The national era. [volume] (Washington [D.C.]) 1847-1860, 1853-11-17
THE RIVAL OCEAN STEAMERS.
LONDON, Oetober 1853
To the Editor of tie National Era

LONDON, OCt0Oef, 1898.
To the Editor of the National Era.
1t was, and is yet, question in the minds Of
many who cross the Atlantic, whether the Gu
nard or Collins steamers are the best seal boats;
in other words, which are best adapted to en-
counter the heavy weather" of winter, and
afford the most comfort 10 passengers. Beng
somewhat acquainted with nautical affairs,
accompanied celebrated ship. builder to view
the Atlantic and Pacific while on the stocks
Being some what prejudced, in consequence of
the many failures IN our first attempts ut build.
ing ocean steamers, aud finding my friends
views nearly cOincidlng, We expressed an unla-
vorabe opinion of the experiment, for such
they were considered at that time The model
seemed unsymmetrical-a combination OF lines
clumslly and singularly carried out and with
their extreme length and high set upon the
water, we agreed-tbough they might if their
engines proved equal to the immense hull, mako
good work in smooth weather - they would
labor heavily in a sea way, roll badly and
make bad time in heavy weather.
Again, while conducting Southern journal
in the spring of 1850, | WAS unfortunately
drawn into controversy on the prospective
merits of the two lines, through an article
which appeared in the Scientific dmericdn, on
English and American Steamship Building"
which article was copied, with comments, into
tn, Savannah Republican. I'm that controversy
! strenuously cOntended that, though the Col
Inns line might prove themselves equal to the
Cunarders in the fair weather of summer, the
| latter would show their superiority when CON
tending against the heavy weather of winter.
Having sailed in both, ! AIN happy 10 say that
results have entirely changed my opinion, and
| am now fully convinced and constrained tn
say that the Collins boats are far superior in
heavy weather.
Leaving New York for Liverpool in the Pa
cfc, Captain Nye, on the 10Th Of March last,
the season afforded good opportunity for test.
ing the sea-going qualities OF ship and IL few
words may be sufficient TO give the result.
When nearly half way across, we encountered
a heavy NORTHEASTERN, which lasted, with shorG
interval, nearly five days, during three of which
it amounted t, one Of the most violent gales
have ever experienced at sea. From first to
last, | never was on board any vessel 50 easy il,
a sca, or that behaved more nobly as tho sail
ors would term it. IL was surprising To SEQ
such leviathan meet the worst of seas, some
times threatening to bury her in their madden.
ed sweep, and surmounting them with the cas-,
aud beauty Of pilot boat During the wort
Of the gale | daily stood on the upper deck,
watching her behaviour in ia ing the seas with
feelings of surpriee and admiration Not Il
single seq boarded her, fore or aft and her
cabins, from the upper to the lower deck were
M dry and comfortable ~ the parlors of II New
York hotel The wind, suddenly rising to tho
southwark on the third day, threw up sharp
crosssea, which, necessarily working in it,
trough, i, more trying to both engines and hull.
Here she proved herself equally as good sea-
boat, easy on her helm dciying the seas ~ it
were, and making good time. ! several times
went into the engine.r0on,, where ! found thu
engines working TO admiration, as smooth az
such ponderous machines could have worked
under any circumstan and, with only seven
inches Of steam, Iropelling the ship nine knot,
an hour. Not the least sign of working could
10 detected about the hull, which seemed al
firm n if it had been knit together.
A ship, however strongly built, will during
those trying times, ovince some degree of work
ing upon the clamps and about tho lodging
knees but, although ! watched AS closely a.
possible, there was not the least sign iD or
about those parts of the Pacific. With my
knowledge Of ships and bodybuilding, could
scarcely have realized that such an immense
hull could have been put together with such
solidity. Notwithstanding the heavy strain OF
such ponderous machinery, the seams about
ncr tOptluts are M huu rs urn tncV
were the frs. day she WAS launched. This, e
itself, speaks volumes for ships strength.
Some have decried their ungainly appearance !;
but when it is considered that w easy are thew
on the helm that one man is sufficient ut tho
wheel during the hardest weather, it must ba
Acknowledged that there il q beauty of model
under water which fully Offsets for the ungain-
ly appearance above The uninitated have
frequently been led into an error by the crcak-
ing noise which IS kept up on board the Col
lius ships during q storm, sometimes alarming
the more timid Of the passengers. This arises
entirely from the superabundance OF joiner
work, pannellipg and decorations, in and aboud
the cabins, and is altogether independent OF
the hull
There is this difference between the two lines !:
tho Cunarders are beautiful models strong,
very sharp are rakish, set low in the water,
and are intended to cut through the sea instead
of riding gracefully over it This naturally
makes them what Jack calls "very wet" They
are continually taking the sea forward 10 heavy
weather, and not untrequently pass it along to
the cabin, accommodating its occupants rather
beyond their wishes.
The Collins ships are full above the water
line, set high on the water and, instead Of cut
ting through the sea- ride over il with the
buoyancy OF . duck. A friend Of mine from
Andover, Massachusetts,, who came over in one
OF the Cunard boats from Boston, few weeks
before NJ, informed me that the chip was wet
and uncomfortable all the voyage. That ON