The New York herald. [volume] (New York [N.Y.]) 1840-1920, 1853-05-29


ica" from the pen of British naval officer Captain
| AcKinnen, which bears direct and emphatic testi-
mony as to the superiority OF the United States
ocean steamers over those OF Great Britain. TINS
officer, in the summer of 1852, made trip to this
country in the Cunard steamer America, and re-
turned to England in the Collins steamer Baltic,
and In his account of the voyages he institutes can
did contrast of the performances and qualities OF the
two vessels In order to give readers true no
ton OF the conclusions arrived at by the writer
cannot do better than quote few paragraphs in his
own words. Embracing at Liverpool on the 10th
July, he says
Although every arrangement in the America was
substantial and good and the captain an experienced
and able officer, there was degree of pompous
mystery in the arrangements of the vessel very
much in contrast with the Yankee steamers. For
instance it was impossible to get the ships daily
any information OF her position. If passen-
ger ventured to ask question from one of the Off
GERS he met with sullen reply. A part of the up
per deck was denied to the passengers, unless
especial friends of the officers. These trfes caused
q certain degree of restraint and formed topic of
conversation among the American passengers, who
could not fail to the contrast thus afforded to the
universal and cordial civty and attention In Yankee
vessels.
The America, although one of the oldest and
slowest of the Cunard line, is very good vessel.
Upon starting from Liverpool deeply laden with
cargo and Goals her speed did not exceed eight and
half knots per hour which gradually increased to
nerly ten, as, in proportion to the consumption OF
her fuel her weight was diminished. Nothing
could exceed the smoothness and beauty with which
the engines performed their work. Fortunately, the
was smooth glass, and the passengers, after
meeting twice at the dinner table, became soclable
and friendly.
Never had steamer better chance for crossing
the Atlantic, as the sea was as smooth as sylvan
lake In eight days, the usual fogs indicated the
approach to the banks Of Newfoundland, and on the
tenth day the rugged coast OF Nova Scotia announced
our vicinity to Halifax. From this town the voyage
il short to Boston; but the weather still continued
cold and foggy. On entering Boston bay the chill
of her
though upon landing, the heat was most oppressive,
the thermometer standing at 90 degrees IN the cool
est place. 1t is impossible TO give an adequate &C.
count of the enervatng effect Of this sudden change
on the frame.
On arriving at New York took passage in the
Baltic, for which | paid $l20, about f24, and now
proceed to give description OF that vessel.
The American steamship Baltic belonging to the
Collins line, was built by Jacob Bell, OF New York,
At cost of $4,000, equal in round numbers to
fl42 900. She is bark rugged, and can spread about
the same quantity of canvass as an ordinary soopof
war.
In smooth water the wheels average Is revolutions
Her average steam for the last year. Is inches limit
permitted by the company, l8 inches but it is sell
dom reached at sea, as the cylinders consume tho
steam faster than it can be produced. The highest
speed ever made at is Is knots per hour and the
least run last winter for "a hours 1877 nautical miles,
None Of the vessels Of this line have been cauked
outside since they were launched or were ever hove
to at sea from stress of weather. Three thousand
pounds, or fifteen thousand dollars are expended to
supply the passengers and crew Tor one voyage 70
England and back. Wines and liquors are not in
cluded in this expenditure, and matter of &C
commodation to the passengers, as no profit IS made,
only sufficient advance upon prime cost 10 cover
Losses from breakag0, &c. The officers OF the snip
are charged the same as passengers. can answer
for the goodness and cheapness OF these articles from
my own experience.
I am only doing Justice to these magnificent YES
sells in stating that they are beyond any competition
the finest the fastest and the best aboats in the
world. am sorry to be obliged to say this; but, az
. naval officer, feel bound in candor to admit their
great superiority Their extraordinary easiness in
never beheld anything like it. There was none Of
that violent plunging, that sudden check usually
attending o large ship in a heavy head sea. The
elongated bow dipped gently in when vast, wall
ingly to rush upon her The whole fore-length Of
the vessel appeared to sink gently down until al
most level with the water, and rs gradually to rise
again after passing Most Mond f Q, an no SEA
. "His si5n BOWS fhs eAaaorGlnay derencs in
very ordinary head sea would dash angrily and
with huge volumes over her bows attribute these
admirable qualities to two reasons First, the long
and gently graduated bow and secondly, tho light,
when relieved from the bowsprit. This bowsprit in
the Cunard line projects considerably from the bow,
and its weight Is greatly aggravated BY the lever
age caused BY its projection am not aware OF it,
at the extremity. The most experienced sailor
would be very much deceived in forming judgment
the seagoing qualities Of the Cunard and Collins
steamships from mere outside inspection and |
acknowledge that at FIRST could not conceive the
Collins line to be SO safe and easy In sea as the
Clnard line. From considerable experience in
all classes of steam beside the Cunard Anne
erica advsably assert that the Baltic is out and out
by long odds, the very best and easist steamship
ever sailed in.
cannot refrain from calling the attention of
steamship builders of England to the useessness, and
even absurdity, Of heavy bowsprt to vessel that
mainly depends upon her steam. 1t would be con-
sidered absolute absurdty for either Of those YES
sells to attempt to beat to windward. Before the
wind there is little doubt that the Collins would run
the GUARD out Of sight in dozen hours. The vast
and heavy bowsprit OF the Cunard line is therefore
an absolute excrescence-a bow.plunging, speed
stopping, and money-spending, and absurd acquies-
cencc in the old fashioned prejudces about appear
ance, and what the old school attempt to swamp all
argument by condemning as not ship safe. Pshaw
What COMPOUNDED stuff This Is the sort of feeling
that prevents improvements, and allows Brother
Jonathan to build the finest seagoing steamers in
the world which the Collins liners undoubtedly
As some slight proof OF this assertion, let me de-
scribe what took place in the Baltic on the 9Th and
It'll Of November, 1884, on the passage to England,
in about latitude 4S degrees N, longitude Is w.
At 10 A. NJ on the former day, this vessel was pro-
seeding 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
About noon the swell increased, and q very dense,
dark, coppery sky was perceived at the starboard
bow, bearing southeast The barometer, which had
been carefully noted, had been gradually sinking for
thrtysix hours but still the southwest wind ever and
anon breathsd hoarsely into and filed the Tapping
canvass The stormy indications in the southeast
gradually increased in intensity as we rushed forward
at the great velocity before Overwhelmingly,
thirteen knots.
At two p. NJ. the barometer-that faithful and va
luable montor-sank considerably. Capt. Comstock,
the experienced commander invited me 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 infaible tokens
known only &c experienced seaman, we speedily
came to the conclusion that the Baltic was approach
ing the course Of an Atlantic cyclone. From the po
sition OF the vessel and her rapid motion, we mu-
tually agreed that the easterly breeze, which
had suddenly set in, indicated that we were
rapidly approaching the northern edge Of the
ha Mo ~