Maumee City express. [volume] (Maumee City, Ohio) 1838-184?, 1838-09-29

tirely different from the rolling of sail vessel,
that 1t almost ceases to be an Inconvenience.
All who are familiar with the Ocean, are well
aware, that when sail vessel rolls, she brings
up with a jerk which generally sends dishes,
glasses, tables, and everything that is moyea-
BILE, from one side of the cabin to another
sans ceremonie. But not SO with the Great
Western, or any large steamboat. From the
causes just enumerated, or some other, when
rolling with the heaviest sea directly abeam,
she rolled so easy that it was impossible to de-
termine when she ceased her roll to one side
and commenced her roll back again. The con-
sequence of this peculiarity was, that in the
heaviest weather we were quietly seated at ta-
BILE without the slightest projection to dishes or
wine glasses, and rarely if ever did it happen
that q wine glass well filled with wine, was in
danger of being upset. On our passage to
England we had three officers of the navy and
several masters Of vessels passengers with us,
and on our return one officer of the navy and
two masters of vessels, and we are authorized
to say, that each ofthese repeatedly declared,
that the Great Western was the easiest sea
boat they had ever been on board of, and in
their estimation, as safe as any vessel in the
that her captain is as gentlemanly comman-
lificd for the important station he holds.
But our object is not to write and article in
favor of either the Great Western or her Com
mander. We commenced these remarks un-
dera conviction that our fellow-citizens have
exhibited lukewarrnness in regard to this
question of Atlantic steam navigation, which
Il ,F
the Union; and having had more than usualex
perience in the matter, we deem it our duty
frankly to report the result of those observa-
tions, in the hope of arousing our merchants
to the necessity of making some prompt and ef-
icient efforts to retain in their hands the car
rying and passage trade between Enland and
America. What we have said therefore, in re-
gard to the good qualities ofthe Great West
ern, we deem still more applicable to steam
vessels of a larger class. She is of the burthen
of 1910 tons, we believe; and the result of our
observations and reflection is, that she is of the
smallest tonnage that can ever prove profitable,
and that all well built boats, will be secure,
COM Portable, and profitable, just in the ratio of
their tonnage,-taking three thousand tons as
amaximum. We are of fopinion, that it would
not cost more than fifty per cent additional to
steamer Of three thousand tons than
it does the Great Western, while she would be
able to accommodate with perfect comfort, $50
instead offs or 80 passengers, and instead of
being able to carry 159 tons of merchandise,
would, without inconvenience to her passen-
gers, very easily carry seven or eight hundred
tons-possbly more. The great size of such
a vessel would very greatly increase her safe
ty, as il is well known that when clear ofland
and rocks, the safety of a vessel from the ac-
ton ofthe winds and the waves, is in proper
ton to her size. And with regard to steam
power, two engines of three hundred horse
power each would propel a ship of three thou
sand tons quite as rapidly as two Of 225 horse
power would propel one of 1340 TONS Thus
the British Queen, although five hundred tons
larger than "the Great Western" has two en-
gnes Of only $50 horse power each, and she
being of 1900 tons burthen and upwards, pro-
badly engines Of less than S00horse power each,
would be sufficient for steamer of 5000 tons.
But we take that power as maximum, and
argue thai under no circumstances would
the expenses Of running boat of 5000 tons be
fifty per cent greater than are the present ex-
penses of the Great Western. .... ,,.,. -.
II then, we admit the security of the Great
Western, and of this there can be no doubt,
and also herability to carry sufficient coal to
make the voyage across the Atlantic and back
-tohich aoe k',oao to be the .fact-and if, not
withstanding her conlparatIvely small size and
inability to accommodate as many passengers
as offer, or 10 carry more than $50 tons of
freight,--if we say, under all these disadvan-
tages, she is still doing more profitable busi-
ness than any vessel ever did before, can there
be doubt of the far greater security and far
greater profit in a vessel of three thousand tons
or more, at but slight increase of expense?
One Of the great objections on the part of
many to steam boats and steam ships, is the
apprehensions of the constant jarring motion
which all have experienced on our River boats.
But nothing fthe kind has ever been felt on
board the Great Western, or ever will be on
any steamer probably built for navigating the
Atlantic, The reason, is obvious. Instead of
being slightly constructed for River navigation
and speed, as are all our boats, the Great
Western is built as strong as wood and iron
can make her. One half of her entire length
in the centre, is solid mass of sixten inch
timber corkrd, brdced and stayed with wood
and iron in every way that ingenuity can de-
wise and this efectually prevents the usual
tremulous motion of our steam boats. Then
her engine works perfectly easy as good en-
gines should, and the engines and boilers being
in an iron,cased room to guard against fire,
neither noise nor any disagreeable odour is ex-
perienced in.the cabins from this source. In
short, twas very justly saidby her passengers
on one of her trips, that it is impossible to de-
,:errnine when sitting in the saloon, whether
her engines are or are not in motion.
But, say some Of our capitalists, if the nav
yigation ofthe Atlantic by steam is as profilta-
bic as isgenerally reputed, how is itthat Eng
lish capitalists fevince an unwilingness to en-
bark in the enterprise? The answers at hand,
and we know from capitalists themselves that
lit is the, true, one: They are laboring under
the, Gl that han O rsre