The daily union. [volume] (Washington [D.C.]) 1845-1857, 1853-05-19


speed would be prodglossy increased even WIN her
present engines. ~ .
t" And pray, said one 10 inc builder OF lhs matco
Polo. what price did you get for your fine i.4oo ION
ship"
"Yery little," replied he; " not half what she is
worth only 20 .OOO" Il
What SORT OF figure head did you give her J" asked
another. What does New Brunswick consider the
apropos device :"
aOhp replied our friend from New Brunswick, . we
thought with opbooiS and kase-b,esches woud DC
the proper and classic costume Tor so celebrated ua'
eer /"
Only imagine! the Venetian traveller OF the threenih
century dressed like English country squire oil lhe
eighteenth
Since 1882 The value OF ships has risen much, there
is le doubt that the Marco Polo is Just worth al the
present time least double her first cost Such are 'he
chances OF speculation in shipping
Never had a steamer better chance Tor crossing Inc
Atlantic as the sea was as smooth as a sylvan lake In
eight days, The usual fogs indicated the approach 10 the
banks OF Newfoundland and on Inc tenth DAY the
rugged of Nova Scotia announced vicinity TO
Halifax From This town the voyage Is short TO Boston
but The weather still continued cold and foggy. Ga
leng Boston bay the chill atmosphere rendered warm
clothing necessary though upon landing the beat was
most oppressive, the thermometer standing at 97o IN the
coolest place 1t is impossible 10 give adequate &C
OF the eneyatns effect OF this sudden change on
the frame. , -.
for which paid $l2o, about E24 and now proceed TO
give description OF that vessel.
The American steamship Baltic, belonging to the Col
Inns lne bull, by Jacob Bell. OF New York, at cost
Of $40 900. equal ia round numbers to E42,ooO She
is baque rugged and can spread about the same quantity
of canvass ordinary soop-of-war
Her dimensions are as follows
Length on deck, nearly the same as keel 2s3 feet.
Breadth 40
Depth "a
Tonnage 2I3s
Scathng 2o inches in the throat inches at the plane
sheer She fastened with diagonal iron braces through
out and has three decks below the spar deck. win
100 of coal, 600 tons OF freight and iui compile
men OF passengers and baggage she draws about % feet
ulmpdafp FIRST Sc
second class.
She is fitted with two sde-ever engines 90 inch cyl
inders and 10 feet stroke, and the entire cost OF engines
and boilers was $259,000, equal 10 100000
Her average consumption of fuel is so tons per day;
her Goals averaging los Cd ton in England and ISIS Cd
in America and she daily llghteDs 81 inches.
Diameter OF water wheels 80 feet
Length OF buckets ~ feet width 20 inches
Number of buckets to each wheel : 30
Diameter of paddle shaft in the bearings % inches.
In smooth water the wheels average Is revolutions.
Her average for the last year, 10 nches limit
permitted by the company, IS inches; but 1t is seldom
reached at as the cylinders consume the steam faster
than il can be produced. The highest speed made
is IS knots per hour and the least run last winter
for "a hours 167 nautical miles None OF the vessels OF
this line have been cauked outside since they were
launched, ever hove 10 at sea IRON stress OF
weather. Three thousand pounds, or fifteen thousand
dollars expended 10 supply passengers and crew Tor
one voyage to England and back Wines and liquors
are moi included in this ex rditue, and matter OF
accommodation TO the passe ers, as no poht is made,
only sufficient advance upon y cost 10 cover losses
same passengers can answer Tor the goodness and
cheapness of these articles from my experience.
TIE usual charge for passengers is ESQ from Eng land
and E24 from Amerca-the return Trip being thus con-
sdeaby cheaper 1t is usual to give the waiter that at
tends at table 10 shlliings and likewise the bedroom
atiendants the sewardess who attends ladies', at same
The officers iogether there are likewise SEP
arae Tor the engineers sailors siokers and coal
tmmers, that they do not interfere with each other
The three latter classes have fresh meat in the morning
and at noon, and salt pork and beef Tor supper The
remen and coal rimmers consequence OF the severity
of the work, have supplies OF provisions set out for
them all night The officers and men in two watches,
and careful logs kept both IN the sailing aud engine
departments
am only doing justice 10 these magnificent vessels in
stating that they are beyond any competition, the finest
the fastest, and the best sea-boas in the world am
sorry be obliged to say this; but, naval officer,
feel bound 10 candor to admit their great superiority
Their extraordinary easiness caanot fail TO excite
be admiration OF sailor; never beheld anything like
il. There none oil that violent punging, that sud
den check usually attending large ship in heavy head
sea The elongated bow dipped gently in when a vast,
SIDED, and threatening swell appeared veIwhe'mng
ly rush upon her The whole lore length OF the vessel
appeared TO sink gently down until almost level with the
water, and gradually 10 Use again alter passing Most
wondrous OF ALL no board, and the foam
ing and angry waters appeared TO glide harmessy past
her peak and narrow bows, The extraordinary differ
in this the America most mark ed,
a very ordinary head would dash angrily and with
huge volumes, over her bows. | attribute these admira
BILE qualities TO two reasons: Firs The long and gently
graduated bow and secondly, the ghiness and baoyan
cy OF the forepaH OF the vessel when relieved from the
bowspri, This bowspr,, in the Cunard line projects
considerably from the bow and it's weight is greatly ag
gravated by the leverage caused by It's projection ann
of its exact weight, but 1t must be enormous,
particularly al the extremity. The most experienced
sailor would be very much deceived in forming judg
OF the seagoing qualities OF the Cunard and Collins
steamships from a mere outside inspection and | ac-
knowledge that, at first could conceive the Collins
line 10 be safe and easy in The Cunard line
From a considerable experience IN all classes OF steam
vessels besides the Cunard America, advisably assert
that the Baltic is out and OUT by long Odds the very best
and easiest steamship ever sailed in.
cannot refrain from calling the attention OF steamship
builders of England 10 the uselessness aHd even absurd
ty, OF heavy bowspr TO vessel that mainly depends
upon her steam. Ii would be considered absolute abb
sudity for either OF these vessels TO attempt to beat to
wndward Before he wind, there little doubt that the
Collins would the Cunsrd out of sight in a dozen
hours The vast and heavy bowspnt OF The Cunad line
ia therefore absolute excrescence-a bowpang ng },
speedstoppng, money spending, and absurd acqules
cenoe in old fashioned preudces about appearance, and
what the old school attempt 10 swamp all argument by
condemning not ship Saf. Pstap what confounded
nenis, and allows Brother Jonatban 10 build the finest
seagong steamers in The world, which the Collins liners
undoubtedly are.
Az some slight proof of this assertion, lie, describe
what took place in the Baltic the 9th and 7lh oil No
vember, 1884, the passage TO England in about ati
tude As deg. N Longitude Is w. AT 10, q. m the
former day. this vessel proceeding with foil power
at the rate OF thirteen knots, the engines making six
teen revolutions minute. At this time light breeze
blowing from the southwest, with a slight swell
from the eastward About the swell increased,
and very dense, dark coppery sky perceived at
the starboard bow, bearing southeast The barometer,
which had been carefully noted, had been gradually
sinking for hirysx hours bu, still the southwest wind
and anon breahed hoarsey into and filled the flap
ping canvass The stormy Indications IN the southeast