The North-Carolinian. [volume] (Fayetteville [N.C.]) 1839-1861, 1854-01-14

VoLUlfEs xiv-k1
4 - lsesent a.a -
e As thS uesttt4 qf large ships seenf' 81 engage
so smalI omit OF public attention 81 present.
20 tess 9 sactio Of the Great RepubIic,a .
4*.H ~ poseas mammoth steamer of the
n9sfeFs SIcams \ Nayigafon Company, in Enc-
tlanas e eaaE not be uninteresting to devote
! g space 70 more than q mere rl6ssnr notice
the subject. a . 80 ''o''.o ~
Some ships we're bufltis shs a,lcients.. which
flers s. tsr. surpassed ansthing now aaoat
= SO fsaa -, - sl,,.sss
leet deep, and Of C. 445 tons burden Tho
Great Republic" was 325 feet in lenrth 5s foot
, IN width, and 80 feet in depth with q repister.
ca burden OF 1900, but it was capable of carry
ns more IMAM 5000 tons of cargo 1t is re-
,rraatert '','' Arcn'medcs-who was perhaps the
greatest mechanical genius that ever lived
constructed ship for Hero King of Syracuse
VI shch iarge dimensions that none of the har
oorS in Sicily, or Greece could receive it. No,I,,s
In, ~ '"ose VINO arc curious i'll such things,
'i'; ealcuiatcd to have contained 500, 900
cubic fect and was of II ,905 tons burden
as TINS vessel was of anteoeluyian orio;, =
may oe allowed to stand out as a yant re,raSsn
'"'|c y! nautical architecture belonrinr to tho
age OF giant men, but architects are now do.
u .srh'hed TO surpass even the great father of
oo u.o .ala.ng' Dy constructing steamship of
~ Tons burthen, and Of all external bulk
OF 2'9'2, 1913 cubic feet. This is the Vessel to
which we have alluded; it is to he hnilt of ;ron
substance which would have been deemed hw
the ancients better adapted for siukinr thai;
swimming. The largest mercantile stcamshns
ahoat at present, are those of the Collins Line.
Tie Arc1lc" being 5000 tons burden-thc only
exception to those is the Great Britain which
Is 3, ,445 tons burden.-There is one-the Nv
Ill the course of construction Nv
inc Cunafd Company, which is to be of 3. $40
IONS burden. "A remarkable difference between
modern and ancient times, in state and condi-
tion, Is e1emplfed III the "Grcet Republic ~
1t is the property of private American citi
zen; the wealth and resources of all Sicily was
;alled INTO requiSit:on to construct Uieros levia
5hian. ~
Two hundred years ago the LARGEST vessels
we're about 50 tons burden and with vessel of
oo tons, Columbus crossed the Atlantic and
discovered our continent fen wears sno tho
argcst merchant ships afloat were of no 1reat.
Il tonnage than from ten to twelve hundred
ohs burden, while at the present moment the
general tonnage of.new built ships range double
hat amount. 1t would therefore seem as ifthe
,eht OF the nautical mind was in favor of "larpe
l,.ps. There is z line of dcmarkation, how
'e fstfdcted either ~stH safe, 80 ff6Ht' The
atter consideration entirely depends on the
ND combination of materials employed in the
obstruction; and the manageableness of the
hlps at sea. For long voyages, large ships are
he most economical, for short voyages small
mes The other consideration, safety. Griffith.
N page "a OF his "Ship Builders MANUAL
ays' stlp-buiiders are mistaken when they as
ume a iarge ship equally strong with a small
ne, and as vessels are increased in size. the
ererage Of the spars tell with more effect
AS consequence, the liability to the damage
cargees III large vessels is greater than small
ones, more particularly clipper ships, because
I their increased length. Here is a statement
Inch affords some solution to the COMPLAINTS
ON San Francisco, of the great damage sus-
aimed by cargocs in recently constructed large
Upper ships which have made voyages to that
lace. Some other measures, says the same
ofk, must be adopted for strengthening such
esseis." New improvements, therefore, are
emanded i'll the combination of materials i'm
he construction of large ships The Great
.epublic" is stated to be not only the largest but
he strongest built ship in the world, and no
oubt the boundary line of safety for large ships
; far from being reached yet, but where that
ne is, We cannot tell, nor do we find any satis-
actory information Oh the subject in any of the
'orks we have consulted. Large vessels cam
OF be managed in rough so well as small
nes; they not Obcdicnt to the helm AS
'apofeon said in respect to Generals-''therc
Tas only one i'll Europe besides himself who
QUA nlanpuVfe lUU,UUU men, so 1t may be
aid of captains; it certainly requires great
r mental capacity to command q large than a
mall ship.-RevOlvingt the subject Of large ships
yer and over, and taking into consideration
ne great advances which have been made in
he size of ships since the GalIeon of Columbus
ouched the Columbian Shore it is our opinion
lat we shall yet much larger ships in our
arbor than any which float there; the
Great Republic" is shadow of looming evcuts.o
= -Scieuttfc Amcrican.
~~~~~~~~-~%>>>>~~>~~>>>>
COMPULSORY VAcCINArloS-The proportiou
deaths from smallpox in London is three
mes, and in Glasgow six times, what it is in
'rnssels Berlin, or Copenhagen. OF each
nousand persons who die in England and Wales,
senty-two die Of smallpox; of each thou
md persons who die in Ireland fort y-nne die
smallpox; while of each thousand per-
tns who die III Lombardy two only die of small
Ok. The proEortonate mortality them frvm
naIl-poX in England and Wales is eleven times
I'd in Ireland twenty y-fOur times, greater thar
is in Lom,ardy. Whence comes this differ
ceI In England those who please take thsI-
iidren to be vaccinated; in Lornbardv vaesip-
ion is compulsory. The proportionate NOR
lity from smallpox in England and Wales is
rec times greater than what it is in any conn
y iii which the inhabitants are cea,pelled bv
" to haze their children vaccinated These
e great facts. In our metropolis one Thousand
rsons die annually of smallpox: if VAGINA
on were compulsory, it is ;nlisputable that the
mber of deaths from this disease in Iondo,.
ould be reduced to two hundred or three bun-
ed per annum From six to eight hundred
rSOnS thus die yearly in the mptra,nliS alopo