New Orleans Republican. [volume] (New Orleans, La) 1867-1878, 1874-01-17

rents Of the North Atlantic This ice
bearing current is concentrated between
46o west longitude aud SO north latitude.
Ice is more rarely seen west than east OF
this belt. "When the icebergs are nnTer-
GUS, ship masters give wide berth to THIS
track. As q general result. ships hound TO
New York should keep south of 500 north.
In Redfield's work on storms map is
published showing the position of all tn,
the icebergs and ice fields rece ntly observed
ia the western part of the North Atlantic
Ocean, 1t is principally in this region cf
the ocean that fotillas CT ice are to be
dreaded by navigatoIs. The sailors ct
Newfoundland hardly ever approach one
nearer than mile. sometimes, when the
indications Of proximity are not observed.
it is too late to avoid the shock. Hundreds
of ships, overtaken by the ice. have thus
disappeared with their crews On the cold
waters of the ocean.
The British brig Anna vas, in 1921. de-
tanned twenty -nine days on sea and en-
dangered by icebergs.
The able work OF Van Vreeden, based on
the reports of the German Loyds. says:
at has been found that vessels crossing
the Atlantic are greatly exposed to the
storms which rage along the line OF conflict
between the opposing ice current ana Gull
stream and the boreal current" The voy-
the American coast between New York and
Cape Race, where ings 80 frequently prevail.
This coast is about 1000 miles long, and ha.
been the scene Of the largest number OF
the disasters which have occurred. No less
than fourteen or seventeen steamers have
been lost On that part OF the American
coast.
1.-The atmospheric movements called tenn
pests or gales by the seamen dltfer from tao
cyclones in their slighter intensity. but ara
more numerous. In some parts of the ocean,
especially in the North Atlantic, they are
go frequent that during some months ot the
year we may expect tempest once IN
everv two days. This is shown BY an ac-
companying map, every rsctangle OF when
indicates the number of tempests by dit
ferent tint"
These authorities show both by theor =
and lamentable evidence that the naviga-
ton of the Northern Atlantic is attended
with great danger to life during almost the
entire season of labor inm grafton from Eu-
rope to America. Let US uow turn 10
THE vsYAGE BETWEEN NEW ORLEANS AND
LIVERPOOL.
That river in the Ocean"-the Gull
Stream-makes direct route between New
Orleans via Key West, Florida. and Liver
pool. 1t meets the great northern current
bearing Its iceberg about the 43o AZ lati
tude. ION entering tho tepid waters of the
Gulf Stream the icebergs gradually melt. and
let fall the fragments of rock and loads OF
earth which they bear into the sea- Reclus
70 This being directly III the course be-
tween New Orleans and Liverpool one
great source Of danger to navigation is
avoided. There are no iceoergs on the
route. Naturally the trade winds aud
ocean currents favor navigation between
Il harry OF
but as steam eqnalZes this. there Is no
claim made on that account except. per
haps, for propr!lers. which may save coal
by awaiting themselves Of these natural sd'
vantages.
A diagram in the work last quoted from
shows the most tempestuOus area on the
Atlantic ocean to DO north OF so. while the
line of the greatest cold intensity extends
diagonally between New York and Liver
pool The line OF the least tempes: lies
bet ween Key West and New York.
But the facts and deductions of scienc t
are confirmed by experimental navigation
Upon application tn Charles Briggs. Esq.
of New Orleans. president OF the Louisiana
Fire and Marine Insurance Company. the
following facts were furnished:
List OF steamers lost between New Or
leans and Liverpool:
Steamship Pantheon. los. OH passage
from Liverpool. of bar. SsutEwes: Pass
1868.
Jury, 1870. steamship Gillian. from Liv'
erpool for New Orleans, lost or the bar
mouth of the Merser, on leaving port.
October 6, 1870, steam. lip Sapphire. from
Liverpool for New Orleans. lost on Florida
reefs, ia the hurricane which destroyed the
United STATES steamer Mississippi: and
others.
Steam ship Crescen. City. los. OF coas: OF
Ireland, from fault Of cartaia: suspended
in consequence.
Steamship Germany. Liverpool Via Bor'
deaux. lost on coas: OF Egance. december
n. 1872.
1t is useless to calculate ,ie difference in
the transatlantic tonnage between the ports
OF New Orleans and New York. No propo
sltion can be established which will equal
ize the risks to shipping on the two routes
respectively. A single years losses on the
Northern route has been shown to- exceed
all the losses sustained on the Southern
route during the history Ok ocean steam
navigation.
This argument has not been made with
the expectation that it will control the ex-
ports of Western produce or the importa-
tion OF foreign merchandise. Shippers will
take all those risks, and nothing we Can
show can affect them. Time, freights aud
rates of insurance are in favor of that route
at present. Bat we appeal to the inmi-
grant who risks life on the ocean, and to
the company or individual who is import
ing this immigrant into the Northwest.
Those interested in human life will see the
superior safety Of the route between New
Orleans and the ports of Northern Europe.
VEGETATION OF CEREALS.
1t ia scarcely necessary to treat Of the
danger of termination of cereals upon a
voyage through Il country growing the
cereal grains to the extent shown. and eX.
posed to an extra risk only for the short
time that the isothermal line of New Or
leans DIVORCES on the ocean from that of
New York. The following statement will
show that either route furnishes a tempera-
ture above the terminating point OF the
great cereal of the West. Barley enters its
period of growth when the temperature
has exceeded 90 or l0'; wheat commences
vegetation at l2o above zero; the maize, a
more sontherly plant, starts at 5J' OF the
Thermometer.
The isoihermaI line of New Orleans leads
within 70 latitude Of that OF New York
Their intersection is a. 400 latitude with 60o
longitude.
From these meteorological facts it does
not appear that the Mississippi route pre-
sents u tendency to the termination nf grain
that should prevent its shipment The adj
vantage, then. of n milder climate than
that OF the Northern Atlantic est. blishes
itself
This proves conclusively the value Of the
Mississippi route TO the imln grant from
Europe and the land seller and grain
granger of the West
1t will be next proper TO consider the
VALUE OF THE MISSISSIPPI As III: OUTLET
To AN EMPIRE.
There can he no doubt but that with the
transfer of skilled labor of Europe to the
interior cities of the West, there will also
DO transferred large number who have
been heretofore consumers in Europe but
VII! become producers here. You need not
be fat * Ied with the figures to prove fact
demon ,trated by tia growth of this inter.