The Palatka daily news. (Palatka, Fla.) 1884-1888, 1886-10-19

and women by themselves, and having sep
arate apartments for married people. The
emigrants bring their own beds and bedding
and their dishes, the last of which are otter
OF tin The ship feeds them, and it can give
them plenty of bread, butter, soups and fresh
meat every day, at a cost per passenger o.
thirty cents, or S3 for the trip. 1t charges
$50 per passenger, and has hence SIT to add
to its receipts One thousand steerage pas
sengers at SIT equals s17, 600, which goes a
great way toward paying the expenses OF
agents and advertising, and still leaves hand.
some profit.
Last year over 2S0, 900 steerage passengers
were brought to America, which, at $50,
would make s., ,G00, 900 paid out by emigrants
to the steamship companies. OF these Is, 900,
In round numbers, came by the North Ger
man Lloyd from Bremen, and twenty odd
thousand each by the Red Star, White Star
and Inman Lines. The Cunard carried only
10000, and the other great lines less. The
North German Lloyd leads the ships of the
world as an American emigrant line, but this
Is probably due to the fact that the bulk of
emigrants come from the German countries.
Returning to the speed of ocean vessels,
Mr.. Alexander Farlinger, one of our Cana
dian passengers, tells me that Mr.. Thomas
Stevens, the head of the Canada Pacific
railroad, is having a line of fast steamers
built to connect England with his railroad
The passage by them will be shorter than that
to New York, and they are to be made fast,
without regard to expense. Mr.. Far
lnger characteriZes Stevens as the Vanderbilt
Of the Canadas and says he has made great
fortune out Of the Canada Pacific.
The fastest Atlantic steamer in the world at
present is the EtrWia, which arrived in Eew
York in August, 1885, within six days, five
hours and thirty-one minutes after leaving
Queenstown. Ten years ago a ten days pas
sage from New York to Liverpool was looked
upon as very fast travelling, and when in
1882 the Alaska left Europe on one Sunday
morning and landed her passengers in Castle
Garden on the next Sunday it was a nine
days wonder. Still in 1881 the Arizona made
thirteen successive trips, each of which was
under eight days, and there are now eight
ships which have made the passage one or
more times in less than seven days. These
are the Oregon, six days nine hours; the
Alaska, six days sixteen hours; the America,
six days fifteen hours; the Umbria, six days
fifteen hours; the Servia, six days twenty
three hours; the City of Rome, six days
eighteen hours; the Aurania six days
twenty-five hours and the Etruria, six days
five hours The most of these are new ships
They are of different build from the slower
vessels, have more powerful machinery, and
cost more. They also roll more as a rule,
am told, and are hence more conducive to
sea sickness.
1t is wonderful how Great Britain owns the
ocean and how she increases her aquatic pop
ulation every year. In the days of sailing
vessels she ruled the seas, and now her steam
whistles screech out the prices of the worlds
freight market. Two-thirds of the steam
tonnage of the world is carried under the
British flag, and within the past ten years
she has increased the amount of her steam
vessels 291 per cent The United States has
increased her tonnage in this time only per
cent. and whereas in 1870 we had one-third
as many steam vessels as Great Britain,
now we have only one-twelfth. OF all the
great shipping countries of the world, the
United States advances the least. Ten years
ago we had a tonnage five times as large as
Germany and twice as large as France; to-day
Germany has larger steam tonnage than the
United States, and France has two-fifths
more vessels than we have. The steam
merchant service of Great Britain, France,
Norway and Sweden, Italy, Spain, Holland
and Russia has increased at the rate of from
252 per cent. in the case of France, to 9I6 per
cent, in the case of Norway and Sweden in
the last decade. The United States alone re
mains stationary, and all the world seems to
he feeding off of her.
The passenger travel across the Atlantic is
but of the $1,000 Americans whom the purser
of this ship estimates go across the water in
the first cabin every year, J9-10O travel i'll
foreign ships and they pay at least s., 900, 600
for their round trip tickets. Estimating that
each spends 800 in Europe, they take out of
the United States So, 600 900 every year.
John Bull understands pretty well how to
get his fingers into Uncle Sans pockets, and
it is curious to note the catch penny ways in
-. = H.
England publish parts of their guides es-
pecialIy for the Americans, and in the cabin
and smoking room of every ocean steamer
you will find bushel or so of their guides,
,ach of which viii teach you how to get rid
,f your dollars to the best advantage. You
will see that the roads have trains labeled the
American expresses, and some go even so far
Is to label their engines after our presidents.
One engine is put down as named after "Presi-
lent Washington" another President Lin
,oln,r and a third president Garfield"
The hotels in Liverpool advertise that they
,ay special attention to the wants Of Ameri-
an ladies, \" and the railroads running from
Liverpool to London will make up special |
rains to take fifty Americans there imme- |
lately on the arrival of the steamer, if they |
will pay first-claSs fares Pullman cars are |
attached to these trains, and see that one |
inc mentions as one of its advantages that it |
HisSeS through tne Town Wnere george w ash |
ngton's ancestors lived.
The English railways advertise better than |
he American, and they give a greater |
,mount Of information and greater induce |
nents to travellers. Each of the great roads |
the express business of its line, as |
he Baltimore and Ohio does in the United |
States. 1t has its own hotels at the larger |
tations, and in most cases has omnibus and |
,arriage lines in its larger towns. 1t puts !
- l.
,rices for every station, first, second and |
hird-class, and also the return fares, and |
,ives its rates for carrying freight and ex-
,ress matter.
A number Of these big railway guides lie /
,efore me as l write, and the book of each |
Dad is as big as our travellers official rail |
way guide and about twice the size of the /
Fellow guide to American railways, known |
Is Rand & McNally's, or as thick as two cop |
es of Harpers' Magazine and about the same /