The Express.
London, England, 1852-10-07 00:00:00

PROGRESS 01? SCREW NAVIGATION.

(From tie Liverpool LAWN.)
Unless to those actually engaged in watching the
progress of steam navigation, the powers end performances
of the screw were, until lately, almost unknown. The
public had, to be sore, an opportunity of seeing it occa-
sionally employed in a few eauiveciet looking vessels
trading to Ireland and the north of Europe, the lazy
vehicles of emigrants and horned cattle, and demonstra-
tions of a more creditable character were made in voyages
up the Mediterranean and elsewhere ; but, in the mean.
time, practical heads and practical experiments Were
at work, until, at length, it way reserved for Lord Jocelyn's
committee on steam communication with India and Australia
to exhibit, with regard to the motive powers et theserew and
its advantagthus application in long voyages and adverse
weather, facts and details calculated to astonish even
one previously unacquainted with the result attained.
Our readers wild, no doubt, remember that we, at the time,
devoted much attention to the inquiries of the committee
to which we allude, and more especially noticed that por-
tion of the evidence which illustrated most forcibly the
capabilities of the screw, as derived from Captain lt,bert
Fitzroy, R.N., Captain H. Smith, R.N., Captain Claxton,
R.N., Mr. Morgan, Mr. Lloyd (of the Admiralty), espial')
Mathews (of the steam ship Great Britain), and (Eisen.
Notwithstanding the valuable information thus elicited,
we fear, from the fate which usually attend, most investi-
gations before parliamentary committees, that the report
of the evidence printed for the House of Commons re-
gimens, to this moment, a dead letter with nineteen-
twentieths of the public, although we must give
Lard Jocelyn the credit of a strong desire to attract
a reading community by making his two volumes of a lees
repulsive sin than any of those which had previously istued
from Hansard's press. From the testimony elicited two
mean facts were admitted by nearly every witnees—namely,
that the capabilities of the screw were but yet in embryo,
and that its relative power was equal to that of the common
paddle-wheel when applied in vessels of equal size. When
we recollect that this was evidence given little more than a
year ago, and that it was based upon the perfarinaLees of I
her Majesty's ship Rattler, the City of Glasgow, and the
entailer vessels of the General Screw Steam Navigation
Company, carrying mails to the Cape of Good Hope, we
confess that we could not have anticipated the far-
ther triumphs which have been since achieved; hat,
at this moment, it is "• great fact" that, slmost in
every dockyard and ship-builder's establishment in
the 'United Kingdom, vessels are under conetructlon or
'lteration, with a view to the introduction of the screw,
either in its full or auxiliary power. Within a short period
it is surprising how many vessels of this class have spree,
up, more particd'arly for purposes of ocean navigation and
long voyages, for which, from considerations of sec homy in
fuel, united with speed and punctuality of conveyance, they
are said to be peculiarly fitted. We need scarcely refer to
the Great Britain, the Cleopatra, and the Sarah Sands,
now on their voyage to Australia, cei weii as others trading
between this port and America, nor to the powerful vessels
built by the General Steam Navigation Company
for the Cape of Good Hope and East India trade.
We have them likewise employed in the mail packet
service to Sydney, aid it was only lest week we had
the pleasure of recording the despatch of the Fore-
, runner ma the first of • line of screw steam. packets to the
coast of Africa. Pram the western coast of America, screw
steamers of the largest size will shortly be engaged in the
trade with Australia, and lastly, we have those on our own
.seats which have given • new feature to the collier trade,
and promise ere long to supersede sailing vessels altogether '
as carriers from the north of England to the Thames. Such
facts as these cannot fail to impose serious considerations
! upon the shipowners of the United Kingdom, involving as
they do the prospect, however disagreeable it may be, of a
rivalry with sailing vessels which, although already beginning
to be felt, must inevitably and ere long increase to an extent I
which none of us • few years ago could have contempiated.
In this ease the rivalry is not merely between steam end
=new, for in the auxiliary screw vessels steam and canyon
are united; but it rests between them and ships depending
entirely upon their sails and site to make a long voyage sad
carry • largo cargo. In vessels propelled with the auxiliary
screw we find that, In consequence of their using but •
limited power and employing their sails alone in fair winds,
they require to carry a less quantity of coals than paddle.
wheel steamers, and, therefore, have more capacity for cargo.
In the present day, more especially, speed is an object,
either as regards passengers or merchandise ; and, there-
fore, we see tho largest vessels departing every month filled
with both. It is useless, therefore, longer to stifle the re-
Beefiest* which such • state et things suggests. It is cer-
tain that a revolution in our shipping interests is fast ap-
proaching, and it will be well to anticipate events which
must, sooner or later, produce an important change in the
'mercantile operations of the couutry. '