The New York herald. [volume] (New York [N.Y.]) 1840-1920, 1851-03-18
ATLANTIC STEAM NAVIGATION.
TAe Ocean Route frem England Co the
United States-Thc Pioneers OF the Business
The Cunard aad Collins Steamers.

re Ocean Route Crom England Co the |
United states-The Pioneers OF the Business |
The Cuard aad Collins Steamers.
Iron Chambers Papers for the People
When il WAS first proposed, about 1886, 10 cross |
he Atlantic by steam power alone, the idea was
de- emed Elusive. Some OF The most distinguished |
scientific men in the country gave averdlct against
IL, and prophesied its failure IN no unequvoch Ian
gaage. AT the command OF these philosophers, all
kinds Of spectres rose up from the Atlantis ocean,
20 terrfy the daring men who had determined to
make the attempt. The action OF the paddle
wheels on the water-the waves, ana storms, ana
currents of The Atanrc-and the quantity Of coal
necessary to be used, all made the subjects Of
nice calculations, such as no person could dispute
and the the they all tended 10 prove was, that
the project utterly impractcable. To men
who made pretence TO be philosophers, the
difficulties in the way were self obvious he dis.
lance 10 be traversed was at least three thousand
miles OF clear ocean, with no intervening land
where a vessel might run for shelter or supplies.
Mariners know well that the Atlantic is not only
frequently agiated by terrific storms, but that Its
currents run across the track OF any vessel sailing
betweea England and America. Tae effect of
these currents such, that while the tine packet
ships called g liners" by which communication
was chiefly maintained with America, could
sail from New York to England in about twenty
days, the time occupied by the same vessels on the
yoy age out TO New York was usually thirty. six
day. The estimated quantity of coal necessary to
propel steamboat across the Atlantic, see med 10
stamp the project at once as impractcable IL was
no doust true, that, in 1919, steamer called the
Savannah. OF $50 tons, h i'd performed the voyage
between New York and Liverpool in twenty. six
days; but this vessel used sails well as steam,
and she was a week longer on the voyage than the
time usually occupied by the "liners" so that her
performance was neither precedent nor guide.
But the re were steamships employed on government
serves in the Mediterranean, and on other coast
stations from which data were obtained serving TO
chow that 10 accomplish voI age OF the same
length that across The Atlantic, Two tons OF coal
would be used for each horse power OF the engines
that is 10 say, if the engines are OF 300 horse
power, they would consume 600 tons OF fuel before
they reached The terminus of a 5000 mile voyage
But a spare supply must always De carried, to pro-
vide against accident or delay; that the guam
tity in the supposed case must be raised 10 about
700 tons. On The other hand, il wds SAID that il
the tonnage of the vessel were made more than
four times its horse power, the latter would be IN
adequate 10 Its propulsion at the ordinary rate OF
ste am-ships. The tonnage, therefore, OF the sup
posed vessel could not exceed 1000; and after
making allowances for cabins, ships stores, ma
chinery boilers &c, the space left for fuel would
not contain more than 800 tons, which would all
be consumed before the vessel arrived within 500
miles of the American coast. What could be
palmer than this reasoningl There were the
hgures, vouched and verified by government Off
ceTs-to have questioned their accuracy would
have raised doubts as to the sanity of the ques-
tioaer-and so the conclusions went forth unchal-
leDged, calling up vivid pictures OF a magnificent
steamboat suddenly stopped in its career for want
OF fuel, and rolling like helpless log the un-
such consummation, II was proposed TO reduce
The sea voyage TO its tast length, by taking the
most westerly part of Ireland and the most easleriy
ct America as the iermlni, and constructing
railway across Ireland 10 communicate with the
steamer.
But among mercantile men another great ques-
ton arose-would the speculation pay! IL is well
known that steamboat costs much more than a
sailing vessel both in construction and working:
the sails of the latter filled by wind, for winch
nothing whatever is paid but not an arm OF the
machinery OF the former will move until the far
mace has been fed with COAL never to be had, even
at the cheapest ports, .hout considerable out
lay of money. The officers and men, too, must be
more numerous, and the machinery, boilers, and
fuel occupy very large space that IN sailing YES
sels is iilled with goods. The number OF pascen-
gers who crossed the Atlantic every year was cer-
iainly very great; in 1886 (the time at which the
project Yves discussed) The number might be esu-
mailed at about tO,0O0; but all, or nearly all, Of
The Sc were emigrants, utterly unable to pay such
charges az the owners of steam-vessels would be
obliged to make. The trade between this country
and America was certainly most extensive; but IN
carr ing the goods bought and sold no steamer
could compete successfully with sailing vessels.
Unless, therefore, remuneratiye passe niger traffic
could be created by the certainty and speed of the
communication, and a favorable contract obtained
for carry ing the mails, il quite evident that The
sps culauon would not pay.
There were, however other mercantile consid-
erxtons affecting the entire commerce of the coun-
try, which rendered il Gear that If he regular
v'gaton Of the Atlantic by steam were practicable,
IL vas essential 10 Brush commerce. Nothing is
20 important IN extensive commercial TRANSACTIONS
as early and regular Intelligence, and quick and
speedy transmission Of orders and goods Judging
from what steamers had already done, IL was
reasonable 10 expect that they would cross the
Atlantic in half the tine occupied by the old
liners; that New York would be brought within
ten or fourteen days voyage from London, Brs.
iol or Liverpool; and that the arrival Of advices
might be calculated with certainty TO day, if not
10 an hour. The effects OF this, not only on com
me rge n 1epa ~ a. anA
manufactures-not oaly on the merchant and
broker, but on the manufacturer and artzan-It
was difficult 10 oyeresllmate. A glance al the
extent Of our commercial relations with America,
Will present this In a clearer light la ls26, the
value OF the exports from this country was ESQ.,
3bs 572, or iittle more than a million of pounds
sterling every week; OF which, while about a
rhlrd was sent TO Eufope, and seventh to ASIA and
Africa, nearly fourth was sent to the United
States, and another fourth to other pats of
America Again our imports from America con-
s,st Of articles that have become essential both
the industry and subsistence Of the people. The
gRsnuc cotton manufacture is an example. The
number Of cotton factories in England is 1853, in
which 292 e62 PERSONS are employed II to this
number we add that large class engaged in dealing
in the ra~ material; thar other large class employ
ed in making the machinery; others in bleaching,
dy eng, and printing; and the host OF tradesmen
and shopkeepers engaged IN supplying their wants,
We shall find that (includirg their tamIlies) about
an eighth OF the population are directly or indi.
recfly dependent for support and subsistence on
his at branch Of industry. In 1896, the guam
iiy OF raw cotton imported to supply the factories
with material, and the factory workers with en-
ploy me Mt, was in weight aboi tour hundred mil.
hons Of pounds; end Of ihst quantity more than
Jour -hfths came from the United states of nerica
alone; while the value Of the cotton manufactures
ffom the United Kingdom during the same
year. was about go 600 COO Sterling Bat further.
4 very large proporuon a. the dyes used in calico
urntpg. such ss cochineal, logwood, Sc are
brought from America; end from the same cont.
are procured the greater par Of the supplies OF
hose articles now become nesessaries ~ life
sugar and coffee, which are, perhaps, consumed to
a greater extent among the factory workers than
among any other part Of the population. II is oh.
stous that whatever tends 10 give regularity and
ed 10 the intercourse by means OF which this
NINE nse trade " earned on, must al the same time
introduce greater certainty and stsadness into all
ts departments, and prevent many Of those fuctu-
ions and changes 80 detrimental 10 the interests OF
MI concerned, bot especially OF these whose labor
3 the In only calltal.