The Liverpool Standard and General Commercial Advertiser.
Liverpool, Merseyside, England, 1850-01-08 00:00:00

THE NEW AMERICAN PACKET-SHIP

" JACOB A. WESTERVELT."

The SALOON, or first Cabin, forms a kind of quarter-
deck ; but, for the convenience of working the ship, there
is a gangway completely round it. The hitherto elegant
fitting of ships' cabins is in this excelled. Round the
wkole apartment there is a panneling of beautifully fea-
thered satin-wood, with skirtings of zebra-wood, which is
divided by pillasters of rosewood, chastely enriched with
enamelling of gold. The ceiling is formed into pannels
by the deck beams, and being dead white and gold, forms
a light and elegant relief to the richly polished cabinet-
work. Brilliant pier glasses, in carved frames, are fixed
at each end of the saloon, and though the cabin is not
calculated to accommodate more than twenty persons, by
the double reflection its appearance is greatly augmented.
The between decks is worthy attention. From the
cabins being built on the upper deck, one uninterrupted
space is presented from stem to stern. The berths are of
iron and portable, but, instead of being placed as in ordi-
nary ships, down each side, they are in centre, and thus,
from the ventilators, which run through her fore and aft,
a double action of air is received, and the side lights be-
come far more efficacious. Indeed, we may safely say
that the accommodations now presented are perfection.
Every modern improvement is adopted, and nothing that ,
could add to the comfort of the traveller has been neglected
in the equipment of the Jacob A. Westervelt. The num-
ber of superficial feet in the second cabin is about 6,000
feet, and on the lower deck about 5,000, which will enable
her to carry in all about 900 passengers.
The Jacob A. Westervelt is a three-decker, but with
the exception of the enclosed state-rooms for second cabin
passengers, there is little difference between the lower
and upper deck,—indeed, the latter has the advantage in
height, but both approach eight feet. She was built at
New York, and bears the name of her constructor, who
is now classed as the largest shipowner in the United
States. The dimensions of the J. A. Westervelt are—
Length between perpendiculars .... 190 feet.
206 feet.
42 ft.. 6 in.
28 ft. 8 in.

Length over all
Breadth of beam
Depth of hole ..
In point of strength she is such as will class h .
ten years, being admitted as a " live oak built ship ;"
framework, timbers, and deadwood fore-and-aft, are o
that durable material. Her planking is of white oak,
commencing with a nine-inch thick guardboard steath,
and diminishing proportionately to the wales, where it is
5 inches thick. This strength, too, is greatly aided by
the ceiling which crosses the planking diagonally. The
number of white oak :and yellow pine knees, used in her
construction must be enormous, and they are all of great
strength and well grown. The hanging knees are about
22 inches in the throat, and beautifully fitted

A 1 for

She is

built with every strength, and finished with every
nicety, her bulwarks being scraped nearly to the finish of
a coach panel.

In beauty or appointment the J. A. W
(irrespective of nations) second to no ship in port. She
is consigned to Mr. John Taylor Crook, and is under the
command of Capt. Hoodless, whose run of 16 days from
New York to the bell-buoy, needs no commendation to
establish his name in handling a " clipper-craft."

will stand

?,_NAVIGATION OF TIT

INDUS

So far back as August or September 1843, we had oc-
casion to notice the building, by Mr. John Laird, of
an iron vessel, for the navigation of the Ganges, called
" Loodeania,"—now " The Napier",—and which has
proved herself the best craft for the purpose hitherto pro-
duced. Mr. Laird's success in this, and in many other
instances, (embracing all kinds of iron vessels) recently
procured him an order from the Hon. East Tndia Company
for a large steam vessel, for the navigation of the Ganges.

for shallow water, and as she is now nearly completed, we
obtained a cursory view of her yesterday.

The vessel is upwards of 200 feet long, and 30 feet
beam.; and will draw, when loaded, about two feet of
water. Her model resembles that of the Napier, with
such modifications as experience has suggested. The
principle, (in form), is that of the canoe, shovel shaped at
both extremities, and the bottom, amidships,—without
keel—forming an inverted gentle segment of an arch ;
the centre portion, however, or floor, being nearly flat.
The rudder is loose, and hung by an iron bar. This is
applied at either end as necessity requires, and the lower
part of the rudder is level with the under part of the bot-
tom of the vessel, though it is below that part of the
turned up extremity under which it hangs. On deck the
vessel much resembles the Woodside iron steamers, (also
with a rudder at each end), built by the same gentleman,
but is of much greater length.
She is divided longitudinally into what may be called
three vessels, by water-tight bulkheads, and traversing
these, athwart ships, there are other bulkheads, dividing
the whole vessel into thirty water-tight compartments,
and adding greatly to her strength. Her depth from the
spacious flush-deck, varies] (from her build) from 11 feet
in the middle to 8 feet towards the extremities. The
floorings, engine bed, &c., are all of tubular or spout
wrought iron, imparting great strength. She is to be
propelled by paddle-wheels, to be worked by engines of
160 to 180-horse power, but which may be worked with
safety to a much higher pressure. It is expected that
the vessel, per se, will attain a good speed, and she will
be capable of towing two or three large cargo or luggage
boats. The bottom being of the canoe form, should she
go upon a sand bank with the current in her behalf, an
anchor may be let go at the then stern end, and the water
washing under her will clear away the sand and release
her from the danger (to which ordinary boats are liable in
such navigations) of getting broadside on and being da-
maged or capsized. Should she take a bank or snig, in
running against the tide or current, the anchor may be
let go at the then bow, and she will drift back into the
deep water. The numerous bulkheads will give her great
strength in resisting collisions of any kind, or strains on
the shifting sands of the river for which she is destined.
Such is the floating capacity of the vessel, and the ex-
tent of her decks and accommodations, that she will carry
a full regiment of soldiers at a time. All deck or top
lumber is avoided. So far as we can judge, the plan is
much more simple, and likely to be more efficient and
workable than the composite or united train of boats pro-
posed by Mr. Bourne; but we shall defer all details on
this point until a future occasion.

The vessel will, when finished, be taken to pieces, and
sent in a ship to India, to be finally put together.

GREAT GEORGE WARD.—Last night a numerous meet-
ing of the electors of this ward was held in the large room
at the Great George Tavern, Upper Pitt-street, for the
purpose of proposing a gentleman as a councillor for the
ward, in the place of the late lamented councillor, Mr.
H. G. Harbord. It was proposed by Mr. Thomas 'Wag-
staff, and seconded by Mr. Samuel Lloyd, and carried
unanimously amidst much applause, that Mr. Richard
Ilarbord was a fit and proper person to represent the
ward in the council chamber. A committee of influen-
tial gentlemen was formed for the purpose of securing Mr.
Harbord's return. The election will take place to-day,
and we have no doubt that the popularity of the respected
candidate will secure his return without opposition.
GREAT SUSPENSION BRIDGE IN RUSSIA.—A suspen-
sion bridge upon a large scale is now being constructed
across the river Dnieper, at Kieff, under the direction of
Mr. Vignolles, the English engineer. The town of Kieff
is picturesquely situated on the right shore of the Dnieper,
which is one of the largest rivers in Russia, and at this
point, though one of the narrowest parts of the channel,
half a mile broad. This bridge is to be thrown from the
marshy ground on the left bank to the foot of the accli-
vity on the Kieff side. Wrought iron chains are to be
used for the bridge by Mr. Vignolles' suggestion, instead
of wire-ropes, which were thought of. The bridge is to
have four principal openings, each of 440 feet, and two side
openings of 225 feet each ; also a passage of 50 feet on the
right shore, spanned by a swivel bridge for the passage of
steam-boats and other crafts. The architecture of the
river piers, five in number, harmonises with that used in
first class fortresses. The ways through the piers have a
clear breadth of 58 feet, and the platform of 53. The
footpaths project beyond the chains. The quantity of
machinery employed in the construction is enormous, not
less than nine steam-engines being in use. A model of
the bridge, which was made in London, is now exhibiting
at St. Petersburgh, where it creates a great sensation.
An interesting circumstance connected with Klieff is that
it was the spot where Christianity was first planted in
Russia.

The " wooden walls of Old England" is a glorious,
national, and time-honoured toast; one that was wont to
command a bumper goblet frdm all who held allegiance to
our state, but, like " speed the plough," it seems des-
tined amidst ministerial mismanagement, to be placed as
but " a record of the past." However we may wish,
from a national pride, to uphold the supremacy of our
mercantile marine : we cannot close our eyes to the
rapidity with which America is increasing her merchant
service. Since the Ist of January last, 28,815 tons of
shipping have been launched at New York, and 19,045
additional have been partially constructed; together com-
prising 5 steam-ships, 12 steam-boats, 22 ships, 3 barques,
6 ferry-boats, and 1 barge, or a total of 52 vessels. Our
docks are at this moment graced with " the Constella-
tion," the Guy Mannering," " the Shannon," and other
of the 22 ships, not one of which is of less burthen than
2000 tons ! Another new and beautifully-finished "Mon-
ster Ship," has just completed her first passage, she is
called "The Jacob A. Westervelt," and as for beauty of
model will no doubt command attention, dismissing
natural predilections, we give such particulars as may
prove interesting.
The Jacob A. Westervelt is by new measurement 1,600
tons register, but her burthon considerably exceeds 2,000
tons. She was constructed as a sister ship, is of
similar dimensions to the favourite liner Guy Mannering,
and is, consequently, some five or six feet larger than an
ordinary seventy-four gun ship. With a breadth of beam
thoroughly efficient to provide ample bearing, she is
particularly fine on the lines—clean in the run, and sharp
in the entrance; but she is so neatly rigged, and sits on
the water so lightly and gracefully that few from exterior
appearance could form a conception of her gigantic
tonnage. On deck, however, her midship beam is carried
well forward, so that a roomy topgallant-forecastle is
secured—and aft of this are several deck houses, which
offer accommodations certainly worthy of notice, at a
time when sanitary regulations are so requisite. They
comprise a surgeon's room, with ample stores of medicine,
not packed in a chest, but arranged as in a chemical
laboratory, bath rooms, and separate hospitals for male
and female emigrants, ice houses, &c. There are separate
fore and aft entrances for the several classes of passengers,
and the cooking apparatus provided is superior to any we
have hitherto seen. To prevent the possibility of fire
being communicated to the ship, the galleys are floored
with concreted cement, and entirely lined with zinc.
Lightning conductors are inlaid in the mast, and carried
through the ship, and she is fitted with Brown's portable
fire engine, which can be momentarily used in case of
need.