Year: 1874




The ocean travelling public will be inter-
ested to learn that Congressional legislation
is likely in behalf of fixed steamer lanes on
the Atlantic The necessity for accord be-
tween the great transatlantic passenger
steamship lines as to their routes to and fro
has become apparent to the people. and it is
no less the interest of the companies than OF
humanity and commerce that the proposed
safety tracks be universally adopted. 1t has
been too quickly assumed that the selection of
the safest routes interferes with speed and
sacrifices time. But we believe a thorough
investigation of the meteorology of the North
Atlantic will tend to dissipate this assumption.
We shall not expose ourselves to the criti-
cism Of any competent navigator when we say
the most eligible routes across the Atlantic
from New York to Liverpool, speed only being
the object, arc determined by the lines which
are extraneous to the fog belt and lie within
the axial bands of the Gulf Stream and the
does not flow due northeast from Sandy Hook,
but, after passing 40 north latitude its course.
especially in March and April (the dangerous
ice months) is nearly due east until it has
reached the forty-ffth western meridian. In
deed, pressed on its northern margin by the
cold Labrador inshore current, the flow OF the
warm stream is slightly DETECTED to the south
eastward, and not till it has reached the forty
fifth meridian does it escape from this pressure
and trend off towards Ireland. So far as a
vessel can be set forward on her voyage
from America to Europe by the great 'river
in the ocean, she has nothing to gain but
everything to lose if she attempts to cross the
iftieth western meridian north of the forty
second parallel BY keeping a nearly due
easterly course after leaving Sandy Hook until
crossing the meridian of Cape Race she
runs in the swiftest or axial band of the Gulf
Stream extension and gets the maximum ad-
vantage of the impelling force, which, it is
supposed, assists her or increases her speed
from twenty to twenty-five miles day. This
saving of time during the eastward voyage
would Of itself well nigh, if not fully, compen-
safe for abandoning the more northerly or
great circle route, where the current Is of
little or no help.


Nor are the wind conditions less favorable
to the route proposed Crossing the forty-ftth
meridian at its intersection with the forty-sec-
ond paralle). After leaving Sandy Hook and
our Atlantic ports the mean direction of the
winds is almost due westerly and the streak
of most favorable winds lies just over
the now proposed route, as will be
seen from an examination of the charts.
In fact, it is by no means i'm
probable that steamer going east would
have the maximum benefit of the wind by
steering almost due east from Sandy Hook
to 40 degrees west longitude and crossing that
meridian in latitude AZ or 43 degrees north.
! Certainly, so far as ocean meteorology throws
! any light on these water highways, such q
route would largely escape the cyclone tracks
Of the North ATLANTIC ; nay, more-it would
enable the navigator to utilize the winds of
the cyclone as great locomotive power to
tow his craft through the ocean. In the high
lattudes Of the Southern Hemisphere we
know the most extraordinary runs have been
made by sailing ships utilizing the cyclone
winds, and there is no reason why it may not
be as well done in the safe middle latitudes as
in those which are often strewn with floating
ice islands.


The only other controlling consideration is
the fog The fog belt of the Atlantic lies on
the northern margin of the Gulf Stream and
covers the region Of its intermixture with the
Polar ice-bearing waters which wash the
shores Of Newfoundland. There can be NO
safety in the present route, which so closely
shaves Cape Race, and the detentions from
fog and icebergs must always be counted on
so that for the eastward voyage all the ad-
vantages Of speed are in favor of O more
southerly route than any now pursued 1t is
remarkable that the greatest number Of quick
est trips has been made by the companies
whose steamers come nearest to the more
southerly route, crossing the Newfoundland
meridians two hundred and fifty miles
south of Cape Race. When we consider
the enormous value Of these argosies,
which throng the seaway from America to
Europe. numbering nearly two hundred, and
some Of them, when laden, insured to half q
million in gold, to say nothing Of many hun
dred lives on board, it seems criminal to make
safety give way to speed. In short time
there will be, on an average, three steamers a
day from both sides of the Atlantic. II, by
international regulation. or, what if possible,
is better STILL by concert among the CON-
panies, fixed routes to and fro can be agreed
upon, not only will the chances of collision be
| greatly diminished, but steamer disabled at
| h.
course of single day. No matter where she
might break down, if in the lane she might
justly expect steamer to pass her every eight
hours.


So far as the westward voyage is concerned,
Of course, the before favorable elements are un-
fa Ia h,Jff In <oft1