 
 of the project in a national view, and as most gratifying expressions of the 
 feeling called forth on the other side of the Atlantic, are worthy of more 
 than mere preservation. 
 
 The boilers of the Great Western are peculiarly constructed, having 
 in height or <lepth that capacity for generating steam which has 
 been hitherto obtained in lateral space. Originally it was settled that 
 there should be two sets of boilers and two chimnies, one set before 
 and one abaft tlie machinery, but it was tiiought that tiie after 
 boilers took ofi" too much space from the saloon, and moreover 
 would be likely to inereasi; the temperature of the accommodations more 
 tlian would i)e desirable in warm weather. It was, consequently, arranged 
 that they should all be placed forward, or before the machinery. The depth 
 of the (ireat Western's hu'.d is 2.'J feet. The boilers and steam chests 
 occupy tiie whole space from tlie platform to the deck, they are four in 
 number, in two compartnunts, eacli lioihr having a clear passage all round 
 it. There is fitted to each a change water-pump, through which at every 
 stroke of the engine a portion of v iter is drawn out from the bottom, in 
 quantity about one-half th?t evaporated in the production of steam, the 
 wliole of which is, of course, supplied with new sea water, but instead of 
 reaching the boilers in a cold state, it acquires an additional temperature of 
 about 70 degrees, by passing through a system of tubes, around which 
 the hot water fiows in its passage to the eliange pump ; the water from the 
 boiler is thus cooled down in the same degree, previous to its being dis- 
 charged overboard. The merit of this invention is Mr. EiKLn's, and it 
 
 i 
 
■builder, in 
 , who was 
 ir of either 
 the party, 
 iquiry, and 
 It rapidity 
 
 led on the 
 proceeded 
 
 the river 
 ige under 
 jne, which 
 
 was made 
 which she 
 in the 31st 
 started on 
 
 le reading 
 'the Great 
 gs of the 
 :^U tliat is 
 d upon as 
 critical or 
 
 r Engines, 
 mistered as 
 the reader 
 V'oyage to 
 l-iiiformed 
 mportance 
 jns of the 
 y of more 
 
 d, having 
 I'hich lias 
 ttled that 
 let before 
 tlie after 
 
 moreover 
 ;ions more 
 , arranged 
 The depth 
 •am chests 
 re four in 
 ' all round 
 h at every 
 )ottoin, in 
 team, the 
 instead of 
 lerature of 
 nd which 
 
 from liie 
 being dis- 
 's, and it 
 
 Tons 
 
 
 (ni.) 
 
 would appear to be second to nothing in its effects on marine steaming. The 
 boilers are each furnished with the common blow-off cocks, which may be 
 used in case of need, but with the changing pumps the operation of blowing 
 off is not resorted to, consequently the steam and the state of the fires are much 
 moreuniform. Thevoyage of theGreat Western out and home has not in the 
 slightest degree injured the boilers, nor has it been necessary to renew a 
 single lire-bar. 
 
 In the table detailing the expenditure of fuel, it will be seen that at times 
 there is a vast disproportion in the consumption, on some days 39 tons, and on 
 others even as little as 21 are in the return. The Log gives fair reasons for 
 the difference on most occasions, but not on all, as nmch of the larger 
 expenditure may be attributed to the fact, that the first lot oi" coal, which was 
 the middle quality used, had greatly deteriorated in quality. It went from 
 Bristol to London in August, 1837, was landed and housed in September, 
 and reshipped in March, 1838. The coals laid in, in the river, and added to the 
 foregoing (which were Lydney*), were Henderson's Walls' End, Carr's 
 Hartley, West Hartley, and a small quantity of Merthyr. The quantities 
 the ship had on board on the first trial were — 
 
 (Old) Lydney from 80 to 100 
 Henderson's Walls' End 4)9 
 
 Merthyr 21 
 
 West Hartley .... 42 „ 
 
 With which and her stores the ship drew 12 feet. The next quantity put 
 on board was Carr's Hartley, 364 tons, with a portion of which we made a 
 second trial, at 13^ dft. of water on an even keel. On the ship's arrival in 
 Bristol she received of Lydney in lumps 195 tons, making a total of 771 tons, 
 of which (]nantity not less than 600 tons were on board when she started for 
 New York, the rest having been consumed in moving the engines when 
 moored at Blaekwall, in iho trials, and on the passage round. If the Lydney 
 sort be exee])ted, the rest of the coal came in as it arrived in the Colliers, and 
 no doubt a great deal of trash (steamingly speaking) was occasionally brought 
 to the fires. 
 
 Sonu! very interesting experiments were made by Mr. Brunel, and Messrs. 
 Maudslavs and FiKi.n, in the river, and by the two latter on the passage 
 round to Bristol, with an indicator, and Mr. Peai'ne repeated the experiments 
 on the outward passage. The eanl which tiie indicator marked made it 
 apparent, that by means of the expansion valve, a great saving of fuel may 
 be eftectt'd, with little loss of speed — that with half the steam, two-thirds of 
 the power may be obtaiiuMl at all times. 
 
 The (ireat Western is now on her second voyage, and there is every reason 
 to hope that on her return, nnieh which is now incomplete in these details 
 will be rendered perfect, and a more scientific ai.U elaborate statement of 
 many important particulars will be placed within the reach of the Directors. 
 It may safely be asserted that the jiast performance of this splendid Steamer has 
 surpassed the most sanguine anticipations of the most zealous friends of our 
 Company. 
 
 In a small book, containing calculations, made by Mr. Pearne, (the Head 
 Engineer, who unfortunately died at New York,) and memoranda of 
 what the engines required to l?".ve done to them on arrival, I fiiul written 
 in pencil a eopy of a letter, intruded either for Messrs. Maudsi.avs and 
 FikI/D, or the Directors, which, although much rubbfd, I have contrived to 
 decypher, I think correctly. The blanks left would have been filled in 
 
 * Low Delf, from Mr. Puotiilkoi;'.. Colliery, of which marly COO tons were shipped 
 on the second vojMge. 
 
(IV.) 
 
 and the letter finished perhaps the same evoning on which it pleased the 
 Ahuighty Disposer ofEvents by an awful visitation to will it otherwise. There 
 are no data by which to form an opinion of tlie exact time when the copy was 
 scrawled, but it is not improbable that the last desponding words were 
 pencilled a very few minutes before the accident, which was the immediate 
 cause of terminating tlie existence of a man, of whose value these pages bear 
 ample testimony. His health was delicate, and it is probable the anxiety of 
 mind he was about to describe, combined with the zealous prosecution of 
 his duties in an enervating and heated atmosphere for fifteen days in 
 succession, tended not a little to prevent his rallying and recovering from 
 the effects of the scalding. In him the Company has lost a valuable 
 servant, and science, in regard to the engineering department, an able 
 clironicler of one of the most interesting experiments of modern times. 
 The respect in which he waa held by the assistant Engineers is a proof of 
 their estimation of his talents, and the aflectionate manner hi which his name is 
 mentioned by the ofhcers of the ship and the young gentlemen (the cadets), 
 his messmates, to whom it was designed he shouhl endeavour to impart some 
 portion of his practical ae(|uirements, is the best proof that can be advanced 
 of the kindliness of his nature, and of his possessing, in addition to judg- 
 ment, energy, and zeal, other qualities admirably fitting him for the important 
 trust confided to him. 
 
 The following is tlie copy of the letter alluded to : — 
 " Gentlemen, 
 
 " I beg to announce to you by first ship leaving after our arrival here that 
 we readied tins port in no worse condition than when 
 
 we left Bristol, excepting all hands very much fatigued. We were fortunate 
 after the first two days were over in getting a slant of wind favourable, then 
 light breezes ahead and fine weather, witli which we ran near totlie great bank; 
 after which we had some gq,h's aliead with very lieavy seas, in whieli the ship 
 beliaved admirably, althougli rolling and pitching considerably, as may be 
 imagined, lier movements, ln)wever, were uncommonly easy, and she shipped 
 no water to speak of; our consumption of coal has Ixen greater than calcu- 
 lat«'d upon. We were said to liave bettt'r tlian 600 tons on leaving Bristol, 
 and have now about having expended in days during se- 
 
 veral of wliii'h, I had exj)ansi()ii valves on various grades and days 
 
 only the two boilers at work, with a vii'w to save expenditure. I had oidy 
 to stop twice, once to tighten connecting rod brass, the [Jrd day, and on 
 the 7th day to over-haul and tighten up bolts in wheels. On the ITtli, at 
 6, I'.M., stopped and got sounding on the Bank of Newfoundland. The engines, 
 Jam jtmiidtomy, havt- jxrformed even beyond my exjicetution, which was 
 at all times sanguine. Some of the little usual ditiieultics of hot bearings, 
 oeeasional loss of vacuum, loose joints, Kcc., Mere nut, and enabled the engines 
 to work as intended. The eliangiiig water ajiparatus has aetttl to i)i'rf'eetion 
 in the two after boilers ; in the starboard fore one sonu' eonfouiided piece of 
 saturated wood (1 suppose) got into the aperture of the plug in tlie cock 
 and stopped the draw off. Sftr.ie lesser obstruction occurred in larlioard fore 
 cock; however, 1 regulated the gravity of the water by blowing off occasion- 
 ally as re()uired. 'I'lie pajjcr relating to saltness of m at( r is iiulicated by 
 hydrouK'ter left with nu', which was ineorrec^t, anil rather alarmed me at 
 first. Luckily I sent on shore at Bristol for a second hydronntt r, and 1 
 believe arrived at a defiinte scale to prove the water. After I got the pumps 
 &e., in pro|)er work, I m-ver nuieh j'xeeeded two saltnesses of salt watir ! ! in 
 tiu' alter l)oilers, viz., if eonnnon salt water weighed 11 degrees, I ha.c 
 not exceeded '2,5 degrees, in summing up, the » .igines are a piece of 
 nuignilieeiil perfection. 
 
 
leased the 
 ise. There 
 e copy was 
 'ords were 
 immediate 
 pages bear 
 anxiety of 
 ecution of 
 n days in 
 ering from 
 a valuable 
 t, an able 
 lern times, 
 a proof of 
 liis name is 
 lie cadets), 
 npart some 
 H advanced 
 II to judg- 
 ; important 
 
 l1 here that 
 
 than wlien 
 
 e fortunate 
 
 'able, then 
 
 ^roat bank; 
 
 ch the sliip 
 
 as may be 
 
 111! shipped 
 
 ban calcu- 
 
 iig liristol, 
 
 during se- 
 
 days 
 
 I had only 
 
 iy, and on 
 
 If 17th, at 
 
 lie engines, 
 
 vhicli was 
 
 t hearings, 
 
 he engines 
 
 l)ert'i'ction 
 
 tl piece of 
 
 1 tiu! cock 
 
 Itoard (ore 
 
 ' occasion- 
 
 ieatcd by 
 
 <'d me at 
 
 U r, and I 
 
 lie pumps 
 
 M\Uv I ! in 
 
 es, I luiic 
 
 piece of 
 
 (V.) 
 
 " I believe. Gentlemen, you areaware of the mental depression I experience 
 from anxiety to have the engines and all" — Here the copy abruptly ends. 
 
 It is much to be regretted that Mr. Pearne did not fill up each hiatus 
 with tiie numbers he evidently intended should appear, but which as evidently 
 required the voyage to be concluded, and some time to be expended on the 
 survey and estimate of the remnants in the different parts of the ship, 
 ('ircumstances unfortunately have prevented our knowing with precision 
 tlie quantity whicii had been expended in the trials of the engines, and on the 
 passage to Bristol, so as to be enabled to fix the exact quantity with which 
 the Great Western took her departure from Kingroad. Tiie result of the 
 experiments made on the passage from London, and of the careful measure- 
 ment of the room for coal stowage is, however, that she had at least 600 tons 
 on I'oard. 
 
 The following Logs shew the total number of revolutions of the wheels, 
 indicated by the counter on tlu* ship's arrival at Bristol, to have been 557,454, 
 of which number 287,354 were the revolutions on the passage to New York, 
 and the remainder, 270,100, on tlu; passage home. The diameter of the 
 wheel is 28 feet 9 inch(!s; the diameter, therefore, of the centre of action of 
 tiie boards may be assumed to be ^,6 feet. On the outward passage, the 
 wheels traversed 3670 nautical miles, and on the homeward 3450. Assuming 
 the distance at 3(X)0 nautical miles, the wheels lost 670 miles on the former, 
 and 450 on the latter passage. The ditt'ereiiee is to be accounted for by 
 contrary strong winds, and by tiie current, which impeded her progress, 
 going to the Westward in the same ratio as the latter assisted it on her 
 passage home. After a little more experience, it is not too much to assume 
 that the counter will turn out a tolerably correct indicator of the ship's daily 
 runs, and the rate of the current which it is well known sets with more or 
 less strength from the Westward in the latitudes the Great Western has to 
 traverse. 
 
 With respect to speed, the American River Steam Boats are said to be 
 the fastest vessels atioat, but probably they are not faster than the best 
 Margate, Heme Bay, or Gravesend vessels. The best authorities do not 
 lay claim to speed in America beyond fourteen English statute miles per 
 hour, or with an admitted four miles per hour tide up the Hudson (on 
 which river their fastest boats ply), of eighteen miles an hour. The 
 measured distance between Blaekwall and Gravesend is more than 
 twenty-two miles. Tli«: Great Western accomplished this distance, with the 
 tide, in one hour and fourteen minutes, or at the rate of eighteen miles 
 per hour. The tide (it not iia])pening to be the springs) was not 
 strong ; the pilot called it a three miles tide. If we allow it to have 
 helped the ship four and a half miles for the hour and a quarter, we shall 
 have eighteen miles and a half as the ship's performance in an hour and a 
 quarter, or fourteen miles per hour. The Log (common) gave twelve and a 
 ha^' finotx, and even better, fre(|uently. Tlie wheels' revolutions per minute 
 agree fairly with the distance.* Tiie Comet, a few days previously, was, by the 
 admission of her Captain, beaten considerably by the Great Western, and 
 the Pearl, when alongside her, and affected by the same strength of tide 
 (then against all) was well dropped twice. By the n^ports of trials between 
 either the aforesaid vessels or some others of their class, and a new Iron Boat, 
 it appears tlie distance above-named was, on another occasion, accomplished 
 
 • Under favourable circumstatices, such as a fair wind and perfectly smooth water, the 
 wheels and the ship's distance run would approximate. In this case sixteen revolutions 
 exceeded the run by more than two miles an hour. 
 
(v..) 
 
 iil 
 
 ! 
 
 in an hour and twelve minutes. Hence the oonchiHion, that twelve knots 
 and a half is about the maximum speed attainable under the most 
 favourable circumstances, and that we on tins side the Atlantic are upon 
 an equal footing, in that respect, with our friends on the other.* 
 
 The instructions issued to the Captain of the Great Western were, that he 
 should endeavour to accomplish his voyage more with an eye to a discreet 
 use of fuel, than to the constant attainment of maximum of speed, through 
 extreme consumption. It is in the correct or judicious exercise of this 
 principle, that the practical working of our undertaking is comprised, 
 the grand object of its promoters not having been so much the mere 
 accomplishment of the voyage, as to bring its time within definable compu- 
 tation, and to fix that time as less than a sailing packet would require under 
 almost any circumstances. This object is now attained. 
 
 The manner in which the Engineer's Log on the homeward voyage has 
 been kept renders it quite unnecessary to make excuses for only 
 extracting the columns noticing the state of the Vacuum Gauges 
 and Expansion Valves, the number of Boilers in work, and the table of 
 Stores' Consumption, and combining them with the Captain's Log. 
 There is only one notice of experiments on fuel, and that does not 
 give either the time, quantities, qualities, or results, further than " opened 
 the after tank, and consumed in twenty-four hours twenty-two tons of 
 coal." The Engineers appear to have been a good deal troubled by 
 the heating of the repaired connecting brass most of the passage, otherwise 
 this negligence in such a voyage would have been unpardonable. 
 The calculations of coal consumption on this passage are again not precise, 
 the quantity taken on board at New York having been unfortunately laid in 
 by measure, and the weights of different qualities vary so much, as to set 
 minute calculations at defiance. The sort was Newcastle, from Messrs. 
 Brandling's Colliery. 
 
 No. 1, of the Appendices, is the Report which immediately preceded the 
 formation of the Great Western Steam Ship Company. 
 
 No. 2 — The Dimensions of the Ship and of her Engines. 
 
 No. 3 — The First Report of the Directors. 
 
 No. 4 — A Journal of the Outward Voyage, by W. A. Foster, Esq., of 
 Philadelphia, passenger. 
 
 No. 5-— Her Departure from New York, by Col. Webb, passenger. 
 
 No. 6 — Resolutions of the public meeting held in Bristol, to express the 
 sentiments of its inhabitants upon the reception given to the Great Western 
 by those of New York. 
 
 I am quite aware of the incompleteness of the materials thus laid before 
 the public. Circumstances have precluded their being more perfect, but it 
 is hoped that, even in their present state, they may not be unproductive of 
 benefit to the science of steam navigation. 
 
 C. C^ 
 
 * The speed of men-of-war may have increased in these piping time* ; but, in the war, 
 thirteen knots, under rare circumstances, as to wind, water, and sail, were considered the 
 utmost our crack frigates could accomplish by the rule of thumb (common Log Reel) 
 shewing. It is probable that Massey's Log has never registered more than, or that the 
 actual distance run has never exceeded, twelve knots for many successive hours, even in 
 the fastest sailing vessel that ever floated. 
 
twelve hnots 
 Br the most 
 tie are upon 
 
 t^ere, that he 
 to a discreet 
 Red, through 
 •cise of this 
 comprised, 
 ih the mere 
 able compu- 
 quire under 
 
 voyage has 
 9 for only 
 im Gauges 
 he table of 
 tain's Log. 
 ; does not 
 n " opened 
 ivo tons of 
 roubled by 
 B, otherwise 
 pardonable, 
 not precise, 
 itely laid in 
 h, as to set 
 )m Messrs. 
 
 eceded the 
 
 a, Esq., of 
 
 [iger. 
 
 express the 
 at Western 
 
 The assumed quantity of coals at starting was, in the Engineer's 
 Log, 660 tons. I gave Mr. Pearne a statement that went to say, 
 "better than 600 tons was supposed to be on board." This is 
 explained in the Preface. Under the circumstances, I have felt 
 myself justiried in correcting the error, and substituting 600 tons. 
 The daily statements are not afficted, hi\t the remainder is brought 
 as near as I can now find out, — [Mr. Pearne being the only person 
 having tlie calculations of coal spaces beyond tl»e Bimkers at either 
 end of the ship], — to an approximation of what was left in the 
 different parts of the ship, which has been stated at from four to 
 five days* consumption. It is perfectly clear that the quantity set 
 down as left was not the result of examination and estimate, but 
 merely the remainder of the supposed quantity put on board, less 
 the supposed d&Wy consumption. C C. 
 
 laid before 
 •feet, but it 
 oductive of 
 
 C. C^ 
 
 t, in the war, 
 )nsidered the 
 n Log Reel) 
 , or that the 
 >urs, even in 
 
.•»?Br>-.' 
 
 (VI.) 
 
 in an hour and twelve minutes. Hence the concluHion, that twelve knots 
 and a half is about the maximum speed attainable under the most 
 favourable circumstances, and that we on tliis side the Atlantic are upon 
 an equal footing, in that respect, with our friends on the other.* 
 
 The instructions issued to the Captain of the Great Western were, that he 
 should endeavour to accomplish his voyage more with an eye to a discreet 
 use of fuel, than to the constant attainment of maximum of speed, through 
 extreme consumption. It is in the correct or judicious exercise of this 
 •"•Jnoini^i. tJir* **••♦ •'•««*4»wi w»M*i»n» nf our undertaki'"' 'o '•omorised. 
 
 • The speed of men-of-war may have increased in these ;)i;)in|gr timet; but, in the war, 
 thirteen knots, under rare circumstances, as to wind, water, and sail, were considered the 
 utmost our crack frigates could accomplish by the rule of thumb (common Log Reel) 
 shewing. It is probable that Masbey's Log has never registered more than, >r that the 
 actual distance run has never exceeded, twelve knots for many successive hours, even in 
 the fastest sailing vessel that ever floated. 
 
twelve knots 
 ler the most 
 tic are upon 
 
 ivere, that he 
 to a discreet 
 eed, through 
 reise of this 
 ''omprised. 
 
 t 
 
 , in th(i wnr, 
 nsidered the 
 1 Log Reel) 
 )t that the 
 iirs, even in 
 
 CAPTAIN'S AND ENGINEER'S 
 
 LOGS 
 
 OF THE 
 
 GREAT WESTERN. 
 
GREAT WESTERN STEAM SHIP. 
 
 ENGINEER'S LOG, 
 
 Kept hrj G. PEAKNE, Superintendent of that Departtnent, 
 
 Wehnesday, 28th March. 
 
 8^h., A.M., liglited fires; got stcaiinip, and started at noon down the river; 
 got aground opposite Trinity Wliarf, and lay near half an hour; started 
 again, went down to Sea Reach ; engines, 16^. 3h. 25ni., p.m., turned 
 round to go up the river. 6h., p.m., arrived at moorings and blowed out 
 boilers, as mueh as steam would admit. 
 
 |) ■< 
 
 Thursday and Friday, 29th and 30th March. 
 All hands fully employed, preparing for sea, on engines, &c. 
 
 Saturday, 31st March. 
 
 3|h., a.m., lighted fires. 6h. 10m., a.m., started ; calm and inclined to be 
 foggy. 7^h., a.m., stopjM'd to ptit out some pirsons at Gravesend; all going 
 on well. Hill., a.m., a fire broke out in the region of the chimney, from the 
 oil in the feft on tlie steam elicsts having ignited, which threatened destruc- 
 tion to the ship ; the fore stitke-hole and engine-room soon became enveloped 
 in dense smoke, and the \\\\\my j)art in flame. Thinking it jjossible the ship 
 might be saved, and that it was important to save the boilers, I crawled 
 down, after a strong inhalation of fnsh air, and succeeded in putting on a 
 feed plunger and opening all the boiler feed eoeks, suffering the engines to 
 work to pump them up, as the steam wius generating fast from the flames 
 round the upper part of l)oilers. A small fire-engine was got to work on 
 deck; C. Claxton, Es(|., and the Chief Officer, descending with the hose, at 
 great risk. We shortly after got the engines and hand pumps to work, and 
 all hands baling, ))umping, Sic, succeeded in extinguishing the fire. The 
 most melancholy part of the catastrophe was, that J. K. Brunei, Esq., in 
 attempting to go down the fore stoke-hole ladder, stepped on a burnt rung. 
 
s(!veral of which, in this state, giving way, precipitated him down to tlie 
 bottom, about 20 feet, falling on Mr. Claxton. He was taicen up apparently 
 seriously injured, and ultimately sent on shore. The vessel was run aground, 
 in soft mud, not far from the Chapman Beacon. During the confusion, three 
 or four stokers got over the side, into a boat, and left the ship. After a few 
 hours, no very material damage having been done, got steam up, and started 
 down the river. During the night, connecting rod brasses worked hot. The 
 nine remaining stokers, for the most part, not understanding the management 
 of fires, could not keep steam ; worked expansion gear 4th grade ; occasionally 
 blowed off boilers. 
 
 Sunday, 1st Aprii,. 
 
 Hh., A.M., had stokers up before the Captain, and lectured them ; put on, 
 for first time, brine pumps of larboard boilers. 9, a.m., also ditto of 
 starboard boilers ; stiff" steady breeze, N.E., and fine weather ; engines 
 average, 14; ship's speed, 12^ knots. 10, a.m., engines 15^, vacuum, 
 larboard 27, starboard 27^. About noon tried gravity of water ex boilers, 
 us per paper ; also tried consumption of coal for four hours — result : 
 
 61 barrows, of 190lbs. each ... ... Ii590lbs. 
 
 Per hour 2897 
 
 Per horse-power per hour 724 
 
 Engines going at full speed, say 15 revolutions; all steam on; continued 
 running down Channel; fine easterly wind, fresh. 
 
 Monday, 2nd April. 
 
 12^h. A.M., passed the Longships Light; all sail previously taken in; 
 fresh breeze ahead; engines, 13^; vacc. 27^ and 27.40; during the day, 
 breeze died away to calm ; tried gravity of water ex boilers, also indicator ; 
 engines, 15^; tried also expansive gear. 4h. 25m. p.m., arrived and came 
 to anchor in Kingroad ; blowed out boilers as much as we could; got up 
 ashes, and worst of dirt off engines. 
 
 SHIP'S LOG. 
 
 N.B. The following Scale, for notifying tlie force of the wind, and simplifying 
 tlie entries into the Log, was arranged by Captain Beaufort, R.N., Ilydrograpl.er to 
 Her Majesty's Navy. 
 
 SCALE. 
 
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 ■Strong wind and hazy, with a heavy 
 sea up ; ship pitching and lurching deep, 
 but easy ; unbent the main spencer for the 
 carpenter to scrape the gaff. At 5h. ^m. , 
 reefed and set fore-topsail; hauled down 
 fore-staysail. At noon, high wind and 
 doudv, sun obscured ; a heavy cross sea 
 up; ship lurching deep, but easy; all hands 
 trimming coals from the two extreme ends 
 of the ship. At 10, ditto wind and weather. 
 At midnight, strong wind and cloudy, swell 
 decreasing. 
 
 
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52 
 
 TABLE OF EXPERIMENTS ON SALTNESS OF WATER. 
 
 Accompaniment to Engineer's Log. 
 
 Mr. Pearnb, in the letter, page 5, alludes to the Hydrometer, with wliich he was 
 supplied for the purpose of testing the state of the water in the boilers, as a means 
 of forming an opinion upon the action of the change water pumps. The Hydro- 
 meter, furnished him by Mr. Braham, optician, of Bristol, well known for his 
 scientific turn in his line of business, was preferred by him, and the following tables 
 record the experiments. Mr. Braham and myself experimented with a similar one, 
 and found that one pound of salt deposited in ten gallons of rain water caused it to 
 float at 11''. Mr. Pearne sets down sea water at the same rate. The instrument 
 was labelled to 46«.— C. C. 
 
 SATURDAY, 7th April. 
 Filled the boilers in Kingroad ; weighed the water ; found it 7°.* 
 
 MONDAY, 9th April. 
 
 From the change water pumps. 
 
 Larboard aft Boiler 
 
 Starboard aft ditto 
 
 Larboard fore ditto 
 
 Starboard fore ditto 
 
 Temperature. 
 
 Weight per 
 Hydrometer 
 when cool. 
 
 Saltnesses. 
 
 Degrees. 
 181 
 153 
 162 
 136 
 
 Degrees. 
 24 
 22 
 
 20 .5 
 21 
 
 Degrees. 
 2 i..llths, 
 2 
 
 I 9-1 Iths. 
 I lO-llths. 
 
 CI 
 
 ii- ' 
 
 TUESDAY, lOiii April. 
 Boiled a portion of the water from each boiler in an open vessel; blowed out all four 
 
 boilers partially. 
 
 Larboard aft Boiler 218 
 
 Starboard aft ditto 218 
 
 Larboard fore ditto 217 
 
 Starboard fore ditto 220 
 
 27 
 30i 
 23 
 48 
 
 3.11tiis. 
 8-llths. i 
 1-1 Ith. 
 4-1 Iths. 
 
 WEDNESDAY, Uth April, 
 Water boiled as belbie. 
 
 Larboard all Boiler 
 
 Starboard aft ditto 
 
 Larboard fore ditto ... 
 
 Starboard fore ditto 
 
 10, A.M., water from the change pump 
 
 Larboard aft ditto 
 
 Starboard aft ditto 
 
 Larboard fore ditto 
 
 Starboard fore ditto 
 
 3, P.M., expansion 
 minute, 12. 50, 
 
 176 
 
 22 
 
 2 
 
 141 
 
 22 
 
 2 
 
 156 
 
 20 
 
 1 9-1 Iths. 
 
 142 
 
 iM 
 
 1 10-1 Iths. 
 
 176 
 
 22 
 
 2 
 
 144 
 
 22 
 
 2 
 
 156 
 
 20 
 
 1 9.IUlis. 
 
 142 
 
 21 
 
 1 10-lltll3. 
 
 tried indir'k 
 
 itoi i nuiiibc'i ot 
 
 rcvohitiiiiis per 
 
 valve 7th gradr ; 
 
 • 5*^ froslicr tbai> common sea water. 
 
 5 0> O — <N| 
 
53 
 
 THURSDAY. 12tli April. 
 0, A.M., drew water from each boiler at gauge cocks. 
 
 Weight pa 
 Temperature. 
 
 Larboard aft Poiler , 
 Starboard aft ditto , 
 Larboard fore ditto . 
 Starboard fore ditto . 
 
 Degrees. 
 
 Hydrometer 
 when cool. 
 
 Degrees. 
 23 
 24 
 18 
 26 
 
 Saltncsscs. 
 
 Degrees. 
 2 Mltb. 
 2 2-llths. 
 
 1 7-nths. 
 
 2 4-Uth8. 
 
 FRIDAY, 13th April. 
 7, A.M., drew water from each boiler, and boiled in an open vessel. 
 
 Larboard aft Boiler.. 
 Starboard aft ditto .. 
 Larboard fore ditto .. 
 Starboard fore ditto .. 
 
 217 
 216 
 217 
 217 
 
 21 
 
 20 
 
 21^ 
 
 24 
 
 1 10-11 tils. 
 
 1 9-ntha. 
 
 1 lO^-Uths. 
 
 2 2-lltiig. 
 
 SATURDAY, 14th April. 
 
 
 
 
 
 From change water pumps. 
 
 
 
 
 Larboard aft Boiler 
 
 Starboard aft ditto 
 
 Larboard fore ditto 
 
 Starboard fore ditto 
 
 167 
 145 
 151 
 
 148 
 
 
 23 
 20 
 22 
 22 
 
 
 2 
 
 1 
 2 
 2 
 
 l-Ilth. 
 9-lltlis. 
 
 Temperature of feed fr 
 
 om cock larboai 
 
 d fore 
 
 boiler, 
 
 112 
 
 o 
 
 
 SUNDAY, 15th April. 
 
 Larboard aft Boiler , 
 Starboard aft ditto . 
 Larboard fore ditto . 
 Starboard fore ditto 
 
 • • ••• 
 
 21 
 25 
 33 
 35 
 
 1 10-11tlis. 
 
 2 3- 11 tils. 
 3 
 
 3 2.11tlis. 
 
 During last 24 hours obstruction in starboard fore boiler change water cock ; blowed off 
 
 a portion occasionally. 
 
 MONDAY, ICth April. 
 
 Larboard aft Boiler ... 
 Starboard aft ditto ... 
 Larboard fore ditto ... 
 Starboard fore ditto ... 
 
 20 
 •21 
 
 28 
 
 !)-lltlis. 
 
 10-1 Iths. 
 
 0-liths. 
 
 6-1 Iths. 
 
 It would appear the blowing liud remedied sonieivliat the saltness in starboard fore 
 
 boilers exhibited yesterday, 
 brine properly. 
 
 Larboard aft Boiler 
 Starboard aft ditto 
 Larboard fore ditto , 
 Starboard fore ditto , 
 
 The larboard foie boiler seems not to have delivered its 
 
 TUESDAY, 17th April. 
 
 21 
 
 1 10-1 Iths 
 
 23 
 
 2 l-IOth. 
 
 .'Wi 
 
 3 3-IOths 
 
 41 
 
 3 H-lOths 
 
 ' I 
 
54 
 
 /EU:!E 
 
 SDAV, I8tl. 
 
 Temperature. 
 
 JJegrtea. 
 ••• 
 
 ••• 
 
 April. 
 
 Wciyhl per 
 
 Hydrometer 
 
 iv/ien cool. 
 
 Saltncsses 
 
 • •• •• • 
 
 ••• •■• 
 
 ••• ••• 
 
 Ueyrees, 
 23 
 25 
 8ti 
 52 
 
 Ittyrcen. 
 
 2 1-1 Ith. 
 
 2 3-lItlis. 
 
 3 2-llths. 
 
 4 8-lUhs. 
 
 Larboard aft Boiler... 
 Starboard aft ditto ... 
 Larboard fore ditto ... 
 Starboard fore ditto ... 
 
 Although the partial blowing off of both fore boilers has, I believe, been attended to 
 every four hours, the starboard fore boiler seems to have accuinulated salt. 
 
 Larboard aft Boiler .. 
 Starboard aft ditto .. 
 Larboard fure ditto .. 
 Starboard fore ditto .. 
 
 THURSDAY, 19th April. 
 
 21 
 
 1 lU-lltiis 
 
 23 
 
 2 Mllh. 
 
 33 
 
 3 
 
 43 
 
 3 lO-llths 
 
 FRIDAY, 20ih April. 
 
 Larbnnrd aft Boiler I ... I 24 
 
 Starboard aft ditto | ... | 25 
 
 Larboard fore and starboard fore boilers not at work. 
 
 2 2-llths. 
 2 3-llths. 
 
 loir 
 
 SATURDAY, 21st April. 
 
 From change 
 pump, 
 19 
 19 
 
 Larboard aft Boiler l 170 I 23 
 
 Starboard aft ditto | IGO | 24 
 
 At 7, A. M., drew a portion of the water from gauRe cocks of larboard fore boiler, aiid 
 starboard fure boiler, and weighed it, piior to lighting fires. 
 
 Larboard fore ditto I ... | 20 I 
 
 Starboard fore ditto I ... 13 | 
 
 .s. 
 s. 
 s. 
 s. 
 
 fore 
 1 its 
 
 Larboard fore Holler 
 Starboard fore ditto 
 
 SUNDAY, 22iid April. 
 
 ■1 
 
 39 
 31 
 
 Two fore boilers at work till 9, a. m. 7, a. m., drew a portion from gauge cocks. 
 
 MONDAY, 23rd April. 
 
 Larboard aft Boiler . 
 Starboard aft ditto , 
 
 •2;J 
 25* 
 
 Two after boilers only at work. 
 
 • In the memoranda several other remarks are niadu, but as tliey are noticed according 
 to formula of Mr. P.'s own coinage they are omitted. 
 
55 
 
 APPENDIX. 
 
 If; ■■ 
 
 ! 
 
 APPENDIX— No. I. 
 
 REPORT TO THE COMMITTEE, 
 Formed with the view of considering the subject of Foreign Steam Navigation, 
 
 Bristol, January 1st, 1836. 
 
 Inconsequence of the daily increasing importance of Steam Navigation, and tiie 
 general impression amongst persons acquainted witl' the siihject, tiiat tiie advan- 
 tages possessed by this Port fully entitle it to rank with otliers, between which and 
 the United States projects for tlie establishment of a Steam Communication are 
 already on foot, several Gentlemen have commenced the formation of a Company, 
 with the view, first, of examining minutely the feasibility of the undertaking ; 
 secondly, for ascertaining in detail from correct data every thing connected with its 
 organization ; and lastly, if such an investigation should leave no doubt ofa successful 
 end profitable result, to carry it into effect. 
 
 The first of these points, the feasibility of the plan, is the principal subject of the 
 present report ; and neither the labour of actual survey, nor the trouble ofa critical 
 examination, has been spared to arrive at a safe conclusion. Having visited all the 
 principal Steam Ports, and sailed on every Steam Line, where the best practical 
 information was to be obtained, for this express object, the following remarks are 
 submitted, although with great diffidence, as being fully borne out by facts 
 observed, and as the results ofa somewhat laborious investigation. 
 
 The principal voyages now regularly performing by Steamers are the following : — 
 to Hamburgh, Bordeaux, Lisbon, Cadiz, Gibraltar, Malta, and the Ionian Isles ; 
 in the West Indies, from Jamaica to Barbadoes against the trade winds ; from 
 Bombay to Suez ; and from New York to Charlcstown. The voyages from, to, and 
 between these places, have been performed, winter and summer, with regularity and 
 safety, which fact of itself furnislies data sufficient for drawing conclusions favourable 
 to feasibility, and which will be the more decisive when it is considered that most of 
 them have been accomplished in vessels of less than 500 tons, not built for their 
 stations, and with steam power disproportionably weak. 
 
 It is not therefore too much to assume that vessels built expressly for their stations, 
 modelled upon scientific principles, and propelled by efficient engines, may be capable 
 of performing long voyages, and may encounter the heaviest gales. 
 
 SIZE AND KIND OF VESSEL. 
 
 First. The advantages of large Steam Ships over smaller ont's, are more apparent 
 in bad weather than at other times ; they can hold on a straight course with n gale 
 abeam, when small vessels )ii-ould be buried in the trough uf the sea, and would be 
 compelled to deviate so as to bring their bows or their (juurters to the swell, and 
 either way lose ground. They neither lose their way nor do they fall off so soon ; 
 they labour less, are more steady to their work, and their paddles are not so often 
 alternately immersed and free. 
 
 Secondly. The accommodations for passengers should be at least e(}ua1 to those 
 of the present first-rate sailing vessels, otherwise a prejudice would be raised against 
 the Steamers which would blight at once every prospect of success ; this can best be 
 effected by vessels of much greater dimensions than the largest Steamers now in use. 
 
 Thirdly. It is well known that the proportionate consumption of fuel decreases 
 as the dimensions and power of the engines are increased, and consequently that a 
 large engine can be worked more economically than a small one. The resistance of 
 vessels on the water does not increase in direct proportion to their tonnage. This 
 is easily explained — the tonnage increases as the cubes of their dimensions, while the 
 resistance increases about as their squares ; so that a vessel of double the tonnage of 
 another, capable of containing an engine of twice the power, does not really meet with 
 double the resistance. Speed, therefore, will be greater with the large vessel, or the 
 
56 
 
 proportionate power of the engine and consumption of fuel may be reduced.* This 
 accounts for the success of large vessels over small ones. 
 
 Fourthly. A large vessel having more hold on the water is with strong side winds 
 less likely to be forced to leeward than a small one, and exposing a less surface of 
 upper works to her tonnage than a smaller one, is also, according to the foregoing 
 rule, considerably less affected in comparison by contrary gales.f 
 
 Fifthly. Expense in equipment does not ascend in the ratio of tonnage. Very 
 nearly the same crew and expense of outfit and stores that 900 tons require, would 
 be efficient in 1200 tons. 
 
 Sixthly. It would be of great advantage to be enabled to cany a certain quantity 
 of goods ; this on a long passage is impracticable, except in a vessel of considerable 
 tonnage. 
 
 Seventhly. As to the kind of vessel ; every steamer of large dimensions was 
 inspected both on and off the stocks, in the principal Steam Ports of England and 
 Scotland; great improvements are b^^ing gradually introduced, more particularly 
 observable in the Clyde than elsewhere, and I feel confident that a vessel, con- 
 structed upon scientific principles, with more regard to the strength required for a 
 long sea voyage than came under my observation, would fully bear out the calcula- 
 tions as to speed and capacity. Such a vessel should be so rigged as to offer a good 
 spread of canvass, for running free in breezes, when, with all sail set, slie should 
 average eight knots, w!t!t or without steam ; or for scudding before the heaviest gales 
 at possibly II or even 12 knots. She should also have well-fitted fore and aft sails, 
 for sailing on a wind, or to enable her to reach a port in safety ; — this, with the 
 means of throwing her paddles out of gear, would give her resources, and with the 
 other combinations, would render her, in point of safety and certainty, superior to 
 any thing on the water. Long experience shews that steamers, built as they are, 
 with greater length than is usual for sailing vessels, are not only quite as good sea 
 boats, but also sail as fast, whether on a wind or going free as the generality of 
 sailing vessels. The foregoing considerations, together with the following calculations, 
 lead me to the opinion that, for the purpose of carrying cargo as well as passengers, 
 the most speedy and certain passage, the greatest economy of power, and the best 
 assurance of a profitable return for the capita! invested, will require a vessel of at 
 least 1200 tons. 
 
 2. STEAM POWER, FUEL, &c. 
 
 A most important consideration is, the relation of size to speed and power, the 
 grand desideratum being the largest possible size that can be efficiently propelled 
 with the smallest possible power. A vessel of tolerably fair proportions, and which 
 makes in fine weather and smooth water 8 knots, or with a favouring breeze 9 knots, 
 with engines of small power, would increase her speed only to 10 or 11 knots (under 
 the same circumstances as to wind and weather) if her power were doubled. Addi- 
 tion to speed beyond this, in this and similar cases, through the aid of machinery 
 alone, would not repay the sacrifice of space, or the increase in consumption of fuel 
 necessary to acquire it. (Comparisons of power to tonnage, from examples in 
 her Majesty's and the Merchant Service, omitted.) 
 
 From the above data it appears that increase of tonnage beyond a certain amount, 
 say 500 tons, does not require increase of power at the same ratio that it does below 
 that amount ; my own observation, together with inferences drawn from the above, lead 
 me to believe that a vessel of 1200 tons, modelled on the present improved princi- 
 ples, and propelled by engines of 300 horse power, would contend much better against 
 the elements, and go as fust, as a vessel of 600 tons and 200 horse power of the 
 same build. 
 
 There is much difficulty in arriving at the true estimate of the consumption of any 
 steam ship. One sort of coal will go one-fourth further than others, and a good fire- 
 man will use one-sixth or even one-fifth less to produce the same eflVct, than a 
 careless or indifferent one. Some boilers generate steam better, and do not foul so 
 readily as others, and some flues answer better than others. The best sorts of coals 
 are stated to be the Llanelly and the Swansea ; the former is called the Langennock, 
 and the latter the Graiola ; one authority states them to be as 13 cwt. to 17 cwt. of 
 Newcastle coal ; another as UtolG. The Hugh Lindsay, on her voyage from 
 
 * rractically illustrated by the voyages of Great Western and SIrlus.— £n. 
 
 t Ditto. 
 
.^7 
 
 Suez, found 12 cwt. go as far as 15 cwt. of ordinorv coal. I examined many enj^ioeers 
 in iheir vessels at fJlnsi^ow, and never found their computed consimiption tn agree 
 with the fact, wliich was only ascertainable by calculating the number and weight 
 of the cart loads laid in, the length of lime the lires were burning, and the qi.sntity 
 left at the endof tiie voyage, and even then nn estimate could i)e correctly made of 
 the loss by stoppages— getting up steam — raking out lires— waste of steam — or of 
 any other of the contingencies before alluded to. 
 
 In roughly calculating theconsumption of engines.Olbs. per h. p. is usually taken, and 
 that approaches probably to the nearest result of experimeiits. The question, how- 
 ever, suggests itself — Where have the majority of experiments been made? I should 
 say in London. Certainly not in Bristol, or Llanelly, Swansea, Newport, or Lidney, 
 as the same amount (9ll)s.) has been handed down from the first establishment of 
 Steam Packets. If the foregoing calculations, in respect to qualify and quantity of 
 coal and power are correct, and the experiments whence conclusions have been 
 adduced were not made upon Langennock, (iraiola, &c., \c., 71bs. of either is equal 
 to i)lbs. of tli« Northern sorts, and engines of .'JOO horse power would not consume 
 even !)lbs. of the Northern sorts. In estimating the quantity which ought to be 
 taken on board a steam ship, in the absence of positive information, I think it best 
 to disregard this advantage, although the foregoing induces the belief that 000 tons 
 of that wiiich we shall be able to use, will turn out to be equal to 76U of the sorts in 
 general use. 
 
 The quantity required for engines of 300 horse power, at 9lbs. per horse power 
 per hour, would not quite amount to 20 tons per diem, or 580 tons (calculating 
 upon full power and consumption the whole time) for twenty days. But there are 
 circumstances which operate to lessen consumption — when the wind is fair, and both 
 powfsare in use, the same quantity of steam not being required, the consumption 
 of coal is proportionally lessened ; and when the breeze is steady and strong, the 
 tires might be either kept very low, or suffered to go out.* With a strong head wind 
 (which alone can cause the voyage to be extended beyond fifteen days) the consump- 
 tion of steam becomes diminished, the number of strokes of the piston being reduced in 
 proportion to the resistance, the quantity at these times required and the fuel would 
 be proportionably diminished. It is therefore certain that, with |)roper management, 
 even after a twenty days' passage, a considerable portion of the coal would remain 
 unexpended, f 
 
 But under ordinary circumstances, say in ten cases out of twelve, the passage 
 outward would be completed in much less time ; and the return passage, in all 
 probability, would seldom exceed thirteen days ; the quantity therefore unconsumed 
 at the end of the voyage would average full a quarter of the quantity shipped, thus 
 rendering it unn* -"ssary to purchase" for the homeward passage more than 300 tons, 
 or at that ratio oi. jreased or diminished power. 
 
 3. LENGTH OF PASSAGE. 
 
 The average passages of sailing vessels are from Liverpool to New York thirty-six 
 days, and from New York to Liverpool twenty-four, upon a calculation often years. 
 A steamer of 1200 tons, well modelled, and fitted with engines of 300 horse power, 
 would in smooth water and calm weather, make at least nine knots per hour ; in 
 strong breezes, liead to wind, 6 or 7. This computation would much diminish the 
 period of twenty days before given, and the prevalence of westerly winds would ensure 
 an average return passage of about thirteen days. 
 
 In the heaviest possible gales, dead against her, it might be necessary to bring her 
 to the wind under reefed storm trysails, when assisted by the engine at about one 
 third the power, she would seldom go less than five knots, never miss stays, and 
 
 * All iil,>r;ofputtlnetbetirr« out and disconnecting has biM'D sliire aban']nni>(]. Tlie Great 
 Wfstfrn'i* eiigintts will always be kfpt at wurk. 
 
 f The GreatWentern's voyage, sUhnugh to a degree corroborating this predii'tion, proves ihe 
 calculations to have been m"re iHvoiirable for our project. Her eniiines are 150 horse 
 power. She steamed fifteen days outwards and fourteen days and some hours homewards — 
 Kstimated average consumption outwards, ,90 ions per diem ; 2H home. At New York 
 there was left coiih enough for from four to five days' Atenming, and at Bristol eiiouiih tor 
 six or seven days. In our advertisement we state her coal stowage as sulficieut for SO days' 
 steaming, and the state of the weather, together with crowds uf viiiitors, caused her shutting 
 out more than 100 tons. 
 
■ 
 
 58 
 
 within 4} points oftlie wind, would make but little if any Ice way, and would always 
 be able to take advantage of every shift, if even of one point, in making her traverses. 
 
 4. LOCAL STATIONS. 
 
 In the shortest track to New York, there is no place to touch at, nevertheless 
 going to the Western Islands would be no great deviation to the Southward ; and 
 St. John's, Newfoundland, is very little out of the direct track to the Northward. 
 At the former, in the Port of Fayal, I should recommend the establishment of a 
 depot, ofut least 500 tons of coal. At the latter, coal in any quantity may always be 
 obtained. Touching at either would depend upon the discretion of the captain, who 
 would hardly pass their longitudes unless he felt assured that his supply was 
 sufficient for the remainder of his voyage. And it may be observed that in the 
 former case a liner steaming parri-llel would in a great measure make up for increase 
 of distance, and in both the current of the Atlantic, from the tail of the Banks of 
 Newfoundland to our own coasts, would be proportionally avoided. 
 
 3. NUMBER OF PASSENGERS. 
 
 The number of Steam Ships, built and building, the daily extension of old lines, 
 and the formation of new, the increase of factories for the production of marine 
 engines, all shew that steam is rapidly superseding sailing vessels, whether for long 
 or short distances ; no line having been hitherto established without having imme- 
 diately had the preference, and ultimately taking away all the passengers from the 
 sailing vessels. New York, the great emporium of the Western World, is almost 
 hourly increasing in importance; and although Liverpool is the general resort of her 
 men of business, yet there are many grounds (too long to notice here^ for believing 
 that a regular line of vessels from Bristol would cause a vast influx ot persons from 
 America, and that a still greater number would take their departure from her 
 quays ;— not among the least of these the all but certain establishment of cotton 
 spinning factories.* 
 
 Besides the New York Line, for which so many of our citizens have subscribed, 
 it behoves me to allude to others, which, either in respect to investment of capital, 
 or improvement of trade, may be found to offer advantages wortliy of consideration. 
 The Lines establislied, the number of vessels plying and the numbers about to ply, 
 to and from the ports of Continental Europe, afford tolerable grounds for presuming 
 that success has crowned the efforts of enterprising capitalists of other places. In 
 the absence of sufficient information, as to the state or prospects of trade with those 
 ports, I content myself with alluding to Bordeaux, Oporto, Lisbon, Cadiz, Gibraltar, 
 and the West Indies.f 
 
 APPENDIX— No. II. 
 DIMENSIONS OF STEAM SHIP GREAT WESTERN. 
 
 L'.jngth from forepart of Figiire-Head to afterpart of Taffrail 
 
 Length between the Perpendiculars ... 
 
 Length of Keel 
 
 Breadth in clear of Paddle- Wheels 
 
 Breadth, over Paddle-Boxcs 
 
 Deptii of Hold 
 
 Tonnage by Measurement ... 
 
 Lengtii of after Saloon Deck ... 
 
 Lengfti of after Lower Deck 
 
 Length of fore Cabin Deck 
 
 Length of Engine-Room 
 
 * Since established. 
 
 f The pnkition of Bristol for ingress and egress— its distance from London by the Great 
 Western Kailway— itsadvitntaici's us a cual <iis;riut, and the spirit of improvement, will force 
 the ronvictioii of bvr being the best English port for Westurn or Suuth Weaturn Steam 
 Navigation. 
 
 Feet. 
 
 Iiicli 
 
 236 
 
 
 
 212 
 
 
 
 205 
 
 
 
 35 
 
 4 
 
 59 
 
 8 
 
 2.') 
 
 2 
 
 1340 
 
 
 
 75 
 
 
 
 73 
 
 
 
 59 
 
 
 
 72 
 
 
 
59 
 
 DIMENSIONS OF ENGINES, &c. 
 
 ini 
 
 Diameter of Cylinder 
 
 Length of Stroiie 
 
 Weight of Engines, Wliecl'i, &c 
 
 Weight of Boilers 
 
 Water to eacli 20 tons 
 
 Diameter of Wlieel 
 
 Leugth of Floats 
 
 Number of ditto 
 
 Depth of ditto 
 Description, Cycloidal. 
 
 No. 
 
 1, 
 
 of Iron 
 
 No. 
 
 2, 
 
 of Wood 
 
 No. 
 
 8, 
 
 of Ditto 
 
 No. 
 
 4, 
 
 of Ditto 
 
 At 
 
 Ft. in. 
 6 8 
 10 
 13 4 
 16 8 
 
 DISPLACEMENT. 
 Draught of water at launciiing 
 
 • •• 
 
 WEIGHTS OF MATERIALS. 
 
 Oak Timber 16592 @ 58 
 
 Elm ditto 3;U0 @ 37J 
 
 Hard Pine 12431 @ 40 
 
 Yellowditto 4389 Q^ 34| 
 
 Oakum, Pitch, Tar, Paint, &c 
 
 Iron- Work, Copper and Composition, to Hull 
 
 Carvers' Work, Head and Stern ... 
 
 Water Closets, Lead-work, Pumps, &c 
 
 Cooking Apparatus, &c 
 
 Cabins and Furniture 
 
 Anchors and Chain Cables, &c 
 
 Rigging, Masts, and Spars 
 
 Boats ... ... ... ... ... ... ... ... 
 
 Sundries for Crew and their Chests 
 
 Weight of Hull, Masts, Rijjging, &c 
 
 Water, Provisions, and Stores, for 120 Passengers and for Crew 
 
 Passengers and Luggage 
 
 Iron — Ballast ... ... ... ... ... ... 
 
 Coals and Cargo 
 
 Engines and Boilers 
 
 Water in ditto 
 
 jotai ... ... ... ... ... ... ... 
 
 • •t 
 
 73J 
 
 Inches 
 
 • •• 
 
 7 
 
 Feet 
 
 • • • 
 
 310 
 
 Tons 
 
 • •• 
 
 90 
 
 Ditto 
 
 • ■• 
 
 80 
 
 Ditto 
 
 • •• 
 
 28 Ft. 9 in. 
 
 • •• 
 
 10 Feet 
 
 ,,, 
 
 4 
 
 
 • • • 
 
 4\ Inches 
 
 >•• 
 
 12' 
 
 Ditto 
 
 • • • 
 
 10 
 
 Ditto 
 
 • •• 
 
 8 
 
 Ditto 
 
 Tons. 
 
 cwt. 
 
 qrs. lbs. 
 
 694 
 
 8 
 
 12 
 
 1202 
 
 9 
 
 3 18 
 
 1750 
 
 fi 
 
 25 
 
 2305 
 
 4 
 
 23 
 
 429 
 
 12 
 
 1 4 
 
 74 
 
 11 
 
 8 
 
 221 
 
 19 
 
 2 1& 
 
 71 
 
 5 
 
 3 
 
 6 
 
 10 
 
 
 
 CO 
 
 
 
 
 
 
 
 12 
 
 
 
 2 
 
 10 
 
 
 
 I 
 
 15 
 
 
 
 24 
 
 
 
 
 
 23 
 
 
 
 
 
 15 
 
 
 
 
 
 4 
 
 
 
 
 
 10 
 
 
 
 
 
 944 
 
 15 
 
 3 
 
 41 
 
 
 
 
 
 16 
 
 
 
 
 
 40 
 
 
 
 
 
 850 
 
 4 
 
 1 
 
 400 
 
 
 
 
 
 80 
 
 
 
 u 
 
 2372 
 
 41 
 
 APPENDIX— No. III. 
 
 GREAT WESTERN STEAM SHIP COMPANY, 
 
 Established by Deed of Settlement, dated ^nd June, 1836. 
 
 Directors.— Peter Maze, Esq., Chairman, Robert Bright, Henry Bush, Henry 
 Godwin, Thomas R. Giippy, Thomas Kington, Deputy Chairman, Robert Scott, 
 Thomas Bonville Were, Christopher Claxton, R.N., Managing Director. 
 
 Thustees.— Joseph Cookson, John Harford. Thomas Kingsbury, John Vining. 
 
 AuDiTOPS.— C. Bowles Fripp, John Moxham, John Winwood. 
 
 Bankers.— Miles, Harford, and Co., Bristol ; Bariietts, Hoare, and Co., London. 
 
 Solicitors — Osbornes, Ward, & Sons, Bristol ; Swain, Stevens, V Co., London 
 
60 
 
 At the First Anniinl General Meeting uF the Proprietors, held at the Commercial 
 Rooms, Bristol, on Tiiiirsday, 1st Mardi, IW.IS, Peteh Mazk, Esq., in the chair, 
 the following Ht^T'ort of the Board of Directors was read ; — 
 
 At the First Meetinf; of Proprietors, as prescribed by the Deed of Settlement, your 
 Directors have much to Report, which is highly favourable to yotir public-spirited 
 underuking. 
 
 As the period approaches for the solution of the grent problem of Steam Naviga- 
 tion between the Old and New World, the prospect of success becomes increasingly 
 confirmed by the invcsiications wliicii your Directors have found it necessary to 
 uridertake, and by the means which you have placed at their disposal for the accom- 
 plishment of that important object. 
 
 They had long cherished a hope that an account of voyages accomplished would 
 have ibrmed part of their Report ; but tiie magnitude of tlu> work has reijuired 
 materials of increased dimensions, together with calculations and considerations of 
 precaution, wliich have protracted tlie well-applied exertions of the v'-'ous parties 
 engaged. 
 
 To superintend the progress of your undertakii)g, and minutely to watch the various 
 ramifications of the construction and arrangements, your Directors were fortunately 
 enabled to prevail on Mr. Claxton to take upon lumself the important duties of 
 Managing Director. 
 
 It soon became apparent that it would be impossible to include in a contract the 
 numerous deviations in strength, fastening, and form, from the customary mode of 
 biiilding Steam-Bouts, and also to carry out those improvements which would be cer- 
 tain to suggest themselves as the work progressed. It was, therefore, determined to 
 secure the services of Mr. Patterson, as shipbuilder, with whose skill and probity 
 your Directors have to express themselves highly satistied. 
 
 From amidst several competitors for the construction of the Machinery, Messrs. 
 Maudslav, Sons, and Fjeld, of London, were selected. Tlieir general experience, 
 arising from having made a great number of the largest marine engines, being most 
 extensive, their resources, through their factory, vast, and their ingenuity in new 
 aduptalions well known, your Directors were induced to rely on tlieir power of pro- 
 ducing engines much larger than had been hitherto attempted, and of the highest 
 class ; and, as far as it is possible to form an opinion, upon the declarations of nume- 
 rous well-informed and scientific individuals, there is every reason to believe the 
 result \,ill justify the expectation. 
 
 For the valuable and gratuitous siiperintendenc? of Mr. J. K. Brunel, who has, 
 in the kindest manner, been in constant commimication with Messrs. Maudslay, 
 Sons, and Fikld, and your Directors, they are indebted for the most important 
 assistance on all scientific points connected with tlie construction, as well of the 
 Vessel as the Machinery. 
 
 Tlie Engines, with Cylinders of 7.3i inches in diameter, with 7 feet length of stroke, 
 and with several aduptationsfor the economy of Steam and Fuel, are equal to 450 horse 
 power. The Boilers are constructed on an entirely new principle, which has greatly 
 economised space, and, it is believed, will very much lessen the consumption of Coal. 
 They consist of four distinct and independent Boilers, so that the Engineer can work 
 such number only as circumstonces may require ; while, by means of passages re- 
 served between them, lie can cool, examine, repair, and clean those not in use. The 
 Wheels have the cycloidal paddles, which possess very decided advantages. 
 
 The destination of this vessel has particularly engaged the attention of those 
 interested in Naval Science, and your Directors cannot allow this opportunity to 
 pass without publicly acknowledging their deep obligation to the Bo?.rd of Admi- 
 ralty, by whom an earnest interest lias been shewn in your undertaking. Not only 
 have the plans, drawings, and calculations of her Majesty's Steam Service been rea- 
 dily placed at the disposal of your Directors, but they are indebted to Sir Wm. 
 Symons for important suggestions, and to Mr. Lang, the able, practical birlder, in 
 the Royal Dockyard, at Woolwich, for continual communications of the most 
 valuable character. Your Directors dwell with pleasure on these proofs of official 
 and public appreciation of your objects. 
 
 In commemoration of the enterprising spirit of this part of the empire, in 
 which the undertaking originated, and as a link connecting the great Line of 
 Railway Communication between the metropolis of England and the America?, 
 ycuir first vessel has been named the " Great Western." Her dimensions are. 
 
61 
 
 m 
 
 I'; 
 Mi 
 
 ft! 
 
 n 
 
 Lengtli between porpeiitliciilars '212 feet, Lrngtii over all 23(> feet, nenm iiC>\ feet, 
 Urcudtli from out tooutofthennddle-boxfs a9-8fei't, Depth tiiij fi-et, and Registered 
 Admeasurement 1340 tons. Her floors are of great lengtli and over-run each otiier, 
 they are Himly don oiled and bolted, first in pairx, and then together by means of 1} 
 inch bolts, about '24 feet in length, driven in four parallel rows, scartlng about 4 feet. 
 The Scantling is equal in size to that of our line-of-battle ships, it is tilled in solid, 
 and was cuulkcd within and without up to the first Fiittock Heads, previously to 
 planking, and all to above this height of English Oak. She is most firmly and 
 cloijcly trussed with iron and wooden diagonals and shelf pieces, which, witn the 
 whole of her up ^i* works, ure fastened with screws and nuts, to a much greater 
 extent than has i.itherto been put in practice. She has Stowage for H50 Tons of 
 Coal, or Coal and Cargo combined, without touching upon her provision and water 
 room for 300 people. Besides ample space for Officers and Crew (comprising about 
 60 persons), there arc state-rooms, Sec, for 1*28 first-class passengers ; there are also 
 20 good secondary berths, and should it eventually be fonnu advisable to forego 
 cargo space altogether, about 100 more sleeping berths might be easily and conveni- 
 ently arranged. 
 
 The durability of such of her timbers as may be exposed to alternations of dryness 
 and moisture has been, they trust, secured by the application of Kyan's Patent Pro- 
 cess ; and every effort has been made to combine the various points of Naval Archi- 
 tecture and Engineering, so as to render them most effectual in a service requiring 
 speed, strength, and accommodation, and in which she will have to compete with the 
 finest sailing passenger vessels in the world. 
 
 In studying the co- venience, comfort, and decoration of the Cabins, points which 
 are of great importance in a vessel carrying passengers of a superior class, your Direc- 
 tors have engaged the services of Artists and Tradesmen recommended by their taste 
 and experience. The drnamental work of the principal apartment will, your Direc- 
 tors trust, be found as well adapted to its purpose as it is novel and beautiful in its 
 application. It is the joint produrtion of Edwd. Thomas Paiiuis. Esq., His- 
 torical Painter to her Majesty, and oi Messrs. .Tackson and Sons, of Uuthbone- 
 Piace, London. The compartment Paintings of the latter of these gentlemen are 
 in a very high style of art, and zeal appears to have influenced him in u far greater 
 degree than emolument. 
 
 In the upholstery department, Mr. WEBB,of Bond-Street, London, has been selected 
 to supply the principal articles ; and the mattresses and bedding have been prepared 
 by Mr. Stafford, of Bath. 
 
 In the appointment of Officers, your Directors have been careful to obtain the 
 strongest testimonials, and have exercised their best judgment. The Coinnmnder, 
 Lieut. HoBKEN, R. N., was dispatched to New York in the American packet-ship 
 Garrick, in December, in order to make several preliminary arrangements, and his 
 return is now daily expected ; his arrival out having been reported in the public 
 prints of America, the contents of which shew the deep interest felt in your under- 
 taking at that extremity of your projected line. Mr. Matthewb, the First Officer, 
 has had many years' experience in the command of Steam Vessels, abroad and at 
 home : and in executing the important duties which, in the Captain's absence, have 
 devolved upon him, he has given entire satisfaction. One of the most active and 
 efficient Pilots, for the Bristol Cha' ;el and Irish Coast, has been permanently 
 engaged as an officer in that capacity. 
 
 To Messrs. Maudslay, Sons, and Field, the Directors have left the nomination 
 of Officers for the Engineering Department. The Chief Engineer has been appointed, 
 and they can only hope he will do justice to the strong recommendation of those 
 gL'iitleinen. 
 
 It is intended to take four young gentlemen, as Cadets in the " Great Western," 
 who are to be instructed in Navigation and practical Engineering. Three have 
 already been appointed, and there are several applications for the only vacancy. 
 These appointments have been eagerly sought for, and your Directors are gratified 
 to bt'lieve, that the novel system which they have introduced will be o*" the (.^eatest 
 benefit, both to your service and Steam Navigation generally. The premium for 
 the four years' indenture has been fixed at present at i)200 each. 
 
 A gentleman, of high professional character and great experience, has been 
 appointed to the situation of Ship's Surgeon. 
 
 The Engineers have assured your Directors that they intend to commence their 
 trials of the Machinery in about ten days, and immediately on receiving their favour- 
 
ea 
 
 I 
 
 able report, tlie d.iy of iipr dr|mrtiire from Bristol will be fixed, which they have 
 every reason to believe will be early in April. 
 
 To remedy in future the great inconvenience, expense, and labour, which were 
 incurred in building in u yard of limited space, and also to hold your stock ot timber, 
 (which is equal to the constructiiirt of u steamer of more than 200 tons,) togetlier 
 with your ways, planks, scatibldiiig, stnges, and standards ; and, for the more 
 permanent operations of the Company, they have taken, on a lease of 21 years, deter- 
 minable by the Company at 7 and 14, most convenient premises on the lower part 
 of the Bristol Floating Harbour. 
 
 In laying before you the audited Account of Receipts and Expenditure to the 31st 
 January, with a sketch of payments made to this day, as well as an estimate of the 
 probable outlay up to the time of her leaving London, your Directors have to state 
 that your Vessel and Mnrhine ry will cost a sum considerably exceeding that which 
 was estimated in the Prospectus. Calculations founded on the experience of persons 
 best entitled to consideration, soon carried the conviction, that, although the smaller 
 size might, under favourable circumstances, not prove a failure, vet, to insure suc- 
 cess, a liirger Vessel, with more powerful Machinery, greater Coal stowage, and more 
 ample Passenger accommodation, would be necessary ; they, therefore, deemed it to 
 be their bounJen duty to incur the increased expense tc enect the object you had in 
 view. At the same time, they have the satisfaction of saying, that they expect 
 that the cost of the " Great Western" to sea will be less, in proportion to her size, 
 than the average of other Steam Vessels, whose strength, construction, and other 
 qualities, are far inferior. 
 
 In accordance with the provisions of the Deed, three of your Dire<^tors, Messrs. 
 Maze, Bush, and Werk, have retired, by ballot, and their names have, with their 
 consent, been put up for re-election, in compliance with the 120th clause of the Deed 
 of Settlement. 
 
 Your Directors look with perfect confldence to the result of the approaching voyage 
 of tiie " Great Western," and expect that it will be their gratifying duty, immediately 
 on her return to this country, to lay down a second Vessel for tlie New York line. 
 No doubt on their own minds has hitherto prevented their taking this step ; but, after 
 mature consideration, they have deemed it due to those by whose confidence they 
 have been honoured, not to engage the Capital of the Company more deeply until 
 e.\nt;rience shall have proved the correctness of their anticipations. 
 
 Signed, PETER MAZE, Chairman. 
 
 It was then Resolved, on the motion of Captair. Walcott, R.N., seconded by 
 Samuel Lucas, Esq., that the Report now read be received, and printed for circula- 
 tion amongst the Subscribers. 
 
 On the motion of Thomas Kingsbury, Esq., seconded by Thomas Cbuttwell, 
 Esq., that the tlianks of the Company be given to J. K. Brunel, Esq., for the 
 important services he has so liberally rendered. 
 
 On the motion of T. H. England, Esq., seconded by William Morgan, Esq., 
 that the very efficient manner in which the affairs of the Company have been 
 conducted by Christopher Claxton, Esq., R.N., as Managing Director, entitles 
 him to the warmest thanks of tlie general proprietary. 
 
 On tlie motion of Dr. Charles Fox, seconded by Richard Robinson, Esq., 
 that this Meeting gratefully acknowledges the assiduous and gratuitous services of 
 the Board of Directors. 
 
 On the motion of W. H. Castle, Esq., seconded by F. H. Falkner, Esq., that 
 the retiring Diieciors, Peter Maze, Hensy Bush, and Thomas Bonville Were, 
 Esqrs., be rcap|)oiiile(l. 
 
 On tlie motion of Mr. Woodman, seconded by Thomas Kingsbury, Esq., that 
 .loiiN WiNwooD, Esq., beappnintfd Auditor. 
 
 On the motion of Mr. John Stafford, seconded by Ciipt. Walcott, R.N., that 
 a List of tiie Proprietors and their Addresses be hung up in the Office. 
 
 On the motion of Thomas Cruttwell, Esq., seconded by Miss Lucas, that the 
 Directors apply to t!ia«e Sliareholders who have not paid up all the Calls now due, 
 and require payment on or before the first day of May next ; and, in default of 
 paynu'iit, that the Directors resort to such means as they shall think proper to 
 recover the same. PETER MAZE, Chairman. 
 
 The Chairman having left the chair, it was taken by Capt. Walcott, R.N., when 
 a vote of thanks to Mr. Maze was moved, seconded', and carried unanimously. 
 
 EDW. WALCOTT. 
 
APPENDIX— No. IV. 
 
 .^• 
 
 
 HI 
 
 THE FOLLOWING JOURNAL OF THE OUTWARD VOYAGE 
 
 Is frcm the pen of Mr. Foster, a iiiglily talented Gentleman, of Pliiladelphia. 
 
 SATURDAY, April 7tli, 1838. 
 
 Our departure from Bristol was at the appointed time of sailin^r. Having got on 
 board a small steamer, a tv'kuviling little thing, we left the foot of the Cumberland, 
 or outer basin, at a few miiMites past 2, p.m., to join tlie Great Western, at the 
 ;nouthofthe rivpr Avon, not Simkspeare's, a tributary to the Severn ; and upon 
 which, at some 10 or 1*2 miles from its confluence with the parent stream, Bristol is 
 situated 
 
 The (Jay was an iinpropitious one. A strong breeze, almost a gale, blew dead 
 against us ; the clouds loured, and a cutting rain, alternated with a titful sunshine- 
 Had our lots been cast in those good old times, when Nai.ire, in her freaks, revealed 
 to grandames the mysteries of buttermilk and unhatciied eirgs, we hud surely deemed 
 it ominous, fur the elements seemed to fret und fume over the commencement of the 
 ;oyage. Thanks to tlie darkness of the latter days, however, the wind to us was 
 but wind, and the rain but rain ; so wrapjiing our cloaks still closer about us to 
 exclude both, our duckling of a steamer was permitted to paddle on. 
 
 The scenery in the vicinity of Bristol is, perhaps, the finest of its character in 
 England, and passing down the Avon it is seen in some of its most enchanting fea- 
 tures. For some miles below the city the shore on either side is a continuity of 
 stupendous carboniferous limestone rock, sometimes attaining the height of 8UU feet 
 above the water mark. Starting from tiie stream, witli but a narrow road or tow- 
 path at the base, occasionally to relieve the abruptness, tiiey rise piling mass on mass, 
 and vein on vein, frowning in nakt-d crags, the impracticable precipice ; or, yielding 
 their severity, gently recede, grudging their rr.de ch*i's to the mountain larch. 
 
 At one point on the river, the heights of Clifton were visible, with their graceful 
 crescents peering above, like the creations of a fairy land. Near to those we passed 
 the site of the contemplated Suspension Bridge over the Avon. The workmen are as 
 yet engaged only on the abutments, ciiormous structures, wrought upon the hill side, 
 resembling ratlisr the gigantic efforts of a giant race (the engrafting of rock on rock) 
 tha. the woi-k of common men. An iron bar, 785 feet in length, stretched from 
 summit to summit on either side, at an elevation of 1 7-2 feet from low water mark, 
 shows the precise spot, heigiit and length, of the intended bridge. 
 
 At another point our attention was attracted by men procuring a particular sort of 
 stone. It was at a little distance froi.i *lie river, but at one of the most precipitous 
 and highest points of rock. They seenu'd to use nothing but ciow-bars in the work, 
 the part to whicii their attention was given being suft. They stood upon small 
 cliff^ almost at the top of the precipice, with ropes about their waists, and passed 
 over the sr.mmit, to assist tiiem in ascending and descending, as well as to guard 
 against any unhappy slips, and prying the stone from its bed, it cauie down in huge 
 masses, rattling and rebounding as it struck, with a noise almost of tlninder. 
 
 Hcyond tliis rocky secti«)n tlie shore breaks into finely sloped hills, abounding in 
 wood, hedge, and lawn. Foliage had not yet buist ; still had the plough and harrow 
 been busy, contrasting deliglitfuiiy the warm and mellow earth with (lie verdure of 
 the sward, already in the ricli one ot sprin. 
 
 The rise and tiillof the tide in tlie Severn is 30 feet, and having the flood against 
 us, our passage w.- ■ jiiolonged. 
 
 We readied the Great Western at aoout o, r m., and strange it seemed. So 
 strongly hud curiosity been excited by this vessel, that we, who had now come to 
 lake our departure by her, were obliged to wait whilst a small steamer, thronged with 
 eager visitai.'s, left her side to make room for us. 
 
 We joined her ; and as is ever the case on ship-board at the appointed moment 
 of sailing, every thing was pell-mell. It seems little short of professional, or in con- 
 fnrmiiy V ith some rpiirk in a sailor's creed, that it should be so ; and hud not expe- 
 rii'uce given me a hint of this fact, I would really have been dismayed : spars, boards, 
 boxes, barrels, sails, cordage, seemingly without number, stirred well together, coals 
 (or tin ground work, baggage to infinity ; (Captain scolding, mates bawling, men 
 growling, aijii passennprs in the midst of all, in the way of every ihitig and every body, 
 
(54 
 
 is n pretty sood description of the state of a ship's deck generally, when about to get 
 under weigh. 
 
 It happens mostly that a very little time is sufficient to put matters in tolerable 
 order, and off they go, relying upon the sea to do the rest, in shaking persons as well 
 as tilings into tlieir proper places. With us, however, the derangement was 'ittlc 
 beyond this, and tlie breeze having now increased to a gale, it was determined by 
 Capt. HosKEN to lie by until tlie morning ; so each installing himself into his little 
 castle, found enoiigii to do in the arrangement of it to amuse him for the evening, 
 and all, I believe, found an early bed made welcome by u day of fatigue. 
 
 SUNDAY, 8th. 
 
 At 8, A.M., this morning, our ears were saluted by the low roar of the furnaces, 
 which announced the kindling of the fires, the note of preparation for departure. 
 
 At 9 the steam was up ; our colours were hoisted ; the British ensign at our gaff, 
 wliile that of our sister country, the laud of our present hope, was assigned an 
 honourable place at the fore. The call for ail hands was immediately made, with 
 the order to man the windlass. It was over two hours before the anchor was to the 
 bow, a delay at which all grow impatient, hut unavoidable by reason of the great 
 scope of chain out, arid everytl'''ig b(.'ing new tlie windlass worked stifflv. 
 
 At 12 we were fairly off, and whatever misgivings miglit previously have assailed 
 MS in the contemplation of our voyage, I believe that at this moment there was not a 
 faltering heart amongst us. Such stability, such power, sucii provision against every 
 probable or barely posslMe contingency, and such order presented itself everywhere 
 on board, as was siirticient to allay all fear. That there should latterly have been a 
 doubt as to the practicability and safety of a passage by steam acro-s the Atlantic, 
 seems indeed strange, when with any effort of reason we look at tlie question. Tlie 
 North Sea and the Mcditerran 'an, by the way of Gibraltar from England, have been 
 long navigated by steam ; and it is now nearly two years since the passage to India, 
 by way of the Ca])e of Good Hope, has been successfully made by four or five 
 different vessels ; aud in all this there has surely been as much encountered as is ever 
 likely to assail a navigation by the same moans between Europe and America. Yet, 
 that doubts have existed on the score of tliis new attempt, extensively, and in tlie 
 minds of many who ought to be able to form a correct judgment upon the subject, 
 there can be no question. It is a weakness of our nature that sometimes so strangely 
 permits our imagination to beset us with difficulties, whicii exist only in tlie fact that 
 an effort to confront tliem had not been made. Tlius it was in a former age. tliat 
 regions unexplored were invested with fancied terrors, and more than half the globe 
 lay for centuries unknown. 
 
 The evening found us at the mouth of the Bristol Channel, Lundy bearing N., 
 making our way against a head vv ind, and an ugly hard sea. 
 
 MONDAY, 9th. 
 
 The morning opened upon us delightfully, and with such a face as made our 
 steamer glorious ; sunny and quiet, the sea heaved in glassy volumes, disturLdd only 
 immediately around us by the plunge of our paddle wheels, and the rapid progress of 
 the vessel. To one accustomed to the associations of the sea, as they are usually 
 presented to a voyager on a sailing vessel, the effect was viry striking. In his feel- 
 ings the waves and tlie expanse of the water have in some measure taken the place 
 of friends and a stirring world ; and their ripplings and splashings are to him like 
 the voice and glee of boon companions, or their tossings and foamiiigs as the angry 
 discord of other elements ; and the absence of these, the quietude of a calm, the glare 
 of the unruffled oce'an, convey to his feelings a sense of solitude and silence not less 
 powerful, perhaps, than would the wilderness itself to one accustomed to the jarrings 
 and Jostlings of the every-day world. This, indeed, is the only solitude the sailor 
 knows, the only silence lie truly feels ; and to see the repose of the deep thus invaded, 
 our vessel coursing on, I can scarcely call it else, for her swiftness appeared the 
 eagerness of Jiot pursuit, seemed strange, as the sight of some startling apparition of 
 active life in the midst of the unbroken desert. 
 
 At 10, A.M., a light breeze from the northward, made sail ; several vessels in sight. 
 
 At 12, noon, camn up witli and spoke the American ship Neponset, of Boston, 
 four days out of Liverpool, for Charlestown. 
 
 At .'i, P.M., wind a-heud, in all sail ; thick fog and a heavy head swell ; weather 
 looking dirty. 
 
(55 
 
 TUESDAY, lOih. 
 
 Fairh' shaking hands with Old Neptune, throu<;h a head wind, and over a head 
 sea. Tiie incipient symptoms of yesterday iiave become confiimed cases this morning. 
 Sea sickness staliis in stifling liorror amongst us, and the dreadful cry of" Steward," 
 " Steward," the last ejaculation of despair, comes from a dozen nooks, hurried in a 
 piercing treble, or growled forth with muttered maledictions on the dilatory bucket 
 bearer, in the deep tones of thorougii bass. 
 
 At 2, A.M., two sail in sight : a large ship abeam, to windward, standing £., a ship 
 on tlie weather bow, close hauled on the larboard tack ; wind VV.S.W. Soon disco- 
 vered a black ball painted in the foretopsail of the latter, by wiiich we knew her for 
 a packet ship ; hoisted our colours, the American at the fore ; kept the steamer up a 
 point, and at 1 1 passed and spoke her ; the South American, 7 days out of Liver- 
 pool, for New York. 
 
 Whatever might have been the kindness and good-will with wiiich we graced our 
 greeting of this fellow wayfarer of the deep, and iiowever warmly and sincerely we 
 would have yielded to any claim upon our charities in his behalf, yet I much fear 
 that witii it all, we entertained at heart a feeling that betook of unbecoming exulta- 
 tion. It was impossible almost that it could be otherwise, and the frailty can 
 hardly be called unpardonable. 
 
 The meeting of a packet ship, a creature 1 may call it of proud eminence, was a 
 sort of contest, and triumph was at that moment in our hands. The feelings of the 
 sailor are ever enlisted for his own ship, whatever she may be ; yet sailing, quick 
 sailing, being the beauty, the point of pride, the one thing needful to constitute iier 
 perfect, whenever that is found, especially if combined with other merits, she is 
 supremely the object of his regard above all else that he may meet. Her conquests 
 are his, and he would be little less affected by any thing impairing her high claims, 
 than if he himself had become the victim of disaster and defeat. 
 
 Our salutations were in the courtesy of the seas ; our colours were answered by 
 his numbers, to which we again responded by hoisting ours. Thus decked with 
 flags we bore up to speak him. As we approached, the steamer stretched to wind- 
 ward, thougli not near enough to hail ; our engines were stopped ; the ship shot 
 a-head, and gathering our way again we passed under his stern and up to leeward. It 
 was a noble sight ; she was under topgallant sails, making the best of a fresh breeze, 
 dead a-head, jammed upon a wind, a sailor would term it, and I really know no 
 plirase of more polished form by which to convey the idea better even to a landsman. 
 
 Fancy her careening to the breeze, plunging r.t one moment, tjie foam rcdling in 
 volumes beneatli her bows ; rising at the next, up, up, her polished copper bare, her 
 keel almost out, seeming the very exertion of instinctive effort, liien down with a 
 plunge, dashing off th-^ foam again, every inch of canvass stretched to its uttermost, 
 and the wind seeming in her very teeth ; fancy this, and you have some notion of 
 a ship at sea "close iiauled." Iler sides were crowded with passengers ; there were 
 but two ladies. We, too, bore a "cottage," with its flaunting veil, and our pride 
 dilated in the display of such a sliarer in the venture of our voyage. 
 
 Our Captains exchanged the mystic tone; the indetinable bellow of a "hail;"' 
 " where from," and " how long out," were soon asked , adieus were made ; and 
 exchanging three hearty cheers, first given by oiu fficnds, tiie steamer urged her way 
 a-head, the helm was ordered haul a-starboard, our culotirs were Imuird down, and we 
 were again upon our course. 
 
 At 3, P.M., a siiip f> leeward, by the wind, on the larboard tack. 
 
 At 4, P.M., wind hauled to S.W.; made sail. Day ends with fine breeze and 
 smooth sea. 
 
 WEDNESDAY, llth. 
 
 This morning we were surprised by the appearance of a bouquet on one of our 
 cabin tables : hyacinths, daffodils, violets, and primroses at sea ! It were vain to 
 inquire wlience they came, so we scout the question, and, like good heathens, receive 
 them, rendering thanks to the Nereides. 
 
 It would be difficult for tlie uninitiated to conceive how ardently every circum- 
 stance on shipboard is take.i hold of, lu>wever trifling it may be in itself, that can in 
 any way be made to contribute to agreeable occupation, or even to momentary 
 pastime. The mind seems ;;:'willingly (o partake of the restraint upon our corporeal 
 treedoni, and to shrink iustincily from its accustomed flights to olliers of a narrow 
 
and 
 
 ] 
 
 66 
 
 range : a sail in tlip distance, a wearied land-bird flitting by, an excnraion in the 
 boat, a gun let off, a burning barrel turned ndrift, tlie veriest jest tliat can be named, 
 trifles that at another time and in another mood would scarce cast the shadow of a 
 gnat upon one's brain, are then made tlie objects of deliglited interest ; they are 
 sougiit with the zeal of hungry childliootl, and if by chance tlie incident, as in the 
 present instance, assume a familiar feature of domestic life, a household seeming, it is 
 seized with the quick avidity, and enjoyed with tlie zest, of a stolen pleasure. 
 
 At 6, A.M., passed a large ship, showmi; French colours, standing to the eastward. 
 
 At 8, A.M., a brig standing to the westward ; wind hauling to the northward, 
 jibbed ship and set square foresail and foretopsail. 
 
 At II, A.M., an American ship to leeward, standing E. 
 
 The da 
 
 of W.S 
 
 7. 
 
 ends with a tine breeze from N.E. ; all sail set ; a large swell out 
 
 THURSDAY, 12th. 
 
 The repose of last night might be compared to a tossing in a blanket, and a dance 
 of pot-hooks and frying pans was nothing in din to the glorious clatter among the 
 moveables that accompanied it ; to the sailor it would be quite enough to say, the 
 wind was " right aft," the text to a whole chapter of horrors. The motion of a ship 
 under sail has sometimes been compared to the noble bearing of a stately horse : it is 
 a pretty similie, and a vastly exciting one when upon a smooth sea we can fancy our 
 nag ambles well ; or even in a breeze, when mounting the waves with a " side wind," 
 the exhilaration of the moment may persuade us that we prance upon the deep ; but 
 with the wind abaft, the roll, the interminable ceaseless roll, is beyond the power of 
 imagination to liken to anything to which Providence ever gave a gait. The con- 
 grceated infirmities of all the halt in Christendom could scarce be worse. 
 
 The difference of motion by a "side wind" and the wind abaft is, that with the 
 former, however the ship may pitch, she is still so much inclined always, pressed over 
 by the wind, that whatever moves is sure to go to the lower side, or "down to lee- 
 ward," and will there lie quietly. But when before the wind, the ship rolls, descend- 
 ing to equal points on eiilier side, and the consequence is, that every thing, not 
 absolutely spiked or lashed down hard and fast, plays at every oscillation to the 
 utmost of its tether, accompanying the movement with its own peculiar music of 
 creak, clatter, or squeak, as the case may be. Sometimes as if by way of climax, the 
 water tumbles in over one gunwale, swashing over the deck, and dribbling by 
 every aperture into the labin below ; then rolling again, as if to court the embraces 
 of a sister wave, the ship descends, ar 1 again it pouw a briny sweet one over the 
 other. Sitting or standing at sucu a t aie is equally an exertion of our best powers 
 of tenacity, and to take to one's berth may be likened to seeking refuge within the 
 arms of a '• demented spntry box." And with all this, the confusion, the row among 
 chairs, trunks, and all the locomotive paraphernalia of the cabin, the never-dying 
 conflict of platters, spoons, and dishes in the Steward's room, the creaking of bulk- 
 heads, and the occasional thump and rumble of a " fetch away " on deck, form an 
 aggregate of ludicrous discomhf.ire !a:)equalled by the most retined misery which any 
 derangement or disorder on shore cowld possibly inflict. I speak now of what some- 
 times occurs at sea. Vv'e have rvot ha«i anything quite of this order. 
 At noon, thick weather and mf«*erate breeze at E. 
 
 At 8, P.M., wind hauled to N.N.E. ; set fore-and-aft foresail, mainsail, and mizen ; 
 sea smooth, and the ship literally flyins ahrough tlie water. 
 
 I'RliiY, 13th. 
 
 A fine morning ; the sea in its richest livery, a brilliant blue, studded witli flowing 
 " white caps," and looking gay and merry. The day has been interesting by experi- 
 ments upon our engines : the object was to ascertain the speed of tlie vessel relatively 
 with the degree of power applied, and the required consumption of coal. 
 
 The gradations were arrived at by the camm, a part of the engine adapted to 
 " cut off the stroke," as it is technically termed, to any desired proportion, which 
 is done by its action on one of the piincipal valves, in such a manner as partially to 
 close it. The proof of tlie amount of pressure was shown by an instrument called 
 the indicator, which was screwed upon the cylinder, communicating with it from 
 within for the purpose, and which, by the action of the engine, most ingeniously 
 given to it, described with a lead pencil upon paper a parallelogram cutting off one 
 
 1 
 
07 
 
 corner, showing the precise vacuum in the cylinder, and by tliis tlie proijortion of 
 power applied. 
 
 To a novice, the whole process seemed a mystic oporatioi), and reminded one of 
 the story of an Indian, who, seeing a steam-engine, fancied that a spirit lay imprisoned 
 within the boilers, and that by building a fire beneath them, it was excited to fury, 
 and thus put the whole in motion. 
 
 The paper and lead pencil in such hands, and the close observation of the be- 
 smntted engineers, might verily be said to bear some resemblance to the intercourse 
 of imps with an incarcerated devil. 
 
 The experiments strikingly illustrate the mechanical principle of the difference 
 between the ratio of power applied, and that of its results. Our sails were set during 
 the day, with the wind from tlic southward, but so light as could have had no appre- 
 ciable influence on our experiments. 
 
 The morning was thus well iiigli consumed ; and a day tinis began at sea, to and 
 fro on deck — upon the wing as it might be, is seldom given in the end to sedentary 
 occupations, or to any pursuit more profitable than a prolonged loimge. Our strolls 
 for the afternoon lay between the jib-boom end and the poop, watching the heaving 
 ofilif sea and the motion of the vessel ; and we were at least exhilarated, if made 
 none the wiser by our peregrinrtions. 
 
 Tiie day ends with fine weather, the wind at E., in all fore-and-aft sail. 
 
 SATURDAY, 14th. 
 
 The bouquet has our care. It is now among the first duties of tiie morning to 
 look tc it ; to cull its withered leaves and replenish the water. It has become a 
 matter of ambition witii us to carry into New York a Hower still fresh, though 
 pluckeil in England. How incongruous it seems that a simple violet should become 
 the test'mony to a great achievement ! even to beard the philosopher liimsclf'.* 
 
 Saturday afternoon on board sliip is made to bear some likeness to the termination 
 of the same day on shore by a likeness in its duties ; a general clearing up and 
 marked preparation for Sunday. We had enough of it. Forgetting all else in the 
 bustle, I will merely mention that our decks were " holy stoned !" " Hast ever seen or 
 heard of holy stones ?" They are of the good old family of grindstones, bearing a 
 relationship to it, kindred to that of squeaking pigs to their grandmother. To describe 
 them — they are blocks of stones something larger and nearly as heavy as a square 5G 
 pounds weight. They have bruah handles attached, and ai 'ised, with as much 
 sand as may be needful to aid tiie operation and bring the mus. ) a certain pitch, 
 to scour the deck. Now imagine a dozen or more of these put i. motion over head, 
 some two or three feel above you, for the purpose and in the manner that I have 
 named — that is " holy stoning simply" — infliction in the first degree, and suited to an 
 age ere the inquisition became an exquisite. But the moment chosen invariably 
 happens to be that at which you have just fallen into an afternoon nap, or are enjoy- 
 ing the rapture of delicious morning dreams ! — and this ; but I cannot find a name 
 for the foul torture. 
 
 The day being smooth, the engines were stopped at noon, for the first time on the 
 passage, to examine the paddle wheels, and to "screw up." Lay by two hours. 
 
 At 2, I'.M., proceeded. At ;3 came up with and passed a small brig steering W. The 
 day throughout has been fine, with a light breeze from the southward, and smooth 
 sea. All sail set. 
 
 SUNDAY, IMh. 
 
 Commences with a fine breeze from the southward and a smootli sea ; a brilliant 
 morning. All sail set, our ship going nobly on. No where is the influence of fine 
 weather upon the spirits more strongly felt than at sea ; a bright day, a fair wind, and 
 the sea glittering in the sun, seems spells which charm every element of hajjpiness 
 within us to activity and life. This seems strange in the absence of so much gene- 
 rally associated with our pleasure^, ) et it is so ; and the reason, I take to be, is this— 
 that though deprived of so much tliat under other circumstances might minister to 
 feelings of a grosser birtb. yet the freedom from care, and the abstraction from the 
 
 • Di". Lftrdncr, in hl8 work on the iitmim-onRine, 1H3C, dcdares thfl project— the enter- 
 pride— one of the t>oIdest in the application of 8team povrer— the then contemplaieil 
 interouurse between London and New York by aieam— to be impriictirable. 
 
m of 
 
 e of 
 oned 
 fury, 
 
 jrence 
 luring 
 ippre- 
 
 and 
 
 entary 
 
 strolls 
 
 caving 
 
 made 
 
 C8 
 
 world whicli every one ut sea feels, leave.) us the more susceptible to a subtle iiifluence 
 and a high enjoyment. 
 
 Sunday on uuard bIiIp is mostly as marked nml as perceptible by every external 
 characteristic as it Is on shore. Swept decks, clean clothes, smooth chins, and no 
 work among the crew, are as distinct from the evcry-day complexion of a sea life, as 
 are closed shops, smart dresses, and a quiet air, from the week-day bustle of acrowded 
 city : and with these even the sun at sea has the same Sunday look he seems to wear 
 when smiling upon the Sabbatli of one's home. At 1 1, a.m., we have service in the 
 upper cabin; prayers read by the Captain. At 1, p.m., exchanged signals with a 
 large American ship, standing E. Day ends with a fine breeze uom S.W. and an 
 increasing sea. 
 
 MONDAY, I6th. 
 
 Morning comes and evening goes at sea, as elsewhere, and every day has its chroni- 
 cle. A ship is a little empire ; it has its monarch and his chief councillors, its 
 patricians and plebeians, its codes and customs, its laws and their vindication, its 
 fashions, and its follies ; and the history of a voyage might be compared to the annals 
 of an era in the existence of one of those greater members of the world's community. 
 There is this ditfereiice, that while men remain sufficiently unchanged at sea to carry 
 still the seeds of discord and disunion within, it is left to a nobler influence from with- 
 out, than that of a fear of our fellow men ; a dread of the elements themselves, to 
 overcome them ; an influence that, in its character of an apellant to our iears, one 
 is almost ready to believe involves the only principle of combination ; the only im- 
 pulse to a common purpose, to which our imperfect natures are susceptible. A 
 member of our state, of tlie plebeian order, was this morning given over to the chief 
 judge, and by the chief judge to the king ! In plain truth, Jack had been refractory, 
 and refusing his work, he was brought to judgment. The hearing was a short one j 
 aneguciatlon was entered upon with the belligerent, and terms oHered for his ratifi- 
 cation ; either to do duty and share the privileges and protection extended to faithful 
 subjects, or to do nothing and share nothing appertaining to those things which men 
 are pleased to deem wholesome and comfortable — meat and drink. Jack was too 
 much a man of the world to desire to place himself in a position so peculiar as the 
 latter would have entailed, so, accepting the former, the affair was ended. 
 
 At G, A.M., the wind chopped into N. W., with a strong breeze, handed all sails ; a 
 heavy swell out of S.W. 
 
 At noon wind more moderate and hauling to tin uorthward, set reefed fore-and- 
 aft foresail and mainsail. 
 
 At 9, P.M., wind hauled to S. W., blowing hard ; made the ship snug under reefed 
 fore-and-aft foresail on the larlxiard tack. 
 
 At II, P.M., wind backed to X.VV., in a hard squall and increasing, with a high 
 cross sea running, in all sail ; a foul night. 
 
 TUESDAY, 17th. 
 
 An appropriate figure-head for our ship would be, Vulcan with Neptune by the 
 beard, and old ./liolus f'aiiiy under foot. Such had been the picture had Ovid told 
 the story of our voy age, for it seems little short of a concjiiest of the elements. 
 
 The past night and day have aHlorded us in some measure an opportunity of testing 
 the power of steam against the adverse influences of weather, a gale in our teeth, 
 and a scaa-head, which in volume is seldom found in any part of the Atlantic beyond 
 the limits of the Banks of Newfoundland. Our ship behaved nobly. She plunged 
 and rolled, as every vessel in similar circumstances must have done, often burying 
 her puddle wheels to the shaft, and was as uncomfortable as any huge cradle, well 
 tossed and tumbled, could be i yet her motions were easy, and her progress without 
 iutermission. 
 
 ill corteetjueiice of the heavy sea, the working of the engines was reduced to ten 
 revolutions per niiuuto, during wliich time it i. shown by the result of the observa- 
 tions of the moiuiui^ that we nianie an average of five and a half knots per hour. 
 
 Tlie morning I'utmd our cabin in some coidusion, as is usual on shipboard after 
 a rough night. Auioii. )tlier inisliaps, the little pitcher holding our bouquet, had 
 " fetched uwav , and IIk- flowers lay bruised and strewed about the carpet. Out 
 drowsy senses, alter a wakeful night, scemod little affected by the event ; an undis- 
 turbed nap, and an abs..iice of care for our own proper equilibrium on a smoother 
 sen will doutillcos leave >vi luoic alivi' to our loss. 
 
At 3, A.M., passed a brig lying to under close-reefed niuln-top-iail, and balance 
 reefed trysail. 
 
 At II, A.M., ou the eastern edge of the Banks of Newfoundland. Exchanged 
 signals witli a large barque showing English colours, steering to the southward. 
 
 At noon wind moderate. 
 
 At 6, P.M., stopped the engines, and hove to for a cost of the lead : had bottom at 
 25 fathoms. 
 
 WEDNESDAY, 18th. 
 
 It is quite clear we have no fraternity with the fishes. The porpoise, the most fre- 
 quent of our ocean visitors usually, whose gambols around the bows are oflen the 
 subject of a moment's interest to tlie voyager, comes now, dashing forward with its 
 merry troop in all their accustomed glee, until near our paddle-wheels they turn — 
 startled by the splashing, and dash olf, tumbling and rolling, it would seem, upon 
 each other in their haste, like a bevy of frightened children, who had become sud- 
 denly assured of having mistaken a hobgoblin for a well-known friend. In making a 
 voyage in the Great Western, every day affords occasion for the expression of astonish- 
 ment at the progress of science and the attainment of human power ; and, as vain 
 or as common place as the question may appear, it seems to present itself tliere, in- 
 vested with something like solemnity ; when and at what point shall the pile be 
 shaken which constitutes the sublime fabric of human knowledge ? But a few 
 generations since, and the ocean upon which we sail, the continent to which our 
 course is directed, aye, more than half the world, were beyond the ken of man ! And 
 now what are they y what is man himself, and wliat are human means, wrought out 
 by the divinity within us, compared with the creature and his aids of those days ! 
 The question, where will these find an end ? is irresistible. 
 
 At 5, p. M., smooth sea and moderate breeze from S. W. 
 
 At 6, F. .M., a large ship to leeward, steering E. 
 
 THURSDAY, 19th. 
 
 To an accustomed sailor, a minion of the winds, it is long before the novelty of a 
 steamer at sea, with all the attendant circumstances of its internal economy, can wear 
 itself into familiarity. Chiefly he feels a strange relief in the absence of care about 
 the weather or the winds, sources to which he has habitually looked fur u large por- 
 tion of his contentment. Tlie never ceasing question of the morning to which he is 
 used, " how is the wind V" or " how does she head '(" presents itself at his waking like 
 the remembrance of some nauseous morning dose, now discontinued ; and in place 
 of the excitenK ■ i a.iiong his fellow voyagers by a fair wind, and the jirospect of a 
 fine run, or the utspoudeniy by a foul one and all sorts of evil forebodings, he hears 
 the common parlance of eveiy-day life, or, issuing from his room, finds them distri- 
 buted in groups awaiting breakl'ast, in the discussion of the merits of tlieir favourite 
 picture! i\\e space too, and, as far as reprds the Great Western, the splendour 
 around, continually surprise him. The light spars, light sails, and light rigging on 
 deck, look like light walls and great windows to an accustomed prison, robbing it of 
 half its terrors. A sailor, to whom a dark cloud has ever been a thing of wutchftd 
 apprehension, like a stealing, crafty enemy, cannot cast his ejes aloft, but feeling u 
 new sense of safety, he will turn to the scpiall with a grin, and, looking it in the face, 
 bid it " blow its heart out." 
 
 The richness below, tiie cabin, seems the expression of individual taste, and the 
 elegance of a bountiful hospitality, rather than a provision fur the common participa- 
 tion of the wayfarer ; and this at sea, too ! The change is a pleasant one, and to the 
 older voyager, unfamiliar as it may be, it is, perhaps, the more delightful, as he alone 
 can truly estimate the change, n transition from the endurances to what may be 
 culled the luxuries of the enjoyments of a sea life. 
 
 At 4, P.M., came up with and spoke tlie American ship Jefferson, of Baltimore, 
 35 days from London for New York. 
 
 At iU, P.M., fresh breeze from S.W.,and much sea. 
 
 FRIDAY, 20th. 
 
 A thoroughly uncomfortable day, and decidedly a bad road, with such tsacks left us 
 to crawl over as the wind god makes when there has been heavy work our coach 
 rolling and pitching abominably to the very hubbs. A more than usually heavy sea 
 has left us little with which to occupy ourselves to-day beyond the care needful to 
 niaiutaiu that pobilion which is the pride of our nature — a weli-poiscd equil'briuni 
 
 ' 
 
 
 I 
 
70 
 
 lance 
 nged 
 
 >m at 
 
 ■ 
 
 on both legs ; the motion of the ship was greater this morning than any we had 
 before had ; nearly calm, or the little wind there was nearly a-head ; our sails were 
 of no service, and a heavy sea, such as usually follows a violent gale, tossed us like 
 a floating bird upon the waves ; it was satisfactory, however, as aflTording further 
 illustrations of the capabilities of the vessel. Her engines were eased, yet she con- 
 tinued at the speed of seven or eigiit knots per hour ; and those features in her model 
 wiiich, before sailing, were the only grounds of doubt, as far as mere model was con- 
 cerned, her length and sharpness, seemed now the characteristics beat adapted to 
 her purpose : she cleaved the sea upon her water-line, while her bearings below are 
 quite suthcient to give her buoyancy, almost without a plunge, and a remarkable 
 consequence of this, aided by her length, is that her way, though abated fas must 
 ever occur to any vessel upon a head seaY is yet never wholly lost ; hence nave we 
 been, during the whole voyage, without tliat jar and check by the strokes of the sea 
 to which vessels are usually subject under similar circumstances. The nature of the 
 propelling power has also an important agency in this distinction ; the action of the 
 paddle-wheel being from the centre of the vessel horizontally, has no eifect upon her 
 perpendicular motions, whilst that of the mast, under a heavy press of sail, being 
 from above, acts partially as a lever upon the hull, to make every plunge the more 
 severe. There is another remarkable distinction in tlie Great Western : an absence 
 iu a great measure of sensible motion or jar from her engines ; this arises as well 
 from the strength of the vessel as from the character of the engines themselves ; a 
 very low pressure, a short stroke, and a slow movement. 
 
 Towards evening the sea became more smooth, the wind hauling to the north- 
 ward : sudden transitions of this kind more than once upon our voyage have led us 
 to the idea that the power of locomotion gives us an advantage never before dreamt 
 of — that we are enabled iu some measure to verify tiie Munchausen story of keeping 
 the rain at our horse's tail ; tluit, in short, we may very mucli decrease the endurance 
 of foul weather by running out of it. It would, at all events, be an interesting sub- 
 ject of inq'iiry, by a comparison of Log from time to time with the account of other 
 vessels, to ascertain how far the changes arising from this circumstance really do occur. 
 
 SATURDAY, 21st. 
 
 We have to congratulate ourselves upon another fine morning and another 
 smoother sea. With a tine breeze from tlie northward, we are staggering under all 
 our canvass, and the engines in full play, it is impossible to conceive anything of 
 human sway or human power upon the deep more exhiliratiiig or deligiitful. Few 
 positions in life carry with them a greater spell upon the feelings, or excite us to a 
 nobler sense of our own nature, than tliat of the voyager upon the ocean, when his 
 sliip, bending under a press of canvass, and mounting majestically at every succeeding 
 wave, she urges her rapid way. Sueli magnitude, such power, and y<'t so child-like ! 
 a word, the siigiitest movement of tlie liehn, and she is governed ; the winds and 
 the very sea seem to he under \\U control. 
 
 With us, too, there is much to uid tlio excitement ; we are of the first* to make 
 
 • Note by the Editor, — Tfiia is an error; and our author's renDnrks and congratulations 
 ou the priority ut' the Great VVrstvrn in navigaliu); the Allontiu by steam, are without 
 t'oundatiou. To Americans belong the honour of being the lirat to show the (talety of steam 
 navigrtiiou across the Atlantic. 'I'lie following account of tho voyage ia from the "New 
 York Courier and Enquirer" of the 2(jth ultimo: — 
 
 " Captain ^Moses Rogers, in the year 1819, left the port of Savannah, in a steamer of the 
 same name, on the 2.5th May, and came to anchor »t Liverpool on the sJOth June. She left 
 Liverpool on the 23rd of July, for St. Petersburgh, and on the 9ih of September moored 
 otf Constradt ; on the 6th October she left Constradt, and on the 30th November anchored 
 olT Savannah, having on her return voyage stopped four days at Arundel, iu Norway. 
 During the whiilu of this perioil she met with no accident, except the loss of a small boat 
 and anchors. The steam-ship ' Savannah ' was built under the superintendence of Capt. 
 Uogers, and wasUunched in the port of New York on the 22nd August, 1818. Her wheels 
 were so constructed ihat they could be tdken ou boaril, iu case of necessity, in abiMit twenty 
 minutes." The " Spy in VvHshingtoti " adds, that when the 'Savannah' sailed from 
 Liverpool for llussia, the Urilish journals of the day suggtsti d that this ' steam operation 
 may in some measure be couneeled with the ambitious views of the United Stales." Such 
 are the facts in connection with this expedition of (Captain Uogers, and we publish this to 
 vindicate the merit of hlH achievement. In conformation of the statements of our corres- 
 pondent, we annex tho following p ua .-r.-iih from the ' Star ' of last evening ; — 
 
 "THE FIRST STEAM-SHU ACROSS THK ATLANTIC— Without wishing 
 in any manner tu derogate from the honour that belongs to Lieut. Kobertv, of the ' Sirius' 
 
71 
 
 the great adventure, to cstablisti that success wliich may, and probably will, mark an 
 era in the intercourse, ia the fraternity of a wide world. The afternoon was diver- 
 sitied by a sharp snow squall. It continued until o\ir masts, sails, and rigging were 
 completely hung in its fleecy drapery ; and until the snow lay nearly two incites 
 upon our decks ; tiie result of all wliicli was, u thorougii set to at snow-balls by all 
 the idlers of the cabin. The declining sun seemed to announce our approach to the 
 shores of America. Without that diversified richness of the sky which sometimes 
 awaits upon the day's departure there, it yet had enough of characteristic to proclaim 
 it as its own. 
 
 A mass of heavy clouds had gathered above and around, darkening the day. It 
 broke in the west, and rose in a broad, low, and strongly defined arch, like the lifting 
 of a curtain, displaying tiie setting sun through an atmosphere so ricli and so pure, 
 that the fancy might almost deem it such as angels dwell in. Tlie ocean lay tinted in 
 its hues, blending the gold and purple with its own deep blue, and as the sun sank 
 still lower, streams of light shot upward, bathing the heavens and the whole canopy 
 of clouds in floods of richest crimson. It was a sunset and twilight of the new 
 world. 
 
 Saturday evening, on board ship, is mostly a time of some distinction, and this 
 being the last we looked for on our voyage, both dinner time and evening were made 
 merry, at the former the health of our Captain was drank, for the tenth time, I believe, 
 on the passage, and responded to with tliat enthusiasm which warm hearts own, 
 when feeling points to an object wortiiy their liigh regard. Tlie evening had its own 
 sweet toasts of sweethearts and wives, and more than tiiis, but this, to all the rest, 
 was as the key-note to the overture. 
 
 Day ends with a breeze from the northward, all sail set, close hauled. 
 
 SUNDAY, 2-2nd. 
 
 The day has partaken of something of the excitement of anticipated arrival ; the 
 anchors were got over the bows, the cables were got up and bent, and all those 
 arrangements made which mark the approach to land ; and, as is evt-r the case, 
 among the idlers, the disposition to do little else than lounge and talk, and drcaui of 
 the things of tlie morrow, prevailed over every other incentive to occupation. At 
 b, P.M., spoke the packet-ship Westminster, 48 hours out of New York for London, 
 At 8, A.M., a sail to windward, close hauled, on the starboard tack. At 10, a.m., 
 a sail to leeward. Day ends with a moderate breeze from N.W., and a smooth sea. 
 All sails set, close hauled. 
 
 MONDAY, 23rd. 
 
 The mornine of arrival to the journali^^t, is one of brief periods : objects multiply 
 upon his attention toi) last ; the occiusiou ilsflfdlKiracts him ; the number of vessels 
 witliiu the horizon, llic bu.stle of active prepanuion, the momentary expectation of 
 making the land and the dimly-descried pilot- joal in the distance, are exeitenieiits 
 too great to admit of that eipianiniity wliicii .'s needful to prolonged remark ; one 
 almost breathes hurriedly at the thought of all 'hat Hits before him in the delightful 
 picture of gratified curiosity, or of lioiue, fViemU, and fireside enjoyments, which his 
 imagination paints as so nearly within his reach. To pursue our narrative ; we have a 
 morning such as in every way we could have desired, bright and tran(jtiil ; the enjoy- 
 ment of it is in happy keeiting with our recollections of the whole voyage. At 10, 
 A..M,, we were joineil by the pilot ; his boat, a graceful little schooner, came down 
 before a fine breeze, and, hauling up to windward, salutations were exchanged, his 
 
 steam-shij). just arrivcJ frum Cork, it is ihie to our country tostiitn, that to Aini'rlra belong* 
 
 the ( I'lMlit lit liiiviiig tii'st aucoiiiplisheil h stiaiii voyiigu uc.ross the Atlunliu Oi'chii. 'fliis 
 
 took plrtre in the ytar IHIf), which Is Iherilnre 18 yeiirs since, 'i'he < Siivannah,' huilt here 
 
 in New Yiirk hy I'laiitis l'"ir.kelt ; ownrii by Dtthiel lioilil ; Stephen Vail, of Speeilwell, nei" 
 
 Morristuwii. huilt the engine of the .ship: CHptiiiti Uoi;ers wiis her coinnaaniler, iind si 
 ... ;i .1... I.' ....:.... k:l... .,:..;. ...I I :. .....i....^ u*n..l.u..l». . .1... L* : — ..i' c i.... \i... 
 
 i 1 
 
 111 IIIC llusacaBlull ui i«ll. vji;ui|^i: * '**■./, "'■ ** ovarii ui lita 1^1 iibiiivoviifii oi. Lilt; Duiji.i:nn «/i i 
 
 enterprise. The ship also visited IVtersburgh, and (^■>pt. llogers received from the Empei 
 a present ofa silver tea-keltic, as a token of his cratiliuiitioii at the first Bttemjit to cross I 
 Atlantic hy bteain. 'I'hc * SHvanniih ' atterwards went tu Couslautloople, and the cupti 
 recuivud preacuts from the Gruud Seiguur." 
 
 \ f 
 
T 
 
 72 
 
 skiff was launched, And a few moments brought him to our deck. It was amusing 
 to observe tlie wonderment of the tenants of the little craft at our vessel : if eyes and 
 mouths be any indices to feeling, their must have been something not often of tiiis 
 eartli in theirs. 
 
 At 1'2, noon, tlie cry of land ran through the ship ; and in an instant there was a 
 rush to the poop, the ripRinp, tlie forecastle, the higi\esl points of the vessel ; it was 
 there, a-iiead, " Land, O !" was re-echoed loudly and merrily upon every tongue. It 
 is difficult, impossible, justly to describe the expressions wliich pervade a ship at the 
 moment of first discovering land. It is a look of joy, not the expression of a 
 common passion, but a highly wrought sense, an eruption of tlie feelings, whicli 
 displays itself in all that tongue can utter, all that smiles can say, all that eye can 
 speak. It is a time as well of grave ejucidation as of merry jest. " My coiuitry I " 
 cried one, extending bis arms half solemnly, and with a look of thought. "And 
 there, cried another, peeping through his nether e^e, and pointing to the broadsheet 
 of foam which n ' " 
 road to mine." 
 
 of foam which marked our way upon the water, far as eye could reach, "there is the 
 
 r eye 
 , far 
 
 Tliere is something, too, of the ludicrous withal at such a time. The resurrection of 
 " other" clothes, and the exchange of hats for caps, make such changes as seem almost 
 to claim the necessity of other introductions. The rusty jacket has suddenly become 
 the superfine black long-tailed, and the out-at-elbows of yesterday, sports now, perhaps, 
 the finest Heece of the flock. Our progress was rapid, and the land which at first 
 was but a dark line upon the horison's verge, a cloud seemingly, at its early birth, 
 soon became distinctly visible the heights of Nevcrsink. 
 
 At 3, P.M., we passed the Narrows, opening the bay and harbburof New Ycrk, our 
 sails all furled, and the engines at their topmost speed. As we proceeded, an ex- 
 citing scene awaited us. Coming abreast of Bradlow's island we were saluted by the 
 fort with 26 guns, and the coincidence of this with our own movements on board, 
 heightened our enjoyment of it immeasurably. The sky-lights to our cabin aba't 
 are made to form two tables on deck, mahogany topped, with a most witching look of 
 invitation to a repast upon them, whenever a smooth sea and sunny day made it 
 pleasant to dine or lunch beneath the awning. It had been agreed amongst us, some 
 days previously, that before we left the ship, one of these tables should be christened 
 Victoria and the other President. Wine and fruit had been set out upon them for 
 this purpose ; we were standing round the former of them, the health of Britain's 
 Queen had been proposed, the toast drunk, and amidst the cheers that followed, the 
 arm was jtist raised to consummate the naming, when the fort opened its fire. The 
 effect was electric. Our colours were lowered in acknowledgment of the compliment, 
 and the burst which accompanied it from our decks, drinking to the President and 
 the country, and breaking wine again, was more loud and more joyous, than if at tiie 
 moment we hfid unitedly overcome a common enemy. As we neared the city, the 
 first object to which our attention was now given was the Sirius, lying at anchor in 
 North llivcr, gay with flowing streamers, and literally crammed with spectators, her 
 decks, her paddle-boxes, her rigging, mast-head high ; passed round her, receiving 
 and giving three hearty cheers, and then turned towards the Battery. 
 
 Here myriads seemed collected ; boats had gathered around us, in countless confu- 
 sion, flags were flying, guns were firing, and cheering again, — the shore, the boats, 
 on all hands aroundf, loudly and gloriously, seemed as though they woidd never have 
 done. 
 
 It was an exciting moment— a moment of triumph ! Experiment then ceased— 
 certainty was attained — our voyage was accomplished ! 
 
 APPENDIX— No. V. 
 EXTRACT FROM THE JOURNAL OF COL. WEBB, Sen., 
 
 EDITOR OF THE NEW YonK COURIER. 
 
 Off Sandy Hook, Monday, May 7th, 1838, (5, p.m. 
 After one of the most exciting and beautiful spectacles that has ever been seen in 
 the new world, the pilot has left us, and the Great Western, alike the admiration 
 and wonder of two hemispheres, is once again upon the broad Atlantic with her 
 bows directed homeward, practically illustrating the triumph of science and skill over 
 the winds and waves of the ocean. 
 
73 
 
 It is impossible to compare the icene we have just witnessed with any similar 
 event in tlie liidtory of our city : and, therefore, it is the more difficult to convey to 
 you any adequate idea of the number of persons assembled to greet our departure, 
 the enthusiasm ihcy evinced, or the display made by the aquatic spectacles got up 
 without any concert in action, and very far exceeding any thing that has taken place 
 on previous occasions. 
 
 In 1823, New York poured forth its tens of thousands of inhabitants, and put in 
 rcipiisition all its steam-boats and water crnft, to celebrate the meeting of the waters 
 of Lake Erie and the Atlantic, and at the same time testify the respect and gratitude 
 of her citizens for the genius, science, and patriotism of the great Clinton — who, 
 amidst the jeers and taunts of political opponents, and the lukcwarmness, doubts, and 
 timidity of friends, nobly persevered in the construction of thot stupendous work 
 (the Erie Canal), which has secured to bis native city the immen<<e trade of the 
 interminable regions of the great west, and to his memory a name as imperishable as 
 the valleys and hills by which it is traversed. That important work h.-id been brought 
 to a successful and triumphant termination — the waters of Erie and the Atlantic 
 intermingled, and great was the rejoicing and splendid the aquatic exhibition got up 
 for the occasion. 
 
 Again, in 1824, a somewhat similar scene was exhibited in onr bay, when the good 
 La Fayette, the friend of Washington and the champion of Liberal principles in the 
 old and the new world, came among us by invitation, and received the homage of a 
 nation of intelligent and grateful freemen, grateful to one who had nobly struggled 
 in tlieir cause when it most wanted friends, and desirous of testifying their gratitude 
 and esteem by all the tokens of respect and affection which it was in ...leir power to 
 exhibit. Numerous steamers, freighted with a grateful multitude, escorted him to 
 our batterj'. and tens of thousands were there ready to give him the most heartfelt 
 cheers upon his landing. It was, indeed, a glorious and instructive spectacle ; and 
 to this, and the opening of the Erie Canal, we liave long referred, as the two occasions 
 in the history of the new world, which stood unrivolled for the character of the 
 display and the number of persons who were partakers in it. 
 
 But a ne^\r era has come upon us — skill, science, and enterprise, called into activity 
 by the inexhaustible wealth of that nation " whose merchants are princes," have 
 brought us in rloser contact with a faiher-land ; the distant conceptions of Watt, 
 and the predictions of Fulton, have been realised ; the broad Atlantic has been 
 safely, and, as we believe, profitably navigated by steam ; " England and her eldest 
 daughter," London and New York, have been brought within twelve days' sail of 
 each other ; time and space have alike been measurably annihilated ; the descendants 
 of the pilgrims and of those from whom they separated in the hour of persecution, 
 have been brought in closer union ; and two great nations, descended from a common 
 ancestry, speaking tlie same language, and having the same birthright in the litera- 
 ture which adorns it, have had the bonds of national friendship and fraternal feeling 
 more securely rivcttcd around them by the arrival, in the western hemisphere, of the 
 Great Western and the Sirius, under circumstances which clearly demonstrate, not 
 only the practicability, but the advantages, commercially, of navigating the Atlantic 
 Ocean by steam. 
 
 The arrival of these two steamships in our woters, within a few hours of each 
 other, produced an excitement in our city, which was more universal, and extended 
 further among all classes of our population, than any event since the war of J 812 ; 
 and our authorities and citizens generally, vied with each other in doing honour to 
 the enterprising commanders, who had so successfully achieved the great work in 
 which they had embarked. But it was not possible until this afternoon, justly to 
 estimate the full extent of the excitement which existed, or properly to appreciate 
 the universal enthusiasm which this novel event had imparted to every portion of our 
 population. We knew that the subject was on the lips of all, and that tlie usual salu- 
 tations of the day were always followed by congratulations upon the arrival of these 
 till ice welcome strangers in our waters ; we knew that the Great Western was lite- 
 rally run down with thousands of all classes, eager to look upon this eigiith wonder 
 of the world, this steam leviathan, which had thus realised their most sanguine anti- 
 cipations in relation to the ultimate navigation of the Atlantic by steam ; we knew, 
 too, that the Sirius, was very generally looked upon as a kind of interlope}; char- 
 tered for the purpose of snatching honours from those to whom they justly belonged, 
 and that the exhibition of interest at her departure was no test of what would be 
 
 » 
 
 ^ .5 
 
limilar 
 vey to 
 
 lirture, 
 
 ^ot up 
 
 plucR 
 
 ■ put in 
 Iwatvrs 
 iiitiide 
 
 -who, 
 hs, and 
 Is work 
 
 of the 
 liable as 
 wrought 
 Ulantic 
 
 got up 
 
 74 
 
 evinced when tlic Grcnt Western, a sliin i)\iilt for tlie very purpose of l)ringing the 
 two coinitries nearer togetlier, and looked upon cnipimtically as " oiu' own," should 
 leave our shores, yet, notwitiistandinj; all tliis, wc did not and could not anticipate 
 such an outpouring of i)uhlic feelin;; as has this day been exhibited. 
 
 The siiip was advertised to sail from tiie Hattery at 'J, I'.M., and at 12, a.m., the 
 Battery and piers on the N'lrtii Uiver, counuenced filling with our people, anxious 
 to get asigiit oftiie (ireat Western on her arrival from iicr i)iTtii in tiie East River. 
 At one o'clo.'k, Uroad Way, (jreenwieii-street, and indeed every avenue leading to 
 the Battery, were literally throntred with persons and carriages wending their way to 
 the scene of eycitenient ; in alxmt half an hour, steani-hoat after steam-boat came 
 dashing round the Castle on the Battery, presenting to the eye dense masses of 
 human beings, who appeared to he crowded together after the manner of sheep on 
 board of a North Uiver tow-boat destined for the market, but who, actuated by the 
 excitement of the occasion, were forgetful of every inconvenience, and only too 
 happy if they could gain admittance on board either of the steamers destined to 
 accompany the (Jreat Western to the lower bay. About the wune time, the Gazelle, 
 the Wave, and other beautiful barges belonging to our boat-clubs, and manned by 
 their members in neat and appropriate uniforms, shot forth, and wiiii hundreds of 
 others equally gallant and adventurous, but less conspicuous skirt's and shallops, 
 literally covered tlie surface of the water for a considerable distance from the noble 
 stranger. The crowd on the Battery, the roofs of houses, and the piers, continued 
 constantly to augment until near two o'clock, while at tlie same time the number of 
 steamers liad increased to thirteen — the smaller craft being absolutely innumerable. 
 Two was the hour of departure, and, at this moment, never did the bay of New York 
 present such a scene as was visible from our (juarter-deck. There was presented to 
 the eye, at a single glance, thirtcin beautiful steam-boats, covered with a dense mass 
 of human beings, now dashing close to the (Jreat Western, and giving her the mosi. 
 enthusiastic greetings, and anon windini; their way amidst the myriads of small craft 
 which every where covered ti)e surface of the water ; and then, when the sj)ectator 
 turned from this scene of life and t)\isile to the shore, the first object that arrested 
 his attention was a noble pyramid of freemen, literally covering and hiding from view 
 what from its position lie knew to be Castle tjarden ; and as his eye wandered from 
 this, it rested upon such a dense mass of human beings, such a multitude of living, 
 moving forms, as in the New World at least was never seen before. livery part of 
 our immense Battery, every house-top, cvci iiier-head, and the yards and masts of 
 every vessel, for the distanceof a mile from \\ liitehall, was crowded with the "human 
 form divine ;" and when our gallant ship, in whose honour this vast multitude had 
 assembled, gracefully moved fioiii the jii.! w here she was lying, the lonf united, and 
 continuous cheers which filled the air, spoil' a degree of enthusiasm whuli it is not 
 possible to des ihe. To those who look on'v at the stirface, this was n > more than 
 a grateful tribui of praise and approbation to those win 
 who had accomplished this noble undertakin And sue 
 
 another, a deeper, and far holier feeling pn 
 operated unseen, and perhaps unacknowled 
 fellow-citizens. 
 
 There was a period when the great mass of our population looked upon I.iiglanit 
 as our enemy, and upon every Englishman iis hostile to the growil* uid prosperity of 
 our country. But we rejoice that that time has passed away. Tlu events of the* 
 late war not only gave us confidence in our institutions ...id ourselve >ut won for us 
 the respect of England and of the world. Where there is not mutual i . ■\)ix\., mutual 
 esteem can never exist. This is etpially true with regard to individiiiiN ,nd nations ; 
 and the knowledge that England does respect us, has had a tendency to enable those 
 who once nourished a hostile feeling towards her, to look upon our relative situations 
 without pretudice, and in that spirit of friendship which should ever exist betweer 
 two great nations having a common origin. 
 
 When the Great Western fell ort' from the pier, and slowly but majestic illy moved 
 lip the North Uiver, responding at intervals to the h ;. ' .oiithed artillei), and ^till 
 louder cheers from the Battery, the thirteen steam-b' at,, with their numeroHS pas- 
 sengers, assembled in honour of her departure, literal), -in :;unded us, with all tlieir 
 colours flying, bands playing, hats and handkerchiefs . iv. .' in the air — and a more 
 imposing or exciting spectacle never gladdened the eye ' • lidst the continued roar 
 of artillery, and the deafening shouts of the multitude from the bliore and boats, we 
 
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 passed up the North River, made a circuit toward the Jiersey shore, and stood down 
 in the direction of the Narrows. As we thus again passed tlie Battery and the im- 
 mense multitude (not less than fifly thousand) congregated on it, we received their 
 parting benedictions, re-echoed from the decks of the steam-boats who accompanied us. 
 
 Thus escorted, proudly and gallantly we winded our way till we reached the Nar- 
 rows, nine miles. Here we " lay to," while boat after boat approached us, and took 
 fVom our decks his Excellencv William 31. Marcy, the Governor of the State of New 
 York, Mr. Bradish, the Speaker of our House of Assembly, many of our municipal 
 officers and most distinguished citizens, together with two or three hundred friends 
 of the passengers who had accompanied us thus far on our voyage. Then followed 
 the parting cneers — the heartfelt " God speed you," gratefully responded to — and 
 all but five of our splendid escort of steam-boats took their departure. Again we 
 proceeded on our course, with many a watery eye among us — the mind involuntarily 
 recurring to all that might happen to our relations and friends before we again meet ;, 
 but there was no time permitted for such reflections. The gallant steamers still 
 playing around us, the music and the shouts which at intervals proceeded from each, 
 and the responses which we were constantly called upon to make to their greetings, 
 made us feel that we were still "at home —still surrounded by the warm hearts of 
 friends and countrymen, doing honour to the noble ship in which we floated, and 
 sending forth good wishes and solemn prayers for our prosperous voyage to the shores 
 of merry England. 
 
 And now all is quiet, and the excitement is past. The last shout from the 
 thousands on board the steam-boats, as one after another they passed under our 
 quarter, giving and receiving three hearty cheers, have died away — the last gun has 
 been fired from our bows, and as its rumbling sound went booming over the bosom 
 of the broad Atlantic, I could not but imagine that it was conveying to the shores of 
 England the cheering intelligence that our adventurous barque was on her return, 
 and calling upon the inhabitants of Bristol to give her such a reception as shall in a 
 measure correspond with the high honour bestowed upon her by their neighbours 
 of New York. In the distance we can still see our volunteer escort of steamers, 
 vying with each other in friendly strife to reach their homes ; and now the pilot, the 
 last link between the retreating shore, our homes, and ourselves, is quietly passing 
 in his frail skiff to the beautiful skipper waiting his ariival. He too is gone — a dead 
 silence pervades all, where but recently all was life and bustle ; and now the merry 
 voices of the sailors, and the prompt and energetic orders of the Captain, passed 
 rapidly from officer to officer, recal us from the thoughts of home and friends to con- 
 jectures upon the lengtli of our voyage. By imiversal consent twelve days is the 
 period fixed upon, and I confess I should not be surprised if it were accomplished in 
 eleven. That the passage will be made in less than ten days, within the period of 
 (WO years, I do not entertain a doubt, any more than I questioned the entire success 
 of this noble enterprise, from the time it was first announced. Every moment 
 increases my confidence in the security and capabilities of the Great Western, and if 
 we do not dine in Bristol on tiie evening of the twelfth from this, it will be solely 
 attributed to some unfortunate occurrence, which cannot now be reasonably 
 anticipated. 
 
 1 k 
 
 APPENDIX— No. VI. 
 
 STEAM COMMUNICATION BETWEEN BRISTOL AND AMERICA. 
 
 At a Public Meeting of the Merchants, Bankers, and Citizens of Bristol, held the 
 7lh of June, 1838, in the Guildhall, 
 
 The Eight Worshipful JOHN KERLE HABERFIELD, Esq., Mayor, in 
 
 the Chair, 
 
 The following Resolutions were passed unanimously : — 
 
 Moved by Daniel Cavk, Esq., and seconded by C. Pinney, Esq., 
 
 1. — That this City hails with delight the opening of Sleam Communication between 
 Great Britain and the United States of America, as the certain means of drawing 
 closer the intimacy and of promoting the prosperity and happiness of both countries. 
 
 ':0t 
 
T 
 
 76 
 
 Moved by T. K. Bayly, Esq., High Sheriff of Bristol, and seconded by 
 
 P. F. Aiken, Esq., 
 
 2. — That, whilst justly proud of having been tlia Port in which this mode of 
 connexion between the Old and the New World has taken its rise, Bristol is deeply 
 sensible that the signal success of her enterprise is mainly to be attributed to the warm 
 feeling with which its accomplishmeot was received on the shores of America, and 
 this City mof>t gratefully and eagerly acknowledges the generous kindness and splendid 
 hospitalities showered on the Great Western by the Government, the Civic 
 Authorities, and the Inhabitants jf the United States. 
 
 Moved by G. W. Franklyn, Esq., and seconded by Samuel Waring, Esq., 
 
 3. — That the Mayor be requested to communicate the foregoing Resolutions to our 
 Brethren of the United States, now happily brought ngain into close approximation to 
 the country of our common origin. 
 
 Moved by J. B. Clark, Esq., and seconded by W. Tothill, Esq., 
 
 4. — That, turning to considerations of a local nature, this City is must deeply im- 
 pressed with the benefits which will accrue to it from becoming the great point of 
 eommunication between London, the Continent of Europe, and the New WorH, and 
 with the conviction that those benefits are now placed within its grasp, by the bold 
 attempt and well-merited success of the Great Western Steam Ship Company. 
 
 Moved by J. E. Lunell, Esq., und seconded by J. Haudino, Esq., 
 
 5. — That the thanks of the Inhabitants are due to the Great Western Steam Ship 
 Company, and that this Meeting cails upon all interested in the welfare of Bristol, to 
 support it in its splendid enterprise, that industry may find new channels of employ- 
 ment, that the value of property may be re-established, and the ancieot repute of the 
 City restored. 
 
 Moved by G. W. Hal? , Esq., and seconded by S. Dibsoall, Esq., 
 
 (i. — That a Committee be formed, consisting of the Chairman and the Movers and 
 Seconders of these Resolutions, with power to add to their numbers, to cany into effect 
 the spirit of the above Resolutions, by whom a teiidei of co-operation shall be made to 
 the Directors in such a scheme for the increase of the Proprietary as may be con- 
 sidered best adapted to ensure the prompt and great extension of the operations of 
 the Company. 
 
 Moved by Robert Bright, Esq., and seconded by G. W. Franklyn, Esq., 
 
 7. — That this Meeting most earnestly entreats the Directors of the Dock Company 
 to take into their immediate consideration the means of affording encouragement to 
 the operations of the Great Western Steam Ship Company, by such remission of dues 
 und such increased accommodation as may render this Port the most economical and 
 convenient, as it is the best in situation for Western arrival and departure ; thereby 
 to ensure to it the permanent possession of the line of steam communication 80 happily 
 commenced, to the universal benefit of Bristol, and which, if now lost, no enterprise or 
 expenditure can regain ; und that the Muyor be respectfully requested to be the 
 medium of communicating this resolution to the Board of Dock Directors. 
 
 Moved by J. B. Clark, Esq., and seconded by J. Harding, Esq., 
 
 8. — That the thanks of this Meeting be and are hereby given to Christ. C .axton, 
 Esq., R. N., for the unwearied energy and great ability displayed by him as Managing 
 Director of the Great Western Steam Ship Company. 
 
 (Signed) J. K. HABERFIELD, Mayor, Chairman. 
 
 The Mayor having vacated the Chair, and the same being taken by D. Cave, Esq., 
 
 It was moved by J. B. Clark, Esq., and seconded by R. Brioi;t, Esq., 
 
 That the cordial thanks of this Meeting be given to the Right Worehipful the 
 Mayor, for his kindness in taking the Chair, and for his efficient conduct of the 
 Business of this Meeting. 
 
 (Signed) D. CAVE, Chairman. 
 
 PRINTEU AT THE BRISTOL MIRROR OFFICE BY JOHN TAYLOR. 
 
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 Page 2, line 20, 724 should be nejrly Oilbs. per hor 
 hour. 
 
 per horse-power per 
 
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