Democratic Sentinel, Volume 15, Number 41, Rensselaer, Jasper County, 30 October 1891 — SHIPS OLD AND NEW. [ARTICLE+ILLUSTRATION]

SHIPS OLD AND NEW.

VBSSELS OF VARSOyS COUNTRIES AND TIMES. Bow Great Navies Grew—A Grand Historieal Exhibit for the Exposition— Development Through Gradual Change of Facilities in Water Transportation. Nani Architecture. The perils incident to the navigation of lakes and streams of any considerab.e magnitude a few centuries ago were sufficient to test the courage of the boldest and bravest: but the real and imaginary dangers that confronted the mariner who ventured in his frail bark upon the nnknown open sea were appalling. • To

cross and recross the Atlantic is now pastime—a journey as safe and swift as one covering the same distance on land. But in the time of Columbus it was altogether a different all air, and we can never sufficiently admire the moral fortitude and grandeur of purpose which Inspired and sustained that heroic, navigator (contemptuously regarded as a “crank” by the wise men and derided as a fool by the ignorant of his day and generation) who, after overcoming the intrigues of a hostile court, by the aid of Queen Isabella, set sail at last, and, in epite of adverse winds, and a mutinous crew, completed his fir.-t transatlantic voyage with results so startling and stupendous. The International Exposition of 1893, to be held in Chicago (named Columbian to his honor) will be a worthy tribute to tils genius and lifo work. One of tlfo trappiest features among single exhibits •will be the exact renroduction in size, form and equipment, down to the mieutest detail, of the famous vessel from whose deck Columbus caught the first glimpse of the shores of the new world The plans of this exhibition are not to be limited to merely a competitive dis-

play of the finest specimens and models •of ships, steamers, yachts, boats, etc., of the latest improved construction, but Is Intended to show in a realistic way the methods of water conveyance peculiar to all countries from the most enlightened to the semi-civilized and barbarous. A series of object lessons in chronological order will punctuate each progressive step in naval architecture -from the crude attempts of boot builders to the stately steamships and ironclads of to-day. Such an arrangement of naval specialties and curiosities will not only •gratify the sight-seer, but possess a his"torical and educational suggestiveness that will invest them with far more than -ordin&py interest. A similar judicious •plan will be adopted in the grouping of •articles belong ng to the other two distinctive classifications of this department comprising railways, their operation and “equipment, and vehicles on ffimmon roads. The continent of North America, from the date of its first settlement by white paen, will a : one furnish material for an ample and varied collection of naval curios. 'the aborigines did not lack the

facilities to ascend rivers or paddle over lakes on thoir ,iy utiug and fishing excwstous. Ti.-e dugout, laboriously hewn with sMSIs or buraed out of a tolid log; the birch-bark c» oe, and the coracle, the latter consisting Of wicker frame work coversd with skins, were their chief means of water transpo tation, and at first, for lack of anything better, the whites were not slow to adopt Indian methods. Some Of their canoes were by bo menus insignificant affairs. The IroCOi* nude them from twe.ve to forty /eet long, w th a rapacity for t arrying

W * fp men. Thfi Chippewa* the rind of one birch tree, shaping tt to a Miieeiu. model and sewing It with

tamarack roots. When Columbus landed at the West Indies on his fourth voyage he was visited by an Indian trader In a canoe eight feet wide, formed out of a single tree and propelled by twenty-five rowers. The canoes of many Western tribes were frames of osier or flexible poles covered with buffalo skins sewed together with the sinews of the deer On the Atlantic coast canoes were used extensively by the first European

1714 designates them as “sloops, pinks, settlers for collecting oy.-ters and clams. In time the shallop came into use, then the >loop and the pink Rut the largest vessels of the sixteenth and seventeenth centuries were comparatively of small dimensions, very few being over 100 tons burden. The waters of Maine were explored in one bark of fifty and another of twenty-six tons. John Smith pepotrated the rivers and bays of territory now known as Virginia and Maryland in a long boat *of twenty tons and two vessels of forty and 100 tons. A record of craft in Massachusetts from 1674 to

ketches. brigantines, barkes. and ships,” of which sloops were the most numerous. liut prior to the revolution shipbuilding in the colonies had attained a considerable magnitude, their vessels of all classes in 1769 aggregating o er 20,000 tons. The canoo ultimately gave place to the batteau. or broad-bottom skiff on the interior waters of the United States. These boats were pointed at the bow, broad aft as amidships, and fiat on the floor, with upright sides They are still in service on the Aroostock (Me.) River. Then followed the era of flat boats and “broad horns" (the latter for coal,) raft 3, arks, etc., exclusively adapted to

descending river navigation, the great bulk of the tarrying business from

headwaters to New Or'oans being effected in this way. For ascending strean s, keel boats were provided. Arks and rafts played a conspicuous and important part in the transportation of heavy material, live stock, etc., the farmers of Central and Western New Yobk, before the construction of the Erio Cana!, sending their produce to markets in arks down the Delaware and Susquehanna Rivers. Keel boats covered in with cabins for passengers were called “barges. ” Some of these were from TO to 100 feet long and 00 to 100 tons capacity. Steamboats for crossing ferries (of eight-horse power; were in use from 1818 to 1824. Early canal projects made slow headway. The completion of t.ie Erie Canal, however, in 1825, and its success, both financially and as a great artery of commerce, stimulated the construction of similar enterprises elsewhere, especially m Pennsylvania and New Jersey. Rut the first successful application of steam as a motor by Robert Fuiton in 1807, who made an initial trip in the Clermont up the Hudson, a distance of 110 miles in twenty-four hours, practically revolutionized existing methods of transporta- , tion and travel. The first steamboat on

Western waters, the Enterprise, made its trial t ip from Pittsburg to New Orleans, and was subsequently (in 1814) wrecked near Natchez.. We confidently expect to see models of some of the original stern-wheelers of which these vessels were the type at the coming exposition. The record of steamboat construction from 1830 to 1841 showed an increase that more than doubled all previous efforts, the tonnage of steamers in 1838 being about equally divided between high pressuie and low pressure engines. The former werp almost exclusively used in the Mississippi Valley, while on the Atlantic coast the latter has been generally adhered to. The speed, size and tn-engthof the Hudson River and J.ong Island steamers ha< been materially Increased. The AI baby, -18-32, was 272 feet long, 62>4 feet team, and registered 588 tons The Massachusetts. traversing

Long Island Sound, was 202 feet long, 29 f»»t beam, and of 676 tons. Meanwhile the vessels plying between Atlantic and foreici* ports had also greatly increased in numbers and efficiency. An American merchantman of 1,133 tons in 1841 v/as said to be the largest in the world. In 1850 vessels of 2,000 tons were not uncommon. The Republic, 1853, had a tonnage of 4,555. From 1840 to 1360 the finest sailing ves-

se’s were built for ocean service, making remarkab y >wift voyages between English and Atlantic seaports, and China, Australia and Pacific coast points. It was a period especially active and eventful in matters bearing on all classes of navigation interests, most important changes being due to the successful application of the screw by Ericsson. In JB4O the Cunard line was established. In 1851 as many as fifteen companies isixtythrec steamers, 111,496 tonsi were running lines between New York and London and Liverpool. In the United States there was a corresponding Increase In

si/e and splendor of river and lake steamboats, the Hudson River boats attaining an acknowledged superiority

over all other vessels of their class In the world.

In' connection with models, photographs, and sketches illustrating the many changes in construction, equipment an i propulsive devices which have marked the important transitive periods above briefly referred to, the reproduction of designs and improvements adapted to the protection of life and property on the sea-, buoys, signals, lighthouses, docks, wrecking apparatus and appliances, will be hardly less interesting. In the modern yacht ship-bu Iding

has attained its highest perfection as a tine art, and maintains a leading place in naval architecture. To other vessels it is what the thoroughbred is to the ordinary roadster. Human geuins and constructive skill all stimulated to their utmost by competitive tests in which the victor is crowned with honors and substantial rewards. When in 1851 the Ameries>captured the internat onal cup from' the royal yact squadron, of England, it was thought that fast sa ling had reached its limit. But this belief was signally disye led by subsequent faces, notably that between the Genesta and Puritan for the same prize. 'lhen the conviction became general

that vesseli of the Burgess model could outroot any craft of Its class thlt could be designed. But to the utter aioa.g-

ment of yachtsmen and shlp-butldero, one Borreshoff steps to the front with the Gloyiana, a strikingly unique and bold departure from all precedents in lines, build and rigging, at present conceded to be the fastest yacht afloat The international regattas held in this and foreign waters have been fiuitful in good results. Aside from the gratification afforded by a contest honorably conducted, every suggestion of improvement in strength, speed and beauty which such races determine are eagerly caught up and incorporated in naval construction on a large scale. The Monltor-Merrimac duoi demonstrated for the first time in a combat of national importance the superior efficiency of heavy guns and armor plates in naval warfare. Thenceforth the “wooden walls,” which for centuries had been the pride and glory of England, were so much useless lumber. Such illustrious vessels as the Victory,, the Constitution, the Hartford, and others, still ex si *s faithful reminders of patriotic duty . obfy-performed. Their splendid recorf- have glorified history, and their re pro notion in modol will prove a profound!, mien-sting feature.

THE ANCIENT SHALLOP.

COLUMBUS, SANTA MARIE.

ROBERT FULMON'S STEAMBOAY

BIRCH-BARK CANOE.

MISSISSIPPI RIVER RAFT.

THE U. S. CRUISER CHICAGO.

THE VICTORY, BRITISH NAVY.

THE ARK.

HUDSON RIVER STEAMBOAT.

SANDWICH ISLAND BOAT

ON THE FRIE CANAL.