Weekly national intelligencer. [volume] (Washington [D.C.]) 1841-1869, 1853-07-09

by long Odds the very best and easiest steamship
sailed in.
cannot refrain from calling the attention of steamship
builders of England the useessness even absurd
ty OF heavy bowspnt to vessel that mainly depends
upon her steam IL would be considered absolute alb
surdty for either Of these vessels TO ampt TO beat TO
windward. Before the wind there is little doubt that
the Collins would the Cunard out of sight in dozen
hours Theyast and heavy bowsprt Of the Cunard line
is therefore absolute e2crescence-a bow-plungng
speed stopping, money spending and absurd acquies
cence in odhshioned preudices about and
what the old school attempt TO swamp all argument by
condemning ship-safe. PshaC what confounded
stuff This is the sort Of feeling that prevents improve
mens and allows Brother Jonathan build the finest
seagoing steamers in the world which the Collins liners
undoubtedly are.
AS slight proof Of this assertion let me describe
what took place in the Baltic the 9th and 7h Of No
yenber 1852, the passage to England in about lat
tude 40 deg M longitude IL w. At 10 A. NJ on the
former day this vessel was proceeding with full power
at the rate of thirteen knots the engines making sixteen
revolutions per minute. AT this time light breeze was
blowing from the southwest with slight swell from the
eastward About noon the swell increased and very
Dense dark coppery sky perceived the starboard
bow, bearing southeast The barometer which had been
carefully noted had been gradually sinking for thirty
hours but still the southwest wind and anon
hoarsey into and filled the tapping canvass The stormy
indications in the southeast gradually increased in in
tensy as we rushed forward at the great velocity before
Overwhelmingly, thirteen knots. APP. NJ the ba-
rometer-that faithful and valuable montorsank consi
deraby. Captain Comstock, the experienced comman-
der, invited into his cabin and began to discuss the
now clear indications of approaching storm From
the various signs afforded by changes in the direction of
the wind, swell of ocean, descending glass; and other in
faible tokens, known only experienced seamen we
speedily came to the conclusion that the Baltic was APP
preaching the course OF an Atlantic cyclone. From the
position Of the vessel and her rapid notion we mutually
agreed that the eastery breeze which had suddenly
in clearly indicated that rapidly approaching
the northern edge of the cyclone This will be plainly
understood by the landsmen and uninitiaed when ex
plain that the cyclones in the northern hemisphere re-
q ASST moi rde
southeast The eastery breeze, therefore could only
strike the ship In its northern extremity. If she had
been for instance at the southern extremity of the ro
tary storm, it is clear that the wind would have been
southwest until the vortex was passed. when the south
eastern course of the circular whirwnd storm would
have struck the ship
Although were confident that our theory was cor
rect yet Captain Comstock like prudent, careful and
able commander, as he is made every preparation to
Withstand the worst weather At this time the
ter had sunk lower than experienced (28 even
IN the most furious storms and the gyatory motion Of
the tortured and fragmented clouds in the southeast
showed to the practsed eyes of the that fear
ul war Of the elements was going in that direction
The eastern swell was rapidly rising into heavy
and perpendicular sided sea- whose solid looking curly
tops threatened destruction to all that opposed the
long course The wind likewise increased in strength
urging the too willing until they were dashed
into apparent destructive fury.
Let us ascend the bridge, between the paddle boxes
and try to describe this sublime scene. furious gale
was raging, and wind and waves combined were hurled
with gigantic force against the poor Baltic To avoid
rushing mady against the fierce watery barriers the en-
gines were Stacked to nine revolutions and the brave
sci s held her course at the rate of eight knots Al
though the heavy spoondrft in drenchedevery
thing exposed still the ship held on with the most extra
ordinary ease. At intervals mountain would appear
approaching giving the idea often felt by the most ex
Perenced OF gathering power in advance that nothing
could withstand Onward it rolls high that from your
elevated position the horizon is conceaed it upon us
with crash-nothng avoid the avalanche of water
the decks are inundated fore and aft.
tat NIL 11ag ks..
to clear the crest of the surge her buwarks are even
with the surface of rolling water but drop comes
in. Again and again did this happen; and although we
drenched TO the skin by the spoondrift we were
fascinated by the wonderful triumph of the ships
over the waters and remained our exposed
situation at her easy performance over such
rough and formidable obstacles. Place a Cunard liner,
or any vessel IN this position with the present lines of
English steamers, and they would ship tons and
tons Of water. The heavy bows, bowsprt and ALL would
plunge into the sea with crash and bang that would
shake and strain ship TO her On raising her
forefoot from her watery bath the bowspr enveoped
with the gear would visi6y bend with the jerk This is
the main difference between the steamers of Eng
land and America and strongly advise the builders of
England to wake up their lethargy half composed
Of prejudice. tell them again plainly (however unpen-
SAINT to myse) that there steamers in Eng
land comparable with the Baltic
1t is the fashion in England among certain class I'M
happily too numerous shake their noodles when these
steamers mentioned Oh" say they, these steam
ers are all to pieces they will be done in short time
maids Of all persons in England who have not had
such opportunity mine to judge for themselves
These steamers good and strong ever they
well Differed and manned as any ships aaoat.
they treat their passengers with much or more cyii
ty and attention than any other line and finally their
food and wne and all arrangements of the table, lat least
In the Baltic, are as good as any person require
If spot by the Sybarte Injuries of the great me-
tropolitan cities of the world.
The last days steamng of this beautiful vessel was the
absolute poetry of motion At O'Clock p. NJ she was
off tie extremity ofreand exactly three hundred
miles from the ghtvessel, at the Of Liverpool
harbor The weather beautiful light breeze from
the northeast just sufficient rue slightly the glass
like surface Of the water. 0nwards she rushed with
headong speed her ponderous engines revolving at the
rate of nineteen revolutions a minute. SO clear and
beautiful her shape that she appeared to glide
through the water leaving hardly ripple behind NJ
merous steam-vesses likewise running up the Irish chan
nell passed as il anchor and in 22B hours from
making the land the previous afternoon che had
achieved the three hundred miles that her from
her home.
Reader, this is a wonderful performance and what I
fear cannot be ryaed by any English vessel present
The whole thing is obvious TO the understanding
and may clearly be traced TO the unequaed beauty Of the
model The English engines allowed by the Ameri-
cans TO be superior Why, therefore, should allow
Brother Jonathan TO beat own element? The
plain enough and patent to the whole world
and is summed up briefly in sentence: The British model
is far inferior 10 The Ameicdne say this in sorrow and
ealousy and investigate calmly and dspassonatey this
momentous question When once inquiry is thoroughly
aroused in England, do not fear the result IT, how
ever, obstinacy and pride allowed to blind our ship
bly, beall them-namey, to be soundly beaten by Ameri
naval architects.
We arrived at Liverpool ten days and half from New
York. during which time the engines stopped