"As she approached Liverpool great numbers met | coals!" said the East India Company, in opposition her in boats, and during this time she wore all her to Lieutenant Waghorn's plan for the "Overland colours, when a boat from a British sloop of war Route,"-" At Suez they will cost us twenty pounds came alongside and hailed the sailing master, then on a ton!" "You are mistaken," said the Lieutenant; deck, demanding, 'Where is your master?' 'I have and by the means he conceived coals were transferred no master,' was the reply. Where is your captain, from the pit to the steamer for £4 38. 6d. per ton: sir?' 'He is below, sir.' The captain then came and the overland route was established "in spite of on deck. 'Why do you wear that pennant, sir?' says the India house," as he himself declared it should be, the officer. 'I wear it,' says Captain Rogers, 'because at the moment of his indignant resignation of the my country permits me to do so.' 'My commander,' appointment he held in their pilot service, in conseanswered the officer, 'thinks that it was done to insult quence of the Company's illiberal opposition to his him, and if you don't take it down he will send a force most skilfully devised and nobly executed projects. that will do it.' Captain Rogers made no reply to We may well regret the failure of Davy, Faraday, and this threat, but gave orders to the engineer to 'get Brunel, in their attempts to employ carbonic acid gas ready the hot-water engine.' Now there was no such as a mechanical agent, and thus supersede the use thing on board, but, n'importe, the order answered the of steam,-so immense would have been the saving object. John Bull evacuated, and no more was heard in space and in expense, had the scheme proved of him. practical. "The reception in Liverpool was a wonderful one; the whole city and country crowded to see the strange craft; and during her stay she was visited by noblemen from London, by naval officers, and other distingués in great numbers. "The Savannah then left for Copenhagen and Stockholm, where she was visited by the royal family and thousands of persons of the highest rank; and at the latter place took on board Lord Lyndock, then on his travels through the north of Europe, and proceeded to Saint Petersburgh, where she was received with the greatest éclat by all classes, and a rich service of plate presented to her officers. But we must not leave the Sirius alone on the Atlantic. The merchants of Bristol did not leave her alone, for they fitted out a second steamer, and three days after the sailing of her Cork rival, the Great Western started from that port where Sebastian Cabot was born in 1467, and whence he sailed 344 years before upon that voyage rendered so memorable by its resulting in the discovery of the North American Continent; for, on the 24th of June, 1494, having pursued his course with favourable winds, he first saw upon the horizon the land to which he gave the name of Prima Vista, since called Newfoundland. So the Sirius had the start: she "ran the race, and won it too, for she got first to"-New York. Nineteen days after she had left the Emerald Isle, the smoke of her funnel is descried in the distance by the hopeful and the disbelieving-both alike anxious The ship reached Savannah after a pleasant passage of twenty-five days, and afterwards went to Washington city, where she laid up. Captain Rogers tells us that the rule was to carry sail while the ship would make five knots an hour; and when that speed-denizens of that Western capital; presently her could not be reached, to take in sail and use the engine, there being no difficulty of getting fully eight knots out of her." The passage of a steamer across the Atlantic was a rare feat for the next twenty years. In 1828 the Curaçoa voyaged direct from Holland to Surinam, Occupying twenty-four days from off Dover. A British steamboat, the Sir Lionel Smith, crossed from St. Thomas to New York in 1837; and before this the Royal William, a Quebec boat, and the Cape Breton, built at Greenock, had both crossed the Atlantic. The City of Kingston effected also in 1837 a British passage she put in, however, at Madeira on her way. But the following year witnessed a new era in Transatlantic navigation. The Great Western and Sirius were the practical pioneers of the Cunard and Collins fleets. On the 4th of April, 1838, the Sirius, commanded by Captain Roberts, sailed from Cork, in the face of the supposed proof that no steamer could carry sufficient coals for above two-thirds of the voyage. Alas for those cumbrous coals!—to which timid theorists have since pointed as abundantly sufficient to make another noble enterprise of travel end in smoke: we rejoice to say, with exactly the same success. "The hull is visible; and at length she gallantly rides into the centre of their beautiful harbour. Was the Great Western far behind? Performing her voyage in siz teen days, (thus beating the Sirius considerably in speed,) she arrived at New York on the evening of the same day, St. George's Day, the 23d of April. We can imagine that the successive arrivals of these two famous vessels were regarded by the throngs who crowded the wharves to greet with hearty welcome, and gaze upon the half-expected-yet more than halfdespaired of-strangers, with feelings somewhat akin to those which animated the inhabitants of the town of Palos de Moguer, on that rejoicing day when the Nina, Captain Christopher Columbus, and, on the evening of the same day, the Pinta, Captain Martin Pinzon, returned to that port after their first most adventurous voyage, from which so little success was predicted, so much achieved. One of the American Journals thus proclaimed the advent of this new era in the intercourse of Great Britain and America:-" The permanent establishment of steam-ship lines between New York and England, is now placed beyond a doubt. The physical difficulty has been solved, and the vast accession of patronage, already crowding upon both these steamers, almost proves, in advance, that the trade and intercourse of the two countries will be doubled in less than five years. England and the United States are but parts of the same great empire of mind, peopled by the same great and wonderful race, talking the same language, thinking the same thoughts, and" (now for the climax)" steaming on the same principle!" in that great stride of facilitated intercourse with our Western neighbours! Till then the proud old Liners rode the seas supreme; and gallantly and well they did their work, performing their passage home, on several occasions, in the short space of fifteen days. Their average passage was thirty-seven days homewards: outwards, twenty-one. But the length of the voyage in these first-class ships-till 1838 the pride of merchant navigation—was extremely uncertain. In the winter preceding the first passage of these steamships, thirty Liners out of fifty belonging to New York, were supposed to be toiling homewards across the Atlantic, and eighteen were due at that city at one time. One ship from Liverpool was spoken, fiftyfive days after sailing, at a distance of 1,000 miles from her destined port: and some of these vessels were seventy days on the voyage. With sailing ships those accidents of wind or stream make the most essential difference, which would retard to a very immaterial degree the progress of a steam-packet. Two ships, of equal sailing powers, starting even at the same moment, may make the most unequal passages. The Inconstant frigate sailed from Cork on the 4th of January, 1838, voyaged to Halifax, and returned to Plymouth, in forty-nine days; the President left Portsmouth six days later, and was fifty-seven days before reaching New York; while the Samson, starting on the 5th of January, occupied sixty-two days on the same passage. The following spirited narrative of the arrival of these two ships is extracted from a journal of one of the passengers by the Great Western, which was furnished to the Quarterly Review :-"From the time of crossing the bar of the harbour," says the writer, "all her 'poles' were set aloft, and flags gaily streaming at each,—the foreign ensign at the gaff, and at the fore a combination of the British and American; and at three P.M.," the narrative continues, "we passed the Narrows, opening the bay of New York, sails all furled, and the engines at their topmost speed. The city reposed in the distance-scarcely discernible. As we proceeded, an exciting scene awaited us: coming abreast of Bradlow's Island, we were saluted by the fort with twenty-six guns (the number of the States); we were taking a festive glass on deck. The health of the British Queen had just been proposed, the toast drunk, and, amid the cheers that followed, the arm was just raised to consummate the naming, when the fort opened its fire. The effect was electrical: down came the colours, and a burst of exultation arose, in the midst of which the President's health was proposed. The city now grew dis-" finet: masts, buildings, spires, trees, streets, were discerned; the wharves appeared black with myriads of the population hurrying down, at the signal of the telegraph, to every point of view; and then came shoals of boats-the whole harbour covered with them; and now the new-comer reaches the Sirius, lying at anchor in North River, gay with flowing streamers, and literally crammed with spectators-her decks, paddle-boxes, rigging, mast-head high. We passed round her, giving and receiving three hearty cheers; then turned towards the battery. Here myriads again were collected; boats crowded around us in countless confusion; flags were flying, guns firing, and bells ringing. The vast multitude set up a shout-a long, enthusiastic cheer-echoed from point to point, and from boat to boat, till it seemed as though they never would have done." " Steam-ships supply no such records, Nought heedest thou the wind or tide; but onward, night and day, way, Unwearied as the waves around, thou marchest on thy Where mighty ships lie all becalm'd, with sails that flap the mast What boots to thee their thousand guns? thou smilest and walkest past." Thus it happened to the old Liners; they were an easy triumph;-soon were their services doomed to be discarded. "Presently," prophesied the "Quarterly," they will cease to be named at all. Look at the Great Western, the inhuman monster, on her first three days out, overhauling a brave old Liner-seren days from Liverpool-with the black ball, the badge of all her tribe,' in her fore-topsail, under top-gallant sails-carcering and plunging to a lively foam and a fair wind." Her defeat, and the touching sympathy of the narrator, is thus recorded in the passenger's Journal referred to above. "This new comer is none of your old sort. See how she comes vapouring up, flapping her huge wheels like an eagle's wings, and snorting, as it were, with the thought of victory and the sight of game. She comes on apace. All her colours are strung out. The ship is almost caught, but she leaps ahead and escapes once more. The steamer, with a dignified air of conscious supremacy, disdaining pursuit, wheels round windward, and passes the Liner on the other side, with three hearty cheers." Then dashing a-head, as if satisfied, she hauls in her toggery, and presses her helm hard a-starboard, and the. All honour to her memory for the part she played Liner-the brave old Liner-is scen no more. Her The Great Western was fitted with two engines, each of 225-horse power: her burden was 1,340 tons. She is now employed in traffic among the West India Islands. The Sirius ran for some time between Dublin and Cork, and was wrecked on this passage in January 1947. In heavy weather, and a dense fog, she struck on a reef of rocks in Ballycotton Bay; and though she was got off, the damage she sustained was so great, that the water rushed into the engineroom, and extinguished the fires. The vessel was then run ashore, the crew escaping in the boats, but the ship went to pieces immediately. owners will scarcely know her when she reaches port | them to "crossing in a diving-bell," the cabin being at last. She brings no news. She will soon bear no more than half the time under water. letters-no specie. Nobody will watch for her, nor speak of her. Alas! her day is gone by. Who can think of her sufferings without a sigh ?" Hopeless, indeed, would be her race with this new rival. Compute the powers of the Great Western by an average of five years' performances. In this time she ran twenty-seven voyages to America, at a speed averaging on her outward passage, 193 miles a-day; and homeward, 233 miles a-day;-thus averaging, in 787 days' steaming, a speed, per day, exceeding 2114 miles. Let it be remembered that this is the very voyage on which ships have been upwards of six weeks coping with easterly winds, yet compelled at last to return to the port from whence they sailed. An Irish vessel in 1838, after having been out two months, was thus driven home again, though she had reached within 100 miles of New Brunswick, for which port she was bound; and another craft, sailing from Demerara for Halifax, was blown instead into Liverpool! Imagine the gratification of captain, crew, and especially of passengers, at finding themselves separated from their desired haven-only by the breadth of the Atlantic Ocean! But these misfortunes were not the worst which befell travellers across those seas. During the preceding year, one ship, the Diamond, was exactly one hundred days on her passage from Liverpool to New York. She carried 180 passengers, and the scarcity of provisions was such, that before the vessel reached land, a sovereign was offered and rejected for a roasted potato; and seventeen passengers perished from starvation. But the last new ship, and the ninth of the Cunard fleet, the Africa, will beat them all; and we may confidently predict that in the wonderful year commencing the last half of the nineteenth century, A.D. 1851, the pleasure trips of brother Jonathan to our palace of crystal will detain him under ten days in his floating palace of steam. The Africa may bear eastward or westward some of those very gentry who modestly volunteered, not many years ago, to eat that British steam-vessel, her cargo, engines, and coals, which should first show her figure-head in an American port. It is believed that this promise was never literally fulfilled; but that instead of feeding upon the coals, these were reserved to feed the engine; and in place of eating the engines, they ate something more unlikely to lie heavy on their stomachs, (being of considerably less weight)—their words. Already the Africa has shown us somewhat of her powers. Why, on the 5th of November last, while busy hands were poking with might and main at the appalling bonfires which blazed around the unlucky Pope, the stout stoker of the Africa stirred his fires to a different purpose,-not for the separation of sects, but for the union of nations; and the mighty engines and beautiful ship, travelled three hundred and twentynine miles that day, the greatest distance yet performed in twenty-four hours. The river steamers of the Hudson and Mississippi can of course attain higher speed, and have exceeded twenty-five miles an hour, though neither "butcher's trays," nor "skimming. dishes," which alone, the "Quarterly" declared some an hour. "Credat Judæus!" said they to an account of such an achievement. Communication with our transatlantic neighbours will be yet further expedited by the establishment of a contemplated Atlantic station on the western coast of Ireland-say Galway, or Valentia-the construction of a railroad to the selected port;-and, of course, the electric telegraph. Turn now to the doings of the Royal Mail Steam-years since, could attain the velocity of sixteen miles ships only ten years later. These magnificent vessels accomplished eighty-eight voyages across the Atlantic in 1848, carrying 3,995 passengers. Of these voyages that of the Britannia, in boisterous March, was the longest, occupying eighteen days and a half; while the shortest passages were those of the Europa, in October, from Liverpool to Halifax in eight days eighteen hours, and to New York in ten days twentythree hours; and those of the America, in June, from Liverpool to Boston in ten days six hours, and from New York to Liverpool, in November, in eleven days eleven hours. The Europa excelled in June, 1849, her best passage in 1848, making the run from Liverpool to New York in ten days twelve hours and a half, still bearing the palm for speed; but was herself eclipsed this year (1850) in September, by both the Asia and the Pacific; the former effecting the quickest passage yet performed from New York to Liverpool, occupying only ten days seven hours; and the latter, (one of the six packets comprising the Collins line,) the swiftest outward voyage between those ports, accomplishing the passage in the short space of ten days and a quarter. The wear and tear of these vessels-not borne on, but driven through, the waves of the Atlantic-is tremendous. A passenger has compared his voyage in one of Meanwhile, let us turn our attention to what steam has effected for us in Eastern intercourse. Distant steam voyages were no doubt very much discouraged by the ill success of the Enterprise, which steamed to Calcutta in 1826. Future enterprises were more successful. The Memnon of 400-horse-power and 1,140 tons, despatched to India in 1842, steamed to the Cape of Good Hope in 42 days-356 years subsequent to the first discovery of the extreme southern promontory of Africa by Bartholomew Diaz, in his caravel of 50 tons burden; and 345 years after Gama first rounded the Cape, 133 days from the time he first weighed anchor in the Tagus. He occupied six months on that part of his return voyage from India, two years later, between the Cape and Lisbon. Now we have a regular mail established to that colony by screw steam-ships; and thirty days only are required for the voyage from Southampton. Here let us glance briefly at this particular class of steam-vessels,—the screw-propellers; which are of especial advantage in long sea voyages. Bramah patented a submerged propeller so early as 1785; and after him Lyttelton and Shorter took out patents for inventions of a similar description. But Captain J. Ericsson, a Swedish officer, by an original arrangement of his own, first successfully employed the application of the screw-propeller to practical purposes. He was assisted in his experiments by Mr. Francis B. Ogden, of New Jersey, and their first boat, named after this gentleman, was launched from the banks of the Thames. In conjunction with Captain R. F. Stockton of the United States' navy, a line of screw steamers was established between Philadelphia and Baltimore, via the Chesapeake and Delaware canal, to the great discomfiture of the Railway Company, who had united those cities at an enormous expense. The most magnificent vessel that has been constructed on this principle is the Great Britain, which is one-third longer than any line-of-battle ship in the service. Her length aloft is 322 feet; main breadth, 50 feet 6 inches; depth of hold, 32 feet 6 inches; tommage, 3,444 tons. Her engines are of 1,000-horse power; and are connected with the screw, which revolves at the rate of 25 miles an hour, by an immense chain. This screw is made of wrought-iron, and has six arms, each fifteen feet and a half in diameter, pitched at an angle of 28 degrees. She is rigged with six masts, and fitted with water-tight bulkheads, which stiffen the vessel and increase her safety. The first voyage of the Great Britain across the Atlantic was made in July 1845, and in September | 1846 she was stranded in Dundrum Bay, where she remained till the following August, when she was brought safely into Liverpool by Mr. Bremner, of Wick, after nearly twelve months' exposure to the waves; sheltered however, by a breakwater, from the terrific surge of the Irish Sea. Since that time she has remained inactive. There are many advantages derivable from the application of the Archimedean screw to steam-ships; nor are such vessels deficient in speed. Her Majesty's tender yacht Fairy surpasses in rapidity all the steamers on the river. The apparatus can be made to ship or unship at pleasure, and can be applied to sailing vessels without requiring that they should undergo any alteration in their original construction. Screw-propellers are particularly adapted for canal boats, and--we regret to add-for war vessels. We may have reason to regret this circumstance, if we are to credit Captain Stockton's boast that "with 20 steam frigates, on the plan of the Princeton, he would take possession of the British Channel, and blockade London itself." Captain Halsted, R.N. describes the advantage of screw over paddle-wheel war steamers to consist in the absence of all impediments to the traditional full-armed broadside; the employment of machinery entirely protected from shot; the economy of using sail power or steam power at option; and that the ship herself is a fully furnished and independent sailing ship. There are now on the roll of the Admi ralty 164 screw, or paddle-wheel, steam-vessels; in value about eight millions sterling. Her Majesty's steam-sloop Driver has performed the circuit of the globe; starting from England in 1842. She left the British shores in March, and called at the Cape, the Mauritius, Singapore, and Hong Kong. From this island, after steaming from port to port in China, and voyaging to Borneo, Bombay, and other ports, she essayed the eastern passage to New Zealand; but, encountering a typhoon, was compelled to make for Singapore. When the damages she had sustained were fully repaired she steamed to Pyon; and thence to Swan River, Hobart Town, Sydney, and the Bay of Islands in New Zealand, which she reached in 1846. She left New Zealand for Rio in January 1847, which she gained in 51 days; and arrived from that port in England after a further voyage of 48 days: having travelled 75,696 miles during the five years and nine months in which she was in commission. Round the "tempestuous Cape," where Diaz lost his life, has long since ceased to be the best route to India, except for heavy merchandise. A few years more, and we shall as soon dream of "doubling the Cape," and so more than doubling the distance to our Eastern possessions, as of adopting the footsteps of Alexander for our pathway to those regions. For upwards of 300 years the high-road to India, opened up by Vasco di Gama, was the unquestioned course pursued, till Lieutenant Waghorn schemed and effected his "overland route." The Portuguese, viấ the Cape, arrived at Calicut in 1498. The British Officer, in 1830, reached Bombay via the Red Sea. No comparison is attempted to be instituted between the discoveries of these navigators; But each established a new path to the Indies: and the Lieutenant's voyage down the centre of the Red Sea was scarcely less personally hazardous than that of Vasco -ignorant as he was of its dangerous navigation; without map or compass; and performing it in an open boat, manned by six mutinous Arabs. Not the most remote analogy can be detected certainly in the respective rewards of these men. The grateful Portuguese made Vasco a viceroy and loaded him with honours; Waghorn with difficulty obtained the conferment of a Lieutenant's rank he died in debt, incurred in the public service, and left his widow destitute. The "overland route" is a beautiful development of steam agency. A weary voyage was the old passage of 12,450 miles, and several months in duration. The present line of travel is 5,238 miles in length, requiring less than one month for its accomplishment. Francis Xavier was eleven months on the seas between Lisbon and Goa-(though we need not go back to him for a contrast, as that is sufficiently supplied by our own East Indiamen)-the overland mail of the 8th of July, 1850, reached Bombay by the steam-packet Feroze, in the unparalleled short space of twentyfive days, seventeen hours. This interesting journey is now so familiar to the public that we need not pause to describe its details. The East India Company first despatched steam-ships at regular intervals between Bombay and Suez in 1834: and the combined exertions of the French and Egyptian governments and the Peninsular Steam Navigation Company, completed the route in its present excellence: but they have not yet exhausted its capabilities of improvement. From London to Marseilles the distance is now reckoned to be traversed in four days; from Marseilles to Alexandria in seven; thence to Sucz in three; and from Suez to Bombay in fifteen: making in all twenty-nine days; though, as we have seen, it has been performed in less. The contemplated railway across the isthmus will convert the days occupied in that portion of the transit into hours; and we may expect the time is not far distant, when within three weeks of quitting our metropolitan home, we shall land on the shores of neighbouring India. of Victory;" the journey across the Desert; all Thanks to the Peninsular and Oriental Company, But the grand achievement essential to the perfection of this route is the Suez ship-canal, which must soon be constructed. England, France, and Austria, are combined in the performance of this great under-miles per annum. taking. M. Negrelli is appointed by the last-named country for the survey of this work: France is represented by M. Paulin Telabot; and our own government has commissioned Mr. R. Stephenson to unite with the two other gentlemen in preparing evidence which shall lead to the final determination of the track to be adopted. The course indicated by the country as most suitable for this canal appears to be the junction of Suez and Pelusium at the eastern extremity of lake Menzaleh. This is the narrowest part of the isthmus, which does not here exceed seventy miles in width. The land is low and level between these points, and, from the nature of the surrounding country, could be easily supplied with water. It is not to be supposed in this engineering age that physical obstacles will prevent the accomplishment of this long-desired union of the seas: nor could it fail to succeed as a commercial speculation. Some difficulties, or at least, misgivings exist from want of faith in the Turkish government, to which that country is subject; but this combination of the three great European Powers for the promotion of the enterprise will surely guarantee the fairness and stability of the stipulations and contracts founded upon their united negotiations. This work completed, all merchandise will be conveyed by the same route as the letters, instead of dawdling in their wake months after the goods are announced to the consignees. No transhipments will delay the passenger and damage the cargo: and, as waiting for the Bombay steamer will be unknown, neither pyramids, petrifactions, nor the egg-hatching dépôt, will be in request as a solace for impatient travellers during sometimes days of detention. Mahmoudich canal; the Boulac omnibuses, with their Arab horses, and reckless drivers; the "city The Some notion of their expenses may be gathered from the fact that repairs alone last year (1849) cost them considerably upwards of £100, 000. Mails are conveyed by these packets three times a-month from Southampton to Madeira, Gibraltar, Lisbon, &c.; once a-month to Malta, Greece, the Ionian Islands, &c.; and in conjunction with three vessels of the Indian Navy, once a-month to India, China, and Ceylon. By separating the line to Bombay from the contract line to Calcutta, at the suggestion of Mr. Henderson, the present bi-monthly mail was established. The packets of the General Steam Navigation Company, the Royal Mail Steam Packet Company, and the Pacific Steam Navigation Company, convey the mails respectively to Holland and Hamburgh twice a-week; to the West Indies and Gulf of Mexico twice a-month; to New Granada, Chagres, Panama, &c., twice a-month; to Valparaiso, and all places south of Panama, once a-month. The system adopted for the rapid distribution of the mails in the West Indies must not be overlooked. Several steamers are engaged in this operation which take different directions, the Barbadoes, Trinidad, Antigua, and other routes, meeting at Grenada, the trysting place where the mails are exchanged. The collected mails are brought from Havannah, via the Bermudas to Southampton. Mails are conveyed to France twice, and to Dublin three times daily. From every important port in the world we receive intelligence in London within two months-excepting the Australian colonies. Newspapers have arrived from California, in October last, only seven weeks after publication. But with Australia we have no steam communication at all; we have not even a regular ship-mail; for the Government contract with Mr. H. Toulmin expired in 1848, and has not since been |