The morning call., 1891-02-15

The scientific adaptation of keel, tonnage,
weight amidShips, exposed area of surface
and ballast TO the extreme variations Of at
mOsphere and sea pressure is now engaging
the attention of ship-builderS on both hem
iSphereS. important and beneficial changes
have already been made in the science of
steamship construction, and their effect is
apparent in the latest additions to the
transatlantic fleet.
Ever since 1882, when the famous Gnion
steamer Alaska, called by the New York
Herald 1.-THE greyhound of the Atlantic"
lowered the Atlantic passage to seven days,
the ratio OF speed to hazard has been Ser-
OuSly discussed by all leading underwriters
and sea captains. IL is contended by the
latter, and more or less generally acquieSced
in by the public at large, that an increase
OF speed means diminuton of danger, be-
cause, as each day at sea has its proportion
of the peril incident to the voyage, to shorten
the time in transit is to abbreviate the pos
sibilty of accident. Hence it is claimed
that trip from New Y ork to Liverpool oc-
cupying SIX days is three days safer than
one requiring nine days 1t is not improb-
able but that this ingenious theory may ac-
count for several missing steamers. Up to
1850 the quickest passage by any trans-At-
lantic steamer was made by the Persia in 8
days, / hour and 45 minutes. In December,
1889. the City of Paris made a trip from
New York to Queenstown in 8 days, %
hours and 80 minutes, thus effecting a saw
minutes. She left New York ON Christmas
day, and delivered the mail at Queenstown
on New Years eve, making the quickest
passage on record.
In a speech delivered at Manchester two
years ago the Chairman Of the Guion Line
of steamers declared the day to be not far
distant when the Atlantic Will be crossed in
four days without IN any way sacrificing
safety TO speed.
The mania for an extreme rate of speed
continues undated, and in order to satisfy
the popular demand ship-builders are util-
iZing every new invention likely TO attain
this end. Triple and quadruple expansion
engines, carrying initial steaIn- pressure to
a limit almost fabulous in comparison with
the earlier steamers, twin-screW propellers
and superior docking facilities are all con-
tributing their quota OF speed and risk.
MAURY's STEAM LANES.
As long ago as 1850 the proposition TO
establish designated routes Tor Atlantic
steamers 10 follow was given serious con-
sideraton by Collins, Inmau and others,
whose fortunes WERE embarked in the trans
Atlantic trade, but nothing definite was
reached. But the collision between the
Adriatic and LIE Lyonaise, of the Franco
American Line, on November 2, 1856, by
which 260 lives were lost, redirected public
attention to the urgency of adopting some
thing better than the random system. A
powerful editorial appeared in Harper's
Magazine for May, 1856, advocating the use
OF well-defned lines of travel at sea,
greater caution while trayersng the Grand
Bank fogs and slower rate of speed for the
100000 square miles comprising the iceberg
area. Referring to the missing Pacific, then
three months overdue, the editor, exclaim-
ing against the folly of racing between
ports, Gays: " III she comes no more then
all experience justifies the theory. among
others, that racing with the Persia, the
Pacific, in fearful winter sea full of ice,
came smashing on at twelve or fourteen
knots an hour upon an iceberg and immedi-
ately went down..
In 1858 Commander Maury Of the United
States Navy, who had already earned high
distinction as an explorer of marine phenGm-
ena, proposed the adoption by all Transact
lantlc steamship companies of what are now
known as Maury's Steam Lanes. In let
ter to a distinguished friend, written at this
time, he says: g The crowded state of the
sea renders tile recognition and use of these
lanes matter OF more and more import
ance every year. Fog and ice are the most
dangerous obstacles to the navigation of the
North Atlantic by steamships. Icebergs
are met within vast area almost perpetual
ly covered by an atmosphere that is foRgy.
Steam lanes, or warm unobstructed south
ern route, is necessary for safety"
AT the time Maury wrote, the average
number of passages between Europe and
America per annum was 374 each way,
transporting 81, 700 passengers. To-day the
average number OF trips per annum is more
tnan ouUU ana the average passenger Trans
portation exceeds 100000 persons.
Shortly after the excitement caused by
the non-arrval of the City of Boston had
subsidized the Inman Steamship Company
issued orders requiring its captains to cross
the meridian of 50o west, nothing to the
north of latitude 43o, thus tipping the ex-
treme southern end OF the Grand Bank By
this means the Inman steamers in a great
measure avoid the icebergs and fog, and
have established an approximate although
insecure lane.
By requiring east-bound vessels to pursue
a course defined by latitude and longitude
and weSt-bound vessels similar parallel
line separated from the former by several
hundred miles at midocean and only con-
verging at their termini the imminent dam
ger of collision with other craft or icebergs
would be greatly lessened.
or 900 shipwrecks in period of six years
occurring to vessels in the British service
649, or more than ~ per cent, were due di-
rectly TO collision.
Aerial navigation may ultimately reduce
the risk of travel across seas, If it ever
reaches the plane OF usefulness promised
by its advocates, but that peculiar element
of peril involved in the immensely Of depth
and distance at sea no human ingenuity can
hope to overcome. LOUIS L. PHILLIPS.
San Francisco February I2. 1891.